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#51
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Snowbird wrote: wrote in message ... Snowbird wrote: My point was to the chap who seemed to imply, if you have to file enroute, you didn't brief properly preflight...t'aint true. Mommy Nature doesn't seem to read the TAFs. Nope, the chap was giving a setup for how to best guestimate where to have a composite flight plan convert from VFR to IFR. Hmmmm....FWIW, if that was your intent, these words: ***begin quote*** If you don't have a pretty good idea of where you are likely to encounter IMC en route, you haven't done a very good job of flight planning. ***end quote*** don't do a very good job of conveying that intent. Sounds a lot more to me like you're saying, if you encounter IMC unexpectedly and need to file a pop-up clearance, you haven't done a very good job of flight planning. That is exactly what I am saying. I disagree, but of course if your intent was just to say something like "use your preflight briefing to guesstimate where you might encounter IMC, then file a composite flight plan with the IFR portion starting where your briefing leads you to believe the clouds will be", that's one way to handle the problem. Thanks for improving my intent. FWIW, I haven't found composite flight plans too useful. Seem to cause some kind of SNAFU with the ATC computers where the strip doesn't get sent to the right facility at the right time. I have better luck just filing separate flight plans with a departure time delayed by my ETE to the point where I plan to activate the IFR plan. And it still doesn't address the issue of how to get an IFR clearance enroute when you need one. It doesn't? One of us doesn't understand a composite flight plan. |
#52
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"Steven P. McNicoll" wrote in message hlink.net...
wrote in message ... In that scheme of events, the processing of G/A flight plans isn't exactly on the top of the pile. Keep in mind that the airlines and biz jets don't have flight plan issues.~ I can't recall ever having a bizjet file enroute. I'm certain I've never had an airliner do it. A few years ago an inbound Swissair or Lufthansa 747 had to divert to Quebec city for some reason (not 9-11). It was in the news. I was flying around Burlington Vt the next day and heard a thick germanic accent get hold of FSS and start an airfile IFR to JFK. I still remember him stumbling along with the slash codes and then ... souls on board 309, fuel, 50 metric tons...and then one of the standard arrivals to JFK from the north. He was pretty low but its a short hop for a 747. |
#53
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#54
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My eventual goal is to the Bahamas. Been there, loved it. Chicken to fly back SE since our child was born. If you fly over 10k you can typically minimize the time you're out of glide to a few minutes. We did the "out islands" (Eleuthera, Harbor Island among others) and flew back from Marsh Harbor (the busiest non-towered airport I ever encountered -- made me want to kiss the next 10 ATCS I talked to). AOPA has a pretty good package on it, and Pilot's Guide was pretty helpful. Cheers, Sydney Sydney: Well.... I guess I picked the "busiest non-towered" airport for my first Bahamas experience. I'll be staying 5 days at Abaco Beach Resort at Marsh Harbor in mid-July. Downloaded the AOPA package. Bought the 2004 Pilot's Guide. Got my Customs sticker. Made plenty of copies of all forms. I'm psyched! The Pilot's Guide even got me a good pilot's discount! Paid for the book and more. Plan to fly 10-12K as you said. However, it sure takes a long time for a 172 to get that high in July. ;^) Stimbo Medford, NJ |
#55
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#56
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wrote in message ... Not at all. The carriers make sure the skids are greased for their flight plans to seamlessly and automatically transfer from their host to the FAA host. Unless someone wants to manually change a route on an air carrier domestic flight plan, no human is even involved. It all is computed and sent to the appropriate station and the FAA in a timely manner. Flight data processing is done exactly the same for the carriers as any other operator. |
#57
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Steven P. McNicoll wrote:
wrote in message ... Not at all. The carriers make sure the skids are greased for their flight plans to seamlessly and automatically transfer from their host to the FAA host. Unless someone wants to manually change a route on an air carrier domestic flight plan, no human is even involved. It all is computed and sent to the appropriate station and the FAA in a timely manner. Flight data processing is done exactly the same for the carriers as any other operator. The difference, I think, is that the carriers have human dispatchers on the ground to worry about all of the details for them, including filing the original or revised flight plans. It's the same as a rich person who can afford to pay someone to stand in line to get concert tickets -- the ticket office isn't showing favouritism even though the rich person has it easier that everyone else. All the best, David |
#58
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"Steven P. McNicoll" wrote: Flight data processing is done exactly the same for the carriers as any other operator. That is not the point. It all started about F-I-L-I-N-G. |
#59
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David Megginson wrote: The difference, I think, is that the carriers have human dispatchers on the ground to worry about all of the details for them, including filing the original or revised flight plans. It's the same as a rich person who can afford to pay someone to stand in line to get concert tickets -- the ticket office isn't showing favouritism even though the rich person has it easier that everyone else. The dispatcher only checks the computer-generated route and fuel burn, then issues a dispatch release to the crew. The flight plan itself, unless changed, is auto-filed by the carrier's flight plan computer and does not go to a FSS or to a DUAT/DUATS interface. |
#60
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wrote in message ... That is not the point. It all started about F-I-L-I-N-G. Actually, I think it all started with getting an IFR clearance while enroute. At some point you injected the processing of G/A flight plans into the discussion. What you've said about flight plan processing is wrong. |
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