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How to get IFR Clearance enroute?
What are the recommended procedures in obtaining an IFR clearance
enroute? Flying from NJ to FL, I prefer to fly VFR, but undoubtedly I will encounter IMC along the way. If I filed IFR in advance, it takes 1/2 hour or more to clear it through ATC. I obviously cannot wait 1/2 hour if I encounter IMC enroute. Is there an "acceptable" procedure enroute if I start seeing a cumulus build-up in front of me? Do I have to land and file? Do I file with FSS and wait 1/2 hour before I open with Center? Can I file directly with Center? Is this idea generally "frowned upon" by ATC? I'm not necessarily looking for regulations as I am for practical experiences that others have witnessed. Thanks for any tips. Stimbo Medford, NJ |
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Stimbo wrote: What are the recommended procedures in obtaining an IFR clearance enroute? Flying from NJ to FL, I prefer to fly VFR, but undoubtedly I will encounter IMC along the way. If I filed IFR in advance, it takes 1/2 hour or more to clear it through ATC. I obviously cannot wait 1/2 hour if I encounter IMC enroute. I've never experienced the half-hour delay you describe. Of course, if you file before leaving home in the expectation that you may or may not pick up a clearance at some point way down the line, I can see where that could cause problems. You were never "departed" by ATC from your point of origin, so sectors on down the line never got your strip. When you call and want to pick up your clearance, they don't know who you are. Your strip is sitting back at your departure airport. Is there an "acceptable" procedure enroute if I start seeing a cumulus build-up in front of me? Do I have to land and file? Do I file with FSS and wait 1/2 hour before I open with Center? Can I file directly with Center? Is this idea generally "frowned upon" by ATC? If you're near your destination, just call on the TRACON frequency and ask for a "local IFR clearance" for arrival. In the destination-TRACON's airspace, I've never had it denied. Calling enroute (not the destination's airspace) I have had mixed results. It doesn't hurt to ask. You'll either (a) get the clearance you want, or (b) be told "unable" and directed to call Flight Service, in which case you, uhhhh, call Flight Service. When I've done this, ATC had my clearance by the time I switched frequencies. What's the half-hour delay? Never happened to me. I think the Flight Service dude just types your flight plan directly into the ARTCC computer. I'm not necessarily looking for regulations as I am for practical experiences that others have witnessed. Thanks for any tips. My strategy is, if I think I might encounter IMC, I just go ahead and file from the get-go. But you said you prefer to go VFR if able. Do you mind talking to ATC when you're VFR? If not, you can use the technique that's been described here in an earlier thread, where you file a flight plan, check the IFR box, and then put "VFR/altitude" in the altitude box. That gets you an ATC strip, and when you leave you call up ATC and ask for VFR advisories and tell them "you probably already have a strip for me". That gets you "departed". Stay with the VFR advisories all the way along, and when you get to some IMC, you can ask for a clearance, and they already have all the information on you. Google for the -long- thread in which this was discussed on r.a.i. Dave Remove SHIRT to reply directly. |
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Filing with FSS from the next nearest radio aid works pretty well for me.
Doesn't take a half hour and even if it does, Center or Approach will generally give some sort of clearance pending the plan showing up. NJ to FL - if you know you will run into some IMC why not file and fly IFR? South of DC, IFR is as easy and almost as flexible as VFR. Makes it easier to stay clear of all the Restricted space to the south and makes management of MOAs easier. And I tend to be pretty careful about penetrating "cumulus build-ups in front of me", especially the further south I go. And If I'm going to go play among the buildups, going IFR is the easiest way to get radar advisories and it's the legal way to visually fly the cloud canyons that us normally aspirated guys sometimes have to fly. The folks in places like JAX center are totally on board with what you are doing and will give you every chance to remain visual while IFR if that's an option on a given day. Try to do it IFR and you may find it easier and more convenient, at least south of DC. ""Stimbo" wrote in message om... What are the recommended procedures in obtaining an IFR clearance enroute? Flying from NJ to FL, I prefer to fly VFR, but undoubtedly I will encounter IMC along the way. If I filed IFR in advance, it takes 1/2 hour or more to clear it through ATC. I obviously cannot wait 1/2 hour if I encounter IMC enroute. Is there an "acceptable" procedure enroute if I start seeing a cumulus build-up in front of me? Do I have to land and file? Do I file with FSS and wait 1/2 hour before I open with Center? Can I file directly with Center? Is this idea generally "frowned upon" by ATC? I'm not necessarily looking for regulations as I am for practical experiences that others have witnessed. Thanks for any tips. Stimbo Medford, NJ |
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Since I live where the sun always shines, I very seldom pick up my IFR
clearance on the ground. If I think I may have instrument weather I file a composite flight plan with FSS prior to taking off. I always do this when going to southern california, then when I get to the point where I think I will need it, I call LA center and tell them I have one on file and would like pick it up. the couple of times where I had no IFR flight plan on file, I asked the controller if he wanted me to file it with FSS or if he could fix me up, I only do this when the radio is not busy, LA center has never had a problem with this, some places might tho. I have also called FSS in the air and filed with them then got back on with center and picked up the clearance within seconds of filing. Basically for me the situation dictates the method used. I always fly VFR with flight following, when I am ready to get my clearance or if I need to file, I tell center I need to switch over to fligh****ch to file a IFR flight plan, sometimes they will fix me up, other times say ok, report back when done. when I report back, they already know who and where I am, no need for fixes or anytrhing else. It just varies with the controller and how busy they are. the only times I run into problem is in the phoenix area. So far every other place has been great, especially SoCal, those guys/girls are very good at what they do. Stimbo wrote: What are the recommended procedures in obtaining an IFR clearance enroute? Flying from NJ to FL, I prefer to fly VFR, but undoubtedly I will encounter IMC along the way. If I filed IFR in advance, it takes 1/2 hour or more to clear it through ATC. I obviously cannot wait 1/2 hour if I encounter IMC enroute. Is there an "acceptable" procedure enroute if I start seeing a cumulus build-up in front of me? Do I have to land and file? Do I file with FSS and wait 1/2 hour before I open with Center? Can I file directly with Center? Is this idea generally "frowned upon" by ATC? I'm not necessarily looking for regulations as I am for practical experiences that others have witnessed. Thanks for any tips. Stimbo Medford, NJ |
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#8
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"Nathan Young" wrote in message When filing en route, what do you use as the departure airport? I always give the actual departure airport even though I left there some time ago. For my route of flight, I just use the closest VORs remaining on the flightplan. Seems like there has to be a better way. You don't use a departure airport as I recall. You are filing from some point you haven't quite reached yet (or are holding at) and your desitination. The next VOR is usually the best choice |
#9
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Stimbo wrote: What are the recommended procedures in obtaining an IFR clearance enroute? Flying from NJ to FL, I prefer to fly VFR, but undoubtedly I will encounter IMC along the way. If I filed IFR in advance, it takes 1/2 hour or more to clear it through ATC. I obviously cannot wait 1/2 hour if I encounter IMC enroute. 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. If you have, then a composite flight plan works quite well. |
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) wrote:
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. I disagree. Are you claiming that good flight planning will always provide an accurate picture of future weather, especially for a trip that covers a large number of hours and miles? IMO, experienced weather forecasters sometimes get it wrong. When they do, then there are going to be times when I, as the pilot who is planning the flight with their products, will get it wrong. Sure, one can simply cover all bases and always file IFR, but knowing how to maximize the system seems to me to be the theme of this thread. -- Peter |
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