vfr on top

What are the advantages of vfr-on-top in the real world? I understand the
ifr to vfr-on-top then cancel, but what about other uses?

Myname wrote:

What are the advantages of vfr-on-top in the real world? I understand
the ifr to vfr-on-top then cancel, but what about other uses?


Well, what are the advantages of IFR to VFR-on-top then cancel?

On Feb 15, 4:11*am, "Steven P. McNicoll"
wrote:
Myname wrote:

What are the advantages of vfr-on-top in the real world? I understand
the ifr to vfr-on-top then cancel, but what about other uses?

Well, what are the advantages of *IFR to VFR-on-top then cancel?

To legally punch a cloud deck.

I have done this several times on a 50NM trip where it was VFR at my
destination.

It's easier to cancel in the air with KJAN once I am 1000 foot above
the cloud deck then to have to call FSS to cancel my IFR.

I would only be with Memphis center a mere 3 to 5 minutes before
initiating a descent below radar coverage so I can't cancel with them
on the ground.

On Feb 15, 11:03*am, " wrote:
On Feb 15, 4:11*am, "Steven P. McNicoll"
wrote:

Myname wrote:

What are the advantages of vfr-on-top in the real world? I understand
the ifr to vfr-on-top then cancel, but what about other uses?

Well, what are the advantages of *IFR to VFR-on-top then cancel?

To legally punch a cloud deck.

I have done this several times on a 50NM trip where it was VFR at my
destination.

It's easier to cancel in the air with KJAN once I am 1000 foot above
the cloud deck then to have to call FSS to cancel my IFR.

I would only be with Memphis center a mere 3 to 5 minutes before
initiating a descent below radar coverage so I can't cancel with them
on the ground.


That's not "IFR to VFR-on-top then cancel", that's IFR to punch
through a cloud deck then cancel upon reaching VFR conditions. You're
not VFR-on-top until you've been cleared to maintain VFR-on-top and
you can't be cleared to maintain VFR-on-top until you've reported
reaching VFR-on-top.

On Feb 20, 10:43*am, "Steven P. McNicoll"
wrote:

That's not "IFR to VFR-on-top then cancel", t

Your terminology flat out wrong...... Based on the question you
asked, my scenario answered your question. You said VFR ON TOP.

You can't be VFR on top WITHOUT an IFR clearance. VFR on TOP is IFR.

Once you cancel IFR, you no longer are VFR on top. So what you say
above is absolutely an impossible scenario.

There is specific terminology for VFR traffic that you are not picking
up on and that is VFR OVER the top.

That is build in for VFR. VFR rules require contact with the ground
OR maintain 1000 feet above the cloud deck and fly VFR OVER the top
with your departure and destination being VFR for the flight to be
legal.

And even then you don't report to ATC that you are VFR over the top,
it's just simple flight following.

In my answer to you, , I file IFR, fly through the cloud, get VFR on
top and cancel IFR. Once I cancel IFR, I have the option of electing
flight following and maintaining VFR OVER the top. In this case, you
could drop me for workload consideration.

You can't drop me if I am VFR ON TOP as I am IFR until I cancel.

On Feb 21, 7:17*am, " wrote:
On Feb 20, 10:43*am, "Steven P. McNicoll"
wrote:

That's not "IFR to VFR-on-top then cancel", t

Your terminology flat out wrong...... *Based on the question you
asked, my scenario answered your question. *You said VFR ON TOP.


"IFR to VFR-on-top then cancel" is not my terminology, it's the OP's,
Myname. Your response did not answer the question I directed to him.



You can't be VFR on top WITHOUT an *IFR clearance. *VFR on TOP is IFR..


Correct.



Once you cancel IFR, you no longer are VFR on top. * So what you say
above is absolutely an impossible scenario.


And that's why I asked the question.



There is specific terminology for VFR traffic that you are not picking
up on and that is VFR OVER the top.


We're not talking about that.



That is build in for VFR. *VFR rules require contact with the ground
OR maintain 1000 feet above the cloud deck and fly VFR OVER the top
with your departure and destination being VFR for the flight to be
legal.

And even then you don't report to ATC that you are VFR over the top,
it's just simple flight following.


Flight following is not a requirement of VFR over-the-top operations.



In my answer to you, , I file IFR, fly through the cloud, get VFR on
top and cancel IFR. *Once I cancel IFR, I have the option of electing
flight following and maintaining VFR OVER the top. *In this case, you
could drop me for workload consideration.


But why request VFR-on-top if all you want to do is punch a cloud deck
and cancel upon reaching VFR conditions? Why ask for something you
don't intend to use?



You can't drop me if I am VFR ON TOP as I am IFR until I cancel.


Correct.

On 2/21/2010 5:17 AM, wrote:
On Feb 20, 10:43 am, "Steven P. McNicoll"
wrote:

That's not "IFR to VFR-on-top then cancel", t

Your terminology flat out wrong...... Based on the question you
asked, my scenario answered your question. You said VFR ON TOP.

Did he? Good grief Allan. You're reading what you want to see, rather
than what he wrote.

" wrote in news:f2a6da89-5166-4420-
:

That is build in for VFR. VFR rules require contact with the ground
OR maintain 1000 feet above the cloud deck and fly VFR OVER the top
with your departure and destination being VFR for the flight to be
legal.

You don't always have to be 1000 feet over the cloud deck to be legal vfr.
If you are in class G airspace, clear of clouds is enough. You can be 1
foot above them if you want.

Myname writes:

What are the advantages of vfr-on-top in the real world? I understand the
ifr to vfr-on-top then cancel, but what about other uses?

The main advantage is that it allows a pilot to choose his altitude at his
discretion, within broad limits, rather than request approval for every change
of altitude from ATC.

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Mxsmanic wrote:
Myname writes:

What are the advantages of vfr-on-top in the real world? I understand the
ifr to vfr-on-top then cancel, but what about other uses?

The main advantage is that it allows a pilot to choose his altitude at his
discretion, within broad limits, rather than request approval for every change
of altitude from ATC.

You can already do that with VFR w/flight following.

BL.
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