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#1
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"Direct when able"
When instructed to fly a heading then "Direct XYZ when able", does a
controller expect a call when you are in fact able and will be turning on course? Usually it is a trivial turn since the heading they give is a good guess for direct course. I've had conflicting experience. One time after being told the above, I responded "I'm able to go direct now" and his ackowledgement had a "who cares? Just do it" tone to it. Just a few days ago, I made the 8 degree turn to navigate directly to the VORTAC, and when the shift change at approach took place, the new controller asked what my heading was, whether I was picking up the VORTAC, and when I told him that I was navigating direct, he seemed surprised. Mitchell Gossman St. Cloud, Minnesota |
#2
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Don't know if there is a "right way", but I just fly the heading until I can
navigate direct. I've never updated the controller when I'm heading direct to the waypoint unless he requested it. Michael "Mitchell Gossman" wrote in message m... When instructed to fly a heading then "Direct XYZ when able", does a controller expect a call when you are in fact able and will be turning on course? |
#3
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I usually tell them before I make the course change. It might be a few
minutes before I am able to go direct and letting the controller know helps ensures everyone is on the same page. jerry "Mitchell Gossman" wrote in message m... When instructed to fly a heading then "Direct XYZ when able", does a controller expect a call when you are in fact able and will be turning on course? Usually it is a trivial turn since the heading they give is a good guess for direct course. I've had conflicting experience. One time after being told the above, I responded "I'm able to go direct now" and his ackowledgement had a "who cares? Just do it" tone to it. Just a few days ago, I made the 8 degree turn to navigate directly to the VORTAC, and when the shift change at approach took place, the new controller asked what my heading was, whether I was picking up the VORTAC, and when I told him that I was navigating direct, he seemed surprised. Mitchell Gossman St. Cloud, Minnesota |
#4
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VOR/VORTAC/TACAN NAVAID's
Normal Usable Altitudes and Radius Distances Class Altitude Distance (miles) T 12,000 and below 25 L Below 18,000 40 H Below 14,500 40 H 14,500 - 17,999 100 H 18,000 - FL 450 130 H Above FL 450 100 Altitude and distance limitations need not be applied when any of the following conditions are met: a. Routing is initiated by ATC or requested by the pilot and the following is provided: 1. Radar monitoring. 2. As necessary, course guidance unless the aircraft is /E, /F, /G, or /R equipped. NOTE- 1. Para 4-4-1, Route Use, requires radar monitoring be provided at FL 450 and below to aircraft on random (impromptu) RNAV routes. Para 5-5-1, Application, requires radar separation be provided for these routes at FL 450 and below. 2. When a clearance is issued beyond the altitude and/or distance limitations of a NAVAID, in addition to being responsible for maintaining separation from other aircraft and airspace, the controller is responsible for providing aircraft with information and advice related to significant deviations from the expected flight path. |
#5
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I tell my readers (and anyone else who will listen), that "when able" also
means "when you can proceed without hitting anything." Simply getting a good needle is not the whole story. ATC has no responsibility for keeping you out of the trees until you reach their MIA. Bob Gardner "Mitchell Gossman" wrote in message m... When instructed to fly a heading then "Direct XYZ when able", does a controller expect a call when you are in fact able and will be turning on course? Usually it is a trivial turn since the heading they give is a good guess for direct course. I've had conflicting experience. One time after being told the above, I responded "I'm able to go direct now" and his ackowledgement had a "who cares? Just do it" tone to it. Just a few days ago, I made the 8 degree turn to navigate directly to the VORTAC, and when the shift change at approach took place, the new controller asked what my heading was, whether I was picking up the VORTAC, and when I told him that I was navigating direct, he seemed surprised. Mitchell Gossman St. Cloud, Minnesota |
#6
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In a previous article, "Bob Gardner" said:
I tell my readers (and anyone else who will listen), that "when able" also means "when you can proceed without hitting anything." Simply getting a good needle is not the whole story. ATC has no responsibility for keeping you out of the trees until you reach their MIA. The other day I was north of Syracuse and I asked for direct Rochester (instead of flying down to Syracuse and following V2). The controller cleared me "direct when able", and when the GPS showed that I would just barely miss the restricted area (R-5203?), I turned. But evidently that was too close for her, because a few minutes later she turned me 45 degrees off my course for a few minutes before she let me turn back. I wonder if I should have said something to her about seeing the restricted area on my GPS? -- Paul Tomblin , not speaking for anybody Simulated editor war, conducted by seasoned professionals in a controlled environment. Don't try this at home. -- Christian Bauernfeind |
#7
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#8
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"Paul Tomblin" wrote in message ... The other day I was north of Syracuse and I asked for direct Rochester (instead of flying down to Syracuse and following V2). The controller cleared me "direct when able", and when the GPS showed that I would just barely miss the restricted area (R-5203?), I turned. But evidently that was too close for her, because a few minutes later she turned me 45 degrees off my course for a few minutes before she let me turn back. I wonder if I should have said something to her about seeing the restricted area on my GPS? The book is a bit vague on that. FAA Order 7110.65N Air Traffic Control Chapter 9. Special Flights Section 4. Special Use and ATC Assigned Airspace 9-4-2. SEPARATION MINIMA Unless clearance of nonparticipating aircraft in/through/adjacent to a Prohibited/Restricted/Warning Area/MOA/ATCAA is provided for in a Letter of Agreement (LOA) or Letter of Procedure (LOP), separate nonparticipating aircraft from active special use airspace by the following minima: a. Assign an altitude consistent with para 4-5-2, Flight Direction, and 4-5-3, Exceptions, which is at least 500 feet (above FL 290-1000 feet) above/below the upper/lower limit of the Prohibited/Restricted/Warning Area/MOA/ATCAA. REFERENCE- FAAO 7210.3, Prohibited/Restricted Areas, Para 2-1-16. b. Provide radar separation of 3 miles (En route Stage A/DARC, FL 600 and above - 6 miles) from the special use airspace peripheral boundary. c. Clear aircraft on airways or routes whose widths or protected airspace do not overlap the peripheral boundary. d. Exception. Some Prohibited/Restricted/Warning Areas are established for security reasons or to contain hazardous activities not involving aircraft operations. Where facility management has identified these areas as outlined in FAAO 7210.3, Facility Operation and Administration, vector aircraft to remain clear of the peripheral boundary. NOTE- Nonparticipating aircraft refers to those aircraft for which you have separation responsibility and which have not been authorized by the using agency to operate in/through the special use airspace or ATCAA in question. Clearly, if the controller is vectoring you around SUA then 3 miles is the minimum. If you're on an airway that clears the SUA then you're deemed to be clear of the SUA without regard to how close you actually are to the SUA boundary. But if you're proceeding via your own navigation direct to a fix is just being clear of the SUA boundary good enough? |
#10
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probably only if you had filed /I or /G . . .then you are telling her
you have an IFR capable GPS = I just did a 1500 mile XC. Filing 172/U I received at least 4 transmissons. Direct to Savana, Columbia St. Augustine. Controller never queried if able. I do have a VFR GPS with me, which helps me. Hank N1441P |
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