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#21
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Actually, you ARE talking about clouds. You wrote; "Besides he'll usually
see the CU on his radar too." CU is cumulus, a type of cloud. Thunderstorm is TS or TSTM. Why do you guys nitpick like that. I think this NG is for all of us to exchange ideas and lern from one another. Hank |
#22
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And WHERE did you get THAT impression?
Hankal wrote: Why do you guys nitpick like that. I think this NG is for all of us to exchange ideas and learn from one another. Hank |
#23
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"Hankal" wrote in message ... Why do you guys nitpick like that. I think this NG is for all of us to exchange ideas and lern from one another. If you accept everything you see here as fact what exactly have you lerned? |
#24
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How not to spell?
"Steven P. McNicoll" wrote in message nk.net... "Hankal" wrote in message ... Why do you guys nitpick like that. I think this NG is for all of us to exchange ideas and lern from one another. If you accept everything you see here as fact what exactly have you lerned? |
#25
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How not to spell?
I was wondering if you would pick that up. Learn. |
#26
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I expected Steven to use "lernt" in his reply.
---JRC--- "Hankal" wrote in message = ... How not to spell? =20 I was wondering if you would pick that up. Learn. |
#27
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What's a nit?
Is it similar to a Tic terd? Tic terd = excrement of a Tic. i.e. too small and insignificant for adults to worry about. "Steven P. McNicoll" wrote in message nk.net... "Hankal" wrote in message ... Why do you guys nitpick like that. I think this NG is for all of us to exchange ideas and lern from one another. If you accept everything you see here as fact what exactly have you lerned? |
#28
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#29
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"Dan Luke" wrote
I've actually visited the Houston TRACON and talked to a couple of controllers about this issue. I received the very clear message that getting my clearance on the ground was the "right" way to do it (wink, wink). My experience has been that getting a clearance in the air in the Houston area is bad - but getting it on the ground by cellphone is worse. Too many delays and 'accidental' disconnects. In both cases, I find that it helps to do a few things. Remember, the frequencies and phone lines are recorded. I never get disconnected a second time when trying to get a clearance by phone, because on the call back I always make it a point to mention that someone hung up on me before. I figure the guy knows that if it gets to his supervisor, well, once is an accident but twice is a pattern. I always make it a point to make my callup in a way that includes IFR, as in: "N123 off Weiser, climbing through 1400, (looking for) IFR to Somewhere." Of course the 'looking for' part is mumbled, and now the controller has to look for my strip no matter what; not answering me is really not an option because he's not really sure if I'm already IFR or not. I know these guys often don't even bother answering the guys who call for VFR flight following. It's pretty sad that I have to do it this way, but I don't have much choice. When the weather is good enough for me to cover 20-30 miles VFR, I don't even bother talking to approach. I simply wait until I'm out of their airspace, and then call Houston Center. Much better service all around. As for the original poster - if a polite request for an IFR clearance produced a refusal, a landing is in order followed by a phone call - to the Tracon supervisor. Michael |
#30
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If you don't have that capability, then you really have to stay visual
at all times - and thus the question of "Why are you filing IFR if you can't enter clouds?" becomes very valid. I do not have my 172 with any kind of weather or TS capability. However I have been on some CX and storms have formed. I always have been granted to change course. Here in South Florida we can leave when the weather is very nice and an hour later TS have formed. Most pilots state that we in Florida do not have IFR weather. Hank |
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