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#61
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IFR Cancellation Question
Ron Rosenfeld wrote: Perhaps you should reconsider and not cancel IFR until you are legal for VFR. There have been plenty of times when I've had a "visual" on my airport, but not been legal VFR. He didn't say he cancels as soon as he has a visual on the airport, he said once he has a visual on the airport he cancels as soon as he can. |
#62
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IFR Cancellation Question
Roy Smith wrote: At a towered airport without radar, you are still IFR until your wheels touch the ground (assuming you don't cancel on your own). The same applies at towered airports with radar. |
#63
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IFR Cancellation Question
Jose wrote: If your wheels touch the ground on a Cat IIIc missed approach though, you ought to still be IFR. That would be one pretty pickle. In conditions requiring a Cat IIIc approach the tower can't see your wheels touch the ground. |
#64
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IFR Cancellation Question
Mark Hansen wrote: So I wonder if the confusion came when ATC told Allen to Squawk VFR? This just means that you're no longer in radar contact, and not that you're no longer IFR, right? No, the loss of radar contact of an IFR aircraft doesn't call for a code change, it calls for advising the aircraft that radar contact was lost. |
#65
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IFR Cancellation Question
Ron Natalie wrote: Really, then how does the system know you landed and not crashed on approach? If the tower sees you on the runway they know you didn't crash on approach. |
#66
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IFR Cancellation Question
Ron Natalie wrote: I don't know how it happens, but the requirement is that they're supposed to notice whether I have arrived at my destination not whether I was handed off by approach. This means one of two things: 1. Tower must tell the system that I've landed. 2. Tower must tell the system that I haven't landed. 1. Tower is part of the system. 2. Tower sees you land. 3. The system knows you landed. 1. Tower doesn't see you land. 2. Tower calls you on radio. 3. You don't respond to tower. 4. Tower initiates search. OR 3. You respond "missed approach". 4. Tower says "contact departure". OR Several other variations. The point is no action is taken by the tower to cancel an IFR flight plan for a landing aircraft because there simply isn't any action that needs to be taken. |
#67
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IFR Cancellation Question
Alan Gerber wrote: When I get flight following from New York Approach, they always ask me to report the field in sight. (This is for both controlled and uncontrolled fields.) This is for airports that are NOT in the Bravo airspace -- they're either near or underneath it. I assume the purpose it serves is it tells them when they can terminate flight following. They can't terminate flight following if the aircraft hasn't reported the field in sight? |
#68
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IFR Cancellation Question
Alan Gerber wrote: I guess I worded that poorly. Of course they can terminate flight following whenever they need to. Once the field is in sight, you pretty much *need* to terminate flight following -- either to contact the tower, for a towered field, or to start talking on CTAF, otherwise. What if you're just a couple of miles from the field but haven't reported it in sight? |
#69
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IFR Cancellation Question
A Lieberma wrote: If it's an IFR plane in front of you, you won't be cleared for the visual to an UNcontrolled airport until that plane cancels his IFR. An uncontrolled airport is literally shut down for IFR arrivals until that IFR cancellation is received by the plane in front of you. Thus the courtesy / importance to cancel as soon as you can so the person behind you won't have to hold. That's not correct. Visual separation can be used between multiple aircraft conducting visual approaches at uncontrolled airports. |
#70
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IFR Cancellation Question
"Steven P. McNicoll" wrote in
s.com: What if you're just a couple of miles from the field but haven't reported it in sight? Surely I hope you are not talking from experience on this scenario??? If so, what exactly did happen? On a *clear* day where visibility is above marginal VFR, couple miles from the airport, I am betting what you are describing is a very, very and very rare occurance. And would your workload permit VFR flight following on days where MVFR and IFR traffic are intermingling? What you describe above would **almost** sound like an emergency situation for a lost pilot and nothing near the norm??? Allen |
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