skym wrote:

For the ATC guys: I frequently have departed VFR, but then do a popup
if needed. Frequently these are sortof foreseeable possibilities, but
often enough I have been able to proceed VFR all the way. I've often
wondered just how much of a hassle it is to ATC to have to deal with a
popup.

If it is a hassle to the controller, s/he will simply deny the request. A
couple of years ago I overheard a few different aircraft attempt to get
pop-ups when the weather began deteriorating (this happened over central
Pennsylvania). The controller, presumably very busy, denied them all. One
announced that he then had no choice but to land at the airport right below
him in order to remain VFR. However, the risk of being turned down
shouldn't deter you from trying.

In my experience, I once had a controller act noticeably perturbed when I
requested a pop-up, but he honored the request so I didn't really care that
he acted cranky; the IFR clearance got me home. Other times I used this
tool, the controller was happy to help.

And, in response to obtaining an IFR clearance on the ground or in the air
at a non-towered airport in the US, I fly weekly from an uncontrolled
airport. Unless the airport conditions are IFR, I always launch VFR then
obtain my (already filed) IFR clearance in the air.

For some reason in my case, when obtaining a clearance on the ground, ATC
will most times clear my aircraft only to the VOR located at this airport.
This makes for a high workload as I climb out, circle back over the VOR,
and contact ATC, all while student pilots fly the traffic pattern right
below.

However, obtaining the clearance in the air, I always get cleared to my
destination, so the workload and collision risk (circling at a popular VOR
used for training) are lower since I can turn to my destination first, then
contact ATC for the clearance.

--
Peter
























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