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[wdhurley]

Keith, my first instructor was a C130 pilot for the ANG. He lived in the IFR world. Luckily though, my second instructor is a bush pilot in AK. That's where I learned the real flying

[rgrazian]

Hi Keith,

I operate by 'advising' ATC of altitude changes during flight following based on the following article "Ask an ATC" on AOPA's website.

http://www.aopa.org/asf/askatc/VFR_Quests.html#VFRQ5

"Q: While on flight following, what changes in altitude and heading corrections do I need to report to ATC? Can I be reprimanded if I do not maintain my original altitude?
A: If you're not assigned a heading and/or altitude by ATC, you are not required to stay on any particular one. However, if you request flight following, you’re asking for traffic advisory services and if you make significant altitude or heading changes, you should let the controller know. For instance, if you're inbound to an airport, you don't have to ask or even let ATC know when you descend, but it doesn't hurt to let us know when you start your descent."

I agree with you on not to 'request' unless under positive control by ATC (i.e. -- assigned heading and altitude in B,C,D).

[Anthony Santanastaso]

I think it ultimately comes down to good ADM. For example, if you hear approach working crazy to sequence other traffic and the frequency is generally always tied up, then I wouldn't bother interjecting with unnecessary altitude or heading changes. Remember, if ATC needs you at a hard altitude or altitude block, they will surely specify their requirement for the purpose of teamwork.

Think of it this way: what if you terminate FF and were just flying VFR? ATC would have to manage their traffic around you anyway. So long as you safely maintain appropriate VFR rules and abide by all applicable CFRs, then you are free to operate on your own.

FF is an additional service that gives the pilot the ability to have an extra (not primary!) set of eyes with which to observe other traffic and receive guidance to their desired location or airport. If ATC restricts or limits your freedom, it's preemptive of their service to provide traffic advisories and plan for adequate separation with their other traffic. Otherwise, you maintain the same privileges and limitations as any other VFR flight, except that ATC will be able to make you cognizant of the bigger picture.

[rgrazian]

Anthony,

I completely agree.

[wdhurley]

Along those same lines, if you get FF right out of the hole from clearance or ground and receive a clearance with an altitude assignment, "5500, 124.15, 7203", I'm assuming if you get to 5500 and decide you need to change for weather or any other reason other than a descent into the airport, you are locked in until an approval has been given?

[Anthony Santanastaso]

Along those same lines, if you get FF right out of the hole from clearance or ground and receive a clearance with an altitude assignment, "5500, 124.15, 7203", I'm assuming if you get to 5500 and decide you need to change for weather or any other reason other than a descent into the airport, you are locked in until an approval has been given?

Depends on the phraseology and type airspace. Were you told "Maintain VFR at 5,500" or "Maintain VFR at or below 5,500?"

If the first, it's been coordinated that you will climb up to 5,500; however you will maintain VFR if unable to reach 5,500. How low? Well, if the ceiling was 4,000, then 5,500 would be an impractical coordination. Therefore, large deviations would not be expected. I mentioned about class airspace because in Class Bravo, you must abide by the clearance. If unable, now is the time to tell ATC immediately.

For the latter clearance (at or below), then you have privilege to fly at an altitude block up to the instructed altitude. The lower extreme would be in accordance with the CFRs (1,000 above highest obstacle over a congested area, etc.).

[rgrazian]

It depends on what exactly the controller says. If you are giving a clearance, you need to fly that clearance. Here's how it usually goes at Addison KADS (busy towered airport VERY close to DFW and Love Field)

I ask for FF on the ground. ATC usually asks my 'on course heading' and 'requested VFR altitude'. I then get the following:
"Cessna 286SA, fly RW heading, maintain 2000, departure 124.3, squawk 5555". I am expected to fly runway heading at 2000.

After switching to departure, they will vector me out of the busy airspace or through the Bravo if I request it. Sometimes they'll clear me up to my original requested altitude, sometime not. Most often as departure hands me off, I’ll get “Cessna 286SA, Clear of Dallas Class Bravo, altitude pilot’s discretion, maintain VFR, contact Fort Worth Center, 123.45, good day…”
Usually by that time, I’ve already received “Cessna 286SA, proceed on course” so I’m already on the correct heading to my destination.


The bottom line is that we all just need to fly a lot more on PE. I think busy airspace is kinda fun. (Does that make me crazy?)

[Anthony Santanastaso]

The bottom line is that we all just need to fly a lot more on PE. I think busy airspace is kinda fun. (Does that make me crazy?)

Sounds like an awesome plan!

And busy is fun; I love N90!

[Mark Hargrove]

Just FYI, it's "pilot's discretion".

Pilot's digression is something else entirely. In fact, let me tell you a story about how my cat once caused an in-flight emergency in my simulator....



-M.

[rgrazian]

Mark,

You are correct. That's my ipad auto spell check. You should see some of my text messages.