You have mis-represented what I said, don't do it again unless you quote me word for word. I have thousands and thousands of dollars worth of reasons to be put out with the FAA and none of it my fault. I am extremely careful in what I say and very careful in my spelling (unlike many).
The old saying about politics and religion should have included the FAA Regulations. DO YOU SEE WHAT I MEAN? This started out as a very nice picture and an off the cuff remark, now look at it. Have a nice day. ----- Original Message ----- From: "Colin Rainey" <brokerpi...@bellsouth.net> To: "KRnet" <kr...@mylist.net> Sent: Saturday, December 09, 2006 2:54 PM Subject: KR> VFR operations > Ken Jones did a great job pasting the correct parts of the FAR/AIM to > explain the differences between the two clearances, or flying status'. > Another netter who obviously does not have the back ground or > understanding, > scoffed at the post and said something like it was junk made up by the > FAA, > which is why he "gave up" on the FAA. > > A closer read of Ken's post will reveal 2 VERY important facts: > First, one clearance/status is for VFR operations: VFR over the top. This > is > how you let ATC know you are flying over an overcast or broken layer of > obscuration, which would usually be used to respond (but not always) to a > request from ATC to descend while receiving flight following. It could > also > be a response to ATC after canceling an IFR Flight Plan. > > Secondly, the second clearance request or status is for IFR operations > only: > VFR on top. This would or should not be used to describe your status or > request a clearance while VFR. It used on IFR Flight Plans, to lessen the > workload of both ATC and the PIC by allowing the PIC to make changes in > altitude as necessary to maintain VFR, and simply advise ATC, while > allowing > the PIC to remain on his IFR Flight Plan. Separation with other aircraft > then becomes primarily the PIC's responsibility, but allows for him to > advise ATC at a later time that he cannot maintain VFR, and return to > being > separated by ATC advisories, and navigate himself (if that is the part of > his flight plan he is on, etc..). > > Both of these clearances/statuses are very important for PICs to be > familiar > with, as is virtually every part of the AIM, because ATC CANNOT "see" > clouds > on the radar. They can only see precipitation, aircraft, etc (something > that > will reflect back a radar echo). They depend heavily on a PIC's visual for > information. Most of the pilots on the net are VFR only pilots; however, > you MUST remain aware that you share the airspace with IFR traffic as > well, > and in many areas this traffic is well below 10,000 feet. Based on the > last > statistics I read from AOPA, General Aviation Aircraft outnumbered the Air > Carrier Aircraft by something like 3 to 4 to 1. Same with the number of > pilots vs. airline pilots. Less than half of all pilots have a commercial > rating. This means that alot of us have many many opportunities to come in > contact with or interact in our airspace with these other pilots. > > It may be a big sky, but we are not alone, and it can get crowded... > > Colin Rainey > brokerpi...@bellsouth.net > > _______________________________________ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
