To me VFR on top is something approached with great caution as getting caught up there unqualified or with an unsuitably equiped craft for the situation can lead to a lot embarrassing questions that might lead to unfavorable consequences as well they should.
I came back from AZ into the LA basin one afternoon in late June on the theory and the predicted and usual low stratus would break to scattered to broken woud occur. The problem was that I had to fly 1/2 way down the coast toward San Diego to find a hole and then fly back.which cut me short enough on fuel that I had to stop at Orange County Arpt(SNA) because of fuel on my way back to Long Beach Municipal. I was not in any danger of fuel exhaustion as it turned out but it certainly gave me a "Wake-Up"call. This was back in the mid 60's and air traffic in the area was not like it is now so I don;t do such things anymore as it is not healthy. These regs come into being most of the time because of the stupid things people do not because FAA is trying to throw its weight around. They do not like going out and picking up folks witha "Stick and a Spoon" Don ------------------------------------------------------------------------ Colin Rainey wrote: > 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
