Lonely up there?

[paul kgyy]

It appeared to be a long time since last hearing from ATC on a recent
flight, and sure enough, "27D can you still hear us?". I still could,
and they transferred me to a local approach control.

Anybody ever just call them up to see if they forgot about you? I did
that once over Toledo.

[Mark Hansen]

On 03/21/06 13:14, paul kgyy wrote:
> It appeared to be a long time since last hearing from ATC on a recent
> flight, and sure enough, "27D can you still hear us?". I still could,
> and they transferred me to a local approach control.
>
> Anybody ever just call them up to see if they forgot about you? I did
> that once over Toledo.
>

My CFII told me that I could just ask for a radio check, although I don't
see that in the Pilot/Controller Glossary.

--
Mark Hansen, PP-ASEL, Instrument Airplane
Cal Aggie Flying Farmers
Sacramento, CA

[John R. Copeland]

"paul kgyy" > wrote in message oups.com...
> It appeared to be a long time since last hearing from ATC on a recent
> flight, and sure enough, "27D can you still hear us?". I still could,
> and they transferred me to a local approach control.
>
> Anybody ever just call them up to see if they forgot about you? I did
> that once over Toledo.
>

Sure. Not a rare happening in the western U.S., at all.

Several years ago I was threading between some hot military areas in
New Mexico, and someone else on frequency made that very call.
He said it had been so quiet on frequency he wanted to be sure.

The controller replied that we had lots of nearby military activity,
but it was all using UHF frequencies for their gunnery practice.

The questioning pilot said he "...hoped they aren't using me as a target",
whereupon the controller replied "Well, I wasn't supposed to tell you."

There was a horrified pause for just a moment until the controller
confessed he was "...just kidding".

[Peter R.]

paul kgyy > wrote:

> It appeared to be a long time since last hearing from ATC on a recent
> flight, and sure enough, "27D can you still hear us?". I still could,
> and they transferred me to a local approach control.
>
> Anybody ever just call them up to see if they forgot about you? I did
> that once over Toledo.

I do that a lot in the Northeast while flying IFR, since normally even the
airspace over central and western NY state is relatively active, but once
in awhile it does goes quiet.

In these cases, I will also make my request as, "Rochester Approach,
Bonanza 45W, requesting radio check."

Most times the controllers know exactly why I am asking and say, "Receiving
you loud and clear Bonanza 45W. Yes, we are quiet for the moment but I see
on my scope that it is about to pick up."



--
Peter

[Bob Gardner]

More than once.

Bob Gardner

"paul kgyy" > wrote in message
oups.com...
> It appeared to be a long time since last hearing from ATC on a recent
> flight, and sure enough, "27D can you still hear us?". I still could,
> and they transferred me to a local approach control.
>
> Anybody ever just call them up to see if they forgot about you? I did
> that once over Toledo.
>

[Matt Whiting]

paul kgyy wrote:
> It appeared to be a long time since last hearing from ATC on a recent
> flight, and sure enough, "27D can you still hear us?". I still could,
> and they transferred me to a local approach control.
>
> Anybody ever just call them up to see if they forgot about you? I did
> that once over Toledo.
>

Sure. I've had a couple of flights at night where it was quiet,
completely quiet, for more than 5 minutes. That is about my limit
without talking to someone when IFR, at night, over hostile terrain. :-)


Matt

[Matt Whiting]

Mark Hansen wrote:

> On 03/21/06 13:14, paul kgyy wrote:
>
>> It appeared to be a long time since last hearing from ATC on a recent
>> flight, and sure enough, "27D can you still hear us?". I still could,
>> and they transferred me to a local approach control.
>>
>> Anybody ever just call them up to see if they forgot about you? I did
>> that once over Toledo.
>>
>
> My CFII told me that I could just ask for a radio check, although I don't
> see that in the Pilot/Controller Glossary.
>

I usually just call with something like. "NY Center, N12345, it sure is
a quiet night, isn't it?" Some things just don't require a consultation
of the Pilot/Controller glossary. :-)


Matt

[[email protected]]

Matt Whiting > wrote:
: Sure. I've had a couple of flights at night where it was quiet,
: completely quiet, for more than 5 minutes. That is about my limit
: without talking to someone when IFR, at night, over hostile terrain. :-)

Just about every time I fly from VA to WI or back, I feel that way when in Huntington
WV's airspace. I cross over it from end-to-end... very quiet for 10's of minutes
frequently.... just as getting into pseudo-"hostile terrain" around Charley-West.

-Cory

--

************************************************** ***********************
* Cory Papenfuss *
* Electrical Engineering candidate Ph.D. graduate student *
* Virginia Polytechnic Institute and State University *
************************************************** ***********************

[Matt Whiting]

wrote:

> Matt Whiting > wrote:
> : Sure. I've had a couple of flights at night where it was quiet,
> : completely quiet, for more than 5 minutes. That is about my limit
> : without talking to someone when IFR, at night, over hostile terrain. :-)
>
> Just about every time I fly from VA to WI or back, I feel that way when in Huntington
> WV's airspace. I cross over it from end-to-end... very quiet for 10's of minutes
> frequently.... just as getting into pseudo-"hostile terrain" around Charley-West.

Yes, I've flown through that area and I also get the "quiet nights" when
flying over Western PA.


Matt

[Robert Chambers]

Yeah flying from Niagara falls to Vermont on a weekday afternoon. There
was not much chatter at all, no traffic alerts just handoffs. By the
time I got handed off to Boston Center we were exchanging pleasantries
and I told them after I had fed and fueled I'd continue VFR to Maine so
they said "Call us when you get high enough to hear us and we'll be here"

paul kgyy wrote:
> It appeared to be a long time since last hearing from ATC on a recent
> flight, and sure enough, "27D can you still hear us?". I still could,
> and they transferred me to a local approach control.
>
> Anybody ever just call them up to see if they forgot about you? I did
> that once over Toledo.
>

[Steven Barnes]

I was coming home from an Angel flight one weekday morning & after 10
minutes or so of not hearing anything, I asked the local approach if they
still had me. They said, "You're my only airplane".

I felt kinda special.


"paul kgyy" > wrote in message
oups.com...
> It appeared to be a long time since last hearing from ATC on a recent
> flight, and sure enough, "27D can you still hear us?". I still could,
> and they transferred me to a local approach control.
>
> Anybody ever just call them up to see if they forgot about you? I did
> that once over Toledo.
>

[rps]

Over this past weekend, the center frequency I was on appeared to go
quiet. I was busy talking to my pax (one was flying in a spamcan for
the first time and had more questions than my 10 y.o. daughter), so I
didn't notice. Near the airspace I generally get transferred from
center to approach, I didn't get the handoff I expected. I became
concerned and asked center for a radio check and got no response. I
tried 3 or 4 times over about a 5 minute period and again got no
response. The frequency was dead silent.

Then I switched to the approach frequency in that area and asked for a
radio check again a few times, but again - silence.

I happily continued on my as-filed route and contemplated squawking
7600. I then switched to Com2 to see if it was a problem with Com1 and
called up approach, who informed me that center and approach had been
trying to contact me for the last 10 minutes. I apologized that my
Com1 had failed. (Interestingly, Com1 worked fine on the way home. I
suspect the right-seat pax hit something on the com panel and I didn't
notice.)

Luckily, I didn't get vectors to the penalty box and the rest of the
flight was fabulous.

If the frequency is silent for longer than I'm comfortable with, I
always ask for a radio check.

[Paul Tomblin]

In a previous article, "Peter R." > said:
>I do that a lot in the Northeast while flying IFR, since normally even the
>airspace over central and western NY state is relatively active, but once
>in awhile it does goes quiet.

I especially get that "it's quiet - too quiet" feeling when flying
through Wheeler Sack airspace coming back from Ottawa on a Sunday night.


--
Paul Tomblin > http://xcski.com/blogs/pt/
And on the seventh day, He exited from append mode.

[Mike Adams]

A related issue, but a bit of a tangent from the original question: Here in the western US, it's common for
the center controllers to use multiple transmitters for a given frequency and switch between them as
necessary. They will activate the transmitter closest to your position only when talking to you. This can
be confusing as you monitor the frequency and realize you're not hearing the controller all the time, but
you do hear other aircraft responses (for example if they're at a higher altitude). When you first
experience this, you're sure they've forgotten about you or you missed a handoff. I even recall one flight
where there were so many aircraft getting confused by this that the controller made a broadcast
announcement to explain the situation, "don't be alarmed if you don't hear all my transmissions" or words
to that effect.

Mike

[Jose]

> Anybody ever just call them up to see if they forgot about you? I did
> that once over Toledo.

All the time. And also to see if I "forgot about them" (there's a
switch on the yoke that changes radios; I hate that switch because it's
so easy to simply disappear and not know it for a while)

Jose
--
Nothing takes longer than a shortcut.
for Email, make the obvious change in the address.

[Dan Luke]

"paul kgyy" wrote:
>
> Anybody ever just call them up to see if they forgot about you? I did
> that once over Toledo.

Not anymore. Coming home from Macon, GA late Sunday night, the freq's were
dead quiet, but it doesn't worry me nowadays.

I just turn down the squelch if I start wondering if the radios have died.
Not a 100% true test, but if I hear the static it at least it tells me I'm
probably receiving okay.

--
Dan
C172RG at BFM

[Rich]

paul kgyy wrote:
> It appeared to be a long time since last hearing from ATC on a recent
> flight, and sure enough, "27D can you still hear us?". I still could,
> and they transferred me to a local approach control.
>
> Anybody ever just call them up to see if they forgot about you? I did
> that once over Toledo.
>

I usually try to legitimize my call (a bit) by asking for the altimeter
setting. Makes it seem like I'm busy "tending shop".

Rich

[Robert Chambers]

Rich wrote:

> I usually try to legitimize my call (a bit) by asking for the altimeter
> setting. Makes it seem like I'm busy "tending shop".
>
> Rich

Providence approach has a sense of humor at times. One time I was
heading towards their airspace with my sister and her kid. The approach
frequency was pretty quiet at the time. Called for and received a
squawk, put it in, got identified and then a minute later got called
again "grumman 12345 is radar ah, disregard" so I replied "345 is glad
to be still in radar contact" he replied "345 gives you warm and fuzzy
feelings?" "affirmative 345" and that was the end of the conversation.
My sister however was impressed that not only did PVD approach let us
through their airspace but also made sure we had "warm and fuzzy
feelings" as well.

I guess something to break up the monotony is a welcome change for them
once in a while.

Robert

[Marco Leon]

Same experience as Peter, it's usually busy in the NE. I usually only call
to check when there is absolutely no one on the freq and I believe that I'm
encroaching someone else's airspace.

Marco

"Peter R." > wrote in message
...
> paul kgyy > wrote:
>
> > It appeared to be a long time since last hearing from ATC on a recent
> > flight, and sure enough, "27D can you still hear us?". I still could,
> > and they transferred me to a local approach control.
> >
> > Anybody ever just call them up to see if they forgot about you? I did
> > that once over Toledo.
>
> I do that a lot in the Northeast while flying IFR, since normally even the
> airspace over central and western NY state is relatively active, but once
> in awhile it does goes quiet.
>
> In these cases, I will also make my request as, "Rochester Approach,
> Bonanza 45W, requesting radio check."
>
> Most times the controllers know exactly why I am asking and say,
"Receiving
> you loud and clear Bonanza 45W. Yes, we are quiet for the moment but I
see
> on my scope that it is about to pick up."
>
>
>
> --
> Peter
>



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[Paul Tomblin]

In a previous article, (Paul Tomblin) said:
>In a previous article, "Peter R." > said:
>>I do that a lot in the Northeast while flying IFR, since normally even the
>>airspace over central and western NY state is relatively active, but once
>>in awhile it does goes quiet.
>
>I especially get that "it's quiet - too quiet" feeling when flying
>through Wheeler Sack airspace coming back from Ottawa on a Sunday night.

When I'm heading up to Ottawa, though, sometimes I have to call Wheeler
Sack to remind them that they're supposed to give me a re-route (you can't
file a flight plan with CYRIL in the US, but as you're approaching the ART
VOR they give you a re-route to fly to CYRIL and then execute the CYRIL
ONE arrival).


--
Paul Tomblin > http://xcski.com/blogs/pt/
Can't get out of 'vi'? Common problem. Don't worry, I'm here to help. Just
log in as root and type "init 0". It works for pretty much any problem you
might have with Linux. No, no, no. Thank /you/. -- Mikey Raeder

[Marco Leon]

I've noticed that Boston Center's radar coverage get's quite spotty on the
NY/VT/NH area. No doubt because of the mountains. The MEA of 5000 is very
strict in that 4,500 seems to be where I lose radio contact. I basically
have to cancel before I descend if it's VMC.

Marco
"Robert Chambers" > wrote in message
...
> Yeah flying from Niagara falls to Vermont on a weekday afternoon. There
> was not much chatter at all, no traffic alerts just handoffs. By the
> time I got handed off to Boston Center we were exchanging pleasantries
> and I told them after I had fed and fueled I'd continue VFR to Maine so
> they said "Call us when you get high enough to hear us and we'll be here"
>
> paul kgyy wrote:
> > It appeared to be a long time since last hearing from ATC on a recent
> > flight, and sure enough, "27D can you still hear us?". I still could,
> > and they transferred me to a local approach control.
> >
> > Anybody ever just call them up to see if they forgot about you? I did
> > that once over Toledo.
> >
>



Posted Via Usenet.com Premium Usenet Newsgroup Services
----------------------------------------------------------
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[Paul Tomblin]

In a previous article, Robert Chambers > said:
> My sister however was impressed that not only did PVD approach let us
>through their airspace but also made sure we had "warm and fuzzy
>feelings" as well.

First time I flew to Canada, my wife was impressed that Oshawa airport
dimmed their lights up and down so I could pick them out.

She was also impressed that Bradley Tower wanted to make sure we had a
hotel when we went up there for parent's weekend. (I've explained ATIS to
her before, so I think she was joking. I hope.)


--
Paul Tomblin > http://xcski.com/blogs/pt/
If God had intended man to fly he would have given him enough money for a
Bonanza.

[Steven P. McNicoll]

"Paul Tomblin" > wrote in message
...
>
> When I'm heading up to Ottawa, though, sometimes I have to call Wheeler
> Sack to remind them that they're supposed to give me a re-route (you can't
> file a flight plan with CYRIL in the US, but as you're approaching the ART
> VOR they give you a re-route to fly to CYRIL and then execute the CYRIL
> ONE arrival).
>

You can file a flight plan with CYRIL in the US. Who said you couldn't?

[Paul Tomblin]

In a previous article, "Steven P. McNicoll" > said:
>"Paul Tomblin" > wrote in message
...
>>
>> When I'm heading up to Ottawa, though, sometimes I have to call Wheeler
>> Sack to remind them that they're supposed to give me a re-route (you can't
>> file a flight plan with CYRIL in the US, but as you're approaching the ART
>> VOR they give you a re-route to fly to CYRIL and then execute the CYRIL
>> ONE arrival).
>>
>
>You can file a flight plan with CYRIL in the US. Who said you couldn't?

Buffalo FSS. Every time I try, they say it's not in their computer. I
can't do it in DUATS either.

"Invalid route element identifier CYRIL
OLAB quickpath command did not finish successfully
Parameter 9: 'V2 KONDO ART CYRIL' is invalid"



--
Paul Tomblin > http://xcski.com/blogs/pt/
Programmer (n): One who makes the lies the salesman told come true.

[Steven P. McNicoll]

"Paul Tomblin" > wrote in message
...
>
> Buffalo FSS. Every time I try, they say it's not in their computer. I
> can't do it in DUATS either.
>

Fixes are filed regularly that aren't stored in some facility's computer.
Fixes can be filed that don't even exist, you just have to know how to
satisfy the computer.


>
> "Invalid route element identifier CYRIL
> OLAB quickpath command did not finish successfully
> Parameter 9: 'V2 KONDO ART CYRIL' is invalid"
>

CYRIL is not stored so the computer doesn't know where to go after ART. You
just need to file something between ART and CYRIL that the computer can
process. The simplest would be the coordinates of CYRIL. File 'V2 KONDO
ART 4458/7518 CYRIL' next time. The computer then has something after ART
it can work with and it doesn't care what comes after that.

[Paul Tomblin]

In a previous article, "Steven P. McNicoll" > said:
>> "Invalid route element identifier CYRIL
>> OLAB quickpath command did not finish successfully
>> Parameter 9: 'V2 KONDO ART CYRIL' is invalid"
>>
>
>CYRIL is not stored so the computer doesn't know where to go after ART. You
>just need to file something between ART and CYRIL that the computer can
>process. The simplest would be the coordinates of CYRIL. File 'V2 KONDO
>ART 4458/7518 CYRIL' next time. The computer then has something after ART
>it can work with and it doesn't care what comes after that.

Invalid route element identifier CYRIL

OLAB quickpath command did not finish successfully
Parameter 9: 'V2 KONDO ART 4458/7518 CYRIL' is invalid


--
Paul Tomblin > http://xcski.com/blogs/pt/
Last I checked, it wasn't the power cord for the Clue Generator
that was sticking up your ass.
-- John Novak

[Steven P. McNicoll]

"Paul Tomblin" > wrote in message
...
>
> Invalid route element identifier CYRIL
>
> OLAB quickpath command did not finish successfully
> Parameter 9: 'V2 KONDO ART 4458/7518 CYRIL' is invalid
>

The Flight Data Processing computer will accept that route.

[Steven P. McNicoll]

"Paul Tomblin" > wrote in message
...
>
> Invalid route element identifier CYRIL
>
> OLAB quickpath command did not finish successfully
> Parameter 9: 'V2 KONDO ART 4458/7518 CYRIL' is invalid
>

Who's OLAB? Why are you even bothering to call a FSS?

[Paul Tomblin]

In a previous article, "Steven P. McNicoll" > said:
>"Paul Tomblin" > wrote in message
...
>>
>> Invalid route element identifier CYRIL
>>
>> OLAB quickpath command did not finish successfully
>> Parameter 9: 'V2 KONDO ART 4458/7518 CYRIL' is invalid
>>
>
>Who's OLAB? Why are you even bothering to call a FSS?

This is using DUATS. It's the only way I can get textual proof that I did
it - if I phoned Buffalo AFSS and tried to enter the flight plan, you'd
just deny that I did it right.


--
Paul Tomblin > http://xcski.com/blogs/pt/
It's not hard, it's just asking for a visit by the ****up fairy.
-- Peter da Silva

[Steven P. McNicoll]

"Paul Tomblin" > wrote in message
...
>
> This is using DUATS. It's the only way I can get textual proof that I did
> it - if I phoned Buffalo AFSS and tried to enter the flight plan, you'd
> just deny that I did it right.
>

But you did say you were using Buffalo FSS. In your first message you said
you can't
file a flight plan with CYRIL in the US, we know that's not correct. Is the
problem with DUATS or is it with FSS?

[Paul Tomblin]

In a previous article, "Steven P. McNicoll" > said:
>"Paul Tomblin" > wrote in message
...
>> This is using DUATS. It's the only way I can get textual proof that I did
>> it - if I phoned Buffalo AFSS and tried to enter the flight plan, you'd
>> just deny that I did it right.
>>
>
>But you did say you were using Buffalo FSS. In your first message you
>said you can't file a flight plan with CYRIL in the US, we know that's
>not correct. Is the problem with DUATS or is it with FSS?

As I said in the first message, it's with both. Neither will accept a
flight plan with CYRIL. The Buffalo flight service guy always says it's
because their computer won't accept CYRIL as a valid identifier.


--
Paul Tomblin > http://xcski.com/blogs/pt/
The only problem is that if we found the Holy Grail, we'd have to support it
and explain to the lusers which way to tip it so that they don't get the
elixer of life down the front of their tasteless shirts. -- Wayne Pascoe

[Steven P. McNicoll]

"Paul Tomblin" > wrote in message
...
>
> As I said in the first message, it's with both. Neither will accept a
> flight plan with CYRIL. The Buffalo flight service guy always says it's
> because their computer won't accept CYRIL as a valid identifier.
>

You didn't mention DUATS or FSS in your first message, you just said you
can't
file a flight plan with CYRIL in the US.

"When I'm heading up to Ottawa, though, sometimes I have to call Wheeler
Sack to remind them that they're supposed to give me a re-route (you can't
file a flight plan with CYRIL in the US, but as you're approaching the ART
VOR they give you a re-route to fly to CYRIL and then execute the CYRIL
ONE arrival)."

[Paul Tomblin]

In a previous article, "Steven P. McNicoll" > said:
>"Paul Tomblin" > wrote in message
...
>> As I said in the first message, it's with both. Neither will accept a
>> flight plan with CYRIL. The Buffalo flight service guy always says it's
>> because their computer won't accept CYRIL as a valid identifier.
>>
>
>You didn't mention DUATS or FSS in your first message, you just said you
>can't
>file a flight plan with CYRIL in the US.

Sorry, it was the second message. I guess that totally invalidates
everything I said. I wrongly assumed that since you replied to that
message, that you'd actually read it.

"Buffalo FSS. Every time I try, they say it's not in their computer. I
can't do it in DUATS either."



--
Paul Tomblin > http://xcski.com/blogs/pt/
I trust the cut & paste under Win2k's telnet about as far as I can
comfortably spit a rat.
-- John Burnham

[Steven P. McNicoll]

"Paul Tomblin" > wrote in message
...
>
> Sorry, it was the second message. I guess that totally invalidates
> everything I said. I wrongly assumed that since you replied to that
> message, that you'd actually read it.
>

The only thing you said here that's demonstrably invalid is that a flight
plan with CYRIL cannot be filed in the US. I'll take your word for it that
you're not able to do it through DUATS and nobody you've spoken with at
Buffalo FSS can do it either.

[Matt Whiting]

Rich wrote:
> paul kgyy wrote:
>
>> It appeared to be a long time since last hearing from ATC on a recent
>> flight, and sure enough, "27D can you still hear us?". I still could,
>> and they transferred me to a local approach control.
>>
>> Anybody ever just call them up to see if they forgot about you? I did
>> that once over Toledo.
>>
>
> I usually try to legitimize my call (a bit) by asking for the altimeter
> setting. Makes it seem like I'm busy "tending shop".

Why don't you feel that checking if your radio is still working is
legitimate?


Matt

[Matt Whiting]

Robert Chambers wrote:

>
> Rich wrote:
>
>> I usually try to legitimize my call (a bit) by asking for the
>> altimeter setting. Makes it seem like I'm busy "tending shop".
>>
>> Rich
>
>
> Providence approach has a sense of humor at times. One time I was
> heading towards their airspace with my sister and her kid. The approach
> frequency was pretty quiet at the time. Called for and received a
> squawk, put it in, got identified and then a minute later got called
> again "grumman 12345 is radar ah, disregard" so I replied "345 is glad
> to be still in radar contact" he replied "345 gives you warm and fuzzy
> feelings?" "affirmative 345" and that was the end of the conversation.
> My sister however was impressed that not only did PVD approach let us
> through their airspace but also made sure we had "warm and fuzzy
> feelings" as well.

I can always tell when things are slow at ELM ... they will hand me off
to tower and clear me to land when I'm still 20 miles away. No kidding.

Matt

[Paul Tomblin]

In a previous article, Matt Whiting > said:
>I can always tell when things are slow at ELM ... they will hand me off
>to tower and clear me to land when I'm still 20 miles away. No kidding.

I got that at ROC a week ago. I was cleared to land minutes after leaving
Batavia, and I still couldn't see the airport. I was 15 nm away according
to the GPS.

--
Paul Tomblin > http://xcski.com/blogs/pt/
Some days violence is just a nice quick solution to a problem that
would need thought, planning and actual work to do justice to.
-- Wayne Pascoe

[Robert Chambers]

And if they are really busy they clear you to land, taxi to parking this
frequency, good night. :)

Matt Whiting wrote:
> Robert Chambers wrote:
>
>>
>> Rich wrote:
>>
>>> I usually try to legitimize my call (a bit) by asking for the
>>> altimeter setting. Makes it seem like I'm busy "tending shop".
>>>
>>> Rich
>>
>>
>>
>> Providence approach has a sense of humor at times. One time I was
>> heading towards their airspace with my sister and her kid. The
>> approach frequency was pretty quiet at the time. Called for and
>> received a squawk, put it in, got identified and then a minute later
>> got called again "grumman 12345 is radar ah, disregard" so I replied
>> "345 is glad to be still in radar contact" he replied "345 gives you
>> warm and fuzzy feelings?" "affirmative 345" and that was the end of
>> the conversation. My sister however was impressed that not only did
>> PVD approach let us through their airspace but also made sure we had
>> "warm and fuzzy feelings" as well.
>
>
> I can always tell when things are slow at ELM ... they will hand me off
> to tower and clear me to land when I'm still 20 miles away. No kidding.
>
> Matt

[Matt Whiting]

Paul Tomblin wrote:
> In a previous article, Matt Whiting > said:
>
>>I can always tell when things are slow at ELM ... they will hand me off
>>to tower and clear me to land when I'm still 20 miles away. No kidding.
>
>
> I got that at ROC a week ago. I was cleared to land minutes after leaving
> Batavia, and I still couldn't see the airport. I was 15 nm away according
> to the GPS.
>

Same here, but I know ELM well enough to know that it was behind the
ridge at Harris Hill. :-)


Matt

[Matt Whiting]

Robert Chambers wrote:

> And if they are really busy they clear you to land, taxi to parking this
> frequency, good night. :)

Haven't quite had that happen, but pretty close!

Matt

[bsalai]

>
> She was also impressed that Bradley Tower wanted to make sure we had a
> hotel when we went up there for parent's weekend. (I've explained ATIS to
> her before, so I think she was joking. I hope.)
>
>
That's really funny!

[gregscheetah]

I have often been told to switch freq. and then wait for 10 to 15
minutes before trying to contact center. There are large 'radio free'
zones in the north central US. But I always try about every 5 minutes.

[Peter R.]

Robert Chambers > wrote:

> And if they are really busy they clear you to land, taxi to parking this
> frequency, good night. :)

"Enjoy your nap," I always have been tempted to say. :)

--
Peter

[Peter R.]

Marco Leon <mmleonyahoo.com> wrote:

> Same experience as Peter, it's usually busy in the NE. I usually only call
> to check when there is absolutely no one on the freq and I believe that I'm
> encroaching someone else's airspace.

Flying IFR back from Buffalo to Syracuse yesterday, I was presented with
long, silent frequency on Syracuse Approach. As a test, I decided to wait
it out and let ATC or another aircraft break the silence first, as if I
were having a blinking contest to see who would flinch first.

Perhaps five minutes passed without a sound on the frequency as I was
approaching the VOR where I know approach brings me down. I checked and
rechecked the volume on the radio and momentarily broke the squelch, but I
wanted to see how long I could hold out. Finally right at the VOR approach
called me to give me my descent instructions, loud and clear.

At this point in my experience, I admit that the stress of not knowing with
certainty (i.e hearing other activity) that the radio was still functioning
was greater than the effort of simply calling for a radio check. :)

--
Peter

[Peter R.]

Paul Tomblin > wrote:

> I especially get that "it's quiet - too quiet" feeling

LOL! "It's too quiet in here," as if a murderer is going to pop-up from
the back seat. :)

--
Peter

[Matt Barrow]

"Peter R." > wrote in message
...
> Paul Tomblin > wrote:
>
>> I especially get that "it's quiet - too quiet" feeling
>
> LOL! "It's too quiet in here," as if a murderer is going to pop-up from
> the back seat. :)
>
Steve McCroskey: "Sure is quiet out there!"

Rex Cramer: "Yeah, too quiet".

[Marco Leon]

"Peter R." > wrote in message
...
> Perhaps five minutes passed without a sound on the frequency as I was
> approaching the VOR where I know approach brings me down. I checked and
> rechecked the volume on the radio and momentarily broke the squelch, but I
> wanted to see how long I could hold out. Finally right at the VOR
approach
> called me to give me my descent instructions, loud and clear.
>
> At this point in my experience, I admit that the stress of not knowing
with
> certainty (i.e hearing other activity) that the radio was still
functioning
> was greater than the effort of simply calling for a radio check. :)

Makes me uncomfortable too. I've been getting better though. On a late
evening flight from Bangor ME returning to Long Island I had long stretches
of silence and never once did a radio check (I knew there was a market for
them panel-mounted CD players!). Being unfamiliar with the airspace, I was
just probably ignorantly bliss.

Marco



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[Marco Leon]

"Peter R." > wrote in message
...
> Robert Chambers > wrote:
>
> > And if they are really busy they clear you to land, taxi to parking this
> > frequency, good night. :)
>
> "Enjoy your nap," I always have been tempted to say. :)

Can anyone beat this? I was once cleared to 60-mile final approach course to
Glens Falls, NY (KGFL) while still around the Pittsfield, Mass area. I guess
the guy was bored.

Marco




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[Peter R.]

Marco Leon <mmleonyahoo.com> wrote:

> Can anyone beat this? I was once cleared to 60-mile final approach course to
> Glens Falls, NY (KGFL) while still around the Pittsfield, Mass area. I guess
> the guy was bored.

Reads to me as if the controller was going for the record, too.

--
Peter

[Steven P. McNicoll]

"Marco Leon" <mmleon(at)yahoo.com> wrote in message
...
>
> Can anyone beat this? I was once cleared to 60-mile final approach course
> to
> Glens Falls, NY (KGFL) while still around the Pittsfield, Mass area. I
> guess
> the guy was bored.
>

"Cleared to 60-mile final approach course"? What does that mean?

[Brien K. Meehan]

Just last week over Rockford, IL, I was beginning to wonder. Then I
heard another plane asking for a radio check. The controller responded
wit hthe local altimeter.

Some time last year, I keyed up and said, "South Bend approach, radio
check?" The response was, "The lone voice in the wilderness! 8SA,
loud and clear, you are my only airplane right now."

I said, "Okay, if you'd like something to do, I'd like direct
destination."

His response was, "I already checked that, continue direct CRATR,
Detroit's request, for traffic."

"Okay." Pretty cool that he already tried for me.

"I see a few planes coming from Chicago, things will pick up in a few
minutes."

.... and they did.