"Going for the Visual"

I don't know about the rest of ye all, but the real world out here is to be
vectored as low as the controller can give you, get the airport in sight, and
"cancelling IFR". That way the 1000 & 3 does not apply.

Jim




Roy Smith
shared these priceless pearls of wisdom:

-
-The MSA has little to do with it. The MSA is an emergency altitude with
-no regulatory meaning (at least in the US). What's important is that
-you've got the weather minimums for a visual approach (1000 & 3) and
-that ATC can issue you a clearance to descend low enough that you can
-see the airport (or the aircraft you're following).

Jim Weir (A&P/IA, CFI, & other good alphabet soup)
VP Eng RST Pres. Cyberchapter EAA Tech. Counselor
http://www.rst-engr.com

"Jim Weir" wrote in message
...

I don't know about the rest of ye all, but the real world out here is to
be
vectored as low as the controller can give you, get the airport in sight,
and
"cancelling IFR". That way the 1000 & 3 does not apply.


It does if your destination is in a surface area.

On Fri, 09 Apr 2004 11:33:20 -0700, Jim Weir wrote:

I don't know about the rest of ye all, but the real world out here is to be
vectored as low as the controller can give you, get the airport in sight, and
"cancelling IFR". That way the 1000 & 3 does not apply.

Jim

Yes, but you have to maintain VMC, whereas on a visual approach under IFR,
that is not a requirement, so long as you maintain the field in sight. In
other words, you don't have to maintain VFR cloud clearance requirements
while enroute from your present position to the field.


Ron (EPM) (N5843Q, Mooney M20E) (CP, ASEL, ASES, IA)

Ron Rosenfeld wrote in
:

On Fri, 09 Apr 2004 11:33:20 -0700, Jim Weir wrote:

I don't know about the rest of ye all, but the real world out here is
to be vectored as low as the controller can give you, get the airport
in sight, and "cancelling IFR". That way the 1000 & 3 does not apply.

Jim

Yes, but you have to maintain VMC, whereas on a visual approach under
IFR, that is not a requirement, so long as you maintain the field in
sight. In other words, you don't have to maintain VFR cloud clearance
requirements while enroute from your present position to the field.


Or you can have the preceding aircrat in sight.

On 10 Apr 2004 03:18:21 GMT, Andrew Sarangan wrote:

Or you can have the preceding aircrat in sight.

Exactly. IOW, you don't have to be in VMC.


Ron (EPM) (N5843Q, Mooney M20E) (CP, ASEL, ASES, IA)

Careful on that one.

"Jim Weir" wrote in message
...

I don't know about the rest of ye all, but the real world out here is to
be
vectored as low as the controller can give you, get the airport in sight,
and
"cancelling IFR". That way the 1000 & 3 does not apply.

Jim




Roy Smith
shared these priceless pearls of wisdom:

-
-The MSA has little to do with it. The MSA is an emergency altitude with
-no regulatory meaning (at least in the US). What's important is that
-you've got the weather minimums for a visual approach (1000 & 3) and
-that ATC can issue you a clearance to descend low enough that you can
-see the airport (or the aircraft you're following).

Jim Weir (A&P/IA, CFI, & other good alphabet soup)
VP Eng RST Pres. Cyberchapter EAA Tech. Counselor
http://www.rst-engr.com

Uhh, I'd check that one. A year or two ago there was an article in IFR or IFR
Refresher about this subject. FAA busted some guy who cancelled when clear of
the clouds because he was not legal for VFR. IIRC, the guy busted had like 750
and 6+. The gist of the article was that unless you were in legal VFR you can't
cancel in the air.

Otis Winslow wrote:

Careful on that one.

"Jim Weir" wrote in message
...

I don't know about the rest of ye all, but the real world out here is to
be
vectored as low as the controller can give you, get the airport in sight,
and
"cancelling IFR". That way the 1000 & 3 does not apply.

Jim


--
--Ray Andraka, P.E.
President, the Andraka Consulting Group, Inc.
401/884-7930 Fax 401/884-7950
email
http://www.andraka.com

"They that give up essential liberty to obtain a little
temporary safety deserve neither liberty nor safety."
-Benjamin Franklin, 1759

Yes, there was an article like that.
But didn't it turn out that the article was a fabrication?
I think it was one of those "It could have happened..." stories.
That sort of journalism appalls me.
---JRC---

"Ray Andraka" wrote in message =
...
Uhh, I'd check that one. A year or two ago there was an article in =
IFR or IFR
Refresher about this subject. FAA busted some guy who cancelled when =
clear of
the clouds because he was not legal for VFR. IIRC, the guy busted had =
like 750
and 6+. The gist of the article was that unless you were in legal VFR =
you can't
cancel in the air.
=20
Otis Winslow wrote:
=20
Careful on that one.

"Jim Weir" wrote in message
...

I don't know about the rest of ye all, but the real world out here =
is to
be
vectored as low as the controller can give you, get the airport in =
sight,
and
"cancelling IFR". That way the 1000 & 3 does not apply.

Jim

=20
--
--Ray Andraka

Ray Andraka wrote in
:

Uhh, I'd check that one. A year or two ago there was an article in
IFR or IFR Refresher about this subject. FAA busted some guy who
cancelled when clear of the clouds because he was not legal for VFR.
IIRC, the guy busted had like 750 and 6+. The gist of the article was
that unless you were in legal VFR you can't cancel in the air.

Depends on where you are. In Class E, you need 1000/3 to be VFR. In Class
G, it's legal. If you're landing to an uncontrolled airport with a Class E
surface area, you need to wait until you're on the ground. If you're out
in the boonies with a 1200', or even a 700', floor, you should be ok
cancelling in the air, as long as you're below the floor of the Class E
airspace.

--
Regards,

Stan