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VFR position reporting
I'm still not clear on the exact procedure for position reports if you
are flying VFR over long distances without flight following. To whom do you report your position, and what information should it include? Which positions do you report and how often? -- Transpose mxsmanic and gmail to reach me by e-mail. |
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VFR position reporting
In article ,
Mxsmanic wrote: I'm still not clear on the exact procedure for position reports if you are flying VFR over long distances without flight following. To whom do you report your position, and what information should it include? I report our position to my wife and kids any time we're over something cool. I'll sometimes dip a wing so they can see it. The wing dip isn't strictly required by ATC, but it keeps the kid on the blind side of the plane from whining so much. You do realize that a radio isn't required for VFR flight, right? I suppose when flying the Champ I could just yell out the window really loud, "Hey ATC, I think I'm over Podunkville. Want me to drop down and read the water tower to doublecheck?". -- Scott Post |
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VFR position reporting
Scott Post writes:
You do realize that a radio isn't required for VFR flight, right? Yes, just as you surely realize that making position reports aids S&R if you should happen to go down for any reason (if you have not requested flight following from ATC). You do make position reports when flying over long distances, don't you? -- Transpose mxsmanic and gmail to reach me by e-mail. |
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VFR position reporting
In article ,
Mxsmanic wrote: Scott Post writes: You do realize that a radio isn't required for VFR flight, right? Yes, just as you surely realize that making position reports aids S&R if you should happen to go down for any reason (if you have not requested flight following from ATC). You do make position reports when flying over long distances, don't you? Surely you aren't planning to make position reports in your game? -- Scott Post |
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VFR position reporting
Mxsmanic,
Yes, just as you surely realize that making position reports aids S&R if you should happen to go down for any reason (if you have not requested flight following from ATC). And yet again, you know better than the real pilots. So tell us, how and where did you get the idea above. -- Thomas Borchert (EDDH) |
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VFR position reporting
Recently, Mxsmanic posted:
I'm still not clear on the exact procedure for position reports if you are flying VFR over long distances without flight following. To whom do you report your position, and what information should it include? Which positions do you report and how often? Why don't you just take a ground school course? It can be less expensive than an intro flight, though not nearly as much fun, but it would answer many of this type of question for you. You could even start arguing with the instructor about what s/he doesn't know about aviation and get a real interactive response. As to this particular primitive question: there is no need to report your position to anyone unless you are experiencing some problem, regardless of whether you have flight following. This should be obvious, and easy to understand by asking yourself, "Who would care to know this information?" Neil |
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VFR position reporting
Yes, just as you surely realize that making position reports aids S&R
if you should happen to go down for any reason (if you have not requested flight following from ATC). You do make position reports when flying over long distances, don't you? No. Although many of us use "VFR Flight Following", which puts you in the ATC system in a way that is similar to IFR flights. Since you're identified on ATC radar with a discrete squawk code (that they assign you, and that you dial into your transponder), they (in theory) know where you are at all times. The main purpose of flight following, from our end, is to receive traffic reports, but it also (again, in theory) provides some search & rescue advantages, should the need arise. There is no requirement to use it, but (especially in busy airspace) we use flight following religiously. -- Jay Honeck Iowa City, IA Pathfinder N56993 www.AlexisParkInn.com "Your Aviation Destination" |
#8
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VFR position reporting
"Neil Gould" wrote in message news:Odh8h.27713
As to this particular primitive question: there is no need to report your position to anyone unless you are experiencing some problem, regardless of whether you have flight following. This should be obvious, and easy to understand by asking yourself, "Who would care to know this information?" The only time I've done position reporting is flying the Hudson River VFR corridor. |
#9
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VFR position reporting
Position reports are made to FSS radio, the same place VFR
flight plans are filed. The purpose is to reduce the size of the area search and rescue would have to search should you become lost or overdue. If a VFR flight plan is filed and opened, for a 4 hour, 650 mile flight and you have made position reports, S&R will be much faster to find you. It is pretty simple... "Wichita Radio, Piper 12345 with a position report on 122.2" When they answer they will probably say. Piper 12345 go ahead. You say "Piper 12345 VFR from Ardmore to Lincoln, present position over Hutchinson, 6500, at 1835, eta Lincoln revised 2130 hours, please advise Lincoln." You can add all kinds of reports known as PIREPS and you can also request updates on weather, NOTAMS and TFR. From the AIM... 5-1-1. Preflight Preparation a. Every pilot is urged to receive a preflight briefing and to file a flight plan. This briefing should consist of the latest or most current weather, airport, and en route NAVAID information. Briefing service may be obtained from an FSS either by telephone or interphone, by radio when airborne, or by a personal visit to the station. Pilots with a current medical certificate in the 48 contiguous States may access toll-free the Direct User Access Terminal System (DUATS) through a personal computer. DUATS will provide alpha-numeric preflight weather data and allow pilots to file domestic VFR or IFR flight plans. REFERENCE- AIM, FAA Weather Services, Paragraph 7-1-2, lists DUATS vendors. NOTE- Pilots filing flight plans via "fast file" who desire to have their briefing recorded, should include a statement at the end of the recording as to the source of their weather briefing. b. The information required by the FAA to process flight plans is contained on FAA Form 7233-1, Flight Plan. The forms are available at all flight service stations. Additional copies will be provided on request. REFERENCE- AIM, Flight Plan- VFR Flights, Paragraph 5-1-4. AIM, Flight Plan- IFR Flights, Paragraph 5-1-8. c. Consult an FSS or a Weather Service Office (WSO) for preflight weather briefing. Supplemental Weather Service Locations (SWSLs) do not provide weather briefings. d. FSSs are required to advise of pertinent NOTAMs if a standard briefing is requested, but if they are overlooked, don't hesitate to remind the specialist that you have not received NOTAM information. NOTE- NOTAMs which are known in sufficient time for publication and are of 7 days duration or longer are normally incorporated into the Notices to Airmen Publication and carried there until cancellation time. FDC NOTAMs, which apply to instrument flight procedures, are also included in the Notices to Airmen Publication up to and including the number indicated in the FDC NOTAM legend. Printed NOTAMs are not provided during a briefing unless specifically requested by the pilot since the FSS specialist has no way of knowing whether the pilot has already checked the Notices to Airmen Publication prior to calling. Remember to ask for NOTAMs in the Notices to Airmen Publication. This information is not normally furnished during your briefing. REFERENCE- AIM, Notice to Airmen (NOTAM) System, Paragraph 5-1-3. e. Pilots are urged to use only the latest issue of aeronautical charts in planning and conducting flight operations. Aeronautical charts are revised and reissued on a regular scheduled basis to ensure that depicted data are current and reliable. In the conterminous U.S., Sectional Charts are updated every 6 months, IFR En Route Charts every 56 days, and amendments to civil IFR Approach Charts are accomplished on a 56-day cycle with a change notice volume issued on the 28-day midcycle. Charts that have been superseded by those of a more recent date may contain obsolete or incomplete flight information. REFERENCE- AIM, General Description of Each Chart Series, Paragraph 9-1-4. f. When requesting a preflight briefing, identify yourself as a pilot and provide the following: 1. Type of flight planned; e.g., VFR or IFR. 2. Aircraft's number or pilot's name. 3. Aircraft type. 4. Departure Airport. 5. Route of flight. 6. Destination. 7. Flight altitude(s). 8. ETD and ETE. g. Prior to conducting a briefing, briefers are required to have the background information listed above so that they may tailor the briefing to the needs of the proposed flight. The objective is to communicate a "picture" of meteorological and aeronautical information necessary for the conduct of a safe and efficient flight. Briefers use all available weather and aeronautical information to summarize data applicable to the proposed flight. They do not read weather reports and forecasts verbatim unless specifically requested by the pilot. FSS briefers do not provide FDC NOTAM information for special instrument approach procedures unless specifically asked. Pilots authorized by the FAA to use special instrument approach procedures must specifically request FDC NOTAM information for these procedures. Pilots who receive the information electronically will receive NOTAMs for special IAPs automatically. REFERENCE- AIM, Preflight Briefings, Paragraph 7-1-4, contains those items of a weather briefing that should be expected or requested. h. FAA by 14 CFR Part 93, Subpart K, has designated High Density Traffic Airports (HDTAs) and has prescribed air traffic rules and requirements for operating aircraft (excluding helicopter operations) to and from these airports. REFERENCE- Airport/Facility Directory, Special Notices Section. AIM, Airport Reservation Operations and Special Traffic Management Programs, Paragraph 4-1-21. i. In addition to the filing of a flight plan, if the flight will traverse or land in one or more foreign countries, it is particularly important that pilots leave a complete itinerary with someone directly concerned and keep that person advised of the flight's progress. If serious doubt arises as to the safety of the flight, that person should first contact the FSS. REFERENCE- AIM, Flights Outside the U.S. and U.S. Territories, Paragraph 5-1-10. j. Pilots operating under provisions of 14 CFR Part 135 and not having an FAA assigned 3-letter designator, are urged to prefix the normal registration (N) number with the letter "T" on flight plan filing; e.g., TN1234B. REFERENCE- AIM, Aircraft Call Signs, Paragraph 4-2-4. 5-1-2. Follow IFR Procedures Even When Operating VFR a. To maintain IFR proficiency, pilots are urged to practice IFR procedures whenever possible, even when operating VFR. Some suggested practices include: 1. Obtain a complete preflight and weather briefing. Check the NOTAMs. 2. File a flight plan. This is an excellent low cost insurance policy. The cost is the time it takes to fill it out. The insurance includes the knowledge that someone will be looking for you if you become overdue at your destination. 3. Use current charts. 4. Use the navigation aids. Practice maintaining a good course-keep the needle centered. 5. Maintain a constant altitude which is appropriate for the direction of flight. 6. Estimate en route position times. 7. Make accurate and frequent position reports to the FSSs along your route of flight. b. Simulated IFR flight is recommended (under the hood); however, pilots are cautioned to review and adhere to the requirements specified in 14 CFR Section 91.109 before and during such flight. c. When flying VFR at night, in addition to the altitude appropriate for the direction of flight, pilots should maintain an altitude which is at or above the minimum en route altitude as shown on charts. This is especially true in mountainous terrain, where there is usually very little ground reference. Do not depend on your eyes alone to avoid rising unlighted terrain, or even lighted obstructions such as TV towers. 5-1-3. Notice to Airmen (NOTAM) System a. Time-critical aeronautical information which is of either a temporary nature or not sufficiently known in advance to permit publication on aeronautical charts or in other operational publications receives immediate dissemination via the National NOTAM System. NOTE- 1. NOTAM information is that aeronautical information that could affect a pilot's decision to make a flight. It includes such information as airport or primary runway closures, changes in the status of navigational aids, ILSs, radar service availability, and other information essential to planned en route, terminal, or landing operations. 2. NOTAM information is transmitted using standard contractions to reduce transmission time. See TBL 5-1-1 for a listing of the most commonly used contractions. b. NOTAM information is classified into three categories. These are NOTAM (D) or distant, NOTAM (L) or local, and Flight Data Center (FDC) NOTAMs. 1. NOTAM (D) information is disseminated for all navigational facilities that are part of the National Airspace System (NAS), all public use airports, seaplane bases, and heliports listed in the Airport/ Facility Directory (A/FD). The complete file of all NOTAM (D) information is maintained in a computer database at the Weather Message Switching Center (WMSC), located in Atlanta, Georgia. This category of information is distributed automatically via Service A telecommunications system. Air traffic facilities, primarily FSSs, with Service A capability have access to the entire WMSC database of NOTAMs. These NOTAMs remain available via Service A for the duration of their validity or until published. Once published, the NOTAM data is deleted from the system. 2. NOTAM (L) (a) NOTAM (L) information includes such data as taxiway closures, personnel and equipment near or crossing runways, and airport lighting aids that do not affect instrument approach criteria, such as VASI. (b) NOTAM (L) information is distributed locally only and is not attached to the hourly weather reports. A separate file of local NOTAMs is maintained at each FSS for facilities in their area only. NOTAM (L) information for other FSS areas must be specifically requested directly from the FSS that has responsibility for the airport concerned. 3. FDC NOTAMs (a) On those occasions when it becomes necessary to disseminate information which is regulatory in nature, the National Flight Data Center (NFDC), in Washington, DC, will issue an FDC NOTAM. FDC NOTAMs contain such things as amendments to published IAPs and other current aeronautical charts. They are also used to advertise temporary flight restrictions caused by such things as natural disasters or large-scale public events that may generate a congestion of air traffic over a site. (b) FDC NOTAMs are transmitted via Service A only once and are kept on file at the FSS until published or canceled. FSSs are responsible for maintaining a file of current, unpublished FDC NOTAMs concerning conditions within 400 miles of their facilities. FDC information concerning conditions that are more than 400 miles from the FSS, or that is already published, is given to a pilot only on request. NOTE- 1. DUATS vendors will provide FDC NOTAMs only upon site-specific requests using a location identifier. 2. NOTAM data may not always be current due to the changeable nature of national airspace system components, delays inherent in processing information, and occasional temporary outages of the U.S. NOTAM system. While en route, pilots should contact FSSs and obtain updated information for their route of flight and destination. c. An integral part of the NOTAM System is the Notices to Airmen Publication (NTAP) published every four weeks. Data is included in this publication to reduce congestion on the telecommunications circuits and, therefore, is not available via Service A. Once published, the information is not provided during pilot weather briefings unless specifically requested by the pilot. This publication contains two sections. 1. The first section consists of notices that meet the criteria for NOTAM (D) and are expected to remain in effect for an extended period and FDC NOTAMs that are current at the time of publication. Occasionally, some NOTAM (L) and other unique information is included in this section when it will contribute to flight safety. 2. The second section contains special notices that are either too long or concern a wide or unspecified geographic area and are not suitable for inclusion in the first section. The content of these notices vary widely and there are no specific criteria for their inclusion, other than their enhancement of flight safety. 3. The number of the last FDC NOTAM included in the publication is noted on the first page to aid the user in updating the listing with any FDC NOTAMs which may have been issued between the cut-off date and the date the publication is received. All information contained will be carried until the information expires, is canceled, or in the case of permanent conditions, is published in other publications, such as the A/FD. 4. All new notices entered, excluding FDC NOTAMs, will be published only if the information is expected to remain in effect for at least 7 days after the effective date of the publication. d. NOTAM information is not available from a Supplemental Weather Service Locations (SWSL). TBL 5-1-1 NOTAM CONTRACTIONS A AADC Approach and Departure Control ABV Above A/C Approach Control ACCUM Accumulate ACFT Aircraft ACR Air Carrier ACTV/ACTVT Active/Activate ADF Automatic Direction Finder ADJ Adjacent ADZ/ADZD Advise/Advised AFD Airport/Facility Directory AFSS Automated Flight Service Station ALS Approach Light System ALTM Altimeter ALTN/ALTNLY Alternate/Alternately ALSTG Altimeter Setting AMDT Amendment APCH Approach APL Airport Lights ARFF Aircraft Rescue & Fire Fighting ARPT Airport ARSR Air Route Surveillance Radar ASDE Airport Surface Detection Equipment ASOS Automated Surface Observing System ASPH Asphalt ASR Airport Surveillance Radar ATC Air Traffic Control ATCT Airport Traffic Control Tower ATIS Automated Terminal Information Service AVBL Available AWOS Automatic Weather Observing System AZM Azimuth B BC Back Course BCN Beacon BERM Snowbank/s Containing Earth/Gravel BLO Below BND Bound BRAF Braking Action Fair BRAG Braking Action Good BRAN Braking Action Nil BRAP Braking Action Poor BYD Beyond C CAAS Class A Airspace CAT Category CBAS Class B Airspace CBSA Class B Surface Area CCAS Class C Airspace CCLKWS Counterclockwise CCSA Class C Surface Area CD Clearance Delivery CDAS Class D Airspace CDSA Class D Surface Area CEAS Class E Airspace CESA Class E Surface Area CFA Controlled Firing Area CGAS Class G Airspace CHG Change CLKWS Clockwise CLNC Clearance CLSD Closed CMSN/CMSND Commission/Commissioned CNCL/CNCLD/CNL Cancel/Canceled/Cancel CNTRLN Centerline CONC Concrete CONT Continue/Continuously CRS Course CTAF Common Traffic Advisory Frequency CTLZ Control Zone D DALGT Daylight DCMS/DCMSND Decommission/Decommissioned DCT Direct DEP Depart/Departure DEPT Department DH Decision Height DISABLD Disabled DLA/DLAD Delay/Delayed DLT/DLTD Delete/Deleted DLY Daily DME Distance Measuring Equipment DMSTN Demonstration DP Instrument Departure Procedure DPCR Departure Procedure DRCT Direct DRFT/DRFTD Drift/Drifted Snowbank/s Caused By Wind Action DSPLCD Displaced DSTC Distance DWPNT Dew Point E E East EBND Eastbound EFAS En Route Flight Advisory Service EFF Effective ELEV Elevate/Elevation ENG Engine ENTR Entire EXCP Except F FA Final Approach FAC Facility FAF Final Approach Fix FDC Flight Data Center FM Fan Marker FREQ Frequency FRH Fly Runway Heading FRZN Frozen FRNZ SLR Frozen Slush on Runway/s FSS Flight Service Station G GC Ground Control GCA Ground Controlled Approach GOVT Government GP Glide Path GPS Global Positioning System GRVL Gravel GS Glide Slope H HAA Height Above Airport HAT Height Above Touchdown HAZ Hazard HEL Helicopter HELI Heliport HF High Frequency HIRL High Intensity Runway Lights HIWAS Hazardous Inflight Weather Advisory Service HOL Holiday HP Holding Pattern I IAP Instrument Approach Procedure IBND Inbound ID Identification IDENT Identify/Identifier/Identification IFR Instrument Flight Rules ILS Instrument Landing System IM Inner Marker IN Inch/Inches INDEFLY Indefinitely INOP Inoperative INST Instrument INT Intersection INTST Intensity IR Ice On Runway/s L L Left LAA Local Airport Advisory LAT Latitude LAWRS Limited Aviation Weather Reporting Station LB Pound/Pounds LC Local Control LCL Local LCTD Located LDA Localizer Type Directional Aid LDIN Lead In Lighting System LGT/LGTD/LGTS Light/Lighted/Lights LIRL Low Intensity Runway Edge Lights LLWAS Low Level Wind Shear Alert System LMM Compass Locator at ILS Middle Marker LNDG Landing LOC Localizer LOM Compass Locator at ILS Outer Marker LONG Longitude LRN LORAN LSR Loose Snow on Runway/s LT Left Turn After Take-off M MALS Medium Intensity Approach Lighting System MALSF Medium Intensity Approach Lighting System with Sequenced Flashers MALSR Medium Intensity Approach Lighting System with Runway Alignment Indicator Lights MAP Missed Approach Point MCA Minimum Crossing Altitude MDA Minimum Descent Altitude MEA Minimum En Route Altitude MED Medium MIN Minute MIRL Medium Intensity Runway Edge Lights MLS Microwave Landing System MM Middle Marker MNM Minimum MOCA Minimum Obstruction Clearance Altitude MONTR Monitor MSA Minimum Safe Altitude/Minimum Sector Altitude MSAW Minimum Safe Altitude Warning MSL Mean Sea Level MU Designate a Friction Value Representing Runway Surface Conditions MUD Mud MUNI Municipal N N North NA Not Authorized NBND Northbound NDB Nondirectional Radio Beacon NE Northeast NGT Night NM Nautical Mile/s NMR Nautical Mile Radius NOPT No Procedure Turn Required NTAP Notice To Airmen Publication NW Northwest O OBSC Obscured OBSTN Obstruction OM Outer Marker OPER Operate OPN Operation ORIG Original OTS Out of Service OVR Over P PAEW Personnel and Equipment Working PAJA Parachute Jumping Activities PAPI Precision Approach Path Indicator PAR Precision Approach Radar PARL Parallel PAT Pattern PCL Pilot Controlled Lighting PERM/PERMLY Permanent/Permanently PLA Practice Low Approach PLW Plow/Plowed PN Prior Notice Required PPR Prior Permission Required PREV Previous PRIRA Primary Radar PROC Procedure PROP Propeller PSGR Passenger/s PSR Packed Snow on Runway/s PT/PTN Procedure Turn PVT Private R RAIL Runway Alignment Indicator Lights RCAG Remote Communication Air/Ground Facility RCL Runway Centerline RCLS Runway Centerline Light System RCO Remote Communication Outlet RCV/RCVR Receive/Receiver REF Reference REIL Runway End Identifier Lights RELCTD Relocated RMDR Remainder RNAV Area Navigation RPRT Report RQRD Required RRL Runway Remaining Lights RSVN Reservation RT Right Turn after Take-off RTE Route RTR Remote Transmitter/Receiver RTS Return to Service RUF Rough RVR Runway Visual Range RVRM RVR Midpoint RVRR RVR Rollout RVRT RVR Touchdown RVV Runway Visibility Value RY/RWY Runway S S South SBND Southbound SDF Simplified Directional Facility SE Southeast SECRA Secondary Radar SFL Sequenced Flashing Lights SI Straight-In Approach SIR Packed or Compacted Snow and Ice on Runway/s SKED Scheduled SLR Slush on Runway/s SNBNK Snowbank/s Caused by Plowing SND Sand/Sanded SNGL Single SNW Snow SPD Speed SR Sunrise SS Sunset SSALF Simplified Short Approach Lighting System with Sequenced Flashers SSALR Simplified Short Approach Lighting System with Runway Alignment Indicator Lights SSALS Simplified Short Approach Lighting System STAR Standard Terminal Arrival SVC Service SW Southwest SWEPT Swept or Broom/Broomed T TACAN Tactical Air Navigational Aid TDZ/TDZL Touchdown Zone/Touchdown Zone Lights TFC Traffic TFR Temporary Flight Restriction TGL Touch and Go Landings THN Thin THR Threshold THRU Through TIL Until TKOF Takeoff TMPRY Temporary TRML Terminal TRNG Training TRSA Terminal Radar Service Area TRSN Transition TSNT Transient TWEB Transcribed Weather Broadcast TWR Tower TWY Taxiway U UNAVBL Unavailable UNLGTD Unlighted UNMKD Unmarked UNMON Unmonitored UNRELBL Unreliable UNUSBL Unusable V VASI Visual Approach Slope Indicator VDP Visual Descent Point VFR Visual Flight Rules VIA By Way Of VICE Instead/Versus VIS/VSBY Visibility VMC Visual Meteorological Conditions VOL Volume VOLMET Meteorlogical Information for Aircraft in Flight VOR VHF Omni-Directional Radio Range VORTAC VOR and TACAN (collocated) VOT VOR Test Signal W W West WBND Westbound WEA/WX Weather WI Within WKDAYS Monday through Friday WKEND Saturday and Sunday WND Wind WP Waypoint WSR Wet Snow on Runway/s WTR Water on Runway/s WX Weather / And + In Addition/Also 5-1-4. Flight Plan - VFR Flights a. Except for operations in or penetrating a Coastal or Domestic ADIZ or DEWIZ a flight plan is not required for VFR flight. REFERENCE- AIM, National Security, Paragraph 5-6-1. b. It is strongly recommended that a flight plan (for a VFR flight) be filed with an FAA FSS. This will ensure that you receive VFR Search and Rescue Protection. REFERENCE- AIM, Search and Rescue, Paragraph 6-2-7 gives the proper method of filing a VFR flight plan. c. To obtain maximum benefits from the flight plan program, flight plans should be filed directly with the nearest FSS. For your convenience, FSSs provide aeronautical and meteorological briefings while accepting flight plans. Radio may be used to file if no other means are available. NOTE- Some states operate aeronautical communications facilities which will accept and forward flight plans to the FSS for further handling. d. When a "stopover" flight is anticipated, it is recommended that a separate flight plan be filed for each "leg" when the stop is expected to be more than 1 hour duration. e. Pilots are encouraged to give their departure times directly to the FSS serving the departure airport or as otherwise indicated by the FSS when the flight plan is filed. This will ensure more efficient flight plan service and permit the FSS to advise you of significant changes in aeronautical facilities or meteorological conditions. When a VFR flight plan is filed, it will be held by the FSS until 1 hour after the proposed departure time unless: 1. The actual departure time is received. 2. A revised proposed departure time is received. 3. At a time of filing, the FSS is informed that the proposed departure time will be met, but actual time cannot be given because of inadequate communications (assumed departures). f. On pilot's request, at a location having an active tower, the aircraft identification will be forwarded by the tower to the FSS for reporting the actual departure time. This procedure should be avoided at busy airports. g. Although position reports are not required for VFR flight plans, periodic reports to FAA FSSs along the route are good practice. Such contacts permit significant information to be passed to the transiting aircraft and also serve to check the progress of the flight should it be necessary for any reason to locate the aircraft. EXAMPLE- 1. Bonanza 314K, over Kingfisher at (time), VFR flight plan, Tulsa to Amarillo. 2. Cherokee 5133J, over Oklahoma City at (time), Shreveport to Denver, no flight plan. h. Pilots not operating on an IFR flight plan and when in level cruising flight, are cautioned to conform with VFR cruising altitudes appropriate to the direction of flight. i. When filing VFR flight plans, indicate aircraft equipment capabilities by appending the appropriate suffix to aircraft type in the same manner as that prescribed for IFR flight. REFERENCE- AIM, Flight Plan- IFR Flights, Paragraph 5-1-8. j. Under some circumstances, ATC computer tapes can be useful in constructing the radar history of a downed or crashed aircraft. In each case, knowledge of the aircraft's transponder equipment is necessary in determining whether or not such computer tapes might prove effective. If playing a game in a PC sim, a position report of, VFR Cape Kennedy to the Moon with two lunatics aboard is appropriate. "Steve Foley" wrote in message news:mmi8h.764$ki3.434@trndny01... | "Neil Gould" wrote in message news:Odh8h.27713 | As to this particular primitive question: there is no need to report your | position to anyone unless you are experiencing some problem, regardless of | whether you have flight following. This should be obvious, and easy to | understand by asking yourself, "Who would care to know this information?" | | The only time I've done position reporting is flying the Hudson River VFR | corridor. | | |
#10
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VFR position reporting
Somehow, I can't imagine the need to call for SAR while sitting in front of
my computer playing a game. Perhaps if I fell out of the chair and had a head injury and became disoriented? I also can't imagine making imaginary calls to ATC and having conversations with the computer generated voices in MSFS- it reminds me of my son at the age of four running around with a toy airplane making engine noises. It may be normal for a child, but for an adult to talk to the computer and make position reports.....? |
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