Recent content by midlifeflyer

Definitely a possibility. And another reason to communicate. Both aircraft should have been at least monitoring CTAF at that point. A simple, “what are you guys waiting for?” might have resolved things very quickly. Example. I was inbound. Once VFR, I cancelled IFR. At just about the same time...

That can happen. It can also happen when the weather is VFR at the departure airport but you want to pick your IFR up on the ground. One day last year, I called after my runup and when I was sitting on the ramp near the hold line. I got a 5 minute void time with one airplane ahead of me. What I...

Amazing what you discover reading the reg… 91.157 Special VFR weather minimums. (a) Except as provided in Appendix D, section 3, of this part, special VFR operations may be conducted under the weather minimums and requirements of this section, instead of those contained in §91.155, below 10,000...

I’ve flown from Santa Fe back to KAPA via KOA radio while listening to the Broncos game.

“cleared to" and "direct to" is not the difference I responded to and was not the example you gave. I’ve heard “proceed direct” more times than I can count. No problem. Definitely not a clearance limit. And while I know the distinction, as this thread quite clearly shows, the use of the word...

Me too (not panel but headset). But in my case that’s for the release. I already have my clearance. Everything is already set up and the only thing preventing an immediate takeoff is traffic.

I think you may be technically correct, although I’m fairly certain I have been “cleared to” a waypoint on my cleared route in circumstances where it was a shortcut, not a new clearance limit. But whether or not my recollection is accurate, that’s an extremely small difference that is subject to...

I think that many don’t understand that option even exists. The feeling is that once you get your clearance, you’d better hurry up or it will disappear. But the time between clearance and release, nontowered or towered, is really the time to slow down, get the FMS programmed/avionics set up, and...

It’s doing both that satisfies BasicMed requirements,

I’ve been doing much the same. Only difference is, I don’t alternate with the course. I do them the same month. Only one date to track in my dotage.

That advice was correct. Even if the state formally expunges the record (and can't tell from your post whether that happened), the FAA's position is contained in the MedXPress User's Guide: If the record of a conviction has been expunged, state the date that the record was expunged and the court...

...except give the FAA an excuse to ground you.

Sometimes it’s not the requirement but the interpretation of the requirement. That’s especially true in the FAA SI world and “prove to us you don’t” mentality.

Ultimately, it’s all up to the pilot. I think the lack of data of increased risk overall is simply that, as a group, we are pretty good at self-assessment and have a strong interest in self-preservation.

Reviving to ask this question. You get a clearance. Keeping it simple... "Cleared to the ABC airport. Radar vectors FXNAM, then as filed, climb and maintain..." You take off, start receiving vectors, eventually, "Proceed Direct FXNAM." Are you saying FXNAM is now your clearance limit?