I'd say declare an emergency and request a clearance again. You're going to **** some people off though for getting yourself into that emergency!What do you do? Is there a procedure. Emergency clearance?
I'd say declare an emergency and request a clearance again. You're going to **** some people off though for getting yourself into that emergency!
I'm sure someone will be along shortly to tell me why I'm wrong...
I've given ATC the option: "Either give me (what I need), or I can use the E word." Amazing how quick I accommodated after that.
excrement?![]()
excrement?![]()
*Anticipating the need and making your request early enough that ATC can accommodate you without turning their world upside down...
You can give me a squawk code or I'll give myself one that starts with a 7.
What do you do? Is there a procedure. Emergency clearance?
That's really the key. If you can't live without it if they don't give it to you, then you've screwed up.
I suspect you meant to say "I don't put myself in that situation", for the very reason you mentioned (among others).I do put myself in that situation. Keep in mind you could find yourself in a location/altitude where you are unable to contact ATC on your radio.
What do you do? Is there a procedure. Emergency clearance?
You can give me a squawk code or I'll give myself one that starts with a 7.
If its looking like you're going to be in IMC soon and you get refused a pop-up clearance, turn toward better weather to give yourself some time, call up FSS on the radio and file an IFR flight plan. Then call back approach or center and activate it.
If you can't do that, you didn't plan your flight very well or weren't paying attention. In that case, fly the plane first and then inform ATC of your screw up. Climb Confess Comply...
If it comes to that, yes, tell the controller this is an emergency and that you are going into the goo, and tell them just where you are and where you're going (position, heading, altitude) so they can start moving other planes around. Just remember that if you put yourself in the situation where you are forced to exercise your 91.3(b) emergency authority in order to obtain an IFR clearance in this manner (as opposed to a situation which could not be anticipated), you may be asked to explain yourself to the FSDO afterwards. While this is definitely a situation where you'd rather be judged by twelve than carried by six, it is far better to exercise the good judgment and foresightedness to avoid painting yourself into that corner, by either:
- Waiting for your clearance on the ground (rather than launching VFR hoping to get your IFR clearance in the air), or
- Anticipating the need and making your request early enough that ATC can accommodate you without turning their world upside down, or
- Turning back/landing before you find yourself trapped by weather in flight.
You can give me a squawk code or I'll give myself one that starts with a 7.
7500?
Going to disagree. When all available information given to me concerning the flight is WRONG, I didn't put myself in any situation.
One thing that can get you is snow (and I assume rain). I've had visibility decrease rapidly in snow to where I couldn't maintain VFR and when I turned 180* it was still below minimums. Eventually one will fly out of it but that doesn't change the current status of unable to maintain VFR and conditions not predicted by the area forecast.
Going to disagree. When all available information given to me concerning the flight is WRONG, I didn't put myself in any situation.
I was leaving Peoria. Forecast for N IL, N IN, SW MI was 6500BKN-OVC from time of departure for the next 12 hours. All TAFS and METARs showed VFR at the time of departure, enroute and arrival. I leave PIA with 6500 BKN and somewhere south of Kankakee the ceiling starts dropping. It's down to 4500, and I decide it's time to go back to the last airport I passed, get on the ground, file and relaunch. Turn around, and it's a wall of clouds down to the ground. Turn around to my original heading and now that's closed off as well. I had about a 10 mile pocket of VMC but the ceiling kept coming down further and further as I try to radio FSS on 4 different frequencies.
When I get home I check the forecasts. Thy still say 6500BKN to OVC.
Now, how in the hell did I put myself in that situation, when the forecast was blown so badly that BKN-OVC065 becomes OVC001, and still says so after the flight?
That's all find and dandy when
1) FSS actually answers the radio. I tried 4 frequencies on 3 VORs and 122.2 and no answer.
and 2) they don't blow the weather forecast by 6000' and 8 miles that was issued just 2 hours prior. You obviously don't do much flying if you haven't run into a badly blown forecast.
Oddly enough it was Chicago Approach of all places that answered my call up.
That's all find and dandy when
1) FSS actually answers the radio. I tried 4 frequencies on 3 VORs and 122.2 and no answer.
and 2) they don't blow the weather forecast by 6000' and 8 miles that was issued just 2 hours prior. You obviously don't do much flying if you haven't run into a badly blown forecast.
Oddly enough it was Chicago Approach of all places that answered my call up.
Sure, I get your point. Its sometimes tough to get up with FSS when you're scud running. Radios don't work too well at low altitude.
Fantastic way to make sure a car's waiting for you when you land.
Wtf. Ed's way older than that, right???I love it when millennials refuse to take ownership of their own self inflicted problems.
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I'm not going to prefile IFR for a 400 NM trip down south when it's clear the whole entire way except at the endpoint when I might need an approach to get in.
Going to disagree. When all available information given to me concerning the flight is WRONG, I didn't put myself in any situation.
I was leaving Peoria. Forecast for N IL, N IN, SW MI was 6500BKN-OVC from time of departure for the next 12 hours. All TAFS and METARs showed VFR at the time of departure, enroute and arrival. I leave PIA with 6500 BKN and somewhere south of Kankakee the ceiling starts dropping. It's down to 4500, and I decide it's time to go back to the last airport I passed, get on the ground, file and relaunch. Turn around, and it's a wall of clouds down to the ground. Turn around to my original heading and now that's closed off as well. I had about a 10 mile pocket of VMC but the ceiling kept coming down further and further as I try to radio FSS on 4 different frequencies.
When I get home I check the forecasts. Thy still say 6500BKN to OVC.
Now, how in the hell did I put myself in that situation, when the forecast was blown so badly that BKN-OVC065 becomes OVC001, and still says so after the flight?
What were the surface winds, temp/dew spread, and vis when you took off?
Don't remember. But it didn't matter, because it was unforecasted crap that blew in off of Lake Michigan. I was an hour into a two hour flight when it went south. Peoria was probably still fine since it was well SW of the Lake.
I said "if you put yourself in that situation." If all available information concerning the flight was wrong, then you didn't put yourself in that situation, someone else put you there.Going to disagree. When all available information given to me concerning the flight is WRONG, I didn't put myself in any situation.
I said "if you put yourself in that situation." If all available information concerning the flight was wrong, then you didn't put yourself in that situation, someone else put you there.
That said, I can't remember a single time in 10,000 hours of flying over more than 40 years when all available information concerning the flight was so wrong that despite my best judgment and prudent decisions, I found myself trapped by weather and unable to get a clearance, but perhaps I'm just luckier than you.