I suggested that we just stay on our local C&C freq and self-deconflict (Since we all have TCAS and GPS, at least in the T-1 world), work the MOAs VFR and then fly VFR to where ever we wanted to shoot approaches and pick up a local (Which I guess isn't that uncommon at Pensacola). No MOAs, individual releases from ZKC, whole nine yards.
Our radar went down on a clear blue day and our flying machine stopped. What really kills be in all of this is the hard on that Big Blue has for IFR ops.
We do it everyday and sometimes with our "receiver" 1000' below us in trail trying to find clear air to do our rendezvous.Įdit: removed ATCCA reference as I just noticed someone else already addressed that.
Fltplan go moa times full#
Full responsibility for terrain and obstacle avoidance is still on the PIC (Even in IMC) until you get the first navigational vector from ATC.at which point it becomes a shared responsibility.īeing in a MOA means nothing special except you can do a few things like break speed limits.unless it is specifically addressed in the AP/1 or local guidance, you don't have to do anything special to enter IMC as long as you are IFR and are flying IAW your clearance (direct, block, etc). If that sounds uncomfortable it should be.but again it's really no different than the guy on departure saying "RADAR contact". The only restrictions there are that you had to have "asked" ATC for that routing via your flight plan and they can not just send you trucking through it. In places where G goes higher (think mountains and brown shady stuff on the low charts) you can technically transit the Class G on an IFR flight plan in IMC and again, you are the clearance authority. Anytime someone departs from an uncontrolled field with weather less than 700 or 1200 (depending on the type of airfield and assuming it's not a dashed magenta airfield) you are in Class G airspace in IMC with an active clearance (that you got from FSS before departure). In fact, a good example is class G airspace in which can you can be on an IFR flight plan, in IMC and have no requirement to be talking to ATC. What is your reference for that? Also, being on discrete is still considered "talking" to a controlling agency since they can get ahold of you for traffic advisories and amended clearances.not that there is a requirement for that to be IMC either. Maybe I misunderstood your intent, but I don't think you are legit to just go cruising around IMC whenever you want just because you still have an open IFR flight plan. I agree you are still under an IFR clearance, but most, if not all MOAs, you will be required to be talking to some sort of controlling agency while IMC, which may be center or a tactical control agency if local regs allows. This would be my argument if I was flight violated for this reason at least. Otherwise, why do we have radar release points at UPT bases to squawk VFR contact tower/rsu? The only thing I can think of, reg wise like you asked, would be the 11-2 Vol# where specific spins/training rules apply for the maneuvers that require 3 vis or clear of clouds. Part of the problem I think is the "remain VMC" is something a controller can add on and if you accept it, then that alleviates their responsibilities if they miss a traffic call to you. The MOA is just "special" to let civilians they can play if they are VFR. IFR flight plan, IFR squawk, and you were given a maneuvering block/area. If they said "cleared the block 8H remain VMC" then it depends if you accept that clearance or not.
However, what was the clearance? If it was "cleared the block 8H" then you can proceed into IMC imho. I think the example here is cut and dry that you are cleared through the weather. The other is that you can enter IMC because you're on an IFR flight plan. I've been told different things from different folks - one is that you need to remain VMC while in the MOA, abiding by Class E airspace VFR cloud clearances. I am on an IFR flight plan, but I'm not talking to or actively being controlled by ATC (I'm on a discrete frequency and monitoring Guard). Where can I find guidance on operating in a MOA while in IMC? Let's say I enter the top of a MOA at FL230 and there's a solid deck from FL180-190 that I want to descend through in order to operate below.
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