Ask an ATC: IFR Questions
These questions deal with issues specific to IFR flights under ATC control.
- On a GPS approach depicting a course reversal in bold is it mandatory to do the course reversal, and do I need to request no course reversal to continue to the next waypoint?
- After receiving an IFR clearance on the ground in Class B, C, or D airspace with routing "As Filed," a takeoff clearance is received without "On course," "Runway Heading," nor an assigned heading. Is the aircraft expected to turn on course?
- When programming a GPS/RNAV approach procedure, the choice of "vector" or a specific IAF usually appears on the screen. Is there a suggested way to query ATC ahead of time to determine which ATC routing will be assigned?
- What’s the best way to request and receive VFR on top?
- What does “noPT 1500” (with arrow pointing towards the outbound/inbound 45 degree PT barb) mean on an approach plate if the MSA is already at 2300?
- Do requests for multiple IFR practice approaches at towered airports place any significant burden on ATC, and what advice can you give to file the flight plan properly?
- What assistance can ATC provide in determining the intensity of precipitation?
- Is it possible to combine two or more TEC routes together to fit a desired route of flight?
- Could you explain a "through clearance" and the guidelines for its use?
- For a GPS approach that includes a procedure turn (PT), how can I request a straight-in approach to avoid the PT when I’m arriving within 90 degrees of the Final Approach Course?
- How can I determine the most likely IFR routing I will receive when the airport (city) pairs are neither listed in the preferred IFR routes or TEC section of the A/FD?
- What is the best way to determine what approach I am likely to receive while in the en route phase?
- When departing on an IFR flight plan from an airport within Class G airspace that extends to 14,500 feet msl, from where in controlled airspace should I file from?
- For a one- to two-hour cross-country flight on a severe clear day, is it easier for ATC if I file IFR or simply request flight following?
- How long does an IFR flight plan stay in the system?
- Regarding procedure turns, I’ve seen “NOPT” and “PTNA” depicted on approach charts. What’s the difference?
- When I make an approach into a non-towered airport that doesn’t have radar service, the controller is always insisting that I let him know immediately when I can cancel IFR. What’s the rush?
Q: On a GPS approach depicting a course reversal in bold is it mandatory to do the course reversal, and do I need to request no course reversal to continue to the next waypoint?
A: File over a fix that is labeled “NO PT” or request a vector to the final approach course. Not all controllers will be able to vector to the final, depending on several factors. Most importantly make your request with the controller soon enough so that he/she can plan and adjust traffic flow as necessary.
Q: After receiving an IFR clearance on the ground in Class B, C, or D airspace with routing "As Filed," a takeoff clearance is received without "On course," "Runway Heading," nor an assigned heading. Is the aircraft expected to turn on course?
A: Normally a takeoff clearance in B or C airspace would include departure instructions (heading to fly, SID, etc.) but a departure for D airspace could be “cleared for takeoff” with routing “as filed”. CFR 91.129 requires pilots to comply with departure procedures published for the airport in D airspace.
Q: When programming a GPS/RNAV approach procedure, the choice of "vector" or a specific IAF usually appears on the screen. Is there a suggested way to query ATC ahead of time to determine which ATC routing will be assigned?
A: Ask early enough to allow the controller to adjust traffic control to try and accommodate your request. If you prefer one over the other, request it.
Q: What’s the best way to request and receive VFR on top?
A: VFR on top is an IFR clearance. Request it as you would normally request an IFR clearance. Remember, it is the pilot’s responsibility to fly at the appropriate IFR terrain and obstruction altitude. Also, be aware that there are often additional instructions issued with this clearance (i.e. If not on top by a certain altitude, maintain a certain altitude).
Q: What does “noPT 1500” (with arrow pointing towards the outbound/inbound 45 degree PT barb) mean on an approach plate if the MSA is already at 2300?
A: This is for a transition to an approach segment but no procedure turn. The Minimum Safe Altitude (MSA) provides 1000’ obstruction clearance until established on the published approach.
Q: Do requests for multiple IFR practice approaches at towered airports place any significant burden on ATC, and what advice can you give to file the flight plan properly?
A: The burden depends on the traffic situation, not just at the airport being requested but also other airports. An example would be a pilot requesting multiple approaches to Runway 26 at Fulton County Airport (FTY). This would affect Dobbins AFB, PDK, and ATL northbound satellite departures. The controller should advise whether traffic permits the approaches. The flight plan should be filed with all airports where you’ll be practicing approaches. If the pilot is going to practice at only one airport, he/she should consider putting a nearby VOR in the flight plan (e.g., HEF – CSN – HEF), and put “PRACTICE APPROACHES” in the remarks section.
Q: What assistance can ATC provide in determining the intensity of precipitation?
A: The availability of weather information depends on the type of control facility. Assistance can be provided to pilots based on the information available to the ATC controller. Keep in mind that approach control facilities have real-time weather, while en route facilities’ weather information may be up to 12 minutes old.
Q: Is it possible to combine two or more TEC routes together to fit a desired route of flight?
A: Pilots have the ability to combine TEC routes, but there may be instances when traffic situations prevent controllers from being able to approve them.
Q: Could you explain a "through clearance" and the guidelines for its use?
A: A through clearance may be used when a pilot is stopping at an airport with little traffic and the controller provides both an approach and departure clearance. This is rarely used, as no other IFR traffic can arrive or depart while another aircraft is on a through clearance.
Q: For a GPS approach that includes a procedure turn (PT), how can I request a straight-in approach to avoid the PT when I’m arriving within 90 degrees of the Final Approach Course?
A: When you request your approach, simply request the straight-in GPS approach.
Q: How can I determine the most likely IFR routing I will receive when the airport (city) pairs are neither listed in the preferred IFR routes or TEC section of the A/FD?
A: Check with Flight Service, or call the ATC facility involved, and ask for a suggested route to file for those city pairs.
Q: What is the best way to determine what approach I am likely to receive while in the en route phase?
A: Listen to the ATIS to gather information about the runway and approaches that are in use. Also, pay attention to approach control communications to find out what approaches are being issued.
Q: When departing on an IFR flight plan from an airport within Class G airspace that extends to 14,500 feet msl, from where in controlled airspace should I file from?
A: File to a fix within navaid limitations closest to where you would enter controlled airspace. The clearance you are likely to hear might be similar to, “N1234, upon entering controlled airspace, cleared to XXX airport via XXX.” Controllers do not control or provide separation in uncontrolled airspace and all terrain and obstruction clearance is the responsibility of the pilot.
Q: For a one- to two-hour cross-country flight on a severe clear day, is it easier for ATC if I file IFR or simply request flight following?
A: An IFR clearance increases the required separation needed by the controller. Flight following (workload permitting) provides some radar services, minimizes separation requirements, and allows pilots more freedom for selection of routes and altitudes.
Q: How long does an IFR flight plan stay in the system?
A: The ATC system will maintain your IFR flight plan for one hour and 30 minutes past your proposed departure time. If we know in advance that you will be delayed more than the one hour and 30 minutes, we can update it so it does not drop out of the system. Also, pilots should try to file at least an hour before they take off to ensure ATC has their information.
Q: Regarding procedure turns, I’ve seen “NOPT” and “PTNA” depicted on approach charts. What’s the difference?
A: “NOPT” means a procedure turn is not required. Since ATC is not expecting you to make a procedure turn, you should ask for one if you wish to do it. “PTNA” indicates that a procedure turn is not authorized. Even if you’d like to make one, you may not.
Q: When I make an approach into a nontowered airport that doesn’t have radar service, the controller is always insisting that I let him know immediately when I can cancel IFR. What’s the rush?
A: More than likely we are waiting until you cancel IFR (or report on the ground) so we can issue an approach or departure clearance to another aircraft. ATC can’t let other aircraft conduct approaches or depart IFR from that airport until you cancel IFR, even if the weather is severe clear.
Finished? Go back to view other topics.
Don’t see your question? Just email it to us. We’ll transmit your question to ATC and post the answer here when we get it. Please read the disclaimer before sending us your email.
Note: Please allow several weeks for answers to be posted. Be aware that questions will not receive personal replies. Not all questions will be answered.
