To File, or Not to File....

[Skyhunter]

Is it really "an added layer" of protection? "Protection" from what? Or is that just between the pilot's ears? I feel pretty confident in my ability to fly 100 or so miles without the "guidance" provided by ATC.

Again, this may be perceived, but generally, if you are talking to center, they have an idea of where you are. If you, god forbid, plow it in, they may have a better idea of where to find you.

I can't imagine how flying VFR could open the door to more violations. I've yet to "blow through" an assigned altitude while flying VFR? As stated, I file in IMC within controlled airspace.

You are not going to unintentionally fly through restricted airspace, over fur farms, provincial parks, etc flying IFR. If you can't level off at the proper altitude, with an autopilot or a second pilot, I think there is a big problem. That's why I say VFR opens the door to violations.

Auxbat, as you get a bit more experience and start to lead a formation you will come to realize the increased flexibility VFR gives you. Holding alert in Comox, I would cancel as far back as I could on RTB, get out of everyone elses hair. Just for fun sometimes shoot an approach into Port Hardy to get VMC then cancel and fly back down the straight just to see some sights on the way home. Also can't do the toboggan run IFR. Up in Inuvik after doing NORAD stuff, if the weather is good, it is way easier to bring your formation home VFR if you can and doesn't hold up any of our civilian friends trying to get in or out while waiting for us. It is something I would recommend you work on getting comfortable with, as there are times when it will make your life a lot easier.

[Intentional Left Bank]

VFR in VMC is unquestionably more efficient. On 01 May 1995, IFR in VMC could have played a part in preventing tragedy.

If that was the mid air north of YXL, being on an IFR flight plan in no way absolves you from the responsibility of keeping an eye out for traffic. Want to prevent this sort of thing? Mandate TCAS! And, a VFR aircraft with a transponder shows up on radar for center just as an IFR aircraft's transponder. Bottom line. Eyes open.

You'll note that I worded my statement carefully. I'm quite familiar with your predictable hot-button issues. And I'm not saying your incorrect.

I will restate, IFR in VMC could have played a part in preventing tragedy, along with see-and-avoid, proper telephony, TCAS, etc. ANY ONE of those elements would have prevented the accident, IFR in VMC included.

[Doc]

I will restate, IFR in VMC could have played a part in preventing tragedy, along with see-and-avoid, proper telephony, TCAS, etc. ANY ONE of those elements would have prevented the accident, IFR in VMC included.

And, I totally agree with you. Any one of a number of things "could" have prevented this tragedy. But (hot buttons aside, and I'm trying very hard to not have any on this issue, BTW) sometimes, no matter how hard we try (I'm guilty here) are just in the wrong place, at the wrong time. Pretty good (bad?) example of accurate GPS tracking, as well? Sometimes it's not such a bad thing to be slightly off course....

[x-wind]

You don't need an IFR clearance before departing an aerodrome in uncontrolled airspace.

[AuxBatOn]

SkyHunter, I will definately always cancel IFR, conditions permitting, anywhere I can. What I was refering to is transiting VFR somewhere. This is where I am not totally comfortable quite yet.

[paydaymayday]

Not sure who said it, but I'm also all for mandating TCAS - say, perhaps, for all turboprops and up. Thoughts on this?

Also, I want to commend everyone on the level of civility and curteous discourse on this thread. Definitely not reminiscent of the avcanada of only a few months ago . . . and this is a good thing.

[iflyforpie]

TCAS is a double edged sword though. A great tool, but don't expect that voice or display to solve all of your problems.

There are tons of aircraft out there with no transponders. Gliders are the worst because they can get to relatively high altitudes, have little maneuverability, and are just about impossible to see.

As Hedley was so fond of saying...

LOOK OUTSIDE!

[ahramin]

I am just not sure what we are talking about here. Are we talking about flying VFR when IFR is not required?

What does filing have to do with it? It's just as easy to file IFR as VFR. And if you are IMC, you don't have a choice about filing IFR.

[Hot Fuel]

I think Doc is simply saying that on short legs of 100 miles or less he doesn’t file anything and will depart and transit the leg VFR whenever able, thus avoiding the need for potentially non direct, time or fuel consuming clearances.

My take on this…the only situation that allows for a departure from an aerodrome without filing a flight plan or flight itinerary is if the flight is conducted within 25 miles of the departure airport. However as I have already stated the word “filed” has latitude as to whom it can be filed with.

In Doc’s scenario they have a functioning dispatch office that would have a copy of the operational flight plan on “file” thus meeting the standards and acceptable level of safety; he was asking what people thought of his methodology.

I say if you are meeting the requirements of the regs and you don’t have to .. run to maintain VFR kick the tires and light the fires.

Correct me if my take on this wrong Doc.

[AEROBAT]

TCAS is a double edged sword though. A great tool, but don't expect that voice or display to solve all of your problems.

There are tons of aircraft out there with no transponders. Gliders are the worst because they can get to relatively high altitudes, have little maneuverability, and are just about impossible to see.

As Hedley was so fond of saying...

LOOK OUTSIDE!

I agree entirely. Too few pilots are actually looking out the windows lately. I sure notice it around my home strip since we put in Jet A at the pumps. One fellow landed and was commenting that he noticed some of the planes didn't have their transponders turned on. When I told him a lot of planes here didn't even have a radio he gave me a funny look.

They would blast in and the first you would her from them is xxxx on 5 mile final.

[ahramin]

Ok, now that I know what we are talking about.

On short legs, in CAVU weather, I think VFR can be a much better choice than IFR, particularly in controlled, non-radar airspace. VFR proficiency is something all pilots should have and maintain.

In practice though, I have seen a lot of pilots going VFR at 500' under the clouds in vis less than 5 miles instead of IFR. I think this is the wrong choice. Same with VFR at night with clouds lurking around.