Goldenshield From United States of America, joined Jan 2001, 6156 posts, RR: 13
Reply 1, posted (13 years 5 months 1 week 4 days 14 hours ago) and read 1412 times:
Im assuming that you are in the US, and so (in order):
Not every flight needs a flight plan. It is useful though if you are not going to get flight following. I have used both radio beacons, and visual land marks for my flights. The visual is more direct, but the beacons make great backup.
The max altitude for VFR flight is 17,999 MSL. Of course, you shouldnt be that far from your cruise altitude (heading east) which should be 17,500.
Yes, VFR CAN be flown at night. It is not recommended if you are not familiar with the area.
The only time you need a squawk code is if you enter class C, or B airspace, or otherwise requested. Otherwise, you need to squawk VFR. You can request radar services if you are on a cross country, depending on the controllers workload. This is called "flight following."
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Flyf15 From , joined Dec 1969, posts, RR:
Reply 2, posted (13 years 5 months 1 week 4 days 14 hours ago) and read 1416 times:
As far as flying in the US goes...
Flight plans are only required for VFR flying if you plan on crossing an ADIZ (Air Defense Identification Zone). Thats pretty much when you go to another country or far out over the ocean. These are called DVFR flight plans. If you are going to file a flight plan, you would put in your routing with standard waypoints such as VORs.
The upper limit for VFR flying is 17,999ft. At 18,000ft (FL180), the flight levels start, as does Class A airspace, which is IFR only.
VFR can most definately be flown at night. Its quite enjoyable
If you are in airspace where a transponder is required (Class C, the Mode C veil around Class B, Class B, and above 10,000ft) you must squawk 1200, unless otherwise instructed. ATC can and often does tell you to make position reports when flying in controlled airspace. Such examples would be "Report over I-25" or "Make right traffic runway 29R, report midfield downwind"
Shaun3000 From United States of America, joined Mar 2002, 445 posts, RR: 0
Reply 3, posted (13 years 5 months 1 week 4 days 1 hour ago) and read 1378 times:
To add to this:
Class A is from 18,000-60,000 MSL. Above that it is back go E (or is it G? I think it's E...) At any rate, you can fly VFR above 60,000 MSL, as well. But you'll need to be IFR and have clearance through A, which is from 18,000 to 60,000. haha. And good luck flying VFR above 60,000!!
Contact_tower From Norway, joined Sep 2001, 536 posts, RR: 1
Reply 4, posted (13 years 5 months 1 week 3 days 23 hours ago) and read 1378 times:
And since XXXX10 is not from the US......
1. No, only when crossing national borders and if you want alerting service.
You can use beacons/waypoints, Lo/Lat, and allso geographical names in some countries.
2. You can fly VFR up to FL195 in most countries, given that it is class C, D, E or G airspace. (D is most common in the UK) Class A does not allow VFR (generally, there are exceptions).
Lowest IFR level is Minimum Sector/Track Altitude, published in all IFR area charts, and this has to to with terrain/obstacle clearence.
3. Yes, but you need a special rating.
4. In the Eurocontrol area: All flights in controlled airpace (except class E) need transponder if the ATC unit is radar equipped. Exceptions are gliders, UL etc wich may operate in special designated glider sectors.
And on another note, please do not apply the information given by our US friends here to real life. The way airspace is classed through the different levels etc is completely different here on our side of the pond!
CTR and TMA's: Class C or D (some places allso A in fact)
Rest of FIR: Class G from GND to about FL70-Fl120, then class C or D up to FL245-285, then class A to FL410-460 or unlimited. If Class A has an upper limit, it's class G on the top.
Class E airspace is less used over here, but you can find it both in TMA's & FIR's om medium to high levels, and on airways below C/D airspace. (FL50-100)
This very loose, but quite representative for the UK allso I think.