My Pop Up IFR DENIED!
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- เผยแพร่เมื่อ 22 ก.ค. 2021
- Our pop up IFR was denied! Solid layer below us and unable to pick up a IFR clearance. Come along to see how we got there and what we had to do to get to our destination.
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I like the way you show your viewers what you are doing and actually talk about it. Very helpful for new pilots. Thank you.
Been in the same situation several times, Call flight service airborne on freq, file a IFR flight plan, then back to approach and request IFR flight plan activation. Pretty easy actually.
Hey guys, learned something new today, that ATC can be very busy to be not able to provide pop up IFRs. As you mentioned Kris, you got lucky to find that opening. Very well executed approach and landing. Thanks for letting us take part of your decision making in the air. Happy landings from EDKB, Germany, Andy.
Hi, guys. I was wondering whether the weather would repent and relent. So I was happy to see the way down. Thanks for sharing! Stay Healthy!
Always something different. Thanks for sharing!! Great stuff. 👍
good 2 see u both back flying love your vids keep it up........
You're pilots, I'm a former (retired) controller, so I'll say it for you. He was a weak controller. Anytime a pilot asks for IFR it's for a reason, and you (the Controller) are there for those reasons. Should NEVER deny an IFR. If he does, the controller needs more training.
I agree. I have had them denied a pop up when it is a clear day and it was just for practice, but never around IMC. He had no idea what your fuel status or actual weather conditions were. He could have turned aa minor inconvenience into an emergency by his conduct.
Hallelujah brother! The ZMA controller was very busy, but the RSW approach frequency was pretty quiet. Lazy……
I listened to an interview in one of the other aviation channels maybe it was taking off not sure, where a controller explains that if they are asking to wait on the ground it is for a reason as well so you should not try to cut the line so to speak by getting up there VFR and then expect IFR clearance on the air after the fact. not my opinion, just relaying what I heard.
@@flyingsa A Controller is there to provide separation for IFR Aircraft and ASSIST VFR when able. IFR is what they are paid to do. His telling them he could provide flight following said he WASNT TOO BUSY. in my 14 years I NEVER denied an aircraft IFR service. Their request tells you they need it to get down. And we had a ton of IFR/VFR traffic. Just sayin'.
After ATC said "unable" could the pilot have called Radio and filed with FSS and got back to the controller? now he can't deny, can he?
GREAT video/tutorial Chris. Things don't always to as expected and as a pilot, you should/must have as many contigencies as reasonably possible in the que. Plus it gives the pilot something to do and keeps the mind sharp! !! !!!
Hey guys !! Thanks for sharing again, hope to see you both soon !!!
We need to do dinner!
@@flyingsic I agree !
Excellent video- a good learning experience for us all. You more or less got what you deserved on that one- when they are THAT busy they can get kinda snarky if they are having a bad day. But you handled it well, a bit of luck didn't hurt, and it all worked out. Thanks for the video!
Problem is FXE is always that busy and even on VFR days we are waiting 15 minutes to o get out.
@@BaronPilot Wow! That’s awful 😡
Picking up the IFR clearance shortly after takeoff would most likely have worked better.
Slacking off there at the end Kim! Great video.
This wx was just perfect for a plane that has all the bells and whistles! Keep on flying and don’t worry!
Got my private at KFXE 5 years ago and now I instruct at ERAU in Daytona. Good feeling to see KFXE in your videos.
Hey lol I'll be starting there in a week
I flew out of Pompano (KPMP) on Saturday morning and had the same issue of having to wait for my IFR clearance. Ended up departing VFR and picking up the clearance with Miami Center. The Approach and Departure controllers were just to busy to accommodate me.
You guys complement each other. Good team.
Seattle did this to me once. Now I just wait for some reception and file a flight plan on foreflight from a fix. The hard way is calling up the FSS
Center will thank you for filing anticipatorily, and having your plan ready in the system to activate rather than all the other idiots who are either trying to skip enroute congestion 'cough' or all of a sudden find they need to get through IMC somehow.
Sounded nutty how situation evolved, good to have second set of eyes in right seat when VFR above clouds hunting for the entrance for below.
Great lesson, i recently got my IFR ticket, proactively managing risk is always a valuable thing to do.....unless it is a severe clear day.. Q: i just ordered Jet Shades from the stand at OSH for my no air-con A36, recently relocated to Dallas....how big a difference did you feel?
Hey there y’all! Thanks for sharing that video. The saying goes; people want to be excited, entertained and educated. I Certainly learned something from this video. At what point would you have diverted to an alternate airport? Were the cloud layers effecting that option too? Thanks again for your honesty at the end of that video!
Walter - KDKB home airport!
Working towards instrument rating, this was a lesson in patience and there is not always a hole in the clouds when you need one.
Very true.
Always fun to watch your channel! And a nice reminder to carry plenty of fuel when there’s the possibility of weather.
That was pretty bad VFR weather. Glad you found that hole! Great video.
GREAT discernment on what you could learn from this.
Thanks. Every flight can and should be a learning lesson. Even the smooth routine flights.
@@BaronPilot Without a doubt!
Fort Myers airspace has been extremely saturated the past few weeks, both from IFR and VFR traffic, to the point where I do not fly without my stratux!
But, I’m sure your safety record is impeccable, no matter what. I’ve referred your t/o procedure on other people’s pages, because I find it the best in the business. Well done, Keep it up. Safety First.
Why wouldnt you take the VFR flight following right away? Wouldn't it be easier to pick up the IFR clearence after?
Usually I would accept that, however sometimes it’s too much frequency congestion to get all the ifr information on frequency due to other pertinent information. I’m not saying this is the scenario played out here, however I’ve been in those situations very few times, but I made sure to provide a Flight service frequency to file appropriately. That’s just how I personally handled those situations. 🤷🏻♂️
Exciting flight!
Great video!
Thanks for the lesson. Get there itis. Ive been there
Flew out of FXE Monday and challenged by Fort Lauderdale 7 departure not in Proc. Your setup was good.
One of the reasons why I got my IFR because I got tired of scud running and looking for holes to get in but holy s#€t I never heard of a pop up being denied. You handle it like I would of and there’s always an option to declare of course but thankfully the heavens opened up for you at the last minute. 👍
Always be aware of the MDA for the enroute decent into the direction of travel and the destination airport!
I believe MDA is only a thing on some approaches
Good reason to always use flight following then you are already in the system. In our planes we can go long distance. It's good to have someone that knows that area. Good way to avoid busting a TFR that could easily be missed on a pre-brief.
Just had an Avidyne IFD 540 installed. What are you using to get on screen weather? Really enjoy the video.Maybe I’ll run into you at Osh.
I have the Avidyne skytrax200 for weather. Unfortunately we won’t be at OSH this year 😢
What do you use for wifi to get weather on fore flight? Thanks
That Line could have been a lot higher and rougher? I hated trying getting an Enroute IFR when the weather was worse than forecast especially in the North in the winter. You played their game...
Baron Pilot, a non judgemental question from a newly certificated instrument pilot. When on the ground about to cancel IFR and depart vfr, instead why not re-file Z (i think is the code) which is VFR to IFR? The filing work is done at that point and you avoid the "I dont have time for all that" response of the controlller.
File and fly on an IFR flight plan if wx may require it.
No food? Sounds like an emergency. You must land immediately! 😆
Now you know why we couldn’t wait at FXE. 😂
Wow!!! Did you take out a rag and wipe up all that grease you left on the runway with that landing??
I'd have to say that was about as close to a perfect greaser as it could be!!! Even with a few potholes on approach you still greased it in!!!
Im impressed!!!! Two thumbs up!!!
Great Video...really opens ones eyes to how things can change on you and that you need to maintain your cool while trying to figure out how to get out of a deteriorating situation. Good job! Kim you were good as well!
That was interesting. Thanks. Glad it was you looking for a hole and not me. Fifty-three gallons gives options though.
I for one am very happy that you guys are back in South Florida Baron Pilot.
It was an IFR flight at the end, I FOLLOW ROADS. Great lesson on what not to do that's for sure, for low time pilots.
Nah... One interesting thing about Florida is that you can have low clouds over the land or the water but usually not over both.
I missed it. I was looking at your Avidyne and saw zippo aircraft. Did I miss your ADS-B signatures?
Less exp IFR pilot would have struggled. Scary gethomeitis
time to spare go by air... Patience. thanks for putting this one up
👍☑️ Good morning K&K! Nice decision making and a bit of luck and you get where your going without diverting.
I'm jealous of your avidyne stack. I've got an IFD440, but i haven't had the spare dough to throw at their com panel yet...
Hello, love your videos. Can you please tell me what the two items are next to your eagle and compass on the dashboard. They look like phones but they are not? Thanks. I am also shocked they didn’t clear you for IFR. I WONDER if you had said you might have to declare an emergency, if the controller would have woken up and helped you. I am SHOCKED you were unable to get your clearance.
Is Kim mad at the N3175W? She just gave her a little pat, no kiss. 🙁
Yep. No pop-up IFR was punishment for 75 Whisky getting a slap upside the cowl. 🤓
Love the videos....what is on your dash? Micro HUD?
Glad you found a hole to get down
Great outcome , what if it happens at night ?? probably ATC is short staff, I saw a sign at the tower, (Now Hiring }
Why didn’t you just file a flight plan with flight service while in the air, and then pick it up with center?
Great video love it but like you said get there-itis sometimes gets the best of pilots and it also kills a lot of pilots in the process.
What was wierd in this story was getting the startup / taxi clearance despite no clear en-route / departure slot? Is that normal in the US? In Europe you wouldn't even get the startup clearance unless they / you had an estimated airborne time and Eurocontrol had given route clearance.
what if there is no hole? declaring emergency? would it be pilot's fault? cuz bad planning?
Nice job staying cool and flying the plane to a good solution. That VFR descent doesn't matter if it is in approach corridor- tough luck to the controller that would not give IFR clearance because "too busy". If he gives you the IFR, he can keep you separated. Just keep talking to him and he will give you the clearance when he needs it...
Seems like my FL flying has had a few incidents of overworked understaffed ATC that surprised with inability to give clearances airborne even when filed on ground for pop up departure where there was never a problem before. Since bottom of covid shutdowns, it has been wise to wait on ground for clearance.
But my main complaint for you as one Baron driver to another, why don't you have the twin symbol on your Foreflight Icon??? 😊
Just wanted to add that I think that FL controllers do a great job with awful weather and limited staffing. Recently had very helpful vectors around Wx that would have stopped my trip even though had to go through warning areas over ocean off east coast. Said he pointed us out to the Sea Kings...and we completed our trip.
Interesting... and unusual. the Garmin GTN loads the departure, including the routing from DHP for the THNDR transition. And the FAA SID plate describes the routing for each transition.
Great job! And good lesson about waiting when it's marginal. I learned that one a few years ago.
I’d love to see a picture of the departure on the GTN because everyone gets their data from Jeppesson. Even in the jets I fly, don’t load the departure.
@@BaronPilot I can do a pic or short video from the iPad app.
Just send me a pic of the GTN to my Instagram @BeechBaronPilot. Thx
I’d rather just sit on the ground and wait for my clearance rather than flying around trying to find the ground.
Try out for your instrument rating, when you have it u will realise how useful it is
I had my IFR ticket and the bottom line is he got lucky. He should have waited.
Fly around long enough and the ground finds you.
All the controllers at KFXE are super nice, that’s my home base.
"You can't always get what you want....."
But if you try sometime you just might find you get what you need 🎼
No, you’re right. You can’t always get a competent GS2152!
@@wturn5354 On the contrary, when you hear a controller say "unable", you can be damn sure you're working with a competent one. Same goes for pilots.
@@wnhtynhatc1306 I don’t agree. A controller needs to know their limits. Sometimes a “unable” is justified. But too often I heard an unable from a controller just because they were weak.
@@wturn5354 You're either a controller who is/was nowhere near as good as you think you are. Or a pilot who has zero clue what they're talking about with regards to controller capability.
You were cool, calm, and collective… Great flying!
Easy to be cool with fuel-a-plenty and VFR, right? But, you're right. Good flying!
For ATC, issuing pop up IFR clearances is near the bottom of their priorities, and in busy airspace a denied pop up has always been problematic...
Assuming the undercast was forecast, suggest filing a VFR flight plan to a point near where the weather is an issue, closing the VFR flight plan and picking up the IFR clearance at that point...
As a non-pilot, I would be interested in hearing you explain why changing from IFR to VFR allows you to take off more quickly? The other thing I'm curious about is "jet wake"? How long does the wake affect the air and what does it do to the airplane if you get in it? I'm familiar with how a boat makes a wake, I assume it is similar.
If you depart IFR, controllers have to essentially make room for you in the system. Different rules, increased spacing, that kind of thing. If you change your mind and go VFR, you’re telling the controller that you’ll do your own separating, and the rules change. Now instead of making room for you, they watch you to help make sure you don’t hit anybody. Look up “Wake Turbulence” to get a better picture of what “jet wake” is, but essentially, when an airplane wing moves through the air, the high and low pressures created above and below the wing meet up at the tip of the wing making a vortex (like a tornado). The bigger/slower/heavier the wing (more pressure differential), the bigger the vortex. Controllers have to give enough time for those vortices to dissipate before launching or landing the next aircraft.
@@big_binger4063 thank you for taking the time to explain. That all makes a lot of sense. Take care.
@@EnabledShooter not a pilot, but going vfr seems to be a shortcut sometimes, so imagine if everyone did that. They they want to go back to ifr and then maybe there's not "room" in the system. All airlines (with customers) must fly ifr 99.5% and have to wait their turn into the system.
I mean, there’s a reason why you didn’t receive your release right away…
I think that the protocol should be that if there is a reason for extended wait times, then it should be in the notices to airmen and part of the ATIS. If that was done, then when you were on the ground, you would have heard such and been appropriately prepared.
@@cjsims3000 tough part is that controller workload can drastically change really quickly. Too quickly for NOTAM, and likely too quickly for ATIS. If it’sa known delay for hours and hours, Traffic Management should be putting out standard notices like EDCTs and Ground Stops
In and around south Florida the reason is typically that they prioritize jets and put GA at the bottom of their list. 9/10 times we leave FXE we are on the ground for at least 20-30 mins waiting for release. Most of the time we wait, some times our schedule doesn’t allow much cushion as weather builds fast, which is something the jets don’t have to deal with as much.
Going VFR is extremely common so us GA people can simply leave an airport and pick up a pop up if needed.
Some airports need to sequence departures with departure or arrival paths from a nearby larger airport and may have nothing to do with the overall amount of traffic. Picking up in the air would make it easier for all in those circumstances
Hey Baron Pilot have you ever flown the Beechcraft B56TC or the B58P models yet?
th-cam.com/play/PL-PiaX0xemXsQ4CL0GPyHREzkimK8gVxY.html
Doing IFR training now and the info in the comments on the video are really educational. I did not consider taking off vfr and then filing with FSS. That can also be useful for takeoffs at untoward airports if you don’t have an easy way to file on the ground.
Can anyone clarify, ft myers at 17:15 said “I can get you down low and vfr into punta gorda if youd like”
Does that mean that the atc could provide traffic separation to go through the imc cloud layer i to the vfr conditions below and then he could just continue flying vfr after that to punta gorda? Why not take that? Sounds like a good option. 1400 ft ceiling is low but should have been fine to do that at punta gorda.
Only a IFR clearance allows you to enter IMC. I should have said to the controller “I am VFR on top. I am requesting a IFR clearance to get bellow a solid layer” which is basically what I said but not as direct and clearly.
Houston Center does that all the time in my area. It pisses me off when they do this, and it’s getting to be the standard . Otherwise you sit there for 45 minutes engines running and impatient passengers grumbling
Good learning experience but by a bad example. "Weather has closed in and we need an IFR descent. If we don't receive one we will need to declare an emergency." You got lucky on this one but that hole won't always appear.
Exactly my thinking here. And if the controller thought he was busy before...
I’ve enjoyed the vids in the past. This one…especially with the wifey comments…drips of elitism. Reap what u sow.
@@baaa4698 I thought the same thing. They both sounded pretty whinny, like they didn't get their way.
Haven’t watched the whole video yet but an experienced pilot has to be permitted some license to make expedient decisions and get on with the show. Yeah we all know getthereitis and all that but if we needed everything to go as planned to get anywhere, most of the time we’d never get anywhere. People saying he should’ve waited on the ground to pick up his IFR, idk if I agree with that. It wasn’t unreasonable to expect he could get an in-flight clearance. And the band of IMC weather was not very deep. Hindsight is 20/20. But just because the choices along the way added up to a bad situation this time, doesn’t mean they’ll be poor choices next time.
@@JohnMaxGriffin This mentality only applies to an experienced pilot?! Interesting you feel inexperienced pilots should stay on the ground while experienced pilots attempt to game the system when there are IFR delays.
If u opt to play this game, as an experienced pilot, I recommend u understand an ifr clearance may not be an option until u are well clear of the condition causing the release delays…weather, volume, both. If you can’t accept that without being a whining tool then u also should stay on the ground as it proves your inexperience and doesn’t meet your “experienced pilots only” mentality.
Thing is too, when there's only one hole near an airport all the VFR pilots are heading for the same hole, gotta keep your head up and on the radar.
I am a relatively newly instrument ticketed pilot. I did not realize ATC could or would refuse an IFR request. For the ATC folk reading this, what is the best course of action if there is a solid layer between the plane and the airport and a pop up IFR request has been refused? At some point declaring an emergency due to low fuel will come into play, but hopefully it does not need to reach that point. I am quite interested in hearing from ATC folk on the best course of action on this matter. Thank you.
File a full IFR flight plan over the radio with flight service. That gets you into the system, then you can go back to ATC pick up the (filed) clearance. If they're very busy they could still make you hold until they're able to accept you, but it'll get you in line.
@@mokahusky8244 Thank you.
Hi,
This is probably a dumb question as I have not flown for many years. How much time prior to departure do you have to file for an IFR clearance? Many years ago, before all the computerized stuff you have today, you had to wait for clearance because it took that long to get it into the system.
Thanks,
Dennis Miller
Anthem, AZ
Nowadays, most pilots file online and it’s nearly instantaneous. Back in the day, as you know, you had to contact flight service, they’d put it in the system, and it would take a while. Since flight service got contracted out to Lockheed, they no longer make that process easy (long wait times on the phone, etc.) so just about everybody files online. Those online systems are connected directly so it just takes seconds for it to come through. Alternately, if the controllers aren’t busy, they can type it in directly.
@@big_binger4063 Thank you. I flew in the days when you had to phone them.
@@dennismiller7605 likewise! And i called to get a weather briefing too! Doesn’t really happen any more
Florida airspace seems like it’s always busy!
hows Kims training coming along???
Allegiant Air has really boosted activity at Punta Gorda in the last 5 years and the airport seems to be going through some infrastructure AND airway growing pains ?
No growing pains that we saw. The controllers and PGD authority have been amazing and gone out of their way to not affect GA. We’ve honestly only had to “wait” less than 5 mins behind Allegiant no more than 5 times or so in the 3 years we were there.
The aircraft that was cleared from an intersection was holding short of the runway. He would have to taxi ON to the runway, then get moving. You were clear way past the hold short line before he could have possibly started his roll. Anticipated separation between you two perfectly applied. Good local control.
It's a reference to another PilotTuber (Greg @P1Driver) who got reported to the FAA for "reporting clear" of the runway before he was actually clear of the runway. Everyone since has kinda made a point of highlighting that Anticipated Separation is a thing and perfectly legal to use even in an uncontrolled environment.
@@CAPFlyer o o
@@CAPFlyer only our regulars are picking up what I’m putting down😂😎 others get their panties in a wad
Wait this was from a long time ago was it not? I was flying down to Naples that day from Orlando and I’m pretty sure I heard you guys getting screwed by ATC.
March I think. Maybe February 🤷🏻♂️
Great video vfr/ifr☝
Entertaining flight to watch...a nail-biter! Very instructional, too. 👍
As a retired controller (30 years high level approach) if the controller had time for VFR advisories he could issue a pop up IFR. Although you could file with flight service, there is no guarantee it would be issued right away. Sounds like a weak controller. I don’t think I EVER denied an IFR because i didn’t want to turn a situation into an emergency! He could have issued a “local IFR” to a point 10 miles ahead an issued a descent clearance below the cloud bases, then you cancel, that easy! Guy was a d**k!
I would call the manager of the approach control and let their QA Specialist review the event.
i miss seeing you guys at pgd.
We miss being there. Such a great airport with great people!
Staring my Fs2020 and fly right behind you 👍
Cancelling the IFR flight plan on the ground was your 1st mistake, you should had said NO to cancelling and just said I'll depart VFR and pick up the IFR in the air (which you did but the controller didn't catch). The controller at your departure airport deleted your IFR flight plan which started the problem. Miami center sounded very busy (probably combined positions), the approach controller didn't sound anywhere near as busy so I can't see why he denied to provide a LOCAL IFR to Punta Gorda . All it takes is typing in your call sign, hit the IFR button and enter and the computer issues an IFR transponder code and the controller just issues a local IFR. Before someone flames me, I retired with 30+ years as an FAA controller with Tower and Radar Approach Control ratings and I was ICAO certified in several countries.
I was wondering about that. While lined up still would you need to re-file your IFR starting from some fix closer to you DEST? That is forecast VFR still(even on top). And then accept Flight Services, depart VFR, then request activation from who you’re talking to when nearing that fix? Or depending who you’re talking to ask to switch to APP and cold call them?
Could you have gone to FSS and picked up an IFR?
What was it Kris said in an earlier video? "It's better to be on the ground wishing you were in the air, than being in the air wishing you were on the ground."
My only question is why offer VFR Flight Following but not IFR? Isn't Flight Following supposed to be lower priority and denied when IFR services are overwhelming? Not saying he was wrong to offer Flight Following, just trying to understand why multiple controllers offered VFR Flight Following but denied IFR (yes, I know ATC doesn't have to issue pop-up IFR clearance). Also, just as an aside I've noticed a lot of delays in IFR traffic lately, not just on the PilotTube channels, but in real life as well. I am really starting to think the FAA's not being honest with us about how short staffed they are because there's no reason for some of these massive enroute delays that are occurring at some major airports unless there's a serious shortage of controllers we're not being told about.
With pop-up IFR they have to have to be able to work you into traffic flow with IFR separation standards, which is much more stringent than what you get with VFR flight following (3-5 miles vs "don't let the pixels touch").
Not gonna lie. The music at the end made it seem like you guys didn’t make it. Lol. Great video all around.
2 hander?
If something happened and this were on flight safety, the flight channel or VasAviation- how would these controllers sound on record. Granted plenty of blame to go around- but realistically no one would reasonably wait 30 min for release without some update. Picking up IFR in the air is not illegal, why is it that some are saying that “it’s gaming the system”, it’s not.
When there’s delays, it’s gaming the system. They weren’t denied the airborne ifr because the controllers were busy, they were denied because the controllers knew they were trying to circumnavigating the process in place(metering) when the ifr was canceled on the ground.
It's the equivalent of line-jumping, and ATC doesn't like it. Pop-up IFR shouldn't be used to get around waiting your turn in line.
Question for anyone here: are you allowed to fly VFR if clouds materialize below you (like in most of this video)? What do you do if you can't make visual contact with the ground at all and can't get IFR clearance for whatever reason? It seems like you would be in big trouble if you couldn't find a hole in the clouds to fly down through.
For a Private Pilot or greater in the USA, with or without an instrument rating, it is perfectly legal to fly under VFR over a solid undercast so long as you can maintain the VFR cloud separation requirements outlined in 14 CFR § 91.155.
As for what would happen if you couldn't descend in VFR conditions, or receive an IFR clearance, in this circumstance, I believe Baron Pilot said at one point he had 73 gallons of fuel, which should be 2 1/2, to 3 hours in the Baron. So, the reasonable, however inconvenient thing to do, would be to divert to an airport where weather conditions will allow a descent in VFR conditions.
However, if for whatever reason that’s not possible, for example, if there are no airports within the endurance of the aircraft that will allow a descent in VFR conditions, the first thing I’d do is stress to the controller that I’m unable to reach a VFR airport, and/or nearing minimum fuel as may be the case, and once more, politely, but sternly request an IFR clearance. If the controller still denies a clearance, the only option at that point would be to declare an emergency, preferably before you get anywhere near the golden hour (1 hour of fuel remaining), which is my personal minimum to always land with.
Hope this answers your question, fly safe, and happy landings!
@@tonytheflyer Thanks for the insight, I appreciate it :)
@@thewhismurproductions1528 You're very welcome!
as a pilot it's your responsibility to make sure that doesn't happen. However, if it does, you can request a holding pattern until they can get to you.
You never know if there is two controllers or 15 even though the frequency sounds quite there usually on other frequencies that are super busy and just don’t have time to get your request usually because of short staffed and busy airline schedules, you don’t know if it’s shift change or rotation for lunch or something. When I fly I try to leave a quarter past or quarter before the hour because most airlines and charters are on the hour and half hour arrivals and it’s really hard to get out if your at a busy airport at those times. Working both sides it’s easier to understand but can be very frustrating for just a pilot that wants to leave and not waste time and fuel
To boil it down, they deprioritize GA leisure flights and I get it. Just top off the tanks.
@@dabneyoffermein595 you are partially right , but you don’t need to have full tanks. He asked three times for a pop-up IFR so if he was low on fuel he could declare an emergency to descend below the clouds and being IFR rated he would not have an issue with the FAA. I learned a long time ago to always file IFR even if the weather is going to be good all the way and have done the same as he did to get off the ground faster. What happened to him is very rare and I think it’s going to be a long while before it happens again. I can honestly say I can count on one hand how many times it’s happened to me and I’ve been flying for 51 years
@@davidendsley2391 -- wow, you've been flying a while. you mind me asking how many hours you have accumulated? What is disturbing is that they may know him from youtube and know he's on a leisurely flight and purposely ignore him due to high load / high traffic ... aside from the pop-up attempts, didn't he also call 3 more times just for "center" or approach ?
@@dabneyoffermein595 Somewhere north of 20,000 hours most with the army and then the airlines and a few years as ATC between airline jobs, retired now but still fly 200+ hours a year
@@dabneyoffermein595 because this was an edited version some context gets lost to reduce the time of the video. We actually called way more times than shown to multiple freqs. First started with Miami and they told us we weren’t their problem, went to ft Myers and they said the SAME THING. went back to a different Miami freq, then back to ft Myers to then where all the video starts.
We also weren’t on a leisurely flight. 😃
I also agree with David, I do think this is a rarity, as it has never happened in my 3 years, and I think maybe once, if that, to Kristoffer before?
Happened to me before. 😀
I would like to meet you someday...
why the music at 19min?
Reminds me of a trip to New Orleans-Lakefront where the pilot saw a hole over the lake, and turned a tight 270 to the right to go through it! I became part of the upholstery that day!
Kris - reason of the refusal was that Kim did NOT kiss the port engine at the git go!
Isn't there a way to File and automatically receive your IFR Clearance ? i remember Greg - P1D doing something like that...
IFR clearance wasn't the problem, it was clearance deliver to take off. That's the reason for the long wait. Since 911, aircraft spacing is a major issue. They won't let you off the ground until there is space in the system. Prior to that, you could take off, but at busy airports, they would just stack up until there was space to land. No more.