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readbacks and acknowledgments. This aids controllers
in determining that the correct aircraft received
the clearance or instruction. The requirement to
include aircraft identification in all readbacks and
acknowledgments becomes more important as
frequency congestion increases and when aircraft
with similar call signs are on the same frequency.
EXAMPLE−
Climbing to Flight Level three three zero, United Twelve"
or November Five Charlie Tango, roger, cleared to land."
28.2.2Read back altitudes, altitude restrictions, and
vectors in the same sequence as they are given in the
clearance/instruction.
28.2.3Altitudes contained in charted procedures
such as DPs, instrument approaches, etc., should not
be read back unless they are specifically stated by the
controller.
28.3It is the responsibility of the pilot to accept or
refuse the clearance issued.
29. IFR Clearance VFR−On−Top
29.1A pilot on an IFR flight plan operating in VFR
weather conditions, may request VFR−on−top in lieu
of an assigned altitude. This would permit pilots to
select an altitude or flight level of their choice
(subject to any ATC restrictions).
29.2Pilots desiring to climb through a cloud, haze,
smoke, or other meteorological formation and then
either cancel their IFR flight plan or operate
VFR−on−top may request a climb to VFR−on−top.
The ATC authorization shall contain either a top
report or a statement that no top report is available,
and a request to report reaching VFR−on−top.
Additionally, the ATC authorization may contain a
clearance limit, routing and an alternative clearance
if VFR−on−top is not reached by a specified altitude.
29.3A pilot on an IFR flight plan operating in VFR
conditions may request to climb/descend in VFR
conditions.
29.4ATC may not authorize VFR−on−top/VFR
conditions operations unless the pilot requests the
VFR operation or a clearance to operate in VFR
conditions will result in noise abatement benefits
where part of the IFR departure route does not
conform to an FAA approved noise abatement route
or altitude.
29.5When operating in VFR conditions with an
ATC authorization to maintain VFR−on−top" or
maintain VFR conditions," pilots on IFR flight plans
must:
29.5.1Fly at the appropriate VFR altitude as
prescribed in 14 CFR Section 91.159.
29.5.2Comply with the VFR visibility and distance
from cloud criteria in 14 CFR Section 91.155 (Basic
VFR Weather Minimums).
NOTE− See AIP, GEN 1.7, Annex 2, Rules of the Air, for a
table showing basic VFR weather minimums.
29.5.3Comply with instrument flight rules that are
applicable to this flight; i.e., minimum IFR altitude,
position reporting, radio communications, course to
be flown, adherence to ATC clearance, etc. Pilots
should advise ATC prior to any altitude change to
insure the exchange of accurate traffic information.
AIP ENR 1.1−27
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
29.6ATC authorization to maintain VFR−on−top"
is not intended to restrict pilots so that they must
operate only above an obscuring meteorological
formation (layer). Instead, it permits operation above,
below, between layers or in areas where there is no
meteorological obscuration. It is imperative that
clearance to operate VFR−on−top/VFR conditions"
does not imply cancellation of the IFR flight plan.
29.7Pilots operating VFR−on−top/VFR conditions
may receive traffic information from ATC on other
pertinent IFR or VFR aircraft. However, aircraft
operating in Class B or Class C airspace and TRSAs
shall be separated as required by FAA Order 7110.65,
Air Traffic Control.
NOTE−
When operating in VFR weather conditions, it is the pilot’s
responsibility to be vigilant so as to see and avoid other
aircraft.
30. VFR/IFR Flights
30.1A pilot departing VFR, either intending to or
needing to obtain an IFR clearance en route, must be
aware of the position of the aircraft and the relative
terrain/obstructions. When accepting a clearance
below the minimum en route altitude (MEA)/minimum
IFR altitude (MIA)/minimum vector altitude
(MVA)/off route obstruction clearance altitude
(OROCA), pilots are responsible for their own
terrain/obstruction clearance until reaching the
MEA/MIA/MVA/OROCA. If the pilots are unable to
maintain terrain/obstruction clearance, the controller
　
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