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GA pilot and air traffic controller reported confusion in regard to instrument operations near borty waypoint.
| Attributes | |
| ACN | 1610788 |
| Time | |
| Date | 201901 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | ZFW.ARTCC |
| State Reference | TX |
| Environment | |
| Flight Conditions | IMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Small Aircraft Low Wing 1 Eng Fixed Gear |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Initial Approach |
| Route In Use | Direct |
| Flight Plan | IFR |
| Person 1 | |
| Function | Single Pilot |
| Qualification | Flight Crew Multiengine Flight Crew Instrument Flight Crew Private |
| Experience | Flight Crew Last 90 Days 51 Flight Crew Total 2053 Flight Crew Type 1050 |
| Person 2 | |
| Function | Enroute |
| Events | |
| Anomaly | ATC Issue All Types Deviation - Altitude Excursion From Assigned Altitude Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy |
Narrative:
I was flying ink; IFR. Somewhere past houston; I requested to amend my IFR plan to VFR on top. It was granted and I descended to 4;500. As I approached my destination I was talking to midland approach. I was told the MVA was 5;000 and instructed to climb to 5;000. This climb put me in the clouds. I requested my approach into ink with midland and was told fort worth would handle the approach. I needed to turn to the IAF soon. I was handed off to fort worth. I requested the GPS runway 31 approach; direct to borty. I was told to go direct to borty. I was then instructed to report crossing borty. I was under 10 miles to borty. I was at 5;000. My chart says cross borty at 5;000. The controller then ask if I was instrument rated and if my plane was instrument certified. I said yes. At some point the controller informed me the MVA was 5;500. He never instructed me to climb to 5;500. I reported borty and inbound to FAF. Three miles from the FAF I was told I would need to climb to 5;500 and start the approach over. I was on final approach; in the clouds and busy. I was unable to do what he wanted me to do nor did I have time to talk about it.we had a communication problem. I was IFR. I think the controller thought I was VFR. One of us didn't understand about VFR on top being an IFR clearance. The only safety issue that existed since there were no other planes in the area was that I was on final approach and having to deal with ATC suggestions that didn't make any sense. In the future; I will confirm that when I convert from IFR to VFR on top and then back to IFR that we are all on the same page. Also; midland approach should handle the approach into ink. Once they hand you off to fort worth; you are too close to ink to plan a proper approach.
Original NASA ASRS Text
Title: GA pilot and Air Traffic Controller reported confusion in regard to instrument operations near BORTY waypoint.
Narrative: I was flying INK; IFR. Somewhere past Houston; I requested to amend my IFR plan to VFR on top. It was granted and I descended to 4;500. As I approached my destination I was talking to Midland approach. I was told the MVA was 5;000 and instructed to climb to 5;000. This climb put me in the clouds. I requested my approach into INK with Midland and was told Fort Worth would handle the approach. I needed to turn to the IAF soon. I was handed off to Fort Worth. I requested the GPS Runway 31 approach; direct to BORTY. I was told to go direct to BORTY. I was then instructed to report crossing BORTY. I was under 10 miles to BORTY. I was at 5;000. My chart says cross BORTY at 5;000. The Controller then ask if I was instrument rated and if my plane was instrument certified. I said yes. At some point the Controller informed me the MVA was 5;500. He never instructed me to climb to 5;500. I reported BORTY and inbound to FAF. Three miles from the FAF I was told I would need to climb to 5;500 and start the approach over. I was on final approach; in the clouds and busy. I was unable to do what he wanted me to do nor did I have time to talk about it.We had a communication problem. I was IFR. I think the Controller thought I was VFR. One of us didn't understand about VFR on top being an IFR clearance. The only safety issue that existed since there were no other planes in the area was that I was on final approach and having to deal with ATC suggestions that didn't make any sense. In the future; I will confirm that when I convert from IFR to VFR on top and then back to IFR that we are all on the same page. Also; Midland approach should handle the approach into INK. Once they hand you off to Fort Worth; you are too close to INK to plan a proper approach.
Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.