Boston Approach Fussing

During a receint trip from Washington, DC to Whitefield (HIE) in late June of this year I had a problem with one of the controllers from Boston Center. I was at 9,000 feet IFR and IMC proceeding to the Montpelier (MPV) VOR and was planning the 044 degree transition for the LOC/NDB RWY 10 Approach. HIE is a tricky approach usually requiring an intercept of the MAHN NDB with a spiraling hold decent to final approach altitude of 4,000 feet. Beyond the final approach fix the LOC/NDB RWY 10 transition is quite steep and you have to be quick on the altitude transition or you will find yourself too high or exceeding your target final approach speed. There are mountains left, right and just ahead after the airport relative to the approach so you really have to be on your needles. Boston Center usually brings you in at 8,000 or 9,000 feet from the south to clear the mountains (6,700 feet) directly to the MAHN NDB. From that point you are on your own navigation for the approach. The Montpelier transition goes through a valley. The transition altitude is 4,900 feet. Its a good transition especially in IMC because at 4,900 feet you still have to do a proceedure turn but you only have to decend 900 feet to the final approach fix. When I was 5 miles from the Montpelier VOR Boston Center cleared me for the approach (no altittude restriction was given). Once passing the VOR I immediatly deceded to 4,900 feet as depicted on the approach plate. Once reaching 4,900 feet Boston Center scolded me for departing my assinged altitude. They immediatly requested me climb to 7,000 feet. I proceeded to the MAHN NDB and completed the approach. My question is that why did the controller have a problem with my decent? I understand that once "cleared" for the approach you follow the transition to the approach unless ATC gives you instructions otherwise. Was I wrong or was the controller in error?

ATC IFR Cancellation Tricks

One thing that will earn you brownie points with Air Traffic Control is to cancel your IFR flight plan as soon as practical while still in the air -- assuming you can safely maintain VFR throughoout your flight including the landing. Remember, when you are on an IFR flight plan the controller has to allocate a specific amount of airspace around your aircraft. If you decend through the clouds and have the airport in sight you can cancel your IFR flight plan and proceed VFR. The controller will be happy because he can release that airspace to other traffic and make his job easier. Your job gets easier becouse you do not have to fly the STAR (Stadard Arrivial Proceedure) or shoot the approach. This makes everyones workload much easier -- Saves AvGas as well.

VFR on Top Tricks

Sometimes while IFR in the low teen altitudes you may overtake aircraft. Many times the controller will assign a higher or lower altitude for the overtaking aircraft. If your aircraft is not turbo-charged sometimes higher is not an option. Lower is not good because of increased fuel consumption. One trick is to request VFR on top if you can reasonable maintain VMC while on top. The controller can assign you a VFR altitude 500 feet higher than your current altitude and you can safely overtake the slower aircraft ahead of you.

Airport in Sight

One cool trick to skip a lot of approach proceedures into busy is to notify ATC as soon as you see the airport. This is assuming you are VMC! A controller cannot clear you for the visual. However, if a pilot has the airport in sight you can skip the approach and save 5 to 10 minutes executing an uneccessary approach. Typically this occures if you are in IMC and during the approach decend through the clouds into VMC conditions. The same holds true for aircraft in the pattern. If an aircraft in front of you has been cleared for the visual and you have that aircraft in sight the controller can clear you for the approach regardless if you have the airport in sight. A controller can clear you for this approach. The key thing is to keep your head up with traffic movement in around of you and be aware. It does not hurt to notify that you have aircraft in sight ahead of you. This will clue the controller into the fact that they can clear you for the approach as well.

Alternate Airports

When is an alternate airport required on an IFR flight plan?

Proceedure Turns

During an approach if you outside the final approach fix when is it necessary for you to do a proceedure turn? Also, when do you not have to make a proceedure turn.