Single-Pilot IFR Clearance Readback and Route Amendment
You are single-pilot IFR in a light twin, cleared: 'Cleared to Bravo via the ALPHA departure, then as filed, climb 5,000 ft, squawk 4271.' After departure, in IMC, ATC calls: 'Turn right heading 090, intercept the 120 radial of the CHARLIE VOR, climb 7,000 ft, expect the RNAV 27 approach at Bravo, squawk 4271.' The CHARLIE VOR is 35 NM away; the 120 radial outbound from CHARLIE points away from Bravo. Your aircraft has a single VOR receiver and a GPS. The MSA in the area is 6,500 ft. You are 8 NM from the VOR.
1. Read back the clearance accurately and identify any ambiguity you must resolve before acting.
Read the worked answer
A correct readback: 'Turn right heading 090, intercept the 120 radial of CHARLIE, climb 7,000 ft, expect RNAV 27 at Bravo, squawk 4271, [callsign].'
Ambiguity: 'intercept the 120 radial' is incomplete. A radial is a line; to intercept it you need to know whether you are to track inbound or outbound on it, and where. The 120 radial outbound from CHARLIE points away from Bravo, so intercepting and tracking it outbound would take you away from your destination. The likely intent is to intercept the 120 radial inbound toward CHARLIE, or to join a route that uses that radial. Ask ATC to confirm: 'Confirm you want me to intercept the 120 radial inbound to CHARLIE?' Do not guess in IMC with terrain around.
Also confirm the climb to 7,000 ft is compatible with the MSA of 6,500 ft (it is), and that heading 090 will keep you clear of terrain while you establish on the radial.
2. You are 8 NM from CHARLIE and have a single VOR receiver. How do you manage the intercept and the climb, and what are the failure modes?
Read the worked answer
With one VOR receiver you cannot simultaneously monitor two stations, so prioritise: set CHARLIE on the receiver, identify it, and use the GPS for situational awareness and as a cross-check. Turn to heading 090, climb to 7,000 ft, and watch the CDI. Because you are close to the station (8 NM), the CDI will be very sensitive; a small heading error produces a large deflection. Anticipate the intercept early and turn onto the radial smoothly rather than chasing the needle.
Failure modes: (1) the VOR may be unusable at low altitude or at range, so confirm reception before relying on it; (2) if you lose the VOR, the GPS can provide a backup, but you must tell ATC; (3) the climb and the intercept compete for attention in single-pilot IMC, so use the autopilot if available and brief the sequence before you start.
If the intercept is not working, say so early and request vectors.
3. What would you do if ATC's response to your query changes the routing to 'proceed direct CHARLIE, then the 120 radial inbound, climb 7,000 ft'?
Read the worked answer
That is a clearer instruction: proceed direct CHARLIE, then track the 120 radial inbound. Confirm the readback and verify the geometry: from your position 8 NM from CHARLIE, direct CHARLIE means turning toward the station; the 120 radial inbound means tracking 300° magnetic toward the station. Ensure the turn direction and the intercept are compatible with terrain and the MSA.
Set up: CHARLIE on the VOR, GPS direct to CHARLIE, and brief the inbound track and the expected approach at Bravo. Climb to 7,000 ft, which is above the 6,500 ft MSA. Monitor the CDI and the GPS; if the VOR and GPS disagree, resolve the discrepancy before continuing. Advise ATC if you cannot comply or if the routing takes you away from the expected approach.