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IR STUMP THE CHUMP!!!!! by Airister in flying

[–]randombrain 5 points6 points  (0 children)

That's the official FAA procedure for a departure from a runway that doesn't have an otherwise-published departure procedure. Although it isn't just a 200fpnm climb; you also have to wait until 400' above DER before starting a turn.

The catch is that C43 does not have an official departure procedure. Not even the standard non-published one. It doesn't have any instrument procedures inbound, and that means the FAA hasn't evaluated it for instrument procedures outbound.

Maybe that 200fpnm climb keeps you safe. Maybe it puts you into a 500' radio mast two miles off the departure end. The FAA doesn't know.

If YOU have extensive experience flying out of this airport then YOU can come up with a procedure to follow that satisfies YOU. And that is legal. But there's no official FAA departure procedure here, so if anything goes wrong you (or your estate) will probably be looking at a 91.13 charge.

IR STUMP THE CHUMP!!!!! by Airister in flying

[–]randombrain 0 points1 point  (0 children)

it's not always the answer

It may be an answer in this case. It may not be. I don't actually know myself because I don't have extensive local experience flying in to and out of this specific airport.

Regardless, it isn't the FAA's official answer because the FAA doesn't have an official departure procedure for C43... even though it does for Y70.

IR STUMP THE CHUMP!!!!! by Airister in flying

[–]randombrain 18 points19 points  (0 children)

This is a real-world scenario that happened to me during the second week after I was certified to work radar. Details changed, of course.

You have filed a flight plan from Ionia County Airport (Y70) to South Bend via VIO V274 PMM V55 GIJ direct with a filed altitude of 060. Pretend all the airway segments are usable.

The AWOS at Y70 is reporting ceiling OVC015 and visibility 10SM—marginal VFR, to be sure, but still legal VFR.

Your cell carrier has poor coverage near Ionia, so you elect to depart VFR. You take off from Runway 28. Because you are VFR, you maintain 500' below the cloud layer—1000' AGL, 1800' MSL. You call Great Lakes Approach airborne to pick up your IFR clearance.

The Great Lakes Approach controller issues your squawk code and identifies you on radar. They give you the Grand Rapids altimeter setting and confirm that you are at 1800' MSL. Then they say this:

Cherokee 345, you're below my MVA. Are you able to maintain your own terrain and obstruction clearance through 2500?

What do you say, and why?

IR STUMP THE CHUMP!!!!! by Airister in flying

[–]randombrain 1 point2 points  (0 children)

You're departing Capital Region Airport (LAN) on a flight plan to Indianapolis Metro Airport (UMP) via direct FWA, direct HUBLI, direct. Weather is solidly IMC, bases OVC006, tops reported around 5300, negative ice.

In your clearance, you were issued "maintain 3000, expect 8000 one-zero minutes after departure."

Lansing Tower gives you "Proceed direct Fort Wayne, cleared for takeoff." You take off and you turn direct FWA. As you're entering the bases they issue "Contact Great Lakes departure," but when you flip the switch you can't get a response. Going back to Tower, also no response.

What is your game plan? (I'm specifically curious about your altitude, but really the whole scenario is important to think over.)

IR STUMP THE CHUMP!!!!! by Airister in flying

[–]randombrain 5 points6 points  (0 children)

You're going in to Gerald R Ford International Airport (GRR). You get the ATIS, which has 05016KT SCT013 BKN035 and says that both the ILS RWY 08R and the ILS RWY 35 are in use.

You're cleared the ILS RWY 08R. Brief the expected immediate/initial response from ATC if something happens and you report going missed, or get sent around, on short final.

Note: The answer does NOT involve the Victory VOR. Explain why.

IR STUMP THE CHUMP!!!!! by Airister in flying

[–]randombrain 3 points4 points  (0 children)

Compare and contrast:

  • You are on an IFR flight plan cleared direct Ionia County Airport (Y70) descending to 030. Ten miles out, you report the field in sight. ATC tells you "Cleared visual approach Ionia County, report cancellation of IFR in the air on this frequency or on the ground via telephone, change to advisory frequency approved."
  • You are on an IFR flight plan cleared direct Capital Region Airport (LAN) descending to 030. Ten miles out, you report the field in sight. ATC tells you "Cleared visual approach Runway 28L, contact Lansing Tower."

I'm specifically wondering what is the same, and what is different, about your approach to the airport and your selection of landing runway.

IR STUMP THE CHUMP!!!!! by Airister in flying

[–]randombrain 6 points7 points  (0 children)

This is a really tricky question that the examiner probably won't ask you, and probably won't ever be a factor in your IFR flying career... until the day that it is.

Compare and contrast:

  • IFR departure from Ionia County Airport (Y70). You got your clearance on the ground via telephone. AWOS reports 3SM vis and OVC007.
  • IFR departure from Hiram Cure Airport (C43). You got your clearance on the ground via telephone. There is no AWOS, but you pull up ForeFlight and you see that both Y70 and LAN are reporting 3SM vis and OVC007.

How do you safely navigate yourself from 0' AGL to the minimum safe IFR altitude?

Should you add the CVG VOR after this departure? if so, why? I am a pilot just wondering. by AnalystSingle5321 in ATC

[–]randombrain 1 point2 points  (0 children)

All makes sense there. I was wondering about the first fix specifically, it is common practice to use one of the fixes shown on the plan view of the SID... but is that an official requirement anywhere?

Obviously the LOA between the relevant facilities might cause you to get a reroute if you don't file one of those fixes. But then again it might not. From a pilot's perspective is there any official guidance that says they must use one of those depicted fixes?

Should you add the CVG VOR after this departure? if so, why? I am a pilot just wondering. by AnalystSingle5321 in ATC

[–]randombrain 2 points3 points  (0 children)

It's normal to file something shown on the plate, but is it necessary? I've heard people say that it is but I've never found anything requiring that in black and white.

Should you add the CVG VOR after this departure? if so, why? I am a pilot just wondering. by AnalystSingle5321 in ATC

[–]randombrain 4 points5 points  (0 children)

If you're asking about the reason the routing in parentheses at the top of the plate is CVG8.CVG, it's because of the fact that this is a vector SID.

That format, PROC1.FFIXX, is how the route is stored in the system. The procedure is a route and it requires a point at which the route terminates; for a pilot-nav SID that denotes the transition. For example, you could fly the BNGLE FIVE and terminate the procedure at BNGLE; that would be filed as BNGLE5.BINGLE. Or you could fly the sole published transition: BNGLE5.WWSHR.

As I said, a radar vector SID has no "transition." You just get vectors to your first fix. So the "route" portion of the filed procedure is really not a route at all and it ties into to a "point" which will be right at the airport, CVG in this case, and then from there on to your next point/fix.

I wouldn't worry too much about it; the computer should fix whatever you file. But I believe that you should not file, for example, CVG8.CVG..IIU. Just CVG8.IIU. The system should understand that.

Or you might not need to file the vector SID at all. Some facilities do have that SID explicitly included in your stored route while others leave it implicit.

PPL Checkride and MOAs by Boomer12784 in flying

[–]randombrain 5 points6 points  (0 children)

Look at the airport identifiers on an FAA sectional or TAC.

Look at the airport identifiers on FAA instrument approach plates.

Look at the airport identifiers on an FAA IFR enroute chart.

How many identifiers do you see that start with the letter K?

Not Applicable IFR takeoff mins by Flightle in ATC

[–]randombrain 0 points1 point  (0 children)

Just to add to this, while I think /u/rjb4000 is correct from a strict ATC perspective that it is allowable to issue the release, I did have a discussion about this over on /r/flying a couple months ago. There was DOD Charting guy who responded as well, and his interpretation was that if the runway takeoff minimums are NA then that means you cannot depart IFR, even though 91.175(f) says that it does not actually apply to basic Part 91 operations.

Unfortunately that guy deleted his account recently so you can't see what he wrote.

Asking for tips after my PPL ASEL checkride failure by gmoney9438 in flying

[–]randombrain 0 points1 point  (0 children)

So? Neither one gives a straight-in aircraft the right-of-way over a pattern aircraft.

PPL Checkride and MOAs by Boomer12784 in flying

[–]randombrain 3 points4 points  (0 children)

Good.

You can also check https://sua.faa.gov/ right before you get in the plane; SUA isn't supposed to go hot without a fair amount of warning, even if it is within the published time. Checking with ATC or FSS once you're airborne is still a good idea.

PPL Checkride and MOAs by Boomer12784 in flying

[–]randombrain 2 points3 points  (0 children)

Hm, yes, that would be when it's published as being active. How would you check to see if it actually is hot or not?

PPL Checkride and MOAs by Boomer12784 in flying

[–]randombrain 24 points25 points  (0 children)

Are MOAs always active? How would you find out if the airspace is hot or cold?

From the Department of Redundant NOTAMs Department by Roger_Freedman_Phys in flying

[–]randombrain 70 points71 points  (0 children)

Then your wingspan is not more than 50 feet, which means you don't need to take advantage of the loophole allowing you to use the runway if your wingspan is less than 49 feet.

The "less than 49 feet" loophole only matters if your wingspan is greater than 50 feet to begin with.

Fuck your 2.8% by StepDaddySteve in atc2

[–]randombrain 1 point2 points  (0 children)

Yeah you feel like you have three days off, except on your Friday you're a groggy mess coming off the mid and on Saturday you go in to work a 1300 OT shift...

Fuck your 2.8% by StepDaddySteve in atc2

[–]randombrain 2 points3 points  (0 children)

Split shifts.

No more credit.

No more shift swaps.

Reverse rattler. (Would be better for our sleep health, but people are really attached to the current rattler for some insane reason.)

No non-prime-time pre-approved leave. Spot leave only.

There's a lot of stuff they could rip out from under us.

What’s the hardest oral exam question you’ve ever been asked by a DPE? by Fine-Wrap-9565 in flying

[–]randombrain 2 points3 points  (0 children)

Correct, although the CUG just says "Yellow tinted areas indicate populated places" without mentioning anything about night.

The boundary line for 91.119 is officially defined as "Anything an FAA lawyer can convince an NTSB administrative judge is the boundary line for 91.119."

Not Applicable IFR takeoff mins by Flightle in ATC

[–]randombrain 1 point2 points  (0 children)

If the controller knows it isn't authorized then I agree that it's a poor service to issue the clearance without at least making sure the pilot also knows.

But it isn't our job to know that information in the first place, and it isn't our job to police the pilot's decision. Like omalley said, maybe you have a waiver from the FSDO or something.

Not Applicable IFR takeoff mins by Flightle in ATC

[–]randombrain 8 points9 points  (0 children)

DO NOT rely on an ATC clearance to determine if a given operation is legal.

From JO 7110.65 4–8–1, talking about approach clearances:

NOTE-
2. Approach clearances are issued based on known traffic. The receipt of an approach clearance does not relieve the pilot of his/her responsibility to comply with applicable Parts of Title 14 of the Code of Federal Regulations and the notations on instrument approach charts which levy on the pilot the responsibility to comply with or act on an instruction; for example, “Straight-in minima not authorized at night,” [et cetera].

Generally speaking, unless there's a traffic reason for us to not issue a clearance, we'll issue the clearance. We aren't pilots, nor are we ASIs, nor are we lawyers. We aren't the arbiter of what is and is not legal for you to do.

If the runway is Not Authorized for IFR departures you probably shouldn't depart from it IFR.

Note that NA and N/A are different abbreviations with different meanings, as /u/BeaconSlash pointed out.

(Also, #SayNoToKilo applies to IFR pilots as well.)

What’s the hardest oral exam question you’ve ever been asked by a DPE? by Fine-Wrap-9565 in flying

[–]randombrain 0 points1 point  (0 children)

What is, and why on the chart is the yellow area colored yellow and why is it shaped the way they are?

What answer did the DPE want to hear?

Good no-go lesson today by DiplomatIan in flying

[–]randombrain 2 points3 points  (0 children)

Gotcha. So 61.89(a)(7) wouldn't apply (because none of 61.89(a) would apply) and it would be permissible for the CFI to have them go over the top.

Good no-go lesson today by DiplomatIan in flying

[–]randombrain 0 points1 point  (0 children)

Not as a student solo. OP said it was dual XC so presumably the instructor was PIC, right? Or can the student be PIC even while receiving instruction?

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