Con-Air?

No.. funny cause they were there too. They fly a pure white SAAB340.

This was Customs and Immigration. Deporting illegals.

Interesting departure. Look at the initial turn altitude. 501 feet above airport elevation. Odd number no? 2682 MSL. Can’t set that in the preselect! Would 2700 feet been too big of a compromise? Pretty specific number to remember. Single pilot is looking to simplify.

What would be the first altitude you would put in the preselect?

Took 23 minutes to contract ground at KLAS. Total goat rodeo. They should be ashamed. Single ground controller working the whole field. Just shameful. Fuel wasted


I got SIMCOM to rearrange my schedule to do this flight. Went to Big 12 second round games. Thursday Sim session 7am-10am. Airborne by 11am. Return trip: Landed today 11:15am oral started at 11:30am. Finished at 3pm...passed.


Jesse J stopped by to say hi. Good to have friends like John L and Jesse J.

2600 or 2700 either one would work. They couldn't tell the difference anyway.
edit: 2,700' since 2682 was the minimum ( probably academic anyway, since you could just continue to 7,000' at the turn)

We set 7,000. FMS goes direct at 2682 to FIXIX

Agreed. 2682 isn’t a level-off. It’s a turning point in the climb. Turn direct and continue climb to no higher than 7000.

No. It’s not a level off but you still have to recognize it. It takes processing power. Reminds me of a neighborhood that has speed limit signs with of numbers. 22,23, 27 etc. just a bit of an attention grabber.

No. It’s not a level off but you still have to recognize it. It takes processing power. Reminds me of a neighborhood that has speed limit signs with of numbers. 22,23, 27 etc. just a bit of an attention grabber.

It shows the altitude but doesn’t have VNAV. Yet.

Dang. I guess I’m too spoiled with the Mustang. Flight director will que the turn for you.

Mark and John still want to be pilots

Looking for SIC's in Citation Ultra out of KADS.

mikeobarr@hotmail.com

Curious what your insurance requires for SIC. Our requirements are pretty tough IMO.

FL190 with a FMC, 7000 with less capable set up.

Unless of of course you are given a altitude in your departure clearance.

I thought the government vehicles might be there for Stormy Daniels!

It will take something on the order of 10 years to see all circle to land (CTL) protected airspace converted to the new criteria.

An airport in Nevada that recently became an IFR airport is at Hawthorne. The terrain is challenging in all directions, but particularly on the west side of the airport, where it rises to over 8,000 feet within 5 miles and ultimately to over 11,000 feet.

Being a recent design, the new CTL radii were evaluated (TERPs map attached):

CAT A: 1.37 NM
CAT B: 1.96 NM
CAT C 3.14 NM

CAT D was excluded because of the final segment descent angle of 3.6 degrees.

Under the old criteria, A,B, and C CTL would have been 1.3, 1.5, and 1.7 respectively. The big increase is to CAT C, which was the industry/FAA accord reached to impact light GA the least, and jets the most.

Although the CAT C area is much larger, it results in the terrain to the west having more effect. Note that the CAT C CTL MDA is much higher than A and B. Even flying the CTL to 3 miles, the resulting decent angle to Runway 10 is approximately 4.5 degrees, and without a VGSI.

Note also, CTL is restricted to one side of the airport and excludes Runway 15 because it is not paved.

The terrain is sufficiently complex to prevent the issuance of standard takeoff minimums. IFR takeoff is permitted only on Runway 10 and then only with Visual Climb Over Airport (VOCA).

A small aside: the FAA chart has an incorrect VGSI angle. The correct angle is 3.00 degrees. The VGSI is unusable (read: unsafe) beyond 5 miles. FAA chart users have to ferret out the VGSI info from the Digital Chart Supplement. Jepp users have it at hand on the 10-9 page. The Jepp user also has the VOCA info on the 10-9 page. The FAA chart user has to go to the “T” pages.

On the CTL TERPs map I have placed a pink dot at the earliest point at which each approach category can elect to depart the electronic guidance for CTL, provided the visual reference requirements are met. Because CAT A and B have the same CTL MDA, the CAT A operator could elect to use the CAT B CTL area without any penalty.

In summary, this is the kind of airport that requires a good desk study before heading there IFR.