STAR's and SID's

"Mark D" wrote in message news:lYWLb.48857$ts4.47193@pd7tw3no...

What are the *real world* implications of flying into busy airspace IFR in a
piston single/light twin..this is all assuming that you do NOT have a way of
navigating direct (GPS), etc.

The real world implications for me have always been quite tame. I
have flown my light twin under Instrument Flight Rules in all corners
of the U.S., poked over the dotted line into Canada, and routinely fly
through some of the busiest airspace in the country. The procedures
everywhere are the same; the 'local customs' might be different. The
difference is subtle.

For instance, I am quite familiar with arrival and departure
procedures into the Orlando area, naturally. That's where I live.
I'm also quite familiar with terminal airspace in Phoenix, Denver, Los
Angeles, San Diego, Atlanta, Charlotte, and New York. Procedurally
there are no surprises. The amount of latitude you're granted may
vary. I can negotiate with just about everyone, but I won't always
get what I want.

GPS makes things a lot easier. I did a fair amount of needle and DME
flying before my airplane transformed into /G. If controllers ask if
you can navigate direct to a fix and you can, say yes. Don't read too
much into it. A handheld VFR GPS to assist with "situational
awareness" in such instances is nice.

I am frequently assigned the LEESE ONE arrival (LEESE.LEESE1) into
Orlando from the northwest. I have never actually flown it. I can't
comment on whether the turbojet inbounds use it or not. It's a lost
comm CYA for the approach controller. In IFR flying, there are lots
of procedures in place which, in practice, are just used as lost comm
safeties.

If you can react reasonably quickly and can keep a nominal airspeed on
approach (I've flown ILSs at 150 knots) chances are you'll slip right
in to the nation's busiest airports with nary a problem. Work with
the controller. You might get looped back around onto final once or
more times. Roll with it.

The hardest part is sometimes the ground taxi at certain large
airports. I find that to be more stressful than the flight. Have an
airport diagram ready and do not hesitate to ask for clarification if
there is any confusion whatsoever.

Best,

Ryan

"Ryan Ferguson" wrote:
The hardest part is sometimes the ground taxi at certain
large airports. I find that to be more stressful than the flight.

Amen, especially at night. I got so turned around one night in Tulsa, I
thought they'd have to send the truck for me. Not DFW, Tulsa!

Have an airport diagram ready and do not hesitate to ask
for clarification if there is any confusion whatsoever.

Truth.
--
Dan
C172RG at BFM
(remove pants to reply by email)

Dan Luke wrote:
"Ryan Ferguson" wrote:
The hardest part is sometimes the ground taxi at certain

large airports. I find that to be more stressful than the flight.


Amen, especially at night. I got so turned around one night in Tulsa, I
thought they'd have to send the truck for me. Not DFW, Tulsa!


Have an airport diagram ready and do not hesitate to ask
for clarification if there is any confusion whatsoever.


Truth.

Yea verily! Not wanting to hijack the thread for a discussion of night taxiing,
but I think it is the hardest thing I do in flying. It doesn't have to be a big
airport, just one where you are unfamiliar. From my cockpit height, sometimes I
just see a sea of blue lights. Where the heck is the taxiway? Thank goodness for
those yellow lines. It's enough to make me want to invest in one of those boom
beams.

OK, back to lurking. You just hit one of my hot-buttons.

Dave
Remove SHIRT to reply directly.

On Tue, 13 Jan 2004 08:59:55 -0500, Dave Butler
wrote:

Yea verily! Not wanting to hijack the thread for a discussion of night taxiing,
but I think it is the hardest thing I do in flying. It doesn't have to be a big
airport, just one where you are unfamiliar. From my cockpit height, sometimes I
just see a sea of blue lights. Where the heck is the taxiway? Thank goodness for
those yellow lines. It's enough to make me want to invest in one of those boom
beams.

I have 3 headlights on my PA28-180 (tips and nose), and it helps, but
is still difficult to taxi at night, so I don't know if a boom beam
would be much better. I am convinced it is the angle of viewing from
a GA cockpit that makes the task difficult.

-Nathan