RFH: Ottawa (CYOW) - Philadelphia (KPHL)

Teacherjh wrote:
KPHL, On departure, there is no conveinent place to do a runup (once you're in
the taxiway system), so ask first where to do it so you don't block traffic. I
didn't know this and expected to do a runup at the departure end of the runway.
Well, it was tight, and a few bizjets squeaked by while I was doing it; this
was clearly not the preferred method.

Yes, I try to do the run-up well before getting to the runway when at
large airports. Having said that, it is your prerogative to do it
there, but you tend to annoy a number of people that way. Often, if you
are taxing out and have at least one airplane in front of you, you'll
have plenty of time for your run-up while the other airplane is entering
the runway for take-off or just while waiting in line. However, if I
have to wait long on the ramp for my clearance, I'll do the run-up
before taxi as long as my engine is warmed up a little.


Matt

On 01 Dec 2003 15:58:29 GMT, (Teacherjh) wrote:

KPHL, On departure, there is no conveinent place to do a runup (once you're in
the taxiway system), so ask first where to do it so you don't block traffic. I
didn't know this and expected to do a runup at the departure end of the runway.
Well, it was tight, and a few bizjets squeaked by while I was doing it; this
was clearly not the preferred method.

Aha, this is just the situation that calls for a "rolling runup." Do it on
the (long) taxiway toward the takeoff runway. Everything is the same,
except you use the brakes to keep at normal taxi speed, rather than use the
brakes to stay stationary. Yes, it does wear the brakes a bit, but not more
than a short field landing will.

A very useful trick that my CFI taught me many years ago, and I've found
several occasions (at big-iron airports) where it really saves time and
confusion.

At an unfamiliar towered airport, you can also ask GND if there is a runup
area at/near the threshold hold point. If not, then do it on the roll.


Jose

David Megginson wrote:

2. I'd prefer to land KPHL 26 for Atlantic Aviation, winds permitting.
Is it easy to get the ILS 26 approach? Once I'm in the Philly Approach
area, how will they be likely to route or vector me onto the approach?
How do they normally handle low-level, slow (Cherokee) IFR arrivals from
the north?

PHL has a website (www.phl.org).
Look at the Flight Information tab.
I am amazed to see that aircarrier operations don't really commence
operations until 1030 ET! With the exception of one flight at 0630, it
looks like you can get in or out without delay.

EDR wrote:

PHL has a website (www.phl.org).
Look at the Flight Information tab.
I am amazed to see that aircarrier operations don't really commence
operations until 1030 ET! With the exception of one flight at 0630, it
looks like you can get in or out without delay.

Excellent -- I didn't know about that site.

In my (still fairly limited) flying experience, it takes a *lot* of jet
traffic to start causing delays for us little guys (i.e. more than one
landing every 4-5 minutes). So far, I've had no trouble getting in and out
of Montreal/Dorval VFR and IFR. I did get looped on my last IFR approach at
my home airport (Ottawa/Macdonald-Cartier), but only because the SID put me
on the localizer more than 20 miles back and then ATC couldn't figure out
what to do with the faster traffic behind me; since I had already broken
into VMC, I just cancelled IFR and entered the VFR circuit for the north
field, so there was no real delay even then.


All the best,


David

In article
ogers.com, David
Megginson wrote:

EDR wrote:

PHL has a website (www.phl.org).
Look at the Flight Information tab.
I am amazed to see that aircarrier operations don't really commence
operations until 1030 ET! With the exception of one flight at 0630, it
looks like you can get in or out without delay.

Excellent -- I didn't know about that site.

In my (still fairly limited) flying experience, it takes a *lot* of jet
traffic to start causing delays for us little guys (i.e. more than one
landing every 4-5 minutes). So far, I've had no trouble getting in and out
of Montreal/Dorval VFR and IFR. I did get looped on my last IFR approach at
my home airport (Ottawa/Macdonald-Cartier), but only because the SID put me
on the localizer more than 20 miles back and then ATC couldn't figure out
what to do with the faster traffic behind me; since I had already broken
into VMC, I just cancelled IFR and entered the VFR circuit for the north
field, so there was no real delay even then.

I learned many years ago, that when flying into an aircarrier hub
airport, always check their arrival/dparture schedules and plan your
arrival/departure time for the mid-morning and mid-afternoon gaps. Sure
beats being number xx in line for departure. Another trick at these
airports is to request and intersection departure. This will sometimes
get you out ahead of the que. Watch where the departing aircraft lifts
off and be carefull to avoid wake turbulence with spacing and turns.
Advise ATC of your intended actions prior to taking the active and they
will try to accommodate you with a turn away from the traffic.

In a previous article, EDR said:
beats being number xx in line for departure. Another trick at these
airports is to request and intersection departure. This will sometimes
get you out ahead of the que. Watch where the departing aircraft lifts

One time I asked for an intersection departure, and they told me that if I
wanted one, I'd have to wait the full wake turbulence time, but if I went
to the end I could get out immediately. I still don't understand that
one.


--
Paul Tomblin http://xcski.com/blogs/pt/
Just another organic pain collector racing to oblivion

David Megginson writes:

I'll be flying from Ottawa to Philadelphia next weekend for a
week-long conference, and would be grateful for hints and information
from people familiar with the U.S. portion of the route.

I wouldn't worry too much about what route you file, it will most
probably change -- several times during your flight. Is that not the
case in Canada?

I've never landed at PHL, but I did my instruments at PNE, which is
under Philadelphia approach. It has been my experience that PHL
approach think they are the most overworked controllers in the
universe, even though they handle significantly less traffic than,
say, the neighboring NY approach. Maybe they just don't have enough
patience for training flights. (I've never flown in their airspace in
actual; I moved away the day after I passed my instrument checkride).

Enjoy XML 2003. Are you giving a talk?

Ari.

--
Elections only count as free and trials as fair if you can lose money
betting on the outcome.

K. Ari Krupnikov wrote:

I wouldn't worry too much about what route you file, it will most
probably change -- several times during your flight. Is that not the
case in Canada?

When there's a published preferred IFR route, I usually get it. When I get
close to Toronto they like to start messing with me, but the traffic flow
there is pretty crazy, so that's excusable.

When there's not a published preferred IFR route, it seems that there's
still usually an *unpublished* one that I have to learn by trial and error.
We should start collecting those on a Web site somewhere.

Enjoy XML 2003. Are you giving a talk?

Thanks -- I think my paper's on Wednesday.


All the best,


David

On Wed, 03 Dec 2003 19:36:15 GMT, David Megginson
wrote:

K. Ari Krupnikov wrote:

I wouldn't worry too much about what route you file, it will most
probably change -- several times during your flight. Is that not the
case in Canada?

When there's a published preferred IFR route, I usually get it. When I get
close to Toronto they like to start messing with me, but the traffic flow
there is pretty crazy, so that's excusable.

If you think the traffic around YYZ is pretty crazy, I'd really be
interested in your opinions after you fly down the east cost to PHL. I
consider anywhere in Canada, even in/around YYZ to be kind of slow and laid
back, compared to the Washington DC area where I am based. If you want a
taste of it, just fly a little further to BWI. :-)

When there's not a published preferred IFR route, it seems that there's
still usually an *unpublished* one that I have to learn by trial and error.
We should start collecting those on a Web site somewhere.

Enjoy XML 2003. Are you giving a talk?

Thanks -- I think my paper's on Wednesday.


All the best,


David

If you think the traffic around YYZ is pretty crazy, I'd really be
interested in your opinions after you fly down the east cost to PHL. I
consider anywhere in Canada, even in/around YYZ to be kind of slow and laid
back, compared to the Washington DC area where I am based. If you want a
taste of it, just fly a little further to BWI. :-)

I haven't been there since 9-11, but over the years I've gone to DCA
and IAD a couple dozen times, and never had a problem.

DCA tower always (in VFR wx) cleared me to land on one of the cross
runways between the big iron, with no delay, trusting me to hold
short. And I've mentioned here before that once, after clearing me
for the approach at IAD, AC told an Air France jet who called in right
after I did, "You're number two behind the Cherokee."

Hard to complain about service like that.

vince norris