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IA to Class E
Roy Smith wrote:
In fact, working the numbers, I don't see how those takeoff minimums are possibly within TERPS limits. The 1008' tower is 4000 feet from the departure end of the runway, 1000 feet off the extended centerline, and 550 feet above the airport elevation. I make that a 550 ft/nm climb gradient. To put that in perspective, at 76 KIAS (Vy in an Archer or 172), you'd need a 980 ft/min climb rate to clear the tower (OK, you do a little better at Vx). How can this be legal? Roy: perhaps this is an oversight, with the minimums predating the tower? Have you considered calling someone to enquire about this? Just a suggestion, Sydney |
#2
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Sydney Hoeltzli wrote in
: Question is: is AF/D data available in a form which could be downloaded to a Palm from some source on the web? A quick google search for 'a/fd palm' turned up several. Plus, AOPA has similar data available, with Palm sync capability. -- Regards, Stan |
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Stan Gosnell wrote in
: Sydney Hoeltzli wrote in : Question is: is AF/D data available in a form which could be downloaded to a Palm from some source on the web? A quick google search for 'a/fd palm' turned up several. Plus, AOPA has similar data available, with Palm sync capability. BTW, you do have Copilot on the Palm, don't you? -- Regards, Stan |
#4
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Sydney Hoeltzli wrote in
: Similar but not the same. For example, it doesn't indicate if a given airport is class G or class E, far's I can tell. Plus of course it doesn't have the other AF/D stuff -- preferred routes, restrictions on navaid service volume etc. Did you look at the others in addition to AOPA? I haven't looked in detail, because it isn't that important to me, (my employer supplies an A/FD and a place to keep it) but they claim to have the full A/FD. For a price, but then everything has its price, doesn't it? -- Regards, Stan |
#5
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In a previous article, Sydney Hoeltzli said:
Similar but not the same. For example, it doesn't indicate if a given airport is class G or class E, far's I can tell. What operational difference does that make? They're both uncontrolled, right? -- Paul Tomblin , not speaking for anybody Or, to put it another way, if you see a long line of rats streaming off of a ship, the correct assumption is *not* "gosh, I bet that's a real nice boat now that those rats are gone". - Mike Sphar |
#6
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Paul Tomblin wrote:
In a previous article, Sydney Hoeltzli said: Similar but not the same. For example, it doesn't indicate if a given airport is class G or class E, far's I can tell. What operational difference does that make? They're both uncontrolled, right? I thought you just got your IR, Paul. Shouldn't you tell me? If the airport is Class G, you can cancel IFR once you're clear of clouds and have 1 mile vis below 700 AGL. This often means you can contact ATC in the air, and they can release another aircraft for the approach. If the airport is a Class E surface zone, that would be a violation. You need "152" cloud clearance and 3 miles vis, which might mean you need to land and find a phone to cancel and meanwhile someone else is spinning. Of course, there might be operational reasons why you wouldn't wish to cancel until you're on the ground regardless, but if you're comfortable cancelling in the air, that's the operational difference. Cheers, Sydney |
#7
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