"Dan Nafe" wrote in message
...
In article . net,
"Chip Jones" wrote:

"Dan Nafe" wrote in message
...
In article . net,
"Chip Jones" wrote:

"Dan Nafe" wrote in message
...
In article ,
"W. D. Allen Sr." wrote:

What's around Atlanta the requires a flight level of 12,500 ft.?

Their precious class b airspace. Those controllers are real dicks
about
vfr south to north transitions

You fly around Atlanta alot, do ya? I find the pilots there to be
real
dicks about near-midairs...

Chip, ZTL




Heh, heh, heh, all of my really close "near-midairs" have been while I
and the other aircraft were on IFR flight plans. Yikes!

Yikes! Well, I'd be a dick about those too.


I still don't get the Atlanta situation. Departing for Florida out of
PDK is no problem, they clear you into the class b, then vector you
over
the top of Hartsfield at 5,000. No problems.

Coming into PDK from Florida is a huge problem, they say "remain clear
of the class b". This puts you scudding under the approach or
departure
paths of the heavys going around the east end of Hartsfield. Why not
let
vfr traffic go over the top of hartsfield at 6,000?

Sometimes they do. Sometimes they don't. Depends on traffic and
controller
workload.

When there is moderate or greater traffic in the terminal area (which
for
Atlanta is to say, usually), it is easier on the satellite controller to
keep you scudding VFR own nav under the arrival/departure paths of the
big
guys going in or out of ATL. Nothing dangerous about that, right?
"Remain
clear of the Class B" keeps the controller from having to provide Class
B
services to you in the face of the IFR and other VFR's he has put over
ATL
at 5000. In effect, if he's running PDK south departures out over the
ATL
vortac, why would he want to run north bound PDK arrivals over the same
fix
at a higher atltitude, knowing that you will have to descend crossing
ATL
right in the face of guys climbing the other way in order to get down
into
PDK? Also, he has to consider the ATL departures on the north runways
that
are making turns downwind as they climb for departure gates on the
opposite
end of the terminal area. Say the air carrier guys departing to the
west,
making a climbing right turn to the east and climbing to ten thousand as
they boresite the east departure gates at EAONE and EATWO. They can top
the
southbound guys at 5000 over ATL. They can probably top traffic over
ATL at
6000 too. But they may not be able to top 7000 over ATL, especially if
we
throw some clouds in the mix to shake up the VFR traffic picture.
Plus,
this poor satellite sector SOB is running traffic in and out of FTY,
PDK,
RYY, MGE, LZU, 47A and all of the smaller fields. He's got traffic
zipping
all over the place when its rolling. "Remain clear of the class B"
(horrible phraseology IMO) saves him a lot of heartburn and provides for
the
greater (and safer) good to the most users.

Chip, ZTL



To make a long story endless, I wind up getting the weather for Atlanta
from FSS when crossing into Georgian airspace, then filing IFR with Jax
Center before leaving their airspace, even when it is severe clear. This
has the unintended consiquence of INCREASING the controller's workload!

Just venting!

Dontcha love the government, hehehe... Perfect FAA paradox.


Chip, ZTL