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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! |
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