Aspen ODP question

Jim Macklin wrote:
The sharp people at the FAA write, the lawyers edit.

No FAA lawyer edited AC 120-91.

The FAA will allow pilots to kill themselves in Part 91
operations, they tighten up under 121,135 commercial ops.

No, pilots usually kill themselves under Part 91.

Me, I want to have lots of room under the belly. The 300
King Air climbs well on one engine, particularly when the
weight is less than 14,000 lbs. TOW.

The 300 is certified under Part 25 isn't it?

But a 90 series King Air or even a 200, is under powered at
high and hot airports.

Part 23 airplanes, all bets are off.

It is my policy to be able to se and avoid, or fly IFR with
margins even beyond the word in the law.

Good for you. But, most of the real guidance is not a matter of law.

"Bee" wrote in message
...
| Jim Macklin wrote:
| Yes, I know that no FAA lawyer dies when a aircraft has
a
| CFIT during an IDP after an engine failure.
|
| Any competent pilot will consider such "details" and
adjust
| gross weight, weather or other parameters because pilots
| [and passengers] die, not FAA lawyer.
|
|
| If you are implying that some FAA lawyer wrote that
language, you have
| it wrong. That advisory circular was written by some
pretty sharp FAA
| ops folks who are trying to inform a misinformed aviation
community.

No, the 300 is a special part 23


"Sam Spade" wrote in message
...
| Jim Macklin wrote:
| The sharp people at the FAA write, the lawyers edit.
|
| No FAA lawyer edited AC 120-91.
|
| The FAA will allow pilots to kill themselves in Part 91
| operations, they tighten up under 121,135 commercial
ops.
|
| No, pilots usually kill themselves under Part 91.
|
| Me, I want to have lots of room under the belly. The
300
| King Air climbs well on one engine, particularly when
the
| weight is less than 14,000 lbs. TOW.
|
| The 300 is certified under Part 25 isn't it?
|
| But a 90 series King Air or even a 200, is under powered
at
| high and hot airports.
|
| Part 23 airplanes, all bets are off.
|
| It is my policy to be able to se and avoid, or fly IFR
with
| margins even beyond the word in the law.
|
| Good for you. But, most of the real guidance is not a
matter of law.
|
| "Bee" wrote in message
| ...
| | Jim Macklin wrote:
| | Yes, I know that no FAA lawyer dies when a aircraft
has
| a
| | CFIT during an IDP after an engine failure.
| |
| | Any competent pilot will consider such "details" and
| adjust
| | gross weight, weather or other parameters because
pilots
| | [and passengers] die, not FAA lawyer.
| |
| |
| | If you are implying that some FAA lawyer wrote that
| language, you have
| | it wrong. That advisory circular was written by some
| pretty sharp FAA
| | ops folks who are trying to inform a misinformed
aviation
| community.
|
|

I think the 300/350 is part 23 commuter, or something like that.


"Sam Spade" wrote in message
...
Jim Macklin wrote:
The sharp people at the FAA write, the lawyers edit.

No FAA lawyer edited AC 120-91.

The FAA will allow pilots to kill themselves in Part 91 operations, they
tighten up under 121,135 commercial ops.

No, pilots usually kill themselves under Part 91.

Me, I want to have lots of room under the belly. The 300 King Air climbs
well on one engine, particularly when the weight is less than 14,000 lbs.
TOW.

The 300 is certified under Part 25 isn't it?

But a 90 series King Air or even a 200, is under powered at high and hot
airports.

Part 23 airplanes, all bets are off.

It is my policy to be able to se and avoid, or fly IFR with margins even
beyond the word in the law.

Good for you. But, most of the real guidance is not a matter of law.

"Bee" wrote in message
...
| Jim Macklin wrote:
| Yes, I know that no FAA lawyer dies when a aircraft has a
| CFIT during an IDP after an engine failure.
|
| Any competent pilot will consider such "details" and adjust
| gross weight, weather or other parameters because pilots
| [and passengers] die, not FAA lawyer.
|
|
| If you are implying that some FAA lawyer wrote that language, you have
| it wrong. That advisory circular was written by some pretty sharp FAA
| ops folks who are trying to inform a misinformed aviation community.

The 300 was certified under SFAR 41, the 350 was certified
in the new commuter category.



"karl gruber" wrote in message
...
|I think the 300/350 is part 23 commuter, or something like
that.
|
|
| "Sam Spade" wrote in message
| ...
| Jim Macklin wrote:
| The sharp people at the FAA write, the lawyers edit.
|
| No FAA lawyer edited AC 120-91.
|
| The FAA will allow pilots to kill themselves in Part 91
operations, they
| tighten up under 121,135 commercial ops.
|
| No, pilots usually kill themselves under Part 91.
|
| Me, I want to have lots of room under the belly. The
300 King Air climbs
| well on one engine, particularly when the weight is
less than 14,000 lbs.
| TOW.
|
| The 300 is certified under Part 25 isn't it?
|
| But a 90 series King Air or even a 200, is under
powered at high and hot
| airports.
|
| Part 23 airplanes, all bets are off.
|
| It is my policy to be able to se and avoid, or fly IFR
with margins even
| beyond the word in the law.
|
| Good for you. But, most of the real guidance is not a
matter of law.
|
| "Bee" wrote in message
| ...
| | Jim Macklin wrote:
| | Yes, I know that no FAA lawyer dies when a aircraft
has a
| | CFIT during an IDP after an engine failure.
| |
| | Any competent pilot will consider such "details"
and adjust
| | gross weight, weather or other parameters because
pilots
| | [and passengers] die, not FAA lawyer.
| |
| |
| | If you are implying that some FAA lawyer wrote that
language, you have
| | it wrong. That advisory circular was written by some
pretty sharp FAA
| | ops folks who are trying to inform a misinformed
aviation community.
|
|

In case you all think this only applies to impossible locations like
Aspen, check out Northampton, MA, 7B2.

Read the obstacle departure procedure. Look at the obstacles
on the approach place and imagine how much margin you would
have if you departed there and followed the procedure. You
need more that 1000 feet only a few runway lengths ahead.

It's a pretty scairy ridge out there, and it's at sea level!

Bill Hale