If this is your first visit, be sure to check out the FAQ by clicking the link above. You may have to register before you can post: click the register link above to proceed. To start viewing messages, select the forum that you want to visit from the selection below. |
|
|
Thread Tools | Display Modes |
#11
|
|||
|
|||
Is 91.175 enforced in the USA?
91.179
"Sam Spade" wrote in message ... | Jim Macklin wrote: | | In controlled airspace, the MEA or MVA [radar] is | controlling unless you have a IAP. | | In Class G, you can fly under IFR in IMC w/o a clearance, | but you can't climb into or fly sideways into any controlled | airspace w/o first getting a clearance. | | Once a climb to level-off is completed under IFR in Class G airspace | then the aircraft must forever maintain the off-route altitude | requirements of 91.177 unless becoming VFR. |
#12
|
|||
|
|||
Is 91.175 enforced in the USA?
Where are MEA'a published?
|
#13
|
|||
|
|||
Is 91.175 enforced in the USA?
Doug wrote:
Where are MEA'a published? On Victor aiways. |
#14
|
|||
|
|||
Is 91.175 enforced in the USA?
Jim Macklin wrote:
91.179 "Sam Spade" wrote in message ... | Jim Macklin wrote: | | In controlled airspace, the MEA or MVA [radar] is | controlling unless you have a IAP. | | In Class G, you can fly under IFR in IMC w/o a clearance, | but you can't climb into or fly sideways into any controlled | airspace w/o first getting a clearance. | | Once a climb to level-off is completed under IFR in Class G airspace | then the aircraft must forever maintain the off-route altitude | requirements of 91.177 unless becoming VFR. 91.177 is the MEA requirement. 91.179 also has to be satisfied but only after 91.177 is satisifed. |
#15
|
|||
|
|||
Is 91.175 enforced in the USA?
OK, see if I can get it right this time.
Chris wrote: There is no problem setting up a descent to bring you under cloud providing that whilst in cloud you remain 1000 feet above the highest obstacle within five miles either side of your track and once through the cloud are in VFR conditions. The above cannot be done in the US. We can descend to the MEA (which is published on the IFR enroute charts), or to the MVA (which ATC will tell us) and if we are not in VFR conditions, then we have to do an intrument approach. MEA's are higher than 1000 AGL I can tell you that. MVA's are not published, but ATC has a map of them. ATC clearance madatory for IFR flight (with one exception, Class G). I don't honestly know what the rules are for descent in Class G with no radar and no IFR clearance. I don't think there are any. It doesn't happen much, almost all our IFR flight is with ATC clearances and frequently with radar as well etc. |
#16
|
|||
|
|||
Is 91.175 enforced in the USA?
"Doug" wrote in message ups.com... OK, see if I can get it right this time. Chris wrote: There is no problem setting up a descent to bring you under cloud providing that whilst in cloud you remain 1000 feet above the highest obstacle within five miles either side of your track and once through the cloud are in VFR conditions. The above cannot be done in the US. We can descend to the MEA (which is published on the IFR enroute charts), or to the MVA (which ATC will tell us) and if we are not in VFR conditions, then we have to do an intrument approach. MEA's are higher than 1000 AGL I can tell you that. MVA's are not published, but ATC has a map of them. ATC clearance madatory for IFR flight (with one exception, Class G). I don't honestly know what the rules are for descent in Class G with no radar and no IFR clearance. I don't think there are any. It doesn't happen much, almost all our IFR flight is with ATC clearances and frequently with radar as well etc. I think basically the rules are similar in the US and the UK. The main difference is the organisation of airspace. we have a fair bit of Class G airspace going upto FL190 and IFR in IMC can go on outside of radar control because there is none. On the other hand we have a lot of Class A airspace going from 2500' upwards all over the place and it it is impossible to use with an instrument rating. The class A is radar controlled. Going from Class G to A means hanging around for a clearance before entering the class A. We also have an IMC rating which is a version of the IR which allows us to fly in IMC except in Class A aispace. For that we need the instrument rating. The JAA instrument rating is a pig to get as you have to pass 8 exams so some of us fly on an US instrument rating in a N reg plane which means we have to follow the FARs. As the FARs are broadly in line with the ICAO requirements then the rules are similar to the UK. The biggest difference is over the interpretation of IFR/VFR. Non instrument rated and IMC rated pilots can fly IFR in all airspace except class A. But they must be in VMC conditions. |
#17
|
|||
|
|||
Is 91.175 enforced in the USA?
But still, we don't go around doing IMC "letdowns" to 1000' AGL without
being on an approach. If THAT is what pilots actually do in England, and I wonder if they do, even if it is legal, that's a pretty big difference. |
#18
|
|||
|
|||
Is 91.175 enforced in the USA?
Chris writes:
We also have an IMC rating which is a version of the IR which allows us to fly in IMC except in Class A aispace. For that we need the instrument rating. The JAA instrument rating is a pig to get as you have to pass 8 exams so some of us fly on an US instrument rating in a N reg plane which means we have to follow the FARs. Are you saying that you can fly outside the U.S. in a U.S.-registered aircraft and follow U.S. instrument flight rules (instead of local rules)? Or am I misunderstanding? -- Transpose mxsmanic and gmail to reach me by e-mail. |
#19
|
|||
|
|||
Is 91.175 enforced in the USA?
"Doug" wrote in message ups.com... But still, we don't go around doing IMC "letdowns" to 1000' AGL without being on an approach. If THAT is what pilots actually do in England, and I wonder if they do, even if it is legal, that's a pretty big difference. Not 1000' AGL, 1000' above the highest object within 5nm either side of track and it is no big deal really provided you know where you are. A couple of VORs, or one VOR and a DME or ADF and you are home and dry and its like with anything else, you set a minimum descent height and if you are not out of cloud by then, back up you go. Mind you at $9.14 a gallon you don't want to spend too much time diverting 50 miles to find an approach so we tend to play it safe and stay out of cloud. And at 3500' in England the only think you are going to hit is another plane. Remember the UK is relatively low level. The highest elevation is in Scotland at 4409', Wales 3500' and in England its 3210'. |
#20
|
|||
|
|||
Is 91.175 enforced in the USA?
"Peter" wrote in message proposing to ban them but they abandoned it. FYI there is currently a thread running on the flyer.co.uk forum on this, and it contains ANO The idiots on the flyer.co.uk forum are the least reliable about. That forum and the magazine behind it frankly are a joke. The articles that get written are tosh and just for vanity. It is all very embarrassing really when compared to some of the more erudite stuff that comes out of the US. Ian Seagar is a joke as is McCullum and as for that Heald bloke well.....! |
Thread Tools | |
Display Modes | |
|
|
Similar Threads | ||||
Thread | Thread Starter | Forum | Replies | Last Post |
Is 91.175 enforced in the USA? | Ron Rosenfeld | Instrument Flight Rules | 4 | December 22nd 06 06:44 PM |
Is 91.175 enforced in the USA? | Jim Macklin | Instrument Flight Rules | 0 | December 20th 06 12:19 PM |