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#71
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"Hilton" wrote in message ink.net... ATC assigns 7000' heading over the hill to Monterey (MRY) from Reid-Hillview (RHV). I ask for 4000' (for example) adding "I can maintain my own terrain separation." I then get 4000' or so. BTW: I have no idea what the MVA is there. How high is the hill? |
#72
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"Steven P. McNicoll" wrote: wrote in message ... Beats me. Hilton was the one that brought that subject up, not me. It was you that wrote; "That's all good except they can't clear you to maintain 4,000' in an area where their MVA is higher. They can clear you to climb VFR to maintain their MVA, or higher." So, again, why would the tower clear you to climb VFR to the MVA? Why would you request it? Did it all the time departing ABQ in order to climb close to, and parallel to mountainous terrain, on a nice, clear day. ABQ departure would not vector below the MVA because of the nature of the terrain and its proximity. It was either request the VFR climb or fly a (then) SID that went out of the way. |
#73
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Hilton wrote: Steven P. McNicoll wrote: Hilton wrote: The situation I gave was an IFR flight. I do it often, works every time. What works every time? ATC assigns 7000' heading over the hill to Monterey (MRY) from Reid-Hillview (RHV). I ask for 4000' (for example) adding "I can maintain my own terrain separation." I then get 4000' or so. BTW: I have no idea what the MVA is there. In a 172, getting up to 7000' for 10 minutes of flying is not optimal. Hilton That's one hauling 172 since it's 45 miles between those two airports. |
#74
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Airperson wrote:
Hilton wrote: In a 172, getting up to 7000' for 10 minutes of flying is not optimal. That's one hauling 172 since it's 45 miles between those two airports. At 7000' for 10 minutes, not total flying time. ATC climbs you to 7000', then as you pass the hill, they give you 2000' or 3000'. Hilton |
#75
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wrote in message ... Did it all the time departing ABQ in order to climb close to, and parallel to mountainous terrain, on a nice, clear day. ABQ departure would not vector below the MVA because of the nature of the terrain and its proximity. It was either request the VFR climb or fly a (then) SID that went out of the way. You don't need vectors or a SID or a VFR climb on a nice, clear day for terrain avoidance, just an altitude at or above the MVA. |
#76
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wrote in message ... Did it all the time departing ABQ in order to climb close to, and parallel to mountainous terrain, on a nice, clear day. ABQ departure would not vector below the MVA because of the nature of the terrain and its proximity. It was either request the VFR climb or fly a (then) SID that went out of the way. SLC TRACON does the same thing. It is in a bowl of mountains. You either fly the SID or ask for a VFR climb and get on course quicker. |
#77
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"Steven P. McNicoll" wrote: wrote in message ... Did it all the time departing ABQ in order to climb close to, and parallel to mountainous terrain, on a nice, clear day. ABQ departure would not vector below the MVA because of the nature of the terrain and its proximity. It was either request the VFR climb or fly a (then) SID that went out of the way. You don't need vectors or a SID or a VFR climb on a nice, clear day for terrain avoidance, just an altitude at or above the MVA. True. Nonetheless, our ops specs required that we always be on an IFR flight plan. So, regardless of the weather, ABQ TRANCON would assign the SID and our compliance with it was mandatory, even on a nice, clear day, unless we requested a VFR climb to at least MVA. |
#78
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wrote in message ... True. Nonetheless, our ops specs required that we always be on an IFR flight plan. So, regardless of the weather, ABQ TRANCON would assign the SID and our compliance with it was mandatory, even on a nice, clear day, unless we requested a VFR climb to at least MVA. Requesting a VFR climb does nothing for you with regard to obstacle avoidance. |
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