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Radio Makes SVFR Possible
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Contents
A Warning; ...Informal PIREP; ...The Clearance; ...Weather
Minimums; ... SVFR Clearance Standard Format; ...SVFR
Clearances (Obtained from CCR tower); Eight
SVFR Clearances for CCR; ...Another Arrival Callup;
…SVFR
Clearance Readback; …Negatives of SVFR; …Training
for SVFR; ...SVFR Safety; … Special
Visual Flight Rules; … When SVFR; …Class
B SVFR; …Night SVFR; … Safe
SVFR Is Much Like Safe Sex...Come Prepared; … Low
Visibility SVFR; …Low Ceiling SVFR; … You
Never Know When You Will Need SVFR; …The
Clearance; …SVFR Limitations; … SVFR
Clearance Standard Format; … SVFR
Clearances; …SVFR in Class- E
Extensions
A Warning
A recent Club newsletter contained advice on SVFR out of CCR. The
clearance included the usual 1500 altitude clearance restriction. What
was not included was that that altitude applied only for footprint of the
Class Delta airspace. Any pilot who went beyond that airspace in less
than VFR conditions would be required to remain within 700' AGL.
It is easy to see how a pilot could use the clearance
to climb for VFR conditions only to be guilty of an airspace violation if not
VFR at the 3.1 airport boundary. This situation as in most SVFR
situations is best understood in actual flight rather than by reference to a
chart.
Informal PIREP
--Pilot to pilot
One of the easiest ways to warn or otherwise advise other pilots it is issue a
PRIEP to ATC while suggesting
that the information should be known to a specific pilot or other pilots in
the on the frequency.
The Clearance
Historical note: Since SVFR has essentially 'canned' arrival/departure
procedures, for many years a pilot could obtain a "Card-a-Clearance"
and a number. You just had to give your card number and direction you wanted
to fly. Must have made things too easy. They stopped using it. You can make
your own card-a-clearances on the back of your lapboard. Make one for
departures and one for arrivals. The only things that ever change may be
reporting points, direction and specific instructions.
A SVFR clearance effectively provides you with services in a like manner to IFR aircraft, that is, one aircraft at a time into the airspace unless one aircraft or the other takes on separation responsibility. In order to grant you an SVFR, the controllers must ascertain that your SVFR will not delay any IFR flights. If you try it, you will probably discover just how long it takes you to fly 5 NM (about 3 minutes in a Skyhawk). This distance is the minimum IFR separation.
Inside a Class Delta this minimum separation in less than VFR conditions
can be changed if either aircraft
declared that the other aircraft is "in sight". This puts the
'monkey' off ATC and on the reporting pilot. I have used this method
when making an overhead arrival with a departing aircraft in sight. I
have also used it with a 900' ceiling and unlimited visibility.
Of late, I have flown with several pilots who contend that they only fly in
the best of conditions. They also
fail to recognize that conditions can change in a matter of minutes. Of
interest and not of common knowledge is the fact that SVFR arrivals and
departures can legally and safely be made from most controlled airports when
IFR flights are not possible
The SVFR clearance is a sequential communication from ATC that gives specific
limits and procedures for an arrival, departure, or flight through Class C or
D airspace. To obtain the proper clearance, you must both know where you are
and the direction of entry, departure, or flight through the airspace. The
pilot must request the SVFR clearance. ATC is limited to asking, "What
are your intentions." The pilot is responsible in obtaining and
acknowledging full understanding of the clearance. Any deviation in flying the
clearance is a violation of the applicable FARs. The SVFR clearance places
responsibility for altitude, visibility, and reporting conditions on the
pilot.
Such a clearance has a certain sequence of information.
1. Type/full number of
aircraft
2. Is cleared out of/into Airport's Class D airspace
3. Direction
out/in
4. Maintain SVFR while in the Class D airspace
5. At or below an altitude (500' below minimum radar vectoring altitude.
6. Report clear/entering the Class D airspace or VFR
FAR 91.157 VISUAL FLIGHT RULES: Special VFR
Weather Minimums
(b) Special VFR operations may only be conducted -
(1) With an ATC clearance;
(2) Clear of clouds;
(3) Except for helicopters, when flight visibility is at least
1 statute mile; and
(4) Except for helicopters, between sunrise and sunset
(or in Alaska...) unless -
(i) The person being granted the ATC clearance meets the applicable
requirements for instrument light under Part 61 of this chapter; and
(ii) The aircraft is equipped as required in 91.205(d)
SVFR Clearance Standard
Format
Type/full number of aircraft
Is cleared out of/into the Class D surface area
Direction out/in
Maintain SVFR while in the Class D surface area
At or below an altitude (500' below radar vectoring altitude)
Report clear/entering the Class D surface area or VFR
SVFR Clearances (Obtained
from CCR tower)
Well, finally, it's your turn but instead of a clearance ATC has told you
to do any one of a number of things. You may be told to remain clear of the
airspace footprint in a direction or orientated to a specific place. You may
be told to overfly the field and remain above a specific altitude while
circling overhead and awaiting clearance. It is not unusual to have the best
visibility vertically to the ground as opposed to slant range visibility.
Prior to issuing the clearance ATC may require you to acknowledge visual
contact with another aircraft either IFR or VFR. Additionally, ATC may put a
time restraint on your clearance such having you give assurance that you will
be able to be on the ground in two minutes. From overhead your
clearance may read,
"Cessna 6185K is cleared into the Concord Class Delta
Airspace with reference to departing aircraft to
descend in right traffic for 32 R maintain SVFR
while in the Class Delta airspace report descending
through 1500 report right downwind"
Good radio communications do not have punctuation and should be written that way.
All the time you have been overhead you have been writing down the 'givens'
of the clearance while leaving space for 'surprises'. Notice how much of SVFR
clearances is "canned". Always the same.
Now all you have to do is read it back as you have written it down. Devise
your own shorthand.
The other type of SVFR arrival is where you are told to hold outside the airspace footprint in a specific direction from the airport while you await your clearance. Assume that you have been told to remain clear to the southeast and to expect your clearance in five minutes or by a given time.
"Cessna 6185K is cleared into the Concord Class Delta airspace from the southeast maintain SVFR at or below 1500 while in the Class Delta Airspace report entering the Class Delta airspace report left downwind 19L"
Again you will see that much of it is "canned" as before. The only changes are the direction and runway. All other clearances will be much the same. You could even write the clearance down before you get into the plane. Just leave a couple of blanks for surprises. I used to have my SVFR clearances on my lapboard.
SVFR departures are even easier. You get your clearance from clearance delivery or ground control. You indicate the direction of departure. The clearance will be,
"Cessna 6185K is cleared out of the Concord Class Delta airspace to the Northwest maintain SVFR at or below 1500 while in the Class Delta airspace report clear of the Class Delta airspace for VFR which ever occurs first"
Since you have written it down in "shorthand" already the readback is easy. Good preparation for IFR training.
The altitude mentioned in all SVFR clearances has to do with the altitude at which radar coverage exists. There is usually a 'letter of agreement' between the tower and approach that determines this altitude. The airport, airspace name, reporting requirements and staying SVFR are common to all SVFR clearances.
Visit a tower and make a copy of the SVFR form that they use. You'll see what I mean. The last word on SVFR is that it will not be an enjoyable experience if you do not know the area. You must know where you are at every moment during SVFR or you shouldn't be there. Do not do SVFR into an unfamiliar airport. Do fly your home area and learn the minimum safe altitudes for at least ten miles around. Get with an old instructor and have a new experience.
Interestingly, if you were to look through any number of flight training programs, you would be most unlikely to find SVFR as part of the program. All too many pilots encounter SVFR for the first time alone, inexperienced, and unaware.
When I am called to give a pilot a checkout in a new aircraft I generally try to hit him with, "Have you ever flow SVFR?" Most often they have never been in SVFR conditions and have no plans to get the experience. I do not fly in SVFR conditions, rain, or winds of 30 knots for fun. I do train my students and other pilots in those conditions, however. I do it because, at some point in our careers toward becoming old pilots we may face conditions not of our choosing. Not too many years ago student pilots could ask for and get SVFR clearances. Bad things happened just often enough so now only pilots can get SVFR. Like IFR, SVFR increases the utility of flying. On occasion, it is possible, safe, and legal to make an airport arrival under SVFR when IFR flights cannot. My personal feeling is that a pilot should be trained in the use of SVFR, not to be used as challenge to weather conditions, but rather, as a parachute through an unplanned condition. SVFR at night is very near an emergency situation. That said here is how to do day SVFR.
Eight SVFR Clearances at
CCR
1. Enter/out of/through
Cleared (to enter /out of/through) the Concord Delta surface area
(direction) of Concord airport, maintain SVFR conditions at or below
1500 while in the Delta surface area.
Report:
a. Entering the Delta Surface area
b. Leaving the Delta surface area or reaching VFR conditions, which ever
occurs first.
2. Overhead Arrivals
Descend in SVFR conditions at or below 1500 in (right/left) traffic
(runway) report leaving 1500.
3. Overhead Departures
Climb in SVFR conditions in (right/left) traffic (runway) until reaching
VFR conditions. If not in VFR conditions by 1500, maintain SVFR conditions at
or below 1500 and advise.
4. Local operations
Local SVFR operations in the immediate vicinity of Concord airport are
authorized until (time). Maintain SVFR conditions at or below 1500. When
arriving and making a SVFR clearance request, you may be directed to report at
a specific point where a clearance will be issued.
#1. Departure Callup:
Concord Ground Cessna 1234X base of tower with ALPHA request SVFR
eastbound ready to copy Clearance:
Cessna 1234X is cleared out of the Class Delta airspace to the east. Maintain
SVFR while in the Class Delta Airspace at or below 1500'. Report clear of the
Class Delta footprint or VFR whichever occurs first. Taxi to 1 right advise
tower SVFR eastbound
Copy: _____ ____ C 1234X C^(D)> E SVFR in D 1500 rpt C/VFR
Readback: Clearance is read back verbatim. BE SURE TO REPORT CLEAR OF CZ OR
VFR ON DEPARTURE
Arrival Callup:
Concord Tower Cessna 1234X Benicia at 900 with ALPHA request SVFR ready to
copy
Tower:
Cessna 1234X is cleared into the Class Delta airspace from the North West.
Maintain SVFR while in the Class Delta airspace at or below 1500. Report
entering the Class Delta airspace; report left downwind 1 left.
Copy: _____ ____
C 1234X C>(D)> NW SVFR in (D) 1500 rpt > lft dnwd 1
Readback: Clearance is read back verbatim
#2. Another Departure Call-up
Concord Ground Cessna 1234X base of tower with ALPHA request SVFR
eastbound ready to copy
Clearance:
Cessna 1234X is cleared out of the Class D surface area east. Maintain SVFR
while in the Class D surface area at or below 1500'. Report clear of the Class
D surface area or VFR whichever occurs first. Taxi to 1 right advise tower
SVFR eastbound
Copy: _____ ____
C 1234X CcDsa E MSVFR in cDsa 1500 rpt C/VFR
Readback:
Clearance is read back verbatim
BE SURE TO REPORT CLEAR OF CLASS D SURFACE AREA OR VFR ON DEPARTURE
#3. Another Arrival Callup:
Concord Tower Cessna 1234X Benicia at 900 with ALPHA (request SVFR ready
to copy
Clearance:
Cessna 1234X is cleared into the Class D surface area from the northwest
maintain SVFR while in the surface area at or below 1500 report entering the
surface area; report left downwind 1 left.
Copy: _____ ____
C 1234X C> cDsa MSVFR in cD SA 1500 rpt > lft dnwd 1
Readback:
Clearance is read back verbatim
ALWAYS MAKE ANY REPORT REQUIRED AS PART OF THE CLEARANCE
Another SVFR Arrival
Several months ago, I flew to LVK. ASOS said, or I heard, no clouds below
12000. Anyway, we launched from CCR where it was clear. But LVK ATIS said the
ceiling was 700' and vis 7 miles. Hmmmm... maybe I "heard" what I
wanted to hear on the telephone ASOS before I left? Or the clouds just rolled
in over the Hayward hills. Nonetheless, I had decisions to make.
I flew to the 680/580 intersection. At this point I was over the clouds at 2400'. The cloud tops were at 1300' so I was legal. I asked to transition the Class D west to east "more or less following the highway," which I couldn't see. I could see the Altamont pass area so I could guess where the highway was. The fellow in the tower told me to report abeam the tower, a clever trick since he was under solid overcast.
There were patchy areas out northeast of the airport in the Los Positas College area and also over the towns of Pleasanton and Livermore. I chose the first because there were no houses underneath. At 7:45am on Sunday, I'm sure people didn't want to hear an airplane low overhead!
I called for and received my first SVFR clearance ever. A crying shame, you know, but there you have it--my first. I circled down between clouds and hills and then flew a fairly normal right base to 25R and landed. That's not the funny part.
While I was still positioning after receiving my clearance, a fellow in a Cessna called in from the Altamont area. "Cessna 12345 Altamont, uh, I'd like to land at Livermore." "345, Livermore is below basic VFR, remain clear of the Class D airspace and state your intentions."
"Uh, Cessna 345, I'm flying up toward the Byron area, and, uh, I'd like to land behind the lady in the Cherokee." "345, remain clear of the Class D and state your intentions."
"Cessna 345, I'd like a clearance like hers?" "345, remain clear of the class D airspace and state your intentions." (At this point, I'm cracking up with laughter.
"Uh... Cessna 345 here. Uh, I'd like... uh... a... uh... special VFR
into the Livermore airport?" "345, cleared into the Livermore Class
D, maintain... (etc)" The controller heard the fellow's readback then
gently reminded him that the pilot had to request the
SVFR, and he'd been waiting for him to do so.
I suspect it was also that fellow's first SVFR, and I suspect he had a lot
more hours than I did. The thin layer burned off in the next 30 minutes.
From the internet.
My personal feeling is that any pilot who has a license without being taught and exposed to actual SVFR has been cheated. Any pilot reading the previous sentence who does not feel competent in performing SVFR flight should immediately get some instruction in actual SVFR conditions.
SVFR Clearance Readback.
I have never been able to get a SVFR clearance approved until I have read
back all of its elements.
SVFR Clearances include:
--Aircraft identification
--Identification of the airspace
--Direction to leave/enter airspace footprint
--A required reporting point leaving or entering
--A runway assignment
--Instruction to maintain SVFR inside airspace
--An altitude restriction may include reporting VFR conditions.
Example: (arrival)
Cessna 561DE is cleared into the Concord Class Delta airspace from the
northeast. Report entering the Concord Class Delta airspace. Maintain SVFR
inside the Class Delta airspace at or below 1500 feet. (Readback is correct)
Report 2-mile left base for 19R.
Example: (departure)
Cessna 561DE is cleared out of the Concord Class Delta airspace to the
Northeast. Maintain SVFR inside the Class Delta at or below 1500 feet. Report
leaving Class Delta or VFR whichever occurs first. (Readback is correct)
cleared for takeoff 32R.
Negatives of SVFR
--The willingness to cancel a SVFR flight indicates an excellent
judgmental decision.
--Pride in your ability to fly SVFR is a certain road to becoming a statistic.
--A SVFR flight must be based upon positive information; not on hope.
--Situation: Field was SVFR minimums but area adjacent was not. Emergency
situation.
--One-mile visibility takes 30 seconds at 120 knots. Slow down for better
recognition and reaction.
--I have my own personal SVFR minimums. ONLY into
improving conditions.
--Never plan a flight into deteriorating weather.
--.No SVFR into unfamiliar
situations.
--Never pass an opportunity to get fuel and use the bathroom.
--A SVFR arrival can be made when IFR arrivals are not possible due to ceilings.
Training for SVFR
I would like to take some time to make some training suggestions that apply to
anywhere you fly.
Every local VFR flight should be flown at minimum altitudes so that you can mentally map your minimum safe altitudes when you need to know your SVFR margins. Plan some ifr (I follow roads) routes and make sure the right side of the road is clear of obstacles. Do not plan your SVFR departures and arrivals for the instrument approach routes.
Learn the common checkpoints used in the area and learn the identifiable points about one mile in the four cardinal headings from those points. Practice communicating so that you are not where traffic is likely to be. Cessna 1234 one north point A at six hundred fifty request SVFR ready to copy.
Any time you are within 700' AGL outside of towered airspace you can be a close to a cloud as you want without being in it, You only need one-mile flight visibility. Of itself these conditions are not hazardous if you know exactly where you are in relationship to where you want to go and have the visibility.
With a SVFR clearance you should be the only aircraft in the towered airspace. Two aircraft are allowed only if one has visual contact with the other and accepts responsibility to maintain clearance. Once you admit that you have visual contact you are responsible for maintaining that contact. On occasion, you may not want to admit that you see another aircraft if you anticipate losing contact.
SVFR clearances are all essentially the same. Call your local tower and have them tell you what to expect both for departures and arrivals. Practice making your arrivals as though on a SVFR clearance. I have never been able to get at simulated SVFR clearance.
When you get time, money, and situation settled consider an accelerated program to get the 'rating' out of the way. Then embark on a program to learn what you want and need to know. California IFR is completely different than mid-western IFR.
SVFR Safety
There has been quite an internet thread about the lack of safety
associated with SVFR (special visual flight rules) The Luddite approach to
safety says that you should never do something that compromises safety.
The logic of this if applied to every day life would mean that no one would
ever strike a match, go out in the rain, drive a car, or fly an airplane. Just
living is a safety compromise. We must learn to live in and perform in the
world as it is. To select one portion of that world and contend that it does
not apply is but closing your eyes to reality.
Interestingly, if you were to look through any number of flight training
programs, you would be most unlikely to find SVFR as part of the program. All
too many pilots encounter SVFR for the first time alone, inexperienced, and
unaware.
When I am called to give a pilot a checkout in a new aircraft I generally try
to hit him with, "Have you ever flow SVFR?" Most often they have
never been in SVFR conditions and have no plans to get the experience. I do
not fly in SVFR conditions, rain, or winds of 30 knots for fun. I do train my
students and other pilots in those conditions, however. I do it because, at
some point in our careers toward becoming old pilots we may face conditions
not of our choosing.
Not too many years ago student pilots could ask for and get SVFR clearances.
Bad things happened just often enough so now only pilots can get SVFR. Like
IFR, SVFR increases the utility of flying. On occasion, it is possible, safe,
and legal to make an airport arrival under SVFR when IFR flights cannot. My
personal feeling is that a pilot should be trained in the use of SVFR, not to
be used as challenge to weather conditions, but rather, as a parachute through
an unplanned condition. SVFR at night is very near an emergency situation.
That said here is how to do day SVFR.
I deliberately teach SVFR. Before the FARs prohibited student SVFR I taught
it. After the FARs prohibited student SVFR I teach it. I am often disturbed by
those who preach the evils of SVFR and the exposure to danger that exist in
such flight. I, very deliberately, have taught all my students the procedures
of SVFR both as to flying and radio. I feel, to do otherwise is an abrogation
of my instructional responsibility as much as would be not teaching stall
recovery.
I have given many checkouts in which, on inquiry, the pilots have never flown
in SVFR and have no knowledge as to how the procedure works. They fly in an
effort to totally avoid SVFR, under the impression that it is both unnecessary
and dangerous. In terms of the utility of owning an airplane, I wonder what is
the proportion of VFR, to MVFR, and to IFR weather. Here, in the S.F. Bay
Area, the pilot unable to handle SVFR sure stays home a lot.
My contention is that a pilot who does not know and fully utilize the rules of
flying when the situation requires, is not a competent pilot. I am not
advocating that we should all go pleasure flying in SVFR conditions. I am
saying that SVFR is a not uncommon condition that can, by adherence to the
rules, be made relatively much safer by specific instructional flights much as
is done with cross-country flying. I fly SVFR for instructional purposes and
not for fun.
The student has been conditioned by reading, experience, and previous
instruction to view weather and its associated conditions as pilot killers.
Even IFR instruction is apt be very limited in ‘actual’ exposure. It has
long been my contention that most students begin and learn to fly during the
time of the year most likely to inhibit their growth and development as a
pilot. The first storm of the winter eats a disproportionate number of
airplanes whose pilots have never learned how to deal with unexpected marginal
weather. There, nearly half of the article was used to justify the remainder.
The time for a deliberate training SVFR flight are always selected based upon
forecast improving conditions. This is a basic rule for all weather flying.
Several variations can be used. A low level departure with an overhead
arrival. Low level flight to and from an nearby airport, or just a departure
and return to the home field. It is important that the student become familiar
with the radio procedures for both going and coming. The airspace restrictions
placed upon ATC and clearance restrictions on the pilot are never truly
understood without an actual exposure to the variable situations.
Prior to the flight the radio procedures should be written in full and then
again in short-hand. Then a blank form is made ready for taking the actual
clearance. Between airport flights may require four different clearance
procedures. A complete weather briefing is obtained. Prior to aircraft entry
you visually decide if your planned direction of departure is going to work.
If not, make an alternate plan of departure. Your drive to the airport told
you a bit about at least one direction. Inside the controlled airspace you can
always return if you have not reported clear of VFR.
Once you have reported clear of the controlled airspace or VFR you are on your
own to meet the visibility and cloud clearance minimums for your altitude.
Depending on the transition area you can remain within 1200’ or 700’ of
the ground as long as you have one mile flight visibility. At any altitude
above these you must meet the VFR minimums of 3-mile visibility and 1000’
above, 500’ below, and 2000’ lateral cloud clearance. If unable to
maintain the VFR requirements you must either get down to the Class G airspace
or declare an emergency. This sounds very glib and easy to do in writing. In
real situations it requires considerable local knowledge and decision making
skill. If ever there is a flying skill requiring ‘learning by doing’ it is
SVFR.
The greatest intangible of SVFR is the delay caused by other traffic. IFR
flights have preference. You will be held on the ground or told to remain
clear, usually at a specific VFR point, while IFR flights arrive and depart.
ATC will try to slip you out between IFR flights if they can. It is best if
you request departures and arrivals that avoid IFR routes. To make ATC’s
positioning your SVFR flight into the mix it is important that you are able to
understand and comply with ATC instructions. If you don’t and can’t, say
so immediately. The more you expedite your arrival the better it helps
everyone.
The essential, non-dispensable element in SVFR is that the pilot NEVER lose
situational awareness. You must know where your are and where every obstacle,
identifiable check point is in relation to your position. No compromise. For
this reason most pilots must only do SVFR at their home airports. Every VFR
home field arrival and departure should be used as a situational learning
opportunity. If you don’t know where you are you have no business being in
the air. The lower the visibility the more important it is that you know where
you are.
The first requisite for SVFR is knowledge. You must know the FARs, you must
know the area, you know your own capabilities. SVFR flight can only be flown
with a Class C, D, or E clearance. A SVFR clearance can only be given when
ceilings are less than 1000 feet and visibility is less than three miles but
more than one mile as is determined by a qualified weather observer. In SVFR
conditions ATC has special restrictions that allow only one aircraft in the
airspace at a time, unless visual contact is established between the aircraft.
This contact may be by ATC having seen both aircraft or one aircraft seeing
the other and accepting avoidance responsibility. An IFR aircraft either
arriving or departing has use of less than VFR Class C, D, or E airspace
before SVFR aircraft. This means that when an IFR aircraft is inbound to the
airspace or inside the airspace no SVFR aircraft will be allowed to enter or
leave until ATC has visual with the IFR aircraft. If an IFR aircraft is
departing SVFR aircraft will be told to remain above specific altitudes or
clear of the airspace. If a number of IFR departures or arrivals occur in
sequence this can be quite a while.
Special Visual
Flight Rules
The purpose of SVFR is to make possible arrivals, departures and flight in
Classes C, D, E and some B controlled airspace under less than VFR conditions
locally. When, within the airspace footprint of an airport, the visibility is
reported at less than three miles or the ceiling at less than 1000 feet,
flight conditions are declared to be below VFR minimums and any flight
other than IFR requires SVFR clearance. This is providing that given a ground
visibility of at least 1 statute mile (or flight visibility of at least 1
statute mile if ground visibility is not reported). During the daytime this
condition is shown by having the rotating beacon operating. Special VFR is
available only in airspace in which all aircraft are under positive control.
The various airspace minima are aimed at making sure pilots can both fly to a
destination and avoid other airplanes. SVFR is a way to reduce the separation
burden of the pilot in really marginal conditions while leaving the
responsibility. You still need to be able to keep the aircraft under control,
figure out where you're going, and avoid hitting mountains and trees along the
way.
The following applies to the S.F. Bay area. Other places may vary in some
particulars. Don't let your first SVFR learning experience be without an
experienced pilot or instructor.
When SVFR
SVFR is not a deviation of the FARs. It is a substitution of another FAR
standard. SVFR must be requested by the pilot. ATC cannot suggest that you ask
for SVFR. ATC can only ask what your intentions are. SVFR requires an ATC
clearance. Whenever a pilot in Classes B, C, D or E airspaces cannot proceed
in VFR conditions a SVFR ATC clearance may be requested and given where ATC
facilities can provide an adequate level of safety. When conditions outside
the controlled airspace have the required VFR visibility or in Class G
airspace of one mile and you can remain clear of clouds. You can fly in the
clear above a Class E airport that is below VFR minimums. The clearance allows
you to depart controlled airspace fly to VFR conditions.
SVFR is available in the vertical footprint of Class C, Class D and Class E
surface areas up to 10,000 feet that is not designated as NO SVFR. Under the
FARs a student pilot may not fly or request SVFR. No SFVR clearance can be
given if visibility is less than 1 mile. Morning flying in the fall and winter
often requires that a departure be made under SVFR. If the visibility is
officially reported at less than three miles or the ceiling less than 1000
feet, flight conditions are declared to be below VFR minimums and any flight
other than IFR requires SVFR clearance. During the day this is indicated by
operation of the airport beacon. No SFVR clearance can be given if
visibility is less than 1 mile. A SVFR clearance is needed to depart or enter
a control zone that is below VFR minimums.
Only one aircraft IFR or SVFR is allowed in the Class D footprint airspace at
one time. Unless one pilot has acknowledged visual contact and accepted
responsibility for separation. Once a pilot has accepted separation
responsibility from ATC it remains in effect as long as you are in the
airspace. You should also know that the altitude restriction in the SVFR
clearance is due to a ‘letter of agreement’ between the airport and the
local radar facility. The designated altitude is where radar coverage becomes
possible. Radar/tower IFR handoffs normally occur as aircraft transit this
altitude up or down. SVFR flights are restricted below this designated
altitude.
Class B
Airspace
Class B has a modified version of SVFR always available without SVFR
clearance requirement. Contrary to some thinking this SVFR is not analogous to
Class B airspace since visibility requirements are lower in SVFR and collision
avoidance is provided in SVFR by exclusion of other aircraft. The VFR flight
visibility of three miles in Class B airspace is not changed but
distance-to-clouds minima of ‘clear of’ are set primarily to try to avoid
midair collisions, especially between VFR aircraft and IFR aircraft which may
be popping out of clouds. Where Class B surface area primary airport data on
the sectional restricts SVFR flight you should know that the restriction
applies only to fixed wing aircraft. The basic restrictions to VFR
flight in SFO Class B airspace is clear of clouds and three mile visibility in
your flight direction is not identical to SVFR. SVFR can be used in Class B by
helicopters.
Night SVFR
Night SVFR must have both pilot and aircraft equipped and qualified for
IFR (91.157b4). With the FAR change in night visibility requirements
for VFR is 3 miles 500/1000//2000. Above 1200' AGL and 10,000 MSL to 5 miles
1000/1000/1 mile. It would appear that even a SVFR clearance in Class D
airspace would present a problem for a pilot attempting to leave the IFR class
surface area at night unless certain of the visibility and cloud clearance.
Safe SVFR is
Much Like Safe Sex...Come Prepared
SVFR is a very useful way for the qualified pilot to make
better use of his aircraft and the airspace. Qualified in this
instance has nothing
to do with total experience or ratings. SVFR qualified means knowledgeable.
One thing about SVFR is that it may be allowed when conditions are below
minimums for an IFR approach, but still be legal to land under SVFR! There are
many circling IFR approaches which require visibility better than a mile. The
expectation of a successful landing or VFR conditions requires that the pilot
get the best weather information. Listening to local aircraft communications
and active participation or queries should influence your flight decisions.
Special VFR allows pilots to fly in Marginal-VFR or worse conditions. There is
no guarantee that you will be able to do this without getting into trouble.
You still can't fly in the clouds...but you can fly a lot closer than in VFR
conditions and in much lower visibility. This allows VFR traffic in and out of
D and C airspace when the weather is bad. SVFR lets you go from uncontrolled
airspace to a landing at an airport with Class D airspace by adjusting the
allowable minimums.
SVFR should be part of your training experience. A pilot should never, repeat
never, attempt to use SVFR until he has made several flights with an
instructor or pilot who has made SVFR flights in the area and who knows both
the legal and safety requirements involved. SVFR is not something you should
learn on your own. Many FBO's insurance limit non-instrument rated pilots to
the basic VFR weather minimums (i.e., no specials).
Low Visibility
SVFR
The poor visibility of SVFR provides pilots with four areas of difficulty
- attitude control, navigation, avoiding impact with terrain, and avoiding
impact with other aircraft. A weather front or radiation fog can create SVFR
conditions due to visibility. Radiation fog may often linger all day. Ceilings
will be reported as indefinite. Even with one mile ground visibility the slant
range visibility may make the only viable approach be from overhead. The fog
may be anywhere from 400 to 1000’ feet thick vertically. The airport is
completely visible only from overhead. In this case the SVFR clearance will
direct the pilot to report above the airport at a specified altitude in VFR
conditions to await a SVFR clearance. When traffic conditions allow, the SVFR
flight will be directed to descend in the pattern for landing. A corresponding
departure may be directed to climb in the pattern and report reaching VFR.
SVFR may be allowed to enter or leave if ATC can pass the visual separation
responsibility over to the SVFR pilot. (I was recently cleared SVFR from over
the airport after I reported departing IFR aircraft in sight.)
Low Ceiling
SVFR
Still SVFR does not need to be always flown in poor visibility. It just as
likely, and even more likely to be flown in good visibility but under low
ceilings. This particular type SVFR is caused by advection fog conditions.
Advection fog forms a layer anywhere from 400 to 2000’ thick. It will ride
like a blanket in and out from the ocean over the land for many miles. How far
inland it goes is pretty much determined by the inland temperatures the day
before. The hotter the Central Valley of California the further inland will
intrude the advection fog. This fog can extend clear across the valley. It
moves in and out from the ocean in about four day cycles depending on the
interior temperatures. By learning to read the changes you can predict SVFR
conditions.
It is possible for a SVFR flight to make a safe arrival at an airport when an
IFR flight might not. Once cleared into or out of the Class D or C airspace
the SVFR flight has no minimum altitude restriction. You can remain as close
to the clouds as you want but must have 1 mile visibility in the flight
direction. You could arrive/depart at 300' under SVFR conditions where the IFR
pilot would have 400' descent minimums and never see the airport. These flight
conditions are not unusual with advection fog in coastal regions.
Occasionally, ATC may delay giving you your SVFR clearance and ask you to
report a geographic point just outside the airspace footprint. This enables
ATC to slip your SVFR flight, into the airspace with a clearance not possible
from farther out due to IFR traffic.
When cleared, I was less than three minutes from a safe arrival and landing.
Knowing what is legal and safe in minimum conditions should be required
knowledge.
You Never Know When You Will
Need SVFR
I arrived at my home airport when all IFR traffic was unable to breakout
at minimums. I chose to come into the airport from the non-IFR approach side.
Went underneath about 10 miles out in ten mile visibility over flat terrain. I
called up for SVFR clearance, but had to wait for an IFR traffic break while I
circled outside the airspace. Flew up to the airspace limit line, got a SVFR
clearance, and waited about five minutes for an IFR guy to get clear. Was
cleared for SVFR and the tower had me in sight three miles out because I knew
exactly where I was and gave a precise position report. No problem, legal,
safe, and practical. Knowing what can be done both safely and legally is
important.
Instructors should take students who live in coastal regions subject to
advection fog on several SVFR flights. It is important to experience, first
hand, the limitations and potentials of SVFR flight.
The Clearance
Historical note:
Since SVFR has essentially 'canned' arrival/departure
procedures, for many years a pilot could obtain a "Card-a-Clearance"
and a number. You just had to give your card number and direction you wanted
to fly. Must have made things too easy. They stopped using it. You can make
your own card-a-clearances on the back of your lapboard. One for departures
and one for arrivals. The only things that ever change may be reporting
points, direction and specific instructions.
The SVFR clearance is a sequential communication from ATC that gives specific
limits and procedures for either an arrival, departure, or flight through
Class C or D airspace. To obtain the proper clearance you must both know where
you are and the direction of entry, departure, or flight through the airspace.
The pilot must request the SVFR clearance. ATC is limited to asking,
"What are your intentions." the pilot is responsible in obtaining
and acknowledging full understanding of the clearance. Any deviation in flying
the clearance is a violation of the applicable FARs. The SVFR clearance places
responsibility for altitude, visibility, and reporting conditions on the
pilot.
Such a clearance has a certain sequence of information.
1. Type/full number of aircraft
2. Is cleared out of/into Airport’s Class D airspace
3. Direction out/in
4. Maintain SVFR while in the Class D airspace
5. At or below an altitude (500' below minimum radar vectoring altitude.
6. Report clear/entering the Class D airspace or VFR
FAR 91.157 VISUAL FLIGHT RULES: Special VFR Weather Minimums
(b) Special VFR operations may only be conducted -
(1) With an ATC clearance;
(2) Clear of clouds;
(3) Except for helicopters, when flight visibility is at least 1 statute mile;
and
(4) Except for helicopters, between sunrise and sunset (or in Alaska...)
unless -
(i) The person being granted the ATC clearance meets the applicable
requirements for instrument
flight under Part 61 of this chapter; and (ii) The aircraft is equipped as
required in 91.205(d).
SVFR
Limitations
SVFR is not a temporary Class G airspace, either. In class G airspace, no
separation is provided by ATC even with radar. Under SVFR the only separation
provided by ATC is by clearing only one aircraft into the airspace at a time.
Non-radar ATC has separation responsibility only when both aircraft are on the
ground. Many pilots have a mistaken idea that under VFR, IFR and SVFR you
always receive ATC separation services. Not so.
A SVFR clearance effectively provides you with services in a like manner to
IFR aircraft, that is, one aircraft at a time into the airspace unless one
aircraft or the other takes on separation responsibility. In order to grant
you an SVFR, the controllers must ascertain that your SVFR will not delay any
IFR flights. If you try it, you will probably discover just how long it takes
you to fly 5 NM (about 3 minutes in a Skyhawk). This distance is the minimum
IFR separation.
Just as the biker can best protect himself from automobiles through knowledge
of their performance capabilities and rules, so can the VFR/SVFR pilot benefit
from knowledge of IFR. Stay clear of IFR approaches, check points and
altitudes. Under SVFR the VFR pilot is actually flying in IFR conditions.
Normally, SVFR flights are required to remain clear or denied takeoff
clearance if an IFR flight is present. IFR flights have priority. If the VFR
pilot will listen carefully on the radio he will hear IFR flights being given
specific reporting points and routes. Become familiar with both the routes and
points so as to remain clear or know where to look for traffic.
SVFR is a good thing to keep in mind for landing if the weather turns bad on
you. If you can't do IFR and ATC won't allow VFR, requesting SVFR can get you
down safely. I makes me wonder who, in his right mind, would ask for an SVFR
at night if he already has an instrument rating? A pilot who is so doubtful of
his remaining fuel that he wants the quickest way in could well opt for the
SVFR.
SVFR should never be attempted unless the pilot is VERY familiar with the
airport and surrounding area. You must know well all arrival checkpoints from
ten miles out right to the airport. You MUST know where you are at all times
in relationship to airspace, obstacles, and route. You must know the location
and altitudes of all obstructions along the route. You must know what you are
doing before SVFR becomes a reasonable option. If you are going to fly under
the weather, fly to the right side of valleys and roads.
Flying in SVFR conditions requires that you get some experience and training
in your area's specific requirements. Again, if your experience has never
included SVFR with an instructor do not try it alone the first time.
SVFR Standard
Clearance Format
--Type/full number of aircraft
--Is cleared out of/into the Class D surface area
--Direction out/in
--Maintain SVFR while in the Class D surface area
--At or below an altitude (500' below radar
--vectoring altitude)
--Report clear/entering the Class D surface area or VFR
SVFR Clearances
(Obtained from CCR tower)
1. Enter/out of/through
Cleared (to enter /out of/through) the Concord Delta surface area
(direction) of Concord airport, maintain SVFR conditions at or below 1500
while in the Delta surface area.
Report:
a. Entering the Delta Surface area
b. Leaving the Delta surface area or reaching VFR conditions, which ever
occurs first.
2. Overhead arrivals
Descend in SVFR conditions at or below 1500 in (right/left) traffic
(runway) report leaving 1500.
3. Overhead departures
Climb in SVFR conditions in (right/left) traffic (runway) until reaching
VFR conditions. If not in VFR conditions by 1500, maintain SVFR conditions at
or below 1500 and advise.
4. Local operations
Local SVFR operations in the immediate vicinity of Concord airport are
authorized until (time). Maintain SVFR conditions at or below 1500. When
arriving and making a SVFR clearance request, you may be directed to report at
a specific point where a clearance will be issued.
#1. Departure callup:
Concord Ground Cessna 1234X base of tower with ALPHA request SVFR
eastbound ready to copy.
Clearance:
Cessna 1234X is cleared out of the Class Delta airspace to the east.
Maintain SVFR while in the Class Delta Airspace at or below 1500'. Report
clear of the Class Delta footprint or VFR whichever occurs first. Taxi to 1
right advise tower SVFR eastbound
Copy: _____ ____
C 1234X C^(D)> E SVFR in D 1500 rpt C/VFR
Readback: Clearance is read back verbatim.
BE SURE TO REPORT CLEAR OF CZ OR VFR ON DEPARTURE
Arrival Callup:
Concord Tower Cessna 1234X Benicia at 900 with ALPHA request SVFR ready to
copy
Clearance
Cessna 1234X is cleared into the Class Delta airspace from the North West.
Maintain SVFR while in the Class Delta airspace at or below 1500. Report
entering the Class Delta airspace; report left downwind 1 left.
Copy: ____ ____
C 1234X C>(D)> NW SVFR in (D) 1500 rpt > lft dnwd 1
Readback: Clearance is read back verbatim
#2. Another Departure Call-up
Concord Ground Cessna 1234X base of tower with ALPHA request SVFR eastbound
ready to copy
Clearance:
Cessna 1234X is cleared out of the Class D surface area east. Maintain
SVFR while in the Class D surface area at or below 1500'. Report clear of the
Class D surface area or VFR whichever occurs first. Taxi to 1 right advise
tower SVFR eastbound
Copy: _____ ____
C 1234X CcDsa E MSVFR in cDsa 1500 rpt C/VFR
Readback:
Clearance is read back verbatim
BE SURE TO REPORT CLEAR OF CLASS D SURFACE AREA OR VFR ON DEPARTURE
#3. Arrival Callup:
Concord Tower Cessna 1234X Benicia at 900 with ALPHA (request SVFR ready to
copy
Clearance:
Cessna 1234X is cleared into the Class D surface area from the northwest
maintain SVFR while in the surface area at or below 1500 report entering the
surface area; report left downwind 1 left.
Copy: _______ ____
Cessna 1234X C> cDsa MSVFR in cD SA 1500 rpt > lft dnwd 1
Readback:
Clearance is read back verbatim.
ALWAYS MAKE ANY REPORT REQUIRED AS PART OF THE
CLEARANCE
Airspace for SVFR
The key is that it has to be a surface area that ATC controls. Usually
no special VFR in Class B, but C and D, and E to the ground (the dashed
magenta lines around some airports), the E usually has no tower, but ATC can
give special VFR in E surface areas. In fact, if visibility is below VFR
minimums, special VFR is required in Class E, C and D surface areas. The
reason is so ATC can separate VFR traffic from IFR traffic.
There is no special VFR in Class E that does not go to the surface however. There are weather minimums for special VFR which is clear of the clouds and one statute mile. At night the pilot has to be instrument rated. Keep in mind, special VFR is a clearance, and not an airspace designation.
On departing an airspace for which you have a clearance you must
immediately
comply with basic VFR requirements. For example your clearance may be to
maintain SVFR at or below 2000 feet while in Class Delta airspace. This
means that on leaving Class Delta Airspace you must have three mile visibility
and required cloud clearances. In this situation you should plan to
leave the Class D airspace at either 700 or 1200 AGL where only one mile
visibility and clear of clouds is required. This is a 'trap' that is not
always well explained or taught.
To Cecil on Taxiing
Taxiing may well be the last thing a pilot learns to do well. Little things like getting the nose wheel straight when stopping during a turn for a 'push-back' parking space or to face the wind. ATC does not give permission. Taxi instructions are unspoken clearances. Nice CFI quiz question: When does ground control give a taxi clearance? Answer given in small print below. (To get you going after being told to stop.)
The only time I have ever had a student damage an aircraft with me in the
right seat was in a Piper. Of course all of you know that just above the
toe-stop of the Piper rudder pedals is a cabin structural bar. If you lift
your feet, have large feet or otherwise get your toes past the toe-stop of a
Piper you will soon be pushing on that bar and not on the pedals or brakes.
One of the first things every introduction to a Piper should include is a LOW
look up above the rudder pedals at that structural bar that is just above the
rudder pedals. It's there, just waiting to cause a ground accident/incident.
The latest ATC readback requirement of all taxi instructions is one of the
best moves the FAA has made in years. Will make IFR read-backs less
threatening.
When I take a student to an unfamiliar airport day or night we ALWAYS taxi
back and often stop for a visit. A chance to talk with the 'locals' can
prevent many problems otherwise likely just waiting to bite you. At least one
hour of my three-hour night area flight to nearby airports for the ten
landings to a full-stop includes night taxi skills.
On occasions where the field is well below VFR minimums and we can't see over a relatively short half mile. I take advantage of the conditions to give a taxiing lesson which will include complex
route instructions to uncommon runway intersections. Sure keeps the instructor awake.
Hi. My name is David Kwapinski and I am a aviation student at the University of North Dakota. I am doing a presentation on the E6-B. I was wondering if you could explain a little more on how it got the designation E6-B. Something about the army? I am confused. If you could give me an explanation that would be perfect. Thank you for your time.
David Kwapinski
Dave,
Several years ago the son of the inventor filled me in a bit but I don't remember the details.
As best I can remember the inventor was in the Navy. He did several versions
until his final version he called the E6-B. I can't recall just why it was called that. All the ships had
a table top version for navigation purposes. The inventor essentially just minitureized the shipboard
program. After the expensive brass ones came aluminum and then plastic near the end of WWII. You should be aware that most of the problems done on the time distance side of the E6-B are proportions. A person who is uncertain in using the E6-B should work the proportions on paper to make certain the reasonableness of his E6-B answer. A good way to introduce the E6-B would be by displaying a series of proportion problems and their solutions. Then follow up the process using the E6-B. True skill in using the E6-B is demonstrated by using only one hand.
The wind side of the E6-B is best explained by drawing wind triangles. You
need to have a ruler,
protractor or plotter and a relatively large piece of paper. Since wind speeds are in knots, it is best to do speed and distance in knots as well. Make a line on the paper with every 1/16 inch as a nautical
mile. Select a direction and speed for the line. You could do all of these on a sectional as well.
From the far end of the line use a protractor to draw the line that proportionally gives velocity and
direction of the wind.
From the start of your airspeed line draw a line to the free end of the wind vector. This line tells you
your ground speed and wind correction angle Odds are on that no one in your
group will have ever drawn a wind triangle so one instructional idea would be
to bring (borrow, steal) enough rulers and protractors for every two students.
Set up a problem that you already have drawn and solved for the class to do in
pairs. Walk them through it. One step at a time.
The value of this is that the E6-B can be done incorrectly several different ways. Ability to draw and
understand the basics of a wind triangle give the pilot a test of 'reasonableness' to his E6-B solution.
You could set up a problem and ask each pair to time how long it takes to get their first solution as
to ground speed and wind correction angle. Do three other problems and have each pair try to
improve their time and accuracy with different winds and flight headings. You may find that the wind triangle can be just as fast as the E6-B and puts the problem on the chart at the same time.
Some examiners use this as a part of their commercial checkride.
During the war I had a solid brass one that I gave to my son but it has since disappeared. At one
point a marked improvement was made about 1980 by making some cutouts that allowed you to
make 45 entries into patterns but the FAA thought it made the process too easy and prohibited its
use while taking examinations. End of progress.
Dave,
What I am giving you is the basis for a presentation as I would do it to a group of would-be
pilots. I am showing you the basics needed to understand the E6-B. It is a circular slide rule.
on one side and an overlay of a sectional direct flight with wind on the other. Your presentation
using how to solve proportions and wind triangles will do more to explain the E6-B than actually using it. He who teaches learns twice.
During the war I had a solid brass E6-B that I gave to my son but it has since
disappeared. At one
point a marked improvement was made about 1980 by making some cutouts that allowed you to
make 45 entries into patterns but the FAA thought it made the process too easy and prohibited its
use while taking examinations. End of progress.
Plotter
The first aircraft plotter was invented by a Naval officer named Weems. He
adapted the much
larger shipboard plotter into a plastic model which was like a ruler with an
arc of 180-degrees
in the center. The ruler itself had measures for the WAC and sectional charts
in both nautical
and statute miles. A post-WWII improvement was to make a rotating azimuth dial
with arrows
indicating the route direction. Until recently all plotters were of a plastic
that would be destroyed
by heat. Protect any plotter from the sun.
After the expensive brass ones came aluminum and then plastic near the end of WWII. You should be aware that most of the problems done on the time distance side of the E6-B are proportions. A person who is uncertain in using the E6-B should work the proportions on paper to make certain the
reasonableness of his E6-B answer. A good way to introduce the E6-B would be by displaying
a series of proportion problems and their solutions. Then follow up the
process using the E6-B.
True skill in using the E6-B is demonstrated by using only one hand. The
electronic E6-B need not be faster than the whiz-wheel. A proportion can be
set up in eight different ways.
Three related elements are always given with one element unknown. Think of a
tree (T)and its shadow (S) relative to a pole of known height. (H) find the
height of the tree. This is only one eight possible equations. See if you can
come up with the other seven. You always multiply the diagonals and divide by
the diagonal of lonesome George to get the value of lonesome George..
T equals_? (Lonesome George) Think 1/3 = 2/6 and arrange the numbers in eight different but
P H correct ways where the diagonals give the same product..
The wind side of the E6-B is best explained by drawing wind triangles. You need to have a ruler,
protractor (plotter) and a relatively large piece of paper. Since wind speeds are in knots, it is best to do speed and distance in knots as well. Make a line on the paper with every 1/16 inch as a nautical
mile. 16 per inch etc until you get one-hour's worth. Six inches = 96 knots
TAS Select a direction
and speed for the line as TC. (No variation or deviation) You could do all of
these on a sectional
as well. From the far end of the line use a protractor to draw the line
that proportionally gives velocity and direction of the wind. in knots and
True direction. Forecast winds are always True. Airport winds are always
Magnetic. Do all speeds in Knots From the start of your airspeed line draw a
line to the free end of the wind vector. This line tells you your ground speed
and wind correction angle. To this you must add/subtract variation and
deviation.
Odds are on that no one in your group will have ever drawn a wind triangle so one instructional idea
would be to bring (borrow, steal) enough rulers and protractors (plotters)for
every two students. Set up a problem that you already have drawn and solved
for the class to do in pairs. Walk them through it. One step at a time. The
value of this is that the E6-B can be done incorrectly several different ways.
Abilit y to draw and understand the basics of a wind triangle give the pilot a
test of 'reasonableness' to his E6-B solution.
You could set up a problem and ask each pair to time how long it takes to get their first solution as
to ground speed and wind correction angle. Do three other problems and have each pair try to
improve their time and accuracy with different winds and flight headings.
You may find that the wind triangle can be just as fast as the E6-B and puts
the problem on the chart at the same time.
Some examiners use this as a part of their commercial checkride. Important
to note that wind direction and velocity is NEVER as forecast. Be prepared to
make wind correction adjustments.
The Wind Navigation I use is:below.
I make three blank forms if flying a triangle.
Wind Correction Angle
True Course True Heading
Variation Variation
Magnetic Course Magnetic Heading
Deviation Deviation
Compass Course Compass Heading
True Course is line on chart
True airspeed comes from the power and altitude charts of the POH
Divergence between all courses and headings will be wind correction angle
Variation is found on chart as magenta dashed line across chart
Magnetic Course determines altitude required by Hemispheric rule
Deviation is found on card attached to compass
Compass Heading is what you FLY between second and third checkpoints
Feel free to ask for more or different...
Gene whitt
----- Original Message -----
From:dave kwapinski
To:gwhitt@ix.netcom.com
Sent:10/13/2005 3:29:52 PM
Subject:E6-B
Anyone interested in old airfields should take a look at Paul's
> web site.
> http://www.members.tripod.com/airfields_freeman/
Y'all,
Before political correctness entered, I was a teacher of retarded children.
When understanding occurred we had an ah-ha experience together. I learned as
much from my students as they learned from me. My experiences with children
made me a better teacher of flying.
I found that if I could not explain something to a ten-year old I did not understand it well enough. I would explain/demonstrate one aspect of Bernouli theory by blowing between two hanging sheets of paper. I would further illustrate Bernoulli by blowing below and above a piece of paper making an airfoil over my fingers. Like Dudley, I believe simplicity is the way to go.
Gene Whitt
www.wxnotice.com now has on demand
Metar and TAF weather reports sent to your cell phone. The service is free. We
still need pilots to help test a new weather service. Get aviation
weather info such as satellite and nexrad radar images sent to your
cell phone. See us at www.wxnotice.com
,
WingX Browser Beta. will display color-coded METARs, TAFs, winds aloft,
temperature aloft, trends etc. Take a look at the screen shots (landscape mode
too):
http://www.hiltonsoftware.com/Beta.html
We'll add more as time goes on, so please email me at hilton@<company
name>.com and share you thoughts.
BTW: No wireless connection required. Simply sync before you leave, or if you
do have a wireless connection, sync up anytime. Nno registration, no
subscription, no fees, no small print... Download, install, and away you go!
Class C into Oakland
I have the Class C procedure for a flight to Oakland, CA on my web site The
layout of Oakland allows you to use Norcal Approach on 120.9 or 127.0 and well
as going direct to OAK tower on 118.3. Knowing how to know where you are in
relation to the airspace requirements determines which frequency to use.
If you don't know, make an early call giving your location and ATC will
help you get things sorted out. Depending on the day of the week and time of
day any one of frequencies might be preferred when you call. Listening on the
frequency for a minute or so might give you a clue.
SVFR in Class E Extensions
I have enjoyed pouring over your site since finding it some weeks ago.
Haven't got bored yet!
Anyway, I was reading your section on SVFR and found the following statement
under the 'Arrivals' section, "One mile visibility and clear of clouds is
VFR when within 700 or 1200 feet AGL in Class E airspace." This has
confused me as it was my understanding that if you are in Class E airspace
then VFR requires 3 miles, 500 feet below, 1000 feet above, 2000 horizontal
unless under a SVFR Class E surface clearance. Or is this statement really
referring to the Class G airspace underlying Class E with the 700 ft or 1200
ft AGL dependent upon the charted Class E floor? The following paragraphs in
that section seem to take that view.
Mike
Mike,
Yes it applies to class G airspace as you surmised. In my experience I have
found that the best and most practical way to teach SVFR is by actually flying
in it. For example: When you get a SVFR clearance it applies only to the
footprint of the Class D or C airspace involved. While operations outside the
footprint follow the usual requirements of visibility and cloud clearances.
Confusion results for example on a departure clearance that may state as
follows. Cesssna 561DE is cleared out of the Class Delta airspace North at
or below 1500' maintain SVFR while in Class Delta airspace report clear of
Class Delta airspace or VFR which ever occurs first. The 1500 (or other
altitude) is related to the altitude where radar detection becomes possible.
However, outside the footprint if the weather above 700'/1200' AGL is not VFR
then Class G rules apply except where an instrument approach extensions exists
as Class E. The major factor being altitude. This means that a departing
aircraft in the above situation and clearance must not leave the controlled
airspace of the clearance above 700/1200 feet unless VFR. My advice is to stay
lower than the 700/1200 AGL until you are able to determine conditions.
Just the other day I visited a newly licensed private pilot and picked his
brain with his permission. He had passed his checkride with 56 total hours
over a period of seven months. On analysis, I found that he had been prepared
for a particular examiner. He had never been taught ground reference maneuvers
nor SVFR. The examiner was known not to test ground reference. Not having been
introduced to SVFR means that, while he may be able to talk the procedure any
flight into SVFR conditions will be a virgin experience. Not exactly the way
to go.
It is not common knowledge that SVFR arrivals can be safely flown into towered
airports when IFR arrivals cannot be made. SVFR does not have the altitude
restrictions of decision height or minimum descent altitudes required of IFR.
I have flow into my home field in the S.F. Bay Area (KCCR) at 200' with
unlimited visibility below the advection fog when the 380' IFR minimum was
making everyone go missed. Again, flying it makes it easier to understand.
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