Controller question on Pop-up IFR

This topic just made my day. I've just transitioned to a 135 air ambo job and I had this question a few days ago while departing from an untowered airport.
 
Boskru said:
This topic just made my day. I've just transitioned to a 135 air ambo job and I had this question a few days ago while departing from an untowered airport.
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I recently also started doing Air Ambo work. What I've typically been doing, if able, is filing both VFR and IFR flight plans on the 135 legs, and I'll activate the VFR over the phone prior to takeoff, then pick up IFR when airborne. Once I'm on IFR I switch over to an FSS frequency and close the VFR flight plan.
 
fholbert said:
SoCal Approach (busiest in the world)
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Plain numbers do not tell the whole story. Yes, they're very busy, but they also got more airspace to work with. There are several other places in the world that pack similar numbers into much tighter and complex airspace configurations.
 
fholbert said:
SoCal Approach still busiest in the world if you count ONLY IFR operations.
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You're failing at reading comprehension. Yes, they run the highest traffic count, so by that definition, they're the "busiest". The complexity level is a totally different story, and that is what I was trying to get at with the "more airspace to work with" comment.
 
N90-EWR said:
You're failing at reading comprehension. Yes, they run the highest traffic count, so by that definition, they're the "busiest". The complexity level is a totally different story, and that is what I was trying to get at with the "more airspace to work with" comment.
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I assure you SoCal has it's own unique challenges. What other approach controls have made hard, they have made easy. Lot of airspace yes but a lot of busy airports too. Three airports in Class B, four in Class C and a TRSA. A crap load of VFR aircraft which they deliver a high level of service to, GA flies all year here.
 
fholbert said:
The problem with departing VFR in MVFR and getting/activating a clearance after you're airborne is if you can't get to the MVA/MEA the controller should deny you.

There are a couple of scars on hillsides around Brown Field (KSDM) that prove this fact. Reba McEntire had to find a new band after one of those accidents.
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This is also a dumb way to die. Ignoring the questionable judgment of how one gets into that situation, I'd rather take the much remoter chance of hitting another airplane or getting violated, declare an emergency and ensure my terrain clearance, than 'hope' I can get to the MVA/MEA.

(or just get the clearance and fly an ODP, but y'know, in a hurry, boss wants to make dinner and all)
 
ATHR beat me to it. Crashing into a mountain because you don't want to get in trouble flying into a cloud without IFR clearance is dumb...

Happens waaayy too often...
 
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