Fly runway heading
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TheOneMarine
Well-Known Member
If you're precise enough to fly exactly 278 or 280 at will, then you are my hero
They can't tell, so just fly the rounded number, because remember that all they see is your ground track, and as wind changes, your track changes whether your indicated headed changes or not. Hope this helps. 
ghogue
Well-Known Member
Whether or not ATC can tell, the correct heading to fly would be 278.
From AIM:
RUNWAY HEADING- The magnetic direction that corresponds with the runway centerline extended, not the painted runway number. When cleared to "fly or maintain runway heading," pilots are expected to fly or maintain the heading that corresponds with the extended centerline of the departure runway. Drift correction shall not be applied; e.g., Runway 4, actual magnetic heading of the runway centerline 044, fly 044.
From AIM:
RUNWAY HEADING- The magnetic direction that corresponds with the runway centerline extended, not the painted runway number. When cleared to "fly or maintain runway heading," pilots are expected to fly or maintain the heading that corresponds with the extended centerline of the departure runway. Drift correction shall not be applied; e.g., Runway 4, actual magnetic heading of the runway centerline 044, fly 044.
aloft
New Member
If you're precise enough to fly exactly 278 or 280 at will, then you are my hero
I do it on the job every day...in fact, my job requires me to maintain a constant ground track within a degree or so, regardless of wind.
It's not as difficult as it sounds, it's just dependent upon being able to determine your heading/track with the required precision--which a digital readout makes easy.
CaptBill
Well-Known Member
Fly the runway heading depicted on the Jepp 10-9 page. This is not a track so no need to compensate for any wind. For example, flying runway heading for runway 15L or 15R in Houston (IAH) is a 147 degree heading.
Or, if you have no chart info available, when you line up on the runway centerline for takeoff, take note of your heading and maintain that after takeoff.
Or, if you have no chart info available, when you line up on the runway centerline for takeoff, take note of your heading and maintain that after takeoff.
granlistillo
Well-Known Member
I agree, this is the exact answer in the 121 world is RH as derived from, x0-9 or backside of x1-1, no wind correction applied. Thats what our company does.
However, if I were taking off in a cessna or archer lets say from an airport like Sanford Florida, with three fairly closely spaced parallel runways with a stiff crosswind, I would not allow my aircraft to drift from 9c to encroach on 9L just about the point where the flythompson 747 or the Allegiant maddog rotates.
Not saying you were saying different, but I think the answer depends on context and what you are flying. I would say, fly down the center line of the runway and the transistion to runway Heading.
granlistillo
Well-Known Member
Uh, he is an airline pilot, you're an airline pilot. Our automation allows us to do this. If a GA pilot can maintain a two degree tolerance on heading, he probably wont kill anyone.
CaptBill
Well-Known Member
The answer does not depend on context or what you are flying. Don't confuse heading and track. If the controller asks you to fly a heading - do it. If a controller wants you on a specific track - do that. If you are issued a heading and he/she wants your track something different than what it is, they will issue a new corrected heading for you. You applying your own " I would not allow my aircraft to drift" and "fly the center line of the runway" methods are contrary to a "fly runway heading" clearance. Sometimes the controllers ask for something that may not appear logical to us. You can confirm the clearance if you question it, but once understood, it is your responsibility to comply.
The problem there is the flythompson 747 will be drifting. Don't make up your own clearences. Airplanes are airplanes. The only thing that makes them different are the amount and type of cargo.
granlistillo
Well-Known Member
I dont make up my own clearances. I know the difference btwn trk and hdg. I have seen the scenario play out, where an aircraft flew the assigned runway heading, and them got screamed at by the tower for flying over a parallel runway, doing exactly as instructed. Flying a jet, it is pretty easy hitting TOGA, and then soon after heading mode with your -9 hdg dialed in. You will be clear of the runway and off to departure. Unlike a single engine GA plane, after V1 there aint no stopping and you aren't going be there long enough drift over a parallel.
Are you saying if you took off on a close parallel runway in a small aircraft you would let the wind blow you on top of a parallel runway with jet traffice during your 65 kt climb? Fly runway heading, no matter if you are 500 ft over the centerline halfway down the parallel runway? "UH, tower I know departure expects me to fly 270 hdg, but uh, do you want me to cheat a little left so this 747 doesnt hit me?"
BTW, unless you are flying P56 out of DCA, or something similar, i suspect if you are told to fly a hdg 15 degrees off runway hdg, you dont do that until what, 400 feet agl? But by the time you are over to departure you are? So are you failing to follow a clearance?- Of course not.
As I believe I said, Dont encroach on another active parallel runway, maintain runway centerline and then fly the heading. This is totally appropriate for a GA pilot (which I believe he is), not only for separation but in case of engine failure with usable remaining (again not applicable to 121 ops).
There is a difference between 91 SEL ops and 121 jet ops.
granlistillo
Well-Known Member
747 dont drift on takeoff roll and in my scenario that is the problem. and lateral displacement in degrees does differ with airspeed.
Have fun.
Bumblebee
Commodore
the controller gave you an instruction . . .if you do not follow it, then by default, you are amking up your own clearance. If you feel you may drift over another runway, then advise and ask for clarification. The controller expects you and every other aircraft to drift and should have accounted for that in her/his calculation.
Not when it comes to ATC clearances there isn't. Be careful.
flyguy
Well-Known Member
If you are both oprating in an IFR environment, ATC will allow appropriate spacing before clearing two aircraft for takeoff on close parellel runways, so its not an issue. If either of you are operaing VFR, any instuction to maintain a heading will be accompanied by an instruction to maintain visual seperation from any conflicting traffic which will negate the instruction to maitain the assigned heading. In other words, if you are responsible to avoid traffic, do what you have to do. If ATC is responsible, they won't assign you a heading that will take you into the path of a 747. Of course ATC can screw up, and that's why we still have to look out the window even when we are IFR, and if you see a 747 comming straight at you, I'd advise getting out of its way. But, my point is, look out the window and see and avoid traffic, but if you are given a heading to maintain, there shouldn't be any traffic conflicts on that heading.
AA34
Well-Known Member
haha no kidding