Chicago Center Fire

We weren't, but they were trying to give other people flight following and other services, ended up being a mess. Especially with all the controllers in training. They've been doing a good job today after they stopped non critical.
 
Should really take that brick oven out of the basement, guys. Pizzas are clearly a New York thing.

/s
 
MikeD said:
Just announce your intentions. It'll all work out! :)
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I was up in KIND several months ago and they had smoke in the tower and evacuated it. We were #1 for departure at the time and I talked to departure and asked them about departing and they said standby. We waited about 20 minutes and the tower was back operational and we departed.

I have wondered what would have happened if I had told departure that I was going to depart. Then on the other radio used the tower freq and gave a traffic report that I was departing and did. They are Class C so all I had to do was make contact with departure right? I am betting the FAA would not have been happy.
 
Corporate Pilot said:
I was up in KIND several months ago and they had smoke in the tower and evacuated it. We were #1 for departure at the time and I talked to departure and asked them about departing and they said standby. We waited about 20 minutes and the tower was back operational and we departed.

I have wondered what would have happened if I had told departure that I was going to depart. Then on the other radio used the tower freq and gave a traffic report that I was departing and did. They are Class C so all I had to do was make contact with departure right? I am betting the FAA would not have been happy.
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(serious)
On IFR, would that not be legal? If the flightplan is filed, the flightplan is filed -- correct? I don't understand how that wouldn't work if there aren't any SIDs involved. And I say it like that because, what's different from a NetJets Citation picking up passengers at 4D0 (or some other uncontrolled field) and filing direct to LEX, versus a Wisky CR2 filing MHT to PHL on the PPORT1 RNAV departure?

Maybe I'm just too green in this industry. (serious)
 
Boris Badenov said:
Uh, I rather suspect that a tower not being able to give you a clearance to take off does not mean that the field somehow immediately reverts to uncontrolled status.
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:oops:

Just gonna sit here and remind myself that "closed / unmanned tower" DOES NOT EQUAL "open tower which happens to be evacuated"
 
Boris Badenov said:
Uh, I rather suspect that a tower not being able to give you a clearance to take off does not mean that the field somehow immediately reverts to uncontrolled status.
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We.will just depart VFR and pick up the clearance once we can contact someone.
 
Boris Badenov said:
Uh, I rather suspect that a tower not being able to give you a clearance to take off does not mean that the field somehow immediately reverts to uncontrolled status.
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Devils advocate here. At my home airport the tower is closed at night. When it is closed you state your intentions on the tower freq and depart or arrive. The tower at KIND was closed. As I stated I did not depart when the tower at KIND was closed just wondering if I could have departed VFR and picked up the clearance with departure?
 
Corporate Pilot said:
Devils advocate here. At my home airport the tower is closed at night. When it is closed you state your intentions on the tower freq and depart or arrive. The tower at KIND was closed. As I stated I did not depart when the tower at KIND was closed just wondering if I could have departed VFR and picked up the clearance with departure?
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From what I recall*, aircraft departing uncontrolled airports into Class C airspace must be handled in accordance with a Letter to Airmen.

I'm not exactly sure a control tower being evacuated designates it as "uncontrolled" in the eyes of le federals. If it does, I have no idea if IND has said Letter to Airmen to accomodate as required.

Also, if there was a broadcast made that Class C services were/were not being provided (as made when there is a radar outage) that could factor in as well.

*Note: It's been quite awhile since I've worked any Class C airspace. May be outdated/incomplete/completely incorrect information. :)
 
Corporate Pilot said:
Devils advocate here. At my home airport the tower is closed at night. When it is closed you state your intentions on the tower freq and depart or arrive. The tower at KIND was closed. As I stated I did not depart when the tower at KIND was closed just wondering if I could have departed VFR and picked up the clearance with departure?
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Try it and let us know how it goes... I think I will sit and wait a few minutes. Without knowing what everyone else in the sky is doing, I am safer on the ground at the moment. My general rule of thumb is: 1)Am I relatively safe 2) is there anything that I can do to put myself is a safer condition that I am currently in 3) Is there anything keeping me from choosing the safer alternative. Sure, I am mission oriented, but I want to end each day with my first class medical intact (without broken bones, etc..), no violations, and without bending metal.

How about this scenario...
You are talking with approach and are told to turn to a heading of 180 and descend to 4000'. (Not cleared for an approach). Then, approach goes off the air. What do you do? Do you stay on that heading until you get to someone else's airspace? Do you complete the approach? Do you go "missed" even before you are established on a part of the course?

Assigned
Vectored
Expected
Filed
 
TripSix said:
From what I recall*, aircraft departing uncontrolled airports into Class C airspace must be handled in accordance with a Letter to Airmen.

I'm not exactly sure a control tower being evacuated designates it as "uncontrolled" in the eyes of le federals. If it does, I have no idea if IND has said Letter to Airmen to accomodate as required.

Also, if there was a broadcast made that Class C services were/were not being provided (as made when there is a radar outage) that could factor in as well.

*Note: It's been quite awhile since I've worked any Class C airspace. May be outdated/incomplete/completely incorrect information. :)
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Approach was still working it was just the tower that was down. I could talk to approch on the ground.
 
Burrito said:
(serious)
On IFR, would that not be legal? If the flightplan is filed, the flightplan is filed -- correct? I don't understand how that wouldn't work if there aren't any SIDs involved. And I say it like that because, what's different from a NetJets Citation picking up passengers at 4D0 (or some other uncontrolled field) and filing direct to LEX, versus a Wisky CR2 filing MHT to PHL on the PPORT1 RNAV departure?

Maybe I'm just too green in this industry. (serious)
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'
Corporate Pilot said:
Approach was still working it was just the tower that was down. I could talk to approch on the ground.
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The key is, if you're IFR, wouldn't you have needed to receive an IFR release? Same as if you were VFR from an uncontrolled field, you'd need a void-if-not-off-by time. In the IND case, you were in a position where you had neither., I would think.
 
ComplexHiAv8r said:
We.will just depart VFR and pick up the clearance once we can contact someone.
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If ops specs allows it.

Hell, it's hard enough coordination tower enroute control when things get sticky.

At least I think I did once, I can't remember. Being old and indifferent really affects the memory.
 
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