Class D with radar

[clestudentpilot]

in KFAR that is how it works, old school:bandit:

Where I'm at, it is also old school. We get a call on the interphone from flight data at the facility with radar for us. They give us the clearance whenever they get it. Then we have it, and have to write it down. Then when the pilot calls us on ground, we can read them the clearance, and taxi them. If it is a turboprop or jet, we will ask them if they will be ready to go when they get to the runway, and almost always it is yes, so we call on the interphone again to the TRACON and get the release right then. If it is piston, since they need the run-up time, we wait until they call us on local, and when they do, we tell them to "hold short, awaiting your IFR release", then we call and get the release.

And yes, we also have to call the TRACON with a "down time" when an IFR has landed, that way any other IFR inbounds can be sent to us at that point, and also that will cancel the flgiht plan.

Also, from the old school standpoint, we get the inbound IFR flight info off of the D-Brite as well, and have to write out a strip on them

 

[MikeD]

Just a little more information here, for those that are up-and-coming. There are companies that do not allow you to cancel IFR to help in a situation like this. My former charter company had it in the Ops Man that you could not cancel and could not do contact approaches.

So, it may not be that the guys don't want to be courteous, they may not be able to. Then again, some pilots did not come up in the freight ranks and may not feel comfortable with or know all the tricks in the book.

This is true too.

 

[flyboywbl]

Just a little more information here, for those that are up-and-coming. There are companies that do not allow you to cancel IFR to help in a situation like this. My former charter company had it in the Ops Man that you could not cancel and could not do contact approaches.

So, it may not be that the guys don't want to be courteous, they may not be able to. Then again, some pilots did not come up in the freight ranks and may not feel comfortable with or know all the tricks in the book.

Yah i don't think it's part of their (Allegiant's) op specs. They had just gotten the route to BZN from Vegas so i think they were not used to requesting a VFR climb. They do it all the time know

I do know that some operators have some strict rules about IFR flight,

for example,

Northwest, when they fly out of KBZN, always does the ODP no matter how nice the weather is.

 

[Fly_Unity]

Yah i don't think it's part of their (Allegiant's) op specs. They had just gotten the route to BZN from Vegas so i think they were not used to requesting a VFR climb. They do it all the time know

I do know that some operators have some strict rules about IFR flight,

for example,

Northwest, when they fly out of KBZN, always does the ODP no matter how nice the weather is.

121 and 135 operations are required to fly the ODP on an IFR flight plan. Not neccasarry an operator rule, but a FAA rule.

FAR 91.175 (f)(3)
...no pilot may takeoff under IFR from a civil airport having ODP's ... unless the pilot uses such ODP's


I dont know of a passenger airline thats authorized to climb out VFR. Not sure though

 

[minitour]

I dont know of a passenger airline thats authorized to climb out VFR. Not sure though

We do it out of ASE when we take this tin can in there. This plane has no business being there, but when they insist we do a VFR climb. Pretty sure we're not making the climb gradients on the departure.

-mini

 

[flyasaab]

The airline I fly for does VFR climbs all the time in the prop, but not as of often in the jet.

 

[SteveC]

Pretty sure we're not making the climb gradients on the departure.

-mini

Two engine?

 

[flyboywbl]

I think bozeman is something like 200ft per nm