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Departing into IMC from unsurveyed airport

Asked by: 2551 views , , ,
Airspace, FAA Regulations, Instrument Rating

Are there any regulations or does the AIM have suggestions on how to depart part 91 IFR from an unsurveyed airport (no instrument approaches) into IMC?

 

After getting a release on the ground, you'd probably start in class G, then enter IMC either before or after entering class E.  There won't be any ODPs because the airport hasn't been surveyed, but the pilot could safely roll his own ODP based on VMC experience.

 

Are there any rules about when to turn on course to the first fix in the cleared flight plan?  Or does the pilot just do whatever is required to avoid terrain prior to the first fix in the flight plan?

 

Thanks,

Matt

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2 Answers

  1. Best Answer


    Jeff on Mar 26, 2018

    Notwithstanding the disclaimer regarding the tremendous hazards of departing 0/0, you are correct that you’ll get a release (or more likely a void time) and assuming you’re in the window then you can depart.

    Note that this process has reserved the airspace for you, so if you’re VMC, you need to see and avoid as you usually would as VFR aircraft are allowed. Obviously if you’re IMC then there should not be any other aircraft that you would hit, but YOU are responsible for your own terrain clearance, be it departing IFR but in VMC, possibly a VCOA or like you said a “homebrew” ODP based on sectionals, waypoints and local knowledge.

    Here is what gets people in trouble. Part of your clearance will include something like “upon entering controlled airspace, contact ATC on xxx.yy….”. When you do, you’ll give them the altitude that you’re vacating and the one you’re climbing to, just like you normally would. They are most likely going to come back and say “Radar Contact”. I cannot emphasize this enough THIS IS NOT TO BE MISTAKEN FOR VECTORS and they are NOT providing terrain avoidance. You are still on your own based on your homework. Until you reach their MVA (minimum vectoring altitude), they can’t even give you vectors, and even if you pass through the MVA, until you hear the magic words “Fly Heading xxx” you are completely responsible for your own terrain avoidance.

    If you know how the system works, then it will save your life. But again, really know your personal minimums (just because you can doesn’t mean you should) and if you really want to be able to do this, try it on a clear day on a full IFR flight plan and fly just as you would in the clouds, preferably under the hood with a safety pilot that can look out for VFR aircraft.

    Hope this helps.

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  2. Matt C on Apr 02, 2018

    Jeff, all,

    Thanks for the reply. I agree, I would not want to depart IMC from a field that offered no way to find the runway again if there were a problem on takeoff, or even from a field with approaches but too low a ceiling to get back in time. Just verifying I understood the regulations on a do-it-yourself ODP in preparation for a checkride.

    Posing the same question to the CFII I’m working with, he emphasized one important point is to get to a fix with a known MEA as soon as possible (obviously via a route you’ve determined to be clear of terrain/obstacles when flying VMC). From there you will necessarily be above MVA, and can get vectors to where you’re going or fly along the airway at a known safe altitude until cleared direct.

    Matt

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