Take this Quiz on ODP Departure Procedures | Obstacle Departures | IFR Departures
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- Опубліковано 29 вер 2024
- Can you fly this challenging departure procedure out of Corona, California (KAJO)? Take this five question video quiz and see how you do!
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That's awesome! I fly out of KAJO (Corona) a lot and never thought to see it in one of your examples. I am actually a CFI-I and didn't get all of these right. Guess I gotta study up once again. 😅
Copy the risk.
Also fly out of KAJO :D
A IFR student here. Your humbleness to admit you need to study more as a CFII, reflects your professionalism!
I thought the standard takeoff minimums are nothing unless under part 121 or 135. Why did you say that it’s half a mile. Just wondering if I missed something
I was also wondering this. My understanding was for part 91 there aren't takeoff minimums.
There are no takeoff minimums for part 91. But always a good idea to take the charted ones in consideration
@@Slimjimmyism Absolutely
“East is odd, West is even odder” 😂 lol
I appreciate the content! Best IFR education channel out there.
This was a great way to quiz and explain this. Great job!
are you sure about filing only initial altitudes even with a higher mea along the route? on a checkride i think I'd bust trying to do that
It's a grey area. I think on this one I'd file the higher MEA, but there could be a compelling reason to fly lower initially, and if so 7000 would be fine for that.
@@flightinsight9111 My compelling reason these days would be to make it more comfortable for the dogs. I do fly for Pilots n Paws quite a bit and I try avoiding climbing to these higher altitudes. I guess in this example it doesn't make too much sense necessarily but when I depart NW bound from KAJO, maybe to Bakersfield, I will file for the lowest initial that gets me to the mountain range south of Bakersfield, and then expect a climb over there instead of cruising the whole way at 10,000'.
I got about half right, I'm instrument rated and obviously need to keep studying.
or you can fly in Florida. Only obstructions are gators. lol
Another excellent video. Was following along in Skyvector. East coast pilot and I don’t deal with mountains that high often, so our DPs are usually pretty straightforward. Missed 3 questions so excellent refresher on some of the IFR nuance in DPs.
I got most of it but the altitude. I thought you had to file the final altitude you intend to fly. Learned something new. Thank you.
Very well done. First youtube video in a while that actually made me think.
Super useful. Thank-you. I spent a few hours on this one and will now fly it in the sim. Best online instruction/quiz ever.
What happens (Please cite any FARs) when my SID or ODP ends at an altitude lower than the MEA/MOCA of the airway I intend to join. Example, the North Town 5 at KVGT (NOTWN5.LAS) ends at 7000' and I want to continue on V394 southbound (MEA 9000'). {I know the procedure says at or above, but let us assume that the best climb I could get only got me to 7000'.} Bigger picture, how to get on an airway after takeoff with a really high MEA if the ODP and SID do not allow enough time to climb. An answer might be found in FAH 8083-16B at the bottom of page 2-35 (2-27 for VFR), but I would like something more official and clear. When does "Takeoff from an airport" end? 25 miles? 46 miles? Initial cruising altitude? Surprisingly, there is very little to no information about how to actually get onto an airway at the correct/legal altitude from takeoff. Might make a good video?
At 4:20, you state that the standard takeoff minimums for a 1 or 2 engine aircraft is 1/2 SM. That is not correct. It is 1 NM. 14 CFR 91.175(f)(2): If takeoff weather minimums are not prescribed under part 97 of this chapter for a particular airport, the following weather minimums apply to takeoffs under IFR:
(i) For aircraft, other than helicopters, having two engines or less-1 statute mile visibility.
(ii) For aircraft having more than two engines- 1⁄2 statute mile visibility.
(iii) For helicopters- 1⁄2 statute mile visibility.
Also, selecting 7000' as your initial filed altitude is not a great idea. You have MCA of 12100 going east on T306 for a final GPS MEA of 13000. It makes no sense to file 7000' and the request the higher altitude, especially in a C172 where any delay in the climb could make achieving the MCA problematic.
Thompson Deborah Rodriguez Gary Robinson Carol
I knew as I saw the chart I knew the quiz was on the KAJO ODP haha
Lee Edward White Jennifer Thomas Margaret
Walker Maria Hernandez Sarah Gonzalez Kimberly
NE1; why do yo have to turn left outbound of the hold when hold traffic is right turns?
Oof. I did terrible. Time to review departure procedures.
It's a particularly evil procedure don't feel too bad
Fantastic quiz!!! Thanks for sharing.
Great video. Thanks!
MIssed the last one, where I thought it best to level off at 6700, cross PDZ, then turn into the route and climb en route (for the sake of expediency). Wouldn't that be allowed too, since we're above MEA?
Great exercise. Really makes you think. After doing a bunch of these, it becomes second nature. As always "Measure 3 times and cut once"
Flight insight , seriously, i have learned so much from your videos. Good job!
While it is great example, there are an infinite number of combinations and permutations. You can understand this example, but there are a many more that can't be understood with the information in this example. This is by far the hardest part of instrument flying.
Attempted to fly to Corona the other day…Was vectored away 3 times, and once in the hold. Crazy busy area….
Love your videos. Question at the end when you said turn left to intercept the radio should we have turned right to stay on the safe side of the hold?
Great video. Really good learning.
Great video but one question. Why would you remain in the hold until your FINAL altitude instead of just the 6700 required by the ODP?
I wonder this as well, after 6700 you should be able to climb enroute to the filed altitude.
Reading carefully the Departure Procedure, my interpretation of this is that it is specified that the aircraft can only depart the hold until actually crossing PDZ VORTAC "at or above 6700". So, keep climbing in the hold, ensure you're above at least 6700', then next time passing over the PDZ VORTAC stop climbing if you're already at 7000'. I think.
Couple questions here: why would you file at 7 but the mea is 13 and the gps minimums would be at 9? Also, what’s wrong with leveling off at 6700 then turning when going over the vor, then climbing to 7000?
He said to file for the initial altitude. Which in the first segment would be 7,000. Honestly I don't know why, I also gotta read into that some more.
Leveling off at 6,700' might confuse ATC. I this example the difference of 300' is minimal, but you're expected to climb to your cruise altitude which in this case is 7,000 feet. Let me ask you this: Why would you level off at the 6,700'?
@@Kaipeternicolas if i was flying, i would have exited the hold over the vor as soon as i was 6700 or higher, not 7000, but that wasn’t a choice 😁
Dan, is there a FAR that states you should file the initial altitude and not the highest/final?
There was at least! The AIM used to advise that the altitude block on the flight plan form should include the initial desired and then subsequent changes should be coordinated with ATC. I did a quick look into the Chapter 5 of the AIM and it looks like that explanation hasn't been included anymore, might need to look into it more.
Very nice
1 or 2 engines, standard takeoff minimums are 1 mile, 3 or more engines is a half mile.
Well good that we don't have take off minimums in part 91 I guess.
The takeoff minimums still exist, but part 91 isn't required to follow them.
Regardless, the video said the standard was 1/2 mile.
Since you are entering a holding pattern, would you need to advise ATC that you were established in the hold with your altitude and time, or is this an exception since this is not an ATC issued holding instruction with an EFC time? I assume the latter but still not 100% sure on how the comms would work with this ODP.
I have a question about the altitude, you say 7000ft is the altitude to file because "east is odd thousand, west is even thousand". But, FAR 91.179(a) says "In controlled airspace", we need to maintain altitude or flight level assigned by ATC which means we don't really need to use even or odd thousand altitude for IFR flight.
Atc will assign altitudes relating to the direction of flight to maintain 1000ft of separation between ifr aircraft flying in opposite directions while vfr aircraft will be 500ft from ifr and 1000 ft from other vfr