A good friend is in Phase 1, inspection done by Vic. For his Phase 1 he is only allowed to land at 2 airports. Is this something new from 3 years ago when I did my phase 1?
What is the logic behind it?
No changes. It's up to the inspector.
Well, that’s not true anymore. I got told a little over a month ago by MIDO that the FAA is cracking down on “unlimited” airports within the test area during Phase I. I was told, and I Quote, “the intent was always to be one primary airport and with exceptions allow 1 other.”
We, as inspectors, do not get to make decisions. Yes, I pushed back, but all of us have to get the operating limitations approved prior to issuance.
My guess is that it hasn’t filtered down everywhere yet.
Vic
No changes. It's up to the inspector.
Well, that’s not true anymore. I got told a little over a month ago by MIDO that the FAA is cracking down on “unlimited” airports within the test area during Phase I. I was told, and I Quote, “the intent was always to be one primary airport and with exceptions allow 1 other.”
We, as inspectors, do not get to make decisions. Yes, I pushed back, but all of us have to get the operating limitations approved prior to issuance.
My guess is that it hasn’t filtered down everywhere yet.
Vic
“the intent was always to be one primary airport and with exceptions allow 1 other.”
And of course, there is some documented evidence to support this "it was always *supposed* to be this way" statement?
It's the gummint. They don't need supporting evidence.
I've been working this issue. It turns out there is a known bug in the AWC platform that Inspectors and DAR's use. Limitation 42 is the Geographical description for the test area. It clearly says that all airports to be used in the test area must be included in the Ops Limits. The automated function of AWC has been leaving this last line off. Here, you can see it for yourself:
No person may operate this aircraft for other than the purpose of meeting the requirements of § 91.319(b).
The pilot in command must comply with § 91.305 at all times.
This aircraft is to be operated under VMC, day only.
This aircraft must be operated for at least _____ hours with at least_____ takeoffs and landings in this geographical area: [ The area must be described by radius, coordinates, navigational aids, and/or landmarks. The size of the area and airports must be that required to safely conduct the anticipated maneuvers and tests.]
This aircraft may only operate from [identify name of airport(s)]. (42)
It is being worked, but may not get changed until the next Order release, or a Deviation to the Order is released. In the meantime, we may have to list the airports.
Yes, we all agree it's a safety issue, and that is the stand that is being taken.
Vic
Big issue in large metropolitan area.
Here's an example of safety being adversely affected - during my maiden flight, the winds at my construction airport increased substantially well above forecast resulting in a cross wind that I didn't feel comfortable with for my RV-12. I ended up diverting to a nearby airport (probably 5-6 existed with my 25 miles) - the winds were more favorably and straight down the runway. I ended up tieing the airplane down for the day until the evening and the winds died down enough to return to my hangar where I completed the aircraft 5 miles away.
Had I not been able to land at my alternate airport, I might have felt some additional pressure to attempt a high cross wind landing on my maiden flight with potentially disastrous results.
If the conditions at these limited locations were unfavorable for safe flight and I had done a proper briefing then I’d invoke 91.3 and land anywhere I need to. I wouldn’t give a second thought to the listed airports if forecast conditions changed and I had to land in a terrible crosswind etc. I’ll contact ATC, declare an emergency on the tapes (they will be dumbfound that your emergency is compliance with an ops limitation). When the paper trail starts and the MIDO is being asked why a pilot needed to declare an emergency, request ATC assistance, the bureaucracy wheels will start squeaking and turning.
Not everyone would do this, and may feel pressured to land at the listed airports in the ops limitations. Not safe! Im not advocating declaring emergency to bypass or loophole the ops limits, but I’m not wrecking an airplane to comply with ops limits either. Especially if I did my due diligence briefing and checking forecast conditions. Has the MIDO considered this?