Many factors can affect your success
Flying from ABC to XYG under instrument flight rules, I was about 100 miles into my trip, and the skies in front were getting darker a lot quicker than the earlier forecast, with large cones of virga streaming across the airway. The quiet controller didn't speak up until I informed her that I did not have onboard weather and asked if she had any radar updates. She informed me of a line 40 miles in length of moderate to heavy precip across my course and approximately 20 miles ahead. I asked if I could get around it, and she said negative, there are military operations areas (MOAs) on both sides. Soon after, and a turn away from diverting back to my departure airport, I was handed off to a new controller who quickly provided me vectors around the storm and into the MOA without hesitation.
My questions: Why would this first controller decline my request to provide me vectors around the cells, and is it difficult for ATC to provide IFR separation in a MOA? I know I could have cancelled IFR and flown through the MOA, but the rain was starting to hit and I didn't want to make that big mistake. What else could I have done or not have done?
Mr. Stormy
Greetings Mr. Stormy:
First, ATC can typically vector you into a MOA if the ATC facility is capable of providing IFR separation in that area. Whether or not ATC can do this is based on several factors about which you may have no knowledge and over which you have no influence. For instance, there may be a Letter of Agreement (LOA) or a Letter of Procedure (LOP) that prevents ATC from using an active MOA for IFR operations. Then again, if the MOA isn't active (and if no other LOAs and LOPs are at play here) then ATC would treat that airspace as it would any other non-special-use airspace. If you're thinking about asking for VFR-on-top as a means of flying IFR through an active MOA, you might want to reconsider, since ATC will ask you to remain above or below the vertical limits of that airspace (which is often from the surface up to 18,000 feet mean sea level in the MOA, and there is no VFR on top at and above 18,000 feet msl).
As to why the first controller couldn't do what the next controller could, I can't really answer that question. Nevertheless, the next time ATC refuses your request, you might politely ask why she can't do so. At least you'll have a better understanding of the reasoning behind her decision.
As far as what you should have done if she were unwilling to assist you in the MOA, the answer to this is pretty clear. You don't fly through any precipitation with the word "heavy" in it, period! Heavy precipitation is defined as either a Level 3 or 4 storm (and that's red on an airborne radar screen). You avoid this area, period! If that means turning around or declaring an emergency and flying through the MOA to avoid the storms, then that's what you should do. Mark Twain once said that it's better to be cautious a thousand times than to die once. I'm not saying that flying through a Level 3 or 4 storm guarantees your destruction, but it certainly doesn't increase your potential for longevity.
CFIs dating clients?
Dear Rod:
I'm the owner/manager of a fixed-base operation (FBO). What's your suggestion on how to broach the issue of CFIs fraternizing with their students? I'm getting ready to write a policy statement to the effect that the only acceptable interaction with clients is in the course of work-related activities.
Thanks,
Jose
Greetings Jose:
Regarding a policy for fraternization, I will say, "No way, Jose."
As a standard policy, and preexisting relationships notwithstanding, I recommend that there be no dating of clients during training! Period! Hormones and avgas don't mix. In fact, I'd go a bit further and say none of your instructors can date any current student, whether they are that student's instructor or not. Draconian? Excessively strict? Perhaps. The problem potential is just too high, in my opinion.
People don't always use good judgment where their love-emotions are involved. It's sometimes possible for students and instructors to date during the training process without issues arising. But if the relationship goes bad (and it can), two people are affected, and usually not for the better. It's not worth the risk to your business, in my opinion. Once the student completes his or her training, then let the games begin.
Running out of sectional
Dear Rod:
I'm curious to know if there is a way to plot a course from one side of the sectional to the next (i.e, the south side to the north side) for a cross-country. My course runs off the top of the south side of the chart onto the bottom of the north side. I can purchase two sectionals, but the word "purchase" is the obstacle here.
Sincerely,
Tom
Greetings Tom:
If you had two of the same sectional charts, you could overlap the north side with landmarks on the south side (there's always some printing overlap from north to south and east to west on these charts) and draw your course line from airport to airport. Without two charts, you can do something similar with a large piece of paper. Here's how it works.
Take a large enough piece of paper and place it on the bottom of the chart's north side so that the paper at least covers the destination airport. Shift the paper right or left slightly to align one of its sides with the nearest line of longitude. Now shift the paper again and align the bottom with some landmark that's shown on both sides of the chart. Look through the paper (or lift it if it's not sufficiently transparent) and make a mark where the destination airport symbol is located.
Now lift the paper and flip the chart over to its south side. Align the side of your paper with the same line of longitude and the same landmark used previously. You've now created a facsimile of the north side of the chart. Use some tape to hold the paper to the chart. Draw a line from your departure airport on the chart to the dot on the paper representing the destination airport.
Congratulations, you now have the plotted course line that you can measure. By using the line that's now drawn on the paper, you now draw the course line shown on the paper to the north side of the chart.
Rod Machado is a flight instructor, author, educator, and speaker. A pilot since 1970 and a CFI since 1973, he has flown more than 8,000 hours and is part owner of a Cessna P210. Visit his Web site.
