Flightist
Well-known member
- Joined
- Jan 1, 2002
- Posts
- 11,168
I posted this on ILSApproach and got a variety of responses. I would appreciate the views of people here. With the airport in question you're in radar contact by the time you're at 800' AGL. the original text of my question is below. The question is basically are you required to follow an obstacle departure procedure while on a IFR flight Plan either in or out of IMC.?
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There's a controversy brewing here at the FBO where I work as to whether it is mandatory to fly the published obstacle clearance procedure for our airport. Our airport CVO (Corvallis, OR) has an obstacle clearance procedure that has you circle up to the VOR on the field to 3000' MSL (2750'AGL). There are mountains about 10 miles to the west as high as 4000' and everything to the east is flat flood plain. I think most people flying out of Corvallis and up and down this valley fly directly east to the enroute structure or pick up vectors shortly out of the traffic pattern.
Some people here at work that researched this have been told by the local FSDO for one, that when you file IFR here you are required to use this obstacle procedure despite the fact you have a totally flat plain from 360 degrees to maybe 170 degrees. My reading of the AIM seems to imply that you could visually provide your terrain clearance till you're in radar contact which around here is about 1200 MSL or sooner.
Could any of you who have experience with this kind of obstacle procedure, please comment. I don't know what difference it makes but our airport is uncontrolled with Class G to 700' and we're served by Cascade Approach with Radar 25 miles to the south in Eugene.
Thanks for your input.
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There's a controversy brewing here at the FBO where I work as to whether it is mandatory to fly the published obstacle clearance procedure for our airport. Our airport CVO (Corvallis, OR) has an obstacle clearance procedure that has you circle up to the VOR on the field to 3000' MSL (2750'AGL). There are mountains about 10 miles to the west as high as 4000' and everything to the east is flat flood plain. I think most people flying out of Corvallis and up and down this valley fly directly east to the enroute structure or pick up vectors shortly out of the traffic pattern.
Some people here at work that researched this have been told by the local FSDO for one, that when you file IFR here you are required to use this obstacle procedure despite the fact you have a totally flat plain from 360 degrees to maybe 170 degrees. My reading of the AIM seems to imply that you could visually provide your terrain clearance till you're in radar contact which around here is about 1200 MSL or sooner.
Could any of you who have experience with this kind of obstacle procedure, please comment. I don't know what difference it makes but our airport is uncontrolled with Class G to 700' and we're served by Cascade Approach with Radar 25 miles to the south in Eugene.
Thanks for your input.