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Procedures & routes not variable - point about corner closing doesn’t permit vectors around due to departure routes
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Excessive vectors
Scenario: General Aviation - Piper Cherokee 180.
Roswell, NM -to- Decatur, TX . Operated VFR under FAR Part 91.
What information is available prior to departure? FAR 91.103 requires that the pilot-in-command be adequately briefed on all information concerning a planned flight, including weather reports and forecasts.
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Commercial TV and Radio weather reports, internet. Multiple public sources show a weak Eastward moving cold front over central Texas with possible precipitation developing. No severe weather is predicted. These sources are not aviation-oriented and don’t provide specific information such as ceiling and visibility, but are likely to contribute to the non-professional pilot’s go/no-go decision and route planning.
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FSS pre flight weather briefing. Includes NOTAMS, SIGMETS, etc.
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TIBS - Telephone Information Briefing Service. Recorded telephone data. Menu selection allows weather briefing and forecast for general routes of flight from the local major metropolitan area to different compass directions. NOTAMS and SIGMETS are not included.
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DUATS [provide graphics] - Direct User Access System. Available via modem to a home computer. Use is free but is restricted to current holders of an Airman Medical Certificate. Registration is required, to control use and to record accesses for possible accident or lost aircraft investigation.
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ASOS - Automated Surface Observation System. Available via voice telephone or VHF. Computer-generated voice report on periodic automatically gathered meteorological data from the ASOS site. Includes ceiling, visibility, precipitation, barometric setting, temp, wind, rainfall accumulation. Available at Roswell, NM
General Aviation Scenario 1400Z: The pilot-in-command (PIC) calls the ELP FSS via the national 800 number for pilot briefings (1-800-WX-BRIEF, or 1-800-992-7433) At departure time there are no relevant AIRMETS, SIGMETS, or other weather advisories to indicate that VFR flight from Roswell, NM to Decatur, TX (40 nm NW of DFW) would not be possible today. However, light rain may be expected in East-Central Texas. Icing should not be a problem below 10,000 feet. The PIC records the wind information for planning his flight. A few minutes later the PIC calls back and files his VFR flight plan for a 1500Z departure from ELP to Decatur. Distance is 520 NM. Estimated time en route 5 hr. at 125 kt. Altitude 9500 feet (odd + 500 for eastbound VFR). The aircraft is fueled to the “tabs”, giving a range of 6 hr. allowing the legal 30 minute reserve.
This route of flight is such that there are a number of MOAs that will not allow a direct, great-circle route between the departure and destination airports. By flying at 11,500 feet, Joe will fly underneath most of them but still need to cross or avoid several MOAs which extend below 11,500. Most of these MOAs are published as active from sunrise to sunset. However, whether or not they are actually hot can only be learned from Fort Worth Center once airborne. Three choices exist regarding these MOAs: 1) fly through and stay alert, 2) route around, or 3) if Center flight following indicates the areas are cold, fly through safely. Using his portable GPS, the pilot plans alternate routes to avoid active MOAs. Which options he will fly will be determined in the air when center gives him an activity status. Avoiding all MOAs will add about 26 nm to the route.
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