— We now have a small 12/24V GPU (with both alligator clamps and a NATO plug) for “jump-starting” an airplane. Stop by or call the office when needed. After hours, call the Airport Manager’s Cell phone (the number is on my business card which is in a dispenser by the conference room door). Based on the limitations of our insurance, use is at your own risk.
RNAV-16 — FINALLY a GREAT UPDATE!!!
The RNAV-16 amendment 1 is out and available for use with a 560′ MDA! Huzzah!
There is also an RNAV SID named the FEGBA ONE. See my comments below if you did not receive my email about this SID.
Instrument Pilots or those just curious,
The updated RNAV 16 is published and available, but this is a discussion about our new departure here at ORS. It is the FEGBA ONE DEPARTURE. It was published with non-standard weather of 400-1 with a climb gradient of 500’/nm to 1900’. However, when you check the NOTAMs, you will see, quote:
FDC 6/9825 – SID ORCAS ISLAND, EASTSOUND, WA. FEGBA ONE DEPARTURE (RNAV) …CHANGE TAKEOFF MINIMUMS TO READ: TAKEOFF MINIMUMS: RWY 16, 400-1 WITH MINIMUM CLIMB OF 500 FT PER NM TO 1900 OR STANDARD WITH MINIMUM CLIMB OF 901 FT PER NM TO 600. 04 FEB 09:00 2016 UNTIL 15 SEP 08:57 2016 ESTIMATED. CREATED: 04 FEB 08:57 2016
As you are probably aware, terrain is an issue here to the South, with “Double Hill” a close-in obstacle. Below is a discussion of the requirements and my perspective on use of this procedure with one or the other requirements.
The 400-1 required weather with the 500’/nm is based on “see and avoid” of the close-in obstacles (Double Hill). That’s why in the “or standard” option the climb gradient is 901’/nm. In that case, the climb gradient (901’/nm) will keep you above the clearance plane to Double Hill…and that is pretty darn steep.
Under standard criteria, the airplane crosses the departure end threshold at 35’. The obstacle plane climbs at 152’ per nm while the clearance plane climbs at 200’/nm. So, at the departure end of the runway, you would be 35’ above any obstacles. At 1 nm, you would be 35’ + (200-152) or, or 35’ + 48’ = 83’ above any obstacle.
When the obstacle plane must rise greater than 152’/nm (to clear obstacles), it is adjusted up and then the same +48’/nm is added for the clearance plane.
What that means here (I think, and with a starting elevation of 35’MSL and backing up from the 901’/nm to 600) is that if Double Hill were 1nm away (it must be closer since the climb gradient stops at 600’, but using 1nm makes the math simpler), it requires a clearance plane of 901’-48’=853’/nm and since the departure end is 35’ MSL, the hill (if at 1nm) would be 888’. In theory, you cross the departure end at 35’ AGL or 70’ MSL and climb 901’ in that mile, so you are at 971’ MSL at 1nm, which is 83’ above the hill (which is 48’+35’)
I think the bottom-line for me is that doing this at the absolute weather minimum of 1 mile visibility and ‘buying’ the 901’/nm to 600’ requirement would require absolute confidence in BOTH (a) the performance capability of the aircraft and (b) my ability and proficiency to execute a maximum performance takeoff in IMC. I don’t reasonably foresee my meeting that bar without significantly better equipment and regular training, drill and repetition. While the equipment and perfect performance might make it legal, my ability to obtain optimum performance would not be 100%.
Now, if the weather is 400-1 or maybe even 600-2, I think my comfort with my own capabilities and aircraft performance would give me confidence that I could achieve the 500’/nm climbing out to 1900’. I would be more comfortable at 800-4 and would really prefer to do this in VMC with a safety pilot a couple of times before doing it at night, at 400-1 with a plane full of passengers.
The next regular meeting of the Port of Orcas Commission is Thursday, March 10th, 2015 at 1 PM in the terminal conference room.
Hangar 28 for Sale
LARGE INSULATED T- HANGAR FOR SALE ON ORCAS ISLAND
Quality Com-Steel 2,559 Sq.Ft. “T” hangar with: tall electric “Hi-Fold” door,
lighting with 3-way switching, double pedestrian access, Door skylight. Easy
and direct taxiway access to runway and fuel. Common area bathroom &
shower. Plumbing stubbed for bathroom. Separate electric meter with 100 amp
panel. Sealed concrete flooring.
Call for pricing and terms.
Suitable for either multiple aircraft, float plane & boat, single Pilatus, Malibu, or
similar. Lots of storage space and tall enough for mezzanine.
Call: David & Rebekah Selwyn at 360-376-3351
Mel Shapiro at 360-376-5909
Hangar #29 has the left rear corner (12′ x 10’6″) taken by the “T” end of hangar #28. There is a smaller area in the right rear corner dedicated to a sink and toilet.
- BiFold Door… opening: 40′ W x 12’10″ H
- Hangar Depth: 31’6″
- Height to interior Ridge: 30′. (Will accommodate a 2 story apartment space/loft or Airplane stacking lift)
- Concrete Floor in exceptional condition…. no cracking, absolutely flat.
- Lit with multiple high hanging fluorescent lamps
- Toilet and Sink (Shared with adjacent hangar owner – space used in each hangar: 38″ x 72″)
Call or email for additional information:
Bikes for free use (donations encouraged)
- We have bikes for use free of charge near the fuel pumps (unless we lose them all-until the weather gets better, they are inside…please call). The last 4 of our CTAF will open the lock. Please take the lock with you and use it…and bring the bike and the lock back. If you like these bikes, donations are accepted in the fee boxes or the Port office. We don’t have helmets but encourage you to use one.
- If you have a somewhat serviceable old, classicky, cruiser bike you might donate, we will take good care of it and keep it dry in the winter…please call
New and Noteworthy:
- A recent visitor’s trip report — you can’t buy a review like this!
- Runway and Taxiway Improvements Environmental Assessment
- Unofficial KORS Facebook Page
If you have airport pictures you would be willing to share, please email them to me at firstname.lastname@example.org.