![]() ![]() So add that in, and you’ll want ceilings of at least 1800 AGL – right around the MEA. Flying VFR in Class E airspace requires operating 500 feet below the clouds. Staying IFR all the way to 2200 feet might work, but for the other items in §91.155. At PLADD, using H17’s elevation of about 1200 feet, you’d need a ceiling of 2200 feet MSL (1200 + 1000) to get basic VFR ceilings. Victor 63 from Springfield has an MEA of 3000 feet, about 1800 feet above ground. The VFR sectional gives a better picture of where most Class E floors vary between 7 feet. In this case, it’s Class E its floor is 1200 feet AGL unless in the vicinity of an airport with instrument procedures, where it’s 700 feet AGL.) Below E is Class G, which is uncontrolled (no ATC) and requires 1 SM/clear of clouds for VFR. Items (c) and (d) specify ceilings of at least 1000 feet and visibility at least 3SM to operate VFR in controlled airspace. Going VFR means flying under §91.155, so time for more brushup. ![]() If not, land at M17 and wait until the conditions improve. Then, assuming you can switch to VFR on descent, cancel and hop over to Buffalo. ![]() You could start an approach from the SGF navaid, which is the initial fix for the RNAV 36. Or, if the weather gets marginal before departure, you could amend the plan and fly to a nearby airport, like Bolivar, Missouri, (M17) just to the west. If not, you at least have a fix to use for holding, in case of weather, traffic, a new clearance, lost comms, etc. You could decide at PLADD, just 3.6NM away, if the weather is good enough to cancel IFR and go on in. You plan the route starting with the Ardmore VORTAC and decide on ADM – V161 – OKM – SGF – PLADD – H17. Since you like Springfield, that’d be more than adequate. Buffalo doesn’t meet (b)(1), so regardless of the weather, an alternate’s required. Digging up §91.169,, you see that item (a)(2) says an IFR flight plan must have an alternate, unless both (b)(1)and(2) apply: An IAP to the destination airport, and weather at least as good as the 1-2- 3 rule (ceiling 2000 feet, visibility 3 SM at ETA, plus or minus one hour). It’s really a matter of satisfying a couple of requirements. Agreed?” After confirming H17 has a paved runway of adequate length (4/22, 3220 x 50) and lights (LIRL), you spend a rainy afternoon brushing up on how to get there with as much IFR as possible. But let’s wait ‘til weather improves enough to do this VFR stuff. Besides, there are fees, rental car costs, extra time…” You relent. “It’s right on the way and we can drive from there.” Your friend responds, “That’s no fun. “Let’s land at Springfield, Missouri,” you suggest. Spoiled by IFR (“I File Regardless”) even on short, blue-sky hops, you prefer landing somewhere with LPVs. Guess they still have those, despite the growing numbers of cost-efficient RNAV procedures. You notice right off that the destination, H17, has no tower and (gulp!) no approaches. It’s a perfect excuse to fire up the GPS-equipped fourseater and go somewhere new. You’ve agreed to fly a friend from home base at KADM (Ardmore, Oklahoma) to Buffalo, Missouri to check out a vintage airplane for sale. It’s not all that tricky just know which rules apply and where. You might find yourself heading to one, too. And while it’s not as common to file IFR to a destination with no instrument procedures, there are plenty of such airports scattered around, so it does happen. Unless you’re one of those lucky pilots who fly only from big, comfy airports with at least a part-time tower, copying and canceling IFR clearances while airborne are routine. ![]()
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