- Wed Oct 10, 2018 6:20 pm
#405305
Steve,
With your example of above Newport at 800’ agl in an airplane, the criteria would be the in-flight weather minimums of Part 91.155 the airplane is experiencing. If the surface weather observation was less than 1000 and 3 miles, it would be hard to maintain VFR at 800’ agl, but not necessarily impossible. If there was a cloud bank that just enveloped the airport but it was totally clear east of the airport the aircraft would be completely legal to be in the Class E surface airspace per 91.155 maintaining 1000 ft above and 2000 ft horizontal and 3 statute miles visibility when the reported official weather observation was 0-0.
While I am sure some would argue 91.157 would require an IFR clearance or Special VFR based on the language “within the airspace contained by the upward extension of the lateral boundaries of the controlled airspace designated to the surface for an airport.” The requirements of 91.157 is an option in lieu of 91.155. So as long as you can maintain basic VFR of 91.155, there is not a requirement for an IFR clearance or special VFR even while in the Class E surface airspace.
With regard to 91.157 there are many opinions on whether a Special VFR clearance gives you authorization to fly one mile and clear of clouds into the extensions of Class E surface airspace. If you exit the Class E surface airspace into Class G you can continue one mile clear of clouds, but if you exit the Class E surface into any Class E airspace to continue legally you have to have 3 miles visibility, 500ft below, 1000ft above, and 2000ft horizontal. Special VFR into Class E Surface extensions is a source of debate.
Check out Southwest Oregon Regional (KOTH) at Coos Bay. If you are leaving or arriving at KOTH with a Special VFR to the north there is an “indentation” extension over Sunnyhill Airport. So if the Special VFR does not apply to the “indentation” extension you could find yourself unable to maintain VFR visibility and cloud clearance requirements of 91.155 transitioning through that little airspace. There could also be problems going east into the big extension.
If you accept Mike’s (Wonder Boy) view climbing through 700ft or 1200ft within the lateral boundaries of the Class E surface could be a problem for the Special VFR pilot if he/she did not encounter VFR conditions prior to entering the “new” Class E airspace above.
Sorry to diverge, but it gives an overall view of the legal requirements of the Class E surface airspace.
aeroexperiments wrote: ↑Wed Oct 10, 2018 3:33 pm I may be wrong but I bet that JO 7400 doesn't even address whether, if you are in an airplane above Newport at 800' AGL, you are within the Class-E-to-airspace "designated as a surface area for the airport", or within the Class E w/ 700' floor designated by the faded magenta border.. . . .
Steve,
With your example of above Newport at 800’ agl in an airplane, the criteria would be the in-flight weather minimums of Part 91.155 the airplane is experiencing. If the surface weather observation was less than 1000 and 3 miles, it would be hard to maintain VFR at 800’ agl, but not necessarily impossible. If there was a cloud bank that just enveloped the airport but it was totally clear east of the airport the aircraft would be completely legal to be in the Class E surface airspace per 91.155 maintaining 1000 ft above and 2000 ft horizontal and 3 statute miles visibility when the reported official weather observation was 0-0.
While I am sure some would argue 91.157 would require an IFR clearance or Special VFR based on the language “within the airspace contained by the upward extension of the lateral boundaries of the controlled airspace designated to the surface for an airport.” The requirements of 91.157 is an option in lieu of 91.155. So as long as you can maintain basic VFR of 91.155, there is not a requirement for an IFR clearance or special VFR even while in the Class E surface airspace.
With regard to 91.157 there are many opinions on whether a Special VFR clearance gives you authorization to fly one mile and clear of clouds into the extensions of Class E surface airspace. If you exit the Class E surface airspace into Class G you can continue one mile clear of clouds, but if you exit the Class E surface into any Class E airspace to continue legally you have to have 3 miles visibility, 500ft below, 1000ft above, and 2000ft horizontal. Special VFR into Class E Surface extensions is a source of debate.
Check out Southwest Oregon Regional (KOTH) at Coos Bay. If you are leaving or arriving at KOTH with a Special VFR to the north there is an “indentation” extension over Sunnyhill Airport. So if the Special VFR does not apply to the “indentation” extension you could find yourself unable to maintain VFR visibility and cloud clearance requirements of 91.155 transitioning through that little airspace. There could also be problems going east into the big extension.
If you accept Mike’s (Wonder Boy) view climbing through 700ft or 1200ft within the lateral boundaries of the Class E surface could be a problem for the Special VFR pilot if he/she did not encounter VFR conditions prior to entering the “new” Class E airspace above.
Sorry to diverge, but it gives an overall view of the legal requirements of the Class E surface airspace.