Page 7 - Dec21T

Figure 2
Figure 3
within 3 nautical miles of the airport while climbing in visual conditions to cross the airport westbound at or above 4,900 ft mean sea level (msl). Then climb to 7,000 ft on a heading of 251° to the Harris (HRS) VORTAC 356° radial to HRS before proceeding on course. The procedure is not authorized at night.
...(ADS-B) data indicated that the pilot departed runway 8 and made a slight left turn toward the northeast. The last recorded data point showed the airplane about 3,750 ft, in a 656 ft-per-minute climb at 98 knots, on a course of 042° [a GPS direct course from airport to airport is 049]. The last ADS-B data point was located about 500 ft laterally from the initial impact with pine trees at an approximate elevation of 3,950 ft. The RHP weather at 1945 included scattered clouds at 1,400 ft, broken clouds at 3,200 ft, and 7 miles visibility in rain. Sunset at Andrews was about 1917 and the end of civil twilight was about 1941.
Initial examination of the accident site and wreckage revealed that all major structural components of the air- plane were accounted for. The airplane collided with tall pine trees and continued another 600 ft before colliding with another tree. The wreckage impacted the terrain in a steep, nose low attitude and came to rest inverted. The wing flaps were found in the retracted positions; however, all three landing gear were extended. The pilot held a private pilot certificate with ratings airplane single engine land and instrument airplane. According to a witness, he had recently transitioned from a Piper Warrior equipped with fixed landing gear.
Read the Charts
Many clues to the terrain hazard are readily apparent on the sectional chart (see Figure 1). Note the field elevation at Andrews (1,699 MSL) and the “RP 8” that advised that right traffic is specified for Runway 8. The terrain just north and northeast of the airport rises to nearly 1,000 feet above field elevation almost immediately north of the airport (the 2,500-foot contour line) and to as much as 4,716 MSL
(more than 3,000 feet above field elevation) well within the four- mile radius of the magenta-tinted transition area. Yet another clue, the Maximum Elevation Figure (MEF) for the quadrant is 5,900 feet MSL. MFA is the height of the highest obstacle in that quadrant
plus 100 feet – or the height of the highest terrain plus 200 feet for obstacles on that terrain that are not required to be re- ported to the FAA – with either of those values rounded up to the next 100 feet. Somewhere in the quadrant containing
KRHP is a point where the airplane must be at least 5,900 feet above sea level to barely clear an obstacle.
None of these clues appear on the IFR Low Altitude Enroute chart, although the Minimum Enroute Altitude (MEA) on the closest airway segment is 7,000 feet. Given that it seems almost nobody uses paper charts anymore, it’s easy (and no more cost) to view the sectional chart on your flight planning device. I personally use the sectional view almost exclusively on my iPad in flight, except when I’m looking for a fix on the Low Altitude Enroute to re- quest to reroute around weather or referencing a terminal procedure for departure or arrival.
For departure, the sectional provides some clues. But for the real story, you need to use the Takeoff Minimums, (Obstacle) Departure Procedures, and Diverse Vector Area (Radar Vectors) list (see Figure 2). This list is under Pro- cedures and then Departure in the Airport information on ForeFlight and similar flight planning apps, it appears as a separate section in the bound instrument approach charts book. (Although I still print out approach charts prior to a flight, I haven’t used the bound chart books since maybe back when we still called them approach “plates”). A “T” in a black triangle on an approach chart indicates there is guidance that may impact your departure.
The Obstacle Departure Procedure (ODP) for KRHD is very specific on how to safely depart under Instrument Flight Rules, especially in instrument me- teorological conditions (IMC) or at night (see Figure 3). Departing Runway 8, remain in at least one-mile visibil- ity and clear of clouds until 700 feet AGL (approximately 2,400 MSL). Passing 700 AGL, maintain no less than 500 feet below, 1,000 feet above and 2,000 feet laterally from clouds in at least three miles visibility to at least 4,900 MSL. Only then may you enter IMC (if already on a clearance) and proceed in a climb to the VOR, climbing in a hold at the VOR if required to reach 7,900 MSL before proceed- ing as cleared.
December 2021 / TWIN & TURBINE • 5