![]() ![]() To avoid that, you add the Dublin VOR (DBN) just 56 miles from KTBR. You scan ahead along the direct route from UYSEF to your destination and notice that you go through a small slice of the Bulldog MOAs. It’s not illegal but perhaps unwise to fly through it. When active, it extends to 6500 feet MSL, so you will be above it. You nick just a little corner of Alert Area A-440. You add V74 out of FSM to Little Rock (LIT) as that keeps you out of the HOG MOAs.Įast of Sidon V278 runs you through a corridor between the Columbus MOAs to the north and the Meridian MOAs to the south. So, you decide to deal with those MOAs first and add the SIDON VOR (SQS) to your route. You consider adding Holly Springs VOR to your route to avoid the MOAs, but that puts you right through Memphis airspace. ![]() Scanning ahead on the direct route from KFSM to KTBR, you note the Columbus MOAs just south of Memphis. You file initially for 9000 to remain below the floor of R-2402B and C, then climb to 11,000. To stay clear, you go from the airport to the FSM VOR. ![]() On to KTBRĭeparting KFSM, you run into restricted airspace immediately. ![]() You’ve added the departure, avoided OKC, and added several “convenience” fixes, all adding only about 11 miles to your total. KFSM is only 75 miles away, so you’re done with this first leg. A bit further you re-enter Fort Worth Center airspace and note CUTYA is right under your route, so you add it. It’s a few miles north, but you add TOTES. You change JUNVE to BROKE.Īfter IFI, you slice through a bit of Kansas City Center and need a fix in that airspace. You then go back to JUNVE to see if there’s a fix more in line with IFI. You add the Kingfisher VOR (IFI), northwest of OKC, to get around that airspace. As you scroll east, you notice that your route goes through Oklahoma City’s airspace, which, at 11,000 feet, might be best to avoid. The first is JUNVE, just northeast of the Panhandle VOR and in Albuquerque Center’s airspace a bit before you enter Fort Worth Center. You zoom in on the chart to see TAFOY clearly, then just scroll the chart to the east along your route, looking for fixes on your route that you could add. But, you want to comply with the AIM guidance (see below) and pick a fix or two in each center’s airspace. You scan the route from TAFOY to KFSM on the chart, and it doesn’t pass through any special use airspace (SUA), so you could go direct. This is a long flight, so you want to minimize distance and go as direct as possible. You look at the departures and discover that the TAFOY TWO lets you climb to 10,000 feet, the highest MEA along your route. Let’s plan the first leg.ĭeparting KSAF on the direct route, there’s high terrain right away. You now have two legs: KSAF to KFSM, and then KFSM to KTBR. It’s a bit to the north but gets you out of the Hog MOA you’d be going right through. Fort Smith, AR (KFSM), 46 NM short of halfway looks like the right choice. Next, find a fuel stop with instrument approaches and reasonably-priced fuel. Graphically, you look at that direct route and zoom in to what looks like the halfway point. Start with the direct route from KSAF to KTBR. You choose SkyVector because rubber-band route editing is simple and lets you visualize the route. It has supplemental oxygen to reach its service ceiling at 18,000 feet. The airplane has TKS deicing and a hot prop but is not known-ice (FIKI) qualified. The 350 is built to travel-170 KTAS, 1300-mile range, Garmin Perspective avionics, and AP, WAAS, ADS-B, the works. There’s a Cessna 350 Corvalis in your hangar itching to go anywhere. Even so, Statesboro (KTBR) is a long way from your home in Santa Fe, NM (KSAF). You receive a letter from your family scribe, inviting you to a reunion in Statesboro, GA. ![]()
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