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returning to BHM or landing at an intermediate spot before
reaching GPT. The go/no-go decision will be constantly
reevaluated during the flight.
Once at the airport, conduct a thorough preflight inspection.
A quick check of the logbooks indicates all airworthiness
requirements have been met to conduct this IFR flight
including an altimeter, static, and transponder test within
the preceding 24 calendar months. In addition, a log on
the clipboard indicates the VOR system has been checked
within the preceding 30 days. Turn on the master switch and
pitot heat, and quickly check the heating element before it
becomes too hot. Then, complete the rest of the walk-around
procedure. Since this will be a flight in actual IFR conditions,
place special emphasis on IFR equipment during the walkaround,
including the alternator belt and antennas. After
completing the preflight, organize charts, pencils, paper, and
navigation log in the flight deck for quick, easy access. This
is also the time to enter the planned flight into the GPS.
Departure
After starting the engine, tune in ATIS and copy the
information to the navigation log. The conditions remain the
same as the updated weather briefing with the ceiling at 700
overcast, and visibility at 3 miles. Call clearance delivery to
receive a clearance:
“Clearance Delivery, Cessna 1230A IFR to Gulfport
Biloxi with information Kilo, ready to copy.”
“Cessna 1230A is cleared to Gulfport-Biloxi via the
Birmingham Three Departure, Brookwood, Victor
209 Kewanee then direct Mindo, Gulfport. Climb and
maintain 4,000. Squawk 0321.”
10-32
Read back the clearance and review the DP. Although a
departure frequency was not given in the clearance, note that
on the DP, the departure control frequency is listed as 123.8
for the southern sector. Since a departure from runway 24
is anticipated, note the instruction to climb to 2,100 prior
to turning. After tuning in the appropriate frequencies and
setting up navigation equipment for the departure routing,
contact ground control (noting that this is IFR) and receive
the following clearance:
“Cessna 1230A taxi to runway 24 via taxiway
Mike.”
Read back the clearance and aircraft call sign. After a review
of the taxi instructions on the airport diagram, begin to taxi
and check the flight instruments for proper indications.
Hold short of runway 24 and complete the before takeoff
checklist and engine run-up. Advise the tower when ready
for takeoff. The tower gives the following clearance:
“Cessna 30A cleared for takeoff runway 24.
Caution wake turbulence from 737 departing to the
northwest.”
Taxi into position. Note the time off on the navigation log,
verify that the heading indicator and magnetic compass are
in agreement, the transponder is in the ALT position, all the
necessary lights, equipment, and pitot heat are on. Start the
takeoff roll. To avoid the 737’s wake turbulence, make note
of its lift off point and take off prior to that point.
En Route
After departure, climb straight ahead to 2,100 feet as directed
by the Birmingham Three Departure. While continuing a
climb to the assigned altitude of 4,000 feet, the following
instructions are received from the tower:
“Cessna 30A contact Departure.”
Acknowledge the clearance and contact departure on the
frequency designated by the DP. State the present altitude
so the departure controller can check the encoded altitude
against indicated altitude:
“Birmingham Departure Cessna 1230A climbing
through 2,700 heading 240.”
Departure replies:
“Cessna 30A proceed direct to Brookwood and resume
own navigation. Contact Atlanta Center on 134.05.”
Acknowledge the clearance, contact Atlanta Center and
proceed direct to Brookwood VORTAC, using the IFRapproved
GPS equipment. En route to Kewanee, VORTAC
Atlanta Center issues the following instructions:
“Cessna 1230A contact Memphis Center on
125.975.”
Acknowledge the instructions and contact Memphis Center
with aircraft ID and present altitude. Memphis Center
acknowledges contact:
“Cessna 1230A, Meridian altimeter is 29.87. Traffic
at your 2 o’clock and 6 miles is a King Air at 5,000
climbing to 12,000.”
Even when on an IFR flight plan, pilots are still responsible
for seeing and avoiding other aircraft. Acknowledge the call
from Memphis Center and inform them of negative contact
with traffic due to IMC.
“Roger, altimeter setting 29.87. Cessna 1230A is in
　
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