I really did mean KLAX – Los Angeles. I’ve been into KLAS, a long time ago. I was in a rented Cirrus SR20, which is a terrible airplane for anywhere less flat than Holland. It struggled to get over the Sierra Nevada, and struggled to climb out of KLAS in 110+°F temperatures. Since then I’ve used either KVGT (North Las Vegas) or KHND. I remember flying into KHND in the dark once (VFR), which is terrifying since you know the terrain is down there but you can’t see it.
By the way bonus question: what is the IATA code (it does have one) for KHND? And why?
I’ve flown into KLAS a year ago on a diversion from KHND (I assume that’s what you mean @johnh – Henderson) as a dust storm had kicked up and it was blowing 50 kts across the runway there. Atlantic did have Avgas and they parked us in what I guess must be the same alley, LOL !
However, while it’s great that in the US you can by and large go into all these major airports in a SEP be aware – most of these places don’t have any A&P who can work on a piston. One guy from our club found that out the hard way at KLAS. He had some sort of engine problem (very minor, can’t remember details now) and had to get an A&P from KHND. The travel and wait time cost him more than the actual repair.
Just to give you an impression on how much air traffic has declined: earlier this week I flew our C210 into KLAX.
A few years back now (2004 or so) I took my 182 in there a couple of times, since it was just down the road from a customer I was visiting. It was a very pleasant experience. Once I went in VFR and flew a normal pattern for 25R – they slotted me into a gap. The other time was IFR, they sent me to a hold and I figured I’d be there for ages, but they cleared me back in almost straight away. Taxiing was fun, alongside 747s. There was no avgas and only one FBO that would handle me, and they hid me practically in an alleyway I guess so nobody could see me.
(Now I would go to KHHR just down the road, but I tried that once and pre-Uber it was a big problem to get anywhere).
Pilots get clearances via automation or contacting ATC. If there is no ATC operating clearance delivery or ground control or tower, then the pilot would contact departure control. It could be handled by existing airport frequencies if departure control could use the tower/ground/clearance frequencies remotely, but the taxi and takeoff is on the pilot using the CTAF frequency. So there won’t be any taxi, takeoff, or landing instructions or clearances. The airliner is going to need a release before they taxi onto the runway or if landing, they will get an approach clearance. Those instructions will come from departure control, who is in effect controlling the takeoff and landings, while pilots self announce taxi, takeoff, and final approach.
I see. Yes, I guess atc could coordinate it all, with increased manpower. I think in europe it’s done that way.
Snoopy wrote:
Ramp = only the gate area.
Taxiways = Ground = ATC
I know that. That wasn’t my question. I know that “Kennedy Steve” asks if the aircraft is “cleared into the ramp”, but of course — as you say the ramp doesn’t have ATC — it isn’t a clearance but a permission. From a practical point, though, there isn’t much difference. So I’m still surprised that the permission to enter the ramp isn’t relayed by ATC.
Ramp = only the gate area.
Taxiways = Ground = ATC
Snoopy wrote:
Yes it is common. At JFK there are two main circular taxiways, A and B, set up as one way streets. One for getting in, the other for going out. Typical operation is to get off the runway immediately and then taxi in as long as needed to reach the ramp entry. Standard is to not even talk to ground, just monitor. Once approaching the terminal/parking location: It can be RAMP control operated by the airport company (port authority), by an airline (i.e. C10 at LAX is operated by American Airlines) or by handling. It can also be ATC ground controlled.
Ok. There is nothing strange with ramp control. What seems strange to me that it is not coordinated with ATC. I would have expected ramp control to pass their “clearance” to ground control who could pass it to the aircrew. I mean, it would be very strange if there was no coordination between the air and ground controllers and the ground controller would have to ask the departing aircrew if they were cleared onto the active runway!
In my area I’d judge traffic was about half of normal today (Saturday), and I’d agree that in terms of making life easy 300 ops per day at my base is a lot more laid back than 600.
Same on the roads to and from – it’s actually really pleasant although during the week highway traffic is probably 70% of normal and rising as people assess their real world risk on their actual business.
You still have to be careful using e.g. ForeFlight. I figured that out when the magenta line veered off in completely unexpected direction.
