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Here are the TERPs for the missed approach. Mt. Diablo is well outside the protected airspace. If you get that far beyond the containment area the TERPs experts at the FAA call that an "errant blunder," sort of like AAL 965 at Cali, Colombia. Also, you are required to make good not less than...

Texas doesn't create STARs or name waypoints. Strictly FAA in OKC and TRACON.

No, not center radar. But, before FUSION NCT did not have access to that radar. And, center doesn't work that airspace down low.

Here are the former ILS 25R and its replacement.

Lots of ATC issues in that direction without radar.

My guess is lack of radar coverage before FUSION. Runway 12, non-radar departs the critical area. Runway 30 goes right into it. Sort of what you said.

Correct. But, the policy is to have two DAs on the ILS procedure.

Livermore is an interesting study of ATC/FAA vs. the pilot. I have the records. The ILS used to have the same minimums as today without a climb gradient because the missed approach turned to the east and avoided all terrain. But, that caused heartburn for ATC. That resulted in the current...

Do like the folks at Alpine, WY. Hire Hughes to do the survey and design the procedure.

LPV availability can be tested by going to VTF when within 30 miles of the ARP. This would be useful only when there is a question about level of service.

One of my old IFR Refresher articles from the 1990s was about the absurdity of 91.185. Just declare (silently if you have to) and press on. In a light airplane, the chances of losing comm and having (certified) nav are slim to none.

AIM: Air Traffic Control: Section 2. Radio Communications Phraseology and Techniques, 4-2-1 through 4-2-7

I can't spel. Area Navigation. aRea NAV.

Actually, it stands for aera, aeRa.

No, the R is for Radio. Big radios in the sky. (sing to "Ghost riders in the sky.")

That KRHP ODP has more than the usual number of traps. First, it is essentially a VCOA but not stated as such. Then, it has a route ODP but only after climbing to 4,900 within 3 miles of the airport. Add to that a ceiling requirement of 3,400, which is not required at all for Part 91. Full of...

Isn't that what they called it in the 1930s and WWII part of the 1940s? :):happydance::devil:

VCV ILS 17 would read like this: "Climb to 3500, then climbing right turn to 6000 via heading to intercept VCV VOR/DME R-269 to ETHER INT and hold." Or "...heading-to-intercept..."

Perhaps this one with a 15,000' runway?

The procedures specialist designs for a climb gradient of 200 feet per mile starting at the MAP (DA point for ILS, usually threshold for NPA). Simple designs are not usually possible in highly congested Class B airspace. And, the "bet" is that ATC will intercede with vectors.