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Exactly.

It's funny Ben, you highlighted AC's last line, but it would appear you ignored it. We pay taxes. We pay into all our benefits. We don't get discounts, perks, or anything special for the job. None of us want those things either. The pride in doing our duty for the public good is...

Very well said.

That's exactly what a just culture allows. Thank you for proving my point.

Wrong again.

If your suggestion were a good one, why wouldn't the TETON SID include such a transition?

Again, folks like vintage Cessna are in the extreme minority, which is why I take his "editorials" with a grain of salt.

The filed route would require the aircraft to climb 8,000 feet in 22 miles. Assuming a climb speed of 80 knots, the mooney would travel that distance in just over 16 minutes. That would require the mooney to climb at a sustained 485 FPM rate to legally cross DNW at the MEA altitude of 14,000...

100 % correct. I don't hold it against those ATC folk, however. I've seen what the FAA was capable of years ago, when a punitive culture existed between controllers and management/QA. Heck, during some of the worst of those times, I had an airspace violation. I had a DC9 veered 3 miles east...

A better idea would be to tour the facility, and ask the controllers while on the tour.

It's tough to say, i would say if you advise on initial contact that conditions are VMC up to the MIA, there shouldn't be a problem issuing you a clearance.

Two years ago I had an IFR reservation to OSH via BAE RIPON. I turned to RIPON after BAE, and MKE assigned a 360 heading after they noticed the turn. I cancelled...it was severe clear and we were only 35 miles from RIPON. I don't think you need to call anyone to cancel your IFR reservation.

Not really, controllers differ on .65 interpretation as much as anything else. I have the utmost respect for my colleagues on this board, even if I may disagree with their interpretation of the .65.

Just so I'm clear, ZBW isn't issuing you a clearance after you told them you can maintain terrain and obstruction clearance up to the MIA (sounds like 5,400 based on previous posts)?

The term is reclass, and it is tied directly to the 1998 CBA....the Green Book.

True, but only if the verified mode c altitude was above the highest obstacle in the area or the proposed route of flight. Otherwise, the terrain and obstruction jargon applies.

Because the radar updates showed nothing abnormal? Observe. The plane was in radar contact for 27 minutes. In ideal conditions, the Mooney POH states it would take 15 minutes and 4 gallons to climb to cruise. The POH states pilots could expect a 350 FPM rate. Those are for ideal...

Did someone call my name? [emoji16]

Because, in addition to authorization for the aircraft to deviate left or right of course, a VFR climb would have been the proper move. Not a vector below the MIA, and especially not when the closest obstacle is less than 5 miles from the aircraft. Read Ben's account again, he is from the area...

You have got to be kidding me. It took four people and almost 20 posts to get you to figure out that everyone is talking about a simple IFR aircraft VFR climb. You also admitted in previous posts that we can't know for sure whether or not the ZLC controller assigned 16,000 or 14,000 feet...