Accomodating Airborne clearance

[Heavyflyer767]

Keith, Peter,
Looking to fly out of KOAK and would like to pickup an IFR airborne to KLAX say on 135.1.Connected but could not receive NORCAL on ground at OAK Since the service scope does not include KOAK (Cargo Ops) in this case, I am asking if it is possible to do so flying a SID and not get busted by NORCAL in the class B. Can put in comments section of flight plan if necessary. Corridor in that neighborhood is 2100 feet to floor of Bravo but SID would not keep aircraft in it laterally for long. If it's not too much trouble, explain any options.
BTW, Keith, I enjoyed the Youtube of Trey and yourself. One bad airborne experience can scare them for a long time. My partner's grandson really loves going up (Age:9). I let him fly the sim when they stop by once in a while.

Regards, Pat Snyder

[Ryan B]

I can't answer your question, but (and off topic), I saw your post in the F1 forum about the GTN update. PM me here or there and I might be able to partially help you out.

[Keith Smith]

SFO was added to support longer flights into the coverage area. It's a bit awkward flying out of OAK because it's so close to SFO. Normally I'd say you could just call Oakland Center as you hit the he flight levels, but since you're going to conflict with the SFO departures, I'd recommend calling norcal departure fairly quickly after takeoff. The controllers aren't trained on the procedures out of Oakland, though, so I can't guarantee the handling will be perfectly efficient.

In short, Oakland is probably the most awkward airport to departure from since the relevant SIDs virtually overlay with the SFO versions. Call norcal and they'll try to sort you out.

If you can instead use SFO, you'll have a better end to end experience.

[JustinWheat]

I'm not trying to drag this post out but I have a somewhat similar question. Say for instance you are departing KMRY in a DA42 headed for KSBA; do you contact Norcal departure immediately once airborne? Keith you said the controllers do not have the departures memorized for the norcal airspace so what should I expect. Vectors to the nearest intersection or vor in my flight plan and unrestricted climb to filed altitudes? Thanks for taking another question about this topic.

[Heavyflyer767]

Thanks Keith. I knew it would not be easily achievable with the existing service area, but wanted to try and replicate a "Freight Dog" run. KOAK is a cargo hub for Among others, UPS, FEDEX. One option I suppose is to fly under & outside of the B veil, come back on the climb towards a fix for clearance pickup from NorCal, VFR of course.

[Keith Smith]

Thanks Keith. I knew it would not be easily achievable with the existing service area, but wanted to try and replicate a "Freight Dog" run. KOAK is a cargo hub for Among others, UPS, FEDEX. One option I suppose is to fly under & outside of the B veil, come back on the climb towards a fix for clearance pickup from NorCal, VFR of course.

I appreciate you trying to stay clear of the bravo, but I struggle to think of a less realistic profile for a UPS or FEDEX flight. The lesser of the two evils is to just contact norcal on 135.10 shortly after wheels up, they'll do what they can for you.

[Keith Smith]

I'm not trying to drag this post out but I have a somewhat similar question. Say for instance you are departing KMRY in a DA42 headed for KSBA; do you contact Norcal departure immediately once airborne? Keith you said the controllers do not have the departures memorized for the norcal airspace so what should I expect. Vectors to the nearest intersection or vor in my flight plan and unrestricted climb to filed altitudes? Thanks for taking another question about this topic.

Once you're done with the CTAF, I guess you could call Norcal, yes. I'm vague about it because it's a somewhat tricky situation. I can't guarantee you'll get the same outcome every time...we staff Norcal and Oakland Center for the purpose of handling traffic to/from SFO, so the result of calling Norcal for something other than that is somewhat undefined...but I'm sure the controllers will handle it reasonably.

If we start seeing massive stress on the system as a result of these flights, we might have to take a more firm stance, but thus far it hasn't been a problem. Departing MRY is a bit easier to handle 'on the fly' than a OAK departure since there is no conflict with the SFO departure flow (not that we have many SFO departures).

I'll talk it over with Peter and get some updated guidance on this topic. We are exploring ways of adding some longer haul destinations, hang in there.

[Steven Winslow]

I've flown out of KHAF headed to SoCal destinations several times and have always called for clearance after takeoff and have never had any problems. I try to file a flight plan loosely based on one of the SFO departures. I understand there's a huge difference between flying out of OAK and non-towered HAF, but I hope I'm making it easy for the controllers by filing a flight plan that basically follows published SFO departures.

[Heavyflyer767]

Keith and Steve,
Thanks again for all of the feedback. Much appreciated. I don't know where you find the time Keith. A friend once told me, that sleep was over-rated. it reminds me of the days talking over similar RW situations with my CFII during my training. I can see that flying a SID is probably mute in this situation. Can utilize SFO in the meantime for this "Freight Dog" flight. Gonna wait until I'm comfortable in the PMDG 777-2. Also, I can't see myself in the air for 12+ hours, usual long haul mission for this A/C. Fast bird, even when loaded over 700,000 lbs. She wants to accelerate over 250 kts. on A/T ,even at that weight. Still in school with it (maybe for a long session). Old dog, new aircraft.

[Keith Smith]

Apparently there is a scheduled 777 flight that's only 20 mins long, somewhere in the middle east.

You'll be very happy when you see what we're working on for future expansion for jet traffic. Hang in there, it's likely to get better.