KEGE in a 182


#1

Anyone here done an IFR trip to/from EGE in a normally aspirated C182?

The LDA/DME 25 EGE begins around 10-13k, which is doable. However, the GYPSUM 3 (OBSTACLE) DP requires (depending on runway) either 480’ per NM to 11,800ft or 750’ per NM to 10,500’.

I don’t know that those requirements are within the performance limits of a loaded non-turbo 182. I checked the EGE airport activity and don’t see any piston operations. Is it doable? Do the pistons depart VFR?

Any locals or regulars have the scoop? Thanks.


#2

That’s a good question…

What’s your Takeoff Weight projected to be?

Also, you can compare the POH/PIM with the required climb gradient and do the conversion from FPNM to FPM…


#3

Probably at or near MGTOW. I’ve looked at the POH. A zero-wind MGTOW rate of climb at 30C starting at 10,000 (pressure altitude) offers above 450FPM at 75kts which is 360FP/NM and declining with altitude.

Perhaps coordinating a VFR departure with a spiral climb above the field followed by an IFR clearance would be the best option?


#4

Yeah…from my experience picking up IFR clearances out of KPSP (Palm Springs) in the Archer or 172, and other airports with rather “steep” DP gradients, I would recommend departing VFR and then picking up your IFR clearance in the air. That way you will be able to get a “head start” on your altitude…You may also consider a “Radar Vectored Departure” as this will grant you obstacle clearance, as will as radar separation etc.

There are other options you can consider, but those are my suggestions…


#5

Flying IFR at night out of SBA for a mountain crossing ~one mile north (9,000ft MEA, if I recall), Santa Barbara approach is happy to vector you south over the water and hand you off to Socal for a circle climb back to Santa Barbara before proceeding northbound. Granted, there’s less overall and adjacent terrain, but I’m sure some similar circle vectors could be arranged.