Maintain 5,000, report the four stacks in sight. Join ZLA and SoCal Area 1 as we staff up Burbank, Van Nuys, and Whiteman. Get that VFR practice in, shoot the Four Stacks Visual to 15, see if you can fly the LDA-C using raw data, and enjoy an afternoon in the San Fernando Valley.

Airports: KBUR, KVNY, KWHP
Date & Time: August 25th, 1659 - 2100 PDT
Date & Time (Zulu): August 25th, 2359 - 0400z

Bless you, Justin.

I know COVID times are all warped, but April 1st was actually 3 months ago.

Old "heritage" aircraft that still fly are given new civilian registrations, e.g. N12345 for the US. I would look up the new civil registration for the aircraft you are flying, or come up with a call sign that may be similar to one used by the aircraft during its service in the military.

Will anyone mind if I grin evilly while stroking the back of the purring cat sitting in my lap and remind everyone of the time that we completely closed KLAX (left it unmanned and completely unstaffed) during California Screamin' II? We actually outdid our numbers between ZOA, ZLA, and ZAB compared to the first CalScream held the year prior, and since everyone only thought it was a huge LAX fly-in, we closed it, and denied any services to/from the field. Pilots treated LAX as closed (with full on CTAF), canceled their flight plans with us in the air or on the ground, and picked up IFR in the air with us should they have needed it. Anyone wanting IFR practice approaches or services went to the next closest Class C or D airport.

Ahh yes... Good times there indeed... now.. can someone put a cucumber on the floor behind this cat so it can get the heck off my lap? 

BL.

You know, with CalScream XX coming up you are giving lots of very.... dastardly ideas! 

Lonnie, the CoC is pretty vague about specific requests because it's meant to cover the entire globe, and the entire globe has different local procedures, rules, and regulations.

In the US, where we're simulating, VFR Practice Approaches are an optional service that can be denied by ATC on a workload permitting basis, just like Flight Following. Multiple IFR approaches in a row can not be "denied" per se, but just like in the real world you will be delayed until the system can figure out a slot for you. During a large event like Friday Night Ops, it's a faux pas to try and do something workload intensive such as multiple approaches into the main arrival airport. We are all volunteers working an event that mimics the real arrival rates of these airports normally staffed by dozes of controllers who spent literal years training to work single positions.

The question for you should be, "what is more important?" Did you need the approaches or to fly into PHL. If you needed the approaches, flying into a satellite airport that was fully staffed and less busy would satisfy you. If you wanted to fly into PHL, then a single approach is the option you have.

A real example of this happened to me a few months back IRL. It was IMC and calm, a good opportunity to replenish my  IFR currency by shooting approaches. I ended up sitting on the ground holding short for a half hour before getting a take off clearance, and was held multiple times to be sequenced into the airport behind larger, faster jets.

Thanks for the response Ryan, however in the video, the controller clears the aircraft before they call with any sort of emergency. It's immediately after contacting him he is cleared for a high speed climb.

The 7110.65 has no provision for approving an aircraft to exceed 250 knots below 10,000. As Ryan said, pilots and controllers are taking advantage of the ambiguity of the words "high speed climb" and "approved as requested." This is not a clearance to exceed speed limits. However, controllers aren't sky police and only see ground speed.

91.117 permits aircraft to exceed speed limits if the minimum safe speed for any particular operation is greater than the the speed limit. The 7110 has this to say about it:

14 CFR Section 91.117 permits speeds in excess of
250 knots (288 mph) when so required or recommended in
the airplane flight manual or required by normal military
operating procedures.

91.703 provides an exemption for civil aircraft outside the US (I believe that's 12nm offshore), but mentions you must still comply with certain sections of 91.117 if conditions exist.