Fraught with peril – however....
I reckon P7's post above merits a little further 'discussion'. Pilots qualified for flight in 'Visual Meteorological Conditions; (VMC) bashing rudely into the tops of hills and other stuff which won't move an inch has claimed a fairly significant number of lives over the years – quite a lot in fact. Why, is a fairly good question which could use an answer.
Following along the P7 line, there is one item which is IMO of primary interest. Pilots qualified for flight under the Instrument Flight Rules (IFR) DO NOT no matter where they hail from, start pissing about in cloud/ weather below a height which may be called 'safe'.
Lowest Safe Altitude (LSALT) as used in IFR is a glass floor – the lowest 'safe height' above solid objects is calculated for a variety of situations; there are many of these encountered on a routine flight under the IFR. For example – an instrument approach at a regional aerodrome will provide a 'minimum' descent altitude – if, at that height the runaway cannot be seen, then an overshoot becomes necessary. The 'escape' path factors in such things as minimum terrain clearance at a calculated climb rate. To avoid bumping into rocks and trees and stuff. However, if the climb gradient requires – say a minimum of 300 feet per mile, and the aircraft One Engine Inoperative (OEI) cannot meet that gradient, then the minimum height must be adjusted upwards – to ensure an avoidance of a Controlled Flight Into Terrain (CFIT).In short IFR pilots must always be cognisant of the lowest 'safe' height to which they may descend – and escape.
One of the most important lessons IFR pilots must keep tucked away is the time, distance and gradient calculation – it may well be 'sub-conscious' – but, an appreciation of how far, at what speed, at what rate of climb do I need to avoid an obstacle. Picture this – it's raining cats and dogs – it is a short runway – and it is dark with a minimum cloud base; there are hills on the departure track. All the IFR pilot has to avoid hitting anything is the written performance of the aircraft and an instrument panel. Once the undercarriage is up the aircraft disappears into the murk. From there on, it's all 'by the numbers'.
It is great fun and good aircraft handling practice to 'scud run'. We've all done it; particularly when we know the area and the local conditions very well. Slipping through the high passes, cutting around a mountain top – Hell's bells, nothing would move in PNG, Fiji etc if pilots were not 'trained' to do so. That training includes 'cut-off' points and escape routes; well known, practised and drummed into the new fellah. But what of the average mutt? The non professional, the untrained, confronted by low cloud, high terrain, rain and turbulence; or any on the other combinations the weather can produce? What for them?
I've flown with fellah's who knew; intimately, the local topography and weather patterns and never been worried once. I have trained pilots who did not – and never had a scare ('cept once - for another day). I guess the message is starting to emerge – if IFR pilots don't go poking about in cloud, below a 'safe height' then why do VFR pilots persist in doing it? The statistics are crystal clear.
Situational awareness is (second the P7 opinion) the key to this on going problem. That and never, ever loosing sight of the terrain below a 'safe' height (10 foot is as good a miss as any). I've no quarrel with 'pushing on' – provided the back door is open; no problem with a little judicious 'scud running', provided all factors have been considered. There's little wrong with picking your way around showers and rain, the kids in the NT do all day during the 'wet' season – been done that way for decades. But; (second P7's notion) there is no such bloody thing as 'inadvertent' unless it's a night circling approach, in the rain. Which brings us to a point for debate.
Is deliberate entry into IMC, with full knowledge of the risks, without the skill or equipment to climb to a 'safe' height' culpable, a crime? Perhaps a couple questions could be asked of those intending to do so. Can your aircraft meet the climb requirement to avoid the highest obstacle on this track, from here? What is the climb gradient required? How many miles are needed to reach that height? Do you have that performance available? What is the freezing level? If you intend to enter the weather conditions ahead – what is your escape plan? Should the Auto pilot fail can you safely extricate the aircraft from IMC to a safe place?
But, for mine, the big question is – why? Why persist into IMC without an escape plan and the skills or equipment to finalise that plan. Why?
When thing's (matters of the Earth) return to normal – I'll bring this up at a BRB as a serious question for discussion – if P7 don't do it first: either way we shall see what the 'collective' opinion is.
Toot – toot.
I reckon P7's post above merits a little further 'discussion'. Pilots qualified for flight in 'Visual Meteorological Conditions; (VMC) bashing rudely into the tops of hills and other stuff which won't move an inch has claimed a fairly significant number of lives over the years – quite a lot in fact. Why, is a fairly good question which could use an answer.
Following along the P7 line, there is one item which is IMO of primary interest. Pilots qualified for flight under the Instrument Flight Rules (IFR) DO NOT no matter where they hail from, start pissing about in cloud/ weather below a height which may be called 'safe'.
Lowest Safe Altitude (LSALT) as used in IFR is a glass floor – the lowest 'safe height' above solid objects is calculated for a variety of situations; there are many of these encountered on a routine flight under the IFR. For example – an instrument approach at a regional aerodrome will provide a 'minimum' descent altitude – if, at that height the runaway cannot be seen, then an overshoot becomes necessary. The 'escape' path factors in such things as minimum terrain clearance at a calculated climb rate. To avoid bumping into rocks and trees and stuff. However, if the climb gradient requires – say a minimum of 300 feet per mile, and the aircraft One Engine Inoperative (OEI) cannot meet that gradient, then the minimum height must be adjusted upwards – to ensure an avoidance of a Controlled Flight Into Terrain (CFIT).In short IFR pilots must always be cognisant of the lowest 'safe' height to which they may descend – and escape.
One of the most important lessons IFR pilots must keep tucked away is the time, distance and gradient calculation – it may well be 'sub-conscious' – but, an appreciation of how far, at what speed, at what rate of climb do I need to avoid an obstacle. Picture this – it's raining cats and dogs – it is a short runway – and it is dark with a minimum cloud base; there are hills on the departure track. All the IFR pilot has to avoid hitting anything is the written performance of the aircraft and an instrument panel. Once the undercarriage is up the aircraft disappears into the murk. From there on, it's all 'by the numbers'.
It is great fun and good aircraft handling practice to 'scud run'. We've all done it; particularly when we know the area and the local conditions very well. Slipping through the high passes, cutting around a mountain top – Hell's bells, nothing would move in PNG, Fiji etc if pilots were not 'trained' to do so. That training includes 'cut-off' points and escape routes; well known, practised and drummed into the new fellah. But what of the average mutt? The non professional, the untrained, confronted by low cloud, high terrain, rain and turbulence; or any on the other combinations the weather can produce? What for them?
I've flown with fellah's who knew; intimately, the local topography and weather patterns and never been worried once. I have trained pilots who did not – and never had a scare ('cept once - for another day). I guess the message is starting to emerge – if IFR pilots don't go poking about in cloud, below a 'safe height' then why do VFR pilots persist in doing it? The statistics are crystal clear.
Situational awareness is (second the P7 opinion) the key to this on going problem. That and never, ever loosing sight of the terrain below a 'safe' height (10 foot is as good a miss as any). I've no quarrel with 'pushing on' – provided the back door is open; no problem with a little judicious 'scud running', provided all factors have been considered. There's little wrong with picking your way around showers and rain, the kids in the NT do all day during the 'wet' season – been done that way for decades. But; (second P7's notion) there is no such bloody thing as 'inadvertent' unless it's a night circling approach, in the rain. Which brings us to a point for debate.
Is deliberate entry into IMC, with full knowledge of the risks, without the skill or equipment to climb to a 'safe' height' culpable, a crime? Perhaps a couple questions could be asked of those intending to do so. Can your aircraft meet the climb requirement to avoid the highest obstacle on this track, from here? What is the climb gradient required? How many miles are needed to reach that height? Do you have that performance available? What is the freezing level? If you intend to enter the weather conditions ahead – what is your escape plan? Should the Auto pilot fail can you safely extricate the aircraft from IMC to a safe place?
But, for mine, the big question is – why? Why persist into IMC without an escape plan and the skills or equipment to finalise that plan. Why?
When thing's (matters of the Earth) return to normal – I'll bring this up at a BRB as a serious question for discussion – if P7 don't do it first: either way we shall see what the 'collective' opinion is.
Toot – toot.