[P7_TOM]

“Thanks for that "V", well done that man -

Second the motion. Choc frog awarded.

Interesting reading, a nicely construed argument and much of it 'spot-on'. But it does provide food for thought and room for discussion about a subject which has been around a long, long time. Now, don't get me wrong here, but I have a modicum of IFR experience and an equal association with the weather which requires it. The article, for me at least, brings up some questions which IMO have never been properly addressed. I bring up the following for discussion purposes only (BRB verboten) : I ain't saying they are 'the' answer but, based on experience I can vouchsafe their validity. Tin hat on, taxi waiting.

IFR flight has little to do with holding 'a rating'; it is a 'mind-set'. IFR flight is not some 'add on' which allows brief encounters with 'weather'. If one is preparing for operations in IMC or even under the IFR, then the approach to the flight must be in accordance with the  'rules' set down – it is IFR all the way, irrespective of weather. IFR operations deny trust in visual conditions, no matter how good they are. Sector LSALT for a Gin clear night approach is not a number to flirt with. Airline and commercial operating pilots, the world over may well breathe a sigh of relief when they are clear of cloud and the field becomes 'visual'. “Cleared visual approach” a welcome blessing at the end of a long tough sector. But no one buggers about with the 'rules' and starts ducking and weaving around weather below a safe height. A night circling approach to a remote field with rain and/or patches of low cloud about is about as spooky as it can get – 400' AGL then 'Woof' the aerodrome vanishes. What to do? There's only one smart thing to do.

Now then; I take umbrage with this 'inadvertent' flight into IMC line of argument. In the circling situation above, entering cloud may well be 'inadvertent' – you can't always see the stuff.  But, for a VFR 'mind-set' there can be little excuse. There is the forecast – there, in front of you is the reality. The crap weather can be seen. So, there are options; turn back, take an  alternate track, take a look-see and decide - with a viable escape plan; land somewhere and wait; or persist with the back door wide open. What you cannot do is take a VFR 'mind-set' into IMC. You cannot mess about in cloud at low level. Bit like being partially pregnant – not possible. I've often asked folk two questions which seem to trouble 'em. (I) What is the sector LSALT on this track? (ii) If I put the hood on you now, can you climb to that height? Often, when the mood strikes I'll ask what is the freezing level here today? To an IFR mind, the questions are already answered; most VFR minds are so lost puzzling out the answers, that when they attempt to fly the aircraft (AP fail)– it all turns to custard.

I have always liked the term 'situational awareness'. A true understanding of the current and approaching 'situation' and how to manage the possibilities and even probabilities has always seemed a good idea to me. Don't always get it right – but do I try hard to cover the bases; well, as many as I can see. When the weather is liquid and lousy, we fly. How one proposes to manage the flight is a personal decision; but, if you propose to chance your luck and start flirting with rising terrain and lowering cloud, it's best to make up your mind about how-where - and what - before the Palm trees start gently cleaning the windscreen.

Flying is a head game of the first water.

There, mini ramble over – just a personal thought, shared. 

“Yes please” - I can't abide a half full glass – not natural.

Happy Easter and 'be careful out there'.