THIS IFR?VFR QUESTION........
Is this departure IFR or VFR? That is the question!
And the answer is ....................er............somewhat ambiguous!
Very many versions exist of ICAO/ATC or CAA/JAA regulations from the ANO/AIPs.
The AIM does a good job of collating all the relevant Air Law material to give the private pilot a good point of reference for all Air Law/legislation issues, but it does not seem to go far enough. It could be a little more coherent.....with an INDEX too!
I can't remember which poster said I should stop quoting my ATPL material and look at the rules, what are you on about?
If you KNEW I was wrong just say it and quote me the ANO/AIP/JAR/ICAO Doc reference and I will go and look it up!
My JAR/CAA Approved ATPL course has to be kept up to date and correct, ratified and inspected regularly by the UK CAA.
The school I use was inspected while I was there in OCT 2003. Why would the CAA let such a closely monitored and regulated organisation diseminate incorrect information?
I quoted (in good faith) the ICAO based JAA approved notes saying that VFR departures should not be made with
a) cloubase less than 1500ft (aal)
b) and vis below 5000m
In CTR/ATZ or traffic patterns
The 2002/2003 AIM says (and may now be out of date)
AIP 4.1.1.2(pg 274)
the minima for SE aeroplanes should be adequate to ensure a HIGH PROBABILITY of a successful landing being made should engine failure occur after take-off.
It goes on to say that minima for commercial ops is 1000ft cloud ceiling and RVR 1800m as another poster quoted earlier.
I am not trying to tell the original poster that he took off illegally or anything such. What I am trying to tell others who may be reading and of less experience (ie PPLs or recent IMCs) that caution is the best option and that was the basis of the scenario in my previous post. EFATO SE in IMC after declaring a VFR DEP then entering IMC shortly after takeoff.
Taking off "into-the-soup" VFR (then IFR) at an uncontrolled airfield with no flightplan is foolhardy at best.
A better example should be being set to the other low hours PPL/IMC pilots on the forum whose last guidance was their flying instructor.
Just think how you might explain the loss of an aircraft/freind or loved one after taking off in marginal conditions. The CAA seems only too happy to prosecute these persons these days not including the personal injury fraternity.
If in doubt and the ATC or a more learned aviator says....DON'T.
Then don't. Caution=best option.
Regards
Tropo
Ps Happy New Year to you all!!!!!!!!!!!!!