6 seater a/c crash Somerset
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Pace
Since you have asked…
First of all, what a terrible tragedy to a beautiful family. How very sad.
Having lived a large part of my life in that area, learned to fly at Dunks many moons ago, and spent a large amount of time flying from and hanging around the airfield I have a little, local (if ancient) knowledge.
As a caveat, I also realise how easy it is to pontificate after the event from the comfort of a chair.
Having said all that, I have never (sadly) flown one but the PA46 is a very capable machine and must necessarily be very well equipped; it is definitely not your average club 150 and surely not the sort of aeroplane in which one would try and crawl in under the clag. The pilot’s experience is unclear but it is extremely unlikely he would be flying that aircraft without instrument flying experience and qualification. So I am puzzled; looking at the weather for that day, assuming a serviceable aircraft, there is no way he should have been at that level in that area. Indeed he would most likely have been talking to Dunks on the radio and they would have advised him of the conditions on the airfield.
Personally I very much like to think that I would have been in the ‘shut the curtains’ camp. IF one were to get caught out and find oneself in that situation in that area, knowing the terrain and hazards of descending with no procedures, surely there should be no hesitation in simply going to Exeter and descending on the ILS or other procedure –forget the other airfields up on the Blackdowns mentioned before. If picking someone up from Dunks it is only a 20 minute (car) journey to Exeter. Alternatively, as suggested above, descend till visual on the procedure and then try and go back to Dunks. Indeed I have done that before: failed to get in there on a direct track, back to Exeter, ILS till visual then follow the A30 up to Honiton and turn left up a valley to find the airfield. In an aircraft like that, almost certainly equipped with moving map etc., I just cannot understand why this happened, assuming a serviceable aircraft.
Having said all that, we have probably all done things when flying which we may, in retrospect, realise were unwise. Mostly we get away with it…….
How awful.
I also find it hard to disagree with your comments about the job creation scheme known as EASA, although I would probably extend it to Eurocontrol as well.
Since you have asked…
First of all, what a terrible tragedy to a beautiful family. How very sad.
Having lived a large part of my life in that area, learned to fly at Dunks many moons ago, and spent a large amount of time flying from and hanging around the airfield I have a little, local (if ancient) knowledge.
As a caveat, I also realise how easy it is to pontificate after the event from the comfort of a chair.
Having said all that, I have never (sadly) flown one but the PA46 is a very capable machine and must necessarily be very well equipped; it is definitely not your average club 150 and surely not the sort of aeroplane in which one would try and crawl in under the clag. The pilot’s experience is unclear but it is extremely unlikely he would be flying that aircraft without instrument flying experience and qualification. So I am puzzled; looking at the weather for that day, assuming a serviceable aircraft, there is no way he should have been at that level in that area. Indeed he would most likely have been talking to Dunks on the radio and they would have advised him of the conditions on the airfield.
Personally I very much like to think that I would have been in the ‘shut the curtains’ camp. IF one were to get caught out and find oneself in that situation in that area, knowing the terrain and hazards of descending with no procedures, surely there should be no hesitation in simply going to Exeter and descending on the ILS or other procedure –forget the other airfields up on the Blackdowns mentioned before. If picking someone up from Dunks it is only a 20 minute (car) journey to Exeter. Alternatively, as suggested above, descend till visual on the procedure and then try and go back to Dunks. Indeed I have done that before: failed to get in there on a direct track, back to Exeter, ILS till visual then follow the A30 up to Honiton and turn left up a valley to find the airfield. In an aircraft like that, almost certainly equipped with moving map etc., I just cannot understand why this happened, assuming a serviceable aircraft.
Having said all that, we have probably all done things when flying which we may, in retrospect, realise were unwise. Mostly we get away with it…….
How awful.
I also find it hard to disagree with your comments about the job creation scheme known as EASA, although I would probably extend it to Eurocontrol as well.
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GWYN
I cannot disagree with what you are saying. There are those who choose to fly and those who have to fly!
There have been many occasions in the past when I have turned up at airfields at 0500 mid winter, usually in the dark and often in pouring rain or worse and back then in piston twins
You have a plan as well as alternatives and go in most cases.
But in that learning experience I can think of occasions I am not proud of and luck played a part but that is looking back I survived so far. Now I hope I am older and wiser.
Very different to the PPL who flies for pleasure using their hard earned cash. Open the curtains to a **** looking day and close them again and do something else in the day but that is not the situation for all.
So some is having to fly! I don't mean that in quite the way I had put it as no one HAS to do anything so maybe pressured to fly is a better word.
Pressured to fly can refer to the PPL too. The guy who chooses to use his aircraft for business and doesn't want to leave potential clients sitting at an airport because he cannot make it.Ego comes into it big time
Pressured to fly can also be an internal thing! the challenge? I have failed if I don't get there brigade. Etc
A lot of successful businessmen are driven people in business and sometimes that kicks into aviation in the wrong or dangerous way?
So pressured to fly can be external or internal of the mind
So it still comes down to knowing your limits and respecting your limits as well as the aircraft limits. some pilots have much higher limits due to mainly currency and experience others don't know their limits and pressure themselves out of those limits
Do we actually know the pilots qualifications ?
Pace
I cannot disagree with what you are saying. There are those who choose to fly and those who have to fly!
There have been many occasions in the past when I have turned up at airfields at 0500 mid winter, usually in the dark and often in pouring rain or worse and back then in piston twins
You have a plan as well as alternatives and go in most cases.
But in that learning experience I can think of occasions I am not proud of and luck played a part but that is looking back I survived so far. Now I hope I am older and wiser.
Very different to the PPL who flies for pleasure using their hard earned cash. Open the curtains to a **** looking day and close them again and do something else in the day but that is not the situation for all.
So some is having to fly! I don't mean that in quite the way I had put it as no one HAS to do anything so maybe pressured to fly is a better word.
Pressured to fly can refer to the PPL too. The guy who chooses to use his aircraft for business and doesn't want to leave potential clients sitting at an airport because he cannot make it.Ego comes into it big time
Pressured to fly can also be an internal thing! the challenge? I have failed if I don't get there brigade. Etc
A lot of successful businessmen are driven people in business and sometimes that kicks into aviation in the wrong or dangerous way?
So pressured to fly can be external or internal of the mind
So it still comes down to knowing your limits and respecting your limits as well as the aircraft limits. some pilots have much higher limits due to mainly currency and experience others don't know their limits and pressure themselves out of those limits
Do we actually know the pilots qualifications ?
Pace
Last edited by Pace; 22nd Nov 2015 at 11:42.
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If it isn't safe to fly with your wife and kids then it isn't safe to fly.
For example personally I enjoy flying at night, I recognise it is a higher risk if something goes wrong , for this reason I do not take non pilots or children who do not understand that risk.
Equally I chose to do a transatlantic flight which carries relatively high risks and it was something I calculated I was prepared to do and the same applies.
Flying in bad weather with another qualified pilot or competent instructor I enjoy, but I simply am not taking loved ones but am prepared to fly myself, for these reasons I disagree with your outlook.
In terms of this accident we have no idea what went wrong but as pilots we understand the higher risks on the day due to the weather which for me and my level of skill would (I hope) have been to high to take uninformed pax.
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GWYN
I cannot disagree with what you are saying. There are those who choose to fly and those who have to fly!
There have been many occasions in the past when I have turned up at airfields at 0500 mid winter, usually in the dark and often in pouring rain or worse and back then in piston twins
You have a plan as well as alternatives and go in most cases.
But in that learning experience I can think of occasions I am not proud of and luck played a part but that is looking back I survived so far. Now I hope I am older and wiser.
Very different to the PPL who flies for pleasure using their hard earned cash. Open the curtains to a **** looking day and close them again and do something else in the day but that is not the situation for all.
So some is having to fly! I don't mean that in quite the way I had put it as no one HAS to do anything so maybe pressured to fly is a better word.
Pressured to fly can refer to the PPL too. The guy who chooses to use his aircraft for business and doesn't want to leave potential clients sitting at an airport because he cannot make it.Ego comes into it big time
Pressured to fly can also be an internal thing! the challenge? I have failed if I don't get there brigade. Etc
A lot of successful businessmen are driven people in business and sometimes that kicks into aviation in the wrong or dangerous way?
So pressured to fly can be external or internal of the mind
So it still comes down to knowing your limits and respecting your limits as well as the aircraft limits. some pilots have much higher limits due to mainly currency and experience others don't know their limits and pressure themselves out of those limits
Do we actually know the pilots qualifications ?
Pace
I cannot disagree with what you are saying. There are those who choose to fly and those who have to fly!
There have been many occasions in the past when I have turned up at airfields at 0500 mid winter, usually in the dark and often in pouring rain or worse and back then in piston twins
You have a plan as well as alternatives and go in most cases.
But in that learning experience I can think of occasions I am not proud of and luck played a part but that is looking back I survived so far. Now I hope I am older and wiser.
Very different to the PPL who flies for pleasure using their hard earned cash. Open the curtains to a **** looking day and close them again and do something else in the day but that is not the situation for all.
So some is having to fly! I don't mean that in quite the way I had put it as no one HAS to do anything so maybe pressured to fly is a better word.
Pressured to fly can refer to the PPL too. The guy who chooses to use his aircraft for business and doesn't want to leave potential clients sitting at an airport because he cannot make it.Ego comes into it big time
Pressured to fly can also be an internal thing! the challenge? I have failed if I don't get there brigade. Etc
A lot of successful businessmen are driven people in business and sometimes that kicks into aviation in the wrong or dangerous way?
So pressured to fly can be external or internal of the mind
So it still comes down to knowing your limits and respecting your limits as well as the aircraft limits. some pilots have much higher limits due to mainly currency and experience others don't know their limits and pressure themselves out of those limits
Do we actually know the pilots qualifications ?
Pace
I do remember the Graham Hill accident, it had left an indelible mark on all at that time. That such a capable person, a champion driver came to meet his end behind the control wheel of an aircraft and not the steering wheel of a F1 race car.
Here is the link to the then AAIB report.
https://assets.digital.cabinet-offic...976_N6645Y.pdf
He held a UK PPL, with NR and IMC,and an FAA IR.
For me the whole matter is simple, ask anyone what their job is. What should the PPL holders` reply be. You are right ego plays a big part when it comes to giving the answer.
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007, I guess I'm looking at it from the point of view of using an aircraft as a dependable form of transport which is the reason why PPLs do an IMC rating or I/R. I always felt safe in a radar/stormscope equipped twin with de-ice flown within the limits of my rating. However, I would not wish to be in IMC in a single for an extended period of time, however well equipped and I have been in a single with my family on board and I've turned around and gone home.
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Runway likewise I would turn around and go home if not happy with the weather, or these days more likely not even get in the car When taking into account flying with family.
For me it does put a big difference in my thinking and I am much more risk adverse in this situation.
For me it does put a big difference in my thinking and I am much more risk adverse in this situation.
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007
Sometimes pilots get lured into situations where they feel out of their depth! One of the biggest mistakes is to try and stay VFR in worsening conditions as that leads to confusion and being lost low level! It's better to be IMC above the MSSA flying a plan with an alternative plan than the former!
While many say turnaround before things get too bad that doesn't always work I can remember trying to beat a front flying Scotland to the south! I was flying north south the front was from the west and mountains East turning meant the weather behind was as bad as in front and a climb above MSA and into IMC was the only way so don't take it for granted that the weather behind you was what you left 10 mins earlier
Pace
Sometimes pilots get lured into situations where they feel out of their depth! One of the biggest mistakes is to try and stay VFR in worsening conditions as that leads to confusion and being lost low level! It's better to be IMC above the MSSA flying a plan with an alternative plan than the former!
While many say turnaround before things get too bad that doesn't always work I can remember trying to beat a front flying Scotland to the south! I was flying north south the front was from the west and mountains East turning meant the weather behind was as bad as in front and a climb above MSA and into IMC was the only way so don't take it for granted that the weather behind you was what you left 10 mins earlier
Pace
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I love the way some on here are prepared to type "I got away with it, but that was years ago" or "when I was less qualified I did it."
What do statement like that serve to promote? It reads to me like "I was clever once, but now I am only wise."
What do statement like that serve to promote? It reads to me like "I was clever once, but now I am only wise."
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Here is a well known quote, by Vernon Law.
"Experience is a hard teacher it gives the test first and the lesson afterwards".
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BSooty
I will be quite honest if you relate something which happened yesterday and was none to clever you will get jumped on for doing it )) if you relate from years ago your relating experiences from the past which means you would never dream of doing it today so you are let off the hook
Seriously though it's hard to read comments from many who say they would never dream of flying on days like that and it's hard to say yes yes it's disgusting that a pilot would be so reckless when I know I have flown in stuff like that and worst ( in the past ) It does not have to be reckless and know many who also use their aircraft in anger. I have been flying over 30 years and am still here so surely relating experiences from the past cannot be a bad thing ?
Some of us are lucky and got away with things an experience a lesson and one which tells you that you woud never do that again!
Please don't presume a turn back is always the best way because it's sadly not always the best! spatial awareness of what is happening with fronts terrain, icing levels position plans B C and D are the best. Never do something without an out or its Russian roulette that is something I have learnt even flying in **** weather
Pace
I will be quite honest if you relate something which happened yesterday and was none to clever you will get jumped on for doing it )) if you relate from years ago your relating experiences from the past which means you would never dream of doing it today so you are let off the hook
Seriously though it's hard to read comments from many who say they would never dream of flying on days like that and it's hard to say yes yes it's disgusting that a pilot would be so reckless when I know I have flown in stuff like that and worst ( in the past ) It does not have to be reckless and know many who also use their aircraft in anger. I have been flying over 30 years and am still here so surely relating experiences from the past cannot be a bad thing ?
Some of us are lucky and got away with things an experience a lesson and one which tells you that you woud never do that again!
Please don't presume a turn back is always the best way because it's sadly not always the best! spatial awareness of what is happening with fronts terrain, icing levels position plans B C and D are the best. Never do something without an out or its Russian roulette that is something I have learnt even flying in **** weather
Pace
Last edited by Pace; 24th Nov 2015 at 08:06.
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Pilot Information
The pilot does not appear to have any instrument qualifications/ratings
Airmen Database Search Result Name : GARVEY, PHILIP JOHN
Airman's Address : UNITED KINGDOM
FAA Region : European
Airman Certificates :
Private Pilot (foreign based) Airplane Single Engine Land
Airmen Database Search Result
Airmen Database Search Result Name : GARVEY, PHILIP JOHN
Airman's Address : UNITED KINGDOM
FAA Region : European
Airman Certificates :
Private Pilot (foreign based) Airplane Single Engine Land
Airmen Database Search Result
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Can you fly an N reg in the Uk using Uk ratings ? If it's piggyback are the ratings on your Uk added ? I am sure the IMCR could not be added ?
Not sure maybe someone could clarify but he appears to have been attempting to fly VFR anyway so within his FAA licence holding
Pace
Not sure maybe someone could clarify but he appears to have been attempting to fly VFR anyway so within his FAA licence holding
Pace
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It would seem discussion so far has largely been influenced by comments about wx at destination. How accurate is this. Here are the METAR`s for EGTE for the 14th.
SA 14/11/2015 23:50->
METAR EGTE 142350Z 26019G29KT 230V290 9999 BKN020 15/13 Q1017=
SA 14/11/2015 23:20->
METAR EGTE 142320Z 26017KT 9999 BKN020 15/13 Q1017=
SA 14/11/2015 22:50->
METAR EGTE 142250Z 25015KT 9999 BKN016 15/13 Q1017=
SA 14/11/2015 22:20->
METAR EGTE 142220Z 26016KT 9999 BKN018 15/13 Q1017=
SA 14/11/2015 21:50->
METAR EGTE 142150Z 25018KT 9999 BKN016 15/13 Q1017=
SA 14/11/2015 21:20->
METAR EGTE 142120Z 25016KT 9999 BKN017 15/14 Q1017=
SA 14/11/2015 20:50->
METAR EGTE 142050Z 24015KT 9999 BKN016 15/14 Q1017=
SA 14/11/2015 20:20->
METAR EGTE 142020Z 25015G27KT 9999 BKN018 15/14 Q1017=
SA 14/11/2015 19:50->
METAR EGTE 141950Z 24014KT 9999 BKN018 15/14 Q1017=
SA 14/11/2015 19:20->
METAR EGTE 141920Z 25015KT 9999 BKN018 16/13 Q1017=
SA 14/11/2015 18:50->
METAR EGTE 141850Z 25014G26KT 9999 SCT018 15/14 Q1018=
SA 14/11/2015 18:20->
METAR EGTE 141820Z 22010KT 9999 FEW008 BKN015 14/13 Q1018=
SA 14/11/2015 17:50->
METAR EGTE 141750Z 22010KT 9999 FEW010 BKN015 14/13 Q1018=
SA 14/11/2015 17:20->
METAR EGTE 141720Z 21011KT 9999 FEW008 BKN015 14/13 Q1018=
SA 14/11/2015 16:50->
METAR EGTE 141650Z 21010KT 9999 FEW010 BKN015 14/13 Q1018=
SA 14/11/2015 16:20->
METAR EGTE 141620Z 20010KT 9999 FEW010 BKN015 14/13 Q1019=
SA 14/11/2015 15:50->
METAR EGTE 141550Z 21011KT 9999 FEW008 BKN015 14/13 Q1019=
SA 14/11/2015 15:20->
METAR EGTE 141520Z 22011KT 9999 FEW008 BKN015 14/13 Q1019=
SA 14/11/2015 14:50->
METAR EGTE 141450Z 22012KT 9999 FEW008 BKN015 14/13 Q1019=
SA 14/11/2015 14:20->
METAR EGTE 141420Z 23018KT 9999 FEW008 BKN015 13/12 Q1019=
SA 14/11/2015 13:50->
METAR EGTE 141350Z 22016KT 9999 -RA FEW010 BKN015 13/12 Q1019=
SA 14/11/2015 13:20->
METAR EGTE 141320Z 22017KT 9999 FEW010 BKN015 12/12 Q1020=
SA 14/11/2015 12:50->
METAR EGTE 141250Z 21017KT 9999 -RADZ FEW010 BKN015 12/11
Q1020=
SA 14/11/2015 12:20->
METAR EGTE 141220Z 21014KT 9999 BKN012 11/11 Q1021=
SA 14/11/2015 11:50->
METAR EGTE 141150Z 21014KT 9999 -RA SCT020 BKN035 11/10 Q1022=
SA 14/11/2015 11:20->
METAR EGTE 141120Z 20009KT 9999 -RA SCT020 BKN035 10/10 Q1023=
SA 14/11/2015 10:50->
METAR EGTE 141050Z 21011KT 9999 -RA SCT018 BKN048 10/10 Q1024=
SA 14/11/2015 10:20->
METAR EGTE 141020Z 22010KT 9999 RA SCT018 BKN048 10/10 Q1024=
SA 14/11/2015 09:50->
METAR EGTE 140950Z 18008KT 9999 RA SCT018 SCT048 10/09 Q1025=
SA 14/11/2015 09:20->
METAR EGTE 140920Z 17007KT 9999 RA FEW034 BKN040 09/09 Q1025=
SA 14/11/2015 08:50->
METAR EGTE 140850Z 18006KT 9999 RA SCT025 SCT046 09/09 Q1026=
SA 14/11/2015 08:20->
METAR EGTE 140820Z 18008KT 9999 RA SCT035 09/08 Q1026=
SA 14/11/2015 07:50->
METAR EGTE 140750Z 20008KT 9999 -RA FEW040 10/08 Q1026=
SA 14/11/2015 07:20->
METAR EGTE 140720Z 20007KT 9999 FEW040 09/08 Q1026=
SA 14/11/2015 06:50->
METAR EGTE 140650Z 20009KT 9999 BKN045 09/08 Q1026=
SA 14/11/2015 06:20->
METAR EGTE 140620Z NIL=
SA 14/11/2015 05:50->
METAR EGTE 140550Z NIL=
SA 14/11/2015 05:20->
METAR EGTE 140520Z NIL=
SA 14/11/2015 04:50->
METAR EGTE 140450Z NIL=
SA 14/11/2015 04:20->
METAR EGTE 140420Z NIL=
SA 14/11/2015 03:50->
METAR EGTE 140350Z NIL=
SA 14/11/2015 03:20->
METAR EGTE 140320Z NIL=
SA 14/11/2015 02:50->
METAR EGTE 140250Z NIL=
SA 14/11/2015 02:20->
METAR EGTE 140220Z NIL=
SA 14/11/2015 01:50->
METAR EGTE 140150Z 23008KT 9999 FEW032 08/06 Q1028=
SA 14/11/2015 01:20->
METAR EGTE 140120Z 23008KT 9999 FEW032 08/07 Q1028=
Cannot see anything really nasty there.
SA 14/11/2015 23:50->
METAR EGTE 142350Z 26019G29KT 230V290 9999 BKN020 15/13 Q1017=
SA 14/11/2015 23:20->
METAR EGTE 142320Z 26017KT 9999 BKN020 15/13 Q1017=
SA 14/11/2015 22:50->
METAR EGTE 142250Z 25015KT 9999 BKN016 15/13 Q1017=
SA 14/11/2015 22:20->
METAR EGTE 142220Z 26016KT 9999 BKN018 15/13 Q1017=
SA 14/11/2015 21:50->
METAR EGTE 142150Z 25018KT 9999 BKN016 15/13 Q1017=
SA 14/11/2015 21:20->
METAR EGTE 142120Z 25016KT 9999 BKN017 15/14 Q1017=
SA 14/11/2015 20:50->
METAR EGTE 142050Z 24015KT 9999 BKN016 15/14 Q1017=
SA 14/11/2015 20:20->
METAR EGTE 142020Z 25015G27KT 9999 BKN018 15/14 Q1017=
SA 14/11/2015 19:50->
METAR EGTE 141950Z 24014KT 9999 BKN018 15/14 Q1017=
SA 14/11/2015 19:20->
METAR EGTE 141920Z 25015KT 9999 BKN018 16/13 Q1017=
SA 14/11/2015 18:50->
METAR EGTE 141850Z 25014G26KT 9999 SCT018 15/14 Q1018=
SA 14/11/2015 18:20->
METAR EGTE 141820Z 22010KT 9999 FEW008 BKN015 14/13 Q1018=
SA 14/11/2015 17:50->
METAR EGTE 141750Z 22010KT 9999 FEW010 BKN015 14/13 Q1018=
SA 14/11/2015 17:20->
METAR EGTE 141720Z 21011KT 9999 FEW008 BKN015 14/13 Q1018=
SA 14/11/2015 16:50->
METAR EGTE 141650Z 21010KT 9999 FEW010 BKN015 14/13 Q1018=
SA 14/11/2015 16:20->
METAR EGTE 141620Z 20010KT 9999 FEW010 BKN015 14/13 Q1019=
SA 14/11/2015 15:50->
METAR EGTE 141550Z 21011KT 9999 FEW008 BKN015 14/13 Q1019=
SA 14/11/2015 15:20->
METAR EGTE 141520Z 22011KT 9999 FEW008 BKN015 14/13 Q1019=
SA 14/11/2015 14:50->
METAR EGTE 141450Z 22012KT 9999 FEW008 BKN015 14/13 Q1019=
SA 14/11/2015 14:20->
METAR EGTE 141420Z 23018KT 9999 FEW008 BKN015 13/12 Q1019=
SA 14/11/2015 13:50->
METAR EGTE 141350Z 22016KT 9999 -RA FEW010 BKN015 13/12 Q1019=
SA 14/11/2015 13:20->
METAR EGTE 141320Z 22017KT 9999 FEW010 BKN015 12/12 Q1020=
SA 14/11/2015 12:50->
METAR EGTE 141250Z 21017KT 9999 -RADZ FEW010 BKN015 12/11
Q1020=
SA 14/11/2015 12:20->
METAR EGTE 141220Z 21014KT 9999 BKN012 11/11 Q1021=
SA 14/11/2015 11:50->
METAR EGTE 141150Z 21014KT 9999 -RA SCT020 BKN035 11/10 Q1022=
SA 14/11/2015 11:20->
METAR EGTE 141120Z 20009KT 9999 -RA SCT020 BKN035 10/10 Q1023=
SA 14/11/2015 10:50->
METAR EGTE 141050Z 21011KT 9999 -RA SCT018 BKN048 10/10 Q1024=
SA 14/11/2015 10:20->
METAR EGTE 141020Z 22010KT 9999 RA SCT018 BKN048 10/10 Q1024=
SA 14/11/2015 09:50->
METAR EGTE 140950Z 18008KT 9999 RA SCT018 SCT048 10/09 Q1025=
SA 14/11/2015 09:20->
METAR EGTE 140920Z 17007KT 9999 RA FEW034 BKN040 09/09 Q1025=
SA 14/11/2015 08:50->
METAR EGTE 140850Z 18006KT 9999 RA SCT025 SCT046 09/09 Q1026=
SA 14/11/2015 08:20->
METAR EGTE 140820Z 18008KT 9999 RA SCT035 09/08 Q1026=
SA 14/11/2015 07:50->
METAR EGTE 140750Z 20008KT 9999 -RA FEW040 10/08 Q1026=
SA 14/11/2015 07:20->
METAR EGTE 140720Z 20007KT 9999 FEW040 09/08 Q1026=
SA 14/11/2015 06:50->
METAR EGTE 140650Z 20009KT 9999 BKN045 09/08 Q1026=
SA 14/11/2015 06:20->
METAR EGTE 140620Z NIL=
SA 14/11/2015 05:50->
METAR EGTE 140550Z NIL=
SA 14/11/2015 05:20->
METAR EGTE 140520Z NIL=
SA 14/11/2015 04:50->
METAR EGTE 140450Z NIL=
SA 14/11/2015 04:20->
METAR EGTE 140420Z NIL=
SA 14/11/2015 03:50->
METAR EGTE 140350Z NIL=
SA 14/11/2015 03:20->
METAR EGTE 140320Z NIL=
SA 14/11/2015 02:50->
METAR EGTE 140250Z NIL=
SA 14/11/2015 02:20->
METAR EGTE 140220Z NIL=
SA 14/11/2015 01:50->
METAR EGTE 140150Z 23008KT 9999 FEW032 08/06 Q1028=
SA 14/11/2015 01:20->
METAR EGTE 140120Z 23008KT 9999 FEW032 08/07 Q1028=
Cannot see anything really nasty there.
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Chronus
Don't be misled by Exeter as i believe Exeter has one of the best climates in the UK and is often used as a diversion when everywhere else is down with low cloud. I used it many times when attempting to get into Davidstow years ago in a Baron 55 and Crusader 303 as an alternative.
It is possible that the poor guy picked up weather for Exeter and was misled by that into thinking VFR flight was possible. But of course those are Metars and not TAFS. TAFS would be more interesting as that is what he would have looked at as an alternative. But even then you need to get there and it would still require IMC flight above the MSA anD IFR approach and instrument let down. his destination would have been a phone call to ATC and pilot reports
Pace
Don't be misled by Exeter as i believe Exeter has one of the best climates in the UK and is often used as a diversion when everywhere else is down with low cloud. I used it many times when attempting to get into Davidstow years ago in a Baron 55 and Crusader 303 as an alternative.
It is possible that the poor guy picked up weather for Exeter and was misled by that into thinking VFR flight was possible. But of course those are Metars and not TAFS. TAFS would be more interesting as that is what he would have looked at as an alternative. But even then you need to get there and it would still require IMC flight above the MSA anD IFR approach and instrument let down. his destination would have been a phone call to ATC and pilot reports
Pace
Last edited by Pace; 25th Nov 2015 at 22:01.
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Fc 14/11/2015 08:02->
taf egte 140802z 1409/1418 20007kt 9999 few015 sct040
tempo 1409/1415 7000 ra
prob30 tempo 1411/1415 bkn012
becmg 1412/1415 23017kt
prob40 tempo 1413/1418 24020g30kt
prob40 tempo 1415/1418 7000 -dz bkn008=
taf egte 140802z 1409/1418 20007kt 9999 few015 sct040
tempo 1409/1415 7000 ra
prob30 tempo 1411/1415 bkn012
becmg 1412/1415 23017kt
prob40 tempo 1413/1418 24020g30kt
prob40 tempo 1415/1418 7000 -dz bkn008=
Join Date: Jan 2008
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Chronus
Don't be misled by Exeter as i believe Exeter has one of the best climates in the UK and is often used as a diversion when everywhere else is down with low cloud. I used it many times when attempting to get into Davidstow years ago in a Baron 55 and Crusader 303 as an alternative.
It is possible that the poor guy picked up weather for Exeter and was misled by that into thinking VFR flight was possible. But of course those are Metars and not TAFS. TAFS would be more interesting as that is what he would have looked at as an alternative. But even then you need to get there and it would still require IMC flight above the MSA anD IFR approach and instrument let down. his destination would have been a phone call to ATC and pilot reports
Pace
Don't be misled by Exeter as i believe Exeter has one of the best climates in the UK and is often used as a diversion when everywhere else is down with low cloud. I used it many times when attempting to get into Davidstow years ago in a Baron 55 and Crusader 303 as an alternative.
It is possible that the poor guy picked up weather for Exeter and was misled by that into thinking VFR flight was possible. But of course those are Metars and not TAFS. TAFS would be more interesting as that is what he would have looked at as an alternative. But even then you need to get there and it would still require IMC flight above the MSA anD IFR approach and instrument let down. his destination would have been a phone call to ATC and pilot reports
Pace
Don`t know anything about Dunkerswell, so I would similarly expect that this unfortunate chap would have called them before departure so that someone there stuck a nose or finger out to check where the wind was blowing from and whether the wind sock was visible. I do wonder though whether any one else was flying around there at that time. I have looked at the TAf`s posted earlier and they don`t show the extent of the clag and whether it was down to the deck. But generally looking at the TAF`s and the route I would have been inclined to file an IFR FP. I cannot quite see how VFR could have been maintained all the way there. Would it have been the so called VMC on top ... of what precisely. But there again back in the old days didn`t have all these GPS things and the RNAV VOR/DME shifting gadgets were the bee`s knees and people used to have finger trouble and end up unannounced all over the place.