At what speed does VFR become too difficult?

[llanfairpg]

So why post a response 'wise man'?

[Chuck Ellsworth]

So why post a response 'wise man'?

Because it entertains the troops and thus supports Pprune as the number one aviation place to be for relaxing comedy.

[llanfairpg]

Your lack of consistency and lame come backs are making a mockery of your colleagues in aviation...assuming you are in aviation.

[llanfairpg]

Yea, come on Chuck you can do better than that.

[S-Works]

Out of interest llanfairpg, are you an airline pilot coming to the end of his career and trying to find something new to occupy your time?

It's just you spent your entire career on pprune over on the 'airline' forums and in the last few weeks have moved to private flying to inspire us with your vast experience and wisdom.

Like I said just curious, us mere mortals love to follow greatness you see.

[llanfairpg]

My apologies, what was I thinking.

I am not sure, but try the clairvoyant section

[llanfairpg]

Ah, see your off the floor Bose.

Thanks for your interest Bose but might be best if you save your quips for the good slagging you keep geting on the IMC rating thread.

[llanfairpg]

Like I said just curious, us mere mortals love to follow greatness you see.

and dont forget to fill your log book in correctly, its P1 U/S

[IO540]

I am not sure whether the original Q is serious, because the assumptions (too much traffic, can't get a word in, etc) are mostly incorrect. I did type up a reply and then IE6 crashed, as it often does with pprune.org - presumably to one of the advertising feeds containing some duff flash stream...

In short, there is no problem flying at 200kt+ with a decent GPS, and anybody navigating WW1-style just needs to hack it any way they can. 100kt gets pretty boring pretty fast if you want to get somewhere.

[Roffa]

llanfairpg, are you Mode S equipped and if so are you sending back any downlinked parameters... like IAS for example?

Big brother might indeed be watching if you were ever involved in an incident outside CAS in cover of a Mode S radar and whilst speeding as these DAPs are all recorded automatically.

As Sgt Phil Esterhaus used to say, "Let's be careful out there".

[llanfairpg]

Yes you are quite right but I have to say it is a very common airline occurence that everyone turns a blind eye too. In the hundreds of pilots we have I only know of one who refused at anytime to exceed 250kts below F100 and he has retired.

The big problem for us is getting high and fast because you can usually only address one of those problems at a time with success.

In an ideal world you wouldnt be held up high but UK airspace is so busy its common place

[dublinpilot]

Isn't the whole purpose of the 250kt speed limit to allow see and avoid some chance of working?

So now we have the fare paying public not only flying outside controlled airspace, but been flown by pilots who are throwing aside the last line of safety in the open FIR.

Do I see a TV documentary in the making?

[Contacttower]

I am not sure whether the original Q is serious, because the assumptions (too much traffic, can't get a word in, etc) are mostly incorrect.

I assure you the original question was serious. The 'assumptions' of a lot of traffic, lots of things to stear around or try and get clearance through weren't assumptions really, just possible reasons for why VFR at high speeds might be a bit difficult. They are not necessarily real. 'See and aviod' might be another reason why high speed VFR might be a bad idea.

Thanks everyone for your thoughts.

[llanfairpg]

Do I see a TV documentary in the making?

Good idea, with the radar controller the star perhaps, with TCAS and transponders as support

[JW411]

But most of the time that ATC ask us to "keep the speed up" below F100 we are already inside controlled airspace and it has to be said that this happens fairly frequently. However, I think the original question implies VFR flight outside of controlled airspace.

I was once persuaded by my boss to come back from Beauvais VFR (to save a 3-hour slot delay) and we did most of it at 240 knots. I swore that I would never do it again. It was not smart.

As to the previous altercation, I cannot help thinking about being asked to do 280 knots in a PBY-5A! That would probably only be possible if the entire crew were wearing high visibility jackets.

[llanfairpg]

To get back to the thread I suppose you could say the slower you fly the more easy it is to see and avoid. So in that case high speed should have been a factor in most UK collisions--has it?

[tmmorris]

I don't want to come over all pious, but what's got into everyone this week? First Niknak, whom I thought to be quite a nice chap, calls me a tit in public for not being able to identify a particular type of twin by sight; then Llanfairpg and Chuck Ellsworth, whose contributions have both seemed sensible before, start a slanging match...

Come on, chaps, just calm down!

Tim

[llanfairpg]

I was once persuaded by my boss to come back from Beauvais VFR (to save a 3-hour slot delay) and we did most of it at 240 knots. I swore that I would never do it again. It was not smart.

Yes I think some have believed that we fly around outside CAS without positive radar control, that is asking for trouble at high speed.

[Roffa]

Minor point perhaps, but you don't get "positive radar control" outside CAS.

[llanfairpg]

Minor point perhaps, but you don't get "positive radar control" outside CAS.

Well whatever you call it when ATC advise you are identified, give you a squawk, steer you away from traffic, descend you and steer you for the centreline.