CFIT
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Joined: Jan 2008
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From: UK
Joined: Apr 2009
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From: UK
Crikey! The ONLY options you have when entering IMC inadvertently at low level are an immediate 180* turn to get out of it straight away or if you have the IF skills an immediate climb to above safety altitude and pick up a radar service.
To happily continue not just below safety altitude but actually below the height of surrounding terrain is suicidal. I cannot comprehend how these guys would consider that a reasonable course of action.
To happily continue not just below safety altitude but actually below the height of surrounding terrain is suicidal. I cannot comprehend how these guys would consider that a reasonable course of action.
Joined: Sep 2001
Aviation Qualifications: CPL
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From: Toronto
I can't believe they were laughing about it on the ground afterwards.
I stopped a few feet short from going over the edge and the first thing I did was an involuntary laugh. I witnessed the same reaction from another driver whose car overturned, but was uninjured.It happens when you can't believe your extremely lucky escape
Joined: Jan 2003
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From: Northampton
RatherBeFlying,
But it's usually during aforementioned stupid laugh that your demise will come about in a very unexpected (and somewhat comical) way! For example, banana skin, acidic bird s**t etc
p.s. regarding the vid, some posters have referred to the two gentleman up front as pilots... really?
But it's usually during aforementioned stupid laugh that your demise will come about in a very unexpected (and somewhat comical) way! For example, banana skin, acidic bird s**t etc
p.s. regarding the vid, some posters have referred to the two gentleman up front as pilots... really?
Joined: Jun 2003
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From: EuroGA.org
I am sure many people have done worse stuff but it did not end up on film. There are plenty of clowns around.
I know one man who was flying along in poor vis, in and out of IMC, and a wind turbine blade passed right in front of him. He never did that again...
I think a 180 is the best option unless one has a GPS running a real topo chart. A climb straight ahead, say +500fpm, could just take you into a hill.
But why fly so low to start with?
I know one man who was flying along in poor vis, in and out of IMC, and a wind turbine blade passed right in front of him. He never did that again...
The ONLY options you have when entering IMC inadvertently at low level are an immediate 180* turn to get out of it straight away or if you have the IF skills an immediate climb to above safety altitude and pick up a radar service.
But why fly so low to start with?
Joined: Oct 2007
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From: Moray,Scotland,U.K.
If you can't get out with a 180 turn, put the plane down before you are in cloud. Climbing without a good, preplanned, gps track, will have a high risk of hitting something in hilly country.
Why fly a single engine over cloud covered mountains? You're safer following the valleys, provided you keep a few hundred feet below any cloud you see, as well as a few hundred feet above the terrain, and for your legal visibility take the distance at which you can see a low cloud against a grey background, not a white house on dark moorland.
Why fly a single engine over cloud covered mountains? You're safer following the valleys, provided you keep a few hundred feet below any cloud you see, as well as a few hundred feet above the terrain, and for your legal visibility take the distance at which you can see a low cloud against a grey background, not a white house on dark moorland.
Joined: Jul 2005
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From: SoCal
You're safer following the valleys, provided you keep a few hundred feet below any cloud you see, as well as a few hundred feet above the terrain,
What you describe here is the route to perdition of several pilots every year - ducking under a cloud base, getting further and further into a valley. Until there is no more space to turn. The result is usually contained in an AAIB report 
Joined: Oct 2007
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From: Moray,Scotland,U.K.
I don't fly valleys unless I can see a way through. With 1000+ feet between surface and cloud, it's safer than on top with a single engine.. If I do get caught, without being able to do a 180, I'll put the plane down rather than climb into cloud.
Joined: Jun 2003
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From: EuroGA.org
Why fly a single engine over cloud covered mountains? You're safer following the valleys, provided you keep a few hundred feet below any cloud you see, as well as a few hundred feet above the terrain, and for your legal visibility take the distance at which you can see a low cloud against a grey background, not a white house on dark moorland.
Loads of people get killed every year doing this. It requires expert local knowledge, very good aircraft handling (slow speed turns, etc), and appreciation of local weather conditions.
I have overflown the Alps and other bits, above an overcast. The only risk is an engine failure, but scud running in the valleys carries many more risks than that.
Joined: Apr 2009
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From: UK
The key is not to get yourself in a situation where inadvertent IMC becomes a possibility in the first place. It should almost always be avoidable in recreational flying. If it looks unavoidable, a precautionary landing would be advisable.
If inadvertent IMC does occur, I believe that the best course of action for a non IMCR/IR pilot is the 180* level turn. For a pilot and aircraft capable of instrument flight it is my opinion that climbing to safety altitude is generally the safest option. If there is hilly terrain in the area, maneouvring laterally could be the least safe option. A zoom climb to stabilize at the best angle of climb speed will get you away from the ground with the least risk of hitting something solid. How well would a right 180* turn have gone in the video above? Just my opinion.
If inadvertent IMC does occur, I believe that the best course of action for a non IMCR/IR pilot is the 180* level turn. For a pilot and aircraft capable of instrument flight it is my opinion that climbing to safety altitude is generally the safest option. If there is hilly terrain in the area, maneouvring laterally could be the least safe option. A zoom climb to stabilize at the best angle of climb speed will get you away from the ground with the least risk of hitting something solid. How well would a right 180* turn have gone in the video above? Just my opinion.
Joined: Jan 2001
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From: In the boot of my car!
Torque Tonight has it almost right IMO.
How would a right 180 have worked for these guys other than driving straight into high ground?
Full power climb and corkscrew up keeping the turn tight and not standard.
On reaching SSA change to IFR keep a little extra speed for the tighter turn.
If not IFR capable dont enter cloud. Turn visual, accept the altitude to keep out of cloud and do a 180 back from whence you came. But I stress keeping visual which means NOT in cloud.
Pace
How would a right 180 have worked for these guys other than driving straight into high ground?
Full power climb and corkscrew up keeping the turn tight and not standard.
On reaching SSA change to IFR keep a little extra speed for the tighter turn.
If not IFR capable dont enter cloud. Turn visual, accept the altitude to keep out of cloud and do a 180 back from whence you came. But I stress keeping visual which means NOT in cloud.
Pace
Joined: Dec 1999
Posts: 3,077
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From: Oop North, UK
Full power climb and corkscrew up keeping the turn tight and not standard.
