Would you?
Joined: Aug 2007
Posts: 34
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From: Sweden
Solid overcast all the way to FL200 or a 300ft thick layer of stratus? Similar weather on a 100nm radius or just the nearest 2nm? Multi engine-single engine? Piston or turbine? Equipment/instrumentation of aircraft? Experience of pilot?
Yes indeed, it depends...
Yes indeed, it depends...
Moderator
Joined: Feb 2000
Aviation Qualifications: CPL
Posts: 14,480
Likes: 178
From: UK
I have an IMC not an IR, that is outside my personal limits on RVR, plus the line between BKN and OVC in my experience is very small so it's as likely as not to be outside of my ceiling limits. So no.
If it was more marginal, then nonetheless there's an old adage that is always worth remembering:
"If there's doubt, there's no doubt".
and another reliable adage:
"Landing is mandatory, but take-off is optional".
So still no.
G
If it was more marginal, then nonetheless there's an old adage that is always worth remembering:
"If there's doubt, there's no doubt".
and another reliable adage:
"Landing is mandatory, but take-off is optional".
So still no.
G
Joined: Oct 2007
Posts: 20
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From: under da thumb
"I have an IMC not an IR, that is outside my
personal limits on RVR, plus the line between
BKN and OVC in my experience is very small so
it's as likely as not to be outside of my ceiling
limits."
Wanna check your definitions too G?
personal limits on RVR, plus the line between
BKN and OVC in my experience is very small so
it's as likely as not to be outside of my ceiling
limits."
Wanna check your definitions too G?
Fly Conventional Gear
Joined: May 2007
Posts: 1,600
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From: Winchester
Would you have been able to return to the airport in those conditions?
I'm guessing only the presence of an ILS or another airport nearby that had better weather would have allowed for a return if one had a problem after take off.
If for some reason my usual policy of not placing myself under pressure to depart for a particular reason had failed, and I really needed to leave then yes I would depart. Obviously one could have an engine failure in the soup but there is nothing from an instrument flying point of view that makes that take off impossible.
I'm guessing only the presence of an ILS or another airport nearby that had better weather would have allowed for a return if one had a problem after take off.
If for some reason my usual policy of not placing myself under pressure to depart for a particular reason had failed, and I really needed to leave then yes I would depart. Obviously one could have an engine failure in the soup but there is nothing from an instrument flying point of view that makes that take off impossible.
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Joined: Feb 2000
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From: UK
G
Joined: Dec 2011
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Sure you won't be able to land back (unless there is an ILS) but that is a risk no different to other risks in aircraft operation.
If you are expecting a fire in the cockpit at any moment after departure, then I would agree that being able to land back at the airport of departure is fairly important...
The higher altitude wx (icing conditions, etc) is obviously most relevant to whether one should go or not, but one doesn't need a 200ft overcast scenario for that to be relevant.
If you are expecting a fire in the cockpit at any moment after departure, then I would agree that being able to land back at the airport of departure is fairly important...
The higher altitude wx (icing conditions, etc) is obviously most relevant to whether one should go or not, but one doesn't need a 200ft overcast scenario for that to be relevant.
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Joined: Feb 2000
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From: UK
I've had enough things crop up, including a few engine issues, within the first 1-2 minutes after take-off over the years that I value the ability to circuit and land back and would not willingly get airborne if that option's not available to me.
There's always some exceptional set of circumstances you can think up, but not very often.
And as this was in the private flying page, yes, I was assuming a light single. I can't, myself, see that an A/P makes any difference to the decision.
G
Joined: Sep 2003
Posts: 0
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From: UK,Twighlight Zone
RVR old chap... Whats the RVR requirements for your flight using your IMCr? 1800m..... You may not take off or land if the viz is less than 1800m......
The requirements for an IR holder are that for SPA the RVR has to be 800m or greater. That restriction may be removed if you are fitted with a fully coupled auto pilot in which case for an IR holder it then becomes the plate minima or the AP minima whichever is greater.....
The requirements for an IR holder are that for SPA the RVR has to be 800m or greater. That restriction may be removed if you are fitted with a fully coupled auto pilot in which case for an IR holder it then becomes the plate minima or the AP minima whichever is greater.....
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Joined: Feb 2000
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From: UK
So, the answer is still no!
The question was 'would you?'. I wouldn't, and I'd argue that even if technology and ratings make it just about legal, most other pilots shouldn't either in an SEP. The margins are just too small.
G
The question was 'would you?'. I wouldn't, and I'd argue that even if technology and ratings make it just about legal, most other pilots shouldn't either in an SEP. The margins are just too small.
G