Mark Sletten
Joined: 10 Jan 2006
Posts: 43
Location: St. Jacob, IL (Near St. Louis, MO)
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 Posted: Mon Jan 16, 2006 5:57 am Post subject: Light IFR |
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Paul,
For me, one of the important preflight actions for single-pilot IFR is to
ensure that an area with reported VFR conditions is within range. The key
word is REPORTED (not forecast). I learned very early that forecasts are,
like, opinions. And we all know what opinions are like!
My point is that the pilot is relieved of a tremendous amount of stress if
he/she knows, at all times, he/she can get to REPORTED VFR conditions. A
review of the forecast and trend (last several METAR)can help one decide if
the current reported conditions are likely to improve or worsen. As I
continue toward my destination I check AWOS, ATIS and Flight Watch to keep
abreast of the latest reported weather at my destination and my chosen VFR
area. If it appears my destination weather is becoming worse than I can
handle, I'll set down along the way, or go to where I know the weather is
good. In this way, I avoid entirely the situation of going missed at my
destination and getting into my fuel reserves. Of course, a willingness to
abandon the current plan always comes in handy!
BTW, this is my definition of "light IFR." With an appropriately equipped
aircraft and an experienced assistant (another IFR pilot or trained
passenger) I'll accept higher risks on a case by case basis!
Mark & Lisa Sletten
Legacy FG N828LM
http://www.legacyfgbuilder.com
| Quote: | To be conservative I filed an IFR flight
plan (with the concept of "light IFR" in
mind.) Got into the soup over Dayton and
never saw the ground again until after one
missed and finally a second successful
approach close to minimums into Detroit.
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_________________
Mark Sletten
Legacy FG N828LM
http://www.legacyfgbuilder.com |
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