Corporate Air Caravan Crash 1 dead

[metrodriver]

I can't agree more. I think where a big part of the training every pilot receives is flawed is where we talk about the minimums on an instrument approach.
The standard phrase is: only visibility counts. Fine, if you talk about a normal ILS approach. But what if you are talking about a non-precision, circling or very high DH ILS approach (like Missoula, 5 SM vis, 1350'DH)? You know you're never going to break out if there is a 200' broken layer, but if you don't try the approach you can come to the cp to explain why you didn't try it (which I prefer over flying an approach in weather that has a potential to be lethal).
I just don't see enough emphasis on this during training. Why bother shooting an approach if the chance of succesfully completing it is almost certainly nill?

 

[mar]

I'm not so sure

100-1/2, Metrodriver: You're both experienced pilots. I respect your opinions but I see a value to shooting approaches if nothing other than saying to your boss, Hey man, I tried it and didn't see anything......and then wisely diverted to the alternate.

Granted, if the icing is heavy (or even moderate) then maybe you don't even want to be there in the first place but really, what's so risky about shooting an approach to minimums?

Once we're off of high mins we should be able to fly all the way to the DA/MDA over and over and over again as long as we have the fuel for it.

Personally I look forward to those rare days when in spite of doing everything right we still can't make it in and go missed from the DA. Hell, we may have even seen the runway but for whatever reason thought it better to go missed.

Isn't that what we're paid for?

 

[metrodriver]

Mar, I used to fly into an airport that had as the best approach a localizer, with a 400'AGL MDA. The first time it was 200' I went. Flew an hour, shot the approach didn't see a thing, went missed and flew an hour back. Often here in TX you get a stratus layer that is solid, very few breaks.
Second time the weather was like that I decided to wait. Another pilot went and had to come back.
Third time (different airport, different state) same thing. 200' ovc and a 600' MDA. I decided not to go but someone else was sent. This person held for 2 hrs and had to divert.
Off course it all depends on what kind of weather causes these low ceilings. The low stratus in TX, downslope winds in the moutains (both can cause the situation to last for a long time) or is it just early morning fog that will burn of soon? If the situation is forecasted to last a long time, I don't go. If it is subject to change, I'll go and see. Usually a call to the fbo where you go will give you an answer if anybody has made it in. If that is not the case, then I don't see a reason to burn expensive gas

 

[100-1/2]

Mar,

In no way was I inferring you shouldn't even try an approach in these conditions nor was I justifying the outcome of this unfortunate circumstance as a case of "he should have know better, than to even try an approach." I know in print it is difficult at best to "read" into what is being saidin a forum such as this, but I feel your reply was bordering on a tone that received my post in just this way. For clarification, I was merely pointing out what we all know and have been taught and trained to do and that is to:

1.) Look at the Big Picture

2.) Always leave yourself an out.


AND:

1.) subpart a.) Don't be sooooo, focused on the light at the end of the tunnel that you fail to hear the whistle of the train.


We often rail on the unfortunate and fail to consider how easily we could fall prey in the exact same conditions. I was merely trying to point out the conditions from this misfortune to help us see the chain of events leading up to it, that we may use this information in the future and early enough to break the chain to our own potential demise.

I appreciate your comments and input to help me understand how some may perceive my statements.

BTW: Is that a C-97 picture in your Profile? I see the props turning and wonder if it is, Who has a one that is still in operation?


100-1/2

 

[mar]

For 100-1/2 and Metrodriver

100-1/2, I'm sorry if you detected something in my tone. I certainly wasn't trying to throw my weight around or anything.

I guess I'm just trying to say that some pilots are really good at finding a reason *not* to complete the flight.

I think we should possess the skills, the judgement and the attitude to be able to complete the flight if at all possible.

Now before I go any further, I'll be the first to say that just because it's legal doesn't mean it's a good idea.

I'm not casting any judgement on you or the poor pilot who's the subject of this thread. I have some time in the ol' C208 and have a very *healthy* respect for what that machine can and cannot do in icing conditions....been there, done that, you might say.

I think you and I pretty much agree.

And I definitely agree with Metrodriver. If the weather is too bum to make it then why bother burning the gas. I'm entirely behind that concept.

So no big deal. By the way, my avatar pic is a DC6 (C-118 is the military designation).

Fly safe!