Follow along with the video below to see how to install our site as a web app on your home screen.
Note: This feature may not be available in some browsers.
Yes mattpilot. It is dangerous if not done with proper risk assesment. That's why you won't see contact approaches in 121 and 135 manuals.mattpilot said:scud running = low flying ?
Well said, if you know the terrain inside and out then you minimize most risk and vulnerability with regards to cfit. It seems that the majority of these accidents are happening at places where the pilots are not familiar with the surrounding terrain. The bottom line is you must know the airport environment as well as the surrounding terrain features. Sometimes this is easier said than done.....Good scud running is done safely, with a plan, with risks managed and a plan "b".
You are just as aware as I am with regards to knowing how to remain within your own limitations as well as the aircraft limitations. You can safely do this and minimize most risks and keep the odds in your favor as long as you are well aware of your surroundings at all times and always have that "out" should the sh!t hit the fan and turn south quickly. I think it is fair to say that most preventable accidents occur when the pilot goes beyond his own comfort zone and has no alternative plan to put into action when things start to go sour. The bigger and faster equipment require you to be even more ahead of the aircraft especially in wx conditions that can come up and bite you in the @ss should you get behind the aircraft and loose situational awareness. I find it very interesting to research the cfit accidents that have occured while going into places like Aspen/Telluride, many could have been prevented if only the crew caught the "minor" mistake that turned into a major one in a very short amount of time.Rodger that 350Driver! Plus look where we were scud running, over waterways! Not in those foot hills of Arkansas or the Blue Ridge mountains.
On another scud run, I did help return a pair of Katanas to the factory up in Canada once. Had the help of a really good co-worker. Believe it or not, the Canadian ATC up there at the London Ontario airport cleared us as a flight of two, special VFR into the airport area for landing. We had been dealing with one to three mile vis with snow, all the way up the pennensula after passing Port Huron MI on our way east. We had good forecasts that indicated that most of this weather was lake effect and was going to remain steady in this pennensula area. We also had good GPS units and charts. We also knew that tops weren't all that high (trap door/escape hatch/plan B, if you will).
Actually, My 121 manual authorizes contact approachesFN FAL said:Yes mattpilot. It is dangerous if not done with proper risk assesment. That's why you won't see contact approaches in 121 and 135 manuals.
Consider this -- your dime and your time end where my property line and life begin. You are free to exercise your own risk and skill as long as you expose no one and no one's property to the involuntary risk or reliance on that "judgement and skill."FN FAL said:At the same time, don't take my freedom to judge risk and skill away from me when it's my dime and my time.
Yes, and alot more people died!macfly said:Once apon a time there was no IFR.