Just say NO to scud running!

[350DRIVER]

Rodger that 350Driver! Plus look where we were scud running, over waterways! Not in those foot hills of Arkansas or the Blue Ridge mountains.

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.

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).

I always found it quite interesting when I would have a Canada trip to a small uncontrolled strip with only the NDB approach to get in. Canada controllers always seemed to give whatever I wanted at most any times. I think they really are counting on you to know how to make this work under not so good circumstances and wx conditions. My Canadien flying/experience really taught me to respect even the most minor details on an approach plate. It was always something else to get cleared for the NDB approach 30 miles out and then a basic "good luck" from the controllers after they gave the number to cancel crash and rescue. I think in more ways than one we really are spoiled with our ATC system here in the states. I would always joke with the other crews about the differences between our set up versus the Canada procedures and atc system.


I think it comes down to one simple element and factor which would be knowing exactly what one can get away with safely and should you fail on attempt one then what will be the consequences for the failure.


good topic-

3 5 0

 

[A Squared]

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.

Actually, My 121 manual authorizes contact approaches

 

[OtterFO]

Asquared,

Thats because your POI doesn't comprehend your company's FOM (no small advantage when dealing with him). Has anyone bumped him in a village to do a three engine ferry lately?

 

[surplus1]

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.

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."

 

[T-Gates]

Once apon a time there was no IFR.

Yes, and alot more people died!