UnstableAviator said:
Special VFR. It has a time and place, but I know we've all heard people getting it when better judgement says otherwise.
In my mind, special VFR is a tool that can be used for very special circumstances, and should only be used when absolutely necessary.
One example: Airport is under a 900 ft ceiling, but that ceiling only extends two milesthen the wx is clear. Pilot is familiar with the area, no significant terrain or obstacles. Good to go, I should say.
Another scenario: Returning from the practice aera wth a student, same wx as the above example.
UnstableAviator said:
Light twins that can't climb on one. I know this is probably most light twins out there, but everytime we takeoff that is a risk that has somehow been deemed acceptable. Charts say you'll get 50'/min or so, but I know the loaded Navajo doesn't stand a chance. Hence the takeoff briefing which includes a prayer for letting the engines run for 2 minutes. I know I've said that prayer before.
I do not think that this is more dangerous than a single, provided the pilot is able to keep control of the aircraft.
You can argue that even if you can't reamain aloft, the other engine gives you a really good glide angle and more landing options, especially if you had some altitude to start with.
The bigger threat is the typically poor airmanship of the average light twin pilot (speaking primarily of non-professionals, of course).
Unless I am much mistaken, more people have been killed by the pilot failing to keep control of a twin that COULD climb on one than have been killed by a controlled crash in a twin that could NOT climb on one.
That said, there is not limit to poor airmanship at the private pilot level. People have managed to die after engine failures in centerline-thrust twins.
