I flew a lot of 135, we had to be able to maintain the MEA
on one engine.

What I was pointing out was that two engines don't alter the
safety factor unless you can maintain the MEA and that is an
ice free altitude [thanks for adding that]. Over Kansas, at
night, the forced landing has a 99% chance of coming down on
fairly level ground. Over mountains you may just hit a
vertical wall.


wrote in message
...
| Jim Macklin wrote:
| : IFR with mountains obscured and MEA above 6000 feet
makes
| : single-engine and light multiengine a difficult trip
since
| : loss of an engine will put you in the strato or
| : cumulogranite clouds. You can fly the light twin at
cruise
| : several thousand feet above the MEA and drift down while
| : proceeding to a landing. But a plan is required.
|
| I wouldn't say that particularly makes the trip
"difficult." It does change
| the risk management equation somewhat but that's not
necessarily a "go/no-go"
| dealbreaker for many people. Many folks will argue that
single-engine IMC or
| single-engine night is suicide, but thousands do it daily.
|
| Flying in IMC with the freezing level lower than the
ceilings and MEAs is a
| significantly higher weighted risk than single-engine
failure over the mountains.
| That's why for me I feel the latter is an acceptable risk,
but the former is not in my
| light single.
|
| -Cory
|
| --
|
|
************************************************** ***********************
| * Cory Papenfuss, Ph.D., PPSEL-IA
*
| * Electrical Engineering
*
| * Virginia Polytechnic Institute and State University
*
|
************************************************** ***********************
|