IFR just 5.4% of the time

What about flying IFR at night? If it's dark enough that you can't see much
outside, you get the benefits of IFR without many of the dangers of IMC. You
can just fly regular night flights IFR and maintain your currency that way,
and yet you won't be stressed by bad weather to worry about.


One can certainly file and fly an IFR flight plan in VMC at night -- I
do that all of the time. But, because it's VMC, the PIC has an
obligation to see and avoid other traffic. That PIC will be making
some of his flight control decisions based on the outside world, it's
not the same as flying by only reference to instruments. To have
meaningful experience be under the hood or in a cloud!

You are, are you not, the person who not so long ago claimed there was
no visual outside reference in IMC, indicating a lack of understanding
what IMC is? Have you repaired that deficit?

On Mar 2, 12:03 pm, Mxsmanic wrote:
Andrew Sarangan writes:
Not necessarily. For driving, you only need a clear view of the road
and traffic ahead. Whether you can see the scenery around you is
irrelevant for safe driving. Except for the darkness inside the cabin,
which makes it harder to read maps, the darkness outside is not a big
factor. As long as you can see the horizon, airports, runways and
other airplanes, it does not make a big difference how much of the
scenery you can see.

What about terrain?



Terrain avoidance at night becomes a problem only in unpopulated areas
under an overcast moonless sky. It has happened, so it is a real
issue, but most pilots fly in areas where there are at least some
ground lights, moon or stars, and it is really not that hard to tell
if you are heading towards a mountain. On the other hand, unlit towers
are a real concern, regardless of whether it is day or night, and this
is why they get NOTAM'd.

Tony writes:

You are, are you not, the person who not so long ago claimed there was
no visual outside reference in IMC, indicating a lack of understanding
what IMC is?

By definition, any visual references available in IMC are inadequate for
flight.

So even if you can see something outside in IMC, you cannot see enough to fly
safely, which is why IMC requires IFR.

--
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Wrong again.

On Mar 2, 10:19 pm, Mxsmanic wrote:
Tony writes:
You are, are you not, the person who not so long ago claimed there was
no visual outside reference in IMC, indicating a lack of understanding
what IMC is?

By definition, any visual references available in IMC are inadequate for
flight.

So even if you can see something outside in IMC, you cannot see enough to fly
safely, which is why IMC requires IFR.

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Tony writes:

Wrong again.

If so, then show the error. It's not very useful to just say "wrong," without
explaining why.

--
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You, as a teacher, should know lessons are best learned when your
student finds the correct answer on his or her own.

Yet you as an arrogant student refuse to do that.

In this circumstance, for example, why would you not research the
FAA's definition of the condiiton? It, by the way, is something pilots
learn very early in their training.

This is probably an example of, in this reference, item (5).
http://groups.google.com/group/rec.a...203f1b60cdc5/#








On Mar 2, 10:36 pm, Mxtsmanic wrote:
Tony writes:
Wrong again.

If so, then show the error. It's not very useful to just say "wrong," without
explaining why.

--
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Recently, Andrew Sarangan posted:

Terrain avoidance at night becomes a problem only in unpopulated areas
under an overcast moonless sky. It has happened, so it is a real
issue, but most pilots fly in areas where there are at least some
ground lights, moon or stars, and it is really not that hard to tell
if you are heading towards a mountain. On the other hand, unlit towers
are a real concern, regardless of whether it is day or night, and this
is why they get NOTAM'd.

The above is an excellent example of bad pre-flight planning. All one has
to do to avoid terrain, day, night, IMC, etc. is stay above the altitude
of any obstructions in the sector. As this is plainly listed on every
sectional, it is not a difficult task.

Neil

Tony writes:

You, as a teacher, should know lessons are best learned when your
student finds the correct answer on his or her own.

I, as a teacher, know that this is not necessarily true.

If you're trying to get a student to apply general principles or theory to a
specific instance, then yes, this can work well. If it's simply a matter of
missing knowledge, it's a waste of time. You give him the information that he
does not have, as he isn't likely to guess it correctly on his own.

Additionally, explaining why someone is wrong is far more useful than just
telling him he is wrong.

Finally, if you don't know the answer yourself, it's not a good idea to try to
bluff the student.

In this circumstance, for example, why would you not research the
FAA's definition of the condiiton? It, by the way, is something pilots
learn very early in their training.

I did, and my definition matched theirs.

IMC is weather below VFR minimums. Weather below VFR minimums simply means
that you cannot see outside the aircraft well enough to reliably determine the
attitude of the aircraft and navigate. IMC prevents safe flight based on
visual information alone. A VFR pilot is in IMC anytime he inadvertently or
intentionally finds himself in a situation where he cannot navigate, cannot
find his position, or doesn't know the attitude of his aircraft through visual
references outside the aircraft.

IMC requires IFR. By extension, if you are unable to navigate or determine
the attitude of your aircraft without reference to instruments, you are in
IMC. Just seeing shapes out the window doesn't count if they don't allow you
to determine the attitude of the aircraft and your position.

You see, like any good teacher, I can and do explain.

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OK, you have now demonstrated you don't know how to do research --
again.

Are you in VMC flying in haze with vis 2 miles in most domestic
airspace? Do you have outside reference?

Are you in VMC flying 500 feet above a cloud deck with unrestricted
visiblity? Do you have outside reference?

There, I fed the troll.


What is your technical iOn Mar 3, 7:54 am, Mxsmanic
wrote:
Tony writes:
You, as a teacher, should know lessons are best learned when your
student finds the correct answer on his or her own.

I, as a teacher, know that this is not necessarily true.

If you're trying to get a student to apply general principles or theory to a
specific instance, then yes, this can work well. If it's simply a matter of
missing knowledge, it's a waste of time. You give him the information that he
does not have, as he isn't likely to guess it correctly on his own.

Additionally, explaining why someone is wrong is far more useful than just
telling him he is wrong.

Finally, if you don't know the answer yourself, it's not a good idea to try to
bluff the student.

In this circumstance, for example, why would you not research the
FAA's definition of the condiiton? It, by the way, is something pilots
learn very early in their training.

I did, and my definition matched theirs.

IMC is weather below VFR minimums. Weather below VFR minimums simply means
that you cannot see outside the aircraft well enough to reliably determine the
attitude of the aircraft and navigate. IMC prevents safe flight based on
visual information alone. A VFR pilot is in IMC anytime he inadvertently or
intentionally finds himself in a situation where he cannot navigate, cannot
find his position, or doesn't know the attitude of his aircraft through visual
references outside the aircraft.

IMC requires IFR. By extension, if you are unable to navigate or determine
the attitude of your aircraft without reference to instruments, you are in
IMC. Just seeing shapes out the window doesn't count if they don't allow you
to determine the attitude of the aircraft and your position.

You see, like any good teacher, I can and do explain.

--
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Jb,

IMC at night is just as "dangerous" as IMC
during the day.


That's true in theory, but the accident statistics clearly show the
opposite.

--
Thomas Borchert (EDDH)