For you instrument pilots (Full Version)

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feihu -> For you instrument pilots (3/7/2008 3:45:55 AM)

Confucius Say:
Instrument takeoff is like TOOTHPASTE -
Easy to get out - BUT - velly difficult to get back in !
feihu



Ed Toner -> RE: For you imstrument pilots (3/7/2008 4:12:41 PM)

I've made instrument take off's in the L-1011 with RVR of 700'. Make sure you are on CL and tracking by the time you hit 60k, or abort.

Actually, any night catapult launch from a carrier with overcast conditions is an instrument take off. It takes about a second and 600' or so, if I recall.

My advice?- DON'T DO EITHER.[;)]




Tripower455 -> RE: For you imstrument pilots (3/7/2008 9:13:56 PM)


quote:

ORIGINAL: Ed Toner

I've made instrument take off's in the L-1011 with RVR of 700'. Make sure you are on CL and tracking by the time you hit 60k, or abort.

Actually, any night catapult launch from a carrier with overcast conditions is an instrument take off. It takes about a second and 600' or so, if I recall.

My advice?- DON'T DO EITHER.[;)]





I've done hand flown approaches to 700 rvr....... and landed....... legally! [:D]



FLYBOY -> RE: For you instrument pilots (3/9/2008 5:14:28 AM)

I have taken off many times in as low as 300 to 400 feet vis. Legal in part 91 but not smart. After my right engine blew on take off a few years ago I have re thought the IFR take offs and won't be doing them in a light twin any more. If one quits, you are dead. In a jet you have the power to climb and a turbo prop the same, but light twins are way too iffy and it gets way too busy.



Nathan King -> RE: For you instrument pilots (3/24/2008 4:26:55 AM)


quote:

ORIGINAL: FLYBOY

I have taken off many times in as low as 300 to 400 feet vis. Legal in part 91 but not smart. After my right engine blew on take off a few years ago I have re thought the IFR take offs and won't be doing them in a light twin any more. If one quits, you are dead. In a jet you have the power to climb and a turbo prop the same, but light twins are way too iffy and it gets way too busy.


Light twins often give some pilots a false sense of security, especially those with a maximum takeoff weight of 6,000 pounds or less and a stalling speed of 61 knots or less. It's not redundancy if you need both to fly in all but the most forgiving circumstances.

IFR departures in light twins can be very very safe, especially if risks are mitigated by using conservative performance figures. For example, if you have a runway length more than the larger of the accelerate/stop and accelerate/go distances, have an engine-out climb gradient larger than required, and know the airplane everything should be ok - provided everything is caught and corrected in a timely manner. There isn't much history of trouble with low-vis departures by an experienced pilot flying a well-maintained aircraft. I don't blame you though; the prospect of having that happen in IFR is far from comforting. It can take a lot of work and good airmanship to squeeze any climb from light twins. Plus, a go-around with one engine is risky - to put it mildly. I personally wouldn't go unless the departing airport had minimums by a comfortable margin.



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