Looking ahead

With low experience and flight time it can be a better bet to fly via aerodromes, not too far apart, so that in the event of unsuitable conditions one can easily divert and land to wait for the conditions to improve. In Victoria for example pilots are fortunate to have suitable aerodromes typically about 50 nm apart. Further north that might be 100 nm or more.

In an ideal VFR world we would only fly when the forecast visibility is 9999 or in real pilot language 10 km or more. When one sees the forecast visibility being 8 km that gives rise to really think that the visibility may in fact drop to 5 km or less, in short going to IFR conditions. 8 km means that it could well be 7-8 km and that is what I call reduced visibility.

Flying coastal can be good. It allows the pilot a flight over low terrain but can also mean that just inland the onshore wind may be creating poor visibility conditions. I.e. cloud on the hills. If one is to make a turn and say divert or make a 180 degree turn it is best to make a P turn but the coast line must be kept in sight at all times even if the turn is made at low level, e.g. 500’. Making low turns over water is very poor airmanship. As history would show when flying at 500’ things happen very quickly and a pilot has to only lose altitude without strong reference to the shoreline and he can well be in the water.

Never turn your back to the coastline!

When flying cross country and encountering forecast or unforecast reduced visibility, low cloud, fog, smoke, mist, rain showers etc. the pilot should slow his aircraft down. That means reduce power, drop flap, retrim, drop the undercarriage, retrim. Get the speed back well below 100 kts and not the advertised speed of 130-160 kts. The lower speed gives the pilot time to think and put plan B into place. Plan B. Divert or do a 180 degree turn and go back to the departure point.

A wise pilot will consider landing and waiting until conditions improve. That might even mean the next day.

This is where a pre-flight consideration of enroute aerodromes can be a good move. Aerodromes that are safely suitable for the aircraft type in question, not just any farmers short dirt strip. Landing at any aerodrome also questions the experience level of the subject pilot and his ability to land the aircraft including short field operations and crosswind experience.

NEVER MAKE LOW LEVEL TURNS OVER THE SEA

A diversion also makes one think about carrying a tie-down kit (in case of a diversion), having a credit card and cash in your wallet (cab money), suitable clothing, a mobile phone, adequate fuel being carried and knowing what time last light is.

Another feature is to use the Auto Pilot (AP) if the aircraft is equipped with a working unit. Using this can allow the pilot time to study the GPS or charts, to give time to plan for a diversion. The AP can help reduce the work load of the pilot caught in reduced visibility conditions. This in turn gives rise to the pilot knowing where he is at all times, knowing where he wants to go to and how is he going to get there.

A pilot who encounters reduced visibility conditions will find himself under pressure. What to do? Go on or go back or divert? Sometimes the pilot in command (PIC) has to make a command decision, a decision that could well mean not getting to the planned destination. Above all he and he alone, not the passengers, has to make the command decision that will ensure the safety of the aircraft, himself and his passengers.

‘But I have to get back to home tonight’ says the passenger.

The PIC has to steel himself and make the decision that will ensure the continued safety of the machine and all its occupants.

For pilots studying to be commercial pilots flying in reduced visibility conditions, while under training, can be a good learning exercise. The more experienced instructor can show the trainee what is flyable and what is the stuff of making a diversion decision.

The motto here is plan ahead, look ahead. Can the visibility conditions be flown in safely? Should we divert and if so where to? But always safely.

Contact Dave by email: [email protected]