In article t,
says...



"Greg Farris" wrote in message
...
Here are some "general" tips for safe, single-pilot IFR, gleaned from
Larry Bartlett's refresher course. These tips do not represent the "meat
and potatoes" of the video course, but are thrown in at a couple of
points as generalities. How many agree with these :

1) No Single-Pilot, single engine IFR in IMC at night

Personal choice. The chances of successfully landing at night after an
engine failure are not that different IMC or VMC.

2) No S-P Multi-engine IFR with MEA's higher than the aircraft's SE
performance

This is pretty stupid. It ignores the fact that if the aircraft is at the
MEA and loses an engine (and MEA is above its SE ceiling) that the aircraft
will travel hundreds of miles before reaching the SE ceiling. It will also
reach it absolute SE ceiling which is much higher than the SE service
ceiling in the manual. It also ignores the fact that no piston twin and few
turboprops have enough single engine climb gradient to reach the MEA before
hitting something. In other words, it doesn't make much difference what
the SE service ceiling is.

3) No S-P IFR in IMC without dual vacuum sources, and strong
preference for dual alrternators.

Personal choice.

4) Keep VFR weather within range of the aircraft at all times, and
know where it is

Not practical a lot of times.

5) Avoid S-P circling approaches in IMC, and definitely not at
night or close to minimums

This is pretty stupid too. There are lots of approaches where the MDA is
not much different than pattern altitude.

The reality is that even the simplest airplane with no redundant systems is
far more reliable that the pilot flying it.

Mike
MU-2


His comments were specifically aimed though at "typical" GA aircraft - singles
and light twins, not twin turboprops. Several of your comments are equally
valid for eaither realm, of course, but things like "keep IFR within range"
could be of less concern to you, because of the comfort you can take in the
performance of your machine.

G Faris