If I'm in IMC I can still find see what I'm crashing into (unless the
ceilings are really, really low). In daylight, there's a very good chance of
missing the trees and finding a field or road, at least in Mississippi. At
night (and this was a moonless night) it's hard to see much when you are
forced to land.

----- Original Message -----
From: "Newps"
Newsgroups: rec.aviation.ifr
Sent: Monday, December 17, 2007 11:02 PM
Subject: Who's Boss?


"Newps" wrote in message
. ..


wrote:

Correct. 2000 from the north, 3700 from the south to keep me from running
into an antenna. But the controllers don't seem to be nearly as concerned
about my safety if my engine quits.


Controllers separate you from aircraft, terrain, obstructions and
airspace. Your engine quitting is not a concern to ATC. If it's that
critical for you IFR flight will be problematic at best in a single engine
airplane. A typical approach will have you at about 1800 AGL at the
marker/FAF. You're not coasting in from there.



That's my point: I know where the
antennas are.

Irrelevant.


And I have the traffic on TIS or visually.


TIS is irrelevant for separation. And you don't know that the other
aircraft was the sole reason.



The only thing I'm
really worried about is gliding to the airport if my engine dies. But the
controllers seem oblivious to my real concern. And this guy was downright
determined to make me descend below my power-off glide altitude.





You're IFR so certain rules and procedures will apply. Can't abide? Then
you'll have to go VFR.