All the below is true. I am an IFR rated pilot with IFR privileges in single and multi-engine airplane and helicopter (kind of rare). AS I said very early in this thread have a plan that you developed with an instructor, get an instant on AH, get some IFR training in a powered aircraft every year control (straight AND level, turns..) and unusual attitude recovery, don't bother with departures and approaches) and you will give yourself a good chance of staying in control for a few minutes, maybe enough to get out of the cloud. There is a reason IFR privileges do not apply one rating for all aircraft. Note there is no IFR rating for gliders. Hope for the best, plan for the worst, which is why I always dress to egress also.


stay safe and never stop thinking about what if...

On Friday, April 17, 2015 at 9:30:39 AM UTC-7, son_of_flubber wrote:
On Friday, April 17, 2015 at 10:49:38 AM UTC-4, Bob Whelan wrote:

IMC is serious stuff...with or without the proper instrumentation and
training.

IMC is just part of the picture.

1.I'm starting to think that IMC training, currency, and installed instrumentation is a necessary, but not sufficient condition for me to fly in wave (especially wet wave).

But there're other factors:

2.Ability to recover from upset induced by turbulence and/or IMC disorientation. (aka Upset Recovery Training)

3.A glider that is less likely to shed it's wings with the spoilers open and a negative load factor.

4.Readiness to bail out and acceptance of the increased probability of a bail-out in cold, high altitude and turbulent air. Training and confidence in parachuting ability.

5.Ability and instrumentation to descend through IMC without colliding with terrain.

6.Preparedness and willingness to land out well downwind of the departure airport and possibly land in the trees.

All of these factors are relevant in non-wave soaring as well, but the probabilities are less favorable in wave.