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On the other hand, Todd, if you had been planning a flight that was longer
than the quick 10-minute hop, would you have continued once you popped-up and saw the extent of the haze? It sounded to me like the only reason you continued was because you knew you were just going next door. I'm not current, and plan on going up with my instructor to get some hood time, as soon as my plane is out of annual, before I take it home. If I was going to SAC or further... hmmmm.... I think I may have turned around. Not being able to see Pilot hill is one thing, but not being able to see the Sacramento landscape is another. If I were current, and could make an IFR request to get to my destination... hmmm... maybe. But I would have done much more research on the weather, than I did, before making the trip. There's a good article in AOPA's flight training magazine this month about a fellow that got caught in some nasty weather/ice. It's worth a read. I'll check it out... Thanks! I remember one flight back to the home airport from a local practice area. I climbed to 1,500', but the haze was getting thicker. It was really difficult to tell where the haze stopped and the clouds began. I estimated that at 1,500' I still had 3-5 miles visibility, but decided to descent to 1,000' where I had P6SM (after all, it was only 5 minutes to the airport). Yeah... haze is one thing, when it's just a matter of stability in the atmosphere and simply a bad air day, but when there's haze and a nasty system looming behind it, I would really want to know what I was up against and be prepared before I ventured too far away from known satisfactory conditions. Todd |
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On 01/26/06 11:28, three-eight-hotel wrote:
On the other hand, Todd, if you had been planning a flight that was longer than the quick 10-minute hop, would you have continued once you popped-up and saw the extent of the haze? It sounded to me like the only reason you continued was because you knew you were just going next door. I'm not current, and plan on going up with my instructor to get some hood time, as soon as my plane is out of annual, before I take it home. If I was going to SAC or further... hmmmm.... I think I may have turned around. Not being able to see Pilot hill is one thing, but not being able to see the Sacramento landscape is another. If I were current, and could make an IFR request to get to my destination... hmmm... maybe. But I would have done much more research on the weather, than I did, before making the trip. That was basically what I was saying. You didn't dodge a bullet because had the gun actually have been loaded, you would have never stepped in front of it ;-) There's a good article in AOPA's flight training magazine this month about a fellow that got caught in some nasty weather/ice. It's worth a read. I'll check it out... Thanks! I remember one flight back to the home airport from a local practice area. I climbed to 1,500', but the haze was getting thicker. It was really difficult to tell where the haze stopped and the clouds began. I estimated that at 1,500' I still had 3-5 miles visibility, but decided to descent to 1,000' where I had P6SM (after all, it was only 5 minutes to the airport). Yeah... haze is one thing, when it's just a matter of stability in the atmosphere and simply a bad air day, but when there's haze and a nasty system looming behind it, I would really want to know what I was up against and be prepared before I ventured too far away from known satisfactory conditions. Todd -- Mark Hansen, PP-ASEL, Instrument Airplane Cal Aggie Flying Farmers Sacramento, CA |
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That was basically what I was saying. You didn't dodge a bullet
because had the gun actually have been loaded, you would have never stepped in front of it ;-) I figured that's where you were going with that... ;-) and... you are right! I didn't dodge a bullet, because I wasn't or wouldn't have been willing to put myself in a situation that might have got me into trouble. I knew the conditions I was coming from were favorable, with a slight haze, and could have easily turned back to try again another day. The point of my post was not to suggest I dodged a bullet, but to emphasize how quickly things can turn. Any VFR pilot could have hopped into a plane from Cameron Park to do some air-work that might have taken them to a practice area further than where I was coming from, in Georgetown. They could have ascended up to a few thousand feet in a light to moderate haze, practiced some turns and stalls for an hour or two and headed back to Cameron Park to land. In the hour I left the airport and had pizza at a local shop, things turned from what appeared to be haze to fairly ominous looking clouds. I would have not wanted to be away in favorable conditions practicing maneuvers, only to return to what I saw when I left the pizza place. Even though it was "only" a 10 minute flight for me, I think I have something to learn from the observation as well. Weather can change in an instant, and you can't always know what's looming behind haze or a layer of clouds without seriously preparing for a flight into those known conditions. Even then, there are no guarantees. Best Regards, Todd Todd |
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