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#61
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![]() "Gerald Sylvester" wrote in message news ![]() I know you were the student but how did the instructor knowingly break the VFR visibility requirements if you were in the clouds? Nothing in his statement suggested any rule was broken. Primary training is not limited to VFR operations. The instructor can easily pick up an IFR clearance or this may have happened in Class G airspace. |
#62
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![]() "Steven P. McNicoll" wrote in message k.net... "Teacherjh" wrote in message ... Spam cans are now (this is a change) forbidden to enter FORECAST icing - that is, "forecast" icing is now considered "known icing". This is a change. Cite the regulation. It's actually not a change. While everybody says "known icing" every regulation that exists says "forecast or known" icing. What there was a furor over was that a decision was issued that PIREPS indicating absence of ice did not have priority over forecasts. |
#63
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![]() "Ron Natalie" wrote in message ... It's actually not a change. While everybody says "known icing" every regulation that exists says "forecast or known" icing. What there was a furor over was that a decision was issued that PIREPS indicating absence of ice did not have priority over forecasts. The point here is there is no such regulation. |
#64
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If ice is forecast in clouds and precip from say 8000 to FL180 then there is
no ice forecast below 8000 and you are free to fly IFR there. Mike MU-2 ,."Matthew S. Whiting" wrote in message ... Ron Natalie wrote: "Matthew S. Whiting" wrote in message ... It's illegal for him to operate IFR period. Really? Even if you don't fly in the clouds? If he is in a case where that reg applies to him, yes. The rules don't say "in clouds" they say Instrument Flight Rules. If the forecast icing isn't all the way to the ground, why isn't it legal to file and fly below the clouds and the altitudes with forecast or known icing? Matt |
#65
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"Ron Natalie" wrote in message
... It's actually not a change. While everybody says "known icing" every regulation that exists says "forecast or known" icing. The 172P POH says "Flight into known icing conditions is prohibited"--no mention of forecasts. (But there's an ambiguity between known conditions of icing vs. conditions of known icing.) --Gary |
#66
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"Gerald Sylvester" wrote in message
news ![]() BTW, I actually asked my instructor to file a an IFR plan so I can get some actual time when I was (still am since my PPL checkride is December 17th) What a great day for a checkride! Best wishes. -- David Brooks (IR checkride 12/17/02) |
#67
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![]() "Steven P. McNicoll" wrote in message .net... | | "C J Campbell" wrote in message | ... | | The published operating limitations of the aircraft, which must be adhered | to in accordance with the type certificate and the general prohibition | against reckless and dangerous operation. Most modern light planes have | specific provisions in their type certificates prohibiting flight into | known | icing conditions. | | | What forbids those light planes that have no such specific provisions in | their type certificates from flying into known icing conditions? Nothing, of course. But I thought that was so obvious as to go without saying. |
#68
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"Steven P. McNicoll" said:
Forbidden by what? For a fascinating look at the legality of flying in icing conditions, go to Avweb.com and search for an excellent article series on icing by R. Scott Puddy, an attorney and experienced CFII (he was tragically killed in an aerobatics crash last year). His articles are balanced by a retired FAA Inspector named Eric Jaderborg, who basically argues the FAA's side of the issue. Mr. Jaderborg was actually one of the FAA Inspectors who prosecuted one of the cases Scott chronicled in his articles. Among the cases Scott chronicled is the case of a 135 pilot who launched in an area of AIRMET forecast icing, did NOT experience icing, but the FAA still successfully prosecuted a case against him for flying in 'known Icing.' After you have read the article series, your whole opinion will change about the legality of and the risks associated with launching into, and flying at or near the freezing level in such an area. Go to Avweb.com and read this excellent series of articles: Icing Taking Adequate Precautions - (Articles - Jul 10 2002) Flying Into Known Icing Is It Legal? - (Articles - Jul 10 2002) An Icing Encounter PIC Judgment and Prosecutorial Discretion - (Articles - Jul 10 2002) An Icing Encounter A Former FAA Inspector Replies - (Articles - Feb 7 2001) There doesn't have to be an FAR specifically addressing flight of a non-icing certificated bug-smasher into known icing conditions. FAR 91.13 takes care of that. There is ample precedent in NTSB case law where the FAA has successfully prosecuted many of those who "tested the Gods" and got into trouble. For an eye-full, go to NTSB.gov and surf over to the aviation administrative law decisions (search "icing"). Interesting reading. Moreover, the NTSB has perverted the definition of "known Icing" over the last several decades. Notice this little sidebar from a Flight Training Magazine of many years ago: "What is "Known Icing?" A fundamental question that arises when instrument pilots bet together is "What is the definition of `known icing,' and where can that definition be found?" The truth is that the term is not defined in Part 1 of the Federal Aviation Regulations, but the administrative law judges of the National Transportation Safety Board have developed a solid definition of "known icing" in their decisions on icing-related certificate actions over the years. That definition is what you will have to live with if a load of ice contributes to an accident or incident while you are pilot-in-command. Beginning with a case in 1957, the NTSB has stated in its findings that when temperatures are near or below freezing and visible moisture exists. those are icing conditions. They have said further that because the flight service station network states the existence of those conditions in reports and forecasts that are available to pilots both before flight and while carouse. when those conditions are forecast by the National Weather Service and disseminated to the FSSs, the icing conditions become "known" to pilots who are required to check such reports and forecasts while planning a flight. In a 1993 case, in upholding a certificate action against a pilot who relied on pilot reports in making his go/no go decision, the Board made it clear that official NWS weather reports and forecasts take precedence over "anecdotal" (their words) pilot reports. So it is clear that a forecast meeting the NTSB definition of known icing would have the effect of grounding all airplanes not certificated for flight into known icing conditions. That doesn't happen, of course, because icing conditions sufficiently severe to knock a small airplane out of the sky occur infrequently and because almost all pilots know enough about weather to stay on the ground when conditions conducive to icing are forecast at their planned flight altitude and along their planned route." Tailwinds, Antique Examiner |
#69
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![]() "C J Campbell" wrote in message ... Nothing, of course. But I thought that was so obvious as to go without saying. So did I, but apparently it isn't. |
#70
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![]() "Barry" wrote in message hlink.net... Among the cases Scott chronicled is the case of a 135 pilot who launched in an area of AIRMET forecast icing, did NOT experience icing, but the FAA still successfully prosecuted a case against him for flying in 'known Icing.' 135 is a different story. There are specific rules about forecast icing (135.227). This doesn't apply to part 91. Part 91 rules on icing are invented by the FAA without even going through their own sham rulemaking process. |
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