Minimums?

In article
,
says...


A weather induced miss every 400 hours is a very low fraction. It
usually means the weather forecast for an uncontrolled airport was
better than actual. On a non precision approach, unless there were
strong hints -- peeks of the of ground during the day or lights at
night near the MAP, or (can I say this?) an approach not flown well,
not to his personal minimums, husband goes elsewhere. He may have
flown a second approach once in the past 4 years (he logs about 200
hours of complex sel (a Mooney) a year.

He had to search his memory to remember that level of detail --
remember, the airplane doesn't leave on about 10% of his planned
trips, so he avoids weather induced misses because if it looks like
it'll be below minimums he doesn't take off, or while on the way if
the controlled airport is reporting conditions worse than minimums he
won't take a peek even if as a part 91 operation he could.

I don't think he's doing anything a prudent pilot wouldn't do. Well,
IMC at night might be pushing that, I guess. He does say -- and this
might be something many do not agree with -- workload with a single
pilot just is not a big deal, especially if IFR. He says that, but if
I'm in the right seat the only thing he wants to hear me say when he's
flying an approach in IMC is "You are visual".



Nice post - sounds like fun.

IMC at night? Some feel that single-pilot IFR in IMC at night is an
inordinate risk. Others feel it's fine on the condition you know wher VFR
conditions exist, keep them in range, and plan how to get there with
everything on the blink except your whiskey compass.

Workload? IFR is much less work than VFR, as long as you are organized and
have a good autopilot. High workloads can happen when things go wrong.