On Thu, 29 Dec 2005 10:46:48 -0000, Dylan Smith
wrote:

Departure on the other hand I find _much_ higher workload, single pilot
IFR (especailly at night), especially in a high performance plane (less
so in a C172). Things are happening quickly, and at least when I lived
in Houston, it seems that you rarely got the clearance you asked for and
had some sort of re-route just about when you'd levelled off at your
initial altitude, meaning another climbing turn.

That's pretty common in the Northeast, also. More so when I lived closer
to NYC than now, though. But that's something you become more able to
handle with experience. Also, if there is an Obstacle Departure procedure,
I always fly it.


Plus the effects on
your inner ear seem to be the most pronounced at this point too

I've never noted that in my instrument flying.

Night IFR plus mountains has to be higher workload still as there are
even more fsck ups that can lead you to be smeared over the ground - in
the flatlands, a minor navigational error is unlikely to kill you.

Personally, I wouldn't do single pilot IFR at night in the mountains
while solo, let alone with the added distraction of having family
members along for the ride.

Everyone has to draw a line someplace according to their risk tolerance.
With more (good) experience, you become more able to handle cockpit
"distractions" and increased workload. Personally, I draw a firm line with
regard to icing conditions; and I also won't fly in the mountains if the
winds are too high. I don't know what they were on the route in question,
though.

The equipment you're flying has much to do with it, too. I'd much rather
be in a high-performance aircraft in night IMC in the mountains than in a
C172, though.

But I was wondering about the specifics of Hilton's objection to this
flight, in view of the fact that he wrote he was a CFII so shouldn't have a
problem with the IMC.


Ron (EPM) (N5843Q, Mooney M20E) (CP, ASEL, ASES, IA)