Those magical Six minute markers.
Historically, there have been many (many) events which involve VFR flights ending up in IMC; also, the number of 'engine' problems, leading to forced landings is worth noting. Of the 'statistics'/ percentages etc, I have no research to define 'trends' or circumstances or even 'causal factors'. The 'numbers' mean little to those involved in an 'event' - the warnings and advice and training continue to be ignored on a regular basis. This was, essentially, the fact that started an interesting discussion last evening, casual enough but IMO - worth a scribble. Short ramble follows:-
Now, this is a really 'old school' notion, coming from the days when a mid air with a Pterodactyl was on the cards. I have always kept in my flight bag an ancient, ragged, plastic covered WAC chart; the first one I ever owned; a good luck charm against Murphy; it still carries the marks of my first adventures out of the training area. Back in those days, a Chino-graph pencil, a Douglas protractor, an E6B 'computer' and a 'clip-board' were 'tools of trade'. Prosaic enough kit; but it all served me well. Back then, a visit to the 'Met' office gave the usual stuff, wind, temperature and 'weather'. The wind was cribbed onto the E6B and a 'heading' and ground speed' could be roughed out for each leg. The 'Met' data could be used to 'plan' the flight; often this led to 'alternate' routes being plotted on the map to 'step around' forecast marginal' conditions. Each leg was plotted onto the chart, with 'diversion' points, where considered necessary, and 15^ splay either side of the track laid in. Forecast ground speed was then plotted in six minute marks along the route.
It was task enjoyed, considered, and it did take some time to do 'properly'. But, worth every minute and valuable beyond ESP. Plotting the 'diversion' points was a very effective method of stimulating 'situational awareness' 12 minutes were gifted before 'decision' time; time to 'look' ahead, asses and 'call it'. This 'system' had an added advantage; an almost 'sub-conscious' picture of the terrain and the chances of finding a suitable 'paddock' should the Donkey hand in its notice.
The first Garmin 100 I ever used, blew me away; WOW!! Under the IFR it was god sent; priceless at night and it backed up ADF/VOR/ DME readings which was fantastic in the middle of the night. The modern gear is a fabulous tool and nearly, very very nearly, all that the average Joe needs for VFR or even IFR. But, I wonder, can that technology fully replace for the VFR pilot the sense of 'connection' with the operating environment a map, a plan and those magical six minute marks which brought the 'situation' fully into focus.
Those 'markers' - on a chart - almost forced the right questions to be asked; should I divert; if so to where, how is the weather that way - can I step around it; if so, what is the terrain like for a forced landing? And etc - The magical electronics cannot make those decisions; nor can it see what is ahead or options to the side; or even nearest suitable paddock - should the need arise.
I don't know; I love the new equipment (most of it) and it is a marvel and a wonderful tool - no if's or buts about it. Then, I look again at my humble WAC charts and remember the 'lessons' they shared with me; a scrap of paper, some lines and a boat load of 'situational awareness' for the cost of a pencil, half an hour to consider and plot my course, present 'sound' options and keep those options firmly in my mind every six minutes, earning my keep and getting me to the Pub in one piece.
Here the Ramble endeth; my two Bob spent as pleased me best, in provoking discussion to assist in preventing another UCFIT from VFR into IMC. Just saying......Best I get another round in before P7 bellows for "Ale; you young scalawag Ale". ...
Toot - toot..
Historically, there have been many (many) events which involve VFR flights ending up in IMC; also, the number of 'engine' problems, leading to forced landings is worth noting. Of the 'statistics'/ percentages etc, I have no research to define 'trends' or circumstances or even 'causal factors'. The 'numbers' mean little to those involved in an 'event' - the warnings and advice and training continue to be ignored on a regular basis. This was, essentially, the fact that started an interesting discussion last evening, casual enough but IMO - worth a scribble. Short ramble follows:-
Now, this is a really 'old school' notion, coming from the days when a mid air with a Pterodactyl was on the cards. I have always kept in my flight bag an ancient, ragged, plastic covered WAC chart; the first one I ever owned; a good luck charm against Murphy; it still carries the marks of my first adventures out of the training area. Back in those days, a Chino-graph pencil, a Douglas protractor, an E6B 'computer' and a 'clip-board' were 'tools of trade'. Prosaic enough kit; but it all served me well. Back then, a visit to the 'Met' office gave the usual stuff, wind, temperature and 'weather'. The wind was cribbed onto the E6B and a 'heading' and ground speed' could be roughed out for each leg. The 'Met' data could be used to 'plan' the flight; often this led to 'alternate' routes being plotted on the map to 'step around' forecast marginal' conditions. Each leg was plotted onto the chart, with 'diversion' points, where considered necessary, and 15^ splay either side of the track laid in. Forecast ground speed was then plotted in six minute marks along the route.
It was task enjoyed, considered, and it did take some time to do 'properly'. But, worth every minute and valuable beyond ESP. Plotting the 'diversion' points was a very effective method of stimulating 'situational awareness' 12 minutes were gifted before 'decision' time; time to 'look' ahead, asses and 'call it'. This 'system' had an added advantage; an almost 'sub-conscious' picture of the terrain and the chances of finding a suitable 'paddock' should the Donkey hand in its notice.
The first Garmin 100 I ever used, blew me away; WOW!! Under the IFR it was god sent; priceless at night and it backed up ADF/VOR/ DME readings which was fantastic in the middle of the night. The modern gear is a fabulous tool and nearly, very very nearly, all that the average Joe needs for VFR or even IFR. But, I wonder, can that technology fully replace for the VFR pilot the sense of 'connection' with the operating environment a map, a plan and those magical six minute marks which brought the 'situation' fully into focus.
Those 'markers' - on a chart - almost forced the right questions to be asked; should I divert; if so to where, how is the weather that way - can I step around it; if so, what is the terrain like for a forced landing? And etc - The magical electronics cannot make those decisions; nor can it see what is ahead or options to the side; or even nearest suitable paddock - should the need arise.
I don't know; I love the new equipment (most of it) and it is a marvel and a wonderful tool - no if's or buts about it. Then, I look again at my humble WAC charts and remember the 'lessons' they shared with me; a scrap of paper, some lines and a boat load of 'situational awareness' for the cost of a pencil, half an hour to consider and plot my course, present 'sound' options and keep those options firmly in my mind every six minutes, earning my keep and getting me to the Pub in one piece.
Here the Ramble endeth; my two Bob spent as pleased me best, in provoking discussion to assist in preventing another UCFIT from VFR into IMC. Just saying......Best I get another round in before P7 bellows for "Ale; you young scalawag Ale". ...
Toot - toot..