18 for 18. I actually cancelled my IFR check ride due to marginal weather that was threatening to become solid IMC. Figured I didn’t want to be in actual IMC while doing a check ride. Got props from the DPE for “good ADM”. Rescheduled for 2 days later, and passed. The first thing the DPE said on check ride day was “you seem to have great personal minimums, I like that!”
Reminds me of an early aviation disappointment. My best friend’s father was going to fly us to San Luis Obispo for a tour of the college. The flight was scrubbed “due to winds”. At the time, it was tough for me to reconcile, given that he was a former F-15 test pilot. Thinking back on that today, I have so much respect for making that safety decision. Also makes me wonder how crazy the weather must have been... yikes
Probably a year after I did my commercial multi add-on (with instrument), I was flying a 172 out of Gaithersburg MD to Elon, NC - taking a friend back to school in NC while I headed on to Georgia. This was in 1993, so no on-board NEXRAD - all we had was DUATS and FSS, and what the briefer could describe to you on the phone. I launched into hard IMC and flew like that almost the entire way. I encountered intermittent rain enroute, which had NOT been forecast. ATC helped me maneuver around some embedded cells which I could not see - I just had to trust them. I broke out on the approach at about 1000 AGL, only to see a small cell sitting right on top of the airport. I went missed, held for five minutes, then went back for another try. By then the cell had moved off the airport and I got in. Another cell moved in right after I landed, so I quickly tied the plane down. This was to be a fuel stop/passenger dropoff on the way to Georgia, but once I got inside, called FSS and realized what the weather was doing, I knew I was done flying for the day. I ended up being stuck in North Carolina for the next two days, as the "storm system" turned into near hurricane force winds that ripped through the south. Looking back, if I had the weather resources available that we have today, along with the wisdom of 30 years of flying, I would NEVER have launched that initial flight. My personal minimums are a lot more conservative now today than they were as a young 20-something-year-old freshly minted pilot.
18 for 18, I had just gotten my PPL many years ago, my friend wanted to take pictures of New Years Eve fireworks. The temp/dewpoint was 1 deg spread. I could see halos around ground lighting. That was it…a no go. On the drive home it became nearly 0/0 over most of the State of Florida and Georgia. The only way out was the Bahamas! I’m so glad I got my instrument rating a few years later. Even with an instrument rating it would still be a no go! But, having the instrument rating I would not have even left the house because you become much more aware of weather forecasts and the big weather picture.
18/18. Jason, truer words have never been spoken. With over 40 years in the industry flying IFR the one thing I’ve learned is, I’m always going to learn something flying in general but specifically IFR flying. Keep up the good work!
(Almost) 18 for 18. Love to hear you say this Jason ! Many times we feel that just because we have the Instrument ticket we are obligated to fly through solid IMC. This is a skill that needs to be developed and respected. Similar to 4WD, doesn’t give you a free pass in a blizzard.
Once as a PVT pilot I was flying when storms got between me and destination. I landed but not a general aviation field. It was private and I was told to leave. So I took off and got into heavy rain and only by grace of God did I land safely at my alternate. My take away was- know how to navigate VFR around your planned route and get an instrument rating.
18:18 great video. I am getting ready to take my instrument checkride. I was taught early, an instrument rating is to get you out of trouble, not into trouble.
I’m a fairly high time dual rated flyer. I have nearly 1000 hrs combat time. And NOTHING has ever frightened me more Than weather. Never ever play with it…..great video brother!
Thanks for this video. Im studying the Instrument theory right now. One of my instructors said, once I get an instrument rating, don't go using it to fly in IMC right away. Practice IFR flying in VMC for a while first. Going straight into wanting to fly in cloud is a quick recipe for trouble.
Absolutely Jason! I know the max demonstrated crosswind in a G6 SR22 but my personal minimums are well below that. When I want to test my personal limits, I always do it with a CSIP on board.
18 climbing 31 I see a lot of posts in different groups where the pilot or student is questioning their no-go decision asking if they should have gone. We have to recognize that mindset for what it is. It’s allowing external pressure to compromise safety. You’re PIC and if you are not comfortable, that’s a no-go. No one should convince you otherwise.
18/4/18 N177VC. Been IFR rated for 4 years now. Best thing is it absolutely makes you a better and safer pilot. The number 1 thing flying IFR teaches you is weather can be fast and dangerous. Don’t push it. My personal minimum is 1,000 ceiling. I’ve been in the clouds a bunch but most of it was flying above the clouds and then descending for approach. You really learn to brief the weather and be aware of what’s out there. Always be ahead of the plane. I fully brief my destination approach so nothing is a surprise. Brief the airport diagram for your most likely taxi instructions. Did unusual attitude and spin training with Patty Wagstaff. Great learning. Will repeat at two years. Respect the weather and enjoy your trip. You DONT have to be anywhere that bad. A great weather truism is “I’d rather be on the ground wishing I was up, than up there wishing I was on the ground!
18x18 JS. Great points! I am about to begin instrument training and even with cert I’m not interested in flying through weather unless for some reason I’m forced to. Thanks again Jason
18 for 18. Good topic! Have had my IFR ticket for about a year and a half. Still really conservative and make a lot of "no go" decisions. Had a flight this fall where weather built more than anticipated. Flight went well, but margin was thinner than I would have liked. Learned some good lessons on the flight.
18 for 18! Great Emphasis!! Decision Making is so Key in Life & Aviation! Really appreciate you keeping this on the forefront of our minds Sir! Excellent Series!! Soon to be Instrument Rated! ET
18 for 18 Great video and very important advice. Once, I take off before morning fog dissapeared, and have found in the cloud, with TMG without attitude indicator. It was scary and bad decision.
I started flight training a couple years ago. When I flew my 3 leg solo X-country; the weather was forecasted to be a good day for a cross country with a few clouds, and I used flight following during the duration of the flight. During my third leg, I visually see outside 50 miles ahead that fog started to form at the destination airport. I checked the weather via ForeFlight, KEUG ATIS, and ATC, so I decided to divert back to S12 where I originally took off from to land while the weather was still good over there. I was flying in the Pacific Northwest, so weather conditions can change rapidly. Thanks for the content Jason, and I’m happy to tell you that I aspire to get my instrument rating one day.
18 of 18! Im still waiting for my ppl check-ride but flying out of KBJC in the Denver area has been a great experience with weather and had taught me to trust myself. There have been multiple times where a nice VFR day turns into IFR very quickly. Another great video Jason, thank you!
18 for 18. Rusty Pilot here. Always enjoy your videos. Very informative and keeps me learning. Thank you for all your efforts to make everyone a safer pilot.
18/18. I have had 4 no-gos already this month due to weather. Even though I am flying a FIKI aircraft, I still will avoid ice. You just never know the intensity you may encounter. It is interesting how some pilots I know will treat their weather brief as the law, but they seem to complain the loudest when the civilian weather gets it wrong. All weather forecasts are probability based and should be treated as such. Things change.
18 for 18. I have often cancelled flights due to low clouds in the forecast. I am just starting my instrument training, so this video was very timely for me.
When working with Instrument students, I always recommend flying in actual IMC when we can do it SAFELY, i.e. clouds above our personal mins, good visibility below etc.
Wow, eighteen for eighteen. Love this stuff. The only reason I'm working on my instrument certificate now is to be a better/safer pilot and to be prepared for weather; never to feel I can just fly no matter what.
Lost a member of our flight club who had a brand new instrument rating. He had low hours in a light twin he was renting to take his sister and friend out to visit other family on the east coast. Before he started back to home base his other sister called and told him how terrible the weather was at home with poor visibility very heavy gusty winds and snow. He assured her they would be fine, he called it a go. His flight instructor texted him and let him know the weather was a no go in his opinion. I do not know if he got the text but in my friend's judgement it was a go and he almost made it except for his approach to the home airport with a controlled flight into terrain. Three fatalities and a family and community left behind in shock.
18 of 18 done. 👍 A few things I would add here. Minimums are not just about VFR/SVFR or the IFR procedure minimums, it also involves other elements. No matter if it's VMC or IMC you always have to determine and take into account one's personal minimums, the aircraft's performance minimums, and even the passengers minimums. Also, when it comes to weather we have to remember that the information that we get on our electronic display systems is not real-time. Correct me if I'm wrong here, but the information that we receivr on our displays is old raging from five minutes to one hour. So never rely solely on that. Use AWOS/ASOS/ATIS when available by any connectivity means you have to them. Always have a plan B. All in all, as one very wise instructor told me, "it's better to be on the ground wishing to be flying than flying and wishing to be on the ground."
18 for 18: My last IFR flight was for my check ride back in 2014, before I ever even owned a cell phone....haha. However, in the next week or so I am expecting my avionics guy to send an email he is ready to install my upgrades. I know that once I get the new avionics I am going to have to take some time to get to know the functionality of them. After that I am going ot have to go up with a CFII to get proficient before I think about doing an IPC. Being able to watch videos like this that explain good aeronautical decision making in the IMC environment are valuable to my aviation mastery journey.
I got my IR and I have just a few hours of actual IMC, but I've never actually used the privileges. Even after getting the ticket my actual time on an instrument flight plan has been with a CFII for practice. I admit I'm conservative in my weather planning, but for flying single engine I sort of view the IR as a learning experience to get better acquainted with flying, and as a tool that I can use to get out of an airport that is socked in by clouds to a nearby area that is VFR, or if unexpected clouds move in that weren't predicted. I don't know that I trust myself or the aircraft enough to launch a single engine light airplane into hard IMC for a XC flight in those conditions with just myself at the controls.
18 for 18 When Thunderstorms are moving in I will have my aircraft Radio on listening to Pilots, asking ATC to deviate around the storms so they won't have to fly through them. It also helps me to know how the storms are moving in and I can tell where they are and if we will be in the worst of it. I like it when the planes fly over me or in my area flying around the storms.
Even after 20+ years in professional aviation flying “very capable” turboprops and narrow-body jets, flying in weather must be treated with respect. Every little nugget you learn while flying in weather can add a level of confidence, which can be good….and bad. Those little “wins” when you flew through yellow on the radar and it was smooth as glass can lead you to becoming over-confident the next time you see yellow. Self de-briefing your decisions after an IMC flight can greatly help you see where your decision making was, and maybe where you could’ve chosen an alternative plan. Learn learn learn! FYI, when I’m flying GA, my preference is breaking out around 1500 feet…and that’s if the weather along the route isn’t low as well.
I try to make a decision to go into a cloud on two things, how big is the buildup, if any, and if I can see what weather is on the other side. If I can't see what's on the other side, I will try to deviate if the the cloud looks like its building rapidly, or if there is an obvious route around the weather in front of me.
18 for 18, great advice. As a newer private pilot I don’t want to just be a fair weather flyer. Also, I don’t ever want to jeopardize my family or friends with poor judgment either. So, I’ll always error on the side of caution to the beat of my ability. Thanks for another great video.
18 for 18. Having radar in the aircraft is wonderful compared to not having it. All I would add is looking at it is more valuable than sweeps of the radar.
18 for 18! I agree with Jason... after getting my instrument rating, I will not launch into things that I previously had departed into VFR! "Fly below a LOW fly above a HIGH"... meaning fly south of a LOW and north of a HIGH in North America... I don't know about the rest of the world.
18 / 18. As a sport pilot living in Kansas non forecasted storms can pop up pretty quick. Maybe a discussion about diverting around a storm and or to an alternate landing site . Also what the wind current s can be effecting you in clear air near the storm.
18 for 18! IFR can be a harsh mistress; some days it’s pretty and others it’ll screw you over. Also, I try to avoid flying in precipitation as a general rule; I don’t want to take unnecessary risks in a light aircraft.
I find that I pay much closer attention to weather in flight planning,now that I have my IFR. I guess it as if you are just looking at a swimming hole you don’t think much about what’s in it, but if you are going swimming, you will want know all about it that water,and what’s in it.
It’s a lot of fun to blast off when the ceilings are 800-1,000 and it’s warm enough that ice is out of the question and it’s gloomy but there is no real energy in the atmosphere and nothing frontal is imminent. But yeah, once it gets more dynamic than that, I hang it up and go a different day. Nothing I do in an airplane is that important.
18/18. My personal minimums are 1000' or pattern altitude. I want to see the field from a sufficient height in case something bad happens and I need to maneuver without worrying about popping back into the clouds (which happened to me once on an approach to a 600' minimum).
18/18. During my instrument training, I finally got some actual IMC and it suddenly felt like I didn't know anything.... SOOOOO different that foggles... Even a little scary at first...
18 for 18. I actually cancelled my IFR check ride due to marginal weather that was threatening to become solid IMC. Figured I didn’t want to be in actual IMC while doing a check ride. Got props from the DPE for “good ADM”. Rescheduled for 2 days later, and passed. The first thing the DPE said on check ride day was “you seem to have great personal minimums, I like that!”
Cancelling a flight is also flying 👍
Reminds me of an early aviation disappointment. My best friend’s father was going to fly us to San Luis Obispo for a tour of the college. The flight was scrubbed “due to winds”. At the time, it was tough for me to reconcile, given that he was a former F-15 test pilot. Thinking back on that today, I have so much respect for making that safety decision. Also makes me wonder how crazy the weather must have been... yikes
Probably a year after I did my commercial multi add-on (with instrument), I was flying a 172 out of Gaithersburg MD to Elon, NC - taking a friend back to school in NC while I headed on to Georgia. This was in 1993, so no on-board NEXRAD - all we had was DUATS and FSS, and what the briefer could describe to you on the phone. I launched into hard IMC and flew like that almost the entire way. I encountered intermittent rain enroute, which had NOT been forecast. ATC helped me maneuver around some embedded cells which I could not see - I just had to trust them. I broke out on the approach at about 1000 AGL, only to see a small cell sitting right on top of the airport. I went missed, held for five minutes, then went back for another try. By then the cell had moved off the airport and I got in. Another cell moved in right after I landed, so I quickly tied the plane down. This was to be a fuel stop/passenger dropoff on the way to Georgia, but once I got inside, called FSS and realized what the weather was doing, I knew I was done flying for the day. I ended up being stuck in North Carolina for the next two days, as the "storm system" turned into near hurricane force winds that ripped through the south.
Looking back, if I had the weather resources available that we have today, along with the wisdom of 30 years of flying, I would NEVER have launched that initial flight. My personal minimums are a lot more conservative now today than they were as a young 20-something-year-old freshly minted pilot.
18 for 18, I had just gotten my PPL many years ago, my friend wanted to take pictures of New Years Eve fireworks.
The temp/dewpoint was 1 deg spread. I could see halos around ground lighting. That was it…a no go. On the drive home it became nearly 0/0 over most of the State of Florida and Georgia. The only way out was the Bahamas!
I’m so glad I got my instrument rating a few years later. Even with an instrument rating it would still be a no go! But, having the instrument rating I would not have even left the house because you become much more aware of weather forecasts and the big weather picture.
18 FM 18.... great video.... Safety is non-negotiable ...
18/18. Jason, truer words have never been spoken. With over 40 years in the industry flying IFR the one thing I’ve learned is, I’m always going to learn something flying in general but specifically IFR flying. Keep up the good work!
18/18. Totally agree. IMC and freezing level below LSALT is an instant no go for me. Cancelled a trip last year when this was the case.
(Almost) 18 for 18. Love to hear you say this Jason ! Many times we feel that just because we have the Instrument ticket we are obligated to fly through solid IMC. This is a skill that needs to be developed and respected. Similar to 4WD, doesn’t give you a free pass in a blizzard.
best video yet of the 31 day challenge. One year IFR rating and think of these things all the time and still learning!
18 for 18. My CFII moto was that foggles are cheap but weather is real. IFR or vfr, always avoid weather - these are small planes.
Once as a PVT pilot I was flying when storms got between me and destination. I landed but not a general aviation field. It was private and I was told to leave. So I took off and got into heavy rain and only by grace of God did I land safely at my alternate. My take away was- know how to navigate VFR around your planned route and get an instrument rating.
18:18 great video. I am getting ready to take my instrument checkride. I was taught early, an instrument rating is to get you out of trouble, not into trouble.
This is probably one of the best refelxions I hav heard in aviation teaching. Congratulations. Keep it up.
I’m a fairly high time dual rated flyer. I have nearly 1000 hrs combat time. And NOTHING has ever frightened me more Than weather. Never ever play with it…..great video brother!
18 for 18....working on my IFR rating right now. Loved today's lesson!!
Thanks for this video. Im studying the Instrument theory right now. One of my instructors said, once I get an instrument rating, don't go using it to fly in IMC right away. Practice IFR flying in VMC for a while first. Going straight into wanting to fly in cloud is a quick recipe for trouble.
18 for 18! Roger That ! Thanks Jason !
18 for 18! Thanks for keeing all our safety in mind
18 for 18! I am working on the instrument rating right now. Thank you for the great videos Jason!! Keep up the good work!!
18 for 18! Great stuff as always Jason.
18 for 18! Great topic. Learning to navigate actual weather is certainly a learning process for me!
18 for 18 I couldn't agree more with you about using my IFR when it comes to weather. Mother nature always wins, so I don't fly or find away around it
18 for 18, thank you Jason!
18 for 18! Great information again!
18/18! Perfect timing, I have begun studying instrument as I wait for my checkride!
18 for 18, Great content, Thanks Jason
18 for 18! Thanks for the videos!
Absolutely Jason! I know the max demonstrated crosswind in a G6 SR22 but my personal minimums are well below that. When I want to test my personal limits, I always do it with a CSIP on board.
TennesseeTurkey is 18 for 18 and loving every minute!
18 climbing 31
I see a lot of posts in different groups where the pilot or student is questioning their no-go decision asking if they should have gone. We have to recognize that mindset for what it is. It’s allowing external pressure to compromise safety. You’re PIC and if you are not comfortable, that’s a no-go. No one should convince you otherwise.
You keep hitting topics that I think are not thought about enough great video!!
18/18
18/18 and I'm now caught up. Did my homework and have been enjoying these videos. :-)
18/4/18 N177VC. Been IFR rated for 4 years now. Best thing is it absolutely makes you a better and safer pilot. The number 1 thing flying IFR teaches you is weather can be fast and dangerous. Don’t push it. My personal minimum is 1,000 ceiling. I’ve been in the clouds a bunch but most of it was flying above the clouds and then descending for approach. You really learn to brief the weather and be aware of what’s out there. Always be ahead of the plane. I fully brief my destination approach so nothing is a surprise. Brief the airport diagram for your most likely taxi instructions. Did unusual attitude and spin training with Patty Wagstaff. Great learning. Will repeat at two years. Respect the weather and enjoy your trip. You DONT have to be anywhere that bad. A great weather truism is “I’d rather be on the ground wishing I was up, than up there wishing I was on the ground!
18 for 18! I am in training for my instrument rating and you gave great points to put into practice.
18x18 JS. Great points! I am about to begin instrument training and even with cert I’m not interested in flying through weather unless for some reason I’m forced to. Thanks again Jason
18 for 18! I love starting my day with these. Thank you MZeroA team!
No go with a notam for "Mountain obscuration".
18 for 18. Good topic! Have had my IFR ticket for about a year and a half. Still really conservative and make a lot of "no go" decisions. Had a flight this fall where weather built more than anticipated. Flight went well, but margin was thinner than I would have liked. Learned some good lessons on the flight.
18 for 18. As a pilot, I am constantly eager to acquire any additional knowledge regarding weather.
18 4 18 - Another factor to consider while being a safe pilot
18 of 18. Thanks!! Good points to remember.
18 for 18!
Great Emphasis!!
Decision Making is so Key in Life & Aviation! Really appreciate you keeping this on the forefront of our minds Sir! Excellent Series!! Soon to be Instrument Rated!
ET
18 for 18
Great video and very important advice. Once, I take off before morning fog dissapeared, and have found in the cloud, with TMG without attitude indicator. It was scary and bad decision.
I started flight training a couple years ago. When I flew my 3 leg solo X-country; the weather was forecasted to be a good day for a cross country with a few clouds, and I used flight following during the duration of the flight. During my third leg, I visually see outside 50 miles ahead that fog started to form at the destination airport. I checked the weather via ForeFlight, KEUG ATIS, and ATC, so I decided to divert back to S12 where I originally took off from to land while the weather was still good over there. I was flying in the Pacific Northwest, so weather conditions can change rapidly. Thanks for the content Jason, and I’m happy to tell you that I aspire to get my instrument rating one day.
18-4-18! Great information to keep thinking about! 👍🏼
18 for 18! Thanks for a great, informative, though provoking video.
18 of 18. Great video topic Jason
18 of 18, great topic!
18 of 18! Im still waiting for my ppl check-ride but flying out of KBJC in the Denver area has been a great experience with weather and had taught me to trust myself. There have been multiple times where a nice VFR day turns into IFR very quickly. Another great video Jason, thank you!
18/18, you are spot on!
18-18. Good conversation
18-4-18! Decision making! Yes!👍🏼
Sounds like good old common sense to me , thanks !
18/18. Thanks again Jason for always keeping us learning . . . and safe . . . Bob
18 for 18. Rusty Pilot here. Always enjoy your videos. Very informative and keeps me learning. Thank you for all your efforts to make everyone a safer pilot.
18/18. I have had 4 no-gos already this month due to weather. Even though I am flying a FIKI aircraft, I still will avoid ice. You just never know the intensity you may encounter. It is interesting how some pilots I know will treat their weather brief as the law, but they seem to complain the loudest when the civilian weather gets it wrong. All weather forecasts are probability based and should be treated as such. Things change.
Alan in Tallahassee. 18 for 18. Have made many "no-go" decisions on a sunny day but winds are high and exceed crosswind component.
18 for 18. Loving your series; you speak from your _heart_ ,as well as your mind. Thank you, and bless you. 😊
18 for 18. I have often cancelled flights due to low clouds in the forecast. I am just starting my instrument training, so this video was very timely for me.
When working with Instrument students, I always recommend flying in actual IMC when we can do it SAFELY, i.e. clouds above our personal mins, good visibility below etc.
Wow, eighteen for eighteen. Love this stuff. The only reason I'm working on my instrument certificate now is to be a better/safer pilot and to be prepared for weather; never to feel I can just fly no matter what.
18/18 yes it’s so important to have a collective knowledge for go or No go decision’s Thanks for this valuable video Jason.
18/18 I'm not IFR rated a good lesson on staying clear of bad weather and setting good personal minimums. Thanks Sir!
18 for 18 !!!!👍👍👍
18/18! Your realistic scenarios are very helpful- ADM is key.
18/18 the content is absolutely amazing ! Looking forward to the live stream
Lost a member of our flight club who had a brand new instrument rating. He had low hours in a light twin he was renting to take his sister and friend out to visit other family on the east coast. Before he started back to home base his other sister called and told him how terrible the weather was at home with poor visibility very heavy gusty winds and snow. He assured her they would be fine, he called it a go. His flight instructor texted him and let him know the weather was a no go in his opinion. I do not know if he got the text but in my friend's judgement it was a go and he almost made it except for his approach to the home airport with a controlled flight into terrain. Three fatalities and a family and community left behind in shock.
18 for 18 had to catch up, loving the content.
18/18 and I’m loving it
18 of 18 done. 👍 A few things I would add here. Minimums are not just about VFR/SVFR or the IFR procedure minimums, it also involves other elements. No matter if it's VMC or IMC you always have to determine and take into account one's personal minimums, the aircraft's performance minimums, and even the passengers minimums. Also, when it comes to weather we have to remember that the information that we get on our electronic display systems is not real-time. Correct me if I'm wrong here, but the information that we receivr on our displays is old raging from five minutes to one hour. So never rely solely on that. Use AWOS/ASOS/ATIS when available by any connectivity means you have to them. Always have a plan B. All in all, as one very wise instructor told me, "it's better to be on the ground wishing to be flying than flying and wishing to be on the ground."
18 for 18. Loving the feedback comments on personal IMC experiences, backed by good decision making and respect for personal minimums
18/18 Important information to think about.
18 for 18: My last IFR flight was for my check ride back in 2014, before I ever even owned a cell phone....haha. However, in the next week or so I am expecting my avionics guy to send an email he is ready to install my upgrades. I know that once I get the new avionics I am going to have to take some time to get to know the functionality of them. After that I am going ot have to go up with a CFII to get proficient before I think about doing an IPC. Being able to watch videos like this that explain good aeronautical decision making in the IMC environment are valuable to my aviation mastery journey.
I got my IR and I have just a few hours of actual IMC, but I've never actually used the privileges. Even after getting the ticket my actual time on an instrument flight plan has been with a CFII for practice. I admit I'm conservative in my weather planning, but for flying single engine I sort of view the IR as a learning experience to get better acquainted with flying, and as a tool that I can use to get out of an airport that is socked in by clouds to a nearby area that is VFR, or if unexpected clouds move in that weren't predicted. I don't know that I trust myself or the aircraft enough to launch a single engine light airplane into hard IMC for a XC flight in those conditions with just myself at the controls.
18 for 18! Should be starting my instrument training this summer!
Still going strong 💪🏼🛩️🛫💪🏼✌🏼
18/18, awesome advice
18 4 18 - Always be another day to fly if you make the right weather call.
18 for 18 When Thunderstorms are moving in I will have my aircraft Radio on listening to Pilots, asking ATC to deviate around the storms so they won't have to fly through them. It also helps me to know how the storms are moving in and I can tell where they are and if we will be in the worst of it. I like it when the planes fly over me or in my area flying around the storms.
Even after 20+ years in professional aviation flying “very capable” turboprops and narrow-body jets, flying in weather must be treated with respect. Every little nugget you learn while flying in weather can add a level of confidence, which can be good….and bad. Those little “wins” when you flew through yellow on the radar and it was smooth as glass can lead you to becoming over-confident the next time you see yellow. Self de-briefing your decisions after an IMC flight can greatly help you see where your decision making was, and maybe where you could’ve chosen an alternative plan. Learn learn learn! FYI, when I’m flying GA, my preference is breaking out around 1500 feet…and that’s if the weather along the route isn’t low as well.
I try to make a decision to go into a cloud on two things, how big is the buildup, if any, and if I can see what weather is on the other side. If I can't see what's on the other side, I will try to deviate if the the cloud looks like its building rapidly, or if there is an obvious route around the weather in front of me.
18 for 18, great advice. As a newer private pilot I don’t want to just be a fair weather flyer. Also, I don’t ever want to jeopardize my family or friends with poor judgment either. So, I’ll always error on the side of caution to the beat of my ability. Thanks for another great video.
Another great video!!! 18 for 18.
18 for 18. Having radar in the aircraft is wonderful compared to not having it. All I would add is looking at it is more valuable than sweeps of the radar.
18 for 18. True that Jason, better safe than sorry.
I m caught up
18 4 18!
Did my first solo cross-country today!
18 for 18! I agree with Jason... after getting my instrument rating, I will not launch into things that I previously had departed into VFR! "Fly below a LOW fly above a HIGH"... meaning fly south of a LOW and north of a HIGH in North America... I don't know about the rest of the world.
18 for 18 in 2024!
18 / 18. As a sport pilot living in Kansas non forecasted storms can pop up pretty quick. Maybe a discussion about diverting around a storm and or to an alternate landing site . Also what the wind current s can be effecting you in clear air near the storm.
18 for 18, Jason! Still a VFR pilot. I really want to get my IFR ticket, I just have to find the cycles to do the training.
18 for 18! IFR can be a harsh mistress; some days it’s pretty and others it’ll screw you over. Also, I try to avoid flying in precipitation as a general rule; I don’t want to take unnecessary risks in a light aircraft.
18/18, yes sir!!!!!!!!!!!!
I find that I pay much closer attention to weather in flight planning,now that I have my IFR. I guess it as if you are just looking at a swimming hole you don’t think much about what’s in it, but if you are going swimming, you will want know all about it that water,and what’s in it.
18 for 18! 🎉
18 of 18 Life in the air depends on ADM
eighteen for eighteen !! Aspiring IFR pilot in Ohio so I will definitely keep this video to rewatch
It’s a lot of fun to blast off when the ceilings are 800-1,000 and it’s warm enough that ice is out of the question and it’s gloomy but there is no real energy in the atmosphere and nothing frontal is imminent. But yeah, once it gets more dynamic than that, I hang it up and go a different day. Nothing I do in an airplane is that important.
18/18. My personal minimums are 1000' or pattern altitude. I want to see the field from a sufficient height in case something bad happens and I need to maneuver without worrying about popping back into the clouds (which happened to me once on an approach to a 600' minimum).
18 for 18. Just starting my ifr training.
18/18. During my instrument training, I finally got some actual IMC and it suddenly felt like I didn't know anything.... SOOOOO different that foggles... Even a little scary at first...