milky

If the weather is less than 1000', you are not allowed to go out and descend under the layer and scud run home. VFR is 1000/3. You are flying IFR even if you are not in the clouds if the ceiling is less than 1000.

floridaCFII

Say what? As long as you maintain your VFR cloud clearances and your minimum safe altitudes, you're good to go. Remember, in Class G it's 1sm flight vis and clear of clouds.

250 or point 65

Whoa now.

I'm not sure how even to respond to this. Read the regs and AIM.

PiperPower

Where did you read that?

250 or point 65

nowhere, it doesnt exist

NoyGonnaDoIt

WAG: "1000/3" often quoted as a VFR minimum, is very commonly misunderstood. It's a combination of two parts of 91.155, the basic VFR minimums chart and 91.155(c) and (d).

It's commonly misunderstood as applying only to towered airports. Perhaps somewhere along the way, milky was corrected about the common misunderstanding and now has a less common misunderstanding that it applies to all airports and all airspace?

Ewfflyer

You absolutely can shoot the ILS at an airport, "break-out" below the bases, request a special VFR from XXX-ILS airport to North/East/South/West to clear the class-D, then proceed to your destination VFR(in class-G, make sure there is no Class-E connected, could bite you in some cases).

Now, this situation is perfectly legal according to the FAR's, but you also need to consider are you:

A: Over a congested area, you now need to be 1000' above that, 500' over other area's is obviously the prefered route.

B: How well do you really know the terrain and obstacles? Before I'd ever attempt anything of this nature, I'd highly advise that you simulate this in VFR conditions, step by step, the planned route of flight, low altitude etc.. You need to see it in the good weather to really appreciate what's going to be coming at you in less than ideal conditions.

C: What's it really worth? If the ILS airport isn't really that far away, just land there, chill til the weather clears, or just plan on leaving the plane and getting it when the Wx improves. As a professional pilot, I've performed a few of these, and on several of these occassions I had to ask myself what the heck I was doing. Some things just aren't worth it

This was a very good question and topic, thanks for sharing and asking! If I could afford the plane, I'd say go with the IFR GPS, it'll come in handy in your regular flying anyways. Whomever told you $30,000 for a GPS installation is full of it. I know for a fact that at my company it doesn't cost that much. Now, if you want Dual WAAS GPS's, then it might, but I don't know what it is off the top of my head.

cospilot

Everyone is looking for the easy out here. This pilot is JUST a private pilot working on their instrument. "Working" being the operative word and everyone is giving alternatives that defeat the regulations already established and even his abilities as a pilot. How much instrument time does he have? Three hours...maybe. How much actual? Probably not enough.

1. If you have problem with marine layer, then watch the weather, talk to ATC and have an out if you can't get in there VFR...or better yet, don't go. You know your area best. If you have to, go to an alternate VFR airport. You have a cell phone. Land where it is safe and call for a ride.
2. Get your instrument rating. Again, if you have the possibility of fog or IMC weather, and you plan on flying into it often, you will be doing yourself and your passengers a huge favor by getting your instrument rating.
3. If there is no ILS and a GPS is all you have, it better be IFR certified because if you screw up, well, it could be ANOTHER senseless NTBS report. Don't risk it.
4. Keep your skills sharp. If you can't fly actual IFR often or fly an approved simulator, then get a safety pilot and simulate the conditions and have an out. Or go flying with an instructor and work out different solutions.
5. Stay up on your IFR Proficiency

Jeffrey

Std Deviation

As a Crew Resource Management program manager two words make me uncomfortable...scud run and sneak under.

Everybody is referencing the AIM. Might be a good idea to consult the advisory circular on Aeronautical Decision Making.

Many IFR rated pilots have fallen victim to CFIT as a result of a legal but questionable procedure.

Another scenario for IFR rated pilots to consider is canceling IFR and then having to go missed back into the layer/soup for whatever reason. Runway obstruction, high and fast, etc. Now you're IFR without a clearance.

baron58

Ask yourself this question after you have your CFII.

In the meantime, if the only reason you are working on your Instrument rating is because your insurance requires it, you have no idea how much you don't know.