How was the ride? -Skip
The other direction?If I can't go over or around it and there is room underneath, you know where I'm going.
If you can see through it...
That was before I flew an airplane with radar. Now I don't even need to see through it.
Wherever the best food is.The other direction?
I think the only place I'd be watching that weather is on the TV in the motel room.If you can see through it...
That was before I flew an airplane with radar. Now I don't even need to see through it.
You missed out on a perfectly good chance to wash the plane.
That thing has a strikefinder, right? How close did you get to the lightning? Were the tops over 30k?
I think the only place I'd be watching that weather is on the TV in the motel room.
My 172 has some slight dimples in the leading edges, from back when my dad had the airplane. He encountered hail while in good VFR, miles from a "widely-scattered" buildup in southern Oregon. And since a 172's speed is best described as a "dawdle", I worry about holes having plenty of time to close up before I get through. I guess what I'm saying is, my airplane isn't well-suited for that ... and I'm chicken.Hail is a concern, and for a rapidly changing system (like this one), the other concern is the hole closing up when you're in it.
Without radar, I always preferred staying low where I could see the rain shafts. But most of my flying was in areas where there was good visibility, other than in rain.The 414 has radar. 1980s Collins vintage. I determined it to be inop, as it was painting absolutely nothing that day, so it will get removed to reduce weight as it's not worth fixing. A Duke went through that line at 16k at the same time we did (with working on-board radar as well as ADS-B download). We got up to 12k, watched all of the holes up high close up, and then dropped back down to 6k where we were able to find the hole pictured. If the radar was working and trustworthy, we would've used that to find an area to go through higher up.
Without radar, I always preferred staying low where I could see the rain shafts. But most of my flying was in areas where there was good visibility, other than in rain.
I would try to stay below the layer. Since I would stay VFR, the MEA wouldn't apply.Good thread...scattered T-storms are always an area of confusion for me as a 300 hr pilot w/ a few year old instrument rating. Excuse me while I pick the more experienced brains in here...
So if the there is a chance of scattered T-storms with an OVC layer below MEA and no pireps of the tops assuming you have no radar on board would you launch and hope to get above the layer, and if you couldn't then divert? Or would you not take off if that was the case?
My 172 has some slight dimples in the leading edges, from back when my dad had the airplane. He encountered hail while in good VFR, miles from a "widely-scattered" buildup in southern Oregon. And since a 172's speed is best described as a "dawdle", I worry about holes having plenty of time to close up before I get through. I guess what I'm saying is, my airplane isn't well-suited for that ... and I'm chicken.
My wife is currently stuck in New York because the airlines apparently won't go through that! Maybe they should fly their planes down at 12k ft and look out the window like you did!
Was that avoiding a cell or actually weaving through a line? Hard to tell.
Had a hole like that close the curtains about the time I got into the middle. The heavens just opened up and poured.
I don't mean to derail the thread, but what causes a phenomenon like that?How about flying through this one?
Sorry, I don't know how to embed a video.
Damn! The software is smarter than I am.
How about flying through this one?
Sorry, I don't know how to embed a video.
Damn! The software is smarter than I am.