Any instrument rated pilot who just uses the rating to "bust thru' a layer" but is uncomfortable flying in the clouds and/or flying a low approach is setting himself up for a rude surprise someday, weather isn't all that predictable. Unlike simulated with a view-limiting device when you fly into the cloud for real you're in it until you fly out again whether that's three minutes later or at the end of an instrument approach to minimums at your destination. I can't speak for others but personally, ice and/or imbedded thunderstorms aside I have no problem with flying inside the milk bottle from right after takeoff to MDA or DH on the instrument approach at my destination. Actually I find it strangely relaxing.
This.
Good question, to which I hope I can provide a useful answer. Anytime you find yourself in a icing situation from which you wish to extricate yourself there's really only three options, descend, climb, divert or a combination of the three. This is where positional and situational awareness come into play. We know from our pre-flight briefing that the big picture is; we're flying on the west backside of an active system moving east so it might be safe to assume worse weather is to the east and improving weather is to the west, now..........exactly where are we when we find the need to divert? We're already at MEA (6000) on the airway, OTOH if we're close enuf' to Miles City then a diversion to Miles City is an option to consider. "cleared for the approach to Miles City, maintain at or above five thousand 'til established", if we're still too far out to consider that then keep in mind until just now we were flying in ice free air at 6000' so perhaps a 180* turn would be in order? Perhaps a climb to either colder ice free air or even clear air between layers would be an option assuming you're flying in the lower layer, even a deviation to the west toward improving weather is something to consider.
So what'ya do if the weather would have instead worsened and ice began to accumulate? Refer to the above described options.
There's a big difference between the IFR clearance "VFR on Top" and flying an assigned altitude on an IFR clearance that puts you just skimming the tops. You can assume the fellow in the video was flying a clearance with a "hard" (assigned) altitude or at least a block altitude. If you're on a VFR on Top clearance you're required to maintain VFR cloud clearances including at least 1000' above.
When my dad was flying SF-340's he would sometimes depart VFR then just pick up an IFR clearance once he got closer to his destination. He said it saved him some time on the ground and while en route
The clearance does have advantages in some situations. Understand that to use "VFR on Top" you need not be on top of anything, you only need to maintain VFR visibility and cloud clearance. In return for accepting responsibility for your own separation from other IFR aircraft you relieve ATC of the obligation to provide IFR separation which can sometimes and under some circumstances provide more efficient use of the airspace in good visual weather conditions and in a non-radar environment. I've used the clearance a couple of times to allow a fellow pilot to either climb thru' or descend thru' my altitude while both of us remained on an IFR clearance.
You don't seem to understand the VFR on Top clearance
, the purpose of which is to allow some of the flexibility of visual flight rules without the need to cancel your IFR clearance.
In class E airspace and for non-radar operations the clearance can in fact free up the airspace by relieving ATC of responsibility of providing separation. Yeah, I'd assume that in class B it wouldn't be an advantage to anybody.
I can recall asking for, and getting cleared for, vfr on top a few times but i believe I was actually under the clouds, not on top of them.
Good idea. I guess it's better to be lucky than good when penning a post on a topic you know nothing about.
