I am still learning the basics so go easy on me on this one, just trying to piece the puzzle. I have encountered a
few "rules of the thumb" in flying and this one with the addition of entering the sudden and unexpected IMC condition confuses me.

How would you work this one out?

good height and good speed = very safe flight
good height and slow speed = can be a safe flight
low height and good speed = can be a safe flight
low height and slow speed = you better watch out

So now you enter the IMC or (night and IMC) and typical bug smasher POH states emergency descend procedure with slowing down.
Given the cloud formations and low ceiling in the winter time in the Southern Ontario, this would mean most likely go below the MOCA and possibly low and slow. Good combination for a CFIT.

I could sort of understand if you encounter a severe icing and want to warm up the skin of the a/c so the ice breaks off. In any other case if the 180 turn is not giving any results why not try (emergency climb)? I feel a lot better climbing the f.. up and working on a hold or trying whatever possible as high as possible until the situation improves. After reading some of the IMC/CFIT incidents pilots seemed very impatient and eager to get low and smack into something.

In training I feel that there is a tendency to to train/suggest a descent in any time things go sideways. I understand the serious fire and the single engine out situation where you don't have much choice but to go down. In other cases, it seems to me very logical that if

good height and good speed = very safe flight and you add a time to think from the altitude why not train the emergency climb procedures? What am I missing?

Cheers,

The 180 and fly for a few minutes is your best solution initially for inadvertent flight into IMC. Then before you do anything else you need to know the frezing level and if possible cloud tops and bases. If you can climb without getting to the frezing level that would be your best bet since you'll have greater radio range to request help. Not directly related to your question, a good technique I learned in the Air Force is when you've had an issue that could affect aircraft control (eg icing, damage from a mid air, flight control abnormalities, etc.), it's a good idea to do a controllability check at altitude in your planned landing configuration before you actually shoot the approach/landing.

FenderManDan wrote:
So now you enter the IMC or (night and IMC) and typical bug smasher POH states emergency descend procedure with slowing down.
Given the cloud formations and low ceiling in the winter time in the Southern Ontario, this would mean most likely go below the MOCA and possibly low and slow. Good combination for a CFIT.

I donno about you, but I don't think I'd go below MOCA, even in an emergency descent. I mean if you have to (as in both engines failed, can't keep MOCA, etc) well I guess you have to right? But in that case get some help from ATC-they are typically knowledgeable about where terrain is and isn't in your area.

It sounds like you have it right-keep as much energy as possible. That said, if you're a pressurized A/C and you need to get down, there's never any harm in getting down to a breathable altitude. I still wouldn't bust MOCA, even if I was over top of the rockies (and especially then).

*edit* apologies, I somehow forgot about the part about accidently entering IMC. If that were the case, where I inadvertantly entered it...I'd probably power up full, climb as fast as I can, and turn around right.******.now.

Simply put, if you're a VFR pilot with limited instrument experience & training, the longer you're in IMC the worse your chances are.

http://www.tc.gc.ca/publications/en/tp2 ... 228e_1.pdf

I can't think of a situation where I departed in VMC and flew into IMC in such a way that either turning around (if I was level) or descending (if entered IMC in a climb) wouldn't have got me back out.

Granted, there are places and conditions (night, featureless/uninhabited terrain, cloud above) where it becomes damn hard to know if you're in or out of cloud. That's why there's extra instrument required for the night rating, but please.. If you're out there bombing around VFR at night in the winter in a single-engine trainer, give yourself some realistic, generous personal weather limits.