21 minutes ago, sniper31 said:

A hair raising story indeed! 

Yes Sir, the last time I had unsuspecting weather like that, I had EVS and could go down to 100FT AGL. Approach for KFTY told us that multiple aircraft are going around and we told him we would give it a shot. The jet in front of us went missed on the ILS and approach asked if we wanted to continue. We checked in with tower and he cleared us and stated the previous aircraft went missed. I smiled because I could see the runway the whole time through the HUD with EVS😁. They were shocked when we landed without going missed. I don't need autoland, just give me EVS😁. Gotta love it! 

Assistive technology like that is indeed nice 🙂 

Weather and clouds looking good here.

sp

I just flew from Moscow Domodedovo up to Arkhangelsk in the far arctic north, in the Fenix.  The approach was like nothing I've ever seen in MSFS to date.... amazing stormy, almost zero visibility past minimums, then the runways lights only came into view at about 100'.

I think it was the first time ever in flight simming where I'd not planned / intended for an autoland but had to reconfigure and do a dual AP autoland.

Fun!

Edited February 8, 20242 yr by JYW

how much avionics have improved since many of us got their pilot license. imagine how many pilot lives it has saved, especially for single pilot IFR general aviation. what amount of work load this flight would have meant if he didn't have these 3 displays. in fog with 1/4 mile visibility. runway insight at 200 ft minimums.

there is so much more to IFR flying than focusing only on that "study level" label and thinking you can fly the real thing:

"On a recent missed approach, I suddenly looked down and was shocked I was flying at Vx instead of 15 knots faster like I thought I was. Also, think of the Cirrus in Texas that stalled when retracting flaps on a go-around. I think people can get preoccupied with figuring out what comes next without just flying the darn airplane! Whether that means climbing too steep or not steep enough, both are pretty dangerous."

 

tried to recreate the IFR flight as in the youtube above. on take off at KMSN Madison rwy 32, I was surprised to see dual runway signs 32-14 at taxiway position HOTEL although this is not an intersection position, since you can only take off in one direction of 320 degrees from here:

 

as opposed to the opposite runway 14 at holding point M2 showing only runway label 14 as expected:

 

MSFS obviously didn't know what to place at taxiway M2 at KMSN and what runway sign to put there. so they simply left out taxiway M2 altogether 🤣

 

 

Edited February 9, 20242 yr by turbomax

11 hours ago, tup61 said:

I wonder why that 'finally' is in the topic title... I get bad bad weather quite frequently. Did you never had bad bad weather before?

you can't manually set visibility with no cloud layer to 1/4 mile at a specific airport to train under IFR conditions. you are at the mercy of MSFS's current weather conditions. you have to search on web sites like badbadweather for desired low visibilty conditions, and then have to fly wherever they might exist.

Edited February 9, 20242 yr by turbomax

5 hours ago, G550flyer said:

Yes Sir, the last time I had unsuspecting weather like that, I had EVS and could go down to 100FT AGL. Approach for KFTY told us that multiple aircraft are going around and we told him we would give it a shot. The jet in front of us went missed on the ILS and approach asked if we wanted to continue. We checked in with tower and he cleared us and stated the previous aircraft went missed. I smiled because I could see the runway the whole time through the HUD with EVS😁. They were shocked when we landed without going missed. I don't need autoland, just give me EVS😁. Gotta love it! 

That's one of those days you go to bed at night and wonder if you actually have your heart in going flying again the next morning!

 

Not to derail the topic, but we are talking about bad weather, is there any movement in the development and certification of EVS in commercial airliners?  I think some freighters have them like FedEx, maybe UPS too (certainly private and VIP aircraft),  but are major airlines trialing them?

 

Cheers

Terry

11 hours ago, Lord Farringdon said:

That's one of those days you go to bed at night and wonder if you actually have your heart in going flying again the next morning!

 

Not to derail the topic, but we are talking about bad weather, is there any movement in the development and certification of EVS in commercial airliners?  I think some freighters have them like FedEx, maybe UPS too (certainly private and VIP aircraft),  but are major airlines trialing them?

 

Cheers

Terry

Right!!?? Once the FAA allowed us to go down to 100FT, I thought for sure that all the airlines would pile on. But, one thing I don't know is how many diverts airlines have due to low vis and the related costs. Alaska Airlines was using HUDs on it's 727s back in 87 and used them for CATIIIa manual landings. Makes you wonder if they see a need for it. I guess it depends on the airfields they fly to with consistent marginal weather. Me myself, I can count on one hand the times I needed EVS to get in, but it's nice to have even if it's not required to land. The system has gotten so much better too. On the GVs, I remember that sometimes on the early systems, you would do the EVS test, get the proper indications on the way down and have it fail on you short final. I never had much problems in the G550s. 

The question of need for this equipment on airliners, flying well worn routes,  makes perfect sense Rick. While diverts to alternates and go arounds are expensive,  the question is would the cost of  EVS, it's weight and it's maintenance bill across an entire fleet be really worth it? Who knows,  but it sounds like you are saying airlines would have grabbed this if they thought it was.

I guess this leads back to the topic in that really bad weather is not all that prevalent in many places in the world, while others see too much of it. For example I am told the east coast of US in midwinter is realIy bad.

Your type of flying I am guessing is as much about mission success as it is about going from points A to B. You may not use EVS that much to get in most times but just like having a diesel generator backup when the power goes down, I bet your customers expect that level of capability ..and are no doubt paying for it.

Thanks for your insights Rick. 👍

Cheers

Terry   

another "good" one, currently below ILS IFR conditions, can't land there legally currently:

M1/4SM means visibility below 1/4 SM

METAR for:	KHSP (Hot Springs/Ingalls Fld, VA, US)
Text:	KHSP 111635Z AUTO 31005KT M1/4SM FG OVC001 06/06 A2992 RMK AO2 T00630063
Conditions at:	1635 UTC 11 Feb 2024
Temperature:	6.3°C ( 43°F)
Dewpoint:	6.3°C ( 43°F) [RH = 100%]
Pressure (altimeter):	29.92 inches Hg (1013.3 mb)
Winds:	from the NW (310 degrees) at 6 MPH (5 knots; 2.6 m/s)
Visibility:	0.25 sm (0.40 km)
Ceiling:	100 feet AGL
Clouds:	overcast cloud deck at 100 feet AGL
Weather:	FG (fog)
QC Flag:	automated observation with no human augmentation