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VFR to IFR Options 2010-03-18
What to do? If you're on top, do the four C's. Climb, communicate, confess, comply. If fuel and weather limits your ability to find a VFR escape route. Don't delay, find an area in which to descend to VFR below. ATC vectors may get you to the area but you must know how to make a safe decent. As a student the maneuvers below should be a 'hood' exercise with your instructor. Some practice now may solve a future problem by having a pre-planned solution. Try it until you can do it. When the need for performance occurs you can advise ATC of your ability to perform an IFR climb or descent in a declared emergency. One way follows. There are other ways. Pay our money and take your choice. Assume that all instruments are functional. Get on a cardinal heading, C.H. power to 2000 rpm, and trim for 60 knots. Let go of the yoke and hold heading with rudder. Slowly decrease power to 1500 rpm and descend at 60 knots using only rudder. If the terrain below is completely unknown as to cloud clearance and terrain elevation. Do the process with full flaps and airspeeds as low as 45 knots. The worse thing you can do is a spiraling descent. If you are below a cloud deck with a known top attainable by your aircraft and fuel remaining, initiate a VFR to IFR to VFR climb using much the same technique as the descent. Well below the cloud base, initiate a 65-knot climb and trim for hands off. Let go of the yoke and hold a cardinal heading with only the rudder. Once on top you should know if an escape VFR airport is within range. Hopefully, you will never need an emergency option. You should practice recognition of weather so as to initiate the 180 escape before it cant be done. When the turn is only possible in IFR conditions you must know enough to totally rely on your instruments. Any effort to mix IFR with VFR is doomed to failure. Use the turn coordinator to limit the bank to a standard rate. 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