VFR OTT - Worth getting?

[Chris]

So the obvious answer to clouds is an IFR rating. Unfortunately I don't own an airplane (have to pay off the house first), and without that kind of flexibility I think it'll be hard to maintain currency and skill.  I would be nice to be able to get up above the summer puffballs and associated bumps though. I fly gliders so I'm alright with being bounced around but my wife is much less interested.

Thoughts?

[Slick Goodlin]

I have no experience with VFR OTT so keep that in mind, but I always thought it sounded like a dangerous game to play.  IFR decision making is easy, you get to minimums and either see the runway or don't; that's a pretty binary decision to make as opposed to choosing where to visually circle down below cloud then figure out how to get to the airport from there.  You'd have to be well disciplined to not abuse an OTT rating, or at least that's the way it's always looked to me.

Having said that, it looks like a good tool to use on the right days.

[John Swallow]

A VFR OTT rating is a nice thing to have IF you've got the right background.  My rating came with my IR (40 years) and although I have not held such for many moons, I still have the background knowledge and skill set to be able to find my way back down if the forecast broken conditions have all gone to hell at destination.


If you just acquire the minimum 15 hours dual to get the rating, approach OTT flights with extreme caution. 


It is a useful tool, but one that can bite you in the ass if you're not prepared to handle an overcast condition at trip's end...


BTW, 15 hours of instrument instruction will not be wasted even if you never get the OTT rating; it makes flying in hazy, smoky, days much more comfortable...

[Nark1]

I completely forgot about the OTT "rating."  It's about as useless a pair of tits on a bull.

I've been plenty of places where going over the top did not guarantee VFR weather at the destination. However with that said, I think I've done legit VFT OTT once in the last 5 years flying my GA bird.
Unless you continuously fly on the coast where this is common, I wouldn't bother.


If you're going to waste money "learning" put it towards and IFR ticket.  Money much better spent.

[Chris]

The only benefit I can see from it is some relief from turbulence, in the right situations. I don't think I would ever go over a solid overcast layer. The idea of getting trapped up there scares the hell out of me.

Came across a video on YouTube where a guy is asking anyone who can hear him if they can spot a way down through the clouds. The controllers try helping without much success and eventually ask if he's IFR rated. "No." Next question: "How much fuel do you have?" Not my idea of fun.

[Colonel]

[quote]over a solid overcast layer[/quote]

Well, as Chuck Schumer answered when queried about his
underwear choice:  Depends.

I remember one morning, it was clear at Smiths Falls, 25nm sw CYOW
and clear at Gatineau, maybe 10 miles north of CYOW.  But CYOW
was 0/0.  I wanted to get from CYSH to CYND.

The obvious thing was to take off in a biplane and fly over the layer,
which extended from the northwest over the river to the southeast of
Ottawa.  It would burn off in a couple hours.  It wasn't even 1000 feet
thick.  Probably around 500.

Ottawa approach was really confused that a biplane with not a single
fucking gyroscopic flight instrument was happily flying VFR overhead
Ottawa, when it was shut down with 0/0 - not even the high priced
talent could take off or even commence an approach.  RVR below limits.

It was nice and sunny on top.  Blue sky.  Generally always is.  Cheers
you up.  I think it's the vitamin D.  Don't forget dark shades.

VFR over the top requires some weather knowledge.  Best to be
flying into [u]improving[/u] wx.  No one will tell you that, but that's the
most important (only?) thing you need to know about VFR over the
top.

If you are flying into [u]deteriorating[/u] wx, the layer below you is certain
to close up, and it may even go below IFR limits in a hurry.  Don't
do that.

The wx is always changing, as you are moving.  And, as time passes.

In my case, the sun was burning the crud off in the morning sun, from
the edges (where it could hit the ground) inward.  No biggie.

People think IFR is some kind of magic wand.  Nah.  It is however
worthwhile to be able to hold the needles in the donuts until you
can see pavement out the front window.  No one will tell you that,
either.  You don't need an approach plate - just an ILS.  Get vectors
to final and the LOC freq and keep the needles in the donuts and
don't let the GS going nuts bother you below 100.

[Chuck Ellsworth]

[quote] and
don't let the GS going nuts bother you below 100.[/quote]

That is very important and is to be expected.

[Colonel]

Yeah, at that point you have to be thinking glassy water landing,
or night landing with no landing light.  300 FPM and let it enter
ground effect and land itself.

Learning to fly and land out of an unfamiliar zero/zero
ILS with no plate and only vectors and the LOC freq is
an essential part of VFR-OTT training, because there
is reasonable probability you will have to do that, sooner
or later.