Re: Scud-Running: Toward a Definition (WAS: Re: "scud running" and other unnamed evils)

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Here's a good article on the topic of Scud Running:
http://www.avweb.com/articles/lounge/tpl0026.html

On Thu, 15 Jun 2000 17:36:36 -0700, jgalban
<jgalbanNOjgSPAM@hotmail.com.invalid> wrote:

>1. Does scud-running involve a violation of FARs?
>
> No
>
>2. Can scud-running be defined solely in meteorological terms?
>
> Yes. (see below)
>
>3. Which of the following factors are part of the definition of
>scud-running?
>
>a. Ceiling b. Flight visibility
>c. Time of day/night d. Surface population density
>e. Terrain topography f. Availability of emergency services
>g. Aircraft equipment h. Primary method of navigation
>i. Pilot experience j. Pilot's familiarity with route
>k. Convective forecast l. Other: _____________
>
> a. Scud is the low clouds you often see hanging under a low
>ceiling. (b,c,d,e,f,g,h,i,j and k are factors used in
>determining whether or not you should do it).
>
>4. Please state your personal scud-running definition.
>
> If the ceiling forces me to fly less than 1000' AGL.
>
>5. Please relate any illustrative scud-running instances you have
>personally encountered.
>
> Last Xmas I was on a 300 mi. X/C flight home under a lowering
>overcast (on a very familiar route in Southern NM). There were
>few WX reporting stations along the route. Vis better than 10 mi.
>under the 'cast. The ceiling lowered to about 600 ft when I was
>60 mi. from my destination and vis began deteriorating. I turned
>and went back. A typical scud-running adventure that I've done
>over a dozen times on this route. Sometimes conditions are
>better and I make it, other times I turn around (Always well
>before reaching the legal minimums).
>
>6. What role does ATC play in scud-running?
>
> None, although Flightwatch can be a great source of PIREPs
>when WX reporting stations are few and far between.
>
>7. What role does an Instrument Rating play in scud-running?
>
> None for me. I scud-run only in good vis. and hop from 1
>airport to another. I always have the option of returning to the
>previous airport if conditions deteriorate. Having an IR as an
>"out" wouldn't help half the time because of low freeze levels.
>I often meet IR pilots who are scud-running because of this
>(tip: monitor Flightwatch to find out who else is flying along
>your route, then get 'em on 122.75).
>
>8. How does launching to "take a look" at the weather conditions
>affect decision making?
>
> Due to the lack of WX reporting stations in the western U.S.,
>I almost always go "take a look" if the WX is above my personal
>minumums at my starting point. As long as you remain above your
>personal minimums, this shouldn't be a problem. About 25% of the
>time that I've done this, I was forced to turn back. Those that
>do not have personal minimums, should not attempt this. VFR
>minimums can kill you in many locations/situations.
>
>
>9. Other comments?
>
> Go/nogo decisions are individual. WX that might be fine for a
>1,000 hr. pilot, could easily overwhelm a 100 hr. pilot. WX that
>might be fine for a 1,000 pilot from the mountains can kill a
>1,000 pilot from the coast. Experience is key, but it must be
>gained in small increments. Taking too big a bite out of the
>experience pie could choke you :-)
>
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