Below Mins Vis. and Clear of Clouds

Let me rephrase...

We had several VFR only airports we used, but if the ASOS was reporting IFR (even though it was obviously VFR) we still couldn't land. If machine was NOTAM'd out, the pilot became the "observer" of the weather and could determine it to be VFR.

Also, depending on OpSpecs, we could cancel IFR and proceed VFR if within 10 miles of the airport.

So, yes, you are correct, on IFR rules the broke ASOS NOTAM'd out is still no use, but under VFR it works like a charm.
 
FriendlySkies said:
On an IFR plan enroute, my arrival airport reported 1/4 SM and clear of clouds on the ASOS. From 30 miles out, I could see the runways while still reporting 1/4 SM vis and clear. Can you call the airport insight and get the visual? Or do you have to wait until the ASOS reports at least 1/2 SM? Luckily, the vis. came up. I still shot the approach even though I had a visual.

What's legal and what would you do?

Thanks.
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I wouldn't ask for a visual approach unless the vis was 3 miles. If anything happens during the approach or landing and they look at the ASOS records, they'll know that it wasn't a legal approach.
 
My thought would be what if you canceled IFR 30 miles out and then 5 miles out you fly through a patch of clouds you didn't see or something to that effect. Once you're VFR don't you have to obey all VFR visibility and cloud clearence requirements per the airspace you're in? I'm a student pilot so not sure how you would get around that.
 
The last 135 cert i worked on, i developed carpal tunnel syndrome typing out FAA Approved weather observation system. For that op, it was very, explicitly clear, that we had to have required Vis reported by the system, certified and current observer, on field fss. (typed about 50 times) For a vfr operations we were required to have a minimum of an altimeter setting if there was a station on field... the rest could be missing, but not miss reporting.

Tower Visibility was not an option for landing either. I have held over KAUG more than once.. watching the FAA guys work on the ASOS trying to get it up and working for us. sucks
 
Baronman said:
I wouldn't ask for a visual approach unless the vis was 3 miles. If anything happens during the approach or landing and they look at the ASOS records, they'll know that it wasn't a legal approach.
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Not necessarily. What if fog was covering the asos and you slid off the end of the runway. Not the fogs fault if the field was wide open. You'd still need a good lawyer though.
 
Baronman said:
I wouldn't ask for a visual approach unless the vis was 3 miles. If anything happens during the approach or landing and they look at the ASOS records, they'll know that it wasn't a legal approach.
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what if it's to an airport served by class G airspace.. and no class E shroud?

9L is Authorized to conduct operations into such airports...
 
ppragman said:
Not necessarily. What if fog was covering the asos and you slid off the end of the runway. Not the fogs fault if the field was wide open. You'd still need a good lawyer though.
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From the 135 or 121 standpoint, in most cases you would be cooked. I think thats what he meant
 
I had this happen many years ago flying for Ameriflight. Going into Visalia early morning, could see the airport 30 miles out. AWOS was calling 1/4 mile vis. No fog, not a cloud in the sky!! Local ATC guys had seen this before. Under 135 it's a no-go! Turns out the sensor was being blocked by a spider web! And yes, they had a good idea what was the cause. So ATC allowed me to proceed VFR and NOTAMed the AWOS.
 
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