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using your autopilot if you have one. In zero wind and at 120 knots ground speed, the diameter of a 180-degree turn (assuming 3 degrees per second, or a standard rate) is about 1.3 miles. One hundred fifty knots yields 1.6 miles off your entry track, and 180 knots puts you nearly two miles off the safe path you used to enter. You may elect to use steeper banks, but they present their own hazards in MVFR. Regardless, in many cases, you won't be able to see obstacles on your escape route until you're well established in your turn. Another escape path is to go up. If visibility is poor but skies are clear, there's little hazard in climbing. You'll be in a better position to navigate by radio and to call someone for help at a higher altitude. If you're flying un- der a ceiling, climbing VFR through the clouds is absolutely a last-chance technique. But it's an option if you need it, as long as you've got the train- ing, recent experience and equipment to maintain control by reference to instruments. From there, it's time to confess your sins to Air Traffic Control and get help to reach the ground. Wor- ry about possible consequences later. 7. Know your limitations. AOPA tells us pilots without instru- ment training typically lose control of the airplane about 180 seconds after entering IMC. That's three minutes to live. If you wait 30 seconds after entering IMC before beginning an es- cape, you may lose control less than a minute after rolling out on the re- verse course, maybe sooner, if you're a VFR pilot. If you're a rusty instrument pilot, or you're f lying an airplane not equipped the way you usually fly in the clouds (an airline pilot flying a general avia- tion airplane, for instance), you may have a better chance to maintain con- trol, but you're still not immune. This is definitely not a situation to convince yourself that you're better than you really are, or to put off practice until you're in the game for real. Again, if you have an autopilot, your escape is the time to use it. Making the Decision It's not the weather itself that causes accidents. It's the way we make de- cisions about f lying in weather. Approach MVFR f light with all the preparation and forethought you'd use on an instrument trip. Do whatever you can to reduce your inflight work- load. Fly as slowly as you safely can to have more time to see and avoid obstacles. Know your minimum and maximum altitudes at each point along the way, and the minimum visibility, and use your escape route without hesitation if it appears you may have to violate one or more of those criteria if you continue. Thomas P. Turner is an ATP CFII/MEI, holds a master's Degree in Aviation Safety, and was the 2010 National FAA Safety Team Repre- sentative of the Year.Subscribe to Tom’s free FLYING LESSONS Weekly e-newsletter at www.mastery-flight- training.com. AeroLEDs, LLC April 2020 / TWIN & TURBINE • 9