r1830

Singlecoil brought up a valid point for operators that were not certified to fly IFR. Our carrier was, and it was usually a flip of a coin it seemed on who would get delayed. Since my aircraft was IFR equipped and could carry some gas as well, I decided I didnt want to hang out with 5 other aircraft in the southwest hold at 1000 feet AGL or less when I could be up at 3000 feet holding in airspace that was protected from both traffic and terrain. I have seen the weather be worse than advertised on more than one occassion, and that gets dicey in a hurry.

We might have been up there the same time Singlecoil. I was based in Bethel in 1999 and 2000 and filled in occasionaly until 2004.

KSCessnaDriver

Prior to the change to 61.129, removing the VFR portion of the dual cross countries, I used it to get out of an airport that was IFR, while remaining VFR. We knew that the airport 6 miles west was reporting VFR, so it wasn't really a big deal. Easily could have went IFR, but in order to follow the regulations, we had to remain VFR, so SVFR was the ticket.

rickair7777

Late afternoon in coastal socal...the marine layer rolls in, so you have solid IMC from 0-200' AGL on the western edge of the field.

The tower has to call it IMC but the rest of the world is clear. Very helpful to get back home.

Also with the sun setting and haze you can drop below 3 SM.

Fly Boy Knight

I and many others at my company use special VFR more than most think simply because it is sometimes the only legal way to make certain things happen

Example:
Part 135 = NO IFR allowed into Class G airspace where there are no approaches. Our operation flies cargo into a small VFR ONLY Airport along the Coast and alot of our guys will use a nearby airport's approach to get down below the ceiling and once out of the clouds, request a VFR departure and fly VFR to our nearby VFR Only Airport. Since this nearby airport (the one with the Approach) is Class E down to the surface, we would need 3SM visibility to fly VFR in that airspace so, in order to fly lower than that, we can use Special VFR to get out of the Class E with 1 SM and Clear of Clouds and continue to our airport further up the coast which also only needs 1 SM and Clear of Clouds as well (Class G below 1,200ft agl Daytime)

As for a Part 91 (GA) Example, flying with a student down in FL, sometimes a rain storm will be so Isolated that it sometimes covers 1/2 of the airport (where the weather sensor is) and the other half (with a runway you could land on) is completely clear. We can use Special VFR here to enter the Class D because our Flight Visibility is at least 1 SM even though the reported weather may be way less than 1 SM.