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Ibra

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About Ibra

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    Won't Leave!

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  • Location
    London, UK
  • Reg #
    N321KL
  • Model
    M20J

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  1. The ones in Bahamas are used to tourists, every summer in north France, near Baie de Somme one can see swimming pigs but I guess a close encounter with these will not end well ! The typical sight there is seals, https://www.visit-somme.com/somme-bay/somme-bay-refuge-seals
  2. Seems you can split any pilot room 50/50 on the topic Nothing very scientific about the choice, the splits will be clustered into those who fly 2h vs 4h legs, 0h or 2000h left on engine, cheap vs expensive gas, and those who enjoy it vs those in a hurry The EDM900 is a good tool to go LOP with more data than just by feeling !
  3. Most of the times it does not matter, especially with the right reflexes on increasing power with propeller & decreasing power with throttle but it's not open door for any ASI*MP*RPM combination, someone with M20J who wants 55% power can use 19/27, 20/24, 22/22, 24/20, 27/19 - On climb, 19RPM & 27MP just does not feel right at 70kts, one can try but the engine just cries loud ! - On cruise, 19RPM & 27MP for 130kts level cruise, it's not listed in POH but I guess one can get way with it, and maybe saving 1GPH vs 27RPM & 19MP
  4. I think MP =< RPM and few simple sittings makes a generic transition easy & short but one is free to explore other setting latter on their own with specific POH at hand or ask in MS or those who know their types very well (same as running LOP on high power, it's very important when you travel with proper instrumentation but not the smartest move during a short busy training)
  5. I looked at that bit once, I did pull it to someone as "POH admitting you can land the M20J higher than it's 11kts max demo crosswind" As far as I am concerned, the M20J copes fine with 20kts XW but I would like some headwind as runway is short 2000ft On nearby runway long 8000ft runway, the only limit seems to be able to taxi & park it & pilot currency ! While we do stick to max demo XW = 11kts on M20J dual training flights, but a great emphasis that one is free to go in 40kts XW if they are near the super current pilot bracket = 50h & 100 landing per month
  6. Apparently, he kept Bose A20 dry, proof he was on top of it !
  7. One has also need to consider perf & ceiling of iced twin OEI, anything with MSA above 10kft and IMC needs good planning and allow for turn back or divert/landout option (you have a good point on 1000ft ceiling or more if icing + ceiling are big concerns, after all you will be down sooner or later), it's not like a walk in the park in twins....
  8. Maybe not the case for powerful turbos? but climb on 200hp non-turbo, one wil tend to lose rate of climb way before his windshield gets scrambled, although forward view is irrelevant inside clouds, on descent for landing, I agree windshield may get full before the wings give up, but to lose aerodynamics on descent, one has to be bloody heavy that day ! I fly non-FIKI M20J, the strategy is to gain height & speed way before collecting ice and punch through up in one or two steps to be on top at 10kft in the sun, if not it's back low down in the dark or go back home, always worth a try a
  9. You may have to do some bumbling to deliver that over the windshield, it’s windy outside at Mooney speeds and slowing down to 60kts to pull the trick is not a good option in ice? Better trick is open cockpit and broom stick to clean wing ice, Piper Cub FIKI, not sure if they can take as much ice as mud on their wings (unlike closed heated cockpits, in vintage open cockpit one does appreciate how harsh freezing IMC can be, good seed for reflexes to to get out of those conditions quickly) On windshields, I think one starts to lose lift for climb & level flight way before getting
  10. DA40NG is nice aircraft and very well behaved, I stall it for fun from 7000ft to 1000ft once to make a point, 50kts & x000fpm all the way, even with power it goes down wings level, flies nicely in steep banks, good visibility, modern equipment, very efficient, highly capable in crosswinds (flew it few times when too x-windy to bimble in M20J), also fly it when taking an MTB or when taking baby (3rd door access and low noise for comfort) The drawback it’s fixed gear and too slow when you get spoiled by the Mooneys, also it hate rain on it’s wings for takeoff, ice on wing & engine b
  11. What is situation in US for Part91, you need a certified FIKI to legally depart on IFR if during planning you get icing pirep or forecast predicts IMC bellow freezing level at your planned level? or you can’t enter clouds bellow zero during flying? or you can’t continue normal flying if you start collecting actual ice?
  12. I think I did few calculations once, if you fly 1990 K at 18kft & 1980 J at 8kft you will break-even at 20kNM/year, bellow that you better getting the J, above that you get the K, nothing beats K efficiency when flying LOP at higher levels ! If one fly the K under 8kft and less than 20kNM/year, they are throwing extra 3-5AMU per year away on fixed costs and they have locked 30-50AMU from the purchase price away Also from efficiency, no point flying J above 8kft unless you have load of tailwind above that, one can fly J up to FL200 when it’s light on good day and enough commitment
  13. Yes windshield visibility is the elephant in the room when landing with ice, usually faster speed & clean config as slow & flap is not ice compliant: airframe is better controllable above it’s min drag speed/config, if one adds extra adrenaline from the situation, then forward visibility becomes important for the landing, one definitely need clean windshield coming +100kts over threshold I did fly through freezing layers on approach in Arrow & Mooney, 20kts extra speed in clean config in Mooney does make a hell of a ride over the runway all the way near the other end, at least
  14. Maybe depends on type but one would rarely get carburator ice in airframe icing conditions? my impression if entering clouds bellow freezing level in high power settings and airframe ice take place, then any rough running is probably 1/ propeller (you move blue handle to break it by changing RPM, the joke if one doing hard they spills some hot engine/spinner oil to get hot prop & windshield heater), 2/ frozen air intakes (open alternate air if you have it), 3/ about to get frozen fuel servos (usually in deep low temps) Carb ice on cruise power happens usually at higher temps, from -2
  15. I would think twice on doing TnG in any "draggy aircraft" where one can't accelerate between VS0 & VS1 or VX with full flaps due to config, weight, power, altitude, temps... and with electric flaps, it will be funny if these fail to retract on a short runway? C150 does fall under that category, also add that W&B and Perf with 2pob & fuel is near the edge when using pen & paper
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