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About Ibra

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  1. I think it’s a glitch in your weather app or webpage, when they don’t have weather data they load that pattern UK BBC weather does the same in London, although their default image is a grey depressing cloud...
  2. 15min?? that means in the Mooneys we can’t fly A to B legs less than 30nm as you will not give enough notice, maybe time to fly a big dog leg
  3. Yes US FF is similar to FIS, I guess sometimes controlled airspace ATC guys will wear that FIS hat to offer services while you are outside In France, most FIS/ATC have ModeS equipment and full access to all VFR flight plans and they do call if you are on frequency, but I understand they still expect you to “check-in”, I only got called once just about to depart from a grass strip nearby a big airport at 600ft agl by my call-sign In UK, FIS don’t have radars and don’t have access to VFR FPL, also not all ATC have modeS on their screens (nor all pilots have modeS that shows their cal
  4. Ursel Air Base (EBUL) in Belgium and Barra Beach in Scotland (EGPR), nothing difficult with both just different, Ursel is an ex-military 9000ft long runway (an exception in Europe for GA airfields) but it’s now buried into a forest with tall trees on all corners making the fist 3000ft and last 3000ft unusable and marked with X and only 3000ft in the middle is useable then when you taxi you get the chance to do a drive circuit inside the nearby forest, the new layout make sense with 15kts crosswinds Barra is a beach, it’s an international airport (although STOLport for TwinOtter onl
  5. Looking at M20J POH data, it seems impossible to do the impossible 180 back turn with 25kts headwind from literally any EFATO height, even with perfect tight height loss and zero turn radius (say you are magically back to 50ft above the runway on opposite direction ), there will be barely any runway left to land on safely with 85kts touchdown ground speed, but one is far more lucky landing ahead with 35kts touchdown ground speed, even if that means into some trees Landing back on the cross-runways is completely different to 180back to active runway, say 15kts crosswind is from right and
  6. The main thing is to stick to your ground decision, there is no new data or new information up there... The last time I did the maths, the wind matters more to where you set that height decision, if it’s windy, the last thing you want is to crash badly at the start (now end) of the runway which is guaranteed if you “turn back quickly”* and you had more height than you should to make a low energy tailwind glide & landing... In no wind things are way easier, assuming climb gradient is roughly you glide back gradient, then you only care about the turn radius & the height loss as
  7. When runway is short climb/glide gradient is really important for the types, in my airfield which is 2000ft runway I only saw PC12 or PA18 practice it, the former they do that to show to regulators they can always make runways back for some special single engine operations and a powerful PA18 could make it work like in many YT videos, as you do +15% to +25% climb gradients on full power and -10% glide gradients on zero power, good luck with a heavy school trainers doing +500fpm at 70kts climb and -800fpm at 70kts glide, it will not got back to whatever it come from to whatever left from that 2
  8. A highlight moment of my night flying, I was asked by ATC to line up and hold on the runway after an airliner just landed, then the B737 was backtracking to vacate to some mid-point taxi while me and student were waiting for those 3 min of wake separation, the airliner pilots did the gentlemen move of switching their taxi/landing/strobe lights off and we followed their example I do get uneasy with strobes reflection on ground surfaces or flying in clouds and I tend to switch them off I also get uneasy with propeller turning with sunshine and windshield glare but I don't have the courage
  9. Haha, I do know Mooneys have some electric gremlins and elfs buzzing around from time to time (mostly due to design of the switches) but that only happens when the master switch is ON and the pilot is sitting on the seats your case is far more hopeless, any A&P will insist on watching those CCTV footages
  10. My guess if you want to get there quickly: VFR, if you wanna get there surely: IFR, then load of experience and local knowledge to bridge between the two when it suits you depending on weather conditions and controller/airspace load
  11. Like many, I do leave the strobes ON (it drains fast if you don’t notice ) and I also flip the stall warner before walking away (that counts as an extra landing in my logbook )
  12. I got 1000 twice while asking for pop-up IFR (I was VFR) and then shortly after I get reassigned another code while they got the FPL and clearance, I have no idea what ATC were cooking with it, I just do as I was told GeeBee story is different, Milan control or Milan information will just give the same squawk (4612?) to anyone flying under their watch: basically any VFR/IFR flying with FPL or without in some geographic area and listening to some frequencies, don’t ask me why they do so...
  13. I flew with G1000+SV, comes handy to find runways while doing VFR joins when I am too high or too low but I do get exactly the same on my aircraft FF+SV, I think it's hard to beat the latter for price/utility I am interested to see if it is useful to pick a spot for engine failure in night darkness or above moisture, I did not try yet with a safety pilot to see if it allows picking a decent spot and approach, not sure about obstacles bit though... Using it to avoid CFIT in IMC in mountains, no thanks but happy to have IFR MSA printed in red big capitals on my AI
  14. I so a tiny sideslip on M20J as I flare, just a tiny little is enough to stick the aircraft to ground on touchdown, it burns those extra 2kts from sloppy touchdown speed, I can't dynamically touch Mooney electric flaps on flare or rotate (no POH allow that) but I use tiny bit of sideslip to help keeping the bird in my hands untill she is ready to liftoff or land straight, it works on rough air with gusts or rough surface with bumps as long as the runway is long enough... More a backcountry flying (maybe not advisable or needed for landing on flat wide tarmac) but you can always argue tha
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