Ibra

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About Ibra

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

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  1. Courcheval LFLJ in Dec2017, I was trying to get checked on altitude airport flying that winter with a local instructor before flying there in summer solo, no flying and no ski for full week, we could not even drive the car (small one under the snow) https%3A%2F%2Fen.wikipedia.org%2Fwiki%2F2017%E2%80%9318_European_windstorm_season%23Storm_Ana&usg=AOvVaw0DygRhxNO7l488-E2y_G7Y
  2. There are some high level guidelines for healthy engine parameters that are not engine and aircraft specific (e.g. no over-square, reduce WOT above 1000ft, WOT above 6000ft, ROP above 75%), outside these you can go but then you need to pay attention to some extra details which now we have with accurate engine instrumentation, then the last factor is the weather and type of flying you operate under If someone says the prop has to be on 2500rpm for cruise, they may wish to talk about fuel efficiency, prop efficiency, engine noise, more power, CHT range, max mpg, max endurance? just remember you may have to disregard all of that when looking for an emergency climb on take off or with a mountain ahead (there is one unique engine config and one unique speed to tune)
  3. Keen on that one again, better much earlier on my watch ! Shame it was scrubbed yesterday but worth watching live with all technical details, although an old vintage crew bus would still have looked way cooler ! The last Falcon 9 I tried to watch with naked eye mid-Jan also went scrubbed due to “cross-winds” (not “thunderstorms”, at the end all aircraft are subject to weather even with the impression that those guys are all IFR rated and well equipped)
  4. Got the same from France in some airports where you can’t pay cash or card for a 3.47€ landing fee on a weekend, they send that invoice 6 months later on the aircraft registered address which is a US trust in Nevada (for N-tails based outside the US), they forward that bill 6 months later to some office in Suffolk, England, who sends it 3 months after to the partnership main owner address who only visits the UK in the summers, he then send it to me 3 months later after looking who flew that day or calling 4 phone numbers, for payments they take wire transfers or payments in local euros cheque books, surprisingly my wife still has one of these, ok the cheque got sent with 2£ stamp on it and the money never got collected
  5. Yes mainly just priced out by handlers not to ever deal with piston GA and keeping it mainly airliners and commercial jets, obviously not a big issue as there are better GA alternatives around with better and quick links or drives to the city
  6. I heard Mooney are spared as they are fast to get caught, butvthey do catch slow aircraft like Cessna & Pipers and the few Mooniacs who run deep LOP, be careful out there fellas Meanwhile on London Gatwick a friend send me pics where he managed to get low to instrument minima than anyone else (we are asked to go away at 600ft agl as Signature owns and charge for everything from runway ground effect to the toilettes in the ramp), he has charming accent but I suspect another case of "Cirrus favouritism" at Gatwick
  7. I am surprised they even sell Avgas 100LL there, let alone have quote any price Someone is running DC3 & Beech18 airlines? Just start pulling out of the pocket until I tell you to stop
  8. Yes seems mainly the long and sleek engine cowling on the +231 On L/D data one is better flying at various IAS and get VSI on idle power, add 100fpm to VSI & round it Then figure out glide ratio & glide speeds and add few kts depending on weight & wind
  9. I think that is my highest risk scenario, the guy who come out of clouds by descent will take 2 min (or more depending if he is going for a slow decent rate on cloud break) before getting back to normal visual flying and scanning for traffic with his eyes while the guy bellow will never see him coming I am happy flying VFR with busy traffic away from cloud-base (used to gliding) or IFR deep inside clouds (sometimes not even talking to anyone, UK allow this), but on the lower boundary of the cloud-base traffic just converges and it gets messy, especially near uncontrolled towers or training areas in marginal conditions, even traffic solution warnings will just exasperate the situation when you have no visual contact and everybody is uncontrolled, so I better just spend less time sitting there...
  10. Same I do budget for 10GPH on 130GS, if I need to speed up or cool CHT down I have those 1.5usg/h and 30kts for the task, I like to have the option later on the flight when uncertainty on winds & route & level goes down, sometimes I do eat some of that fuel going faster at the end when Fuel Totaliser and gauges are sure of remaining fuel on board after landing Once I landed dead stick in a field flying C172 close to it’s max range with 50kts headwinds by going too rich on old manufacturers gauges (should have planned for ROP fuel burn & way slower GS), if only I had extra 5 gallons or at least I did know halfway that I will not make it as winds turns out 20kts higher than forecasted
  11. I think there are millions ways to run an engine with 3 levers (unlike just one to set % of power and let ECU do it) and only few constraints to watch for, after having enough play with these now I got my simple way: 25rpm, 23mp and between 50LOP-pEGT or rich to lower CHTs, that delivers me 140-145ias all the way to 9000ft above that I can move the prop When I used to rent C182, I paid dry rent for tach hour and the fuel on my own, I used to run it at 22rpm, 25mp, deep LOP for some reason that made it lot cheaper per hour, less so per 100 nautical miles but I built load of hours that way Some may run their engine for best MPG? some for more TBO hours on 2700rpm tach? some for max cruise speed? max NM range? some for min noise? CHT less than 300? that should gives one where they should start...
  12. My guess is MP&RPM gets into picture as MP*RPM is your “AirFlow”: the air volume that gets pumped by cylinders when the propeller is windmilling & throttle is open (also depends on cylinder surface/displacement and compression ratios), from that you match “FuelFlow” and generate some heat to get some power, when LOP power is decide by FF but you need to keep some EGT levels for combustion to continue when LOP... On efficient use of wings & gas: Drag/Lift vs speed (polars) are always modelled as quadratic functions A*(V/Vs)^2+B/(V/Vs-1)^2, without power on that curve the best glide optimum do sit around 33% above Vs which gives max range without gas, if you want to maximise the use of remaining gas on top of that you go for cruise at another 33% above that, so about 1.9-2.0*Vs which gives max range & optimal speed with power on remaining gas, for 65kts stall speeds you are around 110IAS-120IAS and maybe add few 10kts for headwinds and +/-5kts for weight if you care about flying over the ground with power or without Away from 1.3*VS-2.0*VS you are in “high power/drag regimes”, either backside of the drag curve or high power cruise, if I have any doubt on aircraft speeds or performance I fly near the low power range the aircraft seems to like it and settles there nicely Those +33% that comes anytime on top when optimising quadratic X^2 functions has something to do with the surface under, the average value or some linear tangent...
  13. Don’t think it make much difference to cruise speed? if yes, then you can use it slowdown for landing and you will need less right rudder, so still win-win
  14. Yes it is temporary, the only way to keep a continuous turn going unloaded is to take a huge rate of decent with airspeed building up quickly but I am assuming we are after lesa than 90deg headings change when one is turning in the pattern? Some do ideed fly 180deg heading change in deep Canyons well banked and lightly loaded but it surely "umloading the wings" does not make sense for continuous N×360s turns going forever you have to cut power and take it back... At 45deg bank you will be getting close to VNE after few unloaded 360 turns: you gain 17kts per unloaded G for each second (so about second 360 turn in 1G spiral 6kts/second or first 360 turn in 0G spiral 25kts/second) Also another disclaimer: don't unload the wings to make 180 back to the runway after an EFATO with tailwind, landing straight into wind is way way more wiser, if you really have cliff with lava or sharks or a mountain wall ahead of the ruway at least get Vy speed do a wingover
  15. The only user cases I have in mind is 1/ flying to places where Avgas is 20$/Gal and back without refuelling (more a problem in southern Europe or Caribbean tour) and 2/ ferry flights over Oceans without auxiliary tanks? other than theses cases you may argue why having more than 6 hours endurance in any GA aircraft? maybe to be able to fuel it once a month or two months