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Ibra

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  • Location
    Rouen, France
  • Reg #
    N1412M
  • Model
    M20J

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  1. We saw them in UK (EGTH & EGSX) and France (LFRK), it's impressive that they fly every year on tour in good shape: kudos to all volonteers, pilots and mechanics ! I think they are heading to Venize LIPV this weekend
  2. The runway is short, and 45 minutes drive with expensive hangar? this does not sound very impressive to what you have already? If I have 3000ft paved non instrument runway with night lights 5min from home at 50% price, that would get my vote. For weather, we can go ILS circle to land and slide on GPS guidance to join VFR patterns elsewhere Like anything in aviation, it depends when, where, how...also needs practice and familiarity with wise choice of weather minima with some dispatch rate tradeoff In my homebase, I only go IFR under pattern or vectoring altitudes 1 in 10 flights and down on ILS & LPV minima about 1 flight in 100h flying. Being in IFR airport, is mostly about peace of mind during pplanning or middle of holiday rather than actual use, if one hhs some flexibility, you can get the same utility from nearby VFR airfield If you have aircraft 10min nearby in VFR airport, you "will" fly more often on good weather days if you have it in IFR airport with 2h drive, you "can" fly more often on bad weather days
  3. We have one helicopter based at my home base who does these retrieves, I was told they can carry 2500lbs which would work with lot of single engine pistons at empty weight (especially without engine) They did pick one PA28 early this year, https://www.leparisien.fr/seine-et-marne-77/nanteuil-les-meaux-un-avion-heliporte-sur-plusieurs-kilometres-jusqua-laerodrome-29-02-2024-HLGEXQ2JDRGNFFWKGYEZKXKCUQ.php MI26 should do it for heavy jets (even with engine)
  4. Indeed, propeller TKS does not help with fuel blockage in reservoir or gascalator. However, it helps in other places and anyway TKS fluid never hurts an engine !
  5. It help with engine sensor icing (if it's fuel servo icing of course) If the fuel itself that is iced up in the pipes (not just at sensors or servos), well there is not much TKS can do (neither fuel pump or anything else for that matter) In any case, it's hard to tell if it's an induction icing or servo icing or both? (unless you have oxygen sensors and dig all engine data on-the-fly right before the fan quits), we just throw propeller TKS on whatever ice forms out there in front of windshield, push fuel pump and change tanks, move engine controls and open alternate air: then hope for the best !
  6. Glad all sorted out to collect aircraft and well done managing it Lycoming engines will tolerates 1% alchool (IPA) which is what people use to prevent fuel icing (I know one twin Aztec that went down). Mooney Service Instruction says max 1% for Lycoming altough goes for 3% in POH of some turbo models (M20K maybe as it goes to FL280?), the limit is likely for both engine run and long term integrity of fuel systemo Not sure how if yours was fuel icing? it happens https://www.euroga.org/forums/flying/3908-fuel-servo-icing It could be an induction problem? I had the same in SR22 without propeller TKS de-ice, there is not much one can do, especially no mannual alternate air control... https://www.euroga.org/forums/flying/4215-in-flight-icing-incident-in-cirrus-sr22t-fiki?page=1 The other thing on restart with powerful turbos, you are unlikely to be able to retart once it completely stopped. I think it needs to get back into "normally aspirated" enveloppe with dense air before it kicks again POH recomands fuel pump ON (and using mannual alternate air for induction), I wonder if the pump is for vapour pressure issues rather than frozen fuel servo. However, it will always help to keep fuel flow going TKS from propeller helps to prevent engine icing (induction icing or fuel icing that can happen even when clear of clouds without airframe ice), it's alchool isopropyl after all
  7. Took Mooney for family camping during airshow at OldWarden (EGTH) Followed by goodbye to Daks (DC3 and C47) on their way to Cherbourg "Then, it's a dogfight"
  8. There is a nice Ovation with FIKI in Toussus (LFPN) on N registry. Yes, there are not many around in Europe but if you are patient, they do come around Ultimately, you can buy in US as there are more choices then fly it back (even keep it on N-reg and fly with dual FAA/EASA papers, there are some advantages to stay with FAA: for example, one “gotcha” is 310hp MidWest STC while in EASA you are limited to 280hp in older models) The 1000nm range is very good but it’s mostly to skip airports or countries that one want to skip (handling, expensive fuel, ppr…), in practice, you are in different country after 100nm You will not use 1000nm that often, however, if you do then you are in Ovation territory (or Eagle or Encore with higher useful load), I am not sure where you are based? or what mission you have in mind (Morocco-Iceland or UK-Greece)? grass airfields in UK? 1800ft pavements in Switzerland?
  9. It’s much easier with NDB procedures flown with GPS and ADF, it lacks legal guidance on when to make “GPS/VLOC switch”
  10. If you don't have LOC equipment you can't fly LOC on final guidance for the reason you mentioned... I meant you already have GPS equipment and LOC equipment: you can legally have GPS from NAV1 displayed on HSI1 and LOC from NAV2 displayed on CDI2, there is nothing in regulation that says you should auto-switch here and there, display loc on nav1, disable gps... As long as CDI2 is within loc protected angles, you can fly on magenta LNAV guidance on HSI1 The same can be said on use DTK & TRK to set wind corrected heading and stay on LOC? or use GPS ground speed data to calculate rate of descente on LOC finale with CDFA?
  11. You can use anything you wish to fly a procedure, the rules are about equipment carriage and procedure monitoring(not having stopwatch for timed VOR is illegal), the rules are not about the actual usage of equipment These questions are moot for single pilot in Part91 You can fly the whole procedure in GPS with magenta (as long as you monitor stopwatch for turn and you stay within LOC scale deviations), there is nothing in the regulation that says what you should display and when to switch ! Checkride & DPE practices is a different matter as the goal is to test the ability to fly on raw data (GPS failure is one scenario to test)
  12. Two C47: “Placid Lassie” ( N74589) and “That’s All, Brother” (N47TB) were in NorthWeald (EGSX) today, we are planning to visit them at OldWarden (EGTH) this weekend @IFLYIFR hope you had a nice time in France !
  13. Worth going with somone on O2 and removing own O2 to see personalised symptoms and reactions, I did this with someone in his Bravo: up and down between 8kft-22kft on various profiles (auto-pilot, hand-flying, cruise...) It's interesting that he was +25 years older, heavy smoker, lived his whole life in flat land, yet he coped very well I would not trust my abilities to notice hypoxia alone without O2 alarm or someone else nearby to lose it first or to weak me up
  14. It seems to be the idea from POH, they recommend 95kts which is a good “safe speed” to do anything with the aircraft (stable, white arc…), however, in practice it’s easier to close at slower speeds (80kts), airspeed wiggles with open window and open door while slipping with limited risk to ripping the door off if it pops out, in any case, it’s worth having some height and extra speed to the stall…
  15. Yes I exepct they should help, however, they are likely optimised to prevent pressure differential with airflow when doors are closed? One has to look at full airflow as you have both sauction effect (near window or door) as well as overall internal pressure of cabin It will be good to understand how airflow and pressure gets distributed, let say electrical cabin fire?
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