Cardiff City Footballer Feared Missing after aircraft disappeared near Channel Island
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I recall another Aurigny experience. My Guernsey-Jersey-Dinard flight was cancelled due to fog in Jersey (stop snickering) but somebody in Dinard chartered a plane from Aurigny which due to this WX had to come from Guernsey, so they flew me over all on my own on the shuttle flight (the pilot invited me to "spread myself around a bit"). Was this actually legal, regulated, insured...?
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Question for those Malibu pilots on here, does the Vac Pump also inflate the boots on this aircraft ? I used to fly a Cessna twin with TSIO-520 engines where the Vac pumps did the instruments and boots. Thankfully twins have two Vac pumps, presumeably the Malibu only has one and its failure in IMC and icing conditions could spoil your day.
Interestingly a quick internet search threw up this MSB and related link:
http://www.tcmlink.com/pdf2/M90-10.pdf
https://meadaircraft.wordpress.com/2...ump-conundrum/
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What FAA database are you guys referring to ? Cant find any mention of the pilots name in the FAA airman databsae and would be surprised if hes already been deleted by the FAA ? Cant find anyone I know with an FAA licence on it either ?
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5,000 ft?
What I don't understand is why a pressurised and turbocharged aircraft was flying IFR into weather at 5,000'. It could and should have been at FL150 or more. Given the surface temperature and weather conditions, that would have been above the icing.
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Not Grey charters
So, without naming and shaming, what are all those single-engine aircraft with part-time pilots operating out of Guernsey and Jersey with various paying passengers hopping in and out of the back doing all day and why? Do regular CI GA pilots agree with the above assessment?
Proper operation with an AOC, two professional pilots, Multi engine aircraft. MINIMUM
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Single pilot increases the risk. Single engine increases the risk. Flying single engine at night increases the risk a bit more still (though I'm not convinced SE over land at night is materially safer than over water). All this should be properly explained to any prospective SLF.
But the PA46 was designed for this type of mission, if flown on a sensible flight plan by a properly rated pilot. It's deiced & has just about as much redundancy as you'll get in an SEP. A quick climb to the lower airways, out of the ice, well before the open water segment. A controller keeping watch who knows precisely where you are, and should the worst happen, can coordinate S&R assets without delay.
Forecast icing at the planned cruise level, no go.
Off airways, low level at night over a freezing sea, no way.
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Apologies for my continued ignorance, but what is the subtelty surrounding N-registered aircraft, as opposed to G-registered aircraft flying in this airspace? Based on my experiences related above, I'd rate the N-registered flight more 'professionally' executed with regard to safety and procedures, but possibly not strictly speaking legitimate in terms of appropriate qualifications/cover?
The subtlety here on N vs G is that if you have BOTH a UK-issued and US-issued licence, you must have the correct privileges on your US licence when flying an N-reg outside the U.K. Whatever is on your UK licence is irrelevant (despite being in EASA land)
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If the pilot only had IR(r) then no class A allowed. That might be the reason?
Search called off according to the JEP https://jerseyeveningpost.com/news/2...on-called-off/
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Last edited by ChickenHouse; 24th Jan 2019 at 15:24.
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The regulatory side of things is what I'm trying to get my head around.
The subtlety here on N vs G is that if you have BOTH a UK-issued and US-issued licence, you must have the correct privileges on your US licence when flying an N-reg outside the U.K. Whatever is on your UK licence is irrelevant (despite being in EASA land)
[sorry, cross-post with @Edward Teach ]
In the event of a successful ditching how long would a PA-46 Malibu remain afloat?
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Um, so, I should I have been avoiding the Aurigny Trislanders? (I always found it rather touching that the reverse of the safety sheet bore a diagram of the aircraft controls, as though one was supposed to clamber over the seats and take over in the event of pilot incapacitation...)
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Sorry for my ignorance, did not look it up - is CI airspace UK airspace? The answer to @Eutychus may be easy, many FAA 61.75 holder are not aware of EASA not being the country of issuance of their original license ;-).