Professional Documents
Culture Documents
No. 101
PPL/IR EUROPE
Contents
PPL/IR Europe is
Instrument Pilot
Paul Sherry
Chairman
' +44 1565 777239(h)
+44 1925 662382(w)
7 +44 7781 920184
y chairman@pplir.org
Steve Dunnett
Meetings secretary
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+44 2920 875541(d)
7 +44 2920 876749
y meetings@pplir.org
Anthony Bowles
Deputy chairman
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+44 1644 440263(w)
Julian Scarfe
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+44 1223 248888(w)
y julian.scarfe@
gmail.com
y deputychairman@
pplir.org
Jim Thorpe
Technical specialist
' +44 1989 770355
7 +44 1989 770511
y jmt@
rateoneaviation.com
Ian Chandler
Treasurer
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7 +44 1702 354488
y treasurer@pplir.org
Timothy Nathan
Web editor
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y webeditor@pplir.org
Pilots talk
10
Notes to members
11
Aircraft ads
11
12
13
Graham Whittle
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+44 1947 829009(w)
+44 7808 900066
y graham.whittle@
whitby.seafoods.com
Ben Hines
Instrument Pilot editor
' +41 44 240 0447
+41 79 538 4019
y ben@netblink.com
Derek Fage
Web master
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7 +44 1534 752301
y webmaster@pplir.org
Philip Caiger
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+44 7515 113514
y pcaiger@
btinternet.com
Press Officer
Position vacant
y pressoffice@pplir.org
New Members
PPL/IR Europe welcomes our new members:
Alban Marignier
France/LFPN
Christoph Shenk
Switzerland/
LSZG
UK/EGOQ
Switzerland/
LSZF
Portugal/LPCS
UK/EGTB
UK/Blairgowrie
Isle of Man/
EGGP
UK/EGTB
UK/EGPT
Denmark/EKGH
UK/EGKB
David Frankland
Georg Staub
Joao Pinheiro
Roger Shorter
Russell Myles
Sandor Talas
Stuart Cook
Sydney Smith
Thomas Fest
Robert Weston
Membership Administrator
Sali Gray
' +44 1452 618899
y memsec@pplir.org
101/2014
tested
Castle
faulty.
HotelNow
in Wick,
the question
Scotlandarose: how
101/2014
Instrument Pilot
We could not find White Sands on our Do remember, before departure, to call US
GPS database or on the iPad. Finally, we customs, in our case at Bangor, to notify
managed to get back to the pilot who had them that you are coming. Make absolutely
suggested the alternate and he explained sure that you get an acknowledgement and
that the French (and official) name of the take a note of the officer that you have
airport is Sables Blanc but being an English talked to.
speaking Canadian, he always uses the
The flight was over very sparsely
English name! As it happened, Goose Bay populated countryside with thousands of
remained above minimums so we did not lakes and extensive forests. Only when
need to go to Sables Blanc.
we crossed the St Lawrence River did
I learnt a lesson from all this, which the countryside start showing signs of
was reemphasised by Roy: Flying across habitation and roads. The radio traffic in this
the Atlantic, you must constantly monitor part of Canada was largely all in Canadian
range and fuel reserves and ensure that French which I was not expecting.
at all times you have two airports within
Bangor is a medium sized commercial
range and with above weather minima. If airport with good facilities (two ILSs) and
you do not have two airports in range and an international terminal. We were directed
with above weather minima and you have to a specific customs spot on the general
not gone past your
point of no return,
it may well be
prudent to turn back
to the departure
airport and wait
for the weather
to improve. The
weather in this part
of the world can
change quickly and
fog can close down
a safe approach to
any airport within
range.
Goose
Bay
is another large
airport that is, like
Reykjavik, past its
glory days. It used The Cessna 421C at Beckley, West Virginia
to be an important
military base but no longer. It has two long aviation parking area and were met by
runways, one equipped with an ILS and full two very burly Border Agency officers
approach lights and the other with LNAV/ with guns, etc. After they had carried out a
VNAV approaches. Canadian Customs met cursory inspection of the aircraft, asked us
us at the plane and we could fill out our one or two questions and seen our passports
immigration forms in the FBO. Woodward and visas, they instructed us to go over to
Aviation provided handling and avgas and the International Terminal to clear into the
drove us first to Irving Aviation, another US. The local FBO drove us over to the
FBO, that would look after the immersion terminal. Customs and Immigration were
suits and the life raft on behalf of Andrew very informal and the officer talking to me
Bruce while we were in North America and seemed much more interested in the fact
then to our hotel/motel it did not have a that I lived in Fulham where a friend of
restaurant. We walked into town to find a his lived than in anything else. We were,
restaurant.
however, lucky to arrive at a quiet time
Goose Bay to Bangor: The next when there were no other passengers in
morning, Woodward sent a car to take us to the arrival hall. It may have also helped
the airport. We filed our flight plan with the that we were both crew. Bangor is a
very helpful local Flight Service Station by popular entry point for General Aviation
phone (again problems with Rocket Route Aircraft to the US and everyone seems
which we decided not to use in the US). well accustomed to dealing with our type
We continued to be lucky with the weather. of general aviation flight.
101/2014
Flights in the US
Chairmans corner
by Paul Sherry
followed by a skill test. For the CBMIR (and EIR) then the question banks
have to be formulated and an approved
course put together by the TK course
providers. These are now the hurdles to
be overcome and we do need to keep
the pressure on the National Aviation
Authorities to step up to the plate and get
all this moving forward.
As reported in a previous issue of
Chairmans Corner, the deadline for
having EASA licenses and ratings for the
aircraft your fly, whatever the country
of registration, has been stretched out
to 8th April 2015. Now that the EU
have passed the new regulations into
law, then the view of those within the
PPL/IR Europe community that have
regular contact with the regulators is
that it would be unwise to assume that
there will be a further extension on this
deadline. EASA is likely to say, with
some justification, that they have put
all the pieces together to help deal with
this issue (which is of course of their
own creation in the first place!). If the
NAAs do not get organised to support
the testing, TK and other matters arising
then EASA may well respond that that
is not their problem. It is therefore up
to us in PPL/IR Europe to support the
NAAs in any way we can to move this
forward. I can assure you that ExCo is
very focused on this matter and will
continue to apply whatever pressure we
can, in a constructive way, to keep the
ball rolling. By the time you read this,
8th April 2015 might be less than a year
away..
Moving on to other matters of interest,
PPL/IR Europe continues to co-ordinate
with the GSA (EGNOS), EASA and
GAMA Aviation (not the other GAMA
- General Aviation Manufacturers
Association) working toward the AML
STC for Garmin 430W and 530W
navigators. This project does tend to
take two steps forward and one back but
there is progress. Unfortunately, due to
pressure of work, GAMA Aviation have
confirmed that they now cannot start
work on this until June. Originally, we
were hoping to announce approval of
the AML STC at AEF but that is now
not going to be possible. What we are
trying to achieve is for the GSA to have
a signed contract with GAMA Aviation
in time for Aero Expo Friedrichshafen.
This is not quite the same as the real
thing but is a statement of intent. We
101/2014
On
the
subject
of
working
relationships with AOPA, Martin and I
met recently and had a comprehensive
discussion of where the interests of
PPL/IR Europe and AOPA UK overlap.
AOPA has some 5000 or more members
of which approximately 50% have an
IMCR/IR(R). So, although there are
some areas where both organisations
share similar goals, there are also some
areas of aviation activity where our
paths diverge. What we did agree was
to keep in close touch and where there
were obvious synergies in the interests
of members then we would work more
closely together. Martin is trying to set
up a meeting at Eurocontrol to discuss
areas of mutual interest and has invited
PPL/IR Europe to participate.
What do we have in store for the
members through the Spring and
Summer?
Following Aero Expo Friedrichshafen,
then the next major event is our AGM
planned for Saturday 26th April at
Cambridge. Our guest speaker is Andrew
Haines, Chief Executive Officer of the
UK CAA and therefore dress code for
the event is shirt and tie..! Seriously
though, we are honored to welcome
Andrew who will speak to us on GA
aspects in the UK and I am sure that he
will take questions from the floor. This
is a good opportunity to take some of
our queries about the future direction of
travel of UK GA regulation right to the
top of the tree. A date for your diaries.
Aero Expo Sywell follows from 30th
May to 1st June and we would very
much like to see you there. Sali Gray is
organizing a social dinner on the Friday
night (30th) at the Highgate House Hotel.
You are welcome to join us and we will
be looking for some volunteers to staff
the stand.
Finally there are three more events
which you might like to consider Anthony Bowles is heading up a Weather
Weekend which is provisionally slated
for 7th and 8th June, Stephen Dunnett is
putting together a social fly-out weekend
in Colmar from 4th to 6th July (those
who came to Normandy last year will
appreciate his organisational skills) and
finally there is a CRM (Crew Resource
Management) course for single pilot
IFR operations provisionally planned for
September.
So lots going on.and happy
Instrument Pilot
Pilots talk
Compiled by David Chambers
26221414-1.html
101/2014
WingMan Withdrawn
Bendix King have withdrawn their
myWingMan App, citing the strong
competition and race to the bottom, in
the App market. Existing customers
will receive a full refund. Meanwhile
Jeppesen continue to expand their VFR
Mobile Flightdeck App which now covers
BeNeLux and reports NOTAMs.
OnlineGAR.com launched
The online system to submit GAR
forms to the UK Border Agency has been
augmented by a new and much slicker
online web interface which is widely
compatible with most browsers and
devices. This is a commercial venture and
costs 2 to 3 per submission.
http://www.onlinegar.com
Instrument Pilot
Fees:
Landing fees:
13:00 lunch
Fuel costs:
C.
Car parking:
On site, no charge.
Registration:
Improved debrief
The competition is open to all classes of GA with a minimum of
two crew and represents a fun way of honing your navigation and
CRM skills.
There are several prizes which will be presented at the RIN AGM
on 16 July, at the RGS in London.
Further details and the Entry Form are on the Royal Institute of
Navigation website, via the following link: http://www.rin.org.uk/
events.aspx?ID=101&SectionID=12
Instrument Pilot
10
101/2014
Notes to members
W
This issue sees John making the return trip across the Atlantic,
and welcomes David Chambers into compiling the Pilots Talk
column, as well as the programmes for the next two coming events
registration for the latter is as usual via the website.
Safe flying...
Ben Hines
Aircraft ads
IFR Equipped touring aircraft for
sale:
1995 Mooney Ovation M20R
101/2014
11
Instrument Pilot
undee is a good place to land if you want the reassurance of tarmac and an instrument approach. It is a taxi ride
away from Carnoustie, St. Andrews and Gleneagles. The prevailing wind is from the west but there are instrument
approaches only on runway 09. So, let us assume we are on our way for a relaxing weekend at Gleneagles. Before takeoff we consider the approach, there are no NOTAMs for Dundee so we judge that the ILS will be working. The TAF is:
2709/2718 24019KT 9999 SCT020 TEMPO 2709/2718 6000 RADZ BKN007
We have good chance of a direct visual approach to Runway 27 but we need to consider the TEMPO. What are the issues and what
should do we plan to do if, as we approach, the weather is 6000 BKN007?
ANSWER
We need to do a procedural approach to Runway 09, there is no radar at Dundee, descend down the ILS until we break cloud then
make a visual manoeuvre to land on Runway 27. Although the DA for Runway 09 is 297 ft, the Visual Manoeuvring/Circling minimum
altitude is 540 ft so, that becomes our DA and we make the circle to land to the south.
Instrument Pilot
12
99/2013
Programme
Hotel
12:00
13:30
pm
Tanneurs etc.)
Alsatian lunch: tarte flambe
Flammenkuche
Taxis to airport for Sunday
departures
For those staying over an extra
night,
self-arranged
options
include:
barge river tour
visits to muse Unterlinden,
h t t p : / / w w w. m u s e e unterlinden.com
muse Bartholdi in old
town
http://www.museebartholdi.com/musee
museum of toys and train sets
Colmar
To Register online
12:30
14:00
18:00
19:30
99/2013
http://www.museejouet.com/
visit to Munster cheese
marcairie
dairy
and
museum (by taxi) http:
//www.maisondufromagemunster.com/
WWI trenches museums (the
other end of the Maginot line,
by taxi).
additional sightseeing, wine
tasting, wine purchase etc.
14:00
Costs
To Register offline
All enquiries
P5
Bob Hays, a very experienced
service manager was most helpful and
continued to give us excellent support
when, subsequently, we encountered
a technical problem in New York (See
Teterboro below).
We now made a change to our schedule
and instead of flying to Dallas we decided
to fly to Tulsa, the home of Autopilot
Central and about forty five minutes flight
from Wichita, so that Autopilot Central
could look at the autopilot. Roy did his
usual very thorough external check of the
aircraft, especially as it had just come out
of maintenance. He noticed that a fuel drip
was coming out of one of the fuel overflow
pipes at the bottom of the left engine nacelle
every three or four seconds. The fuel drip
was from the mechanical fuel pump. We
asked the Yingling engine mechanic if this
rate of drip was acceptable and he called up
Cessna, whose headquarters and technical
support are just on the other side of the
runway from Yingling, for advice. The
Cessna engineer replied that he did not
have any written guidance on acceptable
leaks from a fuel pump but said that he,
personally, would not go up in an aircraft
with a known fuel leak! Decision made and
a fuel pump replacement was immediately
put on order. How long would this take to
get? It arrived late that afternoon and the
aircraft was ready to go the next morning!
Roy flew the plane down to Tulsa to
Autopilots Central. I had, in the meantime,
flown on commercially to Dallas. Roy flew
down commercially to join me and both of
us had three days stimulating simulator
421C training at Simcom at Dallas. The
421, although quite old, is a complex
aircraft; proper simulator training, where
you can practice overcoming failures and
emergencies that you could never practice
safely in a real aircraft is, I think, a very
important contribution to safety and the
extensive use of simulators by commercial
operators is one of the reasons why
commercially operated aircraft are so much
safer, statistically, than privately operated
general aviation aircraft.
My wife, Rosemary, joined us in Dallas
towards the end of the simulator course and
we all flew up commercially to overnight
in Tulsa before picking up the plane from
Autopilot Central the following morning.
Barry Sparks of Autopilot Central had been
able to identify that the autopilot problem
was due to inadequate drainage of moisture
from the area where the pitch actuator and
autopilot computer were situated. He had
Instrument Pilot
Instrument Pilot
good to be back.
16
http://www.youtube.com/watch?v=yyHcZIT8nhM
http://www.youtube.com/watch?v=26tjz348SXE
http://www.youtube.com/watch?v=Kg1y1cNsIIA
http://www.youtube.com/watch?v=rtLtx5PMOFs
http://www.youtube.com/watch?v=PKSjvw7B6sE
http://www.youtube.com/watch?v=PD9ZZ1UrTrY
http://www.youtube.com/watch?v=TxALTrXCDHA
99/2013