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Cardiff City Footballer Feared Missing after aircraft disappeared near Channel Island

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Cardiff City Footballer Feared Missing after aircraft disappeared near Channel Island

Old 27th Feb 2019, 19:02
  #1521 (permalink)  
 
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The pressure setting on the altimeter has no effect on the Mode C readout. The Mode C reference uses a seperate capsule that is calibrated to 1013. Either the reference capsule is faulty or the pilot is flying inaccurately.
Or is flying perfectly accurately on the wrong pressure setting
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Old 27th Feb 2019, 20:05
  #1522 (permalink)  
 
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2Donkeys, Oggers, a pilot may legally fly an ILS approach under a VFR flight plan if the control allows it.
In VMC, of course.
The arrival to Nantes had been in VMC under a VFR flight plan
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Old 27th Feb 2019, 20:38
  #1523 (permalink)  
 
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Originally Posted by Luc Lion View Post
2Donkeys, Oggers, a pilot may legally fly an ILS approach under a VFR flight plan if the control allows it.
In VMC, of course.
The arrival to Nantes had been in VMC under a VFR flight plan
Not in this case. No safety pilot, no legal. You cannot practice an ILS under VFR without a safety pilot.
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Old 27th Feb 2019, 21:16
  #1524 (permalink)  
 
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Originally Posted by Mike Flynn View Post
I have it on good authority that David Ibbotson had an IMC rating.
tha was expired and being colour blind no night Rating so a bit of a moot point......
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Old 27th Feb 2019, 21:23
  #1525 (permalink)  
 
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Originally Posted by oggers View Post
Not in this case. No safety pilot, no legal. You cannot practice an ILS under VFR without a safety pilot.
I find SERA a bit tricky to find my way around. Can you provide a reference?
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Old 27th Feb 2019, 22:58
  #1526 (permalink)  
 
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Originally Posted by Luc Lion View Post
The arrival to Nantes had been in VMC under a VFR flight plan
Ignoring the legal aspects...

If under VFR in VMC... why do an ILS in the first place?!

If it's not what you're confident and comfortable with then why choose this approach for a bit of practice, especially when carrying a high value VIP asset (AAIB suggests he travelled to Nantes with Sala, so Sala would have been the passenger on that approach). Why stretch yourself in those circumstances?
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Old 27th Feb 2019, 23:02
  #1527 (permalink)  
 
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Nantes complain to Fifa that Cardiff have not paid Emiliano Sala fee (The Guardian) :
Nantes have complained to Fifa that Cardiff have not paid the first instalment of the £15m transfer fee for Emiliano Sala.

Nantes have demanded payment as agreed in the contract, whereas Cardiff have said they want to wait for the investigation into the crash to be completed.

Nantes’ lawyers wrote to Cardiff on 5 February asking for the first of three annual payments within 10 working days, a deadline extended last week until 26 February.

Having received no payment, Nantes carried out their threat to take the matter to Fifa’s dispute resolution chamber.
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Old 28th Feb 2019, 07:30
  #1528 (permalink)  
 
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The Pilot's family's private funded search this week has so far not found him - The weather window is closing again - high winds today near Portland so guess CI is also the same.
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Old 28th Feb 2019, 10:11
  #1529 (permalink)  
 
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Originally Posted by S-Works View Post
tha was expired and being colour blind no night Rating so a bit of a moot point......
He had a Second Class medical with the only restriction being 'Must have available glasses for near vision.'
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Old 28th Feb 2019, 10:57
  #1530 (permalink)  
 
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Originally Posted by patowalker View Post
He had a Second Class medical with the only restriction being 'Must have available glasses for near vision.'
and he had a U.K. licence Class 2 medical with a restriction on specifically preventing flight at nigh. A 61.75 based on his U.K. PPL. A second class FAA medical would not override that restriction. He was illegal to fly at night.
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Old 28th Feb 2019, 11:12
  #1531 (permalink)  
 
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Yes, we know that, but did he?
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Old 28th Feb 2019, 12:11
  #1532 (permalink)  
 
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Originally Posted by S-Works View Post


and he had a U.K. licence Class 2 medical with a restriction on specifically preventing flight at nigh. A 61.75 based on his U.K. PPL. A second class FAA medical would not override that restriction. He was illegal to fly at night.
Which of course means despite all his VFR time his solo night flying experience would have been minimal.

If the pilot who passed him the job was aware of Dibbo’s limitations then surely he must shoulder some legal responsibility?

Last edited by Mike Flynn; 28th Feb 2019 at 12:25.
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Old 28th Feb 2019, 12:48
  #1533 (permalink)  
 
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Originally Posted by meleagertoo View Post
Our Mr Ibbotson is beginning to look like a complete cowboy with no scruples and not a shred of interest in complying with any law or regulation that he finds inconvenient.
To be fair (ish), I can see how he got himself into this. He probably agreed to do the flight expecting it to be a nice little daylight flight there and back. The sun was probably shining when he was asked and it all sounded fine. From then on it probably went downhill in stages until it was completely beyond his ability or experience. His fault lay in not realising when it was beyond him and/or not saying NO. A pressurising factor could well be that (and I am assuming that he was paying part of the cost) he might end up paying a lot his money for his decision.

A further point that I cannot quite get my head around is the idea that he got a PPL in 2014 (I have been told) and somehow accumulated 3700 hours dropping parachutists. That is over 900 hours a year; hard work in any environment and surely impossible parra dropping (and when did he do his pipe fitting job?). It took me 14 years to get to that number of hours which including at least 6 years in full time flying jobs. Perhaps a zero got added at some point?
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Old 28th Feb 2019, 13:01
  #1534 (permalink)  
 
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The safety pilot issue is not well understood as people don’t understand that you can be complying with IFR but be VMC, so you can fly an ILS in visual conditions while complying with IFR and under radar control and not need a safety pilot.

If you are flying VFR under VMC to practice an ILS then you are respondable for your own separation from another aircraft so you need a competent observer ( NOTE NOT a pilot ) to ensure you can maintain seperation from other aircraft.

Ther key to understanding this is knowing the difference between RULES and CONDITIONS.
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Old 28th Feb 2019, 13:03
  #1535 (permalink)  
 
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By implication, then, as I see it there is nothing to stop anyone, with ATC permission, flying an ILS in VMC without a safety pilot as long as they can maintain a lookout and take avoiding action if necessary.
Yes agreed.
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Old 28th Feb 2019, 13:10
  #1536 (permalink)  
 
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By ‘moot’ I mean ‘a matter for discussion or debate’. I did not say ‘questionable’ as that would imply an opinion I do not necessarily hold.
(I spotted the difference. If you went into LUX (class D) on an IFR clearance you would be guaranteed separation from other IFR traffic, whereas on a VFR clearance you would not, so the amount of ‘see and avoid’ needed is a function of the ratio of VFR to IFR in the zone).
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Old 28th Feb 2019, 13:10
  #1537 (permalink)  
 
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Originally Posted by Mike Flynn View Post


Which of course means despite all his VFR time his solo night flying experience would have been minimal.

If the pilot who passed him the job was aware of Dibbo’s limitations then surely he must shoulder some legal responsibility?
Not really. We've all had one principle beaten into us since the earliest days of air law. The FAA version of that principle is:

]§ 91.3 Responsibility and authority of the pilot in command.

(a) The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft
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Old 28th Feb 2019, 13:31
  #1538 (permalink)  
 
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Originally Posted by HolyMoley View Post
(I spotted the difference. If you went into LUX (class D) on an IFR clearance you would be guaranteed separation from other IFR traffic, whereas on a VFR clearance you would not, so the amount of ‘see and avoid’ needed is a function of the ratio of VFR to IFR in the zone).
Precisely that. No small difference.
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Old 28th Feb 2019, 13:38
  #1539 (permalink)  
 
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A & C, theoretically you are right ; separation responsibilities will be different depending on whether you fly the ILS under VFR or IFR rules.
Practically, there is no difference once you are established on the ILS.

Both Nantes and Luxembourg are class D airspaces.
Being VFR or IFR on the ILS, you are responsible of your separation from other VFR traffics and you will receive traffic information from the controller.
Being IFR, the controller will ensure separation from other IFR traffics.
Being VFR, you need to care for separation from preceding IFR traffic on the glide and you have priority over subsequent traffic that you cannot see in your back.
Practically, the controller will treat you as IFR and ensure separation with subsequent IFR traffic to avoid unnecessary missed approaches.

Just for the anecdote, I remember having to deviate significantly from assigned altitude in a class D holding because of an NVFR traffic. It was coming from my left but I have only 1 life. IFR pilots still need to look outside, even in a controlled airspace at night.

Last edited by Luc Lion; 28th Feb 2019 at 13:50.
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Old 28th Feb 2019, 13:40
  #1540 (permalink)  
 
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Originally Posted by VerdunLuck View Post
To be fair (ish), I can see how he got himself into this. He probably agreed to do the flight expecting it to be a nice little daylight flight there and back. The sun was probably shining when he was asked and it all sounded fine. From then on it probably went downhill in stages until it was completely beyond his ability or experience. His fault lay in not realising when it was beyond him and/or not saying NO. A pressurising factor could well be that (and I am assuming that he was paying part of the cost) he might end up paying a lot his money for his decision.

A further point that I cannot quite get my head around is the idea that he got a PPL in 2014 (I have been told) and somehow accumulated 3700 hours dropping parachutists. That is over 900 hours a year; hard work in any environment and surely impossible parra dropping (and when did he do his pipe fitting job?). It took me 14 years to get to that number of hours which including at least 6 years in full time flying jobs. Perhaps a zero got added at some point?
He held a PPL for many years. 2014 was when his JAR licence expired and he converted to an EASA one. It was also around that time that he got a 61.75 based on his UK PPL.
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