Cardiff City Footballer Feared Missing after aircraft disappeared near Channel Island

[what next]

Originally Posted by Eutychus

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...?

Yes. Your carrier sold you a ticket from Guernsey to Dinard and he flew you from Guernsey to Dinard. That your flight did not do an intermediate stop at Jersey and the fact that you did have the plane all to yourself does not make it illegal...

[Sillert,V.I.]

Originally Posted by five zero by ortac

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.

IIRC the boots are vacuum driven; the PA46 has twin Vac Pumps for redundancy.

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/

[red9]

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 ?

[Aso]

So what should SLF look (out) for?

Proper operation with an AOC, two professional pilots, Multi engine aircraft. MINIMUM

[Slowclimb]

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.

[Eutychus]

Not Grey charters

Originally Posted by Aso

Proper operation with an AOC, two professional pilots, Multi engine aircraft. MINIMUM

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?

[clareprop]

Proper operation with an AOC, two professional pilots, Multi engine aircraft. MINIMUM

As always, it depends. There's SLF and SLF. Jockey's for instance accept SEPs to get into race courses and tourists accept them for Island hopping in warmer climes. A proper turbine engine single also has a place for certain commuting operations but for the flight that this thread refers to, for a straight-forward SLF not involved in an aviation activity, I'd agree.

[Sillert,V.I.]

Originally Posted by Aso

Proper operation with an AOC, two professional pilots, Multi engine aircraft. MINIMUM

If you want scheduled airline safety standards, that.

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.

[diffident]

Looks like the search has been called off again, according to Sky News at least.

[rr84c]

Originally Posted by Eutychus

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?

What makes you think a flight in an N-reg plane is more professionally executed? That is total rubbish. EASA, if anything, is more safe than FAA regs IF everyone is properly licensed and aircraft airworthy. For example, EASA requires an annual proficiency check for IRs with an examiner, FAA self-certified.

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)

[GAPU]

Originally Posted by Slowclimb

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.

If the pilot only had IR(r) then no class A allowed. That might be the reason?

[Clare Prop]

Search called off according to the JEP https://jerseyeveningpost.com/news/2...on-called-off/

[ChickenHouse]

Originally Posted by rr84c

EASA, if anything, is more safe than FAA regs IF everyone is properly licensed and aircraft airworthy.

Please be careful with the word 'rubbish'. The last EASA safety report says rather different to 'safer' https://www.easa.europa.eu/document-...ty-review-2017. In short, our over-regulated EASA system produces roughly twice the accidents and 1.6 times fatal rate compared to the FAA regulations. I say this does definitely not qualify for a 'more safe' statement.

[Edward Teach]

Originally Posted by rr84c

What makes you think a flight in an N-reg plane is more professionally executed? That is total rubbish....

I think you've got the wrong end of the stick. What Eutychus meant was that specifically in HIS personal experience the flight with the US Aircraft was more professionally executed than the British one (because, if you can recall, the pilot of the British aircraft rushed the departure -one thing you should never do in this game unless ABSOLUTELY necessary).

[jsypilot]

Originally Posted by red9

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 ?

This one I imagine:

Airman Query - Aviation Database - AviationDB

[OPENDOOR]

In the event of a successful ditching how long would a PA-46 Malibu remain afloat?

[Eutychus]

Originally Posted by Aso

Proper operation with an AOC, two professional pilots, Multi engine aircraft. MINIMUM

Um, so, 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...)

Originally Posted by rr84c

What makes you think a flight in an N-reg plane is more professionally executed? That is total rubbish.

That's not what I said. I said it was my admittedly SLF perception as regards the safety of passengers.The reason being that as pax we were issued safety harnesses, the pilot made sure we had properly attached them and understood their use, gently insisted their spouse wore one too despite protestations, and generally seemed to be paying due care and attention. The G-reg pilot legged it to the plane amid oncoming fog and (again to my untrained eye) took off in a tearing hurry, no flotation device or explanation of any kind.

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)

Excuse my ignorance again. Both the N-reg in the accident and the N-reg I flew in over the presumed accident site came from French airspace and were flying in CI airspace. Is this unusual? Would it be typical for non-US based pilots to have the appropriate FAA privileges in this part of the world, or does nobody look at the paperwork too closely (again, it seems to me there are people flying around the CI like this all the time).

[sorry, cross-post with @Edward Teach ]

[clareprop]

In the event of a successful ditching how long would a PA-46 Malibu remain afloat?

If, by some miracle you did manage to carry out a text-book ditching at night into a relatively calm winter sea, my guess is 10-15 minutes. My other guess is that this was not a text-book ditching.

[Aso]

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...)

That is up to you. He asks advice... I never fly on the single engine, single pilot helicopters from Nice to Monaco for that reason. Even though Jean Pierre might be a 60 or so ex Military hot shot..

[ChickenHouse]

Originally Posted by jsypilot

This one I imagine:

Airman Query - Aviation Database - AviationDB

That one is the worst reference and a long time outdated copy, even pulled before data protection rules closed access to personal data, of the FAA database: https://amsrvs.registry.faa.gov/airmeninquiry/.

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 ;-).