I said Yes but ahead is cloud and I will be above it. I flew all the way at FL070 and earlier ATC asked me whether I am visual with the ground. The instrument approach (GPS RWY 12) was in IMC. There was a constant 20-30kt headwindįrance gets more scenic after the first 200-300 miles Later they came back saying I am actually IFR already and there was a problem in their system.Ĭloud layer perfectly aligned with the N French coast – threadįlow totaliser forecasting landing with 37 USG which is loads – more than 3hrs’ reserve. Probably a bad move because while ATC look after you re CAS they don’t do so for military airspace on VFR flights! Later ATC asked me if I was VFR or IFR and I replied I asked for an IFR clearance some time back. This time I never got “IFR starts ” but the wx was fine at FL070 so I didn’t worry about it. It was an IFR flight but going straight to London Control gets you sent all over the place so nowadays I just depart OCAS, 5000ft, later climbing FL070, and fly straight to France and call up Paris Info for the IFR clearance. Note the extremely unusual 0155 UTC TAF at EGKA. Normally I use and this showed that the day after the wx was going to get bad again. There was an unusual gap in the November wx: So several of us decided to salvage something out of it This was a mini meet-up, sort of replacing the LECD one which got moves several times due to wx and eventually got dropped.
0 Comments
Leave a Reply. |
Details
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |