John, a great way to see if clouds are at your flight level is to get a large water bottle. Drink half of it. Then, if you put the cap to your eye and aim the bottle at the clouds, it makes an almost perfect spirit level, which makes it extremely easy to check. Happy flying, and make sure to visit Slovakia one day! Some great flying to be had!
After a delayed start which you could have done without , it sure was a “Eyes Everywhere” flight, great work and beautiful landing. I enjoyed the scenery but of course your consternation on flying meant you did not get to see to much. Watching your videos for me is True Flying. Congratulations in remaining calm and professional. Good idea getting your friend to help with radio, even if like the professional your are you of course checked the tuning was correct. Look forward to final video in the awesome journey. ✈️
My wife and I do European Road trips and this really interests me She is not as keen as me to fly but lets see if I can get a PPL and start flying thanks guys Elaine & Sharon xx
Brilliant Jon. Was 11500 an option for climbing over clouds? Maybe a shuttle climb if your normally aspirated engine was huffing and puffing. No oxygen needed and more options over the high terrain in event of power loss. Douglas
Really enjoyed your video, Jon. From the camera perspective, I think you'd have been able to maintain VMC on top had you stayed at FL95 rather than squeezing between the high terrain and the cloud base. It's always good to see pilots doing things by the book and complying with the 1000' vertically from cloud rule, but I'd have preferred to have stayed at FL95 even it meant being only a few hundred feet above the tops, if only for better glide range and for smoother air (which you almost always get above the clouds rather than below them. Keep up the good work and look forward to the next video.
Thanks. There was a bank of cloud where the tops were higher than FL95, and we couldn’t get over it. I think the cloud tops you saw were later in the flight, and they were a little lower.
If an IR-rated pilot is flying IFR in cloud, he or she is entitled to expect that that there will be no VFR traffic within at least 1000' vertically and 1500 metres horizontally, so that if he or she pops out of the cloud, they will know they won't come face to face with a VFR pilot surfing along the cloud tops. ATC will be providing separation from other IFR flights, but they will be expecting VFR flights to comply with the rules. By staying a few hundred feet above clouds, you would be creating a dangerous situation, as well as being in breach of the rules. Jon did the right thing.
Nice video John. Italy is divine. Can you clarify your use of "Flight Level"? I thought it was used after the transition(?) altitude, typically for the airlines - thereby making Flight Level 95 = 95000 ft?
Hi. The transition altitude for this area is 6000ft. So above that we should use flight levels. Hence why I requested FL75, then FL95 etc. FLs are not only used by the airlines. Anyone using that airspace should comply. FL95 is 9500ft on standard pressure setting 1013hPa. 95,000ft would be FL950.
A silly question Jon, but I am gonna ask anyway. Did your Pilotaware work throughout your journey in Europe? I find lots of pilots do not bother to turn on their transponders in the UK, thus no alert on PAW. Was wondering what is your feedback/experience on that subject ?
Excellent video. Watching this beautiful adventure I felt as I was a crew. I also enjoyed listening the accents of various European ATC controllers
Love these episodes of your odyssey Jon. Italian ATC sounded quite helpful. Ciao!
The tension was palpable Jon... then you burst into song! I think that tipped Alistair over the edge!
Hehe. It took him by surprise!
That was funny x
Alistair finally gets put to work! Look forward to seeing what else you can give him as the trip continues! Great job on the video, well done.
Thanks for watching Henry.
John, a great way to see if clouds are at your flight level is to get a large water bottle. Drink half of it. Then, if you put the cap to your eye and aim the bottle at the clouds, it makes an almost perfect spirit level, which makes it extremely easy to check.
Happy flying, and make sure to visit Slovakia one day! Some great flying to be had!
Interesting trick!
After a delayed start which you could have done without , it sure was a “Eyes Everywhere” flight, great work and beautiful landing. I enjoyed the scenery but of course your consternation on flying meant you did not get to see to much. Watching your videos for me is True Flying. Congratulations in remaining calm and professional. Good idea getting your friend to help with radio, even if like the professional your are you of course checked the tuning was correct. Look forward to final video in the awesome journey. ✈️
Thanks Stewart, it was a short busy flight!
Hahaha, made me laugh! Great vid! Some stunning views there :)
Excellent vid Jon. You did a great job negotiating terrain and cloud, very impressive. Well done!
Thank you Kevin.
Awesome stuff Jon really enjoying this Europe flying stuff can't wait for the final part mate.
Thanks David...there are a few more parts left in the series....we have to get back from Croatia somehow!
Beautiful views. Must be a nice change from your regular views. Stressful of course dealing with the weather, terrain, etc.
Very different. Seen enough mountain flying this year though!
Brilliant. That looked a nice approach into Rimni Jon. :-)
Great film Jon, I can see Alastair's hair beginning to go grey.
I noticed that too!
Another great video John
Thank you Marvin.
My wife and I do European Road trips and this really interests me She is not as keen as me to fly but lets see if I can get a PPL and start flying thanks guys Elaine & Sharon xx
Brilliant Jon. Was 11500 an option for climbing over clouds? Maybe a shuttle climb if your normally aspirated engine was huffing and puffing. No oxygen needed and more options over the high terrain in event of power loss. Douglas
I can't recall Douglass. I'm guessing not, the tops were quite high.
Fantastic thanks Jon
5ank you.
Really enjoyed your video, Jon. From the camera perspective, I think you'd have been able to maintain VMC on top had you stayed at FL95 rather than squeezing between the high terrain and the cloud base. It's always good to see pilots doing things by the book and complying with the 1000' vertically from cloud rule, but I'd have preferred to have stayed at FL95 even it meant being only a few hundred feet above the tops, if only for better glide range and for smoother air (which you almost always get above the clouds rather than below them. Keep up the good work and look forward to the next video.
Thanks. There was a bank of cloud where the tops were higher than FL95, and we couldn’t get over it. I think the cloud tops you saw were later in the flight, and they were a little lower.
If an IR-rated pilot is flying IFR in cloud, he or she is entitled to expect that that there will be no VFR traffic within at least 1000' vertically and 1500 metres horizontally, so that if he or she pops out of the cloud, they will know they won't come face to face with a VFR pilot surfing along the cloud tops. ATC will be providing separation from other IFR flights, but they will be expecting VFR flights to comply with the rules. By staying a few hundred feet above clouds, you would be creating a dangerous situation, as well as being in breach of the rules. Jon did the right thing.
Nice video John. Italy is divine. Can you clarify your use of "Flight Level"? I thought it was used after the transition(?) altitude, typically for the airlines - thereby making Flight Level 95 = 95000 ft?
Hi. The transition altitude for this area is 6000ft. So above that we should use flight levels. Hence why I requested FL75, then FL95 etc. FLs are not only used by the airlines. Anyone using that airspace should comply. FL95 is 9500ft on standard pressure setting 1013hPa. 95,000ft would be FL950.
A silly question Jon, but I am gonna ask anyway. Did your Pilotaware work throughout your journey in Europe? I find lots of pilots do not bother to turn on their transponders in the UK, thus no alert on PAW. Was wondering what is your feedback/experience on that subject ?
I had pilot aware on. It certainly worked over there, ADSB and transponder equipped aircraft showed up as normal. Jon
👍
Stressfull
A little.
Had you pre-defined a personal criteria for turning back? (ie less than xx ft to the ground)
Not really, no.
Leider sieht man zu wenig von der Küstenlinie. Das würden viel mehr Zuschauer sehen wollen.
Remember, you should only say "to" when flying to an altitude. FL's are always "climbing FL75"
Thanks for the reminder.