Thanks for posting this!
No IAPs in the AIP, so to speak 
but one can fly any trajectory in Class G outside an ATZ, and land with a long final. ATC or A/G etc is not involved before that.
boscomantico wrote:
Still, most (all?) national radiotelephony procedure manuals require the altitude/level to be reported, upon each initial contact with a new station.
It is as boscomantico says. When they occasionally don’t want you to state altitude etc. because of congestion, you will be told “callsign only” at the handover.
Interesting that there’s a slot cut through the trees on the runway alignment, presumably for lights or whatever. Also a good place to crash if the engine quits…. One sees a lot of these 3 degree final approach photos posted on EuroGA and the images make me a little uncomfortable. Maybe its just an illusion of the photos but I would not choose to be that low and that far out on final, assuming a visual approach in nice weather. When I look at the photo my hand is involuntarily pushing an imaginary throttle.
Great report thanks a lot!
Shame you didn’t record the return flight – would’ve been very educational to view how you dealt with the icing conditions both from an ATC perspective + how it looks on the plane… coming from a low icing experience reader….
Interesting that there’s a slot cut through the trees on the runway alignment, presumably for lights or whatever.
The video shows the detail. There is a long line of runway lights there. But yes probably a good idea in case somebody crashes, too
One sees a lot of these 3 degree final approach photos posted on EuroGA and the images make me a little uncomfortable
On the ILS, you have to fly that. If I was flying VFR I would fly a much steeper approach.
Shame you didn’t record the return flight – would’ve been very educational to view how you dealt with the icing conditions both from an ATC perspective + how it looks on the plane… coming from a low icing experience reader….
The “interesting” times would have been in IMC and nothing showing on the camera. Also the camera doesn’t show the leading edge ice.
Re ATC, I just urgently asked for a descent, then another, “due to icing”. A better option generally would have been a climb to VMC but much more headwind, and knowing roughly where +1C was (6000ft) and knowing there was no terrain all the way to the UK, I decided to descend. In the end, the loss of TAS (due to lower altitude) was probably as bad as the gain in the reduced headwind…
TKS was dealing with the ice just fine, but AFAICT it lasts for not much more than 1hr, so one has to be fairly proactive when in the enroute phase. I had the radar IR and sferics images before the flight, and the ADL150 data during the flight, and one could not be sure one would be out of it in 1hr. I tried the lower flow rate but it didn’t stop the ice building.
Peter If the ice does build with TKS no worries after it builds to a certain level it looses its footing and falls off. Its un-nerving until you go through it a few times. That has been my experience. Also it comes off in chunks but does come off. I have 6.1 gals of the stuff. Off course its always best to keep the leading edge clean and working before it adheres.
