Plastic Pilot

Since mid of December, I published one post per day on this blog, seven days a week - and sometimes two when important events required so. The objective was to publish original and attractive content, and create a solid information base. It was great fun, and a very enriching, but also very demanding, and sometimes frustrating, because some topics would clearly have deserved a more in-depth treatment. You can see the results of this effort through the search function, the navigation system and the archives: nearly 500 posts, 46 photo galleries containing more than 1000 photos, and a few dozen videos.

From now on, I will reduce the rythm of my posting, to get the necessary time to write more elaborated posts, and develop the “non-blog” part of this website. The new “Air-accident” page is an example of what I want to publish in near future. I want also consolidate some posts, mostly on themes which are not related to specific events, and deserve better coverage than what a furtive blog post can offer.

I will also re-visit, refresh, improve, and enhance some existing posts. You can expect more links, more No need for you to search for updates, nor play the seven differences game - I will make them clearly visible. My other projects also include an online documents library (any contribution is welcome), a long-awaited links page, and more RSS feeds (send me your site / feed address if you want to get listed).

Were this blog a printed media, this change would be an evolution from newspaper to magazine. More research, denser posts, more photos, … In a word: enhanced content - but at a slower rythm. As always, your comments and other contributions are welcome. If you want to use this blog to share your own experiences, and want a personal story to get published, feel free to contact me and submit your idea.

Finally, a short word for you, readers, and particularly to those who regularly send comments, and spread the word about this blog. You’re helping me to go on, and are the core of the Plastic Community. Thank you.

If you’re not a newcomer to this blog, you certainly know that I’m a private pilot with an instrument rating. But what about you ? If you’re a private pilot as well, I’d like to know whether you’re instrument rated or not, and why.

The why particularly applies to those of you who don’t held an IR ticket. I know many possible reasons:

• Lack of time ?
• Money ?
• No FTO where to train in your area ?
• No IFR aircraft ?
• No IFR airport ?
• You think there is too much complex theory ?
• Or that getting the rating is too complex ?
• May be too complex to maintain ?
• Getting an IFR rating is useless ?
• Flying IFR in small planes is dangerous ?

There are probably other reasons, so feel free to add yours to the list. If, on the other hand, you’re instrument rated, you probably know why. I however would like to know the reason that decided you to get it.

If you don’t mind, I also like to know from which part of the world does your license comes. I already know what to expect, but it will be a confirmation. And who knows, may this will help other pilots to join the IFR club. This is my (no longer) secret (naive ?) hope behind this post: encouraging more pilots to get this wonderful rating.

I’m indeed ready to discuss all of objections you could have against the fact of getting IR rated. Not only because it is safer, but also because it enlarges the range of what is possibly to fly, and improves flying skills. I’m not trying to criticize VFR pilots, nor to say that IFR pilots are somehow superior. Any comment in that direction will be deleted. The last thing the aviation community needs is one (more) internal conflict.

Now, please let us know if you are IFR rated or not, and why. If you prefer do to that in a more confidential way, you can also send me your answer per e-mail, via the About page.

Thanks in advance.

Aircraft are changing owners, being sold and bought by private owners, clubs, schools, or financial organizations who rent them back. Some of the aircraft I knew for years changed hands, and simply vanished from my small world. This post is my personal attempt to know what they became. If you have any information about the, please leave a comment !

HB-HFV - A blue AS-202 Bravo. I flew it as a student pilot.

HB-PDZ - A Piper Archer II (PA28-181). I’m not sure, but some hints suggest that this one is now flying in the United Kingdom.

HB-PPR - A Piper Arrow (PA28R-201). I never flew it as pilot, but was on board as passenger on some IFR flights. Is it still IFR certified ? It was sent to Lugano (Locarno ?) for a while, but then I lost its track.

HB-PNJ - Another Piper Archer, version III (PA28-181), with the nice overhead panel, giving its cockpit a nice airliner look.

HB-PEJ - This is one of the Saratoga I flew the most (PA32R-301). An excellent IFR aircraft, who recently left Geneva.

HB-XJZ - Do you know where is now this Robinson R22 Helicopter ?

OE-DAB - Diamond made this plane available in Lausanne for a couple of weeks, while one of the DA40-TDI there was undergoing a long maintenance phase.

F-GZMP - I flew this DA40-TDI with G1000 in Cannes, but it also changed owner since then.

Another aircraft I flew also left the Swiss aircraft register. The AS202 Bravo HB-HFI crashed in the Alps, killing two on-board, under still unexplained circumstances, the investigation is not yet finished.

Are you also looking for aircraft you knew and who know fly somewhere else ? Feel free to post a comment about it, and join your voice to mine.