Видео

@@gregagee4328 you got it!

@@liquidintegrity thanks!

@@Ed-hz2um I appreciate the sentiment, no matter if I was distracted or wasn’t scanning properly, it is reminder to keep my head in the game. Hopefully we will all work towards being better pilots. Thank you for watching.

LOL, I like that analogy. I have given you some info in other responses but I will try to give you some resume highlights. LA Tech Grad Pro Av Major CSEL CMEL Instrument/Tail wheel North of 2500 hours with over 2000 in 48N since 2007 (I have flown over 30 different a/c models testing or certifying avionics systems) Started working in avionics in summers between college years, graduated and came back to that shop as GM. Went to BFG for 13 months; 9/11 caused a job change. Ran Triumph Instruments in Texas as GM/VP for 7 years Hired by Aero-Mach in '07 to fly and see customers and grow our instrument repair business. Glass panels have diminished that market but AM has/is diversifying and has purchased other divisions (Wilco and TCO). I have always been in the role of sales/tech rep. I try to learn my product lines so I can be an asset to my customers that are working with our products on a daily basis. I have flown coast to coast and almost border to border in the course of my duties at AM. However there are many pilots with more hours and experience than me and I have always felt it was important to keep learning, so I tend to ask a lot of questions. The RUclips channel was born out of my colleagues in Wichita wondering what I do. So this is a way for them to see where I am going. The response to the IFR videos has been surprising so I have been trying to share my process in the course of my customer visits. People seem to be more interested in the "how' than they are the "where". While building time I have always tried to glean as much as I can from pilots with more experience than me. RUclips gives me a platform to pass that info along in the hopes it helps someone else. What you see is not me trying to be an expert, it is me showing you what I do. And by all means, PLEASE LET ME KNOW IF YOU HAVE A BETTER WAY! I want to keep learning and keep getting better too. So go get that CFI and pay it forward. Don't forget to pass along those classic one liners that really do have an impact... "It's always easier to explain why you went around, than why you didn't." Thanks for coming along. - Matt

@@TheFlyingSalesman Thank you for your response. Looks like you got me well beat on time. I have the same exact ratings you do, but I’ve been flying for 45 years on and off as a renter. Due to family commitments and other reasons, I have only been able to, obtain just north of 600 hours total time. I have flown 16 different aircraft, and two types of gliders never became CFI as I mentioned because I could not make a living from it. So, I just plug along and keep my instrument and night current by flying once or twice a month. Some people ask me when are you going to stop flying? You’re kind of getting old. I tell them do you know how you know when you are old? You cannot go to an antique store by yourself and stand in one place more than five minutes without somebody trying to come over and buy you. Then they ask are these parts all original? I tell them yes but please don’t touch anything. They’re liable to fall off. All the stuff you have to re-remember to pass a CFI check ride. It not just the flight portion. My doctor told me I can try some memory enhancement stuff like Prevagen. So I tried to take his advice, the problem was I kept forgetting to take it. Keep the blue side up…and if you are ever in KJEF. Look me up. One more thing on the topic of steam gauges. I used to love and shoot many NDB approaches. I miss the old RMI and ADF. Today you are hard pressed to find a functioning radio. Never really understood what the BFO was used for. This day I hate aircraft with a DG. Seems like no matter how many I get into every five minutes I look at the compass and I’m having to correct for precession. I know those instruments cannot be that out of whack. I think it’s just with all the electronics and cell phones in the area. The whiskey compass tends to wander a little bit more than settle down. I prefer an HSI that is slaved or even better yet and Aspen panel.

You are correct, but with my background in instrument overhaul and repair, If the needle on your CDI or HSI that depicts that Vertical Guidance fails, when the repair is quoted, we say "Glide slope needle inop" I have never told a customer their "Vertical Guidance" or VNAV needle is inop. That is why you hear me use Glideslope, because I have tested them, replace them etc etc. The service manual always refers to it as a Glide Slope needle. But like I said, you are correct. It is just like "2000 climbing FOR 5000". I agree with what SHOULD be said, but I have a lot of years saying it the wrong way. But I am trying because I want to do it correctly. We all have to keep learning. -TFS

I am curious about what aircraft you are flying because I suspect it is more advanced than the 210 I am flying. At flight safety they taught us that in single engine, single pilot, make it as easy as possible and be configured. Yes it burns more fuel. In the course of a year I will burn approximately 2500 gallons of AvGas. Of that how much is "extra" because of higher power settings than a normal VFR approach? 100 gallons I think would be way over estimating and that is $650 (assumes $6.50/gal). Of our yearly operating expenses, $650 is a small expense when considering the benefits of simplifying the operations in the terminal area when IMC. I have seen icing on the wings and once it was more than concerning. I DO NOT MESS AROUND WITH ICE. I stay my behind on the ground.

@@TheFlyingSalesman You’re flying more advanced aircraft than I am. I am basically stuck on a Cessna 172 or a PA 28. I slow the aircraft down to just above the white arc and I don’t use flaps until I’m ready to configure for the landing sequence, which is usually about 1.5 miles prior to the final approach fix. The C-172 allows you to use 10° flaps up to 110 kn even though the top of the white arc is 85 kn. Generally, if I’m not fully loaded, I try to use as minimal flaps as I have to. This is especially true if it’s during gusty conditions. If the approach path allows, I will land no flaps at all. Kind of gets back to the old Taylorcraft days and the no flap tail dragger. I’m sure your aircraft flies just fine at 120 kn with no flaps, although not being in your aircraft, I wouldn’t know if you are going to get less forward visibility because of the higher angle of attack. I do as minimal as possible on the normal procedure such as when I’m flying a DME arc. I just set my course ahead of time and do not do the twist method because you get distracted and can easily forget your inbound radio and pass it up. Once I turn the aircraft 90° I can generally turn about 5° every 6 to 7 seconds and monitor my DME to stay on the ark and watch my HSI where my inbound course is. When it reaches the 80° point I then make my turn inbound. I guess back in the day when we were flying patterns, we would be tight in and not have to fly like some students do today is what is called a cross country pattern. They are like flying one to 2 mile patterns if you know what I mean. As far as ice, I don’t mess with it either. As a matter of fact where I live, I have two flavors of weather. Either thunderstorms or ice depending on the season. I’m just going on what I’ve learned from some of the safety seminars that using flaps if you wind up in clouds and accumulate ice is more dangerous than if you are accumulating ice with the flaps retracted. As a matter of fact, I believe the biggest problem of the ATR 72, which is a twin turbo prop high regional has always been icing issues and it is recommended in the POH not to use flaps while flying in known icing conditions which that aircraft is certified to do.

I can see the logic in that approach and I agree it has merit. Do you believe that diving into your weather briefing could help you in both scenarios? One where the winds change and one where they do not?

@@TheFlyingSalesman it’s not only the weather. Suppose you have to runways and you plan on your method but something happens on that runway and right before you get to the airport you get notification that that runway is closed or they are using a different runway. I would rather just be able to key in a fix and hit direct then to try to plan to go somewhere that ATC send you in another direction. Nothing worse than being a single pilot IFR flight plan that you get those words “I have a flight plan amendment for, advise when ready to copy.” to be honest with you I have approximately 57 hours of actual instrument time out of my total time. I just practiced the hell out of it on the simulator and in the airplane at night because it’s especially easy to concentrate on the instruments more when it’s dark out and still be able to see your aircraft. It’s risky, especially if you are the paranoid type that is always expecting your engine to quit. Believe it or not in 45 years of flying, I never lost an engine. Radio, alternator, I lost a vacuum pump in the clouds, but never an engine. Knock on wood!

First off, a little background on me- I started my aviation career as a student pilot and "helper" to avionics service techs. This means I handed them tools and rolled in and out extension cords. BUT, I learned and progressed to be able to perform troubleshooting and repairs along with assisting in the install department when needed. I was also the main salesperson for a while. I was then hired by BF Goodrich/Goodrich/L3 as a service tech rep. I also had the pleasure to spend some time with one of the test pilots of the 3M stormscope and learn more about the science of what is displayed. I am telling you this because I want you to understand that I have had more in-depth conversations with the REALLY smart guys about stormscopes than most avionics shops or techs ever get to have. Not that I was a great student, but some of the info got through. If you have flown a strikefinder or stormscope you have seen random strikes pop up at random times and in all sorts of weather. After a while you begin to ignore the solitary strikes on clear days and really only pay attention when you know you are around convective activity. In the first section of the WX-500 User's Manual it states- "There are several atmospheric phenomena other than nearby thunderstorms which can cause isolated discharge points..." Keep in mind, a stormscope or strike finder is simply detecting electrical discharges. A discharge is normally associated with an "arc" of electricity or the "Flash" we see. However, it will also depict the presence of electrical current. Power lines under taxi ways for example can be depicted. What Jerry Smith, the test pilot shared was that he would notice that some strikes would correspond with turbulence. When talking with the guys at Goodrich that were in Tech Support, and the engineers, they believed that static electricity was being generated by the air currents moving in opposite directions. This current is enough to show up on the display. So you are not seeing a Lightning strikes, but rather static electricity that is building up because of the air currents. You will also see similar phenomenon during the building and dissipating stages of a thunderstorm when there are no lightning strikes occurring. The reason why they cannot advertise the unit as being capable to detecting turbulence is that it is not reliable and it is dependent upon the strength of the charge to be able to pin point its location. That is why "Cell" Mode works so well because the algorithm is calculating the strength of each strike and making a determination of the where they are clustered. However, everyone associated with the program understood that turbulence would often be depicted as a strike when in fact it was as clear day. There was simply not enough consistency in the data to derive an algorithm to detect it. Congrats! You just received my longest reply ever, LOL. Thanks for watching and coming along. More importantly, thank you for the question and helping us all learn more. Blue Skies -TFS

@@gregagee4328 congrats on the new rating. Keep training and staying proficient. Thank you for watching. -TFS

@@locustvalleystring I haven’t met a pilot yet that hasn’t made a mistake. I have been fortunate that pilots have shared a lot of insight along the way. Hopefully we all seek to improve and be able to admit we are humbled. Thanks for watching. Blue skies!

@@aviatortrucker6285 I have the tail wheel endorsement but it was behind 115 hp. An AT would be a blast to fly.

@@TheFlyingSalesman I got my tail wheel endorsement about two years ago in a Citabria. Since then, I flown a Maule M5 and a piper super cruiser. You be surprised with you forget after putting it away for a year but you get right back in the swing of things. My instructor had me land on a 20 foot wide levee. Definitely a challenge and an interesting wheel landing. At least you have access or own a Cessna 210. I haven’t made it that far yet. Let’s just say my wallet is sitting in the way.

@@aviatortrucker6285 I have been there. I had to take a 7 year break before landing this dream job with Aero-Mach.

@@benjaminaltwein6213 thank you so much, I appreciate it.

@@johnc1456 it’s in ForeFlight and I have the audio cable connected to my music jack on the panel.

@@jonathanfriedman4920 that’s a great tip, thanks!

@@JulioHernandez-gz5lr your decision has to be rooted in not only training to earn the rating, but continuous training to stay proficient. All the best! -TFS

@@GAMR_Aviation great point. I should have also briefed that hdg from KDTN to EIC.

@@Connor-yq9mx lol! You don’t want to brag about winning that contest. Thanks! I needed that today.

That is valuable advice, thanks! I hope you have great weather for your checkride and keep us updated.

All great points, thank you for watching.

@@jvke.p awesome, let’s meet at the restaurant sometime.

@@TheFlyingSalesman for sure! That cinny roll is the best I’ve ever had!

@@billgalante1181 thank you sir!

@@747FoSophie welcome back!

Hopefully you aren't "knocking rust off" in actual IMC. Safety pilot is one option, but the best option is to get a CFII to go fly with you.

@@judge_drad8309 welcome aboard!

@@chrisarceo394 very nice meeting you too! Good luck with your training!

I like to do the same thing.

Thanks for watching!

Great catch! I did edit it out. If you notice, my audio levels were not set correctly and ATC transmissions were louder than usual. I was monitoring both tower and approach and the clearance for the approach was a loud mess. Hence the edit. I was wondering who would catch this.

Why didn't you tell me sooner? It sticks out like a sore thumb in the video.

Because RUclips is one of these social media sites where, if you posted a video of you going to the bathroom, someone would be telling you that you’re not using the toilet paper correctly, you’re not washing your hands properly and the big one, your toilet paper is hung in the wrong orientation. 😂

You are very welcome. I do not mind the criticism because I look at the intent. In all of @RetreadPhoto's remarks, his constant theme was "Fly the dang plane" (my words). He is not wrong. It is advice we all need to hear from time to time. I have even harped on this and now I have four fingers pointed back at me. Of all the things about YT videos, it the engagement with each of you that I enjoy the most. The people of aviation have ALWAYS been what I love about my job. It's not an accident that I refer to each of you as "fellow Aviators". I want us to help one another be better. Thank you for contributing and for watching. Blue skies! -TFS

Thanks!

@RetreadPhoto, I have read each of your comments and I appreciate your criticism to do better. I too am disappointed in the flight and it is my hope that others can learn from my mistakes. Most of the comments to my videos affirm that other fellow Aviators find value in the successes and the mistakes in the videos. This feedback holds me accountable and pushes me to be better. I have been very comfortable with talking to the camera and keeping my head in the game. I will be paying closer attention to this and insure I do not have this issue again. I am considering your suggestion for voiceovers and will experiment with that. As always, thanks for coming along and contributing to this group of Aviators that wants to grow in our skills and proficiency. Blue skies and tailwinds! -TFS

Are you okay? If he hadn’t filmed it for you to learn from it , would you have the opportunity to comment… let it make sense

Love on the fly adlibbing all the way , wouldn’t change a thing … Man wears many hats you say , i say let em it’s entertaining, with the level of experience and all you telling him what to do is unprofessional… and its simulated ifr! of course your heads gonna be on a swivel in actual..

Did he ask for your advice? No, I think not.