Europe vs North America; Some Pilot Habits are Hard to Break 🤣
HTML-код
- Опубликовано: 21 апр 2023
- Wanna learn about General #Aviation Flying in #Europe ?
Giveaways, 250+ back catalogue episodes +more at www.flightchops.com
In this episode of Flight Chops, (a #Travel Adventure filmed in “the before times” of 2019), we’re flying from the Swedish mainland to an island off the coast to stay at a WWII military base. Thanks to our friends at Hässlö Flygförening, just outside of Stockholm for making this possible.
Hässlö Flygförening is located at Stockholm Västerås Airport (ICAO code ESOW) about an hour drive from Stockholm. With more than 600 members they are the largest flying club in northern Europe.
Being so close to Stockholm, while still keeping out of the more congested airspace around the big international airport, HFF is a great place to start your #GeneralAviation flying adventure in #Sweden.
They have access to many different airplanes to rent, together with a group of highly competent instructors ranging from airline captains to aerobatic instructors.
For pilots visiting Sweden, they can assist with anything from information, checkout flights on new types to the paperwork needed to act as PIC on a Swedish registered plane without an EASA license.
Learn more at their site: hasslo.org/in-english/
Productions like this wouldn't be possible without the help and support of my Patron’s. I want to thank all of you for your ongoing support! To become a part of the FlightChops’ Patreon crew and gain access to exclusive raw cuts, behind the scenes videos, and more, visit:
/ flightch. .
Follow FlightChops on Twitter:
/ flightchops
Follow FlightChops on Instagram:
/ flightchops
Follow FlightChops on Facebook:
/ flightchops
FlightChops Sponsors & Supporters:
flightchops.com/supporters/
FLIGHT CHOPS DISCLAIMER:
I am a "weekend warrior" private pilot, I fly for fun with no intentions of going commercial. I have had my PPL for over 15 years, but still consider each flight a learning experience - I generally take detailed notes after each flight to remind myself what went well or what I could do to improve.... Having GoPro cameras to record flights like this is invaluable. I find these self analysis videos very helpful in my constant quest to improve, and am happy to share. Feedback is invited; however, please keep it positive.
Visit www.FlightChops.com/ for behind-the-scenes #Aviation content, giveaways and to search episodes by aircraft type!
![Latto - Sunday Service (feat. Megan Thee Stallion & Flo Milli) [Remix] (Official Video)](http://i.ytimg.com/vi/9gL0F1xIt2I/mqdefault.jpg)
Being a European trained CFI later converting to FAA and working in the USA one of the European students doing basic training in our school in the US asked: What’s it like to fly in Europe? I said: It’s a lot like flying in the USA, if you pull on the stick the nose goes up, if you keep pulling it comes down again.
I like that response! 😁
I would have added "after an inadvernted stall in USA the ground zooms up as it does in Europe".
Because of how dense Europe is in places we switched to 8.33KHz interspacing on radio frequencies a couple years ago, which technically allows us to define three times as many frequencies in the same band as the old 25KHz interspacing that was used before (and still used in the US and most other places).
And this is a very good video on the challenges of flying through Europe because even though we've mostly unified under similar aviation laws each country still applies their own flavour. Basically the EASA laws are the minimum specs and each country is free to go stricter.
Which is why i'm honestly jealous of people who get to fly through Grand places like the US and Canada where airspaces aren't so effing cluttered.
Greetings from Belgium, a tiny ass country that has so many controlled and military airfields that you'll have a hard time finding a bit of uncontrolled airspace in between.
VFR regulations can change slightly between European countries. It's a good idea to check always the local AIP of each country you wish to fly in. For example Italy is full of controlled airspace and VFR corridors. France has some restricted areas where military aircraft fly fast at very low altitude, and these zones are activated by NOTAMs. In Spain, there is class G in controlled airspace (such TMAs). Basically you're in uncontrolled airspace but you need to follow the particular rules of that airspace, such 2-way radio and mandatory use of mode C transponder. In some countries you don't need to file a FPL vor a VFR flight between two airports. In Spain is mandatory if you are flying from or to a controlled airport. The altimeter reference is normally QNH, giving altitude, but in some countries such UK they still use QFE, giving height above airfield, not altitude.
Also, local accent of ATC can be challenging...
An ICAO english proficiency level of 4 is mandatory for pilots and ATC, but it doesn't imply a perfect pronunciation...
Yes. Germany has lots of open Class G and E airspace, where you don't need to talk to anyone, although in recent years, transponder mandatory zones around towered airports have expanded, and starting this year, monitoring the radio and a setting a special squawk is now mandatory. Then again, Belgium and Netherlands airspace are basically entirely covered by Brussels and Amsterdam Schiphol TMAs, two of the largest airports in Europe. (Judging by the colour of the airplanes you flew via Schiphol.)
@@pinkdispatcher Dutch airspace is actually quite okay for VFR, as you can fly beneath the TMA's. On the eastside of the country up to 5500ft
This is a spot on comment, airspace regs, brevity and pronunciation really the biggest changes.
I did my pilot license at the geneva aeroclub, brought a smile to my face seeing it at 0:23 :D
Watching your videos and playing Microsoft Flight Simulator got me into aviation and now my flight training. Seeing you navigating the Swedish airspace is surreal, in the best ways possible. The inspiration this brings to me and my dreams of flying on my own is beyond words. Watching your adventures over my home is... awesome!
Awesome! So glad to hear this Kalle!
Kul att du är fast än! :) CptnJW
Nice flight and summary. I started flying in Europe and then moved to the US 25 years ago. This video brings back a lot of memories.
- Martin
0:22 - you pronounced it right - very good! :D
Great video, I know Patrik personally, was flying aerobatics with him here in Sweden.
Just some thoughts (for other viewers might be useful):
1. I think how we say shortened callsigns is in fact the ICAO standard phraseology, but of course you can only shorten it after ATC shortened it first, you can not initiate contact with short callsign right away. I guess it's the same in the US as well. You say you shorten by saying the last 3 digits and not 2 as we do here, but it's because you have longer tail numbers like N4216S. So you say N16S. We have like SE-KBN, for which we say SBN. Same logic, same amount of digits (2) omitted :)
2. You radioed "25 hundred ft". Well, I guess it's nowhere standard phraseology, which should be "2 thousand 5 hundred".
3. You switched to standard pressure already before reaching FL75 because Sweden has a transition altitude of 5000 ft. TA in Europe is usually much lower than in the USA. That is why we have 2 digit flight levels here in Europe like FL55.
4. Frequencies are not spaced 8.33 kHz in the US? That is why the 3 digits after the decimal (yeah, also a difference as we say "decimal" and not "point") might look weird :)
Thank yoi
Love to see the content from Sweden 😍
This is awesome as we in eu don't get much flying videos from people in EU but we always watch USA/CAN pilots flying wothin these regions! Loving this, can't wait for another video.
Very cool flight! Back in 2008, I flew an Archer out of Jesenwang (EDMJ) near Munich, Germany. My CFI, Lothar, taught me how to take-off and land on the 1,460' foot runway. It's not just a short runway, but the trees at the end of the runway make it interesting as well. There's also a road that crosses the end of the runway, where cars are stopped via a traffic light by the UNICOM operator when planes take-off and land. As an American pilot you were able to get a 6 month 'license' to fly German registered aircraft. Not sure if that's still the case, but a couple of calls, a visit to a Munich office (think FSDO) and a few Euro allowed me to fly solo & with pax in Southern Germany. I flew over my grandparents' home town and around the iconic Hohenzollern Castle.
Pilot from EDMJ here! What a small world. Glad you got to see our airfield, it is a beautiful area to fly with the surrounding lakes and mountains.
Hey Västerås, that's where I finished my ATPL theory exams! So cool to see it in one of your videos. Hope to take you flying here in Hamburg one day Steve.
Swedish VFR is great, so glad to see this video finally!
Thanks! It feels good to share this.
Wow amazing video, I did my Flight training in Ottawa, and my EU conversion in Kalmar Sweden and am now flying in Europe. Transitioning to Europe was fun and a massive learning experience from flying in N.America.
Heyy, nice vid as always! That controller at Västerås sounds like Kjell M, a very experienced controller as well as a glider and tow pilot and examiner too!
Well done, it’s good to see a North American aviator with a great professional attitude and approach to their flying while having a lot of fun, which is what it’s all about.
I can't imagine fluency in multiple languages. I admire them for being able to do that
In Sweden, we start learning English when the child is between 7-9 years old. Movies and TV series are not dubbed (except for children's media) but use subtitles. This constant exposure to the English language means that Swedes generally find English easy.
To me it’s like if I’m singing or talking, it’s not difficult at all to switch between the modes, but sometimes I forget and sing when I’m supposed to talk! 😊
I'm fuent in 3 languages, I can switch mid sentence if needed. Once you master a language it is not hard at all.
The screenshot you showed is from Switzerland - and I think, we do have probably the most complex airspace structure in Europe ;-)
Flightchops, JP, and Trent have the coolest life ever. I joined the military to help with flight training. Didn't read the fine print.
Your videos have the best ratio of education and entertainment
I really appreciate this feedback! 👊 That is the goal!
Super neat content. Go Flight Chops!
Thank you for this video! I’m trying to do my TC to EASA PPL conversion and this is definitely helping a lot!
Love that Swenglish! Looking forwards to more!
It's so bizarre seeing you flying out of Hässlö. It's only a few hundred meters from my apartment, my best friends grandfather founded the flight museum at Hässlö, my grandfather did his radioman training for the air force there, and ive played a ton in the old WW2 bunkers. Small world!
Flying to and over Gotland is fun, I got to do it in a 1968 Beechcraft Debonair in the summer of 2018 :) But came from a different direction.
I love Gotland! This is the first video I’ve seen of anyone else visiting. It’s such a cool island, and I’ll have to see about flying there next time I go.
Great episode, Steve!
Appreciated!
When flying in Central, Eastern Europe and France watch out for gliders. We usually do not carry transponders, i.e. they are electronically invisible to ATC, and your ADSB receivers. Gliders usually use FLARM as collision avoidance system.
Particularly on weekends there are literally thousands of us flying cross-country on a good thermal day. Avoid flying close to cloudbase, there the likelyhood to crossing one or many of us is higher, and visibility against white/gray backgound is terrible.
You really need to look out.
Always happy landings.
Thumbs up 👍 thank for sharing 😊
That's interesting how they have the S plus the last two of the registration. I'd be confused too. Here in AU, we use the last three of the registration. Having obtained my CPL the other week, I really want to come fly in Canada, USA and Europe. Thanks for the insightful video 👍
Technically you are supposed to say the whole call sign UNLESS the ATC shortens it first then you can use what they use. That how I was taught.
Really nice. Maybe one day I'll make it to Sweden. My instructor had worked there for a while, and regularly returns for holiday trips. Our club (in Germany) also now has a Swedish-registered aircraft. It was imported from the US and flew for a year with a US registration, and converting it to Swedish was much easier than to a German registration because of German bureaucracy. But within EASA it doesn't matter at all: we have no restrictions. Being bilingual is also quite normal for Germans, and most fields, including all towered airports, will speak either English or German. Some small fields are officially German only, but in practice they will probably handle English, too.
Great Episode :D. I'd like to point out that flying in Europe still can heavily depend on the country you are flying in. Even though there are some standardized rules (SERA), most countries have theer specific changes. And the patterns in which the airspaces are defined can vary quite significantly. Regarding your Callsign abbreviation, at least here in Germany S-KBN is an uncommon, but still valid abbreviation. Usually, we use first letter + last two letters (when introduced by the ground station), but first letter + last three letters is also possible in case there would be doubled abbreviated callsigns (Like D-EABC, D-MBBC). However, most of the time they/we use full callsign in that case.
But also rules say only ATC can abbreviate, so in controlled airspace you're suppose to use full callsign until ATC abbreviates it and then use whatever they used.
This is really insightful Steve. I have only ever flown IFR in Europe, during a transatlantic ferry from KBGR - EGCJ. I was utterly confused at the differences alone being a US based pilot, and looking at ForeFlight as my only tool was the only thing that made the flight possible. I would not even dare try flying VFR without some sort of training like you received here, even being a professional pilot. Thank you for giving us a view from the perspective of someone who isn't keen to the nuances of professional flying internationally.
Wow !!! It's been ages. Nice to see you back on youtube :) :D. Nice to see the family and Evelyn has really grown. So Sweet!!
Yeah they really grow - I've been seeing your posts with your daughters growing up! - and this one is actually from 2019, so Evy is even bigger now. Note: I never stopped publishing - there's been a new video every ~2 weeks since 2013. I think RUclips just stopped telling you.
@@FlightChops Oh yes she's getting big and really into drones and airplanes. She already read the POH for my piper cherokee ha haa. Please send hugs to the family. I think you are right about youtube not showing your videos in my feed. So frustrating because your chanel is not the only one with that issue. Hope to see you one of these days... maybe at my home airport in Grimsby.
Hey Dude, how cool is your Daughter (not to mention your wife) for letting you do such cool things!!!!
Love Flightchops!
Back atcha!
Breaking news!... Flight chops in Africa next episodes!!!.... Can't wait😅
We had it booked. I'm not kidding.
Still fighting with airlines for refunds on trips that were cancelled from 2020.
Many Europeans use SkyDemon whereas North Americans use ForeFlight. Did you get a chance to compare them?
I also noticed you had our paper charts in your iPad. I didn’t see if it was in Foreflight or the app specifically for them.
One of the things I notice when seeing foreign charts is how much detail they lack for VFR navigation. I’m used to having these, which have the same terrain data as the Air Force charts, but lack some obstacles that you don’t need to worry about when above 500 ft AGL. One feature of these charts that are often lacking in others is that they have the best low altitude navigation features, namely churches and castles/mansions/palaces. The place is literally littered with them and church steeples can be seen from afar. Also, that doesn’t change in winter, unlike fields and lakes which can be difficult to tell apart.
Although I never used any of the two, my understanding is: 1. Foreflight is iOS only, not everyone likes that or wants to buy an iPad for that 2. Foreflight seems to be much better implemented in the US 3. Last time I checked SkyDemon was way cheaper and cross plattform.
Feel free to correct this.
I just flew to Västerås and back from Malaga yesterday. The airport really is in the middle of nowhere😂
I dont know why but I always assumed you were American. Nice to see another fellow Canadian on here! 🍁
I recently did my complex checkout on a PA-28R with the same autopilot. Very rocky :)
excellent and fascinating
about 14 nm/26 km SW from Hässlo there is Ekeby grass field (ESSC) which is home to Eskilstuna Flygklubb, one of the largest glider clubs in Northern Europe.
Very cool. Next time I am in Europe, I am definitely looking up a local instructor to do some flying!
Most interesting to see things over there, quite a lot to learn - great you could have the girls with you. Often wonder how ferry pilots cope with multiple areas!
Nicely done, Steve! Now that Foreflight is supported in Australia, does that mean you'll be coming over here sometime soon?
I would really like to see some more footage from Denmark and also hear about your experience flying through here. I work at Naviair as head of procedures for our flight information and briefing staff, and it would be really beneficial for me to get input regarding our service level.
Swenglish, love that!
Come flying in Scotland, UK - lots of uncontrolled airspace to play with!
Thanks for sharing these older videos. I dream of flying in different countries often as PIC one day too.
Glad to share, but I cringe at the thought of them being "old" - the info is all pretty much ever green - it's just a matter of getting the editing done in most cases - although with this one, I sat on it a bit longer waiting for the international travel world to get closer to normal.
@FlightChops Well at least they aren't as old as me. LOL I'm gonna need you to fly over there with me in my 8 and work that radio for me while I'm sightseeing. Are you free in 4-5 years? 🤣
This is basically the aviation video of the 20 year old in a youth hostel comparing everything to how it is "back home" :'D
That is very weird, we do not switch go QNE as soon as we get FL clearance. That’s incorrect. You switch over to QNE from QNH once you pass the Transition Altitude. Never ever have I heard this that he described.
Hop you had the chance to fly the very French DR400, and try out French airspace near Paris !
It's really a funny airspace, and procedures to get to these airports is nice as well once know them ^^
Hope you saw the airfield near Versailles (LFPZ), its one of the nicest airfield there :)
Like the saying goes, once you fly in the US…well, you release how much work it is to fly else where. Even IFR…Europe is overly stressing.
Started using CloudAhoy on your recommendation Steve…Europe looks like a lot of fun, wish I’d budgeted for some flying when we head over in a few weeks.
I really appreciate this sort of feedback Richard - it always helps to let sponsors / partners know that the authentic / organic marketing is working.
10:11
translation:
"You need to call and ask"
"Can we RTFM?"
"Yes you can RTFM"
Living the dream!
I'm tryin' :)
Waterlanding, no-one injured - fine, maybe the lifejacket in those cold waters keeps you alive until SAR arrives. But what if 1 or 2 or more injured? With a liferaft maybe the injured stand a chance IF you can push them in.....
more right rudder!
Love that base. Big respect for Patrick and all he does. I know I'll never make it over to Europe but I am getting prepared for Canada. Such a short flight and so many details to track. No luck finding an experienced local instructor, so I'm figuring it out myself. I'll see if I can fly in for the Annual Genera Meeting, weather permitting, but I'll be there one way or another. So much to share.
See you there!
Let us know when your coming to fly in Australia and we will hook you up with the best
We are using and transitioning to Foreflight here now and love it see you at OSH23
Question: I couldn't help but wonder, how would you have handled an unexpected event in such a tightly regulated airspace with so much information to keep track of, without the assistance of Patrik? I must admit, watching your video left me feeling overwhelmed!
Hehe cute seeing fly in Europe and dealing with our intricacies. Like a fish out of the water, but I bet you got used to it pretty fast 😎
so.... i got into Drones and started working on my part 107 license to start a drone business and find out i need to learn about Metars and alot of pilot things. Downloaded Flight sim and got really into it. Now im watching pilot videos all the time dreaming of one day flying a real airplane lol
As opposed to the USA, in Europe, transition to FL can occur at any altitude.
Even worse: TA can vary with barometric pressusre. Here in NL it is either 3000ft or 4000 ft, depending on the air pressure, It differs per country, because it is based on the highest obstacle / terrain in the country (or region of control in larger countries). Max elevation in NL is about 700ft, so with obstacles and minimum safe clearance, 3000ft is usually enough for Transisiton Altitude. You won't fly at unsafe altitudes when your altimeter indicates 3000, no matter if you dialed in QNH or standard pressure. Only in extreme low pressure instances will the T.A. be risen to 4000; which will be anounced by ATIS and/or the regional controller.
Plus, there could be a difference between the local airport QNH and the regional ("enroute") QNH you get from an area controller (because regional QNH is the lowest local QNH in the entire area under control by that controller)
@@EricJanOud In the main part of the USA the transition altitude is always 18,000 and the lowest usable flight level is always at or above that indicated altitude. When pressure is above 1013hP then FL 180 may be used, but at 1012hP the lowest flight level is 190.
This works well because VFR is allowed up to but not including 18,000 feet.(17,999.999....) 18,000 and above is class A positively controlled airspace which requires an IFR flight plan and the controller will assign a flight level, the control center knows the lowest flight level that can be used based on a chart.
In practice our contollers do not assign FL180 at any time, which is no issue because most aircraft either cruise far below or far above 18,000
In Europe there is usually controlled airspace above FL100 (or higher if there is ground close to or above that like the Alps) but depending on country not always class A, but rather something like class C which still allows VFR traffic. Which is somewhat important for gliders, parachute ops and similar stuff. Germany for example doesn’t even use classes B and A at all.
And of course, one thing to remember is that within class C below FL100/10.000‘ there is usually no speed limit, so aircraft capable of doing so can legally fly faster than 250 kias.
It is interesting what people believes is daunting, I plan to fly in Canada this summer, and I’m definitely a bit nervous regarding the differences between Canada and Sweden!
It is all about perspective :). Happy to help with any questions you have!
@@FlightChops First question would be, how can I fly with a Swedish license in Canada? I will probably either way contact a flight a tool to take a lesson to feel comfortable.
@@fredrikjohansson Fly a Swedish plane. Or convert your licence to a Transport Canada licence and fly Canadian planes. You might want to get started on that ASAP.
@@fredrikjohansson One thing I can highly recommend is to go flying in a float plane, especially if you plan on going to British Columbia! Check out Fort Langley Air, I flew with their instructor Sam and it was some of the best flying I've ever done.
Do you use the standard internal batteries in your gopro's? Or do you use an external battery with cable? Thanks. I too started watching your videos before I ever took a flight lesson and now make my own crappy flying videos (PPL).
Right on! Thanks and congrats! I use a mix of all sorts of systems and set ups depending on what I am doing and/or what I have the energy for during the set up phase of a given production.
Abbreviation should be only done after ATC abbreviated you. And not during the first call.
Lot of youtubers around restricted area 37... The tank enthusiasts really like it as well...
I'm a Canadian citizen looking to do flight training hopes of being an airline pilot- I also have my Portugal citizen card, so can live and work in Europe, I'm pretty flexible where I can live- what are your thoughts about Canada vs Europe
The reason for the three digits in the frequencies is due to the 8.33khz spacing!
And all three decimal places should be used unless the last TWO are zeros. 123.700 can be abbreviated to 123.7, but 123.850 should not be abbreviated to 123.85
Actually no, three decimal places were used for 25 kHz spacing as well. So the next frequency above 123.450 was 123.475. But some American radios couldn’t display the last digit and displayed it as 123.47, but you still had to say the last digit.
Two decimal places was for the (really) old 50 kHz spacing.
To use three digits (except for x00) became only mandatory with 8.33, before that it was enough to use non-0 parts of a frequency which resulted in a mix. In the beginning of 8.33 there was still the difference between „channel“ (8.33 with mandatory three digits) and the old version. Probably never happened for VFR, but was quite common for IFR above a certain flight level in the beginning of the 2000s.
People from the american continent never get the difference between Transition Altitude and Transition level. Mostly because in the US it is always 18000/180. But in europe TA may be 5000ft and TL 60 or 70.
So lets see: say 8:1 glide ratio, 7500 cruise altitude: 11.4 mile glide..... as far as I can figure out you had about 50nm of water crossing outside of land gliding range..... with just a lifejacket.
The biggest difference is correct ICAO phraseology lol
Help with the name of airspaces. Whats tma?
Do not assume that the air traffic service is giving you avoiding actions and instructions. En route radio following service only gives information. And some airfields even busy ones might only have a radio service which relays information from an AG operative Ag equals air ground, this could be a member of fire crew, aero club, secretary. You will still have to make your own decisions on landing ,take off ,circuits. Exercise caution joining and departing via local landmarks example racecourse, motorway junction, other aircraft converge on the same places VFR.
One of the points people converge at when flying to/from Cascais (LPCS) in Portugal is Estoril race circuit
I think you will find that the Transition Level is set so that you are guaranteed terrain avoidance even in the flight levels. Thus the Transition Altitude varies depending on the local terrain.
It actually makes good sense because in most cross counties you use flight levels all the way which means you are not constantly changing the altimeter.
I assume the US chose 18000 because that guarantees you are clear of all obstacles nationwide.
Guaranteed obstacle clearance in North America would be at 22,000 feet, with 2,000 feet clearance over the tallest peak. By my understanding, 18,000 feet was chosen as the transition altitude in the ‘50s based on the cruising altitudes of the 707, and it was a way to differentiate high flying operations from lower aircraft.
In the USA and international airspace controlled by the USA, there is a change from class E to class A airspace at 18,000 regardless of terrain, even over the ocean. All traffic at and above 18000 is flying on an IFR flight plan. VFR can fly up to 17999. 18000 does provide terrain clearance in the mainland states and Hawaii. Alaska has a mountain with an elevation above 18,000 .
Turbo arrow iv?
The Scandinavian countries are exceptionally good when it comes to speaking English, even the older generation is mostly fluent.
One of the reasons is that they used to broadcast a lot of British and US TV series with the original audio track and local language subtitles, which gives them a great foundation, while here in Germany, but also France and most Southern European countries TV have always been dubbed, which is usually quite horrible, nothing is lip-sync and it usually kills the vibe and jokes that can not be translated. This passive English vocabulary is definitely a big advantage to start with.
I am a native German speaker and struggle a lot with ATC in the US. But ironically here in Germany as a German in German too!!! Since we have so strong dialects and some of the tiny airstrips in Southern regions are being operated by older locals, which did not grow up in a globalized world, their dialects are so strong that I can barely understand them in German. So I prefer English, in order to have less communication difficulties, though their English is sometimes also an interesting version of Ginglish :-), but still easier to understand than hardcore Swabian or Bavarian dialect. Standardization of ATC communication in English is a great help, if only US Americans would also try to conform with it, speak more clearly and don't use slang.
Not really the Scandinavian countries are good in English because English is a germanic language close to the Scandinavian languages which is not a case with other euro languages such as romantic languages or slavic languages...
@@altergreenhorn Don't we all speak romantic languages sometimes? :-) I guess you meant romanic.
That must be the same reason why non of my British and US friends speak any Skandinavian language nor my native German language 🙂
@@n1vca aautocorrect 🙂
@@altergreenhorn Explain finland then :). Sure, we are nordic, not scandinavian, but the culture is comparable. The language however is not, and we still speak very good english in general. Scandinavians probably have it a little easier but the difference is not massive.
@@banaana1234 Well they are not exeptional good ;) , but they are much better than their only brothers in Europe namely Hungarians
I‘m going to say you‘re unlikely to find many FIs here who advise you to change your baro setting when getting climb clearance. Officially, transition level is the moment.
Officially maybe, but it is definitely standard practice to change over when getting a clearance for a flight level ;)
@@niklaspilot "Europe" is not a place, to be fair. My experience is mostly Switzerland, and here FLs are rarely relevant for VFR because of the terrain. So I shouldn't make comments on standard practices in "Europe"! Whether Swedes, Germans, Italians and Brits all do things the same way is another thing again. I do know that French pilots keep speaking French on CTAF even when they hear you on their frequency speaking English! A bit unnerving.
@@dysona Oh don't get me started on the French! They speak French to each other even on the Center and Radar frequencies while flying IFR ... it's perfect for situational awareness when you only speak English (NOT) :D
But yeah, you'd think with a European agency like EASA it would be a bit more standardised than it really is. Everybody is sort of doing their own thing...
Like, normally you would expect a call like "cleared ILS runway 24" but in Britain, they will more often than not tell you "once established on the localiser, decend with the glidepath" which in essence tells you the same thing, just in a more complicated way :D
You wait with altimeters till transition altitude not before, and change the altimeter to STD Settings at transition.
Thanks for confirming - I figured this was the case, and that's why I asked Patrik to clarify later
@@FlightChops Youre Welcome. Come visit us in Poland next time
You normally set 1013 when first cleared to a flight level by ATC, which would be below transition altitude. The exception would be when cleared for a SID (or otherwise given a departure clearance) that climbs to a flight level, in which case you wait for transition altitude to set 1013. Likewise, when descending you set QNH once cleared to an altitude.
When in uncontrolled airspace, I agree. When in controlled airspace I would do as Patrik, for the same reason. When cleared to a FL you’re going to change the baro setting eventually, but if I wait I might forget it and bust my cleared FL. If using an autopilot, I want it set to the cleared altitude/FL, since that’s what I’m climbing/descending to. But I usually leave the stand by altimeter on QNH/QFE until above TA, in case I have to change back.
@@2.718e I do recommend document 8168 Vol 3 Section 2 ALTIMETER SETTING PROCEDURES
The kings of boat meat the kings of airplanes.
Ooh I have a question! I know in the states there are a lot of of opportunities for non-airline based pilot careers, even being a career CFI. I think it’s more common to see bush pilots, wildlands firefighting, fixed wing search and rescue/SAR, small cargo routes, or NOAA research craft here than in Europe- or so I’ve heard. Would you say that Europe is more similar or different in this regard? Are there similar opportunities and roles in Europe or less so?
North america has more than half of the world's small aircraft. Australia may have a large number of small aircraft relative to population, but I don't recall the data with certainty. Pilot training is popular in the USA because costs are much lower than europe, it is common for European airlines to send pilots to the USA for training. I know Lufthansa has a partnership with United Airlines for training. Another advantage to training in the USA is the pilots can have more practice speaking English with full immersion, even when not flying.
What are the rules for landing off-airport in Sweden?
In Sweden, off-airport landings are permitted without any specific restrictions. The activity is unregulated, which means you are not required to obtain prior permission from the landowner before executing a landing outside of designated airport areas. However, if you plan to land within a residential area, it is necessary to inform the local police in advance of your intended off-airport landing.
@@malte749 Ah, cool! I always wondered
1:00 - "I'm excited to fly this Cessna 150 when we get there." Did I detect maybe a hint of something other than complete, genuine excitement in that statement?
No. My initial training, and first power solo was in a Cessna 150, and I hadn't flown one since 1996. It was a great time to get to fly one again.
@@FlightChops Yes, totally. I was half-kidding. All my PPL was in a 1960 150 straight tail (until it got destroyed by a tornado) then a 152. My dad developed the STCs "Texas Taildragger" & 150/180 HP engine kits for 150/152s so I've been around lots of them since a kid. They do get tight with 2 adults but are wonderful planes (especially with 180 HP & a tailwheel) that are fun to joke about.
Did I hear it correctly, were you flying in WESTEROS? 😅 Like in Game of Thrones? 😂
🤙🏿
What’s the deal with the radio license? I’m aware it’s needed, but if I would have to go through that process to get it. I would have absolutely no clue where to start.
Very interesting video, also from my european point of view, thanks (what a pity you are a "heading-up guy" 😂)!
That looks difficult. I could fly the Arrow after that the airspace makes me afraid. Plus I am a California surfer boy with a Texas twang, no way they could understand me, JFK Approach can’t understand me.
For the record New York does not understand “Bitchin dude” as an affirmative response when given Direct to FL400 delete climb restrictions. Think EuroControl would understand me?
In UK English, the North American usage of using "hundred" after two digit numbers is confusing to UK ears.
Instead of thinking 2500 for "twenty-five hundred" they think "25 100".
I assume it may also be confusing for the Swedes since they are taught UK English in school.
Thank you for this insight - it is actually a bad habit to say it this way over here as well.
The best way to say 2500 is: "two thousand, five hundred" I believe..?
@@FlightChops Yep.
2500 being twenty-five hundred is very logical for Swedes since Swedish works the same way. It's used for years among other things, the current year is "twenty hundred twenty three" in Swedish.
@@SuperGenericUser I would say twenty-twenty three.
“Twenty-five hundred” isn’t a problem, but I have trouble with Americans saying their altitude in two different ways in the same transmission, for example “one-two thousand, twelve thousand”. Just pick one, preferably the right one, instead of using airtime to say the same thing twice, but twice as fast.
Cliché: showing a map of Swiss airspace then 2 seconds later talking about Sweden ^^
Make me not want to fly in Europe
Maybe fly IFR all the way so don’t have to bother with country-specific VFR nuances?
That's a good strategy for some of the challenges around airspace, etc... but transition altitudes and radio phraseology would still be things to have a good understanding of.
@@FlightChops radio phraseology should be ICAO and no big deal with transition altitudes -ATC will advise. After all standardisation is critical for all international flights-imagine the havoc otherwise.
Understood yeah - but something as simple as they way they truncated the call sign was a trip hazard for me (and so where the accents - I recently flew across the Atlantic from Austria, and I can tell you that standard ICAO or not, I was really struggling to keep up with subtle delivery differences in the way radio calls were made (granted I am not super experienced, and most of my time is in Canada/U.S. airspace). And fair enough regarding transition altitudes and ATC.
@@FlightChops That way of abbreviating call signs are in accordance with ICAO Annex 10 Volume II 5.2.1.7.2.2. Abbreviated call signs shall use the first character of the registration, and at least the last two. So N57826 can be abbreviated to N26 or N826 (the example used by ICAO).
So you were correct in abbreviating SE-KBN to S-KBN, but the most common would be S-BN. However, Patrik was right, that one should call up with the full call sign and wait for ATC to do the abbreviation, and then use the same, as there might be two aircraft with the same last two characters.
But to be honest, when on tower/club frequency and sure of there not being conflicting call signs, we use only the last two letters. The same goes when speaking back and forth with ATC. But I guess that’s just a bad habit.
2019!?...The video backlog is insane, you got to work on that
What exactly does he need to work on?
@@FlatOutFE Although I truly enjoyed this video, I think the above reply would suggest that Flying'N'Driving would like to see more recent videos. IMO publishing this video now gives a glimpse into pre C19 life. If the other option is never seeing this video, I'm more than happy to have it now. I would think most content creators do not have a nearly 4 year back log, but it may just be a testament to how hard FlightChops works.
Thanks for the comments - yes, it is a challenge to keep producing and publishing content - this particular series (and the additional international production plans we had) were put on hold for all the obvious reasons. It feels like things are closer to normal now, so the time felt right to get back to publishing this - the content itself is ever green - short of how much younger my daughter looks here, nothing about this is "old".
@@FlatOutFE possibly hiring an editor to help reduce his content backlog, seems pretty obvious to me
@@FlyingNDriving who pays for it? Will you?
Going to that island Russia covets while Ukraine is hot!
Disregard… 2019 puh
Difference between European pilots vs American pilots. The European pilots use only the avionics presented to them in the aircraft. American pilots use G1000s, plus iPads, Forflight plus mobile phones and never look outside the cockpit.
Belgium has some of the worst airspace in Europe. I generally avoid it if possible 🫣