3 Reasons to Fly IFR on a Nice Day + Glass Panel Walkthrough & Procedures
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- Опубликовано: 22 июн 2023
- I Never Regret Filing IFR, This Is Why!
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I’m #Flying #Singlepilot #IFR to reposition the RV-14 from Toronto to Windsor where the museum I fly with is based.
It’s a beautiful day (although a bit bumpy) and I took the opportunity to file IFR to get some solid practice working with the automation in the Garmin glass panel; It wen’t well for the most part, but I felt I captured some learning moments worth sharing.
I owe a great deal to long time mentor Dennis for getting me through many phases of my flight training, including transitioning to the panel in this airplane.
Check out his company Next Level Flight Training:
www.nlft.ca
Jason Miller is an other great CFI that I’ve learned a lot from. He’s doing some great this withe the ground school app:
apps.apple.com/us/app/ground-...
I am proud to be a member of the Canadian Aviation Museum (formerly CH2A). They are a not-for-profit organization that anybody can visit, and (almost) any pilot can join and fly the planes. Please consider sharing their link, visiting the museum in Windsor, and/or sending a small donation to help them keep our historic warbirds flying! www.canadianaviationmuseum.ca/
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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.
US controller here, so my advice only applies to the US but just an addition to Dennis's note at the beginning regarding SAR is even if you file IFR from an uncontrolled field, SAR will only ever be dispatched if you actually get an IFR clearance *and* a release/ clearance void time.
If you file IFR and simply never pick it up, whether it be via radio or phone, SAR will never be dispatched. In the US IFR flightplans are kept for 2 hours after the departure time you put in when filing. If you never get an IFR clearance and your 2 hours hit your flightplan is simply deleted and no SAR will be dispatched because it is assumed you decided not fly.
SAR will *only* be dispatched if you get your IFR clearance *and* receive a clearance void time. If you pick up your IFR but are not given a release/ clearance void time no SAR will be dispatched because you were never released for departure and it is assumed you decided not to fly, not that something bad happened. This is because at uncontrolled fields you cannot depart IFR without the release time. So if you never got a release time then you were never allowed to depart anyway.
SAR will only be dispatched if you picked up your IFR *and* got a release time. The release time shows an intent/ clearance to fly, and by not showing up something bad may have happened. Then the timer starts. 30 minutes after your void time we'll start our attempts to find you. This is usually calling the airport and asking them to find your plane. After 60 minutes we call SAR, but *only* if you got a release/ clearance void time.
Edit: since you elected to depart VFR and pick up your IFR in the air there would be no SAR for you, at least in the US.
2nd edit: you seem to be harping on yourself/ stressing for departing "late" and at least in the US your filed time is only viewed as when the clearance is able to be picked up. We can see your filed time but we dont see it as "they're gonna be ready at this time" Again, in the US your flightplan is valid for 2 hours after your filed departure time. There is no "picking it up late" as far as ATC is concerned so long as you depart before it gets deleted after those 2 hours.
I appreciate your added insights here!
@@FlightChops You're welcome!
What if you depart VFR and pick up your IFR flight plan in the air? No void time is given in that situation
@@Liam_rk I answered that in the first edit. No SAR
tl;dr statement of the obvious: if you never activate a plan then the plan is not active and no one could know that you took off.
Steve, no one is ever going to complain about your videos being longer than normal!!!
I recently started tailwheel flying in a Champ with pretty much a 3 pack instead of a 6 pack...we navigate just knowing the major landmarks & roads (helps to have a Nascar track to look for)...3 sessions in...teaches me to fly minimally......also have access to old 172s with newer Garmin goodies...yes use all the tools you have but also practice what it was like in the 1940s at times...exactly what you do...thanks for always sharing the tips you pick up while still showing 'oh look I forgot that'
Great content. I don’t enjoy watching too many aviators because they often get full of themselves, but your humility and self-critique are great qualities in a pilot! Learning faster planes I try to find techniques to slow things down and take my time it’s really helped me. Great stuff seeing your progression!
I appreciate that!
I enjoyed meeting you today and getting a close-up look at your beautiful airplane.
Thanks for coming
Thanks for calling out the AOA beep. Always wondered what that was.
I recently transitioned from steam to a full digital panel and there is a great deal of work involved in setting things up. One is forced to stay ahead of the airplane in a more detailed and engrossing way. This is difficult to impossible to do in the air without an autopilot. It also keeps our attention inside the cockpit much longer, especially when making changes to the flight plan, configurations, etc. It is a very different experience than the "what you see on the panel is what you are doing right now" steam gauge approach. You might preset your next expected frequency in the old days...not too much else. Thanks for posting. It is very informative.
Jeezze so sophisticated. Don’t know how you remember everything. Great video Steve.
This is why we practice :)
2:26 Flying into the sun with that layer of smoke haze we've had this summer is tough! It's caused me more than a few problems... and a diversion.
I just got home for lunch. IFR is what I’m watching for. Even for a short distance. And using a controlled approach to minimum for many reasons 😊
Tips from a Canadian ATPL:
Don’t worry about the flight plan time. Its “clearance cancelled if not airborne by” that is important.
Yes especially in busy airspace file IFR if you can.
I agree with your pitch to IAS mode. I see a lot of new FO’s pull really steep to hit the speed they want then ias. No just hold a comfortable pitch and the speed will bleed off eventually.
Automation is there to help. For example unless on an ILS I have to disconnect the AP on the Pilatus below 1000 agl because its not certified. So we hand fly lots of approaches. But we use it as much as we can.
Vsr is one of my favourite fields on a turbine.
Usually on “arrivals or approach” frequency when you call up don’t just say CGA at 6000. Put in with Hotel and planning RNAV 25. The atis will often say “state intentions on initial contact” this way he doesn’t have to ask and its less talking overall
At the end of the day this was pretty solid really. Just some polish needed
Detailed thoughts and insights appreciated!
@@FlightChops not a problem. Love the channel and the help you give to new pilots. I can’t consider you new, but you for all your great content don’t do point to point IFR 500+ hrs a year like we do. Happy to give pointers to anyone, especially people passionate about constant improvement. Jealous of that RV. Moving from a Pilatus and King Air this week to a 767 and 757.
autopilot for sure, especially in an RV where it is so easy to lose altitude assignment quickly without much change in attitude or engine noise compared to Cessna/Piper.
When cleared for the the ILS25, Why did you descend from 3k down to 2800’, you can join he localizer from 3k or any other altitude, as long as you’re beneath the glide slope . it’s one less step to worry about.
BTW, great video as always. 👍👍
Love an old-school Flight Chops style video! Thank you sir.
Well at 12:20 I got my answer to yesterday's question about what you get True :) .. Enjoying this episode finally on my Layover here in YYZ.. Hope your trip home from Houston has gone well. Another great episode. Always great to see Denis episodes are on the way :)
That's like flying a spaceship compared to my old Super Cruiser. I like 'em both!
Love your videos. This was a great peek inside your amazing aircraft. I’m also a proponent of IFR in VMC for familiarizations purposes
15:45 i fly a g1000 DA-40 if i select a along track offset with a crossing alt it will automatically give me a Top of Descent point. 1 minute before the TOD point it calls out "Vertical Track" at that point i bug the altitude i selected in the offset, activate Vnav and once i hit the TOD point it will capture the vertical track and start the decent to the bugged altitude and arrive at the offset point.
Its a nice reminder to start your descent and automatically fly it for you.
nice play in good weather and you can let ATC know and sometimes can make hard you even good or call ATC at your landing if they have time
Great vid, Steve! OK. I'll assume my place in the armchair now and put on the old football helmet: to avoid missing checklist items, I don't memorize them, and I read each one aloud. Even still, things get missed from time to time, usually if I'm in a hurry. I'll kind of memorize emergency procedures. For example- if I noticed some electrical type smoke coming out of the radios, I'd slam off the Master switch, then pull out a checklist and see what's up. Excellent idea to do a vid on IFR during VFR conditions, by the way. I'm not sure if it's been done that much.👍
insights appreciated as always.
Love the recency and proficiency angle. It’s a great reminder!
Great video Steve. Thank you as always
Glad you enjoyed it Kevin
Nicely detailed and edited video Steve - you have come one heck of a long way over the years. I love your avionics as well as the fabulous plane. I can see the main advantages of filing IFR.
Many thanks for being a long time viewer Chris :)
8:10 although IAS is safe because it will keep you from stalling, I find that it always hunts unless you are in the smoothest air.. I prefer pitch mode or VS mode in climbs.. and only VS in descents.
Great flight and video!
Thanks!!!
I'd have to watch this one ten times to really absorb all the detail you put in. I wished I was IFR rated last week for my trip to Brainerd MN. It took three days of watching weather before I got out on Saturday morning and had to wait a few hours before departing BRD on Monday. I'm comfortable with VFR flight following and use it often but I wish my radio work was as concise as yours. Ah yes... forgetting the fuel pump. I use the ForeFlight checklists religiously before takeoff and after landing but rarely in cruise; still have to work on that. Used the autopilot a fair amount on the MN trips but still need to explore it's capabilities and possibly recalibrate; also need to check/recalibrate my AOA settings. It was fun hearing ExecJet on approach to PTK runway 27L in your video; it's something I hear often on my radio. Might be taking my first trip to CYQG tomorrow if I can pull it off... wish me luck!
Loved it. Nice to see your practice.
love this. currently doing my instrument training now.
My airline always taught “always use an APPROPRIATE level of automation. That might be A/P and A/T, FD or a combination appropriate for conditions. For people new to automation, a very wise instructor told me, never look at the MCP/GP/autopilot panel for current automation mode, it is fiction, only the FMA is fact. Very smart to make sure you have ALT capture on level offs and the aircraft is actually turning towards HDG or LNAV course too.
Awesome - thanks for the insights - can you confirm the FMA is the equivalent of the auto pilot annunciation bar / "score board" on the top of the PFD on my panel?
@FlightChops yes, they are the same thing. Most have 3 boxes: throttle mode, lateral mode, vertical mode. Since you've don't have autothrottle, your left box shoes autopilot/yd status
Great video Steve!
Brother 🙌🏻 this vans 14 💛ed phenomenal! All the best 🏆
Cool to follow along with those IFR opperations as a VFR pilot. Great point that even with good vis that sun can take you to mins! Thanks for sharing FlightChops!
Thanks 👍
Love your videos. Just wanted to share an experience I had with my system. I have a similar setup in my Cherokee Six, with a G5, G3x touch, GTN750xi and GFC500. While doing instrument training with my instructor in VFR conditions, the G3X began giving heading mis-compare and AHRS mis-compare errors. Eventually it reverted to the G5. While it was good to simulate avionics failure in VFR conditions with my instructor next to me, it was distressing as the panel is fairly new.
After trouble shooting the issue with my avionics shop, we came to the conclusion that it was due to an error in AHRS align/calibration during start up.
Prior to take off, we had started everything up (engine and avionics) but then shut everything down while troubleshooting a bad headset. I did not wait for the G3X AHRS align to go to completion prior to restarting the engine. Apparently this was enough vibration to throw off its initial calibration and cause discrepancies with the G5.
Since then, I have allowed both the G5 and G3X touch to fully start and calibrate prior to engine start up (and make sure passengers are holding still) and have not had the error since. Just something to keep in mind during start up procedure (though it may not be an issue for your install).
Thanks for these insights. My main issue is that I have a bunch of power running beside the magnetometer, so if I use Pitot Heat, Strobes, and landing lights, I will likely see a heading error message. It isn't major, but it is enough of a thing that I need to look into solving it
Great flight! Cheers~
You could make SUCH a good instructor!
Friendly feedback appreciated - maybe I’ll got after the instructor rating some day. 🙂
I always set my fuel totalizer before turing on the plane. It;s part of my pre-flight and I get that done before pushing the plane back. I'm not aware of a reason why that would be a bad practice, so that could be one way to move that item out of a more rushed checklist.
I like the tip on setting it up in pitch mode. I don't have an AP now, but some day... It also maps back to pitch power performance in hand flying.
Once you know the GPH you expect (varies on altituted and conditions) when you're leaned, you can pull the mixture to that target, minimizing the time you're at or near peak EGTs. Using the lean assist every time leaves you at or near peak EGT for more time than I like. That opinion is based on reading and advice more-so than personal experience on how time at peak EGT impacts engine longevity.
Good flying, and love the plane and panel!
Great tips. And yes, the fuel totalizer is part of my pre start check list - so that’s why I considered that an error to debrief.
@@FlightChops Ah, in the video it seemed like it was in your before takeoff or runup. That clears up the confusion.
If you have ATIS for the field already - say you have it during initial check in with TRACON, you know they always gonna ask if you don't, saves some time. And who cares about altitude over beacon, you established on the GS, that's all you need.
I think it is down to mission as to the use of the autopilot as you intend to use the aircraft to go long distance through busy airspace, so you need to use it regularly and is almost a must for IFR. For others they may not need to use it as often but still need to be familure with the operation. I also think that people who do not fly regualarly should probably consentrate on hand flying and not rely on automasion as when it don't do what you expect and you are not monitoring it correctly and then spend too much time eyes in.
Just my thoughts and I am sure you will get others with more hours and experiance giving you their views.
This workload makes me realize I'm perfectly happy with simming.
😂fair enough 🫠
Your "simming" isn't very realistic then!
I USED to do everything by hand; but got razzed too often by others on the field for not letting George fly. So I switched, and now (unless I'm giving "Dollar Rides") I let George do almost all the work ---- except on the approach. I let George set things up, but then I frequently disconnect and hand fly once inside the FAF (and in the rare moments that I don't, I still take over before hitting the Middle Marker, never mind the DA or the MDA) --- but then, that's me.
Talking to and from the tower is something I hope in the future becomes less chaotic. It would be great to see all aircraft have the ability to maintain at least minimum separation through AP, NAV, and audible visual cues through your avionics rather than depend that much on the tower. I understand the tower at the moment is the ultimate authority but is sure can lead to a hectic experience. 😉
Nice video as always. I noticed you hat the P-Mag Test switch set to on the entire flight. If I do that in my MSFS Rv-14 the engine just dies if I reduce the throttle to put the plane on the ground.
To be honest I don't even know what that thing does exactly, because I am a dirty casual sim pilot.
Love the RV-14 though, so much fun to mess around. Especially since I'm rocking the flight chops livery doing it.
Hey, so the P-Mag test switch is actually spring loaded and pressing and holding it is how you test it; when you let go, it is back on ship power.
Not going to lie this kinda makes me want to push for an IFR rating, that and get G3X haha!!
My FENCE check. Fuel, engine, navigation, communication, equipment.
still feeling a little nervous about the busy airspace down there, but I'm counting down the days to flying down there.... 11 days to go :)
If you turn the "auto receive from panel" option off on Foreflight (see 16:49 in the video) it may solve the problem you were having at the time.
Are you telling me... you were in Burlington? I would've come to say hi! I work in town.
I find the lean assist to not be very accurate. I lean until roughness and enrichen JUST until smooth. Then I monitor CHT to make sure all are below 400. It's hard to be too lean as long as your CHTs are good!
On your iPad, I would make a data field along the bottom to show VS required to destination. On the 750, I would like to see “nearest” or at least know how to get there incase you need to quickly punch it and “Direct to”, while you troubleshoot.
Does Canada not have VFR Flight following like in the US??
Throttle quadrants where you have yours look less optimally placed vs the ones on the dash like the RV-10 has. Your throttle fiddly scan like as in at 1’39” would be too extremely down for my liking. On the dash like with a 10 it’s more in line with a normal FOV. Did you mount it where you did because of the CBs? I think a VPX and a dash mounted quadrant hits the sweet spot. Great video production and topic! Keep up the great work.
Thanks! and can you clarify a couple things about your comment? I'm not sure what you mean by "throttle fiddly scan" and I don't know what you mean by "CBs".
As for why I went with levers instead of knobs... I knew from the get go that I wanted that for aerobatic and formation flying instead of having to reach way forward - it is about hand placement and ergonomics for me (not about visually seeing the engine controls). That said, the friction has to be set really high with my set up to keep the RPM from "walking"
Building a 14 and love the quadrant. Can you point me to your video where you chose it and installed it. Great vid btw.
Be equally proficient at both. The first time you have to go to minimums on an instrument approach and you are good at both you’ll be glad.
In the Cirrus there is a screen at startup that asks how much fuel is added. I do not think you can program that into the G3X but you can add a checklist item before start to input fuel added.
I trained in a G1000 for my IFR rating and always entered the approach minimum altitude as it shows up on the PFD, so I don't have to refer back to the chart.
Cool yes agreed - the start up screen usually does come up - I may have missed it that time... AND on the prestart check list I have "check fuel totalizer" as an item - so there really is no good excuse that I missed it.
Smog, and 'haze' (caused by jet trails etc,) are killers.
Was that you practicing acro in the smoke over the Rez south of Hamilton? When do we get that footage?
Probably :). and soon!
Hello Steve. A slightly annoying background noise comes through everytime you speak to break the voice activated intercom. Any idea what it is? I expect it is just the wind noise over the canopy due to the high speed of the RV. Anything to be done about it? Great video thanks. Pieter
You’ve identified what the sound is, and I actually do manually sound mix it down in many of the edits… but there is no easy fix.
Interesting, 24:30, the controller keeps using the full C-number.
If I remember correctly; If your nav radio has automatic mores decoding (like this Garmin should), and it's correctly displaying the station identifier you expect when tuning in, you do not need to physically listen to the station. When the mores identifier appears on the radio text display, that counts as having it identified.
Let me know if I'm wrong! I've only flown steam this year. :)
I understand this in theory... But practically, I like to still manually identify if I have time.
For the autopilot issue you mention at the end of the video: when you disconnect the autopilot to hand fly and land the airplane you also need to turn off the Flight Directors (the FD button on the AP control panel). This is an airliner SOP but something that is easy for us to forget in our bug smashers: if you aren't following the Flight Directors (in this case because you're hand flying the landing) they should be turned off. If the Flight Directors are turned off you won't get that beep since they will already be disabled.
Does your panel have a Go Around button? I have the same avionics as you and my panel has a GA button that will auto-activate the Flight Directors for a straight-ahead Vy climb if I need to start a go around. It also tells the GTN to activate the missed approach so once I'm established in the climb I can switch the AP to IAS and NAV mode to fly the published missed.
Yep, my airline said, if you aren’t using the FD, lose it. I enjoyed clicking FD off for visual approaches and following the PAPI down once I got comfortable in the plane.
He hits the TO/GA button at 3:00 into the video.
@@WAF74 Yeah - I use TOGA as part of my pre-take off so I have it to hand fly to, and it is ready to go if I need to engage the AP on climb for some reason.
As for landing... ok, so I kill the FD and that mode drop issue won't happen? But he AP will still be ready to go in the event of a missed approach?
When are you showing us the paint video????????
Coming soon / it’s a big edit to share the whole process
This video reminds me as to why I’ll keep my 6 pack, fly VFR, and enjoy the experience and beauty of actually flying an airplane while looking out the canopy. You spent 80% of your time looking at and playing with your panel!
This video was about using the panel, so yeah, it seems I spent a lot of time looking at it. The whole flight was more than twice as long as the footage you see here - But normally I’m looking out a lot and the automation allows for less task saturation once you’re familiar with it.
Also - did you unsubscribe after this comment?
I would be careful using your LOP feature. There’s interesting data about failed spark plugs that were occurring in Cirrus’ because of pilots taking too long to transition to LOP because of them relying on that feature. It ended up resulting in failed resistors so much so that Cirrus actually put out a SB thinking it was the plugs failing because of manufacturing issues. They later recalled the bulletin after the LOP feature and the leaning habits were realized to be the culprit. Just lean until engine roughness and then enrichen until the engine smooths out. THEN…use your LOP feature to fine tune.
Yes Steve. Find what Mike Busch of Savvy Aviation has to say about lean find features. He is not for it. Also consult your Lycoming contacts.
Thanks for the insights / feedback guys. Note: I am operating at ~65% when I mess with that feature, and my understanding is that there isn’t as much of a “red box” to worry about.
Hi Steve. Are you using a full size iPad or the mini ?
It’s a mini. Love it for this set up.
As someone who is flying with a G3X, GNC 355, Autopilot, G5 backup, ADS-B, I am curious about what utility having Foreflight adds to the cockpit (beyond redundancy).
The first aspect is that my flight planning happens away from the aircraft, on the iPad with ForeFlight… so when I get to the aircraft, I send the flight plan to the panel instead of entering it manually. As for on board workflow, I find check lists and plate briefing easier on the iPad. In the event of planning for a diversion enroute, I like to look at the map there instead of on the panel.
@@FlightChops Thanks for your quick reply! Have you tried Garmin Pilot? If so, do you have an opinion about advantages of one over the other? I have always used ForeFlight.
@@olympiashorts I use Garmin Pilot since it's available on Android. I have android phones and an iPad. Feature set feels comperable. It feels like Foreflight typically gets a new feature out before Garmin Pilot. The buttonology and symbols will be very familiar after using Garmin avionics. Foreflight feels more like an iPad app (not saying that's a good or bad thing). As such foreflight blends in better with the rest of the apple look and feel. For me, that wasn't something that I was after. Many top tear foreflight features are availble on garmin pilot at a lower price bracket.
Just a small observation. When you were sent to Detroit Approach both the Toronto and Detroit controllers used your *full* callsign C-FCGA, likely because you are Canadian traffic to Detroit. Your readbacks should have been the same instead of the shortened CGA. Callsign shortening should be initiated by ATC because they have the full picture of any conflicting callsigns. Minor point that we all do wrong I'm sure.
is C-GCPT your registration for an RV9, or for a 737?
@@swiftadventurer The RV9A, registration was previously on a 737 with a long history in Canadian aviation. I registered in 2017.
Insights appreciated - and yeah - I shouldn't truncate before ATC does.
Why’d you remove the center console and leave the throttle quadrant? Limited elbow space?
It’s out for some tweaks to the underside where the wiring for the seat heaters and headsets feed into its
@@FlightChops Oh sweet good to know. You inspired me to emulate the setup for my build. Thanks!
What kneeboard are you using?
It’s a flyboy one with the hard insert removed so it conforms to my leg. For this airplane you want the smallest possible knee board.
Isn't auto flying killing the whole purpose? For airliner you want to do it, not busting your altitudes, etc, but when your flying GA for recreaton, isn't it defeating the whole purposes to be on the autopilot all the time?
Well, my thoughts are what I say in the video - I have the tools onboard and want to be able to use them effectively. But I also got this specific model airplane because it is fun as heck to fly - if you check the most recent video (Title something like "thinking inside the box") you'll see what it can do when I flip the literally "fun switch" and disable all the tech to hand fly it for aerobatics (competition aerobatics is the latest thing I am working on).
But for IFR cross country, I have no interest in hand flying beyond practicing occasionally so I can do it in an emergency.
12:00, for LOP, the goal isn’t for the WARMEST one to be over the peak, it’s the LAST one that peaks, you bring it 20 or so cooler than the peak.. make sense? The order in which they peak isn’t the hottest.. it’s about the last to peak gets set.. with ROP, the first to peak gets enriched to below peak.
In terms of LOP, think we are understanding it the same way. What I think I said was something like: “the warmest one is 10 to 20 under (peak)”.
I don’t understand what you see saying about ROP though.
@@FlightChops LOP, it’s the last one to peak that you set to -10 or -20.. (not necessarily the warmest). With ROP, it’s the FIRST one to peak that you’ll set to -100 or whatever rich of peak. Make sense? BTW, love your content! You going to Reno this year? A couple of years ago, you guys camped near us when we kept loosing power for the air conditioning.. I think my dog got excited to see you and almost bit you! Sorry bout that!
Haha - yeah - Reno power at the camp sites was challenging. I ended up tending a generator. Still not following how ROP involves setting a temp to be colder than peak…
@@FlightChops so when you are leaning, and the EGTs are climbing, the first one to turn “Blue” is the first to peak, right? So you stop leaning, then start to richen it. The temp will cool (anything other than peak is cooler than peak, right). Depending on %power, you set it somewhere between 200 degrees ROP to as little at zero (at peak). At power settings less than 65%, it’s generally accepted that you can set peak EGT, while at power settings above 85% or more, you generally set 200 degrees Cooler than peak on the rich side.. does that make sense? Google the “red box” or “Red Fin” and look at the chart.
Write it all down on your knee board, repeat to them, then aviate.
Why aren't you using the checklists when you do the checklists? This is a very bad thing to do.
I tried to add the context that I only run the check lists after the fact as "check lists" for busy phases - like I'm not doing a take off check list, as a "do list" while taking off - same with climb and level off - those are check lists that I check after doing to make sure nothing was missed... but I do the run-up and pretake off checks as "do lists" while doing them. The items I missed were reset fuel totalizer" which is a prestart item that I should have done during my second start at the pumps... and the fuel pump is a pretake off item that I checked off with out doing while waiting for that Cirrus on long final before I took position, and then I didn't do it when I taxied into position - it was dumb, and that's why I publicly debriefed it here.
I never file IFR unless I have to.
👍🤷♂️
Set your doggoned field preferences on the ground - not in busy airspace! That's poor risk management. Your pre flight should turn up anything that is necessary for flight and you should correct it then. That's what pre flight is for. Now in this case you got away with it, but it imposed unnecessary stress on you for the flight - which as we've seen by watching was already beyond a level for optimum performance. Quit tinkering with the toys and fly the airplane!
Honestly... Constructive feedback is always appreciated, but really?? The point of that exercise was to simulate task saturating myself so I'd be better equipped if I ever needed to reprogram a flight plan under duress. At no time was I not "flying the airplane". I also constantly looked out for traffic as I was in VMC, despite being on radar flying an IFR flight plan, at an IFR altitude in a NOT busy part of the airspace when I was well clear of Toronto. What you're calling "tinkering with toys" was me practicing in operational context to stay sharp and proficient to enhance safety for the future. No other tasks were compromised... I'd have been sitting there literally doing nothing other than monitoring systems and looking out the window during the phase of flight that I tweaked that user field - so instead I continued monitoring and scanning for traffic while adding the task of the user field edit.
wow.... maybe fix your mik setup....
"Clear prop", maybe before you close the lid??????? Let those cats get out of the way!!! Next time in Detroit I might give you a call. Great video series !! Thomas.