The 'Low Altitude Alert' was probably because Tower showed him below 1000 ft in their radar and wanted the pilot to check his BARO setting (29.90) to make sure he had the correct pressure altitude and maintained proper altitude. The pilot was on a steady descent having just passed 1000' momentarily as seen on the display (PFD). I estimate he was about 5 miles out, which was outside the Tower controlled radius of 4 miles. The airport pattern altitude is 1010 ft above ground level (AGL). That is, airport elevation (10 ft above sea level) plus 1000 ft pattern altitude. He was descending to much a little early. When Tower called the pilot he leveled off at 1000 ft. KSGJ is my home airport.
A minor bit of advice, run your decent and before landing checklists and precede them with the BGUMPS flows earlier as I noticed you were putting mix full rich late, but you were very near to the field already. Stop after clearing the runway and run a after landing checklist, IF you know where you want to go at an airport, pre brief it on forflight so you know which way you'll be going... Love the idea of loading freqs off the mfd although could always have that all written down in advance since you know where you're going, on a kneeboard with say sportys #4650A pads... Nice landing and keep living the dream man!
I run this airplane engine keeping in mind optimal engine longevity. Keep checklists in mind, but don’t let the checklist pilot the airplane! Hope you enjoyed the video!
Look at your harness at 1:01 - you're wearing it wrong. You need to lengthen your shoulder harnesses and tighten the lap belt. The lap belt should be low and around your hips, literally securing you by your hip bones. You have the buckle far too high up - if you are ever unfortunate enough to be in a crash where you are restrained by your harness, you can suffer massive abdominal injury by wearing it the way you are.
Andrew, evidently I’ve been way too lax in scrutinizing this and your other posts. While I was admiring your impeccable ATC comms, mastery of the complex P+ avionics and rock-solid PIC mindset, I somehow missed that you were wearing your lap belt a few inches higher than some folks recommend, and adding full rich mixture too late (but prior to touchdown). I fear you may be hearing from your local FSDO.
@@golfcoastpilot Keyboard warriors these days make social media nearly unbearable. Even if the “helpful feedback” is well intended, commenters should look at the big picture and realize there are more than one or two ways to fly very safe and professional. On the issue of going mixture full rich for example, one very experienced pilot and the GA A&P guru Mike Busch would advocate for remaining lean until the latest possible time - either crossing the FAF or somewhere between base and final in a standard VFR traffic pattern. When pilots are learning their flows, waiting this late may result in forgetting and landing lean … which is a problem if you must go missed / go around. So I get the fact that CFIs train students to be fully configured earlier than the airplane requires. But for commenters to assume that’s the only way to fly, and any deviation means your way is wrong, is simply naive. If your experience level in the plane results in being able to wait as late as possible to go full rich and you have your flows down and don’t forget, then fantastic! You’ve got an excellent command of a relatively complicated single engine GA aircraft. Keep flying and keep posting!
He was still IFR even on the visual and below the MVA so the Tower gets the warning on the scope and they have to issue the warning even though it's not a factor.
@@geoffsummitt6703 I do not believe that ATC is “required” to issue a low altitude alert (LAA) in this scenario. The Pilot/Controller Glossary says “Terrain/Obstruction Alert- A safety alert issued by ATC to aircraft under their control if ATC is aware the aircraft is at an altitude which, in the controller's judgment, places the aircraft in unsafe proximity to terrain/obstructions.” I note two key aspects of this definition “aircraft under their control” and “in the controller’s judgement.” Procedures and guidance in the 7110.65, Section 7-4-3 (Visual Approach Clearances) seem pretty clear to me that the whole point of a visual approach clearance is to shift responsibility for both terrain/obstacle AND separation as quickly as possible from ATC to the PIC. So once a pilot accepts a visual approach clearance and the pilot starts to descend to TPA, such altitude is going to be below the MVA and IAP final approach altitude every single time. Although the pilot is still on an IFR flight plan, accepting a visual approach clearance seems to me to have the effect of shifting obstruction / separation responsibility to the pilot, just like it does when picking up an IFR clearance in the air when below MVA (pilots are required to confirm they can maintain their own clearance and separation during the climb until reaching MVA). My guess is that the controller got pinged with a LAA by their system, didn’t put one second of thought into the situation (i.e., “in the controller’s judgment”), and made a knee-jerk CYA decision to issue the LAA. Not really too much of a problem, other than the startle effect for a pilot being issued an unexpected safety alert during a critical phase of flight and taking a few seconds to process. I would love to hear the Opposing Bases guys unpack this one!
The 'Low Altitude Alert' was probably because Tower showed him below 1000 ft in their radar and wanted the pilot to check his BARO setting (29.90) to make sure he had the correct pressure altitude and maintained proper altitude. The pilot was on a steady descent having just passed 1000' momentarily as seen on the display (PFD). I estimate he was about 5 miles out, which was outside the Tower controlled radius of 4 miles. The airport pattern altitude is 1010 ft above ground level (AGL). That is, airport elevation (10 ft above sea level) plus 1000 ft pattern altitude. He was descending to much a little early. When Tower called the pilot he leveled off at 1000 ft. KSGJ is my home airport.
Good explanation, thanks!
Fantastic explanation! Thank you for providing such a detailed explanation. Definitely helpful.
A minor bit of advice, run your decent and before landing checklists and precede them with the BGUMPS flows earlier as I noticed you were putting mix full rich late, but you were very near to the field already. Stop after clearing the runway and run a after landing checklist, IF you know where you want to go at an airport, pre brief it on forflight so you know which way you'll be going... Love the idea of loading freqs off the mfd although could always have that all written down in advance since you know where you're going, on a kneeboard with say sportys #4650A pads... Nice landing and keep living the dream man!
I run this airplane engine keeping in mind optimal engine longevity. Keep checklists in mind, but don’t let the checklist pilot the airplane! Hope you enjoyed the video!
Great content! Look forward to the next one - Just subscribed!
Look at your harness at 1:01 - you're wearing it wrong. You need to lengthen your shoulder harnesses and tighten the lap belt. The lap belt should be low and around your hips, literally securing you by your hip bones. You have the buckle far too high up - if you are ever unfortunate enough to be in a crash where you are restrained by your harness, you can suffer massive abdominal injury by wearing it the way you are.
Thanks for the comment. I will look into it. Hope you enjoyed the video!
We should ask the guys at opposing bases why this happened 🤔
Andrew, evidently I’ve been way too lax in scrutinizing this and your other posts. While I was admiring your impeccable ATC comms, mastery of the complex P+ avionics and rock-solid PIC mindset, I somehow missed that you were wearing your lap belt a few inches higher than some folks recommend, and adding full rich mixture too late (but prior to touchdown). I fear you may be hearing from your local FSDO.
Thanks for the comment. I will look into this. Thanks for watching!
@@golfcoastpilot Just making sure you noted the sarcasm. You’re an excellent pilot and I look forward to your posts!
haha glad someone is keeping me straight. Felt like I was losing my mind there for a second.
@@golfcoastpilot Keyboard warriors these days make social media nearly unbearable. Even if the “helpful feedback” is well intended, commenters should look at the big picture and realize there are more than one or two ways to fly very safe and professional. On the issue of going mixture full rich for example, one very experienced pilot and the GA A&P guru Mike Busch would advocate for remaining lean until the latest possible time - either crossing the FAF or somewhere between base and final in a standard VFR traffic pattern. When pilots are learning their flows, waiting this late may result in forgetting and landing lean … which is a problem if you must go missed / go around. So I get the fact that CFIs train students to be fully configured earlier than the airplane requires. But for commenters to assume that’s the only way to fly, and any deviation means your way is wrong, is simply naive. If your experience level in the plane results in being able to wait as late as possible to go full rich and you have your flows down and don’t forget, then fantastic!
You’ve got an excellent command of a relatively complicated single engine GA aircraft. Keep flying and keep posting!
I saw someone else asked the same question, but I don’t understand the low altitude alert. Any ideas on why the tower alerted you?
Answered below. Thanks for watching!
You were cleared for the visual approach, at TPA, and had excellent visibility. What the heck prompted the low altitude alert!?!?
He was still IFR even on the visual and below the MVA so the Tower gets the warning on the scope and they have to issue the warning even though it's not a factor.
@@geoffsummitt6703 I do not believe that ATC is “required” to issue a low altitude alert (LAA) in this scenario.
The Pilot/Controller Glossary says “Terrain/Obstruction Alert- A safety alert issued by ATC to aircraft under their control if ATC is aware the aircraft is at an altitude which, in the controller's judgment, places the aircraft in unsafe proximity to terrain/obstructions.” I note two key aspects of this definition “aircraft under their control” and “in the controller’s judgement.”
Procedures and guidance in the 7110.65, Section 7-4-3 (Visual Approach Clearances) seem pretty clear to me that the whole point of a visual approach clearance is to shift responsibility for both terrain/obstacle AND separation as quickly as possible from ATC to the PIC. So once a pilot accepts a visual approach clearance and the pilot starts to descend to TPA, such altitude is going to be below the MVA and IAP final approach altitude every single time. Although the pilot is still on an IFR flight plan, accepting a visual approach clearance seems to me to have the effect of shifting obstruction / separation responsibility to the pilot, just like it does when picking up an IFR clearance in the air when below MVA (pilots are required to confirm they can maintain their own clearance and separation during the climb until reaching MVA).
My guess is that the controller got pinged with a LAA by their system, didn’t put one second of thought into the situation (i.e., “in the controller’s judgment”), and made a knee-jerk CYA decision to issue the LAA. Not really too much of a problem, other than the startle effect for a pilot being issued an unexpected safety alert during a critical phase of flight and taking a few seconds to process.
I would love to hear the Opposing Bases guys unpack this one!