Great work John. Huge respect for you flying all of your flights without autopilot. Autopilot is a game changer when flying IFR, significantly reducing workload.
After having similar camera issues a few times (accidentally put my - back then only - GoPro to single photo mode once, ending up with one picture for the whole flight...), I added an audiovisual/media checklist (starting all cameras, checking they are running from external battery and in the preferred modes, starting audio recording and controlling gain levels, starting iPad screen recording) after the before start checklist into my QRH. Since then, zero issues encountered with multiple cameras and audio recording devices, and mental space freed up for more important things :) Great video as always!
Thanks. This would be ideal, but we were running 30 minutes late due to the taxi delay, there were delays getting fuel/paying landing fees at Dundee, so the cameras had to be an afterthought on this journey.
Fantastic video as always Jon! Don't be too hard on yourself about your IFR skill, as someone who's had his PPL for a year now and considering getting IMC trained I'm still in awe at the workload you have to contend with at times.
I really enjoyed this video. This shows how a pilot builds skill, going just outside the comfort zone…perfectly safe, but anxiety inducing and requiring full concentration. Great work! Your crew did you proud, full confidence in you, allowing you to focus on the flight. You must have felt a real confidence boost afterwards.
Fantastic video 👍 . The narrative is a great bonus and clarifies and explains the situation perfectly. Definitely something to keep for future videos. Also I think James & Bertie should get a regular guest slot. Excellent camera work Bertie👍 perhaps a future career? Well done guys, bravo
I have the same trust issues with my Auto Pilot Jon! But I find even using just the wing leveller in IMC is a massive workload reduction, especially when programming avionics in bumpy conditions. I just keep an eagle eye on the auto pilot, on high alert for it to misbehave. That flight looked like very hard work indeed. Your family behaved brilliantly! I haven't yet flown mine in IMC. One day soon I hope!
Another fantastic video, great work, it's great to see how honest you are about your mistakes, encouraging us all to keep learning and not be too hard on ourselves. Really enjoy the videos, they make my occasional commute much more enjoyable.
Dundee was my first ever flight lesson. Took off same direction. Turned left to avoid Perth and went around Fife including the Edinburgh ATC. Following 12hrs were at nearby portmoak. Shame on the cloud conditions as that area west of Perth is amazing
Very much enjoyed this, as both cities are close to my heart. Beautiful departure from Dundee, the Controller sounded very chipper! Also a very nice landing to Glasgow, I did wonder if that Ops car was waiting to do a runway inspection. Smashing wee flight, amazing how much work it is for such a short flight but given the weather and manual flying. Even as an overall aviation geek, I’m pretty selective about which channels I give my attention and time, so far it’s mostly MentourPilot & Approach & Departure with Cpt Stefan, I’m was looking for a good GA channel - yours is a great fit! Next time you’re back in the Glasgow area, if Bertie is interested in flying then there’s a fantastic sim centre not far from the airport, with A320 & 737 cockpit sims and a VR headset Cessna 172 sim too.
I’m really enjoying your videos. I’m doing my PPL and get how bloody difficult this must be. It’s hard enough flying straight and level when you can see out the window whilst changing the radios. Taking onboard what ATC is telling you, repeating it back and flying the plane in cloud must be stupendously difficult. I think you’ll only get how hard this must be if you’ve flown a plane and it’s even more impressive that you record it and comment on the whole thing afterwards pointing out your mistakes. 👍
Another great video, Jon. Hats off to you for the way you handled IV through the clag. Quite daunting I imagine, but practice makes perfect as they say. Well done.
Wonderful Video. I'm sat here having just regained my PPL after a decade on the ground. Your videos are providing me with insight and inspiration. The appalling weather lately has limited my opportunity to undertake IMCr and complex retraining; but soon hope to be able to do similar flights to this in the school's Arrow. I sincerely hope one day our paths cross.
I'm not a pilot but I think it's worth considering to use airline procedure of setting up the whole route including procedures in the GPS before the flight. Changing the procedure if ATC gives something unexpected takes as much time as setting it up from scratch in most GPS units. But if you happen to have correct procedure loaded then you can just check and fly it. From what I have read it's probably also good idea to solve the autopilot issues if you plan to fly more ifr as the reduction of workload increases safety
Nice to see that my glider appeared on your Pilot Aware / Skydemon set-up as you passed me @ 10:47. G-CGSZ. I can't see PilotAware but would have seen your transponder - with a position if you have ADS-B out.
Fantastic flight. I've not long been watching your videos, but was particular interested in this one as you fly around my hometown. Although the camera's were not visible for full flight, I still fully enjoyed the content. Maybe the next time you and family are in Glasgow I'll get to say hello.
It is funny, you do all this hard work and getting stressed and the guy next to you is falling asleep lol. Very good video. I think sometimes you are too hard on yourself! Maybe see you in Redhill one day.
This is fantastic hope your stay at Dundee airport was good, I recently completed my first solo (as of last Wednesday) in one of the Aquila’s there at Dundee with Tayside aviation with the Air Cadet Pilot Scheme, where we were given a 12 hour scholarship ending in a solo flight. Dundee airport is such a nice airport with great surroundings! Happy flying
Just watched this again and I think you did a great job. You are too self critical! One thing I noticed, on your SkyDemon, it showed a warning of high terrain - climb to 3200 feet when you were established on the glideslope, which seemed a bit odd and would be unnerving to me. Can you remember that as you didn't comment at the time? Anyway, a really good video, thanks Jon.
Hi - The skydemon on the ipad is simply checking for terrain an obstacles, 1000ft below in a 5nm radius *you can set it to a different minima*. That's the standard IFR minimums. However, when you're on an approach, the approach has been designed to keep you safe along that thin corridor - as long as you fly the approach accurately, you will be terrain and obstacle safe. If you exceed the tolerances on approach - greater than half scale deflection, you'd have to go around....and try again.
A few things that I have learned over the years, mastering one handed control stopped me over controlling and allowed me to do around 30% more in time critical moments, also more and more modern layouts only allow one handed control. Learning to trust autopilots by verifying them and any deviations/quirks during VFR times, your aircraft has to be in IFR certification for a reason, you just need to improve confidence in it. I always load as much info as possible on the ground, pre-set all expected radio frequencies in order and note them, load all flight plans and expected destination approach, pattern and runway with published go around procedure depending on system memory and ability. I noted a lot of the time you were IMC when a hundred feet or so higher you could have been VFR by asking ATC reducing workload considerably. I have learned to always have any cabin luggage firmly secured especially in marginal weather, lose luggage will bite you. I actually finished my PPL at Riverside, Tayside airport way back when, such a tranquil airport to operate from, nice landing at Glasglow, looked about perfect to me.
Very informative video once again Jon. Thank you. Personally I would be kind of anxious to do such IMC trips without a backup (electric) attitude indicator. I use a backup AHRS in my ADSB receiver which can show attitude my iPad. Do you also use something similar?
Great video Jon, loved the commentary style, great for those newly IMC rated pilots like myself. Out of interest, when planning the cruising level for this flight, was it purely for reasons of adequate terrain clearance that you chose the 5,000ft cruise level? With the transition layer above and controlled airspace, I can see why you didn’t choose 6,000 (in keeping with semi-circular rule), but 4,000 just a bit low for comfort? Thanks! 😊
Thanks Jon. As Chris Ella said, don't be too hard on your self, short flight, loads of work!! I am about to do my IMC in November with Derek Davidson at Bournemouth. Do you have your full IR rating?
Could you do do some reporting as well as flying? Apparently the cafe at your home base, Redhill, is closing. Also news is emerging that Compton Abbas has been purchased by Guy Ritchie. Would be nice to know his plans for the airfield.
Great flight Jon with heavy workload. Might u consider having an avionics shop getting your a/p ship shape-even if just in wings leveller mode? Just a thought for increased safety for IMC ops. PS Bertie is growing by leaps and bounds.
Very interesting Jon. I know some while back you were considering doing the full IR. Could I strongly recommend you do this, as you obviously like IFR flying. The training would make you so much better at it and you’d be able to do Class A controlled airspace too - no limits then. Instrument approaches in cloud would then be routine and scripted rather than stressful. Go on, you can do it!
Really good video Jon lots of respect thanks for sharing. A good illustration of how hard it is to fly IMC including a landing by hand. I can imagine during the flight thinking ahead you might have thought about DH a go around and then diversions. Incidentally I missed what were your diversions for this flight?
I file my requested level(s) and specify in the remarks that I’m not qualified for flt in class A. I’ve only once been asked if I can accept a climb which would have put me in class A and I said I was unable. That time wasn’t on a full fpl.
Interesting to see what they give you in the Class E. I fly in that regularly in gliders (FLARM but no transponder) and motorglider (ADSB-Out and FLARM), and if I am talking to anyone it's the FIS who don't have a radar. Obviously I'm staying VMC but I would be interested to hear what you think of mixing with uncontrolled traffic in that environment. Not much different to gliders climbing in cloud in class G I guess!
In Class E, VFR traffic will need to be 1000ft vertically and 1500m horizontally from cloud, and so I should have plenty of time to see them if I'm not in the cloud (IFR or VFR) and they shouldn't be closer to the cloud than that, or they'll be in IMC and should adopt IFR rules so will need a clearance too. VFR flights in class E, although not requiring a clearance, should be in two-way with atc for that airspace, and such, it becomes a known environment, and ATC can give me traffic information or deconfliction advice/headings.
Yes, you said runway 27 because you were on heading 27 most probably so it’s understandable that for sure. But very well done, I think you executed it all very well
Thanks for the video as ever. Very informative video as always. Wondering if that flight was only possible IFR? Was there not a weather window on the day to do the 30 min hop in VFR or did you wanted some IFR practice ? Just to understand the decision making process. Did you had better weather than forecasted?
With a forecast of cloud bases down to 800 feet over Glasgow, and terrain up to 2500 on the route I’d say that vfr flight would have been virtually impossible from Dundee to Glasgow. Actual cloud bases for my arrival were around 1000 ft. A vfr entry into Glasgow airspace, which is class d, wouldn’t have been possible. Svfr might have been possible, just.
Yes, utilizing an autopilot reduces the workload while flying in IMC and while using an ILS or RNAV approach significantly. The pilot can focus more on communication and navigation with an AP handling most of the stick/rudder duty. That said, yes, it is still important for pilots to practice hand flying an airplane in IMC if they wish to stay proficient and in case of an AP failure as you described. Im an instrument rated pilot here in the states and I use the AP on my G1000 anytime I am flying via instruments. But I still go out and hand fly instrument approaches to stay proficient at least once a year, but I aim for once a quarter. Its also been easier to practice shooting instrument approaches by hand having a decent flight sim setup at home.
For restricted instrument rated pilots, it's recommended that because of their limited training (ie, not the full IR training) they should apply a safety factor. the way that is calculated depends on the type of approach being flown, but in simple terms, it's recommended that for a precision approach (ILS) that the minimum should be no less that 500ft AGL. With the elevation of the 23 threshold being 21ft AMSL, my IR(R) minima is 521ft... It does depend on the OCA figure, which could calculate to a higher figure..and there are some safety factors added to that figure for IR(R) pilots. But, the recommended absolute minima is 500ft AGL. That is not to stop me going to the published minima if I'm in recent practise, and competent enough to do so, but since I don't fly approaches every day, I usually apply the safety factors. Jon
A good video showing how instrument flying over short distances can be of a high work load and therefore the “seven P’s” are even more important. As you rightfully pointed out, it demonstrates how IRR pilots who don’t use their rating often increase that workload. The number of times I hear/read IMC pilots say ‘it’s not an IR rating, it’s a get out of gaol free card’ …well it could save your life, so practice, practice, practice and then you can fly right down to 200’ agl. I fly instrument approaches almost every time I fly, and IFR departures even when not entering controlled airspace. Always call for engine start; as you found out, your departure clearance was, initially, not available; saves engine hours and fuel and some airports just don’t like you sitting there polluting the atmosphere. About once a year, I will fly a three approach training sortie. Humberside RNAV - Norwich NDB - RTB Cambridge for the ILS to land. I’ll always do this in VMC unless I have my IR inst with me. In my experience, I can’t remember the last time I actually flew an arrival procedure as most ILS approaches will be vectors to final, as indeed yours was. You could have loaded this into your 430; SIDs are more common although normally if you are going into controlled airspace. Cambridge doesn’t have an official SID but has departure routes - IFR exit reporting points. Your SkyDemon “Altitude” is not based on QNH but the altitude is derived from GPS using mean sea level (1013.2) as its reference point, which means it will not normally be as accurate as a properly-set pressure altimeter. Also, ATC report cloud levels using the QFE, ie HEIGHT above the terrain on which it is reporting, not ALTITUDE. On SkyDemon, you can toggle the ALT to read HGT. This I use to give better SA in case of an engine failure as your altimeter may not have an accurate QFE pressure setting. Again, I believe SkyDemon calculates the terrain height based on its GPS input, so pretty accurate. Always great learning points from your videos, well done for educating the GA community. You really should get your confidence in your autopilot, it reduces the workload considerably.
OK, I'm not the sharpest pencil in the box, but why did it seem like you took off at half throttle? Is this related to the over-boost issue you discussed ?
Hi Neil. You can't operate the throttle to full travel in the turbo, or it'll over-boost. You set it to the right power setting (in my case 41 inches) then stop there. As you climb higher, I'd need to open the throttle more to maintain the same power.
Don’t know if you’re aware but transport category (eg your Boeing 737, Airbus A320) aircraft rarely use full power for takeoff as turbine engines have waaaaay excess power.
Good of you to show these flights warts and all and I generally enjoy the content. However, in my opinion, you should get the autopilot repaired and use it to reduce the obvious increase workload/stress in IMC, leading to the inevitable degrading of flying skills. Comments here congratulating you on flying on the “outside of your comfort zone” are misplaced; this is no time to be practicing/learning with your family on board! In spite of your hours of self briefing, your preparation and cockpit management was poor. For instance, when on the closing heading for the localiser is no time to be fiddling for the ATIS - just ask ATC! Out of interest, do you set the aircraft up for the approach in accordance with the POA? Well done on the channel, just please be careful out there!
I thought you did very well and always more stressful flying with precious passengers. Amusing that James always sleepy. The only two things I would have done differently, flown higher than 5,000 to be in smoother air and I still say you should try flying with SkyDemon in track up, so everything on the screen is at the same position as what you see out of the window. Especially when you are flying on a southerly heading.
With class A on this route at FL55, is was limited to 5000 for this flight. Track up/North up...that's a personal preference. I use both. The GNS navigator is track up and the Skydemon is North up, so that I have situational awareness both on the track and the cardinal points for position reporting etc.
May I ask why didn't you use auto pilot to aid you while you were under pressure I used to fly a piper arrow 2 and there was one in there, your ac is an arrow 3 and sure to have one as , I'm retired now so no longer flying, cheers.
The young lad in the rear looked so INCREDIBLY bored and that rankles me a little. This flight and the appreciation of how difficult it was for the pilot would have been such a privilege to most youngsters. I am not sure why I feel so angry watching him in his totally blasé mode during this flight.
I don't think that you are in any position to criticise. You know nothing about this young lad. You have based your toxic comments on 1min 40secs of footage. Your comments are typical of a social media troll that can have devastating effects on our young people.
![[4K, ATC] Scotland: Flight from Perth Scone Airfield to Dundee Airport](/img/1.gif)
Great Video. Tip from retired ATCO. You can ask the approach controller for windchecks. They have the same readout as the tower.
That's good to know.
You are a safe pilot because you recognise and admit your errors under pressure and you know your limitations. I would happily fly with you anytime.
Thank you.
Great video. Well done hand flying in IMC without an autopilot and single pilot too. That’s hard work!
Thanks Ken.
Great work John. Huge respect for you flying all of your flights without autopilot. Autopilot is a game changer when flying IFR, significantly reducing workload.
Thanks Adam.
A timely video for me - I passed my IR(R) last week so looking to make the most of it this winter! Great to see it Jon, thank you for sharing.
After having similar camera issues a few times (accidentally put my - back then only - GoPro to single photo mode once, ending up with one picture for the whole flight...), I added an audiovisual/media checklist (starting all cameras, checking they are running from external battery and in the preferred modes, starting audio recording and controlling gain levels, starting iPad screen recording) after the before start checklist into my QRH. Since then, zero issues encountered with multiple cameras and audio recording devices, and mental space freed up for more important things :) Great video as always!
Thanks. This would be ideal, but we were running 30 minutes late due to the taxi delay, there were delays getting fuel/paying landing fees at Dundee, so the cameras had to be an afterthought on this journey.
Fantastic video as always Jon! Don't be too hard on yourself about your IFR skill, as someone who's had his PPL for a year now and considering getting IMC trained I'm still in awe at the workload you have to contend with at times.
Thanks Chris.
Do - you will learn so much about procedure and one hell of a lot more about yourself.
Excellent stuff! You can be safe and focused on the flight and give commentary afterwards for was to enjoy and learn from, awesome!
I really enjoyed this video. This shows how a pilot builds skill, going just outside the comfort zone…perfectly safe, but anxiety inducing and requiring full concentration. Great work! Your crew did you proud, full confidence in you, allowing you to focus on the flight. You must have felt a real confidence boost afterwards.
Thanks Michael. Yes, it was a rewarding flight.
Fantastic video 👍 . The narrative is a great bonus and clarifies and explains the situation perfectly. Definitely something to keep for future videos. Also I think James & Bertie should get a regular guest slot. Excellent camera work Bertie👍 perhaps a future career?
Well done guys, bravo
Thank you Mr Barber.
I have the same trust issues with my Auto Pilot Jon! But I find even using just the wing leveller in IMC is a massive workload reduction, especially when programming avionics in bumpy conditions. I just keep an eagle eye on the auto pilot, on high alert for it to misbehave. That flight looked like very hard work indeed. Your family behaved brilliantly! I haven't yet flown mine in IMC. One day soon I hope!
I should use it more, but it sometimes misbehaves and starts oscillating.
Another fantastic video, great work, it's great to see how honest you are about your mistakes, encouraging us all to keep learning and not be too hard on ourselves. Really enjoy the videos, they make my occasional commute much more enjoyable.
Glad you enjoyed the video Tony.
Dundee was my first ever flight lesson. Took off same direction. Turned left to avoid Perth and went around Fife including the Edinburgh ATC. Following 12hrs were at nearby portmoak. Shame on the cloud conditions as that area west of Perth is amazing
fantastic flight showing the fact that prictice makes perfect. and how ahead of the plane you need to be. :)
Very much enjoyed this, as both cities are close to my heart. Beautiful departure from Dundee, the Controller sounded very chipper! Also a very nice landing to Glasgow, I did wonder if that Ops car was waiting to do a runway inspection. Smashing wee flight, amazing how much work it is for such a short flight but given the weather and manual flying.
Even as an overall aviation geek, I’m pretty selective about which channels I give my attention and time, so far it’s mostly MentourPilot & Approach & Departure with Cpt Stefan, I’m was looking for a good GA channel - yours is a great fit!
Next time you’re back in the Glasgow area, if Bertie is interested in flying then there’s a fantastic sim centre not far from the airport, with A320 & 737 cockpit sims and a VR headset Cessna 172 sim too.
Thanks for watching and I'm glad you found the channel.
Well done Jon & crew. Great flight. Very interesting. Greetings from the west of Ireland. Look forward to seeing you over here.
Thanks. I will get there one day.
I’m really enjoying your videos. I’m doing my PPL and get how bloody difficult this must be.
It’s hard enough flying straight and level when you can see out the window whilst changing the radios. Taking onboard what ATC is telling you, repeating it back and flying the plane in cloud must be stupendously difficult. I think you’ll only get how hard this must be if you’ve flown a plane and it’s even more impressive that you record it and comment on the whole thing afterwards pointing out your mistakes. 👍
Excellent video John, and great work. Loved the style of explaining what’s happening with charts, airspace etc
Another great video, Jon.
Hats off to you for the way you handled IV through the clag. Quite daunting I imagine, but practice makes perfect as they say.
Well done.
Enjoyed that John, very professional and great handling.
Excellent camera and picture quality
Wonderful Video.
I'm sat here having just regained my PPL after a decade on the ground. Your videos are providing me with insight and inspiration.
The appalling weather lately has limited my opportunity to undertake IMCr and complex retraining; but soon hope to be able to do similar flights to this in the school's Arrow.
I sincerely hope one day our paths cross.
I'm not a pilot but I think it's worth considering to use airline procedure of setting up the whole route including procedures in the GPS before the flight. Changing the procedure if ATC gives something unexpected takes as much time as setting it up from scratch in most GPS units. But if you happen to have correct procedure loaded then you can just check and fly it.
From what I have read it's probably also good idea to solve the autopilot issues if you plan to fly more ifr as the reduction of workload increases safety
Nice work sir. Captivating video. Well done on that and the flight. Real life.
Thanks Martin.
Very interesting video again, looking forward to the departure :)
Nice to see that my glider appeared on your Pilot Aware / Skydemon set-up as you passed me @ 10:47. G-CGSZ. I can't see PilotAware but would have seen your transponder - with a position if you have ADS-B out.
Fantastic flight. I've not long been watching your videos, but was particular interested in this one as you fly around my hometown. Although the camera's were not visible for full flight, I still fully enjoyed the content. Maybe the next time you and family are in Glasgow I'll get to say hello.
It is funny, you do all this hard work and getting stressed and the guy next to you is falling asleep lol. Very good video. I think sometimes you are too hard on yourself! Maybe see you in Redhill one day.
Well that scared me Jon but lovely to see your professional approach and landing - superb!!
Thanks Mike.
Great video! You flew over my house at 26:21!
This is fantastic hope your stay at Dundee airport was good, I recently completed my first solo (as of last Wednesday) in one of the Aquila’s there at Dundee with Tayside aviation with the Air Cadet Pilot Scheme, where we were given a 12 hour scholarship ending in a solo flight. Dundee airport is such a nice airport with great surroundings! Happy flying
Thank Lewis. congrats on your solo!
You were beating yourself up unnecessarily at the video end - top job. Yes, it can happen very, very quickly
Just watched this again and I think you did a great job. You are too self critical! One thing I noticed, on your SkyDemon, it showed a warning of high terrain - climb to 3200 feet when you were established on the glideslope, which seemed a bit odd and would be unnerving to me. Can you remember that as you didn't comment at the time? Anyway, a really good video, thanks Jon.
Hi - The skydemon on the ipad is simply checking for terrain an obstacles, 1000ft below in a 5nm radius *you can set it to a different minima*. That's the standard IFR minimums. However, when you're on an approach, the approach has been designed to keep you safe along that thin corridor - as long as you fly the approach accurately, you will be terrain and obstacle safe. If you exceed the tolerances on approach - greater than half scale deflection, you'd have to go around....and try again.
Great video John !!
Very nice video John 👍
Matter of interest John... how much are landing fees at both Dundee and Glasgow
I like the commentary. Nicely done.
A few things that I have learned over the years, mastering one handed control stopped me over controlling and allowed me to do around 30% more in time critical moments, also more and more modern layouts only allow one handed control. Learning to trust autopilots by verifying them and any deviations/quirks during VFR times, your aircraft has to be in IFR certification for a reason, you just need to improve confidence in it. I always load as much info as possible on the ground, pre-set all expected radio frequencies in order and note them, load all flight plans and expected destination approach, pattern and runway with published go around procedure depending on system memory and ability. I noted a lot of the time you were IMC when a hundred feet or so higher you could have been VFR by asking ATC reducing workload considerably. I have learned to always have any cabin luggage firmly secured especially in marginal weather, lose luggage will bite you.
I actually finished my PPL at Riverside, Tayside airport way back when, such a tranquil airport to operate from, nice landing at Glasglow, looked about perfect to me.
Yup Wayne. I do the same.
Very informative video once again Jon. Thank you. Personally I would be kind of anxious to do such IMC trips without a backup (electric) attitude indicator. I use a backup AHRS in my ADSB receiver which can show attitude my iPad. Do you also use something similar?
I’ve heard ATC read wrong frequencies back before and not so long ago a controller at LHR was getting in a right pickle!
One of your best episodes yet Jon!
Thank you.
Bravo
Heard myself on the radio on this video. Did my first solo that day. Didn't see you at Tayside. Would have liked to have said hello.
Great video Jon, loved the commentary style, great for those newly IMC rated pilots like myself.
Out of interest, when planning the cruising level for this flight, was it purely for reasons of adequate terrain clearance that you chose the 5,000ft cruise level? With the transition layer above and controlled airspace, I can see why you didn’t choose 6,000 (in keeping with semi-circular rule), but 4,000 just a bit low for comfort? Thanks! 😊
5000 for the terrain, MSA. Couldn't go to 6000 because of the Class A at FL055.
@@TheFlyingReporter Makes sense, thanks for clarifying!
Thanks Jon. As Chris Ella said, don't be too hard on your self, short flight, loads of work!! I am about to do my IMC in November with Derek Davidson at Bournemouth. Do you have your full IR rating?
No Allan, just a restricted rating.
Very nice but busy workload flight!!!
Could you do do some reporting as well as flying? Apparently the cafe at your home base, Redhill, is closing. Also news is emerging that Compton Abbas has been purchased by Guy Ritchie. Would be nice to know his plans for the airfield.
Great flight Jon with heavy workload. Might u consider having an avionics shop getting your a/p ship shape-even if just in wings leveller mode? Just a thought for increased safety for IMC ops. PS Bertie is growing by leaps and bounds.
It's all a matter of financial priorities Douglas, and plans in the pipeline...
What is the device with 2 aerials stuck to the rear passenger window (next to the lad) please ?
Very interesting Jon.
I know some while back you were considering doing the full IR.
Could I strongly recommend you do this, as you obviously like IFR flying.
The training would make you so much better at it and you’d be able to do Class A controlled airspace too - no limits then.
Instrument approaches in cloud would then be routine and scripted rather than stressful.
Go on, you can do it!
Time poor David.
Really good video Jon lots of respect thanks for sharing. A good illustration of how hard it is to fly IMC including a landing by hand. I can imagine during the flight thinking ahead you might have thought about DH a go around and then diversions. Incidentally I missed what were your diversions for this flight?
Thinking about it you should use the autopilot, you are still going to be monitoring it and it will reduce your workload!
ATC in Dundee sounds like Hazel Irvine!!!
That looked hard work, Jon
😓 All good experience though… so we’ll done 👍👌👏👏👏
Thanks Kev.
Love it guys. You got our football ground on very short finals before crossing the River. Come on the Bankies (Clydebank FC). 🔴⚪⚫
As IRR qualified, how can you ensure you are not allocated class A airspace when filing and flying a flight plan?
I file my requested level(s) and specify in the remarks that I’m not qualified for flt in class A. I’ve only once been asked if I can accept a climb which would have put me in class A and I said I was unable. That time wasn’t on a full fpl.
@@TheFlyingReporter brilliant, thanks. I have never been brave enough to try it.
BTW, great content, and so professionally produced 😁
Scottish ATC sound very pleasant
They're super helpful.
Interesting to see what they give you in the Class E. I fly in that regularly in gliders (FLARM but no transponder) and motorglider (ADSB-Out and FLARM), and if I am talking to anyone it's the FIS who don't have a radar. Obviously I'm staying VMC but I would be interested to hear what you think of mixing with uncontrolled traffic in that environment. Not much different to gliders climbing in cloud in class G I guess!
In Class E, VFR traffic will need to be 1000ft vertically and 1500m horizontally from cloud, and so I should have plenty of time to see them if I'm not in the cloud (IFR or VFR) and they shouldn't be closer to the cloud than that, or they'll be in IMC and should adopt IFR rules so will need a clearance too. VFR flights in class E, although not requiring a clearance, should be in two-way with atc for that airspace, and such, it becomes a known environment, and ATC can give me traffic information or deconfliction advice/headings.
You flew over my house on your descend when you picked up the localiser. Ex member of the GFC
Did you have to request clearance for the class E enroute or did your atc flight plan sort that all out for you? ta
They gave me a clearance as I approached it.
I’m very impressed I’m getting my private pilots license in Florida
Yes, you said runway 27 because you were on heading 27 most probably so it’s understandable that for sure. But very well done, I think you executed it all very well
Thank you Jeremy.
Thanks for the video as ever. Very informative video as always. Wondering if that flight was only possible IFR? Was there not a weather window on the day to do the 30 min hop in VFR or did you wanted some IFR practice ? Just to understand the decision making process. Did you had better weather than forecasted?
With a forecast of cloud bases down to 800 feet over Glasgow, and terrain up to 2500 on the route I’d say that vfr flight would have been virtually impossible from Dundee to Glasgow. Actual cloud bases for my arrival were around 1000 ft. A vfr entry into Glasgow airspace, which is class d, wouldn’t have been possible. Svfr might have been possible, just.
Would you auto pilot have reduced your work load? If your auto pilot did disengage your there and could take over ? Am I over simplifying it.😊✈️
Yes, utilizing an autopilot reduces the workload while flying in IMC and while using an ILS or RNAV approach significantly. The pilot can focus more on communication and navigation with an AP handling most of the stick/rudder duty. That said, yes, it is still important for pilots to practice hand flying an airplane in IMC if they wish to stay proficient and in case of an AP failure as you described. Im an instrument rated pilot here in the states and I use the AP on my G1000 anytime I am flying via instruments. But I still go out and hand fly instrument approaches to stay proficient at least once a year, but I aim for once a quarter. Its also been easier to practice shooting instrument approaches by hand having a decent flight sim setup at home.
Hi, why is your decision altitude higher than the published 221' for a cat 1 at Glasgow? Thanks
For restricted instrument rated pilots, it's recommended that because of their limited training (ie, not the full IR training) they should apply a safety factor. the way that is calculated depends on the type of approach being flown, but in simple terms, it's recommended that for a precision approach (ILS) that the minimum should be no less that 500ft AGL. With the elevation of the 23 threshold being 21ft AMSL, my IR(R) minima is 521ft... It does depend on the OCA figure, which could calculate to a higher figure..and there are some safety factors added to that figure for IR(R) pilots. But, the recommended absolute minima is 500ft AGL. That is not to stop me going to the published minima if I'm in recent practise, and competent enough to do so, but since I don't fly approaches every day, I usually apply the safety factors. Jon
A good video showing how instrument flying over short distances can be of a high work load and therefore the “seven P’s” are even more important. As you rightfully pointed out, it demonstrates how IRR pilots who don’t use their rating often increase that workload. The number of times I hear/read IMC pilots say ‘it’s not an IR rating, it’s a get out of gaol free card’ …well it could save your life, so practice, practice, practice and then you can fly right down to 200’ agl.
I fly instrument approaches almost every time I fly, and IFR departures even when not entering controlled airspace. Always call for engine start; as you found out, your departure clearance was, initially, not available; saves engine hours and fuel and some airports just don’t like you sitting there polluting the atmosphere. About once a year, I will fly a three approach training sortie. Humberside RNAV - Norwich NDB - RTB Cambridge for the ILS to land. I’ll always do this in VMC unless I have my IR inst with me.
In my experience, I can’t remember the last time I actually flew an arrival procedure as most ILS approaches will be vectors to final, as indeed yours was. You could have loaded this into your 430; SIDs are more common although normally if you are going into controlled airspace. Cambridge doesn’t have an official SID but has departure routes - IFR exit reporting points.
Your SkyDemon “Altitude” is not based on QNH but the altitude is derived from GPS using mean sea level (1013.2) as its reference point, which means it will not normally be as accurate as a properly-set pressure altimeter. Also, ATC report cloud levels using the QFE, ie HEIGHT above the terrain on which it is reporting, not ALTITUDE. On SkyDemon, you can toggle the ALT to read HGT. This I use to give better SA in case of an engine failure as your altimeter may not have an accurate QFE pressure setting. Again, I believe SkyDemon calculates the terrain height based on its GPS input, so pretty accurate.
Always great learning points from your videos, well done for educating the GA community. You really should get your confidence in your autopilot, it reduces the workload considerably.
What's happening at Redhill ?
What’s the glide slope in degrees?
Normally 3 degrees or thereabouts. It’s shown on each instrument chart.
OK, I'm not the sharpest pencil in the box, but why did it seem like you took off at half throttle? Is this related to the over-boost issue you discussed ?
Hi Neil. You can't operate the throttle to full travel in the turbo, or it'll over-boost. You set it to the right power setting (in my case 41 inches) then stop there. As you climb higher, I'd need to open the throttle more to maintain the same power.
@@TheFlyingReporter aha... cheers Jon 👍
Don’t know if you’re aware but transport category (eg your Boeing 737, Airbus A320) aircraft rarely use full power for takeoff as turbine engines have waaaaay excess power.
How easy is it to keep on the ILS?
It takes practice but not hard once you know how.
Can you not use your co-pilot as an autopilot whilst you're fiddling?
I heard my flying school on there ravinair
Good of you to show these flights warts and all and I generally enjoy the content.
However, in my opinion, you should get the autopilot repaired and use it to reduce the obvious increase workload/stress in IMC, leading to the inevitable degrading of flying skills.
Comments here congratulating you on flying on the “outside of your comfort zone” are misplaced; this is no time to be practicing/learning with your family on board!
In spite of your hours of self briefing, your preparation and cockpit management was poor. For instance, when on the closing heading for the localiser is no time to be fiddling for the ATIS - just ask ATC!
Out of interest, do you set the aircraft up for the approach in accordance with the POA?
Well done on the channel, just please be careful out there!
Hi Richard. Thanks for your views. I don't understand your question about POA?
@@TheFlyingReporter Sorry, should read POH. With particular reference to gear and flap selection.
Krgds RichT
Yes.
I thought you did very well and always more stressful flying with precious passengers. Amusing that James always sleepy. The only two things I would have done differently, flown higher than 5,000 to be in smoother air and I still say you should try flying with SkyDemon in track up, so everything on the screen is at the same position as what you see out of the window. Especially when you are flying on a southerly heading.
With class A on this route at FL55, is was limited to 5000 for this flight. Track up/North up...that's a personal preference. I use both. The GNS navigator is track up and the Skydemon is North up, so that I have situational awareness both on the track and the cardinal points for position reporting etc.
I forgot to say that I thought the overlaid narrative was a very good idea.
I think you did very well considering it was all rushed on such a short flight
May I ask why didn't you use auto pilot to aid you while you were under pressure I used to fly a piper arrow 2 and there was one in there, your ac is an arrow 3 and sure to have one as , I'm retired now so no longer flying, cheers.
Just noticed as am watching your vlog you have already answered my question , you don't trust it.
Invest in a good auto pilot it will be far safer
Scottish controler are easy to understand in despite all the people say !
James!! Don't you know that any noun can be verbed?
Photoshop finally put that one to bed.
Wheels down way too early
The young lad in the rear looked so INCREDIBLY bored and that rankles me a little. This flight and the appreciation of how difficult it was for the pilot would have been such a privilege to most youngsters. I am not sure why I feel so angry watching him in his totally blasé mode during this flight.
I don't think that you are in any position to criticise. You know nothing about this young lad. You have based your toxic comments on 1min 40secs of footage. Your comments are typical of a social media troll that can have devastating effects on our young people.
Terrifying!!