DA42-VI IFR London, Biggin Hill (EGKB) to Stockholm, Västerås (ESOW)
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- Опубликовано: 27 мар 2016
- The complete trip, from prior to startup through to landing, naturally excerpted, but all critical ATC dialogue is included. This is a much longer video that I usually feel justified in posting, but one gets a good view into the entire flight process from start to finish.
Развлечения
I have never before commented on anything YT, however, I should like to express my gratitude to you for an excellent (non ego) ride along for those of us less fortunate, to be able to fly and live vicariously through your journey's. Safe passage's through beauty.
Brilliant video and what an amazing aircraft. 2 x upgraded, strengthened 2.0 Mercedes Benz van diesel engines, getting you from London to Sweden in 4 hours and change, on 55 gallons of diesel! Unbeatable!
Good to be able to follow the entire flight. Very interesting and informative. Well done and thank you.
I love your style and video's because of your commentary as you are flying letting us know your thinking and what you are doing along with ATC and as pinkdispatcher said always fascinating. Thanks for the effort and upload appreciated.
I looked at all Your flights. Great video, great plane.I wish you clear skies and soft landings.
Awesome informative video and very inspirational. Thank you so much for taking the time to share. Like another commentator wrote, we grounded mortals get to live vicariously through your uploads. Love your aircraft, and dream to own the new Diamond DA 62!
Every video you post makes me like the DA42 more. Really enjoyed the longer video.
Great video, thanks so much for taking the time.
Excellent video, I appreciate a lot with the D 42 Bravo
Very nice vid. Nice clam flying.
amazing flight. thanks for sharing captain.
Superb stuff! Thanks.
Best video yet, This weather would be a no-go situation for most PPL's, without the extra tools available in the G1000. Well done.
+pplir2000 Yes, nothing like an IR-rated pilot and plane for getting places reliably.
Fascinating,thank you.
Really good training aid for us "wanna-be" Instrument Pilots, Thank you Sir for the posting!
Nice video, learned a lot. Very cool!
Thanks, to me as a VFR flyer, these IFR flights are always fascinating.
I hope you re-upload the trip from Germany to Italy, too.
+pinkdispatcher Hi, It's up now: ruclips.net/video/KpOS2hS2zns/видео.html
Omg- that recorded weather summary at the beginning sounds JUST like the voice of "Ashe", the evil android in the first "Alien" movie!! Wow, that is just creepy... : o
Hejsan ! du har ju väldigt fint kanal tycker det är ju intressant 😊😊
Awesome, just subscribed!
Beautiful
i watched it 2 mins after it got uploaded and was wondering why you uploaded a 360p copy the it hit me to refresh the page lol, great video
When do you do the elev variable stop test? How about the trim runaway test? Static full power test during run up?
Great flight any more?
Great video. Thanks for sharing. I have a question. How did you know that the cloud at 44:00 was safe to enter? Thank you & safe travels.
Great videos. The best I have seen. You are a great communicator. I love following your explanations as you fly. You can post videos that are as long as your flights. I'd watch it all. I do have a question. Pardon me if you have covered this before. You sound like an American. How are you able to fly in Europe? Are you flying for Diamond or are you paying for all this? And are there any other jobs in your operation that I could join?
Thanks for great videos. Keep them coming! How long time does it take from Biggin Hill to Västerås, and whats your cruise speed ?
Depends on the wind, but usually tailwind in that direction. 4.5 to 5 hrs at TAS 175-180.
What is the purpose of all your flights? Business or just fun? Please keep on filming! Very good Videos and lots to learn as well. ;-)
You guy get around!
May I ask what the little valve underneath the main instrument cluster is on the left hand side.
Mikolaj Beresniewicz - Not positive what you mean by “under the main instrument cluster” with a glass panel. There is actually a valve all the way to the left under the panel, but you can’t see it from this angle. It is the alternate static air valve. But there are no “valves” on the panel itself.
That confusion around min 12 is "amusing". I have done my IR training in the UK and indeed the Brits do things differently than the rest of the world (you don't say). It's common to be instructed to "remain outside controlled airspace". They are very picky with the RT. When they state the type of service you are receiving you must read it back to "close the contract". They are also very special with their levels of service: information, basic, traffic, deconfliction, radar and procedural are the ones I know. I assume that unless I am given a radar service (ATC explicitly said "radar control service"), they are NOT providing me with terrain separation and that is my own responsibility.
My dream aircraft sir I'm stuck with a Cessna 152 :(
Any reason you were checking the sid you would get with the engines burning fuel. Do the DA42 engines take all that time before you can taxi ?
Exactly. The engines have to warm up before you can do the run-up procedure, so there is plenty of time to prep the departure after start-up. (As a result, the meaning of "start-up time" at the CDM airports needs to be interpreted, since you cannot wait until your start-up time to actually start your piston engines. If you do, they'll never be warm in time to get off block, which CDM requires you to do usually within 5 min of your start-up time.)
Nice video, thanks! What the does the clearance - "startup approved" mean in this case, since engines are already running?
"Start-up approved" is one of the thresholds in the CDM system used at larger airports where they coordinate traffic with the whole airport system. This is described in excruciating detail in the AIP for larger airports, like EDDF or EHAM. But, even airports that don't use CDM, like Biggin Hill, need to coordinate. In Biggin's case, with London control, since they've got traffic above them to and from Heathrow, Gatwick, Stansted, City Airport, Luton... So they have to get start clearance from London Control before they can let you go. In that case, they want to know that you are getting ready to depart so they can start a conversation with London for your clearance. My experience of flying a piston engine is that none of the airport ATC expect you to wait for start-up approval to actually start your engine(s). In the CDM systems, you are normally required to be off block within 5 minutes of start-up approval, and you are expected to be ready for immediate departure when you reach the hold. Obviously, a cold piston engine will never be ready to move in 5 minutes.
Thanks for the detailed reply! Interesting info :)
You say that you don't get a clearance into controlled airspace from Biggin, but that is not quite right. It seems from the ATC conversation that you filed at A040, which is below controlled airspace and they have queried that, but you said that that is what you wanted to do.
It would be more normal to file at your desired altitude (say F090 for that route). That would result in the clearance that you eventually got, to climb initially to 2400' which is inside the ATZ. You are then cleared to 3000' (which is inside CA) and handed over to Thames 132.7 in the overhead. You will then get a further climb to 4000' with Thames, then typically a climb to 6000' and a handover to London.
This is what you got eventually.
What you describe as having to transit outside controlled airspace and then join controlled airspace is very true of many UK airfields, but typically not Biggin.
When you fly the ILS into Biggin, you do spend a short while outside controlled airspace, though.
Thanks Lizz, I'll have to look into that. Thinking about it, you're right that while I've had ATC announce that I was leaving controlled airspace on the arrival, just before I pick up the ILS, this line of questioning on departure was unusual. I filed 040 out until DET (as you can see from the flight plan at 05:43), at RocketRoute's suggestion, and assumed that was necessary to get the flight plan approved, but didn't look into it further. So now my curiosity is piqued.
Bra video! En fråga, vad gör du när du är uppe och väntar i 4h?
I stopped flying 4h legs if I could help it, cause as you'd guess it is monotonous. But some of the things one does are: 1) listen to and talk on the radio; it's never too long between ATC calls, and you have to listen for your call sign amongst all the traffic and stay ahead of ATC with the possible waypoints they might clear you to; 2) read the AIP and approach plates for the next AD; 3) try to figure out what weather to expect and if any change in route or flight level is called for; 4) fill in the log books; 5) take photos or shoot some video; 5) read through the emergency procedures (again); 6) read, but I never seemed to get around to much of that in the air...
aha okey
Good flight but your radar tilt isn’t high enough at that altitude
Eventually I settled on aiming at FL220 40 NM distant. How does that sound?
Don't ever fly with anybody who does it read their procedures off a checklist? They're just doing it from their memory because that person is very error yet