That was a minimums approach Grant, I haven't seen any that low from any I follow. That PC 12NG performance is awesome, great stats and thanks. Love the PC 12 NG/NGX. Grant you are in my favorite top 4. Appreciate the cam angles and professionalism. Stay safe young man 👍👍👍.
VERY WELL DONE! And that from a fellow PC-12NG pilot. Everything was done with the highest degree of professionalism. And your ATC comm procedures were impeccable. I teach instrument flying and that is one thing that most IFR pilots are weak on, and is one of my pet peeves. I could not offer one suggestion on how to improve upon yours. Just an awesome demonstration of how to fly not only the Pilatus, but how to make a technically correct IFR flight, and this from a retired airline pilot with 30,000 hours. I used to fly S/N1600 with the 5 blade prop but but now fly S/N 1054 with the 3 bladed prop. There is a dramatic difference in acceleration, climb performance, and the most noticeable is in how much better the 5 blade stops when using reverse thrust. A job well done.
Thank you Joel! I used to be one of the pilots that are weak on the radio. It wasn’t until I was around 1,000hrs and had been flying almost exclusively in B/C/D airspace that I finally felt completely at ease on the radio. To those reading this who feel like they won’t ever feel at home on the radio, don’t worry! It will come with practice, and probably sooner than it did for me!
Russell, I have the utmost respect for RFDS and I’d love to hear the critiques you have for me. If you would be willing to email me at pilatusgrant@gmail.com I would really appreciate it!
I'm very glad to have found your channel, Grant. If that minimums approach had your heart pumping, you certainly didn't show it - very calm and competent. Thanks.
Looking into getting into the PC-12 world shortly, which brought me to your channel. My ears perked up when I heard you receive a clearance to EXX. I'm born and raised in Davidson County, NC and am on the tail end of my CFII life there at EXX. I've got about 900 hours of dual given in the 172 that appears at the end of this video, 2818E. Shot that same approach down to mins about two months ago in a Cherokee and broke out right as I passed that plant on the right side, same as you. I was excited to see you use the GCO as I have never been able to get it to work. I'm glad I'm not the only one.
Good job! Thanks for trying to use the ground telephone link. I am going to check that out for future contact of FSS to cancel flight plan. Patrick from Albuquerque
great video and an awesome approach, would you mind showing close up view of the instrument panel once awhile?. that will go great together with the approach plate overlay... thanks.
Thanks! I don’t have enough cameras at the moment for all the views I want to show. For this flight I chose over the nose instead of the panel. I wish I’d have had the panel for this one though, it would have been awesome. I do have another approach video (ruclips.net/video/ZsSJqPdMpd4/видео.html) with a full RNAV approach with the panel.
Thanks for the ride. A note of interest. I did my first minimum ILS at night with one miss and second try just made out lights. Exciting. I now fly PC 12 on Xplane 11. I use 3 40” tv’s and 5 other monitors. It’s really an enjoyable hobby after 26 years in an Arrow.
Thank you for making these videos. As a FSX Pilatus pilot 😂 and actually getting my private pilots license it’s definitely motivation. I love the pilatus. Thanks again.
Another superb upload. Really appreciate the image quality, multiple cameras setup, audio levels, tight editing, and sparing use of good music. (That's where many people posting videos on YT are assailed . . . "just gimme the sound of ______, darn it!.") The only surprise element on this episode was as you were taxiing to go out, thought you were wearing shorts. Was going to blast you in Comments for putting comfort before reason then realized later they were simply khaki pants. Keep up the excellent work. Will buy you coffee next time.
Nice stuff. Excellent performance on the Pilatus, it's an aircraft I am a fan of. Reminds me a little bit of the TBM 930, although that's the king of turboprops for me.
As always, depends on the mission. The TBM is faster but on another Grant vid he had, if I recall correctly, 4 kids and 4 adults on a trip that was over 600 miles. You will not do that in a TBM.
Depends on your mission. TBM is half the size interior, no lav, and nowhere near the useful load. It’s just a little faster and that’s negligible for most short flights anyway.
Welcome to North Carolina. I don't think I've come across a GCO that worked in at least 10 years. Fortunately, we now have the published phone numbers direct to the approach controlling ATC. No need for GCO. No need to call Flight Service.
Hey, Another Great flight with you! About the time you posted this I was walking across the ramp in Texas and thinking I need to check if you posted another flight... Great minds fly in formation.
Great intro and nice job on landing near minimums. My heart was up a bit and I’m just at my desk! I can’t imagine what yours was doing. Way to control it.
Cool video - gotta love when ATC gives steep intercepts at uncontrolled airports. If I had to choose flying to mins in foggy conditions - day or night - I'd take a night approach every time. The approach lights help a lot. Ask me how I arrived at this conclusion. LOL Thanks for sharing, sir...
Love it! Near 1000 hours and want to fly a PC12. You are a total pro and as someone else said your ATC comm is perfect. Also a pet peeve of this double-I.
@@GrantBaker In the KATL area. Are you part 135 or 91 private owner(s)? How did you get there? Did you have ATP when you started flying the PC12? Thanks!
We are all 91. Yes I did have my ATP before we got the Pilatus. I talked about my aviation background in this video: ruclips.net/video/eGVfIcKCuDE/видео.html
@@GrantBaker Just watched that video and very cool! I am too old for airlines but that sounds like a great gig and I would love to do something like that! I got much of my IFR experience flying a Cirrus SR22 doing Angel Flight missions and mainly do IFR instruction in a flying club these days when not doing my day IT sales job.
Great vid, thanks for sharing! A camera on the PFD on this approach as an inset would have been even more lovely. Any chance to reposition the gopro on your left window easily?
I agree! I usually have the camera that’s over the nose on this vid shooting the panel. I’m planning to get another camera soon so I can get both angles!
well done - heart pounding ?? ......im working on my Instrument now .... just a check ride away .... was hoping the heart pounding would go away after the DPE gives me her signature in my book - im guessing that wont happen :-)
Thanks! The reason I chose FL210 for this flight was probably the headwind, but I don’t remember for sure. I generally fly closer to FL250, but around FL200 gives you the highest TAS.
15:35 - now that brings new meaning to the term "Prop wash". :-) Btw - did you depart Goshen on a Sunday morning? The roads looked rather quiet down their as you took off to the east. Really enjoyed riding along!
that was an excellent display of IFR procedure including the radio calls and again I Echo some of the thoughts about being nervous on the radio and yeah it's pretty daunting to have to broadcast your intentions and also do your read backs correctly the first time it can be very nerve-wracking because you're up in the air with a bunch of professional pilots and last thing you want to do is stumble or stutter or make any you know mistakes because you want to also be perceived as professional and so it can be very nerve-racking and I agree when I started flying too I was nervous on the radio a little tentative and after a little while after doing many cross country flights I didn't do any IFR but many flights I really work on my radio technique. so kudos to your professionalism and excellent procedures and this is making me want to get back in the in the left seat again one day I haven't flown for a long time but I would love to go back and do it again and the PC 12 is an amazing aircraft it's high on my list. only question though is cabin pressurization I've heard that the cabin pressure is quite actually low so therefore the cabin altitude is about 10,000 feet which is a little thin what are your thoughts on this... Why did Pilatus go with a fairly high cabin altitude.
Thanks James! Your radio work will get there with practice. 🙂 10,000 is the cabin altitude at the service ceiling and the maximum pressure differential of 5.75. Most of my flights are in the 5-7,000’ cabin altitude range.
@@GrantBaker so if I want to maintain my cabin pressure at about 8,000 ft then my service ceiling for the aircraft is going to be just under 25,000 ft.... the service ceiling for the pc-12 I think is 30,000 ft so if I want to operate up there I'm going to be risking potential onset of hypoxia with cabin pressure of 10000.
It’ll be higher than 25,000. Incidentally, I just bought a pulse oximeter and was paying extra close attention to cabin altitude on a flight yesterday. At 26,000 I had a 7,380 cabin altitude. But yes, you risk hypoxia onset for long flights at high cabin altitudes. You still need to watch for the signs and take some breaths of the supplemental oxygen if you start feeling hypoxic (or if your spO2 gets below 90%).
Great video, Grant. One question. Once cleared for the approach what is the advantage in waiting to arm the approach after intercepting the localizer? Thanks
JP, the autopilot needs an angle less than 90 degrees to intercept properly. When it’s close to that, I wait until it’s intercepted the course to make sure it doesn’t turn the wrong way or do something weird.
Hello Grant, just found your channel. Brings me back to years ago when I was flying a 47. NG had just come out and we thought it was so awesome. One question, we used to fly at 720 because 760 was max, I notice that you fly a lot at 760, so I guess that is one of the enhancements of the NG you are flying? What is max? I miss the PC-12 so much, so very easy to fly.
It’ really is an awesome plane to fly! 820 is max on the NG. 780 is recommended by Pilatus for climb. You’ll probably notice that I have been using 800 for climb, but I’m going to switch to 780. Cooler temps=longer engine life, and that extra 20° isn’t necessary for most of my flying. For cruise, I use the max cruise torque setting, which is usually around 790.
That was to mins? Visibility was excellent.... way better than 1 mile... looks like it could be almost VFR under cloud deck.... try some 1/2 mile vis ILS's.... or 1800 RVR with runway CL and TDZ lights.... Anyway your autopilot works well.
It was to 40’ above the cloud ceiling mins. The reported visibility was 3sm, so not bad at all. I show the weather at 13:04 in the video. The autopilot in this airplane is extremely capable, but I still enjoy hand flying approaches, which is why I turned it off at 19:28 and hand flew this approach.
Great video and flight, thank you for that. I just have a few questions. Would ATC have given you a shallower intercept angle for the FAC if you had asked them for one ? With an upcoming 90-degree intercept angle, perhaps that glide-slope would be coming in before the LOC needle comes off of full scale. I suppose you could have done a course reversal in the depicted holding pattern, as long as you told ATC beforehand, so he doesn’t flip out. I’m surprised ATC didn’t give you a frequency or phone number, or both, for you to cancel your IFR once on the ground. Your difficultly in cancelling your IFR after landing, was holding up the airspace for both inbound aircraft behind you, and for outbound IFR departures, and ATC would probably want his airspace back just as soon as was possible, hence you would think that he would have made that easier for you airborne, by providing you with frequencies and/or phone numbers for you to cancel your IFR with.
Thanks Daniel! To answer your questions: Yes, ATC would most likely have given me a shallower intercept angle if I'd asked. The hold in lieu of a procedure turn is actually required unless you are getting vectors to final, are on a published course marked "NO PT" or are cleared for the straight-in approach. None of those applied to me, so that's why I clarified that he didn't want me to do the hold. In the handoff to the airport advisory frequency, he says "cancel in the air this frequency or on the ground with flight service," so he did give me a phone number to call, it's just one that all pilots should know so he doesn't give me the digits. There is also a Ground Communications Outlet there that has a published frequency. This calls flight service via landline to facilitate faster/easier communications with Flight Service. I have only used one once or twice including on this flight. Apparently they aren't monitored, so you'll get unreported outages as I did. The guys at the FBO didn't even know it was down. In addition, the FAA has begun publishing phone numbers for ATC facilities to call for Clearance Delivery at most smaller airports, so there were plenty of published options to use. The majority of small airports don't have any clearance frequency, so your only option is to call Flight Service or ATC after you shut down. Holding up the airspace for that length of time is not at all uncommon.
No problem! I didn’t answer your question about the Glide slope needle coming in before the LOC is off the peg. It wouldn’t be an issue on this approach. The lightning bolt at JOVNI indicates where you should expect to intercept the glide slope, and JOVNI is 6.8nm from WOKIR, so even at 3000, it’ll be a few miles before the GS needle becomes active.
Yep, I was cleared for the approach. But if there's a hold like the one at WOKIR, you are required to fly it unless: ATC clears you for the straight in, ATC is giving you vectors to the final approach course, the MSA sector says NO PT, or you are on a published route that says NO PT. Since none of those applied and I guessed that he was expecting me to continue straight in, I confirmed it with him. It's always better to ask if you aren't sure! Section 5-4-6 in the AIM has more information. www.faa.gov/air_traffic/publications/atpubs/aim_html/chap5_section_4.html
Grant GREAT video. Question? I liked the way you were concerned about the steep 90 degree turn to get on final. By not activating the approach I assume you were on magenta needles until in bound and then when activating approach it switched to green needles. Is that correct?
Correct, I stayed on FMS until turning inbound, then switched to LOC. It might’ve been a little better if I’d have waited until I was centered on the inbound course. You can see the plane turn more aggressively when I make the switch. If I would have had a camera on the PFD, you’d notice that the needles were still magenta. That’s because on the Honeywell Primus, the active nav is magenta no matter the source.
Why would you add 30 flaps at minimums to destabilize an otherwise completely stable approach? (I speak from experience having 20k + hrs with a major airline)
That was a minimums approach Grant, I haven't seen any that low from any I follow.
That PC 12NG performance is awesome, great stats and thanks. Love the PC 12 NG/NGX.
Grant you are in my favorite top 4.
Appreciate the cam angles and professionalism. Stay safe young man 👍👍👍.
Thanks Mark! It was one of the lower approaches that I’ve flown.
@@GrantBaker Why do people say “stay safe”? Does he think it never occurred to you to consider safety in your entire flying experience? Dumb
Nah it’s not dumb.
VERY WELL DONE! And that from a fellow PC-12NG pilot. Everything was done with the highest degree of professionalism. And your ATC comm procedures were impeccable. I teach instrument flying and that is one thing that most IFR pilots are weak on, and is one of my pet peeves. I could not offer one suggestion on how to improve upon yours. Just an awesome demonstration of how to fly not only the Pilatus, but how to make a technically correct IFR flight, and this from a retired airline pilot with 30,000 hours. I used to fly S/N1600 with the 5 blade prop but but now fly S/N 1054 with the 3 bladed prop. There is a dramatic difference in acceleration, climb performance, and the most noticeable is in how much better the 5 blade stops when using reverse thrust. A job well done.
Thank you Joel! I used to be one of the pilots that are weak on the radio. It wasn’t until I was around 1,000hrs and had been flying almost exclusively in B/C/D airspace that I finally felt completely at ease on the radio. To those reading this who feel like they won’t ever feel at home on the radio, don’t worry! It will come with practice, and probably sooner than it did for me!
I feel otherwise flying PC-12/45s for the RFDS. This needs a lot of tiding up. Also flying a PC-12 isn't as easy as the brochure says/
Russell, I have the utmost respect for RFDS and I’d love to hear the critiques you have for me. If you would be willing to email me at pilatusgrant@gmail.com I would really appreciate it!
I saw Your Old Airplane at Sturgis. Getting ready to go Over Seas. Great Video. Thanks for Sharing. Hope to See You around Sturgis one Day.
I’m still hoping to get on that flight, but not sure it’ll happen. It would be quite the experience!
I'm very glad to have found your channel, Grant. If that minimums approach had your heart pumping, you certainly didn't show it - very calm and competent. Thanks.
Thanks Robert!
Looking into getting into the PC-12 world shortly, which brought me to your channel. My ears perked up when I heard you receive a clearance to EXX. I'm born and raised in Davidson County, NC and am on the tail end of my CFII life there at EXX. I've got about 900 hours of dual given in the 172 that appears at the end of this video, 2818E. Shot that same approach down to mins about two months ago in a Cherokee and broke out right as I passed that plant on the right side, same as you. I was excited to see you use the GCO as I have never been able to get it to work. I'm glad I'm not the only one.
This is what I’m looking for on a IFR flight with You Grant
Even my heart rate was up on that approach, outstanding job sir!
I wouldnt be changing the config of the aircraft at minimums just land flaps 15 it does great
Good job! Thanks for trying to use the ground telephone link. I am going to check that out for future contact of FSS to cancel flight plan.
Patrick from Albuquerque
Wow! I thought it’d be a go around! Great flying I could only believe I will do one day! Thanks
Leaving a comment for the algorithm, can’t watch right now, will update when I do. Keep it up man.
Thanks John!
So cool to watch these ILS to Minimums! One day I hope to do the same, hopefully a PC-12 as well! Great video!
Just missed you... tookoff into that schmoo earlier...
Great BBQ just down the road.
The guys at FlyHigh are great ... one of my favorite airports..
They are great! I’ve always had a good experience there.
great video and an awesome approach, would you mind showing close up view of the instrument panel once awhile?. that will go great together with the approach plate overlay... thanks.
Thanks! I don’t have enough cameras at the moment for all the views I want to show. For this flight I chose over the nose instead of the panel. I wish I’d have had the panel for this one though, it would have been awesome. I do have another approach video (ruclips.net/video/ZsSJqPdMpd4/видео.html) with a full RNAV approach with the panel.
Nice... subscribed!
Thanks for the ride. A note of interest. I did my first minimum ILS at night with one miss and second try just made out lights. Exciting. I now fly PC 12 on Xplane 11. I use 3 40” tv’s and 5 other monitors. It’s really an enjoyable hobby after 26 years in an Arrow.
That sounds like a stressful first ILS to minimums John! And also a great sim setup!😁
really low minimums.. your great buddy❤
Took Nerve but followed the rules. Thumbs Up!
Wow grant you greased that landing buddy
Thank you for making these videos. As a FSX Pilatus pilot 😂 and actually getting my private pilots license it’s definitely motivation. I love the pilatus. Thanks again.
Good luck with your training Josh!
Another superb upload. Really appreciate the image quality, multiple cameras setup, audio levels, tight editing, and sparing use of good music. (That's where many people posting videos on YT are assailed . . . "just gimme the sound of ______, darn it!.")
The only surprise element on this episode was as you were taxiing to go out, thought you were wearing shorts. Was going to blast you in Comments for putting comfort before reason then realized later they were simply khaki pants.
Keep up the excellent work. Will buy you coffee next time.
Thanks! Yep, it’s impossible to please everybody. You can blast me for my shorts on the next upload!🤣
X
Good flight I enjoyed it. Thanks.
Hope you were able to enjoy some fabulous Lexington NC BBQ!! Really good
Great video. I need to get back up in the air
Damn you make it look so easy and calm. Pro Pilot
Awesome approach. I hadnt seen one like it until now. Earns my subscription!
Awesome, thank you!
WOW! I’m a visual learner and the real time moving map approach plate helped me a lot.
Nice stuff. Excellent performance on the Pilatus, it's an aircraft I am a fan of. Reminds me a little bit of the TBM 930, although that's the king of turboprops for me.
As always, depends on the mission. The TBM is faster but on another Grant vid he had, if I recall correctly, 4 kids and 4 adults on a trip that was over 600 miles. You will not do that in a TBM.
Depends on your mission. TBM is half the size interior, no lav, and nowhere near the useful load. It’s just a little faster and that’s negligible for most short flights anyway.
I was puckering a little myself! Great job, Sir!
Thanks!
Excellent video in every regard!
Welcome to North Carolina. I don't think I've come across a GCO that worked in at least 10 years. Fortunately, we now have the published phone numbers direct to the approach controlling ATC. No need for GCO. No need to call Flight Service.
Well done, thanks for the thrill !!!!!!!
Super job and your usual great video. This one was very fun to watch! Thx for your continued efforts!
Appreciate it Randy!
Excellent! Thanks for the ride along.
Damn that was enjoyable to watch!
Thank you sir!
Great video, as always! So cool to see your channel grow so fast!
Thanks!
Beautiful Plane !
Very interesting.
Thank you.
Nice job!!!
Thanks Terry!
Very nice job done
Thanks David!
Hey, Another Great flight with you! About the time you posted this I was walking across the ramp in Texas and thinking I need to check if you posted another flight... Great minds fly in formation.
Excellent Grant!
Nice approach!
Thanks Josh!
@@GrantBaker Need to join you for a flight one of these days!
my dream is to fly this plan, I love the PC-12!
Nice landing, men!!! ILS minimus. Very good!!!!
Thanks!
excellent video!
Thanks Robert!
Right on the money!
Excellent thank you for posting
Great intro and nice job on landing near minimums. My heart was up a bit and I’m just at my desk! I can’t imagine what yours was doing. Way to control it.
Thanks Lance!
that was awesome!
Excellent IFR flying!
Thanks!
such a cool plane 😍
I agree 100%!
Great video
Thanks!
Great job!
Great flying!
Thanks Rob!
Love it!! like to do some touch and goes!
Awesome nice video Grant!
Thank you Liam!
I’m ready
Nice work Captain!
Thanks John!
Cool video - gotta love when ATC gives steep intercepts at uncontrolled airports. If I had to choose flying to mins in foggy conditions - day or night - I'd take a night approach every time. The approach lights help a lot. Ask me how I arrived at this conclusion. LOL
Thanks for sharing, sir...
Thanks Karl! Yeah definitely a lot easier to see the lights at night.
Subscribed. Very nice flight.
Nice approach captain!!
Love it! Near 1000 hours and want to fly a PC12. You are a total pro and as someone else said your ATC comm is perfect. Also a pet peeve of this double-I.
Thanks Brian! Tradewind or PlaneSense would be good options to get into a PC12 if you’re in the states.
@@GrantBaker In the KATL area. Are you part 135 or 91 private owner(s)? How did you get there? Did you have ATP when you started flying the PC12? Thanks!
We are all 91. Yes I did have my ATP before we got the Pilatus. I talked about my aviation background in this video:
ruclips.net/video/eGVfIcKCuDE/видео.html
@@GrantBaker Thanks! I will check it out. Somewhat new to your channel.
@@GrantBaker Just watched that video and very cool! I am too old for airlines but that sounds like a great gig and I would love to do something like that! I got much of my IFR experience flying a Cirrus SR22 doing Angel Flight missions and mainly do IFR instruction in a flying club these days when not doing my day IT sales job.
Nice job their Grant!!
Thank you sir!
@@GrantBaker There's a brand new Pilatus parked next to me at KSMO and that is a beautiful plane. Every time I pull up I get a little 'Pilatus Envy'.
Great vid, thanks for sharing! A camera on the PFD on this approach as an inset would have been even more lovely. Any chance to reposition the gopro on your left window easily?
I agree! I usually have the camera that’s over the nose on this vid shooting the panel. I’m planning to get another camera soon so I can get both angles!
Nicely done👍👍👍.
Nice job Mate!
Thanks Richard!
well done - heart pounding ?? ......im working on my Instrument now .... just a check ride away .... was hoping the heart pounding would go away after the DPE gives me her signature in my book - im guessing that wont happen :-)
Good luck on your Checkride, Chuck! It does get better as you get more proficient, but every once in awhile it still gets your heart going!
Wondering why you stayed at FL 210. Great video!
Thanks! The reason I chose FL210 for this flight was probably the headwind, but I don’t remember for sure. I generally fly closer to FL250, but around FL200 gives you the highest TAS.
I have a few videos in the PC-12 as well, captain on the KA200 now, also have videos of that.
15:35 - now that brings new meaning to the term "Prop wash". :-) Btw - did you depart Goshen on a Sunday morning? The roads looked rather quiet down their as you took off to the east. Really enjoyed riding along!
Yeah it got pretty wet there for a bit! It was a Monday morning. 🙂
that was an excellent display of IFR procedure including the radio calls and again I Echo some of the thoughts about being nervous on the radio and yeah it's pretty daunting to have to broadcast your intentions and also do your read backs correctly the first time it can be very nerve-wracking because you're up in the air with a bunch of professional pilots and last thing you want to do is stumble or stutter or make any you know mistakes because you want to also be perceived as professional and so it can be very nerve-racking and I agree when I started flying too I was nervous on the radio a little tentative and after a little while after doing many cross country flights I didn't do any IFR but many flights I really work on my radio technique. so kudos to your professionalism and excellent procedures and this is making me want to get back in the in the left seat again one day I haven't flown for a long time but I would love to go back and do it again and the PC 12 is an amazing aircraft it's high on my list. only question though is cabin pressurization I've heard that the cabin pressure is quite actually low so therefore the cabin altitude is about 10,000 feet which is a little thin what are your thoughts on this... Why did Pilatus go with a fairly high cabin altitude.
Thanks James! Your radio work will get there with practice. 🙂 10,000 is the cabin altitude at the service ceiling and the maximum pressure differential of 5.75. Most of my flights are in the 5-7,000’ cabin altitude range.
@@GrantBaker so if I want to maintain my cabin pressure at about 8,000 ft then my service ceiling for the aircraft is going to be just under 25,000 ft.... the service ceiling for the pc-12 I think is 30,000 ft so if I want to operate up there I'm going to be risking potential onset of hypoxia with cabin pressure of 10000.
It’ll be higher than 25,000. Incidentally, I just bought a pulse oximeter and was paying extra close attention to cabin altitude on a flight yesterday. At 26,000 I had a 7,380 cabin altitude. But yes, you risk hypoxia onset for long flights at high cabin altitudes. You still need to watch for the signs and take some breaths of the supplemental oxygen if you start feeling hypoxic (or if your spO2 gets below 90%).
Great video, do you fly into KEXX often? I’m based there, looking forward to watching more videos.
We don’t fly there regularly, but we’ve been in a couple times in the past year.
what beauty she is... difinitely a bucket list item
She sure is!
Very nice graphics
Good morning Grant Baker, Airmen777
Good morning Mr. Anderson!
f'kin subbed!
Gostei show de bola
Excellent!
Awesome
Thanks Roy!
Great video, Grant. One question. Once cleared for the approach what is the advantage in waiting to arm the approach after intercepting the localizer? Thanks
JP, the autopilot needs an angle less than 90 degrees to intercept properly. When it’s close to that, I wait until it’s intercepted the course to make sure it doesn’t turn the wrong way or do something weird.
@@GrantBaker Thanks Grant
25:33 I spy the plane I earned my CFII in - N1740C. Small world!!
3 miles vis in mist is a total contradiction. And there was no mist !!!
Hello Grant, just found your channel. Brings me back to years ago when I was flying a 47. NG had just come out and we thought it was so awesome. One question, we used to fly at 720 because 760 was max, I notice that you fly a lot at 760, so I guess that is one of the enhancements of the NG you are flying? What is max? I miss the PC-12 so much, so very easy to fly.
It’ really is an awesome plane to fly! 820 is max on the NG. 780 is recommended by Pilatus for climb. You’ll probably notice that I have been using 800 for climb, but I’m going to switch to 780. Cooler temps=longer engine life, and that extra 20° isn’t necessary for most of my flying. For cruise, I use the max cruise torque setting, which is usually around 790.
@@GrantBaker Thank you, I think our owner was wanting to be super conservative too.
puckr factor.. for me??!! 80%. GOOD IFR WORK FOR YOU.
Our company almost bought a PC-12 a couple of decades back. Then went bankrupt. Would have been lovely.
You’d have loved it!
That was to mins? Visibility was excellent.... way better than 1 mile... looks like it could be almost VFR under cloud deck.... try some 1/2 mile vis ILS's.... or 1800 RVR with runway CL and TDZ lights.... Anyway your autopilot works well.
It was to 40’ above the cloud ceiling mins. The reported visibility was 3sm, so not bad at all. I show the weather at 13:04 in the video. The autopilot in this airplane is extremely capable, but I still enjoy hand flying approaches, which is why I turned it off at 19:28 and hand flew this approach.
@@GrantBaker beautiful plane
09 at GSH has a magnetic heading of 093. If you’re bugging the runway heading, would it not be more prudent to bug the correct heading?
Great video and flight, thank you for that.
I just have a few questions.
Would ATC have given you a shallower intercept angle for the FAC if you had asked them for one ?
With an upcoming 90-degree intercept angle, perhaps that glide-slope would be coming in before the LOC needle comes off of full scale.
I suppose you could have done a course reversal in the depicted holding pattern, as long as you told ATC beforehand, so he doesn’t flip out.
I’m surprised ATC didn’t give you a frequency or phone number, or both, for you to cancel your IFR once on the ground.
Your difficultly in cancelling your IFR after landing, was holding up the airspace for both inbound aircraft behind you, and for outbound IFR departures, and ATC would probably want his airspace back just as soon as was possible, hence you would think that he would have made that easier for you airborne, by providing you with frequencies and/or phone numbers for you to cancel your IFR with.
Thanks Daniel! To answer your questions:
Yes, ATC would most likely have given me a shallower intercept angle if I'd asked.
The hold in lieu of a procedure turn is actually required unless you are getting vectors to final, are on a published course marked "NO PT" or are cleared for the straight-in approach. None of those applied to me, so that's why I clarified that he didn't want me to do the hold.
In the handoff to the airport advisory frequency, he says "cancel in the air this frequency or on the ground with flight service," so he did give me a phone number to call, it's just one that all pilots should know so he doesn't give me the digits. There is also a Ground Communications Outlet there that has a published frequency. This calls flight service via landline to facilitate faster/easier communications with Flight Service. I have only used one once or twice including on this flight. Apparently they aren't monitored, so you'll get unreported outages as I did. The guys at the FBO didn't even know it was down. In addition, the FAA has begun publishing phone numbers for ATC facilities to call for Clearance Delivery at most smaller airports, so there were plenty of published options to use. The majority of small airports don't have any clearance frequency, so your only option is to call Flight Service or ATC after you shut down. Holding up the airspace for that length of time is not at all uncommon.
@Grant Baker
Thank you so much for the clarification and explanations.
Please keep up the videos. They’re fantastic !!
No problem! I didn’t answer your question about the Glide slope needle coming in before the LOC is off the peg. It wouldn’t be an issue on this approach. The lightning bolt at JOVNI indicates where you should expect to intercept the glide slope, and JOVNI is 6.8nm from WOKIR, so even at 3000, it’ll be a few miles before the GS needle becomes active.
How come when you got cleared for the ILS you wanted to confirm straight in? Aren’t you already cleared for the approach?
Yep, I was cleared for the approach. But if there's a hold like the one at WOKIR, you are required to fly it unless: ATC clears you for the straight in, ATC is giving you vectors to the final approach course, the MSA sector says NO PT, or you are on a published route that says NO PT. Since none of those applied and I guessed that he was expecting me to continue straight in, I confirmed it with him. It's always better to ask if you aren't sure!
Section 5-4-6 in the AIM has more information. www.faa.gov/air_traffic/publications/atpubs/aim_html/chap5_section_4.html
@@GrantBaker Yep, on more than one occasion I’ve had ATC thank me for asking.
Grant GREAT video. Question? I liked the way you were concerned about the steep 90 degree turn to get on final. By not activating the approach I assume you were on magenta needles until in bound and then when activating approach it switched to green needles. Is that correct?
Correct, I stayed on FMS until turning inbound, then switched to LOC. It might’ve been a little better if I’d have waited until I was centered on the inbound course. You can see the plane turn more aggressively when I make the switch. If I would have had a camera on the PFD, you’d notice that the needles were still magenta. That’s because on the Honeywell Primus, the active nav is magenta no matter the source.
Nice job……
Where did you go to train for the pc-12
Scott, I have been going to SimCom.
Are coupled AP approached not authorized?
They are, I just enjoy hand flying them.
@@GrantBaker Enjoy your videos and learning a lot. Hoping to start flying the NG soon!
Does anyone else hear Captmoonbeam @18:04?
Could you please include distance flown in your stats.
Sure thing John!
Does not look to minimums. Looks like about 800 AGL, not 300.
Things don’t always look on video like they do in real life. It was 300’ AGL
Like the video for technical content, but could you keep the Very Annoying Disney Music off next time?
Why would you add 30 flaps at minimums to destabilize an otherwise completely stable approach? (I speak from experience having 20k + hrs with a major airline)