As always on this channel, very well researched and presented. Nice to have the actual flight following the pre-flight planning and not just the classroom stuff. Shows you really know what you are talking about.
Great information guys! Maybe we can get more pilots to give PIREPs of the tops! Just starting my Instrument training and its really good to see some real-life instrument flights. The only thing I wish I could have seen was the MFD screen to see how you work through the navigation portion of it. Keep up the great videos!!!
Excellent content as always. In the middle of my IFR training, so VERY informative. Curious on decision to cross over the ridge where you did. If you could go through that process a little at some point, would help.
Stan, Thanks! The cloud tops appeared to dip southwest of our position, and seemed to line up with the drop in the Culebra mountain range about 25 NM north of KAXX (Angel Fire). The range drops from roughly 14,000' peaks to scattered 12,500' peaks. The cumulous clouds were fair-weather cumulous, only a few thousand feet tall , and they tend to follow the mountain peak heights. With fair-weather cumulous, finding lower mountain peaks often translates into lower cloud tops. We could have also flown south of Santa Fe to avoid the entire range, which is often the plan when the icing potential is greater, or we're facing thunderstorms.
Bit late to the party, apparently... :) Great content, as usual. Just wondering though, is there a reason why you didn't include the Skew-T plots? I typically look at those to have a first idea of tops.
One question is how can pilots know preflight if there will be a layer of clouds above them & below then & there's a pocket of clear airi in between layers? I know you can tell cloud base & cloud tops but can they know if there will be multiple cloud layers? What indications are they like looking for?
Another great video. I like the classroom beginning followed by the practical flying at the end. Curious. I'm sure you've probably said this in the past, but why don't you remove the CAPS cover during your preflight? Looks like it is in place for the whole flight. I keep my ignition key on my CAPS Pin so that the pin is always pulled during flight. I keep my door key on my normal key chain. One more question, is do you offer any mountain flying courses? If I bring my 2007 SR20 to Denver, is it capable of getting to say, Steamboat via Rabbit Ears or not? Thanks!
Excellent putting planning together with a real flight! Great content including picking up a real clearance that will help IFR students! Is ATC actually passing along all of your reports to FSS to get them published as Pireps? They don't actually publish them do they? And I guess you could pull up the pireps overlay and see if all your reports are showing up?
Good question - when you give a pilot report to approach control, they have a system that they type it in to. That PIREP gets sent to Flight Service and Center, and it's then published digitally so you can see it on the web, as well as through EFBs like ForeFlight and Garmin Pilot. ATC has a set of criteria when they need to publish PIREPs, so not every PIREP will necessarily be published (e.g. light turbulence on a clear day might not be reported).
Awesome video, questions: 1) what is the "horn" 2) is there a mountain flying rule that says to cross the mountains at 90 degree angle? thanks. Oh, just got my instrument rating last week. What an awesome, yet humbling experience. Jim
While climbing through the layers, you advised the controllers of the tops. Was that information sufficient for a PIREP? I would have been interested to see you look PIREPs after the flight to see the ones you may or may not have generated.
I heard you say I’ll put the ILS 30R in as a back up. Is that a separate back up flight plan? Or is there a way to incorporate that into the active flight plan. Great video. Thanks
I have often wandered why no one has tried to route the exhaust pipes just behind the leading edges of each wing all the way to the tips. I feel this could be accomplish forward of the main spar and separate from any fuel bays aft of the forward spar. This would give every none fabric wing ice protection. Any thoughts on this..! Loving your show with a big thumbs up. Thanks again.
Great question! Most multi-engine jet aircraft use engine bleed air routed through pluming in the leading edges to deice, but you won't find those systems on reciprocating engines or most turboprops. The exhaust system on a recip doesn't generate enough hot air to heat the entire wing and tail evenly, and the system would add back-pressure to the engine, which takes away horsepower. Turboprops generate bleed air, used for cabin pressurization, but usually can't generate enough extra bleed air to provide heated air for deicing. So, they typically use the bleed air to power rubber boots on the wings. Plus, the heat resistant plumbing needed to set up a heated deicing system on a prop would probably weigh more than a TKS or booted anti/deice system... Just a guess there, though.
What does “level change 120” mean? I see it’s associated with an airspeed bug, but cant figure it out. Is it related to flight levels or separate? And fantastic video as always!
Conway, we're setting "Flight Level Change" (FLC) at 120 knots - but we say "level change" in the cockpit because pilots need to abbreviate everything ;). Flight Level Change on a Garmin autopilot is almost the same as Indicated Airspeed Mode (IAS). It holds an indicated airspeed we select, and then transitions to Altitude mode (ALT) once we reach the selected altitude. However, IAS mode will pitch the airplane towards the selected speed, even if it takes you away from your selected altitude. FLC mode only pitches towards the selected speed if it results in a climb or descent rate that will take you towards the selected altitude. For example, if you select an altitude above you, then engage FLC mode and set a speed faster than your current speed, the autopilot will maintain its current pitch attitude until the faster speed allows you to climb towards the selected altitude. IAS mode, on the other hand, will immediately pitch you down toward your selected airspeed - resulting in a descent, when you really wanted to climb. The modes are the same whether we're using the flight director - hand flying and following the command bars, or flying with the autopilot engaged.
@@invetegon4596 The white part is an "oxymizer." It conserves oxygen so that the bottle lasts longer. With standard cannulas, we'd have 11 hours of oxygen for two people at 17,000. With the oxymizers, we have 21 hours. They save on cost, and oxygen can be hard to find on weekends - so they're worth the odd look!
Ha! They're oxymizer cannulas. We need oxygen above 12,500', and the white "mustache" conserves oxygen. They cut down on the cost and the bottle lasts longer...
@@Boldmethod Thank you for sharing this with me!. I don't like asking questions in fear of being disrespectful to those who serve!. But I'm always glad to learn something interesting every single day!. 🙏
As always on this channel, very well researched and presented. Nice to have the actual flight following the pre-flight planning and not just the classroom stuff. Shows you really know what you are talking about.
Thanks Tom!
Really nice job, love the heads up display on the forward view.
Awesome video! Working my instrument and this is a perfect lesson lots of info, ATC audio, and not alot of fluff
Thanks Trevor - Have fun with that instrument ticket!
Very informative and professionally presented.
Excellent video editing.
Thanks Wesley!
Great video guys, super informative and easy to follow for a someone new to flying.
Thanks, Jacob!
Great stuff, thanks for this and I hope you do more for the Learn To Fly playlist!
Great information guys! Maybe we can get more pilots to give PIREPs of the tops! Just starting my Instrument training and its really good to see some real-life instrument flights. The only thing I wish I could have seen was the MFD screen to see how you work through the navigation portion of it. Keep up the great videos!!!
Thanks Roger!
Really-really good video! A gem!
Thanks for your great effort, excellent work.
Great video, I wish you guys would start making more vids.
Excellent! One of your best ever!
Thanks Bill!
Excellent video
Excellent content as always. In the middle of my IFR training, so VERY informative. Curious on decision to cross over the ridge where you did. If you could go through that process a little at some point, would help.
Stan, Thanks! The cloud tops appeared to dip southwest of our position, and seemed to line up with the drop in the Culebra mountain range about 25 NM north of KAXX (Angel Fire). The range drops from roughly 14,000' peaks to scattered 12,500' peaks. The cumulous clouds were fair-weather cumulous, only a few thousand feet tall , and they tend to follow the mountain peak heights. With fair-weather cumulous, finding lower mountain peaks often translates into lower cloud tops. We could have also flown south of Santa Fe to avoid the entire range, which is often the plan when the icing potential is greater, or we're facing thunderstorms.
Love the amazing footage! How do you show the HSI and performance indications of the aircraft in your footage?
What a video!!!! Thanks
Well presented
Thanks!
Bit late to the party, apparently... :) Great content, as usual. Just wondering though, is there a reason why you didn't include the Skew-T plots? I typically look at those to have a first idea of tops.
One question is how can pilots know preflight if there will be a layer of clouds above them & below then & there's a pocket of clear airi in between layers?
I know you can tell cloud base & cloud tops but can they know if there will be multiple cloud layers?
What indications are they like looking for?
Another great video. I like the classroom beginning followed by the practical flying at the end. Curious. I'm sure you've probably said this in the past, but why don't you remove the CAPS cover during your preflight? Looks like it is in place for the whole flight. I keep my ignition key on my CAPS Pin so that the pin is always pulled during flight. I keep my door key on my normal key chain.
One more question, is do you offer any mountain flying courses? If I bring my 2007 SR20 to Denver, is it capable of getting to say, Steamboat via Rabbit Ears or not? Thanks!
Excellent putting planning together with a real flight! Great content including picking up a real clearance that will help IFR students! Is ATC actually passing along all of your reports to FSS to get them published as Pireps? They don't actually publish them do they? And I guess you could pull up the pireps overlay and see if all your reports are showing up?
Good question - when you give a pilot report to approach control, they have a system that they type it in to. That PIREP gets sent to Flight Service and Center, and it's then published digitally so you can see it on the web, as well as through EFBs like ForeFlight and Garmin Pilot. ATC has a set of criteria when they need to publish PIREPs, so not every PIREP will necessarily be published (e.g. light turbulence on a clear day might not be reported).
Awesome video, questions:
1) what is the "horn"
2) is there a mountain flying rule that says to cross the mountains at 90 degree angle?
thanks. Oh, just got my instrument rating last week. What an awesome, yet humbling experience.
Jim
While climbing through the layers, you advised the controllers of the tops. Was that information sufficient for a PIREP? I would have been interested to see you look PIREPs after the flight to see the ones you may or may not have generated.
Love the content. Mixture rich at 5500 field elevation?
216BD is turbocharged, so the mixture’s set rich for takeoff, climb and landing. Otherwise you’re right, we would have needed to lean it out.
Turbo normalized engines fly at full rich until reaching cruise flight and then you lean out.
Thank you sir
I heard you say I’ll put the ILS 30R in as a back up. Is that a separate back up flight plan? Or is there a way to incorporate that into the active flight plan. Great video. Thanks
I have often wandered why no one has tried to route the exhaust pipes just behind the leading edges of each wing all the way to the tips. I feel this could be accomplish forward of the main spar and separate from any fuel bays aft of the forward spar. This would give every none fabric wing ice protection. Any thoughts on this..! Loving your show with a big thumbs up. Thanks again.
Great question! Most multi-engine jet aircraft use engine bleed air routed through pluming in the leading edges to deice, but you won't find those systems on reciprocating engines or most turboprops. The exhaust system on a recip doesn't generate enough hot air to heat the entire wing and tail evenly, and the system would add back-pressure to the engine, which takes away horsepower. Turboprops generate bleed air, used for cabin pressurization, but usually can't generate enough extra bleed air to provide heated air for deicing. So, they typically use the bleed air to power rubber boots on the wings. Plus, the heat resistant plumbing needed to set up a heated deicing system on a prop would probably weigh more than a TKS or booted anti/deice system... Just a guess there, though.
What does “level change 120” mean? I see it’s associated with an airspeed bug, but cant figure it out. Is it related to flight levels or separate?
And fantastic video as always!
Conway, we're setting "Flight Level Change" (FLC) at 120 knots - but we say "level change" in the cockpit because pilots need to abbreviate everything ;). Flight Level Change on a Garmin autopilot is almost the same as Indicated Airspeed Mode (IAS). It holds an indicated airspeed we select, and then transitions to Altitude mode (ALT) once we reach the selected altitude. However, IAS mode will pitch the airplane towards the selected speed, even if it takes you away from your selected altitude. FLC mode only pitches towards the selected speed if it results in a climb or descent rate that will take you towards the selected altitude. For example, if you select an altitude above you, then engage FLC mode and set a speed faster than your current speed, the autopilot will maintain its current pitch attitude until the faster speed allows you to climb towards the selected altitude. IAS mode, on the other hand, will immediately pitch you down toward your selected airspeed - resulting in a descent, when you really wanted to climb. The modes are the same whether we're using the flight director - hand flying and following the command bars, or flying with the autopilot engaged.
Boldmethod awesome explanation, thanks! Keep up the work; as an IFR student these videos are amazing
That thing on your nose is oxygen right?
That's right - nasal cannulas.
@@Boldmethod interesting. I've never seen one like that. Thanks for the reply!
@@invetegon4596 The white part is an "oxymizer." It conserves oxygen so that the bottle lasts longer. With standard cannulas, we'd have 11 hours of oxygen for two people at 17,000. With the oxymizers, we have 21 hours. They save on cost, and oxygen can be hard to find on weekends - so they're worth the odd look!
🔥
No ice
Just got my IFR however the only ice I’ll take is what’s in my glass 😉 otherwise very informative.
Gotta agree with you!
contrails disrupt global weather patterns does ot matter if it is on purpose
Those look like giant Breathe Right Strips covering their mouths!. 😂😂😂
Ha! They're oxymizer cannulas. We need oxygen above 12,500', and the white "mustache" conserves oxygen. They cut down on the cost and the bottle lasts longer...
@@Boldmethod Thank you for sharing this with me!. I don't like asking questions in fear of being disrespectful to those who serve!. But I'm always glad to learn something interesting every single day!. 🙏
@@imhappyandyou.4003 Don't be afraid to ask. Glad we could help!
@@Boldmethod Thank you!. 🙏