I feel like you missed a golden opportunity after you received instructions to follow the JINGL 5 approach into Opa Locka... "Roger that, will follow JINGL all the way."
Just wanted to say thanks you’ve inspired me to pursue my dream of flying. I start in January to get my degree in aviation and when I graduate I will have my cpl, cfi, with multi engine and instrument railings.
Steveo, you do a fantastic job of explaining your thought processes and actions to your audience. Great production quality with great narration. Thank you for sharing your experiences of general and commercial aviation. Cheers.
Here I am (15 k hours big plane pilot)watching with my 17 yo son (0 hr pilot wannabe) and we are both loving your videos the same. Says all about how you, the best pilotyoutuber out there, yeah-you Steveo, manages to ignite or reignite that spark over a wide spectrum. From pilots to, not yet - pilots. Love your vids! And I still want to switch jobs with ya'.
Michael, then I say you aren't watching enough pilot videos. Make sure to check out Steveo's partner in Crime, Flight Chops. Also check out Greg at Premier1Driver. Baron Pilot is another south Florida pilot to follow, and if you like the West Coast, check out Jerry W. For your son, to show him what's possible, check out Matt Guthmiller (sp). All sorts of pilots, all sorts of experience, all of them fun to watch and learn from.
This guy's the best! I aint no pilot but from watching many of Stevos videos I can tell that he's truly a good pilot. Full control all the time and very structured. I would put my life in this guys hands no doubt!
If you had been IMC, and let it go that far, I would have been disappointed with you. If I had gotten to the OM, and was that high, I would have called the controller and aksed to break off the approach and re-enter at the appropriate altitude.
You always have the talent to show in your videos how cool aviation can be. I want to share with you that probably i made the decision of becoming a pilot viewing some of your videos while thinking "I need to do this". Today i did my first solo flight. You are doing a nice job inspiring people.
Hey I heard you when I was flying over the Gulf on our way down to CUN two days ago, just heard your tail number for a second before a freq change! Small world. Blue skies!
I'm SO glad you've gotten back to this type of 'step by step' flying from 'take off to landing' vlogs that hooked me into your channel to begin with. The 'motorcycle, Booster board and sightseeing' stuff is nice but there's no shortage of that on YT. THIS...is what you do better than anyone else and the TBM is one sexy plane! Love the new 'dash-cam' and it would be great if you could upload this type of vlog more often.
As a retired airline pilot I enjoy your videos and the great production quality. I also am impressed by your professionalism in the cockpit. As for the poor ATC handling prior to the FAF I think as long as you remain above any step down altitudes or minimums for the localizer only approach and get the descent rate stabilized prior to 1000’ there is no requirement to go around if above the glideslope. That is not to say that to go around is a bad decision in that case... or ever if you are not happy how things look!
You handled that like a true pro steveo. Always enjoy watching your videos. Especially enjoy it when your challenged and handle it as well as you did then. Great work buddy.
Good recovery.That is why you always do these things in order: *Aviate, navigate, communicate* You were aviating the whole time correctly even though you were forgotten (or missed) Then you navigated properly and finally were able to communicate. A young inexperienced pilot would have probably went missed and freaked out that they were forgotten or they would be really second guessing himself/herself thinking they had done something wrong. You're the best!
hello steve i have just passed the ir(r) rating in the uk. which is a basic ir for private pilots. so it's really good to see a pro doing it so well. also thanks for the commentary, make's the video interesting and informative.
Good job Steveo. The take-away, I suggest, is to be more assertive. Don't let the controllers get you in a bad spot. You saw it coming - let them know you'll be too high. ("TB needs lower to make this approach."). I enjoy your vids. Been flying an 850 (G1000) for a couple of months now in addition to many years in Lears. Love the 850!!
This has happened to me many times while practicing approaches into PBI and FXE while VFR. I think the workload and the fact that it’s not IMC is the culprit. I always get great service in real IMC.
Niko's Wings of controllers are poor in vmc they dont get any better in imc! I watched that for 30 years in the FAA. I was never very tolerant of poor performance like that.
Great job of recovering Steve ,,, you did what a true professional pilot does under pressure,,, fly the airplane ,,, the correct decision for the circumstances! If you had to go around you could have.
You shot a beautiful approach in perfect conditions. Yes, you were a little high and tight when the controller vectored you to the localizer and outer marker but you performed beautifully. Job well done!
Nicely done Steveo, it’s a credit to your airmanship and situational awareness that you were able to recognise and mitigate the threat as it developed, I’m guessing the last 20 miles of flight had plenty of learning points for you.
Mraviation101 started using a 4k mounted over shoulder and that seems to allow him to zoom in to more gauges however I imagine that increases edit time.
Love watching the videos and trying to learn all the different lingo and phrases you use as someone who has no flying background but as someone who loves your content and how you handle it. Well done and keep it up!
I miss SRQ so much. I learned to fly at VNC and have logged many touch and goes into SRQ and even my WORST landing ever. Right in front of an Eastern Airlines 727 holding short of 14. Thanks for the memories. I believe it was then 13 as the #s changed since then
Hey Steveo. I am an RV snowbird at the moment in Ellenton just north of Sarasota. I have been following you but not commenting for quite a while. It is "kinda nice" to be sitting in the same proximity as the point of your departure for this flight. I enjoy watching you, the Baron pilot, and Greg who let you fly his jet. Take care!! Hope all goes well for you in 2018. Keep those aviation RUclips videos coming. I enjoy them and it seems that a lot of others do also!! Remember to always land the plane right side up, landing gear down!!
Ohhh... THERE you are! Glad to see another video, Steve. I get a kick out of some of the little touches, like where you put the subtitles (e.g. "Starting the engine" on the glare shield. I love watching the start and shut-down procedure, too. Yes, I like the new panel-cam. Interesting: The autopilot will allow the aircraft to stall if you stay in constant-climb mode? I'd have thought it'd automatically disconnect when the stall warning went off. Seems that'd be a good safety feature. Great job salvaging that approach! Have you put on some weight? Watch those pilot box meals! Thanks for sharing.
great video, love the mood in the beginning: nice little airport, post sunset atmosphere, well dressed pilot flying a lovely turboprop. and that sky, the moon and the gulf once you were up there! a dream ...
Two suggestions for the future... Since you clearly knew the vectors were going to cause issues, you could have prompted the controller for a change to set you up for success. Don't let the controller paint you into a corner. The other option would be to slow down earlier during the radar base, buy yourself and the controller more time to fix the situation. Great recovery, but definitely ways to have set up for success a LOT sooner.
Yeah the TBM I believe is faster than a few VLJs and might still be the fastest GA turboprop, pretty much only a Q400, C-130 or TU-95 are the only turboprops that are significantly faster. And of course the C-130 and Tu-95 have 4 engines to the TBMs one.
I fly a Citation CJ1 and Citation Mustang and our Vapp/Vref speeds are around 109/102 & 101/94 respectively (varies with weight). So yea there are some VLJs that approach and land fairly slow.
Steveo, as a non Pilot I wanted to say I LOVE all aspects of your vlogs. Really like the new camera and the Captioning on this vlog and hope you will continue captions in future vlogs.
Sounds like the guy right after you had to make changes on his landing vectors. I'm surprised, usually Miami-Opa Locka Executive usually has good traffic controllers.
GunAndBomb I dont think steve is a hand holder. His background and training I'm sure enables him to work through any situation he may encounter. I'm not sure why some controllers leave a person hanging but I'm sure it happens from time to time.
googles full scale deflection on glide slope: The glide slope is the second part of the ILS approach system that provides vertical, up/down guidance toward the runway touch-down area...
Couple of comments, if you don't mind. 1. The camera on the window looking at the panel is great, but if it's possible to move it back along the window a little further, and have less of an angle on the panel, that might be great. 2. Fly as you train, train as you fly. We talk about the links that lead to an accident. Okay, this was a severe clear night into Opa Locka, and you could see everything, but accepting bad information from the controller, allowing him to forget you in the approach environment, etc., are all links in a chain that might lead to an accident. As I said, severe clear, so you saw the airport, etc. But, my point is, there might be some other pilot out there who gets into a similar situation in the soup and his thought is 'Oh, Steveo made it, I'll make it too.' Well, no. If you don't like the way the approach is going, speak up. You are the final arbitrator of all things, and if you don't like the way things are going, the FARs give you the right to not follow the instructions. In this case, a friendly prompt to the controller would have been all it took. As always, there's an opportunity to learn from your videos, and I'm glad you make them and put them out there for us to see. Thanks! Finally, two shout outs on freq? Steveo is gettin' some love! :D :p
Gary C Very hard to offer constructive criticism on the internet without getting hard trolled ... refreshing to find an environment where civility and good humour reign. You are absolutely correct and I'm sure Steve will agree.
Thanks Allan. I haven't flown as PIC is near to 40 years now, but I still love aviation and all things concerned with it. Aviation safety is very important, and we're getting better, but the 'chain of events' before an accident can sometimes be hard to see until it's too late to do anything about it. Lessons like what Steve shared with us should be reinforced for other pilots.
I can see your point about another less experienced pilot getting the wrong impression. but considering it was a busy frequency and that the worst case would be a go around on a beautiful night, a few more minutes of video and a less clickbaity title IMHO Steveo made the right call. TBH I think he secretly wanted to fly the missed approached over Miami, would have made better video than direct in over the everglades.
If it’s night or marginal VMC I would at least load an approach to the landing runway and look at the altitude etc. more-so for vertical & lateral guidance but I wouldn’t necessarily request a clearance for it on a night like that. If you think about it many pilots would just fly the visual without any sort of navigation aids.
At 14:01 in the video you gave us a great view of my home town of Sanibel Island. I have not been back for a while, I need to make a trip. Thanks Stevo.
Hey Steveo, One camera view I like from your friend P1D is the view directly above the center control column which will view what your hands are doing and gives a good shot of the instruments.
You just reminded me of when I was doing night flight out of that little airfield in Homestead taking off to the west and nothing but darkness in front of me and the glow of my landing light, making a right turn toward Cutler Ridge and the Ocean so much fun!
Thanks Steveo. I'm flying the Caravan today into your part of the world. Looking forward to the nice temps even though it'll only be for a few hours. Fly safe.
Inspite of all the bad vectors you made it safely to the ground and to me thats passed your test, excellent job. As far as thunderstorms, you probably know more about their development and dessipation than the occasional flyer, thanks for sharing another great video.
Please don't get me wrong, but this would have been a fine approach if you would have fixed it early on. It's easy to blame the controller, but it's YOUR responsibility to ask for what you need. First off, 190 kts at the marker AND 400 ft high? (Over 200 kts gs on your little readout in the lower right corner) Aren't gear and flaps 178 kts in a TBM850? So, now you have to stabilize AND slow to gear/flap speed? You were well inside of the marker before you put the gear down. How could this have been "fixed"?? 1. Slow down. (more on that in a second) 2. If a heading of 150 takes you straight at the marker, then convey that to the controller and ask for something further right. If you had intercepted 2-3 miles out and at a slower speed (with approach flaps) you could have easily lost that 400 ft. Gear down at GS intercept (center dot). You were not on a speed restriction to the LOC, so why add to the problem by being hot? 3. Always remember...pilots fly the planes, not the controllers. If you don't like something, tell them. NEVER accept a clearance that will put you in an unsafe place. Tell them what's wrong with the clearance, and ask for something else. i.e. "That's going to put me right at the marker. Can we get 20 more to the right?" If he can't do it, then it's on to Plan B. Always have a Plan B. You figured out this wasn't going to work when you still had plenty of time to fix it with the controller. There is nothing better than to be sitting on the LOC, checklist done, briefed yourself for the miss ( I also flew single pilot) , and just waiting on GS and the gear. You have enough to think about inside of the marker, without adding unnecessary issues to deal with. Have you ever seen a ground-looped DC-10?? I have. Years ago at Stapleton. They were high, hot, and long on a wet runway. Word had it that they were trying to play catch up after being late all day. A miss and back in the stack would have made them look even worse. They ground looped it to keep from breaking through a barrier and running out onto a busy road. Craziest thing I have ever seen. Yes, you were vectored in too close, but the controller knew it was VFR, and just wanted you gone. If you had asked for 20 more to the right and he balked, you could have terminated this practice approach. He cleared you for a visual, so you really didn't need him, anyway. I would have had no problem fixing this approach early and comfortably flying it to minimums.. I think you're a very good pilot who could be a great pilot with some pointers. Be "street-wise in the air"...
Technically you should not intercept the ILS glideslope from above, especially at full deflection (the glideslope is so far down the indicator hits the mechanical limits on the gauge) because you're now way too high and require an extremely steep descent. if this is an airline flight the pilots would've gone around.
myk correct, together with a few other items like not being able to perform your altimeter check or intercepting a false glide slope (although there is a large enough margin normally, but stil). But the high rate of descent and the danger of a pilot pushing the nose down to intercept the glide so close to the ground (and maybe even in IMC conditions) is the most dangerous
Myk, yes, one can call the ATC facility and ask to speak with the supervisor of that facility and express your concerns to him/her. I don't think many pilots do that though as they understand that they are the ultimate responsible person for their flight. We all are human and we all make mistakes, even ATC controllers. One should always be aware of where they are and look at each instruction, vector, command, etc. given them by ATC to make sure that they can safely execute it. If not I teach my students to speak and say "unable". You may have seen the movie about Captain Sullenburger in which he used that phrase to ATC while trying to handle his emergency.
I am an atco from São Paulo approach control in Brazil, and I always watch your videos, a tip that I give for you... when you realize that the controller is busy, and you must to do something, try to remember him a detail that you’re expecting, that’s cool and that helps me so much when I am working at Guarulhos final approach... congrats for your beautiful videos!! My dream is become an airplane pilot like you!! See you!
Very nice recovery even with the bad vectors to final. Obviously, your flying experience and professionalism played a major part in you completing the landing safely. If you had visibility at mins, it would have been a definite go around. Fortunately that wasn't the case. Love the new camera set up and angles which display the cockpit instrument panel very well.
Once a pilot realizes that he's going to be too high to intercept the glideslope without full ILS instrument deflection, would it make sense to ask ATC for a lower altitude?
There was good pilot situational awareness. I suppose that if this flight had been in real IMC conditions then maybe something would have been said to the controller. But I don't really know, that's why I asked. Maybe the best thing to do is just go missed on the approach.
As soon as you requested the ILS the controller should have given you a right turn to widen you out and issue descent to ensure you joined the localizer at or below GS and no closer than 1 nm from the FAF in good weather. When visuals are advertised and you want in instrument approach it helps if you advise the final controller on initial contact, that way they can vector accordingly from the start. The controller definitely was not in compliance with directives to join final at the FAF above glide slope!
Awesome video as always. I'm a sim pilot (X-plane 11) and also love lying at night. The lights over populated areas are beautiful and you can visually see where the airports are from the rotating beacons. Sarasota is also a beautiful area with awesome beaches. My other favorite area for beaches is the Destin area. Just a suggestion - A second panel cam on the co pilot side would be perfect. Finally, after watching your Key West video driving the Premier, I am now subscribed to Greg and Baron pilot. Keep those videos coming! Have a safe and happy new year.
I saw it, thought about commenting, and just decided 'No, I know what he meant to say.' and waited for the Grammar Nazis. :p :) :p (No offense, I know he was wrong, too!)
Yeah ATC, in VFR conditions, will not always give you the full approach, they get busy.. You have to ask. Tell them it’s a check ride or training flight. And you need vectors consistent with a full IMC approach. When he asked if you had the airport in sight, he wanted to send you on the visual.
Once you get familiar wit the phraseology, the constrained permutations of could be said then becomes part of your training. This is why you have to read-back instructions to verify what you heard.
It's also a little clearer live, you're hearing a radio transmission being recorded. And most of what atc gives you are vectors (direction to point the plane, eg. 120 degrees), air speed and altitude.
I could tell in your voice how upset you were with that vectoring. Great job keeping your cool and rolling with it. Great corrections to make a safe landing.
Its important to talk slow, especially when busy. But while you are flying one plane the controller working this sector could have 10 planes or more, more departures coming, other coordination through his airpsace, request, etc etc happening that pilots arent aware of. So while he is transmitting he js akready looking and planning his next two transmissions. Or it could be the coffee we drink. Its a crazy busy sector, it kicks the best controllers ass whilr working it.
Fantastic landing Steveo (love the call out on Tower Freq.) nice correction from a terrible approach. Additionally, really enjoyed the instrument camera. Thanks, safe flying.
Kinda clickbaity. I was waiting for you to go around. Just curious when you knew you would have issues you didn't inform the controller and ask for alternate instructions?
Dave, if there had been actual IFR conditions he stated he would go around. In VFR conditions one can easily recover from those poor vectors as Steveo so expertly demonstrated. When VFR conditions prevail at an airport pilots can ask for various approaches but they will not always receive them. Sometimes it will be that the controllers are too busy, sometimes it will be equipment issues, etc. So if the controller can give the pilot the approach that's all well and good. Also, my understanding is that the controllers can give you any vector they want for the intercept in VFR conditions. There are no written rules that apply in VFR conditions for the vectors. There may be an ATC person on here that can answer that more fully. Under IFR conditions there are rules or guidelines for ATC personnel on how far out from the final approach fix they have to vector the pilots for the intercept. This allows the pilots time to ascertain things like the wind direction, the wind correction angle they will have to be applying to stay on the localizer, time to run their prelanding checklist, etc.
Scuba Doc On a busy night, working that sector Steve was flying in you run visuals to OPF whenever you can to reduce workload and transmissions. The workload, complexity, limited airspace and other coordination and factors is wild in that area. It's feast or famin for the controller. He was told by the initial controller who won't actually work the approach in, so they dont know , but normally assume correctly what approach to expect the ILS. The next controller vectored for it. The last controller should have advised him to plan for the visual when he aimed him to the FAF. He was vectored for a visual, asked for the ILS to the last controller, and he even said he was already high and close, to SAZBO, And for whatever reason a turn to help widen him and descend wasn't given. Steve could have asked for lower to join, but he didnt, he should have been given lower or a vector or simply told unable , advise if you have the airport in sight (because the outcome was him reciving a poor vector to an approach) while he wanted to "check and make sure the plane was running good, and have nice footage for the VLOG). There is nothing wrong with that but I'm sure there were other factors playing here that the PIC, would never see or be aware of, that are happening on the controllers side. Steve has also shared videos of terrible weather conditions, with excellent service provided at Miami approach and he was able to land safely. I wasn't working this one, but some of us here have seen it. I invited Steve to come tour the facility, see what we see. I think it might give him a little bit more of understanding how and why things happen and maybe answer some of his questions, if he has any.
Hey smartcocker, when I have flight students I always try to arrange a tour of the tower for them so they can see ATC's side of things. I really believe this helps them so much in their learning plus they get to see that the ATC personnel are just ordinary people like us and they are not our enemies. You guys do a tremendous job! Thank you!!
Nice video slightly spoilt by the internet style spelling of "to high and to close" (rather than "too high and too close") but that aside my main take away was how calmly/professionally you coped with a person calling out "steveo" without consideration of you being in the landing phase of a flight. Well done on that.
Excellent landing steveo. Especially with those tight vectors, as they say a good approach equals a good landing but in your case you managed to pull it off. Didn’t even get any camera shake on touchdown, I will put that down to you greasing it in rather than excellent camera mounts ✅
It’s magic how Steve can hold 209k people in a 6 seater TBM-850
They're light eaters.
@@analogman9697 I'm in New Zealand so that might help
You are correct, but what's a TBM-850, just saying motor on.
Probably one of those bigger on the inside affairs.
336k now!
I feel like you missed a golden opportunity after you received instructions to follow the JINGL 5 approach into Opa Locka... "Roger that, will follow JINGL all the way."
You got there before me. :-)
JINGL STAR, JINGL STAR, JINGL all the way. Oh, how fun it is to ride on a glideslope ILS 🎶
How about "Request Lower" to ATC?
🤣🤣🤣🤣🤣🤣🤣🤣
Did you consider going around?
Steve: “You guys are good?”
Me: “No my life is falling apart, I just lost m...”
Steve: “Good good”
lolz
I was literally thinking this as he said that!! But I have no issues in my life. LOL
I was actually just about to comment that
lol
m...my favorite screw driver
I like the quick up-close of the instrument readings.
flew 42 years..many on 330 Airbus..your videos bring it all back..sure miss it !
Steveo you're like a rockstar in the skies.....lol everyone that knows your callsign want to say hi. Great VLOG Steveo
so i heard right, there was some guy who said stevooooo right? :-D
Stargate3333333 I think there was actually two in this video that recognized him!
Just wanted to say thanks you’ve inspired me to pursue my dream of flying. I start in January to get my degree in aviation and when I graduate I will have my cpl, cfi, with multi engine and instrument railings.
Clyde Williams -Nice! I wish I was younger because I’d do the same. I always wanted to fly.
Steveo, you do a fantastic job of explaining your thought processes and actions to your audience. Great production quality with great narration. Thank you for sharing your experiences of general and commercial aviation. Cheers.
Here I am (15 k hours big plane pilot)watching with my 17 yo son (0 hr pilot wannabe) and we are both loving your videos the same. Says all about how you, the best pilotyoutuber out there, yeah-you Steveo, manages to ignite or reignite that spark over a wide spectrum. From pilots to, not yet - pilots. Love your vids! And I still want to switch jobs with ya'.
calls his son a wannabe lolz
Pilot wannabe :-)
Michael, then I say you aren't watching enough pilot videos. Make sure to check out Steveo's partner in Crime, Flight Chops. Also check out Greg at Premier1Driver. Baron Pilot is another south Florida pilot to follow, and if you like the West Coast, check out Jerry W. For your son, to show him what's possible, check out Matt Guthmiller (sp). All sorts of pilots, all sorts of experience, all of them fun to watch and learn from.
Aviation4Life is another awesome channel. It follows a 17 year old that just got his ppl and is now working on his IFR rating.
mraviation101 is worthy
I love when people do shout outs to you. They're always like, "STEVEOOOO!" 😂
Hey Steveo, you recovered well. All is good.
Thanks Rob, it was a mess of an approach but I learned a few things from it.
Rob M I
You do such a fine job. You make things look great
This guy's the best! I aint no pilot but from watching many of Stevos videos I can tell that he's truly a good pilot. Full control all the time and very structured. I would put my life in this guys hands no doubt!
“Have a safe flight.”
-You too. Lol.
Keep the videos coming, Steveo!
I always enjoy the radio communication - absolutely stellar
I was waiting for you to say: "Miami approach I have a number for you to call."
Blake Austin Hughes if I was IMC and had to go missed I would of probably wanted to say that!
If you had been IMC, and let it go that far, I would have been disappointed with you. If I had gotten to the OM, and was that high, I would have called the controller and aksed to break off the approach and re-enter at the appropriate altitude.
I’ve wanted to do that so many times after ATC gives a bad vector or pushes me down over 150nm out.
All that matters is being stable at whatever your SOP minimum altitude may be as long as you’re above the minimum altitudes on the approach.
Heard someone do that here in asheville! Controller blow right past final and the pilot was not happy. Asked for the number lol.
You always have the talent to show in your videos how cool aviation can be. I want to share with you that probably i made the decision of becoming a pilot viewing some of your videos while thinking "I need to do this". Today i did my first solo flight. You are doing a nice job inspiring people.
Hey I heard you when I was flying over the Gulf on our way down to CUN two days ago, just heard your tail number for a second before a freq change! Small world. Blue skies!
I'm SO glad you've gotten back to this type of 'step by step' flying from 'take off to landing' vlogs that hooked me into your channel to begin with. The 'motorcycle, Booster board and sightseeing' stuff is nice but there's no shortage of that on YT. THIS...is what you do better than anyone else and the TBM is one sexy plane! Love the new 'dash-cam' and it would be great if you could upload this type of vlog more often.
New camera setup is awesome!!
Yes Steveo--the new "panel-cam" is pretty cool!
I enjoy that you explain what you are doing as you fly, Very educational, Thanks.
Really appreciate the little technical tidbits in this video like IAS mode and reason for cruising altitude. More of that please!
As a retired airline pilot I enjoy your videos and the great production quality. I also am impressed by your professionalism in the cockpit. As for the poor ATC handling prior to the FAF I think as long as you remain above any step down altitudes or minimums for the localizer only approach and get the descent rate stabilized prior to 1000’ there is no requirement to go around if above the glideslope. That is not to say that to go around is a bad decision in that case... or ever if you are not happy how things look!
You handled that like a true pro steveo. Always enjoy watching your videos. Especially enjoy it when your challenged and handle it as well as you did then. Great work buddy.
Totally love how relax you are at flying bad weather
I've watched a few dozen of these videos and I am supremely impressed by the editing job that is done.
Good recovery.That is why you always do these things in order: *Aviate, navigate, communicate* You were aviating the whole time correctly even though you were forgotten (or missed) Then you navigated properly and finally were able to communicate. A young inexperienced pilot would have probably went missed and freaked out that they were forgotten or they would be really second guessing himself/herself thinking they had done something wrong. You're the best!
hello steve i have just passed the ir(r) rating in the uk.
which is a basic ir for private pilots.
so it's really good to see a pro doing it so well.
also thanks for the commentary, make's the video interesting and informative.
Good job Steveo. The take-away, I suggest, is to be more assertive. Don't let the controllers get you in a bad spot. You saw it coming - let them know you'll be too high. ("TB needs lower to make this approach.").
I enjoy your vids. Been flying an 850 (G1000) for a couple of months now in addition to many years in Lears. Love the 850!!
This has happened to me many times while practicing approaches into PBI and FXE while VFR. I think the workload and the fact that it’s not IMC is the culprit. I always get great service in real IMC.
Niko's Wings of controllers are poor in vmc they dont get any better in imc! I watched that for 30 years in the FAA. I was never very tolerant of poor performance like that.
I agree Niko.
Great job of recovering Steve ,,, you did what a true professional pilot does under pressure,,, fly the airplane ,,, the correct decision for the circumstances! If you had to go around you could have.
You shot a beautiful approach in perfect conditions. Yes, you were a little high and tight when the controller vectored you to the localizer and outer marker but you performed beautifully. Job well done!
Keepin em high and tight at Opa Locka tower.
Nicely done Steveo, it’s a credit to your airmanship and situational awareness that you were able to recognise and mitigate the threat as it developed, I’m guessing the last 20 miles of flight had plenty of learning points for you.
Hey Steveo great video. Please do more night IFR flights if your job permits. This one was beautiful to watch.
You corrected conditions nicely increasing your sink rate ,,however dont be afraid to remind or request ATC what you want
Mraviation101 started using a 4k mounted over shoulder and that seems to allow him to zoom in to more gauges however I imagine that increases edit time.
Love watching the videos and trying to learn all the different lingo and phrases you use as someone who has no flying background but as someone who loves your content and how you handle it. Well done and keep it up!
I gotta say, absolute butter on the landing 👌👌👌
I miss SRQ so much. I learned to fly at VNC and have logged many touch and goes into SRQ and even my WORST landing ever. Right in front of an Eastern Airlines 727 holding short of 14. Thanks for the memories. I believe it was then 13 as the #s changed since then
It’s such a great place to fly into!
Great video Stevo! One of these days could you show inputting your flight plan? Thanks for providing us with great videos.
Slick ,film making, story telling,Flying. Most excellent Steveo.
Hey Steveo. I am an RV snowbird at the moment in Ellenton just north of Sarasota. I have been following you but not commenting for quite a while. It is "kinda nice" to be sitting in the same proximity as the point of your departure for this flight. I enjoy watching you, the Baron pilot, and Greg who let you fly his jet. Take care!! Hope all goes well for you in 2018. Keep those aviation RUclips videos coming. I enjoy them and it seems that a lot of others do also!! Remember to always land the plane right side up, landing gear down!!
W Carl Hepker hi Carl, you need a haircut while you're here, stop by His Place, just down the road from you! All aviation in our shop. :)
Must be a great honor to even be contacted OVER A FREQUENCY by a fan who's passionate about your videos haha. Great video, Steveo.
Becoming a patron was definitely worth it. Glad to see the quality production 👍
Thanks for supporting the channel!
I really like how you explain everything you are doing in and out of flight! Thanks for us still wanting to learn how to fly!
Nice transition to the manual approach. Great flying!
Ohhh... THERE you are!
Glad to see another video, Steve.
I get a kick out of some of the little touches, like where you put the subtitles (e.g. "Starting the engine" on the glare shield.
I love watching the start and shut-down procedure, too. Yes, I like the new panel-cam.
Interesting: The autopilot will allow the aircraft to stall if you stay in constant-climb mode? I'd have thought it'd automatically disconnect when the stall warning went off. Seems that'd be a good safety feature.
Great job salvaging that approach!
Have you put on some weight? Watch those pilot box meals!
Thanks for sharing.
Its a good day when there is a Steveo vid!!!!!!! keep the new cam!!
great video, love the mood in the beginning: nice little airport, post sunset atmosphere, well dressed pilot flying a lovely turboprop. and that sky, the moon and the gulf once you were up there! a dream ...
Thanks, Steveo! Your flight videos are the best on the tube.
Two suggestions for the future...
Since you clearly knew the vectors were going to cause issues, you could have prompted the controller for a change to set you up for success. Don't let the controller paint you into a corner.
The other option would be to slow down earlier during the radar base, buy yourself and the controller more time to fix the situation.
Great recovery, but definitely ways to have set up for success a LOT sooner.
Nice Video, the controller underestimate TBM performance like you coming to land in a Cessna 172
Yeah the TBM I believe is faster than a few VLJs and might still be the fastest GA turboprop, pretty much only a Q400, C-130 or TU-95 are the only turboprops that are significantly faster. And of course the C-130 and Tu-95 have 4 engines to the TBMs one.
I fly a Citation CJ1 and Citation Mustang and our Vapp/Vref speeds are around 109/102 & 101/94 respectively (varies with weight). So yea there are some VLJs that approach and land fairly slow.
Steveo, as a non Pilot I wanted to say I LOVE all aspects of your vlogs. Really like the new camera and the Captioning on this vlog and hope you will continue captions in future vlogs.
Sounds like the guy right after you had to make changes on his landing vectors. I'm surprised, usually Miami-Opa Locka Executive usually has good traffic controllers.
Willie Gillie pretty sure that was Niko's Wings.. he has a great channel as well!!
Unless he's bought a new airplane, or changed his call sign, I don't think his call sign ends in Lima Lima.
Yes I heard the same. I'm positive it was Niko right behind the TBM. Niko's Cirrus ends in call sign Romeo Alpha though.
The controller was swamped and didn't have time to hold Steve's hand this time. He didn't need ILS, there was 100% visibility.
GunAndBomb I dont think steve is a hand holder. His background and training I'm sure enables him to work through any situation he may encounter. I'm not sure why some controllers leave a person hanging but I'm sure it happens from time to time.
googles full scale deflection on glide slope: The glide slope is the second part of the ILS approach system that provides vertical, up/down guidance toward the runway touch-down area...
Couple of comments, if you don't mind.
1. The camera on the window looking at the panel is great, but if it's possible to move it back along the window a little further, and have less of an angle on the panel, that might be great.
2. Fly as you train, train as you fly. We talk about the links that lead to an accident. Okay, this was a severe clear night into Opa Locka, and you could see everything, but accepting bad information from the controller, allowing him to forget you in the approach environment, etc., are all links in a chain that might lead to an accident. As I said, severe clear, so you saw the airport, etc. But, my point is, there might be some other pilot out there who gets into a similar situation in the soup and his thought is 'Oh, Steveo made it, I'll make it too.' Well, no. If you don't like the way the approach is going, speak up. You are the final arbitrator of all things, and if you don't like the way things are going, the FARs give you the right to not follow the instructions. In this case, a friendly prompt to the controller would have been all it took.
As always, there's an opportunity to learn from your videos, and I'm glad you make them and put them out there for us to see. Thanks!
Finally, two shout outs on freq? Steveo is gettin' some love! :D :p
Gary C Very hard to offer constructive criticism on the internet without getting hard trolled ... refreshing to find an environment where civility and good humour reign. You are absolutely correct and I'm sure Steve will agree.
Thanks Allan. I haven't flown as PIC is near to 40 years now, but I still love aviation and all things concerned with it. Aviation safety is very important, and we're getting better, but the 'chain of events' before an accident can sometimes be hard to see until it's too late to do anything about it. Lessons like what Steve shared with us should be reinforced for other pilots.
I can see your point about another less experienced pilot getting the wrong impression.
but considering it was a busy frequency and that the worst case would be a go around on a beautiful night, a few more minutes of video and a less clickbaity title IMHO Steveo made the right call. TBH I think he secretly wanted to fly the missed approached over Miami, would have made better video than direct in over the everglades.
If it’s night or marginal VMC I would at least load an approach to the landing runway and look at the altitude etc. more-so for vertical & lateral guidance but I wouldn’t necessarily request a clearance for it on a night like that. If you think about it many pilots would just fly the visual without any sort of navigation aids.
Gary C I think the pilot in this video did everything right. Stick to X Plane.
At 14:01 in the video you gave us a great view of my home town of Sanibel Island. I have not been back for a while, I need to make a trip. Thanks Stevo.
KC: "Yo... Steveo.. Its Me.. KC... What up Brah?"
Steveo: "Yeah.. um... who?"
KC: "Uh.. have a safe flight"
Steveo: "Thx"
Awkward!!!!
Hey Steveo, One camera view I like from your friend P1D is the view directly above the center control column which will view what your hands are doing and gives a good shot of the instruments.
Great Recovery Steveo, would love to fly with you if your ever in Nashvile, or heck wherever you are.
You just reminded me of when I was doing night flight out of that little airfield in Homestead taking off to the west and nothing but darkness in front of me and the glow of my landing light, making a right turn toward Cutler Ridge and the Ocean so much fun!
The night video of the panel and pilot view was excellent. What camera did you use?
Hey Capt! That camera is the GoPro 5. Thanks for stopping by
Thanks Steveo. I'm flying the Caravan today into your part of the world. Looking forward to the nice temps even though it'll only be for a few hours. Fly safe.
captmoonbeam you guys should collab love both of your videos
jfelipe1987 for sure
jfelipe 1987, great idea! I'd like to see that also! They're both entertaining and informative.
Inspite of all the bad vectors you made it safely to the ground and to me thats passed your test, excellent job.
As far as thunderstorms, you probably know more about their development and dessipation than the occasional flyer, thanks for sharing another great video.
Tense moment, great job!
New camera is excellent Steveo, thanks for investing to improve your video product further. Safe flying out there
Please don't get me wrong, but this would have been a fine approach if you would have fixed it early on. It's easy to blame the controller, but it's YOUR responsibility to ask for what you need.
First off, 190 kts at the marker AND 400 ft high? (Over 200 kts gs on your little readout in the lower right corner) Aren't gear and flaps 178 kts in a TBM850? So, now you have to stabilize AND slow to gear/flap speed? You were well inside of the marker before you put the gear down.
How could this have been "fixed"??
1. Slow down. (more on that in a second)
2. If a heading of 150 takes you straight at the marker, then convey that to the controller and ask for something further right. If you had intercepted 2-3 miles out and at a slower speed (with approach flaps) you could have easily lost that 400 ft. Gear down at GS intercept (center dot). You were not on a speed restriction to the LOC, so why add to the problem by being hot?
3. Always remember...pilots fly the planes, not the controllers. If you don't like something, tell them. NEVER accept a clearance that will put you in an unsafe place. Tell them what's wrong with the clearance, and ask for something else. i.e. "That's going to put me right at the marker. Can we get 20 more to the right?" If he can't do it, then it's on to Plan B. Always have a Plan B.
You figured out this wasn't going to work when you still had plenty of time to fix it with the controller.
There is nothing better than to be sitting on the LOC, checklist done, briefed yourself for the miss ( I also flew single pilot) , and just waiting on GS and the gear. You have enough to think about inside of the marker, without adding unnecessary issues to deal with.
Have you ever seen a ground-looped DC-10?? I have. Years ago at Stapleton. They were high, hot, and long on a wet runway. Word had it that they were trying to play catch up after being late all day. A miss and back in the stack would have made them look even worse. They ground looped it to keep from breaking through a barrier and running out onto a busy road. Craziest thing I have ever seen.
Yes, you were vectored in too close, but the controller knew it was VFR, and just wanted you gone. If you had asked for 20 more to the right and he balked, you could have terminated this practice approach. He cleared you for a visual, so you really didn't need him, anyway.
I would have had no problem fixing this approach early and comfortably flying it to minimums..
I think you're a very good pilot who could be a great pilot with some pointers.
Be "street-wise in the air"...
There was nothing wrong with this approach. Slam dunk in Florida. Bye.
Wow Steve The best u have done. makes one appreciate instrumentation technology which some of us have no knowledge of.
Wowzer. Maybe out of courtesy to the pilots tower could announce their changing controllers. Not a good handoff. Thanks and great recovery #S1k
I like how you explain everything as your doing it. Very smooth..
Excellent video. Can you explain the issue with "full deflection"?
Technically you should not intercept the ILS glideslope from above, especially at full deflection (the glideslope is so far down the indicator hits the mechanical limits on the gauge) because you're now way too high and require an extremely steep descent. if this is an airline flight the pilots would've gone around.
myk In a nutshell, yes. It’s just an all-round uncomfortable situation to be in.
myk correct, together with a few other items like not being able to perform your altimeter check or intercepting a false glide slope (although there is a large enough margin normally, but stil). But the high rate of descent and the danger of a pilot pushing the nose down to intercept the glide so close to the ground (and maybe even in IMC conditions) is the most dangerous
If this were in actual IFR conditions I would have gone around and asked for another approach.
Myk, yes, one can call the ATC facility and ask to speak with the supervisor of that facility and express your concerns to him/her. I don't think many pilots do that though as they understand that they are the ultimate responsible person for their flight. We all are human and we all make mistakes, even ATC controllers. One should always be aware of where they are and look at each instruction, vector, command, etc. given them by ATC to make sure that they can safely execute it. If not I teach my students to speak and say "unable". You may have seen the movie about Captain Sullenburger in which he used that phrase to ATC while trying to handle his emergency.
Steveo - I really enjoyed the detail available from the panel close up camera. Thank you for working to up your work, it shows.
On short final, was that Niko from @nikoswings flying N98LL?
I noticed that too. Had to be
I just heard it too and immediately thought the same thing - small world!
searched the comments to see if anyone else noticed! Had to be! @nikoswings
I am an atco from São Paulo approach control in Brazil, and I always watch your videos, a tip that I give for you... when you realize that the controller is busy, and you must to do something, try to remember him a detail that you’re expecting, that’s cool and that helps me so much when I am working at Guarulhos final approach... congrats for your beautiful videos!! My dream is become an airplane pilot like you!! See you!
Thought it’d be a go around
Very nice recovery even with the bad vectors to final. Obviously, your flying experience and professionalism played a major part in you completing the landing safely. If you had visibility at mins, it would have been a definite go around. Fortunately that wasn't the case. Love the new camera set up and angles which display the cockpit instrument panel very well.
Once a pilot realizes that he's going to be too high to intercept the glideslope without full ILS instrument deflection, would it make sense to ask ATC for a lower altitude?
Absolutely, or if you realize you are unable to continue ask them for another approach.
apparently everyone needs their hand held these days, what ever happened to good pilot decision making and situational awareness these days?
There was good pilot situational awareness. I suppose that if this flight had been in real IMC conditions then maybe something would have been said to the controller. But I don't really know, that's why I asked. Maybe the best thing to do is just go missed on the approach.
Thanks
As soon as you requested the ILS the controller should have given you a right turn to widen you out and issue descent to ensure you joined the localizer at or below GS and no closer than 1 nm from the FAF in good weather. When visuals are advertised and you want in instrument approach it helps if you advise the final controller on initial contact, that way they can vector accordingly from the start. The controller definitely was not in compliance with directives to join final at the FAF above
glide slope!
The new camera showing dash is a great addition
hey steveo you should fix 1 more Go-pro . .Behind you .
Are you a patron?
I always learn new things when I watch these videos.
Watching your channel makes me want to buy a plane. It’ll be awhile since I’m only 14
Excellent pilotage dispite the lack of communications with the controller. Show us how capable a pilot Steveo is.
Isn't that @Niko's Wings 22:09 ?
I thought the same thing!
Awesome video as always. I'm a sim pilot (X-plane 11) and also love lying at night. The lights over populated areas are beautiful and you can visually see where the airports are from the rotating beacons. Sarasota is also a beautiful area with awesome beaches. My other favorite area for beaches is the Destin area. Just a suggestion - A second panel cam on the co pilot side would be perfect. Finally, after watching your Key West video driving the Premier, I am now subscribed to Greg and Baron pilot. Keep those videos coming! Have a safe and happy new year.
Steveo, I love ya man; but spell check your subtitles. "I am currently [too] high and [too] close to the..."
You beat me to it Chase. I was going to comment about his English teacher shuddering....lol
There auto generated by RUclips not written by steveo
I was referring to the subtitles printed in the film, not those you can disable. You also meant to say "they're."
I saw it, thought about commenting, and just decided 'No, I know what he meant to say.' and waited for the Grammar Nazis. :p :) :p (No offense, I know he was wrong, too!)
Mark Doyle...they are or they're...not "there"..lmao.
Yeah ATC, in VFR conditions, will not always give you the full approach, they get busy.. You have to ask. Tell them it’s a check ride or training flight. And you need vectors consistent with a full IMC approach. When he asked if you had the airport in sight, he wanted to send you on the visual.
How do you understand the radio transmissions ?? The controllers talk so fast and "mumble" their words
He knows what he's listening for, takes practice though
Once you get familiar wit the phraseology, the constrained permutations of could be said then becomes part of your training. This is why you have to read-back instructions to verify what you heard.
It's also a little clearer live, you're hearing a radio transmission being recorded.
And most of what atc gives you are vectors (direction to point the plane, eg. 120 degrees), air speed and altitude.
Ive had three “through the loc” and back the other way vectors in the last 2 weeks. Must be something going around. Good job!
*clickbait* I thought I would see a go-around! Good work, though.
I could tell in your voice how upset you were with that vectoring. Great job keeping your cool and rolling with it. Great corrections to make a safe landing.
Is this a car auction? Why the air controler talk so fast?
Javier, I have found that the Miami controllers talk just as rapidly as those in the New York/Boston area.
Its important to talk slow, especially when busy. But while you are flying one plane the controller working this sector could have 10 planes or more, more departures coming, other coordination through his airpsace, request, etc etc happening that pilots arent aware of. So while he is transmitting he js akready looking and planning his next two transmissions. Or it could be the coffee we drink. Its a crazy busy sector, it kicks the best controllers ass whilr working it.
Fantastic landing Steveo (love the call out on Tower Freq.) nice correction from a terrible approach. Additionally, really enjoyed the instrument camera. Thanks, safe flying.
Kinda clickbaity. I was waiting for you to go around.
Just curious when you knew you would have issues you didn't inform the controller and ask for alternate instructions?
Dave, if there had been actual IFR conditions he stated he would go around. In VFR conditions one can easily recover from those poor vectors as Steveo so expertly demonstrated. When VFR conditions prevail at an airport pilots can ask for various approaches but they will not always receive them. Sometimes it will be that the controllers are too busy, sometimes it will be equipment issues, etc. So if the controller can give the pilot the approach that's all well and good. Also, my understanding is that the controllers can give you any vector they want for the intercept in VFR conditions. There are no written rules that apply in VFR conditions for the vectors. There may be an ATC person on here that can answer that more fully. Under IFR conditions there are rules or guidelines for ATC personnel on how far out from the final approach fix they have to vector the pilots for the intercept. This allows the pilots time to ascertain things like the wind direction, the wind correction angle they will have to be applying to stay on the localizer, time to run their prelanding checklist, etc.
Scuba Doc On a busy night, working that sector Steve was flying in you run visuals to OPF whenever you can to reduce workload and transmissions. The workload, complexity, limited airspace and other coordination and factors is wild in that area. It's feast or famin for the controller. He was told by the initial controller who won't actually work the approach in, so they dont know , but normally assume correctly what approach to expect the ILS. The next controller vectored for it. The last controller should have advised him to plan for the visual when he aimed him to the FAF. He was vectored for a visual, asked for the ILS to the last controller, and he even said he was already high and close, to SAZBO, And for whatever reason a turn to help widen him and descend wasn't given. Steve could have asked for lower to join, but he didnt, he should have been given lower or a vector or simply told unable , advise if you have the airport in sight (because the outcome was him reciving a poor vector to an approach) while he wanted to "check and make sure the plane was running good, and have nice footage for the VLOG). There is nothing wrong with that but I'm sure there were other factors playing here that the PIC, would never see or be aware of, that are happening on the controllers side. Steve has also shared videos of terrible weather conditions, with excellent service provided at Miami approach and he was able to land safely. I wasn't working this one, but some of us here have seen it. I invited Steve to come tour the facility, see what we see. I think it might give him a little bit more of understanding how and why things happen and maybe answer some of his questions, if he has any.
Hey smartcocker, when I have flight students I always try to arrange a tour of the tower for them so they can see ATC's side of things. I really believe this helps them so much in their learning plus they get to see that the ATC personnel are just ordinary people like us and they are not our enemies. You guys do a tremendous job! Thank you!!
Absolutely, normally all it takes is a call to the facility.
Sadly, clickbaity titles get more views....I've heard other content providers "complain" that they had to do it to drive numbers.
Thanks for the new camera this is something I expected a long time to see in the dashboard. Thanks
Get one of those 360 view camera
Please don't get one of those 360 cameras.
Best Touch Down ever seen - even at night. Thumbs up!
Nice video slightly spoilt by the internet style spelling of "to high and to close" (rather than "too high and too close") but that aside my main take away was how calmly/professionally you coped with a person calling out "steveo" without consideration of you being in the landing phase of a flight. Well done on that.
Robert Payne, if that is all you have got, you must have a great life.
Liked the new camera view.
Also thanks for the intro and exit of the video with the views of airport and ramp action. Nice touch!
Take care, Bill
Who dislikes this? Someone tell me why? 😂
Steve, great video. Thanks for sharing flights when things don't all go right. A great learning tool for us.
I see QUALITY ASSURANCE at Miami approach is as good as it always has been. GARBAGE...
lol, you fly into miami?
Many times. Use to work there...
and you could do better eh big shootz
Charmin Ultra Did better for 30+ years. Never above the glidepath intercept....
guess the atc world needs more Anthony LIabres then
Excellent landing steveo. Especially with those tight vectors, as they say a good approach equals a good landing but in your case you managed to pull it off. Didn’t even get any camera shake on touchdown, I will put that down to you greasing it in rather than excellent camera mounts ✅