Plan and Fly IFR flight to UNCONTROLLED airport
HTML-код
- Опубликовано: 8 сен 2024
- Welcome back fellow Aviators! In today’s video I show you how I file an IFR flight plan to an uncontrolled airport. This little trick can really help you out if you ever lose radio communication with ATC. Thanks for coming along! Blue Skies and Tailwinds! -TFS
Check out my book “Hangar Tales…” on amazon: a.co/d/0dPoSObz
Check out the Aero-Mach family of companies:
www.AeroMach.com
www.Wilcoaircraftparts.com
Get in touch with me at info@theflyingsalesman.com
With the GTN 750or 650, if the approach is loaded and your flight plan includes the IAF, navigation will sequence without you “Activating the approach as you are already on the approach at the IAF. Keep the videos coming. I appreciate that tip going into uncontrolled fields. Very helpful! Thank you, Rick
I need to double check this. I should have activated the approach as soon as I was cleared. When I activated it between MOMTE and PAYIT, the autopilot started a turn to MOMTE. I should have selected Vectors to final and HDG + NAV on the autopilot. Then it would have track straight in.
Thanks for the ride, the audio and the explanation.
Even pointing out that you did something "wrong", teaches a lot.
Please keep the videos coming. I look forward to learn a lot more from your flights.
Best regards!
You got it!
I used to file that way, then I just used to file to the initial approach fix. An old CFI once told me that was OK to do, but you’re better off filing to your destination because if the winds or runway change for whatever reason then you’re going to have to take the time to accept an amended clearance. If you file direct to the airport and when you are within 20 miles the controller will ask you what approach you would want to do and give you an expect. Then you can program your GPS and more than likely they would approve and tell you to go direct to the initial approach fix.
I can see the logic in that approach and I agree it has merit. Do you believe that diving into your weather briefing could help you in both scenarios? One where the winds change and one where they do not?
@@TheFlyingSalesman it’s not only the weather. Suppose you have to runways and you plan on your method but something happens on that runway and right before you get to the airport you get notification that that runway is closed or they are using a different runway. I would rather just be able to key in a fix and hit direct then to try to plan to go somewhere that ATC send you in another direction. Nothing worse than being a single pilot IFR flight plan that you get those words “I have a flight plan amendment for, advise when ready to copy.” to be honest with you I have approximately 57 hours of actual instrument time out of my total time. I just practiced the hell out of it on the simulator and in the airplane at night because it’s especially easy to concentrate on the instruments more when it’s dark out and still be able to see your aircraft. It’s risky, especially if you are the paranoid type that is always expecting your engine to quit. Believe it or not in 45 years of flying, I never lost an engine. Radio, alternator, I lost a vacuum pump in the clouds, but never an engine. Knock on wood!
Great video! Thanks for bringing us along.
I’m in the middle of my IR training and learn a lot watching your videos. Thank you, good sir!
That great, I am glad it is helping. Let me know if there is something you would like to see.
I noticed he gave you a clearance down to 3000. Then he told you to proceed to Monty and maintain at 3200. Very good idea to concentrate on what they are saying because they just made a change. I never use flaps until I’m set up for landing for two reasons. Create drag which burn more fuel. I can control my speed with pitch and power. If I want to fly 10 kn below the top of the white arc, I can configure the plane that way without having to use flaps. second, if I advertently encounter any kind of icing, having flap extension at that point is very dangerous. You should never encounter ice with flaps extended.
I am curious about what aircraft you are flying because I suspect it is more advanced than the 210 I am flying. At flight safety they taught us that in single engine, single pilot, make it as easy as possible and be configured. Yes it burns more fuel. In the course of a year I will burn approximately 2500 gallons of AvGas. Of that how much is "extra" because of higher power settings than a normal VFR approach? 100 gallons I think would be way over estimating and that is $650 (assumes $6.50/gal). Of our yearly operating expenses, $650 is a small expense when considering the benefits of simplifying the operations in the terminal area when IMC.
I have seen icing on the wings and once it was more than concerning. I DO NOT MESS AROUND WITH ICE. I stay my behind on the ground.
@@TheFlyingSalesman You’re flying more advanced aircraft than I am. I am basically stuck on a Cessna 172 or a PA 28. I slow the aircraft down to just above the white arc and I don’t use flaps until I’m ready to configure for the landing sequence, which is usually about 1.5 miles prior to the final approach fix. The C-172 allows you to use 10° flaps up to 110 kn even though the top of the white arc is 85 kn. Generally, if I’m not fully loaded, I try to use as minimal flaps as I have to. This is especially true if it’s during gusty conditions. If the approach path allows, I will land no flaps at all. Kind of gets back to the old Taylorcraft days and the no flap tail dragger. I’m sure your aircraft flies just fine at 120 kn with no flaps, although not being in your aircraft, I wouldn’t know if you are going to get less forward visibility because of the higher angle of attack. I do as minimal as possible on the normal procedure such as when I’m flying a DME arc. I just set my course ahead of time and do not do the twist method because you get distracted and can easily forget your inbound radio and pass it up. Once I turn the aircraft 90° I can generally turn about 5° every 6 to 7 seconds and monitor my DME to stay on the ark and watch my HSI where my inbound course is. When it reaches the 80° point I then make my turn inbound. I guess back in the day when we were flying patterns, we would be tight in and not have to fly like some students do today is what is called a cross country pattern. They are like flying one to 2 mile patterns if you know what I mean. As far as ice, I don’t mess with it either. As a matter of fact where I live, I have two flavors of weather. Either thunderstorms or ice depending on the season. I’m just going on what I’ve learned from some of the safety seminars that using flaps if you wind up in clouds and accumulate ice is more dangerous than if you are accumulating ice with the flaps retracted. As a matter of fact, I believe the biggest problem of the ATR 72, which is a twin turbo prop high regional has always been icing issues and it is recommended in the POH not to use flaps while flying in known icing conditions which that aircraft is certified to do.
Brings back memories of flying into uncontrolled airports.
@747FoSophie, do you fly GA at all anymore?
@@TheFlyingSalesman
I haven't flown GA in many years.
As always great content - thank you.
To your point about filing an approach when filing the flight plan I reckon the only downside is if the winds/runways change.
I will try this on my next flight - thank you
You are correct, it is always a good idea to update the weather along the route and be flexible with your plans. Also the prog charts will give you a heads up if a wind shift is imminent.
Thanks for the videos, great content.
Thanks! I appreciate you coming along.
One of the things I do is load the approach vs activate. I would the activate the leg I want, this keeps all of the waypoints in. Doing that will technically activate the approach. I would load the approach in cruise and have it in the flight plan on the GPS. Been to Pine Bluff!
-Don
@@donaldhamm3166 thanks Don, I will try that. I am wondering if by “activating leg” if it will arm the GS needles.
Bruce Williams is who I learned about activate leg
Link: bruceair.wordpress.com/2010/11/24/avoiding-the-vectors-to-final-scramble/
There is no need to manually input the approach fixes into ForeFlight.
If you click on Approach in the route editor, just choose the approach and IAF and the approach fixes will be entered on the map.
@@jonathanfriedman4920 that’s a great tip, thanks!
Butter!!! 🧈
It was definitely painted on!
Indeed! 😮 😃
Matt, great video, thanks for sharing.
Thanks for coming along @billgalante1181!
just found this channel and it's excellent. good video! nice explanation and entertaining.
Perfect! Thanks for coming along!
With the weather you had for the video, loss of communications would probably have you returning VFR to your departure airport. The routing you mentioned would be useful for an IMC day. John ATP/CFII SMEL.
Except that KPBF had an avionics shop, I agree with you.
Remember, there is no glideslope on a GPS approach. It is vertical guidance or VNAV.
You are correct, but with my background in instrument overhaul and repair, If the needle on your CDI or HSI that depicts that Vertical Guidance fails, when the repair is quoted, we say "Glide slope needle inop" I have never told a customer their "Vertical Guidance" or VNAV needle is inop. That is why you hear me use Glideslope, because I have tested them, replace them etc etc. The service manual always refers to it as a Glide Slope needle. But like I said, you are correct. It is just like "2000 climbing FOR 5000". I agree with what SHOULD be said, but I have a lot of years saying it the wrong way. But I am trying because I want to do it correctly. We all have to keep learning. -TFS
Love your video's. What is the GPS you have on the left yoke?
Thanks again,
Frazer
N34490
@@frazerpeterson2857 that is an Aera 650 portable.
This is a guess, but approach should have been activated at IAF??
Yes, and it actually could have been activated when cleared for the approach and if you wanted to, even in cruise because it was the flight planned route.
Matt, I have the workbook for the 210 from Flight Safety given to me by a CBP pilot friend...I have a T210M
I still have mine too, it is. Great resource.
Was the passenger door handle open? Love the videos!
Tthe door was closed (I hope I would have noticed if it wasn't) but yes it was unlatched the whole stinkin' time! Googly Moogly.
I'm still learning this IFR flying I think you forgot to load your approach , or you load it vectors to final. Thanks for posting . i enjoyed that flight
Close, I didn’t activate the approach prior to the initial and when I did, it wanted me to fly back to the IAF.
@@TheFlyingSalesman Got it .
Been enjoying your videos. I have an Aspen 2000 system paired with a GTN 650 and a 355. Would enjoy seeing some closer screen shots of your nav equipment for these flights.
Have you ever considered using the VCALC feature of your 750? I find it pretty helpful for descent planning.
Also, what message was flashing on your Aspen around the 27 minute mark? I didn’t hear the Aspen voice call out for altitudes and minimums, you running the original PFD?
I agree, I think and instrument shot would be a good addition and provide more context. I am working on a mount for the yoke that will be an instrument panel shot that will not interfere with my line of sight. It is the Aspen 1000 Pro Max. It was telling me "Caution Terrain" I do not know the exact parameters that sets it off but I do know it is related to a change in descent rate and the proximity to the ground. I have a Garmin Aera on the yoke in front of me that has the VCALC function on the screen and I reference it to back up my 500 fpm per thousand feet calculation. I really try to not get slammed dunked but ATC sometimes has other plans.
@@TheFlyingSalesman I hear ya about the slam dunks. I fly a slippery Mooney with low flap and gear speeds. I guess lawn darting pressurized planes all day they tend to forget about the rest of us. Keep up the great content!
Just curious why not direct to PAYIT to reduce approach distance and time?
@@user-ej9jq2zf1y you would not save very much if any time after flying the course reversal. Interestingly enough, the recently changed this approach and MoMte is no longer available.
Where did you learn the technique of running the MP to 30”, let the turbo stabilize, the red line red line? Do you see any accelerated prop wear or damage? I have a 1978 T206 and appreciate seeing how you manage your engine. I cruise LOP after taking the Advanced Pilot Seminar as advocated by Savvy Aviation. Generally 31” 2300rpm (65% power) at 13 GPH.
Flight Safety teaches that takeoff sequence for turbocharged engines. . I do not see any signs of wear or damage.
I don’t recall you listening to asos, maybe I missed it. I remember you loading it. Was that what you may have missed!
lol, no I edited it out to keep things moving. I did not activate the approach.
What does the Flight Safety Course cost?
I fly a 210 and have added to check brakes to my GUMPS checklist because the 210 has a brake line swivel that can leak, or suck air, during retract air extending. Don’t ask me how I learned this. Smile
That's good advice, I am familiar with the swivel but have never had the brakes fail from a bad one.
Got a question. Can you tell me what is purpose of carburetor heat besides keeping ice from forming in carburetor . I see carburetor heat being added when the weather is not in icing conditions. Please explane
Carb heat should be applied every time power is reduced due to temperature and pressure differences in the Venturi type carburetor that can cause icing well above freezing OAT. Applying carb heat every time forms good habits that avoid carb ice causing and engine to stop running. The 210 I got is fuel injected and there fire does not have carb heat.
@@TheFlyingSalesman thanks