"Don't fly yourself into a corner" is really good advice. When I am flying, I use the mantra, "Be the monkey". I had to explain this to one of my instructors. You are a monkey, swinging from branch to branch. You don't let go of one branch until you have the other one safely in your grasp. I employ this philosophy all the time when flying. It prevents me from "flying myself into a corner".
@AndrewGrey22 - Indeed, however, I fly rotorcraft. I have the glide-ratio of a brick tied to a handkerchief. I also transit controlled airspace over a built-up area quite frequently and I am given a ceiling of no more than 2000ft AMSL. I plot my route such that I "be the monkey" and hop from green field to green field (some of those fields are just sports-fields but are more than enough area for me to put down safely). Given that I live in Scotland, I could also be flying over forests or very rugged terrain, and again, I plot my route such that in the event of a failure, I have somewhere safe to go.
Hey Josh! Small world! The plane you got a clip of holding short in VNY was N252SP the very plane I got my PPL in at VNY. Also, this exact route was the one I used for my check ride and long solo x-country. I planned it and flew it the exact way you mentioned in your de brief. The DPE even asked me why I chose the routing and because this exact thing…engine failure. Great video and I’m so happy you were able to experience the amazing VNY!
I love your humility, Josh! Showing us your mistakes helps everyone watching to be more aware of possible issues we could face and how to handle them! Your content and skills always shine in these videos. Keep up the great work and I also look forward to the next adventure with you guys!
So happy to see your upload schedule is increasing. Yours is truly one of the channels I eagerly await content. Love the instruction, love the safety discussions, and LOVE the adventures. Wishing you the best. From KRBD.
All I wanna say is that I’ve been watching your channel for a LONG time since before you and your dad bought 80991. A combination of you, the Blue Angels, and my favorite airshow pilot Rob Holland inspired me to finally take my first flight lesson yesterday. And it was pretty gusty but I was comfortable the entire time. Winds were 232 at 10 gust 20. I was in the right seat and 12 years of flight simulator time for me really showed my instructor how confident I was. Even impressed him of how well I controlled the Skyhawk we were flying. I’ve been in watching your videos and taking notes. I hope to see you in the skies one day Josh.
I sometimes flew over the similar route so I took the coastal route closer to Santa Barbara and turned inland toward Santa Maria to avoid the mountainous terrain. It only took a few minutes longer but it was a much safer choice
13:35 after landing at an airport in Logan West Virginia in the middle of hundreds of miles of nothing but mountains, I mentioned to a pilot at the airport that there aren't many options if you were to lose an engine. He said, "yup, lose an engine around here, and you're eating trees."
Mostly true. I've been into Logan several times. I live and fly WV regularly in a C175 and it's not terribly difficult to plan IFR (I fly roads and rivers) along with strip mines and the occasional farm fields. Altitude is your friend here. Doesn't eliminate the risk but it improves my odds and comfort. I had a mag issue last weekend that had me climbing and making direct for the OH river while I flew back to my home airport.
Josh, I’m glad you’re talking about what to do if your only engine fails. I had to deal with that in my single-engine aircraft 2-1/2 years ago. I was able to land in a field, was not injured, but my aircraft was a write-off. I was able to walk away from the scene only because I had plenty of altitude and visibility to select a suitable Le landing spot. Too many GA pilots do not survive this type of emergency. Since then, I have drastically altered my personal minimums in my flying. I would never fly over terrain such as you had below you on this video flight. Other considerations for me now are to fly in daylight hours only, to never fly over low IFR cloud conditions, and a few others. Keep these videos coming. You’re doing great work.
Welcome to the central coast! I'm based out of San Luis Obispo (KSBP). You should check out Oceano airport (L52) - land there and walk a few blocks to an excellent Mexican restaurant Old Juan's Cantina. Also check out Harris Ranch (3O8) - a ranch/restaurant with its own landing strip just off highway 5.
I’ll definitely check out your restaurant recommendation when traveling to SLO. As for Harris Ranch, I often forget to roll my windows up before the stink comes through, when driving by on Interstate 5 (to/from the Pacific Northwest)… flying in would probably be the best dining experience - I think the airport is upwind of the feedlots lol
At the 20:00 min mark, on short final you called carb heat in. I’m curious, is that normal procedure? I’ve always been taught to keep it on. Obviously if you go it needs to be pushed in. Ive had more than one CFI say “That’s what your thumb is for.” If you push the throttle in and stick your thumb out it rests right on the top of the carb heat. Pressing in pushes both the throttle in and carb heat at the same time. This just seems safer. Less chance of carb ice which would be at it’s most likely at low power of final and would give you the most power soonest in the event of a go. Great video, not critiquing just curious.
I remember it well when you said in a video maybe a year or so ago, that as a young inexperienced pilot you were always in the "killing zone". I remember those days too albeit that was in the mid 60s. I never thought about engine failure; at anytime. Crazy stuff. I rode right seat in a mooney to Cape Girardeau, MO back in 69 to ferry another Mooney back to Houston. I worked as an aircraft salesman for Cruise Aviation at Hobby at that time. The Mooney I flew back was not in the best condition and had no radios. The other Mooney took care of communications and I followed the other plane back to Houston and the last couple of hours was at night. In the "killing zone" from the time I left Missouri until I landed. And that's just one story. I have many that could have put me out of my misery. Can you imagine doing something as stupid as that in this day and time?
Some really good airmanship thoughts there. I especially like the don't just plan the air route, plan what you are flying over, and what to do in an emergency.
I could see by 19:50 that your approach was extremely precise and you were going to grease that landing. Nice job! And thanks for posting this and similar videos. They are VERY educational and help keep us safer in the air.
19:51 I don't have carb heat in my current plane, but I never heard to put the carb heat in on final to prepare for a go around when learning in the 152. One less thing to push in a higher workload moment!
Joshua you and your videos, are an inspiration for all GA pilots, both virtual and real life. I've been watching your videos since you were renting planes to fly. Keep the good work buddy!!!
Very familiar with this area; my first solo XC was to SMX. Yeah, from VNY I would have flown up the Santa Clarita Valley to Ventura and then over to San Marcus VOR before doing direct to SMX. In regions that aren't flat, terrain is a real consideration in XC flight planning. I wouldn't fly over the highest part of those mountains unless I was up more like 10500. Just for options.
My goodness, that glass panel! I got my privates in the mid 1980's in 152's & 172's. That kind of panel was reserved for F16's! lol. Took me many years and ratings before I flew glass like that! I still marvel at the panels on small Cessna's etc these days. BTW, talking about being a little uncomfortable in a SE coming in at night, with no where to go in case of engine failure...Atlanta Hartsfield! First time we flew an air ambulance in a T-tail Turbo Lance it seemed like we were over a mass population of subdivisions for half the flight! We both constantly kept an eye out as you should, for a place to sit down if need be. There simply wasn't any.
Great work, and I love the constant self-debrief. I send links to students then discuss various points... Your aeronautical experience becomes ours. I fly down in SD... Enjoy Socal!
Love the Central Coast. I retired from the USAF at Vandenberg AFB, now Space Force Base, then lived in Grover Beach for 17 years. I flew out of SBP.. Thanks for another great video.
Your discussion about preflight planning and engine failures made me reflect on my aircraft too. Though I do have an only a single engine which has historically had many issues, I am fortunate enough to be sitting on an ejection seat every time I go fly. Having that peace of mind is definitely nice, but it does make me take for granted my "escape plan" in the case of a catastrophic situation.
I find that when flight planning, adding doglegs to improve chances of making it to an airport or landable terrain if case of engine failure usually adds very little time to the trip, but does a lot for my peace of mind.
Great Video- from one cfi to another- your instructional style is so needed in today’s training environment. I love to give my students a chance to take their time to (appropriately) get ahead of the airplane.
I did most of my training in Arizona so I got used to never plotting straight lines for flight plans. It’s always best to follow roads, be near them or have them as perpendicular cross points.
I watch a lot of aviation-centered RUclips, and I have to say your content it absolutely top-notch. After watching this video I felt inspired to fly the route you said you should have flown in FS2020. I used VORs though (KVNY > VTU > RZS > GVO > KSMX). But man, that looks like it would be an amazing flight in real life! You earned a subscriber, my friend! Best wishes, and keep up the great work!!
Meant to say, yes... it is very easy to get complacent and not be thinking about your "out" in the event of an emergency. Been there done that. The next time I'm up I'll have this top of mind.
this is one of the channels I watch and do not skip any parts of video love the way you tell us with little lessons learned and now teaches as by telling a great story Love you guys josh keep up the great work.
Love your videos and your attitude towards safe flying. I live in SoCal and I like to put 2,000 ft between me and the ridges. We do have downdrafts pretty much every day.
The more conservative way to SMX from points south is to follow the Santa Clarita river west from SZP to DEANO, then to RZS over the hill past Santa Ynez and up to SMX. You are only over mountains at RZS briefly that way. The Topatopas are super rugged, as you noticed.
Save some butter for the rest of us, dang! Great advice on the route planning. I may never pilot any aircraft, but I do enjoy riding along with you and learning what it takes to be a pilot of a small plane. Thank you for sharing your time with us.
I loved this video thanks Josh. The emphasis on good airmanship and safe flying will never grow old as far as I'm concerned. If you made every video with this theme built into the content, it wouldn't be too many. Thanks again
Nice to see after following you for years that you're not letting complacency set in. You're still willing to go back and look at what you could have done better.
This was a great watch. I love the humility and admitting to things that could be done better, and reflecting on how your airmanship has developed since you first began flying. Quality content, overall!!
Glad you mentioned emergency landing spots. This is my home turf. I would not fly direct as you did. Flying this route within gliding distance from one airport to another KSZP, KSBA, KIZA instead would only add a few minutes to the flight - well worth it. Fly Safe
I'm so happy I found your channel. I'm an aspiring student pilot and am absorbing so much information right now. I'm even most the way through an audio podcast of ground school. I've learned a lot, been confused a lot and have been inspired a lot. I love how you operate to the fullest extent of safety first. You explain so well and give great info! Thank you!!
4:18 - 4:55, utmost importance. This video also nicely shows the tedium of proper preparation. Many, if not all, interested in GA don't understand that tedium. The moments of beauty, while hanging in the sky, are long, long hours of hard work in the making.
Great video! I've done this trip a few times. I like doing the coastal route rather than straight over the mountains for the same reasons you mentioned.
I was at MSN and the line guy wanted me to move right away after startup, he had another plane that he wanted to move to put in my spot. He was insistent I move, the next day I contracted the FBO for find out what was the deal was. It was explained the whole ramp was a non-movement area and I could taxi away from the terminal and finish my checks and then call ground. The take away is your can move away from your parking spot as long as you don't leave the non-movement area.
There was a time when we referred to the non-movement area as the ramp or the other uncontrolled areas. The term "non-movement area" is relatively recent.
I grew up in Lompoc and now live in San Antonio. Thanks for the content, it definitely helps to see other perspectives of engine outs as I make my way through flight school.
I almost never watch these videos. I flew regularly several years a go with a pilot friend of mine. Knowing his personality/character I never had a single doubt about flying with him. I really enjoyed watching this video and listening to your thought process. You two sound like the exemplary aviation couple. Thanks for sharing.
Hey Josh, I’ve been watching your series for years and have to thank you for posting your experiences. Hopefully it doesn’t feel like a thankless endeavor to you, so I thought I’d let you know that I appreciate every one of them! Im always stoked when I see you’ve posted a new video. I’m a ppl based in San Diego.
Now you're flying over my old stomping grounds. I learned how to fly beginning way back in 79, flying out of Brackett Airport across the street from the Los Angeles County Fairgrounds and finished up at Cable Airport. I believe that Cable is the largest family-owned airport in the country, well worth the visit. I'm enjoying your videos more and more Josh, and I predict a very bright future for you and Chelsey, may God bless you both.
Great video. Love flying over California, and try to avoid the terrain, unfortunately, not always possible. As you said, altitude is your friend, glide distance very important parameter! My second flight instructor taught me that for my privates, plus he drilled in me emergency landings every flight lesson in all possible terrain scenarios. It has to be automatic! Love watching your videos, and enjoy cali :)
That rugged terrain you flew over is caused by a notch in the joint of two tectonic plates. Nearly your entire trip was over land that is being crushed by the movement of the two plates. Go further north to Oroville and the two plates have a nearly straight boundary and simply move past one another.
Josh, what a great post. Love your radio phraseology, discipline, flows and unwavering use of check lists. Hope to meet you one day … maybe at OSH this year.
Hi Josh, great content. It’s been 15 years since I’ve flown GA - amazing how much it has changed in the way of avionics. I love the back to grassroots approach you have to flying. Keep it up!!
Thanks for the vid. Recently I have been flying between the LA basin and northern CA and flying over those mountains. I will take 10 min extra if needed to fly close to a free/highway , esp over that terrain. I experienced an engine failure a few years ago (PA32) and was lucky to glide it into a small airport. I had the routing planned along roads and airports, not a straight line. No single engine at night or low IFR over the mountains for me. (30 yr piloting for an airline) happy landings
Beautiful! I can express how amazing these videos are! Its impressive to see such amazing content along with some of the safest flying I have seen. Thank you your content helps me a tone in the journey to become the best pilot I can be.
I am a retired military pilot who finished my flying in the C-12 Beech Kingair. It was enjoyable to fly along with you on this hop. I prided myself in the type of cockpit management you demonstrate. General aviation flying would be safer and more enjoyable if all pilots flew as you do! keep it up. Semper Fi.
You can see Density altitude if you have this Garmin GTN 750.... on the home screen click on "Utilities" and then the button "DALT / TAS / Winds" and then press "Use sensor data". Fly safe 😊
I really enjoy your videos, your attention to detail and explanations of what you are doing, and your time taken to explain at least part of your preparations before engine start. As an aside, I do follow another aviation content producer whose production qualities are great but it is sometimes incredibly difficult to watch because he pushes an envelope past where he should, flying single engine at night and flying in bad weather where a critical system malfunction would kill without remorse. I much prefer to watch your flying videos because of your approach to flying and your respect for the environment which is after all unforgiving. Keep up the great work.
The narration of thought processes and reflections in this series is absolutely amazing and invaluable. Thankyou for sharing your time, effort, and knowledge. You are making better pilots.
Flying around my area. These skies and mountains are where we fly continuously and we love it. Great vid as always Josh. Sure would like to catch up some time when you two are out this way.
Great video. Lots of memories. Worked 30 years of my career in the oil industry in the Santa Maria area. Logged a couple hundred hours as a passenger on an S76 traveling to and from the 4 offshore platforms off Pt pedernales Pt Arguello from SMX and Lompoc. And I just attended the last air show at SMX while visiting recently. My son in law works airport maintenance and got me a VIP ticket. You are a very professional pilot. One of a few that I would trust to fly with under part 91 general aviation.
My first 2 interests as a young boy was line flying airplanes and gas engines. I rebuilt the family garden tractor when I was 12. I went on to build snowmobile and motorcycle race engines, and a couple dozen 454's for Modified Sportsman race cars. It all gave me a good understanding of engines. My 03 GM pickup w/a 4.7 LS I drove 490k miles. Last time I saw it, it had 600k miles on it and was running strong. No big secret. Fluids. It has to lubricate and cool the combustion. Cycles and use dictate changes. The more cycles (cold>RT>cold), increase change frequency. Long runs @.75% add time. Calculate your change time, then * 0.80, and that's when to change it. It's a lot less expensive changing oil/filter than it is changing engines! Oil starts to degrade in the first hour of operation. A piece of bright white paper, and a few drops from the dip-stick will help your decision. Factory spec's are guidelines. The first hour is too soon, beyond that it's subjective. Just a few thoughts... Peace --gary
25+ years ago when I was doing my flight training on the Central Coast and flying down to SoCal, I would always fly along the coast. There are so many airports along the coast to divert to when flying VFR ASEL as opposed to the route over the mountains.
Oh my gosh, this IS AMAZING!!! you really break things down and make it easier for the public to understand!! Please please please keep making these videos
I fly UAS for the Army and flying over real rough terrain like this had us always asking where is the best place to ditch this thing. We don’t have to worry about our own lives or the aircraft but with the winds coming off the mountains and all our other influences we have to be looking out for somewhere to ditch where we won’t hurt anyone on the ground.
Was happy to hear you calling "one-one thousand, two-one-thousand,etc." when deploying flaps. That's a trick I figured out on my own early on while training in a late 60's 172 when I realized the flap indicator was one step removed from useless. Spent some time on the ramp experimenting and figured out that 1-2-3 got me the first 10 degrees and 1-2 got me each additional "notch". That way I could keep my eyes out the window instead of down at the bottom of the panel. I would call out the "thousands", then glance left and right out the windows to visually confirm, and carry on the approach.
Great video! My home airport is San Luis Obispo (KSBP) and I did my first cross country to KVNY and have done that flight many times since. My CFI called the mountain range you flew over the "people eaters" and said the only time you want to fly over them is in a twin or an aircraft with a parachute, just like you mentioned. The safest route is via the San Marcus VOR (RZS), unless there are high winds across the mountain, then Gaviota VOR (GVO) will give you more terrain clearance and less severe downdrafts.
this is inspiring, im in flight academy right now to chase the dream of airline pilot and your attitude is exactly what im aspiring to be. great video and will watch more!
I was flying a Caravan from Oakland to LAS, I asked for the most direct routing after I was aloft and they sent me to OAL D-> LAS so I was up at 17,000 I found my self looking down at some unkind snow capped mountains in Beautiful VMC and realizing I was underdressed for this kind of flight if I went down, I did have the pleasure of flying behind one of the most dependable engines on the face of the planet, the PT6. The freight in the airplane was time sensitive and there was pressure to make the time cut off. Nothing happened fortunately.
Good stuff! Good comments on planning for what if, & those down drafts can really impact performance! Too many pilots have been caught with no power and no safe landing option. Single engine at night really cranks up the risk too. My Dad was a commercial charter pilot operating in the Canadian Arctic, he owned what he flew a '55 Cessna 180 a Helio Courier, later a Aztec. One time he was inquiring about a short contract in the Arctic islands they told him "not this time we want a twin, this involves ocean flying. They chartered a Aztec from someone else. So a little later they called him back and said " you still interested in that flying contract? " The Aztec had a dual engine failure enroute ( the Aztec had 2 outboard fuel tanks & 2 inboard, the outboard drain into the inboard through a valve operated by a bowden cable ) this cable got stuck thus the fuel in the tanks couldn't be used. The Aztec slide to a stop on a ice flow in the Beaufort Sea nobody hurt. Dad did the 5 week contract with his '55 Cessna 180 it was very reliable, best money he ever made that summer (1971). Bottom line you never know what unexpected thing can happen so plan with this in mind.
I earned my private in 1978, with instrument, commercial, MEL, and ATP all following within about eight years. Long before glass cockpits and all the useful information right at your fingertips. But back in the early 80s, when I was young and thought I'd live forever no matter what, I had my eye-opening, heart-stopping moment when I flew myself into a corner. My dad and I owned a late 60s Cherokee 180 with the original panel, but IFR certified. I had flown a friend on about a 400-mile trip, in complete IFR conditions. On the way home it was very low IFR across most of my route. I was fat, dumb, and happy cruising along in the clouds when all of a sudden the engine went completely quiet! I had taken on fuel before returning home. I don't recall if I checked for water before leaving, but the engine out lasted about five seconds and then roared back to life. Flying magazine used to have articles by pilots who learned from their mistakes called Never Again. (I haven't read one in years, so I don't know if they still have that.) This was my Never Again moment where I'd never box myself into such a tight corner. If the engine hadn't come back to life I'd have been hitting the ground in nearly zero visibility. Although there will be times when your options are extremely limited I some flights, you should always be debriefing yourself on the "what ifs" and how you could have done this flight a little differently, with added margins of safety. Great video.
Awesome content. Great things to think about. Love the fact that you point these things out. Super important. - My dad had a terrible rotorcraft accident that landed him in the hospital for months, and the Pilot crippled till to this day. So the thought of safety has always been to the forefront of my mind.
I prefer flying along the coast not just for the added landing options, but also because there's actually a few airports along that coast as well. Helps with flight planning, navigation, and landing options. Just all around the best way to go it. Also those mountains can create a lot of nasty conditions during windy days if you're flying too low. A wise policy and lesson for anyone.
Excellent advice here! My CFI constantly asks that same question "Where would you land if the engine quits now" - I understand this is something every Pilot should regularly do when flying (But keep it to yourself when having passengers ;-) Especially non Pilot ones!
Nice video! What was the reasoning for calling clearance prior to taxi? It's a class D airport so not sure if this is just to get VFR flight following before departing?
I fly out of some really busy airspace’s in south Florida that has a lot of jets and traffic. They require you to contact clearance before you move. The ATIS will typically tell you if you need to contact clearance delivery.
Welcome to flying in SoCal. Engine failures in SoCal don’t leave a lot of options. I agree that if you had gone closer to the coast, not only can you ditch in the water, but there are other airports along your route.
I remember my instructor saying a lot of the same words you were saying about pick your place to land, just in case. Continue those thoughts and mantras.
Not a huge deal, but that VFR sectional also says that they would like you at 9k+ on that route for condors. It in that “notice to pilots” box you fly over at 15:00. Again, it’s not a massive problem, but something to know for next time that they don’t want you there at your altitude. Also you don’t have to say Ident when asked to. Sorry I’m picking you apart, just trying to add some info from a local there.
Enjoyed the video. Back in the late 70's when I lived in Davis CA my dad offered to pay for flying lessons but I was looking down the barrel of college and just new I wouldn't be able to maintain the practice hours I would need. I did get to fly with an instructor/friend from the Davis Muni airport down to the Nut Tree airport and back as a carrot. Since then decades have gone by and I'm 65 and living in Virginia. I can vicariously enjoy aviation on RUclips. So very cool. I do miss California but by all indications it's not the same state I left in the mid 80's.
lmao I liked when you asked "if the engine went out where am I going to put it", as an Oregonian that is pretty much the terrain I have to deal with every single flight. Honestly, most of the time its the freeway or hope for a meadow.
Nice video! Direct from VNY to SMX is an interesting choice. If you’re flying in SOCAL you can find the TEC routes published which (although IFR routes) usually take you over more populated areas. Easy to fly similar routes VFR.I wouldn’t have flown directly over SBA as you suggested but it would have been easy to go toward Camarillo then RZS. Lots of airports under you within good gliding distance most of the way.
I am a private pilot who learned to fly in Mammoth Lakes with a field elevation of 7138 feet. I agree with you that Southern California is a very special place. I was born there and lived 75 years there. Unfortunately, there’s a big problem in Sacramento. His name is Newsom and he is wrecked havoc on the Golden State. I couldn’t take any more of his crap and I now happily live in Utah for the last two years. Great video and I will subscribe to your channel having watched this one. Well done!
My dad always said "Altitude, Airspeed, Alternatives". Back in the early 60's I worked for Santa Barbara Public Works and did some taxiway extension design, and improved flood control system.
I live in LA and learned to fly at KSMO and KVNY, but sadly haven’t really flown in almost 15 years. Interesting that it was a rare “backwards” day at KVNY - flying 34L/R instead of the usual 16L/R. Dunno if it changed in the years since, but nobody ever used clearance delivery going VFR from KVNY back in the day. I was always taught - at KVNY - to ask to taxi to the active. If you just ask to taxi, you're not saying where, and you could just as easily want to taxi to some other hangar or to the other side. And you don’t say the runway because they may assign the other one (you ask for 16L and they may want you departing 16R), or what you ask for may not be the current active. The displaced threshold at the approach of 16R is fine for use in takeoff from 34L, and they count on that. 34L - particularly when you count that displaced threshold as usable for takeoff - is a VERY long runway for a Skyhawk. You could EASILY take off and then land and stop again from Hotel. I'm surprised at the very long wait. I've waited over 20 minutes at KSMO, but never NEAR that long at KVNY, and I've flown there with 6 planes in the pattern and when it was the busiest GA airport in the world with more takeoffs and landings than Heathrow. Never flown to Santa Maria, but Santa Barbara multiple times. It is a bit of a trip because the coastline is east/west when in your mind, you're thinking it should be north/south. There was a lot of talk about flying over the mountains, but the reality of flying in the LA area is that you're over highly inhabited and congested CITY with almost nowhere to set it down if the engine dies. Heading out from 34L/R, there's a big lawn at the hospital and that's about it once you’re past the nursery across the street from KVNY, and if you have to go there, you're going to wreck but at least may survive. Roads around there… not so much because you'll likely hit traffic and/or the electric lines. If you’re close enough to the ocean you're going swimming, but you may very well survive. Elsewhere… not a lot of choices. I've flown over those mountains north-west of KVNY at night, and I'll tell you, the two most welcoming sights are - in order - the KVNY beacon, and the approach lights beckoning you into 16R. Which brings up an old joke… what do you do when you’re engine out at night and don’t like what you see below you? Turn off your landing lights.
Did all my training at Van Nuys, never took off on the 34's, always the 16's, usually 16L, the short field (flying C-150's). So I was always headed for the 134/101 Fwy. Must have been weird winds that day...
Hey, KSMX my home airport. I live like a 5 minute walk from it. I’ve flown out of it a bunch and met the ATC, he’s chill. Nice to see it getting some attention, it’s the largest airstrip on the central coast.
I was the Line Guy that Marshaled you out at VNY. Nice meeting you! Your videos are inspiring. Thank you
Good luck on your flight training!
"Don't fly yourself into a corner" is really good advice. When I am flying, I use the mantra, "Be the monkey".
I had to explain this to one of my instructors. You are a monkey, swinging from branch to branch. You don't let go of one branch until you have the other one safely in your grasp.
I employ this philosophy all the time when flying. It prevents me from "flying myself into a corner".
Another perspective of the first law of wingwalking: Never let go of one thing until you have a firm grip on another.
@AndrewGrey22 - Indeed, however, I fly rotorcraft. I have the glide-ratio of a brick tied to a handkerchief.
I also transit controlled airspace over a built-up area quite frequently and I am given a ceiling of no more than 2000ft AMSL. I plot my route such that I "be the monkey" and hop from green field to green field (some of those fields are just sports-fields but are more than enough area for me to put down safely). Given that I live in Scotland, I could also be flying over forests or very rugged terrain, and again, I plot my route such that in the event of a failure, I have somewhere safe to go.
My mindset for performing maintenance: don't be a hole in the swiss cheese model
Hey Josh! Small world! The plane you got a clip of holding short in VNY was N252SP the very plane I got my PPL in at VNY. Also, this exact route was the one I used for my check ride and long solo x-country. I planned it and flew it the exact way you mentioned in your de brief. The DPE even asked me why I chose the routing and because this exact thing…engine failure. Great video and I’m so happy you were able to experience the amazing VNY!
Ah 2SP from LAFA
Aaah lafa student! Flew 2SP the other day!
And no reply from Josh. Geez.
I love your humility, Josh! Showing us your mistakes helps everyone watching to be more aware of possible issues we could face and how to handle them! Your content and skills always shine in these videos. Keep up the great work and I also look forward to the next adventure with you guys!
Every flight should have a debrief. We should always be learning. I like it.
:41 - If engine quits at that moment, pray you are wearing your parachute and brought your ridge wallet.
And don’t forget the GoPro on your way out.😂😂😂😂
Brah
Fun fact he can hear his home airport from his prison cell
Don't forget to have a friend with a helicopter to hide the evidence.
I always strap fire extinguishers to my legs….just in case
So happy to see your upload schedule is increasing. Yours is truly one of the channels I eagerly await content. Love the instruction, love the safety discussions, and LOVE the adventures. Wishing you the best. From KRBD.
Another KRBD person?
agree with assessment
All I wanna say is that I’ve been watching your channel for a LONG time since before you and your dad bought 80991. A combination of you, the Blue Angels, and my favorite airshow pilot Rob Holland inspired me to finally take my first flight lesson yesterday. And it was pretty gusty but I was comfortable the entire time. Winds were 232 at 10 gust 20. I was in the right seat and 12 years of flight simulator time for me really showed my instructor how confident I was. Even impressed him of how well I controlled the Skyhawk we were flying. I’ve been in watching your videos and taking notes. I hope to see you in the skies one day Josh.
I sometimes flew over the similar route so I took the coastal route closer to Santa Barbara and turned inland toward Santa Maria to avoid the mountainous terrain. It only took a few minutes longer but it was a much safer choice
13:35 after landing at an airport in Logan West Virginia in the middle of hundreds of miles of nothing but mountains, I mentioned to a pilot at the airport that there aren't many options if you were to lose an engine. He said, "yup, lose an engine around here, and you're eating trees."
Mostly true. I've been into Logan several times. I live and fly WV regularly in a C175 and it's not terribly difficult to plan IFR (I fly roads and rivers) along with strip mines and the occasional farm fields. Altitude is your friend here. Doesn't eliminate the risk but it improves my odds and comfort. I had a mag issue last weekend that had me climbing and making direct for the OH river while I flew back to my home airport.
Josh, I’m glad you’re talking about what to do if your only engine fails. I had to deal with that in my single-engine aircraft 2-1/2 years ago. I was able to land in a field, was not injured, but my aircraft was a write-off. I was able to walk away from the scene only because I had plenty of altitude and visibility to select a suitable Le landing spot. Too many GA pilots do not survive this type of emergency.
Since then, I have drastically altered my personal minimums in my flying. I would never fly over terrain such as you had below you on this video flight. Other considerations for me now are to fly in daylight hours only, to never fly over low IFR cloud conditions, and a few others.
Keep these videos coming. You’re doing great work.
Welcome to the central coast! I'm based out of San Luis Obispo (KSBP). You should check out Oceano airport (L52) - land there and walk a few blocks to an excellent Mexican restaurant Old Juan's Cantina. Also check out Harris Ranch (3O8) - a ranch/restaurant with its own landing strip just off highway 5.
I’ll definitely check out your restaurant recommendation when traveling to SLO. As for Harris Ranch, I often forget to roll my windows up before the stink comes through, when driving by on Interstate 5 (to/from the Pacific Northwest)… flying in would probably be the best dining experience - I think the airport is upwind of the feedlots lol
At the 20:00 min mark, on short final you called carb heat in. I’m curious, is that normal procedure? I’ve always been taught to keep it on. Obviously if you go it needs to be pushed in. Ive had more than one CFI say “That’s what your thumb is for.” If you push the throttle in and stick your thumb out it rests right on the top of the carb heat. Pressing in pushes both the throttle in and carb heat at the same time. This just seems safer. Less chance of carb ice which would be at it’s most likely at low power of final and would give you the most power soonest in the event of a go.
Great video, not critiquing just curious.
I remember it well when you said in a video maybe a year or so ago, that as a young inexperienced pilot you were always in the "killing zone". I remember those days too albeit that was in the mid 60s. I never thought about engine failure; at anytime. Crazy stuff. I rode right seat in a mooney to Cape Girardeau, MO back in 69 to ferry another Mooney back to Houston. I worked as an aircraft salesman for Cruise Aviation at Hobby at that time. The Mooney I flew back was not in the best condition and had no radios. The other Mooney took care of communications and I followed the other plane back to Houston and the last couple of hours was at night. In the "killing zone" from the time I left Missouri until I landed. And that's just one story. I have many that could have put me out of my misery. Can you imagine doing something as stupid as that in this day and time?
Some really good airmanship thoughts there. I especially like the don't just plan the air route, plan what you are flying over, and what to do in an emergency.
Love that you take the time to share how you’ll do it differently next time
Nice to see my old neighborhood from the air. I grew up right off the north end of VNY. 7:56 You flew right over my house.
I could see by 19:50 that your approach was extremely precise and you were going to grease that landing. Nice job! And thanks for posting this and similar videos. They are VERY educational and help keep us safer in the air.
19:51 I don't have carb heat in my current plane, but I never heard to put the carb heat in on final to prepare for a go around when learning in the 152. One less thing to push in a higher workload moment!
Joshua you and your videos, are an inspiration for all GA pilots, both virtual and real life. I've been watching your videos since you were renting planes to fly. Keep the good work buddy!!!
Very familiar with this area; my first solo XC was to SMX. Yeah, from VNY I would have flown up the Santa Clarita Valley to Ventura and then over to San Marcus VOR before doing direct to SMX. In regions that aren't flat, terrain is a real consideration in XC flight planning. I wouldn't fly over the highest part of those mountains unless I was up more like 10500. Just for options.
My goodness, that glass panel! I got my privates in the mid 1980's in 152's & 172's. That kind of panel was reserved for F16's! lol. Took me many years and ratings before I flew glass like that! I still marvel at the panels on small Cessna's etc these days. BTW, talking about being a little uncomfortable in a SE coming in at night, with no where to go in case of engine failure...Atlanta Hartsfield! First time we flew an air ambulance in a T-tail Turbo Lance it seemed like we were over a mass population of subdivisions for half the flight! We both constantly kept an eye out as you should, for a place to sit down if need be. There simply wasn't any.
Great work, and I love the constant self-debrief. I send links to students then discuss various points... Your aeronautical experience becomes ours. I fly down in SD... Enjoy Socal!
Love the Central Coast. I retired from the USAF at Vandenberg AFB, now Space Force Base, then lived in Grover Beach for 17 years. I flew out of SBP.. Thanks for another great video.
Your discussion about preflight planning and engine failures made me reflect on my aircraft too. Though I do have an only a single engine which has historically had many issues, I am fortunate enough to be sitting on an ejection seat every time I go fly. Having that peace of mind is definitely nice, but it does make me take for granted my "escape plan" in the case of a catastrophic situation.
I find that when flight planning, adding doglegs to improve chances of making it to an airport or landable terrain if case of engine failure usually adds very little time to the trip, but does a lot for my peace of mind.
Great Video- from one cfi to another- your instructional style is so needed in today’s training environment. I love to give my students a chance to take their time to (appropriately) get ahead of the airplane.
I did most of my training in Arizona so I got used to never plotting straight lines for flight plans. It’s always best to follow roads, be near them or have them as perpendicular cross points.
I watch a lot of aviation-centered RUclips, and I have to say your content it absolutely top-notch. After watching this video I felt inspired to fly the route you said you should have flown in FS2020. I used VORs though (KVNY > VTU > RZS > GVO > KSMX). But man, that looks like it would be an amazing flight in real life! You earned a subscriber, my friend! Best wishes, and keep up the great work!!
Meant to say, yes... it is very easy to get complacent and not be thinking about your "out" in the event of an emergency. Been there done that. The next time I'm up I'll have this top of mind.
this is one of the channels I watch and do not skip any parts of video love the way you tell us with little lessons learned and now teaches as by telling a great story Love you guys josh keep up the great work.
Love your videos and your attitude towards safe flying. I live in SoCal and I like to put 2,000 ft between me and the ridges. We do have downdrafts pretty much every day.
The more conservative way to SMX from points south is to follow the Santa Clarita river west from SZP to DEANO, then to RZS over the hill past Santa Ynez and up to SMX. You are only over mountains at RZS briefly that way. The Topatopas are super rugged, as you noticed.
Best course , VNY, CMA,RZS KSMX..lots of options and scenic.
Save some butter for the rest of us, dang!
Great advice on the route planning. I may never pilot any aircraft, but I do enjoy riding along with you and learning what it takes to be a pilot of a small plane. Thank you for sharing your time with us.
I loved this video thanks Josh. The emphasis on good airmanship and safe flying will never grow old as far as I'm concerned. If you made every video with this theme built into the content, it wouldn't be too many. Thanks again
Nice to see after following you for years that you're not letting complacency set in. You're still willing to go back and look at what you could have done better.
I’ve flown and crossed those mountains at night, definitely sends a chill down your spine.. never fly along them as I usually stay along the coast
This was a great watch. I love the humility and admitting to things that could be done better, and reflecting on how your airmanship has developed since you first began flying. Quality content, overall!!
Glad you mentioned emergency landing spots. This is my home turf. I would not fly direct as you did. Flying this route within gliding distance from one airport to another KSZP, KSBA, KIZA instead would only add a few minutes to the flight - well worth it. Fly Safe
I'm so happy I found your channel. I'm an aspiring student pilot and am absorbing so much information right now. I'm even most the way through an audio podcast of ground school. I've learned a lot, been confused a lot and have been inspired a lot. I love how you operate to the fullest extent of safety first. You explain so well and give great info! Thank you!!
4:18 - 4:55, utmost importance. This video also nicely shows the tedium of proper preparation. Many, if not all, interested in GA don't understand that tedium. The moments of beauty, while hanging in the sky, are long, long hours of hard work in the making.
Love the thoughtful approach to all you do. Best to you and Chelsea fly safe.
Great video! I've done this trip a few times. I like doing the coastal route rather than straight over the mountains for the same reasons you mentioned.
16:35 Agree with your debrief -- SE over terrain doesn't give you a lot of options, especially at night. That's why I like IFR (I Follow Roads).
I was at MSN and the line guy wanted me to move right away after startup, he had another plane that he wanted to move to put in my spot. He was insistent I move, the next day I contracted the FBO for find out what was the deal was. It was explained the whole ramp was a non-movement area and I could taxi away from the terminal and finish my checks and then call ground. The take away is your can move away from your parking spot as long as you don't leave the non-movement area.
Meh. There is only one PIC. If it makes me interrupt my flow or checklist, it increases the odds of missing something.
There was a time when we referred to the non-movement area as the ramp or the other uncontrolled areas. The term "non-movement area" is relatively recent.
I grew up in Lompoc and now live in San Antonio.
Thanks for the content, it definitely helps to see other perspectives of engine outs as I make my way through flight school.
I almost never watch these videos. I flew regularly several years a go with a pilot friend of mine. Knowing his personality/character I never had a single doubt about flying with him. I really enjoyed watching this video and listening to your thought process. You two sound like the exemplary aviation couple. Thanks for sharing.
Hey Josh, I’ve been watching your series for years and have to thank you for posting your experiences. Hopefully it doesn’t feel like a thankless endeavor to you, so I thought I’d let you know that I appreciate every one of them! Im always stoked when I see you’ve posted a new video.
I’m a ppl based in San Diego.
Always picking up good advice from Josh. It’s so easy to get preoccupied in the cockpit and lose sight of “what if”.
Another wonderful video! Love watching your adventures and the way you've grown from your early RUclips days!
Now you're flying over my old stomping grounds. I learned how to fly beginning way back in 79, flying out of Brackett Airport across the street from the Los Angeles County Fairgrounds and finished up at Cable Airport. I believe that Cable is the largest family-owned airport in the country, well worth the visit. I'm enjoying your videos more and more Josh, and I predict a very bright future for you and Chelsey, may God bless you both.
Great video. Love flying over California, and try to avoid the terrain, unfortunately, not always possible. As you said, altitude is your friend, glide distance very important parameter! My second flight instructor taught me that for my privates, plus he drilled in me emergency landings every flight lesson in all possible terrain scenarios. It has to be automatic! Love watching your videos, and enjoy cali :)
We begin naive, then evolve, always learning. You debreifed yourself. Recognize mistakes and hopefully learn from them. Good work.
That rugged terrain you flew over is caused by a notch in the joint of two tectonic plates. Nearly your entire trip was over land that is being crushed by the movement of the two plates. Go further north to Oroville and the two plates have a nearly straight boundary and simply move past one another.
Josh, what a great post. Love your radio phraseology, discipline, flows and unwavering use of check lists. Hope to meet you one day … maybe at OSH this year.
Hi Josh, great content. It’s been 15 years since I’ve flown GA - amazing how much it has changed in the way of avionics. I love the back to grassroots approach you have to flying. Keep it up!!
Thanks for the vid.
Recently I have been flying between the LA basin and northern CA and flying over those mountains.
I will take 10 min extra if needed to fly close to a free/highway , esp over that terrain.
I experienced an engine failure a few years ago (PA32) and was lucky to glide it into a small airport. I had the routing planned along roads and airports, not a straight line.
No single engine at night or low IFR over the mountains for me. (30 yr piloting for an airline)
happy landings
Beautiful! I can express how amazing these videos are! Its impressive to see such amazing content along with some of the safest flying I have seen. Thank you your content helps me a tone in the journey to become the best pilot I can be.
I am a retired military pilot who finished my flying in the C-12 Beech Kingair. It was enjoyable to fly along with you on this hop. I prided myself in the type of cockpit management you demonstrate. General aviation flying would be safer and more enjoyable if all pilots flew as you do! keep it up. Semper Fi.
You can see Density altitude if you have this Garmin GTN 750.... on the home screen click on "Utilities" and then the button "DALT / TAS / Winds" and then press "Use sensor data". Fly safe 😊
I really enjoy your videos, your attention to detail and explanations of what you are doing, and your time taken to explain at least part of your preparations before engine start. As an aside, I do follow another aviation content producer whose production qualities are great but it is sometimes incredibly difficult to watch because he pushes an envelope past where he should, flying single engine at night and flying in bad weather where a critical system malfunction would kill without remorse. I much prefer to watch your flying videos because of your approach to flying and your respect for the environment which is after all unforgiving. Keep up the great work.
That means so much - thanks for the kind words and feedback!!
Thank you for sharing and all the wonderful safety tips which is also a refresher. Much appreciated. Stay safe and take care.
The narration of thought processes and reflections in this series is absolutely amazing and invaluable.
Thankyou for sharing your time, effort, and knowledge. You are making better pilots.
Flying around my area. These skies and mountains are where we fly continuously and we love it. Great vid as always Josh. Sure would like to catch up some time when you two are out this way.
Great video. Lots of memories. Worked 30 years of my career in the oil industry in the Santa Maria area. Logged a couple hundred hours as a passenger on an S76 traveling to and from the 4 offshore platforms off Pt pedernales Pt Arguello from SMX and Lompoc. And I just attended the last air show at SMX while visiting recently. My son in law works airport maintenance and got me a VIP ticket. You are a very professional pilot. One of a few that I would trust to fly with under part 91 general aviation.
My first 2 interests as a young boy was line flying airplanes and gas engines. I rebuilt the family garden tractor when I was 12. I went on to build snowmobile and motorcycle race engines, and a couple dozen 454's for Modified Sportsman race cars. It all gave me a good understanding of engines. My 03 GM pickup w/a 4.7 LS I drove 490k miles. Last time I saw it, it had 600k miles on it and was running strong. No big secret. Fluids. It has to lubricate and cool the combustion. Cycles and use dictate changes. The more cycles (cold>RT>cold), increase change frequency. Long runs @.75% add time. Calculate your change time, then * 0.80, and that's when to change it. It's a lot less expensive changing oil/filter than it is changing engines! Oil starts to degrade in the first hour of operation. A piece of bright white paper, and a few drops from the dip-stick will help your decision. Factory spec's are guidelines. The first hour is too soon, beyond that it's subjective. Just a few thoughts... Peace --gary
25+ years ago when I was doing my flight training on the Central Coast and flying down to SoCal, I would always fly along the coast. There are so many airports along the coast to divert to when flying VFR ASEL as opposed to the route over the mountains.
Great flight over beautiful country. Thanks for taking us along. I always enjoy your clear description of what is happening.
Well done. Listen to this pilot, he could save your life. Excellent video.
Oh my gosh, this IS AMAZING!!! you really break things down and make it easier for the public to understand!! Please please please keep making these videos
I fly UAS for the Army and flying over real rough terrain like this had us always asking where is the best place to ditch this thing. We don’t have to worry about our own lives or the aircraft but with the winds coming off the mountains and all our other influences we have to be looking out for somewhere to ditch where we won’t hurt anyone on the ground.
Beautifully done! Editing is always top notch 🤩 that landing was pretty good too!! 😉Thanks for sharing! See you soon ✈️
How do you like the PowerFlow exhaust?
On my 1st flight lesson it was drilled into me to always look for where id put it down if the engine quit. 16:34
Was happy to hear you calling "one-one thousand, two-one-thousand,etc." when deploying flaps. That's a trick I figured out on my own early on while training in a late 60's 172 when I realized the flap indicator was one step removed from useless. Spent some time on the ramp experimenting and figured out that 1-2-3 got me the first 10 degrees and 1-2 got me each additional "notch". That way I could keep my eyes out the window instead of down at the bottom of the panel. I would call out the "thousands", then glance left and right out the windows to visually confirm, and carry on the approach.
Great video! My home airport is San Luis Obispo (KSBP) and I did my first cross country to KVNY and have done that flight many times since. My CFI called the mountain range you flew over the "people eaters" and said the only time you want to fly over them is in a twin or an aircraft with a parachute, just like you mentioned. The safest route is via the San Marcus VOR (RZS), unless there are high winds across the mountain, then Gaviota VOR (GVO) will give you more terrain clearance and less severe downdrafts.
this is inspiring, im in flight academy right now to chase the dream of airline pilot and your attitude is exactly what im aspiring to be. great video and will watch more!
I was flying a Caravan from Oakland to LAS, I asked for the most direct routing after I was aloft and they sent me to OAL D-> LAS so I was up at 17,000 I found my self looking down at some unkind snow capped mountains in Beautiful VMC and realizing I was underdressed for this kind of flight if I went down, I did have the pleasure of flying behind one of the most dependable engines on the face of the planet, the PT6. The freight in the airplane was time sensitive and there was pressure to make the time cut off. Nothing happened fortunately.
I had the unexpected partial engine "failure" in a C172...made it back to Airport, but one CYL had gone south...Whew!
Had to slow-flight at 1700 RPM back to Home airport, 25nm away....glad I made it!
Good stuff! Good comments on planning for what if, & those down drafts can really impact performance!
Too many pilots have been caught with no power and no safe landing option. Single engine at night really cranks up the risk too. My Dad was a commercial charter pilot operating in the Canadian Arctic, he owned what he flew a '55 Cessna 180 a Helio Courier, later a Aztec. One time he was inquiring about a short contract in the Arctic islands they told him "not this time we want a twin, this involves ocean flying. They chartered a Aztec from someone else. So a little later they called him back and said " you still interested in that flying contract? " The Aztec had a dual engine failure enroute ( the Aztec had 2 outboard fuel tanks & 2 inboard, the outboard drain into the inboard through a valve operated by a bowden cable ) this cable got stuck thus the fuel in the tanks couldn't be used. The Aztec slide to a stop on a ice flow in the Beaufort Sea nobody hurt. Dad did the 5 week contract with his '55 Cessna 180 it was very reliable, best money he ever made that summer (1971). Bottom line you never know what unexpected thing can happen so plan with this in mind.
I earned my private in 1978, with instrument, commercial, MEL, and ATP all following within about eight years. Long before glass cockpits and all the useful information right at your fingertips.
But back in the early 80s, when I was young and thought I'd live forever no matter what, I had my eye-opening, heart-stopping moment when I flew myself into a corner.
My dad and I owned a late 60s Cherokee 180 with the original panel, but IFR certified. I had flown a friend on about a 400-mile trip, in complete IFR conditions. On the way home it was very low IFR across most of my route. I was fat, dumb, and happy cruising along in the clouds when all of a sudden the engine went completely quiet! I had taken on fuel before returning home. I don't recall if I checked for water before leaving, but the engine out lasted about five seconds and then roared back to life.
Flying magazine used to have articles by pilots who learned from their mistakes called Never Again. (I haven't read one in years, so I don't know if they still have that.) This was my Never Again moment where I'd never box myself into such a tight corner. If the engine hadn't come back to life I'd have been hitting the ground in nearly zero visibility.
Although there will be times when your options are extremely limited I some flights, you should always be debriefing yourself on the "what ifs" and how you could have done this flight a little differently, with added margins of safety. Great video.
Awesome content. Great things to think about. Love the fact that you point these things out. Super important. - My dad had a terrible rotorcraft accident that landed him in the hospital for months, and the Pilot crippled till to this day. So the thought of safety has always been to the forefront of my mind.
I prefer flying along the coast not just for the added landing options, but also because there's actually a few airports along that coast as well. Helps with flight planning, navigation, and landing options. Just all around the best way to go it. Also those mountains can create a lot of nasty conditions during windy days if you're flying too low. A wise policy and lesson for anyone.
Excellent advice here! My CFI constantly asks that same question "Where would you land if the engine quits now" - I understand this is something every Pilot should regularly do when flying (But keep it to yourself when having passengers ;-) Especially non Pilot ones!
Nice video! What was the reasoning for calling clearance prior to taxi? It's a class D airport so not sure if this is just to get VFR flight following before departing?
I fly out of some really busy airspace’s in south Florida that has a lot of jets and traffic. They require you to contact clearance before you move. The ATIS will typically tell you if you need to contact clearance delivery.
Welcome to flying in SoCal. Engine failures in SoCal don’t leave a lot of options. I agree that if you had gone closer to the coast, not only can you ditch in the water, but there are other airports along your route.
I remember my instructor saying a lot of the same words you were saying about pick your place to land, just in case. Continue those thoughts and mantras.
i went direct from RZS to PRB at night as a fresh private pilot with no instrument rating was definitely a little eye opening
“Efficiency comes with proficiency” that’s good.
Not a huge deal, but that VFR sectional also says that they would like you at 9k+ on that route for condors. It in that “notice to pilots” box you fly over at 15:00. Again, it’s not a massive problem, but something to know for next time that they don’t want you there at your altitude. Also you don’t have to say Ident when asked to. Sorry I’m picking you apart, just trying to add some info from a local there.
Enjoyed the video. Back in the late 70's when I lived in Davis CA my dad offered to pay for flying lessons but I was looking down the barrel of college and just new I wouldn't be able to maintain the practice hours I would need. I did get to fly with an instructor/friend from the Davis Muni airport down to the Nut Tree airport and back as a carrot. Since then decades have gone by and I'm 65 and living in Virginia. I can vicariously enjoy aviation on RUclips. So very cool. I do miss California but by all indications it's not the same state I left in the mid 80's.
Fantastic video as always! Love the new wings! Always a pleasure flying with you.
lmao I liked when you asked "if the engine went out where am I going to put it", as an Oregonian that is pretty much the terrain I have to deal with every single flight. Honestly, most of the time its the freeway or hope for a meadow.
Its true about a bit more altitude; doesn't cost much to get there and likely better overall efficiency, and at least some greater options.
Nice video! Direct from VNY to SMX is an interesting choice. If you’re flying in SOCAL you can find the TEC routes published which (although IFR routes) usually take you over more populated areas. Easy to fly similar routes VFR.I wouldn’t have flown directly over SBA as you suggested but it would have been easy to go toward Camarillo then RZS. Lots of airports under you within good gliding distance most of the way.
I am a private pilot who learned to fly in Mammoth Lakes with a field elevation of 7138 feet. I agree with you that Southern California is a very special place. I was born there and lived 75 years there. Unfortunately, there’s a big problem in Sacramento. His name is Newsom and he is wrecked havoc on the Golden State. I couldn’t take any more of his crap and I now happily live in Utah for the last two years. Great video and I will subscribe to your channel having watched this one. Well done!
My dad always said "Altitude, Airspeed, Alternatives". Back in the early 60's I worked for Santa Barbara Public Works and did some taxiway extension design, and improved flood control system.
I live in LA and learned to fly at KSMO and KVNY, but sadly haven’t really flown in almost 15 years.
Interesting that it was a rare “backwards” day at KVNY - flying 34L/R instead of the usual 16L/R.
Dunno if it changed in the years since, but nobody ever used clearance delivery going VFR from KVNY back in the day.
I was always taught - at KVNY - to ask to taxi to the active. If you just ask to taxi, you're not saying where, and you could just as easily want to taxi to some other hangar or to the other side. And you don’t say the runway because they may assign the other one (you ask for 16L and they may want you departing 16R), or what you ask for may not be the current active.
The displaced threshold at the approach of 16R is fine for use in takeoff from 34L, and they count on that. 34L - particularly when you count that displaced threshold as usable for takeoff - is a VERY long runway for a Skyhawk. You could EASILY take off and then land and stop again from Hotel.
I'm surprised at the very long wait. I've waited over 20 minutes at KSMO, but never NEAR that long at KVNY, and I've flown there with 6 planes in the pattern and when it was the busiest GA airport in the world with more takeoffs and landings than Heathrow.
Never flown to Santa Maria, but Santa Barbara multiple times. It is a bit of a trip because the coastline is east/west when in your mind, you're thinking it should be north/south.
There was a lot of talk about flying over the mountains, but the reality of flying in the LA area is that you're over highly inhabited and congested CITY with almost nowhere to set it down if the engine dies. Heading out from 34L/R, there's a big lawn at the hospital and that's about it once you’re past the nursery across the street from KVNY, and if you have to go there, you're going to wreck but at least may survive. Roads around there… not so much because you'll likely hit traffic and/or the electric lines. If you’re close enough to the ocean you're going swimming, but you may very well survive. Elsewhere… not a lot of choices.
I've flown over those mountains north-west of KVNY at night, and I'll tell you, the two most welcoming sights are - in order - the KVNY beacon, and the approach lights beckoning you into 16R.
Which brings up an old joke… what do you do when you’re engine out at night and don’t like what you see below you? Turn off your landing lights.
Did all my training at Van Nuys, never took off on the 34's, always the 16's, usually 16L, the short field (flying C-150's). So I was always headed for the 134/101 Fwy. Must have been weird winds that day...
Hey, KSMX my home airport. I live like a 5 minute walk from it. I’ve flown out of it a bunch and met the ATC, he’s chill. Nice to see it getting some attention, it’s the largest airstrip on the central coast.