DA42-VI IFR to Barth, Germany EDBH; RNAV approach
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- Опубликовано: 22 сен 2014
- A flight in mild, layered weather from southern Sweden to EDBH, which has one arrival and one approach, both RNAV. The Garmin G1000 avionics in the DA42-VI are certified for LNAV/VNAV approaches.
Развлечения
Nice video. Greetings from EDHE!!
Love your videos and your plane. Safe flying..
rchelicopterheaven Thank you!
Great videos! Subscribed!!
Thanks!
Nice Videos, like to watch it! Keep on the good work ;)
JoyofFlying172 Thanks!
Nice to see you flying to one of my home-airfields. Did quite a lot of landings and skydives there. Welcome to my home! :)
BTW: Those "Rookie" callsigns are from a IFR training facility in Laage, south west of Barth.
+Benedikt Freifallspoiler OK thanks for the info. I have heard those a number of times and wondered what flight school would choose that call sign; it seems a little harsh on its students. But military - that all makes sense!
Actually its not Military but Lufthansa.
Great quality on your videos. Those controllers seem easy to deal with.
Brian K Rich MD Thanks! I agree; good quality of ATC in Europe generally. I've heard GA IFR traffic can sometimes get short shrift in London airspace, but never experienced that myself. Always professional and helpful.
Nice video, thank you. FYI you landed SHORT (per us rules)
:)
I KNOW, thank you for POINTING that OUT.
I like these video's very much. Great to hear the atc and nice views! Just a question concerning this video. It appeared to me that the app on Barth was a bit low, and you landed a bit before the displaced threshold... It seemed to me that you flew very low over that road on short final! Glad no truck or bus passed... Or did it just look too low on camera?
Really like ur videos ;) Plz fly to west side of Norway, alot of interesting approaches here :)
+Jamsan 90 I want to; I intend to. Was up to Narvik (Framnes) once, and that was just wonderfully beautiful, and a very interesting approach.
Only me thinking that bremen radar always sounds like a nice girl to go out with?
I was just teasing
Me too... thought it was funny you shouted. I guess you saw that other comment earlier?
correct me if I´m wrong but, aren´t we supposed to land after the threshold because u touch down earlier right on the arrow and from what I know that is not ok! Thank you :)
I don't understand why we even bother putting someone in the tower in Germany...most of the times these guys have no idea what's going on around them anyway. I much rather like the US system of uncontrolled (pilot controlled) airports!
Anyways, great video.
Florian Steckel same opinion!
Bin selbst Flugleiter in EDRL - mehr als die Rettungskette in Gang setzen und den Wind durchgeben ist uns so oder so nicht gestattet. Die Piloten machen das unter sich aus, so wie es eigentlich sein sollte.
LG aus EDRY und EDRL :)
Florian Steckel The difference is that you won't get clearance for an instrument arrival/approach in IMC at an untowered field. I appreciate the AFIS fields for that reason.
Are you saying that in Europe you can only get an instrument approach at a towered airfield? If so I find that rather strange.
In Australia there are instrument approaches to many non-towered airports outside of CTA where pilots are expected to sort out their own separation. In 2014 I had to do a RNAV approach following a SAAB 340 at night. We both eventually got down and 10 minutes later the airport was closed for the night by fog.
Another point I found interesting was them giving you a RNAV approach when you could have easily done a visual approach or were you requesting an instrument approach for currency?
Noticed you set QNH on both primary and secondary altimeter when being cleared 4000ft. comes in handy to keep the secondary at std when one has to report flight level to a new controller or something like that. Above the transition altitude of course (or below in a climb)
I agree with you, actually. But I was taught to keep them both on the same setting, I am guessing in case I would need the backup suddenly. So, I do as my instructor said. I'm still under 1,000 hrs and there's lot's I haven't seen, so I trust the more experienced pilots...
jaunty17 Of course, I do the same! (I was taught my version of it though obviously)
Personal question (if you want to answer it): Do you fly these trips for fun or for business?
Hurrapelle Both....
First sorry for my english. Your AP flows down a LNAV Aprroach and the G1000 shows a GS? The only RNAV Approach with a GS should be a LPV. Maybe It would be great to make the vids a littel shorter, anyway thx for sharing. By the way a "off flied landing" out of the runway :-)
Both LNAV/VNAV and LPV provide vertical guidance. Yes, touched down slightly before the displaced threshold.
I find amusing that many people never go above the green tape, with or without ANY turbulence or chop. Pilot in command decides always. But, I'd like to watch them sitting in an Extra 300L under hard G's
Planes can take the speeds below Vne...actually, you can fly a plane up to Vne without breaking it. Vne is 10% lower than the speed where the plane starts to flutter dangerously. :)
Cool video
Vne is 10% lower than the speed where the plane starts to flutter dangerousy
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Assumed too. Not tested.
The flutter is actually tested.
10% less is the safety margin :)
The absolute "I broke the plane" speed is not known unless it is actually destroyed.
Fly safe
is it just me or did you touch down short? cool video.
new name It's not you, it's me (as my ex-girlfriend said...)
wonderful video again! I'm hoping to get up in the DA42