180 KNOTS ON A 1.5 MILE FINAL? NO PROBLEM! / DA42-VI Ferry Flight
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- Опубликовано: 15 сен 2022
- Welcome to the next ferry flight series. I fly the DA42 NG-VI from Austria to Canada via Denmark, Scotland, Iceland and Greenland. Follow along on this flight which was in November 2021. Enjoy!
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DISCLAIMER:
This video is NOT for training purposes!
Follow the instructions and procedures which are stated in the relevant AFM/POH.
EDITING REMOVES THE CONTEXT!
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I love how the DA42 slows down with those big speed breaks, the props and the gear down. I miss the way every landing is a perfect landing with the trailing link gear. Great video!
Brakes, not breaks.
Thanks Niko! Would say time to change from single to multi 😉
I always call it the F18 landing gear😜
Most turboprops are like that, some better than others. The BAe Jetstream with its geared Garretts and 4 paddle bladed Dowty Rotols would decelerate at a rate as if thrown into reverse pitch when placed in full fine on finals. Subsequent dirtying up with lowering of the gear and flaps added into the rate, but of course their cycling being speed limited, they were subsequent to the pitch deceleration. Unlike the necessary stabilised envelope of a commercial jet, those big props permitted high approach speeds on finals until so much closer if desired.
Visibility from the cockpit of this aircraft is incredible.
Yes you can not complain about the view ;)
Wow I'm a new student and I've never seen this airplane before. That cockpit view is amazing, looks decades ahead than the Cessna's I'm used to.
Hi Ian,
you are right but think of the time your Cessna was originally designed. The new ones got the same avionics.
Engine wise it's different ;)
Good luck with your training!
BR Micke
Hi Micke 👋, thank U again for the amazing view to the land and sky from the aircraft.
Thank you Fernando!
As AirForceProud95 would say... that landing was butter! Excellent landing.
haha thank you!
Beautiful aircraft! And the time of day and the weather + place are great!
Yes that was a cool scenery that day😊👍🏼
Landing in Greenland was cool for the control tower also. Thanks for your posting today!
Thanks Clarance for watching again!😊
Awesome as always!
Thank you! Cheers!
I loved the video.... trust me you are my most preferred background while working :)
Haha thank you but don’t leave work behind😉
your content is great I just started my MEP/IR training on DA42 yesterday and its just an amazing machine.
Thank you Jakub!
Happy that you like it!
Good luck with your training, you will like it in the 42!!
BR Micke
Nice video, keep it up, I would like to see more videos like this. You are a FANTASTIC pilot bro.
Thank you! I just do that what I learned from others🤷🏼♂️😉
What a greaser landing ❤ really good job buddy! You are a master flying that DA42 👌🏻
Thanks Sebastian!
I just do it pretty often😜
Excellent flight ❤
Thank you Ashraf :)
The high ALT approach is also very impressive to my students, the Vne approach and the high ALT procedure are only two features of the impressive mission profile of the twins from Diamond. Have a good one and take care!
As you wrote, a lot more nice features in the Twins! Hope you‘re good Felix!😊
What a great plane 👍
It is!😊 Thanks for watching Dimitri!
Really nice flight
Thanks for watching Dwayne!
A fine professional job
thank you!
That was smooth.
Thanks! :)
Nice flight!
Thanks😊
Would be nice to see a little bit of the places you are going. Keep it up, really enjoy your films.
Luv watching...
:)
we would do the same thing in my multi training. Atc would put us in front of airliners on approach. we would be told to "maintain best forward speed", and we would punch it at 160 knts until short final, gear down, power idle is like having speed brakes. it a fantastic capability
This comments explains what I wanted to show! Thanks!
Another great video, thanks ! The high speed approach is a HUGE TOOL for Diamond pilots in airspaces with high speed traffics, the landing gear is just a massive airbrake that can be extended all the way till VNE, it is a non-standard operation but a great resource, thanks for the design Diamond !!
You‘re 100% correct Carlos! All the best😊
I'm curious if high IAS with low power settings where the prop is driving the engine is contributing to to frequent gearbox overhauls from spalling on the gear teeth or filings found in gearbox oil as reported on the Diamond aviators forum. As a former GTSIO engine operator it fills me with dread at the thought of the prop driving the engine (a no no in the GTSIO world). Now if Micke does this it's obviously an approved procedure by Diamond. So I;m still curious about the cause of the unscheduled gearbox maintenance.
@@Ozgrade3 Interesting opinion. I will try to go deeper into that topic and come back to you. BR Micke
@@Ozgrade3 Hi again, I was researching a bit and this does not cause any gearbox issues👍🏼
@@Ozgrade3 what is GTSIO ?
Nice landing
Thanks John!
Nice vid 👍
Thanks Alex!
When flying with a Turbo Saratoga PA32RT we went down the ILS with 160kts until 60ft above the runway (middle marker), throttle to idle, holding this altitude until gear and flaps speed, then normal landing and leaving the RWY after 2km (high-speed exit in LOWW RWY 29). Of course not a procedure for minimum conditions, but faster than the airliners.
No formation take-off from Greenland? :D
Thanks Micke, you must have the best job in the world!
No because we were both flying IFR and we want that 10 minutes separation to not block each others altitudes👍🏼
Thanks David😊
You had a nice machine to do that short hop across that pond. High approach speeds are relatively normal at Iqaluit.
I think traffic wise it works quite well there ;)
Good old 109 C130 in the background. From Glenville New York my hometown
C130 never get‘s old😉
fine job call sign ,, stretch ... :)))
😉
This is is how we do it !!!!
Correct my friend ;)
I once flew 727's. We went into Vittoria, Spain one night, and 2.0 nautical miles from the runway, we were at 7200 above touchdown zone elevation. And we touched down on the touchdown markers.....
Say what you want about the 727 but that thing could do nearly anything you could ask for...
That’s a cool fact! Did not know that👍🏼 Thanks for sharing!
-5 C ain't cold but -5 F is starting to get Cole Bro. I was Trimming Jet engine on the Hound Dog at K.I. Sawyer AFB in the late 60's at -30F or -34.4C. Now that was cold.
haha wait for the next series then you will get your cold too ;)
Just wondering: wouldn`t the G1000 give you an automatic warning message if RAIM was not available on an activated LPV approach? Great vids by the way...
Hey ! I don’t think RAIM is necessary in itself in order to perform an LPV approach, you only need to be SBAS capable in order to benefit from a vertical guidance on the approach.
But if you happened to lose SBAS I believe the G1000 would show LNAV instead of LPV on the HSI within 2Nm of the FAP and also some other warning messages such as « Approach downgraded, use LNAV minima », « Terrain system not available » (if fitted)…
RAIM prediction is a good thing to check because it ensures that you’ll have ABAS capabilities (RAIM available=you have ABAS capabilities) at the time of the approach. If you happened to lose SBAS capabilities before the FAP, knowing that you are ABAS, you could quickly set up LNAV minima and perform an LNAV approach instead of having to go around. Correct me if I’m wrong, but that’s what I’ve been taught recently (I fly Garmin but not the G1000)
@@antho8070 Nothing to add from me here! Love the interaction here guys! This is what I love about the comments section! Thanks for watching and the comments!!
Hello from Iqaluit. I’m a huge fan of your videos! If you ever need anything here or want a tour please let me know!
Thanks Jimi! Good to know, will be back next week😊
What is the driving reason that made you take off but delay climbing in the begining?
Tjena - Another great vid. When are you comming trough Greenland again ?
Tack Carsten! Next week 21st and the werk after on the 28th🤘🏼
@@MickeLang Cool - Im on duty on the 21st, from 0800UTC. Week after, i´ll be in Copenhagen for a seminar. So hopefully, ill catch you on the 21st
@@ecbrandt1 ETD:0900 EET BGGL/0203 😉
Landing in butter
haha thanks
I love twins. I wish there were more of them on the market
Twins are obsolete. Especially ones with retractable gear. They are slow, high cost to maintain, and are fuel hogs. Orginally, a twin design was to go over water during WWII.
Why do you have this opinion?
In my opinion it's better to have 2 engines compared to only one.
All airliners are going back to 2 engine designs and without the twins we would not have training aircraft for that.
Fuel hogs? The DA42 is burning the same amount of fuel (JET A1 actually) like some other single engine aircraft, so I would not agree here.
@@MickeLang Two engines are not faster and cost more to maintain in the name of redundancy. Worse? They are a nightmare to control if one engine fails on takeoff often resulting in fatal crashes. The DA42 cruises at 172ktas and has a ceiling of 18k feet, a range of 1200 mi and a fuel burn of 11.5 gph. Its competitor the Cirrus SR22 single engine cruises at 183ktas, an 18k ceiling, a 1200 mile range and a fuel burn of 12gph. Over time, the DA42 will cost far more to maintain and insure because it is a twin and has retractable gear.
@@speedomars3869 Well they don't have to be faster. Nobody said that but I rather have two engines over the ocean than one...
And controlling wise it depends on which plane you fly and VERY MUCH on the training and proficiency of the pilot. Have you looked at the numbers of the DA42-VI? The Vmca is actually lower than the stalling speed so this argument does not count on the 42 ;) If we talk about a Seminole it's a different story.
Be aware that you compare Avgas GPH and JetA1 GPH. This is also an important factor.
Anyhow the perfect plane does not exist and it always depends on the mission you have to decide which plane suits you the best. Seems like you take the single and I take the twin.
BR Micke
PS: I cruise with 192kt at 15.6 GPH JetA1
@@MickeLang They do have to be faster if you are going to add the weight and extra maintenance cost. But they are not, in fact, they are often slower than piston singles. In the Cessna 182 range or so. The range of the DA42 will get you few places over an ocean except maybe to Catalina (30mi flight) or if in the Gulf down the Florida Keys. Vmca is not the issue, Vmga is the speed you care about in a twin. Engine fail on takeoff in a twin is a very real danger and half of such incidents result in a crash..In the past twenty-five years there have been roughly 350 fatalities in twin engine aircraft due to a loss of power on one engine. This averages approximately 14 fatalities per year in twins. The diesel engines on a Diamond are RARE and very few shops can work on them...factor that in your annual cost too above the delta in Jet-A versus 100LL.
It's a twin prop engine, but you're using a Bose Pro. Does the noise canceling function work well?
Yes the proflight works well in the Diamonds :)
oje da isser schnupfig 😕, super trip bisher 😎
alles gut bei mir😉
wow so much snow in canada! when did this flight happen, what time of the year ?
see description
That was in Nov21 😊
Mike I wanted to ask you this
Why no night vision or infrared instruments in planes generally why military?
Good question actually. There is an option for infrared on the 42 actually which was certified some time but never really made it to the market.
Micke. which headset do you use?
That‘s the Bose Proflight 2 👍🏼
Reduce speed to what ? 😂 Great video !
Thanks Louis!😊
Totally did the 180KIAS to 1.5nm final landing LAX. That was fun passing the airliner on the other parallel lol.
Love it!💪🏼😍
@@MickeLang I'm a bit of a nut anyway, I got used to flying the C172 at 140KIAS to a close final from flying into the big airports too 🤣Little planes can go fast! You gotta make a stop at LFVP when you're crossing the Atlantic sometime, quite an interesting stop.
Iqaluit is beautiful
it is!
makes you miss flying one☹️
When did you fly them? :)
No shock cooling issues with chopping the power all of the sudden?
Negative because the engines are liquid cooled and not air cooled.
Only possible in the Diamonds ;)
This type of approach killed three people at Watsonville 8-19-22. You can't manage systems and see small aircraft against ground clutter at this speed.
You can not compare this to what happened at Watsonville. Airport environment is something complete different here. I would not do this at an airport where I know that students are doing pattern work. But if you get to bigger airports where ATC squeezes you between airliners, this can be very helpful.
System wise the only thing you have to handle is gear and flaps in the 42, looks a bit different in a other twins.
I wrote this before, you need to have a good situational awareness and you have to know your plane to do this kind of approach.
This looks suspiciously like my old flight schools plane, did this plane end up becoming n242bl?
I don’t know which callsign this plane got after the ferry :/
I wonder what the story is with that T-6 Texan II in Heritage paint scheme ?
Where do you see this in the video?
I am so not familiar with crossing the Atlantic. Why do you choose this route? I would think other airports, like BGBW,
Narsarsuaq, then down to CYYR, Goose Bay would be a shorter route.
Because the water legs are less and for Gander Airspace you are actually required to have HF on board. And there is Wings Wednesday in Iqaluit on Wednesdays 😜
Mick - I want to cross the pond with you! What do I do?!
Buy a Diamond😂👍🏼
I'm still mildly confused: was that 180KIAS?! How?!
Never been there, but I hear Iceland and Greenland should switch names
The name "Greenland" was apparently for marketing purposes.
They certainly should 😂
😂👍🏼
tambem uma pista deste tamanho qualquer um pousa
is it limiting to need jet A?
I don’t get the question. Please ask again a bit different🧐
Just out of curiosity, where is your checklist?👨✈️
I use the electronic checklist in the Garmin and I have an electronic backup on the iPad plus one paper checklist on board which is always within reach.
BR Micke
shuttle climb on missed approach
Good catch!
Atc not in english? I thought it is he universal language for arc
Not in northern Canada ;) CYFB is english only though ;)
You will also hear German on the radio in Austria or Germany or french in France.
Local languages are also used, depends on the airspace and airfields.
BR Micke
1.3 mile final from 180kts at -10°C.
I'd imagine 180kts, 20°C would need 1.6 mile final.
That’s a good one, I think I have to try this during summertime in CYFB once👍🏼
Vne, never exceed speed. Why did this happen? I would not fly with my knees on the dash
Vne is 188 so this did not happen. Could you explain what you mean?
BR Micke
Very impressive approach, but I hope you dont do that when there's VFR traffic in the pattern.
Normally there are not so many planes in the pattern in CYFB 😜
Thanks for watching!
Yep, no matter how good your visibility, you can fail to see a small aircraft against ground clutter. 3 dead at Watsonville.
There was a recent crash where someone came in on a 180kt final and crashed into planes in the pattern. ON base the other plane was doing maybe 60 kts, so that's a 120kt overtake. I wouldn't advise this.
That’s why you should have a good situational awareness when you do this. The situation gave me the opportunity to do this so nothing wrong here. This should show that you can operate these plane in the same speed range as the jets at bigger airports.
The opposite is true, cap. If you have the hug speed behind you, you can adapt to this. If the low speed is in front of you, you can also adapt to this.
I'm guessing, with the Garmin 1000 even a private pilot could fly around the world and back home safely. Just using common sense.
Would love to see that, please film it too😉
@@MickeLang
Hello
With the new planes on the market today. The GPS's that come with these aircraft. Let's say heading to Iceland. The GPS showing exactly where your at. It shows other arpts., lakes, rivers. You can pan out to get the big picture. The biggest worry is remembering to switch tanks between the auxiliary and mains.
No, what impresses me is Max Conrad in the mid 1960s delivering aircraft all over the world for piper aircraft.
Maybe if your lucky, it comes with an auto pilot. Flying a comanche 250 from Casblanca to Los Angels. Over the Atlantic, over the Caribbean losing your vacuum pump at night in a storm. After landing in LA. Max said he had enough fuel to fly to San Francisco.
Maybe having to do an approach down to minimums after sitting in a single engine for over 50 hrs., that was only many of numerous long haul flights.
Once after landing in Sydney from LAX going nonstop. Walking down the gangway. The Captain I noticed was wearing a ten dollar plastic casio watch. No fancy pilots watch to tell you where your at. Just push a button the GPS...
I would rather have spent an afternoon with Max over a 19 year old that just flew around the world in his Bananza A-36.
Are gloves required for just five below? But come on.
If you stand outside and refuel for some time yes
@@MickeLang Aww haha point taken. I'm from Norway and we use to rub it in, when it comes to the weather.
Ok basic grammar - it’s a 1.5 MILE final, not 1.5 MILES final.
lol thanks
Coming in above approach speed is dangerous if anyone else is flying at the airport.
Fully agree with you but there is not so much slow moving traffic or pattern work in Iqaluit☝🏼😉
I think its not a good idea posting this kind of footage. Not only is it teaching naive student pilots how to disregard important system warnings like gear and flaps warnings, it goes against the most important philosophy of safe landings (stable approach criteria). Landing checklist was done from memory which defeats the purpose of a checklist (the last defence given by the manufacturer).
Theres no good reason you'd ever need to do this unless you are burning. Even so, its not how I imagine the manufacturer would want you to do it.
If you have filed a flightplan to a busy airport, and they put a fast jet behind you, that fast jet needs to go around, or you need to discontinue the approach. ATC knows your approach category and will plan for such. Traffic separation is the ATC responsibility in a controlled airspace.
Way better planes in the US that don't have to be ferried and are alot less expensive!!
Which ones are you thinking about?
Unstable AF...
Please explain why this was unstable to you. Would love to read some more arguments than “AF”
Who taught this clown how to fly?
Please add arguments to your comment😊😉 BR Micke
The last guy to do 180kts on final killed himself and an innocent student pilot in another aircraft. Idiotic behaviour.
That’s why you do this in Iqaluit where there usually is not so much slow moving GA traffic right? The purpose of this approach is to show that you can operate these planes at big airports too where the jets come in with high speed. If you can hold high speed then it’s easier to fit into the sequence. Would not do this on an visual approach but when you fly a 6-10miles final IFR then this is very useful. Just my point of view.
The good job !!!
🤘🏼
rough job. i do door dash