Close call, keep in mind that your pressurization valves are temperature dependent... Heat failure is supposed to get you to reroute to the closest airport. Maintenance capabilities of where you will land should not be into your decision path, as you seem to have verbed it in this video. The ground is your goal, and extending the lottery is not often the best course of action. With bigger planes comes biggest swing.
Exactly. He'll feature on Dan Gryder's Probable Cause if he doesn't become disciplined. Remember there are old pilots.. there are bold pilots... there are NO old, bold pilots.
@@jrsobx Ah! There’s always an exception, otherwise it wouldn’t be a rule! I would say Yeager was surely a bold fighter pilot, maybe you had to be to win a dogfight, but after he transitioned to test pilot he became the epitome of considered professionalism. Test piloting was risky enough without being ‘bold’ (as in taking silly risks)
Finally Matt, get additional training in the TBM, use the checklists always and be a little more humble, this turbo platform elevates you into a much more sophisticated and complex realm.
Haven't watch this guy in a long time because he likes himself a bit too much; he's too cool for school. This popped up in my list so decided to check in. Yeah, I'm not missing much.
I stopped watching a while back when I saw him sitting sideways while in cruise in IMC... I thought the same exact thing as what you just said. Doesn't look like I missed much either. @@httr21skins
What would make you think a checklist isn’t being used? Mnemonic checklists are a pretty important part of flying single pilot. If your CFI never taught you CIGARS, you really need to find one who does.
I’ve got 1000+ hrs in all TBMs. FYI, you’ve got to get ahead of the cruise OAT temps by setting warm temp settings on the ground. Even if it’s hot in the cabin in climb, at top of climb/cruise it’ll be comfortable. TBMs are notorious for that issue, and Daher hasn’t remedied the issue in the 960 either.
Please start heeding feedback for your own learning and safety i used defend you matthew, given your world record flight, c'mon matthew you can do better@@mattguthmiller
Thanks for sharing Matt. A couple combustion heater failures in light twins I had became a safety of flight issue, but the worst was on a MarkAir flight combo-cargo-Pax flight from Deadhorse to Anchorage in the dead of winter on an old 737 and the aft combustion heater quit at -70C OAT and in about 30mins it got down to -25C in the cabin. I was on my way to S.E. Asia and had no jacket or thermal underwear. The flight attendants abandoned the 10 or so of us in the rear to keep warm in the Flight deck. But after about 30 mins at -25 and getting close to hypothermia and frostbite, I and another lightly dressed passenger popped little access door open in the cargo divider and rode the last 20mis or so into ANC sitting with the cargo were some heat was available and it was about 0C. Later on a DC-10 flight to Australia we had a cabin heat failure and it got down to near 0C for several hours. After that, I packed some thermal underwear and a Mylar blanket, hat and mittens on international flights and took my arctic gear on arctic flights in winter. After an AC Pack fire on a 727 flight and suffering moderate smoke inhalation I started carrying an emergency pilot's smoke hood on commercial flights, and kept a full-face industrial smoke respirator and pair of Air Force Nomex flight gloves in my aircraft, in case of fire to be able to breathe, see and pilot the aircraft in case of a severe in-flight fire. A friend who survived an inflight engine fire with severe burns said if he had a large jug of water ready to soak his feet and legs with, his burns might have been less severe.
@@jdshemp its workload dependent, and you are a VFR target until they can service you. -- just worth knowing that if you need the IFR plan, then you need to get it before taking off.
Love the freq handoff. You tune over and are immediately met with “I can’t help you.” As a GA pilot, my brain derailed - i was thinking, How would I even handle that ? Then told to go back to VFR flight, so kiss high altitude goodbye. Ugh.
Yea it may seem like the controllers are being lazy but it’s alot to file an ifr flight plan while working traffic, although they may have time to do it it’s not something they have to do. It’s workload permitting
..as a long time subscriber..you had me freezing..tucked in here..in bed.. with all my blankets..here at home..watching you two you-tubers.. high up there..in the bitter cold..and please..keep 'em coming..
I know the last video mentioned bleed off warnings. I'm not familiar with the TBM but I'd be more concerned about possible pressurization/anti-ice systems tied to the bleed air while IMC, overcast, in icing conditions, over mountainous terrain than I would be the cockpit temp. Just something to consider. i.e. what happens if you need to descend into the clouds for cockpit alt warnings and find out the de-ice boots don't inflate or only one inflates. Might be worth manipulating the inertial separator at various airspeeds/power settings and monitoring if your suction gauge is remaining in limits.
@@mattguthmiller@mattguthmiller Dude. No. Pneumatics run off the bleeds. It's a Y-junction off of the precooler to a separate pneumatic air valve and FCSOV to your GAS. If you're getting bleed off warnings you shouldn't be flying at high cabin altitudes, or IFR. THATS A DUAL SYSTEM FAILURE. Even if it's intermittent. You're begging for a pressurization and pneumatic failure. Separate systems, same source. P-3/P2.5 air depending on revision. If you're getting BLEED OFF annunciators in flight you're getting an inlet overtemp, FCSOV failure or BDPS failure. I know it's amber. Treat it like a red. Every experienced turbine pilot will tell you that. Don't act like this is fine or a normal operation.
Bad...no very bad. Even 10k hour pilots use a checklist every time. Would never co-p or fly with this guy. Not a single time did he check/test cabin pressurization in a 2011 TBM ...crazy.
One guy says... bleed switch: auto air cond: fan only (or ON if you also require cooling) cabin temp selector: 20 (or 11 o'clock position) defog/normal: normal (all the way right) emergency ram air pull handle: pushed fully in (obviously) all doors and windows closed :) With this I can keep comfortable 20 deg C in -20 outside temp at high altitudes. I think the -40 C temp is going to challenging you to keep it warm in there. Other pilots were talking about this problem.
Haven't seen one of your videos in a while! Glad you're doing well. Quite the helpful co-pilot you've got! You know what they say - behind every good guy is a great woman.
Completely agree! I know different people have different levels of pucker factor depending on their experience, but that event could’ve easily been a harbinger of much worse things to come, not, including the elephant in the room of impaired decision-making due to hypothermia. Hopefully all the comments will more to him than views for his channel.
I recall back in the Day(1952) 20 of US Army Ground pounders were on our way from Ft. Eustice, Virginia to Seattle, Washington to catch the next Troop ship to the Far East (Korea) We boarded "The Rose Liner" a C-47 Flown by an Ex- B-17 Pilot, his wife "Rose" was the stew and his Co-Pilot was his Brother in law !!!! NO Internal heat so Rose passed out Army Blankets but the windows froze over inside (each window had those little holes with rubber Grommet's to poke Thompson Sub Machine Guns out of)....we refueled at Fargo NDak. and I was told it was 30 below on the ground.....Fun Times in the 50's, you had to be young to survive !!!!
Lack of a physical checklist is always concerning. I feel you want to appear to be a confident and professional pilot than you really are. Your high stress level at the end of the video is scary.
I agree with other comments on this pilot's lack of checklists, but my main concern is his total lack of connection with his flight controls. I flew Twin Commanders world wide and mostly single pilot for 18 years and did use the autopilot a lot enroute, but kept a hand, or at least a finger, on the controls at all times, just to stay in the loop. We all do things differently, but this guy seems to relegate not only control but all feel for his situation to George. His handling of the cabin heater failure was equally slapdash. "Suck it and see" is a dangerous approach to all-weather flying.
Getting your clearance on the ground would have saved you a lot of headache. Its easier to work around an IFR release time and wait than to have to deal with frequency juggling hoping for a clearance. A bleed heat failure at those altitudes requires action more than looking at the AFM and quitting. Descend. Land at the nearest suitable airport. You likely have a bleed air leak. ANY ISSUE WITH BLEED AIR is a potential pressurization problem. At the very least get below FL250 so your time of useful consciousness is actually useful in the event of a total bleed system failure. You were entirely too focused on the rides when you should have just been descending and going to salt lake despite the rides. You're in the mountain west during a cold front. There's going to be ice and turbulence. Just divert, man. Youre getting ice regardless. You've got some serious get-there-itis that you need to work on. There are also some concerning deficiencies regarding your understanding of the systems on this airplane. Get to flight safety. Get more training. Soon. If you fully understood your bleed aystem you would have descended and diverted a lot sooner. I dont mean to be harsh but your response left a lot to be desired.
@@mattguthmillerthe simple version, poor planning equals poor performance. Since the video posted you clearly made it down safely. But please be careful, the latest L-39 video also had a lot of “wait, why are you guys doing that?” in it as well and I think a lot of viewers are becoming more and more concerned. You’ll get the clicks for sure, but at what cost? Fly safe.
@@mattguthmiller I was just clearing up what Adam was trying to say. Hindsight is 20/20 and we can all armchair quarterback this do death. It just seems that things are rushed and perhaps haphazard. We’re not there for the brief beforehand and of course there’s editing for content, but the hunting and pecking for good weather in high performance aircraft seemed like unnecessary risk. As for the TBM incident, again editing may make it seem worse but I think many of us were waiting to see a divert earlier given what appeared to be happening in the cockpit. This is easier said and sometimes done from after viewing the content, but out of the concern for your safety is all. I hope you don’t take this out of line or brash, but just an observation sir. You’ve done some really awesome stuff and still want to see you continue to do awesome stuff
@@pilot-debrief you need to watch matthew's back catalogue where i went to book on anyone who said crap, as he reminds me a little of my young brothers and i felt protective of matthew, sadly blanco and dan removed their video calling matt out over rich boy ocean sinking of a plane which i reckon matt threatened or rich boy with a case against them to shut them up - matthew's arrogance and ego will get him killed - he is young and too full of himself to care about humility and safety
I've been overhauling Combustion heaters for general aviation twins for 35 years. A heater failure can be very dangerous and affects pilot performance. We do our best to negate failures but these systems are unchanged over the last 50 years. With the TBM it's a bleed air system and is very simple so the fix should be easy.
@@denflyr he did file but I bet departures in las were throttled which means he would have had to wait in line. And that could be 30+ minutes. ATC was annoyed because he essentially “cut in line” to put it in playground terms. While not fair, it’s not wrong.
@@JOSHL50 eh not necessarily if you file in the air (like through FSS) and then activate it with approach they’re going to say cleared as filed as well.
Excellent switch,: A36 to the TBM850, new gorgeous new girlfriend, but !.. Try to acknowledge her a little, she is a " thing or accessory", being a serous pilot doesn exempt f you from beig also a gentleman Matt,
Verbalizing what you're doing is not the same as running a checklist. I didn't' think there was room for more attitude and entitlement, but I was wrong.
I think things started going wrong quickly and he finally realized the severity of the situation and cut the video short. All the little things that go wrong can lead to a very bad result. I saw a disregard to threat and error management.
I initially thought he was asking for a pop up and that's why they couldn't help him right away. Turns out he did file. Suprised that they couldn't help him out promptly. Never thought activating an IFR flight plan in the air would be a problem.
@@jimengberg3117 Yes but when you have to pick it up on the ground, most uncontrolled fields you have to call through a phone number and between that and getting a release time, it is just easier to pick it up in the air
The new pricing is great. I think I will buy the basic for when vatsim coverage is sparse. Basic still sounds better than default ATC so I probably won't use premium
@@mattguthmiller nice plane - I've been flying a 700B and love it. I find it a breeze planning and filing via Foreflight then workload in the plane is a lot less and you get to altitude faster. I've been using Simcom methodologies (just finished my second recurrent) and typically flaps/trim/inertial separator are all set before taxi. I'm not familiar with the 850 thought might be different. Enjoy it, awesome plane, easy to fly, and generally solid :)
Everything seemed so unplanned. I can understand the pop up IFR. But honestly why not just get it on the ground. Saves headaches like what you dealt with. What I don’t like was when she asked about the expected weather at destination. You had no clue till you looked in the air. And sounded surprised (and upset) about the scattered at 300. Makes it sound like you didn’t do any weather briefing and just went for it. I don’t know the full story, but that’s how it looks from my perspective
@@mattguthmiller matthew, READ THE COMMENTS AND GET FURTHER TRAINING YOU HAVE BECOME ARROGANT HAUGHTY AND EGOTISTICAL - NOT THE YOUNG BOY WHO I CHOSE TO DEFEND EARLY IN YOUR VLOGS - NOT ANYMORE - YOU WILL BE A FATAL STAT MARK MY WORDS, BEYOND DISAPPOINTED IN YOU MATTHEW
Upon departure, he should have initially said to Las Vegas approach that he'd like to pick his IFR clearance that's ON FILE. That way the controllers would already know what he was trying to do. Some try to file in the air and controllers do not like that. The big question is, was his clearance ON FILE? I'd be very surprised if it wasn't because it's so easy to file a flight plan and get the weather briefing on ForeFlihgt, etc. I just think that his communication with ATC should have been more precise. So fellow readers reading this should know that it's helpful to let the controllers know that your flight plan is already "on file."
A lot of pilots say "I'd like to pick up MY IFR flight plan" to indicate it's on file. If you say "I'd like to pick up an IFR clearance" or "I'm looking for IFR", the controller might think you want a pop-up and put you on the back burner.
no heat? did you check the radiator make sure there is enough coolant? If you did then the thermostat could be sticking closed, but you would run hot. could be a vacuum leak that disallows the switching doors to open and close.. .my bet would be that you could have resolved the issue on the ground before takeoff. there should have been sufficient heat by the time you taxied to the runway. I have experienced similar failure in an experimental flying from decatur IL, to NC. I was freezing, at 10500 and realized the owner had put foam rubber to block a fresh air vent that was broken instead of fixing it. I removed that foam thinking it should not be there. the flight up was comfortable, the flight back was horrible until we got over the mountains and was able to decend into warmer air. totally my fault, much like this...
Not sure I would be worrying about the ride when I've got an environmental systems failure... Seems like a good reason to get the bird down before you get reduced cognitive functions from hypothermia - even if you've got to ride out a few bumps going down
Ayyyye Matt! It’s been a while! I think I last seen a video from you when you were flying the jet so I gotta get caught up, but seeing you upgraded? I got a 162 acre farm in Kentucky now and built a new home! Big things happening for all of us! Love it. Glad to see you’re still in the Air! If you ever land at Gene Snyder airport (tiny runway) let me know! Can come out to the farm! It’s down the road from me! That or ole Sunken Lunken in Cincinnati. Stay safe!
So many people rant about checklists, you need to school yourself up a little. Checklist is a "check" list, it's not "to do" list - you CHECK items, only critical phase items which in this simple aircraft is not more than 5 at the most for each phase - before takeoff, after takeoff, descend and before landing. Unless you are a low time student, pilots do flows (thats when you know your aircraft), so you learn and do flow and then perform a CHECKlist after the flow (which doesn't require a paper in your hand, this is why its called flow. Cockpit preparation doesn't require a checklist, unless you are at some airline and they make you do it. So you do a flow, then pull out checklist (paper or digital) and just go through these items, which he might of even cut off in the video. Guess how many items you have to do in cockpit preparation from first flight of the day cold and dark B738 to before takeoff? MANY. And in checklists: "preflight, before start, before taxi, before takeoff" there are only 29 items split in between these. And no one can calls 737 a simple aircraft. Learn your aircraft, learn flows, do flows and then only check off critical items - thats the proper way to do.
Years ago we were taught that the "double click" on the mike to acknowledge a transmission was bad for the radios. That was a long time ago. Maybe the technology has changed that, but old habits die hard for me. I never do that because I'm afraid I'm going to harm my radios.
I'm so old we didn't have that in the early 1970s as I recall. I believe the newer radios are built to withstand the "surges" but the older King radios and ARCs were known to be subject to damage to repetitive clicking. I'm not saying not to do it, I'm simply saying that's my habit from long ago. If I need runway lights, I do it slowly as necessary. But if I don't, I avoid it.
Not really bad for the radios, but is not a proper way to acknowledge the receipt of the transmission. Do you hear airline traffic commonly acknowleding via double clicks?
Love watching your videos but please don't acknowledge by clicking the PTT button. Either acknowledge with your call sign or don't do anything at all. Keep up the great work!
I have to say...when I was flying we ALWAYS had a pre flight and check list on hand when starting the aircraft. This memorizing the start up is crazy to me...
CitationMax, in his videos, always mentions a Cessna Service Center on his route. Usually it's Stewart in Newburgh. You appeared clueless about that. Let us know what happened.
@@mattguthmillerSaw that. The whole West Coast is pretty barren. Time to make your own list by contacting company and fellow area owners. Please tell us where you got heat fixed.
There is nothing wrong with a VFR departure and then grabbing IFR airborne. All of you saying file on the ground, sure... if you knew that you would get denied you can file on the ground... but it is valid to pick it up once airborne. In most cases its not an issue.
There is nothing unsafe about departing VFR, then picking up an IFR. It depends on what your personal comfort level is, and getting a clearance and then continuing is fine. They wouldn't do it if it wasn't safe... its not a major cause of incident and accident. I would agree, it is going to be easier for many to file and get a clearance on the ground, but it is not inherently unsafe, if you are used to the workload, to grab one in the air. @@JB-ps1bc
Oh yeah, the ol' "Presidential hold". I was once on a Delta from Chicago O'Hare to Indy, the last leg to get home. I sit down and buckle up. The door closes. Then the pilot comes over the intercom. "...hello folks. We can't leave because President Obama has just landed and the whole airport and surrounding airspace is lockdown until his plane arrives at the international terminal." Okay. So, I fall asleep. I wake up an hour later, were still sitting there. Finally the pilot comes back on. "we've been cleared to taxi. We're 96th in line. Flight time to Indy is 22 minutes. Time to the runway is one hour. lol Thank you for flying Delta". From where we were positioned I could see out the window to the line of jets on the taxiways. Talk about an elephant walk. And the sky above had planes circling like vultures over a dead cow. He wasn't lying. We took off 56 minutes later and when we got airborne, I could see behind us. The taxiways were STILL packed tip to tail all the way back to the terminal.
LOL Thank you for explaining. I was wondering what Biden had to do with being stuck in Boulder City. The worst is when a president lands somewhere like LAX. I've read nightmare stories going back to Reagan on the airspace around that city.
Wow, nothing like a little pressure. Precip, icing, snow, minimums, NO HEAT, landing gear? Oh no, ok, minimums? Well I see snow, does that count? Next airport. More icing, prop vibration, gear? Let s stomp on the floor. OK GOOD JOB STAYING COOL.
Also, TBM has 54 service centers and a 24/7 phone number. Thought he was going to hand the phone to his girlfriend to call Daher to deligate some of the load. Surprised he did not refer to the emergency procedures to help his turning switches off and on with no rationale.
I started to FEEL cold toward the end of this video. Dark grey out the window. Slow, melancholy music. Coats and blankets. Gloves. Sucks. (Reminded me of the crew starting to freeze in Apollo 13.)
Here's the thing Matt: Because you are obviously independently wealthy, you have skipped the part where you spend time as a professional and learn some difficult lessons where you feel lucky to be alive after a day at work. You made VERY bad decisions here. We all saw the video where you knew you had a cabin heat problem between LA and Vegas. I don't know the systems on the TBM, but I do know that pressurization, heat and anti-ice are typically interrelated on turbines (bleed air). Your decision to leave on a leg with a known cabin heat issue into weather that you knew might precipitate a missed approach is just, well, quite poor. Money can't save you and money does not purchase experience or judgment. I'm jealous that I can't don't have the money to buy a TBM when I'm almost twice your age, but I'm a professional pilot who knows better than to do what you did.
So many comments like mine, but you aren't listening. No problem. You're rich, so you must be right. I own a 1947 Model 35 Bonanza. The "Doctor Killer". Know why they called it that? Rich guys thought they knew as much as experienced pilots because they had the money to buy the airplane. Just because you have the money doesn't mean you're qualified. @@mattguthmiller
I'm not a pilot but every video i watch they all go over a through check list before flight which you did not. doesn't that put you in a place you might not to be in? seems to me there is a reason for everything.
My dad was one of them. Flew a B24 out of Italy into Southern Europe, Austria, Czechoslovakia etc. he flew high altitude with an ear infection, ruined his hearing somewhat the rest of his life.
My dad was one of them. Flew a B24 out of Italy into Southern Europe, Austria, Czechoslovakia etc. he flew high altitude with an ear infection, ruined his hearing somewhat the rest of his life.
Bro youve clearly been getting a lot of hate, maybe just have your editor simply add in a quick disclaimer or text explaining what was removed during the editing process. 10 extra seconds to explain pre-briefs/wx/etc @@mattguthmiller
Man, it's so odd seeing a TBM on RUclips that isn't calling in as 1 tango bravo!
IKR and being a lot less unprofessional,(no check list?) stevo would have filed ifr ahead and wouldn’t be scrambling in air to pick up ifr.
Right?
@averygentry35 yep. Very poor flight planing and execution with a non pilot passenger
Close call, keep in mind that your pressurization valves are temperature dependent... Heat failure is supposed to get you to reroute to the closest airport. Maintenance capabilities of where you will land should not be into your decision path, as you seem to have verbed it in this video. The ground is your goal, and extending the lottery is not often the best course of action. With bigger planes comes biggest swing.
No checklists, no real concern for hypothermia, if this keeps up, he will get his very own NTSB report.
Its like this every video, and the dude does not care.
Exactly. He'll feature on Dan Gryder's Probable Cause if he doesn't become disciplined. Remember there are old pilots.. there are bold pilots... there are NO old, bold pilots.
I don’t know if he just doesn’t show the checklists, but choosing a location based on maintenance is dumb.
@@oriorda9470 Chuck Yeager was 97 when he died. He was a pretty bold pilot.
@@jrsobx Ah! There’s always an exception, otherwise it wouldn’t be a rule! I would say Yeager was surely a bold fighter pilot, maybe you had to be to win a dogfight, but after he transitioned to test pilot he became the epitome of considered professionalism. Test piloting was risky enough without being ‘bold’ (as in taking silly risks)
Finally Matt, get additional training in the TBM, use the checklists always and be a little more humble, this turbo platform elevates you into a much more sophisticated and complex realm.
No checklists? Not a great example for aspiring pilots
Check lists! Absolutely! Watch missionary pilot! He’ll teach you check lists.
Haven't watch this guy in a long time because he likes himself a bit too much; he's too cool for school. This popped up in my list so decided to check in. Yeah, I'm not missing much.
I stopped watching a while back when I saw him sitting sideways while in cruise in IMC... I thought the same exact thing as what you just said. Doesn't look like I missed much either. @@httr21skins
What would make you think a checklist isn’t being used? Mnemonic checklists are a pretty important part of flying single pilot. If your CFI never taught you CIGARS, you really need to find one who does.
I’ve got 1000+ hrs in all TBMs. FYI, you’ve got to get ahead of the cruise OAT temps by setting warm temp settings on the ground. Even if it’s hot in the cabin in climb, at top of climb/cruise it’ll be comfortable. TBMs are notorious for that issue, and Daher hasn’t remedied the issue in the 960 either.
Yeah “auto may not be sufficient”
Well a good reason not buying this TBM‘s. For that money they want, I want perfection.
Please start heeding feedback for your own learning and safety
i used defend you matthew, given your world record flight, c'mon matthew you can do better@@mattguthmiller
Thanks for sharing Matt. A couple combustion heater failures in light twins I had became a safety of flight issue, but the worst was on a MarkAir flight combo-cargo-Pax flight from Deadhorse to Anchorage in the dead of winter on an old 737 and the aft combustion heater quit at -70C OAT and in about 30mins it got down to -25C in the cabin. I was on my way to S.E. Asia and had no jacket or thermal underwear. The flight attendants abandoned the 10 or so of us in the rear to keep warm in the Flight deck. But after about 30 mins at -25 and getting close to hypothermia and frostbite, I and another lightly dressed passenger popped little access door open in the cargo divider and rode the last 20mis or so into ANC sitting with the cargo were some heat was available and it was about 0C.
Later on a DC-10 flight to Australia we had a cabin heat failure and it got down to near 0C for several hours.
After that, I packed some thermal underwear and a Mylar blanket, hat and mittens on international flights and took my arctic gear on arctic flights in winter.
After an AC Pack fire on a 727 flight and suffering moderate smoke inhalation I started carrying an emergency pilot's smoke hood on commercial flights, and kept a full-face industrial smoke respirator and pair of Air Force Nomex flight gloves in my aircraft, in case of fire to be able to breathe, see and pilot the aircraft in case of a severe in-flight fire. A friend who survived an inflight engine fire with severe burns said if he had a large jug of water ready to soak his feet and legs with, his burns might have been less severe.
great example of what can happen when you try to pick up IFR in the air. -- good thing it was VFR weather.
Had that happen on a Cape Air C-402 out of Nantucket to Hyannis, Pop up IFR Denied!
@@jdshemp its workload dependent, and you are a VFR target until they can service you. -- just worth knowing that if you need the IFR plan, then you need to get it before taking off.
Love the freq handoff.
You tune over and are immediately met with “I can’t help you.”
As a GA pilot, my brain derailed - i was thinking, How would I even handle that ?
Then told to go back to VFR flight, so kiss high altitude goodbye. Ugh.
That’s why you pick up IFR on the ground
That house... the Bonanza... the jetfighter.. I mean jet fighters and now a $2 million TBM... someone is doing well for himself.
Don’t forget the cute girl too 😂
Yeah, rich
@@NQUINNT Much cuter than the previous. He's moving on up.
Im happy with my quest 3 and 4090😂
yea, thats what hard work and being successful gets you. @@JohnVHRC
This can quickly turn into a serious emergency if you get hypothermia or frostbite.
Yea it may seem like the controllers are being lazy but it’s alot to file an ifr flight plan while working traffic, although they may have time to do it it’s not something they have to do. It’s workload permitting
If the tower controller doesn’t file it just forget about it, because the approach definitely won’t.
..as a long time subscriber..you had me freezing..tucked in here..in bed.. with all my blankets..here at home..watching you two you-tubers.. high up there..in the bitter cold..and please..keep 'em coming..
"Center, TBM 91PX with a PIREP. We'd like to report light to moderate mixed icing...INSIDE THE CABIN."
I know the last video mentioned bleed off warnings. I'm not familiar with the TBM but I'd be more concerned about possible pressurization/anti-ice systems tied to the bleed air while IMC, overcast, in icing conditions, over mountainous terrain than I would be the cockpit temp. Just something to consider.
i.e. what happens if you need to descend into the clouds for cockpit alt warnings and find out the de-ice boots don't inflate or only one inflates. Might be worth manipulating the inertial separator at various airspeeds/power settings and monitoring if your suction gauge is remaining in limits.
Yeah, I'd check the boots to see if they work. I assume the TBM has a pneumatic pressure gauge/warning if the pressure drops.
It has a vacuum gauge for the boots. Bleed worked fine, temp was the only problem.
@@mattguthmiller You can’t get a rental car if you’re dead either brother, just remember that.
@@mattguthmillerLoss of heat you should have diverted. Not even really arguable.
@@mattguthmiller@mattguthmiller Dude. No. Pneumatics run off the bleeds. It's a Y-junction off of the precooler to a separate pneumatic air valve and FCSOV to your GAS. If you're getting bleed off warnings you shouldn't be flying at high cabin altitudes, or IFR. THATS A DUAL SYSTEM FAILURE. Even if it's intermittent. You're begging for a pressurization and pneumatic failure. Separate systems, same source. P-3/P2.5 air depending on revision. If you're getting BLEED OFF annunciators in flight you're getting an inlet overtemp, FCSOV failure or BDPS failure. I know it's amber. Treat it like a red. Every experienced turbine pilot will tell you that. Don't act like this is fine or a normal operation.
Love that you got a TBM! Upgrade to the 5-blade composite prop if you can. Noticed a significant difference in noise and performance.
Time to call Stevo
Bad...no very bad. Even 10k hour pilots use a checklist every time. Would never co-p or fly with this guy. Not a single time did he check/test cabin pressurization in a 2011 TBM ...crazy.
One guy says...
bleed switch: auto
air cond: fan only (or ON if you also require cooling)
cabin temp selector: 20 (or 11 o'clock position)
defog/normal: normal (all the way right)
emergency ram air pull handle: pushed fully in
(obviously) all doors and windows closed :)
With this I can keep comfortable 20 deg C in -20 outside temp at high altitudes.
I think the -40 C temp is going to challenging you to keep it warm in there. Other pilots were talking about this problem.
Haven't seen one of your videos in a while! Glad you're doing well. Quite the helpful co-pilot you've got! You know what they say - behind every good guy is a great woman.
PILOT: yea I’m just trying to figure out where is the best place to handle this.
EVERY OTHER PILOT: On the f***ing ground!!!!!!!!!
An emergency should have been declared and put it on the ground.
Completely agree! I know different people have different levels of pucker factor depending on their experience, but that event could’ve easily been a harbinger of much worse things to come, not, including the elephant in the room of impaired decision-making due to hypothermia. Hopefully all the comments will more to him than views for his channel.
I recall back in the Day(1952) 20 of US Army Ground pounders were on our way from Ft. Eustice, Virginia to Seattle, Washington to catch the next Troop ship to the Far East (Korea) We boarded "The Rose Liner" a C-47 Flown by an Ex- B-17 Pilot, his wife "Rose" was the stew and his Co-Pilot was his Brother in law !!!! NO Internal heat so Rose passed out Army Blankets but the windows froze over inside (each window had those little holes with rubber Grommet's to poke Thompson Sub Machine Guns out of)....we refueled at Fargo NDak. and I was told it was 30 below on the ground.....Fun Times in the 50's, you had to be young to survive !!!!
literally 15 seconds into the video talking about all the additive risks associated with this flight, why even go in the first place?
Lack of a physical checklist is always concerning. I feel you want to appear to be a confident and professional pilot than you really are. Your high stress level at the end of the video is scary.
More than that I don’t believe any sim was conducted just one day of training
Dude flies like me in my day dreams
wow what a great pilot....!!!!! so great he doesn't need a checklist.....guess I was just wasting my time as an airline pilot and instructor
I agree with other comments on this pilot's lack of checklists, but my main concern is his total lack of connection with his flight controls. I flew Twin Commanders world wide and mostly single pilot for 18 years and did use the autopilot a lot enroute, but kept a hand, or at least a finger, on the controls at all times, just to stay in the loop. We all do things differently, but this guy seems to relegate not only control but all feel for his situation to George. His handling of the cabin heater failure was equally slapdash. "Suck it and see" is a dangerous approach to all-weather flying.
Getting your clearance on the ground would have saved you a lot of headache. Its easier to work around an IFR release time and wait than to have to deal with frequency juggling hoping for a clearance.
A bleed heat failure at those altitudes requires action more than looking at the AFM and quitting. Descend. Land at the nearest suitable airport. You likely have a bleed air leak.
ANY ISSUE WITH BLEED AIR is a potential pressurization problem. At the very least get below FL250 so your time of useful consciousness is actually useful in the event of a total bleed system failure.
You were entirely too focused on the rides when you should have just been descending and going to salt lake despite the rides. You're in the mountain west during a cold front. There's going to be ice and turbulence. Just divert, man. Youre getting ice regardless. You've got some serious get-there-itis that you need to work on.
There are also some concerning deficiencies regarding your understanding of the systems on this airplane. Get to flight safety. Get more training. Soon. If you fully understood your bleed aystem you would have descended and diverted a lot sooner.
I dont mean to be harsh but your response left a lot to be desired.
CRM - She kept saying "maybe Salt Lake", was the PIC paying attention to her discomfort with the command decisions.
The way you went about flying an IFR flight plan is wild lol…… 😑
Jesus matt I thought when you reached for your Jacket you were going to give it to your Girlfriend🤣🤣
Ha! Same thought here.
She had her own.
This guy is my pick for our RUclipsr Deadpool. Hope she isn’t there for it
Yeah, he gave me TNFlygirl vibes. I hope she isn't there as well.
Hey Matt - why no checklist usage?
Checklist is on one of the MFDs, the middle one right side of the screen, I think.
@@u4ia420 I could be wrong but I didn’t see any
He thinks hes too cool for a checklist
Checklist is nemonic, it’s all over the last video
@@mattguthmiller thanks for the reply I’ll check it out! Not trying to sound critical, just genuinely curious
Prior preparation and planning prevents poor performance… Just a thought.
Sorry, what?
@@mattguthmillerthe simple version, poor planning equals poor performance. Since the video posted you clearly made it down safely. But please be careful, the latest L-39 video also had a lot of “wait, why are you guys doing that?” in it as well and I think a lot of viewers are becoming more and more concerned. You’ll get the clicks for sure, but at what cost? Fly safe.
@@PropsNJets what in either had anything to do with preparation or planning when things change in the middle?
@@mattguthmiller I was just clearing up what Adam was trying to say.
Hindsight is 20/20 and we can all armchair quarterback this do death. It just seems that things are rushed and perhaps haphazard. We’re not there for the brief beforehand and of course there’s editing for content, but the hunting and pecking for good weather in high performance aircraft seemed like unnecessary risk. As for the TBM incident, again editing may make it seem worse but I think many of us were waiting to see a divert earlier given what appeared to be happening in the cockpit. This is easier said and sometimes done from after viewing the content, but out of the concern for your safety is all.
I hope you don’t take this out of line or brash, but just an observation sir. You’ve done some really awesome stuff and still want to see you continue to do awesome stuff
@@mattguthmiller arrogance beyond belief from you matthew, utterly disgraceful
I would be curious to know the trade in value for the bonanza and additional funds for the TBM, and price of the TBM. Thank-you
*NICE VIDE0 MATT! WHAT HAPPENED TO THE BONANZA* ?!
Dude riding around looking like the Marlboro man with bleed air problems
I’m only 5 minutes into this video and I have so much to say…
Me too...
@@pilot-debrief you need to watch matthew's back catalogue where i went to book on anyone who said crap, as he reminds me a little of my young brothers and i felt protective of matthew, sadly blanco and dan removed their video calling matt out over rich boy ocean sinking of a plane which i reckon matt threatened or rich boy with a case against them to shut them up - matthew's arrogance and ego will get him killed - he is young and too full of himself to care about humility and safety
I've been overhauling Combustion heaters for general aviation twins for 35 years. A heater failure can be very dangerous and affects pilot performance. We do our best to negate failures but these systems are unchanged over the last 50 years. With the TBM it's a bleed air system and is very simple so the fix should be easy.
Thanks for the video!
I like check lists!
Matt doesn't appear to.
@@crooked-haloI think he does mnemonic checks!
Great video Matt… looking forward to your around the world trip in the TBM
Matt could have and should have filed an IFR request on his phone or iPad well before he got in the aircraft.
Pretty sure he did! Once they had the strip they already had the routing. LAS APP just did want or have time to give him his filed clearance.
@@denflyr he did file but I bet departures in las were throttled which means he would have had to wait in line. And that could be 30+ minutes. ATC was annoyed because he essentially “cut in line” to put it in playground terms. While not fair, it’s not wrong.
he had filed. the response when he finally got the clearance included, "cleared as filed".
@@JOSHL50 eh not necessarily if you file in the air (like through FSS) and then activate it with approach they’re going to say cleared as filed as well.
He did, notice the clearance was given "as filed"
Excellent switch,: A36 to the TBM850, new gorgeous new girlfriend, but !.. Try to acknowledge her a little, she is a " thing or accessory", being a serous pilot doesn exempt f you from beig also a gentleman Matt,
Verbalizing what you're doing is not the same as running a checklist. I didn't' think there was room for more attitude and entitlement, but I was wrong.
@@MotoLen51 spot on from the young world record solo flight around the globe he did
Dang Matty leaving us on a cliffhanger ! Love the videos though
I think things started going wrong quickly and he finally realized the severity of the situation and cut the video short. All the little things that go wrong can lead to a very bad result. I saw a disregard to threat and error management.
Why would you not just file on the ground?
He did. There’s a difference between filing an IFR flight plan and picking it up
@@jakeoesterreich8037you can pick up your IFR on the ground…..
@@jakeoesterreich8037 You can pick it up on the ground too. Makes sense in busy airspace.
I initially thought he was asking for a pop up and that's why they couldn't help him right away. Turns out he did file. Suprised that they couldn't help him out promptly. Never thought activating an IFR flight plan in the air would be a problem.
@@jimengberg3117 Yes but when you have to pick it up on the ground, most uncontrolled fields you have to call through a phone number and between that and getting a release time, it is just easier to pick it up in the air
The new pricing is great. I think I will buy the basic for when vatsim coverage is sparse. Basic still sounds better than default ATC so I probably won't use premium
well, next time get a freaking clearance, and a void time before you add to everyone's workload.....
Why would he? This is his normal way of doing things. Just like he fuel plans in the trainer jet….
Since when does getting the clearance on the ground keep the workload lighter?
@@mattguthmiller if you dont understand why you should get your clearance before blasting off, you shouldn’t be flying in the system
@@mattguthmiller For starters, you would not have been bounced between the controllers had you gotten it on the ground.
@@mattguthmiller nice plane - I've been flying a 700B and love it. I find it a breeze planning and filing via Foreflight then workload in the plane is a lot less and you get to altitude faster. I've been using Simcom methodologies (just finished my second recurrent) and typically flaps/trim/inertial separator are all set before taxi. I'm not familiar with the 850 thought might be different. Enjoy it, awesome plane, easy to fly, and generally solid :)
Flying it like a chevy🔥😂
Everything seemed so unplanned. I can understand the pop up IFR. But honestly why not just get it on the ground. Saves headaches like what you dealt with. What I don’t like was when she asked about the expected weather at destination. You had no clue till you looked in the air. And sounded surprised (and upset) about the scattered at 300. Makes it sound like you didn’t do any weather briefing and just went for it. I don’t know the full story, but that’s how it looks from my perspective
I talked about the weather in the first 30 seconds of the video
@@mattguthmiller matthew, READ THE COMMENTS AND GET FURTHER TRAINING YOU HAVE BECOME ARROGANT HAUGHTY AND EGOTISTICAL - NOT THE YOUNG BOY WHO I CHOSE TO DEFEND EARLY IN YOUR VLOGS - NOT ANYMORE - YOU WILL BE A FATAL STAT MARK MY WORDS, BEYOND DISAPPOINTED IN YOU MATTHEW
I'm not even a pilot and I have observed a lack of Checklist.
I'm shocked this guy is still alive
O no first heat pump, bad turbulence and then landing gear! Talk about a trifecta, picked a great time to come back 😂
Nobody sees all the hard work and money spent behind the scenes.
We still appreciate you taking us along, Matt.
I wish i had known you at MIT…
left us hanging at the end ? gear ? heat ?
No checklist, no IFR prior to flight, not good planning.
2 minutes to pick up a clearance on the ground.
If it took them that long to give it in the air, it’s gonna be even longer on the ground
If flow control is in effect, even more important to do it on the ground.
@ca_pilot I mean understand, I fly for an airline and we would never depart without a clearance on the ground.
No written checklist??
Didn't this plane have a heating issue in the last video?
If it helps we go up to 30k feet in our gliders, and they sure don't have any heating.... a number of people have electric socks
When did you become a member of the Mile High Club?
Matt and ice 🧊 He keeps getting closer and nowadays he’s got better equipment and it’s letting him down. Hanging in there for you stay safe!
Upon departure, he should have initially said to Las Vegas approach that he'd like to pick
his IFR clearance that's ON FILE. That way the controllers would already know what he
was trying to do. Some try to file in the air and controllers do not like that. The big
question is, was his clearance ON FILE? I'd be very surprised if it wasn't because it's
so easy to file a flight plan and get the weather briefing on ForeFlihgt, etc. I just think
that his communication with ATC should have been more precise. So fellow readers
reading this should know that it's helpful to let the controllers know that your flight plan
is already "on file."
A lot of pilots say "I'd like to pick up MY IFR flight plan" to indicate it's on file. If you say "I'd like to pick up an IFR clearance" or "I'm looking for IFR", the controller might think you want a pop-up and put you on the back burner.
Why don’t you get the clearance before takeoff?
Can’t be bothered with it
if you have a mobile phone you can get that clearance on the ground, no clearance delivery at departure airport?
no heat? did you check the radiator make sure there is enough coolant? If you did then the thermostat could be sticking closed, but you would run hot. could be a vacuum leak that disallows the switching doors to open and close.. .my bet would be that you could have resolved the issue on the ground before takeoff. there should have been sufficient heat by the time you taxied to the runway. I have experienced similar failure in an experimental flying from decatur IL, to NC. I was freezing, at 10500 and realized the owner had put foam rubber to block a fresh air vent that was broken instead of fixing it. I removed that foam thinking it should not be there. the flight up was comfortable, the flight back was horrible until we got over the mountains and was able to decend into warmer air. totally my fault, much like this...
Not sure I would be worrying about the ride when I've got an environmental systems failure... Seems like a good reason to get the bird down before you get reduced cognitive functions from hypothermia - even if you've got to ride out a few bumps going down
same thought here -- arguably i dont know what its like to go down through turbulence from the flight levels..
No end to a long wait by your audience. -- Thumb down.
Cabin heat??!! What'd'ya expect for $3 million???!!!
Ayyyye Matt! It’s been a while! I think I last seen a video from you when you were flying the jet so I gotta get caught up, but seeing you upgraded? I got a 162 acre farm in Kentucky now and built a new home! Big things happening for all of us! Love it. Glad to see you’re still in the Air! If you ever land at Gene Snyder airport (tiny runway) let me know! Can come out to the farm! It’s down the road from me! That or ole Sunken Lunken in Cincinnati. Stay safe!
So many people rant about checklists, you need to school yourself up a little. Checklist is a "check" list, it's not "to do" list - you CHECK items, only critical phase items which in this simple aircraft is not more than 5 at the most for each phase - before takeoff, after takeoff, descend and before landing. Unless you are a low time student, pilots do flows (thats when you know your aircraft), so you learn and do flow and then perform a CHECKlist after the flow (which doesn't require a paper in your hand, this is why its called flow. Cockpit preparation doesn't require a checklist, unless you are at some airline and they make you do it. So you do a flow, then pull out checklist (paper or digital) and just go through these items, which he might of even cut off in the video. Guess how many items you have to do in cockpit preparation from first flight of the day cold and dark B738 to before takeoff? MANY. And in checklists: "preflight, before start, before taxi, before takeoff" there are only 29 items split in between these. And no one can calls 737 a simple aircraft. Learn your aircraft, learn flows, do flows and then only check off critical items - thats the proper way to do.
Years ago we were taught that the "double click" on the mike to acknowledge a transmission was bad for the radios. That was a long time ago. Maybe the technology has changed that, but old habits die hard for me. I never do that because I'm afraid I'm going to harm my radios.
How do you turn on the runway lights then?
I'm so old we didn't have that in the early 1970s as I recall. I believe the newer radios are built to withstand the "surges" but the older King radios and ARCs were known to be subject to damage to repetitive clicking. I'm not saying not to do it, I'm simply saying that's my habit from long ago. If I need runway lights, I do it slowly as necessary. But if I don't, I avoid it.
ahhh. ok. makes sense now I only. have a few hours in an archer... so i'm not a pilot.@@daffidavit
Not really bad for the radios, but is not a proper way to acknowledge the receipt of the transmission. Do you hear airline traffic commonly acknowleding via double clicks?
Nowhere mentioned in the AIM as an accepted procedure. @@s35bonanzapilot84
Love watching your videos but please don't acknowledge by clicking the PTT button. Either acknowledge with your call sign or don't do anything at all. Keep up the great work!
Another nice video
Had that happen on the p a thirty one back in nineteen eighty. I had to Is spend another three hours in it.
I have to say...when I was flying we ALWAYS had a pre flight and check list on hand when starting the aircraft. This memorizing the start up is crazy to me...
Dangerous flight, eeeeee!
Coral Gables 🌴🇺🇸 Hehe. Flashback to my old 310 Janitrol heater 👎 🏄
what is the cause of no heat? had this happen to a friend.....?
and didn't even need to take 10 seconds to get his clearance on the ground....!!!!! what a yahoo
CitationMax, in his videos, always mentions a Cessna Service Center on his route. Usually it's Stewart in Newburgh. You appeared clueless about that. Let us know what happened.
There’s not a TBM service center anywhere near the route
@@mattguthmillerSaw that. The whole West Coast is pretty barren. Time to make your own list by contacting company and fellow area owners. Please tell us where you got heat fixed.
There is nothing wrong with a VFR departure and then grabbing IFR airborne. All of you saying file on the ground, sure... if you knew that you would get denied you can file on the ground... but it is valid to pick it up once airborne. In most cases its not an issue.
Why give yourself the chance to get behind the airplane? It’s not about what’s fast or what’s easiest. It’s about what is right and what is safest.
There is nothing unsafe about departing VFR, then picking up an IFR. It depends on what your personal comfort level is, and getting a clearance and then continuing is fine. They wouldn't do it if it wasn't safe... its not a major cause of incident and accident. I would agree, it is going to be easier for many to file and get a clearance on the ground, but it is not inherently unsafe, if you are used to the workload, to grab one in the air. @@JB-ps1bc
Why are N91PX movements blocked on FlightAware????
For this exact reason...
ADSBX works.
Who needs a checklist
Oh yeah, the ol' "Presidential hold". I was once on a Delta from Chicago O'Hare to Indy, the last leg to get home. I sit down and buckle up. The door closes. Then the pilot comes over the intercom. "...hello folks. We can't leave because President Obama has just landed and the whole airport and surrounding airspace is lockdown until his plane arrives at the international terminal." Okay. So, I fall asleep. I wake up an hour later, were still sitting there. Finally the pilot comes back on. "we've been cleared to taxi. We're 96th in line. Flight time to Indy is 22 minutes. Time to the runway is one hour. lol Thank you for flying Delta". From where we were positioned I could see out the window to the line of jets on the taxiways. Talk about an elephant walk. And the sky above had planes circling like vultures over a dead cow. He wasn't lying. We took off 56 minutes later and when we got airborne, I could see behind us. The taxiways were STILL packed tip to tail all the way back to the terminal.
LOL Thank you for explaining. I was wondering what Biden had to do with being stuck in Boulder City. The worst is when a president lands somewhere like LAX. I've read nightmare stories going back to Reagan on the airspace around that city.
One thing I love about Matt’s videos is just how chill they are.
Wow, nothing like a little pressure. Precip, icing, snow, minimums, NO HEAT, landing gear? Oh no, ok, minimums? Well I see snow, does that count? Next airport. More icing, prop vibration, gear? Let s stomp on the floor. OK GOOD JOB STAYING COOL.
Also, TBM has 54 service centers and a 24/7 phone number. Thought he was going to hand the phone to his girlfriend to call Daher to deligate some of the load. Surprised he did not refer to the emergency procedures to help his turning switches off and on with no rationale.
You must have missed the complaint about no satphone and no emergency procedure for that failure :)
Gotta love the Monday morning QBs on this chat! 😂
Why not file when on the ground
Checklist?
RIght! Big lack of
Thanks for keeping it real……. Exposing your inflight challenges to the RUclips world will certainly get mixed reviews….
I started to FEEL cold toward the end of this video. Dark grey out the window. Slow, melancholy music. Coats and blankets. Gloves. Sucks. (Reminded me of the crew starting to freeze in Apollo 13.)
Your copilot has her headset on backwards.....
Lol!😅
Great video! Heat failure @13:30
Ladies, remember, aviator sunglasses are always a chic choice.
Here's the thing Matt: Because you are obviously independently wealthy, you have skipped the part where you spend time as a professional and learn some difficult lessons where you feel lucky to be alive after a day at work. You made VERY bad decisions here. We all saw the video where you knew you had a cabin heat problem between LA and Vegas. I don't know the systems on the TBM, but I do know that pressurization, heat and anti-ice are typically interrelated on turbines (bleed air). Your decision to leave on a leg with a known cabin heat issue into weather that you knew might precipitate a missed approach is just, well, quite poor. Money can't save you and money does not purchase experience or judgment. I'm jealous that I can't don't have the money to buy a TBM when I'm almost twice your age, but I'm a professional pilot who knows better than to do what you did.
I think you should rewatch both videos again…
So many comments like mine, but you aren't listening. No problem. You're rich, so you must be right. I own a 1947 Model 35 Bonanza. The "Doctor Killer". Know why they called it that? Rich guys thought they knew as much as experienced pilots because they had the money to buy the airplane. Just because you have the money doesn't mean you're qualified. @@mattguthmiller
I didn't buy the airplane, I don't have the money, I got hired to fly it because of my experience. Maybe rewatch the videos?
How can you afford a tbm and be young? Rich parents?
I'm not a pilot but every video i watch they all go over a through check list before flight which you did not. doesn't that put you in a place you might not to be in? seems to me there is a reason for everything.
Now think about those forgotten WWII aviators!!!!!!!!!
My dad was one of them. Flew a B24 out of Italy into Southern Europe, Austria, Czechoslovakia etc. he flew high altitude with an ear infection, ruined his hearing somewhat the rest of his life.
My dad was one of them. Flew a B24 out of Italy into Southern Europe, Austria, Czechoslovakia etc. he flew high altitude with an ear infection, ruined his hearing somewhat the rest of his life.
Should have landed in Spanish Fork UT, Pateys would have figured it out.
😂
Don’t believe in checklists?
Checklist is all over the last video, so I think we edited a lot of that out of this one
@@mattguthmiller rrrrrrright
@@Andrew-he5gj ? Did you watch the last one?
Bro youve clearly been getting a lot of hate, maybe just have your editor simply add in a quick disclaimer or text explaining what was removed during the editing process. 10 extra seconds to explain pre-briefs/wx/etc @@mattguthmiller
probably a stupid question from a non-aviator but why do they build the aircraft with such poor forward vision?
It's the natural result of having a big engine up front.
What caused the heat failure?
Subscribe and find out ;)
he closed his piehole for 30 seconds?
The auburn haired beauty in the right seat sure adds to your videos!
Check list item, "Hot Girl"!
she's got a good sense of humor and at least on the video isn't complaining about the temps. just accepting it while things get sorted out.
plus - she's right about slc being the right divert choice ;)