We were returning from a family trip to Scottsdale, AZ in our Piper Seneca II, enroute VFR to Camarillo, CA (KCMA). Our route took us over the Gorman VOR where we reported to SOCAL. About 3 minutes after we reported over the VOR, a Skylane reported passing the VOR. Obviously "we" @ 170 knots had no concern about the Skylane @ 140 knots as we progressed enroute. Everything transitioned well from SOCAL to the Camarillo Tower as we descended. About 1/2 mile from the threshold, I (for no special reason) looked up and saw the Skylane about 50' above us and descending. I initiated a 90 degree right turn, then went absolutely apesh!t about the piece-of-poo in the 182. The Tower ask me for a right 360, which I did, then the Tower went absolutely apesh!t on the Skylane pilot when he landed. Obviously he got the "call this number" protocol. I don't know what happened to the guy, but I hope he went immediately and bought a Garmin. His situational awareness was less than minimal.
Heard that! The worst part is that there is so little that you can do except to bail out of the path -- but, even doing that, with no one talking, makes for a very tense 30 seconds or do.
I had something similar done to me, and it's liable to make anyone got "apesh!t" when it does. The "50 feet" bit is a bit frightening to say the least.
@@Fidd88-mc4sz Fortunately, we were both descending. The 182 filled the windscreen. I'd like to claim "training" or such other factor, but in reality my reaction was a Godsend. When the left wing came up I thought we were going to collide. The good news was the plane moved right as fast as the wing came up. "Just for Sport" ... I will share with you that I ran the "N" number on the Skylane after the incident. Are you ready ??? The pilot turned out to be our Sushi Chef. I've never said a word.
I had just finished my check-out in my new Extra 300L after several days of training and was a few minutes out of St. Augustine (where the USA Extra dealer was) when my Ryan TCAD (an instrument that alerts to nearby or conflicting traffic) started going nuts. I was living in Florida, which has a lot of air traffic, so thought the TCAD would be a good idea. None of the check-out was about the Ryan, or any of the other instrumentation, but only how to fly the Extra, so this new-fangled (at the time, before ADS-B) collision alarm going off soon after I'd departed for home on my first solo in the Extra had my attention, and the TCAD warnings had reached their maximum. I'm looking around for the traffic with some degree of enthusiasm, hoping to get a glimpse of the other aircraft in time to, oh, there it is! RIGHT THERE it is! One of my instructors (who were stellar, by the way, including a pair of USA Unlimited Aerobatic champions) had decided to fly up from beneath me to join up on my right wing. 15 feet off of my wingtip. That was pretty cool, though; my first formation flight, unscripted (which was *not* cool, but I didn't mind that time) with another Extra 300L 15 feet off of my wing was worth the adrenaline boost from the TCAD warning. The TCAD, however, had done its job perfectly, and would continue to do so.
I was in the pattern for a 34 landing at Arlington, in line behind a 172. The 172 landed and took the mid-field turn off. I was just turning on final and made my last call on final approach. About a qtr mile from final, I caught a glimpse of some landing gear passing overhead as some dude was landing on the 29 crosswind. He missed my plane by about 20 feet. Never heard him on the radio, and didn't see his tail number. I think it was a Baron, maybe a Beech. Never had time to be scared because it was so quick.
Thinking back to my Army NVG instructor pilot days in the late 80's! It is amazing that we never had a mid-air going to refuel or recovery back to home field (Lowe AHP) with 80+ helicopters at the same time! Great flying 340 Vol Pilot!
Part of my Sales District in 1979 included Columbus, Mississippi. At that time, the AFB between Aberdeen and Columbus was the sole training base for the Iranian Air Force pilots. If you ever wanted to see a Cluster F' ... that was it. The primary CFI's were civilian contractors, then the AF Instructor Pilots took over for the T37 & T38 segments. At least once per day the IP's would have to sortie a jet to recover a lost pilot who could barely speak English, so they had to carry an interpreter. I can't imagine the patients necessary to do that job.
The "disharmonious engines"... I heard it, about 3Hz apart- and saw you were trimming it before your started talking about it. It reminds me of the sound when I'm tuning one of two unison strings on a piano or 12-string guitar. Same technique.
Exactly. Not sure if I mentioned it that time or not but that's usually how I describe it -- like tuning a guitar when you tune the A string to the 5th fret of the Low E string, etc. Great catch and thanks for watching.
I was born and grew up in Paducah. Earned a PPL in 1967 just in time to be drafted for Viet Nam. Always wanted to come home but when I retired in 2015 it just was not possible. I was learning at the same time as Capt. Bill Weatherspoon, May he RIP. Enjoyed your video, Sir! Oh. my PPL checkride was administered by Mr Vance Moyers!
To clarify my remark about Mr Moyer, he was a Distinguished Naval Aviator who was awarded the DFC two days in a row while operating out of the Carrier Hornet in WW II!
In my glider my PowerFLARM has been seeing ADS-B traffic for a decade. Mostly airlines early on, but lots of other stuff recently, even in Canada. If I can't reach potential conflicts on the radio, I simply make room. With ADS-B In you can see ADS-B emitters 30 miles away which gives you plenty of time to work things out .
So true. When I was a student at KCDW there were 4 times I almost got taken out in the pattern by other pilots talking to tower but doing the wrong things. 3 of them I saw coming. The other was a transiting aircraft at pattern altitude that was instructed not turn east until 1 mile north of the field. I was just beginning my turn to downwind 22. At midfield downwind he flew right over me at about 10 feet of separation. Never saw him coming in my rented Skyhawk. He was a low wing so I'm sure he didn't see me either. It still makes me angry that tower would have cleared ANYONE through the airspace at pattern altitude AND how anyone would request to transit at pattern altitude. Sometimes you need someone else looking out for you. ;)
That's not my understanding. In fact, we were told by an ATC who spoke with my local EAA chapter that they know pilots who will never state "traffic in sight", instead they will respond "looking for the traffic" bc they know it is ATC's job to maintain seperation until we have them in sight.
Don't know what it is with medical helicopters, but I've encountered two instances of them operating in and around airport operations without saying a thing to anybody. One of those instances they climbed through TPA in front of me requiring abrupt avoidance maneuvers. The pilots in my instances may be very skilled, but are also clearly complacent and just assume everyone sees them and can maneuver around them. Those slices of swiss cheese lining up... Beutiful airplane though! Thank you for posting the video
The 1977 340A with RAM VII conversion, that I fly for work, does the same thing, the left RPM indicates several hundred RPM under what it should be. This usually happens at start up. I let the engine warm a little bit, then increase the RPMs on the left engine to about 1500 and the needle "jumps" up to the correct reading (from 1000 up to 1500) and that's the end of the issue. All indications are normal after that. I see from your temp/pressure indicators that you have RAM conversions also. It looks like your Left EGT was maybe 100-150 hotter than the Right EGT, I mention that only because, if everything else was at normal settings, I wonder if you have a fuel issue or possibly 1 or more obstructed injectors on that left engine causing it to run "leaner" than desired, maybe tied to the RPM issue? My personal airplane is a Twin Comanche and I had a JPI 960 Engine Data Monitoring system installed on it which allows me to see each cylinders head and EGT temperatures. I have identified clogged injectors a couple times since having the system installed, and I can easily see which cylinder it is. I suspect partially clogged injectors are happening a lot more frequently than we know when we only have a single EGT for the entire engine. The gauges on the 340 I fly are pretty much identical to the ones you have. I have the 760xi in the Twin Comanche and absolutely love it! The 340 has dual Dual 430W's with an MX200 Multi function weather/moving map. I miss the 760 when flying the 340! I don't own the 340, I just fly it professionally for a company, or I would have upgraded the avionics!
Lots of great info. Thanks for passing all of that along. I actually would like to put a nice engine monitor in the panel. I had one in a Cessna 182 years ago and it really filled in a lot of the mystery of how the engine was performing. Thanks for watching.
As 340Vol was a VFR flight, executing an RNAV approach, the tower did correctly inform him that no separation services were provided. My understanding that it is still up to the VFR pilot that he needs to keep his eyes outside to provide his own separation, which he did by altering off the RNAV approach glide-slope until he was clear.
Great Video....I've always wondered how a pilot can understand the tower commands as they seem to take delight in speaking quickly and not exactly clearly? Maybe it is easier with headphones but I can't interpret a word they say. Btw, you are cleared to fly to Orlando and catch the Vols on New Years in the Steve Spurrier Bowl otherwise known as the Citrus Bowl, ha. I still think that it was so funny that he made fun of UT (you can't spell Citrus without UT) and then Florida played in it the very next year. As for me, I'll just watch the Tide win it all again.
They are sometimes hard to understand but many times we have a very good idea what they are likely to say, so we anticipate our next instructions. Said differently, it's usually a pretty narrow path of conversation that pilots have with ATC so if everything is going along as expected, and we know our charts, and our likely instructions, then we have a pretty good idea what they are saying to us. Alternatively, there is no shame in asking them to slow down or "say again." Not a bad idea. We just might find ourselves in Orlando. But really, Roll Tide?? Well, I'll just say enjoy it while it lasts. Seriously...Thanks for watching.
A friend and I were on our last leg on final in a Cessna150 when we spotted a Mooney that came straight in and cut us off. My friend who was piloting aborted final immediately. I swear I could see the pilot give us the finger with a smile. Once in the airport office, I spotted the cocky idiot and asked my friend if he was gonna say anything. He said, naw, the pilot's own arrogance will take care anything he could possibly say. I learned a lot that day.
I’m not exactly sure how I stumbled onto this video, but I’m sure glad I did. There are several key things that caught my attention in the beginning of this video. For starters, you departed KDYR which is the city I live in, flying to KPAH which is where my father is from, and finally ‘Vol’ in your username got my attention because of my family’s connection to the UT system. I am currently in my commercial training out of KNQA in Millington. I want to thank you for posting this video and talking through some of your decision making during this situation. Are you in the west Tennessee area often? I have very few connections to the aviation community in the Dyersbursg area, and it can be a hassle to drive to Shelby county just to have someone to discuss aviation.
Sure, Evan. I'd be glad to meet up with you. Aviation is a relatively small community so it's always good to create connections. Send your contact information to my email at 340VolPilot@gmail.com and we'll go from there. Glad you found the channel.
It sounded like tower saw it at 16:25 when he said, "Yeah that's a helicopter, looks like it's probably one of the medical helicopters, low level." I'm not a pilot or an air traffic controller, so I could be completely wrong.
That's great. I have a friend who goes to the Annual Superman event there. Sorry but I don't know the actual name of it. Last time he sent me a pic of himself dressed up like The Joker. Serious stuff.
Lot of people fills up that little town that weekend. I just can’t figure out what they do for 3 days. If you ever venture over there, I’ll recommend Bill’s BBQ. I got to get some when ever I go home
If you didn't need to climb high or go particularly fast on a flight, can you fly this plane like a non turbo & fly at a lower manifold pressure at ceuise & save a little gas aa well on some flights?
Keep posting. I have a 340A as well. I am considering spending a lot to me, money on some panel upgrades. I saw you have the Aspen, 750 and what appears to be a 650. How do you like your choices? Obviously, we all are on a budget, but for what you spent would you do something different within budget.
Good question. I think I’m satisfied with the choices. The Aspen was a pretty steep learning curve for me. So much information on so many different settings, views and fields. It’s a valuable resource but it just took me quite a while to become comfortable getting around in it. Now I have it set like I like it so it’s not a big deal. However, if I hit a wrong button, it’s usually a tense moment until I get it back to where I want it to be. The Garmins are great. Thanks for watching. I’ll make more videos. I’m on video hiatus for a while but I’ll be back.
This is or might be considered the dangers of a long straight in approach in a VFR environment. Should the pilot have approached the runway to enter a downwind pattern?
In 1981 a friend and I flew into a lake in the Adirondacks on a hunting trip. During the week I would be sitting in the forest and then al of the sudden swushhhhhhhh. A 10's would sneak up on you low overhead and then fly on. It happened several times. Hancock Air Force Res field was about 100 miles away or minutes by jets . At the end of the week while we were waiting for the pilot to pick us up , two A 10's came in low over the lake and then looped around a knob mountain at the end of the lake and then flew off. When the pilot came my friend asked "Isn't it dangerous flying this tin box with these jets buzzing around. He said yes. He told us they are suppose to be 500 above the highest mountain . He said he has reported them numerous times and they deny them being there. He said he has been so close that he has reported the numbers off of them. "Nope, we aren't out that way" . What I found out later was the Adirondacks is similar to a strategic mountain range in Russia. This was during the Cold War. In more recent years I have been about to get free air shows by F16 pilots buzzing around.
From my understanding your 'allowed' to fly as low as you want over unpopulated areas, maintaining 500ft of straightline distance between any man-made structures or people. Flying over your tents would be a crime, even if they couldn't see you. You are actually allowed to cut the grass, as long as it isn't a lawn attached to someone's house, either way not particularly smart if you don't absolutely have to.
With the Split Windshild in the C-340 it.s Dificult to see thr Runway with your Over head Camera. Might move just slightly Right. With out ADS-B you would have Never known the Copter was there I don't under when he was inside the Airport Trafic Area Why he's not talking to tower.
Because helo pilots think the rules of the air don't apply to them. I've had experience of one flying the opposite way through the circuit not talking to anyone. Also had one fly acrosse the approach at circuit height not talking to anyone going into a private heli pad just off the airfield.
I may experiment with that a bit. It attaches we'll to the current spot because there is a solid piece on the ceiling that I can attach to but I do agree that it's hard for the camera to see the runway. I'll see if I can create another "attach spot" with interfering to much with the cloth ceiling. Thanks for watching.
Hmmmm. I'm retired airline, last off the B-767. YOUR Cessna 340 is pretty high-tech, cockpit wise. I have actually flown the C-340, a friend had one...this is about 1991, so it was basic.
I had the same thing happen to me many years ago when taking my check ride at Peoria, Ill. 3 Air Gaurd helicopters flew under me 90 degrees to my final approach. I dont know why helicopter pilots do these dangerous things.
Scary? Yes..... Common... (sadly) Yes.... 50 years ago (pre ADS-B and the rest of the toys.), I was cleared by Tower as #1 for landing at KVNY. I'm on final descending and at about 300' AGL when a moron flys underneath me to land! I make an Emergency go-round and thankfully the FAA nailed the guy to his prop when it was said and done. It happened so fast that had I not been able to see my shadow on the ground and then his, this post wouldn't be here.
Curious on your thought process when you noticed you had an aircraft right below you, seems like you continued on, not sure if there is more to the story at all? Did you have thoughts of altering course? Thanks!
I’m sure editing made it a little more difficult to follow. If I recall I told tower that I was going to climb because I knew the aircraft was close and I didn’t have a visual him. I didn’t have to climb long until I saw on the ADS-B that he was further below me and had also passed under me. I was able to still make the landing without ‘diving’ the plane and without feeling rushed. Thanks for watching and have a good one.
You guys need to get away from the big airports. Where I fly they have a lot of air tractor traffic and one runway. I was on the taxiway and I hear one air tractor landing on 6 and another air tractor landing on 24 and a third one taking off on 6. I stoped to see how this turned out. The one taking off on 6 just got airborn peeled off to the left and the other two landed and never even got close to each other. These guy really know what they are doing.
Sure, Nathan. There are several routes. Look at colleges that have flight schools associated with them or consider learning to fly in the military or you could learn at a nearby airport if there is a flight instructor. I’m sure others have suggestions, too, regarding what worked for them. Thanks for watching.
I'm not a pilot nor should I get anywhere near a cockpit however I recently saw a video and the fellow had the same problem as your engine instead of investigating before flight he went up and his engine took a large poop so its up to you be safe or whatever
Not a dumb question at all. Glad you're here. Like Jebb125 said. It's called a hot plate. It's part of the de-icing system. When you turn on the switch, that small rectangular area becomes heated so, in theory, the rest of your front windscreen could ice up but that section would remain clear. It works well in my opinion but it certainly has its limitations.
Ah, thank you for asking. I'm from Tennessee and Tennessee's nickname is the Volunteer State. So, Volunteers (or Vols) are what we call University of Tennessee students, athletes, teams, faculty, administration, graduates, fans or anyone else out there who is a proud supporter of the University of Tennessee. Incidentally, if you're pronouncing it, it rhymes with the word Haul and not the word Pole. Again, thanks for asking and...Go Vols!!
Hey!, really nice video!. Many years ago a friend of mine bought a c340 and he’s been hiring someone to fly it for him ( he is not a pilot). Recently his pilot retired ,and he is looking for a new pilot to fly him from time to time (not full time position). I was wondering if you know any good c340 pilots in the sandiego area?
keep that head on a swivel. Man, there was a crash in Watsonville, straight in plane had priority I guess, he was doing 180 iirc. little 150 got in front of him. 150 tried to evade, but they impacted. So tragic.
Yes, it is a hot plate. The ooze you see, for lack of a better word, is caulking to keep condensation out. I've had this redone several times. Every time that it is done neat and tidy it seems that water and condensation penetrates very easily. The last time about a year ago, I asked the mechanic to be more generous with the caulking to see if it would better seal out water and condensation. This works much, much better but I do agree that it looks messy.
@@340VolPilot There is a special caulk for that hot plate, according to my mechanic when he reinstalled mine. Often they just use regular caulk and then you get the issues you have. Since mine was done with the proper sealant I have had no issues for over 4oo hours. YMMV
I'm a little perplexed. You told the tower about a plane right next to you and tower says "your the only one i'm talking to sir"???? Shouldn't the tower be concerned there is a target in his airspace that he is not talking to?? Also...tower doesn't see him on radar? possible Helo was too low for radar... but still.. how can the helo be in his airspace and tower is not aware???
It gets tricky for sure. The majority of Class D airfields actually don’t have radar services. Their airspace extends from the ground up to 2500 feet MSL and extends outward at a radius of 5 miles from the airfield. This was a while ago so I don’t remember the exact scenario, but it could have been that I was outside the 5-mile radius and the controller had no radar. If you’re outside the the 5-mile radius you’re free to fly with or without ATC assistance if the conditions support. With all of that said, the helicopter should have been announcing on the radio, if for no other reason than safety and courtesy. Thanks for watching.
@@340VolPilot yeah if you look at the iPad on the right yolk you are probably on 2 mi short final. You both are definitely in his airspace when he said that you were the only one who was talking to. Pretty weird
F#^$& Cowboys. Yesterday in my 310 I was cleared in downwind doing 180K to KRYN and the combination of an inexperienced controller and an arrogant inept "old timer" almost resulted in an end story. I was parallel 24 cleared #2 for 06. Cowboy thought he could enter in front and under me at 160k, This year I have had more negligent pilot and inept controller stories than I could have imagined. Bottom line..._PIC I stay alive regardless of ATC or cowboy pilots. Wishing all Safe flying
Sounds like he was just barely outside of KPAH’s delta not talking to anyone. Legal, but arrogant and poor ADM. Good example of why, IMHO, more Class D towers need radar.
@@340VolPilot I worked for Westinghouse putting in the ASR9 back in the early 90s. FLL's radar, as an example, was being replaced as the existing radar was an ASR2 that had been upgraded to an ASR5 IIRC. The TI name plate had a date in the 1950s-1960s. So this 30+ year old, vacuum-tube driven maintenance nightmare of a radar was decommissioned when we put in the ASR9, right? Nope. Raytheon had been awarded the "leapfrog" contract, which meant taking that old ASR5 and relocating it to another airport that didn't have radar service. In the case of FLL, their old system was shipped to the west coast of Florida and installed at RSW (Fort Myers), thus keeping FAA maintenance and specialty vacuum tube vendors in business for at least another decade or two.
So you're complaining about an aircraft not talking when the weather is severe clear and you're on a 5-mile final? 5 miles is outside the class D, so he didn't need to be talking to the tower. Sounds like the guy in the tower "cleared" you in airspace that wasn't his. When it's VMC, you have to avoid other aircraft that might be around. They are all allowed to be out there, too.
How about the other guy keeping a minimum safe distance? 100 feet below another aircraft is unsafe, assuming the other pilot had the RNAV aircraft in site he should have altered course to be well clear, its been a while since I read FARs but I seem to remember you must not be within 500 feet of any object unless taking off or landing. I would have been upset at that situation too. Well done Joe.
With the information given, I don’t think the other aircraft was doing anything wrong. What I would like to know is why is this guy calling tower 20 miles out? That’s awfully far.
Usually in case like this, the NORDO pilot would be told after he land to call the tower, and maybe told an FAA summons is in the mail. He best call his lawyer.
Really nice professional video...but you ruined it on final approach, when you played that crap music, I wanted to hear those twin engines, now that's real music to my ears!!!
OMG ! Man trying to interject a brief non-event in the most boring flight on You Tube ever !!! Next episode were going to watch the paint dry in his bathroom re-model.
![I.N "HALLUCINATION" | [Stray Kids : SKZ-PLAYER]](http://i.ytimg.com/vi/n5B5q1Hwt_U/mqdefault.jpg)
We were returning from a family trip to Scottsdale, AZ in our Piper Seneca II, enroute VFR to Camarillo, CA (KCMA). Our route took us over the Gorman VOR where we reported to SOCAL. About 3 minutes after we reported over the VOR, a Skylane reported passing the VOR. Obviously "we" @ 170 knots had no concern about the Skylane @ 140 knots as we progressed enroute. Everything transitioned well from SOCAL to the Camarillo Tower as we descended. About 1/2 mile from the threshold, I (for no special reason) looked up and saw the Skylane about 50' above us and descending. I initiated a 90 degree right turn, then went absolutely apesh!t about the piece-of-poo in the 182. The Tower ask me for a right 360, which I did, then the Tower went absolutely apesh!t on the Skylane pilot when he landed. Obviously he got the "call this number" protocol. I don't know what happened to the guy, but I hope he went immediately and bought a Garmin. His situational awareness was less than minimal.
Heard that! The worst part is that there is so little that you can do except to bail out of the path -- but, even doing that, with no one talking, makes for a very tense 30 seconds or do.
@@340VolPilot AMEN
😂 you weren't just salty that a skylane had the senneca beat were you?
I had something similar done to me, and it's liable to make anyone got "apesh!t" when it does. The "50 feet" bit is a bit frightening to say the least.
@@Fidd88-mc4sz Fortunately, we were both descending. The 182 filled the windscreen. I'd like to claim "training" or such other factor, but in reality my reaction was a Godsend. When the left wing came up I thought we were going to collide. The good news was the plane moved right as fast as the wing came up. "Just for Sport" ... I will share with you that I ran the "N" number on the Skylane after the incident. Are you ready ??? The pilot turned out to be our Sushi Chef. I've never said a word.
Hey there mister, great video. Look at those views! You are on your way my friend. Fly safe and keep em coming
Thank you very much. Good hearing from you again. Be good out there.
I had just finished my check-out in my new Extra 300L after several days of training and was a few minutes out of St. Augustine (where the USA Extra dealer was) when my Ryan TCAD (an instrument that alerts to nearby or conflicting traffic) started going nuts. I was living in Florida, which has a lot of air traffic, so thought the TCAD would be a good idea. None of the check-out was about the Ryan, or any of the other instrumentation, but only how to fly the Extra, so this new-fangled (at the time, before ADS-B) collision alarm going off soon after I'd departed for home on my first solo in the Extra had my attention, and the TCAD warnings had reached their maximum. I'm looking around for the traffic with some degree of enthusiasm, hoping to get a glimpse of the other aircraft in time to, oh, there it is! RIGHT THERE it is! One of my instructors (who were stellar, by the way, including a pair of USA Unlimited Aerobatic champions) had decided to fly up from beneath me to join up on my right wing. 15 feet off of my wingtip. That was pretty cool, though; my first formation flight, unscripted (which was *not* cool, but I didn't mind that time) with another Extra 300L 15 feet off of my wing was worth the adrenaline boost from the TCAD warning. The TCAD, however, had done its job perfectly, and would continue to do so.
Wow - great story. It really gets your attention when you realize that you have traffic too close for comfort.
I was in the pattern for a 34 landing at Arlington, in line behind a 172. The 172 landed and took the mid-field turn off. I was just turning on final and made my last call on final approach. About a qtr mile from final, I caught a glimpse of some landing gear passing overhead as some dude was landing on the 29 crosswind. He missed my plane by about 20 feet. Never heard him on the radio, and didn't see his tail number. I think it was a Baron, maybe a Beech. Never had time to be scared because it was so quick.
OMG - that’s crazy! “Never had time to be scared” speaks volumes about how disastrous that could of been. Glad everyone is OK.
Thinking back to my Army NVG instructor pilot days in the late 80's! It is amazing that we never had a mid-air going to refuel or recovery back to home field (Lowe AHP) with 80+ helicopters at the same time! Great flying 340 Vol Pilot!
That is Amazing. There is so much expertise, precision and muscle-memory involved in those kinds of operation. Thanks for watching
Part of my Sales District in 1979 included Columbus, Mississippi. At that time, the AFB between Aberdeen and Columbus was the sole training base for the Iranian Air Force pilots. If you ever wanted to see a Cluster F' ... that was it. The primary CFI's were civilian contractors, then the AF Instructor Pilots took over for the T37 & T38 segments. At least once per day the IP's would have to sortie a jet to recover a lost pilot who could barely speak English, so they had to carry an interpreter. I can't imagine the patients necessary to do that job.
The "disharmonious engines"...
I heard it, about 3Hz apart- and saw you were trimming it before your started talking about it.
It reminds me of the sound when I'm tuning one of two unison strings on a piano or 12-string guitar. Same technique.
Exactly. Not sure if I mentioned it that time or not but that's usually how I describe it -- like tuning a guitar when you tune the A string to the 5th fret of the Low E string, etc. Great catch and thanks for watching.
The dramatic music is a nice detail. The selections are just subtle enough and timed well in the edit.
Thanks. I get a kick out of those subtle details. I appreciate you watching.
I was born and grew up in Paducah. Earned a PPL in 1967 just in time to be drafted for Viet Nam. Always wanted to come home but when I retired in 2015 it just was not possible. I was learning at the same time as Capt. Bill Weatherspoon, May he RIP. Enjoyed your video, Sir! Oh. my PPL checkride was administered by Mr Vance Moyers!
Thanks for watching and thanks for sharing some of your background with us. It’s always interesting to hear a little about people’s lives.
To clarify my remark about Mr Moyer, he was a Distinguished Naval Aviator who was awarded the DFC two days in a row while operating out of the Carrier Hornet in WW II!
Very professional approach and flying sir , great going
Thank you very much. Have a good day over there.
@@340VolPilot Thank you sir and same to you too
Great video, and I’m impressed with your well practiced skills. Always wanted to fly a twin Cessna.
It is such great fun. Thanks for watching.
In my glider my PowerFLARM has been seeing ADS-B traffic for a decade. Mostly airlines early on, but lots of other stuff recently, even in Canada. If I can't reach potential conflicts on the radio, I simply make room. With ADS-B In you can see ADS-B emitters 30 miles away which gives you plenty of time to work things out .
I agree. Thanks for watching.
Nice job, you are still responsible for your own separation even when talking to the tower at a delta.
So true. When I was a student at KCDW there were 4 times I almost got taken out in the pattern by other pilots talking to tower but doing the wrong things. 3 of them I saw coming. The other was a transiting aircraft at pattern altitude that was instructed not turn east until 1 mile north of the field. I was just beginning my turn to downwind 22. At midfield downwind he flew right over me at about 10 feet of separation. Never saw him coming in my rented Skyhawk. He was a low wing so I'm sure he didn't see me either. It still makes me angry that tower would have cleared ANYONE through the airspace at pattern altitude AND how anyone would request to transit at pattern altitude. Sometimes you need someone else looking out for you. ;)
Yep - There's a lot of movement around some of these Deltas
That's not my understanding. In fact, we were told by an ATC who spoke with my local EAA chapter that they know pilots who will never state "traffic in sight", instead they will respond "looking for the traffic" bc they know it is ATC's job to maintain seperation until we have them in sight.
Don't know what it is with medical helicopters, but I've encountered two instances of them operating in and around airport operations without saying a thing to anybody. One of those instances they climbed through TPA in front of me requiring abrupt avoidance maneuvers. The pilots in my instances may be very skilled, but are also clearly complacent and just assume everyone sees them and can maneuver around them. Those slices of swiss cheese lining up...
Beutiful airplane though! Thank you for posting the video
Agreed. I'm right there with you. Thanks for watching.
I have had that happen more than once.. Several times in the Seattle area and twice in the Daytona Beach area.
Unfortunately, I think that under-communicating is all too common. Thanks for watching.
The 1977 340A with RAM VII conversion, that I fly for work, does the same thing, the left RPM indicates several hundred RPM under what it should be. This usually happens at start up. I let the engine warm a little bit, then increase the RPMs on the left engine to about 1500 and the needle "jumps" up to the correct reading (from 1000 up to 1500) and that's the end of the issue. All indications are normal after that. I see from your temp/pressure indicators that you have RAM conversions also. It looks like your Left EGT was maybe 100-150 hotter than the Right EGT, I mention that only because, if everything else was at normal settings, I wonder if you have a fuel issue or possibly 1 or more obstructed injectors on that left engine causing it to run "leaner" than desired, maybe tied to the RPM issue? My personal airplane is a Twin Comanche and I had a JPI 960 Engine Data Monitoring system installed on it which allows me to see each cylinders head and EGT temperatures. I have identified clogged injectors a couple times since having the system installed, and I can easily see which cylinder it is. I suspect partially clogged injectors are happening a lot more frequently than we know when we only have a single EGT for the entire engine. The gauges on the 340 I fly are pretty much identical to the ones you have. I have the 760xi in the Twin Comanche and absolutely love it! The 340 has dual Dual 430W's with an MX200 Multi function weather/moving map. I miss the 760 when flying the 340! I don't own the 340, I just fly it professionally for a company, or I would have upgraded the avionics!
Lots of great info. Thanks for passing all of that along. I actually would like to put a nice engine monitor in the panel. I had one in a Cessna 182 years ago and it really filled in a lot of the mystery of how the engine was performing. Thanks for watching.
VUCUC is outside of the D. Makes sense that tower wouldn’t be talking to him I guess.
That's true.
As 340Vol was a VFR flight, executing an RNAV approach, the tower did correctly inform him that no separation services were provided. My understanding that it is still up to the VFR pilot that he needs to keep his eyes outside to provide his own separation, which he did by altering off the RNAV approach glide-slope until he was clear.
It looks like a Tach generator that is about to go bad or might be just a loose wiring.
Sounds reasonable. Service appointment is coming up.
You can cross check the RPM on an engine monitor if you have one
Great Video....I've always wondered how a pilot can understand the tower commands as they seem to take delight in speaking quickly and not exactly clearly? Maybe it is easier with headphones but I can't interpret a word they say. Btw, you are cleared to fly to Orlando and catch the Vols on New Years in the Steve Spurrier Bowl otherwise known as the Citrus Bowl, ha. I still think that it was so funny that he made fun of UT (you can't spell Citrus without UT) and then Florida played in it the very next year. As for me, I'll just watch the Tide win it all again.
They are sometimes hard to understand but many times we have a very good idea what they are likely to say, so we anticipate our next instructions. Said differently, it's usually a pretty narrow path of conversation that pilots have with ATC so if everything is going along as expected, and we know our charts, and our likely instructions, then we have a pretty good idea what they are saying to us. Alternatively, there is no shame in asking them to slow down or "say again." Not a bad idea. We just might find ourselves in Orlando. But really, Roll Tide?? Well, I'll just say enjoy it while it lasts. Seriously...Thanks for watching.
@@340VolPilot You nailed this answer. Kudos my friend. 👍
A friend and I were on our last leg on final in a Cessna150 when we spotted a Mooney that came straight in and cut us off. My friend who was piloting aborted final immediately. I swear I could see the pilot give us the finger with a smile. Once in the airport office, I spotted the cocky idiot and asked my friend if he was gonna say anything. He said, naw, the pilot's own arrogance will take care anything he could possibly say. I learned a lot that day.
Wow - there’s a lot of truth to that. Have a good one.
I’m not exactly sure how I stumbled onto this video, but I’m sure glad I did. There are several key things that caught my attention in the beginning of this video. For starters, you departed KDYR which is the city I live in, flying to KPAH which is where my father is from, and finally ‘Vol’ in your username got my attention because of my family’s connection to the UT system. I am currently in my commercial training out of KNQA in Millington.
I want to thank you for posting this video and talking through some of your decision making during this situation.
Are you in the west Tennessee area often? I have very few connections to the aviation community in the Dyersbursg area, and it can be a hassle to drive to Shelby county just to have someone to discuss aviation.
Sure, Evan. I'd be glad to meet up with you. Aviation is a relatively small community so it's always good to create connections. Send your contact information to my email at 340VolPilot@gmail.com and we'll go from there. Glad you found the channel.
ADSB ghost image? Happens frequently to me, though I never ignore it just in case.
Ditto
Agreed, I've seen those ghost images, too. It makes your hair stand on end.
came here to post this. absolutely an ADS-B ghost traffic. It was your own ship.
It sounded like tower saw it at 16:25 when he said, "Yeah that's a helicopter, looks like it's probably one of the medical helicopters, low level." I'm not a pilot or an air traffic controller, so I could be completely wrong.
Thank You for sharing 😊
Certainly. Thanks for watching.
That happened to me one time. And it turned out to be presidential candidate Fred Thompson. He wasn’t flying, but someone flying him.
That’s great - Back in the day!
Enjoy your video. You took me home, I’m from Metropolis, Illinois.
That's great. I have a friend who goes to the Annual Superman event there. Sorry but I don't know the actual name of it. Last time he sent me a pic of himself dressed up like The Joker. Serious stuff.
Lot of people fills up that little town that weekend.
I just can’t figure out what they do for 3 days.
If you ever venture over there, I’ll recommend Bill’s BBQ. I got to get some when ever I go home
What a nice aircraft!
Thank you very much. I really enjoy this aircraft.
Those damn medical helicopters (27 year flight paramedic here).
That's a really cool job. Stay safe up there.
In Joyed This ✅ Very Informative And Professional… Thank You
Thank you, too, for watching.
yep wont be long, ours lasted 100 hours running 100 rpm slow, we weren't sure if it was wrong. "single engine". then the cable broke.
If you didn't need to climb high or go particularly fast on a flight, can you fly this plane like a non turbo & fly at a lower manifold pressure at ceuise & save a little gas aa well on some flights?
You can certainly 'power back' a bit. There are a few different engine settings designed for different performance levels
As my flight instructor would say, “Quit playing with your toys and get your eyes outside the plane.”
That's the truth, right there.
For all the crazy GA videos out there this one gives me hope that amazing pilots still exist. Your passengers are some lucky folks 💯🙏🏼
Thank you very much. Just have to keep your eyes peeled out there.
wonderful !
Wonderful, indeed.
Thanks.
You're welcome
Hey Guy,
That plane looks familiar.
Did you buy from a guy named Richard Makler
prolly in the early 2010's?
That name doesn’t ring a bell. Best I recall N6871D was registered to a business in the Huntsville, AL area. Have a good one out there.
Way to stay steady!
Thanks.
Keep posting. I have a 340A as well. I am considering spending a lot to me, money on some panel upgrades. I saw you have the Aspen, 750 and what appears to be a 650. How do you like your choices? Obviously, we all are on a budget, but for what you spent would you do something different within budget.
Good question. I think I’m satisfied with the choices. The Aspen was a pretty steep learning curve for me. So much information on so many different settings, views and fields. It’s a valuable resource but it just took me quite a while to become comfortable getting around in it. Now I have it set like I like it so it’s not a big deal. However, if I hit a wrong button, it’s usually a tense moment until I get it back to where I want it to be. The Garmins are great. Thanks for watching. I’ll make more videos. I’m on video hiatus for a while but I’ll be back.
This is or might be considered the dangers of a long straight in approach in a VFR environment. Should the pilot have approached the runway to enter a downwind pattern?
I agree. That is a hazard of a long straight-in. Thanks for your comment.
In 1981 a friend and I flew into a lake in the Adirondacks on a hunting trip. During the week I would be sitting in the forest and then al of the sudden swushhhhhhhh. A 10's would sneak up on you low overhead and then fly on. It happened several times. Hancock Air Force Res field was about 100 miles away or minutes by jets . At the end of the week while we were waiting for the pilot to pick us up , two A 10's came in low over the lake and then looped around a knob mountain at the end of the lake and then flew off. When the pilot came my friend asked "Isn't it dangerous flying this tin box with these jets buzzing around. He said yes. He told us they are suppose to be 500 above the highest mountain . He said he has reported them numerous times and they deny them being there. He said he has been so close that he has reported the numbers off of them. "Nope, we aren't out that way" . What I found out later was the Adirondacks is similar to a strategic mountain range in Russia. This was during the Cold War. In more recent years I have been about to get free air shows by F16 pilots buzzing around.
I've heard of that type of thing going on for sure
From my understanding your 'allowed' to fly as low as you want over unpopulated areas, maintaining 500ft of straightline distance between any man-made structures or people. Flying over your tents would be a crime, even if they couldn't see you. You are actually allowed to cut the grass, as long as it isn't a lawn attached to someone's house, either way not particularly smart if you don't absolutely have to.
twin turbines are just cool honestly.
Agreed. Twins are very cool.
With the Split Windshild in the C-340 it.s Dificult to see thr Runway with your Over head Camera. Might move just slightly Right. With out ADS-B you would have Never known the Copter was there I don't under when he was inside the Airport Trafic Area Why he's not talking to tower.
Because helo pilots think the rules of the air don't apply to them. I've had experience of one flying the opposite way through the circuit not talking to anyone. Also had one fly acrosse the approach at circuit height not talking to anyone going into a private heli pad just off the airfield.
I may experiment with that a bit. It attaches we'll to the current spot because there is a solid piece on the ceiling that I can attach to but I do agree that it's hard for the camera to see the runway. I'll see if I can create another "attach spot" with interfering to much with the cloth ceiling. Thanks for watching.
They have every right to that piece of sky as you do.
True. It’s just generally a shock when you realize that someone is that close but there is no two-way communication. We’ve all been in that situation.
Hmmmm. I'm retired airline, last off the B-767. YOUR Cessna 340 is pretty high-tech, cockpit wise. I have actually flown the C-340, a friend had one...this is about 1991, so it was basic.
Thanks for watching and it's a great aircraft.
Well Done Sir... ';-)
Thank you very much.
I had the same thing happen to me many years ago when taking my check ride at Peoria, Ill. 3 Air Gaurd helicopters flew under me 90 degrees to my final approach. I dont know why helicopter pilots do these dangerous things.
I don’t know why either. Hopefully it’s just a small percentage of outliers. Thanks for watching.
Scary? Yes..... Common... (sadly) Yes.... 50 years ago (pre ADS-B and the rest of the toys.), I was cleared by Tower as #1 for landing at KVNY. I'm on final descending and at about 300' AGL when a moron flys underneath me to land! I make an Emergency go-round and thankfully the FAA nailed the guy to his prop when it was said and done. It happened so fast that had I not been able to see my shadow on the ground and then his, this post wouldn't be here.
Very scary - I know exactly the feeling of seeing a second shadow when you’re on short final. Very disconcerting.
Curious on your thought process when you noticed you had an aircraft right below you, seems like you continued on, not sure if there is more to the story at all? Did you have thoughts of altering course? Thanks!
I’m sure editing made it a little more difficult to follow. If I recall I told tower that I was going to climb because I knew the aircraft was close and I didn’t have a visual him. I didn’t have to climb long until I saw on the ADS-B that he was further below me and had also passed under me. I was able to still make the landing without ‘diving’ the plane and without feeling rushed. Thanks for watching and have a good one.
@@340VolPilot That is great information that I think is very vital for everyone to know! Thank you!
What's the vertical rectangle on the windscreen? (edit: Never mind I found it. STC Heated Windshield Strip)
That’s it!
You guys need to get away from the big airports. Where I fly they have a lot of air tractor traffic and one runway. I was on the taxiway and I hear one air tractor landing on 6 and another air tractor landing on 24 and a third one taking off on 6. I stoped to see how this turned out. The one taking off on 6 just got airborn peeled off to the left and the other two landed and never even got close to each other. These guy really know what they are doing.
Very true. Many of those folks are really, really sharp.
The reason that I quit flying out of Marine Corps Quantico airfield. Helicopters popping up under me all the time. Got to be dangerous.
Very sketchy
I had a similar problem with Army helicopters at KBCR.
Hi my name is Nathan im 15 and really want to be a GA pilot or airline pilot do you have any advice on how to get into aviation
Sure, Nathan. There are several routes. Look at colleges that have flight schools associated with them or consider learning to fly in the military or you could learn at a nearby airport if there is a flight instructor. I’m sure others have suggestions, too, regarding what worked for them. Thanks for watching.
I'm not a pilot nor should I get anywhere near a cockpit however I recently saw a video and the fellow had the same problem as your engine instead of investigating before flight he went up and his engine took a large poop so its up to you be safe or whatever
This is true. Thanks for watching.
What's on the windshield on the left side? Sorry if that's a dumb question. I'm not a 340 guy
heated ice shield. helps keep the ice out of his vision
Not a dumb question at all. Glad you're here. Like Jebb125 said. It's called a hot plate. It's part of the de-icing system. When you turn on the switch, that small rectangular area becomes heated so, in theory, the rest of your front windscreen could ice up but that section would remain clear. It works well in my opinion but it certainly has its limitations.
What's a "Vol?"
Ah, thank you for asking. I'm from Tennessee and Tennessee's nickname is the Volunteer State. So, Volunteers (or Vols) are what we call University of Tennessee students, athletes, teams, faculty, administration, graduates, fans or anyone else out there who is a proud supporter of the University of Tennessee. Incidentally, if you're pronouncing it, it rhymes with the word Haul and not the word Pole. Again, thanks for asking and...Go Vols!!
Hey!, really nice video!. Many years ago a friend of mine bought a c340 and he’s been hiring someone to fly it for him ( he is not a pilot). Recently his pilot retired ,and he is looking for a new pilot to fly him from time to time (not full time position). I was wondering if you know any good
c340 pilots in the sandiego area?
Pd: I’m working on my ppl and certs and hopefully one day I’ll get to fly a c340.
I know a guy that flies twins out that way. I’ll have him look at this entry. Maybe he can reach out to you and you can refer him to your friend.
@@340VolPilot perfect thanks
keep that head on a swivel. Man, there was a crash in Watsonville, straight in plane had priority I guess, he was doing 180 iirc. little 150 got in front of him. 150 tried to evade, but they impacted. So tragic.
Yes, tragic and unfortunate. Those are always such heartbreaking stories.
Pays to keep your eyes open.
Indeed, it does.
Get that lazy needle to a mechanic. Problem not solved, don't let it become accumulative with other issues.
You're right. It goes in day after tomorrow.
vtec kicked in yo :D
Kicked in, indeed. Thanks for watching.
Whats going on with the left windshield? Is it dirty?
Yes, it is a hot plate. The ooze you see, for lack of a better word, is caulking to keep condensation out. I've had this redone several times. Every time that it is done neat and tidy it seems that water and condensation penetrates very easily. The last time about a year ago, I asked the mechanic to be more generous with the caulking to see if it would better seal out water and condensation. This works much, much better but I do agree that it looks messy.
@@340VolPilot sorry for the observation, I just wasn't sure what I was looking at. Isn't there a clear caulking that would work just as well?
@@340VolPilot There is a special caulk for that hot plate, according to my mechanic when he reinstalled mine. Often they just use regular caulk and then you get the issues you have.
Since mine was done with the proper sealant I have had no issues for over 4oo hours.
YMMV
I'm a little perplexed. You told the tower about a plane right next to you and tower says "your the only one i'm talking to sir"???? Shouldn't the tower be concerned there is a target in his airspace that he is not talking to?? Also...tower doesn't see him on radar? possible Helo was too low for radar... but still.. how can the helo be in his airspace and tower is not aware???
It gets tricky for sure. The majority of Class D airfields actually don’t have radar services. Their airspace extends from the ground up to 2500 feet MSL and extends outward at a radius of 5 miles from the airfield. This was a while ago so I don’t remember the exact scenario, but it could have been that I was outside the 5-mile radius and the controller had no radar. If you’re outside the the 5-mile radius you’re free to fly with or without ATC assistance if the conditions support. With all of that said, the helicopter should have been announcing on the radio, if for no other reason than safety and courtesy. Thanks for watching.
@@340VolPilot yeah if you look at the iPad on the right yolk you are probably on 2 mi short final. You both are definitely in his airspace when he said that you were the only one who was talking to. Pretty weird
good thing the Heli wasnt flying above...
True, I could see on the ADS-B that he was a bit below me.
F#^$& Cowboys. Yesterday in my 310 I was cleared in downwind doing 180K to KRYN and the combination of an inexperienced controller and an arrogant inept "old timer" almost resulted in an end story. I was parallel 24 cleared #2 for 06. Cowboy thought he could enter in front and under me at 160k, This year I have had more negligent pilot and inept controller stories than I could have imagined. Bottom line..._PIC I stay alive regardless of ATC or cowboy pilots. Wishing all Safe flying
Agreed. You’ve got to keep yourself safe out there.
Yes sir!! Happy Holidays & thanks for the video 🙏🏼@@340VolPilot
4 mile final?
Yes, I think I joined at about a 10-12 mile final and this situation happened with about four miles of the final remaining.
12 mile final?
Sounds like he was just barely outside of KPAH’s delta not talking to anyone. Legal, but arrogant and poor ADM. Good example of why, IMHO, more Class D towers need radar.
Agreed. I was shocked to learn that a good number of Class Ds don't have radar.
@@340VolPilot I worked for Westinghouse putting in the ASR9 back in the early 90s. FLL's radar, as an example, was being replaced as the existing radar was an ASR2 that had been upgraded to an ASR5 IIRC. The TI name plate had a date in the 1950s-1960s. So this 30+ year old, vacuum-tube driven maintenance nightmare of a radar was decommissioned when we put in the ASR9, right? Nope. Raytheon had been awarded the "leapfrog" contract, which meant taking that old ASR5 and relocating it to another airport that didn't have radar service. In the case of FLL, their old system was shipped to the west coast of Florida and installed at RSW (Fort Myers), thus keeping FAA maintenance and specialty vacuum tube vendors in business for at least another decade or two.
So you're complaining about an aircraft not talking when the weather is severe clear and you're on a 5-mile final? 5 miles is outside the class D, so he didn't need to be talking to the tower. Sounds like the guy in the tower "cleared" you in airspace that wasn't his. When it's VMC, you have to avoid other aircraft that might be around. They are all allowed to be out there, too.
Point well-taken.
How about the other guy keeping a minimum safe distance? 100 feet below another aircraft is unsafe, assuming the other pilot had the RNAV aircraft in site he should have altered course to be well clear, its been a while since I read FARs but I seem to remember you must not be within 500 feet of any object unless taking off or landing. I would have been upset at that situation too. Well done Joe.
@@intodeep28not quite. If he is lower and on approach to land they have right of way
No matter who has right of way mistakes can happen and when you see a mishap back off get some space.
With the information given, I don’t think the other aircraft was doing anything wrong. What I would like to know is why is this guy calling tower 20 miles out? That’s awfully far.
Usually in case like this, the NORDO pilot would be told after he land to call the tower, and maybe told an FAA summons is in the mail. He best call his lawyer.
That’s a call you never want.
Very scary.
It is a bit scary but it not as bad as it seems. Thanks for watching.
And other private pilots ask why I mount an external M134 Minigun on my plane. 🤔
Well, I feel ya, but let's not go that far.
Does it cost extra to mount the minigun externally ours is just internal?
It was a DYI project. I used a window sill pintle mount taken from a junked UH-60 airframe. So the cost was time not money.@@chrisruf7590
Really nice professional video...but you ruined it on final approach, when you played that crap music, I wanted to hear those twin engines, now that's real music to my ears!!!
Point taken. I'll turn up the twins next time.
Do a 360.
Yep. Always an option.
Get a new tack generator
Very likely. Goes in for service tomorrow
I hate the Aspen system. I think it's junk and unreliable
It’s a bit difficult to navigate around in for me but I find it helpful. Thanks for watching.
The cable going from the engine to the gauge is binding up!
Probably right. The service appointment is coming up.
routeing of the cable is a pain might only change the inner rotating but standard is to change the whole thing@@340VolPilot
OMG ! Man trying to interject a brief non-event in the most boring flight on You Tube ever !!! Next episode were going to watch the paint dry in his bathroom re-model.
Wow. Thanks for watching, Dave