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Dick Rochfort, ATP, CFII - Master Instructor
United States
Registrace 25. 05. 2010
Dick Rochfort is a full-time Master Certified Flight Instructor providing type-specific, insurance-approved initial, recurrent and instructor standardization training, buyer consulting, aircraft relocation and expert witness services to Piper PA46 (M350, M500, M600, M700, Matrix, Malibu, Mirage, and Meridian) owners, pilots and instructors worldwide.
He holds ATP and Gold Seal Flight Instructor Certificates with CFII, MEI, and CE-525S ratings. He is accredited by the National Association of Flight Instructors (NAFI) as a Silver Legacy Master Instructor having held the Master designation for over 20 years.
His training program is FITS (FAA Industry Training Standards) approved and FAA Wings approved and fully insured.
He holds ATP and Gold Seal Flight Instructor Certificates with CFII, MEI, and CE-525S ratings. He is accredited by the National Association of Flight Instructors (NAFI) as a Silver Legacy Master Instructor having held the Master designation for over 20 years.
His training program is FITS (FAA Industry Training Standards) approved and FAA Wings approved and fully insured.
The Piper M700 .. an Introduction with Dick Rochfort
Dick Rochfort is a Master Certified Flight Instructor providing excellent training, pre-purchase consulting, aircraft relocation and expert witness services to owners, pilots and instructors of the Piper PA46 aircraft. He holds ATP, Commercial and Gold Seal Flight Instructor Certificates with SEL, SES, MEL, CFII, MEI, and CE-525S ratings. He has been a full-time flight instructor working exclusively in PA46 aircraft (all variants) since 1992 and has over 10,000 hours in Make/Model.
zhlédnutí: 1 491
Video
The Piper Malibu Mirage - VFR Vectors Around Rain Showers with Dick Rochfort (24071416.407)
zhlédnutí 278Před měsícem
Dick Rochfort is a Master Certified Flight Instructor providing excellent training, pre-purchase consulting, aircraft relocation and expert witness services to owners, pilots and instructors of the Piper PA46 aircraft. He holds ATP, Commercial and Gold Seal Flight Instructor Certificates with SEL, SES, MEL, CFII, MEI, and CE-525S ratings. He has been a full-time flight instructor working exclus...
The Piper Malibu Mirage - Thunderstorm Avoidance Strategy with Dick Rochfort (24071416.406)
zhlédnutí 195Před měsícem
Dick Rochfort is a Master Certified Flight Instructor providing excellent training, pre-purchase consulting, aircraft relocation and expert witness services to owners, pilots and instructors of the Piper PA46 aircraft. He holds ATP, Commercial and Gold Seal Flight Instructor Certificates with SEL, SES, MEL, CFII, MEI, and CE-525S ratings. He has been a full-time flight instructor working exclus...
The G1000 Piper Malibu - Avoiding Thunderstorms with Dick Rochfort (24071416.405)
zhlédnutí 365Před měsícem
Dick Rochfort is a Master Certified Flight Instructor providing excellent training, pre-purchase consulting, aircraft relocation and expert witness services to owners, pilots and instructors of the Piper PA46 aircraft. He holds ATP, Commercial and Gold Seal Flight Instructor Certificates with SEL, SES, MEL, CFII, MEI, and CE-525S ratings. He has been a full-time flight instructor working exclus...
The Piper Malibu Mirage - Using Icing Forecasts While Enroute with Dick Rochfort (24071416.404)
zhlédnutí 147Před měsícem
Dick Rochfort is a Master Certified Flight Instructor providing excellent training, pre-purchase consulting, aircraft relocation and expert witness services to owners, pilots and instructors of the Piper PA46 aircraft. He holds ATP, Commercial and Gold Seal Flight Instructor Certificates with SEL, SES, MEL, CFII, MEI, and CE-525S ratings. He has been a full-time flight instructor working exclus...
The Piper M350 - Using Airframe Icing Forecasts in “Real Time” with Dick Rochfort (24071416.403)
zhlédnutí 177Před měsícem
Dick Rochfort is a Master Certified Flight Instructor providing excellent training, pre-purchase consulting, aircraft relocation and expert witness services to owners, pilots and instructors of the Piper PA46 aircraft. He holds ATP, Commercial and Gold Seal Flight Instructor Certificates with SEL, SES, MEL, CFII, MEI, and CE-525S ratings. He has been a full-time flight instructor working exclus...
The Piper Mirage - Arrival into Rocky Mountain Regional Airport with Dick Rochfort (24071416.402)
zhlédnutí 170Před měsícem
Dick Rochfort is a Master Certified Flight Instructor providing excellent training, pre-purchase consulting, aircraft relocation and expert witness services to owners, pilots and instructors of the Piper PA46 aircraft. He holds ATP, Commercial and Gold Seal Flight Instructor Certificates with SEL, SES, MEL, CFII, MEI, and CE-525S ratings. He has been a full-time flight instructor working exclus...
The Piper Malibu Mirage - Using The CIP/FIP to Navigate Airframe Ice with Dick Rochfort (240714.401)
zhlédnutí 237Před měsícem
Dick Rochfort is a Master Certified Flight Instructor providing excellent training, pre-purchase consulting, aircraft relocation and expert witness services to owners, pilots and instructors of the Piper PA46 aircraft. He holds ATP, Commercial and Gold Seal Flight Instructor Certificates with SEL, SES, MEL, CFII, MEI, and CE-525S ratings. He has been a full-time flight instructor working exclus...
The Piper Malibu Mirage - An Obstacle Departure Procedure with Dick Rochfort (24071416.400)
zhlédnutí 163Před měsícem
Dick Rochfort is a Master Certified Flight Instructor providing excellent training, pre-purchase consulting, aircraft relocation and expert witness services to owners, pilots and instructors of the Piper PA46 aircraft. He holds ATP, Commercial and Gold Seal Flight Instructor Certificates with SEL, SES, MEL, CFII, MEI, and CE-525S ratings. He has been a full-time flight instructor working exclus...
The Piper Malibu Mirage Approach and Landing at Grand Junction CO with Dick Rochfort (24071416.399)
zhlédnutí 613Před měsícem
Dick Rochfort is a Master Certified Flight Instructor providing excellent training, pre-purchase consulting, aircraft relocation and expert witness services to owners, pilots and instructors of the Piper PA46 aircraft. He holds ATP, Commercial and Gold Seal Flight Instructor Certificates with SEL, SES, MEL, CFII, MEI, and CE-525S ratings. He has been a full-time flight instructor working exclus...
The Piper Malibu Mirage - Planning the Descent with Dick Rochfort (24071416.398)
zhlédnutí 337Před měsícem
Dick Rochfort is a Master Certified Flight Instructor providing excellent training, pre-purchase consulting, aircraft relocation and expert witness services to owners, pilots and instructors of the Piper PA46 aircraft. He holds ATP, Commercial and Gold Seal Flight Instructor Certificates with SEL, SES, MEL, CFII, MEI, and CE-525S ratings. He has been a full-time flight instructor working exclus...
A Discussion on Virga with Dick Rochfort (24071416.397)
zhlédnutí 592Před měsícem
Dick Rochfort is a Master Certified Flight Instructor providing excellent training, pre-purchase consulting, aircraft relocation and expert witness services to owners, pilots and instructors of the Piper PA46 aircraft. He holds ATP, Commercial and Gold Seal Flight Instructor Certificates with SEL, SES, MEL, CFII, MEI, and CE-525S ratings. He has been a full-time flight instructor working exclus...
The Piper Malibu - Learning to Trust Color Weather radar with Dick Rochfort (24071416.10396)
zhlédnutí 423Před měsícem
Dick Rochfort is a Master Certified Flight Instructor providing excellent training, pre-purchase consulting, aircraft relocation and expert witness services to owners, pilots and instructors of the Piper PA46 aircraft. He holds ATP, Commercial and Gold Seal Flight Instructor Certificates with SEL, SES, MEL, CFII, MEI, and CE-525S ratings. He has been a full-time flight instructor working exclus...
The Piper Malibu Mirage - Navigating Around Weather with Dick Rochfort (24071416.10395)
zhlédnutí 348Před měsícem
Dick Rochfort is a Master Certified Flight Instructor providing excellent training, pre-purchase consulting, aircraft relocation and expert witness services to owners, pilots and instructors of the Piper PA46 aircraft. He holds ATP, Commercial and Gold Seal Flight Instructor Certificates with SEL, SES, MEL, CFII, MEI, and CE-525S ratings. He has been a full-time flight instructor working exclus...
Unexpected Airframe Ice with Dick Rochfort (24071416.20395)
zhlédnutí 3,7KPřed měsícem
Dick Rochfort is a Master Certified Flight Instructor providing excellent training, pre-purchase consulting, aircraft relocation and expert witness services to owners, pilots and instructors of the Piper PA46 aircraft. He holds ATP, Commercial and Gold Seal Flight Instructor Certificates with SEL, SES, MEL, CFII, MEI, and CE-525S ratings. He has been a full-time flight instructor working exclus...
Radar Tilt Management and Fuel Considerations with Dick Rochfort (24071416.394)
zhlédnutí 616Před měsícem
Radar Tilt Management and Fuel Considerations with Dick Rochfort (24071416.394)
The Piper Mirage: Navigating Rain Showers with Dick Rochfort (24071416.393)
zhlédnutí 429Před měsícem
The Piper Mirage: Navigating Rain Showers with Dick Rochfort (24071416.393)
The G1000 Equipped Piper Mirage - Weather Considerations with Dick Rochfort (24071416.392)
zhlédnutí 265Před měsícem
The G1000 Equipped Piper Mirage - Weather Considerations with Dick Rochfort (24071416.392)
Operating Color Weather Radar in the Piper M600 with Dick Rochfort
zhlédnutí 426Před 2 měsíci
Operating Color Weather Radar in the Piper M600 with Dick Rochfort
The Piper M600 Auto Color Weather Radar with Dick Rochfort
zhlédnutí 367Před 2 měsíci
The Piper M600 Auto Color Weather Radar with Dick Rochfort
The Piper M600 SLS - Airborne Strategic vs Tactical Weather Planning with Dick Rochfort
zhlédnutí 764Před 3 měsíci
The Piper M600 SLS - Airborne Strategic vs Tactical Weather Planning with Dick Rochfort
The Piper M600 SLS - RNAV and Low Approach into Vail Valley EGE with Dick Rochfort
zhlédnutí 823Před 3 měsíci
The Piper M600 SLS - RNAV and Low Approach into Vail Valley EGE with Dick Rochfort
The Piper M600 SLS - Some Set-up Options with Dick Rochfort
zhlédnutí 645Před 3 měsíci
The Piper M600 SLS - Some Set-up Options with Dick Rochfort
The Piper M600 SLS - Using G3000 Weather Tools with Dick Rochfort
zhlédnutí 289Před 3 měsíci
The Piper M600 SLS - Using G3000 Weather Tools with Dick Rochfort
The Piper M600 SLS - Strategic/Tactical Use of Weather Tools from KDSM to KSUS with Dick Rochfort
zhlédnutí 437Před 3 měsíci
The Piper M600 SLS - Strategic/Tactical Use of Weather Tools from KDSM to KSUS with Dick Rochfort
The Piper M600 SLS - A Missed Approach at Rogers AR with Dick Rochfort
zhlédnutí 457Před 3 měsíci
The Piper M600 SLS - A Missed Approach at Rogers AR with Dick Rochfort
The Piper M600 SLS - Some Tips on Weather Avoidance with Dick Rochfort
zhlédnutí 419Před 3 měsíci
The Piper M600 SLS - Some Tips on Weather Avoidance with Dick Rochfort
The Piper M600 SLS - Arrival and Landing at Jefferson, MO with Dick Rochfort
zhlédnutí 274Před 3 měsíci
The Piper M600 SLS - Arrival and Landing at Jefferson, MO with Dick Rochfort
The Piper M600 SLS - Some Cool Features of the G3000 with Dick Rochfort
zhlédnutí 670Před 3 měsíci
The Piper M600 SLS - Some Cool Features of the G3000 with Dick Rochfort
The Piper M600 SLS - A Left Pattern at St Louis with Dick Rochfort
zhlédnutí 271Před 3 měsíci
The Piper M600 SLS - A Left Pattern at St Louis with Dick Rochfort
It would be nice if it was in a flight Sim for us simmers
Are the ice vanes always on, or can you turn them off?
@@ictpilot Hi, no ice vanes.. the PA46 uses inertial separation instead.. Fly Safely - Train Often .. DR
@@RWRPilotTraining That's right I forgot. I was thinking something about on the meridian they were always on but the silver eagle conversion you could open or close it and it helped with power I think.
@@ictpilot Piper gets the advertised performance by using a larger engine. They keep the systems simple to encourage owner pilots to upgrade from piston aircraft. Fly Safely - Train Often .. DR
Is that 2.2° the initial descent from top of descent or is that the angle between fixes on an arrival? Will the Garmin honor altitude restrictions on an arrival?
It’s nice bit of kit the M700, but for the price, it falls short of the TBM 960 by a long way.
It costs significantly less ? Very close on speed?
@@ryany4326 it falls short mate.. almost as fast, range and price.. less power and more.. as I said. It’s a nice piece of kit, but the could have surpassed it.. like the epic 1000 which is also close in all respects.
LOL... The Piper is about 1 mill cheaper, and only 20 knts slower. That's allot of money for 20 knts. "Falls short by a long way", that's hilarious.
Dick, you stopped the video just when it was getting good. Could you post the rest of the video and talk about how you should have deviated to left earlier? We all want to learn and no judgement here.
Hi, I think the battery died at a bad time, but in answer to your question. We always plan for airframe ice by limiting our exposure to light ice only using the CIP/FIP in the vertical profile on Foreflight prior to the flight. In this case the preflight brief allowed us to know we would likely be ice free just 2k feet below. Check out the playlist on airframe ice on my channel. Fly Safely - Train Often .. DR
appreciate your videos!
@@jamesbp Thank you. Fly Safely - Train Often .. DR
Excellent! Thank you!
@@jimthepilotguy You are most welcome .. Fly Safely - Train Often .. DR
@@jimthepilotguy You Bet! Fly Safely - Train Often .. DR
in the video you say when flying a heading you put the radar bearing pointer on zero left or right as the plane is flying the lubber line. But, would you not want to put the bearing pointer of the radar where the aircraft is actually tracking? Seems if you have a 50 knot cross wind you could have the bearing pointer pointed one direction but the plane actually traveling another??
Hi Neil, Sorry my comment wasn’t very clear, but if you review the video again you may notice that I was referring to the white dashed track line which was coincident with the lubber line. Hence the need to select 0 degrees L on the radar profile. Check some of my other vids on the rain showers and thunderstorms play list. Fly Safely - Train Often .. DR
Damn the emergency decent and lack of AP usages looked way more dangerous than the ice that was on the wings!
If the encounter is more than light ice; AP OFF, maintain minimum ice penetration speed or more, leave the area, announce your intentions and declare an emergency if needed. Fly Safely - Train Often .. DR
You have so much expertise and your student is clearly not at the same level. I wish you were asking him questions that would help him to learn to interpret all those sophisticated weather tools. If I was your student in this scenario, I would have been very impressed with your capabilities but I would be unable to replicate your analysis later.
Hi Daniel, Thank you for your comment. There is a great deal of post flight preparation and post flight debriefing that is not in this short video. Sorry you missed it. Fly Safely - Train Often .. DR
Amazingly detailed advice. Thanks for sharing
Thank you for the kind words. Fly Safely - Train Often .. DR
Thanks for the visceral demonstration on how so many pilots get in bad trouble in these high performance pressurized planes that don't require a type rating. I've never seen that myself in such detail.
Thank you for your comments.. Fly Safely - Train Often .. DR
Sound a little out of control from instructor stand point.
.. a little
Glad I watched this from my desk seat and not the right seat. Terrific lesson and video. Thanks for posting.
Thanks.. Fly Safely - Train Often .. DR
Thanks for sharing. CRM seemed a little lacking there - the student seemed confused at all the instructions that were thrown at him. Once you pushed the nose down and were in clear air there really wasn’t an emergency so maybe taking a few seconds to calm things down and to summarize the situation and the next steps would be helpful? Since you brought up medicine, SBAR (Situation, Background, Assessment and Recommendation) is often used to summarize the issue and recommended resolution. You might want to try it out.
CRM is a tricky thing to teach in single pilot aircraft. I focus on immediate action drills and simple rules, most of which is provided in preflight briefings and post flight debriefs. Fly Safely - Train Often .. DR
Good stuff, Dick...thank you! I was looking forward to seeing how you handled the ice. Maybe a future video?
Yes Sir.. Check out my Airframe Icing Playlist.. Fly Safely - Train Often .. DR
@@RWRPilotTraining Will do, Dick. Thank you!
Crazy that he gives this info out for free
@@lukebelvin4900 Hi Luke, Thank you for the kind words. I am happy to help. Fly Safely - Train Often .. DR
Nice approach and landing. I work in the hangar right there at A4.
It’s a beautiful airport.. one of my favorites! Fly Safely - Train Often .. DR
Good lesson for a real world icing situation, that airspeed loss serious!
It’s THE most important consideration! Fly Safely - Train Often .. DR
Disengaging yaw damp at FL250 is wild, autopilot maybe but yaw damp needs to stay on. I also wouldn't advise disengaging AP in this scenario, just get a descent going, you're unnecessarily increasing workload, he was clearly overloaded there.
Hi Caprica, Thanks for your comments. The PA46 elevator has an “over center” portion that allows ice forming in that area to “freeze” the elevator surface to the horizontal stabilizer. The autopilot must come off to prevent a runaway trim. Next I wanted to physically touch the manual trim wheel to verify it is not running. I asked the pilot training to begin a descent as my PFD did not show a descent and we were loosing airspeed. He was likely answering me while looking at descent rate. This aircraft has two completely separate airspeed systems and I wanted to confirm the speed on both sides to be matched. We likely got in a downdraft.. 2000ft per minute at one point . As the medical profession is trained to “FIRST, do no harm”, so should pilots. Fly Safely - Train Often .. DR
In general I was always told to turn off the autopilot and hand fly the airplane when gaining ice so you can feel the airplane
@@RWRPilotTraining Not sure I agree with your assessment in this case. The yoke did not indicate that the AP was reacting with a continuous nose up pitch to the icing event. While I cannot see the trim wheel, the assumption is that AP was merely reacting to the turbulence. Also worthy to note that FL250 is the top of the aircraft service ceiling if I am not mistaken. When you disengaged, re-entered a known icing level with a down elevator, the danger was greater for elevator lock because now the elevator has departed its neutral position and may lock nose down. Using the trim (AKA allowing AP to manage the descent or manual if you wanted) eliminates that scenario. You can more likely recover from a frozen trim than a down elevator position. Attempting a simultaneous AP disengage and descent (regardless what the PFD says) ignores the aerodynamic factors you were encountering. It just seemed you were reacting to icing but not taking into account the turbulence will do crazy things to IAS, in this case appeared that the decrease in airspeed was temporary due to turbulence and not icing. As you know, IAS is more sensitive at altitude and TAS is sometimes a better indicator as to how the aircraft will react. I think it would have been better to stabalize the aircraft, be aware of the IAS, and then make the adjustments to altitude. Still a lot of good lessons in this brief video, thanks for posting. Hopefully you reported a PIREP after that as well.
"Fly first, talk second." Student pilot here. I know this, but it can never be overstated. Thank you!
Hi Matt, Yes indeed. Easier said than done. This was the pilot training’s first ice experience. The area was forecast to be light ice only, but there you have it.
I didn't see what led up to this, but 105IAS at 250 really caught my attention. About 10 knots lost from ice and ATC needs to know you NEED to move. Looked like you were going through some tops. I've picked up moderate at -25c and descended just 2k, out of the tops, and ice became manageable again. 30 knots of lost airspeed in an underpowered plane like a malibu is pretty scary. You may have been only a few knots from the critical angle of attack. On a piston it really snowballs. You lose that airspeed that already doesn't have a big buffer and now you've lost your engine cooling as well because of lost airflow. This particular situation should have been avoided via preflight planning. Known weather and -20c at your can's ceiling should have prompted either a lower altitude or a delay. PA46's are FIKI but anything with boots shouldn't do anything but transit icing conditions. These planes are breaking up at an alarming rate from less experienced pilots doing this. Stay safe!
Hi Bonanza Pilot.. Thanks for your comments. You are spot on with your analysis. This was a training flight focusing on rain showers/radar and CIP/FIP airframe ice scenarios. This specific area was forecast by the CIP/FIP to be light ice only. The airspeed issue concerned us the most. Sometimes I find that this is the result of not leaving the area soon enough. In this instance the pilot training did not begin the descent soon enough. In fact he even climbed a little bit coming off the AP due to the updraft. It was his first icing experience and while it was a bit more than we expected he did the right thing. When we debriefed, the updated CIP/FIP showed areas of light and moderate ice! It is also important to note that an area with a PIREP for light ice from a 737 is off limits to a GA aircraft. Same way each and every time.. SWEET! Fly Safely - Train Often .. DR
What's the context? Is that a FIKI airplane and or turbine or piston? How to manage that if you have to also keep an eye on CHTs as well? Or so you disregard those in such an event?
@@markusp1788 Hi Mark, The PA46 Malibu Mirage is a FIKI equipped 350 HP piston aircraft. No power changes were required since airspeed was maintained by starting a descent. Engine temperature does increase slightly when operating with alternate induction air open which is standard practice when operating in the presence of visible moisture. Fly Safely - Train Often .. DR
Dick, absolutely love your videos. I’m a 24 yo professional pilot. I didn’t learn any of this until I was flying in the real corporate world. Your content is the kind of critical stuff they do not teach in flight school. Thank you for taking the time to make these!
You are most welcome John .. Fly Safely - Train Often .. DR
I think your understanding of radar tilt needs some improvement. That almost all ground return.
@@marklittle9913 Hi Mark, Thank you for your comment. If the radar you operate doesn’t have a vertical profile mode, and based on your comment I suspect it does not, you will need to paint less ground. In this case Archie Trammel recommends the outer quadrant painting ground return. The horizontal view shows the water alright, but FNGs have a harder time trusting it. The vertical profile is not sensitive to ground return and therefore paints rain more clearly. With over 10,000 hours flying with various PA46 radars I have learned the reliability of the vertical profile. It is the easiest way to see rain. Look through my play list of rain showers and thunderstorms and see if you don’t agree. Let me know your questions. I look forward to working with you. Fly Safely - Train Often .. DR
@@RWRPilotTraining I quit counting at 25k hours, and yes, we have a vertical profile mode. Archie was a smart dude, but he's been gone a long time and there have been significant advancements since his day. Raise that tilt and get away from from the ground clutter. Cheers.
The vid really didn't give any actual info for a transition, and what to expect. I've been looking for a true flying vid of the transition, and what do I need to say to the tower. also.... will ATC set me up on a long final like a normal approach? will they hand me to tower and expect me to enter the pattern like I was just a VFR flight? If that's the case.... why would the "Visual" be any different than me just canceling my IFR and contacting the tower? I've talked to so many people who are either fresh CFII's or fresh IR.... and they can't answer it either. (We don't train for the visual) I've had my IR for about a month now, and have only been asked if I wanted the visual once.... and since I didn't know what to expect, I just asked to stay with the ILS. The approach and tower at my local airport knows we are a training airport, and they won't get mad if I mess up.... but I would really like to see a start to finish approach to visual demonstration.
Good question. The visual approach is still an instrument approach but done in VMC. The value is that you can get priority for the arrival and a modified base or straight in.. whatever is expeditious. This works best at a towered airport. Controllers and most pilots like visuals because it speeds things up for everybody. Go back and read what the FAA says about them. Visuals are easy and safe but you must have the airport in sight. Also consider the contact approach which requires 1 mile visibility and clear of clouds and reasonably certain to stay that way. Fly Safely - Train Often .. DR
@@RWRPilotTraining Reading on the contact approach seams sketchy to me. I'm going out today and shooting some approaches at a local airport.... maybe I'll file, and ask for the visual when I get back to KJST.
Thanks for the explanations. I was a passenger several times on this. The Pilot showed some things. But in your video everything is explained in detail 👍
Thank you! Fly Safely - Train Often .. DR
Holding AT the fix seems straightforward with more then one way to accomplish this. What about if there is a distance from a fix that is designated as your holding point. I.e, hold east of the hurtz 090/25. If you want to use the 750/650 the only way I could see to define your holding fix was to create a user waypoint and then plug that into the flight plan and build your hold from there. Am I missing something??
Hi Mark.. You might be right depending on what navigator you are operating. New versions like the 650/750 give the pilot the option to make a waypoint at the present position. You could also adjust the range of the map to put the needed distance on the arc, go to the OBS mode and select the inbound course. This might be faster.. Fly Safely - Train Often .. DR
Dick, is there a reason you kept reprimanding this student for talking himself through the procedures? Is this your general guidance or something specific to this student’s needs?
Hi Jim, Thank you for your question. This was not so much of a reprimand as it was a reminder. We had already discussed the idea that good listening means not talking to yourself in a busy traffic pattern. I believe this is a good habit to have. Fly Safely - Train Often .. DR
As someone who is in the market for a meridian your videos are a great resource for some armchair flying! Thanks!
Thank you for the kind words. Fly Safely - Train Often .. DR
Hi Dick Rockfort! Watching your vids and they are so nice, so instructive! I got a question: I saw that You usually set Gear/Up, Flaps/Up during a go around sequence. Is this related to flap positions ‘cause what I do is to set Flaps/Up - or to lower angles - if flaps were set to landing positions, then +ROC, Gears/Up, Nav, A/P, FLC adjust, Flaps on schedule, Thrust: Climb, TO, MTO, whatever… My G/A sequence is to prevent a downdraft that might forces the plane back to ground, without L/G extended. Thanks for posting! Good Flights, good vibes! 🍾😉🇧🇷
Hi, thank you for your question. The most important aspect of the go-round is making a timely decision. A good decision made too soon is a bad decision. A good decision made too late is a bad decision. With this concept in mind, it will be important to understand the decision altitude, decide on how you’re going to assess the visibility, and and then decide at the proper moment to go or continue. If you decide to go, the process is the same as the takeoff. it is as follows: Pitch and power, positive rate of climb, gear up, flaps up, trim the aircraft engage the auto pilot. It’s important to make this decision in a timely fashion, so it’s not to be affected by wind shear. The POH should be considered. I welcome your comments. Fly Safely - Train Often .. DR
I calculated that fuel burn to be 47gph at 264knots. what's the fuel burn and speed at max cruise? and what's economy cruise? thanks
Hi Dan, the POH is pretty honest about fuel burn. I suspect it averages somewhere around 45 however, anything other than high-speed Kruse is not worthy of consideration in my view. Hope this information helps. Fly Safely - Train Often .. DR
@@RWRPilotTraining was that at max sustainable power or just under? were you flying light? 2 people and 1000lbs of fuel
I don’t recall but you are probably correct since my flights are always training flights. Fly Safely - Train Often .. DR
Simple and perfect, thank you!
You're welcome! Fly Safely - Train Often .. DR
I like your videos, I am flying on C340 in Switzerland and mostly over Alps. I am using GWX 75 without option for ground supression and turbulance detection. I have problem to distinguish wether from ground over Alps.
Mountains or not .. the vertical profile works the same. Look for asymmetry in the vertical profile at the top.. Here is an example.. czcams.com/video/97rSpoMhm5g/video.html Fly Safely - Train Often .. DR
Which garmin wether radar are you using exactly , for tactical avoidance?
The Honeywell RDR2000 on the older aircraft and the Garmin equipment on the newer aircraft.. all are 10 inch antennas Garmin has more power but they all work the same with the vertical profile.. Fly Safely - Train Often .. DR
what is the tilt angle generaly for the descend ? how do you arange it ?
Hi, Thank you for the question.. The descent angle depends on conditions .. anywhere from 1.5 degrees to 3 degrees. The G3000 equipped turboprop aircraft use degrees; the pistons use feet per minute.. 600-1200 FPM. Fly Safely - Train Often .. DR
Dick, can you share a little more insight on placing the bug on the crosswind. Also wing tip aligned with runway.
Hi Dave, certainly. The bug I am talking about is the magenta diamond on the CDI bezel. It sits at the top of the white dashed line. Those two items represent the ground track of the aircraft. My idea there is to use this information to parallel the runway. Putting the wing tip on the runway puts the aircraft on a downwind wider than slower airplanes, and gives the pilot a better view of the overall situation. It also allows for a wider turn consistent with a slightly higher airspeed in the pattern. Fly Safely - Train Often .. DR
So nice of NEXRAD to have an outage in an area right along your route. And rather typical as well. On the West Coast there is an area like this in SE Oregon with no NEXRAD coverage, so perennially grayed out. More than one airplane has come to grief there trying to navigate around embedded convection without benefit of onboard radar. Did this M600 have the GWX-8000 upgrade? I have found that the auto mode in the GWX-8000 is incredible, it will easily and reliably paint cells 80-120 miles away. Not bad for a 10" antenna.
Hi Carl, excellent points thank you for your comments. The outages of nexrad in the west don’t particularly concern me because they aren’t that large and anyone willing to pay attention to next. Read when they’re tactically avoiding rain. Showers and thunderstorms is taking huge risks. Radar is essential for these missions. Fly Safely - Train Often .. DR
Great video Dick, thanks!
Thank you! Fly Safely - Train Often .. DR
Dick, love your videos. Been watching them a long time. I also fly an M600 for work, along with Pilatus PC12. Assuming you were cleared for the approach, Instead of the "VS flick flick" habit, why not VNAV this approach down from DUCES? One less thing for the pilot to remember to have to do. Especially with the autothrottle...you can VNAV and set AT to 130 KIAS for icing speed and VO.
Thank you for your post. VNAV works well when the descent is planned advance. I like VS for last minute clearances because it can be done quickly. Both are great techniques. Fly Safely - Train Often .. DR
What’s the flashing MSG icon? Invalid data path? Interested to know. I have that issue on my M600
It is a “known issue” with the GMA1 module. It doesn’t appear to affect any of the features or functions. Fly Safely - Train Often .. DR
Could you not top the weather and go more direct?
Thanks for your question. Yes, sometimes that is better. That strategy is contraindicated If the CIP/FIP in the vertical profile view in Foreflight shows anything more than light ice or if the service ceiling (FL280 without RVSM) is in the layer. Fly Safely - Train Often .. DR
I enjoy all your videos and find them very educational!
Hi Jack, Thank you for your note! Fly Safely - Train Often .. DR
Great tips, Dick. Thank you!
You are most welcome .. Fly Safely - Train Often .. DR
I think the vis was worse for the audience because the camera was auto focusing on the rivulets on the windshield. Thanks for the vids!
Yes.. and there was some confusion on my part as to which runway we were looking at because I could not see the larger parallel runway on the left and the synthetic vision was depicting the assigned right side as the larger of the two. I am curious about that. I had not seen that before. Fly Safely - Train Often .. DR
Wow! Hope you two could see better than I could! Thanks, Dick. The on-board radar and Nexrad comparisons are very helpful!
Yes.. it wasn’t as bad as it looks on the video. Fly Safely - Train Often .. DR
Great tool. Makes life of a pilot simple
Thanks John .. I concur! Fly Safely - Train Often .. DR
Hi there Dick, I was told that a 6:3 inch man would struggle to be comfortable in a M600. Do you have any thoughts?
I have customers in the 6-3 - 6-4 range and they seem to do just fine. I recommend you stop by the Piper dealer and see for yourself. Fly Safely - Train Often .. DR
Hello Dick, any idea how the M700 does such magic of having a much shorter landing distance than the M600 ?
Hi Andre, I have no engineering information. I suspect the larger engine produces more reverse thrust. Fly Safely - Train Often .. DR
Awesome! Learned something new
Glad it was helpful! Fly Safely - Train Often .. DR