VLOG #4 with ATC Audio | Why the Twin Cessna? | IFR Flight
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- čas přidán 15. 11. 2016
- First off, I'm sorry it took so long to get another video out. Join us on an IFR flight from Orange County, NY (MGJ) to Elmira, NY (ELM) aboard the Cessna 414A! We'll talk a little bit about why we chose the Twin Cessna, and the 414A, as well as some common flying misconceptions created by flight simulator.
If you enjoy the videos, please like. comment, and subscribe! The positive feedback I get from all of you is what keeps me going on CZcams.
The purpose of my channel will always be to try and take you behind the scenes and into the cockpit. Flying like a professional is easy, and any pilot can do it. It's a mindset, and a way of life so to speak. My channel features IFR and VFR flights, training, VLOG's, takeoffs and landings, etc. Feel free to message me or comment any questions at all. Whether you're just beginning the pursuit of a career in aviation with aspirations of being a professional pilot, or you're new to aviation, you're always welcome at my channel! As always, cockpit and ATC Audio included!
iPad app used in the cockpit is Foreflight Mobile EFB.
I’m a 20 year airline guy with 18000 hours. This sounded and looked like a commercial airline flight from a cockpit point of view. With an airplane like the 414 to operate it safely and efficiently this is how you do it. Y’all are very professional and impressive how you include briefs and standardization operating the aircraft. This is the difference of those who can handle things when shit hits the fan vs the numerous accident reports from those who couldn’t. Nice job and keep the videos coming to set an example in the GA community.
Quick pounds to gallons conversion. Drop the zero and add half. 500lbs ->drop the zero ->50 add half -> +25=75 gallons
Very helpful...thanx
Very professional flight. I like how you and your dad interact in the cockpit. Kudos. And that is a sweet departure brief you gave. Thanks for posting.
Thanks Buck! We definitely find time to chat once we get cruised out, but during the critical phases of flight, its all about business. Glad you liked the briefing! Thanks for the comment. Stay tuned for more!
Spent many days practicing landings at MGJ from TEB back in '98 while earning my PPL. In fact, that was my first exposure to non-towered airfields. With TEB being so busy with jets, I actually soloed at MMU. Back then, there were two or three schools at TEB, but doing T&Gs was impossible (and prohibited if I recall 😄) Just found your channel after getting the 414AW for MSFS. Nice work! It must be very rewarding sharing your passion with your dad. My dad was very supportive of me fulfilling my childhood dream, but unfortunately he passed before I started lessons. He never even flew commercial. However, I'm sure he would've been my first passenger, no doubt.
Great CRM, subscribed. Enjoy watching your videos!
Thank you for the nuts and bolts of operation. I just stepped up from an Aztec to a 340. Looking forward to more on fuel management, pressurization, and basic operation of the cabin class twin Cessna. Thanks again for the video
This is a very cool vlog! You got my subscription! Hope one day I can get up flying more often.
That little squirt of power made the landing. Nice work
Great flight good talk.your farther is cool as a cucumber very calm the way it should be many thanks cheers
That take off sounded great!
You’re living the dream that I wasn’t able to, we had to sell our 414a before I was able to fly it with my dad in the right seat.
When your dad said good job. I hope you will take that to heart. Thanks for being here. Thank you.
Fantastic! Great channel!!!!
Very good team. 👍🏻✈️
Great video love the crew management between you two guys
Thanks Steven!
Nice video! Really cool to see this bird, I was surprised at that relatively low climb rate
Thank You! Unfortunately, like most piston twins, the 414's climb rate really takes a hit when its very heavy.
Nice 👍
Great video. I’m a low-time pilot that flies a Piper Arrow and Dakota owned by a club to which I belong based at KBMI. I really appreciate the professional way you operate your aircraft. You are a blessed man to have such a wonderful father/instructor! I look forward to viewing more of your posts.
Nice preflight pre-takeoff checklist...
Enjoyed the video. Keep them coming!! BTW, what is the setup used for recording videos? Cameras, type, audio, etc. Thanks
Hey billinga. I hope to have more cockpit videos uploaded soon! This was filmed with two Garmin Virb Elite's, and the audio was recorded with an intercept cable into the headphone jack that was recording to an app on my iPhone. Thanks again!
Very nice, thanks!
Thanks for the comment, Elton!
I just found your channel. I had 1500hrs in 300/400 Series before I bought my first turbine. It's very refreshing to see your CRM and professional behavior in the cockpit. As an owner/operator who flies single pilot IFR most of the time I make all my callouts verbally and end up talking to myself but it keeps me sharp and the checklists get followed. Have you ever landed to the south at KDXR Danbury, CT? It's has some interesting terrain. There's a ridge just north of the airport and it takes a 5-6 degree descent path. I really appreciate beta when my ref is 110. I look forward to more videos.
Hey Craig. Thanks for the kind words! Been to DXR many, many times. I have an account over at the MU-2 forums. If I'm not mistaken, you bought a Solitaire. We've had our eyes on an MU-2 for a few years now, and at some point in the relatively near future, we may end up with a Marquise. Where are you based?
I actually ended up buying a Marquise from Mike Laver at Air 1st. It's pretty well outfitted. It has 5 blade MT's, Garmin 600's on both sides, 750/650, ADS in&out and Garmin digital radar w/vp and turb detection. I've got about 75 hours in it and works well for my missions. I'm based outside of Austin, Texas. I fly single pilot IFR with 4-6 pax all over the southwest and 4-5 trips to the Caribbean each year. It delivers an honest 285ktas at FL250-280 burning about 520pph. It does really well on short and unimproved strips. I've had it in and out of KASE in the summer at 400# below gross and it did great. I'm flying up to Block Island this summer to visit my brother but I'm going to land in Groton and take the ferry. I took my turbine Lancair into Block Island and that was enough fun. If you get down my way give me a shout. Keep up the videos, you and your dad are representing well.
Thanks Craig! If you find yourself up in our neck of the woods anytime soon, let us know. We'd love to take a look at the Marquise. So it really isn't a 300 knot airplane? The overall difference between 300 and 285 is pretty insignificant, but Dad has a lot of Conquest II time, so he loves the TPE-331's, and hes used to the 300 knot cruise, which is what we always thought the Marquise was good for. Honestly, its either going to be a Marquise, a Conquest II, or a Phenom 100 for us.
S4 Aviator I looked at the 441 but they aren't supported like the MU-2. My friend has a Solitaire that is a true 310kt plane and I've heard the K models with -10's will do 320kts. A Phenom 100 is really nice but useful load isn't great. If your trips are less than 1000nm you can take 4-5 people but if you want to fill the seats range really suffers. Of course FL400 at 400 true can cure a lot of ills. We are currently looking to add a CJ1 or a Premier 1A to the fleet....both have the useful load compromise. The Beech is faster and roomier but it's a 4-5 person (at most) plane if you want a 1000 NBAA IFR range. I'll reach out to you when we come up this summer. Keep up the great work on the videos.
Cool video. I like that you kept the sound of the TSIO520's with the audio. I can relate to this type of flying since my dad owned a 421 for ten years. Sold that, and now currently owns a 310R. We mostly fly it all over CA for business and do trips to the (West Coast version) of Orange County SNA. Nothing cooler than some father-son flying. Keep it up!
I agree Andy. Father-son flying is the best kind of flying! While my videos do have music from time to time, I always try to preserve the wonderful sound of the Continentals. 310R is a great airplane! We owned one for 16 years before we bought the 414 in 1999. We passed on the 414 for the simple reason that under 99% of circumstances, the 414A will do everything a 421C will do for far less money. The 414A has substantially better single-engine performance as well. Thanks for watching!
Andy Delorme p
sauberer schnitt und schleif ,clean cut polished aircraft inside and out,as well as it's commandant's.
simply a pleasure.
mojah1 Thank you!
mojah1 j
Great video. Very professional.
Glad you liked it!
Thanks for your descent formula to prevent shock cooling, i'm definitely going to do it that way with assistance of flaps to manage speed and descent rate while keeping MAP from being decreased too quickly. If you dont believe in shock cooling you dont believe in even the basic well established physics of thermal differential expansion/contraction of component alloys. Helpful of course are engine monitors eg JPI 760 that displays cooling rates.
Hi, just joined the channel and loving it so far. I used to fly with my father but sadly he has now left us. Enjoy it while you can :)
Hey John. Thanks for the comment. I'm sorry that your father is no longer with us. I enjoy every minute, and look forward to millions more!
This is great! I fly the 340 and 421 right now, I would love to get into a consistent job flying the 414 or 421. Keep up the great videos!
Thanks! The 340 and 421 are both fantastic airplanes, and we looked at both before the 414. The 340 lost out because the cabin was a bit too small, and it uses so many old systems like our previous 310 did. Stuff like electric landing gear, fuel bladders, etc. The 421 lost out because it burns more fuel for only a few extra knots in cruise, and the overhauls for the geared Continentals are far more expensive than the direct drive engines. All in all, not really worth the extra expense. The 414 really does just about everything the 421 does, for far less money. Not to mention it has a much better wing. Thanks for your support! Keep an eye out for more videos soon!
Hello S4, Nice videos and description of the aircraft. Question: I thought the C414A and the C421C shared the same wing, (wet wing). Also, the purchase price of the C414A seems to be significantly higher than a comparable C421C, which would off set some of the higher operational costs of the C421C. Thanks for posting the videos.
I think this is the day i met you at KELM and gave you a little tour of our Cheyenne parked next to you guys in the vid ( random your video showed up under cessna 340 search)
You're right! Good to hear from you Rich.
I fly behind GTSIO 520s and have been surprised over the years at the number of pilots who question my holding idle power for 5 minutes for turbo run-down. Always wonder how much trouble they have with their turbos. I've heard of several cases of the turbos shelling out in flight and was glad I took those extra minutes. Well done, guys.
Cheapest insurance you'll ever buy!
Just subscribed - like your a/c and stories.
Thanks Rachel! Glad to have you on board!
Excellent vídeos regards from Colombia
Thank You!
My dad and I fly a Van's RV-7A which we built, and we too really try our best to care for the engine (180 hp Lycoming IO-360-M1B). We also use the 1" of manifold pressure per minute rule to prevent shock cooling. I noticed your EGTs in cruise seem quite high at around 1500F. Is running that hot unique to turbocharged engines? I'm used to cruise EGTs around 1260F running 65% power 100F rich of peak at 10-12k feet. We also have to be careful about prolonged ground operation which gets our CHTs up. It's a challenge to keep CHTs below 400F after takeoff on warm days when the taxi route is long. The cylinders only start to cool off once flying at 120-130 KIAS (Vy is 95). Does the 414 require similar operating practices?
Hey Alex! Thanks for reaching out. Great to hear that you guys also use the one inch per minute rule. Probably overkill with an O-360, but it definitely can't hurt. High output, high displacement engines are far more susceptible to shock cooling than an O-360. Good eye on the EGT! Cruise EGT in this airplane is actually 1550 degrees. It isn't nessecarily unique to turbocharged engines, but it is unique to a larger, high displacement engine like the TSIO-520. We fly the airplane at 70% power, which is 32.5in MP, 2400 RPM, and 115lbs per hour per side, which usually puts the EGT right at 1550. Regardless of fuel flow, we never fly the EGT's in cruise hotter than 1550. This is on the rich side of peak, not the lean side. The only time CHT's become an issue in this airplane is in the climb. We never climb at best rate, because it just doesn't provide what we believe to be sufficient cooling air to the engines. Our normal, everyday climb speed is 130 indicated, unless its particularly hot, in which case we climb it at 140. For example, in my Naples departure video, we climbed the airplane at 140 if I recall correctly. CHT's are never an issue for us after landing. In the final descent/final approach phase, the power setting is so low, and the airspeed is still high. We usually don't drop below 120 knots until we're on a two mile final or so. That means that the engines aren't producing very much heat, but are still getting boat loads of cooling air. CHT's are very reasonable after landing, and idle/taxi power is never going to get them anywhere near being too hot.
What were you about o say at 17:50 when you were interrupted by ATC?
Dad's not warm and fuzzy. But I'm looking for competence next to me. Not a best friend. Nicely done.
BJ Haines Thanks BJ. He’s plenty warm and fuzzy, when we aren’t busy flying an airplane. When you’re in the zone, you’re in the zone. Lucky for me, I have both competence, and a best friend sitting next to me.
S4 Aviator Well said. It was great watching the professional cockpit environment. I clearly learned a thing or two. Thanks for that.
Great vid
Thanks!
Hi please make a video about the operation of presurized, how work how used...
And do you have the poh no pdf?
Great Videos! Broad question but what is your opinion on single pilot IFR operations with this airplane? I have an offer to fly one as contract work but have zero experience in twin Cessna's.
Hey Jared. Thanks for reaching out! In my opinion, the 400 series Cessna is an incredible instrument platform. The airplane is very stable, and flies more like what you would imagine a transport category airplane would fly like. Single pilot IFR with a capable autopilot is no big deal in this airplane. The airplane has relatively simple systems, and the only time single pilot IFR really becomes a serious workout is when you get into single pilot IFR, at night, in icing conditions. The same scenario with an INOP autopilot would definitely be a handful, but manageable for an experienced pilot. The best way to fly this airplane single pilot IFR is the way you'd fly a jet in single pilot IFR: on the autopilot.
Great info! All of these scenarios instantly crossed my mind. Coming from a 1900, I figured I could find myself under a much heavier workload operating this airplane out of NW Colorado this coming winter. But it is good to hear that it is a stable IFR bird and the systems don't sound to be too much of a headache. Keep up the videos, they are great! Thanks for the reply!
Just got home, have more time to type now. Prepare for an epic rant on my thoughts on the airplane in general. Here goes. You'll absolutely love flying any Twin Cessna, especially the later models with the hydraulic gear, and simpler fuel system. Any twin Cessna that doesn't have tip tanks, and doesn't have the mod for the locker/nacelle tanks has a stupid simple fuel system. The left fuel selector stays on the left wing, and the right on the right wing. You leave them alone, unless there's an imbalance. Otherwise, the deice systems are simple and straightforward, as is the pressurization. The power management will definitely be more involved than the 1900, especially if you want to treat the engines right. As long as you keep the speed up in ice, you won't have an issue unless its literally building faster than the boot cycle can remove it. When you click the "SURFACE DEICE" toggle, it starts an automatic cycle that runs the surfaces in sequence. First the tail boot goes, then the horizontal stabilizer, then the wing inboards, and finally the wing outboards, the entire process takes around 30-40 seconds, and each surface deflates completely before the next goes. Once the cycle is complete, you can click the switch to start it again. You can also stop the cycle at any time by moving the toggle switch down instead of up, to the "RESET" position. The hot props are a simple on/off, as is the pitot/static/fuel vent heat. Depending on whether or not the airplane has the DC glass electric windshield or the original AC plexiglass electric windshield, the windshield heat is either on/off, or his HI/OFF/LOW. The low setting is great for keep condensation off the windshield. The cabin heater is gas fired with 100LL from the crossfeed line, and is incredible in terms of output. Works very, very well. There are a few gotchas with heater operation, and you have to make sure you have at least one vent valve open when you run the heater, otherwise the hot air has nowhere to go, and gets trapped in the ducts. This will quickly cause a duct overheat, which will illuminate an annunciator light and also take the heater completely offline. Once a duct overheat occurs, the heater cant be started again until it has been reset at the unit, which is located under the nose baggage floor and is therefore inaccessible from the cockpit. The only other gripe I hear from other owner/operators is that the Continentals can be a bit difficult or tempermental to start when they're cold. This is kinda true, but not really. The issue stems from the inherent nature of high displacement Continentals to be very easy to flood when they're warm. Any amount of priming whatsoever will flood them when they're hot. Proper technique and understanding of the engines makes hot starts a non-issue. As far as cold starts are concerned, I personally think that they are some of the simplest piston engines to start. The only time this airplane will ever bite you is if you're pushing its limits on a hot day, and you lose an engine in the first 60 seconds after rotation. At gross weight in a hot and high situation, the airplane's single engine climb performance is far from spectacular. It will climb, barely, but you have to get everything right and do it quickly. If you're light or at mid weights, it isn't as much of an issue. In my opinion, vortex generators are a must on this airplane. If the one you're gonna be flying doesn't have them, talk to whoever makes the big decisions and get them. They're dirt cheap, and drastically improve the low speed handing of the airplane. If there's a slow guy in front of you in the pattern, slowing the airplane down to 85 knots and making 30 degree bank S-turns for spacing is a non-event. Although my airplane has winglets, I don't consider them to be a must. The cost to retrofit them is over $50,000, and in my opinion, the benefits arent worth the cost. They do, however, make an already great looking airplane look a whole lot better. We only have them because they were already on the airplane when we bought it. They have a bit of a reputation of being difficult to slow down, which is mostly true. This is a go down, then slow down airplane. It's basically impossible to slow this airplane down at any significant rate of descent unless you have the speed brake STC. The airplane had hidden speed brakes from the factory that few pilots realize exist. They come in the form of a 178 knot gear extension speed. The later airplanes with the hydraulic gear have no inboard doors, which gives them this very high limiting speed. You'll never find yourself cruising higher than the gear speed at altitude, so if you encounter some serious unexpected turbulence, you can always drop the gear to help slow the airplane down. Personally, I've only encountered turbulence that warranted that once, but its also useful if you end up a bit faster than you want to be close to the airport. Just extend the gear early and you'll get the speed down quick. If you want some more info in terms of power settings, operating techniques, and performance, shoot me a message and I'd be happy to chat with you on the phone before you start flying the airplane. Once you get to know the airplane, you'll really appreciate what an incredible machine it is.
Maybe an epic rant to some, but to a fellow aviator, extremely informative, useful intel and exactly what I was looking for! Thank you! It sounds like once I can get use to the operation/power management of the Continentals and not having the luxury of bringing the power to flight idle and essentially having the props turn into giant speed brakes, the airplane just needs to be operated how she is designed too and we'll get along just fine. I'll keep you updated and will most definitely reach out if I run into any other questions I have if and when I start flying it. It is great to hear that you and your dad are such big fans of the airplane, it really is a motivational factor for me to look more seriously into this opportunity of having the chance to fly one. Thanks again!
the familial dynamics were palpable
hey S4, I'm new do u think you can make more Pilot Vlog . Thanks
Father-n-son flyin' a twin, much affirmative! Continued success!
Thanks Windtee! Keep an eye out for the future videos!
I watched your cost of ownership on the 414A video. I was wondering how the cost of ownership on the 310 compares? Is it much cheaper, or about the same?
Hey Don. We had a 310R for 16 years before buying the 414AW. The 310R costs more in some areas, less in others. Overall, its a less expensive airplane to own. It doesn't have pressurization, so theres no maintenance required in that aspect, it has normally aspirated engines (assuming you don't have a T310R) so the engines are a bit less maintenance intensive, cheaper to overhaul, and less susceptible to poor operating technique on the pilot's part. It does, however, have the extremely maintenance intensive electric gear, as opposed to the hydraulic gear found on the 414A. A 310R may or may not have air conditioning, which can be maintenance intensive, especially if it's the factory AC, which uses R12 freon that is no longer manufactured. There are stockpiles in the US, and it can be acquired, but a 30lb bottle of it (enough to charge the AC about a dozen times) is almost $1,000. All 310R's will have the same 100LL fired Janitrol/Hartzell combustion heater that the 414AW has, which is a very reliable unit, but can be expensive to repair if it breaks. This is partially due to the labor involved in removing it from the airplane. It doesn't have as many "gotcha" components as the 414A. For example, we had a bird strike several years ago in the 414 that cracked the pilot's side window, which has an internal electric heating element. The windshield alone was almost $25,000. A known-ice 310R like the one we had will have a hot-plate as opposed to a true heated windshield, which is far less expensive to replace, but still isn't cheap. Having said all of that, the 310R will definitely cost less money to own and maintain, and is a wonderful, wonderful airplane. A normally aspirated 310R will give you an honest 180 knots true at 10,000 feet, haul a respectable load, and just looks so much sexier than a 58 Baron. Sitting in the baron, you feel like you're flying a light twin. Sitting up high in the 310R feels like flying a real airplane. It's an excellent first twin if you're committed to becoming truly proficient in its operation and upkeep. A turbocharged 310R, known as a T310R, is more costly to own largely due to the cost of overhaul, which is essentially the same cost to do the motors on the 414A. Unless you're willing to breathe oxygen, a T310R is a waste of money. A RAM 310R will give you an honest 200+ knots if you're willing to take it high, but that's only if you're willing. Many people believe that a 340A is a good middleman between the 310R and the 414A, but in all honesty its just as expensive to own as a 414A, but with far less room. In fact, a 340A may actually be more expensive to own than a 414A. Don't hesitate to ask if you have any questions!
A few things will change that scenario. First and foremost, you won't owe the bank anywhere near $200K, unless you bought the most expensive normally aspirated 310R on the market, and financed the entire purchase. It's a buyers market for 310R's right now, and a nice clean one can be had for under $130K. You may pay a bit closer to $150K for one with super low time engines and known ice, but $115K to $130K is where the asking prices are typically seen today. So using the same hypothetical I did for the 414, you'd owe the bank 50%, or around $60K. Thats a very different finance than a $200K loan. So the monthly installments would be less than half of what they are in my hypothetical. Maybe $400 per month. This, of course, depends on a bunch of other factors like credit history, lending institution, loan structure, etc. Insurance will be less, as it is considered a lower risk aircraft due to its simplicity, and the hull value is 60% less than the 414. So I would say cut the insurance figures I discussed in half as well. Engine overhauls on a normally aspirated 310R will be way less, probably in the ballpark of $30K per side, or about half of what it costs to do an engine on the 414. Overhaul costs will vary based on who does the overhaul. Unscheduled maintenance will be lower because, frankly, there are less things to break. Hangar expense will be lower because a 310R fits in a standard size T-hangar. Most things in general are going to be less for one reason or another. I would say, and I'm just taking an educated guess here, that scenario #3 for a normally aspirated 310R will be more along the lines of $45K-$50K per year. Keep in mind that my examples all assumed operating the airplane 100hrs per year, and the 310R also costs less money to run since it burns substantially less fuel.
What kind of training did you do for the insurance/familiarization?
Hey Ryan. All of my training in the 414 was (and is being) done in the actual airplane. My father, seen in the video, has been my instructor throughout my entire flying career, including in the 414. He holds an ATP/CFII-MEI, and has several thousand hours of experience in the type. I had a bit of an advantage in that I sort of grew up flying in the right seat of the airplane, so I learned a lot over the years before I started seriously flying the airplane that I didn't even realize I was learning. It was definitely a big help, and I couldn't ask for a better instructor! Thanks for the comment!
@@s4aviator804 That's Awesome!
Like your video i saw your comment on mraviation101 and decided to check it out. I am not a pilot just an aviation enthusiast and an rc flyer. Will be looking for new vlogs
Hello again Michael! Thanks for subscribing. Keep an eye out for new vlogs soon! Life always has a way of getting in the way, and there are only certain trips in the 414 that it makes sense to set the cameras up. But the script for vlog #5 is already written!
My CRM may be a little rusty but you called “good engines” and the gear was up, the yaw damper was on and you were already climbing. Huh?
CloudStreets CRM and standardized call outs are specific to the FOM and SOP’s of a given operator. For example, Delta, United, American, NetJets, etc, all slightly different callouts and CRM techniques. Our procedure in this airplane is to observe engine parameters after takeoff and agree that they are, in fact, what you expect them to be, BEFORE the first reduction of power. I’ll note that this fallout is condition based, and thus is not always verbalized. The first power reduction occurs very quickly in this airplane, typically before 1,000ft AGL. So, you’ll hear me make the good engines call, and then begin reducing the manifold pressure to the climb power setting.
Why @10,000 ft for 2.5 hours with a pressurized aircraft which would be more economical in low teens? Thanks
Because on this particular day, it wouldn’t be more economical. The engines burn exactly the same amount of fuel at 7000ft as they do at 25000ft, so efficiency at higher altitudes is delivered in the form of increased true airspeed. If the headwinds at altitude overwhelm your true airspeed benefit, jt makes no sense to fly high. So for example, this airplane delivers about 190 knots true at 10,000ft. It delivers about 220 knots true at 23,000ft. So if there’s a 50 knot headwind at 23,000, it doesn’t make any sense to climb up there. You’ll be going slower than you would be at 10,000ft burning the same amount of fuel.
@@s4aviator804 thanks. Enjoy your channel
Really enjoyed this video, thanks for sharing. Brings back memories of the Piper chieftain I used to fly. Shame I never managed to fly a Cessna 400 series aircraft.
I too have flown the Chieftain. Awesome airplane. It's a bit more of a pickup truck than the 414, definitely hauls a bigger load, at the expense of speed and pressurization. I think it's actually easier to land than the 414 is.
S4 Aviator Thanks for your reply. I think the Chieftain must be easier in general as it is far less complex and the engines are not as sensitive as the 414s'. I am watching your other vid now, the one you talk about the costs and I will try and work out how much would it cost to fly this aircraft in europe. Here in we have avgas price per litre not per gallon so I have to convert that. i am sure avgas is cheaper in the US
Sounds good! I would imagine that it is going to cost substantially more to own and operate this airplane in Europe.
Do you run these LOP?
We exclusively run ROP. We don't have an EDM, so running ROP is just a risk we don't want to take until we redo the panel and have an EDM with Gamijectors
I figured you have the same attitude with your response. I usually see several videos before subscribing but here I see I need to look before subcribing . Good luck with your training..
Antonio Rodriguez well if your typical policy is to hit the subscribe button, then drop an insult in the comments, I can do without ya. These videos have gotten overwhelmingly positive responses, especially from other pilots. That’s what keeps me going. But, there’s always gotta be someone...
Antonio Rodriguez I
No it's not typical I was commenting ppl like your father make aviation boring not helpful don't misinterpret... What typical is is helping daddy's boy getting all the ratings that's typical
Antonio Rodriguez Its pretty childish that you have no issues making some pretty big assumptions about people you know nothing about. And as far as him being my instructor for all my ratings, that’s exactly what he did! I’m blessed to be able to share Aviation with my father, and I wouldn’t have it any other way! He did in fact train me for my private, and then, many years later, trained me for my first jet type. I consider myself pretty fortunate. I’m sure there are a ton of pilots who would love to have been able to do this. I’m sorry you’re so bitter. Any further back and forth on this would be a mutual waste of our time.
I just signed up for your channel your pretty good but seems like your co pilot doesn't have a teaching attitude. Ile fly with you anytime but that co pilot. Ide rather take a train
Antonio Rodriguez The “copilot,” who is really the captain and the aircraft owner, happens to be my father. He has been my instructor since I was a kid. Never failed any of my 9 checkrides, and got my first jet type rating with him, so I can assure you he’s a pretty solid instructor. Feel free to take that train
Bitter me? No buddy your very wrong there my ratings are all gained by knowldge not my any near next of kin or daddy my hours are paid by working hard.
Antonio Rodriguez Well I guess I’m just stupid, and daddy took the writtens and the checkrides for me. And like most small minded people, you also assumed that I didn’t have to pay for my ratings and he just handed them all to me. If you weren’t bitter, you wouldn’t be making all these assumptions about us trying to make yourself feel better. I haven’t made any assumptions about you. Why do you keep presuming to know all about me? Your attitude is more fitting for a gate agent than a pilot. Throw one last insult if you’d like, I’m done.
Why make such asinine comments. Bitter would be an understatement. Unsubscribe and climb back into your cave..
Hopefully Antonio learns to spell...