Plan and Fly IFR flight to UNCONTROLLED airport
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- čas přidán 29. 06. 2024
- Welcome back fellow Aviators! In today’s video I show you how I file an IFR flight plan to an uncontrolled airport. This little trick can really help you out if you ever lose radio communication with ATC. Thanks for coming along! Blue Skies and Tailwinds! -TFS
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With the GTN 750or 650, if the approach is loaded and your flight plan includes the IAF, navigation will sequence without you “Activating the approach as you are already on the approach at the IAF. Keep the videos coming. I appreciate that tip going into uncontrolled fields. Very helpful! Thank you, Rick
I need to double check this. I should have activated the approach as soon as I was cleared. When I activated it between MOMTE and PAYIT, the autopilot started a turn to MOMTE. I should have selected Vectors to final and HDG + NAV on the autopilot. Then it would have track straight in.
Great video! Thanks for bringing us along.
I’m in the middle of my IR training and learn a lot watching your videos. Thank you, good sir!
That great, I am glad it is helping. Let me know if there is something you would like to see.
just found this channel and it's excellent. good video! nice explanation and entertaining.
Perfect! Thanks for coming along!
Brings back memories of flying into uncontrolled airports.
@747FoSophie, do you fly GA at all anymore?
@@TheFlyingSalesman
I haven't flown GA in many years.
Thanks for the videos, great content.
Thanks! I appreciate you coming along.
Matt, great video, thanks for sharing.
Thanks for coming along @billgalante1181!
Butter!!! 🧈
It was definitely painted on!
Indeed! 😮 😃
Love your video's. What is the GPS you have on the left yoke?
Thanks again,
Frazer
N34490
@@frazerpeterson2857 that is an Aera 650 portable.
As always great content - thank you.
To your point about filing an approach when filing the flight plan I reckon the only downside is if the winds/runways change.
I will try this on my next flight - thank you
You are correct, it is always a good idea to update the weather along the route and be flexible with your plans. Also the prog charts will give you a heads up if a wind shift is imminent.
This is a guess, but approach should have been activated at IAF??
Yes, and it actually could have been activated when cleared for the approach and if you wanted to, even in cruise because it was the flight planned route.
With the weather you had for the video, loss of communications would probably have you returning VFR to your departure airport. The routing you mentioned would be useful for an IMC day. John ATP/CFII SMEL.
Except that KPBF had an avionics shop, I agree with you.
Matt, I have the workbook for the 210 from Flight Safety given to me by a CBP pilot friend...I have a T210M
I still have mine too, it is. Great resource.
What does the Flight Safety Course cost?
I'm still learning this IFR flying I think you forgot to load your approach , or you load it vectors to final. Thanks for posting . i enjoyed that flight
Close, I didn’t activate the approach prior to the initial and when I did, it wanted me to fly back to the IAF.
@@TheFlyingSalesman Got it .
Been enjoying your videos. I have an Aspen 2000 system paired with a GTN 650 and a 355. Would enjoy seeing some closer screen shots of your nav equipment for these flights.
Have you ever considered using the VCALC feature of your 750? I find it pretty helpful for descent planning.
Also, what message was flashing on your Aspen around the 27 minute mark? I didn’t hear the Aspen voice call out for altitudes and minimums, you running the original PFD?
I agree, I think and instrument shot would be a good addition and provide more context. I am working on a mount for the yoke that will be an instrument panel shot that will not interfere with my line of sight. It is the Aspen 1000 Pro Max. It was telling me "Caution Terrain" I do not know the exact parameters that sets it off but I do know it is related to a change in descent rate and the proximity to the ground. I have a Garmin Aera on the yoke in front of me that has the VCALC function on the screen and I reference it to back up my 500 fpm per thousand feet calculation. I really try to not get slammed dunked but ATC sometimes has other plans.
@@TheFlyingSalesman I hear ya about the slam dunks. I fly a slippery Mooney with low flap and gear speeds. I guess lawn darting pressurized planes all day they tend to forget about the rest of us. Keep up the great content!
I don’t recall you listening to asos, maybe I missed it. I remember you loading it. Was that what you may have missed!
lol, no I edited it out to keep things moving. I did not activate the approach.
Where did you learn the technique of running the MP to 30”, let the turbo stabilize, the red line red line? Do you see any accelerated prop wear or damage? I have a 1978 T206 and appreciate seeing how you manage your engine. I cruise LOP after taking the Advanced Pilot Seminar as advocated by Savvy Aviation. Generally 31” 2300rpm (65% power) at 13 GPH.
Flight Safety teaches that takeoff sequence for turbocharged engines. . I do not see any signs of wear or damage.
I fly a 210 and have added to check brakes to my GUMPS checklist because the 210 has a brake line swivel that can leak, or suck air, during retract air extending. Don’t ask me how I learned this. Smile
That's good advice, I am familiar with the swivel but have never had the brakes fail from a bad one.
Got a question. Can you tell me what is purpose of carburetor heat besides keeping ice from forming in carburetor . I see carburetor heat being added when the weather is not in icing conditions. Please explane
Carb heat should be applied every time power is reduced due to temperature and pressure differences in the Venturi type carburetor that can cause icing well above freezing OAT. Applying carb heat every time forms good habits that avoid carb ice causing and engine to stop running. The 210 I got is fuel injected and there fire does not have carb heat.
@@TheFlyingSalesman thanks