Quick Pilatus PC12 flight from Allentown, PA to Westminster, MD. Departed VFR, picked up an IFR clearance enroute. Follow me on Instagram @crestview_aviation
Good morning,I have been a pilot for 42 years,I was a FlightSafety instructor for about 5000 hours,does not take to mouch to say when a pilot us a good one,very professional,exelent pilot,I wish you the best in years to come,I will love to flight a PC-12 .. my regarts from Argentina.
Thank you for your comment! I have not been to Flight Safety, only Simcom. However, I have heard FS has a very professional program. Hope everyone is staying healthy in Argentina!
Kervin Corella thanks for watching and your comments! I am down in Costa Rica a few times a year for work, beautiful country. Any chance you fly for Sansa? I usually fly them when I am there.
@@CrestviewAviation Oh nice yes actually I do fly in Sansa please next time let me know got Facebook and IG so maybe you can DM me. Facebook account its just like CZcams and IG: kercorellas
Thanks for the video! Very interesting! - At 24:53, you were saying flaps 15° at IAF, right? What’s your Initial approach speed usually, please? - At 28:29, what was the BIP indicating for, please? - When do you start to fly an AOA, after the FAP or already between the IF and FAP for this precision approach, please? - If you were looking for a MAP, what is the most convenient, to fly it manually or to disengage the suspend mode and follow the FD, please? Could be great to show the IAC on the video if you can :) Thanks! R.
Great Vid! You make flying that PC12 look easy! I was waiting until you turned onto the taxiway for you to land...lol So smooth! Are you going to be posting any more Vids? :)
Thanks for your comment! The airplane was sold a few months ago, flying a Meridian right now. Been pretty hectic but hoping to get back into making some videos!
@@privatepilotlife1770 Really enjoying it. Although it cannot carry the same load or go the same distance as the pc12, it fits the new mission. It certainly out climbs a legacy pc12, and it feels much more like I am wearing it as opposed to the Pilatus.
Hello again... As I said on a previous series of comments, I use the PC-12 on Xplane11. My landings seem to not be improving. What angle are you flaring to and about what is your throttle setting? I found a checklist online an it suggests 40 degree flaps on final approach. What are your recommended settings for landing? Also for what it's worth I hand fly it on the last 1,000 feet AGL. Overall I very much enjoy this plane but my landing just are not there. much harder touch down than I'd like. Thank you again for these videos.
Sorry for my delayed reply. Generally, I was back at idle on landings (reducing power in the flare). I do not know the exact deck angle in the flare. I would very rarely land the airplane flaps 40. I almost always landed flaps 30, and flaps 15 in any sort of real crosswind.
@@CrestviewAviation Thank you again for your help. As you know aviation is expensive and sim is about as close I will get for some time. But I try to use it as accurately as possible. I don't do it casually. I am doing self study but the flight hours are out reach for now (Family first). So thank you for helping. I will continue to practice. The PC12 is a great aircraft. I visit KOWD to spot and they have two of them there.
Enjoyed the flight. Since you were in the Baltimore area, I wonder if the Unitas intersection is a reference to Johnny Unitas of the old Baltimore Colts.
Finally a new PC12 video, enjoyed it. Thanks for sharing! What surprised me was the lighting and starter switches next to your right and left leg. I thought that at the PC12 45 they were at the overhead panel. Some special edition? 😉
Thank you for watching! Good question - the older "legacy" PC12/45 airplanes have the starter / ignition / fuel pumps on the lower left side panel. The later model /45 series is when they started putting everything overhead. Should you have any other questions feel free to ask!
Without power to the avionics before engine start and that brief moment from then to taxi... When did you program the flight plan? I am a simmer but I use the PC-12/45 so it's a GNS530, and I usually program / enter the waypoints after avionics come on but before I taxi. Please advise... Thank you for a great video.
This airplane had the Flight Stream 510 installed. As a result, I would simply load the route on my iPad (Foreflight), and after start, push it to the GTN750. One click on the 750 and it was loaded and ready to go!
@@CrestviewAviation Thank you for the reply. And obviously it doesn't matter in a sim, but I'm curious about the "data entry" step in the checklist in a live setting. If you had to enter it manually, when would you enter it. I see the people waiting for you. A long flight might have a lot of waypoints. Again Thank you, Just Curious.
@@dcoliva9765 No problem. If I had to do it manually, it would be done after engine startup. If it was an exceptionally long flightplan, I would input the first few waypoints that'll take me a few hundred miles away, and then enter the remainder in the air. Usually though, it doesn't take much time (no more than a minute or two) to input all the waypoints manually in a GTN.
Hey Brian, we recently sold the airplane! Should have a new one in the hangar within the next few weeks, so I'll see if I can get back to making some videos. Thank you for watching!
I am a pilot trying to learn IFR operations. At 26:12 you were established on the ILS, and communicated this to ATC. Frequency change was approved, and you changed to unicom. A couple of minutes later, you went through IMC layer. What would have happened if ATC wanted to contact you because of traffic?
Stan, departing IFR and arriving IFR into an uncontrolled airport is a bit different than landing with a tower. When you are requesting to depart IFR from an uncontrolled field, you will receive your clearance and be given authorization to depart (generally with a clearance void time). What this means is, the overlaying controller has no inbound or outbound IFR traffic to the airport, and as such, gives you a small window to depart. If an aircraft is arriving (such as I was), any airplane wishing to depart IFR would be held until I either land and cancel my IFR, or cancel my IFR clearance in the air. Once I receive my approach clearance and am instructed to switch to advisory, the controller is acknowledging they won't hear from me until I am on the ground. At that time, the airspace around the airport for IFR traffic is frozen. Hope that makes sense!
@@CrestviewAviation Thank you very much for the quick reply! (you must be taking a break from baby duties, I remember it well). Actually what I was referring to was the possibility of not being able to discern VFR traffic below that scattered/broken layer (at 1100 ft, if I remember correctly). I understand what you were saying in your reply about the hold of clearance for departing or landing IFR traffic while you were on the ILS, but I have noticed that when canceling IFR, usually there is a transfer of information from pilot to control that 'the field is in sight'. On this flight, the controller just told you that frequency change was approved, rather than you requesting the frequency change. I would think that if you were in IMC at that point, you would have said "unable". Could you have communicated later before going through the layer to approach control that the field was not in sight? And, since it is an uncontrolled field, would it not be a normal procedure to stay on control's frequency until the decision altitude, if you were still in the clouds? Thanks in advance for the help.
@@stan8235 - when cleared for the approach to an uncontrolled field, the controller (in my mind) can assume you do not have the airport in sight. I say this as it is common courtesy to cancel an IFR as soon as able to avoid anyone being delayed. It is not normal procedure to stay with the controller until decision altitude. In this case, the bases were pretty low which would have made the area Marginal VFR (or IFR - I don't recall specifically what they were). As such, no one would've been flying around VFR, or if marginal maybe staying in the pattern. I always try to monitor the local CTAF frequency when setting up for the approach to see if anyone is coming or going, but then once cleared for the approach I switch over (as you saw). Also, when inbound, staying with the approach controller is more dangerous than switching to CTAF, as I can announce my intentions on the CTAF frequency incase any VFR traffic is flying around. When you cancel a flightplan and are VFR, usually the controller will say no traffic reported between you and the field. In this case, with it being MVFR or IFR. Does that make sense?
Good morning,I have been a pilot for 42 years,I was a FlightSafety instructor for about 5000 hours,does not take to mouch to say when a pilot us a good one,very professional,exelent pilot,I wish you the best in years to come,I will love to flight a PC-12 .. my regarts from Argentina.
Thank you for your comment! I have not been to Flight Safety, only Simcom. However, I have heard FS has a very professional program. Hope everyone is staying healthy in Argentina!
One of my favorites airplanes I fly a Grand Caravan, great video! And regards from Costa Rica.
Kervin Corella thanks for watching and your comments! I am down in Costa Rica a few times a year for work, beautiful country. Any chance you fly for Sansa? I usually fly them when I am there.
@@CrestviewAviation Oh nice yes actually I do fly in Sansa please next time let me know got Facebook and IG so maybe you can DM me. Facebook account its just like CZcams and IG: kercorellas
Another great PC-12 video!
Thank you!
Great Video and Great Landing very Smooth, Really miss you Content I'll be looking forward to your next video!!
Thank you! 185pb has been sold, still getting situated with the new to me airplane!
Hello very nice video and thanks for the share. Next
Thanks for watching!
Love the pc12
Good vid as always nice relaxed comfy pilot the best !!
Nice to see such a cool plane depart from my home town. Excellent work with the video editing as well!
Jon - Thank you for your kind words!
man, that kneeboard! you can take your lunch on it!
gregzapia isn’t that what it’s for? ;).
Thanks for the video! Very interesting!
- At 24:53, you were saying flaps 15° at IAF, right? What’s your Initial approach speed usually, please?
- At 28:29, what was the BIP indicating for, please?
- When do you start to fly an AOA, after the FAP or already between the IF and FAP for this precision approach, please?
- If you were looking for a MAP, what is the most convenient, to fly it manually or to disengage the suspend mode and follow the FD, please?
Could be great to show the IAC on the video if you can :)
Thanks!
R.
Great Vid! You make flying that PC12 look easy! I was waiting until you turned onto the taxiway for you to land...lol So smooth! Are you going to be posting any more Vids? :)
Thanks for your comment! The airplane was sold a few months ago, flying a Meridian right now. Been pretty hectic but hoping to get back into making some videos!
Oh Great! How do you like the Meridian? I currently have a Comanche 260 and wanted to bump up to the Meridian some day... :)
@@privatepilotlife1770 Really enjoying it. Although it cannot carry the same load or go the same distance as the pc12, it fits the new mission. It certainly out climbs a legacy pc12, and it feels much more like I am wearing it as opposed to the Pilatus.
@@CrestviewAviation Ya, I could see that... I look forward to future videos with the Meridian... ;)
Hello again... As I said on a previous series of comments, I use the PC-12 on Xplane11. My landings seem to not be improving. What angle are you flaring to and about what is your throttle setting? I found a checklist online an it suggests 40 degree flaps on final approach. What are your recommended settings for landing? Also for what it's worth I hand fly it on the last 1,000 feet AGL. Overall I very much enjoy this plane but my landing just are not there. much harder touch down than I'd like. Thank you again for these videos.
Sorry for my delayed reply. Generally, I was back at idle on landings (reducing power in the flare). I do not know the exact deck angle in the flare. I would very rarely land the airplane flaps 40. I almost always landed flaps 30, and flaps 15 in any sort of real crosswind.
@@CrestviewAviation Thank you again for your help. As you know aviation is expensive and sim is about as close I will get for some time. But I try to use it as accurately as possible. I don't do it casually. I am doing self study but the flight hours are out reach for now (Family first). So thank you for helping. I will continue to practice. The PC12 is a great aircraft. I visit KOWD to spot and they have two of them there.
Enjoyed the flight. Since you were in the Baltimore area, I wonder if the Unitas intersection is a reference to Johnny Unitas of the old Baltimore Colts.
Good point, you're probably right!
Finally a new PC12 video, enjoyed it. Thanks for sharing! What surprised me was the lighting and starter switches next to your right and left leg. I thought that at the PC12 45 they were at the overhead panel. Some special edition? 😉
Thank you for watching! Good question - the older "legacy" PC12/45 airplanes have the starter / ignition / fuel pumps on the lower left side panel. The later model /45 series is when they started putting everything overhead. Should you have any other questions feel free to ask!
Crestview_Aviation thanks for answering!
Without power to the avionics before engine start and that brief moment from then to taxi... When did you program the flight plan? I am a simmer but I use the PC-12/45 so it's a GNS530, and I usually program / enter the waypoints after avionics come on but before I taxi. Please advise... Thank you for a great video.
This airplane had the Flight Stream 510 installed. As a result, I would simply load the route on my iPad (Foreflight), and after start, push it to the GTN750. One click on the 750 and it was loaded and ready to go!
@@CrestviewAviation Thank you for the reply. And obviously it doesn't matter in a sim, but I'm curious about the "data entry" step in the checklist in a live setting. If you had to enter it manually, when would you enter it. I see the people waiting for you. A long flight might have a lot of waypoints. Again Thank you, Just Curious.
@@dcoliva9765 No problem. If I had to do it manually, it would be done after engine startup. If it was an exceptionally long flightplan, I would input the first few waypoints that'll take me a few hundred miles away, and then enter the remainder in the air. Usually though, it doesn't take much time (no more than a minute or two) to input all the waypoints manually in a GTN.
@@CrestviewAviation thank you very much.
When's the next video? Miss your content. Been awhile. :)
Hey Brian, we recently sold the airplane! Should have a new one in the hangar within the next few weeks, so I'll see if I can get back to making some videos. Thank you for watching!
When can we expect some new content
Its going to be some time. My wife and I have a new baby at home, so between that and work, I've been a bit preoccupied ;).
@@CrestviewAviation Oh ok, I got a little scared as the title of your last video was "VFR to IMC" :))
@@nevim007 Haha! No, all good on that front!
I am a pilot trying to learn IFR operations. At 26:12 you were established on the ILS, and communicated this to ATC. Frequency change was approved, and you changed to unicom. A couple of minutes later, you went through IMC layer. What would have happened if ATC wanted to contact you because of traffic?
Stan, departing IFR and arriving IFR into an uncontrolled airport is a bit different than landing with a tower. When you are requesting to depart IFR from an uncontrolled field, you will receive your clearance and be given authorization to depart (generally with a clearance void time). What this means is, the overlaying controller has no inbound or outbound IFR traffic to the airport, and as such, gives you a small window to depart. If an aircraft is arriving (such as I was), any airplane wishing to depart IFR would be held until I either land and cancel my IFR, or cancel my IFR clearance in the air.
Once I receive my approach clearance and am instructed to switch to advisory, the controller is acknowledging they won't hear from me until I am on the ground. At that time, the airspace around the airport for IFR traffic is frozen.
Hope that makes sense!
@@CrestviewAviation Thank you very much for the quick reply! (you must be taking a break from baby duties, I remember it well). Actually what I was referring to was the possibility of not being able to discern VFR traffic below that scattered/broken layer (at 1100 ft, if I remember correctly). I understand what you were saying in your reply about the hold of clearance for departing or landing IFR traffic while you were on the ILS, but I have noticed that when canceling IFR, usually there is a transfer of information from pilot to control that 'the field is in sight'. On this flight, the controller just told you that frequency change was approved, rather than you requesting the frequency change. I would think that if you were in IMC at that point, you would have said "unable". Could you have communicated later before going through the layer to approach control that the field was not in sight? And, since it is an uncontrolled field, would it not be a normal procedure to stay on control's frequency until the decision altitude, if you were still in the clouds? Thanks in advance for the help.
@@stan8235 - when cleared for the approach to an uncontrolled field, the controller (in my mind) can assume you do not have the airport in sight. I say this as it is common courtesy to cancel an IFR as soon as able to avoid anyone being delayed. It is not normal procedure to stay with the controller until decision altitude.
In this case, the bases were pretty low which would have made the area Marginal VFR (or IFR - I don't recall specifically what they were). As such, no one would've been flying around VFR, or if marginal maybe staying in the pattern. I always try to monitor the local CTAF frequency when setting up for the approach to see if anyone is coming or going, but then once cleared for the approach I switch over (as you saw). Also, when inbound, staying with the approach controller is more dangerous than switching to CTAF, as I can announce my intentions on the CTAF frequency incase any VFR traffic is flying around.
When you cancel a flightplan and are VFR, usually the controller will say no traffic reported between you and the field. In this case, with it being MVFR or IFR.
Does that make sense?
Random question, how tall are you? doesn't look like you have much extra room.
matt taylor 5’9. I have my seat way pushed up (preference). It will go back quite a bit. Also, the rudder pedals are adjustable.
Thanks CV_A, have i missed some of you're video's or have you been busy?
Thank you for watching! No, you haven't missed any, I've just been busy. Sorry about that!
Do you own the Pilatus?
Yes.
In the box. What box. I don't have a box on my aircraft - I have a squawk code to input to my transponder. Very unprofessional.
I bet you say “with you” when you check on with controllers.