Going to nitpick here a little from an airline perspective point of view. ATC can't switch you over to IFR like that. From that controller's end, he incorrectly thought you were IFR but you weren't. The opposite can happen too, where you're IFR and the next controller believes you are VFR. The pilot needs to clarify to ATC what flight rules they are flying under. As far as the gear not coming down, that is a time threat meaning that you have ample time to troubleshoot and there is no need to get the plane on the ground asap (you're not out of fuel). Go around and run the checklist. The go around was called for but not executed. The checklist was not followed, it was done by memory. That kind of situation can easily lead to loss of control.
Had an issue in our 210 when gear doors wouldn’t open. Couldn’t pump gear down by hand like ops manual directed. Discovered doors on separate breaker from gear. Pulled door breaker out and pushed in and reset it. Solved the problem. Gear door removal was an often used option because of door problems. Cost a knot or two speed and added some noise but not a bad solution. Also helped gear extension speed since opening doors restricted gear operation speed.
Nice handling of everything going on there. My only gear failure so far was going into my home airport (class delta), took me two go around loops before I touched down. Glad you were able to sort it out much faster.
Great job on visually catching the gear being up after audibly hearing gear down!!! Also, great job getting the gear down on a kinda short final scenario... You both had great teamwork on that flight!!!! Merry Christmas!!! 🎄🎄🎄🎄
I don’t think the gear made any noise when they moved the switch.. As for getting the gear down on short final, I’m pretty sure it’s more professional to perform the go-around then read through the non normal checklist…
Great teamwork, letting the PIC be the PIC but backed him up. Preping the mind for the Go-Around and then helping with the workload getting that gear down. Saying you have the green. PIC keeping his head in the game and still running through the check list and final "over the fence" green light verification. Nice Job!
That was a pretty interesting flight for sure. As soon as ATC said you're now IFR I immediately thought what if he wasn't IFR rated. I guess you'd just have to say unable because I definitely would not accept an IFR clearance if not rated. Between that and the landing gear issue, it made for a little excitement. I agree it was all handled like a professional. As always thanks for sharing the videos and I'll see you in the next one.
I'm guessing since the controller still issued a cleared bravo and cleared to clearance that it was the controllers weird way of saying that they're handling the flight as if it's IFR from an ATC procedural standpoint. But then again I guess even then you'd have to be IFR rated and comfortable enough to comply with them treating you like an IFR aircraft, so you're right and this situation should never have happened actually. I know watching it in hindsight is funny and interesting but imagine being a VFR only pilot flying into the bravo the first time and hearing this, it's a stressful safety issue
Great video as always. I used to own the turbo 210 And had the same experience you did. The differences I was coming into Akron moderate turbulence and strong wind. When I put the gear down they didn’t come down. I decided to make a missed approach and go back to my home airport of Centennial - KAPA - which has much longer runaways and emergency services. I tried five or six times to recycle the landing gear with no success of getting the gear down. With the gear handle in the down position, the three green lights just magically appeared about 20 minutes later.. I reported three green lights to center. Denver Center decided to declared an emergency for me and scramble the fire trucks. I didn’t think it was an emergency situation just because I had three green lights. The next day the mechanic ended up cycling the gear on jacks 30 or so times before the same problem happened for him. He quickly told me what the problem was. The gear handle on a Cessna 210 requires you to pull it out of a detent, move the handle lever down and put it into a detent at the bottom of that movement. If the gear handle fails to go into the detent, the gear will not go down. I had previously flown Mooney and Bonanza aircraft which have an electrical switch that is much simpler. Those gear systems just require up for gear up or down for gear down. You might try having your mechanic lubricate the gear handle on your Cessna. Other than that you just need to be sure that you put the gear handle into the detent at the bottom.
Welcome to Denver! Don't you just love the bumpy ride! I'm based just to the northwest at KBJC Rocky Mt. Metro. My son and I own and fly a 77 Grumman AA-5B. We love them bumps! Glad you got the gear issue resolved before landing.
FYI see my T210M annual inspection video where the retractible step cable was frayed and wore out the nylon pulleys. It appeared that it was close to possibly causing a gear problem.
They can't just make you IFR. It must have been a computer data entry error, and the controller was confused why you were asking for a bravo clearance when he shows you're IFR.
I thought I heard them call a wind shear alert in the Charlie ATIS. Maybe that's what it changed so fast. Cool and collected short final with a gear problem. Well done
Nice job handling that situation by a couple cool heads. Curious to hear what the diagnosis will be on the gear/step. Yes, Denver can be a real roller coaster.
@@TakingOff Hi, that's just a mechanical problem, the gear should work with that cable snapped, i think the circuit breaker poped up: czcams.com/video/yZDe3motdRA/video.html Great video!
I'm a controller and I would never make someone IFR without asking first. Honestly I would never even try to persuade you into becoming IFR. The most I would do is ask if you were *both* IFR rated AND capable if you were flying into IFR conditions, but on a clear day like this I wouldn't even bring it up.
Very interesting video with a lot going on. Nicely handled abnormal with the gear but that would be a definite go-around if it were a single pilot situation.
May be a weak gear motor. It may not have enough power to lower the gear under air load but on a static gear swing on the ground may work normal....Just a thought.
I might recommend also extending a sterile cockpit while taxiing, particularly in a class B airspace. One runway excursion can really make for a bad day.
Glad everything worked out, but I'd have almost been interested to see the alternative. Little cessna (in their eyes, even though much bigger than 172) coming in, disrupting airline ops, going around, declaring emergency, making a belly landing? Everyone would hate those GA kids even more
The ATIS changing frequently does happen. The ATIS needs to be remade anytime there's a pertinent change, which includes things other than weather. If a taxiway gets closed, or maybe one of the runway lighting systems goes out we need to make a new ATIS. Or it could even be as simple as we made Bravo and published it and then realized we forgot to put something on there. We cant just remake bravo we have to make a whole new ATIS. Like if a taxiway was already closed and I forgot to put the taxiway closure on Bravo and realized 10 minutes later I'd have to make Charlie and put the taxiway closure on there.
DFW approach controller here. Unless there is something written for DEN specifically about having to be IFR to land there, they should not have made you IFR without you requesting it. There had to be some confusion on their end. I'd be interested in knowing why. You can always call the facility and ask these kinds of questions. Great videos and great catch on the gear, Dan!
Yep excellent follow up. Definitely was some confusion there. I would wonder why that happened. I guess I would have clarified that we were currently vfr and asked if they were needing us on an IFR clearance for some reason. No big deal to switch over to IFR but yet I would wonder why anyway. Nice work at any rate.👍
We controllers can NOT convert a VFR airplane to an IFR flight like that. Period. I don't know what that controller was thinking. I hate to see this because a VFR-only pilot might read back the clearance and fly into clouds, which could be catastrophic.
@@TakingOff I don't think that the controller did anything but tell you that his information is that you're an IFR flight. To me that sounds like some sort of error in the ATC system. It would explain why you didn't get clearance into the bravo until you asked for it. I wonder if the best thing to do in that situation might be to immediately cancel IFR. That puts you and the controller on the same page.
Yes. I had a camera on the tail with extended battery that I knew would last the 3 hour flight. But the wing one I knew would die the first hour and I wouldn’t have it for the landing.
It pays to be a "Good Scout" at all times. You had a problem, keep your wits about you and solved the problem. Maybe this is not a problem but something that would bother me. Brant has a pad that he makes notes on as do most pilots. What if he was a a single pilot without passengers and his writing pad slipped off? Is there a temporary Velcro strap that would maintain that pad in flight?
The controller says “I’m showing you IFR at this time”, the plan on his system had to have been an IFR plan whether you filed it that way or not. Hence the climb to 9000 and abbreviated IFR clearance given.
Doesn’t add up. We never filed. We constantly checked in on our Flight Following and often told remain VFR. We were flying VFR altitudes. We asked for VFR clearance into the Bravo and were given it. Then all of a sudden “showing you IFR.”
@@TakingOff yeah all your back and forth is right. That controller didn’t know what they were doing. He screwed up and for some reason didn’t clarify with you, which he should have. We can’t just make a flight IFR without the pilot requesting it. Even in an emergency situation we’re supposed to ask if you’re IFR equipped and qualified. He sounded busy and got behind is my guess.
Nice catch..!!! Question are you able to choose when the commercial comes up?? Your channel seams to have lots of cliff hangers. If you get paid on full view of the adds may not be good idea as I can't hit the skip add fast enough on a cliffhanger
@@TakingOff I'm not complaining I know all YTers need to make money my concern was everyone is skipping over them cuz they are on cliffhangers.... Thanks for the reply cheers
Is there just one green light to indicate the gear is down? And if that's the case solo he would have had no idea the right main wasn't down need to add a couple of more. And if he does have three lights he abandoned the selector before verifying the position. I hope you corrected him on that. Forget it and one day you'll find it hard to taxi after touchdown!!!
I have flown into KPHX a handful of times when Cutter was doing a free lunch on the patio the 3nd wed of each month some years ago and I dont have a instrument rating and every time they gave me vectors to join final so I dont know if I would call it turning your VFR flight into a IFR flight. I'm at the 8:40 mark so forgive me if you address this later in the video. I just wanted to get it off my mind before I forgot :-)
@@TakingOff ok right, It's just you all were talking like all of the sudden they created a IFR flight plan for you.. So I was just saying what they did for you there is the same PHX has done for me in the past and I didn't assume I was IFR, thats all :-) Love your vids man!
ATC system is struggling with inexperienced people. Many retired during Covid and they have not been replacing people for years. It really takes about 8 years to get someone up to where they are really experienced
I didn't realize that Stephen Hawking was running the ATIS and KDEN. Maybe the reason for the frequent ATIS updates was due to time dilation from a black hole.
I thought the exact words were "I'm showing you IFR at this time." The word showing to me doesn't denote that he was making you IFR, but rather that what he was looking at said the flight was IFR. Did you call them and ask after you landed?
Just the removal of the go around was not… once someone on the flight deck says go around, you go around, no matter who the PIC is! This isn’t to bust their balls, we just have far too many deaths in GA for us to not institute this basic part 121 ideology.
Hold on a minute. Your response to “Fargo Aerials” that it’s “ NOT OUR ISSUE, We just needed to land” regarding you being IFR Vs VFR is, in my opinion, is absolutely wrong! Now I understand you are not the PIC of this flight however, it is your channel. And I understand there is always a “legal statement” indicating this video is for entertainment, and not instructional, blah,blah,blah. In saying all that, I feel you are side stepping the bigger issue. Look, the ATC fella made a mistake , and rather then correcting ATC, the PIC accepted AND confirmed. What I believe your viewers are trying to point out to you (and us) is that you and the PIC both knew something was wrong - yet you blew it off as “it’s not our issue”. It’s 100% your issue BECAUSE you are accepting the ATC’s direction without correcting the mistake. A simple response could have been, We can accept 9000 BUT we must maintain VFR. It’s not a “fight” on the radio, it’s correcting a mistake so everyone on the frequency knows what to expect… take off you IFR hat sir, you are flying VFR and MUST fly under those rules. You are the host of this channel, I believe folks are watching (as I am) to learn something. A large percentage of aircraft incidents are safety related. You can’t blow it (this) off because you are personally involved. Think of every VFR pilot flying into a class B, and would get this same instruction and accept it… fly into IMC… we know the outcome 90% of the time. You are better then that…. Struggling with why you are dismissing the learning experience 😕 Scott. KLZU
@@TakingOff maybe it was “better to accept” in this case. But what if ATC had made you IFR and then come back at you with a bunch of questions, like “say departure airport, equipment suffix, fuel on board, etc”? Were you prepared to fly an IFR arrival and an instrument approach if they had vectored you for one? It COULD have added to your workload. You were fortunate it didn’t. I agree with Scott above: don’t let ATC talk you into something you are not prepared for or don’t understand. You were not in a critical phase of flight. There was time for a radio call to ATC. Anyway, keep up the good work.
@@cessna177flyer3 Point taken on being willing to not accept something from ATC. But put me in this position a hundred times, and I'll make the same call. It was a very busy frequency, which is one reason we didn't want to decline his moving us to IFR. I doubt he'd take the time to ask us all the plan questions. If he had started asking or increased the workload, it would have been met with "unable." Thanks for watching!!
Going to nitpick here a little from an airline perspective point of view. ATC can't switch you over to IFR like that. From that controller's end, he incorrectly thought you were IFR but you weren't. The opposite can happen too, where you're IFR and the next controller believes you are VFR. The pilot needs to clarify to ATC what flight rules they are flying under.
As far as the gear not coming down, that is a time threat meaning that you have ample time to troubleshoot and there is no need to get the plane on the ground asap (you're not out of fuel). Go around and run the checklist. The go around was called for but not executed. The checklist was not followed, it was done by memory. That kind of situation can easily lead to loss of control.
On Centerline nice job!
I have had a T210 for 25 years I put a indicator light on the hydraulic pump to indicate when it's running.
We always say here in CO, if you don't like the weather, just wait five min.
Had an issue in our 210 when gear doors wouldn’t open. Couldn’t pump gear down by hand like ops manual directed. Discovered doors on separate breaker from gear. Pulled door breaker out and pushed in and reset it. Solved the problem. Gear door removal was an often used option because of door problems. Cost a knot or two speed and added some noise but not a bad solution. Also helped gear extension speed since opening doors restricted gear operation speed.
Nice handling of everything going on there. My only gear failure so far was going into my home airport (class delta), took me two go around loops before I touched down. Glad you were able to sort it out much faster.
Great job on visually catching the gear being up after audibly hearing gear down!!! Also, great job getting the gear down on a kinda short final scenario... You both had great teamwork on that flight!!!! Merry Christmas!!! 🎄🎄🎄🎄
I don’t think the gear made any noise when they moved the switch.. As for getting the gear down on short final, I’m pretty sure it’s more professional to perform the go-around then read through the non normal checklist…
Great teamwork, letting the PIC be the PIC but backed him up. Preping the mind for the Go-Around and then helping with the workload getting that gear down. Saying you have the green.
PIC keeping his head in the game and still running through the check list and final "over the fence" green light verification.
Nice Job!
Never fails something stressful happens in an already a stressful event! Great job handling and good CRM
That was a pretty interesting flight for sure. As soon as ATC said you're now IFR I immediately thought what if he wasn't IFR rated. I guess you'd just have to say unable because I definitely would not accept an IFR clearance if not rated. Between that and the landing gear issue, it made for a little excitement. I agree it was all handled like a professional. As always thanks for sharing the videos and I'll see you in the next one.
I'm guessing since the controller still issued a cleared bravo and cleared to clearance that it was the controllers weird way of saying that they're handling the flight as if it's IFR from an ATC procedural standpoint.
But then again I guess even then you'd have to be IFR rated and comfortable enough to comply with them treating you like an IFR aircraft, so you're right and this situation should never have happened actually.
I know watching it in hindsight is funny and interesting but imagine being a VFR only pilot flying into the bravo the first time and hearing this, it's a stressful safety issue
Great video as always. I used to own the turbo 210 And had the same experience you did. The differences I was coming into Akron moderate turbulence and strong wind. When I put the gear down they didn’t come down. I decided to make a missed approach and go back to my home airport of Centennial - KAPA - which has much longer runaways and emergency services. I tried five or six times to recycle the landing gear with no success of getting the gear down. With the gear handle in the down position, the three green lights just magically appeared about 20 minutes later.. I reported three green lights to center. Denver Center decided to declared an emergency for me and scramble the fire trucks. I didn’t think it was an emergency situation just because I had three green lights. The next day the mechanic ended up cycling the gear on jacks 30 or so times before the same problem happened for him. He quickly told me what the problem was. The gear handle on a Cessna 210 requires you to pull it out of a detent, move the handle lever down and put it into a detent at the bottom of that movement. If the gear handle fails to go into the detent, the gear will not go down. I had previously flown Mooney and Bonanza aircraft which have an electrical switch that is much simpler. Those gear systems just require up for gear up or down for gear down. You might try having your mechanic lubricate the gear handle on your Cessna. Other than that you just need to be sure that you put the gear handle into the detent at the bottom.
Nice job you guys handled it very well!
Welcome to Denver! Don't you just love the bumpy ride! I'm based just to the northwest at KBJC Rocky Mt. Metro. My son and I own and fly a 77 Grumman AA-5B. We love them bumps! Glad you got the gear issue resolved before landing.
FYI see my T210M annual inspection video where the retractible step cable was frayed and wore out the nylon pulleys. It appeared that it was close to possibly causing a gear problem.
They can't just make you IFR. It must have been a computer data entry error, and the controller was confused why you were asking for a bravo clearance when he shows you're IFR.
Yea. Never seen or heard a controller switching a flight to IFR. Really, really weird!
Yes, should have clarified with the controller they were vfr
I thought I heard them call a wind shear alert in the Charlie ATIS. Maybe that's what it changed so fast.
Cool and collected short final with a gear problem. Well done
Nice job handling that situation by a couple cool heads. Curious to hear what the diagnosis will be on the gear/step.
Yes, Denver can be a real roller coaster.
Cable that runs from nose gear to that step snapped.
@@TakingOff Hi, that's just a mechanical problem, the gear should work with that cable snapped, i think the circuit breaker poped up: czcams.com/video/yZDe3motdRA/video.html Great video!
@@batakasthedrummer nice catch
@@TakingOff Had the same thing happen! Curious as to much how your step cable was. I was FLOORED when I saw the price. Feel free to PM with price!
🛑🛫📖🛬🛑
Great job Brant👍
Smart call!
Good CRM
Dan pumps and you fly the plane and kept the status quo!
🛬
Great teamwork on final, gear failure, cooler heads prevailed and a nice landing and taxi to Signature.
my first flight in my 210 the gear didnt want to come down and had to pump it down. well done professional pilots
I'm a controller and I would never make someone IFR without asking first. Honestly I would never even try to persuade you into becoming IFR. The most I would do is ask if you were *both* IFR rated AND capable if you were flying into IFR conditions, but on a clear day like this I wouldn't even bring it up.
Nice calm CRM. Glad you landed safely!
Very interesting video with a lot going on. Nicely handled abnormal with the gear but that would be a definite go-around if it were a single pilot situation.
Well handled! Bravo!
210 is a wonderful plane. gear is crazy but ive never had an issue in 400 hrs. we practiced manual extension once.
Why full rich at 13:28 for a high altitude landing? Does this 210 have an altitude compensating fuel pump?
FUN FUN! At first I thought you were in Lola, But then I saw the dash.
ATIS changes every few min and mod-sev turbulence. Very common around Denver when the wind is up.
ATIS can change quickly with rapid pressure changes or wind direction changes caused by front passage.
Yep
May be a weak gear motor. It may not have enough power to lower the gear under air load but on a static gear swing on the ground may work normal....Just a thought.
He had a wire dangling down. The step cable that attaches to the front gear got snapped and then we think it kept the front gear doors ajar.
@@TakingOff Keep the gear motor in mind though. It happened to Martin Pauly on his bonanza a while back. Had to have the gear motor replaced.
Private pilot SEL here. I found this video very interesting !
10:10 Initial contact when in radar contact is ID and altitude.
Hours of routine punctuated by 10 seconds of sheer terror lol
I might recommend also extending a sterile cockpit while taxiing, particularly in a class B airspace. One runway excursion can really make for a bad day.
Glad everything worked out, but I'd have almost been interested to see the alternative. Little cessna (in their eyes, even though much bigger than 172) coming in, disrupting airline ops, going around, declaring emergency, making a belly landing? Everyone would hate those GA kids even more
Was this flight last Sunday afternoon? We had a pretty nasty cold front rapidly sweep through with 40+ MPH winds that day.
Yup.
The ATIS changing frequently does happen. The ATIS needs to be remade anytime there's a pertinent change, which includes things other than weather. If a taxiway gets closed, or maybe one of the runway lighting systems goes out we need to make a new ATIS. Or it could even be as simple as we made Bravo and published it and then realized we forgot to put something on there. We cant just remake bravo we have to make a whole new ATIS. Like if a taxiway was already closed and I forgot to put the taxiway closure on Bravo and realized 10 minutes later I'd have to make Charlie and put the taxiway closure on there.
DFW approach controller here. Unless there is something written for DEN specifically about having to be IFR to land there, they should not have made you IFR without you requesting it. There had to be some confusion on their end. I'd be interested in knowing why. You can always call the facility and ask these kinds of questions. Great videos and great catch on the gear, Dan!
Yep excellent follow up. Definitely was some confusion there. I would wonder why that happened. I guess I would have clarified that we were currently vfr and asked if they were needing us on an IFR clearance for some reason. No big deal to switch over to IFR but yet I would wonder why anyway. Nice work at any rate.👍
In my unqualified opinion that guy is a sharp pilot. Thanks.
I've seen them change ATIS that quickly --- but it is usually because of drastically changing WX
Agreed Gwen. I’ve seen it change as many as seven times while on approach. Plus, change of runway three different times while on approach.
Could there be a more frequent ATIS when conditions change “dramatically”? Gotta love a 210 heading in a Centurion!
Yes, there are specific conditions that require a SPECI weather report
Just curious why you guys didn't correct the controllers regarding the VFR/IFR mixup. I think you probably should have
Not our issue. Other than 500ft altitude change, it didn’t affect us. Would have caused more confusion to try to fight it. We just needed to land.
Wrong! It’s 100% the PIC’s issue. He accepted it without correcting the mistake.
That was fun to watch......if I heard Brant correctly the last time he had a gear issue he was meeting with Dan? I think a pattern is emerging.
Uh-oh.
Cessna 210's are well-known for adding spice to every flight with their "will it or won't it?" gear system.
I have “a will it or won’t” reaction on every retractable I’ve owned or flown, including my previous Saratoga and my current Conquest II.
Nice on the gear situation. That probably was my biggest concern with my 210.
How was the terminal?
Signature was good. They shuttled me over. I went standby on a flight about to depart and made that.
@@TakingOff next time. Beer layover. 👍 😎
We controllers can NOT convert a VFR airplane to an IFR flight like that. Period. I don't know what that controller was thinking. I hate to see this because a VFR-only pilot might read back the clearance and fly into clouds, which could be catastrophic.
Yeah that was bizarre
Second hand stoner smoke getting to the controllers
Yeah Dean, I talked to Matt shortly after and he said that was a big no-no. Wonder why they did it?
@@TakingOff I don't think that the controller did anything but tell you that his information is that you're an IFR flight. To me that sounds like some sort of error in the ATC system. It would explain why you didn't get clearance into the bravo until you asked for it.
I wonder if the best thing to do in that situation might be to immediately cancel IFR. That puts you and the controller on the same page.
@@jonathanguthrie9368 just respond “unable we are vfr” when they say cleared to. I wouldn’t accept it in the first place.
Looked like the gear breaker was popped at the beginning.
Did the right wing camera die before the gear issue? I would have liked to see what the gear was actually doing.
Yes. I had a camera on the tail with extended battery that I knew would last the 3 hour flight. But the wing one I knew would die the first hour and I wouldn’t have it for the landing.
METARs update more frequently than 1 hour if there is an update in official weather information.
It pays to be a "Good Scout" at all times. You had a problem, keep your wits about you and solved the problem. Maybe this is not a problem but something that would bother me. Brant has a pad that he makes notes on as do most pilots. What if he was a a single pilot without passengers and his writing pad slipped off? Is there a temporary Velcro strap that would maintain that pad in flight?
Wow…
The controller says “I’m showing you IFR at this time”, the plan on his system had to have been an IFR plan whether you filed it that way or not. Hence the climb to 9000 and abbreviated IFR clearance given.
Doesn’t add up. We never filed. We constantly checked in on our Flight Following and often told remain VFR. We were flying VFR altitudes. We asked for VFR clearance into the Bravo and were given it. Then all of a sudden “showing you IFR.”
@@TakingOff very odd. The folks on Reddit’s r/ATC are good with questions, might be worth popping up there.
@@TakingOff yeah all your back and forth is right. That controller didn’t know what they were doing. He screwed up and for some reason didn’t clarify with you, which he should have. We can’t just make a flight IFR without the pilot requesting it. Even in an emergency situation we’re supposed to ask if you’re IFR equipped and qualified. He sounded busy and got behind is my guess.
@@TakingOff Sounds like maybe a NASA report or a call to ATC to find out why?
No reason to file a NASA for us. The controller might.
You made assumptions about their system. You can fly into bravo vfr. I fly out of HNL vfr. You cannot just switch over to IFR without a flight plan.
I put the stripes on this plane a few months ago.
Beautiful job
Boom! Chilly willy!!
Nice catch..!!!
Question are you able to choose when the commercial comes up?? Your channel seams to have lots of cliff hangers. If you get paid on full view of the adds may not be good idea as I can't hit the skip add fast enough on a cliffhanger
To some degree I can control the number. I'll see if I can reduce them. (I usually just leave it at default)
@@TakingOff I'm not complaining I know all YTers need to make money my concern was everyone is skipping over them cuz they are on cliffhangers.... Thanks for the reply cheers
Is there just one green light to indicate the gear is down? And if that's the case solo he would have had no idea the right main wasn't down need to add a couple of more. And if he does have three lights he abandoned the selector before verifying the position. I hope you corrected him on that. Forget it and one day you'll find it hard to taxi after touchdown!!!
One light for the Cessna 210.
In 8:37 the "gear up" light is on, at 8:52 the light is off! Hopefully that will help you diagnose
Yeah I noticed that as well when editing
@@TakingOff Again... circuit breaker LOL
I have flown into KPHX a handful of times when Cutter was doing a free lunch on the patio the 3nd wed of each month some years ago and I dont have a instrument rating and every time they gave me vectors to join final so I dont know if I would call it turning your VFR flight into a IFR flight. I'm at the 8:40 mark so forgive me if you address this later in the video. I just wanted to get it off my mind before I forgot :-)
No getting vectors is normal for a VFR flight into class b, c and d airspace.
@@TakingOff ok right, It's just you all were talking like all of the sudden they created a IFR flight plan for you.. So I was just saying what they did for you there is the same PHX has done for me in the past and I didn't assume I was IFR, thats all :-) Love your vids man!
that was a bit insane for what visually looks like a very quite airport.
ikr
ATC system is struggling with inexperienced people. Many retired during Covid and they have not been replacing people for years. It really takes about 8 years to get someone up to where they are really experienced
The essence of excellence……🇺🇸🇺🇸🇺🇸✈️👍
Which sunglasses are those?
FlyingEyes… go to FlyingEyesOptics.com and use TAKINGOFF for 10%off.
Typically changes at 53 after. Alpha was at prior hour. Bravo was a special. Charlie was the next regular update.
Yeah these were about ten minutes apart. In the span of 30 min went alpha, bravo and then Charlie.
I didn't realize that Stephen Hawking was running the ATIS and KDEN. Maybe the reason for the frequent ATIS updates was due to time dilation from a black hole.
🤣
It seemed that there was 2 pilots in command here with the passenger saying “go around”. It did not sound like a suggestion. Just saying.
It was. Just in my earnestness came out without the question mark.
They said "it shows you IFR" I think that was a question not a statement.
No, it was a statement. I learned later from Denver Tracon. THey messed up.
Clues came on the gear.
There must have been an instrument flight plan somewhere. IFR rating isn’t required for a bravo.
Nope. We never filed anything.
@@TakingOff you could have said unable I guess!
Yeah, I'd have gone around
I thought the exact words were "I'm showing you IFR at this time." The word showing to me doesn't denote that he was making you IFR, but rather that what he was looking at said the flight was IFR. Did you call them and ask after you landed?
Let’s say that after posting video things have been made clear: the controller took it upon himself to change us from VFR to IFR.
czcams.com/video/yZDe3motdRA/video.html So... there's the problem with the gear. Check the circuit breaker, is poped up.
The immediate call for a go around was a pro move!
Just the removal of the go around was not… once someone on the flight deck says go around, you go around, no matter who the PIC is! This isn’t to bust their balls, we just have far too many deaths in GA for us to not institute this basic part 121 ideology.
Pants change!!
Lot's O Goofy Stuff
Hold on a minute. Your response to “Fargo Aerials” that it’s “ NOT OUR ISSUE, We just needed to land” regarding you being IFR Vs VFR is, in my opinion, is absolutely wrong! Now I understand you are not the PIC of this flight however, it is your channel. And I understand there is always a “legal statement” indicating this video is for entertainment, and not instructional, blah,blah,blah. In saying all that, I feel you are side stepping the bigger issue. Look, the ATC fella made a mistake , and rather then correcting ATC, the PIC accepted AND confirmed. What I believe your viewers are trying to point out to you (and us) is that you and the PIC both knew something was wrong - yet you blew it off as “it’s not our issue”. It’s 100% your issue BECAUSE you are accepting the ATC’s direction without correcting the mistake. A simple response could have been, We can accept 9000 BUT we must maintain VFR. It’s not a “fight” on the radio, it’s correcting a mistake so everyone on the frequency knows what to expect… take off you IFR hat sir, you are flying VFR and MUST fly under those rules. You are the host of this channel, I believe folks are watching (as I am) to learn something. A large percentage of aircraft incidents are safety related. You can’t blow it (this) off because you are personally involved. Think of every VFR pilot flying into a class B, and would get this same instruction and accept it… fly into IMC… we know the outcome 90% of the time.
You are better then that…. Struggling with why you are dismissing the learning experience 😕
Scott. KLZU
I understand. My point was that at that phase of the flight it was safer/better to accept than to not accept.
@@TakingOff maybe it was “better to accept” in this case. But what if ATC had made you IFR and then come back at you with a bunch of questions, like “say departure airport, equipment suffix, fuel on board, etc”? Were you prepared to fly an IFR arrival and an instrument approach if they had vectored you for one? It COULD have added to your workload. You were fortunate it didn’t. I agree with Scott above: don’t let ATC talk you into something you are not prepared for or don’t understand. You were not in a critical phase of flight. There was time for a radio call to ATC. Anyway, keep up the good work.
@@cessna177flyer3 Point taken on being willing to not accept something from ATC. But put me in this position a hundred times, and I'll make the same call. It was a very busy frequency, which is one reason we didn't want to decline his moving us to IFR. I doubt he'd take the time to ask us all the plan questions. If he had started asking or increased the workload, it would have been met with "unable." Thanks for watching!!