Відео

It can get expensive but there are still opportunities out there. Partnerships and flying clubs can help bring the cost down substantial

At 200' MSL it qualifies as a high altitude airport for Florida LOL. We take what we can get - the pine trees do add some character at least.

@@adam-hd7kg what are you flying ?

@@planeplaces Hi, a T206H

@@adam-hd7kg great airplanes

Very kind, thank you. I did serve in the Air Force, but not as a pilot. I had very good instructors and mentors - especially my father who was a career corporate pilot.

@@planeplaces Thank you for your service..Air Force veteran here also..1966-70..wow...your dad had a job most pilots work hard to obtain..one of the men I served with his father also was a corporate pilot..ok..enough for now..thanks

Florida near Baker

@@TheBeedeegee they ask for at least five days notice but its a fairly easy process

​@planeplaces this one will be on my list. I need to get some experience with soft fields first though before I come in over those trees haha. Shortest field to date is 3000 feet....and paved

@@TheBeedeegee the trees do make for a dramatic effect. Roscoe has some trees you can practice and grass or pavement that’s closer to 3000’

MP works but the placard is "Reads 2" Low" which is does. The MP on the EDM-830 is correct but isn't a replacement for the original steam gauge. I've flow many of the PA28s from the 160HP Warrior, Archer, and Arrow III and IV, as well as the 235 Dakota. In air handling is somewhat similar across the long wing pipers in terms of control forces. Comanche is very different when it comes to drag (it doesn't have much) and landing. The Comanche has a laminar flow wing like a Mooney (or P-51) - when these wings stall there's no cushion or 'mush' so you don't have a lot of margin to save a high flair if you run out of energy. The wing is also mounted very low with a high incidence angle - so it floats in ground effect better than anything else I've flown. Combined this with a nose wheel the same diameter as the mains (great for soft field BTW) it's hard to not three point unless you nail the final speed almost perfect for the current weight. It's easier using less than full flaps when runway length isn't a concern. All in a all a great flying and handling airplane and keeps you on your toes to make consistently good landings.

@@TheBeedeegee up - you need a lot of trim at each phase transition as you slow down but especially going to full flaps on final

@@craigh3381 thanks

depends on how much I'm able to get out to fly

I run Garmin Pilot on both tablet and phone but on the phone usually keep it on the Traffic page. I learned to appreciate a dedicated TCAS style display flying TBM-700's in my past and my phone does a pretty good job of creating a similar display with ADSB-In. The high mounting near my primary scan is intentional. On my phone I also run SkyTimer as a fuel timer. It has a visual mini display in the 'window' at the top of the phone showing which tank, estimate tank level, and the flight time as a quick visual reminder of fuel status. The Garmin 345 transponder also has an auto flight time clock and on longer trips I also write down all the tank changes. I only have 56 useable so I track this close on longer trips. Lastly, I also have a units conversion app on my phone for when I need to convert between C and F. Once I get my OAT installed with the G5's I won't need that anymore for True Airspeed and winds aloft calculations.

I'll use the autopilot a lot too - especially on IFR cross countries during cruise - but the Comanche is pretty easy to fly by hand.

Still pretty good visibility for Florida and finally cooling off!

@@danapadgett5449 you’re very welcome !

@@TheBeedeegee thanks it works very well for my needs

You're very welcome!

Overall I'm fairly happy with it. We are still chasing a hunting issue in roll that at this point is most likely a rigging / trim factor that we haven't been able to solve. It's rock solid in altitude hold. It takes a bit of practice to understand the mode controls but they're simple enough.

@@flysport_tedder it was fun to watch lots of approaches over a couple hours from an outside perspective and try to predict how they’d go. You really see how much leeway the Cessna wing gives you to misjudge the flair high and still pull out a landing

@@flysport_tedder yeah that’s a bad one. The weather was really layered with just enough visibility to see one move ahead without being to predict the next.

@@timeads2036 garmin pilot - usually in traffic mode as a decorated traffic display. Sometimes I’ll run in it map mode with the vector IFR overlay that still emphasizes Adsb traffic

I’m also running garmin pilot on my iPad but it’s usually in map mode with radar overlay if any weather and usually in VFR or sectional mode which gives good awareness of nearby airports or obstacles

Yes about an inch

@planeplaces I assume you had full throttle at takeoff also. Rpm looked a little below 2575 and MAP looked a little low even adjusted for the field elevation

@ the analog MP gauge reads 2” low

@planeplaces I had a lot of time in a PA 24 250 and Twin Commanche in late '60's, early '70"s. Great airplanes.

@ yes very much so

Yeah I kept that clip in as it’s the first icon I’ve heard on frequency close to home

@@planeplacesI’ve seen a few on the ground and saw one landing at Catalina(!!).

@@ExplorerProAdventures glad you liked it! See you around the area !

The autopilot hunts in course - something we've been working through - old airplane, older 650 driving it. Trio has been proactive in helping but still narrowing down. It's rock solid in pitch

@ I have a 1959 Bellanca 14-19-3a and my right hand is the autopilot when my left is tired so I’m still jealous! Nice video.

Nice classic plane though!

Considering that it is transparent AND keeps me from being glare blind in general I would say yes.

@@planeplaces LOL! Although I suspected it probably was, it doesn't look transparent in the video. So I figured I'd have some fun.

@@jakemarx5955 These older cockpits with small windows always force a compromise when it's bright out. These shades provide some flexibility to keep out the worst

I always enjoy flying above a layer and getting a sense of speed

@@bernardanderson3758 thanks! What especially did you like?

I enjoy the entire Flight and especially How flying single pilot IFR can be very beneficial having the ability to stay current with the right equipment and aircraft

Yes, single pilot brings a lot of responsibility. Modern avionics and autopilots help a lot but can't be a crutch

Congrats on getting back into a Comanche! Yes - ATC will always ask about 82J familiarity. It is in a pie-shaped surface cutout of the Class C surface area of Naval Air Station Pensacola. Effectively it means you can only approach the airport from the northwest when KNPA is open and you have to stay below 700' while inside the cutout. The pattern for runway 18 is very tight to the eastern edge of the exclusion as well. On my list to do an entire video about 82J and it's unique operating procedures.

Good suggestion! Since this video, I have done tie down mounts on flight and it is helpful. My overall proficiency with Comanche has also improved a lot. I had a bit over 10hrs in type with this video and should break 100hrs in type next month once we get the plane back from annual.

@@planeplaces I try to think about the landing way before I get there. Am I heavy or light? Wind, runway length, plane configuration, etc...Then once in ground effect, the last few seconds is all that matters, FIGHT it, don't let it settle, you fly her, hold her off, but only a few inches above runway, Proper aft trim, as she settles, yoke should be coming back full aft too...and after you touch, keep on her till u park!!!!

Thanks for the comment! This reminded me I can graph the engine logs post flight and that might make a nice follow up video to review the logs

Thanks !

extra horsepower makes a difference in the mountains, that's for sure.

@@planeplaces What autopilot do you have?

We have a Trio

Maybe if I add a PT-6 to the front of mine :)

I’ll bet avoiding clouds.

There was a stationary front in the area and in spots tops were building to 11 - 12 thousand feet. The Skyhawk pilot actually says over the radio that they'd never been that high, but climbed to avoid weather.

@@planeplaces pretty sure that's above it's service ceiling and generally just unwise in a non high performance non turbo airplane

Depends on the model although I'm not sure if any were above 15,000. Service ceilings are limits (although newer airplanes have maximum operating altitudes which are). Practically speaking if it's got enough engine performance to get there and O2 on board it should be fine but isn't likely going higher. If it was a 180hp model then it's pretty doable if not loaded down. We took our Grumman Tiger to 14,500' a few times to catch monster tail winds.

@@FlyingNDrivingI’m flying a 172sp service ceiling is 14,000, although from 12,000ish climb slows to a little over 100fpm

@@flysport_tedder not rough at all which is why it catches the unwary. It’s basically just slowly closing the throttle by reducing airflow. Hand flying you start to notice the loss of power if trimmed level but in a descent you wouldn’t normally notice that. Then when you go to apply power you’ve got nothing. In some engines if left to build for too long you might not have enough heat to quickly get rid of it

Thanks. It’s always fun to be able to relisten to the audio and self asses