Відео

@@RustyClam you sound familiar with the airport?

@@flygy481 thank you! Good luck with the CFI, it’s invaluable experience. same as my reply to @kpitone… foundational building blocks are so important. “Captain” minded and implementing profiles, procedures and flows! Enjoy and learn from each step along your way and you’ll be there before you know it. I inherited my father in laws guitars (much better than my Yamaha and Johnson dobro), so am usually playing the Taylor 210 or when I’m playing longer it’ll be the D18.

@@kpitone that’s awesome to hear! CFI-ing teaches you so much. Great experience to have. Are you enjoying the instructing? I really think that building the experience from each step you take is foundational. Learning how to see the big picture and think like a “captain” is the goal and starts at the very beginning. Then incorporating profiles and procedures, flows and triggers, and the like, provides a level of confidence and control in flight. So much so that it doesn’t matter what plane you climb into that foundation will show through. Congrats on the CFI!

@@caspilotlounge Thank you! I'm loving it, CFI has taught me exactly how much I don't know!

@@idekav. awesome to hear. I definitely had fun on them. I will miss snowy approaches into Jackson hole for sure. Beautiful place. That Monterey was a fun one, controversial in the comments ;)

@@kpitone thank you! I appreciate it. Roger that…👍 for 182 videos. I’ll do what i can. Wish i had been recording over the years and all the places I’ve taken the 182 and my old T210. Camera was always with me, but never video. Just an opportunity to have new experiences

@@Winglets68 uh-oh!! Been on the dL so far just being a small channel. Were you heading home?

@@caspilotlounge honestly can’t remember what i was doing lol

@@Winglets68 that’s sounds like it!!

@@mrkc10 thank you. I appreciate it. Actually got called last night close to 10pm for reserve today. Commuting is “something”

@@caspilotlounge ok good. Hopefully you actually get to fly and don’t have to spend the day sitting around.

@@mrkc10 yep. Day turn then commute back home in the morning

@@frankiecampos8909 thank you. Yeah it was. Had a lot of fun and some great trips, but things eventually change. Just have to adjust and roll with them.

@@michaelk003 sorry dude. Not there anymore. Where you at in for flying?

Absolutley!

Roger that. My schedule is all over the place currently, but i will make note and do my best. Thanks a ton for the suggestions👍

Thank you! amazing to hear

I read about that a while ago, had to refresh myself… definitely exactly as you state! Plan for and expect the miss/go-around and be surprised by the landing… it’s a mindset and planning and preparation are not even hard things to do. Beings true Professional lies within those actions.

That was quick

Thanks! One of those things you feel early on… evidenced by letting the descent lag and going high. FLy SaFE

Great to hear!

Great to hear 👍

Thank you! Great to hear

I was there during the SLI with pinnacle mesaba and colgan, 2010 ish. Great plane. Almost had a chance to ferry some a few years back. The imagery has been a great opportunity, and now it’s a fun reprieve from “work”.

Yep. Here’s one… Low Visibility Missed Approach GPS 1 Snowy Mountain Flight ua-cam.com/video/Xvj3FNR6Cq0/v-deo.html On this Monterey flight, we were ferrying and dealing with a mx issue in another jet and i didn’t have all my stuff with me…. Fly first! Most of my other videos have the atc audio

First I’d ask where you’re at in your flying? Figure out how to trailer things… let me know, then I’ll have more info to draw from.

@@caspilotlounge Hey! thanks for the reply, im currently just waiting for funds to knock out the commercial rating in one go, which should be about next month ish, i got my PPL last year once i turned 17, and i just turned 18 so i havent been able to legally train/ been busy finishing my instrument. (got my IFR rating in october this year and have been time building since), ive got 226 ish hours so far and about 20 real world IFR hours, i have been keeping myself active as much as i can on real world instrument flying/ been studying instrument while time building to keep the knowledge sharp! i have about 13 or so actual instrument/ 53 simulated instrument… thats where were at right now, which is great, but i just dont want to fall behind and want to make sure im planning for the next step in the right ways. I appreciate all the help i can get man, any bit of knowledge learned per day makes you a better pilot everyday!

Thanks

I told him his gibberish was messing up the videos… haha. Jk. We swap seats and and have been flying with each other for 7 years… run out of non-pertinent things to talk about.

Haha. No. He had quite a few other problems, but overall, we all got to our destination and he didn’t impede things too much. The FA’s had their eyes on him, but never escalated. The cig is illegal, of course, out was pretty funny… a puff or two, then put it out. 30 minutes later same thing. I guess the general consensus from the crew was not to escalate things 🤷‍♂️ but it was entertaining

@@caspilotloungedude needs to buy some nicotine gum lol

@@chem3066 haha. He had bigger issues!

Pretty plane right!

I love the two pilot crew instead of single pilot in the Citation

@@bernardanderson3758 same here. We don’t single pilot. Technically i don’t have the sic required, but not current with that and like i said, two pilots always

The work load can become more easily done and that said you both are working very well together

@@bernardanderson3758 exactly. Airlines do it for a reason (both of us have an airline background) thank you again

Awesome to hear. Thank you. I forgot about that, and have to learn how to do it. Imagine i need to get in front of an actual computer to do it. Pretty much do everything from an iPad. I’ll give it a go though. And thanks yet again :)

Timestamp mode activated. Thanks again👍

Well thank you :) 👍

I have just used otterbox defender cases on all my iPads. I don’t use a kneeboard anymore, but did back in training. I’ve not really looked into knee boards. In the jets, the ipad usually sits on the shelf next to the window or wedged inbetween the yoke horns. In my 182, i have some yoke mounts i bought back in 2004 from a mom and pop group out of California. Really like those things… though they, of course, were not built with the ipad in mind since it didn’t exist at the time.

@@caspilotlounge thanks for info! :)

@@caspilotlounge What's the iPad holder called that you clipped to the yoke? Where it just sits in the cradle... I think our Citation guys would like those.

@@nrcrate i don’t have one. With the otterbox on the iPad pro’s I’ve had, it wedges in between the yoke horns pretty well. I have made a few kydex holders that i clamped in the chart clip, but they were just more cumbersome

@@caspilotloungecopy- at 23:40 you clipped something to the yoke clip and I thought it looked pretty neat to cradle the iPad there

We did actually. Have done a lot of deicing there; always error on the side of caution. Thanks… one thing i wished i had done different, any guess?, but flying with the same person for 7 years leads to some expectation bias and knowing what they are thinking. Nope, we are lnav/vnav, no lpv. I wish. Would make things a lot easier. Especially with jeppesen and universal pulling fixes and approaches from the boxes!! Great to hear. Thanks

To add to that… on this approach, gps 1, we were restricted to lnav and the mda. The approach plate states baro-vnav not authorized, which is what we are. To further complicate matters, Jeppessen and universal have removed all the intermediate fixes from every approach, so to very crossing restrictions we have to do quick dme math to calculate the differences in plate and fms depictions, which you hear me doing.

One of those… knew it before we actually got there to do it, decisions. Thanks 👍

Yeah those four white lights…. Stirring up trouble

No downvote and no disagreement. Addressed it in a few other comments, but that’s basically i think why i decided to upload the video unedited raw. A number read by tower doesn’t always give the full picture. There were quite a bit of updrafts… at some points i was pushing harder than i like just to still diverge from glideslope. That time between assessing conditions, keeping altitude below me incase of downdrafts, and calculating the conditions… basically the decision process as it was happening. Sure a normal approach to mins, on loc and GS, at DH , no runway no light, call go around and we’re off. No biggie (or at least it shouldn’t be). But Visual conditions, just 19 knots of gusty wind (I’ve landed a 182 in 58 knots), the runway in site, but my experience already telling me “go-around” as kicked off the autopilot feeling the string up drafts and how the wind was moving us around. The mountain to the left, the storm pushing over the runway… all these factors that tell the full story. Or at least as i saw them at the time. Just my choppy thoughts trying to convey the choppy conditions. The airline right behind us went around as well and headed to San Jose. I truly appreciate your input and agree… autopilot off and started diverging immediately…. I’m hoping my point is the “why”.

Busy training at PDK. I used to go in there almost daily. Imagery… that’s a tough one because I’ve been on my own for so long. I’m no longer building relationships with companies i might need, like I’ve done in the past. Personally, i got into the imagery route by taking a heavy load of GIS classes in college (they were absolutely brand new back then). I wound up at a start-up company where we built everything from the ground up. And i mean everything. I love doing it, so i keep it up as much as i can, but i really don’t know the players anymore. Ive consulted and contracted with a few startups the last few years, but dont think they made great strides, or some pivoted and changed course. It appears to me that most companies these days just want time builders and the “Uber” type model for their imagery acquisition. So… i would ask; 1) are you looking to get into it for building time, or 2) are you looking to get into it because you’re interested and want to be involved with the actual “imagery” side not just the flying? Both are perfectly fine, it just could guide your focus. If #1, then having time to get time is the plan… Build the requirements to be competitive to fly for them. If #2, then continue flying, of course, but maybe diversify and learn about GIS, various software suites, cameras, imagery systems, etc. put yourself in a position to apply for a prospective company with a greater knowledge of what they do. Hope some of that helps and good luck on the instrument. FLy SaFE

@@caspilotlounge yes very helpful. I would definitely love to learn more about the geological side of it. I took a couple courses in college but were more focused on geological history. I have a degree in finance and have an entrepreneurial spirit but love flying. My goal is to have a career where I can fly as much as possible. P.S I miss Memphis and Dewitt Spain. First flight with instructor there was daunting with river there. Beautiful scenery. Thanks again and I hope you keep making the videos. They are truly awesome

Haha. I actually do, but it probably needs to be qualified… i like talk saturated flights where we are working and moving seamlessly, stress level heightened just enough to keep us alert and focused. 2 am fedex push with a squall line racing in; storms you have to work around; low complicated approaches; these sorts of things. But definitely not things that involve long lines, delays, and everyone trying to get into one airport. My first time at the airlines was kinda that way… stressing about schedules, junior manning, getting extended, having a reserve line built out and all my off days change; those stressors are completely different :) but i still enjoy having to work a little bit extra. FLy SaFE

Nice! Mountain Air? I tried to get on with Baron back in ‘04, to no avail. Lots of respect here for all your single pilot IFR, for sure! I had I guy in my airline class, back when i was at the airlines the first time, that was coming from a small 135 flying 421’s out of Idaho…. He definitely could fly circles around me! As for the 10R approach, i could imagine. It’s not always just about the stated wind velocity… can be a lot more dynamic than that. This approach was from back earlier this year when they were getting all that nonstop rain, storms and flooding.

Awesome to hear. Thanks👍

It gets around :)

It’s the shutter speed of the camera. I can either set it to match the screens so they aren’t flickering but the outside world is washed out or i can set the shutter speed as it is in this case. Multiple cameras would be the solution… (or new avionics ;) one day👍

Good luck on your ride!! Have fun with it. Planning, Profiles, and Procedures.

I was kinda annoyed :) it was briefed more than a few times. Haha. Honestly, it wasn’t because of the camera, it had more to do with CRM. Being a butt-head about something doesn’t foster a good flightdeck environment. I replayed that wording and tone in my head a few times and felt it was too harsh and i needed to apologize.

⁠@@caspilotloungeI appreciate the honesty. I most likely wouldn’t have believed you if you said you were not annoyed because it 100% seemed like it. Was just curious.

I appreciate that. I sat on this one for a long time trying to figure out what to do with it (until finally deciding to just toss it out raw and see the reaction). It was from much earlier in the year when y’all were getting all that non stop rain. I actually had the encore broken out there and flying this one in to check on it, so no pax. Yeah definitely could have stayed on glide slope, but really don’t think that would have changed the go around decision. There was quite a bit of up draft and im not a fan of forcing things. There were times i was pushing fairly decent and still diverging from gs. One commenter mentioned y’all don’t really have microburst out there… i guess t-storms are built differently 🤷‍♂️. JK. Its all good. I really do like hearing what others have to say and I’ve learned a ton from doing that for nearly 25 years flying, or at least trying to. You live in an awesome place! I spent a lot of time in the San Joaquin Valley back in the early 2000’s. Almost moved out there, but wound up covering the flying remotely. Thanks again. Enjoy an In-N-Out for me!

Nope. Just gotta have a fast scan

I “almost” wholeheartedly agree with everything you say. I’ve addressed it in a few comments, but i think my point in posting this one is that i diverged off of glide slope and possibly my reasoning for doing so. Ok so debrief time…. 19 knots is no issue, direct or not, that wind doesn’t bother me or even many i fly with. Honestly, i dislike “wind checks” later down final. They don’t mean a ton to me other than if they are indicative of rapidly changing conditions. I’m listening to the plane and getting my wind info from that. In this case, the big thing i was feeling was a very strong updraft (which also helped my divergence from GS, and probably isn’t conveyed through video) but was leading me forward with caution and not wanting to give up precious altitude in case i were to encounter the potential “other side” of this updraft… a microburst. The citation slows and descends quite easily, but you are absolutely correct, the further i drove down final diverging from glide path the more dangerous a landing attempt would become. So i did know before it was called that i wanted to go around, just doing the mental calculations verifying that decision in my head… while holding on to attitude below me. As for the reasoning call to ATC and a second attempt… had i been on the radios, i would have called exactly what you stated. I was PF, so not working the radios, but he and I covered a few things during our debrief in Fresno. Knowing the full picture of what was going on, a second attempt would not have been a good choice. We had plenty of fuel, but would have significantly narrowed our margins with a second attempt, but greater than that the wx was moving both directly to the field and along the inbound approach course, conditions getting worse quickly. My gopro overheated so i wasn’t able to show it but the airliner right behind us on final went around as well and immediately diverted north to the San Jose area. In many instances, i agree… stay on profile. Had we been IMC, i would have. But being visual and feeling the rapidly changing conditions, the strong updrafts, having the storm within reach, knowing a microbursts is possible… these things were all telling me to just go elsewhere… basically before i made the final decision. If that makes sense. Head to Fresno, grab fuel, food, and let the wx pass and come back in with absolutely no issues. I truly appreciate your thoughts and comments. I enjoy learning, gaining perspective from others and having an open dialogue to foster both. (Also, I’m not trying to say I’m right and you’re wrong, i just wanted to provide my thoughts from my perspective) Thanks again 👍

​@@caspilotloungeI learned from your great writeup of the decision making here, especially the point about the updrafts putting you in microburst avoidance mode 👍🏻

Awesome to hear! Thanks. It was kinda a fun rant that just happened. Can get lonely on those long solo flights :). Thanks again.

Exactly 👍 thanks!