Thanks for sharing this valuable lesson. It's a mistake that's easy to make and a great reminder to be vigilant. Those numbered parking spots in Biarritz are nice.
Yep, definitely your best yet. Every time I watch one of your videos I become more determined to save up me pennies and try myself one day. You make that all look so easy and fun, it's got to be worth it.
Another great video. Easy to understand how a series of 'events' can potentially cause problems. Handled well and spotting the autopilot was not doing what it should be was great work - something that has caused accidents in commercial flights before.
Great video and nice to see the imperfections, it must of been a brain rush when you noticed the plane turning right too soon,but you got it sorted really well and keep them coming we all love them cheers
Hey Jaunty! Just finished watching all of your vids. They are truly addictive! ;) Please keep on posting them to enable us 'land rats' to live our dream...
Thanks for sharing this, very interesting situation. Tbh i would actually advice the controller right away that i programmed FMS wrong, and ask for a radar vector and altitude. Remember these SIDs are just designed to reduce workload on the controller on a daily basis, I'm sure its not a problem if you mess up.
Nice work! Id imagine in IMC that departure snag could really put your brain on overload. So lesson well learned by watching to really consider all details before rolling. Could you have done direct to the departure way point once your realized the error? Thank you again for the uploads!
Hey Jaunty, Meant to ask you about cabin heating, since I note you are often wearing those neat gloves on winter days. Question is, on really cold days in the flight levels, where OAT may be around -30C (or up to -40C where I am), is the cabin heating sufficient, or do you really need to supplement with gloves and extra layers of warm clothes ? Thanks.
Alan Zee I have experienced OAT of -27c at the lowest, so that's all I have to go on. Normally, you have some sun on you, unless there are high layers blocking it out. That makes all the difference. If you have no sun, then the cabin heat will keep it liveable, but I tell all my passengers to layer, and to be sure and have a warmish long sleeve layer closest to the skin, because you will always need that. The air next to the cabin walls and windows is always cool to cold. I've never had to have full gloves at cruise, just the wrist warmers.
Hi Jaunty, If you are honest with yourself, you must admit that having a non aviating person in the right seat will put you off your game. I know it always does with me. Nice video.
Are you using the standard checklist that comes with the plane ? Why not use that as a base, and customize your own checklist. That way you can add "SID......PRGRM RWY DEPARTURE". I have added quite a few items like that to my mfr standard checklist, and even removed a number of standard items that are not necessary to be there. Also, I had a chance to fly the DA42-VI last week. Very fun airplane. Was surprised at how high the stick forces were at low speed (especially roll). Also, after only 30 minutes of flying at 1000' (ceilings were low), I was getting rather fatigued from the drone and noise of the engines, figuring that 2 engines at close proximity will be double the noise and vibration of the single engine in my Mooney. After the flight, my check pilot told me : 1) you have to pay close attention to keeping the prop RPM's synched, otherwise the differential will affect you as I described above. I thought I had the props very close, but was not paying much attention to that. Could it be that even if they each show same % RPM, that you still need to nudge one or the other to get them "smooth" ? 2) We did not have ANR headsets for the flight 3) Up higher at altitude in thinner air, the prop beating affect should be reduced. Interested in your experience with the above. Does the (perhaps differential) beating of the air with 2 engines in close proximity to the cockpit ever cause you some fatigue/ill feeling ?
Alan Zee Well, I don't have to tell you that flying a larger plane by hand is all about trim and co-ordinated turns, to help minimize effort. But it is more of a highway plane than a curvy back-roads plane, no way around it. I very rarely fly it for any longer period without the auto pilot. (For myself, I also fly a Citabria, so I get plenty of stick and rudder there.) I have customized the checklist, but its always a question of how much detail to go into. I always use ANR headsets.
That said, it was also the classic case of several unusual circumstances lining up at the same time, resulting in a mistake you normally would not make. One factor was having a passenger, but others were the change in runway and the somewhat unusual use of the same SID for both runways.jaunty17
Hello again J. How have you found the reliability of the engines and airframe to be ? Any cancelled trips because of mechanical problems ?Do you have a Diamond maintenance facility close by? As I understand, if you have certain failures like ECU, you need to have a technician come by with program software and cables to connect to the engine. For me, that would be a 2 hour flight for the fellow each way, because nobody local to service Austro engines. But was also told that the Pilot can work through a number of fault problems by checking the troubleshoot procedure in POH, and so clearing a number of faults on his own. So do you think one needs to worry about frustrations of AOG downtime if no Diamond Service Centre close by ?
Alan Zee I consider the DA42-VI as a whole to be very reliable. I have never been stranded on the outbound leg, knock on wood. I have had a couple of starts delayed or cancelled due to mechanical issues, but never as late as at run-up and never due to engines. I've had one or two ECU warnings, but I know how to clear those myself (move the ECU selector to the failed ECU and back to auto). There has been, in my experience with both a DA40NG and the DA42-VI, a history of "false" ECU warnings that actually did not indicate any failure. They needed to be cleared, but no other action was necessary. I have to say the DA42-VI suffers far less, perhaps because they've trimmed in the electronics on the later engines, I don't know. My Austro mechanic is 1,5 hr away, flight time. That has not proven to be a problem. Actually, I haven't yet been grounded by engine issues. Not once in over 380 hours.
jaunty17 Was talking to a Diamond mechanic, and he told me the most important thing is that they fly regularly, meaning at least weekly, and one reason the flight schools do well with them (mechanically) is because the airplanes are always flying. And if you don't fly them regularly, you they will suffer more issues than a regular piston airplane. How many hours/year are you doing ? Glad to hear of your 380 hours without engine problems to ground you, and that you are able to do well with no service centre near by. I am also bearing in mind that you have the latest iteration of that engine, which is a bit improved even from the Austro variant in the NG.
thx for sharing, this mistake is easy "to do". I also double check the 23 dep to make it "right". But I don´t understand the problem with the right turn. The AP try´s to caputre the Lyd R277 what he should do after 1NM out of Biggin DME. The DME is in the middel of the RW and the turn start´s short after the RW. So it is maybe 0,5NM to early but not complete wrong?
CheshuntISF I know what you mean, it was supposed to take a right turn, anyway (actually the first leg is R277 DET). But was supposed to wait 1nm before doing it, so that was already unacceptable. But it kept turning way through 097, which should have been the desired track. I believe the AP was trying to follow the big right turn to pass over BIG (which is what the SID procedure for 21 does). That would have had me flying back over the airport, which really would not have been appreciated.
No I don´t think so. The 430 switch always to the "nearest" leg to activate. The 21 right turn is also not part of the database. It start´s with the R277 the 1NM DME Arc is only on the SID chart. I will try it at the SIM!
The 430 Sim shows exact what I supposed. At the take off run on 03 with the 21 depature the BIG "overfly" get skipped and the R277 get activatet. So the avionic/ap would not try to make 270° turn. Oly try to itercept, to early of course. Easy made mistake. Always when I change things in the last moment something goes wrong or missed. Easy to make a mistake!
As an ATPL I applaud your honesty in your dissection of your error. Your attitude is what makes you an excellent pilot.
A great video. Self assessed and loved the way you spoke of the mistake and how you handled it. That's what aviation is all about... well done.
Thanks for sharing this valuable lesson. It's a mistake that's easy to make and a great reminder to be vigilant.
Those numbered parking spots in Biarritz are nice.
Another Excelent video! :) Thanks for sharing and have nice flights
Yep, definitely your best yet. Every time I watch one of your videos I become more determined to save up me pennies and try myself one day. You make that all look so easy and fun, it's got to be worth it.
Another great video. Easy to understand how a series of 'events' can potentially cause problems. Handled well and spotting the autopilot was not doing what it should be was great work - something that has caused accidents in commercial flights before.
love watching your videos.... great that we can learn from your experiences.
Great video and nice to see the imperfections, it must of been a brain rush when you noticed the plane turning right too soon,but you got it sorted really well
and keep them coming we all love them
cheers
Hey Jaunty!
Just finished watching all of your vids. They are truly addictive! ;) Please keep on posting them to enable us 'land rats' to live our dream...
Aviation has plenty of lessons to teach us at all levels and any time. Just imagine a similar situation in New York airspace ;)
Subscribed! Keep it up. I especially enjoy learning the phraseology between yourself and the ATCO. Thanks for uploading :)
Hahaa... love the incoming phone call just as you're parking. Home ringing to see if you've arrived safely..!!??
Nice video, and sharing errors will ensure others learn from your mistakes. So thanks for that! :-)
Thanks for sharing this, very interesting situation. Tbh i would actually advice the controller right away that i programmed FMS wrong, and ask for a radar vector and altitude. Remember these SIDs are just designed to reduce workload on the controller on a daily basis, I'm sure its not a problem if you mess up.
+kilik92 Probably the right move, if I had thought of it....
Nice work! Id imagine in IMC that departure snag could really put your brain on overload. So lesson well learned by watching to really consider all details before rolling. Could you have done direct to the departure way point once your realized the error?
Thank you again for the uploads!
Hey Jaunty,
Meant to ask you about cabin heating, since I note you are often wearing those neat gloves on winter days.
Question is, on really cold days in the flight levels, where OAT may be around -30C (or up to -40C where I am), is the cabin heating sufficient, or do you really need to supplement with gloves and extra layers of warm clothes ? Thanks.
Alan Zee I have experienced OAT of -27c at the lowest, so that's all I have to go on. Normally, you have some sun on you, unless there are high layers blocking it out. That makes all the difference. If you have no sun, then the cabin heat will keep it liveable, but I tell all my passengers to layer, and to be sure and have a warmish long sleeve layer closest to the skin, because you will always need that. The air next to the cabin walls and windows is always cool to cold. I've never had to have full gloves at cruise, just the wrist warmers.
Hi Jaunty, If you are honest with yourself, you must admit that having a non aviating person in the right seat will put you off your game. I know it always does with me. Nice video.
pplir2000 He doesn't lie...
Did you notice the bird whizzing by your cockpit as you were starting your rigth turn on departure?!
Are you using the standard checklist that comes with the plane ? Why not use that as a base, and customize your own checklist. That way you can add "SID......PRGRM RWY DEPARTURE". I have added quite a few items like that to my mfr standard checklist, and even removed a number of standard items that are not necessary to be there.
Also, I had a chance to fly the DA42-VI last week. Very fun airplane. Was surprised at how high the stick forces were at low speed (especially roll). Also, after only 30 minutes of flying at 1000' (ceilings were low), I was getting rather fatigued from the drone and noise of the engines, figuring that 2 engines at close proximity will be double the noise and vibration of the single engine in my Mooney.
After the flight, my check pilot told me :
1) you have to pay close attention to keeping the prop RPM's synched, otherwise the differential will affect you as I described above. I thought I had the props very close, but was not paying much attention to that. Could it be that even if they each show same % RPM, that you still need to nudge one or the other to get them "smooth" ?
2) We did not have ANR headsets for the flight
3) Up higher at altitude in thinner air, the prop beating affect should be reduced.
Interested in your experience with the above. Does the (perhaps differential) beating of the air with 2 engines in close proximity to the cockpit ever cause you some fatigue/ill feeling ?
Alan Zee Well, I don't have to tell you that flying a larger plane by hand is all about trim and co-ordinated turns, to help minimize effort. But it is more of a highway plane than a curvy back-roads plane, no way around it. I very rarely fly it for any longer period without the auto pilot. (For myself, I also fly a Citabria, so I get plenty of stick and rudder there.) I have customized the checklist, but its always a question of how much detail to go into. I always use ANR headsets.
Great video. One question, do you think that having a passenger was one of the factors put you off doing a full departure briefing?
philphish No doubt. Gotta work on that.
That said, it was also the classic case of several unusual circumstances lining up at the same time, resulting in a mistake you normally would not make. One factor was having a passenger, but others were the change in runway and the somewhat unusual use of the same SID for both runways.jaunty17
jaunty17 But with a passenger like that, I could see why..... ;-)
Hello again J.
How have you found the reliability of the engines and airframe to be ? Any cancelled trips because of mechanical problems ?Do you have a Diamond maintenance facility close by?
As I understand, if you have certain failures like ECU, you need to have a technician come by with program software and cables to connect to the engine. For me, that would be a 2 hour flight for the fellow each way, because nobody local to service Austro engines. But was also told that the Pilot can work through a number of fault problems by checking the troubleshoot procedure in POH, and so clearing a number of faults on his own.
So do you think one needs to worry about frustrations of AOG downtime if no Diamond Service Centre close by ?
Alan Zee I consider the DA42-VI as a whole to be very reliable. I have never been stranded on the outbound leg, knock on wood. I have had a couple of starts delayed or cancelled due to mechanical issues, but never as late as at run-up and never due to engines. I've had one or two ECU warnings, but I know how to clear those myself (move the ECU selector to the failed ECU and back to auto). There has been, in my experience with both a DA40NG and the DA42-VI, a history of "false" ECU warnings that actually did not indicate any failure. They needed to be cleared, but no other action was necessary. I have to say the DA42-VI suffers far less, perhaps because they've trimmed in the electronics on the later engines, I don't know. My Austro mechanic is 1,5 hr away, flight time. That has not proven to be a problem. Actually, I haven't yet been grounded by engine issues. Not once in over 380 hours.
jaunty17 Was talking to a Diamond mechanic, and he told me the most important thing is that they fly regularly, meaning at least weekly, and one reason the flight schools do well with them (mechanically) is because the airplanes are always flying. And if you don't fly them regularly, you they will suffer more issues than a regular piston airplane.
How many hours/year are you doing ?
Glad to hear of your 380 hours without engine problems to ground you, and that you are able to do well with no service centre near by. I am also bearing in mind that you have the latest iteration of that engine, which is a bit improved even from the Austro variant in the NG.
Alan Zee Last year the plane did about 280h. I believe in flying a lot. Good for the plane, Good for the pilot! ;-)
thx for sharing, this mistake is easy "to do". I also double check the 23 dep to make it "right". But I don´t understand the problem with the right turn. The AP try´s to caputre the Lyd R277 what he should do after 1NM out of Biggin DME. The DME is in the middel of the RW and the turn start´s short after the RW. So it is maybe 0,5NM to early but not complete wrong?
CheshuntISF I know what you mean, it was supposed to take a right turn, anyway (actually the first leg is R277 DET). But was supposed to wait 1nm before doing it, so that was already unacceptable. But it kept turning way through 097, which should have been the desired track. I believe the AP was trying to follow the big right turn to pass over BIG (which is what the SID procedure for 21 does). That would have had me flying back over the airport, which really would not have been appreciated.
No I don´t think so. The 430 switch always to the "nearest" leg to activate. The 21 right turn is also not part of the database. It start´s with the R277 the 1NM DME Arc is only on the SID chart. I will try it at the SIM!
CheshuntISF You may be right. I didn't want to find out by seeing what happened, though.
The 430 Sim shows exact what I supposed. At the take off run on 03 with the 21 depature the BIG "overfly" get skipped and the R277 get activatet. So the avionic/ap would not try to make 270° turn. Oly try to itercept, to early of course. Easy made mistake. Always when I change things in the last moment something goes wrong or missed. Easy to make a mistake!
Top Notch tutorial
An honest mistake, lesson learnt.