The graphics are so good, I feel vicariously that I'm the first officer helping us fly. I am a stay at home father with a seriously handicapped son(57) at home and a wife with serious heart problems. Except for usual interruptions, I sit in the co-pilot seat and marvel at your keen flying abilities. Thank you for allowing me to fly with you.
Hi Greg, I saw the profiles for flying high on short flights. Does that take into account the gph burn to get to altitude? What about avg hour burn for the duration of the flight, t/o, climb out, cruise, descent and land? Once you get to alt, sure fuel savings are there, but to get to alt, are the savings still realized, I guess is my better question. 🙂
that's a math/physics problem (collect the data points, draw the curve, analyze the graph) calculus makes my head hurt, all those integrals and derivatives and calculating area under the curve, tangent points, approach to zero and infinity stuff that I forgot a long time ago.....
@@Moonrocket59 The essence of it is, the higher you are.. the less fuel the engine is burning, you are not sitting on 100% N1 power for the full climb out, not even close to that really. As you climb higher, you're fuel burn will be less, and less even though you are not on a cruise power setting. Plus, remember he climbing to FL410 in about 10-12 minuets, so really in the essence of the flight.. it is not a longer period of time he is sitting on that climb power setting. Then remember, on his decent he can pull the throttles way back from that cruise power setting, and finish the flight from FL410 to whatever for x number of NM way back on power.
Greg hi from Australia, I'm a low hour’s pilot who has watched everything you have on your channel, I have been living vicariously through you since I became sick 2 years back, anyway onto the topic at hand. People make good decisions just like yours all day every day in aviation, all around keeping the environment fluid, safe, convenient and courteous for all concerned. I cannot tell you how many times I’ve been on an active runway and the ATC have done just what you did here for all the same reasons. My old instructor was a legend in the RAF for years and then as a test pilot, 17,500 hours and he owned 26 of his own aircraft in his civilian life. He used to call what you did as a rolling response, that is to say, using your experience and taking into account the environment on the day if your response to traffic finds you a few feet out of place, as long as within 3-4 seconds of your Traffic Call being totally accurate “Then it Is” especially if you could engine off coast clear.. My mother used to have this great saying for people like this annoying guy… “If I want the pig to come in I’ll rattle the gate and I don’t remember rattling the gate”.....I forgot to mention.. your good for Aviation and the industry at large its quality people like yourself which inspires others to be better than they are..…. I cannot thank you enough, Cheers Sean's
P1D has an outstanding setup and editing capabilities. Cockpit's Wide-angles and detailed instrumentation views are a joy to watch and much educational. Thank you
Don't change anything Greg. The channel is brilliant, don't let a wet behind the ears mommas boy who thought he was being clever get to you or make you have doubts about what you post on the channel from now on or question youre flying abilities. Don't let the bastards grind you down. Onwards and upwards. From a fan in the UK🏴🇬🇧
@@ABC-rh7zc another viewer screwed him over with the FAA for saying he was clear of the runway when he wasn't, the call was made about 2 seconds early as he was vacating the runway after landing.
Keep doing what you’re doing! I enjoy your videos! I’m a blind person who has flown many hours with people, and most of it is in the right seat. Several of my friends I fly with have me talk on the radio, and your videos help me practice this. When the controllers give you instructions, I anticipate what the response will be. Sometimes, I even say it out loud. Since I don’t get to fly very often, I listen to air traffic control and UA-cam videos to keep up my radio skills. I hope one day I get to meet you in person. 🤝
Phewie talk about multitasking, I had heart palpitations just watching this incredible pilot doing his thing & narrating to boot. What a great experience that was for someone that likes both feet planted firmly on Mother Earth. Thank you for that...
This may be my favorite video you’ve made. I’m really enjoying how much you’re explaining the operation of the aircraft and what it all means. Long time subscriber, thanks for sharing your passion with the world!
The speeds in the pattern are incredible... hard to imagine turning to base at around 180 mph with the intention to land only a few moments later. Thanks for making the video.
Exactly, guess he needs to know position and type of piston aircraft in front of him because if he enters a left downwind and a Cessna 150 was turning from base to final at the same time, he would catch up to the Cessna before it could land and get off the runway.
I soloed on a J3 Cub in 1966 and retired 40 years later as a Senior Training Captain flying B747's for a Japanese cargo airline. Having filled three logbooks with many different types and some 20 000 hours I reckon I'm entitled to comment professionally on your 27 June video. When I watched your video of 16 May I remember thinking as you turned off the runway and called clear that you showed excellent airmanship and situational awareness considering the other two aircraft. I enjoy UA-cam aviation related videos and have seen many of yours. One aspect which has impressed me greatly was your consistently high degree of professionalism in a single pilot environment and so the FAA's decision in this regrettable incident did not surprise me at all. Unfortunately it is axiomatic that the few always seem compelled, for whatever reason, to spoil it for the many. Greg, should you decide not to continue sharing your experiences and expertise with the many it would be completely understandable and I wish you many happy and healthy years of aviation enjoyment. Alternatively, hopefully, the schmuck will be the only loser and we all can continue to enjoy and learn from your videos and ride along with you.
@Fuzzy ButkusYou really need to lighten up, no one made you read the comment. The OP made valid observations based on real life experience. You obviously don't understand the serious threat the report to the FAA could have had on the business run by Greg, if you did you wouldn't have posted such an inane response.
That is cool. Since I'm just a "blu sky pilot", I'm always afraid of pissing you guys off by not being quick enough on the readback or getting it wrong. I know you are super busy with all of your commercial flights and don't have time for babysitting guys like me who ask for flight followings... Thanks for your patience!
David ONeill was not a subscriber prior to hearing this clip. A coworker sent me the link saying he thought it was me. I totally remember this flight too. I called the previous controller to me, the female controller, and stopped him @FL330 for traffic ahead. Thats one of the reasons this situation/call sign rang a bell.
Mark Christian no worries! With my airspace being roughly 110 and up around the Chicago area, my work area doesn’t see too many VFR call ups. When we do though, we greatly appreciate tidy requests on initial call. Makes your request and our jobs easy for everyone. Side note, was a controller in the USAF prior to FAA in the panhandle of Florida. Definitely got tons of VFR call ups and flight following down there around restricted and FAA Part 93 airspace.
I don’t know if someone already answered this, but the N1 is a reference digit based on some factory engine, this is a theory that I was told. So pretty much all engines that’s built after the ref engine, is going to produce more than 100%, since the engines are constantly updated. Also I like these videos that’s edited in a way, that the instruments are shown a lot. Keep it up!
As an experienced retired airline pilot and flight instructor I still really enjoy watching these videos. You are tops Greg and I learn new stuff every time.
*Greg, we love all your added cameras and now we feel like a viewing co-pilot. This will be exciting!* *P.S. don't scare us with mistakes!! haha* *The explanations giving with the dials and knobs etc. really helps us to understand the intricacies of flying the jet was more helpful than any other pilot has given, including Steveo1.* *You explain it in more detail making it more interesting without having to look up the dials to know what they do, Thanks Greg!* *(Eat Your Heart Out Steveo)* *That was the best fly along and by the way, and your beard looks great!! ;-) ... Thanks Greg!!*
Well, after riding along for 40 minutes or so, we landed and when I stood up, I was still in my kitchen. Very professional execution of that flight sir. Oh, and I really liked Candelion at the end too.
Well done! FMS / MCP integration, which you demonstrated and explained well, in your limited time, was a major paradigm shift when I was transitioning from LRJet (20 series) /B-727/DC-8 to B-757/767 for me. Having spent 35 years in a CRM / dual pilot environment, I’m amazed that you presented so well! You demonstrated; helpfulness and patience with ATC , good communication skills, and safe flight procedures to your audience . We, ALWAYS, backup visual approaches with ILS or VNAV data. - Cpt Boeing 757/767, 11,0000 hrs in type.
Sierra Foxtrot me too, but I cannot think of a pilot that wouldn’t transparency is essential. A pilot confused, who doesn’t then hand over to his/her fellow pilot, is unlikely to survive long. Admitting to yourself, is like hitting the re-evaluate your situation button, and will save your life.
Thanks for your service, I'm a Vet as well and still working as a controller. Your professionalism is amazing. We all make mistakes. Always enjoy your videos!
I miss flying. Im in the road across the country and can't bring my sim. Without the real thing or my sim, your videos give me my fix. Entertaining and educational. Well done! Thanks!
Greg, I am frustrated for you, and I hope you will let it go and keep posting videos on UA-cam. I left General Aviation flying at 200 hours PIC when I was financially struggling to stay current. Now that I am retired as a former Crew Chief for the USAFR [C-141B & C-17A], I am living vicariously through you and your videos. After your "FAA complaint" video of 6/27/20, I was motivated to logon tonight, hit "Subscribe," and the "Alert Bell" as I hope you will shake off the student pilot complaint to the FAA. [You said you displayed "Airmanship" and "situational awareness." I would agree and add "courtesy," which is so lacking in this time.] You exhibited good judgement! Let me encourage you to keep sharing as, while I have some envy of your success, I truly am happy for you and what you have been able to do with your talents and skills. Be encouraged, keep teaching and inspiring guys like me to get back into flying. V/R, Joel
Panel close-ups were great and there have been some where you split'-screen with the PFD and the approach out the wind screen. Really enjoyed that. Thanks for all the information.
Very much enjoyed this. I can only watch guys like you and dream. I'm 65, the son of a WWII USN aviator. Dad flew for near 30 yrs. I've the utmost respect and admiration for guys like you. Keep it up!
Greg, you do a nice job of explaining things! 👍 I enjoy the Jet education. I love your Indy Exec base airport, especially the over-hang when it's raining, its my favorite fuel stop in my Cherokee Challenger 180 from the Cleveland area, (1G5), to the St Louis Spirit Airport. Also the FBO are very friendly and helpful. Keep the VID's coming! Don/NE Ohio 😊
Greg, you're a terrific pilot and an all around stand up good guy. I appreciate the connection you made with me on LinkedIn and follow your company. I couldn't believe that some idiot would question what you did AND report it to the FAA. If he had asked the question of "I noticed you called clear a few seconds before being clear. Help me learn - could you explain what your thinking was?", he could have established a potential relationship with you and he probably would have learned something. Instead he had to join the ranks of internet trolls and report you to the FAA. I was able to find your rebuttal video online after searching for it, and your statements were spot on. While not a pilot myself, I follow aviation extensively and do have training experience. Helping that pilot holding short know he was clear to begin advancing the throttles was the right play to help him get out of the way of the guy about to turn final. I hope that the guy that reported you grows up and realizes what a small individual he just showed himself to be. Please know that you have a deep and dedicated fan base that enjoys every minute we can spend in the virtual cockpit with you. I hope this doesn't change what you do with videos, but I wouldn't blame you if it did. Best to you, sir.
Perfunctory nit picking is often a substitution for understanding, experience and in some cases driven by jealousy. May Karma dictate they be nitpicked forever. I have made the same clear call when I know am mostly through the turn and have the momentum to clear regardless and ironically, much, as a courtesy to those waiting. "We are all in this together" used to be much more a reality in aviation than today. The bureaucrats and amateur lawyers...gotta love then.
You have been an inspiration to a lot of people. I am not a pilot nor do I have the skills to be a pilot I just like watching your skills and professionalism . So I just want to say thank you.
Pretty amazing how everything runs so smoothly and quietly I thought there would be more turbulence. Really really enjoyed watching this video I think I’ll subscribe.
Always fun to have my morning coffee and watch one of your videos. Couple of observations. When I saw the chart load failure on the center flight display, I winced, instantly thinking, oh oh, there's a 50 Grand repair coming.. *whew* As you pointed out, ATC is quiet. Here in Canada, the two biggest airlines, Air Canada and WestJet have cut flights by 95 and 90% respectively and do not expect to see any dramatic increase over the next 12 to 18 months. Air Canada announced it is laying off 20,000 cabin and flight crews until further notice. WestJet has announced 4,700 layoffs over the past 3 weeks. Frieghters are now the largest Canadian flight segment ATC handles. I've read that American, Delta and United along with regionals, are looking at up to 100,000 layoffs that could last 2 years. 6 months ago, pilots were in tight supply with airlines fighting to hire them. Today, the global furlough is estimated to be 160,000+ pilots. It's becoming painfully clear some carriers aren't going to make it. Even Netjets / Flexjet crews are becoming very worried. I was happy to hear your "full stop" call on final to Indy Exec. It maybe a natural Air Force habit, but it's always a good one to use at all times at all uncontrolled airports. I taught my students to declare intentions during entry to the downwind and again during the turn onto final. Aircraft on the ground, start up at different times and may have not heard the first call during an aircraft downwind leg. Military trained pilots I flew with had the same Coms habits you have. Very consistent and always clear. I was lucky to learn from some of the best Air Force and Naval aviators on the planet. Until the next morning cup of joe, have a nice flight and stay safe!
Excellent video. My pilot friend who operated an air taxi and cargo service for decades explained his job to me this way. It is endless hours of pure boredom laced with periodic moments of sheer terror.
Great the video .. Love the way you go through all the controls and the screens .. Best i have seen on youtube so far .. I will be watch more of your videos from now on.
Black Wolf There’s only one Purdue University-West Lafayette, Indiana! There are a few satellite locations, but the W. Lafayette campus has the Purdue Airport and jet propulsion lab.
Amazing ..... You seem to be confortable to fly this beast with no A/T , and no copilot. For many , it would be like ....mission impossible.... Cheers from France america
These airplanes aren't that hard to fly, once you get the hang of it. The automation is astounding. If you lose the automation or have some other major system failure, then it can get demanding very quickly. Of course, the ever present challenge is Mother Nature. She can make you wish you'd stayed at home sometimes! Haha
I'm a sportbike/gearhead, but I'm finding myself getting into flying. I think just owning an ultralight would be super cool. My brother in law is a Delta pilot and knowing that he's basically doing exactly what you are in this video is very impressive! To me it looks like sensory overload with all of those instruments you have to watch. Awesome video!
Back in 1986, I was on a Piedmont 737-201 from CLT to ORL that was changed to drop off some passengers in Augusta late at night. Weather was winter clear. The pilot left Atlanta Center after reporting Augusta in sight and ran a "perfect" visual to... um... Daniel Field with 3800' runway in downtown area. The beacon at Daniel was much brighter than Bush, the correct jet airport. As a pilot who knew where we were and had to watch it unfold from the back, THAT is why I appreciate your comment about backup instrument verification of your approach and landing. We were lucky the locked up brakes and good rubber on the 737 got us stopped just before we entered the gas station off the end of the runway.
great video. In the first video of yours that i watched (a couple years ago?), you didn't talk at all... for me, the way you talk through everything now makes the content much more interesting and informative. Thanks for sharing!
17:47 From what I've been told, that's 104.4% of the *original* design MCT of that engine model. Between tests of the engines as they've actually been built, and minor component upgrades that aren't significant enough to bump the model number, they've determined it can tolerate that extra 4.4%.
This is correct. Many engine systems have an initial design rating that gets uprated either due to real world testing or slight improvements. Its a consistency thing to move the limit rather than change the rating. Also less paperwork. The shuttles engines are my favorite example of this, I think its now up to 112.4% for SLS.
But I have to say that except the autothrust , Premier got everything. Amazing machine, and flying single pilot can be very demanding at times! Great job!
You did absolutely nothing wrong. In fact you provided a courtesy to another pilot and helped ensure safety. I’ve been a controller for 15 years and a type rated professional pilot in many jet and turboprop aircraft for the past 25 years. I can assure you we as controllers use anticipated separation daily. For those of you that don’t know pick up a book and get some flying time... a lot of flying time before judging someone’s technique. Thanks for keeping your cool and providing an excellent opportunity for this young man to learn what the brotherhood of aviation is and how it should work. We learn every single day.
Sir I enjoy your Videos. I’m a resident of Carlsbad. My Boy is a 19 year veteran of the Air Force. He currently is flying with Cal Air Guard and in flight School for C-130. Thank You
Congrats for the quality of your videos. Impressive! Well, about N1, if I remember well 35 years after leaving the flying school, 100% represents the nominal static thrust at sea level and standard atmosphere (29.92 in & 15°C). Rotation speed of the fan is not limited to 100% but this figure is the consequence of the limit of other components (low / high pressure compressors, turbine temp, etc...). If , as an example, the ITT for a given thrust is lower due to atmospheric conditions or speed, hence the N1 will increase when pushing the levers to the ITT limit. My quite large experience as an airline captain shows N1 limits in excess of 115% for some GE CF6 engines (DC10-B747-MD11). Pratt & Whitney are usually driven by EPR.
Nice answer, Antoine. I scrolled before replying myself to see if someone else had already answered. P.S. CF6 is a good engine IMHO. Changed a few of those on DC10s (-10 and -30 series) for Emery Worldwide Airlines many years ago. Even replaced the #2 (tail) engine outdoors in a freezing rain storm once. I think they were CF6-6 on the -10 series and CF6-50 on the -30 series airframes if I remember correctly. Really liked working on those. Cheers!
An UPRATED version of the FJ44-1 is the 2,300 lbf (10 kN) thrust FJ44-2A, was introduced in 1997. It has a larger 21.7 in (550 mm) diameter fan, with two additional booster stages to increase core flow. Owing to stressing considerations, the centrifugal compressor is throttled-back aerodynamically to a lower HPC pressure ratio than the -1. Other features include an exhaust mixer and an electronic fuel control unit. So most probably they could increase the RPM from a 100% basis on the -1 up to something higher... this is why you find a value higher than 100% on the N1. I hope this could help.
Thanks for the explanation. Now, I can go ahead and hang my laundry on the clotheslines, beautiful hot and sunny day in South Florida. Just a little humor. How can I tell the difference between a DC-10 and an MD-11? Easy; look at the hubcaps. Be blessed and fly safe!!!
Micaiah, let me give you a piece of advice. Greg is in a position that would benefit you more than you benefit him. Company, finances that come with the company, plane, and experience. Moving forward in life, pick your battles a little more carefully. While nobody knows for sure except for Greg’s circle, he probably could’ve wrote a check from the small expense account that the office staff uses to buy pizza on Friday’s to fund your flight training if you would’ve used networking capabilities instead of your ego.
@@kevincollins8014 he keeps changing his UA-cam user name now but this is the link to the account he used to post that original comment ua-cam.com/channels/BWvQ0-X7ZBU_fdsbC5ifqw.html
When I start in 1988 it was so cheap. $25hr for instructor and $45 for Cessna The 172 cost $65-75 Today’s prices. I’m afraid to even look. But I will. $87hr for instructor $145hr 2seater. The 172 cost $175-185hr. Wow. Times have changed.
Ted Gray the AIRSPACE from Ks to California was just insane. Then just to take off took extra 20 minutes easy just to get up. Vs Fullerton airport. But SNA was a great school and the fun of landing next to the commercial boys was exciting. Except for the bird strike and busted windshield I darn near peed my pants. But my best Lansing. Did a short approach and I mean short. When I turn final I darn near landed. I came in way to tight but I was freaking out. Usually it’s least a 1/4 mile final get all lined up and decend. I did all that on my downwind and left base. It was cool
First off, this was an excellent video, thanks ! Greg, I've followed your channel for quite a while. I'm back in town and getting caught up on your videos so please excuse my comments coming far after the fact. I saw your post about what happened. Your qualifications and proficiency as a pilot is unquestioned. Unfortunately, we've all met people compelled only to find flaws in anything and everything no matter how inconsequential or minute. I feel privileged to be able to watch your exceptional videos. I sincerely hope you continue entertaining the 99.9999999% of us who very much enjoy and appreciate what you provide to the flying community as a whole.
I have no experience of and very little knowledge about flying apart from holding the stick in a helicopter in flight for about 15 minutes years ago, but I love aviation videos. Yours are very professional and informative, but at the same time pleasantly relaxed. Cute wee plane, too.
Yeah, it's always good to have a backup so you know where you're landing. Back in the 60s before I knew her, my wife was doing her first cross country from Phoenix to Tucson. When she landed she couldn't figure out why these jeeps full of men with guns were coming out to meet her. Yep she got confused and landed at Davis Monthan. They escorted the "cute young thing" to the ladies room, gave her a stern warning and sent her on her way. Can only imagine what would happen today in that situation. Thanks for another enjoyable informative flight.
Yep...it happens. Flying from downstate Illinois in the early seventies, I reported 10 miles out and then downwind at Dupage only to realize I was at Aurora (near Chicago). That took some explaining...
As a non-pilot, I've always wondered why there aren't visual or electronic identifiers at airports that would help prevent unintentional landing errors. I realize a lot of GA will not have electronics but it looks like they could put some sort of ID on approach paths not too unlike off ramp and gate IDs. Then again, maybe it happens so infrequently that it's just not necessary.
17:00 - 18:35 The N1 turbine speed is running at 104% I believe because it is probably being controlled by an EEC (Electronic Engine Control) Unit, which would control engine temperature according to an internal schedule programmed into it. The Boeing 737 that I just retired from flying quite frequently exceeded 100% N1 and/or N2 RPM, which was controlled by the EEC on the airplane. N1 (the Low Pressure Compressor/Turbine had a max 105% RPM limitation; the High Pressure Compressor/Turbine was limited to 104% max) With regard to the high engine temperature indications for start and continuous operation, it would depend on where the temperature probes are located within the turbine engine. The 737 uses an EGT (Exhaust Gas Temperature), which sits between 520 - 560 degrees C in cruise and is limited during engine start to an EGT limit of 725 degrees C, because the probes are located within the low-pressure turbine section located much farther back on the engine, closer to the tailpipe/exhaust nozzle. The Premier jet apparently uses ITT (Inter-stage Turbine Temperature) for its engine-monitoring indicators. These probes would be located much closer to the combustion area of the engine, and thus would be subjected to much higher temperatures. Some models of the Garrett TPE-331 turboprop engine used on older commuter and corporate aircraft use ITT as the indication of how hot it is within the engine for power management. We saw ITT's approaching 900 degrees C with those engines. Great video!
As an avionics L.A.M.E., the job I hated the most was changing a faulty EGT harness, you can't just change a probe, the entire harness has to be replaced (on the engines I worked on), and because of the extreme heats they operate in, the EGT harness had a high failure rate.
Observations from my couch: P1D reports turning final; 3256W (probably doing touch 'n go's) reports crosswind; P1D crosses the threshold; 3256W reports downwind; Comanche reports taking active runway and hold; P1D reports clear of the active; Comanche rolls and departs NE; 3256W lands. Apparently, the Comanche was in a bit of a hurry- but perfectly legal. P1D made the right call in order to expedite the Comanche's departure--albeit a second or two too early. P1D courteous: Guilty P1D situationally aware: Guilty P1D an exemplary human being for sharing videos and knowledge: Guilty as charged...
Sir, please don't let others misguided attempts to tarnish your reputation that are Perhaps motivated by their own deficiencies to bring you down to their subterranean level. Two things to keep in mind, firstly Misery loves company. Second, and more importantly for all whom which to cause you any troubles is that even if you only had spent only one hour flying the F - 15 you achieved the most heroic and selfless act a person can ever do. You made a commitment and then followed through to protect others from perils by putting yourself in harm's way for the benefit of others safety and defending the principalities of freedom. You did it not for just one hour in the cockpit but 1000 hours, not to mention the untold hours of hours of training in preparation for flight. I can't speak for everyone but I owe you a debt of gratitude for your service Thank You, Goodluck and Godspeed in all that you do. - C V, USAF veteran
I'm not a pilot. Greg has taught me: how good airmanship, common sense and FAA regs work together. how waypoints and an FMS work. how seasoned pilots IFR to minimums...and on and on. I hope trolls do not disrupt this conversation he has with aviation enthuiasts.
Greg, I've been subscribed and following/watching for less than a month, just happened across one of your videos and hooked. Love the explanations in flight and especially appreciate the mentoring of younger pilots/trainees. I grew up in Noblesville and attended Noblesville High School in the late seventies when they had a very nice aviation department under the leadership of Don Roberts (R.I.P.). He and some of the other teachers would take us up in their personal planes to foster interest and inspire students to pursue aviation careers. My biggest regret is not having followed his advice. I rather followed in my dad's footsteps and have been a skilled tradesman for the past 35 years, no regrets in that of course. Mentoring young enthusiasts in any skilled or professional field is so crucial, and I must say rare these days. It's actually difficult to find young folks that are hungry to learn skilled trades. Based on comments you inspire many with your videos, even us older enthusiasts as I'm sure you know. Please keep up the fantastic work with your channel and please know that you are doing a tremendous service with all your efforts both on the web and with your very professional interactions with young folks. Well done!
Excellent video. Typically we learn more from our mistakes than anything...if we survive! ATC, thank you for your service. We especially love you when you save our butts. To this pilot: I think you did a masterful job in this situation. Just to think, pitot heat of all things. That's why we need it. Such a simple remedy and we, me included, sometimes take for granted the simple things that make a big difference. I know you were having fun because I could feel your heart rate and blood pressure! Just watching got my adrenaline going. I also felt your relief when you saw that big 15! Well done, thank you for sharing, nice airplane and God bless.
Hey Greg, this was the best video I’ve ever seen on UA-cam!! You just gained another subscriber. I was a jet engine mechanic in the Air Force from 85-95 and once aviation gets in your blood, it then seeps into your soul and it’s with you forever! I really miss it bad and I started working on my pilot trying while I was in and stationed at Eglin AFB but didn’t get finished and figured I would get going again once PCS was done and I settled in again but didn’t get back to it in a timely manner and then was injured at work that tore myself up really bad and now there’s no way to ever pass an FAA physical so I have to live thru other guys like you now. You don’t know haw satisfying it is to heat your jet spin over, listen to the engine come to life when it lights off and the sounds that bring back a flood of memories when you throw the throttles to max for takeoff, only thing missing is the smell of the jp-4. I worked most of my time in flightline support, trim pad, & test cell. I had my run license in order to troubleshoot your engines on the trim pad as well and that is where it had really taken control of my body and soul, sitting in the pilots seat, running from idle to max + burners on the trim pad and all I was missing was the ability to uncable the jet and have the freedom to actually take it up and now it’s back to only being a dream again. I worked on the 15’s & 16’s, 141’s and I’m sure you have fond memories of the tweet and the T-38’s. I received an incentive flight in the 15 at Eglin AFB when I won Mntc Person Of the Year in 1989 for the 33rd Tac Unit at Eglin. That flight was almost 2 hours long and was the most amazing experience of my life!! I always did have respect for you guys but after that flight and experiencing what you guys go thru up there it increased tenfold!! Great channel Greg!!! I’m looking forward to many more flights with you sir! Thank you so much for the ride along, I truly appreciate it!! Stay safe up there!!
Awesome Don! I know what you mean, I am C-141B Flight Engineer Veteran and there isn't a day I don't think about my Air Force days! I was treated so well while in the Air Force and I was fortunate to get the job I wanted and my bases of choice. I felt someone in the higher up was watching over me! I was stationed out of McChord, Washington, so I flew predominantly over the Asia Pacific & Middle East. LOTS of missions to the land of down under and that neck of the woods. Glad to see another Vet here! 👌😎
Mishka Dean ah man, Mishka!!! I was getting ready to cross train from being a jet engine mechanic to being a Flight Engineer. I had already transferred from F-15 & F-16’s to C-141’s and had been on those for a couple years but then we had a conflict pop up out of nowhere and it wasn’t named until we where over in Spain and heading to Saudi Arabia and my school got canceled until further notice. There isn’t a day that goes by without me thinking about everything also. I loved the Air Force and wish I was still there today and is my biggest regret in life not staying in. Take care Mishka!!! Stay safe out there buddy!!
@@1982MCI My feeling exactly, I wish every day I had stayed in as well. Unfortunately when they retired the C-141, they didn't offer to cross train me on to the C-5 or C-130, so I chose to get out rather than go back to my old ground mechanic job. That was a big mistake, I'd be drawing my military pension now...LOL.... (please remove inserted boot from my ass as appropriate)..😋😂
I was wondering about that circus of a route they gave you, there’s no traffic up there! You’ve gotta be loving the ‘expect FL350 ten minutes after departure’ lately. I live under approach to AUS and EDC from the north and it’s shocking to rarely hear aircraft or see contrails. The squirrels are out in force however.
andrew hontz , I live down in Onion Creek and right under the westerly approaches to 35L and 35R at KAUS. I used to hear aircraft come overhead at 2500 to 5000 ft all the time and never really notice them. Well except when BA was using a 744 to fly the daily to Heathrow, since in the summer they needed every foot of the 12000 feet that 17R offers. When that beast flew over climbing out the house rumbled. But since air traffic is gone it is actually kind of noticeable when someone comes overhead. When I check my ADIS, it’s not uncommon to see more GA then commercial flights.
As explained to me once, max N1 is usually set to 100 percent when the engine is first developed. As time goes by, engine manufacturers make modifications that exceed the original standards. So when N1 displays more than 100 percent and you are not showing a caution message, you are still operating within the new normal limits for the engine. Rather than go through all the avionics and re-calibrate their readings of a new 0-100 percent range, they just leave it as is because it's easier to leave the original algorithms in place. I'm not a mechanic or an avionics guy. I'm a piston pilot that hangs out at the airport too much. I could be completely wrong.
I am so grateful that I have found your channel. You keep us newer pilots inspired. I am currently working on my private ratings again, and hoping to someday finally get my Commercial, Multi Engine, and Instrument Ratings with eventually acquiring some jet transition training. I had an instructor several years ago that was not interested in helping students, and cost me a lifetime dream. Please keep inspiring younger pilots to chase their dreams.
No check-ins, no N-95 needed, the next two years will really illustrate the business advantages of 390GM. plus the peace of mind for family. In another month or so it will all be cleared as filed and climb direct to 35,000
Good Morning! I watched this as i was doing the breakfast dishes and was delighted when you touched on one of the pilot accepted mysteries of turbine operation; more than 100%. More specifically, why more than 100% is normal. I'm anxious to see if a Williams engineer responds. To me, just recalibrating the numbers to 100% seems logical.
The engine is performance rated when its model is first created. As tweaks to design/performance occur through the engine model's life, the baseline 100% is maintained. The problem with re-calibrating numbers is that flight characteristics should be uniform across a type. If a new plane needs an engine swapped, and only older ones are available, which 100% is "correct"?
Thanks for the informative illustration on flying your plane ,you show a lot of confidence and 38:05 enjoyment in flying which I suppose comes from your military training ,keep up the good work .
@@pakkiaman2 earlier in the year, some student pilot with a go fund me page for his lessons, thought he knew better and reported greg for declaring clear when on the runway, but there is a rule that allows common sense, greg would of been clear before the waiting plane got going, and he did so as to not hold up traffic that was holding
@@BigBadLoneWolf I noticed that and remembered my instructor years ago chewing my butt when I did that. That's stayed with me for all my flying years.... But, Greg is a great pilot. He was in no way a danger to the other aircraft.
constructive criticism should never be disregarded or you gain the impression you are "entitled". If you are famous or experienced or a diplomat, that thought can get you killed. If you are attacking someone you are jealous of, that is a different situation, and I agree "get a life". I understand one of the largest loss of life aviation "accidents", was created by a pilot who thought he was entitled.
I think that this is your best video yet, from the multiple camera views, especially of the glass panel, and your explanations of everything that you are doing and why, to the sound of the engine starts while watching the confirmation on the glass panel. As a former military flight surgeon with multiple CFI certificates, I definitely understand the "must be the military in me". This video allows me the fantasy of being in the left seat again. Thank you so much.
Great Video! You have a wonderful way of explaining how the systems work under a single pilot workload. My Beechcraft Musketeer of 20 years is not so complicated. Thank you for the education.
First of all thank you for your service. Wow this is one of the most informative and interesting videos I've ever seen on UA-cam. Bravo sir. I couldn't imagine having the skill set to be a pilot. Just wow!
I just found your channel and I love it! I took about 14 hours of lessons 10 years ago and my instructor ALWAYS called clear before we were. I did ask him about it and he explained it was a courtesy to everyone behind us, momentum would clear us if the engine died that second. Its sad there are so many crappy people in this world.
The graphics are so good, I feel vicariously that I'm the first officer helping us fly. I am a stay at home father with a seriously handicapped son(57) at home and a wife with serious heart problems. Except for usual interruptions, I sit in the co-pilot seat and marvel at your keen flying abilities. Thank you for allowing me to fly with you.
Man this broke my heart 😢 Good luck with all
Yes, 2 broken hearts. Great that you can "pilot" with him. My best, Utah
Many have asked about why fly so high on a short flight. Check out the info section for the answer.
Hi Greg, I saw the profiles for flying high on short flights. Does that take into account the gph burn to get to altitude? What about avg hour burn for the duration of the flight, t/o, climb out, cruise, descent and land? Once you get to alt, sure fuel savings are there, but to get to alt, are the savings still realized, I guess is my better question. 🙂
@@Moonrocket59 I second the question. I am one of the viewers who asked about it in the previous video.
that's a math/physics problem (collect the data points, draw the curve, analyze the graph) calculus makes my head hurt, all those integrals and derivatives and calculating area under the curve, tangent points, approach to zero and infinity stuff that I forgot a long time ago.....
To get above the weather
@@Moonrocket59 The essence of it is, the higher you are.. the less fuel the engine is burning, you are not sitting on 100% N1 power for the full climb out, not even close to that really. As you climb higher, you're fuel burn will be less, and less even though you are not on a cruise power setting. Plus, remember he climbing to FL410 in about 10-12 minuets, so really in the essence of the flight.. it is not a longer period of time he is sitting on that climb power setting. Then remember, on his decent he can pull the throttles way back from that cruise power setting, and finish the flight from FL410 to whatever for x number of NM way back on power.
I really enjoyed the panel close-ups and the detailed explanations of switches and procedures. I look forward to more of that if you’re so inclined.
Glad you enjoyed it!
can you pls explain gradually ifr through the display gauges
Same here.
Man, I love this channel. Sure wish you had time to release more content. Thanks for the video.
Greg hi from Australia, I'm a low hour’s pilot who has watched everything you have on your channel, I have been living vicariously through you since I became sick 2 years back, anyway onto the topic at hand. People make good decisions just like yours all day every day in aviation, all around keeping the environment fluid, safe, convenient and courteous for all concerned. I cannot tell you how many times I’ve been on an active runway and the ATC have done just what you did here for all the same reasons. My old instructor was a legend in the RAF for years and then as a test pilot, 17,500 hours and he owned 26 of his own aircraft in his civilian life. He used to call what you did as a rolling response, that is to say, using your experience and taking into account the environment on the day if your response to traffic finds you a few feet out of place, as long as within 3-4 seconds of your Traffic Call being totally accurate “Then it Is” especially if you could engine off coast clear.. My mother used to have this great saying for people like this annoying guy… “If I want the pig to come in I’ll rattle the gate and I don’t remember rattling the gate”.....I forgot to mention.. your good for Aviation and the industry at large its quality people like yourself which inspires others to be better than they are..…. I cannot thank you enough, Cheers Sean's
Love watching your channel. Being a ex-private pilot, your commentary and video work is a real joy to watch. Thank you...
P1D has an outstanding setup and editing capabilities.
Cockpit's Wide-angles and detailed instrumentation views are a joy to watch and much educational.
Thank you
In my opinion this pilot is a pro’s pro. If I ever wanted to learn to fly, it’s a pro like Greg that I’d look for. Thank you for your videos.
Thanks for delving into the FMS and autopilot modes. And as always, displaying impeccable airmanship!
Don't change anything Greg. The channel is brilliant, don't let a wet behind the ears mommas boy who thought he was being clever get to you or make you have doubts about what you post on the channel from now on or question youre flying abilities. Don't let the bastards grind you down. Onwards and upwards. From a fan in the UK🏴🇬🇧
Great channel and keep going, watching from Ireland.
Leigh James kk
I'm watching in Ireland too. Come back to us Greg.
what did I miss?
@@ABC-rh7zc another viewer screwed him over with the FAA for saying he was clear of the runway when he wasn't, the call was made about 2 seconds early as he was vacating the runway after landing.
Thank you, Greg, for your professionalism. All of us who follow you can only dream about what you do.
Really enjoyed the talk through of the panels and display, thanks for sharing your excellent presentation.
Me too. I used to fly but had to give up due to old age reasons. I really miss shooting approaches, and that transition to/from flight.
@@xfactor7581 pppppppp
Keep doing what you’re doing! I enjoy your videos!
I’m a blind person who has flown many hours with people, and most of it is in the right seat. Several of my friends I fly with have me talk on the radio, and your videos help me practice this. When the controllers give you instructions, I anticipate what the response will be. Sometimes, I even say it out loud. Since I don’t get to fly very often, I listen to air traffic control and UA-cam videos to keep up my radio skills.
I hope one day I get to meet you in person.
🤝
This type of information is excatly what I love about this channel.
Phewie talk about multitasking, I had heart palpitations just watching this incredible pilot doing his thing & narrating to boot. What a great experience that was for someone that likes both feet planted firmly on Mother Earth. Thank you for that...
This may be my favorite video you’ve made. I’m really enjoying how much you’re explaining the operation of the aircraft and what it all means. Long time subscriber, thanks for sharing your passion with the world!
Loving the 360 camera! Great use of moving it so we can see through the co-pilot’s view point.
My question...who or what is controlling the pan/tilt camera in the co-pilot seat? It seems to know where to go (aim) and when.
@@bikerg650 I'm sure all that panning and zooming is done in the editing. Those 360 cameras are pretty cool.
One of my favourite videos of yours. I liked how you explained the panel shots, very informative. Thanks Greg!
Glad you liked it!
Greg, you are so top notch! I really appreciate the class and education you bring. Please don't let one bad apple ruin it for everyone! Thank you sir!
Camera work and commentary make your videos super entertaining and educational for us flight simmers. TY for producing these vids!
The speeds in the pattern are incredible... hard to imagine turning to base at around 180 mph with the intention to land only a few moments later.
Thanks for making the video.
Exactly, guess he needs to know position and type of piston aircraft in front of him because if he enters a left downwind and a Cessna 150 was turning from base to final at the same time, he would catch up to the Cessna before it could land and get off the runway.
I soloed on a J3 Cub in 1966 and retired 40 years later as a Senior Training Captain flying B747's for a Japanese cargo airline. Having filled three logbooks with many different types and some 20 000 hours I reckon I'm entitled to comment professionally on your 27 June video.
When I watched your video of 16 May I remember thinking as you turned off the runway and called clear that you showed excellent airmanship and situational awareness considering the other two aircraft. I enjoy UA-cam aviation related videos and have seen many of yours. One aspect which has impressed me greatly was your consistently high degree of professionalism in a single pilot environment and so the FAA's decision in this regrettable incident did not surprise me at all.
Unfortunately it is axiomatic that the few always seem compelled, for whatever reason, to spoil it for the many. Greg, should you decide not to continue sharing your experiences and expertise with the many it would be completely understandable and I wish you many happy and healthy years of aviation enjoyment. Alternatively, hopefully, the schmuck will be the only loser and we all can continue to enjoy and learn from your videos and ride along with you.
@Fuzzy ButkusYou really need to lighten up, no one made you read the comment. The OP made valid observations based on real life experience. You obviously don't understand the serious threat the report to the FAA could have had on the business run by Greg, if you did you wouldn't have posted such an inane response.
Fuzzy Butkus
Get a real life!
Hey, you're talking to me @15:30 - 20:00 on freq 118.22 (Chicago Center). Super cool!!
Very cool, were you already a Golf Mike subscriber and knew who you had at the time?
That is cool. Since I'm just a "blu sky pilot", I'm always afraid of pissing you guys off by not being quick enough on the readback or getting it wrong. I know you are super busy with all of your commercial flights and don't have time for babysitting guys like me who ask for flight followings... Thanks for your patience!
Any idea who he was talking to, the female after that? She sounds a bit like the wife of 310 Pilot, I know Kevin and Jaime are ATC in your area.
David ONeill was not a subscriber prior to hearing this clip. A coworker sent me the link saying he thought it was me. I totally remember this flight too. I called the previous controller to me, the female controller, and stopped him @FL330 for traffic ahead. Thats one of the reasons this situation/call sign rang a bell.
Mark Christian no worries! With my airspace being roughly 110 and up around the Chicago area, my work area doesn’t see too many VFR call ups. When we do though, we greatly appreciate tidy requests on initial call. Makes your request and our jobs easy for everyone. Side note, was a controller in the USAF prior to FAA in the panhandle of Florida. Definitely got tons of VFR call ups and flight following down there around restricted and FAA Part 93 airspace.
I don’t know if someone already answered this, but the N1 is a reference digit based on some factory engine, this is a theory that I was told. So pretty much all engines that’s built after the ref engine, is going to produce more than 100%, since the engines are constantly updated. Also I like these videos that’s edited in a way, that the instruments are shown a lot. Keep it up!
Fantastic explanations of the workings of a really great aircraft.
Hope everything is well with you and your family Greg! Safe travels.
As an experienced retired airline pilot and flight instructor I still really enjoy watching these videos. You are tops Greg and I learn new stuff every time.
*Greg, we love all your added cameras and now we feel like a viewing co-pilot. This will be exciting!* *P.S. don't scare us with mistakes!! haha* *The explanations giving with the dials and knobs etc. really helps us to understand the intricacies of flying the jet was more helpful than any other pilot has given, including Steveo1.* *You explain it in more detail making it more interesting without having to look up the dials to know what they do, Thanks Greg!* *(Eat Your Heart Out Steveo)* *That was the best fly along and by the way, and your beard looks great!! ;-) ... Thanks Greg!!*
Always wanted to fly; think it best I didn't! Love flying with videos!!! What an incredible experience!
Well, after riding along for 40 minutes or so, we landed and when I stood up, I was still in my kitchen. Very professional execution of that flight sir. Oh, and I really liked Candelion at the end too.
You really packed in the teaching tips for such a short flight. One of your best! Keep the great instruction, camera work, and editing coming. Thanks.
Well done! FMS / MCP integration, which you demonstrated and explained well, in your limited time, was a major paradigm shift when I was transitioning from LRJet (20 series) /B-727/DC-8 to B-757/767 for me. Having spent 35 years in a CRM / dual pilot environment, I’m amazed that you presented so well! You demonstrated; helpfulness and patience with ATC , good communication skills, and safe flight procedures to your audience . We, ALWAYS, backup visual approaches with ILS or VNAV data. - Cpt Boeing 757/767, 11,0000 hrs in type.
I applaud you’re admitting the mistake, many pilots wouldn’t !
Sierra Foxtrot me too, but I cannot think of a pilot that wouldn’t transparency is essential. A pilot confused, who doesn’t then hand over to his/her fellow pilot, is unlikely to survive long. Admitting to yourself, is like hitting the re-evaluate your situation button, and will save your life.
I haven't even finished the video and I have learned something new as I train for my IFR. Nice job Greg!
Has the clearances been one of the most difficult parts of getting your rating?
Thanks for your service, I'm a Vet as well and still working as a controller. Your professionalism is amazing. We all make mistakes. Always enjoy your videos!
It’s always very cool watching this a second and third time to pick up your finer points! Safe travels Sir!
I miss flying. Im in the road across the country and can't bring my sim. Without the real thing or my sim, your videos give me my fix. Entertaining and educational. Well done! Thanks!
Greg, I am frustrated for you, and I hope you will let it go and keep posting videos on UA-cam. I left General Aviation flying at 200 hours PIC when I was financially struggling to stay current. Now that I am retired as a former Crew Chief for the USAFR [C-141B & C-17A], I am living vicariously through you and your videos. After your "FAA complaint" video of 6/27/20, I was motivated to logon tonight, hit "Subscribe," and the "Alert Bell" as I hope you will shake off the student pilot complaint to the FAA. [You said you displayed "Airmanship" and "situational awareness." I would agree and add "courtesy," which is so lacking in this time.] You exhibited good judgement! Let me encourage you to keep sharing as, while I have some envy of your success, I truly am happy for you and what you have been able to do with your talents and skills. Be encouraged, keep teaching and inspiring guys like me to get back into flying. V/R, Joel
Nice camera shots and editing like I'm flying with you. l love this channel!
I was taught to fly by my dad, an RAF Spitfire pilot. He always said “full stop” but I didn’t know why until this video.
Panel close-ups were great and there have been some where you split'-screen with the PFD and the approach out the wind screen. Really enjoyed that. Thanks for all the information.
Very much enjoyed this. I can only watch guys like you and dream. I'm 65, the son of a WWII USN aviator. Dad flew for near 30 yrs. I've the utmost respect and admiration for guys like you. Keep it up!
Greg, you do a nice job of explaining things! 👍 I enjoy the Jet education. I love your Indy Exec base airport, especially the over-hang when it's raining, its my favorite fuel stop in my Cherokee Challenger 180 from the Cleveland area, (1G5), to the St Louis Spirit Airport. Also the FBO are very friendly and helpful. Keep the VID's coming! Don/NE Ohio 😊
i looove the cockpit it is so beautiful, do more vids like this and watching you inter your info in and talk through it is helping me learn as well
Greg, you're a terrific pilot and an all around stand up good guy. I appreciate the connection you made with me on LinkedIn and follow your company. I couldn't believe that some idiot would question what you did AND report it to the FAA. If he had asked the question of "I noticed you called clear a few seconds before being clear. Help me learn - could you explain what your thinking was?", he could have established a potential relationship with you and he probably would have learned something. Instead he had to join the ranks of internet trolls and report you to the FAA. I was able to find your rebuttal video online after searching for it, and your statements were spot on. While not a pilot myself, I follow aviation extensively and do have training experience. Helping that pilot holding short know he was clear to begin advancing the throttles was the right play to help him get out of the way of the guy about to turn final. I hope that the guy that reported you grows up and realizes what a small individual he just showed himself to be.
Please know that you have a deep and dedicated fan base that enjoys every minute we can spend in the virtual cockpit with you. I hope this doesn't change what you do with videos, but I wouldn't blame you if it did. Best to you, sir.
Perfunctory nit picking is often a substitution for understanding, experience and in some cases driven by jealousy. May Karma dictate they be nitpicked forever. I have made the same clear call when I know am mostly through the turn and have the momentum to clear regardless and ironically, much, as a courtesy to those waiting. "We are all in this together" used to be much more a reality in aviation than today. The bureaucrats and amateur lawyers...gotta love then.
Best aviation videos ever. No nonsense, clearcut info videos for all levels of experience to enjoy. Thanks VIPR Guy.
You have been an inspiration to a lot of people. I am not a pilot nor do I have the skills to be a pilot I just like watching your skills and professionalism . So I just want to say thank you.
Pretty amazing how everything runs so smoothly and quietly I thought there would be more turbulence. Really really enjoyed watching this video I think I’ll subscribe.
Always fun to have my morning coffee and watch one of your videos. Couple of observations. When I saw the chart load failure on the center flight display, I winced, instantly thinking, oh oh, there's a 50 Grand repair coming..
*whew*
As you pointed out, ATC is quiet. Here in Canada, the two biggest airlines, Air Canada and WestJet have cut flights by 95 and 90% respectively and do not expect to see any dramatic increase over the next 12 to 18 months. Air Canada announced it is laying off 20,000 cabin and flight crews until further notice.
WestJet has announced 4,700 layoffs over the past 3 weeks.
Frieghters are now the largest Canadian flight segment ATC handles. I've read that American, Delta and United along with regionals, are looking at up to 100,000 layoffs that could last 2 years. 6 months ago, pilots were in tight supply with airlines fighting to hire them. Today, the global furlough is estimated to be 160,000+ pilots. It's becoming painfully clear some carriers aren't going to make it. Even Netjets / Flexjet crews are becoming very worried.
I was happy to hear your "full stop" call on final to Indy Exec. It maybe a natural Air Force habit, but it's always a good one to use at all times at all uncontrolled airports. I taught my students to declare intentions during entry to the downwind and again during the turn onto final. Aircraft on the ground, start up at different times and may have not heard the first call during an aircraft downwind leg.
Military trained pilots I flew with had the same Coms habits you have. Very consistent and always clear. I was lucky to learn from some of the best Air Force and Naval aviators on the planet.
Until the next morning cup of joe, have a nice flight and stay safe!
When you take off and the water beads on the windscreen roll back it looks like you engaged a WARP drive from Star Wars !
Thanks,Greg,im not a pilot, but your attention to detail is the best, after watching many other you tube vids.
Excellent video. My pilot friend who operated an air taxi and cargo service for decades explained his job to me this way. It is endless hours of pure boredom laced with periodic moments of sheer terror.
Very important to show the errors...and correcting them as they happen, kudos!
Awesome... thanks for the free ride. This is a dream of mine. Thanks for your service. I did 20 in the Navy.
And thanks for your service, Darren!
Absolutely amazing. Thank you for pointing out and explaining the dashboard and sharing this experience.
Great the video .. Love the way you go through all the controls and the screens .. Best i have seen on youtube so far .. I will be watch more of your videos from now on.
the best direction of film I've ever seen on a private flight. fantastic work with cameras all so professional!
Always love your videos-Be safe flying !
Enjoyed today's flight and the mention of Purdue. Studied Mechanical Engineering there and it changed my life for the better. Hail Purdue!
Black Wolf There’s only one Purdue University-West Lafayette, Indiana! There are a few satellite locations, but the W. Lafayette campus has the Purdue Airport and jet propulsion lab.
Boiler Up!
Amazing .....
You seem to be confortable to fly this beast with no A/T , and no copilot.
For many , it would be like ....mission impossible....
Cheers from France america
These airplanes aren't that hard to fly, once you get the hang of it. The automation is astounding. If you lose the automation or have some other major system failure, then it can get demanding very quickly. Of course, the ever present challenge is Mother Nature. She can make you wish you'd stayed at home sometimes! Haha
@@Cokie907 ćčp7
I'm a sportbike/gearhead, but I'm finding myself getting into flying. I think just owning an ultralight would be super cool. My brother in law is a Delta pilot and knowing that he's basically doing exactly what you are in this video is very impressive! To me it looks like sensory overload with all of those instruments you have to watch. Awesome video!
Back in 1986, I was on a Piedmont 737-201 from CLT to ORL that was changed to drop off some passengers in Augusta late at night. Weather was winter clear. The pilot left Atlanta Center after reporting Augusta in sight and ran a "perfect" visual to... um... Daniel Field with 3800' runway in downtown area. The beacon at Daniel was much brighter than Bush, the correct jet airport. As a pilot who knew where we were and had to watch it unfold from the back, THAT is why I appreciate your comment about backup instrument verification of your approach and landing. We were lucky the locked up brakes and good rubber on the 737 got us stopped just before we entered the gas station off the end of the runway.
great video. In the first video of yours that i watched (a couple years ago?), you didn't talk at all... for me, the way you talk through everything now makes the content much more interesting and informative. Thanks for sharing!
17:47 From what I've been told, that's 104.4% of the *original* design MCT of that engine model. Between tests of the engines as they've actually been built, and minor component upgrades that aren't significant enough to bump the model number, they've determined it can tolerate that extra 4.4%.
I was going to guess that it was rated for 100% at sea level or a warmer temperature, and 104.4 is allowable based on outside conditions.
This is correct. Many engine systems have an initial design rating that gets uprated either due to real world testing or slight improvements. Its a consistency thing to move the limit rather than change the rating. Also less paperwork.
The shuttles engines are my favorite example of this, I think its now up to 112.4% for SLS.
But I have to say that except the autothrust , Premier got everything. Amazing machine, and flying single pilot can be very demanding at times! Great job!
You did absolutely nothing wrong. In fact you provided a courtesy to another pilot and helped ensure safety. I’ve been a controller for 15 years and a type rated professional pilot in many jet and turboprop aircraft for the past 25 years. I can assure you we as controllers use anticipated separation daily. For those of you that don’t know pick up a book and get some flying time... a lot of flying time before judging someone’s technique. Thanks for keeping your cool and providing an excellent opportunity for this young man to learn what the brotherhood of aviation is and how it should work. We learn every single day.
Sir I enjoy your Videos. I’m a resident of Carlsbad. My Boy is a 19 year veteran of the Air Force. He currently is flying with Cal Air Guard and in flight School for C-130.
Thank You
Congrats for the quality of your videos. Impressive!
Well, about N1, if I remember well 35 years after leaving the flying school, 100% represents the nominal static thrust at sea level and standard atmosphere (29.92 in & 15°C). Rotation speed of the fan is not limited to 100% but this figure is the consequence of the limit of other components (low / high pressure compressors, turbine temp, etc...). If , as an example, the ITT for a given thrust is lower due to atmospheric conditions or speed, hence the N1 will increase when pushing the levers to the ITT limit.
My quite large experience as an airline captain shows N1 limits in excess of 115% for some GE CF6 engines (DC10-B747-MD11). Pratt & Whitney are usually driven by EPR.
Nice answer, Antoine. I scrolled before replying myself to see if someone else had already answered. P.S. CF6 is a good engine IMHO. Changed a few of those on DC10s (-10 and -30 series) for Emery Worldwide Airlines many years ago. Even replaced the #2 (tail) engine outdoors in a freezing rain storm once. I think they were CF6-6 on the -10 series and CF6-50 on the -30 series airframes if I remember correctly. Really liked working on those. Cheers!
An UPRATED version of the FJ44-1 is the 2,300 lbf (10 kN) thrust FJ44-2A, was introduced in 1997. It has a larger 21.7 in (550 mm) diameter fan, with two additional booster stages to increase core flow. Owing to stressing considerations, the centrifugal compressor is throttled-back aerodynamically to a lower HPC pressure ratio than the -1. Other features include an exhaust mixer and an electronic fuel control unit. So most probably they could increase the RPM from a 100% basis on the -1 up to something higher... this is why you find a value higher than 100% on the N1.
I hope this could help.
Thanks for the explanation. Now, I can go ahead and hang my laundry on the clotheslines, beautiful hot and sunny day in South Florida. Just a little humor. How can I tell the difference between a DC-10 and an MD-11? Easy; look at the hubcaps. Be blessed and fly safe!!!
Micaiah, let me give you a piece of advice. Greg is in a position that would benefit you more than you benefit him.
Company, finances that come with the company, plane, and experience. Moving forward in life, pick your battles a little more carefully. While nobody knows for sure except for Greg’s circle, he probably could’ve wrote a check from the small expense account that the office staff uses to buy pizza on Friday’s to fund your flight training if you would’ve used networking capabilities instead of your ego.
Micaiah appears to have disappeared. He's a coward that can't accept responsibility for his actions and admit that he was wrong.
@@iFlyFlightSims no he's just using a different channel now called "Come fly with me" 😆 I seen him down in the comments
Here's another piece of advice son, "Better to remain silent and thought a fool, than to open ones' mouth and remove all doubt."
Probably the truest thing I've read all day.. networking always gets you lightyears ahead of where your ego will
@@kevincollins8014 he keeps changing his UA-cam user name now but this is the link to the account he used to post that original comment ua-cam.com/channels/BWvQ0-X7ZBU_fdsbC5ifqw.html
Your channel has made me decide to sign up for pilot school.
Do your ground school first and get it out of the way. It will save you $$ in the long run.
When I start in 1988 it was so cheap. $25hr for instructor and $45 for Cessna The 172 cost $65-75 Today’s prices. I’m afraid to even look. But I will. $87hr for instructor $145hr 2seater. The 172 cost $175-185hr. Wow. Times have changed.
@@wakeuppeople7327 I remember those prices in 1988 too... now I'm like😱
@@wakeuppeople7327 I hate to depress you with what it cost for instructor and plane in 1966...
Ted Gray the AIRSPACE from Ks to California was just insane. Then just to take off took extra 20 minutes easy just to get up. Vs Fullerton airport. But SNA was a great school and the fun of landing next to the commercial boys was exciting. Except for the bird strike and busted windshield I darn near peed my pants. But my best Lansing. Did a short approach and I mean short. When I turn final I darn near landed. I came in way to tight but I was freaking out. Usually it’s least a 1/4 mile final get all lined up and decend. I did all that on my downwind and left base. It was cool
First off, this was an excellent video, thanks ! Greg, I've followed your channel for quite a while. I'm back in town and getting caught up on your videos so please excuse my comments coming far after the fact. I saw your post about what happened. Your qualifications and proficiency as a pilot is unquestioned. Unfortunately, we've all met people compelled only to find flaws in anything and everything no matter how inconsequential or minute. I feel privileged to be able to watch your exceptional videos. I sincerely hope you continue entertaining the 99.9999999% of us who very much enjoy and appreciate what you provide to the flying community as a whole.
I have no experience of and very little knowledge about flying apart from holding the stick in a helicopter in flight for about 15 minutes years ago, but I love aviation videos. Yours are very professional and informative, but at the same time pleasantly relaxed. Cute wee plane, too.
Yeah, it's always good to have a backup so you know where you're landing. Back in the 60s before I knew her, my wife was doing her first cross country from Phoenix to Tucson. When she landed she couldn't figure out why these jeeps full of men with guns were coming out to meet her. Yep she got confused and landed at Davis Monthan. They escorted the "cute young thing" to the ladies room, gave her a stern warning and sent her on her way. Can only imagine what would happen today in that situation. Thanks for another enjoyable informative flight.
Yep...it happens.
Flying from downstate Illinois in the early seventies, I reported 10 miles out and then downwind at Dupage only to realize I was at Aurora (near Chicago). That took some explaining...
As a non-pilot, I've always wondered why there aren't visual or electronic identifiers at airports that would help prevent unintentional landing errors. I realize a lot of GA will not have electronics but it looks like they could put some sort of ID on approach paths not too unlike off ramp and gate IDs. Then again, maybe it happens so infrequently that it's just not necessary.
17:00 - 18:35 The N1 turbine speed is running at 104% I believe because it is probably being controlled by an EEC (Electronic Engine Control) Unit, which would control engine temperature according to an internal schedule programmed into it. The Boeing 737 that I just retired from flying quite frequently exceeded 100% N1 and/or N2 RPM, which was controlled by the EEC on the airplane. N1 (the Low Pressure Compressor/Turbine had a max 105% RPM limitation; the High Pressure Compressor/Turbine was limited to 104% max)
With regard to the high engine temperature indications for start and continuous operation, it would depend on where the temperature probes are located within the turbine engine. The 737 uses an EGT (Exhaust Gas Temperature), which sits between 520 - 560 degrees C in cruise and is limited during engine start to an EGT limit of 725 degrees C, because the probes are located within the low-pressure turbine section located much farther back on the engine, closer to the tailpipe/exhaust nozzle.
The Premier jet apparently uses ITT (Inter-stage Turbine Temperature) for its engine-monitoring indicators. These probes would be located much closer to the combustion area of the engine, and thus would be subjected to much higher temperatures. Some models of the Garrett TPE-331 turboprop engine used on older commuter and corporate aircraft use ITT as the indication of how hot it is within the engine for power management. We saw ITT's approaching 900 degrees C with those engines.
Great video!
As an avionics L.A.M.E., the job I hated the most was changing a faulty EGT harness, you can't just change a probe, the entire harness has to be replaced (on the engines I worked on), and because of the extreme heats they operate in, the EGT harness had a high failure rate.
Observations from my couch: P1D reports turning final; 3256W (probably doing touch 'n go's) reports crosswind; P1D crosses the threshold; 3256W reports downwind; Comanche reports taking active runway and hold; P1D reports clear of the active; Comanche rolls and departs NE; 3256W lands. Apparently, the Comanche was in a bit of a hurry- but perfectly legal. P1D made the right call in order to expedite the Comanche's departure--albeit a second or two too early.
P1D courteous: Guilty
P1D situationally aware: Guilty
P1D an exemplary human being for sharing videos and knowledge: Guilty as charged...
Greg you never screw it up! I wish i could always a reliable pilot like you on board during my flights! Love from Italy
Sir, please don't let others misguided attempts to tarnish your reputation that are Perhaps motivated by their own deficiencies to bring you down to their subterranean level. Two things to keep in mind, firstly Misery loves company. Second, and more importantly for all whom which to cause you any troubles is that even if you only had spent only one hour flying the F - 15 you achieved the most heroic and selfless act a person can ever do. You made a commitment and then followed through to protect others from perils by putting yourself in harm's way for the benefit of others safety and defending the principalities of freedom. You did it not for just one hour in the cockpit but 1000 hours, not to mention the untold hours of hours of training in preparation for flight. I can't speak for everyone but I owe you a debt of gratitude for your service Thank You, Goodluck and Godspeed in all that you do. - C V, USAF veteran
I'm not a pilot. Greg has taught me:
how good airmanship, common sense and FAA regs work together.
how waypoints and an FMS work.
how seasoned pilots IFR to minimums...and on and on.
I hope trolls do not disrupt this conversation he has with aviation enthuiasts.
Brilliant, really enjoyed the flight ✈️ and you explaining what you’re doing and how you do it.Great stuff Mate👍🇦🇺
An experience like this tells me I wasted my life, thank you for sharing this. perhaps next time I know what I want to be.
Greg, I've been subscribed and following/watching for less than a month, just happened across one of your videos and hooked. Love the explanations in flight and especially appreciate the mentoring of younger pilots/trainees. I grew up in Noblesville and attended Noblesville High School in the late seventies when they had a very nice aviation department under the leadership of Don Roberts (R.I.P.). He and some of the other teachers would take us up in their personal planes to foster interest and inspire students to pursue aviation careers. My biggest regret is not having followed his advice. I rather followed in my dad's footsteps and have been a skilled tradesman for the past 35 years, no regrets in that of course. Mentoring young enthusiasts in any skilled or professional field is so crucial, and I must say rare these days. It's actually difficult to find young folks that are hungry to learn skilled trades. Based on comments you inspire many with your videos, even us older enthusiasts as I'm sure you know. Please keep up the fantastic work with your channel and please know that you are doing a tremendous service with all your efforts both on the web and with your very professional interactions with young folks. Well done!
Greg's the best.
Excellent video. Typically we learn more from our mistakes than anything...if we survive! ATC, thank you for your service. We especially love you when you save our butts. To this pilot: I think you did a masterful job in this situation. Just to think, pitot heat of all things. That's why we need it. Such a simple remedy and we, me included, sometimes take for granted the simple things that make a big difference. I know you were having fun because I could feel your heart rate and blood pressure! Just watching got my adrenaline going. I also felt your relief when you saw that big 15! Well done, thank you for sharing, nice airplane and God bless.
Hey Greg, this was the best video I’ve ever seen on UA-cam!! You just gained another subscriber.
I was a jet engine mechanic in the Air Force from 85-95 and once aviation gets in your blood, it then seeps into your soul and it’s with you forever! I really miss it bad and I started working on my pilot trying while I was in and stationed at Eglin AFB but didn’t get finished and figured I would get going again once PCS was done and I settled in again but didn’t get back to it in a timely manner and then was injured at work that tore myself up really bad and now there’s no way to ever pass an FAA physical so I have to live thru other guys like you now. You don’t know haw satisfying it is to heat your jet spin over, listen to the engine come to life when it lights off and the sounds that bring back a flood of memories when you throw the throttles to max for takeoff, only thing missing is the smell of the jp-4.
I worked most of my time in flightline support, trim pad, & test cell. I had my run license in order to troubleshoot your engines on the trim pad as well and that is where it had really taken control of my body and soul, sitting in the pilots seat, running from idle to max + burners on the trim pad and all I was missing was the ability to uncable the jet and have the freedom to actually take it up and now it’s back to only being a dream again. I worked on the 15’s & 16’s, 141’s and I’m sure you have fond memories of the tweet and the T-38’s. I received an incentive flight in the 15 at Eglin AFB when I won Mntc Person Of the Year in 1989 for the 33rd Tac Unit at Eglin. That flight was almost 2 hours long and was the most amazing experience of my life!! I always did have respect for you guys but after that flight and experiencing what you guys go thru up there it increased tenfold!!
Great channel Greg!!! I’m looking forward to many more flights with you sir! Thank you so much for the ride along, I truly appreciate it!!
Stay safe up there!!
Awesome Don! I know what you mean, I am C-141B Flight Engineer Veteran and there isn't a day I don't think about my Air Force days! I was treated so well while in the Air Force and I was fortunate to get the job I wanted and my bases of choice. I felt someone in the higher up was watching over me! I was stationed out of McChord, Washington, so I flew predominantly over the Asia Pacific & Middle East. LOTS of missions to the land of down under and that neck of the woods. Glad to see another Vet here! 👌😎
Mishka Dean ah man, Mishka!!! I was getting ready to cross train from being a jet engine mechanic to being a Flight Engineer. I had already transferred from F-15 & F-16’s to C-141’s and had been on those for a couple years but then we had a conflict pop up out of nowhere and it wasn’t named until we where over in Spain and heading to Saudi Arabia and my school got canceled until further notice. There isn’t a day that goes by without me thinking about everything also. I loved the Air Force and wish I was still there today and is my biggest regret in life not staying in.
Take care Mishka!!! Stay safe out there buddy!!
@@1982MCI My feeling exactly, I wish every day I had stayed in as well. Unfortunately when they retired the C-141, they didn't offer to cross train me on to the C-5 or C-130, so I chose to get out rather than go back to my old ground mechanic job. That was a big mistake, I'd be drawing my military pension now...LOL.... (please remove inserted boot from my ass as appropriate)..😋😂
I was wondering about that circus of a route they gave you, there’s no traffic up there! You’ve gotta be loving the ‘expect FL350 ten minutes after departure’ lately. I live under approach to AUS and EDC from the north and it’s shocking to rarely hear aircraft or see contrails. The squirrels are out in force however.
andrew hontz , I live down in Onion Creek and right under the westerly approaches to 35L and 35R at KAUS. I used to hear aircraft come overhead at 2500 to 5000 ft all the time and never really notice them. Well except when BA was using a 744 to fly the daily to Heathrow, since in the summer they needed every foot of the 12000 feet that 17R offers. When that beast flew over climbing out the house rumbled. But since air traffic is gone it is actually kind of noticeable when someone comes overhead. When I check my ADIS, it’s not uncommon to see more GA then commercial flights.
Noise abatement.
The sound of two aircraft coming together can be deafening. Chicago ATRCC does a great job of 'slinging tin.'
As explained to me once, max N1 is usually set to 100 percent when the engine is first developed. As time goes by, engine manufacturers make modifications that exceed the original standards. So when N1 displays more than 100 percent and you are not showing a caution message, you are still operating within the new normal limits for the engine. Rather than go through all the avionics and re-calibrate their readings of a new 0-100 percent range, they just leave it as is because it's easier to leave the original algorithms in place.
I'm not a mechanic or an avionics guy. I'm a piston pilot that hangs out at the airport too much. I could be completely wrong.
When I used to watch the Space Shuttle Launches, I remember hearing the NASA Controller say; "Shuttle Engines now at 104%."
Captain! The warp core is at 107% and I dinnae know how much longer she'll hold together!
N2 is more pertinent to MCT as ITT allows. The fan just spins as it will as IAS varies.
Sir,Thank you for your Service to this Great Nation.Blessings to you and family.Enjoy your channel.Thank You.
I am so grateful that I have found your channel. You keep us newer pilots inspired. I am currently working on my private ratings again, and hoping to someday finally get my Commercial, Multi Engine, and Instrument Ratings with eventually acquiring some jet transition training. I had an instructor several years ago that was not interested in helping students, and cost me a lifetime dream. Please keep inspiring younger pilots to chase their dreams.
No check-ins, no N-95 needed, the next two years will really illustrate the business advantages of 390GM. plus the peace of mind for family. In another month or so it will all be cleared as filed and climb direct to 35,000
Good Morning! I watched this as i was doing the breakfast dishes and was delighted when you touched on one of the pilot accepted mysteries of turbine operation; more than 100%. More specifically, why more than 100% is normal. I'm anxious to see if a Williams engineer responds. To me, just recalibrating the numbers to 100% seems logical.
I believe that rocket launches exceed 100% in ascent.
The engine is performance rated when its model is first created. As tweaks to design/performance occur through the engine model's life, the baseline 100% is maintained. The problem with re-calibrating numbers is that flight characteristics should be uniform across a type. If a new plane needs an engine swapped, and only older ones are available, which 100% is "correct"?
ATC sounds much more relaxed (w/ reduced traffic)...everyone of them was certain to say Hello!
I noticed that too
Gregg, I appreciate the excellent camera work you do. It is fun to "fly along with you." The split screen on approach is appreciated.
Thanks for the informative illustration on flying your plane ,you show a lot of confidence and 38:05 enjoyment in flying which I suppose comes from your military training ,keep up the good work .
It’s great that you’re flying.
That guy that reported you needs to get a life...sorry that happened to you man.
when?
@@pakkiaman2 earlier in the year, some student pilot with a go fund me page for his lessons, thought he knew better and reported greg for declaring clear when on the runway, but there is a rule that allows common sense, greg would of been clear before the waiting plane got going, and he did so as to not hold up traffic that was holding
@@BigBadLoneWolf I noticed that and remembered my instructor years ago chewing my butt when I did that. That's stayed with me for all my flying years.... But, Greg is a great pilot. He was in no way a danger to the other aircraft.
constructive criticism should never be disregarded or you gain the impression you are "entitled". If you are famous or experienced or a diplomat, that thought can get you killed. If you are attacking someone you are jealous of, that is a different situation, and I agree "get a life". I understand one of the largest loss of life aviation "accidents", was created by a pilot who thought he was entitled.
@@BigBadLoneWolf But then again, don't clear unless clear. It exists for a reason. Lives are more important than ego.
Today I happened upon this channel. Thank you for clear instructions and no profanity.
Nice flight.
Hope to see you on YT again.
Welcome aboard!
I think that this is your best video yet, from the multiple camera views, especially of the glass panel, and your explanations of everything that you are doing and why, to the sound of the engine starts while watching the confirmation on the glass panel. As a former military flight surgeon with multiple CFI certificates, I definitely understand the "must be the military in me". This video allows me the fantasy of being in the left seat again. Thank you so much.
Great Video! You have a wonderful way of explaining how the systems work under a single pilot workload. My Beechcraft Musketeer of 20 years is not so complicated. Thank you for the education.
I want to learn to fly so so much , you are the" smooth operator "
New Sub. Makes me feel like I could fly. Love the instruction.
It appears the Garmin overlay is in “Space Shuttle” Mode for speed 😂
First of all thank you for your service. Wow this is one of the most informative and interesting videos I've ever seen on UA-cam. Bravo sir. I couldn't imagine having the skill set to be a pilot. Just wow!
I just found your channel and I love it! I took about 14 hours of lessons 10 years ago and my instructor ALWAYS called clear before we were. I did ask him about it and he explained it was a courtesy to everyone behind us, momentum would clear us if the engine died that second. Its sad there are so many crappy people in this world.