The front made inroads to Le Touquet making the airfield IFR ops for our departure. The first time departing into Category One conditions. A challenge, followed by an ILS approach in IMC conditions into Southend.....
Hi, I like the content of the whole film with the animations and actual footage. Just a piece of observation, you don't have to keep hiding the device in your hand, I assume it's to pause the video from recording. It just doesn't look right to me. Apart from that, carry on the good work 👍
I was very cautious, but the engine has a very low failure rate. I did (Not edited in) a double engine power check before departure and much more enhanced checking before I got airborne. Negative, if we had a failure - the beach was to my left so in the water. That's why I choose to depart out to sea rather than into the darker radar readings.
@@TheFlyingVLOG well explained captain! Even you don't need no explanation! I'm pretty sure you have done everything with maximum precautions and with a large safety net. If don't I'm sure you haven't depart! Congratulations for your profissionalism! Keep going!
@@Mariotonio It is risky though, but there's no real rules on it. But as you can see we didn't enter full IMC till about 1000ft+ - we passed through a very thin broken layer.
U can’t do a CAT IIIc approach in your Diamond ?? 😂😂. On a more serious note, I don’t depart unless the ceiling is above CIRCLING minimums. The argument is if there is a problem after takeoff one can return in visual conditions at the circling minimums.
Nope, but I can do something that Ryanair can't and that's an LPV haha! That's a good argument to have, and I took precautions on this one and we were safe. Trusty machine.
In a single my personal minimums are BKN/OVC 1000ft AGL to have a chance of putting it down if the worst happens. This looks like it was clearing pretty well.
Did you rotate right into the stall horn? Saw 56 knots right after you announced rotate at 60. You're holding 10 degrees nose up despite near continuous stall horn as you're climbing away from the runway and out of ground effect. You're still getting stall warnings while you look away to your left to make an irrelevant comment on the weather. It looks like you have absolutely tons of runway left, and it looks somewhat gusty. Why not add +5 knots or even +10 knots to rotation speed and avoid dancing on knife's edge if you then find yourself with an unfavorable gust, windshear, or experience an engine burble (or worse)?
One of the challenges of the older models of DA40's is that the stall warner will sound in gusty conditions, in fact it mostly sounds off in all normal operations, especially on the initial rotate or landing. It's because of the design sadly, unlike the DA42 that has an adjustable electric lift indicator on the wing, the DA40 has only a fixed hole in the leading edge.. It's good practice to know what your stall speed which with flaps and 1000kg tow is about 46knots., and as we didn't have full fuel or a heavy pax/bag load, so vR = 55 KIAS in this case. It's a force of habit for me to just say 60KIAS (When in fact it's 59KIAS at MTOW) but the aircraft tends to want to rotate well before that - it's a bit of a habit from the training days of flying numbers to the specific. But thanks for the feedback, probably a good idea to bang on specific speeds rather than just 60knts....
Just to add - the stall warner always goes off. But yeah probably over-rotated on this one, as briefly an AoA in the limits. (Just checked the raw footage of the instrument view)
So what is your plan in case of engine failure on takeoff/climbout? Its a huge risk to take in my opinion. We never do that in the flightschool where I work. 500 feet ceiling is required for SE IFR operations. But we do it in ME.
So much for "Light rain" lol - was pretty heavy, in fact, the reason I didn't depart to the South was the SAT WXR was showing Red Precip rather than the usual green.
The front made inroads to Le Touquet making the airfield IFR ops for our departure. The first time departing into Category One conditions. A challenge, followed by an ILS approach in IMC conditions into Southend.....
Your IMC videos are my favourite! lol😂Fantastic work (& flying) my brother! Keep the content coming!!!
Thanks for watching my favourite Subscriber. Glad you enjoyed watching the vlog Jeff :)
Hi,
I like the content of the whole film with the animations and actual footage.
Just a piece of observation, you don't have to keep hiding the device in your hand, I assume it's to pause the video from recording.
It just doesn't look right to me.
Apart from that, carry on the good work 👍
Very brave mans to depart in full IFR on a single piston engine. Does it have parachute?
I was very cautious, but the engine has a very low failure rate. I did (Not edited in) a double engine power check before departure and much more enhanced checking before I got airborne. Negative, if we had a failure - the beach was to my left so in the water. That's why I choose to depart out to sea rather than into the darker radar readings.
@@TheFlyingVLOG well explained captain! Even you don't need no explanation! I'm pretty sure you have done everything with maximum precautions and with a large safety net. If don't I'm sure you haven't depart! Congratulations for your profissionalism! Keep going!
@@Mariotonio It is risky though, but there's no real rules on it. But as you can see we didn't enter full IMC till about 1000ft+ - we passed through a very thin broken layer.
Great video but for the life of me I couldnt understand why you didnt clear the window before taxiing.
But interestingly, it's not as bad as the video shows. We could still see out clearly. Thanks for watching
U can’t do a CAT IIIc approach in your Diamond ?? 😂😂. On a more serious note, I don’t depart unless the ceiling is above CIRCLING minimums. The argument is if there is a problem after takeoff one can return in visual conditions at the circling minimums.
Nope, but I can do something that Ryanair can't and that's an LPV haha! That's a good argument to have, and I took precautions on this one and we were safe. Trusty machine.
In a single my personal minimums are BKN/OVC 1000ft AGL to have a chance of putting it down if the worst happens. This looks like it was clearing pretty well.
Got to be a very unlucky day though huh? CAT 1 IMC, wet hair, engine failure on take-off in IMC and wet feet :(
Did you rotate right into the stall horn? Saw 56 knots right after you announced rotate at 60. You're holding 10 degrees nose up despite near continuous stall horn as you're climbing away from the runway and out of ground effect. You're still getting stall warnings while you look away to your left to make an irrelevant comment on the weather.
It looks like you have absolutely tons of runway left, and it looks somewhat gusty. Why not add +5 knots or even +10 knots to rotation speed and avoid dancing on knife's edge if you then find yourself with an unfavorable gust, windshear, or experience an engine burble (or worse)?
One of the challenges of the older models of DA40's is that the stall warner will sound in gusty conditions, in fact it mostly sounds off in all normal operations, especially on the initial rotate or landing. It's because of the design sadly, unlike the DA42 that has an adjustable electric lift indicator on the wing, the DA40 has only a fixed hole in the leading edge.. It's good practice to know what your stall speed which with flaps and 1000kg tow is about 46knots., and as we didn't have full fuel or a heavy pax/bag load, so vR = 55 KIAS in this case. It's a force of habit for me to just say 60KIAS (When in fact it's 59KIAS at MTOW) but the aircraft tends to want to rotate well before that - it's a bit of a habit from the training days of flying numbers to the specific. But thanks for the feedback, probably a good idea to bang on specific speeds rather than just 60knts....
Just to add - the stall warner always goes off. But yeah probably over-rotated on this one, as briefly an AoA in the limits. (Just checked the raw footage of the instrument view)
Single engine in that mess? Engine out and its all over- say hello to heaven
There's a risk in every aspect of single engine flying. It's how you mitigate those risks. Do you fly MEP?
So what is your plan in case of engine failure on takeoff/climbout? Its a huge risk to take in my opinion. We never do that in the flightschool where I work. 500 feet ceiling is required for SE IFR operations. But we do it in ME.
Your hair remained wet the entire flight 😂
So much for "Light rain" lol - was pretty heavy, in fact, the reason I didn't depart to the South was the SAT WXR was showing Red Precip rather than the usual green.
ahhh its ZANY
Beautiful aircraft :D
@@TheFlyingVLOG nice to see they ripped out the steam gauges finally haha
@@dodgycurry The ASPEN/Garmin GTN EFIS is amazing :)