The GTN750 translates the morse code digitally and when identified, the name of the station will appear above the frequency. This eliminates the need to audibly identify the station.
You really do have THE necessary attitude in order to bring passengers down safe and happy. Even if that means you keep everything grounded rather than taking risks on the edge. And you share your awareness as well as your preparation tools here. Thank you so much for doing this. I hope a lot of pilots get to follow your approach in general.
Evan, great video. I've flown into icing conditions a few times during my flying career (Private Pilot, IFR) and have never failed to feel the "pucker factor" while descending through the clouds. During those times, "Get-there-itis" was non-existent, and I didn't whine about burning the extra fuel or the extra time it would take to divert to safer skies. I loved the way you handled the icing like a Pro. 😊
I'm a former Turbofan Test Engineer for Lockheed and Rolls-Royce at Stennis Space Center, from 2007-2012. Testing the Trent 900, 1000, XWB, and BR-725 for R&D and certification, during my time there. In 2010 I was sent to commission the GLACIER ice testing facility near Thompson, Manitoba, CA. Seeing that was awesome! They have a huge bell mouth inlet with hundreds of spray nozzles that spray a heated water and glycol mixture into, that keeps the droplets liquid while being at -40° as they travel towards the engine fan and core. About 6 high-speed cameras are set to capture images on the once-per-rev signal of the N1 fan. When the droplets hit, they freeze instantly. Since the cameras are synced to the fan speed, we can watch on the monitors to see the ice build up, while the fan looks stationary. It's meant to test the anti-icing systems and replicates exactly what you're talking about in this video. We called it the "cloud boundary layer, but don't know if that's also what pilots call it. We, as in RR, also have a rubber nipple (wobbler) on the spinner to shead that ice.
The trap that pilots (some) fall into is complying with ATCS requests to "keep the speed up- following traffic". This leads to more unstabilized approaches than you know. Old story: UA pilots asked to slowdown/godown, advised controller unable. ATCS said why don't you use the spoilers? UA capt replied: "Those are for my mistakes not yours". Morale of the story - controllers have an obligation to provide required sep, without asking pilots to "help them out"...complete BS. I say this from having 33+ yrs with FAA as a ATCS. Fly safe boys.
Great video love it. Im currently getting super close to finishing my ppl. Just about to do my last solo tomorrow. Then just checkride prep. But this video got me excited to jump into IFR training. Im really excited to explore more of the flying world
New to the channel. I like your narration, explaining what's going on. As a meteorologist who forecasts icing conditions, this video was especially interesting.
Haha thanks!! Well then I shoulda had you do the narration!! Haha would for sure learn a lot!! If you want to, reach out to me on insta as I’d love to share some of your knowledge with the community!
Just two observations. Windshield heat. Shouldnt that be ON by default and turned OFF during descent passing FL100 depending on icing conditions? DA must be adjusted due temp. deviation. Especially when its very cold. TA is lower in this case.
Good observations. :) typically we always have the windsheild heat is on all the time to Defoe, but the ops handbook says anytime you’re about to fly into moisture. Sometimes we would test the high and low settings. We do use high to clear ice as in this scenario. And the temp corrections I always do on cold days, typically I’ll set them on the GTN750, but I just wrote them on the chart. And we technically did cancel IFR on this flight once below the clouds but followed the approach under VFR rules :) good observations and I appreciate that!
Thanks so much! And yes, surprisingly, these airplanes do hold heat well and if there is sunlight coming into the airplane, it can be -35 outside and the radiation from the sun is enough to keep the cabin relatively warm, especially in the cockpit! We do use an aux heater sometimes, but rarely needed. :)
Brother 🛩️🇺🇸👍🏻 the only problem I have with you is... that you only upload full length videos every now and then 😂😂😂😂 keep up the good work my brother love the footage and presentation 🏆
Why the long radio calls? "Edmonton Centre this is Victor Alpha Xray, can we get ahhh direct to DEKSA for the approach or do you want us just on the straight in via IKBIR?" The call should be "Victor Alpha Xray request direct DEKSA." Assuming you've established coms with Edmonton Centre you don't need to keep saying their name. Requesting direct to DEKSA required no explanation because the controller knows what approach is in use. And certainly the straight option is for the controller to decide, you don't have to explain it to him. All that extra stuff just cloggs up the radio. That's how the rest of the world does it. Do you guys use STARS? If so the only radio calls would be ATC clearing you & handing you over. Eg. VAX cleared ILS Rwy 30. Established tower 118.1 (All the rest is just chatter).
Ya totally, but on nights like this, sometimes they like the extra banter because it keeps everyone on a human level, especially on a quiet radio. If it’s busy, like when I’m flying into Vancouver or seattle or Las Vegas, then I keep it simple and to the point. But sometimes it’s just the way it comes out on a friendly Canadian radio :)
Tailwind + slippery runway = poor decision making by the pilot. Overconfidence. You got lucky this time. No reason you couldn't land opposite direction.
Naw, this bird lands short no probs so that little tail wind (if any) was no concern. All the airlines and other corporate airplanes took the tailwind and were landing making the same decision as me that evening lol
Just a tad bit dramatic. He didn’t get lucky he made a textbook landing. I think the pilot here understands his airplane since he is the one flying it. Plus all of the other airplanes were landing in the same direction. I suppose you think they were all lucky to be alive this time too. Overconfidence? Get real. Leave your comments to yourself. It’s clear that this pilot is very safe and competent. He mentions in the video the fact that the runway might be a bit slick and makes the decision to use as little braking as possible, instead using the engines/props to slow down. Doesn’t sound like overconfidence to me. When you fly in Canada regularly as he does, you will know how to deal with ice and slick runway conditions better than most pilots elsewhere. Now, take a deep breath and ease up on being the overly dramatic UA-cam expert.
As a commercial multi-engine pilot who is building hours to hopefully do something similar to this, I've gotta say I love your content man!
Glad you enjoyed it! That means a lot!! So much opportunity out there!
The GTN750 translates the morse code digitally and when identified, the name of the station will appear above the frequency. This eliminates the need to audibly identify the station.
I actually didn’t know that so thanks!! Haha
You really do have THE necessary attitude in order to bring passengers down safe and happy. Even if that means you keep everything grounded rather than taking risks on the edge.
And you share your awareness as well as your preparation tools here.
Thank you so much for doing this.
I hope a lot of pilots get to follow your approach in general.
Evan, great video. I've flown into icing conditions a few times during my flying career (Private Pilot, IFR) and have never failed to feel the "pucker factor" while descending through the clouds. During those times, "Get-there-itis" was non-existent, and I didn't whine about burning the extra fuel or the extra time it would take to divert to safer skies. I loved the way you handled the icing like a Pro. 😊
That’s amazing. Yes I too know that feeling. It is nice to know how thick these layers are so you know how long to expect to be flying in them!
I'm a former Turbofan Test Engineer for Lockheed and Rolls-Royce at Stennis Space Center, from 2007-2012. Testing the Trent 900, 1000, XWB, and BR-725 for R&D and certification, during my time there.
In 2010 I was sent to commission the GLACIER ice testing facility near Thompson, Manitoba, CA. Seeing that was awesome! They have a huge bell mouth inlet with hundreds of spray nozzles that spray a heated water and glycol mixture into, that keeps the droplets liquid while being at -40° as they travel towards the engine fan and core. About 6 high-speed cameras are set to capture images on the once-per-rev signal of the N1 fan. When the droplets hit, they freeze instantly. Since the cameras are synced to the fan speed, we can watch on the monitors to see the ice build up, while the fan looks stationary.
It's meant to test the anti-icing systems and replicates exactly what you're talking about in this video. We called it the "cloud boundary layer, but don't know if that's also what pilots call it. We, as in RR, also have a rubber nipple (wobbler) on the spinner to shead that ice.
Okay that is fascinating!!! That would be so fun to work on. I’ve always wondered how jet engines like that prevent ice.
Very nice!! Glad I found your channel!! Id like to make content like this, but it’s hard in the airlines lol!!
The trap that pilots (some) fall into is complying with ATCS requests to "keep the speed up- following traffic". This leads to more unstabilized approaches than you know. Old story: UA pilots asked to slowdown/godown, advised controller unable. ATCS said why don't you use the spoilers? UA capt replied: "Those are for my mistakes not yours". Morale of the story - controllers have an obligation to provide required sep, without asking pilots to "help them out"...complete BS. I say this from having 33+ yrs with FAA as a ATCS. Fly safe boys.
Very very good point! As pilots we have to remember… we can see what they can’t as we are flying the airplane. We ultimately have to be responsible.
Great video love it. Im currently getting super close to finishing my ppl. Just about to do my last solo tomorrow. Then just checkride prep. But this video got me excited to jump into IFR training. Im really excited to explore more of the flying world
Thanks so much!! And congrats!!! That’s so exciting!!
Best plane of adventure aviation? and why? Would love to know.
Cool video! Btw what do you use to record your point of view?
Thanks so much!! Go pro!
New to the channel. I like your narration, explaining what's going on. As a meteorologist who forecasts icing conditions, this video was especially interesting.
Haha thanks!! Well then I shoulda had you do the narration!! Haha would for sure learn a lot!! If you want to, reach out to me on insta as I’d love to share some of your knowledge with the community!
I like your plane. Very cool. Nice multi-engine.
Thanks!! It’s a good airplane!
What is an FBO
Amazing landing
Congratulations for reaching 100k
Thanks so much!!!
Thanks so much!!!
Not judging, genuine question: whats the reason to cancel IFR and proceed VFR when you were on final?
Awsome. Did not know how deadly and how quick ice can form. Great vid and thanks for a long form video finnaly
I’m glad you enjoyed the video!! Yes it sometimes surprises me too! Especially spring time flying
So if i get it, no cessna 172 or any other similar aircraft should fly under such weather conditions?
Just two observations. Windshield heat. Shouldnt that be ON by default and turned OFF during descent passing FL100 depending on icing conditions? DA must be adjusted due temp. deviation. Especially when its very cold. TA is lower in this case.
Good observations. :) typically we always have the windsheild heat is on all the time to Defoe, but the ops handbook says anytime you’re about to fly into moisture. Sometimes we would test the high and low settings. We do use high to clear ice as in this scenario. And the temp corrections I always do on cold days, typically I’ll set them on the GTN750, but I just wrote them on the chart. And we technically did cancel IFR on this flight once below the clouds but followed the approach under VFR rules :) good observations and I appreciate that!
sorry I live in thailand, 35c most days swap for some cold stuff unobtainium and neverseenium here
They was a very nice and informative video!
I like that plane!
Is it nice and warm inside with that cold temperatures outside?
Thanks so much! And yes, surprisingly, these airplanes do hold heat well and if there is sunlight coming into the airplane, it can be -35 outside and the radiation from the sun is enough to keep the cabin relatively warm, especially in the cockpit! We do use an aux heater sometimes, but rarely needed. :)
Do you have clearance Clarence?
Awesome
Thanks :)
1:27 I like this part
Haha me too! :p
How do you even land a job like this. So amazing. Wish I could be in your seat
Knowing that you were going encounter possible icing, going into the clouds, was there reason, you didn't have anti ice on ?
Love your vids brother 🤙
Appreciate it!
greased that landing!
414 with turbines’ is a conquest right?
It is actually a 425. And yup a turbine airplane. Very similar to the 414
Great video. New to the channel. Just subscribed. CFI with over 2800 hours in single engine land aircraft.
Thanks so much! Glad you like the video!! :) :)
Thumbs up on that landing 👍
thanks!!! I appreciate it!
Beautiful airplane ❤
It really is!
Brother 🛩️🇺🇸👍🏻 the only problem I have with you is... that you only upload full length videos every now and then 😂😂😂😂 keep up the good work my brother love the footage and presentation 🏆
Haha thanks so much man!! I have more I’m uploading this week! :) I appreciate the support so much :) :)
The clouds arent ice, the moisture freezes on cold metal. Seen light rim ice at well above 50°F before.
Why the long radio calls? "Edmonton Centre this is Victor Alpha Xray, can we get ahhh direct to DEKSA for the approach or do you want us just on the straight in via IKBIR?"
The call should be "Victor Alpha Xray request direct DEKSA."
Assuming you've established coms with Edmonton Centre you don't need to keep saying their name. Requesting direct to DEKSA required no explanation because the controller knows what approach is in use. And certainly the straight option is for the controller to decide, you don't have to explain it to him. All that extra stuff just cloggs up the radio. That's how the rest of the world does it.
Do you guys use STARS? If so the only radio calls would be ATC clearing you & handing you over. Eg. VAX cleared ILS Rwy 30. Established tower 118.1 (All the rest is just chatter).
Ya totally, but on nights like this, sometimes they like the extra banter because it keeps everyone on a human level, especially on a quiet radio. If it’s busy, like when I’m flying into Vancouver or seattle or Las Vegas, then I keep it simple and to the point. But sometimes it’s just the way it comes out on a friendly Canadian radio :)
@@EvanLuft Canadians...you're all the same.. far too friendly & likeable!😂 Excellent channel btw..all the best!👍😊
Keep your parachute and some warm pants 😂
Not much time to get off the runway 😮not a learner airport
Correct. In that situation the dash 8 behind us is glad to have the runway available haha
Did tower close the runway after that landing? Cuz you just left grease all over that shit😂😂
hahaha this comment made my day. Instantly pinned :p Thanks! haha no grease, just a bit of butter. But I got lucky on the flare haha.
The Philippines is a great place to move to. 🙂Hit me up if you visit 🤙.
Don't fly in cold places.
The Cessna is way too easy to fly.
It’s a good bird
Tailwind + slippery runway = poor decision making by the pilot. Overconfidence. You got lucky this time. No reason you couldn't land opposite direction.
Naw, this bird lands short no probs so that little tail wind (if any) was no concern. All the airlines and other corporate airplanes took the tailwind and were landing making the same decision as me that evening lol
Just a tad bit dramatic. He didn’t get lucky he made a textbook landing. I think the pilot here understands his airplane since he is the one flying it. Plus all of the other airplanes were landing in the same direction. I suppose you think they were all lucky to be alive this time too. Overconfidence? Get real. Leave your comments to yourself. It’s clear that this pilot is very safe and competent. He mentions in the video the fact that the runway might be a bit slick and makes the decision to use as little braking as possible, instead using the engines/props to slow down. Doesn’t sound like overconfidence to me. When you fly in Canada regularly as he does, you will know how to deal with ice and slick runway conditions better than most pilots elsewhere. Now, take a deep breath and ease up on being the overly dramatic UA-cam expert.
Loooooove my now best friend
We are in Florida if you want to fly