Couple of tips for you even though you answered them throughout your narration: 1) You don't need a prefiled IFR flight plan between TEC airports, it's actually more work to retrieve it, we can simply type those flight plans into the keyboard. 2) On initial call, as you mentioned, state your approach request. Especially since you're very close to the RNAV-B. 124.6 (Valley/Glendale Sectors) handles that approach and they must first accomplish additional coordination with adjacent sectors (missed approach, LAX traffic...) 3) EMT typically advertises VOR-A by default.
Thanks for the tips! I appreciate that. I definitely should have asked for the approach. I always hesitate to ask because I'm almost never 100% sure I am on with the actual approach controller for that approach unless I am on the approach frequency which is listed on the approach plate. But half the time, that isn't even the actual approach frequency for some reason. So I end up waiting until I'm pretty close to ask or until they ask me for an approach request. I guess I don't like asking and being told that's a question for the next controller....haha
@@SoCalFlyingMonkey That's definitely a valid assumption. In most cases, however, we can put your approach request in the data tag before handing it off. Some controllers will have you advise next sector, some will put it in. Everybody has their own techniques. In most cases, waiting until you get a bit closer does work well, unless the approach you want is coming up quickly.
Jason, I appreciate your comment. You’d have to retrieve his flight plan regardless since it was open in the system, correct? Let’s say a pilot could cancel from ForeFlight on their phone in the air. How long does it take to fall out of the “have to retrieve it” system after ForeFlight says it has been cancelled? Any other advice for picking up IFR in the air on SCT? Thanks.
Single pilot IFR is one of the most difficult challenges. I would say the more prep you can do before departing the better. If you can figure out the approach and runway in use on a short flight prior to departing, it will help a lot.
Thank you for being humble enough and open to sharing these experiences as we are all life long students. Seeing clips like this help us all learn. Great job making it all work out and best wishes on the annual!👍
Really love the way you overlay the direction you are gonna be turning with those arrows mate 😀 for us who are not pilots it explains a lot thank you and fly safe 👍🖖
One tip, you can always file IFR from a way point to a destination(can be VOR, a GPS point, even an airport far away), you don't have to file from your take off airport. Lets say you file IFR from a waypoint that is 1 hour away, take off VFR, 1 hour later near your way point, pickup the IFR. Works every time.
I just started IFR training and this is an AWESUME video, I love the CC because controls talk so fast i often have a hard time understanding what they just said! I don't know how foriegn students do it for flight training in the us....
Well done. Good to have routine flight segments like the landing segment. You can notice that the stress literally disappeared once visual contact was made (despite the previous stress).
There’s literally only two times I actually remembered to start the timer. The first was simulating I was flying /A and luckily the other was on my instrument check ride (earlier this week!). GPS certainly has us spoiled!
I totally agree with you, sometime, in the flight this high pressure period, I did feel sudden my brain stopped working, some basic technique VOR needle left or right, I was just cannot remembering them. the good part, glass cockpit provide more than one way to follow a straight line, so alternatively I use visual diagram to help for that weird moment. but after landing, all pressure is released, I felt I was so stupid cannot remember these basis. Thank you for humble sharing
Lesson in this is...in SoCal airspace, time spent waiting on the ground for clearance beats getting vectored around and increasing controller workload. When in doubt, obtain clearance in the run-up area. :)
I'm not sure. I might have waited for a long time to get the clearance/release on the ground and still been given the VOR approach by the approach controller once in the air...
As a student just about to get ready for my oral check and ppl check ride, I truly love this kind of content. I appreciate your efforts in sharing this with all of us! I look forward to more #sub
That approach clearance that is hard to memorize is called PTAC (Position, Turn, Altitude, Clearance). Position - just FYI how far you are from the FAF, turn is typically 30 degree intercept for the final, Altitude to maintain before intercept and Approach name you probably asked for :) Hope that helps!
Eric, someone may have already mentioned this… I would fly a VOR approach like this with magenta (rather than green) needles and simply “monitor” the bearing pointer for the actual VOR. Zero signal noise and no concern (real or perceived) about reverse sensing. Excellent video! Wayne (DA40 KSBA)
Oh yes I often fly VOR approaches legally using GPS while monitoring the VOR. Occasionally I like to use the VOR itself just for practice in case I lose GPS functionality. Good point and thank yoU!
Nice approach. You may have been confused however you recognized something was wrong that is crucial. Always remember if something seems wrong it probably is.
I'm not qualified to comment on your flying skills, but your video skills are excellent - the outside camera and overlays plus the way you cut it all together - first rate.
I'm just starting my instrument training, and this video is immensely helpful. I'm going to have to join your Patreon if this is the type of content you offer. Thanks!
Time for the FAA to chart an RNAV (or two) into this airport. You are skilled, but I think a lot of newer pilots have little to no VOR approach experience, since VORs are being decommissioned rapidly.
You think reverse sensing on the VOR From is bad? I'm a 1000-hr CFI, and on one recent flight I was having trouble coordinating the plane for a solid minute until I realized I had reverse sensing on the rudder pedals! Brain-farts are real, yo. I did my IFR training at KEMT around 2000, lots of "tower-to-tower" clearances but no GPS approach. Can't recall whether it existed or not in those days, but the trainers I was flying definitely didn't have GPS. That VOR-A approach brought back memories though... first approach I ever flew with my future wife in the right seat!
@@SoCalFlyingMonkey honestly I really enjoyed the challenge of it, but I will say getting a backup GPS really reduced my fear of being vectored into a mountainside. Love the channel! A Six or Saratoga is my target airplane, hoping to get some family trips like you before my kids are out of the house.
What date was this? I just flew into LA with that insane cloud deck, had similar issues! Barely ended up finding a hole near the mountains and skirting under to KEMT.
With an HSI, a VOR should never be reverse sensing. If the OBS course is set for 258 and you’re outbound on the FROM side of the station, south of the course and heading northwest-ish, the CDI will give you a fly right indication, as expected. Where the HSI shines is that if the OBS course is incorrectly set for the reciprocal 078 radial (now giving a TO indication on that same southwest side of the station) the CDI will indicate to fly LEFT, but only if your nose is pointed east. In this case, since you are flying west and the HSI is slaved to your heading, it’s as if you’ve flipped the entire instrument nearly upside down, and by doing so, it will correctly *appear* to show a correct fly RIGHT indication relative to your heading and position. The only time an HSI can give you reverse sensing is with localizer back courses (should set it to the localizer front course).
Good Lord! Could those controllers talk any faster? I saw a video by Martin Pauly where he had a controller fly with him. I picked up a nice acronym from him. PTAC. It didn't work for your controller because he flipped the P and the T. But, P is your position, which you don't need to read back. T is your new heading. A is your altitude, and C is the clearance, ie: "cleared VOR, ILS, or RNAV approach runway "X"...Usually, they give the approach clearance in that order... I have a lot of trouble remembering to start the timer, too. Thankfully, the tablet program I use, Avare, has a timer built in. It starts at' zero and counts up, so I can just look down and see if the total is near the calculated number of minutes and seconds. You've come a long way pilgrim.. Well done.
Great video! I think others have probably already covered the learning points (if you're not learning something every flight, you're doing it wrong). One thing I would add: I appreciate you tuning and ID the VOR but if you're GPS is capable then why add the extra work load? Just fly it in GPS mode especially single pilot.
VORs are hard... I'm a low time VFR PPL & I just spend 3 hours in a certified simulator doing then and I still get them wrong. Don't blame that mess up at all.
Great insight and production. Appreciate it. Good question though, how do you mount your iPad/IFD100?. Mine is flush on the panel but I see yours is canted a bit for a better view.
I have it mounted on the MyGoFlight mount and in a universal cradle. It lets you angle it a variety of ways and when the next ipad is slightly bigger or smaller it will fit the cradle.
Ok.... Hang on. I've lived in So Cal my entire life. The weather is without a doubt predictable. Flying VFR from the valley to El Monte should be a no brainer. All ya gotta do is just see if the marine layer is coming in or not. Pick a day when it won't and life is easy. Now, flying from sunny and clear KFUL to SBA (Goleta) is a different story. Most of the time in the central coast you'll get that spontaneous cloud cover that is unexpected.
at 7:27 questioning whether to fly towards or away from the needle... on an HSI it don't matter, it's always towards the needle with one exception. Flying a BC with the needle set to the BC heading.
I busted my ifr check ride due to activating the obs on the rnav z into kcma. On a gtn 750. Simple mistake due to nerves. Won't do that again. Dpe was great tho, explained everything and also let me know it wasn't a career ending mistake. I love flying into El Monte.
For Crank: I don't fly with a GTN 750. I'm trying to understand this error that you made that was a bustable offense. These videos are a great resource including the comments, Can you fill in a little bit more of the scenario.
@Honolululoma on the most the 750 When you activate the approach. The vor/GPS button turns into an obs soft key. Why it was pressed I don't know but it was and bc the receiver was tuned to 247 which was the approach course for the rnav. When the obs activates it looses the approach and is now just a radial. Rookie mistake I put up to nerves and doing things bit differently.
The first I heard it. I think he had assigned me a heading and then maybe forgot what it was and said heading on the roll out. I took it to mean the heading I would fly when finished with the turn towards the heading he had previosuly given me....
Had the Oakland VOR, but needed to track Oakland vor for dme but be tuned to to the localizer took a little bit to figure out why my gps and the “localizer” I saw was actually the vor and it took me a little to figure it out
Might be old question, how much did that panel setup cost you? I see the prices of the parts but how much was the labor side? Cheers to the beautiful plane!
Has any outer pilots flown above the layer and just keep flying pass the airport and keep going until you wondered why its taking you forever then you look at the map
Wishing you LUCK on the annual! Despite the cost, I'm always good when the A&P finds something that might kill me. I think of the annual as a safety check. I have a Warrior II by the way. It's usually around 3k. Your editing skills are Spielbergesque.
It's a TEC route. I could ask for that on the ground at Whiteman but sometimes it takes 20-30 minutes to get released due to Burbank and Van Nuys... :(
I’m working on my instrument rating. I would never take off without my IFR clearance with a planned 15 minute flight in planned IFR conditions. You handled the issues fine, but you placed yourself in a bad position. I always never want to exercise my excellent airmanship to recover from poor decisions. Just my two cents.
Departing VFR into clear skies and then above a layer and picking up an IFR clearance in the air is super common. As you get farther along and more experience flying in and out of the IFR system you'll get more comfortable with it. Waiting 20-30 minutes for an IFR release out of Whiteman when the skies are clear above makes no sense to me. Being VFR over a layer with many surrounding areas minutes away being totally clear with 84 gallons of fuel on board is definitely not a bad position in my opinion. I was hoping for a quick entry to the approach on the way but got vectored to a different approach. Not a huge deal but some interesting takeaways nonetheless. If I had to do it over I would have just asked for the GPS approach very early on.
@@SoCalFlyingMonkey I understand where you’re coming from. I have 1500 hrs of instrument time from the military. I also fly a 172 with basic 6 pack and gps with no autopilot but carry foreflight. I always pickup IFR clearance and release via phone at our uncontrolled airfield. I look at everything as a single pilot ops even though I’m flying with an instructor. My concern has always been task management in a compressed timeframe. I envy your glass displays as I wish we had them in our 172.
@@SoCalFlyingMonkey Make your request on initial contact with approach and you’ll get the ball rolling way faster. “Request direct X for the RNAV X RWY XX” is a lot more efficient and you’ll usually get it pretty quickly.
His big mistake was asking for flight following. . LOL the instant he did, they told him what they wanted him to fly in every way. If you go flight following, old stage three, you are no longer pilot in command. End of story.
I almost always do that when weather allows because getting a clearance from the ground at Whiteman can put you waiting for 20-30 minutes due to Burbank and Van Nuys airspace. I'll keep doing it as long as I can maintain VFR up to the MVA.
You obviously don't fly a lot of IFR in SoCal. Departing VFR and picking up IFR is a very normal occurrence. SO MANY OUTS on this flight with clear weather over my airport and dozens of others in the area and to the north. Just a little marine layer over destination. Why sit on the ground for 30 minutes waiting for a clearance when the skies are clear? Get out of the worst congested airspace (BUR/VNY) and pick up a clearance. I just should have asked for the GPS approach sooner...
Couple of tips for you even though you answered them throughout your narration: 1) You don't need a prefiled IFR flight plan between TEC airports, it's actually more work to retrieve it, we can simply type those flight plans into the keyboard. 2) On initial call, as you mentioned, state your approach request. Especially since you're very close to the RNAV-B. 124.6 (Valley/Glendale Sectors) handles that approach and they must first accomplish additional coordination with adjacent sectors (missed approach, LAX traffic...) 3) EMT typically advertises VOR-A by default.
Hi Jason,
What sector have you been working lately?
@@TomCook1993 TOA/LGB/FUL/SNA 👍🐾🛩️
Thanks for the tips! I appreciate that. I definitely should have asked for the approach. I always hesitate to ask because I'm almost never 100% sure I am on with the actual approach controller for that approach unless I am on the approach frequency which is listed on the approach plate. But half the time, that isn't even the actual approach frequency for some reason. So I end up waiting until I'm pretty close to ask or until they ask me for an approach request. I guess I don't like asking and being told that's a question for the next controller....haha
@@SoCalFlyingMonkey That's definitely a valid assumption. In most cases, however, we can put your approach request in the data tag before handing it off. Some controllers will have you advise next sector, some will put it in. Everybody has their own techniques. In most cases, waiting until you get a bit closer does work well, unless the approach you want is coming up quickly.
Jason, I appreciate your comment. You’d have to retrieve his flight plan regardless since it was open in the system, correct? Let’s say a pilot could cancel from ForeFlight on their phone in the air. How long does it take to fall out of the “have to retrieve it” system after ForeFlight says it has been cancelled? Any other advice for picking up IFR in the air on SCT? Thanks.
Single pilot IFR is one of the most difficult challenges. I would say the more prep you can do before departing the better. If you can figure out the approach and runway in use on a short flight prior to departing, it will help a lot.
For sure. I had briefed the GPS approach fully before I took off. I cut it out of the video for time reasons...
Thank you for being humble enough and open to sharing these experiences as we are all life long students. Seeing clips like this help us all learn. Great job making it all work out and best wishes on the annual!👍
Great video. Thank you for sharing this. Those little short IFR flight can be a handful.
The short ones always seem to be much more difficult!
Really love the way you overlay the direction you are gonna be turning with those arrows mate 😀 for us who are not pilots it explains a lot thank you and fly safe 👍🖖
I agree☝🏾. Keep up the nice work
thanks for that feedback- it's really helpful hearing what people like in the videos!
One tip, you can always file IFR from a way point to a destination(can be VOR, a GPS point, even an airport far away), you don't have to file from your take off airport. Lets say you file IFR from a waypoint that is 1 hour away, take off VFR, 1 hour later near your way point, pickup the IFR. Works every time.
Thanks for the tip!
I just started IFR training and this is an AWESUME video, I love the CC because controls talk so fast i often have a hard time understanding what they just said! I don't know how foriegn students do it for flight training in the us....
Thanks for the specific feedback- it's really helpful hearing what y'all like about the videos. Thank you!
I love that you are humble enough to point out your mistakes and help others learn from them. Thank you for another great video.
thank you. Glad you are enjoying the videos!
Well done. Good to have routine flight segments like the landing segment. You can notice that the stress literally disappeared once visual contact was made (despite the previous stress).
There’s literally only two times I actually remembered to start the timer. The first was simulating I was flying /A and luckily the other was on my instrument check ride (earlier this week!). GPS certainly has us spoiled!
Haha I have about a 50% success rate in remembering to start the timer...
Currently doing my IR, this video was instrumental (pardon the pun). Great calmness with decision making and enjoyed the video. Thanks
Glad you enjoyed it! Thank you!
I totally agree with you, sometime, in the flight this high pressure period, I did feel sudden my brain stopped working, some basic technique VOR needle left or right, I was just cannot remembering them. the good part, glass cockpit provide more than one way to follow a straight line, so alternatively I use visual diagram to help for that weird moment. but after landing, all pressure is released, I felt I was so stupid cannot remember these basis. Thank you for humble sharing
Lesson in this is...in SoCal airspace, time spent waiting on the ground for clearance beats getting vectored around and increasing controller workload. When in doubt, obtain clearance in the run-up area. :)
I'm not sure. I might have waited for a long time to get the clearance/release on the ground and still been given the VOR approach by the approach controller once in the air...
@@SoCalFlyingMonkey Usually picking up a clearance airborne is much easier for the controller (at least in a center environment).
Good luck in annual! We’re also in annual N911TP
Bro, my flying skills are so good, they give me their number all the time!!
lmao
From Santa Ana, California!!!… hi!!! Attentive and pending these fabulous videos
Thanks!!
Thank you for sharing this experience
As a student just about to get ready for my oral check and ppl check ride, I truly love this kind of content. I appreciate your efforts in sharing this with all of us! I look forward to more #sub
glad you enjoyed it. good luck on your checkride!
That approach clearance that is hard to memorize is called PTAC (Position, Turn, Altitude, Clearance). Position - just FYI how far you are from the FAF, turn is typically 30 degree intercept for the final, Altitude to maintain before intercept and Approach name you probably asked for :) Hope that helps!
Definitely thank you!!!
Eric, someone may have already mentioned this… I would fly a VOR approach like this with magenta (rather than green) needles and simply “monitor” the bearing pointer for the actual VOR. Zero signal noise and no concern (real or perceived) about reverse sensing. Excellent video! Wayne (DA40 KSBA)
Oh yes I often fly VOR approaches legally using GPS while monitoring the VOR. Occasionally I like to use the VOR itself just for practice in case I lose GPS functionality. Good point and thank yoU!
Try doing the LPV 07L approach into KDAB and depart from KEVB while Embry Riddle is in school. Now that’s quite the handful
Nice approach. You may have been confused however you recognized something was wrong that is crucial. Always remember if something seems wrong it probably is.
Also, always ask for radar vectors “ approach” final approach course
Thank you sharing! I did a plenty of mistakes like that by not being prepared.
I'm not qualified to comment on your flying skills, but your video skills are excellent - the outside camera and overlays plus the way you cut it all together - first rate.
Thank so much! Appreciate that!
I’m subscribed now wow I’m just starting to take my private pilots and damn I have along way to go good job
I'm just starting my instrument training, and this video is immensely helpful. I'm going to have to join your Patreon if this is the type of content you offer. Thanks!
Good luck, I’ve got VFR down but I’m still kinda confused on “pushing the needle” and all that. Also, I’d love to feel competent flying at night.
Glad its helpful for you!
Good luck on the annual! Hope there are no surprises.
Thanks!!!
This is great, the only question I have is why you disconnected the autopilot before you were visual. Did you want the handflying experience?
The autopilot is not certified for “coupled approaches”
Time for the FAA to chart an RNAV (or two) into this airport. You are skilled, but I think a lot of newer pilots have little to no VOR approach experience, since VORs are being decommissioned rapidly.
Great job staying calm aviating & navigating ,,picking clearance while airborne can be Hectic
Thanks!
Thanks for another wonderful video! Great flying, too!
Thank you too! Glad you enjoyed it!
Luck! Just did mine on my ‘67 F Mooney. Wasn’t bad.
Yes, I have spaced on simple things. It's crazy when you work load get high and you brain gives you the blue screen.
You think reverse sensing on the VOR From is bad? I'm a 1000-hr CFI, and on one recent flight I was having trouble coordinating the plane for a solid minute until I realized I had reverse sensing on the rudder pedals! Brain-farts are real, yo. I did my IFR training at KEMT around 2000, lots of "tower-to-tower" clearances but no GPS approach. Can't recall whether it existed or not in those days, but the trainers I was flying definitely didn't have GPS. That VOR-A approach brought back memories though... first approach I ever flew with my future wife in the right seat!
I can't imagine flying hours of IMC with only VOR navigation.....Cross radials and all that...seems crazy!
@@SoCalFlyingMonkey honestly I really enjoyed the challenge of it, but I will say getting a backup GPS really reduced my fear of being vectored into a mountainside.
Love the channel! A Six or Saratoga is my target airplane, hoping to get some family trips like you before my kids are out of the house.
Wonderful !!!! 😂😂👀👀🦾🦾👍🏼👍🏼☝🏼☝🏼👌🏼👌🏼✈✈
Glad you enjoyed it
@@SoCalFlyingMonkey 🦾🦾🧿🧿
Yes spaced out under workload
Great video as always. I see light around your door I had all kinds of door sealing issues with my PA28 maybe they can adjust it during the annual.
Yeah I've replaced all the hardware I can and the door seal. It's just a very high time airframe/door.
What date was this? I just flew into LA with that insane cloud deck, had similar issues! Barely ended up finding a hole near the mountains and skirting under to KEMT.
It was in October I think.
Good luck on the annual, we go in next week.
Good luck!!
You have Dynon. Doesn't it automatically correct reverse sensing?
I think you might be right I'll have to check....
With an HSI, a VOR should never be reverse sensing. If the OBS course is set for 258 and you’re outbound on the FROM side of the station, south of the course and heading northwest-ish, the CDI will give you a fly right indication, as expected.
Where the HSI shines is that if the OBS course is incorrectly set for the reciprocal 078 radial (now giving a TO indication on that same southwest side of the station) the CDI will indicate to fly LEFT, but only if your nose is pointed east. In this case, since you are flying west and the HSI is slaved to your heading, it’s as if you’ve flipped the entire instrument nearly upside down, and by doing so, it will correctly *appear* to show a correct fly RIGHT indication relative to your heading and position.
The only time an HSI can give you reverse sensing is with localizer back courses (should set it to the localizer front course).
super helpful thank you!
I was laughing the entire video. So much in this flight. Thanks for the video.
Good Lord! Could those controllers talk any faster?
I saw a video by Martin Pauly where he had a controller fly with him. I picked up a nice acronym from him. PTAC. It didn't work for your controller because he flipped the P and the T. But, P is your position, which you don't need to read back. T is your new heading. A is your altitude, and C is the clearance, ie: "cleared VOR, ILS, or RNAV approach runway "X"...Usually, they give the approach clearance in that order...
I have a lot of trouble remembering to start the timer, too. Thankfully, the tablet program I use, Avare, has a timer built in. It starts at' zero and counts up, so I can just look down and see if the total is near the calculated number of minutes and seconds.
You've come a long way pilgrim.. Well done.
Oh yes PTAC is a good one. Will remember that! thanks!
Great video! I think others have probably already covered the learning points (if you're not learning something every flight, you're doing it wrong). One thing I would add: I appreciate you tuning and ID the VOR but if you're GPS is capable then why add the extra work load? Just fly it in GPS mode especially single pilot.
Sometimes I like to practice in case of GPS failure one day...
VORs are hard... I'm a low time VFR PPL & I just spend 3 hours in a certified simulator doing then and I still get them wrong. Don't blame that mess up at all.
Great insight and production. Appreciate it. Good question though, how do you mount your iPad/IFD100?. Mine is flush on the panel but I see yours is canted a bit for a better view.
I have it mounted on the MyGoFlight mount and in a universal cradle. It lets you angle it a variety of ways and when the next ipad is slightly bigger or smaller it will fit the cradle.
@@SoCalFlyingMonkey thanks! Looks great!
Like your channel, I had a Warrior based a EMT I was wondering if EMT is you home airport?
No its not- KWHP is my home airport. Have a good mechanic over at KEMT though. :)
What were you adjusting or cranking clockwise at 9:35 time marker, just before round out? Is that the rudder trim?
Yes rudder trim.
Private pilot (VFR)here, wow, that’s a lot to read back.
Nice video as always. Good luck to you and your wallet for the annual 😊
Thank you!!!
Ok.... Hang on. I've lived in So Cal my entire life. The weather is without a doubt predictable. Flying VFR from the valley to El Monte should be a no brainer. All ya gotta do is just see if the marine layer is coming in or not. Pick a day when it won't and life is easy. Now, flying from sunny and clear KFUL to SBA (Goleta) is a different story. Most of the time in the central coast you'll get that spontaneous cloud cover that is unexpected.
at 7:27 questioning whether to fly towards or away from the needle... on an HSI it don't matter, it's always towards the needle with one exception. Flying a BC with the needle set to the BC heading.
Good tip - I think youre right since the only time ive dragged the needle on my Dynon is the LOC BC at KSMX!
I’m so glad I found this channel. A pilot that does videos for other pilots. 🤙🏾 Thanks!
Glad you enjoy it!
I busted my ifr check ride due to activating the obs on the rnav z into kcma. On a gtn 750. Simple mistake due to nerves. Won't do that again. Dpe was great tho, explained everything and also let me know it wasn't a career ending mistake. I love flying into El Monte.
Oh yeah that's such a small simple thing. You must have been bummed but sounds like you bounced back and finished the rating!
@SoCal Flying Monkey yeah, it happens and it'd a learning tool. Should be doing my commercial ticket in April and multi in July.
For Crank: I don't fly with a GTN 750. I'm trying to understand this error that you made that was a bustable offense. These videos are a great resource including the comments, Can you fill in a little bit more of the scenario.
@Honolululoma on the most the 750 When you activate the approach. The vor/GPS button turns into an obs soft key. Why it was pressed I don't know but it was and bc the receiver was tuned to 247 which was the approach course for the rnav. When the obs activates it looses the approach and is now just a radial. Rookie mistake I put up to nerves and doing things bit differently.
nice work and excellent video!
Thanks!!!
Hello from Belgium! What does 'expect assigned headings ON THE ROLL OUT' mean? (@5:24) What roll out?
Thanks!
The first I heard it. I think he had assigned me a heading and then maybe forgot what it was and said heading on the roll out. I took it to mean the heading I would fly when finished with the turn towards the heading he had previosuly given me....
You can always call for one if you find yourself in that situation.
Had the Oakland VOR, but needed to track Oakland vor for dme but be tuned to to the localizer took a little bit to figure out why my gps and the “localizer” I saw was actually the vor and it took me a little to figure it out
tuning the right navaid is defnitely a mistake i have made a few times too!
Bad ass editing, how do you overlay the flight path on the charts?
I screen record the iPad while in flight...
@@SoCalFlyingMonkey smart, thanks!
curious why you hand-id'd the POM VOR .. your IFD540 will id the vor for you.
Primacy in learning I guess. I learned in a less well equipped plane and its a habit... Kind of fun to do anyway. Haha
Might be old question, how much did that panel setup cost you? I see the prices of the parts but how much was the labor side? Cheers to the beautiful plane!
the HDX and Trutrak were about 26k all in.
Has any outer pilots flown above the layer and just keep flying pass the airport and keep going until you wondered why its taking you forever then you look at the map
Wishing you LUCK on the annual! Despite the cost, I'm always good when the A&P finds something that might kill me. I think of the annual as a safety check. I have a Warrior II by the way. It's usually around 3k. Your editing skills are Spielbergesque.
I agree- I like when they are thorough and find everything they can! Thank you for the compliment about the editing! :)
In computer/electrical engineering, missing simple things sometimes is part of being human
Good point!!!
Talk about the run around.
This literally happened to me two days ago.
Good Luck.
🌏🇭🇲
Greased it!
always. Haha kidding
Cool 😎
This is hard.
It's always the worst feeling when you space something really basic and you're on a timer for figuring it out.
for sure!
BURP8! …pardon me.
What’s that supposed to mean?
It's a TEC route. I could ask for that on the ground at Whiteman but sometimes it takes 20-30 minutes to get released due to Burbank and Van Nuys... :(
I’m working on my instrument rating. I would never take off without my IFR clearance with a planned 15 minute flight in planned IFR conditions. You handled the issues fine, but you placed yourself in a bad position. I always never want to exercise my excellent airmanship to recover from poor decisions. Just my two cents.
Departing VFR into clear skies and then above a layer and picking up an IFR clearance in the air is super common. As you get farther along and more experience flying in and out of the IFR system you'll get more comfortable with it. Waiting 20-30 minutes for an IFR release out of Whiteman when the skies are clear above makes no sense to me. Being VFR over a layer with many surrounding areas minutes away being totally clear with 84 gallons of fuel on board is definitely not a bad position in my opinion. I was hoping for a quick entry to the approach on the way but got vectored to a different approach. Not a huge deal but some interesting takeaways nonetheless. If I had to do it over I would have just asked for the GPS approach very early on.
@@SoCalFlyingMonkey I understand where you’re coming from. I have 1500 hrs of instrument time from the military. I also fly a 172 with basic 6 pack and gps with no autopilot but carry foreflight. I always pickup IFR clearance and release via phone at our uncontrolled airfield. I look at everything as a single pilot ops even though I’m flying with an instructor. My concern has always been task management in a compressed timeframe. I envy your glass displays as I wish we had them in our 172.
@@SoCalFlyingMonkey Make your request on initial contact with approach and you’ll get the ball rolling way faster. “Request direct X for the RNAV X RWY XX” is a lot more efficient and you’ll usually get it pretty quickly.
@@edjarrett3164 It’s not worth a half hour on the ground when it’s VFR. Take off and pickup IFR. You can do that in the military too.
His big mistake was asking for flight following. . LOL the instant he did, they told him what they wanted him to fly in every way. If you go flight following, old stage three, you are no longer pilot in command. End of story.
Howdy 🤠
Why would you pick it up in the air on such a short flight? I think you figured out not to do that again.
I almost always do that when weather allows because getting a clearance from the ground at Whiteman can put you waiting for 20-30 minutes due to Burbank and Van Nuys airspace. I'll keep doing it as long as I can maintain VFR up to the MVA.
Wayyyy too many chapters on this vid
if you want to mark all my chapters for me I'm happy for you to do it!
IFR/IMC = Occasional brain neuron fickle firing. 😅
You need to work on your ADM, bro. Seriously.
You obviously don't fly a lot of IFR in SoCal. Departing VFR and picking up IFR is a very normal occurrence. SO MANY OUTS on this flight with clear weather over my airport and dozens of others in the area and to the north. Just a little marine layer over destination. Why sit on the ground for 30 minutes waiting for a clearance when the skies are clear? Get out of the worst congested airspace (BUR/VNY) and pick up a clearance. I just should have asked for the GPS approach sooner...