you`re using this flexible sunfilter which sticks to the canopy. If I may advise: don`t keep it for long. I used exactly the same fold in my DA42. It caused deep micro cracks in the acrylic glass.
+Karl Lang Thanks for the heads up, Karl!! I'll look into that before I use it any more. What a shame. It really was effective in that big, plastic dome on the DA42.
Beautiful video as always my friend! That was one of the most beautiful things I have ever seen when you broke the top, must have been an amazing experience!
+Josh McCorquodale Yeah! Somebody commented on another vid to the effect that, if you don't smile when you see that on the video, then you are probably not a pilot. Funny and true, I suppose.
Re sun filter, I fully agree with effectiveness. This little device was more efficient than the fixed installed Rosen sunshades, especially because one can put them any place around the canopy. I had it at the left side, exactly like the position you had it during TOF and climb. My best guess is that it was plastic softener chemicals in this soft membrane which gradually caused cracks in the acrylic glass canopy, and probably catalized by UV light. Those cracks developed only underneath and closely around the sunfilter membrane.
Another great video. I noticed you got on top at around 3500ft and cruised all the way at FL100, so what did you use to figure out that you wouldn't encounter clouds and icing conditions on this flight? I didn't see you having to use the de-icing fliud. I guess this flight could have been carried out by a non de-iced aircraft. BTW I was shouting at your passenger to get his arm out of the way so I could see the altimeter.
+pplir2000 Well, I prefer to stay at F100 to avoid using supplemental oxygen, so when I got up in the air and saw it was clear, I just declared that as final cruise level. But of course, you can't be sure it will stay that way, so I had the oxygen ready in case we had to ascend. I looked at skew-t diagrams before leaving, but they looked like it would be layered clouds all the way up. I've learned that this usually means one can find an open level somewhere. In the event, it was even better and we could cruise all the way at F100. Having de-ice equipment gives me confidence to go up in weather where icing may occur, and I can say that very often, an aircraft without de-icing could have made the same flight. But the point is that one does not know in advance, and our business as pilots is risk management, no?
great video! question, how come you cleaned upthe gear so quickly? You had plenty of runway left in the event of an engine failure. I would have not wanted to get in IMC with an engine out....god fordbid your engine would have quit say at 300 agl. Your gear would have already been up. 2nd, i know the gfc AP says engage only after 800 ft agl and you had it engaged quite early definitely before 800agl. I honestly would have been tempted to engage early as possible due to the heavy imc but do you think its a wise move? Great stuff..thanks!
+Anthony Bo Hi Anthony and thanks for the kind words. Cleaning up the gear is an interesting question. When the runway is shorter, it's obvious that you can't land, so cleaning up is also obvious, as you say. But when you have a long runway stretching out in front of you, seeming never to end (like R22 at Schiphol) when do you clean them up? In that case, I go by altitude. When I have sufficient altitude to safely convert to OEI configuration, then I clean them up. Somewhere around 150 feet is a good altitude for that. The motivation for pulling them in is to get into a clean climb configuration as soon as practicable. The GFC700 AP in the DA42-VI is authorized from 200 feet on both approach and departure. The 800 ft limit is only applicable to cruise, cruise climb, cruise descent and maneuvering. I regularly engage it at 200 ft to follow SIDs in NAV mode, as it was intended. Using the AP is safer, not less safe, in IMC. Obviously, one monitors what the AP is doing very closely and is ready to disengage and take over, but having it keep wings level, hold airspeed on climb, and follow the course frees up the pilot to monitor and double-check. Much safer.
Hej! Jo jag har en fråga, jag flyger själv mycket IFR i just DA42:an hemma på flight sim. Men jag kan inte få upp en glidbana. Hur är det man gör? Jag trycker procc och väljer ILS t.ex 19L på ESSA sedan lägger jag in frekvensen för ils:en i NAV1. Men får ändå inte upp någon glid bana. Någon idé? Riktigt bra kanal också!
In the actual airplane, I don't usually use the PROC button to set up for an actual ILS approach. I enter the frequency(ies), MDA and course manually. The ILS/LOC/VOR procedures are not certified for use, but are only intended for situational awareness. The only approach procedures certified for use are the RNAV procedures. All that said, your issue is probably rather with whoever implemented that AP in the sim and how accurate their implementation is. My experience is that most of them leave much to be desired in terms of recreating the behaviors of the real AP.
![All about runway markings [atc for you]](http://i.ytimg.com/vi/k_CrrAfEQHE/mqdefault.jpg)
glad to see that your back in flying. your activities with your plane and the view is entertaining
I'm glad you are back with the videos :) Always awesome. Wish you nice flights.
It's good to have you back, looking forward to the next videos!
you`re using this flexible sunfilter which sticks to the canopy. If I may advise: don`t keep it for long. I used exactly the same fold in my DA42. It caused deep micro cracks in the acrylic glass.
+Karl Lang Thanks for the heads up, Karl!! I'll look into that before I use it any more. What a shame. It really was effective in that big, plastic dome on the DA42.
Beautiful video as always my friend! That was one of the most beautiful things I have ever seen when you broke the top, must have been an amazing experience!
+Josh McCorquodale Yeah! Somebody commented on another vid to the effect that, if you don't smile when you see that on the video, then you are probably not a pilot. Funny and true, I suppose.
Glad you are back . Was worried that you have been away for so long.
Thanks for video. Fantastic as always.
Re sun filter, I fully agree with effectiveness. This little device was more efficient than the fixed installed Rosen sunshades, especially because one can put them any place around the canopy. I had it at the left side, exactly like the position you had it during TOF and climb.
My best guess is that it was plastic softener chemicals in this soft membrane which gradually caused cracks in the acrylic glass canopy, and probably catalized by UV light. Those cracks developed only underneath and closely around the sunfilter membrane.
great video,damn you've been flying everywhere
Good stuff! Thank you for sharing.
It's great to see another one of your videos, I hope to see more soon!
Welcome back! Thanks for the videos. Always interesting and informative.
Great to see new videos :D
Another great video. I noticed you got on top at around 3500ft and cruised all the way at FL100, so what did you use to figure out that you wouldn't encounter clouds and icing conditions on this flight? I didn't see you having to use the de-icing fliud. I guess this flight could have been carried out by a non de-iced aircraft. BTW I was shouting at your passenger to get his arm out of the way so I could see the altimeter.
+pplir2000 Well, I prefer to stay at F100 to avoid using supplemental oxygen, so when I got up in the air and saw it was clear, I just declared that as final cruise level. But of course, you can't be sure it will stay that way, so I had the oxygen ready in case we had to ascend. I looked at skew-t diagrams before leaving, but they looked like it would be layered clouds all the way up. I've learned that this usually means one can find an open level somewhere. In the event, it was even better and we could cruise all the way at F100. Having de-ice equipment gives me confidence to go up in weather where icing may occur, and I can say that very often, an aircraft without de-icing could have made the same flight. But the point is that one does not know in advance, and our business as pilots is risk management, no?
Perhaps aviation and Netflix go together. I like the video. Cheers
great video! question, how come you cleaned upthe gear so quickly? You had plenty of runway left in the event of an engine failure. I would have not wanted to get in IMC with an engine out....god fordbid your engine would have quit say at 300 agl. Your gear would have already been up. 2nd, i know the gfc AP says engage only after 800 ft agl and you had it engaged quite early definitely before 800agl. I honestly would have been tempted to engage early as possible due to the heavy imc but do you think its a wise move? Great stuff..thanks!
+Anthony Bo Hi Anthony and thanks for the kind words. Cleaning up the gear is an interesting question. When the runway is shorter, it's obvious that you can't land, so cleaning up is also obvious, as you say. But when you have a long runway stretching out in front of you, seeming never to end (like R22 at Schiphol) when do you clean them up? In that case, I go by altitude. When I have sufficient altitude to safely convert to OEI configuration, then I clean them up. Somewhere around 150 feet is a good altitude for that. The motivation for pulling them in is to get into a clean climb configuration as soon as practicable.
The GFC700 AP in the DA42-VI is authorized from 200 feet on both approach and departure. The 800 ft limit is only applicable to cruise, cruise climb, cruise descent and maneuvering. I regularly engage it at 200 ft to follow SIDs in NAV mode, as it was intended. Using the AP is safer, not less safe, in IMC. Obviously, one monitors what the AP is doing very closely and is ready to disengage and take over, but having it keep wings level, hold airspeed on climb, and follow the course frees up the pilot to monitor and double-check. Much safer.
Hej! Jo jag har en fråga, jag flyger själv mycket IFR i just DA42:an hemma på flight sim. Men jag kan inte få upp en glidbana. Hur är det man gör?
Jag trycker procc och väljer ILS t.ex 19L på ESSA sedan lägger jag in frekvensen för ils:en i NAV1. Men får ändå inte upp någon glid bana. Någon idé?
Riktigt bra kanal också!
In the actual airplane, I don't usually use the PROC button to set up for an actual ILS approach. I enter the frequency(ies), MDA and course manually. The ILS/LOC/VOR procedures are not certified for use, but are only intended for situational awareness. The only approach procedures certified for use are the RNAV procedures. All that said, your issue is probably rather with whoever implemented that AP in the sim and how accurate their implementation is. My experience is that most of them leave much to be desired in terms of recreating the behaviors of the real AP.
How do you find the forward visibility in the da42? Seems like that dash is awful high.