Great episode! I watched the Aviation101 video first and then came here for the in depth debrief. This is the kind of aviation content that is not only entertaining but also valuable. ADM is so important and it’s great when people are willing to share situations and mistakes to help us all be safer pilots. Thanks for the podcast, Pilot to Pilot has been one of my favorites for years while I’m driving around dreaming about flying!
Most of my IFR and IMC was in National Guard Hueys at 90 knots and 2.5 hours fuel. Your experience in Dallas, however, reminds me of flying pipeline patrol through there with a 200' AGL waiver. As part of a 3500 mile loop I flew Sunaco Midwest from Abaline to across the parallel runways at Meacham to the tank farm and then deadhead to Caddo Mills to get on a Phillips Conoco line to Mount Pleasant. At Class B airspace there and around the country, I never enter B but contact only tower. I could see under cells and avoid bad stuff or lay up at will. Severe turbulence is when those things not tied down fly around the cockpit and we must go down with downdraft or stall and go down faster. Pitch down to fly through quickly. And pitch up in updraft to stay in it longer. But most of those serious rivers of air are in the mountains and high desert. Those who use the steering wheel to level the wing call severe what those who use rudder only call moderate. Working our feet with hands free for spot reports also gets our muscle memory ready for short final where we don't want to turn and need no aileron with adverse yaw problems. Thus correct yaw will not only nail the centerline between our legs, but will keep the wing level in no wind or headwind and or stable in the bank for crosswind. If in a crab, rudder will keep the wing level and make slight yaw corrections to direct our butt to target or heading.
I like that I'm getting to catch over here on the debrief after watching you with Josh. The one thing I like from both of you is ( admission.) How many pilots get into it but refuse to admit they are in trouble? The quicker you accept that things aren't going your way the quicker you can start to correct.
If you’re going to be a safe and good pilot you have to be able to learn from your mistakes. Theirs no reason to be hard headed and thing it won’t ever happen or it won’t ever happen again. Thanks for watching!
I was impressed with the controller really going out of his way and trying to get you guys clear of the weather. He was working a very busy sector!
Great episode! I watched the Aviation101 video first and then came here for the in depth debrief. This is the kind of aviation content that is not only entertaining but also valuable. ADM is so important and it’s great when people are willing to share situations and mistakes to help us all be safer pilots. Thanks for the podcast, Pilot to Pilot has been one of my favorites for years while I’m driving around dreaming about flying!
Thanks for listening and leaving a comment! So glad Josh agreed to a debrief episode, I think it’s such an important conversation to have!
Enjoyed the debrief. Good stuff
Thanks for watching!
Most of my IFR and IMC was in National Guard Hueys at 90 knots and 2.5 hours fuel. Your experience in Dallas, however, reminds me of flying pipeline patrol through there with a 200' AGL waiver. As part of a 3500 mile loop I flew Sunaco Midwest from Abaline to across the parallel runways at Meacham to the tank farm and then deadhead to Caddo Mills to get on a Phillips Conoco line to Mount Pleasant. At Class B airspace there and around the country, I never enter B but contact only tower. I could see under cells and avoid bad stuff or lay up at will. Severe turbulence is when those things not tied down fly around the cockpit and we must go down with downdraft or stall and go down faster. Pitch down to fly through quickly. And pitch up in updraft to stay in it longer. But most of those serious rivers of air are in the mountains and high desert. Those who use the steering wheel to level the wing call severe what those who use rudder only call moderate. Working our feet with hands free for spot reports also gets our muscle memory ready for short final where we don't want to turn and need no aileron with adverse yaw problems. Thus correct yaw will not only nail the centerline between our legs, but will keep the wing level in no wind or headwind and or stable in the bank for crosswind. If in a crab, rudder will keep the wing level and make slight yaw corrections to direct our butt to target or heading.
I like that I'm getting to catch over here on the debrief after watching you with Josh. The one thing I like from both of you is ( admission.) How many pilots get into it but refuse to admit they are in trouble? The quicker you accept that things aren't going your way the quicker you can start to correct.
If you’re going to be a safe and good pilot you have to be able to learn from your mistakes. Theirs no reason to be hard headed and thing it won’t ever happen or it won’t ever happen again. Thanks for watching!