40 years in aviation and been around a lot of people in a lot of countries (and in a ton of different aircraft - both rotary and fixed wing). Would love to have flown with you! I like how your head is in the game (game face is serious!!) And the balance of humor is perfect! Wish all the best to you for a long, happy, and prosperous career!
My first solo cross country was from KMYF to KHMT, I passed east of French Valley going and West coming back,I almost had a mid air collision over rainbow pass enroute back to KMYF. That’s how busy that place is man. Anyways was nice to watch this video.yeah I did not have flight following back in those days, it was see and avoid for sure. You guys make a good team in that flight deck. Textbook indeed captain...
Sky King You are very welcome. Be sure to go down my video list because I have a few more videos featuring the Lear 60. Thank you for watching and I hope it helps.
Wondering if a 6'5 or 6'6 guy could fit in a lear 55 or 60? I am getting back into flying and may have an opportunity to fly FO on lear 55 or Falcon 20.
Great video! A question/s about your company. Is it a large fleet, pilot numbers? What is the timing for upgrade and how long til you get fourth stripe? What are long term goals? Will you stay in corporate world or do you want airline? Thanks
We have 10-11 different aircraft types. Close to 20 planes total. So at least 40 pilots I'm sure. I don't know the exact numbers. I'm hoping the next few months for the upgrade. 4th stripe is gonna be based on me getting my ATP. I don't have it yet. That rule that came in place in 2014 made it more challenging with cost. I either pay out of pocket for that or wait till there's an opening in my company. I'd like to fly for UPS or Fed Ex in the future. Better retirement.
DreamFort great goals! Yea the ATP rule sucks The test is not as "easy" anymore. Used to be able to study the Gleim manual and you were good to go. It def would be best if company paid for it.
Nice video except would like to see panel info too. (no jet time, but Commercial, multi, instrument ratings, 1500 TT, some King Air and Turbo Commander time).
That's the weirdest call-outs and procedures I ever saw. Usually, you are not supposed to turn the YD below 1000FT on the T/O, but everyone does it) so funny)))
Now, oft time, people put out vibes not congruent with how they really are by seeming to not talk at all. Now, there is a sterile flight deck rule that should be maintained, but opening up as well about just being a little worried about not grasping all the technical material that may pop up and so you won't talk much is always good and in reality improves everything altogether.
Agreed. There's also more to that sterile cockpit rule. It only needs to be that way during flight below 10,000 feet or during a critical phase of flight where only flight related conversations need to take place. This excludes cruise flight below 10,000 feet. Thanks for watching.
Hey, you're the pilot? Thanks for the reply! I have a totally unrelated technical question and I've never been able to figure this, but with Air France 447, for example, the pito tubes were giving the flight control system bad data. The pilots thought they were in over-speed. They reduced speed and pulled up to correct a non-existent condition while also being thrown off by false altitude readings produced by the same problem. When the ground proximity warning sounded, it was too late. Could they have tapped into some data stream before that which the ground proximity indicator instrument would have been producing? There are a myriad of mistakes they made, I don't want to speak poorly of them, but they did make errors they would not have made had they understood how their aircraft functioned. I'd love your comments on this type of incident if possible. Thanks!
Open Source Movies and Scripts Central Casting My personal opinion is this. The situation could’ve been avoided if the pilots had observed all functioning equipment in the cockpit. For example the standby airspeed indicator or the gps ground speed in relation to the indicated airspeed that the messed up pitot tubes were indicating. When something doesn’t add up you can tell that something is wrong. In a situation where you’re flying in the clouds it’s very important to be situationally aware. If something doesn’t look right, it’s time to think and analyze. I can’t speak for the pilot in the crash but I imagine that they thought too quickly and made an error in judgement. Again, this is only my opinion. I’ve watched the air traffic investigation for that crash and it seems that the situation could’ve been easily avoided. Hope that answers your question.
Because we were off our flight plan and we weren't talking to ATC anymore. Instead we were talking to the local airport frequency where we use our tail number.
There is no greater view than watching the disgusting San Fernando Valley, fade off in the distance. Can't see the homeless tents from the air which is nice.
Great job gentlemen....Well done on the approach. Excellent C.R.M(Crew Resource Management) Nice landing on a uncontrolled short-field. Can't wait
40 years in aviation and been around a lot of people in a lot of countries (and in a ton of different aircraft - both rotary and fixed wing). Would love to have flown with you! I like how your head is in the game (game face is serious!!) And the balance of humor is perfect! Wish all the best to you for a long, happy, and prosperous career!
Thank you so much. I appreciate your comment and for you watching my video. I want to make more videos like this soon.
My first solo cross country was from KMYF to KHMT, I passed east of French Valley going and West coming back,I almost had a mid air collision over rainbow pass enroute back to KMYF. That’s how busy that place is man. Anyways was nice to watch this video.yeah I did not have flight following back in those days, it was see and avoid for sure. You guys make a good team in that flight deck. Textbook indeed captain...
I'm a Lear 60 FO as well. Glad to see we do things similarly:) good flight.
Nice job guys. I start L60 type training at Flight Safety in two weeks. It's great to get a (virtual) feel for the aircraft. Thanks ~ Sky King
Sky King You are very welcome. Be sure to go down my video list because I have a few more videos featuring the Lear 60. Thank you for watching and I hope it helps.
That was a great video! Thanks for posting! I just applied for a SIC position for a Lear 60 🤘🙏😁
Kristopher Snyder That’s great. I hope you get it. Thanks for watching. Feel free to share.
Jet center, where the jets are. He didn't get it. Love the videos!
Good vlog. Don't worry u will get ur 172 it will work out.
Short sweet ride, nice job.
Very nice.
Thank you! Cheers!
Wondering if a 6'5 or 6'6 guy could fit in a lear 55 or 60? I am getting back into flying and may have an opportunity to fly FO on lear 55 or Falcon 20.
Great video! A question/s about your company. Is it a large fleet, pilot numbers? What is the timing for upgrade and how long til you get fourth stripe? What are long term goals? Will you stay in corporate world or do you want airline? Thanks
We have 10-11 different aircraft types. Close to 20 planes total. So at least 40 pilots I'm sure. I don't know the exact numbers. I'm hoping the next few months for the upgrade. 4th stripe is gonna be based on me getting my ATP. I don't have it yet. That rule that came in place in 2014 made it more challenging with cost. I either pay out of pocket for that or wait till there's an opening in my company. I'd like to fly for UPS or Fed Ex in the future. Better retirement.
DreamFort great goals! Yea the ATP rule sucks The test is not as "easy" anymore. Used to be able to study the Gleim manual and you were good to go. It def would be best if company paid for it.
Nice
Nice video except would like to see panel info too. (no jet time, but Commercial, multi, instrument ratings, 1500 TT, some King Air and Turbo Commander time).
👍👍
That's the weirdest call-outs and procedures I ever saw. Usually, you are not supposed to turn the YD below 1000FT on the T/O, but everyone does it) so funny)))
Yeah I'm wondering the same thing... 1000ft for us too
what was your first commercial aviation job?
Sightseeing tours out of KCPM. Cessna 172 G1000 and 172RG. Lots of fun. I wasn't into filming back then. (2007)
Now, oft time, people put out vibes not congruent with how they really are by seeming to not talk at all. Now, there is a sterile flight deck rule that should be maintained, but opening up as well about just being a little worried about not grasping all the technical material that may pop up and so you won't talk much is always good and in reality improves everything altogether.
Agreed. There's also more to that sterile cockpit rule. It only needs to be that way during flight below 10,000 feet or during a critical phase of flight where only flight related conversations need to take place. This excludes cruise flight below 10,000 feet. Thanks for watching.
Hey, you're the pilot? Thanks for the reply! I have a totally unrelated technical question and I've never been able to figure this, but with Air France 447, for example, the pito tubes were giving the flight control system bad data. The pilots thought they were in over-speed. They reduced speed and pulled up to correct a non-existent condition while also being thrown off by false altitude readings produced by the same problem. When the ground proximity warning sounded, it was too late. Could they have tapped into some data stream before that which the ground proximity indicator instrument would have been producing? There are a myriad of mistakes they made, I don't want to speak poorly of them, but they did make errors they would not have made had they understood how their aircraft functioned. I'd love your comments on this type of incident if possible. Thanks!
Open Source Movies and Scripts Central Casting My personal opinion is this. The situation could’ve been avoided if the pilots had observed all functioning equipment in the cockpit. For example the standby airspeed indicator or the gps ground speed in relation to the indicated airspeed that the messed up pitot tubes were indicating. When something doesn’t add up you can tell that something is wrong. In a situation where you’re flying in the clouds it’s very important to be situationally aware. If something doesn’t look right, it’s time to think and analyze. I can’t speak for the pilot in the crash but I imagine that they thought too quickly and made an error in judgement. Again, this is only my opinion. I’ve watched the air traffic investigation for that crash and it seems that the situation could’ve been easily avoided. Hope that answers your question.
Just curious but why did you change your callsign from 'SilverSpeed 143' to 'Lear N143LP' when calling French Valley?
Because we were off our flight plan and we weren't talking to ATC anymore. Instead we were talking to the local airport frequency where we use our tail number.
Btw very sad about your Capt brother!?
Yeah, very unfortunate.
What happened if you don't mind me asking?
There is no greater view than watching the disgusting San Fernando Valley, fade off in the distance. Can't see the homeless tents from the air which is nice.