Steve, I have been chronologically binge watching LITERALLY ALL of your videos while 'working' since I first found FLIGHT CHOPS on 6-18-19. I just finished this morning, and now, A NEW VIDEO! What a great reward for my efforts :-) Thank you for your incredible content! You have inspired this color blind wanna be to go after my dream of flying. Because of your videos, I feel like I am leaps and bounds ahead of the curve without ever being at the controls! The only bummer is, now I have to wait between videos. Keep 'em coming!
Wow. I really don't know how to respond to this sort of feedback other than to say: Thank you so much! - I work hard on each video and try very hard to make them all "ever green" in terms of value. So I really appreciate it when people dig into the back catalogue to manually find what UA-cam is not likely to serve up because it is "old" content.
Oh, and congrats on starting the journey! Let’s do something to talk about the struggles and/or myths about being colour blind as a pilot - definitely keep in touch through your training!
@@FlightChops Quick note on the colour blind aspect (which I'd be very interested to learn more about, just curious) here in Europe we recently got a new IFR rating (CB = competency based) which allows flying IFR without a night rating (during the day only). Since you can't get a NVFR rating (night flying is an additional rating) here when you are colour blind (as I understand it) this allows those pilots to operate IFR now, whereas it used to be a requirement for IFR flight regardless.
@@FlightChops I'm going through the colorblindness ordeal right now (in the US). As it stands currently, I have a 3rd-class medical with a night flying restriction. The only recourse that I know of at this point is to take an Operational Color Vision Test (OCVT), which as I understand it, involves having a light gun fired in my direction and demonstrating that I can tell what they mean, and additionally, demonstrating my ability to read a sectional chart. Unfortunately, you only get one shot to pass this, though you can try again one more time at night to get the restriction reduced to "NOT VALID FOR FLIGHT DURING DAYLIGHT HOURS BY COLOR SIGNAL CONTROL"
@@kallecoolgaming he is very wealthy and can buy what his heart desires. And since he loves to fly, what better to fly than the most high performance single pilot jet available? I think he also charters the plane out.
Osama would be an awesome CFI , You are so lucky to have this incredible person at your side helping out .. The videos in which he completes his ratings for the Phenom were just awesome.His mannerism and the way he approaches things is just inspiring . Hell I recently turned 51 years of age and love to learn from others whom have that type of structure and will. I truly love all your videos Steve. May you both have safe travels and continue to have the time of your life .
Nice to see you flying with Osama again Steve. He is a great guy and excellent pilot. I’ve worked on several of his previous aircraft doing avionics work.
Feel your pain, Steve. I am older pilot with ticket in the nineties, 70+ hours; then no flying, now going back to get IFR rated in a C172 with no auto pilot. Task saturation/age limitations/low hours! You are really lucky to have a friend like that. Right seat time (or rear seat) really helpful. I watch a lot of UA-cam videos to try to accomplish the same thing as you are doing there. It is working, but not quite the same.
These vids are helping me refresh my very rusty IFR skills. The thing I always struggled with was relaxing and finding my own way. Flying with multiple instructors over the years I felt like there's constant pressure from them to do it their way.... (not just radio work, but for habits and routines for almost every phase of flight). For me the key seems to be figuring out your own rhythm to things...your own way, and relax. True enough about the to/too/two thing and so on.... & I love the efficiency of the ways Osma is teaching you "three thousand climbing eight.."...no more words than you need....but notice what he said at about 8:21..not on radio but still...it's just natural...and a whole lot of extra from's in there too. Not as clean as it could be...but certainly not a problem, very professional, and extremely good. I suggest remembering that these sorts of things are for the most part tips for improvement. Osama truly is a good teacher and efficient pro. Very impressive. Thanks Chops for taking us along! And thanks to Osama too.
Osama reminds me of a very good friend and co-worker who we lost several years ago (heart issues.) Really enjoy seeing your interaction in this video. May the force be with you.
I passed my IFR written a few weeks back, have taken my first two lessons this week in the 172....wow is it a wake up! feel like a green student all over again. Glad to see I'm not the only one - thanks for sharing!
OMG!!! Love Osama! You are so lucky to have a man like him to work with you! Really Enjoy all the videos he's in! Good Luck with the rest of your training!!!
It looks like Osama allows you to make small mistakes and allows you the time to make the realization yourself and correct it, as opposed to jumping on you and pointing out the mistake immediately when it happens. Makes for a positive learning environment, and will be helpful in the future when you’re on your own. On the same note you can tell he’s still monitoring the aircraft systems and ready to jump in if you were to make a critical error that could have an affect on safety.
flight chops, with osama, doing IFR work. literally some of my favorite videos to watch on youtube. If you made 100 videos with those 3 things I would binge watch endlessly.
Its inspiring to watch a mentor at work they will push you but wont put you off I bet there are a lot of people who gave up on their passion from poor support
I was smiling the whole time for you. Yeah, it's probably good to give yourself a hard time to a certain extent to force that change of habit... but it's also good to savor just what a blessing it is to literally be in the seat you're in. All the very best to you Steve and God speed! Thanks for sharing!!
Take the "It's" out of your calls. Boston, TBM C-GXII at FL268 climbing FL310. Also, for me, I find it helpful when checking into the next sector to repeat the last navigation command. "Boston Center, TBM C-XGII out of FL268 climbing FL310, direct Rochester". It may be unnecessary, but it ensures you're on the same page with where they're expecting you to be.
@@elpiloto100 That's a good question. You'll notice in the video, Osama corrected Steve on using the word for, because it sounds like four. Part of it is about being crystal clear in what you say, but it's also about making sure your words don't give bad information about your instructions or intentions. And, as was already said, in bad radio conditions, it can be hard enough to be understood, without confusing language. Also, when you're in empty VFR airspace, time and brevity isn't as important, but in super-busy IFR airspace, you have to be brief and precise so as to not clog up the frequency.
@@elpiloto100 The point is the extra words don't make communication clearer. Extra words is extra information for the brain to process. Some words can be misinterpreted, like the for => four and to => two mentioned in the video. And not every pilot is a native English speaker. Standard phraseology has been developed over the past century to maximize clarity. Many changes have been made as a result of accidents due to miscommunication. As a new pilot, mistakes in phraseology are well tolerated, so don't be afraid to talk to controllers just because you might say the wrong words. But don't intentionally add words or make up your own phraseology.
Edmund in the US it’s not a really big deal, except in really busy airspace. When you go international it becomes a problem because English in general, and American English specifically may not be your controller’s first language. You hear a lot on the radio that works in the US, but won’t work elsewhere. This is probably the case in any country with a strong aviation community. Some other examples are using flash to mean ident, in the window for altimeter readings, and in the box for squawk codes.
Another thing to note, it isn't required for you to say your type "TBM" before your tail number. Notice the controllers typically reply only with your tail number or call sign. Also, if you want to make your check in and take up lass radio time, you don't even have to say flight level such as. "C-GXII 230 climbing 310". Just a tip! You are doing great and will only continue to learn and get better! Keep having fun.
Wow, I need a mentor like him! I also totally agree with your comments about working with another student who is at the same level as you. Riding along and being safety pilot for each other really helps!
You are truly blessed to have a friend like Osama.. I respect that you are willing to share your mistakes/learning process with future pilots. Keep at it, like Osama indicated, it's just repetition! In another 30-40 hours like that it will be second nature... :)
Thank you for sharing your mistakes and struggle with us - this is great content for an IFR pilot who wants to improve on the little details. Osama is my hero, I want to "grow up" to be as good and experienced as he is someday!
Steve, thanks for putting your your learning points out there. I too am doing instrument training and it’s so good seeing another person making the same mistakes and having the same ‘brain fart’ issues that I am. You are definitely not alone! Keep these great videos coming.
Great video Chops. You are coming a long way! Blessed that Osama has the patience to continue to give you the opportunities :) Keep up the good work. It is something to get used to when flying into the FL's, but it takes little to get it right.
I admire your willingness to go totally overkill on your training. Most GA instrument pilots will never be in the class A, so if you can handle that, you're way ahead of the curve.
My flight school has a page of standard radio call templates as part of the checklist for every plane in their fleet that help combat lengthy and non-standard radio calls. I totally recommend you make yourself a template sheet and force yourself to make your radio calls match the template whenever you can. It will really help.
*Osama is the clutch!! and keep the awesome videos coming, they're helping us aspiring IFR pilots for sure Steve!! Wishing you the best for the remainder of your training, keep trucking along. Or jetting, in that awesome TBM!* :)
I love Osama! What a cool cat! Chops, you struck it big once again with all these great aviators. I would love to just hang out with you all sometime. My hero’s are normal salt of the earth folks with airplanes. 43 hrs in my logbook in Cubs & 172’s getting ready for my written & you never know if your ready for the check ride. I think I’ll do just fine. If not, repeat!
Osama is awesome, everybody should have a friend like him. Excellent content as always and I have to say I am really enjoying these IFR status VLOGs. I hope that when I eventually start making my own flying VLOGs that they are 1/10th as good as yours.
Osama is a cwl dude. He visualizes very well and knows just about what to expect. Furthermore he´s very good at prioritizing important from non important in his readback and actions.
It's a hard way to become as professional as Osama - but the only way to go! I like that he doesn't insist on a particular way but makes clear what information is required: "write it down if you want to". Good luck with the "rest" of your way! ;-)
Funny when you learn new information and correlate it to other events you see. I was reading the Aviation Instructor's Handbook and the "time limit" Steve talks about at 17:26 is his short-term memory at work. Information in the STM is stored for only ~30 seconds and is meant to be put towards immediate use. This can be easily forgotten if the process of information encoding is interrupted
I find it easier on frequency handoffs to skip the 1, and the point or decimal. When they say , contact Salt Lake Center on 123.72, just say "twenty three, seventy two, X-ray India India". It also has a cadence to it and helps me remember the frequency better.
The key is to relax on the radio and just keep doing it. The more you think about it the more you flub up. Everyone makes mistakes on the radio occasionally.
lol: I had a hard time eliminating the "for" = 4 out of my phraseology leading into my call sign. The other one i worked hard at getting rid of is "with you" when checking into ATC on flight following. My first CFI got onto me about that as well.
I know with your full schedule it can be hard, but I got lots of radio work training, by just sitting and watching youtube. P1D and Steveo....those guy that include all the radio calls in there really help guys who are learning to sound proficient even if they aren't. You have a lot more going on in the TBM than you will have to worry about in the RV-14 too!
Hey Steve. I'm a weekend warrior who flys a 172/182. I've had my IFR for 3 years but only fly ~15-20 hours per year. I always write any information down before responding (heading, freq, alt, baro, etc). When ATC is talking to me, there is always at least a 2 sec pause before I respond (or until i finish writing). Seems annoying but keeps me from forgetting. In the older Phenom video, Osama talks about flight planning being like a movie. 3-4 days of planning, which unfolds like a movie the day of the flight. That really stuck with me, i find my flights are the same. Because of that (the extensive flight planning before hand, what ifs, altitudes, etc), i find I am more prepared on what to expect. The route for example (i'd know there was a MOA on the way, and would have wondered whether it'd be hot), altitudes, waypoints, etc. The clearance also becomes more of a non-event as I would have had to look at the various departure procedures before hand; i know what i filed and why i filed it; you end up more familiar with waypoints in the area, etc. What i'm trying to say, is that this flight (and probably the other TBM ones as well) are more difficult than you'd encounter once you end up doing your own full flight planning from start to finish. Sharing my experience in case it helps.
I think it’s nerves Chops, I’m at the half way point of my IFR and just taking deep breaths occasionally and slowing down helps me tremendously! Keep up the good work and the quality content!
MarlonIsAwesome - that’s something I have to remind myself: I don’t need to speak as quickly to them as they speak to me. It takes more time to repeat something I tripped over than to say it slower and clearer the first time.
Just passed my instrument checkride! I remember watching the first video you made right before I started training, I wish you the best of luck! I know you can nail this whenever you get to your checkride, because you’re already outclassing me in knowledge.
One thing that I found helpful with communicating with ATC as efficiently as possible is how can I respond with as little words as possible. In other words a transmission may not follow the same type of syntax as a regular speech pattern by eliminating the normal fluff words. A good way to practice this is have someone else preferably another pilot just go through some normal transmissions/questions ATC might ask you. You can even just use flash cards & focus on reading your response verbatim. No. Fluff. You might sound like a robot at first but ATC will appreciate the efficient transmissions. *Note when reading altitudes back for a climb or descent start with your current altitude, then the phase of flight (climb or descent, if you’re level you don’t have to say it), then your instructed altitude. For example, ATC gives you an altitude change & a frequency change. (I’m a US pilot so our phraseology may be different) Toronto Departure: C-GXII climb and maintain flight level one niner zero, contact New York Center one three five point niner. You: Climb and maintain flight level one niner zero, New York Center one three five point niner. You: New York Center TBM C-GXII (current altitude) 12,500 (phase of flight) climbing (altitude given) FL190.
Osama is great, glad you get to fly with him as your coach. I’m most likely the slowest PPLA student on the planet, started in 2012 and have yet to do my solo. Too many unfortunate breaks but now I am committed! I just love being in the air :)
Chops great job on the video. Read through ICAO Document 9432 (Manual of Radio Telephony). Most countries we fly in are ICAO member states and that is the golden standard.
Just like VFR flying, if you know what to EXPECT to hear from the controller, it's easy to restate it. Anything that isn't expected stands out because you were not expecting to hear it. Just part of staying ahead of the airplane. Thanks for the video!
That was soooo bad. Had me crackin up!!! Recently I’ve had the opportunity to sit right seat in a couple of King Air trips(coming from a few hundred hours in a Bonanza). Expanding my vocabulary to include “Flight Level XXX” has been a challenge. Also, I have been trying to remove “to” and “for” from my read backs. I feel your pain and can totally relate. Awesome channel. Keep it up!
Whew... the To / For thing is going to be hard to shake (for me). I'm not working on my instrument rating yet so there's time. The flight level thing is hard to grasp for someone that never flies higher than 11,500. That Eagle was CLOSE... Good video. Lots of info to assimilate!
I heard C-GXII on center frequency a while back, and it was pretty fun. I don't hear a familiar regestration on the radio all that often. It was particularly cool that time, because both myself and the first officer I had that day watch this channel.
Old habits die hard, as they say! There's lots of words I say in general conversation that I try not to say (especially around kids, lol) ... but it's tough to rewire your own mind! The radios will be the toughest part for me, if I ever start down the path of getting my license. I process everything in my head fine, but what comes out of my mouth is the problem, lol. Too many head injuries, and crazy 80's parties I figure. 😁 Would take me some serious practice over a couple years to really get good at it, I think. Thanks for sharing all of this, Steve! 👍 I'd have no other way of seeing all of this happen. Who knows what the future will bring for me, but I license with an IFR rating at some point in my life would be fantastic. For now, I'm just waiting for UPS to deliver my paramotor! 😃 🙌
Always keep thinking what's next, don't get behind the airplane, great learning experience! Good luck on your instrument training, it's all procedures and following the right steps!
Steve, you always have a great channel and I love to see your next adventure. Been following you for years and I really appreciate that you are an aspiring pilot who happens to be a filmmaker. With that said getting an instrument rating is serious business, more so then any other rating you will ever get. Doing it in a glass cockpit TBM is like getting your drivers license in a Formula 1 race car. Look I am sure there will be a bunch of haters to this comment and the static will out weigh the message but hear me out. You are a well respected contributor to aviation and you may be getting to that point were folks won't give you any meaningful comments anymore i.e. 'emperor has no clothes" . The challenges you are having right now are much different then real world GA IFR. Go back to a trainer aircraft (Cessna, Piper, etc) with basic instrumentation, learn to hand fly an approach with a VOR or HSI THEN advance to an AP, Turbine, LPV, GPS approach. Right now you are leveraging your access to folks that will help (Osama is awesome) in planes that are above your mission. Stay an aspiring pilot that is a filmmaker instead of a filmmaker that is an aspiring pilot. (Let the crap comments flow).
Totally valid feedback. To be clear though, I am a film maker first and a pilot second - I was always a freelance film maker paying the bills working on whatever film / TV projects I got - flying is a hobby that I take seriously, but it has to come second to how I feed my family. I was lucky enough to have "Flight Chops" gain enough traction to go from a side gig to the main gig - but things like working toward IFR require focus that anyone with a full time job struggles to fit in. That said, I am shuffling things around this fall to maintain my income while opening up a good period of time to focus, with out other production distractions, to hopefully finally finish the rating up. (And I am doing so in a six pack PA-28) That said, you will still see me trying to gain / share some wisdom from the mentors I have access to when opportunities arise.
Good idea to write stuff down. When that controller throws you a curve ball you need to be ready for it. Trying to memorize everything will be impossible
As you have self acknowledged, get rid of all of the small meaningless words. Eliminate words like and, ok, to, for. Just adds clutter. A tip, listen to some Premier1Driver videos and pay attention to his radio work. Dont even need to watch the video, just listen.
I always have a secondary flight plan. Never depend on today's conveniences, always be ready to tune in to those ground navaids and have non-precision approaches in the back of your head.
I like the Viban foggles. They are blacked out which I enjoyed because the normal foggles seem to have a glare if you are going into the sun. None of them are fun.
GREAT Video and fantastic that you show your progress. Only say what is needed. no filler words. and do it EVERYTIME, not just your IFR flights. it will become second nature. Its part of the four stages of Competency Stage one is Unconsciously incompetent, you dont know what you dont know. then you progress to consciously incompetent, where is where you are at, you know what you dont know. Then there is consciously competent, where most people level off at ie you know how to do something but you still have to think about it then there is where everyone should strive to be and that is Unconsciously competent where everything just flows. Osama is stage 4, Unconsciously competent. You will get there!
Great video. Glad you getting the message on all the unnecessary verbiage. The controllers are busy and don't have time for all the and's, we're's, ect...ect... Make yourself get into a rhythm of saying the same thing the same way every time. You also don't need to say flight level. They know you are in the flight levels.
Great video. Even as a VFR pilot, I like to improve my use of standard phraseology and wording. I will strive to remember the, "ident, current altitude, , target altitude" formula.
One of my instructors who was pretty strong on radio work taught me to think “You, Me; [where I am], [what I’m doing]” before keying up. For me, it helps me structure my call and I trip up less often. What I use for the where I am and what I’m doing parts is situation dependent.
Watching this ifr vlog. Man I gotta commend you for putting yourself up while in such a vulnerable state. One thing I didn’t get from it is, what exactly is a good example of a read back when you are given a flight level change. Or an example of what a check in should be when you’re handed over to another controller while transitioning to another altitude. I want to know what a correct one is suppose to sound like. And as always thanks again for sharing. Great learning opportunity for a hangar pilot like myself. 🙌🏾
@Richard Gordon Read back: TBM XII, Flight level two three zero. Check in: Cleveland Center, TBM C-GXII one seven thousand two hundred climbing flight level two three zero. You should read back call sign, altitude assignments, vectors, runway assignments, squawk code, routing, taxiways, etc., in the order the controller stated them. Just the facts. You use the abbreviated call sign only if the same controller has already abbreviated it.
You were already progressing nicely through the flight, and you know what you were doing wrong, you'll have no problem after some time logged. The best tip I can give is to cut out *everything* that isn't core phraseology in normal ops calls: "AND Cleveland Center IT'S tbm abcdef WITH YOU THROUGH xxxx climbing yyyy" should be "Cleveland Center tbm abcdef xxxx climbing yyyy". Throw normal English out the window, you only need that for abnormalities (like GPS LOI). Love the videos, thanks!
And a quick PS, good RT work follows a bell curve, if not carefull one can end up on the other side of good dicipline speaking too fast/slurred, skipping your callsign, replacing mandatory readbacks with copy/roger, or with too little information like the guys who responds to a level and a heading without prefixes, i.e. responds to heading 250 & FL210 with "250 210 ". Overconfident RT will make things slower for everyone when ATC have to go chasing for the correct readback, or worse, stand trial for not doing so after someone confidently makes a hole in the ground. Slow, clear, deliberate, and appropriately minimalistic is key to perfection!
Thanks everyone. Great ep. I am a “write it down” memory pilot. What’s next for Osama? Probably could squeeze in some carrier qualifications, mind like a steel trap!
Great content as usual. I’m going through the same process. Is there a reason you didn’t write down the instructions from ATC? I have found that helps me to stay ahead of the flight and confirm my processes.
Watching you make mistakes gives me more confidence for the next time I go flying. We are all human. Practice practice practice. Eventually the muscle memory will be there.
Channeling my own flight instructor (nickname: Rat)... "Engage brain before opening mouth." In friendlier terms, and I think it's a good trick: spend a second thinking about how to say something before pushing the PTT button. Second, practice it all, including readbacks, while not burning fuel so it becomes second nature. PilotEdge is a great resource for that.
Much respect that you keep showing your mistakes and struggle during the learning process. I honestly would feel like i hit a wall at that point. A while ago I visited a buddy who works as a controller. Maybe you can get some help from "the other side". Keep it up.
I wouldn't get TOO broken up about the to/for thing or the climbing 7000 through 5200. Heck I said it that way yesterday. I hear WestJet say those things all the time. At least it's not "any traffic please advice" I'm a co-pilot and have definitely forgotten "information Charlie".... Yesterday. Strive for perfection yes, but also realize that none of the mistakes you made today are unusual or hanging offences. 😉 Now the autopilot stuff you need to practice. But your radio work is not attrocious. 7/10. You wouldn't fail a ride for any of that. Keep up the good work
Interesting note. Working on my cfii now. Positive course guidance only needs to be acquired 5 miles for departures requiring turns or 10 miles for straight out departures. Turing back isn’t wrong but he had a bit more time before needing to. *in the us. Not sure about Canada
Those TBMs are so cool. That is my personal ultimate “go somewhere” airplane. Again, I am very impressed with Osama’s professionalism (and top notch phraseology that makes the average airline pilot look like a bumbling idiot) and it is great that he is sharing it with you and us viewers.
Great video...But certainly NOT an emergency as you described above. Not even a PANPAN. Just took off...Daytime...VFR conditions under positive IFR control separation.
Steve, I have been chronologically binge watching LITERALLY ALL of your videos while 'working' since I first found FLIGHT CHOPS on 6-18-19. I just finished this morning, and now, A NEW VIDEO! What a great reward for my efforts :-) Thank you for your incredible content! You have inspired this color blind wanna be to go after my dream of flying. Because of your videos, I feel like I am leaps and bounds ahead of the curve without ever being at the controls! The only bummer is, now I have to wait between videos. Keep 'em coming!
Wow. I really don't know how to respond to this sort of feedback other than to say: Thank you so much! - I work hard on each video and try very hard to make them all "ever green" in terms of value. So I really appreciate it when people dig into the back catalogue to manually find what UA-cam is not likely to serve up because it is "old" content.
Oh, and congrats on starting the journey! Let’s do something to talk about the struggles and/or myths about being colour blind as a pilot - definitely keep in touch through your training!
@@FlightChops Quick note on the colour blind aspect (which I'd be very interested to learn more about, just curious) here in Europe we recently got a new IFR rating (CB = competency based) which allows flying IFR without a night rating (during the day only). Since you can't get a NVFR rating (night flying is an additional rating) here when you are colour blind (as I understand it) this allows those pilots to operate IFR now, whereas it used to be a requirement for IFR flight regardless.
@@FlightChops I'm going through the colorblindness ordeal right now (in the US). As it stands currently, I have a 3rd-class medical with a night flying restriction. The only recourse that I know of at this point is to take an Operational Color Vision Test (OCVT), which as I understand it, involves having a light gun fired in my direction and demonstrating that I can tell what they mean, and additionally, demonstrating my ability to read a sectional chart. Unfortunately, you only get one shot to pass this, though you can try again one more time at night to get the restriction reduced to "NOT VALID FOR FLIGHT DURING DAYLIGHT HOURS BY COLOR SIGNAL CONTROL"
Colorado Cummins me too.
Osama is such an awesome and proficient pilot. You are blessed to know and fly with him in aircraft of which most of us can only dream.
@@kallecoolgaming he is very wealthy and can buy what his heart desires. And since he loves to fly, what better to fly than the most high performance single pilot jet available? I think he also charters the plane out.
@@kallecoolgaming The Phenom isn't Osamas. IIRC, it belongs to one of their other friends.
Osama held back half the time you said to/for 😂
There are friends, and then there are friends with TBM’s.
I need to get me one of those.
Osama would be an awesome CFI , You are so lucky to have this incredible person at your side helping out .. The videos in which he completes his ratings for the Phenom were just awesome.His mannerism and the way he approaches things is just inspiring . Hell I recently turned 51 years of age and love to learn from others whom have that type of structure and will. I truly love all your videos Steve. May you both have safe travels and continue to have the time of your life .
Nice to see you flying with Osama again Steve. He is a great guy and excellent pilot. I’ve worked on several of his previous aircraft doing avionics work.
Hey Steve. Great to hear from you. I hope all is well. And thanks again for all the great work you've done for me over the years.
Feel your pain, Steve. I am older pilot with ticket in the nineties, 70+ hours; then no flying, now going back to get IFR rated in a C172 with no auto pilot. Task saturation/age limitations/low hours! You are really lucky to have a friend like that. Right seat time (or rear seat) really helpful. I watch a lot of UA-cam videos to try to accomplish the same thing as you are doing there. It is working, but not quite the same.
These vids are helping me refresh my very rusty IFR skills. The thing I always struggled with was relaxing and finding my own way. Flying with multiple instructors over the years I felt like there's constant pressure from them to do it their way.... (not just radio work, but for habits and routines for almost every phase of flight). For me the key seems to be figuring out your own rhythm to things...your own way, and relax. True enough about the to/too/two thing and so on.... & I love the efficiency of the ways Osma is teaching you "three thousand climbing eight.."...no more words than you need....but notice what he said at about 8:21..not on radio but still...it's just natural...and a whole lot of extra from's in there too. Not as clean as it could be...but certainly not a problem, very professional, and extremely good. I suggest remembering that these sorts of things are for the most part tips for improvement. Osama truly is a good teacher and efficient pro. Very impressive.
Thanks Chops for taking us along! And thanks to Osama too.
Osama reminds me of a very good friend and co-worker who we lost several years ago (heart issues.) Really enjoy seeing your interaction in this video. May the force be with you.
I passed my IFR written a few weeks back, have taken my first two lessons this week in the 172....wow is it a wake up! feel like a green student all over again. Glad to see I'm not the only one - thanks for sharing!
OMG!!! Love Osama! You are so lucky to have a man like him to work with you! Really Enjoy all the videos he's in! Good Luck with the rest of your training!!!
It looks like Osama allows you to make small mistakes and allows you the time to make the realization yourself and correct it, as opposed to jumping on you and pointing out the mistake immediately when it happens. Makes for a positive learning environment, and will be helpful in the future when you’re on your own. On the same note you can tell he’s still monitoring the aircraft systems and ready to jump in if you were to make a critical error that could have an affect on safety.
Osama is so calm and cool in the air, you can learn so much from him.
flight chops, with osama, doing IFR work. literally some of my favorite videos to watch on youtube. If you made 100 videos with those 3 things I would binge watch endlessly.
I wish Osama provided us with more videos. It was great to ride along and learn with you.
Its inspiring to watch a mentor at work they will push you but wont put you off I bet there are a lot of people who gave up on their passion from poor support
I was smiling the whole time for you. Yeah, it's probably good to give yourself a hard time to a certain extent to force that change of habit... but it's also good to savor just what a blessing it is to literally be in the seat you're in. All the very best to you Steve and God speed! Thanks for sharing!!
Take the "It's" out of your calls. Boston, TBM C-GXII at FL268 climbing FL310.
Also, for me, I find it helpful when checking into the next sector to repeat the last navigation command. "Boston Center, TBM C-XGII out of FL268 climbing FL310, direct Rochester". It may be unnecessary, but it ensures you're on the same page with where they're expecting you to be.
Thanks for the insights
@@elpiloto100 That's a good question. You'll notice in the video, Osama corrected Steve on using the word for, because it sounds like four. Part of it is about being crystal clear in what you say, but it's also about making sure your words don't give bad information about your instructions or intentions. And, as was already said, in bad radio conditions, it can be hard enough to be understood, without confusing language.
Also, when you're in empty VFR airspace, time and brevity isn't as important, but in super-busy IFR airspace, you have to be brief and precise so as to not clog up the frequency.
@@elpiloto100 The point is the extra words don't make communication clearer. Extra words is extra information for the brain to process. Some words can be misinterpreted, like the for => four and to => two mentioned in the video. And not every pilot is a native English speaker. Standard phraseology has been developed over the past century to maximize clarity. Many changes have been made as a result of accidents due to miscommunication. As a new pilot, mistakes in phraseology are well tolerated, so don't be afraid to talk to controllers just because you might say the wrong words. But don't intentionally add words or make up your own phraseology.
Edmund in the US it’s not a really big deal, except in really busy airspace. When you go international it becomes a problem because English in general, and American English specifically may not be your controller’s first language. You hear a lot on the radio that works in the US, but won’t work elsewhere. This is probably the case in any country with a strong aviation community. Some other examples are using flash to mean ident, in the window for altimeter readings, and in the box for squawk codes.
Another thing to note, it isn't required for you to say your type "TBM" before your tail number. Notice the controllers typically reply only with your tail number or call sign. Also, if you want to make your check in and take up lass radio time, you don't even have to say flight level such as. "C-GXII 230 climbing 310". Just a tip! You are doing great and will only continue to learn and get better! Keep having fun.
I love the way Osama explains and mentors. Lucky you to have such a great mentor !
Wow, I need a mentor like him! I also totally agree with your comments about working with another student who is at the same level as you. Riding along and being safety pilot for each other really helps!
You are truly blessed to have a friend like Osama.. I respect that you are willing to share your mistakes/learning process with future pilots. Keep at it, like Osama indicated, it's just repetition! In another 30-40 hours like that it will be second nature... :)
Thank you for sharing your mistakes and struggle with us - this is great content for an IFR pilot who wants to improve on the little details. Osama is my hero, I want to "grow up" to be as good and experienced as he is someday!
Steve, thanks for putting your your learning points out there. I too am doing instrument training and it’s so good seeing another person making the same mistakes and having the same ‘brain fart’ issues that I am. You are definitely not alone! Keep these great videos coming.
Hi Steve, always enjoy flights with Osama he is so confident keep up the good work you're an encouragement to all of us, regards Brian
Brother, believe in your self. You’re not being confident. Practice being a pro, you got this man
Any video with Osama gets an instant like from me! He is razor-sharp and you are lucky man to have a friend like that.
Osama inspires everyone to be better. Cheers
Things happen fast and Osama just takes it in his stride. Great video.
Great video Chops. You are coming a long way! Blessed that Osama has the patience to continue to give you the opportunities :) Keep up the good work. It is something to get used to when flying into the FL's, but it takes little to get it right.
Thanks.... great to fly along ....remember we all learn stuff differently....good job.
I admire your willingness to go totally overkill on your training. Most GA instrument pilots will never be in the class A, so if you can handle that, you're way ahead of the curve.
My flight school has a page of standard radio call templates as part of the checklist for every plane in their fleet that help combat lengthy and non-standard radio calls. I totally recommend you make yourself a template sheet and force yourself to make your radio calls match the template whenever you can. It will really help.
*Osama is the clutch!! and keep the awesome videos coming, they're helping us aspiring IFR pilots for sure Steve!! Wishing you the best for the remainder of your training, keep trucking along. Or jetting, in that awesome TBM!* :)
I love Osama! What a cool cat! Chops, you struck it big once again with all these great aviators. I would love to just hang out with you all sometime. My hero’s are normal salt of the earth folks with airplanes. 43 hrs in my logbook in Cubs & 172’s getting ready for my written & you never know if your ready for the check ride. I think I’ll do just fine. If not, repeat!
Sporty’s is in my backyard! Are ya jealous?
I live vicariously through flight chops.
I absolutely love videos with Osama as mentor. These are terrific!
Dang, Osama is one tough dude!! I like the shock collar idea.
Great video. Osama is such a great mentor, sidekick, friend, I wish I had him sitting next to me!
I just got my IFR rating last week! glad to see you doing it too!!
Awesome - congrats! I can't wait to be done with the flight test and into real world practicing.
I took the instrument knowledge test (FAA) about a month ago and now I'm looking forward to finishing up. :)
congrats!! do you mind me asking you how long it took/how much it was approx? :) I took the written and am saving up for flight portion!
Osama is awesome, everybody should have a friend like him. Excellent content as always and I have to say I am really enjoying these IFR status VLOGs.
I hope that when I eventually start making my own flying VLOGs that they are 1/10th as good as yours.
Osama is a cwl dude. He visualizes very well and knows just about what to expect.
Furthermore he´s very good at prioritizing important from non important in his readback and actions.
It's a hard way to become as professional as Osama - but the only way to go! I like that he doesn't insist on a particular way but makes clear what information is required: "write it down if you want to".
Good luck with the "rest" of your way! ;-)
Funny when you learn new information and correlate it to other events you see. I was reading the Aviation Instructor's Handbook and the "time limit" Steve talks about at 17:26 is his short-term memory at work. Information in the STM is stored for only ~30 seconds and is meant to be put towards immediate use. This can be easily forgotten if the process of information encoding is interrupted
I find it easier on frequency handoffs to skip the 1, and the point or decimal. When they say , contact Salt Lake Center on 123.72, just say "twenty three, seventy two, X-ray India India". It also has a cadence to it and helps me remember the frequency better.
I agree 100%
The key is to relax on the radio and just keep doing it. The more you think about it the more you flub up. Everyone makes mistakes on the radio occasionally.
Loving Osama. He's all that. Laughing at all your 4s and 2s while cringing, hoping that I don't start. : )
lol: I had a hard time eliminating the "for" = 4 out of my phraseology leading into my call sign.
The other one i worked hard at getting rid of is "with you" when checking into ATC on flight following. My first CFI got onto me about that as well.
I know with your full schedule it can be hard, but I got lots of radio work training, by just sitting and watching youtube. P1D and Steveo....those guy that include all the radio calls in there really help guys who are learning to sound proficient even if they aren't. You have a lot more going on in the TBM than you will have to worry about in the RV-14 too!
Hey Steve. I'm a weekend warrior who flys a 172/182. I've had my IFR for 3 years but only fly ~15-20 hours per year. I always write any information down before responding (heading, freq, alt, baro, etc). When ATC is talking to me, there is always at least a 2 sec pause before I respond (or until i finish writing). Seems annoying but keeps me from forgetting.
In the older Phenom video, Osama talks about flight planning being like a movie. 3-4 days of planning, which unfolds like a movie the day of the flight. That really stuck with me, i find my flights are the same. Because of that (the extensive flight planning before hand, what ifs, altitudes, etc), i find I am more prepared on what to expect. The route for example (i'd know there was a MOA on the way, and would have wondered whether it'd be hot), altitudes, waypoints, etc. The clearance also becomes more of a non-event as I would have had to look at the various departure procedures before hand; i know what i filed and why i filed it; you end up more familiar with waypoints in the area, etc.
What i'm trying to say, is that this flight (and probably the other TBM ones as well) are more difficult than you'd encounter once you end up doing your own full flight planning from start to finish.
Sharing my experience in case it helps.
I really appreciate your insights!
I think it’s nerves Chops, I’m at the half way point of my IFR and just taking deep breaths occasionally and slowing down helps me tremendously! Keep up the good work and the quality content!
MarlonIsAwesome - that’s something I have to remind myself: I don’t need to speak as quickly to them as they speak to me. It takes more time to repeat something I tripped over than to say it slower and clearer the first time.
Osama needs his own channel. I would love to fly with him so informative!
Right?! He’s awesome - he does actually have a channel, but it is a lot of work to create content and he’s too busy flying :)
Both of you gentlemen are such great pilots, I hope someday to be able to have something close to the skills you possess. Keep up the great vids!
Just passed my instrument checkride! I remember watching the first video you made right before I started training, I wish you the best of luck! I know you can nail this whenever you get to your checkride, because you’re already outclassing me in knowledge.
Support appreciated - not sure I’m out classing anybody in knowledge though :P
Always love the TBM IFR specials!
One thing that I found helpful with communicating with ATC as efficiently as possible is how can I respond with as little words as possible. In other words a transmission may not follow the same type of syntax as a regular speech pattern by eliminating the normal fluff words.
A good way to practice this is have someone else preferably another pilot just go through some normal transmissions/questions ATC might ask you. You can even just use flash cards & focus on reading your response verbatim. No. Fluff. You might sound like a robot at first but ATC will appreciate the efficient transmissions.
*Note when reading altitudes back for a climb or descent start with your current altitude, then the phase of flight (climb or descent, if you’re level you don’t have to say it), then your instructed altitude.
For example, ATC gives you an altitude change & a frequency change. (I’m a US pilot so our phraseology may be different)
Toronto Departure: C-GXII climb and maintain flight level one niner zero, contact New York Center one three five point niner.
You: Climb and maintain flight level one niner zero, New York Center one three five point niner.
You: New York Center TBM C-GXII (current altitude) 12,500 (phase of flight) climbing (altitude given) FL190.
Osama is great, glad you get to fly with him as your coach. I’m most likely the slowest PPLA student on the planet, started in 2012 and have yet to do my solo. Too many unfortunate breaks but now I am committed! I just love being in the air :)
you'll get there.
Chops great job on the video. Read through ICAO Document 9432 (Manual of Radio Telephony). Most countries we fly in are ICAO member states and that is the golden standard.
Osama is awesome, Steve! Great Vlog and you are doing great my friend.
Love watching the flights with Osama!
Your videos help me become better in the sim world also. I very much appreciate you putting yourself out there. I'm learning almost as much ad you.
Love these videos! I like your openness as well - no "instagram-filter" on these videos. Thanks for sharing - you are doing great.
Great work! I just passed my instrument checkride a couple of weeks ago. It was a lot of work but its totally worth it. Keep going!
Congrats! That is a huge accomplishment!
Just like VFR flying, if you know what to EXPECT to hear from the controller, it's easy to restate it. Anything that isn't expected stands out because you were not expecting to hear it. Just part of staying ahead of the airplane. Thanks for the video!
That was soooo bad. Had me crackin up!!! Recently I’ve had the opportunity to sit right seat in a couple of King Air trips(coming from a few hundred hours in a Bonanza). Expanding my vocabulary to include “Flight Level XXX” has been a challenge. Also, I have been trying to remove “to” and “for” from my read backs. I feel your pain and can totally relate. Awesome channel. Keep it up!
Whew... the To / For thing is going to be hard to shake (for me). I'm not working on my instrument rating yet so there's time. The flight level thing is hard to grasp for someone that never flies higher than 11,500. That Eagle was CLOSE... Good video. Lots of info to assimilate!
I heard C-GXII on center frequency a while back, and it was pretty fun. I don't hear a familiar regestration on the radio all that often. It was particularly cool that time, because both myself and the first officer I had that day watch this channel.
Haha - that's awesome to hear!
I have heard “Phenom WTF” a handful of times around Florida and the controller was chuckling every time
I feel so at home hearing you make all these radio mistakes. I feel there might be hope for me in my radio exams!
Old habits die hard, as they say! There's lots of words I say in general conversation that I try not to say (especially around kids, lol) ... but it's tough to rewire your own mind!
The radios will be the toughest part for me, if I ever start down the path of getting my license. I process everything in my head fine, but what comes out of my mouth is the problem, lol. Too many head injuries, and crazy 80's parties I figure. 😁 Would take me some serious practice over a couple years to really get good at it, I think.
Thanks for sharing all of this, Steve! 👍 I'd have no other way of seeing all of this happen. Who knows what the future will bring for me, but I license with an IFR rating at some point in my life would be fantastic. For now, I'm just waiting for UPS to deliver my paramotor! 😃 🙌
Always keep thinking what's next, don't get behind the airplane, great learning experience! Good luck on your instrument training, it's all procedures and following the right steps!
Steve, you always have a great channel and I love to see your next adventure. Been following you for years and I really appreciate that you are an aspiring pilot who happens to be a filmmaker. With that said getting an instrument rating is serious business, more so then any other rating you will ever get. Doing it in a glass cockpit TBM is like getting your drivers license in a Formula 1 race car. Look I am sure there will be a bunch of haters to this comment and the static will out weigh the message but hear me out. You are a well respected contributor to aviation and you may be getting to that point were folks won't give you any meaningful comments anymore i.e. 'emperor has no clothes" . The challenges you are having right now are much different then real world GA IFR. Go back to a trainer aircraft (Cessna, Piper, etc) with basic instrumentation, learn to hand fly an approach with a VOR or HSI THEN advance to an AP, Turbine, LPV, GPS approach. Right now you are leveraging your access to folks that will help (Osama is awesome) in planes that are above your mission. Stay an aspiring pilot that is a filmmaker instead of a filmmaker that is an aspiring pilot. (Let the crap comments flow).
Totally valid feedback. To be clear though, I am a film maker first and a pilot second - I was always a freelance film maker paying the bills working on whatever film / TV projects I got - flying is a hobby that I take seriously, but it has to come second to how I feed my family. I was lucky enough to have "Flight Chops" gain enough traction to go from a side gig to the main gig - but things like working toward IFR require focus that anyone with a full time job struggles to fit in. That said, I am shuffling things around this fall to maintain my income while opening up a good period of time to focus, with out other production distractions, to hopefully finally finish the rating up. (And I am doing so in a six pack PA-28) That said, you will still see me trying to gain / share some wisdom from the mentors I have access to when opportunities arise.
Constantly putting out great content. You are a massive inspiration to me and to others! Thanks!
Right on thanks! Glad you're enjoying it!
Good idea to write stuff down. When that controller throws you a curve ball you need to be ready for it. Trying to memorize everything will be impossible
Just a small tip for professional radio work is to lose the “okey” at the start of your call. Love the vid btw keep up the work!
As you have self acknowledged, get rid of all of the small meaningless words. Eliminate words like and, ok, to, for. Just adds clutter. A tip, listen to some Premier1Driver videos and pay attention to his radio work. Dont even need to watch the video, just listen.
And, worse, "to" and "for" can be mistaken for "two" and "four"
Seth Valentine ohhh that’s a great idea.
Osama is one of my favorite aviators on your vlogs, he just rocks...
I always have a secondary flight plan. Never depend on today's conveniences, always be ready to tune in to those ground navaids and have non-precision approaches in the back of your head.
I like the Viban foggles. They are blacked out which I enjoyed because the normal foggles seem to have a glare if you are going into the sun. None of them are fun.
Interesting about the short term memory thing and 20k+ writing things down. I too fall on the later category even freq changes
GREAT Video and fantastic that you show your progress. Only say what is needed. no filler words. and do it EVERYTIME, not just your IFR flights. it will become second nature. Its part of the four stages of Competency Stage one is Unconsciously incompetent, you dont know what you dont know. then you progress to consciously incompetent, where is where you are at, you know what you dont know. Then there is consciously competent, where most people level off at ie you know how to do something but you still have to think about it then there is where everyone should strive to be and that is Unconsciously competent where everything just flows. Osama is stage 4, Unconsciously competent. You will get there!
Great video. Glad you getting the message on all the unnecessary verbiage. The controllers are busy and don't have time for all the and's, we're's, ect...ect... Make yourself get into a rhythm of saying the same thing the same way every time. You also don't need to say flight level. They know you are in the flight levels.
Great video. Even as a VFR pilot, I like to improve my use of standard phraseology and wording. I will strive to remember the, "ident, current altitude, , target altitude" formula.
One of my instructors who was pretty strong on radio work taught me to think “You, Me; [where I am], [what I’m doing]” before keying up. For me, it helps me structure my call and I trip up less often. What I use for the where I am and what I’m doing parts is situation dependent.
Thank you for making me feel better about choking on the mic at my last flight lesson lol
Watching this ifr vlog. Man I gotta commend you for putting yourself up while in such a vulnerable state. One thing I didn’t get from it is, what exactly is a good example of a read back when you are given a flight level change. Or an example of what a check in should be when you’re handed over to another controller while transitioning to another altitude. I want to know what a correct one is suppose to sound like. And as always thanks again for sharing. Great learning opportunity for a hangar pilot like myself. 🙌🏾
@Richard Gordon
Read back: TBM XII, Flight level two three zero.
Check in: Cleveland Center, TBM C-GXII one seven thousand two hundred climbing flight level two three zero.
You should read back call sign, altitude assignments, vectors, runway assignments, squawk code, routing, taxiways, etc., in the order the controller stated them. Just the facts. You use the abbreviated call sign only if the same controller has already abbreviated it.
Dodging the bald eagle at the end...
You were already progressing nicely through the flight, and you know what you were doing wrong, you'll have no problem after some time logged. The best tip I can give is to cut out *everything* that isn't core phraseology in normal ops calls: "AND Cleveland Center IT'S tbm abcdef WITH YOU THROUGH xxxx climbing yyyy" should be "Cleveland Center tbm abcdef xxxx climbing yyyy". Throw normal English out the window, you only need that for abnormalities (like GPS LOI). Love the videos, thanks!
And a quick PS, good RT work follows a bell curve, if not carefull one can end up on the other side of good dicipline speaking too fast/slurred, skipping your callsign, replacing mandatory readbacks with copy/roger, or with too little information like the guys who responds to a level and a heading without prefixes, i.e. responds to heading 250 & FL210 with "250 210 ".
Overconfident RT will make things slower for everyone when ATC have to go chasing for the correct readback, or worse, stand trial for not doing so after someone confidently makes a hole in the ground. Slow, clear, deliberate, and appropriately minimalistic is key to perfection!
You will get it. That is an awesome opportunity.
Your doing a great job Steve, really enjoyed your videos
Keep slugging away, your doing great.
Thanks everyone. Great ep. I am a “write it down” memory pilot. What’s next for Osama? Probably could squeeze in some carrier qualifications, mind like a steel trap!
Yeah - he's one of those very talented people that can pick up and retain a ton of info - and very quickly.
Great content as usual. I’m going through the same process. Is there a reason you didn’t write down the instructions from ATC? I have found that helps me to stay ahead of the flight and confirm my processes.
Watching you make mistakes gives me more confidence for the next time I go flying. We are all human. Practice practice practice. Eventually the muscle memory will be there.
Channeling my own flight instructor (nickname: Rat)... "Engage brain before opening mouth." In friendlier terms, and I think it's a good trick: spend a second thinking about how to say something before pushing the PTT button. Second, practice it all, including readbacks, while not burning fuel so it becomes second nature. PilotEdge is a great resource for that.
Much respect that you keep showing your mistakes and struggle during the learning process. I honestly would feel like i hit a wall at that point. A while ago I visited a buddy who works as a controller. Maybe you can get some help from "the other side". Keep it up.
I wouldn't get TOO broken up about the to/for thing or the climbing 7000 through 5200. Heck I said it that way yesterday. I hear WestJet say those things all the time. At least it's not "any traffic please advice" I'm a co-pilot and have definitely forgotten "information Charlie".... Yesterday. Strive for perfection yes, but also realize that none of the mistakes you made today are unusual or hanging offences. 😉 Now the autopilot stuff you need to practice. But your radio work is not attrocious. 7/10. You wouldn't fail a ride for any of that. Keep up the good work
Interesting note. Working on my cfii now. Positive course guidance only needs to be acquired 5 miles for departures requiring turns or 10 miles for straight out departures.
Turing back isn’t wrong but he had a bit more time before needing to.
*in the us. Not sure about Canada
Those TBMs are so cool. That is my personal ultimate “go somewhere” airplane. Again, I am very impressed with Osama’s professionalism (and top notch phraseology that makes the average airline pilot look like a bumbling idiot) and it is great that he is sharing it with you and us viewers.
Great video...But certainly NOT an emergency as you described above. Not even a PANPAN. Just took off...Daytime...VFR conditions under positive IFR control separation.
Yes thanks to Osama too for a great training video. Eeeeek Language efficiency.
By the way, Osama is a great instructor
Always so much to learn from this channel!
Glad you're finding value! Thanks for the positive feedback on that!