0:59 2:20 love the pointouts. You must have an upgraded windscreen, mine doesn't do that, it just collects bugs. seriously though, wow! 3:00 and down is certainly sporty!
@arctain110 күн бұрын
I do very much like the new graphics you’re using to denote the airport in-video. Always a pleasure watching you work.
@jakew988710 күн бұрын
Great video.Thanks
@Craneman4100w10 күн бұрын
Another enjoyable flight. Thanks for posting it.
@combatking91113 күн бұрын
Thank you for showing a sporty landing. Clear and nice video. Must have been a fun ride. I am not a pilot but simmer. I can only wonder given the wind and the bump and wag in video what chance is there of a down draft and what is done on your part to compensate or account for during the approach? More speed than normal? Descent rate seemed steady all the way to touch down so guessing is was just a good cross wind having to be wrestled a bit. Thank you for sharing.
@BruceAirFlying13 күн бұрын
It's helpful to remember that air is a fluid, like water, only less dense. When air moves, it's often turbulent, like water flowing over rocks in a stream. In this case, the wind was gusty and it created mechanical turbulence around the trees and buildings along the approach path. For another example of a sporty landing, see kzbin.info/www/bejne/nKSagJxugq15eq8
@mobsquad8500Ай бұрын
Thank you…
@steven2145Ай бұрын
I love that PAC chart. Quick question: why do you go to 22 MP at MDA?
@BruceAirFlyingАй бұрын
That's approximately the power setting required to maintain level flight with flaps APR and landing gear DWN if you want to continue/circle at the MDA.
@fourfortyroadrunner67012 ай бұрын
Thanks for the great presentation. I am 75. USN, 68-74, ETR-2, NAS Miramar, 70-74. My specialty was GCA maintenance tech (PAR.) Went to school at NAS Glynco, GA, now long gone. School was in one of the old Blimp hangers. At Miramar, we had 2x FPN-36 QUAD RADAR and an FPN-52, which is the PAR section of a CPN-4. The CPN-4 was a complete AC control facility, having a search radar with ? 45 mi range, the PAR with 10 mi range, 3 sets of displays for controllers, and 3 vhf and 3 uhf radios on board.
@patiencechild222 ай бұрын
MY FIRST EXPERIENCE WITH AN AEROBATICS PLANE WAS IN UAE LAST MONTH @ActionFlight
@raymacmillan22772 ай бұрын
Excellent explaining job!
@greymarck2 ай бұрын
In the beginning of this video you appear to be utilizing a PC simulation of the GFC 600. I've been unable to find one that ideally works with the Garmin PC Trainer, or even with a flight simulation that accurately simulates all of the modes and functionality available. What software are you using in this video? Thanks!
@BruceAirFlying2 ай бұрын
I am not aware of any simulation of the GFC 600 or GFC 500 autopilots. To help explain the features I was using, I captured images from the free Garmin PC Trainer Suite for Windows and photos of the GFC 600 controller. www8.garmin.com/support/download_details.jsp?id=12373
@sagobhago2 ай бұрын
Awesome video. Also, how do you integrate iPad in your video? I assume you do screen record? Thank you
@BruceAirFlying2 ай бұрын
I typically just record the screen and sync it with the panel views in Adobe Premiere. At present, there is a limitation of about 5GB on file size for screen recordings if you want to transfer them easily for editing.
@pilotrobinson1072 ай бұрын
Butter!
@neilhutson88232 ай бұрын
That was fantastic. Thanks for recording. The comms was particularly useful
@Southboundpachyderm2 ай бұрын
the data overlay is excellent. This feels like tech that we should be trying to actually incorporate into civilian craft. Having a HUD as opposed to only having your gauges to look at while performing maneuvers like this would take a lot of work off the pilot.
@jonasberney88573 ай бұрын
Nice! I was the one flying in 5436E! Very cool to see you flying around Bremerton.
@XOrionFE4 ай бұрын
Great channel. Will be watching more. I am about to put a very similar panel in my 182S. I have a gtn750xi and 2 g5s right now but going to redo the whole panel with a g500xi and gi-275 standby. Replacing old Kap140 AP with the GFC500. Also already have a gtx345r and will be changing my kx155 com2/nav2 with a new gnc215. Enjoying watching your flying with similar setup. A glimps into my future! Thank you
@igclapp4 ай бұрын
Hi Bruce, I noticed that on the Ketchikan ILS approaches they let you use a lower RVR if you use AP, FD, or HUD to the DA. Is a typical GA FD qualified for this?
@BruceAirFlying4 ай бұрын
AIM 5−4−5. Instrument Approach Procedure (IAP) Charts explains: Many ILS approaches having minima based on RVR are eligible for a landing minimum of RVR 1800. Some of these approaches are to runways that have touchdown zone and centerline lights. For many runways that do not have touchdown and centerline lights, it is still possible to allow a landing minimum of RVR 1800. For these runways, the normal ILS minimum of RVR 2400 can be annotated with a single or double asterisk or the dagger symbol “†”; for example “** 696/24 200 (200/1/2).” A note is included on the chart stating “**RVR 1800 authorized with use of FD or AP or HUD to DA.” The pilot must use the flight director, or autopilot with an approved approach coupler, or head up display to decision altitude or to the initiation of a missed approach. In the interest of safety, single pilot operators should not fly approaches to 1800 RVR minimums on runways without touchdown and centerline lights using only a flight director, unless accompanied by the use of an autopilot with an approach coupler.
@lemuelwonah70764 ай бұрын
So the left aileron goes up to turn left? My whole life has been a lie; it sounds so counterintuitive. I thought an aileron going up would give more lift since that's how elevators appear to work
@BruceAirFlying4 ай бұрын
If you deflect the elevator up, the tail goes down. If you deflect the left aileron up, the left wing goes down.
@lemuelwonah70764 ай бұрын
@@BruceAirFlying thanks. I wonder how this didn't occur to me sooner
@jkmcgaw4 ай бұрын
How about a trip to Canada, Victoria (CYYJ) or Boundary Bay (CZBB)? Really enjoy your videos.
@BruceAirFlying4 ай бұрын
I enjoy flights into BC--and in years past, I've flown all the way to AK and back. But the eAPIS process makes border-crossing flights much less enjoyable--at least on the return.
@jamesjohnson63095 ай бұрын
Perfect timing. Recent solo student out of BFI. This is my XC destination
@marsgal425 ай бұрын
Neat! I used to live in Burnaby (suburban Vancouver) and when I flew south I liked to clear Customs at Bellingham.
@MarkThomas-yy4dk5 ай бұрын
I appreciate you letting the IFR student practice and steering clear for a bit, since they don’t have the flexibility of VFR. Circling approaches are always a bit stressful when people are in the pattern. When I’m circling, I always try to “speak VFR” and say something like “Bremerton traffic, we are on the ILS for 20, 5 mile final, we are going to enter the right downwind for 02, then climb over the field and depart to the south” instead of saying, “gonna circle to 02 and go missed”.
@Seabiscuitlover5 ай бұрын
Oops! The clearance was "FLY RUNWAY HEADING." Never did hear those words on the readback.
@Seabiscuitlover5 ай бұрын
And this omission caused extra radio calls from the controller, who wanted to hear back what he said--RUNWAY HEADING TO 3000. Dude.
@BruceAirFlying5 ай бұрын
Although I didn't repeat the runway heading in my initial readback, you hear the controller then ask me which runway I planned to use (although I had included that information in my initial call), and when, with that information, he updated my clearance, I acknowledged the HDG 197 and altitude. Of course, being humans, we all occasionally misunderstand instructions or omit details in a readback. That's the why we check one another.
@jamesjohnson63095 ай бұрын
As a student pilot out of KBFI you provide the most valuable info for my learning
@MerlinspopTBH5 ай бұрын
Hi Bruce. Enjoy all your videos. What was the 73 behind you requesting regarding “high speed”?
@BruceAirFlying5 ай бұрын
Boeing test flights often land, brake aggressively, and then run the engines up again and roll at "high-speed" to check systems associated with a rejected takeoff. The 737s are often on a first flight from the factory at Renton. As a rule, they only take off from KRNT--they don't land there again. The runway there is short with obstacles, etc., so they come to KBFI with its 10,000 ft runway to complete production test flights.
@rickreynolds14215 ай бұрын
Thank you for all the videos. Your discipline is educational to observe. Unhurried and clear communication.😊
@BruceAirFlying5 ай бұрын
Thanks. One wag has called me the Bob Ross of IFR--I take that at as a compliment, just flying in the "happy clouds."
@wheelerdavea5 ай бұрын
Thanks - always fun to tag along with you. Your under wing camera still after all these years makes me crazy for an instant. :)
@MrDisneyking5 ай бұрын
Video idea: IFR to PWT, ILS 20 circle 02. What to do if you have to go missed after executing the circle to land.
@BruceAirFlying5 ай бұрын
I'll put that on the list. In the meantime: kzbin.info/www/bejne/gqfNgmipj7dprrs
@Craneman4100w5 ай бұрын
Nicely done.
@tedgarcia5 ай бұрын
Nice procedural video. Also important not to turn SW before crossing the water as the SeaTac Delta abuts the BFI Delta midway between West Seattle and Vashon. The controller scolded another pilot for that the last time I flew the departure.
@BruceAirFlying5 ай бұрын
Yes, the Class D at KSEA that extends west of the plateau where the airport sits has snared many pilots over the years. That airspace exists so that folks flying low along the shoreline must be in contact with KSEA tower even when they're below the Class B.
@CamanoJohn5 ай бұрын
I haven't flown IRL since the early 90's, but just started "flying" again in MSFS Flight sim. Being new to this area, really enjoy your videos and have recently discovered your BruceAir Blog. Can't believe you don't have more followers/views. Could you tell me if these VFR procedures are available in Foreflight or only on the back of the sectionals?
@BruceAirFlying5 ай бұрын
At present, the official descriptions of the VFR procedures are on the reverse side of the Seattle-Portland Terminal Area Chart. We are working with FAA to improve the depiction of the routes and to revise them as necessary.
@igclapp5 ай бұрын
Anyone who says you can't spin from a slipping stall should see this...
@jakew98875 ай бұрын
Great video. Thanks
@magnificentmuttley20845 ай бұрын
Very interesting. It is great to have the pilot explain in detail what is happening as it happens. And more importantly just how much altitude is lost during that manoeuvre. Scary.
@Gantiz6 ай бұрын
I have been sharing this with fellow pilots. I find it a great tool and helps with focusing on the things I need, especially at unfamiliar airports
@BruceAirFlying6 ай бұрын
I'm glad you find it helpful. I encourage pilots to annotate charts because the process helps them slow down and review important information during preflight planning, and it makes approach briefings more effective and efficient.
@buthoeden72986 ай бұрын
just bumped onto your channel man i love it!!!
@amendippanesar6 ай бұрын
Brilliant...what plane do you fly?
@BruceAirFlying6 ай бұрын
It's an A36 Bonanza (BE36)
@amendippanesar6 ай бұрын
@@BruceAirFlying Beautiful plane
@flysport_tedder6 ай бұрын
Rainier looks great! I took a pic of it from off the coast by Tillamook yesterday.
@johnhansen72486 ай бұрын
Great IFR flight example, as usual, Bruce! Thank you for doing these. I jump in my sim and practice the same flight with PilotEdge.
@squawkdude6 ай бұрын
i noticed you have a mount on the right side your headset. where can i get one of those?
@BruceAirFlying6 ай бұрын
That ball mount on the right earcup is for the Aerox Boomula, a cannula that connects to an O2 supply: www.aerox.com/Boomula
@squawkdude6 ай бұрын
@@BruceAirFlying thank you!
@JustinJackson116 ай бұрын
I miss flying GA up there!
@davestarr71126 ай бұрын
What a valuable instructional snippet. Very useful. Reminds me of the days (yes I am that old) when airports like EWR or LGA would have multiple stacks, 8 or 10 thousand feet tall of airliners waiting their turn to get a straight-in on the 4-course range. At the airport where I hung out a boy had a "squawk box that someone would tune to EWR approach on days when "the birds were walking" and there would be no local flying activity.
@murraysissons18096 ай бұрын
Loved it Bruce.
@mesillahills6 ай бұрын
If you read about the Flight Director on the Internet you get conflicting information even from the so-called experts. Only commercial airline pilots think it is important. I can only conclude that it serves best as a backup to the autopilot. That would take the legal liability off of the Avionics manufacturer should an ILS failure occur. Why else essentially have duplicate systems ? It the two do not match going in, something is wrong.
@BruceAirFlying6 ай бұрын
The flight director is integral to modern autopilots such as those included as part of the G1000 system and the Garmin GFC 500/600 and similar APs produced by Genesys (nee S-Tec) and others. The FD is not a backup or separate from the AP. If the AP is on, then so is the flight director, and the FD essentially shows what the AP is doing when the AP is on or what the AP would be doing were it driving the servos--i.e., commanding a left or right bank, adjusting the pitch up or down. If you're hand-flying, you provide the control inputs to follow the guidance provided by the FD. Only older autopilots from the analog era typically lack the FD feature. If you have a FD, it's important to understand how it works, especially how to select the modes appropriate for the phase of flight, how to use it effectively to reduce your workload, and when to turn if off so that it does not provide misleading information, such as during the final phases of a visual landing.
@mesillahills6 ай бұрын
I still don't buy all these "non-answers" I am seeing. There has to be a delineable reason for each one, and nobody gives one. I think that is because they really don't know. They are just guessing. Who cares what the autopilot would be doing if it were turned on. That means nothing to anyone. I still believe it is a cross check (or backup) as it's primary purpose. That way it would have a real purpose. Commercial pilots say it is important. OK. Tell me why !!! That is something I can understand. It is said few pilots use it or know what it does.
@BruceAirFlying6 ай бұрын
I suggest that you find an instructor familiar with APs and FDs and get some training. Reading about APs and FDs "on the internet" is not a good strategy. You can find good general information in Chapter 4 "Automated Flight Control" in the Advanced Avionics Handbook (FAA-H-8083-6), a free training handbook available on the FAA website (www.faa.gov/regulations_policies/handbooks_manuals/aviation). You can download free pilot guides for AP and FD from the avionics manufacturers. For example, www.garmin.com/en-US/p/604257 (click the Manuals link). You might also find the following video on my channel helpful: kzbin.info/www/bejne/o6vMi2Cql5yqaJIsi=22_ciTiLasCRM7Ak
@mesillahills6 ай бұрын
@@BruceAirFlying Thanks. I did find a website that explains it well. Where I went wrong is I first found some so-called expert who really did not know. He had it all wrong. And I knew that cannot be. What he said made no sense. He claimed the Flight Director never ran the AP. This website i just found said some professional pilots only use the FD. They like having hands on.
@mb-flyingdoc6 ай бұрын
Hi Bruce. Love your checklist setup. CFI flying PA28, but would like to adapt your checklist schema to PA 28 checklist; Would you have a checklist on your web site that can be used as a general blue print to develop and adapt for other checklists for other aircrafts? Also, I did adapt your Power , attitude , configuration chart for PA 28- 161 and 181. That is very valuable info; Thank you; Prepping for CFII and your videos definitely provide blue print for direction from experienced aviator/instructor on how to approach teaching good and long-lasting aviation habits to both primary and instrument students. Thank you for video content.
@BruceAirFlying6 ай бұрын
A PDF of my checklist for the A36 is in my public Aviation Documents folder, here: 1drv.ms/b/s!AneE1ZO1pQoRhJ1E-CR_ffVh2SUFJA?e=bgOz6F A Word document that you can edit is here: 1drv.ms/w/s!AneE1ZO1pQoRhLtfR5qwkzt1Zk-aIg?e=WoPwXh Note that the Word document makes extensive use of styles for consistent formatting. You can change the definitions of the styles to change the fonts, etc. to suit your preferences. For more information about how I use cockpit flows and checklists, look for my Instrument Tip in the February 2024 issue of AOPA Pilot, which will be available soon.
@nicolaadamo43586 ай бұрын
On behalf of students to come, Thank you Bruce. Your work is appreciated.
@kiltedpiper986 ай бұрын
One of my favorite things when flying!
@davidrivera70696 ай бұрын
Bruce, Where did you get the “approach codes for the seattle area" sheet? It can be very helpful to reduce radio time explaining ATC the intentions.
@BruceAirFlying6 ай бұрын
Seattle Approach published those codes a few years ago. You can download the PDF from my Aviation Documents folder here: 1drv.ms/b/s!AneE1ZO1pQoRg6Fy2qFffKGKIGeVDQ?e=FrwiQb Portland Approach has a similar scheme; in fact, they published codes before Seattle: 1drv.ms/b/s!AneE1ZO1pQoRg6FzVFR5CgXJ-YWW1A?e=fd2cHL My experience suggests the codes get to the controllers about 75% of the time. Doesn't hurt to file them, but you may have to state your requests.
@navioness31346 ай бұрын
Thank you for posting!
@waltermengden89276 ай бұрын
Great video
@eds.1737 ай бұрын
Wind seemed a little squirrelly on final. When you fly a 172 in similar weather conditions, would you say you're applying a similar amount of control movements to your Bonanza. I like your #6 in the traffic pattern diagram. So much has been written and spoken recently, including in the Advisory Circular, about just what "upwind" refers to. Your "upwind-departure leg" call helps clarify it, assuming you're using both words in the callout. This helps distinguish it from the "upwind" leg side of the pattern (the mirror image of the downwind leg). To me it's more than just academic in that it helps me know where to look for the aircraft.
@BruceAirFlying7 ай бұрын
You use the controls as required to maintain the correct flight path. In airplane like a C172, with lighter wing loading than a Bonanza, the control inputs could be more substantial.