Enstone Flight Vlog: Altimeter Confusion

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A video about the canards on my Cessna 182: • What the canards do on...
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[@andycampbell5491]

Thanks Charlie for all your warts. Always entertaining in one way or another. Hopefully this will help to pay to glue the compass back up.

[@CharlieLamdin]

Thank you! It’s fixed in place with tape for now, and still operational, set for permanent refixing during next annual.

[@ShortField]

That's such a nice gesture Andy, good on you.

[@Pistonproppilot]

Keep going with your videos, your content is excellent and your flying is safe compared to a lot flying around the world, especially in the US, unfortunately in aviation there are a lot of keyboard warriors and arm chair flyers, who love picking fault with any pilot, it makes them feel big, keep going.

[@CharlieLamdin]

Thanks, will do!

[@JodelFlyer]

Many of us have always been there following you Charlie and you numbers show that. It is hard work but keep posting.

[@CharlieLamdin]

Thank you Tim. That means a lot. Much appreciated 🙏🏻

[@CharlieLamdin]

Thanks to everyone pointing out the wobbly compass. Perhaps surprisingly, I was aware of it and it was dealt with already 😎

[@ShortField]

Charlie, I know you get a bad rap and I don't understand why. You always come across to me as a really genuine guy, you're flying is helpful to anyone that flys and I just love that 182. Keep going sir and thank you so much for the kind words. Thank you keep going.

[@CharlieLamdin]

Thanks Terry. Very much appreciated. I hope our paths cross soon. 👍🏻

[@ghoflyer]

Think you mean the pitot static system, not the vacuum system.

[@itsverygreen532]

And if he thought the static system was playing up, first action is to switch to the alternate static port, the selector is under the front edge of the panel if I remember correctly.

[@Robinbamv]

I don’t know quite what to start with but eeeer we go ! Get that compass fixed before it hits you on the head or you have an electrical failure and need to use it ! The skyecho failed because it is a Micky mouse bit of kit that has so many failure modes that it is only better than nothing. I will assume that you don’t use it for ADS-B out ( being on the American register ) so at least the rest of the world can see you, because that ADS-B out on Skyecho is intermittent at best. Your VSI suggests a small static leak but could be just a zero needs adjusting but you need someone to look at the static system, this might also stop the autopilot hunting in pitch. Transponder altitude output is always 1013 ( as the Brize controler pointed out ) there are so many misconceptions about this and BS about altimeter settings that just when I think I have heard them all another one shows up. I would advise putting the flight plan in the Garmin and flying the route using the HSI course bar as the primary navigation with the iPAD to provide SA. That way one piece of kit failing won’t have your SA hit Zero in an instant. Sky Deamon is a very good bit of kit but you should not place too much faith in it.

[@johnhill8529]

Absolutely agree. The Garmin should be the primary nav aid, SkyDeamon is good, but can let you down and IPads overheat or just fail. Leaving Enstone on 1013 when intending to transit above Brize Airspace was risky. A quick check on AeroWeather or the Met Office would have given something more accurate, even setting to Enstone QNH by setting altimeter to Enstone level above AMSL. Staring into the camera when talking on the radio takes away lookout, and flying around on a basic service when making a vlog removes another level of protection, a Traffic Service would make more sense. Brize Zone will provide a TS for transiting aircraft when LARS is shut. You may be outside (above) their airspace, but by working them you also improve their SA. A previous statement of “I won’t take advice from anyone with less experience than me” worried me, but I’d seriously suggest a trip back into the books and really study your aircraft’s systems. That study could stop a snag becoming a catastrophe if you really know the machine. The advice above from Robinbamv is all common sense. Hopefully so is some of mine, aviation is far more unforgiving than the sea, but in depth knowledge is time in the bank. Self study to give awareness of your machine may be priceless.

[@Paul-gh1fc]

Just a bit of background for the Brize controller about the 1013. The radar that Brize use is calibrated to 1013. So the radar shows all aircraft and their altitude based on 1013. Its on the controller to work out the difference for the actual QNH.

[@davem1417-t5d]

Hi Paul, you are correct in saying the radar is calibrated to 1013. The pilot did ask for the radar readout on the Brize QNH which was passed. The extra info given by the controller afterwards explained the difference between the calibrated pressure on 1013 and the Brize QNH of 1027 which accounted for the difference. 👍

[@GyroSportFlying]

Hi Charlie. I have been flying for a long time but most of my early flying was Non Radio and from one grass field to another. So the simple altimeter method I used then was using what was known to me. So if doing circuits you set the altimeter to 0. If flying to another field? I would set the altimeter to the departure airfield height Say 340feet and then approaching the arrival airfield I would minus their height above sea level. This worked very well especially over shorter distances. You can work out that the weather is getting better or worse and add or subtract a millibar or so on longer journeys. These days we have Sky Demon. In the top right hand corner you have an Altitude reading. Simply pressing your finger on it toggles it to height. I've found this to be very accurate. Understanding pressure settings keeps us out of trouble with airspace. I hope this information helps someone. Kind regards Paul T

[@paultchaikovsky8878]

New glue required on compass, nice video

[@CharlieLamdin]

Yes, currently taped up pending the annual when it will be properly reglued!

[@Barnyg84]

Nothing to do with the vacuum system buddy. Suction would be used to drive gyros. Pitot Static is what you were meaning- I hope 😂

[@CharlieLamdin]

Yes. Just got words muddled in the moment!

[@itsverygreen532]

Pretty sure that you cannot fly with the compass inop, as it is a primary instrument. Your DI is the secondary instrument. Your altimeter is not connected to your vacuum system, lack of familiarity with the aircraft systems? When you thought there was something wrong with the pitot/static system, why didn't you switch to the alternate static port if the aircraft has one, pretty sure that on the 182 the alternate selector it is under the edge of the panel if I remember right.

[@CharlieLamdin]

I successfully troubleshot and there was no issue, just temporary confusion on my part (hence incorrect terminology) so switching to alternate static wasn’t necessary. The compass isn’t inop, just insecure and has long since been secured.

[@sylwestermoniuszko-szymans1488]

Question. Did your mechanic have to approve your camera mount on the strut? Current regulations are very confusing. I contacted CAA and the document they are referring to is contradictory. In one part it says that as long as total weight is less than 300 g and the mount is there for less than 24 hours, pic can do it. And then later that person who releases the aircraft to service has to approve it. What is your understanding on this matter. Did you have to ask the mechanic and he just signed the paper or how it works. I was in Enstone not long ago. A little nice airfield, but limited food/coffee options

[@CharlieLamdin]

My plane is on the N Reg so it’s subject to FAA regulations

[@itsverygreen532]

That used to be possible on G reg aircraft, but not any more. Same applies to the suction mount cameras in the cockpit. You used to be able to get a mechanics sign-off under CAP1369, however that has now been withdrawn and you have to go throug C-STAN now, even for stick on cameras! Charlies plane is N reg, so he has to follow FAA regs, I have no clue what they are.

[@ianleslie3290]

@@itsverygreen532 It is possible with G Reg Aircraft CS-STN 4 is the current document the CAA accept www.caa.co.uk/commercial-industry/aircraft/airworthiness/type-design-approvals/changes-or-modifications-and-repairs-to-aircraft/ Here is the document www.easa.europa.eu/sites/default/files/dfu/cs-stan_issue_4.pdf

[@Chiefcheeseofcheddington]

3:51 this isn’t uncommon. Happens in a 152. Many factors involved.