Got a low altitude alert from Renton tower in Citation 501SP

[@JDFdoggo]

Always a pleasure to watch Noam 👏👏

[@craigbmm4675]

ya hes a good lander taker offer

[@SusheePerumal]

Another great video drop! Thanks Noam!

[@SusheePerumal]

@@FlyWithNoam 340A

[@SusheePerumal]

@@FlyWithNoam You've mentioned that before in the Twin Cessna forum; that's why I'm so interested in following your journey!

[@PilotAndrew]

Beautiful. Interesting that ATC thought BFI was your destination. Nice job keeping cool.

[@gostatyrefors5612]

Great video as usual! Your single pilot procedures and call outs are great! If I could add something it would be an accelleration check on the take off roll. This way you can catch if the parking brake is partially on, sudden tailwind, bad performing engines etc

[@gostatyrefors5612]

@@FlyWithNoam been around airplanes for a while,study a lot of accidents,fly some underpowered jets and have had my share of acccidents.

[@gostatyrefors5612]

@@FlyWithNoam the easiest is to try to find an easily identifyable spot on or near the runway that corresponds with the calculated takeoff roll. If you reach your Vr before this spot your acceleration checks. If there is no good spot I sometimes use the map in foreflight and draw a red line where the point is. My call out is ”acceleration checks rotate”

[@gostatyrefors5612]

@@FlyWithNoam if you get a sudden tailwind you will still reach your speed after almost the same time but you have eaten up more runway so your climb out profile on one engine is not as good as you have calculated. It is not always so critical but flying out of Sedona in the summer sould get your attention. I fly mostly a Jetprop today and it takes 1200feet to get to 80knots (at sea level), just after the 1000 foot marker is easy to check on most runways.

[@gostatyrefors5612]

@@FlyWithNoam one more point then I will be quiet. If your acceleration is not enough it also means your accelerate stop distance will be longer. This means that if you lose an engine just before V1 and abort you will need more runway to stop. In a bad case this makes you end up past the runway with the gear demolished and on fire. Very few schools today teach you acceleration check for a type rating but they will.

[@gostatyrefors5612]

@@FlyWithNoam yes, in your case at Las Vegas, I assume 19R departure, I would pick a point that corresponds closely to where you expect to be at Vr. First taxiway is 2000 feet second 3700 so I guess somewhere inbetween. There is a way to calculate your speed and distance at points earlier than Vr based on constant acceleration, but forgot how to do it, sorry. But I know how this deparure feels on a hot summer day in a Citation Mustang at max gross.

[@daver3681]

Great views, nice editing. Surprised the controller got your destination wrong and then top that off with tower calling low altitude :) They just figured you didn’t have enough to do, so threw you some curve balls! Love how your wife always claps and cheers your landings.

[@craigbmm4675]

good flight Noam .. yes and the claps are always welcome :)

[@JW-pf5qy]

G’day Noam. I’m learning some good single pilot practices from your videos. Thanks for posting. Not sure what altimeter source the tower receives in the USA - perhaps ADSB? If so, maybe there’s a small disparity between your altimeters and transponder that explains this (ie. ADSB alt a bit lower than the altimeter)? Can recalibrate to fix. (My kite’s got this issue) Cheers mate.

[@JW-pf5qy]

Interesting. Thanks Happy flying 😊

[@cabdouch]

I always enjoy your flights. I have had Memphis Approach route me the wrong way departing from an airport just north of Memphis. It was like they were routing me to Florida instead of Texas. Autopilot was screwing up, so I was just following HDG commands while debugging the AP and hand flying for almost an hour, so I remind them where I am going and they go "resume own navigation" and I had no clue where I was or what direction to fly for like 2 minutes due to having powered down most of my panel to see if I could resolve the AP issue. Flew by the iPad and Foreflight and shortly after, just rebooted the entire plane, which solved the problem.

[@cabdouch]

@@FlyWithNoam Cessna Turbo 210. Not sure if you wanted the whole story, but you might find it interesting. Leaving RWY18 at "Charles Baker" Airport under the Memphis Bravo, I had programmed the A/P for 1600ft and a 330 heading to stay under the shelf and get out from the Bravo while I contacted approach and got permission into the Bravo. Due to a swamp at the end of the runway, as well as a hot, humid day, my initial climb was lathargic and so I was paying attention to that, instead of my turn, which got me closer to the lower shelf. As I got above 500ft, my climb went to normal, so I turned to about 280 degrees and continued the climb to around 1200ft, while I turned on the A/P to call ATC I was expecting the A/P to continue the turn to 330 and level off at 1600, but instead, it stopped the turn and continued the climb while I was getting my clearance. I sensed that something was wrong, and saw that we were at 2000 (with the Bravo at 1800), so I shoved the yoke over to arrest the climb and get back down just as I got my clearance and pulled the yoke back up. ADS-B Data showed I peaked at 2100 and then descended to around 1700 before the energy was turned back into a climb. I made the turn I was given and was climbing to my initial 4000ft altitude and told ATC that I had an A/P failure. Unfortunately, a minute later, got the "possible pilot deviation, I have a number for you to call" message. As I was now hand flying around a bunch of CBs and trying to negociate with ATC instructions to not fly into a CB, I was concerned that the A/P might do an uncommanded descent or have a trim runaway, so not only had I turned off the A/P, but I started pulling all the breakers associated with it such as the 430w GPS, 500 A/P, GAD, etc. Over the next hour of hand flying, I tried different sequences of powering the Garmin Avionics back up, but could not get the A/P to work. After an hour and at 13500ft, I was above the weather enough to focus just on the route, and got ATC's permission to go off frequency to reboot the plane. Since I still have Mags, I knew the engine would continue running. Of course I was telling my wife what was going on. So I killed the Avionics Master, waited a couple of seconds, killed the Master and Alternator and waited 10 seconds. Back on with the Master and Alt, and 5 seconds later the Avionics. Once the 430w was back up, I programmed the flight plan back in and a direct to my next waypoint, set my altitude, turned on the A/P and everything worked. I had another 3 hours to fly and hand flying for 4 hours would have been really tiring. Here is the flight and you can see that after an hour, the route and altitude remain steady. You can also see that they were routing me around Memphis and like heading me to Florida instead of Texas. The sharp right turn was then they said "resume own navigation" flightaware.com/live/flight/N732EL/history/20220820/1735Z/2M8/KGTU There was weather all along that route, which account for the turns, climbs and descents, but at least I was able to pay attention to that and change the A/P settings We think that one of the systems on the ARINC 429 wasn't sending data expected by one of the others, and may either not be on the Avionics master or Garmin Circuit Breakers I had a Yaw Damper on order arrive, so put it into the shop to have that added, the firmware updated on everything, and the system checked out. I have not seen that failure again, but I had trim issue that was tracked down to one of the Servos that has a Warranty Replacement AD against it. Since then, I have not experianced another A/P issue. Eventually I will get the other 2 Servos replaced under the Warranty AD. I also have a 750Xi going in soon and am looking at splitting the 750Xi+G5+GAD and 430W+G5+(new)GAD onto two busses so I will have redundant Nav Systems I learned a lot of lessons from that trip and there are 3 ways I could have prevented it: 1) Program the A/P on the Ground with the departure RWY Heading, and my initial Altitude and press the TOGA button. The A/P will configure, but not enable. This allows me to see that it programmed correctly and if any errors happen, they happen here. 2) Activate my "VFR Route" on the ground. Due to being in a hurry, I decided activate in the air, but I could have called Memphis ATC before taxing and gotten my clearance and not had to have avoided the Bravo. 3) Hand fly the departure and watch the A/P when I do my handoff. I did fly the departure to over 1000, but being under a Bravo shelf, I could have continued hand flying until I cleared the Bravo, or got clearance into it, then activated the A/P. I have done this since as my mechanic is under the Houston Bravo Watching your videos also helps me learn lessons Thank you Chuck

[@cabdouch]

@@FlyWithNoam I called when I got home and had to be persistant to get the interview done as we played phone tag, and they rescheduled a couple of time due to being overwhelmed during Covid. The guy I talked to had notes showing I had attempted to call them several times so he was just wanting to get my statement to complete his report The guy I talked to said there is never enforcement if you initiate the conversation. It is the guys that try and avoid the call that the conversation is more serious. Basically he wanted the details I provided you as to the chain of events that led to the encursion, and what steps could be taken to prevent it. I had written an email the night I got back, and collected ADS-B Data, as to the chain of events, and had already come up with the 3 ways to have prevented it, and was implimenting the steps

[@PedroResende99]

You departed HIO to the south maybe about a week ago and I said hi to you on the tower freq. 👍🏻

[@craigbmm4675]

@@FlyWithNoam i noticed ATC audio was a little low this video .

[@citylimitsphoto]

Yep. There is a big difference between KBFI and KRNT. I trust that you had the correct BARO dialed in? Heard the kids in the back on TD.

[@ProPilotPete]

Low altitude alert could be on them, thinking your destination is something different they get alerts if you’re below MVA even though you’re ok on a segment of an approach. Just my guess. I’ve had ATC think I was landing somewhere different several times on my way back from the beach. Strange for sure.

[@ProPilotPete]

@@FlyWithNoam interesting. Which were you doing? The high sink rate?

[@waltermengden8927]

This comment covers several AP related videos. If your autopilot is similar to mine (analog, attitude based, linked to the gps navigator), the autopilot works much better when using GPS to navigate to the approach waypoints instead of VTF in heading mode then switching to GPS. I confirmed this shooting many practice approaches. The AP just doesn’t do as well with VTF and switching to GPS approach mode. My point is - your AP may be doing the best that it can do and it’s not “acting up or temperamental” (the solution is a digital AP!). So if I’m in IMC, I always request a direct to an IAF or IF for a GPS approach. It also simplifies the approach for me and the controller - much less button pressing for single pilot IFR. I also set the altitude / alert to 100 feet higher than the published altitude because my AP also dips a little lower on approaches. On the low altitude alert - I get a low altitude alert (annunciates on the Aspen) when I have excessive decent rates on approaches (always VFR). Maybe the same for ATC.

[@pinkdoughnut869]

It was your rate of decent that alarms them. I get them all the time at my airport. 1-1.3k will fire the alarm. They are required to tell the pilot.

[@AJpro88]

pretty obvious isnt it? +100 -0

[@AJpro88]

@@FlyWithNoam but you busted 1600

[@AJpro88]

@@FlyWithNoam yeah no biggie, thanks for sharing

[@LarryMattingly-l7n]

Hope you can clean up the audio in the future. A lot of noise on there. Great video otherwise.

[@josephcovino9697]

FUBAR.