PE Workshop 3 - VFR Flight KCRQ-KTOA.mp4

[@gurderz3017]

I currently have no access to a network like Pilotedge, or even a flight sim for that matter, but that will hopefully be changing over the next couple of months. The workshops from Pilotedge and these two companion videos from yourself have been a huge help to a complete beginner like myself. Especially these two videos with the practical flight carried out after the planning stage really do help to make things a lot clearer. The way that you explain how to plan your route and appropriate altitudes are well explained but the reasons why exactly are what really help to learn. Thanks Mark!

[@davejones542]

Good series of videos. Mark @35:30 you are not going to be flying the SLI 308 radial. 308 is, infact, your magnetic track. You will be flying along the SLI 128 radial.. I noticed you make reference to the 308 radial several times subsequently. All those references are incorrect accordingly. You can see the radial being reported on the GNS530 bottom left in this video @43:56. The reason I am mentioning this is that for new folk learning and starting out with vor navigation, the difference between track and radial is a source of confusion and so this doesn't really help, but they are the kind of folk likely to be watching this..

[@brianschwartz956]

Really good point. Here's what I don't get. The "plane" has a G530. Use the GPS but have the VOR as a backup. Especially to stay out of the restricted. Plus, I don't get the use of his COMs when landing. Why not put ATIS in COM2 and continue to listen on COM1 with ATC. Keep the TWR on COM1 standby and flip to that when needed. Dropping off with ATC seems annoying for them.

[@markhargrove]

I'm using a lot of Saitek gear -- 2 radio panels, a "multi-panel" (which handles FMS/autopilot functions and the trim wheel), and a switch panel (which handles power switches for various items as well as the gear handle). The axis controllers are also Saitek, a yoke, TPM module (throttle, mixture, propeller), and rudder pedals. The small display you see to the left of the panel is an iPad running ForeFlight; a small application syncs it with FSX.

[@Jeff-ec7ow]

Hi Mark, I've been making my way through these PilotEdge videos and have a few questions: 1. 47:18 - Why did Socal departure take so long to report "radar contact" after you initially called them up at 45:33? Why did they say this to you so long after you initially called them up with your VFR request at 45:33? 2. 47:31 - Why did Socal departure ask you to switch frequencies? And were you still talking to Socal departure after you made the switch to the new frequency? 55:02 - 55:17 - You say that you'll let "center" know that you'll switch frequencies temporarily to check the Torrance ATIS but weren't you talking with Socal approach at that time (see below): 55:19 - You contact Socal approach to let them know you're going to tune the Torrance ATIS. 56:16 - You contact Socal approach to let them know you're back with Socal approach. 3. 57:35 / 58:54 - Did you need to advise ATC of the altitude changes even though you weren't given an altitude restriction by ATC? 4. 1:00:58 - What did the tower say about "traffic turning southbound"?

[@markhargrove]

1. The delay before the 'radar contact' call is a little longer than normal, but not outrageously so. Remember that flight following services are just about the lowest priority task that a controller has, and if they get busy with traffic on instrument flight plans your flight following request is going on the backburner for a bit. 2. That's a common occurrence when a controller is working two or more adjacent sectors. I'm about to cross an ATC sector boundary and would normally be told to "contact SoCal approach on 127.2" (or whatever frequency). I'd read that back, switch frequencies, then give a standard call like "SoCal approach, Skymaster 757SM, level 4500". The new controller would say something like "Skymaster 757SM, roger, altimeter 30.12" (or whatever). When the same controller is managing both sectors, he or she is "handing you off" to themselves, so less rigmarole is needed. The controller knows who and where you are -- they just want you on the appropriate frequency for the new sector. So: "Skymaster 757SM, switch to my frequency 127.2" -- that tells me I'm going to be talking to the same controller so I don't even read it back (and the controller is not expecting me to). Instead, I just switch to the new sector frequency as directed and THEN call and say "SoCal approach, Skymaster 7SM made the switch". Saying 'center' instead of 'approach' was just a slip-up in my narrative. It's harder than you think to narrate and fly at the same time. :-) 3. When you're VFR you do not have to advise ATC of altitude changes -- but if the frequency is not busy it's sort of a polite thing to do. Further, it might help the controller a little bit with their situational awareness. I might or might not make altitude change advisories on a busy frequency depending on how good my own situational awareness was. Descending VFR into a busy airport that has a mixture of both IFR and VFR arrivals is probably going to merit altitude change advisories if the spacing between radio calls allows it. When you're VFR, separation from traffic is your responsibility, but any help I can get from ATC by letting them know what I'm doing is probably a good thing. 4. The call was "...previously issued traffic no longer a factor, appears to be turning southbound." About 20-30 seconds earlier I was given a traffic advisory for "traffic 9:00, 4 miles, east bound, indicating 3500". When a controller gives you a traffic advisory they expect you to search carefully for it. When they can tell from their scope that there is no longer any danger of a collision, they'll say something like "traffic no factor" or "traffic no longer a factor". I believe this is a required call if they've issued a traffic advisory. If the traffic remains a factor, they'll typically make another advisory call. If you STILL can't see the traffic and the controller is even vaguely nervous about the situation, they might issue an advisory turn to provide safe separation. While you're not required to follow their advice, it would be really silly not to. As another small detail, when the initial advisory is issued, there are really only two correct responses: "negative contact" if you don't see the traffic and "in sight" (or "traffic in sight") if you do. The informal response I gave of just "looking" is common, but technically not a valid response.

[@RichardStratman]

Mark, I really find this video and the all VFR PilotEdge videos very helpful. I also love your simulator setup with 5 monitors. I wonder if you would care to share some details of you setup? Thanks

[@kimghanson]

On a humorous note, I also use SkyVector. When you have it on screen I find myself trying to drag the map around with my cursor.

[@Smalltownflyer]

Very very well done! I found this video and the last extremely informative and covered some flight planning considerations I never even considered as PPL.Thanks!

[@ourarsenal]

Great videos. Thx very much for sharing. Really helpful and entertaining to watch.

[@markhargrove]

Good question!. I'm used to flying IFR, and the first contact with ATC after takeoff is always 'Departure' -- so I used that from habit. ATC doesn't actually care very much which you use. Notice that ATC responded with "...SoCal departure, go ahead." If they'd said "...SoCal approach, go ahead", I'd have used "approach" in my calls from then on. Later in the flight I'm told contact "SoCal Approach", and used that name in further radio calls. You could also just say "SoCal".

[@EndUser-yu7gg]

@ 46:20 I noticed something wrong ... when you contacted SOCAL I noticed your transponder was off *tisk tisk

[@Sniper-go5su]

+Mark Hargrove. I have a couple of questions for you. The first is what aircraft are you flying? Secondly I notice in the bottom left corner of the screen is a window with PilotEdge in it is this a comms selection panel for which radios you are listening to/monitoring? And finally I notice from your comments you mention an app that syncs Foreflight to FSX what is the app and does it work with Prepar3d do you know ? Sorry for all the questions but I am getting started with Simming again after a long break and just trying to catch up on new stuff. Love your videos and The PilotEdge workshops they are really helpful.

[@markhargrove]

The aircraft is Carenado's Cessna 337 "Skymaster", an older, and fairly unique twin (it has push-pull props instead of the usual left/right engines on a typical twin). It's very stable and reasonably fast (cruises at about 165 kts) -- makes a good IFR platform for training videos because the panel is a pretty traditional layout -- not that different from lots of Cessna single-engine planes. Yes, that little panel is the PilotEdge application. It's always present when you're connected to the PE network. The app to connect FSX (or P3D) to FF is called FSXFlight.

[@Sniper-go5su]

Mark Hargrove thanks I'll take a look at FSX Flight. Once again great videos keep up the great work.

[@seangreen1936]

Great video Mark. New to Pilotedge and your video really helped me understand some of my concerns and questions. Subscribing.

[@Sputnik21]

Question: shouldn't the traffic pattern begin at 1,000ft above airport elevation (in this case 1,400ft) and not at an altitude much higher than that (in your video, 2,000ft +)? Isn't that the rule? I appreciate the video and thoughtful flight planning, just curious about your altitude in the traffic pattern. Thank you and great video!

[@pilotedgeATC]

Index: 0:00 KCRQ-KTOA flight planning 34:15 flight in simulator

[@ft2bme]

Thanks much for saving the day after the failed recording! My question has to do with keeping clear of R-2503A&D without GPS. You rejected the OCN VOR because it butts up against the restricted area. Couldn't you use DME with that VOR to stay safely clear? Maybe dial in 220°FR into your VOR, watch the needle swing over while making sure your DME stays above maybe 8nm or so? I’m a sim pilot only, so I'm not sure if this is something real pilots would consider.

[@markhargrove]

If I were in a /A equipped aircraft (VOR only), I'd probably pick a radial off of SLI (Seal Beach VOR), say the R-130, that comfortably clears R-2503 (even up NW of the San Onofre power plant). After departure from KCRQ I'd fly a heading of, oh, say 280-ish until I intercepted the SLI R-130, then just fly that radial NW until I had Dana Point in sight, at which point I know I'd be clear of the restricted area. Alternatively, you could do pretty much the same thing using the Mission Bay VOR (MZB). The MZB R-314 to VPLDP (Dana Point) will do the same thing -- it's just a little further offshore. I don't think I'd ever use DME alone to avoid a restricted area. A DME value describes a circle around the transmitter (which is typically co-located with a VOR transmitter) The compass rose around OCN, for example, could also be used to illustrate the 10 mi DME arc around OCN. If you flew to your suggested fix of OCN R-220/8 DME you'd be well clear of the restricted area for sure. Let's say you turn NW now to parallel the coastline. Your DME distance will be increasing as you go, and in a non-linear fashion. At four miles along your NW track you'd be 9 DME from OCN, at 8 miles you'd be about 12 DME, at 12 miles, about 15 DME, etc. That's too complicated for me. :-)

[@asalehi1]

Great video, thanks so much, I learned alot.

[@ziobert]

nice video. I have a question: why after you switched to socal approach you kept receiving communications from the tower?

[@markhargrove]

+ziobert It's partly an artifact of the way the PilotEdge service works -- the controllers work multiple frequencies. In real life that happens as well -- during low traffic periods you might have tower controller working multiple positions (clearance/ground/tower) at an airport, or you might find a TRACON controller working more than one sector, but I don't think you'd ever see a crossover of tower & TRACON in the real world. In the PilotEdge world, though, they might have only one or two controllers working EVERY tower, TRACON sector, and center as well. Also, they've chosen to configure their systems so that you hear pretty much all radio traffic all the time. In such busy airspace in the real world you'll very rarely have a quiet radio, and it's very good "ear training" to have to pick out your callsign from lots of radio chatter rather than having it be mostly quiet.

[@ziobert]

+Mark Hargrove Thanks!

[@JimDavies42]

Did you know the Spruce Goose is no longer in the white dome? It's been moved up to Oregon at the Evergreen Aviation Museum. From what I can tell the old hangers are now sound stages used for movies.

[@markhargrove]

Jim Davies I did not know that -- cool!

[@JimDavies42]

Mark Hargrove Ya I'm quite fortunate. The building it's in has a huge glass front to it and I get to see it through the window as I drive by to and from work every day. :)

[@markhargrove]

Everything you see are off-the-shelf components. The basic flight simulator is Microsoft FSX. I'm using 6 PC's to drive the displays, one each for the five "external" visuals and one that acts as the "master" -- the other five PC's are slaved to the master. The master PC runs the panels on dual displays. I'm using OpusFSX to synchronize the external displays with the master. OpusFSX also handles weather (and does it brilliantly).

[@markhargrove]

Thanks! I have a pair of relatively new videos up covering LAX Bravo transitions you might find kind of fun as well.

[@JorgeAmengol]

Thanks for the video!

[@gonavy2255]

do you have a pilot license and where do you fly?

[@markhargrove]

+AOW NAVY Technically, I do -- yes. But I haven't flown in 20+ years except in the simulator.

[@IronCondorSimulations]

Great video. But you need a serious upgrade for your sim. :)

[@thelowmein9143]

I'd be a terrible pilot I never did see that traffic in front of you not even when you were right on him. I saw the data tag, but not the aircraft.

[@markhargrove]

The Lowmein That's the reason I have labels turned on. The resolution of even a pretty good monitor is too low to see traffic even just a couple of miles away -- traffic that under good visibility conditions in real-life you'd easily see. The trade-off in the sim is seeing traffic more easily than in real-life, or sometimes not seeing it at all even under ideal conditions.

[@thelowmein9143]

That makes me feel better, thank you lol