Approach & Arrival at KBHM in a Piper G1000 Meridian

[@cj2driver]

I really enjoy your videos. I have learned a lot about the P46T from you. I know the short videos are for a specific point, but the longer videos are more engaging. Either way, thank you for the videos.

[@RWRPilotTraining]

Thank you for the kind words. The videos are really designed to help the flying pilot iterate a particular task. I often use them to make minor corrections to a task that was just performed. That means one task at a time. I will try to work on longer ones that include multiple tasks as well. Fly Safely - Train Often .. DR

[@paulcissel2522]

Dick, always enjoy your videos. I have been flying my 1988 Malibu for 9 months now (great transition training from 2 different orgs). I noticed what you called the “wig wag” on landing. Of the airplane i have owned , including tail wheel, i notice that i really have to concentrate on “no wig wag “ on departure and landing. I have had everything in the nose checked out 3 times. The roller has very little space, i have put 10 ply meridian tires inflated to 90psi on the nose, etc. Any hints or is it just the nature of the PA 46?

[@RWRPilotTraining]

Hi Paul, This is a great question to which there is no simple answer. I suggest that you 1- begin by verifying proper maintenance by a knowledgeable and experienced shop. 2- Do not authorize or use non-standard parts (tires for example). 3- Verify factory tolerance on the rollers and anodized plate are 10 to 30 thousandths. The advice I hear consistently is 10 thousandths .. no more. 4- I recommend working diligently on crosswind landing techniques. I observe many “experienced” pilots having some difficulty getting this consistently right. 5- Practice proper technique: land at the slowest speed consistent with safety; lower the nose gently and promptly with centered rudder pedals; get to taxi speed as quickly as practicable using brakes in concert with back pressure on the yoke. If you find yourself needing to quickly alternately push rudders, press hard on both rudders (no brakes) until the aircraft settles down then revisit items 1 through 4. 6- Fly more and seek proper instruction. If you are flying less than 150 hours per year, train twice per year with a qualified instructor pilot who can spot the errors in technique and offer proper advice. Remember .. Fly Safely - Train Often .. Dick Rochfort, ATP, CFII

[@bruninhu0802]

Hi Dick, have you ever noticed on 4 blade meridian an weird but not scary vibration when in ice cond? I had the same behavior here in two different g1000 4 blade meridian, even with prop and all stuff on before any ice conditions, all the stuff were working properly

[@RWRPilotTraining]

Hi Tom, If there is vibration during icing conditions it is likely ice accretion on unprotected areas. Have the system checked. It could be one blade is not clearing completely. Ice will form on the spinner as well in some situations. Remember, ice forms on the smallest radii first, like the prop and the tail. The antennas can produce odd vibrations as well. In any case, never enter any area that is forecast to contain more than light ice per the CIP/FIP vertical profile in Foreflight. If you get any vibration leave the area. Fly Safely - Train Often .. DR

[@Capt_Ferreira]

Good job! The correct airport is KBHM. Actually I’m flying the N488CA aircraft in Brazil.

[@RWRPilotTraining]

Thanks ..

[@nicokostiuk1840]

Good day Dick, question, i was watching one go your other videos (actually have been watching many of them) , my question is this. You were saying in one of these videos based on flying the M350 that you look for 90knots over the numbers then 85 in the flair. My question is this would you change the rate of these numbers in a airport arrival like at this St Barts in the Caribbean (side note see so many youtube videos of aircraft arriving here and its kind cool how these top notch pilots land there). Would you use same procedure as most landings? Thanks

[@RWRPilotTraining]

Hi Nico, Yes. The short field technique should be flown about 5 knots slower with full flaps. Most pilots err by letting the aim point slip under the aircraft. A consistent speed and defending the aim point are the keys to success here. I will get busy with some more material in this regard. Fly Safely - Train Often .. DR

[@Brad1711]

What’s the magenta on the vertical view?

[@RWRPilotTraining]

I’m not sure I understand the question. Are you referring to the vertical display on the radar? If so, then the energy being displayed is ground paint .. mostly. The idea here is to use the vertical display to understand which of the horizontal display information is ground and which is water/rain. Any asymmetry top to bottom in the profile is likely water. It takes a little practice and some coaching but this method is very simple and reliable. The remainder of that energy is the ground.. nothing more. There are lots of videos on my channel on the subject. Let me know your questions. Fly Safely - Train Often .. DR