CORRECTION: at 17:10, I referenced US Highway 101 as the straight line between Burbank and Van Nuys - that isn't right! As someone brought to my attention in the comments below, that's an AMTRAK line. US 101 was correctly pointed out at 18:30. My bad!
Was about to offer this correction. And it’s extremely easy to confuse even well known landmarks around here. Even locals can’t always spot them correctly. Well done.
Thank you for the correction! I was so confused because the 101 is much further south. I even checked a map in case I was crazy. Google shows the train line there.
Video Suggestion! Please do an aviation decision making video about weather flight planing. How would you weather plan as a newbie private pilot VFR and what safe limits would you place on yourself as compared with a more advanced private pilot VFR. And the same question for a newbie IFR pilot compared to more advanced IFR pilot. What personal limits do you suggest for these pilots and why, in the video. Weather briefing and planing is interesting for us from your perspective as an instructor. And safe decision making is interesting to us from your perspective. Thanks, would love to see it!
As a Socal resident, what you highlighted in the video as "The 101" was not the 101 freeway, but the railway line used by Amtrak and Metro which crosses just North of VNY and just South of BUR as you indicated.
@@Aviation101 De nada. A small blemish on an excellent video. Although not a pilot, I have taken the train many times to and from Burbank airport and noted how close the train line runs to both Van Nuys and Burbank airport runways, as you pointed out to Chelsea. Some very crowded airspace you navigated there. Although the Amtrak and Metro trains both drop off at the Burbank airport, I seemed like one of the few in car-centric Socal who used it to get to/from BUR.
@@Aviation101I will admit that was still a great use of a geographic landmark to help navigate. It is interesting to see it from the air vs the ground!
You were one of my early inspirations into getting my ppl at 50! I love these adventures and recently purchased a Comanche for my son (also private pilot) and I to log our own adventures! I love that you a Chelsey are sharing these. “Making each other crack up” is actually a key to a wonderful relationship and has kept my wife and I laughing for 32 years! God bless you both! Thank you for continuing to bring us along.
We get frost on the wings all the time in the jet in above freezeing temperatures. The fuel in the wing tanks gets cold soaked at altitude and then when we land in the humid air, the water vapor condenses on the cold metal and subsequently freezes. This is a great example of what you said in the beginning about the adhering surface temp vs the ambient temperature.
The departure out of phoenix is a great example of how ATC is “there for you”. My best instance of that so far was actually during my first solo…there was some goofiness in the pattern that day (naturally…) so I asked them to call my base on one of the circuits and they did so quite happily despite the how busy they were. If you’re looking to train out of northern Massachusetts, eastern New Hampshire or southeastern Maine, KPSM is the place to be. The controllers there are amazing, there’s a lot of *heavy* jet traffic (747s, AN-124s, military 767s, 707S and DC10s…I know they all have “KC” designations…I just don’t know them by heart), you have about two miles of wide runway to work with and some great smaller fields nearby for class E practice. It’s just a great GA environment…
I just flew my 182 through the Banning pass from KDVT to KCMA and back over the past 2 weeks. Trip out through the pass was smooth as silk. Trip back was lower due to weather and ended up being pretty bumpy all along, but especially through the pass. No downdrafts like you experienced though. Also shout out to SoCal controllers. They are always super helpful and accommodating to us small guys.
I fly in Colorado and mountain wave has been a fact of flying from the beginning. Looks like the desert was too dry for the rotor clouds that are often a sign. But on a recent flight review I was able to fly over Rollins pass (11,671'MSL) and get some mountain instruction as part of the review. Stunning views but very much a place for caution in a small airplane. Great layout of some of the many factors involved in flying near that kind of terrain. Highly recommend formal mountain training for anyone considering flying in that environment.
Just a thought: You could keep a spray bottle with TKS fluid in the plane. I have a Cirrus and I keep a bottle in the plane if there is a chance of frost, if staying on the ramp. It does a nice job of melting and getting the frost clear and it leave no residual on the wing once dried
I am a student pilot learning to fly in Southeast Alaska. It is easily the most beautiful flying scenery I’ve experienced with the mountainous islands, a volcano, inside passages, and ocean, but those same elements make intentional safety focused decision making even more important. I am also a glider student pilot, so I understand the incredible effects of terrain and winds. I have learned so much from your videos and this one was especially helpful. I’ve never found myself in severe downdrafts in a powered airplane, so thank you for sharing this. I have been taught the mountain flying techniques, so now that I have seen the importance of their application it helps solidify it even more. One thing we don’t do here is night cross-country flights. I had to go to Anchorage to get that done. I appreciate your safety focused explanations as always. If you come back to Alaska, I highly recommend Southeast if you haven’t already been here. It is worth the weather wait that may be required!
You need to video your flight training so those of us in the lower 48 can see what you do. Just a hint we’re jealous. When I fly in the Midwest, it’s looking down at ghetto when I fly into big airports, trees, corn, wheat, soybeans, hay, freeway. The variety is just mind-boggling.
Hey just wanted to say thanks for admitting the air sickness. It's something I've struggled with in my lessons. I knew it was going to be a sticking point in my training when I started. I've been very upfront with it and everyone has been great and helpful.
Your narrative gave me reason to pause and reflect...I have been in a mountain wave situation flying between KLGB and KIZA at night. Passing through San Marcos Pass in a constant 500fpm, sometimes 1000fpm, descent facing complete and total darkness out the windscreen was nerve-racking. I made it through as the mountain wave eased as I closed in on the pass. I did have a bailout plan (no Trevor Jacobs intentions here) to make a 90 degree turn to land at KSBA to wait out the winds. Glad to see you and Chels back! Sorry we didn't link up while you were here on the Central Coast.
Learn to fly wave from those that fly wave. Depending on where you are in the wave a 90 degree could firmly plant you in the deepest tough of the wave.
Welcome back, this was yet another great well-made episode! 😎👍🏼 I could tell many downdraft and rotor stories from the Alps. Some days are even not flyable due to "Föhn", which is sometimes hard to accept on fantastic clear sky days. Well done on the handling and searching for updrafts, which might sound obvious during (de)briefing, but when stress comes into the cockpit, it's easy to forget.
I used to fly into Burbank often, mostly from the North and knowing the proximity of Van Nuys was important. It disappears into the cityscape when viewed from a Northern arrival. Your graphic showing the train tracks is exactly what you need to look out for to avoid getting lost... Van Nuys also has one of the weirdest IAPs ever, the LDA-C. It uses a localizer off the Burbank ILS, with a MAP at the end of the perpendicular runway!
Josh & Chelsea, you both are amazing! Your videos are inspiring each time. I looked forward to part 2 of this video and it did not disappoint. How you make time for flying & editing is a super impressive!!! Please don’t feel pressured to post videos on a regular bases, take care of yourself first and the people who watch these videos will support you though and through!
Great video Josh! Way to keep it safe and still fun and educational! This video really hit close to home with me as I’ve taken risks I shouldn’t have and won’t in the future! I hope to be a safer aviator and your channel has played a large part in my view and flying practices! 😅 Cheers 🥂 -Caleb’s Aviation
Haven't been mountain flying yet but I have had similar experience in flat country. Flying along and encountering clear weather convection activity that exceeded the performance of my aircraft. One minute, you're at full throttle and still descending; the next minute, you're at idle and yellow line and still climbing. Just along for the ride.
Yes, mountain 101 (sorry about that), if pulling back on the yoke does not result in the climb we desire push on the yoke. Not only don't stall, but also go faster through the down air. And yes, down drainage egress is the solution to not able to climb over terrain ahead. Your choice of the mountain downwind of the pass gave you orographic lift and good wind management should a turn back to the clearly visible white sand bottom of the drainage back east. The turn into the wind from the left side of the pass gives much slower ground speed and reduces radius of turn back. Plenty of room here, but in passes with much less horizontal space available radius of turn can be critical. The energy management turn, the 1 g turn regardless of bank angle, dynamic neutral stability, Wolfgang's law of the roller coaster, is really useful in tight terrain situations. Simply by allowing the nose to go down naturally, as designed, no load factor from turning is applied.
Glider pilots routinely fly mountain wave for long distance flights all without an engine. Wave is not dangerous at all, if you know what you are doing. I used wave many times while flying a CE340A. If in descending air that is greater than the aircraft can climb through DO NOT repeat DO NOT pitch to Vy or Vx!!! That is a PERFECT way to get KILLED, particularly in mountain wave!!!!!! Get your wave flying instruction from those that regularly fly wave. That will typically be at a glider port. The flight in this video flew within 40 miles of CL35, a great place to learn about wave. One day years ago, I was flying my ASW24 (a glider) in wave near the Julian VOR. I was having a ball and flew a nice XC flight in the wave. That same day a 172 with CFI and student aboard drilled the back of the mountain by slowing down to best climb speed. Get your training on mountain wave from those that routinely use wave for long distance flights. This also goes for mountain flying skills. I am licensed in airplanes, helicopters and gliders. Glider pilots are hand down the best mountain pilots as we can and do fly thousand plus kilometers through the mountains without an engine. FYI a glider pilot set a record of a flight of over 3,000km in the Sierra wave recently.
We used to fly our Cessna 182 between Great Falls Montana and Portland OR. The Mullan Pass over The Montana Rockies near Idaho was always a problem. The winds were terrible and the weather was sometimes horrifying. One time during the winter we were traveling from Portland to Great Falls and due to potential icing we were not able to fly IFR over the pass and had to leave the plane in Spokane and drive to Great Falls. We went back for the plane later. It's just sometimes not possible to get above the weather in a plane with a 17,000 foot service ceiling. Even in good weather I don't fly through mountain passes unless I'm going to land or I'm taking off. I always try to fly at least 2000 feet above the ridges and cross them at an angle. When back country flying in Idaho I simply don't go if the wind is greater than 12 knots. And I don't fly over the mountains even at 2000 feet above the highest peaks if the wind is greater than 25 knots. We moved to South Carolina a couple of years ago and though the Smokey Mountains are much lower there is still a lot of wind that comes over the mountains into the upstate. The same rules apply here. Just today I flew back to the Greenville area from a work assignment on the the South Carolina coast. The flight was smooth until I got to the upstate near the lee side of the Smokies and I got knocked around quite a bit. Mountains, even small ones, do very scary things with wind, sometimes even a fair distance from the foothills. Great falls is very windy, my mother in law almost blew away there, and it's 50 miles East of the mountains. Oh and I don't fly IMC at night over mountains.
I remember the first time I encountered those mountain waves.. Moved to Scottsdale two years ago and got thrown right into mountain flying 😅 Man oh man was that the longest flight I’ve ever had.. near Edwards on the Leeward side of the Sierra Nevada, had that same loss of airspeed and ended up losing around 1200 feet. A flight I’ll never forget
Ive always wondered if in situations where we cant climb do to downdrafts if maybe we should take a page from the glider flying handbook and put the nose down to speed up and accelerate out of the area of sink. You do lose altitude, but also get the heck out of there much sooner.
Very good to see you and Chels. Very good job talking about Mountain Wave . Very important for people to realize what the hills and mountains can do to the wind. Very good job with this discussion. Keep up the good work and looking forward to the next one. Take care and Be safe.
the handbooks were my primary source along with the FAR AIM when building all my lesson plans for my CFI checkride, which I was able to pass first try this week. Tons of great knowledge is in them that really add context to a lot of random bits of info previously learned.
I have had the same experience through the Banning pass. Caught an unbelievable downdraft full throttle airspeed at best rate of climb and losing altitude, followed by an extreme updraft with throttle chopped yoke pushed into the panel gaining altitude. Was quite a humbling/learning moment.
I really enjoyed the video! Took me back to my SoCal flying days out of KPSP through the banning pass into KRAL, KONT, and KSBA. A great place to build your flying, navigating, and ATC communication skills. And we only had paper charts back then along with analog instruments. Aviation has come along way! Fly safe!
The amount of hazardous weather detail you delve into is phenomenal! While I am certain other TH-cam aviators expand on weather hazards when pertinent, you go beyond the cursory explanations and dive into atmospheric physics in a very relatable fashion. I recall my days as a USAF weather forecaster having to mark up weather hazards in red (typically frowned upon) on formal flight briefings simply because too many junior pilots assumed they had "god-status, and they scared the 💩out me!" Well done; keep up the great work!
Just want to say that I love these types of videos. Quick 5 minute tip videos have their place, but seeing the real experience from start to finish does a much better job of helping us experience the challenges along the way with you. Thanks for putting so much time and effort into these!
I was practicing an approach into 9G8, and the RNAV7 goes over a set of hills. (only 3000' or so) but on a 40kt day.... the Warrior I was flying needed full power, and nose up at around 80kts to keep from losing altitude. If I was in something will less performance... it could have been dangerous. especially if it was actual IMC. Thanks for the vid.
Great to see a video, Josh. I love them. My son-law just finished his instrument and commercial, and is working on his CFI to build hours for Horizon. He is also a big fan.
Thanks again for a great episode. Have been a subscriber from central Texas for a Long time. Suggestion: Always use Both hands when checking control surfaces.
I am based in Utah and have seen downdrafts of 2k+ feet per minute with a full power applied. Fortunately they usually only last 1-2 minutes, usually followed by a massive updraft. If you are not expecting it to reverse very quickly, it may surprise you how quickly you end up climbing 3-4k, especially if you still have full power applied.
The best aviation videos on the inter web and getting better each year. Josh you will always be Mr. Aviation101 to me. Great Work good lesson as always. 👍
I had a mountain wave encounter that was pushing me up! Wason IFR clearance so asked for a block clearance. 9° nose down, throttle pulled back and still clinbing at a thousand fpm. Thankfully clear air until we crossed Snoqualmie pass to enter the clouds over Western Washington.
Any time I flew out to the Desert area I always went around the banning pass, just kept going straight over Palmdale over the pas there into Santa Clarita then Santa Susana pass is almost a strait in to KVNY always called the tower at the pass.
Heck yeah!! Amazing work Mike and crew! And extremely well planned and redundant saftey plans. This is the kind of examples we need set in aviation. Plan plan plan and never be afraid to say no and back out. Back to work! 👊
@Aviation101 Josh, great content as always! Awesome to see you in my SoCal backyard! Quick question, what's the new flying app you are using, Garmin? I'm sure you've said it in a past video, but i'm just getting a chance to catch up. Any reason you switched from ForeFlight? Thanks for the info! Have a blessed day!
Hey I have a question regarding the heli visible at 20:38. What would you do in case of a go around? Would the rotorwash from the heli be of your concern or is he high enough, so you wont be affected by it too much?
Another great video. I’m currently working on getting my CFI/CFII reinstated. These videos always teach me something, while also just being fun to watch. Thanks.
Good to see another video. Also just wondering...what did you decide to do about the 337 Sky Master? I had the same issue you had going thru this pass. We hit it at 10.5 and started sinking, but the power of my T210 pulled us out and up to 12.5, but we did lose our speed to just over 100 knots. However is is a definite attention getter. 25 miles farther away and we had our speed back and we went back to 10.5 to Burbank. We did hit several bumps, but most were just moderate. Keep the vids coming and fly safe.
I hadn't seen a Video for 2 Months & this Video has quite a few links to Aeronautical Knowledge Apps and Links! Will you be posting more content regularly? I'm just 'Sitting-at-Anchor here in the ICW headed South!
Thanks for sharing your passion with all of us other aviation geeks/and or pilots out there; your videos are very informative and entertaining, thanks.
You just about flew right over my house at South Mountain. If you guys are back in the Phoenix always give us a call and stay with us. We can even put you in the hangar and do some 337 stuff too. AZ90 is the spot. Herb
I had the exact same issue flying through Banning Pass a couple of years ago flying back to VNY. Scary stuff..! Flew it again recently this winter without a single bump. In the future, when the desert is much hotter than the LA area (which causes that venturi effect), I think I will plan to fly north of Big Bear instead!
Getting ready to XC from Camarillo to Dallas in my 182. Great video, I think I am going to depart a few days early to beat the incoming weather. Great video
As usual; a Great Video! This one is particularly poignant as I earned all my ratings at Van Nuys, and early in my career flew freight out of Burbank and then worked at Piper Aerostar in Santa Maria! It's like going home. Looking forward to the next installment. 🙂
While looking for some documents in my office ,I came across the old sticker- Mr. Aviation 101 and placed it on the back window of my car yesterday next to my favorite aircraft Hercules c130 gunship sticker. Thx for the video.
Another awesome video Josh.! I see you've started using Garmin Pilot vs ForeFlight. Sponsor aside (and with your nice avionics setup), how do you like it? How well does it integrate vs ForeFlight? ✈🛩🛫
Banning pass can be crazy or you can fly through there without even a bump. You never know exactly what you're gonna get. It can surprise you. Great video as usual. See you at Oshkosh. Your Big Bear friend.
Question regarding establishing 2-way radio comms before entering class D airspace . BUR tower wanted you north of the freeway and gave you the frequency change about 2 miles prior to entering VNY airspace. You can’t avoid VNY airspace because you were restricted below 2,500 feet and north of the freeway which means you have to enter their airspace as you fly west bound. What is your plan B if VNY is so busy they you can’t establish comms in those 2 miles you have before entering VNY airspace ?
I’d like to think so but this aircraft tried numerous times after a handoff from socal and wasn’t able to establish comms th-cam.com/video/DxtUhTB2z2I/w-d-xo.htmlsi=H5keStdCIzQLUQkU
Did my first landings as a student at Van Nuys and sucked big time. Also took my checkride there and aced it 🙂. L.A. airspace is pretty congested and keeps you on your toes.
Josh, I’ve been away from your channel a spell too. Have you upgraded your cameras or has my vision improved? 😅 The takeoff view was stunning. Great landing by Chelsea in Van Nuys. The wind looked tricky there.
![MSFS2020 | Fenix A320 Ultra Realism [LAX- Guadalajara]](http://i.ytimg.com/vi/91kTWtyo6kc/mqdefault.jpg)
CORRECTION: at 17:10, I referenced US Highway 101 as the straight line between Burbank and Van Nuys - that isn't right! As someone brought to my attention in the comments below, that's an AMTRAK line. US 101 was correctly pointed out at 18:30. My bad!
Was about to offer this correction. And it’s extremely easy to confuse even well known landmarks around here. Even locals can’t always spot them correctly. Well done.
As a Burbank native who flies in BUR at least 3-4x month now, t's actually a combo of the Amtrak line and Van Owen St.
Thank you for the correction! I was so confused because the 101 is much further south. I even checked a map in case I was crazy. Google shows the train line there.
I thought that looked off! 🤣
Video Suggestion! Please do an aviation decision making video about weather flight planing. How would you weather plan as a newbie private pilot VFR and what safe limits would you place on yourself as compared with a more advanced private pilot VFR. And the same question for a newbie IFR pilot compared to more advanced IFR pilot. What personal limits do you suggest for these pilots and why, in the video. Weather briefing and planing is interesting for us from your perspective as an instructor. And safe decision making is interesting to us from your perspective. Thanks, would love to see it!
As a Socal resident, what you highlighted in the video as "The 101" was not the 101 freeway, but the railway line used by Amtrak and Metro which crosses just North of VNY and just South of BUR as you indicated.
Yep! VNY is a few miles away from the 101
Ahh crap, you’re right! I see the 101 south of that on the map now. My bad, still found Van Nuys though! 😂
@@Aviation101 De nada. A small blemish on an excellent video. Although not a pilot, I have taken the train many times to and from Burbank airport and noted how close the train line runs to both Van Nuys and Burbank airport runways, as you pointed out to Chelsea. Some very crowded airspace you navigated there. Although the Amtrak and Metro trains both drop off at the Burbank airport, I seemed like one of the few in car-centric Socal who used it to get to/from BUR.
@@Aviation101 it happens, but this is still a great video.
@@Aviation101I will admit that was still a great use of a geographic landmark to help navigate. It is interesting to see it from the air vs the ground!
8:40 "I am awed by your greatness" 😆
Laying a black trash bag over the frosted sections works wonders with solar heating, takes zero weight to keep one on board.
You were one of my early inspirations into getting my ppl at 50! I love these adventures and recently purchased a Comanche for my son (also private pilot) and I to log our own adventures! I love that you a Chelsey are sharing these. “Making each other crack up” is actually a key to a wonderful relationship and has kept my wife and I laughing for 32 years! God bless you both! Thank you for continuing to bring us along.
Congratulations at obtaining your PPL at 50. What an awesome accomplishment!!!
I grew up looking up at Mt. San Jacinto from the 10 freeway. What an awesome perspective to see it out of a cockpit window. Great shots. 👍🏻
We get frost on the wings all the time in the jet in above freezeing temperatures. The fuel in the wing tanks gets cold soaked at altitude and then when we land in the humid air, the water vapor condenses on the cold metal and subsequently freezes.
This is a great example of what you said in the beginning about the adhering surface temp vs the ambient temperature.
The departure out of phoenix is a great example of how ATC is “there for you”. My best instance of that so far was actually during my first solo…there was some goofiness in the pattern that day (naturally…) so I asked them to call my base on one of the circuits and they did so quite happily despite the how busy they were. If you’re looking to train out of northern Massachusetts, eastern New Hampshire or southeastern Maine, KPSM is the place to be. The controllers there are amazing, there’s a lot of *heavy* jet traffic (747s, AN-124s, military 767s, 707S and DC10s…I know they all have “KC” designations…I just don’t know them by heart), you have about two miles of wide runway to work with and some great smaller fields nearby for class E practice. It’s just a great GA environment…
I just flew my 182 through the Banning pass from KDVT to KCMA and back over the past 2 weeks. Trip out through the pass was smooth as silk. Trip back was lower due to weather and ended up being pretty bumpy all along, but especially through the pass. No downdrafts like you experienced though. Also shout out to SoCal controllers. They are always super helpful and accommodating to us small guys.
I fly in Colorado and mountain wave has been a fact of flying from the beginning. Looks like the desert was too dry for the rotor clouds that are often a sign. But on a recent flight review I was able to fly over Rollins pass (11,671'MSL) and get some mountain instruction as part of the review. Stunning views but very much a place for caution in a small airplane. Great layout of some of the many factors involved in flying near that kind of terrain. Highly recommend formal mountain training for anyone considering flying in that environment.
Just a thought: You could keep a spray bottle with TKS fluid in the plane. I have a Cirrus and I keep a bottle in the plane if there is a chance of frost, if staying on the ramp. It does a nice job of melting and getting the frost clear and it leave no residual on the wing once dried
I am a student pilot learning to fly in Southeast Alaska. It is easily the most beautiful flying scenery I’ve experienced with the mountainous islands, a volcano, inside passages, and ocean, but those same elements make intentional safety focused decision making even more important.
I am also a glider student pilot, so I understand the incredible effects of terrain and winds. I have learned so much from your videos and this one was especially helpful. I’ve never found myself in severe downdrafts in a powered airplane, so thank you for sharing this. I have been taught the mountain flying techniques, so now that I have seen the importance of their application it helps solidify it even more.
One thing we don’t do here is night cross-country flights. I had to go to Anchorage to get that done. I appreciate your safety focused explanations as always. If you come back to Alaska, I highly recommend Southeast if you haven’t already been here. It is worth the weather wait that may be required!
You need to video your flight training so those of us in the lower 48 can see what you do. Just a hint we’re jealous.
When I fly in the Midwest, it’s looking down at ghetto when I fly into big airports, trees, corn, wheat, soybeans, hay, freeway. The variety is just mind-boggling.
Hey just wanted to say thanks for admitting the air sickness. It's something I've struggled with in my lessons. I knew it was going to be a sticking point in my training when I started. I've been very upfront with it and everyone has been great and helpful.
You and Chelsea seem so compatible and made for each other. I hope the best for both of you.
Your narrative gave me reason to pause and reflect...I have been in a mountain wave situation flying between KLGB and KIZA at night. Passing through San Marcos Pass in a constant 500fpm, sometimes 1000fpm, descent facing complete and total darkness out the windscreen was nerve-racking. I made it through as the mountain wave eased as I closed in on the pass. I did have a bailout plan (no Trevor Jacobs intentions here) to make a 90 degree turn to land at KSBA to wait out the winds.
Glad to see you and Chels back! Sorry we didn't link up while you were here on the Central Coast.
Learn to fly wave from those that fly wave. Depending on where you are in the wave a 90 degree could firmly plant you in the deepest tough of the wave.
Welcome back, this was yet another great well-made episode! 😎👍🏼 I could tell many downdraft and rotor stories from the Alps. Some days are even not flyable due to "Föhn", which is sometimes hard to accept on fantastic clear sky days. Well done on the handling and searching for updrafts, which might sound obvious during (de)briefing, but when stress comes into the cockpit, it's easy to forget.
I used to fly into Burbank often, mostly from the North and knowing the proximity of Van Nuys was important. It disappears into the cityscape when viewed from a Northern arrival. Your graphic showing the train tracks is exactly what you need to look out for to avoid getting lost... Van Nuys also has one of the weirdest IAPs ever, the LDA-C. It uses a localizer off the Burbank ILS, with a MAP at the end of the perpendicular runway!
Van Nuys...That's where I learned to fly back in the early 80s.
Josh & Chelsea, you both are amazing! Your videos are inspiring each time. I looked forward to part 2 of this video and it did not disappoint. How you make time for flying & editing is a super impressive!!! Please don’t feel pressured to post videos on a regular bases, take care of yourself first and the people who watch these videos will support you though and through!
Her cross-eyed question had me bustin up at/around 9:52.
Great video Josh! Way to keep it safe and still fun and educational! This video really hit close to home with me as I’ve taken risks I shouldn’t have and won’t in the future! I hope to be a safer aviator and your channel has played a large part in my view and flying practices! 😅
Cheers 🥂
-Caleb’s Aviation
Great footage, impressive mountain wave effects. So where can we see that references film One Six Right? Any link to share?
Haven't been mountain flying yet but I have had similar experience in flat country. Flying along and encountering clear weather convection activity that exceeded the performance of my aircraft. One minute, you're at full throttle and still descending; the next minute, you're at idle and yellow line and still climbing. Just along for the ride.
Yes, mountain 101 (sorry about that), if pulling back on the yoke does not result in the climb we desire push on the yoke. Not only don't stall, but also go faster through the down air. And yes, down drainage egress is the solution to not able to climb over terrain ahead. Your choice of the mountain downwind of the pass gave you orographic lift and good wind management should a turn back to the clearly visible white sand bottom of the drainage back east. The turn into the wind from the left side of the pass gives much slower ground speed and reduces radius of turn back. Plenty of room here, but in passes with much less horizontal space available radius of turn can be critical. The energy management turn, the 1 g turn regardless of bank angle, dynamic neutral stability, Wolfgang's law of the roller coaster, is really useful in tight terrain situations. Simply by allowing the nose to go down naturally, as designed, no load factor from turning is applied.
Great Josh and Chelsea! It was a very informative flight!
Hi from SNA ! Careful in them valleys! Plane English should be incorporated into MSFS!
"Wait for more options"........... That's GREAT advice! Never "hurry up" to fly. It may save a life or two....
Glider pilots routinely fly mountain wave for long distance flights all without an engine. Wave is not dangerous at all, if you know what you are doing. I used wave many times while flying a CE340A. If in descending air that is greater than the aircraft can climb through DO NOT repeat DO NOT pitch to Vy or Vx!!! That is a PERFECT way to get KILLED, particularly in mountain wave!!!!!! Get your wave flying instruction from those that regularly fly wave. That will typically be at a glider port. The flight in this video flew within 40 miles of CL35, a great place to learn about wave. One day years ago, I was flying my ASW24 (a glider) in wave near the Julian VOR. I was having a ball and flew a nice XC flight in the wave. That same day a 172 with CFI and student aboard drilled the back of the mountain by slowing down to best climb speed. Get your training on mountain wave from those that routinely use wave for long distance flights. This also goes for mountain flying skills. I am licensed in airplanes, helicopters and gliders. Glider pilots are hand down the best mountain pilots as we can and do fly thousand plus kilometers through the mountains without an engine. FYI a glider pilot set a record of a flight of over 3,000km in the Sierra wave recently.
Enjoy the humble attitude and instructional videos. I’m a current PPL, and frequently fly XC. Love to learn from your videos.
@@joelallen9040 I’m glad to hear the feedback! I appreciate the support. 🤙🏼
We used to fly our Cessna 182 between Great Falls Montana and Portland OR. The Mullan Pass over The Montana Rockies near Idaho was always a problem. The winds were terrible and the weather was sometimes horrifying. One time during the winter we were traveling from Portland to Great Falls and due to potential icing we were not able to fly IFR over the pass and had to leave the plane in Spokane and drive to Great Falls. We went back for the plane later. It's just sometimes not possible to get above the weather in a plane with a 17,000 foot service ceiling. Even in good weather I don't fly through mountain passes unless I'm going to land or I'm taking off. I always try to fly at least 2000 feet above the ridges and cross them at an angle. When back country flying in Idaho I simply don't go if the wind is greater than 12 knots. And I don't fly over the mountains even at 2000 feet above the highest peaks if the wind is greater than 25 knots. We moved to South Carolina a couple of years ago and though the Smokey Mountains are much lower there is still a lot of wind that comes over the mountains into the upstate. The same rules apply here. Just today I flew back to the Greenville area from a work assignment on the the South Carolina coast. The flight was smooth until I got to the upstate near the lee side of the Smokies and I got knocked around quite a bit. Mountains, even small ones, do very scary things with wind, sometimes even a fair distance from the foothills. Great falls is very windy, my mother in law almost blew away there, and it's 50 miles East of the mountains. Oh and I don't fly IMC at night over mountains.
I remember the first time I encountered those mountain waves.. Moved to Scottsdale two years ago and got thrown right into mountain flying 😅 Man oh man was that the longest flight I’ve ever had.. near Edwards on the Leeward side of the Sierra Nevada, had that same loss of airspeed and ended up losing around 1200 feet. A flight I’ll never forget
Ive always wondered if in situations where we cant climb do to downdrafts if maybe we should take a page from the glider flying handbook and put the nose down to speed up and accelerate out of the area of sink. You do lose altitude, but also get the heck out of there much sooner.
Very good to see you and Chels. Very good job talking about Mountain Wave . Very important for people to realize what the hills and mountains can do to the wind. Very good job with this discussion. Keep up the good work and looking forward to the next one. Take care and Be safe.
the handbooks were my primary source along with the FAR AIM when building all my lesson plans for my CFI checkride, which I was able to pass first try this week. Tons of great knowledge is in them that really add context to a lot of random bits of info previously learned.
I have had the same experience through the Banning pass. Caught an unbelievable downdraft full throttle airspeed at best rate of climb and losing altitude, followed by an extreme updraft with throttle chopped yoke pushed into the panel gaining altitude. Was quite a humbling/learning moment.
So glad to have you back Josh! 🔥🔥🔥
Excellent film and great teaching moments. Looking forward to the next video. Thanks Josh and Chelsea.
I really enjoyed the video! Took me back to my SoCal flying days out of KPSP through the banning pass into KRAL, KONT, and KSBA. A great place to build your flying, navigating, and ATC communication skills. And we only had paper charts back then along with analog instruments. Aviation has come along way! Fly safe!
The amount of hazardous weather detail you delve into is phenomenal! While I am certain other TH-cam aviators expand on weather hazards when pertinent, you go beyond the cursory explanations and dive into atmospheric physics in a very relatable fashion. I recall my days as a USAF weather forecaster having to mark up weather hazards in red (typically frowned upon) on formal flight briefings simply because too many junior pilots assumed they had "god-status, and they scared the 💩out me!"
Well done; keep up the great work!
Do not take his advice on wave flying though
Wonderful instruction in this video. As a student pilot I am very thankful. Including the radio interaction.
Just want to say that I love these types of videos. Quick 5 minute tip videos have their place, but seeing the real experience from start to finish does a much better job of helping us experience the challenges along the way with you. Thanks for putting so much time and effort into these!
I was practicing an approach into 9G8, and the RNAV7 goes over a set of hills. (only 3000' or so) but on a 40kt day.... the Warrior I was flying needed full power, and nose up at around 80kts to keep from losing altitude. If I was in something will less performance... it could have been dangerous. especially if it was actual IMC. Thanks for the vid.
Oh the Banning Pass. Great memories from my long XC for my PP back in the early 90s! Home airport was TOA.
And..... Where y'all been ???
We have missed you both....
Damn Glad to have y'all back ...
Great to see a video, Josh. I love them. My son-law just finished his instrument and commercial, and is working on his CFI to build hours for Horizon. He is also a big fan.
Thanks again for a great episode. Have been a subscriber from central Texas for a Long time. Suggestion: Always use Both hands when checking control surfaces.
I am based in Utah and have seen downdrafts of 2k+ feet per minute with a full power applied. Fortunately they usually only last 1-2 minutes, usually followed by a massive updraft. If you are not expecting it to reverse very quickly, it may surprise you how quickly you end up climbing 3-4k, especially if you still have full power applied.
The best aviation videos on the inter web and getting better each year. Josh you will always be Mr. Aviation101 to me. Great Work good lesson as always. 👍
Very enjoyable video. I enjoy the sites and the trips and learn a lot along the way. Thank you!
I had a mountain wave encounter that was pushing me up! Wason IFR clearance so asked for a block clearance. 9° nose down, throttle pulled back and still clinbing at a thousand fpm. Thankfully clear air until we crossed Snoqualmie pass to enter the clouds over Western Washington.
Good to see you guys back with another video.
Any time I flew out to the Desert area I always went around the banning pass, just kept going straight over Palmdale over the pas there into Santa Clarita then Santa Susana pass is almost a strait in to KVNY always called the tower at the pass.
Thanks for another great video Josh! Thank you for explaining everything so well. Always love flying with y'all!
Heck yeah!! Amazing work Mike and crew! And extremely well planned and redundant saftey plans. This is the kind of examples we need set in aviation. Plan plan plan and never be afraid to say no and back out. Back to work! 👊
@Aviation101 Josh, great content as always! Awesome to see you in my SoCal backyard! Quick question, what's the new flying app you are using, Garmin? I'm sure you've said it in a past video, but i'm just getting a chance to catch up. Any reason you switched from ForeFlight? Thanks for the info! Have a blessed day!
Great video! Every time I watch your videos I almost feel like I'm in the aircraft too. Thank you for the inspiration.
What an amazing scenery and astonishing video quality. Thanks for showing this aviation adventure!
Hey I have a question regarding the heli visible at 20:38. What would you do in case of a go around? Would the rotorwash from the heli be of your concern or is he high enough, so you wont be affected by it too much?
At last! 🙂So happy to see the second half of this trip! Looking forward to the follow-on vids. Keep up the great work you two.
Another great video. I’m currently working on getting my CFI/CFII reinstated. These videos always teach me something, while also just being fun to watch. Thanks.
Good to see another video. Also just wondering...what did you decide to do about the 337 Sky Master? I had the same issue you had going thru this pass. We hit it at 10.5 and started sinking, but the power of my T210 pulled us out and up to 12.5, but we did lose our speed to just over 100 knots. However is is a definite attention getter. 25 miles farther away and we had our speed back and we went back to 10.5 to Burbank. We did hit several bumps, but most were just moderate. Keep the vids coming and fly safe.
Great job guys. When is Chelsea going to get her tailwheel endorsement. Come on Josh throw the bush flying guys a bit of back country adventure !!
Glad to see a new post ❤ Looking forward to watching it on my free time 💯
Glad you are back.
Thank you very much; great job and safe travels!
Excellent video Josh! And love the tip about motion sickness. Just started my training recently.
I don’t know if you have mentioned this in another video, but where did you get your yoke mount/ and which iPad is that (for size comparison )
Great video and when you crossed the moutains my heart moved up into my throat! Glad you were ok. Looking forward to next series
Awesomely made video as always!
I hadn't seen a Video for 2 Months & this Video has quite a few links to Aeronautical Knowledge Apps and Links!
Will you be posting more content regularly? I'm just 'Sitting-at-Anchor here in the ICW headed South!
Thanks for sharing your passion with all of us other aviation geeks/and or pilots out there; your videos are very informative and entertaining, thanks.
9:38 Had me cracking up. So silly! 😂
Great video as always 👍! Nice to see you in my backyard of So Cal. We split time between CA & TX.
You just about flew right over my house at South Mountain. If you guys are back in the Phoenix always give us a call and stay with us. We can even put you in the hangar and do some 337 stuff too. AZ90 is the spot. Herb
Good flying Josh
I had the exact same issue flying through Banning Pass a couple of years ago flying back to VNY. Scary stuff..! Flew it again recently this winter without a single bump. In the future, when the desert is much hotter than the LA area (which causes that venturi effect), I think I will plan to fly north of Big Bear instead!
Great content. Look forward to the next one.
Cant wait for the next video, great stuff
I follow rule of 3 threats. Single engine is always a threat 1, so 2 more like night and IMC or Night and terrain is a no go.
Getting ready to XC from Camarillo to Dallas in my 182. Great video, I think I am going to depart a few days early to beat the incoming weather. Great video
Such a stunning and challenging flight, great job on the landing Chelsea👍
Excellent landing, thank you
As usual; a Great Video! This one is particularly poignant as I earned all my ratings at Van Nuys, and early in my career flew freight out of Burbank and then worked at Piper Aerostar in Santa Maria! It's like going home. Looking forward to the next installment. 🙂
does climbing higher before entering the down drafts sooner help?
never heard the term making rated... is that something new you guys are saying now?
While looking for some documents in my office ,I came across the old sticker- Mr. Aviation 101 and placed it on the back window of my car yesterday next to my favorite aircraft Hercules c130 gunship sticker. Thx for the video.
Enjoy seeing a new video! Fly safe
Another awesome video Josh.! I see you've started using Garmin Pilot vs ForeFlight. Sponsor aside (and with your nice avionics setup), how do you like it? How well does it integrate vs ForeFlight? ✈🛩🛫
Got my PPL with last landing of Checkride on 22R at CHD - Good days - great Cafe when I was there!
I love what you are doing and keep up the great work also we all understand your busy you some how pull it off.
Banning pass can be crazy or you can fly through there without even a bump. You never know exactly what you're gonna get. It can surprise you. Great video as usual. See you at Oshkosh. Your Big Bear friend.
Question regarding establishing 2-way radio comms before entering class D airspace . BUR tower wanted you north of the freeway and gave you the frequency change about 2 miles prior to entering VNY airspace. You can’t avoid VNY airspace because you were restricted below 2,500 feet and north of the freeway which means you have to enter their airspace as you fly west bound. What is your plan B if VNY is so busy they you can’t establish comms in those 2 miles you have before entering VNY airspace ?
You can establish coms.
Looks like this scenario just happened th-cam.com/video/rjim2pvIH18/w-d-xo.htmlsi=XsyglMRMcJsM9emo
@@karlw7764I’d like to think so but this aircraft numerous times and ATC never got to them
th-cam.com/video/DxtUhTB2z2I/w-d-xo.htmlsi=H5keStdCIzQLUQkU
I’d like to think so but this aircraft tried numerous times after a handoff from socal and wasn’t able to establish comms th-cam.com/video/DxtUhTB2z2I/w-d-xo.htmlsi=H5keStdCIzQLUQkU
Did my first landings as a student at Van Nuys and sucked big time. Also took my checkride there and aced it 🙂.
L.A. airspace is pretty congested and keeps you on your toes.
Fabulous video thanks
Very cool content. Really been missing y’all 😂
THE PIOLTS HANDBOOK IS ALWAYS A GOOD RESOURCE FROM TIME TO TIME?
Josh, I’ve been away from your channel a spell too. Have you upgraded your cameras or has my vision improved? 😅
The takeoff view was stunning. Great landing by Chelsea in Van Nuys. The wind looked tricky there.
Pranked at 9:40 … that was awesome
Great video Josh and Chelsea. I love flying in/out of VNY
Bro what's your plane name. Pls