I normally just do the quick bumper music on the start up and shut down. The approach was a little longer of a sequence than I normally cut so I figured some subtle music was in order.
Nice interior. Nice paint as well. I have a 81, 231K Mooney with original interior. My wife wants to redo the interior. Would you be able to give an estimated cost?
Some people use the CCCCC, acronym for cram it, climb it, clean it, cool it, and call it. Cram it = power forward, climb it is self explanatory, clean it is flaps and gear, cool it = cowl flaps, call it = call ATC that you are on the missed. You generally do not want to be low power and descending with cowl flaps open because it cools your engine too much. if you look at your descent checklist, it will specifically call out for cowl flaps closed. Of all the five C’s above, it is not a super critical one that is why it is done last.
Yea not a good idea at all. Desending at a low power setting w the flaps open u can shock cool the engine and crack a jug. On the go get the airplane cleaned up, climb power set, on course heading, then C flaps open.
It’s called Garmin Telligence. it’s through the GMA 35c audio panel through the GTN 750 navigator. you can give a whole bunch of voice commands to it. Tuning frequencies is one of the most useful features of it I have found. static.garmin.com/pumac/190-01007-50_b.pdf
I find RNAV slightly easier and more precise. No switching to green needles…. Localizers can have a little wave to them. GPS is dead straight. It’s minor and only a preference.
Amazing you break at 360 looks to me below that 360 feet … you did a amazing job amazing ‼️‼️‼️ I’m just got my instrument but I do alway IFR with always some one and my fugues and my minimum with and IFR pilot in my jet had being 120 feet Love to see more videos like this
Why not keep the autopilot on longer when you had the runway in sight? That would prevent a duck under. John, ATP/CFII SMEL, Retired C-5 Pilot and Flight Examiner
I kept it on until I had the field made, and started to transition to my visual landing. You can see me put in landing flaps and then I turn off the AP to keep the nose coming down as opposed to allowing the AP let the plane flatten as the flaps come down and add lift.
@@TB-um1xz You may be thinking about a Part 135 operator who cannot shoot the approach if visibility is below minimums. This restriction does not apply to Part 91 operations. Ceiling does however “matter” for several reasons. Most practically, you cannot descend below the DA(H) on an ILS unless you have the runway environment in sight. So if I descended to the DA(H) of 910 ft MSL (250ft AGL) and I was still in the clouds, I could not proceed the descent to the airport and would have to go missed. The “Minimums, Minimums” alert that you hear called out by my avionics is an altitude alert. So the two things that can actually limit your ability to land is both cloud heights (ceilings), and visibility. IFR conditions are defined by a visibility less than 3 miles, and/or ceiling less than 1,000 ft. Ceiling is also used to determine the need to file an alternate airport, as well as what alternates can be used for planning.
That was awesome. One of the best night ifr approach videos I have seen in a while and your panel is awesome!
Most of the time I don't like music with flying videos but I love what you did here.
I normally just do the quick bumper music on the start up and shut down. The approach was a little longer of a sequence than I normally cut so I figured some subtle music was in order.
Great piloting!
Nice flight. Subscribed.
Thanks Rmag, Have a great Christmas & Happy New Year In advance, looking forward to seeing the new interior & paint scheme, Scotty
Great skill 👏🏼👏🏼👏🏼👏🏼
Keep it going!
Can't wait I'm a new subscriber
Rick in Illinois
Great video! Thanks for sharing.
Well done video. Thanks for sharing.
Great video and a good landing you walked away lol
Good job!
Nice job, thanks for sharing!
Great video. I’m driving. Thanks 🇺🇸🍀🇺🇸
😂
Great landing, cant wait to see that interior next year!
My home airport. Nice job!
Nice work!
Nice interior. Nice paint as well. I have a 81, 231K Mooney with original interior. My wife wants to redo the interior. Would you be able to give an estimated cost?
Great job. That’s a good reason for part 91 operators to go take a look if they have the fuel and good alternates!
Good practice
Great content
I hand it to you landing in those conditions get the hart pumping. I look forward to seeing your plane when she gets all done 👍
Nice video. when i do GUMPS i open cowl flaps at that time. one thing i don't have to think about if going missed.
Cowl flaps is not on the pre landing checklist for a reason bro
Some people use the CCCCC, acronym for cram it, climb it, clean it, cool it, and call it. Cram it = power forward, climb it is self explanatory, clean it is flaps and gear, cool it = cowl flaps, call it = call ATC that you are on the missed. You generally do not want to be low power and descending with cowl flaps open because it cools your engine too much. if you look at your descent checklist, it will specifically call out for cowl flaps closed. Of all the five C’s above, it is not a super critical one that is why it is done last.
@@andyasdf2078no but it should be on your 300ft checks: Pitch, Undercarriage, Flaps, Cowl
Yea not a good idea at all. Desending at a low power setting w the flaps open u can shock cool the engine and crack a jug. On the go get the airplane cleaned up, climb power set, on course heading, then C flaps open.
Nice video. Did you tune your radio to clearance delivery after landing via voice? Is that a Garmin feature?
It’s called Garmin Telligence. it’s through the GMA 35c audio panel through the GTN 750 navigator. you can give a whole bunch of voice commands to it. Tuning frequencies is one of the most useful features of it I have found. static.garmin.com/pumac/190-01007-50_b.pdf
Very cool, thanks!
maybe a dumb question, but what is the box on the front windscreen? is it something with anti ice?
Good guess. It’s a hot plate, melts ice so you can see through it.
@@RMAG thanks for confirming my suspicion. Take care, be safe. Hope to see more videos 🙏
Just curious....once you switched to RNY 29 why not the ILS?
I find RNAV slightly easier and more precise. No switching to green needles…. Localizers can have a little wave to them. GPS is dead straight. It’s minor and only a preference.
@@RMAG Got it.
I’d rather have two than a single engine but this is low approach and I’m riding along with you and my choice would be the RNAV
Looking forward in 2024 to a newly renovated B58
Amazing you break at 360 looks to me below that 360 feet … you did a amazing job amazing ‼️‼️‼️ I’m just got my instrument but I do alway IFR with always some one and my fugues and my minimum with and IFR pilot in my jet had being 120 feet
Love to see more videos like this
Good thing one didn’t burp.
That’s why I have two.
That wasn’t the right answer.@@RMAG
Amazing.
Professional flown RNAV 29 GPS
Sweet intercept.
Why not keep the autopilot on longer when you had the runway in sight? That would prevent a duck under. John, ATP/CFII SMEL, Retired C-5 Pilot and Flight Examiner
I kept it on until I had the field made, and started to transition to my visual landing. You can see me put in landing flaps and then I turn off the AP to keep the nose coming down as opposed to allowing the AP let the plane flatten as the flaps come down and add lift.
@@RMAGAWOS was reporting your visibility above minimums
@@TB-um1xz yes, and ceilings below. See 2:55 in the video.
@RMAG correct me if I'm wrong, but ceiling doesn't matter on an ILS. You got the required visibility.
@@TB-um1xz You may be thinking about a Part 135 operator who cannot shoot the approach if visibility is below minimums. This restriction does not apply to Part 91 operations. Ceiling does however “matter” for several reasons. Most practically, you cannot descend below the DA(H) on an ILS unless you have the runway environment in sight. So if I descended to the DA(H) of 910 ft MSL (250ft AGL) and I was still in the clouds, I could not proceed the descent to the airport and would have to go missed. The “Minimums, Minimums” alert that you hear called out by my avionics is an altitude alert. So the two things that can actually limit your ability to land is both cloud heights (ceilings), and visibility. IFR conditions are defined by a visibility less than 3 miles, and/or ceiling less than 1,000 ft. Ceiling is also used to determine the need to file an alternate airport, as well as what alternates can be used for planning.