I learned to fly at Wycombe Air Park in 1971 and then moved to the US in 1979. I have watched a lot of your videos and those of other British TH-camrs. What amazes me is that massive amount of complexity the Brits have managed to make out of the process of flying. If you ever come to the US look me up and I'll be happy to show you how easy IFR travel is here. You file a flight plan, call and get your clearance, you are given a squawk and then you are passed seamlessly from one controller to the next without all the annoying and time consuming rigmarole that you have to deal with. Additionally, all but the very smallest airports have instrument approaches into them for use in bad weather. Even if you conduct the flight under VFR, you can call the departure frequency after take-off and ask for Flight Following and you will be given a squawk code and again, handed off from controller to controller as you progress along your flight. Everyone gets effectively full service and there is no cost associated with it. But I do like watching your videos. In 1973 I flew a Cherokee 180 from Booker to Mykonos in Greece and back, down through France and Italy. I don't think I'd like to try that now it appears to be just too complicated.
Thanks. We can but dream that one day it will all get better, but there are too many powerful corporate interests fighting for their say about the future of the system here, and the views of us mere light aircraft pilots carry little weight these days. If I had a proper IR, then our systems would look very similar to you, but with a restricted IR, I have to keep out of most of the controlled airspace, and effectively don't exist in ATC systems.
Once again many thanks for taking us along on another enjoyable trip. Having not flown since August last year and not sure of just when I will be back I look forward to sharing your trips.
Thanks Jon! Great vid and with your clever editing felt like I was there. Reminded me of a busy day at Stapleford when I used to fly. I think I need to get current again once all these worrying times are over!
Great video. As a C42 microlight pilot out of BB I had often wondered how the circuit would look from a faster Piper or Cessna. Actually it looked almost identical.
Lovely video as always! Interior trim looks quite reasonable in that arrow. Although I am partial to a headrest. That gear warning horn always makes me jump every time you retract it on the climb out haha!
I'm only 27 hours in so I've ventured from "home base" of Liverpool John Lennon Airport to Blackpool and Sleap - but no further so it was kind of nice to see what's further South. I believe Half Penny Green (Wolverhampton) is a location for one of our cross countries.
Great flight Jon. One useless piece of info re turbulence-some 747s have an an autopilot turbulence mode in which the vertical axis is switched OFF preventing excessive stress on the aircraft with up/down drafts.
Jon, what a great demonstration of how to navigate properly using Skydemon! I'm very keen to integrate its use into ab initial PPL navigation training.
A very interesting video to watch - well done from a semi-lockdown viewer on the Costa del Sol in Spain. Looking forward to the pent-up desire for tourists to arrive back in Spain come circa 1 July! I hope you might find time to fly down this way sometime.
Thanks for posting this video, it is informative and instructional. Coincidentally it also links the North West (where I grew up) with the South and Blackbushe area (where I live now).
very good....good airmanship to take up an orbit to allow slower? traffic ahead of you and to gain some airspace between yourselves.....I though there it comes go around with the rwy occupied but a late "Land at your discretion saved the day!!!!" Cool!!
Yeh, you couldn't see from the video, but putting out the flaps early, keeping the circuit a bit wider than normal, I was able to space us out perfectly.
I’ve always thought you were about my age but today I found out you’re quite a few years younger. 😂 Welcome to visit ESGP when all the current madness is over. Nice video, as always. Your approach to planning an XC flight is quite good, i.e. it’s very similar to my own. 😎
Hi John , (just catching up here ) Another good one , well done . You flew right over Liverpool where I was trying to bang in the hours training at EGGP before our flying school had to close for covid . (please do let me know if you visit ,I would be happy to meet you and give you a quick tour of our beautiful city . Take care RonG4DIY
Nice to see your return flight after spending time with Ben, must admit the sharp turbulence was right on cue, almost think the BBC Special Effects were on hand. But seriously your advice about turbulence was on point. Look forward to your next flight. Am looking forward to seeing some light aircraft flying over my garden today doing the Engine Maintenance as I call it. Take care Jon and regards to the family 👍
Thanks Stewart. It's taken a while to relax in the turbulence. I think it's less of a problem when you're on your own, as I don't mind it. When I have the little one on board, I have to do something!
Great video as always!! That landing gear sound on take off don't half sound like a stall warning!! It must make your heart skip a beat until you finally get used to it!!👍👍
Yeh, you get used to it. The stall warning is slightly different. It's meant to catch your attention. Probably more likely to land gear up, than stall TBF.
Well done Jon. I’m still catching up here so apologies for the late reply. Thanks for this video, I can totally understand the time and effort involved, particularly with the edit after flight. A couple of questions if I may - you mentioned that Scottish had an issue with your mixed rules flight plan…. can I ask how that was resolved, did you have to re-file? And which platform are you using to file your plans? Hope you are enjoying your Arrow. I have recently found a Comanche to spend lots of money on! Cheers, keep up the good work, Rupert Lawson.
Pity about the virus, cos I recommend The Bushe Cafe whenever it decides to open again. We (jazz musicians) normally meet up there every Thursday (up to 10 of us) for brekky and a social gathering. In the summer one can just wonder out the back of the cafe and watch the planes go by. I'm not saying that they taxi close to you, but just watch out for your toes, that's all!! Recommended is the Eggs Royale - absolutely superb with beautiful quality salmon and Holandaise sauce. I'm making myself hungry now!
Hi Jon, it was a pleasant flight as always. I’m just waiting to complete a “partial” Re-sit on my PPL skills test (fluffed my PFL in the 1st test) so I can be free to hour build. I can’t wait for recreational flight instruction to resume so I can take to the skies. In the meantime watching videos like these does help ✈️
Ah another flying reporter video, excellent. Excellent video Jon, keep em coming :-) It's a shame that exemption was removed I can't see it doing anybody any good and where SVFR is refused just pushes those of us without an IMC or IR(R) into the seeming ever narrowing class G corridors in some areas (looks at Farnborough through narrowed eyes).
Luton queried me getting SVFR yesterday, had to explain why, and when I cu5 the corner of Heathrow they’d only give me a VFR transit not SVFR. Most confusing
Great Vlog. Really enjoyed it. Been a flight simmer since 1995 starting with Microsoft Flight Sim 95. Would have loved to get my PPL, but it was to expensive for me at the time. Presently flying X Planes 11 as MFSX wont load on my computer since I have Windows 10 for some reason. I cant wait for the new Microsoft Flight Sim to comes out. Was bought a one hour flight appreciation flight by my Wife and youngest son for my 50th birthday. got to fly a Cessna 172 for half an hour. Loved every second of it but found the concentrating tiring.
That was so enjoyable Jon thank you for posting, just a couple of questions if I may, on the Sky Demon I noted that at Blackbush it seemed to show the circuit direction if the airfield on the day changed that direction from say 25 left to 25 right would the Sky Demon know it can you adjust the direction? Also how much do you think that your flight simulator time at home has helped with your flying?
Blackbushe circuits are always to the north, so do not change. If you have variable circuits, SkyDemon may show both or neither, I can't remember. I think the flight sim time helped me refresh the order of procedures etc, but is no help with actual flying/landing.
On approach you can choose which runway you want to land on with SkyDemon and what type of join (overhead, downwind etc) then SkyDemon shows you the right route to fly overlaid on the circuit
Very informative to your usual high standards. Quick question though, I hear you at the beginning asking if you had to call to start? What are the rules around this and is there any kind of uniformity?
Hi Alex. If it's a requirement, it's in the AIP or entry in the flight guide. Normally only required at aerodromes with full ATC. I didn't remember reading about start-up at Blackpool, and rather than digging out the info, I checked with POB.
Nice Jon. Do you miss the Pilotaware? I'm trying the EGHI RNAV and ILS today I see you gave some spacing for the other aircraft and he did extra circuits...
Pilot aware is carry on equipment so with a battery pack you don’t need any approvals to use it. I use mine all the time, given me an invaluable extra pair of eyes for nearby traffic
Interesting your take on turbulance and having watched all of your videos, I wonder if you ever used autopilot? I use AP a lot when I am online flying as I find it stabilizes the flight.
I don't have an aeroplane with reliable autopilot at the moment. It's not much use in heavy turbulence though, and most of these old aeroplanes only have a single axis autopilot.
Hi. It was very, very VMC south of Liverpool. I didn't want to make an instrument approach to Farnborough/Blackbushe, so would need to change en route. Flying on IFR once out of IMC gave me no benefit whatsoever.
Nice return flight Jon, I flew around Redditch and West of the Birmingham zone en-route back to Yorkshire on Tuesday so it was great seeing it from the air again this morning (albeit Southbound). Quick question/observation as you'd transited Liverpool's zone IFR and had an IFR flight plan although we could clearly see you were in VMC why didn't Liverpool's controller ask you to "Squawk Conspicuity" in this case it should have been 2000 not 7000? Thanks Jason.
I'd had the conversation with them on the way up when they said squawk 7000. I said 2000, they said, no 7000, then I said I'm IFR. Couldn't be bothered to go through it with them again.
@@TheFlyingReporter Well at least you were correct with your terminology Jon! Think everyone struggles with the word conspicuity, Squawk 7000 also sounds better! Have a great weekend.
Hooray at least one British pilot not saying on the take off run "AIRSPEED ALIVE" does my head in when I hear that.. "speed increasing" is what a well trained pilot says ;-))
Great conditions for your return flight! It’s interesting to see that you use SkyDemon in the “north up” mode. I use “track up” myself (that’s what I became used to in the commercial world). I would be interested in hearing your pros & cons of each of the options. Cheers 👍.
I think it's personal preference. I like to be able to see at a glance where I am (NESW) in relation to airspace, landmarks. It makes it easier for me to report my position when required. The GPS on the instrument panel is set to track up.
I'm a North up person like Jon, for the same reasons. My brain can work out which way I am heading on a North up map better than it can sort out where I am with a track up.
Hey John, great video as always, and also did not realise what a youngster you are :-) quick question, the landing gear warning light came on at 21:21 but you never put the gear down until 22:41, is that editing or normal for the landing gear light to come on like that? Keep the vids coming
Can I just say, I am not a Patreon, so I do get a little narked when you say 'go to my website to see the whole journey'. I look forward to you posting these 'non-patreon' full journey video's. I don't mind knowing that other people probably see the episodes before me or have 'bonus content.' Just don't forget the little people. By the way, I'm fifty this year, so you are younger than me, lol. I totally understand that you have to cater to all too.
Thanks Lisa. I do worry about this. The main productions will always be available to all on TH-cam, but I have to find a way to make this cover costs. Hopefully there's enough on the main channel, and of sufficient quality to keep people interested.
@@TheFlyingReporter Just please don't cut out the flying time and give it all to the patreons. I like flying. God knows I have enough flying over me pre and hopefully post covid.
It is always useful to know your entire Morse Code and don't depend entirely on your I-Pads and Radars ,if you recognise Visual Reference Points I used to always make a note of them as a cross check. I have seen Pilots get lost when their Nav Aids play up so if you can ALWAYS note visual references like rivers,motorways,castles even racehorse courses eg Salisbury. Yes I too am 11 years older than this Pilot with ALL the PPL Ratings with a real engine failure once on a Twin Comanche(conventional twin) and they are horrible to fly with noisy fuel pumps. The video suggests the journey was all done in 28 minutes !
Hello Jon, A lovely relaxed flight and presentation. I am curious as to what you meant by doing a 25/25 (16:32)? I am looking at the instruments and am guessing 2500 revs & 250ft/m climb? I have just never come across that before: I was always taught in the PA28: when you climb full power until you level off (the climb rate depending on the attitude). Other question: I do fly in England from time to time and have flown in and out of EGLK on several occasions, but why are you (being asked?) to descend dead-side, as you were effectively holding (360 to the west): could you not simply have joined direct downwind for 25? It would have saved what must have been a zig-zag to get to the same place.
Hi. 25/25 is 25inches manifold pressure, 2500 RPM. It's because it has a constant speed propeller. The circuit is to the south of the aerodrome (because of a built up area to the north east of the aerodrome, so circuits have to be the other side.
@@TheFlyingReporter Ah ha, that's why: I don't have one of those. My point about EGLK was not about the LH circuit, but why you descended on the dead-side (to the north) opposed to a direct join at the beginning of downwind as you were already to the west: I know that EGLK has become a tad more complicated of late with a new procedure involving Farnborough ATZ...
It's to safely integrate into the circuit, rather than flying through the climb out from the runway. Joining crosswind, keeps you out of the way of aircraft taking off. Much further to the west, and I would be in a military airspace.
@@TheFlyingReporter You have far more experience than I do flying in England (and from Blackbush) but would you concur that joining overhead at circuit height +500ft dropping down to circuit hight on downwind if permitted by ATC is as safe as descending on dead side and joining crosswind at circuit height? This is the common procedure in controlled airfields in France when arriving from the opposite side of the circuit.
What matters is that everyone knows what each other is doing. No don't think it's a matter of one is better than the other. This is the published procedure for this aerodrome, so pilots shouldn't be free-styling too much. Besides, our standard join for aerodromes without a published procedure is the overhead join, then descending deadside.
Anyone know where I am able to read/see the new standardised rules of the air for class D airspace? NATS are still saying below 3000ft, clear of cloud and in sight of the ground
The Flying Reporter thank you very much!! Also enjoyed the video, flew a week or so ago myself, Newquay - Sleap, and managed to find severe clear air turbulence, stall warner going off, and items flying around in the cockpit, best thing to do is always to get straight back on the horse. On the way back though, I tried to stay as far away for it as possible! Hope you’re staying healthy and safe
We have this cheap IR rating, the IR(r) which i don't think you'd have? It means we can fly in most airspace except C and A IFR. We have a lot of A airspace, and the IFR system is built around it here. Normally, we just freecall for a clearance through the D, and it's handled much like a VFR freecaller, and we may/may not get through. The problem with using the IR(r) is that you're not in the system, and you have to rely on ad-hoc clearances when required, which can make crossing controlled airspace a bit of a gamble, and you really need to know what you're going to do if you don't get cleared through. With a full IR you can join the system, and it's no problem.
@@TheFlyingReporter all sounds very messy. We just have the regular EASA IR qualifications here. I think the IR is just not something that's usable for most PPLs relative to the cost it.
@@clearofcloud2038 I shall be looking at the BIR if the UK is every able to make use of it. it's the basic EASA instrument rating, more in line with the FAA IR.
Hi. At 4.58, I'm switching the auxiliary fuel pump off. We use it for landing and take off, and for when switching between fuel tanks. There is an engine driven fuel pump, but use the auxiliary as a back-up during higher risk/low level flying.
@@TheFlyingReporter Absolutely not. What if the GPS signal dropped out (happens -it was weak the other evening when I was cycling). I'd have had a VOR/DME tuned as well, just in case! You never know when marginal cloudy VMC will turn into IMC quickly.
Realizing this is not North America, and there seems to be a lot of class A airspace in the way, why would you not file full IFR and fly at a much higher altitude (6k, 8k, 10k ft etc)??
QNH is the pressure setting we use to make our altimeters read altitude (height above sea level). It changes from place to place, and by time as air pressure changes.
Great to se you flying again. I watch both flights to and from Blackpool! Tnx for sharing!
Really instructive video, very useful for my training thanks.
A very full day for you great video thanks Jon.
Excellent Jon!👍
I learned to fly at Wycombe Air Park in 1971 and then moved to the US in 1979. I have watched a lot of your videos and those of other British TH-camrs. What amazes me is that massive amount of complexity the Brits have managed to make out of the process of flying.
If you ever come to the US look me up and I'll be happy to show you how easy IFR travel is here. You file a flight plan, call and get your clearance, you are given a squawk and then you are passed seamlessly from one controller to the next without all the annoying and time consuming rigmarole that you have to deal with. Additionally, all but the very smallest airports have instrument approaches into them for use in bad weather. Even if you conduct the flight under VFR, you can call the departure frequency after take-off and ask for Flight Following and you will be given a squawk code and again, handed off from controller to controller as you progress along your flight. Everyone gets effectively full service and there is no cost associated with it.
But I do like watching your videos. In 1973 I flew a Cherokee 180 from Booker to Mykonos in Greece and back, down through France and Italy. I don't think I'd like to try that now it appears to be just too complicated.
Thanks. We can but dream that one day it will all get better, but there are too many powerful corporate interests fighting for their say about the future of the system here, and the views of us mere light aircraft pilots carry little weight these days. If I had a proper IR, then our systems would look very similar to you, but with a restricted IR, I have to keep out of most of the controlled airspace, and effectively don't exist in ATC systems.
Quite a day Jon. Bet you slept well that night! Thank you for the ride and commentary. A most enjoyable trip 👌
Thanks Kevin. Yes, it was quite a long day!
Once again many thanks for taking us along on another enjoyable trip. Having not flown since August last year and not sure of just when I will be back I look forward to sharing your trips.
Thanks Mikey.
Very nice documentation! Thanks for sharing all the flight. The video is tempting to make a flight trip to Great Britain.
Always good flying along with you
Another excellent video. Hope to get back up myself soon :-)
Another great video Jon, always nice to see my home base in a video!
Thanks Joe.
Lovely video. I am starting my PPL at the tender age of 54 - well, I was but apparently there's some sort of bug going around!
I've done the same at 50 :-)
Thanks for the ride captain as always great informative video .
Pleasure.
Thanks Jon! Great vid and with your clever editing felt like I was there. Reminded me of a busy day at Stapleford when I used to fly. I think I need to get current again once all these worrying times are over!
You really must Stuart.
OOoo cant wait to watch this
Excellent video once again Jon
Thank you!
Great video. As a C42 microlight pilot out of BB I had often wondered how the circuit would look from a faster Piper or Cessna. Actually it looked almost identical.
Thanks Jon, that was a nice trip!
Thanks Robin
Lovely video as always! Interior trim looks quite reasonable in that arrow. Although I am partial to a headrest. That gear warning horn always makes me jump every time you retract it on the climb out haha!
I think that's by design!
I'm only 27 hours in so I've ventured from "home base" of Liverpool John Lennon Airport to Blackpool and Sleap - but no further so it was kind of nice to see what's further South.
I believe Half Penny Green (Wolverhampton) is a location for one of our cross countries.
Great flight Jon. One useless piece of info re turbulence-some 747s have an an autopilot turbulence mode in which the vertical axis is switched OFF preventing excessive stress on the aircraft with up/down drafts.
Jon, what a great demonstration of how to navigate properly using Skydemon! I'm very keen to integrate its use into ab initial PPL navigation training.
It really does need to be demonstrated in PPL training. Essential these days I think.
A very interesting video to watch - well done from a semi-lockdown viewer on the Costa del Sol in Spain. Looking forward to the pent-up desire for tourists to arrive back in Spain come circa 1 July! I hope you might find time to fly down this way sometime.
Nearly made Spain last year. Will try again sometime for sure.
Thanks for posting this video, it is informative and instructional. Coincidentally it also links the North West (where I grew up) with the South and Blackbushe area (where I live now).
Brilliant, thanks for watching.
Great video! Thanks. Could you please advice where did you get your yoke mount for your tablet. I need to get one too. Thanks.
Great video , I didn’t like the constant complaints about the turbulence.
very good....good airmanship to take up an orbit to allow slower? traffic ahead of you and to gain some airspace between yourselves.....I though there it comes go around with the rwy occupied but a late "Land at your discretion saved the day!!!!" Cool!!
Yeh, you couldn't see from the video, but putting out the flaps early, keeping the circuit a bit wider than normal, I was able to space us out perfectly.
I’ve always thought you were about my age but today I found out you’re quite a few years younger. 😂 Welcome to visit ESGP when all the current madness is over. Nice video, as always. Your approach to planning an XC flight is quite good, i.e. it’s very similar to my own. 😎
Thanks Peter. Would love to visit.
Brilliant video. I’m currently doing my ppl at Blackbushe
Excellent. keep at it.
Hi John , (just catching up here )
Another good one , well done . You flew right over Liverpool where I was trying to bang in the hours training at EGGP before our flying school had to close for covid . (please do let me know if you visit ,I would be happy to meet you and give you a quick tour of our beautiful city .
Take care RonG4DIY
Nice to see your return flight after spending time with Ben, must admit the sharp turbulence was right on cue, almost think the BBC Special Effects were on hand. But seriously your advice about turbulence was on point. Look forward to your next flight. Am looking forward to seeing some light aircraft flying over my garden today doing the Engine Maintenance as I call it. Take care Jon and regards to the family 👍
Thanks Stewart. It's taken a while to relax in the turbulence. I think it's less of a problem when you're on your own, as I don't mind it. When I have the little one on board, I have to do something!
Great video as always!! That landing gear sound on take off don't half sound like a stall warning!! It must make your heart skip a beat until you finally get used to it!!👍👍
Yeh, you get used to it. The stall warning is slightly different. It's meant to catch your attention. Probably more likely to land gear up, than stall TBF.
The Flying Reporter thanks for replying much appreciated. Stay safe👍👍
Well done Jon.
I’m still catching up here so apologies for the late reply. Thanks for this video, I can totally understand the time and effort involved, particularly with the edit after flight.
A couple of questions if I may - you mentioned that Scottish had an issue with your mixed rules flight plan…. can I ask how that was resolved, did you have to re-file? And which platform are you using to file your plans?
Hope you are enjoying your Arrow. I have recently found a Comanche to spend lots of money on!
Cheers, keep up the good work, Rupert Lawson.
I filed VFR. Then declared IFR. They weren't really prepped for IFR outside controlled airspace...I use skydemon and Euro FPL for flight plans
Pity about the virus, cos I recommend The Bushe Cafe whenever it decides to open again. We (jazz musicians) normally meet up there every Thursday (up to 10 of us) for brekky and a social gathering. In the summer one can just wonder out the back of the cafe and watch the planes go by. I'm not saying that they taxi close to you, but just watch out for your toes, that's all!! Recommended is the Eggs Royale - absolutely superb with beautiful quality salmon and Holandaise sauce. I'm making myself hungry now!
The cafe is now open again, but you can't sit inside.
Hi Jon, it was a pleasant flight as always. I’m just waiting to complete a “partial” Re-sit on my PPL skills test (fluffed my PFL in the 1st test) so I can be free to hour build. I can’t wait for recreational flight instruction to resume so I can take to the skies. In the meantime watching videos like these does help ✈️
Good luck with the re-test. Looks like July for a resumption.
Hope so, I expect I’ll need a few brush up lessons before part Re-taking the PPL. 3 months of zero flying, there’s bound to be cobwebs 🥱
Ah another flying reporter video, excellent.
Excellent video Jon, keep em coming :-)
It's a shame that exemption was removed I can't see it doing anybody any good and where SVFR is refused just pushes those of us without an IMC or IR(R) into the seeming ever narrowing class G corridors in some areas (looks at Farnborough through narrowed eyes).
We shall have to see how it plays out, and who knows what will happen after we leave EASA.
Luton queried me getting SVFR yesterday, had to explain why, and when I cu5 the corner of Heathrow they’d only give me a VFR transit not SVFR. Most confusing
Great Vlog. Really enjoyed it. Been a flight simmer since 1995 starting with Microsoft Flight Sim 95. Would have loved to get my PPL, but it was to expensive for me at the time. Presently flying X Planes 11 as MFSX wont load on my computer since I have Windows 10 for some reason. I cant wait for the new Microsoft Flight Sim to comes out. Was bought a one hour flight appreciation flight by my Wife and youngest son for my 50th birthday. got to fly a Cessna 172 for half an hour. Loved every second of it but found the concentrating tiring.
It is overwhelming at first, and probably for the first 20 hours or so of instruction, but it becomes natural after a while.
Nice flight Jon regarding the Skydemon circuit pattern is it easy to follow and does it help you.Nice videos.
It is helpful to see the circuit pattern on Skydemon, and you can refer to it while flying.
Just wondering about the clearance through Warton MATZ, I didn’t hear a clearance? Does it only apply on certain days for example?
That was so enjoyable Jon thank you for posting, just a couple of questions if I may, on the Sky Demon I noted that at Blackbush it seemed to show the circuit direction if the airfield on the day changed that direction from say 25 left to 25 right would the Sky Demon know it can you adjust the direction? Also how much do you think that your flight simulator time at home has helped with your flying?
Blackbushe circuits are always to the north, so do not change. If you have variable circuits, SkyDemon may show both or neither, I can't remember. I think the flight sim time helped me refresh the order of procedures etc, but is no help with actual flying/landing.
On approach you can choose which runway you want to land on with SkyDemon and what type of join (overhead, downwind etc) then SkyDemon shows you the right route to fly overlaid on the circuit
Very informative to your usual high standards. Quick question though, I hear you at the beginning asking if you had to call to start? What are the rules around this and is there any kind of uniformity?
Hi Alex. If it's a requirement, it's in the AIP or entry in the flight guide. Normally only required at aerodromes with full ATC. I didn't remember reading about start-up at Blackpool, and rather than digging out the info, I checked with POB.
Nice Jon. Do you miss the Pilotaware? I'm trying the EGHI RNAV and ILS today
I see you gave some spacing for the other aircraft and he did extra circuits...
Yes, I do miss having the pilot aware, it's a real help.
Pilot aware is carry on equipment so with a battery pack you don’t need any approvals to use it. I use mine all the time, given me an invaluable extra pair of eyes for nearby traffic
Interesting your take on turbulance and having watched all of your videos, I wonder if you ever used autopilot? I use AP a lot when I am online flying as I find it stabilizes the flight.
I don't have an aeroplane with reliable autopilot at the moment. It's not much use in heavy turbulence though, and most of these old aeroplanes only have a single axis autopilot.
Great video, thank you. quick q - why did you file mixed rules , ratherjust go IFR the whole way?
Hi. It was very, very VMC south of Liverpool. I didn't want to make an instrument approach to Farnborough/Blackbushe, so would need to change en route. Flying on IFR once out of IMC gave me no benefit whatsoever.
Nice return flight Jon, I flew around Redditch and West of the Birmingham zone en-route back to Yorkshire on Tuesday so it was great seeing it from the air again this morning (albeit Southbound). Quick question/observation as you'd transited Liverpool's zone IFR and had an IFR flight plan although we could clearly see you were in VMC why didn't Liverpool's controller ask you to "Squawk Conspicuity" in this case it should have been 2000 not 7000? Thanks Jason.
I'd had the conversation with them on the way up when they said squawk 7000. I said 2000, they said, no 7000, then I said I'm IFR. Couldn't be bothered to go through it with them again.
@@TheFlyingReporter Well at least you were correct with your terminology Jon! Think everyone struggles with the word conspicuity, Squawk 7000 also sounds better! Have a great weekend.
Hooray at least one British pilot not saying on the take off run "AIRSPEED ALIVE" does my head in when I hear that.. "speed increasing" is what a well trained pilot says ;-))
Great conditions for your return flight!
It’s interesting to see that you use SkyDemon in the “north up” mode. I use “track up” myself (that’s what I became used to in the commercial world). I would be interested in hearing your pros & cons of each of the options.
Cheers 👍.
I think it's personal preference. I like to be able to see at a glance where I am (NESW) in relation to airspace, landmarks. It makes it easier for me to report my position when required. The GPS on the instrument panel is set to track up.
I'm a North up person like Jon, for the same reasons. My brain can work out which way I am heading on a North up map better than it can sort out where I am with a track up.
I prefer North up like Jon as it's the same as you would have with a chart. I can then easily figure out which is N,S,E&W! No right answer really...
Certainly no rights & wrongs. Whatever works for each individual is best 👍.
Hey John, great video as always, and also did not realise what a youngster you are :-)
quick question, the landing gear warning light came on at 21:21 but you never put the gear down until 22:41, is that editing or normal for the landing gear light to come on like that?
Keep the vids coming
Ah, the gear warning comes on if you reduce the manifold pressure too much - it thinks you're landing, and is trying to tell you your gear is up.
@@TheFlyingReporter ah thanks Jon
How on earth do you get the go pro's to record for the whole out and return flight without running out of battery! :O
You can double the recording time of the Gopro hero 4s with external battery packs. The more modern ones Hero 5s I plug into battery banks.
Can I just say, I am not a Patreon, so I do get a little narked when you say 'go to my website to see the whole journey'. I look forward to you posting these 'non-patreon' full journey video's. I don't mind knowing that other people probably see the episodes before me or have 'bonus content.' Just don't forget the little people. By the way, I'm fifty this year, so you are younger than me, lol. I totally understand that you have to cater to all too.
Thanks Lisa. I do worry about this. The main productions will always be available to all on TH-cam, but I have to find a way to make this cover costs. Hopefully there's enough on the main channel, and of sufficient quality to keep people interested.
@@TheFlyingReporter Just please don't cut out the flying time and give it all to the patreons. I like flying. God knows I have enough flying over me pre and hopefully post covid.
It is always useful to know your entire Morse Code and don't depend entirely on your I-Pads and Radars ,if you recognise Visual Reference Points I used to always make a note of them as a cross check. I have seen Pilots get lost when their Nav Aids play up so if you can ALWAYS note visual references like rivers,motorways,castles even racehorse courses eg Salisbury. Yes I too am 11 years older than this Pilot with ALL the PPL Ratings with a real engine failure once on a Twin Comanche(conventional twin) and they are horrible to fly with noisy fuel pumps. The video suggests the journey was all done in 28 minutes !
Hello Jon, A lovely relaxed flight and presentation.
I am curious as to what you meant by doing a 25/25 (16:32)? I am looking at the instruments and am guessing 2500 revs & 250ft/m climb? I have just never come across that before: I was always taught in the PA28: when you climb full power until you level off (the climb rate depending on the attitude).
Other question: I do fly in England from time to time and have flown in and out of EGLK on several occasions, but why are you (being asked?) to descend dead-side, as you were effectively holding (360 to the west): could you not simply have joined direct downwind for 25? It would have saved what must have been a zig-zag to get to the same place.
Hi. 25/25 is 25inches manifold pressure, 2500 RPM. It's because it has a constant speed propeller. The circuit is to the south of the aerodrome (because of a built up area to the north east of the aerodrome, so circuits have to be the other side.
@@TheFlyingReporter Ah ha, that's why: I don't have one of those.
My point about EGLK was not about the LH circuit, but why you descended on the dead-side (to the north) opposed to a direct join at the beginning of downwind as you were already to the west: I know that EGLK has become a tad more complicated of late with a new procedure involving Farnborough ATZ...
It's to safely integrate into the circuit, rather than flying through the climb out from the runway. Joining crosswind, keeps you out of the way of aircraft taking off. Much further to the west, and I would be in a military airspace.
@@TheFlyingReporter You have far more experience than I do flying in England (and from Blackbush) but would you concur that joining overhead at circuit height +500ft dropping down to circuit hight on downwind if permitted by ATC is as safe as descending on dead side and joining crosswind at circuit height? This is the common procedure in controlled airfields in France when arriving from the opposite side of the circuit.
What matters is that everyone knows what each other is doing. No don't think it's a matter of one is better than the other. This is the published procedure for this aerodrome, so pilots shouldn't be free-styling too much. Besides, our standard join for aerodromes without a published procedure is the overhead join, then descending deadside.
Anyone know where I am able to read/see the new standardised rules of the air for class D airspace? NATS are still saying below 3000ft, clear of cloud and in sight of the ground
Page 58 of the Skyway code has the VFR minima illustrated, but you have to ignore the exemption underneath. It's the exemption which has now gone.
There's also information here : www.caa.co.uk/Commercial-industry/Airspace/Rules-of-the-air/Standardised-European-Rules-of-the-Air/
The Flying Reporter thank you very much!! Also enjoyed the video, flew a week or so ago myself, Newquay - Sleap, and managed to find severe clear air turbulence, stall warner going off, and items flying around in the cockpit, best thing to do is always to get straight back on the horse. On the way back though, I tried to stay as far away for it as possible! Hope you’re staying healthy and safe
Is it just me or is IFR more convoluted in the UK than it seems to be in the US. BTW, are you enjoying the step-up to the Arrow.
We have this cheap IR rating, the IR(r) which i don't think you'd have? It means we can fly in most airspace except C and A IFR. We have a lot of A airspace, and the IFR system is built around it here. Normally, we just freecall for a clearance through the D, and it's handled much like a VFR freecaller, and we may/may not get through. The problem with using the IR(r) is that you're not in the system, and you have to rely on ad-hoc clearances when required, which can make crossing controlled airspace a bit of a gamble, and you really need to know what you're going to do if you don't get cleared through. With a full IR you can join the system, and it's no problem.
@@TheFlyingReporter all sounds very messy. We just have the regular EASA IR qualifications here. I think the IR is just not something that's usable for most PPLs relative to the cost it.
@@clearofcloud2038 I shall be looking at the BIR if the UK is every able to make use of it. it's the basic EASA instrument rating, more in line with the FAA IR.
at 4:58 you call "fuel pump" I have always wondered about that - Are you checking its switched off, or is a pump between tanks ? Thanks in advance
Hi. At 4.58, I'm switching the auxiliary fuel pump off. We use it for landing and take off, and for when switching between fuel tanks. There is an engine driven fuel pump, but use the auxiliary as a back-up during higher risk/low level flying.
@@TheFlyingReporter okay, thanks for the prompt answer. Thanks, and best regards...
Brakes, undercarriage, mixture, fuel? Mine is BUMPFH - Brakes, Undercarriage, Mixture, Pitch, Fuel, Harnesses :o
15:34 The moment when I realised "The Flying Reporter" is younger than me.
I think a few of us are in this club today Robert! Nice video as always Jon.
Robert Payne same thought
Ha! Same!!
12:20 There's nothing wrong with overkill when it comes to flying! I regularly get told my walkround checks are "overkill" 😂.
Good point. But in VMC, with 2 x gps running, tuning an NDB might be seen as overkill to some!!!
@@TheFlyingReporter Absolutely not. What if the GPS signal dropped out (happens -it was weak the other evening when I was cycling). I'd have had a VOR/DME tuned as well, just in case! You never know when marginal cloudy VMC will turn into IMC quickly.
Realizing this is not North America, and there seems to be a lot of class A airspace in the way, why would you not file full IFR and fly at a much higher altitude (6k, 8k, 10k ft etc)??
My rating does not permit me to fly in class A airspace.
I should of waved, you flew right over me at Whitegate
I would definitely have seen you and tooted my horn.
Ha, did you cycle the prop a few times :) stop over at Sleap next time and say hi
What is Q&H
QNH is the pressure setting we use to make our altimeters read altitude (height above sea level). It changes from place to place, and by time as air pressure changes.
@@TheFlyingReporter Ohh We just say alt pressure is..... Thanks :)
I’d be careful using the word black - Could you have chosen other place names!You’ll be Demonitorized 😜👍
You had me worried when I first read your comment, and then got it.
Non-White Bush??
Brilliant! :p