Very interesting content on this one....Chuck is brave to put himself out there in aviation video world, but seems to have a good ability in every increasing performance aircraft....it was funny you telling him about expected higher speeds by a jet in the approach mix...only to be told by ATC to slow down on the next landing pattern. Thanks again for taking us along for the ride.
Great video. As always. I actually stopped by one day just to shake your hand and say thank you for putting these videos out. Unfortunately you were not in at the time, so I hope that one day soon I’ll be able to personally thank you for putting these videos out on TH-cam.
Your videos are always great and informative. I'm getting back into flying after a 25 year break (Commercial, SEL, MEL, instrument) and I've got a lot of catching up to do before I even set foot in a plane. With the availability of excellent online learning materials, combined with videos like yours and the other great contributors, my re-entry into aviation will be smooth. Thanks.
I really enjoy seeing insights watching others transition to larger / faster aircraft. From the 150 / Piper Arrow / to our 310 I've learned so much along the way but really enjoy seeing others and their journey doing the same. Good Job Chuck and Rich
Excellent video as usual Rich. Very interesting to hear his thoughts on the 310 to multiple TBMs to the Mustang. I wonder if he envisions the Mustang as the “final” airplane. I have to say that you deserve the level of subscribers of the more “famous” aviation TH-camrs. No slight against them but your videos are unique, interesting, and well-edited (so kudos to Kie as well). Also, your comment about hitting Nav vs. Approach struck a nerve and elicited a confession: Years ago I was cleared to intercept the localizer for 16R at KVNY and mistook it as cleared for the approach and started a descent. The approach controller immediately told me to climb to 4,000 and then… 🥵…”Possible pilot deviation, I have a phone number for you to call after landing, advise ready to copy.”
@@FlyingwithRich I called when I landed but they only confirmed my name, certificate, and the tail number. They said a FSDO rep would be in touch and, two weeks or so later, he was. We talked for about half an hour and went over what clearances mean and the importance of, basically, not doing what I had done. We went over it no less than four times, but he was courteous and friendly. At the end, he said thanks for my cooperation, fly safe, and that was it. I had another “possible pilot deviation, I have a number…” I had no clue what the problem was. When I called, the guy said “who is this?” so I told him. He said “let me check.” Five minutes later he came back and said “our sector controller thought you had violated the KONT Class Charlie but we checked and you were fine, the guy was just a little overly enthusiastic. No problem, have a nice day.”
His comments on the 900 fuel burn and maintenance were interesting. Most TBM owners are happy with them? That PT6 is even single lever FADEC I think. I also thought by now some clever engineer would come up with something to help with prop torque. It was all very interesting. 8) --gary
Thanks. My take from Chuck was that he loves the TBMs but was also very pleased with the lower mx costs ( in his experience) performance and reliability of the Mustang. Thanks for watching.
I was an A&P for over 20 years, Im just having a hard time understanding how two turbofan engines are less expensive to operate than one turboprop, and the fact that the owner says that the TBM burns more fuel on the ground than the Mustang blows me away
Stall/spin of the left wing which demands prompt opposite rudder, hence his “teaches you to work/use the pedals” reference of a multi-engine rating as you’re trained to use opposite rudder of the failed engine during engine out training to maintain control of the airplane. Single engine training doesn’t emphasize life-saving rudder use to the extent of multi-engine training although certainly the more any pilot thinks about and actively uses their feet and aircraft control the better and hopefully safer they fly.
This guy is really tense, it feels like he's doing things twice: once in his head, then in real world... he's gotta relax a little, maybe get more simulator time... and work on phraseology too, his constant "okay"s are wasting his own time... and as for airspeed, he needs to be ready to hold 170kts until outer marker at all times, it is a twin jet
LOL - what a BS. The Phenom is a great airplane; So is the Mustang. The Phenom has a nice airstair, and has a slightly higher speed (30kts) - but maintenance is much more expensive (check into the mandatory gear overhaul), and has poor high and short field take off performance.... Also the acquisition cost is higher (20%) ... The Mustang is a fantastic single-pilot Jet....it does everything very well. So as Rich says, a broad (mis) statement.
@@robertg5393 10 year landing gear overhaul is covered under the ESP plan. I’m an owner operator of a 2009 100. 1,000lbs full fuel useful load. Acquired for under $2M. Does .61 with ease and burns under 600lbs/hr. I do agree that the short field isn’t the best in the industry, but I’m not taking a jet into a 3,500ft runway. Mustang was what I originally was going to buy until I saw the numbers on the Phenom. 5 years later and I couldn’t be happier.
@@smartycummins2500 That's great that it works for you. I fly a Mustang and I like the Phenom as well. But to say that the 100 is so much better is just not correct... My next plane would be a Phenom 300 though - NOW you are talking.
![ตีสิบเดย์ [FULL] | นางเอกหมอลำเงินล้าน "อุ๋งอิ๋ง เพชรบ้านแพง" & ไฮโซสาวสุดฮอต "ลิลลี่ เหงียน"](http://i.ytimg.com/vi/jPxQS_EgrJ4/mqdefault.jpg)
Loved this one, had everything in it, transition from SETP to Jet discussion on pro/cons of both . . .
Thanks - we see a lot of TBM to M2s not as many to Mustangs. Chuck obviously really likes the TBMs.
Very interesting content on this one....Chuck is brave to put himself out there in aviation video world, but seems to have a good ability in every increasing performance aircraft....it was funny you telling him about expected higher speeds by a jet in the approach mix...only to be told by ATC to slow down on the next landing pattern. Thanks again for taking us along for the ride.
Speed up so you can slow down! Thanks for watching.
Chuck did a fantastic job! Very competent pilot!!
Imagine getting the blessing of being trained by Rich….( with the way things are today )…👍🇺🇸
Nice discussion on the transition from the TBM to the Mustang. Thanks for this video!
Thank you for watching!
pair of legends, chuck did great
Great video. As always. I actually stopped by one day just to shake your hand and say thank you for putting these videos out. Unfortunately you were not in at the time, so I hope that one day soon I’ll be able to personally thank you for putting these videos out on TH-cam.
Thanks and you are welcome. Hope you stop by again!
Your videos are always great and informative. I'm getting back into flying after a 25 year break (Commercial, SEL, MEL, instrument) and I've got a lot of catching up to do before I even set foot in a plane. With the availability of excellent online learning materials, combined with videos like yours and the other great contributors, my re-entry into aviation will be smooth. Thanks.
Great to hear you are getting back into flying. Good luck!
I really enjoy seeing insights watching others transition to larger / faster aircraft. From the 150 / Piper Arrow / to our 310 I've learned so much along the way but really enjoy seeing others and their journey doing the same. Good Job Chuck and Rich
Thank you and thanks for watching!
As always Rich, Great video brings me back to my CFI days always fun to watch a PRO as yourself at work👍
Thank you! I appreciate that!
Excellent video as usual Rich. Very interesting to hear his thoughts on the 310 to multiple TBMs to the Mustang. I wonder if he envisions the Mustang as the “final” airplane. I have to say that you deserve the level of subscribers of the more “famous” aviation TH-camrs. No slight against them but your videos are unique, interesting, and well-edited (so kudos to Kie as well). Also, your comment about hitting Nav vs. Approach struck a nerve and elicited a confession: Years ago I was cleared to intercept the localizer for 16R at KVNY and mistook it as cleared for the approach and started a descent. The approach controller immediately told me to climb to 4,000 and then… 🥵…”Possible pilot deviation, I have a phone number for you to call after landing, advise ready to copy.”
Thanks Rob - I’ve never had to call ATC. What was that like?
@@FlyingwithRich I called when I landed but they only confirmed my name, certificate, and the tail number. They said a FSDO rep would be in touch and, two weeks or so later, he was. We talked for about half an hour and went over what clearances mean and the importance of, basically, not doing what I had done. We went over it no less than four times, but he was courteous and friendly. At the end, he said thanks for my cooperation, fly safe, and that was it. I had another “possible pilot deviation, I have a number…” I had no clue what the problem was. When I called, the guy said “who is this?” so I told him. He said “let me check.” Five minutes later he came back and said “our sector controller thought you had violated the KONT Class Charlie but we checked and you were fine, the guy was just a little overly enthusiastic. No problem, have a nice day.”
Great video, Rich. You are a great mentor to so many. Keep up the great work.
Thanks for the message!
To approach and land that slow in a jet is just amazing. I can remember when the 421 was Cessna’s top of the line. No turboprops and no jets.
That’s a beautiful aircraft
A really calm guy as a guest.
Thanks for watching!
Great video. Enjoy videos that include some of the phases of IFR flights such as departures, procedures, arrivals etc. Thanks again Rich.
Thank you for the comment and watching.
Great video as always Rich👍
Thanks 👍. I appreciate it!
Rich, you are something else! You fly everything!! Awesome
Thank you!
The fisrt time i watch a training video on a jet !!
Woow. Nice video Rich.
Waiting for more videos. 😘🥰
Thank you - more coming!
Great video Rich. You are the best Pilot teacher
Thank you! That's nice to hear!
Many thanks for sharing and great tuition there in between each transition of the flight ,and what a great jet they make Cessna cheers
Thank you!
Rich is a fantastic mentor, so calm and collected. Would love to fly with you on day shame i'm in the UK i would learn a great deal from you.
Thank you!
Great comparison flight!
Thanks for watching!
Owner is rock solid pilot.
Great videos, very informative and enjoyable to watch and learn. 👍🏼👍🏼
Thank you!
Great video editing. Nice work.
Thank you!
Nice landing
Thanks Rich
Thank you!
Very interesting video
I’ll fly with him and be his SIC and do more IFR cross country flights
Interesting how a single engine turboprop is more costly to maintain than a twin engine jet from what Chuck was saying. Thanks Rich
It is interesting but my experience is it’s true! Thanks for watching.
His comments on the 900 fuel burn and maintenance were interesting. Most TBM owners are happy with them? That PT6 is even single lever FADEC I think. I also thought by now some clever engineer would come up with something to help with prop torque. It was all very interesting. 8) --gary
Thanks. My take from Chuck was that he loves the TBMs but was also very pleased with the lower mx costs ( in his experience) performance and reliability of the Mustang. Thanks for watching.
Let’s do this Rich and I got the back seat for the Camera 🎥
To the untrained eye, the plane looks like the premier 1A jet.
"Lands the same"
🌏🇦🇺
A great video and a great subject. I am looking at transitioning from Vision Jet to a TBM or light twin jet. I think I need to talk to Rich!
Yes please feel free to reach out to me! Thank you!
@@FlyingwithRich Thanks Rich! I will definitely do that…
Use that checklist!!!
What’s your vector, Victor? Roger, Roger… huh? 😂
I was an A&P for over 20 years, Im just having a hard time understanding how two turbofan engines are less expensive to operate than one turboprop, and the fact that the owner says that the TBM burns more fuel on the ground than the Mustang blows me away
Great video! Is the maintenance on a Mustang really less than a TBM? Curious what the engine overhauls run on a Mustang?
Based on my experience, Mustang cheaper. Chuck has owned both, he agrees. Thanks for watching.
I want to push that heading bug so bad
He mentioned a left wing down accident. What does that mean?
Stall/spin of the left wing which demands prompt opposite rudder, hence his “teaches you to work/use the pedals” reference of a multi-engine rating as you’re trained to use opposite rudder of the failed engine during engine out training to maintain control of the airplane. Single engine training doesn’t emphasize life-saving rudder use to the extent of multi-engine training although certainly the more any pilot thinks about and actively uses their feet and aircraft control the better and hopefully safer they fly.
Is it for sale
No this one. Thanks for watching!
First)
This guy is really tense, it feels like he's doing things twice: once in his head, then in real world... he's gotta relax a little, maybe get more simulator time... and work on phraseology too, his constant "okay"s are wasting his own time... and as for airspeed, he needs to be ready to hold 170kts until outer marker at all times, it is a twin jet
Phenom 100 is so much better than the mustang
Pretty broad statement - market demand doesn’t support it. Thanks for watching!
LOL - what a BS. The Phenom is a great airplane; So is the Mustang. The Phenom has a nice airstair, and has a slightly higher speed (30kts) - but maintenance is much more expensive (check into the mandatory gear overhaul), and has poor high and short field take off performance.... Also the acquisition cost is higher (20%) ... The Mustang is a fantastic single-pilot Jet....it does everything very well. So as Rich says, a broad (mis) statement.
@@robertg5393 10 year landing gear overhaul is covered under the ESP plan. I’m an owner operator of a 2009 100. 1,000lbs full fuel useful load. Acquired for under $2M. Does .61 with ease and burns under 600lbs/hr. I do agree that the short field isn’t the best in the industry, but I’m not taking a jet into a 3,500ft runway. Mustang was what I originally was going to buy until I saw the numbers on the Phenom. 5 years later and I couldn’t be happier.
@@smartycummins2500 That's great that it works for you. I fly a Mustang and I like the Phenom as well. But to say that the 100 is so much better is just not correct... My next plane would be a Phenom 300 though - NOW you are talking.
What is ESP?