This comment alone shows how poor the captains crm was. Clearly hasn’t got confidence in his own flying. If I was his FO, id be your control boss, you show me how its done
Lol, I cringed at that moment. Great video but overall some pretty terrible CRM, I can almost smell the captain's weirdness and lack of confidence, waaaaaaaaay too flustered and insecure. I would absolutely NOT feel comfortable flying with that guy.
I didn't think this as a negative comment. It's almost like the captain is saying "I trust you, no need to explain your actions. Focus all of your attention on accurately flying the aircraft"
it's funny, the first two replies are definitely from aviation enthusiasts that have no idea of how doing the aviation thing in real life actually works and the third reply is definitely from someone within the industry who understands chatter
I remember as a lyft driver i drove a pilot from KDEN to Aspen and he inspired me to want to go into aviation, and he told me how challenging this approach can be with the mountains, windsheer and everything else you could think of, but he talked about it like an old sailor in the 1600s and his love for the sea. Now i live in Wichita Ks working for Textron building the Longitude and im now doing groundschooling getting ready to take my written before starting to fly!
I don’t understand why people are complaining about CRM in this instance, especially for it being your first time into this challenging airfield. I thought he did a great job coaching you and making you better. This is par for the course in aviation when you’re doing something really hard for the first time. Very nice job for your first time, too! Love this channel, thank you!
This is the first time I've watched any aviation landing on TH-cam and genuinely felt the stress of the approach. Great job man. I bet the relief when handing over to captain after landing for taxi was nice.
Why "good job" if it made you feel stressed? I would think an experienced pilot lands a plane as effortlessly (and stress free) as anyone else exits their car from the freeway.
@@jason_v12345the stress I felt wasn’t from the performance of the pilot but rather from the challenging conditions of the approach and landing into one of the most difficult airports in America.
Great job, that didn't look easy! May I feature this approach and landing in one of my next episodes? Of course with a link back to your original video. All the best to you!
I’ve landed at Aspen numerous times in my A36 Bonanza. Landing there is somewhat unique in that you normally land on runway 15 at the same time aircraft are departing on runway 33. On one approach, the tower extended my left downwind on runway 15 to 3 miles from the airport. Upon turning final, I was asked to report visual of a Citation departing on 33 that would be turning to its right and passing off my left wing. Somewhat interesting to see lights of another aircraft coming straight at you when on final. Also, the 7,800 ft airport altitude make for challenging density altitude situations, but landing at Aspen isn’t as challenging as some other mountain airports.
Idle in icing, I feel for you! ATC seems to set everyone up for that by never letting you to slow and get dirty until its time to descend. Good two way communication between the crew, considering the circumstances CRM was fine, everything got done. If you’re recording, I’d be mindful of sterile cockpit on the ground until the brakes are set. Thanks for the video.
I far prefer to train guys with a solid debrief after letting them make their own decisions. Unless of course, it is getting out of parameters. Coaching all the way down isn't training once an individual has passed a sim check.
I’m not sure if this was your first time coming into ASE, but my god the captain is doing you a major disservice with all of the constant chatter and directive attempts at CRM. He needs to relax a little bit with the CFI style of pilot monitoring. Correct it if it’s an issue but he doesn’t need to tell you every second what to do.
Incredible weather and flying. However not so sure about the CRM. It's not clear who is PIC here and who is not. Agreeing on something is fine, but it sounds like an instruction flight with left seat barking orders that are way more than friendly advice. Nevertheless mighty impressed how you got down in what look to be nightmarish conditions.
I get what you are saying, it was a tricky situation for the captain. It was my first Aspen landing in pretty poor weather conditions, so I bet he wasn’t feeling 100% comfortable. Im guessing he was decreasing the margins for possible mistakes by not letting the plane get away from us.
Pretty poor CRM from both pilots. Captain dismissing when you discussed the valley and the turns you are going to make- he should be receptive to that and make sure what you are conceptualizing is the same as what he is. Also when the captain kindly offers to give you some guidance and you decline it that’s in poor form- just because you’re visual doesn’t mean you shouldn’t use all available means to help you get down- l even more so since you’re not on path. In any case thanks for posting- it’s a tough airport and a good teaching tool.
Absolutely agree on this. So many small weird things happening. Just look at 13:10 : "You want gear down?" Hand is already at the lever. What PIC really means: "I want gear down now". Same with flaps. F/O orders flaps 10, answer by PIC is "You want flaps 20 straight away", which means I want flaps 20 now. I get it that you were stressed and he wanted to be ahead of things, but the overall communication, procedures and callouts are below standard. You clearly did not have the same mental picture at all times.
What a magnificent landing! The communication is on point and having you guys always offer assistance is great! I hope to be an amazing pilot like you someday! You have amazing skills in the cockpit.
I would disagree here, the guy in left seat clearly doesn’t have confidence. Correcting the guy every 2 seconds, speed, flaps, no do that, pull the speedbrake, etc only throws the flying guy off. Unless he was critically unstable and not correcting. But clearly hes a rated pilot and probably doesn’t need as much correction. This isn’t the best crm
@@martinporter6478agreed. A very poor example of CRM… very much micromanagement at its finest. You can hear the FOs frustration “Yep yep yep!” With every minute command from the captain.
Omg all I here is yap yap from you two above me. In case you guys don’t know the person on the left is the captain who is in charge so when the senior officer or co-pilot does something incorrect the captain has priority. Plus it was a great landing.
@@liltimmyvr6328 still unnecessary on some inputs. Its not all what he said but how he said it. "No need to explain, just go." That is not how you make a crew feel comfortable. Further exacerbated by the micro-managing inputs of the captain. Nothing to shoot your confidence down than someone sitting there telling you everything youre doing wrong right as its happening.
One of the most challenging landings I ever made was in 2005 landing at the old KSGU airport on the plateau in thunderstorms rain heavy turbulence at night in IMC as a new captain on the emb-120.
I remember the first time I flew into the Aspen airport on a commercial flight. You spend most of the up high to get over the mountains, during approach, you can sense and see that we're descending with the nose down. After a while you start asking "uhh, are we going to level out here soon?"
@@TheChallengerPilot "Oh yeah okay, we didn't see on the dashboard that there were gusts over 40 knots. Well done. Honestly, was your heart really pounding?"
Jesus Christ this captain is nervous in the service… gusty conditions and he wants you flying exactly Vref the whole approach… then talks about speed being low when your at ref on short final…
Maybe establish some standardized calls to make the cockpit communication less clunky and argumentative. Establish limitations and as long as the FO is operating within them don't micromanage. Establish standardized calls if tolerances are exceeded to keep it professional.
WOW! That was incredible! Lots of communication between pilot flying and pilot monitoring. Love it! This will be an invaluable resource for me while getting familiar with the CL650 in Xplane 12.
Not really great communication though. The captain needs to stfu and let the FO fly. I say that as a CA. Correcting every little thing the FO does is not constructive for development of confidence or good airmanship and usually is a result of a lack of confidence/competence from the CA. Most FOs would hate flying with this guy for good reason.
@bro9479 Yeah, I did get a feeling that he was being a little overbearing at times but I wasn't sure if it was because the FO was new or what was going on. I get what you're saying. At some points it seemed valid though, like the speed callouts, for example, and not increasing the N2% with the anti ice on despite being told to do so. I'm not a CA or an FO but if I was paired up with the CA I agree I'd want him to let me do my thing as long as it was SOP.
@@Aviate68 exactly. it can be a delicate balance, but at the end of the day, even if the other pilot's flying isn't perfect, its not reasonable or good CRM to overbearingly correct them or talk them through flying like that as long as what they are doing is still safe and standard. Usually a single speed callout is made around 500' along with the sink rate. Can vary depending on company of course. Happy flying man.
i think the equilibrium outcome is not great. we saw: the captain talks too much and the FO ignores it... that's actually really bad communication. lots of words said, but not much communicated
Thanks so much for uploading this. It was informative and also kind of entertaining. My heartrate genuinely shot up before you touched down watching that yoke acting like it was having a seizure. But wow- great job!!
Nice job, definitely a high workload approach. Can see the winds shift over the highway, from a stiff crosswind, slight tailwind, and then calm. That's common when you have winds out of the west on final. The blue "Anti Ice Fault" and ATC calls right at transition level made for a nice distraction from setting the altimeter. One thing that stood out CRM wise, I got the impression @13:00 and again @13:40 that the PF was expecting a right 360 to join final approach. But the left seat guy knew otherwise, so was prompting for early gear and flaps straight to 20°. But maybe not. Speaking of the approach, ASE isn't the place to be loading the FMS visual. Especially with the default 3° glidepath in the box. Just load the LOC DME-E and request that (straight in). It is used more than the current RNAV-F approach. That way you have vertical guidance up to the FAF. Then when you report the field in sight (hopefully at or before DOYPE), join the PAPI. No need to dip below it and get 4 red (it looks steeper than usual, as it is a 3.5° PAPI, but can still make the same turnoff). Plus, with the approach loaded in the FMS, you have a missed approach ready if you get told to go missed. And hopefully a late go-around was briefed, as you don't just fly the published procedure at that point. Oh, on final, forget the "follow the highway and fly down the valley stuff". When tower said "line straight up on final", they say that for a reason. Opposite direction traffic off of RW33 is often on the LINDZ departure procedure that wraps around the final approach course for inbound traffic to RW15. The Challenger does great at Aspen, especially with the ability to use spoilers with flaps. Just don't mess with tailwinds > 10 kts! Not sure if you have the optional multi-scan radar, but that is a big improvement. Again, nice job dealing with a busy approach in the weather.
Appreciate the feedback, first time into Aspen. We loaded the procedure into the fms just for the go around. Our plan was to cross Red Table VOR and then descend to the Valley as the challenger can't do that 6.6 degree approach and the company only lets you land visually at ASE. Wanted to give myself a little extra room in terms of approach steepness, so tried to lose altitude quite early to not even entertain the possibility of a go around if im too high. I was honestly expecting a right 360 or something like that to lose some altitude cause that's how I pictured it in my head from all the preparation we had for the flight (which most wasn't in the video). Once again appreciate the feedback
@@TheChallengerPilot Sure thing, extra room is always good going in there! FYI, that's a common misconception on the Challenger. The limitation is on "approaches with a Glidepath of 4.5° or greater" and does not apply to approaches that don't have an actual GP, such as the LOC DME-E. The advisory glidepath won't even be shown in the final segment of that approach, passing DOYPE. I think the Bombardier Advisory Committee / Pilot Liaison group put something out on that years ago.
I dont know how any pilot can get used to not being able to see whats ahead of your plane when you are flying through low clouds. I know you need to trust your instruments, but I would be curled up on the floor in the fetal position calling for my Mom. haha
my left ear enjoyed this approach. lol jk, good work tho! cant wait to fly the big boys. currently 300TT, asel private instrument rated working on my cax.
That shit was no joke. Was this some sort of training flight? Unless the other pilot was just helping with info so you could keep your eyes out the window.
Cool video, but am I missing something? Flying with 4 red on the PAPI intentionally seems sketchy. I did it once because I thought the PAPI wasn’t calibrated right, and I almost took out some power cables on short final…. 😂
@@aagguujjaa PAPI at Aspen is 3.5 degrees, on a visual I dont look at the PAPI too much, the approach looked overall fine to me, and I didnt want to come too steep to increase the chances of a potential go around
What a workout! Well done! May I suggest using a GoPro chest harness instead of the head mount? It's very jerky to watch the scene flick this way and that. Thanks!
I don’t see any problems with CRM here. Aspen can be gnarly, especially for your first time there in bad weather. On approaches like that, I’d rather have over communication than lack of. Nice work 🤘🏼
'No vis on anything,' had my attention! You want to get down out of the clouds... But in that environment, the terrain, could be a nasty surprise if you're in the wrong spot! I bet you had the anti-ice on in that mess! Leading edges, props, pitot heat, windscreen if you had it, all going! It sounded like ice until you got a bit lower. You could see the big rain splattering!
@@TheChallengerPilot Great! I thought I saw the peaks of some mountains, went past the windows, as you slipped through the soup! I bet the 'pucker factor,' was reaching a critical moment!
Wow.. that was scary! -- QUESTION -- Could that computer landing thing on a plane be able to land that even with that wind etc and do a better job? Is there such a system or is it simply impossible for a computer to do this?
The way that each one of these keep me hanging on the edge of my seat, whew! You guys need your own tv series. Can you try to film and post a video of a take off? Anyway, safe travels be well!
@@dabneyoffermein595 Well first you need to fly a plane that is single pilot rated 😅 the challenger is not… but flying as a single pilot is not very different
guarantee the captain started with "hey man just fly it like you want too"
to.
disagree. but with that kinda FO you need to find some rapport...
“No need to explain just go”😂
This comment alone shows how poor the captains crm was. Clearly hasn’t got confidence in his own flying. If I was his FO, id be your control boss, you show me how its done
Lol, I cringed at that moment. Great video but overall some pretty terrible CRM, I can almost smell the captain's weirdness and lack of confidence, waaaaaaaaay too flustered and insecure. I would absolutely NOT feel comfortable flying with that guy.
I didn't think this as a negative comment. It's almost like the captain is saying "I trust you, no need to explain your actions. Focus all of your attention on accurately flying the aircraft"
@@quackgarage9551 totally 👍
it's funny, the first two replies are definitely from aviation enthusiasts that have no idea of how doing the aviation thing in real life actually works and the third reply is definitely from someone within the industry who understands chatter
I think this will make interesting material for discussion in the next CRM recurrent
They definitely need to establish standardized calls and SOPs. The cockpit communication was so clunky.
@@Ifly96 The comms like that are on every second flight in part 135 and I see absolutely nothing wrong here, pretty standard calls and chat
I remember as a lyft driver i drove a pilot from KDEN to Aspen and he inspired me to want to go into aviation, and he told me how challenging this approach can be with the mountains, windsheer and everything else you could think of, but he talked about it like an old sailor in the 1600s and his love for the sea.
Now i live in Wichita Ks working for Textron building the Longitude and im now doing groundschooling getting ready to take my written before starting to fly!
did he pay for a round trip fair?
@@Denverian naw it was just a one way but was good money, got a trip back to the airport from aspen so all together i made about $650 for the 2 trips
@@Pachyzookeeper u got 650 bucks for driving across the world??
I don’t understand why people are complaining about CRM in this instance, especially for it being your first time into this challenging airfield. I thought he did a great job coaching you and making you better. This is par for the course in aviation when you’re doing something really hard for the first time. Very nice job for your first time, too! Love this channel, thank you!
but the then FO ignored it...
This is the first time I've watched any aviation landing on TH-cam and genuinely felt the stress of the approach. Great job man. I bet the relief when handing over to captain after landing for taxi was nice.
lol same. I've watched a LOT of landings on YT and I actually felt stressed. Good job.
Why "good job" if it made you feel stressed? I would think an experienced pilot lands a plane as effortlessly (and stress free) as anyone else exits their car from the freeway.
@@jason_v12345the stress I felt wasn’t from the performance of the pilot but rather from the challenging conditions of the approach and landing into one of the most difficult airports in America.
@@jason_v12345You’re arguing for the sake of arguing man. There’s nothing wrong with that he said.
Great job, that didn't look easy! May I feature this approach and landing in one of my next episodes? Of course with a link back to your original video. All the best to you!
Of course! go ahead
@@TheChallengerPilot Awesome, thanks!
I’ve landed at Aspen numerous times in my A36 Bonanza. Landing there is somewhat unique in that you normally land on runway 15 at the same time aircraft are departing on runway 33. On one approach, the tower extended my left downwind on runway 15 to 3 miles from the airport. Upon turning final, I was asked to report visual of a Citation departing on 33 that would be turning to its right and passing off my left wing. Somewhat interesting to see lights of another aircraft coming straight at you when on final.
Also, the 7,800 ft airport altitude make for challenging density altitude situations, but landing at Aspen isn’t as challenging as some other mountain airports.
Terrible captain, but nice flying FO. Just take it as a lesson on how not to be when you upgrade.
yep yep yep
You were working hard on that landing.. Holding a lot of speed but thats way better then not having enough... good job dude.
That captain is annoying. Micromanaging at its finest.
Idle in icing, I feel for you! ATC seems to set everyone up for that by never letting you to slow and get dirty until its time to descend. Good two way communication between the crew, considering the circumstances CRM was fine, everything got done. If you’re recording, I’d be mindful of sterile cockpit on the ground until the brakes are set. Thanks for the video.
What a CRM mess. Putting flaps out and forcing your hand on what to do.
I far prefer to train guys with a solid debrief after letting them make their own decisions. Unless of course, it is getting out of parameters. Coaching all the way down isn't training once an individual has passed a sim check.
That was Awesome! Aspen is no joke. Good job on the landing!
I’m not sure if this was your first time coming into ASE, but my god the captain is doing you a major disservice with all of the constant chatter and directive attempts at CRM. He needs to relax a little bit with the CFI style of pilot monitoring. Correct it if it’s an issue but he doesn’t need to tell you every second what to do.
It was my first time there
@@TheChallengerPilotyou did a great job. Good communication of your intentions, good ADM with the weather!
@@austinroberts2403 thanks, appreciate it
Incredible weather and flying. However not so sure about the CRM. It's not clear who is PIC here and who is not. Agreeing on something is fine, but it sounds like an instruction flight with left seat barking orders that are way more than friendly advice. Nevertheless mighty impressed how you got down in what look to be nightmarish conditions.
I get what you are saying, it was a tricky situation for the captain. It was my first Aspen landing in pretty poor weather conditions, so I bet he wasn’t feeling 100% comfortable. Im guessing he was decreasing the margins for possible mistakes by not letting the plane get away from us.
Completely agree. Didn’t hear a lot of “standard calls” that bombardier teaches either. Still, good communication..Pulled it out in the end.
Pretty poor CRM from both pilots. Captain dismissing when you discussed the valley and the turns you are going to make- he should be receptive to that and make sure what you are conceptualizing is the same as what he is.
Also when the captain kindly offers to give you some guidance and you decline it that’s in poor form- just because you’re visual doesn’t mean you shouldn’t use all available means to help you get down- l even more so since you’re not on path.
In any case thanks for posting- it’s a tough airport and a good teaching tool.
Absolutely agree on this. So many small weird things happening. Just look at 13:10 : "You want gear down?" Hand is already at the lever. What PIC really means: "I want gear down now". Same with flaps. F/O orders flaps 10, answer by PIC is "You want flaps 20 straight away", which means I want flaps 20 now. I get it that you were stressed and he wanted to be ahead of things, but the overall communication, procedures and callouts are below standard. You clearly did not have the same mental picture at all times.
“YEP”
Too low
Just follow the FD
That looked difficult. Yikes. 😅
What a magnificent landing! The communication is on point and having you guys always offer assistance is great! I hope to be an amazing pilot like you someday! You have amazing skills in the cockpit.
x2
I would disagree here, the guy in left seat clearly doesn’t have confidence. Correcting the guy every 2 seconds, speed, flaps, no do that, pull the speedbrake, etc only throws the flying guy off. Unless he was critically unstable and not correcting. But clearly hes a rated pilot and probably doesn’t need as much correction. This isn’t the best crm
@@martinporter6478agreed. A very poor example of CRM… very much micromanagement at its finest. You can hear the FOs frustration “Yep yep yep!” With every minute command from the captain.
Omg all I here is yap yap from you two above me. In case you guys don’t know the person on the left is the captain who is in charge so when the senior officer or co-pilot does something incorrect the captain has priority. Plus it was a great landing.
@@liltimmyvr6328 still unnecessary on some inputs. Its not all what he said but how he said it. "No need to explain, just go." That is not how you make a crew feel comfortable. Further exacerbated by the micro-managing inputs of the captain. Nothing to shoot your confidence down than someone sitting there telling you everything youre doing wrong right as its happening.
One of the most challenging landings I ever made was in 2005 landing at the old KSGU airport on the plateau in thunderstorms rain heavy turbulence at night in IMC as a new captain on the emb-120.
Sounds like fun !
I remember the first time I flew into the Aspen airport on a commercial flight. You spend most of the up high to get over the mountains, during approach, you can sense and see that we're descending with the nose down. After a while you start asking "uhh, are we going to level out here soon?"
Amazing footage! Liked and subscribed.
@@DOMINICAAVIATION Thanks!
th-cam.com/video/fY092BJSrTc/w-d-xo.html You can tell they're not very comfortable with the approach.
Sure had to fight with the plane quite a lot on final approach, winds were gusting up to 40 knots in a direct crosswind
@@TheChallengerPilot "Oh yeah okay, we didn't see on the dashboard that there were gusts over 40 knots. Well done. Honestly, was your heart really pounding?"
I think I just shit my pants.
Jesus Christ this captain is nervous in the service… gusty conditions and he wants you flying exactly Vref the whole approach… then talks about speed being low when your at ref on short final…
You’re supposed to fly v ref as you Cross over the threshold at 50ft- not when you’re on approach. That’s what v app is for…
Scary stuff, hanging at VREF.
well done bud. id always turn of the FD when flying Visually, it just distracts
I get what you’re saying, wasn’t looking at it at all obviously 😅
I work at a ranch in aspen near the airport. It’s really cool to watch the planes come in for a landing. I’ve seen some spectacular approaches.
Fun for you guys, white knuckle for me ! Good landing .
Nice job right seat lol that was fun. Good deal. Crazy wind in the valleys. Lots of fun!! Gotta love it.
Maybe establish some standardized calls to make the cockpit communication less clunky and argumentative. Establish limitations and as long as the FO is operating within them don't micromanage. Establish standardized calls if tolerances are exceeded to keep it professional.
WOW! That was incredible! Lots of communication between pilot flying and pilot monitoring. Love it! This will be an invaluable resource for me while getting familiar with the CL650 in Xplane 12.
Not really great communication though. The captain needs to stfu and let the FO fly. I say that as a CA. Correcting every little thing the FO does is not constructive for development of confidence or good airmanship and usually is a result of a lack of confidence/competence from the CA. Most FOs would hate flying with this guy for good reason.
@bro9479 Yeah, I did get a feeling that he was being a little overbearing at times but I wasn't sure if it was because the FO was new or what was going on. I get what you're saying. At some points it seemed valid though, like the speed callouts, for example, and not increasing the N2% with the anti ice on despite being told to do so. I'm not a CA or an FO but if I was paired up with the CA I agree I'd want him to let me do my thing as long as it was SOP.
@@Aviate68 exactly. it can be a delicate balance, but at the end of the day, even if the other pilot's flying isn't perfect, its not reasonable or good CRM to overbearingly correct them or talk them through flying like that as long as what they are doing is still safe and standard. Usually a single speed callout is made around 500' along with the sink rate. Can vary depending on company of course. Happy flying man.
i think the equilibrium outcome is not great. we saw: the captain talks too much and the FO ignores it... that's actually really bad communication. lots of words said, but not much communicated
Way way to much talking all you need is standard calls plus any deviations....
INTENSE. The approach is touch enough - throw in turbulence, low ceiling and a gusting crosswind and you have about 9.2 on a scale of 10 difficulty.
You are the best, always quality and professionalism!
Scare stuff thanks to technology makes everything look’s easy, and awesome pilots like you guys.
Thanks so much for uploading this. It was informative and also kind of entertaining. My heartrate genuinely shot up before you touched down watching that yoke acting like it was having a seizure. But wow- great job!!
thanks, appreciate it
Nice job, definitely a high workload approach. Can see the winds shift over the highway, from a stiff crosswind, slight tailwind, and then calm. That's common when you have winds out of the west on final. The blue "Anti Ice Fault" and ATC calls right at transition level made for a nice distraction from setting the altimeter. One thing that stood out CRM wise, I got the impression @13:00 and again @13:40 that the PF was expecting a right 360 to join final approach. But the left seat guy knew otherwise, so was prompting for early gear and flaps straight to 20°. But maybe not.
Speaking of the approach, ASE isn't the place to be loading the FMS visual. Especially with the default 3° glidepath in the box. Just load the LOC DME-E and request that (straight in). It is used more than the current RNAV-F approach. That way you have vertical guidance up to the FAF. Then when you report the field in sight (hopefully at or before DOYPE), join the PAPI. No need to dip below it and get 4 red (it looks steeper than usual, as it is a 3.5° PAPI, but can still make the same turnoff). Plus, with the approach loaded in the FMS, you have a missed approach ready if you get told to go missed. And hopefully a late go-around was briefed, as you don't just fly the published procedure at that point. Oh, on final, forget the "follow the highway and fly down the valley stuff". When tower said "line straight up on final", they say that for a reason. Opposite direction traffic off of RW33 is often on the LINDZ departure procedure that wraps around the final approach course for inbound traffic to RW15. The Challenger does great at Aspen, especially with the ability to use spoilers with flaps. Just don't mess with tailwinds > 10 kts! Not sure if you have the optional multi-scan radar, but that is a big improvement. Again, nice job dealing with a busy approach in the weather.
Appreciate the feedback, first time into Aspen. We loaded the procedure into the fms just for the go around. Our plan was to cross Red Table VOR and then descend to the Valley as the challenger can't do that 6.6 degree approach and the company only lets you land visually at ASE. Wanted to give myself a little extra room in terms of approach steepness, so tried to lose altitude quite early to not even entertain the possibility of a go around if im too high. I was honestly expecting a right 360 or something like that to lose some altitude cause that's how I pictured it in my head from all the preparation we had for the flight (which most wasn't in the video).
Once again appreciate the feedback
@@TheChallengerPilot Sure thing, extra room is always good going in there! FYI, that's a common misconception on the Challenger. The limitation is on "approaches with a Glidepath of 4.5° or greater" and does not apply to approaches that don't have an actual GP, such as the LOC DME-E. The advisory glidepath won't even be shown in the final segment of that approach, passing DOYPE. I think the Bombardier Advisory Committee / Pilot Liaison group put something out on that years ago.
@@TheChallengerPilot I was wondering around 18:05 if it was time to start thinking about calling a missed approach.
@@mgoblue0970 why would you call a missed approach? plane is stabilized, runway in sight.
I would've been freaking out in the back.
And they wonder why pilots make so much money, nicely done!
Regional pilots don't make a lot honestly. $50-80k.
I was stressed just watching that.
Great job. I wonder how many passengers kissed that tarmac when disembarking.
I dont know how any pilot can get used to not being able to see whats ahead of your plane when you are flying through low clouds. I know you need to trust your instruments, but I would be curled up on the floor in the fetal position calling for my Mom. haha
my left ear enjoyed this approach. lol jk, good work tho! cant wait to fly the big boys. currently 300TT, asel private instrument rated working on my cax.
i like how they are confirming what they are doing but the PIC has the final say. gucci
I appreciate a pilot who says stuff like that is "fun"
I would love to have had an external cam on multiple angles of the aircraft on this flight............Nice job....
Captain is such a micromanager. I’m an airline pilot so I’ve seen his type. Frustrating
WeeeHa!
Well done! Bumpy ride. _Am I the only one who never saw 3 green lights?_ Could be... I 'm old.
why is he asking you to slow to VREF that far out the definition of VREF is 50 feet above the runway that a good way to crash
Bravo 👏 that was a really good landing. I can't even do that in the sim.
What kind of watch is that?
Apple watch ultra
Great video quality, great audio, great content! I'll sub to this! Thank you for uploading!
@@Goatfriend Thanks! glad you liked it
It would be much more interesting if we could see the instrumentation...
Are those Aspen glass cockpit panels, or Collins?
@@dabneyoffermein595 Collins, Challenger 300 with advanced avionics
@@TheChallengerPilot thanks a ton. I remember watching the Premier that has the Collins.
Good video. That was definitely some lousy WX on the arrival.
You have a new subscriber! Great video
Thanks!
beautiful landing mate
That shit was no joke. Was this some sort of training flight? Unless the other pilot was just helping with info so you could keep your eyes out the window.
Complicated approach, first time there, he was just giving inputs for the safety of the crew, better be safe than sorry
Cool. Is this the Callenger 300?
Yes
@@TheChallengerPilot Thank you
Cool video, but am I missing something? Flying with 4 red on the PAPI intentionally seems sketchy. I did it once because I thought the PAPI wasn’t calibrated right, and I almost took out some power cables on short final…. 😂
@@aagguujjaa PAPI at Aspen is 3.5 degrees, on a visual I dont look at the PAPI too much, the approach looked overall fine to me, and I didnt want to come too steep to increase the chances of a potential go around
Had to work for that one. Well done.
I hope one day I'll be doing what you do. Working hard for my private first and just trying to stick with it full time.
Great job, guys. Thanks for. the ride along.
You bet!
EGO IS GETTING THE BEST OF THESE TWO BUT SPECIALLY THE CAPT
Wild! Got my adrenaline up, just watching. Good job, fellows!
This guy musta had the time of his life
Wonderful landing man. Earned a sub !!
Thanks! appreciate it
Great airmanship. Thanks for sharing -
Nice landing in extreme crosswinds.
Captain definitely was a cfi
@@nekodacolvin1412 Actually he was never a CFI 😅
@@TheChallengerPilot well he would make a good one lol
Well done, holy moly that landing was stressful!
Didn’t realize landing is so fast
They need more mobile devices in the cockpit.
Smooth landing!
Who in the heck kept going "yep"?
wonderful and your my inspiration; thank you for your expertise
What a workout! Well done!
May I suggest using a GoPro chest harness instead of the head mount? It's very jerky to watch the scene flick this way and that. Thanks!
@@KutWrite I think the chest mount will be too low, ill investigate it though
@@TheChallengerPilot There's some flexibility in how low or high you mount it.
Dayum
Nice landing! Just found your channel pretty recently. Great content 👍🏼
Awesome, thank you!
I don’t see any problems with CRM here. Aspen can be gnarly, especially for your first time there in bad weather. On approaches like that, I’d rather have over communication than lack of. Nice work 🤘🏼
Wow nice work!
That looked super technical. Bravo
Thanks!
What a rush! Liked ane subbed i think this channel is worth it......
Thanks! appreciate it
Anyone else get the feeling like these two don't really get along to well?
I felt that too.
well done mate
awesome vid!
Impressive 👏
'No vis on anything,' had my attention!
You want to get down out of the clouds... But in that environment, the terrain, could be a nasty surprise if you're in the wrong spot!
I bet you had the anti-ice on in that mess! Leading edges, props, pitot heat, windscreen if you had it, all going!
It sounded like ice until you got a bit lower. You could see the big rain splattering!
definitely, wing and engine anti ice were on until we got out of those clouds
@@TheChallengerPilot Great! I thought I saw the peaks of some mountains, went past the windows, as you slipped through the soup!
I bet the 'pucker factor,' was reaching a critical moment!
Wow.. that was scary! -- QUESTION -- Could that computer landing thing on a plane be able to land that even with that wind etc and do a better job? Is there such a system or is it simply impossible for a computer to do this?
The way that each one of these keep me hanging on the edge of my seat, whew! You guys need your own tv series. Can you try to film and post a video of a take off? Anyway, safe travels be well!
@@MandiJones-z3b Flying today back to work, Ill film more stuff tmrw
@TheChallengerPilot Fantastic! Myself, and I am sure a lot of others, look forward to watching your journeys.
If they landed in bad look weather there what would it look like in a snow storm CAT III Landing, just curious.
What size Jet is that? glad i wasn't on that ride, all the rocking around and weather. gessss.. Nice fast landing though
It was nice and well done despite the wind
thanks
Fantastic and to stress. Good job.
Intense guys
Great teamwork
50 knot winds. Wtf man. That crazy
For sure!
@@TheChallengerPilot you guys are badass. Ive riden bikes 120mph in traffic. This is next level.
Imagine CirrusMax doing this all by himself
@@dabneyoffermein595 Well first you need to fly a plane that is single pilot rated 😅 the challenger is not… but flying as a single pilot is not very different
@@TheChallengerPilot ah, thanks, always amazed at watching either or