Exceeding well flown approach and landing. real professionalism esp at low end of flight envelope. For those who wonder 'why"? - read Hellyer's explanation. At minimum visibility and low ceiling, you might just break out of cloud just when you at the "missed" point and must go back up into cloud and abandon the approach. The "circling maneuver" allows you to take another shot at landing assuming you have enough visibility under the overcast to keep the airport in sight during the maneuver which as to be flown with absolute precision to avoid unpleasant outcomes, given that at one point terrain clearance is only 400'. well done.
Clicking noise is the pilot adjusting the Altitude preselect to the minima setting after passing an intermediate limiting step. To manoeuver the Global, you only need +10kts on the Vref speed. The Vref for our weight was 112 kts. The bonus of having leading edge devices.
My first reaction was why not straight in? But, after reading all the comments below, I understand. The approaches there are not easy to be sure. I've flown them many times on the simulator and it's always difficult.
can't understand why they circled ,maybe too high ? the LOC/VOR E rwy15 is a straight in approach with check heights and a steep angle than normal but should have been no problem at 122knots. I'm an Airbus 340 pilot . interesting to see the approach though, gorgeous scenery :-)
Guys, you need to have a closer look at the chart for the LOC DME E approach and you will see why we did the circling approach. We were simulating as if we got visual at the minima which is only 2.6 nm from the end of the runway but leaves you 2383' above the threshold. I'm not sure what you're flying but you won't loose a couple of thousand feet in 2.6 miles in a Global (or an Airbus 340) and remain stable. We practiced this a number of times in the simulator before trying it in good weather. As a result of this knowledge we have been able to land a couple of times now in conditions where we wouldn't be able to get straight in. I would not recommend anybody to do this in a similar aircraft unless you also try it in a simulator first. Thanks for the positive feedback for those who enjoyed it.
Ah I see, Fair point, didn't spot that, nice job guys, stable approaches always a wise idea, we have to be stable by 1000' continuing on to 500 for speed only being unstable, candid keeps an eye on us and flags any unstable approaches straight back to the airline, have fun in your global, I'm just out of the sim yesterday think they have a global sim there at CAE burgess hill(UK) , cheers
Did I detect an Australian accent in this cockpit. Interesting approach and thanks for the extra bits of information. Must be quite "interesting" going that close to the scenery in a GLEX.
Aspen is a very different, and challenging approach. have watched dozens of other vids of aircraft coming into this Aerodrome, and ALL of them, did the standard 'straight in', over the river and highway, and landed Rwy 15. i'm at a loss as to why a Global Express would fiddle with overflying the field, getting 'harrowingly' close to all that terrain, do a procedure turn outbound, and circle to land??? just.......huh? why is the bejesus did they Opt for that type approach here?
Same thoughts here. I thought the landing would be from the reciprocal approach direction. I don't understand the need for a circling approach here, perhaps they were too fast for the straight-in?
I'm not a pilot but I have about 60. hrs on x-plane. This and Telluride are difficult airports. I crashed the first few attempts in my Eclipse 550 NG, but found that if I reduced speed to 100 knots (gear down and landing flaps) as I began the approach from JARGU, it works out to about -1000 fpm between the waypoints on the plate. There are a few waypoints not on the plate directly before the runway where if you dial in the runway elevation from DOYPE you get a smooth but steep descent with enough runway to slow the plane (which at this point is back up to 115 knots because of the steep descent). Just as you approach the runway you cut the autopilot. X-plane doesn't have the four white/red runway lights. If I were a pilot I would avoid this airport. Also, I'm not sure how slow you're allowed to land during peak skiing season - the private jets back up for miles.
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Nice work! Great to hear a familiar voice from AN days. Hi from sunny WA.😀
I love flying into this airport in the winter... the scenery is simply breathtaking!
Exceeding well flown approach and landing. real professionalism esp at low end of flight envelope.
For those who wonder 'why"? - read Hellyer's explanation. At minimum visibility and low ceiling, you might just break out of cloud just when you at the "missed" point and must go back up into cloud and abandon the approach. The "circling maneuver" allows you to take another shot at landing assuming you have enough visibility under the overcast to keep the airport in sight during the maneuver which as to be flown with absolute precision to avoid unpleasant outcomes, given that at one point terrain clearance is only 400'. well done.
Clicking noise is the pilot adjusting the Altitude preselect to the minima setting after passing an intermediate limiting step. To manoeuver the Global, you only need +10kts on the Vref speed. The Vref for our weight was 112 kts. The bonus of having leading edge devices.
Excellent! Thanks for posting,
Pilot Terry
Absolutely fantastic video!! Thank you!
My first reaction was why not straight in? But, after reading all the comments below, I understand. The approaches there are not easy to be sure. I've flown them many times on the simulator and it's always difficult.
Do you have to put ductape over the terrain warning systems mouth to fly that approach?
can't understand why they circled ,maybe too high ? the LOC/VOR E rwy15 is a straight in approach with check heights and a steep angle than normal but should have been no problem at 122knots. I'm an Airbus 340 pilot . interesting to see the approach though, gorgeous scenery :-)
Guys, you need to have a closer look at the chart for the LOC DME E approach and you will see why we did the circling approach. We were simulating as if we got visual at the minima which is only 2.6 nm from the end of the runway but leaves you 2383' above the threshold. I'm not sure what you're flying but you won't loose a couple of thousand feet in 2.6 miles in a Global (or an Airbus 340) and remain stable. We practiced this a number of times in the simulator before trying it in good weather. As a result of this knowledge we have been able to land a couple of times now in conditions where we wouldn't be able to get straight in. I would not recommend anybody to do this in a similar aircraft unless you also try it in a simulator first. Thanks for the positive feedback for those who enjoyed it.
Ah I see, Fair point, didn't spot that, nice job guys, stable approaches always a wise idea, we have to be stable by 1000' continuing on to 500 for speed only being unstable, candid keeps an eye on us and flags any unstable approaches straight back to the airline, have fun in your global, I'm just out of the sim yesterday think they have a global sim there at CAE burgess hill(UK) , cheers
Did I detect an Australian accent in this cockpit. Interesting approach and thanks for the extra bits of information. Must be quite "interesting" going that close to the scenery in a GLEX.
Incredible, no way could I do that any time soon.
Aspen is a very different, and challenging approach. have watched dozens of other vids of aircraft coming into this Aerodrome, and ALL of them, did the standard 'straight in', over the river and highway, and landed Rwy 15. i'm at a loss as to why a Global Express would fiddle with overflying the field, getting 'harrowingly' close to all that terrain, do a procedure turn outbound, and circle to land??? just.......huh? why is the bejesus did they Opt for that type approach here?
Same thoughts here. I thought the landing would be from the reciprocal approach direction. I don't understand the need for a circling approach here, perhaps they were too fast for the straight-in?
I'm not a pilot but I have about 60. hrs on x-plane. This and Telluride are difficult airports. I crashed the first few attempts in my Eclipse 550 NG, but found that if I reduced speed to 100 knots (gear down and landing flaps) as I began the approach from JARGU, it works out to about -1000 fpm between the waypoints on the plate. There are a few waypoints not on the plate directly before the runway where if you dial in the runway elevation from DOYPE you get a smooth but steep descent with enough runway to slow the plane (which at this point is back up to 115 knots because of the steep descent). Just as you approach the runway you cut the autopilot. X-plane doesn't have the four white/red runway lights. If I were a pilot I would avoid this airport. Also, I'm not sure how slow you're allowed to land during peak skiing season - the private jets back up for miles.
Aspen Colorado !