Ren, I’m sure you know this, but I’ll say it anyway. I reference to feeling a bit confused or behind the airplane after entering the clouds...if you have your displays all set up for IMC and are flying off the gauges for a few minutes before you go IMC, the transition is much smoother and the feeling that your gyros have tumbled and being confused is lessened. In this day and age, and with your avionics package there is nothing wrong with pushing buttons and using your advanced features of the airplane. As you have demonstrated, you just need to stay abreast of what’s going on and keep your situational awareness up to speed. Where folks get into trouble is engaging the autopilot, using the advanced features, THEN they get their priorities wrong and start doing something that is less important or a lower priority than flying the airplane while you are in an important or critical phase of flight. Love the channel! Awesome airplane! Cheers
Great video! Any time you're on a circling approach, it's VERY common for the tower to ask you to "report circling" which means they want to know when you're breaking off from the final approach segment and commencing your circling to final. This tells them when they should be looking out of the window, or monitoring the progress of your circling. This is also a great time to recall that the circling MDA only provides terrain/obstacle clearance to a relatively short distance from the field (depending on whether it uses new vs old circling mins, and also based upon the category of aircraft). Your debrief caught the fact that you read back right traffic instead of left, but you may not have caught that the tower asked you to report the circle and that you never acknowledged that instruction.
Thank you - after a day of less than great radio communications myself, I appreciate you sharing this. There's always room for improvement and that's part of the reason flying is so interesting.
Thanks again, Renny. I love your willingness to share your real experiences flying. No one's a superman. We all try to follow rules as best we can. :)'s.
Well we are all learning Tom. While the stock price on 'reality' may be at an all time low here on the ground up in the air its as real as it gets. And some days are better than others. I try not to forget that. Thanks for posting. Cheers-Ren
Great video as always. We’re all life long student pilots regardless of how many licenses and ratings we have. I learn literally every time I go up and the fact that you were open enough to share your experience that you may have not been too happy with as you debrief with yourself after the flight says a lot about you personally. My hat is off to you and this video along with your others have helped me. Thank you and please keep up the great work!
"A'int nothin' like the real thang." I actually laughed out loud fir real. As I think about starting my IFR training, just seeing that IMC in the video made my heart beat faster! Thanks for sharing and for being transparent about the mental challenges of IMC.
@@TheRenBaron SQL isn't as fun as it used to be, which @Brandan Dadoun may attest to (😉 I'm no longer based there). Moved up to Sonoma County. Fly up to STS where I'm now based! Loved your video, as always. Thank you so much for documenting and sharing you aviation adventures.
@@GregJordan Thanks. I'm glad you enjoy the videos. It's been alot of fun sharing my ride in the aviation world. I've met lots of great new friends. Cheers-Ren
Steve, another great edit. Couple of observations from a fellow “ button pusher” if i may. While taxying with the fuel pump on, always Lean the mixture brutally. Prevents spark plug fouling issues by the time you do the run-ups. Only after run-ups, go mixture rich for take-off. Use the ready ToGo status as a reminder to press the TOGA button. This will significantly improve situational awareness in pitch and roll when taking off into low cloud. When cleared for the approach without an altitude restriction, set the final approach fix altitude. Then activate the approach and select approach mode. This will set you up to intercepting the RNAV glide slope instead of barrelling through it at your last assigned altitude while you’re in the soup. ( I’ve done that a few times as i got distracted while transitioning from vmc to imc. ) love your content. Greetings from down under. VH-IXB 22-G5 Australis.
Ren, love the channel. thanks for posting, its not always easy up there and always something to learn on every flight. I always found that butter smooth coms is what separates the pros especially when the cockpit is busy.
Great video! On ATC communications … Someone in the flying club I’m a member of recently introduced our group to a podcast called Opposing Bases. Two hosts - both air traffic controllers as well as pilots - share their insight primarily through a dialogue of feedback and questions with the audience. Listeners are mostly made up of pilots, both those learning and very experienced. Makes for some really fascinating discussions and has helped my radio work immensely. Frankly, it’s the only podcast I have ever stuck with. Saw them live at Oshkosh and it was such a treat! Hope you check it out, it’s available thru any podcast app. Enjoy!
Not to introduce confusion or conflict with the advice of my colleague on radio formalities and etiquette - he is principally right - but here’s what I’ve learned over 25 years of international flying. There are times when plain old English is necessary to clarify and verify something. You technically did the right thing (in my opinion) when not reading back a clearance and, instead, asking a seemingly random question. This, to my mind, is one of the biggest challenges in aviation - getting pilots to stop, think and query something that is unexpected, unusual or out of their capability “comfort zone”. Too many of us have read back clearances we don’t understand in the hope of figuring it out on the fly or doing what we “think” the instruction asks of us with disastrous consequences. As you know, reading back a clearance constitutes acceptance of it and your legal responsibility is to comply whereas on the other hand asking for verification will elicit clarification, or sometimes a correction (controllers get things wrong too). Do not be frightened to ask for delay vectors if your setup doesn’t look right somehow. Just tell them you don’t like the picture and you’d like to be resequenced. Far from being a newbie issue this is the Gold Standard in airmanship and as we gain experience our stride lengthens and we tend get fewer and fewer surprises. I know I’ve gone a little off topic and isn’t strictly the issue you had but you can free up this all important mental bandwidth if you remember this concept which is fundamental to the aviate, navigate, communicate mantra. So, while your question to ATC may have arisen from a pinch of inexperience and a handful unfamiliarity this is precisely why you SHOULD key the mic and ask. They would rather you ask about a traffic situation than read back something you didn’t understand. As your experience level grows you’ll better target and phrase you questions. I wouldn’t beat myself up if I were you. I think your RT work is fine if not above average for your level of experience, if it wasn’t you’d be having more trouble. Plus, single-pilot IFR is the hardest flying out there - you can’t turn to the other guy/gal and ask, so your asking has to be back at the controller. Take my advice with a pinch of salt, I am not an instructor or training authority, there WILL be purists who disagree with me but I just know what works, and has worked, well for me over the years.
Thanks so much for your post. There's so much to learn about the rules of flying in the real world it's sometimes difficult to digest it all. I appreciate you taking the time to share your thoughts and experience and I'm sure other pilots here will appreciate it as well. Cheers-Ren
Ren. As someone who has flown that particular approach a couple times, I've never heard ATC use that phraseology. Usually they'll tell you to maintain 3900 until Ameby cleared approach. Since the leg between Jenny and Ameby is a bold line it's part of the approach. Great video, and I can see how that was confusing.
There's always something new or unexpected on every flight. I've been playing golf for 50 + years and its the same thing. Keeps it forever interesting. That's why I love it. Thanks for posting. Cheers-Ren
Another great video--please, please, and please leave in your minor mistakes, as they as incredibly helpful, and great opportunities to learn. Question--I missed what position the tower wanted you to report?
If you were on a random route to AMEBY (as opposed to a published segment of the approach, airway, or STAR), then the controller made a procedural error by not including an altitude to maintain until established on a published route or segment of the approach. In other words, he absolutely should've said, "cross AMEBY at or above xxxx, cleared RNAV RWY 30 approach, circle to land runway 12." Otherwise, your altitude assignment is ambiguous. Knowing this rule moving forward, you should question any clearance for an approach that does not include an altitude to maintain if you're not already established on a published route or approach segment. I can dig up the 7110.65 reference if it's helpful (FAA order on ATC). Regards, your friends at PilotEdge :)
I buddy a merry Christmas to you and your wife 🎅 the red baron brilliant flight buddy flying ifr is so dangerous you just want to get underneath the clouds so you can have a clear landing is it about 400feet before you have to go back up again phil. If you can not see the runway. Awesome pilot the red baron was your heart racing a bit. You are brilliant buddy good luck for 2022 phil. Have a brilliant festive season phil.
Well, ATC didn't give you an altitude restriction at the time he cleared you for the approach, but his last altitude restriction still applies "maintain 4000, direct AMEBY". Once you cross AMEBY and are "established" going to CUZUP, you can descend to 2000ft. Your present position direct AMEBY is not an approach segment, therefore you can't descend below the last assigned 4000ft until you are on an approach segment. "Cleared for the approach" means "if you're on an approach segment, you can fly as low as the segment will allow via the procedure plate."
On departure at 500' in the 2006 G2 I fly (NA model) I reduce FF to 20-22 gallons down from 30+. EGT and CHT never an issue. I run CHTs 340-355. Has anyone ever mentioned doing that in a Turbo model? Very nice video, thank you.
On the Continental Turbo I run it at 100% power and FF is 36-38 gallons on the initial climb which typically keeps the CHT in the 370-380 range. Once I'm at altitude I pull it back to around 75% power and FF of 16.1 ish. CHT temps drop in the 350 range then.
FWIW, don't climb on VS mode. Although modern APs have stall protection, its just the wrong mode for climbing and an invitation to trouble. The AP is going to reduce your speed to try to achieve your climb gradient, and can reduce it to very low speeds if you are at a high altitude or don't put in more throttle. Better is climb on IAS, descend on VS. This means you climb on a nice safe speed, and with practice, you can even exactly predict what angle it will climb at. For descend, stall is not an issue and VS makes sense. I have been flying with the Garmin stack for about a year now, same AP. With regards to "you are a button pusher", well, so far it is harder than hand flying, but I must admit that I don't really understand how I managed to fly IFR without an AP in the old days. Using the GFC 500 is a skill. Get it wrong and the thing is taking you to who knows where. If you get into an advanced cockpit, you have to practice until all the modes are second nature to you. If being a button pusher means you are a wuss, then it sure is hard to be a wuss.
You've definitely got to spend the time getting to know your digital avionics system or you may find it takes you somewhere you never had in mind. I started flying late in life and have only ever used Garmin glass panel gear so there was no 'transition' from steam guages for me. But its like any electronic tool you still need to spend the time learning what does what and why. I can't tell you how many hours I spent in my Cirrus on the ground with the plane hooked up to a generator going through that big, fat manual, one screen at a time. And I'm probably due for a little refresher again soon. thanks for posting. Cheers-Ren
If you fly 4 hours a day, you won't be as good as someone who flies 8 hrs a day. Bet you don't average 4 hrs a day. A pro can't ask you to be better than you can practice. If it was so easy to communicate perfectly we'd all do it.
Ren, I’m sure you know this, but I’ll say it anyway. I reference to feeling a bit confused or behind the airplane after entering the clouds...if you have your displays all set up for IMC and are flying off the gauges for a few minutes before you go IMC, the transition is much smoother and the feeling that your gyros have tumbled and being confused is lessened.
In this day and age, and with your avionics package there is nothing wrong with pushing buttons and using your advanced features of the airplane. As you have demonstrated, you just need to stay abreast of what’s going on and keep your situational awareness up to speed.
Where folks get into trouble is engaging the autopilot, using the advanced features, THEN they get their priorities wrong and start doing something that is less important or a lower priority than flying the airplane while you are in an important or critical phase of flight. Love the channel! Awesome airplane! Cheers
Thanks for posting. Cheers-Ren
Great video! Any time you're on a circling approach, it's VERY common for the tower to ask you to "report circling" which means they want to know when you're breaking off from the final approach segment and commencing your circling to final. This tells them when they should be looking out of the window, or monitoring the progress of your circling. This is also a great time to recall that the circling MDA only provides terrain/obstacle clearance to a relatively short distance from the field (depending on whether it uses new vs old circling mins, and also based upon the category of aircraft). Your debrief caught the fact that you read back right traffic instead of left, but you may not have caught that the tower asked you to report the circle and that you never acknowledged that instruction.
Thanks Coma! Cheers-Ren
Thank you - after a day of less than great radio communications myself, I appreciate you sharing this. There's always room for improvement and that's part of the reason flying is so interesting.
You're very welcome. Cheers-Ren
Thanks again, Renny. I love your willingness to share your real experiences flying. No one's a superman. We all try to follow rules as best we can. :)'s.
Well we are all learning Tom. While the stock price on 'reality' may be at an all time low here on the ground up in the air its as real as it gets. And some days are better than others. I try not to forget that. Thanks for posting. Cheers-Ren
Thank you buddy I appreciate your flights, I learn something new every time I watch you..
My pleasure Lance. Glad you could make it. Cheers-Ren
Great video as always. We’re all life long student pilots regardless of how many licenses and ratings we have. I learn literally every time I go up and the fact that you were open enough to share your experience that you may have not been too happy with as you debrief with yourself after the flight says a lot about you personally. My hat is off to you and this video along with your others have helped me. Thank you and please keep up the great work!
It's all my pleasure Fahali. Thanks for watching and posting. Cheers-Ren
"A'int nothin' like the real thang." I actually laughed out loud fir real. As I think about starting my IFR training, just seeing that IMC in the video made my heart beat faster! Thanks for sharing and for being transparent about the mental challenges of IMC.
Good luck on your IFR training Russ and thanks for posting. Cheers-Ren
San Carlos Airport is my home airport! Love the video!
SQL is a fun airport. Thanks for posting. Cheers-Ren
@@TheRenBaron SQL isn't as fun as it used to be, which @Brandan Dadoun may attest to (😉 I'm no longer based there). Moved up to Sonoma County. Fly up to STS where I'm now based! Loved your video, as always. Thank you so much for documenting and sharing you aviation adventures.
@@GregJordan Thanks. I'm glad you enjoy the videos. It's been alot of fun sharing my ride in the aviation world. I've met lots of great new friends. Cheers-Ren
What a great flight! I appreciate your willingness to share your challenges and how you continue to grow. It is more encouraging than you know. -Shane
Thanks for the kind words Shane T! Encouragement goes in both directions. Cheers-Ren
Steve, another great edit. Couple of observations from a fellow “ button pusher” if i may. While taxying with the fuel pump on, always Lean the mixture brutally. Prevents spark plug fouling issues by the time you do the run-ups. Only after run-ups, go mixture rich for take-off. Use the ready ToGo status as a reminder to press the TOGA button. This will significantly improve situational awareness in pitch and roll when taking off into low cloud. When cleared for the approach without an altitude restriction, set the final approach fix altitude. Then activate the approach and select approach mode. This will set you up to intercepting the RNAV glide slope instead of barrelling through it at your last assigned altitude while you’re in the soup. ( I’ve done that a few times as i got distracted while transitioning from vmc to imc. ) love your content. Greetings from down under. VH-IXB 22-G5 Australis.
Thanks for the kind words and tips. Cheers-Ren
Hey, I’m finally home to watch you live
Ren, love the channel. thanks for posting, its not always easy up there and always something to learn on every flight. I always found that butter smooth coms is what separates the pros especially when the cockpit is busy.
I concur!! Cheers-Ren
Thanks again Ren for an excellent video.....always lessons to learn on every flight....
My pleasure! Cheeers-Ren
Great video! On ATC communications … Someone in the flying club I’m a member of recently introduced our group to a podcast called Opposing Bases. Two hosts - both air traffic controllers as well as pilots - share their insight primarily through a dialogue of feedback and questions with the audience. Listeners are mostly made up of pilots, both those learning and very experienced. Makes for some really fascinating discussions and has helped my radio work immensely. Frankly, it’s the only podcast I have ever stuck with. Saw them live at Oshkosh and it was such a treat! Hope you check it out, it’s available thru any podcast app. Enjoy!
Excellent! Subscribed.
Thanks for the tip Sam. I'll check it out. Cheers-Ren
Thanks for the video. I've got my instrument checkride in a few weeks, this was helpful.
Glad it was helpful! Cheers-Ren
Not to introduce confusion or conflict with the advice of my colleague on radio formalities and etiquette - he is principally right - but here’s what I’ve learned over 25 years of international flying.
There are times when plain old English is necessary to clarify and verify something. You technically did the right thing (in my opinion) when not reading back a clearance and, instead, asking a seemingly random question. This, to my mind, is one of the biggest challenges in aviation - getting pilots to stop, think and query something that is unexpected, unusual or out of their capability “comfort zone”. Too many of us have read back clearances we don’t understand in the hope of figuring it out on the fly or doing what we “think” the instruction asks of us with disastrous consequences. As you know, reading back a clearance constitutes acceptance of it and your legal responsibility is to comply whereas on the other hand asking for verification will elicit clarification, or sometimes a correction (controllers get things wrong too). Do not be frightened to ask for delay vectors if your setup doesn’t look right somehow. Just tell them you don’t like the picture and you’d like to be resequenced. Far from being a newbie issue this is the Gold Standard in airmanship and as we gain experience our stride lengthens and we tend get fewer and fewer surprises.
I know I’ve gone a little off topic and isn’t strictly the issue you had but you can free up this all important mental bandwidth if you remember this concept which is fundamental to the aviate, navigate, communicate mantra.
So, while your question to ATC may have arisen from a pinch of inexperience and a handful unfamiliarity this is precisely why you SHOULD key the mic and ask. They would rather you ask about a traffic situation than read back something you didn’t understand. As your experience level grows you’ll better target and phrase you questions. I wouldn’t beat myself up if I were you. I think your RT work is fine if not above average for your level of experience, if it wasn’t you’d be having more trouble. Plus, single-pilot IFR is the hardest flying out there - you can’t turn to the other guy/gal and ask, so your asking has to be back at the controller. Take my advice with a pinch of salt, I am not an instructor or training authority, there WILL be purists who disagree with me but I just know what works, and has worked, well for me over the years.
Thanks so much for your post. There's so much to learn about the rules of flying in the real world it's sometimes difficult to digest it all. I appreciate you taking the time to share your thoughts and experience and I'm sure other pilots here will appreciate it as well. Cheers-Ren
Ren. As someone who has flown that particular approach a couple times, I've never heard ATC use that phraseology. Usually they'll tell you to maintain 3900 until Ameby cleared approach. Since the leg between Jenny and Ameby is a bold line it's part of the approach. Great video, and I can see how that was confusing.
There's always something new or unexpected on every flight. I've been playing golf for 50 + years and its the same thing. Keeps it forever interesting. That's why I love it. Thanks for posting. Cheers-Ren
Never hurts to ask if you’re not sure.
Indeed.
Another great video--please, please, and please leave in your minor mistakes, as they as incredibly helpful, and great opportunities to learn. Question--I missed what position the tower wanted you to report?
She wanted me to report when I entered the circle to land...basically when I was in the downwind for Runway 12.
If you were on a random route to AMEBY (as opposed to a published segment of the approach, airway, or STAR), then the controller made a procedural error by not including an altitude to maintain until established on a published route or segment of the approach. In other words, he absolutely should've said, "cross AMEBY at or above xxxx, cleared RNAV RWY 30 approach, circle to land runway 12." Otherwise, your altitude assignment is ambiguous. Knowing this rule moving forward, you should question any clearance for an approach that does not include an altitude to maintain if you're not already established on a published route or approach segment. I can dig up the 7110.65 reference if it's helpful (FAA order on ATC). Regards, your friends at PilotEdge :)
Great video. Thank you.
Glad you liked it! Cheers-Ren
I buddy a merry Christmas to you and your wife 🎅 the red baron brilliant flight buddy flying ifr is so dangerous you just want to get underneath the clouds so you can have a clear landing is it about 400feet before you have to go back up again phil. If you can not see the runway. Awesome pilot the red baron was your heart racing a bit. You are brilliant buddy good luck for 2022 phil. Have a brilliant festive season phil.
Merry Xmas to you as well Philip! Cheers-Ren
Well, ATC didn't give you an altitude restriction at the time he cleared you for the approach, but his last altitude restriction still applies "maintain 4000, direct AMEBY". Once you cross AMEBY and are "established" going to CUZUP, you can descend to 2000ft.
Your present position direct AMEBY is not an approach segment, therefore you can't descend below the last assigned 4000ft until you are on an approach segment. "Cleared for the approach" means "if you're on an approach segment, you can fly as low as the segment will allow via the procedure plate."
Thanks Trevor for clarifying that. Much appreciated. Thanks for posting. Cheers-Ren
Steve, I like the simplicity of your Data Card...did you create it? I'd like to get my hands on it if possible?
I did create the 'data card'. Its a simple Google Sheet. If you send me an email at renmanmb@gmail.com I'll send you a copy. Cheers-Ren
Fabulous channel, Ren, always learning a lot. Am beginner IFR. Question : which IPad holder/suction-system do you use ?
I use a Ram Mount EZ-Roller for my Ipad Mini 4. Cheers-Ren
On departure at 500' in the 2006 G2 I fly (NA model) I reduce FF to 20-22 gallons down from 30+. EGT and CHT never an issue. I run CHTs 340-355. Has anyone ever mentioned doing that in a Turbo model? Very nice video, thank you.
On the Continental Turbo I run it at 100% power and FF is 36-38 gallons on the initial climb which typically keeps the CHT in the 370-380 range. Once I'm at altitude I pull it back to around 75% power and FF of 16.1 ish. CHT temps drop in the 350 range then.
Another nice video, Ren. How are you getting the weather on your iPad in flight?
Heh JP. At 10K and lower I can still get a cell signal in that area.
@@TheRenBaron got it. Thank you. I hope all is well!
@@jphayes786 Things are good. I've actually been playing some good golf lately as well. Happy Holidays to you. Cheers-Ren
Thanks again, I am inspired by your videos.
Thanks Bill. Cheers-Ren
yeeee!
FWIW, don't climb on VS mode. Although modern APs have stall protection, its just the wrong mode for climbing and an invitation to trouble. The AP is going to reduce your speed to try to achieve your climb gradient, and can reduce it to very low speeds if you are at a high altitude or don't put in more throttle. Better is climb on IAS, descend on VS. This means you climb on a nice safe speed, and with practice, you can even exactly predict what angle it will climb at. For descend, stall is not an issue and VS makes sense.
I have been flying with the Garmin stack for about a year now, same AP. With regards to "you are a button pusher", well, so far it is harder than hand flying, but I must admit that I don't really understand how I managed to fly IFR without an AP in the old days. Using the GFC 500 is a skill. Get it wrong and the thing is taking you to who knows where. If you get into an advanced cockpit, you have to practice until all the modes are second nature to you. If being a button pusher means you are a wuss, then it sure is hard to be a wuss.
You've definitely got to spend the time getting to know your digital avionics system or you may find it takes you somewhere you never had in mind. I started flying late in life and have only ever used Garmin glass panel gear so there was no 'transition' from steam guages for me. But its like any electronic tool you still need to spend the time learning what does what and why. I can't tell you how many hours I spent in my Cirrus on the ground with the plane hooked up to a generator going through that big, fat manual, one screen at a time. And I'm probably due for a little refresher again soon. thanks for posting. Cheers-Ren
Seems like Bose headphones are required on Cirrus airplanes...
I was a Bose fan long before I got in a cockpit. They make great headphones no matter what you are listening to or where!
If you fly 4 hours a day, you won't be as good as someone who flies 8 hrs a day. Bet you don't average 4 hrs a day. A pro can't ask you to be better than you can practice. If it was so easy to communicate perfectly we'd all do it.
Ahh thanks. Cheers-Ren
Wow, that scene transition is super annoying.
Are you volunteering to be my editor Scott? I could use the help no doubt. Cheers-Ren