This channel is dedicated to documenting the flying of my 2016 Czech Sport Aircraft Sportcruiser. I am based out of Falcon Field (KFFZ) in Mesa, Arizona, USA. Let me know if you have any questions concerning the Sportcruiser.
You were definitely the “Someone else” he was talking about in that conversation. The guy in the Cessna diverted into other traffic is what I heard anyway. Looking back at the screen, I see the Cessna would have been by you had he stayed on his course. I’m guessing this is what ATC had in mind. He actually turned into you then for some strange reason. You turned away from the path he had been going, which was logical, yet he again was turning into you. I have no clue what he was thinking because based on what his box should have been showing him, he should have turned left not right.
Im planning on flying into there in a few days, I was planning on parking at Atlantic but does the restaurant have parking? If so what is their landing fees (etc)? I'm also a light sport so any information would be helpful. Thanks!
Parking is a little to the right of the restaurant. Parking was available the two times I flew in there. I think they mention a landing fee on the gate, but I have never paid. I think it's just for the bigger guys. Just another plus for us LSA guys...😀
@@sportaviation2401 I think that is the case, I called them today and they said there’s no landing fee for light sport. And I did find the parking thank you.
You need a sentry for ADSB and use both. Dynon and sentry, no optional!. One traffic just disappeared from the screen. No relay only in one source !!! I bet it has not been the first time a plane disappear from the hdx. (Maybe you are using the old ADSB?) Wait for atc? Never… for course, using good decision making. Atc had put me face to face few times with other planes and you are the pic, flying VFR, flying 4000. separation is your responsibility. And.. yes.. he was talking about it you… 😢. Thanks a lot for sharing. Always learning
I do believe your videos are getting exponentially better😆"Just trying to keep that pilot from killing himself and somebody else" 🤣(that definitely wasn't you). These guys sound just like the commercial airliner traffic controllers(ya a little grumpy) but I could listen to this all day.
He was definitely talking to the cessna. On your screen it showed him dropping altitude and the controller asked him why he dove into traffic "you". Great video.
Should have wave at 26.9 min right over my house at lake mathews😊 At Banning pass you said 170, I’ve come West bound and had cars on the freeway going faster than 😂.
Bingo...E to W whole different story. I did the E to W flight once with a 20 kt headwind..."once" being the key word...never again in my little light sport...😀. I'll rock my wings over your house next time...😀
Arizona Flight Training in Glendale I hear is good. They used to have a few Sportcruiser, but they might have gotten out of the LS biz. I'll let you know if I hear of anyone else.
I don’t think you did anything *wrong* but probably a good depiction of a situation where specific language and stating intentions could go a long way- on both your side and the controller’s. Definitely interested to see others’ comments and glad you’ve posted for this discussion.
Yeah, even though ATC is absolutely amazing (don't know how they do it) and I don't like to deviate from my heading without approval, sometimes I get mildly concerned when I see that guy on my Dynon coming straight at me. In this case it got interesting because I had him on my screen, but no visual and was waiting for Approach to vector one of us. It's amazing how many new things I learn after almost every flight.
I agree with @haimehhh no clear issues or poor judgement. A good example of a specific request that doesn't require too much brain power is "Center/Approach, N123GB request 30 deg left for traffic" then he can tell you yes or no and everyone has something specific to expect
Maybe, but I'm still not sure...he initially chewed the other guy out. I'll be interested to see what the final vote on here is...😀900 hours, just have a sport pilot license.
I used to fly out of FFZ through CAE and we had agreements with tower to have standard entry and exit procedures. Flying out of there is something I don’t think any class D airport sees in its lifetime.
Ive watched sone of your videos.. and i couldnt help but laugh with the "rich guy" comments...so i worked for many years there st the SDL airport on two different medical teams...and each team had anywhere from 5 to 8 aircrafts each. I myself worked on a Lear 35 and 37...but there are around 7 medical teams thers alone...so many of them are medical. The rest are like you said..rich executives...celebrities...and a TON of professional athletes. I'm not a pilot..I was part of the medical crew, but learn 37s are like porches in the sky...fun as hell. Our pilots were awesome..
Thank you for the positive feedback, especially from someone whom I am obviously not related to and whom I have never met before...🙄 I appreciate your unbiased and unsolicited comment....😀😀😀
Love the videos! I live in Gilbert and attend flight school in Scottsdale. I have my PPL and am working on my instrument rating. Let me know if you ever want an additional pilot to come along with you on your flights around the valley. I am 51 and looking to meet like minded people who love flying. Have a great day!
I think this is your best video yet. It really does seem like we're up there with you. Being a non-plot if I could just put in one suggestion. Could you do a video where you just fly the airplane and just let us listen to the ATC the whole time? It really is the best part. Seriously. 🤣
Great video. Just an FYI - Starting around 2:55 and for the next 30-40 secs, it appears you are just barely above the clouds and not far from them. Remember the VFR cloud clearance requirements, even Class G, above 1200 AGL: 500 ft below, 1000 ft above, and 2000 ft horizontal.
Your video storytelling is improving greatly making it feel like we are in the right seat with you. I appreciated you "coaching up" other pilots on the safety protocols while in the pattern. The references to the FAR/AIM were helpful. Two questions: How does the Sport Cruiser perform in turbulence on the hotter days in Phoenix? What is your approach to the engine cooling temps issue on the hotter days since it is a concern at only 75 deg. OAT? Looking forward to your next video. All the best to you.
Good questions. Never have had a big problem with turbulence here in the Phoenix area. With clouds you get some uneven heating thermals, but it's usually so damn sunny here it's usually not a problem. I have never been in turbulence in the Sportcruiser where I have felt unsafe. Anything above 80 deg I try get in the air as quick as possible. On one occasion I was behind 5 student planes waiting to takeoff. I do little things like try and get the prop wash from the plane in front me; angle it into the wind as much as possible, etc. Some people have suggested keeping the rpms up, but that really doesn't work for me. There is a cowling modification that I might do in the future. Let me know if you have any other questions. Geoff
I'm a "clear of the active" guy but I'll try to do better. I am not a fan of the "tear drop entry" and if recall, I always hear "do not fly over infield or east of the field" on Buckeye's AWOS. I think we chatted 2 years ago after you landed at the Buckeye Air Fair. Keep the vids coming and try to get the sync sorted.
I went on a little rant there...my bad....😀. That Watsonville mid-air crash made me sick to my stomach. All because of a fast straight-in and lack of situational awareness. Would have all been avoided if the Cessna 340 had done a conventional entry into the pattern. Sacrificing safety for getting on the ground a few seconds faster and saving a few ounces of gas. I don't have a problem with tear drops as long as there're done far enough away from the pattern. Staying 1000 ft. above pattern has always kept me out of the way. I didn't see anything in the airport directory about over -lying the field, but I'll make to sure to listen to the AWOS a little closer next time; thanks for the heads up. "A good pilot is always learning"...😀
Not familiar with that airport but, as the safety is a concern, that wasn't a teardrop. It was a 270 and is a bit scary. Straight in always are bad. N5750K should have planned for that and it was just flying around out of KDVT. Checking it's flights, that plane loves the stringins! 🙄. Keep your eyes open!
@@loveplanes I am a firm believer in the entry documented here when approaching from the opposite side of the downwind leg: fly8ma.com/topic/traffic-pattern/#:~:text=After%20crossing%20over%20midfield%20and,angle%20and%20at%20pattern%20altitude. I know every airport is different (noise abatement procedures, etc.) but, depending on how much traffic is in the pattern, I like to push about a mile out before I start the 270 degree turn back into the pattern. Keeps spacing and gives you that birds eye view of where other traffic is, windsock, etc..
@@sportaviation2401i like the teardrops and that is why I do when I need it. I don't like turning direct into downwind. Is hard to say but, as I like your videos, I follow the flights and as I'm not in your area, I check the plates, adsb, etc. and, while doing that and comparing with the video, I see a left 270 but no a teardrop. The last part of a teardrop is a 45 (I like a long 45) at TP for downwind as is shown in the first image on that link. By the way, the noise could be that you have some volume for the nav. Thanks for sharing!
Pet peeve? Like the pilots who announce they are clear of the runway they just landed on and the hold short line is still clearly 50 feet in front of them?
Actually 37.7 feet and 3 seconds considering tail camera sync. Have you tried to sync a tail camera? Also, didn’t know how close that guy doing the straight in was behind me. Some pilots thank me for saying anything at all. Of course, you’re right, he could have skidded 100 feet off the runway and hit me.
@@A-Wreck After spending a week, splicing, syncing and editing this video, I knew someone would catch that I started to announce “Clear” before crossing the hold short line. I guess that’s what l deserve for going on a rant…😀. The joys of social media….😀
Is it possible that the reason the jets are getting priority is that they are on IFR flight plans, which require the controller to maintain enough separation between aircraft to maintain safety in IMC (even if the weather is VMC)? I suspect that if you were on an IFR flight plan, your priority would be equivalent to theirs.
Curious why you continued the flight for so long before deciding to return to the field and communicating that? Or is that a product of the editing? At 11.X volts, that's a clear alternator failure. Some avionics will start to get funky with anything less than 12 volts, and with full electrical load and an older battery you can discharge your battery pretty quickly, which will eventually result in loss of comms. With an alert and volts under 12 I would have made the decision to return right away before anything else can stack up.
Considering I was still in the Delta, I don't think this qualified as an "emergency". Dynon has a 1 hour backup battery, airplane will keep flying, I was still in the Delta, new battery, had the issue before with my other Sportcruiser, was on the ground in about 5 minutes, carry a handheld radio with me..I could go on. Just wouldn't have had a battery if I had continued flight to Buckeye. Further from an airport, I would have turned off all non-essential electronics and landed. Due to prior generator message, I actually had charger with me. Would have found an outlet, charged the battery and flown back to Falcon.
Nice job, sorry you missed the air show, the night show was spectacular. Story time, my brother and I flew into Falcon Field years ago in a C172 returning from Page, AZ after a quick work trip. The battery was not holding a charge but the alternator was keeping the electronics online. Was getting dark when we were arriving at Falcon and everything would go dark at idle so we had to land a bit fast with some power to keep the lights and radio on. It ended fine but sure gets the heart pumping!
Yeah, you know the airplane isn't going to fall out of the sky, but whenever that engine monitor alert goes off, it does raise the pulse a little. Do a little troubleshooting, turn off all unnecessary electronics an get it on the ground. Let me know if there is something you might want to see in the next one.
@@sportaviation2401 So far I'm enjoying your journey to visit all the airports in the valley. It is particularly interesting to me as I live here as well. That is a sexy airplane, how about a video tour, walk around of your airplane? A little "show and tell". I didn't see one on the channel yet.
Assuming you have a Rotax, do you feel comfortable in being able to find someone to diagnose and service it, including electronics, etc. In this case, you were able to diagnose it yourself. "Every" FBO is familiar with Lycoming, etc., but not so much Rotax, so just curious. Glad you could readily diagnose and fix it for short money. P.S. Your frequent cut-ins to the instrument panel are very helpful and informative in following your flight. As always, all the best.
It helped that I had the same issue with my first Sportcruiser and that I was so close to the airport. If I had been further away, I would have started shutting down all unnecessary electronics. No sweat...😀
Very entertaining. Thanks for the ride-along! Video editing is fantastic and I really appreciate your references to the Dynon during the flight. It makes the flight all the more interesting. All the best to you.
Cool man thanks! This Sportcruiser guy appreciates the hard work it takes to produce the video. Nice shirt too! How does one purchase one or did they throw it in with your sweet SC?
