It really is amazing how much we take for granted as passengers in commercial airplanes. There is so much communication and coordination that goes on, and passengers typically have no clue.
For all the non-pilots watching an aircraft pass by at that range safely is an amazing thing, knowing ATC knows exactly where they are and you are....its difficult even in VRF flight to spot other aircraft. ADS-B has been amazing in making it that much easier. Fly safe brother. Thanks for sharing!
So I’ve been watching your videos for a couple of weeks and I just realized that you taught me how to fly back in 2011… I’ve been watching EC135 videos for a possible new job. Good seeing ya.
Michael been following you for years, really enjoyed this one. Thank you for the time you spend to share these, I too never stop learning… Richard Ehrenberg
No lie I dream of being a pilot but could never afford the cost.... I would have a blast just riding around in that helicopter all day. This is the most enjoyable substitute for now tho!
Hey Michael! 124 hours R44/R22 pilot here currently doing ATPL theory exams in the UK! I love your videos! Would you mind explaining a little about the CRAFT acronym on your knee board? I've never come across this before and it looks like something that could be really useful! Thanks! :)
Craft. C, where you are cleared to R, what route using gps waypoints, vor, etc you are cleared for A, initial and expected altitude to fly F, frequency to contact atc on for your initial contact after leaving an airport. T, transponder squawk code If it an unrolled airport you would call most likely via phone and get this info. Lots of this can change after establishing contact with atc but it gets you started on an approved and safe flight path.
Whether it be from your instructor or ATC, if you don't understand something ask. Depending on your area might recommend going out at night for 2 reasons. (1) Possibly less busy at some of the controlled airfields (2) Especially for helicopter, getting night time is very important for getting into medevac work. Not sure about the airplane requirements from employers.
Always use checklists, and don't feel rushed while you're going through them. Take your time with each step, IFR flying IS slow in that setting everything up just takes a good while. Try to use paper charts and your aircraft instruments during training and avoid any ipad stuff.
I will forever kick myself for getting my fixed wing licenses and not my rotor wing licenses! I always loved watching the EMS helicopters with my dad who was a fire captain.. I should have gone to helicopter school.
Great videos, very cool to see your POV. As a controller that works airspace just to your north (in this vid) I am curious about one thing. I would also send you direct CAKOM if I was working that RNAV approach, but I would do it with the expectation that you do not HAVE to do the full Hold in Lieu of proc. turn there... Since you were coming from the East, and CAKOM is far enough away from the airport to satisfy a couple ATC requirements, we would almost always try to give you the shortest flight route possible. Is there something else on your end that would have required you to make that full turn? On the plate, we read that as simply the missed approach holding point, or if you were coming from the west and had to do a full course reversal (which most times we would vector you to avoid). Anyway, thanks for uploading!
Per the AIM 5 − 4 − 9. Procedure Turn and Hold − in − lieu of Procedure Turn a. A procedure turn is the maneuver prescribed when it is necessary to reverse direction to establish the aircraft inbound on an intermediate or final approach course. The procedure turn or hold−in−lieu−of−PT is a required maneuver when it is depicted on the approach chart, unless cleared by ATC for a straight−in approach. Additionally, the procedure turn or hold−in−lieu−of−PT is not permitted when the symbol “No PT” is depicted on the initial segment being used, when a RADAR VECTOR to the final approach course is provided, or when conducting a timed approach from a holding fix. Pilots need to hear "cleared straight in" when not being vectored. Direct to a fix on the approach is not a vector, so he would need to hear "cleared straight in" to avoid the PT. Controllers don't aways remember those three words so Michael did the right thing to ask to not do it.
There shouldn't be anything keeping him from going direct to CAKOM then straight-in on the approach. I see where this is confusing though. I like to hear the controller say "cleared straight-in xxx approach" when i'm in this situation. That way I know we're on the same page.
@@Pilotwisco Just food for thought... even if the the controller plans to "clear straight in" (which is very common at my facility) they will very often still precede the approach clearance with "cleared direct (fix)" which sets the aircraft up accordingly. For example, say the aircraft is still 5, 10, 20, minutes away... If we can give the shortcut, we will, but it may be far too early to give the approach clearance. The "cleared straight in" phraseology is reserved for the transmission in which the actual approach clearance is being issued. Again, just food for thought. Always good to get both sides on the same page. Some controllers often say "cleared direct (fix) expect the straight in" but obviously don't give the clearance then and there due to traffic, terrain, etc... Thanks for the input!
@@Fjord29 That sounds like you all do a great job about checking those boxes! Ive had many many controllers forget. Thanks for the reply.I would love if they gave more "expect the straight in" around here for programming purposes. Thanks for the reply!
Looks like I am late to respond. Had a flight yesterday :). From what I understand and from other IFR pilots I have talked with that unless it says No PT or when you are vectored for straight-in approach / vector to final than you must perform. Here is a question.....If you are cleared CAKUM, since not being vectored, can you still be cleared in for straight in approach? It might be a technicality but if just curious per the response below that quotes the AIM 5-4-9. Always learning and value your response and others to bring clarity. Thanks
I want to fly so bad! I have a full flight sim for fixed wing (Honeycomb yoke and bravo throttle quad 800$ setup with ruddle controls) but for a true helicopter kit its like 1500-1700 dollars! I'm not sure what I want to fly. fixed or rotor... great videos! Definitely subscribed!
I had to do all my ifr training with no auto pilot and it was 3 approaches in a 26 mile stretch that looks easy auto pilot strait and level I would be spoiled rotten 😂
I'm a current IFR rated pilot and just went flying the other day with a guy who is rated but has not flown in a while so I went with just as a back up while he did some VOR approaches. The cloud layer was low so we were in and out of clouds while doing the approaches however, I dropped my pen near my feet and as I searched for the pen it got bumpy. When I found my pen I raised my head and all of a sudden I didn't see anything as we were in the clouds and something happened to me that over 25 years of flying I got spatial disorientation. I have over 2200 hours of IFR time and this was the first time I actually freaked out. I have flown MU-2 and Beech 18 (cargo for Chrysler) into Vancouver when it was solid IFR to minimums RVR and this one time it surprised me
Hi Michael, fantastique live video. I have a technical question: this great (french ;-) ) helicopter has 2 free turbine engines, but there are, apparently, both linked to the rotor without any clutch. So, when the first engine is running, the rotor is spinning. Does it mean that the second free turbine is already spinning ? Does it have any impact on the startup sequence ? Thanks for your answer.
What an awesome video! Making me want to get some more IFR time as a fellow helicopter pilot. if you ever hear the Musel call sign in the DMV, give us a shout!
I really appreciate your videos. I miss flying helos terribly. I jumped ship to fly UAVs after getting just shy of 800 hours because I needed money and insurance(family to support). Haven't flown if about 2 years. This helps me escape back to that world. About 6 months ago I hired on to CSX railroad, since the drone buisness collapsed. We're in the same area, I run trains from Richmond to DC and then we run either to Baltimore, Cumberland or Brunswick.
@@michaelmiller85 mostly boring these days. They're largely run by a sort of auto pilot called Trip Optomizer. Engineer is only there for automation failure
@@michaelmiller85 either no one will have jobs and things will be extraordinarily different or it won't go so fast. If things go so far as to have robots doing everything, everyone will be out of a job you know what I mean?. I flew MQ-1s for 4 years and that gave me the impression things are further out than anything. They're pretty underwhelming, really just a honeywell autopilot with a computer. AI has potential, but it needs oversite because it's not really intelligent, just a chart of probablities that lets it mimick human output.
Last airplane training was in the Just Aircraft superSTOL. That was back in 2018. Long-term plan is to get my CFI airplane. If/when we return to the Philippines I will continue to get training but hard to justify at the moment. Trying to pay our house off first.
So for ifr we only fly whole thousands. 4000 5000 6000 etc. Without looking at the whole video I believe I was in a descent, stating my present altitude of 4800 going to 4,000
Aww. I would have loved to seen the landing. I really like your content. You have a really good "Captain's Voice" and camera set up. I dont know how difficult it would be, but if you have a 360° camera it would be an awesome ride in VR from the skid. Please keep posting! Even "boring" flying is awesome for the earthbound.
Could you add your input on what might be expected for the RNAV GPS-A into Front Royal? What is Potomac expecting when cleared to CAKUM? to make a straight in approach or to perform the procedure turn?
Big buildup to nothing. Couldn't see the ASA plane at all. Looking ar the screen is useless because none of the instruments can be read. Good example of radio interactions.
Because this pilot's not old enough to remember what an actual clear sky looks like he calls out a Beautiful day with a white hazy looking cast of aluminum oxides filth in the air with skys more white than blue . I remember when we had real clear skys with deep cobalt blue skys
Wow their is so much stuff to do. I love aviation I just wish I could do it. But unfortunately I can't because of some a.d.d. and other learning disabilities. Math skills are non existing for me and under pressure my mind just shuts down and I'm in this constant loop of indecision.
