Two things: you're reading altitudes wrong and also you're doing de-icing wrong. On "goodrich" planes (pneumatic l-e wings) you let the first layer of ice to accumulate, and then activate de-icing. When pneumatics inflate, they braeak l-e ice and the ice on the wings. With hot air blowers you just start de-icing the soonest you can. TBM has that first kind of deicing tech.
Yeah, I commented and then deleted it as I realised that he slipped up. That was the only thing in the video that was clear to me to be honest as he lost me at "Hello"
Great video, as always. Love the way you use simple rule of thumb across all your videos. Just a quick point for those wondering why the descent was too fast at the start of the approach. In the first part (JARGU onwards) the vertical profile has a 3 degree glide slope, so the VS should have been around 600fpm (half speed + a zero), it’s only then towards the end (at DOYPE) that it goes down to a ~6 degree glide slope - so from there you would dial in a VS of around 1200fpm (speed + a zero). Of course it didn’t really matter as was monitored and corrected beautifully. Thanks again for the wonderful videos.
You mention this approach requires additional training. How would you know that? Is it documented in the approach plate somewhere? Is it just certain types? Love your videos.
I know you've shown something with DME Arcs already. But now during all the approaches: Can you do an approach with DME arc? I think there are some nice ones in the Alps where you decent in steps while being in the arc. Then you leave the arc to align with ILS or something
What i don't understand is that there's a RNAV approach for this airport and RNAV gives a glide path. So what gives? Whats worse is that it doesn't even line you up. An explanation would be appreciated. Thank you
I was kinda wondering that too. That way the AP will just take you to minimums. It can’t be a problem of constantly adjusting the altitudes because he was constantly fixing the VS on the way down
Aysar Aburrub Traffic patterns are essentially for VFR flights only. The (instrument) approaches are for IFR, although in good visibility a pilot may choose to do the last bit of the approach and the landing visually.
