An almost "real time" flight from Washington Dulles KIAD to Baltimore KBWI in a Citation V business jet. Follow us in the cockpit during the taxi, take off and landing. ATC is recorded.
Watching your videos really helps me to understand the radio work that scares the bejesus out of me. I keep coming back to re-watch for your workflow ethic. I can't thank you enough for taking the time to share this with everybody. Feel free to make them all real-time - love having a sense of the reality in the cockpit. Will be moving from armchair to actual pilot in 2014. You've been invaluable. Thanks again - Stay safe.
I love all your videos! You're living my dreams and it's a pleasure to be able to not only fly along, but learn more about aviation as well! Your CRM is great as well! I live in MD and have piloted into 33R a long time ago in a 172. This brought back some great memories!
Thank you very much, John. I admire the work of the CAP, especially what you guys do to bring our youth closer to aviation. Keep up the good work! Happy Landings, Guido
Thank you very much! More videos are in the works. It is a bit time consuming, but I will do that as long as the flying community likes these videos. Happy Landings, Guido
Thank you! It is not possible (because of the light difference) to film cockpit and outside at the same time with one camera. So I decided to focus on cockpit, which is more interesting for the pilots. And there is no music as well, I find this distracting. Thanks for watching my videos & happy landings, Guido
Yes! That was literally me working your final approach into BWI. A buddy of mine came across this and shared it with me. Great perspective from your point of view.
FANTASTIC video. Do you ever have any ATC controllers comment on your videos? and do they realize how busy it can get in the cockpit on the taxi, departure, and climb out.? Please keep sharing the flights, we really appreciate them.
Thank you Dave! In fact, I had several ATC controllers commenting on the videos. Both "sides", ATC and pilots get busy at times and need to work well together. Thanks for watching my videos & happy landings, Guido
This is a complex question. It depends... On some departure procedures, it is exactly stated at which altitude a turn has to be initiated. It is about obstacle clearance - all is designed to fly in the clouds without visibility. On some airports also noise is an issue and turns are delayed. Traffic on other runways may also play a factor. If nothing is stated the general rule is 400ft AGL before the turn. Happy Landings, Guido
Thanks! The other pilot - Captain MIke Bullard - is also a captain on the aircraft. A highly professional pilot and a pleasure to work with. Flying is team work. Happy Landings, Guido
Hello GW, I was a former student pilot at Comair Aviation Academy, training out of KTMB. Watched a sad youtube video as to why AF 447 crashed from GIG to CDG. If they had your CRM teamwork, I believe the airbus330 wouldn't have flat spun into the Atlantic killing over 200 souls. Thanks for being a safe, and professional aviator.
You are absolutely correct! It is all about crew / teamwork in the cockpit. This does not come natural and need to be learned and "lived". Thanks for watching my videos & happy landings, Guido PS: although I understand and respect the anonymity of the web, I would appreciate if you could write your comment with your clear name - it's just more personal. Thank you!
If the autopilot is engaged with the correct mode (altitude capture), the aircraft will level off at an altitude that is selected in the red LCD screen. Happy Landings, Guido
that was a very busy little flight! was it a ferry or pax onboard? as a student pilot with an incredible CFI and as a recently minted IFR rated PP-ASEL i would fly into and out of KDCA at times going up and down the east coast -- pre-9/11 of course. AMAZING training and experience for me. we never did get to fly into KBWI. guido, your vids are great, keep them up please. very thorough and very disciplined flying, the kind i like. cheers.
M Becker Thank you very much! First of all congrats on your on your IFR rating! You will certainly see - if you use your ticket as much as possible - that everything is much easier than you thought. During training it appeals very theoretical and difficult but once you start using all you learned it opens up. All the best for your future flying. Please stay in touch and report to me and other aviators about your experience with new the instrument rating. Happy Landings Guido
again a very nice video,just one question Before asking for taxi instructions nd landing clearence we say that we are with information a,b or anything.my i please know what does this mean. thanks.!
Thanks Martin. I have an adapter for the headset plug ins. So all what I hear in my headset is taped by the camera. Disadvantage: you do not hear a lot of ambient noise. Send me an email and I send you a photo of the adapter. Thanks for watching my videos. Happy Landings & viele Gruesse aus USA, Guido
Is is just like a normal thing for a lot of private gets to test the reversers a lot? I am always taxiing behind Citations and always see this and noticed you guys do it too. Nice video BTW
Thanks Alex! What a shame that we know so little about each other. I know all NY controllers by their voice (and sure they know me because of my German accent...) I am the guy in the left seat talking strange.... But I have never met one personally and see how they work. It's still on my bucket list to visit ATC. How does this work? Is this possible at all? Thanks for your great service & Happy Landings, Guido
Wenn Du Dir das Taxi Diagramm von KIAD besorgst siehst Du, dass der airport durch ein ramp getrennt ist, wo die ganzen airliner andocken. Das macht ein anderer Controller "ramp" der auch nich die push backs etc co-ordinieren muss. Deshalb der frequency change. Auch gibt es auch der West und Ostseite des airports verschiedene GND controller. Der airports ist einfach zu gross.
Na wenn ich das richtig verstanden habe soltet ihr bei A1 und A5 halten und habt da jeweils die Frequenz gewechselt. Hold short A1 heißt aber man muß stehen bleiben und auf eine weitere Rollfreigabe warten, oder stoppen wie an einem Stoppschild und dann einfach weiter?
Der beste bis jetzt! Fragen, wann stellen die Amis auf Standard um? Was meint man mit "hold short", sicher nicht stoppen und dann einfach weiter sondern die clearance gilt nur bis zu diesem Punkt? Schön das ihr nach dem rollen auch ein Stück fliegen durftet!
I realize that this aircraft is approved for single pilot flying. Given the workload and superb cooperation for 2 pilot flight in this video, as an epidemiologist dealing with risks and outcomes, are there any data comparing the safety of 1 vs 2 pilot flying in aircraft such as this?
The best source for these data are the insurance companies. Especially in single pilot jets, the risk is perceived as higher, hence the insurance rates. This aircraft in specific terms - the CE560 - is not certified by the manufacturer for single pilot operation. We can fly it single pilot only after passing an approved and very strict "single pilot exemption course" on which the FAA grants these privileges. We can do this only for non-revenue flights, not for charter flights (part 135). Single pilot flying is not inherently dangerous but it requires a well organized cockpit and a well organized pilot. You can only do one thing at a time while flying and you have to use all available automation. Flying these aircraft also requires a functional autopilot. All single pilot aircraft also have to be designed as such that all essential switches and controls are within easy reach of the pilot. An example: while you find the gear leaver typically on the right side of the cockpit in an airliner (2 crew) it is on the left side in a Cessna Citation. Same goes for essential circuit breakers. The important ones are placed on the left side of the cockpit, which requires some special design. The electrical wiring for these circuit breakers is routed to the left side by "cross-over" buses. Long story short: single pilot flying is safe as long as the pilot acts safe. Happy Landings, Guido
Ja das kann man nur machen, weil wir einen Anschlussflug vom anderen Flug gebucht bekommen haben. Direkte Flugstrecke 40NM. Aktuell geflogen ca.75NM. Hobbs time 0.3h. Fuel burn 328 Liter. Autsch...Spritverbrauch pro NM at low altitude ca doppelt so hoch wie im cruise bei ca. 40,000ft.
Hi Nathan, the app is called Jepp FD. Our company was the first in the USA to be FAA approved for "paperless" operations. Works all very well and saves a lot of paper in the cockpit. Thanks for watching my videos & happy landings, Guido
Can I assume that you took runway 30 as the winds were such that 1R wasn't an option (i.e. 19L was in operation)? Or were there other reasons to do with aircraft type/destination?
30 is long enough for the Citation V and you roll out at the FBO exit. Happy Landings, Guido PS: although I understand and respect the anonymity of the web, I would appreciate if you could write your comment with your clear name - it's just more personal. Thank you!
Who's saying "don't need all that power" at 6:22? It can't be Guido because his mouth doesn't move, and the F/O is calling "airspeed alive" as the voice is saying it. I thought it to be a little odd.
Yes my mouth was actually moving. The cheeks are too fat - I need to loose weight.. :-) Thanks for watching my videos in great detail & Happy Landings, Guido
guido i have a question i really want to be a pilot but i just wanted to ask does it ever get boring . i saw the co pilot was not really doing much flying. thanks a lot good landing by the way
Hi Nathan. Good idea to become a pilot! Go to an airport and ask someone on a Sunday - may be they take you for a ride. Some flight schools offer inexpensive orientation flights. Flying is never boring. In a 2 pilot cockpit we have 2 tasks: 1) the "pilot flying" who actually manipulates the controls and flies 2) "the pilot monitoring", who checks that the other pilot does no stupid things, he/she also does the radio work, tunes in all navigation devices, reads the checklists etc. The aircraft can be flown from the left or the right seat. In order that both pilots stay current with the actual flying, the tasks are swapped over, usually after every landing. One time the pilot in the left seat is the pilot flying and the pilot in the right seat is the pilot monitoring. next flight it is reversed. Like on a ship there is only one captain on board, called "pilot in command" He/she is ultimately responsible for the safety of the flight. But flying is is teamwork and decisions are made together. You see, it never gets boring! Happy landings, Guido
Lieber Guido! Wie immer ein sehr guter Film. Leider sieht man von draußen so wenig. Wäre ein kleines Weitwinkelobjektiv( früher nahm man ein 35mm ) nicht besser? Liebe Grüße aus Wien Anton
Anton Fuhrmann Hi Anton, innen und aussen gleichzeitig aufnehmen ist immer ein Problem. Der Flim den Du gesehen hast, war noch mit der alten GoPro 2 aufgenommen. Die neueren Filme sind besser. Trotzdem ist es nicht einfach, mit den unterschiedlichen Helligkeiten innen/aussen klarzukommen. Ich hoffe, die Videos gefallen trotzdem. Happy Landings, Guido
In the Citation V, ailerons and rudder are connected by a spring loaded cable. This allows the pilot to fly turns with (almost) no rudder. Google: adverse yaw. On the ground, the nose wheel is steered with the rudder. So every time we steer on the ground, the ailerons "magically" move. Happy Landings, Guido PS: although I understand and respect the anonymity of the web, I would appreciate if you could write your comment with your clear name - it's just more personal. Thank you!
It is (almost) never too late to start flying! Myself, I am a mining engineer anf flying is my second career. Just be aware - in case you want to fly commercially - all your "competitors are typically much younger. But I would say; go for it! Best of luck and happy landings, Guido PS: although I understand and respect the anonymity of the web, I would appreciate if you could write your comment with your clear name - it's just more personal. Thank you!
