Scary Missed Approach in the Mountains!! - Pilot VLOG 162 

I think for a lot of us, who are instrument rated but have never "real world" gone missed, this is a must watch video.

Cool seeing the missed approach, quality was ok, thanks for posting!

Awesome approach into a missed!!! Great airmanship between you guys. Being in IMC is very cool yet challenging!!! Thanks again. Shirt is pretty cool too!!

Even with your overhead camera and without good audio for the left seat pilot, it was still an interesting and educational video.

Wow a lot of skill going on in the cockpit. Thanks Shaun.

Thanks again for your video earlier today about exercising and your medical information about flying.

Best one yet! Had me on the edge of my seat.

I also appreciated you about sharing that information with people who may want to become pilots. And from the exercising, I have done so much walk in so many if large airports. I do love walking and that's part of my exercise.

this is as informative as your clear sky flying! Life is like a box of clouds!

Beautiful real world flying. Thanks for the videos.

I had the chart up in Foreflight following along. I flew this approach a few years ago in my Cessna TR182 - on a clear day. I also flew it once to minimums in a A320 simulator at the United training center (bought some sim time in my kid’s school auction fundraiser). Turns out nature parked a mountain off the end of 25 so the minimums are high as a kite (and at all the mountain airports around here). I enjoy your videos and I learn a lot listening to your CRM and procedures. Thanks for posting these... now for Part 2.

I think this was one of the best videos to learn from yet

Beautiful hand flying after the AP disconnect and then the missed.

I use to live in Colorado and at one time I worked for a local carrier. Flew into Steamboat Springs and Aspen in the summer time. Glad Ilive in Florida now

In 1972-73, I worked for Rocky Mountain Airways as Director of Ground Operations. We flew into EGE with DHC-6 Otters at that time. During that time We installed a private ILS at EGE, as well as at ASE. My work week included day trips from Denver to EGE, SBS, and EGE. Later, RMA build STOLPORT at Avon CO, (Near Vail) and operated the DCH-7 into that airport.

Very interesting! Thanks for the video!

Thanks for the seat. Awesome as usual.

Great vlog as always! Always expect the unexpected I have always in the back of my mind. Good job on the missed. If this would have been in the sim one of the engines would stop working and also the nose gear would not come up...

Wow! Lived in gypsum/eagle and haven’t seen too many go around!, cheers Sean!, hope your stay in Gj was tolerable!

Always good practice. Nice team work.

always a good video from corporate pilot life

Hi CPL. Another nice video. Keep it rolling.

Very nice video , now we need a tech video on the missed approach procedure Hawker wise and all involved once TOGA.. Nice AP disconnect well before the missed

IFR...."I Follow Rivers". When you go missed there and a few others....there's no messing around. Push 'em up, Suck 'em up, Pull it up! You'll be OK out west so long as you remember behind every cloud is a rock and rocks have a PK of 1.

Thanks for sharing. Appreciated.

Outstanding video!

Just stumbled onto your videos yesterday. I'm a Commercial Pilot, I have hundreds of hours flying in and out of ASE, EGE, GWS, RIL and GJT. I recently retired from the FAA as an Airways Facilities Technician. For 25 years, I maintained ASE, DBL, PKN, EGE, ESJ, RL, GJT, ACD, EKR, CHE, HDN, BQZ, MTJ, and GUC Navaids: LOC, GS, LDA, DME and VORs, plus hundreds of radios and Tower equipment. Did not maintain Snow VOR (it's a contract facility). Loved watching you guys flying my old facilities. It was such a rewarding career, I sure do miss it. Believe me retirement is not all it's cracked up to be when you had a very satisfying purpose filled career knowing how you kept the airwaves safe. Must have been crazy weather that day, RIL is usually open, when ASE and EGE are down, GJT always a safe bet. Glad all my old sites kept you guys safe. Loved working in Western Colorado, most of our VORs are in the most beautiful locations on earth. If you ever get an overnight in my neck of the woods, I'd love to get a jeep and show you guys some of the site locations.

Appreciate your call sign editing technique; hardly miss not hearing the actual the actual audio now. Have nothing to whine about... all good. Bring on part two.

Thanks for sharing Sean, appreciate it! --gary

At American, we had our own approach, it was the LOC Z to 25 with minimums of 7360, 1,000 feet lower than the LDA. Used the LOC and VNAVed down. The missed was a lot different.

Good job. CRM makes it look easy!!

This is my first time to add comment... first Thank you for your videos.... great focus and concentration really need it here... after all Awesome teaching.... I appreciated ..!! good judgement !!

THAT WAS AWESOMEEEEEEEEEEE!!!!!!!!!!!!!!!!

From now until May, things get iffy in that part of the world. Any number of times, I've been heading to Eagle and end up at Centennial. I would much rather be an alive coward than the lead story on the evening news.

Shaun, No need to apologize, you are a consummate professional and this video was scary, I sure as hell wouldn't have wanted to see the terrain there, IFR or not. You have survived to video and fly another day,Amen. Those planes in the hanger look awesome. Cheers, Rik Spector

Wow. No way to set it down there. Great video. White knuckle job.

Great video, Shaun. Can't wait to watch Part 2. Just hope there's no issues with the audio.🤣

Excellent!!

I used to live in palm beach gardens, I loved it, I miss it, going back home to Florida in a couple years, vero beach,

Like the radio chatter when i used to fly on UA always like to listen to the atc channel on the flts

Quality was fine. Actually a good angle to see what was going on in the cockpit and your missed approach procedures.

Thanks. Stay safe in the office for now.

Nice job gentlemen.

Quality's good enough.

Really appreciate your corporate perspective! It would be a pleasure to fly with you! I am currently a bush pilot out in Alaska fly the Sled Cessna 207! Keep the great videos coming!

"Cumulus Granitus" clouds (or other variations of the "Granitus" type) are always to be avoided. Very good video. Thanks.

Well done

Well THATS , THAT . NAIL BITER TURNED CATCHA LATER ! NICE JOB !

All good IFR pilots have the "missed" procedure fully reviewed before the landing, and are ready for the get out and up procedure. As usual, you guys are real pro.

A low-key, professional narrative of a life-threatening experience...

Awesome content btw!

I have seen that valley while landing on a plateau with big mountains to the left and the small mountain almost on final approach. Not a good time for an electrical failure.

Wow! All-pro flying on a tough day.

Seemed pretty crazy!

This reminds a trip to Mexico where the airport was surrounded by mountains and radio towers with a low cieling. It shout the approach and circle to land!!!!!!!!!!!!!!!!

Who could give this a thumbs down (17 at time of commenting). I'm glad you released this, watching how you managed the missed approach was fascinating. Very professional and clearly the right decision. Great video. Thanks Shaun.

I've been following for a long time and throughly enjoy your channel. If possible, it world be good to see close ups of the instrumentation. Particularly, on IFR approaches.

great video.

Real world airmanship executed beautifully.

Would definitely be interested in some of those shirts....will check on the website. ;)

Love these vids, but really missing out on the crm by only hearing your side of the intercom. I do a lot of single pilot ifr, would love to hear more two crew setups like this. The professionalism is awesome.

You should put a disclaimer page at the very beginning of the videos saying something like "Aircraft callsign in ATC communications has been removed for privacy sake of the aircraft owner" to help avoid people not knowing why the callsign isnt there

Typical Florida rain storm at PBI.. Can you send some of that rain to California?? Nothing like flying IFR in a total whiteout..!!!

Great video. Sounded like everyone's alternate went to crap also.

Your left seater pilot had no watch on. A Capt without a watch is like a navy seal without a weapon.

Sean that strand of hair around 12 minutes.....poked me in the eye a couple of times...

Good job. Looking for the Grand Junction portion of the flight

Sean. I think I noticed a crack in your windshield during a couple the camera angles. Great video.

True professionals. You have to do what's right

And this is why there's such a rigorous mandatory maintenance schedule. The slightest 'malfunction' in this type of scenario... would tend to add a 'lifetimes' worth of experience. Good job. Good vid.

I like the video, it’s interesting to see videos of flights that don’t go as planned. Out of curiosity, now that you have some time in the Hawker, do you prefer it or the Gulfstream?

Being empty would make this event much less stressful. If there are customers on board, a crew may have to manage personalities and balance that along with their skills during inclement weather or other situations.

Cool vid...and cliffhanger at the end. So did you go to Grand Junction? Love to see that one...

Sean... why would you NOT want to release this? This is a fantastic example of excellent CRM, great decisions and great flying. I’ve actually be waiting to see if you’d post a video with a missed. For some reason, I learn more about missed approaches each time I watch one, tho I have yet to perform my own. Clear Skies and Safe Landings Captain.

In life, sometimes you have to go around.

Shaun, maybe while editing you could paste in a prerecorded standard call sign like "CPL-1."

Just checking in to see if you guys are going to be posting any new videos

"Minimums" ...and all you could see was the "white" . Definetly not good. But really calm and professional go around procedure. I whish I could do it like that !

wow so scary complete IMC and a big climb out

Wow that was intense...

The discipline of going missed the split second you hit minimums and see nothing has to override the temptation of dipping below to peek. I trained in Oxnard and Camarillo CA where it gets fogged in so I know the urge. Just don't. Like these guys.

Do the avionics in the Hawker (Collins is it?) not provide altitude/approach call-outs like some of the other systems or could we just not hear them? Awesome video. It's neat how tensions start increasing as soon as the approach is established into an airport which is below minimums. knobs get turned with a little more speed and determination, call outs are a bit quicker and tenser, and we get to watch...how fun. Thanks for posting this one...quality was just fine as you did most of the talking and all of the communicating anyway.

used to live in the town everyone is crossing in!

Thats been KACK more often than not lately..Been super foggy there

Another nice video. Doesn’t EGE have RVR? Or did it get edited out?

Welcome to flying in the mountain west, dropping into the front range frequently provide opportunities for serious flying!

Presidential 69 will always be the best call sign! Love your video's Sean!

Ball scratch in the left seat at 11:32

West Palm, are you a crossed from the new Gulfstream/Jet Aviation hangar?

Wow, that was exciting. How do you avoid claustrophobia (focus on instruments?)?

I hope I can try eagle someday this year or next year

Great episode Shaun, I'm glad you did post it. One question though. When you go missed, when do you inform the passengers? I understand that "aviate" comes before everything else, however the passengers are expecting a decent to land not the sound of the engines spooling up and the plane starting to climb.

Shaun, can you add a camera to just film the PFD and then in post, put that cam in a separate window? That would be awesome. 🙏🏼

Definitely an eye opener when minimums is called and no runway in sight. For the go around maybe I missed it, but does flaps have to be retracted for max climb rate ?

I would have gone for it. I fly blind and let my wheels tell me what's underneath. When they are rolling, we are on the runway. (I got jokes man!).

do you guys brief the passengers for possible missed? seems like you knew ahead of time

Whew this is the kinda flight that you get the big $$ for

Wait until you have to do that in the Honeywell... hahaha!

TOGA! TOGA! TOGA! FABIO saves the day!

"Why are they using IAS way up here?" IAS is principally the lingua franca of speed control in ATC. When I hired in ('68) "Mach" wasn't even in our ops manual. Sometime in the '70s I started using Mach as a supplement to my speed control activities. In fact, I think I was something of a pioneer in it. I'm also a pilot, so I understood it better than non-pilot controllers--the vast majority. Later, in the '80s or so the FAA embraced it by inclusion in our ops manual. But, it wasn't much. I mostly used it in the form of "indicate .83 or greater until 330 knots". I know the transition is typically somewhere in the 20s, and I really don't care what it is. All I care(d) about was having everyone singing from the same hymnal. Due to the phenomenon I call "learning by legend" I expect there are controllers today who have never uttered "Mach" in anger. For the non-pilots out there, IAS is the only way of observing airspeed from direct sources (pitot or pressurized air vs static). TAS is calculated as a function of speed, temperature, altitude, etc. and we (ATC) only use it in the calculation of fix estimates in the initial phase of flight plan processing. All other speeds are also calculations derived from IAS. In ZAU we had a local manual that discussed speed control as we used it extensively for sequencing inbounds (as one may imagine). It even described "Coffin Corner" (although it didn't call it that) by pointing out that it was pointless to slow an inbound at FL370 to 250 KIAS as it was likely already doing that. But an A/C at '83 at FL370 was likely doing just about the same Mach as an A/C at FL290, who nonetheless was probably indicating about 310. So, they were using indicated "up there" because that's the speed most in the wheelhouse for ATC anyway, plus you're all transition for the approach around 140, where it will all come together eventually. Airport traffic control at FL380...