I've always wanted to fly to Le Touquet so this is a particularly nice video to see and she is a lovely aircraft 👍
@N101DW
3 жыл бұрын
Thank you CJ
@adampool4625
Жыл бұрын
Very interesting video. I am three lessons in to an IR/R and its interesting to see how much more the workload is for you single pilot IMC! nicely edited and great commentary.
@larsbjart3996
5 жыл бұрын
Great video I enjoyed the radio work thanks for posting it
@N101DW
5 жыл бұрын
Thanks very much Lars!
@topgunjon
6 жыл бұрын
nice video. Hope to see some more
@peterc2248
2 жыл бұрын
Fascinating video. As someone who hates flying it amazes me that pilots have to cope with almost constant radio calls as well as fly the plane! Doesn't help with my phobia :-)
@thedoc4758
5 жыл бұрын
Nice to see Rob’s beast on the apron ;-)
@N101DW
5 жыл бұрын
The Doc It is a beast too! It’s a shame that I am a bit too fat to fit inside and enjoy it with him.
@thedoc4758
5 жыл бұрын
N101DW I wouldn’t worry I’ve seen one of his landings (!) so your not missing much lol. thanks for posting this video, it’s interesting to see how they mix the IFR and VFR traffic in those conditions. I’ve been binge watching your videos (particularly like the Amsterdam one). The instrument fit is lovely on DW. Keep em coming, it’s really good learning material.
@BOLIPILOT1
6 жыл бұрын
Great video, thanks for taking the time to put it together. I've subscribed and looking forward to your next video.
@Richard-lp7pp
3 жыл бұрын
I’d love to fly in a light aircraft, something that’s still on my tick list. I only live in cranfield myself can see the runway from my bedroom! Always been obsessed with planes. Let me know if you want company on your next flight from there! 😄 great video
@N101DW
3 жыл бұрын
Thank you Richard.
@christopherherd6777
3 жыл бұрын
Really been looking for something like this. I'm an IR(R) pilot but wanting to do a CBIR. Know how to plan a route using Airways but really good to see how the radio works.
@flyingrasa7094
3 жыл бұрын
Me too Chris
@N101DW
3 жыл бұрын
Thanks very much
@jg4403
3 жыл бұрын
Thanks for the great videos. I am a UK born expat now living in San Francisco, FAA IFR rated and owner of a Cirrus SR22T. I plan to return to the UK as soon as COVID ends for work and family and plan to rent an N reg in the UK and fly IFR. Watching your videos I am trying to understand the clearance procedure from airfields that are towered but in uncontrolled airspace. Some of your clearances show you getting your first fix, and told to stay outside of controlled airspace. Are you on an IFR clearance from takeoff onwards or only once cleared into controlled airspace? Is the clue when you are told you have a radar service? Presume the trick is to only depart and land out of fields with controlled airspace and file at altitudes that are in class A, B, C, D? Many thanks
@N101DW
3 жыл бұрын
Hi. The concept of airfields sitting outside controlled airspace works slightly differently in the UK because instead of class E, such a field would typically be in the middle of a large chunk of class G. Class G in the UK often extends up into the flight levels (as you would describe them). As a result, when you get your IFR departure instructions from the tower at such a field, what you are actually getting is "After Departure Instructions" These will often comprise a frequency and a squawk, and even a first fix to head towards, but will always include the instruction to remain outside controlled airspace. So when you depart, you are IFR (in class G) and you are following instructions, but you don't have your 'clearance', the will typically come when you get passed to the departure frequency. If you went NORDO before getting that clearance, you cannot continue your journey (at least not through controlled airspace). Once you are cleared into controlled airspace and you enter it, you will be told that you are under a "Radar Control Service". From then on, you are 'in the system'. Many/Most GA fields sit outside the controlled airspace system, so what I have just described is pretty much the usual situation.
@BlueLineSpeed
3 жыл бұрын
Our airspace structure is very different and rather more difficult in the U.K. and I would strongly advise you initially take an experienced pilot with you for guidance. Our Class “A” airspace starts at varying altitudes, the lowest area being around large airports. Class A in the U.K. and USA are the same (IFR only under positive ATC and radar control). Around London, Class A can start as low as 2500ft. If you’re departing a smaller “municipal” style airport, you will climb depart into Class G uncontrolled airspace, regardless of ATC facilities available at the field, they are unable to clear you into controlled Class A airspace. This leads to the “remain outside controlled airspace” statement prior to a frequency change to an en-route radar controller. This transition and clearance can take some time depending on traffic density and where you departed. During this time, you’re potentially in IMC, single pilot trying to remain clear of airspace that isn’t clearly displayed on IFR charts. For this reason, general aviation IFR is a much rarer occurrence in the U.K. especially on an IFR flight plan inside controlled airspace. We are fortunately permitted to fly in IMC outside controlled airspace (Class G) and without a radar service or IFR flight plan. Though it sounds like a mad concept, it’s far more common than performing a flight like in this video. The theoretical testing requirements to attain a full U.K. IFR rating are more difficult (reserved mainly for training commercial pilots) than attaining an FAA ATP. It takes approximately one year of study and involves 14 exams. Needless to say, it’s more hassle than most hobby pilots are willing to put themselves through. Enjoy the U.K. and I hope you get to fly. But please exercise caution with the national differences.
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