Will Ferrel!

CA is awesome, but Brad talks too much, and doesnt really know as much as he thinks he knows. I'd really appreciate him to STFU 90% of the time - I have a feeling Brad is the man with the money though, he's the business partner for the cannabis equipment (I dont think he's even a pilot). I'm not sure it's legal though because MJ is still illegal sch 1 federally, since your governing body is the 'federal' aviation admin.... id be careful... you probably should ask Doodles to remove the part in his video regarding CA talking about flying for mary-jane.

I like this guy. He stays on point no matter what the conditions are. Great job!

hey, since cannabis is still illegal federally, and you are abiding by the federal laws of aviation, are you allowed to haul equipment pertaining to an illegal operation involving drugs?

Big fan of the channel, you guys stopped making videos?

Nice video! One (odd) question: How many flights actually fly at the 'second altitude after 10 minutes'? All clearances give 2, yet I have never flown it that way in 30 years. Does this part of the clearance need to be changed and simply one initial altitude - assuming all other altitudes will be as directed by ATC? Seems like it would be easier for ATC and pilots?

flew one for air taxi for 3 years 30 inches 2200 should yield an egt of 1400 and ff of 17.5 gph each side The plane was new when I started and ran both eng to TBO No problems 22/gal/hr to RICH

Great job gentlemen.

0:39 yes it was close! I got my PPL out of Durant OK. I flew to Texarkana shortly after I got my license. Had to go "East Bound and Down" pick up a case of Coors....a little Smokey and the Bandit reference. Be safe guys!

Light to moderate. ? Fools.

The fact is you pulled it off!!

I have a silly question, why not just fly the plane up to your desired altitude, then set the route and auto pilot ….etc. Basically fly the plane until wanting to set back a little, let it do the flying. Thanks

excellent video fellas!!! probably worked ya time or to if ya fly that route often if ya ever hear a Houston Center Howdy its probably me. I've got a Navajo as well that im doing a full upgrade on and was wondering what you're fully equipped with. I can tell most of it but just have a few questions the other stuff. Is that a G3x or G600? and is the onboard radar the original radar with an upgraded display? I ask because I think I have the same set up radar wise.

Found you via Flying Doodles. Your Co. web site is interesting. Quite the product niche. Nice flying with you, thanks!

Nice video! I learned to fly in the Seattle area. I believe that's Mt. Adams at 14:25 and Mt. Rainier at 14:37.

Are you guys still flying

Have you abandoned this channel?

that's the first controller in a while that I've heard say tree and fife.

Great flight and you guys did a really good job working together. I know this comment is really late but just wanted you to know that your videos are still getting recommended at least in my feed. Thanks for sharing and bringing us along with you.

damn that was in the soup!

Your RPM gauges are no good and make me nervous. But otherwise, great vid

What kind of camera are you using ?

You can see a little bit of rime buildup on the spinner tip starting at 15:47

nice flight... been to that airport, good memories

do not pitch for blue line, fly 10 above that. leave yourself a buffer

You guys still flying ?

Nice videos

SAYING SAME THING AGAIN AND AGAIN

sounding great at the comms, quick clear and concise

🌟🌟🌟🌟🌟

Nice Video, don’t know that copying your clearance while taxing in reduced visibility is a good thing to teach others, but to each their own. Fly safe bud.

I’d check the Notams for icing. Don’t think there’s any deicing or anti icing on that plane.

Hampton Roads can catch you with bumpy crosswinds right before touchdown making you bounce. Happens to me frequently as my plane is hangared here. I’ve noticed you on the ramp a few times. Sweet plane!😀

As a long time and avid flight simmer, and student pilot, this video had me enthralled 3 minutes into it. This video does a great job at illustrating some of the lesser thought of aspects of being a pilot and working within regulated airspace. I can recreate much of what I see here in the aviation KZfaq world in the simulator: descent rates, angles, procedures, etc. But getting to see the nuances of the more lack luster logistical aspects of aviation is just as valuable if not more than the fancy "check this out" content. A+

Sorry to say but did not look Hevey IFR to me?? May I ask Why do you keep your hand on the Power levers after V-1 ???? is that normal???

Hi There Great Video thanks . Like the earlier guy asked why did you take 05 when the wind was from 300 ? Crosswind and a tail in one ?.. greetings from the UK

Strictly a "student" question here, but hearing what I thought were winds out of 300 as you were making your descent into Bradford, they gave you 5/23 as your only option. What/why was 5 the better choice for a crosswind landing when 23 would have meant even less crosswind and a little more headwind? Just brushing up from my ground schooling. Thanks!

We call it the"Pacific North-Wet"

Very good job 👍🏽 I assume you are making sales calls ??? Are you the Principal's of Electron ??

The best IFR flying in a small plane is right above the cloud layer. The top of the cloud layer was right at 7000ft, my cruising altitude.

I don’t mind, as long as it is a newer plane and we’ll equipped. I flew a Cirrus SR20 for the first time into 400 ft ceilings. It was a good solid 5500 ft layer through Atlanta’s airspace. Would not have done it in an old Cessna. A new one, maybe.

The field testing video on there website is great!!!. I have only ever used a refractor to check specific-gravity of battery acid or the freeze point and boiling point of antifreeze.

Great job 👍🏽🇺🇸

I thought I recognized the plane 😊 Loved to fly that back in the 80’s and 90’s ✌️

Why don't you just stop the airplane when copying a clearance, or have the other guy do it? CRM, utilize your resources.

Damn those were some seriously big rain blops on the windscreen on final.

I know it's been four years but hopefully, you can tell me about your throttle procedure in this Navajo... You advanced the throttles slightly, reached up, moved an overhead switch, put your hand on the prop control and mixture, then went back to throttle and slowly advanced to full throttle. All total it took twenty-one seconds to reach full throttle. How much runway did you use and is this the recommended procedure for this converted Navajo? Thank you

Near the end of my PPL training my instructor had me do a simulated zero-zero takeoff under the hood. I just kept the ball and DG centered and much to my disbelief reached rotation speed, pulled back and cleared 100 feet.

I remember my first IFR lesson in a C-172. There i was flying above the clouds, sun was out, white clouds beneath me, flyng straight & level and my instructor yelled at me "what the hell are you doing?" I said "flying east, maintaining altitude" again he yelled "What they hell ARE you doing?" I replied "I'm FLYING'" He said "look at your instruments!" I looked down at my instruments and everything appeared normal EXCEPT for my attitude indicator was indicating I was in a 15° right roll angle. At first I was puzzled, then I leveled the plane as per the attitude instrument. He said "you know what you are seeing out the window????" Then it dawned on me. I was seeing an actual cold front coming from the north. Because cold air is heavier, it was pushing the left side of the clouds UP on an angle!! He said "never trust your body, always put your life in the instruments" from then on his words ALWAYS stuck in my head... He was an ex military instructor and pished me and the plane to their limits all the time. He was one of the BEST instructors I ever had. He also said "never take a single engine plane in IFR, your asking for trouble. If you are flying and get into IFR, just be safe and put it down". He enforced the "get-there-itis" thoughts that a lot of pilots die from. He would say "you don't NEED to be anywhere." I obtained my IFR rating and used it lots of times when I was flying and would see the coastal fog rolling in. I knew that most times my destination airport would be IFR in a matter of moments and even though I could see the actual airport, I was too far out to contact them and I knew I was going to be in fog shortly. I knew the area very well, so it was a matter of flying in actual IFR that I need the rating for. One if my lessons I was in a Beech King air flying back from Buffalo. Heading south into the very busy NY area we got into IFR, rain showers, thick clouds etc. Obviously I was on with ATC and was flying great, and then we had to fly out over the ocean, make a turn and descend. We were headed fro KFRG (Farmingdale, NY) as I got to the fix over the ocean, the sky was dark and raining. I got onto the localizer and began my final decent into the airport. We were cleared to land. I could not see ANYTHING in front of me except darkness & rain. I was white knuckled and PRAYING I was not going to slam into am apartment building or something. I kept coming down as the instruments were indicating. Setting up for landing, flaps, props, gear, etc) just a few feet above minimums I saw the the approach lights!! We broke out of the clouds ans the runway was right in front of me! We landed perfectly. Seeing your runway after those conditions we very welcome indeed! Very rewarding

Just floor it man. Keep it pegged all the way up and out. Anybody gets in your way, just roll right over them.