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JetCam Video: Two quick and dirty's

Thanks for sharing, appreciated :) !

In Atlanta, at what altitude do you startup the autopilot ?It seems that you handfly most of the climb.
 
dominique said:
Thanks for sharing, appreciated :) !

In Atlanta, at what altitude do you startup the autopilot ?It seems that you handfly most of the climb.
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I like to fly, so I usually handfly at least to the 10,000 to 15,000 range before turning on the AP. It really depends on where I'm at, the weather, and the complexity of the departure procedure (SID), ect...sometimes I'll turn it on at 1000 feet. On the descent, if I'm going into an area where there's a complex arrival procedure (STAR), I'll leave it on until I'm on the localiser. If it's going to be a CAT II ILS approach, the AP stays on until 80 to 100 feet...that's required. For places where there's no STAR, I'll click off the AP around 10,000 to 8,000 feet, depending on my mood and how many legs I've already done that day. When I'm in the Caribbean I hand fly alot, because flying over water is really cool to me.
 
mfitch said:
I find it interesting to hear your side of the commercial and recreational (GA) pilot mix.

I am about 5 hours short of my private license. If I am told to expedite a take-off or do a short approach, I decline and wait. If they request that I exit the runway rapidly, I ignore them, because I do not have sufficient skill to do that without causing an accident (repeat, I am still not licensed). Of course a few turbo props and some twins (reciprocating) are the fastest planes here, and there are at least four flight schools. I do appreciate the experience of training at a towered airport where being one of 8 people in line to land as the tower controller spits clearances rapid fire is quite common. We are not encouraged to do sloppy landings.

The main commercial operator is staffed by very friendly pilots who request the crosswind runway and do what they can to stay out of the way.
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No one wants you to bend a plane, and of course, you have to stay within your personal limitations and say "unable" when asked to do something that you can't do safely. However, your airport and situation is alot different than what I was refering too.

Not being ABLE to do something is OK! But, being given a heads up on something that any pro pilot is capable of doing (to fit within the scope of the way the airport operates) and then ignoring the request is totally different.
 
Bone said:
However, your airport and situation is alot different than what I was refering too.
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This is something for which I am grateful (not having jets in sequence with us). Thanks for the comments: I'll take all the instruction I can get right now. While I will only fly for personal enjoyment, I do hope to become far more precise. Even on a lazy day I don't see any reason to stay on the runway longer than necessary.

Thanks for the videos. My own (helmet camera I used some for recording my training) are apparently so boring, my wife is currently ignoring the one we are playing right now. (In fairness much of the terrain is rather similar.)
 
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