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ATC kept me too low | TBM 960 - Part 1

1JC Pilot

48,445 views

Today's flight was supposed to be simple: depart Monmouth Executive (KBLM) and fly nonstop to Dallas Love Field (KDAL) in the TBM 960.
Instead, ATC kept me at low altitudes much longer than expected. Every minute spent lower than planned meant higher fuel burn, and as the miles passed, it became clear that making Dallas nonstop was becoming less and less realistic.
In Part 1, you'll come along from engine start through departure, work busy Northeast airspace, experience moderate turbulence, and watch the fuel calculations evolve in real time until I make the decision to divert for fuel.
Part 2 picks up with the fuel stop and the remainder of the trip to Dallas. That should be released in the next couple of weeks so stick around.
If you enjoy real-world IFR flying, aircraft systems, and the decision-making that goes into every flight, subscribe and come along for the ride.

✨ Highlights
Departing New Jersey for a planned nonstop flight to Dallas
Full TBM 960 cockpit setup, startup, and departure
Busy Northeast ATC and continuous altitude restrictions
Weather deviations and turbulence management
CPDLC and real-world IFR workload
Watching the fuel burn change the plan
The decision to divert for fuel before reaching Dallas
Part 2 coming soon!

✈️ Pilot Question
Have ATC delays or altitude restrictions ever forced you to make an unexpected fuel stop? At what point would you have decided to divert instead of pressing on?

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🕐 Timeline
00:00 Introduction
00:50 Cockpit setup & flight planning
04:50 Engine start
06:10 Taxi
08:15 Takeoff from Monmouth Executive
10:30 Busy Northeast departure
13:00 Weather deviations begin
16:20 Finally cleared higher
19:40 Fuel planning changes
24:30 Approaching the decision point
29:30 Diverting for fuel
33:00 Arrival at the fuel stop
35:30 Wrap-up
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20 Comments

@1JCPilot Creator 2 weeks ago Pinned

If you were in my seat, would you have diverted for fuel... or tried to make it to Dallas? 👇

@hectormoctezuma6121 1 hour ago

Where did you get the glare shield mod for the Starlink mini antena done? We added a 960 to our flight department fleet and would like to get that done.

@space1commander 13 hours ago

What a beautiful flight my friend, I used to fly with my Boss in a TBM 930 and very often we had to do those long flights 3,4 hours and we would not drink anything so we can hold restroom stops. Thanks for sharing and God Bless.

@Philip-v6x 5 days ago

File your IFR flight plan starting at a GPS fix that is along route of flight but far enough out from departure airport that you can climb to 16.5 or 17.5. Then request your IFR clearance before you get to that GPS fix.

I do this in Florida leaving from a nontowered field but wanting to get above the departure/arrival corridor for MCO

@Mavskip94 5 days ago

Can we appreciate that lovely Praetor 600 parked in front of you at the beginning of the video ;)

@alanschwartz1157 5 days ago

This is the first time visiting your channel. I like your narration. I like knowing everything that's going on. Do you fly commercially? I'd fly with you any day. I did hit like and subscribe to all. That is one sweet airplane.

@hansjoernrieks9973 6 days ago

Definitely a fuel stop!

@mj01011980 6 days ago

nice video like always; i love this TBM, the best turboprop

@brandonadams7837 6 days ago

5:20 were you calling the tower or TRACON?

@user-k3x1f 7 days ago

Re: air traffic on takeoff. Were those 2 planes not in sight on your radar screen yet?
Would it have made a difference to wait another minute to takeoff or were there planes behind you waiting to take off?

@mrscorpio4444 7 days ago

100% would divert like you did. The additional unmitigated risk for continuing wasn’t worth the reward. It’s interesting, I think flying the G280 makes you fly faster, you were still 230 kts on intercepting final….got it down to correct speed before 500 agl;, so all stable, but maybe getting it down to gear extension speed a little earlier would have reduced your workload a bit. Great ADM, as always.

@TiminHTX 7 days ago

What an airplane. Where do you improve from here? Honestly

@steveo1kinevo 8 days ago

After smashing my head and neck into the overhead being fulling strapped in a few weeks ago this video gave me anxiety.

@kevinmurphy3464 8 days ago (edited)

I’m not a pilot, but impressive to know how to successfully use all of the electronics available with that Garmin integrated flight deck. I would assume there is an awful lot of training that goes along with that. Nice flight sir.

@tka350 8 days ago

at 80knots, prior to rotate, your hand went to a panel to switch something. what was it? anyway, appreciate the coverage, thank you so much.

@JofoTubin 8 days ago

So ATC won't clear my climb,
I'm stuck down low and losing time,
They keep me flying low and slow,
But it feels so empty under two-three-zero.

@zerosopviolations 8 days ago

Ferrari of the skies

@johnkeller441 8 days ago

As a former ARTCC Controller, I suggest the following; "I request VFR climb thru 17,500 to maintain Fl230." Depending on direction of flight it may be 16,500. That allows you to get UP and use the TCAS to avoid traffic for your VFR climb. Another "trick" is to request "off-course" vectors for your climb. Sometimes, it actually works better for the controller. As a PC-12 Pilot I used to do the VFR climb while requesting FL280, FL290 or FL300, while leaving areas in the Northeast and heading back to Colorado. Sometimes, Poughkeepsie to Denver in the PC-12 at FL300 and still have 525# fuel remaining. Fastest ground speed was 475 knots when descending from FL290 into Lancaster, PA! My PC-12 was still climbing at 500 FPM when leveling at FL300. In the TBM, that is better than being stuck DOWN at 6,000 and burning the extra fuel; causing the fuel stop. Your choice, your airplane. Just giving some info that you may find useful for future flights. May you have Blue skies and tailwinds.