Headwinds and Ice - Flying Home from the Beech Bash
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- เผยแพร่เมื่อ 22 มิ.ย. 2023
- On the last day of April, we are usually enjoying spring weather and mild temperatures. Not so on this flight: wind greater than 40 knots from the northwest crippled my ground speed, and icy clouds required a lot of workarounds to avoid icing. Come along on this flight from Madisonville, KI (2I0) to Cedar Rapids, IA (KCID) on the way home from the "Beech Bash in the Bluegress 2023".
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Martin, your videos are not only entertaining but instructional as well. I have recommended your channel to several pilots working on their instrument ratings to see how you plan flights, file those plans, pick up clearances and interact with ATC in general. Well done.
Thank you, George.
- Martin
Indeed--also a great review for an old-time instrument pilot who hasn't flown IMC for awhile, but is moving back towards doing it.
Thank you Martin for sharing. Really impressive the icing conditions and the technic to minimize!!! Safe flight
You are welcome. With icing, in our small airplanes it's typically a matter of getting out of icing conditions asap, or (better yet) avoid getting into them in the first place.
- Martin
Very cool to see an actual real-world IFR/icing concern flight. Excellent content! 🙌
Thanks, Nathan.
- Martin
Your flight videos are some of the best I"ve seen. Thanks.
Thank you, Joseph!
- Martin
Great flight. Thanks
Thanks for the video. Good lesson on radio comes today. Thanks, Martin.
Thanks, Dennis.
- Martin
I can't get enough of that panel. Its beautiful!
Thanks, Bryan. It took a long time to get there, but I am very pleased with how it all turned out.
- Martin
@@martinpauly are you going to add synthetic vision?
-Ted
Great video and you did great showing the care and thought you put into the flight. As you always do this really showed and you explained the reasons. I hope people can appreciate. I am with you as for a little out of the way to be on the warmer side, little extra never hurt. Also your right, we work on learning to be on instruments and then we go zig zagging around. Great job and thanks for sharing.
Thank you - glad you enjoyed this flight!
- Martin
Thanks Martin for another great IFR video. I appreciate how you show us how you manage the different situations encountered whether it be weather or otherwise. Again thanks. Don/NE Ohio 🙂
as a long- time subscriber..thanks again Martin..for sharing all your skills..your techniques.. your expertise..your newly- updated instument panel..and all of your always interesting and instructive flights..and please..keep em coming..
Great recap of your flight. Your high tech instruments are really paying off in safety and time management. Well done.
Thanks, Ken. I am very happy with how the panel turned out.
- Martin
Hi Martin! I’m a retired US Navy Flight Surgeon and now retired physician living in Wisconsin. I still own and fly my 1963 P-35 Bonanza, (N75DJ) that I have owned since 1990! I keep it in California at KMRY .. my identical twin brother lives there and I go out there every 2 months for 2-3 weeks and fly every day!! I’m a current CFII and also Commercial pilot. I’ve taught ground school before, even onboard the USS Independence (CV-62) an aircraft carrier. I think you missed an opportunity on this flight to discuss using supplemental Oxygen via nasal cannula.. you were flying at altitudes where, although technically legal per FAR really isn’t the best practice. I really love your videos and your professional approach to flying. This is just my medical Flight Surgeon Self suggesting best practice. I will fly at 10000 max during the day then above that I use supplemental Oxygen via nasal cannula. Keep up the great videos!!
Thank you for your comment, Dr. Scherer. I agree with you. I've discussed oxygen use in other videos, most recently here:
th-cam.com/video/pOEBoeuyR0U/w-d-xo.html
The flight you commented on might be a reminder that sometimes the need for supplemental oxygen can come as a surprise - and that therefore one should always be ready for it.
Regards,
Martin
@@martinpauly Thanks Martin!! Keep up the great work on your videos!! I find them very helpful for my professional development as a pilot.
Excellent, excellent video Martin. A terrific look into a real time single engine IFR flight in weather. IMHO the ATC FOLKS were friendly, helpful and very cooperative with your requests, Kudos to ATC. What really makes this a standout video is the focus on the applicable instrument camera views as the flight unfolds. That had to have taken a lot of editing. ⭐️⭐️⭐️⭐️⭐️
Thanks, Steve. Yes, ATC was really helpful on this flight by approving all the changes I asked for.
- Martin
As a IFR pilot in training this video was really great to watch as you navigated with ATC to avoid the clouds and weather. I use FF as well but have never seen how you bring up weather at the various airports enroute. Have to find that setting! Thanks Martin!
Love your videos Martin. Thx
Thanks, Ted.
- Martin
That was definitely an interesting flight and as always you handled it like a professional. I wish I could have made it down to the Beach Bash this year but I just couldn't. Hopefully I can make it happen next year. As always thanks for taking the time to bring us along Martin! 👍😁
Thanks, Kevin, and see you in Madisonville next year!
- Martin
I was in KCID last January fixing a 757. I am a Lead Tech for a major Airline. It was snowing and freezing cold.
January isn't my favorite time in Iowa, either, Aaron. I feel your pain!
- Martin
Wow that avionics and panel upgrade is something else, well done!
Thanks - I am very happy with the new panel!
- Martin
Just another excellent video. I'm not a pilot but was easily able to follow you through the entire flight: capturing your decision making along the way as you explained the changing weather factors. Your videos are inspirational. Thanks for producing them!
My pleasure!
- Martin
M…maybe one of your best yet. Tks for doing what you do, we know how much time you put into these productions
Thank you for the kind words.
- Martin
like that camera shot from the gimbal, good stuff
Just a pleasure flying with a consummate professional! I hope other aviators learn from your discipline and develop the skills needed to keep them safe and in control. Staying ahead of the flight is crucial…👍
Thanks, Dick.
- Martin
I pick my videos based on length. 1/2 hr = good workout. Sticking with yours based on content. Love these flights.
Glad I can help with your workouts! 👍
- Martin
Always enjoy your videos, thank you.
Thanks for the kind words.
- Martin
07:30 20.60" would be quite the altimeter setting indeed!
Thanks for the video(s), Martin. watching your no-fuss instrument flying was definitely an inspiration when I was getting my rating.
My pleasure!
- Martin
Very nicely done Martin! Nice variety of weather and conditions in general. Always a pleasure to ride along. Thanks.
Thanks, Preston.
- Martin
You had it worse than we did leaving beech bash. Same scenario but we were heading southwest where we tried 10.5 but had to climb above 12 to get out of icing. Makes for a slow trip with 40+ kts headwind only to end the day with wind shear trying to land. But it was worth it for a fun weekend. Will be back next year. Great video btw, shows a different side of IFR with the several deviations you needed.
For many people, that Sunday was not an easy travel day. But as you said, Bryan: worth it for the fun Beech Bash weekend.
- Martin
G, day Martin from Sydney Australia. Nice to see you flying 70TB and altering course and altitude avoiding those cumulus clouds. Great filming of the panel instruments, really giving good diagnostic scanning of the planes engine and position.
Take care
🌏🇭🇲
Thanks, John - all the best!
- Martin
I appreciate that your sunglasses make it possible for me to see you at the same time as I can look out the windshield 😎😎
I had never thought of that, but I can see how that works! 😎
- Martin
Enjoyed it. Thanks for sharing. I have read about how to request block altitudes but this is the first time I’ve actually seen it done in real life. Shane
Thanks, Shane. Block altitudes can be very useful. For example, if I just need to climb 500 or 1000 feet to stay out of clouds and ice but the next "official" altitude for my direction of flight is 2000 feet higher, I have had much more luck getting a block altitude approved than the "odd" altitude for the opposite direction of flight, even if in the end I end up in the same place. A bit strange, maybe, but it works well.
- Martin
Very enjoyable video on your trip home. Great presentation in Madisonville!
Thanks, glad you enjoyed it!
- Martin
Great IFR and decision making video.
Keep them coming
Thank you Martin
Thanks!
- Martin
I use a JPI930 love it. Look at one place and all the info is there
I agree - the JPI EDM930 is my favorite engine monitor of all the ones I've seen!
- Martin
As others have commented, I was waiting for you to put on oxygen. Just recently ran into my first time of what I think was hypoxia symptoms . It was just the beginning of sun set at 9k and I started feeling tingly in my hands and feet with a bit of sweating and feeling really anxious for no reason. I don’t know what my symptoms are since I’ve never done it in a chamber but it was the worst feeling ever. Being a new commercial pilot but only at just 300tt, I can see why people in is this group have higher fatal rates. We think we got it all figured out until we don’t and most times it’s too late. Also can’t agree enough about staying out of clouds once you’re ifr.
@MooneyPilot Considering, I’m only 22 with no signs or history of any heart problems, I don’t believe so. Not to mention the total lack of chest or heart pain during the flight when I experienced those symptoms. I see a specialist every 3 months for a non related condition and they would definitely have caught any heart issues by now. It’s probably also good to note I am anemic to some degree so that definitely makes me more susceptible to hypoxia over others. Also did my visit with my AME recently to up my first to a third class, 3 months ago and he listened to my heart like every other doctor with no avail.
Great video & flight Martin, thank you for taking us along.
My pleasure!
- Martin
Just watched Headwinds and Ice video. Awesome! Felt like I was with you.
That's the idea! 👍
- Martin
Excellent video Martin! It's been a while since I watched a video from you. Your panel is very impressive!
Thanks - I am very happy with how the panel turned out.
- Martin
Great video, thanks so much!!
My pleasure, Manfred!
- Martin
Great video, Thanks Martin!
Thanks 😁
- Martin
As always great video and decision making - helps to have a healthy amount of fuel on board to deviate and still make it to destination.
Right - sometimes the exact outcome of a flight is hard to predict, and then it pays off to top off the tanks and have some extra flexibility - and one less thing to worry about.
- Martin
Great job with the block altitudes
I love your videos man!
Thank you ❤️
- Martin
Another excellent video!
Thank you, Mike!
- Martin
Hello again, Martin! Always look forward to your videos. Isn't it funny? We spend a lot of money and effort, to get ourselves and aircraft instrument rated. Then most of the winter, we have to stay out of the clouds to avoid icing. And then in the summer we have to avoid thunderstorms.... I did my IPC a while back and got current again, in case I had to fly back to CR for some reason. But, most of the winter, I'd have to stay out of the clouds anyway! Hope to see you at Oshkosh in a few weeks! Rick in Tucson.
Thanks, Rick - looking forward to Oshkosh, see you there!
- Martin
I always enjoy your videos and always learn from them. I had an icing situation also when going home from The Beech Bash. I left Madisonville and stopped in Bowling Green to visit the Corvette Museum. When leaving Bowling Green, I climbed to 9000 to have clearance over the Smoky Mountains. At 9000 the temperature was 25F. At one point, I was picking up ice and had to lower to get out of it. Later I was able to climb back to 9000 with no further problems with ice.
Thanks, Gary. Was the Corvette Museum any good?
- Martin
@@martinpauly The Corvette museum was interesting. I would rather be at an aviation museum but this museum was probably the better auto museum. One interesting thing about this museum is that the sink hole occurred there and damaged many of the display vehicles. Some were restored and redisplayed.
Vielen Dank für das schöne Video! Gruss aus Basel.
Gerne - und Grüsse zurück aus Iowa.
- Martin
This was really helpful as I review and consider my recent cross countries MD to NE.
Still waiting for you to stop in Cedar Rapids on one of those trips, Ryan!
- Martin
Great video, great landing. Thank you, for sharing. Always, very enjoyable. If I may suggest, Martin, you might perhaps consider getting your plane turbo normalized. ! Wish you safe flying as always.
Every once in a while, a turbonormalizer would help me. But it's rare. Given the cost, downtime, and added maintenance needs, I am leaning towards not doing this. If I lived in the western half of the country (or if I traveled there routinely), then absolutely this would be high on my wishlist.
- Martin
Interesting video had more icing than it seemed like it was going tto be, A *big thanks to the controllers for being so cooperative* on the block altitudes & deviation approvals; in all honesty thought there might be more pushback on that, but they were great even suggesting going north toward the end to shorten things up a bit !!
As always i enjoyed the flight ,every time we see or learn something new thanks alot Captain.
Glad you enjoyed it, and thanks for coming along on the flight!
- Martin
Excellent Martin. Once again: informative and interesting, and as always, a nicely done video.
Thank you!
- Martin
Martin (aka Ludwig ; ), I was sure I had your e-mail address, but can’t seem to locate it. So I’ll have to ask this question here:
Are you going to be speaking at AirVenture this year?
from FL 100 I take oxygen, then I feel fresher!
Interessanter Rückflug! Du warst schon auf Alpenüberflughöhe. 😃 Wetter und Flug sehr souverän gemeistert. 👍🏼 Die Videoeinblendungen der Instrumenten sind wie immer sehr gelungen. Man fühlt sich wie ein Co-Pilot an Bord. Weiter so!
P.S. Unser Ausflug folgt auch bald, kommt im übernächsten Video. 😎 - LG Frans
Vielen Dank, Frans. Und ich freue mich schon auf das Video unseres Fluges in der Schweiz!
- Martin
That too, is my experience. Ezy Pzy on the XWD landing, but MAN, the taxi is a royal bear and a half!!! ((and I have a castering nose wheel to boot))
Taxiing in a strong crosswind with a castering nose wheel - now that's harder to do than flying!
- Martin
! ! ! 70TB IS A HECK OF A PLANE ! ! !
However, If I Were You With All These Clouds n’ Ice in The Sky,
I’d Rather Be on The Ground Shooting The Breeze, Perhaps The Clouds ! 😁👍🏽👍🏽👍🏽
Great flight Martin. A pleasure to see how you managed the flight. Nice job. I would probably land with just 10-15 degrees of flaps to lessen the effects of a cross wind (although it wasn't much) since you had plenty of runway. Good stuff 👍
Thanks, Scott. Regarding crosswind landings, in the Cherokees I used to land with reduced flaps in crosswinds. I have not found that to be necessary or even advantageous in a Bonanza.
- Martin
As a TR182 pilot, I can attest that a turbo normalized engine is worth the cost for the extra options it gives you. I'm curious at the lack of oxygen use?
I’m curious to branch out in the agency and see how different facilities issue IFR clearances to aircraft already airborne.
I noticed you were cleared (in the initial clearance with Evansville Appch) back to CID via “as filed.” This is fine as we all know but for someone already airborne from the departure airport, I was always trained to say, “cleared to… via present position direct,” as “cleared as filed” in the air technically means one shall return to the departure airport from their present position and then proceed on their filed route. Hope Beech Bash was a good time! -Jason
Hi Jason. I guess what you are pointing out is one of technicalities that - while correct - don't matter much in real life. I would even point out that when "cleared as filed" from the ground (e.g. in CID), I do not fly exactly the great-circle line from airport to airport - instead, at some point after take-off I'll turn towards my first waypoint or destination, without turning back to the actual direct course line.
Regards,
Martin
Enjoyed the video Martin....just curious about your decision regarding no oxygen at 12>14K on that portion of flight.
I’m guessing your post will be deleted shortly by him like he deleted my comment. I pointed out his FlightAware shows he was above 12.5 (and at or below 14) for more than 30 minutes (it was more than an hour).
I like Martin and his videos, but instead of standing up to a mistake he made, he opted to delete…
I’d say actual O2 saturation is more important than meeting a general requirement. Just because he didn’t show some O2 use doesn’t mean he didn’t take a hit here or there. Some ppl can use cannulas to 25k, some can’t as well.
You need Go Pros on your wings to give you more definition :-)
I enjoy these videos. Is tha Bonanza pressurized? Or you're using a small nasal cannula for O2?
As always a great video. I really like seeing how you use your Aspen displays. I would love to see you try to use the weather and other displays on the MFD to see how you would do it. I tend to just use GP to get weather and airport info but on a recent flight the GP radial menus didn’t work on my iPad. Also at 20:20 of the video you show some GP maps that also have surface weather front depictions. How do you get that on the GP moving map in flight or is that a post processing addition? Thanks again.
The fronts/highs/low (surface analysis) come to Garmin Pilot via the SiriusXM weather subscription. I don't believe there is an equivalent through FIS-B.
- Martin
There you go Martin. I still say you need the jet. If you had that beach premiere, you would’ve just busted through 25,000 and flown over the top of all that stuff.
OK, here is my question that I always wonder about. Disclaimer: I am totally ignorant. For every 100 hours in the clouds and I mean really in the clouds what percentage of that is flown by hand versus auto pilot that includes climb out, cruise, and approach phases???
Hi Martin. Incredible video, as always. Question, did you move away from ForeFlight? Looks like you have different EFB. Thanks for great work. Armen.
Thanks! I've used different EFB apps over time; lately I've been using Garmin Pilot.
- Martin
As always, good stuff, and thank-you for not diving into the Submarine XXXXX.
Enjoyed the video, Martin. I usually try to get above cloud too, in this case did you consider flying under the cloud?
Yes, I did think a lot about whether to fly above or below the clouds. Neither was perfect, but cloud bases were getting lower and lower towards my destination, and thermals plus mechanical turbulence from the strong wind would have made the long flight below the clouds miserable.
- Martin
@@martinpauly Excellent, thank you!
This was so interesting to watch. I'm guessing that on flights such as this one is when your recent avionics upgrade really pay dividends. I'm curious...I think 14000 is the highest I've seen you take 70TB...what is her ceiling?
I've had it to 13,500 before, with the IO-520 and in the summer. That was painful to climb there. Much easier with the IO-550. So far, 14,000' is the highest I've taken it.
- Martin
Great video, Martin! Which EFB are you using?
Thanks, Lee. What you see in this video is Garmin Pilot. In older videos I have also used ForeFlight, and WingX before that.
- Martin
@@martinpauly Martin, much appreciated! I have been contemplating flipping from ForeFlight to Garmin Pilot.
Thanks for the feedback!
Why no O2?
Is that Foreflight or Garmin pilot you are using?
I've used different EFB apps over time; lately I've been using Garmin Pilot (which is what you see in this video).
@@martinpauly how do you like it compared to Foreflight?
Martin, are you not required to use Oxygen above 12000 Ft?
It's a bit more complicated - it depends not just on altitude, but also on how much time I spend at what altitude.
- Martin
What headset are you using?
It's called "Axis". My favorite headset!
- Martin
Thx will try @@martinpauly
Oh no I hit the like button it took the likes to 666!
All those upgrades you seem to be able to do maybe it’s time to invest in some deicing or anti ice equipment. I’m sure somebody makes a system for your Bonanza. By the way, I’m at about 600 hours total time and I have an opportunity to get checked out in a Dutchess, since I have no Beech time. if I join the Bonanza club and learn about the systems before I get checked out. Problem is with insurance. I don’t know what the minimum time will be required. It rents for $180 per hour dry. I think it burns 14-15 gallons an hour making it $270 an hour plus instructor. I am really don’t have $2000 just to be able to solo in a Beechcraft Dutchess. Wish they were cheaper again.
Yes, we all with flying was cheaper - including deicing. Adding TKS would set me back something like $50K to $60K (last I checked, which was a while ago). But really, if I had a need to deal with winter weather on a more regular basis, a twin (with the added power and climb performance) would be the way to do.
- Martin
@@martinpauly Or a turbo prop, pressurized and able to cruise at FL300. Do I sense a TBM? Maybe.
@@aviatortrucker6285 oh man, I wish I could afford a TBM or a PC-12!
@@martinpauly it’s still a little bit for me to even buy a 172. Maybe it’s time for a partnership with the bigwigs somewhere or just keep playing them lotto tickets.
You seem not to have squawked VFR on your departure. ??
At 6:55 you can see that 1200 is in the box before he enters 4044.
@@johnopalko5223 Thanks, John. I'm not familiar with the GTN boxes. I was focused on the "6516 ALT" displayed about the 1200 that was displayed on the entry keypad. That 6516 is the same as displayed at engine start, 0:50. I assumed that the 1200 on the entry keypad is a default value, which Martin then over-wrote with the code assigned by ATC (4044), and which was then transferred and overwrote the 6516.
@@larrypetro Well, you may be right. I'm not familiar with the GTN boxes, either, so I was making an educated guess. What makes sense to me, as a retired software engineer, would be for the current squawk to be displayed in the entry window. Who knows what the manufacturer actually did. I didn't even notice the "6516 ALT" until you mentioned it.
There's actually something to be said for the days when the transponder had four 8-position rotary switches. Yeah, I'm ancient...
hi, i m fun of your channel, i have a question : 14000 feet without oxygen, is it dangerous
You mentioned cooler weather, when was the flight?
End of April
I thought you needed oxygen to fly a Bonanza at 14,000.