Lunch flight to Schaumburg
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- čas přidán 26. 07. 2024
- Join Martin on a quick lunch flight to Schaumburg, IL (06C), a small general aviation airport just a few miles west of Chicago O'Hare. Martin will meet friends for lunch at Pilot Pete's, the popular airport restaurant. On the way there, he explains the somewhat unusual ATC procedures for IFR flights going to Schaumburg (06C does not have any instrument approaches), and how the filed flight plan is often quite different from the flown route to this airport.
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Martin on Social Media:
CZcams: / martinpauly
Web: www.martin.aero
Instagram: / n70tb
Twitter: / _martin_pauly
FaceBook: / n70tb
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Martin's Bonanza on FlightAware:
flightaware.com/live/flight/N...
Nice no drama flight around Chicago. Thanks for taking us along and take care.
Hi John,
I like no-drama flights. That's the experience I always aim for for my passengers.
All the best!
- Martin
Thanks for letting us sit in your right seat. Learning a lot from it.
My pleasure!
- Martin
Pilot Pete's. Yummy! Great flight
Always enjoy Pilot Pete's!
- Martin
Hey Martin,
I’m a low time private pilot working on building time to begin instrument training. Thanks for the excellent videos and descriptions. Learning a great deal just watching. Thanks and keep em coming
My pleasure, Jerry. Good luck for getting your instrument rating!
- Martin
Nice flight Martin although I might have asked the FBO to not call me on short final next time!
No kidding. As a low time pilot I might have ignored it until clear of the active or might have told them I’d get back after landing. (Sterile cockpit)!
Love pilot Petes my CFI and I did cross country to that airport. Great food and view I learned a lot on that flight.
Schaumburg, IL is one of my favorite airports to visit, and I ALWAYS stop at Pilot Pete's.
- Martin
Great flight Martin , nothing like flying for lunch at an airport restaurant ..
Thank you, Aidan!
- Martin
Good to see you back Martin, hope your doing well my friend!
I’m not even a pilot (except Part 107 sUAS) but watch a lot of this type of video. I really like yours, especially the way you explain everything you do, with periodic views of the instruments. It’s interesting & informative. The way you point out various POIs on the ground is interesting too. 😎
Thank you for the feedback, Bill. Happy to hear these videos can be interesting to people who are not pilots.
Best, Martin
Entertaining and educational, thank you for all the info with Foreflight and navigation.
Thanks, Chris - glad you enjoyed it.
- Martin
Great technical video - loved this one.
Love your videos, Martin!! Keep'em coming and thanks for sharing!
Thanks for the video
I love it when you file IFR and take me along explaining everything so clearly... I can learn so much from this... I also enjoy it the you take trips with your plane showing different things to do!
Well done Martin, very enjoyable flight. Nice to hear GUMPS multiple times in the pattern.
A greaser landing and a great lunch make a good combination.
Thanks for sharing.
Glad you enjoyed the flight!
- Martin
Great video Martin. Always enjoy watching your IFR work. Cheers
Martin, as always, an excellent video. Thx!
Happy to hear - thanks for the kind feedback!
- Martin
Martin well done mate love it ....
Great explanations of everything Martin. Very professional pilot you are! Thank you.
First time flying into Schaumburg yesterday! Watched this video before arriving. I was really nervous flying under the bravo, but approach was so helpful to get us around Dupage and to start our descent. Definitely am going back!
Glad you had a good flight to Schaumburg. Did you stop at Pilot Pete's?
I find Chicago Approach to be very helpful in the area.
Regards,
Martin
What's pattern altitude? 1700?
Another great Video Martin, and it brought memories when I was flying in the city of Angels under class bravo airspace. Thanks for sharing the adventure.
Love pilot Pete’s. Great atmosphere
Du hast es schon wieder geschafft! Nice fast pace flight. Thanks for taking us along ✌🏻
Thanks for another fine video...
My pleasure, David!
- Martin
Thanks for the caption on screen with this one, always great content!
You are welcome, Alex!
- Martin
Loved your video, very informative for a novice like me. TY for sharing !
Thank you Martin for another informative flight. Always a pleasure to "ride" along with you.
Thank you, Jason - glad you enjoyed it!
- Martin
Thanks for stopping by 06C! I highly doubt you remember, but we did meet before and had a nice conversation prior to you going upstairs to eat at pilot pete's (This was during the summer of 2019 when I was flight instructing at 06C)
Been a viewer of yours for awhile now and it is always cool to see you make a video with 06C in it!
Great video as always.
Nice video into my local airport.
Another fun and informative one, Martin. Thanks!
Thank you, Jeff - glad you enjoyed this flight.
- Martin
@@martinpauly Very much so.
Did you say pilot pete’s? Hum. Keep the videos coming!
Ah, you like the name of that restaurant? lol
- Martin
Thanks Martin
My pleasure, Scotty!
- Martin
Enjoyed the video!!! I've made the 7 min flight from KDPA to 06C a few times for lunch :)
Good video Martin, such fun, looks like a good place to eat! Always appreciate your explanations. Thank you for taking us along.
No question, I love that restaurant, and can't wait for them to reopen. The only thing better would be if they had a roof-top patio to enjoy the flight line out in the open.
- Martin
@@martinpauly Thanks for you reply Martin; when visiting my son in Calif, we enjoy lunch at small airfields, with great diners over looking runways (Corona airport, Cable airport, Flabob and Brackett Airfield), such fun for this Iowa guy!
Nice video sir. Sent to my pvt pilot student son. Good dialogue on the class B.
Thank you - glad to hear you found it helpful.
- Martin
Great video. Hope to fly there in the next year or so from Philadelphia. My wife has a friend that lives in Schaumburg.
Go for it - the airspace is a bit complex, but that makes it a great learning experience. Use flight following. Coming from the east, you could fly along the lake shore (GREAT view of the Chicago skyline) and then cross west through Chicago Executive's Class D airspace towards Schaumburg.
Have fun!
- Martin
Martin, thanks for taking me along. I enjoyed the flight...
Happy to hear - thanks!
- Martin
Really enjoyed the tour of northern Illinois:
19:50 Crossing the Mississippi River over Lock and Dam 13, Fulton, Illinois. (Which is worth a visit in the very unlikely event one is nearby)
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20:00 Mississippi River looking north. Thompson Illinois is on the east bank. Just north of Thompson is a square west of the road going north out of the town. That's USP Thompson, a federal prison.
20:10 Looking south down the river. Fulton Illinois is on the left; Clinton Iowa is on the right. The bridge is US 30, which is a famous road for us Midwestern folks.
22:53 Dixon Illinois where Ronald Reagan grew up, and the Catfish Capital of Illinois (referring to the fish, of course).
23:03 Rock River. The cooling towers are the Byron nuclear power plant and Rockford Illinois is in the background. Byron is handy because the steam and often be seen from the Mississippi River and from Chicago so it's handy for VFR flights.
25:15 Rochelle inter-modal rail-road yard.
27:00 DeKalb, home of Northern Illinois University (and a nice airport).
30:30 Fox River.
33:18 I hate that water tower.
33:57 Greaser landing.
Thanks for posting. Nice flight and I appreciate your thorough explanations. It was also nice to see folks eating inside a restauarnt without maaks or social distancing. It seems like a long time since that's been legal in the Louisville area.
Thanks, Bill.
I know, seeing people eat in the restaurant feels like it was in a different era, though this happened only a few weeks ago. Hopefully we'll return there soon.
All the best!
- Martin
Thanks for the video. As an instrument student, I appreciate your thorough explanations! You must have fixed something because I didn’t have any commercial interruptions!!
You are the best, Martin! Always enjoy your flights. But very less outside views this time. Let us have a bit more of those, please. 👌👍
Thanks, and I'll try to capture more outside views - though snow-covered Iowa and Illinois don't have that much to offer in that regard. Maybe it's time for a trip across the Rockies again! :-)
- Martin
Another good trip with you, Martin. I’ve never noted you climb at max 2700 RPM and cruise at 2500 RPM? Noise cancelling headphones allow greater freedom for choosing RPM settings. The Continental limitations must be observed. And you aren’t violating either of those.
Martin, I am so happy to make my debut on your videos! I saw you flying that day and wondered if I'd be on your video. 129er
Pilot Pete's has some great food. Schaumburg airport also has a noise abatement procedure but I'm not sure if many pilots actually use it LOL.
They do, for departures to the east. They have a nice big aerial picture in the FBO lobby showing the exact path. As far as I have been able to observe, people seem to follow it for the most part.
- Martin
Great video. I fly out of KDPA and was wondering how the approach into 06C worked and if anything special was required beyond staying until the Bravo shelf. Thanks for sharing.
Hi Martin, I see you made the jump to Foreflight. Very nice how it integrates with your panel.
Would love to hear you go through some pros and cons compared to WingX.
Nice Job Martin. Boy the ad monster had a hay day with this video. I counted 8 ad interruptions as I watched.
Hi Preston. Sorry about the many ads - a couple of others commented on that as well; CZcams must have changed how they place these ads, and how many! I've edited the settings and hope it'll be toned way down.
All the best!
- Martin
when clearance no change in your IFR plan, at that moment, I clicked the thumb up
I can't find my query and dialog on the airport you visited in this video. I am both a local resident with a stake in the airport, and an aviation enthusiast and would like to see the airport not only preserved but improved. I had asked your input. You seemed to say, as I recall, the airport is great "as is". We think it needs a precision landing system at least from the western side. It is a VFR only facility. The runway is also too short; another 1,000 feet to the length would be so meaningful. Local government doesn't seem to care of building construction under the glide path from the west....lol. The general aviation community has shrunk so badly, there are hardly any tie-down renters at Schaumburg. The tarmac several years ago was crowded with tie-down aircraft. The operation is further compromised by both fixed wing and rotational lift aircraft in close proximity to one another. There is a decided lack of meaningful FBO kind of appearance, facilities, support and user-friendliness. Lastly, the dearth of good hangar facilities that accommodate small jets is another short-coming. I would be curious on what general aviation visitors and users think of this airport honestly. But, thanks for liking and visiting the field. Any thoughts?
Dick, I believe you are referring to an exchange I had recently here on CZcams with someone named "johnmaer". Of course I would love to see the runway extended at Schaumburg, and an instrument approach added. But I don't think those things will happen, because of how built-up the area is and how close the airport is to ORD. You talk about an approach coming in from the west; as you probably know, all instrument approaches have a missed approach segment, and this one would point straight at O'Hare. As a somewhat frequent visitor, I love flying to Schaumburg on a nice VFR day; the FBO has been helpful and welcoming, and the restaurant upstairs is very good (and frankly the main reason why I fly to Schaumburg).
Best regards,
Martin
@@martinpauly Martin, thanks for taking the time. John is an alter ego, pen-name for same email identity. We're one and same....sorry for confusion. Out here in Chicago metro area, we have Gen Av, Part 135 air fields that are close to ORD and so jet pilots perform what they refer to as circling and base leg approaches when straight-in ILS glideslope type approaches are impractical because of ORD arrival/departure lanes. Same thing applies to Schaumburg. No one in their right mind tries a straight in or straight out approach, missed or otherwise. Class Bravo airspace breach. Traffic patterns are downwind base-legs. My point being ORD is only a boogie man kind of argument or factor against upgrading Schaumburg, not a real one. Chicago Executive, even Midway, provide hassles for ORD controllers as you may know. Schaumburg ought to be a reliever for both Chicago Executive and DuPage which is too far from O'Hare and Chicago city to be practical for corporate users, unless their headquarters is out in DuPage or outer counties. 4,000 ft. runway at Schaumburg is just under what could be a mid-range corporate jet minimum length field. Users of Chicago Exec. wanted to lengthen their one jet runway recently and were shot down by local politics, but airport operations suffer as result and compromise safety....local governments don't or won't get it. In any event, many missed approach routes at major airports incorporate immediate turns to avoid ground proximity or topography near airport. Chicago and FAA caused the O'Hare flying lane conflict issue, Martin because they updated the field recently (last 10-15 years) with all parallel, east-west runways. Schaumburg field was there before O'Hare Modernization, and O'Hare used to have runways serving all major compass directions....traffic was dispersed in all areas, not simply in east-west noise/glide-path cones. Airport managers, FBOs and airport users have to be more proactive.
@@martinpauly Instead of "boogie-man" terminology in my reply below....let's substitute "straw man argument". My intent may be more clear.....lol.
Good job, I never noticed that you had two different colored yokes, at first I thought it was a single swing away yoke....
Thanks, Ron. I've had different yokes in the Bonanza over time - that explains the mystery.
Best,
Martin
@@martinpauly
Too funny!!!
See I do watch - HA!
Martin, I also have a Century lll and after watching, used your technique to change Altitude. Thanks Bill
Great informative video Martin. How long was the flight to Schaumberg? Thanks and stay safe!
Thank you, Joe. Schaumburg is just a hair over an hour from my home base, wheels up to wheels down.
- Martin
20:40 Martin, I also like to do long, shallow descents (faster, cooler CHTs)... but unless I missed something, when you got the descent instruction "Descend and Maintain 5000" I believe you need to (under IFR) descend at 500+ fpm unless you request/receive "pilot discretion" (PD).
Yes, you are correct, this wasn't by the book. To be golden, I should have asked for (and would have received) permission to descend at the lower rate, less than 500fpm. I wouldn't take this liberty just anywhere, but I've flown so much in this particular airspace that I have a pretty good idea of where ATC needs me to reach the assigned lower altitude.
I'm curious if anyone from C90 reads this here in the comments and can chime in with some practical advice. How big (or small) a deal is this for you?
Best regards,
Martin
Martin, understood, and I know I was nit-picking just wanting to learn. I expect it's almost never a big deal.
Nice video, Aurora/Dupage/Schaumburg always is a busy VFR jiggle . ...and the pot roast is great at Pete’s. Q_ just transitioning to my 78 NA A36, and getting my numbers dialed in. I notice that you were up to 2500 RPM several miles out, is this a “close to the ground rule” for you, as i leave her at 23 squared or maybe 23 by 21 inches till i am in the pattern where i dial in 18 inches and 2400 till 10 degrees of flaps after the gear is down before the base turn to start bleeding of power. Just wondered your thinking. Also, are you. Never less than 2300 RPM kinda guy? Cheers Martin.
Hi Andy. Congrats on getting your Bonanza - that's the same model year I have.
There is no magic about 2500 RPM. My engine runs very smoothly at that speed, which is why I like it and use throttle and mixture to control power, rather than RPM. But it depends a lot on the specific engine and prop, and there is nothing wrong at all with an RPM reduction to reduce power if you prefer that in your airplane.
Best regards,
Martin
Hello, Martin. Great job, as usual. Question: do you brief for, or have you ever experienced, a rejected take-off in 70TB?
Yes, and yes. I briefed it on this very flight at 5:47 in the video.
- Martin
Martin Pauly ; Definitely worth a re-watch. Your attention-to-detail is no doubt assisting many viewers, pilots and non-pilots alike. 👍
Thanks for taking us along Martin! Just wondering two things. Would it have been an option to do the whole flight VFR point to point at 7500 ft? Little higher and a straight line would have meant less fuel consumption? And why you needed to stay clear of that DuPage class D, you picked up flightfollowing at the IFR cancellation so unless instructed otherwise you can transition class D without notification right? At least that’s what I have learned.
Two very good questions!
(1) Yes, I could have flown VFR at 7,500 and avoided going to SIMMN and later HINCK. However, from the weather briefing I got before the flight, I didn't know with certainty that I would stay in visual meteorological conditions the whole time - there was some marginal VFR along the way. And really the slight detour - adding HINCK adds precisely 2 nautical miles to the direct route, so less than one minute extra flying time - doesn't change things much.
(2) Technically, you are correct, but this is something that has caused confusion. § 91.129 says "Each person must establish two-way radio communications with the ATC facility providing air traffic services prior to entering that airspace". The ATC facility providing air traffic service in the Class Delta airspace is DuPage Tower, not Chicago Approach. Now, when I am getting flight following from Chicago Approach, the Approach controller should "coordinate with the appropriate control tower for transit authorization when you are providing radar traffic advisory service to an aircraft that will enter another facility’s airspace" (7110.65Y, 2-1-16). But controllers are busy people, and there have been cases when this coordination didn't happen, and then tings can get ugly. I could avoid any chance of this with a slight (5 to 10 degrees) course change, so that seemed like a good idea. Another option would have been to confirm via radio with the Approach controller that the coordination has happened.
Best regards,
Martin
Martin Pauly thanks Martin, that clears up these things!
14:45 CYA!
Which headset are you using?
24:10 Question: how does ATC "ask you to cancel IFR"? Flying to satellite airports around LAX and SFO I've never gotten that (but come to think of it, those have all been Class D). Seems to me, you're on an IFR flight plan and it's their job to get you to your destination (or for non-towered, within sight or at least on an approach if one exists). I have had them query "advise field in sight" but I've never had them just drop me. 26:20 I'm curious what happens if you don't cancel IFR... since your clearance limit is 06C I assume he has to keep you as long as you need, including presumably thru the Class B if need be. I'm certainly all for helping out ATC, but if I'm unfamiliar and don't want to scud run below the Bravo, I'd just want to stay on the IFR clearance (descents, vectors) until field in sight. Thanks for humoring me :-). Wayne
Hi Wayne, that's a fair comment/question, which emphasizes the unique situation for Schaumburg I wanted to show in this video. Because for any other airport in the Chicago area, I would have done exactly what you wrote. The thing about Schaumburg is it is not an IFR airport; what I mean by that is it does not have any instrument approaches nor any departure procedures. When O'Hare is landing to the east, arrivals to runways 9L and 9R fly over Schaumburg at 2,300 MSL (GS intercept altitude), ~500 feet above pattern altitude at Schaumburg. I don't know how you could vector IFR traffic into or out of Schaumburg into that mix and maintain IFR separation. Granted, when O'Hare is landing to the west, things are probably better, but even then they'll have to take into account the possibility of an airliner losing an engine after take-off and other emergencies.
So, in a nutshell, the proximity to ORD and the fact that it lies underneath the final approach course for two of ORD's runways make it impossible to treat Schaumburg like most other airports.
Best regards,
Martin
Makes total sense. Thanks. I just wonder if you had ceilings of say 1000' (1800' MSL) how ATC would get you into Schaumburg... and if the clearance limit is somehow weather-dependent.
@@GeezerGeekPilot Honestly, with a 1,000 foot ceiling, I wouldn't want to fly into Schaumburg. To comply with VFR minimums, you'd have to stay in Class Golf airspace, i.e. within 700 feet AGL, over this very densely populated area. Maybe pilots who are based there have gotten used to it, but it's not my idea of fun.
On the clearance limit part: Being cleared to 06C is no guarantee that you can land there. Same with any other airport, even those with instrument approached. If the weather isn't good enough, you go somewhere else.
Best,
Martin
@@GeezerGeekPilot you would get vectors to the primary instrument approach in use at DPA and would continue with DPA until you are able to get below the clouds and continue on your own to 06C
@@brockw6507, just what I was looking for. Thx.
Watched this via the email link that I get from CZcams. There were at least 7 breaks for advertisements. First time ever with one of your videos. Other than that, it was great as always.
Hi there, thanks for pointing out the many ads. I didn't realize how many ad breaks CZcams would place in it. I just changed the settings for this video; hopefully that is improved now.
Best regards,
Martin
I just viewed. Not a single interruption for any ads.
@@JustSayN2O Thank you for confirming, Dr. Dave.
- Martin
Hi Martin. On IFR I think that unless ATC tells you " descend at pilot discretion" you must at least use 500 ft per minute rate. I am wrong? Thanks for sharing. Take care.
Hi Eduardo. Yes, technically you are correct. In real life, ATC rarely cares about how fast I climb or descend in that airspace (busy terminal areas are a different story, of course).
In this case, the intent was to have me below the floor of the Class Bravo by the time I get there, and that was easily accomplished with the slower rate of descent.
Best regards, Martin
@@martinpauly Thanks Martin for your explanation. Take care. I hope to see you at Oshkosh.
Eduardo Garcia Not this year, I’m afraid. Sadly, EAA just announced AirVenture 2020 is canceled. Very disappointing, but understandable.
@@martinpauly OMG. Thanks.
Nice video Martin. How are you doing during these scary times we are in. Are you grounded? Stay safe.
Hi Michael. I'm doing alright; working from home instead of the office - which I don't like very much, I do miss being around the people at work. But other than that, life is alright.
I certainly look forward to when we can go places again and be around other people!
All the best!
- Martin
I captured a detail: when you readback plan change, you even didn't know where the intersection is. any risk here?
Shuai W no, this is standard. Especially since he had spelling...
As Edwin said, it's pretty standard to read back a clearance and THEN figure out what it means - ATC can't wait that long for the readback/acceptance. The only time this could be difficult is if a clearance is ambiguous AND you have a radio problem after reading it back and before asking for help.
- Martin
@@martinpauly Thank you
@@awsomedudeedwin thank you
I still don't understand going IFR with 10,000' ceilings. VFR is so much easier.
At 5:19 you say "mixture, best power"... do you mean "mixture, full rich"? Or are you really using best power?
Good question... and the more I think about it, the more I think "best power" is what I really mean here. "Best" as in "lots of power", but not necessarily "maximum power". Maximum power would require some leaning, resulting in very high pressures inside the cylinders, and very high CHTs, at or near sea level at least. "Best power" here is something close to maximum power but kinder to the engine. At the same time, in the mountains at high elevation, "best power" means leaning the mixture to the actual max. horsepower.
At this take-off in Cedar Rapids (elevation ~860 feet), this kind of "best power" was achieved with a full rich mixture.
I hope this answers your question.
Best regards,
Martin
@@martinpauly Very interesting.
I did a little googling, and found this article: bit.ly/3fPh3kw where the author defines "best power" as 0.074 to 0.080 FA ratio... which is lean of full rich. Not sure how much i trust the article though, b/c he says this: "if fuel is slowly added to the stoichiometric mixture (0.067) the added fuel will have a cooling effect and the combustion gas and cylinder head temperature will decrease." which is wrong... temps go up from peak to 40ROP, then down, as you know.
I guess we can define these terms as we wish... it doesn't matter much as long as we are operating our engines in the correct regime. :-)
Thanks for the videos! Some of the best informed aviation content on CZcams!
Your understanding matches mine - hottest CHTs and highest internal cylinder pressures around 50 deg ROP, maximum HP at around 80 deg ROP (all Fahrenheit). Neither one if a good place to operate an engine at high power.
- Martin
Did you go home VFR or IFR?
I filed IFR again on the way home. Could have done it VFR, but I like the extra eyes watching my flight, just in case...
- Martin
Isn't your oil running a bit too cool? methinks should be about 40 degrees warmer ...
Oh, it will, on a summer day.
OAT makes a big difference.
- Martin
great video as always but dang...way too many unrelated ads -
Hi Robert, thanks for pointing out the many ads. I didn't realize how many ad breaks CZcams would place in it. I just changed the settings for this video; hopefully that is improved now.
Best regards,
Martin
Be careful when you fly into and out of this airport in the months and years ahead. Local authorities relaxed zoning regulations, allowing a trucking firm and fuel station to be build a few hundred feet west of runway 11/29, if you can believe that......a corporate headquarters and a live fuel refill retailer on short final just outside the airport. I lament the aviation community, such as bloggers and broadcasters, like yourself, for being totally uninvolved and uninformed in actions that seriously degrade, rather than improve, general aviation fields throughout the U.S. This land use ruling is noteworthy for all the wrong reasons, and such governmental short-sightedness receive little attention. You and the other bloggers ought to get your act together and become more proactive in airports you use/visit/or support, even if it were for its hamburgers.