IFR Cross Country to West Virginia
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- čas přidán 11. 06. 2021
- Join me for the highlights of this mid-sized IFR cross country flight which took me from my home in Iowa to Huntington in West Virginia. As you'll see in the briefing, showers and thunderstorms were a concern in planning this flight, though in the end the carefully chosen departure time made things pretty easy.
Huntington is home to Hershel Woody Williams. Who is that, you ask? He's the last surviving Medal of Honor recipient from World War II, and this a positioning flight to bring Mr. Williams to Michigan in my Bonanza for a dedication event for his foundation in support of Gold Star Families. You'll see that flight in another video.
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Yes the tank discussion, is quite important specially in a critical fase of the flight , nice welcome from the tower, and we're tuning for the special passenger, thanks a lot for having us on the this flight, as always i enjoyed it, see you soon, all the best.
Thanks - yes I thought that was nice from the Tower. They were very nice and helpful throughout the weekend.
- Martin
@@martinpauly 🌹
Instructional, entertaining, and practical (safety) video. Thanks for the real world example to follow.
My pleasure!
- Martin
Thanks for the tank selector discussion, Martin. Yes, the likelihood of your selector “coming apart” in flight is very low, but it can and does happen, and happened to me a few months ago when flying home after having an extensive annual done on my airplane. I was at 10,500’ when I tried to switch tanks and my engine quit. I switched back to the right tank, and was able to restart my engine, but was only at partial power. I had several airports within landing distance, so selected one and was able to land safely. You do NOT want such an event happening to you at low altitude on approach or in the pattern!
I'm glad your experience ended well, James. Thanks for sharing it here!
- Martin
I try to switch tanks when I am in gliding distance of an airport. I agree with you both that low altitude or in the pattern is a lousy place to find out your fuel selector is kaput.
I know guys who keep a small vice grip handy just for this reason
Another interesting, informative and safe flight, tks Martin.
This is so helpful. I am currently in the very beginnings stages of instrument training and seeing a flight from start to finish is amazing. Thank you!
My pleasure! Real-life IFR flying is quite different from the training environment; ask your CFII to come up with a good IFR cross-country flight on a day where you can see how things really work. Best of luck!
- Martin
Another good video Martin. I learn something with each one.......thank you.
Nicely done. A lot of planning and monitoring the weather enroute. Adds complexity and handled very well. Look forward to episode 2.
Thanks for the flight. I really like your calm professionalism. You would be a great CFI to have.
Thank you, Jon.
- Martin
Another great video and always lessons learned. The ILS test request is the stuff that gear up landings are made! Checklists are imperative.
Nice one Martin. I thought it was a little bumpy....
At the end it got a little bumpy, yes.
- Martin
Neat video Martin. I fly that area quite a bit and it was neat to see familiar sights. I wondered why you chose GIPLE as a waypoint, then remembered CVG has a GIPLE departure procedure. Great idea to put it in your flight plan!
thanks Martin, I have always respected your skills as a pilot. have a nice and safe flight.
Thank you, Wael.
- Martin
My son is in Huntington. If you ever go back, try Backyard Pizza downtown. Then bring home a box from Peace, Love and Little Doughnuts!
Great example when single pilot IFR in a complex high performance aircraft and into an unfamiliar airport, ATC starts asking for “favors” a less experIenced pilot might just say “unable”. I know I would! Anyhow, great video. Long time follower. Love the channel and shopping for a bonanza at the moment myself.
Maybe 'unable' would have been a good response for me as well on this flight. I had the runway in sight at the FAF, which is why I felt OK about it.
- Martin
2 years watching you, Martin & you just get better, ❤ look forward to your next flight!
Thanks, Christine - here's to many more years of flying!
- Martin
@@martinpauly you’ve been a tremendous inspiration, Martin, TY!
Can you do a video on fuel management sometime? I picked up on your point with the selector valve in this video and see it as very valid. I am intrigued as I meet various pilots nearly all of whom have different strategies to fuel management. I am interested in hearing your philosophy on the subject and how you manage it in your beautiful A36. Thanks for the great video!
Hi Evan, my Bonanza has a very simple fuel system: left, right, or off. It's really not rocket science, and I don't know that I can make an interesting video about it. Lots of other aircraft (older ones especially) have more complicated systems with four or more tanks. The real message is: pilots need to understand their specific fuel systems.
The only thing I would add is time the switching of tanks such that you have survivable options if a valve gets stuck or falls apart in the process. This is very rare, but why take chances by switching tanks when not in gliding distance of a landable surface?
Regards,
Martin
@@martinpauly perhaps Im making more of it than need be. Scott Perdue of Flywire channel on CZcams did a video like this and I thought it was very useful and interesting. A friend of mine who flies a Mooney changes tanks every 30 minutes by alarm on his G1000nxi. It’s just interesting how there’s so many different viewpoints on the subject.
@@evangreen7562 Different airplanes have different characteristics and limits for fuel imbalance. A Bonanza with two tanks is pretty straightforward. Still, switching the moment a timer goes off without any consideration of what options exist if the engine quits is not very smart, regardless of what airplane one flies. There is no conceivable scenario in my mind where the switching of tanks has to happen during a specific second or minute.
Regards,
Martin
Love the new update view now
Thanks, Bernard.
- Martin
I enjoyed your video. I have flown into this airport. If you saw the movie “We Are Marshall” this airport is the destination of the chartered plane flying the Marshall football team. They were returning home from a game with East Carolina. It was IFR conditions and the plane got too low on final one mile from the end of the runway 12. The plane crashed on final and everyone on board lost their lives. This is a good movie that talks about the difficulties of the town and college dealing with the tragedy and the difficulties in rebuilding the football team.
Doesn't matter where ya go now Martin your a star! On the subject of switching fuel tanks my method is the same as yours. One thing I like to do is switch tanks right after leveling at cruise so that I know I won't have any problems burning off that tank. I did have an o ring roll once in my fuel selector and it jammed up the selector lever, freed it and when I opened the valve up found the o ring broken. Luckily no fuel leak. Can't wait for the next video with Woody. Oops sorry for the spoiler.
Oh, you gave it away, Mike! 🤣
- Martin
I lived in WV for a few years before moving to Florida. Wife and I went back for a visit, but we flew into Ona, WV to save the costs of parking at HTS or CRW. Great little airport, right next to Ona speedway.
Martin, I totally agree with you (11:40)... I realize that many checklists have "fuel, fullest tank" as we approach an airport, but it doesn't make sense to me. I only change tanks when I'm enroute, at altitude, and within glide distance to an airfield. As always, great video. Thanks! Wayne (DA40 KSBA)
Thanks, Wayne - sounds like we are aligned on the fuel tank switching topic.
- Martin
Nice flight. WV country is beautiful and the people there are wonderful. Lived near Parkersburg for a few years. Did they make you sing the song? You gotta sing Country Roads every time you cross the state line. I think it’s law. Haha.
Bet you didn't feel the td. I heard a greaser! Perfect landing.
As always Marty, thanks for taking us along. What you said about an unpleasant ride (bumps) is kind of sticking with me and I could use some advice. I’m 35 hours in and just did my 3rd solo XC today. On the way back as it started to heat up (Dallas, TX) I started to get bounced around a bit at 5500. I “Know” there is nothing to worry about but I’d be lying if I said I wasn’t a bit uneasy. I really enjoy flying but, I am wondering if the uneasiness ever goes away or if it is something I will always have to deal with. Does is get better with time? Or maybe once I move past a 172? Thanks Shane
I was thinking VIP 'pastries'... 8) LOLOL --gary
Nice video. Would you have had the option to fly around that big cloud that seemed to bounce you around a bit?
I can always ask for a deviation to the right or left, and it it's usually approved. If not, and if the cloud was really scary looking, I could use my PIC emergency authority and deviate to prevent an unsafe outcome.
- Martin
See you at KOSH
I can't wait!
- Martin
That’s my home field HTS.
I thought any flight above 10,000 feet over 30 minutes required oxygen? Maybe you weren't up there that long. Anyway, another video I hadn't seen, Martin. I sure envy your ability to afford an aircraft that can fly that far, that fast... Very nice. Lucky you!
The rule is the flight crew needs supplemental oxygen when above 12,500 for more than 30 minutes.
Regards,
Martin
@@martinpauly I wonder, has that changed recently? I swear I looked that up just a few days before I saw this video. I was considering filing an IFR route that would require 11,000 MSA. There's lots of mountains around here. Could it be that is only for part 135 operations? Maybe that's what I read?
@@azcharlie2009 No recent change - in fact, those roles stem from the days of the Ford Tri-Motor. Now, the general consensus is that it is prudent to use oxygen at lower altitudes than required by the regulations, especially at night. But the regs have been like that for a long, long time.
Regards,
Martin
Martin, where’s the most readable forecast winds source (for mountain flying)? ForeFlight has a page, but not very readable. Thanks!
Another nice video from our skilled captain Martin is very interesting. What kind of headset do you use? Does it have ENC? cause it looks too small 😂. Thank you for the nice video.
Headset: martin.aero/wordpress/?page_id=321
It doesn't have ENC, but with fresh foam plugs it is really quiet.
Also super light-weight!
- Martin
Thank you, Martin
Fairly new subscriber and love your videos. Just a quick comment, I fly a little cherokee 140 and also NEVER switch my fuel tanks within 15 minutes of landing, even though most people do and a lot of checklists call for it, its something that I could never understand as you are just asking for trouble. One of my friends switched fuel tanks about 5 years ago as per his checklist on his Bellanca Viking and sure enough, his engine quit minutes after and lucky for him he just......I mean JUST made it to the runway. Why would you want to add that chance to your already busy landing sequence?
Peter, we are completely aligned on this topic. The fuel selector is a mechanical valve, and while it rarely fails, failure is a possibility. It is usually possible to plan the switching of tanks such that the plane will be in a god position (relatively speaking) should something go wrong while switching.
Regards,
Martin
Come on one day to KCJR and I’ll fly out with you in some IFR flight
I love these flights. Since you went to 11,000, I’m curious of your oxygen on board and is it easy to deploy if needed? if had to go higher for Wx
I have an oxygen system but did not bring it for this trip. It would not be a bad idea to use oxygen even at 11,000', but I have to weigh that against the hassle and cost of filling bottles.
- Martin
I'm curious. How did you display both the RNAV and ILS in the cockpit? Was it the ILS on the OBS and RNAV on your Avidyne?
Hi Kevin. You can't see it in the video, but I switched my #2 GPS (the IFD440) to VLOC and tuned the localizer manually on that unit. And I have a separate CDI connected to the IFD440 for deviations. Kind of an advantage of my "ancient" six-pack panel: thinking of the Cirrus I sometimes fly with a full glass panel, I don't think there's a way in that airplane to display two separate NAV sources with lateral and vertical deviations - you can switch between them, but only show one at a time.
Best regards,
Martin
@@martinpauly that makes sense, I should have said CDI instead of OBS. It seemed like a strange request from approach, I wonder if they have had ILS reliability issues lately.
@@kevinwiskus8874 You could see cars parked near the ILS antenna, so they were probably busy fixing something.
@@davidi171 thanks, I missed that the first time but went back and watched again and saw the cars. I may need to study before my next eye exam!
You got it. LOC was U/S but “fixed”, we need a few reports of good before we call it back.
I’ll fly with you anytime
The ATIS mentioned the localiser was out of use yet you managed to tune in to the localiser. What am I missing?
Maintenance on the localizer perhaps? Working, but not up to standards
That’s why we asked him to check it. We want a few reports of good before we call something back in service.
I helped them test it, is my guess.
- Martin
Grandchild, Martin?
That'll be another special flight for me, Jeff, but the mission this time was different.
- Martin
Would that special passenger happen to be a tiny new addition to your family?
4 legged addition ?
Martin how do you like your headset.
I like the Halo headset. Weighs next to nothing and puts no pressure on my ears and head.
- Martin
Martin if you need a partner to fly with you places let me know I have my own business and can get out some.....
Hi martin I’m the first viewer
Yes - you win first price on this video! 😁
Enjoy your weekend.
- Martin
what are you getting from weather.gov you can't get on foreflight?