Pro Pilot Pete this is the type of flying I want to do with you in the B58!, IFR flying in the twin with low ceilings and having at least a 1000 foot ceiling is perfect for me
The only close I ever get to flying is on my flight simulator. I enjoy these videos alot wich gets me even closer. I can watch these videos for hours. I always loved planes since I was a kid. I would sit at an airport for hours just watching planes land and take off. Great video keep them coming.
I also always dreamed of flying. I decided that I could do it after I retired. Unfortunately, I now can’t pass a physical and lost everything during the COVID lockdown. My advice is to follow your dreams! You may not get a second chance. 🎉
Loving this. This kind of video teaches me what I don’t ever want to do once I get my PPL. I just want to fly a little 152 around in the English countryside and wave at my wife whilst she’s putting the washing out. 🤣
Good vid and Thanks for recording and sharing, I would have climbed out a little faster for faster altitude but then again I don't have a baron nor can I afford one so you can do what you want lol , what a sweet ride :)
I’m pitched to my V-bars which keeps me at a safe angle/rate (go-around/take off mode), then at a safe altitude I transition to VS, typically 700’ per minute then taper off to 500’ per minute. Thanks for watching!
Pro Pete. Single pilot ifr in a twin. Probably the highest work load a pilot could undergo. So you take off and before you even got to 400ft agl you were IMC. What if you lost an engine on take off flying the SID? Would a baron climb 400ft per mile single engine at that density alt? I wonder what terrain you may have to clear after departure? And let us assume you climb out successfully after the failure. Would airports ILS or gps precision approach get you back in below 400ft? You are not in a 737. So i guessing baron would not qualifly for a cat A minimums. Maybe I am mistaken. But i think a credit card and hotel until you got cloud base at circuit height at least maybe have been safer option.
Yes, single pilot in a light twin is high work load and a big responsibility, but as a professional pilot (one doing it for hire and not pleasure) you assess the risk, have a game plan, and operate as safely as possible. I always have a plan B in mind in case things go south. Take off alternates, where VFR weather is, extra fuel, etc. all go into consideration along with many other factors. Of course I would prefer a twin engine jet for every mission but that’s not how it works. This particular airport is in low terrain and no SID for light aircraft. Even when flying more capable aircraft I try to plan for the worse, hope for the best. I appreciate the comment and constructive criticism. Thanks for watching!
@@markmartin9346He’s referring to Category of aircraft. A is approach speed of 91k of less (small single engine), B is 91-121 (larger single, twin, turboprop), C is 121-141 (Jet aircraft)
Being a Pilot i can say its must be quite demanding especially in such Low Vis or (enforced LVP procedure) weather conditions in twin engine. many keyboard warriors are saying its not low IFR but they cant get the feel which you experienced. hatts off to you
I'm curious about your comms set up. it seems like you've got dual radios but I don't understand why you kept a ground channel open while up with APP/DEP. I flew military and when we had dual VHF we'd stack clearance/ground and tower in once radio, APP/DEP in the other on the way out to just flop channels then change to APP/DEP on the second radio with a known anticipated next channel in STBY. and on the way down we'd reverse the anticipated flow to reduce workload. once I was off radio 1 I'd deselect the radio on the ICS panel (presuming similar is available on modern glass systems) as time allowed and once in cruise, program anticipated freqs into 1 while talking/monitoring on 2.
I do have two radios. Not sure what you’re referring too but I typically use com 2 for weather/atis and com 1 to talk to atc. When on ground I had tower in standby (all on com 1), then as I approach the runway I switch (flip flop) to tower then tune the departure frequency in the standby, Some guys like to put atis and ground on com 2 and use com 1 for tower and departure. Just personal preference. Thanks for the comment and thanks for watching!
@@ProPilotPete after you broke out on top there was ground traffic on the audio and I was wondering why is all. if I wasn't clear, all ground and tower freqs on comm 1, enroute comms on 2, set up arrival tower/ground on 1 for landing is what I meant for what I did.
@@kwdriver58 I had to go back and listen. The controller you’re hearing is GSO departure but he’s working tower and ground since it’s early. We hear him but can’t hear the plane on the ground frequency. I’ve flown with other pilots that do it the way you’re talking about, just not my preference.
I have question. What kind of glasses wear You to clearly see checklists, little farther away panel instrument and outdoor eg. when You land. I personally use bifocal glasses but it's not really best solution.
I'll swear that your standby ADI doesn't "present" the same info as your primary ADI. True? That 200 foot ceiling would be difficult if you have to return immediately, IMHO.
Not sure what you mean by ADI. The standby instruments on the G1000 equipped planes is really an emergency use thing. If I lost my PFD I’d go to reversionary mode and use the MFD. as far as an emergency return goes you need (not required) a take off alternate. I always have this in mind even if I didn’t say so on the video. Thanks for watching!
I find this quite interesting and I was wondering if you could explain your thinking here? I'm relatively new IFR pilot and I have set a personal minimum of least 2,000ft cloud level so I can always land back at the same airport I take off from. I fly a pa28140 single engine so with the single engine is most likely to fail in the 1st 10 mins. I understand you have a multi-engine here so the risk is not as great. How far away was your Take-off alternate from this airport you took off from, as you would have needed one to be legal? As the weather from the ATIS was lower than the minimums on the approaches. Is it the experience which has given you the confidence to be able to take-off in weather such as this or your faith in your plane that nothing will fail?
I’m not a fan of low ifr in single engine airplanes. Yes, I’ve done it, but only in airplanes I’m very familiar with, both equipment and mechanic shape, and typically ones I fly all the time. If you’re flying in low IFR then you probably need to go, therefore it requires the extra utility and safety of a twin. You have the right idea with personal minimums, which should go down as you gain experience and proficiency. As the second part of your comment, part 91 doesn’t require a takeoff alternate but you should always have something in mind just in case. Always plan for the worst but hope for the best. I also like to have the fuel necessary to get to better weather, preferably VFR if able. Have a solid plan B and C. Thanks for watching and I appreciate the comments. Train hard, you may need it someday. Another piece of advice my Grandfather gave me when learning to fly, when in doubt, chicken out! Words to live by.
I've often asked these kinds of questions as a student pilot. Now that I've flown a little bit and talked to a bunch of pilots one thing becomes clear: most people are in denial. Maybe some of them simply don't care if they live or die, but most of them are in denial. They will talk about safety and good ADM, but when they make actual decisions - they just ignore the danger. You ask them why they think it's ok to fly single engine at night, or over the mountains, or IFR with fog all the way to the ground, or all of the above - they'll give you an answer, but really they just accept the unmitigated risk of dying. With light piston twins it's the same if not worse - they are only safer in theory, in a practical flight if I have an engine out I'd rather have it in a single, not a twin, unless it's high up in cruise, and in VMC, and a failure is not dramatic with a lot of time to think and act. If you think a lot of pilots here on RUclips stay on the ground if the weather at their departure airport is below minima for an approach back - think again. They don't care. They just go. Single, twin - doesn't matter. By the way, from my personal experience - pilots who talk about safety the most are typically the least safe pilots. Not sure why.
@@alk672 a twin adds utility and safety when properly trained and prepared. A turbo prop adds more and a turbojet even more. No matter the equipment or conditions one must be trained and proficient to handle them. Thanks for watching!
@@ProPilotPete no question regarding utility, but in terms of safety the record is clear - an engine out in a light twin is more deadly compared to a light single engine, not less. Sure if you handle it correctly in a timely fashion you'll be safer in any phase of flight, but turns out actual flesh and bone pilots can't do it. They can't maintain appropriate speed and roll it over.
Been watching you for a while now, PPP. A question that I have is why don't we ever see you flying with someone in the right seat? Most aviation videos have an occasional right-seat passenger or FO? Just curious.
Stay tuned, my next video has a front seat pax. I normally only film the empty legs that way I can speak freely without feeling weird talking out loud. I have a few with a copilot as well, usually a low time guy building time. Thanks for watching!
Spent a couple of years flying freight in an ancient, clapped out Baron, still a great aircraft but had nothing like the avionics here Couple of points, you really shouldn’t be using your phone while taxiing and all you had to do was ask the tower to turn down the brightness on those runway lights, it would have made life a lot easier for you
Question, how come you didn’t bug your rwy hdg on take off for reference in IMC since you were given rwy hdg in your clearance. I see you bugged your first turn. Also, why not use FLC vs. V/S for your altitude change.
I was given cleared direct to my destination so I bugged the heading bug with the course line, then flew my V-bars in TO/GA mode which is basically a roll/pitch mode. At 400’ I hit heading on the afcs panel. I could use FLC vs. VS mode but in non-pressurized planes I prefer to use rate of climb for pax comfort, especially since down low I’m not in danger of getting slow. Thanks for watching and the comment!
When does it get to a very low IFR departure? You can land it that weather. I consider a very low departure when you can only see three runway lights. The one next to you , the one ahead of you and the one behind you. And I’ve done plenty with those conditions or worse.
I guess low vs. very low is subjective. Not a hard ceiling (vv200) and 3/4 visibility would make it difficult to get in. Less than 500’ ceiling with descent visibility underneath would be LIFR. I too have seen it worse than 1/4 visibility where it’s reported in RVR numbers, which would be more than likely a no-go for me.
@@ProPilotPete I guess it is. I was always happy with anything above minimums. 100 and 1800’ RVR and I’m good for landings if the approach supports that. And with over 13,000 hours all over the world I hand flew every approach except for 6. The A/P in the GIV, GV and Global was good at coupled approaches but I felt more comfortable doing it myself.
No run up, messing with GoPro while on taxi in reduced visibility and blowing past ILS critical area hold bars….true professional..might want to not post stuff like this
Some things are edited out and wasn’t told to hold short of critical area. No one coming in or they would have given me that. Was told to report holding short of runway.
This guy does everything we are trained🤔 not to do... Cell phone and working on video all while taxing. Come on guy! Take care of those things before hand. Too Much!
![SP-ENX - Boeing 737-8Q8 - Enter Air | Saint-Etienne Loire Airport [EBU/LFMH]](http://i.ytimg.com/vi/DmmgAX1RdDo/mqdefault.jpg)
Pro Pilot Pete this is the type of flying I want to do with you in the B58!, IFR flying in the twin with low ceilings and having at least a 1000 foot ceiling is perfect for me
Nice video and beautiful Baron!!
The only close I ever get to flying is on my flight simulator. I enjoy these videos alot wich gets me even closer. I can watch these videos for hours. I always loved planes since I was a kid. I would sit at an airport for hours just watching planes land and take off. Great video keep them coming.
You ever think about doing some flying? You don’t need to get a full licence but you could maybe do a discovery flight someday?
I also always dreamed of flying. I decided that I could do it after I retired. Unfortunately, I now can’t pass a physical and lost everything during the COVID lockdown. My advice is to follow your dreams! You may not get a second chance. 🎉
Days like this are in my rear view mirror but remember them well. I miss my days in the Baron but days like this not so much.
love that synthetic vision . so many good tools now days . nice one
Love IFR flying in the Baron and I’m enjoying this ride
That's a beautiful plane. Nice flying
Dude has a great sim setup
This is not a sim??
Not a sim, real life
Incredible panel setup!
Loving these types of videos Pete. Thanks much!
Amazing. I have the exact Baron I believe same year also a 2007 and I pick up so many good flying habits from you. Thank you!
This lowly Tripacer driver is in awe of your airplanes.
Loving this. This kind of video teaches me what I don’t ever want to do once I get my PPL. I just want to fly a little 152 around in the English countryside and wave at my wife whilst she’s putting the washing out. 🤣
Nothing wrong with that!
@@ProPilotPete I’m getting stressed just watching you at work. Don’t know how you guys manage this. It’s amazing.
Great colors on runway. Good looking video.
Into the ping pong ball. Nice vid Pete!
and the BREAK OUT! Nice video, subscribed.
Nice video. I worked at GSO as an A&P years ago when Atlantic Aero was there.
Very smooth operation.
Great video…..I really enjoyed it.
Good vid and Thanks for recording and sharing, I would have climbed out a little faster for faster altitude but then again I don't have a baron nor can I afford one so you can do what you want lol , what a sweet ride :)
I’m pitched to my V-bars which keeps me at a safe angle/rate (go-around/take off mode), then at a safe altitude I transition to VS, typically 700’ per minute then taper off to 500’ per minute. Thanks for watching!
Good Stuff Pete. New GA pilot here find your channel very interesting.
Thanks for watching, I enjoy sharing the passion!
Pro Pete. Single pilot ifr in a twin. Probably the highest work load a pilot could undergo. So you take off and before you even got to 400ft agl you were IMC. What if you lost an engine on take off flying the SID? Would a baron climb 400ft per mile single engine at that density alt? I wonder what terrain you may have to clear after departure? And let us assume you climb out successfully after the failure. Would airports ILS or gps precision approach get you back in below 400ft? You are not in a 737. So i guessing baron would not qualifly for a cat A minimums. Maybe I am mistaken. But i think a credit card and hotel until you got cloud base at circuit height at least maybe have been safer option.
Yes, single pilot in a light twin is high work load and a big responsibility, but as a professional pilot (one doing it for hire and not pleasure) you assess the risk, have a game plan, and operate as safely as possible. I always have a plan B in mind in case things go south. Take off alternates, where VFR weather is, extra fuel, etc. all go into consideration along with many other factors. Of course I would prefer a twin engine jet for every mission but that’s not how it works.
This particular airport is in low terrain and no SID for light aircraft. Even when flying more capable aircraft I try to plan for the worse, hope for the best.
I appreciate the comment and constructive criticism. Thanks for watching!
Departures are based on 200 feet per mile usually and I think that baron on 1 engine can do that.
I heard landing on an aircraft carrier at night is right up there with 'em.
Cat A? There's CAT 1, CAT 1 SA, CAT II, CAT II SA and CAT III with mins as low as 300 feet or 75 meters RVR.
@@markmartin9346He’s referring to Category of aircraft. A is approach speed of 91k of less (small single engine), B is 91-121 (larger single, twin, turboprop), C is 121-141 (Jet aircraft)
I missed this one, Pete. Beautifully done!
Being a Pilot i can say its must be quite demanding especially in such Low Vis or (enforced LVP procedure) weather conditions in twin engine. many keyboard warriors are saying its not low IFR but they cant get the feel which you experienced. hatts off to you
We're all aware of how we talk. It's the way we let others know how much we enjoy aviation.
Thank you for this kinda videos
Continental's name we pray 🙏
👍☑ Now this I haven't seen .......or have I? One of those clouds looks familiar.
Lousy conditions but a perfect departure. Congratulations.
Things happen fast in that plane!
Into the soup pretty quick on that one.
Very nice!
Flew a turbo baron when started career nothing wrong with single ifr in this plane was common back then over mtns in bc.
I'm curious about your comms set up. it seems like you've got dual radios but I don't understand why you kept a ground channel open while up with APP/DEP. I flew military and when we had dual VHF we'd stack clearance/ground and tower in once radio, APP/DEP in the other on the way out to just flop channels then change to APP/DEP on the second radio with a known anticipated next channel in STBY. and on the way down we'd reverse the anticipated flow to reduce workload. once I was off radio 1 I'd deselect the radio on the ICS panel (presuming similar is available on modern glass systems) as time allowed and once in cruise, program anticipated freqs into 1 while talking/monitoring on 2.
I do have two radios. Not sure what you’re referring too but I typically use com 2 for weather/atis and com 1 to talk to atc. When on ground I had tower in standby (all on com 1), then as I approach the runway I switch (flip flop) to tower then tune the departure frequency in the standby, Some guys like to put atis and ground on com 2 and use com 1 for tower and departure. Just personal preference. Thanks for the comment and thanks for watching!
@@ProPilotPete after you broke out on top there was ground traffic on the audio and I was wondering why is all.
if I wasn't clear, all ground and tower freqs on comm 1, enroute comms on 2, set up arrival tower/ground on 1 for landing is what I meant for what I did.
@@kwdriver58 I had to go back and listen. The controller you’re hearing is GSO departure but he’s working tower and ground since it’s early. We hear him but can’t hear the plane on the ground frequency. I’ve flown with other pilots that do it the way you’re talking about, just not my preference.
@@ProPilotPete ok, that makes sense and explains it.
Good vis.
after watching this video I can’t wait until I get multi-engine rating.
I have a very bad case of panel envy! LOL
It definitely spoils you!
Nice departure. Take off straight into hard IMC is a major problem for an inexperienced pilot.
That’s a great point. But what happens when you lose that left engine and IMC 200 feet can you handle it? Can you stabilize the aircraft?
No such thing as hard IFR … it’s all the same
@@Sandhoeflyerhome IFR IMC READ!
@davejones542 no such thing as hard IMC
@@TB-um1xz zero/zero thick fog, thick cloud with very low cloud base. storms. vs stratus at 5000 ft wrong
How about the redundancy of those systems?
Yes, enjoy the redundancy and the lack of vacuum gauges.
I have question. What kind of glasses wear You to clearly see checklists, little farther away panel instrument and outdoor eg. when You land. I personally use bifocal glasses but it's not really best solution.
I have bifocals.
I'll swear that your standby ADI doesn't "present" the same info as your primary ADI. True? That 200 foot ceiling would be difficult if you have to return immediately, IMHO.
Not sure what you mean by ADI. The standby instruments on the G1000 equipped planes is really an emergency use thing. If I lost my PFD I’d go to reversionary mode and use the MFD. as far as an emergency return goes you need (not required) a take off alternate. I always have this in mind even if I didn’t say so on the video. Thanks for watching!
Вы думаете что нам интересно смотреть 5 - минутные руления по аэродрому? )))
You can skip ahead, I’m talking about what’s happening
In a twin, no need taking off in weather you wouldn’t want to land in with one engine.
I would if I have to, but obviously would rather not.
I find this quite interesting and I was wondering if you could explain your thinking here? I'm relatively new IFR pilot and I have set a personal minimum of least 2,000ft cloud level so I can always land back at the same airport I take off from. I fly a pa28140 single engine so with the single engine is most likely to fail in the 1st 10 mins.
I understand you have a multi-engine here so the risk is not as great. How far away was your Take-off alternate from this airport you took off from, as you would have needed one to be legal? As the weather from the ATIS was lower than the minimums on the approaches. Is it the experience which has given you the confidence to be able to take-off in weather such as this or your faith in your plane that nothing will fail?
I’m not a fan of low ifr in single engine airplanes. Yes, I’ve done it, but only in airplanes I’m very familiar with, both equipment and mechanic shape, and typically ones I fly all the time. If you’re flying in low IFR then you probably need to go, therefore it requires the extra utility and safety of a twin. You have the right idea with personal minimums, which should go down as you gain experience and proficiency.
As the second part of your comment, part 91 doesn’t require a takeoff alternate but you should always have something in mind just in case. Always plan for the worst but hope for the best. I also like to have the fuel necessary to get to better weather, preferably VFR if able. Have a solid plan B and C.
Thanks for watching and I appreciate the comments. Train hard, you may need it someday. Another piece of advice my Grandfather gave me when learning to fly, when in doubt, chicken out! Words to live by.
I've often asked these kinds of questions as a student pilot. Now that I've flown a little bit and talked to a bunch of pilots one thing becomes clear: most people are in denial. Maybe some of them simply don't care if they live or die, but most of them are in denial. They will talk about safety and good ADM, but when they make actual decisions - they just ignore the danger. You ask them why they think it's ok to fly single engine at night, or over the mountains, or IFR with fog all the way to the ground, or all of the above - they'll give you an answer, but really they just accept the unmitigated risk of dying. With light piston twins it's the same if not worse - they are only safer in theory, in a practical flight if I have an engine out I'd rather have it in a single, not a twin, unless it's high up in cruise, and in VMC, and a failure is not dramatic with a lot of time to think and act.
If you think a lot of pilots here on RUclips stay on the ground if the weather at their departure airport is below minima for an approach back - think again. They don't care. They just go. Single, twin - doesn't matter.
By the way, from my personal experience - pilots who talk about safety the most are typically the least safe pilots. Not sure why.
@@alk672 a twin adds utility and safety when properly trained and prepared. A turbo prop adds more and a turbojet even more. No matter the equipment or conditions one must be trained and proficient to handle them. Thanks for watching!
@@ProPilotPete no question regarding utility, but in terms of safety the record is clear - an engine out in a light twin is more deadly compared to a light single engine, not less. Sure if you handle it correctly in a timely fashion you'll be safer in any phase of flight, but turns out actual flesh and bone pilots can't do it. They can't maintain appropriate speed and roll it over.
@@alk672 hence the term proficient not just trained.
You know it's time to update avionics when DD has better gear than EA.....
Interesting.
Glad you think so!
ATIS almost sounds like a bot version of Arnold Schwarzenegger.
Been watching you for a while now, PPP. A question that I have is why don't we ever see you flying with someone in the right seat? Most aviation videos have an occasional right-seat passenger or FO? Just curious.
Stay tuned, my next video has a front seat pax. I normally only film the empty legs that way I can speak freely without feeling weird talking out loud. I have a few with a copilot as well, usually a low time guy building time. Thanks for watching!
I can see the viz is over 2 miles!
Huh? Atis is calling it 3/4
Spent a couple of years flying freight in an ancient, clapped out Baron, still a great aircraft but had nothing like the avionics here
Couple of points, you really shouldn’t be using your phone while taxiing and all you had to do was ask the tower to turn down the brightness on those runway lights, it would have made life a lot easier for you
Just glancing at my phone for the departure frequency, got clearance from PDC. No different than looking at a note pad. Agree on the lights.
Question, how come you didn’t bug your rwy hdg on take off for reference in IMC since you were given rwy hdg in your clearance. I see you bugged your first turn. Also, why not use FLC vs. V/S for your altitude change.
I was given cleared direct to my destination so I bugged the heading bug with the course line, then flew my V-bars in TO/GA mode which is basically a roll/pitch mode. At 400’ I hit heading on the afcs panel. I could use FLC vs. VS mode but in non-pressurized planes I prefer to use rate of climb for pax comfort, especially since down low I’m not in danger of getting slow. Thanks for watching and the comment!
Instrument rated
When does it get to a very low IFR departure? You can land it that weather. I consider a very low departure when you can only see three runway lights. The one next to you , the one ahead of you and the one behind you. And I’ve done plenty with those conditions or worse.
I guess low vs. very low is subjective. Not a hard ceiling (vv200) and 3/4 visibility would make it difficult to get in. Less than 500’ ceiling with descent visibility underneath would be LIFR. I too have seen it worse than 1/4 visibility where it’s reported in RVR numbers, which would be more than likely a no-go for me.
@@ProPilotPete I guess it is. I was always happy with anything above minimums. 100 and 1800’ RVR and I’m good for landings if the approach supports that. And with over 13,000 hours all over the world I hand flew every approach except for 6. The A/P in the GIV, GV and Global was good at coupled approaches but I felt more comfortable doing it myself.
Hardly low
How low is low?
3/4 mile viz and 200 foot ceiling is NOT very low IFR weather. It is actually above Cat 1 landing minimums.
You’re right, what was I thinking. It’s almost vfr.
What a dumb comment, it’s literally almost at minimums for most ILSs.
No run up, messing with GoPro while on taxi in reduced visibility and blowing past ILS critical area hold bars….true professional..might want to not post stuff like this
Some things are edited out and wasn’t told to hold short of critical area. No one coming in or they would have given me that. Was told to report holding short of runway.
This guy does everything we are trained🤔 not to do... Cell phone and working on video all while taxing. Come on guy! Take care of those things before hand. Too Much!
Glancing at my phone for my PDC info. No different than looking at a note pad for the info.
What's the difference between reading a clearance or checklist on a phone than paper?