Orlando in a Bonanza - Part II
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- Опубликовано: 2 июн 2024
- Part II shows the Martin's take-off from Orlando International, also known as MCO or KMCO. The flight returns to Flagler County Airport, just north of Daytona, Florida, and takes us from runway 36L at MCO close to Disneyworld and then north to Flagler Beach. As always, you can follow along with air traffic control captions to read and understand the controller instructions for this flight.
Route of flight (planned): KMCO - OVIDO - OMN - KFIN
Filed altitude: 5,000 feet
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I watch every video twice; I hear it first through an earbud while I’m driving a low-impact shuttle bus route for work. It helps me absorb the context, because I learn something every time. Martin is an excellent instructor. Once I’m done using my CDL for the day, only then do I watch the actual GoPro content. It’s like Ground School for me first, then the Flight Lesson experience. Proud Patreon supporter. CAVU 🇺🇸✈️😎👍
Thank you for the encouraging feedback, Mike, and for your kind support through Patreon.
I hope you'll enjoy your second round of this one!
- Martin
"Is that Martin Pauly?!" That was awesome!! Great video as usual, Martin!
Thanks, Cindy!
You are up late tonight! Try some of my LOP video, I hear it can cure insomnia! 😂
- Martin
@@martinpauly Good morning, Martin! Flying with you to KFIN just was a great way of starting the weekend! Lovely final over the water. I´ll just stay on full rich lol. Missed the mixture control on the Cruzer anyways 😇😁 Have a schönes Wochenende!
Great video, thank you Martin. Appreciate the thorough preparation and professional operation that makes GA look good!
Thanks, Daniel - glad you enjoyed it.
- Martin
Great video.
Took me back to Christmas 99 and doing my comm helicopter training at Flagler.
Had a great time including the big 2000 NYE in the airfield restaurant.
Great people all round and a great place to visit.
The Avidyne contentis are always really helpful.
Thanks again.
Dave Clark (Australia).
Thanks for the feedback, Dave. I, too, like the restaurant there on the field at Flagler.
- Martin
Is that Martin Pauly? Celebrity status😂
Yes, once or twice a year, Mike 👍😂
- Matin
Beautiful landing and I like the overlays where you can put the auto pilot and the other stuff in like a little mini window in there great video as always
Glad you enjoyed the ride!
- Martin
Great flight Martin. I always enjoy flying with you.
Glad you enjoyed it, Ken.
- Martin
Great video Martin! My parents live in Flagler. Flew there from Denver 3 times so far this year. I like the Palm Coast area.
Another Great Video Martin!
Thanks, Kyle!
- Martin
Martin. When the approach plate is superimposed it does take away some of the use of the VFR plate, but in true IFR conditions it helps me a lot since I am not looking for VFR points. It gives me good reference and with tray and weather on the map gives me a good picture of the situation. I admit it does take some getting used to that set up in ForeFlight.
Thanks for the info, Al! I'll have to experiment with this some more.
- Martin
@@martinpauly still a great video. How do you like the clearance on ForeFlight? I like that along with the D Atis but not all of the partners in the plane have ForeFlight and that is a requirement.
Off and turning at 'the big black stripes'. LOL Interesting perspective on how long is is and how those big guys land! That overlay was busy, maybe good for SA though? Thanks Martin!! 8) --gary
Cool flight
You're getting quite popular Martin. Nice flight. Thanks for the ride.
My pleasure, Bill.
- Martin
This is getting too easy for you with the new panel. Thanks for the ride and take care.
It's hard to get lost with so much good information right in front of me on the Avidyne IFDs, that's for sure!
- Martin
Oooh I can't wait to see the Cincinnati video because that's kinda my neck of the woods. Great flight and cool shout-out on final. Thanks for bringing me along as always.
It'll be a few weeks, but the footage was recorded very well, and it should turn into a nice video when it's all done!
Regards,
Martin
Great flight, always amazes me how relaxed you are talking to atc, I’m not a pilot just love simulators and it makes me anxious just thinking about it and listening to you chat with them. I’ll be flying your route tonight from my desk! Haha....thanks for the videos as always!
Thanks for the feedback. "Relaxed"... well, it doesn't help to be nervous, nor is there a reason to be nervous. Pilots and controllers - we are all just human beings trying to make things work in the air and around the airport. Almost everyone I've ever talked to on the radio has been nice, professional and helpful.
- Martin
I always get a kick when one of Martin's friends chime in on the comm..
It doesn't happen often, but it's always a nice surprise when it does happen.
- Martin
Thanks again Martin, Great Video and Usual. Stay Safe and have a good day
Thank you, Wael.
- Martin
Thanks again
Always welcome!
- Martin
Awesome video and editing Martin. I was so hyped seeing you had a new post.
Glad you enjoyed it, Ronnie!
- Martin
Caught ya flirting with the ground controller at MCO ground. ;)
awesome
First time watching one of your videos and very impressed. The extra split screens and text overlays are helpful. Be advised next time you're here in Central Florida (where I live), OVIDO is the waypoint near the city of Oviedo, which is pronounced Oh-VEE-doe. I need to track down Part 1 and will look forward to your next installment.
Thanks for the kind feedback, and for the hint about OVIDO's pronunciation. I know a lot of those are easy to pronounce for the locals, but it can be tricky for people not familiar with the area. I bet ATC is used to hearing all sorts of versions of them. 🤣
Regards,
Martin
Hi Martin. Thank you for another great video. Regarding the plate overlay at 16:48, you mentioned you couldn’t read either in that mode. ICYMI the opacity slider is at the bottom of that plate popup . ...but unfortunately that will cover the sectional.
Yes, that's exactly the dilemma. If I make the plate opaque, I can no longer see the sectional. So I might as well just go to the "normal" approach plate viewer.
- Martuin
Quality
Thank you!
Great video as always! You can change the opacity of that layover approach chart though where you can see it clearer, which is what I do. I like it a little more readable/solid than you had it there. Obviously you can't read the VFR chart as well or at all depending on how you set it, but I'm in approach mode anyway so the VFR chart doesn't matter as much.
Why did you not query the "odd" end taxi instructions via Echo & Alpha when Charlie & Delta would have been more convenient or was something mentioned on the notams ?
I did question that, but cut that part out of the final video. I suspect they have one way for outbound aircraft and another way for inbound aircraft. Since the taxi can take a couple of minutes, I might otherwise have blocked the way for outbound aircraft. That's my best guess.
- Martin
Hi Martin. I'm an avid watcher of your videos which i enjoy greatly. My question relates to your departure from a 12000 ft runway where you have self briefed that any issues you will pull the power and land ahead. However, you have retracted the gear on "positive rate" and should you need to land ahead on the runway after lift off you would need to lower the gear again. Have you considered bringing the gear up when no runway left for re-landing on? On lift off you probably had 10000 ft of runway still available should you need it. Regards!
Hi David. This is one of those questions with no perfect answer, because whichever way you choose to do this, one can bring up a conceivable scenario where the other way would have been better.
Having said that. I prefer raising the gear upon confirming positive rate for two reasons:
(1) That way you have more altitude after leaving the runway behind you
(2) If later you transition to a twin, you don't have to unlearn what you did in a single
A mechanical engine failure is very unlikely. Should I really forget to lower the gear, I'll land on the plane's belly - so what? I survive, probably unharmed, and that is more important than saving the airplane.
- Martin
Nice Video, thanks for sharing. Is that a new crease just left of center in your cowl? Or is it just camera angle?
Dennis
Hi Dennis,
You will find that same crease in every single video I have ever made. I bought the plane like this from the previous owners.
Regards,
Martin
Great videos!! Watched about 10 in the last couple of hours. Good use of graphics. Would choose to show less outside shots and more instrument display. I want to see how you fly the plane. On this video you had the camera shooting forward through the take off. It would have been more informative and exciting to see the instruments. Seeing your motions executing as you talk through takeoff would be more meaningful. Primary camera angle should try to assimilate what you are looking at. Camera shooting at you is ok for mission overview but not much more. You’ve got an excellent example of an A36. Awesome plane......Please take these comments with respect and admiration.
Hi Phil,
Thanks for your feedback. I try to find some middle ground... other people tell me to show LESS of the instruments and MORE of the outside. Makes me think I have a pretty healthy mix - knowing full well I can never make everybody 100% happy.
Best regards,
Martin
Ha, HA, HA.... Love it; paper over the GoPro to help in overheating, we've done that so many times with "mixed" success. I finally made a sheetmetal cover that snaps over the GoPro and painted it silver for reflectivity. Also with "mixed" success.
I know you can feel my pain, Ron. Electronics don't like hot weather; I may need to get air conditioning just to record my flights in the summer! :-)
- Martin
@@martinpauly
You know Keith Electric A/C is close by, if you need a place to stay our door is open!!
Hi Martin, firstly, I am wondering if you have completed the tailwheel endorsement (trail drager is probably an incorrect description).
Additional instrument visual when the plane is under authority adds to the quality of the video: thank you.
Foreflight
ATIS and clearance including vector with waypoints.
1. Once these waypoints are entered into the Garmin G1000 LCD screen. Is that sent back to ATC for confirmation?
2. After receiving your clearance via text, it is unclear (GoPro image) of the text boxes, possibly waypoint codes and numbers.
Keep the blue side up and brown side down. 🌌
John,
I have not completed the tailwheel endorsement yet.
Regarding your other questions:
1. This is not a G1000. It's an Avidyne IFD. Either way, the data I enter there is NOT sent to ATC. It only exists in my aircraft.
2. I do not understand what you are asking here.
Regards,
Martin
@@martinpauly Sorry Martin about the Avidine LCD screen error. I'll study it. Thanks 🇭🇲
How often do you get recognized on the radio like that? Very fun
It doesn't happen too often, really. But it's always fun when it does.
- Martin
He's a Rock Star, he gets recognized every flight.
Is that Martin Pauly behind does Foster Grants? Great vid as always -
Thanks, Steini! 👍
- Martin
I have tried several in the ear headsets but have not found one I like. What brand is that you are using?
I use the Halo from Quiet Technologies. Some people just don't get used to the in-ear style of headsets (with foam plugs sticking in your ear), while others love it.
- Martin
@Martin Pauly. Do you ever place a white towel trimmed to approximately fit the top of your instrument panel in hot locations to hugely reduce cabin overheating from the suns ultra-violet rays entering the windshield onto the black top of the instrument panel surface? I’m amazed by how much white terry cloth up there until I am cleared for takeoff always reduces cabin overheating when outside temps are above 75 F? What do you think, sir?
That's a good idea - I've never tried that (yet).
- Martin
In your experience with the new clearance delivery through Foreflight - would you still inform ground that you have it?
I haven't informed Ground of the fact that I already have my clearance. And so far, in each case Ground asked me to confirm. So yes, it may help to say something like "N70TB, ready for taxi with Information Echo and with my clearance".
- Martin
The texted departure clearance was "via SID." Orlando has 4 different departures. How did you know it was the Orlando-four departure. Was it part of your flight plan?
Take another look, Daniel. What you referenced was CLIMB VIA SID, which is only the vertical component of the departure. The departure procedure is in the line above, which was CLEARED ORLA4 DEPARTURE. ORLA4 is the identifier of the Orlando-FOUR instrument departure, as you can see in the header of the SID chart I show in the video.
- Martin
@@martinpauly Thanks, I missed that.
G,day Martin. With the Avidyne IFD, after you have the clearence via text or written it down over the radio, then you enter the waypoints into the IFD do you cross check these imputs? See ya Pal.
Hi John,
Yes, some kind of cross-check is always done to confirm the data entry was correct. There are multiple ways to do that. On a simple flight plan that goes direct from origin to destination, you can look at the course and distance and compare that to what you reviewed during flight planning. A more complex flight plan gets an easy sanity check by looking at it on the map, and compare that between the IFD and the iPad.
Also, for complex routes, the automated flight plan transfer between the iPad and the IFD (through WIFI) allows me to push the flight-planned route from Foreflight into the IFD, avoiding data entry errors. I still do a sanity check to make sure the software didn't screw up (which is possible!).
Best regards,
Martin
Does the Avidyne load all the waypoints / IAF’s if you select Vectors ? I know Garmin 530/430 does not and hence I never select Vectors when loading an approach.
The IFD behaves the same way as the GNS devices in that regard. I am well aware of the pitfalls of using the "vectors to final" function on the GPS; however, there are cases (like this one) where a visual approach is more or less guaranteed, and vectors-to-final is helpful then just to draw the extended runway centerline on the map.
Regards,
Martin
@@martinpauly Wilco. I also am in the habit of loading approaches for VFR arrivals. I tend to still load the IAF that is in my route and hence the full approach. Additional situation awareness and a margin for a change of plans due to last minute vectors because of traffic.
Loving that panel on 0TB. With respect to the approach plate overlay, why don't you just turn up the opacity? Once I'm on the approach I don't care so much about what's on the sectional and if you get pulled off the approach for some reason you can just 'hide plate'. Just a thought/question. Keep up the good work.
That's probably better than the half-way solution, Tom, and I'll give that a try in the future. Having said that, for many airports - the smaller ones especially - there are useful cues on the sectional chart which help me find the field. Is it to the right or the left of the little town? Are the railroad tracks between the town and the field, or on the far side? All these things can help me spot the destination airport, with help from the sectional chart.
Regards,
Martin
Curious why you use VFR sectional on IFR flight plan. Seems like a lot of distraction. I bet if you turned that off and then overlayed the plate it would be easier to consume.
Hi Steve, I bet to some extent that's a matter of personal preference. Even when flying IFR, I am always curious what's down there on the ground - what city, what airport, what river, etc. So the sectional chart helps me identify all that.
Regards,
Martin
@@martinpauly Yep! Much of aviation is personal preference. I have a few flights to Ankeny and Boone scheduled with another pilot, love to buy you lunch and check out your Bonanza.
@@x0veN_trading Kind offer, Steve - thank you. Let's save that for the post-COVID future. Hopefully gatherings like Sun 'n Fun and AirVenture will also offer opportunities to meet again.
Regards,
Martin
Martin, On the SID there was a crossing distance of 2 DME from some waypoint. Do you have a DME? If not can you accept that SID? Asking for a friend. LOL
I do not have a DME. GPS can legally replace DME for almost anything, at least here in the US. However, in this case a little simple math/estimation will quickly address the question. From wheels up on 36L to the ORL VOR, it's 7 nautical miles. Since the crossing restriction is 2 NM before ORL, I have 5 NM for the climb, and pier the crossing restriction I have to get to 2,300 MSL or above. KMCO's elevation is 95 feet, so let's call it a 2,200 foot climb over 5 miles, or a 440 ft/NM climb gradient. At a ground speed of 100 knots, that translates to 733 ft/min climb rate - easily done in the Bonanza with just me on board, even on a hot day like this one. Once I know I WILL meet the crossing restriction with my normal climb profile, that takes care of it.
Of course, once the Tower controller assigned me a left turn to heading 360 after take-off, none of that was relevant anymore.
Hope this helps!
- Martin
I'm surprised she cleared that 1095 flight to land while you were still holding in position...That's a no-no! :-)
Hey Matt. I gathered from the conversation on Facebook that it seems to depend on the airport. Some allow this, others don't. I see it pretty often at my home field, CID.
- Martin
ATC is allowed to give clearances in the US on the grounds of “anticipated separation.” Even though he was LUAW on the runway, the controller judged that, by the time the arriving traffic got close, he would be the required distance of 6000’ down the runway and airborne (7110.65 section 3-9-6).
Edit: after looking at 3-9-4 subsection c in the 7110.65, some facilities arent allowed to do this with LUAW based on their lack of qualifying safety logic systems, so it just depends on where you are as well. But those facilities with the safety logic systems are allowed to do consecutive landing clearance + LUAW with weather down to 800 ft ceilings and 2 miles visibility (3-9-4 c.2) which honestly blows my mind.
tl;dr
Some facilities are indeed allowed to do LUAW + landing clearance on same runway provided certain requirements are met and I can only assume this airport is one of them
Hi Martin, can you comment on your new avionics with respect to their initial reliability? Some of my hangar flying friends turned up their noses when I mentioned Avidyne as a 430 replacement.
Hi John. I have had no reliability issues with my Avidyne IFDs in the 15 months I've had mine. The only problem I see people mention sometimes on the various Internet forums is related to installation errors, when shops don't know how to correctly connect an Avidyne IFD to an ADS-B 'in' transponder, so as to get weather and traffic displayed on the IFD. As long as you use an installer who knows how to do this with your transponder, it should be a very easy swap.
Replacing a GNS430W with an IFD440 is very straightforward. It CAN work without any wiring changes, but to really take advantage of all the IFD can do, I suggest to add three wired connections:
(1) to the ADS-B "in" device (as mentioned above)
(2) to an unswitched input of the audio panel for the verbal callouts (e.g. the 500' AGL callout, or the chime at the top of descent)
(3) to an unused radio input for the second COM radio (each IFD has two COM receivers, i.e. you can listen to the active and standby frequencies at the same time)
Happy to help if you have any questions on this topic.
Regards,
Martin
@@martinpauly Thanks Martin! I'm in the market for a Bonanza/Debonair, and when I see ones with an older 430 in the panel I start thinking about replacements. This helps a lot.
@@johnschumacher1769 That's good thinking, John. You probably know this, but just in case: look closely if the airplane you are getting already has WAAS, i.e. whether it has a GNS430W or GNS530W vs. just a plain GNS430 or GNS530. Without WAAS, you can still reuse the tray and most of the wiring for an IFD, but you will have to install a new GPS antenna and antenna cable.
Good luck for your search! Have you joined BeechTalk.com yet? It's a great group and forum for Beech owners (and people who want to become Beech owners).
- Martin
Martin, how often do you fly to Flagler?
I've been there once or twice a year for the last five years or so.
- Martin