I just watched this video. I know this was 5 yrs ago and I noticed the old avionics and I just smiled, knowing the upgrades you have done to your plane! As in all the videos Great job!
i was a crew chief on Barons in the army(1971). we had four Generals that flew and needed hours so everytime they flew I got to fly. they would call me, hey chief time to fly get the bird ready. They taught me how to fly the aircraft. great airplane. like your videos. got my license 1969 pilot sel with about 350 hours.
I'll have to message you one day about one particular flight where the Gen. got vertigo, sick and flew us into a cloud. Glad I had about 15 hours of instrument training for 20 minutes I was in charge. Got my training at flight Safety Inc. Great school on Long Island NY. Keep these videos coming. they are great.
Given the angle of the sun and so forth, this video gave a great view of your instruments and terrain. This particular video was so precise , and with clarity, that I found myself actually flying in the right seat. I myself flew many years ago.....and man......do I miss it! Flying is truly a passion.
Hi. Love your Video. Thought that it was a great scenario. Re the whole radio comms thing. When a friend of mine was doing his PPL here in Australia, I used to assist him. I taught myself the airspace around the local airport, just by listening to tower on a scanner. We used to simulate calls. He would call, and I would respond as the tower. I'm a totally blind aviation geek. Regards, Christopher from Australia.
Wow, I can't believe how much St. Augustine airport has grown. It was just a friendly little country airport in the 80s. Fond memories of landing on the short crosswind runway in a T-34B and getting all the attention taxiing by with the canopy rolled back, throaty lope from exhaust and my elbow suavely up on the sill. :)
Really enjoy your videos and how they are put together. I am no longer able to fly because of medical issues so your videos help keep me "in the air". Thanks for taking the time to put your flights on line for those of us who love aviation. As for the iPads, I think they are a GREAT addition. They really make flying safer and more efficient. Not sure how anyone could argue that point. Thanks agin.
Awesome video I recently subscribed to your channel and I am enjoying your videos, I'm a Miami native just moved up to Orlando about two and a half years ago but presently relocating back south. The FBO that you flew out of my instructor and I flew out of it ,that was where the aircraft was stored this was quite a few years ago, sorry for the long message just excited to see another aviation vlog from back home.
+Darryl Darling thanks for subscribing and thanks for the shout out. Sano is a great little FBO at FXE. I think it's typically passed over for the glitz and glamor of the high dollar FBO on the field. Stay tuned, more videos to come!
Oh no...my niece who is almost three and who loves to look at planes in the sky was watching your video....I said look he is about to land and she said and I quote “he’s so cute” lol......
What a fantastic view as you were coming in to land! Although this wasn't related to your 90 degree turn I did see that traffic @ your 11 O'clock position @ the timestamp of 23:22 as it quickly flew from your left to your right!
+Wills Wings thanks for watching! I'm glad you are enjoying my videos. I'm going to be recording another one tomorrow that I hope to have up before the end of the week!
Many years ago I had a traffic conflict near Gainesville FL; this must have been around 1990. Traffic same altitude opposite direction. I saw him and started an immediate right turn; he never saw me, and whizzed by in less than 15 seconds 200 feet to my left... I'm alive (as are my mother and a sister who were my passengers that day) because see-and-avoid worked.
+Timothy Stockman thank hid it did that day. I can't tell you how many times ATC will call out traffic I never see. In our cockpits our views are so limited it can be tough. That's why I prefer going IFR. I'm still responsible but at least I have another set of eyes looking as well.
Try MORGA V3 you will probably get that. the reason for the vectors around PBI is due to arrivals and departures. TBIRD is to far west for ZMA to take you due to the reasons that they have arrivals coming down V437 descending out of higher altitudes for either 060 or 080
+Jeffrey Goodmanson thanks for watching! I get why they route me around PBI. I just don't understand why they don't clear me to ARKES or ATONE since I fly to and over them every time.
You can fly ARKES - TBIRD - TRV if you're above 11k (above PBI). Otherwise, there are arrivals coming down over PHK to PBI at 5k / 7k, 9k and 10k. So they have to move you around based on traffic. Technically the route you filed is correct - PBI V3 OMN V51 ASTOR KSGJ Above 11k, you're going to have issues with ARKES Jet traffic, TBIRD Jet Traffic.
If you don't mind, I have a couple of questions for you. I've watched some of your newer videos, but I noticed a couple of things here that I have questions about. 1. On take off, you used less than half of the runway. You got the gear up pretty fast. What if you had an engine failure like you were taught at Simcom? Do they recommend getting the gear up as soon as possible? Not that I flew complex airplanes that much, but I was always taught to keep the gear down if you had useable runway in front of you, just in case. So, I'm curious as to why it comes up some quickly. I'm not questioning your decision, but I would like to know the thought process behind it. 2. Are you going to be getting Rosens any time soon? That Florida sun must be a killer! 3. Okay, it's probably not ever going to happen, but if by some outlandish chance, I can get back into the cockpit, a B55 would be a suitable airplane for me. Now, Mike Jones has purchased the Colemill STCs, and can put IO-550s in your airplane, along with winglets, and D'Shannon can put VGs on it. However, Chuck Ney Enterprises can take your IO-470s, overhaul them, and put -520 cylinder heads on them. Several people on BeechTalk have sung the praises of them, but after Chuck passed away, apparently his son was running the company into the ground. From what I understand, the chief mechanic got the business moved to his name, but these comments were over a year ago. I'm wondering if you've heard anything since, and if, when you are up to overhaul, might consider going that route with Chuck Neys Enterprises. 4. It seems to me that your prop levers and your mixture levers are not lined up with each other. When in cruise, it looks like the outer levers are farther back than the inboard levers. Is this normal, or is this just what you need to do to get the engines leaned properly. I noticed on landing, with everything forward, the right engine was burning two more gallons per hour. 5. While I'm asking these questions, how did you like SimCom? I assume you trained in Orlando? While that's not a motion simulator, how real does it feel? You commented about sweating after that short ride. Anyway, thanks in advance for answering the questions, if you do! Fly Safe!
1. Sometime I may raise my gear a little quick, but for me the rule is gear up fly, gear down chop the power. In a twin I want to get my speed above blue line ASAP. When that gear goes up you can actually feel the airplane accelerate and in a twin, speed is life where in a single altitude is. 2. Already have them. You can see them in my latest videos. 3. I am up for an overhaul soon & I am going with Factory overhauled 470s. The extra power would be nice, but I've also heard to many complaints about cylinders or engines not making TBO etc. I don't know how much is operator error but I do know that the 470s tend to be bullet proof engines. Mine is already past TBO and running strong. 4. My right fuel pump needs to be changed. My old mechanic (recently passed away) suggested that I compensate by leaning rather then changing the pump since I will be changing the engines soon. Well, they are still running strong so most likely it will be the fuel pump being changed this annual. LOL 5. Love SimCom. Wish I could do it twice a year instead of once a year. Every time I leave there I am amazed how much better my skills are. Unlike the video, my actual training was all night IMC with every failure imaginable . Felt very real.
Thank you for taking the time for a detailed answer! I really enjoy the fly alongs in VLOGS like this one, it puts me back in the cockpit, sort of. :) But, what I enjoy more is the interaction with the pilot, like this. So, I thank you again for the answers and 'taking us along!' Fly safe!
as a guess from a former center controller, I'd say there's a Letter of Agreement between MIA Aproach and PBI Approach dictating the routing they feed north bound traffic at. In this case it seems to be a heading assigned at handoff time...Doesn't make sense though because with you out to the west of PBI, you're in the way of PBI arrivals descending to the east. If you were over PBI at 5000 or 7000, you'd be clear of PBI arriving and departing traffic...But...if the Trump TFR at PBI is hot , you won't be allowed to fly through it....so there you have it...clear as mud. :) Also, if a controller takes you above your requested altitude, leaves you there and then switches you to the next controller, ask that next controller for lower. The next controller won't know you're not at your requested so you must ask for it, if you still want it. enjoy your videos...extremely informative
You might consider looking at the LOAs between the facilities you fly through, they are very enlightening as to routing. Alternatively, go visit the facilities; Miami TRACON/Tower is very welcoming with visits, as is the Center.
Great video. What type of stylus are you using for your ipad? I've had trouble writing down my clearances and default to fingertip chickenscratch or pen/paper.
I just have generic rubber tip stylus pens that I have collected. I started using them for the same reason. so instead of a bunch of pens I have a bunch of stylus in the cockpit.
Great video , love to double iPad set up , I figured you were recording Siri with the yoke mounted iPad with the cable connected to the headphone jack , Question , how do you have foreflight running on two iPads ? 2 subscriptions or foreflight sharing ?? . Nice video , I picked up a hero 5 and hero 5 session , should be trying a new camera set up this weekend .. safe skies .
Thanks for watching. My yoke mounted iPad was feeding my audio panel for some of the callouts you heard. I just have 1 subscription. ForeFlight allows you to have it on 2 iPads and a iPhone.
Great videos. Question, on the right side of the instrument panel, under the GPS and radios, there is a gray screen (kind of looks like a old CRT screen). What does that do?
Usually I am high enough that my MP is dictated by my altitude. As far as my props are concerned, I use to always just pull them back to 2300 but lately I have been using 2400. The engine just seems happier there.
When you started your descent it seems like the props come out of sync and sort of stay that way until you're on short final. Does it matter if they are, or is it more of a comfort / annoyance thing.
Another great video, if it not 2 rude may I ask you what sort of work you do .Is the baron for transport or delivery work.Cheers from an old man in Sydney
+John Blunt thanks for watching! I love hearing where my viewers are from! I may be visiting Australia this summer (your summer). I work in TV production. So I'm just transporting myself.
wELL ITT A LOVERLY AIRCRAFT TO fly for your self.. I was a pilot in the 70s & 80s in and around Sydney delivering mail all around N..S.W. but like so men of my era I ended up with diabetes, the diabetes cost me my licence. The bonanza was my aircraft of choice. for some reason I did not like flying the Meridian.Now I am disabled and I sit in front of my computer watching you guys living my dream.Cheers and thanks
I know you filed 5000ft and Miami climbed you you 6000ft and then Pbi climbed you to 7000ft. Just wondering if you ever asked for 5,000 ft besides initially requesting it. Sometimes we climb you higher because there's slower traffic ahead at 5,000ft. Miami approach just wants you on a heading and altitude. I don't think they know what a victor airway is. Nice video. I work with Jeff at PBI. Sometimes we can accommodate want you want just ask us. If that person is busy ask next controller.
+Midlife Flight you didn't miss it. I did mention in a previous video my plan but I actually added the mini at Christmas and this is the first video showing it. I went with two iPads in anticipation of the Avidyne IFD100 app which will be running on my larger iPad. Currently they are both running foreflight as I get use to the mini and determine where I want to mount the mini (think I'm going to move it from the yoke).
Hi & thx for all you bring to the GA space! From time to time for brevity's sake, you accelerate the vid. Pretty cool look! Just curious, whattaya think your apparent SOG might be in that mode?
LOL of course!! I usually announce my GS and FF in level flight in my videos. I will have to check this one. Typically 170-180 TAS. My last flight was 184kt GS.
Baron Pilot - Right! Your 'real life speeds'. What I mean to ask about is the 'implied' speed during those sped up passages. There's probably a setting that you select like x2, or x5, etc.
Gotcha!! Sorry! My edit software doesn't use time like that. I also increased the speed based on how long I wanted the clip to last. So I did it in reverse. I did it based on how long I thought it would keep someone's attention. I like the way it came out but I haven't done it since.
+docdurdin I tend to fly IFR on most of my flights so it hasn't been an issue for me. Normal IFR routing keeps us west of PBI anyways so it's a non issue.
When ATC gives a traffic advisory with location relative to you and altitude I think your first move should be to have your eyes OUTSIDE rather than your first reaction being to look down at your iPad for the traffic. ATC just told you where it is.
Older video, but I just 'found' Baron Pilot via P1D and I am not a pilot. Since traffic will always appear on the iPad (or another display) but may not be visible outside (weather, night, etc.) wouldn't the safest and most consistent procedure be to look at the display?
Mike welcome to my channel. When ATC calls out traffic, it is not necessarily a conflict. If it was, they would assign a vector to avoid the traffic. Most callouts are just so you are a where of their presence. Hence why I like to identify them on my display. In the event that I cannot spot them, I can also see their trend and altitude as well as if they suddenly change altitude and become more of a factor.
About a month ago I filed X51 PHK MLB V3 OMN FIN attempting to avoid the TFR at PBI. I basically got the same flight path you did. Vectored to ATONE then direct TRV then as filed. ??
+Baron Pilot I flew to KMTH From FD38 yesterday, filed Brikl DHP mnate then KMTH and didn't get it, they vector me to SWAGS- KMTH. That's the way it is!
+Elio Hernandez next time file SWAGS-MTH and see if you get it. I know I will never fly to PBI, they always vector me. That's why I tried to file the flight path they vector me but still didn't get it.
I find it comfortable & fast. But then again, I use to fly a Mooney & I found that very comfortable as well. LOL But unlike my Mooney, I never fly the Baron Full throttle, That is way too much fuel burn for my blood, ;-)
I prefer flying IFR even on clear days. I find it usually doesn't add much time to my flight and then I don't have to worry about airspace. I am still responsible for avoiding traffic but I like having another set of eyes watching as well.
Fair enough. Technically you get traffic separation while IFR, but clearing airspace is handy. I live in SoCal and I tend to use flight following so that I get the traffic advisories, and generally a heads up if I'm getting close to somewhere they don't want me. I also have TCAS so rarely is avoiding traffic a problem.
That is true but in busy airspace they can always refuse to give flight following base on work load and even still they are not required to call out traffic. That is still a courtesy. Don't get me wrong, I will fly VFR and request flight following. Usually only when I have a passenger that wants to fly or if I want the freedom for some other reason.
Haha no worries. I don't. And like I always say. They are many ways to do things. Our airspace is just so congested and many of which are student pilots. You can never be too safe. The other day while on the ils I had traffic crossing my path. It can get crazy here.
No because I have been getting the same routing for years. It's not the routing I am questioning, rather the radar vectors when they could just as easily clear me to a waypoint and victor airway since that is exactly the routing the radar vectors give me anyways.
The reason you get the same result is you are dealing with a machine - not something with intellect. The machine knows more about the letters of agreement, and does NOT get fed the actual routing done by the human (well more or less) controllers. Their view of the world has boxes on it that they consider but do not publish. The flight plan is actually just a lost-comm fallback - not an expected route JR
