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

Thanks, Daniel - glad you enjoyed it. - 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!

Glad you enjoyed it, Ken. - Martin

Glad you enjoyed the ride! - Martin

Thanks for the feedback, Dave. I, too, like the restaurant there on the field at Flagler. - Martin

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.

Thanks, Kyle! - Martin

Always welcome! - Martin

It doesn't happen often, but it's always a nice surprise when it does happen. - Martin

Glad you enjoyed it, Ronnie! - Martin

Thank you!

Yes, once or twice a year, Mike 👍😂 - Matin

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

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

Thank you, Wael. - Martin

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

My pleasure, Bill. - Martin

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

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

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.

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

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

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

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

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 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.

That's a good idea - I've never tried that (yet). - Martin

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

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 🇭🇲

Thanks, Steini! 👍 - Martin

I've been there once or twice a year for the last five years or so. - Martin

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.

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!!

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

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

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

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

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

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