Please be careful. Very few good options in the Rockies in a Bonanza.

Beautiful job! JF ATP CFII

I was flying west across New Mexico once, bucking a headwind, I had a 310, I was doing about 120 kt over the ground burning 28 gallons an hour. It was brutal.

Beautiful flying. I'm late to the party, but great vid. +1 sub.

Pretty country. I miss the desert and mountains. My wife and I taught many years at Tohatchi on the Navajo Reservation. I instructed in the Cessna 140 at Monte Vista Colorado 7600' summers while she got her master's at Adams State. All the high passes required up drainage ingress up to the pass and down drainage egress. Bonanza and C-180 can often, not always, climb up in the parks, but what I flew didn't have the gas or even power to get there without orographic lift or thermal lift. Thanks for the video.

Wow beautiful approach,thank you for sharing fly safe.

Great video

There seems to be a competition on you tube about the worst "ILS to the minimum" in single piston single pilots operation. The truth is it is stupid and ridiculous to fly in such weather under these conditions. Single piston single pilot should be only VFR yes you can fly IFR in bad weather but it's not because it's allowed by the regs that it is a good idea. These planes don't have the redundancy required to do it safely, but you can always try to impress your audience with your "ILS to mimimum" little videos.

Nice job! Not sure this has been mentioned, at night on a low approach, leave the landing lights off till the rabbit is insight. The reflection of the landing lights can obscure the rabbit. My instructor who flew in WWII taught me this.

Greased it, nice job.

Time to get my instrument rating asap after watching your Awesome Low Visibility Approach ❤😊

Thanks for showing us how it's done! I'm working on my IFR cert right now. Fly safe!

While I enjoy your videos, I question your judgment and decisions; this isn't the first time. I wouldn't allow my loved ones to fly with you. - former Bo owner

Fantastic IMC flying.

Nicely done! If you know you'll be in the clouds at night down to the minimums, shut off your landing/taxi lights to improve ground visibility. Approach lights are designed to "penetrate" through fogs but can be easily washed out by your lights. Cheers!

Thanks for the video. I am from South Korea and learned flight in Arizona 5 years ago. This video reminds me of happy memory in the past. Your video is very high quality. I hope you always have safe and nice flight.

Im new to your Channel your Svenska s really good, are you from Sverige? I am not from Sverige but my relatives are and i used to listen to them speak a long time ago.

Had my “M” model V-tail up to 17,500 just once in the 8 years I owned it. It was putting out so little horsepower that the cabin heater couldn’t keep up!

Great video, Which model Vtail Bonanza are able to hit 170 knots in cruise? And is that mostly flyibg low altitudes where engine has close to full power?

Nice, good thing it was an ALSF-2 ALS. Those red lights squared you with 91.175 requirements. That was bare minimums.

It's not it's worse than forecasted but why is it worse? And what makes your alternate different? That was definitely to minimums! When taxiing after an approach like that I find my feet tapping on the rudder pedals!

Olive Garden in Augusta would have been a much better idea. not worth the risk bro! A twin engine jet yes, a single engine prop. Not Smart!

What a wonderful camera used for those out of the window shots!

Marvellous 👍👋👋👋

Just the video I was looking for. I am looking to fly into either Hatteras or Ocracoke in a few weeks but wasn't sure if there was beach access from the Billy Mitchell ramp. Looks like your wife(?) and kids are walking across the runway to the beach without any issues.

You have balls of steel

What would you say your average GTW is with the family on these trips? 520 or 550?

Wow, I was there with you! Thanks, well put together, good selection of views inside and outside. Thanks

Wonderful cinematography! Your videos alway make me want to fly around the country!

Sweaty palms territory right there! Ain’t no way in hell my Cessna’s getting me through that! You have a very nicely-equipped Bonanza!

What was your flight time? Google estimate is 8 hours 48 minutes for driving.

“The sandwich place” is Big G’s I’m assuming? Best sammich I’ve ever had

When your wifes askes a pertinent question and you answer Oh Yah😅

ALSO UR LANDING LIGHT - BLINDING

KZbinr meet up? Cool

Great Videos! Thanks for sharing how to have fun in GA and fly safe!

How long was this flight?

New panel since the last vid I’ve seen. Nice. Enjoyed experiencing the approach vicariously. Did replicate it on a Sim

amazing the confidence of your kid in the back!! great video!!

Nice.

Thanks for reminding us how much that tail wags. Curious would V-tail B owners be willing to buy an STC'd aft body strake to eliminate that? no added drag - easy install?

Nice v35b… looks like one of the last produced. V35tc?

Approach lighting systems makes those landing possible. Nice job.

WOW! That was some great IFR flying! It was scary though and risky, but that's what IFR is for.

Nice hot start

Merry Christmas to you all and this last flight I saw when you were attempting to go right at minimums at night which the flight was amazing

Lots of people here talking about how prudent your aeronautical decisions were in this video. If you care to hear yet another perspective, here are my thoughts both as someone who's based in the Northeast owning a piston powered airplane, and as a Part 135 captain on a Gulfstream. Personally, I think there's no single correct answer here. There are risks within your control, and risks that aren't. The risks you can control come down to how proficient you are, how capable you are, and how capable the airplane is. Be wise enough not to get in over your head, or operate the airplane under a set of circumstances that exceeds it's level of capability. What's more of an issue are the risks you can't control. Like any other type of risk, they can be managed and mitigated to an extent, but they can't be eliminated. Despite having done it quite a bit in the past, now at the ripe old age of 32 with over a decade of professional flying under my belt, I won't fly a piston single in weather that low anymore. I'll paint you one picture that will explain my reasoning clearly. Let's say you were shooting this exact approach in the exact same conditions again. But this time, the engine failed when you crossed the final approach fix. Its 200 and 1/2. You won't make the runway even on a clear day, but in this case, other than making sure it hits whatever it hits right side up, you have no control over where the airplane and the earth will meet. By the time you break out of the bases, there's no room to react to what's in front of you, much less see it. Especially at night. Doesn't matter if you're the best pilot on the planet, there's just nothing you can do. Hard IFR at night in a single engine turboprop? Maybe. Burning kerosene instead of avgas mitigates the risk quite a bit. But in a single engine recip? Not me. That's not to say you shouldn't do it. You just have to understand that flying this kind of airplane this way is really pushing the envelope by any standard. Can it do it? Sure. Can it do it with any margin? Not really. There are too many situations on nights like this one where a single point of failure results in a seriously, seriously bad set of circumstances. The question you have to ask yourself is, is it a risk worth taking? You look like a very capable and competent instrument pilot. If I were you, I'd say that you flying *that* airplane is a big fish in a small pond. Your level of comfort and capability exceeds that of the airplane. Maybe it's time to look into an airplane that can do the things your comfortable with and capable of doing, but with some more margin for error and the unforeseen. I'm based up at MGJ with a Cessna 414A, very similar avionics to yours. Take a ride up one day, lunch is on me.

Flying a debonair through that Moab area from Phoenix area to South Dakota, we decided that if we had an engine failure, we would just have to put it down wherever they would find the wreckage the easiest. Not a lot of options out there. Next trip we did the east side of the mountains. A lot more relaxing.

Interesting people are amazed by an approach to minimums. During my initial IFR training every approach was done to minimums. The trick is really to maintain proficiency.

6:21 which city is that? amazing views btw.