Scariest Bonanza IMC Flying

FlyWire takes a look at the scariest IMC flying in a Bonanza, at least the most dangerous setup. Shooting an approach to minimums at night, or a takeoff into IMC? Check it out and tell us what you spend the most time on?
FlyWire is about exploring flight and the freedom this incredible experience brings us on a personal level. Flying has always captured the imagination and excitement of living life to its fullest. Hi, I'm Scott Perdue. In a former life I flew the F-4 and F-15E, more recently I retired from a major airline. I've written for several aviation magazines over the years, was a consultant for RAND, the USAF, Navy, NASA as well as few others, wrote a military thriller- 'Pale Moon Rising' (still on Kindle). But mostly I like flying, or teaching flying. Some of the most fun I had was with Tom Gresham on a TV show called 'Wings to Adventure". We flew lots of different airplanes all over the country. Now with FlyWire I want to showcase the fun in flying, share the joy and freedom of flight and explore the world with you. Make sure you subscribe if you want to go along for the ride!
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[@donc9751]

Gotta love being able to taxi right from your driveway at home and roll on past your neighbors on the way to the runway!!!! Great info on getting all your ducks in a row before taking off into IMC.

[@sdurkee74]

Lol I was like this dude taxiing thru the neighborhood.

[@thor3279]

FIrst time I saw it I thought Scott had gone all CG and gotten himself a green screen 🤣🤣🤣🤣🤣🤣🤣🤣

[@donc9751]

@@thor3279 haha I can see that!

[@megadavis5377]

Thanks for the video, Scott. You know, after watching dozens and dozens of Student and Private Pilots begin to squirm and sweat upon entering IMC, not to mention watching them trying to "hang on", wide-eyed, to VFR as long as possible, I am wholly convinced that the culprit causing the confusion and unease, even terror, upon clouds entry is the "Lack of Commitment." To keep this response as short as possible I'll simply say that a pilot must commit to the transition; he must commit to going into IMC; he must commit to flying actual IFR. He must say "goodbye" to VFR and bury his head in his instrument panel, forsaking whatever may be outside through the windshield. What's out there no longer matters. Let it go. Forget it!

[@tstanley01]

100%...and we teach VFR students to get out of the inadvertent IMC as soon as possible, so the first thing they do is frantically look out the window for a hole...we need to teach them to immediately switch to instruments...I have done that before, even as a commercially rated IFR pilot...Inadvertent IMC and instinctively started looking out the window for a hole...I drifted about 20 degrees off course in about 10 seconds and told myself ok, get in instruments and climb till you are clear and get a clearance...it was a 20 mile flight at dusk, the temp dropped a few degrees and the airport I was going to went from clear skies to 800 overcast in literally 3-5 minutes...I was VFR, had the runway made and boom...lost the approach lights.. seconds later was IMC...

[@maxcorder2211]

I agree, but remember the airplane doesn't know what the weather is. It flies just the same IFR as VFR. The pilot must know his airplane, important speeds and how his instruments & autopilot are set up long before leaving the ground and entering IMC. Flying VFR doesn't negate constantly doing a crosscheck, so entering IFR shouldn't actually change your crosscheck a whole lot but it does intensify it. I was in a 3 man partnership in a Bonanza years ago. One of the partners did not have an IFR rating and he crashed and died in IMC conditions due to "get home itis". Poorly flown and managed airplanes are unforgiving, as is gravity.

[@randymccarter5728]

I really like your videos, but PLEASE add some more cameras. One out the front. One out the left or right wing and one on the instrument panel. Keep up the great work !!!!!!

[@rnzoli]

+1 for the INSTRUMENT PANEL for IFR / IMC flights.

[@christopheradam6967]

This is a guy you want in flying you around. So organised, so professional, so impressed. And shoots a KZbin video AS WELL PEOPLE!!!

[@nealdaleyjr7625]

I could never be comfortable piloting a plane. I'd be a nervous wreck. But I'd fly with you anytime.

[@iammrvain]

Great video Scott. Thank you for all the efforts that you put into bringing these informative videos to the masses

[@roberthaynie4719]

Taking my IFR checkride next week and you are so right about the effects of takeoff transition into IMC from VFR. It’s intense.

[@FlyWirescottperdue]

Good luck Robert!

[@DennisGentry]

My instrument instructor said to treat IFR flying like you're going to war. There are a ton of little things out there trying to kill you, and you need to prepare and pay attention to stay safe.

[@FlyWirescottperdue]

Great advice!

[@badmonkey2222]

Absolutely great advice 👍

[@fly-n-m9445]

Great video Scott, I’m glad I’m not the only one that gets anxious on departure into imc. 👍

[@JohnDoe-jq5wy]

OUTSTANDING PRESENTATION...historically I have flown and this is refreshing to be present with you on a CYCLE.

[@generybarczyk6993]

In the wayback, when I was a younker, I was under the illusion that being a pilot and flying my own plane would allow an exquisite sense of freedom. Then I flew with a business associate who was piloting a single engine Cessna. Illusion shattered.

[@generybarczyk6993]

@@shayjohnson5830 Cessna may make a great plane, but that doesn't mean a carefree sky. I was disappointed to find how "busy" flying a plane made one, including the necessary situational awareness. None of that reflects poorly on any individual or business entity, other than myself and my naïve expectations. Unless ...? Or were you making a joke? If so, I applaud the subtlety which eluded my normally snarky brain.

[@donc9751]

@@generybarczyk6993 I sensed he was serious as I kind of wondered what you meant too for a minute. But you are right, it's 1 thing to envision one's self flying off into the sunset with either a clear sky or clouds being all care free, but in real life your life depends on everything you do being dine exactly right and even then there is no guarantee the engine will keep working or some other freak of nature that can take you down and It won't feel like a blaze of glory. Be it a Cessna or 747 those guys are busy in there for the most part. I took enough flying lessons to realize it was going to take a whole lot of money just to be able to dedicate the hours you need to get to the point where one becomes like Juan and can make it all look easy!

[@virginiaviola5097]

Maybe hang gliding, or wind surfing might have been more likely to have met your expectations..or even a convertible..if it was a sense of wind in your hair and freedom that you were seeking. Flying is fantastic, it’s why so many people do it, but there is as much traffic in the sky as there is on the roads, only you don’t see it, our skies have become highways, and highways you can’t pull off the side to if something goes wrong..which is why pilots are super busy.

[@generybarczyk6993]

@@virginiaviola5097 I did consider scuba diving as an alternative. Then one time I was sitting at the edge of a deep spring in west central Florida when these two guys walked up loaded down with scuba gear. After pushing into the sleeves and zipping closed the upper portion of the wet suits they were already wearing, they struggled into tank harnesses, weight belts, flotation devices, wrist-strapped instruments, and swim fins. Then they checked valves and gauges, timers and thermometers, buckles and straps, and quick-release mechanisms. Finally, they sat at the edge of the pool and began using wrist-strapped calculators and jotting numbers on plastic clipboards tied to their harnesses. After a few minutes, one guy finished his calculations and, a minute later, so did the other guy. The second guy said: "I figure five minutes." The first guy said, "Ef-it. That's what I got, too. I hoped I was wrong." The second guy, shaking his head, said, "It's not worth the decompress." The first guy just sighed and began to strip off his equipment, as did his buddy. They left about fifteen minutes later. Illusion shattered. This is a true story from the mid '80s. I couldn't figure out why the divers didn't do the math at home. My daughters and I enjoyed swimming over the deep, indigo blue fissure and being pushed around by the upwelling flow of very chilly water, then floating down the spring run, which was too cold for alligators. It was _almost_ like flying.

[@bmwlane8834]

You seem like a honest humble pilot. One that I would trust...many I would not.

[@FlyWirescottperdue]

Thanks, I appreciate that.

[@noelmareno9679]

The video was helpful in the prep portion and the advice you provide. I have saved it will watch it again. Thanks for helping us be safer and better pilots.

[@djohnson4274]

I just discovered your channel and have thoroughly enjoyed your videos. I especially appreciate how you explain things. Thank you for posting them.

[@michaelfahey3337]

I sure enjoy watching you fly and talking us thru the flight. I used this same method (learned many years ago) to teach my grandson to drive. Thanks for the affirmation.

[@FlyWirescottperdue]

Thanks for sharing!

[@jcmcclain57]

“I don’t care about what is outside”... Reminds me of my thought process using the foggles during my private training for recovery from unusual attitudes. I was focused on the instruments never tried peeking out the side, never got out of pocket much to my instructors chagrin as he was looking for me to inadvertently stall. Great video, great channel, makes me miss flying a lot.

[@jcmcclain57]

@@shayjohnson5830 I probably did save some $ in aviation spending, but I never regretted the time or money I spent on aviation and am currently working on getting back in the cockpit after a decades long hiatus. The focus I had, as you mentioned, was very intense that afternoon I referred to. The weather was very warm and humid that day and the ride fairly bumpy. I was flying with foggles for a little over three hours doing recovery from unusual attitudes that afternoon. After finishing the three hours I need to land and use the facilities. When we landed I was almost in a cold sweat, popped the side window and door on the Cherokee to get some air. All I thought about after getting back in the plane with my instructor and flying back to MDW was I never want to fly in those conditions again (unusual attitudes under the hood) unless I had to for a very good reason.

[@michaelwilliamsd.o.5006]

EXCELLENT.....I can loan you a GoPro.... Panel view would have been great. I'm trying to learn the Aspen before the January 2023 install. Thanks for the hard work!!

[@paulwalker3067]

Thanks for taking the time to record a very interesting flight. I just passed my IFR checkride a couple months ago and am constantly learning from videos like this.

[@FlyWirescottperdue]

Thank you, I was hoping to point out what I do when hand flying in the weather. I think it takes a lot of focus and preparation to avoid getting disoriented.

[@albradley5527]

Best rating you’ll ever get.

[@noelmareno9679]

Thanks for the video. I appreciate your prep process and how it helped staying ahead of the airplane. Could you shoot a video of the same approach where you are hand flying. I think that would be helpful. Thanks for your contribution to aviation safety.

[@timothydwyer3812]

Great segment,I always like that you set up everything on the ground.Once airborne all the important things to remember is exactly fly the aircraft and don’t get in a hurry.auto pilot is helpful.But don’t get complacent with it.I alway like to hand fly the aircraft from initial approach to the missed approach. Scott you explain every thing that you do,thanks for that.I am a CFIi. It’s great to see that others can learn from someone that has flown IFR a lot.thanks again Scott.Have a great Easter Holiday . Timothy Dwyer Havre Montana (KHVR)

[@athickey]

I don’t fly.but watching this video tells me safe flying takes one hell of a lot of planing.and a bigger brain 🧠 than mine

[@williamburns6663]

O

[@aviator_tech867]

Nice and clear! Thanks for sharing! :)

[@bluangl9wingman]

Hand flying the airplane adds a whole different level

[@Mikinct]

Thanks for posting this video- Taking off into IMC must be challenging to say the least, doing this at night simply makes things interesting. For myself thinking about flying IFR or into IMC conditions is seems ok as long as a) your engine if functioning normally b) you have enough fuel c) all instruments are functioning correctly What would scare myself flying in low IMC conditions is to be in the thick of it and simply (take just one thing away from that short list) and things can get ugly fast. People typically Fear the "unknown", what scares me is on Approach knowing you have low minimums and you suddenly have engine issues or the engine totally kicks out and you now have to guess and pray and hope there are No tall obstacles in the way of your approach in-case one needs to suddenly put the plane down before the runway etc.

[@AaronWbirdman]

Enjoyed this Scott. Good training video especially as I have my check ride in a week. I’ve been trained to do everything you prep for an IFR flight.

[@robertbandusky9565]

Single pilot, IFR, single engine aircraft...can i do it? Yes! Do I want to do it...no! Great presentation 👨‍✈️

[@sqlpilot]

Thanks Scott! Very good job! VFR into the clouds is definitely intense! I just installed a GFC 600 to ease the workload … thx again :)

[@darrellshirts3322]

I agree with your point on doing one thing and then the next, when entering into IMC... That few moments of the change in the mind from visual to instruments, is time lost or conserved. Along with all other aspects of controlled flight... The moment any doubt or confusion is felt... It's time to "Check your package!" The tune, Straighten up and fly right, always used to begin playing in my mind.lol

[@williamoddo9199]

Great review, just finished my one month annual on my 74’ V35B and need to start shooting approaches again to stay proficient after August IFR check ride. I liked the special focus on the possible spatial disorientation from visual flight to IMC.... preparation is what I saw!

[@FlyWirescottperdue]

Thank you William... that is exactly the point I was trying to make!

[@boilermaker7754]

@@FlyWirescottperdue Can I just buy one of those lots and bum rides from you guys:)

[@markbattista6857]

Thanks for the ride , it was helpful

[@FlyWirescottperdue]

Thanks Mark!

[@user-nr3ss5hk9s]

As a retired. Airline pilot Myself and our fellow airmen are very familiar with taking off in low visibility straight into the clouds 🌧️ I guess it becomes so normal it’s no sweat

[@FlyWirescottperdue]

Light airplanes are a major difference from airliners.

[@user-nr3ss5hk9s]

@@FlyWirescottperdue having flown both I agree

[@davidpeterson3692]

Gunny it fun watching work your way through the material. Keep it up. Regards from Beechowners Listers! We need someone to follow in OB1s footsteps.

[@914va]

My scariest flying would be taxing through the neighborhood...IMC is safer..LOL Great video. I finally bought the A35 I could afford, its a beauty from Microsoft Flight Simulator...I love flying it.

[@tareqibnziyad4732]

Such a pleasure watching a pro mastering the art of flight. You make it look do easy. Too bad your forward camera was not operational. Please be safe. Thank you.

[@FlyWirescottperdue]

Thanks Tareq!

[@sha6mm]

Good Video, To me the most dangerous IFR is a approach to land to is a circle to land at Minimums with a snow covered runway and flying in the snow. You better be on your game !!! Thank God for GPS since it has opened up more airports to straight in approaches. I’m also glad that the ADF approach’s have gone away. Made the above approach even funner not. Tip of the Day have your ADF removed as there just useless, unless you want to listen to talk radio.

[@FlyWirescottperdue]

I totally agree!

[@Joe_Not_A_Fed]

It's at least a decade since I was at the controls of an aircraft, and maybe 2 since I flew regularly. Darned living gets in the way sometimes. This video spurred me on to root thru dust covered boxes to dig out my unused copy of Xplane 9 and my Jurassic Win 7 computer, so I could work on instrument procedures. My only instrument training is what was included in my PPL and Canadian night rating. My ultimate goal is to get that instrument rating but I'll settle for not being a 'continued flight into IMC to the scene of the accident' statistic. Thanks for sharing your experiences and love of flight. It really is inspiring.

[@FlyWirescottperdue]

Joe, that makes me very happy! I'm glad I inspired you to get back into flying!

[@Joe_Not_A_Fed]

@@FlyWirescottperdue I spent the last couple of days getting the sim, computer and joystick working. I gotta say it takes some getting used to. It doesn't 'fly' much like any cessna I've flown but the physics more or less work. (Imagine if you will, controls made from bungie cords). The point is to learn some IFR procedures so I loaded up clouds from 400-6000' AGL over my home airport and into IMC I flew...shooting approaches 10 or so times. Oh my lord. I'm exhausted. The good news is that I never augured in (came close a couple of times) and somehow I made it to the runway every time. (the last few were slightly less ugly than the first). Not perfect and certainly not ready for prime time, but encouraging enough to continue. Thanks again.

[@russsmith8896]

Hey Scott.....I really enjoy your accident recaps....as well as your other presentations, so I've subscribed to your channel....but, I have to admit that I'm not a Bonanza guy.....I find their performance (without turbo) limited to about 10K feet, its a runway hog at high density altitudes, and I have issues with the airplane loading out the aft CG limit with folks in the aft seats (A36 with club seating).....so, just me, but I prefer a C-210 (which unfortunately they don't make any more).....I'm retired now, and no longer flying, but still have an interest in General Aviation (most of my time in multi-engine and jets).....thanks, for taking the time to post your informative videos....

[@m118lr]

Not being instr rated, and a low-time helo pilot..I would THINK ‘descending on approach’ in IFR conditions would be way worse. MY very limited instr training (“foggles” mainly @ approx 15-20 hours TOPS), which was enough to include ‘unusual attitudes’..had me believing descending onto glideslope, etc in inclement WX was just more unnerving. These vids are golden Scott..and thanks a bunch for the work you put into them! Fly safe…

[@Andrew-13579]

Ha ha...dude, you forgot to park your airplane at the airport and switch to your car before you drove home. Look out for the trash cans. Lol. That’s pretty cool. 🙂. Lots of good info. Thanks! I think I’ve had nightmares about taxiing a Cessna 150 through residential streets! 😂. And for sure trying to take off from a neighborhood street with overhead electrical, phone and cable TV wiring. 🤣

[@Celtkin]

This video dovetails nicely with your recent video, "C205 Crash on Takeoff- Night into the Clouds" video you did with Dan Gryder. Thanks for the video!

[@FlyWirescottperdue]

Very much so!

[@Ellexis]

Autopilots are wonderful and really allows you to lighten the workload in the cockpit and enjoy the flight.

[@rinzler9775]

"Learn on the ground, fly in the air"

[@crooked-halo]

I've been watching your wonderful videos, Scott, in anticipation of getting back into flying. I've a question. I have a Commercial Certificate & Instrument rating 300 hours & haven't been flying for over 20 years. I want to become a CFI/CFII eventually MEI and instruct as a career. I live in Fort Worth and see that you are in the DFW area. The number of flight schools in this area is overwhelming! Would you be willing to point me to a couple good ones? Anywhere in DFW is fine. Would you suggest part 61 or 141? I work on F-35s here & would like to instruct as a side job, or perhaps full-time. Thanks for any suggestion you could give!

[@DrSteveBrady]

Nice ride...

[@williamstewart9576]

Nice!

[@mygremlin1]

Also you young pilots need to aware of is overloading an A/C . I had a flight one time in a Navajo and the people just started loading baggage all by themselves I had to re-ararange all the baggage and I know I was overloaded on an high density airport in the summer. I also had a passenger that had to be 400 lbs. With all the seats full. I was flying an experintal airplane at that time. Young pilots please keep control of the situation as I didn't do a very good job. I used about 6000 ft of a 10000 ft. runway to get up. Please be carefull in your careers A pilot can be forced into many situations and when you look back at it you say to yourself what a Dumb Ass I was. I know many pilots out there have been in situations like this. Just take Control of the situation! At lest I did what performance the was in a Navajo. dummy me. You will see that many pilots talk about their failures. They should speak up!

[@Howrider65]

If I looked out my window and saw a plane going down my street I would think this guy is lost lol..

[@FlyWirescottperdue]

We get that reaction from visitors driving on the streets sometimes. Circle driveways are a good thing for those times.

[@nightwaves3203]

There was one day south of OKC headed west with around a 1,500 ceiling convection was getting strong and there it was the tell tale sign of the bottom of the overcast in a rolling boil. Then it was just how long am I going to be maintaining altitude nose down. Funny but I'd hate to think of the guys that don''t keep a good scan in an out getting sucked up.

[@bennietipton2820]

Good information

[@robertbrown9827]

Thanks for the video. Any chance changing the view to outside and the panel?

[@FlyWirescottperdue]

Maybe next time. For this one I had a camera failure and lost a perspective change, sorry.

[@icare7151]

Great video and thank you for your years of service to our great 🇺🇸Nation.

[@crfdln]

I didn't see much IMC flying during that flight. More scary yet: departing from a remote airport on a clear night where there are no ground lights for reference and as soon as you depart the runway surface you've got to be on instruments...you're the equivalent of IMC. There are several airports like that near my home base of Lancaster, PA.

[@FlyWirescottperdue]

Can't control the weather... gotta fly the plan;) If you focused on the actual, I think you missed the point. Sorry.

[@danbrennan2082]

When training other pilots, I am always asked when should I lower the gear. My answer is "it depends on your airspeed." On the A36, I like to fly the approach at 100 - 110 KIAS. So if the controllers have kept you high, I suggest leveling off - even if you are not down to the recommended altitude - and lowering the gear at a)140 KIAS when the glide slope is two dots high, or b) lowering the gear at 120 KIAS at 120 KIAS, or c) lowering it at 100 - 105 when the glideslope (SS) or glide path (GP) is centered. Keep the power at about 15"/2,500 RPMs when flying straight and level, put the gear down depending on the speeds and location of the GS/GP. Reduce MP to approximately 13" and it will just glide on rails to the landing or MAP. Works on most Bonanzas. Since we don't have boards (spoilers) we use the landing gear as a speed brake. Please give it a try and see what you think!

[@nancychace8619]

Good session. I never got as far as an IFR, but it was intriguing. I was young. Once (hope I'll be forgiven for this 🙂) I was out on a very clear day, beautiful, with no other traffic. I was in either a Taylorcraft or a Citabria, can't remember which. There was this one little puffball marshmallow cloud hanging in the sky. It looked really small. After triple checking all around for traffic, and studying the cloud, I flew through it! Dang - that cloud was bigger than I thought! It was fun to break out of it though.

[@FlyWirescottperdue]

Go for it Nancy... go do that Instrument Rating!

[@nancychace8619]

@@FlyWirescottperdue I'm just an armchair pilot these days - it's been many years and I'd have some serious catching up to do. I originally started flying when I was burnt out on high school and wanted to earn some pocket change. I didn't like babysitting. Out of 50 mimeographed flyers I managed to disperse around SJ Muni (at the time), I got one airplane to wash. Later someone took me for a ride. My first ride in a small plane was an old gull wing Stinson Reliant. That did it! I was hooked! Things evolved from there.

[@180mph9]

Gotta love Garmin.

[@timothypropst238]

When I was a center controller and I received a distress call of a VFR pilot encountering IFR conditions of course I would ask him if he and his airplane was IFR capable. If they said no I would then ask them if they had an autopilot and knew how to use it. If they said yes I would recommend they turn the autopilot on. The autopilot doesn’t care what conditions the aircraft is experiencing.

[@brandencroy6416]

Thanks

[@Sreybk]

Nice, well-prepared flight, Scott. I know you need to keep your IFR flights current. But intentionally doing something you don't want to do is impressive. Especially filming your in-cockpit preflight, which is very professional. This might seem like a dumb question, but was it harder flying around in IMC in fighters? In the Phantom you had your WIZZO and the Strike Eagle.

[@FlyWirescottperdue]

Good question. Flying Instruments in fighters is easier than GA. Even airliners are easier than GA!

[@Sreybk]

@@FlyWirescottperdue Thank you for your reply, Scott. You have an excellent channel that I watch frequently. I knew airlines had all kinds of safety equipment on board to help with IFR flying. I wasn't sure about fighters because you can end up all over the place fighting, training, tanking and in formation. Like I said, my grandfather had a 1960 V-tailed Bonanza that he flew VFR all the time. He wasn't instrument-rated, and that kind of made our family nervous. That plane is now owned by someone in California and has flown recently.

[@180mph9]

Nice plane

[@Dg-zj6jo]

brilliant

[@aviatortrevor]

Engine failure in IMC scares me

[@c0ri]

Bottle of Zanex at the ready :D haha.. that spacial distortion can be very disturbing.

[@fergaltierney8672]

You make it look so easy...

[@FlyWirescottperdue]

Focus, my friend, focus.

[@monsenrm]

Nice, the rear facing camera was fine showing you are a handsome devil, but a map overlay and another GoPro shot of your panel would be helpful.

[@FlyWirescottperdue]

I had two cameras fail on that flight.It would have been nice.

[@Mikinct]

If one is bored, replay this video & turn on the closed captioning/CC that tries to auto translate this video. Its very amusing to see when Google fumbles with the wrong text.

[@sthomas6369]

I had two different scariest IFR flights. I know the focus is flights in actual IMC but these were both during IFR training. The first one was after shooting a practice ILS RWY 30 approach at KLGB (Long Beach, CA), we took it down to minimums and then went missed (as previously set up with ATC). They asked us to turn immediately left after the missed for vectors back to shoot a different approach at another Southern California airport. As we turned and climbed out (this put us very nearly over RWY 26L at KLGB, which I think was their intent), my instructor grabbed the controls and turned us hard to the left, I looked up with my foggles to see a 727 MUCH too close. They basically had us climbing into the 727 which was circling to land. When my instructor called them to notify them of the reason for our deviation, the tower basically said "I see nothing, nothing" (a la Sgt. Shultz) On a different IFR training flight not long after, with Santa Ana winds blowing out of the northeast (from the desert), it was one of the rare few occasions when the Southern California airports reversed operations on their runways (mostly the wind was from the west, from the ocean). The winds are most intense in the Winter and so the training flight would be in the evening (after work) with clear conditions. It was a great opportunity to shoot some rare approaches. One was the localizer back course into KSNA (John Wayne/Santa Ana). That approach started out over the Catalina Channel to pick up the localizer back course. I had the hood on and my instructor's head was on a swivel. So Cal kept us relatively low on vectors out over the Channel, which is a definite "black hole" at night (and in retrospect might not have been the best decision to do in my single engine Cessna Cardinal RG) so it's about as close to IMC as VMC gets. Anyway, they were also vectoring a 757 from the south onto the localizer back course and I was building a mental picture of the traffic in the area listening to the radio chatter while flying my assigned altitude and heading. They turned the 757 to intercept the localizer outside a fix I can't remember but they stated how far from that fix he was. They next gave me the instruction to turn to the fix at a lower altitude, and I knew how far I was from the fix. I'm thinking, "they're putting me below and close behind a 757 out over the water at night." "So Cal, I would like to request a right 360 for spacing" My instructor said she could see the 757 lights clearly and that if I hadn't said it, she was going to. I may have screwed up their sequencing (although I don't recall any aircraft reporting in for the LOC BC until I switched to tower), I may have been over-reacting, but I don't care. I had experienced mild wake turbulence from a large jet before, and I had visions of getting flipped on my back out over the Channel. That was enough for me to act. FYI, I was successful getting my IFR rating, but I honestly haven't used it that much. My wife and I had kids about a year later and that really took over my free time.

[@FlyWirescottperdue]

Excellent stories S Thomas! Thanks for sharing!

[@raajashtaputre2803]

It would have really really helped to see all instruments ... was difficult to follow your actions per your plan. Great videos but yes please provide those additional views for us newbies :)

[@FlyWirescottperdue]

I just finished installing a G3X and other stuff in Charlie... so I'm going to do a video on that! And try to show the display better for you.

[@neoretrophoto9198]

I’ll admit I was expecting something a little scarier than not entering the clouds.

[@bernardc2553]

Scott thank you for another great one, If I had 1 request, after your camera's fixed ,.

[@FlyWirescottperdue]

What is it?

[@bernardc2553]

@@FlyWirescottperdue Oh I'm sorry Scott ,your "panel-camera" was on the fritz, although You explained the "Be head of the airplane", narrating, some holding Patterns & different approaches the old Pictures worth 1000 words lol OH BTW Your Twin series on VMC really grabs my attention,that & your Stearman!!! It's FLIP-N- GORGEOUS! !!

[@jeffb9586]

The most concerning thing while flying any GA in moisture is ice.

[@FlyWirescottperdue]

Not for me. I don't even go there.

[@greggleason2992]

Good stuff Scott. I find your videos very informative and fun to watch. I fly a V35B out from under a Class B shelf and watching your videos has made me a better pilot. My panel and autopilot are pretty much the same as yours. I have the G500 instead of the Aspen. Keep it up.

[@FlyWirescottperdue]

Very cool!

[@leeoldershaw956]

To solve this problem practice takeoffs under the hood with a safety pilot on the rudders on a wide runway. It's not that hard to nail the DG and this way there is no VFR/ IMC transition. In actual low RVR conditions the runway lights or edge will help but concentration should be on the instruments all through the takeoff run and 1st and 2nd segment climbs during gear and flap retraction and power reduction. It's fun, not scary.

[@rinzler9775]

Other aircraft for me is the scariest part - flying blind in a cloud, you can't see what is there, just hope other pilots and ATC are doing their job.

[@jonathanfink5723]

tend to agree. taking off into an overcast is harder than approach.

[@commercialpilot2011]

Enjoy watching your videos, however, I will never agree with flying in VFR conditions and only focusing at the instruments. Doesn’t matter if your on an IFR flight plan. Looking outside the airplane for VFR traffic is a must when not IMC. Thanks for letting me comment.

[@MrChip8970]

I agree with Randy

[@marcphillips4593]

In my opinion the scariest thing about IMC and or night is flying a single engine aircraft.

[@albradley5527]

Yep cuz when the engine quits at night you just float down to 50 feet above the ground, turn your landing light on and if you don’t like what you see…..turn it off.

[@jrstuckey1471]

Looks like an aviation community/neighborhood. I considered buying a home in one of those..

[@nietztsuki]

When I was training for my instrument ticket, on occasion my CFII would have me do an IFR takeoff (under the hood); i.e. using only the H.I. to keep me going straight down the Rwy. Those were my scariest moments. I would NEVER do that in real IMC. Forrest

[@oswaldorincon5031]

Nice video and Very good information but why not show some instrument panel views...?

[@FlyWirescottperdue]

Good question... the camera that was supposed to record that didn't work very well. Was bummed.

[@billcallahan9303]

Scariest IFR for me? Freezing rain. Beech 18s. Emery Air Freight scheduled. FedEx charter. All weather. Lucky.

[@pamagee2011]

Yep, low overcast takeoff is the worst, mostly because you aren’t warmed up, and you (I) hate to put the autopilot on right away. I feel like I need at least 1000 feet before there is enough space to deal with an autopilot malfunction, like a trim runaway. I try not to talk to ATC until I have at least 1000 feet under me.

[@FlyWirescottperdue]

Great plan!

[@weatherbog]

Love the opening title page "Isntrument"???? lol

[@FlyWirescottperdue]

I type as fast as I talk;)

[@mikeyoung9810]

@@FlyWirescottperdue All my typing looks like that (I talk fast and type fast as well). I just correct almost as fast. hehe.

[@robertaccorsini4663]

Man, I thought riding a motorcycle took focus and concentration!

[@alanmydland5210]

Hahaha

[@MarkSmith-js2pu]

That’s why this old VFR puddle pilot is selling his Gold Wing

[@mygremlin1]

I flew a Navajo and did a zero, zero take-off with a co-pilot. The co-pilot kept me on the runway during T.O. roll. I started T.O. roll on instruments. Very dangerous stuff. But, when flying corporate sometimes you are forced into the danger zone. I didn't really want to do it but I had to be there for the Boss. A very demanding person. I should have canceled the flight but with a barking CEO at you. It is sometimes very hard to hear your inner voice. You young pilots out there be carefull, and have guts to say NO. I'm retired now 76 yr old and just remembering the past dumb mistakes I did. This happened way back in the 1980's.

[@6StringPassion.]

I'm not a pilot, so this may be a dumb question: Do you experience the same level of apprehension flying commercial in IMC vs general aviation? Is GA IMC flying more challenging due to the level of effort required to maintain situational awareness with so many things to manage without the aid of a FMC/automation and first officer?

[@FlyWirescottperdue]

In the big airplanes there is so much redundancy and the airplane is actually easier to fly in the weather. I think that's the main reason.

[@ldeshner]

Ok Scott a great job l have 30 yrs in and would fly right seat anytime do yo have Garmin 1000?

[@FlyWirescottperdue]

I’ve flown with them. But no. I’m putting a G3X in Charlie.

[@ldeshner]

@@FlyWirescottperdue nice about 6000 well spent

[@conantdog]

Jaun "cronkite " blancolirio sent me here. 😁👍

[@williamoddo9199]

As a new IFR pilot, its seems difficult to find safety pilots for currency. I like the “just have to fly through some clouds “ to make it an ifr approach

[@FlyWirescottperdue]

Don’t forget to make it count legally you’ll need clouds after the FAF as well.

[@williamoddo9199]

Thanks Scott, we need clouds after FAF

[@robincole5739]

Mr. Perdue, I'm just curious ... I noted you lowered the gear when you intercepted the glide slope to generate enough drag to descend ... yet you did not employ flaps? Is there a normal flap setting during an instrument approach, and do you limit the flap setting with George engaged?

[@FlyWirescottperdue]

Robin- I actually use Approach flaps... in later Bonanzas that is a flap selection option. In previous airplanes you can figure it out by putting the Flap switch in 'Off' about 8 seconds (on the ground deflect an aileron full down, match it with the flap and that is the same setting). I use Approach Flap for landing in gusty winds and heavy crosswinds as well. I go Full Flap when I commit to landing, which is usually about 300' or so (depending on ceiling). For me every approach is a setup for a missed approach until I commit... that won't happen until I'm clear of clouds with the runway in sight. My Short final speed target is 85 knots. I've got a video coming up on this subject in awhile. Thanks for watching and asking a question!

[@robincole5739]

FlyWire- scott perdue That’s right. In 1974, the factory test pilot during delivery indoctrination flight demonstrated the takeoff flap setting set with aileron deflection as you describe. Fowler flaps increase lift without adding drag at 10 degrees according to American Bo Society article this month. The POH on pre-84 A-36s doesn’t describe a takeoff flap setting leading many to conclude flaps on takeoff are prohibited. BTW, I’m wondering is there a max limit on flap position (with airspeed in the white arc) with the autopilot engaged?

[@FlyWirescottperdue]

@@robincole5739 Beech Lawyers were intent on protecting the company.... in my opinion... more than they were interested in letting the Test Pilots write the POH to inform pilots how the airplane flies. I believe some of the early POH's actually did talk about half flap for takeoff, but in the various re-writes that has disappeared. You can use half flap for takeoff, it is NOT expressly prohibited. I know of no restrictions on flaps settings and autopilot use (I would expect that would be found in the respective Autopilot Supplement and NOT the aircraft POH). Watch your flap speed limits. In my A36 the Approach Flap config speed limit is 153 knots, the same as the gear. And I do like the lift at half flap!

[@robincole5739]

FlyWire- scott perdue Good solid suggestion. I’m going to check the Stec Supplement. My B-58 had the Appch 153 kt setting. My Bo POH does not. I wonder ... How might I confirm there’s no structural difference between ‘74 A-36 and the newer models that the lawyers permit the Appch flap setting? I believe the only difference is the multi-detent flap switch on newer models?

[@user-fv2xv8xh3b]

Can you explain what TRIM measnd,,,what its imortancey is

[@FlyWirescottperdue]

That’s a big subject. Want to be a pilot?

[@multitieredinvestor183]

Took off from Victoria RVR=0. Broke out about 2000 AGL Severe clear into Love Field, but could not get my Comanche started next morning.. had to get a jump. Partner picked up a passenger at Hobby. Going back in Hobby that night he had no electricity to drop the gears. He declared an emergency and George Bush never flew with us again.

[@HoundDogMech]

Scott you need a second or even a 3rd camera showing the Panel.

[@Ant-ls2pr]

For some reason, the actual take off and landing is not included?

[@sky2cpittman341]

What do you do drive it right up to the front door of ur house.

[@FlyWirescottperdue]

Of course, right past the front door and around back to the hangar. Doesn't everyone;)?

[@the-bu3lb]

If your flying from the gages what is so scary even if you can’t see outside. If your going straight and no other planes are in your airspace what’s the problem ?

[@alanmydland5210]

Come on pick up sum feeling rain!!!!

[@mmichaeldonavon]

Is this one of the communities with its own runway?

[@RandoCommando]

You have a camera right above your shoulder, yet no video from it. It would have been nice to see the video of IMC outside.

[@FlyWirescottperdue]

I know, I was really bummed out about that, but I didn't get any usable video from it.

[@mattbasford6299]

Until you get into the clouds you are still responsible for see and avoid VFR. How do you do that if you are already on the gauges? I know the video was edited, but I didn't notice you look outside at all, even when it was VFR. It is good the stay sharp on instruments, it just seems like a safety pilot would be necessary if you aren't looking out the window in VFR conditions. Of course, you are a far more experience pilot than me, so I could certainly be mistaken about it. Also, correct me if I'm wrong, but you can only log the time you were in actual IMC as instrument time without a safety pilot? Please don't take this in any way as being critical, I just want to know more as a pilot.

[@FlyWirescottperdue]

Matt- Well, actually it is interesting that you raised this question. According to Part 91.113 you as the pilot, regardless of the weather/ conducting operations under IFR or VFR you should use 'See and Avoid' as much as possible.

[@mattbasford6299]

@@FlyWirescottperdue I guess my question would be how could any pilot see and avoid if they are on instruments before they enter IMC? I'm not being obtuse. It's a fair question.

[@FlyWirescottperdue]

@@mattbasford6299 Matt- Use your judgement. If you are taking off under IFR and the clouds are low... then the chances of running into VFR traffic is slim. The danger of not being on the gages before entering IMC is much worse. Also, realize that with ADSB these days you have an extra tool to keep watch.

[@mattbasford6299]

@@FlyWirescottperdue I understand