Відео

The ball is low you’re good to go, the ball is high you’re gonna die

I noticed in your gear extension you call "123 Green, 456 Green" why the 456?

MEMBER of this CLUB... Nicest jacket is somewhere near the airport in DODGE CITY, Kansas.

Does opening the cowling after shutdown help keeping things cool so you're less likely to have hot start issues?

the question should be: how many hours has the plane flown?

Love this idea so my bonanza buddy had me try it in my SR22 T/N. Ended up with a giant puddle of gas underneath the cowling. Thankfully, we hopped out and looked before we tried to actually start it. We were able to push it to a different part of the ramp and then do a flooded start.

Love this idea so my bonanza buddy had me try it in my SR22 T/N. Ended up with a giant puddle of gas underneath the cowling. Thankfully, we hopped out and looked before we tried to actually start it. We were able to push it to a different part of the ramp and then do a flooded start.

In the procedure at step 1 he doesn't mention throttle position; just mixture. I assume throttle is also in idle cut-off?

This is what I do in my Debonair and it works well. IO470K on mostly mogas.

Nice video

5 percent has not been my experience. Running lean of peak at low prop rpm has lowered cht by 12 percent via my jpi

outstanding explanation- you actually have to look pretty hard to find an explanation of why skids are bad for you!

My FOM says 70 Knots on final with full flaps. If I understood the video correctly you were using 110 Knots right down to minimums. How does the transition to a landing go? Stay with approach flaps or transition to full flaps? Very nice presentation BTW.

Lovely video

Can you post a link to where the checklists are for this check? Thanks for the help!

Good things to think about. The couple of times my gear failed to come down (Motor issues) I knew right away it wasn't down. I do three gumps, Oppisite touchdown. Again before turning base and then on base. Final check on short final, three in the green everything forward.

Fan of keeping my hand on the gear “handle” both up and down to confirm that is down if intended down and up if intended up.

A Great reminder and Refresher . Well Done. Should always be part of your Landing Check list and Additionally after TO did it look Right, Feel Right and Sound Right. If it did not Get back on the ground after you check Down and Locked.

Great video! What HUD device is that sitting in front of the pilot?

I own D-716. It's really simple when warm: It'll hit on the first turn, but you better pump, pump, pump to keep it going, because they vapor lock badly when hot. Watch the fuel pressure. Slow your pumping of the wobble until the engine pump takes over. Sometimes it takes longer than you might expect, but it's not brain surgery.

At 0:10 seconds or so in the video. What is the device on the coaming immediately left of the compass? Sorry for basic question off topic.

Thanks Tom this was great.

I just practiced some steep turns, S turns, slow flight and power off stalls in my 1952 new to me C35. Airplane performed and behaved well.

Sucks that they never say anything about the e series engines.

Awesome video! Thank you so much!

Nice job as usual Tom!

If you ice up your GA Airplane more than say 1/8th my advice is to point it to the closest longest runway and do a high speed straight in, no turns, land rent a car get a motel but get out of the air.

If I was landing a iced up GA airplane I wouldn't deploy the flaps at all. But thats just me.

GUMPICSS. I’ve always learned gas, undercarriage, mixture, prop, instruments, carb heat, if equipped, switches, seatbelts. You could never have too much on the landing checklist.

Great content. Thanks for the video.

Many thanks from NAvion45tj...!

Great presentation. Thanks

As a mechanic I am surprised at how many owners/pilots don't know what the firewall shut off really does.

thanks Lew from 3212V also a&p ia and T craft owner I use this every start and it does take time to"get the feel"

Do I have a Bonanza or a Debonair? No. Did I watch this entire video? Yup! 😂 Great video to make for anyone though, an owner watching this could just store some steps to take immediately without having to pull out a checklist

Is not 410 F the red line for Continental six cylinder tempersture? I assume, it is so in my IO 550B in my F33A.

The numbers I was taught when I first transitioned to the bonanza, and the numbers that work absolutely perfect almost every time, was always 25 square for climb, 21.5 (or max if high altitude) and 2300rpm for cruise, variable for descent, 18" and 2300rpm with half flaps for 110kts to the FAF, then gear down 1 dot below GS to add drag and intercept the descent, then 2500rpm and it's set power all the way to minimums at half flaps. I do love a good profile for the airplane. It lowers the workload, especially in IMC

This is a dam good video

Wow, excellent video. I would also mention that extra airspeed during icing adds airspeed margin between you and the rising stall speed of the iced aircraft's wing. The stall speed of an iced wing could be much higher than expected. Other than maybe mushy controls, the pilot has no way of knowing what the iced stall speed is so, yeah, keep the airspeed up, and keep your wheels close to the tarmac during the landing flare. At flare, an iced aircraft is very likely to stall abruptly and one wing will invariably drop before the other, so you don't want to be ten feet above the ground when that happens.

One of the things I truly love about aviation and aircraft is how function is so dependent on form. The shape of an airplane is everything - it defines how it will fly. The Bonanza is an amazing example of that. Beautiful - and amazingly capable! Love it!! I have a late model V35B. It is the most precious thing I own.

Does this work with a TSIO-360?

You never want to stall so please listen to this man, this is great stuff.

Thanks!!

I had loss of engine oil pressure.

nicely done.

Great resource, and I understand the disclaimer that these things should be done by an A&P, however, most of these checks should be done more often than annual and most owners should be perfectly capable of accomplishing most of this during a typical preflight.

Best two points from this excellent video: 1) fly the airplane and, 2) take your time. This is an ABNORMAL, so don’t make it an EMERGENCY. Thanks, Tom, for another great lesson.

Lew, thanks for the knowledge.

Great info!!

Marsh brothers aviation