Відео

@@vedymin1 nose down attitude normal. In this case, I was braking lightly on what might be a slight downhill grade as well.

A terrific airplane!

It really is! Very comfortable airplane to fly, and actually quite similar to my twin Comanche. Frank is enjoying himself…..

@@AllOutHunting581 don’t need them. Windshield is heavy plastic and cleaned/treated with a pledge like cleaner. Water moves off with any speed.

@@PA30Pilot cool

@@JustClips671 thank you. It’s so fun when you get it right now and again.

ABSOLUTELY. contact Jim Good at Lancaster Avionics (717) 569-1953. He understands my autopilot and keeps it going. I appreciate your comments and encouragement.

Rick! Happy new year! I appreciate the kind words. One of my new friends up in Canada asked about my setup, so i figured the best way to explain it was to make a short video. I hope to run into you soon this year, and that you and your family have a fun and prosperous 2024. Frank

Thank you Dennis. Enjoy your Thanksgiving!!

Thanks!! You too. Had some fun after watching my lights get tossed about last night

Thank you!

I happened to see that on FB and said how much I liked it. One of my kids, Raquel ,sent it to me. Nice surprise. I wore it to a gun show recently, and people were stopping me to read it. Then they’d bring their friends over. We all need to laugh at this stuff.

That was my first thought - steel or magnetic screw driver was messing with those old analog cards until I saw the trim pot that fell apart. Good job staying safe Frank!

I’m looking for a decent VFR day here in the northeast to do those adjustments, and looking forward to seeing how it works out. Probably Monday or Tuesday. Thanks!

@@PA30Pilot here in South Texas we're itching for rain.

Thank you. Mike is a solid pilot, as you can see. He hadn’t flown as much recently, and I hadn’t seen him as much either. No reason to rush then, so I fired him back up slowly.

Thank you for the feedback. Very much appreciate it. I’m very happy with my twin, but it does keep me on my toes. I just now got the confidence to start tweaking, and will do that when VFR gets here later this week. Planning a follow up video. You may know I’m retired a few times too, but my friend Kevin (right seat) was actually a test pilot on falcon jets. I know so many interesting people!

The my friend comment refers to my latest video, sorry for the confusion…..

Thanks Ted!! I’ve been busy doing a bunch of new hobbies, but I’m about to get back into the videos. I appreciate your encouragement very much.

Will do Rick. Great hearing from you my friend! I appreciate the encouragement.

Perfect scheduling of downtime, plus you have new toys waiting when you get home. Love it!!

Thank you Dennis. I’ll do another shortly. I’ve been retired but busy.

You are welcome! Love getting the airplane going and using it to see friends.

I’ve been trained to do this for years. In my opinion, it spares the engines and props from prolonged high rpm operations. In summer, it definitely helps manage CHTs. Do what you’ve been trained to do, but keep questioning. Monitor CHTs. Some believe most power plant failures occur at first power reduction. I prepare for that but prefer my approach.

It is such a small world. Those flights to Texas were a fantastic way to break in my new engines and the associated equipment. I very much appreciated FlightSafety letting me commute that way too. Go home days were a blast, with an early morning launch to beat the storms. I stopped for fuel at times in Kentucky and Tennessee. That led to return trips to show the same scenery to my wife. Severeville, TN was fabulous (Pigeon Forge, etc). Somerset, KY is on my list, at least the area.

That's nice. A lot of companies are funny about GA travel. Even as an independent consultant, I find customers are more understanding of the expense of an airline ticket than the costs of my plane.

Sounds so cool. I want to know more, but I’m in airplanes next two days. Stay in touch!! Thx for the feedback too!

Thanks Rick! Always good hearing from you. Just landed after a short flight this morning.

I appreciate the feedback. Thank you.

@@PA30Pilot all of your videos area great. Eventually I may buy a PA-30, it makes things far more comfortable seeing everything in action.

I was going to give you a response, but I’m not 100% sure how stall warning versus horn warnings are wired. I know i get an indication for both, but am not sure if the horn/light is dual operated. Great question. I’ll get back to you.

Ok - I feel better now. I reviewed the video and that sound is the stall warning horn. I found a close up of my panel, and the stall light is still there and distinct from the gear warning light. The stall horn is pathetic and weak sounding, but the gear horn by memory is louder. You'll hear the stall warning during slow flight (if you get that slow); in turbulence occasionally; and when I do a full stall type landing. You'll hear the gear warning in a low power condition when the gear isn't down. Great question - please let me know if you aren't convinced. I can capture it on video and test it out if need be.

Stall warning light is yellow / amber; gear warning is larger and red.

@@PA30Pilot Thanks, Frank. I appreciate your insight. I asked because I have heard that chirp a few times upon landing, but my TC only has a stall light. It was never wired for a horn so it has perplexed me... when I heard the same sound in your video, I had to ask! I am certain there has never been a stall horn in my plane. Slow flight, stalls, etc. No horns, only a light. 20 years of ownership. You are correct, the gear horn is much louder! Fly safe, keep the fun videos and Merry Christmas!

Goto Aircraftheaters.com. I may do a video on those soon. One for each engine that you slip into the cowl to keep our in the mid 50’s. Another hornet cube inside the cabin that keeps the avionics warm and dry, and actually keeps the closed cabin warm. Operating costs about 6$/month.

See www.airdorrin.com/?p=3372

@@PA30Pilot I agree. I use one most of the time in my SEL airplane. last night it got down to 8 degrees so I use two - one in each air intake for each bank of cylinders. This morning my engine CHT's were 55 degrees across all six cylinders. These heaters are simple and reliable. Great video and nice airplane.

Much appreciated!! Looking for a solution for my PA28-181. Thank you and have a Merry Christmas!

I’m sitting in Missouri this morning, having flown a G280 out here. Flying my plane home from Latrobe tonight. Loving fast toys in retirement!

@@PA30Pilot yeah speed thrills !

There's a TSR now for JB in Dover, don't think he is coming home after tho. Didn't check on a KILG tsr

@@hladamjrify I’ll file for Wilmington and don’t expect him to be there. If I’m wrong, I’ll divert in flight to Summit airport. I’m pretty sure he’ll stay south until he goes back to work in the spring.

Thank you very much.

Awesome. That’s what I’m trying to do. Thanks for the feedback.

Great question, and I appreciate your comment. There is merit to stopping the trim adjustments to allow the pilot to recover more easily to the airspeed he or she stopped trimming at. I recommend this process in the jets for stall recovery. In the case of slow flight, I look for the pilot to not only experience slow flight, but to stay there. Stable. That requires power and cooling management, significant division of attention, increased care when executing turns, and altitude control. Using trim to relieve pitch pressure is a real aid, and i expect to see that. You are balancing on the edge, you might say. You could argue that no one in their right mind would cruise around at 85 mph (Vmc is 90!) in a Twin Comanche. I accept that. Still, I am required to have a pilot demonstrate flight near an imminent stall condition for more than a brief encounter. For that, they need to fly with their fingers and not their arms, in my opinion. That’s just what I’m thinking at the moment, and I’m open to your ideas. Frank In the end, it’s just my opinion, but I like balanced controls and see no reason to bias trim for the recovery.

@@PA30Pilot Thank you for the explanation Frank, it makes sense. I love your channel because the twincom is my dream plane to own, a classic, however, running a twin in the UK is out of my budget. I love the IFD stuff as I do fly a TB21 with 540/440 installed. Trimming into low speed regime is important to learn, the B787 I fly at work and the TB21 with the KFC225 engaged both do this in their own ways. Hand flying at very low speeds is a skill worth learning, thanks for your channel.

I’m being kind of a jerk. He’s good, so I’m pushing him

No VFR. It’s been awhile since that flight, but I most likely asked for a block altitude to get around or through weather. I hardly ever fly VFR on long cross country flights. Almost never. Typically, I needed 11 or 13 to stay clear of clouds so I could see cells.

I did a quick scan and it looks like the autopilot was holding 10,075' the entire time. I didn't see 10,500 on that one. What time in the video did you see that?

@@PA30Pilot Ahh gotcha, meant to timestamp in my original comment 9:39

@@PA30Pilot I love you videos, I'm looking to purchase a Twin Comanche (PA30/39) in about 6-8mths, and your content is awesome for my interests and education

@@SorenHume Thank you very much for your interest and feedback. First - I see where you found 10,500 now. I'm thinking that 'might' be a displayed AGL versus baro altitude that I'm flying. I can't be sure exactly. Looking at the view, I seem to remember some build-ups off to my left I was working, so i might also have have been maneuvering. They'd have barked at me if I was that far off. Second - good luck with your purchase. I am enjoying the hell out of mine, but it was not an easy road to get here. Feel free to reach out at any time to find out about the things I missed on pre-buy; and the things I have have done to improve N833DF. I'm really pleased with this machine. Thanks again for the feedback.