@@pilotreport just take the music off altogether for when you’re talking and just leave it for the intros and outros? I’d personally prefer to focus on what you’re talking about than any annoying music! Looks like others agree as well. Thanks!
@@mtadc1545 thanks for the critique. I'm learning the editing and audio aspects of UA-cam and appreciate the comments. I have already edited my next video set for at least tomorrow and lower the volume substantially while I am talking, but definitely for the future I will take this into consideration . I appreciate everyone's opinion and I'm open to l learning what everyone wants
It's fun to finally see somebody flying a vee-tail Bonanza on youtube. Every Bonanza I've seen on YT had the standard rudder/elevator combo. I was fascinated by the Beech V-tails as a kid. And despite the gimmickry of the feature, I've been hoping to see one being casually flown in online videos like this. Not much related to the video matter, but wanted to comment on this.
I was the same when I was a kid. The design is sweet looking and never gets boring to look at. I wish they kept making them and was happy to see the cirrus jet sport one!
It's a great airport. If you come in on 01 you have the trees. If you come in on 19 you have some good thermals from the green houses that make your perfect approach end up a little high. Have fun!
Also there is a hill that Caldwell uses as their class D visual barrier. Don't go over the hill or else Caldwell tower will be looking for you. A standard pattern keeps you inside of it, just don't bust their airspace
Good video. My primary training was off my Dad's 2500ft grass strip with 50 foot trees about 200 feet before beginning of runway I'd normally land on due to prevailing winds. Since I fly a Decathlon with no flaps I'd have to approach lower than I'd need to with flaps but I still need to clear the trees and then get down somewhat quickly. With the winds though it seems alot of the time it would blow to the north but in the middle of the runway it was more of a cross wind due to the terrain (no trees). Always had to compensate for that. Look forward to watching more videos of yours.
Thanks for watching. Seems like you learned this trick on that grass strip. It's seems simple, but many times the blocking of the wind by the trees or other objects is overlooked in training. Once you realize it exists, you can observe it on most landings
I have a 1947 35 bonanza, and hundreds of hours. For short and or soft field, I use about 1/3 flaps for takeoff. It can make ALL the difference! This was removed from the POH years ago, for some reason. Just remember flaps up after gear up and at about 300’
So first line marked on the flap? If I had present flap positions or an spring loaded flap lever (like the old cessna's) I wouldn't just dump the flaps like I do on my base turn. During familiarization training I did a flaps 10 takeoff and it did get off much quicker for ground roll. If I remember correctly, there's studies saying flaps 10 T/O(for the bonanza) has the same 50' obstacle clearance roll tho. I'll probably try it on the next couple flights. Thanks for the tip
@@pilotreport my pedigree; 54 years flying, 40 years big airline, 28,000 hours, 18,000 hours 767, 69 years old. Started in general aviation. About 900 hours in all bonanzas and all barons. Own the 1947 v tail now. It all came back! I took off from 5,100’ nice grass runway with no flaps. Got nervous on takeoff roll, liftoff and climb out. I then used 1/3 flaps for takeoff and it was a game changer! So much better liftoff and climb out! Have flown off 2,400’ asphalt with 1/3 flaps (I marked 1/3, 2/3 and 3/3 on left flap). Just don’t drag out in ground effect just above stall, though. As for approach, I slow to mix with slower planes approaching the pattern. If mild winds, 1/3 flap on downwind just before base, 2/3 flap on base and full flap on final. Full flaps on final. If windy or gusty I land with 1/3-1/2 flaps at a little higher approach speed. Ps. I never got my CFI in 54 years🤪
@@davidmangold1838 good stuff! I never got to a legacy airline, but flew the EMB 145/135. I'm sure you know the phrase "your not a real pilot until you've been furloughed and divorced". So then became 1/2 a " real pilot " by getting furloughed back in 08. I did go back when they recalled people in 2010, but with my business doing well and the airline abusing their employees I decided it was in my best financial interest to work on the family business. Now I just fly General Aviation to fulfill my addiction to flying.! I'm definitely going to try your flaps 10 technique. (My planes flaps were marked when I bought it). I'm sure it will help. As a rule of thumb they say the first 1/2 of a planes flaps help more with lift than drag while the last 1/2 adds more drag than lift. So if that's true, your technique will yield the results you say.
I would suggest a GUMPF downwind adjacent to the numbers. Another on base then again on final. Short final check three green, mixture rich and propeller high rpm. It appears you just checked the gear. It maybe because you just took off but consistency is key to preventing a boo boo. I have an F35, owned it since 1993 also a Cfi. Knowing what the winds are going to do with the trees is good advice.
I agree, and perform GUMPF on my downwind to base, and mid base. On short final I make sure the gear is down 1 last time. I think GUMPFs is always a good recommendation altho sometimes I don't vocalize that I did it, I wanted to go us more on the wind prediction suggestions. Great recommendation ! Glad you enjoyed
@@pilotreport I just figured that you edited it out of the video as you wanted to concentrate on what you intended the video to be. I did a fair amount of training at S94 where the wind sock at one end of the runway would be one way and then at the other it might be the opposite. This was due to the buildings along with the hills around one end vs flat land on the other. As well as being a pretty narrow runway at 60 feet with along with flying a Decathlon (tailwheel and no flaps) and low hours, dealing with this during my training helped me relate to what you stated in your video. Thank you for the great video.
@@trbeme1346 I always wanted to fly a decathlon, but never had the chance. At college they used the decathlon for aerobatic training, but I was always like 10 lbs too heavy to take the course lololol
good tip and I totally agree as I live at a private airport with 100 foot trees around it...I fly a C150 so the winds push me around a bit...never a bad landing on a 40 ft wide paved runway
Trees can be your best friend if you know how to use them! Glad you enjoyed. I'll be posting some other tips in the future that I've picked up along the way. Don't be afraid to share some tips you've picked up too
@@pilotreport I am working on CFI now I built a ton of material cause I didn't like what's out there...my best tip for landing is say these words when you land Speed Height Center Nose...I came up with that and it keeps me consistent
@@gveduccio consistent is key and your students will appreciate it (might not always seem that way tho)! I do like audible reminder cues not only for students, but to use as an audible checklist to remind and recognize what is going on and what to do.
It flys exactly the same as a conventional or T tail. Maybe I'll do a video on how it works. For the 50s they were very smart on rigging and got the rudder/elevator components perfectly synced up
What's nice about Lakewood is the trees look consistent in Google maps. I've never flown in there. I'll have to add it to my list of airport, you're not too far from me!
At towered airports that's how you do it. Many non towered airports share the same frequency and you can hear pilots at other airports. Announcing the airport at the beginning and at the end helps avoid confusion as to who is doing what, and where. At non-towered airports tail numbers don't mean as much as saying color and type, but with most people having absb in and out tell numbers do help recognize who you are seeing on the adsb / fis-b. Hope this helps. If it makes it more confusing I can go in more detail too. Happy flying
@@therealm80 np, anytime. Enjoy your training! Anytime you have a question I'm more than happy to help you out. Aviation is an awesome community and most everyone is open to helping out
@@therealm80 keep it up! You'll have good ones bad ones and even worse ones lol. Just don't let the bad ones get to your head. Some of my worst landings were with people in the back of the jet lol
With my bonanza the flap switch is a 3 position switch, it's either up. Off, or down. If I wanted partial flaps, I would have to move the switch to down, wait 2 secs and the. Move it back to off, and repeat that for each 10 degrees of flaps. I would also have to move a spring loaded gate each time. It would add to more of a workload in the end. When their a plane has stops or a spring loaded flap switch I would put flaps in, in increments.
Not trying to cover it up, just trying to fill dead space and have background noise. But just like flying we live and learn from mistakes. Next videos will be different. Thank you for watching
I know Lincoln Park very well having lived there for many years. I enjoyed watching this instructional video!
Great advice, but the music is too distracting.
I agree. Im trying to work better on the audio with dimming and getting the levels right. Glad you enjoy
@@pilotreport just take the music off altogether for when you’re talking and just leave it for the intros and outros? I’d personally prefer to focus on what you’re talking about than any annoying music! Looks like others agree as well. Thanks!
@@mtadc1545 thanks for the critique. I'm learning the editing and audio aspects of UA-cam and appreciate the comments. I have already edited my next video set for at least tomorrow and lower the volume substantially while I am talking, but definitely for the future I will take this into consideration . I appreciate everyone's opinion and I'm open to l learning what everyone wants
It's fun to finally see somebody flying a vee-tail Bonanza on youtube. Every Bonanza I've seen on YT had the standard rudder/elevator combo.
I was fascinated by the Beech V-tails as a kid. And despite the gimmickry of the feature, I've been hoping to see one being casually flown in online videos like this.
Not much related to the video matter, but wanted to comment on this.
I was the same when I was a kid. The design is sweet looking and never gets boring to look at. I wish they kept making them and was happy to see the cirrus jet sport one!
Thanks for the tip. I came across this as I am going to Lincoln Park for the 1st time day after tomorrow from NC in my Mooney.
It's a great airport. If you come in on 01 you have the trees. If you come in on 19 you have some good thermals from the green houses that make your perfect approach end up a little high. Have fun!
Also there is a hill that Caldwell uses as their class D visual barrier. Don't go over the hill or else Caldwell tower will be looking for you. A standard pattern keeps you inside of it, just don't bust their airspace
Amazing work!!!!!!!
Thanks!
Great tips thankyou. You've done a great job with your V Tail - It's gorgeous. Appreciate the video
Thank you!
Good video. My primary training was off my Dad's 2500ft grass strip with 50 foot trees about 200 feet before beginning of runway I'd normally land on due to prevailing winds. Since I fly a Decathlon with no flaps I'd have to approach lower than I'd need to with flaps but I still need to clear the trees and then get down somewhat quickly. With the winds though it seems alot of the time it would blow to the north but in the middle of the runway it was more of a cross wind due to the terrain (no trees). Always had to compensate for that.
Look forward to watching more videos of yours.
Thanks for watching. Seems like you learned this trick on that grass strip. It's seems simple, but many times the blocking of the wind by the trees or other objects is overlooked in training. Once you realize it exists, you can observe it on most landings
I have a 1947 35 bonanza, and hundreds of hours. For short and or soft field, I use about 1/3 flaps for takeoff. It can make ALL the difference! This was removed from the POH years ago, for some reason. Just remember flaps up after gear up and at about 300’
So first line marked on the flap? If I had present flap positions or an spring loaded flap lever (like the old cessna's) I wouldn't just dump the flaps like I do on my base turn. During familiarization training I did a flaps 10 takeoff and it did get off much quicker for ground roll. If I remember correctly, there's studies saying flaps 10 T/O(for the bonanza) has the same 50' obstacle clearance roll tho. I'll probably try it on the next couple flights. Thanks for the tip
@@pilotreport my pedigree; 54 years flying, 40 years big airline, 28,000 hours, 18,000 hours 767, 69 years old. Started in general aviation. About 900 hours in all bonanzas and all barons. Own the 1947 v tail now. It all came back! I took off from 5,100’ nice grass runway with no flaps. Got nervous on takeoff roll, liftoff and climb out. I then used 1/3 flaps for takeoff and it was a game changer! So much better liftoff and climb out! Have flown off 2,400’ asphalt with 1/3 flaps (I marked 1/3, 2/3 and 3/3 on left flap). Just don’t drag out in ground effect just above stall, though. As for approach, I slow to mix with slower planes approaching the pattern. If mild winds, 1/3 flap on downwind just before base, 2/3 flap on base and full flap on final. Full flaps on final. If windy or gusty I land with 1/3-1/2 flaps at a little higher approach speed. Ps. I never got my CFI in 54 years🤪
@@davidmangold1838 good stuff! I never got to a legacy airline, but flew the EMB 145/135. I'm sure you know the phrase "your not a real pilot until you've been furloughed and divorced". So then became 1/2 a " real pilot " by getting furloughed back in 08. I did go back when they recalled people in 2010, but with my business doing well and the airline abusing their employees I decided it was in my best financial interest to work on the family business. Now I just fly General Aviation to fulfill my addiction to flying.! I'm definitely going to try your flaps 10 technique. (My planes flaps were marked when I bought it). I'm sure it will help. As a rule of thumb they say the first 1/2 of a planes flaps help more with lift than drag while the last 1/2 adds more drag than lift. So if that's true, your technique will yield the results you say.
That’s a great ( and obvious ) tip that many of us probably didn’t think of ~ thanks for sharing !
Even when you know it, sometimes it slips by you. Alot of times when landing we get so tunnel visioned we don't think of outside forces.
I would suggest a GUMPF downwind adjacent to the numbers. Another on base then again on final. Short final check three green, mixture rich and propeller high rpm. It appears you just checked the gear. It maybe because you just took off but consistency is key to preventing a boo boo. I have an F35, owned it since 1993 also a Cfi. Knowing what the winds are going to do with the trees is good advice.
I agree, and perform GUMPF on my downwind to base, and mid base. On short final I make sure the gear is down 1 last time. I think GUMPFs is always a good recommendation altho sometimes I don't vocalize that I did it, I wanted to go us more on the wind prediction suggestions. Great recommendation ! Glad you enjoyed
@@pilotreport I just figured that you edited it out of the video as you wanted to concentrate on what you intended the video to be.
I did a fair amount of training at S94 where the wind sock at one end of the runway would be one way and then at the other it might be the opposite. This was due to the buildings along with the hills around one end vs flat land on the other. As well as being a pretty narrow runway at 60 feet with along with flying a Decathlon (tailwheel and no flaps) and low hours, dealing with this during my training helped me relate to what you stated in your video.
Thank you for the great video.
@@trbeme1346 I always wanted to fly a decathlon, but never had the chance. At college they used the decathlon for aerobatic training, but I was always like 10 lbs too heavy to take the course lololol
When I first saw this I though it was you driving to the airport in your cool new EV.
good tip and I totally agree as I live at a private airport with 100 foot trees around it...I fly a C150 so the winds push me around a bit...never a bad landing on a 40 ft wide paved runway
Trees can be your best friend if you know how to use them! Glad you enjoyed. I'll be posting some other tips in the future that I've picked up along the way. Don't be afraid to share some tips you've picked up too
@@pilotreport I am working on CFI now I built a ton of material cause I didn't like what's out there...my best tip for landing is say these words when you land Speed Height Center Nose...I came up with that and it keeps me consistent
@@gveduccio consistent is key and your students will appreciate it (might not always seem that way tho)! I do like audible reminder cues not only for students, but to use as an audible checklist to remind and recognize what is going on and what to do.
Is the V tail harder to take off/land?
It flys exactly the same as a conventional or T tail. Maybe I'll do a video on how it works. For the 50s they were very smart on rigging and got the rudder/elevator components perfectly synced up
Nice , I love the video I’m based out of Lakewood airport N12 also has 2900ft runway with trees on either end and also subject to crosswind
What's nice about Lakewood is the trees look consistent in Google maps. I've never flown in there. I'll have to add it to my list of airport, you're not too far from me!
Even in N12 many times with my Bonanza. Always a cross wind but not unmanageable.
@@johnmajane3731 I’m flying with a C150 so and slight crosswind is a killer
@@nossonyoffe3805 150 does okay. People are timid with the controls. You really have to get into it. It does get turbulent at Lakewood.
Why do you end your radio calls with Lincoln Park I was trained to end with your tail number
At towered airports that's how you do it. Many non towered airports share the same frequency and you can hear pilots at other airports. Announcing the airport at the beginning and at the end helps avoid confusion as to who is doing what, and where. At non-towered airports tail numbers don't mean as much as saying color and type, but with most people having absb in and out tell numbers do help recognize who you are seeing on the adsb / fis-b. Hope this helps. If it makes it more confusing I can go in more detail too. Happy flying
@@pilotreport That makes sense as I am training at a non-towered airport thank you
@@therealm80 np, anytime. Enjoy your training! Anytime you have a question I'm more than happy to help you out. Aviation is an awesome community and most everyone is open to helping out
@@pilotreport It is awesome I’m about at 10 hours and I am about to solo just working on my landings a little bit
@@therealm80 keep it up! You'll have good ones bad ones and even worse ones lol. Just don't let the bad ones get to your head. Some of my worst landings were with people in the back of the jet lol
Get down before the trees end?
Or before the trees begin! Lol. But basically use them as a block or read how the terrain / geography can influence your landing
Why dump all the flaps at once?
With my bonanza the flap switch is a 3 position switch, it's either up. Off, or down. If I wanted partial flaps, I would have to move the switch to down, wait 2 secs and the. Move it back to off, and repeat that for each 10 degrees of flaps. I would also have to move a spring loaded gate each time. It would add to more of a workload in the end. When their a plane has stops or a spring loaded flap switch I would put flaps in, in increments.
When I hear the music, I know that what you are trying to say isn't important. If it was you wouldn't be trying to cover it up.
Not trying to cover it up, just trying to fill dead space and have background noise. But just like flying we live and learn from mistakes. Next videos will be different. Thank you for watching
This is nothing
i can barely hear over the damn music. lemme rephrase if you wanna educate the educated if you wanna entertain. entertain
Understood. I'm still getting used to editing and will be changing things up in the next videos. Thanks for watching