Great video , I flew a P58 Baron in the early 70’s , 4945M , it was loaded a/c full Collins , boots. It was a pleasure, I had never flown a pressurized light twin before. It had the highest gear speed and flaps . I noticed Beechcraft moved the throttles from mid location between mixtures and props to the left. I like that. Great video GSO memories
Pete, great video with great, real-world operating tips. I just bought a P-Baron (my second - I had one in the ‘80s) and went through sim training with Aircraft Simulator Training in Burnet, Texas, one of the best schools I’ve ever attended. They taught life-saving tips such as you mention here: have an airspeed cushion, fly attitude which will give you your desired speed, etc. If you lose an engine soon after takeoff, don’t chase airspeed - level off until you get to blue line, then start the climb. I went through new-hire training with American Airlines in Feb/Mar 1979 and started flying the line in April (Boeing 707). The very next month, the tragic DC-10 accident occurred in Chicago. The #1 (left underwing) engine departed the airplane on takeoff. The damage caused the leading edge slats on the left wing to retract and, due to that loss of lift, the airplane started rolling to the left. The captain was flying and, doing as he was trained, was pitching up into the V-bars in order to climb to a safe altitude. He, of course, did not have all of the facts. I’m certainly not faulting him. He was probably a far better aviator than myself. Here’s the important point. Our DC-10 instructors at The Flight Academy programmed one of the simulators for the precise failure that that crew encountered and found that HAD THEY LEVELED OFF IMMEDIATELY AND ACCELERATED, THEY COULD HAVE MAINTAINED CONTROL AND MADE IT BACK TO THE AIRPORT. A lot happened in just a few seconds with no time for an in-depth analysis, so I’m not criticizing the crew. The obvious point (as you make in the video) is that, in a tight spot, a little extra airspeed is your friend and lowering your nose a bit can save your life. Again, Pete, a great video. Thanks very much!
I fully agree with you on those numbers. I firmly believe the faster and further you get away from VMCA and blue line the safer you are and the more options you give yourself. Unfortunately the schools teach flying by the POH numbers and that’s the only way they fly. Of course when I’m flying their planes with their instructors I have to fly it the way they want. When I fly my bird I rotate at 90 and I’m really trying to break the habit of climbing at blue line to 1,000ft then accelerate to 120. I was introduced to over square and LOP settings and love it, better power and fuel economy not to mention it’s easier on the engines. I can’t wait to get my bird out of the shop with the new interior and the couple upgrades I’m having done. Maybe one day we can cross paths and I’ll buy you a drink of choice.
Thanks for the vid Pete! Yup, that was my plan as well in the B55, a few extra kts never hurt any thing. Rotate at blue line and climb out at 120 will get you up really quickly. Happy Trails!
I concur on the speeds and runway length. The Vr of 90kts to over blue line happens very quickly and you have extra energy. I personally leave the gear down if there is runway under me. It still accelerates very rapidly.
@@aronjgreen27 the P-Baron would be different since its turbo charged. I’ve got some videos on power settings for normally aspirated barons. I’d just fly it per the POH, nothing tricky. After a safe altitude pull it back to whatever the book says, guessing 30” but I’m not familiar since I haven’t flown one. I hear they are great machines.
also agree 100% on a nice gentle rotation and the baron will get to 120 in no time at all. I don't really understand people rotating and specifically pitching for blueline. I'd rather have blueline +
Hi Pete, You forgot to mention your take on not using any flaps on Takeoff as runway dictates to keep a faster speed & one less acrion to perform incase of engine failure on takeoff. Since flaps are up & gear instantly raised after rotation you only need to identify & feather. Your power settings are all full foward, you're above blue line+, gear & flaps are already up. Just identify, verify & feather. Of course split the ball with rudder, pitch for blueline & raise dead engine.
Noise abatement and ease on the engines. Haven’t had an engine failure yet, knock on wood. Have had three different airplanes start talking to me just before we called it quits and overhauled them. High oil consumption and low power were the signs they were getting close.
Do you cruise with the prop set to 22 or 23, more throttle and lean to a target fuel flow? I’ve always heard that the slower the engine turns and the more leaning that is done along with less throttle body restriction promotes a clean burning and more-longer lasting engine. Of course it may trade off a few knots of airspeed.
My guess is for all the GA twin pilots who instead fly as their hobby without pay. They most likely fly less hours each month. They probably havent discussed what if's while doing their checklists. They havent practiced procedures "The Drill" in quite sometime. Shoot, with any recent desktop or xbox with twin engine controls one could "theoretically" practice "the Drill" daily, or at least before each flight in comfort of own home. Recurrent training with instructor every 6 months or so engine out procedures to stay proficient can only help pilots in long term.
Normally we run 2500rpm, wot (wide open throttle) or 25”, typically at 6-7000 feet it runs around 23”, CHT’s are typically around 170° and burning 13-14gph each side.
Neither I nor anyone I trained with could recover from an engine failure in takeoff. I consistently observed that in numerous simulator sessions. I think the prudent training, assuming terrain clearance, is to leave the gear down until you have sufficient altitude to recover from an engine failure, because if you lose an engine before that altitude, pull the power and put the airplane down. At least you can get the airplane down right side up. I am not I embarrassed to say this. I can get pretty good at controlling an engine failure in the simulator with multiple attempts when I know they will cut an engine. But that is a perishable skill, and it is not the real world.
Great video , I flew a P58 Baron in the early 70’s , 4945M , it was loaded a/c full Collins , boots. It was a pleasure, I had never flown a pressurized light twin before. It had the highest gear speed and flaps . I noticed Beechcraft moved the throttles from mid location between mixtures and props to the left. I like that. Great video GSO memories
Pete, great video with great, real-world operating tips.
I just bought a P-Baron (my second - I had one in the ‘80s) and went through sim training with Aircraft Simulator Training in Burnet, Texas, one of the best schools I’ve ever attended. They taught life-saving tips such as you mention here: have an airspeed cushion, fly attitude which will give you your desired speed, etc. If you lose an engine soon after takeoff, don’t chase airspeed - level off until you get to blue line, then start the climb.
I went through new-hire training with American Airlines in Feb/Mar 1979 and started flying the line in April (Boeing 707). The very next month, the tragic DC-10 accident occurred in Chicago. The #1 (left underwing) engine departed the airplane on takeoff. The damage caused the leading edge slats on the left wing to retract and, due to that loss of lift, the airplane started rolling to the left.
The captain was flying and, doing as he was trained, was pitching up into the V-bars in order to climb to a safe altitude. He, of course, did not have all of the facts. I’m certainly not faulting him. He was probably a far better aviator than myself.
Here’s the important point. Our DC-10 instructors at The Flight Academy programmed one of the simulators for the precise failure that that crew encountered and found that HAD THEY LEVELED OFF IMMEDIATELY AND ACCELERATED, THEY COULD HAVE MAINTAINED CONTROL AND MADE IT BACK TO THE AIRPORT.
A lot happened in just a few seconds with no time for an in-depth analysis, so I’m not criticizing the crew. The obvious point (as you make in the video) is that, in a tight spot, a little extra airspeed is your friend and lowering your nose a bit can save your life.
Again, Pete, a great video. Thanks very much!
Thanks for commenting and the nice words. We learn from others for sure.
I fully agree with you on those numbers. I firmly believe the faster and further you get away from VMCA and blue line the safer you are and the more options you give yourself. Unfortunately the schools teach flying by the POH numbers and that’s the only way they fly. Of course when I’m flying their planes with their instructors I have to fly it the way they want. When I fly my bird I rotate at 90 and I’m really trying to break the habit of climbing at blue line to 1,000ft then accelerate to 120. I was introduced to over square and LOP settings and love it, better power and fuel economy not to mention it’s easier on the engines. I can’t wait to get my bird out of the shop with the new interior and the couple upgrades I’m having done. Maybe one day we can cross paths and I’ll buy you a drink of choice.
Great process! Thanks for the incredible video and supporting the aviation community
Thanks for the vid Pete! Yup, that was my plan as well in the B55, a few extra kts never hurt any thing. Rotate at blue line and climb out at 120 will get you up really quickly. Happy Trails!
Excellent information and reasoning sir. Very helpful as I am transitioning from an A36 to a B58
👍✅ Good logic Pete, better having that extra margin!
Makes perfect sense. Very good video with real life experience.
Great video, Pete!
I agree 100% on your speeds. Runway length really dictates how I fly approach. No sense in stressing AP if you don't need to.
I concur on the speeds and runway length. The Vr of 90kts to over blue line happens very quickly and you have extra energy. I personally leave the gear down if there is runway under me. It still accelerates very rapidly.
Hi Pete, about to get a P58 and wanted to know about cruise climb settings. MP/RPM ball park settings. Thank you sir you do a great job explaining!
@@aronjgreen27 the P-Baron would be different since its turbo charged. I’ve got some videos on power settings for normally aspirated barons. I’d just fly it per the POH, nothing tricky. After a safe altitude pull it back to whatever the book says, guessing 30” but I’m not familiar since I haven’t flown one. I hear they are great machines.
Fun vid, lovely plane.........thanks
Thanks!
Thanks for the super thanks. Didn’t know I could get them.
Yup! B55 is the same. Lots of go power to jump off the ground. Happy flying Pete!
also agree 100% on a nice gentle rotation and the baron will get to 120 in no time at all. I don't really understand people rotating and specifically pitching for blueline. I'd rather have blueline +
100%
Hi Pete,
You forgot to mention your take on not using any flaps on Takeoff as runway dictates to keep a faster speed & one less acrion to perform incase of engine failure on takeoff.
Since flaps are up & gear instantly raised after rotation you only need to identify & feather.
Your power settings are all full foward, you're above blue line+, gear & flaps are already up.
Just identify, verify & feather.
Of course split the ball with rudder, pitch for blueline & raise dead engine.
Do you ever consider how weights effect Vmca and Ysse?
Love your videos and the greaser landings
Yes but I’m never close to flirting with those speeds
Good video,very informative. Why pull the props back so soon , noise ? Have you ever had an engine failure in a twin ?
Noise abatement and ease on the engines. Haven’t had an engine failure yet, knock on wood. Have had three different airplanes start talking to me just before we called it quits and overhauled them. High oil consumption and low power were the signs they were getting close.
Do you cruise with the prop set to 22 or 23, more throttle and lean to a target fuel flow? I’ve always heard that the slower the engine turns and the more leaning that is done along with less throttle body restriction promotes a clean burning and more-longer lasting engine. Of course it may trade off a few knots of airspeed.
We run at 2500rpm.
My guess is for all the GA twin pilots who instead fly as their hobby without pay. They most likely fly less hours each month.
They probably havent discussed what if's while doing their checklists.
They havent practiced procedures "The Drill" in quite sometime.
Shoot, with any recent desktop or xbox with twin engine controls one could "theoretically" practice "the Drill" daily, or at least before each flight in comfort of own home.
Recurrent training with instructor every 6 months or so engine out procedures to stay proficient can only help pilots in long term.
what is your normal rpm & manifold pressure in cruise? Max CHT? Usual fuel burn? Thanks!
Normally we run 2500rpm, wot (wide open throttle) or 25”, typically at 6-7000 feet it runs around 23”, CHT’s are typically around 170° and burning 13-14gph each side.
Question, on a regular cruise I usually fly it 23/23, is that how you normally keep it in cruise flight or 25/25? Thanks as always Pete!
WOT and 2500 unless low enough altitude then 25/25. We run LOP as well
Respect…
Neither I nor anyone I trained with could recover from an engine failure in takeoff. I consistently observed that in numerous simulator sessions. I think the prudent training, assuming terrain clearance, is to leave the gear down until you have sufficient altitude to recover from an engine failure, because if you lose an engine before that altitude, pull the power and put the airplane down. At least you can get the airplane down right side up. I am not I embarrassed to say this. I can get pretty good at controlling an engine failure in the simulator with multiple attempts when I know they will cut an engine. But that is a perishable skill, and it is not the real world.
I survey a 60 degree sector directly ahead in case of negative performance. Part of personal brief.