Flying By the Numbers Demonstration
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- Опубліковано 22 лют 2023
- In this short video, Tom Turner demonstrates flying By The Numbers and shows how to improve precision and reduce pilot workload.
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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
Engine leaning is critical in saving money. I fly at full throttle, 2300 rpm and lean to 13 gal/hr. That’s around 85 degrees lean of peak. Followed the mechanic who brought his engine 230% over time before overhaul. Think he reached about a 5000 hr TBO.
@@aviatortrucker6285youre talking about Mike Busch . He got them up to 3200 hours plus on his Cessna 310 . The 5000hr one was engine he worked on for his customer not his own
I think Lew Gage may have written a good article why you should always lead with gear extension and not approach flaps. Certainly my SOP is to extend landing gear at the end of downwind, or before entering the pattern on base (Visual circuit) or one mile before the final fix (IFR). You then check three greens, having noted the aerodynamic effects of gear extension, and only then extend approach flaps. Leading with approach flaps may mask the aerodynamic effect of landing gear extension and dilute muscle memory. Will try and dig out the excellent write up by Lew Gage, FWIW all SOPs I have had to adhere to lead with landing gear.
I do the same . Mid downwind check my speed , always happens to be 140-142kt with 20MAP 23-2400 rpm , my Vle is 142 , extend the gear , hear it cycling , confirm green light , check speed , I know with gear extended I should be slowed down enough for Vfe . Extend the flaps to 10. I find that using gear extension as an air brake helps me to not forget extending the gear because if I haven’t slowed down enough it must be because my gear isnt extended. I still make sure on finals to confirm gear is down at least a couple of times .I have no difficulty slowing the plane with the gear retracted but choose not to for the reason explained above.
No doubt Lew is an icon in the field of Bonanza's but times have changed and In order to mix with all the "fast" machines of today as was presented a faster approach speed helps ATC manage the system. Anyone transitioning to larger aircraft will soon learn that approach flaps always precedes landing gear and that becomes ingrained procedurally. I use approach flaps prior to gear extension and NEVER touch the flap lever again until I have confirmed 3 green. However what works best for each individual is best to continue with.
Very well done. Thanks you quite informative.
Thanks for watching!
I always lowered the gear before the flaps in our Cherokee Arrow. The gear had a higher extension speed than the flaps and they helped to slow you down to flap speed. And perhaps it was good that lowering the gear was the first thing you did. Actually, the fuel pump was first thing (GUMPS). I haven't flown since 1977 and had forgotten what I set manifold pressure to on downwind.
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.
With practice it’s actually quite easy to decelerate from 110 KIAS at the missed approach point to normal landing speed by extending full flaps, reducing power to about 15 inches and advancing the propeller to full rpm, and maintaining glidepath to the touchdown zone by gradually adding back pressure.
'Promosm' 🎶