Wow what an instrument panel. I flew the 58P Baron in the early 70’s. Went to airline, retired, I would have to do some serious studying learning that panel. A pearl of an airplane.
Ouch, go easy on that high rpm governor check - that's just a governing range check, go nice and slow you're just checking to make sure you can control prop rpm. There's a reason why the full feather check is done at 1500rpm, much easier on the governor. Most likely won't blow anything but your governors will last longer! Blue skies, and happy trails!
That’s how it was when I was climbing up to getting on top as you are flying between layers and we got clearance up to 18 thousand and smooth flying conditions
CFO, what RPM did you have the warm up set at in the initial start up ? Man, it sounded like they were both running above 1500rpms. Is that by design? Hey, beautiful plane. Great flight. Thanks for sharing.
Radio comm would have been nice too. But there were shots of the engine instruments on the mfd. Just hard to read on a cell phone. PC is more readable.
@@gaberuz i usually operate full throttle and rich of peak 15.5 gph, in my country the temperatures are extreme, above 100-110 degrees, and the QNH is always below 29.92, arround 29.8-29.7. I think is because of that, same happens with my 182rg, at 6000 feet i have like 20.5 - 21 inch of manifold. (Sorry for english )
On your run up to 2200 rpm’s you should be not only seeing if you get a drop but also testing your governors to make sure they hold 2000 rpm’s on the low side. Pull it back to the detent and it should hold 2,000 and then go back forward.
Great video, but you did not explain Cruise power and RPM settings. Nor did you explain synchronizing the props. I did not understand what you meant by lean to the magenta. That confuses me with GPS, but I’m sure it has something to do with the preset adjustable peak EGT needles. it is debatable about leaning in cruise. Some like to go 25° lean of peak others will do up to 70° lean of peak. I thought there was a manufacturer specified fuel flow at a given altitude for a given weight and a given atmospheric scenario. I believe most people do not lean enough, and that is why engines get fouled and often some of the reason for engine failures. Automobile engines are basically built the same, except they are water cooled yet you very seldom ever hear of an automobile engine failure. That would be in case of a catastrophic failure like throwing a rod or something like that.
I believe your suggestion to bring the gear up after lift off is contrary to current training syllabus. The problem was the likely hood of being able to control the roll rate before impacting the ground with an engine failure. The unfeathered propeller reduces lift on that wing causing an immediate dramatic roll. Those that argue one must train for an immediate identification of the failed engine and feather it haven't tried that in a simulator. Recent changes in Flight manual text refer to a nose gear capable of absorbing a nose first landing in the event of an engine failure. The recommended procedure is, terrain clearance permitting, leave the gear down until sufficient altitude allows recover from an engine failure. If you lose an engine before reaching a safe altitude, pull all the power back and land right side up.
Who is teaching this? I fly a Baron 58 and I’ve never heard of this. You don’t leave your gear hanging for longer than you need. I’ve done a few sim rides at Flight Saftey International and they train once your hand moves from throttle and puts the gear up, you’re committed to flying even with an engine failure. This is also why we don’t take off with flaps, and we accelerate to VMCA before lift off, and then quickly accelerate to the blue line in the initial climb. You can control the roll if you are above VMCA on an engine failure. Whether you can actually climb or not, depends on how high, hot, and heavy you are on takeoff.
I believe the old Identify, verify, and start you shut down procedures for an engine failure is takeoff in the .POH text has been replaced by statements the nose gear has been designed to touch down at climb speeds. Why would that be necessary? Because you can't control an engine failure in takeoff. And in my experience the best time in a simulator to expect an engine failure is when you reach for the gear. As I recall, it takes seven seconds to get the gear up or out, and you are not going to have the time to get it out if you need to get the airplane back down. @@RMAG
I haven’t flown a Baron or Bonanza for at all. I received my multi engine certificate back in 1995 and only have about 28 hours of total time in multiengine aircraft. 1956 Piper Apache, PA23-150 to be precise. Twins are just too expensive to rent anymore especially without riders sharing the expense. In any case I learned in the beginning with any retractable gear to wait till there was no more runway available. However, the concept of VMC rollover is real and you want as little drag and as much of a clean airplane as possible. It is more survivable to land straight ahead with gear up then trying to maintain above VMC with that much drag. This is especially true on hot days where the density altitude is very high. In reality, it would seem if you had an engine failure, you could just settle right on the runway instead of sliding it in. Engine failures occur at least one to 200 feet or more above the ground. So cleaning it up makes sense.
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Wow what an instrument panel. I flew the 58P Baron in the early 70’s. Went to airline, retired, I would have to do some serious studying learning that panel. A pearl of an airplane.
Nice! Thanks for the ride along!
Nice, I wanna get my multi in one of these!
Ouch, go easy on that high rpm governor check - that's just a governing range check, go nice and slow you're just checking to make sure you can control prop rpm. There's a reason why the full feather check is done at 1500rpm, much easier on the governor. Most likely won't blow anything but your governors will last longer! Blue skies, and happy trails!
Nice flight! The G58 is a little further along from the last Baron I flew. A 56TC in the late 90's.
nice displays .. sweet
That’s how it was when I was climbing up to getting on top as you are flying between layers and we got clearance up to 18 thousand and smooth flying conditions
Nice takeoff and landing!!!
i love this airplane
Thank you sir for the Flight.
The 58P Baron I flew was 4945 M , I wonder where it is now
Imagine breaking out of the clouds and you see a pink elephant flying directly towards you😮😮
do you know what the deal is with some barons having pointer noses than others? Do you know what models have the pointy noses and which dont?
I do not, sorry.
Some planes just lie more, Pinocchio style.
CFO, what RPM did you have the warm up set at in the initial start up ? Man, it sounded like they were both running above 1500rpms. Is that by design? Hey, beautiful plane. Great flight. Thanks for sharing.
Not one shot of the engine instruments, rate of climb, nothing.
Radio comm would have been nice too. But there were shots of the engine instruments on the mfd. Just hard to read on a cell phone. PC is more readable.
What's actually that thing on windshield?
Fly? Bug? Oh, that square anti-ice hot plate. That heats up in case the windshield gets covered with ice.
@@shirlzitting647 thank you very much
How do you get 26,5 of manifold at 400 feet? , i have an b58 2006, at 040 i have only 23 of manifold and my speed is 156knots.😢
That was at 4000 feet. Are you operating full throttle and Lean of peak ?
@@gaberuz i usually operate full throttle and rich of peak 15.5 gph, in my country the temperatures are extreme, above 100-110 degrees, and the QNH is always below 29.92, arround 29.8-29.7. I think is because of that, same happens with my 182rg, at 6000 feet i have like 20.5 - 21 inch of manifold. (Sorry for english )
What’s your power settings at your altitude and cruise speed at that time
I think it said 2500/230
you showed nothing but cloud
Can you send me a pic of the checklist card?
On your run up to 2200 rpm’s you should be not only seeing if you get a drop but also testing your governors to make sure they hold 2000 rpm’s on the low side. Pull it back to the detent and it should hold 2,000 and then go back forward.
Great video, but you did not explain Cruise power and RPM settings. Nor did you explain synchronizing the props. I did not understand what you meant by lean to the magenta. That confuses me with GPS, but I’m sure it has something to do with the preset adjustable peak EGT needles. it is debatable about leaning in cruise. Some like to go 25° lean of peak others will do up to 70° lean of peak. I thought there was a manufacturer specified fuel flow at a given altitude for a given weight and a given atmospheric scenario. I believe most people do not lean enough, and that is why engines get fouled and often some of the reason for engine failures. Automobile engines are basically built the same, except they are water cooled yet you very seldom ever hear of an automobile engine failure. That would be in case of a catastrophic failure like throwing a rod or something like that.
Oh, he was just having too much fun.
I believe your suggestion to bring the gear up after lift off is contrary to current training syllabus. The problem was the likely hood of being able to control the roll rate before impacting the ground with an engine failure. The unfeathered propeller reduces lift on that wing causing an immediate dramatic roll. Those that argue one must train for an immediate identification of the failed engine and feather it haven't tried that in a simulator. Recent changes in Flight manual text refer to a nose gear capable of absorbing a nose first landing in the event of an engine failure. The recommended procedure is, terrain clearance permitting, leave the gear down until sufficient altitude allows recover from an engine failure. If you lose an engine before reaching a safe altitude, pull all the power back and land right side up.
I trained with a 30k hour pilot who teaches how I explained. You want a clean plane to accelerate quickly and climb out on one engine if needed.
Agreed
Who is teaching this? I fly a Baron 58 and I’ve never heard of this. You don’t leave your gear hanging for longer than you need. I’ve done a few sim rides at Flight Saftey International and they train once your hand moves from throttle and puts the gear up, you’re committed to flying even with an engine failure. This is also why we don’t take off with flaps, and we accelerate to VMCA before lift off, and then quickly accelerate to the blue line in the initial climb. You can control the roll if you are above VMCA on an engine failure. Whether you can actually climb or not, depends on how high, hot, and heavy you are on takeoff.
I believe the old Identify, verify, and start you shut down procedures for an engine failure is takeoff in the .POH text has been replaced by statements the nose gear has been designed to touch down at climb speeds. Why would that be necessary? Because you can't control an engine failure in takeoff. And in my experience the best time in a simulator to expect an engine failure is when you reach for the gear. As I recall, it takes seven seconds to get the gear up or out, and you are not going to have the time to get it out if you need to get the airplane back down.
@@RMAG
I haven’t flown a Baron or Bonanza for at all. I received my multi engine certificate back in 1995 and only have about 28 hours of total time in multiengine aircraft. 1956 Piper Apache, PA23-150 to be precise. Twins are just too expensive to rent anymore especially without riders sharing the expense. In any case I learned in the beginning with any retractable gear to wait till there was no more runway available. However, the concept of VMC rollover is real and you want as little drag and as much of a clean airplane as possible. It is more survivable to land straight ahead with gear up then trying to maintain above VMC with that much drag. This is especially true on hot days where the density altitude is very high. In reality, it would seem if you had an engine failure, you could just settle right on the runway instead of sliding it in. Engine failures occur at least one to 200 feet or more above the ground. So cleaning it up makes sense.
Beautiful 😍. Too bad it's not a "P" to show the 58's altitude capabilities
You can P if you carry a bottle.
What happened to your instagram?
Grounded 😂
@@ChiefFlyingOfficer stupid social media police deleting ya.
@@ChiefFlyingOfficer when can you get it back?
Prefer HondaJet, no? 😂 (-dr00t)
Prefer the phenom 100
покажи свое ви
Imagine breaking out of the clouds and you see a pink elephant flying directly towards you😮😮