Flying the Beech Bonanza
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- Опубліковано 9 лют 2025
- What's a "normal" flight? Well, there is really no such thing, for weather, air traffic control and other factors make each flight a unique experience. On this flight from Cedar Rapids, Iowa (KCID) to Madison, Wisconsin (KMSN) you can join me in the cockpit of my 1978 Beechcraft Bonanza, an A36 model, and learn about the routine of a typical flight - from the checklists before starting the engine all the way to shutting down after arriving at the destination. Enjoy!
#flying #aviation #beechcraft #avidyne #iflyavidyne #cockpit #pilot
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UA-cam: / martinpauly
Web: www.martin.aero
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Twitter: / _martin_pauly
FaceBook: / n70tb
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Martin's Bonanza on FlightAware:
flightaware.co...
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Nice flight and landing! I really enjoy how you show and explain all instruments and various settings and why and what they mean as you go through all of your various steps during your flights! It's very helpful for those like myself who know a bit about flying but are not pilots so thank you for the detailed information as we are allowed to come along with you on your flight!! Happy Thanksgiving!
Thanks for your kind feedback, Don - and happy Thanksgiving!
- Martin
I couldn't have said it any better. Thanks Martin for another interesting and enjoyable presentation.
Martin is a darned good pilot with a thorough understanding of all his gear both on the panel and under the hood as well as the ATC environment.
What a straightforward, informative and easy to follow video. Well done and thank you!
The Bonanza is the best landing aircraft, also a pleasure to hand fly on longer trips, an amazing machine... Nothing comes close.
Martin, that was a pure pleasure to watch. Excellent example of procedure + execution. Smooth, positive control inputs. Your discipline, combined with your very high level knowledge of airplane & airspace would put any passenger at ease and serves as a brilliant example of how to fly like the pro aviator you are. Kudos!
I find these videos increasingly more useful as I gain experience. It's all about the finer points. May I recommend doing a video of acrobatic flight as a contrast?
You mean like this one?
ua-cam.com/video/1MaMOVoPGS0/v-deo.html
- Martin
I'm glad I found this channel, I like how Martin put all the check list and communications on the screen, like this is easier to follow flight details.
Yes, always very hard to hear controllers !
Monsieur Pauly , you are like good wine it is always getting better and better coming along in your flights.. as you say! Congrats for the upgraded panel !! TC!
Thanks for the kind words!
- Martin
I really enjoyed this video. I’m not a Pilot in real life but just purchased the Carenado Bonanza V35 for Flight Sim 2020. The plane looks great and flies beautifully. I actually copied your flight from Cedar Rapids to Madison Wisconsin and had a great time. I took off from runway 9 at Cedar Rapids and landed on runway 14 at Madison Wisconsin. You must have a blast flying the Bonanza V35!. Thanks again!
It is a nice addition to have your check list pop up and glancing at the rest of the glass panel. Safe travels
Happy to hear the format works. Thanks, Michael.
- Martin
What a special Thanksgiving surprise... a new video from Martin! Thanks for sharing your trip with us!
Happy Thanksgiving, Mike!
- Martin
@@martinpauly You too Martin, ...safe travels.
Thank you for the excellent video. You put an awful lot of work into the video, making it very fun and informative. Love the detailed account of the flight.
Thanks for the kind words, Jim - glad you enjoyed the video. There are lots more like this one on my channel, in case you can't sleep at night. :-)
- Martin
Thanks for taking Us on that "normal Flight" Martin, it was a cool flight.
Glad you enjoyed it!
- Martin
Enjoyed the trip. My father-in-law and I restored a big tail Stinson like that back in the 70s. BTW, Jeanne Willerth said to tell you hello. I serve as her safety pilot when she practices approaches here in Lee's Summit, MO.
Thanks, Loren - please say hi to Jeanné; she has been to Cedar Rapids a number of times to present at AOPA safety seminars and we'd love to have her back!
Regards, Martin
I'm thankful for Martin Pauly videos.
Happy Thanksgiving, Tom!
- Martin
Great flick. Lookiing forward to your next venture.
Thanks, Richard. Many more ventures still to come! 👍
- Martin
Enjoyed the trip with you. Thanks for sharing. You have a great airplane. I flew a V Tail S model back in the mid 60's here in East Texas that was a lot of fun. I can tell you one thing, sure was a lot less radio chatter in those days.
I bet it was a different world - in many ways with more freedom to fly than today, in other ways it's hard to imagine flying without GPS, iPads and uplinked weather (of course, one only needs to go 20 years back for that).
Best regards, Martin
I'm 74 now and haven't flown left seat since 1987. Last flight was in a piper arrow to Hot Springs, Ar. out of Baytown, Tx. Even by then it had become so expensive to fly and I lost interest. When I win the lottery I'm gonna get me a J3 Cub and just fly around locally here in East Tx and enjoy the scenery lol. Hey, I can dream lol.
Nice video, alot to learn for a student pilot, keep postin
Thanks - and yes, the first steps as a student pilot can be overwhelming. Hang in there, I promise it will get better!
Regards, Martin
Thank you for mixing little bit of beautiful Continental sound in audio track. It is so much better than silence or alternator whining. I really enjoy your videos like many others.
Thank you, I appreciate that.
Like you, I don't like it when there is only intercom/radio sound and no engine/ambient sound. Seems unnaturally sterile. So I try to get to a healthy mix where the engine and other sounds can be heard without overpowering the voices.
Best regards, Martin
I always enjoy your videos, Martin.
Thanks, Mike - happy to hear.
Best, Martin
I really enjoy your videos, you get very in depth on everything, its like you are there for the ride a long. great job!
Thank you, Vic!
- Martin
Your videos are incredibly professional. Much appreciated. 👍
Thank you for the kind words, I appreciate it!
- Martin
Deine Videos sind immer wieder eine Freude und auch sehr interessant zumal wir hier in Deutschland jetzt nicht gerade das beste Fliegerwetter haben.
Das freut mich zu hören! Hier ist es im Moment auch nicht so prickelnd; dazu kommt noch, dass meine Bonanza zur Zeit zur Jahresnachprüfung in der Werft ist. In ein paar Tagen sollte ich sie aber zurückkriegen.
Herzliche Grüsse aus Iowa,
Martin
Great flight! Your panel is looking great too. Nice job on that.
Thank you - I am very happy with how the panel turned out!
- Martin
First time viewer who enjoyed the flight. I'm signed on as a subscriber now. Looking forward to more flights.
Thanks, Patrick - happy to hear.
There are many other flights in the Bonanza already on my channel, like the ones going into various Class Bravo airports. And more coming over time, of course.
Best regards, Martin
Nice that there was actual time on the video between "Clear" and the prop moving :) - life at 'normal' speed
"Normal speed" - the video is still edited, of course, otherwise it would take 30 minutes to just get off the ground. Still, I tried to include a few things I usually cut out in my videos to show something closer to real-life.
- Martin
@@martinpauly I understand - its great how you are always thinking about the art aviation storytelling, plus so many kind replies for those of us watching. Thank You & Happy Thanksgiving !
My last flight was more than 10 years ago by Piper 28 Cherokee. I really miss flying, will start again soon.
Hopefully you can get back in the air again soon, Michael. I wish you luck!
- Martin
@@martinpauly thanks mate
I enjoy your videos Martin...funny enough I landed 15-minutes behind you at KMSN. Jet Room is an awesome breakfast destination!
Small world - I hope you enjoyed your breakfast there!
- Martin
Das war sehr interessant. Vielen Dank für das Video Martin.
Gern geschehen, Jörg!
Gruss, Martin
First time see your videos, amazing job, all clear and easy to understand, thanks for sharing
My pleasure, Saul - glad you enjoyed it.
- Martin
Thanks for posting. Watched it from beginning to end, you take flying as it should be, sternly.
Thanks for the kind words!
- Martin
Liked the camera set up! Thanks for sharing
Glad to hear, Chuck.
Best, Martin
I'm glad you put that banana comment on screen, I was watching without sound so I would have missed it. Katie will be pleased.
Hi Jeremiah, I'm surprised anyone would make it THAT FAR without audio on. Must be pretty boring, no? :-)
Say hi to Katie for me, please.
Best, Martin
Thanks Martin, been to Madison many times but never arrived in a Bonanza. From St. Paul, now living in Greenville, SC.
Martin: great video, you have the best "advanced" videos showing modern recip engine management in practice. Thanks for sharing!
I saw a video recently by Mike Busch that recommends not using EGT at all when doing the BMP and setting the mixture- his argument was "I don't want to send any time in the red box at all, I'd rather just set my mixture by fuel flow and CHT, and be done". I believe this runs counter to what most experts like you are doing... it would be interesting to see your comments on his leaning technique either here in a future video. Of course, that may be too obscure for most viewers :-).
Again, thanks for the awesome content.
Thank you for the kind words! Regarding "leaning by fuel flow and CHT": I suggest we call it "leaning by CHT", because fuel flow is what your are SETTING with the mixture, not what you use to MONITOR if your setting is good. So if you lean only with reference to CHTs, I have two concerns with that: (1) CHTs lag behind your mixture changes - quite significantly, in fact. It is therefore not easy to do. (2) CHT is only one one of the two limiting factors which describe the red box. The other one is ICP (internal cylinder pressure). These two factors are related in that they trend the same way in response to mixture changes, but they are not tied together in terms of absolute values. For example, on a cool day in an engine with good cooling baffles, it is entirely possible to have normal CHTs but abnormally high ICPs. You are in the red box, but would never know by just looking at the CHTs.
Having said that, while I set my mixture referencing EGTs, the CHTs are of course still important. High CHTs are a sure sign that something is not good; however, good CHTs by themselves are not necessarily an assurance that everything is good. In other words, Mike's suggestion works well most of the time, but it doesn't work all the time.
I hope this makes sense.
Best regards, Martin
@@martinpauly Thanks for the great explanation, that is super-clear.
I don't want to misrepresent Mike at all... I probably didn't explain his approach very well. I THINK this is what he does:
1. when doing the BMP, he leans to a fuel flow he KNOWS is outside the red box.
2. he waits for CHT to settle (as you say, it takes a bit to adjust)
3. he fine tunes from there, trying to stay at or below his target CHT threshold.
With regard to the CHT issues you mention, to avoid high ICPs, he says:
1. he uses 380*F as his upper threshold
2. if the temperature is very cold (colder than ISA/standard atmosphere), he drops the threshold by 20*F or so
3. if the airplane has exceptionally good baffling/airflow, he drops the threshold by 20*F or so
Controversial stuff!
Anyway, I think this stuff is fascinating, and I hope to sit in one of your talks at Oshkosh sometime.
If you are at all interested in his presentation, the point in the talk where he gives his opinion with regard to this topic is here:
ua-cam.com/video/X-tKyiUZ3ts/v-deo.html
@@flightlevel1803 I've watched Mike's video. He makes an important point in that one should not dwell inside the red box; that is absolutely correct. From there, what he recommends is an approximation to stay outside the red box. I would go as far as calling it a useful approximation, good enough for practical use on many days. And yet, because it is only an approximation, one ends up with something which can be close-but-not-optimal for hours at a time, when it only takes a few seconds to find peak EGT and lean precisely from there. This really only matters, of course, at high power settings, e.g. in a turbocharged engine at cruise with 80% or more power. But then, that is exactly the kind of scenario where you want to be absolutely sure to be outside of the red box/red fin, right?
One thing I'd add: if you look for peak EGT, look for it from the lean side. You'll find it faster, and while you'll get into the red box briefly, you stay away from peak HP and peak CHT/peal ICP which are all on the rich side of peak.
Regards, Martin
@@martinpauly Awesome explanation, that makes total sense! thanks.
Great job on the video and the flying. It might have been mentioned already, on your checklist you have "Breaks" instead of "Brakes" a couple of times. Have a great day.
gorgeous video. well done. thanks for sharing.
Thank you, Ed - I appreciate the comment.
- Martin
Thanks for the flight Pauly.🇬🇾
My pleasure - thanks for watching!
- Martin
Thanks for another fine video. I sure have panel envy!
David, I have found that no matter what panel a pilot has, there is always something missing, or something even better out there they want. :-)
- Martin
Thanks Martin. I enjoyed the ride...
Thanks for coming along for the ride, Tom!
- Martin
That was just great. A wonderful video well done. I’m reading a John Grisham novel (The Summons) and the main character is enamored with the Beechcraft Bonanza, so I looked it up. Couldn’t have found a better instructor/ narrator. Thank you.
Thank you, Rick. Now I'll have to pick up a copy of that novel! 👍
- Martin
That was excellent. I loved the details. More of this please!
Thanks for the feedback - I'll plan more videos like this one next year.
Best, Martin
I enjoyed seeing a close up of the new avionics panel and how its used during flight.
Thanks, Johnny. I'll try to make more videos next year where I explain that in more detail.
- Martin
Hi Martin. I just watched your video and "Subscribed" right away! I really enjoyed everything about it, the view angles, the detail, the explanations, everything. It was very well done, and I really appreciated you talking through everything you were doing and why you were doing it. Very insightful and truly interesting. Plus, you're flying a dream airplane. Thanks much! I'm glad I found your channel!
Hi Richard, thank you for your kind words, and for subscribing to my channel.
I am indeed very fortunate to have such a dream airplane, as you say.
Feel free to check out the other videos on my channel; there is a lot more out there you may find interesting.
Greetings from Iowa,
Martin
Nice flight! It was a good representation of why we fly.
Thanks, Michael.
- Martin
This channel is awesome! I've learned so much from how detailed everything is! Keep the content coming!
Thanks for letting me ride along Martin. Happy Thanksgiving!
Thanks, Dominic.
Happy Thanksgiving to you as well.
- Martin
Great production Martin
Thanks, Niko - and I hope to hear you again on frequency soon.
- Martin
Minus 2 degrees centigrade, yikes!!! I have been living in California too long. Nice flight Martin.
It's the time of the year where I want to move south for a few months. I'll take hot weather over winter any day!
- Martin
Martin, not sure what to "break "before starting engine? LOL. Nice peaceful video flight. Take care and hope you and your family had a great Thanksgiving.
Time for a revision of the checklist with better spelling, I guess.
Best, Martin
Love the video! From what I picked up in the video I take it your plane does not have an altitude compensating fuel pump. Just wonder if you have flown a Bonanza with one and if so your thoughts. Would like more of these type videos. Maybe consider doing a redo on the leaning video with the new JPI930. Such a nice engine monitor. Also more on your thoughts on your new avionics now that you have had time to use them. Thanks for your contribution to the aviation community! Keep the videos coming....
All good ideas, Mike. Thank you. I had already thought about another video on mixture management, not just LOP but more generic. It'll be a project for next year.
As for altitude compensating fuel pumps, I don't have one, and honestly I don't miss it much. For people who never want to touch the mixture knob, they are probably nice, but if you are leaning for specific targets (weather ROP or LOP), you still need to lean manually - even with an altitude compensating fuel pump.
Regards, Martin
Yes, an ACFP is a different beast. Have one on my F33A and still learning more about it each time I fly. Was hoping you had some experience and could shed some insight. (You do such a good job explaining things in your videos.) During climb the ACFP seems to do a good job but on descents you have to play close attention to it. Always learning... Bonanzas are wonderful planes!
Great as always. You deserve a glass panel...
I would very much like to have a glass panel, but I believe I should replace the engine first. After that it'll take some time to fill up the piggy bank again. :-)
Best regards, Martin
Great flight. Thank you for sharing
My pleasure, Chris.
- Martin
Thanks working on my instrument, great help to follow along.
Thanks, Wade - good luck for the instrument rating!
- Martin
Very nice. Nice plane. I have an rv8. I’m looking to move up.
RV8 - they are great performers! Of course, if you want a little more space for people and/or luggage, then I can see the desire for something a little bigger. Good luck for finding the right one for you, Jeremy!
- Martin
Great video Martin. I love the normal "full flight" concept. It's like being in the cockpit. Keep them coming!
Thanks for the feedback. I'll try do make a few more like this one next year.
- Martin
Hey, Martin! Another great video... but you have a typo in your pre-start checklist. I think you mean "brakes" where you have "breaks." :)
Yes, you are correct, John.
Time to make a revision - I was going to tweak a few things on it anyway.
- Martin
On your dash I see them items that are usually in a Cessna center stack and the engine instruments are on the right, but by you having your radio and gps on the right isn’t so far a reach after all. Nice layout and a great flight.
Yes, the radio stack with the GPS units isn't hard to reach at all in the Bonanza.
- Martin
Excellent video Great aircraft Thank you!
Thank you, Gil.
- Martin
Great video, as usual
Thank you, David!
- Martin
Martin, I organize my Check List using Excel, and a half dozen times when I made an amendment to the order of things, my entry to confirm the HSI is slaving to the correct heading (which occasionally it won’t), got auto-corrected - changing my intended entry from “HSI” to “HIS”. Frustrated with that, I finally entered it as “ ‘HSI “ which forces Excel to accept the entry as is, and not auto-correct my apparent mis-spelling. I suppose your entry for BRAKES Set suffers from that same interference. “ ‘BRAKES “ will make all the difference. Your videos are simply fantastic, and hope you Keep Up the great productions.
Hi Robin, thanks for trying to save me here... though I believe I simply made a spelling error on my checklist. I'll fix it sometime! :-)
Best regards, Martin
Cannot go wrong with a good coffee at 9000'. Solid video sir :)
Thank you very much!
Interestingly, another comment yesterday suggested it was a good video until the coffee came out. :-)
Best, Martin
Martin Pauly so I’ve gotta ask-what kind of coffee do you drink?
@@matthewgarred4043 My favorite is the Dallmayr Prodomo. Old German habit, I guess. :-)
Regards, Martin
Hey Martin! I'm a big Eggs Benedict fan, so we should go get some next time I'm in Cedar rapids!
Deal!
And happy Thanksgiving, Kevin!
- Martin
Ha ha..."I see here on my engine monitor that I'm missing one of my cylinders. I"ll have it checked out in a few weeks"
Yeah, I'm not sure that's good practice. I was also surprised to see the mixture wasn't gradually enriched during the descent into Madison. Probably not the best to shock-cool the engine on finals by goung full rich in the Pre-Landing checks.
Just wanted to say hello from Kdbq good job on the video! UD grad. Aviation ! Stay safe!
Thanks - greetings back to Dubuque!
- Martin
Awesome buddy more years yet philip.
Would you know were I could get a copy of your check list, I have a A36 also. I like how yours keeps it simple, instead of a general one witch has things that I don't need. Thanks
You can easily make your own. Part of the fun is thinking about what is important in your airplane serial number and with the exact equipment you have.
- Martin
Enjoyed the video as always .
Thanks, David!
Thanks for this and all the other videos Martin. I'd love to fly but time would be just too short to practice and fly safe. And in Germany it's too pricey for me, I would have to give up too many other nice things in life.
Greetings, Jan
Hallo Jan, das kann ich gut verstehen. General Aviation ist einer der Hauptgründe, weshalb ich gerne in den USA lebe.
Herzliche Grüsse aus Iowa!
- Martin
Thanks 👍🏻
My pleasure!
- Martin
150 mile 55 minute flight for breakfast w/ friends........that pegs the cool factor.....kudos!!!!
Loving your detailed videos. One constructive note is that your audio is consistently peaking and creating that harsh buzzing noise. You might try turning down the gain on your audio recorder so that they audio is cleaner.
Thanks, Justin. You are right about the audio peaking/clipping in this particular video; I was not happy at all with how that turned out. I believe it is much, much better in most of my other videos, though.
- Martin
Meat and potatoes flying...! Awesome 😎👍
Thanks, Mike!
- Martin
Always appreciate your videos, Martin!
Thanks, David.
Best, Martin
A normal flight is all I want to have. :-)
Right! 👍
- Martin
Great video. Been to jet room many times, changed ownership recently-Believe Pat retired. I fly a Dakota out of waukesha (KUES), work in Milwaukee.
You are right, Pat and Pam sold the restaurant a little while ago after running it very successfully for 20 years.
- Martin
Just in time! I'm working with a rusty pilot and was looking for a good example of checklist use!
Just don't make the mistake I made with the spelling of "brakes" :-)
- Martin
Martin, knowing me, I probably would :D
Great talk though during your flight! Subscribed
Thanks - happy to hear you enjoyed the flight!
- Martin
As you said; no such thing as normal. Biggest takeaway for me is that inversion. Don't have to operate in a large metropolis, surrounded by mtns, to get those. The sunrise, relative to your camera, really drove that home!
Right, the sunlight really accentuated the inversion. Didn't look anywhere near as good on the other side :-)
- Martin
My favorite place to go for breakfast...I fly out of DuPage.
The "Jet Room" has a special place in my heart. I first stumbled upon it by accident in the late 90s - shortly after it first opened. Had many a nice breakfast there over the years!
I've been to Bessie's in Janesville once recently, which also seems like a nice place - though the Jet Room still makes the best eggs Benedict in my book. :-)
- Martin
I have panel envy!
The panel is something which is never quite done, I guess. I could put much more work (and money) into it, only to find after a couple of years that newer technology is available again. I sure like what I have today, though - the Avidyne IFDs and the JPI EDM-930 engine monitor which I installed earlier this year are very nice.
Regards, Martin
I enjoy following along on the technical aspects of the flight. I like the check lists. One question. On takeoff, wouldn’t fuel pump on be normal? It has been a long time.
On many airplanes, yes, but in the Bonanza the electric fuel pump is only used for priming (before starting) or in case of a failure of the engine-driven fuel pump.
- Martin
Great!
Thanks, Allan.
- Martin
30:41 Look at that Stinson! a -3 I think.
Yes, it is a Stinson!
Best, Martin
Thanks for taking us flying today, another great video. When do you brief for the land and hold short procedure or was it N/A when you briefed the runway diagram? Thanks again.
Hi Michael, if you look at the taxi diagram for KMSN, you’ll see that LAHSO only applies to the other two runways here, not 14/32. Plus the controller would tell you explicitly to hold short of another runway when issuing your landing clearance. It’s pretty straightforward for small propeller planes; jets, on the other hand, need to brief the available landing distances more carefully.
@@martinpauly As I suspected, it was N/A once you checked out the runway diagram. It would have been a new occurrance for me and I would have pulled the diagram after hearing the ATIS, just not much experience with them, so far. Thanks Martin.
Merry Christmas. I would like to know if I should lean during a climb in a turbo plane?
Hello Martin I am seeing you have upgraded the instrument panel. I guess it's even more comfortable now with that Avionics. However, I have some questions:
what are the pros and cons of an high- winged aircraft like the Cessna as opposed to low- winged such as your Bonnanza? Is this aircraft turbocharged?
How does the Piper Arrow lll compared with the A36?
Thanks in advance.
High-wing vs. low-wing has a lot to do with personal preference. I prefer low wing; I can see better from them, and they feel more stable than the high wing aircraft I have flown. On the other hand, for a sightseeing flight where you want to see the ground, the high wing configuration is hard to beat.
My A36 is not turbocharged.
I have flown a Piper Arrow II quite a bit; I assume it handles similar to the III. It's a nice aircraft and not bad for traveling, but it does not have the solid build quality not the nice handling characteristics of a Bonanza. The Bonanza is one of the nicest airplanes to hand-fly.
Best regards,
Martin
@@martinpauly Thanks for your expert response.
Mister Martin Pauly your Bonanza is a beautiful lady, nice video
Thank you, Alexis!
- Martin
Martin what made you decide to use #5 cyl for leaning during the climb? Can you explain your thought process on this...
Hi Jayson, I address that in some detail in my "lean of peak" video. The amounts of fuel and air going into the cylinders differ slightly from cylinder to cylinder. As a result, when I lean from ROP to LOP, the six cylinders cross peak EGT at slightly different times (i.e. slightly different fuel flows). I want to reference my leaning using the LAST cylinder to cross peak EGT going from ROP to LOP, to ensure all cylinders are on the lean side. In my engine, that happens to be cylinder #5 - but it's different in each airplane. And in a twin, it will likely be a different cylinder for the left and the right engine.
I hope this makes sense. Like I said, the LOP video shows this with some graphics - may be easier to understand if you look at that.
Best regards, Martin
Martin, leaving the engine throttle in full and adjusting the prop in the climb and then again cruise as you say, does that overstress the engine because you don’t throttle back to a square setting? What does your procedure do in consideration to fuel consumption? Does the POH recommenda lower throttle setting and bringing the prop back to 2500 in the climb at 2375 in the cruise with a power setting of 23 inches in the cruise and no more than 25 inches in the climb? Or do you mainly manage power by cylinder head temperature and EGT? What did you say you lean at 25° below peak?
Please forget everything you ever heard about "oversquare" engine operation. No such concept exists.
Your POH and engine manual will have guidance for proper engine operation. Mine suggests wide open throttle and 2700 RPM for the climb.
Regards,
Martin
@@martinpauly I don’t think it is a question of over squared. I think people reduce power in the climb to 25 square because for some reason they feel it is easier on the engine to reduce a little less power then to run it at full bore. Most GA pilots are flying with a Lycoming or Continental engines, and those don’t recommend wide open throttle with a constant speed prop or running lean of peak even though that keeps your cylinder heads cooler. I’m flying a warrior that recommends running the throttle wide-open at cruise, and reducing RPM with the mixture for best economy. This only applies to engines running below 75% power. Above 75% power it is recommended full rich.
@@aviatortrucker6285 Yes, people make slight power reductions in the climb because they feel it is easier on the engine. It actually isn't, as I explain in my engine management seminars at AirVenture and Sun 'n Fun every year. What feels good intuitively isn't always actually good; in this case, retarding the throttle lever slightly deprives the engine of that extra fuel for keeping the cylinders cool. There are some turbocharged airplanes and some aftermarket upgrades which prohibit full throttle take-offs for good reasons, but that's the exception to the rule.
It is well established that most POHs are a disaster when it comes to engine operation. Having said that, I agree with what it says for your Warrior about "throttle wide-open at cruise, and leaning mixture for best economy". So how much leaning is that? Peak EGT? Or until roughness, and then a tad bit forward? (Would it surprise you to know that doing the latter might make your engine run LOP?)
Running full reach above 75% power... sure, that's easy and safe. It is not the most efficient way to run the engine, nor is it needed for engine longevity.
- Martin
@@martinpauly actually it doesn’t say to pull the mixture until you get engine roughness. If you start pulling the mixture back, you will get a engine reduction prior to it getting rough. So let’s say that 65% horsepower is 2500 RPM. Full throttle would be 2650 and as you hit cruise, you bring the mixture back until the RPM drops to 2500. You won’t get roughness till it goes well below 2200. the EGT gauge in that aircraft is probably less than perfect because it barely moves. You’re better off using an engine analyzer like you have. I know jet engines, and some turbo props, reduce the % torque or reduce the ITT when transitioning to cruise climb setting. I’ll mention something else to you. As a mechanic and understanding, engine operations, I don’t normally start my engines the way the POH says or the checklist. I have my own technique and it is easy on the engine and you don’t get that very fast starting and high rpm, especially when the oil is cold and it’s first thing in the morning. Normally the engine just rolls over from a start RPM and picks up to about five or 600. I let it run like that for 30 seconds and then I increase it to 1000 RPM to get the oil up into the upper portion, then bring it back down to idle at about 700. During taxi and ground operations, I leave the mixture about 1/3 of the way up.
@@aviatortrucker6285 I definitely like your thoughts on starting an engine. In a cold start in my Bonanza, I usually see around 700 RPM initially which isn't as good as your 500 but still better than the 1000 or more which I see so many engines come to life at, before effective lubrication is in place.
If you instrument tells you that your tank is full, wouldn't you manually check it anyway to make sure? The instrument could be malfunctioning. Just wondering. I am an Army engineer, not a pilot, lol.
You are right to be skeptical about the fuel gauges in those airplanes. The pre-flight inspection (walkaround) includes a visual confirmation of the fuel levels, by looking into the tank. That way, you have a good idea of what your starting point is. From there, fuel totalizers do a good job of reducing that amount by whatever you consume in flight, and that allows you to make a meaningful cross check against the fuel gauges.
- Martin
Why is #6 cylinder running so much hotter. It is one on the left front, correct?
Jon Funanich That’s pretty typical in a Bonanza, Jon. The cooling air flow doesn’t do too much for cylinder #6, even though it’s in the front.
*Nice video Martin! what do u do for Living* !?
I work for an avionics company, currently on the avionics system for the Airbus A220.
Nice jacket. DL A220 pilot?
No, but I work for an aerospace company, and Delta is a customer. The jacket was a gift from one of their pilots a few years ago.
- Martin
@@martinpauly Cool, I have one hanging in my closet too. Was one of the initial cadre of LCPs when we ordered the jet, prior to Airbus buying 50.01% stake, renaming, and building the Mobile, AL facility. It's a sharp looking quality jacket, that is for sure.
You have in-dash flight plan activation? How does that work? (Sorry if it's a dumb question).
Phil, please help me: where (timestamp) in the video do you see something that looks like "in-dash" flight plan activation?
- Martin
@@martinpauly 2:55
@@coolranchluke Ah, I see. That has nothing to do with the ATC environment or my IFR flight plan. It merely tells my GPS (the Avidyne IFD) to start computing navigational guidance for the GPS flight plan.
Regards,
Martin
Hi Martin, I noticed on this video that you seem to have both GoPros on the windshield connected to the audio? How does that work? Happy new year.
Hello. What you see in the video are power cables, not audio cables. I find the batteries in the GoPros don't have enough endurance to capture a long flight reliably, so I add a USB power cable.
Best regards, Martin
Well done with the edits and inserted data windows. Thanks! I see your shirt which says Delta. Do you work for them?
Indirectly. I work for an avionics company, and the program I work on has gotten me in touch with some airline pilots over the years - including some from Delta.
- Martin
Martin, I’m seeing your videos for the first time. I see the Delta logo on your jacket. Are you a Delta employee?
Hi Sam. I don't work for Delta; I work for an avionics company, and through the program I support there (A220/CSeries), I have frequent contact with the airlines that operate this beautiful aircraft - including Delta.
Best regards, Martin
What’s your approach for handling shock cooling? I saw you go from 25” to about 20”, and was wondering what your rule of thumbs are on handling that in your bonanza?
Can you help? I been flying the V35 and F33 on FSX. I always start each flight using the left fuel tank. However, despite my best efforts to coordinate and manage in flight fuel use ( left / right tanks) the Bonanza always has a tendency to roll to the right. Is this right? Does one have to always have to crab this aircraft to the left for straight & level flight? Which tank do start each flight using?
Mike, a real Bonanza should not require any noticeable effort to fly coordinated, except in a climb (due to the left turning tendencies).
Regards,
Martin
@@martinpauly thanks so if i understand you correct the torque in this a/c tends to roll it to the left..My folks flew and we had 182, Mooney then a Cessna 310 I remember him saying the V35 was more labor intensive to fly as it ‘wagged its tail’ and required constant rudder work. So wich tank do you begin each flight using as default?
@@martinpauly real Bonanza has clockwise rotating prop hence the left yaw
@@MikeBixby I typically start on the left tank if both tanks have the same amount of gas, otherwise on the tank with more gas.
- Martin
@@martinpauly Thanks, Martin. Keep the Videos coming.
Hello Martin and happy Thanksgiving! Another awesome video, thank you for details that you show, explain and guide us through! I have to ask (since I didn't catch it before) what kind of headset are you using and are you happy with it? I like the idea of "in-ear" lightweight headset so I am curious to know.
Thanks for the kind words. The headset is called ‘Halo’. It’s from Quiet Technologies. I like it a lot; it’s very light without any pressure on my ears or heads.
Martin, thanks for sharing!
Love to watch your great vids!!
Just a few comments/questions (no offense please!!) :
1) On run-up/mag check I didnt notice that you wait for all cyl to be ok?
2) I wait for gear up until end of runway or at least some height
3) When you lean, Cyl # 1 is at almost 1530F, but you look at #5 only because of hottest CHT?
4) When you check in with Madison, did he clear you for the RNP 14 approach?? ATC is really hard to understand!
You didn’t respond. Then he told you to expect visual 14. I‘d like to know if this is a standard procedure.
On the ATIS all 3 runways were active so hard to be prepared (if you wanted to actually fly an approach). When I fly over here in germany, I listen to ATIS and I know what to expect most of the time.
Again, no offense please, just trying to learn! Thanks!!
Happy thanksgiving!!
Hi Timm,
Thanks for your comment and questions.
1) On the mag check, what I look for is an RPM drop, a slight EGT increase on all cylinders, and overall still a smooth running engine. That can be verified in a second or two - no need to wait longer.
2) I understand there are different schools of thought here. Here is mine: In the (unlikely) event of an engine failure after take-off, I want to maximize the chances of survival more than the chances of leaving the aircraft undamaged. Ideally I do both, of course, but if I have to pick one, I pick myself and my passengers over the health of the airplane. Once I can no longer land on the remaining runway ahead, my options increase with altitude. And I get more altitude if I climb with the gear up. Even if I do end up on the remaining runway after I raise the gear, a belly landing slows me down much better than my brakes ever could, thereby dissipating energy very nicely before running into whatever waits for me at the end of the runway. I am not saying this is the only valid approach, but it is how I look at it.
3) The absolute EGTs don't really say much, nor should we be concerned about which EGT is the highest or lowest. I select #5 because later, when I switch from rich of peak to lean of peak, I use the #5 EGT for leaning. That's because in my engine, #5 is the last cylinder to go from rich to lean.
4) That transmission was for a different aircraft.
I hope that helps!
Best regards,
Martin
Ah ok, makes sense! Thanks for your response!
I need to revisit your video on LOP operation.
Keep up your great work!
More breakfast footage please
Breakfast footage? If you are referring to footage from inside the Jet Room restaurant, the owner told me he has a “video policy”. Cameras are not allowed, I’m afraid.