The American Bonanza Society serves Beechcraft enthusiasts by sharing valuable safety, technical and educational resources, and by promoting interaction among and advocacy on behalf of its members.
Yes, allowing heat to dissipate by opening the cowling helps the engine start more easily when it’s hot. Open the cowlings only in very light winds and when you can remain with the aircraft, so you can close them to prevent damage from prop or jet blast from taxiing aircraft. - Tom Turner @ ABS
Love this idea so my bonanza buddy had me try it in my SR22 T/N. Ended up with a giant puddle of gas underneath the cowling. Thankfully, we hopped out and looked before we tried to actually start it. We were able to push it to a different part of the ramp and then do a flooded start.
Love this idea so my bonanza buddy had me try it in my SR22 T/N. Ended up with a giant puddle of gas underneath the cowling. Thankfully, we hopped out and looked before we tried to actually start it. We were able to push it to a different part of the ramp and then do a flooded start.
The position of the throttle during the fuel circulation step of the POH Hot Start procedure is irrelevant as no fuel is getting beyond the mixture cutoff. After turning off the auxiliary fuel pump the checklist calls for priming the engine, which includes moving the throttle fully forward for priming before retarding it for start. Personally I go ahead and put the throttle fully forward at the beginning of the Hot Start procedure but it makes no difference in that part of the procedure. - Tom Turner, ABS Air Safety Foundation
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.
Good things to think about. The couple of times my gear failed to come down (Motor issues) I knew right away it wasn't down. I do three gumps, Oppisite touchdown. Again before turning base and then on base. Final check on short final, three in the green everything forward.
A Great reminder and Refresher . Well Done. Should always be part of your Landing Check list and Additionally after TO did it look Right, Feel Right and Sound Right. If it did not Get back on the ground after you check Down and Locked.
I own D-716. It's really simple when warm: It'll hit on the first turn, but you better pump, pump, pump to keep it going, because they vapor lock badly when hot. Watch the fuel pressure. Slow your pumping of the wobble until the engine pump takes over. Sometimes it takes longer than you might expect, but it's not brain surgery.
If you ice up your GA Airplane more than say 1/8th my advice is to point it to the closest longest runway and do a high speed straight in, no turns, land rent a car get a motel but get out of the air.
GUMPICSS. I’ve always learned gas, undercarriage, mixture, prop, instruments, carb heat, if equipped, switches, seatbelts. You could never have too much on the landing checklist.
Do I have a Bonanza or a Debonair? No. Did I watch this entire video? Yup! 😂 Great video to make for anyone though, an owner watching this could just store some steps to take immediately without having to pull out a checklist
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
Wow, excellent video. I would also mention that extra airspeed during icing adds airspeed margin between you and the rising stall speed of the iced aircraft's wing. The stall speed of an iced wing could be much higher than expected. Other than maybe mushy controls, the pilot has no way of knowing what the iced stall speed is so, yeah, keep the airspeed up, and keep your wheels close to the tarmac during the landing flare. At flare, an iced aircraft is very likely to stall abruptly and one wing will invariably drop before the other, so you don't want to be ten feet above the ground when that happens.
One of the things I truly love about aviation and aircraft is how function is so dependent on form. The shape of an airplane is everything - it defines how it will fly. The Bonanza is an amazing example of that. Beautiful - and amazingly capable! Love it!! I have a late model V35B. It is the most precious thing I own.
I (Tom Turner) don’t have any experience with the Continental TSIO-360 series as it is not used on any Beech airplanes. Like models I’m familiar with, it varies by engine type. If your engine employs the Continental Continuous Flow fuel injection system then yes, it works the same. If you don’t know the type of fuel injection system your engine has there are some clues: 1. If the Start checklist calls for starting with the mixture control in the idle cutoff position and advancing the mixture when the engine fires, it does not have the Continental system. 2. If the Takeoff checklist calls for the auxiliary boost pump to be ON, your engine does not have the Continental system.
Bonanza needs a slotted flap to make up for that stubby wing that’s too short, and an engine that doesn’t have snap rings about to fly off the counterweights on the crank, oh yea a Lycoming, which doesn’t have that problem.
Great resource, and I understand the disclaimer that these things should be done by an A&P, however, most of these checks should be done more often than annual and most owners should be perfectly capable of accomplishing most of this during a typical preflight.
Best two points from this excellent video: 1) fly the airplane and, 2) take your time. This is an ABNORMAL, so don’t make it an EMERGENCY. Thanks, Tom, for another great lesson.
Excellent instruction. Thank you. The emphasis and reminder to pilots about the dangers of power on stalls is great. Reminder to pilots, that left turning tendency on takeoff starts as soon as you rotate, before going airborne.
