Bonanza Accident Hotwash- Corona B36TC
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- เผยแพร่เมื่อ 6 ก.พ. 2020
- FlyWire takes a look at the Preliminary Accident Report on the Corona B36TC Accident. We try to recreate some of the aspects of the Military Approach to Flying Safety and do a Hotwash of the accident to pull lessons learned in order to apply them to our flying. There were some striking things that happened in this accident so please check it out.
Here are some links for you to check things out further for yourself:
tinyurl.com/wabqg69
We'll post the AQP AFR (Advanced Qualification Program- Annual Flight Review) pdf from FlightChops and Dan Gryder on our web page so you can get it there as well as on Flightchops site. Spread the word, training is fun and less fattening than a hamburger!
www.flywire.online/post/bonan...
FlyWire is about exploring flight and the freedom this incredible experience brings us on a personal level. Flying has always captured the imagination and excitement of living life to its fullest. Hi, I'm Scott Perdue. In a former life I flew the F-4 and F-15E, more recently I retired from a major airline. I've written for several aviation magazines over the years, was a consultant for RAND, the USAF, Navy, NASA as well as few others, wrote a military thriller- 'Pale Moon Rising' (still on Kindle). But mostly I like flying, or teaching flying. Some of the most fun I had was with Tom Gresham on a TV show called 'Wings to Adventure". We flew lots of different airplanes all over the country. Now with FlyWire I want to showcase the fun in flying, share the joy and freedom of flight and explore the world with you. Make sure you subscribe if you want to go along for the ride!
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Thanks for posting this video, Scott. I had a trim incident 2 years ago in my Mooney 231 which I was fortunately able to correct without mishap. I was fairly new in my airplane at that time. I was departing a busy Class C airport after landing for fuel. I had been flustered by complex ATC taxi instructions on landing and had failed to return my trim to neutral/takeoff position. I would normally have caught this on my After Taxi checklist prior to takeoff. However, there were several commercial jets at the end of the runway awaiting clearance and ATC offered me a mid-runway takeoff position if I could take it right away. I should have declined it (my rule now is to always use the whole runway, due to this incident and other reasons I e picked up on my last Biennial Flight Review). But I was still feeling chastened after botching my taxi instructions after landing, so I took the option and started my takeoff roll without doing my preflight checklist. When I hit Vr I pulled the yoke lightly and the airplane jumped off the runway at a steep angle. Fortunately I was well below gross weight and within the balance envelope, so I was able to maintain airspeed and push the yoke and bring the nose down to normal takeoff attitude to avoid stalling the aircraft, while simultaneously using my electric trim switch to correct my trim setting. It scared the hell out of me. Lessons learned: 1) ALWAYS follow the same procedure, including full checklists, on EVERY flight; 2) Do not let ATC pressure you into doing something you are not fully prepared for.
Excellent story James, thanks for sharing! Things like that can happen to anybody... good learning point.
@@FlyWirescottperdue FWIW, I took 16 hours familiarization training from a Mooney-savvy CFI when I bought this airplane and flew it solo a further 25 hours before I felt competent to take a passenger up in her. I strongly endorse your recommendation that pilots new to high performance aircraft like the Bonanza or the turbo Mooney do this. Without that training I don’t know that I would have corrected the trim error without stalling, it was VERY fast.
@@JamesWilliams-en3os Agreed!
Thanks Scott! Juan.
“Fuel, flaps trim” was my instructor’s mantra entering the runway. He always said, “that’s the stuff that can kill you.”
Thanks for another great debrief, Scott. I'm a high time airline/military pilot and a low time GA CFI. Your videos are helping me meld those two things together. Another Nickel on the grass Brother!
At 12:40: "Slow is smooth and smooth is fast." This same mantra is true in firearm training, in particular with drawing a handgun. Trying to rush ends up creating excess drag (on the holster), just like premature liftoff of the airplane. Both can have similar life-threatening results.
The Rocking Chair is classic. Thank You Scott.
I really like the "D-T-C-I-G-A-R-S" taught by the American Bonanza Society. I have used it in every plane I fly and teach in. These are good Runway Items before crossing the hold short line. Doors / Trim / Controls / Instruments / Gas / Altitude set / Radios / Safety Belt. I too have found wrong fuel selector / wrong trim setting with this last acronym. Great video!
Good stuff! Thanks.
When you check the flight controls you are supposed to check the trims too. They are part of the flight controls. I check the controls before starting the engine. You can hear any noises and feel them better. And set the trim before starting the engine without all that noise and vibrations dampening what you hear and feel. I do a CIGARS check BEFORE starting engine.
You are making great videos. Keep it up! Specially after sad and avoidable accidents. I am a young pilot and very happy for the apportunity to learn.
I always set my trim to neutral when I start my walk around and confirm it during my walk around where I am actually looking at the trim surface on the tail. I will run back inside and tweak the wheel to get it to exactly neutral. I fly a rental plane so I never know how it was left or if the trim indicator is inaccurate.
Excellent
Good idea, I will incorporate into my future preflights. I fly rentals too. Often find switches and controls left in odd condition.
Excellent point! Happened to me where I found the indicator almost full forward during control checks and wound it back to centre indicator (!) position. Turned out that was almost full nose up. Airplane lifted off prematurely and my buddy had to wind the trim back nose down while I was pushing with both hands. Your suggestion can prevent accidents!
Excellent clip again! Thanks, Scott!
I listen to people smarter than me. (or at least more experienced)
I don't have time to make all of the mistakes myself.
Hey, I like that remark!
Had a trim issue in Statesville NC. I can’t remember if I checked the trim during pre-flight or not. On takeoff it flew faster than I was anticipating. Had to push the yoke through the dash to keep nose down until I came back around and landed. When I exited the plane and checked the trim it was stuck in the “up” position. The trim in the cabin was neutral. I’m sure to check that every time now. Lesson learned. Very lucky.
Thanks for sharing, Troy!
Thanks for the video. Though I would agree with much of your assessment and the errors made...
I have a fair amount of experience with Corona Airport (KAJO) as it is 12-miles south of my house and I fly there quite often. It has a relatively short runway (3,200 feet) and neither end has a safe overrun. To the West is what looks very like a South American Rainforest.
To the East (their attempted direction of departure) was the fence and a recently constructed Army Corp. of Engineer’s earthen flood control berm.
My sense is that they didn’t realize they had a serious problem until it was too late to abort their takeoff and damage the plane. By roughly midfield, you are not going to be able to reject the takeoff and stop before going into the fence. Of course, cutting power and braking into the fence would have been a superior choice in this instance, but most pilots try their best (for good or ill) to save the aircraft.
The elevator trim likely did not get reset after landing (or, unlikely but possibly a runaway electric trim condition). The Plane was heavy at or near overgross; Departing with a Tailwind (strange because the preferred calm wind runway is 25 (West) and a more direct route back to Torrence (guessing wind had reversed direction from when they landed for fuel and the AWOS check was skipped).
Every-time I depart Corona Airport it is a concern to reject the takeoff very early in the run if need be, as there is no safe overrun and you are sure to at a minimum, destroy your aircraft if you can’t get it in the air.
F33A Driver.
Appreciate your insights and help to the aviation community.
Hi Scott, you make a some very valid points & learning take aways - i sincerly hope heaps of people get this inportant example & learning point. - as usual another fine video as were your last few on the Bonanza.
Thanks! Hopefully the best is yet to come! Is there anything you'd like to see?
Excellent video. Thank you for taking the time to make thoughtful comments on this tragic accident. As a former Bonanza flyer I can say that at one point, I thought that a memory flow check was sufficient as a pre-takeoff procedure. After more than one instances of my memory flow missing simple things like setting trim I made a commitment to following a written checklist for every takeoff and landing followed by a flow check as I taxied onto the runway and on final. After that change in procedure I never again found myself in the embarrassing and dangerous situation which in this case resulted in tragedy. These small airplanes look deceptively simple when compared with twins and larger aircraft but there are still critical items that should be checked in all flight configurations. Checklists are our friend.
I appreciate your videos. Only became aware of them this evening. My father, Lew Gage, is a pilot who also loves to train and is continually asking the “what if” questions which are meant to avoid stupid reactions rather than appropriate responses. Keep up the good work!
Mike, thanks I appreciate that! I definitely know of your Dad. He's made big contributions to the Bonanza world!
Great info in these vids. Thank you
In my V35B, I have never experienced trim up that was not easily overcome with yoke forward- not pleasant but not impossible. This sounds again like an early rotation and behind the power curve: increased drag due to high AOA.
Some bad pilots do like a Panic Pull under Vr- That kills the lift. But they do it without thinking. Panic reactions. They use the electric trim up to help them pull up more too. Panic Pull kills..
I have a 79 A36 and am a low time pilot. It took me a few flights with an instructor to dial in the correct trim for takeoff. The dial is a little low and behind the control yoke making it hard to see. After a few flight of too much takeoff trim I eventually found the sweet spot. When trimmed high there is an astonishing amount of yoke pressure needed to keep the nose down.
Good lesson learned! Have fun with a great airplane!
good advice, fly by the numbers
I knew the pilot quite well. Very sad. He was very experinced pilot, but in later years flew less. I am a CFI and see this once in a while...
Good one Scott !
Thank you Sir
Another thing, is after maintenance or annual, make sure to do a thourogh walk around and check. One time after picking my plane up after annual I did my normal CIGARS check and found the trim and been set to full nose down. To complicate matters, the airport was using a taxi way as the runway due to work on the main runway. Had I missed this, it could have been fatal.
Great catch... procedures work!
For short / soft field ops, my instructor taught me to trim slightly nose down. If I recall correctly, it was to prevent exiting ground effect before ready to fly. This was in 172 and J5 Cub.
Not sure how that would work....
Great job again Sir. You could make these as an accident report with a testifying style. That approach is dry and doesn’t captivate and build trust with the viewers. Instead, you use a fire side chat style that brings the viewers attention into isolation for pure attention. Along with that, you use only the facts and expand into conjecture for training and improvement. ✅👍
Great spiral video.
Back in the Dark Ages I was a Nav in the USAF and one of my jobs was to monitor how much runway we had used/had left if something went crook on take off, so we could abort or know if we had to fly it off. I used to have to fly in and out of National in DC quite a bit as a passenger in commercial aircraft and it wasn't until after the 737 had the icing incident and smacked the Potomac river bridge, etc. that I finally noticed that most civilian airports didn't have runway markers to show how much runway was left. Up until that point I thought all crews monitored position on the runway for possible abort decisions. Little did I know! Your advise is sound. Have a plan and be sure you have the metrics to monitor a decision point.
I really enjoyed the analysis of "helmet fire" at 10:30
Yes, me too. I’ve never before heard that term for cognitive overload.
Great video thanks. I own b36tc, Need lots force to keep nose down if trim is in nose up positions. Take refresher courses with BPPP Instructors
Very informative ....
My RV-8 is nose heavy and land with nearly full up trim. It is quite powerful and like you it's the last thing I check before TO. Good vid. Btw, the rocking chair ages you by 10 yrs. :-)
Can't avoid that;)
My Dakota is nose heavy as well. Whenever I look at the trim before takeoff or landing I still question it sometimes. Haha
I always enjoy your videos Scott as they are thoughtful with insight. One point, at 6 minutes 56 seconds into the video you say he might have been trying to do a short field takeoff with the elevator fully up. That is not how you do a short field takeoff.
Not in a B36TC for sure.
Is neutral (at the trim tab itself) necessarily the correct position for takeoff? I thought the designer would have made neutral the correct position for a cruise airspeed.
Very interesting, and sad at the same time since lives were lost. A very important thing in aviation is to understand why and what makes a wing fly, and under what circumstances they wont fly no more. There are pilots that pass check rides, and fly their airplanes, but lack of understanding of some aerodynamic basics
Thanks Mach... BTW I've seen Mach Tuck... pretty cool event!
The thing that really concerns me is taking off with a tailwind, not to speak ill of the dead but "WHY would you?"
We’ll never know. But it serves for all of us to learn from this accident.
That seems to be a fairly common training manoeuvre in certain circles...
BUT it's one that only works when the "instructor" is proficient...
In this specific set of circumstances I'm with you. Just why would you???...
I'm familiar with this airport. There is a freeway and not super high hills but terrain shortly passed the end of the runway going the right direction. The wind is also unpredictable and often shifting direction and can be gusty. I've also seen quite a few potholes in this short and not very new runway although they're usually quickly filled. I'm curious why they wanted to put that much fuel to fly to an airport that is probably 10-15 minutes away.
Good lesson. I can see how this could happen. As a student I’ve had instructor have me land and then take off again....you don’t have the chance to do your check list....well this guy got full fuel...and I can see how if you were practicing a short field...trim could be way back....then with full fuel it could cause a situation like her described if you are at max weight and short field. You have to hold that nose down until almost the end of the runway and if you didn’t...what happened will happen. I’ll not forget this video. Thanks.
First time you did a touch and go? Some schools dont allow them. Pilot end up been not used to do low go arounds either. A touch and go is like a go around after been on the runway. Except you can retract flaps on runway. No touch and goes flight schools make weak pilots.
Very well done. Facts with a reality check. Complacent / in a rush leads to lots of problems in life. It takes a definate mindset switch to get in the right mode.
Learn from the mistakes of others. You will never live long enough to make them all yourself. - Groucho Marx
Hi Gunny, did the accident aircraft have dual yokes or a throw over yoke?
Don't know. The NTSB didn't say.
I was at Addison KADS on a takeoff roll in a C172 and was airborne at around 45 KIAS. My reaction was to keep the aircraft in ground effect; which took quite a bit of forward pressure. My next though was to stay in the pattern and land, but I noticed that the trim was in full nose up position. I was able to correct the problem during the climb out.
I can see how one can be quickly distracted. My initial thought was to “fly he airplane” which to me starts with airspeed. Perhaps the best course of action would have been to abort the takeoff.
After thinking about it I believe that during my run-up, I did an extra auto-pilot check with the G1000. I put the autopilot into heading mode and turned the HDG knob to verify the autopilot was commanding the ailerons correctly. I was taught this technique in a C182. I believe that during this test the autopilot believed it was going too slow and added nose-up trim. I now added checking the trim position as part of my taking the runway checks.
An abort would have been best. But it sounds like you handled it well. I check my trim every time I cross the threshold.... I’ve had the autopilot do exactly the same thing to me before.
Interesting. I had a Garmin ESP (G1000 NXi) (on the ground, engine not running, aircraft in the hangar) announce “autopilot engaging” and then it proceeded to, on its own, run full nose down trim. Not good.
Truly not good! The autopilot can be your friend, but its a 'Trust but Verify' kind of friendship.
I feel like bonanza are the most talked of crashes
I like Bonanzas and specialize in them... so I do talk about them a lot. They actually crash at a lower rate than Cessnas or Pipers.
Scott, I get the distinct impression that you are also a firearms instructor. And probably a good one.
If you're ever in doubt about whether the airplane can make a takeoff close to gross weight with additional adverse conditions (tailwind, short runway) leave your heaviest passenger on the ground and do a takeoff.. if it feels right and you easily get the aircraft up above any obstacles, just join the pattern, land, and pick up your passenger. The books and charts are for a brand-new airplane under ideal conditions - this way you simply run a test on your airplane and the current conditions.
That'll work. Might make the big guy mad though;)
Preach it brother...!
My procedure taking the runway: “Flaps, Fuel , Trim.”
Flaps: Set.
Fuel: Mixture set for density altitude, fuel selector desired tank or both, fuel/boost pump on/off depending on aircraft.
Trim: Stab/elevator/rudder/aileron trim set.
Excellent procedure!
Galileo7of9 The intention of the “Flaps, Fuel, Trim” mantra is to ensure that the fuel selector and other items, as a last check, are properly selected. There was no advice given on changing the fuel selector at that point. However, if the fuel selector was set incorrectly, the time to know it is before takeoff.
Galileo7of9 I fly many different airplanes, so the “flaps, fuel, trim” has been something I use on a regular basis as a last check item in someone else’s airplane, whether I’m flying it, training in it or checking in it. It’s already saved me once in someone’s jet who didn’t have a proper checklist that covered a land and taxi back for takeoff. Your use of it is optional, of course. Meanwhile, I’m still alive.
Is that model not controllable full trim up? Had this happen in my Viking, was disruptive, but controllable.
Jerry- The elevator is powerful and I think with full up trim at 80 knots you might have to exert 40 lbs or more of downforce to keep the nose level. When you're not expecting more than 5 it can be a shock!
Sounds like no written checklist and haste. The adage is, "when you are in a hurry you are in danger."
Absolutely!
Adding 15 knots to the ground roll made it possible to get airborne and in ground effect stay airborne? Didn't always work too well for Amelia As We Know but most time she made it. Except if you're in the jumbo the idea is to fly it Off The Runway. On that you really had to yank on it quite a bit to get it to 15 degrees or more.
Was his failure to adjust the trim to take-off the cause or the overweight condition or the combination of the two. If he did his check list correctly would t this have caught the trim issue. Or am I missing something?
Combination of the two. And no, you seem to be on target.
Why would they take off down wind, maxed out on weight?
The picture says full down ( inverted ) would that force the nose down not up you said full nose up. That seems more like a mistake someone forgot to check it probably by the time they figured out wasn't going to take off too late to stop it short runway.
Blastman- The airplane ended up inverted, so the picture is not oriented normally.
When the tab is down, it forces the elevator up, which raises the nose.
They had just landed there. Why was the trim set full up?
Don't know, a tragic mistake.
The picture looks like the trim tab is up but doesn’t that indicate down trim for the elevator? The trim rod is on the bottom of the elevator right?
@@rv610dave The airplane is upside down. The picture is of the top of the elevator.
This harkens back to the saying, "Take offs are never a requirement, only the landings." I agree 100%. If anything goes wrong in the roll up to rotation and before positive rate, ABORT! I guess you could say the the pilots primary activity on takeoff is to find a reason not to keep going. Samething on preflight. You are not looking to make sure everything is safe, you are looking for a reason to ground it. Thanks.
I would summarize every one of Scott's analyses as "plan for the worst, hope for the best". Planning for the worst includes adequate and current training in the aircraft, an operational understanding of the aircraft's performance capabilities, and rehearsed decision making - if that, then I do this. It's another video, but Scott asks you if the flight you are about to make is the most important thing in the world today, and decide go/no go on that basis. When is a GA flight the most important thing in the world today?
Exactly right, John. Thanks for sharing!
Great analysis sir.
My question; were they using and following a checklist? If not- why? They have little recent experience. Just sit back, relax and go over some things that could potentially ruin your day.
Unfortunately, we have no way of really knowing. What we can do is learn from their mistakes so we can avoid them in the future!
Image of elevator trim tab shows full nose down position... NOT nose up.
The wing is upside down for the accident airplane. I think I even said that it flipped over when it hit the berm.
The image shows the elevator trim tab to be in the full UP position. This would cause the elevator to move DOWN. The elevator DOWN would cause heavy pitch DOWN force, making it impossible to rotate to climb attitude.
The trim tab is consistent with about 15-18 degrees nose up. There is a significant bend in the mounting location which could account for the additional deflection in the picture. For heavy 36 series airplanes 15-18 degrees of trim is common for approach speeds. The reaction of the airplane in that configuration is that with airflow the elevator will move up and command a pitch up.
For Bonanzas the trim tab mount is ON TOP of the tab and the picture shows that the horizontal is UPSIDE DOWN. I made this comment in the video. This picture is from the NTSB report and they did not consult with me about labeling of the respective areas.
Thanks for your comments, but your orientation is incorrect.
wouldn't the yoke want to punch you in the face as airspeed comes alive? I've never taken a complex off before but I would think the airplane would be screaming at you. Then I read the ubiquitous questions on Boldmethoed asking "what if your trim control fails on approach" Well, my rule number one is Fly The Damn Airplane.
Sorry to use this saying so often but lately it seems to be the answer to many of these accidents, : takeoffs are optional , landings are mandatory: really great advice. Thanks again
Cute. But too vague to be of any use.
@@Mrfrenchdeux You totally missed the point!
Duane Quam From your comments, I can say with certainty that you are not a pilot. No one is interested in your useless input. Your point, if any, is valueless.
@@Mrfrenchdeux I am not! . With a attitude like you're displaying one
can only hope you are not a pilot either. My cousin was a flight engineer on B-25 in the pacific. His crew flew 201 mission's and the pilot had a sign in the cockpit with that written on . History lesson for you. Flight engineer had the last word on if you left or not.. The first words out of his instructor's mouth was what I stated. Think about 201 war time missions and he survived. Did that saying help , we will never know. Oh second lessons, that saying was coined by Billy Mitchell !!!!
Great video. Did fly military?
Yes, I flew F-4s and F-15Es in the Air Force.
@@FlyWirescottperdue i worked on the A7E and F14. By the way you speak I could tell you had some military background. I think military Pilots are the best trained.
@@johnb7490 Thanks, John!
Training training training
Life long learning
Tests and repetitions are labeled proficiency. What isn't measured is a person's actual competency when dealing with something outside of staged tasks looking for a programmed response. Seems I remember something about roote/rout(sp?) learning which is learning to perform a task through repetition, or monkey see monkey do, as opposed to competence and understanding.
True, but through practice, critiquing your mistakes and the desire to get better we progress through the 5 stages of learning. You gotta start somewhere!
@@FlyWirescottperdue Indeed you do start somewhere, and practice to master reflex. I'm simply saying rote learning doesn't accommodate interruption well, and that response is extremely difficult to measure. Industry reaction is usually more rote training. Might just be an uncorrectable problem for a percentage at the human level, hence the pushes for more automation.
@@scottpatterson4105 Scott, I see your point and to a degree agree with it. But I'm not giving up. I embrace technology, but I'm still an old school stick and rudder guy. Maybe, eventually, stick and rudder skills will evaporate and computers takeover. Until that day I'm going to enjoy feeling it and paying it forward. Let's go fly!
@@FlyWirescottperdue Yup, stick and rudder also. Original '62 panel, no a/p, Garmin 195 and a WAC chart...life is good...cheap and simple...lol
@@scottpatterson4105 HaHa... A Garmin 195, a brick (I've owned two) is old school these days;)
If a private pilot is not getting 100 hours per year in each of their planes, are they really a pilot? I think 40 hours is the minimum.
Recent experience is definitely important. Work to maintain currency! Don't forget that its supposed to be fun!
My takeaway from this, take off into the wind and jeeeze... do your takeoff checklist. Aside from all that and perhaps unrelated... I swear I have never been to any airport that scared me us much as Corona, for whatever reason people there just cannot seem to use the radio or be aware of their surroundings. I'm not sure what it is about that place... and as another pilot mentioned, I think maybe once in my life have I departed 07, it is almost always 25 and certainly with favorable winds. Seems like quite a few accidents there compared to most.
Your rocking chair if you have one or more rockers fail you might ding your airplane.
So far they've been pretty reliable. I'll keep them away from the airplane;)
Being familiar with both Corona and Torrance, the first thing I noticed was the downwind takeoff to the East when they ultimately had to go West.
Don't we all like it when the wind favors taking off in the direction we want to go.
In this case rwy 25 was very close to the actual heading they would fly to get to Torrance.
Probably he looked too quick at windsock and misread it. I did that once. Sun in background can do that too.
Oh, I thought it said HOGwash lol.
Its an Air Force term... review an event or exercise for lessons learned.
Cut and dry preflight checks.
These accidents have caused me to shy away from wanting to get back into general aviation. Too many overloaded aircraft, too many folk buying aircraft that don't apply stringent safety measures, etc.
I'm sorry that is your reaction. To my thinking it would be better to spur you to get back into flying and do regular training sorties to stay sharp!
I am not a pilot think currency 4 mins in.
Golly. 4 hours on type.
I read this wrong was looking for bonanza hogwash 😂
Yep, so, did you watch it?
@@FlyWirescottperdue of course! Learned a new term as well 👍🏻
Sounds like the pilot just flubbed it and lifted off much sooner than was needed. He had no speed to spare. And instead of immediately lowering the nose to gain speed he tried to climb. When he subsequently left ground effect his lift account became overdrawn. Why do pilots do this? Speed is life! You can trade speed for a little altitude if needed. But if you have little altitude to begin with and little speed, you're bankrupt right out of ground effect. Account closed due to insufficient knowledge.
I was checked out by one of the best bonanza guys in the country when I transitioned to the A36 from a C172. He didn't believe in checklist, because he thought there were too many non critical items on the checklist that could allow you to miss something critical. He taught me the acronym CIGARS, Controls-free and correct, Instruments- altimeter setting, heading indicator correct. Gas- selector on fullest tank. Attitude- trim set 3 degrees nose up with no rear passengers, 0 degrees trim with rear passengers.. Runup- 1700 rpm, mag check, cycle prop.Security- seat belts on and doors secured. The last two things that I have learned to do is I add 10 degrees of takeoff flaps and last but not least, make sure the mixture and prop control are full forward, the later being the result of taking off one time with the prop control only partially in (I think my instructor snuck his hand over when I wasn't looking) .Its a good way to simulate a high density altitude takeoff, but very scary when you don't know what is wrong. GUMPS works good on landing. GAS-fullest tank Undercarriage-gear down. Mixture- full forward. Prop- full forward and Security- seat belts. Notice that flaps are not part of the GUMPS check. The bonanza will land fine with no flaps, or any combination of flap settings, the only time they would be critical is on a short field landing , so it is important to brief yourself on short field landing.s
Good Stuff, thanks.
But doesn‘t the flap setting change the stall speed ? Don‘t you want the stall speed as low as possible?
@@jadesluv normally you do you want the lowest stall speed, but say in a gusty headwind, partial flaps can stabilize the approach, and you have the higher headwind component to offset the higher stall speed. Its really a matter of personal preference.
@@jadesluv Russell is right. But I'm a little confused by your question here. For landing in gusty winds I usually don't use full flaps because a little extra speed gives me stall margin-- I don't want to be slow if a gust dies with me in a bad spot. If you're asking this as to why not use them for takeoff. Full flaps have too much drag and that would significantly increase your takeoff roll. You could use Flaps 15, for sure. But the B36TC would need extra speed (a conscious decision and target) because with that wing the airplane will takeoff before the rudder has enough authority to keep it straight. The thing is to go beyond rote learning... with understanding we become better pilots. What seems to be a small change can have a significant impact.
How come you call an anti checklist guy "One of the best bonanza guys". Call your insurance company and ask for a discount for not using the proven to work well Before TAke Off checklist. LOL. Hear they call an a.......
I'm sure that both pilots were republicans, because their mantra is always, "Go for it! We can make it!!!" Until they don't. Nice guys finish last. But they don't go out in a blaze of glory. To each his own.
Your voice goes up/down as you speak. Unwatchable.