Thanks Cory for this insightful video. I've watched it before and after completing ground school. I have a greater appreciation for what you were demonstrating!
Hi Cory, Just purchased 122TW (1975) and am trying to soak up as much knowledge as I can. During the demo flight I asked the pilot (not a CFI) what his Vref was going to be. He said around 78 Kts. I asked him if he ever used 70 (just higher than 1.3 Vso) to which he replied no, because he didn't like the 'mushy' feeling, i.e. more control authority. I have always liked 1.3 Vso because you don't float as much. It's possible the Beech 'lore' always warned pilots to not go below X, because Y will happen. I have some experimenting to do. Great video, cheers!
Great vid, Corey. It's always interesting to see just what these amazing machines can do. Have you done any studies on short field takeoffs? It would be interesting to see what distances you get for those, and clearing a 50 foot obstacle
Very nice video Cory, small changes in speeds on Final can make a huge difference on the rollout. Very important for short field operations. (I used to be at Wilgrove airport).
I liked your short field landing practice video.I have done short field landings in my beech debonair at approach speeds near the minimum recommended 72 MPH with some amazing results. The older flight manuals show approach speeds down to 72 MPH.The gross wieght of the debonair is only 3000 pounds however.
Thanks for sharing! The stall looks rather abrupt if you're not expecting it but very manageable. Have you ever tried out any turning stalls to see how it reacts to the infamous base to final turn? I imagine with the comparatively low directional stability of the V-tail it might be more willing than average to drop a wing in a turn.
Thanks for watching! The nose drop is more dramatic in a Bonanza stall than a Cherokee mush, but nothing terribly scary. As long as you keep the plane coordinated Bonanzas stall straight ahead. Every plane will drop a wing if the ball gets out of the cage during a stall, and the Bonanza is no different. I frequently practice turning stalls and both wings still stall at the same time as long as you keep the ball in the center of the T/C. Safe Skies!
That stall, to me, does not look very abrupt at all. The V Tail has good lateral stability. What matters is being able to use your feet to keep the airplane in coordinated flight, whether straight and level or banking. Keep the ball centered and don't exceed the wings angle of attack, and you will not have to worry about what kind of tail is on the airplane. Keeping the ball centered and not banking much more than a standard rate turn while low in the pattern will keep you out of trouble most of the time. People flying around low and slow and trying to line up with the runway with excessive bank or by cross controlling, will end up in the stall spin scenario most always. Its poor pilotage, not the airplane!!
I will also attest to the fact that a Bonanza wing stalls very predictably and isn’t scary at all. It will stall straight ahead if it’s coordinated. The rumors about the V tail being different in flight are almost all false and in fact it offers better control authority than a conventional tail in some situations.
My 1974 V35B has a dramatic dirty stall charctaristic. Your stall looks way better. Every time i do a dirty stall i am directly looking at the earth below and things and flying in the cockpit. Not sure why the difference.
I've taught a lot of people in many Bonanzas. Assuming the rigging is correct and the ball is centered, the stall should be a near non-event. Many Bonanza pilots have lazy feet, and that makes stalls much more "entertaining" than if their feet are awake and the plane is coordinated.
@@CoryJohnsonpilot I completely understand what you are saying, Power on stalls are non-event as you said, its the poweroff stall with full flaps and gear down thats dramatic. CFI tired it thinking i was doing it wrong but still the same result. Anyway thanks for the info and great content.
How much difference would you notice if the wright of the plane changed??? Passengers, luggage??? I’m learning to fly in a VTail. I’m very curious. Thank you. Great video.
Luggage/passenger location is a bigger issue than weight. There is a noticeable difference in takeoff distance and rate of climb at gross wt than when nearly empty, but the critical issue is loading. It's easy to load a V-tail aft CG, and that's a no-no.
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Thanks Cory for this insightful video. I've watched it before and after completing ground school. I have a greater appreciation for what you were demonstrating!
Glad it was helpful! Safe Skies!
Thank you very much for making this video please keep this video up for a while so I can reference in the future. I love the V tail Bonanzas.
Nice video. Thanks for sharing your theory and testing of the theory. Cool that it made a difference.
Great video Cory!
The voice of the Tower Controller sounds like the one we used to have at Addison Airport (KADS). Great Video!
Nice work / useful practice methodology.
Hi Cory, Just purchased 122TW (1975) and am trying to soak up as much knowledge as I can. During the demo flight I asked the pilot (not a CFI) what his Vref was going to be. He said around 78 Kts. I asked him if he ever used 70 (just higher than 1.3 Vso) to which he replied no, because he didn't like the 'mushy' feeling, i.e. more control authority. I have always liked 1.3 Vso because you don't float as much. It's possible the Beech 'lore' always warned pilots to not go below X, because Y will happen. I have some experimenting to do. Great video, cheers!
Great video and practice! Suggestion: for the wing drop-more feet less hands on stall recovery. Good job flying filming and editing!
Great vid, Corey. It's always interesting to see just what these amazing machines can do. Have you done any studies on short field takeoffs? It would be interesting to see what distances you get for those, and clearing a 50 foot obstacle
Very nice video Cory, small changes in speeds on Final can make a huge difference on the rollout. Very important for short field operations. (I used to be at Wilgrove airport).
I liked your short field landing practice video.I have done short field landings in my beech debonair at approach speeds near the minimum recommended 72 MPH with some amazing results. The older flight manuals show approach speeds down to 72 MPH.The gross wieght of the debonair is only 3000 pounds however.
Good video. Really nice looking Bonanza.Your just down 85 from me. Your based with a lot of the racing teams aircraft.
Thanks for the video. Note your Bose headset is on backwards. Also note you can swap cord & mic sides.
I wouldn't get slower than 70knots dmms-when shallow turns are needed.
Then no slower than 65knots on short final Vref.
I saw some add-ons of an angle of attack on some Cessnas what would be the cost to put some type of angle of attack gauge on your Bonanza
80kts is the best speed for land? What's is the speed limits for landing? i know i dépend the situation but the maximum
Thanks for sharing! The stall looks rather abrupt if you're not expecting it but very manageable. Have you ever tried out any turning stalls to see how it reacts to the infamous base to final turn? I imagine with the comparatively low directional stability of the V-tail it might be more willing than average to drop a wing in a turn.
Thanks for watching! The nose drop is more dramatic in a Bonanza stall than a Cherokee mush, but nothing terribly scary. As long as you keep the plane coordinated Bonanzas stall straight ahead. Every plane will drop a wing if the ball gets out of the cage during a stall, and the Bonanza is no different. I frequently practice turning stalls and both wings still stall at the same time as long as you keep the ball in the center of the T/C. Safe Skies!
That stall, to me, does not look very abrupt at all. The V Tail has good lateral stability. What matters is being able to use your feet to keep the airplane in coordinated flight, whether straight and level or banking. Keep the ball centered and don't exceed the wings angle of attack, and you will not have to worry about what kind of tail is on the airplane. Keeping the ball centered and not banking much more than a standard rate turn while low in the pattern will keep you out of trouble most of the time. People flying around low and slow and trying to line up with the runway with excessive bank or by cross controlling, will end up in the stall spin scenario most always. Its poor pilotage, not the airplane!!
I will also attest to the fact that a Bonanza wing stalls very predictably and isn’t scary at all. It will stall straight ahead if it’s coordinated. The rumors about the V tail being different in flight are almost all false and in fact it offers better control authority than a conventional tail in some situations.
Which airplane is better?
My 1974 V35B has a dramatic dirty stall charctaristic. Your stall looks way better. Every time i do a dirty stall i am directly looking at the earth below and things and flying in the cockpit. Not sure why the difference.
I've taught a lot of people in many Bonanzas. Assuming the rigging is correct and the ball is centered, the stall should be a near non-event. Many Bonanza pilots have lazy feet, and that makes stalls much more "entertaining" than if their feet are awake and the plane is coordinated.
@@CoryJohnsonpilot I completely understand what you are saying, Power on stalls are non-event as you said, its the poweroff stall with full flaps and gear down thats dramatic. CFI tired it thinking i was doing it wrong but still the same result. Anyway thanks for the info and great content.
How much difference would you notice if the wright of the plane changed??? Passengers, luggage??? I’m learning to fly in a VTail. I’m very curious. Thank you. Great video.
Luggage/passenger location is a bigger issue than weight. There is a noticeable difference in takeoff distance and rate of climb at gross wt than when nearly empty, but the critical issue is loading. It's easy to load a V-tail aft CG, and that's a no-no.
Cory Johnson thank you. This was very helpful
What’s the glide speed for this plane if lost engine?
105kts is typically Best Glidespeed in a V35 Bonanza, but check the POH for the specific aircraft as it does change
"there's 85".........no, really, there's 85.......I85, it's right next to the airport!.