BE58 Configuration (ILS) - Page 4

minitour · February 8th, 2010, 01:27

Quote:

Originally Posted by dasleben

Oh snap. That's scaaary.

It's common for us to only check the props once a day (first flight). The rest are mag checks on a rolling run-up.

-mini

Douglas · February 8th, 2010, 02:04

Quote:

Originally Posted by minitour

I stopped caring about that a page and a half ago.

I'm trying to decide if I should really blow his mind and tell him we also didn't do a run-up on every leg or not.

......oops.

-mini

Well i care dang-it. oh wait.

-----
I don't know how you fellas find these photos.

Baronpilot244 · February 8th, 2010, 08:26

I adjust the mixtures to maintain optimum EGTs - i.e. I don't push them full rich and the props I leave at cruise usually until after landing.

If I am on an ILS and its down to mins I will push them forward just prior to DH - otherwise I leave them alone.

I don't think it really matters that much how you configure the aircraft as long as whatever you do is safe and it works. Seems like most folks do the same thing with a couple of variations (airspeeds etc).

Personally I leave the mixtures and props alone until clearing the runway unless I have to go around which is mixtures, props, throttles etc... I like to have everything done and not have to mess with anything much from the FAF to the DH - It still gets the juices flowing on a night ILS down to mins, even with 700 hours in the stoopid ting!

In training I found flying the GS at blueline and popping a motor 75' prior to DH took some effort - each time they took the engine off me I descended below minimums which the instructor didn't like at all. We then flew the slope at 120KIAS all the way down and I nailed the S.E. Go around each time.
Not saying anyone is wrong doing what they're doing - just found it worked that way for me!

Bp244

Ian J · February 8th, 2010, 08:55

I applaud the guys reading about different techniques and recognizing them for what they are - techniques.

For the ones getting wrapped around the axle - bear in mind some of the more "advanced" techniques you're reading about are coming from guys who went through a pretty intense training program in Barons and executed these procedures every single night. Asking if they've ever done an actual missed approach is akin to asking if they've ever done a normal takeoff - of course they have.

For those who haven't been professionally trained be very careful before you start changing configurations down the glide slope in a high performance twin. If you've always pushed in your props and mixtures at some arbitrary point - keep doing it. And if you want to try something different, practice it in the day time in VMC with someone else in the plane.

Like Baronpilot said, it really doesn't matter that much how you configure the aircraft as long as whatever you do is safe and it works. The actual part 135-ers are doing it a certain way on purpose from well-thought out procedures and are doing it for a reason.

wjmiller3 · February 8th, 2010, 09:49

Quote:

Originally Posted by minitour

I stopped caring about that a page and a half ago.

I'm trying to decide if I should really blow his mind and tell him we also didn't do a run-up on every leg or not.

......oops.

-mini

You're dangerous....

dasleben · February 8th, 2010, 12:25

Quote:

Originally Posted by Baronpilot244

In training I found flying the GS at blueline and popping a motor 75' prior to DH took some effort - each time they took the engine off me I descended below minimums which the instructor didn't like at all. We then flew the slope at 120KIAS all the way down and I nailed the S.E. Go around each time.
Not saying anyone is wrong doing what they're doing - just found it worked that way for me!

Yikes! Single-engine missed after losing one 75' above DA? That sounds sporty.

Baronpilot244 · February 8th, 2010, 13:30

Quote:

Originally Posted by dasleben

Yikes! Single-engine missed after losing one 75' above DA? That sounds sporty.

Yeah, I was introduced to this little number at Simcom when I did recurrent. We got into some discussion about speeds to fly and the instructor was out to prove a point and show me how to basically save my ass in a bad situation (or something like that!).
At the start of the approach the wx was supposed to be at mins, but it magically went 0/0 just before the left engine quit.

Hope I never have to do that one for real.....

Bp244

SIUav8er · February 8th, 2010, 21:21

Quote:

Originally Posted by CFI4life

I don't need guys I met on the internet to get jobs.

Well, thats not very smart... You never know who you will meet in "real life" that posts or reads JC. Ive met more than a few by sheer coincidence. Aviation really is a small community.

Doug Taylor · February 8th, 2010, 21:24

Quote:

Originally Posted by SIUav8er

Well, thats not very smart... You never know who you will meet in "real life" that posts or reads JC. Ive met more than a few by sheer coincidence. Aviation really is a small community.

True that.

You'd be surprised how many times I'm standing around waiting for the jumpseat and some random walks up and asks, "Hey, what's up with (username)? I don't post, but that guy is an (insert expletive here)".

True story man.

dasleben · February 8th, 2010, 21:39

Minitour just happened to show up in RUT one day this summer. We grabbed lunch. I just knew him on the forums beforehand...networking can be big on these message boards.

And yes, his 'fro is as big as what's in his avatar.

t-cart · February 8th, 2010, 21:50

Did the CFI4LIFE guy just say that he had 500 hrs single pilot IFR in a boal way??

dasleben · February 8th, 2010, 21:51

By the way, there's very little chance that I'll ever find out who "CFI4life" really is, or know if he's applied to work for my company. And honestly, I don't really care. I'm just a line pilot.

But honestly, with the attitude he's displayed here after 500 hours of "single pilot IFR" in high-performance twins (which I'm having a tough time believing), he'll be tossed out during the first week. Sorry if that's harsh, but it's the truth. Your attitude during training is close second to who you know. Talking down to people with more experience than you (or anyone, for that matter) is not a great way to get ahead in this business.

And if it helps, I've walked in resumes for 3 people I've met on aviation forums.

ppragman · February 8th, 2010, 22:12

Quote:

Originally Posted by Baronpilot244

Yeah, I was introduced to this little number at Simcom when I did recurrent. We got into some discussion about speeds to fly and the instructor was out to prove a point and show me how to basically save my ass in a bad situation (or something like that!).
At the start of the approach the wx was supposed to be at mins, but it magically went 0/0 just before the left engine quit.

Hope I never have to do that one for real.....

Bp244

Sketchy... Depending on how heavy you are and what you're flying (Think Navajo with the 1000lbs gross weight increase on a hot day) that might be a case of "AINT GOIN' MISSED!!! HOPE I FIND IT...."

Douglas · February 8th, 2010, 22:23

Quote:

Originally Posted by t-cart

Did the CFI4LIFE guy just say that he had 500 hrs single pilot IFR in a boal way??

Are you making up words, or is that local slang!

I even pulled out the dictionary!

Edit: Doh! on second thought I think that is just supposed to be "Bold".

t-cart · February 8th, 2010, 22:27

Quote:

Originally Posted by Douglas

Are you making up words, or is that local slang!

I even pulled out the dictionary!

Edit: Doh! on second thought I think that is just supposed to be "Bold".

I think there is something going on with the profanity filter. I got busted yesterday for it and I'm really not trying to circumvent it now.
Boa----l'

"S"ome "T"hings "F"ly "U"nder

dasleben · February 8th, 2010, 23:11

Quote:

Originally Posted by ppragman

Sketchy... Depending on how heavy you are and what you're flying (Think Navajo with the 1000lbs gross weight increase on a hot day) that might be a case of "AINT GOIN' MISSED!!! HOPE I FIND IT...."

Where I come from, we call that a WAMBY. "We ain't missin' baby!"

minitour · February 8th, 2010, 23:18

Quote:

Originally Posted by t-cart

I think there is something going on with the profanity filter. I got busted yesterday for it and I'm really not trying to circumvent it now.
Boa----l'

"S"ome "T"hings "F"ly "U"nder

Wow. That's uber lame.

-mini

SteveC · February 8th, 2010, 23:28

Quote:

Originally Posted by t-cart

I think there is something going on with the profanity filter. I got busted yesterday for it and I'm really not trying to circumvent it now.
Boa----l'

"S"ome "T"hings "F"ly "U"nder

t-cart, I'll ask the boss man about it.

Other commentary ignored.

SteveC · February 9th, 2010, 09:47

Quote:

Originally Posted by SteveC

t-cart, I'll ask the boss man about it.

Other commentary ignored.

Boastful.

The boss fixed it.

Baronpilot244 · February 9th, 2010, 14:37

Quote:

Originally Posted by ppragman

Sketchy... Depending on how heavy you are and what you're flying (Think Navajo with the 1000lbs gross weight increase on a hot day) that might be a case of "AINT GOIN' MISSED!!! HOPE I FIND IT...."

That would be my take if it happened for real! Each time I went to Simcom they seem to come up with something to show you. I took it for what it was, but in the real world I think a go around at that point is probably dangerous at best and downright suicidal at worst....

Bp244

dasleben · February 9th, 2010, 14:47

Quote:

Originally Posted by Baronpilot244

That would be my take if it happened for real! Each time I went to Simcom they seem to come up with something to show you. I took it for what it was, but in the real world I think a go around at that point is probably dangerous at best and downright suicidal at worst....

Bp244

Word.

minitour · February 9th, 2010, 17:48

Agreed. Stay on the needles. 50' above TDZE, slowly retard the power to idle and just barely get the nose-wheel up if you can. Stay on the needles. I'd take a firm 3 point "slam" (even a collapsed nose-wheel) at that point and be juuuust fine with it.

-mini

February 8th, 2010, 08:26	#78
Baronpilot244 Junior Member Join Date: May 2008 Location: Moreland, GA Posts: 290	Re: BE58 Configuration (ILS) I adjust the mixtures to maintain optimum EGTs - i.e. I don't push them full rich and the props I leave at cruise usually until after landing. If I am on an ILS and its down to mins I will push them forward just prior to DH - otherwise I leave them alone. I don't think it really matters that much how you configure the aircraft as long as whatever you do is safe and it works. Seems like most folks do the same thing with a couple of variations (airspeeds etc). Personally I leave the mixtures and props alone until clearing the runway unless I have to go around which is mixtures, props, throttles etc... I like to have everything done and not have to mess with anything much from the FAF to the DH - It still gets the juices flowing on a night ILS down to mins, even with 700 hours in the stoopid ting! In training I found flying the GS at blueline and popping a motor 75' prior to DH took some effort - each time they took the engine off me I descended below minimums which the instructor didn't like at all. We then flew the slope at 120KIAS all the way down and I nailed the S.E. Go around each time. Not saying anyone is wrong doing what they're doing - just found it worked that way for me! Bp244 __________________ Is this your idea of fun, Maverick? - Goose RIP Last edited by Baronpilot244; February 8th, 2010 at 08:34. Reason: Sp!

February 8th, 2010, 08:55	#79
Ian J Old Skool Join Date: Jan 2006 Location: Hartford, CT Posts: 7,865	Re: BE58 Configuration (ILS) I applaud the guys reading about different techniques and recognizing them for what they are - techniques. For the ones getting wrapped around the axle - bear in mind some of the more "advanced" techniques you're reading about are coming from guys who went through a pretty intense training program in Barons and executed these procedures every single night. Asking if they've ever done an actual missed approach is akin to asking if they've ever done a normal takeoff - of course they have. For those who haven't been professionally trained be very careful before you start changing configurations down the glide slope in a high performance twin. If you've always pushed in your props and mixtures at some arbitrary point - keep doing it. And if you want to try something different, practice it in the day time in VMC with someone else in the plane. Like Baronpilot said, it really doesn't matter that much how you configure the aircraft as long as whatever you do is safe and it works. The actual part 135-ers are doing it a certain way on purpose from well-thought out procedures and are doing it for a reason. __________________ "All the war-propaganda, all the screaming and lies and hatred, comes invariably from people who are not fighting." - George Orwell

February 8th, 2010, 21:39	#85
dasleben Senior Member Join Date: May 2006 Location: BWI Posts: 572	Re: BE58 Configuration (ILS) Minitour just happened to show up in RUT one day this summer. We grabbed lunch. I just knew him on the forums beforehand...networking can be big on these message boards. And yes, his 'fro is as big as what's in his avatar. Last edited by dasleben; February 8th, 2010 at 21:40.

February 8th, 2010, 21:50	#86
t-cart Old Skool Join Date: Aug 2006 Location: South 40 Posts: 2,289	Re: BE58 Configuration (ILS) Did the CFI4LIFE guy just say that he had 500 hrs single pilot IFR in a boal way?? Last edited by t-cart; February 8th, 2010 at 22:01.

February 8th, 2010, 21:51	#87
dasleben Senior Member Join Date: May 2006 Location: BWI Posts: 572	Re: BE58 Configuration (ILS) By the way, there's very little chance that I'll ever find out who "CFI4life" really is, or know if he's applied to work for my company. And honestly, I don't really care. I'm just a line pilot. But honestly, with the attitude he's displayed here after 500 hours of "single pilot IFR" in high-performance twins (which I'm having a tough time believing), he'll be tossed out during the first week. Sorry if that's harsh, but it's the truth. Your attitude during training is close second to who you know. Talking down to people with more experience than you (or anyone, for that matter) is not a great way to get ahead in this business. And if it helps, I've walked in resumes for 3 people I've met on aviation forums.

February 9th, 2010, 17:48	#97
minitour Old Skool Join Date: Oct 2007 Location: . Posts: 5,683	Re: BE58 Configuration (ILS) Agreed. Stay on the needles. 50' above TDZE, slowly retard the power to idle and just barely get the nose-wheel up if you can. Stay on the needles. I'd take a firm 3 point "slam" (even a collapsed nose-wheel) at that point and be juuuust fine with it. -mini __________________

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