BE58 Configuration (ILS)
- Thread starter MikeOH58
- Start date
USMCmech
Well-Known Member
And yet another new guy trashes his chances of getting an internal rec from anyone on JC. Last week it was the Ameriflight thread, and now we have this one. Where's my popcorn?
Just a sugestion CFI4life (there's a great handle). Don't get attitude with guys who have been on JC and flying profesionaly for years, it WILL cost you a job at some point.
Just a sugestion CFI4life (there's a great handle). Don't get attitude with guys who have been on JC and flying profesionaly for years, it WILL cost you a job at some point.
I'm sorry, I've been eating it. Did you want some?
Honestly, I'm getting a kick out of this. That fat chick from Titanic is about to get nekid on TV (unless they edit it) and Manning lost tonight. Win/win/win!
-mini
dasleben
That's just, like, your opinion, man
Not to be a dick, but it's usually pretty easy to pick out the guys who've really flown single-pilot IFR from those who haven't. Just sayin'.
Yeah, mixture levers, throttle levers and prop levers neeeeeeeeeever slide back unexpectedly. Never.
Like the one night trying to take off out of BUY in the Navajo and I didn't have the friction lock set. I pushed the power up and right there at the threshold, the right engine went *cough* *cough* *gag* *sputter* *cough*. Sure enough, the right mixture had slid back about half travel.
Nah, you don't need to pay attention to them. Set them at the marker and don't worry about them 4 minutes later after coming down the slope in turbulence n'at.
-mini
I don't need guys I met on the internet to get jobs.
Yeah, mixture levers, throttle levers and prop levers neeeeeeeeeever slide back unexpectedly. Never.
Like the one night trying to take off out of BUY in the Navajo and I didn't have the friction lock set. I pushed the power up and right there at the threshold, the right engine went *cough* *cough* *gag* *sputter* *cough*. Sure enough, the right mixture had slid back about half travel.
Nah, you don't need to pay attention to them. Set them at the marker and don't worry about them 4 minutes later after coming down the slope in turbulence n'at.
-mini
Friction locks are on the checklist
USMCmech
Well-Known Member
You never know who will be your next chief pilot. The guy you are currently butting heads with has a LOT of friends here, and in the real world.
Your attitude on here CAN cost you your next job. We've seen it happen.
I'm not picking a fight or butting heads. I just stated my opinion and got jumped. I'm not even upset. Its funny how people on here love to start drama when they're not even involved in the discussion. Everybody take a step back and things will be just fine. :guns:
I believe its on the pre-flight interior check or maybe the before t/o check, its been a while. The king air I fly has it on the pre-flight.
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
dasleben
That's just, like, your opinion, man
To be honest, I'm willing to say that both are right. There are times I put the props up to full way out on final. I'll generally do that if I expect significant shear on the approach. RUT was like that during a strong southeast wind. Put the props up and be ready to blast out of there on a second's notice. Flying a normal ILS to DA doesn't require such urgency; if people want to do it like that though, there's nothing wrong with it. There's also nothing wrong with putting them up later, either.
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.
Douglas
Old School KSUX
Well i care dang-it. oh wait.
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I don't know how you fellas find these photos. :rotfl:
Baronpilot244
Killick Stoker
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
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
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.
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.
