Video

normalmente corto todo antes del quiebre de planeo

Hi, it,s 650m... ICAO is SCLF if you want to see it at the sim

The 210 hasn’t been made since 1986. Over the years avionic are updated and changed as per owner desires and budgets = no too panels alike and almost no panels same as when came from the factory. I have own a 210 M model and have upgrade and change much of the panel twice. The glass in the center of the pilot is an Aspen Pro Pilot which controls autopilot usually and provides a electronic battery backup in the case of electrical failure. Center stack is highly owner preference: the radioes, audio panel, transponder etc = a lot of choices. The factory basics are there for the most part: gyro AI, of course throttle, prop, mixture, flaps, rocker switches, manifold p and fuel flow etc. I would say this panel has some updates but not as extensive as some. As far as the landing: pretty much a straight in low stable approach. I noticed he was “sawing” back and forth on the yoke - i’ve seen pilots do this and not sure why, they risk pushing the nose on the ground before the mains. Notice he bounced the landing? Trying to force it on. I never heard the stall horn come on - too fast. 60 over the tree, slip it in, kick the rudder, hold it off with a bit of power, stall it on and keep the nose light with power. Just my thoughts.

@@marlinweekley51 Hi Marlin! thanks for the comment. I think you are right about the landing, i entered faster than i should. The thing about this particular airfield is that often when you go down the trees on final, the headwind stops. What i normaly do is cut the engine just over the trees and at the same time nose down to mantain speed. The field also has some bumps that you don't want to hit or pass too fast to avoid bouncing, so i tried to touchdown before them and be able to apply brakes sooner. Other pilots do this approach different, they do a longer final starting over the hills, what means they have to go down faster and start glinding sooner. I will try that in a next video...

In theory yes, but you sacrifice braking distance by doing that, so I'm sure he had to make a judgement call there of braking distance versus risk of running out of runway.

@@dima1603 How? If the brakes are on main tyres only.

@@arturdlucas by applying back pressure you’d be generating slightly more lift, which reduces weight off the mains, even if they’re not leaving the ground. That reduces your braking distance.

Agree with the first comment. I fly a T210N into Idaho and Utah and I am always full back pressure. No difference in braking