Nice video! 2 comments: great to check acceleration on the ground roll. Bad engine or tailwind can ruin your day. Landing straight ahead if loosing engine after take off is always good. Nice to have the gear down if you still have runway in front of you. So positive rate, out of runway gear up. Just some thoughts from Europe
Hi Gosta, thank you for watching our video and sharing your comments. I certainly respect your thoughts about runway remaining. My thought process is the same as with a twin-engine takeoff. At the time of engine failure shortly after takeoff, altitude is your friend. I believe the dangers of being 100' agl at the end of the runway (because of a lesser climb rate) as opposed to say 200', out way the danger of landing on the belly if needed. The extra altitude would give a person more options at a time when split second decisions need to be made. Saying that, if you were my client I would respect your decision on the matter. Thanks again for watching.
I was always taught that the most common time for an engine failure is during a power change. Because of this, we weee taught to make sure we had altitude and speed after takeoff to make a landing spot, or a 180 back to the runway before we made our initial power reduction. Has anyone else ever heard this or been taught this way?
Excellent video. I am looking at getting into a PA46 in the near future so I am studying these exact items. I am interested in thoughts on one thing that I was taught many years ago that I try to follow in my twin but quite often don’t in my floatplane due to low altitude, tight patterns. Does anyone have concern with selecting flaps during turns to base and/or final? I had one instructor in particular that rode me away from doing it due to split flap concerns during a turn. Obviously in some planes itself impossible to have such a failure while others maybe it is valid. Quite frankly it never crossed my mind until that point.
Good Morning Terry, I have also heard the split flap concern for other insturctors. My opinion is; first I have been instructing for 51 years now (33 years only in PA46's). In all those years I have only personally known of one case involving split flaps, and that was due to a faulty part from the manufacture. I've yet had anyone explain to me why adding flaps during a turn increases a split flap condition in any way when well into the white arc. In my experience an event like this being cause from the turn is very, very low on the "posibility scale" if not an imposible cause. If you have any thoughts to the contrary I'm listening. Good luck on your PA46 hunt. We can certianly help with your training.
@@aircrafttrainingservicesll4355 I totally agree with your thoughts and cannot see how it could ever increase the chance of a split flap situation occurring. Possibly it might be a concern in some obscure designs where if it is a possibility of it occurring it might aggravate the consequences while in a turn. Especially if uncoordinated with poor habits to begin with. In a properly designed aircraft I also cannot see it being of any concern. Thank you for backing up my opinion on this. As far as transition training even though I live in Northern Ontario, Canada, California has crossed my mind due to the winter would be the ideal time for my schedule and the eastern coast has too much unpredictable unstable weather to squeeze in training. California seems to have great stable IFR training weather.
Nice video! 2 comments: great to check acceleration on the ground roll. Bad engine or tailwind can ruin your day.
Landing straight ahead if loosing engine after take off is always good. Nice to have the gear down if you still have runway in front of you. So positive rate, out of runway gear up.
Just some thoughts from Europe
Hi Gosta, thank you for watching our video and sharing your comments. I certainly respect your thoughts about runway remaining. My thought process is the same as with a twin-engine takeoff. At the time of engine failure shortly after takeoff, altitude is your friend. I believe the dangers of being 100' agl at the end of the runway (because of a lesser climb rate) as opposed to say 200', out way the danger of landing on the belly if needed. The extra altitude would give a person more options at a time when split second decisions need to be made. Saying that, if you were my client I would respect your decision on the matter. Thanks again for watching.
I was always taught that the most common time for an engine failure is during a power change. Because of this, we weee taught to make sure we had altitude and speed after takeoff to make a landing spot, or a 180 back to the runway before we made our initial power reduction. Has anyone else ever heard this or been taught this way?
Malabu right? Great aircraft
Super good
Thank you Ramses, It was fun making the video
Excellent video. I am looking at getting into a PA46 in the near future so I am studying these exact items. I am interested in thoughts on one thing that I was taught many years ago that I try to follow in my twin but quite often don’t in my floatplane due to low altitude, tight patterns. Does anyone have concern with selecting flaps during turns to base and/or final? I had one instructor in particular that rode me away from doing it due to split flap concerns during a turn. Obviously in some planes itself impossible to have such a failure while others maybe it is valid. Quite frankly it never crossed my mind until that point.
Good Morning Terry, I have also heard the split flap concern for other insturctors. My opinion is; first I have been instructing for 51 years now (33 years only in PA46's). In all those years I have only personally known of one case involving split flaps, and that was due to a faulty part from the manufacture. I've yet had anyone explain to me why adding flaps during a turn increases a split flap condition in any way when well into the white arc. In my experience an event like this being cause from the turn is very, very low on the "posibility scale" if not an imposible cause. If you have any thoughts to the contrary I'm listening. Good luck on your PA46 hunt. We can certianly help with your training.
@@aircrafttrainingservicesll4355 I totally agree with your thoughts and cannot see how it could ever increase the chance of a split flap situation occurring. Possibly it might be a concern in some obscure designs where if it is a possibility of it occurring it might aggravate the consequences while in a turn. Especially if uncoordinated with poor habits to begin with. In a properly designed aircraft I also cannot see it being of any concern. Thank you for backing up my opinion on this.
As far as transition training even though I live in Northern Ontario, Canada, California has crossed my mind due to the winter would be the ideal time for my schedule and the eastern coast has too much unpredictable unstable weather to squeeze in training. California seems to have great stable IFR training weather.
Do you have numbers for flying cruise
I se 75 % power and 19 gallons but most trainers say 29 and 21.5 gph
What is correct for you."
Ramses the proper cruise for the 350P is 29"/2500 rpm and 1600 TIT. That will result in about 21.5 gph, Thanks for watching