Emergency or Distraction
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- čas přidán 30. 03. 2024
- Distractions in the cockpit can be a serious problem. How did I do with this one?
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Thanks Matt, always a pleasure flying with you.
Welcome back @billgalante1181!
Hopefully just a faulty micro switch. Good luck
You are close!
I enjoy watching your videos Matt.
Glad you like them!
Hey Matt - been watching the channel for a couple of weeks. Really like the videos. If I can make one suggestion - please try to watch the audio levels. I have the volume way up to hear the ATC and then the warning horn and the BBQ announcement blew out my eardrums. I don't know how to fix all that, but I see a few videos on the topic. Looking forward to more videos from you!
Thanks for coming along. You are not wrong, I am working on it and will do better!
@jon_august I spent some time researching handling my audio issues and I spent more time working on it in the next video. I am still not happy with it yet but will continue to work on it. I hope you notice the improvement and I hope I don't blow your socks off this time! Thanks for the feedback.
Hello Matt! New subscriber here, I’ve been watching your videos lately and I really find them interesting, I also own a T210N is a 1984 model. Great job on that flight, good ADM and management of the situation. One thing that’s making me wonder, didn’t you think of shutting the gear horn circuit breaker off? It might have been causing the issue. The gear system in most 210s work really well and is also pretty easy to troubleshoot if you find the source of the problem, and is almost always electrical, never mechanical or hydraulic…
However great video and thanks for sharing your flights !!!
Welcome fellow Aviator! Thanks for watching, If you have a moment, let me know how your speeds compare. On the horn issue, I splashed water on the windshield that morning to rinse it and water got in the switch. I cover that in the video I am editing now.
@@TheFlyingSalesman Great! So my speeds are pretty similar to your airplane I think, cruise is the same 145-155 KIAS, and I think that you’re doing a little bit shallower in the climbs because you’re indicating 130. I normally do 110-120 at 600 to 700fpm depending on the conditions. Also I noticed on your take offs you rotate at a little more speed at 80 and same on your landing approach. I’ve always used 70 for rotation on take off and 75 in short final, the airplane does great at that speed, like almost every Cessna it doesn’t have any bad habits at slow speeds. I only use a faster approach speed like 80 if it’s too gusty so I don’t get tossed around, but I think if that’s not the case there’s no need to come in too fast because you’ll float all the way down the runway, remember the POH says the stall speed in the landing configuration is 58 KIAS but that can vary depending on weight, CG location and flap settings (all this in indicated airspeed). Also most of the time I land with 20 degrees of flaps, I never use 30 degrees for landing unless I go into a really short strip and I have to do a short field landing.
Also I use the same technique for normal takeoff, I step on the brakes, bring the power up to 30 inches and then release brakes and slowly bring up the turbo to 36.5 inHg - 2700 rpm.
One other thing I noticed though, you say your gear speed is below 140 knots, I’m not sure if that model 210 is that way, if it has the gear doors maybe, but my POH shows the VLE is 165, same flap speed for the first 10 degrees, so I don’t worry that much when I’m about to extend the landing gear because I don’t usually get that fast unless I do a fast descent. Also on mine you can have the gear extended all the way to the VNE of 203 knots, but you’re not allowed to retract of extend the gear above 165. But anyway, I find that is pretty similar to the numbers I see myself.
@@tomasscherer My climb is shallower, I climb at 500 FPM and let the IAS land where it is happy (usually around 130). For my '78 T210M, VLO is 140 KIAS, 10 Deg flaps has a 150 KIAS limitation and 20 Deg has 115 KIAS limitation. I love landing with 30 deg flaps because it makes it so buttery smooth. However, with much of a cross wind I opt for 20 deg and more positive control. I find your rotation speed of 70 interesting and will experiment with that. For short final we may need to define that, I want to be coming across the numbers at 80 KIAS, when I start easing out the power and start transitioning to the flare, the speed decays pretty quick and often results in a stall horn touch down. Thanks for sharing, that's awesome!
Hi! Thanks for the videos and info! Agree with Tom: you are coming a little hot on final at 80. If your stall speed in landing conf is 58-60 you want to be at 75 on short final and 70 over the numbers: still 10 knots above stall and to lose on the flair but every plane and pilot is different: I also land on 20 of flaps: I tried 30 and ended up with a firm landing… back to 20 on the C182
Can you talk about cost? Plane insurance expenses? A T210 is my dream plane until I get the monthly club bill and cry 😢
@@breierr I agree with your speeds for a C-182 (I got my private in a "B" model and a 100 hours or so in a "P" model). In 48N, at 70 KIAS, you can really feel the forward energy transferring to vertical energy. These speeds are great for short field landings and are very effective for that. For smooth landings on normal sized runways, I want 80 knots over the numbers, easing the power out.
honest question: isn't the youtube commentary and the cameras a distraction?
For me, the only time they are a distraction is when I am setting them up. My rule is “the plane first”. Before a flight, I do everything I need to do to, and for the plane and flight before setting up the equipment. After that I treat the cameras like you are there with me and I find it actually helps keep my mind focused because I know my fellow aviators will hold me accountable.