The A36 is a category A aircraft if flown at 90 Kts. If a level segment, such as an MDA needs to be flown, add 5 inches MP.
Descent to the runway is simple, lower the gear at GS intercept. For the aircraft with an approach flap setting, approach flaps are typically used and the power settings are 2 inches higher to maintain the same speeds. Typical power settings would be 16-17 inches, 2300-2500 RPM, gear retracted, gives about 110 Kts. VLO and VLE have not changed and is 153 Kts.įor Bonanza's without the approach flap settings, most pilots do not use flaps on an IFR approach.
A36 BONANZA PERFORMANCE SPECS FULL
The VFO and VFE for the approach flap setting is 154 Kts whereas the VFO and VFE for full flap extension remained at 122 Kts. Starting in 1979, a three position flap system was implemented, (up, approach (12 to 15 degrees), down (30 degrees)). Early units have a VFO of 113 Kts and a VFE of 122 Kts. The early 36 and A36 have continuous position flaps, with out a detent (go down, stay where you are, go up). I almost exclusively instruct in Bonanza's. Also, having known performance for a particular airplane gives you a basis for questioning things later - For example, losing a few knots may mean you're getting carb ice, or airframe ice! Known power settings allow you to set-it-and-forget-it and spend more brainpower on more important things. Just tweak as necessary.Īlso, FWIW, having the above table helped me immensely in the early-to-mid stage of instrument training. One tidbit that I picked up from my CFII was that when doing the above table for a new airplane, the trick is to start out with 20" or 2000 RPM for fixed-pitch when getting numbers for cruise descent and approach level, 16" or 1600 for precision approach descent, and 12" or 1200 for NP approach descent as most airplanes, regardless of size and speed, will be reasonably close to those numbers. 90 18"/22000DownAprPrecision Apch Descent. AIKIASPowerClimbGearFlapsVy climb -o- +10 (Vy)WOT/ (MaxRPM) +1000UpUpCruise climb. Here's what you want to fill out, with some "clues" in gray: Sure you can fly the approach faster in an A36, but better to learn to fly it slow.Ī competent pilot aware of her airplane can later learn to pick up the pace.Ĭlick to expand.Amen to both! Having known configurations for a particular airplane is more useful than POH numbers anyway. and land and get off the runaway before the C172 behind you that will take up 3,500'. I perform and teach a GUMPS check once descent rate is established and needles are pinned, one more GUMPS 200' before MAP, and once MAP is reached and landing is assured full flaps and slow to 80 KIAS. This results in a 450 FPM descent rate at 90 KIAS with no power change required. I use 100 KIAS (IIRC, that's 19" MAP - prop is full forward by now) to within 1-2 miles of FAF in an A36, slow to 90 (17" or so), then drop the gear and flaps to Approach. That said - I think the official BPPP and Eckalbar's numbers are too fast. While not everything should be taken as gospel, it is a good starting point.Īlso, see if you can borrow a copy of the Beech Pilots Proficency Program syllabus. Thanks for the help in advance!Ĭlick to expand.I'd recommend a look at Eckalbar's book. I wanted a challenge as an instructor and I certainly got it. Up until now, he's been using what I'd have to call "The Shotgun Brief." It's not working too well. All this follows his getting into a systematic approach brief. But, I'd prefer he first be able to fly the needles coming from the GPS rather than watching the map. I figure once we get the "old style" nailed down, then we can use the new-fangled gear where he can stare at a moving map, if necessary. That would be the ILS 9.9 times out of ten. He wants to improve approaches but adapt more to what would be expected of him for frequent flights into Austin. I turned off the moving map and it went down hill from there.
A36 BONANZA PERFORMANCE SPECS HOW TO
I've got a guy who was very lost on how to handle an approach without a GPS. Once I get him more on top of power control, then maybe we can tweak the approaches. I'm not sure how much time is on the engine but I can't imagine making it to TBO. I'd really like to see him change his overall operation. Perhaps a scan of performance page for 2000-4000? Also, I need to know the Vfe and Vle numbers if not more detail from Section Two. I'd appreciate if anyone can provide me with recommended power settings for a nominal cruise in an approach environment to include vectors, entering for a full approach, PT and inbound on final course. We were pushing Vno and above in cruise and during vectors. His power settings are practically slammed to the wall. I'm helping a guy "tweak" his approaches in his A36.