Today's Commercial Training

Today I flew from VVS to FWQ. Winds around takeoff time of 1030 EST were across the ridge so I had some more fun times on climb out on 23. On the takeoff roll the winds had shifted a full 70 degrees to 140, but the ASOS only reported 6 knots, so I held in full crosswind correction and tracked the centerline.

About 300' AGL the fun began. Gear was up and the gusts were quick and intense. I kept the airspeed at 100 KIAS (Vy) until reaching 800' AGL, then began a 15 degree bank to the right away from the ridge and towards FWQ. At 2500' things calmed down quite a bit.

After a smooth descent to FWQ pattern altitude, I made a right base to runway 8 and landed gently and was rolling slowly by the midpoint of the runway.

I taxied over to the hangar, shut down, and called Pete. While I was waiting for him Buck and I looked at the V panel to try and find access to the gear down light bulb -- it's a tough one, so it didn't get fixed today.

Once Pete arrived we taxied the A36 out to Runway 8, where I did a Soft Field take-off. The A36 POH doesn't specify flaps, so the drill is to keep it rolling, yoke fully back (no small feat in a Bonanza!), get airborne early, push the nose down a bit to reduce the angle of attack and accelerate to Vx in ground effect, and the climb out normally. The IO-520-BB in the A36 is so powerful there's not much ground effect time required (unlike a 160 HP 172).

We flew south of the airport clear of the Pittsburgh Class B airspace and did a manual gear extension. The sequence is simple -- slow to Vle (slower than 153 KIAS will make gear extension easier, so I settled for 110 KIAS), pop the Gear Motor circuit breaker, set the gear extension switch to down, remove the crank handle cover, extend the crank, and crank about 50 times clockwise.

I found it was easier to crank 10 times, re-trim, adjust power to maintain altitude and airspeed, and then crank again. The force required was surprisingly light, but the crank arm swing is short. Once the gear is fully extended, the crank just won't go anymore. We had confirmation with the gear down lights, but in a full electric failure we wouldn't see those, of course, so it's nice to know the gear is in fact down once the crank reaches its limit.

The key to controlling the airplane during this exercise is trim, acceptance of minor excursions of altitude, airspeed, and heading while cranking, and then adjust trim and power to get back on track after several turns of the crank.

After that we practiced some emergency steep spirals. The Commercial PTS requires 3 descending 360 degree turns. The A36 POH specifies 110 KIAS as best glide speed, but we found that 110 knots makes for a fairly large radius turn, even with steep (45-50 degree) bank applied.

So we tried 90 KIAS, and that worked much better. Despite a fairly stiff wind at altitude, I was able to remain within gliding distance of the selected spot. 5000' MSL over the 1200-1300' terrain allowed for 3 full turns and roll out with at least 1000' foot AGL to spare.

We headed back to FWQ to practice steep spirals over the airport. The wind was steadily increasing from the south (it had been from the east when we took off) and required significant adjustment to stay on course.

I was able to pick a spot and land power off each time. I realized I need to aim for something further down the runway, though. Aiming for the numbers leaves very little room for error.

I planned to stay high until on final. Most turns were continuous from downwind to final, since the wind was a direct headwind on base.

I used a slip and full flaps to descend. The Bonanza slows down nicely in a slip, so only a bit was needed each time. Target airspeed is 75 KIAS (78 KIAS is emergency approach speed in the POH, but that's at gross weight -- we were at least 500 lbs shy of gross).

The crosswind component added to the challenge, but after a couple I had the technique in hand. This airplane prefers a crab on final, then a slight wing low once in the flare. A significant push on the rudder is required to get lined up parallel to the direction of flight (you're fighting the bungee interconnects in a Bonanza).

We did about 5 of these, and I learned a bit more on each landing.

After a ground review Pete said all we need to do is Steep Turns, Lazy 8s, 8s on Pylons, and Chandelles. I still need a 2 hour dual night XC, so we'll find a nice night and fly that soon.

I'm feeling confident about all the commercial maneuvers as well as the oral. I've reviewed the Gleim books several times now, and watched the King Practical test prep and Com/CFI Maneuvers DVDs. Now I'll focus on the ASA Commercial Oral Exam Guide.

Hopefully I can schedule and take the practical before January 15th!