Bonanza Spiral Divergence- Eagle Academics

[@andrewbill1956]

"A plane is trimmed for speed not attitude". That helped me figure out what is going on! Thanks

[@MrTommybadger]

“Things are not going to work out very well.” Man is a master of understatement.

[@viatekpr1]

He is such a cool, great instructor. Love his way of explaining before and after the maneuver.

[@parkburrets4054]

I've heard about this for years, but never seen a demo; thanks.

[@donandres2132]

Why a Bonanza, I watch all your video, I respect your knowledge and experience.

[@FlyWirescottperdue]

I guess I just really like the Bonanza. I've been around them since I was a kid. I really like excellent design, engineering and manufacturing. Throw in performance and it equals fun... at least for me. Try them you might like them!

[@stevefletcher7968]

Scott thanks for the instrument video, please do more like this. When watching many videos there are only flashes of instruments I would learn more if there was more camera time devoted to all the important things you are watching on the panel. thanks again for another great learning experience.

[@FlyWirescottperdue]

More to come! The new avionics will be done soon!

[@ss442es]

"Great lesson", a little inattention to flying in the clouds can cause some real problems. Maintaining proper trim in IFR and situational awareness attitude wise very important. I've heard Bonanza's can pick up airspeed rather quickly and was told 4 seconds out of control as this demonstrates should be a limit in the A36 I flew. Thanks for the videos. I used to fly out of Northwest Regional North of you all. My coffee buddies are Delta guys, 2 former AF F-15 drivers, an F-4 guy and one odd duck that flew E-2's. All the Delta guys are grounded with Delta parking 300 airplanes with this virus thing.

[@dennisd7292]

Great lesson, and beautiful chemistry!

[@pamagee2011]

So, as I understand, the problem is that you notice the incipient spiral, but when you roll the wings level the nose comes up hard and you are in danger of stalling. So you have to be ready to counter the rising nose to avoid losing control.

[@FlyWirescottperdue]

Paul pretty much right.... but you are not in danger of stalling. The problem is Trim speed. The airplane wants to pitch up to achieve it's Trim Speed... this can add 2 G or more. If you pull as well that adds G.... that gets you close to an over-G or maybe over. That's why you push.

[@dave991122]

NIce demo, might just go try one today in the A36. When I had a F35 I used to trim for straight and level, took my hand off the wheel and in say 20 seconds, the beginning of the spiral descent had started. I didn't let it go very steep before a mild recovery, but, it was very repeatable.

[@Airlynch077]

Hi Scott, I really enjoying your video as an entry level Aircraft Engineer, I have two questions on this topic , 1) why it pitchs up after rolling out ? Is it because the increasing angle of attack when rolling ? 2) are you talking about pushing the thrust lever or pushing the stick or both ? Just confirmation, I think we need to push both ! 3) why aircraft trims for speed not attitude but we try to maintain certain attitude when take off climbing by thrust and stick couple ? It confuses me the concept on differences when take off and crusing . Thank you very much for your video and time, please help me if you have time to answer these questions!😊

[@fishercawkey]

The aircraft pitches up after the roll-out because it's flying faster than its trim speed. Therefore, one pushes the stick forward to slow the rate of pitch-up. The aircraft trim is based on speed because pitching force from the horizontal stabilizer scales with the airspeed (actually the square of the airspeed). As for climbing -- if one wants to climb at a given airspeed and a certain power, then one would use the stick (or trim) to set a pitch attitude so that the given airspeed is maintained.

[@Airlynch077]

thank you very much!!!, and when aircraft rolls why it flies faster than its trim speed?@@fishercawkey

[@fishercawkey]

​@@Airlynch077 As the aircraft rolls, its nose drops. This causes the aircraft to accelerate.

[@Airlynch077]

@@fishercawkeyIntuitively, the nose would drop when rolls. But technically, why the nose drops?(based on like aerodynamics effect or something I don’t know)

[@fishercawkey]

@@Airlynch077 Why does your intuition tell you that the nose would drop when rolling? What is your intuitive thought process that leads you to that conclusion?

[@nancychace8619]

Good lesson. Shannon seems like a good pilot 🙂 What about adjusting the trim as you recover, instead of just pushing? I can remember sometimes having to fight the trim a little in different situations, easily remedied with an adjustment. Thank you for sharing.

[@FlyWirescottperdue]

Thanks Nancy and no. Adjusting the trim would do you no good and be a complicating factor shortly after you recover from any maneuver.

[@Joe_Not_A_Fed]

Are spirals and spins standard for a PPL in the US? We do them in Canada. They are a hoot. A 172 really doesn't want to spin especially with 2 in the front but it will spiral like a hot damn. The recovery technique is slightly different from what I was taught...but a Bonanza is a whole lot different than a 172.

[@FlyWirescottperdue]

Joe those maneuvers are not required for the PPL in the US.

[@Joe_Not_A_Fed]

@@FlyWirescottperdue I thought not. Another difference, is you don't get a night rating with a Canadian PPL. It's a separate rating that requires, I think 10 more instrument flight hours + instruction. Too bad, tho. Spins and spirals are fun. I think every pilot should experience how freaky things can get in a hurry.

[@FlyWirescottperdue]

@@Joe_Not_A_Fed That is true Joe. Night is a different animal!

[@MalcolmRuthven]

The Bonanza is known for that, which makes it even more dangerous when a VFR pilot enters a cloud. Long ago I practiced this by banking only 10 degrees and letting go, and sure enough the bank started increasing until I had to recover manually or would have been in a steep spiral dive.

[@fishercawkey]

I learned to fly in an L23 Super Blanik glider. I don't remember what it would do at 10 or 20 degrees, but definitely at 45 degrees it would want to spiral in. I imagine that many gliders have similar characteristics due to the long wings, exaggerating the lift differences between the inside and outside wingtips.

[@bartonrobinett3790]

when you roll into a 45 degree bank to start it happens really fast. I prefer to demo this with 20 degrees as I think its a more realistic condition. Most people will react pretty quickly to 45 degrees. I’ve shown this characteristic to several Cessna pilots who were truly frightened by it until we went and did the same thing in their airplane. The difference is the Cessna doesn’t accelerate as fast and the trim reaction in which the nose comes up on it’s own isn’t so intense.

[@FlyWirescottperdue]

Good technique, great way to spread information and the experience around.

[@JRudd]

Just curious, are the doors easy to open in the event that you need to use the parachutes?

[@FlyWirescottperdue]

For the Aerobatic Bonanzas there is a handle you pull which releases the pins that hold the door to the airframe. The door flies away. So, pretty easy.

[@JoseRivera-lt2cc]

Other than one at a time, what’s emergency exit procedure to overcome G’s?

[@FlyWirescottperdue]

I put up specific videos explaining just that question on the EFM website... you have to join. eagleflyingmuseum.org

[@RaysDad]

Bonanzas are fast and fun but........