Hello again All!

Well, the g36 TN I was in the process of buying (see pics in earlier post) has changed hands. It is now, officially, mine.

This post serves only one purpose, a simple purpose: I am officially bragging. Shamelessly.

She is a beautiful bird. There is no other way to describe her. Simply a beautiful bird. I think I may name this one. We'll have to see if anything comes to mind after I fly her for a while.

-Michael

Charlatan! I don't believe a word of it without copious amounts of pictures entered as evidence...

Haha. there are a few on the previous page. BUT...since I have been called out on my lack of pictorial evidence...BEHOLD, Beechcraft

Michael
Welcome to the world of G36TN. I know you will really enjoy this aircraft. Congratulations.
Eric

Bill, here's a picture of my panel, nothing too special there. I took out the old turn coordinator and fitted an RC electric horizon after a vac pump fail followed months later by the bearings in the primary horizon giving up.
With regards to flying in Africa have a look at http://www.overflight.co.uk they specialise in clearances and handling etc. Key to the whole thing is fuel availability and you have to keep checking because the situation changes all the time. You have to be prepared to dilute avgas with mogas when supplies are tight.
You probably have a government website that will tell you which countries require visas. Being a Brit it's probably different for us. Certainly we needed Egypt, Sudan, Ethiopia, Tanzania, Zimbabwe and Malawi. We called in to Madagascar on the way back up and needed a visa for that too.
You might consider letting someone else do the spadework for you and join a group. Have a look at http://www.prepare2go.co.uk I haven't had anything to do with them but I see they have some trips planned. Travelling in a group provides extra security and you have a ready made social life every evening. Feel free to contact me if you have any specific questions you think I could help with.
Our route by the way was down the East side, the West coast can be a bit wild. We started in the UK and routed Salzburg,Dubrovnic (Croatia), Sitia (Crete), Luxor (Egypt), Port Sudan (Sudan) Djibouti, Addis Ababa (Ethiopia), Nairobi (Kenya), Kilimanjaro (Tanzania), Lake Manyara, Zanzibar, Lilongwe (Malawi), Livingstone (Zambia I think), Maun, Keetmanshoop (Namibia), and Cape Town. We came back up a slightly different way to take in Mombassa, Dar es Salaam, Pemba, Maputo and Madagascar. We called into some dirt strips here and there and on leaving Cape Town tracked up the 'Garden Coast' stopping off at George and Durban.
Are you thinking of bringing the Baron over the North Atlantic route?
Best of luck with making that trip. I found it extremely interesting if a little difficult at times. By the way Djibouti has to rate as one place I'm in no hurry to go back to but you might need it for fuel.
Hope this helps inspire you.
Will

Hello All,

It is great to see so many familiar faces from Avsig and the Beech Forum. My full name is Dave Burkart and I have been fortunate enough to have been flying for about 20 years. My first plane was a 1965 Mooney M20E a great airplane flew it about 1300 hrs over 5 years. I then purchased a 67 V35 with a 550 and I then understood why everyone spoke so highly of Beech products. I flew that aircraft for seven years prior to purchasing my current 66 V35 in which I installed an Ultimate 550. This has been an incredible plane loaded with all the goodies, Garmin 530, HSI, Stec 60-2, Stormscope, tip tanks and Garmin TIS. Thank you Jeff and Jeff for providing such a great site for all of us Beech folks.

I am based at 44N, Sky Acres, NY. Please stop by if you are in the area the airport has a great restaurant open Thursday thru Sunday 8:00 AM to 3:00 pm.

Dave, Welcome aboard. Great looking V-tail. I like the scimatar prop. With the prop and ulitimate 550 what TAS do you get at 24 sq'd (75% power). Just curious as I had a V35B for four years but it only had a three blade McCauley and IO-520.

Bill,

I have been a member of the Church of LOP 24 squared is 170 +- 1 or knots depending on winter or summer. My usual is 2300 and 21 inches at 12.5 gph around 145 knots IAS at 2500'. I commute to work in NJ daily VFR is 2500' IFR is 5000'.

Dave

Dave,
Thanks for the feedback. Its about what I expected, a 6 kt IAS difference due to the extra HP and efficiency of the scimitar prop.

Hello,
My name is Paul Stanton and I fly my Piper Warrior II out of KAPV in SoCal now but want to move up to an A36. I've been flying now only 2 years, with about 180 hrs., got my Private ticket 1 year ago and almost ready for my instrument check ride. I'm new to Beechtalk ( and on line forums as well.) . This is really a great Site. To those who put it together -- thank you.

My immediate mission is to get this instrument stuff down pat. But long term I would like to do 3 cross countries a year, spring, summer and fall. Need 6 seats for myself, wife and kids- 12,12,10,8 y.o.a. We are all small - total weight of us all now is only 590#. But I suspect they will continue to grow.

Flew to KTUS for the BPPP in January and learned a ton, wife just called and said my Ekelbar books just arrived. My first question is am I biting off to much to soon with moving into an A36 with relatively low hours.

Any thoughts greatlty appreciated.

Thanks,

Paul

Paul, I'd have to dig into my logs, but I believe I was in the mid 100-hour range when I first started flying Bonanzas (started with an F33A,went to the A36 after, I believe, 250 hours). With appropriate transition training, you should do fine, and you already show the right attitude with the Eckalbar books and BPPP training.

Same here. I had roughly 200 hours in 172s, 25 in an 172RG. The retractable time helped keep my insurance premium low on the Debbie. If you have a Garmin 430W and use the NACO charts at: http://www.allegory.com/pilot/home.do , you will do fine.

Welcome, Paul. I switched from Piper Arrow to V35 at about 500 hours, but I don't think you'll have an problem with the 36. The Bonanza is much easier to land than the Arrow/Cherokee. It does, however, require more vigilance in IMC, as things happen more quickly. Stall behavior isn't as benign either, but you can prevent stalls.

The critical thing is to get an instructor who understands how these should be flown.

Welcome, Paul.

Go for it! You will not regret it.

I too have smaller children and they do grow.

Good luck.

-MO

I transitioned into a Baron at 95 hours TT, albeit with a 'mentor' that I flew with for a year.

Transitioning into a Bo can be done, with vigilance.