The following are the Flight Control settings in the Options Menu that I find work with my computer system and my joystick to approximate the roll and pitch response of my Baron.
For the purpose of this lesson the outside air temperature is standard for sea level 59 deg F / 15 deg C, the barometric pressure is 29.92 in and the wind is calm. The takeoff is made from an airport 400 feet above sea level (MSL) with a runway 5500 feet long (HII Lake Havasu City, AZ). The aircraft is loaded with full fuel ( 200 gallons/ 1200 lbs) and four passengers at 170 lbs each (680 lbs) for a takeoff weight of 4730 lbs. ( Maximum authorized takeoff weight is 5500 lbs).
The Before Starting and Starting Engines Checklists in the Pro Pilot 99 Quick Reference book are easy to follow so I will start with the Before Takeoff procedure:
With the aircraft aligned on the runway with the parking brake set, perform the BEFORE TAKEOFF checklist. The following is the procedure to perform a complete engine run-up one engine at a time:
The most important part of the takeoff is the liftoff speed. The aircraft MUST not become airborne below Vmc ( 84 kts ). That is the MINIMUM speed at which enough rudder control is available to keep the aircraft going straight if an engine fails during takeoff.
The rotation to takeoff attitude should not be started until a speed is reached that will allow the aircraft to climb if an engine fails and provide sufficient rudder control to keep the aircraft going straight. That speed for the Baron is 100 kts. During initial transition to the Baron the takeoff procedure in the checklist is best. Set takeoff power and check the gages with the brakes set.
After some time is acquired flying the Baron, the rolling takeoff can be used by releasing the brakes and then applying a smooth application of throttle to maximum. This procedure is only used however is runway length is adequate. (At least 5000 ft long at gross weight at standard outside temperature at sea level.)
As the airspeed reaches 100 kts, apply elevator to rotate to a 5 deg attitude on the Attitude Indicator ( the first small mark above the horizon line). When a climb is indicated on BOTH the Altimeter and the Rate of Climb indicator, raise the Landing Gear. Maintain the 5 deg attitude and allow the airspeed to increase unless it is necessary to climb at Best Rate of Climb Speed ( Vy 105 kts ) to clear an obstacle. In that case increase the pitch attitude to maintain 105 kts until clear of the obstacle then lower the nose to 5 deg.
When the airspeed reaches approx. 140 kts ( cruise climb speed that gives good visibility over the nose to look for traffic ) reduce to climb power by first reducing the manifold pressure with the throttles to 25 in and then reducing the RPM to 2500 with the propeller levers. The climb airspeed should stabilize at between 145 to 150 kts at a 5 deg attitude and the rate of climb should be between 1300 to 1400 ft per minute.
As the aircraft climbs above approx. 5000 ft msl ( above sea level) the manifold pressure will start to decrease below 25 in because the engines are not supercharged. this will require the throttles to be advanced to maintain 25 in. At some point the throttles will reach full forward and if the climb is continued, the manifold pressure will continue to drop and can not be regained.
This configuration is maintained until reaching 1000 ft prior to your selected cruising altitude. At that point, lower the pitch attitude to approx. 3 deg to climb at 500 ft/min. This is especially important if using the Autopilot for the level off. At an altitude before cruise that is 10% of your rate of climb ( example 10% of 500 ft/min = 50 ft ) engage the altitude hold ( ALT button on the autopilot panel ).
The autopilot should make a nice smooth level off at the cruise altitude. If the autopilot is not being used, at the same point lower the nose to the horizon on the attitude indicator and trim for level flight. Allow the airspeed to increase as much as it will with climb power still set and then set cruise power ( discussed next ) and complete the CRUISE CHECKLIST.
Selecting a cruise altitude and cruise power setting for the Baron depends on many variables. One of the major limiting factors for selecting a cruise altitude is that the Baron is not pressurized, so without the use of oxygen for the pilot and passengers 12500 ft msl is the maximum altitude for cruise.
Another factor in selecting an altitude is what is the terrain you will be flying over. Also to be considered is what is the distance you are going to be traveling. If the distance is less than 50 nautical miles and terrain or weather ( turbulence or icing ) is not a factor than 6000 ft is high enough. Beyond 50 miles 11000 to 12000 ft is practicable.
Cruise power depends on how fast you want to get there and how much fuel you want to burn. At 10000 ft with a standard outside air temperature of -5 deg C / 19 deg F and 65% power ( 22 in manifold pressure and 2300 RPM ) the Baron will indicate 155 kts which is a true airspeed of 174 kts / 201 mph with a fuel burn per engine of 13 gallons per hour leaned. At 6000 ft msl and 75% power ( 24 in and 2450 rpm ) it will indicate 180 kts which is a true airspeed of 192 kts / 221 mph with a fuel burn of 16 gallons /hr per engine leaned.
The key to descent is planning. Since the Baron is not pressurized,descent must be planned to take into consideration passenger ( and pilot ) comfort regarding pressure in the ears. For this reason a normal descent from cruise at a rate of approx. 1000 ft per minute should be used when ever possible.
To compute when to start the descent subtract the destination airport elevation from your cruising altitude. Multiply that number in thousands by 4.5 ( 10000 - 1000 =9000 9 X 4.5 =40.5 ) and that distance in nautical miles from the airport start the descent at 1000 ft/min leaving the power set at cruise and allowing the airspeed to increase.
As during climb, the manifold pressure will change as the altitude changes but this time it will increase. Reduce the throttles as necessary during descent to keep the manifold pressure at the setting that existed at cruise. This will keep the airspeed from increasing into the yellow caution range during the descent. Use pitch trim or autopilot trim to establish a descent configuration.
Some times it is necessary to stay at cruise altitude until closer to the airport. ( example turbulence at low altitude, icing or weather, or terrain ) In this case the "Slam Dunk" descent can be used. ( In a real airplane DO NOT do this if you or a passenger have a head cold.)
To start the slam dunk be sure the airspeed is at or below the maximum gear extend speed. ( VLo 152 kts ) then extend the landing gear. Next place the propeller levers to full increase ( forward ) and place the throttles to idle ( aft ). Push the nose down to start the descent keeping the airspeed at or below the maximum gear down speed ( VLo ).
The rate of descent will be in the range of 3000 to 4000 ft/min. From 10000ft using a slam dunk you can get down to pattern altitude from 15 miles out from the airport but it's not very comfortable for passengers and it's not very good for the engines cooling off so quick. ( Called shock cooling )
Whether landing from an ILS or a visual pattern, the key is speed control and trimming. The first three items of the BEFORE LANDING checklist can be done before arriving in the traffic pattern for the airport when time permits. The remaining items can be accomplished when in the pattern and verified with what is called the G U M P check. ( Gas on the fullest tank, Undercarraige down, Mixture full rich, Props full increase for a go around.)
Plan to arrive at the pattern entry at or below the maximum gear extend speed. When established on downwind leg, extend the landing gear. After the gear is down and showing three green lights, extend the flaps to the approach ( Apr ) setting. Unless the runway length is short ( less than 4000 ft ) I use 15 deg (Apr) flaps for landing. If an engine fails on final with full flaps ( 30 deg ) extended a go-around would be very difficult if not impossible.
During the extension of the gear and flaps on downwind do not let the aircraft sink below pattern altitude. Power will have to be increased due to the increased drag. Approx. 20 in manifold pressure should give 130 kts in level flight. When ready to turn a 2 or 3 mile base leg, place the prop levers full increase and do the G U M P check.
As you start the turn to base leg, reduce the manifold pressure to approx. 14 in and start a 500 to 600 ft/min rate of descent. The airspeed will decrease with the power reduction. The target speed until over the end of the runway is 110kts. Use the elevator to control the rate of descent and the aiming point on the runway. Use the throttles to control the airspeed.
When over the end of the runway, place the throttles to idle and apply up elevator to raise the nose to level attitude and hold it there until touch down. Using approach flaps for landing reduces the tendency to float but because of the higher speed, if you pitch up too much the aircraft will balloon. After the main gear is on the runway, lower the nose and apply brakes.
When flying an ILS approach, have the aircraft in the landing configuration ( landing gear down, flaps at approach ) and at approach speed ( 130 kts ) prior to intercepting the glide slope. At glide slope intercept reduce the manifold pressure to 14 in and fly down the glide slope at a target speed of 110 kts just like a visual approach.