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From Default to "Study Level"! | LDA Approach | Black Square Analog Bonanza | Full Review | MSFS

Mar 21, 2024
capacity 394 Northern California check you have information from Lima in Reno and wait from a17 left good information and I just want straight to Haley let's go 33 94 right if you want Arnav's x-ray first from Haley yes please hi everyone again and welcome back to the channel In today's video we are going to take a look at the next installment of the

black

Square steam gauge

review

series and that is of course the Beechcraft A36 Bonanza

analog

ue. I'm sure by now many of you are familiar with

black

. Square Steam Meter Review Series for those who aren't, although the series essentially aims to

review

several of the

default

aircraft in the Sim.
from default to study level lda approach black square analog bonanza full review msfs
Fundamentally, the vapor gauge overhaul series updates the aircraft systems and of course gives us mechanical gauges inside the cockpit, but you. We will also notice throughout the video that the aircraft has also been significantly improved in a number of areas including the flight model sound, multiple avionics options are available as well as over 80 random or programmed failures, other interesting details we also get Advanced engine modeling, including spark plug. Fouling Vapor Lock Flooding backfires, so it really is different from the external model of the aircraft, which remains unchanged from the

default

, as you will see throughout the flight, the black

square

analog

King Air is really a completely new aircraft in most aspects.
from default to study level lda approach black square analog bonanza full review msfs

More Interesting Facts About,

from default to study level lda approach black square analog bonanza full review msfs...

Just the flight has been very kind here. To use it, I've taken early access to see the product, so as always, be aware that this could mean there will be improvements and changes to the plane before launch. That said, the A36 was not in a very nice state when I started flying. and I hope that what you see here in today's video is very representative of the final product. I have what I hope will be another very interesting flight scheduled for you today, landing at the Reno airport. We're taking the plane back home to Lake Tahoe.
from default to study level lda approach black square analog bonanza full review msfs
Some of you may remember that we flew the same route in reverse using the Coronado Bonanza and I thought it would be interesting to fly the same route again to compare the newer ones. version of the aircraft unfortunately the weather has not been so kind to us here today but of course it will give us the perfect opportunity to test the IFR capabilities of the A36 so as usual we will carry out a

full

test. I fly the aircraft from a cold, dark start to shutdown, hope

full

y that will give you a good opportunity to see the

level

of depth that has been modeled on the A36 that we will also be flying on the LDA

approach

.
from default to study level lda approach black square analog bonanza full review msfs
Track one eight at Lake Tahoe is something pretty unusual so I hope you enjoy it and then at the end, as always, although this video is not strictly a review as we are giving an early access look at the product, I'll give you my opinion. in the black Square analog Bonanza, as always ladies and gentlemen. I hope you enjoyed the video again. I think it should be a pretty interesting flight under IFR conditions and I hope you learn some tips and tricks along the way if you enjoy the content, consider giving the video a like and if you haven't already, consider subscribing as well to channel.
Once again, we'll run things from a cold, dark start, so let's head to the cockpit. of the A36 and we'll start running that process, so here we are in the black

square

cockpit and recording the A36 Bonanza, as you can see, a pretty gloomy day here in the Reno terrain, definitely, the IFR conditions in the Route potentially also We may spot some lighting conditions as we go, technically the Bonanza is not certified for icing conditions, but I think it will make for a pretty interesting fly, especially for the

approach

towards Lake Tahoe later on. It's okay to move on for now, as always.
You've already done the running walk before Star Treks, so no safety instructions are required for passengers, the seats are in place for takeoff. The rudder pedals have been adjusted, the seat belts and shoulder harnesses are secured, the landing gear handle is selected down. The calibration flaps are open if desired. The circuit breakers are checked and as always with a black square product it is worth checking that the circuit breakers can be removed and there are random faults modeled into the aircraft so the circuit breakers can also be tripped. The alternate static source is configured on the normal left side breakers.
Again, check that your selector will start on the left and in terms of fuel quantities I expect to see around 20 US guns in each main tank. I have about seven gallons in each tip tank just to check the functionality of those later. the battery alternator and the seal alternator can turn on the enunciator is just the gyro that warns life now waiting to see that and carrying out to test the functionality of the light there it looks good everyone looks The master is selected for the outputs the beacon and navigation lights can be turned on but the landing gear indications we have gear down three greens the bus voltage is checked and for the fuel quantity indications as we suggest about 20 years weapons there in each main tank in approximately seven in each of the tip tanks the start itself is definitely going To be a cold start, you can see about minus two degrees of outside air temperature currently, so the propeller can fully advance.
The mixture can become completely rich. The throttle is wide open. We will prime the engine so that it initially reaches the low position. on the auxiliary pump just checking functionality there and all the way up, just waiting for us to see a spike in fuel flow, now that we have the engine primed, we'll close the throttle and leave it about a half inch open to start the engine. It's modeled pretty well on the Bonanza, we'll talk more about that as we go, but we certainly have to be pretty precise with the stops, just to get the engine to start anyway, as always, just checking that there's no one in the vicinity of the propeller.
Just got the ground crew on the left, we'll give you a clear shout and close that DV window once again, go down for Max and crank to the stop position so the engine turns on the start warning light and the engine goes off. pressure. go up, so setting the throttle to 1000 RPM we would have a good start, so running the crank checks that the bus voltage looks good. The alternator charge is checked. All pressure we are looking for at least 10 psi in 30 seconds. Look, we're now inside the green band, so leaving the engine idling between a 1 1200 RPM mixture, we're actually just going to lean here slightly on the ground, since we're currently sitting around 5000 feet again, the engine is modeled quite accurately, so you get, for example, dirt on the spark plug so that the mixture is established, the enunciators are checked, the instrument air pressure is checked, and the evidence.
The Master can continue to wait here for the TDS Garmin gtxi to initialize. We don't need the secondary GPS here today, so we'll turn it on. That's good, the test of the Towers system and for the transponder for now we will be on hold. There are a couple of things that are not currently stored on the aircraft, which would be nice, for example the transponder is one of them, so the g10xi has been initialized. We'll get the weather here first, so let's just go to Flight Plan and Reno, that will actually give us real world conditions.
It's not much use to us right now, but we'll set the altimeter to two seven, we have q h around uh three zero. two five and that's set on both sides which gives an airfield elevation of around 5040 feet which matches the airfield elevation so the last thing is a set for the EG gen Pretty easy flight for us today. Heading out of Reno into the Valley viewfinder, which is Sarah Romeo School Valley whiskey, and then into Lake Tahoe, which is kilo Tango Victor Lima, back to that, that's right 148, did you hear the last arrival lighting up as he was talking with it, so we have Reno out of School Valley and then Lake Tahoe, the VR frequency itself is one, three decimal places, two, so we'll adjust it and we can just transfer it directly when we go back to the map.
The page route to School Valley is 199. We'll set it up in the HSI and you can see that they are already picking up the Valley DME score which shows 34.2 miles to the VOR and if you look at the top right of the ggnxi, what do you have with the Visually identified VOR? Sierra Romeo Whiskey says 200 and 199 there on the HSI, what's that hit error? We are in my head. I'm going off runway 3-2, so the GPS is set to autopilot. We are going to climb up to 12,000 feet initially at the preselected 12,000 and we will preselect a vertical speed of 700 for the climb as well.
We can say that later the lights once again turned on the beacon and navigation lights, we will also turn on the taxi light. in preparation or the taxi and it's a little gloomy outside, so we'll use the lighting panel there as well, which as you can see, has been done very well and what's worth it is the flood panel that gives it that blue tone so characteristic of beach boats. We'll just be using the panel lights for now, so I like to set the cabin heat. We currently have defrost activated. We can probably remove it again for now.
That was from a previous flight. We'll leave our cabin air on and for the cabin heaters, you can see that they will simply increase the temperature of the cabin, which is also modeled. You have to manage the heating and cooling of the cabin as you go. A really nice feature, we'll leave it as is for now. We'll be keeping an eye on the temperature, the cabin heater is set to circuit breakers once again, just checking that none of them have blown during startup and for the oil temperature, we're looking for at least 24 degrees here before starting a taxi. about 60 now so we're ready for the taxi in terms of overall temperature so we'll assume we've been cleared for the taxi again we're going to exit runway three two so it'll be a nice short taxi for us , not much wind today, but we'll point in the direction of runway 3-2 for advancement, the apartment can come out and just turn right here, make sure our ground gear flows 772 Arena Tower traffic Pilates five miles final wind 190 in one eight that's two four Runway one seven left two to take off not just taxi Go straight to join the main taxiway that exits towards the thresholds of runway three two and two six There is no traffic going down the taxiway main and looking at the windsock, it seems that the wind comes more or less from the east, in reality it is little, so we will simply make the route to the waiting point of runway three. two, I'm going to keep things nice and easy, so just by gently stepping on the brakes, we'll stop the plane at the holding points and once again, the partial brake will engage with the throttle to keep the runoff itself at a thousand RPM.
Just checking those temperatures and pressures, everything looks good, so now we get to 1700 RPM Challenger seven seven two zero contact, so there's 1700 checking the maximum first best on the left. I have about 120 RPM drop there on the left, which is within limits. We're looking at a maximum of 150 and we go back to both in the magazines and again all these types of things are modeled on the plane. I think there are also multiple failure options, for example a Magneto failure could occur, so it's worth it. Running the boost you can see they were actually a little bit low, around 1500 RPM, that's almost a 200 RPM drop there on the right hand mag, so potentially that's going to be a bit of an issue, they'll just wait it out. until we see what the peak is.
The RPM again is fine, so take a look around 1650, so it's still within limits there and obviously for the sake of today's video, we're going to get the plane into the air, if we're unlucky, we may have a glitch to deal with en route. back at 17:00 we will cycle the propeller, good afternoon, departure or tomorrow, departure from North Carolina 7720, okay, thank you, check the air pressure of the propeller instrument one more time, it is checked and now Smoothly returns to idle with the throttle, traffic is about eight miles. in front of you uh they're going to continue with Southlands a little bit there, but they're reporting that on a microphone drops before okay thanks from uh one zero thousand five hundred and it's idle there around 600 650 RPM so the period prior will be completed. back to a thousand RPM performing the rest of our checks, the pilotauto is set once again to 12,000 feet to climb, 700 feet preselected vertical speed and as I say, we'll arm it on climb, the G10 XI has been initialized.
Supply plan entered, transponder got 1200 and we'll go out and get engine instruments, enunciation lights checked, flight instruments checked between about zero eight five there on the HSI Compass agrees we have 199 there on the HSI bar heading error is set and the latest thing is they show around 5040 feet. HSI is once again set up, fuel we will go to the correct tank from time to time, just checking those fuel quantities, everything looks good will definitely have potential for some ice here again, we are going to try to avoid any icing conditions as best that we can. The plane is not certified for this.
You can see the temperature coming in now is around 22 degrees so hopefully we'll stabilize there, if not we'll just have to reduce the cabin heating a bit so the PT being on property doesn't need to. the flight controls are not all the way to the left, all right on the ailerons and tail up and down and on the rudder or left and right so that the flight controls are full and adjustment is checked of free electrical pitch and we will configure it for takeoff. I think about three units up is about right for takeoff. I don't know if that matches the green band or not.
I would assume the green band is the takeoff band, so it goes up about two units; Otherwise, we will find that the airplane is a little nose heavy, so the flaps are adjusted. We'll check the operation of the flaps coming straight to the down position here and visually confirming there, we have the goods flap lowering indicator light back to the approach configuration and once again visually checking the flaps, It's going to be a flaps up takeoff, so we'll go back to the up position and again just visually confirm that the flaps are up once again. Seat belts are secure shoulder harnesses secure doors and windows again one of the weakest areas of Black Square products no doors work on the plane which says a limitation of using the default SIM model but the door is closed and locked The window DV is closed passenger writing The desk is put away and the final items here before takeoff, we will put the landing lights in the packages you like.
The strobe lights are on. The transponder is set to alternate mode. The air conditioning is on and for the mix, we'll just move forward a little bit here. but we will stay after Rich, since we are at about 5000 feet and on stage everything is visually checked. We hope to be clear of any traffic coming down, so we partially stop and line up here on runway three two five 148 taxi. to the rampant via Charlie and just monitor the terrain one two one point nine okay, clear to resist via drag Boise to one nine zero wait three seven zero five Yellowstone seven seven read that right um so far I'm ready for departures and arrivals at the Sand, major lights on the right outside our city, okay, so we're pretty well lined up here now on Runway Three, Two, it looks like we've got a little break in the weather ahead of us too, so we should be able to stay visually clear. of the terrain at least until we reach 10,000 feet.
The apartment can come out with that turbocharger. We should be able to maintain 30 inches of manifold pressure even at 5000 feet, so just spit on it. Accelerate well Paris, check temperatures, pressure looks good. The plane only wants to turn right up to 80 knots, so loosen the yoke and we are born. We will leave the train down until we clear the runway if necessary. Landing straight again in a bit of a hurry and now we're in the clear, so hitting the brakes and upshifting, I'm initially going to do a maximum performance climb, so we'll maintain full power, full RPM and pitch at 100 knots. again until we hit 10,000 feet, making sure to get away from the gear as quickly as possible, needing just a little bit of right rudder here to center that ball again with a pretty high power setting, so setting at 100 knots the rig it's up, the flaps are up, but the seven cuts that open the center one, two, eight, eight, empty day overall during takeoff, the plane felt reasonable, definitely, you can still feel the DNA there from the default Bonanza , a little restless at the helm, but not too much.
Bad and pretty heavy on rotation, like I say, even with that, there's a little bit of clipping two four zero Finance, so I just go up seven thousand feet and again almost visually clear with the train that we're going into the cloud. pretty soon, although it's also quite hot in the cabin now 29 degrees, we'll deal with that once I've

level

ed the plane, it doesn't look good at speed, the plane is pretty straight forward, it flies hand in hand a little to the left . -Wing bias down, we can trim that too later in CE, we've set the cruise power, there's eight thousand, so another 2,000 on the climb still seen with the gear, we actually only come out slightly to the left here, get us away from this.
The cloud bank tries to maintain visual conditions as best we can, and of course that will also make us turn onto our flight plan path a little earlier. With that in mind, we can focus the course of the error plan. Now it's 9,000 feet in altitude okay, we're a contact 5014 open Center one three two point zero five we're turning with about one six zero that should get us back on our flight plan heading obviously we're slightly to the right of that currently I'm Happy to make the turn now you can see we're moving away from the high terrain to the southwest it's climbing to 10,000 so we can get back to cruise climb now we'll go for 25 inches of manifold pressure it's not rising At that speed and there's 2500 rpm, now we're going to launch around 120 knots and as we discussed, we're going to increase the altitude that we're going to capture in a moment, there's the flight director heading there as well as a sort of exit pressure radar contact.
Out of Park City just now we reported our lighting service shops all over our airspace and most of the departures Arena supports the same bike shop, that sounds good or we started picking it up good so I trimmed the error pretty well of course that we will obtain. autopilot on, so we have the flight director extending his arms. Autopilots again. Preset climb rate of 700 feet per minute which appears to be doing a good job at the speed the cruise line verifies. We have the prop set at 2500. throttle rpm we will leave it at 25 inches for now 1000 to go the mixture will still lean here but we will lean it correctly once we are in cruise The air speed looks good the autopilot is activated the temperatures and engine pressures are checked the cow flaps will be left open for now the auxiliary fuel pump is off that's the cruise contract is complete the stock temperature looks pretty good now in fact as we continue to climb here towards the coldest area, so you can see again a very good modeling in general, just going up a little.
Here you can also see the range, we are returning to our flight plan course and showing approximately 32 miles here to run towards Score Valley, there is definitely potential for some icing currently so we will take the property ice here as well. PT en I think we discussed on the ground that the Bonanza knot certified that the flight was not pleasant and the conditions that we currently see on the fuselage seem clear, but there are definitely some potential prices. Like I say, we're really going to push the boundaries a little bit. Today's flight is just for interest, so we are approaching 12,000.
The autopilot is doing a very good job so far of leveling the plane and having flown, the planes are a bit at this point, so far the Autopilot seems to shoot the plane very hard. Well, he's very capable, this guy had 53 uh, 94 critical points, he says 12,000 feet. We have alternative capture back to our cruise power setting. We're looking at 22 inches in manifold pressure and 2300 RPM. We can also tilt the mixture. At this point we will close the hatches on the car and as you can see we have a little computer that displays the EGT. We can also use it for the tilt function and it also shows the engine power which is pretty good so we'll just tilt the mixture here until we see Peak HP looks like we're pretty good as it was, they'll keep richening the mixture slightly here until let's see there, we already have the lean set, but we'll only go a little bit Looking forward, we'll go to Rich of Peak Horsepower Outputs Kevin Juliet here raising the team's flight level 290.290 7720, so it looks like 184 is more or less our peak of horsepower, so like I say, I just slightly richen the mixture there, showing 182 23 degrees.
It's still too hot, we'll just make a notch there with the cabin. Heat up and now we are ready to set up the crews racing through the level. Often. The cruise tracks. The car's flaps are closed. The power is set. The auxiliary fuel pump is off. The lights can take the. landing lights off here too, actually we'll leave them on, let's discern again just for a moment, the fuel that you're showing is reasonably balanced here, just reaching the Amber Arc there on the left tank, we'll shift to the right again and while talking about fuel we will also turn those tip tanks back on just to demonstrate the functionality, there they will drain into the main tanks without noticing the time there also for the fuel change. 1719 Zulu because also we are coming to a little break here in the clouds, really beautiful scenery, 12,000 feet will keep us just above the train for our flight today, it's a little lower than would be ideal, but We opted for that partly to save a little time here on the climb.
We will discuss it further during the approach again. Hopefully it will be a really nice route and a really great demonstration of the A36's capabilities. Thank you, sir, operator, contact seven. miles southeast of Midland Airport minute 29660 two six we have 53.94 north caliber shot to verify that you have information from Lima in Reno and wait Brome a17 left this information directly to Haley, this guy 33.94, right, if you want the rnab to be first from Haley so I can Look, we just arrived at our flight plan runway and now we're navigating here on autopilot. We'll let the autopilot fly toward the Score Valley VOR.
We'll start a turn that will actually tie us into the approach to Lake Tahoe from VR, so we won't go straight into the field and we'll make that turn about 2.5 miles, just going at speed, one percent of that will be about 1.8 miles, but in reality it will be more than 90 degrees. turn around, about 2.5 miles should work pretty well, we'll start preparing the plane and then for the approach, so let's go to Lake Tahoe and load up the procedure. We want an approach, it will be the LDA, which is a directional approach localizer, essentially the meaning. There is that the locator doesn't actually take us directly to the slightly offset runway heading again, we'll discuss that as we go so we can load it and activate it, so for now we'll just get back on track, we want to keep tracking and tied.
Towards Score Valley we will enter, for the moment, just give us the TDI bar reference and check about 10 miles to run. Now you can see the approach itself which will take us over School Valley and then heading towards the field chart appears there as well, so a quick approximation of the chart itself will be based on the 108 decimal nine localizer frequency that we have tuned In standby mode, the approach heading will be 171 degrees. and we'll have to set it later at Airfield elevation 6 200 6300 feet and we'll fly the approach up to an MDA of 7000 well 7 200. That's a DH of 901 feet, so we'll set it here on on the right we'll call it a thousand here just to be a little more conservative, it's a little tricky to pinpoint the decision error there on the right, so there's a thousand in terms of the weather conditions, we need a 900 foot cloud. base and five statute miles.
I think it is a visibility. I'm not very familiar with the US charts, but we have those weather conditions, we actually bet heavily on here today again we land on runway one eight, we clearto the left and for Mr. Broche which you can see here on the graph now going down towards Score Valley. The celebrities approach a climbing right turn to 11,000 feet. I think three two nine taking us to the Valley School viewer and once we get to the virtual reality, we take control. it's going to be incoming 038 with the left hand hold the MSA for arrival 12,000 feet they were going to fly based on the MSA here the actual vertical profile initially gets us up to 12,400 but like I said, we're leveling up 12,000 here today just in order to reduce the climb and again that will keep us clear of the terrain as we looked at some other charts earlier so we show 4.6 miles, another two miles here before we start the turn, good to check the exit at the radial zero five nine, so We can set that up now ahead of time, let's go 53 94 310 degrees left on the certificate, you're a little bit further west and then send me a direct approach and once we have the airplane turned in, we'll discuss our profile. vertical and a bit more about our navigation, let's start here too, that will be quite interesting, we still have to test it on a black square product, they all have a unit just below the GPS, but for now I'm just keeping an eye on our DME, wait until we see that 2.5 right now, that's 2.5 starting the drift to the left.
I like to cut my condition, this disability is treated and there is nothing and the sky is darkened ahead. Sorry, probably around 12,000...and again, just double checking so that we have zero five nine set to the heading, you can see the plane about to start the departure, sometimes the vertical profile on the unit, actually we have the reference point here, initial solution. Just before reaching Loke, that's what he shortlisted. We have one, three decimal places, two for the score value. Boro zero five, nine radial exits and 16.2 miles. You can see if we change there to Arnav in the DME. that's already giving us information in reference to that, so it's showing 14.2 miles to go, so once we get on the radio here, we could try to briefly track out loud to narnav just to check the functionality, as I say in terms of that vertical.
So at 12,000 feet per hour, once we hit 20.4 DME on the localizer, we can send 10,200. Let's bring the plane down pretty sharply there to get to the altitude of 10,200 feet, and then we'll continue with the three-degree profile at from then on. making about 180 knots over the ground, so initially the descent speed will be about 900 feet per minute. Obviously we have the heights checked there on the way down and again towards the MDF 7,200 feet, so set well now on that radial. We'll just switch to our navigation navigation briefly, just test the functionality there you can see it shows 12 miles per hour for running and slightly to the right of course, but that turn worked pretty well because like we were just following the course there too for the moment, we'll leave the VR school value set and Leave the locator there on standby again, the audio focus, the reason why it's an LDA rather than a locator focus, you can see there that the course itself 171 is actually somewhat offset from the runway heading.
Runway one eight is mainly here, probably due to terrain issues. You can see that the locator there would actually take us to the upper terrain anyway, in terms of those tip tanks, they look like they've been emptied. Now those lights should turn off once they are empty. You can see our fuel tanks came back. up to just over 20 years of scans on each main tank as they are pretty much used up we will take them out now happy looking nice and showing Tim Master right now before making the turn again with our forward speed of around 180 knots . to be more of a 90 degree turn we will go about 2.5 miles again to make that turn which seems to work pretty well yeah thanks for the report change the device anyway in terms of the approach checks the finalizers are set .
The flaps are closed, adjusted as necessary, intermediate temperatures and pressures are checked. The fuel quantities we have already discussed. Fuel quantities look good and we have plenty to use on flaps and landing gear. We'll keep them for now. the landing gear before we begin the descent to our three degree slope just to help keep the speed under control and start to reduce that speed, we can reduce our vertical speed and then also the three degree profile that allows us we can also take the approach flaps. On the way down we'll hold the landing flaps until we can see the runway anyway, for now that's the complete approach checklist.
We'll continue here another four miles until we make the turn toward audio, uh, direct healing from here just under one zero thousand was the first question 394 affirmative artillery cross daily in your room rfx30 cleared above zero thousand on an approach of seven months through Haley above zero thousand clear X-ray one seven eleven twenty-four zero nine compact Exit Nor Cal. I see your status at three and a half miles to run another mile here until we make the turn. We have now also tuned into Tango Victor Lima, which is the locator heading towards Lake Tahoe. We will leave the forbidden course.
Now, right up until we make the turn, we'll use the heading error first to get the plane to turn and then we'll also change the CDI bar so that it's two and a half miles 171 on heading and taking into account the moment the CDI is still a slave to the vertical track of the ignition, there are 171. I'll put the heading error on a line and we'll go back to a navigation here on the HSI. It seems that the turn is a little earlier. We'll have to wait here until we get to the CDI bar before we start the descent and everything looks good there now, so we'll descend to 10,200 feet, we'll discuss, we'll drop gear just to help get that speed back and initially.
We'll go with a descent rate of about 700 feet per minute, just bringing the speed back to the White Arc so we can take the flaps as we wish. We'll be going about 120 knots now here on The Descent, you can see. there, that localized bar just fluctuates slightly. I gather that Back Square has actually accurately modeled the navigation aid outage and you can certainly see that the needle we're getting is a bit more realistic. We were on the layover for now, but we will only have To recover the Loke here going out to the left of our course, we show 17 miles to run and again 12.4 miles.
We can continue our descent. Now, with speed, we just increased that power slightly to give us 120 knots. We have three green ones. On the team, we will also periodically increase our mix there, although we are not going to be fully enriched again, as we will be landing at around 6,300 feet, 1,000 to go once we get back to that. located bar we can go back to navigation, let the plane track the Loke for us once again, the TG G10 all states of the United States. State charts are included and you can see great for situational awareness here, there's navigation once the plane continues directly to the local center, heading error back up and about another two miles to run here before We can continue the descents with that speed back to 120 knots now it should.
We need about 600 feet per minute to maintain the three degree slope and again we're going to go down to our 7200 foot MDA so the airplane just captures the exit, but again we have another 0.4 mile here before we can continue the descents, what is that 7200 here a little bit preemptively and once again we can put it together? That's 700 feet per minute now just reduce it to 600 as last discussed following the log and 12 miles slightly higher on the 9.3 profile we're looking for 9.500 feet just increase that vertical speed again to make sure we get back on profile down through ten thousand Landing lights are on again, just increasing that mixture as we go, engine temps, pressure looks good, speeds checked and we're just getting to 10 miles, so We're gonna go to approach the flaps potentially a little early, but it's good to do everything ahead of time on an approach like this, so the flaps are set to approach and 9.5 miles again 9,500 feet, so just a touch now We'll reduce that vertical speed, looking pretty good there, 9.5 just under 9 500. 7.4 is 8800.
We'll start keeping a good eye now also for the terrain, which is already visual with the terrain itself, but we're not too busy with Tahoe yet, so far so it looks. Pretty good on the approach, I'm still happy that with the speed and 7.4 DME it's what we're looking for next again. 8800 feet, start keeping a good eye on the field and it also appears that the radiation outputs are active, only reaching 2500 slightly. on the right, of course, we'll keep a good eye, it looks like the plane is correcting itself and it just passed nine thousand, so another 200 feet here, an upcoming altitude check, so 7,400 feet of altitude increases that vertical speed once again, Mr Bridge Point. itself is four miles from the runway, so we have another three miles here to Mr Broach point and again the MDA 7200 is quite happy that now we are visual, now we can't identify the runway yet, okay, now we have a Tahoe view.
The handle just stops our one o'clock time, it's probably a little tricky to make out in the video. We'll keep autopilot on for now. We'll just let the autopilot descend into the MDA. Approach checks. Landing lights are on in the fuel tanks. keep right tank is fairly balanced maybe ready to approach AirSpeed ​​has good fit is set up shoulder harnesses are secure seat backs are ready for landing that's approach check complete just get on the thousand to go another mile here until we hit the missed approach point just after two thousand feet there on the right and again at this point it's very visual with the runway, so the LDA approach worked pretty well there, we'll start to reduce our power and we will let that speed begin to decrease.
There is 20 inches in manifold pressure coming from the MR approach point. We don't need the missed approach, so we'll pause it for now, and when we get to Mr.'s approach point, we'll take out the autopilot. Keep reducing that power, I'll just keep the approach flaps for now. I think the landing flap on the Bonanza is quite slow, so we'll just keep the approach flaps and at 100 knots we still have that downward bias to the left, we don't trim it. during the cruise anyway for final checks the step is complete, the landing gear is fine, the flaps are down.
Landing clearance is not required. The track is visually clear and it looks like we have two reds and two whites around the puppy right now, very good. You can see from the profile that, in that particular case, the localizer is not very offset from the runway heading, but certainly some LDA approaches can be offset quite significantly. I'll also get rid of the flight director there, we don't need him. If it's already that good at speed, we'll take the flaps all the way to landing and again look good in profile in terms of the puppies, two red and two white, with those flaps definitely feeling that drag, let's check 500, we'll keep the speed at around 90 knots for now we certainly need a lot more power to do that with that extra drag and again we're going to dislodge to the right, we're going to try to land pretty much in the landing zone, there's no need to land early.
I have a bunch of Runway a little later, the puppies correct that, although I'm pretty happy with where we are visually currently and we just let that speed drop towards 80 knots as we release the throttle, it's keeping the Bonanza off, let's land. and the runway exit lights right next to the planes heads again drift to the right the brakes feel pretty good on the Bonanza they are by no means overly sensitive the braking speed feels reasonable just starting to pick up that braking force now as we approach the exits and as we said, taking the right, we'll wait until we're clear of the runway and then we can do the offline checks.
There will be no traffic coming down the main taxiway and Auckland to theleft. Well, go straight. here we will go and park right next to our 11 o'clock position, we have the main terminal building in front of us, there is a plane, they are currently parked and we will make the plane nice and slow, the flaps can go up. The landing light can work. Turn off the taxi lights, grab the strobe lights and turn off the ice and Peter, let's just straighten up here and then we can open the cow hatches. So the Cal hatches are open, the temperatures and pressures look pretty good, the adjustment will return it to the neutral position and again The landing light is off the transponder is off we will leave the mixture as it is again since we have a drain lift here pretty high air pressure and I'll just turn the plane keeping an eye on our right wingtip a little bit close to the building, I just need a little bit of power here as well to get the plane moving in the turn, okay, very well straightened out, beautiful view there of the hills, when we turn off we will activate the partial brake once again and as usual let the engine idle around 1000 RPM for the turn off, check that the pot switch is set, the electrical equipment just do a quick run over there to make sure everything is off and everything looks good just turn off the panel lights there too and the cab lights so electric. the avionics equipment is off, the avionics master is off, close the throttle and we can bring the mixture back to the idle cut-off position.
Nice shot there on the engine, looks like we picked up some ice there during the cruise, pretty interesting anyway, well. run it down, we'll turn off the chargers, the backup alternator, the alternator and the battery switch are bad and that's our complete shutdown checklist, so there you have it guys. I hope you enjoyed our look at Square's black analogue A36 Bonanza, certainly another very good effort from Black Square. and another great review of one of the default planes within the SIM again, this video is a preview of an early access product so you can expect some things to potentially change between now and launch, but even as it stands current, Bonanza is very good. product is a very capable aircraft and I think it is another great addition to the SIM.
Hopefully the flight there gave you a pretty good idea of ​​what the product is capable of, but we'll just briefly touch on some of the additions here, the updates that we can't see in the entire video, obviously, with the series of steam gauge review, it tends to be the aircraft gauges and aircraft systems that really get the majority of Black Square's attention; However, the product also boasts a large number of improvements and features in other areas, for example, as you have probably noticed, here we have multiple variants of the aircraft, so first of all we have the turbocharged A36 with tip tanks, which It's the plane we flew here today.
We also have the normally aspirated A36, both with tip tanks. and without them, there are multiple avionics options and configurations available, which can be changed on the fly and the aircraft company supports the TDS g10xi, the PMS gtn750, as well as the integration of the working title gns 530, another aspect of the black square product I really personally enjoy the plane. It comes with over 80 random or scheduled failures which can be based on a mean time between failures and again can also be programmed by the user. The Analog King also supposedly features the most advanced turbocharger simulation available in Microsoft's flight simulator which really surprised me.
During the flight you will notice that we were adjusting the mixture throughout the flight, it wasn't really necessary as we were actually below the critical altitude of our turbocharger throughout the flight. Engine modeling on the aircraft has also been significantly improved, the A36. For example, the spark plug model fouls the vapor lock, can flood the engine, and also induces firecrackers. We talked very briefly about the mathematically precise VOR and ADF signal attenuation and noise degradation, as well as the simulated environmental control system and the state of the JPI EDM 800 computer. The savings are also included in the aircraft, although, as As we commented, it's a bit hit and miss, there are certain things that save certain things that don't fit Black Square, although they have done so before.
It significantly improved both the Caravan and the King Air, so I suspect we'll see more features in line with the Bonanza in due time. The A36 flight model has also received some improvements, although they are less significant than the rest of the planes in terms of its revision and the same goes for the sounds of the plane, while the black Bonanza makes use of the default engine sounds Microsoft flight simulator

bonanza

. You'll also notice that a significant amount of custom sounds have been added to the plane which is really going to enhance the overall sound package and certainly makes Bonanza feel much more immersive.
It's probably worth pointing out once again that, as with Black Square's other products, here with Bonanza you still have the same limitations that we've seen above. Since the plane uses the default A36 external model, that means you can't open the doors on the plane, which is a bit of a shame, as always at this kind of price, apparently, although that's a key limitation, unfortunately it doesn't. There is nothing Black Square can do. do about it, it would also be nice to have some external accessories and accessories, but I suppose they would fall under the same limitation, otherwise, although I really enjoyed our outing in the analogue Bonanza, the plane is shaping up very well and is certainly looking to be up to par.
Pair with both the King Air and the Caravan. It's also worth noting that the black square analog Baron shouldn't be too far around the corner, which is pretty exciting on airplanes. I'm certainly looking forward to it and for those of you who are I'm excited about the Baron and maybe considering the A36 as well. If you buy the analog Bonanza, you'll be entitled to a 25% discount on the Baron when it launches once again anyway. I hope you enjoyed the video, if you did please consider gifting it to me. Please like and subscribe to the channel if you have any comments or questions for me, you can also leave them in the comments section below.
Many thanks to Just Flight for allowing us an early look at the Black Square Bonanza and as always, many thanks also to my channel members and sponsors for all their support. I hope you all are having a great day wherever you are, take good care of yourselves and I will see you all soon.

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