Beechcraft Debonair BE35-C33

Transcription

Quick Reference Handbook
Beechcraft Debonair
BE35-C33
VH-FJF
Last revised: 14 July 2016
© 2016 Airborne Aviation Pty Ltd
www.airborne-aviation.com.au
THIS PAGE INTENTIONALLY LEFT BLANK
Contents
Aircraft Overview
General Information ...........................................................................
Equipment and Features .....................................................................
Recency and Restrictions .....................................................................
Panel Photo .......................................................................................
1
1
1
1
Performance – Specifications
Summary of Aircraft Performance and Specifications .............................. 2
Operating Limitations
Airspeeds ..........................................................................................
Power Plant .......................................................................................
Fuel System ......................................................................................
Tyre Pressures ...................................................................................
Manoeuvre / Load Limits .....................................................................
3
4
4
4
4
Weight & Balance
Weight and Moment Tabulations ..........................................................
Loading Arrangements ........................................................................
Centre of Gravity Moment Envelope ......................................................
Sample Configurations ........................................................................
5
6
7
8
Performance Charts
Takeoff Distances at 3050lbs (MTOW) ................................................... 9
Landing Distances at 3050lbs (MLW) ................................................... 10
Checklists
Normal Operations ............................................................................ 11
Emergency Operations ....................................................................... 22
Notes
Your Personal Notes .......................................................................... 29
NOTICE
The information and figures contained in this booklet are
to be used for general purposes only. This document is
not a substitute for the approved aeroplane flight manual.
Report errors to [email protected]
Aircraft Overview
This Beechcraft Debonair is our alternative to the medium performance
C182T.
It is ideal for advanced flight training (CPL), CSU and Retractable
Undercarriage endorsements. With long endurance, big load carrying
abilities and a high cruise speed this aircraft is great for cross-country
touring.
Equipment & Features
-
Dual NAV/COM (Nav 1 LOC/GS)
KING KR87 TSO ADF Receiver
Garmin GNS430 and Apollo MX20 GPS and Multi-Function Display
Narco AT150 TSO Transponder
Dual Axis Autopilot
Recency & Restrictions
Private Hire:
Dual training:
Recency:
Company check flight.
Possess PPL or higher
Flown type (or similar) in last 45 days.
Panel Photo
VH-FJF (Version: 20160714)
-1-
Performance – Standard Specifications
SPEED
Maximum at Sea Level ....................................................... 162 KTS
Cruise, 65% Power at 8000 Ft ............................................. 148 KTS
CRUISE
Using recommended lean mixture with fuel allowance for engine start, taxi,
takeoff, climb and 45 minutes reserve.
65% Power at 8000 Ft ............................................... 825 Range NM
Full Usable Fuel .................................................................. 5.6 HRS
RATE OF CLIMB AT SEA LEVEL: MTOW + ISA ............................... 950 FPM
SERVICE CEILING: ................................................................. 16,000 FT
TAKEOFF PERFORMANCE (ISA, Sea Level, MTOW):
Ground Roll ....................................................................... 1400 FT
Total Distance Over 50 Ft. Obstacle ...................................... 2100 FT
LANDING PERFORMANCE (ISA, Sea Level, MLW):
Ground Roll ....................................................................... 1200 FT
Total Distance Over 50 Ft. Obstacle ...................................... 1800 FT
MAXIMUM WEIGHT:
Ramp .............................................................................. 3060 LBS
Takeoff............................................................................ 3050 LBS
Landing ........................................................................... 3050 LBS
ZFW .................................................................................. n/a LBS
STANDARD EMPTY WEIGHT: ................................................. 2085.9 LBS
MAXIMUM USEFUL LOAD: ........................................................ 974.1 LBS
BAGGAGE ALLOWANCE: .............................................................270 LBS
WING LOADING: ............................................................... 17.2 lbs/sq ft
POWER LOADING: ................................................................ 13.5 lbs/HP
FUEL CAPACITY: (useable) .......................................................... 74 GAL
OIL CAPACITY: .......................................................................... 10 QTS
ENGINE: Teledyne Continental .................................................. IO-470-K
2600RPM .......................................................................... 225 BHP
PROPELLER: Diameter – 2-blade .................................................... 84 IN
The above performance figures are based on the indicated weights,
standard atmospheric conditions, level hard-surface dry runways and no
wind. They are calculated values derived from flight tests conducted by
Beechcraft under carefully documented conditions and will vary with
individual airplanes and numerous other factors affecting flight
performance.
-2-
Operating Information
AIRSPEEDS - NORMAL OPERATIONS
Takeoff:
Normal Climb Out ............................................................... 80 KIAS
Short Field Takeoff, Flaps 20º, Speed at 50 ft ........................... KIAS
Enroute Climb, Flaps Up:
Normal, sea level .................................................................... KIAS
Best Rate-of-Climb, Sea level ............................................... 90 KIAS
Best Angle-of-Climb, Sea level ............................................. 74 KIAS
Landing Approach:
3050 lb ............................................................................. 70 KIAS
2800 lb ............................................................................. 67 KIAS
2400 lb ............................................................................. 64 KIAS
Balked Landing:
Full Throttle, 2600 RPM (until obstacle cleared) ...................... 70 KIAS
V-Speeds:
Vne (never exceed) .......................................................... 197 KIAS
Vno (Maximum structural cruising speed) ............................ 162 KIAS
Vfe ................................................................................. 104 KIAS
Vle.................................................................................. 153 KIAS
Vlo.................................................................................. 144 KIAS
Maximum Recommended Turbulent Air Penetration Speed:
3100 lb ........................................................................... 128 KIAS
Maximum Demonstrated Crosswind Velocity:
Takeoff or landing............................................................ 17 KNOTS
Stall Speed:
Flaps Up, Power Off, Gear Up ............................................... 57 KIAS
Flaps Down, Power Off, Gear Down ....................................... 47 KIAS
Unless otherwise noted, the speeds listed above are based on a maximum
weight and may be used for any lesser weight. To achieve the performance
specified in the performance section for take-off distance of the aircraft
approved flight manual, the speed appropriate to the particular weight
must be used.
-3-
POWER PLANT
Oil Type: ........................................................................ W100 / 15W50
Oil Quantities
Maximum: ........................................................................ 10 QTS
Minimum: (Manufacturer) ....................................................... 8 QTS
Maximum Continuous Power ................................... Full Throttle/2600RPM
Cruise Climb ............................................................... 25in.Hg/2500RPM
Engine operating limits including RPM, pressures, and temperatures, can be
found by referring to the green arcs and red lines on applicable gauges.
FUEL SYSTEM
Total Capacity: ...................................................................... 80 gallons
Total Usable: ......................................................................... 74 gallons
Fuel Consumption per hour: ................................................. 14.5 gallons
Approved Fuels:
Option A ......................................... 100LL Grade Aviation Fuel (Blue)
Option B ..........................................100 Grade Aviation Fuel (Green)
MANOEUVRE / LOAD LIMITS
This aeroplane is certified in the normal category. The normal category is
applicable to aircraft intended for non-aerobatic operations. These include
any manoeuvres incidental to normal flying, stalls (except whip stalls), lazy
eights, chandelles, and steep turns in which angle of bank is not more than
60°. Aerobatic manoeuvres, including spins, are NOT approved.
Flight Load Factors:
Flaps Up ............................................................................... +4.4g
Flaps Down ........................................................................... +2.0g
The design load factors are 150% of the above, and in all cases, the
structure meets or exceeds design loads.
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Weight and Balance
-5-
Useable fuel is located at postition 75 inches
Floor structure limit is 100 lbs/sq.ft
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Checklists – Normal Operations
PREFLIGHT INSPECTION
Visually check the aeroplane for general condition during walk-around
inspection. Aeroplane should be parked in a level ground attitude to ensure
that fuel drain valves allow for accurate sampling. In cold weather, remove
even small accumulations of frost, ice or snow from wing, tail and control
surfaces. Also, make sure that control surfaces contain no internal
accumulations of ice or debris. Prior to flight, check that pitot heater is
warm to touch within 30 seconds with battery and pitot heat switches on. If
a night flight is planned, check operation of all lights, and make sure a
flashlight is available.
(1) CABIN
a) Pilots Operating Handbook and GPS handbook - Available in
aeroplane.
b) Air sickness bags –- ONBOARD.
c) Aeroplane weight and balance -- CHECKED.
d) Parking brake -- SET.
e) Control Lock -- REMOVE.
f) All Switches -- OFF
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(2) RIGHT Fuselage
1.
2.
Baggage Compartment Door -- SECURE
Static Pressure Button -- UNOBSTRUCTED
(3) EMPENNAGE
1.
2.
3.
4.
Control Surfaces -- CHECK.
Tie-down - REMOVE
Position Light -- CHECK
Cabin Air Intake -- CHECK
(4) LEFT Fuselage
a) Static Pressure Button -- UNOBSTRUCTED
b) All Antennas -- CHECK
(5) LEFT WING Trailing Edge
a)
b)
c)
d)
Flap -- CHECK
Aileron -- CHECK
Wing Tip -- CHECK
Position Light -- CHECK
(6) LEFT WING Leading Edge
a)
b)
c)
d)
e)
Stall Warning –- CHECK
Pitot Tube –- CHECK (Remove Cover)
Fuel Tank -– CHECK QUANTITY; Filler Cap - SECURE
Cabin Air Intake -– CHECK
Tie Down and Chocks -- REMOVE
(7) LEFT Landing Gear
a) Fuel Vent -– CHECK
b) Fuel Sump -– DRAIN
c) Wheel Well Door, Tire and Strut –- CHECK
d) Fuel Selector Valve Sump –- DRAIN. Cover and secure
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(8)
NOSE Section
a)
b)
c)
d)
e)
f)
g)
h)
i)
Engine Oil -– CHECK, Cap and Dipstick – SECURE
Left Cowl –- SECURE
Propeller –- CHECK, General Condition, Nicks, etc.
Landing Light -– CHECK
Wheel Well Doors, Tire and Strut -– CHECK
Induction Air Intake –- CLEAR
Engine –- CHECK GENERAL CONDITION
Right Cowl -– SECURE
Chocks -– REMOVE
(9) RIGHT Landing Gear
a) Fuel Vent -– CHECK
b) Fuel Sump -– DRAIN
c) Wheel Well Door, Tire and Strut -- CHECK
(10)
RIGHT WING Leading Edge
a) Cabin Air Intake –- CHECK
b) Tie Down and Chocks -– REMOVE
c) Fuel Tank –- CHECK QUANTITY; Filler Cap -- SECURE
(11)
1.
2.
3.
4.
RIGHT WING Trailing edge
Position Light –- CHECK
Wing Tip –- CHECK
Aileron -– CHECK
Flap -- CHECK
WARNING
IF, AFTER REPEATED SAMPLING, EVIDENCE OF CONTAMINATION
STILL EXISTS, THE AEROPLANE SHOULD NOT BE FLOWN. TANKS
SHOULD BE DRAINED AND SYSTEM PURGED BY QUALIFIED
MAINENANCE PERSONNEL. ALL EVIDENCE OF CONTAMINATION
MUST BE REMOVED BEFORE FURTHER FLIGHT.
1.
Fuel Tank Sump Quick Drain Valves -- DRAIN at least a cupful of fuel
(using sampler cup) from each sump location to check for water,
sediment, and proper fuel grade before each flight and after each
refuelling. If water is observed, take further samples until clear and
then gently rock wings and lower tail to the ground to move any
additional contaminants to the sampling points. Take repeated
samples from all fuel drain points until all contamination has been
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2.
3.
removed. If contaminants are still present, refer to above WARNING
and do not fly aeroplane.
Fuel quantity -- CHECK VISUALLY for desired level.
Fuel Filler Cap -- SECURE AND VENT UNOBSTRUCTED.
BEFORE STARTING ENGINE
1.
2.
3.
4.
5.
6.
7.
Pre-flight Inspection -– COMPLETE
Aircraft Dispatch -- COMPLETE / AUTHORISED.
Running Sheet Figures -- COMPLETE.
Maintenance Release -- CHECKED.
Air Sickness Bags -- AVAILABLE.
Passenger Briefing -- COMPLETE
Seats, Seatbelts, Shoulder Harnesses -- ADJUST and LOCK. Ensure
inertia reel locking.
8. Parking Brake -- SET
9. Flaps –- UP
10. Landing Gear -- DOWN
11. Circuit Breakers -- CHECK IN.
12. Fuel Selector Valve -– Fullest Tank.
13. Master Switch -- ON
14. ATIS / Clearance -- OBTAIN as required.
a. Master Switch -- ON
b. Radios/Navaids -- ON, set as required.
c. ATIS / Clearance -- OBTAIN.
15. Fuel Quantity Indicators -– CHECK QUANTITY
16. Master Switch -– OFF
17. Battery and Generator/Alt Switches -– ON (If external power used, turn
Gen/Alt Switch – OFF)
WARNING
DO NOT TAKE OFF IF GAUGES INDICATE IN YELLOW ARC OR WITH
LESS THAN 13 GALLONS IN EACH TANK
STARTING ENGINE (With Battery)
1.
2.
3.
4.
Mixture –- FULL RICH.
Propeller -- HIGH RPM.
Throttle -- OPEN .5 INCH (12mm).
Propeller Area -- CLEAR.
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NOTE
IF THE ENGINE IS HOT, AND THE AMBIENT TEMPERATURE IS 90F
OR ABOVE, PLACE MIXTURE CONTROL IN IDLE CUTOFF, SWITCH
AUXILIARY FUEL PUMP TO ON FOR 30 TO 60 SECONDS, THEN OFF.
RETURN MIXTURE CONTROL TO FULL RICH
5.
6.
7.
8.
9.
Magneto/Start Switch -- BOTH
Auxiliary Fuel Pump -– On until peak fuel flow, then OFF.
Throttle –- 0.25 inch
Confirm area around aircraft is clear -- call “CLEAR PROP!”
Ignition Switch -- START (release when engine starts).
NOTE
TO AVOID OVERHEATING THE STARTER MOTOR, DO NOT OPERATE
STARTER MOTOR LONGER THAN 10 SECONDS. WAIT 20 SECONDS
BETWEEN START ATTEMPTS. IF UNSUCCESSFUL AFTER 6
ATTEMPTS, WAIT 30 MINUTES TO ALLOW STARTER MOTOR TO
COOL
11. In Event of Overprime Condition:
a. Mixture -– IDLE CUT-OFF
b. Throttle -– OPEN
c. Magneto/Start Switch –- START position
d. As engine fires, reduce throttle to IDLE and advance the mixture control
to FULL RICH
NOTE
During hot starts, The Aux Fuel Pump is turned on
momentarily after starting to purge system, then turned
off.
10.
11.
12.
13.
14.
15.
16.
Set throttle -- 1000 RPM.
Oil Pressure -- CHECK. Confirm rising within 30 seconds or shut down.
AMPS/VOLTS -- Check for discharge.
Navigation lights and Flashing Beacon -- ON as required.
Avionics Master Switch -- ON
Radios/Navaids -- ON. Set as required
Flaps -- RETRACT.
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TAXYING
1.
2.
Brakes -- CHECK.
Instruments -- CHECK indications in correct sense.
BEFORE TAKEOFF
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Parking Brake -- SET.
Passenger Seat Backs -- MOST UPRIGHT POSITION.
Seats, Seatbelts and Shoulder Harnesses -- CHECK SECURE.
Cabin Doors -- CLOSED and LOCKED.
Engine Instruments -- CHECK
Flight Instruments -- CHECK and SET.
Aux Fuel Pump – CHECK OFF
Fuel Quantity -- CHECK.
Fuel Selector Valve -- RECHECK BOTH.
Throttle -- 1900 RPM.
Propeller – EXERCISE to obtain 300 to 400 RPM drop; return to high
rpm.
12. Magnetos – CHECK at 1700 RPM (variance between individual magnetos
should not exceed 50 rpm, maximum drop not to exceed 150 rpm.)
13. Annunciator Panel -- Ensure no annunciators are illuminated.
14. Throttle -- CHECK idle.
15. Throttle -- 800-1000 RPM.
16. Throttle Friction Lock -- ADJUST.
17. Trim -– SET
a. Aileron – NEUTRAL
b. Elevator - 0°
18. Wing Flaps – CHECK operation, then UP
19. Flight Controls -– CHECK PROPER DIRECTION, FULL TRAVEL AND
FREEDOM OF MOVEMENT
20. Mixture -- RICH.
21. Self Brief -- COMPLETE (Aborted T/O, engine failure, TEM)
22. Brakes -- RELEASE.
HOLDING POINT CLEAR CHECKS
1.
2.
3.
4.
5.
C - Clear approaches (final, base and RWY?)
L - Lights: Landing, Taxi, Strobes - ON (Nav - if required, eg. NVFR)
E - Engine: T&P green, flaps – set as required
A - ALT – set on TRANSPONDER and (3000 or 1200)
R - Radio – Frequency set, volume tested, request clearance.
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TAKEOFF
1.
2.
3.
4.
5.
6.
Take-off Power -– Full throttle, 2600 RPM
Power –- SET TAKE-OFF POWER (Mixture – SET as required by field
elevation
Brakes -– RELEASE THEN ACCELERATE to recommended speeds
Elevator Control -- LIFT OFF at 68 KIAS. Speed at 50ft 74 KIAS
Climb Speed -- 90 KIAS (Vy) 74 KIAS (VX)
Landing Gear –- RETRACT (when positive rate of climb is established
and insufficient runway remains for landing)
ENROUTE CLIMB
Maximum Continuous – Full throttle, 2600RPM, 90 KIAS
Cruise Climb – 25 in. Hg (or Full throttle) 2500RPM, 104 KIAS
1. Engine Temperatures -– MONITOR
2. Power -– SET AS DESIRED
3. Mixture –- SET FUEL FLOW
CRUISE
See cruise charts in performance section
1.
2.
Power –- SET
Mixture –- SET FUEL FLOW
DESCENT
1.
2.
3.
Altimeter –- SET
Power -- AS REQUIRED (avoid prolonged idle settings and low cylinder
head temperatures)
Mixture –- ENRICH AS REQUIRED
BEFORE LANDING
1.
2.
3.
Brakes -- Checked and parking brake OFF.
Undercarriage -- DOWN and locked.
Mixture -- RICH.
- 17 -
4.
5.
6.
7.
8.
9.
Fuel -- Check quantity, pressure and tank selection on tank MORE
NEARLY FULL.
Instruments -- Check temps and pressures in GREEN, QNH SET.
Switches -- MAGS both, MASTER on, LIGHTS as required.
Seat Backs -- MOST UPRIGHT POSITION.
Hatches and Harnesses -- SECURED and LOCKED.
Autopilot -- OFF.
SHORT FINAL
1.
2.
4.
P -- Propeller Full Fine (Full FINE)
U -- Undercarriage Down and Locked.
F -- Flaps Set as required
LANDING
NORMAL LANDING
1.
2.
3.
4.
5.
6.
7.
8.
Airspeed -- 70-80 KIAS (Flaps UP).
Wing Flaps -- AS DESIRED (0º-10º below 125 KIAS; 10º-20º below
116 KIAS; 20º-FULL below 104 KIAS)
Airspeed -- 60-70 KIAS (Flaps FULL).
Power -- REDUCE to idle as obstacle is cleared.
Trim -- ADJUST as desired.
Touchdown -- MAIN WHEELS FIRST
Landing Roll -- LOWER NOSE WHEEL GENTLY.
Braking -- MINIMUM REQUIRED.
SHORT FIELD LANDING
1.
2.
3.
4.
5.
6.
7.
Airspeed -- 70-80 KIAS (Flaps UP).
Wing Flaps -- FULL (below 100 KIAS).
Airspeed -- 60 KIAS (Until flare).
Trim -- ADJUST as desired.
Touchdown -- MAIN WHEELS FIRST.
Brakes -- APPLY HEAVILY.
Wing Flaps -- RETRACT for maximum brake effectiveness.
BALKED LANDING
1.
Power -- FULL THROTTLE, 2600 RPM.
- 18 -
2.
3.
4.
Climb Speed -- 70 KIAS until clear of obstacles, then resume normal
climb
Landing Gear – UP
Wing Flaps -- UP
AFTER LANDING
1.
2.
3.
Landing/Taxi/Strobe Lights -- OFF/AS REQUIRED.
Wing Flaps -- UP
Trim -- Neutral
SHUT DOWN/SECURING AEROPLANE
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
Throttle -- 1000 RPM.
Brakes -- SET
Ignition Switches -- CHECK L, R, then ON BOTH.
Electrical and Radio Equipment -- OFF
Mixture -- IDLE CUT OFF
Throttle -- CLOSED
Magneto/Start Switch –- OFF, after engine stops
Battery and Generator/Alternator Switches -- OFF.
Running Sheet Figures -- COMPLETE.
Aeroplane interior –- TIDY.
Control Lock -- INSTALL.
Pitot Cover -- INSTALL.
- 19 -
Checklists – Emergency Procedures
INTRODUCTION
Emergencies caused by aeroplane or engine malfunctions are extremely
rate if proper pre-flight inspections and maintenance are performed.
Section 3 of the approved flight manual provides amplified procedures for
coping with emergencies that may occur.
Should an emergency arise the basic guidelines described in this section
and the approved flight manual should be considered and applied as
necessary to correct the problem.
Procedures in this section shown in bold faced type are immediate action
items that should be committed to memory.
AIRSPEEDS
AIRSPEEDS FOR EMERGENCY OPERATION
Engine Failure After Takeoff: ................................................ 105
Maximum Glide: .................................................................. 105
Precautionary Landing With Engine Power ................................ 80
Landing Without Engine Power: ............................................... 80
KIAS
KIAS
KIAS
KIAS
ENGINE FAILURES
ENGINE FAILURE DURING TAKEOFF GROUND ROLL
1.
2.
3.
Throttle -- CLOSED.
Brakes -- MAXIMUM.
Fuel Selector Valve -- OFF
ENGINE FAILURE AFTER LIFTOFF IN FLIGHT
Landing straight ahead is advisable or maximum 30° Either side of nose. If
sufficient altitude available for manoeuvring, accomplish the following:
1.
2.
3.
Fuel Selector Valve –- SELECT OTHER TANK
Aux Fuel Pump -- ON
Mixture –- FULL RICH THEN LEAN AS REQ.
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4.
5.
Ignition Switch -– CHECK LEFT, and RIGHT, then BOTH
Alternate Air T-handle -– PULL AND RELEASE
If No Restart:
6.
7.
Airspeed -- 80 KIAS
Use of landing gear is dependent on the terrain where landing must be
made.
ENGINE DISCREPANCY CHECKS
CONDITION: ROUGH RUNNING ENGINE
1. Mixture –- FULL RICH, then LEAN as required
2. Magneto/Start Switch –- CHECK LEFT and RIGHT, the BOTH
3. Alternate Air T-Handle -– PULL AND RELEASE
CONDITION: LOSS OF ENGINE POWER
1. Fuel Flow Gauge –- CHECK
If fuel flow is abnormally low:
a. Mixture –- FULL RICH
b. Auxiliary Fuel Pump –- ON (Lean as required)
c. Auxiliary Fuel Pump –- OFF if performance does not improve in a
few moments
2. Fuel Quantity Indicator -– CHECK for fuel in tank being used
3. Alternate Air T-handle –- PULL AND RELEASE
If tank being used is empty:
Fuel Tank Selector Valve –- SELECT OTHER FUEL TANK (feel for detent and
check visually)
AIR START PROCEDURE
a. Fuel Selector Valve -– SELECT TANK MORE NEARLY FULL (check to
feel detent)
b. Throttle –- RETARD
c. Mixture -– FULL RICH
d. Auxiliary Fuel Pump –- ON until power is regained, then OFF. (leave
on if engine driven fuel pump is INOP)
e. Throttle -– ADVANCE to desired power
f. Mixture –- LEAN as required
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FIRES
IN FLIGHT
1.
2.
3.
4.
5.
6.
Vent Shutoff/Firewall Air Control –- PULL TO CLOSE
Mixture -– IDLE CUTT-OFF.
Fuel Selector Valve -- OFF.
Batt/Gen/Alt Switches -- OFF.
Master Switch -– OFF.
DO NOT ATTEMPT TO RESTART THE ENGINE.
ON THE GROUND
1.
Cranking -- CONTINUE to get a start which would suck the flames and
accumulated fuel into the engine.
If engine starts:
2.
3.
Power -- 1700 RPM for a few minutes.
Engine -- Shutdown and inspect for damage.
If engine fails to start:
4.
5.
6.
7.
8.
9.
10.
Throttle -- FULL OPEN.
Mixture -- IDLE CUT OFF.
Fuel Selector Valve -- OFF.
Batt/Gen/Alt and Magneto Switches -– OFF.
Fire Extinguisher -- OBTAIN.
Fire -- EXTINGUISH using fire extinguisher, wool blanket or dirt.
Fire Damage -- INSPECT, repair damage or replace damaged
components or wiring before conducting another flight.
ELECTRICAL FIRE IN FLIGHT
1.
2.
3.
4.
Avionics Master Switch -- OFF
Master Switch -- OFF.
Vents, Cabin Air, Heat -- CLOSED.
Vents, Cabin Air, Heat -- OPEN when it is ascertained that fire is
completely extinguished.
If fire has been extinguished and electrical power is necessary for
continuance of flight to the nearest suitable airport or landing area:
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5.
6.
7.
8.
9.
Master Switch -- ON.
Circuit Breakers -- CHECK for faulty circuit, do not reset.
Radio Switches -- OFF.
Avionics Master Switch -- ON.
Radio/Electrical Switches -- ON one at a time, with delay after each
until short circuit is localised.
CABIN FIRE
1.
2.
3.
4.
Master Switch -- OFF.
Vents, Cabin Air, Heat -- CLOSED (to avoid drafts).
Vents, Cabin Air, Heat -- OPEN when it is ascertained that fire is
completely extinguished.
Land the aeroplane as soon as possible to inspect for damage.
WING FIRE
1.
2.
3.
4.
Landing/Taxi/Strobe/Navigation Light Switches -- OFF.
Pitot Heat Switch -- OFF.
Sideslip to keep flames away from cabin and fuel tank.
Land as soon as possible using flaps only on final approach.
EMERGENCY DESCENT
1.
2.
3.
4.
Power –- IDLE
Propeller –- HIGH RPM
Landing Gear –- DOWN
Airspeed –- ESTABLISH 153 KIAS
LANDING EMERGENCIES
LANDING WITHOUT POWER
1.
2.
3.
4.
5.
6.
7.
8.
Seats and Seat Belts -- SECURE.
Airspeed – 105 KIAS
Mixture -- IDLE CUT OFF.
Wing Flaps -- AS REQUIRED
Landing Gear –- DOWN OR UP, DEPENDING ON TERRAIN
Battery and Generator/Alternator Switches -- OFF
Doors -- UNLATCH PRIOR TO TOUCHDOWN.
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LANDING WITH ENGINE POWER (GEAR RETRACTED)
1.
2.
3.
4.
5.
6.
7.
8.
9.
Throttle -- CLOSED
Mixture –- IDLE CUT-OFF
Battery and Generator/Alternator Switches -- OFF
Fuel Selector Valve – OFF
Keep wings level during touchdown
Doors -- UNLATCH PRIOR TO TOUCHDOWN.
Brakes -- APPLY HEAVILY.
DITCHING
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
Radio -- TRANSMIT MAYDAY on 121.5 MHz or appropriate frequency,
giving location and intentions and SQUAWK 7700.
Heavy Objects in baggage area -- SECURE OR JETTISON (if possible).
Landing Gear -- RETRACTED
Wing Flaps -- 20° to FULL.
Approach -- High Winds, Heavy Seas –- INTO THE WIND.
Light Winds, Heavy Swells -– PARALLEL TO SWELLS.
Cabin Doors -- UNLATCH.
Touchdown -- LEVEL ATTITUDE AT ESTABLISHED RATE OF DESCENT.
Face -- CUSHION at touchdown with folded coat.
ELT -- Activate.
Aeroplane -- EVACUATE through cabin doors. If necessary open
window and flood cabin to equalize pressure so doors can be opened.
Life Vests and Raft -- INFLATE WHEN CLEAR OF AEROPLANE.
SYSTEMS EMERGENCIES
INADVERTENT ICING ENCOUNTER
1.
2.
3.
4.
5.
Turn pitot heat switch ON.
Turn back or change altitude to obtain an outside air temperature that
is less conductive to icing.
Pull cabin heat full out and rotate defroster control clockwise to obtain
maximum defroster airflow.
Increase engine speed to minimize ice build-up on propeller blades.
Watch for signs of induction air filter icing. An unexplained loss of
manifold pressure could be caused by ice blocking the air intake filter.
- 24 -
Adjust the throttle as desired to set manifold pressure. Adjust mixture,
as required for any change in power settings.
6. Plan a landing at the nearest airport. With an extremely rapid ice build
up, select a suitable “off airport” landing site.
7. With an ice accumulation of ¼ inch or more on the wing leading edges,
be prepared for significantly higher stall speed.
8. Leave wing flaps retracted. With a severe ice build up on the horizontal
tail, the change in wing wake airflow direction caused by wing flap
extension could result in a loss of elevator effectiveness.
9. Open left window and, if practical, scrape ice from a portion of the
windshield for visibility in the landing approach.
10. Perform a landing approach using a forward slip, if necessary, for
improved visibility.
11. Approach at 80 to 90 KIAS depending upon the amount of the
accumulation.
12. Perform a landing in a level attitude.
STATIC SOURCE BLOCKAGE
(Erroneous Instrument Readings Suspected)
1.
2.
Static Pressure Alternate Source Valve -- PULL ON.
Airspeed/Altitude -- See Flight Manual (Section 5) for correction table.
PROPELLER OVERSPEED
1. Throttle –- RETARD TO RPM RED LINE
2. Airspeed -- REDUCE
3. Oil Pressure –- CHECK
WARNING
If loss of oil pressure was the cause of overspeed, the egine will seize after
a short period of operation
4. Land –- SELECT NEAREST SUITABLE SITE and follow LANDING
EMERGENCIES procedure.
GENERATOR/ALTERNATOR OUT PROCEDURE
A failure of gen/alt will place the entire operation of the aircraft on the
battery. Failure may be indicated by the ammeter. When a failure occurs in
flight, all non-essential electrical load should be discontinued to conserve
the batter life.
- 25 -
ALTERNATOR OVERVOLTAGE
If an alternator overvoltage conditions occurs in flight:
1. Battery Switch and Alternator Switch -– OFF MOMENTARILY, THEN ON
(resets overvoltage relay)
If overvoltage condition persists:
2. Alternator Switch -– OFF
3. Nonessential Electrical Equipment -– OFF to conserve battery power
ENGINE INSTRUMENT MALFUNCTION
In event of engine instrument malfunction, maintain last known RPM and
MP setting and proceed to nearest airfield and land. If a higher power
setting is required select maximum RPM and enrichen mixture
appropriately.
CAUTION
At high altitudes and low power settings, full rich mixtures may result in
poor engine operation. Adjust the mixture for smooth engine operation
upon power reduction.
LANDING WITH A FLAT MAIN TYRE
1.
2.
3.
4.
Approach -- NORMAL.
Wing Flaps -- FULL DOWN.
Touchdown -- GOOD MAIN TYRE FIRST, hold aeroplane off flat tire as
long as possible with aileron control.
Directional Control -- MAINTAIN using brake on good wheel as
required.
LANDING WITH A FLAT NOSE TYRE
1.
2.
3.
4.
Approach -- NORMAL.
Wing Flaps -- As required.
Touchdown -- ON MAINS, hold nose wheel off the ground as long as
possible.
When nose wheel touches down, maintain full up elevator as aeroplane
slows to stop.
- 26 -
LANDING GEAR MANUAL EXTENSION
Manual Extension of the landing gear can be facilitated by first reducing
airspeed. Then proceed as follows:
1.
2.
3.
4.
LDG GEAR Circuit Breaker -– OFF (PULL OUT)
Landing Gear Switch Handle –- DOWN position
Handcrank Gear Switch Handle -– (at rear of front seats) -– REMOVE
Handcrank -– ENGAGE and TURN COUNTERCLOCK-WISE AS FAR AS
POSSIBLE (approximately 50 turns)
CAUTION
The manual extension system is designed to lower the landing gear only.
DO NOT ATTMPET TO RETRACT THE GEAR MANUALLY.
5. If electrical system is operative, check landing gear position lights and
warning horn (check LDG GEAR INDICATOR and LDG GEAR WARNING
circuit breakers engaged).
6. Check mechanical landing gear indicator –- DOWN
7. Handcrank –- DISENGAGE. Always keep it stowed when not in use.
WARNING
Do not operate the landing gear electrically with the hand-crank engaged,
as damage to the mechanism could occur. After emergency landing gear
extension, do not move any landing gear controls or reset any switches or
circuit breakers until airplane is on jacks as failure may have been in the
gear up circuit and gear might retract on the ground.
LANDING GEAR RETRACTION AFTER PRACTICE MANUAL EXTENSION
After practice manual extension of the landing gear, the gear may be
retracted electrically, as follows:
1. Hand-crank –- CHECK, STOWED
2. Landing Gear Motor Circuit Breaker -- IN
3. Landing Gear –- RETRACT
INDUCTION SYSTEM BLOCKAGE
An alternate induction air door, spring-loaded to the closed position, is
located downstream from the induction air filter. If the induction air filter
- 27 -
becomes blocked eg. Ice) the differential air pressure normally opens the
alternate induction air door to provide induction air from the bottom of the
engine compartment. If the alternate induction air door becomes stuck in
the closed position, it can be opened by pulling and releasing the T-handle
located directly below the propeller control knob. This T-handle is placarded
ALTERNATE AIR PULL AND RELEASE.
EMERGENCY STATIC AIR SOURCE SYSTEM
THE EMERGENCY STATIC AIR SOURCE SHOULD BE USED FOR CONDITIONS
WHERE THE NORMAL STATIC SOURCE HAS BEEN OBSTRUCTED. When the
airplane has been exposed to moisture and/or icing conditions, the
possibility of obstructed static ports should be considered. Partial
obstructions will result in the rate of climb indication being sluggish during
climb or descent. Verification of suspected obstruction is possible by
switching to the emergency system and noting a sudden sustained change
in rate of climb. This may be accompanied by abnormal indicated airspeed
and altitude changes beyond normal calibration differences.
Whenever any obstruction exists in the Normal Static Air System of the
Emergency Static Air System is desired for use:
1. Pilots Emergency Static Air Source -– Switch to ON EMERGENCY
2. For Airspeed Calibration and Altimeter Correction, refer to
PERFORMANCE section.
CAUTION
Be certain the emergency static air valve is in the NORMAL position when
system is not needed.
UNLATCHED DOOR IN FLIGHT
Return to field in normal manner. Rate of climb will slightly reduce
otherwise general performance will not be affected
SPINS
Prohibited. If entered inadvertently, move the control column full forward
and simultaneously apply full rudder opposite to the direction of spin;
continue until rotation stops, then execute smooth pullout. Ailerons must
be neutral and throttle must be idle for recovery.
- 28 -
EMERGENCY SPEED REDUCTION
In an emergency, landing gear can be used to create additional drag.
Should disorientation occur under instrument conditions, the lower of the
landing gear will reduce tendency for excessive speed build-up. This
procedure would also be appropriate for a non-instrument rated pilot who
unavoidably encounters instrument conditions or in other emergencies such
as severe turbulence. Special inspection of gear doors may be required
after use at high speeds.
- 29 -
PASSENGER BRIEFINGS
It is important to brief your passengers thoroughly prior to flight, and also
keep passengers updated during the flight. Included are some suggestions
for items to be included in your briefs.
PRIOR TO GOING AIRSIDE

Passengers should stay with you while airside for security and safety.

No smoking anywhere while airside or in the aircraft.

Stay away from other aircraft and be alert to hazards.

Overview of flight and expected flying conditions.

Does anybody require the toilet before we take-off?
ON THE GROUND

Don’t scare your passengers by talking about engine failures, fires, or
similar – simply ensure they are told to follow your instructions and
know how to operate the doors and/or emergency exits.

Adjustment of seat belts and seat position.

Location of sick bags.

An intercom is provided so passengers can easily communicate.

Passengers to minimise chat when radio is busy, or as requested.

Front seat passenger should be encouraged to point out any aircraft
spotted that might be of conflict – another set of eyes is always useful.

Front seat passenger briefed on not interfering with controls.

If any passengers have any concerns during the flight they should be
encouraged to raise them.

Be sure to ask your passengers if they have any questions.

Encourage passengers to read the self-briefing cards if available.
IN FLIGHT

A running commentary of sights that can be seen, locations flown over
and how the flight is progressing can be useful.

Update your passengers about any change of plans.

Check on the status of your passengers regularly.
Should a situation arise in flight you should remain calm. Communicate
clearly and confidently the situation and your intentions to passengers.
- 30 -
SELF BRIEFING - DEPARTURE
A takeoff briefing should clearly state your plan-of-action for both when
everything goes as planned and when they do not!
“He who fails to plan, plans to fail!”
You should brief yourself on the following points:

How you plan on taking off and departing the aerodrome.

Consider any threats relevant to the departure and manage them.

Reasons for an aborted takeoff and how to execute it.

Dealing with an engine failure with runway remaining.

Dealing with an engine failure at low level with no runway remaining.
SELF BRIEFING - ARRIVAL
The arrival is the single most demanding phase of flight, and the one that
carries the highest risk. As with a departure briefing, a thorough self brief
on arrival is the key to a smooth and arrival.
You should brief yourself on the following points:

How you plan on conducting your approach to the aerodrome, and what
clearance or joining procedure you anticipate based on ATIS / AWIS.
Example:

Any NOTAMS relevant to your approach and landing.
Example:

Particularly strong crosswind and in-to-wind runway not available.
- Revise crosswind procedure, be go-around minded if unstable.
- Consider diversion if necessary.
The type of approach and landing you plan on making.
Example:

RWY 10/28 closed due soft wet surface.
Consider any threats relevant to the arrival and manage them.
Example:

Join upwind for RWY 06 at 1,800ft descending on upwind to 1,300ft.
Reduced flap setting due to strong winds, final speed 65-75kts.
If needing to go-around, the actions required to execute the procedure.
Example:
Full power, raise nose, establish positive climb, flaps up slowly,
communicate with ATC or other aircraft.
- 31 -
THREAT AND ERROR MANAGEMENT
TEM is an approach to flying that seeks to equip the pilot with the skills to
recognise and counter everyday problems which, if ignored, could result in
accidents or incidents.
Not all threats can be anticipated, it is unrealistic to make contingency
plans to try to cover unexpected events. Experience shows that many
threats can be anticipated, the first step is to identify likely threats. Once a
threat has been identified, it must be managed.
If you identify a threat that cannot be managed you should not go flying!
Example Threat
Management
High number of aircraft
operating at aerodrome
Extra vigilance of traffic in the circuit through visual means and radio
monitoring.
Tower closed, CTAF procedures
in operation
Without additional safety of tower protection maintain an enhanced
lookout and radio monitoring.
Short Runway
Ensure correct short field take-off or landing procedures are used and
that performance has been confirmed.
Terrain or obstacles
Maintain enhanced situational awareness, also modify departure or
arrival as appropriate.
Landing in to setting sun
Use another runway if possible. Wear sunglasses and be go-around
minded if unhappy with any aspect of the approach.
Adverse Weather
ie. Crosswind on landing
Ensure correct crosswind procedures are adopted and you are up to
the task (aircraft and/or crosswind recency). Be go-around minded if
the approach or landing becomes unstable. Request an alternate
runway if operationally required or preferred.
Your recency
Study aircraft procedures prior to flight and take extra time to
perform checks and monitor your own performance, or take a safety
pilot.
Aircraft status
ie. COM1 distorted / unreadable
Utilise COM2 for primary communications if available, otherwise
divert or abort flight after troubleshooting.
NOTAMS
Familiarise yourself with changes to regular procedures and include in
departure or arrival briefs.
ERROR MANAGEMENT
The TEM model accepts that it is unavoidable that pilots, as human beings,
will make errors. While errors may be inevitable, safety of flight requires
that errors that occur are identified and managed before flight safety
margins are compromised.
Identification of errors requires aircraft/systems/procedure knowledge and
situational awareness. Analyse your own performance and identify errors
before they lead to an undesired aircraft state or more serious error.
- 32 -
USEFUL INFORMATION
Location
Frequency
Camden
Tower / CTAF(R)
120.1
Ground
121.9
ATIS / AWIS
125.1
Training Area
Sydney Radar
Bankstown
Tower / CTAF(R)
132.8
Ground
119.9
ATIS / AWIS
120.9
Preferred diversion airport
124.55
NDB
416
Wedderburn
CTAF
122.55
The Oaks
CTAF
126.7
Airborne Aviation
Airborne Base
119.2
Phone
(02) 4655 7200
SYDNEY/Bankstown (YSBK)
- 33 -
Notes
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- 34 -

Beechcraft Debonair BE35-C33

Transcription

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