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BE-76---I-Fly-Pete Powered By Docstoc
					Duchess (BE-76) Maneuvers and Operating Notes

Monitor Oil Temps and CHTs For All Single Engine Maneuvers
Before All Maneuvers
Steep Turns Slow Flight Power-Off Stall Power-On Stall

CLEARING TURNS, Circuit Breakers, Trim, Fuel Selectors, Cowl Flaps (closed),
Carb Heat (off), Engine Gauges, Fuel Pumps (on), Mags, Master Initial Power Simulated (Both Engines) Failure
18" @ 2300RPM cowl flaps half 15" cowl flaps open 15" cowl flaps closed 12" cowl flaps open left cowl closed right cowl open left carb heat on right carb heat off 15" @ 2300 RPM left cowl closed right cowl open left carb heat on right carb heat off 15" @ 2300 RPM Chop: Idle Drop : @ 140 @ 140 @ 110 @ 140 @ 110

Gear Flaps

Mixture & Props
Mixture: fwd fwd @ 100 fwd @ 100 fwd @ 100

Final Power
21" @ 110kts

45 - 50 deg, turn L & R, throttles as needed, 110kts maintain 80kts and alt, turn as required establish descent, recover at stall warning pitch up (1kt/second), recover at stall warning (1) slow to loss of control (slow at 1kt/second) (2) idle good, blue line (3) add power on good and maintain control 85, 75, 95kts gear down gear & flaps down flaps down windmilling prop - check VSI - check VSI - check VSI - check VSI - check VSI

19" @ 80kts idle @ 80kts 21" @ 80kts

VMC Demo

left engine idle

fwd @ 100

right engine full power right engine full power ------------------left engine 10" 2000 RPM

Drag Demo

fwd @ 100

Emergency Descent Engine Failure On Runway

Prop: fwd

pitch for 140 (VLO), bank away from burning engine ABORT (throttles idle), brakes, stop straight ahead


critical to ICO

Engine Out Procedure
Control Power Drag Identify Verify (Troubleshoot) Feather Secure - BLUE LINE, maintain directional control and altitude, raise the dead, ball 1/2-way out - Mixture, Props, Throttle - Flaps, Gear, Boost Pump (Guard the Good Engine: Watch Gauges, Open Cowl Flap) - Dead Foot, Dead Engine - Slowly retard throttle for suspected engine & watch gauges - Boost Pump, Carb Heat, Fuel Level, Fuel Selector, Mixture, Throttle, Primer, Mags - Quickly pull prop control to feather (on inop engine! ) - Fuel Selector - OFF, Cowl Flap - CLOSED, Mixture - ICO, Prop - FEATHERED Throttle - CLOSED, Fuel Pump - OFF, Mags - OFF, Alternator - OFF
1. Fuel Selector - ON 2. Throttle - 1/4 3. Aux Pump - ON 4. Magneto - Both 5. Airspeed - 100kts or Higher 6. Prop Cntl - Fwd Till Windmill, Then Half VS0 = 60 VS1 = 70 VMCA = 65 VR = 71 VSSE = 71 VX = 71 VY = 85 VXSE = 85 VYSE = 85 VG = 95 - 83 VFE = 120 @ 20o VFE = 110 @ 35o (Back to Blue Line) 7. Oil Pressure - Above Red Radial 8. Mixture - Full Rich 9. Throttle - 15" 10. Prop - 2300 RPM 11. Aux Pump - OFF 12. Alternator - ON 13. Oil Temp - Check 14. Oil Pressure - Check 15. CHT - 200oF 16. Carb Heat - OFF 17. Power - As Required

Air Start


VA = 132-116 VLR = 112 VLE = 140 VLO = 140 max demo'd xwind = 25

Single Engine Pattern

25" Downwind: 20", Gear DOWN, 100kts Numbers: 90kts Base: 85kts (76kt short final) Final: Flaps Only When Landing Assured Max 15o bank

Stall Recovery

Power Up: Clean Up: Climb Up: Cool Down:

Nose just below horizon, full power Flaps up, gear up Blue line Cowl flaps open

Pre-Takeoff Briefing
Engine failure on runway: Engine failure immediately after takeoff and gear is down: Engine failure after takeoff and gear is up: Throttle to idle, stop straight ahead Abort takeoff, land straight ahead You're committed to go (Engine Out Procedure, No Troubleshooting)

Duchess 76 - Checklist Notes (Normal Operations)
During startup, on very cold days, push in primer while cranking. During runup at 2200 RPM, don't feather props - bring back to detent only. During runup, check bus tie fuse by shutting down each alternator individually. Load on single alternator should be <40%. During takeoff, gear up when out of usuable runway. (Minimize time between V R and V YSE .) Maintain blue line (best climb) until pattern altitude or 1000'. During 1000' check, reduce power to 25" @ 2500 RPM 252 makes examiners happy. Or, as per POH, Full Throttle @ 2600 RPM Always turn aux fuel pumps off one at a time. Cruise: 24" @ 2300 RPM => 155kts @ 5000' (or 23" @ 2300 RPM for easy training cruise) Lean 100o ROP as per WVFC, or 25o to 50o ROP as per POH. Note: Do not over-lean. Make sure mixture is set mixture for smooth engine operation.

WVFC Rules
All landings at runways < 4000' and all single engine landings are full stop . All engine failures in pattern are simulated using the throttle. Upwind engine cuts are allowed at or above 500' AGL. For training, all engine failures below 3000' AGL should be considered altitude critical and must be simulated by retarding the throttle. The student should feather the inop engine - no troubleshooting. Engine shutdowns must be performed no lower than 5000' AGL and within reach of a suitable runway. VMC demo must be performed with simulated engine failure at 5000' AGL or higher.

Miscellaneous Notes
Recovery from simulated engine out: Bring operative engine to 23" and slowly advance inop. Try to use pre-maneuver flow as much as possible - during troubleshoot, secure, etc. Max time in a slip = 30 seconds. Single-Engine Operation Notes: Watch CHTs on good engine, it may overheat if left at full power. Reduce electrical loads to prevent bus tie fuse from being blown. In pattern, extend gear only when a continuous descent to landing is expected. Unless absolutely necessary, reduce power on good engine to 25" @ 2500 RPM or lower. For pattern work, upon reaching pattern altitude, reduce power to 18" @ 2300, close cowl flaps, and turn off fuel pumps. For simulated engine failure, remember to use carb heat on inop engine. During engine shutdown/air restart practice, move prop control quickly to feather to preserve accumulator charge. Minimum feathering RPM = 1000. Note that the Duchess will normally stall before VMCA is reached. Thus, if the stall warning is heard during a VMC demo, the recovery (idle, nose down) must be performed immediately. To set parking brake, pump the pedals with parking brake control pulled. To crossfeed, you must pressurize the fuel line by selecting the fuel pump on the engine you wish to crossfeed, then select crossfeed on the fuel selector for that engine. (level flight, emergency only) For all maneuvers, except emergency descent, extend flaps in 10o increments. Flap Operation: 10o take 4 seconds, 20o take another 2 seconds, full extension 2 seconds more. En route descents: 20" works well, plan 5 miles for every 1000', keep CHTs in green Carb heat is usually not needed for a normal landing. Prop Overspeed: Throttle - IDLE, Oil Pressure - CHECK, Prop Cntl - MIN RPM, Airspeed - REDUCE Zero thrust simulation = 8" @ 2000RPM For a good SE landing demo, leave zero thrust on simulated feathered engine until stopped.

Duchess 76 - Instrument Procedures
Before IAF (140 kts) Cruise: Cruise Descent: After IAF (100 kts) Level: Descent: After FAF (100kts) Level: Precision Descent: Non-Precision Descent: 23" @ 2300 RPM = 140 kts 17" @ 2300 RPM = 140 kts (500 FPM) 17" @ 2300 RPM 12" @ 2300 RPM Gear Down, Go Down - Seven T's 20" @ high RPM - gear down 15" @ high RPM - gear down (500 FPM) 12" @ high RPM - gear down (750 FPM)

Minimum speed = 85kts. Before FAF Level: After FAF Level: Precision Descent: Non-Precision Descent:

25" @ 2500 RPM Gear Down, Go Down - Seven T's 25" @ high RPM - gear as required 22" @ high RPM - gear down (500 FPM) 20" @ high RPM - gear down (750 FPM)

Note that the airplane may not be able to maintain level flight at 100kts with gear extended. If a circle-to-land or level flight at MDA is required, retract gear at MDA to maintain 100kts in level flight. For level flight, power on good engine is set to 25” @ 2500 RPM or greater as needed. In general, shallow descents can be made with gear retracted. Steeper descents will require the gear to be extended. All single-engine approaches are treated as altitude critical.

Operational Notes
Approach speed = 100kts Maintain 100kts after IAF for all approaches, except when Vyse is needed. Flaps are not used on instrument approaches with the Duchess. Flaps are only extended when landing is assured. Prop is set to high RPM at FAF or glide slope intercept. ILS desents can be fairly long. That's why we operate with gear down at 15", to keep the engine operating in the green. Non-precision descents are fairly short, so it's not as critical to operate in the green range. Remember to adjust manifold pressure as the airplane descends.

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Tags: BE-76, ---I-
Description: BE-76---I-Fly-Pete