AMEL COMMERCIAL/ATP STUDY GUIDE

Required inspections? A V 1 A T EAnnualVOR- 30 days100 hourAltimeter (pitot-static) - 2 yearsTransponder- 2 yearsELT- 1 year

Documents in airplane? A R O WAirworthiness CertificateRegistrationOwners ManualWeight & Balance

What is ADM (Special Emphasis Area #10)? Aeronautical Decision Making. The systematic approach to the mental process used by pilots to consistently determine the best course of action in response to a given set of circumstances.

What is CRM (Special Emphasis Area #11)? Crew Resource Management. It is a concept that focuses on interpersonal communication and decision making in the cockpit.

How would you apply the CRM model to the following scenario?:Your commercial flight is approaching an airport experiencing low visibility and ceilings and getting worse, with 2 hours of fuel remaining including reserve, and behind schedule.

First, detect the threats (Wx, low fuel, schedule) using weather knowledge, situational awareness (state of the a/c in relation to fuel), communication and teamwork (amongst the crew, dispatch, ATC), and feedback (from the crew, dispatch, ATC).

Next, formulate a plan of action based on all the elements: We will attempt one approach and in the event of a Missed Approach, continue on to the alternate airport on file.

What is SRM? Single-pilot Resource Management. Applies many CRM principles into a single-pilot scenario. Also includes concepts of ADM, RM (Risk Management), TM (Task Management), AM (Automation Management), CFIT.

How can a pilot practically apply SRM? By using the 5-P Model before and during the flight:The Plan: Involves x-country planning, Wx, route, fuel, publication currency, etcThe Plane: Involves airworthiness, database currency, mechanical statusThe Pilot: Involves the IMSAFE checklist and Hazardous Attitudes (see PHAK Chap 17)The Passengers: Pilot vs Non-pilot considerationsThe Programming: Being familiar with how to use advanced avionics equipment and displays such as GPS and EFIS to increase situational awareness and reduce workload

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The above references are only highlights of the ADM concept. Become familiar with the following chapter in the PHAK (Pilots Handbook of Aeronautical Knowledge):http://www.faa.gov/regulations_policies/handbooks_manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2017.pdf

You notice on pre-flight an inverter is INOP, what is your decision process in regards to the airplane's airworthiness?91.205 required equipment?  If yes, NOT airworthy. If no, then is it...Required in the aircraft Equipment List? If yes, NOT airworthy. If no, then is it...Required by an AD? If yes, NOT airworthy. If no, then is it...Required by an MEL or MMEL? If yes, NOT airworthy. If no, then is it...Unsafe to operate without it? If no, have a good flight!

SYSTEMS BE-95

POWERPLANT

Type?  LHAND: Lycoming 0-360, 180 hp (at SL in standard conditions), Horizontally-opposed, Air-cooled, Normally-aspirated, Direct driveWhat does horizontally opposed mean? Means the pistons are arranged opposite of one anotherWhat does direct drive mean? Crankshaft connected directly to the propellerWhat does normally aspirated mean? Not turbocharged or superchargedHow is engine ignition provided? Through engine driven magnetos which are independent of the a/c’s electrical system and each other

PROPELLERS

Type? Hartzell,  Constant-speed, Full-feathering, 2-bladedHow to control them? Prop levers on the throttle quadrant, RPM gaugeHow do you Feather/Unfeather? Feather a prop by pulling the lever back to the stop marked "Feather." Unfeather by pushing prop lever up to desired RPMIf a prop were to suddenly feather, simply stated, what has happened? Loss of oil pressureRegarding oil pressure, what drives the props to a flat pitch, high RPM? High oil pressureWhat prevents the props from feathering on engine shut-down on the ground? Lock pinsWhat assists the props to unfeather in flight? Nitrogen accumulators assist in unfeathering by injecting oil back into the prop hub with the assistance of a rubber diaphragm in the accumulatorWhy are accumulators needed? Because the engine-driven oil pump does not supply pressure when the engine is stoppedProp sync? NOWhat is the proper way to hand-prop an engine with safety in mind? (In Commercial PTS only, NOT ATP) Aircraft tied down/chocked is essential. Always have a qualified pilot in the airplane. Proper communication between propper and seated pilot is also an essential safety function. When priming the cylinders, Mags cold and throttles closed. “COLD AND CLOSED!”

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Procedure:Propper: “HOT AND BRAKES!”Mixture full rich, Mags hot, Brakes setPull down on the prop, moving away from the arc of the prop

FUEL SYSTEM

Capacity? 112 total gallons, 106 useableDrains? 8 drains total -  One for each tank (4), One for each crossfeed (2), One for each low point (2)Pumps? 4 pumps - 2 engine driven (80-100 psi), 2 electric auxiliary controlled by switches in the cockpitTanks? 4 total - 2 mains which are located inboard on the wings and hold 25 gallons each.  2 auxiliary outboard on the wings and hold 31 gallons eachGauges? 2 gauges above throttle quadrant.  A switch next to the gear lever labeled "main" and "aux" allows the pilot to read the fuel quantity of the selected tanksHow is fuel quantity measured? A float type transmitter unit in each tanks sends a signal to the fuel gaugeFuel burn per hour? Approx 20 GPHType of Fuel? 100LL (blue)Selectors? 2 moveable selectors labeled "main", "aux", "crossfeed", and "off" allow the pilot to crossfeed fuelHow are the fuel selectors positioned for normal ops? As seen in figures 1 and 2 below, fuel selectors are positioned either on the mains or aux tanks

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During crossfeed ops, where is fuel drawn from, and fed to? As seen in figures 3 and 4 below, crossfeeding from Left to Right, Drawing fuel from the left aux or main tank to the right engine

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Limitations of the fuel system? Must takeoff and land on the main tanksCannot takeoff with less than 1/2 tanks in the mains

ELECTRICAL SYSTEM

Describe the electrical system... 28-volt system,  (2) 55 amp alternators, (2) 12-volt 25 amp-hour batteries wired in seriesWhat major systems are operated electrically? Gear & FlapsBuses? 2 buses -  One 12-volt bus located on the pilot's side which contains all avionics equipment CB's.  One 24-volt bus on the co-pilot's side containing Gear, Flaps, Lights, etc CB's.  Note:  Gear Relay CB is the 3rd from the left on the panelWhat is the reason for the difference between the battery (24V) and the system voltage (28V)? Because the battery won't charge properly without the extra couple of volts. If the electrical system were regulated to 24 volts, the battery would not recharge during flightHow are the alternators’ output controlled? Automatically by a voltage regulatorWhen excessive current develops, what protects the equipment? Circuit breakers

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LANDING GEAR

Type? Electrically Operated Tricycle, RetractableHow is it operated? By moving a two position switch on the right side of the panel How does it extend/retract?  By moving the gear switch, a reversible electric motor is excited and with the assistance of a series of push-pull rods the gear is extended.  The motor and gearbox are located under the front seatsHow is the nose wheel steered? Through a spring loaded linkage connected to the rudder pedalsWhat helps compensate for the shimmy tendency? A hydraulic dampener on the nose wheelWhat prevents inadvertent gear retraction on the ground? A squat switch located on the left main assembly opens the circuit when the strut is compressed by the weight of the airplaneWhat type of brakes does the BE-95 have? Hydraulic disc brakes on each main gearHow are the brakes controlled? Through toe pedals at the top of each rudder pedalWhat type of shock struts does the BE-95 have? Air/oil Olio strutsIf you arrive at the airplane for preflight and notice a red fluid on the ground by one of the mains, what has likely occured? A hydraulic leak in the brake lineWhat is the procedure for extending the gear manually? Gear Handle DownPull LG Relay CB (Right panel 3rd from left)Crank counter-clockwise until crank stopsPush LG Relay CB back inVerify gear down with 3 green lights/Mirror on cowling/Gear Down Indicator

OIL SYSTEM

Capacity? 6-8 qtsGrade? Aeroshell 100 SAE50Indicators? Gauges in cockpit read oil pressure and temperature

HYDRAULIC SYSTEM

What systems are operated hydraulically? Brakes & PropsReservoir Location/Servicing?  Located in the noseconeGrade? MIL-5606 (red) 

FLIGHT CONTROLS

Flaps? Plain flaps. Electrically powered and controlled by a flap handle left of the throttle quadrant.  To extend, handle must be placed in the full down position and flap extension can be stopped at any time by re-positioning the handle to the mid positionDegrees? 33 deg maxIndications? A red light for up and a yellow light for downHow are ailerons, rudders, and elevators controlled? By a series of cables, pulleys, and rodsTrim? Elevator, aileron, and rudder trim located below the throttle quadrant. 6 degrees nose up is used for takeoff

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ENVIRONMENTAL SYSTEM

A Janitrol 27500 BTU combustion heater draws fuel from the right main tank and supplies heated air to the cabin and windshield.  A switch labeled "cabin heat" turns the heat on and off.  A squat switch on the (L) main turns on a blower which cools the heater during ground ops.

ICE PROTECTION (Special Emphasis Area #12)

De-ice?  Carburetor heat (located below the throttle quadrant), Windshield heat (see above)Anti-ice? Pitot heat controlled by a switch on the control panelAlternate Static? The BE-95 in the Sheble fleet does not have and alternate static source, the VSI (least expensive) must be broken in the event of a need for alternate static

CREW AND PASSENGER EQUIPMENT

Survival equipment? NONEEmergency Exits? 2 in the back seats,  Pull the red pin & Push the window out

PERFORMANCE AND LIMITATIONS

Explain some of the adverse effects of exceeding the limitations of this aircraft?* Illegal* Unable to takeoff or abort a takeoff in the published distance* Poor climb performance* CG issues - stability, stall, cruise performance* Can damage the aircraft landing too heavy

Explain some of the effects of a forward CG?Increased longitudinal stabilityDecreases Vmc Slower cruise speed, Why? More drag due to greater AOAHigher stall speedLonger T/O rollMay not have enough elevator for flare

Explain some of the effects of an aft CG? Decreased longitudinal stabilityIncreases VmcFaster cruise speedLower stall speedMay be difficult to recover from spin

Faster cruise speed with an aft CG, Why? Reduced drag due to decreased AOA

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Explain the effects of an increase in density altitude as it relates to Vmc?Vmc decreases because as we increase DA, engine performance decreases. Because of this, the yawing moment decreases.

Calculate the following: (chart page - see charts in this packet)Accelerate-stop distance (6-20)Takeoff distance (6-2,6-3)2-engine service ceiling (6-7) Single-engine service ceiling (6-8)Landing distance (6-16,6-17)

CFIT is a common concern for all pilots, what can you do to prevent inadvertent CFIT?* Thoroughly review all DPs and STARS* Know your aircraft's performance and plan your flight accordingly* Properly evaluate your ability to plan and complete a flight safely (IMSAFE, PAVE)* Proper use of CRM and ADM

Scenario: You smell or see white smoke (usually electrical) in the cockpit, what is the procedure to remove it?MASTER SWITCH OFFPULL/TURN OFF NON-ESSENTIAL CIRCUIT BREAKERS AND SWITCHESMASTER SWITCH ONPUSH IN/TURN ON CB’S/SWITCHES ONE BY ONE TO ISOLATE THE PROBLEM

*OPENING A VENT WINDOW OR DOOR MAY IMPROVE THE SITUATION AS WELL

Know the following speeds and weights: (all speeds in MPH)Va - 160Vno - 185Vne - 240Vle -  150Vfe - 130Vy - 100Vx - 90Vr - 90Vso - 70Vs - 80Service Ceiling (100 FPM climb rate) - 19300 Max Gross - 4000Empty Weight - 2745Useful Load - 1255

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Single-Engine:Vmc - 84 (red line)Vyse - 100 (blue line)Vxse - 90Single-Engine Service Ceiling (50 FPM climb rate) - 6800

Normal Approach to Landing Speeds (flapless):On approach - 120Over the Fence - 110Over the Threshold - 100On Touchdown - 90

Describe the following effects of meteorological conditions on performance:Hot? Less HP, Longer takeoff and landing roll, Wings are less efficientCold? Cold and Dry and Low produce to opposite effects of above. Humidity? SEE HOT ABOVE!

Sample Weight and Balance Problem:1 Hour Night Flight in VMC conditionsYOU120# Man300# Woman (who wants to ride in back)100# BaggageTake just enough fuel to complete trip

Things to Consider:Where to put the woman (considering Vmc)Where to put the baggage

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BE ABLE TO DRAW THE PITOT STATIC SYSTEM...

PITOT/STATIC SYSTEM BLOCKAGES

Static port blocked:ASI - When a/c climbs from site of blockage, will over-read. Under-reads if a/c descendsVSI- Will read 0 since it can't measure changes in pressureALT- Will give a fixed reading from site of blockage

Pitot tube blocked: ASI- Will read 0

Just drain hole blocked:ASI- Reads erroneously high

Both blocked:ASI- Reads like an altimeter since all it is measuring is static air

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SHEBLE AVIATION ENGINE-OUT PROCEDURES* Everything in quotes/bold are callouts*

"STEP ON THE BALL, WINGS LEVEL,  BLUE LINE" - Fly the airplane!

POWER UP- "Mixtures" - Full fwd- "Props" - Full fwd- "Throttles" - Full fwd

"BLUE LINE, HEADING" - Fly the airplane!

CLEAN UP- "Boost Pumps" - ON- "Gear" - UP- "Flaps" - UP

"BLUE LINE, HEADING"  - Fly the airplane!

FEATHER UP- "Identify" - Dead foot/Dead engine- "Verify" - By pulling the dead throttle back - last chance to identify proper engine(* If at a safe altitude with time permitting, check dead engine magnetos, fuel selectors and quantity - If all normal then...)- "Feather" - Dead engine prop

"BLUE LINE, HEADING"  - Fly the airplane!

Backup shutdown with red ENGINE FAILURE IN FLIGHT CHECKLISTYou're not done yet! - If time and safety permits, secure the dead engine - Mags Off/Alternator Off/Fuel Selector Off/Declare Emergency with ATC

*NOTE* WHEN EXPERIENCING AN ENGINE FAILURE WHEN IN TAKEOFF PROFILE IT IS URGENT TO GET THE FAILED PROP FEATHERED ASAPAS OPPOSED TO BEING AT A SAFE ALTITUDE (3000 AGL)

*NOTE* BANKING 3-5° INTO THE GOOD ENGINE WILL STOP THE SIDESLIP (POPULAR CHECKRIDE QUESTION)

ENGINE RESTART PROCEDUREPROP LEVER FULL FORWARDBUMP STARTER SWITCH TO GET PROP SPINNING (to prevent having to accelerate to 120 MPH to get prop to windmill)MIXTURE FULL RICHINCREASE THROTTLE ON RESTARTED ENGINEREDUCE PROP RPM (TO PREVENT OVERSPEEDING)

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WHY IS THE LEFT ENGINE CRITICAL? Handy Acronym: PATS OR PASTBecause most American-made aircraft engines turn clockwise (viewed from the cockpit), including the BE-95, this makes the left engine critical due to:

P-FACTOR

1)   The DESCENDING BLADE has more thrust at high angles of attack AND

2)  The descending blade on the right engine has a LONGER LEVER ARM from the centerline of the aircraft than the descending blade on the left engine

3) This causes a more pronounced YAW and ROLL effect when we lose the left engine

ACCELERATED SLIPSTREAM

1)   Propwash over the wings and tail causes asymmetrical lift and control effectiveness

2)  Simply stated, the RUDDER is more effective with the LEFT ENGINE RUNNING because more slipstream flows by the left side of the rudder. With the RIGHT engine running, the slipstream doesn’t make contact with the rudder at all. 3)  Also, with the LEFT ENGINE RUNNING the center of lift created by prop-induced slipstream (descending blade again) is closer to the centerline of the aircraft (there’s that lever arm again!)

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TORQUE

1)  Torque is the opposite reaction to a spinning prop (clockwise in the BE-95)

2)  Again, we would rather lose the RIGHT engine than the LEFT engine because the lever arm from the center of lift to the centerline is longer on the RIGHT

3)  This causes a more pronounced ROLL effect when we lose the left engine

SPIRALING SLIPSTREAM

1)  Spiraling slipstream from the LEFT engine aids in directional control

2)  In other words, if the LEFT engine fails, rudder effectiveness will be greatly diminished because the propwash doesn’t strike the rudder anymore, which aids in better directional control

3)  With the RIGHT engine running, the propwash is “thrown away”

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GARMIN 430

WHAT IS RAIM? RECEIVER AUTONOMOUS INTEGRITY MONITORING - A MEASURE OF THE GPS’ RELIABILITY

HOW DO YOU KNOW THE DATABASE IS CURRENT? THE DATABASE VERSIONS PAGE WILL SHOW EXPIRATIONS

HOW MANY SATELLITES MUST BE IN VIEW TO HAVE RAIM RELIABILITY? 5

BEFORE ENTERING AND EXITING THE HOLD FOR THE APPROACH USING THE 430, WHAT BUTTON MUST BE PRESSED TO PROPERLY SEQUENCE THE GPS? OBS BUTTON

WHAT ELSE IS THE OBS BUTTON USED FOR? TO SEQUENCE THE GPS TO THE NEXT FIX ON THE MISSED APPROACH PROCEDURE

WHEN SETTING UP A GPS APPROACH, WHAT BUTTON MUST BE PRESSED FOR PROPER SLAVING OF THE NAVIGATION COURSE ON THE CDI NEEDLE? CDI BUTTON

MORE QUESTIONS...

MAX HOLDING AIRSPEEDS?0-6000’ - 200 KTS6001-14000’ - 230 KTSABOVE 14000’ - 265 KTS

WHAT RADIUS MUST BE MAINTAINED DURING A CIRCLING MANEUVER IN THE BE-95 (CATEGORY B)? 1.5 NM

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WHAT IS THE PRIMARY DIFFERENCE BETWEEN A VOR AND A LOCALIZER? A VOR IS OMNI-DIRECTIONAL (360°), AND A LOCALIZER PROVIDES ANGULAR WIDTH BETWEEN 3-6°

WHEN CAN YOU DESCEND BELOW MDA ON A CIRCLING MANEUVER? WHEN THE A/C IS CONTINUOUSLY IN A POSITION FROM WHICH A DESCENT TO A LANDING CAN BE MADE AT A NORMAL RATE OF DESCENT USING NORMAL MANEUVERS

WHEN ENTERING A HOLD, WHAT MENTAL CHECKLIST SHOULD YOU RECITE? 5 T’S : TURN/TIME/TWIST/THROTTLE/TALK. EXAMPLE: “TURN HEADING 240°,” “TIME 1 MINUTE”, “TWIST (OBS) 060°,” “THROTTLES SET,” “TALK TO ATC” (ENTERING HOLD, TIME, ALTITUDE)

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BEECHCRAFT TRAVELAIR MANEUVERS*CLEARING TURNS PRIOR TO BEGINNING MANEUVER*

SLOW FLIGHT (AMEL commercial only)POWER: 15”GEAR DOWN: BELOW 150 MPHFLAPS DOWN: BELOW 130 MPHMIXTURE PROPS FWD: BELOW 110 MPH@ 90 MPH, POWER: INCREASE TO 19-21” TO MAINTAIN ALTITUDE

POWER-OFF STALL (AKA LANDING STALL)POWER: 15”GEAR DOWN: BELOW 150 MPHFLAPS DOWN: BELOW 130 MPHMIXTURE PROPS FWD: BELOW 110 MPHPOWER IDLE AT 90 MPHBANK 15-30°RECOVER AT FIRST SIGN OF A STALL (LIGHT, BUFFET, OR HORN)RECOVERY: FULL POWER, LEVEL THE WINGS NOSE JUST BELOW HORIZON TO BREAK STALL GEAR AND FLAPS UP CLIMB OUT AT BLUE LINE FOR MINIMAL LOSS OF ALTITUDE

POWER-ON STALL (AKA DEPARTURE STALL)POWER: 15”MIXTURE PROPS FWD: BELOW 110 MPH“20/20”: POWER 20”, PITCH UP 20°RECOVER AT FIRST SIGN OF A STALL (LIGHT, BUFFET, OR HORN)RECOVERY: FULL POWER NOSE JUST BELOW HORIZON TO BREAK STALL CLIMB OUT AT BLUE LINE FOR MINIMAL LOSS OF ALTITUDE

ACCELERATED STALL (TO BE DONE AT 120 MPH)POWER: 15” (APPROX)BANK 45° WHILE MAINTAINING COORDINATED FLIGHTPITCH UP RATHER FORCEFULLY UNTIL A BUFFET OCCURSAPPLY FULL POWER AND LEVEL THE WINGS

STEEP TURNSPOWER: CRUISE (20”/2300 RPM)45-50° BANK TWO 360° TURNS IN EACH DIRECTION

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Vmc DEMO (AMEL commercial only)POWER FULL: MIXTURES, PROPS, THROTTLES FULL FORWARDCRITICAL ENGINE IDLE (GUARD THE GOOD THROTTLE)SLOW AIRCRAFT TILL LOSS OF DIRECTIONAL CONTROLPOWER: REDUCE “SUFFICIENTLY” PITCH FOR BLUE LINEUPON REACHING BLUE LINE ADD POWER ON GOOD ENGINEMAINTAIN AIRSPEED AND DIRECTIONAL CONTROL

UNUSUAL ATTITUDES“LOOK UP”RECOGNIZE BANK AND PITCH BY USING ATTITUDE INDICATOR AND TURN COORDINATORNOSE HIGH: FULL POWER, LEVEL THE WINGS, SMOOTHLY LOWER THE NOSE TO HORIZONNOSE LOW: POWER IDLE, LEVEL THE WINGS, SMOOTHLY RAISE THE NOSE TO HORIZON

EMERGENCY DESCENTCHOP: POWER IDLEDROP: GEAR DOWNPROPS: FULL FORWARDPITCH FOR 150 MPH WHILE BANKING AWAY FROM BURNING ENGINE

ENGINE FAILURE ON RUNWAYRECOGNIZE LOSS OF DIRECTIONAL CONTROLSIMULTANEOUSLY BRING POWER TO IDLE AND CALL “ABORT, ABORT, ABORT”MAINTAIN DIRECTIONAL CONTROLBRAKES AS REQUIRED

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Eric Dalton <ecdalton20@gmail.com>To: Eric Dalton2 eng 6-7

August 24, 2013 7:13 PM

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