be60 duke - airborne · pdf filevh-tfd (version: 20131111) - 1 - aircraft overview this...

AAiirrccrraafftt IInnffoorrmmaattiioonn BBooookklleett

BBEE6600 DDuukkee

VVHH--TTFFDD

Last revised: 11 November 2013

© 2013 Airborne Aviation Pty Ltd

www.airborne-aviation.com.au

THIS PAGE INTENTIONALLY LEFT BLANK

Contents

Aircraft Overview

General Information ........................................................................... 1

Recency and Restrictions ..................................................................... 1

Front Cockpit Diagram ........................................................................ 2

Performance – Specifications

Summary of Aircraft Performance and Specifications .............................. 3

Operating Limitations

Airspeeds .......................................................................................... 4

Power Plant ....................................................................................... 5

Fuel System ...................................................................................... 5

Manoeuvre / Load Limits ..................................................................... 6

Weight & Balance

Load Charts & Limitations ................................................................. 7-9

Performance Charts

Cruise Settings 75% Power ................................................................ 10



Checklists

Normal Operations ............................................................................ 13

Emergency Operations ....................................................................... 22

Resources

Briefings .......................................................................................... 28

Useful Information ............................................................................ 31

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]

VH-TFD (Version: 20131111) - 1 - www.airborne-aviation.com.au

Aircraft Overview

This BE-60 Duke is a twin engine six-seater low wing light aircraft with

retractable undercarriage, pressurization, air-conditioning, autopilot, VHF

and HF radios, DME, ADF, VOR, GPS, weather radar, HSI and radar

altimeter.

With a realistic cruise speed of over 170 knots at an effective range of 900

nautical miles, it’s a great charter and cross-country aircraft, and your

passengers will arrive relaxed and refreshed as the quiet cabin is outfitted

with leather club seating and temperature control.

Recency & Restrictions

Private Hire: Company Pilots only with Manual Propeller Rating,

Retractable Undercarriage Rating, Pressurization Rating,

Type Rating, Company Check Flight.

Dual Training: No restrictions.

Recency: Flown type in last 45 days.


Panel Layout


Performance – Standard Specifications

SPEED: (ISA)

Cruise, 65% MCP, 2500 RPM, 29.8 in. Hg. SL ........................ 177 KTS

Cruise, 65% MCP, 2500 RPM, 29.9 in. Hg. 6000 FT ................ 186 KTS

Cruise, 65% MCP, 2500 RPM, 30.3 in. Hg. 12000 FT .............. 196 KTS

Cruise, 65% MCP, 2500 RPM, 30.6 in. Hg. 18000 FT .............. 207 KTS

Range 65% MCP, 12000 FT ....................................................... 900 NM

VY at SL, 2750 RPM, 35.5 in. Hg. 6775 lbs / 3073 kg ...................1250 FPM

SERVICE CEILING .................................................................. 30,000 FT

STALL SPEED 6775 lbs / 3073 kg:

Flaps Up, Gear Up, Power Off ............................................... 85 KIAS

Flaps Down, Gear Down, Power Off ....................................... 76 KIAS

MAXIMUM WEIGHT:

Take-off .......................................................... 6999 LBS / 3175 KG

Landing ........................................................... 6775 LBS / 3073 KG

Useful Load ...................................................... 1972 LBS/ 896.4 KG

BASIC EMPTY WEIGHT ........................................ 5023.5 LBS / 2278.6 KG

FUEL CAPACITY ........................................... 202 Gallons (US) / 764 Litres

OIL CAPACITY (per engine) ..................................................... 13 Quarts

ENGINES: .. Lycoming TIO-541-E1A4, 380HP @ 2900 RPM and 41.5 in. Hg.

PROPELLERS: Two Hartzell constant speed, full feathering, three-bladed

propellers. Diameter: ............................................................. 74 inches


Operating Information

AIRSPEEDS - NORMAL OPERATIONS

Takeoff:

Rotation Speed .................................................................... 85 kts

Normal Climb Out ................................................................ 120 kts

Short Field Takeoff ........................................... NOT RECOMMENDED

Enroute Climb, Flaps Up:

Normal ............................................................................... 140 kts

Single Engine Best Rate of Climb ........................................... 110 kts

Two Engine Best Rate of Climb .............................................. 120 kts

Single Engine Best Angle-of-Climb ......................................... 100 kts

Two Engine Best Angle-of-Climb ............................................. 99 kts

Landing Approach:

Normal Approach, Flaps FULL, 6775 lbs / 3073 kg .................... 98 kts

Short Field Approach ......................................... NOT RECOMMENDED

Balked Landing:

Take-off Power, Flaps FULL, Gear Down, 6775 lbs / 3073 kg ..... 100 kts

V-Speeds:

VNE .................................................................................... 235 kts

VFE: Approach Flap (15°) ............................................................ 174 kts

Landing Flap (30°) ............................................................... 134 kts

VLE ..................................................................................... 174 kts

VMCA .................................................................................... 85 kts

VA ...................................................................................... 160 kts

Maximum Demonstrated Crosswind:

Take-off or landing ............................................................... 25 kts

STALL SPEED 6775 lbs / 3073 kg:

Flaps Up, Gear Up, Power Off ................................................. 85 kts

Flaps Down, Gear Down, Power Off ......................................... 76 kts


POWER PLANT

Oil Type ........................................................... Ashless Dispersant W100

Oil Quantities (Per Engine):

Maximum ....................................................................... 13 Quarts

Minimum ........................................................................ 10 Quarts

Oil Temperatures:

Minimum (Red Arc) ................................................................. 38°C

Normal Operating Range (Green Arc) ........................... 38°C to 118°C

Maximum (Red Arc) .............................................................. 118°C

Oil Pressures:

Minimum Idle (Red Arc) ......................................................... 10 psi

Normal Operating Range (Green Arc) .............................. 60 to 90 psi

Maximum (Red Arc) ............................................................. 100 psi

Tachometer:

Normal Operating Range (Green Arc) ...................... 2350 to 2900 rpm

Maximum (Red Arc) ......................................................... 2900 RPM

Manifold Pressure:

Normal Operating Range (Green Arc) ....................... 14 to 41.5 in. Hg

Maximum (Red Arc) ........................................................ 41.5 in. Hg

Cylinder Head Temperature

Normal Operating Range (Green Arc) ............................ 121 to 232°C

Maximum (Red Arc) .............................................................. 246°C

Turbine Inlet Temperature (Red Arc) ............................................. 900°C

FUEL SYSTEM

Total Usable .............................................. 202 Gallons (US) / 764 Litres

Fuel Consumption per hour....................................................... 200 litres

Fuel Flow:

Green Arc ................................................................. 60 to 330 pph

55% ........................................................................ 93 to 110 pph

65% ........................................................................ 110 0 131 pph

75% ....................................................................... 131 to 142 pph

Approved Fuels:

Preferred Grade ............................... 100LL Grade Aviation Fuel (Blue)

Minimum Grade ................................ 100 Grade Aviation Fuel (Green)

MANOEUVRE / LOAD LIMITS


This is a normal category aircraft. Aerobatic manoeuvers, including spins,

are prohibited.

Maximum Slip Duration ..........................................................30 seconds

Load Factor Limitations

At design Gross Weight of 6775 lbs:

Flaps Up .................................................................................... +3.5 G

Flaps Down ............................................................................... +2.0 G


Weight and Balance


Performance


Checklists – Normal Operations

PREFLIGHT INSPECTION

Visually check the aeroplane for general condition during walk-around

inspection. Aeroplane should be parked on level ground to ensure that fuel

drain valves allow for accurate sampling. In cold weather, remove even

small accumulations of frost, ice or snow from the aircraft.

Pre-Flight Operational Documents

1. Dispatch -- Signed and Filed.

2. Maintenance Release -- CHECKED and SIGNED.

3. Weight and Balance -- CHECKED.

(1) COCKPIT CHECK

1. Control Locks -- REMOVE and STOW.

2. Parking Brake -- SET.

3. All Switches -- OFF.

4. Landing Gear Handle -- DOWN.

5. Battery Switch -- ON.

6. Fuel Quantity Indicators -- CHECK QUANTITY (See LIMITATIONS for

take-off fuel)

7. Cowl Flap Switches – OFF (Cowl flaps should be in open position).

8. Battery Switch -- OFF.

9. Oxygen Pressure -- CHECK.

10. Trim Tabs (3) -- SET TO ZERO.


(2) LEFT WING, TRAILING EDGE

1. Wing Root Fuel Sump -- DRAIN. 2. Flaps -- CHECK. 3. Aileron -- CHECK FREEDOM OF MOVEMENT, TAB NEUTRAL WHEN

AILERON NEUTRAL.

(3) LEFT WING, LEADING EDGE

1. Position Light -- CHECK. 2. Fuel – VISUAL INSPECTION; Cap -- SECURE. 3. Stall Warning Vane -- CHECK FREEDOM OF MOVEMENT. 4. Deice Boots -- CHECK. 5. Tie Down, Chocks -- REMOVE. 6. Engine Oil -- CHECK QUANTITY; Cap -- SECURE. 7. Propeller and Propeller Deice Boots -- CHECK. 8. Engine Air Intakes -- CHECK FOR OBSTRUCTIONS. 9. Engine Cowling and Cowl Flap -- CHECK. 10. Fuel Sumps (2) -- DRAIN. 11. Wheel Well Doors, Tire, Brake and Shock Strut -- CHECK. 12. Landing Gear Down-Lock Mechanism and Up-Lock Rollers -- CHECK FOR

CONDITION.

13. Pressurization Intercooler Inlet - CLEAR.

(4) NOSE SECTION

1. Baggage Door -- CHECK.

2. Wheel Well Door, Tire and Shock Strut -- CHECK.

3. Heater Fuel Strainer -- DRAIN.

4. Pitot(s) -- REMOVE COVER, EXAMINE FOR OBSTRUCTIONS.

5. Nose Cone -- CHECK.

6. Ram Air Inlet -- CLEAR.

(5) RIGHT WING, LEADING EDGE

1. Pressurization Intercooler Inlet -- CLEAR.

2. Wheel Well Doors, Tire, Brake and Shock Strut -- CHECK.

3. Landing Gear Down-Lock Mechanism and Up-Lock Roller -- CHECK

FOR CONDITION.

4. Fuel Sumps (2) -- DRAIN.

5. Engine Cowling and Cowl Flap -- CHECK.

6. Engine Air Intakes -- CHECK FOR OBSTRUCTIONS.

7. Propeller and Propeller Deice Boots -- CHECK.


8. Engine Oil - CHECK QUANTITY; Cap -- SECURE.

9. Tie Down, Chocks - REMOVE.

10. Deice Boots -- CHECK. 11. Fuel -- CHECK QUANTITY; Cap -- SECURE. 12. Position Light -- CHECK.

(6) Right Wing, Trailing Edge

1. Aileron -- CHECK FOR FREEDOM OF MOVEMENT. 2. Flaps -- CHECK. 3. Wing Root Sump - DRAIN.

(7) FUSELAGE, RIGHT SIDE

1. Static Port -- CLEAR OF OBSTRUCTIONS. 2. Antennas -- CHECKED.

(8) EMPENNAGE

1. Position Light -- CHECK. 2. Rudder Mounted Rotating Beacon -- CHECK. 3. Control Surfaces -- CHECK. 4. Tab -- ELEVATOR TAB NEUTRAL WITH ELEVATOR NEUTRAL. 5. Deice Boots -- CHECK. 6. Tie Down -- REMOVE.

(9) FUSELAGE, LEFT SIDE

1. Static Port -- CLEAR OF OBSTRUCTIONS.

NOTE

If night flight is anticipated, exterior lights should be checked for operation.


BEFORE STARTING

1. Pre-flight Inspection -- COMPLETE.

2. Aircraft Dispatch -- COMPLETED / AUTHORISED.

3. Running Sheet Figures -- COMPLETE.

4. Maintenance Release -- CHECKED.

5. Air Sickness Bags -- AVAILABLE.

6. Passenger Briefing -- COMPLETE.

7. Cabin Door, Escape Hatch and Baggage -- SECURED.

8. Seat and Rudder Pedals -- ADJUSTED.

9. Seat Belts -- FASTENED.

10. Flight Controls -- FREEDOM OF MOVEMENT and PROPER RESPONSE. 11. Cowl Flaps -- CHECK OPEN. 12. Circuit Breakers -- IN. 13. Fuel Selectors -- ON.

STARTING

1. Propeller Controls -- FORWARD (Low Pitch).

2. Mixture Controls -- IDLE CUT-OFF.

3. Battery Switch -- ON.

NOTE

If external power is used start right engine first.

4. Boost Pumps -- ON.

5. Start Engines.

a. Cold Starts:

1. Throttle 1000 rpm position (approximately ½ inch open). 2. Mixture control FULL FORWARD for 2 to 3 seconds to prime then

IDLE CUT OFF.

3. Magneto/Start Switch -- START. 4. When the engine starts, return the Magneto/Start switch to

BOTH. Slowly advance the mixture control to FULL RICH.

b. Flooded Engine:

1. Mixture Control -- IDLE CUT-OFF.


2. Throttle -- ½ OPEN. 3. Magneto/Start Switch - START. 4. When engine starts, return the Magneto/Start switch to BOTH.

Retard the throttle and slowly advance the mixture control to

FULL RICH position.

c. Hot Starts:

1. Throttle 1300 to 1500 rpm position (approximately 1 inch open). 2. Mixture Controls -- IDLE CUT-OFF. 3. Magneto/Start Switch -- Start.

NOTE

A small prime may be necessary if the engine

does not start after a few revolutions

4. When the engine starts, return the Magneto/Start switch to BOTH. Slowly advance the mixture control to FULL RICH.

6. Throttle 1000 to 1500 rpm.

7. Oil pressure -- ABOVE RED ARC WITHIN 30 SECONDS.

8. Generator Switch -- ON.

9. External Power (if used) -- DISCONNECT.

10. Use the same procedure to start other engine.

11. Fuel Boost Pumps -- OFF.

NOTE

Continuous use of the fuel boost pumps is recommended for ground

operation in ambient temperatures of 90°F (32°C) or above

AFTER STARTING AND TAXI

1. Brakes -- CHECK. 2. Voltage and Loadmeters -- CHECK. 3. Avionics -- ON. 4. Lights -- AS REQUIRED. 5. Cabin Temperature and Mode -- AS REQUIRED. 6. Annunciator Warning Lights -- PRESS-TO-TEST. 7. Instruments -- CHECK.

CAUTION

Never taxi with a flat shock strut.


BEFORE TAKE-OFF

1. Parking Brake -- SET.

2. Engine Warm-up -- 1000 TO 1500 RPM.

3. Fuel Boost Pumps -- ON.

NOTE

With engine speed below 2000 rpm, a diaphragm failure in the engine

driven pump will cause engine roughness and a drop in rpm when the fuel

pump is turned on.

4. Fuel Selectors -- CROSSFEED (for 10-15 seconds).

5. Fuel Selectors -- RETURN TO BOTH ON.

6. Instruments -- CHECK, NORMAL INDICATION AND SET.

7. Flaps -- CHECK OPERATION AND SET.

8. Electric Trim -- CHECK OPERATION.

9. Trim -- SET TO TAKE-OFF RANGE.

10. Propeller Synchronizer -- OFF. 11. Landing Gear Safety System (If Installed) -- CHECK. 12. Autopilot -- CHECK. 13. Throttles -- 2000 RPM. 14. Magnetos -- CHECK (175 rpm maximum drop, within 50 rpm of each

other).

NOTE

Avoid operation on one magneto for more than 5 - 10 seconds.

15. Pressurization -- SET. 16. Throttles -- 1500 RPM. 17. Propellers -- FEATHER CHECK (No more than 500 rpm drop) Repeat 2

to 3 times in cold weather.

18. Gyro Pressure and Load Meters - CHECK. 19. Throttles -- IDLE. 20. Self Brief – TEM & EMERGENCY ACTIONS. 21. Parking Brake -- RELEASE.


HOLDING POINT CHECKS

1. Clear -- CHECK BASE & FINAL FOR TRAFFIC (both directions).

2. Lights -- ON AS REQUIRED.

3. Engine -- INSTRUMENTS IN THE GREEN. 4. Airframe & Alt -- FLAPS, WINDOWS, HATCHES & TRANSPONDER SET. 5. Radios -- SET FREQUENCY AND OBTAIN CLEARANCE AS REQUIRED.

TAKE-OFF

POWER SETTINGS:

Take-off and Maximum Continuous . . . . 41.5 in. Hg - 2900 RPM

1. Power -- SET take-off power before brake release.

2. Airspeed -- ACCELERATE to and maintain take-off speed.

3. Landing Gear -- RETRACT when aircraft is positively airborne.

4. Airspeed -- ESTABLISH DESIRED CLIMB SPEED when clear of

obstacles.

Cruise Climb

1. Power -- SET CRUISE CLIMB POWER (35.5 in. Hg - 2750 rpm).

2. Fuel Flow - 194 LBS/HR/ENGINE.

3. Propeller Synchronizer - ON.

4. Airspeed -- ESTABLISH CRUISE-CLIMB SPEED.

5. Cowl Flaps -- AS REQUIRED (MAINTAIN 225°C CYLINDER HEAD

TEMPERATURE OR LESS)

NOTE

Use of fuel boost pump may be discontinued at any

time except that excessive fluctuations of fuel flow readings

indicate a need for continued use.

MAXIMUM PERFORMANCE CLIMB

1. Power -- SET MAXIMUM CONTINUOUS POWER.

2. Fuel Boost Pumps -- ON.

3. Mixtures -- FULL RICH.

4. Cowl Flaps -- OPEN.

5. Propeller Synchronizer -- ON.

6. Airspeed -- ESTABLISH 120 KTS.


CRUISE

1. Power -- SET AS DESIRED (Use Horsepower Calculator or Cruise Power

Settings tables)

2. Fuel Flow -- LEAN AS REQUIRED (Lean to recommended fuel flow if

Turbine Inlet Temperature (TIT) is below 900°C).

3. Fuel Boost Pumps -- OFF (Unless needed to prevent fuel flow

fluctuations).

4. Cowl Flaps -- AS REQUIRED (Maintain 225°C cylinder head

temperature or less)

DESCENT

1. Self Brief -- COMPLETE (Arrival plan/expectations, TEM, contingencies)

2. QNH -- Set aerodrome QNH.

3. Cowl Flaps -- CLOSED.

4. Windshield Anti-ice and Defroster -- AS REQUIRED (ON before descent

into warm, moist air).

5. Pressurization -- SET.

6. Power -- AS REQUIRED.

BEFORE LANDING

1. Brake -- PRESSURE and PARKING BRAKE off.

2. Undercarriage -- DOWN and LOCKED.

3. Mixtures -- FULL RICH.

4. Fuel -- SUFFICIENT and BOOST PUMPS ON.

5. Instruments -- TEMPERATURES and PRESSURES & ELECTRICAL in the

GREEN.

6. Switches -- MAIN INVERTER on, MASTER on, BATTERY & GENERATORS

on, FUEL BOOST PUMPS confirm on, MAGS both, LIGHTS as required

PROPELLER SYNCHRONIZER off, YAW DAMPENER off.

7. Heat, Height, Harnesses and Hatches -- HEATER OFF,

PRESSURIZATION SET, LOCKED and SECURE.

ON FINAL

1. Props - FULL FINE.

2. Undercarriage -- DOWN and LOCKED (Vg 174).

3. Flaps -- IDENTIFIED & SET (FULL DOWN Vfe - 134 kts).

4. Flaps -- COWL FLAPS OPEN.


BALKED LANDING

1. Power -- 2900 RPM and 41.5 in. Hg.

2. Airspeed -- BALKED LANDING CLIMB SPEED 120 kts.

3. Flaps -- UP.

4. Gear -- UP.

5. Cowl Flaps -- AS REQUIRED.

AFTER LANDING

1. Clear -- CLEAR OF ACTIVE RUNWAYS.

2. Lights -- AS REQUIRED.

3. Engine -- INSTRUMENTS in the GREEN and FUEL BOOST PUMPS OFF*.

4. Airframe & Alt -- FLAPS IDENTIFIED and UP, COWL FLAPS OPEN, TRIM

TABS SET TO ZERO.

5. Radios -- FREQUENCY SET, CLEARANCE OBTAINED, TRANSPONDER TO

STANDBY. (SARTIME?)

*NOTE

Fuel boost pumps may be turned off if

ambient temperature is below 32°C.

SHUT DOWN/SECURING AEROPLANE

1. Brake -- SET (if required).

2. After Landing Checks -- CONFIRM COMPLETED.

3. Throttle -- 1000 RPM.

4. Lights -- OFF.

5. Inverter and Avionics Master -- OFF.

6. Cabin Temp Mode & Air Conditioning -- OFF.

7. Propellers -- FULL FINE.

8. Fuel Boost Pumps - OFF.

9. Mixtures -- IDLE CUT-OFF – Ensure that engines have run at idle

(1000 rpm) for no less than 3 minutes prior to shutting down.

10. Magnetos -- OFF. 11. Battery and Generators -- OFF. 12. Aeroplane interior -- TIDY. 13. Running Sheet Figures -- COMPLETE. 14. BRAKE -- OFF, chock if necessary. 15. Controls -- LOCKED. 16. Pitot Covers -- INSTALL.


Checklists – Emergency Procedures

INTRODUCTION

Emergencies caused by aeroplane or engine malfunctions are extremely

rare if proper pre-flight inspections and maintenance are performed.

The following procedures are not exhaustive and if a situation arises in

flight that does not have an appropriate checklist in this booklet then

Section lll of the approved flight manual should be consulted.

The following information is presented to enable you to form, in advance, a

definite plan of action for coping with the most probable emergency

situations which could occur. Where practicable, the emergencies requiring

immediate corrective action are treated in check list form for easy

reference and familiarization. Other situations, in which more time is

usually permitted to decide on and execute a plan of action, are discussed

at some length. In order to supply one safe speed for each type of

emergency situation the airspeeds presented are derived at 6775 lbs.

LANDING GEAR MANUAL EXTENSION

1. Airspeed -- BELOW 174 kts (Lower airspeeds make landing gear

extension easier).

2. Landing Gear Relay Circuit Breaker (Right Upper Side Panel) -- PULL.

3. Landing Gear Position Handle -- DOWN.

4. Remove safety boot from handcrank handle at rear of front seats.

Engage handcrank and turn clockwise as far as possible

(approximately 50 turns).

5. If electrical system is operative, check landing gear position lights and

warning horn.

6. Disengage Handcrank.

CAUTION

The manual extension system is designed only to lower the landing gear;

do not attempt to retract the gear manually.

WARNING

After emergency landing gear extension do not move any landing gear

controls or reset any switches or circuit breakers until aircraft is on jacks as

failure may have been in the gear up circuit and gear might retract on

ground.


SINGLE-ENGINE OPERATION

Two major factors govern single-engine operation; airspeed and

lateral/directional control. The aeroplane can be safely manoeuvred or

trimmed for normal hands-off operation and sustained in this configuration

by the operative engine AS LONG AS SUFFICIENT AIRSPEED IS

MAINTAINED.

SINGLE-ENGINE BEST RATE-OF-FLIMB SPEED, 110 kts

The single-engine best rate-of-climb speed is the airspeed which delivers

the greatest gain in altitude in the shortest possible time with gear up,

flaps up, and inoperative propeller feathered.

SINGLE-ENGINE BEST ANGLE-OF-CLIMB SPEED, 100 kts

The single engine best angle-of-climb speed is the airspeed which delivers

the greatest gain in altitude in the shortest possible horizontal distance with

gear up, flaps up, and inoperative propeller feathered

MINIMUM SINGLE-ENGINE CONTROL SPEED, 85 kts

The minimum single-engine control speed is the airspeed below which the

airplane cannot be controlled laterally and directionally in flight with one

engine operating at take-off power and the other engine with its propeller

windmilling

ENGINE OUT PROCEDURE

The following ENGINE OUT PROCEDURE should be committed to memory:

7. Establish VYSE.

8. Mixtures, Props, Throttles -- FULL.

9. Undercarriage -- UP.

10. Flaps -- RETRACTED. 11. Identify -- DEAD FOOT = DEAD ENGINE. 12. Verify -- RETARD THE DEAD ENGINE THROTTLE. 13. Feather or Fix -- FEATHER DEAD ENGINE’S PROPELLER.* 14. Raise the dead -- RAISE DEAD ENGINE APPROX 5° AOB.

15. Let the ball out of the cage -- REDUCE RUDDER PRESSURE. 16. Cowl Flap on dead engine -- CLOSED.

*If height is sufficient troubleshoot and attempt to fix the problem.


SECURING INOPERATIVE ENGINE PROCEDURE

The following SECURING INOPERATIVE ENGINE PROCEDURE should be

committed to memory:

1. Mixture -- IDLE CUT OFF. 2. Fuel Selector -- OFF. 3. Fuel Boost Pump -- OFF.

4. Magneto/Start Switch -- OFF. 5. Generator Switch -- OFF. 6. Cowl Flap -- CLOSED.

ENGINE FAILURES

ENGINE FAILURE DURING TAKEOFF ROLL

7. Throttle -- CLOSED. 8. Braking -- MAXIMUM. 9. Fuel Selector Valves -- OFF. 10. Battery & Generator Switches -- OFF.

ENGINE FAILURE AFTER LIFT-OFF

The most important aspect of engine failure is the necessity to maintain

lateral and directional control, and to achieve and maintain normal take-off

airspeed or above. The following procedures provide for minimum

diversion of attention while flying the airplane.

NOTE

If airspeed is below 85 kts or terrain clearance is insufficient, reduce power

as required to maintain lateral and directional control.

1. Establish VYSE -- 110 kts.

2. Mixtures, Props, Throttles -- FULL.

3. Undercarriage -- UP.

4. Flaps -- RETRACTED.

5. Identify -- DEAD FOOT = DEAD ENGINE.

6. Verify -- RETARD THE DEAD ENGINE THROTTLE.

7. Feather or Fix -- FEATHER DEAD ENGINE’S PROPELLER.

8. Raise the dead -- RAISE DEAD ENGINE APPROX 5° AOB.

9. Let the ball out of the cage -- REDUCE RUDDER PRESSURE.

10. Cowl Flap on dead engine -- CLOSED.


SECURING INOPERATIVE ENGINE

1. Mixture -- IDLE CUT OFF. 2. Fuel Selector -- OFF. 3. Fuel Boost Pump -- OFF. 4. Magneto/Start Switch -- OFF. 5. Generator Switch -- OFF. 6. Cowl Flap -- CLOSED.

ENGINE FAILURE DURING FLIGHT (adequate performance & terrain

clearance)

1. Establish VYSE -- 110 kts. 2. Mixtures, Props, Throttles -- FULL. 3. Undercarriage -- UP. 4. Flaps -- RETRACTED. 5. Identify -- DEAD FOOT = DEAD ENGINE. 6. Verify -- RETARD THE DEAD ENGINE THROTTLE. 7. Feather or Fix -- TROUBLESHOOT DEAD ENGINE:

a. Fuel flow -- CHECK. b. Fuel Pump -- ON. c. Fuel quantity -- CHECK. d. Fuel selector -- ON. e. Oil temperature & pressure -- CHECK. f. Magnetos -- CHECK.

If the reason for the engine failure can be determined and eliminated,

attempt an air start. If the engine cannot be restarted, complete the

checklist.

8. Feather -- FEATHER DEAD ENGINE’S PROPELLER. 9. Raise the dead -- RAISE DEAD ENGINE APPROX 5° AOB. 10. Let the ball out of the cage -- REDUCE RUDDER PRESSURE. 11. Cowl Flap on dead engine -- CLOSED. 12. Secure Inoperative engine using SECURING INOPERATIVE ENGINE

PROCEDURE.


SINGLE ENGINE LANDING

1. Seat Belts - FASTENED.

2. Fuel Boost Pump (operative Engine) -- ON.

3. Mixture -- FULL RICH.

4. Propeller Synchroniser -- OFF.

5. Propeller -- Set to 2750 rpm, advance to full fine after final power

reduction.

6. Approach Flaps (15°) -- BELOW 174 KTS IAS.

7. Gear -- EXTEND BELOW 174 KTS IAS.

8. Pressurisation -- ZERO DIFFERENTIAL.

9. Rudder and Aileron Trim -- ZERO.

10. Full Flap (30°) -- Below 134 KTS IAS and WHEN LANDING IS ASSURED.

SINGLE ENGINE GO-AROUND

A single engine go-around is not recommended. The published

procedure for a single engine go-around is as follows:

A Single engine go-around may be executed when it appears that this is

the only way to avoid a possible accident. Early recognition of the need to

go around is essential.

1. Apply Maximum Power -- 41.5 in. hg. And 2900 rpm. 2. Raise Landing Gear. 3. Raise Flaps Cautiously. 4. Accelerate to 110 KTS IAS (best single engine rate of climb speed).

ENGINE FIRE IN FLIGHT

1. Oxygen Masks -- ON.

2. Mixture Control -- IDLE CUT OFF.

3. Fuel Selector -- OFF.

4. Propeller Control -- FEATHERED.

5. Pressurisation Air Shut-Off -- PULL.

6. Fuel Boost Pump -- CHECK OFF.

7. Magneto/Start Switch -- OFF.

8. Generator Switch -- OFF.


PRESSURISATION SYSTEM

Any time the differential pressure goes into the red arc, either reschedule

the cabin altitude selector or dump all pressure with the DUMP switch.

EMERGENCY DESCENT

1. Oxygen Masks -- ON.

2. Propeller Controls -- 2900 rpm.

3. Throttles -- CLOSED

NOTE! IDLE POWER ON BOTH ENGINES WILL CAUSE A LOSS OF

PRESSURISATION.

4. Airspeed -- 174 KTS IAS.

5. Landing Gear -- DOWN AND LOCKED.

6. Flaps -- EXTEND 15° (Approach Flap).

7. Maintain 174 KTS IAS.

OPERATIONAL SPEEDS

Minimum Single Engine Control Speed .................................... 85 kts

Single Engine Best Angle of Climb Speed ................................ 100 kts

Single Engine Best Rate of Climb Speed ................................. 110 kts

Two Engine Best Angle of Climb Speed .................................... 99 kts

Two Engine Best Rate of Climb Speed .................................... 120 kts

Cruise Climb Speeds:

Sea Level - 20 000 feet .................................................. 140 kts

20 000 feet- 25 000 feet ................................................ 130 kts

25 000 feet - 30 000 feet ............................................... 120 kts


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.


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: Join upwind for RWY 06 at 1,800ft descending on upwind to 1,300ft.

� Any NOTAMS relevant to your approach and landing.

Example: RWY 10/28 closed due soft wet surface.

� Consider any threats relevant to the arrival and manage them.

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: 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.


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.


USEFUL INFORMATION

Location Frequency

Camden Tower / CTAF(R) 120.1

Ground 121.9

ATIS / AWIS 125.1

NDB 281

Training Area Sydney Radar 124.55

Bankstown Preferred diversion airport

Tower / CTAF(R) 132.8

Ground 119.9

ATIS / AWIS 120.9

NDB 416

Wedderburn CTAF 122.55

The Oaks CTAF 126.7

Airborne Aviation Airborne Base 119.2

Phone (02) 4655 7200

SYDNEY/Bankstown (YSBK)

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