Multi Flight Test Notes Beechcraft

Duchess
ME 83
76
Speeds

Vso
Vyse, Vxse
Va
Vmc
Vle
Vfe
Vsse
Vs
Vy
Vx
Vlo
Vno
Vne
Vglide

60
85
132
65
140
110
71
70
85
71
Extended 140
Retraction 112
154
194
95

Airworthiness
POH & Weight and Balance
Registration
Insurance & Interception
Log Book
Licenses & Medcial
Airworthiness
-Valid for life if you do not move or change ownership
-Becomes invalid of aircraft is taken out of service or destroyed
Registration
-Valid as long as requirements are met
-Must be revalidated every year by submitting Annual Airworthiness Report
-Invalidates if Failure to comply to ADs, Failure to do maintenance inspections,
Contradicts POH, Minor or Major accidents
Journey Log
-Every 50/hr plane goes into inspection
Weights
Max Ramp Weight = 3916
Max T/O & Landing Weight = 3900
Max Zero Fuel = 3500
Max Baggage = 200

Critical Engine? The engine that upon failure would most adversely affect the performance or
handling qualities of the aircraft. Failure of this engine would cause the most yawing and rolling
Usually the left engine, why? If right engine fails, and we slow down, looking at a twin from
behind, the downgoing blade of the left engine will be inside, closer to the fuselage. This results
in a shorter arm for the thrust, which means less torque, or yawing.
But if the left engine fails, as we slow down, looking at the twin from behind, the downgoing
blade of the right engine is outside, away from the fuselage, which means more torquing or
yawing, which means you need more rudder.
Levers Shorter arm more control

We do not have a critical engine

do to counter rotating props, if we
lose either engine the same
adverse will be the same due to
both thrust center lines moves
towards the aircraft centre

.
Vmc 65, our minimal control speed.
-minimum flight speed at which it is possible to retain control of the aeroplane and maintain
straight flight, with max rudder deflection 5 degrees of bank with sudden failure or an engine
-slowest speed you can fly the aircraft while still maintaining directional control
-speeds below Vmc a/c will yaw and roll towards failed engine to recover pull power back on
good engine and pitch down
CONDITIONS OF VMC:
1. Take off or max power on the good engine more power on that good engine will
result in greater asymmetric thrust making us need more rudder deflection to
compensate.
2. Prop of the dead engine is windmilling windmilling causes the most drag creating
more yaw
3. Most unfavorable C of G smaller the arm between c of g and rudder the less effective
the rudder will be. C of G is back. Think small levers
4. Max 5 degrees of bank towards good engine
5. Flaps in Takeoff Position we are slow, heavy, and low WORSE CASE SCNEARIO
6. Landing gear up gear acts like a stabilizer
7. Cowl Flaps are in take off position and Aircraft is trimmed for Take off
8. Max Take off weight more weight more lift

9. Airplane is airborne no ground effect

Vsse- 71, our intentional one engine inoperative speed.
-Above Vmc (65) and Vs (70)
-Selected to provide a margin of lateral and directional control when one engine is working
-This speed is a recommendation, 71 is the speed where if a stall or Vmc was to happen the
speed at 71 would give us enough margin of time to recover or notice what was happening
C of G
If the C of G is moved forward, Vmc decreases because the "arm" of the rudder gets longer, so
it can create more torque, to oppose the yawing
If C of G is aft, the arm is smaller making the rudder less effective, Vmc Increases
Passenger Briefing
Seatbelts
Landing Emergency remove all sharp objects prior to touchdown
Extinguisher on board located behind the chair as well as a first aid kit
Exits two doors and door in the back
Tobacco no smoking!
Systems

Engine:
4 cylinders, direct driven, horizontally opposed, 180 hp at 2700 RPM, manifold pressure
gauge, EGT, 6-8 Quartz of oil
Fuel System:
Total: 103 US Gallons
100 Usable
51.5 in each tank
50 gals usable
8 fuel drains = 4 per wing
Takes 100LL or 100, fuel indicator 30, 40, or full
Have a fuel selector which we can select on off or crossfeed
1. Fuel is drawn from the fuel tanks then to the fuel strainer then fuel selector valve
2. Fuel passes through a check valve and then through engine driven fuel pumps then
delivered to carburetor
-heater runs off fuel 2/3 gal an hour from the right tank
Electrical:
Single wire, ground return (airplane), ALT switches, battery switch, magneto switch, on
subpanel, switch-type circuit breakers, load meter gauges, 12V 35 amp battery.
Battery Supplies power to bus bar before engine start, in case of alt failure
Alternator primary source of power, belt driven

Propellers:
Two Hartzell 76 diameter, constant speed, full-feathering, two blade props, counter rotating
-Prop RPM is controlled by engine driven prop governor that regulates hydraulic oil pressure
-Governor senses engine speed and delivers high pressure oil to a piston
-Left prop turns clock wise Right turns counter clock wise
-Accumulator is a case full of high pressure to aid in the propellers in moving out of the
feathered position during restarts, pressure released when trying to unfeather
-constantly trying to feather, the prop governor oil pressure against springs and
counterweights
-when prop is feathered oil pressure from the governor is released and springs and
counterweights are keeping the prop feathered
Coarse Pitch Air pressure, springs and counterweights
Fine Pitch Oil pressure from prop governor opposes those above forces
Landing Gear:
-retractable tricycle, controlled by switch up or down, 3 gear position lights, red light
indicates transition
-retract and extension of gear is accomplished by electrically driven hydraulic pumps
-pump holds this pressure to keep landing gear retracted, pressure is released when
selected down
-safety pressure switch is installed in the pitot system
Heating System:
On, off, blower only. 3 push pull control knobs
-Uses fuel from the right engine burns 2/3 of fuel per hour
-Uses combustion heater located in the nose, uses heater fuel pump to move fuel, then into
combustion chamber
Flaps:
Electrically driven, Switch that can manually select 0-40 degrees, singe slotted flower type,
circuit breaker, Vfe 110

Emergency Procedures

Gear-up Landing
Try and do everything necessary to bring gear down recycle it, if you see the gear is stuck and
needs help try hitting zero Gs, Descending, anything to being gear down
Cowl Flaps Closed
Flaps Down Full
Throttles Idle
Mixture Idle
Batts/Mag/Alts/Fuel off
Engine Fire (ground)
Mixture Idle
Crank on Effected Engine to suck fire in
Fuel Off
Batt/Alt Off
Use Fire Extinguisher
Engine Fire In Flight
Fuel off
Mixture Off
Throttle Idle
Boost Pumps Off
Mags/Alt Off
Emergency Descent try to blow fire out
Level Feather Prop
Land as soon as possible
Emergency Descent
Props 2700 RPM
Throttle Idle
Airspeed 140
Landing Gear Down
Electrical Smoke or Fire
Batts/Alts off
All electrical switches off
Cabin vents Closed
Use fire Extinguisher
Ventilate
Batts/Alts On
Only essential Equipment On
Land as soon as practicable

Complete Loss of Electrical Power

Alt switches BOTH OFF
Battery OFF
Both Bus-ISO Circuit breakers Pull
Remove all electrical loads
Alt Switches ON
Select only necessary equipment
Extend landing gear with emerg system
Land as soon as practicable
Illumination of Alternator-Out Light Overvoltage or Undervoltage
Turn off affected Alternator
Reduce electrical load
Reset the affected alternator
Flight

Stall Clean
HASEL
Bring power back control altitude and heading
Props full fine
Slowly ease control column back
Stall
Push down 71 kts full power
Climb back up to altitude 85 Kts
Stall Dirty
HASEL
Bring power back control altitude and heather
Props full fine
Slowly ease control column back
Stall
Push down 71 Kts
Full power gear up flaps up
Climb back up 85 Kts
Cruise
Manoeuvring at reduced airspeed
HASEL
Bring power back 1200RPM
Maintain Altitude and heading
Wait for 80 kts
Bring down gear add a touch of power
Bring down flaps
Stabilize