Beechcraft BE76 Duchess Study Manual Download Page 7

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Certified Flyers II
Duchess Multi-Engine Study Guide

EFFECT ON

Vmc

PERFORMANCE

Power Increase

- more yaw

Up-

more power

Temp Increase

Down

- less dense, less power, less yaw

Down-

less dense, less power

Pressure Decrease

Down

- less dense, less power, less yaw

Down-

less dense, less power

Density Altitude

Increase

Down

- less dense, less power, less yaw

Down

- less dense, less power

Bank Angle- 0 bank-

no turn

- sideslip plane- less AOA on rudder

because of sideslip airflow- less rudder
effectiveness- more rudder needed

Down

- more drag- slipping

Zero Sideslip- 2-3

bank- no turn

Middle

- Use horizontal lift to stop turn- not

slipping- more rudder effectiveness

- less drag- zero slip

Bank Angle- 5 bank-

no turn

Down

- plane turning toward good

rudder used to stop turn = slip toward good
engine- high AOA on rudder

Down

- more drag- slipping

Windmilling Propeller Up

- more drag, more yaw

Down-

more drag

Feathered Propeller

Down

- less drag, less yaw

- less drag

Aft CG

- less distance between rudder and CG-

less rudder effectiveness

- less tail down force required

less induced drag; Down- smaller
arm on controls, less control
effectiveness

Heavier Weight

Down

- more lift needed in level flight- more

horizontal lift available during turn- helps
prevent turn

Down

- more weight, more power

required

Flaps Down

Down

- more induced drag from good

engine side prevents yaw towards dead
engine

Down

- more airflow over flap

causes greater drag, increased
yaw, increased roll, requiring more
aileron to stop, creating more
adverse yaw= more induced drag

Gear Down

Depends on location of CG to gear and
direction of travel (Vmc down, keel effect)

Down

- more parasitic drag

Critical Engine Fails

- P-factor, Accelerated Slipstream,

Torque makes yaw worst

Down

- larger control inputs

In Ground Effect

- less drag- more thrust available- more

yaw

- less drag

Summary of Contents for BE76 Duchess

Page 1: ...Certified Flyers II BE76 Duchess Multi Engine Study Guide 50 Airport Rd Suite 40 Morristown NJ 07960 Tel 973 539 4080 Fax 973 539 1836 www certifiedflyers com March 2012 ...

Page 2: ...All pilots must operate the aircraft in accordance with the Pilot s Operating Handbook and abide by Federal Aviation Regulations Contents SECTION 1 MULTI ENGINE AERODYNAMICS 2 SECTION 2 AIRCRAFT SYSTEMS AND LIMITATIONS 7 SECTION 3 NORMAL FLIGHT PROCEDURES 15 SECTION 4 EMERGENCY PROCEDURES 21 SECTION 5 MULTI ENGINE IN FLIGHT MANEUVERS 25 APPENDIX 1 BE76 DUCHESS QUICK REFERENCE CHECKLIST 29 APPENDIX...

Page 3: ...ed with a high power setting thus more p factor and torque On a conventional twin with propellers rotating clockwise the critical engine is the left engine On an aircraft such as the BE76 Duchess with counter rotating propellers there is not a critical engine because the yawing and rolling caused from losing either engine is identical There are four factors which determine if an engine is critical...

Page 4: ...The zero sideslip condition must be flown for optimum aircraft performance CLIMB PERFORMANCE AND SERVICE CEILING Climb performance is dependent on the excess power needed to overcome drag When a twin engine airplane loses an engine the airplane loses 50 of its available power This power loss results in a loss of approximately 80 of the aircraft s excess power and climb performance Drag is a major ...

Page 5: ...k not more than 5 degrees The method used to simulate critical engine failure must represent the most critical mode of powerplant failure expected in service with respect to controllability Vmc must not exceed 1 2 Vs1 at maximum takeoff weight Vmc must be determined with 1 Most unfavorable weight not necessarily gross weight 2 Most unfavorable center of gravity position 3 The airplane airborne and...

Page 6: ... altitude increases Vmc speed will decrease because as density altitude increases engine power will decrease less engine power at higher density altitude less asymmetric thrus less yaw towards dead engine lower Stall speed is an indicated airspeed which will remain constant as altitude increases or decreases FACTORS AFFECTING Vmc AND SINGLE ENGINE PERFORMANCE Vmc is defined using a very specific s...

Page 7: ...more drag slipping Windmilling Propeller Up more drag more yaw Down more drag Feathered Propeller Down less drag less yaw Up less drag Aft CG Up less distance between rudder and CG less rudder effectiveness Up less tail down force required less induced drag Down smaller arm on controls less control effectiveness Heavier Weight Down more lift needed in level flight more horizontal lift available du...

Page 8: ...stems and Limitations This study guide is only to supplement the aircraft POH not to replace it Refer to aircraft POH for official operating limitations and systems information It is the pilot s responsibility to be familiar with all information in the Pilots Operating Handbook ...

Page 9: ... Best Glide Max Gross 95 X Wind Max Demonstrated 25 MAXIMUM CERTIFICATED AND STANDARD AIRCRAFT WEIGHTS Maximum Ramp Weight 3916lbs Maximum Take off Weight 3900lbs Maximum Landing Weight 3900lbs Maximum Zero Fuel Weight 3500lbs Maximum Weight in Baggage Compartment 200lbs Standards Empty Weight 2446lbs Maximum Useful Load 1470lbs CENTER OF GRAVITY Forward Limits 106 6 in aft of datum at 3240 lbs an...

Page 10: ...sure type oil system with a maximum of 8 qts and a minimum of 5 qts The engine is equipped with a carburetor heat system which allows heated unfiltered air to enter the induction system to alleviate the possibility of induction ice Cowl flaps are controlled by levers inside the cockpit they allow the amount of engine cooling air to be controlled to maintain a desired cylinder head temperature Engi...

Page 11: ...dmilling by reducing its exposed area to the relative wind This is accomplished by moving the propeller control to the low rpm feather position The propellers should be cycled occasionally during cold weather operations This will maintain warm oil inside the propeller hubs If oil pressure is lost when the engine is operating above 950rpm s it will be in any phase of normal flight then the propelle...

Page 12: ...em An emergency disconnect button will disengage the trim motor when depressed allowing time to turn off the trim circuit breaker The aileron trim is located in the lower center console this is used to displace the ailerons for trimming through cable tension only FLAPS Wing flaps are operated by a three position switch with the UP DOWN and OFF position The switch must be pulled out of detent in or...

Page 13: ...bus system with each alternator powering its respective bus The battery is used for engine start and emergency power Overvoltage protection is provided There are two loadmeters alternator out annunciators and under overvoltage annunciators The alternator out annunciatior light and zero indication on the ammeter indicate an alternator failure If one alternator fails the other alternator will provid...

Page 14: ... nose compartment This provides heated air for cabin warming and windshield defrosting Fuel consumption of the heater is approximately 2 3 gal per hour from the right fuel tank and should be considered during flight planning Operation of the heater is controlled by a three position switch on the pilots subpanel labeled HEATER ON BLOWER ONLY OFF The BLOWER ONLY position is only for ground operation...

Page 15: ...cted to form a single system If either pump fails check valves will automatically close and the remaining pump will continue to operate all gyro instruments A pressure gauge is located on the pilot s subpanel and a no gyro annunciator light indicates loss of a pressure pump The operational limits are 4 8 5 2 in of mercury Section 3 ...

Page 16: ...rify gear position lights and under voltage lights illuminated 5 Proceed with engine start taxi and run up checklist TAXI 1 Mixture should be leaned for ground operations minimal power should be used for taxi avoid use of excessive breaking 2 Use of differential power while the aircraft is at full stop will impose unnecessary side loads on the nose gear assembly and should be avoided PRE TAKEOFF B...

Page 17: ...der Set to appropriate code 4 Time Start Note 5 Fuel Mixture set On both tanks 6 Flaps Up 7 Cowl Flaps Open 8 Carb Heat Off 3 All available runway should be used for take off hold the breaks until approximately 75 power is achieved 4 Check engine gauges for normal operation before break release before break release to identify possible engine failure before take off run has started 5 Positive rate...

Page 18: ...ndercarriage Verify gear down 3 green and visual check Mixture Full Rich Prop High RPM Must be below 100 KAIS Seat Belts The GUMPS check is a backup before landing checklist and must be demonstrated to insure pilots are familiar with its use when flying light complex aircraft 6 Turn base extend flaps 20 pitch for 90kts GUMPS check 7 Turn final extend full flaps GUMPS check maintain 85 KIAS blue li...

Page 19: ...nce go around before descending further 8 When stabilized on final reduce airspeed to 76 KIAS maintain constant power airspeed and angle of attack 9 Close throttles slowly in the flare touchdown with little or no floating 10 Maintain back pressure on control wheel to prevent slamming the nose wheel onto the runway 11 Retract flaps after touchdown 12 Simulate on longer runway by announcing max brea...

Page 20: ... mins from initial approach fix or while given vectors to approach 3 HSI Set and Checked 4 Before Landing Checklist 5 Within 2 mins from final approach 1 Throttle 17 MP 2 Flaps 10 2 engines Flaps remain up on single engine approach 3 Maintain 100 KIAS Trim 4 GUMPS check 5 Re Brief approach mins and missed approach 6 Gear should be extended when within 1 dot from glideslope 1 Verify gear down 3 gre...

Page 21: ...roach 3 Maintain 100 KIAS Trim 4 GUMPS check 5 Gear Down verify 3 green no red check visually 6 Re Brief approach mins and missed approach 6 FAF 1 6 T s 2 Announce Gear Down Before Landing Checklist Complete 3 Descend apex 700 fpm when established 13 MP maintain 100 KIAS 7 Announce 100 from MDA 100 to go 8 MDA 1 Announce Minimum 2 Final GUMPS check 3 Level off at MDA using apx 20 MP 9 Runway in si...

Page 22: ...y B minimums 4 While turning base still above MDA 1 Flaps 20 2 engines No Flaps on single engine approach landing Final GUMPS check 5 Announce Landing leaving MDA before descending below MDA must be able to make a stabilized approach to land on base or final before descending below MDA 6 On final announce Gear down Stabalized 7 Flaps Full 2 engines No Flaps on single engine approach landing 8 Airs...

Page 23: ...rmits 10 Prop bad engine Feather 11 Mixture bad engine Cut Off 12 Emergency Checklist Applicable 13 Declare Emergency After going through the in flight engine failure flow a decision will be made to try to fix the dead engine or to immediately feather Hence fix or feather If an engine is lost below 1000ft AGL feather the prop on the dead engine If an engine is lost above 1000ft AGL and there is su...

Page 24: ...ure Adjust 8 Magnetos Check 9 Fuel Quantity Check 10 Fuel Pressure Check 11 Oil Pres Temp Check 12 Cowl Flaps As Req ENGINE FAILURE SECURE Feather 1 Trim As Req 2 Magneto inop eng Off 3 Fuel Pump inop eng Off 4 Alternator inop eng Off 5 Fuel Selector inop eng Off 6 Cowl Flap inop eng Closed 7 Fresh Air Fan Off 8 Landing Light Off AIRSTART continuing from engine troubleshoot checklist ...

Page 25: ...nd Mixture Controls 9 Aux Pump Off 10 Alt Switch On 11 Oil Pres Temp Check 12 Warm Up engine Apx 2000rpm 15 13 Power Trim Set 14 Cowl Flaps Adjust MANUAL GEAR EXTENSION Pilots operating handbook should be referenced 1 Nav Lights Off 2 Circuit Breakers Check 3 Ammeters Check 4 Master Switch On 5 Manual Extend a Airspeed 100 KIAS b Gear Selector Down c Emergency Extension Valve Turn open d Indicator...

Page 26: ...urn As Req ALTERNATOR LIGHT ILLUMINATES 1 Ammeters Check Zero output both alternators 2 Reduce Electrical Load As Req 3 Both Alternator Switches Off 4 Circuit Breakers Check 5 Each Alt Switch On 1 at a time Check ammeter with least output on 6 Other Alternator Off 7 Electrical Load 60 amps As Req PROP OVERSPEED 1 Throttle Retard 2 Oil Pressure Check 3 Prop Control Decrease to Detent 4 Airspeed Red...

Page 27: ...rm 90 clearing turn to right or left 3 Reduce power to 15 MP 4 Perform 90 clearing turn to original heading while performing GUMPS check and initial items in respective maneuver flow check STEEP TURNS For ATP bank is 45 degrees for Commercial 50 degrees 1 Breakers Visually Checked 2 Trim Set 3 Fuel Selectors Both On 4 Cowl Flaps Both Half 5 Carb Heat Both Off 6 Throttles 18 MP 7 Props 2300 RPM 8 L...

Page 28: ...g stall stall warning horn For commercial recover at first indication of aerodynamic buffeting 1 Breakers Visually Checked 2 Trim Set 3 Fuel Selectors Both On 4 Cowl Flaps Both Closed 5 Carb Heat Both Off 6 Throttles 15 MP 7 Landing Gear Down Below 140 KIAS 8 Aux Pumps Both On 9 Mags Masters Both On 10 Flaps Full Down in 10 Increments 11 Mixture Both Full Rich 12 Props Both High Below 100 KIAS 13 ...

Page 29: ... Visually Checked 2 Trim Set 3 Fuel Selector Both Open 4 Cowl Flaps Both Open 5 Carb Heat Both Off 6 Throttles 12 MP 7 Landing Gear Up 8 Aux Pumps Both On 9 Mags Masters Both On 10 Flaps 0 11 Mix Both Full Rich 12 Props Both High RPM Below 100 KIAS 13 Throttles Hold Power Back Until 75 KIAS 14 Yoke Pitch Up apx 12 15 Throttles 21 MP 16 Yoke Pitch Down at Buffet recover 17 Climb 85 blueline Vmc DEM...

Page 30: ...d While maintaining directional control using rudder pressure with a max 5 degrees of bank towards good engine 14 Establish 85 KIAS 15 Right Hand on Good right Throttle 16 Increase back pressure slowly about 1 kt per second 17 At first sign of loss of directional control good right throttle back to idle simultaneously relax back pressure to a negative angle of attack 18 As airplane recovers from V...

Page 31: ...Certified Flyers II Duchess Multi Engine Study Guide 30 Appendix 1 BE76 Duchess Quick Reference Checklists ...

Page 32: ...Certified Flyers II Duchess Multi Engine Study Guide 31 ...

Page 33: ...Everything Else Review Approach How low How long Which way Initial 6 T s Course and Altitude Slow to Approach Speed Intermediate 6 T s Course and Altitude Before Landing Checklist Gear Down 2 3 Miles from FAF Approach Flaps 2 3 Miles from FAF Final 6 T s Power Fly the Approach G U M P S Check Missed Autopilot Off Climb Clean Stabilize 6 T s or Power Attitude Drag 6 T s Turn Time Twist Throttle Tal...

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