AND FAA APPROVED AIRPLANE FLIGHT MANUAL€¦ · pilot's operating handbook and faa approved airplane flight manual for the diffi c24r faa approved in normal category based on car

PILOT'S OPERATING HANDBOOKAND FAA APPROVED

AIRPLANE FLIGHT MANUAL

for the

diffi c24RFAA APPROVED IN NORMAL CATEGORY BASEDON CAR 3. THIS DOCUMENT MUST BE CARRIEDIN THE AIRPLANE AT ALL TIMES AND BE KEPTWITHIN REACH OF THE PILOT DURING ALLFLIGHT OPERATIONS.

Mfrs Serial No.

FR

po

eNd

W. H SCHULTZBEECH AIRCRAFT CORPORATIONDOA CE-2

THIS HANDBOOK SUPERSEDES PILOT S OPERATING MANUAL P/N 169-590025-1 AND FAA APPROVED AIRPLANE FLIGHT MANUAL MCOC32644-7.

PIN 169-590025-158 169-590025-1582Reissued: November, 1980 Revised: June, 1984

MC-478

N24017

PUBLISitED BYCOMMERCIAL PUBLICATIONS

BEECH AIRCRAFT CORPORATlONWICIHTA. KANSAS ß720I

IL S A

Morreer of GAMAGeneral Aviaton

A Raytheon Company Manufacturers Assodanon

SIERRA C24RPILOT'S OPERATING HANDBOOK

ANDFAA APPROVED AIRPLANE FLIGHT MANUAL

B2 ......................... . ... ........................... June, 1984

LOG OF REVISIONS

Page Description

Title Page RevisedPage A (82) New"a" and "b"

Pages Revised "Introduction" and ShiftedMaterial

"c" Page Added New Page1-1 Revised "Table of Contents"1-2 Revised Folio1-5, 1-6,1-6A and 1-68 Revised "Use of the Handbook" and

Shifted Material4-1 Revised "Table of Contents"4-10 Revised "Before Takeoff" and

"Takeoff" and Shifted Material4-11 Revised "Cruise" and "Leaning Mix-

ture Using the Exhaust Gas Tem-perature Indicator (EGT)" and Shift-ed Material

4-12 Revised "Before Landing" andShifted Material

4-12A and4-128 Revised "Shutdown" and

Shifted Material4-13 Shifted Material

Page A

SIERRA C24RPILOT'S OPERATING HANDBOOK

ANDFAA APPROVED AIRPLANE FLIGHT MANUAL

B1 ....................... .........................Decernber, 1982

LOG OF REVISIONS

Page Description

Title Page Added Revision DateLogo Page Added

Page A (B1) Updated5-1 Revised "Table of Contents"

5-22 Added "Cruise Power Settings -

2700 RPM-Full Throttle" Table5-23 Revised Shaded Area on "Cruise Power

Settings - 2700 RPM-75% MCP(or Full Throttle)" Table

5-24 thru 5-26 Shifted Material5-27 Revised "Cruise Speeds"5-28 Deleted "Fuel Flow vs Brake Horse-

power" and Shifted Material7-1 Revised "Table of Contents"7-3 Revised "Table of Contents"

7-10 & 7-11 Revised "Flight Instruments","Ground Control", andShifted Material

7-12 Shifted Material7-29 Revised "Alternator" and Shifted

Material7-30 Revised "External Power Receptacle"

and Shifted Material7-31 Revised "Interior Lighting" and Shifted

Material7-33 Shifted Material

1 of 2 Page A

LOG OF REVISIONS

Page Description

7-34 Revised "Ventilation"7-35 Shifted Material7-36 Added New Page and

Shifted Material8-11 Revised "External Power Receptacle"

2 of 2 Page A

SIERRA C24R

PILOT'S OPERATING HANDBOOKand

FAA APPROVED AIRPLANE FLIGHT MANUALLOG OF REVISIONS

B Reissue ......... ................ ................:....... November, 198f

Page Description

Title Page Reissue"A" Page Reissuea and b Reissue1-1 thru 1-19 Reissue2-1 thru 2-29 Reissue3-1 thru 3-13 Reissue4-1 thru 4-16 Reissue5-1 thru 5-34 Reissue6-1 thru 6-19 Reissue7-1 thru 7-35 Reissue8-1 thru 8-43 ReissueSection 9 See Log of Supplements10-1 thru 10-30 Reissue

O-1 Thru 10-67Revised Safety Section

Dated March 1981.

Page A

BEECHCRAFTSierra C24R

INTRODUCTION

The format and contents of this Pilot's Operating Handbookand FAA Approved Airplane Flight Manual conform toGAMA (General Aviation Manufacturers Association)Handbook Specification Number 1. Use of this specificationby all manufacturers will provide the pilot with the same typeof data in the same place in all handbooks.

In recent years, BEECHCRAFT handbooks contained mostof the data now provided. However, the new handbookscontain more detailed data and some entirely new data.

For example, attention is called to Section X (SAFETYINFORMATION). BEECHCRAFT feels that it,is highlyimportant to have Safety loformation in a condensed form inthe hands of the pilots. The Safety Information should beread and studied. Periodic review will serve as a reminder ofgood piloting techniques.

WARNING

Use only genuine BEECHCRAFT or BEECHCRAFTapproved parts obtained from BEECHCRAFT approvedsources, in connection with the maintenance and repair ofBeech airplanes.

Genuine BEECHCRAFT parts are produced and inspectedunder rigorous procedures to insure airworthiness andsuitability for use in Beech airplane applications. Partspurchased from sources other than BEECHCRAFT, eventhough outwardly identical in appearance, may not have hadthe required tests and inspections performed, may bedifferent in fabrication techniques and materials, and maybe dangerous when installed in an airplane.

June,1984 a


Salvaged airplane parts, reworked parts obtained from non-

BEECHCRAFT approved sources, or parts, components, orstructural assemblies, the service history of which isunknown or cannot be authenticated, may have beensubjected to unacceptable stresses or temperatures or haveother hidden damage, not discernible through routine visualor usual nondestructive testing techniques. This may renderthe part, component or structural assembly, even thoughoriginally manufactured by BEECHCRAFT, unsuitable andunsafe for airplane use.

BEECHCRAFT expressly disclaims any responsibility formalfunctions, failures, damage or injury caused by use ofnon-BEECHCRAFT approved parts.

b June,1984

SIERRA C24R

PILOT'S OPERATING HANDBOOK

AND

FAA APPROVED AIRPLANE FLIGHT MANUAL

TABLE OF CONTENTS

SECTION l...................... . ........................ GENERAL

SECTION II....................... ...................... LIMITATIONS

SECTION III.......................... EMERGENCY PROCEDURES

SECTION IV .................................NORMAL PROCEDURES

SECTION V ........................ ......................PERFORMANCE

SECTION VI ... WEIGHT AND BALANCE/EQUIPMENT LIST

SECTION VII ............................... SYSTEMS DESCRIPTION

SECTION VIII ................................ HANDLING,SERVICINGAND MAINTENANCE

SECTION IX ....................... ........................SUPPLEMENTS

SECTION X ....................................SAFETY INFORMATION

June, 1984 e


SECTION I

GENERALTABLE OF CONTENTS

SUBJECT PAGE

Introduction.......................... ...........................1-3

Important Notice ........................ . .........................1-3

Use ofthe Handbook ........................... .........................

1-4

Revising the Handbook......................... ........................

1-6Supplements Revision Record........................................1-6AVendor-Issued STC Supplements ..................................

1-6AAirplane Three View............................. ...........................

1-7Ground Turning Clearance ...............................................

1-8Descriptive Data .......................... . ........................

1-9Engine......................... ........................

1-9Propeller........................... . .. ......................

1-9Fuel......................... . .......................

1-9Fuel Tanks ............................ ..........................

1-10Oil....................... . ........................

1-10OilCapacity ........................... ........................

1-10Approved Oil Types ....................... . . .....................

1-10

Maximum Certificated Weights .......................................

1-10Cabin and Entry Dimensions........................................... 1-11Baggage Space and Entry Dimensions........................... 1-11Specific Loadings............................................................ 1-11Symbols, Abbreviations and Terminology....................... 1-12

General Airspeed ........................................................

1-12Meteorological........................ . .........................

1-14Power......................................... .......................

1-15Engine Controls and Instruments................................ 1-15Airplane Performance and Flight Planning ..................

1-16Weight and Balance ........................ . .......................

1-17

June, 1984 1-1

Section i BEECHCRAFTGeneral Sierra C24R

INTENTIONALLY LEFT BLANK

1-2 June, 1984

BEECHCRAFT Section iSierra C24R General

THANK YOU . . . for displaying confidence in us byselecting a BEECHCRAFT airplane. Our design engineers,assemblers and inspectors have utilized their skills andyears of experience to ensure that the BEECHCRAFTmeets the high standards of quality and performance forwhich BEECHCRAFT airplanes have become famousthroughout the world.

IMPORTANT NOTICE

This handbook must be read carefully by the owner andoperator in order to become familiar with the operation ofthe airplane. Suggestions and recommendations have beenmade within it to aid in obtaining maximum performancewithout sacrificing economy. Be familiar with, and operatethe airplane in accordance with the Pilot's OperatingHandbook and FAA Approved Airplane Flight Manual,and/or placards which are located in the airplane.

As a further reminder, the owner and operator of thisairplane should also be familiar with the Federal AviationRegulations applicable to the operation and maintenance ofthe airplane and FAR Part 91 General Operating and FlightRules. Further, the airplane must be operated andmaintained in accordance with FAA Ainworthiness Directiveswhich may be issued against it.

The Federal Aviation Regulations place the responsibility forthe maintenance of this airplane on the owner and theoperator who should ensure that all maintenance is done byqualified mechanics in conformity with all airworthinessrequirements established for this airplane.

All limits, procedures, safety practices, time limits, servicing,and maintenance requirements contained in this handbookare considered mandatory for continued airworthiness tomaintain the airplane in a condition equal to that of itsoriginal manufacture.

November, 1980 . 1-3


Authorized BEECHCRAFT Aero or Aviation Centers orInternational Distributors or Dealers can providerecommended modification, service, and operatingprocedures issued by both the FAA and Beech AircraftCorporation, which are designed to get maximum utility andsafety from the airplane.

USE OF THE HANDBOOK

The Pilot's Operating Handbook is designed to maintaindocuments necessary for the safe and efficientoperation ofthe airplane. The handbook has been prepared in loose leafform for ease in maintenance and in a convenient size forstorage. The handbook has been arranged with quickreference tabs imprinted with the title of each section andcontains ten basic divisions:

Section i GeneralSection 11 LimitationsSection Ill Emergency ProceduresSection IV Normal ProceduresSection V PerformanceSection VI Weight and Balance/Equipment ListSection Vil Systems DescriptionSection VIII Handling, Servicing and MaintenanceSection IX SupplementsSection X Safety Information

NOTESExcept as noted, all airspeeds quoted in thishandbook are indicated airspeeds (IAS) andassume zero instrument error.

Due to the large variety of airplaneconfigurations available through optionalequipment, it should be noted that in describingand illustrating the handbook, optionalequipment may not be designated as such in

1-4 November, 1980


every case. Through variations provided bycustom designing, the illustrations in thishandbook will not be typical of every airplane.

The ownerloperator should always refer to allsupplements, whether STC Supplements orBeech Supplements, for possible placards,limitations, normal, emergency and otheroperational procedures for proper operation ofthe airplane with optionalequipment installed.

NOTICE

The following information may be provided tothe holder of this manual automatically:

L Original issues and revisions ofBEECHCRAFT Service Bulletins

2. Original issues and revisions of FAAApproved Airplane Flight ManualSupplements

3. Reissues and Revisions of FAA ApprovedAirplane Flight Manuals, Flight Handbooks,Owner's Manuals, Pilot's Operating Manuals,and Pilot's Operating Handbooks

This service is free and will be provided only toholders of this handbook who are listed on theFAA Aircraft Registration Branch List or theBEECHCRAFT International Owner'sNotification Service List, and then only ifyou arelisted by airplane serial number for the modelfor which this handbook is applicable. Fordetailed information on how to obtain "Revision

June, 1984 1-5


I Service" applicable to this handbook or otherBEECHCRAFT Service Publications, consult aBEECHCRAFT Aero or Aviation Center orInternational Distributor or Dealer, or refer to thelatest revision of BEECHCRAFT ServiceBulletin No. 2001.

NOTICE

Beech Aircraft Corporation expressly reservesthe right to supersede, cancel, and/or declareobsolete, without prior notice, any part, partnumber, kit, or publication referenced in thismanual.

REVISING THE HANDBOOK

immediately following the "Title Page" is the "Log ofRevisions" page(s). The Log of Revisions pages are usedfor maintaining a listing of all effective pages in thehandbook (except the SUPPLEMENTS section), and as arecord of revisions to these pages. In the lower right cornerof the outlined portion of the Log of Revisions is a boxcontaininga capital letter which denotes the issue or reissueof the handbook. This letter may be suffixed by a numberwhich indicates the numerical revision. When a revision toany information in the handbook is made, a new Log ofRevisions will be issued. AII Logs of Revisions must beretained in the handbook to provide a current record ofmaterial status until a reissue is made.

WARNING

When this handbook is used for airplaneoperational purposes it is the pilot'sresponsibility to maintain it in current status.

1-6 June, 1984


SUPPLEMENTS REVISION RECORD

Section IX contains supplements and a Log of Supplementspage. On the "Log" page is a listing of supplementalequipment available for installation on the BEECHCRAFTairplane.

Upon receipt of a new or revised supplement, compare the"Log" page just received with the existing "Log" page in themanual. Retain the "Log" page with the latest date on thebottom of the page (this log will usually have the greaternumber of entries) and discard the other log.

VENDOR-ISSUED STC SUPPLEMENTS

When a new airplane is delivered from the factory, thehandbook will contain either an STC (Supplemental TypeCertificate) Supplement or a Beech Flight ManualSupplement for all items requiring a supplement. If a newhandbook is purchased at a later date for operation of theairplane, it is the responsibility of the ownerloperator to seethat all required STC Supplements (as well as weight andbalance and other pertinent data) are retained for use in thenew handbook.

June, 1984 1-6A



1-68 June, 1984


25' 9"

8'1"

6' I"

10' 8"

76.0" DIA

THREE VIEWNovember, 1980 1-7


Radius for Wing Tip.................................26 feet 10 inchesRadius for Nose Wheel .................................12 feet 1 inch

© Radius for Inside Gear ....................................4 feet 1 inch@Radius for Outside Gear ...........................16 feet 9 inches

TURNING RADil ARE CALCULATED USING FULL STEERING.ONE BRAKE AND PARTIAL POWER

GROUND TURNING CLEARANCE

1-8 November, 1980


DESCRIPTIVE DATA

NOTE

MC-449, MC-452 thru MC-673 are 14-voltsystems. The battery switch is placardedBATTERY & ALT and the alternator switch isplacarded ALT (or ALT FIELD). 28-volt systemsMC-674 and after, are placarded BATTERY forthe battery switch and ALT FIELD for thealternator switch. AII items throughout thishandbook that refer to battery switch refer toeither BATTERY & ALT switch or BATTERYswitch depending upon configuration.

ENGINE

One Avco Lycoming engine model 10-360-A1B6. It is a fuel-injected, direct-drive, air-cooled, horizontally opposed, 4-cylinder, 200-horsepower-rated engine.

Take-off and Maximum ContinuousPower......................................... Full Throttle at 2700 RPM

PROPELLER

Hartzell constant-speed, two-blade, aluminum-alloypropeller using HC-M2YA-18F hub with F7666A blades andan A2298-2P spinner. Diameter is 76 inches, no cutoffpermitted.

FUEL

Aviation Gasoline Grade 100 (green), or 100LL (blue)minimum.

November, 1980 1-9


FUEL TANKS

Total Capacity......................... ......................... 59.8 Gallons*Total Usable.......................... .............................57.2 Gallons

Each tank has provisions for partial filling to:

20 gallons each tank ........................37.4 gallons usable

15 gallons each tank ........................27.4 gallons usable

*Value given is nominal. Tank capacity will vary withtemperature and manufacturing tolerances.

OIL

O/L CAPACITYTotal....................... ......................8Quarts

APPROVED O/L TYPES

Avco Lycoming Specification Number 301E approves foruse lubricating oils which conform to both MIL-L-6082Bstraight mineral type and MIL-L-22851 ashless dispersantlubricants for airplane engines. Refer to the ApprovedEngine Oils table in the HANDLING, SERVICING ANDMAINTENANCE section for a list of approved products.

MAXIMUMCERTIFICATED WEIGHTS

Maximum Ramp Weight...................... ...................2758 ibsMaximum Take-off Weight ........................................ 2750 lbsMaximum Landing Weight ........................................2750 lbsMaximum Zero Fuel Weight...................... No Structural LimitMaximum Weight in Baggage Compartment............... 270 lbs

1-10 November, 1980


CABIN AND ENTRY DIMENSIONS

Cabin Width (maximum) ............................................ 3 ft 8 in.Cabin Length (maximum)......................................... 7 ft 11 in.Cabin Height (maximum) ..................... . .......................4 ftCabin Door....................... ........................36 in. x 38 in.

BAGGAGE SPACE AND ENTRY DIMENSIONS

Compartment Volume....................... ...................... 19.5 cu ftDoor Width (minimum)........................ .......................22 in.Door Height (minimum)........................ .......................33 in.

SPECIFIC LOADINGS

Wing Loading at Maximum Take-off Weight......18.84 Ibs/sq ftPower Loading at Maximum Take-off Weight...... 13.75 lbs/hp

November, 1980 1-11


SYMBOLS, ABBREVIATIONSAND TERMINOLOGY

The following Abbreviations and Terminologies have beenlisted for convenience and ready interpretation where usedwithin this handbook. Whenever possible, they have beencategorized for ready reference.

GENERAL AIRSPEED

CAS Calibrated Airspeeds is the indicatedspeed of an airplane, corrected forposition and instrument error.Calibrated airspeed is equal to trueairspeed in standard atmosphere atsea level.

KCAS Calibrated Airspeed expressed inknots.

GS Ground Speed is the speed of anairplane relative to the ground.

IAS Indicated Airspeed is the speed of anairplane as shown on the airspeedindicator when corrected for instrumenterror. IAS values published in thishandbook assume zero instrumenterror.

KIAS Indicated Airspeed expressed in knots.

TAS True Airspeed is the airspeed of anairplane relative to undisturbed air,which is the CAS corrected for altitude,temperature, and compressibility.

1-12 November, 1980


VA Maneuvering Speed is the maximumspeed at which application of fullavailable aerodynamic control will notover-stress the airplane.

VFE Maximum Flap Extended Speed is thehighest speed permissible with wingflaps in a prescribed extended position.

VLE Maximum Landing Gear ExtendedSpeed is the maximum speed at whichan airplane can be safely flown withthe landing gear extended.

VLO Maximum Landing Gear OperatingSpeed is the maximum speed at whichthe landing gear can be safelyextended or retracted.

VNE Never Exceed Speed is the speed limitthat may not be exceeded at any time.

VNO Maximum Structural Cruising Speed isor the speed that should not be exceededVC except in smooth air and then only with

caution.

VS Stalling Speed or the minimum steadyflight speed at which the airplane iscontrollable.

VSO Stalling Speed or the minimum steadyflight speed at which the airplane iscontrollable in the landingconfiguration.

November, 1980 1-13


VX Best Angle-of-Climb Speed is theairspeed which delivers the greatestgain of altitude in the shortest possiblehorizontal distance.

Vy Best Rate-of-Climb Speed is theairspeed which delivers the greatestgain in altitude in the shortest possibletime.

Cruise Cilmb Recommended Climb Speed forenroute climb.

METEOROLOGICAL

ISA International Standard Atmosphere inwhich:(1) The air is a dry perfect gas;(2) The temperature at sea level is

15°

Celsius (59°Fahrenheit);

(3) The pressure at sea level is 29.92inches Hg (1013.2 millibars);(4) The temperature gradient from sealevel to the altitude at which thetemperature is -

56.5°C (-69.7°F) is-0.00198°C (-0.003566°F) per footand zero above that altitude.

OAT Outside Air Temperature is the free airstatic temperature, obtained eitherfrom inflight temperature indicationsadjusted for instrument error andcompressibility effects, or groundmeteorological sources.

1-14 November, 1980


Indicated The number actually read from anPressure altimeter when the barometric

Altitude subscale has been set to 29.92 inchesof mercury (1013.2 millibars).

Pressure Altitude measured from standard seaAltitude level pressure (29.92 in. Hg) by a

pressure (barometric) altimeter. It isthe indicated pressure altitudecorrected for position and instrumenterror. In this handbook, altimeterinstrument errors are assumed to bezero. Position errors may be obtainedfrom the Altimeter Correction graph.

Station Actual atmospheric pressure at fieldPressure elevation.

Wind The wind velocities recorded asvariables on the charts of thishandbook are to be understood as theheadwind or tailwind components ofthe reported winds.

POWER

Take-off and Highest power rating not limited byMaximum time.Continuous

ENGINE CONTROLS AND INSTRUMENTS

Throttle Control Used to control power by introducingfuel-air mixture into the intakepassages of the engine. Settings arereflected by readings on the manifoldpressure gage.

November, 1980 1-15


Propeller Control This control requests the propellergovernor to maintain engine/propellerrpm at a selected value by controllingpropeller blade angle.

Mixture Control This control is used to set fuel flow inall modes of operation and cuts off fuelcompletely for engine shut down.

EGT(Exhaust Gas This indicator is used to identify theTemperature) lean and best power fuel flow mixturesindicator for various power settings.

Tachometer Indicates the rpm of theengine/propeller.

Propeller Regulates the rpm of theGovernor engine/propeller by increasing or

decreasing the propeller pitch througha pitch change mechanism in thepropeller hub.

AIRPLANE PERFORMANCE AND FLIGHT PLANNING

Climb Gradient The ratio of the change in heightduring a portion of a climb, to thehorizontal distance traversed in thesame time interval.

Demonstrated The demonstrated crosswind velocityCrosswind is the velocity of the crosswindVelocity component for which adequate control

of the airplane during take off andlanding was actually demonstratedduring certification tests.

1-16 November, 1980


MEA Minimum enroute IFR altitude.

Route Segment A part of a route. Each end of that partis identified by: (1) a geographicallocation; or (2) a point at which adefinite radio fix can be established.

GPH U.S. Gallons per hour.

PPH Pounds per hour.

WEIGHT & BALANCE

Reference Datum An imaginary vertical plane from whichall horizontal distances are theasuredfor balance purposes.

Station A location along the airplane fuselageusually given in terms of distance fromthe reference datum.

Arm The horizontal distance from thereference datum to the center ofgravity (C.G.) of an item.

Moment The product of the weight of an itemmultiplied by its arm (Moment divideaby a constant is used to simplifybalance calculations by reducing thenumber of digits.)

Airplane The point at which an airplane wouldCenter of balance if suspended. Its distance fromGravity (CG) the reference datum is found by

dividing the total moment by the totalweight of the airplane.

November, 1980 1-17


CG Arm The arm obtained by adding theairplane's individual moments anddividing the sum by the total weight.

CG Limits The extreme center of gravity locationswithin which the airplane must beoperated at a given weight.

Usable Fuel Fuel available for flight planning.

Unusable Fuel Fuel remaining after a runout test hasbeen completed in accordance withgovernmental regulations.

Standard Empty Weight of a standard airplane includingWeight unusable fuel, full operating fluids and

full oil.

Basic Empty Standard Empty Weight plus optionalWeight equipment.

Payload Weight of occupants, cargo andbaggage.

Useful Load Difference between Take-off Weight(or Ramp Weight, if applicable) andBasic Empty Weight.

Maximum Ramp Maximum weight approved for groundWeight maneuvering. (It includes weight of

start, taxi, and take-off fuel.)

Maximum Take- Maximum weight approved for liftoff.off Weight

Maximum Land- Maximum weight approved for theIng Weight landing touchdown.

1-18 November, 1980


Maximum Zero Maximum weight exclusive of usableFuel Weight fuel.

Tare The weight of chocks, blocks, stands,etc., used on the scales whenweighing an airplane.

Jack Points Points on the airplane identified by themanufacturer as suitable for supportingthe airplane for weighing or otherpurposes.

November, 1980 1-19

BEECHCRAFTSierra 200 C24R

SECTION II

LIMITATIONS

TABLE OF CONTENTS

SUBÆCT PAGE

Airspeed Limitations ........................... .. .........................

2-3Airspeed indicator Markings .............................................

2-4Power Plant Limitations

Engine............................ ............................

2-4Operating Limitations.................................................2-5Fuel Grades.......................... . . ................:.........

2-5Fuel Additives.............................. . ...........................

2-5Oil Specifications........................... .........................

2-5Propeller Specifications................................................. 2-6

Power Plant Instrument Markings .....................................

2-6Miscellaneous Instrument Markings.................................. 2-7Weight Limits ........................... . .... . .........................

2-7Center of Gravity Limits..................................................... 2-7Reference Datum........................... . ..........................

2-7Maneuver Limits ................................... ...........................

2-7Approved Maneuvers (2750 Pounds)............................ 2-8

Flight Load Factors (2750 Pounds)................................... 2-8Takeoff........................... .. ..........................

2-8Minimum Flight Crew ........................................................

2-8Kinds of Operation Limits.................................................. 2-8Equipment Required for Various

Conditionsof Flight........................... ..........................

2-8Fuel

Total Fuel ......................... ...........................2-20

Fuel Management ........................... ...........................

2-20Placards......................... ........................

2-21

November, 1980 2-1

Section il BEECHCRAFTLimitations Sierra C24R

The limitations included in this section have been approvedby the Federal Aviation Administration and must beobserved in the operation of this airplane.

2-2 November, 1980

BEECHCRAFT Section 11Sierra C24R Limitations

AIRSPEED LIMITATIONS

CAS IASSPEED REMARKS

Never Exceed 168 193 168 193 Do Not ExceedNE This Speed in

Any Operation.

Maximum 143 165 143 165 Do Not ExceedStructural This SpeedCruising Except inVNOor VC Smooth Air and

Then Only WithCaution.

Maneuvering 125 144 125 144 Do Not MakeVA Full or Abrupt

Control Move-ments AboveThis Speed.

Maximum Flap 96 110 96 110 Do Not ExtendExtension/ Flaps or OperateExtended VFE With Flaps Ex-

tended AboveThis Speed.

Maximum 135 155 135 155 Do Not Extend,Landing Gear or Operate WithOperating/Extended Gear ExtendedVLO LE Above This

Speed, exceptin Emergency.

Maximum 113 130 113 130 Do Not RetractLanding Gear Landing GearRetraction Above This Speed.

November, 1980 2-3

Section 11 BEECHCRAFTLimitations Sierra C24R

*AIRSPEED INDICATOR MARKINGS

MARK- CAS 11S SIGNIF1-ING KTS MPH KTS MPH CANCE

White 55-96 63-110 60-96 69-110 Full FlapArc Operating

Range

Green 62-143 71-165 65-143 75-165 NormalArc Operating

Range

Yellow 143-168 165-193 143-168 165-193 Operate WithArc Caution, Only

in Smooth Air

Red 168 193 168 193 MaximumLine Speed

For ALLOperations

*The limits of the arcs on the airspeed indicator are markedin CAS values.

POWER PLANT LIMITATIONS

ENGINE

One Avco Lycoming engine model IO-360-A186

Take-off and Maximum ContinuousPower......................................... Full Throttle at 2700 RPM

2-4 November, 1980


OPERATINGLIMITATIONS

OilTemperature .......................... ...........................

245°F

Oil PressureMinimum ......................... . . ...........................25 psiMaximum ....................... .. . ........................... 100 psi

Fuel PressureMinimum ......................... ........................0.5 psiMaximum ......................... ..................................... 12.0 psiMixture - set per leaning instructions on Performance

Graphs.

FUEL GRADES

Aviation Gasoline grade 100 (green)or 100LL (blue)minimum.

FUEL ADD/T/VES

ALCOR TCP concentrate, or equivalent, mixed accordingto instructions provided by Alcor, Inc.

O/L SPECIFICAT/ONS

Avco Lycoming Specification Number 301E approves foruse lubricating oils which conform to both MIL-L-6082Bstraight mineral type and MIL-L-22851 ashless dispersantlubricants for airplane engines. Refer to the ApprovedEngine Oils table in the HANDLING,SERVICING ANDMAINTENANCE Section for a list of approved products.

November, 1980 2-5


PROPELLER SPECIFICATIONS

Hartzell constant speed, two-blade aluminumalloy propellerusing HC-M2YR-1BF hub with F7666A blades and A2298-

2P spinner. Pitch settings at 30-inch station, Low 13°±

.1°,

High 27° to 31°.Diameter is 76 inches, no cutoff permitted.

No extended operation is permitted between 2100 and 2350rpm.

POWER PLANT INSTRUMENT MARKINGS

OIL TEMPERATURECaution (Yellow Arc)........................................ 60° to 120°F

Operating Range (Green Arc) .......................

120° to 245°F

Maximum (Red Line)................................................245°F

OIL PRESSUREMinimum Pressure (Red Line)................................... 25 psiMinimum Pressure (Yellow Arc) ........................25 to 60 psiOperating Range (Green Arc) ...........................60 to 90 psiMaximum Pressure (Red Line)................................ 100 psi

FUEL FLOWMinimum (Red Line)...................... . .......................0.5 psiOperating Aange (Green Arc) .....................4.0 to 16.6 gphMaximum (Red Line).............................................. 12.0 psi

TACHOMETERNo Extended Operation (Red Arc)...........2100 to 2350 rpmOperating Range (Green Arc) .................2350 to 2700 rpmMaximum RPM (Red Line) ...................................2700 rpm

MANIFOLD PRESSUREOperating Range (Green Arc) ...................15 to 28.7 in. Hg

2-6 November, 1980


MISCELLANEOUSINSTRUMENT MARKINGS

INSTRUMENT AIROperating Range (Green Arc) ....................4.3 to 5.9 in. Hg

FUEL QUANTITYYellow Arc...................... . ..................... E to 3/8 Full

WEIGHT LIMITS

Maximum Ramp Weight............................................ 2758 IbsMaximum Take-off Weight........................................ 2750 lbsMaximum Landing Weight ........................................ 2750 lbsZero Fuel Weight ...............................No Structural LimitationMaximum Baggage Compartment Load ...................,. 270 lbs

CG LIMITS(Gear Down)

Forward: 110 inches aftof datum to 2375 pounds withstraight line variation to 113 inches at 2750pounds

Aft: 118.3 inches aft of datum at all weights

REFERENCE DATUM

Datum is 103 inches forward of wing leading edge.MAC length is 52.7 inches.

MANEUVER LIMITS

This is a normal category airplane. Spins are prohibited. Noacrobatic maneuvers are approved except those listedbelow. Maximum slip duration is 30 seconds.

November, 1980 2-7

Section 11 BEECHCRAFTUmitations Sierra C24R

APPROVED MANEUVERS(2750 POUNDS)

MANEUVER ENTRY SPEED(Bank angles, no more than 60°J

Chandelle ................................................ 125 knots/144 mphSteep Turn............................................... 125 knots/144 mphLazy Eight................................................ 125 knots/144 mphStall (Except Whip) ..............................Use slow deceleration

FLIGHT LOAD FACTORS (2750 POUNDS)

Flight maneuvering load factor, flaps up..............+ 3.8 - 1.9GFlight maneuvering load factor, flaps down................ + 1.9G

TAKEOFF

Set 15°Flaps for Takeoff.

MINIMUM FLIGHT CREW

One (1) Pilot

KINDSOF OPERATION LIMITS

1. VFR day and night2. IFR day and night

EOUIPMENT REQUIRED FOR VARIOUSCONDITIONSOF FUGHT

Federal Aviation Regulations (91.3(a), 91.24, 91.25, 91.32,91.33, 91.52, 91.90, 91.97, 91.170) specify the minimumnumbers and types of airplane instruments and equipmentwhich must be installed and operable for various kinds offlight conditions. This includes VFR day, VFR night, IFRday, and IFR night.

2-8 November, 1980

BEECHCRAFT Section IISierra C24R Limitations

Regulations also required that all airplanes be certificatedby the manufacturer for operations under various flightconditions.At certification,all required equipment must be inoperating condition and should be maintained to assurecontinued airworthiness. If deviations from the installedequipment were not permitted, or if the operating rules didnot provide for various flight conditions, the airplane couldnot be flown unless all equipment was operable. Withappropriate limitations, the operation of every system orcomponent installed in the airplane is not necessary, whenremaining operative instruments and equipment provide forcontinued safe operation. Operation in accordance withlimitations established to maintain airworthiness can permitcontinued or uninterrupted operation of the airplanetemporarily.

For the sake of brevity, the Required Equipment Listingdoes not include obviously required items such as wings,rudders, flaps, engine, landing gear, etc. Also the list doesnot include items which do not affect the airworthiness ofthe airplane such as entertainment systems, passengerconvenience items, etc. However, it is important to note thatALL ITEMS WHICH ARE RELATED TO THEAIRWORTHINESS OF THE AIRPLANE AND NOTINCLUDED ON THE LIST ARE AUTOMATICALLYREQUIRED TO BE OPERATIVE.

To enable the pilot to rapidly determine the FAA equipmentrequirements necessary for a flight into specific conditions,the following equipment requirements and exceptions arepresented. It is the final responsibility of the pilot todetermine whether the lack of, or inoperative status of apiece of equipment on the airplane, will limit the conditionsunder which the pilot may operate the airplane.

November, 1980 2-9


WARNING

FLIGHT IN KNOWN ICING CONDITIONSISPROHIBITED.

LEGENDNumbers refer to quantities required(-) Indicates that the item may be inoperative for the

specified condition.(*) Refers to the REMARKS AND/OR EXCEPTIONS

column for explicit information or reference.

2-10 November, 1980



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FUEL

TOTAL FUEL with left and right wing fuel systems full:

Capacity......................... . .. .......................59.8

gallons*Usable ........................... . ............................. 57.2 gallons

*Value given is nominal. Tank capacity will vary with tem-perature and manufacturing tolerances.

FUEL MANAGEMENT

Do not take off when Fuel Quantityindicators indicate in theyellow band on either indicator.

Maximum slip duration is 30 seconds.

2-20 November, 1980


PLACARDS

On Left Cabin Door (MC-533, MC-537 and after, CAS)

| THIS AIRPLANEMUST BE OPERATEDIN COMPLIANCEWITH THE OPERATING UMITATIONS STATEDIN THEFORM OF PLACARDS, MARKINGS AND MANUALS.NORMAL CATEGORY

MAXIMUM DESIGN WEIGHT 2750 LBSREFER TO WEIGHT AND BALANCE DATAFOR LOADING INSTRUCTIONSFLIGHT MANEUVEttNG LOAD FACTOR FLAPS UP +38 -1.9

DOWN +19MAXIMUM MANEUVERING SPEED 125 KTS/144 MPH

NO ACROBATIC MANEUVERSINCLUDING SPINS APPROVED

NO ACROBATIC MANEUVERSAPPROVEDEXCEPTTHOSE LISTEDBELOW:

MANEUVER, BANK ANGLES NO MORE THAN 60°

MAXIMUM ENTRY SPEEDCHANDELLES 125 KTS/144 MPHLAZY EIGHTS 125 KTS/144 MPHSTEEP TURN$ 125 KIS/144 MPHSTALLS (EXCEPT WHIP STALLSI SLOW DECELERATIONNOTE: MAXIMUM ALTITUDE LOSS DURINGSTALL 300 FT

LANDING GEARMAXIMUM GEAR EXTENDED SPEED 135 KTS/155 MPHMAxiMUM GEAR OPERATING SPEED EXTENSION 135 KTS/155 MPH

RETRACTION !!3 KTS/130 MPH

On Flap Extension Handle (MC-533, MC-537 and after,CAS)

FLAPS PULL TO EXTEND, MAX SPEED 96 KTS/llO MPHRETRACTED. . . . . . .

0°FIRSTNOTCH . . . . . .

15*SECOND NOTCH . . . .

25°THIRDNOTCH . . . . .

35°

November, 1980 2-21


On Left Cabin Door (CAS):(MC-449, MC-452 thru MC-536, except MC-533)

THIS AIRPLANE MUST BE OPERATED IN COMPLIANCEWITH THE OPERATING LIMITATIONS STATED IN THEFORM OF PLACARDS, MARKINGS AND MANUALS.

NORMAL CATEGORYMAKIMUM DE51GN WEIGHT 2750 LBSREFER TO WEIGHT AND BALANCE DATAFOR LOADING INSTRUCTIONS

FLIGHT MANEUVERING LOAD FACTOR FLAPS UP + 3 8 - 1 9DOWN + 1 9

MAXIMUM MANEUVERING SPEED 144 MPH

NO ACROBATICMANEUVERSINCLUDING SPINS APPROVED

NO ACROBATic MANEUVERSAPPROVEDEXCEPT THOSE LISTEDBELOW:

MANEUVER BANK ANGLES NO MORE THAN 60

MAXIMUM INTRY SPEEDCHANDELLES 144 MPH

,tAZY EIGHTS 144 MPH

STEEP TURNS 144 MPH

STAtt5 IEXCEPT WHIP STALLS: SLOW DECELERATION

NOTE MAXIMUM ALTITUDE LOSS DURING STAtt 300 FT

LANDING GEARMAXIMUM OfAR fxifNDED SPEED ISS MPH

MAxtMUM GEAR OPERAllNG SPEED EXIENSION 155 MPH

RETRACTION 130 MPH

On Flap Extension Handle (CAS):(MC-449, MC-452 thru MC-536, except MC-533)

FLAPS PULL TO EXTEND, MAX SPEED 110 MPHRETRACTED . . . . . . .

0°FIRST NOTCH . . . . . .

15°

SECODNDNOCTHCH. . . .

2-22 November, 1980


On /nside of Ernergency Gear Extensíon Access Door:

(MC-533, MC-537 and after)

EMERGENCY LANDING GEAR EXTENSION

1. Landing Gear Motor Circuit Breaker-OFF(Pull)2. Gear Position Switch-DOWN3. Throttle-MAXIMUM 12 inches of mercury

(Manifold Press.)

4. Indicated Airspeed-87 KTS/100 MPH5. Emergency Extension Valve-OPEN

(Use Handle-Turn Counter Clockwise)L J

(MC-449,MC-452 thru MC-536, except MC-533)

EMERGENCY LANDING GEAR EXTENSION

l Landing Gear Motor Circuit Breaker-OFF (Pull)2 Gear Position Switch-DOWN

3 Throule-MAXIMUM 12 inches of mercury

(Manifold Press)4 Indicated Airspeed-100 MPH5 Emergency Extension Valve-OPEN

(Use Haridle-Turn Counter Clockwise)

L TJ

November, 1980 2-23

Section il BEECHCRAFTLimitations Sierra C24R

On Fuel Selector Panel (prior to MC-696):

L TANK R TAN

OFF OFF

OR

On Fuel Selector Panel (Serials MC-696 and after, orearlier airplane serials which have complied withBEECHCRAFT Service Instructions No. 1095):

OFF

Adjacent to Engine Instrument Cluster

DO NOT IAKE OFF WHEN FUEL QUANTlTY GAUGE INDICATES IN YELLOW ONfifHER GAUGE MAXIMUM SLtP DURATION 30 SEC

On Upper Right Instrument Panel

RAISE FLAPS

TO INCREASEBRAKE

EFFECTIVENESS

2-24 November, 1980


Adjacent to Flap Switch or Left of Quadrant Control Panel:

E¯ ¯l

USE 15° FLAPSFOR TAKE OFF

L_ . J

00 Pedestal Between Front Seats:

OW

[¯ ¯

NO

NoS

uP

On Floorboard in Front of Pilot's Seat:

oEMERGENCY

GEAR EXTENSION

o-ACCESS DOOR-

November, 1980 2-25


On Left Cabin Door:

EMERGENCY GEAREXTENSIONHANDLE

Lower Sidewall Adjacent to Pilot (when installed)

o WARNING eEMERGENCY AIRSPEED STATIC SOURCE

ONSEE PILOTS CHECK LIST EMERGENC

OR FLIGHT MANUAL ---

EMERGENCY PROCEDURESFOR AIRSPEED A ALTIMETER OFF

CAL18RATION ERROR NORMAL

On Upper Right Instrument Panel:

IN CASE OF FIRE IN ENGINECOMPARTMENT CLOSE

DEFROST & CABIN AIR VALVE

On Lower Left Sidewall Panel

O LEVELAIRCRAFT - LEVEL

BAGGAGE COMPARTMENT FLOOR

2-26 November, 1980


On Baggage Compartrnent Door:

AGGAGE COMPARTMEN

270 POUNDSMAXIMUM CAPACITY

On Aft Cabin Bulkhead:

HAT SHELFNO HEAVY OBJECTS

On Bulkhead Below Hat Shelf When Sth and 6th Seats areInstalled:

MAXIMUM FIFTH AND SIXTH SEATSTRUCTURAL CAPACITY 250 POUNDS

REFER TO WEIGHT AND BALANCE FOR )LOADING INSTRUCTIONS

NO SMOKING IN FIFTH AND SlXTH SEAT

November, 1980 2-27


On Upper Aft Corner of Each Cabin Door (Prior to MC-633),or on window (MC-633 and after):

INSTRUCTION-SHOULDERSTRAP

l. OCCUPANTS SHORTERTHAN4 FT. 7 IN. DO NOT USESHOULDER STRAP.

2. PLACE SEATBACK IN THEUPRIGHT POSITION DURINGTAKEOFFAND LANDING.

Adjacent to Sth and 6th Seats When Installed:

INSTRUCTION-SHOULDERSTRAP

l. OCCUPANTS SHORTERTHAN4 FT. 7 IN. DO NOT USESHOULDER STRAP.

On Right Sidewall Below Third Window:

NO SMOKING IN FIFTH AND SIXTH SEATL-- ---J

2-28 November, 1980


On Second Window Frame on Right Side When Requiredby Weight and Balance Data:

BAGGAGE, CARGO OR FAMILY SEATS

LOAD IN ACCORDANCEWITH WEIGHT & BALANCE DATAMAXIMUM SEAT CAPACITY POUNDS

On Baggage Door Adjacent to Handle:

PULL PINROTATEHANDLE

TO OPEN

November, 1980 2-29


SECTION III

EMERGENCY PROCEDURESTABLE OF CONTENTS

SUBJECT PAGE

Emergency Airspeeds......................... ......................3-3

Engine FailureDuring Take-Off Ground Roll......................................... 3-4After LiftoffAnd in Flight ................................................

3-4Engine Discrepancy Checks

Rough Running Engine..............................................3-5Loss Of Engine Power ...............................................

3-5Airstart Procedure......................... .......................3-6

Engine FireIn Flight ......................... ........................

3-6On The Ground ......................... .........................

3-7Emergency Descent ........................ .. .. ........................

3-7Maximum Glide Configuration...........................................3-7Landing Emergencies

Landing Without Power .................................................

3-8Landing Gear Retracted - With Power ...........................

3-8Systems Emergencies

Propeller Overspeed.....................................................3-9Starter Engaged Warning Light lituminated................... 3-9Altemator-OutProcedure............................................ 3-10Unscheduled Electric Elevator Trim ............................

3-10Landing Gear Emergency Extension........................... 3-10Landing Gear Retraction After Practice

Manual Extension.......................... . .......................

3-11Emergency Static Air Source System.......................... 3-11Unlatched Door in Flight.............................................. 3-12

Spins..................................... ..........................

3-12Emergency Speed Reduction .........................................

3-12

November, 1980 3-1

Section Ill BEECHCRAFTEmergency Procedures Sierra C24R


3-2 November, 1980

BEECHCRAFT Section IIISierra C24R Emergency Procedures

A// airspeeds quoted in this section are indicatedairspeeds (IAS).

EMERGENCY AIRSPEEDS

Emergency Descent .................................135 KTS/155 MPH

Glide ....................... . .......................91 KTS/105 MPH

Emergency Landing Approach......................74 KTS/85 MPH

Stall warning horn is inoperative when the battery andalternator switches are turned off.

NOTE

On serials MC-696 and after, or on airplaneswhich have complied with BEECHCRAFT S.I.No. 1095, a fuel selector stop has been addedto the selector valve guard. The fuel selectorstop minimizes the possibility of inadvertentlyturning the fuel selector valve to the OFFdetent position. The stop is a spring whichmust be depressed before the selector valvehandle can be rotated to the OFF position.

The following information is presented to enable the pilot toform, in advance, a definite plan of action for coping withthe most probable emergency situations which could occurin the operation of the airplane. Where practicable, theemergencies requiring immediate corrective action aretreated in check list form for easy reference andfamiliarization. Other situations, in which more time isusually permitted to decide on and execute a plan ofaction, are discussed at some length.

November, 1980 3-3

Section III BEECHCRAFTEmergency Procedures Sierra C24R

ENGINE FAILURE

DURING TAKE-OFF GROUND ROLL

1. Throttle - CLOSED2. Braking - MAXIMUM

NOTE

Conduct the following procedures immediately ifit appears certain that the airplane will run offthe runway. (Otherwise, conduct theseprocedures at the pilot's discretion.)

3. Fuel Selector Valve - OFF4. Battery switch, Alternator switch and Magneto/Start

switch - OFF

AFTER LIFTOFF AND IN FLIGHT

Landing straight ahead is usually advisable. // sufficientaltitude is available for maneuvering, accomplish thefo//owing:

1. Mixture - FULL RICH2. Fuel Boost Pump - ON3. Fuel Selector Valve - SELECT OTHER TANK (feel for

detent, and check visually)4. Magnetos - CHECK LEFT AND RIGHT, THEN BOTH

NOTE

The most probable cause of engine failurewould be loss of fuel flow or improperfunctioning of the ignition system.

3-4 November, 1980


if No Restart:

1. Establish Maximum Glide Configuration2. Throttle - CLOSED3. Fuel Selector Valve - OFF4. Mixture - IDLE CUT-OFF5. Magneto/Start Switch - OFF

When certain of reaching the selected landing site:

6. Airspeed - NORMAL APPROACH SPEED7. Flaps - AS REQUIRED8. Landing Gear - DOWN or UP (depending on terrain)9. Battery switch, alternator switch, and Fuel Boost

Switch - OFF

ENGINE DISCREPANCY CHECKS

CONDITION: ROUGH RUNNINGENGINE

1. Mixture - FULL RICH, then LEAN as required2. Magneto/Start Switch - CHECK LEFT, RIGHT, THEN

BOTH

CONDITION: LOSS OF ENGINE POWER

1. Fuel Flow Gage - CHECK

// fuel flow is abnorma//y low:a. Mixture - FULL RICHb. Auxiliary Fuel Pump - ON (Lean as required)c. Auxiliary Fuel Pump - OFF if performance does

not improve in a few moments

November,1980 3-5


2. Fuel Quantity indicator - CHECK for fuel supply in tankbeing used

// tank being used is empty:Fuel Selector Valve - SELECT OTHER FUEL TANK(feel for detent, and check visually)

AIR START PROCEDURE

1. Fuel Selector Valve - SELECT TANK MORE NEARLYFULL (Check to feel detent and check visually.)

2. Throttle - AS REQUIRED3. Mixture - FULL RICH4. Propeller - AS REQUIRED5. Fuel Boost Pump - ON OR OFF as required6. Magneto/Start Switch - BOTH

NOTE

When engine starts, adjust throttle, propeller,and mixture controls.

ENGINE FIRE

IN FLIGHT

The red FIREWALL AIR controls must be closed to shut offall heating system outlets so that smoke and fumes will notenter the cabin. The control labeled CABIN AIR, on the leftof the power control quadrant, must be pulled att to close.The control labeled DEFROST, to the right of the powercontrol quadrant, must be pushed fonward to close. In theevent of an engine fire, shut down the engine as follows andmake a landing:

3-6 November, 1980


1. Fuel Selector Valve - OFF2. Mixture - IDLE CUT-OFF3. Propeller - FULL FORWARD (High rpm position)4. Throttle - CLOSE5. Cabin Air Control (Red Knob) - pull OFF6. Defrost Valve (Red Knob) - push OFF7. Alternator Switch - OFF8. Battery Switch - OFF (Extending the gear can be

accomplished manually if desired)9. Magneto/Start Switch - OFF

10. Do not attempt to restart engine

ON THE GROUND

1. Fuel Selector Valve - OFF2. Throttle - CLOSE3. Mixture - IDLE CUT-OFF4. Battery Switch and Alternator Switch - OFF5. Magneto/Start Switch - OFF6. Fire Extinguisher - USE TO EXTINGUISH FIRE

EMERGENCY DESCENT

1. Propeller - FULL FORWARD (High rpm position)2. Throttle - IDLE3. Landing Gear - DOWN4. Airspeed - ESTABLISH 135 KTS/155 MPH

MAXIMUMGLIDE CONFIGURATION

1. Landing Gear - UP (Landing gear safety switch OFF ifsystem is installed)

2. Flaps - UP3. Propeller - FULL AFT (Low rpm position)4. Airspeed - Establish 91 KTS/105 MPH

Glide distance is approximately 1.7 nautical miles (2 statutemiles) per 1000 feet above the terrain.

November, 1980 3-7


LANDING EMERGENCIES

LANDING WITHOUT POWER

When assured of reaching the landing site selected, and onfinal approach:

1. Airspeed - EMERGENCY APPROACH SPEED2. Fuel Selector Valve - OFF3. Mixture - IDLE CUT-OFF4. Flaps - AS REQUIRED5. Landing Gear - DOWN or UP, DEPENDING ON

TERRAIN6. Battery Switch and Alternator Switch - OFF

LANDING GEAR RETRACTED - WITH POWER

11possible, choose firm sod or foamed runway. Make anormal approach, using flaps as necessary. When sure ofreaching the selected landing spot:

1. Throttle - CLOSED2. Airspeed - NORMAL APPROACH SPEED3. Fuel Selector Valve - OFF4. Mixture - IDLE CUT-OFF5. Flaps - AS REQUIRED6. Battery Switch and Alternator Switch - OFF7. Keep wings level during touchdown8. Get clear of airplane as soon as possible after it stops:

3-8 November, 1980


SYSTEMS EMERGENCIES

PROPELLER OVERSPEED

1. Throttle - RETARD TO MINIMUM CRUISE RPM2. Airspeed - REDUCE (Initiate climb to load propeller if

time permits.)3. Oil Pressure - CHECK

WARNING

If loss of oil pressure was the cause ofoverspeed, the engine may seize after a shortperiod of operation. IF ENGINE FAILS:

4. Land - SELECT NEAREST SUITABLE SITE and followENGINE FAILURE AFTER LIFTOFF AND IN FLIGHTprocedures.

STARTER ENGAGED WARNING LIGHT ILLUMINATED(if Installed)

The STARTER ENGAGED warning light illuminateswhenever the starter is engaged. If this light remainsilluminated after the Magneto/Start Switch is released fromthe START position, the starter relay is still energized.Consequently, electrical power is still being supplied to thestarter, and it remains engaged. Continuing to supplypower to the starter will eventually result in the completeloss of electrical system power, substantial starter damage,and possible damage to other electrical systemcomponents.

If light remains illuminated on the ground:1. BATTERY & ALT and ALT Switches - OFF2. Do Not Take Off.

// /ight remains i//uminated in flight after air start:1. BATTERY & ALT and ALT Switches - OFF2. Land As Soon As Practical.

November, 1980 3-9

Section Ill BEECHCRAFTEmergency Procedures Sierra C24R

ALTERNATOR-OUT PROCEDURE

An inoperative alternator will place the entire electricaloperation of the airplane on the battery. Alternatormalfunction will be indicated by a fluctuation of theammeter needle, or by a discharge indication. If thiscondition develops:

1. ALT Switch - OFF MOMENTARILY, THEN ON (thisresets overvoltage relay)

// alternator-out condition persists:2. ALT Switch - OFF3. Nonessential Electrical Equipment - OFF to conserve

battery power.WARNING

Deactivation of the battery switch, alternatorswitch, or alternator circuit breaker during flightis prohibited, except as required by an actualemergency.

UNSCHEDULED ELECTRICSTABILATOR TRIM1. Airplane Attitude - MAINTAINusing stabilator control2. Stabilator Trim Thumb Switch (on Control Wheel) -

DEPRESS AND MOVE IN DIRECTION OPPOSITEUNSCHEDULED PITCH TRIM.

3. Stabilator Trim ON-OFF Switch (on instrument panel) -

OFF4. Manual Stabilator Trim Control Wheel - RETRIM AS

DESIREDNOTE

Do not attempt to operate the electric trimsystem until the cause of the malfunction hasbeen determined and corrected.

LANDING GEAR EMERGENCY EXTENSION

Emergency extension of the landing gear can be facilitatedby first reducing airspeed to 87 KTS/100 MPH.

3-10 November, 1980


Then proceed as follows:1. LOG GEAR MOTOR Circuit Breaker - OFF (PULL

OUT)2. Landing Gear Switch Handle - DOWN position3. Throttle - 12 in. Hg (or less) of manifold pressure4. Indicated Airspeed - 87 KTS/100 MPH5. Emergency Extension Valve - OPEN (Use Emergency

Gear Extension Wrench - Turn Counterclockwise)

WARNINGAfter landing do not move any landing gearcontrols or reset any switches or circuitbreakers until airplane is on jacks, since failuremay have been in the GEAR UP circuit andgear might retract on ground.

RETRACTING LANDING GEAR AFTER PRACTICEEMERGENCY EXTENSION

1. Emergency Extension Valve - CLOSE (UseEmergency Extension Wrench - Turn Clockwise)

2. LDG GEAR MOTOR Circuit Breaker - PUSH IN3. Landing Gear Switch Handle - UP

EMERGENCY STATIC AIR SOURCE SYSTEMTHE EMERGENCY STATIC AIR SOURCE SHOULD BEUSED FOR CONDITIONSWHERE THE NORMAL STATICSOURCE HAS BEEN OBSTRUCTED. When the airplanehas been exposed to moisture and/or icing conditions(groundobstructions not properly corrected may causeinflight obstruction), the possibility of obstructed static portsshould be considered. Partial obstruction will result in therate-of-climb indication being sluggish during a climb ordescent. Verification of suspected obstruction is possible byswitching to the emergency system and noting a suddensustained change in rate of climb. This may beaccompanied by abnormal indicated airspeed and altitudechanges beyond normal calibration differences.

November, 1980 3-11

Section 111 BEECHCRAFTEmergency Procedures Sierra C24R

Whenever any obstruction exists in the Normal Static AirSystem, or the Emergency Static Air System is desired foruse:

1. Pilot's Emergency Static Air Source - Switch to ONEMERGENCY (lower sidewall adjacent to pilot)

2. For Airspeed Calibration and Altimeter Correction, referto PERFORMANCE Section

NOTEThe Emergency Static Air valve should be in theOFF-NORMAL position except in anemergency.

UNLATCHED DOOR IN FLIGHTIf the cabin door latch is not fully engaged, it may comeuntatched in flight. This usually occurs during or just aftertakeoff. The door will trail in a position approximately 3inches open. A buffet may be encountered with the dooropen in flight. Return to the field in a normal manner. Ifpracticable, during the landing flare-out have a passengerhold the door to prevent it from swinging open.

SPINSSPINS ARE PROHIBITED. Ifa spin is entered inadvertently:

Immediately move the control column full forward andsimultaneously apply full rudder opposite to the direction ofthe spin; continue to hold this control position until rotationstops and then neutralize all controls and execute a smoothpullout. Ailerons should be neutral and throttle in idleposition at all times during recovery.

EMERGENCY SPEED REDUCTION

In an emergency, the landing gear may be used to createadditional drag. Should disorientation occur underinstrument conditions, the lowering of the landing gear will

3-12 November, 1980

BEECHCRAFT Section IIISierra 200 C24R Emergency Procedures

reduce the tendency for excessive speed buildup. Thisprocedure would also be appropriate for a non-instrumentrated pilot who unavoidably encounters instrumentconditions or in other emergencies such as severeturbulence.

If the landing gear is used at speeds higher than themaximum extension speed, the gear should be left downuntil landing. Inspection of the gear doors is required, inaccordance with maintenance procedures, with repair ifnecessary.

November, 1980 3-13


SECTION IVNORMAL PROCEDURES

TABLE OF CONTENTS

SUBJECT PAGE

Speeds for Safe Operation....................... .......................4-3

Preflight inspection ........................ .......................4-3

Before Starting...................... . ....................

4-5External Power ........................... .....................................

4-6Starting Engine Using Auxiliary Power Unit...................4-7

Engine Starting ........................... .......................

4-7Cold Start ....................... .......................

4-7Hot Start ....................... ......................

4-8Flooded Engine ........................ .......................

4-8After Starting, And Taxi........................ ......................

4-9Before Takeoff ........................ .....................

4-9Takeoff....................... .......................

4-10Climb ..................... . ......................

4-11Cruise.......................... ...... ............. ...... .....................

4-11Leaning Mixture Using the Exhaust Gas

Temperature Indicator (EGT) ......................................

4-11Descent ..................... . . . ....................

4-12Before Landing ...................... . .................... 4 2Balked Landing....................... ......................4-12AAfter Landing .................... ..

......................4-12AShutdown...................... .....................

4-12AEnvironmental Systems...................... .....................

4-13Heating and Ventilation .................... . .....................

4-13Cold Weather Operation ...................... ......................

4-13Preflight inspection....................... .......................

4-13Engine...................... ......................

4-14

Icing Conditions ....................... .....................

4-15Engine Break-in Information ........................ ..................

4-15Noise Characteristics..................... . ..................

4-16

June, 1984 4-1

Section IV BEECHCRAFTNormal Procedures Sierra C24R


4-2 November, 1980

BEECHCRAFT Section IVSierra C24R Normal Procedures

Airspeeds quoted in this section are indicated aírspeeds(IAS)

SPEEDS FOR SAFE OPERATION

Cruise Climb....................... .......................96 KTS/110 MPHBest Angle-of-Climb (Vy) ..............................71 KTS/82 MPHBest Rate-of-Climb (Vy) ...............................85 KTS/98 MPHLanding Approach.........................................70 KTS/81 MPHBalked Landing Climb...................................70 KTS/81 MPHMaximum Demonstrated

Crosswind Component..............................17 KTS/20 MPHMaximum Turbulent Air

Penetration Speed ................................125 KTS/144 MPHTake-off Speeds

Liftoff........................... ..........................66 KTS/76 MPH50 Feet Above Runway .............................71 KTS/82 MPH

PREFLIGHT INSPECTION

November, 1980 4-3


1. CAS/N:a. Parking Brake - SETb. Control Lock - REMOVEc. Landing Gear Handle - DOWNd. All Switches - OFFe. Flush-type Fuel Drain Tool - OBTAIN (refer to

SYSTEMS DESCRIPTION Section for informationpertaining to flush-type fuel drains)

2. LEFT WING TRA/LINGEDGE:a. Flap - CHECKb. Fuel Vent Line - UNOBSTRUCTEDc. Aileron - CHECKd. Wing Tip - CHECKe. Position Light - CHECK

3. LEFT WING LEADINGEDGE:a. Pitot Tube - CHECK, (Remove Cover)b. Landing Light - CHECKc. . Tie Down and Chocks - REMOVEd. Stall Warning - CHECK, for movement of vanee. Fuel Tank - CHECK QUANTITY; Cap - SECURE

4. LEFT LANDING GEAR:a. Tire, Wheel and Brake - CHECKb. Fuel Sump - DRAIN (use fuel-drain tool)

5. NOSE SECTION:a. Left Cowl - SECUREb. Induction Air Intake - CLEAR; Filter - CHECK

condition and security of attachment.c. Propeller - CHECKd. Tire and Nose Gear - CHECKe. Engine Oil - CHECK, Cap - SECUREf. Right Cowl - SECUREg. Fuel Strainer - DRAINh. Nose Wheel Chocks - REMOVE

4-4 November, 1980


6 R/GHT LAND/NG GEAR:a. Fuel Sump - DRAIN (use fuel-drain tool)b. Wheel Well, Tire and Brake - CHECK

7 R/GHT WING LEADINGEDGE:a. Fuel Tank - CHECK QUANTITY; Cap - SECUREb. Tie Down and Chocks - REMOVEc. Wing Tip - CHECKd. Position Light - CHECK

8 R/GHT W/NG TRA/LING EDGE:a. Aileron - CHECKb. Flap - CHECKc. Fuel Tank Vent Line - UNOBSTRUCTED

9 R/GHT FUSELAGE:a. Static Pressure Button - UNOBSTRUCTEDb. Emergency Locator Transmitter - ARMED

10 EMPENNAGE:a. Control Surfaces - CHECKb. Tie Down - REMOVEc. Position Light - CHECK

i1. LEFT FUSELAGE:a. Static Pressure Button - UNOBSTRUCTEDb. All Antennas - CHECKc. Baggage Door - SECURE

BEFORE STARTING

1. Seats - POSITION AND LOCK; Seat Backs -

UPRIGHT2. Seat Belts and Shoulder Harnesses - FASTEN3. Parking Brake - SET4. All Avionics - OFF5. Circuit Breakers - IN

November, 1980 4-5


6. Landing Gear Switch Handle - DOWN7. Flaps - UP8. Light Switches - AS REQUIRED9. Electric Trim Switch - OFF

10. Battery Switch - ON11. Alternator Switch - ON (tf external power is used, tum

Alternator Switch - OFF)12. Fuel Selector Valve - ROTATE thru 360°

and checkfor freedom of movement; set on tank more nearly full(feel for detent and check visually)

NOTEOn serials MC-696 and after, or on airplaneswhich have complied with BEECHCRAFT S.I.No. 1095, a fuel selector stop has been addedto the selector valve guard. The fuel selectorstop minimizes the possibility of inadvertentlyturning the fuel selector valve to the OFFdetent position. The stop is a spring whichmust be depressed before the selector valvehandle can be rotated to the OFF position.

WARNING

Do not take off if either fuel quanity gageindicates in yellow arc.

EXTERNAL POWER

The following precautions shall be observed while usingexternal power:

1. The Battery Switch shall be ON and all avionics andelectrical switches OFF. This protects the voltageregulator and associated electrical equipment frompower fluctuations.

4-6 November, 1980


2. The airplane has a negative ground system. Connectthe positive and negative leads of the external powercable to the corresponding positive and negativeterminals of the auxiliarypower source.

3. In order to prevent arcing, no power shalt be suppliedwhile the connection is being made.

STARTING ENGINE USING AUXILIARY POWER UNIT

1. Alternator, Electrical, and Avionics Equipment - OFF2. Auxiliary Power Unit - CONNECT3. Auxiliary Power Unit - SET OUTPUT (*13.75to 14.25

volts for 14-volt system and 27.75 to 28.25 volts for28-volt system)

4. Auxiliary Power Unit - ON5. Engine - START using normal procedures6. Auxiliary Power Unit - OFF (after engine has been

started)7. Auxiliary Power Unit - DISCONNECT8. Alternator Switch - ON

*NOTE- MC-449, MC-452 thru MC-673 are

14-volt systems. MC-674 and after are 28-voltsystems.

ENGINE STARTING

1. Propeller - FULL FORWARD (high rpm)2. Engine Start

CAUTION

Starter cranking period should be limited to amaximum of 30 seconds, with at least 2minutes between cranking periods.

Co/d Start:a. Mixture - FULL RICH

November, 1980 4-7


b. Throttle - FAST IDLEpositionc. Fuel Boost Pump - ON (Maximum 3 seconds,

then OFF)d. Magneto/Start Switch - START position (release

to BOTH position when engine fires)

Hot Start:a. Mixture - IDLECUT-OFFb. Throttle - FAST IDLEpositionc. Magneto/Start Switch - ENGAGEd. Mixture - ADVANCE MIXTURE SLOWLY until

engine starts firing regularly.

Rooded Engine:a. Mixture - IDLECUT-OFFb. Throttle - FULL OPENc. Magneto/Start Switch - ENGAGEd. Mixture - ADVANCE MIXTURE SLOWLY as

engine starts firing regularly.e. Throttle - RETARD (to fast idle position)

3. External Power (if used) - DISCONNECT4. Altemator Switch - ON5. Oil Pressure - ABOVERED RADIALWITHIN THIRTY

SECONDS6. Warm-up - 1000 to 1200 RPM7. Starter Engaged Warning Light (if installed) - CHECK;

should be illuminated during start, and extinguishedafter start.

CAUTION

If the STARTER ENGAGED Warning Light isinoperative (or not installed), ensure that theammeter indication is less than 25% of fullcharge at 1000 or 1200 rpm within two minuteswith no additional electrical equipment on. Ifnot, turn off the BATTERY & ALT and ALTSwitches and do not take off.

4-8 November, 1980


8. Engine Instruments - CHECK9. Throttle - IDLE

10. Parking Brakes - RELEASE

AFTER STARTING,AND TAXI

1. Brakes - RELEASE AND CHECK2. Avionics Equipment - ON, AS REQUIRED3. Lights - AS REQUIRED

CAUT/ON

Detuning the counterweight system of theengine can occur by rapid throttle operation,high rpm (low pitch) and low manifoldpressure,or propeller feathering. (See latest revision ofLycoming Service Bulletin No. 245.)

BEFORE TAKEOFF

1. Parking Brake - SET2. Seat Belts and Shoulder Harnesses - CHECK3. Avionics - CHECK4. Engine Instruments - CHECK5. Flight Instruments - CHECK and SET6. Starter Engaged Warning Light(if installed) - CHECK

(should not be illuminated). If light is not installed or isinoperative, the ammeter indication should be lessthan 25% of full charge at 1000 to 1200 rpm andshould show some decrease from the initial indication.

7. Throttle - 2000 RPM8. Magnetos - CHECK at 2000 rpm, maximum drop of

100 rpm on each magneto, variance betweenindividual magnetos should not exceed 25 rpm.

November, 1980 4-9


9. Propeller - EXERCISE to obtain 300 to 400 rpm drop;return to high rpm.

10. Throttle - FAST IDLE11. Stabilator Trim - TAKE-OFF RANGE (within indicator

band)12. Flaps - CHECK and SET

(15°)

13. Controls - CHECK FREE and for proper direction oftravel

14. Mixture - FULL RICH (or as required by field elevation)15. Doors and Window - SECURE16. Parking Brake - RELEASE17. Instruments - CHECK (Make final check of manifold

pressure, fuel flow, and rpm at the start of the take-offrun.)

TAKEOFF

Take-Off...........................................Full Throttle - 2700 RPMCruise Climb.................................... Full Throttle - 2700 RPM

NOTE

Do not take off or land with the Fuel BoostPump ON. The Fuel Boost Pump should beused only for starting and in the event of anemergency.

1. Power - SET take-off power and mixture before brakerelease.

2. Airspeed - ACCELERATE to and maintain take-offspeed.

3. Landing Gear - RETRACT when airplane is positivelyairborne and insufficient runway remains for a landing.

4. Airspeed - ESTABLISH DESIRED CLIMB SPEEDwhen clear of obstacles.

4-10 June, 1984


CLIMB

1. Flaps - UP2. Power - AS REQUIRED3. Mixture - LEAN AS REQUIRED4. Temperature - MONITOR

CRUISEI

1. Power - SET AS DESIRED (Use tables in PerformanceSection)

2. Mixture - LEAN AS REQUIRED

LEANING MIXTURE USING THE EXHAUST GAS ETEMPERATURE INDICATOR (EGT)

For level flight at 75% power or less, the EGT unit should beused in the following manner:

1. Lean the mixture and note the point on the indicator atwhich the temperature peaks and starts to fall.

a. CRUISE (LEAN) MIXTURE - Enrich mixture (pushmixture control forward) until EGT indicator showsa drop of 25°F to 50°F on rich side of peak.

b. BEST POWER MIXTURE - Enrich mixture (pushmixture control forward) until EGT indicator showsa drop of 75°F to 100°F on rich side of peak.

CAUTION

Do not continue to lean mixture beyond thepoint necessary to establish peak temperature.Continuous operation is recommended at 25°F

or below peak EGT only on rich side of peak.

June, 1984 4-11


2. Changes in altitude and power setting require EGT tobe rechecked and mixture reset.

3. A mixture resulting in an EGT 25°F on the rich side ofpeak should also result in fuel flow and TAS valuesapproximately equal to those presented in the CruisePower Settings tables in the PERFORMANCE Section.If not, the values derived from the Range, Endurance,and Cruise Speeds charts must be revised accordingly.In very cold weather, EGT's 25°F rich of peak may notbe obtainable.

DESCENT

1. Altimeter - SET2. Power - AS REQUIRED(avoid prolonged idle settings

and low cylinder head temperatures)3. Mixture - ENRICH AS REQUIRED

BEFORE LANDING

1. Seat Belts and Shoulder Harnesses - SECURE

NOTE

All reclining seats must be in the uprightposition during landing.

2. Fuel Selector Valve - SELECT TANK MORE NEARLYFULL (feel for detent and check visually).

3. Mixture - FULL RICH (or as required by field elevation)4. Landing Gear - DOWN and CHECK. (Observe

maximum extension speed.)5. Landing and Taxi Lights - AS REQUIRED6. Flaps - DOWN (Observe maximum extension speed)

4-12 June, 1984


WARNING

The distance for a flaps-up landing will begreater than for a flaps-down landing.

7. Airspeed - ESTABLISH LANDING APPROACHSPEED

8. Propeller - FULL FORWARD (High rpm position)

BALKED LANDING

1. Mixture - FULL RICH (or as required by field elevation).2. Propeller - FULL FORWARD (High rpm)3. Power - FULL THROTTLE, 2700 RPM4. Landing Gear - UP5. Airspeed - 70 KTS/81 MPH until clear of obstacles,

then TRIM TO BEST RATE-OF-CLIMB SPEED6. Flaps - UP

AFTER LANDING

1. Landing and Taxi Lights - AS REQUIRED2. Flaps - UP3. Trim Tab - SET TO

0°

SHUTDOWN

1. Parking Brakes - SET a2. Electrical and Avionics Equipment - OFF3. Throttle - CLOSE4. Mixture - IDLE CUT-OFF5. Magneto/Start Switch - OFF, after engine stops6. BATTERY & ALT Switch - OFF7. ALT Switch - OFF8. Control Lock - INSTALL9. Install wheel chocks and release parking brakes if the

airplane is to be left unattended.

June, 1984 4-12A



4-128 June, 1984


ENVIRONMENTAL SYSTEMS

HEATING AND VENTILATION

Refer to the SYSTEMS DESCRIPTION Section foroperation of heating and ventilation controls.

COLD WEATHER OPERATION

PREFLIGHT INSPECTION

All accumulations of ice, snow and frost must be removedfrom the wings, tail, control surfaces and hinges, propeller,windshield, fuel cell filler caps, crankcase vents, and fuel

June, 1984 4-13


vents. If such accumulations are not removed completely,the airplane shall not be flown. The deposits willnot blow offin flight. While an adverse weight factor is clearly involved inthe case of heavy deposits, it is less obvious that even slightaccumulations will disturb or completely destroy thedesigned aerodynamic properties of the airfoils.

The normal preflight procedures should then be completed,with particular attention given to check of flight controls forcomplete freedom of movement.

ENGINE

Use engine oil in accordance with Consumable Materials inthe HANDLING, SERVICING AND MAINTENANCE Section

WARNING

Ascertain that magneto switch and batterymaster switchare offbefore moving propeller byhand.

Always pull the propeller through by hand, opposite thedirection of rotation, several times to clear the engine and"limber up" the cold, heavy oil before using the starter. Thiswill also lessen the load on the battery if external power isnot used.

Under very cold conditions, it may be necessary to preheatthe engine prior to a start. Particular attention should begiven to the oil cooler, engine sump and propeller hub toensure proper preheat. A start with congealed oil in thesystem may produce an indication of normal pressureimmediately after the start, but then the oil pressure maydecrease when residual oit in the engine is pumped back

4-14 November, 1980


with the congealed oil in the sump. If an engine heatercapable of heating both the engine sump and cooler is notavailable, the oil should be drained while the engine is hotand stored in a warm area until the next flight.

If there is no oil pressure within the first 30 seconds ofrunning, or if oil pressure drops after a few minutes ofground operation, shut down and check for broken oil lines,oil cooler leaks or the possibility of congealed oil.

NOTE

It is advisable to use external power for startingin cold weather.

During warm-up, monitor engine temperatures closely, sinceit is quite possible to exceed the cylinderhead temperaturelimit in trying to bring up the oil temperature. Exercise thepropeller several times to remove cold oil from the pitchchange mechanism. The propeller should also be cycledoccasionally in flight.

During letdown and landing, give special attention to enginetemperatures, since the engine will have a tendency towardovercooling.

ICING CONDITIONS

Flight in Known Icing Conditions Prohibited.

ENGINE BREAK-IN INFORMATION

See Systems Description section.

Novembern980 4-15


NOISE CHARACTERISTICS

Approach to and departure from an airport should be madeso as to avoid prolonged flight at low altitude near noise-sensitive areas. Avoidance of noise-sensitive areas, ifpractical, is preferable to overflightat relatively low altitudes.

For VFR operations over outdoor assemblies of persons,recreational and park areas, and other noise-sensitiveareas, pilots should make every effort to fly not less than2000 feet above the surface, weather permitting, eventhough flight at a lower level may be consistent with theprovisions of government regulations.

NOTE

The preceding recommended procedures donot apply where they would conflict with AirTraffic Control clearances or instructions, orwhere, in the pilot's judgement, an altitude ofless than 2000 feet is necessary to adequatelyexercise his duty to see and avoid otherairplanes.

Flyover noise level established in compliance with FAR 36is:

71.7 dB(A)

No determination has been made by the Federal AviationAdministration that the noise level of this airplane is orshould be acceptable or unacceptable for operation at, into,or out of any airport.

4-16 November, 1980


SECTION V

PERFORMANCE

TABLE OF CONTENTS

SUBJECT PAGE

Introduction to Performance andFlight Planning ......................... ... ......................

5-3Comments Pertinent to the Use of

Performance Graphs.....................................................5-8Airspeed Calibration - Normal System............................ 5-10Airspeed Calibration -Emergency System...................... 5-11Altimeter Correction - Normal System............................. 5-12Altimeter Correction - Emergency System...................... 5-13Fahrenheit to Celsius Temperature Conversion.............. 5-14ISA Conversion......................... . ......................

5-15StallSpeeds - Power Idle..................... .......................

5-16Wind Components ....................... . .......................

5-17Take-Off Distance - Hard Surface................................... 5-18Take-Off Distance - Grass Surface................................. 5-19Normal Climb............................... ......................

5-20Time, Fuel, and Distance to Climb ..................................

5-21Cruise Power Settings

2700 RPM - Full Throttle.............................................. 5-222700 RPM -75% MCP(OrFullThrottle)...................... 5-232500 RPM -75% MCP(OrFull Throttle)...................... 5-242400 RPM - 65% MCP (Or Full Throttle)...................... 5-252400 RPM - 55% MCP ................................................

5-26Cruise Speeds ...................... . .....................

5-27Manifold Pressure vs RPM....................... ......................

5-28Range Profile - 37 Gallons ...................... . ...................

5-29

December, 1982 5-1

Section V BEECHCRAFTPerformance Sierra C24R

SUBÆCT PAGE

Range Profile - 57 Gallons ....................... ......................

5-30Endurance Profile - 37 Gallons .......................................

5-31Endurance Profile - 57 Gallons

.......................................5-32

Landing Distance - Hard Surface ....................................

5-33Landing Distance - Grass Surface ..................................

5-34

5-2 November, 1980

BEECHCRAFT Section VSierra C24R Performance

INTRODUCTION TO PERFORMANCE AND FLIGHTPLANNINGThe graphs and tables in this section present performanceinformation for flight planning at various parameters ofweight, power, altitude and temperature. Examples havebeen presented on all performance graphs. In addition, thecalculations for flight time, block speed and fuel required fora proposed flight are detailed below. AII examples andcalculations utilize the following conditions:

CONDITIONS

At Denver:Outside Air

Temperature..................................15°C (59°F)

Field Elevation....................... . ............................5330 ftAltimeter Setting...............................................29.60 in. HgWind.............................................................. 270° at 10 ktsRunway 26L length................................................10,010 ft

Route of Trip*DEN-V81-AMA

For VFR Cruise at 11,500 feet

WINO OAT11,500 11,500 ALT

ROUTE MAGNETIC DIST FEET FEET SETTINGSEGMENT COURSE NM DIR/KTS °C IN. HG

DEN-COS 161° 55 010/30 -5 29.60

COS-PUB 153° 40 010/30 -5 29.60

PUB-TBE 134° 74 100/20 0 29.56

TBE-DHT 132° 87 200/20 9 29.56

DHT-AMA 125° 65 200/20 10 29.56

*REFERENCE: Enroute Low Altitude Chart L-6

November, 1980 5-3


At Amarillo:Outside Air Temperature..................................25°C (77°F)

Field Elevation........................ ........................3605 ftAltimeter Setting...............................................29.56 in. HgWind........................ .......................

180° at 14 ktsRunway 21 Length .......................

........................13,500 ft

To determine pressure altitude at origin and destinationairports, add 100 feet to field elevation for each .1 in. Hgbelow 29.92, and subtract 100 feet from field elevation foreach .1 in. Hg above 29.92.

Pressure Altitude at DEN:

29.92 - 29.60 =.32 in. Hg

The pressure altitude at DEN is 320 feet above thefielp elevation.5330 + 320 = 5650 ft

Pressure Altitude at AMA:

29.92 - 29.56 =.36 in. Hg

The pressure altitude at AMA is 360 feet above thefield elevation.3605 + 360 = 3965 ft

NOTE

For flight planning, the difference betweencruise altitude and cruise pressure altitude hasbeen ignored.

5-4 November, 1980


Calculations for flight time, block speed and fuelrequirement:

Cruise Climb:

Enter the graph for TIME, FUEL, AND DISTANCE TOCLIMB at 15°C to 5650 ft and to 2750 lbs. Enter at -5°C to11,500 ft and to 2750 lbs. Read:

Time to Climb = 23-8 = 15 minFuel Used to Climb = 28.5-11.5 = 17.0 lbsDistance Traveled = 40-13 = 27 N.M.

The temperatures for cruise are presented for a standardday (ISA);

20°C (36°F) above a standard day (ISA + 20°C);

and20°C (36°F)

below a standard day (ISA -

20°C). Theseshould be used for flight planning. The lOAT values are truetemperature values which have been adjusted for thecompressibility effects. IOAT should be used for settingcruise power while enroute.

Enter the graph for ISA CONVERSION at 11,500 feet andthe temperature for the route segment:

DEN-PUB OAT =-5°C

ISA Condition = ISA +3°C

PUB-TBE OAT =0°C


TBE-DHT OAT =9°C


DHT-AMA OAT =10°C


November, 1980 5-5


Enter the CRUISE POWER SETTINGStable for 75 percentmaximum continuous power (or full throttle) -2700 RPM, at11,000 ft, 12,000 ft, ISA and ISA +

20°C

TEMPERATUREISA ISA + 20°C

ALTI- MAN. FUEL MAN. FUELTUDE PRESS. FLOW TAS PRESS. FLOW TASFEET IN. HG GPH KNOTS IN. HG GPH KNOTS

11000 20.0 9.8 136 20.0 9.5 136

12000 19.2 9.7 134 19.2 9.3 134

Interpolate for 11,500 feet and the temperature for theappropriate route segment. Results of the interpolations are:

MAN. FUELROUTE PRESS. FLOW TAS

SEGMENT IN. HG GPH KNOTS

DEN-PUB 19.6 9.7 135

PUB-TBE 19.6 9.6 135

TBE-DHT 19.6 9.5 135

DHT-AMA 19.6 9.4 135

NOTE

The above are exact values for the assumedconditions.

5-6 November, 1980


Time and fuel used were calculated as follows:

Time = DistanceGround Speed

Fuel Used = (Time) (Fuel Flow)

Results are:

FUELEST TIME AT USED

GROUND CRUISE FORROUTE DISTANCE SPEED ALTITUDE CRUISE

SEGMENT NM KNOTS HRS: MIN GAL

DEN-COS 28 163 :10 1.6

COS-PUB 40 162 :15 2.4

PUB-TBE 74 121 :37 5.9

TBE-DHT 87 123 :42 6.7

DHT-AMA 65 125 :31 4.9

* Distance required to climb has been subtracted fromsegment distance.

TIME - FUEL - DISTANCE

TIME FUEL DISTANCEITEM HRS: MINS GAL NM

Start, Runup,Taxi and Take-off acceleration 0:00 1.3 0

Climb :15 2.8 27

Cruise 2:15 21.5 294

Total 2:30 25.6 321

November, 1980 5-7


Total Flight Time: 2 hours, 30 minutes

Block Speed: 321 NM ÷ 2 hours, 30 minutes = 128 knots

Reserve Fuel (45 minutes at 55 percent maximumcontinuous power)

Enter the CRUISE POWER SETTINGS table for 55percent MCP @ 2400 RPM. The fuel flow of 55percent MCP is 8 gallons per hour.Reserve Fuel = (45 min) (8 GPH) = 6 gallons

Total Fuel = 25.6 + 6 = 31.6 gallons

The estimated landing weight is determined by subtractingthe fuel required for the trip from the ramp weight:

Assumed ramp weight = 2758 Ibs

Estimated fuel from DEN to AMA = (25.6 gal) (6Ibs/gal) = 153.6 Ibs

Estimated landing weight = 2758 - 154 = 2604 lbs

Examples have.been provided on the performance graphs.The above conditions have been used throughout. Rate ofclimb was determined for the initial cruise altitudeconditions.

COMMENTS PERTINENT TO THE USE OFPERFORMANCE GRAPHS

1. The example, in addition to presenting an answer for aparticular set of conditions, also presents the order inwhich the graphs should normally be used, i.e., if thefirst item in the example is OAT, then enter the graphat the known OAT.

5-8 November, 1980


2. The reference lines indicate where to begin followingguide lines. Always project to the reference line first,then follow the guide lines to the next known item.

3. Indicated airspeeds (IAS) were obtained by using theAIRSPEED CALIBRATION-NORMALSYSTEM Graph.

4. The associated conditions define the specificconditions from which performance parameters havebeen determined. They are not intended to be used asinstructions; however, performance values determinedfrom charts can only be achieved if the specifiedconditions exist.

5. The full amount of usable fuel is available for allapproved flight conditions.

6. Engine and component cooling has beendemonstrated for temperatures up to 100°F at sea levelwith a 3.67°F per 1000 ft lapse rate. (ISA + 41°F).

November, 1980 5-9

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WIND COMPONENTSDemonstrated Crosswind Component is 17 kts

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WIND SPEED 20 KTSANGLE BETWEEN WIND DIRECTION AND FLIGHT PAfH 50°

HEADWIND COMPONENT 13 KTSCROSSWIND COMPONENT 15 KTS

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5915

20.0

MN

OTE

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Shad

edar

eare

pres

ents

oper

atio

nw

ithfu

llth

rottl

e.2.

Full

thro

ttle

man

ifold

setti

ngs

are

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oxim

ate.

CR

UIS

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WER

SETT

ING

S-

2500

RPM

75%

MC

P(o

rFU

LLTH

RO

TTLE

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2600

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ND

Se

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(-20

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STA

ND

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DD

AY

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PRES

S10

AT

MA

N.

FUEL

TAS

10A

TM

AN

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ELTA

S10

AT

MA

N.

FUEL

TAS

ALT

PRES

S.FL

OW

PRES

S.FL

OW

PRES

S.FL

OW

gFE

ET*F

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.H

GPP

KTS

MPN

*F°C

IN.

HG

PPH

GPH

*F°C

IN.

HG

PPH

GPH

KTS

MPR

SL25

-423

.861

10.2

123

142

6116

24.4

6110

.212

614

599

3725

.161

10.2

129

148

1000

21-6

23.5

6110

.212

414

359

1524

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10.2

127

146

9535

24.8

6110

213

015

020

0018

-8

23.3

6110

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514

455

1323

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10.2

128

147

9133

24.5

6110

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115

130

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10.2

127

146

5211

23.6

6110

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914

883

3124

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10.2

132

152

4000

12-1

122

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10.2

128

147

489

23.4

6110

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015

084

2924

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10.2

133

153

5000

9-1

322

.561

10.2

129

148

457

23.1

6110

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115

181

2723

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10.2

134

154

6000

5-1

522

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10.2

130

150

415

22.9

6110

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215

277

2523

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10.2

135

155

7000

117

221

6110

213

115

137

322

761

102

134

154

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232

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8000

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218

6110

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152

341

22.4

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7021

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152

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366

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5092

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151

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11,0

0043

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579.

513

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313

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1520

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148

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148

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144

414

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17.9

538.

812

614

512

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514

448

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314

22

NO

TES:

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aded

area

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erat

ion

with

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2.Fu

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CR

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DD

AY

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AT

MA

N.

FUEL

TAS

10A

TM

AN

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ELTA

S10

AT

MA

N.

FUEL

TAS

ALT

PRES

S.FL

OW

PRES

S.FL

OW

PRES

S.FL

OW

21

FEET

FIN

,H

GK

TSM

PHIN

.H

GPP

HG

PHH

IN.

HG

SL25

-422

.354

9.0

116

134

6116

22.9

549.

011

813

697

3623

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9.0

120

138

1000

21-6

22.0

549.

011

713

557

1422

.654

9.0

119

137

9334

23.2

549.

012

113

920

0018

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118

136

5412

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012

013

890

3223

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122

140

3000

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9.0

118

136

5010

22.1

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012

113

986

3022

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9.0

123

142

4000

10-1

221

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119

137

468

21.8

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012

214

084

2922

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9.0

124

143

5000

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420

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120

138

436

21.5

549.

012

314

281

2722

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9.0

125

144

6000

3-1

620

754

9.0

121

139

415

21.3

549.

012

414

377

2522

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9.0

126

145

7000

1-1

720

.554

9.0

122

140

373

21.1

549.

012

514

473

2321

.754

9.0

126

145

8000

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920

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9.0

123

142

341

20.9

549.

012

514

470

2121

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9.0

127

146

9000

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120

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124

143

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614

566

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9.0

127

146

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427

320

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1720

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5490

125

144

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126

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549

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514

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AN

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MA

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FUEL

TAS

ALT

PRES

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OW

PRES

S.FL

OW

PRES

S.FL

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FEET

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IN.

HG

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108

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720

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135

y

15EECHCRAFT Section VSierra C24R Performance

CRUISE SPEEDSASSOCIATED CONDITIONS EXAMPLE

AVERAGECRUISE PRESSUAE ALTITUDE 11.500 FTWEIGHT 2600 LBS POWERSETTING FULL THROTTLE

TEMPERATURE STANDARD DAY USA) 2700 RPM

TRUEAIRSPEED 135 KNOTS156 MPH

14 000 -

13000-

12 000

11000

10 000 -

105 110 115 1 0 125 130 1 5 140 1-5TRUE A RSPEED KNOTS

120 130 140 150 160 170TRUE AIRSPEED MPH

December,1982 5-27

MA

NIF

OLD

PRES

SUR

Evs

RPM

ENG

INES

PEED

LDPR

ESSU

RE

CO

N- o

WIT

HIN

REC

OM

MEN

DED

LIM

ITS

30N

OT

REC

OM

MEN

DED

FOR

29C

RU

ISE

SETT

ING

S

28R

ECO

MM

END

EDV

ALU

ESI

27O

FM

AN

IFO

LDPR

ESSU

RE

AN

DR

PMFO

RC

AU

ISE

POW

ERSE

TTIN

GS

26 25R

ECO

MM

END

EDV

ALU

ESO

FM

AN

IFO

LDPR

ESSU

RE

24A

ND

RPM

FOR

CR

UIS

EPO

WER

SETT

ING

S2 22 20 18

1600

1700

1800

1900

2000

2100

2200

2300

2400

2500

2600

2700

ENG

INE

SPEE

D~

RPM

zR

AN

GE

PRO

FILE

-37

GA

LLO

NS

mm

ASS

OC

IATE

DC

ON

DIT

ION

S:ST

AN

DA

RD

DA

Y

gw

EIG

HT

..

..

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58LB

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RE

ENG

INE

STA

RT

NO

TE:

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EL-

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100

OC

TAN

EA

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ASO

LIN

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DES

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RT,

TAX

I,FU

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TY..

6.0

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MB

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UTE

SRES

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MA

XIM

UM

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OU

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..

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22LB

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00

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w10

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--

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135

134

125

114

130

130

122

111

IIII

IO

360

380

400

420

440

::I

RA

NG

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NA

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LM

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..

..

..

..

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CR

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134

125

114

413

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1

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\|

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600

620

640

660

680

700

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AN

CE

INC

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ING.

..

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ALS

(222

LBS)

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AX

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135

134

125

114

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8

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3.0

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4O

4.5

END

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AN

CE

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RS

END

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AN

CE

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FILE

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LLO

NS

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DC

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DA

RD

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GH

T.

..

..

..

..

..

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58LB

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RT

NO

TE:

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100

OC

TAN

EA

VIA

TIO

N.

..

..

..

..

..

..

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GA

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END

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INC

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42LB

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,

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125

114

126

118

108

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SECTION VI

WEIGHT AND BALANCE/EQUIPMENT LIST

TABLE OF CONTENTS

SUBJECT PAGE

Introduction To Weight And Balance................................. 6-3

Weighing Instructions ........................ .......................

6-4

Basic Weight And Balance Form....................................... 6-7

Weight And Balance Record .............................................

6-9

Weight And Balance Responsibilities.............................. 6-11

Moment Limits Vs Weight Graph..................................... 6-12

Computing Procedure......................... .......................

6-14

Sample Weight And Balance Loading Form................ 6-15

Weight And Balance Loading Form............................. 6-16

Useful Load Weights And Moments

Occupants.......................... ......................

6-17

Usable Fuel....................... . ....................

6-18

Equipment List. ....... ........ Provided For Each Airplane

November, 1980 6-1

Section VI BEECHCRAFTWt & Bal/Equip List Sierra C24R


6-2 November, 1980

BEECHCRAFT Section VISierra C24R Wt & Bal/Equip Ust

INTRODUCTION TO WEIGHT AND BALANCE

The necessity for proper computation of the airplane'sweight and balance cannot be overemphasized. In the basicdesign, it is planned that under normal loading the weightdistribution of pilot, passengers, baggage, and fuel willbalance the airplane for flight. Since these items are allvariables, it is possible to concentrate weight in such a wayas to make the airplane unsafe for flight. The factors whichmust be considered in the weight and balance of theairplane are the installation of equipment after the airplanehas been weighed, trapped or unusable fuel, engine oil,usable fuel, pilot and passenger weights, and baggage orcargo.

In order to simplify the computation of the weight andbalance, Beech Aircraft Corporation has devised a formcalled Basic Empty Weight and Balance. When the airplaneis delivered from the factory it will first be weighed and thedata recorded on this form. Provision has been made on theform for listing additions of items to be installed before thedelivery or subtractions of items to be removed beforedelivery from the "as weighed" condition. This thenrepresents the empty weight of the airplane.

When the airplane is first fueled, a certain amount of fuel istrapped in the fuel lines and cells which cannot be drained.Also, in some regimes of flight there are certain amounts offuel that cannot be used. The combination of these fuelamounts is classified as unusable fuel. Also, it has beenfound that all operators bring the oil level near full beforeeach flight. Thus, these items are computed along with theempty weight, giving a Basic Empty Weight as a startingpoint to the pilot for each flight computation.

Once the Basic Empty Weight for a given airplane has beenestablished, the pilot is then only concerned with the

November, 1980 6-3


variable items which will comprise his useful load. Theseitems which are of a changing nature are: Pilot andPassengers (computed on an individual weight and the seatoccupied), Baggage and/or Cargo (computed on weight andlocation within the airplane), and Usable Fuel (the remainingfuel after subtracting the unusable fuel from the measuredfuel on board).

WEIGHING INSTRUCTIONS

Periodic weighing of the airplane may be required to keepthe Basic Empty Weight current. All changes to the airplaneaffecting weight and balance are the responsibility of theairplane's operator.

1. Three jack points are provided for weighing: two on thewing front spar at Fuselage Station 129.2 and one on the aftfuselage at Fuselage Station 285.9 (tail tie-down ring).

2. Fuel should be drained preparatory to weighing. Tanksare drained from the regular drain ports with the airplane instatic ground attitude. The unusable fuel to be added to aBasic Empty Weight is 15.6 pounds at Fuselage Station125.0.

3. Engine oil must be at the full level or completelydrained. Total engine oil when full is 15 pounds at FuselageStation 50.

4. To determine airplane configuration at time ofweighing, installed equipment is checked against theairplane equipment list or superseding forms. AII installedequipment must be in its proper place during weighing.

6-4 November, 1980

BEECHCRAFT Section VISierra C24R Wt & Bal/Equip List

5. At the time of weighing, the airplane must be level bothlongitudinally and laterally, and the landing gear must befully extended. Longitudinal and lateral level is determinedwith a level on the baggage compartment floor.

6. Measurement of the reaction arms for a wheelweighing is made using a steel measuring tape.Measurements are taken, with the airplane level on thescales, from the reference (a plumb bob dropped fromcenterline of airplane at F. S. 126.438, forward screw inspar access cover, approximately 8 to 10 inches forward ofcenterline drain hole) to the axle centerline of the main gearand then to the nose wheel axle centerîine. The main wheelaxle centerline is best located by stretching a string acrossfrom one main wheel to the other. All measurements are tobe taken with the tape level with the hangar floor andparallel to the fuselage centerline. The locations of thewheel reactions will be approximately at Fuselage Station129.5 for main wheels and Fuselage Station 57.6 for thenose wheel.

7. Jack point weighings are accomplished by placingscales on the jack points specified in step 1 above. Sincethe center of gravity of the airplane is forward of FuselageStation 129.2 the tail reaction of the airplane will be in anup direction. This can be measured on regular scales byplacing ballast of approximately200 pounds on the scalesto which the aft weighing point is attached by cable ofadjustable length. The up reaction will then be total ballastweight minus the scale reading and is entered in theweighing form as a negative quantity.

8. Weighing should always be performed in an enclosedarea which is free from air currents. The scales used shouldbe properly calibrated and certified.

November, 1980 6-5

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NOTE

Each new airplane is delivered with a completedsample loading, basic empty weight and centerof gravity, and equipment list, all pertinent tothat specific airplane. It is the owner'sresponsibility to ensure that changes inequipment are reflected in a new weight andbalance and in an addendum to the equipmentlist. There are many ways of doing this; it issuggested that a running tally of equipmentchanges and their effect on basic empty weightand CG is a suitable means for meeting bothrequirements.

The current equipment list and basic emptyweight and CG information must be retainedwith the airplane when it changes ownership.Beech Aircraft Corporation cannot maintain thisinformation; the current status is known only tothe owner. If these papers become lost, theFAA will require that the airplane be re-weighedto establish the basic empty weight and CG andthat an inventory of installed equipment beconducted to create a new equipment list.

It is recommended that duplicate copies of theBasic Empty Weight and Balance sheet and theEquipment List be made and kept in analternate location in the event the originalhandbook is misplaced.

6-8 November, 1980

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WEIGHT AND BALANCE RESPONSIBILITIES

The Basic Empty Weight and Moment of the airplane atthe time of delivery are shown on the Aircraft Basic EmptyWeight and Balance form. Useful load items which may beloaded into the airplane are shown on the Useful LoadWeights and Moments tables. The minimum and maximummoments are shown on the Moment Limits vs Weight tableand can also be plotted on the Moment Limits vs Weightgraph as visual indication that the limit is within theoperational envelope. These moments correspond to theforward and aft center-of-gravityflight limits for a particularweight. The airplane must be loaded in such a manner tokeep the center of gravity within these limits.

November, 1980 6-11


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MOMFNT LIMITA vs WEIG ATMinimum Maximum Minimum Maximum Minimum MaximumMoment Moment Moment Moment Moment Moment

Weight 100 100 Weight 100 100 Weight 100 100mimmism mummmmam -mmmmmm mmmmm -

1700 1870 2011 2100 2310 2484 2500 2775 29581710 1881 2023 2110 2321 2496 2510 2788 29691720 1892 2035 2120 2332 2508 2520 2801 29811730 1903 2047 2130 2343 2520 2530 2814 29931740 1914 2058 2140 2354 2532 2540 2828 30051750 1925 2070 2150 2365 2543 2650 2841 30171760 1936 2082 2160 2376 2565 2660 2854 30281770 1947 2094 2170 2387 2567 2570 2867 30401780 1958 2106 2180 2398 2579 2580 2880 30521790 1969 2118 2190 2409 2591 2590 2894 3064

1800 1980 2129 2200 2420 2603 2600 2907 30761810 1991 2141 2210 2431 2614 2610 2920 30881820 2002 2153 2220 2442 2626 2620 2933 30991830 2013 2165 2230 2453 2638 2630 2947 31111840 2024 2177 2240 2464 2650 2640 2960 31231850 2035 2189 2250 2475 2662 2650 2973 31351860 2046 2200 2260 2486 2674 2660 2987 31471870 2057 2212 2270 2497 2685 2670 3000 31591880 2068 2224 2280 2508 2697 2680 3013 31701890 2079 2236 2290 2519 2709 2690 3027 3182

1900 2090 2248 2300 2530 2721 2700 3040 31941910 2101 2260 2310 2541 2733 2710 3054 32061920 2112 2271 2320 2552 2745 2720 3067 32181930 2123 2283 2330 2663 2756 2730 3081 32301940 2134 2295 2340 2574 2768 2740 3094 32411950 2145 2307 2350 2585 2780 2750 3108 32531960 2156 2319 2360 2596 27921970 2167 2331 2370 2607 28041980 2178 2342 2380 2619 28151990 2189 2354 2390 2632 2827

2000 2200 2366 2400 2645 28392010 2211 2378 2410 2658 28512020 2222 2390 2420 2671 28632030 2233 2401 2430 2684 28752040 2244 2413 2440 2697 28872050 2255 2425 2450 2710 28982060 2266 2437 2460 2723 29102070 2277 2449 2470 2736 29222080 2288 2461 2480 2749 29342090 2299 2472 2490 2762 2946

The above weight and moment limits are based on the following neight and center ofgravity limit data:

NORMAL CATEGORY

WEIGHT CONDITION FWD CG LIMIT AFT CG LIMIT

2750 lb (Max. Take-Off 113.0 118.3or Landing)

2375 lb or less 110.0 118.3

November, 1980 6-13


COMPUTING PROCEDURE

1. Record the Basic Empty Weight and Moment from theBasic Empty Weight and Balance form (or from the latestsuperseding form) under the Basic Empty Condition block.The moment must be divided by 100 to correspond toUseful Load Weights and Moments tables.

2. Record the weight and corresponding moment from theappropriate table of each of the useful load items (exceptfuel) to be carried in the airplane.

3. Total the weight column and moment column. TheSUB-TOTALS are the ZERO FUEL CONDITION.

4. Determine the weight and corresponding moment forthe fuel loading to be used. This fuel loading includes fuelfor the flight, plus that required for start, taxi, and takeoff.Add the Fuel Loading Condition to Zero Fuel Condition toobtain the SUB-TOTAL Ramp Condition.

5. Subtract the fuel to be used for start, taxi, and takeoffto arrive at the SUB-TOTAL Take-off Condition.

6. Subtract the weight and moment of fuel to be usedfrom the take-off weight and moment. The SUB-TOTALCondition of No. 3 and No. 5, as well as the landingcondition moment, must be within the minimum andmaximum moments shown on the Moment Limits vs Weightgraph for that weight. If the total moment is less than theminimum moment allowed, useful load items must beshifted aft, or forward load items reduced. If the totalmoment is greater than the maximum moment allowed,useful load items must be shifted forward, or aft load itemsreduced. If the quantity or location of load items is changed,the calculations must be revised and the momentsrechecked.

6-14 November, 1980


WEIGHT AND BALANCE LOADING FORM

MODEL SIERRA C24R DATE X-X-XX

SER lAL NO. XXX REG. NO. NXXXXX

ITEM WEIGHT MOM/100

1. BASIC EMPTY CONDITION 1720 1912

2. FRONT SEAT OCCUPANTS 340 374

3. 3rd & 4th SEAT OCCUPANTS 340 482

4. 5th & 6th SEAT OCCUPANTS 130 222

5. BAGGAGE

6. CARGO

7. SUB TOT 2530 2990

8. FUELL I NG (32 gal) 192 2259. SUS TOTAL

RAMP CONDITION 2722 321510. *LESS FUEL FOR START,

TAXI,andTAKE-OFF -8 -9

11. SUB TOTALTAKE-OFF CONDITION 2714 3206

12. LESS FUEL TODESTINATION (25gal) -150 -176

13. LANDING CONDITION 2564 3030

*Fuel for start, taxi and take-off is normally 8 lbs at an averagemom/100 of 9.

November, 1980 6-15


SECTION VII

SYSTEMS DESCRIPTION

TABLE OF CONTENTS

SUBJECT PAGE

Airframe......................... .

......................7-5

Seating Arrangements ....................... ........................

7-5

Flight ControlsControl Surfaces ....................... . ........................,........

7-5Control Column .......................... . ..........................

7-5Rudder Pedals ........................ ........................

7-6

Stabilator Trim SystemManual Trim......................... ......................

7-6Electric Trim......................... ........................

7-6Instrument Panel......................... ...... .............................

7-6Illustration (MC-449,MC-452 thru MC-536,

except MC-533)........................................................7-7

Illustration (MC-S33, MC-537through MC-570)............7-8Illustration (MC-571and after)....................................... 7-9Switches.......................... ....... .........................

7-10Circuit Breakers......................... ........................

7-10Flight Instruments ......................... . .........................

7-10Ground Control....................... .. ........................

7-11Wing Flaps

Manual ....................... . .........................

7-11Electric............................ ........................

7-11

Effect of Flaps on FlightTakeoff ......................... .........................

7-12Landing Gear.......................... ........................7-12

Control Switch ........................... .........................7-13

Position Indicators......................... .........................

7-13

December, 1982 7-1

Section VII BEECHCRAFTSystems Description Sierra C24R

SUBJECT PAGE

Time Delay Relay (MC-674àndafter)......................... 7-13Safety Retraction Switch .............................................

7-13Warning Horn......................... ........................

7-14CircuitBreaker ........................ ......................

7-14Emergency Extension ......................... .......................

7-14Brakes...................................... ..................................

7-15Landing Gear Safety Extension System...................... 7-15

Baggage Compartment...................................................7-16Seats, Seat Belts, and Shoulder Harnesses

Seat Adjustment........................ .......................

7-17Seat Belts...................... . ......................

7-17Shoulder Harnesses....................... .......................

7-17Doors and Exits

Forward Cabin Doors ....................... .......................

7-18Aft UtilityDoor ......................... ........................

7-19Emergency Exits ......................... . ......................

7-19Control Locks........................ .......................

7-19Engine .................... . . ......................

7-20Engine Controls......................... . ......................

7-20Engine Instruments ........................ ............................

7-20Manifold Pressure and Fuel Flow Indicator.............. 7-20

Illustration ............................................................

7-21Exhaust Gas Temperature Indicator (EGT) .............

7-22Engine Break-in Information........................................ 7-22Cowling...................... . ....................

7-22Lubrication System....................... . . ....................

7-23Induction System Icing ....................... . ......................

7-23Starter ......................... .. .....................

7-23Propeller ........................ ......................

7-24Fuel System......................... ......................

7-24Fuel Tanks ...................... . . ......................

7-24Illustration........................ .....................

7-25Fuel Quantity indicators ..................... .......................

7-25Fuel Drains...................... .....................

7-25Fuel Boost Pump...................... . . ....................

7-27

7-2 November, 1980

BEECHCRAFT Section VIISierra C24R Systems Description

SUBJECT PAGE

Fuel Tank Selection.................... .. .................

7-27Fuel Required For Flight..................... ...................

7-27Electrical System................... . ..................

7-28Battery.................... ...................

7-28Alternator ........................... .....................

7-29External Power Receptacle..................... ...................

7-30

Lighting SystemsInterior Lighting ................... . ...................

7-31Exterior Lighting ................... ..................

7-31Environmental Systems

Illustration...................... ..................... ..................7-32

Cabin Heating .................. ..................... ..................

7-33

Ventilation ...................... . . ...................7-33

.Exhaust Vent.................... ..................

7-34

Pitot and Static SystemsPitot System..................... . ..................

7-34

Pitot Heat.................... ...................

7-34

Normal Static Air System..................... ....................

7-34

Emergency Static Air System...................................... 7-35

Vacuum System..................... ....................

7-35

StallWarning System................... . ................7-35

December, 1982 7-3



7-4 November, 1980


AIRFRAME

The Sierra C24R is a 4-place airplane with an optionalbench-type children's seat in the area otherwise used forbaggage. It is an all-metal, single-engine airplane withretractable tricyclelanding gear. It utilizesconventional flightcontrol surfaces except for a stabilator for the horizontalempennage surface.

SEATING ARRANGEMENTS

In the standard configuration two adjustable seats and onefixed-bench seat are installed. Optional split 3rd and 4thseats and a fixed-bench children's seat are available. Toadjust either of the front seats, pull the release knob belowthe left forward seat corner (pull to the right, then up) andslide the seat forward or aft, as desired. Make certain theseat is locked securely in place after adjustment. The backsof all individual seats can be placed in any of threepositions. Outboard armrests for the front seats areattached to the cabin doors.

FLIGHT CONTROLS

CONTROL SURFACES

The control surfaces are operated with conventional cablesystems terminating in bell cranks.

CONTROL COLUMN

A single control column/wheel is installed as standardequipment on the left side. The optional controlcolumn/wheel may be installed on the right side. These areprovided for stabilator and aileron control.

November, 1980 7-5


RUDDER PEDALS

The standard installation provides pedals for rudder controlon the left side only. The optional installation provides a setof rudder pedals on each side.

STABILATOR TRIM SYSTEM

MANUAL TR/M

The manual stabilator trim is actuated by a handwheellocated between the front seats. A stabilator tab positionindicator is located adjacent to the trim control handwheel.Forward movement of the wheel trims the airplane's nosedown, aft movement of the wheel trims the airplane's noseup.

ELECTR/C TR/M

The optional electric stabilator trim system controls includethe ON-OFF circuit-breaker type switch located on theinstrument panel, and a thumb switch on the control wheel.The ON-OFF switch must be in the ON position to operatethe system. The thumb switch must be depressed andmoved forward for nose down, aft for nose up, and whenreleased returned to the center OFF position. When thesystem is not being electrically actuated, the manual trimcontrol wheel may be used.

INSTRUMENT PANEL

The standard instrument panel consists of flight andnavigation instruments on the left, and an avionics sectionon the right. The switching panel and the engine gages are

7-6 November, 1980

BEECHCRAFT Section VilSierra C24R Systems Description

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located on the left subpanel, and the circuit breakergrouping is on the right subpanel.

SWITCHES

The magneto/start switch, and switches for the battery,alternator, pitot heat, auxiliaryfuel pump, and landing gearare located on the left subpanel.

CIRCUIT BREAKERS

The circuit breakers are located on the right subpanel.

FLIGHT INSTRUMENTS

The standard flight instruments are grouped in a "T"pattern on the main panel for the best presentation for thepilot. The magnetic compass is attached to the uppercenter of the windshield.

Ram air pressure for the airspeed indicator enters throughthe pitot tube under the left wing. Static air pressure for thealtimeter, vertical speed, and airspeed indicator is suppliedby a static port on each side of the fuselage, just aft of thebaggage area.

I MC-449, MC-452 through MC-536 except MC-533:

The instruments are illuminated either by an overheadflood light or post lights. The flood light is controlled by artieostat switch located below the power quadrant on thepedestal, while the post light installation is controlled by arheostat switch on the left subpanel.

IMC-533, MC-537 and after:

The instruments are illuminated either by an overhead

7-10 December, 1982


flood light or post lights. The rheostat switches controllingthese lights are located on the pedestal, below the powerquadrant.

GROUND CONTROL

Steering is accomplished by the use of rudder pedalsthrough a spring-loaded linkage connecting the nose gear tothe rudder pedals. The nose-gear maximum travel is

28°±

2°

left and right. A hydraulic shimmy damper on the nose gearyoke compensates for any tendency to shimmy. Toe brakesmay be used to aid in steering the airplane on the ground.

The minimum wing-tip turning radius, using full steering, onebrake, and partial power, is 26 feet 10 inches.

WING FLAPS

MANUAL

The four-position flaps are operated by a manual leverlocated between the front seats. As the handle is raised tolower the flaps, a definite detent and click of the thumbrelease button will be felt at the 15°, 25°, and

35°flap

extended positions. To retract the flaps, depress the thumbbutton and lower the handle to the floor. The thumb buttondoes not need to be depressed, nor should it be, to extendthe flaps.

ELECTRIC

The electric wing flaps are controlled by a three-positionswitch, UP, OFF, and DOWN, located to the right of thepower quadrant. The switch must be pulled out of detent

December, 1982 7-11

Section Vil BEECHCRAFTSystems Description Sierra C24R

before it can be repositioned. An indicator, locatedadjacent to the flap handle switch, has markings for UP, 10DEGREES,

15° (green radial), 20 DEGREES, and DOWN.The green radial is placed on the indicator at the 15°

position to denote flap position for takeoffs.

Limit switches automatically interrupt power to the electricmotor when the flaps reach the extremes of travel.Intermediate flap positions can be obtained by placing thethree-position switch in the OFF position during flapextension or retraction.

EFFECT OF FLAPS ON FLIGHT

TAKEOFF

Retraction of take-off flaps(15°

for takeoff), during climb-out, requires no change in trim and only light changes incontrol forces. The light forces dissipate without change intrim or significant change in airspeed.

CAUTION

Establish recovery altitude and recovery powerbefore retracting flaps during slow flight,particularly during recoveries from approachconfigurations.

LANDING GEAR

The retractable tricycle landing gear, fabricated frommagnesium casting and aluminum forgings, uses rubberdisks for shock absorption. The gears are identical exceptfor the pivoting action during retraction and the steeringprovisions of the nose gear. Retraction and extension ofthe gear is accomplished through the use of an electric-driven hydraulic pump and hydraulic system. The landinggear may be hydraulically extended or retracted, and maybe lowered manually. (See Emergency ExtensionProcedures.)

7-12 December, 1982


CONTROL SWITCH

The landing gear is controlled by a two-position switch onthe left side of the subpanel. The switch handle must bepulled out of the safety detent before it can be moved to theopposite position.

POSITION INDICATORS

The landing gear position indicator lights are located belowthe landing gear switch handle. Three green lights, one foreach gear, are illuminated whenever the landing gears aredown. The red light illuminates any time one or all of thelanding gears are in transit or in any intermediate position.All of the lights will be out when the gears are up andlocked. Pressing the warning light test button on theinstrument panel will verify the landing gear lamps areilluminating. The intensity of the lamps can be controlled byturning the lens holder on each lamp.

TIME-DELAY RELAY (MC-674 and after)

Landing gear retraction operation is protected by a time-delay relay which will disengage electrical power to thehydraulic pump motor after 30 seconds of continuous pumpoperation. If the landing gear in-transit light remainsilluminated, it indicates improper response of the landinggear. The time-delay relay can be reset by moving thelanding gear switch handle to the down position. Thelanding gear and retract system should be checked beforethe next flight.

SAFETY RETRACTION SWITCH

To prevent inadvertent retraction of the landing gear on theground, a safety pressure switch located in the pitot system,

November, 1980 7-13


deactivates the hydraulic pressure pump circuit when theimpact air pressure is below 68 to 72 mph, (59 to 63 kts).

WARNING

Never rely on the safety switch to keep thegear down during taxi, take-off roll, or landingroll. Always make certain that the landing gearswitch is in the down position during theseoperations.

WARNING HORN

With the landing gear retracted, if the throttle is retardedbelow approximately 12 inches mercury manifold pressure,a warning horn will sound continuously.

CIRCUIT BREAKER

The landing GEAR MOTOR circuit breaker is located onthe right subpanel. This circuit breaker is a pull-and-resettype breaker. A white circle identifies this circuit breaker.The breaker will pop out under overload conditions. Theremainder of the landing gear circuitry is protected by apush-to-reset circuit breaker marked GEAR IND.

WARNING

The landing gear system will be inoperative ifthe GEAR IND circuit breaker is pulled.

EMERGENCY EXTENSION

The landing gear can be extended by turning the hydraulicpressure bypass valve

90°counterclockwise. The valve is

located on the floor in front of the pilot's seat. When thesystem pressure is released the gear will fall into the down-

7-14 November, 1980


and-locked position. This extension procedure is outlined inEMERGENCY PROCEDURES Section.

NOTERepeated emergency extension of the landinggear may deplete the hydraulic fluid reservoirsupply.

BRAKES

The brakes on the main landing gear wheels are operatedby applying toe pressure to the top of the rudder pedals.The parking brake push-pull control is located on the leftsubpanel. To set the parking brakes, pull the control out andpump both toe pedals until solid resistance is felt. Push thecontrol in to release the brakes.

CAUT/ON

Install wheel chocks and release the parkingbrake if the airplane is to be left unattended.Changes in ambient temperature can cause thebrakes to release or to exert excessivepressures.

LANDING GEAR SAFETY EXTENSION SYSTEM

The landing gear safety system is designed to prevent "gearup" landings. The system is to be used as a safety deviceonly; normal usage of the landing gear position switch ismandatory.

To extend the landing gear, place the landing gear safetysystem ON-OFF switch in the ON position. The landing gearwill be automatically extended when: (1) the airspeed isbelow approximately 115 mph (100 kts) IAS and (2) theengine is operating at a throttle position corresponding to

November, 1980 7-15


approximately 18 inches or less of manifold pressure.

To retract the landing gear, place the landing gear safetysystem ON-OFF switch in the ON position. The landing gearwill not retract unless: (1) the landing gear position switch isin the UP position, (2) the airspeed is above approximately72 mph (63 kts) IAS and (3) the engine is operating at athrottle position corresponding to approximately 20 inchesor more of manifold pressure.

If landing gear retraction is desired when the throttleposition corresponds to 20 inches of manifold pressure orless, the landing gear safety system ON-OFF switch mustbe placed in the OFF position before placing the landinggear position switch in the UP position.

In the event of an emergency, automatic extension of thelanding gear may be prevented by placing the landing gearsafety system ON-OFF switch in the OFF position, thusdeactivating the safety system.

BAGGAGE COMPARTMENT

A 19.5-cubic-foot baggage space is located behind the 3rdand 4th seats. In addition, a hat shelf, near the top of thecabin enclosure provides an out-of-the-wayspace for lightmiscellaneous articles. Both the baggage compartment andhat shelf are accessible in flight.

WARNINGDo not carry hazardous material anywhere inthe airplane.

Do not carry children in the baggagecompartment unless secured in a seat.

7-16 November, 1980


SEATS, SEAT BELTS, AND SHOULDER HARNESSES

SEAT ADJUSTMENT

To adjust either of the front seats, pull to the right and up onthe release knob below the left seat corner and slide theseat forward or aft, as desired. Make certain the seat islocked securely in place after adjustment. The backs of theist, 2nd, 3rd, and 4th seats can be placed in any of 3positions. The 5th and 6th bench-type children's seat is notadjustable. Outboard armrests for the front seats areattached to the cabin doors.

SEAT BELTS

All seats are provided with seat belts having a lever-action,quick-release, metal buckle. The seat belt length can beshortened or lengthened by allowing the excess belt to pullthrough the end of the buckle. Holding the buckle at a rightangle to the belt releases the binding action, allowing thebelt to slip.

SHOULDER HARNESSES

The shoulder harness is a standard installation for all seatsand should be used with the seats in the upright position.The spring loading at the inertia reel keeps the harnesssnug, but will allow normal movement during flightoperations. The inertia reel is designed with a locking devicethat will secure the harness in the event of sudden forwardmovement or an impact action. The strap is worn over theshoulder and down across the body, where it is fastened bya metal loop to the seat belt buckle. The inertia reels for thefront and middle seats are attached to the lower cabinsidewall structure at the att edge of the respective seat. Theinertia reel is covered with an escutcheon, and the strapruns up from the reel to a looped fitting attached to the

November, 1980 7-17

l


window frame just aft of the seat. For stowing theseshoulder harness straps, stowage attach points areprovided adjacent to the inertia reel on the cabin sidewall.For the 5th and 6th seats the strap is contained in an inertiareel attached to the aft cabin bulkhead structure behind thehat shelf.

WARNING

The seat belt is independent of the shoulderharness. However, the shouldar harness maybe used only when the seat belt is fastened.

Occupants shorter than 4'7 are not to useshoulder harness.

DOORS AND EXITS

FORWARD CABIN DOORS

The airplane has a conventional cabin door on each side ofthe fuselage adjacent to the forward seats. When closed,the outside cabin door handle is spring-loaded to fit into arecess in the door. The door may be locked with a key. Toopen the door from the outside, grasp the flush handle andpull until the door opens. To close the cabin doors from theinside, grasp the armrest attached to the door and firmly pullthe door closed. Opening the storm window will alleviatepressure inside the cabin as the door is being closed. Pressfirmly outward at the aft edge of the door. If any movementof the door is detected, completely open the door and closeagain following the above instructions. To open the doorfrom the inside, grasp the flush door release handle and pulluntil door latch releases.

7-18 November, 1980


AFT UTILITY DOOR

A utility door, aft of the cabin door on the left side of thefuselage, is provided for loading cargo or passengers in theaft cabin. This door can be opened from both inside and out.To open the door from the outside, grasp the flush handleand pull until door opens. To open from the inside pull outon the pin adjacent to the door handle, then rotate thehandle counterclockwise until the door opens. This door canbe locked with a key.

EMERGENCY EXITS

An emergency exit can be accomplished through any of thethree doors.

CONTROL LOCKS

A control lock is provided, with the loose tools, to preventmovement of the control column and impairs access to themagneto/start switch.

To install the Control Lock:1. Rotate control wheel and move control column so the

holes in the control column hanger and the controlcolumn will align to accept the pin.

2. Push the control column lock pin through the holeprovided in the controlcolumn hanger and into the holein the underside of the control column tube assembly.

3. Ensure positive retention of the lock pin by positioningthe hook over the. control column.

WARNING

Before starting engine, remove the control lockby reversing the above procedure.

November, 1980 7-19

i


ENGINE

The BEECHCRAFT Sierra 200 C24R is powered by aLycoming lO-360-A1B6 four-cylinder, horizontally opposed,fuel-injected engine rated at 200 horsepower. Normaloperating engine speed range is 2350 to 2700 rpm with arestricted operating range between 2100 and 2350 rpm.

ENGINE CONTROLS

The control levers are grouped along the upper face of thepower quadrant. Pushing forward on a control increases,while pulling back decreases the control's appropriatefunction. Their knobs are shaped to government standardconfiguration so they can be identified by touch. Thecontrols are centrally located for ease of operation fromeither the pilot's or copilot's seat. A controllable frictionlever, located to the right of the control levers, is provided toprevent creeping.

ENGINE INSTRUMENTS

The engine instrument cluster is located on the lower leftsubpanel and includes the left fuel quantity indicator, anammeter, oil temperature, oil pressure and the right fuelquantity indicator. The tachometer and manifoldpressure/fuel flow indicators are located above the enginecontrols.

MAN/FOLD PRESSURE AND FUEL FLOW /ND/CATOR

The manifold pressure portion of this instrument indicatesthe pressure of the fuel-air mixture entering the enginecylinders and is calibrated in inches of mercury. Byobserving the manifold pressure gage and adjusting thepropeller and throttle controls, the power output of theengine can be adjusted to any of the power settingsdesignated in the Cruise Power Setting tables in thePERFORMANCE Section.

7-20 November, 1980


The fuel flow portion of the indicator is calibrated in gallonsper hour, the green arc indicating fuel flow for normaloperating limits. Red radials are placed at the minimum andmaximum allowable fuel pressures, as indicated at the fuelinjection manifold valve.

In the cruise power range the green sectors cover the fuelflow required from 55% to 75% power. The lowest value of agiven sector is the lean limit setting and the highest value ofthe sector is the best-power setting for that particular powerrange.

The take-offand climb range is covered by green sectors forfull power at various altitudes. The full power markingsrepresent the maximum performance mixtures for thealtitudes shown, permitting leaning of the mixture formaximum power and performance during high-altitudetakeoffs and full-power climbs.

CRUISEPOWERRANGE

55% PWR

35 sesp·

,

65% PWR

4 6 % PWR

25 MANA FUEL 2PRESS FLOW oo yooo py

20ECHCRO /HR 6000 FT

cues " 16 3000 FT TAKEDFF &owen CLIMB POWER

meetheralt IS SL. RANGE

2010 wwsp824R 390 1

November, 1980 7-21


EXHAUST GAS TEMPERATURE IND/CATOR (EGT)

This installation provides for sensitive and rapid indication ofexhaust gas temperature to assist in adjusting the fuellairmixture during cruise.

ENGINE BREAK-IN INFORMATION

New engines have been carefully run-in by the enginemanufacturer. However, the engine should be operated onstraight mineral oil for a minimum of 50 hours or until oilconsumption stabilizes. After the first 25 hours of operation,drain and replace the mineral oil. A change to an approvedengine oil should be made after the break-in period. Refer toLycoming Engine Operator's Manual.

NOTE

In order to promote proper ring seating, cruisepower settings of 65% to 75% should be useduntil a total of 50 hours has accumulated or untiloil consumption has stabilized. Thisrecommendation is applicable to in-serviceengines following cylinder replacement or top-overhaul of one or more cylinders, as well as tonew engines.

COWLING

The cowling is the split-type and is removable to expose theengine and mount assemblies.

7-22 November, 1980


LUBRICATION SYSTEM

The engine oil system is the wet-sump type and has an 8-quart capacity. Oil operating temperatures are controlled byan automatic thermostat bypass control.The bypass controlwill limit oil flow through the oil cooler when operatingtemperatures are below normal, and will permit the oil tobypass the cooler if it should become blocked.

INDUCTION SYSTEM ICING

The possibility of induction system icing is reduced by thenon-icing characteristics of the fuel-injected engine andautomatic alternate air source. The alternate air door willopen automatically if the air intake or filter becomesobstructed.

STARTER

A magneto/start switch, located on the subpanel to the leftof the pilot's control column, incorporates R(right), L(left)and BOTH magneto positions in addition to the normalOFF and START positions. After activation of the starterthe spring-loaded switch returns to the BOTH positionwhen released. Battery switch and alternator switch aregrouped on the subpanel to the right of the pilot's controlcolumn.

The warning light placarded STARTER ENGAGED (MC-731 and after) illuminates whenever electrical power isbeing supplied to the starter. If the light remains illuminatedafter starting, the starter relay has remained engaged, andloss of electrical power and possible equipment damagewill eventually result. Turn the BATTERY & ALT and ALTSwitches OFF. If in flight, land as soon as practical. If thelight does not illuminate during starting, the indicatorsystem is inoperative and the ammeter must be monitored

November, 1980 7-23


to ensure that the starter does not remain energized afterreleasing the magneto/start switch.

PROPELLER

Installed as standard equipment is a constant-speed,variable-pitch, 76 -diameter propeller with two aluminumalloy blades. The pitch setting at the 30-inch station is

14.4°

Iow and27.0° to 31.0° high pitch. Normal operating range is

2350 to 2700 rpm with a restricted operating range between2100 and 2350 rpm.

Propeller rpm is controlled by a single-action,engine-drivenpropeller governor which regulates hydraulic oil pressure tothe hub. The propeller control on the power quadrant allowsthe pilot to select the governor's rpm range. Governor-boosted oil pressure holds the propeller blades in a highpitch (low rpm) position during normal cruise operation. If oilpressure is lost, the propeller willgo to the full high rpm (lowpitch) position.

FUEL SYSTEM

The airplane is designed for operation on grade 100 (green)or 100LL (blue) aviation gasoline.

FUEL TANKS

Fuel tanks located in each wing have a nominal capacity of29.9 gallons each for a total of 59.8 gallons. In the fillerneck of each tank is a visual measuring tab whichfacilitates partial filling of the fuel system. When the fueltouches the bottom of the tab it indicates 15 gallons of fuel,and when filled to the slot in the tab it indicates 20 gallons.The pilot must visually check the fuel levet during preflight

7-24 November, 1980


FUEL MANIFOLD VALVEMETERING VALVE ANDTHROTTLE

ENGINE-DRIVEN PUMPENGINE-DRIVEN PUMPDRAIN

FUEL FLOW GAGE - BOOST PUMP ANDDRAIN

-STRAINER AND DRAIN

A T--

-SELECTOR VALVE

-FUEL QUANTITYTRANSMITTER

O-FILLER CAP O

SUMP DRAIN-Q

STRAINERVENT UNE VENT LINE

624R-390-I

FUEL SYSTEM SCHEMATIC

to ascertain desired level. Fuel is fed from the desired tankthrough a fuel selector valve in the center floorboard andthen through a strainer to the engine-driven fuel pump.

FUEL QUANTITY INDICATORS

Fuel quantity is measured by float-operated sensors,located in each wing tank system. These transmit electricalsignals to the individual indicators, which indicate fuelremaining in each tank. The indicating system reads full at20 gallons.

FUEL DRAINS

The fuel system drains should be opened regularly toprevent the accumulation of condensation in the fuel,

November, 1980 7-25


especially during periods of warm days and cool nights.They should also be opened before each flight not only tocheck for condensation but also to inspect for fuelcontamination.

Wing Drains

Wing sump drains on MC-449, MC-452 through MC-536except MC-533, protrude through the wing skin and areopened by pushing them upward to release the fuel. Thistype of valve can be locked open by pushing upward toopen it, then rotating it clockwise to lock it. To close thevalve, press upward and rotate counterclockwise. Whenreleased, the valve will close. Check for proper seating toprevent fuel loss.

On MC-533, MC-537 and after, the wing drains have flush-type valves and are opened by using the combination fueldrainlemergency landing gear extension tool provided withthe loose tools. It is normally kept in the pocket on the pilot'sdoor. To open the drain valve, insert the tab end of the toolinto the opening in the center of the valve and push upward.Removing the tool will close the valve. This type of draincan be locked open by pushing upward with the tool androtating counterclockwise. To close the valve, press upwardwith the tool in place and rotate clockwisebefore removingthe tool. Make certain the valve is seated to prevent loss offuet

Low Spot Drain

The fuel system low spot drain in the bottom of the fuel filtershould also be drained frequently. It is located on the lowerportion of the firewall on the forward side and protrudesthrough the lower skin. This drain can be locked open byturning clockwise until it locks. To close the drain, rotatecounterclockwise and the valve will snap shut.

7-26 November, 1980


FUEL BOOST PUMPThe electric fuel boost pump, controlled by an ON-OFFtoggle switch on the pilot's subpanel, provides pressure forstarting and emergency operation. The fuel boost pumpprovides sufficient pressure for engine operation, shouldthe engine-driven pump fail.

FUEL TANK SELECTIONThe fuel selector valve handle is located on the floorboardsbetween the pilot and copilot seats. Takeoffs and landingsshould be made using the tank that is more nearly full.

NOTE

On serials MC-696 and after, or on airplaneswhich have complied with BEECHCRAFT S.I.No. 1095, a fuel selector stop has been addedto the selector valve guard. The fuel selectorstop minimizes the possibility of inadvertentlyturning the fuel selector valve to the OFFdetent position. The stop is a spring whichmust be depressed before the selector valvehandle can be rotated to the OFF position.

If the engine stops because of insufficient fuel, refer to theEMERGENCY PROCEDURES Section for the Air Startprocedures.

FUEL REQUIRED FOR FLIGHT

It is the pilot's responsibility to ascertain that the fuelquantity indicators are functioning and maintaining areasonable degree of accuracy, and to be certain of amplefuel for a flight. Takeoff is prohibited if the fuel quantityindicators do not indicate above the yellow arc. The capsshould be removed and fuel quantity checked to give thepilot an indication of fuel on board. The airplane must be

November, 1980 7-27


approximately level for visual inspection of the tank. Fuelshould be added so that the amount of fuel will be not lessthan is required for takeoff. Plan for an ample margin offuel for any flight.

ELECTRICAL SYSTEM

The system circuitry is the single-wire, ground-return type,with the airplane structure used as the ground return. Thebattery, alternator, fuel boost, and magneto/start switchesare located on the left subpanel. The circuit breaker panel,located on the right subpanel, contains the protective circuitbreakers for the various electrical systems. Some switch-type circuit breakers are located on the left subpanel.

In addition, there is an in-line fuse in the rotating beaconwire and in the strobe light wire forward of the left subpanel,with spare fuses adjacent to the fuse holder. There is also afuse on the left side of the quadrant pedestal for the electricclock (if installed), or an in-line fuse near the battery box.

BATTERY

14-VOLT SYSTEM

A 12-volt battery is located in the aft fuselage. Batteryservicing procedures are described in the LANDING,SERVICING AND MAINTENANCE Section.

28-VOLT SYSTEM

One 24-volt battery, or two 12-volt batteries in series, arelocated in the aft fuselage. The two 12-volt batteries inseries are of a shape and size that they will both fit in thesame battery compartment which is provided for the 24-volt

battery. Battery servicing procedures are described in theHANDLING, SERVICING AND MAINTENANCE Section.

7-28 November, 1980


ALTERNATOR

14-VOLT SYSTEM

The alternator maintains its full-rated 60-ampere output atcruise engine rpm, and uses a voltage regulator to adjustalternator output.

Since the alternator is not self-exciting,dual switches arerequired to activate the circuit. The switch placardedBATTERY & ALT, when placed in the ON position, will onlyactivate the battery circuit. When this switch is on and theALT (FIELD) switch is placed in the ON position, thealternator is excited by power from the airplane battery.When the BATTERY & ALT switch is in the OFF position,the alternator will be off regardless of the ALT (FIELD)switch position. The alternator-field circuit breaker andalternator-output circuit breaker are located on the rightsubpanel (MC-449, MC-452 through MC-642). On airplanesMC-643 through MC-673 (and airplanes MC-449, MC-452through MC-642 with installation of Beech Kit No. 23-3009-1S) the alternator circuit is protected by an alternator-fieldcircuit breaker on the right subpanel, and an alternator-output current limiter on the firewall.

28-VOLT SYSTEM (MC-674 and after)

The 28-volt alternator is rated at 60 amps nominal outputat cruise engine rpm. A self-exciting feature provides foractivation of the alternator independent of battery powerwhen the engine reaches a speed of 1200 to 1500 rpm. Aswitch on the pilot's subpanel placarded ALT FIELDcontrols the alternator circuit. Circuit breakers for thealternator are located on the right subpanel.

December, 1982 7-29


EXTERNAL POWER RECEPTACLE

The external power receptacle is optional on this airplane. Ifinstalled,it is located on the right side of the fuselage (MC-449, MC-452 through MC-772) or on the left side of thefuselage (MC-773 and after), aft of the wing. Airplanesequipped with a 14-volt electrical system require a powerunit set to 13.75 to 14.25 volts, while those equipped with a28-volt electrical system require a setting of 27.75 to 28.25volts.

CAUTION

On 14-volt airplanes, the power pin for externalpower is connected directly to the battery andcontinually energized. Turn off battery andalternator switches and all electrical andavionics switches when connecting theauxiliary power unit plug. Assure correctpolarity (negative ground) before connectingauxiliary power unit. Turn on the battery switchbefore turning on the auxiliary power unit.

On 28-volt airplanes, a reverse polarity diodeprotection system is between the externalpower receptacle and the main bus. Withexternal power applied, the bus is powered.Turn on the battery switch only, with all otherswitches including avionics switches off, whenconnecting the auxiliary power unit. Assurecorrect polarity before connecting externalpower.

IWhen auxiliary power is desired, connect the clamps of thepower cable to the remote power source, ensuring properpolarity. Turn OFF the ALT switches and ensure that all

7-30 December, 1982


avionics equipment is OFF, and then turn ON the BATTswitch. Insert the power cable plug into the receptacle, turnon auxiliary power unit, and start engine using the normalstarting procedures.

LIGHTING SYSTEMS

INTERIOR LIGHTING

Lighting for the instrument panel is controlled by a rheostatswitch located on the pilot's subpanel to the left of thecontrol column (MC-449, MC-452 through MC-536 exceptMC-533), or on the pedestal below the power quadrant(MC-533, MC-537 and after). The cabin dome light isoperated by an ON-OFF switch adjacenÏto the light. Theoverhead instrument lighting and the map light (MC-689,MC-702 and after do not have a map light installed) arecontrolled by a rheostat switch located on the pedestal,below the power quadrant.

EXTERIOR LIGHTING

The switches for all of the exterior lights are located on thepilot's left subpanel. Each circuit is protected by a circuitbreaker switch, circuit breaker, or fuse.

The exterior lights consist of navigation lights on the wingtips and rudder, a landing light on the left outboard wing,optional taxi lights on both outboard wings, and a rotatingbeacon on the vertical stabilizer. The landing light shouldbe used for approach only, and the taxi lights should beused for ground maneuvering only. For longer battery andlamp life, use the landing light and taxi lights sparingly;avoid prolonged operation which could cause overheatingduring ground maneuvering.

December, 1982 7-31


HEATER AtR

FRESH AIR FRESH AIR INLET

EXHAUST AIRMtXER

DEFROSI AIR

WAtt

FRESH AIR INLET

cocKPIT HEATER OUTLETS (2)COCKPIT OUTLETS (2)

CASIN HEATER OUTLETS (3)

FRESN AIR QUILErs(4 STANOARD)(6 OPTIONAL)

AFT CABIN BULKHEAD

FIXED EKNAUSI'

OPIIONAL VENiitAfiON FAN

FRESH AIR INTAKE (DORSAL FIN)

ENVIRONMENTAL SCHEMATIC

7-32 November, 1980


NOTE

Particularly at night, reflections from rotatinganti-collision lights or strobe lights on clouds,dense haze or dust can produce opticalillusions and intense vertigo. Such lights, wheninstalled, should bd turned off before enteringan overcast; their use may not be advisableunder instrument or limited VFR conditions.

ENVIRONMENTAL SYSTEMS

CABIN HEATING

Air for warming the cabin and defrosting the windshieldenters through an intake on the forward engine baffle,passes through the heater and into a mixer box where it isblended with cold air to obtain the desired cabintemperature. Hot or cold air may enter the cabin throughthe firewall outlets. The knob marked CABIN AIR regulatesthe quantity of air entering the cabin through this firewalloutlet. With the CABIN AIR knob in, pull out the CABINHEAT knob for heated air and push it in for fresh air. Thereare 4 outlets for cabin heat distribution in the standardinstallation; however, 5 outlets are provided when theoptional children's seat is installed. Pull out the DEFROSTknob for maximum defrost. Under extremely coldconditions, heating in the back seats can be improved bypartially pulling the defrost knob.

VENTILATION

Fresh air for the cabin enters through two grill-type infetsimmediately forward of the windshield and a scoop-typeinlet on the dorsal fin. The two grill-type inlets supply air tothe eyeball outlets on the cabin sidewalls between the

December, 1982 7-33


instrument panel and cabin doors. The scoop-type inletsupplies air to the four or six overhead eyeball outlets. Airflow through the eyeball outlets is regulated by rotating theoutlet. An optional fan, controlled by a switch below theIpowerquadrant (MC-449, MC-452 thru MC-536, exceptMC-533) or on the left subpanel (MC-533, MC-537 andafter), facilitates ventilation for ground operation. The fanshould be off when the airplane is airborne.

EXHAUST VENT

A fixed exhaust vent is located in the aft cabin for flow-through ventilation.

PITOT AND STATIC SYSTEMS

PITOT SYSTEM

The pitot system provides a source of impact air foroperation of the airspeed indicator. The pitot mast is locatedon the leading edge of the left wing.

P/TOT HEAT

The pitot mast is provided with an electric heating elementwhich is turned on and off with a switch on the instrumentpanel. The switch should be ON when flying in visiblemoisture. It is not advisable to operate the pitot heatingelement on the ground except for testing or for shortintervals of time to remove ice or snow.

NORMAL STATIC AIR SYSTEM

The normal static air system provides a source of static airto the flight instruments through a flush static fitting on each

7-34 December, 1982


side of the aft fuselage. A union located inside a cover plateon the belly of the airplane provides a drain point to removemoisture from the system.

EMERGENCY STATICAIR SYSTEM

An emergency static air source may be installed to provideair for instrument operation should the static ports becomeblocked. Refer to the EMERGENCY PROCEDURESSection for procedures describing how and when to use thissystem.

VACUUM SYSTEM

Vacuum for air-driven gyroscopic flight instruments andother air-driven equipment is supplied by an engine-drivenvacuum pump. An adjustable relief valve controls suction bybleeding outside air into the vacuum pump.

A suction gage indicates system vacuum in inches ofmercury. This instrument is located on the pilot's side of theinstrument panel. The vacuum should be maintained withinthe green arc for proper operation of the air-driveninstruments.

STALL WARNING SYSTEM

WARNING

With the BATTERY & ALT switch in the OFFposition the stall warning horn is inoperative.Airplane certification requires the stall warningsystem to be on during flight except inemergency conditions as stated in Section Ill.

December, 1982 7-35


A stall warning horn located in the overhead speakerconsole is factory set to sound a warning 5 to 7 mph abovea stall condition and continues steadily as the airplaneapproaches a complete stall. The stall warning horn,triggered by a sensing vane on the leading edge of the leftwing, is equally effective in all flight configurations and at allweights.

7-36 December, 1982


SECTION VIII

HANDLING, SERVICINGAND MAINTENANCE

TABLE OF CONTENTS

SUBJECT PAGE

Introduction.................... ......................8-3

Publications........................ ........................8-4

Airplane inspection Periods ..............................................

8-4Preventative Maintenance That May Be Accomplished

By A Certificated Pilot......... ........

8-5Alterations or Repairs to Airplane...................................... 8-5

Ground Handling....................... .....................

8-6Towing ...................... .......................

8-6Parking........................... ......................

8-7Control Column Lock Pin............................................... 8-7Tie-Down.......

.......

8-7Jacking...................... . . ......................

8-8

Flyable Storage - 7 to 30 DaysMooring ..................... . .. .......................

8-9Fuel Cells ....................... .......................

8-9Fli<jhtControl Surfaces....................... .......................

8-9Grounding ..................... . .......................

8-9Pitot Tube................... ... .........................

8-9Windshield and Windows ....................... ......................

8-9During Flyable Storage......................... ............ ........

8-10Preparation for Service.................... .. ...................

8-10Prolonged Out of Service Care .......................................

8-10

November, 1980 8-1

Section VIII BEECHCRAFTHandling, Serv & Maint Sierra C24R

External Power Receptacle............................................. 8-11Checking Electrical Equipment.................................... 8-12

ServicingFuel System........................ .......................

8-12OilSystem........................ . ........................

8-14Battery......................... ........................

8-14Tires.......................... ........................

8-15ShimmyDamper ....................... . ..........................

8-16Brakes........................ . .....................

8-16Induction Air Filter ...................... . .....................

8-16Vacuum System........................ . .....................

8-17Propeller Blades........................ ......................

8-17

Minor MaintenanceRubber Seals ....................... ........................

8-18Altemator ....................... .........................

8-18Mag netos .......................... .........................

8-19

CleaningExterior Paint Finishes ...................... . .......................

8-19Lacquer Paint Finishes ............................................

8-19Urethane Paint Finishes ..........................................

8-20Windshield and Windows ............................................

8-21Interior.......................... .........................

8-21Engine.......................... . .......................

8-22

Lubrication........................... ........................

8-22Lubrication Points....................... .......................

8-23

Recommended ServicingSchedule................................ 8-29Consumable Materials........................ ........................

8-32Approved Engine Oils .......................... ........................

8-34Bulb Replacement Guide................................................ 8-36Overhaul and Replacement Schedule ............................

8-37

8-2 November, 1980

BEECHCRAFT Section VIIISierra C24R Handling, Serv & Maint

INTRODUCTION

The purpose of this section is to outline the requirements formaintaining the airplane in a condition equal to that of itsoriginal manufacture. This information sets the timefrequency intervals at which the airplane should be taken toa BEECHCRAFT Aero or Aviation Center or InternationalDistributor or Dealer for periodic servicing or preventivemaintenance.

The Federal Aviation Regulations place the responsibility forthe maintenance of this airplane on the owner and operator,who must ensure that all maintenance is done by qualifiedmechanics in conformity with all airworthiness requirementsestablished for this airplane.

All limits, procedures, safety practices, time limits, servicingand maintenance requirements contained in this handbookare considered mandatory.

Authorized BEECHCRAFT Aero or Aviation Centers orInternational Distributors or Dealers can providerecommended modification, service and operatingprocedures issued by both the FAA and Beech AircraftCorporation, designed to get maximum utility and safetyfrom the airplane.

If a question should arise concerning the care of theairplane, it should be directed to Beech Aircraft Corporation,Liberal Division, Box 300, Liberal, Kansas 67901.Correspondence should contain the airplane serial number,which can be found on the manufacturer's placard, locatedon the right side of the fuselage adjacent to the inboard endof the flap. The placard is visible when the flaps arelowered.

November, 1980 8-3


PUBLICATIONS

The following publications are available throughBEECHCRAFT Aero or Aviation Centers or InternationalDistributors or Dealers.

1. Shop Manual2. Parts Catalog3. Service Instructions4. Various inspection Forms

NOTE

Neither Service Publications, Reissues, norRevisions are automatically provided to theholder of this handbook. For information onhow to obtain "Revision Service" applicable tothis handbook consult a BEECHCRAFT Aeroor Aviation Center, or International Distributoror Dealer, or refer to the latest revision ofBEECHCRAFT Service Instructions No. 0250-010.

AIRPLANE INSPECTION PERIODS

1. FAA Required Annual Inspections.2. BEECHCRAFT Recommended inspection Guide.3. Continuing Care Inspection Guide.4. See "Recommended Servicing Schedule" and

"Overhaul or Replacement Schedule" for furtherinspection schedules.

84 November, 1980


PREVENTATIVE MAINTENANCE THAT MAY BEACCOMPLISHED BY A CERTIFICATED PILOT

1. A certificated pilot may perform limited maintenance.Refer to FAR Part 43 for the items which may beaccomplished.

To ensure that proper procedures are followed, obtain aBEECHCRAFT Shop Manual before performing anymaintenance operation.

2. All other maintenance must be performed by licensedpersonnel.

NOTE

Pilots operating airplanes of other than U.S.registry should refer to the regulations of theregistering authority for information concerningpreventative maintenance that may beperformed by pilots.

ALTERATIONS OR REPAIRS TO AIRPLANE

The FAA should be contacted prior to any alterations on theairplane to ensure that the airworthiness of the airplane isnot violated.

NOTE

Alterations and repairs to the airplane must bemade by properly licensed personnel.

November, 1980 8-5


GROUND HANDUNG

The three-view drawing shows the minimum hangarclearances for a standard airplane. Allowances must bemade for any special radio antennas and the possibility ofan under inflated nose tire.

TOWING

CAUT/ON

Extreme care should be used when moving withpower equipment. Should the nose gear beturned in excess of the red limit marks, there isa very good possibility the nose gear steeringyoke and/or linkage may be damaged.

One person can move the airplane on a smooth and levelsurface, using the hand tow bar furnished with the looseequipment. Attach the tow bar to the tow lugs on the nosegear lower torque knee.

Where movement is restricted, two people can pivot theairplane on the main wheels. One person should push onthe wing leading edge or hold the wing tip, while the otheroperates the tow bar.

CAUTION

Do not exert force on the propeller or controlsurfaces. Do not place weight on the stabilatorto raise the nose wheel. Do not attempt to towthe airplane backward by the tail tie-down ring.

8-6 November, 1980


PARKING

The parking brake push-pull control is located on the leftside of the lower subpanel. To set the parking brakes, pullthe control out and depress each toe pedal until firm. Pushthe control in to release the brakes.

NOTE

The parking brake should be left off and wheelchocks installed if the airplane is to remainunattended. Changes in ambient temperaturecan cause the brakes to release or to exertexcessive pressures.

CONTROL COLUMN LOCK PIN

1. Rotate the control wheel and move control column sothe holes in the control column hanger and the controlcolumn will align to accept the pin.

2. Push the control column lock pin through the holeprovided in the control columnhanger and into the holein the underside of the control column tube assembly.

3. Ensure positive retention of the lock pin by positioningthe hook over the control column.

TIE-DOWN

It is advisable to nose the airplane into the wind. Three tie-down lugs are provided: one on the lower side of each wingand a third at the rear of the fuselage.

1. Install the control column lock pin.

November, 1980 8-7

Section Vill BEECHCRAFTHandling, Serv & Maint Sierra C24R

2. Chock the main wheels fore and aft.

3. Using nylon line or chain of sufficient strength, securethe airplane at the three points provided. DO NOTOVERTIGHTEN the line at the rear of the fuselageexcessively tight, because the nose may rise andproduce lift due to the angle of attack of the wings.

4. Release the parking brake.

If extremely high winds are anticipated, a vertical tail postcan be installed at the rear tie-down lug, and a tie-down lineattached to the nose gear.

JACKING

Raise the individual gear for wheel and tire removal with ascissors jack under the axle. Also, jack pads are installed tofacilitate landing gear retraction checks. Refer to theBEECHCRAFT Shop Manual for proper procedures.

CAUTION

The landing gear circuit breaker should bepulled and the emergency gear extension valveshould be open to relieve pressure in thehydraulic system, in order to prevent inadvertentretraction of the landing gear when the airplaneis jacked.

8-8 November, 1980


FLYABLE STORAGE - 7 to 30 DAYS

MOORING

If airplane cannot be placed in a hangar, tie down securelyat the three points provided. Do not use hemp or manilarope. It is recommended a tail support be used to lightlycompress the nose gear and reduce the angle of attack ofthe wings. Attach a line to the nose gear for additional tie-down.

FUEL CELLS

Fill to capacity to minimize fuel vapor.

FLIGHT CONTROL SURFACES

Lock with internal and external locks.

GROUNDING

Static-ground airplane securely and effectively.

PITOT TUBE

Install cover.

WINDSHIELD AND WINDOWS

Close all windows and window vents. It is recommendedthat covers be installed over the windshield and windows.

November, 1980 8-9


DURING FLYABLE STORAGE

WARNINGBe sure the magnetolstart switch is OFF, thethrottle CLOSED, and mixture control in theIDLE CUT-OFF position before turning thepropeller. Do not stand in the path of propellerblades. Also, ground running the engine for briefperiods of time is not a substitute for turningtheengine over by hand. In fact, the practice ofground running will tend to aggravate ratherthan minimize corrosion formation in the engine.

In a favorable atmospheric environment the engine of anairplane that is flown intermittently can be adequatelyprotected from corrosion by turning the engine over fiverevolutions by means of the propeller. This will dispel anybeads of moisture that may have accumulated and spreadthe residual lubricating oil around the cylinder walls. Unlessthe airplane is flown, repeat this procedure every five days.

After 30 days, the airplane should be flown for 30 minutes ora ground runup should be made long enough to produce anoil temperature within the lower green arc range. Excessiveground runup should be avoided.

PREPARATION FOR SERVICE

Remove all covers, clean the airplane, and give it athorough inspection, particularly landing gear, wheel wells,flaps, control surfaces, and pitot and static pressureopenings.Preflight the airplane.

PROLONGED OUT OF SERVICE CARE

The storage procedures listed are intended to protect theairplane from deterioration while it is not in use. The primary8-10 November, 1980


objectives of these measures are to prevent corrosion anddamage from exposure to the elements.

If the airplane is to be stored longer than 30 days refer tothe appropriate airplane shop manual and Avco LycomingService Letter L180.

EXTERNAL POWER RECEPTACLE

The external power receptacle is optional on this airplane. Ifinstalled, it is located on the right side of the fuselage (MC-449, MC-452 through MC-772) or on the left side of thefuselage (MC-773 and after), att of the wing. Airplanesequipped with a 14-volt electrical system require a powerunit set to 13.75 to 14.25 volts, while those equipped with a28-volt electrical system require a setting of 27.75 to 28.25volts.

CAUTION

On 14-volt airplanes, the power pin for externalpower is connected directly to the battery andcontinually energized. Turn off battery andalternator switches and all electrical andavionics switches when connecting theauxiliary power unit plug. Assure correctpolarity (negative ground) before connectingauxiliarypower unit. Turn on the battery switchbefore turning on the auxiliary power unit.

On 28-volt airplanes, a reverse polarity diodeprotection system is between the externalpower receptacle and the main bus. Withexternal power applied, the bus is powered.Turn on the battery switch only, with all otherswitches including avionics switches off, whenconnecting the auxiliary power unit. Assurecorrect polarity before connecting externalpower.

December, 1982 8-11


CHECKING ELECTRICAL EQUIPMENT

Connect an auxiliary power unit as outlined above. Ensurethat the current is stabilized prior to making any electricalequipment or avionics check.

CAUTIONIf the auxiliary power unit has poor voltageregulation or produces voltage transients, theequipment connected to the unit may bedamaged.

SERVICING

FUEL SYSTEM

Use aviation gasoline grades 100 (green)or 100LL (blue).

CAUTION

See Avco Lycoming Service Letter No. L185Aor later revision for operation on alternate fuels.

Two 29.9-gallon fuel tanks are located in the wings justoutboard of the wing root. A visual measuring tab locatedbelow the tank filler neck facilitates a fuel load of 15 gallonswhen the fuel reaches the bottom of the tab, or 20 gallonswhen the fuel reaches the top of the slot. This partial fillingof the fuel tanks allows an increase in the payload. The fuelindicators on the instrument panel will indicate fuel tankseven though each tank contains only 20 gallons of fuel.

WARNING

Connect a grounding cable from the fuel serviceunit to the airframe, and connect groundingcables from both the fuel service unit and theairplane to ground during fueling operations.This procedure reduces fire hazard.

8-12 November, 1980


Open each of the fuel drains during preflight to check forfuel contamination and to remove any condensation fromthe system. Large daily temperature variations in coolweather are favorable for the formation of condensation,and the valves should be opened more frequently duringthese periods. For description and operation of the drains,refer to FUEL DRAINS in SYSTEMS DESCRIPTION. Ifwater is suspected to be in the fuel after the fuel system hasbeen filled, allow at least one hour settling time beforeopening the drains to make an inspection.

Inspection and cleaning of the fuel strainers should beconsidered of the utmost importance as a regular part ofpreventative maintenance. The following inspection andcleaning intervals are recommendations only, since thefrequency will depend upon service cönditions and fuelhandling cleanliness. When operating in localities wherethere is an excessive amount of sand or dirt, the strainersshould be inspected at more frequent intervals.

The screen in the fuel strainer at the system low spot on thebottom of the fuselage should be removed and washed infresh cleaning solvent at each 100-hour inspection of theairplane. Ordinarily, the finger strainers in the fuel tankoutlets should not require cleaning unless there is a definiteindication of solid foreign material in the tanks, or theairplane has been stored for an extended period.

After the fuel strainers have been reinstalled, theinstallations should be checked for leakage. Any fuel linesor fittings disconnected for maintenance purposes should becapped.

Frequently inspect the O-rings on the fuel filler caps forcondition. Replace as required to prevent contamination ofthe fuel from precipitation.

November, 1980 8-13


OIL SYSTEM

CAIJTOV

During break-in periods on new engines, oilconsumption tends to be higher, therefore,maximum range flights should be avoided andoil level brought to full after each flight duringthis period.

Check engine oil quantity before each flight. Under normaloperating conditions, the oil should be changed after each50 hours of engine operation. More frequent changes maybe required under adverse operating conditions. Use engineoil as indicated in Consumable Materials in this section. Theengine oil sump capacity is eight quarts. The normaloperating range is six to eight quarts.

BATTERY

14-VOLT SYSTEM

A 12-volt, 25 amp-hour, lead-acid battery, located directlyatt of the cabin area may be reached by removing the rearpanel.

28-VOLT SYSTEM

One 24-volt, 15.5 amp hour, lead-acid battery, or two 12-volt25 amp hour, lead-acid batteries connected in series, arelocated directly aft of the cabin area and may be reached byremoving the rear panel.

Check the battery regularly for fluid level and add distilledwater as required. Clean, tight connections should be

8-14 November, 1980


maintained at all times. Battery vents on Serials MC-449,MC-452 thru MC-532, MC-534 thru MC-536 should bechecked periodically for obstructions and for properprotrusion (3 inches from top of chamfer to skin line). SerialsMC-533, MC-537 and after have a flush vent system.

External power should be used for checking airplaneelectrical systems to prevent excess battery power loss, andfor starting the engine during cold weather when morepower is needed for cranking. Charging batteries in theairplane is discouraged. If the battery is low and needscharging and servicing, it should be removed from theairplane and serviced and charged in the manner prescribedin the shop manual.

WARNING

Always connect charging cables at the batteryterminals first, then to the charging unit, to avoidsparks near the battery fumes since explosioncould occur.

TIRES

The airplane is equipped with tube-type tires. Inflate the17.50 x 6.00-6 main gear tires to 32 psi and the 14.20 x5.00-5 nose gear tire to 35 psi. Maintaining proper tireinflation will minimize tread wear and aid in preventing tirefailure caused from running over sharp stones. Wheninflating tires, visually inspect them for cracks and breaks.

November, 1980 8-15


CAUTION

Beech Aircraft Corporation cannot recommendthe use of recapped tires. Recapped tires havea tendency to swell as a result of the increasedtemperature generated during takeoff.Increased tire size can jeopardize properfunction of the landing gear retract system, withthe possibility of damage to the landing gearretract mechanism, or jammingof the tire in thewheel well.

SHIMMY DAMPER

A hydraulic shimmy damper is mounted on the nose wheelstrut yoke. Whenever this component develops an externalleak or a skip in the damping action, it should be replaced.

BRAKES

The brake hydraulic fluid reservoir is located on the firewallin the engine compartment. Refer to Consumable Materialsin this section for hydraulic fluid specification.

Since the pistons move to compensate for lining wear, thebrakes require no adjustment. Complete information onbrake, wheel, and tire maintenance is contained in theappropriate manual included in the loose tools andaccessories kit.

INDUCTION AIR FILTER

This filter should be inspected for foreign matter at leastonce during each 50-hour operating period. In adverseclimatic conditions, or if the airplane is stored, preflightinspection is recommended.

8-16 November, 1980


To remove and clean the filter:

1. Remove the filter retaining screws.2. Remove the filter.3. Clean and service as described in the manufacturer's

instructions on the filter.4. Reinstall the filter.

VACUUM SYSTEM

The foam-rubber suction-relief valve filter may be removedfor cleaning by slippingthe filter off the bottom of the valve.The filter may be cleaned with soap and water.

In addition, the airplane is equipped with a replaceablepaper filter, mounted under the instrument panel on theupper left side of the firewall or mounted on the leftinstrument panel brace immediately under the glareshield.

PROPELLER BLADES

The daily preflight inspection should include a carefulexamination of the propeller blades for nicks and scratches.Each blade leading edge should receive particular attention.It is very important that all nicks and scratches be smoothedout and polished. Any BEECHCRAFT Aero or AviationCenter or International Distributor or Dealer will answerquestions concerning propeller blade repair.

WARNING

When working on a propeller, always makecertain that the magnetolstart switch is OFF andthat the engine has cooled completely. WHENMOVING A PROPELLER, STAND IN THECLEAR; there is always some danger of acylinder firing when a propeller is moved.

November, 1980 8-17


MINOR MAINTENANCE

RUBBER SEALS

To prevent sticking of the rubber seals around the doors,the seals should be coated with Oakite 6 compound orpowdered soapstone or equivalent.

ALTERNATOR

Since the alternator and electronic voltage regulator aredesigned for use on only one polarity system, the followingprecautionary measures must be observed when workingon the charging circuit, or serious damage to the electricalequipment will result:

1. When installing a battery, make certain that the groundpolarity of the battery and tlie ground polarity of thealternator are the same.

2. When connecting a booster battery, be sure to connectthe negative battery terminals together and the positivebattery terminals together.

3. When using a battery charger, connect the positivelead of the charger to the positive battery terminal andthe negative lead of the charger to the negative batteryterminal.

4. Do not operate an alternator on open circuit. Be sureall circuit connections are secure.

5. Do not short across or ground any of the terminals onthe alternator or electronic voltage regulator.

6. Do not attempt to polarize an alternator.

8-18 November, 1980


MAGNETOS

Ordinarily, the magnetos will require only occasionaladjustment, lubrication, and breaker point replacement. Thiswork should be done by a BEECHCRAFT Aero or AviationCenter or International Distributor or Dealer.

WARNING

To be safe, treat the magnetos as hot whenevera switch lead is disconnected at any point; theydo not have an internal automatic groundingdevice. The magnetos can be grounded byreplacing the switch lead at the noise filtercapacitor with a wire which is grounded to theengine case. Otherwise, all spark plug leadsshould be disconnected or the cable outlet plateon the rear of the magneto should be removed.

CLEANING

EXTERIOR PAINT FINISHES

In the standard configuration the BEECHCRAFT SierraC24R is painted with a lacquer paint finish. Optionalurethane paint finishes are available.

LACOUER PAINT F/N/SHES

Because wax seals the paint from the outside air, a newlacquer paint finish should not be waxed for a period of 90days to allow the paint to cure. Wash uncured paintedsurfaces with only cold or lukewarm (never hot) water and amild non-detergent soap. Any rubbing of the painted surfaceshould be done gently and held to a minimum to avoidcracking the paint film.

November, 1980 8-19

Section VIII BEECHCRAFTHand11ng, Serv & Maint Sierra C24R

CAUT/ON

When washing the airplane with mild soap andwater, use special care to avoid washing awaygrease from any lubricated area. After washingwith solvent, lubricate all lubrication points.Premature wear of lubricated surfaces mayresult if the above precautions are not taken.

Prior to cleaning, cover the wheels, making certain thebrake discs are covered. Attach the pitot cover securely,and plug or mask off all other openings. Be particularlycareful to mask off the static air buttons before washing orwaxing.

After the paint cures, a thorough waxing will protect paintedand unpainted metal surfaces from a variety of highlycorrosive elements. Flush loose dirt away first with clearwater, then wash the airplane with a mild soap and water.Harsh, abrasive, or alkaline soaps or detergents shouldnever be used. Use a soft cleaning cloth or chamois toprevent scratches when cleaning and polishing. Any goodgrade automobile wax may be used to preserve paintedsurfaces. To remove stubborn oil and grease, use a softcloth dampened with naphtha. After cleaning with naphtha,the surface should be polished or waxed.

URETHANE PAINT F/N/SHES

The same procedure should be followed for cleaningurethane paint finishes as for lacquer paint finishes;however, urethane paint finishes are fully cured at the timeof delivery.

8-20 November, 1980

BEECHCRAFT Section VillSierra C24R Handling, Serv & Maint

WINDSHIELD AND WINDOWS

Exercise extreme care to prevent scratches when cleaningthe Plexiglas windshield and windows. Never wipe themwhen dry. Flush the surface with clean water or a mild soapsolution, then rub lightly with a grit-free soft cloth, sponge, orchamois. Use trisodium phosphate completely dissolved inwater to remove oil and grease film. To remove stubborngrease and oil deposits, use hexane, aliphatic naphtha, ormethanol. Rinse with clean water; avoid prolonged rubbing.

CAUT/ON

Do not use gasoline, benzene, acetone, carbontetrachloride, fire extinguisher fluid, deice fluid,or lacquer thinners on the windshield orwindows, as these substances have a tendencyto soften and craze the surface.

INTERIOR

The seats, rugs, upholstery panels, and headliner should bevacuum-cleaned frequently. Do not use water to clean fabricsurfaces. Commercial foam-type cleaners or shampoos canbe used to clean rugs, fabrics, and upholstery; however, theinstructions on the container should be followed carefully.

Some plastic interior trirn may be affected by ultra-violetrays from the sun over a period of time. The results of thisexposure is a yellow stain that accumulates on the plastic.

It has been found that a commercial type scouring powdercleanser, used with a wet cloth, willsuccessfully remove thisstain without damaging the trim.

November, 1980 8-21


It must be noted that this type cleanser contains a highbleach content and should not be allowed to come incontact with any other interior material.

ENGINE

Clean the engine with kerosene, solvent, or any standardengine cleaning fluid. Spray or brush the fluid over theengine, then wash off with water and allow to dry.

LUBRICATION

Proper lubrication is essential in keeping the airplanecomponents in top condition. If this operation is performedthoroughly, general maintenance will be reduced and theservice life of the airplane will be greatly increased.

The grease fittings or parts must be wiped clean to makesure that no dirt is carried into the part when lubricated.Apply lubricant sparingly, but with assurance that thebearing surfaces are adequately covered. Wipe off excesslubricant to prevent the accumulation of dust and foreignmaterial.

NOTE

Lubricate all pivotal points as shown on theLubrication Diagram in the Shop Manual toensure freedom of movement and properfunctioning. More frequent lubrication may berequired because of climate, or frequent usageof the airplane.

8-22 November, 1980


LUBRICATION POINTS D C F E

L

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AI C24R-604-14

DETAIL A

o

NOSE GEAR STEERINGC24R 604-15

November, 1980 8-23

l


DETAIL B

FLAP MECHANISM c24R-604-16

DETAIL Û

RUDDER BELLCRANK C24R-604-17

DETAIL D

RUDDER HINGE c24R-604-18

8-24 November, 1980


OR

ELEVATOR HINGE C24R-604-19

DETAIL F DETAIL G

STABILATOR HINGE AILERON BELLCRANKBRACKET C24R-604-20 C24R404-21

RUDDER MECHANISM C24R-604-22

November, 1980 8-25

f


LANDING GEAR C24R-604-23

DETAIL al

CENTRAL COLUMN LINKAGE C24R-604-24

DETAIL K

TRIM TAB ACTUATOR c24R-604-25

8-26 November, 1980


DETAIL L

AILERON HINGE AND ROD ENDSC24R 604 26

DETAIL M

LANDING GEAR RESERVOIRC24R 604-27

November, 1980 8-27


DETAIL N

BRAKE FLUID RESERVOIR c24R-604 28

SPRAY GREASE GUN HAND OR PACK

OIL CAN BRUSH HYDRAULIC FLUIDNOTE

NUMBERS REFER TO ITEMS IN THE CONSUMABLEMATERIALS CHART.LUBRICATE ALL PLAIN BEARING BUSHINGS ASREQUIRED OR EVERY 500 HOURS WITH SAE NO. 30OIL.APPLY SAE NO. 20 OIL TO PUSH-PULL CONTROLHOUSINGS AS REQUIRED.LUBRICATE FLIGHT CONTROL PULLY BUSHINGSWITH SAE NO. 30 OIL EVERY 1000 HOURS.

SAE 10W/30 OIL IS AN ACCEPTABLE REPLACEMENTFOR SAE 20 OR SAE 30 OIL.

C24R-604-29

8-28 November, 1980

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CONSUMABLE MATERIALS

ITEM MATERIAL SPECIFICATION

*1 Engine Oil SAE No. 30(0° to 70°F)

SAE No. 50 (Above 60°F)

SAE No. 20 (Below 10°F)

2 Solvent PD680

**3 Fuel, Engine 100 (green)or100LL (blue) Grade

***4 Lubricant, Powdered MIL-C-6711Graphite

†5 Grease (High & Low Aero LubriplateTemperature)

6 Corrosion Preven- MIL-C-6529tive, Engine

7 Hydraulic Fluid MIL-H-5606

††8 Grease (General MIL-G-81322Purpose, WideTemperature)

††9 Grease (High & Low MIL-G-23827Temperature)

10 Lubricating Oil MIL-L-7870(Low Temperature)

11 Lubricating Oil SAE No. 20 or 10W/30

****12 Fuel Additive Alcor TCP Concentrate

8-32 November, 1980


†††13 Lubricant, Rubber Oakite 6 CompoundSeal

††††14 Lubricant, Silicone Krylon No. 1329Spray (or equivalent)

15 Lubricant, Corning FS-1292Fluorosilicone

*lt is recommended that a straight mineral based(nondetergent) oil be used until the oil consumption hasstabilized and then change to an ashless dispersant oil forprolonged engine life.Avco Lycoming Specification Number 301E approves foruse lubricating oils which conform to both MIL-L-6082Bstraight mineral type and MIL-L-22851 ashless dispersantlubricants for airplane engines.

**If grade 100 (green)fuel is not available, use 100LL(blue).***Mixwith quick-evaporating liquid naphtha and apply witha brush.

†Product of BRC Bearing Company, Wichita, Kansas.

††ln extremely cold climates, MIL-G-23827 grease should beused in place of MIL-G-81322 grease. Care should beexercised when using either MIL-G-81322 or MIL-G-23827grease, as they contain a rust-preventing additive which isharmful to paint.

†††Product of Oakite Products, Inc., 50 Valley Road, BerkleyHeights, N.J., 07922

††††Product of Krylon Inc., Norristown, Pa.

****Product of Alcor, Inc., 10130 Jones-Maltsberger Rd.,P.O. Box 32516 San Antonio, Texas.

November, 1980 8-33


APPROVED ENGINE OILS FOR LYCOMINGENGINES

VENDOR PRODUCT IDENTIFICATION

Delta Petroleum Co. "Global Concentrate A

Enjay Chemical Co. 'Paranox 160 and 165

Mobil Oil Corp. RT-451, RM-173E, RM-180E

Shell Oil Co. 'Shell Concentrate A Code 60068

'Aeroshell W 120°Aeroshell W 80

Texaco inc. *TX-6309

'Aircraft Engine Oil Premium AO120Aircraft Engine Oil Premium ADSO

American Oil and PQ Aviation Lubricant 753

Supply Co.

Chevron Oil Co. Chevron Aero Oil Grade 120

Exxon Oil Co. Exxon Aviation Oil E-120

Exxon Aviation Oil A-100

Exxon Aviation Oil E-80

Standard Oil Co. Chevron Aero Oil Grade 120

of California

Castrol Oils. Inc. Castrolaero 113, Grade 1065

Castrolaero 117, Grade 1100

Champlin Oil and Grade 1065

Refining Co. **Grade 1100

8-34 November, 1980


Chevron Oil Co. Chevron Aviation Oil 65Grade 1100

Continental Oil Co. * Conoco Aero Oil 1065

Mobil Oil Corp. **Avrex 101/1065**Avrex 101/1100

Phillips Petroleum Co. °°Phillips 66 AviationEngine Oil, Grade 1065

**Phillips 66 AviationEngine Oil, Grade 1100

Shell Oil Co. **Aeroshell Oil 65''Aeroshell Oil 100

'Ashless Dispersant Oils

**Straight Mineral Oils

NOTE

A straight mineral oil conformingto MIL-L-6082may be used until the oil consumption hasstabilized.

Vendors listed as meeting Federal and MilitarySpecifications are provided as reference only and are notspecifically recommended by Beech Aircraft Corporation.Any product conforming to the specification may be used.

November, 1980 8-35


BULB REPLACEMENT GUIDE

LOCATION NUMBER

14-VOLT 28-VOLT

Compass light 330 327

Dome light, cabin 89 303

instrument flood light, 89 303overhead

Landing gear position 330 327light

Landing light, wing 4313 4596

Navigation light, tail 1777 1683cone

Navigation light, wing 1512 1524

Rotating beacon WRM-44KA WRM-1939orWRM-1940

Taxi light 4595 4594

8-36 November, 1980

BEECHCRAFT Section VillSierra C24R Handling, Serv & Maint

OVERHAUL AND REPLACEMENT SCHEDULE

The first overhaul or replacement should be performed notlater than the required period. The conditionof the item atthe end of the first period can be used as a criterion fordetermining subsequent periods applicable to the individualairplane or fleet operation, providing the operator has anapproved monitoring system.

The time periods for inspections noted in this manual arebased on average usage and average environmentalconditions.

SPECIAL CONO/T/ONS CAUTIONARYNOT/CE

Airplanes operated for Air Taxi or other thannormal operation, and airplanes operated inhumid tropics or cold and damp climates, etc.,may need more frequent inspections for wear,corrosion and/or lack of lubrication. In theseareas periodic inspections should be performeduntil the operator can set his own inspectionperiods based on experience.

NOTE

The required periods do not constitute aguarantee the item will reach the period shownas the aforementioned factors cannot becontrolled by the manufacturer.

November, 1980 8-37


COMPONENT OVERHAUL OR REPLACE

LANDING GEAR

Hydraulic pump,motorassembly On Condition(Brushes) Inspect 500 hours,

replace on condition.Brake Assembly On ConditionBrake Lining On ConditionMaster Cylinder On ConditionParking Brake Valve On ConditionAllHose On ConditionRetract Actuators On ConditionShuttle Valve (gearretract system) On ConditionShimmy Damper On ConditionWheels and Tires On Condition

POWER PLANT

NOTE

When an engine has been overhauled, or a newengine installed, it is recommended that lowpower settings NOT be used until oilconsumption has stabilized. The average timefor piston ring seating is approximately 50hours. Refer to Lycoming Engine Operator'sManual.

EnginelO-360-A1B6 1600 hours

Engine Controis On ConditionEngine Vibration

Isolator Mounts Engine ChangeExhaust System On Condition

8-38 November, 1980



Starter Inspect at engine overhaul;overhaul or replace OnCondition

Alternator On ConditionOil Cooler On Condition (replace when

contaminated)Propeller (Hartzell) At engine overhaul or at un-See Hartzell S.L. 61F scheduled engine change

but not to exceed 1500hours or 4 years

Propeller Controls On ConditionPropeller Governor At engine overhaul but not to

exceed 1500 hours or 4years

Magnetos On ConditionEngine Driven Fuel At Engine Overhaul or

Pump On ConditionCabin Heat Muff Inspect every 100 hoursFlap Position Indicator On ConditionFree Air Temperature

Indicator On ConditionAll hose Hoses carrying

flammable liquids; atengine overhaul orevery 5 years. AII otherhoses on condition.

Vacuum System Filter Every 300 HoursVacuum Regulator Valve On ConditionVacuum Pump At Engine Overhaul or On

Condition

November, 1980 8-39



FUEL SYSTEM

Fuel Boost Pump On ConditionAll Hose carrying

flammable liquid At engirie overhaul or every 5years

All Hose not carryingflammable liquid On Condition

Fuel Selector Valve Inspect every 100 hours;overhaul on condition

Fuel Cell Drain Valve On ConditionWing Fuel Quantity

Transmitters On Condition

INSTRUMENTS

Turn Coordinator On ConditionAltimeter Every 24 months per FAA

DirectiveDirectional Gyro On ConditionGyro Pressure On ConditionEngine Indicator Units On ConditionAirspeed Indicator On ConditionRate-of-Climb Indicator On ConditionFuel Quantity Indicator On ConditionManifold Pressure/Fuel

Flow Indicator On ConditionTachometer On Condition

ELECTRICAL SYSTEM

Battery Master Relay On ConditionAll other Relays On ConditionVoltage Regulator On ConditionStarter Relay On Condition

8-40 November, 1980



FLAPS AND FLIGHT CONTROLS

Flight Controls On ConditionStabilator Tab Actuator On ConditionFlap Motor and ActuatorDrive Assembly On Condition

Flap Motor Brushes On Condition

MISCELLANEOUS

Seat Belts andShoulder Harness Inspect every 12 months,

replace on conditionHand Fire Extinguisher Inspect every 12 months, re-

charge as necessaryCabin Heating andVentilating Ducts On Condition, Inspect every

12 months

INSPECTIONS

The FAA requires that an airplane used for hire beinspected at each 100 hours of operation by qualifiedpersonnel. Airplanes which are not used for hire arerequired to have an inspection by qualified personnel on anannual basis.

Good operating practice requires that the airplane bepreflighted prior to takeoff. Items found during preftight andengine run-up should be corrected on the basis of theirimportance to the safe operation of the airplane; however, inany event, early correction of items found is goodpreventative maintenance.

November, 1980 8-41


Although it is not a requirement that FAA qualified personnelchange the oil and inspect the airplane, except at the 100-hourlannual inspection, as noted above, it is recommendedthe airplane be given an inspection at the recommended oilchange period. Any unsatisfactory items should becorrected, either at that time or as soon as practical,depending on the nature of the item.

The inspection at the recommended oil change intervalshould include the following:

Operational inspection

1. Alternator/voltage regulator functioning2. Engine instruments3. Flight instruments4. Idle rpm and mixture5. Engine controls operation6. All lights7. Radio operation8. Magneto check9. Brake operation

10. Tank selector operation11. Heat and vent system operation12. Starter operation13. Electrical switches and circuit breakers14. Power check 2650 to 2700 rpm static

Power Plant

1. Oil screens cleaned2. Induction air filter cleaned3. Check engine controls, wiring harness, and plumbing

for clearance and security.4. Check propeller for rock damage and spinner and

spinner bulkhead for cracks and security, engine andpropeller for oil leaks.

8-42 November, 1980


5. Check engine baffles and cowling for cracks andsecurity.

6. Check exhaust system and air ducts for condition andsecurity.

7. Check for indications of oil leaks, condition andsecurity of engine accessories.

8. Check brake system reservoir.9. Clean and gap spark plugs.

Cabin and Aft Fuselage

1. Flight control operation through full travel and properdirection of travel.

2. Storm window and door operation3. Check interior furnishings and seat belts.4. Check battery water level.5. Check hydraulic pump reservoir

Exterior

1. Check flight controlsurfaces for condition and security.2. Check tires, brake pucks and discs.3. Check static ports, pitot mast and fuel vent lines for

obstructions.4. Check general condition of fuselage and wings.

November, 1980 8-43

$


SECTION IX

SUPPLEMENTS

NOTE

The supplemental data contained in this sectionis for equipment that was delivered on theairplane, and for standard optional equipmentthat was available whether or not it wasinstalled. Supplements for equipment for whichthe vendor obtained a Supplemental TypeCertificate were included as loose equipmentwith the airplane at the time of delivery. Theseand other Supplements for other equipment thatwas installed after the airplane was deliverednew from the factory should be placed in thisSUPPLEMENTS Section of this Pilot'sOperating Handbook and FAA ApprovedAirplane Flight Manual.

November, 1980 9-1

Section IX BEECHCRAFTSupplements Sierra C24R


9-2 November, 1980

BEECHCRAFT Section IXSierra C24R Supplements

PILOT'S OPERATING HANDBOOKand

FAA APPROVED AIRPLANE FLIGHT MANUAL

LOG OF SUPPLEMENTS

FAA Supplements must be in the airplane for flight operationwhen subject equipment is installed:

Nu ber Subject e Date

November, 1980 9-3

l

BEECHCRAFT

SECTION X

SAFETY INFORMATION

TABLE OF CONTENTS

INTRODUCTION ................ ..................

10-4GENERAL.................. .................

10-7Do's ................... .................

10-7Dont's...................... ..................................

10-9GENERAL SOURCES OF INFORMATION ....10-10

Rules and Regulations ...................................10-10

Airworthiness Directives ............................10-11

Airman Information, Advisories and Notices -

FAA Airman's Information Manual...............10-11Airman's Information Manual...................10-11Advisory Information..............................10-13FAA Advisory Circulars..........................10-13FAA General Aviation News ....................10-18

FAA Accident Prevention Program............10-19GENERAL INFORMATION ON SPECIFICTOPICS................. ...................10-20

Flight Planning.................. .................10-20

Passenger Information Cards ..........................10-21

Inspections - Maintenance..............................10-22Flight Operations ................

.................10-22

General................. ..................10-22

Turbulent Weather ................ .

.................10-22

Flight in Icing Conditions ............................10-25

Mountain Flying.................. .................10-33

March, 1981 10-1

Section X BEECHCRAFTSafety information

TABLE OF CONTENTS (Cont'd)

Flight Operations (Cont'd)..............................10-34VFR - Low Ceilings ...............

................10-34

VFR at Night................. .................10-35

Vertigo - Disorientation ..............................10-35

Flight of Multi-Engine Airplanes withOne Engine Inoperative ..............................10-38

Minimum Control Speed Airborne (Vmca)......10-41Intentional One-Engine InoperativeSpeed (Vsse) ............................................10-42

Best Single Engine Rate-of-ClimbSpeed (Vyse)......................... ..................10-42

Best Single Engine Angle-of-ClimbAirspeed (Vxse)................. ................10-43

Single Engine Service Ceiling.......................10-44Basic Single Engine Procedures....................10-44Engine Failure on Take-Off .........................10-45

When to fly, Vx, Vy, Vxse, and Vyse ............10-46

Stalls, Slow Flight and Training ....................10-47

Spins ................ .

.................10-50

Descent................. ... ....

................10-55

Vortices - Wake Turbulence ........................10-56

Takeoff and Landing Conditions...................10-57Medical Facts for Pilots.................................10-58

General.............. .

................10-58

Fatigue................ .................10-58

Hypoxia ................

................10-59

Hyperventilation................. ................10-61

Alcohol ............... .

...............10-62

Drugs................ .

...............10-63

Scuba Diving....................... ....................10-64

Carbon Monoxide and Night Vision...............10-64

10-2 March, 1981

BEECHCRAFT Section XSafety Information

TABLE OF CONTENTS (Cont'd)

ADDITIONAL INFORMATION....................10-64Special Conditions................. .

...................10-66

Maintenance .................

..................10-66

March, 1981 10-3


INTRODUCTION

The best engineering and manufacturingcraftsmanship have gone into the design and buildingof all BEECHCRAFTS. Like any other highperformance airplane, they operate efficiently andsafely only in the hands of a skilled pilot.

You must be thoroughly familiar with the contentsof your operating manuals, placards, and check liststo insure safe utilization of your airplane. When theairplane was manufactured, it was equipped with

one or more of the following: placards, OwnersManual, FAA Flight Manual, Pilots OperatingHandbook and FAA Approved Flight Manual. Forsimplicity and convenience we will refer to allofficial manuals in various models as the"Information Manual". If the airplane has changedownership, the Information Manual may have beenmisplaced or may not be current. If missing or outof date, replacement Information Manuals must beobtained from any BEECHCRAFT Aviation Centeras soon as possible.

For your added protection and safety, we havedeveloped this special publication of safetyinformation to refresh owners' and pilots' knowledgeof a number of safety subjects. These subjects must

10-4 March, 1981


be reviewed periodically and kept with the airplane,along with the Information Manual and otherdocuments required for operation of the airplane.

Topics in this publication are dealt with in moredetail in FAA Documents and other articlespertaining to the subject of safe flying. The safepilot is familiar with this literature.

BEECHCRAFT airplanes are designed and built toprovide owners and pilots with many years of safeand efficient transportation. By maintaining itproperly and flying it prudently, you will realize itsfull potential.

WARNING

Because your aircraft is a highperformance, high speed transportationvehicle, designed for operation in a three-

dimensional environment, special safetyprecautions must be observed to reducethe risk of fatal or serious injuries to thepilot(s) and occupant(s).

It is mandatory that you fully understand thecontents of this manual and the other operating andmaintenance manuals which accompany the aircraft;

March, 1981 10-5

i

Section X BEECHCRAFTSafety Information

that FAA requirements for ratings, certifications andreview be scrupulously complied with; and that youallow only persons who are properly licensed andrated, and thoroughly familiar with the contents ofthe Information Manual, to operate the aircraft.IMPROPER OPERATION OR MAINTENANCEOF AN AIRCRAFT, NO MATTER HOW WELLBUILT INITIALLY, CAN RESULT INCONSIDERABLE DAMAGE OR TOTAL

DESTRUCTION OF THE AIRCRAFT ALONGWITH SERIOUS OR FATAL INJURIES TO ALL

OCCUPANTS.

. . .BEECH AIRCRAFT CORPORATION

10-6 March, 1981

BEECHCRAFT Section XSafety information

GENERAL

As a pilot, you are responsible to yourself and tothose who fly with you, to other pilots and theirpassengers, and to people on the ground, to flywisely and safely.

The following material in this Safety Section coversseveral subjects in limited detail. Here are somecondensed Do's and Don'ts.

DO'S

Be thoroughly familiar with your airplane, know itslimitations and your own.

Be current in your airplane, or fly with a qualifiedinstructor until you are current/proficient.

Pre-plan all aspects of your flight - including weatherand adequate fuel reserves.

Use services available - Weather briefing, in-flightweather and Flight Service Station.

Carefully pre-flight your airplane.

Use the approved check list.

March, 1981 10-7


Have more than enough fuel for takeoff, plus thetrip, and an adequate reserve.

Be sure your weight loading and C.G. are within

limits.

Pilot(s) and passengers must use seat belts andshoulder harnesses at all times.

Be sure all loose articles and baggage are secured.

Check freedom of all controls during pre-flight

inspection and before takeoff.

Maintain the prescribed airspeeds in takeoff, climb,descent and landing.

Avoid big airplane wake turbulence.

Preplan fuel and fuel tank management before theactual flight. Utilize auxiliary tanks only in levelcruise flight. Take off and land on the fullest maintank.

Practice emergency procedures at safe altitudes andairspeeds, preferably with a qualified instructorpilot, until the required action is instinctive.

Keep your airplane in good mechanical condition.

10-8 March, 1981


Stay informed and alert; fly in a sensible manner.

DON'TS

Don't take off with frost, ice or snow on theairplane.

Don't take off with less than minimumrecommended fuel, plus adequate reserves, anddon't run the tank dry before switching.

Don't fly in a reckless, show-off, careless manner.

Don't fly into thunderstorms or severe weather.

Don't fly in possible icing conditions unless theairplane is approved and properly equipped.

Don't fly close to mountainous terrain.

Don't apply controls abruptly or with high forcesthat could exceed design loads of the airplane.

Don't fly into weather conditions that are beyondyour ratings or current proficiency.

Don't attempt any take off or landing without usingthe check list.

March, 1981 10-9


Don't fly when physically or mentally exhausted or

below par.

Don't trust to luck.

GENERAL SOURCES OF INFORMATION

There is a wealth of information available to thepilot created for the sole purpose of making yourflying safer, easier and faster. Take advantage ofthis knowledge and be prepared for an emergency inthe remote event that one should occur.

You, as a pilot, have responsibilities undergovernment regulations. These are designed for yourprotection and the protection of your passengers.Compliance is mandatory.

RULES AND REGULATIONS

F.A.R. Part 91, General Operating and Flight Rules,is a document of law governing operation of aircraftand the owner's and pilot's responsibilities. Thisdocument covers such subjects as:

Responsibilities and authority of the pilot-in-

command

10-10 March, 1981


Certificates requiredLiquor and drugsFlight plansPre-flight actionFuel requirementsFlight rulesMaintenance, preventative maintenance,alterations, inspection, and maintenance records

These are only some of the topics covered. It is theowner's and pilot's responsibility to be thoroughlyfamiliar with all items in F.A.R. Part 91 and tofollow them.

A/RWORTHINESSD/RECT/VES

F.A.R. Part 39 specifies that no person may operatea product to which an airworthiness directive issuedby the FAA applies, except in accordance with therequirements of that airworthiness directive.

A/RMAN /NFORMATION, ADVISOR/ES, ANDNOTICES - FAA A/RMAN'S /NFORMATIONMANUAL

AIRMAN'S INFORMATION MANUAL

The Airman's Information Manual (AIM) is designed

March, 1981 10-11

i


to provide airmen with basic flight information andATC procedures for use in the national airspacesystem of the United States. It also contains itemsof interest to pilots concerning health and medicalfacts, factors affecting flight safety, apilot/controller glossary of terms used in the AirTraffic Control System, information on safety, andaccident and hazard reporting. It is revised at six-

month intervals and can be purchased locally orfrom the Superintendent of Documents, U. S.Government Printing Office, Washington, D. C.20402.

This document contains a wealth of pilotinformation. Among the subjects are:

Controlled Air SpaceServices Available to PilotsRadio Phraseology and TechniqueAirport OperationsClearances and SeparationsPre-flightDepartures - IFREnroute - IFRArrival - IFREmergency ProceduresWeather and IcingMountain FlyingWake Turbulence - Vortices

10-12 March, 1981


Medical Facts for PilotsBird HazardsGood Operating PracticesAirport Location Directory

All pilots must be thoroughly familiar with and use

the information in the AIM.

ADVISORY INFORMATION

NOTAMS (Notices to Airmen) are documents thathave information of a time-critical nature that wouldaffect a pilot's decision to make a flight; forexample, an airport closed, terminal radar out ofservice, enroute navigational aids out of service, etc.

Airmen can subscribe to services to obtain FAANOTAMS and Airman Advisories, and these arealso available at FAA Flight Service Stations.

FAA ADVISORY CIRCULARS

The FAA issues advisory circulars to inform theaviation public in a systematic way of non-regulatorymaterial of interest. Advisory Circulars contain awealth of information with which the prudent pilotshould be familiar. A complete list of current FAAadvisory circulars is published in Advisory Circular

March, 1981 10-13


AC00-2, which lists advisory circulars that are forsale, as well as those distributed free of charge bythe FAA, and provides ordering information. Manyadvisory circulars which are for sale can bepurchased locally in aviation bookstores or atFBO's. Some of the advisory circulars of interest to

pilots are:

* 00-6A Aviation Weather00-24 Thunderstorms00-30 Rules of Thumb for Avoiding or

Minimizing Encounters with ClearAir Turbulence

* 00-45A Aviation Weather Services00-46A Aviation Safety Reporting Program00-50 Low Level Wind Shear20-5D Plane Sense20-93 Flutter Due to Ice or Foreign

Substance on or in Aircraft Control

Surfaces20-105 Engine Power-Loss Accident

Prevention39-7 Airworthiness Directives for General

Aviation Aircraft43-12 Preventive Maintenance60-4 Pilot's Spatial Disorientation

10-14 March, 1981


60-6A Airplane Flight Manuals (AFM),Approved Manual Materials,Markings and Placards - Airplanes

60-9 Induction Icing - Pilot Precautionsand Procedures

60-12 Availability of Industry-DevelopedGuidelines for the Conduct of theBiennial Flight Review

60-13 The Accident Prevention CounselorProgram

* 61-8D Instrument Rating Written TestGuide

61-9B Pilot Transition Courses forComplex Single-Engine and Light,Twin Engine Airplanes

* 61-10A Private and Commercial PilotsRefresher Courses

61-12J Student Pilot Guide61-19 Safety Hazard Associated with

Simulated Instrument Flights* 61-21 Flight Training Handbook* 61-23A Pilot's Handbook of Aeronautical

Knowledge* 61-27B Instrument Flying Handbook* 61-32B Private Pilot - Airplane - Written

Test Guide* 61-348 Federal Aviation Regulations

Written Test Guide for Private,Commercial and Military Pilots

March, 1981 10-15


61-47 Use of Approach Slope Indicatorsfor Pilot Training

* 61-54A Private Pilot Airplane - Flight TestGuide

* 61-55A Commercial Pilot Airplane . .

Flight Test Guide* 61-56A Flight Test Guide - Instrument Pilot

Airplane* 61-58 Flight Instructor Practical Test

Guide61-65 Part 61 (Revised) Certification Pilot

and Flight Instructors61-67 Hazards Associated with Spins in

Airplanes Prohibited fromIntentional Spinning

* 61-70 Flight Instructor Instrument -

Airplane - Written Test Guide* 61-71A Commercial Pilot Airplane Written

Test Guide* 61-72A Flight instructor - Airplane Written

Test Guide61-84 Role of Preflight Preparation

* 67-2 Medical Handbook for Pilots90-23D Wake Turbulence90-34 Accidents resulting from

Wheelbarrowing in Tricycle GearEquipped Aircraft

10-16 March, 1981


90-42A Traffic Advisory Practices at Non-

tower airports90-43D Operations Reservation for High-

Density Traffic Airports90-48 Pilots' role in Collision Avoidance90-64 Automated Radar Terminal System

(ARTS) III90-66 Recommended Standard Traffic

Patterns for Airplane Operations atUncontrolled Airports

91-6A Water, Slush and Snow on runway91-8A Use of Oxygen by General Aviation

Pilots/Passengers91-11B Annual Inspection Reminder91-13C Cold Weather Operation of Aircraft91-17 The use of View Limiting Devices

on Aircraft* 91-23A Pilot's Weight and Balance

Handbook91-24 Aircraft Hydroplaning or

Aquaplaning on Wet Runways91-25A Loss of Visual Cues During Low

Visibility Landings91-28 Unexpected Opening of Cabin Doors

March, 1981 10-17

i


91-33 Use of Alternate Grades of AviationGasoline for Grade 80/87

91-35 Noise, Hearing Damage, and Fatiguein General Aviation Pilots

91-43 Unreliable Airspeed Indications91-46 Gyroscopic Instruments - Good

Operating Practices91-51 Airplanes Deice and Anti-Ice

Systems103-4 Hazard Associated with Sublimation

of Solid Carbon Dioxide (Dry Ice)Aboard Aircraft

150/5200-3A Bird Hazards to Aircraft210-lA National Notice to Airmen System210-5 Military Flying Activities

* Advisory Circulars that are for sale.

FAA GENERAL AVIATION NEWS

FAA General Aviation News is published by theFAA in the interest of flight safety. The magazine isdesigned to promote safety in the air by calling theattention of general aviation airmen to currenttechnical, regulatory and procedural mattersaffecting the safe operation of aircraft. FAA GeneralAviation News is sold on subscription by the

10-18 March, 1981


Superintendent of Documents, Government PrintingOffice, Washington, D. C. 20402.

FAA ACCIDENT PREVENTION PROGRAM

The FAA assigns accident prevention specialists toeach Flight Standards and General Aviation DistrictOffice to organize accident prevention programactivities. In addition, there are over 3,000 volunteerairmen serving as accident prevention counselors,sharing their technical expertise and professionalknowledge with the general aviation community. TheFAA conducts seminars and workshops, anddistributes invaluable safety information under thisprogram.

Usually the airport manager, the FAA Flight ServiceStations (FSS), or Fixed Base Operator (F.B.O.),will have a list of accident prevention counselorsand their phone numbers available. All FlightStandards and General Aviation District Officeshave a list of the counselors serving the district.

Before flying over unfamiliar territory, such asmountainous terçain or desert areas, it is advisablefor transient pilots to consult with local counselors.They will be familiar with the more desirable routes,the wind and weather conditions, and the serviceand emergency landing areas that are available along

March, 1981 10-19


the way. They can also offer advice on the type ofemergency equipment you should be carrying.

GENERAL INFORMATION ON SPECIFICTOPICS

FLIGHT PLANNING

F.A.R. Part 91 requires that each pilot in command,before beginning a flight, familiarize himself with allavailable information concerning that flight.

Obtain a current and complete pre-flight briefing.This should consist of local, enroute and destinationweather and enroute navaid information. Enrouteterrain and obstructions, alternate airports, airportrunways active, length of runways, and take-off andlanding distances for the airplane for conditionsexpected should be known.

The prudent pilot will review his planned enroutetrack and stations and make a list for quickreference. It is strongly recommended a flight planbe filed with Flight Service Stations, even thoughthe flight may be VFR. Also, advise Flight ServiceStations of changes or delays of one hour or moreand remember to close the flight plan at destination.

10-20 March, 1981


The pilot must be completely familiar with theperformance of the airplane and performance data inthe Information Manual. The resultant effect oftemperature and pressure altitude must be taken intoaccount in determining performance if not accountedfor on the charts. An applicable FAA ApprovedFlight Manual, if one is provided, must be aboardthe airplane at all times including the weight andbalance forms and equipment list.

PASSENGER INFORMATION CARDS

Beech has available, for most current productionairplanes, passenger information cards which containimportant information on the proper use of restraintsystems, oxygen masks, emergency exits andemergency bracing procedures. Passengerinformation cards may be obtained at anyBeechcraft Aviation or Aero Center. A pilot shouldnot only be familiar with the information containedin the cards himself, but should, prior to flight,always inform passengers of the informationcontained in the information cards. If a passengerinformation card is not available for your model ofairplane, the pilot should orally brief the passengerson the proper use of restraint systems, doors andemergency exits, and other emergency procedures,as required by Part 91 of the FAR's.

March, 1981 10-21

1


INSPECTIONS - MAINTENANCE

In addition to maintenance inspections and pre-flight

information required by F.A.R. Part 91, a completepre-flight inspection is imperative. It is theresponsibility of the owner and the operator toassure that the airplane is maintained in an airworthycondition and that proper maintenance records arekept.

Each airplane has a checklist for the pre-flight

inspection which must be followed. USE THECHECKLIST!

FLIGHT OPERATIONS

GENERAL

The pilot must be thoroughly familiar with allinformation published by the manufacturerconcerning the airplane, and in required by law tooperate the airplane in accordance with the FA AApproved Airplane Flight Manual and/or placards

installed.

TURBULENT WEATHER

A complete and current weather briefing is a

requirement for a safe trip.

10-22 March, 1981


Updating of weather information enroute is alsoessential. The wise pilot knows that weather

conditions can change quickly, and treats weather

forecasting as professional advice, rather than anabsolute fact. He obtains all the advice he can, butstays alert to any sign or report of changingconditions.

Plan the flight to avoid areas of severe turbulenceand thunderstorms. It is not always possible todetect individual storm areas or find the in-betweenclear areas.

Thunderstorms, squall lines and violent turbulenceshould be regarded as extremely dangerous and mustbe avoided. Hail and tornadic wind velocities can beencountered in thunderstorms that can destroy anyairplane, just as tornadoes destroy nearly everythingin their path on the ground.

Turboprop Engines - Thunderstorms also pose thepossibility of a lightning strike on an aircraft. Anystructure or equipment which shows evidence of a

lightning strike, or of being subjected to a highcurrent flow due to a strike, or is a suspected part ofa lightning strike path through the aircraft, should bethoroughly inspected and any damage repaired priorto additional flight. The Pratt & Whitney or

March, 1981 10-23


AiResearch Engine Maintenance Manual andHartzell Service Letter No. 104 include inspectionand maintenance requirements for engines andpropellers involved in lightning strike incidents.

A roll cloud ahead of a squall line or thunderstorm isvisible evidence of violent turbulence; however, theabsence of a roll cloud should not be interpreted asdenoting that severe turbulence is not present.

Even though flight in severe turbulence must beavoided, flight in turbulent air may be encounteredunexpectedly under certain conditions.

The following recommendations should be observedfor airplane operation in turbulent air:

Flying through turbulent air presents two basicproblems, the answer to both of which is properairspeed. On one hand, if you maintain an excessiveairspeed, you run the risk of structural damage orfailure: on the other hand, if your airspeed is toolow, you may stall.

If turbulence is encountered, reduce speed to theturbulent air penetration speed, if given, or to themaneuvering speed, which is listed in theLimitations Section of the Information Manual.These speeds give the best assurance of avoiding

10-24 March, 1981


excessive stress loads, and at the same timeproviding the proper margin against inadvertentstalls due to gusts.

Beware of overcontrolling in attempting to correctfor changes in attitude; applying control pressure

abruptly will build up G-forces rapidly and couldcause structural damage or even failure. You shouldwatch particularly your angle of bank, making turnsas wide and shallow as possible. Be equally cautiousin applying forward or back pressure to keep thenose level. Maintain straight and level attitude ineither up or down drafts. Use trim sparingly to avoidbeing grossly out of trim as the vertical air columnschange velocity and direction. If necessary to avoidexcessive airspeeds, lower the landing gear.

FL/GHT /N /C/NG COND/TIONS

Every pilot of Beech airplanes (for that matter thepilot of any airplane) should be intimatelyacquainted with the FAA Approved NationalWeather Service definitions for ice intensity andaccumulation which we have reprinted below:

INTENSITY ICE ACCUMULATION

Trace Ice becomes perceptible. Rate ofaccumulation slightly greater than rate

March, 1981 10-25


INTENSITY ICE ACCUMULATION (Cont'd)

Trace of sublimation. It is not hazardous even(Cont'd) though deicing/anti-icing equipment is

not utilized, unless encountered for anextended period of time (over 1 hour).

Light The rate of accumulation may create a

problem if flight is prolonged in thisenvironment (over 1 hour). Occasionaluse of deicinglanti-icing equipmentremoves/prevents accumulation. It doesnot present a problem if thedeicing/anti-icing equipment is used.

Moderate The rate of accumulation is such thateven short eticounters becomepotentially hazardous and use ofdeicing/anti-icing equipment ordiversion is necessary.

Severe The rate of accumulation is such thatdeicinglanti-icing equipment fails toreduce or control the hazard.Immediate diversion is necessary.

It is no longer unusual to find deicing and anti-icingequipment on a wide range of airplane sizes and

10-26 March, 1981

BEECHCRAFT SectionXSafety Information

types. Since the capability of this equipment varies,

it becomes the pilot's primary responsibility to

understand limitations which restrict the use of hisairplane in icing conditions and the conditions which

may exceed the systems capacity.

Pilots and airplane owners must carefully review theInformation Manual in order to ascertain therequired operable equipment needed for flight inicing conditions. In addition, they must ascertain

from the same sources the limits of approval orcertification of their airplane for flight in icingconditions, and plan the flight accordingly, if icingconditions are known or forecast along the route.

Every owner and pilot of an airplane shouldunderstand that it is not uncommon to find aircraftequipped with less than the full complement ofavailable systems and equipment. For example,props and pitot tube may be protected, but theaircraft might not have wing boots or tail boots. Thereverse might be true. Windshield, pitot and airfoilsurfaces might be protected, but the props might notbe. Before undertaking any flight into areas where

icing conditions might be suspected, inspect theaircraft and review the Information Manual to becertain that you are supported by the fullcomplement of required IFR and deicinglanti-icingeqwpment.

March, 1981 10-27


Remember that regardless of its combination ofdeicinglanti-icing equipment, any aircraft not fullyequipped and functional for IFR flight is notproperly equipped for flight in icing conditions.

An airplane which is not approved or certificated forflight in icing conditions, not fully equipped, orwhich does not have all critical areas protected inthe required manner by fully operational equipmentmust not be exposed to icing encounters of anyintensity. When icing is detected, the pilot of suchan aircraft must make an immediate diversion byflying out of the area of visible moisture or going toan altitude where icing is not encountered.

Some models of Beech airplanes were approved forflight in certain limited icing conditions under theFAA's Bureau of Flight Standards Release No. 434.Under this release, properly equipped airplanes areapproved for flight in light to moderate icingconditions only. These aircraft are not approved forextended flight in moderate icing conditions orflights in any severe icing conditions. Flight in theseconditions must be avoided.

Even airplanes fully equipped and certified for flightin the icing conditions described in Appendix C toFAR Part 25 must avoid flights into those conditionsdefined by the National Weather Service as

10-28 March, 1981


"Severe". The National Weather Service definitionof "severe icing" describes that condition as: "therate of accumulation is such that deicinglanti-icingequipment fails to reduce or control the hazard." Noairplane equipped with any combination ofdeicing/anti-icing equipment can be expected to copewith such conditiohs. As competent pilots know,there appear to be no predictable limits for theseverest weather conditions. For essentially thesame reasons that airplanes, however designed orequipped for IFR flight, cannot be flown safely intoconditions such as thunderstorms, tornados,hurricanes or other phenomena likely to producesevere turbulence, airplanes equipped for flight inicing conditions cannot be expected to cope with

"severe" icing conditions as defined by the NationalWeather Service. The prudent pilot must remainalert to the possiblity that icing conditions maybecome "severe", and that his equipment will notcope with them. At the first indication that suchcondition may have been encountered or may lieahead, he should immediately react by selecting themost expeditious and safe course for diversion.

Every pilot of a properly and fully-equipped Beechairplane who ventures into icing conditions mustmaintain the minimum speed (KIAS) for operation inicing conditions, which is set forth in the NormalProcedures Section of his Information Manual. If a

March, 1981 10-29


minimum speed for flight in icing conditions is notspecified in the manual, the following indicatedairspeeds must be maintained:

All Baron and Travel Air Models - 130 KIAS

All other Beechcraft twin-engine models - 140 KIAS

The pilot must remain aware of the fact that if heallows his airspeed to deteriorate below thisminimum speed, he will increase the angle of attack

of his airplane to the point where ice may build upon the under side of the wings aft of the areaprotected by the boots.

The fact or extent of ice build-up in unprotected

areas will not be directly observable from thecockpit. Due to distortion of the wing airfoil,increased drag and reduced lift, stalling speeds will

increase as ice accumulates on the airplane. For thesame reasons, stall warning devices are not accurate

and cannot be relied upon in icing conditions.

Even though the pilot maintains the prescribedminimum speed for operating in icing conditions, iceis still likely to build up on other unprotected areas

(the fuselage and the unprotected wing leading edgeinboard of the engine nacelle). Under some

atmospheric conditions, it may even build up aft of

10-30 March, 1981


the boots despite the maintenance of the prescribedminimum speed. The effect of ice accumulation on

any unprotected surface is aggravated by the lengthof exposure to the icing conditions. Ice buildup onunprotected surfaces will increase drag, add weight,reduce lift, and generally, adversely affect theaerodynamic characteristics and performance of theairplane. It can progress to the point where theairplane is no longer capable of flying. Therefore,the pilot operating even a fully-equipped airplane insustained icing conditions must remain sensitive toany indication, such as observed ice accumulation,loss of airspeed, the need for increased power,reduced rate of climb, or sluggish response, that iceis accumulating on unprotected surfaces and thatcontinued flight in these conditions is éxtremelyhazardous, regardless of the performance of thedeieinglanti-icing equipment.

Rapid cycling of the deice boots or cycling before atleast one-quarter inch (1/4") of ice has accumulated(measured in the chordwise direction or forwardfrom the leading edge), may cause the ice to growoutside the contour of the inflated boots and preventice removat

March, 1981 10-31


For any owner or pilot whose use pattern for anaircraft exposes it to icing encounters, the followingreferences are required reading for safe flying:

The aircraft's Information Manual, expecially thesections on Normal Procedures, EmergencyProcedures, Systems, and Safety Information.

FAA Advisory Circular 91-51 - Airplane Deiceand Anti-ice Systems.

Weather Flying, by Robert N. Buck.

Finally, the most important ingredients to safe flightin icing conditions - regardless of the aircraft or thecombination of deicing/anti-icing equipment - are acomplete and current weather briefing, sound pilotjudgment, close attention to the rate and type of iceaccumulations, and the knowledge that "severeicing" as defined by the National Weather Service isbeyond the capability of modern aircraft andimmediate diversion must be made. It is theinexperienced or uneducated pilot who presses on'regardless", hoping that steadily worsening

conditions will improve, only to find himself flyingan airplane which has become so loaded with ice

10-32 March, 1981


that he can no longer maintain altitude. At this pointhe has lost most, if not all, of his safety options,including perhaps a 180 degree turn to retreat alongthe course already traveled. The responsible andwell-informed pilot recognizes the limitations ofweather conditions, his airplane and its systems andreacts promptly, he lives to fly again.

MOUNTA/N FLY/NG

Pilots flying in mountainous areas should informthemselves of all aspects of mountain flying,including the effects of topographic features on

weather conditions. Many good articles have beenpublished, and a synopsis of mountain flyingoperations is included in the FAA Airman'sInformation Manual, Part 1.

Avoid flight at low altitudes over mountainousterrain, particularly near the lee slopes. If the windvelocity near the level of the ridge is in excess of 25knots and approximately perpendicular to the ridge,mountain wave conditions are likely over and nearthe lee slopes. If the wind velocity at the level of theridge exceeds 50 knots, a strong mountain wave isprobable with extreme up and down drafts andsevere turbulence. The worst turbulence will beencountered in and below the rotor zone, which is

March, 1981 10-33


usually 8 to 10 miles downwind from the ridge. Thiszone is sometimes characterized by the presence of"roll clouds" if sufficient moisture is present;altocumulus standing lenticular clouds are alsovisible signs that a mountain wave exists, but theirpresence is likewise dependent on moisture.Mountain wave turbulence can, of course, occur indry air and the absence of such clouds should not betaken as any assurance that mountain wave

turbulence will not be encountered. A mountainwave downdraft may exceed the climb capability ofyour airplane. Avoid mountain wave downdrafts.

VFR - LOW CE/L/NGS

If you are not instrument rated, do not attempt"VFR on Top" or "Special VFR" flight orclearances. Being caught above a solid cloud layerwhen an emergency descent is required (or atdestination) is an extremely hazardous position forthe VFR pilot. Accepting a clearance out of certainairport control zones with no minimum ceiling andone-mile visibility as permitted with "Special VFR"is a foolish practice for the VFR pilot.

Avoid areas of low ceilings and restricted visibility

unless you are instrument rated and proficient andhave an instrument equipped airplane. Then proceedwith caution and with planned alternates.

10-34 March, 1981


VFR A T N/GHT

When flying VFR at night, in addition to the altitudeappropriate for the direction of flight, pilots shouldmaintain a safe minimum altitude as dictated byterrain, obstacles such as TV towers, orcommunities in the area flown. This is especiallytrue in mountainous terrain, where there is usuallyvery little ground reference. Minimum clearance is2,000 feet above the highest obstacle enroute. Donot depend on your ability to see obstacles in timeto miss them. Flight on dark nights over sparselypopulated country can be the same as IFR, and mustbe avoided by inexperienced or non-IFR rated pilots.

VERTIGO- D/SOR/ENTAT/ON

Disorientation can occur in a variety of ways.During flight, inner ear balancing mechanisms aresubjected to varied forces not normally experiencedon the ground. This, combined with loss of outsidevisual reference, can cause vertigo. Falseinterpretations (illusions) result, and may confusethe pilot's conceþtion of the altitude and position ofhis airplane.

Under VFR conditions, the visual sense, using thehorizon as a reference, can override the illusions.Under low visibility conditions (night, fog, clouds,

March, 1981 10-35


haze, etc.) the illusions predominate. Only throughawareness of these illusions, and proficiency ininstrument flight procedures, can an airplane beoperated safety in a low visibility environment.

Flying in fog, dense haze or dust, cloud banks, orvery low visibility, with strobe lights or rotatingbeacons turned on can contribute to vertigo. Theyshould be turned off in these conditions, particularlyat night.

All pilots should check the weather and use goodjudgment in planning flights. The VFR pilot shoulduse extra caution in avoiding low visibility

conditions.

Motion sickness often precedes or accompaniesdisorientation and may further jeopardize the flight.

Disorientation in low visibility conditions is notlimited to VFR pilots. Although IFR pilots aretrained to look at their instruments to gain anartificial visual reference as a replacement for theloss of a visual horizon, they do not always do so.This can happen when the pilot's physical conditionwill not permit him to concentrate on hisinstruments; when the pilot is not proficient in flyinginstrument conditions in the airplane he is flying; or,when the pilot's work load of flying by reference to

10-36 March, 1981


his instruments is augmented by such factors asturbulence. Even an instrument rated pilotencountering instrument conditions, intentional orunintentional, should ask himself whether or not heis sufficiently alert and proficient in the airplane heis flying, to fly under low visibility conditions andthe turbulence anticipated or encountered. If anydoubt exists, the flight should not be made or itshould be discontinued as soon as possible.

The result of vertigo is loss of control of theairplane. If the loss of control is sustained it willresult in an excessive speed accident. Excessivespeed accidents occur in one of two manners, eitheras an inflight airframe separation or as a high speedground impact; and they are fatal accidents in eithercase. All airplanes are subject to this form ofaccident.

For years, Beech Information Manuals havecontained instructions that the landing gear shouldbe extended in any circumstance in which the pilotencounters IFR conditions which approach the limitsof his capability or his ratings. Lowering the gear inIFR conditions or flight into heavy or severeturbulence, tends to stabilize the aircraft, assists inmaintaining proper airspeed, and will substantiallyreduce the possibility of reaching excessive

March, 1981 10-37


airspeeds with catastrophic consequences, evenwhere loss of control is experienced.

Excessive speed accidents occur at airspeeds greatlyin excess of two operating limitations which arespecified in the manuals: Maximum maneuveringspeed and the "red line" or "never exceed" speed.

Such speed limits are set to protect the structure ofan airplane. For example, control surfaces aredesigned to be used to their fullest extent only belowa certain speed - maximum maneuvering speed. As aresult, the control surfaces should never be suddenlyor fully deflected above maximum maneuveringspeed. Turbulence penetration should not beperformed above that speed. The accidents we arediscussing here occur at airspeeds greatly in excessof these limitations. No airplane should ever beflown beyond its FAA approved operating

limitations.

FLIGHT OF MULT/-ENGINE A/RPLANES WITH ONEENG/NE INOPERAT/VE

The major difference between flying a twin-engine

and single-engine airplane is knowing how to managethe flight if one engine loses power for any reason.Safe flight with one engine out requires an

10-38 March, 1981


understanding of the basic aerodynamics involved -

as well as proficiency in engine out procedures.

Loss of power from one engine affects both climbperformance and controllability of any light twin.Climb performance depends on an excess of powerover that required for level flight. Loss of powerfrom one engine obviously represents a 50% loss ofhorsepower but, in virtually all light twins, climbperformance is reduced by at least 80%. A study ofthe charts in your Information Manual will confirmthis fact.

Single engine climb performance depends on fourfactors:

Airspeed too little, or too much, will

decrease climb performance.Drag gear, flaps, cowl flaps, prop, and

speed.Power amount available in excess of that

needed for level flight.Weight passengers, baggage, and fuel

load greatly affect climbperformance.

Loss of power on one engine creates yaw due to

March, 1981 10-39


asymmetrical thrust. Yaw forces must be balancedwith the rudder. Loss of power on one engine alsoreduces prop wash over the wing. In addition, yawaffects the lift distribution over the wing causing aroll toward the "dead" engine. These roll forcesmay be balanced by banking slightly (up to 5°) intothe operating engine.

Airspeed is the key to safe single engine operations.For most light twins there is an:

Symbol

- airspeed below which directionalcontrol cannot be maintained Vmca

- airspeed below which anintentional engine cut shouldnever be made Vsse

- airspeed that will givethe best single enginerate-of-climb (or the slowestloss of altitude) Vyse

- airspeed that will give thesteepest angle-of-climbwith one engine-out Vxse

10-40 March, 1981


M/N/MUM CONTROL SPEED A/RBORNE (Vrnca)

Vmca is designated by the red radial on the airspeedindicator and indicates the minimum control speed,airborne at sea level. Vmca is determined by FAAregulations as the minimum airspeed at which it ispossible to recover difectional control of the airplanewithin 20 degrees heading change, and thereaftermaintain straight flight, with not more than 5 degreesof bank if one engine fails suddenly with:

- Take-off power on both engines,

- Rearmost allowable center of gravity,

- Flaps in takeoff position,

- Landing gear retracted,

- Propeller windmilling in takeoff pitchconfiguration (or feathered if automaticallyfeatherable).

However, sudden engine failures rarely occur with

all of the factors listed above, and therefore, theactual Vmca under any particular situation may be alittle slower than the red radial on the airspeed

March, 1981 10-41


indicator. Most airplanes will not maintain levelflight at speeds at or near Vmca. Consequently, it isnot advisable to fly at speeds approaching Vmca,except in training situations or during flight tests.Adhering to the practice of never flying at or belowthe published Vmc speed for your aircraft willvirtually eliminate loss of directional control as aproblem in the event of engine failure.

INTENT/ONAL ONE-ENG/NE INOPERAT/VE SPEED(Vsse)

Vsse is specified by the airplane manufacturer and isthe minimum speed at which to perform intentionalengine cuts. Use of Vsse is intended to reduce theaccident potential from loss of control after enginecuts at or near minimum control speed. Vmcademonstrations are necessary m trammg, but shouldonly be made at a safe altitude above the terrain andwith the power reduction on one engine made at orabove Vsse.

BEST S/NGLE ENG/NE RATE-OF-CL/MB SPEED(Vyse)

Vyse is designated by the blue radial on the airspeedindicator. Vyse delivers the greatest gain in altitude

10-42 March, 1981


in the shortest possible time, and is based on thefollowing criteria:

- critical engine inoperative, and its propeller inthe minimum drag position.

- operating engine set at not more than maximumcontinuous power.

- landing gear retracted.- wing flaps in the most favorable (i.e., best

lift/drag ratio position).- cowl flaps as required for engine cooling.- aircraft flown at recommended bank angle.

Drag caused by a windmilling propeller, extendinglanding gear, or flaps in the landing position, will

severely degrade or destroy single engine climbperformance. Since engine climb performance varies

widely with type of airplane, weight, temperature,altitude, and airplane configuration, the climbgradient (altitude gain or loss per miler may bemarginal - or even negative - under some conditions.Study the Information Manual for your specificairplane and know what performance to expect with

one-engine out.

BEST S/NGLE ENGINE ANGLE-OF-CL/MB

A/RSPEED (Vxse)

Vxse is used only to clear obstructions during initial

March, 1981 10-43

l


climb-out as it gives the greatest altitude gain perunit of horizontal distance. It provides less enginecooling and requires more rudder control than Vyse.

SINGLE ENGINE SERVIC/NGCE/LING

The single engine service ceiling is the maximumaltitude at which an airplane will climb, at a rate ofat least 50 feet per minute in smooth air, with oneengine feathered.

The single engine service ceiling chart should beused during flight planning to determine whether theairplane, as loaded, can maintain the MinimumEnroute Altitude (MEA) if IFR, or terrain clearanceif VFR, following an engine failure.

BAS/C SINGLE ENGINE PROCEDURES

Know and follow, to the letter, the single-engine

emergency procedures specified in your InformationManual for your specific make and model airplane.However, the basic fundamentals of all theprocedures are as follows:

- Maintain aircraft control and airspeed at all

times. This is cardinal rule No. 1.- Usually, apply maximum power to the operating

engine. However, if the engine failure occurs at

10-44 March, 1981


a speed below Vmca, or during cruise or in a

steep turn, you may elect to use only enoughpower to maintain a safe speed and altitude. Ifthe failure occurs on final approach, use power

only as necessary to complete the landing.- Reduce drag to an absolute minimum.- Secure the failed engine and related sub-

systems.

The first three steps should be done promptly andfrom memory. The check list should then beconsulted to be sure that the inoperative engine issecured properly and that the appropriate switchesare placed in the correct position. The airplane mustbe banked about 5° into the live engine, with the"slip/skid" ball out of center toward the live engine,to achieve rated performance.

Another note of caution: Be sure to identify the deadengine, positively, before feathering it. Remember:First, identify the suspected engine (i.e., "Dead footmeans dead engine"), second, verify with cautiousthrottle movement, then feather.

ENGINE FAILURE ON TAKE-OFF

If an engine fails before attaining lift-off speed, orbelow Vmca, the only proper action is to discontinue

March, 1981 10-45


the take-off. If the engine fails after lift-off with thelanding gear still down, the take-off should still bediscontinued if touch-down and roll-out on theremaining runway is still possible.

If you do find yourself in a position of not beingable to climb, it is much better to pull the power onthe good engine and land straight ahead than try toforce a climb and lose control.

Your Information Manual contains charts that areused in calculating the runway length required tostop if the engine fails before reaching lift-off speedand also has charts showing single engineperformance after lift-off.

Study your charts carefully. No airplane is capableof climbing out on one engine under all weight,pressure altitude, and temperature conditions.Know, before you take the actual runway, whether

you can maintain control and climb-out if you losean engine while the gear is still down. It may benecessary to off-load some weight, or wait for morefavorable temperature or wind conditions.

WHEN TO FLY Vx, Vy, Vxse and Vyse

During normal two-engine operations, always fly Vy(Vx if necessary for obstacle clearance) on initial

10-46 March, 1981


climb-out. Then, accelerate to your cruise climbairspeed, which may be Vy plus 10 to 15 knots afteryou have obtained a safe altitude. Use of cruiseclimb airspeed will give you better engine cooling,increased inflight visibility and better fuel economy.However, at the first indication of an engine failureduring climb-out, or while on approach, establishVyse or Vxse, whichever is appropriate. (Consultyour Information Manual for specifics).

STALLS,SLOVVFLIGHT AND TRA/NING

The stall warning system must be kept operational atall times and must not be deactivated by interruptionof circuits, circuit breakers, or fuses. Compliancewith this requirement is especially important in allhigh performance single and multi-engine airplanesduring engine-out practice, or stall demonstrations,because the stall speed is critical in all low speedoperations of high-performance airplanes.

Training should be accomplished under thesupervision of a qualified instructor-pilot; with

careful reference to the applicable sections of theFAA Flight Test Guide and FAA Pilot TransitionCourses for Complex Single Engine and Light TwinEngine Airplanes (AC61-9B). In particular, observecarefully the warnings in the flight test guides.

March, 1981 10-47


The single engine stall speed of a twin engineaircraft is generally slightly below the power off(engines idle) stall speed, for a given weightcondition. Single engine stalls in multi-engineairplanes are not recommended. Single engine stallshave never been required by the FAA regulationsfor multi-engine flight tests, and should not bepracticed in high performance airplanes by otherthan qualified engineering test pilots.

Engine out minimum control speed demonstrationsin multi-engine airplanes should be conducted in

Vmca

StallFirst

Stall Speed

RecoveryMay Be Difficult

PublishedVmca

o Yaww First

INDICATED AIRSPEED

Relationship Between Stall Speed And Vmca ForAircraft With Normally Aspirated Engines.

STD 601-38

10-48 March, 1981


strict accordance with the warning of the FAAFlight Test Guide. Engine out minimum controlspeed generally decreases with altitude, while thesingle engine stall speed remains approximatelyconstant, for normally aspirated engines. No suchdemonstration should be attempted when the densityaltitude and temperature are such that the engine outminimum control speed is known, or discovered tobe, close to the stalling speed. Loss of directional orlateral control, just as a stall occurs, is potentially

hazardous.

Vsse, the airspeed below which an engine should notbe intentionally rendered inoperative for practicepurposes, was established because of the apparentpractice of some pilots, instructors, and examiners,of intentionally rendering an engine inoperative at atime when the airplane is being operated at a speedclose to, or below the power idle stall speed. Unlessthe pilot takes immediate and proper correctiveaction under such circumstances, it is possible toenter an inadvertent spin.

It is recognized that flight below Vsse with oneengine inoperative, or simulated inoperative, may berequired for conditions such as practicedemonstration of Vmca for multi-engine pilotcertification. Refer to the procedure set forth in theInformation Manual for your aircraft. This

March, 1981 10-49


procedure calls for simulating one engine inoperativeby reducing the power lever (throttle) on one engineto idle while operating at an airspeed above Vsse.Power on the other engine is set at maximum, thenairspeed is reduced at approximately one knot persecond until either Vmca or stall warning isobtained. During this transition, rudder should beused to maintain directional control, and aileronsshould be used to maintain a 5° bank toward theoperative engine. At the first sign of either Vmca orstall warning (which may be evidenced by inabilityto maintain longitudinal, lateral or directionalcontrol, aerodynamic stall buffet, or stall warning

horn sound), recovery must be initiated immediatelyby reducing power to idle on operative engine andlowering the nose to regain Vsse. Resume normalflight. This entire procedure should be used at a safealtitude of at least 5,000 feet above the ground in

clear air only.

If stall warning is detected prior to the first sign ofVmca, an engine-out minimum control speeddemonstration cannot be accomplished under theexisting density altitude and gross weight conditionsand should not be attempted.

SP/NS

A major cause of fatal accidents in general aviation

10-50 March, 1981


aircraft is a stall and spin. Stall demonstrations andpractice are a means for a pilot to acquire the skillsto recognize when a stall is about to occur and torecover as soon as the first signs of a stall areevident. If a stall does not occur - A spin cannotoccur. It is important to remember however, that a

an occur in any flight attitude, at any airspeed,if controls are misused.

Unless your aircraft has been specificallycertificated in the aerobatic category and specificallytested for spin recovery characteristics, it isplacarded against intentional spins. The pilot of anairplane placarded against intentional spins shouldassume that the airplane may become uncontrollablein a spin, since its performance characteristicsbeyond certain limits specified in the FAAregulations may not have been tested and areunknown. This is why aircraft are placarded againstintentional spins, and this is why stall avoidance isyour protection against an inadvertent spin.

Pilots are taught that intentional spins are entered bydeliberately inducing a yawing movement with thecontrols as the aircraft is stalled. Inadvertent spinsresult from the same combination - stall plus yaw.That is why it is important to use coordinatedcontrols and to recover at the first indication of astall when practicing stalls.

March, 1981 10-51


In any twin engine airplane, fundamentalaerodynamics dictate that if the airplane is allowedto become fully stalled while one engine is providinglift-producing thrust the yawing movement whichcan induce a spin will be present. Consequently, it isimportant to immediately reduce power on theoperating engine, lower the nose to reduce the angleof attack, and increase the airspeed to recover fromthe stall. In any twin engine aircraft, if applicationof stall recovery controls is delayed a rapid rollingand yawing motion may develop, even against fullaileron and rudder, resulting in the airplanebecoming inverted during the onset of a spinningmotion. Once the airplane has been permitted toprogress beyond the stall and is allowed to reach therapid rolling and yawing condition, the pilot mustthen immediately initiate the generally accepted spinrecovery procedure for multi-engine airplanes, which

is as follows:

Immediately move the control column fullforward, apply full rudder opposite to thedirection of the spin and reduce power onboth engines to idle. These three actionsshould be done as near simultaneously aspossible; then continue to hold thiscontrol position until rotation stops and

then neutralize all controls and execute a

10-52 March, 1981


smooth pullout. Ailerons should beneutral during recovery. THE LONGERTHE PILOT DELAYS BEFORETAKING PROPER CORRECTIVEACTION, THE MORE DIFFICULTRECOVERY WILL BECOME.

Always remember that extra alertness and pilottechniques are required for slow flight maneuvers,including the practice or demonstration of stalls orVmca. In addition to the foregoing mandatoryprocedures, always:

1. Be certain that the center of gravity of theairplane is as far forward as possible. ForwardC.G. aids stall recovery, spin avoidance andspin recovery. An aft C.G. can create atendency for a spin to flatten out, which delaysrecovery.

2. Whenever a student pilot will be required topractice slow flight or single-engine maneuvers,be certain that the qualified instructor pilot hasa full set of operable controls in front of him.FAA regulations prohibit flight instructionwithout full dual controls.

3. Conduct any maneuvers which could possiblyresult in a spin at altitudes in excess of fivethousand (5,000) feet above ground level in clear

air only.

March, 1981 10-53

i


4. Remember that an airplane, at or near traffic

pattern and approach altitudes, cannot recoverfrom a spin, or perhaps even a stall, beforeimpact with the ground. For twin engineaircraft, when descending to traffic altitude andduring pattern entry and all other flightoperations, maintain speed no lower than Vsse.On final approach maintain at least the airspeedshown in the flight manual. Should a go-around

be required, do not apply more power thannecessary until the airplane has accelerated toVsse. Recognize that under some conditions ofweight, density altitude, and aircraftconfiguration, a twin engine aircraft cannotclimb or accelerate on a single engine. Hence a

single engine go-around is impossible and theaircraft is committed to a landing. Plan your

approach accordingly.5. Remember that if an aiiplane flown under

instrument conditions is permitted to stall orenter a spin, the pilot, without reference to thehorizon, is certain to become disoriented. Hemay be unable to recognize a stall, spin entry,or the spin condition and he may be unable todetermine even the direction of the rotation.

6. Finally, never forget that stall avoidance is yourbest protection against an inadvertent spin.

MAINTAIN g AIRSPEED.

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DESCENT

In piston-powered airplanes, whether single or twinengines, supercharged or normally aspirated, it isnecessary to avoid prolonged descents with lowpower, as this produces two problems: (1)Excessively cool cylinder head temperatures whichcause premature engine wear, and (2) excessivelyrich mixtures due to idle enrichment (and altitude)which causes soot and lead deposits on the sparkplugs (fouling). The second of these is the moreserious consideration; the engine may not respond tothe throttle when it is desired to discontinue thedescent.

Both problems are amenable to one solution:maintain adequate power to keep cylinder headtemperatures in the "green" range during descent,and lean to best power mixture (that is,progressively enrich the mixture from cruise onlyslightly as altitude decreases). This procedure will

lengthen the descent, of course, and requires some

advance planning.

If it is necessary to make a prolonged descent at ornear idle, as in practicing forced landings, at leastavoid the problem of fouled spark plugs byfrequently advancing the throttle until the engineruns smoothly, and maintain an appropriate mixture

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setting with altitude. (Refer to pre-landing check

list.)

VORTICES - WAKE TURBULENCE

Every airplane generates wakes of turbulence whilein flight. Part of this is from the propeller or jetengine, and part from the wing tip vortices. Thelarger and heavier the airplane, the more pronouncedand turbulent the wakes will be. Wing tip vorticesfrom large, heavy airplanes are very severe at closerange, degenerating with time, wind, and space.These are rolling in nature, from each wing tip. Intests, vortex velocities of 133 knots have beenrecorded.

Encountering the rolling effect of wing tip vorticeswithin two minutes after passage of large airplanes ismost hazardous to light airplanes. This roll effectcan exceed the maximum counter roll obtainable in alight airplane.

The turbulent areas may remain for as long as threeminutes or more, depending on wind conditions, andmay extend several miles beyond the airplane. Planto fly slightly above and to the windward side of theother airplanes. Because of the wide variety ofconditions that can be encountered, there is no setrule to follow to avoid wake turbulence in all

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situations. However, the Airman's InformationManual, and to a greater extent Advisory Circular90-23, Aircraft Wake Turbulence, provides athorough discussion of the factors you should beaware of when wake turbulence may beencountered.

TAKEOFF AND LAND/NGCOND/T/ONS

When taking off on runways covered with water orfreezing slush, the landing gear should remainextended for approximately ten seconds longer thannormal, allowing the wheels to spin and dissipate thefreezing moisture. The landing gear should then becycled up, then down, wait approximately fiveseconds and then retract again.

Caution must be exercised to insure that the entireoperation is performed below Maximum LandingGear Operating Airspeed.

Use caution when landing on runways that arecovered by water or slush which cause hydroplaning(aquaplaning), a phenomenon that renders brakingand steering ineffective because of the lack ofsufficient surface friction. Snow and ice coveredrunways are also hazardous. The pilot should also bealert to the possibility of the brakes freezing.

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Use caution when taking off or landing during gustywind conditions. Also be aware of the special windconditions caused by buildings or other obstructionslocated near the runway in a crosswind pattern.

MEDICAL FACTS FOR PILOTS

GENERAL

When the pilot enters the airplane, he becomes anintegral part of the man-machine system. He is justas essential to a successful flight as the controlsurfaces. To ignore the pilot in pre-flight planningwould be as senseless as failing to inspect theintegrity of the control surfaces or any other vital

part of the machine. The pilot himself has theresponsibility for determining his reliability prior toentering the airplane for flight. When piloting anairplane, an individual should be free of conditionswhich are harmful to alertness, ability to makecorrect decisions, and rapid reaction time.

FAT/GUE

Fatigue generally slows reaction times and causeserrors due to inattention. In addition to the mostcommon cause of fatigue; insufficient rest and lossof sleep, the pressures of business, financial

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Section XBEECHCRAR Safety information

worries, and family problems can be importantcontributing factors. If you are tired, don't fly.

HYPOX/A

Hypoxia, in simple terms, is a lack of sufficientoxygen to keep the brain and other body tissuesfunctioning properly. There is a wide individualvariation in susceptibility to hypoxia. In addition toprogressívely insufficient oxygen at higher altitudes,anything interfering with the blood's ability to carryoxygen can contribute to hypoxia (anemias, carbonmonoxide, and certain drugs). Also, alcohol andvarious drugs decrease the brain's tolerance tohypoxia.

Your body has no built-in alarm system to let youknow when you are not getting enough oxygen. It isimpossible to predict when or where hypoxia willoccur during a given flight, or how it will manifestitself. Some of the common symptoms of hypoxiaare increased breathing rate, a light-headed or dizzysensation, tingling or warm sensation, sweating,reduced visual field, sleepiness, blue coloring ofskin, fingernails, and lips, and behavior changes. Aparticularly dangerous feature of hypoxia is anincreased sense of well-being, called euphoria. Itobscures a person's ability and desire to be criticalof himself, slows reaction time, and impairs thinking

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ability. Consequently, an hypoxic individualcommonly believes things are getting progressively

better while he nears total collapse.

The symptoms are slow but progressive, insidious inonset, and are most marked at altitudes startingabove ten thousand feet. Night vision, however, canbe impaired starting at an altitude of 5,000 feet.Persons who have recently overindulged in alcohol,who are moderate to heavy smokers, or who takecertain drugs, may be more susceptible to hypoxia.Susceptibility may also vary in the same individualfrom day to day or even morning to evening. Useoxygen on flights above 10,000 feet and at any timewhen symptoms appear.

Depending upon altitude, an hypoxic individual has alimited time to make decisions and perform usefulacts, even though he may remain conscious for alonger period. If pressurization equipment fails atcertain altitudes the pilot and passengers have only acertain amount of time to get an oxygen mask onbefore they exceed their time of usefulconsciousness. The time of useful consciousness isapproximately 3-5 minutes at 25,000 feet of altitudein the average individual and diminishes markedly asaltitude increases. At 30,000 feet altitude, for

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example, the time of useful consciousness isapproximately I to 2 minutes. Therefore, in theevent of depressurization, oxygen masks should beobtained and used immediately.

Should symptoms occur that cannot definitely beidentified as either hypoxia or hyperventilation, trythree or four deep breaths of oxygen. The symptomsshould improve markedly if the condition washypoxia (recovery from hypoxia is rapid).

HYPERVENT/LATION

Hyperventilation, or overbreathing, is a disturbanceof respiration that may occur in individuals as aresult of emotional tension or anxiety. Underconditions of emotional stress, fright, or pain,breathing rate may increase, causing increased lungventilation, although the carbon dioxide output ofthe body cells does not increase. As a result, carbondioxide is "washed out" of the blood. The mostcommon symptoms of hyperventilation are:dizziness; hot and cold sensations; tingling of thehands, legs and feet; tetany; nausea; sleepiness; andfinally, unconsciousness. If the symptoms persist,discontinue use of oxygen and consciously slowyour breathing rate until symptoms clear, and thenresume normal breathing rate. Normal breathing canbe aided by talking aloud.

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i


ALCOHOL

Common sense and scientific evidence dictate thatyou must not fly as a crew member while under theinfluence of alcohol. Alcohol, even in smallamounts, produces, among other things, a dulling ofcritical judgment; a decreased sense of responsibility;diminished skill reactions and coordination;decreased speed and strength of muscular reflexes(even after one ounce of alcohol); decreases inefficiency of eye movements during reading (afterone ounce of alcohol); increased frequency of errors(after one ounce of alcohol); constriction of visual

fields; decreased ability to see under dimilluminations; loss of efficiency of sense of touch;decrease of memory and reasoning ability; increasedsusceptibility to fatigue and decreased attentionspan; decreased relevance of response; increased self

confidence with decreased insight into immediatecapabilities.

Tests have shown that pilots commit major errors ofjudgment and procedure at blood alcohol levelssubstantially less than the minimum legal levels ofintoxication for most states. These tests furthershow a continuation of impairment from alcohol upto as many as 14 hours after consumption, with noappreciable diminution of impairment. The bodymetabolizes ingested alcohol at a rate of about one-

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third of an ounce per hour. Even after the bodycompletely destroys a moderate amount of alcohol, apilot can still be severely impaired for many hoursby hangover.

The effects of alcohol on the body are magnified ataltitudes, as 2 oz. of alcohol at 18,000 feet producethe same adverse effects as 6 oz. at sea level. Inother words, "the higher you get, the higher youget".

Because of the slow destruction of alcohol by thebody, a pilot may still be under influence eight hoursafter drinking a moderate amount of alcohol.Therefore, an excellent rule is to allow at least 12 to24 hours between "bottle and throttle", dependingon the amount of alcoholic beverage consumed.

DRUGS

Self-medication or taking medicine in any form whenyou are flying can be extremely hazardous. Evensimple home or over-the-counter remedies and drugssuch as aspirin, antihistamines, cold tablets, coughmixtures, laxatives, tranquilizers, and appetitesuppressors, may seriously impair the judgment andcoordination needed while flying. The safest rule isto take no medicine before or while flying, except

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after consultation with your Aviation MedicalExaminer.

SCUBA D/VING

Flying shortly after any prolonged scuba divingcould be dangerous. Under the increased pressure ofthe water, excess nitrogen is absorbed into yoursystem. If sufficient time has not elapsed prior totakeoff for your system to rid itself of this excessgas, you may experience the bends at altitudes evenunder 10,000 feet, where most light planes fly.

CARBON MONOX/DEAND N/GHT VIS/ON

The presence of carbon monoxide results in hypoxiawhich will affect night vision in the same mannerand extent as hypoxia from high altitudes. Evensmall levels of carbon monoxide have the sameeffect as an altitude increase of 8,000 to 10,000 feet.Smoking several cigarettes can result in a carbonmonoxide saturation sufficient to effect visualsensitivity equal to an increase of 8,000 feet altitude.

ADDITIONAL INFORMATION

In addition to the coverage of subjects in this

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section, the National Transportation Safety Boardand the Federal Aviation Administration periodicallyissue, in greater detail, general aviation pamphletsconcerning aviation safety. FAA Regional Officesalso publish material under the FAA GeneralAviation Accident Prevention Program. These canbe obtained at FAA Offices, Weather Stations,Flight Service Stations or Airport Facilities, and arevery good sources of information and are highlyrecommended for study. Some of these are titled:

Airman's Information Manual12 Golden Rules for PilotsWeather or NotDisorientationPlane SenseWeather Info Guide for PilotsWake TurbulenceDon't Trust to Luck, Trust to SafetyRain, Fog, SnowThunderstorm - TRWIcingPilot's Weather Briefing GuideThunderstorms Don't Flirt . . . Skirt 'emIFR-VFR - Either Way Disorientation Can be FatalIFR Pilot Exam-O-GramsVFR Pilot Exam-O-GramsFlying Light Twins Safely

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Tips on Engine Operation in Small General AviationAircraft

Estimating Inflight VisibilityIs the Aircraft Ready for FlightTips on Mountain FlyingTips on Desert FlyingAlways Leave Yourself An OutSafety Guide for Private Aircraft OwnersTips on How to Use the Flight PlannerTips on the Use of Ailerons and RudderSome Hard Facts About Soft LandingsPropeller Operation and CareTorque "What it Means to the Pilot"Weight and Balance. An Important Safety

Consideration for Pilots

SPECIAL CONDITIONS

MA/NTENANCE

Airplanes operated for Air Taxi or other than normaloperation, and airplanes operated in humid tropics,or cold and damp climates, etc., may need morefrequent inspections for wear, corrosion and/or lackof lubrication. In these areas, periodic inspectionsshould be performed until the operator can set hisown inspection periods based on experience.

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