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Last revised: 14 July 2016

© 2016 Airborne Aviation Pty Ltd

www.airborne-aviation.com.au

THIS PAGE INTENTIONALLY LEFT BLANK

Contents

Aircraft Overview

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

Equipment and Features ..................................................................... 1

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

Panel Photo ....................................................................................... 1

Performance – Specifications

Summary of Aircraft Performance and Specifications .............................. 2

Operating Limitations

Airspeeds .......................................................................................... 3

Power Plant ....................................................................................... 4

Fuel System ...................................................................................... 4

Tyre Pressures ................................................................................... 4

Manoeuvre / Load Limits ..................................................................... 4

Weight & Balance

Weight and Moment Tabulations .......................................................... 5

Loading Arrangements ........................................................................ 6

Centre of Gravity Moment Envelope ...................................................... 7

Sample Configurations ........................................................................ 8

Performance Charts

Takeoff Distances at 3050lbs (MTOW) ................................................... 9

Landing Distances at 3050lbs (MLW) ................................................... 10

Checklists

Normal Operations ............................................................................ 11

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

Notes

Your Personal Notes .......................................................................... 29

NOTICE

The information and figures contained in this booklet are to be used for general purposes only. This document is

not a substitute for the approved aeroplane flight manual.

Report errors to [email protected]

VH-FJF (Version: 20160714) - 1 - www.airborne-aviation.com.au

Aircraft Overview

This Beechcraft Debonair is our alternative to the medium performance

C182T.

It is ideal for advanced flight training (CPL), CSU and Retractable

Undercarriage endorsements. With long endurance, big load carrying

abilities and a high cruise speed this aircraft is great for cross-country

touring.

Equipment & Features

- Dual NAV/COM (Nav 1 LOC/GS)

- KING KR87 TSO ADF Receiver

- Garmin GNS430 and Apollo MX20 GPS and Multi-Function Display

- Narco AT150 TSO Transponder

- Dual Axis Autopilot

Recency & Restrictions

Private Hire: Company check flight.

Dual training: Possess PPL or higher

Recency: Flown type (or similar) in last 45 days.

Panel Photo


Performance – Standard Specifications

SPEED

Maximum at Sea Level ....................................................... 162 KTS

Cruise, 65% Power at 8000 Ft ............................................. 148 KTS

CRUISE

Using recommended lean mixture with fuel allowance for engine start, taxi,

takeoff, climb and 45 minutes reserve.

65% Power at 8000 Ft ............................................... 825 Range NM

Full Usable Fuel .................................................................. 5.6 HRS

RATE OF CLIMB AT SEA LEVEL: MTOW + ISA ............................... 950 FPM

SERVICE CEILING: ................................................................. 16,000 FT

TAKEOFF PERFORMANCE (ISA, Sea Level, MTOW):

Ground Roll ....................................................................... 1400 FT

Total Distance Over 50 Ft. Obstacle ...................................... 2100 FT

LANDING PERFORMANCE (ISA, Sea Level, MLW): Ground Roll ....................................................................... 1200 FT

Total Distance Over 50 Ft. Obstacle ...................................... 1800 FT

MAXIMUM WEIGHT:

Ramp .............................................................................. 3060 LBS

Takeoff ............................................................................ 3050 LBS

Landing ........................................................................... 3050 LBS

ZFW .................................................................................. n/a LBS

STANDARD EMPTY WEIGHT: ................................................. 2085.9 LBS

MAXIMUM USEFUL LOAD: ........................................................ 974.1 LBS

BAGGAGE ALLOWANCE: .............................................................270 LBS

WING LOADING: ............................................................... 17.2 lbs/sq ft

POWER LOADING: ................................................................ 13.5 lbs/HP

FUEL CAPACITY: (useable) .......................................................... 74 GAL

OIL CAPACITY: .......................................................................... 10 QTS

ENGINE: Teledyne Continental .................................................. IO-470-K

2600RPM .......................................................................... 225 BHP

PROPELLER: Diameter – 2-blade .................................................... 84 IN

The above performance figures are based on the indicated weights,

standard atmospheric conditions, level hard-surface dry runways and no

wind. They are calculated values derived from flight tests conducted by

Beechcraft under carefully documented conditions and will vary with

individual airplanes and numerous other factors affecting flight

performance.


Operating Information

AIRSPEEDS - NORMAL OPERATIONS

Takeoff:

Normal Climb Out ............................................................... 80 KIAS

Short Field Takeoff, Flaps 20º, Speed at 50 ft ........................... KIAS

Enroute Climb, Flaps Up:

Normal, sea level .................................................................... KIAS

Best Rate-of-Climb, Sea level ............................................... 90 KIAS

Best Angle-of-Climb, Sea level ............................................. 74 KIAS

Landing Approach:

3050 lb ............................................................................. 70 KIAS

2800 lb ............................................................................. 67 KIAS

2400 lb ............................................................................. 64 KIAS

Balked Landing:

Full Throttle, 2600 RPM (until obstacle cleared) ...................... 70 KIAS

V-Speeds:

Vne (never exceed) .......................................................... 197 KIAS

Vno (Maximum structural cruising speed) ............................ 162 KIAS

Vfe ................................................................................. 104 KIAS

Vle .................................................................................. 153 KIAS

Vlo .................................................................................. 144 KIAS

Maximum Recommended Turbulent Air Penetration Speed:

3100 lb ........................................................................... 128 KIAS

Maximum Demonstrated Crosswind Velocity:

Takeoff or landing ............................................................ 17 KNOTS

Stall Speed:

Flaps Up, Power Off, Gear Up ............................................... 57 KIAS

Flaps Down, Power Off, Gear Down ....................................... 47 KIAS

Unless otherwise noted, the speeds listed above are based on a maximum

weight and may be used for any lesser weight. To achieve the performance

specified in the performance section for take-off distance of the aircraft

approved flight manual, the speed appropriate to the particular weight

must be used.


POWER PLANT

Oil Type: ........................................................................ W100 / 15W50

Oil Quantities

Maximum: ........................................................................ 10 QTS

Minimum: (Manufacturer) ....................................................... 8 QTS

Maximum Continuous Power ................................... Full Throttle/2600RPM

Cruise Climb ............................................................... 25in.Hg/2500RPM

Engine operating limits including RPM, pressures, and temperatures, can be

found by referring to the green arcs and red lines on applicable gauges.

FUEL SYSTEM

Total Capacity: ...................................................................... 80 gallons

Total Usable: ......................................................................... 74 gallons

Fuel Consumption per hour: ................................................. 14.5 gallons

Approved Fuels:

Option A ......................................... 100LL Grade Aviation Fuel (Blue)

Option B .......................................... 100 Grade Aviation Fuel (Green)

MANOEUVRE / LOAD LIMITS

This aeroplane is certified in the normal category. The normal category is

applicable to aircraft intended for non-aerobatic operations. These include

any manoeuvres incidental to normal flying, stalls (except whip stalls), lazy

eights, chandelles, and steep turns in which angle of bank is not more than

60°. Aerobatic manoeuvres, including spins, are NOT approved.

Flight Load Factors:

Flaps Up ............................................................................... +4.4g

Flaps Down ........................................................................... +2.0g

The design load factors are 150% of the above, and in all cases, the

structure meets or exceeds design loads.


Weight and Balance


Useable fuel is located at postition 75 inches

Floor structure limit is 100 lbs/sq.ft






Checklists – Normal Operations

PREFLIGHT INSPECTION

Visually check the aeroplane for general condition during walk-around

inspection. Aeroplane should be parked in a level ground attitude to ensure

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

even small accumulations of frost, ice or snow from wing, tail and control

surfaces. Also, make sure that control surfaces contain no internal

accumulations of ice or debris. Prior to flight, check that pitot heater is

warm to touch within 30 seconds with battery and pitot heat switches on. If

a night flight is planned, check operation of all lights, and make sure a

flashlight is available.

(1) CABIN

a) Pilots Operating Handbook and GPS handbook - Available in

aeroplane.

b) Air sickness bags –- ONBOARD.

c) Aeroplane weight and balance -- CHECKED.

d) Parking brake -- SET.

e) Control Lock -- REMOVE.

f) All Switches -- OFF


(2) RIGHT Fuselage

1. Baggage Compartment Door -- SECURE

2. Static Pressure Button -- UNOBSTRUCTED

(3) EMPENNAGE

1. Control Surfaces -- CHECK.

2. Tie-down - REMOVE

3. Position Light -- CHECK

4. Cabin Air Intake -- CHECK

(4) LEFT Fuselage

a) Static Pressure Button -- UNOBSTRUCTED

b) All Antennas -- CHECK

(5) LEFT WING Trailing Edge

a) Flap -- CHECK

b) Aileron -- CHECK

c) Wing Tip -- CHECK

d) Position Light -- CHECK

(6) LEFT WING Leading Edge

a) Stall Warning –- CHECK

b) Pitot Tube –- CHECK (Remove Cover)

c) Fuel Tank -– CHECK QUANTITY; Filler Cap - SECURE

d) Cabin Air Intake -– CHECK

e) Tie Down and Chocks -- REMOVE

(7) LEFT Landing Gear

a) Fuel Vent -– CHECK

b) Fuel Sump -– DRAIN

c) Wheel Well Door, Tire and Strut –- CHECK

d) Fuel Selector Valve Sump –- DRAIN. Cover and secure


(8) NOSE Section

a) Engine Oil -– CHECK, Cap and Dipstick – SECURE

b) Left Cowl –- SECURE

c) Propeller –- CHECK, General Condition, Nicks, etc.

d) Landing Light -– CHECK

e) Wheel Well Doors, Tire and Strut -– CHECK

f) Induction Air Intake –- CLEAR

g) Engine –- CHECK GENERAL CONDITION

h) Right Cowl -– SECURE

i) Chocks -– REMOVE

(9) RIGHT Landing Gear

a) Fuel Vent -– CHECK

b) Fuel Sump -– DRAIN

c) Wheel Well Door, Tire and Strut -- CHECK

(10) RIGHT WING Leading Edge

a) Cabin Air Intake –- CHECK

b) Tie Down and Chocks -– REMOVE

c) Fuel Tank –- CHECK QUANTITY; Filler Cap -- SECURE

(11) RIGHT WING Trailing edge

1. Position Light –- CHECK

2. Wing Tip –- CHECK

3. Aileron -– CHECK

4. Flap -- CHECK

WARNING

IF, AFTER REPEATED SAMPLING, EVIDENCE OF CONTAMINATION STILL EXISTS, THE AEROPLANE SHOULD NOT BE FLOWN. TANKS SHOULD BE DRAINED AND SYSTEM PURGED BY QUALIFIED MAINENANCE PERSONNEL. ALL EVIDENCE OF CONTAMINATION MUST BE REMOVED BEFORE FURTHER FLIGHT.

1. Fuel Tank Sump Quick Drain Valves -- DRAIN at least a cupful of fuel

(using sampler cup) from each sump location to check for water,

sediment, and proper fuel grade before each flight and after each

refuelling. If water is observed, take further samples until clear and

then gently rock wings and lower tail to the ground to move any

additional contaminants to the sampling points. Take repeated

samples from all fuel drain points until all contamination has been


removed. If contaminants are still present, refer to above WARNING

and do not fly aeroplane.

2. Fuel quantity -- CHECK VISUALLY for desired level.

3. Fuel Filler Cap -- SECURE AND VENT UNOBSTRUCTED.

BEFORE STARTING ENGINE

1. Pre-flight Inspection -– COMPLETE

2. Aircraft Dispatch -- COMPLETE / AUTHORISED.

3. Running Sheet Figures -- COMPLETE.

4. Maintenance Release -- CHECKED.

5. Air Sickness Bags -- AVAILABLE.

6. Passenger Briefing -- COMPLETE

7. Seats, Seatbelts, Shoulder Harnesses -- ADJUST and LOCK. Ensure

inertia reel locking.

8. Parking Brake -- SET

9. Flaps –- UP

10. Landing Gear -- DOWN

11. Circuit Breakers -- CHECK IN.

12. Fuel Selector Valve -– Fullest Tank.

13. Master Switch -- ON

14. ATIS / Clearance -- OBTAIN as required.

a. Master Switch -- ON

b. Radios/Navaids -- ON, set as required.

c. ATIS / Clearance -- OBTAIN.

15. Fuel Quantity Indicators -– CHECK QUANTITY

16. Master Switch -– OFF

17. Battery and Generator/Alt Switches -– ON (If external power used, turn

Gen/Alt Switch – OFF) WARNING

DO NOT TAKE OFF IF GAUGES INDICATE IN YELLOW ARC OR WITH LESS THAN 13 GALLONS IN EACH TANK

STARTING ENGINE (With Battery)

1. Mixture –- FULL RICH.

2. Propeller -- HIGH RPM.

3. Throttle -- OPEN .5 INCH (12mm).

4. Propeller Area -- CLEAR.


NOTE

IF THE ENGINE IS HOT, AND THE AMBIENT TEMPERATURE IS 90F OR ABOVE, PLACE MIXTURE CONTROL IN IDLE CUTOFF, SWITCH AUXILIARY FUEL PUMP TO ON FOR 30 TO 60 SECONDS, THEN OFF. RETURN MIXTURE CONTROL TO FULL RICH

5. Magneto/Start Switch -- BOTH

6. Auxiliary Fuel Pump -– On until peak fuel flow, then OFF.

7. Throttle –- 0.25 inch

8. Confirm area around aircraft is clear -- call “CLEAR PROP!”

9. Ignition Switch -- START (release when engine starts).

NOTE

TO AVOID OVERHEATING THE STARTER MOTOR, DO NOT OPERATE STARTER MOTOR LONGER THAN 10 SECONDS. WAIT 20 SECONDS BETWEEN START ATTEMPTS. IF UNSUCCESSFUL AFTER 6 ATTEMPTS, WAIT 30 MINUTES TO ALLOW STARTER MOTOR TO COOL

11. In Event of Overprime Condition:

a. Mixture -– IDLE CUT-OFF

b. Throttle -– OPEN

c. Magneto/Start Switch –- START position

d. As engine fires, reduce throttle to IDLE and advance the mixture control

to FULL RICH

NOTE

During hot starts, The Aux Fuel Pump is turned on

momentarily after starting to purge system, then turned

off.

10. Set throttle -- 1000 RPM.

11. Oil Pressure -- CHECK. Confirm rising within 30 seconds or shut down.

12. AMPS/VOLTS -- Check for discharge.

13. Navigation lights and Flashing Beacon -- ON as required.

14. Avionics Master Switch -- ON

15. Radios/Navaids -- ON. Set as required

16. Flaps -- RETRACT.


TAXYING

1. Brakes -- CHECK.

2. Instruments -- CHECK indications in correct sense.

BEFORE TAKEOFF

1. Parking Brake -- SET.

2. Passenger Seat Backs -- MOST UPRIGHT POSITION.

3. Seats, Seatbelts and Shoulder Harnesses -- CHECK SECURE.

4. Cabin Doors -- CLOSED and LOCKED.

5. Engine Instruments -- CHECK

6. Flight Instruments -- CHECK and SET.

7. Aux Fuel Pump – CHECK OFF

8. Fuel Quantity -- CHECK.

9. Fuel Selector Valve -- RECHECK BOTH.

10. Throttle -- 1900 RPM.

11. Propeller – EXERCISE to obtain 300 to 400 RPM drop; return to high

rpm.

12. Magnetos – CHECK at 1700 RPM (variance between individual magnetos

should not exceed 50 rpm, maximum drop not to exceed 150 rpm.)

13. Annunciator Panel -- Ensure no annunciators are illuminated.

14. Throttle -- CHECK idle.

15. Throttle -- 800-1000 RPM.

16. Throttle Friction Lock -- ADJUST.

17. Trim -– SET

a. Aileron – NEUTRAL

b. Elevator - 0°

18. Wing Flaps – CHECK operation, then UP

19. Flight Controls -– CHECK PROPER DIRECTION, FULL TRAVEL AND

FREEDOM OF MOVEMENT

20. Mixture -- RICH.

21. Self Brief -- COMPLETE (Aborted T/O, engine failure, TEM)

22. Brakes -- RELEASE.

HOLDING POINT CLEAR CHECKS

1. C - Clear approaches (final, base and RWY?)

2. L - Lights: Landing, Taxi, Strobes - ON (Nav - if required, eg. NVFR)

3. E - Engine: T&P green, flaps – set as required

4. A - ALT – set on TRANSPONDER and (3000 or 1200)

5. R - Radio – Frequency set, volume tested, request clearance.


TAKEOFF

1. Take-off Power -– Full throttle, 2600 RPM

2. Power –- SET TAKE-OFF POWER (Mixture – SET as required by field

elevation

3. Brakes -– RELEASE THEN ACCELERATE to recommended speeds

4. Elevator Control -- LIFT OFF at 68 KIAS. Speed at 50ft 74 KIAS

5. Climb Speed -- 90 KIAS (Vy) 74 KIAS (VX)

6. Landing Gear –- RETRACT (when positive rate of climb is established

and insufficient runway remains for landing)

ENROUTE CLIMB

Maximum Continuous – Full throttle, 2600RPM, 90 KIAS

Cruise Climb – 25 in. Hg (or Full throttle) 2500RPM, 104 KIAS

1. Engine Temperatures -– MONITOR

2. Power -– SET AS DESIRED

3. Mixture –- SET FUEL FLOW

CRUISE

See cruise charts in performance section

1. Power –- SET

2. Mixture –- SET FUEL FLOW

DESCENT

1. Altimeter –- SET

2. Power -- AS REQUIRED (avoid prolonged idle settings and low cylinder

head temperatures)

3. Mixture –- ENRICH AS REQUIRED

BEFORE LANDING

1. Brakes -- Checked and parking brake OFF.

2. Undercarriage -- DOWN and locked.

3. Mixture -- RICH.


4. Fuel -- Check quantity, pressure and tank selection on tank MORE

NEARLY FULL.

5. Instruments -- Check temps and pressures in GREEN, QNH SET.

6. Switches -- MAGS both, MASTER on, LIGHTS as required.

7. Seat Backs -- MOST UPRIGHT POSITION.

8. Hatches and Harnesses -- SECURED and LOCKED.

9. Autopilot -- OFF.

SHORT FINAL

1. P -- Propeller Full Fine (Full FINE)

2. U -- Undercarriage Down and Locked.

4. F -- Flaps Set as required

LANDING

NORMAL LANDING

1. Airspeed -- 70-80 KIAS (Flaps UP).

2. Wing Flaps -- AS DESIRED (0º-10º below 125 KIAS; 10º-20º below

116 KIAS; 20º-FULL below 104 KIAS)

3. Airspeed -- 60-70 KIAS (Flaps FULL).

4. Power -- REDUCE to idle as obstacle is cleared.

5. Trim -- ADJUST as desired.

6. Touchdown -- MAIN WHEELS FIRST

7. Landing Roll -- LOWER NOSE WHEEL GENTLY.

8. Braking -- MINIMUM REQUIRED.

SHORT FIELD LANDING

1. Airspeed -- 70-80 KIAS (Flaps UP).

2. Wing Flaps -- FULL (below 100 KIAS).

3. Airspeed -- 60 KIAS (Until flare).

4. Trim -- ADJUST as desired.

5. Touchdown -- MAIN WHEELS FIRST.

6. Brakes -- APPLY HEAVILY.

7. Wing Flaps -- RETRACT for maximum brake effectiveness.

BALKED LANDING

1. Power -- FULL THROTTLE, 2600 RPM.


2. Climb Speed -- 70 KIAS until clear of obstacles, then resume normal

climb

3. Landing Gear – UP

4. Wing Flaps -- UP

AFTER LANDING

1. Landing/Taxi/Strobe Lights -- OFF/AS REQUIRED.

2. Wing Flaps -- UP

3. Trim -- Neutral

SHUT DOWN/SECURING AEROPLANE

1. Throttle -- 1000 RPM.

2. Brakes -- SET

3. Ignition Switches -- CHECK L, R, then ON BOTH.

4. Electrical and Radio Equipment -- OFF

5. Mixture -- IDLE CUT OFF

6. Throttle -- CLOSED

7. Magneto/Start Switch –- OFF, after engine stops

8. Battery and Generator/Alternator Switches -- OFF.

9. Running Sheet Figures -- COMPLETE.

10. Aeroplane interior –- TIDY.

11. Control Lock -- INSTALL.

12. Pitot Cover -- INSTALL.


Checklists – Emergency Procedures

INTRODUCTION

Emergencies caused by aeroplane or engine malfunctions are extremely

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

Section 3 of the approved flight manual provides amplified procedures for

coping with emergencies that may occur.

Should an emergency arise the basic guidelines described in this section

and the approved flight manual should be considered and applied as

necessary to correct the problem.

Procedures in this section shown in bold faced type are immediate action

items that should be committed to memory.

AIRSPEEDS

AIRSPEEDS FOR EMERGENCY OPERATION

Engine Failure After Takeoff: ................................................ 105 KIAS

Maximum Glide: .................................................................. 105 KIAS

Precautionary Landing With Engine Power ................................ 80 KIAS

Landing Without Engine Power: ............................................... 80 KIAS

ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF GROUND ROLL

1. Throttle -- CLOSED.

2. Brakes -- MAXIMUM.

3. Fuel Selector Valve -- OFF

ENGINE FAILURE AFTER LIFTOFF IN FLIGHT

Landing straight ahead is advisable or maximum 30° Either side of nose. If

sufficient altitude available for manoeuvring, accomplish the following:

1. Fuel Selector Valve –- SELECT OTHER TANK

2. Aux Fuel Pump -- ON

3. Mixture –- FULL RICH THEN LEAN AS REQ.


4. Ignition Switch -– CHECK LEFT, and RIGHT, then BOTH

5. Alternate Air T-handle -– PULL AND RELEASE

If No Restart:

6. Airspeed -- 80 KIAS

7. Use of landing gear is dependent on the terrain where landing must be

made.

ENGINE DISCREPANCY CHECKS

CONDITION: ROUGH RUNNING ENGINE

1. Mixture –- FULL RICH, then LEAN as required

2. Magneto/Start Switch –- CHECK LEFT and RIGHT, the BOTH

3. Alternate Air T-Handle -– PULL AND RELEASE

CONDITION: LOSS OF ENGINE POWER

1. Fuel Flow Gauge –- CHECK

If fuel flow is abnormally low:

a. Mixture –- FULL RICH

b. Auxiliary Fuel Pump –- ON (Lean as required)

c. Auxiliary Fuel Pump –- OFF if performance does not improve in a

few moments

2. Fuel Quantity Indicator -– CHECK for fuel in tank being used

3. Alternate Air T-handle –- PULL AND RELEASE

If tank being used is empty:

Fuel Tank Selector Valve –- SELECT OTHER FUEL TANK (feel for detent and

check visually)

AIR START PROCEDURE

a. Fuel Selector Valve -– SELECT TANK MORE NEARLY FULL (check to

feel detent)

b. Throttle –- RETARD

c. Mixture -– FULL RICH

d. Auxiliary Fuel Pump –- ON until power is regained, then OFF. (leave

on if engine driven fuel pump is INOP)

e. Throttle -– ADVANCE to desired power

f. Mixture –- LEAN as required


FIRES IN FLIGHT

1. Vent Shutoff/Firewall Air Control –- PULL TO CLOSE

2. Mixture -– IDLE CUTT-OFF.

3. Fuel Selector Valve -- OFF.

4. Batt/Gen/Alt Switches -- OFF.

5. Master Switch -– OFF.

6. DO NOT ATTEMPT TO RESTART THE ENGINE.

ON THE GROUND

1. Cranking -- CONTINUE to get a start which would suck the flames and

accumulated fuel into the engine.

If engine starts:

2. Power -- 1700 RPM for a few minutes.

3. Engine -- Shutdown and inspect for damage.

If engine fails to start:

4. Throttle -- FULL OPEN.

5. Mixture -- IDLE CUT OFF.

6. Fuel Selector Valve -- OFF.

7. Batt/Gen/Alt and Magneto Switches -– OFF.

8. Fire Extinguisher -- OBTAIN.

9. Fire -- EXTINGUISH using fire extinguisher, wool blanket or dirt.

10. Fire Damage -- INSPECT, repair damage or replace damaged

components or wiring before conducting another flight.

ELECTRICAL FIRE IN FLIGHT

1. Avionics Master Switch -- OFF

2. Master Switch -- OFF.

3. Vents, Cabin Air, Heat -- CLOSED.

4. Vents, Cabin Air, Heat -- OPEN when it is ascertained that fire is

completely extinguished.

If fire has been extinguished and electrical power is necessary for

continuance of flight to the nearest suitable airport or landing area:


5. Master Switch -- ON.

6. Circuit Breakers -- CHECK for faulty circuit, do not reset.

7. Radio Switches -- OFF.

8. Avionics Master Switch -- ON.

9. Radio/Electrical Switches -- ON one at a time, with delay after each

until short circuit is localised.

CABIN FIRE

1. Master Switch -- OFF.

2. Vents, Cabin Air, Heat -- CLOSED (to avoid drafts).

3. Vents, Cabin Air, Heat -- OPEN when it is ascertained that fire is

completely extinguished.

4. Land the aeroplane as soon as possible to inspect for damage.

WING FIRE

1. Landing/Taxi/Strobe/Navigation Light Switches -- OFF.

2. Pitot Heat Switch -- OFF.

3. Sideslip to keep flames away from cabin and fuel tank.

4. Land as soon as possible using flaps only on final approach.

EMERGENCY DESCENT

1. Power –- IDLE

2. Propeller –- HIGH RPM

3. Landing Gear –- DOWN

4. Airspeed –- ESTABLISH 153 KIAS

LANDING EMERGENCIES

LANDING WITHOUT POWER


2. Seats and Seat Belts -- SECURE.

3. Airspeed – 105 KIAS

4. Mixture -- IDLE CUT OFF.

5. Wing Flaps -- AS REQUIRED

6. Landing Gear –- DOWN OR UP, DEPENDING ON TERRAIN

7. Battery and Generator/Alternator Switches -- OFF

8. Doors -- UNLATCH PRIOR TO TOUCHDOWN.


LANDING WITH ENGINE POWER (GEAR RETRACTED)



3. Throttle -- CLOSED

4. Mixture –- IDLE CUT-OFF

5. Battery and Generator/Alternator Switches -- OFF

6. Fuel Selector Valve – OFF

7. Keep wings level during touchdown

8. Doors -- UNLATCH PRIOR TO TOUCHDOWN.

9. Brakes -- APPLY HEAVILY.

DITCHING

1. Radio -- TRANSMIT MAYDAY on 121.5 MHz or appropriate frequency,

giving location and intentions and SQUAWK 7700.

2. Heavy Objects in baggage area -- SECURE OR JETTISON (if possible).



5. Landing Gear -- RETRACTED

6. Wing Flaps -- 20° to FULL.

7. Approach -- High Winds, Heavy Seas –- INTO THE WIND.

Light Winds, Heavy Swells -– PARALLEL TO SWELLS.

8. Cabin Doors -- UNLATCH.

9. Touchdown -- LEVEL ATTITUDE AT ESTABLISHED RATE OF DESCENT.

10. Face -- CUSHION at touchdown with folded coat.

11. ELT -- Activate.

12. Aeroplane -- EVACUATE through cabin doors. If necessary open

window and flood cabin to equalize pressure so doors can be opened.

13. Life Vests and Raft -- INFLATE WHEN CLEAR OF AEROPLANE.

SYSTEMS EMERGENCIES

INADVERTENT ICING ENCOUNTER

1. Turn pitot heat switch ON.

2. Turn back or change altitude to obtain an outside air temperature that

is less conductive to icing.

3. Pull cabin heat full out and rotate defroster control clockwise to obtain

maximum defroster airflow.

4. Increase engine speed to minimize ice build-up on propeller blades.

5. Watch for signs of induction air filter icing. An unexplained loss of

manifold pressure could be caused by ice blocking the air intake filter.


Adjust the throttle as desired to set manifold pressure. Adjust mixture,

as required for any change in power settings.

6. Plan a landing at the nearest airport. With an extremely rapid ice build

up, select a suitable “off airport” landing site.

7. With an ice accumulation of ¼ inch or more on the wing leading edges,

be prepared for significantly higher stall speed.

8. Leave wing flaps retracted. With a severe ice build up on the horizontal

tail, the change in wing wake airflow direction caused by wing flap

extension could result in a loss of elevator effectiveness.

9. Open left window and, if practical, scrape ice from a portion of the

windshield for visibility in the landing approach.

10. Perform a landing approach using a forward slip, if necessary, for

improved visibility.

11. Approach at 80 to 90 KIAS depending upon the amount of the

accumulation.

12. Perform a landing in a level attitude.

STATIC SOURCE BLOCKAGE

(Erroneous Instrument Readings Suspected)

1. Static Pressure Alternate Source Valve -- PULL ON.

2. Airspeed/Altitude -- See Flight Manual (Section 5) for correction table.

PROPELLER OVERSPEED

1. Throttle –- RETARD TO RPM RED LINE

2. Airspeed -- REDUCE

3. Oil Pressure –- CHECK

WARNING

If loss of oil pressure was the cause of overspeed, the egine will seize after

a short period of operation

4. Land –- SELECT NEAREST SUITABLE SITE and follow LANDING

EMERGENCIES procedure.

GENERATOR/ALTERNATOR OUT PROCEDURE

A failure of gen/alt will place the entire operation of the aircraft on the

battery. Failure may be indicated by the ammeter. When a failure occurs in

flight, all non-essential electrical load should be discontinued to conserve

the batter life.


ALTERNATOR OVERVOLTAGE

If an alternator overvoltage conditions occurs in flight:

1. Battery Switch and Alternator Switch -– OFF MOMENTARILY, THEN ON

(resets overvoltage relay)

If overvoltage condition persists:

2. Alternator Switch -– OFF

3. Nonessential Electrical Equipment -– OFF to conserve battery power

ENGINE INSTRUMENT MALFUNCTION

In event of engine instrument malfunction, maintain last known RPM and

MP setting and proceed to nearest airfield and land. If a higher power

setting is required select maximum RPM and enrichen mixture

appropriately.

CAUTION

At high altitudes and low power settings, full rich mixtures may result in

poor engine operation. Adjust the mixture for smooth engine operation

upon power reduction.

LANDING WITH A FLAT MAIN TYRE

1. Approach -- NORMAL.

2. Wing Flaps -- FULL DOWN.

3. Touchdown -- GOOD MAIN TYRE FIRST, hold aeroplane off flat tire as

long as possible with aileron control.

4. Directional Control -- MAINTAIN using brake on good wheel as

required.

LANDING WITH A FLAT NOSE TYRE

1. Approach -- NORMAL.

2. Wing Flaps -- As required.

3. Touchdown -- ON MAINS, hold nose wheel off the ground as long as

possible.

4. When nose wheel touches down, maintain full up elevator as aeroplane

slows to stop.


LANDING GEAR MANUAL EXTENSION

Manual Extension of the landing gear can be facilitated by first reducing

airspeed. Then proceed as follows:

1. LDG GEAR Circuit Breaker -– OFF (PULL OUT)

2. Landing Gear Switch Handle –- DOWN position

3. Handcrank Gear Switch Handle -– (at rear of front seats) -– REMOVE

4. Handcrank -– ENGAGE and TURN COUNTERCLOCK-WISE AS FAR AS

POSSIBLE (approximately 50 turns)

CAUTION

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

DO NOT ATTMPET TO RETRACT THE GEAR MANUALLY.

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

warning horn (check LDG GEAR INDICATOR and LDG GEAR WARNING

circuit breakers engaged).

6. Check mechanical landing gear indicator –- DOWN

7. Handcrank –- DISENGAGE. Always keep it stowed when not in use.

WARNING

Do not operate the landing gear electrically with the hand-crank engaged,

as damage to the mechanism could occur. After emergency landing gear

extension, do not move any landing gear controls or reset any switches or

circuit breakers until airplane is on jacks as failure may have been in the

gear up circuit and gear might retract on the ground.

LANDING GEAR RETRACTION AFTER PRACTICE MANUAL EXTENSION

After practice manual extension of the landing gear, the gear may be

retracted electrically, as follows:

1. Hand-crank –- CHECK, STOWED

2. Landing Gear Motor Circuit Breaker -- IN

3. Landing Gear –- RETRACT

INDUCTION SYSTEM BLOCKAGE

An alternate induction air door, spring-loaded to the closed position, is

located downstream from the induction air filter. If the induction air filter


becomes blocked eg. Ice) the differential air pressure normally opens the

alternate induction air door to provide induction air from the bottom of the

engine compartment. If the alternate induction air door becomes stuck in

the closed position, it can be opened by pulling and releasing the T-handle

located directly below the propeller control knob. This T-handle is placarded

ALTERNATE AIR PULL AND RELEASE.

EMERGENCY STATIC AIR SOURCE SYSTEM

THE EMERGENCY STATIC AIR SOURCE SHOULD BE USED FOR CONDITIONS

WHERE THE NORMAL STATIC SOURCE HAS BEEN OBSTRUCTED. When the

airplane has been exposed to moisture and/or icing conditions, the

possibility of obstructed static ports should be considered. Partial

obstructions will result in the rate of climb indication being sluggish during

climb or descent. Verification of suspected obstruction is possible by

switching to the emergency system and noting a sudden sustained change

in rate of climb. This may be accompanied by abnormal indicated airspeed

and altitude changes beyond normal calibration differences.

Whenever any obstruction exists in the Normal Static Air System of the

Emergency Static Air System is desired for use:

1. Pilots Emergency Static Air Source -– Switch to ON EMERGENCY

2. For Airspeed Calibration and Altimeter Correction, refer to

PERFORMANCE section.

CAUTION

Be certain the emergency static air valve is in the NORMAL position when

system is not needed.

UNLATCHED DOOR IN FLIGHT

Return to field in normal manner. Rate of climb will slightly reduce

otherwise general performance will not be affected

SPINS

Prohibited. If entered inadvertently, move the control column full forward

and simultaneously apply full rudder opposite to the direction of spin;

continue until rotation stops, then execute smooth pullout. Ailerons must

be neutral and throttle must be idle for recovery.


EMERGENCY SPEED REDUCTION

In an emergency, landing gear can be used to create additional drag.

Should disorientation occur under instrument conditions, the lower of the

landing gear will reduce tendency for excessive speed build-up. This

procedure would also be appropriate for a non-instrument rated pilot who

unavoidably encounters instrument conditions or in other emergencies such

as severe turbulence. Special inspection of gear doors may be required

after use at high speeds.


PASSENGER BRIEFINGS

It is important to brief your passengers thoroughly prior to flight, and also

keep passengers updated during the flight. Included are some suggestions

for items to be included in your briefs.

PRIOR TO GOING AIRSIDE

Passengers should stay with you while airside for security and safety.

No smoking anywhere while airside or in the aircraft.

Stay away from other aircraft and be alert to hazards.

Overview of flight and expected flying conditions.

Does anybody require the toilet before we take-off?

ON THE GROUND

Don’t scare your passengers by talking about engine failures, fires, or

similar – simply ensure they are told to follow your instructions and

know how to operate the doors and/or emergency exits.

Adjustment of seat belts and seat position.

Location of sick bags.

An intercom is provided so passengers can easily communicate.

Passengers to minimise chat when radio is busy, or as requested.

Front seat passenger should be encouraged to point out any aircraft

spotted that might be of conflict – another set of eyes is always useful.

Front seat passenger briefed on not interfering with controls.

If any passengers have any concerns during the flight they should be

encouraged to raise them.

Be sure to ask your passengers if they have any questions.

Encourage passengers to read the self-briefing cards if available.

IN FLIGHT

A running commentary of sights that can be seen, locations flown over

and how the flight is progressing can be useful.

Update your passengers about any change of plans.

Check on the status of your passengers regularly.

Should a situation arise in flight you should remain calm. Communicate

clearly and confidently the situation and your intentions to passengers.


SELF BRIEFING - DEPARTURE

A takeoff briefing should clearly state your plan-of-action for both when

everything goes as planned and when they do not!

“He who fails to plan, plans to fail!”

You should brief yourself on the following points:

How you plan on taking off and departing the aerodrome.

Consider any threats relevant to the departure and manage them.

Reasons for an aborted takeoff and how to execute it.

Dealing with an engine failure with runway remaining.

Dealing with an engine failure at low level with no runway remaining.

SELF BRIEFING - ARRIVAL

The arrival is the single most demanding phase of flight, and the one that

carries the highest risk. As with a departure briefing, a thorough self brief

on arrival is the key to a smooth and arrival.

You should brief yourself on the following points:

How you plan on conducting your approach to the aerodrome, and what

clearance or joining procedure you anticipate based on ATIS / AWIS.

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

Any NOTAMS relevant to your approach and landing.

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

Consider any threats relevant to the arrival and manage them.

Example: Particularly strong crosswind and in-to-wind runway not available. - Revise crosswind procedure, be go-around minded if unstable. - Consider diversion if necessary.

The type of approach and landing you plan on making.

Example: Reduced flap setting due to strong winds, final speed 65-75kts.

If needing to go-around, the actions required to execute the procedure.

Example: Full power, raise nose, establish positive climb, flaps up slowly, communicate with ATC or other aircraft.


THREAT AND ERROR MANAGEMENT

TEM is an approach to flying that seeks to equip the pilot with the skills to

recognise and counter everyday problems which, if ignored, could result in

accidents or incidents.

Not all threats can be anticipated, it is unrealistic to make contingency

plans to try to cover unexpected events. Experience shows that many

threats can be anticipated, the first step is to identify likely threats. Once a

threat has been identified, it must be managed.

If you identify a threat that cannot be managed you should not go flying!

Example Threat Management

High number of aircraft operating at aerodrome

Extra vigilance of traffic in the circuit through visual means and radio monitoring.

Tower closed, CTAF procedures

in operation

Without additional safety of tower protection maintain an enhanced

lookout and radio monitoring.

Short Runway Ensure correct short field take-off or landing procedures are used and that performance has been confirmed.

Terrain or obstacles Maintain enhanced situational awareness, also modify departure or

arrival as appropriate.

Landing in to setting sun Use another runway if possible. Wear sunglasses and be go-around

minded if unhappy with any aspect of the approach.

Adverse Weather

ie. Crosswind on landing

Ensure correct crosswind procedures are adopted and you are up to

the task (aircraft and/or crosswind recency). Be go-around minded if

the approach or landing becomes unstable. Request an alternate

runway if operationally required or preferred.

Your recency Study aircraft procedures prior to flight and take extra time to

perform checks and monitor your own performance, or take a safety

pilot.

Aircraft status

ie. COM1 distorted / unreadable

Utilise COM2 for primary communications if available, otherwise

divert or abort flight after troubleshooting.

NOTAMS Familiarise yourself with changes to regular procedures and include in

departure or arrival briefs.

ERROR MANAGEMENT

The TEM model accepts that it is unavoidable that pilots, as human beings,

will make errors. While errors may be inevitable, safety of flight requires

that errors that occur are identified and managed before flight safety

margins are compromised.

Identification of errors requires aircraft/systems/procedure knowledge and

situational awareness. Analyse your own performance and identify errors

before they lead to an undesired aircraft state or more serious error.


USEFUL INFORMATION

Location Frequency

Camden Tower / CTAF(R) 120.1

Ground 121.9

ATIS / AWIS 125.1

Training Area Sydney Radar 124.55

Bankstown Preferred diversion airport

Tower / CTAF(R) 132.8

Ground 119.9

ATIS / AWIS 120.9

NDB 416

Wedderburn CTAF 122.55

The Oaks CTAF 126.7

Airborne Aviation Airborne Base 119.2

Phone (02) 4655 7200

SYDNEY/Bankstown (YSBK)


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