Beechcraft BE77. Standard Operating Procedures

Transcription

1 Beechcraft BE77 Standard Operating Procedures Edition 3 Revision 3 15 décembre

2 TRAINING DEPARTMENT TABLE OF CONTENTS 1 INTRODUCTION 3 2 CHECKLISTS Generalities Normal Procedures Scan philosophy Emergency Procedures Memory Actions philosophy Read and Do philosophy 4 3 BRIEFINGS 4 4 NORMAL CHECK LIST 5 5 WEIGHT & BALANCE 5 6 PERFORMANCES 6 7 NORMAL PROCEDURES Pre-Flight Inspection Cabin External Cockpit Preparation Starting Cold Weather Start (winter conditions) Cold Start (first fight or after a rest period) Hot Start (after previous flight or taxi) Engine Flooded (over primed) After Start Taxi Run Up Before Takeoff Takeoff After Takeoff Descent & Approach Before Landing Landing Go Around Touch & Go After Landing Shut Down 15 8 EMERGENCIES 16 9 DETAILED FLIGHT MANOEUVRES The Visual Circuit Flaps UP Flaps Crosswind Operations Airwork Straight and Level Flight Attitude Flying Turns Stalls Stall with no power and no flaps Stall with flaps down Stall in a turn Spiral Dive CROSS COUNTRY (NAVIGATION) Preparation Flight Log Legend and Abbreviations Diversion Prepared Diversion Enroute Diversion 22 Annex 1 USE OF AIRCRAFT LIGHTS 23 2

3 TRAINING DEPARTMENT 1. INTRODUCTION These Standard Operating Procedures (SOP) are prepared in order to provide BFS pilots and instructors with all the information needed for the safe and efficient operation of the Beechcraft BE77 Skipper airplane. The SOP are based upon the Pilots Operating Handbook (POH), SOP do not supersede POH. The POH must prevail. However, some complementary or more restrictive indication may be developed through the SOP to comply with aircraft reliability and economical use. Another concern is to train students with guidelines that will allow a smother transition to IFR and CPL training. Specific checklists have been developed and made available for each pilot, in accordance with these SOP. The holder of the SOP & Checklist is responsible for the correctness and amendment status thereof. He should also stay aware of the update and modifications of the regulation and comply with all the security / safety related issues. The BE77 is a single engine airplane and offers a high degree of reliability when the operating limitations and maintenance requirements are complied with. 2. CHECKLISTS 2.1. Generalities Aircraft checklists shall be used for all aircraft operation The checklists for each type and model of aircraft are standardized. They refer to the normal / non-normal (also named: abnormal or emergency) procedures developed by the aircraft manufacturer and published in the Aircraft Flight Manual (also named: POH Pilot Operating Handbook). No personal or self-modified procedures and/or checklists are allowed. If a modification to a checklist is deemed necessary for any particular reason, the Head of Training and/or CFI shall study the requirement and develop the change to that procedure and/or checklist. A revised procedure and/or checklist shall then be implemented. The instructor shall endeavor to establish from the very beginning of the training of the students good habits regarding the use of procedures and related checklists. They shall promote a positive attitude towards their use during each phase of flight Normal Procedures Checklists for normal procedures will be of the Read and Confirm, also called Read and Verify type. BFS uses checklists for the following normal phases of flight: - Preflight - Before Start - After Start - Before Takeoff - After Takeoff - Approach - Landing - Shut-down Checklists shall not be performed by memory but read in due time. 3

4 TRAINING DEPARTMENT The After Takeoff, Approach and Before Landing checklists are placarded on the instrument panel for convenience Scan philosophy Pilots should apply the content of the normal procedures by following a scan flow. After the scan, the appropriate checklist is completed in the read and confirm manner Emergency Procedures FLY THE AIRCRAFT Those emergency procedures are split into two ways of operating: Memory Actions philosophy In the emergency procedures, some have to be accomplished immediately without delay. During an emergency such as an engine failure, fire, flight controls problems, the required actions should be performed by memory by the crew and when the time and flight conditions permit, the proper documentation like the AFM, POH or QRH (Quick Reference Handbook) should be consulted. If required, corrections to the actions performed should be made Read and Do philosophy The other emergency procedures are those that do not require a quick action from the crew (such as landing gear problems...). As far as those emergency procedures are concerned, as soon as the problem is identified, reference to the procedures should take place by reading and following the described actions in the proper documentation, like the AFM / POH or QRH. Note: In other AFM / POH, emergency procedures are also called abnormal or non-normal procedures. 3. BRIEFINGS The purpose of the briefing is to review and enhance important phases during Takeoff, Approach and Landing. Useless talking must be avoided and only important and vital matters must be reviewed Example: TAKEOFF This will be a normal takeoff (or short field takeoff) Rotation at 56 knots The first heading will be - The first altitude will be feet The first reporting point will be - In case of engine failure or any event affecting safety, before rotation: we abort takeoff, after rotation and if enough runway available: we will land straight ahead, if runway is not sufficient: we will land in an open area located 30 in front of the aircraft. In all cases, we will advice ATC. Example: APPROACH AND LANDING The weather has been checked Altimeter is HPA The remaining fuel is checked The landing will be a flaps. 4

5 TRAINING DEPARTMENT 4. NORMAL CHECK LIST About the checklist content BFS has referred to the BOEING QRH, which describes the guidelines used to create a checklist. Normal checklists have items that meet any of the following criteria: items essential to safety of flight that are not monitored by an alerting system, or items essential to safety of flight that are monitored by an alerting system but if not done, would likely result in catastrophic event if the alerting system fails, or needed to meet regulatory requirements, or items needed to maintain fleet commonality, or items that enhance safety of flight and are not monitored by an alerting system, or during shutdown and secure, items that could result in injury to personnel or damage to equipment if not done. The appropriate normal check list is available for download on the website of the school ( My BFS Documents Airplane documentation BE77). There are two different versions: - Panel version (Excel table); - In a suitable format for plastic QRH. Plastic QRH format Panel Version Check Lists should be read ALOUD Note: Where an underline is inserted as a response to an item, it signifies that a value of some kind is to be entered e.g.: FLAPS WEIGHT AND BALANCE It is the responsibility of the pilot to ensure that the aircraft is properly loaded and balanced. Loading instructions are available in the POH Section VI. The Basic Empty Weight of each particular aircraft is recorded in the aircraft documents (Airworthiness certificate). Electronic Weight & Balance forms are available for download on the website of the school ( My BFS Documents Airplane documentation BE77) 5

6 TRAINING DEPARTMENT 6. PERFORMANCE Section V of the POH provides all necessary information regarding the performances of the aircraft (Takeoff Climb Cruise Landing, etc.) 7. NORMAL PROCEDURES 7.1. Pre-flight Inspection Cabin PRIOR TO EXTERNAL INSPECTION, MAKE SURE THAT THE FOLLOWING ACTIONS HAVE BEEN ACCOMPLISHED Remove control lock; Set the parking brake; Check magnetos are OFF; Make sure that External lights, Fuel Pump, Avionics (master or individually as applicable) are OFF (TOGGLE SWITCHES INDICATING DOWN); Then turn on the battery switch and check the voltage (min. 12 VDC) and the fuel quantities; As long as the battery is ON, check the stall warning and the external lights (mandatory for night flight only); Switch off the battery. External Proceed with the external control of the aircraft by following the order below, based on the representation above: 1. Check the left fuselage, control the static source (must be totally clean) and the antennas (above and under the fuselage). 2. Check the empennage (no major cricks or defaults) and the presence of the navigation light. 6

7 TRAINING DEPARTMENT 3. Check the right fuselage, control the static source and the emergency locator transmitter (ELT). 4. Check the right wing trailing edge (no cricks or hit) & the flap 5. Check the aileron (check free movement & operation) 6. Check the right wing tip (no cricks or hit) and the presence of the navigation light. 7. Check the right wing leading edge and verify visually the level of fuel in the right tank. If necessary, drain the fuel by the fuel sump (first flight in the morning). Control the status of the landing gear (no leak or visible damage) and tire. 8. Check oil quantity level. 9. Check the propeller (no cricks) and the status of the nose wheel (no visible damage). Remove the chocks and the tow-bar if they are still installed. If necessary, drain the fuel by the sump 10. Check the left wing leading edge and verify visually the level of fuel in the left tank. If necessary, drain the fuel by the fuel sump. Control the status of the landing gear (no leak or visible damage) and tire. 11. Check the stall warning and the pitot tube (no obstruction or damage). 12. Check the left wing tip (no cricks or hit) and the presence of the navigation light. 13. Check the aileron (check free movement & operation) 14. Check the left wing trailing edge (no cricks or hit) & the flap Don ts: - Do not move by hand the rudder (2) to full and right positions. Damage may occur to the steering mechanism and cables may move out of their track. - Do not hang on the propeller to check the nose wheel strut operation, severe injure may occur Cockpit Preparation The cockpit preparation has to precede the engine start. Once the crew is installed, the doors properly closed and latched, the seats adjusted and locked, the seatbelts and shoulder harnesses secured, the earphones connected all maps and required documents within reach, the pilot starts a cockpit scan flow according the illustrated procedure below: ALTENATE STATIC SOURCE 7

8 TRAINING DEPARTMENT Flight instruments: Airspeed Indicator - reading zero Attitude Indicator - no visible damage Altimeter - set QNH and read altitude Turn Coordinator - no visible damage Directional Gyro - no visible damage Check NAV instruments - no visible damage Hour meter - note time Radio panel: Check Radio Rack - no visible damage All Radio - off Engine instruments: Hour meter - note time Indicators - no visible damage Lower panel: Alternate Static Source - normal (see BFS note n 80) Check key - inserted and off Check all switches - off Throttle - set Carburettor heater - cold Mixture - rich Flaps - up Cabin Vents - as required Fuel Selector - open The pilot will perform the corresponding scan flow, following the chronology as shown above. Once the scan flow is completed, the pilot will start to read the PREFLIGHT checklist STARTING (Refer to BFS Note 22 for a general overview of the starting procedures) When ATIS has been received and noted (and start-up clearance received if applicable): Check the UNDERVOLT light illuminated. Press to test the OVERVOLT light. The two alternator lights, UNDERVOLT and OVERVOLT are located in tandem on the left upper side of the instruments panel. Make sure the Avionics switch(es) is in the OFF position. Check fuel quantity on the gauges. No takeoff is allowed if the needles are in the yellow arc. Check Fuel Low Level light (illuminates in flight when fuel quantity is below 2,5 gallons in either tank). Verify the fuel selector set to ON (arrow shaped selector pointing forward). The fuel selector is located on the floor between the pilot and passenger. This selector has two positions: ON and OFF. Switch ON the fuel pump. Check the pressure building up on the fuel pressure gauge. COMPLETE THE BEFORE START CHECK LIST According to conditions start the engine applying the appropriate procedure (see below). 8

9 TRAINING DEPARTMENT TECHNICAL NOTE When the starter is activated by turning the key to the start position, the engine is operating only on the Left magneto equiped with an impulse coupling. It is therefore crucial to release the key to obtain usage of the Right magneto to faciliate the engine starting procedure Cold Weather Start (winter conditions) (see BFS note n 59) Mixture Carbu. Heater Throttle Fuel Pump Magneto/Start key Start Key RICH COLD 1/4 TRAVEL ON BOTH and PUSH TO PRIME (3 to 4 seconds) then START RELEASE AS SOON AS ENGINE FIRES (see note above) Continue priming if engine puffing. Apply Carburetor Heater to keep engine running smoothly Cold Start (first flight or after a rest period) Mixture Carburetor Heater Throttle Fuel Pump Magneto/Start key Start Key RICH COLD 1/4 TRAVEL ON START and PUSH TO PRIME RELEASE AS SOON AS ENGINE FIRES (see note) Continue only priming if engine puffing. Apply Carburetor Heater to keep engine running smoothly Hot Start (after previous flight or taxi) Mixture Carburetor Heater Throttle Fuel Pump Magneto/Start key RICH COLD 1/4 TRAVEL ON START and DO NOT PRIME 9

10 TRAINING DEPARTMENT Start Key RELEASE AS SOON AS ENGINE FIRES (see note) If the engine does not start, push to prime while continuing cranking Engine Flooded (over primed) Mixture Carburetor Heater Throttle Fuel Pump Magneto/Start key Start Key CUT OFF COLD FULL OPEN OFF START and DO NOT PRIME RELEASE AS SOON AS ENGINE FIRES (see note) When engine starts, reduce throttle and set mixture to Rich CAUTION : Maximum starter engaged duty cycle is 30 seconds ON, followed by a minimum of TWO minutes OFF. DO NOT PUMP THROTTLE TO START! NOTE : DO NOT TRAVEL THE THROTTLE FULL FORWARD THAN BACK TO 1/4 TRAVEL AS IT MAY INJECT AN IMPORTANT QUANTITY OF FUEL IN THE CARBURETOR (Fire hazard may occur). DO NOT OPEN THE THROTTLE DURING THE STARTING PROCEDURE, YOU ARE PROVIDING MORE AIR WHEN THE ENGINE CYLINDERS ARE LOOKING FOR FUEL AFTER START Verify that the starter engaged light is off (see below), adjust the RPM at and check the oil pressure. In cold weather operations, apply full carburetor heater to provide better fuel vaporization and prevent carburetor icing to appear. Switch on the Alternator. Verify that the over volt and under volt lights are OFF and monitor the ammeter and voltmeter indications (ammeter should indicate needle to the right and voltmeter above 13.5 volts). Switch off electrical fuel pump to ascertain mechanical fuel pump is operative. Switch on the external lights (as applicable by BFS policy). Switch on the avionic(s), adjust the Intercom level and select radio frequencies. Reset the carburetor-heat to cold. Note: Starter Engaged Warning Light If installed, check the light illuminates during start and extinguishes after start. If not, turn off the Battery and Alternator switches and stop the engine. Advise maintenance. 10

11 TRAINING DEPARTMENT If the starter warning light is inoperative or not installed, ensure that the ammeter indication is less than 25% of full charge at 1000 to 1200 RPM within 2 minutes with no additional electrical equipment on. If not, turn off the battery and Alternator switches and stop the engine. Advise maintenance. Check flight instruments as follows: Attitude Indicator - level Altimeter - set QNH Directional Gyro - aligned with stand-by compass Com - set Navigation - set Transponder - STBY COMPLETE THE AFTER START CHECK LIST Don ts: - Do not release the parking brake before having been cleared to taxi (and acknowledged the clearance). Do s - For the first flight of the day, apply intermittently the carburetor heater to prevent immediate carburetor icing, unless the OAT is above 15 C TAXI (Refer to BFS Note 9 for a general overview of the taxi procedures) Release the parking brake. To start taxi, increase slightly RPM; the aircraft will start accelerating. Once the correct taxi speed is attained reduce RPM in order to keep the taxi speed in normal limits. TO REDUCE TAXI SPEED, REDUCE FIRST THROTTLE AND THENCE USE PEDAL BRAKING. Both pilots should test the brakes by gently pushing the top of the pedals with both feet as soon as the airplane starts moving. During taxi the directional control must be kept with rudder. Brakes are used to slow down the taxi speed. High taxi speeds must be avoided in all cases. Note that there is no minimum RPM required during taxi. To turn, the aircraft need to have a forward speed, the nose wheel steering then should be used to engage the turn (bottom of pedal only). When out of congested area during a turn, check and clearly announce: left turn, attitude level, heading decreasing, ball to the right, needle to the left Don ts: - Do not taxi at an excessive speed ( 5-10 Kts maximum). - Do not apply brake to start a turn with an aircraft having no forward speed. - Do not shortcut turns. - Do not perform zigzags on the taxiway to check gyro s operation. Do s - Organise your ground track requirement to avoid sharp turn. - Follow the yellow lines whenever available RUN- UP Note: performed at 1800 RPM and head into the wind (IN ALL CASES) (severe damage may occur due to propeller vibrations induced by wind lateral component). 11

12 TRAINING DEPARTMENT SET THE PARKING BRAKE It is important to check the carburetor Heater first to make sure that the engine will be cleared of any icing before performing the magneto check which may be otherwise affected. Pull Carburetor Heater control and notice a small RPM drop when on HOT, Wait to make sure that there is no indication of roughness and/or RPM increase (indicating presence of ice). Return control to COLD, RPM should come back to its initial RPM or even higher if ice was previously formed during taxi. To complete the magneto check (in order to make sure that both ignition systems work properly individually): Turn Magnetos key to R, monitor a RPM drop (Max 175 RPM); Turn key back to both, monitor RPM back to 1800 RPM; Turn key to L, monitor drop (Max 175 RPM); Turn key back to both and monitor RPM back to 1800; Max drop allowed 175 RPM and maximum difference between both magnetos 50 RPM. If no drop is observed, consider magneto malfunction, cancel the flight and advice maintenance. A risk of danger may exist if moving the propeller by hand. Note: Ignition systems include switch, cables, spark plugs, harness and magnetos. Do s - Make sure the nose-wheel is aligned without any torque applied. Don ts: - Stay too long operating on a single magneto, fooling may occur on the grounded ignition system. Check all engine related instruments and indication as: Ammeter and voltmeter indication (ammeter needle should be zero or slightly right); Air instruments pressure in the green range; Any available warning lights. Complete the run up by retarding throttle and verify idle RPM (+/- 800 RPM) and then adjust RPM for good engine cooling. COMPLETE THE RUN-UP CHECK LIST 7.6. BEFORE TAKEOFF Verify that both pilots have safety belt and shoulder harness fastened. Verify cabin doors are properly latched. If not, they will open in flight (2 or 3 inches). The flight characteristics of the aircraft are not dangerously affected nevertheless it is necessary to land to close and latch the door properly. Full freedom and proper movement of the flight controls should be carefully check by strictly following the following method: Push and turn control column left and verify left aileron moves up, right aileron moves down, and elevator moved down, then pull the control column towards you and verify elevator moves up. Turn the yoke to the right and check right aileron moving up, left moving down, then push control column full forward and verify elevator moves down. Select flaps full down and then up. Verify flaps movement equal on each side (cross check with the indication on the flap position indicator), return the switch to OFF and check flaps are UP. Verify Pitch trim on the Takeoff position. Verify Rudder trim neutral or set as applicable to the right to help take off roll and initial climb directional 12

13 TRAINING DEPARTMENT control. Monitor once more the fuel quantity. No takeoff is allowed with any of the fuel gauges in the yellow arc. Verify the fuel selector in the OPEN position. Select electric fuel pump ON and verify pressure. Push the mixture handle in the full rich position. Push carburetor heater handle in the full cold position. Check directional gyro with magnetic compass for proper alignment. Check altimeter (QNH) and verify indication in relation with the elevation of your current position (altimeter per ICAO should be within a range of +/- 60 feet) Review the major issues developed in your crew briefing COMPLETE THE BEFORE TAKEOFF CHECK LIST 7.7. TAKEOFF When cleared for Line Up and / or Takeoff and before moving, set the transponder to ALT and once you are aligned, adjust the published runway heading (QFU) on your directional gyro. Don ts: - Do not refer to the STBY compass to align your Directional Gyro when lining up on the runway - Do not use the brakes to turn - Do not set the parking brake when aligned on the runway - Do not stop on the runway unless instructed by ATC Do s - Follow the yellow line until you reach the runway centre line. Once the aircraft is correctly aligned on the runway, and takeoff clearance is received, put the heels on the floor (to avoid undesired braking), increase slowly and firmly engine power. Keep ailerons slightly into the wind. The aircraft will start his takeoff run and will accelerate. Keep directional control with the rudder as engine torque will induce a slight left yaw tendency. Observe airspeed indication alive and verify rapidly engine parameters (RPM 2300 as a minimum, Oil pressure, Fuel Pressure). Call: AIRSPEED ALIVE, POWER CHECKED NOTE: Make sure the appropriate RPM has been reached only after having noticed a positive airspeed indication. At 56 Kts, rotate to the takeoff body attitude. Call: ROTATION The liftoff will occur 5 to 10kts above the rotation speed. Accelerate to 70 Kts by adjusting body attitude (pitch). Correct for the wind in order to stay on the runway centre alignment. Don ts: - Do not touch the brakes - Do not allow an early rotation of the airplane - Do not chase the airspeed - No actions below 500ft AGL Do s - Use the rudder to track the centre line of the runway while on the ground - Use ailerons (roll) to maintain wings levelled 13

14 TRAINING DEPARTMENT - In case of crosswind: apply aileron into the wind during takeoff roll and when airborne make a coordinated turn into the wind to correct drift AFTER TAKEOFF In the crosswind leg, but in no case below 500 ft SFC, turn off the landing light, switch off the fuel pump, immediately check the fuel pressure and confirm the flaps are up. In case of important loss of fuel pressure, switch on the fuel pump again and return to the airfield as soon as possible (do not declare an emergency). COMPLETE THE AFTER TAKEOFF CHECK LIST BY USING THE PLACARD LOCATED ON THE INSTRUMENT PANEL 7.9. DESCENT & APPROACH When approaching destination, the latest when established on downwind, verify the engine instruments, the altimeter (set with the QNH of the airport), set the mixture to rich; check the carburetor heater, verify the fuel selector and turn on the fuel pump. COMPLETE THE APPROACH CHECK LIST BY USING THE PLACARD LOCATED ON THE INSTRUMENT PANEL BEFORE LANDING Once the aircraft established on final path, verify the mixture is rich, set the carburetor heater to cold and confirm the flaps are set accordingly (standard: flaps 30 ). COMPLETE THE LANDING CHECK LIST BY USING THE PLACARD LOCATED ON THE INSTRUMENT PANEL LANDING Simultaneously flare, and reduce the throttle to idle. Once the aircraft is on the ground, maintain directional control to stay on centerline with rudder. At the same time, derotate the aircraft in order to allow the nose wheel to smoothly touch the ground. This will increase directional control during the landing roll and prevent tail strike. Use brake at a minimum. When speed in under safe control (taxi speed), vacate the runway at the first available exit unless otherwise instructed (avoid intense braking). Don ts: - Do not stall the aircraft before touch down. - Do not allow the nose of the airplane to drop heavily after touch. - Do not touch ground with brakes applied. Do s - Have the aircraft well trimmed on short final Go Around Simultaneously rotate to the climb attitude, apply full throttle and confirm carburetor heater is cold. Retract the flaps to 10 (if applicable) and increase the airspeed to 70kts, and then set (or confirm) the flaps UP. Radio Call: OO GOING AROUND Don ts: - Do not chase the airspeed - Do not allow the nose of the airplane to drop Do s 14

15 TRAINING DEPARTMENT - Remember: 1) Attitude - 2) Power - 3) Flaps Touch & Go After touch down, when the aircraft is rolling, confirm carburetor heater cold, set the flaps up and then increase gently to full throttle. Check minimum RPM is REFER TO TAKEOFF (CALL: AIRSPEED ALIVE, POWER CHECK ) Don ts: - Do not hit the brakes - Do not allow the aircraft to go in a nose high attitude (tail strike may occur) AFTER LANDING When the runway is vacated, change the frequency as instructed by ATC, switch off the pitot heater, the strobe lights and the fuel pump; set the transponder to stand-by, confirm the carburetor heater is cold and set the flaps up. Don ts: - Do not touch any switch while on the runway - Do not start to turn into the taxiway with an excessive speed - Do not use brakes to turn Do s - Use the rudder to track the centre line - Apply brakes ONLY if needed SHUT DOWN Align aircraft into the wind unless otherwise instructed due to airport configuration. Set the parking brake and run the engine at 1000 RPM. Switch off or make sure that the anti-ice, the landing light and the avionics are off, pull and maintain the mixture to idle cut-off until the engine is stopped. After complete engine stop turn off both magnetos and store the key. Switch off remaining external lights and switch off battery and alternator. Install the control-lock unless you intend to move the aircraft in the hangar. If the aircraft is to remain unattended install chocks and release the parking brake. For a long or overnight stop, secure flight controls with seatbelt. COMPLETE THE SHUT DOWN CHECK LIST GENERAL RULE The parking brake should be applied at all time when the aircraft is not moving, engine runing or not with no chocks in place with one exception, the aircraft being lined up on the runway. 15

16 TRAINING DEPARTMENT 8. EMERGENCIES Emergency speeds to remember: Emergency descent Maximum Glide Approach Engine inoperative 143 KTS 63 KTS 63 KTS The specified emergency procedures are detailed in the POH (section III). The POH is available for download on the website of the school ( My BFS Documents Airplane documentation BE77). 9. DETAILED FLIGHT MANOEUVRES NOTE: The maximum IAS for straight & level flight manoeuvres is 80 Kts THE VISUAL CIRCUIT WARNING: ALL SPEEDS REFER TO KTS. MAKE APPROPRIATE ADJUSTMENT IF INDICATOR USES MPH FLAPS 30 16

17 TRAINING DEPARTMENT FLAPS UP Note: The POH expects the landing to be performed with flaps full down (30 ). For training purposes, the Flight Instructor may occasionally select to use any intermediate flaps setting. Note: The descent shall begin when intercepting the descent path, whether in downwind, base leg or final, according to the altitude of the airplane CROSSWIND OPERATIONS BFS uses the following limitations: Takeoffs and landings operated at or above 10kts crosswind component have to be performed with flaps up using the normal speeds. According to the POH, the maximum demonstrated crosswind component is 15kts. BFS wants to implement the wings level concept: Slips should be avoided when airborne. During take-off and landing rolls, wings should be maintained level with ailerons application into the wind. At the end of the take-off roll, during rotation, stick application into the wind should be maintained until airborne. During the flare, aircraft should be aligned with runway centreline using rudder and simultaneously, wings maintained level or banked slightly into the wind using ailerons. 17

18 TRAINING DEPARTMENT 9.3. AIRWORK (MAXIMUM IAS 80 Kts) STRAIGHT AND LEVEL FLIGHT The straight and level flight is defined as a flight with Constant speed Constant altitude Constant direction ATTITUDE FLYING To achieve above requirements a method called: Attitude Flying is used. The attitude of the aircraft is kept by referring to the earth horizon with the flight controls. Speed is controlled by the throttle (power lever). Practice: On the BE77 Straight and Level Flight is performed, air speed stabilized (80 KIAS at 1600 Lbs - best power mixture) Check the nose position on the horizon (e.g. one hand). This will be the Straight and Level Flight attitude. Make attitude changes of approximately 2 fingers value, and notice changes in altitude and speed. Straight and Level Flight at 70 Kts: Reduce power Decrease speed to 70 KIAS (+/-1600 RPM, because power means speed) and the aircraft will start descent. To avoid descent and to maintain altitude, change the attitude (+/- 2 fingers higher). Adjust the speed with power lever and keep altitude by adjusting the attitude on the horizon. Remark: The use of different flaps settings modifies the attitude (ref. to ATPL/CPL course) TURNS Banking the aircraft changes the direction of flight. When this change is at constant speed, constant bank and constant rate its coordinated turn. Proceed as follows: 1) Look out for other traffic and bank (15 ) the aircraft to the left or to the right 2) Once the bank angle is obtained, set the control wheel to neutral 3) Adjust RPM to maintain speed 4) Keep the ball centred with the rudder 5) Monitor the turn coordinator to keep the desired rate of turn 6) Adjust attitude to keep altitude STALLS Stall Procedure Stall is only an Angle of Attack problem; low speed is a common contributing factor! There is one single procedure focusing on AoA reduction as a first action, required to cover both the approach to stall and the actual stall recovery: 1) First Angle of Attack must be reduced - release back pressure on stick - nose down pitch input may be needed but do not dive 18

19 TRAINING DEPARTMENT When the wings are clearly unstalled : 2) Wings Level (if needed),by rolling with ailerons and coordinated rudder. This orientates the Lift vector for recovery. The aircraft should not be rolled by use of rudder alone, the primary roll control in normal flight is through the proper use of ailerons, 3) If speed needs to be recovered, increase power smoothly due to possible pitch up effect. Caution, increasing power has an adverse effect on AoA, 4) When aircraft out of stall, take an attitude to recover flight path. If in Landing flaps configuration, retract flaps in TO configuration even if aircraft not yet in climb (drag too high to sustain a positive rate of climb), 5) When applicable retract the gear when a positive rate of climb is confirmed, 6) Retract the remaining flaps when speed at or above flaps retraction speed SPIRAL DIVE If the nose is low with power applied and high bank angle, the aircraft will accelerate fast and develop a spiral dive. To recover: Reduce power and, SIMULTANEOUSLY coordinate: o Roll the wings level o Ease out of the ensuing dive When the nose passes through the horizon, reapply power and climb away. NOTE: Enter Manoeuvre with 2300 RPM Maximum 19

20 TRAINING DEPARTMENT 10. CROSS COUNTRY (NAVIGATION) General The maximum TAS during navigation is 85 Kts. Use OAT and selected level with a computer to determine the corresponding IAS. Consider POH to predetermine the required RPM and Fuel Flow to obtain a maximum TAS of 85 Kts. Also consider the IAS/CAS in the aircraft POH. In flight, consider the use of appropriate leaning techniques (refer to the procedure described in the POH) Preparation Before each cross-country flight, check: Weather (METAR TAF GAMET CHARTS) NOTAM Prohibited Restricted Dangerous areas Military Areas Safety Altitudes (MORA) Frequencies (ATC/COM NAV) On the map (1/ ) draw the route to be flown to destination or to Check Points. Measure distance and time to fly between the check points and report them on the Flight Log. Do not overload the map with details pertaining to the Flight Log. Surcharging the map leads to confusion and misinterpretations. It makes also map reading difficult. When the flight is completed, clean the map and remove tracks. (Use a fat black pencil easy to read on map and to wipe out) Flight Log (example) 20

21 TRAINING DEPARTMENT Legend and abbreviations FROM TO ALTN TAS/IAS TRIP FUEL ALTN FUEL RESERVE MIN REQ FOB EXTRA TTG EET ETA ETO ATO ALT min ALT max Airport of origin Airport of destination Airport of diversion (alternate) True VS indicated airspeed (in knots) Calculated fuel consumption for the trip according POH Calculated fuel to the alternate airfield Minimum 45 minutes Minimum Required Fuel for the planned flight Trip Fuel + Alternate Fuel + Reserve Fuel On Board the aircraft Extra Fuel on board Time To Go (to destination) Estimated Elapsed Time (between checkpoints) Estimated Time of Arrival (at destination) Estimated Time Over (checkpoint) Actual Time Over (checkpoint) Minimum Altitude between checkpoints regarding obstacles. Maximum Altitude between checkpoints regarding airspaces above. 21

22 TRAINING DEPARTMENT Diversions Prepared Diversion A diversion departing from destination to another airfield must be prepared before the flight in the same way as for the main cross country trip. The same flight log or a new one can be made before the flight. This will reduce the in-flight workload and reduce stress if the diversion is due to unforeseen circumstances (weather, QGO, etc.) Enroute Diversion An enroute diversion may be caused by sudden weather degradation, technical problems or any other imperious reason. It is obvious that in such a situation the pilot has no time to prepare a flight log as for a normal cross country flight. Consequently, proceed as follows: 1. Find a known position or check point, preferably ahead on the actual track, 2. From this point, draw a line towards airfield of diversion (preferably with a liner), 3. Estimate the track towards the airfield of diversion, 4. Measure with protractor the correct track (cross-checked with the estimated one), 5. Add or subtract estimated wind correction, 6. OVERHEAD the known position, take the heading and NOTE THE TIME, 7. Crosscheck the elapsed time after each 5NM and update duration of flight. Do not fly 360 turns to prepare a diversion! If overhead the known position and not ready for diversion, fly a heading and a time (max 1 minute) and after this time, fly opposite track to proceed back to known position. During a diversion, correct map reading should be paramount. Spot the easy identifiable checkpoints along the new route (from map to outside!) and adjust heading if necessary. 85/81 MIN MAX 22

23 TRAINING DEPARTMENT ANNEX 1 - USE OF AIRCRAFT LIGHTS MUST BE ON MUST BE OFF MAY BE ON MAY BE OFF NAV LIGHTS NIGHT/IFR _ AT ALL TIME DAY ROTATING BEACON &/or ANTI COLLISION IFR IN CLOUDS SPECIALLY AT NIGHT _ IN CLOUDS STROBE LIGHTS NEVER IN CLOUDS A/C VICINITY IN FLIGHT ALWAYS LANDING TAXI _ IN CLOUDS AT NIGHT WHEN ACFT NOT MOVING MOVING ON GROUND & TAKEOFF & ON FINAL DAY BFS Policy Navigation lights: Strobe lights: Landing light: - ON for all flights. Shall be turned on just before engine start, until engine shut down. Remember: Nav lights on = Engine running = Danger! - At pilot discretion from entering the runway until vacated - At pilot discretion - ON during ground movement (taxi) - Take-off - On final - Should be OFF on ground outside aircraft movements. Anticoll. / Rotating Beacon: - As per aircraft equipment - ON from engine start until engine shut down (remember that damage may occur to those electronic devices due to voltage surge during electrical starter operation) 23

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