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BE60 Duke
VH-TFD
Last revised: 11 November 2013
2013 Airborne Aviation Pty Ltd
www.airborne-aviation.com.au
Contents
Aircraft Overview
General Information ........................................................................... 1
Recency and Restrictions ..................................................................... 1
Front Cockpit Diagram ........................................................................ 2
Performance Specifications
Summary of Aircraft Performance and Specifications .............................. 3
Operating Limitations
Airspeeds ..........................................................................................
Power Plant .......................................................................................
Fuel System ......................................................................................
Manoeuvre / Load Limits .....................................................................
4
5
5
6
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 webmaster@airborne-aviation.com.au
Aircraft Overview
This BE-60 Duke is a twin engine six-seater low wing light aircraft with
retractable undercarriage, pressurization, air-conditioning, autopilot, VHF
and HF radios, DME, ADF, VOR, GPS, weather radar, HSI and radar
altimeter.
With a realistic cruise speed of over 170 knots at an effective range of 900
nautical miles, its a great charter and cross-country aircraft, and your
passengers will arrive relaxed and refreshed as the quiet cabin is outfitted
with leather club seating and temperature control.
Dual Training:
Recency:
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Panel Layout
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Operating Information
AIRSPEEDS - NORMAL OPERATIONS
Takeoff:
Rotation Speed .................................................................... 85 kts
Normal Climb Out ................................................................ 120 kts
Short Field Takeoff ........................................... NOT RECOMMENDED
Enroute Climb, Flaps Up:
Normal ............................................................................... 140 kts
Single Engine Best Rate of Climb ........................................... 110 kts
Two Engine Best Rate of Climb .............................................. 120 kts
Single Engine Best Angle-of-Climb ......................................... 100 kts
Two Engine Best Angle-of-Climb ............................................. 99 kts
Landing Approach:
Normal Approach, Flaps FULL, 6775 lbs / 3073 kg .................... 98 kts
Short Field Approach ......................................... NOT RECOMMENDED
Balked Landing:
Take-off Power, Flaps FULL, Gear Down, 6775 lbs / 3073 kg ..... 100 kts
V-Speeds:
VNE .................................................................................... 235 kts
VFE:
Approach Flap (15) ............................................................ 174 kts
Landing Flap (30)............................................................... 134 kts
VLE ..................................................................................... 174 kts
VMCA .................................................................................... 85 kts
VA ...................................................................................... 160 kts
Maximum Demonstrated Crosswind:
Take-off or landing ............................................................... 25 kts
STALL SPEED 6775 lbs / 3073 kg:
Flaps Up, Gear Up, Power Off ................................................. 85 kts
Flaps Down, Gear Down, Power Off ......................................... 76 kts
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POWER PLANT
Oil Type ........................................................... Ashless Dispersant W100
Oil Quantities (Per Engine):
Maximum ....................................................................... 13 Quarts
Minimum ........................................................................ 10 Quarts
Oil Temperatures:
Minimum (Red Arc) ................................................................. 38C
Normal Operating Range (Green Arc) ........................... 38C to 118C
Maximum (Red Arc) .............................................................. 118C
Oil Pressures:
Minimum Idle (Red Arc) ......................................................... 10 psi
Normal Operating Range (Green Arc) .............................. 60 to 90 psi
Maximum (Red Arc) ............................................................. 100 psi
Tachometer:
Normal Operating Range (Green Arc) ...................... 2350 to 2900 rpm
Maximum (Red Arc) ......................................................... 2900 RPM
Manifold Pressure:
Normal Operating Range (Green Arc) ....................... 14 to 41.5 in. Hg
Maximum (Red Arc) ........................................................41.5 in. Hg
Cylinder Head Temperature
Normal Operating Range (Green Arc) ............................ 121 to 232C
Maximum (Red Arc) .............................................................. 246C
Turbine Inlet Temperature (Red Arc) ............................................. 900C
FUEL SYSTEM
Total Usable .............................................. 202 Gallons (US) / 764 Litres
Fuel Consumption per hour....................................................... 200 litres
Fuel Flow:
Green Arc ................................................................. 60 to 330 pph
55% ........................................................................ 93 to 110 pph
65% ........................................................................ 110 0 131 pph
75% ....................................................................... 131 to 142 pph
Approved Fuels:
Preferred Grade ............................... 100LL Grade Aviation Fuel (Blue)
Minimum Grade ................................ 100 Grade Aviation Fuel (Green)
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Performance
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8.
9.
10.
11.
12.
NOTE
If night flight is anticipated, exterior lights should be checked for operation.
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BEFORE STARTING
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2.
3.
4.
5.
6.
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10.
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13.
STARTING
1.
2.
3.
4.
5.
a. Cold Starts:
1. Throttle 1000 rpm position (approximately inch open).
2. Mixture control FULL FORWARD for 2 to 3 seconds to prime then
IDLE CUT OFF.
3. Magneto/Start Switch -- START.
4. When the engine starts, return the Magneto/Start switch to
BOTH. Slowly advance the mixture control to FULL RICH.
b. Flooded Engine:
1. Mixture Control -- IDLE CUT-OFF.
VH-TFD (Version: 20131111)
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2. Throttle -- OPEN.
3. Magneto/Start Switch - START.
4. When engine starts, return the Magneto/Start switch to BOTH.
Retard the throttle and slowly advance the mixture control to
FULL RICH position.
c. Hot Starts:
1. Throttle 1300 to 1500 rpm position (approximately 1 inch open).
2. Mixture Controls -- IDLE CUT-OFF.
3. Magneto/Start Switch -- Start.
NOTE
A small prime may be necessary if the engine
does not start after a few revolutions
4. When the engine starts, return the Magneto/Start switch to
BOTH. Slowly advance the mixture control to FULL RICH.
6.
7.
8.
9.
10.
11.
Brakes -- CHECK.
Voltage and Loadmeters -- CHECK.
Avionics -- ON.
Lights -- AS REQUIRED.
Cabin Temperature and Mode -- AS REQUIRED.
Annunciator Warning Lights -- PRESS-TO-TEST.
Instruments -- CHECK.
CAUTION
Never taxi with a flat shock strut.
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BEFORE TAKE-OFF
1.
2.
3.
With engine speed below 2000 rpm, a diaphragm failure in the engine
driven pump will cause engine roughness and a drop in rpm when the fuel
pump is turned on.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
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TAKE-OFF
POWER SETTINGS:
Take-off and Maximum Continuous .
1.
2.
3.
4.
Cruise Climb
1.
2.
3.
4.
5.
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CRUISE
1.
2.
3.
4.
DESCENT
1.
2.
3.
4.
5.
6.
BEFORE LANDING
1.
2.
3.
4.
5.
6.
7.
ON FINAL
1.
2.
3.
4.
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BALKED LANDING
1.
2.
3.
4.
5.
AFTER LANDING
1. Clear -- CLEAR OF ACTIVE RUNWAYS.
2. Lights -- AS REQUIRED.
3. Engine -- INSTRUMENTS in the GREEN and FUEL BOOST PUMPS OFF*.
4. Airframe & Alt -- FLAPS IDENTIFIED and UP, COWL FLAPS OPEN, TRIM
TABS SET TO ZERO.
5. Radios -- FREQUENCY SET, CLEARANCE OBTAINED, TRANSPONDER TO
STANDBY. (SARTIME?)
*NOTE
Fuel boost pumps may be turned off if
ambient temperature is below 32C.
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5.
6.
The manual extension system is designed only to lower the landing gear;
do not attempt to retract the gear manually.
WARNING
After emergency landing gear extension do not move any landing gear
controls or reset any switches or circuit breakers until aircraft is on jacks as
failure may have been in the gear up circuit and gear might retract on
ground.
VH-TFD (Version: 20131111)
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SINGLE-ENGINE OPERATION
Two major factors govern single-engine operation; airspeed and
lateral/directional control. The aeroplane can be safely manoeuvred or
trimmed for normal hands-off operation and sustained in this configuration
by the operative engine AS LONG AS SUFFICIENT AIRSPEED IS
MAINTAINED.
SINGLE-ENGINE BEST RATE-OF-FLIMB SPEED, 110 kts
The single-engine best rate-of-climb speed is the airspeed which delivers
the greatest gain in altitude in the shortest possible time with gear up,
flaps up, and inoperative propeller feathered.
SINGLE-ENGINE BEST ANGLE-OF-CLIMB SPEED, 100 kts
The single engine best angle-of-climb speed is the airspeed which delivers
the greatest gain in altitude in the shortest possible horizontal distance with
gear up, flaps up, and inoperative propeller feathered
MINIMUM SINGLE-ENGINE CONTROL SPEED, 85 kts
The minimum single-engine control speed is the airspeed below which the
airplane cannot be controlled laterally and directionally in flight with one
engine operating at take-off power and the other engine with its propeller
windmilling
Establish VYSE.
Mixtures, Props, Throttles -- FULL.
Undercarriage -- UP.
Flaps -- RETRACTED.
Identify -- DEAD FOOT = DEAD ENGINE.
Verify -- RETARD THE DEAD ENGINE THROTTLE.
Feather or Fix -- FEATHER DEAD ENGINES PROPELLER.*
Raise the dead -- RAISE DEAD ENGINE APPROX 5 AOB.
Let the ball out of the cage -- REDUCE RUDDER PRESSURE.
Cowl Flap on dead engine -- CLOSED.
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ENGINE FAILURES
ENGINE FAILURE DURING TAKEOFF ROLL
7. Throttle -- CLOSED.
8. Braking -- MAXIMUM.
9. Fuel Selector Valves -- OFF.
10. Battery & Generator Switches -- OFF.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
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PRESSURISATION SYSTEM
Any time the differential pressure goes into the red arc, either reschedule
the cabin altitude selector or dump all pressure with the DUMP switch.
EMERGENCY DESCENT
1.
2.
3.
4.
5.
6.
7.
OPERATIONAL SPEEDS
Minimum Single Engine Control Speed .................................... 85 kts
Single Engine Best Angle of Climb Speed ................................ 100 kts
Single Engine Best Rate of Climb Speed ................................. 110 kts
Two Engine Best Angle of Climb Speed .................................... 99 kts
Two Engine Best Rate of Climb Speed .................................... 120 kts
Cruise Climb Speeds:
Sea Level - 20 000 feet .................................................. 140 kts
20 000 feet- 25 000 feet ................................................ 130 kts
25 000 feet - 30 000 feet ............................................... 120 kts
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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.
ON THE GROUND
If any passengers have any concerns during the flight they should be
encouraged to raise them.
IN FLIGHT
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How you plan on conducting your approach to the aerodrome, and what
clearance or joining procedure you anticipate based on ATIS / AWIS.
Example:
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Example Threat
Management
Extra vigilance of traffic in the circuit through visual means 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
Adverse Weather
ie. Crosswind on landing
Your recency
Aircraft status
ie. COM1 distorted / unreadable
NOTAMS
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.
VH-TFD (Version: 20131111)
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USEFUL INFORMATION
Location
Frequency
Camden
Tower / CTAF(R)
120.1
Ground
121.9
ATIS / AWIS
125.1
NDB
281
Training Area
Sydney Radar
124.55
Bankstown
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
SYDNEY/Bankstown (YSBK)
VH-TFD (Version: 20131111)
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Notes
Notes