Maneuvers Profiles

• 140 KIAS (Baron/Travel Air) • Begin at Approach – Level power setting with flaps and gear up • Additional power will be required to maintain airspeed in the turn • Significant back pressure will be required to hold altitude, especially in the 55° bank turn • Maintaining coordinated flight requires more rudder than most Beech pilots normally use • Point out tendency to enter a spiral if altitude and airspeed are not maintained • The spiral tendency is greater in a left turn due to propeller left turning tendencies 3 4 5 1 2 ©2013 ABS Air Safety Foundation, Inc. www.bonanza.org 1 • Begin from at least 3000 ft AGL • Entry speed: • 100 KIAS (Bonanza/ Debonair) • 120 KIAS (Baron/Travel Air) 2 3 4 5 • Demonstrate positive stability in pitch and yaw • Brief the neutral to slightly negative stability in roll • Enter a steep bank but provide no back pressure • Allow airspeed and bank to increase as the nose pitches downward • Recover at VA or 60° bank, whichever occurs first • Throttle(s) IDLE, wings LEVEL • Permit the nose to rise to the climb attitude • Apply FORWARD control pressure as needed to prevent the nose from rising too steeply Spiral Demonstration • Discuss the speed, vertical speed and G-load that might result from a spiral entry from cruise flight • Discuss extending landing gear if airspeed enters the yellow arc in an actual emergency 1 2 3 4 5 Slow Flight ©2013 ABS Air Safety Foundation, Inc. www.bonanza.org 1 • Enter from cruise speed • Manifold pressure 12” to 14” • Cowl flaps OPEN (if equipped) • Mixture(s) FULL RICH • Landing gear DOWN • Flaps FULL 2 3 4 5 •Airspeed: • 70-75 knots (Bonanza/ Debonair) • VMCA +10 knots (Baron/ Travel Air) • Add power to hold altitude • MDA Level PAC +2”MP or as needed • Pitch controls airspeed, power controls altitude • Requires significant right rudder, even in turns to the left • Make turns to headings • Make constant rate climbs and descents as time permits • Recover at a constant altitude • Pay close attention to CHTs and oil temperature throughout the maneuver • Recover whenever CHTs or oil temperature require 1 2 3 4 5 Power-Off/ Approach Stall ©2013 ABS Air Safety Foundation, Inc. www.bonanza.org 1 Enter with: • Power 15” MP • Mixture(s) FULL RICH • Gear DOWN • Flaps DOWN 2 3 4 5 • Gradually increase back pressure to stall • Level wings as necessary with rudder, not aileron • Initially recover without power, to demonstrate lift is generated by angle of attack • Recover to a climb attitude with power in coordinated flight • Maintain neutral ailerons • Retract FLAPS, then GEAR • Repeat with power application at the beginning of recovery • Repeat using 25° bank and Approach flaps prior to the stall • Simulating base-to-final overshoot • Level wings with rudder BPPP Limitations: • Do not perform stalls with fuel in tip tanks • Do not perform stalls with more than one person in the rear seats Reaching final approach speed: • Establish final approach attitude • Power 10-11” MP • Wings level, coordinated flight 6 • Emphasize rudder coordination, leveling wings with rudder (not aileron), and traffic avoidance throughout the maneuver 1 2 3 4 5 6 Power-On/ Departure Stall ©2013 ABS Air Safety Foundation, Inc. www.bonanza.org 1 Enter with: • Power 15” MP • Mixture(s) FULL RICH • Gear DOWN • Flaps UP 2 3 4 5 • Level wings as necessary with rudder, not aileron • Recover to a shallow climb attitude with power in coordinated flight • Positive rate, then Gear UP • Repeat using 25° bank and Approach flaps prior to the stall • Simulating turn after takeoff • Level wings with rudder, not aileron Reaching normal climb speed: • Establish climb attitude • Power 20” MP • Wings level, coordinated flight • Gradually increase back pressure to stall • Emphasize rudder coordination, leveling wings with rudder (not aileron), and traffic avoidance throughout the maneuver BPPP Limitations: • Do not perform stalls with fuel in tip tanks • Do not perform stalls with more than one person in the rear seats 1 23 4 5 Accelerated Stall: Effect of Bank ©2013 ABS Air Safety Foundation, Inc. www.bonanza.org 1 • Airspeed: below VA • Mixture(s) FULL RICH 2 3 4 • Note the indicated airspeed at which stall warning occurs • Recover at stall warning by releasing back pressure, then rolling the wings level with coordinated controls • Increase back pressure rapidly • Establish a steep bank • Emphasize rudder coordination, leveling wings with rudder (not aileron), and traffic avoidance throughout the maneuver BPPP Limitations: • Do not perform stalls with fuel in tip tanks • Do not perform stalls with more than one person in the rear seats 1 2 3 4 Accelerated Stall: Effect of Pitch ©2013 ABS Air Safety Foundation, Inc. www.bonanza.org 1 • Power IDLE • Mixture(s) FULL RICH • Gear DOWN • Establish a glide at 90-95 knots 2 3 4 • Note the indicated airspeed at which stall warning occurs • Recover at stall warning by releasing back pressure • Level wings as necessary with rudder, not aileron • Increase back pressure rapidly • Establish a steep climb attitude • Emphasize rudder coordination, leveling wings with rudder (not aileron), and traffic avoidance throughout the maneuver BPPP Limitations: • Do not perform stalls with fuel in tip tanks • Do not perform stalls with more than one person in the rear seats 2 1 3 4 Go-Around or Trimmed Stall ©2013 ABS Air Safety Foundation, Inc. www.bonanza.org 1 • Set up for a Power Off/ Approach stall 2 3 5 • Note the indicated airspeed at which stall warning occurs • Recover by pushing the nose down to a slight climb attitude at the first stall indication or if full rudder if required to maintain directional control • Level wings as necessary with rudder, not aileron • At 75-80 knots (Bonanza/ Debonair) or 95-100 knots (Baron/Travel Air), raise the nose to 15° up • Add full power • Emphasize rudder coordination, leveling wings with rudder (not aileron), and traffic avoidance throughout the maneuver BPPP Limitations: • Do not perform stalls with fuel in tip tanks • Do not perform stalls with more than one person in the rear seats 4 • Note the need to push forward against the trim to avoid excessive pitch-up 2 1 34 5 Manual Landing Gear Extension ©2012 ABS Air Safety Foundation, Inc. • Follow the checklist! • Slow the airplane to 100 – 110 knots • Turn the hand crank approximately 15 turns • Sit up, confirm attitude, look for traffic • Add 1 to 2” MP Repeat the technique: • Crank 15 turns • Confirm attitude • Look for traffic • Add 1 to 2” MP Then: • Crank 10 turns (it will get harder) • Confirm attitude • Look for traffic • Add 1 to 2” MP And finally: • Crank 10 turns or until it will go no further • Confirm attitude • Look for traffic • Add 1 to 2” MP www.bonanza.org Engine Failure and Glide Demonstration Bonanza/Debonair ©2013 ABS Air Safety Foundation, Inc. www.bonanza.org 1 • Cool the engine before beginning the maneuver • Limit glide to 2000 to 3000 feet of altitude loss • Simulate engine failure with a gradual throttle reduction 2 3 5 • Establish Best Glide speed • Note the pitch attitude: ~5° down • Note vertical speed: ~1500-1700 fpm • Gear UP • Flaps UP • Cowl flaps CLOSED • Committed to glide: PULL propeller control fully aft to the low RPM position • Adjust pitch to maintain Best Glide speed • Note the pitch attitude: LEVEL • Note vertical speed: ~500 – 700 fpm 4 • Simulate attempting engine restart • Switch fuel tanks • Mixture: FULL RICH (except turbocharged) • Auxiliary fuel pump ON/HIGH • Magneto switch BOTH • Alternate air handle PULL BPPP Limitation: • Do not descend below 500 AGL unless landing on a paved runway at least 4000 feet long 6 • Recover by advancing the propeller, then gradually increasing throttle VSI VSI 1 2 3 4 5 6 High key 2500 ft AGL MIDFIELD Downwind key 1500 ft AGL Base key 1000 ft AGL Straight-in key 800 ft AGL ©2013 ABS Air Safety Foundation, Inc. www.bonanza.org Forced Landing BPPP Limitation: • Paved runway at least 4000 feet long • Cool the engine before beginning the maneuver •Start from the High Key position and altitude • Simulate engine failure with a gradual throttle reduction 1 • Establish Best Glide speed • For training purposes and to ensure power in the event of a go-around: • Manifold pressure: 10-11 inches • Propeller: High RPM • Gear DOWN • Vertical speed: ~700 fpm to simulate glide 2 •~25° bank continual gliding turn from any Key position • Vary bank to compensate for wind 3 • Demonstrate increasing IAS to increase vertical speed 4 • Be ready to go around at any time 5 Normal Landing ©2013 ABS Air Safety Foundation, Inc. www.bonanza.org BPPP Limitations: • Paved runway • After landing, do not reconfigure the airplane until coming to a complete stop • Touch-and-goes are prohibited • If landing gear is not down at 500 ft AGL, go around • Approach-Level configuration in the pattern • Gear down to go down 1 • Final GUMP check at 500 feet AGL • Do not switch fuel tanks 2 • Slow to 50–foot speed in landing configuration over the runway threshold 3 • Keep weight off nosewheel during rollout • Use brakes sparingly 4 Crosswind Landing ©2013 ABS Air Safety Foundation, Inc. www.bonanza.org • Approach-Level configuration in the pattern • Gear down to go down 1 • Final GUMP check at 500 feet AGL • Do not switch fuel tanks 2 • Slow to 50–foot speed plus ½ the gust factor in landing configuration over the runway threshold • In very gusty conditions, use partial flaps and add five additional knots to final approach speed 3 BPPP Limitations: • Paved runway • After landing, do not reconfigure the airplane until coming to a complete stop • Touch-and-goes are prohibited • If landing gear is not down at 500 ft AGL, go around • Carry a small amount of power during the flare • Close the throttle(s) fully after touching down • Keep weight off nosewheel during rollout • Use brakes sparingly 4 Short-Field Landing ©2013 ABS Air Safety Foundation, Inc. www.bonanza.org • Approach-Level configuration in the pattern • Gear down to go down 1 • Final GUMP check at 500 feet AGL • Do not switch fuel tanks 2 • Reduce power on final approach to create a steeper glide path • Slow to 50–foot speed in landing configuration over the runway threshold • Add ½ the gust factor in gusty wind conditions 3 BPPP Limitations: • Paved runway • After landing, do not reconfigure the airplane until coming to a complete stop • Touch-and-goes are prohibited • If landing gear is not down at 500 ft AGL, go around •Add a small amount of power to cushion touchdown •Close the throttle(s) fully after touching down • Keep weight off nosewheel during rollout • Use brakes as needed but do not lock brakes 4 Soft-Field Landing ©2013 ABS Air Safety Foundation, Inc. www.bonanza.org BPPP Limitations: • After landing, do not reconfigure the airplane until coming to a complete stop • Touch-and-goes are prohibited • If landing gear is not down at 500 ft AGL, go around • Approach-Level configuration in the pattern • Gear down to go down 1 • Final GUMP check at 500 feet AGL • Do not switch fuel tanks 2 • Slow to 50–foot speed in the landing configuration over the runway threshold • Fly onto the surface with a small amount of power at the slowest safe speed 3 • Continue to hold back pressure to keep the nose up during rollout and after you transition to taxi • Avoid using brakes 4 Go-Around/ Missed Approach ©2013 ABS Air Safety Foundation, Inc. www.bonanza.org VYSE 1 1 2 3 3 2 4 Baron/Travel Air • Apply full power • Mixtures • Throttles • Propellers • Maintain rudder coordination • Establish slight climb (+5°) • Verify a positive rate of climb • Retract flaps • Retract landing gear • Accelerate through VYSE • Open cowl flaps 1 2 • When clear of obstacles, adjust attitude to VYME attitude (+7°) and enter climb 4 3 • If needed to clear obstacles, adjust attitude to VXME (+12°) Missed Approach Do not pitch to VX attitude • Bonanza/Debonair: Establish VY at Step 1 • Baron/Travel Air: Establish VYME at Step 3. Bonanza/Debonair • Apply full power • Mixture • Throttle • Propeller • Maintain rudder coordination • Establish VX attitude (+10°) • Verify a positive rate of climb • Retract flaps • Retract landing gear • Open cowl flaps, if equipped 1 2 • When clear of obstacles, adjust attitude to Vy attitude (+7°) and enter climb 3