Beechcraft C24R Sierra Pilot's Operating Handbook

as comfortable as the front.. The wing spar runs under the seat, so a ledge protrudes into the floor space available for back-seat passengers. The pilot and copilot gain the advantage in this ar- rangement, however, as the placement of the wing so far aft allows a good view down from the front seats, an un- usual bonus for a low-wing aircraft. Visibility forward and to the sides is equally good. Having had a bit of time in the whole line, including the Duch- ess, I was used to the slightly nose- down attitude to which transitioning pilots might take a while to adjust. The view within the cabin adds to the pilot's comfort as well. The panel is laid out well, with the basic T arrange- ment of essential flight instruments in front of the pilot. Fuel gauges are to the bottom left of the panel. The ignition switch is just above the gauge, so key rings or tags hide the gauge for the left tank. The stabilator trim control is located between the two front seats, and an op- tional electric trim is available for the There is spaciousness for the larger pilots yet accessibility for shorter operators. control wheel. The operation of the mechanism is slow. Gear and flap switches are conven- tionally placed: reach to the left of the power quadrant for the gear and to the right for the flaps, if the aircraft has the optional electric flaps. If it has the stan- dard manual flaps, the handle is lo- cated on the floor. The manual flaps, interestingly, have 15-, 25- and 35-de- gree detents (and require a muscle that I do not use often to haul in the 35- degree position). The electric flaps have 10- and 20-degree indications (and a green radial marked for 15 degrees, which is used for takeoff). There are, however, no detents, so the pilot must glance over to see when the right selec- tion has been made. If the switch is not returned to Off, or neutral, the flaps keep going. Once full flaps have been lowered, the motor does stop; a limit switch automatically shuts off power. A preselect system for the electric flaps, such as that on the larger Cessnas, would be a good idea. The landing gear system, similar to that on the Duchess, is straightforward. Since the basic Musketeer aircraft had inboard fuel tanks (and small ones at that), there was no room for the gear to retract inward. Beech elected to pull the gear outward, rather than move the tanks farther outboard. This would make fuel burn-off affect the roll axis more. The nosewheel, which is differ- ent from the Duchess's reversed Bo- nanza nose gear, pivots 90 degrees to the right before retracting. Retraction is slow-it takes 10 sec- onds. Put the gear switch Up on takeoff and there is a long wait for the in-tran- sit red light to go out, indicating the wheels are all up. Gear extension speed is 135 knots indicated. The Duchess has oleo struts for shock absorption; the Sierra's rubber disks, or doughnuts, like the Mooney's, provide a bouncier ride. A landing at a well- tended grass strip demonstrated the spring in the Sierra's system quite well. . The gear is retracted by an electri- cally driven hydraulic pump. Hydraulic pressure holds it in place, and when the gear switch is moved to the Down position, hydraulic pressure is relieved and the gear extends. Emergency extension is simple. There is a valve on the floor between the pilot's feet that need only be turned 90 degrees with a special emergency extension wrench for the gear to drop. The wrench, stored by the pilot's left foot, is handy for opening the vault- like fuel-tank caps and for draining the sumps-but be careful not to lose it. The fuel-selector valve also is on the floor, between the two front seats. Ear- lier models had nothing to prevent in- advertent turning to the Off position, AOPA PILOT • 73 4 . but newer models have a stop on the guardrail that "minimizes the possibil- ity" of accidental shutoff. The feature is available as a retrofit on the earlier models and is a worthwhile addition to the used Sierra. There are no definite detents to sig- nal the right placement of the selector. The Sierra, like the Mooney and the Arrow, is not a "throw everything in and go" airplane. Weight and balance is an important consideration, espe- cially if the aircraft has the optional fifth and ·sixth seats. This adds 38 pounds to the weight of the aircraft; then there is the loading to figure out. While plotting out the weight and balance for my Sierra flights, I discov- ered that it was possible to carry six FAA-standard 170-pound people if the fuel load were limited to the just-legal 45-minute reserve. Or, you could squeeze in six 100-pound people and carry full fuel. For a family with more than two small children, the third row of seats might make sense; in a rental aircraft, it is an invitation to careless loading. The loading envelope is narrow, and with the wing and fuel tanks behind the front seats, careful figuring is in order. On one of my flights, with full fuel, 395 pounds of pilot and copilot and 60 pounds of baggage, we just had room for a 94-pound passenger in the second row of seats. After an initial difficulty starting the engine, 1 found that treating it as a hot start each time, regardless of whether or not the engine had been run re- cently (even though the weather was moderate), produced an instant start. The hot-start procedure calls for open throttle and mixture at idle cutoff until the engine fires. When the engine was actually cold, a short shot of boost pump while cranking the ignition was all that was needed. Ken Johnson, customer service repre- sentative at Lycoming, said that the fuel injection engine has a tendency to overboost or overprime and that this procedure works best anytime the tem- perature is warm. Crack the throttle, turn over the engine with mixture in idle cutoff and bring in the mixture as the engine starts. After an engine is warmed and is shut down, there is a possibility of fuel vapor in the line getting hotter; the only way to cool it down is to run fuel through. So the technique is to be cau- tious, use the boost pump (normally not used in hot starts) to clear the fuel line, then proceed with the hot-start procedure. An open throttle provides the air to help clear the lines. Another problem in starting, not ex- clusive to the Sierra, is the possibility that the starter may remain engaged af- ter the engine fires. Beech has added a starter-engaged warning light next to the magneto switch to alert the pilot. It is illuminated anytime electrical power is being supplied to the starter. If the starter remains engaged, it will be dam- aged and there will be a loss of electri- cal power. Aircraft built before serial number MC-731 do not have a warning light; it is necessary to monitor the am- meter to make sure the starter is not engaged after start-up. This technique also should be used if the warning light is inoperative. Although the Sierra has the same en- gine as the Arrow and the 201, there are minor differences in the three ver- sions of the basic engine. The Mooney's IO-360-Al B6D has a dual Bendix mag- neto in one unit, while the Beech AIB6 and Arrow CIC6 engines have two in- dividual magnetos; the Arrow CIC6 has a 14-degree injector adapter and a rear air inlet. Speed may not be the Sierra's forte, but the brand-new one I flew per- formed consistently better than what the book called for, and this was with two chunky Beech fiftieth anniversary gold medallions glued to either side of the cowling, which should have slowed it down if anything. On one test run, at 4,500 feet, with a temperature of 17°C, 24 inches of man- ifold pressure and 2,500 rpm produced a true airspeed of 135 knots (book fig- ure was 133). Later, at 5,000 feet, 10°C, 2,600 pounds, 24 inches manifold pressure and 2,400 rpm, true airspeed was 140 knots. On most of the trip, I ran at 140 knots true at 75-percent power. Since AOPA PILOT • 75 continurd the engine had less than 50 hours when I started out, I did not run any checks at lower power settings. Fuel consumption averaged 10.3 gph. Although the Sierra does not carry the reputation of being a hot ship to land, it is not an easy-landing airplane. (I find the Mooney, which does have the hot reputation, easier.) In the Si- erra, the pilot may tend to flare too high, and it is difficult to get the feel of the airplane. The landing difficulties show up in the accident reports. Hard landings and ground loops (yes, ground loops) are problem areas, ac- cording to National Transpor.tation Safety Board statistics. (Stall/spin acci- dent rates, for the whole Beech light- single line, were high also.) A couple of circuits of practice land- ings will have the pilot who usually greases it on proficient in the Sierra as • Why would Beech Aircraft change the per- fectly good names of proven designs? Mar- keting, of course. A. change in Beech's mar- keting stance on the three Musketeers- the Sport III, the Super and the Custom II-switched the aircraft from the busi- ness/utility market to the trainer/renter market. It split the trio (calling them the Sport, the Sundowner and the Sierra) and established Beech Aero franchises, fixed- base operations designed to broaden Beech sales and service by reaching more of the public. Beech was not very successful in capturing more of the trainer market until it produced the Skipper; however, the Si- erra and Sundowner have become well- known as transition airplanes. Developed from the Model 23, the three Beechcraft went through very different growth patterns for one to be a primary trainer and the other two to be progres- sively more sophisticated transition aircraft. 1961 • The Beech Model 23 Musketeer was first flown; it had a l60-hp Lycoming 0-320-D2B engine. 1962 • The Model 23 was introduced to the public. 1964 • The Model A23 Musketeer had a different engine-the l65-hp Con- tinental 10-346-A, a four-cylinder derivative of the 10-520. It was the only aircraft to use the engine. 1966 • The Model 19 Musketeer Sport 111, a l50-hp trainer, was introduced with the Super A23-24, the fixed- gear, 200-hp fuel-injected predeces- sor of the Sierra, joining the stan- dard l65-hp A23 Custom Ill. 1968 • The B23 Musketeer was introduced with a lBO-hp Lycoming 0-360- A2G to replace the A23's 10-346-A. 1970 • The C23 and the B19 were intro- duced with higher gross weights. The Super R A24R retractable, the true predecessor of the Sierra, was announced. It had the Super's 10- 360-A2B engine, a wider fuselage, a single cockpit door and no baggage door. It cruised at 140 knots, Beech said, and was known affectionately as Super Mouse. 1971 • The Super R was given a second cockpit door and a baggage door on the left side. 1972 • The Musketeer gave way to new names. The Musketeer Sport be- came the Sport B19, the Musketeer Custom became the Sun downer C23, and the Musketeer Super R became the Sierra A24R. The Mus- keteer Super was discontinued. 1974 • The Sierra B24R was recertified with a new engine-the Continen- tal 10-360-AlB6. It also was given a Hartzell propeller, a new instru- ment panel, quadrant engine con- trols, a larger baggage door and an improved cowling. Cruise was listed as 131 knots. 1975 • Soundproofing was added to the Sierra model. 1977 • The Sierra 200 B24R became the C24R. Aerodynamic cleanups in- cluded reducing the gaps at the hinges of the aileron system, wheel-well fairings were added to reduce drag. A two-inch-Iarger pro- peller added more thrust, and there was a five-gallon increase in usable fuel capacity. 1981 • The C24R series, after serial num- ber MC-674, switched to a 28-volt electrical system. (The older aircraft haJ a l4-volt system.) 0 continURd well. I landed at a couple of 1,800-foot strips with ease. Keep the approach speed at 70 knots to prevent it from floating too much and keep a bit of power for last-minute maneuverings. The Sierra handles well in the air. Although aileron control is slightly stiff, it is not heavy; neither is the stabilator. On the whole, handling is sprightly, but one should not expect a baby Bonanza; the Sierra does not have the same crisp handling. It does not handle too well in turbulent air; a take- off from a short strip in extremely gusty conditions had the aircraft wal- lowing through the climb to more sta- ble air. I did my initial instrument training in an early Musketeer, how- ever, and found it relatively stable. Stalls provide a definite, but gentle, break, but the high stall speed (60 knots dirty) should be kept in mind. Altitude loss was minimal. The solid aircraft has had few serious maintenance problems, but there are a scattering of airworthiness directives on the engine and accessories. An in- spection for cracks and other structural damage to the forward wing-attach- point brackets was required for some early models-A24, A24R and B24R- in 1973, and replacement of the flap control weld assembly was required in 1978 for certain A24Rs, B24Rs and C24Rs. Piston pins were the subject of a 1973 directive on the 10-360, and a new oil pump was required on early-1970s models. Oil pumps were the subjects of the most recent airworthiness directive. Traditionally, about half of the Sierra production run has gone to Aero Cen- ters and the rest to individual owners. Aero Centers generally keep the air- craft for two years before putting them on the market. Carrying a used-aircraft price tag that is generally lower than that of an equivalent used Mooney or Arrow, the Sierra becomes a more at- tractive purchase for those who like the Beech quality and the aircraft's comfort and manageability but do not like the price of a new model. 0 BEECH SIERRA C24R Base price $68.500 Price as tested $103.000 AOPA Pilot Operations/Equipment Category': IFR Performance Takeoff distance, ground roll l.IOO ft Takeoff distance over 50-ft obst 1.600 ft Max demonstrated crosswind component 17 kt Rate of climb, sea level 950 fpm Max level speed, sea level 168 kt Length Height Wingspan Wing area Wing loading Power loading Seats Cabin length Cabin width Cabin height Empty weight Em pty weigh t, as tested Gross weight Useful load Useful load, as tested Payload w /full fuel Payload w!full fuel. as tested Max takeoff weight Max landing weight Fuel capacity 131 kt/630 nm (61 pph/lO.2 gph) 135 kt/640 nm (61 pph/10.2 gph) @ 65% power, best economy 5,000 ft rsv, std fuel. 123 kt/654 nm (54 pph/9 gph) 125 kt/664 nm (54 pph/9 gph) ] 12 kt/680 nm (48 pph/8 gph) 114 kt/682 nm (48 pph/8 gph) 15,385 ft 17,430 It 1,450 ft 850 ft @ 55'11 power, best econom y 5,000 ft 8,000 ft 8,000 ft 8,000 ft Cruise speed/Range w/45-min 2,600 Ib (fuel consumption) @ 75% power, best economy 5,000 ft Service ceiling Absolute ceiling Landing distance over 50-ft obst Landing distance, ground roll Limiting and Recommended Airspeeds Vx (Best angle of climb) 71 KIAS Vy (Best rate of climb) 85 KIAS Va (Design maneuvering) 125 KIAS Vfe (Max flap extended) 96 KIAS Vie (Max gear extended) 135 KIAS Vlo (Max gear operating) 135 KIAS Vno (Max structural cruising) 143 KIAS Vne (Never exceed) 193 KIAS Vr (Rotation) 66 KIAS VSl (Stall clean) 65 KIAS Vso (Stall in landing configuration) 60 KIAS All wecificatiolls are hased Oil mallufacturer's caleulatiolls. All performallft' figures are hased 011 stalldard day, stalldard atmosplrere, at St'a level, rmless olllerwise noted. ·0l'eral;ons!u,ll;l'mcnl Cate,~'JrY is defilled ill IUlle 1982 Pilot. p. 93 ami refk'cts tlris aircraft's maximum potelltial. Specifications Lycoming IO-360-AIB6, 200 hp, fuel injected, 4-cylinder Hartzell constant-speed, 2-blade, 76 in dia 25 ft 9 in 8 ft I in 32 ft 9 in 146.4 sq ft 18.8 Ib/sq ft 13.8Ib/hp 4-6 7 ft II in 3 ft 8 in 4 ft 1,7201b 1,865.llb 2,758 Ib 1,038lb 882.91b 694.8 Ib 539.7 Ib 2,750 Ib 2,750 Ib 358.8 Ib (343.2 Ib usable) 59.8 gal (57.2 gal usable) 8 qt 270 lb, 19.5 cu ft Powerplant Propeller Oil capacity Baggage capacity