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2. Auxiliary Fuel Pump Switch – ON 3. Fuel Selector Valve – OPPOSITE TANK (if it contains fuel) 4. Throttle – HALF OPEN 5. Auxiliary Fuel Pump Switch – OFF FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER 1. Airspeed – 80 KIAS (flaps UP) 70 KIAS (Flaps Down) 2. Mixture – IDLE CUT-OFF 3. Fuel selector Valve – OFF 4. Ignition Switch – OFF 5. Wing Flaps – AS REQUIRED (40º recommended) 6. Master Switch – OFF when landing is assured 7. Doors – UNLATCH PRIOR TO TOUCHDOWN 8. Touchdown – SLIGHTLY TAIL LOW 9. Brakes – APPLY HEAVILY. PRECAUTIONARY LANDING WITH ENGINE POWER 1. Airspeed – 80 KIAS 2. Wing flaps – 20º 3. Slected field – FLY OVER, noting terrain and obstructions, then retract flaps upon reaching a safe altitude and airspeed. 4. Electrical Switches – OFF 6. Wing flaps – 40º (on final approach) 7. Airspeed – 70 KIAS 9. Avionics Power and Master Switches – OFF 8. Doors – UNLACTH PRIOR TO TOUCHDOWN 10. Touchdown – SLIGHLTLY TAIL LOW 11. Ignition Switch – OFF 12. Brakes – APPLY HEAVILY DITCHING 1. Radio – TRANSMIT MAYDAY on 121.5 MHz, giving location and intentions and SQUAWK 7700 if transponder if installed. 2. Heavy Objects (in baggage area) – SECURE OR JETTISON 3. Wing Flaps – 40º 4. Approach – High Winds, Heavy seas – INTO THE WIND Light Winds, Heavy Swells – PARALLEL TO SWELLS 5. Power – ESTABLISH 300FT/MIN DESCENT at 65 KIAS 6. Cabin Doors – UNLATCH 7. Touchdown – LEVEL ATTITUDE AT 300 FT/MIN DESCENT. 8. Face – CUSHION at touchdown with folded coat 9. Airplane – EVACUATE through cabin doors. If necessary, open windows and flood cabin to equalize pressure so doors can be opened. 10. Life vest and raft – INFLATE FIRES DURING START ON GROUND 1. Ignition Switch – START (continue cranking to obtain start) 2. Auxiliary Fuel Pump Switch – OFF If engine Starts: 3. Power – 1700 RPM for a few minutes 4. Engine – SHUTDOWN and inspect for damage If engine fails to start: 3. Ignition Switch – START (continue cranking) 4. Throttle – FULL OPEN 5. Mixture – IDLE CUTOFF 6. Fire Extinguisher – OBTAIN (Have ground attendants obtain if not installed) 7. Engine – SECURE a. Ignition Switch – OFF b. Master Switch – OFF c. Fuel Selector Valve – OFF 8. Fire – EXTINGUISH using fire extinguisher, wool blanket, or dirt. 9. Fire Damage – INSPECT, repair damage or replace damage components or wiring before conducting another flight. ENGINE FIRE INFLIGHT 1. Mixture – IDLE CUTOFF 2. Fuel Selector Valve – OFF 3. Master Switch – OFF 4. Cabin heat and Air – OFF (Except overhead vents) 5. Airspeed – 105 KIAS (if fire is not extinguished, increase glide speed to find an airspeed which will provide an incombustible mixture) 6. Forced Landing – EXECUTE (as described in Emergency Landing without Engine Power) ELECTRICAL FIRE IN FLIGHT 1. Master Switch– OFF 2. Avionics Power Switch – OFF 3. All others Switches (Except ignition switch) – OFF 4. Vents/Cabin Air/Heat -- CLOSED 5. Fire Extinguisher – ACTIVATE (if available) WARNING If an oxigen system is available, occupants should use oxygen masks until smoke and discharged dry powder clears. After discharging an extinguisher within a closed cabin, ventilate cabin. If fire appears out and electrical power is necessary for continuance of flight: 6. Master Switch – ON 7. Circuit Brakers – CHECK for faulty circuit, do not reset. 8. Radio Switches – OFF 9. Avionics Power Switch – ON 10. Radio/Electrical Switches – ON one at time, with delay after each until short circuit is localized 11. Vents/Cabin Air/ Heat – OPEN when it is ascertained that fire is completely extinguished. CABIN FIRE 1. Master Switch – OFF 2. Vents/Cabin Air/Heat – CLOSED (To avoid drafts) 3. Fire Extinguisher – ACTIVATE (if available) WARNING If an oxigen system is available, occupants should use oxygen masks until smoke and discharged dry powder clears. After discharging an extinguisher within a closed cabin, ventilate cabin. 4. Land the airplane as soon as possible to inspect the damage. WING FIRE 1. Navigation light Switch – OFF 2. Pitot heat switch (if installed) – OFF 3. Strobe light switch (if installed) – OFF NOTE Perform a sideslip to keep the flames away from the fuel tank and cabin, and land as soon as possible using flaps only as required for final approach and touchdown. ICING INADVERTENT ICING ENCOUNTER 1. Turn pitot heat switch ON (if installed) 2. Turn back or change altitude to obtain an outside air temperature that is less conducive to icing. 3. Pull cabin heat control full out and rotate defroster control clock-wise to obtain maximum defroster air flow 4. Increase engine speed to minimize ice build-up on propeller blades 5. Watch for sings of carburetor air filter ice and apply carburetor heat as required. An unexplained loss in manifold pressure could be caused by carburetor ice or air instake filter ice. Lean the mixture if carburetor heat is used continuosly. 6. If icing conditions are unavoidable, 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 power requirement approach speed, stall speed, and landing roll. 8. Open the window and if practical, scrape ice form a portion of the windshield for visibility in the landing approach. 9. Use a 10º-20º landing flap setting for ice accumulations of 1 inch or less. With heavier ice accumulations, approach with flaps retracted to ensure adequate elevator effectiveness in the approach and landing. 10. Approach at 90-100 KIAS with 20º flaps and 105-115 KIAS with 0º- 10º flaps, depending upon the amount of ice accumulation. If ice accumulation is unusually large , decelerate to the planned approach speed while in the approach configuration at a high enough altitude wich would permit recovery in the event that a stall buffet is encountered. 11. Land on the main wheels first, avoiding the slow and high type of flare-out. 12. Missed approaches should be avoided whenever possible because of severely reduced climb capability. However, if a go-around is mandatory, make the decision much earlier in the approach than normal. Apply maximum power and mantain 95 KIAS while retracting the flaps slowly in 10º increments. STATIC SOURCE BLOCKAGE (Erroneus Instrument Reading Suspected) 1. Vents and Windows – CLOSED 2. Static Pressure Alternate Source Valve (if installed) – PULL ON 3. Airspeed – Consult calibration table in Section 5 LANDING WITH A FLAT MAIN TIRE 1. Wing Flaps – AS DESIRED (0º – 10º Below 140KIAS, 10º – 40º below 100 KIAS) 2.-Make a normal approach 3. Touchdown – GOOD TIRE FIRST, hold airplane off flat tire as long as possible with aileron control. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS AMMETER SHOWS EXCESSIVE RATE OF DISCHARGE (Full Scale Defelection) 1. Alternator – OFF 2. Alternator Circuirt Breaker – PULL 3. Nonessential Radio/Electrical Equipment – OFF 4. Flight – TERMINATE as soon as practical. LOW-VOLTAGE LIGHT ILLUMINATES DURING FLIGHT (Ammenter Indicates Discharge) NOTE Illumination of the low-voltage light may ocurr during low RPM conditions with an electrical load on the system such as during a low rpm taxi. Under these conditions, the light will go out at higer RPM. The master switch need not be recicled since an over-voltage condition has not occurred to de-activate the alternator system. 1. Avionics Power Switch – OFF 2. Alternator Circuit Breaker – CHECK IN 3. Master Switch – OFF (Both sides) 4. Master Switch – ON 5. Low-Voltage Light – CHECK OFF 6. Avionics Power Switch – ON If low-votage light illuminates again: 7. Alternator OFF 8. Nonessential Radio/Electrical Equipment – OFF 9. Flight – TERMINATE as soon as practical. The aircraft operation is fictional and for simulation purposes only. Cessna U206G Stationair 6 II is a trademark of Textron Innovations Inc. and is used under license to RailSimulator.com d/b/a/ Dovetail Games. Actual C U206G Stationair 6 II Instrument Panel We realize that flightsim enthusiasts are often keen on learning more about the real aircraft behind. To meet this need, here is a full description of the actual Stationair 6 II instrument panel, slightly modified by Carenado in order to make the most of available screen real estate. Wherever constrained by the need to align all panel components within a rectangle, we have attempted to suggest instrument position based on the logic of the description below. The instrument panel is designed around the basic “T” configuration. The gyros are located immediately in front of the pilot, and arranged vertically. The airspeed indicator and altimeter are located to the left and right of the gyros, respectively. The reminder of the flight instruments are located around the basic “T”. Avionics equipment is stacked approximately on the centerline of the panel, with the right side of the panel containing the manifold pressure gauge, tachometer, map compartment, (not simulated) and space for for aditional instruments and avionics equipment. The engine instrument cluster and fuel quantity indicators are on the right side of the avionics stack near the top of the panel. A switch and control panel at the lower edge of the instrument panel, contains most of the switches, controls, and circuit brakers, necessary to operate the airplane. The left side of the panel contains the master switch, auxiliary fuel pump switch, ignition switch light intensity controls, avionics power switch, electrical switches, and circuit breakers. the center area contains the throttle, propeller control and mixture control. The right side of the panel contains the wing flap switch and indicator, cabin heat, cabin air, and defroster control knobs and the cigar lighter. A pedestal, extending from the switch and control panel to the floorboard, contains the elevator and rudder trim control wheels, cowl flap control lever, and microphone bracket. The fuel selector valve handle is located at the base of the pedestal. A parking brake handle is mounted under the switch and control panel, in front of the pilot. A static pressure alternate (not simulated) may also be installed below the switch and control panel. Actual Stationair U206G 6 II Instrument Panel Picture Carenado has designed two instrument panels alternately displaying different stages of flight. Switching is accomplished by means of the Panel Manager on the upper Left screen corner. This is also your source for supplementary subpanels outside the range of the main view. The Panel Manager is removed from view by the Extra Keypad available in all two main panels. Main Panel Meets standard visibility requirements for taxiing, takeoff, instrumental navigation and landing run purposes. VFR Panel Increases the view range for visual approach, runway location and air traffic check purposes. Use optional. Sub-panels As some instruments fall outside the range of the main view, we designed subpanels to bring them up on-screen as required. These are controlled by the Panel Manager and the Extra Keypad shown in the figure below. N.B.: When switching, some sub-panels will exit while others will remain onscreen, notably those providing important flight parameters such as EGT data. Panel Manager Extra Keypad Operates supplementary sub-panels and the Panel Manager controlling them. Instrument name and position: 1.- Navigation Selector Mode 2.- Airspeed Gage 3.- Attitude Gyro 4.- Encoding Altimeter 5.- Digital Clock and External Temperature 6.- Omni Course Indicator Nav 2 7.- Turn Indicator 8.- HSI 9.- Vertical Speed Indicator 10.- Suction gage 11.- Fuel Computer 12.- ADF 13.- Yoke 14.- DME 15.- Battery Master Switch 16.- Auxiliary Fuel Pump Switch 17.- Ignition Switch (Under yoke) 18.- Cabin Light Switches (Under yoke) 19.- Master Avionics (Under yoke) 20.- Lights and Pitot heat Switches (Under yoke) 21.- Toggle Fuel Selector and Pedestal 22.- Extra Key Pad 23.- Radios 24.- Cylinder Head Temperature, Oil Temperature,Oil Pressure, Fuel Quantity Indicators and Ammeter Gages 25.- Manifold Pressure and Fuel Flow Gage 26.- Tachometer 27.- Wing Flaps Flap Switch and Position Indicator 28.- Autopilot Control Unit 29.- Throttle 30.- Propeller Control Knob 31.- Mixture Control Knob 32.- EGT 33.- Magnetic Compass 34.- Rudder trim Control Wheel 35.- Elevator Trim Control Wheel 36.- Cowl Flap Control Lever 37.- Primer 38.- Fuel Selector Valve Handle 1 2 3 4 5 6 7 8 9 10 11 12 13 14 28 15 16 17 18 19 20 22 23 24 25 26 27 28 27 29 30 31 23 24 32 33 34 35 36 37 38 22 21 Some instruments are enhanced for convenient reading while retaining the device’s real form factor within the panel. To easily access the built- in zoom and digital readout features, just click on the top or bottom gauge section, respectively. NAVOMATIC 300-A AUTOPILOT 1.- HDG SEL PUSHBUTTON- Aircraft will turn to and hold heading selected by the heading “bug” on the directional gyro. 2.- NAV INT PUSHBUTTON- When heading “bug” on DG is set to selected course, aircraft will turn to and intercept selected VOR or LOC course. 3.- NAV TRK PUSHBUTTON - When heading “bug” on DG is set to selected course, aircraft will track selected VOR or LOC course 4.- HI SENS PUSHBUTTON –During NAV CAPT or NAV TRK operation, this high sensitivity setting increases autopilot response to NAV signal to provide more precise operation during localizer approach. In low sensitivity position (pushbutton out), response to NAV signal is dampened for smoother tracking of enroute vor radials; it also smooths out effects of course scalloping during NAV operation. 5.- BACK CRS PUSHBUTTON Used with LOC operation only. With A/P switch OFF or ON and when navigation receiver selected by NAV switch is set to a localizer frequency, it reverses normal localizer needle indication (CDI) and causes localizer reversed (BC) light to illumin ate. With A/P switch ON reverses localizer signal to autopilot. 6.- NAV/GPS SWITCH MODE SELECTOR. Selects NAV or GPS mode. 7.- PULL TURN KNOB.- 8.- TRIM. (NOT MODELED) 9.- A/P SWITCH Turn autopilot ON or OFF Virtual Cockpit Each new version of MFS has provided additional enhancements to the capabilities and advantages of the virtual cockpit. Carenado fully leverages this valuable tool and strives as much as possible to place users on the pilot’s seat in the actual airplane. While the VC will afford a view of actual instrument positions, we have gone one step further by recreating a “cockpit atmosphere”. To move about the VC, use the controls below (unless you are using specific addons handling this function): Back: Control + Enter Forward: Control + Backspace Left : Control + Shift + Backspace Right: Control + Shift + Enter External View As is now customary in all our models, Carenado has reproduced the Stationair U206G 6 II in painstaking detail, up to and including animated pilots, cabin door opening controls, and again we have included the ability to open the pilot’s window and even the cargo door. Topping it all off, for your additional enjoyment we have included a set of chocks and a pitot tube cover that activate once the aircraft is properly parked after flight. To open cabin doors and the cargo door, press Shift + E + 2. To open The pilot’s window, press Shift + Tail Hook Up/Down. (If you have not yet assigned this command to your simulator, do it now in the Assignments section). Condition for chock and pitot tube cover activation: Engine off, parking brakes set, master battery off. 1 2 3 4 5 6 7 8 9 Panel operation is contingent on correct use of the checklist and the performance tables included in the pack. THIS MODEL HAS BEEN DEVELOPED BY REAL PILOTS...TESTED AND APPROVED BY REAL STATIONAIR OWNERS AND PILOTS USE FOR FLIGHT SIMULATION ONLY This document is for information and simulation purpose and is intended to be used ONLY with Microsoft Flight Simulator X and Carenado's C U206G Stationair 6 II only. NOT USE FOR REAL PURPOSES Copyright © 2005 By Carenado Carenado Support: support@carenado.com Carenado Contact: contact@carenado.com www.carenado.com GAL.REM Indicates quantity of fuel remaining in fuel tanks, in gallons GAL. USED Indicates quantity of fuel used, in gallons NM/GAL Indicates Range Profile (Nautical Miles per gallon) GAL. TO DESTINATION Indicates gallons required to reach the next waypoint (only works if Flight Plan is active) GAL. RESERVE Indicates gallons remainig when reaching the next waypoint (only works if Flight Plan is active) ENDURANCE Indicates Endurance or Flight Time with remaining fuel. FUEL COMPUTER MAIN SCREEN FUEL FLOW SCREEN (gallons per hour) The aircraft operation is fictional and for simulation purposes only. Cessna U206G Stationair 6 II is a trademark of Textron Innovations Inc. and is used under license to RailSimulator.com Ltd d/b/a/ Dovetail Games. INTRODUCTION Performance data charts on the following pages are presented so that you may know what to espect from the airplane under various conditions, and also, to facilitate the planning of flights in detail and with reasonable accuracy. The data in the charts has been computed from actual flight test with the airplane and engine in good condition and using average piloting techniques. It should be noted that the performance information presented in the range and endurance profile charts allow for 45 minutes reserve fuel based on 45% power. Fuel Flow data for cruise is based on the recommended lean mixture setting.Some indeterminate variables such as mixture leaning technique, fuel metering characteristics, engine and propeller condition, and air turbulence may account for variations of 10% or more in range and endurance. Therefore, it is important to utilize all available information to estimate the fuel required for the particular flight. USE OF PERFORMANCE CHARTS Performance data is presented in tabular or graphical form to illustrate the effect of different variables. Sufficiently detailed information is provided in the tables so that conservative values can be selected and used to determine the particular performance figure with reasonable accuracy. SAMPLE PROBLEM The following sample flight problem utilizes information from the various charts to determine the predicted performance data for a typical flight. The following information is known. AIRPLANE CONFIGURATION Takeoff weight 3050 Pounds Usable fuel 75 Gallons TAKEOFF CONDITIONS Field pressure altitude 1500 Feet Temperature 28ºC (16ºC above standard) Wind component along runway 12 knot headwinds Field length 3500 Feet CRUISE CONDITIONS Total distance 720 nautical miles Pressure altitude 7500 Feet Temperature 16ºC (16ºC above standard) Expected wind enroute 10 knot headwind LANDING CONDITIONS Field pressure altitude 2000 Feet Temperature 25ºC Field length 3000 Feet TAKEOFF The takeoff distance chart, figure 5-4, should be consulted, keeping in mind that the distances shown are based on the short field technique. Conservative distances can be established by reading the chart at the next higher value of weight, altitude and temperature.For example, in this particular sample problem, the takeoff distance information presented for a weight of 3100 pounds, pressure altitude of 2000 feet and temperature of 30ºC should be used and results in the following: Ground roll 1085 Feet Total distance to clear a 50-foot obstacle 2110 Feet These distances are well within the available takeoff field length.However, a correction for the effect of wind may be made based on Note 3 of the takeoff chart. The correction for 12 knot headwind is: 12 Knots * 10%=13%Decrease 9 Knots The results in the following distances corrected for wind: Ground roll, zero wind 1085 Decrease in ground roll (1085 feet * 13%) Corrected ground roll 141 944 Feet Total distance to clear a 50 –foot obstacle, zero wind 2110 Decrease in total distance (2110 feet * 13%) 274 Corrected total distance to clear-foot obstacle 1836 Feet CRUISE The cruising altitude should be selected based on a consideration of trip lenght, winds aloft, and the airplane’s performance. A cruising altitude and the expected wind enroute have been given for this sample problem. However, the power settings selection for cruise must be determined based on several considerations. These include the cruise performance characteristics presented in figure 5-7. The range profile chart presented in figure 5-8, and the endurance profile chart presented in figure 5-9. The relationship between power and range is illustrated by the range profile chart. Considerable fuel savings and longer range result when lower power settings are used. The range profile chart indicates that use of 65% power at 7500 feet yields a predicted range of 802 nautical miles with no wind. The endurance profile chart shows a corresponding 5.5 hours. Using this information, the estimated distance can be determined for expected 10 knot headwind at 7500 feed as follows. Range, zero wind 802 Decrease in range due to wind (5.5 hours * 10 knot headwind) 55 Corrected range 747 Nautical Miles This indicates that the trip can be made without a fuel stop using aproximately 65% power. The cruise performance chart for 8000 feet pressure altitude is entered using 20ºC above standard temperature. These values most nearly correpond to the planned altitude and expected temperature conditions. The power setting chosen is 2200 RPM and 21 inches of manifold pressure, wich results in the following: Power 65% True airspeed 150 Knots Cruise fuel flow 11.7 GPH The power computer may be used to determine power and fuel consumption more accurately during the flight. FUEL REQUIRED The total fuel requirement for the flight may be estimated using the performance information in figures 5-6 and 5-7. For this sample problem, figure 5-6 shows that a normal climb from 2000 feet to 8000 feet requires 3.4 gallons of fuel. The corresponding distance during the climb is 16 nautical miles. These values are for a standard temperature and are sufficiently accurate for most flight planning purposes. However, a further correction fotr the effect of temperature may be made as noted on the climb chart. The aproximate effect of a non-standard temperature is to increase the time, fuel, and distance by 10% for each 10ºC above standard temperature, due to the lower rate of climb. In this case, assuming a temperature 16ºC above standard, the correction would be: 16ºC * 10%=16% Increase 10ºC With this factor included, the fuel estimate would be calculated as follows: Fuel to climb, standard temperature 3.4 Increase due to non-standard temperature (3.4 * 16%) 0.5 Corrected fuel to climb 3.9 Gallons With an expected 10 knot headwind, the groud speed for cruise is predicted to be: 150 -10 140 Knots Therefore, the time required for the cruise portion of the trip is: 701 Nautical Miles = 5.0 Hours 140 Knots The fuel required for cruise is: 5.0 hours * 11.7 gallons/hour =58.5 Gallons The total estimated fuel required is as follows: Engine start, taxi, and takeoff 2.0 Climb 3.9 Cruise 58.5 64.4 Gallons This will leave a fuel reserve of: 75.0 -64.4 10.6 Gallons Once the flight is underway, ground speed checks will provide a more accurate basis for estimating the time enroute and the corresponding fuel required to complete the trip with ample reserve. LANDING A procedure similar to takeoff should be used for estimating the landing distance at the destination airport. Figure 5-10 presents landing distance information for the short field technique. The distances corresponding to 2000 feet pressure altitude and temperature of 30ºC are as follows: Ground roll 680 Feet Total distance to clear a 50-foot obstacle 1450 Feet A correction for the effect of wind may be based on Note2 of the landing chart using the same procedure as outlined for takeoff. The aircraft operation is fictional and for simulation purposes only. Cessna U206G Stationair 6 II is a trademark of Textron Innovations Inc. and is used under license to RailSimulator.com d/b/a/ Dovetail Games.