PH-TDS Procedures Quick Reference Guide

• When doing ECU Swap test, verify (slight) engine shake Vliegclub Schiphol Version 0.7, March 2013 PH-TDS Procedures Quick Reference Guide Page 5 Fuel System and Fuel Transfer Operations • During normal operation fuel is taken from the main (left) tank only. • The auxiliary (right) tank cools warm fuel returned from the engine. • Fuel flows back to the main tank automatically, but an imbalance between tanks may occur because of differential flow rates to/from the engine. • To keep tanks balanced (+/-­‐ 20 liter difference), fuel must be transferred manually from the auxiliary tank to the main tank by activating the fuel transfer pump. • The transfer pump turns off automatically to avoid overfilling the main tank. • If the pump is not turned off, it will continue pumping each time the fuel level in the main tank drops, but only as long as there is fuel in the auxiliary tank. • The G1000 fuel transfer status indication is illuminated only while the pump is running. • The fuel system runs on mechanical engine-­‐driven pumps. • The EMERGENCY TRANSFER value (near the throttle) activates an electric pump that transfers fuel directly from the auxiliary tank to the engine. • CAUTION: The EMERGENCY TRANSFER pump bypasses the main tank, meaning that fuel starvation will occur if the EMERGENCY TRANSFER value is set on and the auxiliary tank becomes empty, even if fuel remains in the main tank. Vliegclub Schiphol Version 0.7, March 2013 PH-TDS Procedures Quick Reference Guide Page 6 Summary of Basic Operational Procedures Vliegclub Schiphol Version 0.7, March 2013 PH-TDS Procedures Quick Reference Guide Page 7 Traffic Pattern Power/Settings Summary Vliegclub Schiphol Version 0.7, March 2013 PH-TDS Procedures Quick Reference Guide Page 8 Normal Takeoff and Climb SET UP • Line up on the runway centerline and align the nose wheel • Select a reference point straight out for maintaining the runway centerline PERFORMANCE 1. Gradually apply full power • Check Load at 100% • Check engine gauges on MFD 2. Verify “airspeed alive” 3. Rotate at VR (50/55/59 KIAS) 4. Trim for VY after liftoff (55/60/66 KIAS, flaps T/O) 5. Clear of obstacles: • Retract flaps • Trim for 73 KIAS 6. At 500’ AGL: • If staying in traffic pattern, trim for ~100 KIAS • If departing traffic pattern, continue climb at 73 KIAS to cruise 7. Verify checklist departure and climb items Takeoff and Climb Profile Vliegclub Schiphol Version 0.7, March 2013 PH-TDS Procedures Quick Reference Guide Page 9 Crosswind Takeoff and Climb SET UP • Align the aircraft with the runway centerline and properly straighten the nose wheel • Turn the control stick fully into the wind PERFORMANCE 1. Gradually apply full power • Check Load at 100% • Check engine gauges on MFD • Cross-­‐control with aileron 2. Verify “airspeed alive” 3. As aircraft accelerates, gradually reduce aileron deflection • Light braking may be used for directional control ONLY if necessary 4. Rotate at a slightly higher than normal speed (61 KIAS) 5. Trim for VY after liftoff (66 KIAS, flaps T/O) 6. At a safe altitude above the runway: • Establish a crab into the wind to correct for drift • Maintain crab angle by heading control, coordinate with rudder 7. Clear of obstacles: • Retract flaps • Trim for 73 KIAS 8. At 500’ AGL: • If staying in traffic pattern, trim for ~100 KIAS • If departing traffic pattern, continue climb at 73 KIAS to cruise 9. Verify checklist departure and climb items • NOTE: taxiing in crosswind conditions is easy because of low-­‐wing profile. Keep wind-­‐side wing low after lift-­‐off. • NOTE: maximum crosswind component is 18 Kt. Vliegclub Schiphol Version 0.7, March 2013 PH-TDS Procedures Quick Reference Guide Page 10 Normal Approach and Landing SET UP • Determine active runway and local procedures • Standard traffic pattern entry at 60-­‐65% power • Complete LANDING checklist at mid-­‐field PERFORMANCE Abeam touchdown point 1. Reduce power to 50% 2. Flaps T/O below 108 KIAS 3. Descend at 90 KIAS, 500 fpm 45º from touchdown point 4. Turn base leg (max bank 30º) 5. Flaps LDG 6. Descend at 80 KIAS, 500 fpm Final approach (500’ AGL) 7. Turn final (max bank 30º) 8. Adjust power to maintain 70 – 75 KIAS 9. Use pitch and power adjustments to maintain proper glide path Round-out and Touchdown 10. Begin flare at appropriate altitude • CAUTION: Watch for starting flare too high, resulting in bouncing the airplane or stalling above the runway and damaging the landing gear. 11. Allow the airplane to descend gradually 12. Increase back pressure for touchdown with the nose slightly high • CAUTION: Watch for excessive nose high attitude to avoid tail strike. 13. Touchdown main wheels first Roll-out 14. Gradually increase back pressure to keep the nose wheel off the runway 15. Maintain directional control on the runway centerline with rudder/brakes Approach and Landing Profile Vliegclub Schiphol Version 0.7, March 2013 PH-TDS Procedures Quick Reference Guide Page 11 Crosswind Approach and Landing SET UP • Determine active runway and local procedures • Standard traffic pattern entry at 65% power • Determine crab angle for normal downwind track • Complete LANDING checklist at mid-­‐field PROCEDURE • Follow items 1 – 6 for Normal Approach and Landing • On base leg it may be necessary to crab slightly to maintain a perpendicular course to the runway Final approach (500’ AGL) 7. Turn final (max bank 30º) 8. Adjust power to maintain 70 – 75 KIAS 9. Use pitch and power adjustments to maintain proper glide path 10. Establish crab angle that will maintain track on the runway centerline Round-out and Touchdown 11. When landing is assured, align the nose with the runway 12. Counteract with drift by banking slightly into the wind 13. Begin flare maintaining proper crosswind correction inputs • NOTE: Watch for starting flare too high, resulting in bouncing the airplane or stalling above the runway and damaging the landing gear. 14. Allow the airplane to descend gradually • Keep the nose aligned with the runway • Counteract drift by maintaining bank into the wind 15. Allow the airplane to touchdown with the nose slightly high. • CAUTION: Watch for excessive nose high attitude to avoid tail strike. • Touchdown main wheels first • As the airplane touches down, the upwind main should touchdown first, followed by the other. Roll-out 16. Gradually increase back pressure to keep the nose wheel off the runway 17. As airspeed decreases, increase aileron deflection 18. Maintain directional control on the runway centerline • Use brakes sparingly and only if necessary • NOTE: Add 1/2 of steady wind factor to approach speed. Example: Wind @ 10 gusting to 20, increase approach speed 5 KIAS Vliegclub Schiphol Version 0.7, March 2013 PH-TDS Procedures Quick Reference Guide Page 12 Short-­‐Field Takeoff and Climb SET UP • Check that the runway and final approach are clear • Position aircraft using all available runway • Align with the runway centerline PERFORMANCE 1. Hold brakes firmly • Avoid creeping 2. Gradually apply full power • Check Load at 100% • Check engine gauges on MFD 3. Release brakes 4. Verify “airspeed alive” 5. Rotate at VR (59 KIAS) 6. Pitch/Trim for 66 KIAS 7. Climb at 66 KIAS until clear of obstacles 8. Clear of obstacles: • Retract flaps • Trim for 80 KIAS 9. At 500’ AGL: • Trim for 90 KIAS 10. Depart the traffic pattern using airfield procedures 11. Refer to checklist when clear of traffic pattern Vliegclub Schiphol Version 0.7, March 2013 PH-TDS Procedures Quick Reference Guide Page 13 Short Field Approach and Landing SET UP • Determine active runway and local procedures • Standard traffic pattern entry at 65% power • Complete LANDING checklist at mid-­‐field PROCEDURE • Follow items 1 – 6 for Normal Approach and Landing Final approach (500’ AGL) 7. Turn final (max bank 30º) 8. Adjust power to maintain 70 KIAS 9. Use pitch and power adjustments to maintain proper glide path 10. Landing assured, slow to 67 KIAS Round-out and Touchdown 11. Begin flare maintaining proper crosswind correction inputs • NOTE: Watch for starting flare too high, resulting in bouncing the airplane or stalling above the runway and damaging the landing gear. 12. Allow the airplane to descend gradually • Keep the nose aligned with the runway 13. Allow the airplane to touchdown with the nose slightly high. • CAUTION: Watch for excessive nose high attitude to avoid tail strike. • Touchdown main wheels first Roll-out 14. Gradually increase back pressure to keep the nose wheel off the runway 15. Flaps UP 16. Maintain directional control on the runway centerline • Use brakes sparingly and only if necessary Vliegclub Schiphol Version 0.7, March 2013 PH-TDS Procedures Quick Reference Guide Page 14 Go Around / Rejected Landing • NOTE: Make a timely decision to discontinue an approach at any time a safe landing is in question. This includes, being too high or low, too fast or slow, or at any time when a landing cannot be made within the first third of the runway. 1. Gradually apply full power 2. Adjust attitude to stop descent and begin a slightly positive rate of climb (200 – 300 fpm) 3. Retract flaps to T/O 4. Establish pitch attitude to achieve 66 KIAS 5. Clear of obstacles • Pitch for 80 KIAS • Retract flaps to CRUISE • Make appropriate radio announcement 6. Set climb power at 500’ AGL 7. Maintain a straight track along runway centerline • If a go around is executed due to other departing traffic, climb to the right of the departing aircraft (left, if right traffic pattern turns) until well clear and communicate intentions. Emergency Approach and Landing 1. Convert excess speed to distance or altitude 2. Establish best glide (73 KIAS) 3. Trim 4. Determine wind direction and land into the wind if possible 5. Select a landing area within gliding range 6. Develop an approach plan 7. Turn towards to intended landing area 8. If altitude is high spiral down over a key point abeam the landing site 9. Time permitting, complete RESTART IN FLIGHT CHECKLIST 10. Use flow pattern first, verifying with appropriate checklist 11. If engine cannot be restarted, perform EMERGENCY LANDING 12. Squawk 7700 13. Announce position and intentions Vliegclub Schiphol Version 0.7, March 2013 PH-TDS Procedures Quick Reference Guide Page 15 Slow Flight SET UP • Find practice area where terrain is appropriate for maneuvering with an available emergency landing area • Perform the maneuver no lower than 1000 AGL PERFORMANCE 1. Reduce power to 60% 2. Clear the area 3. Pre-­‐maneuver check 4. Below 108 KIAS • Flaps T/O 5. White arc (91 KIAS) • Flaps LDG 6. Power: 10-­‐20% • Trim to relieve control pressures • Slow to bottom of the white arc (49 KIAS) • Maintain directional control using outside visual references 7. Practice gentle climbs, descents, and turns at constant airspeed RECOVERY 1. Gradually apply full power 2. Lower nose to maintain altitude 3. Flaps: T/O 4. Maintain level altitude 5. Approaching 73 KIAS, Flaps: UP 6. Approaching cruise airspeed, trim as necessary Vliegclub Schiphol Version 0.7, March 2013 PH-TDS Procedures Quick Reference Guide Page 16 Power-­‐Off Stalls • NOTE: Stalls should be practiced from both straight flight and turns. Use a maximum of 15º of bank when performing turning stalls. Maintain coordination at all times. SET UP • Find practice area where terrain is appropriate for maneuvering with an available emergency landing area • Perform the maneuver no lower than 1000 AGL PERFORMANCE 1. Reduce power to 60% 2. Clear the area 3. Pre-­‐maneuver check 4. Below 108 KIAS • Flaps T/O 5. White arc (91 KIAS) • Flaps LDG 6. Power: 25-­‐30% • Stabilize the aircraft in a descent at approach speed (67 KIAS) 7. After descending 200’, reduce power to idle 8. Simulate landing flare • Add 15º bank if performing turning stalls • Maintain coordination at all times 9. Recognize and announce symptoms of approaching stall • Airspeed and noise level decrease • High nose attitude • Flight controls are less effective and feel “mushy” • Stall warning horn activates • Aerodynamic buffeting RECOVERY 1. Lower nose to the horizon 2. Gradually apply full power 3. Level the wings using coordinated rudder and aileron 4. Flaps: T/O 5. Establish a shallow climb (100 – 200 FPM) 6. At positive rate of climb and approaching 73 KIAS • Retract flaps to CRUISE 7. Power: 100% 8. Climb at 80 KIAS to initial altitude 9. Complete both CLIMB and CRUISE checklists after leveling off Vliegclub Schiphol Version 0.7, March 2013 PH-TDS Procedures Quick Reference Guide Page 17 Power-­‐On Stalls • NOTE: The power on stall may cause one wing to be more stalled than the other (usually due to uncoordinated flight) causing the wing to drop. Use coordinated rudder and aileron inputs to level the wings. SET UP • Find practice area where terrain is appropriate for maneuvering with an available emergency landing area • Perform the maneuver no lower than 1000 AGL PERFORMANCE 1. Reduce power to 60% 2. Clear the area 3. Pre-­‐maneuver check 4. Slow to VR (59 KIAS) 5. Simultaneously pitch up and increase throttle to 80% 6. Recognize symptoms of approaching stall • Airspeed and noise level decrease • High nose attitude • Flight controls are less effective and feel “mushy” • Stall warning horn activates • Aerodynamic buffeting RECOVERY 1. Release enough back pressure to break the stall 2. Simultaneously apply full power 3. Establish a shallow climb (100 – 200 FPM) 4. At positive rate of climb and approaching 73 KIAS 5. Retract flaps to UP 6. Set climb power • NOTE: This stall may not cause any loss of altitude. In this case, lower the nose to maintain altitude and set cruise power, and refer to CRUISE checklist. 7. Climb at 80 KIAS to initial altitude Vliegclub Schiphol Version 0.7, March 2013 PH-TDS Procedures Quick Reference Guide Page 18 Steep Turns SET UP • Find practice area where terrain is appropriate for maneuvering with an available emergency landing area • Perform the maneuver no lower than 1000 AGL PERFORMANCE 1. Reduce power to 75% 2. Clear the area 3. Pre-­‐maneuver check • Starting speed 100 KIAS 4. Select a heading or reference point for rollout (set heading bug) 5. From straight and level coordinate aileron and rudder to roll into a 45 degree bank 6. Add a small amount of power (+5%) as you roll through 30 degrees of bank 7. Maintain altitude and airspeed • Select a reference line on the horizon to assist with maintaining altitude and bank angle • Maintain bank angle with aileron, coordinate with rudder • Apply opposite aileron to counter over-­‐banking tendency 8. Anticipate rollout by half the angle of bank (20 -­‐ 25 degrees) 9. Roll out using coordinated aileron and rudder pressures to straight and level flight 10. Repeat in the other direction 11. Exit at the point of entry at the same altitude and airspeed at which the maneuver was started 12. Adjust power to 60% Vliegclub Schiphol Version 0.7, March 2013 PH-TDS Procedures Quick Reference Guide Page 19 180° Power Off Accuracy Approach • NOTE: During this maneuver do not use speeds slower than those published in the aircraft POH. Attempting to stretch the glide with a slower speed could result in a stall with no option for a go around. SET UP • Set up abeam a point of intended landing at 1000’ AGL • Decide where you want to land • Complete LANDING checklist mid-­‐field PERFORMANCE 1. Close throttle 2. Flaps T/O 3. Establish best glide (73 KIAS) 4. Trim 5. Develop an approach plan 6. Lose about 100’ – 200’ on downwind 7. Turn base at not more than 1/2 mile from the intended landing area 8. Turn final not more than 1/2 mile out at about 500’ AGL 9. Use flaps as required 10. Touchdown as slow as possible in a full stall attitude on the point of intended landing 11. Hold yoke fully back to keep nose-­‐wheel off the ground as long as possible Vliegclub Schiphol Version 0.7, March 2013 PH-TDS Procedures Quick Reference Guide Page 20 Reference Information Vliegclub Schiphol Version 0.7, March 2013 PH-TDS Procedures Quick Reference Guide Page 21 Airspeeds for Normal Operations (2.0s Engine) Airspeeds for Emergency Operations Stall Speeds Vliegclub Schiphol Version 0.7, March 2013 PH-TDS Procedures Quick Reference Guide Page 22 Representative Performance (2.0s Engine) MTOW, ISA. Endurance includes startup, taxi, time-to-climb and 45 minute reserve. Range includes distance-to-climb and 45 minute reserve. Vliegclub Schiphol Version 0.7, March 2013 PH-TDS Procedures Quick Reference Guide Page 23 Cockpit Layout and Orientation Vliegclub Schiphol Version 0.7, March 2013 PH-TDS Procedures Quick Reference Guide Page 24 Mass & Balance Information Liter kg Arm (m.) Moment Basic Empty Weight (BEW) 836 2.44 2043.7 Front Seat (Pilot) 2.30 Front Seat (Passenger) 2.30 Rear Seat #1 3.25 Rear Seat #2 3.25 Baggage area 1 (max. 45 kg) 3.89 Baggage area 2 (max 18 kg) 4.54 Zero Fuel Weight (ZFW) Fuel 2.63 Ramp Weight Taxi fuel burn 2.63 Take Off Weight (TOW) Trip fuel burn 2.63 Landing Weight (LDW) Jet-A1: kg/ltr MaxFuel (l) MTW (kg) 0.84 113.6 1150.0