Beechcraft A36 POH.pdf

CIVIL AVIAT~QN SAPBTY AUTHORITY AUSTRALIA

Aircrafi Flighi Manual (AFM) CASA Approval Page

Rdmanr NU (IVuflanal Abvwrthinm Authoriiy) for: AFM Document : 1

AFM Document i'hbPer : p6-59M)02-19 C I

Serid Number A p p l l w w Reference :

U n b s specifically upp& by CASA, my pun of thh m u n d ahrr Lr not upprowd by he Rdwmt IYAA, for an d m # ofthe pdiculdr rypc mrd model ur s& d gw up as s p t @ d dove, h &a nnf ~mwd by C . .

Efltcrlve Dote of 2% CASA A p y r a d Page : 11 313EClN9 1

C I V I L AvlATIOH SAFETY AUTHORITY AUSTRALIA

Amendment Record Sheet

Bonanza,

Pilot's Operating Handbook crnd

FAA Approved Airplane Flight Manual

FAA Approved in Utijity Category based on CAR 3. Thi5,document must be carried in the airplane at all times and'be kept hithin reach

, 11 1 of the pilot during all flight operations.

This hanbbpok includes the material required to be furnished to the pilot by CAR 3.

3 ' Airplane Serial Number: EM 4 3 4 , - .

Airplane Regis

FAA Approved

eech Aircraft Corporatio DOA CE-2

This handbook supersedes all BEECH published owner's manuals, flight manuals, and check lisfs issued for this .airplane with the exception of FAA Approved Airplane Flight Manual Supplements.

COPYRIGHT O BEECH 1994

P/N 36-590qO2-19C PIN 36-590002-19C3 Reissued: August, 1982 Revised: duly, 1994

Published By RAYTHEON AIRCRAFT COMPANY

P.O. Box 85 Wichita, Kansas 6720'l

U.S.A.

NOTE Where Beech Aircraft Corporation or Beechcraft is referred to in this publication, i t will be taken to read Raytheon Aircraft Company.

Raytheon Aircraft -

-. Marnber of GAMA Beech Hawker Genera! Av4allon

GAMA Manufacturers Assoclallon

Rayiheon Aircraft Bonanza 36, A36

Log of Temporary Changes to the

Pilot's Operating Handbook and

FAA Approved Atrplem Fllght Manual P/N 38-590002-19C

Changes to thls Pihi's Operating Handbook and FA4 Approved Airplane FIjght Manuat must be in the airplane for a11 fight opera lions.

instaltatlon

I

Note: This page should be filed In t h ~ front of the Pl/ut's Op@rating Hmdbook and FA4 Approved Airplane Fiighf Manual ImmedJateIy following the Title page. This page repitlcsa any Log of Temporary Changes page dated prior to the dab In the tower right corner of tttla

BONANZA 36 AND A36 ( E - i THRU E-926)

PILOT'S OPERATING HANDBOOK AND

FAA APPROVED AIRPMNE FLIGHT MANUAL

C3 Revision . . . . . . . . . . . . . . . . . . .July, 1994

LOG OF REVISIONS

PAGE A

.,

Page Description

Title Pags

Page A (C3)

10-1 thru i 0-48

U pdatad

New

Revised Section X, Safety Information (May, 1994)

c3 -.. . ..*

BONANZA 36 AND A 3 6 (E-1 THRU E-926)

PILOT'S OPERATING HANDBOOK AND

F A A APPROVED AlRPLANE FLIGHT MANUAL

C2 Revision , , . . . . . . . . . , . . . . October, 1990

LOG OF REVISIONS

- .~

PAGE A

Bonanza 36 and A36 (E-7 thru E-926) Pilot's Operating Handbook

and FAA Approved Airplane Flight Manual

C1 . . . . . . . . . . . , . . . , . , . . . . . . . . , , March 1983

LOG OF REVISlONS -.

PAGES

Title Page Page A (Cf 1 a & b 2-20 3-2 3-1 2 7-2 7-26 & 7-26A

8-28, 8-29 & 8-30

8-48 & 8-49

1

DESCRIPTION *

Update New Add "Warning " Revise "Emergency Exit" Placard Update Table of Contents Revise "Emergency Exits' ' Update Table of Contents Revise "Openable Cabin Windows" and

Add "Emergency Exits" Revise "Cleaning - Exterior Painted

Surfaces" Revise "Consumable Materials"

I 1 ... C1

w

Bonanza 36. A36

PILOT'S OPERATING HANDBOOK

and

FAA APPROVED AIRPLANE FLIGHT MANUAL

LOG OF REVISIONS

ORIGINAL (A) . . . . . . . . . . . . . . . . FEBRUARY 1978 REISSUE (B) . . . . . . . . . . . . . . . . . . FEBRUARY 1980 REISSUE (C ) . . . . . . . , . . . . . . . . . . . . AUGUST 1982

Page A

PAGE DESCRl PTlQN OF REVISION

Title page Logo page A Page a thru b 1.1 thru 1-20 2-1 t h r u 2-32 3- 5 th ru 3-14 4-1 thru 4-20 5-1 thru 5-32 6-1 thru 6-18 7-1 thru 7-46 8-1 t h r ~ 8-58 Section 9 See Log of

Supplements

10-1 thru 10.67 March 1 981

C

BEECHCRAFT Bonanza 36, A 3 6 E-1 t h t u E-926

INTRODUCTION

This Pilot's Operating Handbook and FAA Approved Air- plane Fl ight Manual is in the format and contains data recommended in the GAMA {General Aviation Manu- facturers Association) Handbook Specif ication Number 3 . Use of th is specif icat ion by a l l manufacturers will provide the pilot the same type data in the same place in a l l of t h e handbooks.

In recent years, BEECHCRAFT handbooks contamed most of the data now provided, however, t h e new handbooks contain more detai led data and some entirely new da ta .

For example, attention iscalled to Section X SAFETY I N F O R - MATION. BEECHCRAFT feels 11 is h~gh l y important to have SAFETY INFORMATION in a condensed form in t h e hands of the pilots. The SAFETY INFORMAT\ON should be read and studied. Periodic review will serve as a reminder of good piloting techniques.

WARNING

Use only genuine BEECHCRAFT or BEECHCRAFT approved par ts obtained f rom BEECHCRAFT approved sources, in connection w i t h t h e maintenance and repair of Beech airplanes.

G e n u i n e BEECHCRAFT par t s a re produced a n d inspected under rigorous procedures to ensure airworthiness and sui tabi l i ty for use in Beech airplane appl~cations. Parts purchased f rorn sources other than BEECHCRAFT, even though outwardly identical in appearance, may not have had the required tests and inspections performed, may be different in fabrication techniques a n d materials, and may be dangerous when instal led in a n airplane.

Revised: March 1983 a

Bonanza 36, A 3 6

Salvaged a i rp lane parts, reworked parts obtained fr,orn non- BEECHCRAFT approved sources, or parts, components, or structural assemblies, the service history of which is unknown or cannot be aurhenticated, may have been subjected to unacceptable stresses or temperatures or h a v e other hidden damage, not discernible through routine v isual or usual nondestruct~ve testing techniques. This may render t h e part, component or structural assernbiy, even though originally manufactured by BEECHCRAFT, unsuitable and unsafe for airplane use.

BEECHCRAFT expressly disclaims any responsibility for mal funct ions, failures, damage or in jury caused by use of non-BEECHCRAFT approved parts.

TABLE OF CONTENTS

SECTION 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General

SECTION !I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Limitations

SECTION III . . . . . . . . . . . . . . . . . . . . Emergency Procedures

SECTION 1V . . . . . . . . . . . . . . . . . . . . . . . Normal Procedures

SECTION V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Performance

SECTION VI . . . . . . . Weight and 8alance/Equipment List

SECTION Vll . . . . . . . . . . . . . . . . . . . . . Systems Descriptiofi

SECTION Vl l l . . . . . Handling, Servicing and Maintenance

SECTION 1X . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Supplements

. . . . . . . . . . . . . . . . . . . . . . . . SECTION X Safety Information

b Revised: March 1983

8,2(a) - EQUiPMENT LIST This list details the items Included in the empty weight shown In Section 6.2

Aeroplane Type: ............... BEECH A36 ...... Registration Marking:. VW-FIWI SerialNa: E-434

I ISSUE: .... FOUR 12.8.98 1 - DATE:, , ,..

ENGINESPROPELLERS INSTRUMENTS .............. .... ConMnental 10-520 ........... 1 Altimeters.. .. 1

Harkell PHGC3YF .......... I Ammeters,. ................. .... . 1 ............................ Clocks.. 1

COMPASSES Magnetic.. ........................ .f GAUGES

......... Remote Indicating.. .......... 0 Engine Oil Pressure +I Fuel Conten& ,,.,, , .. ,,.,,,,, , , 2

.......... THERMOMETERS Manifold Pressure,, 1 .............. Engine Temp(Cyl.Hd.).. . . . . 1 Suction Pressure I

Oil Temp .......................... 1 Outside Air Temp ............. 5 LIGHTS 'b <- :

,r <v,.i / .

................... Anti-coliision.. t :%.J

INDiCATORS -:..-.I ............... inst. Full Panel.. t I ;>:,,

............. Airspeed ............ ..... ... I Inst. FloodlSpot.. 7 > --. . , . . ,

Directional Gyro.. ............. I Landing.. ............ .... ..... I :,:- --* . ..; , . .,,> -,> ,- di . . . . ................. Exhaust Gas Temp .......... I Map Reading.. 2 *.J.71 :: 2 ,/': -

Flight Hour ....................... -I Navigation ........................ 3 ........ Fuel Flow ......................... 1 White Strobes (Tips) 0 ,-,A. , ,., *-

Gyro Horizon .................... I Cockpit. ........................... t -. ,

....... Stall Warning ................... I Passenger Overhead 4 ," J ..,. :,: .,- .. -..-

T a c h ~ Recording .............. I Taxi. ................................. 1 <,. ,.<I .,:::: JX ;;:

. . . . Trim Indicator ................... 1 , . RESTRAINT EQUIPMENT

C < i Turn Co-ordinator ............. 1 . shy, . . Gear Postn. Lights.. 4 ,9 ; ., . Inertia Reels.. 2 ..J . , . . . . . . . . . ................... .- .

KC"' ................. Vertical Speed.. ................ I Full harnesses 2 '* - -1

Flap Position .................... 1 Lap Belts ................. ..... 4 Assigned Attitude ............. 1

MISCELLANEOUS EQUIPMENT RADIO EQUIPMENT (TYPE) Dual Controls ................... 1 ADF.. . . . . . . . . . . . KING KR85 Fire Ext,(PortabIa) .... ... .. 1 NP-FIE). ...... STEC-50 Land,Gear Warn.Harn ...... 7 Speakers. . . . . I Cabin Heater,.. ................. I

............... GlsIope. ....... KING KN75 Vacuum Pumps I Headsets.. ... f Heated Pitots.. .............. ,.. 4 HF Corn. ...... CODAN HF2000 Alternate Static.. ............... 1 NavlCorn ...... KING KX175B Cargo Door ...................... ? G PSICorn. . . . GARMtN GNC3OO La rn bswaol Seat Covers.. . 6 AudiojMkr.. . . KING KMA24 Txponder.. ... KING K V 6 A DISPOSABLE LOAD LIST

..... Encoder.. ACK A-30 First Aid Kit ...................... 0 .................... Stormscope. STRIKEFINDER SF2000 Torch.,. ..... 1

........... .... l t r SIGTRONICS SPA400 V,S. BeaconJE. L.T.. ELT- 10

SECTION 7 - RADIO SYSTEMS Tk'PE BEECII A36 OPEII..I'I'IONAI, I,IhfIT4TIC>NS $ A434

VI I-mv

7. f 'I'his aircraft must be operated in accordance with the Visual Flight Rules unless the flight Manual includes a Night VFR or IPH Supplement. When inshllcd, calibrated and maintained in accordance with Civil Aviatiorl Ordcrs, the radio communication and radio navigation systcms in thc aircraft are approved for the types of operation and maximum operating altitud ts shown in the table below.

(Hcfcr to Departmcnt of Aviation Publication 50).

7 .2 Civil Aviation Ordcrs Parts 20.8 and 20,11 specify the radio systcms req uirctf for certain operations.

7,3 t~nserviccabtc radio systems are required to be entered o n the !b.iaintcnar~ce Release.

7.3 Ren~oval of items of the radio systetn's may require weight and balaoce assessment and securing of remaining items o f equipmeilt to maintain airwortt~incss of the aircrafl.

NOTE: THE: CARRIAGE OF FIEADPHONES IS M I A T O R Y

RMSYSOP

I

i SYSTEM i EQULPXIENT

!

I

TYPE OF OPERAT kyD ALTITUDE

ION APPRQVED LIMITATION

1 t

I'HFCOM 1 I KWG KX-175B

(I3 TI1OliSAVDS , OF FEET)

I r n i VFR

20 1 WIF COM 2 ! CARMI74 CNC 300 I :F ,IZ9

i P 4 V l iFNAV 1 I PART OF KMC 1 ; KT-175B/KI-204

, TSO'Q GPS i CARMIN cNC 300 CI,IDESLOPE KING m 7 5

I MARKER KING IiMA-24 ATC SSH K M G KT-76A I1F COhI I CODnN H F 2000 ADF I KING KR 85 STORMSCOPE , SF200 INSIGHT ENCODEH I ACK A-SO INTERCOM SPA 400 SIGTRONICS

I I I

j

TSO C129 I i P4 :

30 , 50 3 0 3 U 25 TSO'D C l lOA I Pd 30 ! PJ 1's 0 C50 U P4

W - F I M Beech A36 June 1997

SECTION 8

APPROVED SUPPLEMENTS

GENERAL

Flight Manual Suppiements covering the special, operations for which this aeropiane i s approved are listed below.

The operations listed shall be conducted in accordance with the limitations m d instructions contained in the appropriate Supplements included in this Manual.

SUPPLEMENT TITLE

I . Night V.M.C. Operations

' 2. 1.F.R- operations.

3. GARMN GNC Operation (Particula amendment No 4)

4. Operations with DOOR REMOVED

CIVIL hVL\TION SAFE'FY AUTIIORITY

Irnnvk!.l. ITIOI'EI.I.OL, i ~ c . 350 w n a l ~ ~ ~ ~ o i i AW,

PIOUA, olrm F h l nFmOm A3IPlArr;: FI.TCHT :3111,rlL

FOR BtCat t'bnEE 35-C33?, E33t, F33n, F33C, 36

~ 3 6 U?aFUtIES \!rill

HhRWELL F$OPEtlmS PW S'IC 5~783CE

SW. NO.

mrs w w m WT BE a m TN m e A ~ P L M Z AT ALL TI^ t . ~ ~ ~ t i IURTLELL P R O X L L E ~ S ARC fltSTnLLm Fm S T C rh'10ssc. moarn.rIob! ccnzcn:m \!arEflr svrrr.i?.mrS CR StTFIISam CORRRPOlm WG DFORt442iP;I X:i PIACkWS, h=C;;GT SPECIFIMTTOEi , OR WSIC AmPmE FLfCHT filWhl. ( I F APPLZCAJLE),

A . F R I I P E t W l S : 1. Hark~cll conrisnt-qpccd, thrcc.bladc~l propcllav (75 Ib:. @ S h t i o n +1;

>ladcls 36 and A ~ G C? C t a t l a h -9) llubs; II lC*C3YY-1)1 at* nlC-CjlT-IRF 8lndac: 6cGB-6n, 8h68-63, 07 ~$1604-6.7 Spinncr: n-R95-1 (9 l b s . @ Scatio? *!; t!zJc1z 3G and ~ 3 6 Q SLaticn :3) Govcrnar: C1201r52 o r ~2lab ?itch SCtt incs a t 30 lnch 3ta:ion: I.72 ~2.9' - Hlch 32.0' Mi". D i a m t o r : Hot ovcr 80 inch@', ne t w d c r 78 inchcs Ew!nc: C o n s i n c n u l 10-5204, XO-52O-al, nnd :3-520.83

2 . Hartzcll constlnc-:peed, WQ-bladcd prspcllcr (51 Iba. C Stntion -1; Kodclt 36 and h36 e S t a t i o n - 9 )

Hub:: MC-C2Yk'-LB Or atC-C2W-Lbi 81adoz: 8kGEm or rBLBW Splhhcr: A-2295 ( 5 pbs7d5 S t a ? i m ~ i ; Iiotcl: 36 on4 n36 @ Sration -9) Covtrnsr: c17Cf~52 o r D2L05& Pilch ZdLLinl:', nt ;n inch :Lltion: 1.2:: 13.0° - l\i,-h ?9.O0 l l i n . \ ) i s~ lc tcv: t40: ovcv 0'1 i n c l ~ c z , rto!. r~n:!..r I b ? inctlc-s EnCLnc; Contancntal IO-520-iil an-I 10->PC-3U

BEECHCRAn DebonairlBortanza 35-833, 35-C33, €33, f33, and G33

(Serials CD-388 thru CD-t 3OU); 35-C33A, E33A, and F33A

(Serials CE-1 thru CE-1013); Bonanza E33C and F33C

(Serials CJ-1 thru CJ-155); P35, S35, V35, V35TC, V35A, V35A+TC, V356, and

V358-TC (Serials D-6874 thru D-10403);

36 and A36 (Serlals E-1 thru E-2061);

and A36TC {Serials EA-1 thru EA-272 except EA-242)

LANDPLANES

PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT far the

FUEL SELECTOR VALVE STOP INSTALLATION

(BEECHCRAFT Sf RVlCE INSf RUCTIONS NO. 1248)

GENERAL

This document is to be attached to the Pilot's 0peratir.g Handbook and FAA Approved Airplane Flight Manual when the airplane is equipped with the Fuel Selector Va\ve Stop Installation which has been installed in accordance with BEECHCRAFT Service Instructions No. 1248.

This document supersedes or adds to the Pilot's Operating Handbook and FAA Approved Airp!ane Flight Manual only where covered in the items contained herein.

F A A Approvd Issued: March, 1983 PIN 36-590002-39

NOTE

This installation is not applicable to airplanes equipped with the Brittain wing tip fuel system.

LIMITATIONS

PLACARDS

On Fuel Selector Panel:

L E F T , RIGHT A N D OFF-NOT IN S A M E POSITIONS Q N ALL

BONANZAS

and;

1 GEPRESS STOP TURN HANDLE

L TO OFF _J

EMERGENCY PROCEDURES

No Change

FAA Approved Issued: March, 1983

PIN 36-5913042-39

NORMAL PROCEDURES

No Change

PERFQRMANCE

No Change

WEIGHT AND BALANCE

No Change

SYSTEMS DESCRIPTION

FUEL SYSTEM

FUEL TANK SEL ECT/QN

The fuel selector valve handje is located forward and to the left of the pilot's seat. Takeoffs and landings should be made using the tank that is more nearly futt.

On airplanes equipped with the fLel selector valve stop installation [BEECHCRAFT Service instructions No. 1248), the pilot is cautioned to observe that the short, pointed end of the handle aligns with the fuel tank position being selected. The tank positions are tacated on the ah side of the valve. The OFF position js forward and to the left. An OFF position lock*out feature has been added to prevent

FAA Approved Issued: March, 1983 PtN 36-590002-39

inadvertant selection of the OFF position. To select OFF. depress the lock-out stop and rotate the handle to the full clockwise position. Depression of the iock-out stop is not required when moving the handle countsrclockwise from OFF to LEFT MAIN or RIGHT MAIN. When selecting the LEFT MAtN or RIGHT MAIN fuel tanks, position handle by sight and by feeling for detent.

I f the engine stops because of insuff icier~t fuel, refer fo the EMERGENCY PROCEDURES Sectior! for the Air Start procedures.

Approved:

-fO J W. H. Schultz Beech Aircraft Corporation

FAA Approved Issued: March, 1983

PIN 36-590002-39

Arcraft Flight Manual Supplsrnent for k h c r a R A36 equip@

with Garmin GNC 300

CASA

AiRCRAFT FLIGHT MANUAL SUPPLEMENT

FOR

BEECHCRAFT A36

with

GARMIN GNC 300

Reg No. VH-FLM

Serial No. €434

1 . This supplement must be attached to the CASA approved Beechcraft A36 Aircraft Flight Manual when the Garrnin GNC 300 GPS COM system has been installed in accordance with Aiworthiness Instruction f 0-1 2 Issue 3.

2. The information contained herein supplements or supersedes the basic Aircraft Flight Manual onJy in those areas listed. For limitations, prccedures, and performance information not contained in this supplement, consult the basic Aircraft Flight Manual.

3. This and the following pages are to be attached to the front af the CASA approved supplement before insedion into the Aircraft Flight Manual.

Approved by: 0 Delegate of CASA

20-Aug-96 Page 1 of 1 f

Aircrafl Flight Manual Supplemsnl lor 8eechcraft A3q quipped

wiih Garrnin GNC 300

GPS - #f installed)

1. GPS is not approved as a sole means of navigation.

2. users are cautioned that satellite avaiiability and accuracy are subject to change.

3. The pilot must monitor approved NAVAlDS and compare the information with GPS position information.

This page is ta be inserted in the Flight Manual Supplement for the Garmin GNC 300 Navigation System.

. I',

Approved by'

Delegate o l CASA

Date:

20-Aug-96 Page 2 of 11

Aircraft Flight Manual Supplement for SeechcnR A36 equipped

with Gamin GNC 300

LOG OF REVISIONS

Approved by:

Delegate of CASA

Date:


Page Revision N o

Subject Date I Approval

Aircrafl Flight Manual Supplement for BeechcraH A36 equip@

with Garrnin GNC 300

SECTION - GENERAL

A. INTRODUCTION

1. EQUIPMENT DESCRIPTION

The Garrnin GNC 300 system is a fully integrated panel mounted instrument, which contains a 760 channel (1 18.000 to 136.975 Mhz, in 25 Khz steps) VHF communications transceiver and a global positioning system (GPS) navigation computer. The GPS system is designed to provide the pilot with navigation and pasition information from received satellite signals. Flight plans are entered into the receiverldisplay unit as a number of waypoints to be flown. A CDI Is displayed in the GPS ROU and is repeated to a dedicated panel-mounted GDI when selected. Steering information is also coupled to the autopilot in the NAV mode. Automatic barometric aiding is provided from an ACK A-30 altitude serialirer. Pressure altitude data in this system is automatically provided from an approved source. The unit also allows communications in the aviation voice band from

Therefore, this system may be used .-s a primary means of IFR navigation for GPS or DME Arrivals.

The navigation database is an electronic memory containing information on airports. navaids, intersections, SiD's, STAR'S. instrument approaches, special use a~rspace, and other items of value to the piict

Every 28 days, new navigattcn database information is available from Jeppesen Sanderson for any specified data base region This information is made available to the Garrnin GNC 300 receiver via a pilot accessible data base card.

5. GENERAL

1. Provided the Garrnin GNG 300 navigation recejver is receiving adequate satellite signals, the system will provide position accuracy commensurate with selective availability. The Garrnin GNC 300 has been demonstrated capable of and has bzen shown to meet the accuracy specifications of

1 . VFRIIFA oceanicldornestic eo route an terminal operation within the U. S. National Airspace System using WGS-84 {WAD 83) chart references in accordance with the criteria of class A2, TSO C-129, Airborne Supplemental Navigation Equipment using the Global Positionjng System (GPS).

2. VFRIIFR oceanic, domestic en route and terminal operation approval of class A 2 Global Positioning System equipment in accordance with the criteria of CASA AAC6-26 Issue 2, "Ainuarthiness Approval of Global Positioning System Navigation Equipment for use as a VFR and IFR Supplemental Navigation System".

20-Aug -96 Page 4 of I I

Aircralt Flight Manual Supplement fo? Beechcrafl A36 equipped

with Garmin GNC 300

SECTION 2 - OPERATiNG LIMITATI0N.S

A The Garmin GNC 300 Pilot's Guide, Pb-4 JW-WM7-00 (or later applicable revision) or subsequent FAA approved revision, must k immediately available to the flight crew or pilots have undertaken an approved ground course.

8 . The Garrnin GNC 300 must have software version 2.02 (1995 Garrnin Corp) or subsequent FAA approved revisions installed.

C . When using the Garrnin GNC 300, additional navigation equipment required for the specific type of VFUIIFR operation must be installed and operable.

D. IFW navigation is prohibited unless the p i l~ t verifies each seiected waypoint and navaid for accuracy by reference to current approved data. The pilot must verify Ithe currency of the navigation data base prjor 10 Use.

E. The Garmin GNC 300 position must be checked for accuracy prior to use as a means of navigation and under the following conditions:

1. Prior to each carnpuls~ry repoding point dilring IFR operation when not under radar surveillance or control.

2. At or prior to arrival at each en route waypoint during RE\IAV opefation along approved RNAV routes

3. Prior lo requesting off-airway routing. and at hourly ~ntemals I hereafter during RNAV operation off approved RNAV routes

I=. When GPS integrity (Receiver Autonomous Integrity Monitor (RAIM) ) capability is lost, IFR operation using GPS data is nct authorised.

G. GPS is not approved as a sole means of navigation

H. Users are cautioned that satelliie avaiiabjlity and accuracy are subject to change.

I. The ? : o t must monitcr approved NAVAIDS and compare the information with GPS posit:cci information.


Aircraft Flight Manual Suppiemen1 lor Beechcraft A36 equipped

with Garmin GNC 300

SECTION 3 - EMERGENCY I ABNORMAL PROCEDURES

A. EMERGENCY PROCEDURES

NO CHANGE

B. ABNORMAL PROCEDURES

1. When GPS integrity (RA1M) capability is lost, the MSG annunciator located on the instrument panet will illuminate and flash along with the MSG key on the RDU. When this occurs, press the MSG key to view the new message(s).is pressed. Any messages relating to RAIM failure or degradation are described in Appendix 0 of Garmin GNC 300 Pilot's Guide

2. Certain messages will remain on the Message Page after they are viewed. If this occurs, both the RDU MSG annunciator and the MSG annunciator located on the instrument pane! will remain on continuously.

3. If the Gatmin GNC 300 navigation information displayed on the dedicated CDI is f\agged or the Garmin GNC 300 CDU displays system messages indicating a degradation or loss of navigation capability, utilise the remaining operational navigation receiver equipment as required.

4. For Garrnin GNC 300 Dead Reckoning (DR) operational procedures, refer to the Garmin GNC 300 Pilot's Guide.

20-Aug-96 Page 6 of11

Aircrafi Flight Manual Supplement for BeechcraR A36 equipped

with Garmin GNC 300

SECTION 4 - NORMAL. OPERATING PROCEDURES

A. OPERATION

WA RNlhrG . . .. ...

FAMILMR~W WITH THE EN-ROUTE OPERA rrbn UF T H € . . ..' Garmin GNC 300 DOES NOT CONSTITUTE PROFiClEfiCY IN ,

APPROACH UPERAUONS. Do NOT ATTEMPT APPROACH: OPERA TiONS IN IMC PHOR TO ATTAINING PROFICiENCY IN THE USE OF THE Garmin GNC 300,

Norma! operating procedures are outlined in the Garrnin GNC 300 Pilot's Guide, PN 190- 00067-00 (or later applicable revision).

B. SYSTEM SWITCHES AND ANNUNCIATORS

1. An Integrated Navigation Source Selector and Display Unit (INSSDU) is located on the instrument panel. This unit is used to switch navigation data from either the No. 1 VHF navigation receiver or the Garmin GNC 300 to the dedicated panel mounted CD1 and au!opilot. The unrt also annunc~ates GPS status.

2. Three switches are located on the INSSDU panel as foiloi~s'

a. SOURCE SELECT switch - NAV 1 (up p o s i t ~ ~ n ) GPS (cen Ire position) APPR ARM (momentary down posiiion)

b. GPS SEQ switch - HOLD (up position) AUTO SEQ (down position)

C . LAMP switch - BRIGHT (up position) DIM (centre position) LAMP TEST (momentary down position)

3. T h e firnctions of the s~vitches are briefly descr~bed below:

a. SOURCE S E L E C T

1. N14 V I Data from No. 1 VHF navigation receiver will be supplied into the NAV 1 COf and autopilot. The green NAV I annunciator on the INSSOU unit will be iilurninaled.

1 1 . GPS Data from the Garrnin GNC 300 will be supplied into the dedicated GPS CDI and autopilot. The blue GPS annunciator on the INSSOU wit will be illuminated.

Page 7 of 71

AircraR F lighi Manual Supplemen! lor Beechcrafl A36 equipped

with Garmin GNC 300

NOTE: - When a LOC or ILS frecluency Is selected on VHF NAVi, nna&ation information present& to the auto-pilot wiji default to LOmLS irrespective of the position of ihe NAVIGPS switch on the Instrument panel.

iii. APPR ARM NOT APPROVED FOR OPERATIONS

G P S SEQ

i. WOLO Wiil cause the GPS receiver to stop the automatic waypolfit sequencing.

ii. AUTO SEQ The GPS receiver will automatically sequence through waypoints of the active flight plan.

C. LAMP

4. 3 navigation source selectors/annunciators are incorporated in the INSSOU panel. These annunciators (including coloring) are as follows:

a. NA V 7 (green) VHF NAV I selected as navigation source.

b. GPS (blue) Garrn~n GNC 300 selected as navigation source.

C. ARM (white) NOT APPROVED FOR OPERATIONS

5. 6 GPS status annunciators are also incorporated in the INSSDU panel. These annunciators (including coloring) are as follows:

a. WPT (amber) Waypoint arrival alert, When approaching the active waypoint, the WPT annunciator will illuminate with the lead time as default set. For flight plan intermediate waypoints, the WPT annunciator will extinguish upon waypoint arrival and sequencing to the next waypoint. For an autonomous active waypoint or the last waypoint for a flight plan, the WPT annunciator will extinguish approximately 1 minute after waypoint passage.

b. MSG (amber} The MSG annunciator alerts the pilot that a message is waiting in the message queue. The message may be a routine advisory message or an indications of system problems, such as loss of position. The MSG annunciator will flash until the MSG key on the RDU is pressed until all new messages are read. Messages remaining in the queue after being read will be indicated by a steady MSG annunciator illuminated. Details of the various messages are listed in Appndix E to the Garrnin GNC 300 Pilot's Guide.

' 2Q-Aug-96 Page 8of 51

Arcrafl Flight Manual Supplement lor Beechcrafi A36 equip@

with Garmin GNC 3W

c. WOLD (amber) The HOLD annunciator alerts the pilot that the active flight Pian or approach profiie is currently in hold (pfan suspended at the current active waypoint). HOLD mode (or Suspend mode) may be manually selected by the User or automatically set by the Garrnin GNC 300 at predefined Hold Wypoints in the database (such as the Missed Approach Point (MAP) in any approach), HOLD allows the pilot to execute holding or a procedure turn when required (in the case of the MAP, the waypoint is placed in hold automatically since sequencing to the missed approach waypointls) is inhibited unless intentionally selected by the pilot (as per TSO G I 29).

d. AUTO (green) Automatic waypoint sequencir!g as per active flight plan.

e. WARN (red) System warning. Refer to Appendix 0 of Garrnin GNC 300 Pilot's Guide for list of warningsimessages.

f . A C W (green) Approach coupled

D. GPS COURSE INDICATIONS ON DEDICATEI.. PANEL MOUNTED CDI

Left or right cross-track deviation, TOiFROM and navigation VALID flag data from the Garrnin GNC 300 is displayed at all times when the NAV/GPS switch is in G P S position and No. 1 VHF navigation receiver is not selected to a LOC/ILS frequency.

NOTE:

Manual s~ tec t jon of the Course Selector is required for correct tracking and/or deviation information to be displayed on the hrAV f CD1.

E. AUTOPILOT

1. The autopilot when ~n NAVlLOC mode will couple from IeR or right cross-track deviation data supplied from either the VHF navigation receiver or the Garmin GNC 300 depending on the position of the NAVlGPS switch located on the INSSOU panel, or upon selection of a LOCliLS frequency on the No. I VHF navigation receiver.

NO TE:

Wtren a 10C or ILS frequency is selected on VHF NAV 1 irrespective of the position of MA V G P S switch, navigation information supplied to both the NAY .I CDI and at~fopilot will default to VHF NAV I .

2 Left or right cross-track deviation from the Garmin GNC 300 GPS is coupled to the autopilot whenever the NAVlGPS switch i s in the GPS position and NAVlLOC is selected and engaged on the autopilot.


~ i rc ra f l Flighl Manual Supplement for Beechcraft A36 equip*

with Garrnin GNC 300

3. An initial angle of intercept to the desired course musf be established with a manually steered heading or autopilot HDG mode. With autopilot HOG mode engaged and NAVJLOC mode armed (with the NAV/GPS switch selected to GPS), the autopilot will capture the desired track as computed from the GPS. {See Note - GPS Course Indications on dedicated panel mounted CDI).

F. POWER

1. A three (3) ampere circuit breaker located in the avionics section of the circuit breaker panel powers the Garmin GNC 300 navigation system and iNSSDU unit.

20-Aug-96 Page f 0 of 11

BEECHCRAFT SERIES 33,35,36,55,58


SUPPLEMENT

FOR

INSIDE CABIN DOOR HANDLE WITH OPEN/ CLOSED PLACARD

THIS SUPPLEMENT IS APPLICABLE TO PILOT'S OPERATING HANDBOOKS AND FAA APPROVED

AIRPLANE FLIGHT MANUALS:

(SEE NEXT PAGE FOR APPLICABILITY)

Airplane Serial Number:

Airplane Registration Number:

W:%. Schultz Beech Aircraft Corporatior, DOA CE-2

COPYRIGHT BEECH 1990

FAA Approved P I N 58-590000-49 Issued: December, 1490

This supplement applies to the following Pilot's Operating Ha ndbouks and FAA Approved Airplane Flight Manuals:

F A A Approved P/N 58-590000.49

Issued: December, 1990

35-633 35-C33, E33, F33 35-C3JA, E33A, E33C F33A, F33C

F33A, F33C

G33 F35 G35 W 35 N35, P3S S35-TC 535 V35-TC V35A-TC V35B-TC

V35E3 V35, V35A, V358

A36

36, A36 A36

A36-TC

"

33-590000-1 73 33-59OO02-9B 33-590003-7 8

33-590009-7 3

33-590009-1 5

33-590027-3 35-59007 1-1 3 35-590072-9 35490073-1 5 35-590094-7

-35-5901 10-3 35-5901 1 0-1 3 3 35-5901 13-3

.35-590116-3 35-5901 18-23

35-5901 18-29 35-5901 I 8-31 B

36-590002-1 7

36-590002-1 9C 36-590002-37

i 36-590003-3

At1 All All

CE-674 & after, CJ-129 & after CE-290 tfiru CE- 673, CJ-26 thru CJ-128 All All Aft All AjI All All All All 13-9069 thru D- 9947 0-9948 & after 0-7977 thru D- 9947 E-927 th ru E-2110 except E-1946 &. E-2104 €-I thru E-926 E- 1 946, E-2104, E- 21 l l & after EA-1 thru EAd272 except EA-242 1

F A A Approved P I N 58-590000-49 Issued: December, 1990

MODEL

536-TC

036-TC

95-B55B 95-55, 95-A55

58, 58A

PART NUMBER

36-590006-3

36-590006-f 9

55-590000-49 55-590000-650

58-590000-21

*111

A/C SERIALS

EA-242, EA-273 thru EA-388 except EA-326 EA-326, EA-389 &. after AIt TC-7 thru TC-501 except TC-350 & TC-37 1 TH-773 thru TH- 1395 except TH- 7389

58, 58A 58, 58A

58, 58A

€55, ESSA

58-590000-31 0 58-590000-35

TH-I thru TH-772 TH-1389, TH-1396 thru TH-1471, TH- 1 476, TH-1487,TH-

TC-350, TE-1 t hru TE-942, except TE-938 TE-938, TE-943 thru TE-1083 TE-I197 on!y TC-2003 & after TC-1608 thru TC- 2002 TC-371, TC-502 thru TC-3 607 TK-I thru TK-84 TK-85 thru TK-1 SO, except 7°K-7 47

95-C55, 85-C55A,

58-590000-39

96-59001 0-1 7 96-59001 0-298

1489, TH-1498 TH-1472 & after, except TH-1476, Tt-1-1487, TH-1489, TH-1498 TE-1084 & after

055, D55A, E55, E55A E55, E55A

E55, E55A 95-B55. 95-BS5A 95-B55, 95-B55A

95-B55, 95-855A

58TC 58TC, 58TCA

- -

96-59001 0-31

96-59001 0-37 96-59001 1 -'I 7 96-59001 1-23

96-59001 1-25

106-590000-5 106-590000-1 9

L 1 MODEL PART NUMBER A/C SERIALS

58TC. 58TCA 106-590000-21 : TK-147, TK-151 & ' after

FAA Approved P/N 58-59000Q.49

Issued: December, 19W

CONTENTS

GENERAL . . . . . . . . . . . . - . . . . . . . . . . . . .Page 5 LIMiTATiONS . . . . . . . . . . . . . . . . . . . . . . . .Page 5 EMERGENCY PROCEDURES . . . . . . . . . . . . .Page 6 NORMAL PROCEDURES . . . . . . . . . . . . . . . .Page 6 PERFORMANCE . . ... . . . . . . . . . . . . . . . . .Page 6 WEIGHT & BALANCE . . . . . . . . . . . . . . . . . .Page 6 SYSTEMS DESCRIPTION . . . . . . . . . . . . . . .Page 6

. . HANDLING. SERVICING 8, MAINTENANCE .Page 7

GENERAL

The information in this supplement is FAA-appraved material and must be attached to the Pilot's Opefating Hand- book and FAA Approved Airplane Flight Manual when the airplane has been modified by installation of the Inside Cabin Door Handle With Open/Ctosed Placard in accordance with Beech Kit 351-5050,

The information in this supplement wpersedes or adds to the basic Pilot's Operating Handbook and FAA Approved Airplane flight Manual only as set forth below. Users of the manual are advised to always refer to the supplement for possibly superseding information and placarding ap- plicabte to operation of the airplane.

PLACARDS

On inside of Cabin Door Adjacent to Door Handle:

FAA Approved P / N 58-590000-49 Issued: Decern ber, f 990

EMERGENCY PROCEDURES No change.

NORMAL PROCEDURES

BEFORE TAKEOFF

All procedures specified in t h e Pilot's Operating Hand- book and FAA Approved Airplane Flight Manual for the particular airplane shall be completed. In addition, accom- plish the following:

- Doors and Windows - SECURE (Check cabin door lock indicator - CLOSED)

PERFORMANCE

Na change.

WEIGHT AND BALANCE

No change.

SYSTEMS DESCRlPTtON

DOORS, WINDOWS AND EXITS

CABIN DOUR

The airplane has a conventional cabin door on the forward right side of the fuselage and when closed, the outside cabin door handle is spring loaded to fit into a recess in the door to create a fiat aerodyndmicaily clean surface. The door may be locked with a key. To open the door from the outside, Iift the handle from its recess and pull until the door opens.

FAA Approved P\N 58-590000-49

Issued: December, 1990

To close the cabin door from the inside, observe that the door handle is in the open position. In this position, the latch hand0 is free to move approximately one inch in either direction before engagement of the locking mechanism. Then grasp the door and firmly pull the door closed, Rotate the door handle fully counterclockwise into the locked position. Observe that the door handle indicator is in the CLOSED position. When the door is properly locked, the door latch handle is free to move approximately one inch in either direction.

NOTE When checking the door latch bandle, do not move it far enough to engage the door latch release mechanism.

Press firmly outward at the top rear corner of'the door. If any movement of the door is detected, completely open the door and close again following the above instructions.

Ta open the door from the inside, depress the lock button and rotate the handle clockwise.

HANDLING, SERVlCtNG, AND MAINTENANCE

No change.'

F A A Approved P / N 5 8-590000-49 Issued: December, 1990

FLIGHT MANUAL SUPPLEMENT

NIGHT V. M, C. OPERATI GNS

This aeroplane i s e l ig ib le f o r Night V, M. C. opera t ions provided tha t the radio communication a n d radio naviga tion s y s t e m s i ns tat led in the aeroplane a r e approved f o r t h i s t y p e of u p e r a t i o n - see F l i g h t Manual Sect ion 7 - Radio Sys tems and Operational bimi ta t ions.

Note: Reported unserv lceab i l i t y of i n ~ t r u r r ~ e n t s , radiosystemsandequip- - merit w i l I be i nd ica ted on theMaintenar,ce Release. A i r Navigation Orders P a r t 2 0 requ i re the placarding o r removal of unserviceable instruments, radio systems and equipment.

AUSTRALIA DEPARTMENT OF TRANSPORT

CERTIFICATE OF AIRWORTHINESS - A I R C R m

5. This Certificate of Aitworthiness i s issued pursuant to the Convention on International Civil Aviation dated 7th December, 1944, and the Air Navipa- tion Regulations of Australia, in respect of the above rne~ltiorlcd aircraft rvhtch is consiclered to be airworthy when maintained and operated in accordance with the Air Navigation Regulations and the lirnita tions specified in the flight manual approved or issued for the aircraft under the Air Navigation Regula- tions.

;

G. Subject to suspe~lsion or cancellation under the Air Navigation ReguIations, the period during which this certificate shall remain in farce shall, be from i t s date of issuc%l. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .a until the aircraft ceases to be registered in the Register of Australian Aircraft.

I Date of Issue

3. Aircraft Serial No.

E434 Place and Year of

1 . Nationality and Registration Marks

VH- mq

No entries or endorsements may be made on this certificate except in the manner and by a person authorised by the Secretary to the Department of Transport.

2, Manufacturer

~eechcraf t Corpora.tion

Signature

&2L2-. . . . ..... - A . , , . a . . . . .

ALL CERTIFICATES OF AIRWORTHINESS PREVIOUSLY ISSUED IN RESPECT OF; THIS AIRCRAFT ARE HEREBY SUPERSEDED AND

CANCELLED

blnnl~facturer's Designation of Aircraft : Construction

Appointment

Secretary to the Department of Transport

Department Delegate of the of Transport Secretary to the

Authorised Person appointed under O the Air Navigation Regulations.

0.o.T. 14A { R e v 4/77)

Beech ~ 3 6 U . S , A , 1973

1

4. Categories NomaZ

i S.L.

r&E -OFF WEIGHT 1 - L B 1

A 2 2 0 0 i 1 i \ 'q\ L 0 ~ l T ' f HfICWT - FEET j u

A 5 0 1 0 a

r~ultl l~'i . WIHD C O W N E N T * K*TS f

HOT E : L.) W GtUns WElOlT AT

TAKE-WF SWACL HOT

EXCEED T H E LESSER OF ( A ) AND ( 8 ) .

2.1 SHORT MW CRASS

APFtlES P M EARTH

M W M L SURFACE5

1 FLAP S6TlIMG I 0. I

S . TEC CORPORATION RT. 3, BLOG. 946

wOCTERS INDUSTRIAL COMPLEX MINERAL WELLS, TEXAS 76067

FAA APPROVES SUPPLEMtNT T 0

PILOT'S OPERkTil iG HAX3jgQ1: A?iZ/QP. FAA APPROVE0 A1 R?LANE FC I GET MANUAL

FOR 8EECt i MODELS F33A, S/?i CE-316 & UP, 36 AND A36

S - T E C S'tSTE!! S O THO A X I S AUTOPATIC F l I G E T GUIDANCE SYSTEK

( 11: V2i.T S Y S T E K )

REG. N2 , S E R , !:,'.

F ? P T h i s sup?Iement m;jt be a t t a c h e d t o t h i a 2 p i i c ? S l ~ ;h5 A ~ p r o v e d R i r p l a n ~ F l is?: Manual, P i l o t ' s Opera t ing FLandSsok, o r F i l o t ' s Ope ra t j ng Eandbook and FA;. A';:- roved A i r p l a n e F l i g h t F l z ~ u a l modified by t h ? i ~ s C 2 i l d t i c n cf S - T E C Syscer;. - 53 Autopilot Model ST- 189-50 ins t ; l ' rer ; ir, a t . c ~ ? - d z n c a v i t h STC SA5240S'rl-0. !r,c ir,f:?** mation c o n t a i n e d h ? r e i n sup?jern?nts t h ~ ir,forr.?Cigr, o f t h e b a s i c PO? an l l cy - A'?:; for Lini t a t i o n s , P r c c e d ~ r e s and P?r fo r ,~ccce i n = o r ~ ? i i o n n o t contained i n ; h i s Supplement, c o n s ~ l t "Lhe b a s i c PO:+ and/or 4;;;.

SECTION I

This manual i s t o a c q u a i n t t he p i l o t w i t h t h e fea t g r e s and f u n c t i o n s s f the System 50 Two AXES A u t o p i l o t and t o provlde o p e r a t i n g i n s t r u c t i o n s for t h e system when ins ta l l e d i n t h e above a i rc ra f t model (5). The a i r c r a f t must be ope ra t ed w i t h i n t h e 1 i n t i t a t i o n s herein p rov ided when t h e a u t o p i l o t i s i n use .

SECTION I I

OPERATING LIMITATICmh'S

1. Autop i lo t o p 2 r a t i o n p r o h i b i t e d a b o v e 178 KIAS (205 b l P l i , I A S ) , ( A u t o p i l o t Vmo). 2. Autopilot m9st be OFF d u r i ~ g t a k e - o f f and l a n d i n g , 3 . U s e o f f l a p s p r o h i b i t e d dur ing opera t ions i n a l t i t u d e h o l d mode.

Page 1 c f 7

S -TEC CORPORATION MINERAL WELLS, TEXAS 76067

EMERGENCY OPERATING PROCEDURES

In t h e event o f a n autopilot m a l f u n c t i o n , o r any t ime t h e autopilot i s not per fo rm ing as expected o r c o m n d e d , do not a t t e m p t t o i d e n t i f y t h e system prob lem. I rmedia te ly rega in control o f t h e a i r c r a f t by overpowering t h e a u t o p i l ~ t a s necessary and t hen d isconnec t t h e autopilot; Do not reengage the autopilot u n t i l the problem h a s been i d e n t i f i e d and corrected.

2 . Autopilot my be disconnected by:

a + Oepressirrg the "AP Oisconnect" S w i t c h on the l e f t horn o f the pilot's control wheel ( i f installed).

b. Depressing the tlON-OFF" Swi tch on t h e a u t o p i b t programmer uni t ,

c. having autopilot rn~s te r swi t ch t o "OFF" p o s i t i o n . d. P u l l i n g the a u t o p i l o t circuit breaker.

2. A l t i t u d e l o s s d u r i n g a m a l f u n c t i o n a n d r e c o v e r y . a . The f o l l o ~ i n g a1 t i t u d e losses and b a n k a n g l e s w e r e

recorded 2 f t ~ r a r . a l f u n c t i o n w i t h a 3 second recov- e r y d e l a y : Conf iquration - B ? n t Anql e/A1 t i tude Loss

C l imb 55' / -60 ' C r u i s e 60' / -220 ' D e s c e n t 51" -320'

b . The following a l t f t u d e l o s s e s a n d b2nk a n g l e s w s r e recorded ~ f t e r 2 K21function w i t h 2 1 second recovery delay: Conf i g u r d t i o n Bank Angle/A: t i t ude l o s s Mdneuvering 20' / -40 ' Approach (coup1 96 or uncoupled) 2 0 9 -40 '

The a b ~ ~ e va lues zr? t h e wors t case for a l l t h e mcdels covered by this d o c u ~ ~ z n t .

S E C T I O N IV I .

NORMAL OPERATI t iG PROCEDURES

4 - 1 SYSTEM DESCRIPTION The System 50 is a pure r a t e autopilot which uses an inclined r a t e gyro i n t he Turn Coordinator instrument a s t h e prirrary r o l l and t u r n r a t e sensor and an accelePpIw4.er and an a b s o l u t e p r e s s u r e t r a n s d u c e r as p i t c h rate sensors. The ? " + , I ~ 0 ~ r d i n d t o r includes a n autopilot p i c k - o f f , a gyro R?#'.i d e t e c t o r a n d an ins t rumen t power monitor. Cow e l e c t r i c a l power w i l l cause the instrument " f l a 4 " t o appear w h i l e l o w RPM w i l l c ? u s e t h e autopilot t o disconnect. The autopilot includes an automa t i c p r e - f l i g h t t e s t f e a t u r e t h a t allows a v i s u a l check o f a l l t k a a n n u z ~ i a t o r I a 3 p ~ an6 checks critical elements o f the accelerometer system. The test f ea tu re w i l l no t enable a u t o p i l o t f u n c t i o n unless t h e automatic t e s t seqyence i s s a t i s f a c t o r l y completed. FAA/OAS APPROY E D f'/N 89335 DATE: 11-I$-53 Pz;e 2 o f 7

S .TEC C O F ~ ~ Q R A T I O ~ J M I N E R A L WELLS, TEXAS 76067

When the pre- f l i g h t t ? s t i s s? t i s f d c t o r i l y completed and when t h e r a t e gyr: 8PM i s c o r r e c t , t h e green "RW" l i g h t w i l l illuninate i n d i c a t i ~ g the a u t o - p i l o t i s ready f o r t he f u n c t i o n d l check and o p e r a t i o n . The a u t o p i l o t c a n m t be engdged un less t he "RDY" l i g 9 t i s illumicdted. When t h e systee i s eqsipeed r r i t i ; the o n t i o c a l 3" A i r O r i v e f i C i r e c t i a n 2 l Gyro (D.G.) O r 2 COK;?ES 5ys:e-, dir?::l-,n?.: information j s c r d v i d e t TS ?;s a ~ t o p i l o t by a h e a 2 i n : k g i n t h ~ ins ; rdr :ent .

Pi tcPI a x i s c o n t r o l i s provided f o r t h e a1 t i t u d c h o l d f u n c t i o n b y use o f t h e a c c e l e r ~ m e t ~ r &r?d the pressur? t r a n s d x e r . When t h e a1 t i t u d e hold mode i s engag$< a n e l e v z t o r trim senso r i n the p i t c h s e r v o w i l l d e t e c t t h e e leva tc r trir;; c o n d i t i o n . Ghen e l e v a t o r t r im i s necessary l o re-establ i s h 2 trir.:! co r ,b i t i on , trirr, i n d i c z t o r ? i9nt.s on th.? pro; - -?x:?r u n j t v i l 'I i l l g - i n z t ~ :z i n d i c a t e t h e direction t~ t r i r ttr, rss"r3re E t r jG~17ied c ~ n a i t j ~ r , .

1. ! ! G < E . 2 ~ . ~ , ; r ~ i ; ~ j r - 2nc An>ljr;: i d : ~ v Lr,; ", P~.r?*.i '- 5 , .cde s v ; i t c h ~ s 27.: ?or, ,?. c i a t i o n f c r the s y s t e m .

FM /R?,5 A??ROVEC; p/:t 89335 DATE: 11-18-83 Page 3 o f 7

S - T E C CORPORAT:!,: MINERAL WELLS, TEXA', 75267

3 . 8p:dy L i g h t (R3Y) - Green R D ' i lamp i l l u f i i n a t e s when z ~ t c p i l o t i s re2dy f o r engagemefi t .

4 . Oh-O.Fi S t a S i 1 i z ~ r Kode Swi t c h - Monentzry actuatior, eng2ges roll s y s t e r i r ; s t 2 3 i l i z e r ( S T S ! god. and 2 1 1 0 % ~ use o f t h ~ . ; , J r r k r ; ~ b ( I t e - :. t3 corr!-r~znd tur r ; r a t e des i r e d . W?,zp tne sy~rer;; i ~ ; . g ~ z t j ng a momentzry actuation w i j 1 disengage t h e sys tec and c ? n < e ] a1 1 a ~ n u n c i a t i o n s ,

5. A1 t i t u d e P ~ d d S w i t c h ( A L T ) - Momentary a c t t l a t i on w i l l engage E I t i t u d e h o l d mcde O r d i s e n g z g ~ a1 t i t u d e rode i i p r e v i 0 1 i 5 l y p ~ ~ i 3 e d . T h i s fun- c t i o n i s a1 so a v a i l a b l e by use o f a n option21 control wheel rraunted a l t i t u d e e n ~ z g e j d i s e n g a g e s w i t c h , f o r added convenience.

6. h v i g a t i o n rode Switch - Moflantary z ~ t i v ? t i ~ r h f l l engzg? t h E VQ3 T r z c k i n ~ Mode. ? h i s mcde prcZti;(?s 13% s;~s:~: c ? i ~ , f f ~ r C O r f o r t ' ~ > I e cress : ~ v ? : ~ y t r ~ z k i n ; .

0. U? T r i m L i g h t (UP) - T h i s 1 i g h t i l l u ~ i n z t ? s t3 i s d i c z t e t h e nee3 f o r nose t r i , ~ : .

1. Turr; KsoS a c d F ~ a d i ~ S w i t c h - Th? t u r c knob a; l o x ; tE i2 s a l e c c i o r ; o ? - t v rn r a t e 5 u.2 t o stz r ;dard r a t e ' 3 3 / 5 e c . ) e i t h? r+ r i , s k t C r - I e f i . I u r c - i n g t h e knob t o t h e r i g h t o r l e f t w i l l c d ~ s e 2 t u r n t h d t 1 s pt -opor t ion2 l t o t h e disp1acezer; t o f t h e knob f roz c e n t e r . For l e v e l f7 i g h t t h e el e c t r o r L i c s p r o v i d e a s m a l 'l dead zone o f approx i r rz t e l y lo0 a t t h e c e n t e r i n d i c e . To a c t u a t e head ing mode, momentdrily de?t-ess t h e turn knot.. T O r e t u r n t o S T 6 b d e f r o m HOG, d e p r e s s t h e t u r n k n o b . W h ~ n t h e systeq i s oa?-ating i n any r a d i s mob? a n d t h e sys ten i s e : a i p x i w i t h a D . G . , d s ~ e s s i n c t u r n knn5 w i l l r e t u r n the s y s t e " t s F 2 5 P c d e d i t ~ c t l y .

Page 4 o f 7

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8 . S e l e c t R E V ~ o d ~ - t h e con:rs) d - , ~ e l shes; d r o t a 'Le i n Oppos i t e direction o f t h e r(eedIf2.

C. S e l e c t APE Rode - t h e ~ o r . t r ~ 1 wheel s h o u l d d g ~ i n f c l l e v : r a . d i ~ c e e 3 l e rr!>veyent a n d w i t h r 3 r e a u t h o r i t y t h 3 s produces by Nk\i Mode.

7 . Move con t ro l whee l t o l eve l f l i g h t p ~ s f t i ~ r ; - Engage ALT Mode. M v e c o n t r o l w h e e l fc re 2 n d a f t t o overponder p i t c h servo c 1 1 ~ t c b . Overpower s c t i o n s h c ~ l b be s-99th w f L h fit n ~ i s e c r j e r k y f e e l . ] f U~.JS::? sclinds o r e x c e s s i v e p l ? y i s d E t e c t e d , +2ve t h e s e r v o i f i s t a 7 1 a t i o n i nsser tc -c p r i o r t o fl i g h t .

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i . Check - R O Y l i g b L t G C .

2 T r i ~ z i r c r a f t f o r existing f l i g 5 t c o n d i t i c ~ .

3 . C e n t e r turn-knob - d e p r e s s ON-OFF Switch.

. S e t t u r n knob t o l e v e l or t u r n i n g f l i g h t , a s d e s i r e d

5 . S e t HDG bug t o d e s i r e d heading i f i n s t a l l ed ) and d e p r e s s t u r n knob t o e n g a g e heading ;robe , s e l e c t headings a s d e s i r e d .

6. A t d e s i r e d a1 titude, d e p r e s s LLT Fete S h , i t c n . Trir. a i r c r a f t s c ~ ~ L E s E ? ! ' ~ tG e s t a b l i s h cr l ; i s e c o n d i t i o r : - d i s e f i g z g e A L T Rode t o c l inS o r d e s c e n d .

i O / D A S APPROVEO ~!!i 89335 G A T E : 11-18-83 Page 6 o f 7

S *TEC CORPORATIOK MINERAL W E L L S , TEXAS 760E7

1 . Tune NAY r e c e i v e r and $el e c t r a d i a l , J

2 . M a n e u v e r z i r c r a f t t o s e l e c t e d r a d i a l ( o r 1 0 ~ d l j ~ ? r ) w i t k i n - ! nee::<- w i d t h and w i t h i n 10' o f t h e course heading.

3 . Engage N A V M d e f o r V04? t r a c k i n g .

1. Engage A P R Rode f o r VO? o r L O C a p p r o a c h

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' e x t o f t h i s S e c t i o n not a f f e c t e d by instdllatior, o f t h i s equl\Frnrnt.

s - T E C C O W O R A T I O ~ ~ J ' DAS 5 SL P/fi 89335 - D A T E : 11-18-83

Page 7 o f 7

CASA APPROVED BEECH A36 VH-FIM SUPPLEMENT S-TEC AbTOPILOT SYSTEM

AUTO AVIh DESIGN FLIGHT MANUAL SUPPLEMENT 9614591FMS

AUSTRALIAN APPROVED FLIGHT MANUAL SUPPLEMENT

S-TEC AUTOPILOT SYSTEM (310DEIJ ST-1 89-50)

This manual consists of this Cover Page and die CASA approved Log of Pages and the S - E C Corporation F M approved f;li@~t

Mama1 Supplement PM 89335, dated 1 I - 18-83 (7 Pages)

'I'his supplement must be incorporated itlto the approved Beech Flight Manuat when the S-TEC auropitot system (Modzl ST-189-50) i s installed in accordar~ce with Auto Avia Design Engineering Instruct ion 96/45 9 E I 1. ?It infomatioa c orltained Iierein supplemexrts the infw-mation in the basic aircraft Flight Manual. For limitations, proccd~rres, aud performance data not contained it1 h i s docutuent, consult the aircraft Flight Manual.

REVISION: 0 PAGE 1 OF 2

CASA APPROVED BEECH A36 VH-FIM SUPPLEMENT S-TEC AUTOPILOT SYSTEM

LOG OF PAGES

ORICMAL. ISSUE: 17th September, 1336

ISSUE

0

0

DATE

1 7th Sep ternher, 1 996

t 7th Scpternbcr, 1996

S-TEC Corporation FAA approved Flight Manual Supplement PIN 89335, dated 1 1-18-83:

PAGE

1

2

3

4

5

6

7

DATE

13th November, 1983

18th November, 1983

18th November, 1983

tQth November, 1983

18th November, 1983

18th November, 1983

18th November, 1983

Approved: Dated: . 2 . . 6 . . SEP . . . . . 1996 . . . . . for the Authority

REVISION: O PAGE 2 OF 2

BEECHCRAFT Bonanza 36 . A36 E - l t h ~ E-926

SECTION I

GENERAL

TABLE OF CONTENTS

SUBJECT

Imponant Notice ................................ 1-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Use of the Handbook 1-4

Revising the Handbook .....................I.... 1-7 Airplane Flight Manual Supplements

Aevlsion Record ................... .......... 1-8 Vendor-Issued STC Supplements ................. 1-8 Airplans Three Mew .. . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9 Ground Turning Clearance ...................... 1-10 Descriptive Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11

Ensine ..................................... 1-11 Pr0~0l18r .I.............llIl...........l...l 1-11 FlId .....*................................. 1-11 Ofl Cepacity ........................I....... 1-12 Wei~hW ............................I....... 1-12 Cabin And Entry Dimensions ................ 1 . 12 Baggage Space and Entry Dimensions ....... 1 -1 2 Spacfic Loadings ......................I.1.. 1-12

General Airspeed Terminology and Symbols ..... 3-13 Meteorological Terminology ................... ,. 1-16 Power Terminology . . . . . . . . . . . . . . . . . .am... . , . . . . 1-16 Engine Controls and lnstrumenfs ................ 1-16 Airplane hrforrnance and Flight

. Planning T e d nology ........................ 1 17 ................ Weight and Balance Terminology 1-18

August 1982

Section I General

BEECt-ICRAFT Bonanza 36, A 3 6 E- 1 thru E-926

INTENTIONALLY LEFT BLANK

August 1982

BEECHCRAFT Bonanza 36, A 3 6 Section l E-1 thru E-926 General

THANK YOU . . . for displaying confidence in us by selecting a BEECHCRAFT airplane. Our design engineers, assemblers and inspectors have utilized their skills and years of experience to ensure that the BEECHCRAFT Bonanza meets the high standards of quality and performance for which BEECHCRAFT airplanes have become famous t h ~ o u g h o u t the world.

IMPORTANT NOTICE

This handbook must be read carefully by the owner and operator in order to become famitiar with the operation of the BEECHCRAFT Bonanza, The handbook presents suggest ions and recommendations to help obtain safe and maximum performance without sacrificing economy. The BEECHCRAFT Bonanza must be operated according to the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual, anwor placards located in the airplane.

As a further reminder, the owner and operator of this airplane should also be familiar with the applicable Federal Aviat ion Regulat ions concerning operation and maintenance of the airplane and FAR Part 91 General Operating and Flight Rules. Likewise this airplane must be operated and maintained jn accordance with FAA Airworthiness Directives which may be issued against it.

The Federal Aviation Regulations place the responsibility for t h e maintenance of this airplane on the owner and the operator who must ensure that aII maintenance is done by quafified mechanics in conformity with at! airworthiness requirements established for this airplane.

All limits, procedures, safety practices, time limits, servicing, and maintenance requirements contained in this handbook are considered mandatory for the continued airworthiness of this airplane, in a condition equal to that of its original manufacture.

August 1982

Section I BEECHCRAFT Bonanza 36, A36 General E - 1 thru E-926

Authorized BEECHCRAm Aero or Aviation Centers or International Distributors or Dealers can provide recommended modification, service, and aperating procedures issued by both FA4 and Beech Aircraft Corporation, designed to get maximum utility and safety from this airplane.

USE OF THE HANDBOOK

The Pilot's Operating Handbook is designed to facilitate maintaining documents necessary for the safe and efficient operation of the BEECHCRAFT Bonanza, The handbook has been prepared in loose leaf form for ease in maintenance and in a convenient size for storage. The handbook has been arranged with quick reference labs im- printed with the title of each section and contains ten basic divisions:

Section 1 General

Section 2 Limitations

Section 3 Emergency Procedures

Section 4 Norma! Procedures

Section 5 Performance

Section 6 Weight and BalanceEquipment LisC

Section 7 Sys tems Description

Section 8 Handling, Servicing and Maintenance

Section 9 Supplements

Section 10 Safety Information

August 1982

BEECHCRAFT Bonanza 36, A36 E-3 thru E-926

Section l General

NOTE

Except as noted, al l airspeeds quoted in this handbook are Indicated Airspeeds (IAS} and assume zero instrument error,

tn an effort to provide as complete coverage as possible, appf icable to any configuration of the airplane, some optionai equipment has been included in the scope of the handbook. How- ever, due to the variety of airplane appoint- ments and arrangements available, optional equipment described and depicted herein may not be designated as such in every case.

The following information may be provided to the holder of this manual automatically:

3 . Original issues and revisions of Class I and Class 11 Service instructions

2. Original issues and revisions of FAA Ap- proved Airplane Flight Manual Supple- ments

3. Reissues and revisions of FAA Approved Airplane Flight Manuals, Flight Hand- books, Owner's Manuals, Pilot's Op- erating Manuals. and Pilot's Operating Handbooks

This service is free and will be provided only to holders of this handbook who are listed on t h e FAA Aircraft Registration Branch List or t h e BEECHCRAFT International Owners Notifi- cation Service List, and then only if you are listed by airplane serial number for the mode{

August 1982 1-5

Section I B E E C H C R A F T B O ~ I ~ ~ Z ~ 36. A36 General E-f thru E-926

far which this handbook is applicable. For detailed information on how to obtain "Revision Service" appiicable to this handbook or other BEECHCRAFT Service Publj- cations consult a BEECHCRAFT Aero or Aviation Center or International Distributor or Dealer, or refer to the latest revision of BEECH- CRAFT Service Instructions No. 0250-01 0.

BEECH AIRCRAFT CORPORATION EX- PRESSLY RESERVES THE RIGHT "C SUPER- SEDE, CANCEL, AND/OR DECLARE QB- SOtETE, WTHOUT PRIOR NOTICE, ANY PART, PART NUMBER, KIT OR PUBLICATION REF- ERENCED IN THE HANDBOOK.

The uwnerjoperator should always refer to all supplements, whether STC Supplements or Beech SuppIements, for possible placards, limitations. normal, ernergenc y and other operational procedures for proper operation of t h e airplane with optional equipment installed.

August 1982

BEECHCRAFT Bonanza 36, A36 E- t t h ru E-926

Section 1 General

REVISING f HE HANDBOOK

Immediately fallowing the title page is the "Log of Revisions" page(s). f h e tog of Revisions pages are used for maintaining a listing of a \ l effective pages in the handbook (except the SUPPLEMENTS section), and as a record of revisions to these pages. In the lower right corner of the outlined portion of the Log of Revisions is a box containing a capital letter which denotes the issue or reissue of t h e handbook. This letter may be suffixed by a number which indicates the numerical revision, When a revision to any information in the handbook is made, a new bg of Ae- visions will be issued. All Logs of Revisions must be retained in the handbook to provide a current record of m a - terial status until a reissue is made,

WARNING

When this handbook is used for airplane operational purposes it is the pilot's responsibility to maintain it in current status.

August 1982

Section I BEECHCRAFT Bonanza 36, A36 General €-I thru E-926

AIRPLANE FLIGHT MANUAL SU PPLEM.ENTS REVISION RECORD

Section IX contains the FAA Approved Airplane Flight Manual Supplements headed by a Log of Supplements page. On the "Log'' page is a listing of t he FAA Approved Swppiemental Equipment available for installation on the airplane. When new supplements are received or existing supplements are revised, a new "Log" page will repiace the previous one, since it contains a listing of a l l previous approvals, plus the new approval. The supplemental material will be added to the grouping in accordance with the descriptive listing.

Upon receipt of a new or revised supplement, compare the " tog " page just received with the existing "Log" page in the manual. Retain the "Log" page with the latest date on the bottom of t h e page and discard the other log.

VENDOR-ISSUED STC SUPPLEMENTS

When a new airplane is delivered from the factory, the handbook delivered with it contains either an STC ISuppjemental Type Certificate) Supplement or a Beech Flight Manual Supplement for every installed item requiring a supplement, If a new handbook for operation of the airplane is obtained at a later date, it is the responsibility of the owner/operator to ensure that ail required STC Supplements (as well as weight and balance and other pertinent data) are transferred into the new handbook

1-8 August 1982

BEECHCRAFf Bonanza 38, A36 E-1 thm E-926

WING AREA '177.6 sq. ft +'I81 .O sq. f t

*36 prior to E-185 **A38, E-t 85 t h r ~ E-926

AtRPlANE THREE-VIEW

August 1982

Section I BEECHCRAFT Bonanza 36, A36 General E-1 thru E-926

G R O U N D TURNING CLEARANCE

Radius for Wing Tip . . . . . . . . . . . . . . . . . . 27 ft. 7 in. Radius for Nose Wheel . . . . . . . . . . . . . . . I3 ft. 8 in. Radius for Inside Gear . . . . . . . . . . . . . . . . 6 ft . 3 in+ Radius far Outside Gear . . . . . . . . . . . . . 15 f t . 10 in,

TURNING RADII ARE CALCULATED USING FULL STEER- ING, ONE 8RAKE AND PARTIAL POWER.

1 - 10 August 1982

BEECHCRAFT Bonanza 36. A 3 6 E-1 thru E-926

Section I General

DESCRIPTIVE DATA

ENGINE

One Telsdyne Continental Motors Corporation engine model 10-520-0, 10-520-BA or 10.520-80. It is a fuel- injected, direct-drive, air-coaled, horizontally-opposed, 6 . cylinder. 520-cubic inch-displacement, 285-horsepower- rated engine.

McCauley constant speed, two blade, 84 inch diameter propeller using a McCauley 2A36C23 hub with 848-0 blades.

O f

McCauley constant speed, three blade, 80 inch diameter propeller using a McCauiey 3A32C76 hub with 82NB-2 blades.

NOTE

Other prope / /e r s may be approved but not installed as original equipment. These are listed in the FAAAircraft Specification 3A7 5 or approved by Supplemental Type Certificate.

FUEL

Aviation Gasoline 100LL (blue) or f 00 (green) minimum grade.

S TANDARD $ YS TEM Total Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 gat. Total Usable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 gal.

OPTIONAL SYSTEM Total Capacity . . . . . . . . . . . . . . . . . . . ... . . . . . , 80 gal. Total Usable . . . . . . . . . . . . . . . . . , . . . . . . . . . . . A 74 gal.

August 1982 1-7 I

Section 1 General

8EECHCRAFT Bonanza 36, A36 E-l thru E-926

OIL CAPACITY

The oil capacity is 12 quarts .

WEIGHTS

Maximum Ramp Weight . . . . . . . . . . . . . . . . . . . . 361 2 Ibs Maximum Take-Off Weight . . . . . . . . . . . . . . . . . 3600 lbs

. . . . . . . . . . . . . . . . . . Maximum landing Weight 3600 ibs Maximum Zero Fuej Weight . . . . . . No Structural Limit Maximum Weight in

Baggage Compartment . . . . . . . . . . . . . . . . . . . 400 Ibs.

CABIN AND ENTRY DIMENSIONS

Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 f t I f in. Height . . . . . . . . . . . . . . . . . . . . . . . . . ... ... . . . . . 4 f t 2 in. Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 ft 6 in. Cabin Door . . . . . . . . . . . . . . . . 37 in. wide by 36 in. high

BAGGAGE SPACE AND ENTRY OtMENSlONS

Compartment Volume . . . . . . . , . . . . . . . . . . . . . . . 40 cu ft Hat Shelf Volume . . . . . . . . . . . . . . . . . . . . . . . , . . 7.7 cu f t Door Width (Minimum) . . . . . . . . . . . . . . . . . . . .... . 45 in. Door Height (Minimum) . . . . . . . . . . . . . . . . . . . . . - . . 35 in.

SPECIFIC LOAD1 NGS (Maximum Take-Off Weight}

Wing Loading 136) . . . . . . . . . . . . . . . . . . . . .. 20.3 Ib&q ft Wing Loading (A36) . . . . . . . . . . . . . . . . . . . . 7 9.9 Ibq'sq f t Power loading . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.6 lbqhp

1-12 August 7982

BEECHCRAFT Bonanza 36. A36 E-? thru E-926

GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS

CAS Calibrated Airspeed is the indicated speed of an airplane, corrected for position and instrument error. Calibrated airspeed is q u a i to true airspeed in standard atmosphere at sea level.

GS Ground Speed is t he speed of an airplane relative to the ground.

IAS Indicated Airspeed is the speed of an airplane as shown on the airspeed indicator when corrected for instrument error. IAS values published in this handbook assume zero instrument error.

KCAS Calibrated Airspeed expressed in "knots".

KlAS Indicated Airspeed expressed in "knots".

TAS True Airsceed is the airspeed of an airplane relative to undisturbed air which is the GAS corrected for altitude, temperature, and compressibility.

V~ Maneuvering Speed is the maximum speed at which application of full available aerodynamic control will not overstress the airplane.

V~~ Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position.

August 1982 1-13

Section I General

BEECHCRAFT Bonanza 36, A36 E- 'I thru E-926

V~~ Maximum Landing Gear Extended Speed is the maximum speed at which an airplane can be safefy flown with the landing gear extended.

V~~ . Maximum Landing Gear Operating Speed is the maximum speed at which the landing gear can be safely extended or retracted.

'NE Never Exceed Speed is the speed limit that may not be exceeded ar any time.

V~~ Maximum Srructuraf Cruising Speed is the

vC speed that should not be exceeded except in smooth air and then only with caution.

V~ Slalling Speed or the minimum steady flight speed at which the airplane is controllable.

V~~ Stalling Speed or the minimum s~eady flight speed at which the airplane is controtlable in the landing configuration,

'X Best Angle-of-Climb Speed is the airspeed which delivers the greatest gain of altitude in the shortest possible horizonral distance.

Vy Best Rate-of-Climb Speed is t he airspeed which delivers the greatest gain in altitude in the shortest possible time.

August 7982

BEECHCRAFT Bonanza 36, A36 Section l E - 1 thru E-926 General

METEOROLOGiCAt TERMINOLOGY

OAT

International Standard Atmosphere in which

(1 ) The air is a dry perfect gas; (2) The temperature at sea level is

I 5 O Celsius (5g0 Fahrenheit); ( 3 ) The pressure at sea level is 29.92

in Hg. (101 3,2 millibars); (4) The temperature gradient from sea

level to the altitude at which the temperature is -56.s0 C (-69.7O F) is -0.00198° C (-0.003566O F) per foot and zero above that altitude.

Outside Air Temperature is the free air static temperature, obtained either from inflight temperature indications adjusted for instrument error and compressibility effects, or ground meteorological sources.

Indicated The number actually read from an Pressure a lttrneter when the barometric sub- Altitude scale has been set to 29.92 in

Hg. (107 3,2 millibars).

Pressure Altitude measured from standard Aititude sea-level pressure (29.92 in, Hg) by

a pressure or barometric a ltimetar. It is the indicated pressure altitude corrected for position and instrument error, In this Handbook, altimeter instrument errors are assumed to be zero. Position errors may be obtained from the Altimeter Correction Graph,

August 1982

Section l General

Station Pressure

Wind

BEECHCRAFT Bonanza 36, A35 E-f thru E-926

Actual atmospheric pressure at field elevation.

The wind velocities recorded as variables on the charts of this handbook are to be understood as the headwind or tailwind components of the reported winds,

POWER TERMINOLOGY

Take off and Highest power rating Maximum not limited by time. Continuous

Cruise Power recommended for Climb cruise climb.

ENGINE CONTROLS AND iNSTRUMENfS

Throttle Used to control power by intro- Control ducing fuel-air mixture into the

intake passages of the engine. Settings are reflected by readings on the manifold pressure gage.

Propeller Control

Mixture Control

This control requests the propeller governor to maintain engine] propeller rpm at a selected value by controlling propeller blade angle,

This control is used ta set fuel flow in all modes of operation and cuts off fue l completely for engine s h u t down.

August 1982

BEECHCRAFT Bonanza 36, A36 E-1 t h ~ ~ E-926

Section 1 General

EGT This indicator is used to identify (Exhaust Gas the lean and best p w e r fuel Temperature flow for various power Indicator) settings.

Tachometer

Propel! er Governor

fndicates the rpm of the snginql propel lor.

Regulates the rpm of the engine/ propeller by Increasing or decreasing the propeller pitch through a pitch change mechenism in the propeller hub.

AIRPLANE PERFORMANCE AND FUQHT PUNNING TERMINOLOGY

Climb Gradient

The ratio of the change in height during a portion of a climb, to the horizontal distance traversed in the same time interval.

Demonstrated The maximum BUO crosswind corn- Crosswind pansnt for which adequate control of Velocity the airplane during takeoff and land-

ing was actually demonstrated during certification tests*

Route Segment

Mini mum enroute IFR' altitude.

A part of a route. Each end of that part is identified by: (1) a geograph- ical location; or (2) a point at which a definite radio fix can be established.

August 1982

Section I General

GPH

PPH

BEECHCRAFT Bonanza 36 , A36 E-? thru E-926

U.S. Gallons per hour,

Pounds per hour.

WEIGHT AND BALANCE TERMINOLOGY

Ref ere nce An imaginary vertical plane from Datum which all horizontal distances are

measured for balance purposes.

Station A location along the airplane fuselage uslral1y given in rerrns of distance from the reference datum.

Arm The horizontal distance from the reference datum ro the center of gravity (C.G.) of an item,

Moment The product of the weight of an item mu1 tiplied by irs arm. (Moment divided by a constant is used to simplify balance calculations by reducing the number of digits.)

Airplane The point at which an airplane would Center of balance if suspended. Its distance Gravity from the reference datum is found (C.G.) by dividing the total moment by the

tota! weight of the airplane.

C.G. Arm The arm obtained by adding the airplane's individual moments and dividing the sum by the totat weight.

August 1982

BEECH CRAFT Bonanza 36, A36 €4 thru E-926

C.G. Limits

Usable Fusl

Unusable Fusl

Standard EmpW W~ight

Basic E W ~ Y Weight

Pay load

Useful Laad

Maximum Ramp Weight

Maximum Take-off Weight

Maximum hnding Weight

Section l Qeneral

The extreme center of gravlry !ma- tions within whleh tbe airplane must be operated at a given weight.

Fuel available for flight planning.

Fuel rlsmsining after a runout test has been completed in accodance with governmental regulations.

Weight of a standard airplane including unusable fuel, full operating fluids and fult oil.

Standard empty weight plus optional equipment.

Weight of occupants, cargo end baggage.

Difference between take-off weight, or ramp weight if applicable, end besic empty weight.

Maximum weight approved fur ground maneuvsring. [It Includes weight of start taxi, and run-up fuel).

Maximum weight approved for the start of the take-off run,

Maximum weight approvd for th8 landing touchdown.

August 1982

Section 1 General

Zero Fuel Weight

Tare

Leveling Poi n ts

Jack Points

BEECHCRAFT Bonanza 36, A36 E - I thru E-926

Weighr exclusive of usable fuel.

The weight of chocks, blocks, stands, etc., used on the scales when weighing an airplane.

Those points which are used during the weighing process to level the airplane.

Points on the airplane identified by the manufacrurer as suitable for supporting the airpiane for weighing or other purposes.

August 7 982

BEECHCRAm Bonanza 36 . A38 E-1 thnt E-926

SECTION II

LIMITATIONS

TABLE OF CONTENTS

PAGE

Airspeed Limitations ............................ 2-3 Airspeed Indicator Markings ..................... 2-4 Power Plant Limftations ........................... 2-5

Engine .................... ,. ...........**... 2-5 Operating timltatlons .................... 2-6

Fuel Grades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I . . . 2-5 Oil Specifications . . . . . . . . . . . . . . . . . .~. . . . . . . . . 2-6 Propeller Specifications ................... ,.. 2-6

Power Plant Instrument Markings (Round Type) ................................... 2-7

Miscellaneous Instrument Markings [Roundfype) .................................. 2-8

Power Plant Instrument Markings ............ (Vertical Electrically Operated Type] 2-8

Miscellaneous instrument Markings (Vertical Electrically Operated Type) ............ 2-9

Weight tim Its ................................... 2-9 ........... Center of Gravity Limits (Gear Down) 2-10 Maneuver Limits ............................... 2-10 Approved Maneuvers ............................ 2-10

.... ..................... Flight Load Factors .,,. 2-11 .......................... Minimum Flight Crew 2-71

Kinds of Operation Lirn its ....................... 2-11 ....................... Fuel I . . . ~ . . . . . . . . . ~ C I . . . 2-12

................. ..................... Seating ,l 2-12

August '1 982

Section 11 BEECHCRAFT Bonanza 36, A36 Limitations E - l thtu E.926

TABLE OF CONTENTS (E=ontinued)

SUBJECT PAGE

Placards . . . . . . . . . . . . . . . . . . . . .. , . . . . . . , , . . . . . . . . 2-1 3 Required Equipment for Various

Conditions of Flight . . . . . . . . . . . . . . . . . , . . . . . . . . 2-24

August 7982

BEECHCRAFT Bonanza 36, A36 Section 1 1 E - l thru E-9 26 Limitations

The limitations included in this section have been approved by the Federal Aviarion Administration.

The following limitations must be observed in the operation of this airplane,

AIRSPEED LIMITATIONS

August 1982 .

SPEED

Never Exceed v~ E

Maximum Structural Cruising v~~ Or v~ ..

CAS

203 234 204 235 Do not exceed this speed in any operation

765

- 190

140

' ' ' ' '

160

- "'

Maneuvering v~

1

139

except in smooth air and then oniy with caution

166

1

Maximum Flap Extended

v~ E Maximum Flap Extensia n E-1 thru thru E- 105 E-706 thru E-926

Maximum Landing Gear Operating/ Extended

V~~ and 'LE

Do not make full or abrupt control movements above this speed

123

I17

123

152

191

122

I f 3

I22

!

:

175

Do not exceed this speed

142 1 140

130

140

Do nut operate with flaps extended above this speed

153

135

142

176

I .

Do not extend flaps above this speed

Do not extend, retract or operate with landing gear extended above this speed except in emergency

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Section II Limitations

POWER PLANT tlM!TATIONS

ENGINE

One Teledyne Continental Motors Corporation model 10-520-8, 10-520-BA or 10-520-86 engine

Engine Speed , . . . . . . , . . . , . . . . . . . . .. .. . . . . 2700 rpm Cylinder Head Temperature . . . . . . . . . . . . . 460bF/2380C Oil temperature . . . . . . . . . . . . . . . . . . . . . . . . 240aF/1 1 Oil Pressure

Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 psi Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 psi

Fuel Pressure Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 psi Maximum . . , . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.5 psi Mixture - Set per leaning instructions on performance charts.

FUEL GRADES

Aviation Gasoline 1 0 0 L L (blue) or 100 (green) minimum grade.

Ashless dispersant oils must meet Teledyne Continental Motors Corporation Specification MHS-248. Refer to APPROVED ENGINE OILS in the Handling, Servicing, and Maintenance section

August 1982 2-5

Section il BEECHCRAFTBonanza 36, A36 Limitations E- 1 thru E-926

PROPELLER SPECIFICATIONS

McCauley constant speed, two blade propeller Hub: 2A36C23 Blades; 848-0 Diameter: Maximum 84 in., Minimum 82 in, Pitch settings at 30 in* sta.:

LOW 13.3' High - nor under 29.2O

McCauley constant speed, three bladed propeller Hub: 3A32C76 Blades: 82NB-2 Diameter: Maximum 8Q in., Minimum 78.5 in. Pitch sectings at 30 in. sra.:

Low - 1 3 . 3 O rt: 0.2O High - not under 29#0° f 0.5°

NOTE

Other propellers may be approved but not installed as origina I equipment. These are listed in the FAAAircraft Specification 3A15 or approved by Supplemental Type Certificate.

August 1982

BEECHCRAFT Bonanza 36, A36 Section ll E-1 t h f u E-926 ~irnitatians

POWER PLANT INSTRUMENT MARKINGS

{ROUND TYPE)

OIL, TEMPERATURE . . . . . . . . . . . . . . Caution (Yellow Radial) 4 00°Ff180C

Operating Range (Green Arc) ........ 1003 to 240aFIJ80 t o 11 6 O C

Maximum {Red Radiai) . . . . . . . . . . . . . . 24Q°F/1 16OC

OIL PRESSURE Minimum Pressure (Red Radial) . . . . . . . . . . . . 30 psi Operating Range (Green Arc) . . . , , . . . . 30 to 60 psi Maximum Pressure (Red Radial) . . . . . . . . . . 3 00 psi

FUEL FLOW . . . . . . . . . . . . . . . . . . . . Minimum {Red Radial) 1.5 psi

. . . . . . Operating Range (Green Arc) 6.9 to 24.3 gph . . . . . . . . . . . . . . . . . . . . . . . . . or 41,4 to 146.8 pph

. . . . . . . . . . . . . . . . . . . Maximum (Red Radial) 17.5 psi

TACHOMETER . . . Operating Range (Green Arc) 1800 to 2700 rpm

. . . . . . . . . . . . Maximum RPM (Red Radial} 2700 rpm

CYLINDER HEAD TEMPERATURE Operating Range

. . . . . . . . (Green Arc) 200° to 460°Ffi30 to 238OC Maximum Temperature

. . . . . . . . . . . . . . . . . . . {Red Radial) ... . 4fj0°Ff1380C

MANIFOLD PRESSURE Operating Range

. . . . . . . . . . . . . . . . . . . (Green Arc) 15 to 29.6 in. Hg . . . . . . . . . . . . . . . . Maximum (Red Radial) 29.6 in. Hg

August f 982 2-7

Section 11 BEECHCRAm Bonanza 36, A36 Limitations E-1 thru E-926

MISCELLANEOUS INSTRUMENT MARKINGS (ROUND TYPE)

INSTRUMENT PRESSUflE . . . . . . . . . . . . . . . . . Minimum (Red Radial) 3.5 in: Hg

. . . . . Operating Range (Green Arc) 3.5 to 5.5 in. tig . . . . . . . . . . . . . . . . . Maximum (Red Radial) 5.5 in. Hg or

. . . . . Operating Range (Green Arc) 4 , 3 to 5.9 in. Hg

FUEL QUANTITY . . . . . . Yellow Band (44-gallon system) E to 112 full . . . . . . Yellow Band (74-gallon system) E to 318 full

POWER PLANT INSTRUMENT MARKINGS (VERTICAL ELECTRICALLY OPERATED TYPE)

01L TEMPERATURE Caution (Yellow tine) . . . , . . . . . . . . . . . . 1003F/380C Operating Range (Green Band) . . . . . . . 10QQ to 240°F,/380 to 116°C

. . . . . . . . . . . . . . . . Maxi mum (Red Li ne) 240°F/1 16OC

OIL PRESSURE . . . . . . . . . . . . . . Minimum Pressure {Red Line) 30 psi . . . . . . . Operaring Range {Green Band) 30 ro 60 psi

. . . . . . . . . . . . Maximum Pressure (Red Line) 100 psi

FUEL FLOW . . . . . . . . . . . . . . . . . . . . . . Minimum {Red Line) 1.5 psi

Operating Range (Green Band) . 41.4 to 145.8 pph . . . . . . . . . . . . . . . . . . . . . Maxi mum (Red Line) 1 7.5 psi

TACHOMETER Operating Range (Green Band) , 1800 to 2700 rpm

. . . . . . . . . . . . . Maximum RPM (Red Line) 2700 rpm

August 1982

BEECHCRAFT Bonanza 36. A36 Section I I E-I thru E-926 limitatitins

CYLINDER HEAD TEMPERATURE Operating Range (Green Band) . . . . . . . 200° to 460°F/93a to 238OC

Maximum Temperature . . . . . . . . . . . . . . . . . . . . . . . . . (Red t ine ) 460dF/2380C

MANIFOLD PRESSURE Operati ng Range

. . . . . . . . . . . . . . . . . . IGreen Band) 1 5 to 29.6 in. Hg . . . . . . . . . . . . . . . . . . Maximum {Red t ine) 29.6 in. Hg

MISCELLANEOUS INSTRUMENT MARKINGS (VERTICAL ELECTRICALLY OPERATED TYPE)

INSTRUMENT PRESSURE . . . . . . . . . . . . . . . . . Minimum (Red Radial) 3.5 in. Mg

Operating Range (Green Arc) . . . . . 3.5 to 5 5 in. Wg . . . . . . . . . . . . . . . . . Maximum (Red Radial) 5.5 in* Mg

or . . . . Operating Range (Green Arc) 4.3 to 5.9 in. Hg

FUEL QCIANTln . . . . . . Yellow Band (22-gal Main Tank) O to 80 lbs. . . . . . . Yellow Band (37-gal Main Tank) 0 to 80 Ibs.

WEIGHT LIMITS

. . . . . . . . . . . . . . . . . . . . Maximum Ramp Weight 3612 lbs Maxi mum Take-off

. . . . . . . . . . . . . . . . . . . . . . . and Landing Weight 3600 lbs . . . . . . . . . . . . . Zero Fuel Weight No Structural limitation

. . . . . . . Maximum Baggage Compartment Load 400 lbs

August 7 982 2-9

Section \ I BEECHCRAFT Bonanza 36, A36 Limitations E-7 thru E-926

CENTER OF GRAVlTY LIMlTS (Gear Down)

Forward: 74.0 inches aft of datum to 3100 ibs with straight line variation to 81.0 inches at 3600 lbs.

Aft: 87.7 inches aft of datum at al l weights.

REFERENCE DATUM

Datum is 83.7 i ,~ches forward of center line through forward jack paints.

MAC leading edge is 66.7 inches aft of datum. MAC lengrh is 65.3 inches.

MANEUVER LIMITS

This is a utirity category airplane. Spins are prohibited. No acrobatic maneuvers are approved except those listed below. Maximum slip duration is 30 seconds for airplanes with baffled main fuel cells in both wings and ZQ seconds for airplanes with unbaffled main fuel cells in either wing.

APPROVED MANEUVERS (3800 POUNDS)

MANEUVER ENTRY SPEED (CAS) . Chandelle . . . . . . . . . . . . . . . . . . . .. 132 kts/l52 mph

Steep Turn . . . . . . . . . . . . . . . . . . . . . 132 kts1152 mph Lazy Eight . . . . . . . . . . . . . . . . , . . . . . 132 kts1162 mph

. . . . . . . . . Stall {Except Whip) Use slow deceleration

Minimum fuel tor above maneuvers - 10 gallons each main tank.

Spins , are prohibited.

August I 982

BEECHCRAFT Bonanza 36, A36 Section I I E-l thru E-926 Limitations

FClGHT LOAD FACTORS (3600 POUNDS)

Positive Maneuvering Load Factors Flaps Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . .,.. 4.4G Flaps Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 .OG

MINIMUM FLIGHT CREW

One ( I ) Pilot

KINDS OF OPERATION LIMITS

This airplane is approved for the following type operations when the required equipment is installed and operational as defined herein:

1 . VFR day and night 2. I f R day and night 3, FAR 91 operations when all pertinent limitations and

performance considerations are comptied with.

WARNING

FLIGHT tN ICING CONDITIONS IS PROH!BITED.

NOTE

Refer t o "REQUIRED EQUIPMENT FOR VARIOUS CONDITIONS OF FLlGHT" at the end ~f this Section.

August t 982

Section ll Limitations

BEECHCRAFT Bonanza 36, A36 E-1 t h t ~ E-926

FUEL

STANDARD SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . Total Capacity 50 gal.

Total Usable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 gal.

OPT10NAL SYSTEM Total Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 gal. Total Usable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 gal.

FUEL MANAGEMENT

Take off on main tank that is more neariy full .

When operating fuei selector, feel for detent position.

Do not take off when Fuel Quantity Gages indicate in Yellow Band or wirh less than 13 gallons in each main tank.

Maximum slip d ~ r a t i ~ n :

30 seconds for airplanes with baffled main fuel cells in both'wings.

20 seconds far airplanes with unbaffled main fuel cells in ei~her wing.

SEATING

All seats m u s t be in the upright ps i t ion for take-off and landi ng.

August t 982

PmyIimun Aircraft

Temporar Change to Y he

Pilot's Operatlng Handbook and

FAA Approved Alrplane Fllght Manual

Publlcdlan 38, A38 Pllot'a Operating Handbook Aftected and FA4 Approved Airplane Flight Man-

ual (PIN 38-580002-1 9C, Releaued Auguet, 1982 or Subsequent)

Airplane %t€al E-1 thru E428 Numbsn Ameted

De8crlptlon ot The addltlan of a placard to the fuel Change eekctor to warn of the no-flow condklon

that exlste between the fuel selector detenfa.

Flllng lnatrucllbna lnaart thla tsmporarj change Into the 38, A38 Pllot'a Operatlng Handbook and FAA Approved Alrplane FllgFrt Man- ual Imrnedlataly fol/owlng page 2-1 2 (Sactlon ! I , UMITATIONS) and retaln untlt rseclnded or rapiacad,

Bonanza 38, A38

Locat~d On The F ~ c e Of ;The Fuel Selecfor V&%, Fot Those A/@mw In Cump//afice With S. B. 2870:

WARNING POSlTfON SELECTOR IN DETENTS ONLY - NO FUEL FLOW TO ENGINE BEWEEN bETf NTS

Approved:

01 C*

A, C, Jackson Raythean Aircraft Company DOA CE-2

BEECHCRAFT Bonanza 36, A36 E-f thru E-926

Section ll Limitations

On Fuel Selector Valve: Standard 44 Gallon /Usable) System:

OFF 0

-I- RM TANK

22 GAL 0 22 GAL

Optional 74 Gallon (Usable) System:

OFF

t RH TANK

37 GAL 0 37 GAL

On Fuel Selecfof Panel:

r 00 NOT TAKE OFF IF FUEL QUANTITY GAGES> $- INOICATE IN YELLOW BAND OR WITH LESS @-

I THAN 13 GALLONS IN EACH MAIN TANK I

August 1982 2-1 3

0

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BEECHCRAFT Bonanza 36, A36 Section !I €-I thru E-926 Limitations

On Left Side Panel [Airspeed Values are CAS): (E-357, 358, 367 and E-364 rhtu E-926)

@ AIR SPEED LIMITATION @

MAXIMUM SPEED WITH WNOING GEAR I!-ENBEO {MORMnL) 175 MPH (152 KTS} MAXIMUM OESEON MANEUVERING SPEED 160 MPH. (139 KTSl

UTILITY CATEGORY AIRPLANE OPERATE Itd ACCOROANC6 WITH FAA APPROVED AIRPLANE FLIGHT MANUAL.

INTENTIONAL SPINS PROHIBITED NO ACROBATfC MANPUVERS APPROVED EXCEPT THOSE USTED 1N The AIRP-ME FLIGHT MkNUAt.

In Full View of Pilot: (E-7 thru E- 784) unless baffled main fuel c e h are installed in both wings,

w.... , -*

TURNING TYPE TAKEOFFS, AND TAKEOFF IMMEDIATELY FOLLOWING FAST TAXI TURN PROHIBITED, AVOID PROLONGED SLIPS (20 SECONDS OR MORE} WITH FUEL TANKS LESS THAN

HALF FULL.

On Left Side Panel Below Instrument Subpanel When Emergency Static Air System is Instafled:

r

o WARNING o EMERGENCY AIRSPEED STATIC SOURCE

O N EMERGENCY

S E E PILOTS CHECK LIST OR FLIGHT MANUAL =P ; EMERGENCY PROCEDURES

FOR AIRSPEED €4 ALTIMETER CALIBRATION E R R OR 0 OFF

N O R M A L 0

August 1982 2-1 5

Section I1 BEECHCRAFT Bonanra36, A36 limitations E-7 thru E-926

PLACARDS ICont'dl

On Left Side Pane/ Near Firewall Air Controls: (361 -...

VENT SHUTOFF

0 PULL TO CLOSE

CONTROL TO CLOSE

On Left-Hand Side of Nose Whee! We// Bdkhead Below Generator Circuit Breaker (E-7 thru E-476 except E-397)

I

GENERATOR CIRCUIT 8REAKER

PUSH TO RESET

Under Left Subpanel.- {E-39 7 and E-477 thru E- 762 except E-710)

A LT CtRCUlT BREAKER

August 1982


Section !I Limitations

On Con fro/ C:onso/e: P \

THROTTLE 0 FF PROPELLER PUSH OPEN PUSH HI RPM

AUX FUEL PUMP OPERATION TAKE-OFF AND LANO WITH AUX FUEL PUMP

OFF EXCEPT IN CASE QF LQSS Qf FUEL PRESS

FUEL MIX. ALTERNATE AIR PUSH RICH PULL AND RELEASE

On Oxygen Consaki

WARNING DO NOT SMOKE WHILE OXYGEN IS IN USE

HOSE PLUG M U S T BE PULLED OUT TO STOP FLOW OF OXYGEN

Around Each Oxygen Outki:

August 7982

Section El Limitations

BEECHCRAFT Bonanxa 36, A36 E - I thru E-926

PLACARDS (Cont'd)

On Top of Front Spar Carry- Thru Structure Between Front Seats:

EMERGENCY LANDING GEAR INSTRUCTIONS

e TO EXTEND $

ENGAGE HANDLE IN AEAFl OF FRONT SEAT AND TURN COUhlTERCLOCKWfSE AS FAR A S POSSIBLE I SO TURNS)

On Emergency Crank Access Cover: (E-477 and after)

LANDING GEAR EMERGENCY CRANK

PULL OUT

LIFT UP

Below Controls on Control Console:

r NOTICE

REMOVE WINTER BAFFLES WHEN

OAT EXCEEDS 70" F L J

2-t 8 August 7982

BEECHCRAFT Bonanza 36, A36 Section Ii E-1 thru E-926 Limitations

On Left Side Window When Shoulder Hamass is /nsra/led: [Prior to E-825)

On Windows Adjacent to Pilot's and Copifat's Seats: (Em825 and after)

I WHf N SHOULDER HARNESS IS IN USE, SNUG U P BELT WITH BUCKLE CENTERED IN FRONT OF OCCUPANT WITH

SEAT BACK UPRIGHT

r

' SHOULDER HARNESS MUST BE WORN AT

ALL TIMES WHILE AT

I PILOT POSITIONS -....

:

On Windows Adjacent to 3rd 4th, 5rh B 6th Seats: (E-825 and after)

SHOULDER HARNESS MUST BE WQRN DURING TAKE-OFF AND LANDING

WITH SEAT BACK UPRIGHT - Qn Windows Adjacent to 3rd & 4th Aft Facing Club Seats: {E -825 and after)

August 1982

SHOULDER HARNESS MUST BE WQRN DURING

I TAKE-OFF A N D LANDlNG WITH SEAT BACK UPRIGHT / AND AFT FAClNG SEATS

MUST HAVE HEADREST FULLY EXTENDED

:

Section.ll BEECHCRAFT Eananza36, A36 ~irnitaiians E - 1 thru E-926

PLACARDS (Cont'd)

On Left Cabin Sidewall (Prior to E-825);

On Storm Window (36 only) (CAS):

ALL AFT FACING SEATS MUST HAVE BACK UPRIGHT AND HEADREST FULLY

RAISED DURiNG TAKEOFF AND LANDING .

CAUTION

.

DO NOT OPEN ABOVE 145 MPH (126 KNOTS)

Below Left and Right Openable Windows After Compliance with BEECHCRAFT Service Instructions 7 24 7:

( EMERGENCY EXIT \

LIFT LATCH - PULL PIN PUSH WINDOW OUT

L.

DO NOT OPEN

IN FLIGHT

LATCH WINDOW

BEFORE TAKE-OFF

2- 20 Revised: March 1983

BEECHCRAFT Bonanza 36, A36 E-1 thru E.926

Section II Limitations

On Inboafd Side of Seat Back for 3rd & 4th Seats: (6-825 and after)

__II

I 0 TURN :

RED HANDLE

UNLOCK I

SEAT BACK

1 0

On fnsrrurnenr Panel when Anti-coilision Lights are not hstal/ed.'

THIS AIRCRAFT NOT FULLY

EQUIPPED FOR NIGHT FLIGHT

On /nstrumsnt Panel:

- .. . . . . . . .

August 1982

1 WHEN UTILITY DOORS ARE REMOVED - A18

SPEED IS NOT TO EXCEED 190 MPH (1 65

KNOTS) CAS

Section II BEECHCRAFT Bonanza 36, A36 imitations €4 thru E-926

PLACARDS (Cont'd)

On Baggage Straps Aft Side of Front Seat Backs:

f I MAXIMUM LOADING

50 LBS

On Left Cabin Sidewali:

T BAGGAQE AND CARGO COMPARTMENT

LOAD IN ACCORDANCE WITH WEIGHT AND B A U N C E DATA

Q MAXIMUM STRUCTURAL CAPACITY-400 POUNDS @ 1 WHEN UTILITY DOORS ARE FIEMOVED THE FOLLOWING RESTRICTIONS APPLY TO CABlN AREA:

1. NO SMOKING 2. ALL LOOSE OBJECTS MUST BE SECURED 3. PERSONNEL NOTSECURED IN SEATS BY SAFETY

BELTS MUST WEAR PARACHUTES f h

In Lieu of LH Cabin Sidewa// Placard [if required by CAR 3.74, due ro optional equipment configwation):

BAGGAGE AND CARGO COMPARTMENT LOAD IN ACCORDANCE WITH WEIGHT AND BAlANCE DATA

MAX1MUM STflUCTURAL CAPACtTY-400 POUNDS

@MAXIMUM 5 M AND ~TH"SEAT CAFACIW POUNDS@

WHEN UTlLllT DOQRS ARE REMOVEDTHE FOLLOWING RESTRICTIONS APPLY TO CABIN AfiEA;

1 . NO SMOKING 2. ALL LOOSE OBJECTS MUST BE SECURED 3. PERSONNEL NQTSECURED IN SEATS BY SAFETY

BELTS MUST WEAR PARACHUTES 'A

2-22 August 1982


Section I1 ~ i m i tet iok

-"

HAT SHELF NO HEAVY OBJECTS

Above Inside Dour Handle: (E- I thru E-476)

ROTATE @ HANDLE TO

/ FULL LOCKED\

(E-477 and after)

w

ROTATE HANDLE TO FULL LOCKED POSITION .

e August f 982 2-23

Section Ii BEECHCRAFT Bonanza 36, A36 Limitations E-'l thru E-926

REQUIRED EQUIPMENT FOR VARlOUS CQNDlfiQNS OF FLIGHT

Part 91 of the Federal Aviation Regulations specifies the minimum numbers and types of airplane instruments and equipment which must be instatled and operable fat various kinds d flight conditions. This includes VFR day, VFR night, IFR day, and 1FR night.

Regulations also require that all airplanes be certificated by the manufacturer for operations under various flight conditions, At certification, all required equipment must be in operating condition and should be maintained to assure continued airworthiness. If deviations froi the installed equipment were not permitted, or if the operating rules did not provide for various flight conditions, the airplane could not be flown unless ail equipment was operable. With appropriate limitations, the operation of every system or component installed in the airplane is not necessary, when the remaining operative instruments and equipment provide for continued safe operation. Operation in accorda~ce with limitations established t o maintain ai worthiness, can permit continued or uninterrupted aperation of the alrplane temporarily.

For the cake of brevity, t h e Required Equipment Listing does not include obviously required items such as wings, rudders, flaps, engine, landing gear, etc. Also the list does not include items which do not affect the airworthiness o f the airplane such as entena inrnent systems. passenger convenience items, etc. However, it is important to note that ALL REMS WHICH ARE RELATED TO THE AIA- WORTHINESS OF THE AIRPMNE AND NOT INCLUDED ON THE UST ARE AUTOMATICALLY REQUIRED TO BE O PERATlVE.

2-24 August '1982

BEECHCRAFT 8onanxa 36, A36 Section I1 E - l thru E-926 Limitations

To enablethe pilot to rapidly determine the FAA equipment requirements necessary for a flight into specific conditions, the foliowing equipment requirements and exceptions are presented. It is the final responsibility of the pilot to determine whether the lack of, or inoperative status of a piece of equipment on his airplane, will limit the conditions under which h e may operate the airplane.

LEGEND

Numbers refer to quantities required to be operative for a specified condition.

- ) Indicates that the item may be inoperative for the ,

specified condition. ) Refer t o the REMARKS AND/OR EXCEPTIONS column

for explicit information or reference.

August 1982 2-25

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Section I I BEECHCRAFT Bonanza 36, A36 ' Limitations E-1 thru E-926

2 3 0 August 1982

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Section I t limitations

BEECHCRAFT Bonanza 36, A 3 6 E - l thru E-926

August 1982

BEECHCRAFT Bonanza 36. A36 E-I thnt E-926

V ECTION Ill


TA8LE OF CONTENTS

PAGE

............................. Emergency Airspeeds 3-3 Engine milure ....................I............. 3-4

Outing fake-Off Ground Roll ................. 3 ~ 4 After Liftoff and in Right ..................... 374

Engine Oiscrepency Checks ...................... 3-5 Rough Running Eng in^ ...................... 3-5 Loss of Engine Power ........................ 3.15 .............................. AL Start hcedure 3-5

Engine Fire ..................................... 3-6 In Flight .................................... 3-8 On The Ground ............................. 3-6

Maximum ~ l i d e Configuration ................... 3-6 ............................. Emergency Descent 3-7 ............................ Landing Emergencies 3-7

Landing Witbout Power ...................... 3-7 Landing Gear Retracted . With Power ........ 3-7

Systems Emergencies ........................... 3-8 Propaller Overspeed ......................... 3-8 Alternator-Out Procedure .................... 3-8

Alternator Overvoltage ................... 3-9 Engine instrument Malfunction ............... 3-9

.landing Gear Manual &tension ............. 340 Landing Gear Retraction After

Practice Manual Extansion ................ 3-11

August 1982

Section I I t BEECHCRAFT Bonanza 36. A36 Emergency Procedures E-7 thru E-926

TABLE OF . CONTENTS {Continued)

SUBJECT PAGE

. . . . . . . . . . . . . . . . . . Induction System Blockage 3-1 '1 Emergency Static Air Source System . . . . . . . . 3-1 1 Emergency Exits ............................. 3-1 2 Unlatched Door in Flight . . . . . . . . . . . . . . . . . . . . 3-1 3

Spins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13 . . . . . . . . . . . . . . . . . . . . Emeraencv Saeed Reduction 3-13

Revised: March 1983

BEECHCRAFT Bonanza 36, A36 Section Ill E-1 thru E-926 Emergency Procedures

EMERGENCY AIRSPEEDS

Emergency Descent . . . . . . . . . . . . . . . . 7 53 kts/176 mph . . . . . . . . G!ide . . . . . . . . . . . . . . . . . . . . . - 1 5 0 kts/I 27 mph . . . . . . . . . . Emergency Landing Approach 81 kts/93 mph

CAUTION

The approach airspeed is higher than normal to assure the availability of control during flare without power.

All airspeeds quoted in this section are indicated airspeeds (,A $1.

The following information is presented to enable the pilot to form, in advance, a definite plan of action for coping with the most probable emergency situations which could occur in the operation of the airplane. Where practicable, the emergencies requiring immediate corrective action are treated in check list form for easy reference and familiari- zation. Other situations, in which more time is usualty permitted to decide on and execute a plan of action, are discussed at some length.

August I982

Section Ilf BEECHCRAFT Bonanza 36, A36 Emergency Procedures E - I thru E-926

ENGINE FAILURE

DURING TAKE-OFF GROUND ROLL

1. Throttle - CLOSED 2. Braking - MAXIMUM 3. Fuel Selector Valve - OFF 4. Battery and Alternator Switches - OFF

AFTER LIFTOFF AND IN FLIGHT

Landing straight ahead is usually advisable. I f sufficient altitude is available for maneuvering, accump/ish the following.

1. Fuel Selector Vaive - SELECT OTHER TANK {Check to feel detent)

2, Auxiliary Fuel Pump - ON 3. Mixture - FULL RICH, then LEAN as required 4, Magneros - CHECK E F T and RIGHT, then BOTH 5. Alternate Air T-handle - PULL AND RELEASE

NOTE

The most probable cause of engine fa i lurs would be loss of fuel f low, improper functioning of the ignition system or blockage of the induction system.

ff No Restart

1. Select most favorable landing site+ 2. See EMERGENCY IANOlNG procedure. 3. The use of landing gear is dependent on the terrain

where landing mus t be made.

3-4 August 1982


ENGINE DISCREPANCY CHECKS

CONDITION: ROUGH R U N N I N G ENGINE

1. Mixture - FULL RICH, then LEAN as required 2, Magnetofitart Switch - CHECK LEFT and RIGHT, then

BOTH 3 , Alternate Air T-handle - PULL AND RELEASE

CONDITION: LOSS OF ENGINE POWER

I Fuel Flow Gage - CHECK

If fuel f/ow is abnormaliy low: a, Mixture - FULL RICH b. Auxiliary Fuel Pump - ON (Lean as required) c. Auxiliary Fuel Pump - OFF if performance does not .

improve in a few moments

2. Fuel Quantity Indicator - CHECK for fuel supply in tank being used

3. Alternate Air T-handle - PULL AND RELEASE

H tank being used is empty: Fuel Tank Selector Valve - SELECT OTHER FUELTANK (feel fot detent and check visually}

AIR START PBOCEDURE

I . Fuel Selector Vatve - SELECT TANK MORE NEARLY FULL (check to feel detent)

2. Throttle - RETARD 3. Mixture - FULL RICH 4. Auxiliary Fuel Pump - ON until power is regained, then

OFF, (Leave on i f engine driven fuel pump is inoperative,)

5. Throttle - ADVANCE to desired power 6 . Mixture - LEAN as required

August 1982

Section Ilf BEECHCRAFT Bonanza 36, A36 Emergency Procedures E-7 thru E-926

IN FLIGHT

The red Vent Shutoff (36) FIREWALL AIR (A36) con~ral on the outboard side of the left subpanel is used to close off all heating system outlets so that smoke and fumes will not enter the cabin. In the event of engine fire, shut down the engine as follows and make a landing:

1. Vent Shutoff/Firewall Air Control - PULL TO CLOSE 2. Mixture - IDLE CUT-OFF 3. Fuel Selector Valve - OFF 4, Battery and Alternator Switches - OFF (Extending the

landing gear can be accomplished manually if desired.) 5. Do not attempt to restart engine.

ON THE GROUND

1. Mixture - IDLE CUT-OFF 2. Fuel Selector Valve - OFF 3. Battery, Alternator and Magnetofltart Switches - OFF 4. Extinguish with Fire Extinguisher.

MAXIMUM GLIDE CONFIGURATION

1. Landing Gear - UP 2 . Flaps - UP 3 . Cowl Flaps - CLOSED 4. Propeller - PULL for LOW RPM 5. Airspeed - 1 10 kts,/127 mph

Glide distance is approximzltely 1.7 nautical miles (2 statute miles) per 7000 feer of altitude above the terrain.

3-6 August 1982

BEECHCRAFT Bonanza 36, A36 Section 111 E-7 thru E-926 Emergency Procedures

EMERGENCY DESCENT

1. Pawer - IDLE 2. Propeller - HIGH RPM 3. Landing Gear - DOWN 4. Airspeed - ESTABLISH '1 53 kts/176 rnph

LANDING EMERGENCIES

LANDING WITHOUT POWER

The approach speed is higher than normal to assure the availability of control during flare without power. When as- sured of reaching the landing site selected, and on final approach:

1 . Airspeed - 81 ktsp3 rnph 2. Fuel Selector Valve - OFF 3. Mixture - IDLE CUT-OFF 4. Magnetofitart Switch - OFF 5. Flaps - AS REQUIRED 6. Landing Gear - DOWN OR UP, DEPENDING ON

TERRAIN 7. Battery and Alternator Switches - OFF

LANDING GEAR RETRACTED - WITH POWER

If possible, choose f i rm sod or foamed runway, Make a normal approach, using flaps as necessary. When you are sure of making the selected landing spot:

1. Throttle - CLOSED 2. Mixture - IDLE CUT-OFF 3. Battery and Alternator Switches - OFF 4. Fuel Selector Valve - OFF 5. Keep wings level during touchdown. 6. Get clear of the airplane as soon as possible after it

stops.

August 1982

Section I l l BEECHCRAFT Bonanza 36, A36 Emergency Procedures E - l thru E-926

SYSTEMS EMERGENCIES

PROPELLER OVERSPEED

1. Throttle - RETARD TO RPM RED LINE 2. Airspeed - REDUCE 3. Oil Pressure - CHECK

WARNING

I f lass of oil pressure was the cause of overspeed, the engine will seize after a short period of operation.

4. Land - SELECT NEAREST SUITABLE SITE and follow LANDING EMERGENCIES procedure.

ALTERNATOR OUT PRQCEDURE

An inoperative alternator will pface t h e entire electrical operation of the airplane on the battery. Alternator matfunction will be indicated by the illumination of the alternator warning light, located on the instrument panef belaw the flight instruments. When this condition occurs in flight, all n~n-essen t ia l electrical loads should be discontinued to conserve t h e battery.

3 - 8 August 3 982


If an alternator overvoltage condition occurs in flight:

1. Battery Switch and Alternator Switch - QFF MO- MENfARIU, f MEN ON (this resets overvoltage relay)

If overvoltage condition does not recur, continue to use the alternator.

/f overvoltage condition persists;

2. Alternator Switch - OFF 3. Nonessential Electficaf Equipment - OFF to conserve

battery power.

ENGINE INSTRUMENT MALFUNCTION

In event of engine instrument malfunction, maintain the last known rprn and manifold pressure setting and proceed to the nearest suitable airfield and land. If a higher power setting is required, select maximum rpm and en- richen mixture appropriate Iy.

At high altitudes and Iow power settings, fu!! rich mixtures may result in poor engine operation. Adjust the mixture for smooth engine operation upon power reduction.

August 1982

Section I I I BEECHCRAFT Bonanza 36, A36 Emergency Procedures E - l thru Em926

l A N D I N G GEAR MANUAL EXTENSION

Manual extension of the landing gear can be facilitated by f i r s r reducing airspeed. Then proceed as follows:

1 . LDG GEAR Circuit Breaker - OFF {PULL OUT) 2. Landing Gear Switch Handle - DOWN position 3. Wandcrank Handfe Cover (at rear of front seats)

REMOVE 4. Handcrank - ENGAGE and TURN COUNTERCLOCK-

WISE AS FAR AS POSSIBLE (approximately 50 turns)

CAUTION

The manual extension system is designed to lower the \anding gear only. DO NOT ATTEMPT TO RETRACT THE GEAR MANUALLY.

5. I f electrical system Is operative, check landing gear position lights and warning horn (check LOG GEAR circuit breakers engaged),

6. Check mechanical landing gear indicator - DOWN (36 on 1 ~ )

7 . Handcrank - DISENGAGE. Always keep it stowed when not in use.

WARNING

Do not operate the landing gear etectrically with the handcrank engaged, as damage to the mechanism could occur. After emergency landing gear extension, do not move any landing gear controls or reset any switches or circuit breakers unti! airplane is on jacks as fai lure may have been in the gear up circuit and gear might retract on the ground.

3-1 0 August 1982

BEECHCRAFT Bonanza 36, A36 Section 111 E-1 thm E-926 Emergency Procedures

IANDING GEAR RETRACTION AFTER PRACTICE MANUAL EXTENSION

After practice manual extension of the landing gear, the gear may be retracted e!ectricaily, as follows:

1. Handcrank - CHECK, STOWED 2. Landing Gear Motor Circuit Breaker - IN 3, Landing Gear - RETRACT

INDUCTIQN SYSTEM BLOCKAGE

An atternate induction air door, spring*loaded to the cIosed position, is located downstream from the induction ai r filter. If the induction air filter becomes blocked (e.g., ice, etc.), the differential air pressure normally opens the alternate induction air door to provide induction air from the bottom of the engine compartment. If the alternate induction air door becomes stuck in the closed position, it can be apened by pulling and releasing the T-handle located directly below the propeller control knob. This T- handle is placarded ALTERNATE AIR PULL AND RELEASE.

EMERGENCY STATIC AiR SOURCE SYSTEM

THE EMERGENCY STATIC AIR SOURCE SHOULD BE USED FOR CONDITIONS WHERE THE NORMAL STATIC SOURCE HAS BEEN OBSTRUCTED, When the airplane has been exposed to moisture and/or icing conditions (especially on the ground), the possibility of obstructed static ports should be considered. Partial obstructions will result in the rate of climb indication being sluggish during a climb or descent. Verification of suspected obstruction is possible by switching to the emergency system and noting a sudden sustained change in rate of climb. This may be accompanied by abnormal indicated airspeed and altitude changes beyond normal calibration differences.

August 1982

Sectipn iI I BEECHCRAFT Bonanza 36, A36 Emergency Procedures E- t thru E-926

Whenever any obstruction exists In the Normal Static Air System or the Emergency Static Air System is desired for use:

1 . Pilot's Emergency Static Air Source - Switch to ON EMERGENCY.

2. Far Airspeed Cali bration and Alt irneter Correction, refer ta PERFORMANCE section.

Be certain the emergency static air valve is in the NORMAL position when system is not needed.

EMERGENCY EXITS

Emergency exits, provided by the openable window on each side of thecabin, may be usedforegress in addition to the cabin d o o r m d the utility door. An emergency exit placard is instatled below the left and tight openable windows.

To open each emergency exit:

1. Lift the latch. 2. Pull out the emergency retease pin and push the

window out.

On E-825 and afrer. for access past the 3rd and/or 4 t h seats, rotate the red handle, located on the lower inboard side of the seat back, and fold the seat back over.

3-7 2 Revised: March f 983

BEECHCRAUBonanra 36, A 3 6 Section Ill E-1 thru E-926 Emergency Procedures

LINIATCWED DOOR IN FLIGHT

If the cabin door is not locked it may come unlatched in flight. This may occur during or just after take-off. The door will trail in a position approximately 3 inches open, but the flight characteristics of the airplane will not be affected, except that rate of climb will be reduced, Return to the field in a normal manner. If practicable, during the landing flare-out have a passenger hold the door to prevent it from swinging open.

SPINS

Spins are prohibited. If a spin is entered inadvertently:

immediately move the cofltrol column furl forward and simultaneously apply full rudder opp~slre to the direction of the spin; continue to hotd this control position until rotation stops and then neutralize all controls and execute a smooth pullout. Ailerons should be neutral and throttle in idle position at all times during recovery.

EMERGENCY SPEED REDUCTION

In an emergency, the landing gear may be used to create additional drag. Should disorientation occur under instrument conditions, the lowering of the landing gear will - reduce the tendency for excessive speed build-up. This procedure would also be appropriate for a non-instrument rated pilot who unavoidably encounters instrument conditions or in other emergencies such as severe turbulence.

Should the landing gear be used at speeds higher than the maximum extension speed, a special inspection of the gear doors in accordance with shop manuat procedures is required, with repair as necessary.

August 1982 3-1 3

Section t li BEECHCRAFT Bonanza 36, A 3 6 Emergency Procedures E - 1 thru E.926


August 1982

BEECHCRAFT Bonanza 36. A38 E-1 thru E-926

SECTION IV

NORMAL PROCEDURES

TABLE OF CONTENTS

SUBJECT

Airspeeds foe Safe Operation .................... 4-3 Preflight Inspection ........................... ,.. 4-4 Bef ore Smni ng ..........................a....... 4-7 External Fbwtr ............................ -... *. 4.7 Statting Engine Udng Auxiliary Power Unit ....... 4-8 Startin$ .................... ., .................. 4-8 After Starting and Taxi .......................... 4-8 Before Take-Off ...............a.b.........,.... 4-10 Take-Off ..............................I........ 4-11 Climb ......................................... 4-11 Cruise .......................................... 4-11 Leaning Using the'bhrust Gas Temperature

~icator'(EGT) ............................... 4-12 Descent ..................... .. ................ 4-13 ................................ BsfOre Landing 4-13 Balked landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13 After landing ........................ ,, ........ 4-14

............ .................... Shutdown .... 4-74 Environmental Systems . . . . . . . . . . . . . . . . . . . .a.11. 4-14

Qxygen System ....-....................... 4-14 Preflight .............................I.. 4-14 Oxygen Duration ........................ 4-16

................................ In Right -4-1 8 ............................. After Using 4-18

................... Heating md Ventilation .. 4-17

August 3 382

Section IV BEECHCRAFT Bonanza 36. A36 Normal Procedures E - l thru E-926

TABLE OF CONTENTS (Continued)

SUBJECT PAGE

Cold Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . 4-17 lci ng Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19 Engine Break-in Information . . . . . . . . . . . . . . . . . . . . 4-19

August 1982

BEECHCRAFT Bonanza 38. A36 E-7 thtu E-926

Section 1V Nonnal Praeedum

A tl airspeeds quoted in this section are indicated airspeeds (/AS)

A1RSPEEIDS FOR SAFE OPERATiON

Taka-of f Lift-off 5 0 Ft.

Maxtrnum Climb Ben Rate (Vy) 8-t Angle (VJ

Cruise Climb Maximum Turbulent Air Penetration

Balked binding Landing Approach Maxlmum Demonstrated Crosswind

70 k-1 mph 78 kt@0 mph

98 ktMtO mph 78 kt@0 rnph

108 kw 25 mph

14.0 kt$(161 wtr 76 W 7 mph 76 k-7 mph

17 kt@O mph

August 1982

Section 1V BEECHCRAFT Bonanza 36, A 3 6 Normal Procedures E-1 thru E-926

PREFLiGHT INSPECTION

Emergency Locator Transmitter - ARMED Location may vary with individual airplanes

1. CABIN; a. Parking Brake - SET b. Control Lock - REMOVE c. All Switches - OFF

2 . RIGHT FUSEMGE: a. Utility Doors - SECURE b. Static Pressure Button - UNOBSTRUCTED

4- 4 August 7 982

BEECHCRAFT Bonanza 36, A36 €01 thru E-926

Section IV Normal Procedures

3. EMPENNAGE: a. Control Surfaces - CHECK b. f ie Down - REMOVE c. Position Light - CHECK d. Cabin Air lntake - CHECK

4. LEFT FUSELAGE: a. Static Pressure Button - UNOBSTRUCTED b. All Antennas - CHECK

5. LEFT WING TRAltiNG EDGE: a. Rap - CHECK b. Aileron - CHECK c. Wingllp -CHECK d. Position Light - CHECK

6. LEfT WNG LEADING EDGE: a. Stall Warning - CHECK b. Pitot Tube - CHECK (Remove Cover) c. Fuel Tank - CHECK QUANTllY; Filler Cap

SECURE. d. Cabin Air Intake - CHECK e Tie Down and Chocks - REMOVE

7. LEFT LANWNG GEAR: a. Wheel Well Door, Tire and Strut - CHECK b Fuel Vent CHECK c. Fuel Sump - DRAIN d. Fuel Sdector Valve Sump - DRAIN; Cover

SECURE

August 1982

Section IV BEECHCRAFT Bonanza 36, A36 Norrnai Procedures €4 thru € 4 2 6

8. NOSE SECTION: a. Left Cowl Flap - CHECK b. Engine Oil - CHECK (See Servicing, Section 8) Cap

and Dipstick - SECURE c . Left Cowl SECURE d. Propeller - CHECK, General Condition. Nicks, etc. e. Wheel Well Doors, Tire and S t r u t - CHECK f. induction Air Intake - CLEAR g, Landing Light (s) - CHECK h. Engine - CHECK GENERAL CONDITION i . Right Cowl - SECURE j. Right Cowl Flap - CHECK k. Chocks - REMOVE

9. RIGHT LANDING GEAR: a. Fuel Vent - CHECK b , Fuel Sump - DRAIN c. Wheel Well Door, Tire and Strut - CHECK

10. RIGHT WlNG LEADING EDGE: a. Cabin Air Intake - CHECK b. Tie Down and Chocks - REMOVE c. Fuel Tank - CHECK QUANTITY; Filler Cap -

SECURE

11. ff IGHT WlNG TRAILING EDGE: a. Position Light - CHECK b. Wing Tip - CHECK c. Aileron - CHECK d. Flap - CHECK

NEVER TAXI IF ANY STRUT IS FLAT.

4-6 August 1982

BEECHCRAm Bonanza 38, A36 Section IV E-l thru E-926 Normal Procedures

BEFORE STARTING

1, Seats - POSITION AND LOCK; Seat Backs - UPR1GHT 2, Seat Belts and Shoulder Harnesses - FASTEN 3. Parking Brake - SET 4. All Avionics - OFF 5. Circuit Breakers - IN 6. Landing Gear Handle - DOWN; Safety System - CHECK

[If installed) 7. Flaps UP 8. Cowl Flaps - OPEN 9. Light Switches - As required

10. Fuel Selector Valve - CHECK OPERATION; SELECT TANK MORE NEARLY FULL

'I 1. Bmery and Alternator Switches - ON {If external power is used, turn Atternatat Switch - OFF) (See Section 7)

1 2. Fuel Quantity Indicators CHECK QUANTITY

WARNING

Do not take off if gagas indicate in yellow arc or with less than 13 gatlons in each main tank.

EXTERNAL POWER

When using external power, it is very important that the following precautions be &enred:

I . The airplane has a negative ground system. Exerclse cars to avoid reversed polarity, 8e sure to connect the positive lead of the external power unit to the positive terminal of the airplene's external power receptacle and the negative lead to the negative terminal of the external power receptacle. A positive voltage must also be applied to the small guide pin.

August 1982

Section 1V BEECHCRAFT Bonanza 36. A36 Normal Procedures E-1 thru E-926

To prevent arcing, make certain no power is being supplied when the connection is made. Make certain that the battery switch is ON, a11 avionics and electrical switches OFF, and a battery is in the system before connecting an external power unit. This protects the voltage regulators and associated electrical equipment from voltage transients (power fluctuations).

STARTING ENGtNE USING AUX[LIARY POWER UNIT

1 . Alternator, Electrical, and Avionics f quiprnent - OFF 2. Auxiliary Power Unit - CONNECT 3. Auxiliary Power Unit - SET OUTPUT 113.5 to 14.25

voj t 5) 4. Auxiliary Power Unit - ON 5, Engine - START using normal procedures 6. Auxiliary Power Unit - OFF (after engine has been

started) 7, Auxiliary Power Unit - DISCONNECT 8. Alternator Switch - ON

STARTING

Vernier-type engine controls should not be rotated clockwise af?er being advanced to the full forward position,

I . Mixture - FULL RICH 2. Propeller - HIGH RPM 3. Throttle - FULL OPEN 4. Auxiliary Fuel Pump - On until fuel flow peaks then

OFF 5. Throttle - Approximately 1/4 inch open. 6. MagnetoBtan Switch - START position; release to

BOT )-I position when engine fires

4- 8 August 1982

BEECHCRAFTBonanza 36, A36 Section IV E-1 thtu E-926 Normal Procedures

CAUTION Do not engage starter for more than 30 reconds in any 4-minute tims period,

7, In Event of Overprime Condition: a. M i ~ u r e - IDLE CUT-OFF b. Throttle - OPEN e. MagnetdStart Switch - START posltion d. As engine firas, reduce throttle to IDLE and

advance the mlxture control to FULL RICH

NOTE Outing hot Sans, the Auxiliary Fuel Pump is turned an momentarily after statring to purge system, them turned off.

8, Throttle - 1000 to 1200 RPM 9. Oil Pressure - CHECK

10. External Powr (if used) - DISCONNECT 11. Ahernator Switch - ON; CHECK FOR CHARGING 12. All Engine Indicators - CHECK

Tho ammeter indlcatian should b@ less than 25% of full charge at 1000 to 1 200 rpm within two minutes, with no additional electrical equtpment on. If not turn off the battery and erlternator switches. and do not take off.

AFTER STARTING, AND TAXI

1. Brakes - RELEASE AND CHECK 2. Avionics Equipment - ON, AS REQUIRED 3. Lights - AS REQUIRED

CAU'flOR' Do not operate engine above 1200 RPM until oil temperature reaches 75OF (24OC).

August 1982

Section lV BEECHCRAFT Bonanza 36, A 3 6 Normal Procedures E-1 fhru 5 9 2 6

BEFORE TAKEOFF

I . Seat Belts and Shoulder Harnesses - CHECK

All reclining seats must be in the upright position during take-off.

2. Parking Brake - SET 3, Radios - CHECK 4. Engine Instruments - CHECK 5. Flight Instruments - CMECK AND SET 6. Ammeter - CHECK - for stabilized indication between O

and 25% of full charge at 1000 to 1200 rpm 7. ' ~ u x i l i a r ~ fue l Pump - CHECK OFF 8. Throttle - 1700 RPM 9. Propefler - EXERCISE to &rain approximately 300 to

400 rprn drop; return to high rprn 10. Magnetos - CHECK at 1700 rprn (variance between

individual magnetos should not exceed 50 rprn, maximum drop not to exceed 150 rpm.)

11. Trim - SET a. Aileron - NEUTRAL b. Elevator - 3 O ( 6 O nose up if only front seats are

occupied) 12. Flaps - UP 13. Door and Windows - SECURE 14. Controls - CMECK PROPER DIRECTION AND FREE-

DOM OF MOVEMENT 15. Mixture - FULL RICH (or as required by field elevation) 16, Brakes - RELEASED 17. \nstruments - CHECK (Make final check of manifold

pressure, fuel flow, and rprn at the start of the take-off run.)

4-10 August 1982

BEECHCRAW Bonanza 36, A36 Section lV E-I thru €1928 Normal Procedurw'

Take-Oif W e t ... .,, ,.,... .. Full Throt??e, 2700 rpm

1. Power - SET TAKE-QFF POWER (M'urtute - S n as required by field elevation)

2. Br&es - RELEASE THEN ACC€LERATE to recorn- mended spmeds

3. Landing Gear RETRACT (when positive rete of climb is e~tablishad and insuffielant runway remains for land1 ng)

4. Airspeed - ESTABUSH DESIRED CLIMB SPEED (when dear of obbitaclss)

CLIMB

Maximum Continuous . . . . . . . . Full T hrattte, 2700 rpm Cruise Climb , . . . . 26 in. Hg (or full throttle) 2560 rpm

1, Engins Temperatures - MONlTOFl 2. Pmmr - Sm AS DESIRED. 3. Mixture - SEt FUEL FLOW

CRUISE

See Cruise Charts In PERFORMMCE Section,

1. Cowl Flaps - CLOSED 2Pwer-SW 3. Mixture - SIT FUEL FLOW

August 1982

Section tV BEECHCRAFT Bonanza 36, A36 Normal Procedures E-1 thru E-926

LEANiNG USING THE EXHAUST GAS TEMPERATURE INDICATOR (EGf)

A thermocouple-type exhaust gas temperature (EGT) probe is mounted in the exhaust system. This probe is connhcted to an indicator on the instrument pane4. The indicator is calibrated in degrees Fahrenheit. Use EGT system to lean t h e fuel/air mixture when cruising at 75% power or less in t h e fol lowing manner:

7 . Lean the mixture and note the point on the indicator that the temperature peaks and starts to fail.

a. CRUISE (LEAN) MIXTURE - Increases the mixture until the EGT shows a drop of 25OF below peak on the rich side of peak.

b. BEST POWER MiXTURE - Increase the mixture until the EGT shows a drop of 100dF below peak on the rich side of peak.

Do not continue to lean mixture beyond that necessary to establish peak temperature.

2. Continuous operation is recommended at 25OF or more below peak EGT only on the rich side of peak.

3. Changes in altitude and power settings require the peak EGT to be rechecked and the mixture reset.

4-1 2 August 1982

BEECHCRAFT Bonanza 3B, A36 Sactian IV E-1 thnr Em926 Normal Pmeedum

1. Ahirneter - Sm 2. Cowl Flaps CLOSED 3. Power - AS REQUIRED (avoid prolonged idle settings

and low qrlinder head tempettrtures) 4, Mlxture - ENRICH AS REQUIRED

1. Seat Bdta and Shu!der Harnesses - SECURE

NOTE

All reclining seats mua be in the upright position during landing.

2, Fuel Selector Valve - SELECt TANK MORE NEARLY FULL

3. Cowl Raps - AS REQUIRED 4, Mixture - FULL RICH Car as required by field elevation) 6. Lendim Omr - DOWN and CHECK, [Observe

maximum extension speed) 6. Landing and Taxi Lights AS REQUIRED 7, Raps - DOWN [Obswe morwirnum extension speed) 8. Airspeed - ESTABLISH tAND1NG APPROACH SPEED. 8. Propelkt - HIGH R f W

BALKED LANDING

1. Power - FULt THROTTLE, 2700 RPM 2. Airspeed - 76 ktW87 mph until clear of obstacles, then

trim to normal climb speed 3. Flaps - UP 4. Landing Gear - UP 5. Cowl Flaps - OPEN

August 1982

SectionlV BEECHCRAFT Bonanza 36, A36 Normal Procedures E-7 thru 5 9 2 6

AFTER LANDING

3 . Landing and Taxi Lights - AS REQWI RED 2. Flaps - UP 3. Trim Tab - SET TO OQ 4. Cowl Flaps - OPEN

SHUTDOWN

I . Brakes - SET 2. Electrical and Radio Equipment - OFF 3. Throttle - CLOSE 4. Mixture - IDLE CUT-OFF . 5. MagnetryStart Switch - OFF, after engine stops 6. Battery and Alternator Switches - OFF 7 , Contra! lock - INSTALL, if conditions warrant. 8. Install wheel chocks and release brakes if the airplane

is t o be left unattended.

ENVIRONMENTAL SYSTEMS

OXYGEN SYSTEM

PREFLIGHT

1. Check Oxygen Pressure Gage for pressure reading. 2. Determine percent of full system. 3, Multiply oxygen duration in minutes by percent of full

batt ie.

4-? 4 August ? 982

HE ~GHLHAF I Bonanza ti, AYD

E- 1 th t~ E-926 Section lV

Norma! Procedures

People ........................................ & Gage Pressure ...........,....,....... 1600 psig ............... Qxygen Awailable (from chart) 80% Cylinder Capacity (full) ................... 49 cu ft Altitude (planned flight) ............I...m 15,000 ft Full Battbe Duration (from chart) ......... 149 min Duration (80% full) ..................... 1 19 min

OXYQEN AVAILABLE WITH PART1AlLY FULL BOTTLE

0 60 100 % CAPACITY

OXYGEN D URA TlON

Tha, recommended masks are provided with the system. They are designed to be adjustable to fit the average person, with minimum leakage of oxygen.

SInce 80% of the system efficiency is detet- mined by the flt of the oxygen mask, make certain the masks fit. properly and are in good condition.

August 1882 -

Section IV BEECHCRAFT Bonanza 36, A 3 6 Normal Procedures E - l thru E-926

OXYGEN DURATION CHART (Full Bottle)

Duration in minutes at the fallowing altitudes:

NOTE

49 cu ft

I

To calculate duration times for bottle capaci- ties other than 49 cu. ft. use 77% (38 cu. ft.) or 230% ( I 14 cu. ft.) of chart values.

WARNING

Persons Using

1 2 3 4 5 6

NO SMOKING when using oxygen,

IN FLIGHT

The use of oxygen is recommended ra be in accordance with current FAR operating rules.

-

20,000 iT - 507 253 169 126 101 84 '

12,500 1 15,000

7 . Oxygen Control Valve - OPEN SLOWLY 2. Mask - INSERT FITTING, DON MASK (adjust mask for

proper fit) 3. Oxygen - CHECK INDICATOR FOR FLOW

FT IC,,

I074 6Q7 338 253

AFTER USING

FT .

746 373 248 I86

1. Discontinue use by unplugging mask from outlet.

4-1 6 August 1982

202 149 169 124 1.

BEECHCRAFT Bonanza 36, A36 s m o n lV g-1 thru E-926 Normal procedure^

NOTE

Closing the control valve while in flight Is not necessary due to automatic sealing of the aut- let when the mask Is unplugged. Howsver, it Is desirable to shut off supply when not in use,

Z Oxygen Control Valve - CLOSED (may be acccrm- ptished during s h u t - d m )

HEATING AND VENTlCaTlON

Refer to the SYmEMS DESCRlPnON Section for operation of heating and ventilation controls.

COLD WEATHER OPERATlON

PREFLIGHT t NSPECTION

All accurnuI.ations of ice, snow and frost must be removed from the wings, tail, control surfaces and hinges, propeller* windshisld, fuel cell filler caps, crankcase vents, and fuel vents. If such aecurnulatlons are not removed completely, the airplane shall not be flown. The deposits will not blow off in flight. White an advene weight famar is clearly invalved In the case of heavy deposits, it is less obvious that even slight ~lccumulations will disturb or corn- pletely destroy the designed aerodynamic properties of the airfoils.

The normal preflight procedures should then be eom- pleted, with particular attention given to check of flight controls for complete freedom of movement.

August 1 982

Section IV BEECHCRAFT Bonanza 36, A36 Normal Procedures E-1 thru E-926

Use engine oil in accordance with Consumable Materials in the HANDLING, SERVICING AND MAINTENANCE Sec- tion. Always pult the propeller through by hand, opposite the direction of rotation, several times to clear the engine and "limber up" the cold, heavy oil before using the starter. This will also lessen the load on the battery if external power is not used.

Under very cold conditions, it may be necessary to preheat the engine prior to a start. Particular attention should be given to the oil cooler, engine sump and propeller hub to ensure proper preheat. A start with congealed oil in the system may produce an indication of normal pressure immediately after the start, but then the oil pressure may decrease when residua{ oit in the engine is pumped back with the congealed oil in the sump. If an engine heater capable of heating both the engine sump and cooler is not available, the oil should be drained while the engine is hot and stored in a warm area until t h e next flight.

If there is no oil pressure within the first 30 seconds of running, or if oil pressure drops after a few rninuies of ground operation, shut down and check for broken oil lines, oil cooler leaks or the possibility of conges!ed oil.

NOTE

It is advisable to use external power for starting in coId weather.

During warm-up, monitor engine temperatures closely, since it is quite possible to exceed the cylinder head temperature limit in trying to bring up the oil temperature.

4.1 8 August 7 982

BEECHCRAFt Bonanza 36, A36 Section IV E-1 thru E-926 Normal Procedures

Exercise the propeller severel times to remove cold oil from the pitch change mechanism. The propeller should also be cycled occasionally in flight.

Outing letdown and landing, give spaclal attention to engine temperatures. since the engine will hava a tendency toward overcool ing.

ICING CONDlTlONS

Flight in king Conditions Is Prohibited,

- ENGINE BREAK-IN INFORMATION See Systems Description section

August 1982

Section fV BEECHCRAFT Bonanza 36, A36 Normal Procedures E-1 thru E-926


August 1982

SECTION V

PERFORMANCE

TABLE O f CONTENTS

SUBJECT PAGE

Introduction to Performance and Flight Planning ................................ 5-3

........... Conditions .................... ,. 5-3 Commants Pertinent to the Use of

Performance Graphs ....,..................... 5-9 Airspeed Cdibration - Normal System ........... 5-10 Airspeed Calibration c Emergency System ....... 5-11 Altimeter Correction - Normal System ........... 5-12 Altimeter Corr~ction . Emergency System ....... 5-13 Fahrenheit to Celsius Temperature Conversion ... 6- t 4 tSA Canversion ........................I......m 6-16 Stall Speeds . Power Idk ................... I... 5-1 6 Wind Components ....................I......m. 5-17 Take-Off Distance ...........I..*.............. 5-18 Climb ..................................I..... 5-19 Time. Fuel and Distance to Climb ............... 6-20 Cruise Power Settings

75% MCP (Or Full Throttls) I................ 5-21 fi5% MCP [Or Full Throttle) ................. 5-22 55% MCP (Or Futt Thrmtk) ................. 6-23 46% MCP (Or Full Thtottie) ................. 6-24

................................. Cruise Speeds 5-25 ...................... Manifold Pressure vs APM 5-26

................. Fuel Flow vs Brake Horsepower 6-27

August 1982

Section V 0EECHCRAI;TBonanza 36. A36 Performance E-1 rhru E-926


SUBJECT PAGE

Range Profire . 74 Gallons ..................... 5-28 Range Profile . 44 Gallons ..................... 5-29 Endurance Profile . 74 Gallons ................. 5-30 Endurance Profile . 44 Gallons . . . . . . . . . . . . . . . . . 5-37 Landing Distance .............................. 5-32

BEECHCRAFT Bonanza 36, A38 E-1 thru E-B2B

ENTRUbUCTlOlV TO PERFORMANCE AND FUQHT PUNNING

The graphs and tab!= in this amion present performance information for flight planning at varlous parameters of weight, power, altitude and tampsrstura. Examptea have been presented on all performance graphs, In addition, the calorrtations b r fiight time, block speed end fuel required far a propused flight are detailed below. AH examples and calculmions utilize the following conditions:

At Denver: ............. Outside Air Temperature T 6% (5g°F) Fidd ELevatIon ...... .+. .................. 5330 ft Altimeter Setting .................... 29,BO In. Hg Wind .................. Q d o . . . L . 4 . 270° at

..................... Runway 26L length 10,010 ft

Route of Trip *DEN-V8t -AMA

for VFR Cruise at 11,500 feet

*REFERENCE Enroute Low Altitude Chart L-6

August 1982

ROUTE SEGMENT

DEN-COS

COS- PUB

PU0-TBE

TBE-DMT

Dm-AMA

MAGNETIC COURSE

1 %I *

1530

1 3 4 O

132O

I 2S0 -

0187 NM

66

40 :

74

87

65

OAT 11500 FEET

O C

-6

a

0

9

10

-

WlND ?I300 FEET

D\i?/KW

O I W U

OIW

1OWO

2 W O

2 w O

ACT SElVMQ

IAI.HG

29.60

2 9 . ~ 1

29.68

2956

- 29.58 -

Secxian V BEECHCRAFT Bonanza 36, &do Performance E - l thru E-926

At Amarillo: Outside Air Temperature . . . . . . . . . . . . . 25'C (77OF)

. . . . . . . . . . . . . . . . . . . . . . . . . . Field Elevation 3605 fr AItimetsr Setting . . . . . . . . . . . . . . . . . . . . 29-56; in. Hg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wind 180° at I0 kts Runway 21 Length . . . . . . . . . . . . . . . . . . . . . 1350b h

To determine pressure altitude at origin and destination airports, add 100 feet to field elevation for each . I in. Hg below 29.92, and subtract ? 00 feel from field ejevation for each .1 in. Hg above 29,92.

Pressure Altitude at DEN:

29.92 - 29-60 = .32 in. Hg

The pressure attitude at DEN is 320fea.t above thefiafd elevation.

Pressure Alfitude ax AMA:

The pressure attitude at AMA is 360 feet above the field elevarion*

For flight planning, the difference between cruise altitude and cruise pressure altitude has been ignored.

BEECHCRAFT Bonanza 36, A36 E-3 thm E-926

Calculations for flight time, block speed and fuel requirement:

Cruise Climb:

Enter the graph for TIME, FUEL AND DISTANCE TO CLIMB at 1 5% to 5650 ft and to 3600 Ibs. Enter at -5OC to 1 1,500 ft and to 3600 Ibs. Read:

Time to Climb = (27.5 -9.5) = 18 min Fuel Used to Climb = (7.8 -3.1) = 4.7 gal Distance Traveled = (55 -18) = 37 NM

The cruise power setting is assumed to be at 2500 rpm. Since cruise at 1 1,500 feet requires full throttle, the manifold pressure end fuel fIow may be read from the cruise power setting table for 75 percent maximum continuous power,

The temperatures for cruise are presented for a standard day (ISA); 20°C (3e6F) sbove a standard day (ISA + 20°C); and 20°C (38OF) below a standard day (ISA - 20QC). These should be used for flight planning, The IOAT values are true temperature values which have been adjusted for the cornpressibili~ effects, IOAT should be used for setting cruise power white enroute.

Enter the graph for ISA conversion at 11,500 feet and the temperature for the route segment:

DEN-PUB

PUB-TBE

OAT ISA Condition

OAT ISA Condition

OAT 1SA Condition

OAT ISA Condition

= O°C = ISA + 8OC

= gOc = ISA + 1 7 O C

August 1982

Section V BEECHCRAFT Bonanza 36, A36 Performance E- 1 thru E-926

Enter the Cruise Power Settings table for 75 percenl: maximum continuous power (or ful l throttle) at 11,000 ft, 12,000 ft, ISA and ISA + 2U6C,

Interpolate for 1 1,500 feel and the temperature for the appropriate route segment. Results of the jnterpolations are:

I

ALT1- 1

FEET

NOTE

TEMPERATURE

ISA ISA + 20°C

T h e above are exac? values far the assumed conditions.

r

5-6 August 5982

MANb FUEL T A

K N 1

I82 192 12.7 161

161 7 8.3 12,J 7 60 .

MAN. TUDE,PRESS.

IN, HG

MAN. PRESS. ROUTE

FUEL FtOW GPH

13.1

12.7

71000

:?ZOO0

I

19.2

18.3

FUEL FLOW

S E G M E N T 1 IN. HG TAS

GPH

12.8

12.7

12+6

12.5

DEN-PUB

PUB-TBE

TOE-DWT

KNOTS

161

161

161

161

7 8.8

18.8

18.8

DHT-AMA w

18.8

BEECHCRAFf Bonanza 36, A36 E-I thru E-920

Seetion V Performance

Time and fuel used were calculated as ful!ows:

Time = Distance Ground Speed

Fuel Used nirne) (Fuel Flow)

Results are:

#Distance required to climb has been subtracted from segment distance.

ROUTE SEGMENT

I

DEN-COS

COS-PUB

, PUB-TBE

TEE-DHT

DHT-AMA

TlME - FUEL - DISTANCE

DISTANCE NM

'1 8

40

74

87

65

August 1982

ITEM

Start. Runup. Taxi and Take- off acceleration

Climb

Cruise

tora l

EST GROUND WEED KNOTS

190

188

147

149

150

TIME HRS: MlNS

0:OO

0:18

1 :50

2:08 .

TIME AT CRUISE

ALTITUDE HRS: MIN

0:06

0 1 3

0:30

0: 35

0128

FUEL USED

FOR CRUISE

GAL

1.3

2.8

6.4

7.4

5.4 d

FUEL GAL

2.0

4.7

23.3

30.0

DISTANCE NM

0

37

284

32 1

Section V BEECHCRAFT Bonanza 36, A36 Performance E-? thru E-926

Total Flight Time: 2 hours, 8 minutes

Block Speed: 321 NM + 2 hours, 8 minutes = 150 knots

Reserve Fuel (45 minutes at 45 percent maximum continuous power)

Enter the Cruise Power Settings table far 45 percent MCP (or fulf thrott!e).,The fuel flow for 45 percent MCP is 9.6 gallons per hour. Reserve fuel = (45 min) (9.6 GPW) = 7.2 gallons

Total Fuel = 30,0 + 7.2 = 37.2 gallons

The estimated landing weight is determined by subtracting the fuel required for the trip from the ramp weight:

Assumed ramp weight = 361 2 fbs

Estimated fue! from DEN to AMA = (30.0 gal)(6 lbs/gal) = 180 Ibs

Estimated landing weight = 361 2 -180 = 3432 Ibs

Examples have been provided on the performance graphs. The above conditions have been used throughout. Rate of climb was determined for the in i t ial cruise altitude conditions.

August 1982

BEECHCRAm Bonanza 36, A36 E-1 t h a E-928

Saction V Performance

COMMENTS PERTINENT TO THE USE OF PERFORMANCE GRAPHS

1. The example, in addition to presentin0 an answer for a panicutar set of conditions, also presents the order in which the graphs should normally be used, I,e., if the first item In the example is OAT, than enter the graph at the known OAT.

2. The reference lines indicate where to begin following guide lines. Always project to the reference line first, then fallow the guide lines to the next known item,

3. Indicated airspeeds (IAS) were obtained by using the AIRSPEED CALIBRATION NORMAL SYSTEM Graph,

4. The associated coditbns define the specific conditions from which performance parameters have been determined. They are not intanded to be used as instructions, howaver, performance values determined from chsns can only be achieved if spedfied cunditions exist.

5. The full amount of usable fuel is available for all approved Right conditions.

August 1982

5-1 0 August 1982

BEECHCRAFT b ~ f l Z 8 36. A36 E- 1 thru E-926

i,.".l.*ll I....... ' y:c::::; q; . W l :

August 1982

Section V Performance

BEECHCRAFT Bonanza 36, A36 E- l thru E-926

August 1982

BEECHCRAFT Bonanza 36, A 3 6 E- l thru f -926

Section V Perf ormanoc

August 1982



August 1982

BEECHCRAm Bonanza 36, A36 E-7 thru E-926


August 1082


BEECHCRAFT Bonanza 36, A 3 6 E - l thru E-926

August 1982

BEECHCRAFT Bonanza 36, A36 E- t thru E-926


WIND COMPONENTS Demonstrated Crosswind Component is 17 kts

WlND SPEED ANGLE BETWEEN WlND DIRECTION AND FLlGHT PATH

20 KTS 800

- .. - . .. . .. . - - . -. . -

HEADNND COMPONENT 13 KTS CROSSWIND COMPONENT 15 KTS

FLIGHT PATH A

10 20 30 40

CROSSWINO COMPONENTS AJ KNOTS

August 1982


BEECHCRAFT Bonanza 36, A36 E- 3 thru E-926

5-1 8 August 1982

BEECHCRAFT Bonanza 36, A38 E - I t h ~ E-926 Performance

1 1 F - 3 - 1 m 3 1 I.t..,..i ,..I I,... 1 ' 1 . 1 . 1 . 1

, , . J h , 1 1 1 . , I ram r a m .

1.. I... .. r l

August 1982


BEECHCRAFT Bonanza 36,436 E - 1 thru E-926

August 1982

P

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E P

OW

ER S

ETC

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(0

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SK

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August 1982

BEECHCRAfT Bonanza 38, A36 E - l thru Em926


FUEL FLOW va BRAKE HORSEPOWER

August 1982

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August 1982

6EECH.CRAFT Bonanza 36. A36 €-I thtu E-926

SECTION VI

WEIGHT AND BALANCY EQUIPMENT LIST

TABLE OF CONTENTS

SUBJECT PAGE

........................... Weighing instructions 8-3 BaJc Empty Weight and Balance Fmm ......... 6-6 ..................... Weight and Bafance Record 6-7

............................ Loading tnstructions 6-9 Seating. Baggage and Equipment

............... Arrangements (E-1 thru E-631) 6-9 Seating. Baggage and Equipment ............ Arrangements (€432 thru E-926)

................. Moment: Limits vs Weight Table 6-11 ................... Computing Procedure : ...... 8-12

..... Sample Weight and BaIance Loading Form 6-13 ............. Weight and Balence Loading Farm 6-f4 ............ Useful Load Weights and Moments 8-15 ................ Occupants (E-1 thru E-631) 6-15

.............. Occupants (E-632 thru €-926) 6-16 *...............*... . Baggage and Cargo ... 6-17 ................................ Usable Fuel 8-18

........................................ Oil 6-18 ........... Equipment List Provided for each airplane

August 1982

Section Vl BEECHCRAFT Bonanza 35, A 3 6 Wt and Bal,Equip List E-1 thru E-926


August 1982

6.2 = AEROPLANE WEIGHT

Aeroplane Type:.. ..... ........ . BEECH A36

Registration Marking: ........ VH-FIM Serial No: E. 434

ISSUE: ... . FOUR DATE: ..... 12.8.98 EXPIRY: ..... INDEFINITE

AEROPLANE WEIGHT AND CENTRE OF GRAVITY DATA --

ITEM WEIGHT ARM INDfEX UNIT CABIN (&I) (mm aft (Kg.mm) CONFIGURATION

of datum)

BASIC 1070.8 1985& 21 26284 SIX SEATS TOTAL

STANDARD EXECUTIVE CABIN CONFIGURATION WfTH ROW TWQ AFT FACING

THE FOLLOWING IMPERIAL UNITS ARE FOR USE WITH THE PILOTS HANDBOOK SECTION Six

I 2360.8 78.2 1845.53 SIX SEATS TOTAL,

NOTE: The above ernpty weights include:-

BASIC - unusable fuel and full o ~ I

. .' 7 ' ' (.\ l,:..,:,. . - I ; ;', . < * -

i-,,. < .,,,..L: J - \ . 2 L ? ' > - . -I

\ , ,;. .,. . , ,.-. ., ,,-,: i ; , , !<i?. , ': ''

;: J . , , . I , .- d., . € I

pi.JPy.: * - , - I .:;27 6 .,! L):-!; , "'- ,,G-,,,,- :. :' L . , b J .., , , , " -4.:::

t,,-.- ;! ,- , . - --. * - . , , , 2 1 2 3 ' L,-. .. " L :..* C : :

6.3 LOADING SYSTEM

Aeroplane Type: ....... .... ..... BEECH A36

Registration Marking:. . . . . . . . Vfi-FIM Serial NO: E-434

The following is valid only for the Empty Weight specified in paragraph 6.2 - Aeroplane Weight dated.. 1 2.8.98 and is based on calculations using Occupant Weights of 77 Kg each.

Load Front to Rear (i.e. Front seats first) Load Heaviest Passengers in front row

With SIX Occupants, NIL Baggage to be carried and Maximum Total Load on Row 3 Seats is 142 Kg.

2. BAGGAGE COMPARTMENT LIMiTATIONS:~

Number of Maximum Occupants Baggage

One(pilot) Two T t i ree Four Five Six

777.4 Kg 1 77.4 Kg 165.4 Kg 136.4 Kg 61.4 Kg

See Item ?

Fuel is limited only by All Up Weight

MAXIMUM TAKE-OFF WEIGHT ...... 1 633 Kg

"wOPTIQNAL LOAD SYSTE&I'.'-+'-'" If Loading can not conform to the above limitations, a full load check should be carried out using the Loading System Reference Report WB387-1,.,

BEECHCRAFT Bonanza 36, A36 Section VI E-1 thm E-928 Wt and BaKquip L i i

WEIaHIPIQ INSTRUCTIONS

Periodlo weighing d the airplane may be required 0 keep the Basic Empty Weight current. All changes to the airplane affecting weight and balance are the responsibility of the airplane's operator.

1. Threre jack points ate prwided for weightng: two on the wing front spar at Fuselage Station 83.1 and one on the aft fuselage at Fadage Station 271.0.

2. Fuel should be drained preparatory to weighing. Tank$ are drained from the regular drain ports with the akpiane in static ground attitude. When mnks are drained, ? .6 pounds of undralnabk fuel remain in the airplane at Fusdage St~tion'76.0. The remainder of the unusable fuml a be added ta a drafrred system is 34.5 pounds at Fuselage Station 79.1.

3. Engine oil must be at t);e full leuel or completely drained. Total e n g h oil when full is 26 pounds at fuselage Station 14.5 (Inelude8 3 pounds undrsinable ail.)

4. TO determine airplane configuration at ? h e of wighi ng, installed equipment is checked against the airplane equipment Ilst or superseding farms. Alt installed equfpment must be In its propar place during

FRONT JACK WlNTZl F.S. -83.1

REAR JACK POINT F,S. 271 .O

August 1982

Section VI BEECHCRAFT Bonanza 36, A36 Wt and Balkquip List . E-I thru E-926

5. At the rime of weighing, the airplane m u s t be level bath Iongirudina!ly and laterally, and the landing gear must be fully extended. Leveling screws are iocatsd on the left side of the fuselage at approximately Fuselage Station 1 52,25+ Longitudinally level attitude is determined with a pbmb bob. Laterally level attitude is obtained when the ver~ical distance from each wing tip to the floor is equal.

6, Measurement of the reaction arms for a wheel weighing is made using a steel measuring tape. Measurements are taken, with the airplane level on the scales, from the reference ( a plumb bob dropped from the center of either main jack point) to the axle center line of the main gear and then to the nose wheel axle center line. The main wheel axle center line is best located by stretching a string across from one main wheel to the other. All measurements areto be taken with the tape level with the hangar floor and parallel to the fuselage center line. The locations of the wheel reactions will be approximately a t Fuselage Station 96.7 for main wheels and Fuselage Station 2.7 for the nose wheel.

7. Jack point weighings are accomplished by placing scales at the jack points specified in step 1 above. Since the center of gravity of the airplane is forward of Fuselage Station 83.1, the tail reaction of the airplane will be in an up direction. This can be measured on regular scales by placing ballast of approximately 200 pounds on the scaies and attached to the aft weighing point by cable of adjustable length. The up reaction wit1 then be total ballast weight minus the scale reading and is entered in the weighing form as a negative quantity.

6-4 August 1982

BEECHCRAFT Bonanza 36, A 3 6 Section Vl E-7 thru E-926 Wt and Balfiquip List

8. Weighing should always be made in an enclosed area which is free from air currents. The scales used should be properly calibrated and certified.

NOTE

Each new airptane is delivered with a completed sample loading, empty weight and center of gravity, and equipment list, all pertinent to that specific airplane. It is the owner's responsibility to ensure that changes in equipment are reflected in a new weight and balance and in an addendum to the equipment list. There are many ways of doing this; it is suggested that a running tally of equipment changes and their effect on empty weight and c.g. is a suitable means for meeting both requirements.

The current equipment list and empty weight and c.9. information must be retained with the airplane when it changes ownership. Beech Aircraft Corporation cannot maintain this information; the current status is known only to the owner. If these papers become lost, the F A A will tequire that the airplane be re- weighed to establish the empty weight and c.g. and that an inventory of installed equipment be conducted to create a new equipment list.

August 1982

Section V1 BEECHCRAFT Bonanza 36, A36 Wt and BalFquip List E - l thru E-926

BASIC EMPTY WEIGHT AND BAUNCE 6-6 August t 982

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BEECHCRAFT Bonanza 36, A 3 6 Section V1 E-1 thru E.926 Wt and Balfiquip List

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BEECHCRAFTBonanza 36, A36 Section V] E-I thru E-926 Wt and BaIEquip List

LOADING INSTRUCTlONS

It is the responsibility of the airplane operator to ensure that the airplane is properly loaded. At the time of delivery, Beech Aircraft Corporation provides the necessary weight and balance data to compute individual loadings. All subsequent changes in airplane weight and bahnce are the responsibility of the airplane owner anqor operator.

The basic empty weight and moment of the airplane at the time of delivery are shown an the airplane Basic Empty Weight and Bafance form. Useful load items which may be loaded into the airplane are shown on the Useful Load Weight and Moment tables. The minimum and maximum moments are indicated on the Moment Limits us Weight graph. These moments correspond to the forward and aft center of gravity flight limits for a ,particular weight. All moments are divided by '1 00 to simplify cornpu tations.

SEATING, BAGGAGE AND EQUIPMENT ARRANGEMENTS

FS 30

PASS FS 115

PILOT AH0 FWD PQSS FS 75 TO 79

PASS FS 148

August 1982 6- 9

Section Vf BEECHCRAFT Bonanza 36, A36 Wtand BaCEquip List E-I thru E-926

SEATING, BAGGAGE AND EQUIPMENT ARRANGEMENTS (Continued)

PASS FS ti5 TO 1M

MAXIMUM WEIGHT 400 POUNDS INCLUDING EQUIPMENT AND BAGGAGE. 1MAXIMUM WEIGHT 200 POUNDS FORWARD OF REAR SPAR INCLUDING EQUIPMENT AND CARGO W17H 3rd and 4th SEATS REMOVED. MAXIMUM WE\GHT 400 POUNDS AFT OF REAR SPAR INCLUDING EQUIPMENT AND CARGO WITH 3rd, 4th 5th and 6th SEATS REMOVED.

The floor structure load limit is 1 QO pounds per square foot, except for the area between the front and rear spars, where the floor structure Iuad limit is 50 pounds per square foot.

NOTE

All baggage/cargo must be secured with an approved wrgo net.

6-1 0 August 1982

8EECHCRAFT Bonanza 36, A36 Section V I E- 1 thrrk E-926 Wt and Balfiquip List

MOMENT LIMITS VS WEIGHT

August 1982

Section Vf BEECHCRAFT Bonanza 36, A 3 6 W t and Ba1,Equip List E - 1 thru E-926

COMPUTlNG PROCEDURE

1. Record the "Basic Empty Weight and Moment from t h e Basic Empty Weight and Balance form (or from the latest superseding form) under the Basic Empty Condition block. The moment m u s t be divided by 100 to correspond to Useful Load Weights and Moments tables.

2. Record the weight and corresponding moment from the appropriate table of each of the useful load items {except fuei) to be carried in the airplane.

3. Total the weight column arid moment column. The SUB-TOTAL is the Zero Fuel Condition.

4. Determine the weight and corresponding moment for the fuel loading to be used. This fuel loading includes fuel for the flight, plus that required for start, taxi, and take-off . Add the Fuel to Zero Fuel Condition to obtain the SUB-TOTAL Ramp Condition,

5. Subtract the fuel to be used for start, taxi, and take-off to arrive at the SUB-TOTAL Take-off Condition.

6. Subtract the weight and moment of the fuel in the incremental sequence jn which i t is to be used from the take-off weight and moment. T h e Zero Fuel Con- dition, the Take-Off Condition, and the Landing Condition moment must be within t h e minimum and maximum moments shown on the Moment Limit vs Weight graph for tha t weight. I f t he total moment is less than the minimum moment allowed, useful load iterr~s rnusr be shifted a f t or forward load items reduced . If the total moment is greater than the maximum moment allowed, useful toad items must be shifted fo rward or af t Iaad items reduced. I f the

" The Certificared Empty Weight for the airplane may be converted to Basic Empty Weight by adding [be weight and moment for full oil (23 Ibs, and 339 lb. in.).

BEECHCRAFT Bonanza 36, A36 Section VI Eel thru E-926 Wt and Balfiquip List

quantity or location of load itams is changed, the cat- cdations must be revised and the moments rechecked.

The following Sampte Loading chan is presented lo depict the sample method of computing a load. Weights used DO NOT reflect an actual airplane loading.

WEiGHf AND BALANCE LOADING FORM

BONANZA ,DATE

SERIAL NO-- E -XXXX ..,, REG NO.- NFXX >

I ITEM I WEloHT I MOM/VVIOO I . BASK EMPTY CONDlTlON 2231 1 1712

2. FRONT SEAT OCCUPANTS 3442 256 - 3rd and 4th SEAT

OCCUPANTS

4. 5th and 6th SEAT OCCUPANTS

: . 5. BAGG

6. CARGO A*,,,--- .. "..

7. SUB TOTAL ZERO FUEL CONDITION 3168 2733

8. FUEL LOADlNG 174 GAL) 444 333

9. SUB TOTAL RAMP COND1TION 361 2 3066

I

10. "LESS FUEL FOR START, TAXI, AND TAKE-OFF -1 2 -9

11. SUB TOTAL TAKE-OFF CONDITlON

DESTINATION (58 GAL) -348 -261 - 13. LANDING CONOtTlON 3252 2796

*Fuel for starc, taxi and take-off is normally 12 Ibs at an average mowlDO of 9.

August 1982 6-1 3

Section V1 BEECHCRAFT Bonanza 36, A 3 6 Wt and Ba'wquip List E - l thru E-926

WEIGHT AND BALANCE LOADING FORM

BONANZA DATE

SERIAL NO. REG NO., NXXX

'Fuel for start, taxi and take-off is normally 2 lbs a t an average mow1 00 of 9.

ITEM - 1. BASIC EMPTY CONDITION

2 . FRONT SEAT OCCUPANTS

3. 3rd and 4th SEAT OCCUPANTS

F ' - "' .

4. 5th and 6th SEAT OCCUPANTS - - -

5, BAGGAGE m..

6, CARGO

7. S U B TOTAL ZERO FUEL, CONDfllQN

August 1982

WEIGHT MOMflOQ

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f

BEECHCRAFT Bonanza36, A 3 6 Section Vl E -1 thru E-926 Wt and BaIEquip List

USEFUL LOAD WEIGHTS AN0 MOMENTS

August 1982

Y

BAGGAGE CARGO

SECURED TO BACK

OF

FORWARD

BEHIND CENTER SEATS

ARM 150

AFT SEATS SEATS 'REMOVED)

ARM 164 ARM 108

WT.

AFT OF SPAR

SEATS REMOVED)

ARM 145

FRONT SEATS ARM 91

10 20 30 40 50 60 70 80

OF SPAR BEHIND (CENTER

MOMENVIM1

(CEHTER AFT

15 29 44 58 73 87

1 02 116 131 145 160 t74

11 22 32 43 54 65 76 86 97

100 I19 130

16 33 49 66 82 98

175 131 148 164

C

9 15 I 18 3 0

90 82 100 : 9 I 110 120

27 36 46 55

i 64 : 73

135 150 165 180 j

130 140 150 160 170 180 1 9 3 ,

4 5 6 0 7 5 90

105 120

195 ' 21 0 225 2 40 255 270 285

140 151 162 1 73 184 1 94 205 21 6

189 203 21 8 232 247 261 276 290 31 9 348 377 406 435 464 493 522 551 580

260 280 300 320 340 360 380 400

200 2 20 240

30 0 33 0 36 0 390 420 450 48 3 51 0 540 570 600

k

Section VI BEECHCRAFT Bonanza 36, A36 W t and BalEquip List E-1 thru E-926

USEFUL LOAD WEIGHTS AND MOMENTS

USABLE FUEL

LEADING EDGE TANKS

L ARM 75

" included in Basic Empty Weight (E-364 thru E-926)

6-1 8 August 1982

Quarts - 1 2

L

_Moment 700

23 45 68 90

113 135 158 1 80

Gallons

5 10 15 20 25 30 35 40

Weight

30 60 90

1 20 150 180

' 210 240

Weight

23

4 4 50 55 60 65 70 74

Moment 1 Q O -

6 1

264 300 330 360 390 420 444

198 225 248 270 293 31 5 333

BEECHCRAFT Bonanza 36. A36 E- 1 thru E-926

SECTION VII

SYSTEMS DESCRIPTION

TABLE OF CONTENTS

SUBJECT PAGE

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Airframe 7-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . Seating Arrangements 7-5

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Controls 7-5 Control Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Control Column 7-5 Rubber Pedals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6 Trim Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6

Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6 Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7 Power Plant Instruments . . . . . . . . . . . . . . . . . . . . . 7-7

Manifold Pressure and Fuel Flow Indicator (Round Type) . . . . . . . . . . . . . . . . . 7-8

Multiple Readout Type Instrument . . . . . . . . . . . . . . . . . . . . . . . . . . (Round Type) 7-9

f t ectricalty Operated Vertical instruments . . . . . . . . . . . . . . . . . . . 7-9

Fuel Flow Indicator . . . . . . . . . . . . . . . . . . . . . . 7-9 . . . . . . . . . . . . . . . . . . . . . . . . . . . Cluster Arrangement 7-11

Cluster Type Power Plant Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11

Typical Round Type Engine Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.12. 7-13

Typical Vertical Type Engine Instruments . . . . . . . . . . . . . . . . . . . . . . . .... ..... 7-14

August 1982 7 - 1

Section Vl I B E E C H C R A n Bonanza 36. A36 System's Description E - I thru E-926


SUBJECT PA GE

Avionics Panel . . . . . . . . . . . . . . . . . . . . . . . . . . ,.. 7-15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Switches 7-15

Annunciator System . . . . . . . . . . . . . . . . . . . . .... 7-15 Warning Light . . . . . . . . . . . . . . . . . . . . . .... . 7-15

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ground Con~ral 7-16 Wing Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17

. . . . . . . . . . . . . . . . . . . . . . . . . . Landing Gear System 7-19 Contraf Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19 Position Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19 Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . I . . 7-20 Safety Switch . . + . - . . . . . . . . . . . . . . . ... ... . . . 7-20 Warning Horn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21 Brakes + . . . . . . . . . . . . . . . . . . . . . . . . . . .. ....... 7-25 Manual Extension . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2t

Baggage/carg~ Compartment . . . . . . . . . . . . . . . . . . . 7-22 Seats. Sear Belts and Shoulder Harnesses . . . . . . . 7-22

Seat Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22 Shoulder Harness Installation

(Prior to E-825) . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23 Shoulder Harness Installation

( € 4 2 5 thru E-926) . . . . . . . . . . . . . . . . . . . . . . . 7-23 Doors. Windows and Exits . . . . . . . . . . . . . . . . . . . . . . 7-24

Forward Cabin Door . . . . . . . . . . . . . . . . . . . . . . . . 7-24 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aft Utility Door 7-25

Operation with Aft Utility Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removed 7-26

Openabte Cabin Windows .................. 7-26 Emergency Exits . . . . . . . . . . . . . . . . . . . . .. ... . 7-26A

Control Column Lock Pin . . . . . . . . . . . . . . . . . . . . . . . 7-27 Power Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27

Engine Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27 ThrottIe. Propeller. and Mixture . . . . . . . . . . 7-27

Cowling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28 Cowl Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28

7 - 2 Revised: March 1983

ESEECHCRAFT Bonanza 36. A36 Section VII E - l thru E-926 Systems Description


SUBJECT PA GE

. . . . . . . . . . . . . . . . . . . . . . Induction System Icing 7-28 Lubrication System . . . . . . . . . . . . . - . . . . . . . . . A . 7-29

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starter 7-29 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propeller 7-29

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel System 7-30 . . . . . . . . . . . . . . . . . . . Fuel Cells .. .. . . . . . . . . . . 7-30

Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . 7-31 Fuel Quantity Indication System . . . . . . . . . . . . . 7-32 Auxiliary Fue! Pump . . . . . . . . . . . . . . . . . . . . . . . . 7-32 Fuel Tank Selection . . . . . . . . . . . . . . . . . . . . . . . . 7-32 Fuel Required for Flight . . . . . . . . . . . . . . . . . . . . . 7-33

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical System 7-33 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Battery 7-34

Alternator . . . . . . - . . . . . . . . . . . . .. ... . . . . . I . . .. 7-34 External Power Receptacle . . . . . . . . . . . . . . . . . . 7-35

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lighting System 7-35 Interior Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-35 Exterior Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-36

. . . . . . . . . . . . . . . . . . . . . . . . . Environmental Systems 7-37 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cabin Heating 7-37

Heating and Ventilation System Schematic . . . . . . 7-38 Heater and Defroster Operation . . . . . . . . . . . . . 7.41

. . . . . . . . . . . . . . . . . . . . . . . . . . . Cabin Ventilation 7-41 Cabin Fresh Air Outlets . . . . . . . . . . . . . . . . . 7-41

. . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust Vents 7-42 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oxygen System 7-43

. . . . . . . . . . . . . . . . . . . . . . . . Pitot and Static Systems 7-43 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pitot System 7-43 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pitat Heat 7-43

Normal Static Air System . . . . . . . . . . . . . . . . . . . 7-43 . . . . . . . . . . . . . . . Emergency Static Air System 7-44

. . . . . . . . . . . . . . . . . . . . instrument Pressure System 7-44 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stall Warning 7-44

. . . . . . . . . . . . . . . . . . . . Engine Break-in lnforrnation 7-45

August 1982 . 7-3

Section VII BEECHCRAFT Bonanza 36, A36 Systems Description E-1 thru E-926


August I982

BEECHCRAFT Bonanza 36, A36 Section VI1 E - l thru E-926 Systems Description

AIRFRAME

The BEECHCRAR 36 and A36 Bonanzas are all-metal, low-wing, single-engine airplanes with retractable tricycle landing gear and conbcntional horizontal and vertical stabilizers,

SEATING ARRANGEMENTS

The 36 and A36 Bonanzas are four- to six-place airplanes. In the standard configuration four forward facing seats are installed. Fifth and sixth seats are optional. .

In the optional club seating configuration, the third and fourth seats are aft facing.

FLIGHT CONTROLS

CONTROL SURFACES

Control surfaces are operated through push-pull rods and conventional cable systems terminating in bellcranks.

CONTROL COLUMN

The throw-over type control column for elevator and aileron control can be placed in front of either front seat. Pull the 1-handle latch at the back of the control arm and position the control wheel as desired, The aileron trimmer on the control column hub should he held until the column is repositioned. Check for full freedom of movement after repositioning the control.

The optional dual control column is required for flight instruction.

August 1982 7 -5

Section Vl BEECHCRAFT Bonanza 36, A36 Systems Description E-I thru E-926

RUDDER PEDALS

To adjust the rudder pedals, press the spring-loaded lever on each pedal arm and move the pedal forward or aft. The adjustment lever can also be used to place the right set of rudder pedals against the floor when not in use.

TRIM CONTROLS

Elevator trim is controlled by a handwheel located to the left of the throttle. An elevator tab indicator dial is located above and to the left of the trim control handwheel.

The aileron trimmer on t h e control column hub displaces the ailerons; displacement is. maintained by cable loads imposed by the trimmer.

INSTRUMENT PANEL

The standard instrument panel of the Bonanza 36 consists of the floating instrument panel on the upper left portion, the engine instrument cluster on the left subpanel, a radio grouping to the right of the control wheel assembly and subpanels which provide a compact circuit breaker group across the base of the instrument panel.

The standard instrument panel of the Bonanza A36 consists af the floating instrument panel on the upper left portion, the engine instruments on a surrounding fixed panel, a radio grouping to the right of the engine instruments, and a subpanel which provides for a compact circuit breaker group on the right side and switching panel on the left.

7-6 August 1982

BEECHCRAFT Bonanza 36. A36 Section VI 1 E-l thru E-926 Systems Description

FLIGHT INSTRUMENTS

The floating instrument panel contains all flight instruments except the magnetic compass. On this panel are the airspeed indicator, gyro horizon, altimeter, turn coordinator, directional gyro, and vertlcal speed indicator, with provisions for an ADF indicator and a clock. Additional navigation equipment, such as dual omni indicators, can be mounted in the panel directly below the flight instrument grouping.

POWER PLANT INSTRUMENTS

The engine instruments include: cylinder head temper - ature, oil temperature, oil pressure indicators, tachometer, manifold pressure, fuel flow, and fuel quantity indicators, and an ammeter.

The cylinder head temperature sensor is installed in the engine cylinder which, because of location in the compartment, has the highest temperature reading. Monitor cylinder head temperature after power setting adjustments are made, to assure that the engine operating temperature remains in the desired range.

The oil pressure normal operating range is 30 to 60 psi. The oil pressure should be checked when starting the engine and with extra attention when startlng during c0.L weather. The oil temperature operating range is lW°F to 240°F. Monitor the oil temperature after starting to assure temperature is above minimum before advancing the throttle above warm-up rpm and on descent with power reduced to avoid overcooling.

The tachometer is driven by a flexible shaft from the engine accessory section. Incorporated in the tachometer is an engine hour meter which automatically records the total engine operating time.

August 1982 7 -7

Section Vl l BEECHCRAFT Bonanza 36, A36 Systems bescript ion E- I thru E-926

MANIFOLD PRESSURE AND FUEL FLOW IfiDiCATOR (Round Type)

The manifold pressure portion of this instrument indicates the pressure of the fuel-air mixture entering the engine cylinders and is calibrated in inches of mercury. By observing the manifold pressure indications and adjusting rhe propeller and throttle controls, the power output of the engine can be regukated. To avoid excessive cylinder pressures during cruise operations, observe the maximum recommended rpm and manifold pressure as indicated an t h e Manifo\d Pressure vs RPM graph in the PER- FORMANCE Section.

The fuel flow portion of the indicator is c,alibrated in gattons per hour, the green arc indicating fuel f\aw for normal operating limits. Red radials are placed at the minimum and maximum allowabie fuel pressures.

August 1982

BEECHCRAPT Bonanza 36. A36 Section VI1 E- 1 thru E-926 Systems Description

In the cruise power range, the green secrors cover the fuel flow required from 45% to 75% power. The lowest value of a given sector is the cruise-lean setting, and the highest value of the sector is the best-power setting for that particular power range.

The take-off and climb range is covered by green sectors for full power at various altitudes. The high side of each green sector represents the fuel flow setting required to achieve maximum power at t h e specified altitude when operating full throttle at 2700 rpm. These values should correspond to the fuel flow values on the Climb graph in the PERFORMANCE Section.

MULTIPLE READOUT TYPE INSTRUMENT (A361 (Ro und Typ el

A multiple readout type instrument, on early aircraft with round type instruments, is located on the lower left instrument panel and gives indications of cylinder head tern- perature calibrated in degrees Fahrenheit, oil temperature and oil pressure.

ELEC TRICALL Y OPERA TED VERTICA 1 INSTRUMENTS {A361

Electrically operated vertical readout instruments are installed in the upper center of the instrument panel. The + include manifold pressure. tachometer, fuel flow meter calibrated in pounds per hour, cylinder head temperature and oil temperature indicator both calibrated in degrees centigrade, oil pressure indicator, ammeter, and left and right fuel quantity indicators calibrated in pounds.

FUEL FL 0 W INDICA TOR (Vert ical Type)

The fuel flow indicator is calibrated in pounds per hour. The normal operating range of 41 -4 pph to 145.8 pph is

August 1982

Section yl! B E E C H C R A ~ 0ooanna 36, A36 Systems Description E-1 thru E-926

JOCQ' 1236r01458 1 TAKE-OFF L

CLIMB POWER R A N G E 7-- Ym l l6,4 l o 123.8

1 I

65%8! O(dW.0 1

CRUISE POWER

55% 69.Q ro 792 RANGE

~ 5 X 5 6 2 t ~ 6 7 8

indicated on the instrument by the green band. Red markings indicate the minimum and maximum fuel pressure,

In the illustration the lower portion of the scale (58.2 pph to 102.0 pph) is the fuel flow required for cruise power settrngs between 45% and 75%, 'The upper portion indicates fuel flow for take-off and climb at various altitudes, The lower fuel flow figure is the normal lean setting while the higher flow is t h e best power setting for that percent- age of power, The high side of each green sector represents the fuel f l ow setting required to achieve maximum power of the specified altitude when operating ful l throttle at 2700 rpm. These values should correspond to the fuel f jow values on the Climb graph in the PERFORMANCE section.

7-10 August 1982

BEECHCRAFT Bonanza 36, A 3 6 Section Vlf E-1 thtu E-926 Systems Description

CLUSTER ARRANGEMENT

CLUSTER TYPE POWER PLANT INSTRUMENTS

The crwster type instruments, as shown in accompanying itlustration, are located in the center of the panel just below the manifold pressurefluel flow and tachometer. Included in the square cluster are the cylinder head temperature and I temperature, both calibrated in degrees Centigrade, ammeter, and oil pressure. A fuel quantity indicator is located on each side of the cluster, the left indicator for the left wing fuel and the right indicator for the right wing fuel.

August 1982 7-7 1

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1

BEECHCRAFT Bonanza 36. A 3 6 Section VII E-1 thru E-926 Systems Description

August 1982

Section VI1 BEECHCRAFT Bonanza 36. A36 ~ y s t e n i s Description f - l thru E-926

BEECHCRAFT Bonanza 36, A36 Section VII E-1 thru E-926 S ysterns Description

AV1ONlCS PANEL

Tuning and selecting equipment for the radios, to the right of the center panel. is mounted in block form with switching on the left edge of the block and radio heads and tuning on the right.

SWITCHES

The battery master switch, alternator switch and key- operated rnagneto/start switch are grouped together at the left of the instrument panel. An escutcheon assembly contains the switches on the Bonanza 36 models; the A36 models have them located on the upper left subpanel.

The landing gear switch, the flap swltch and the auxllian/ fuel pump switch are located near' the center console power plant controls. Interior and exterior lighting switches are located on either the right (36) or left (A36) subpanel.

ANNUNCIATOR SYSf EM

WARNING LIGHT

Alternator-Out Warning Light (36)

A press-to-test alternator-out warning light on the instrument panel will come on, should the ajternator be disconnected from the airplane bus by the overvoltage relay.

NOTE

To reset the overvoltage relay, refer to the Emergency Procedures section.

August 1982 7-1 5

Section V11 BEECHCRAFT Bonanza 36, A36 systems Description E - l thm E-926

Alternator- Qut Warning Light (-4 36)

A warning light placarded ALT-OUT is located on the pilot's floating instrument panel. It will illuminate if an alternator malfunction occurs. Located near the war,ning light is a switch placardad PRESS TO f EST - WARN U M P SYSTEM. When the switch is pressed, the ALT-OUT light and the landing gear position indicator lights will illuminate i f none of the lamps require replacement,

To reset the overvoltage refay, refer to the EMERG ENCY PROCEDURES section.

Utility Door Warning Light

A warning light for the utility door located on the pilot's floating instrument panel will illuminate if the door is not secure1 y closed.

GROUND CONTROL

Steering is accomplished by use of the rudder pedals through a linkage arrangement which connects the nose strut ra the rudder pedal shaft..Nose wheer straightening Is accomplished by engagement of a roller with a track as the nose wheel is retracted. The steering link attaches to the steering mechanism on the nose strut with s swivel connection which permits the mechanism to disengage when the nose gear is retracted and operation of the rudder pedals wiil have no tendency to turn the nose wheel with the gear retracted,

The minimum wing tip turning radius, using full steering, ,

on% brake and partial power, is 27 feet 7 inches.

7-1 6 August 1982

BEECHCRAFT Bonanza 36. A36 Sectlon Vtl E-1 thru E-928 Systems Description

WINO FLAPS

The wing flaps are controlled by a three-position switch, UP, OFF, and DOWN, \ocated in the subpanel, above the power quadrant. The switch must be pulled out of detent before it can be repositioned. A dial type indicator has markings for UP, lo0, 20°, and DN. The indicator is located to the left of the control column.

Limit switches automatically turn off the electric motor when the flaps reach the extremes of travel, Intermediate flap positions can be obtained by placing the switch in the OFF position as the flaps reach the desired position during flap extension or retraction.

August 1982

Section Vfl 8EECHCRAFT Bonanza 36, A36 Systems Desriptian E - l thru E-926

INTENTIQNALLY LEFT BLANK

August 1982

BEECHCRAFT Bonanza 36. A36 Section Vl I E-1 thru E-926 Systems Description

LANDING GEAR SYSTEM

Never taxi with a flat strut.

T h e landing gears are operated through adjustable linkage connected to an actuator assembly mounted beneath the front seats. The actuator assembly is driven by an electric motor. The landing gears may be electrically retracted and extended, and in an emergency may be extended manually.

CONTROL SWITCH

The landing gear is controlled by a two-position switch an the right side of the subpanel, The switch handle must be pulled out of the safety detent before it can be moved to the apposite position.

Do not change the position of the control switch to reverse t he direction of the landing gear while t h e gear is in transit, as this could cause damage t o the retract mechanism.

Landing gear position indicator lights on the right side of the control console show red when the gear is up, or green when it is down, illuminating only when the actuator assembly reaches either extreme. In addition, a mechanical indicator on the floorboard beneath the control console shows the position of the nose gear. Its pointer is linkad by a cable to the actuating mechanism and moves

August 1982

Section Vll BEECHCRAFT Bonanza 36, A 3 6 Systems Description E - 1 thru E-926

sirnuttaneously with It. Limit switches and a dynamic brake automatically stop the retract mechanism when the gear reaches its full up or ful l dawn position.

POSITION INDICATORS (A361

The landing gear position indicator lights are located adjacent to the landing gear switch handle, Three green lights, one for each gear, are illuminated whenever the landing gear are down and Iocked. The red light illuminates a n y time one or all of the landing gear are in transit or in any intermediate position. All of the lights will be out when the gear are up.

Testing of the tanding gear position indicatur'lights is accomplished by pressing the warning tight test button on the floating instrument panel. The intensity of the lamps is automatically towered for night flights when the navigation lights are turned on.

CIRCUIT BREAKER

The landing gear circuit breaker is located on the left sub- panet of Bonanza 36 models and on the r ight subpanef of Bonanza'A36 models, It is a pull-and-reset type breaker, The breaker will pop out under overload conditions.

SAFETY SWITCH

To prevent inadvertent retraction of the landing gear on the ground, a main s t r u t safety switch opens the control circuit when the s t rut is compressed.

WARNING

Never rely on the safety switch to keep the gear dawn during taxi or on rake-off, landing roll, or in a static position. Always make certain that the landing gear switch is in the down position during these operations.

7-20 August 1982

BEECHCRAFTBonanza 36. A 3 6 Section V11 E-1 thru E-926 Systems Description

WARNING HORN

With the landing gear retracted, if the throttle is retarded below approximately 1 2 in. Hg manifold pressure, a warning horn will sound intermittently.

BRAKES

The brakes on the main landing gear wheels are operated by applying toe pressure to the rudder pedals.

CAUTION

Continuous brake application of either the pilot's or copilot's brake pedals in conjunction with an overriding pumping action from the opposite brake pedals could result in the loss of braking action on the side which continuous pressure is being applied.

The parking brake push-pull control is located an the subpanel (right - Bonanza 36; left - Bonanza A36). To set the parking brakes, pull control out and depress both toe pedals until firm. Push the control in to release the brakes.

The parking brake should be left off and wheel chocks installed if the airplane is to be left unattended. Changes in ambient temperature can cause brakes to release or to exert excessive pressures.

MANUAL EXTENSION

The landing gear can be manually extended by operating a handcrank at the rear of the front seats. This procedure is described in the EMERGENCY PROCEDURES section.

August 1982

Section V11 BEECHCRAFT Bonanza 36, A 3 6 Systems Description E - l thru E-926

BAGGAGWARGO COMPARTMENT

The baggagelcargo compartment is accessible through the utiIity door on the right side of the fuselage, This area ex- rends aft of the pilot and copilot seats to the rear bulkhead. Because of structural limitations, this area is divided into sub-compartments, each having a different weight limitation. Loading within the baggagelcargo corn- partment must be in accardance with the data in the WEIGHT AND BAfANCE Section. At1 baggagelcatgo must b e secured.

WARNING

Do not carry hazardous material anywhere in the airpi ane.

Do not carry children in the baggagebargo compartment unless secured in a seat.

SEATS, SEAT BELTS. AND SHOULDER HARNESSES

SEAT ADJUSTMENTS

To adjust any of the four standard seats forward or aft, puil up on the release bar below the seat and slide the seat to the desired position. The seat backs of ail standard seats can be placed in any of four positions by operating a release lever on the inboard side of each seat. An option is available that provides for the seat backs on the copilot, 3rd and 4th place seats to be placed in any position from vertical to fully reclined.

Qurboard armrests for all standard seats are built into the cabin sidewalls. Canter armrests can be elevated or positioned flush with the seat cushions. On E-825 and after,

7-22 August 1982

BEECHCRAFT Bonanza 36, A36 Section Vf l E-1 thru E-926 Systems Description

the 3rd- and 4th-place chairs are equipped with a locking back to accommodate the shoulder harness, and the seat back can be folded over for access by rotating the red handle located on the towar inboard side of the seat back. The optional fifth rrnd sixth seats can be folded up ta provide additional floor space.

Club seating is available. When occupied, aft facing chairs in the club seating arrangement must have the headrests in the fully raised position during takeoff and landing. Aft facing club seats may be converted to the forward facing configuration. Maintenance personnel must refer to the shop manual before making the conversion in order to assure proper instalfation.

SHOULDER HARNESS INSTALLATION [Prior to E-825)

The shoulder harness installation is available for the pilot seats only. The belt is in the "Y" configuration with the single strap being contained in an inertia reel attached ta the overhead canopy structure of the cockpit. The two straps are worn with one strap over each shoulder and fastened by metal loops into the seat belt buckle. The harness should be used with the seats in the upright position. The spring loading at the inertia reel keeps the harness snug but will allow normal movement required during flight operations. The inertia reel is designed with a locking device that will secure the harness in the event of sudden forward movement ar an impact action.

SHOULDER HARNESS INSTALLATION (E-825 thru E-926)

The shoulder harness is a standard installation for all seats and should be used with the seats In t he upright position. The spring loading at the inertia reel keeps the harness

August 1982


snug but will allow normal movement during flight operations. The inertia reet is designed with a locking device that will secure the harness in the event of sudden forward movement or an impact action. The strap is warn over the shoulder and down across the body, where it is fastened by a metal loop into the seat belt buckle. For the pilot seats, the harness strap is contained in an inertia reel attached to the side canopy structure of the cockpit. The inertia reel is covered with an escutcheon and rha strap runs up from the reel location to a looped fitting attached to the window frame just aft of the pilot seats. For the *third and fourth passenger seats, the inertia reel is attached into the seat back structure and is covered with the seat back upholstery. The strap runs up the seat back and over the outboard corner of the seat back. For the fifth and sixth passenger seats, t h e strap is contained in an inertia reel attached to the upper fuselage side structl-ire, just aft of the seat back and is covered with an escutcheon.

NOTE The seat belt is independenr of the shoulder harness, but the outboard seat belt and the shoulder harness must be connected for stowage when the seat is not occupied.

DOORS, WlNDOWS AND EXITS

FORWARD CABIN DOOR

The airplane has a conventional cabin door on the f o w a r d right side of the fuselage and when closed, the outside cabin door handle is spring loaded to fit into a recess in the door to create a flat aerodynamically clean surface. The door may be lacked with a key. To open the door from the outside, lift the handle from its recess and pull until the door opens.

August 1982

BEECHCRAFT Bonanza 36. A36 Section Vlf E-1 thru E-926 Systems Description

To close the cabin door from the inside, observe that the door handle is in the unlocked position. In this position, the latch handle is free to move approximately one inch in either direction before engagement of the locking mechanism. Then grasp the door and firmly pull the door closed. Rotate the door handle fu!ly counterclockwise into the Iocked position. When the door is properly locked, the door latch handle is free to move approximately one inch in either direction.

NOTE

When checking the door latch handle, do not move it far enough to engage the door latch release mechanism.

press firmly outward at the top rear corner of the door. If any movement of the door is detected, completely open the door and ctose again following the above instructions.

To open the door from the inside, depress the lock buttan and rotate the handle clockwise.

AFT UTILITY DOOR

A utility door aft of the cabin door is provided for loading bulky catgo or to accommodate passengers. The utility door is a double door with each half hinged at the fonvard and aft edge of the door opening. The rear half of the door must be closed first. A latch on the foward edge of the door moves downward to a locked position to secure the hooks at the tap and bottom of the door to the door frame. The front half of the door cannot be fully closed until the latch of the aft door is htchecf and flush with the edge of the door, After the forward half of the door is closed, it can be latched from t h e outside by rotating the hajf-moon shaped handle to the CLOSED position. A conventional handle on the inside of this door provides for opening or closing from the inside.

August 1982 7-25

Section VII BEECHCRAn Bonanza 36, A36 Systems Description E-1 thru E-926

OPEMTION WITH AFf UTILITY DOOR REMOVED

This Bonanza is approved for operation with the aft utility doar removsd. The factory instalkd placards pertaining to airspeed and other aperating restrictions when the utility door is removed are reproduced in the LIMiTATIONS section. With the doors removed, assure that all registration numbers are visible an the side of the airplane,

NOTE

It is the responsibility of the owner and operator to contact the nearest F M General Avia- tion District Office (GADO) for authorization to use the airplane f ~ r the specific operation with the doar removed.

I OPENABLE CABIN WINDOWS

To Qpen Window Fur Ventilation {Only On Ground):

Release latch front of bar, pull bar at the bottom of t h e window out and upward. Window will open approximately two inches,

To Close Window;

Pull inward and down on the bar at the bottom 05 the window. Resistance wiII be felt as t h e bar moves downward. Continue moving bar downward to its lowest position. Cheek that bar is lacked by the latch.

Revised: Mareh 1983

BEECHCRAFT Bonanza 36, A36 Section VI! E-7 thru E-926 Systems Description

NOTE

Window is to be clased before and during flight. While closing window, ascertain that the emergency release pin (which allows the window t o open fully for emergency exit) is securely in place.

EMERGENCY EXITS

To open the emergency exit provided by the openable window on each side of the cabin:

1 . Lift the latch, 2, PuIt out the emergency release pin and push the

window out.

The above procedure is described on a placard installed below the left and right openabte windows.

Revised: March 1983

Section V11 BEECHCRAFT Bonanza 36, A 3 6 Systems Description E-1 thru E-926

INTENTIONALL'c' LEFT BLANK

Revised; March 1983

BEECHCRAiTBonanza 36, A 3 6 Section VII E- 1 thru E-926 Systems Description

CONTROL COLUMN LOCK PIN

I . Rotate control wheel and move column so the hole in the bracket and the column align to accept pin.

2. Push the controt column lack pin through the hole provided in the control column hanger and into the hole in the control column tube assembly.

3. Ensure positive retention of the tock pin by positioning the attached red plate on top of the throttle and propeller cantraIs.

WARNING

Before starting engine, remove the lock reversing the above procedure.

POWER PLANT

One Tefedyne Continental Motors Corporation engine model 10-520-B, 10-520-BA or IO-520-SB, tt is a fuel- injectsd, direct-drive, air-cooled, horizontally-opposed, 6- cyiinder, 520-cu bic i nch-disptacernent, 285- horsepower- rated engine,

ENGINE CONTROLS

THROTTLE, PROPELLER, AND MIXTURE

The push-pull throttle, propelter and mixture controls are located on the control console. Each control is released for repositioning by pushing a button on the knob. With the button extended, fine adjustments are accomplished by rotating the knob, ctockwise to increase and counterclockwise to decrease. Do not rotate clockwise with control fu tly advanced,

August 1982

Section Vlf BEECHCRAFT Bonanza 36, A36 Systems Description E m 1 thru E-326

COWLING

The Bonanza is equipped with Hartwelf latch mechanisms on the right and left upper engine cowling for quick and easy access to the engine compartments without the aid of tools. Each cowl iatch is locked and released by a single recessed handle located in the lower cowling panel on each side of the engine. To close the cowiing requires only ra lower the cowfing to the closed position with the handle in the prelatch position, The handle has three positions: flbsh with the fuselage - latched; held fully forward - unlatched (open cowling); approximately 90° to thefuselage - preIarct.1 (ready to close cowi). An audible click denotes the bayonet fittings, located forward and aft on the upper cowl, sliding into the latch safety catch. The cowl is locked by moving the larch handle to the full recessed position. The security of the fclrward latches can be checked by pulling out on the check tab attached to the lower forward edge of the upper cowling. If the cowling can be moved after latching, open the cowling, check the latch alignment and re-latch.

COWL F U P S

The push-pull cowl flap conrrol is located above and to the left of the control consale an the subpanel. Except in extremely low temperatures, the cowl flaps should be open during ground operation, take-off, and as required in flight.

INDUCTION SYSf EM ICING

The possibility of induction system icing i s reduced by rhe non-icing characteristics of the Bonanza's fuel injected engine and the automatic alternate air source. Under certain conditions, however, impact ice can farm at several points in . the induction system. If the air intake or fitter

7t28 August 1982

BEECHCRAFT Bonanza 36, A36 Section VI I E-1 thru E-926 Systems Description

becomes clogged with ice, a spring-loaded door in the air intake duct will open automatically and the induction system will operate on alternate air. I f the alternate alr source door becomes frozen in the closed position, a pull- and-release T-handle is provided to force the door open.

LUBRICATION SYSTEM

The engine oil system is the full pressure, wet sump type and has a 12-quart capacity. Oil operating temperatures are controlled by an automatic thermostat bypass control. The bypass control will limit oil flow through the oil cooler when operating temperatures are below normal and will permit the oil to bypass the cooler if it should become blocked.

STARTER

The starter is relay-controlled and is actuated by a rotary type,. momentary-on switch incorporated i n the magneto/start switch. To energize the starter circuit, rotate the magneto/start switch beyond the BOTH position to START. After starting, release the switch to the BOTH position.

PROPELLER

Installed as standard equipment is a constant speed, variable pitch, 84-inch diameter propeller with two aluminum alloy blades. The pitch setting at 30 inch station is 1 3.3O low and 29.2O high pitch.

An optional 80-inch diameter, three-blade propeller is also available. The pitch setting at the 30 - inch station is 13.3" low and 29.0° high pitch,

August 1982

Section V11 BE ECHCRAFT Bonanza 36, A36 Systems Description E-7 thru E-926

Propelier rprn is controlled by a governor which regulates hydraufic oil pressure to the blades. A push-pull knob on the control console allows the pilot to select the governor's rpm range.

If governor oil pressure is lost, the propeller will go to the full high rpm position. This is because propeller low rpm is obtained by governor boosted engine oil pressure working against: t h e centrifugal 'twisting moment of the blades,

FUEL SYSTEM

The airplane is designed far operation on grade 100LL (btue) or 700 (green) aviation gasoline.

Before refueling. make certain the airplane and fuel dispensing unit are properly grounded, Failure to do so creates a fire hazard.

FUEL CELLS

Either the 44-gallon usable (50-gallon capacity) standard fuel system or the 74-gallon usable (80-gallon capacity) optional fuel system is available, The fuel system consists of a rubber fuel cel l in each wing leading'edge with a flush type filler cap. A visual measuring tab is attached to the filler neck of the optional system. The bottom of the tab indicates 27 gallons of usable fuel and the detent on the tab indicates 32 gallons of usable fuel in rhe tank provided the wings are level.

August 1982


Section VII Systems Description

FUEL SYSTEM SCHEMATlC

August 1982

Section VII BEECHCRAFT Bonanza 36, A36 Systems Description E- 7 thru E-926

The engine driven fuel injector pump delivers approximately 10 gallons of excess fuel par hour, which bypasses the fuel control and returns to t h e tank being used. Three fuel drains are provided, one in each fuel sump an the underside of each wing and one in the fuel selector valve inboard of the left wing root. These points should be drained daily before the first flight.

FUEL QUANTITY INDlCATION SYSTEM

Fuel quantity is measured by float operated sensors, located in each wing tank system. These transmit electrical signals to the individual indicators that indicate fuel remaining in the tank. There are sensors in each wing tank system connected to the individual wing tank indicator.

AUXILIARY FUEL PUMP

The electric auxiliary fuel pump is controlfed by an ON-OFF toggle switch on the contra! console. It provides pressure for starting and emergency operation. Immediately after starting, the auxiliary fuel pump can be used to purge the system of vapor caused b.y an extremedy high ambient temperature or a start with the engine hot. The auxiliary fuel pump provides for near maximum engine performance should the engine driven pump fail.

FUEL TANK SELECTION

The fuel selector valve handle is located forward and to the left of the pilot's seat. Take-offs and landings should be made using the tank that is more nearly fuIl.

If the engine stops because of insufficient fuel, refer to t h e EMERGENCY PROCEDURES Section for the Air Start procedures,

7-32 August 1982

BEECHCRAFT Bonanza 36, A36 Section VI I E-1 thru E-926 S ys terns Description

FUEL REQUIRED FOR FLIGHT

It is the pilot's responsibility to ascertain that the fuel quantity indicators are functioning and maintaining a reasonable degree of accuracy, and be certain of ample fuel for e flight. Takeoff is prohibited if the fuel quantity indicators do not indicate above the yellow arc. An inaccurate indicator could give an erroneous indication of fuel quantity. A minimum of 13 gallons of fuel is required in each tank before takeoff.

The filler caps should be removed and fuel quantity checked to give the pilot an indication of fuel on board. The airplane must be approximately level for visual inspection of the tank. If the pitot is not sure that at least 13 gallons are in each tank, add necessary fuel so that the amount of fuel will be not less than 13 gallons per tank at takeoff. Pian for an ample margin of fuel for any flight.

ELECTRICAL SYSTEM

The system circuitry is the single-wire, ground-return type, in which the airplane structure itself is used as the ground return.

The battery ON-OFF switch, the alternator ON-OFF switch, and the rnagneto/start switch are located on either an escutcheon at the left of the instrument panel (36) or the left subpanel (A36).

The various circuits in the system are protected by togg te switch, p ush-to-reset or push-pull type circuit breakers. Most of the circuit breakers are located on their individual subpanel.

August 1982

Section V1 I BEECHCRAFT Bonanza 36, A36 Systems Description E- 1 thru E-926

BATTERY

A 35 ampere-hour, 12-volt battery is located on the right forward side of the firewall. Battery servicing procedures ate described in the HANDLING, SERVICING AND MAIN- TENANCE section.

ALTERNATOR

A 70-ampere, 12-volt, gear-driven alternator is standard equipment. The alternator is designed to maintain approximately 70-ampere output at 1700 rpm, and supply approximately 20 amperes at engine idle speed.

A transistorized volt age regulator adjusts alternator output to the required electrical load, including battery recharging. Charge or discharge of the battery is indicated by the ammeter. A xera reading, which is normal for cruising flight, indicates that the battery is fuify charged and that alternator output has been adjusted by the voltage regulator to balance the Ioad of the eteclrical equipment in use.

The alternator field circuit broaker is located on the right sub-panel and the alternator output circuit breaker b installed on the left side of the nose wheel weli cover. The alternator-out warning fight can be tested on the A36 by the warning test switch on the instrument panel and by the press-to-test feature on the Bonanza 36. if a malfunction occurs t h e light will illuminate, See the EMERGENCY PROCEDURES section.

Refer to the HANDLING, SERVICING AND MAINTENANCE Section for minor maintenance of the alternator.

7-34 August 1982

BEECHCRAFT Bonanza 36, A 3 6 Section VII E - l thm E-926 Systems Description

EXTERNAL POWER RECEPTACLE

The external power receptacle accepts a standard AN type plug. Before connecting an external power unit turn alternator switch and avionic equipment OFF.

A negative ground external power source is required. Check polarity before using external power.

I f the external power unit does not have a standard AN type plug. connect the positive lead from the external power source to the positive battery terminal and the negative lead to the negative battery terminal.

LIGHTING SYSTEM

!NTERIOR LIGHTING

Lighting for the instrument panel is furnished by a light in the cabin ceiling. It is controlled by the FLOOD LIGHTS rheostat control located below and to the right of the control column.

A RADIO and POST LIGHTS control rheostat is located to the left of the flood light rheostat. It controls the internal lights in the radio installation and individual instrument post l ights.

The cabin dome light is operated by an ON-OFF switch next to the light. Switches for the two optional individual reading tights above the standard rear seats are located adjacent to the lights.

Lighting for the instrument panel is controlled by thumb- rotated. disc-type rheostars. located on the pilot's sub-

August 1982 7 - 3 5

Section VII BEECHCRAFT Bonanza 36. A36 Systems Description E - l thru E-926

panel to the left of the control column. The first rheostat is labeled RADIO and ENG and controls the lighting of the avionics panel and the multiple readbut engine instrument. The second rheostat labeled INST is optional and controls the lighting for the flight instruments, the omni indicators, and the instrument pressure gage.

On t h e lower subpanel are two more lighting rheostats, the first labeled SUB which controls the Intensity of the complete subpanel lighting. The second rheostat is labeled FLOOD and controls the glareshield lighting which illuminates the full upper panel.

The cabin dome light is operated by an ON-OFF switch adjacent to the light. The optio~al reading lights above the rear seats have idividuat switches at the light. The optional map light has a press type switch on the wheel. The OAT, map, and compass lights are controlled by a PUSH- ON, PUSH-OFF switch located adjacent to the OAT or on the control wheel.

EXTERIOR LIGHTING

The switches for all of t he exterior lights are located on the pilot's subpanel. Each switch is a circuit-breaker-type which will open the switch if it becomes overloaded or shorted.

The exterior lights consist of navigation lights on the wing tips and tail cone, a landing light in the fuselage nose section, and a taxi light attached to the nose strut. The landing light can be used for approach and taxiing. The t a ~ i light should only be used for taxiing. For longer battery and lamp life, use the fanding l ight and taxi light sparing/y; avoid prolonged operation which could cause overheating during ground maneuvering.

7-36 August 3982

B E E C H C R A F T B O ~ ~ ~ Z ~ 36. A 3 6 Section Vl I E-1 thru E-926 Systems Description

NOTE

Particularlv at night, ref!ections from anti- collision lights on clouds, dense haze or dust can produce optical illusions and intense vertigo. Such lights, when installed, should be turned off before entering an overcast; their use may not be advisable under instrument or limited VFR conditions.

ENVIRONMENTAL SYSTEMS

CABIN HEATING

A heater muffler on the right engine exhaust stack provides for heated air to five outlets in fotward and aft areas of the cabin. Two forward outlets are located above and forward of each set of rudder pedals. One eft outlet is installed behind the right front seat and a second one under the right rear seat, The fifth outlet provides heated air for windshield defrosting.

On the Bonanza 36, fresh ram air is picked up through an intake on the rear engine baffle, passes through the heater muffler, then into a mixer valve on the forward side of the firewall. In the mixer valve, the heated air is combined with a controlled quantity of unheated ram air which enters an intake on the right side of the nose. Air of the desired temperature is then ducted from the mixer valve to the outlets in the cabin.

On the Bonanza A36, fresh ram air enters an intake on the right side of the nose, passes through the heater muffler, then into a mixer valve on the forward side of the firewall. In the mixer valve, the heated air is combined with a controlled quantity of unheated ram air picked up at an intake at the rear engine baffle. Air of the desired temperature is then ducted from the mixer valve to the outlets in the cabin.

August 1982 7-37

Section VfI BEECHCRAFT Bonanza 36, A36 Systems Description E-1 thru E-926

HEATER MUFFLER

OUTLET FRESH AIR

--*---

AFT CABIN HEAT CONTROL CABlN VENT CONTROL 1 1

INDIVIDUAL OVERHEAD FRESH AiR I t AFT OUTLET'

OUT LETS (STANDARD} 1 {RH FRONT SEAT]

I OVERHEAD EXHAUST

I {AOJUSTABLE) I OVERHEAD FRESH ~ l k

I SHUTOFF CONTROL 1 I

I 1 AFT ourtEr

IRH REAR SEAT1

INDIVIDUAL OVERHEAD F R E S H AIR OUTLETS (OPTIONALI I 7 ' h

I

\ 3 0 -- I

I 4*-

-\ 1 d +- -

FIXED EXHAUST FlXEO EXHAUST (FUSELAGE BO-l-rOW)

(BELOW UTILITY DOOR)

1

F R E S H AIR INTAKE

HEATING AND VENTILATION SYSTEM SCHEMATIC

36 [E-1 thtu €11 05 )

August I982

BEECHCRAFT Bonanza 36, A36 Section VI! E- l thru E-926 Systems Description

FAESH AIR INTAKE (NOSE]

M!XER VALVE (COLO POSITION] LH FORWARD

VENT SHUTOFF

AFT CABIN HEAT COh'TROL CABIN VENT CONTROL

INDIVIDUAL OVERHEAD FRESH Alfl OUTLETS (STANDARD)

OVERHEAD EXHAUS; (ADJUSTABLE) 1 OVER HEAO FRESH ~lk-f SHUTOFF CONTROL I ' I

1 I AFT ourLEr

(RH R E A R SEAT)

1 F I ~ E D EXHAUST

I --(REAR OF HAT SHELF) 1

FIXED EXHAUST - \ I

HEATING AND VENTltATlON SYSTEM SCHEMATIC

36 (E-106 thru E-7 84)

August 1982 7-39


FRESH A18 llVTAKE [ENGINE BAFFLE!

R H FORWARD

CABIN HEAT CONTROL AFT CABlN HEAT CONfROL INDIVIDUAL OVERHEAD FRESH AIR ourilrs IS TAN PARD^

I INOlVlDUAL OVERHEAD FRESH AIR OUTLETS (OPTIONAt) -2% i - --- I

1 /c'*.

--+\ --+- ---- I FIXED EXHAUST

1 -[REAR / OF H A T S H E t F )

\ 1 t

F R E S H AIR tNSAKE

1 I 1

HEATING AND VENTILATION SYSTEM SCHEMATIC

A36 [E-3 85 thru E-926)

August 1982

BEECHCRAFT Bonanza 36, A36 Section VII E - 7 thru E-926 Systems Description

HEATER AND DEFROSTER OPERATION

The cabin heat control is located on the upper right sub. panel in the Bonanza 36 models and on the lower left subpanel in the Bonanza A36. To provide heated air to the cabin outlets, pull the CABIN HEAT control. The control regulates the amount of cold air that is mixed with the air from the heater muff. When the control is pulled fully out, the cold air is shu t off and only heated air enters the cabin.

To deliver heated air to the aft seat outlets, either push (36) or pull (A361 the A n CABIN HEAT control. For maximum heat, the controI is moved to full open position. To obtain heated air for defrosting the windshield pull the-DEFROST control out. It may be necessary to vary or clo3e the AFT CABIN H€AT control to obtain maximum air flow for defrosting. To close off all air from the heater system, pull the red control located at t h e extreme left of the pilots' lower subpa net. It is placarded either VENT SHUTOFF (36) or F IREWALL AIR (A36).

CABIN VEN,TllATlON

In moderate temperatures, ventilation air can be obtained from t h e same outlets used for heating, by pushing the CABIN HEAT control full forward. However, in extremely high temperatures, i t may be desirable to pull the VENT SHUTOFF (FIREWALL AIR) control and use only the fresh air outlets described in the following paragraphs.

CABIN FRESH AIR OUTLETS

A duct in each wing root is connected directly to an adjustable outlet in the upholstery panel forward of each front seat. Airflow from the right outlet is controlled by a

August 1982 7-41

Section VI I BEECHCRAFT Bonanza 36, A 3 6 Systems Oescription E - 7 thru E-926

center knob. The volume of air from the left outlet is regulated by a center knob, and the direction of airflow is con- trolted by rotating the louvered cover with the small knob on the rim.

Individual Overhead Fresh Air Outlets

Fresh ram air from the air intake on the upper side of the aft fuselage is ducted to individual outlets above each seat* Each outlet can be positioned to direct the flow af air as desired. The volume of incoming air can be regulated by rotating the outlet. A system shutoff valve is installed ib the duct between the overhead fresh air scoop and the individual fresh air outlets. f he valve is operated by a push- pull control or by turning a knob in the overhead panel,

EXHA US 7 VENTS

{E- l thru E- 105)

A manually controlled cabin air exhaust vent is located aft af the radio speaker in the overhead panel. In addition, a fixed exhaust in the upholstery panel below the utility door is vented through an opening in the fuselage below the baggage compartment.

{E- 706 thru E-9201

A manually controlled cabin air exhaust vent is located aft of the radio speaker in the overhead panel. In addition, a fixed exhaust is vented through the hat sheif.

On E-921 and after, only one exhaust (a fixed exhaust vent located in the aft cabin) is installed.

7- 42 August 1982

BEECHCRAFT Bonanza 36. A36 Section VII E-1 thru E-926 Systems Description

OXYGEN SYSTEM

The oxygen cylinder is located beneath the cover under the front seats. The system is available with either four, five or six outlets and with either a 38,490r 114 cu ft oxygen cylinder. Supply of oxygen to the system is controlled by a shut-off valve on the oxygen console. The pressure gage indicates the supply of oxygen available (1850 psig is nominal pressure for a full supply in the cylinder).

The system regulator is altitude compensated to provide a varying flow of oxygen with altitude. Flow is varied automatically from 0.5 liters per minute at 5,000 feet to 3.5 liters per minute at 30,000 feet. The use oxygen is recommended to be in accordance with current FAR operating rules.

PlTOT AND STATIC SYSTEMS

PlTOT SYSTEM

The pitot systems provides a source of impact air for operation of the airspeed indicator. The pitot mast is located on the leading edge of the left wing.

PITOT HEA 7 (Optional)

The pitot mast is provided with an electric heating element which is turned on and off with a switch on the instrument panel. The switch should be ON when flying in visible moisture. It is not advisable to operate the pitot heating element on the ground except for testing or for short intervals of time to remove ice or snow.

NORMAL STATIC AIR SYSTEM

The normal static system provides a source of static air to t he flight instruments through a flush static fitting on each side of the airplane fuselage. Aft of the rear closure bulk-

August 1982

Section VII BEECHCRAFTBonanxa 36, A36 S ystems Description E - l thru E-926

head (rear seat panel) is a drain plug, located at the low point of the normal static system. It is provided in order to drain moisture accumulations f torn the system. The closure bulkhead is held in place with Velcro and may be removed by pulling forward. The drain plug should be removed and the moisture drained from the clear plastic line every 100 hours and after exposure to visible moisture, either in the air or on the ground.

EMERGENCY STATIC AIR SYSTEM

An emergency static air source, if installed, provides air for instrument operation should the static ports became blocked. Refer to the EMERGENCY PROCEDURES Section for procedures describing how and when to use this sysrem.

INSTRUMENT PRESSURE SYSTEM

Instrument pressure is supplied by an engine driven pres- s u r e pump. Pressure is control'led by an adjustabte pressure regulator on the forward side of the firewall.

A gage located on either the lower jeft subpanel (3.6) or upper right corner (A361 of the instrument panel indicates t h e system pressure in inches of mercury. The pressure should be maintained within the green arc for proper operation of t h e pressure operated instruments.

STALL WARNING

A stall warning horn on the forward side of the instrument panel sounds a warning signal as the airplane approaches a stall condition. The horn is triggered by a sensing vane on t h e leading edge of the left wing and is effective at al l flight attitudes, lrreguiar and intermittent at first, the warning signal will become steady as t he airplane approaches a complete stall.

7- 44 August 1982

BEECHCRAlT Bonanza 36, A36 Section VI I E-1 thm E-926 S ysterns Description

ENGINE BREAK-IN INFORMAT lON

Use a straight mineral oil as recommended by the engine manufacturer throughout the break-in period. Drain the initial oil at 20 to 30 hours, replace with new mineral oil which is to be used until oil consumption stabilizes, usually a total of about 50 hours.

Drain and replace the engine oil as recommended in HANDLING. SERVICING AND MAINTENANCE. If operating conditions are unusually dusty or dirty, more frequent oil changes may be necessary. Oil changes are more critical during the break-in period than at any other time.

Use full throttle at recommended rpm for every take-off and maintain until at least 400 feet AGL, then reduce as necessary for cruise climb or cruise. Maintain the highest power recommended for cruise operatlons during the break-in period, avoiding altitudes above 8000 feet. Inter- rupt cruise power every 30 minutes or so by smoothly advancing to take-off power settings for about 30 seconds, then returning to cruise power settings.

Avoid long power-off descents especially during the break- in period. Maintain sufficient power during descent to permit cylinder head temperatures to remain in the green arc.

Minimize ground operation time, especially during warm weather. During the break-in period, avoid engine idling in excess of 15 minutes, especially in high ambient temperatures.

August 1982

Section VII BEECHCRAFT Bonanza 36, A 3 6 Systems Description E - l thru €4326

t NTENTlQNALLY LEFT BLANK

August 1982

BEECHCRAFT Bonanza 36 . A36 E-3 thru E-926

SECTION Vlll

HANDLING. SERVICING AND MAINTENANCE

TABLE OF CONTENTS

SUBJECT PAGE

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5 Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6 Airp\ane Inspection Periods . . . . . . . . . . . . . . . . . . . . . . 8-7 Preventative Maintenance That May Be

Accomptished By A Certificated Pilot . . . . . . . . . . . 8-9 Alterations or Repairs to Airplane . . . . . . . . . . . . . . . . 8-9 Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1 0

Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-90 Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1 1

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tie-Down .. 8-7 1 Main Wheel Sacking . . . . . . . . . . . . . . . . . . . . . . . . 8-12

Prolonged Out of Service Care . . . . . . . . . . . . . . . . . . 8-1 2 Flyable Storage - 7 to 32 Days . . . . . . . . . . . . . . 8- 12

Mooring . . . . . . . . . . . . . . . . . . . . . . . . . ... .. . 8-1 2 Engine Preparation For Storage . . . . . . . . . . 8- 13 Fuel Cells . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1 3 f l ight Control Surfaces . . . . . . . . . . . . . . . . . . 8-1 3 Grounding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8- 7 3 Pitot Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1 3 Windshield and Windows . . . . . . . . . . . . . . . 8-7 3 During Flyable Storage . . . . . . . . . . . . . . . . . . 8-1 4

Preparation For Service . . . . . . . . . . . . . . . . . . . . . 8-1 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External Power 8- 1 5

. . . . . . . . . . . . . . Checking Electrical Equipment 8-1 5

August 1982 8-1

Section Viif BEECHCRAFT Bonanza 36. A36 Handling. Serv . Maint E-1 thru E-926


SUBJECT PAGE

...................................... Servicing 8-16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel System 8-76

Fuel Cells . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Drains 8-16

. . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Strainers 8-17 Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-17

. . . . . . . . . . . . . . . . Oil Cha ngs Procedure . . , 8-18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Battery 8-18

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tires .. 8-20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shock Struts 8-20

. . . . . . . . . . . . . . . . . . . . . . . . To Inflate Struts 8-20 To Replenish Strut I-lydraulic Fluid . . . . . . . 8-27

Shock S t r u t Shimmy Damper . . . . . . . . . . . . . . . 8-22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brakes + . 8-23

. . . . . . . . . . . . . . . . . . . . . . . . . Induction Air Filter 8-23 . . . . . . . . . To Remove and Clean the Filter 8-23

instrument Pressure System . . . . . . . . . . . . . . . . 8-23 Propellet Blades . . , . . . . . . . . . . . . . . . . . . . . . . . . . 8-24

. . . . . . . . . . . . . . . . . . . . . . . . . . . . Oxygen System 8-24 . . . . . . . . . . . . . . Oxygen Cylinder Retesting 8-26

. . . . . . . . . . . . . . . . . . . . . . . . . . . . Minor Maintenance 8-26 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rubber Seals + 8-26

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alternator 8-26 . . . . . . . . . . . . . . . . . . . . . . . . . . ..... Magnetos . - . 8-27

Ct eaning . . . . . . . . . . . . . . . . . . . . . . + . . . . . . . . . . . .... 8-28 . . . . . . . . . . . . . . . . . . . Exterior Painted Surfaces 8-28 ................... Windshield and Windows 8-31

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Interior + 8-31 Engine . . . . . . . . . , . . . . . . . . + . . . . . ... ... . . . * 8-32

. . . . . . . . . . . . . . . . . . . . . . . Bulb Replacemenr Guide 8-33 Recommended Servicing Schedule . . . . . . . . . * . . . . 8-34

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubrication Points 8-40 . . . . . . . . . . . . . . . . . . . . . . . . . . Consumable Materials 8-46

8-2 August 1982

BEECHCRAFT Bonanza 36. A 3 6 Section V111 E d thru E-926 Handling . Sew a Maint


SUBJECT PAGE

. . . . . . . . . . . . . . . . . . . . . . . . . . Approved Engine Oils Overhaul or Replacement Schedule . . . . . . . . . . . . .

. . . . . . . . Special Conditions Cautionary Notice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Landing Gear

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel System

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical System

. . . . . . . . . . . . . . . . . . . Flaps and Flight Controts hniscelianeous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

August 1982

Section VIll BEECHCRAFT Bonanza 36, A36 Handling, Serv - Maint E-1 thru E-926

INTENTIONALLY LEFT B U N K

August 1982

BEEC W CRAFT Bonanza 36, A 3 6 Section Vt!! E-I thru 5926 Handling, Serv - Maint

The purpose of this section is to outline the requirements for maintaining the airplane in a condition equal to that of its original manufacture. This information sets the time frequency intervals at which the airplane shou!d be taken to a BEECMCRAm Aero or Aviation Center or Interna- tional Distributor or Dealer for periodic servicing or preventive maintenance.

The Federal Aviation Regujations place the responsibility for the maintenance of this airplane on t h e owner and operator of the airplane who must ensure tha t all maintenance is done by qualified mechanics in conformity with all airworthiness requirements established for this airphne.

All limits, procedures, safety piactices, time limits, servicing and maintenance requirements contained in this handbook are considered mandatory.

Authorized BEECHCRAFT Aerc or Aviation Centers and International Distr itswtors or Dealers wil l have recommended modification, service, and operating procedures issued by both FAA and Beech Aircraft Corporation, designad to get maximum utility and safety from the airplane.

i f there is a question concerning the care of the airplane, it is important t o include the airplane serial number in any correspondence. The seriai number appears an the mode\ designation placard attached to the right side of the fuselage under the utility door.

August 1982

Section Vll I BEECHCRAFT Bonanza 36, A36 . Handling, Serv - Maint E - 7 thru E-926

PUBLICATIONS

The following publications are available through BEECWCRAR Aero or Aviation Centers and International Distributors or Dealers:

1. Shop Manual 3. Service Instructions 2. Parts Catalog 4. Various Inspection Forms

The following information may be provided t o t h e holder of this manual autornaticafiy:

5 . Original issues and revisions of Class I and Class 11 Service Instructions

2. Original issues and revisions of FAA Ap- proved Airplane Flight Manual Supple- ments

3. Reissues and revisions of FAA Approved Airplane Flight Manuals, Flight Hand- books, Owner's Manuals, Pilot's Op- erating Manuals. and Pilot's Operating Handbooks

This service is free and will be provided only to holders of this handbook who are listed on the FAA Aircraft Registration Branch List ar the BEECHCRAFT International Owners Notjfi- cation Service List, and then only i f you are listed by airplane serial number for the model for which this handbook is applicable, For detailed information on how to obtain "Revision Service" applicable to this handbook or other BEECHCRAR Service Publi- cations consult a BEECHCRAFT Aero or Aviation Center ar Enternational Distributor or Dealer, or refer to the latest revision of BEECH- CRAFT Service Instructions No. 0250-010.

August 3982

BE ECHCRAFT Bonanza 36, A36 Section VIII E - l thru E-926 Handling, Sew +Maint

AIRPLANE INSPECTION PERIODS

1. FA4 Required Annual Inspections, 2. BEECHCRAFT Recarn mended Inspection Guide. 3. Continuing Care Inspection Guide. 4, See "Recommended Servicing Schedule" and

Overhaul or Replacement Schedule" for further inspection schedules.

NOTE

In event of emergency gear or flap extension at speeds above the respective normal extension speeds and before the next flight, inspect gear retract rods, gear doors and flaps for damage or distur ti on.

August 1982

Sectiorl VllI BEECHCRAFT Bonanza 36, A36 HarrdIing, Sew - Maint E-7 thru E-926

INTENTIONALLY LEFT B U N K

August 1982

BEECHCRAFT Bonarlra 36. A36 Section Vl11 E - l thru E-926 Handling, Serw - Maint

PREVENTATiVE MAlNTENANCE THAT MAY BE ACCOMPtlSHED BY A CERTIFICATED PlLOT

1. A certificated pilot may perform limited maintenance. Refer to FAR Part 43 for the items which may be accornp!ished.

To ensure proper procedures are followed, obtain a BEECHCRAFT Shop Manual for performing preventative maintenance.

2, All other maintenance must be performed by licensed person riel.

NOTE

Pilots operating airplanes of other than U.S. registry should refer to the regulations of the registering authority for information concerning preventative maintenance that may be performed by pijots.

AlTERAftONS OR REPAIRS 70 AIRPLANE

The FAA should be contacted prior to any alterations on he airplane to ensure the airworthiness of the airplane is not vioiated.

NOTE

Alterations and repairs to The airplane must be made by properly licensed personnel.

August 1982

Section Vlll BEECHCRAfT Bonanza 36, A36 Handling, Serv - Mainr E - I thru E-926

GRQUND HANDLING

The three-view drawing in Section 1 shows the minimum hangar clearances for a standard airplane. At lovvances must be made for any special radio antennas.

To e n s u r e adequate propeller ciearance, always observe recommended shock strut servicing procedures and t i re inflation pressures.

TOWING

One man can move the airplane on a smooth and level surface using a hand tow bar. Attach the tow bar to the tow lugs on the nose gear lower torque knee.

Where movement is restricted, two men can pivot the airplane on the main wheels. O n e man should push on the wing leading edge or hold t h e wing tip, while the other operates rhe tow bar.

'Do not exert force on the propeller or control surfaces. Po not place weight on the stabilizers to raise the nose wheel. When towing with a tug, limit turns to prevent damage to the nose gear. Do not attempt to tow airplane backward by the tait tie down ring.

Care should be used when removing the tow bar la prevent damage to the lubrication fittings on the landing gear.

8-1 0 August 1982

BEECHCRAFT Bonanza 36, A36 Section Vlll E.1 thru E-926 Handling, Serv - Maint

PARKING

The parking brake push-pull control is located on the subpanel. To set the parking brakes, pull control out and depress both toe pedals until firm, Push the control in to release the brakes.

The parking brake should be left off and wheel cl-rocks installed if the airplane is to be left unattended. Changes in ambient temperature can cause the brakes to re!ease or to exert excessive pressures.

It is advisable t o nase t he airplane into the wind. Three tie- down lugs are provided:ane on the lower side of each wing and a third at the rear of the fuselage.

I . Install the control column lock pin, 2. Chock the main wheels, fore and aft, 3. Using nylon line or chain of sufficient strength, secure

the airplane a t the three points provided. DO NOT OVER TIGHTEN; i f the line at the rear of the fuselage is excessively tight, the nose may rise and produce l i f t due to t h e angle of auack of the wings.

4. Release t he parking brake.

If high winds are anticipated, a vertical tail post sholl\d be installed a t the rear tie-down lug, and a tie-down line attached to the nase gear.

August 1982

Section VI t I BEECHCRAFT Bonanza 36, A 3 6 Handling, Serv - Maint E-? thru E-926

MAIN WHEEL JACKING

1 . Check the shock strut for proper inflation to prevent damage to t h e banding gear door by the jack adaprer and to faci l i tate installation of the adapter.

Persons should not be in or on the airplane white i t is on a main wheel jack.

2. Insert the main wheel jack ildaprer into the main wheel axle.

3. A scissors-type jack is recommended for raising and lowering the wheel.

PROLONGED OUT OF SERVICE CARE

Storage procedures are intended to protect the airplane from deterioration while it is not in use. The primary objectives of these measures are to prevent corrosion and damage f rom exposure to the elements.

Flyable Storage (7-30 days) has been considered here, For more entended storage periods, consult the Beech Airplane Shop Manual and Continental Service Bulletin M 81-3 or Iater issue.

FLYABLE STORAGE - 7 TO 30 DAYS

If airplane cannot be placed in a hangar, tie dawn securely at the three points provided. Do not use hemp or manila rope. It is recommended a tail support be used to compress the nose strut and reduce the angle of attack of the wings. Attach a line to the nose gear.

August 1982

BEEC WCRAFT Bonanza 36, A36 Section VIII E - i thru €426 Handling, Serv - Maint

ENGINE PREPARA T/ON FOR STORAGE

Engines in airplanes that are flown onfy occasionally tend to exhibit cylinder wall corrosion much more than engines that are flown frequently.

Run engine at least: five minutes at 1200 to 1500 rpm with oii and cylinder head temperatures in the normal operating range.

Check for correct oil level and add oil if necessaw to bring level to full mark.

FUEL CELLS

Fill to capacity to minimize fuel vapor and protect cell inner liners.

FLlGWT CONTROL SURFACES

Lock with internal and external locks.

Static ground airplane securely and effectively.

PITOT TUBE

Install cover.

WINDSHIELD AND WINDOWS

Close all windows and window vents. \t is recommended that covers be installed over windshield and windows.

August 1982

Section V!ii BEECHCRAFT Bonanza 36. A36 Hand ling, Serv - Maint E-7 thru E-926

DUWNG FLYABLE STORAGE

Each seven days during flyable storage, t h e propeiler shall be rotated by hand. After rotating the engine six revulutions, stop the propeller 60° or 120° from the position it was in.

Before rotation of propeller blades, ascertain rnagneto/start switch is OFF, throttle in CLOSED position, and mixture control is in the IDLE CUT-OFF position, Always stand in the clear while turning propeller,

If at the end of 30 days airplane will not be removed from storage. the engine shall be started and r u n . The preferred method will be to fly the airplane for 30 minutes, and up to, but not exceeding normal oil and cylinder temperatures.

PREPARATION FOR SERVICE

Remove all covers and tape, clean the airplane and give it a thorough inspection, particularly wheel wells, flaps, and control openings.

Preflight the airplane.

August 1982

BEECHCRAFT Bonanza 36, A 3 6 Section VI 11 E-1 thru E-926 Handling, Setv - Maint

EXTERNAL POWER

When using external power. it is vety important that the following precautions be observed:

1. The airplane has a negative ground system. Exercise care to avoid reversed polarity. Be sure to connect the positive lead of the external power unit to the positive ter mind of the airpiane's external power receptacle and the negative lead to the negative terminal of the external power receptacle. A positive voltage must also be applied to the small guide pin.

2, To prevent arcing. make certain no power is being supplied when the connection is made.

3. Make certain that the battery switco is ON, all avionics and electrical switches OFF, and a battery is in t h e system before connecting an external power unit. This protects the voltage regulators and associated electrical equipment from voltage transients (power fluctuations).

CHECKING ELECTRICAL EQUIPMENT

Connect an auxiliary power unit as outlined above. En- sure that the current is stabilized prior to making any electrical equipment or avionics check.

!f the auxijiary power unit has poor voltage regulation or produces voltage transients the equipment connected to t he unit may be damaged.

August 1982 8-1 5

Section VIII BEECHCRAFT Bonanza 36. A36 Handling, Serv - M a i n t E - l thru E-926

FUEL SYSTEM

FUEL. CELLS

See Consumable Mater ia is for recommended fuei grades.

Never leave the fuel cells completely empty for more than a few days, as the cell inner liners may dry out and crack, permitting fuei to diffuse through t h e walls of the cel l after refueling, /f t he cells are to be left empty for a week or more, a thin coating of light engine oil should b e sprayed or flushed onto the inner liner of the cells.

The standard fuel ce tl installation consists of a 25-gallon capacity fuel cell (22-gallon usable) and filler cap in each wing leading edge. In the optional installation a 40-galion capacity fuel cell (37-gallon usable) replaces the smaller capacity cell. The filier neck in this installation contains a visual measuring tab to permit partial filling of the tank. Filling the tank until the fuel touches the bottom of the tab indicates 27 gallons of usable fuel, and fil ting to the slot in the tab indicates 32 gallons of usabie fuel. The airplane must be level for the tabs to indicate accurately.

FUEL DRAINS

Open the three snap-type fuel drains daily to purge any water from the system. Each fue l cell drain is located on the bottom of the wing just outboard of the fuselage. The system low spot drain is at the battarn of the fuel selector valve. The drain is accessible through a door in the fuselage adjacent to the left wing.

8-1 6 August 1982

BEECHCRAFT Bonanza 36. A 3 6 Section Vtll E - I thru E-926 Handling, Serv - Maint

FUEL STRAINERS

At each 50 hour inspection the strainer plug should be removed from the fuel injection control va!ve and the fuel injection control valve screen washed in fresh cleaning solvent. After the strainer plug has been reinstalled and safetied, the installation should be checked for leakage. The strainer at the bottom af the fuel selector valve should also be removed and cleaned with solvent every 100 hours. To reduce the possibility of contaminated f uol, always cap any disconnected fuel lines or fittings.

Ordinariiy the finger strainers in the fuet cell outlets should not require cleaning unless there is a definite indication of solid foreign material in the cells or the airplane has been stored for a n extended period.

011. SYSTEM

CAUTION

During break-in periods on new engines, oil consumption tends to be higher, therefore, maximum range flights should be avoided and oi l level brought t o full after each flight during this period.

The engine oil f i l k cap and dipstick is accessible by raising the left cow\ door. The sump capacity is 12 quarts. Normal operating level should be 10 to 1 2 quarts.

The oil and filter element should be changed every 100 hours under normal operating conditions. To assure complete drainage, the engine should be at operating temperature.

August 1982

Section Vlil BEECHCRAFT Bonanza 36, A36 Handling, Serv - Maint E-1 thru E-926

QIL CHANGE PROCEDURE

1. Remove the access plate from the engine cowl on the lower right side.

2. Locate the oil sump drain plug at the low point of the engine sump.

3. Remove the plug button below the sump drain and insert the oil drain duct.

4. Remove the oil sump drain plug.

5. Remove the oil filter and replace with a new unit . A torque of 18 to 20 ft Ibs shoufd be applied to t h e oil filter (Canister type). Apply 15 to 18 f-t Ibs when the oil filter is attached with a center stud assembly.

6. Replace the oil sump drain plug and fi l l the engine with oil.

See Consumable Materials and Approved Engine Oils for specified oils.

The engine manufacturer recorri mends ashless dispersant oils. In order to promote faster ring seating and oil control, a straight mineral oil should be used for the first oil change period or until oil &nsumption stabilizes. Oils must meet Teladyne Continental Motors Specification MHS-248. Refer to APPROVED ENGINE OILS.

The battery is accessible by opening the right engine cowling. Check the electrolyte level after each 25 hours of operation and add distilled water as necessary. Do not overfill the battery.

8-1 8 August 1982

BEECMCRAFT Bonanza 36, A36 Section VltI E-1 thru E-926 Handling. Serv - Maint

Excessive water consumption may be an indication that the voltage regulator requires resetting. The specific gravity of the electrolyte should be checked periodically and maintained within the limits placarded on the battery.

The battery box is vented overboard to dispose of electrolyte and hydrogen gas fumes discharged during the normal charging operation. To ensure disposal of these fumes the vent tube should be checked frequently for obstructions and should be kept open.

August 1982

Section VII1 BEECHCRAFT Bonanza 36, A 3 6 Handling, Serv - Maint E - l thru E-926

TIRES

An inflation pressure of 33 to 40 psi should be maintained on the 7.00 Y 6 main wheel tires. The 5.00 x 5 nose wheel tire should be inflated to 40 psi. Maintaining proper t i re inflation will minimize tread wear and aid in preventing tire failure caused from running over sharp stones. When inflating tires, visually inspect them for cracks and breaks.

CAUTION

Beech Ai rcraf l Corporation cannot recommend the use of recapped tires. Recapped tires have a tendency to swell as a result of the increased temperature generated during t akeo f f . Increased tire size c a n jeopardize proper function of the landing gear retract system, with the possibility of damage to the tanding gear doors and retract mechanism.

SHOCK STRUTS

The following procedures may be used for servicing both t he main and the nose gear shock struts.

TO /NFU TE STRUTS:

I . Check to see that the airplane is empty except for full fuel and oil.

2. While rocking the airplane gently to prevent possible binding of the piston in the barrel, inflate the shock s t r u t until the main gear piston is extended 3 inches (3-1/2 or 5 inches as indicated an the nose gear shock s t ru t servicing placard).

8-20 August 1982

BEECHCRAFT Bonanza 36, A 3 6 Section Vi I f E- 1 th ru E-926 Handling, Serv - h i n t

If a compressed air bottle containing air under extremely high pressure is used, exercise care to avoid over-inflating !he shock strut.

WARNING

NEVER FILL SHOCK STRUTS WITH OXYGEN.

3. Remove a l l foreign materia! from the exposed piston with % soft cloth moistened with hydraulic fluid.

1 . Support the airplane on jacks at the wing jack points.

2 . Remove the air valve cap, depress the valve core, and allow the st rut to fully deflate.

3. Raise and block the st rut 1/4 inch from the compressed position.

WARNING

Do not remove the valve body assembly until all air pressure has been released or it may blow off, causing injury to personnel or damage to equipment.

4. Carefully remove the valve body assembly.

5. Fill the strut to t h e level of the valve body assembly with hydraulic fluid (see Consumable Materials).

6. Slowly extend the s t rut from the blocked position and replace the valve body assembly.

August 1982 8-2 1

Section Vlll BEECHCRAFT Bonanza 36, A36 Handling, Serv - Maint E -1 thru E-926

7. Depress t h e valve core and completely compress the strut to release excess air and oil,

8. Remove airplane from jacks and inflate the strut as described in t h e preceding inflarian procedure.

SHOCK STRUT SHIMMY DAMPER

The shimmy damper has a reservoir of fluid carried in the piston rod. Two coil springs instalfed in the piston rod keep fluid in the shimmy damper under pressure. As fluid is lost through leakage it is automatically replenished from the reservoir until the reservoir supply is exhausted.

To check the fluid level in the shimmy damper, insert a wire, approximately 1/32 inch in diameter, through the hole in t h e disc at the aft end of the piston rod until it touches the bottom of the hole In the floating piston- Mark the wire, remove it, and measure the depth of the insertion. When the shimmy damper is fuli, insertion depth is 2-3/16 inches, when empty, 3-1/16 inches.

NOTE

The measuring wire should be inserted in the hole in the floating piston rather than against the pistan face to give a mare accurate reading. To determine if the wire is inserted in the hole in the floating piston, insert the wire several limes, noting insertion depth each time. When the wire is inserted in the hole, ;he depth will be about 114 inch greater than when it rests against the piston face.

When the shimmy damper is found emptyor nearly empty, it should be refilled. See Shop Manual.

8-22 August 1982

BEECHCRAFT Bonanza 36, A36 Section V1l( E-l thru E-926 Handling, Serv - Maint

BRAKES

The brake hydraulic fluid reservoir is located on the firewall in the engine compartment. A dipstick is attached to the reservoir cap. Refer to Consumable Materials for hydraulic fluid specification,

The brakes require na adjustments since the pistons move to compensate for lining wear,

INDUCTION AIR FILTER

This filter should be inspected for foreign matter at least once during each 50-hour operating period, In adverse climatic conditions, or if the airplane is stored, preflight inspection is recommended.

TO REMOVE AND CLEAN 7HE FILTER:

I . Remove the fuselage nose section grill.

2. Remove the wing nuts sectrring t he f i l ter and remove the filter.

3 . Clean as described in the manufacturer's instructions on the f i l ter .

INSTRUMENT PRESSURE SYSTEM

The pressure system incorporates two filters; a pump intake filter and an in-line filter. The pump intake filter is mounted on rhe rear engine baffle. The foam rubber suction screen should be washed with soap and water every 100 hours of normal operation. The dry type filter should be replaced every 300 t o 500 hours. I f the aircraft is operated in dusty conditions the filter should be cleaned more frequently. The in-line filter is located between the pressure regulator and the instruments. This filter should be changed every 300 hours of operation.

August 1982 8-23

Sectian VEI1 BEECHCRAFT Bonanza 36, A36 W andling, Serv - Maint E-1 thru E-926

PROPELLER SMDES

The daily preflight inspection should include a careful examination of the propeller blades for nicks and scratches.

Each blade leading edge should receive particular attention. It is very important that all nicks and scratches be smoothed out and polished. The BEECHCRAff Aero or Aviation Center and international Dis~ributors or Dealers will be glad to answer any questions concerning propeller blade repair.

WARNING

When servicing a propeller, aIways make certain the ignition switch is off and that the engine has cooled completely. WHEN MOVING A PROPELLER, STAND IN THE CLEAR; there is always some danger of a cylinder firing when a propeller is moved.

OXYGEN SYSTEM

To sewice the oxygen system, use tne faliuwing procedures:

WARNING

Keep hands, roofs, clothing, and oxygen equipment clean and free from grease and oil. KEEP FIRE AND SPARKS AWAY FROM OXYGEN. Use only recommended leak testing soaps.

1 . Read the pressure gage on the oxygen console panel just forward and to the left of the pitot's seat.

8-24 August 1982

BEECHCRAFT Bonanza 36, A36 Section VIII E-7 thru E-926 Handling, Sew - Maint

2. The gage will not indicate pressure unless the shut-off valve on the oxygen cylinder is open. When the 38 or 49 cu. tt. cylinder is installed, the shut-off vatve is located under the pilot's seat. When the 1 14 cu. ft. cvt- inder is installed, it is located under the copilot's seat.

Open the cylinder shutoff valve slowly to prevent damage to the system.

3. Close the cylinder shutoff valve and the console panel shutoff valve.

4. Slide the pilot's or copilot's seat aft until the f ilkr valve is dear, then remove the cap from the filler valve and attach the recharging outlet. Open valve on supply bottle slowly.

5. Open the cylinder shutoff valve and slowIy fill the cylinder to I850 a 50 psi at a temperature of 7U6Fb This pressure may be increased an additional 3.5 psi for each degree of increase in temperature. Sirnilarty, for each degree of drop in temperature, reduce the cylinder pressure 3.5 psi.

6. Close the cylinder shutoff valve, close the supply bottle valve, remove the recharging outlet, and replace t h e f i l k r va lve cap.

7. Slowly open the cylinder shutoff valve to prepare t he system for use.

8. Reinstall the access panel and slide the pilot's seat forward to its original position.

9. The console panel shutoff valve should remain cIased until t he system is used.

August 5982 8-25

Section VllI BEECHCRAFT Bonanza 36,A36 Handling, Serv - Maint E - l thru E.926

OXYGEN C Yf INDER RE TESTING

The oxygen cylinders, (light weight cylinders, stamped "3HT" on the plate on t h e side) must be hydrostaticalty tested every three years and the test data stamped on the cylinder. This cylinder h a s a service life of 4380 pressurizations or twe nty-f our years, whichever occurs first, and then must be discarded.

The oxygen cylinders stamped 3A or 3AA must be hydro- statically tested every f ive years+ The cylinder tife is not limited on these cylinders.

MINOR MAINTENANCE

RUBBER SEALS

To prevent sticking of the rubber seals around the windows, doors, and engine cowling, the seals should be coated with Oakite 6 compound. The compound is noninjuriaus to paint and can be removed by employing normal cleaning methods.

ALTERNATOR

Since the alternator and voltage regulator are designed for use on only one polarity system, the following precautionary measures must be observed when working on the charging circuit, or serious damage tothe electrical equipment will resuit:

1. When installing a battery, make certain that the ground polarity of the battery and the ground polarity of the alternator are the same.

2. When connecting a booster battery, be sure to connect the negative battery terminals together and the positive battery terminals tog st her,

8-26 August t 982

BEECHCRAFT Bonanza 36, A 3 6 Section Vi11 E-7 thru E-926 Handling, Serv - Maint

3. When using a battery charger, connect the positive lead of the charger to the positive battery terminal and the negative lead of the charger to the negative battery terminal.

4. Do not operate an alternator on open circuit. Be sure al t circuit connections are secure.

5. Do not short across or ground any of the terminals an the alternator or voltage regulator.

6, Do not attempt to polarize an alternator.

MAGNETOS

Ordinarily, the magnetos will require only occasional adjustment, lubrication, and breaker point replacement, This work should be done by a BEECHCRAFT Aero or Aviation Center or International Distributor or Dealer,

To be safe, t reat the magnetos as hot whenever a switch lead is disconnected at any ,

point; they do not have an internat automatic grounding device. The magnetos can be grounded by replacing the switch lead at the noise filter capacitor with a wire which is grounded to the engine case. Otherwise, al l spark plug leads should be disconnected or the cable outlet plate on the rear of the magneto should be re moved.

August 1982 8- 27

Section VII! BEECHCRAFT Bonanza 36, A 3 6 Handling, Serv - Maint E-7 thru E-926

CLEANING

EXTERIOR PAtNTED SURFACES

WARNING

Do not expose control surface t r im tab hinge lines and their pushrod systems to the direct stream or spray of high-pressure, soap-and- water washing equipment. Fluid dispensed at high pressure could remove the protective lubricant, allowing moisture from heavy or prolonged rain 20 collect at hinge lines, and t hen to f reeze a t low tempe ra tu res . A f te r high- pressure or hand washing, and at each periodic inspection, lubricate trim tab hinge lines and trim tab pushrod end fittings {Brayco 300 per Federal Specification VV-L-800 preferred). See Consumable Materials.

When cleaning landing gear areas with solvent, especially if h igh-pressure equipment is used, exercise care to avoid washing away grease from landing gear components. After washing the landing gear areas with solvent, lubricate all lubrication points, or premature wear may result.

Do not apply wax, polish, rubbing compound,ur abrasive cleaner to any uncured painted surface. Use of such i tems can permanently damage the surface finish. Atsa, waxes and polishes seal the paint from the air and prevent curing.

Alkyd enamel (sometimes called "automotive

8-28 Revised: March 1983

BEECHCRAFT Bonanza 36, A36 Section VIII E-1 thru E-926 Handling, Sen, - Maint

enamel"), acrylic enamel. lacquer, and dope finishes require a curing period of approximatety 90 days; Acrylic urethane, polyester urethane, and epoxy finishes undergo a curing process for a period of 30 days after application. Wash uncured painted surfaces with a mild nan-detergent soap {MILD detergents can be used on urethane finishes) and cold or luke- warm water only. Use soft cloths, keeping them f ree of dirt and grime. Any rubbing of the surface should be done gent iy and held t o a minimum to avoid damaging the paint f i lm. Rinse thorough lywi th c learwater, Stubborn oil or soot deposits m a y be removed with automotive tar removers.

Priar lo cleaning, cover the wheels, making certain the brake discs are covered. Attach the pitot cover secure ly , and plug or mask off at! other openings. Be particularly careful to mask off all static a i r burtons before washing or waxing. Use special care to avoid removing lubricant from h- bricated areas.

When using high-pressure washing equipment, keep the sp ray or stream c lear of wheel bearings, propeller hub bearings, etc., and openings such as pitot tubes, sta t ic air buttons, and battery and avionics equipment cooling ducts, which should be securely covered or masked off. Avoid directing high-pressure sprays toward the fuselage, wings, and empennage from t h e rear, where moisture a n d chemicals might more easily enter the structure, causing corrosion damage to structural members and moving parts.

Handwashing may be accomplished byflushingaway loose dirt with c l e a n water, then washing with a mild soap and water, using soft cleaning clothsor a chamois. Avoid harsh, abrasive, or alkaline soaps or detergents which could cause

Revised: March 1983 8- 29

Section Vlil BEECHCRAFT 8onanza 36, A36 Handling, Serv Maint E-l thru €426

corrosion or scratches. Thorough clear-water rinsing pre- vents buildup of cleaning agent residue. which can dull the paint's appearance. To remove oily residue or exhaust soot. use a cloth da rnpened with an automotive tar remover. Wax or polish the affected area. if necessary.

There is some variation in the procedures required for proper care of the several t y p e s of exterior paint. During t h e curing period, do not make prolonged flights in heavy rain or sleet, and avoid all operating conditions which might cause abrasion or premature finish deterioration. Alkyd enamel, lacquer, a n d dope finishes mus t be polished and waxed periodically to maintain luster, and to assure protection from t h e weather, Acrylic enamel should be waxed, a n d m a y be polished, i f desired. Acrylic urethane may be waxed for protection from the elements, but should not be polished unless poiishing or buffing i s required to restore a damaged area. Waxing of polyester urethane finishes, although nor required, is permjtted; however, never use abrasive cleaner type waxes, polishes, or rubbing compounds, as these products cause eventual deterioration of the characteristic urethane gloss. Epoxy finishes should be waxed on a regular basis, and m a y be polished and buffed to restore appearance should "chalking" occur. For waxing, select a high quality automotive or aircraft waxing product. Do not use a wax containing silicones, as silicone polishes are difficult to remove from surfaces. A buildup of wax on any exterior paint finish will yellow with age; therefore, wax should be removed periodicaIly. Generally, alphatic naptha

I (see Consumable Materials) is adequate and safe for This 1 purpose.

Before returning t h e airplane to service, remove all maskings and coverings, and re- lubricate as necessary.

8-30 Revised: March 7 983

BEECHCRAFT Bonanza 36, A36 Section Vl l l E.1 thru E-926 Handling, Serv - Maint

WINDSHIELD AND WINDOWS

The windshield and plastic windows should be kept ciean and waxed at ail times. To prevent scratches, wash the windows carefully with plenty of soap and water, using the palm of the hand to feel and dislodge dirt and mud. A soft cloth, chamois or sponge may be used, but only to carry water to the surface. Rinse thoroughly, then dry with a clean, moist chamois. F?ubbing the surface of the plastic with a dry cloth builds, up an electrostatic charge which attracts dust particles in the air. .

Remove oil and grease with a cloth moistened with isopropyl alcohol. Never use gasoline, benzine, alcohol, acetone, carbon tetrachloride, fire extinguisherfluid, anti- ice fluid, lacquer thinner or glass cleaner. These materials will soften the plastic and may cause it to craze.

After thoroughly cleaning, the surface should be waxed with a good grade of commercial wax. The wax will fill in minor scratches and help prevent further scratching. Apply a thin, even coat of wax and bring it to a high polish by rubbing lightly with a clean, dry, soft flannel cloth. Do not use a power buffer; the heat generated by the buffing pad may soften the plastic.

To remove dust and loose dirt from the upholstery, head- liner, and carpet, clean the interior regularly with a vacuum cleaner,

€3101 up any spilled liquid promptly with cleansing tissue or rags. Do not pat the spat; press the blotting material firmly and hold it for several seconds. Continue blotting untiI no more liquid is taken up. Scrape off sticky materials with a dull knife, then spot-clean t h e a rea .

August I982 8-37

Section Vlll BEECHCRAFT Bonanza 36, A36 Handling, Setv - Maint E-7 thru E-926

Oily spots may be cleaned with household spot removers, used sparingly. Before using any solvent. read t h e instructions on the container and test it on an obscure place on the fabric t o be cieaned. Never saturate the fabric with a volatile solvent; it may damage the padding and backing materials.

Soiled upholstery and carpet may be cleaned with faam- type detergent used according to the manufacturer's instructions. To minimize wetting the fabric, keep the foam as dry as possible and remove it with a vacuum cleaner.

The plastic trim, Instrument panel, and control knobs need only be wiped with a damp cloth. Oi l and grease on the control wheel and control knobs can be removed with a cloth moistened with isopropyl alcohol. Volatile solvents, such as mentioned in the article on care of plastic windom should never be used since they soften and craze the plastic.

ENGINE

Clean the engine with neutral solvent. Spray or brush the fluid over the engine, then wash off with water and allow to dry.

CAUTION

Do not use solutions which may attack rubber or plastic. Protect engine switches, controls, and seals: fluid applied at high pressure can unseat seats, resulting in contamination of the sealed systems.

August 1982

BEECHCRAFT Bonanza 36, A36 Section VI!t E-1 thru E-926 Handling, Serv - Maint

BULB REPLACEMENT GUIDE

LOCATION NUMBER

Cabin Overhead tights (E-283 and after) 1816 Compass Light 330 Dome Light (E-I th ru E-282) 89 Door Ajar Warning Light 330 Engine Instruments 181 9R Edgelighted Panel 330 Fuel Selector Placard 53 Glareshield 1815 Instrument Light, Flad 89 Instrument Light, Post 330 Landing Gear Indicator 330 Landing Gear Visual 53 Landing Light, Nose Section 431 3 Landing tight, Nose Shock S ~ r u t 431 3 Light Tray Assembly 266 Map 1816 Navigation Light, Tail Cone 93 Navigation tight, Wing IS12 OAT 330 Readi ng

{€-I thru E-282) 1816 l E.283 and after) 89

Rotating Beacon A-7079-1 2 Strobe Light Lamp, Tail (Grimes) 633 Strobe l ight Flashtube, Tail (Grimes) 3 1 -2440- 1 Strobe Light Flashtube, Wing (Grimes) 31 -1 840- 1 Strobe Light (Bullock) 82259 Sub Panel Post 3 30 Trim Tab Indicator 1813

August 1982

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BEECHCRAFT Bonanza 36, A36 Section VIII E- 1 thru E-92 6 Handling, Serv - Maint 1

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--

August 2 982

BEECHCRAFT Bonanza 36, A36 Section VIll E- 1 thru €4326 Handling, Serv - Majnt

August 1982 8-39

Section VIif BEECHCRAFT Bonanza 36, A36 Handling, Serv - Maint E-1 thru E-926

NOSE GEAR RETRACT

August 7 982

BEECHCRAFT Bonanza 36, A36 Section Vllt E - 1 thru E-926 Handling, Serv - Maint

NOSE WHEEL STEERING

CONTROL COLUMN LINKAGE

ELEVATOR TRIM CONTROL

August 1982

Section Vl I l BEECHCRAFT Bonanza 36, A36 Handling, Serv - Maint E-1 thru E-926

CABIN DOOR

LANDING GEAR ACTUATOR GEAR BOX

FLAP MOTOR AND ACTUATOR

8-42 August 1982

BEECHCRAFT Bonanza 36, A 3 6 Section Vlll E - l thru E-926 Handling, Serv - Maint

ELEVATORS AND RUDDER CONTROL MECHANISM

ELEVATOR TAB MECHANISM

AILERON BELL CRANKS

August 3 982 8-43

Section V!Il BEECHCRAFT Bonanza 36,A36 Handling, Serv - Maint E-1 thru E-926

MAIN GEAR AETRACT

MAIN GEAR DOOR H I N G E S

- RUDDER PEDALS I COWL FLAP HINGES

8-44. August 1982

BEECHCRAFT Bonanza 36, A36 Section Vl It E - l thru E-926 Handling, Serv - Maint

NOSE GEAR DOOR HINGES

UTILITY DOOR

FLUID CONTAINER (i S Q U I R T C A N

NOTE: Letters are keyed to the Service Schedule; Numbers refer to items in the Consumable Materials Chart

August 1982 8-45

Section Vill BEECHCRAFT Bonanta36,A36 Handling, Sew - Maint E-1 thru E-926

CONSUMABLE MATERIALS

Only the basic number of each Military Specification is inm cluded in the Consu mab le Materials Chart. No attempt has been made to update the basic number with the letter suffix that designates the current issues of the various specifications.

Vendors listed as meeting Federal and Military Specifi- cations are provided as reference only and are not specifically recommended by Beech Aircraft Corporation; consequently, any product conforming to the specification listed may be used. The products listed below have been tested and approved for aviation usage by Beech Aircraft Corporation, by the vendor, or by compliance with the applicable specifications. Other prducts that are locatiy procurable which conform to the requirements of the applicable IVtiliraw Specification may be used even though not specifically included herein.

Ir is the responsibility of the operatorluser ta determine the current revision of the applicable Military Specification prior to usage of that item. This determination may be made by' contacting the vendor of a specific itern,

August 1982

BEECHCRAFT Bonanza 36, A36 Section Vt II E-? thru E-926 Handling, Serv Maint

CONSUMABLE MATERIALS

ITE M MATERIAL S PECIFICATIUN

1. Lubricating Grease Aeroshell No, 5 or Wheel Bearing MIL-G-81322

Do not mix Aeroshell No. 5 with MIL-G-81322. Thoroughly dean grease from bearings and bearing area before changing grease,

"3, Lubricating Grease, MIL-G-81322 Genera t Purpose, Wide Temperature

4. Lubricating Oil SAE No. 20 or SAE 1 OW-30

*"5. Engine Oil SAE No. 30. (Below 40QF) SAE No. 50 (Above M°F ) Approved Multiviscosity Oils

"""6 . Engine Fuet 1 OOLL (B!us)

7. Solvent

8. Lubricant

Federal Spec if ication, PD680

Mobil Compound GG or Mobil 636

9. Lubricating Oil, Gear MIL-L-10324 or MIL-L-27 05C, Grade 75W

August 1982

Section VI11 BE EC HC RAFT Bonanza 36, A36 Handling, Sew Maint E - 1 thru E-926

ITEM MATERIAL SPECIFICATION

10. Grease, Aircraft and lnstru ment MIL-G-23827

t11. Lubricant, Rubber Seal Oakite 6 Compound

12. Naptha, Aliphatic Federal Spec if ication, IT-N-95

tt13. Tape, Anti-Seize, MIL-T-27730 Tetrafluorethy lene

14. Leak Test Compound, MIL-L-25567 Oxygen Systems

15, Oxygen, Aviators MIL-0-27210 Breathing

16. Lubricating Oil, *Brayca 300 per General Purpose, Federal Specifi- Preservative (Water- cation W-L-800 D ispiacing, Low (Preferred) '

Temperature)

Alternates for Brayco 300:

Lubricant @*CAC 3-36 **rnLPS No. 1

++**WD-40

Revised: March 1983

BEECHCRAFT Bonanza 36, A36 Section V111 E-1 thru 5926 Handling, Serv - Maint

* In extremely cold climates use MIL-G-23827 grease in place of MIL-G-81322. (These greases harmful t o paint.)

** As hless dispersant oil (latest revision of Teledyne Con- tinental Motors Corp. Spec. MHS-24) recommended; straight mineral o i k recommended during break-in period, See servicing data, I

"*" 100l-L {Blue) preferred, or 100 (Green).

t Product of Oakite Products, Inc,, 50 Valley Road, Berkley Heights, N.J. 07922.

tt For sealing tapered threads on high pressure owgen lines.

Product of Bray Oi l Go,, 1925 North Marianna Lus Angeles, Ca tif. 90032

a+ Product of CRC Chemicals, tnc., Warminster, Pa. 18974

8.8 Product of LPS Research Labarat~ries, Inc.,

I 2050 Catner Ave, W. Los Angeles, Calif. 90025

+am+ Product of WD-40 Company, 1061 Cudahy Place, S a n Oiega, Calif. 921 10

Revised: March 1983

Section VLII BEECHCRAFT Bonanza 36, A 3 6 Handling, Serv - Maint E-l thru E-926

APPROVED ENGINE OILS

COMPANY BRAND AND WEIGHT

BP Oil Corporation 8/P Aero Oil D65B0

Castrol limited Grade 40, Castrolaero AD, (Australia) Type Ii!

Grade 50, Castrofaero AD, Type I 1

Continental Oil Co. Conoca Aeto S

Delta Petroleum Co, Delta Avoir - Grades 30, 40 - 50

Gulf Oil Corporation Gulfpride Aviation AD

Humble Oil & Esso Aviation Oil Refining Company Enco Aviation Oil

Psnnzoil Company Pennzoil Aircraft Engine Oil, Heavy Duty Dispersant, Grades 30, 40, 50

Phillips Petroleum Co. Phillips 66 Aviation Oil Type A (Replaced HD Aviation Oil)

Quaker State Oil Quaker State AD Aviation Refining Corp. Engine Oil Grades 20Wfl0,

40 - 50

August 7 982

BEECHCRAFT Bonanza 36. A36 Section VIII E - 7 thru E-926 Handling. Serv - Maint

COMPANY BRAND AND WEIGHT

Shell Oil Company Aeroshell Oil W Aeroshell Oil W (in 4 grades) Grade 120 (Nominal SAE 60) -

Military Grade 1 I20 Grade 100 (Nominal SAE 50) - Military Grade I100

Grade 80 {Nominal SAE 40) - Military Grade 1080

Grade 65 (Nominal SAE 20 or 30) - Military Grade 1065

Sinclair Refining Co. Sinclair Avoil 20W-40

Socony-Mabil Mobil (Aero Oil 65) (AshIess Mobil {Aero Oil 80) Dispersant Mobil {Aero Oil 700) Aviation Mobil (Aero Oil 120) Engine Oil)

Texaco, Inc.

Union Oil Co, of California

Texaco Aircraft Engine Oi t - Premium AD, Grades 65, 80, 100

Union Aircraft Engine Oi! HD Grades 80 100

NOTE

This chart lists all oiis which were certified as m e e t i n g t h e requirements of Teledyne Continental Motors Specification MHS-248 a t the time th i s handbook was published. Any other oil which conforms to this specification may be used.

August 1982 13-57

Section Vf Il BEECHCRAFT 8onanza 36, A36 Handling, Serv - Maint E-1 thru E-926

OVERHAUL OR REPLACEMENT SCHEDULE

The first overhaul or replacement should be performed not later than the required period. The condition of the item at the end of the first period can be used as a criterion for determining subsequent periods applicable to the individual airplane or fleet operation, providing the operator has an approved monitoring system.

The time periods for inspection noted in this handbook are based on average usage and average environmental conditions.

SPECIAL CONDITIONS CAUTIONARY NOTICE

Airplanes operated for Air Taxi or other than normal operation and airpjanes operated in humid tropics or cold and damp climates, etc., may need more frequent inspections for wear, corrosion anqor lack of lubrication. In these areas periadic inspections should be performed unril t he operator can set his own inspection periods based on experience.

NOTE

The required periods do not constitute a guarantee that the item will reach the period without malfunction, as the aforementioned factors cannot be controlled by the manufacturer.

August 1982

BEECHCRAFT Bonanza 36. A36 Section VfiI E-1 thru E-926 Handling, SWV - Maint

COMPONENT OVERHAUL OR REPLACE

UNDlNG GEAR

Main gear Nose gear Actuator assembly

All except -13 PA 35-8 'I 0075-1 3

Retract motor Retract motor brushes

Shimmy damper Wheels and tires Brake assembly Brake lining Master cylinder Shuttle valve assembly Parking brake valve All hose

Every 2QQO hours Every 2000 hours

Every 2000 hours Every 4000 hours Every 1000 hours Every 500 hours or on condition Every 3 000 hours On condition On condition On condition On condition On condition On condition On condition

POWER PLANT

NOTE

When a n engine has been overhauled, or a new engine instailed, it is recommended that l o w power senings not be used until oil cnnsumption has stabilized. The average time for piston ring searing is approximately 50 hours.

Engine "Every 1700 hours Engine controls On condition Engine vibration isolator Engine change or on con- mounts dition

Exhaust system On condition Starter Inspect at engine overhaul,

overhaul or replace on con- dit ion

August 1982

Section Vlll BEECHCRAFT Bonanza 36, A 3 6 Handling, Serv - Maint ' E-1 thru E-926

COMPONENT

After nator Oil cooler

Propeller (Hartzet I) Propeller {McCau ley)

Propeller controls Propeller governor

Fuel pressure pump Cabin heat muff

OVERHAUL OR REPLACE

On condition On condition

(replace when contaminated)

""1 500 hours or 4 years, ***I 500 ~ Q U ~ S Or 5 years, On condition At engine overhaul but not to exceed I500 hours or 3 years Every 7 500 hours inspect every 100 hours

FUEL SYSTEM

Fuel cells Wing fuel quantity transmitters

Fuel cell drain valve Fuel system check valves Fuel selector valve

Auxiliary fue! pump All hose

On condition On condition

On condition On condition Inspect every 600 hours Overhaul every 1200 hours Every 1 200 hours Hose carrying flammable liquids at engine ovsrhaul or every 5 years. All other hose on condition.

August 1982

BEECHCRAFT Bonanza 36, A 3 8 Section Vl f l E- f thru €426 Handling, Serv - Maint

COMPONENT OVERHAUL OR REPLACE

INSTRUMENTS

Turn coordinator Altimeter

Directional gyro Gyro horizon Gyro pressure Engine indicator units Airspeed indicator Rate-of-climb Fue I quantity indicator Fuel flow indicator Manifold pressure indicator Tachometer Flap position indicator Free air temperature ~ndicator

All hose Pressure system filter Air pressuie

regulator valve

On condition Every 24 months per FAA Directive (Inspect a n d Calibrate) On condition On condition On condition On condition On condition On condition On condition On condition On condition On cokdition On condition On condition

On condition Every 300 hours On condition

ELECTRICAL SYSTEM

Battery master relay On condition All other relays On condition Voltage reguLator On condition Starter relay On condition Standby generator I n s p e c t e v e r y 100

hou rs/overha ul every 1 600 hours

August 1982 8-55

Section Vlll BEECHCRAFT Bonanza 36, A36 Handling, Serv - Maint E-1 thru E-926

COMPONENT OVERHAULOR REPLACE

FLAPS AND FLIGHT CQNTROLS

Flight controls On condition Elevator tab actuator On condition Flap motor and drives Every 2000 hours Flap motor brushes On condition Flap gear box Every 2000 hours Flap actuators Every 2000 hours Flap flexible shaft Every 2000 hours

MISCELLANEOUS

Seat belts or Shoulder Inspect every 12 months, Harnesses replace on condition

Hand fire extinguisher Inspect every 12 months, recharge as necessary

Cabin heating and venti- On condition, inspect every lating ducts 1 2 months

Oxygen regulator Every 48 months or 2000 hours

Oxygen cylinder 3HT cylinders: Hydrostatic test every three years, repiace after 4,380 pressurizations or 24 years. 3A or 3A4 cylinders: Hydro- static test every 5 years. Service life not limited.

August 1982

BEECHCRAFT Bonanza 36, A36 Section V1II EL 1 th ru E-9 26 Handling, Serv - Maint

*Reference TeIedy ne Co ntinentai Motors Corporation Service Bulletin M81 d22, dated November 2, 1981 or later issue.

With particular attention to throttle response, smooth power and oil cansu mption, a qualified certificated mechanic must determine that the engine is operating normally at the time of each periodic inspection.

** Refer to Hartzell Propeller, lnc. Service Letter No. 81 F, dated August 31, 1979, or later issue.

"* Applies only to propellers with hub serial number 71XXXX and higher; all other propellers; 1200 hours or 5 years.

August 1982

Section VII\ BEECHCRAFT Bonanza 36, A36 Handling. Sen, - Maint E-1 thru E-926

lNTENTlONALLY LEFT BLANK

August 1982

BEECHCRAET Bonanza 36, A36 E-7 thru E-926

SECTION IX

SUPPLEMENTS

NOTE

The supplemental data contained in this section is for equipment that was defivered on the airplane inctuding standard optional equipment that was available, whether it was installed or not. Supplements or Flight Manuals for equipment for which the vendor obtained a Supplemental Type Certificate were included as ioose equipment with the airplane at the time of detivery. If a new handbook is obtained for official use, the vendor Flight Manual Supplements must be checked for conformity to the airplane's optional equipment. These and other Suppkrnents or Flight Manuals for ather equipment tha t w a s instailed after the airplane was delivered new from the factory should be placed in this SUP- PLEMENTS Section of this Pilot's Operating Handbook and F A A Approved Airplane Flight Manual,

August 1982

Section lX Supplements

BEECHCRAFT Bonanza 36. A36 E-7 thru E-926

Supplements applicable to equipment other than that installed may, at the discretion of the ownerhperator, be removed from the manual,

August 1982

BEECHCRAFT Bonanza 36, A36 E.1 t h r ~ €426

Section 1X Suppiernants

PI LOT'S QPERATING HANDBOOK and

FAA APPROVED AIRPLANE FLIGHT MANUAL P/N 36-590002-1 9C

LOG OF SUPPLEMENTS

Supplements applicable lo equipment other than that installed may, at the discrelion of the ownerloperator, be removed from the manual.

" t

FAA Supplement must be in the airplane for fight

I operation when subject equipment is installed

December, 1990 9-3

Part Number

k

35-5901 10-1 3

Subject

. Landing Gear Safety System

Rev No.

5

35-5901 5 8-1 3

35-5901 18-19

Date

418 f

12/78

9178

King KN -74 Area Navigation System Standby Generator Power .

System I 0/77

3

4

130694 Electrothermal Propeller I

35-5901 18-35 ' 36-590002-21

SA785CE 36-590002-39

58-59000049

1 i

2

Deice (2 and 3 Blade) Air Conditioning System Operation of United Kingdom Registered Aircraft E m 1 85 thru E-926 Hartze!I Propellers

i Fuel Selector Valve Stop , Installation Inside Cabin Door Handle With OpenlClosed Placard

1 1177 2180

2/26/80 3/83

12/90

I L I .i

BEECHCRAFT 35-C33. 35-C33A. E33, E33A. E33C, F33, FSJA, F33C, G 3 3 , S35, V35, V35A, V35B. 36,

A36, AND AJ6TC LANDPLANES I


SUPPLEMENT for the

LANDING GEAR SAFETY SYSTEM

GENERAL

This document is to be attached to the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the airplane is equipped with the Landing Gear Safety Sys- tem which has been instal led In accordance wi th BEECHCRAFT FAA approved data.

This document supersedes or adds to the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual only where covered In the items contained herein.

LIMITATIONS

The landing gear safety system is designed to help prevent "gear-up" landings and premature or inadvertent operation ot the landing gear mechanism. t h e system 1s to be used as safety backup device only: norma! usage of t he landing gear position switch is mandatory.


In the event of an emergency, automatic extension of the landing gear may be prevented by placing the landing gear safety system switch In the OFF posltlon. thbs inactrvating the safety system.

FAA Approved Revised: ApriI 1987 PIN 35-5901 30-1 3

NORMAL PROCEDURES

PREFLIGHT CHECK:

1. Throttle - CLOSED OR RETARDED.

2. Battery master switch - ON

3. Land~ng gear circuit breaker - either IN or OUT.

4. (Airplanes incorporating the on-of f and test function i n one swttch.} Place the ON-OFF-TEST switch in the TEST position. Proper functioning o f the automatic landing gear extension portion of the system is indicated by the noise or movement of the solenoid in the landing gear oosition switch. The ON-OFF-TEST switch returns normally to ;he ON position unless the pilot places the switch in the OFF position.

5. (Ai rplanss equipped wi th on-off and press-to-test switches.) Place the ONdOFF switch in t h e +'ON" position and p ~ s h t h e PRESS-TO-TEST, Proper fuqctiontng of the automatic landing gear extension portton of the system is indicated b y the noise or movement of the solenoid in t h e landing gear position switch. The PRESS-TO-TEST switch will not operate the solenoid unless the on-off switch is in the "ON" position.

6. Landing gear circuit breaker - IN before takeoff.

OPERATION

I . Landing Gear Extension - With the landing gear safety system switch in the ON posit~an t he landing gear will be automatically extended when: (I ) the airspeed is below approximately 104 ktsll20 mph IAS and (2) the engine is

FAA Approved Revised: April 1981 P/N 35-5901 3 0-1 3

operating at a throttle position corresponding to approximately 18 to 20 inches or less of manifold pressure depending on setting.

2, Landing Gear Retraction - With the landing gear safety system switch in the ON position, the landing gear wilt not retract unless: ( I ) the ianding gear position switch is in the UP position (2) the airspeed is above approximately 76 ktsl90 mph IAS and (3) the engine is operating at a thrott\e position corresponding to approximatety 18 to 20 inches or more af manifold pressure depending on setting.

NOTE

I f landing gear retraction is desired before the indicated airspeed reaches approximatejy 78 kts/90 mph, the landing gear safety system must be inactivated by placing the switch in the OFF position, preferably before placing the landing gear position switch in the UP position.

PERFORMANCE

No change

Fgy w H. s c n ~ i t ~ Beech Aircraft Corporation DQA CE-2

FAA Approved Revised: April 1381 PIN 35.5901 10-1 3

BEECHCRAW 1=33A, F33C, G33, V35E3, A36, and A36TC LANDPLANES

PILOTS OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLlGHT MANUAL.

SUPPLEMENT for the

KING UN-74 AREA NAVIGATION SYSTEM

GENERAL

The information In this supplement is FAA approved materia! and must be attached to the Pilot's Operating Handbpok and FAA Approved Airplane Flight Manual when the airplane is equipped with a King KN-94 Area Navigation System which has been installed in accordance wlth BEECHCRAm FAA approved data.

The information in this supplement supersedes or adds to the basic Pilot's Operating Handbook and FAA Approved Airplane Flight Manual only as set forth below.

LIMITATIONS

1. This system shall not be used as a primary system under IFR conditions except on approved approach prccedures, approved area navigation airways, and random area navigation routes when approved by Air Traffic Control.

2. This systern is to be used only with cotocated faci!ities (VOR and DM€ signals originate from the same geographic location).

F A A Approved Revised: December 1978 P/FJ 35-5901 18-1 3


CAU T/DN

DME may unlock due to loss of signal with certain combinations of distance from station, altitude, and angle of bank.

I . VOR or Distance flag appears while in RNAV rncd6:

a. Selected Frequency - CHECK FOR CORRECT FREQUENCY

b. VOR or Distance flag intermittent or last - UTILIZE O T H E R N A V I G A T I Q N EQUIPMENT A S REQUIRED.

2. VOR or Distance ?Fag appears while in APPR mode:

If flag appears while on an approach, execute a missed approach and utilize another approved facility.

NORMAL PROCEDURES

VHF NAV - ON DME - ON Mode Selector - SELECT VOFUDME, RNAV. or APPR NAV Frequency - SET DME Frequency - SET + Waypoint Bearing - SET WAYPOINT RADIAL FROM VORTAC Waypoint Distance - SET WAYPOINT DISTANCE FROM VORTAC OBS Cantrob DES1RED MAGNEXIC COURSE Self-Test - ACTUATE (must have VQR reception)

FAA Approved Revised: Decemkr 1978

PIN 35-5SOf 18-1 3

PERFORMANCE

No change.

Approved: /// J?, /2d1 Wxm; &r W. H schultz

Beech Aircraft Corporation DOA CE-2

FAA Approved Revised: December 1978 PIN 35-5901 18-1 3

BEECHCRAF7 H35, J35, K35, M35, U35, P35, $35, V35, V3SA, V3SB, 33, A33, 833, C33,

E33, F33, F33A, F33C, G33, and A36 LANDPLANES

PrLars OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT far the

STANDBY GENERATOR POWER SYSTEM ( I &VOLT ELECTRICAL SYSTEM )

GENERAL

The ~nforrnatron ~n t h ~ s supplemen! IS FAA approved materla; and musr be attached to the Prtot's Operat~ng Handbook and FAA kpproved A~rplane Fl~ght Manuat when the a~rplane ts equipped wrth a factory cnstalled Standby Generator Power System In accordance wlth BEECHCRAFT FAA approved data, or ~f Ihe system IS lnstalled by kit, in accordance w ~ t h BEECH KIT 35-3012

The ~n [his supplemen! supersedes or adds to !he bast Pilot s Qperatlng Handbook and FAA Approved A I ~ plane Flight Manual only as set forth below

LIMITATIONS

1. The system is to be used only in the event of an ahernator failure.

2. Maintain a minimum of 23QO RPM during system operatian.

FAA Approvd R e v i d : September, 1978 PIN 355901 18-1 9


1 - With a loss of electrical power from the alternator, turn the Battery and Alternator Switches - OFF

2. Turn Standby Generator System - ON

3 cf RNAV 1s ~nstalled Selecl NAV COMM II posrtron

4 The factory ~nstalled standby Generator Power System w11l operate ONLY the fol!owtng items

a Engine 1ns:ruments and Fuel Gages

b E!ectr~c Turn Coordtnalor

c Transponder (if ~nslalled)

e . If RNAV IS not ~nstalied. NAV COMM 1 or NAV COMM I{ (only one at a trme)

f [ I RNAV 1s rnsta!led. COMM I Or NAV COMM II {only one at a time)

NOTE

an electr~c compass system IS instatled and the standby generator system I S III operat~on, no dl- rectranal gyro ~ndication wilt be ava~lable unless a Second air driven directjonal gyro is installed.

5 The k ~ l installed Standby Generator Power System w~ll operate QNLY rhe faliaw~ng items. Marked X

FAA Approved Revised: Septembar, 1978

P/N 355901 18-1 9

a Engrne Ins~ruments and Fuel Gages

Transponder { l f ~nstarled~

I f RNAV 1s not ~nstalled NAV COMM I or NAV COMM TI (only one a1 a m e ,

a i f RNAV rs installed. COMM 1 or NAV COMM I/ (only ane at a time1

I t an electr~c compass system 1s ~nslalled and the standby generator system ts In operation. no dl. rectional gyro rnd~calron W I N be avarlable unless a second air drlven directtonal gyro 1s ~ns~al!ed

6. Failure of a NAVICUMM, all orher instruments operable. a. If RNAV is ?ot installed: select other NAVlCOMM

(if installed) b. If RNAV is installed: select COMM 1.

7. Failure of any one instrument indicates a rna(funr;tion in that system only.

8. Failure of all instruments indicates a matfunction of !he Standby Generator System.

a. Standby Generator Switch - OFF b. Reduce Electrical Load c. Batter), Switch - ON (It available)

FAA Approved Revised: September, 1978 PIN 35.5901 18.2 9

9. When the Standby Generator System is in use, the Landing Gear must be extended rnanudly.

NORMAL PROCEDURES

In the Before Take-Off Check LIsr the Slandby Genera:or TEST procedure Iollows !he Magne:o Check

1 Throttle 1700 RPM

2 Baltery and Alternator Swrtches OFF

If either the BAT-GEN lights fail to illuminate. it indicates a malfunction in that part af the system. Check operation of components listed under step "5" of EMERGENCY PROCEDURES to ensure system is functioning properly.

3 Standby Generator Power ON-OFF-TEST Switch TEST (Hold Momentarily in Test Posrt~on. BAT-GEN hghts w ~ l l rliurnrnate.)

4 Slandby Generator Power ON-OFF-TEST Swrtch-OFF

5 Battery and Allernator Sw~tches ON

PERFORMANCE - No Change

Approved : &J& Chester A. Rernbleske F'J Beech Airwaft Corporation DOA CE-2

FAA Approved Revised: %tptemb~, 1978

PIN 355901 18- 19

BEECHCRAFT LANDPLANE

E33. F33, 35-C33A, E3JA, E33C, F33A. F33C, 36 and A36

PILOT'S OPERATING MAND8OOK AND F A A APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT

for the

ELECTROTHERMAL PROPELLER DEICE (2 and 3 Bladed Propeller)

GENERAL

The information in this supplement is FAA approved material a n d must be attached to the Pilot's Operating Hand- book and FAA Approved Airplane Flight Manual when the airplane is equipped with an Electrothermal Propeller Deice System that has been installed in accordance with BEECHCRAFT FAA approved data, or i f the system i s installed by kit, in accordance with Beech K i t 35-900 1 , 35- 9003, or 35-9005.

This document supersedes or adds to the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual only where covered in the items contained here in .

Do not operate the system unless engine is operating,

E M E R G E N C Y PROCEDURES

7 . Loss of Alternator

a. Propelier Deice Switch - Off

FAA Approved Revised: October 1977 PIN 130694

2. Abnormal Reading on Propeller Deice Ammeter

a. Zero Amps

Check propeller deice switch. If t he circuit breaker in the switch has tripped, a wait of approximately 30 seconds is necessary before resetting the switch to the ON position. If ammeter reads 0 and switch has not tripped or if ammeter still reads Q after the switch has been reset. turn the switch off and consider t h e propeller deice system inoperative.

6, Zero to 20 Amps (2 Blade) Zero t o 30 Amps (3 Blade)

If propeller deice system ammeter occasionalty or regularly indicates less than 20 amps (2 blade), 30 amps (3 blade), operation of the propeller deice system can continue unless serious propeller imbalance results from irregular ice throw-offs.

c. More than 24 Amps (2 Blade) More than 34 Amps (3 Blade)

I f the propeller deice system ammeter occasionally or regularly indicates more than 24 amps (2 blade), 34 amps (3 blade), t h e system should not be operated unless the need for propeller deice is urgent.

NORMAL PROCEDURES

PREFLIGHT

1. With engine operating, place propeller deice switch in the ON position.

FAA Approved Revised; October 1 977

PIN 130694

2. Check propeller deice system ammeter for reading of 20 to 24 amperes (2 blade) 30 to 34 amperes (3 blade].

3. Watch ammeter closely for a t least two minutes. A small momentary deflection of the needle may be noticed approximately every 30 seconds: This is due to the switching action bf the timer and is an indication of normal operation of the system.

IN FLIGHT

1. To place the system in operation, move propeller deice switch to the ON position. The system will function automatically unrit the switch is turned off.

The system is not to be operated continuously due to its electrical toad.

2. Propeller Imbalance may be relieved by varying rpm. bncrease r p n briefly and return to desired setting, re- peating if necessary.

3. The use of propeller deice is acceptable only if the electrical load is monitored so that the ammeter does not show a discharge.

PERFORMANCE - No change

Approved:

#'

f-,&fl Chester A, Rembleske Beech Aircraft Corporation

DOA C E - 2 FAA Approved Revised; October 1977 PIN 130694

BEECHCRAFT F33A, V35B, AND A36 LAND PLANES


SUPPLEMENT for the

AIR CONDlTlONlNG SYSTEM

GENERAL

The information in this supplement is FAA approved mate* ria; and must be attached to the Pilot's Operating Hand- book and FAA Approved Airplane Flight Manual when the airplane is equipped with an Air Conditioning System, which has been installed in accordance with BEECHCRAFT FA4 app foved data.

The information in this supplement supersedes or adds to the basic Pilot's Operating Handbook and FAA Approved Airplane Flight Manual only as set forth below.

LIMITATIONS

The air conditioning system mu,st be off during takeoff. The AIR CQND. CONDENSER EXT. warning \ight must be extinguished (condenser retracted) before takeoff.

The air conditioning systsm must be off wnen using magnetic compass.

PLACARDS

On Glares held: - I@ MAG COMPASS ERRATIC WHEN AIR COND l5 ON @

FAA Approved Revised: November, t 977 PIN 35-5901 18-35 1 of 6

On Contra/ Console;

1

ALIERNAIE AIR Putt AND RELEASE

" Located on copilot's subpanel in airplanes with 28-volt slectrical system

On Lower Edge of Floa tirrg Panel:

I AIR COND CONDENSER EXT

1

S Y S . MUST BE OFF &FORE TAKE-04

EMERGENCVPROCEDURES

AIR START PRQCEDURE

Air conditioning system must be turned off before attempt- ing air start procedures,

AtR CONDtTlONING SYSTEM MALFUNCTION

Turn off air conditioning system.

If air conditioning system circuit breaker trips, do not reset until the cause of the malfunction has been determined and corrected.

NORMAL PROCEDURES

PREFLIGHT INSPECTION

NOSE SECTION

Air Conditioner Condenser - CHECK SEClJRIV AN0 AT- TACHMENT.

FAA Approved Revised: November, 19n

P/N 35-5901 1 8-35

STARTING

Air conditioner may be on as desired after engine start for cabin cooling before takeoff.

BEFORE TAKEOFF

WARNING

Air conditioner condenser extended warning iight, located on the 'fower edge of the floating panel, must be off before takeoff.

Air conditioning system must be turned off before takeoff. After ianding gear is retracted and airplane is ckar of a\! obstacles, air conditioning system may be turned an as desired.

SHUTDOWN

Turn off air conditioner before engine shutdown.

PERFORMANCE

CRUISE PERFORMANCE

NOTE

Using the power settings given in the PER- FORMANCE section, with the air conditioner in operation, Range and airspeed will decrease by approximately 5% due to the extension of the condenser tc the flight extension posilion. This is to be taken into c~nsideration during flight p\anning.

FAA Approved Revised: November 1977 PIN 35-590 1 18-35

SYSTEMS DESCRlPTlON

Cabin cooling is provided bya 12.000 Btu, 30-cfm. refrigera- tive type air conditioning system. The principal components of the air conditioning system are the compressor and clutch unit (belt-driven from a drive pultey on the engine), the retractable condenser on the center line of the fuselage bottom skin, the dehydrator beneath the right front seat, the evaporator module beneath the left front seat, the air conditioner condenser-extended warning light on the lower edge of the floating panel, the various retractable condenser limit switches. the system controls on the control console, and the circuit breaker. The circuit breaker is located on the control console in airplanes with the 14-volt system and on the right subpanel on airplanes with the 28-volt system.

The three-position retractable condenser is operated by an electric motor and jackscrew actuator, and controlled by two internal stops in the motor. two limit switches on the condenser, the landing gear safety switch, and a throttie limit switch. The three retractable condenser positions are ground extension, flight extension, and retracted.

When the airplans is on t h e ground and the air conditioner is turned on, the condenser extends to the ground extension {lowest) position below the fuselage bottom to facili. tate condenser cooling by ambient air from the propeller slipstream. More effective cowling on t h e ground can be accomplished by maintaining a propeller setting of at least 1200 rpm with the airplane nosed into the wind. With the condenser in the ground extension position, the air conditioner condenser-extended warning light on the lower edge of t h e floating panel is illuminated.

When the airplane isin flight with the landing gear retracted and the air conditioner is turned on, the condenserextends only to the flight extension position. The flight extension position produces less drag than the ground extension

FAA Approved Revised: November, 197?

PIN 35-5901 18-35

position, but provides adequate condenser cooling from the airstream. The air conditioner condenser-extended warning Iight is not illuminated in the flight extension position.

When the air conditioner is turned off, the condenser re- t u r n s to the retracted position, the position which produces minimum drag.

For cooling, cabin air is drawn into the evaporator module plenum below the forward edge of the left front seat, When cabin ambient air at a temperature of approx i r te l y 90" F passes over the evaporator coifs the temperature of the air is reduced to approximately 56°K then the evaporator module electric blower forces the cooled air through outlet ducting to adjustable louvers below the control consore. The cabin air continues to circulate as described until the air conditioner is turned off.

After engine start t h e air conditioner may be turned on by actuating a three-way toggle switch on the control console below the center of the upper subpanel. Either a high or a low blower speed may be selected, and t h e airflow can be distributed by moving t h e adjustable louvers up and down and from side to side.

Before takeoff make certain that the air conditioner is off and that the air conditioner condenser-extended warning light is extinguished. Pressing the warning l i ~ h t lest buttor. on the instrument panel will verify that the bulb is functioning.

After takeoff with t he landing gear retracted and the airplane dear of a \ \ obstacles, t he air conditioner may be turned on i f desired.

The a ~ r conditioner should be turned off betore engine s h u t d ~ w n .

FAA Approved Revised: November, 1977 PIN 35-5901 1 8-35

The throttle limit switch is a safety device designed to operate only at full throttle with the landing gear extended, and is installed on the engine throttle body. When the air conditioner is on during landing approach with the landing gear extended and partial throttle, the condenser is in the flight extension position. Howevet, should a go-around be necessary, the application of full throttle will cause the throttle limit switch to shut down the compressor for maximum engine power and retract the condenser to the retracted position to minimize drag. When the landing gear is retracted and/or the throttle is retarded, the compressor will resume operation and t h e condenser will return to the flight extension position.

Approved :

fi*~'' Chester A. Rernbleske Beech Aircraft Corporation DQA CE-2

FAA Approved Revised: November, t 9 n

PIN 35-5901 18-35

BEECHCRAR BQNANZA A36 LANDPLANES (SERIALS E-185 THROUGH E-926)

PILOTS OPERATING HANDBOOK SUPPLEMENT for

OPERATION OF UNITED KINGDOM REGiSTERED AIRCRAFr

GENERAL

This document must be attached to the Pilot's Operating Handbook when operating on the United Kingdom Register. The contents are in addition to, or override, the contents of the Pilot's Operating FlandM.uk and FAA Approved Airplane Flight Manual.

CERTIFICATION CATEGORY

The BEECHCRAR Bonanza A36 is eligible,for certification in the United Kingdam in the Transport Category (Passenger), This particular aeroplane may, however, be restricted to another category and a particular use, and this will be stated in the Certificate of Aiworthiness.

I PERFORMANCE

When certified in the Transport Category (Passenger), the aeroplane is classified in Performance Group E. For the

I purpose of establishing compliance with the Air Navigation Perlarmance Group E Regulations, the Performance Data in the Pilot's Operating Handbook, Beech Part No. 36-590002- 19, except as modified by this supplement is to be used. 1 Revised: February, 1980 P/N 36-590002-21

CRUISE

Far the purpose of compliance with legislation governing flighl over water, the true airspeed lo be assumed is 150 knots.

TAKEOFF AND !,.ANDING

I When the aeroplane is flown in the Transporl Category (Passenger), the "Qbs!acle" take-off and landing performance in the Pilot's Operating Handbook must not be used for compiiance with the Air Navigation Performance Group E Regulations.

C R W AND OCCUPANTS

The minimum crew is one pilot.

The total number of persons carried shall nut exceed six, nor exceed the number for which seating accommodations approved for use during takeoff and landing is provided. Children under the age of three years who are carried in the arms of passengers may be left out of account for this purpose.

AIR TEMPERATURE

The maximum air temperature lor scheduled operation is tSA + 23" C, No minimum temperature has been established.

TYPE OF OPERATION

The aeroplane shall not be flown at night or in IFR conditions unless the required equipment is carried, and it is permitted by the Air Navigation Legislation.

Ail flights in icing conditions are prohibited.

Revised; February, 1980 P/N 36-590002*21

AUTOMATIC PILOT

Minimum permissible altitudes with k n d i x FCS-810 Auto- matic Pilot engaged are:

Cruise ................................................ 1000 fwt above terrain

Coupled to ILS G!ideslope and Lmlizer ............ ...... 350 feet abve terrain

EMERGENCY PROCEDURES - No Change I NORMAL PRQCE W RES

FUPLESS LANDING

Manoeuvre to final approach, maintaining 10 knots a b v e the Approach Speed appropriate to the weight shown on the Normal Landing Distance graph. Extend landing gear. Main- tain this sped down to ttw 50-fcmt height point.

GO-AROU ND

A go-around may be executed when it appears that this is the only way to avoid a possible accident. Early recognition of the need to go around is essential.

1. Apply takeoff power (full throttle - 2700 rpm).

2. Raise landing gear after a positive rate of climb has hen estztblished.

3. Raise flaps cautiously

4. Retrim for best rate-of-climb speed ( 1 0 0 knots IAS at 3600 lbs).

Revised: February, I980 F/N 36-590002-21

TAKEOFF

The total distance over a 50-foot obstacle shown on the Normal Take-Off Distance graph should be increased 18% for operation on short dry grass with a firm subsoil.

LANDING

The total distance over a 50-foot obstacle shown on the Normal Landing Distance graph should be increased 18% for operation on short dry grass with a firm subsoil.

AIRSPEED AND ALTIMETER

Airspeed Calibration and Altimeter Correction are presented for both normal and emergency systems, Notes and examples are presented directly on the graphs.

Rate of climb is shown for varying air temperatures, pressure altitudes, and weights. The associated conditions, climb speed, example, and notes are pressnted directly on the grwh.

Revised: Fs bruary, 7 980 P/N 36-590002-21

Revised: February, 7 980 P/N 36-590002-21

Revised; February, 1980 P/N 36-590002-21

s ~ ~ n ~ = q q 130n~r.11~ 031mrout 0 ~ o u v ) I3On:rnw 0 3 ~ ~ 3 h o ~ ~ n G t r s ~3va:ansl

A 4 3 1 - ~ 0 1 d 3 b t I O 3 d313mtL1Y

Revised: February, 1980 PIN 36-590002-21

Revised: February, 1980 P/N 36-590002-27

Revised: February, 7 980 P/N 36-590002-21

E)eechcraA Single Engine (Piston)

SECTION X SAFETY INFORMATION TABLE OF CONTENTS

SUBJECT PAGE

Introduction ............................................................... 10-3 General ................................................................ 10-5

DO'S ..................... .. ...................................... 10-5 Don'ts ............................~........................................ 10-6

Sources of information .....................,.. ... ......... 10-7 Pilot's Operating Handbook and FAA Approved Airplane Flight Manua! ........................... ... ........... 10-7

BEECHCRAFT Service Pubiicati~ns ....................... 10-8

Federal Aviation Regulations ................................ 10-1 0 Airworthiness Directives ......................................... 10- I 0 Airman's t nforrnation Manual ................................. 1 0- 1 0 Advisory information ......................................... 10-1 1 FAA Advisory Circulars ........................ ..... ......... 10- 12 FAA General Aviation News .................................. 10-1 5 FAA Accident Prevention Program ........................ 10-15 Additional ~nformatian ........................................... -10-1 6

General Information on Specific Topics .... : ............ f 0-17 Maintenance .................... ...,.,. ........................ 1 0-1 7 Hazards of Unapproved Modifications ................... 10-19 Flight Planning .................................... ..... . . . . . . . . . . 10-3 Passenger information Cards ................................ 10-20 Stowage of Articles ........................... ...,........, . . . 1 0-2 1 Flight Operations ............................ ...... ............ 10-21

General ....................... .. .............................. 1 0-2 1 Preflight Inspection ......................................... 10-21 Weight and Balance ....................... ,. ............. 10-22 Autopilots and Electric Trim Systems *.............. 10-23 Flutter ................................................................. 1 0-26

...... Turbulent Weather ................... .. ...........,. 10-27 ......... . Wind Shear .......................... .. ..,. 10-30

....... .................................... Weather Radar .... 10-30 ...................... ...................... Mountain Flying ... 10-32

........................................... VFR - Law Ceilings 10-33 VFR at Night ..-....am.. 10-33 Vertigo . Disorientation ...................... ..... .... 10-34

May, 1994 f 0-1

%Axkrafi Single EngIne (Piston)

SECTION X SAFETY INFORMATION

TABLE OF CONTENTS (Continued) SUBJECT PAGE

......................... Stalls. Slow Flight and Training f 0-36 Spins ....................... ... .................................... 10-36

.................. ............................... Descent ..... 1 0-38 .......................... . Vortices Wake Turbulence .... 10-39

....................... Takeoff and Landing Conditions 10-40 .............. .................... Medical Facts for Pilots ...... 10-40

......... .. ............................. General ..... .... 1 0-40 ........................................................ Fatigue 10-41

................................... .................... Hypoxia ... 10-41 Hyperventilation ...................................... .. . . 10-43

......... ................... ................ Alcohol ...... ....., 10-43 Drugs ...........................................I. 10-45

.......... ......................... Scuba Diving ............... 10-45 .................. Carbon Monoxide and Night Vision 10-45

.................................. ~ecompression Sickness 10-46

.............................................................. . A Final Word 10-47

May. 1994

!ihedmft Single Engine (Piston)

Saction X Safety Information

Beech Aircraft Corporation has developed this special sum- mary publication of safety infarmalion ta refresh pilots' and owners' knowledge of safety related subjects, Topics in this publication are dealt with in more detail in FAA Advisory Cir- culars and other publications pertaining to the subject of safe flying.

The skilled pilot recognizes that safety consciousness is an Integral - and never-ending - part of his or her job. Be thoroughly familiar with your airplane. Know its limitations and your own. Maintain your currency, or fly with a qualified instructor until you are current and proficient. Practice emergency procedures at safe altitudes and airspeeds, preferably with a qualified instructor pilot, until the required action can be accomplished without reference 10 the manual. Pei- odicalty raview this safety information as part of your recur- rency training regimen.

BEECHCRAIT airplanes are designed and built to provide you with many years of safe and efficient transportation. By maintaining your BEECHCRAR properly and flying i t pru- dently you will realize its full potential.

. . . . . . . . . . . . Beech Aircraf! Corporation

May, 1994

SectJon x %&aft Safety Information Single Engine (Plston)

WARNING CZIl Because your airplane is a high performance, high speed transportation vehicle, designed for operation in a three-dimensional environment, special safety precautions must be observed to reduce the risk of fatal or serious injuries to the pilot(s) and occupant(s).

It is mandatory that you fully understand the contents of this publication and the other operating and maintenance manuals which accompany the airplane; that FA4 requirements for ratings, certifications and review be scrupulously com- plied with; and that you allow only persons who are properly licensed and rated, and thoroughly familiar with the contents of the Pilot's Operating Handbook and FAA Approved Air- plane Flight Manual to operate the airplane.

IMPROPER OPERATION OR MAINTENANCE OF AN AIR- PUNE, NO MATTER HOW WELL BUILT INITIALLY, CAN RESULT IN CONSIDERABLE DAMAGE OR TOTAL DESTRUCTION OF THE AIRPUNE, A,LONG WITH SERI* OUS OR FATAL INJURIES TO ALL OCCUPANTS.

May, 1994

&€X?E& Section x Slngle Engine (Piston) Safety Infarmation

As a pilot, you are responsible ta yourself and to those who fly with you, ta oiher pilots and ?heir passengers and to people on the ground, to fly wisely and safely.

The following material In this Safety Information publication covers several subjects in limited detail. Here are some condensed Do's and Don'ts,

DO'S

8e thoroughly familiar with your airplane, know Its limitations and your own,

Be current in your airplane, or fly with a qualified instructor until you are current. Practice until you are proficient.

Preplan all aspects of your flight - including a proper weather briefing and adequate fuel reserves.

Use services available - weather briefing, inflight weather and Flight Service Station.

Carefully preflight your airplane,

Use the approved checklist,

Have more than enough fuel for takeoff, plus the trip, and an adequate reserve,

Be sure your weight and C.G. are within limits.

Use seatbelts and shoulder harnesses at all times.

E3e sure all loose articles and baggage are secured,

Check freedom and proper direction of operation of all controls during preflight inspection.

Maintain the prescribed airspeeds in takeoff, climb, descent, and landing.

May, f 994 10-5

Section X Safety Information

Q)eechnafl Single Engine (Piston]

Avoid wake turbulence (Vartices).

Preplan fuel and fuel tank management befurg the actual flighf. Utilize auxiliary Ianks only in level cruise flight. Take off and [and on the fullest main tank, NEVER use auxiliary tanks for takeoff or /anding.

Practice emergency procedures at safe altitudes and airspeeds, preferably with a qualified instructor pilot, until the required action can be accomplished without reference to the manual.

Keep your airplane in good mechanical condition.

Stay informed and aiert; fly in a sensible manner.

DON'TS

Don't take off with frost, ice or snow on the airplane.

Don't take off with less than minimum recommended fuel, plus adequate reserves, and don't run the tank dry before switching.

Don't fly in a reckless, show-off, or careless manner.

Don't fly into thbnderstorms or severe weaiher.

Don't fly in possible icing condjtions.

Don't fly close to mountainous terrain,

Dorl't apply controls abruptly nr with high forces that could exceed design loads of t h e airplane.

May, I994

% k c k m R Section x Single Engine (Piston) Safety InlormatIan

Don't fly into weather ~0nditi6ns that are beyond your ratings or current proficiency.

Don't fly when physically or mentally exhausted or bebw par.

Don't trust to luck,

SOURCES OF INFORMATION

There is a wealth of information availabb to the pilot created for the sole purpose of making your flying safer, easier and more efficient. Take advantage of this knowledge and be prepared tor an emergency in the event that one should occur.


You must be thoroughly familiar with the contents of your operating manuals, placards, and check lists to ensure safe utilization of your airplane. When the airplane was manufactured, it was equipped with one or more of the following: placards, Owner's Manual, F M Approved Airplane Flight Manual, FAA Approved Airplane Flight Manual Suppte- rnents, Pilot's Operating Handbook and F M Approved Air- plane Flight Manual. Beech has revised and reissued many of the early manuals for certain models of airplanes in GAMA Standard Format as Pitot's Operating Handbooks and FAA Approved Airplane Flight Manuals. For simplicity and convenience, all official manuals in various models are referred to as the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. If the airplane has changed ownership, the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual may have been mis- placed or may not be current. Replacement handbooks may be obtained from any BEECHCRAR Authorized Outlet.

May, 1994 I 0.7

Secflon X Safety lnformatlon

Qedmf l SIngle Engine (Piston)

BEECHCRAlT SERVICE PUBLICATIONS Beech Aircraft Corporation publishes a wide variety of manuals, service letters, senrice instructions, semice bulls- tins, safety communiques and other publications far the van- ous models of BEECHCRAU airplanes. Information on how to obtain publications relating to your airplane is contained in BEECHCRAFT Service Bulletin number 2QOt, entitled "General - BEECHCRAFT S~rvice Publications - What is Available and How to Obtain It."

Beech Aircraft Corporation automatically mails original issues and revisions of BEECHCRA- Service Bulletins (Mandatoty, Recommended and Optional), F M Approved Airplane Flight Manual Supplements, reissues and revisions of F M Approved Airplane Flight Manua Is, Flight Hand- books, Owners Marluals, Pilot's Operating Manuals and Pilot's Operating Handbooks, and original issues and revisions of BEECHCRAFT Safety Communiques to BEECH- CRAFT Owner addresses as listed by the FAA Aircraft Reg- istration Branch List and the BEECHCRAR ln!arnational Owner Notification Service List. While this Information is distributed by Beech Aircraft Corporation, Beech can not make changes in the name or address furnished by the FAA. The owner must contact the FAA regarding any changes to name or address. Their address is: FAA Aircraft Registration Branch (AAC250) P.Q. Box 25082, Oklahoma City, OK 73125, Phone (405) 680-2131.

It is the responsibility of the FAA owner of record to ensure that any mailings from Beech are forwarded to the proper persons. Often the FAA registered owner is e bank or financing company or an individual not in possession of the airplane. Also, when an airplane is sold, them is a lag in processing the change in registration with the FAA. If you are a new owner, contact your BEECHCRAR Authorized Outlet and ensure your manuals are up to date.

Beech Aircraf! Corporation provides a subscription service which provides for direct factory mailing of BEECHCRAFT

104 May, f 994

publtcations appjicable to a specific serial number airplane, Details concerning the fees and ordering Information for this owner subscription service are contained in Service Bulletin number 2001.

For owners who choose not to apply for a Publications Revi- sion Subscription Service, Beech provides a free Owner Notitication Service by which owners are notified by post card of BEECHCRAfT manual reissues, revisi~ns and supplements which are being issued applicable to the airplane owned. On receipt of such notification, the owner may obtain the publication through a BEECHCRAFT Authorized Outlet. This notification senrice is available when requested by the owner. This request may be made by using the owner notification request card furnished with the loose equipment of each airplane at the time of delivery, or by a letter requesting this service. referencing 'the specific airplane serial number owned. Write to:

Supe~isor, Special Services Dept. 52 Beech Aircrafi Corporation P.O. BOK 85 Wichita, Kansas 67201 -0085

From time to time Beech Aircraft Corporation lssras BEECHCRAFT Safety Communiques dealing with the safe operation of a specific series of airplanes, or airplanes in general, It is recommended that each ownedoperator maintain a current tile of theso publications. Back issues of BEECHCRAn Safety Communiques may be obtained without charge by sending a request, including airpfane model and serial number, to the Supervisor, Special Services, at the address listed above,

Airworthiness Directives (AD'S) are not issued by the manufacturer. They are issued and available from the FM.

May, 1994 1 0-9

Section X Safety Infotrnatlon

lks?xm~ Single Engine [Piston)

FEDERAL AVIATION REGULATIONS

FAR Part 9 1, General Operating and Flight Rutes, is a dacu- ment of law governing operation of airplanes and the owner's and pilot's responsibil8ies. Soma of the subjects 'covered are:

Responsibilities and authority of the pitot-in-command Certificates required Liquor and drugs Flight plans Preflight action Fuel requirements Flight rules Maintenance, preventive maintenance, ahmtions, inspection and main tenanca records

You, as a pilot, have responsibilities under government regulations. The re~3gutations are designed for your protection and the protection of your passengers and the public. Corn- pliance is mandatary.

AIRWORTHINESS DIRECTIVES

FAR Part 39 specifies that no person may operate a product lo which an Aiwarthiness C)irsctlve issued by the FAA applies, except in accordanca wifh Ihe requirements of that Airworthiness Directive.

AIRMAN'S INFORMATION MANUAL

The Airman's luformation Manual (AIM) is designed to pm vide airmen with basic flight information and ATC procedures for use in the national airspace system of the United States. It also contains items of inlarest lo pilots concerning health and medical facts, factors atrecting fljght safely, a piloVcontroller glossary of terms in the Air Traffic Control

10-10 May, 1994

0dm?fi Section x Single Engine (Piston) Safety Information

system, informalim on safety, and accidenthazard reporting. It is revised at six-month intervals and can be purchased from the Superintendent of Docurnenls, US. Gov- ernment Printing Office, Washington, D.C. 20402.

This document contains a wealth of pilot information. Among the subjects are:

Controlled Airspace Emergency Procedures Services Available to Pilots Weather and Icing Radio Phraseology and Technique Mountain Flying Airport Operations Wake Turbulence - Vortices Clearances and Separations Medica! Facts for Pilots Preflight Bird Hazards Departures - IFR Good Operating Practices En route - IFR Airport Location Directory Arrival - f FR

A11 pilots must be thoroughly familiar with and use !he information in the AIM.

ADVISORY INFORMATION

NOTAMS (Notices t o Airmen) are documents that have information of a time-critical nature that would affect a pilot's decision to make a flight: for example, an airporl closed, terminal radar out of service, or enroute navigational aids out of service,

May, 1994

SectIan x G W m A Safety Informati on Slngle Engine (Pistan)

FAA ADVISORY ClRCU LARS

The FAA issues AdvisOIy Circulars to inform the aviation public in a systematic way of nonregulatory material of interest. Advisory Circulars contain a wealth of information with which the prudent pilot should be familiar. A complete list of current F M Advisory Circulars is published in AC 00-2, which lists Advisory Circulars that are for sale, as well as those distributed free of charge by the FAA, and provides ordering information. Many Advisory Circulars which are for sale can be purchased locallly in aviation bookstores or at F80's. These documents are subject ta periodic revision. Be certain the Advisory Circular you are using is the latest revision available. Some of the Advisory Circulars of interest to pilots are:

*Q 0-6 Aviation Weather

0 0-24 Thunderstorms

00-30 Rules of Thumb for Avoiding or Minimizing Encounters with Ckar Air Turbulence

*OO-45 Aviation Weather Services

00-46 Aviation Safety Reporting Program

20-5 Plane Sense

20-32 Carbon Monoxide (CO) Contamination in Aircraft - Detection and Prevention

20-35 Tie-Down Sense

2043 Aircraft Fuel Control

20-1 05 Engine Power-Lass Accident Prevention

20-1 I 3 Pitot Precautions and Procedures to be Taken in Preventing Aircraft Reciprocating Engine Induction System & Fuel System l cing Probierns

20.125 Water in Aviation Fuel

May, 1994

lkedmift Ssctlon x Slnglc Englne (Plstan) Safety Information

21 -4 Special Flight Permits for Operation of Overweight Aircratt

43-9 Maintenance Records: General Aviation Aircraft

43-f 2 Preventive Maintenance

60-4 Pilot's Spatial Disorientation

60.6 Airplane Flight Manuals (AFM), Approved Manual Materials, Markings and Placards - Airplanes

60-1 2 Availability of Industry-Developed Guide- lines for the Conduct of the Biennial Flight Review

60-1 3 The Accident Prevention Counselor Pro- gram

' 61 -9 Pilot Transition Courses for Complex Single-Engine and Light Twin-Engine Air- planes

*Ell21 Flight Training Handbook

'61 -23 Pilot's Handbook of Aeronautical Knowl- edge

'61 127 Instrument Flying Handbook

61-67 Hazards Associated with Spins in Airplanes Prohibited from Intentional Spinning-

61 -84 Role of Preflight Preparation

67-2 Medical Handbook for Pilots

90-23 Aircraft Waka Turbulence

9Q.42 Traffic Advisory Practices at Nontower Air- ports

May, 1994

Section x %dmf? Safety Information Single Engine (Piston)

90-48 Pilot's Role in Callisjon Avoidance

90-66 Recommended Standard Traffic Patterns for Airplane Operations at Uncontrolled Air- ports

90-85 Severe Weather Avoidance Pian (SWAP)

91 -6 Water, Slush and Snow on the Runway

91 -1 3 Cold Weather Operation of Aircraft

'91 4 3 Pilot's Weight and Balance Handbook

9 7 -26 Maintenance and Handling of Air Driven Gyroscopic ins trumenls

91 -33 Use of Alternate Grades of Aviation Gaso- line for Grade 80187 and Use of Automotive Gasoline

91-35 Noise, Hearing Damage, and Fatigue in General Aviation Pilots

91 -43 Unreliable Airspeed Indications

91-44 , Operatioha1 and Maintenance Practices for Emergency Locator Transmitters and Receivers

9146 Gyroscopic Instruments - Good Operating Practices

91-50 importance of Transponder Operations and Altitude Reporting

91 -51 Airplane Deice and Anti-ice Systems

91 -59 Inspection and Care of General Aviation Aircraft Exhaust Systems

91 -65 Use of Shoulder Harness in Passenger Seats

May, 1994

Q ~ ~ h ~ a f t Section x Single Englne (Plstan) Safety Information

1034 Hazards Associated with Sublimation of Solid Carbon Dioxide (Dry ice) Aboard Air- craft

21 b 5 A Military FIying Activities

"or Sale

FAA GENERAL AVIATION NEWS

FAA General Aviation News is published by the F M in the interest of flight safety. The magazine is designed to promote safety in {he air by calling the attention of general aviation airman to current technical, regulatory and proce- dural matters affecting the safe operation of airplanes, FAA General Aviation News is sold on subscription by the Super- intendent of Documents, Government Printing Office, Wash- ington D.C., 20402.

FAA ACCIDENT PREVENTION PROGRAM

The FM assigns accident prevention specialists ta each Flight Standards and General Aviation District Offics to organize accident prevention program activities. In addition, there are over 3,000 volunteer airmen serving as accident prevention cuunselors, sharing their technical expertise and professional knowledge wilh the general aviation commu- nity. The FAA conducts seminars and workshops, and r.:is- tributes invaluable safety information under this program.

Usually !he airport manager, the FAA Flight Sewice Station (FSS), or Fixed Base Operator (FBO), will have a list of accident prevention counselors and their phone numbers available. All Flight Standards and General Aviation District Offices have a list of the caunselurs serving the District.

Before flying over unfamiliar territory, such as mountainous terrain OF deseff areas, i t is advisable for transient pilots to consult with local counselors. They will be familiar with the

May, 1994

Sectlan x Qeecficraff Safety lnformatlnn Single Engine (Plston)

more desirable routes, the wind and weather conditions, and the service and emergency landing areas that are available along the way, They can also offer advice on the lype of emergency equipment you should be carrying.

ADDITIONAL INFORMATION

The National Transportation Safety Board and the Federal Aviation Administfation periodically issue, in greater detail, general aviation pamphlets concerning aviation safely. FAA Regional Offices also publish material under the FAA Gen- eral Aviation Accident Prevention Program. These can be obtained at FAA Offices, Weather Stations, Flight Service Stations or Airport Facilities. Some of these are titled:

12 Golden Rules for Pilots Weather or Not Disorientation Plane Sense Weather Info Guide for Pilots Wake Turbulence Don't Trust to tuck, Trust ta Salety Rain, Fog, Snow Thunderstorm - T8W Icing Pilot's Weather Briefing Guide Thunderstorms Don't Flirt ,,. Skirt 'em IFR-VFR - Either Way Disorientation Can Be Fatal IFR Pilot Exam-0-Grams VFR Pilot Exam-0-Grams Tips an Engine Operation in Small General Aviation Aircraft Estimating Inflight Visibility Is the Aircraft Ready for Flight Tips on Mountain Flying Tips on Desert Flying Always Leave Yourself An Out

May, 1994

(Ikechmft SectIan X Slngle Englne (Piston) Safety lnforrnetion

Safety Guide for Private Aircraft Owners Tips on How to Use the Flight Planner Tips on the Use of Ailerons and Rudder Same Hard Facts About Soft Landings Propelrer Operation and Care Torque "What it Means to the Pilot" Weight and Balance. An Important Safety Consideration for Pilots

GENERAL INFORMATION ON SPECIFIC TOPICS

MAINTENANCE

Safety of flight begins with a well maintained airplane. Make it a habit to keep your airplane and all its equipment in airworthy condition, Keep a "squawk list" on board, and see that all discrepancies, however minor, are noted and promptly corrected.

Schedule your maintenance regularly, and have your airphne serviced by a reputable organization, Be suspicious of bargain prices for maintenance, repair and inspections.

It is the responsibility of the owner and the operator to assure that ihe airplane is maintained in an ainuorthy condi- tian and that proper maintenance records are kept,

Use only genuine BEECHCRAFT or BEECHCRAFT approved pafis obtained from BEECHCRAFT approved sources, it7 connection with the maintenance and repair of Beech airplanes.

Genuine BEECHCRAFT parts are produced and inspected under rigorous procedures to insure airworthiness and suit- ability for use in Beech airplane applications, Parts purchased from sources other than BEECHCRAFT, even though outwardly identical in appearance, may not have had

May, 1994 1 0-1 7

Sectlon X Safety Information

QixdKm Slngle Englne (Plston)

the required tests and inspections performed, may be different in fabrication techniques and materials, and may be dangerous when installed in an airplane.

Salvaged airplane parts, reworked parts obtained from non- BEECHCRAFT approved sources or parts, components, or structural assemblies, the service history of which is unknown ar cannot be authenticated, may have been subjected to unacceptable stresses or temperatures or have other hidden damage not discernible through routine visual or usual nondestructive testing techniques. This may render the part, component, or structural assembly, even though originally manufactured by BEECHCRAFT, unsuitable and unsafe far airplane use.

BEECWCQAFT expressly disclaims any responsibility for rnalfunctians, failures, damage or injury caused by use of non.B€ECHCRAfl parts.

Airplanes operated for Air Taxi or other than normal operation, and airplanes operated in humid tropics, or cold and damp climates, etc., may need more frequent inspections for wear, corrosion andor lack of lubrication. In these areas, periodic inspections should be performed unlil the operator can set his own inspection periods based on experience.

NOTE The required periods do not constitute a guarantee that the item will reach the period without malfunction, as the aforernentloned factors cannot be controlled by the manufacturer.

Corrosion and its effects must be treated at the earfiest possible opportunity. A clean, dry surface is virtually immune to corrosion. Make sure that all drain holes remain unobstructed. Protective films and sealants help to keep corro- sive agents from contacting metallic surfaces, Corrosion

1 0*I 8 May, 1994

Ikedmafi Section X Single Englne (Flston) Safety fnfarrnatlon

inspections should be made most frequenfiy under high- corrosion-risk operating conditions, s~ ich as in areas of excessive airborne salt concentrations (e.g., near the sea) and in high-humidity areas (e .g.. tropical regions).

If you have purchased a used airplane, have your mechanic inspect the airplane registration records, logbooks and maintenance records carefully. An unexplained period of time for which the airplane has been out of service, or unexplained significant repairs may well indicate the airplane has been seriously damaged in a prior accident. Have your mechanics inspect. a used airplane carefully. Take the time to ensure that you really know what you are buying when you buy a used airplane.

HAZARDS OF UNAPPROVED MODIFICATICNS

Many airplane modifications are approved under Suppfe- mental Type Certificates (STC's). Before installing an STC on your airplane, check to make sure that the STC does not conflict with other STCts that have already been installed. Because approval oi an STC is obtained by the individual STC holder based upon modification of the original type design, it is possible for STC's to interfere wilh each other when both are installed. Never inslali an unapproved madi- fication of any type, however innocent the apparent modification may seem. Always obtain proper F M approval.

Airplane owners and maintenance personnel are parlicularly cautioned not to make attachments to, or otherwise modify, seals from original certification without approval from the FAA Engineering and Manufacturing District Office having original cei-lification responsibility for that make and model.

Any unapproved attachment or modification to seat structure may increase load factors and metal stress which could cause failure of seat structure at a lesser "G" force than exhibited far original certification.

May, 1994

Section X Safety lnformatlon

fkfdmfi SIngle Englne (Piston)

Examples of unauthorized attachments found are drilling holes in seat tubing to altach fire extinguishers and drilling holes to attach approach plate book bins to seats,

FLIGHT PLANNING

FAR Part 91 requires that each pilot in command, before beginning a flight, farniFiarize himself with all available information concerning that flight.

Obtain a current and complete preflight briefing. This should consist of local, enroute and destination weather and en route navaid information. En route terrain and obstructions, alternate airports, airpod runways active, length of runways, and takeoff and landing distances for the airplane for conditions expected should be known.

The prudent pilot will review his planned enroute track and stations and make a list for quick reference. It is strongly recommended a flight plan be filed with Flight Service Sta- tions, even though the flight may be VFR. Also, advise Flight Service Stations of changes or deiays of one hour or more and remember to close the flight plan at destination,

The pilo! must be completely familiar with fhe performance of the airptane and peeormarice data in the Pilot's Qperaf- ing Handbook and FAA Approved Airplane Flight Manual, The resultant effect of iarnperature and pressure altitude must be taken inlo account in performance if not accounted lor on the charts. An applicable FAA Approved Airplane Flight Manual must be aboard the airplane at all times and include the weight and balance forms and equipment list.

PASSENGER INFORMATION CARDS

Beech has available, for most current production airplanes, passenger information cards which contain important information on the proper use of reslraint systems, oxygen

May, 1994

Qeed.na~ Section x Slngie Engine (Piston) Safety Information

masks, emergency exits and emergency bracing procedures. Passenger inforrnathn cards may be obtained at any BEECHCRAR Authorized Outlet. A pilot should not only be familiar with the information contained in the cards, but should always, prior to Right, inform the passengers of the information contained in the information cards. The pilot should orakly brief the passengers on the proper use of restraint systems, doors and emergency exits, and other emergency procedures, as required by Pad 91 of the FAR'S.

STOWAGE OF ARTICLES

The space between the seat pan and the floor is utiiized to provide space for seat displacement. I f hard, solid objects are stored beneath seats, the energy absorbing feature is lost and severe spinal injuries can occur to occupants.

Prior to flight, pilots should insure' that articles are not stowed beneath seats that would restrict seat pan energy absorption or penetrate the seat in event of a high vertical velocity accident.

FLIGHT OPERATIONS

GENERAL

The pilot MUST be thosoughly familiar with ALL INFORMI. TlON published by the manufaclurer concerning the airplane, and is required by law to operate lhe airplane in accordance with the FAA Approved Airplane Flight Manual and placards installed.

PREFLIGHT lNSPECTlON

In addition to maintenance inspections and preflight information required by FAR Part 91, a complete, careful preflight inspection is imperative.

May, 1994 10-21

SectIan x %dmaf? Safety Inforrnatlon Single Englne (Piston)

Each airplane has a checklist for the preflight inspection which must be followed. USE THE CHECKLIST,

WEIGHT AND BALANCE

Maintaining center of gravity within the approved envelope throughout the planned flight is an important safety consideration.

The airplane must be loaded so as not to exceed the weight and center of gravily (C.G.) limitations, Airplanes that are loaded above the maximum takeoff or landing weight lirnita- lions will have an averall lower level of performance com- pared to that shown In the Performance section of the Pllat's Operating Handbook and FAA Approved Airplane Flight Manual. If loaded above maximum takeoff weight, takeoff distance and the landing distance will be longer than that shown in the Performance section; the stalling speed will be higher, rate of climb, the cruising speed, and the range of the airplane at any level of fuel will all be lower than shown in the Performance section.

If an airplane is loaded so that the C.G, is forward of the forward limit, it will require additional control movements f o r maneuvering the airplane with correspondingly higher control forces. The pilot may have difficulty during takeoH and fanding because of the elevator control limits.

If an airplane is loaded afC of the ah C.G. limitation, the pilot will experience a lower level of stability. Airplane characteristics that indicate a lower stability level are; lower control lorces, difficulty in trimming the airplane, lower control forces for maneuvering with attendant danger of structurat over. load, decayed stall characteristics, and a lower Ievef of lateral-directional damping.

Ensure that all cargo and baggage is properly secured before takeoff, A sudden shift in balance at rotation can cause con! rollability problems.

10-22 May, 1994

Q ~ ~ h a f t Section x Slngle Englne (Piston) Safety Information

AUTOPILOTS AND ELECTRIC TRlM SYSTEMS

Because there are several different models of autopilots and electric trim systems installed in Beech airplanes and different installations and switch positions are possible from airplane to airplane, it is essential that every ownerloperatar review his Airplane Flight Manual (AFM) Supplements end ensure that the supplemen@ property describe the autopilot and trim installations on his specific airplane. Each pilot, prior to flight, must be fully aware of the proper procedures for operation, and particularly disengagement, for the system as installed,

In addilion to ensuring compliance with the autopilot manufacturer's maintenance requirements, all owners/operators should thoroughly famitiarize themselves with the operation, function and procedures described in the Airpiane Flight Manual Supplements. Ensure a full understanding of the methods of engagement and disengagement of the autopilot and trim systems.

Compare the descripiions and procedures contained in the Supplements to the actual installation in the airplane to ensure that the supplement accurately describes your installation. Test that at! buttons, switches and circuit breakers function as described in the Supplements. I f they do not function as described, have the system repaired by a qualified service agency, If field service advice or assistance is necessary, contact Beech Aircraft Corporation, Customer Support Department.

As stated in all AFM Supplenenls for autopilot systems and trim systems installed on Beech airphnes; the prsftight check must be conducted before every flight. The preflight check assures not only that the systems and all OF their features are operating properly, but also that the pilot, before flight, is familiar with the proper means of engagement and disengagement of the autopilot and trim system.

Section x fkedmaft Safety Information Slngle Engine (Plston]

Autopilot Airplane Flight Manual Supplements caution against trying to override the autopilot system during flight without disengaging the autopilot because the autopilot will continue to trim the airplane and oppose the pilot's actions. This could result in a severely out of trim condition. This is a basic feature of all autopilots with electric trim follow-up.

Do not try to manually override the autopilot during flight.

1N CASE OF EMERGENCY, YOU CAN OVERPOWER THE AUTOPILOT TO CORRECT THE ATTITUDE, BUT THE AUTOPILOT AND ELECTRIC TRIM MUST THEN I MMEOl- ATELY BE DISENGAGED.

It is often difficult to distinguish an autopiiot malfunction from an electric trim system malfunction. The safest course is to deactivate both. (30 not re-engage either system until after you have safely landed. Then havelhe systems checked by a qualified service facility prior to further flight,

Depending upon the installation on your airplane, the following additional methods may be available to disengage !he autopilot Or electric trim in the event that the autopilot or electric trim does not disengage utilizing ths disengage methods specified in the Supplements.

Transient control forces may occur when the autopilot is disengaged.

1. Turn off the autopilot master switch, if installed. 2. PUN the autopilot and trim circuit breaker(s) or turn off

the autopilot switch breaker, if installed. 3. Turn ofl the RADIO MASTER GWITCM, if instatled, and

i f the autopilot system and the trim system are wired through this switch.

10-24 May, 1994

% ~ h t Section x Slngte Englno (Pleton) Safety Information

Radios, including VHF COMM are also disconnected when the radio master switch is off.

4, Turn off the ELECTRIC MASTER SWITCH.

I WARNING I Almost all electrically powered systems will be inoperative. Consult the AFM far further information.

5. Push the GA switch on throttle grip, i f installed (depending upon the autopilot system).

6. Push TEST EACH FLT switch on the autopilot control- ler, i f installed.

NOTE After the autopilot is positively disengaged, i t may be necessary to reslore other electrical functions. Be sure when the master switches are turned on that the autopilot does not re-engage.

The above ways may or may not be available on your autopilot. It is essential that you read your airplane's AFM SUPPLEMENT For your autopilot system and check each function and operation on your system.

The engagement of the autopiiot must be done in accordance with the instructions and procedures contained in the AFM SUPPLEMENT.

May, 1994 10-25

Sectton X Safety Information

QmMtft Single Engine (Plston)

Particular attention must be paid to the autopilot settings prior to engagement. I f you attempt to engage the autopilot when !he airplane is out of trim, a large attitude change may occur.

IT IS ESSENTIAL THAT THE PROCEDURES SET FORTH IN THE APPROVED AFM SUPPLEMENTS FOR YOUR SPECIFIC INSTALLATION BE FOLLOWED BEFORE ENGAGING THE AUTOPILOT.

FLUTTER

Flutter is a phenomenon that can occur when an aemdy- namic surface begins vibrating. The energy to. sustain the vibration is derived from airflow over the surface. The ampli- tude of the vibration can (1) decrease, i f airspeed is reduced; (2) remain constant, if airspeed is held constant and no failures occur; or (3) increase to the point of self- destruction, especially if airspeed is high and/or is allowed to increase. Flutter can lead to an in-flight break up of the airplane. Airplanes are designed so that llutter will not occur in the normal operating envelope of the airplane as long as the airplane is properly maintained, In the case of any airplane, decreasing the damping and stiffness of the structure or increasing the trailing edge weight of controt surfaces will tend to cause Rutter, l! a combination of those factors is sub ficient, flutter can occur within the normat operating enve- la pe a

Owners and operators of airplanes have the primary responsibility for maintaining their airplanes. To fulfill that responsibility, it is imperative that all airplanes receive a thorough preflight inspection. Improper tension an the control cables or any other loose condition in the flight control system can also cause or contribute fo flutter. Pilot's should pay particu- far attention to control surface attachment hardware includ- Ing tab pushrod attachment during preflight inspection. Looseness of fixed surfaces or movement of control surd faces olher than ln the normal direction of travel should be

10-28 May, 1994

( C ~ & X ~ A Section x Slngle Engine (Piston) Safety Information

rectified before flight. Furlher, owners should take their airplanes to mechanics who have access to current technical publications and prior experience in properly maintaining that make and model of airplane. The owner should make certain that control cable tension inspections are performed as outlined in the applicable Beech Inspection Guide. Worn control sudace attachment hardware must be replaced. Any repainting or repair of a moveable control surface will require a verification of the control surface balance before the airplane is returned to seniice. Control surface drain holes must be open to prevent freezing of accumulated moisture, which could create an increased trailing-edge- heavy control surface and flutter.

If an excessive vibration, particularly in the control column and rudder pedals, is encountered in flight, this may be !he onset of flutler and the procedure to fallow is:

I. IMMEDIATELLY REDUCE AIRSPEED (lower lhe landing gear if necessary).

2. RESTRAIN THE CONTROLS O f THE AIRPLANE UNTIL TW E VIBRATION CEASES.

3. FLY AT THE REDUCED AIRSPEED AND LAND AT THE NEAREST SUITABLE AIRPORT.

4. HAVE THE AlRPWNE INSPECTED FOR AIRFRAME DAMAGE, CONTROL SURFACE ATACHING HARD- WARE CONDlf tON/SECURITY, TRIM TAB FREE PLAY, PROPER CONTROL, CABLE TENSION, AND CONTROL SURFACE BALANCE BY ANOTHER MECHANIC WHO IS FULLY QUALIFIED.

TURBULENT WEATHER

A complete and current weather briefing is a requirement for a safe trip.

Updating of weather information enroute is also essential. The wise pilot knows that weather conditions can change

Sectfan x F)eedwxafi Safety Information Slngle Engine (Plston)

quickly, and treats weather forecasting as professional advice, rather than an absolute fact. He obtains at1 the advice he can, but stays alert to any sign or report of changing conditions.

Plan the flight to avoid areas of reported severe turbulence. It is not always possible to detect individual storm areas or find the in-between clear areas.

The National Weather Service classifies turbulence as follows:

Class of Effect Turbulence

Extreme Airplane is violently tossed about and is practically impossible to control. May cause structural damage,

Severe Airplane may be momentarily out of control. Occupants are thrown violently against the beits and back into the seat, Unsecured objects are tossed about.

Moderate Occupants require seat belts and cccasion- ally are thrown against tho belt. Unsecured objects move about.

Llghf Occupants may be required to use seat belts, but objects in the airplane remain at rest.

Thunderstorms, squall lines and violent turbulence should be regarded as extremely dangerous and must be avoided. Hail and tornadic wind velocities can be encountered in thunderstorms that can destroy any airplane, just as torna- does destroy nearly everything in their path on the ground.

Thunderstorms also pose the possibility of a lightning strike on an airplane, Any structure or equipment which shows evidence of a lightning stn'ke, or of being subjected l o a high

10-28 May, 1994

(ikechft Section x SIngle Englne (Piston) Safety fnforrnation

current flaw dus l o a strike, or is a suspecled part of a lightning strike path through ihe airplane should be thoroughly inspected and any damage repaired prior to additional flight.

A roll cloud ahead of a squall line or thunderstorm is visible evidence of extreme turbulence; however, the absence of a roll cloud should not be interpreted as denoting that severe turbulence is not present.

Even though flight in severe turbulence must be avoided, flight in turbulent air may be encountered unexpectedly under certain conditions.

The following recommendations should be observed for airplane operation in turbulent air:

flying through turbulent air presents two basic problems, the answer to both of which is proper airspeed. On one hand, if you maintain an excessive airspeed, you run the risk of structural damage or failure; on the other hand, if your airspeed is too low, you may stall.

IF turbulence is encountered, reduce speed to the turbulent alr penetration speed, if given, or to the maneuvering speed, which is listed in the Lirnitatiofls ssction of the Pilot's Oper- ating Handbook and FAA Approved Airplane Flight Manual, These speeds give the best assurance of avoiding excessive stress loads, and at the same time provide the proper margin against inadvertent stalls due to gusts,

Beware of overcontrotting in an attempt to correct for changes in attitude; applying controt pressure abruptfy will build up G-forces rapidly and could cause structural damage or even failure. You should watch particularly your angle of bank, making turns as wide and shallow as possible. Be equally cautious in applying forward or back pressure to keep the airplane level. Maintain straight and level attitude in either up or down drafts, Use trim sparingly to avoid being

May, 1994 1 0-29

Section x Q~hmfk Safety lnformatlon Slng le Englne (Piston)

grossly out of trim as the vertical air columns change veloc- i!y and direction, If necessary to avoid excessive airspeeds, lower the landing gear.

WIND SHEAR

Wind shears are rapid, localized changes in wind direction, which can occur vertically as we\[ as horizontally. Wind shear can be very dangerous to all airplanes, large and small, particularly on approach to landing when airspeeds are stow,

A horizontal wind shear is a sudden change in wind direction or speed that can, for example, transform a headwind into a tailwind, producing a sudden decrease in indicated airspeed because of the inertia of the airplane. A vertical wind shear, is a sudden updraft or downdraft. Microbursts are intense, highly localized severe downdrafts.

The prediction of wind shears is far from an exact science. Monitor your airspeed carefully when flying near storms, particularly on approach. Be mentally prepared to add power and go around at the first indication that a wind shear is being encountered.

WEATHER RADAR

Airborne weather avoidance radar is, as its name implies, for avoiding severe weather--not for penetrating it. Whether to fly into an area of radar echoes depends on echo intensity, spacing between the echoes, and t he capabilities of you and your airplane. Remember that weather radar detects only precipitation drops; it does not detect turbulence, Therefore, the radar scope provides no assurance of avoiding turbulence. The radar scope also does not provide assurance of avoiding instrument weafher due to clouds and fog, Your scope may be clear between intense echoes; this clear area does not necessarily mean you can fly between the storms and maintain visual sighting of them.

10-30 May, 1994


Thunderstorms build and dissipate rapidly. Therefore, do not attempt to plan a course between echoes using ground based radar. The best use @f ground radar information is to isolate general areas and coverage of echoes, You must avoid individual storms from in-flight observations eilher by visual sighting or by airborne radar. 11 is better to avoid the whale ihunderstorm area than to detour around individual storms uniess they are scattered.

Remember that while hail always gives a radar echo, it may fall several miles from the nearest visible cloud and hazardous turbulence may extend to as much as 20 miles from the echo edge, Avoid intense or extreme level echoes by at least 20 miles; that is, such echoes should be separated by at least 40 miles before you fly between them, With weaker echoes you can reduce the distance by which you avoid them.

Above all, remember this: never regard any thunderstorm lightly. Even when radar observers report the echoes are of light intensity, avoiding thunderstorms is the best policy. The following are some do's and don'ts of thunderstorm avoidance:

t . Don't land or take off in the face of an approaching thunderstarm. A sudden gust front of tow level turbulence could cause loss of control.

2. Don't attempt to fty under a thunderstorm even if y.ru can see through to the ather side. Turbuience and wind shear under the storm could be disastrous.

3. Don't fly without airborne radar into a cloud mass containing scanered embedded thunderstorms. Embedded thunderstorms usually can not be visually circumnavi- gated.

4. Don't trust visual appearance to be a reliable indicator of the turbulence inside a lhunderstorrn.

May, I994

Sectlon X Safely lnfurrnatlon

%&raft Slngle Engine (Vlston)

5. Do avoid by at leas! 20 miles any thunderstorm identified as severe or giving an intense radar echo. This is especially true under the anvil of a large cumulonimbus.

6. Do circumnavigate the entire area if the area has 6/10 or greater thunderstom coverage.

7. Do remember that vivid and frequent lightning indicates the probability of a severe thunderstorm.

8. Do regard as extremely hazardous any lhlrnderstorm with tops 35,000 feet or higher, whether the top is visu- atiy sighted or determined by radar.

Jf you cannot avoid penetrating a thunderstorm, the following are some do's BEFORE entering the storm:

9. Tighten your safety bell, put on your shoulder harness, and secure all loose objects.

10. Plan and hold your course to take you through the stom in minimum time,

11. To avoid the most critical Icing, establish a penetration altitude below the freezing level or above the level d -1 5°C.

12, Verify that pitot heat is on and turn on carburetor heat or engine anti-ice. icing can be rapid at any altitude and cause almost instantaneous power failure and(or loss of airspeed Indication.

Pitots flying in mountainous areas should inform themselves of al! aspects of mountain flying, including the effects of top- ographic features an weather conditions. Many good articles have been published, and a synopsis of mountain flying operations is included in the FA4 AIrman's Information Man- ual, Part 1.

Avoid flight at low altitudes over mountainous terrain, particularly near the lee slopes. If the wind velocity near the

10132 May, 1994

Qxd~taft Section x Single Englne (Piston) Safety Informattan

level of the ridge is in excess of 25 knots and approximately perpendicular to the ridge, mountain wave conditions are likely over and near the lee slopes. If the wind veloclty a1 the level of the ridge exceeds 50 knots, a strong mountain wave is probable with extreme up and down drafts and severe turb butence, The worst turbulence will be encountered in and below the rotor zone, which is usually 8 to I 0 miles dawn- wind from the ridge. This zone is sometimes characterized by the presence of "roll clouds" if sufficient moisture is present; altocrrmulus standing lenticular clouds are also visible signs that a mountain wave exists, but their presence is Iikewise dependent on moisture. Mountain wave - turbulence can, of course, occur in dry air and the absence of such clouds should not be taken as assurance that mountain wave turbulence wilt not be encountered. A mountain wave downdraft may exceed the climb capability of your airplane, Avoid mountain wave downdrafts.

VFR - LOW CEILINGS

If you are not instrument rated, do not attempt 'VVFR on Top" ar "Special VFR" flight or clearances, Being caught above a solid c!oud layer when an emergency descent is required (or at destination) is an extremely hazardous position for the VFR pilot. Accepting a clearance out of airpart control zones with no minimum ceiling and one-mile visibility as permitted with "Special VFR" is a fooi'rsh practice far the VFR pilot.

Avoid areas of low ceilings and restricted visibility unless you are instrument rated and proficient and have an instrument equipped airplane, Then proceed with caution and with planned alterna!es.

VFR AT NIGHT

When flying VFR at night, in addition to the altitude appropriate for the direction of flight, pilots should maintain a safe minimum allitude as dictated by terrain, obstacles such as

May, 1994 1 0-3 3

Section x l.k&mft Safety Inforrnatlon Slngle Engine (Piston)

TV towers, or communities in the area flown. This is espe- cialiy true in mountainous terrain, whew there is usually very iittfe ground reference. Minimum clearance is 2.000 feet above the highest obstacle enraute. Do not depend on your ability to see obstacles in time to miss them. Flight on dark nights over sparsely populated country can be the same as IFR, and must be avoided by inexperienced or non-lFR rated pitois.

VERTIGO - DISORIENTA TIUN

Disorieniation can occur in a variety of ways. During flight, inner ear balancing mechanisms are subjected to varied forces not normally experienced on the ground. This. combined with loss of outside visual reference, can cause ver* tigo. False interpretations (illusions) result, and may confuse the pilot's conception of the attitude and position of his airplane.

Under VFR conditions, the visual sense, using the horizon as a reference, can override the illusions. Under low visibib ity conditions (night, fog, clouds, haze, etc.) the illusions pre- dominate. Only through awareness of these illusions, and proficiency in instrument flight procedures, can an airplane be operated safely in a law visibility environment.

Flying in fog, dense haze or dust, cloud banks, or very tow visibility, with strobe lights or rotating beacons turned on can contribute to vertigo. They should be turned off in these conditions, particularly at night.

All pilots should check the weather and use good judgment in planning flights, The VFR pilot should use extra caution in avoiding low visibility conditions.

Motion sickness often precedes or accompanies disorientation and may further jeopardize the flight.

May, 1994

%!&aft Section x Single Englns (Piston) Safety Information

Disorientation in low visibility conditions is not limited to VFR pilots. Although IFR pilots are trained to look al thelr Instru- ments to gain an artificial visual reference as a replacement for the loss of a visual horizon, they do not always do so. This can happen when the pllat's physical condition will not permit him to concentrate on his instruments; when the pilot is not proficient in flying instrument conditions in the airplane he is flying; or, when Ihe pilot's work load of flying by reference lo his instruments is augmented by such factors as turbulence. Even an instrument rated pilot encountering instrument conditions, intentionai or unintentional, should ask himself whether or not he is sufficiently alert and pmfb cient in the airplane he is flying, to fly under IOW visibility conditions and in h e turbulence anticipated or encountered.

If any doubt exists, the flight should not be made or it should be discontinued as soor, as possible.

The result of vertigo is toss of control of the airplane. If t h s loss of control is sustained, i t will result in an excessive speed accident. Excessive speed accidents occur in one OF two manners, either as an inflight airframe separation or as a high speed ground impact; and they are fatal accidents in either case.. All airplanes are subject to this form of accident,

For years, Beech Pilot's Operating Handbooks and FAA Approved Airplane Flight Manuals have contained instructions that the landing gear should be extended in any cir- cumstance in which the pilot encounters IFR conditions which approach the limits of his capability or his ratings. Lowering the gear in IFR conditions or flight into heavy or severe turbulence, tends to stabilize the airplane, assists in maintaining proper airspeed, and will subitantially *reduce the possibility of reaching excessive airspeeds with cata- strophic consequences, even where loss of control is experienced,

Excessive speed accidents occur at airspeeds greatly in excess of two operating limitations which are specified in the

May, 1994 10-35

Sectlon X Qxidmft Safety Informat Ion Slngls Englns (Plston)

manuals: Maximum maneuvering speed and the "red linea or "never exceed" speed. Such speed limits are set to protect the structure of an airplane. Far example, flight controls are designed lo be used to their fullest extent only below !he airpiane's maximum maneuvering speed. As a result, the control surfaces should never be suddenly or fully deflected above maximum maneuvering speed. Turbulence penetra- lion shouid not be p~rformed above that speed. The accidents we are discussing here occur at airspeeds greatly in excess of these limitations. No airplane should ever be flown beyond its FAA approved operating limitations.

STALLS, SLOW FLIGHT AND V7AINING

The stall warning system must be kept operational at all times and must not be deactivated by jnternrptlon of circuits, circuit breakers, or fuses. Compliance with this requirement is especially important in all high performance single engine airplanes during simulated engine-out practice or stall dem. onstrations, because the stat1 speed is crltical in all low- spaed operation OF airplanes.

Training should be accampiished under the supervision of a qualified instructor-pilot, with careful reference to the appli- cablo sections of the FAA Practical Test Standards and FAA Pibt Transition Courses for Complex Single Engine and tight Twin Engine Airplanes (AC 61-9). In parlicular, observe carefully the warnings in the Ptactical Test Stan- dards.

SPINS

A major cause of fatal accidents in general aviation airplanes 1s a spin. Stall demonstrations and practice are a means far a pilot to acquire the skills to recognize when a stall is about to occur and to recover as soon as the first signs of a stall are evldent. If a atall does not occur a A spin cannot occur.

16 May, 1494

!ikdmaft Section x Sirigln Engine (Pidon) Safety lnformatlon

It is important to remember, however, that a stall can occur in any flight attitude, at any airspeed, if controls are mls- used.

Unless your airplane has been specifically certificated in the acrobatic category and specifically tested for spin recovery characteristics, it is placarded against intentional spins.

The pilot of an airplane placarded against intentional spins should assume that the airplane may become unconfrollabia in a spin, since its performarice characteristics beyond certain limits specified in the FAA regulations may not have been tested and are unknown. This is why airplanes are placarded against intentional spins, and this is why stall avoidance is your protection against an inadvefient spin.

Pilots are taught that intentional spins are entered by delib- erately inducing a yawing moment with the controls as the airplane is stalled. Inadvertent spins result from the same combination - stall plus yaw. That is why it is important to USE? coordinated controls and to recover at the first indication of a stall when practicing stalls.

Always remember that extra alertness and pilot techniques are required for slow flight maneuvers, including the praclice or demonstration of stalls. In addition to the foregoing mandatory procedure, always:

Be cedain that !he center of gravity of the airplane is as far fotward as possible. Forward C.G. aids stall recovery, spin avoidance and spin recovery. An ah C.G. can create a tendency for a spin to stabilize, which delays recovery.

* Whenever a student pilot wit1 be required to practice slow flight, be certain that the qualified instructor pilot has a full set of operable controls available. FAA regulations prohibit flight instruction without full dual controls.

May, 1994 10-37

Section x (ikedmft Safety Information Slngle Englne (Plston)

Conduct any maneuvers which could possibly result in a spin at attitudes in excess of five thousand (5,000) feet above ground level in clear air only, Remember that an airplane, at or near traffic pattern and approach altitudes, cannot recover from a spin, or perhaps even a stall, before impact with the ground. On final approach maintain at least the airspeed shown in t h e flight manual. .

Remember that i f an airplane flown under instrument conditions is permitted to stall or enter a spin, the pilot, without reference to the horizon, is certain to become disoriented. He may be unable to recognize a stall, spin entry, or the spin condition and he may be unable to determine even the direction of the rotalbn.

Finaliy, never forget that stall avoidance is your best protection against an inadvertent spin. MAlNTAl N YOUR AIRSPEED.

!n airplanes not certificated for aerobatics, spins are prohibited. I f a spin is entered inadvertently:

Immediately move the control column full forward and sirnuttaneously. apply full rudder opposite to the direction of the spin; continue to hatd this position until rotation stops and then neutralize all controls and execute a smooth pullout. Ailerons should be neutral and the throttle in idle position at all times during recovey,

DESCENT

In single engine piston-powered airplanes, supercharged or normally aspirated, it is necessary to avoid prolonged descents with low power, as this produces two problems: (1) excessively cook cylinder head temperatures which cause premature engine wear, and (2) exces~ively rich mixtures due to idle enrichment (and altitude) which causes soot and lead deposits on the spark plugs (fouling). The second of these is the more serious consideration; the engine may nut

10-38 May, 1994

h f t Section x Slngle Englne (Ploton) Safety Information

respond to the throtlls when i l is desired to discontinue the descent. Both problems are amenable to one solution: maintain adequate power to keep cylinder head temperature in the "greenJ' range during descent, aqd lean to best power mixture (that is, progressively enrich the mixture from crulse only slightly as altitude decreases), This procedure will lengthen the descent, of course, and requires some advance planning. If i t is necessary to make a prolonged descent at or near idle, as in practicigg forced landings, at least avoid the problem of fouled spark plugs by frequently advancing the throttle until the engine runs smoothly, and maintain an appropriate mixture setting with altlude, (Refer to pre-landing check Ilst.)

VORTICES - WAKE TURBULENCE

Every airplane generates wakes of turbulence while in flight. Part of this is from the plapeller or jet engine, and part from the wing tip vortices. The larger and heavier the airplane, the more pronounced and turbulent the wakes will be. Wing tip vortices from large, heavy airplanes are very severe at close range, degenerating with time, wind and distance, These are rdling in nature, from each wing tip, In tests, vor- tex velocities of I33 knots have been recorded. Encounter- ing the rolling effect of wing tip vortices within two minutes after passage of large airplanes is most hazardous to light airplanes. This roll effect can exceed the maximum counter roft obtainable in s light airplane. The turbulent areas may remain for as long as three minutes or more, depending on wind conditions, and may extend several miles behind the airplane, Plan to fly slightly above and to the windward side of other airplanes. Because of the wide variety of conditions that can be encountered, there is no set rule to follow to avoid wake turbulence in at1 situations. However, the Air- man's Information Manual, and to a greater extent Adviso y Circular 90-23, Aircraft Wake Turbulence, provide a thorough discussion of the factors you should be aware of when wake turbulence may be encountered.

May, 1994 10-39

Sectlon X Safety lnformatlon

Fked.rclaft Slngle Englne (Plston)

TAKEOFF AND lANDING CONDl T/QNS

When taking OH on runways covered with water or freezing slush, the landing gear should remain extended for approximately ten seconds longer than normal, allowing the wheels to spin and dissipate the freezing moisture. The landing gear should lhen be cycled up, then down, wait approxima!ely five seconds and then retracted again. Caution must be exercised to insure that the entire operation is performed below Maximum Landing Gear Operating Airspeed.

Use caution when landing on runways that are covered by water or slush which cause hydroplaning (aquaplaning), a phenomenon that renders braking and steering ineffective because of the lack af sufficient surface friction. Snow and ice covered runways are also hazardous. The pilot should also be aiert to the possibility of the brakes freezing.

Use caution when taking off or tanding during gusty wind conditions. Also be aware of the special wind conditions caused by buildings or other obstructions located near the runway.

MEDlCAL FACTS FOR PILOTS

GENERAL

When the pilot enters !he airplane, he becomes an integral part of the man-machine system, He IS just as essential to a successful flight as the control surfaces. To ignore the pilot in preflight planning would be as senseless as failing to inspect the integrity of the control surfaces or any other vital part of the machine. The pilot has the responsibility for determining his reliabijity ~ r i o r to entering !he airplane for flight. When piloting an airplane, an individual should be free of conditions which are harmful to alertness, ability to make correct dacisions, and rapid reaction time.

May, 1994

%&craft Slngie Engine (Piston)


FATIGUE

Fatigue generally slows reaction time and causes errors due to inattention. In addition to the most common cause of fatigue; insufficient rest and loss of sleep, the pressures of business, financial worries, and family problems can be important contributing facbrs. I f you are tired, don't fly.

Hypoxia, in sirnpie terms, is a lack of sufficient oxygen to keep the brain and other body tissues functioning property. There is a wide individual variation 3n susceptibility to hypoxia. In addition to progressivsly insufficient oxygen at higher altitudes, anything interfering with the blood's ability to carry oxygen can contribute to hypoxia (anemias, carbon monoxide, and certain drugs). Also, alcohol and various drugs decrease the brain's tolerance to hypoxia.

Your body has no built-in alarm system to let you know when you are not getting enough oxygen. It is impossible to predict when or where hypoxia will occur during a given flight, or how it will manifest itself, Some of the common symptoms of hypoxia are increased breathing rate, a light- headed or dizzy sensation, tingling or warm sensation, sweating, reduced visual field, sleepiness, blue coloring of skin, fingernails, and lips, and behavior changes. A paflicu- lady dangerous feature of hypoxia is an increased sense ~f well-being, called euphoria. It obscures a person's ability and desire to be critical of himself, slaws reaction time, and impairs thinking ability. Consequently, a hypoxic individual commonly believes things are getting progressively better while he nears total collapse.

The symptoms are slow but progressive, insidious in onset, and are most marked at altitudes starting above ten thousand feet. Night vision, however, can be impaired starting at an altitude of 5,000 feet. Persons who have recently overin- dulged in alcohol, who are moderate to heavy smokers, or

May, 1994 10-41

Sectlan X Safety lnformatlon

kdmft Single Engine (Plston)

who take certain drugs, may be more susceptible to hypoxia. Susceptibility may also vary in the same individual from day to day or even morning to evening. Use oxygen on flights above 10,000 feet and at any time when symptoms appear.

Depending upon altitude, a hypoxic individual has a limited time to make decisions and perform useful acts, even though he may remain conscious for a longer period. The time of useful consciousness is approximately 3-5 minutes at 25,000 feet of altit~de wd diminishes markedly as altitude increases,

Should symptoms occur that cannot definitely be identified as either hypaxia or hyperventilation, try three or four deep breaths of oxygen. The symptoms should improve markedly if the condition was hypoxia (recovery from hypdxia is rapid).

Pitots who fly to altitudes that require or may require the use of supplemental oxygen should be thoroughly famihr with the operation ot the airplane oxygen systems, A preflight inspection of the system should be performed, including proper fit of the mask. The passengers should be briefed on the proper uss of !heir oxygen system before flight.

Pilots who wear beads should be carejul to ensure that their beard is carefully trimmed so that it will not interfere with proper sealing of the oxygen masks. If you wear a beard or moustache, test the fit of your oxygen mask on the ground for proper sealing. Studies conducted by the military and oxygen equipment manufacturers conclude that oxygen masks do not seal over beards or heavy facial hair.

Federal Aviation Regulations related to the use af supplemental oxygen by flight crew and passengers musf be adhered to if flight at higher altitudes is to be accomplished safely. Passengers with significant circulatory or lung dis- ease may need to use supplemental oxygen at lower altitudes than specified by these regulations.

Qakraft Slngle Engine (Piston)


HYPER VENTllA TlON

Hypewentilation, or ~vetbreathing, is a disturbance of respi- ration that may occur in individuals as a result of emotional tension or anxiety. Under conditions of emotional stress, fright, or pain, breathing rate may increase, causing increased lung ventilation, although the carbon dioxlde output of the body cells does not Increase. As a result, carbon dioxide is "washed o u r of the blood. The most common symptoms of hyperventilation are: dizziness, nausea, sleepiness, and finally, unconsciousnessp If the symptoms persist, discontinue use of oxygen and consciously slaw your breathing rate until symptoms clear, and !hen resume normal breathing rate. Normal breathing can be aided by talk- ing aloud,

ALCOHOL

Common sense and scientific evidence dictate that you must not fly as a crew member while under the influence of alcohol. Alcohal, even in small amounts, produces (among other things):

A dulling of critical judgement.

0 A decreased sense of responsibility.

Diminished skill reactions and coordination,

Decreased speed and strength of muscular reflexes (even after one ounce of alcohol),

Decreases in emciency of eye movements during reading (after one ounce of alcohol).

Increased frequency of errors (after one ounce of alcohol) . Constriction of visual fields.

Decreased ability to see under dim illuminations.

Loss of efficiency of sense of touch.

Decrease of memory and reasoning ability.

May, 1994 10-43

Section x k h a f ? Safety Information Slngle Englne (Plston)

Increased susceptibility 1s fatigue and decreased attention span. Decreased relevance of response. Increased self confidence with decreased insight into immediate capabilities.

Tests have shown that pilots commit major errors of judgment and procedure at blood alcohol levels substantially less than the minimum legal levels of intoxication for most states. These tesls furfher show a continuation of impairment from alcohol up to as many as f4 hours after consumption, with no appreciable diminution of impairment. The body metabohes ingested alcahat at a rate of about one- third of an ounce per hour. Even after the body completely destroys a moderate amount of alcohol, a pilot can still be severely impaired for many hours by hangover. The effecls of alcohol on the body are magnified at altitudes, as 2 oz. of alcohol at 18,000 feet produce the same adverse effects as 6 oz. at sea Ievei,

Federal Aviation Regulations have been amended to reflect the FAA's growing concern with the effects of alcohol impairment. FAR 91 states: ''Alcohol or drugs,

(a) No person may act or atiernpt to act as a crew- member of a civil aircraft -

(1) Within 8 hours after the consumption of any alcoholic beverage; (2) While under the influence of alcohol; (3) While using any drug that affects the person's faculties in any way contrary to safety: or

(4) While having .04 percent by weight or more alcohol in the blood.

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(Bxd~t Section x Slngle Engine (Piston) Safety lnfotmatlan

(b) Except in an emergency, no pilot of a civil air. crab may allow a person who appears to be intoxi- cated or who demonstrates by manner or physical indications that the individual is under the inftuenca of drugs (except a medical patient under proper care) lo be carried in that aircraft."

Because of the slow destruction of alcohol by the body, a pilot may still be under influence eight hours afler drinking a moderate amount of alcohol. Therefore, an excellent rule is to allow at least 12 to 24 hours between "bottle and throttle," depending an the amount of alcoholic beverage consumed.

DRUGS

Self-medication or taking medicine in any farm when you are flying can be extremely hazardous. Even simple home or over-the-counter remedies and drugs such as aspirin, anti- histamines, cold tablets, cough mixtures, laxatives, tranquil- izers, and appetite suppressors, may seriously impair the judgment and coordination needed while flying. The safest rule is to take no medicine before or while flying, except after consuhation with your Aviation Medical Examiner,

SCUBA DIVING

Flying shortly after any prolonged scuba diving could be dangerous. Under the increased pressure of the water, excess nitrogen is absorbed into your system. If sufficient time has not elapsed prior to takeoff for your system to rid itself ol this excess gas, you may experience the bends at altitudes even under 10,000 feet, where most light planes fly.

CARBON MQNOXiDE AND NIGHT VISION

The presence of carbon monoxide resuits in hypoxia which will affect night vision in the same manner and extent as hypoxia from high altitudes. Even small levels of carbon

May, 1994

Section x Qeechcraff Set* ~nfocrnatlon Slngle Englne (Piston)

monoxide have the same effect as an altitude increase of 8,000 to 10,000 feet. Smoking severai cigarettes can result in a carbon monoxide saturation sufficient to affect visual sensitivity equal to an lncrsase of 8,000 feel altitude.

DECOMPRESSlON SICKNESS

Pilots flying unpressurized airplanes at altitudes in excess of 10,000 feet should be alert for the symptoms of 'decompression sickness'. This phenomenon, while rare, can impair the pilot's ability to perform and in extreme cases, can.result in the victim being rendered unconscious. Decampressian sickness, also known as dysbarism and aviators "bends", is caused by nitrogen bubble formation in body tissue as the ambient air pressure is reduced by chmbing to higher altitudes, The symptoms are pain in the joints, abdominal cramps, burning sensations in the skin, visual impairment and numbness. Some of hese symptoms are similar to hypoxia. The only known remedy for decompression sickness is recompression, which can only be accomplished in an unpressurized stirplane by descending. The pilot should immediately descend if it is suspected that this condition exists, since the effects will only worsen with continued exposure b the reduced pressure environment at attitude and could result, if uncorrected, in complete incapacitation. The possibility of decompression sickness can be greatly reduced by pre-breathing oxygen prior to flight and by com- mencing oxygen breathing well below the altitudits where it is legally mandatory.

May, 1994

Qxdmkft Seetlon x Stngla Englne (Plston) Safety Informatian

A FINAL WORD Airplanes are truly remarkable machines. They enable us to shrink distance end time, and to expand our business and personal horizons in ways that, not too many years ago, were virtually inconceivable. For many businesses, the general aviation airplane has become the Indispensable tool of efficiency,

Advances in the mechanical reliability of the airplanes we fly have been equally impressive, as attested by the steadily declining statistics of accidents attributed to mechanical causes, at a time when the airframe, systems and power plants have grown infinitely mare complex. The explosion in capability of avionics systems is even more remarkable, Radar, RNAV, LORAN, sophisticated autopilots and other devices which, just a few years ago, were too large and pro- hibitively expensive for general avialiok size airplanes, are becoming increasingly commonplace in even the smallest airplanes.

It is thus that this Safety information is directed to the pilot, for it is in the area of the skill and proficiency of you, the pilot, that the greatest gains in safe flying are :o be made over the years to come. Intimate knowledge of your airplane, its capabilities and its limitations, and disciplined adherence to the procedures for your airplane's operation, will enable you to transform potential tragedy into an interesting hangat story when - as i t inevitably will - the abnormal situation is presented.

Know your airplane's limitations, and your awn. Never exceed either.

Safe flying,

BEECH AtF ICRAn CORPORATION

May, 1994

Section X Safety lnformatlon

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May, 1994