P+A = Performance
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Join Date: Jul 2002
Location: Aust
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P+A = Performance
for the Duchess......
1. What power settings throughout an instrument approach?
2. What works for an ILS?
3. Any other handy Duchy instrument tips?
Thanks - Oz
1. What power settings throughout an instrument approach?
2. What works for an ILS?
3. Any other handy Duchy instrument tips?
Thanks - Oz
Join Date: Jun 2001
Location: Living next door to Alan
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Thinking, thinking, thinking.....
1. Memory fading... I seem to remember 15"MAP 2 engine descent and about 18-20" circling with gear down and 1st stage of flap.
2. Having both engines is good
However, my rule of thumb is no more than 10deg of HDG change from IAF to OM, then 5deg (the width of either side of the HDG bug) from OM to DA (to maintain LLZ). Works well on most A/C, not just the BE76.
Pitch attitude - Keep it to the thickness of the horizon bar (little aeroplane) to correct for Glideslope deviations. Once again, works well for most aeroplanes.
3. I think a typical pitch attitude for takeoff in the BE76 is around 8deg nose up. If you are unlucky enough to experience an EFATO, hold this same attitude.....Your IAS will settle on the magic 85kt (VYse).
Most of all, enjoy the training. You could do it in worse A/C.
2. Having both engines is good
However, my rule of thumb is no more than 10deg of HDG change from IAF to OM, then 5deg (the width of either side of the HDG bug) from OM to DA (to maintain LLZ). Works well on most A/C, not just the BE76.Pitch attitude - Keep it to the thickness of the horizon bar (little aeroplane) to correct for Glideslope deviations. Once again, works well for most aeroplanes.
3. I think a typical pitch attitude for takeoff in the BE76 is around 8deg nose up. If you are unlucky enough to experience an EFATO, hold this same attitude.....Your IAS will settle on the magic 85kt (VYse).
Most of all, enjoy the training. You could do it in worse A/C.
I don't want to be the best pilot in the world - Just the oldest
Join Date: Jun 2001
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From my IFR training notes:
Rotate: 70 KIAS to 7 deg nose up
Climb: 110 KIAS, 4 - 7 deg nose up, 2500RPM 25" MAP
Cruise: 2300RPM 23" (approx 135 KIAS)
Cruise Descent: 2300RPM 23", 3 deg nose down & 500 fpm
IF Manoeuvering: 2300RPM 20", 1 - 2 deg nose up (approx 125 KIAS)
IF Clean Descent: 2300RPM 17" 1 deg nose down, 500 fpm
ILS descent: one dot high Gear down, maintain altitude until G/S capture. glide slope capture17", att 3 deg nose down, 10deg flap, adjust att for reqd ROD, Adjust MAP for 110 kts
DA: Full Pwr, 7 deg nose up Gear and Flap up.
For an NPA intermediate descent: 2300RPM and 17" @ 500fpm (clean) 125 KIAS
NPA Final: 2300rpm 17" gear and flaps 10 deg- 110 KIAS
Level at MDA: 22" & Full fine
Jarse's tip of corrections either edge of the heading bug for the LLZ is what I was taught also. Works well.
Rotate: 70 KIAS to 7 deg nose up
Climb: 110 KIAS, 4 - 7 deg nose up, 2500RPM 25" MAP
Cruise: 2300RPM 23" (approx 135 KIAS)
Cruise Descent: 2300RPM 23", 3 deg nose down & 500 fpm
IF Manoeuvering: 2300RPM 20", 1 - 2 deg nose up (approx 125 KIAS)
IF Clean Descent: 2300RPM 17" 1 deg nose down, 500 fpm
ILS descent: one dot high Gear down, maintain altitude until G/S capture. glide slope capture17", att 3 deg nose down, 10deg flap, adjust att for reqd ROD, Adjust MAP for 110 kts
DA: Full Pwr, 7 deg nose up Gear and Flap up.
For an NPA intermediate descent: 2300RPM and 17" @ 500fpm (clean) 125 KIAS
NPA Final: 2300rpm 17" gear and flaps 10 deg- 110 KIAS
Level at MDA: 22" & Full fine
Jarse's tip of corrections either edge of the heading bug for the LLZ is what I was taught also. Works well.
Last edited by Islander Jock; 12th Sep 2002 at 12:42.
