Beechcraft V, 3. B onanza. 5 This book is incomplete without a current FAA Approved Airplane Flight Manual, P/N 35-590118-23, which consists of Limitations, Normal Procedures, Emergency Procedures, and Supplemental Data sections. All FAA Approved Data must be kept in reach of the pilot during all flight operations. PILOT’S OPERATING MANUAL PUBLISHED BY PARTS AND SERVICE OPERATIONS. BEECH AIRCRAFT CORPORATION WICHITA, KANSAS 67201 U.S.A. P/N 36-590118-21 Issued: August 18, 1972 ‘Supersedes: 35-590118-1 P/N 35-590118-21A3 35-590118-17 - Revised: March 12, 1976Original A2 Revision AB Title Page “A Page aand b © d e ge FAA Title Page i and ii FAA Log of Revisions Section | Section 1 Section Il 4-1 through 4-200. =. AL 5-1 through 5-12, . AT 61 pete Ca a 62 ieeeebigrattaneevereeetey | 6-3 + 4. .Original 6-4 through 6-7 - AT 6s through 6-10 ‘Original 3 through 6-18 1 geet 20 through 6-28 -29 and 6-30. -30A and 6-308 -31 through 6-35 WYIERPADOED bo oon 2 through 77 98-36083 LIST OF EFFECTIVE PAGES Always destroy superseded pages when inserting revised pages. August 18, 1972 February 7, 1975 October 3; 1975 March 12; 1976 ° -A3 2 AS se AT Original See FAA Flight Manual Log of Revisions | » See FAA Flight Manual’ Log of Revisions . See FAA Flight Manual Log of Revisions . See FAA Flight Manual Log of Revisions . See. FAA Flight Manual Log of Revisions . See FAA Flight Manual Log of Revisions 79 pierce -Al 7-10 through 7-15 ‘Original 7TAGand 7-17. | AB 7Vi8and7-19 . «AL 7-20 through 7-23. Original 7-24 through 7-29... AI 70 ‘Original 7-31 ** ~ ae 732. | | lriginal Section VIII Supplemental Data 84 FAA Flight Manual Log of Revision ~ BS Section 1X Safety Information 9-1 through 9-33... A2 A Bonanza V35BTHANK YOU... for displaying your confidence in us by selecting a BEECHCRAFT airplane. Our design engineers, assemblers, and. inspectors have utilized their skills and years of ex Bonanza meets the high standards of quality and performance for which BEECHCRAFT airplanes have perience to ensure that your new BEECHCRAFT become famous throughout the world. Al IMPORTANT NOTICE This manual should be read carefully in order that you may become familiar with the operation of your Bonanza. Suggestions and recommendations have been made within it to help you obtain maximum performance without sacrificing economy. Furthermore, you should also be familiar with and operate your new BEECHCRAFT in accordance with the Federal Aviation Administration Approved Airplane Flight Manual and/or the FAA approved placards which are located in your BEECHCRAFT. As a further reminder, you should also be familiar with the applicable Federal Aviation Regulations concerning operation and maintenance of the airplane and FAR Part 91 General Operating and Flight Rules, Likewise your airplane must be operated and maintained in accordance with FAA Airworthiness Directives which may be issued against your BEECHCRAFT. The Federal Aviation Regulations place the responsibility for the maintenance of this airplane on you, and you should assure yourself that all maintenance is done by qualified mechanics in conformity with all airworthiness requirements established for this airplane. Bonanza V35B Pilot's Operating ManualAll limits, procedures, safety practices, time limits, servicing, and maintenance requirements contained in this manual are considered mandatory for the continued airworthiness of your airplane, in a condition equal to that of its original manufacture. Authorized BEECHCRAFT Part and Service Outlets will have recommended modification, service, and operating procedures issued by both FAA and Beech Aircraft Corporation, designed to get maximum utility and safety from your airplane. USE OF THE MANUAL The Pilot’s Operating Manual is designed to contain documents necessary for the safe and efficient operation of the Bonanza. The manual has been prepared in loose leaf form for ease in maintenance and in a convenient size for storage in the glove compartment. The manual has been arranged with quick reference tabs imprinted with the title of each section and contains four basic divisions: (1) the FAA Approved Airplane Flight Manual; Section I Limitations, Section I] Normal Procedures, Section III Emergency Procedures, (2) Weight and Balance, Section V, (3) Pilot’s Operating Manual; Section IV Performance, Section VI Systems, Section VII Servicing, and (4) Supplemental Data, Section VIII. The three FAA approved sections must be in the airplane during all flight operations. For pilot convenience, the Normal Procedures section and the Emergency Procedures section have been presented in check list form. If desired, the plastic envelopes supplied in the back of the book may be used to encase the sheets that are used most extensively. The Weight and Balance section of the manual carries the normal loading tables for this model of airplane. In addition, the individual Aircraft Basic Empty Weight and Balance form and Equipment Lists are stored in a plastic envelope for protective purposes. b Bonanza V35B Pilot's Operating Manual AlThe third basic division, the Pilot’s Operating Manual, contains performance data in the form of graphs and tables, the Systems section, which contains information on the individual systems of the airplane, and Servicing section which is presented for the purpose of aiding in the care of the airplane with recommended maintenance and servicing information. The final section of the book, Supplemental Data, includes not only the FAA approved documents that must be carried in the airplane during all flight operations, but also any additional supplemental data pertinent to the operation of the airplane. The FAA approved data, furnished by Beech Aircraft Corporation; will be listed on a Log of Revision page in the front of the section. REVISING THE MANUAL The second page of this manual is a “List of Effective Pages” containing a complete current listing and status of all pages i.e., Original, Revised, Reissued or those described in another section. Also, in the lower right corner of the outlined portion, is a box containing a capital letter which denotes the issue or reissue of the manual. It will be advanced one letter, alphabetically, per reissue. This letter will be suffixed by a number whenever an issue is revised and a new List of Effective Pages will be received to replace the previous one. Following the title page of the FAA Approved Airplane Flight Manual is the Flight Manual Log of Revisions page which contains: the listing of the contents of the FAA approved sections. The same procedure is used to denote reissues and revisions as in the List of Effective Pages except that when inserting a revision the log page will be added to the manual and kept until a new reissue is received. Bonanza V35B Pilot's Operating Manual cNOTE Due to the large variety of airplane configurations available through optional equipment, it should be noted that in describing and illustrating the manual, optional equipment may not be designated as such in every case. Through variations provided by custom designing, the illustrations in this manual will not be typical of every airplane. Service Publications, Reissues, or Revisions are not automatically provided to the holder of this manual. For information on how to obtain “Revision Service” applicable to this manual, consult your BEECHCRAFT Parts and Service Outlet or refer to BEECHCRAFT Service Instructions No. 0250-010, Revision | or subsequent revisions. Bonanza V35B Pilot's Operating Manual AlTABULAR INDEX SECTION I LIMITATIONS SECTION. . . NORMAL PROCEDURES SECTION III : EMERGENCY PROCEDURES SECTION IV PERFORMANCE SECTIONV . . WEIGHT & BALANCE SECTION VI SYSTEMS SECTION VII SERVICING SECTION VIIL SUPPLEMENTAL DATA FAA Flight Manual Sauce Log of Revisions SECTION IX a SAFETY INFORMATION . See FAA Flight Manual Log of Revisions . See FAA Flight Manual Log of Revisions . See FAA Flight Manual Log of Revisions 41 5 6-1 Tl -8-1 8-3 9-1 A2 Bonanza V35B Pilot's Operating Manual eFAA APPROVED AIRPLANE ERG SEe : ONL EP.Y FOR THE Beechcraft V35B onanza. NOTE: THE FAA APPROVED AIRPLANE FLIGHT MANUAL MUST BE KEPT WITHIN REACH OF THE PILOT DURING ALL FLIGHT OPERATIONS Mfr's Serial No. Registration No. FAA Approved by f* CHESTER A. REMBLESKE BEECH AIRCRAFT CORPORATION DOA cE2 Date of Approval __ August 18, 1972 35-590118-23 ‘Supersedes: 35-690118-3 35-590118-5 Part No. 35-590118-11 Approved, based on CAR 3, Utility CategoryTABLE OF CONTENTS FAA REVISION LOG SECTION I, LIMITATIONS ENGINE eee ere eee tenretie ered tated 1-1 PROPELLER eta etre tied FUEL . 1-1 ENGINE INSTRUMENT MARKINGS (ROUND TYPE) . . 1-2 ENGINE INSTRUMENT MARKINGS (VERTICAL ELECTRICALLY OPERATED TYPE) 1-3 AIRSPEED LIMITATIONS . . ‘ 1-4 APPROVED MANEUVERS (3400 POUNDS) 15 DESIGN LOAD FACTORS (3400 POUNDS). 15 WEIGHT AND CENTER OF GRAVITY “4% 15 CGLIMIT(GEARDOWN) . .... . 15 PLACARDS . .. . eel aeegeep 1-6 SECTION II, NORMAL PROCEDURES PREGCIGH I snctaeeesg: seers saeredeeacaee| BEFORESTARTING . .... . . 23 STARTING teeta eee eeeato sd BEFORETAKE-OFF . . 1... 1. 25 (oleh ee ara eee eee ere | CRUISE seca geeteee eee eee DESOENT feces eters ee epee ya oe BEFORELANDING ...... . 26 SHUTDOWN; f « 5 + 1 x ess 27 SECTION Ill, EMERGENCY PROCEDURES ENGINEFIRE(GROUND) . . . . . . 3-4 ENGINE FAILURE ON TAKE-OFF peeaeeriaitieitioe | ENGINE MALFUNCTION IN FLIGHT woe 82 AIRSTARTPROCEDURE . ... . . 33 FAA Approved Bonanza V35B Revised: 3/12/76 Airplane Flight Manual iSECTION III, EMERGENCY PROCEDURES (Cont'd) ENGINE FIRE (FLIGHT) 3-3 EMERGENCY DESCENT ee 3-3 MAXIMUM GLIDE CONFIGURATION 13-4 LANDING GEAR MANUAL EXTENSION 13-4 EMERGENCY LANDING 135 GEAR-UP LANDING +35 SPINS ete 13-5 UNLATCHED DOOR IN FLIGHT 13-6 ALTERNATOR OUT PROCEDURE : 3-6 VERTICAL ELECTRICALLY OPERATED ENGINE INSTRUMENTS slits 3-7 UNSCHEDULED ELECTRICAL PITCH TRIM 3-7 EMERGENCY STATIC AIR SOURCE SYSTEM . , aoe ered tee 3-7 EMERGENCY EXIT 3-9 SECTION VIII, SUPPLEMENTAL DATA SUPPLEMENTAL DATA . 8-1 FAA FLIGHT MANUAL SUPPLEMENTS LOG OF REVISIONS 8-3 Bonanza V35B FAA Approved ii Airplane Flight Manual —_Revised: 3/12/76LOG OF REVISIONS Bonanza V35B Airplane Flight Manual, P/N 35-590118-23 All sections listed below are FAA Approved and must be in the aircraft during all flight operations. Revision] Revised Description of Original Original Original Original Original ————————__ A HW debug Chester A. Rembleske / Beech Aircraft Corporation DOA CE-2 A black bar on a revised page shows current change. FAA Approved Issued: 8/18/72 Log of RevisionLOG OF REVISIONS Bonanza V35B Airplane Flight Manual, P/N 35-590118-23 Description of Revision Serialize Placard Serialize Placard Add Placard Add Placards Revise Manual Extension Procedures =o HA eh Chester A. Rembleske /] Beech Aitcraft Corpor DOA CE-2 A black bar on a revised page shows current change, FAA Approved Revised: 10/15/73 Log of Revisionapr i i eyes LOG OF REVISIONS Bonanza V35B Airplane Flight Manual, P/N 35-590118-23 All sections listed below are FAA Approved and must be in the! aircraft during all flight operations. Description of Revision Revised Spin Recovery Procedure oo LH de Chester A. Rembleske Beech Aircraft Corpora DOA CE-2 98-36084 A black bar on a revised page shows current change. FAA Approved Revised: 6/20/74Bonanza V35B Ai LOG OF REVISIONS irplane Flight Manual, P/N 35-5901 18-23 Alll sections listed below are FAA Approved and must be in the] i andii 1-10 through 1-13 23 through 26 Revision Revise Table of Contents Serialize Placards Add Placards Shift Material Add Seat Belts and Shoulder Harness to Check List Delete Emergency Exit Procedure Delete Door Closing Procedure Add New Emergency Exit Procedure 4 / y Chester A. Rembleske \ /j Beech Aircraft Corpofétion % DOA CE-2 Vv A black bar en a revised page shows current change. FAA Approved Revised: 3/12/76 Log of RevisionLIMITATIONSSECTION | LIMITATIONS All airspeeds quoted in this section are calibrated airspeeds (CAS). The following limitations must be observed in the operation of this airplane. ENGINE Airplane equipped with a Continental 10-520-B or 10-520-BA fuel injected engine. Take-off and maximum continuous operation (sea level): 2700 rpm, full throttle; 285 hp. S PROPELLER: McCauley constant speed two-blade propeller using 2A36C23 hub with 84B-O blades. Pitch setting at 30 inch station; low 13,3° high 29.2°. Diameter is: Maximum 84 in., Minimum 82 in, - or, McCauley constant speed three-blade propeller using 3A32C76 hub with 82NB-2 blades. Pitch setting at 30 inch station; low 13.3°, high 29.0°. Diameter is: Maximum 80 in., Minimum 78-1/2 in. FUEL Standard fuel system: Two 22-gallon tanks in wings. Total 44 gallons usable, Aviation Gasoline 100/130 (Green) minimum grade. Optional “fuel system? Two 37:gallon tanks in wings, Total74° gallons usable, Aviation’ Gasoline=100/130 (Green) minimum grade. Do not take off when Fuel Quantity Gages indicate in Yellow Band or with less than 13 gallons in each main tank. Maximum slip duration is 30 seconds. FAA Approved Bonanza V35B Issued: 8/18/72 Airplane Flight Manual 11ENGINE INSTRUMENT MARKINGS (ROUND TYPE) Oil Temperature Caution (Yellow Radial) =. . . . 100°F/38°C Operating Range (Green Arc) . 100° to 240°F/38° to 116°C Maximum (Red Radial) ogg SAOrR/ L6G Oil Pressure Minimum Pressure (Red Radial) . . . 30psi. Operating Range (Green Arc) . . . 301060 psi Maximum Pressure (Red Radial) . . . 100 psi Fuel Flow Minimum (Red Radial) Leet ereae te 1.5 psi Operating Range (Green Arc) . . 6.9 to 24.3 gph or 41.4 to 145.8 pph Maximum (Red Radial) ce ne a WAopa Tachometer Operating Range (Green Arc) . 1800 to 2700 rpm Maximum RPM (Red Radial) . . . — 2700rpm Cylinder Head Temperature Operating Range (Green Arc) « 200° to 460°F/93° to 238°C Maximum Temperature (Red Radial) 460°F/238°C Manifold Pressure Operating Range (Green Arc). . 15 to 29.6 in Hg Maximum (Red Radial) . . . . 29.6inHg Instrument Pressure Minimum (Red Radial) crrareereegadengin- He Operating Range (Green Arc). . 3.5 to5.5 in, Hg Maximum (Red Radial) =. . . . 5.5 in. Hg or Operating Range (Green Arc). . 4.3 to5.9 in. Hg Bonanza V35B FAA Approved 1-2 Airplane Flight Manual Issued: 8/18/72Fuel Quantity Yellow Band (22-gal Main Tank). . Eto 1/2 full Yellow Band (37-gal Main Tank) . . Eto 3/8 full ENGINE INSTRUMENT MARKINGS (VERTICAL ELECTRICALLY OPERATED TYPE) Oil Temperature Caution (YellowLine) . 2. . a 3eC Operating Range (Green Band) * 38° C to 116°C Maximum (Red Line) . . . . . . . 116°C Oil Pressure Minimum Pressure (Red Line) . . . . . 30psi Operating Range (Green Band) » « 30 to 60 psi Maximum Pressure (Red Line) « +» - f00psi Fuel Flow Minimum (Red Line). ; | Spa Operating Range (Green Band) “41.4 to 145.8 oh Maximum (RedLine) . . 2 . LS psi Tachometer Operating Range (Green Band) 1800 to 2700 rpm Maximum RPM (RedLine) =... 2700 rpm Cylinder Head Temperature Operating Range (Green Band) ~ 93°C to 238°C Maximum Temperature (Red Line)... 238°C Manifold Pressure Operating Range (Green Band) —.._ 15 to 29.6 in Hg Maximum at Sea Level (Red Line) . 29.6 in. Hg FAA Approved Bonanza V35B Issued: 8/18/72 Airplane Flight Manual 1-3Instrument Pressure Minimum (Red Radial) pace 3.5 in. Hg Operating Range (Green Arc). . 3.5 to 5.5 in, Hg Maximum (Red Radial) te eee 5.5 in. Hg or Operating Range (Green Arc) . . 4.3 to5.9 in. Hg Fuel Quantity Yellow Band (22-gal Main Tank). . 0 to 80 lbs Yellow Band (37-gal Main Tank) . . 0 to 80 Ibs AIRSPEED LIMITATIONS Never Exceed (Glide or Dive, Smooth Air) (Red Radial) . . . 225 mph/195 kts Caution Range (Yellow Arc) 190 to 225 mph/165 to 195 kts Operating Range (Green Arc) 73 to 190 mph/63 to 165 kts Flap Extension Range (White Arc) 63 to 140 mph/55 to 122 kts Maximum Gear Operating Speed 175 mph/152 kts Maximum Gear Extended Speed ‘175 mph/152 kts Maximuin Design Maneuvering Speed 152 mph/132kts Maximum Structural Cruising Speed 190 mph/165 kts Bonanza V35B FAA Approved 14 Airplane Flight Manual Issued: 8/18/72APPROVED MANEUVERS (3400 POUNDS) MANEUVER ENTRY SPEED Chandelle . . . . . 152 mph/132 knots SteepTum . . . . . 152 mph/132 knots Lazy Eight . . . . . 152 mph/132 knots Stall (Except Whip)... _—_ Use slow deceleration Spins are prohibited, DESIGN LOAD FACTORS (3400 POUNDS) 4.4G positive maneuvering load factor with flaps up. 2.0G positive maneuvering load factor with flaps down. WEIGHT AND CENTER OF GRAVITY Maximum Gross Weight 3400 Ibs. Datum is 83.1 inches forward of center line through forward jack points. MAC leading edge is 66.7 inches aft of datum. MAC length is 65.3 inches. CG LIMITS (Gear Down) Forward:77.0 inches aft of datum to 2900 Ibs "with straight line variation to 82.1 inches at 3400 Ibs Aft: g5.7 inches aft of datum to 3000 Ibs with straight line variation to 84.4 inches at 3400 Ibs FAA Approved Bonanza V35B Issued: 8/18/72 Airplane Flight Manual 15PLACARDS On Left = Kl Side Panel: ‘AIR SPEED LIMITATION @ MAXIMUM SPEED WITH LANDING GEAR EXTENDED (NORMAL) 17S MPH. (182 KTS! MAXIMUM DESIGN MANEUVERING SPEED 152 MPH. (192 KTS) UTILITY CATEGORY AIRPLANE (OPERATE IN. ACCORDANCE WITH FAA [RPPROVED AIRPLANE FLIGHT MANUAL INTENTIONAL SPINS PROHIBITED NO_ACROBATIC MANEUVERS APPROVED ~. ExcEPT THOSE USTED IN THE AIRPLANE FIGHT MANUAL On Control Console: ON me ee PUSH OPEN ‘PUSH HI RPM \ AUX FUEL PUMP OPERATION (Tv) TAKE-OFF AND LAND WITH AUX FUEL PUMP OFF EXCEPT IN CASE OF LOSS OF FUEL PRESS a rues not aurervare ant) Ana an ete On Left Side of Control Console Support (D-9069 through |D-9537): GENERATOR CIRCUIT BREAKER PUSH TO RESET Bonanza V35B FAA Approved 1-6 Airplane Flight Manual —_ Revised: 10/15/73PLACARDS (Cont'd) On Fuel Selector Panel: Standard 44 Gallon System "DO NOT TAKE OFF IF FUEL QUANTITY GAGES - INDICATE IN YELLOW BAND OR WITH LESS <> THAN 13 GALLONS IN EACH MAIN TANK oO RH TANK LH TANK magal 22 GAL O O Optional 74 Gallon System DO NOT TAKE OFF IF FUEL QUANTITY GAGES | \ © INDICATE IN YELLOW BAND OR WITH LESS -<@ THAN 13 GALLONS IN EACH MAIN TANK = Ln. oO RH TANK Ud TANK a7 GAL 37 GAL O FAA Approved Bonanza V36B Issued: 8/18/72 Airplane Flight Manual 17PLACARDS (Cont’‘d) On Top of Front Spar Carry-Thru Structure Between Front Seats: EMERGENCY LANDING GEAR INSTRUCTIONS, TO EXTEND ENGAGE HANDLE IN REAR OF FRONT SEAT AND TURN. COUNTERCLOCKWISE AS FAR AS POSSIBLE (50 TURNS) On Left Side Panel Below Instrument Sub-panel when Emergency Static Air System is Installed: T® WARNING! EMERGENCY AIRSPEED STATIC SOURCE on SEE PILOTS CHECK List FMERGENCY- (OR FLIGHT MANUAL tt EMERGENCY PROCEDURES FOR AIRSPEED & ALTIMETER OFF CALIBRATION ERROR — NORMAL i fl On Left Side Pane! Near Firewall Air Controls: IN CASE OF ENGINE FIRE @® PULL FIREWALL AIR) @ CONTROL TO CLOSE On Instrument Panel when Anti-collision Lights are not installed: iter | THIS AIRCRAFT NOT FULLY EQUIPPED FOR NIGHT FLIGHT Bonanza V35B FAA Approved 1-8 Airplane Flight Manual Issued: 8/18/72PLACARDS (Cont'd) On Oxygen Console (Optional): ee WARNING _ DO NOT SMOKE WHILE OXYGEN IS IN USE HOSE PLUG MUST BE PULLED OUT TO STOP FLOW OF OXYGEN Around Each Oxygen Outlet : Above Inside Door Handle (D-9096 through D-9537): Below left middle window when folding fifth and sixth seats are installed: EMERGENCY EXIT PULL PIN PUSH WINDOW OUT FAA Approved Bonanza V35B Revised: 10/15/73 Airplane Flight Manual 1-9PLACARDS (Cont'd) On Middle Windows (Openable) : | DO NOT OPEN LATCH WINDOW i IN| FLIGHT BEFORE TAKE-OFF On Hat Shelf: [ HAT SHELF O HEAVY OBJECTS | Below Controls on Control Console: ® NOTICE REMOVE WINTER BAFFLES WHEN OAT EXCEEDS 70° F ® On Left Side Window When Shoulder Harness Is Installed [ (Prior to D-9862): [ WHEN SHOULDER HARNESS a IS IN USE, SNUG LAP BELT WITH BUCKLE CENTERED IN FRONT OF OCCUPANT WITH L. SEAT BACK UPRIGHT | Bonanza V35B FAA Approved 1-10 Aircraft Flight Manual Revised: 3/12/76PLACARDS (Cont'd) On Windows Adjacent To Pilot’s And Copilot’s Seats| (D-9862 and after): SHOULDER HARNESS | MUST BE WORN AT ALL TIMES WHILE AT PILOT POSITIONS —_ | On Windows Adjacent To 3rd, 4th, 5th, & 6th Seats (D-9862 and After): SHOULDER HARNESS MUST BE WORN DURING TAKE-OFF AND LANDING WITH SEAT BACK UPRIGHT On Inboard Side Of Seat Back For 3rd & 4th Seats (D-9862| and After): FAA Approved Bonanza V35B Revised: 3/12/76 Airplane Flight Manual 1-11Above Inside Door Handle (D-9538 and after): ROTATE HANDLE TO FULL LOCKED POSITION @ — On Emergency Crank Access Cover (D-9538 and after): LANDING GEAR EMERGENCY CRANK PULL OUT LIFT UP L_ an On inside of Baggage Compartment Door: ' BAGGAGE, CARGO OR FAMILY SEATS T e LOAD IN ACCORDANCE WITH WEIGHT AND BALANCE DATA MAXIMUM STRUCTURAL CAPACITY — 270 POUNDS 4) @ be BAGGAGE AND CARGO COMPARTMENT FLOOR STRUCTURAL CAPACITY 270 POUNDS MAXIMUM CHECK AIRCRAFT FLIGHT MANUAL FOR WEIGHT AND CENTER OF GRAVITY LIMITS WHEN LOADING €&. BAGGAGE CARGO OR FAMILY SEATS Bonanza V35B FAA Approved 1-12 Airplane Flight Manual Revised: 3/12/76PLACARDS (Cont'd) Under Left Subpanel (D-9538 and After): ALT | CIRCUIT BREAKER FAA Approved Bonanza V35B Revised: 3/12/76 Airplane Flight ManualNORMAL PROCEDURESSECTION Il NORMAL PROCEDURES % All airspeeds quoted in this section are indicated airspeeds (IAS). 8 oe PREFLIGHT INSPECTION 1, CABIN: oe a, Parking Brake - SET b. Control Lock - REMOVE c. All Switches - OFF 2, RIGHT FUSELAGE: ee a. Baggage Compartment Door - SECURE b. Static Pressure Button - UNOBSTRUCTED c. Emergency Locator Transmitter - ARMED FAA Approved Bonanza V35B Issued: 8/18/72 Airplane Flight Manual 2413. EMPENNAGE: a. Control Surfaces - CHECK b. Tie Down - REMOVE c. Position Light - CHECK d. Cabin Air Intake - CHECK 4, LEFT FUSELAGE: a, Static Pressure Button - UNOBSTRUCTED b. All Antennas - CHECK : 5. LEFT WING TRAILING EDGE: a. Flap- CHECK b. Aileron- CHECK c. Wing Tip - CHECK d. Position Light - CHECK 6. LEFT WING LEADING EDGE. a. Stall Warning - CHECK b. Pitot Tube - CHECK, (Remove Cover) c, Fuel Tank - CHECK QUANTITY; Filler Cap - SECURE, Cabin Air Intake - CHECK Tie Down and Chocks - REMOVE. ee 7. LEFT LANDING GEAR: a. Wheel Well Door, Tire and Strut - CHECK b, Fuel Vent -CHECK c. Fuel Sump - DRAIN d. Fuel Selector Valve Sump - DRAIN; Cover - SECURE, 8. NOSE SECTION: a. Left Cowl Flap - CHECK b. Engine Oil - CHECK, Cap - SECURE Bonanza V35B FAA Approved 2-2 Airplane Flight Manual Issued: 8/18/72 e 4 ‘$TT Left Cowl - SECURE Propeller - CHECK. Wheel Well Doors, Tire and Strut - CHECK Landing and Taxi Lights - CHECK Induction Air Intake - CLEAR Engine - CHECK GENERAL CONDITION Right Cowl - SECURE Right Cowl Flap - CHECK or pe me ag 9. RIGHT LANDING GEAR: a. Fuel Vent - CHECK b. Fuel Sump - DRAIN c. Wheel Well Door, Tire and Strut - CHECK 10. RIGHT WING LEADING EDGE: a. Cabin Air Intake - CHECK b. Tie Down and Chocks - REMOVE c. Fuel Tank - CHECK QUANTITY; Filler Cap - SECURE. | 11. RIGHT WING TRAILING EDGE: a. Position Light - CHECK b. Wing Tip - CHECK c. Aileron - CHECK d. Flap- CHECK BEFORE STARTING 1. Seats - POSITION AND LOCK. SEAT wa UPRIGHT. . Seat Belts and Shoulder Hamesses - FASTEN Parking Brake - SET All Avionics - OFF . Circuit Breakers - IN Landing Gear Handle - DOWN | Flaps - UP Cowl Flaps - OPEN Light Switches - OFF . Electric Elevator Trim Switch ([f Installed) - OFF . Fuel Selector Valve - SELECT CELL MORE NEARLY FULL BSeengavawr FAA Approved Bonanza V35B Revised: 3/12/76 Airplane Flight Manual 2312. Battery and Altemator Switches - ON (If external power is used, turn Altemator Switch - OFF) 13. Fuel Quantity Indicators - CHECK QUANTITY WARNING Do not take off if gages indicate in yellow arc or with less than 13 gallons in each main tank. 5 STARTING 1. Mixture - FULL RICH 2. Propeller - HIGH RPM ra 3. Throttle - FULL OPEN 4, Auxiliary Fuel Pump - ON until fuel flow peaks then OFF 5, Throttle - Approximately 1/4 inch open 6. Magneto/Start Switch - START position; release to BOTH position when engine fires 7 in Event of Overprime Condition o..Mixture- IDLE CUT-OF b. Throttle - OPEN c. N Start Switch - START position d. As engine fires, reduce throttle to IDLE and advance the mixture control to FULL RICH NOTE During hot starts, the Auxiliary Fuel Pump is turned on momentarily after starting to purge @ system, then turned off. 8. Oil Pressure - CHECK 9, External Power (if used) - DISCONNECT 10, Alternator Switch - ON e 11, Warm-up - 1000 to 1200 RPM Bonanza V35B FAA Approved 24 Airplane Flight Manual Revised: 3/12/76NOTE Do not operate engine above warm-up speed @ until oil temperature reaches 75°F (24°C). 2. All Engine Indicators - CHECK . Avionics Equipment - AS REQUIRED . Lights - AS REQUIRED BEFORE TAKE-OFF . Parking Brake - SET . Radios - CHECK. . Engine Instruments - CHECK . Flight Instruments - CHECK and SET . Auxiliary Fuel Pump - OFF . Throttle - 1700 RPM |. Propeller - EXERCISE to obtain 300 to 400 rpm drop; return to high rpm . Magnetos - CHECK at 1700 rpm on each magneto, variance between individual magnetos should not exceed 50 rpm . Trim - SET a, Aileron - NEUTRAL b. Elevator - 0° (3° nose up if only front seat occupied) laps - CHECK and SET . Door and Windows - SECURE . Seat Belts and Shoulder Harnesses - CHECK . Controls - FREE “Mixture - FULL RICH (or as required by field elevation) . Brakes - RELEASED . Instruments - CHECK, make final check of manifold pressure, fuel flow, and rpm at the start of the take-off run FAA Approved Bonanza V35B Revised: 3/12/76 Airplane Flight ManualCLIMB 1. Engine Temperatures - MONITOR 2. Throttle - ADVANCE to maintain manifold pressure CRUISE 1. Cowl Flaps - CLOSED 2. Power - SET 3. Mixture - LEAN AS REQUIRED NOTE Turbulent air penetration speed is 152 mph/132 kts maximum. DESCENT 1, Mixture - MONITOR (Entich as required during descent.) BEFORE LANDING 1, Seat Belts and Shoulder Harnesses - FASTEN. SEAT BACKS UPRIGHT 2. Fuel Selector Va SELECT CELL MORE NEARLY FULL 3. Cowl F - AS REQUIRED 4, Mixture elevation) 5. Landing Gear - DOWN and CHECK. (Maximum extension speed 175 mph/152 kts) 6. Flaps - DOWN (maximum extension speed 140 mph/122 kts.) 7. Airspeed - ESTABLISH NORMAL LANDING APPROACH SPEED. 8. Propeller - HIGH RPM FULL RICH (or as required by field Bonanza V35B FAA Approved 26. Airplane Flight Manual Revised: 3/12/76SHUTDOWN FHF SODMIAHAYNS& . Cowl Flaps - OPEN . Brakes - SET . Electrical and Radio Equipment - OFF Flaps - UP . Propeller - HIGH RPM . Throttle - CLOSE . Mixture - IDLE CUT-OFF . Magneto/Start Switch - OFF, after engine stops . Battery and Alternator Switches - OFF . Control Lock - INSTALL, if conditions warrant. - Install wheel chocks and release brakes if the aircraft is to be left unattended. FAA Approved Bonanza V35B Issued: 8/18/72 Airplane Flight ManualSECTION IIl EMERGENCY PROCEDURES All airspeeds quoted in this section are indicated airspeeds (WAS). The following information is presented to enable you to form, in advance, a definite plan of action for coping with the most probable emergency situations which could occur in the operation of your airplane. Where practicable, the emergencies requiring immediate corrective action are treated in check list form for easy reference and familiarization. Other situations, in which more time is usually permitted to decide on and execute a plan of action, are discussed at some length ENGINE FIRE (GROUND) 1. Mixture - IDLE CUT-OFF 2. Fuel Selector Valve - OFF 3. Battery, Alternator and Magneto/Start Switches - OFF 4. Extinguish with Fire Extinguisher. ENGINE FAILURE ON TAKE-OFF DURING GROUND ROLL 1. Throttle - CLOSED 2. Braking - MAXIMUM 3. Fuel Selector Valve - OFF 4. Battery and Alternator Switches - OFF /f airborne and insufficient runway remains for landing: . Fuel Selector Valve - SELECT OTHER TANK . Auxiliary Fuel Pump - ON . Mixture - FULL RICH . Magnetos - CHECK, ON BOTH Rune FAA Approved Bonanza V35B Issued: 8/18/72 Airplane Flight Manual 3-1IF NO RESTART 1. Select most favorable landing site. 2. The use of landing gear is dependent on the terrain where landing must be made. ENGINE MALFUNCTION IN FLIGHT ENGINE FAILURE The most probable cause of engine failure would be loss of fuel flow or improper functioning of the ignition system. DISCREPANCY CHECKS (Loss of engine power, loss of fuel flow, rough running engine, etc.) 1, Rough Running Engine a. Mixture - FULL RICH, then lean as required. b. Magneto/Start Switch - CHECK on BOTH position 2. Fuel Flow Gage - CHECK (fuel flow abnormally low) a. Mixture - FULL RICH b. Auxiliary Fuel Pump - ON c. Auxiliary Fuel Pump - OFF if performance does not improve in a few moments 3. Fuel Quantity Indicator - CHECK (Fuel tank being used is empty) a. Select other tank (check to feel detent) Bonanza V35B FAA Approved 3-2 Airplane Flight Manual Issued: 8/18/72AIR START PROCEDURE a. Fuel Selector Valve - SELECT TANK MORE NEARLY FULL (check to feel detent) b. Throttle - RETARD c. Mixture Control - FULL RICH d. Auxiliary Fuel Pump - ON until power is regained, then OFF e. Throttle - ADVANCE to desired power f. Mixture - LEAN as required ENGINE FIRE (FLIGHT) The red FIREWALL AIR control on the outboard side of the left lower 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: . Firewall Air Control - PULL TO CLOSE . Mixture - IDLE CUT-OFF. . Fuel Selector Valve - OFF. . Battery, Alternator, and Magneto/Start Switches - OFF. (Extending the landing gear can be accomplished manually if desired.) 5. Do not attempt to restart engine. RENE EMERGENCY DESCENT Reduce power to idle, propeller to high rpm, landing gear down, and establish 175 mph/152 kts. This will provide a maximum rate of descent. FAA Approved Bonanza V35B Issued: 8/18/72 Airplane Flight Manual 3-3 Sa nicerMAXIMUM GLIDE CONFIGURATION 1. Landing Gear - UP 2. Flaps - UP 3. Cowl Flaps - CLOSED 4. Propeller - LOW RPM 5. Airspeed - 122 MPH/105 KTS Glide distance is approximately 2 statute miles per 1000 feet of altitude above the terrain. LANDING GEAR MANUAL EXTENSION Manual extension of the landing gear can be facilitated by first reducing airspeed. Then proceed as follows: 1. LDG GR MOTOR Circuit Breaker (Right Subpanel) - OFF (PULL OUT). 2. Landing Gear Switch Handle - DOWN position. 3. Remove Safety Boot or Cover from handcrank handle at rear of front seats. 4. Engage handcrank and turn counterclockwise as far as possible (approximately 50 turns). 5. If electrical system is operative, check landing gear position lights and warning horn (check LDG GR RELAY circuit breaker engaged). 6. Disengage handcrank. [Always keep the handcrank strapped or stowed in the disengaged position when not in use. Do not retract the landing gear manually. WARNING After landing do not move any landing gear controls or reset any switches or circuit breakers until aircraft is on jacks as failure may have been in the gear up circuit and gear might retract on the ground. Bonanza V35B FAA Approved 34 Airplane Flight Manual _—Revised: 10/15/73EMERGENCY LANDING When assured of reaching the landing site selected, and on € final approach: 1. Airspeed - Establish 90 to 95 mph/78 to 83 kts 2. Fuel Selector Valve - OFF 3. Mixture - IDLE CUT-OFF @ 4. Magneto/Start Switch - OFF 5. Flaps - AS REQUIRED 6. Landing Gear - DOWN OR UP, DEPENDING ON TERRAIN 7. Battery and Alternator Switch - OFF GEAR-UP LANDING If possible, choose firm sod or foamed runway. Make a normal approach, using flaps as necessary. When you are sure of making the selected landing spot: . Throttle - CLOSED Mixture - IDLE CUT-OFF . Battery, Alternator and Magneto/Start Switches - OFF . Fuel Selector Valve - OFF . Keep wings level during touchdown . Get clear of the airplane as soon as possible after it e stops. SPINS AVvAwWNE @ _ Spins are prohibited. If a spin is entered inadvertently: Immediately move the control column full forward and simultaneously apply full rudder opposite to the direction of the spin; continue to hold this control position until @ _tvitation 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. FAA Approved Bonanza V35B Revised: 6/20/74 Airplane Flight Manual 35UNLATCHED 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. 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. ALTERNATOR OUT PROCEDURE A failure of the alternator will place the entire electrical operation of the aircraft on the battery. Alternator failure will be indicated by the illumination of the ALT OUT warning light, located on the instrument panel below the flight instruments. When an alternator failure occurs in flight all non-essential electrical load should be discontinued to conserve the battery life. Bonanza V35B FAA Approved 3-6 Airplane Flight Manual Revised: 3/12/76VERTICAL ELECTRICALLY OPERATED ENGINE INSTRUMENTS In event of engine instrument failure, maintain the last known rpm and manifold pressure setting and proceed to the nearest suitable airfield and land. If a higher power setting is required, select maximum rpm and full rich mixture. CAUTION At high altitudes and low power settings, full rich mixtures may result in poor engine operation. Adjust the mixture for smooth engine operation upon power reduction. UNSCHEDULED ELECTRIC PITCH TRIM . Aircraft Attitude - Maintain using elevator control. 2. Actuate Thumb Switch in opposite direction to open circuit breaker. . ON-OFF Switch (On Instrument Panel) - OFF. 4, Retrim with manual trim wheel. w EMERGENCY STATIC AIR SOURCE SYSTEM PROCEDURES The Emergency Static Air Source should be used whenever it is suspected that the static air source might be blocked. Selecting ON EMERGENCY changes the venting of the static air source for airspeed, altimeter, and rate-of-climb readings from the outside static source to the cabin interior. FAA Approved Bonanza V35B Issued: 8/18/72 Airplane Flight Manual 3-7EMERGENCY STATIC AIR SOURCE CALIBRATIONS AIRSPEED CALIBRATIONS NORMAL TO EMERGENCY STATIC AIR SOURCE ‘STORM WINDOW CLOSED ‘STORM WINDOW OPEN GEAR AND | GEAR AND| GEAR AND FLAPS DOWN| FLAPS UP _| FLAPS DOWN las (MPH) 83 72 76 102 1 95 120 110 113 128 ALTIMETER CORRECTION EMERGENCY STATIC AIR SOURCE STORM WINDOW CLOSED STORM WINDOW OPEN. GEAR AND | GEAR AND AR AND FLAPS DOWN| FLAPS UP__|_ FLAPS DOWN. FEET FEET FEET 15 419 54 +4 69 42 0 88 56 (+) Actual Altitude Higher than Indicated Altitude (-) Actual Altitude Lower than Indicated Altitude Bonanza V35B FAA Approved 38 Airplane Flight Manual Issued: 8/18/72EMERGENCY EXIT ‘An emergency exit is provided by the openable window on the left side of the airplane as indicated by an emergency exit placard. The cabin door, the optional cargo door and/or the openable window on the right side of the cabin| may be used for egress if required. The right openable window operates in the same manner as the emergency exit for egress. To open emergency exit: 1. Unlatch window 2. Pull pin and push window out NOTE On D-9862 and after, for access past the 3rd and/or 4th seats, rotate the red handle, located on the lower inboard side of the seat back, and fold the seat back over. FAA Approved Bonanza V35B Revised: 3/12/76 Airplane Flight Manual 39PERFORMANCESECTION IV PERFORMANCE TABLE OF CONTENTS Take-Off Speeds Climb Speeds Cruise Speeds Range Stall Speeds Landing Speeds Wind Components Normal Take-Off & Maximum Climb (Climb Speeds) Maximum Climb (Rate-of-Climb) Maximum Climb (Time to Climb) Manifold Pressure Vs. RPM Cruise Operation 3 Fuel Flow Vs. Brake Homeseney Cruise Power Settings (75% Max nee Roueo) Cruise Power Settings (65% Max Continuous Power) Cruise Power Settings (55% Max Continuous Power) Cruise Power Settings (45% Max Continuous Power) Range 75% Maximum Continuous Power Range 65% Maximum Continuous Power Range 55% Maximum Continuous Power Range 45% Maximum Continuous Power Normal Landing Bonanza V35BPERFORMANCE All airspeeds quoted in this section are indicated airspeeds (IAS) unless otherwise specified. The performance data in this section has been established by flight tests and engineering calculation to assist you in operating your airplane. Flight tests were conducted under normal operating conditions using average piloting techniques with the airplane and engine in good condition. In using the following data, allowance for actual conditions must be made. AIRSPEEDS (3400 POUNDS) TAKE-OFF SPEEDS f Normal take-off (0° flaps) . . .92 mph/80 knots CLIMB SPEEDS (with gear and flaps up) Best Rate-of-climb Speed . . 111 mph/96 knots Best Angle-of-climb Speed . . -.95 mph/83 knots CRUISE SPEEDS (TAS) 75% MCP (6,500 ft). . . 203 mph/176 knots 65% MCP (8,000 ft) . . . 195 mph/169 knots 55% MCP (10,000 ft) . . . 185 mph/161 knots 45% to MCP (12,000 ft) . . 164mph/142 knots RANGE - ZERO WIND (includes start, taxi, take-off, and climb to cruise altitude with 45 min reserve at 45% power) 65% Power (10,000 ft) 44Gallon System . . . . . . 466SM 74Gallon System... . . . 900SM 42 Bonanza V35B AlRANGE - ZERO WIND (Continued) 45% Power (12,000 ft) 44-GallonSysem . . . - - - SI4SM 74Gallon System . . . . - - 1007SM STALL SPEEDS (WEIGHT 3400 LBS) Maximum altitude loss during a stall recovery is approximately 300 feet. POWER LEVEL | 30° | 45° | 60° GEAR AND FLAPS UP MPH 61 66 B KTS 53 57. 63 MPH 74 80 88 KTS 64 70 16 GEAR AND FLAPS DOWN MPH 50 54 59 KTS 43 AT 51 MPH 63 68 75 KTS 55 52) 65 LANDING SPEEDS Normal Approach . . . - « 90 mph/78 kts Bonanza V35BWIND COMPONENTS Demonstrated Crosswind is 17 kts EXAMPLE. WIND SPEED 20KTS ANGLE BETWEEN WIND DIRECTION AND FLIGHT PATH 50° HEADWIND COMPONENT 13 KTS CROSSWIND COMPONENT 15 KTS FLIGHT PATH 40: HEAD WIND COMPONENT ~ KNOTS. 6 10 STD 60116 ° 10 2 30 cc) CROSSWIND COMPONENTS ~ KNOTS. 44 Bonanza V35B AlNORMAL TAKE-OFF ASSOCIATED CONDITIONS: POWER ‘TAKE-OFF POWER SET BEFORE BRAKE RELEASE. FLAPS UP. RUNWAY PAVED, LEVEL, DRY SURFACE ‘TAKE-OFF ‘SPEED _IAS AS TABULATED NOTE: GROUND ROLL IS APPROX. 50% OF TOTAL TAKE-OFF DISTANCE OVER A $0 FT OBSTACLE, warcer || POUNDS oy % 3 7 & 3400, +3200 3000 2800) 2600 ; ALTITUDE - FEET’ e000 aT 900 0: i Tas TAKE-OFF SPEED (ASSUMES ZERO INSTR. ERROR) uFT-OFF MPH | KNOTS | MPH] KNOTS EXAMPLE: oar, 18 PRESSURE ALTITUDE 4000 Fr TAKE-OFF WEIGHT 3200 LBs HEAD WIND. ioRNOTS ‘TOTAL TAKE-OFF DISTANCE ‘OVER A 50 FT OBSTACLE 2190 FT GROUND ROLL (59% OF 2190) 1292 FT IAS TAKE-OFF SPEED LIFT-OFF ‘AT 50 FT 0 MPH 90 MPH 0 FEET e 6 3 a ‘LINE REFERENCE 2000 1000 ‘TOTAL TAKE-OFF DISTANCE OVER A 50 FT OBSTACLE ~ FEET © 20 40 60 8010024 26 28 30 32 34.0 10 20 30 oat ~*F Bonanza V35B WEIGHT X 100 POUNDS HEAD WIND ~ KNOTSMAXIMUM CLIMB CLIMB SPEED STANDARD ALTITUDE - FEET INDICATED AIRSPEED - MPH 46 Bonanza V35B AiMAXIMUM CLIMB RATE OF CLIMB ASSOCIATED CONDITIONS: rowsn Sitios commences oo oF xin w arare> sear PATE-OF-CLDAB SPEED suo a1 se 2om0 soo § 3 16000 ve F a E e 3 5 0 : 3 So zi ee Ee & sto on ano om iit eee abet abe see RATE OF CLIMB - FT/MIN vmeeors Al Bonanza V35B 47STANDARD ALTITUDE - FEET 4s MAXIMUM CLIMB TIME TO CLIMB ASSOCIATED CONDITIONS: MAXIMUM CONTINUOUS POWER GEAR AND FLAPS TAKE-OFF WEIGHT o 4 8 we ‘3400 POUNDS BEST RATE-OF-CLIMB SPEED 18 20 2 28 32 40 ‘TIME TO CLIMB - MINUTES Bonanza V35B Al“OH ‘NI O"L JO WAWIXVW v OL dM ‘a3HInDaY Sv ‘GasvauyonN! aq AVW 3HNSSsaud GO4INVW 4O SLIWIT HL ‘(wsl) AVG GHVGNVLS BAOSV 3UNLVYadWaL ylv aqdisino uo4d ‘(vSI) AVG GUVGNVLS OL dN SaHNLVHAdWaL uIV 3GISLNO HO4 Alddv AYNSSaHd GIOJINVIN dO SANTIVA LWT 3HL 3LON 092 ose wau~ aaaas aNIONT a “ONILLSS SBINNO Od Hae ONY suNSSTUE CTOAINV 40 S4NTVA GAONEHOOTE ‘SONILLGS SSID {NO OZONSNNMOSTY LON Wedd ‘SA auNSSadd GIOJINVW Du MI~sunssawa GIOVE 49 Bonanza V35B AlSTANDARD ALTITUDE FEET 4-10 120 140 CRUISE OPERATION STANDARD DAY WEIGHT $400 LBS POWER CAN BE ATTAINED BY INCREASING RPM. SHA tecobatia Regs 160 180 200 ‘TRUE AIRSPEED-MPH Bonanza V35B 126 a 181 im 185 200 ENG SPEED RPW | DAP | 220 AlAl FUEL FLOW vs BRAKE HORSEPOWER Bonanza V35B 4-11< oO 2 9 > 8 € S & 5 ao (Bg0en) ae9e VSI (Si) Ava aavONVAS ay (0,821 4698 Vt TER TSOOW (FJTLLOYHL TINS HO) YSMOd SNONNILNOD WAINIXWIN %SL SDNILLAS HAMOd SINGS 412(502+) 4996+ ¥St (Wal) Avo GuvONIS ete 496 VS ae T300N (TLLOYHL 11N4 YO) H3MOd SNONNILNOD WAWIXWW %S9 SONILLAS YAMOd ASINUD 4-13 Bonanza V35B Al(02+) 486+ Vs (si) Ava quvaNvAs| she 4096 vst (ATLLOYHL 11NJ HO) HSMOd SNONNILNOD WAINIXWIN %SS SONILLAS YAMOd JSINYD Al Bonanza V35B 414| SSS ee wee aT woe | aT ee ae [eer Late a wmf wefeer fe = Pa 8 we am[ear | oe fe on [xo | ees] er | one ie 8 we] weal ver | one [=| we fom | er [vo | ove] oer | cn | we > wo | wesl war [ one fae | eefom | we ]ro | afer] ie oo § feof en[roe | wie fe [owen | am foo | vei] ra | wie one 5 eo | evel coe [ome fer | wef | we foo | ems]cor | one oe € o we [aesf see [aoe fe | ofan] om [uo | [oo] one we a rar Lam [rae rajowm] aan fe] ia} oo a = co ra (G0 3686+ WS (si) nwa auvonvis a 096 (ATLLOYHL 1104 YO) YIMOd SNONNILNOS WAWIX¥IN %SP SONILLAS YAMOd 3SINHO a: <oxio999en (nin ouzz sar aunuvas ~ aonva met ont cathe om om oo ome om om oo oo ° 3 Ss oz 3 if ia a e 2 2 8 g coor 4 is) 8 coxn ayysne—Altmau-tans wuooeivsuomiransiotemae ——“Winoea HR nals aoe snonwnco wanavoawawis “Sanaa st ‘momo say ay ang apuadan Sim pan 'ONIYD Ja033V4 KWL LUV SBOMTONI 3ONVU 2108 ¥YaIMOd SNONNILNOD WAWIXWW %SZ — JONVE Al Bonanza V35B 4-16(onmouaz) seu aunivs ~ a0Nvu e en ons 8: any Haghcod ere va Sa nese wrnugiu nna BRP? ARSE Tee waahtientt semester ans tama ce cara tenes ¥YIMOd SNONNILNOD WAWIXVW %S9 — JONVE 417 Bonanza V35B Alcsaen (ont ou32)saTuN aunavis ~ 3onve E + : : er1050,1V0 S909" woe 9 va 0052 AY STLLOWAL Tang HO eH SE ‘unrwvoo wayoe uamou soonmunoa Ava auvan “Anmoxon aay xy Yana anuas Sinn se OY : cr fro S038 "Dev AWS SSOMTONT SONY 3L0N ¥YIMOd SNONNILNOD WNWIXVW %Ss — JONVA moustans anor Hose unison asad ~ sonuiuwaunssaus Al Bonanza V35B 4-18ete) OST fom ous21 S3tIN auras ~ 30WvH (sin Han ~ oaaesuty ani, wawoose av auLowML Tina wo Sense “Wamoa eS twano4 snonni.noo (ws) Avoayvanvis — ”aunuvwanat ‘nnnnoym sgn 1y Yana anwasay Sau SONY {MINS SNOT LHVIS S2OTTON! SONY 3108 “SHOTTOROTOTIVOOS 4IMOd SNONNILNOD WNWIXWW %St — JONVE as34~aonunty aunssaua 4-19 Bonanza V35B AlNORMAL LANDING ASSOCIATED CONDITIONS: AMIEL: Power AS REQUIRED 70 our. 18 MAGNTADN £00 Ftnan PRESSURE ALTTIUDE {oo Fr DESGENTON APPROACH LANDING WEIGHT Smo uss mars Dow Cran BO ay RUNWAY PAVED, Lz DRYSURFAGE TOTAL LANDING DISTANCE ‘APPROACH Gren AnorTonTAGSE, Lather PABULATED GROUND ROLL jure ee ee IAS APPROACH SPEED ‘87 MPHIAS ‘NOME: GROUND ROLL IS APPROX. 63% OF TOTAL LANDING DISTANCE. ‘OVER A 60 Fr OBSTACLE. TAS APPROACH SPEED weicur | (sstMes ZERO INSTR, ERROR) POUNDS [MPH ‘ENOTS 30 78 e 300] g ‘TOTAL LANDING DISTANCE OVER A 50 FT OBSTACLE ~FEET 2400 ALTITUDE - FT| | ‘8000+ 8000} 4000: 2000: su. 2000 1600 1200 00 0 20 40 60 80'10024 26 29 30 32 34.0 10 20 30 WEIGHT X 100 POUNDS HEAD WIND ~KNOTS 4-20 Bonanza V35B Al~ Reechcratt. Bonanza, WSV35, V35A mn V35B ’ Ver thru D-9068) (D-9069 thru D-9947) Pilot’s Operating Handbook d an FAA Approved Airplane Flight Manual maak APbroved in Utlity Category based on CAR 9. This document ISt DE carried in the airplane at all times and be kept within reach & ‘the Pilot during all fight operations. Ris handbook includes the material required to be furnished to the 5 Pot by CAR 3. TICE: This handbook does not apply to models V35TC, V35A- ZA, andy 35B-TC with turbocharged systems installed per BEECH Awing 35-910028 and/or STC SA 1035WE. a Airplane Serial Number: Aitplane Registration Nu FAp Approved: ‘C. Jackson ech Aircraft Corporatio DOA CE-2 Bychigs noted above, this handbook supersedes all BEECH pub- J LOF Owner's manuals, fight manuals, and check lists issued for ZS 2tBlane with the exception of FAA Approved Airplane Flight ‘Supplements. COPYRIGHT © BEECH 1994 35.590118-31B PIN fm 35-590118-31B4 ‘isSWeq: January, 1982 Revised: July, 1994Published By Commercial Publications BEECH AIRCRAFT CORPORATION Wichita, Kansas 67201 U.S.A. Peechcraft. OD omen pate ARRaythheon Company Manufacturers Associatione BONANZA V35 AND V35A (D-7977 THRU D-9068) AND V35B (D-9069 THRU D-9947) PILOT’S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL B4 Revision once cece eee eee e eee July, 1994 LOG OF REVISIONS Title Page Updated Page A (B4) | New 40-1 thru Revised Section X, Safety 10-48 Information (May, 1994) PAGE Aft Single Engine (Piston) SECTION X SAFETY INFORMATION TABLE OF CONTENTS SUBJECT PAGE Introduction .. 10-3 Sources of Information ..... 10-7 Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual .. 10-7 BEECHCRAFT Service Publications ... - 10-8 Federal Aviation Regulations . 10-10 Airworthiness Directives .. + 10-10 Airman’s Information Manual Advisory Information .. FAA Advisory Circulars .. FAA General Aviation News FAA Accident Prevention Program . Additional Information .. General Information on Specific Topics Maintenance .. Hazards of Unapproved Modifications Flight Planning ... Passenger Information Cards Stowage of Articles Flight Operations General ... Preflight Inspection .. Weight and Balance Autopilots and Electric Flutter ... Turbulent Weather Wind Shear ... Trim Systems VER at Night . Vertigo - Disori May, 1994Single Engine (Pist . ingle Engine (Piston) SECTION X & SAFETY INFORMATION TABLE OF CONTENTS (Continued) SUBJECT PAGE Stalls, Slow Flight and Training 10-36 Spins Desceni Vortices - Wake Turbulence Takeoff and Landing Conditions . Medical Facts for Pilots ssssass ie £88 8 General Fatigue Hypoxia 10-41 Hyperventilation 10-43 Alcohol 10-43 Drugs Scuba Diving Carbon Monoxide and Night Vision Decompression Sickness .... A Final Word 10-2 May, 1994Beechcraft Section X Single Engine (Piston) Safety Information INTRODUCTION Beech Aircraft Corporation has developed this special sum- mary publication of safety information to 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 thor- oughly 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 emer- gency procedures at safe altitudes and airspeeds, prefer- ably with a qualified instructor pilot, until the required action can be accomplished without reference to the manual. Peri- odically review this safety information as part of your recur- rency training regimen. BEECHCRAFT airplanes are designed and built to provide you with many years of safe and efficient transportation. By maintaining your BEECHCRAFT properly and flying it pru- dently you will realize its full potential. . Beech Aircraft Corporation May, 1994 10-3Section X Safety Information Single Engine (Piston) Because your airplane is a high perfor- mance, 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 seri- ous 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 manu- als which accompany the airplane; that FAA 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- PLANE, NO MATTER HOW WELL BUILT INITIALLY, CAN RESULT IN CONSIDERABLE DAMAGE OR TOTAL DESTRUCTION OF THE AIRPLANE, ALONG WITH SERI- OUS OR FATAL INJURIES TO ALL OCCUPANTS. 10-4 May, 1994Qeecheraft Section X Single Engine (Piston) Safety Information GENERAL As a pilot, you are responsible to yourself and to those who fly with you, to other pilots and their 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 con- densed Do's and Don'ts. Do’s Be 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. Be sure all loose articles and baggage are secured. Check freedom and proper direction of operation of all con- trols during preflight inspection. Maintain the prescribed airspeeds in takeoff, climb, descent, and landing. May, 1994 10-5Section X ft Safety Information Single Engine (Piston) Avoid wake turbulence (Vortices). Preplan fuel and fuel tank management before the actual flight. Utilize auxiliary tanks only in level cruise flight. Take off and land on the fullest main tank, NEVER use auxiliary tanks for takeoff or landing. Practice emergency procedures at safe altitudes and air- speeds, 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 alert; 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 thunderstorms or severe weather. Don't fly in possible icing conditions. Don't fly close to mountainous terrain. Don't apply controls abruptly or with high forces that could exceed design loads of the airplane. 10-6 May, 1994Beechcraft Section X Single Engine (Piston) Safety Information Don't fly into weather conditions that are beyond your rat- ings or current proficiency. Don’t fly when physically or mentally exhausted or below par. Don’t trust to luck. SOURCES OF INFORMATION There is a wealth of information available 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 for an emergency in the event that one should occur. PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL 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 manufac- tured, it was equipped with one or more of the following: placards, Owner's Manual, FAA Approved Airplane Flight Manual, FAA Approved Airplane Flight Manual Supple- ments, Pilot's Operating Handbook and FAA 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 Pilot'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 BEECHCRAFT Authorized Outlet. May, 1994 10-7Section X Safety Information Single Engine (Piston) BEECHCRAFT SERVICE PUBLICATIONS Beech Aircraft Corporation publishes a wide variety of manuals, service letters, service instructions, service bulle- tins, safety communiques and other publications for the vari- ous models of BEECHCRAFT airplanes. Information on how to obtain publications relating to your airplane is contained in BEECHCRAFT Service Bulletin number 2001, entitled "General - BEECHCRAFT Service Publications - What is Available and How to Obtain It.” Beech Aircraft Corporation automatically mails original issues and revisions of BEECHCRAFT Service Bulletins (Mandatory, Recommended and Optional), FAA Approved Airplane Flight Manual Supplements, reissues and revisions of FAA Approved Airplane Flight Manuals, Flight Hand- books, Owners Manuals, Pilot's Operating Manuals and Pilot's Operating Handbooks, and original issues and revi- sions of BEECHCRAFT Safety Communiques to BEECH- CRAFT Owner addresses as listed by the FAA Aircraft Reg- istration Branch List and the BEECHCRAFT International Owner Notification Service List. While this information is dis- tributed 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.O. 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 a bank or financing company or an individual not in possession of the airplane. Also, when an airplane is sold, there is a lag in processing the change in registration with the FAA. if you are a new owner, contact your BEECHCRAFT Authorized Outlet and ensure your manuals are up to date. Beech Aircraft Corporation provides a subscription service which provides for direct factory mailing of BEECHCRAFT 10-8 May, 1994Qeecheraft Section X Single Engine (Piston) Safety Information publications applicable 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 Notification Service by which owners are notified by post card of BEECHCRAFT manual reissues, revisions and supplements which are being issued applicable to the air- plane owned. On receipt of such notification, the owner may obtain the publication through a BEECHCRAFT Authorized Outlet. This notification service 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: Supervisor, Special Services Dept. 52 Beech Aircraft Corporation P.O. Box 85 Wichita, Kansas 67201-0085 From time to time Beech Aircraft Corporation issues BEECHCRAFT Safety Communiques dealing with the safe operation of a specific series of airplanes, or airplanes in general. It is recommended that each owner/operator main- tain a current file of these publications. Back issues of BEECHCRAFT Safety Communiques may be obtained with- out charge by sending a request, including airplane model and serial number, to the Supervisor, Special Services, at the address listed above. Airworthiness Directives (AD's) are not issued by the manu- facturer. They are issued and available from the FAA. May, 1994 10-9Section X Safety Information Single Engine (Piston) FEDERAL AVIATION REGULATIONS FAR Part 91, General Operating and Flight Rules, is a docu- ment of law governing operation of airplanes and the own- er's and pilot’s responsibilities. Some of the subjects cov- ered are: Responsibilities and authority of the pilot-in-command Certificates required Liquor and drugs Flight plans Preflight action Fuel requirements Flight rules Maintenance, preventive maintenance, alterations, inspec- tion and maintenance records You, as a pilot, have responsibilities under government regulations. The regulations are designed for your protection and the protection of your passengers and the public. Com- pliance is mandatory. AIRWORTHINESS DIRECTIVES FAR Part 39 specifies that-no person may operate a product to which an Airworthiness Directive issued by the FAA applies, except in accordance with the requirements of that Airworthiness Directive. AIRMAN’S INFORMATION MANUAL The Airman’s Information Manual (AIM) is designed to pro- vide airmen with basic flight information and ATC proce- dures for use in the national airspace system of the United States. It also contains items of interest to pilots concerning health and medical facts, factors affecting flight safety, a pilot/controller glossary of terms in the Air Traffic Control 10-10 May, 1994Beechcraft Section X Single Engine (Piston) Safety Information system, information on safety, and accidenVhazard report- ing. It is revised at six-month intervals and can be pur- chased from the Superintendent of Documents, U.S. 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 Medical Facts for Pilots Preflight Bird Hazards Departures - IFR Good Operating Practices En route - IFR Airport Location Directory Arrival - IFR All pilots must be thoroughly familiar with and use the infor- mation in the AIM. ADVISORY INFORMATION NOTAMS (Notices to 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 airport closed, ter- minal radar out of service, or enroute navigational aids out of service. May, 1994 10-11Section X ft Safety Information Single Engine (Piston) FAA ADVISORY CIRCULARS The FAA issues Advisory Circulars to inform the aviation public in a systematic way of nonregulatory material of inter- est. Advisory Circulars contain a wealth of information with which the prudent pilot should be familiar. A complete list-of current FAA 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 locally in aviation bookstores or at FBO's. These documents are subject to 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: *00-6 Aviation Weather 00-24 Thunderstorms 00-30 Rules of Thumb for Avoiding or Minimizing Encounters with Clear Air Turbulence *00-45 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 20-43 Aircraft Fuel Control 20-105 Engine Power-Loss Accident Prevention 20-113 Pilot Precautions and Procedures to be Taken in Preventing Aircraft Reciprocating Engine Induction System & Fuel System Icing Problems 20-125 Water in Aviation Fuel 10-12 May, 1994Section X Peechcraft Single Engine (Piston) Safety Information 21-4 43-9 43-12 60-4 60-6 60-12 60-13 *61-9 *61-21 *61-23 *61-27 61-67 61-84 *67-2 90-23 90-42 May, 1994 Special Flight Permits for Operation of Overweight Aircraft Maintenance Records: General Aviation Aircraft Preventive Maintenance Pilot's Spatial Disorientation Airplane Flight Manuals (AFM), Approved Manual Materials, Markings and Placards - Airplanes Availability of Industry-Developed Guide- lines for the Conduct of the Biennial Flight Review The Accident Prevention Counselor Pro- gram Pilot Transition Courses for Complex Single-Engine and Light Twin-Engine Air- planes Flight Training Handbook Pilot's Handbook of Aeronautical Knowl- edge Instrument Flying Handbook Hazards Associated with Spins in Airplanes Prohibited from Intentional Spinning. Role of Preflight Preparation Medical Handbook for Pilots Aircraft Wake Turbulence Traffic Advisory Practices at Nontower Air- ports 10-13Section X Qeechcraft Safety Information Single Engine (Piston) & 90-48 Pilot's Role in Collision Avoidance 90-66 Recommended Standard Traffic Patterns for Airplane Operations at Uncontrolled Air- S @ 90-85 Severe Weather Avoidance Plan (SWAP) 91-6 Water, Slush and Snow on the Runway 91-13 Cold Weather Operation of Aircraft *91-23 Pilot's Weight and Balance Handbook S$ 91-26 Maintenance and Handling of Air Driven Gyroscopic Instruments 91-33 Use of Alternate Grades of Aviation Gaso- line for Grade 80/87 and Use of Automotive Gasoline 91-35 Noise, Hearing Damage, and Fatigue in General Aviation Pilots 91-43 Unreliable Airspeed Indications 91-44 Operational and Maintenance Practices for Emergency Locator Transmitters and Receivers 91-46 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 10-14 May, 1994ft Section X Single Engine (Piston) Safety Information 103-4 Hazards Associated with Sublimation of Solid Carbon Dioxide (Dry Ice) Aboard Air- craft 210-5A Military Flying Activities * For Sale FAA GENERAL AVIATION NEWS FAA General Aviation News is published by the FAA in the interest of flight safety. The magazine is designed to pro- mote safety in the air by calling the attention of general aviation airmen 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 FAA assigns accident prevention specialists to each Flight Standards and General Aviation District Office to organize accident prevention program activities. In addition, there are over 3,000 volunteer airmen serving as accident prevention counselors, sharing their technical expertise and professional knowledge with the general aviation commu- nity. The FAA conducts seminars and workshops, and dis- tributes invaluable safety information under this program. Usually the airport manager, the FAA Flight Service 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 counselors serving the District. Before flying over unfamiliar territory, such as mountainous terrain or desert areas, it is advisable for transient pilots to consult with local counselors. They will be familiar with the May, 1994 10-15Section X ft Safety Information Single Engine (Piston) a 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 type of emergency equipment you should be carrying. ADDITIONAL INFORMATION The National Transportation Safety Board and the Federal Aviation Administration periodically issue, in greater detail, general aviation pamphlets concerning aviation safety. 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 Luck, Trust to Safety Rain, Fog, Snow Thunderstorm - TRW re @& Pilot's Weather Briefing Guide Thunderstorms Don't Flirt ... Skirt 'em IFR-VFR - Either Way Disorientation Can Be Fatal IFR Pilot Exam-O-Grams es VFR Pilot Exam-O-Grams Tips on 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 10-16 May, 1994Beechcraft Section X Single Engine (Piston) Safety Information Safety Guide for Private Aircraft Owners Tips on How to Use the Flight Planner Tips on the Use of Ailerons and Rudder Some Hard Facts About Soft Landings Propeller 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 air- worthy 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 air- plane 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 the airplane is maintained in an airworthy condi- tion and that proper maintenance records are kept. Use only genuine BEECHCRAFT or BEECHCRAFT approved parts obtained from BEECHCRAFT approved sources, in 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 pur- chased from sources other than BEECHCRAFT, even though outwardly identical in appearance, may not have had May, 1994 10-17Section X Beechcraft Safety Information Single Engine (Piston) the required tests and inspections performed, may be differ- ent in fabrication techniques and materials, and may be dan- gerous 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 or cannot be authenticated, may have been sub- jected 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 for airplane use. BEECHCRAFT expressly disclaims any responsibility for malfunctions, failures, damage or injury caused by use of non-BEECHCRAFT parts. Airplanes operated for Air Taxi or other than normal opera- tion, and airplanes operated in humid tropics, or cold and damp climates, etc., may need more frequent inspections for wear, corrosion and/or lack of lubrication. In these areas, periodic inspections should be performed until 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 aforementioned factors cannot be controlled by the manufac- turer. Corrosion and its effects must be treated at the earliest pos- sible opportunity. A clean, dry surface is virtually immune to corrosion. Make sure that all drain holes remain unob- structed. Protective films and sealants help to keep corro- sive agents from contacting metallic surfaces. Corrosion 10-18 May, 1994Beechcraft Section X Single Engine (Piston) Safety Information inspections should be made most frequently under high- corrosion-risk operating conditions, such 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 unex- plained 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 MODIFICATIONS Many airplane modifications are approved under Supple- mental Type Certificates (STC’s). Before installing an STC on your airplane, check to make sure that the STC does not conflict with other STC’s that have already been installed. Because approval of 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 with each other when both are installed. Never install an unapproved modi- fication of any type, however innocent the apparent modifi- cation may seem. Always obtain proper FAA approval. Airplane owners and maintenance personnel are particularly cautioned not to make attachments to, or otherwise modify, seats from original certification without approval from the FAA Engineering and Manufacturing District’ Office having original certification 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 for original certification. May, 1994 10-19Section X ft Safety Information Single Engine (Piston) Examples of unauthorized attachments found are drilling holes in seat tubing to attach 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, familiarize himself with all available infor- mation concerning that flight. Obtain a current and complete preflight briefing. This should consist of local, enroute and destination weather and enroute navaid information. Enroute terrain and obstruc- tions, alternate airports, airport 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 delays of one hour or more and remember to close the flight plan at destination. The pilot must be completely familiar with the performance of the airplane and performance data in the Pilot's Operat- ing Handbook and FAA Approved Airplane Flight Manual. The resultant effect of temperature and pressure altitude must be taken into account in performance if not accounted for 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 infor- mation on the proper use of restraint systems, oxygen 10-20 May, 1994Beechcraft Section X Single Engine (Piston) Safety Information masks, emergency exits and emergency bracing proce- dures. Passenger information cards may be obtained at any BEECHCRAFT Authorized Outlet. A pilot should not only be familiar with the information contained in the cards, but should always, prior to flight, inform the passengers of the information contained in the information cards. The pilot should orally brief the passengers on the proper use of restraint systems, doors and emergency exits, and other emergency procedures, as required by Part 91 of the FAR's. STOWAGE OF ARTICLES The space between the seat pan and the floor is utilized to provide space for seat displacement. If 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 thoroughly familiar with ALL INFORMA- TION published by the manufacturer concerning the air- plane, and is required by law to operate the airplane in accordance with the FAA Approved Airplane Flight Manual and placards installed. PREFLIGHT INSPECTION In addition to maintenance inspections and preflight informa- tion required by FAR Part 91, a complete, careful preflight inspection is imperative. May, 1994 10-21Section X ft Safety Information Single Engine (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 consid- eration. The airplane must be loaded so as not to exceed the weight and center of gravity (C.G.) limitations. Airplanes that are loaded above the maximum takeoff or landing weight limita- tions will have an overall lower level of performance com- pared to that shown in the Performance section of the Pilot'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 for- ward limit, it will require additional control movements for maneuvering the airplane with correspondingly higher con- trol forces. The pilot may have difficulty during takeoff and landing because of the elevator control limits. If an airplane is loaded aft of the aft C.G. limitation, the pilot will experience a lower level of stability. Airplane character- istics that indicate a lower stability level are; lower control forces, difficulty in trimming the airplane, lower control forces for maneuvering with attendant danger of structural over- load, decayed stall characteristics, and a lower level of lateral-directional damping. Ensure that all cargo and baggage is properly secured before takeoff. A sudden shift in balance at rotation can cause controllability problems. 10-22 May, 1994Qeecheraft Section X Single Engine (Piston) Safety Information AUTOPILOTS AND ELECTRIC TRIM SYSTEMS Because there are several different models of autopilots and electric trim systems installed in Beech airplanes and differ- ent installations and switch positions are possible from air- plane to airplane, it is essential that every owner/operator review his Airplane Flight Manual (AFM) Supplements and ensure that the supplements properly 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 sys- tem as installed. In addition to ensuring compliance with the autopilot manu- facturer’s maintenance requirements, all owners/operators should thoroughly familiarize themselves with the operation, function and procedures described in the Airplane Flight Manual Supplements. Ensure a full understanding of the methods of engagement and disengagement of the autopi- lot and trim systems. Compare the descriptions and procedures contained in the Supplements to the actual installation in the airplane to ensure that the supplement accurately describes your instal- lation. Test that all buttons, switches and circuit breakers function as described in the Supplements. If they do not function as described, have the system repaired by a quali- fied service agency. If field service advice or assistance is necessary, contact Beech Aircraft Corporation, Customer Support Department. As stated in all AFM Supplements for autopilot systems and trim systems installed on Beech airplanes, the preflight check must be conducted before every flight. The preflight check assures not only that the systems and all of their fea- tures 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. May, 1994 10-23Section X ft Safety Information Single Engine (Piston) 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. IN CASE OF EMERGENCY, YOU CAN OVERPOWER THE AUTOPILOT TO CORRECT THE ATTITUDE, BUT THE AUTOPILOT AND ELECTRIC TRIM MUST THEN IMMEDI- ATELY BE DISENGAGED. It is often difficult to distinguish an autopilot malfunction from an electric trim system malfunction. The safest course is to deactivate both. Do not re-engage either system until after you have safely landed. Then have the systems checked by @ qualified service facility prior to further flight. Depending upon the installation on your airplane, the follow- ing additional methods may be available to disengage the autopilot or electric trim in the event that the autopilot or electric trim does not disengage utilizing the 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. Pull the autopilot and trim circuit breaker(s) or turn off the autopilot switch breaker, if installed. 3. Turn off the RADIO MASTER SWITCH, if installed, and if the autopilot system and the trim system are wired through this switch, 10-24 May, 1994Beechcraft Section X Single Engine (Piston) Safety Information Radios, including VHF COMM are also dis- connected when the radio master switch is off. 4, Turn off the ELECTRIC MASTER SWITCH. Almost all electrically powered systems will be inoperative. Consult the AFM for further information. 5. Push the GA switch on throttle grip, if installed (depend- ing upon the autopilot system). 6. Push TEST EACH FLT switch on the autopilot control- ler, if installed. NOTE After the autopilot is positively disengaged, it may be necessary to restore 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 auto- pilot. 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 autopilot must be done in accor- dance with the instructions and procedures contained in the AFM SUPPLEMENT. May, 1994 10-25Section X Safety Information Single Engine (Piston) Particular attention must be paid to the autopilot settings prior to engagement. If you attempt to engage the autopilot when the 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 aerody- 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, if 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 air- plane. Airplanes are designed so that flutter 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 control surfaces will tend to cause flutter. If a combination of those factors is suf- ficient, flutter can occur within the normal operating enve- lope. Owners and operators of airplanes have the primary respon- sibility for maintaining their airplanes. To fulfill that responsi- bility, it is imperative that all airplanes receive a thorough preflight inspection. Improper tension on the control cables or any other loose condition in the flight control system can also cause or contribute to flutter. Pilot's should pay particu- lar attention to control surface attachment hardware includ- ing tab pushrod attachment during preflight inspection. Looseness of fixed surfaces or movement of control sur- faces other than in the normal direction of travel should be 10-26 May, 1994Beechcraft Section X Single Engine (Piston) Safety Information rectified before flight. Further, owners should take their air- planes 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 surface 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 service. 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 the onset of flutter and the procedure to follow is: 1, IMMEDIATELLY REDUCE AIRSPEED (lower the land- ing gear if necessary). 2. RESTRAIN THE CONTROLS OF THE AIRPLANE UNTIL THE VIBRATION CEASES. 3. FLY AT THE REDUCED AIRSPEED AND LAND AT THE NEAREST SUITABLE AIRPORT. 4. HAVE THE AIRPLANE INSPECTED FOR AIRFRAME DAMAGE, CONTROL SURFACE ATTACHING HARD- WARE CONDITION/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 May, 1994 10-27Section X Qeecheraft Safety Information Single Engine (Piston) quickly, and treats weather forecasting as professional advice, rather than an absolute fact. He obtains all the advice he can, but stays alert to any sign or report of chang- ing 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 fol- lows: 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 belts and back into the seat. Unsecured objects are tossed about. Moderate Occupants require seat belts and occasion- ally are thrown against the belt. Unsecured objects move about. Light 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 strike, or of being subjected to a high 10-28 May, 1994Peechcraft Section X Single Engine (Piston) Safety Information current flow due to a strike, or is a suspected part of a light- ning strike path through the 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 air- plane 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 air- speed is too low, you may stall. If turbulence is encountered, reduce speed to the turbulent ait penetration speed, if given, or to the maneuvering speed, which is listed in the Limitations section of the Pilot's Oper- ating Handbook and FAA Approved Airplane Flight Manual. These speeds give the best assurance of avoiding exces- sive stress loads, and at the same time provide the proper margin against inadvertent stalls due to gusts. Beware of overcontrolling in an attempt to correct for changes in attitude; applying control pressure abruptly 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 10-29Section X Safety Information Single Engine (Piston) grossly out of trim as the vertical air columns change veloc- ity 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 well as horizontally. Wind shear can be very dangerous to all airplanes, large and small, particularly on approach to landing when airspeeds are slow. 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 downdratfts. 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 inten- sity, spacing between the echoes, and the capabilities of you and your airplane. Remember that weather radar detects only precipitation drops; it does not detect turbu- lence. Therefore, the radar scope provides no assurance of avoiding turbulence. The radar scope also does not provide assurance of avoiding instrument weather 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Beechcraft Section X Single Engine (Piston) Safety Information Thunderstorms build and dissipate rapidly. Therefore, do not attempt to plan a course between echoes using ground based radar. The best use of ground radar information is to isolate general areas and coverage of echoes. You must avoid individual storms from in-flight observations either by visual sighting or by airborne radar. It is better to avoid the whole thunderstorm area than to detour around individual storms unless they are scattered. Remember that while hail always gives a radar echo, it may fall several miles from the nearest visible cloud and hazard- ous 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 avoid- ance: 1. Don’t land or take off in the face of an approaching thunderstorm. A sudden gust front of low level turbu- lence could cause loss of control. 2. Don't attempt to fly under a thunderstorm even if you can see through to the other side. Turbulence and wind shear under the storm could be disastrous. 3. Don't fly without airborne radar into a cloud mass con- taining scattered 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 thunderstorm. May, 1994 10-31Section X Beechcraft Safety Information Single Engine (Piston) 5. Do avoid by at least 20 miles any thunderstorm identi- fied 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 thunderstorm coverage. 7. Do remember that vivid and frequent lightning indicates the probability of a severe thunderstorm. 8. Do regard as extremely hazardous any thunderstorm with tops 35,000 feet or higher, whether the top is visu- ally sighted or determined by radar. If you cannot avoid penetrating a thunderstorm, the follow- ing are some do's BEFORE entering the storm: 9. Tighten your safety belt, put on your shoulder harness, and secure all loose objects. 10. Plan and hold your course to take you through the storm in minimum time. 11. To avoid the most critical icing, establish a penetration altitude below the freezing level or above the level of -15°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. MOUNTAIN FLYING Pilots flying in mountainous areas should inform themselves. of all aspects of mountain flying, including the effects of top- ographic features on weather conditions. Many good articles have been published, and a synopsis of mountain flying operations is included in the FAA Airman’s Information Man- ual, Part 1. Avoid flight at low altitudes over mountainous terrain, par- ticularly near the lee slopes. If the wind velocity near the 10-32 May, 1994Peechcraft Section X Single Engine (Piston) Safety Information 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 velocity at the level of the ridge exceeds 50 knots, a strong mountain wave is probable with extreme up and down drafts and severe tur- bulence. The worst turbulence will be encountered in and below the rotor zone, which is usually 8 to 10 miles down- wind from the ridge. This zone is sometimes characterized by the presence of “roll clouds” if sufficient moisture is present; altocumulus standing lenticular clouds are also vis- ible signs that a mountain wave exists, but their presence is likewise 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 will 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 “VFR on Top” or “Special VFR” flight or clearances. Being caught above a solid cloud layer when an emergency descent is required (or at destination) is an extremely hazardous position for the VFR pilot. Accepting a clearance out of airport control zones with no minimum ceiling and one-mile visibility as permitted with “Special VFR” is a foolish practice for the VFR pilot. Avoid areas of low ceilings and restricted visibility unless you are instrument rated and proficient and have an instru- ment equipped airplane. Then proceed with caution and with planned alternates. VFR AT NIGHT When flying VFR at night, in addition to the altitude appro- priate for the direction of flight, pilots should maintain a safe minimum altitude as dictated by terrain, obstacles such as May, 1994 10-33Section X Beechcraft Safety Information Single Engine (Piston) TV towers, or communities in the area flown. This is espe- cially true in mountainous terrain, where there is usually very litle ground reference. Minimum clearance is 2,000 feet above the highest obstacle enroute. 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-IFR. rated pilots. VERTIGO - DISORIENTATION Disorientation 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, com- bined 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 air- plane. Under VFR conditions, the visual sense, using the horizon as a reference, can override the illusions. Under low visibil- 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 low visibility environment. Flying in fog, dense haze or dust, cloud banks, or very low 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 disorienta- tion and may further jeopardize the flight. 10-34 May, 1994Beechcraft Section X Single Engine (Piston) Safety Information Disorientation in low visibility conditions is not limited to VFR pilots. Although IFR pilots are trained to look at their 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 pilot'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 the pilot’s work load of flying by refer- ence to his instruments is augmented by such factors as turbulence. Even an instrument rated pilot encountering instrument conditions, intentional or unintentional, should ask himself whether or not he is sufficiently alert and profi- cient in the airplane he is flying, to fly under low visibility conditions and in the turbulence anticipated or encountered. If any doubt exists, the flight should not be made or it should be discontinued as soon as possible. The result of vertigo is loss of control of the airplane. If the loss of control is sustained, it 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 instruc- tions 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 substantially reduce the possibility of reaching excessive airspeeds with cata- strophic consequences, even where loss of control is expe- rienced. Excessive speed accidents occur at airspeeds greatly in excess of two operating limitations which are specified in the May, 1994 10-35Section X Deecheraft Safety Information Single Engine (Piston) manuals: Maximum maneuvering speed and the “red line” or “never exceed” speed. Such speed limits are set to pro- tect the structure of an airplane. For example, flight controls are designed to be used to their fullest extent only below the airplane's maximum maneuvering speed. As a result, the control surfaces should never be suddenly or fully deflected above maximum maneuvering speed. Turbulence penetra- tion should not be performed above that speed. The acci- dents 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 TRAINING The stall warning system must be kept operational at all times and must not be deactivated by interruption 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 stall speed is critical in all low- speed operation of airplanes. Training should be accomplished under the supervision of a qualified instructor-pilot, with careful reference to the appli- cable sections of the FAA Practical Test Standards and FAA Pilot Transition Courses for Complex Single Engine and Light Twin Engine Airplanes (AC 61-9). In particular, observe carefully the warnings in the Practical Test Stan- dards. SPINS A major cause of fatal accidents in general aviation air- planes is a spin. Stall demonstrations and practice are a means for 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 evident. If a stall does not occur - A spin cannot occur. 10-36 May, 1994Beechcraft Section X Single Engine (Piston) Safety Information It is important to remember, however, that a stall can occur in any flight attitude, at any airspeed, if controls are mis- used. Unless your airplane has been specifically certificated in the aerobatic 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 uncontrollable in a spin, since its performance characteristics beyond cer- tain 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 inadvertent 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 practice or demonstration of stalls. In addition to the foregoing man- datory procedure, always: © Be certain that the center of gravity of the airplane is as far forward as possible. Forward C.G. aids stall recov- ery, spin avoidance and spin recovery. An aft C.G. can create a tendency for a spin to stabilize, which delays recovery. Whenever a student pilot will be required to practice slow flight, be certain that the qualified instructor pilot has a full set of operable controls available. FAA regu- lations prohibit flight instruction without full dual con- trols. May, 1994 10-37Section X ft Safety Information Single Engine (Piston) * Conduct any maneuvers which could possibly result in a spin at altitudes 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 the flight manual. Remember that if 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 rotation. ° Finally, never forget that stall avoidance is your best protection against an inadvertent spin. MAINTAIN YOUR AIRSPEED. In airplanes not certificated for aerobatics, spins are prohib- ited. If a spin is entered inadvertently: Immediately move the control column full forward and simul- taneously apply full rudder opposite to the direction of the spin; continue to hold 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 recovery. 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 cool cylinder head temperatures which cause Premature engine wear, and (2) excessively 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 not 10-38 May, 1994Peecheratt Section X Single Engine (Piston) Safety Information respond to the throttle when it is desired to discontinue the descent. Both problems are amenable to one solution: main- tain adequate power to keep cylinder head temperature in the “green” range during descent, and lean to best power mixture (that is, progressively enrich the mixture from cruise only slightly as altitude decreases). This procedure will lengthen the descent, of course, and requires some advance planning. If it is necessary to make a prolonged descent at or near idle, as in practicing 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 altitude. (Refer to pre-landing check list.) VORTICES - WAKE TURBULENCE Every airplane generates wakes of turbulence while in flight. Part of this is from the propeller 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 rolling in nature, from each wing tip. In tests, vor- tex velocities of 133 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- roll obtainable in a 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 all situations. However, the Air- man’s Information Manual, and to a greater extent Advisory Circular 90-23, Aircraft Wake Turbulence, provide a thor- ough discussion of the factors you should be aware of when wake turbulence may be encountered. May, 1994 10-39Section X ft Safety Information Single Engine (Piston) TAKEOFF AND LANDING CONDITIONS When taking off on runways covered with water or freezing slush, the landing gear should remain extended for approxi- mately ten seconds longer than normal, allowing the wheels to spin and dissipate the freezing moisture. The landing gear should then be cycled up, then down, wait approximately 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 of sufficient surface friction. Snow and ice covered runways are also hazardous. The pilot should also be alert to the possibility of the brakes freezing. Use caution when taking off or landing during gusty wind conditions. Also be aware of the special wind conditions caused by buildings or other obstructions located near the runway. MEDICAL FACTS FOR PILOTS GENERAL When the pilot enters the 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 contro! surfaces or any other vital part of the machine. The pilot has the responsibility for determining his reliability prior to entering the airplane for flight. When piloting an airplane, an individual should be free of conditions which are harmful to alertness, ability to make correct decisions, and rapid reaction time. 10-40 May, 1994Deecheraft Section X Single Engine (Piston) Safety Information 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 factors. If you are tired, don't fly. HYPOXIA Hypoxia, in simple terms, is a lack of sufficient oxygen to keep the brain and other body tissues functioning properly. There is a wide individual variation in susceptibility to hyp- oxia. In addition to progressively 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 particu- larly dangerous feature of hypoxia is an increased sense of well-being, called euphoria. It obscures a person's ability and desire to be critical of himself, slows 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 thou- sand 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Section X Safety Information Single Engine (Piston) who take certain drugs, may be more susceptible to hyp- oxia. 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 altitude and diminishes markedly as alti- tude increases. Should symptoms occur that cannot definitely be identified as either hypoxia or hyperventilation, try three or four deep breaths of oxygen. The symptoms should improve markedly if the condition was hypoxia (recovery from hypoxia is rapid). Pilots who fly to altitudes that require or may require the use of supplemental oxygen should be thoroughly familiar with the operation of 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 use of their oxygen system before flight. Pilots who wear beards should be careful 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 of supple- mental oxygen by flight crew and passengers must 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 alti- tudes than specified by these regulations. 10-42 May, 1994Qeechcraft Section X Single Engine (Piston) Safety Information HYPERVENTILATION Hyperventilation, or overbreathing, 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 dioxide out- put of the body cells does not increase. As a result, carbon dioxide is “washed out” of the blood. The most common symptoms of hyperventilation are: dizziness, nausea, sleepi- ness, and finally, unconsciousness. If the symptoms persist, discontinue use of oxygen and consciously slow your breathing rate until symptoms clear, and then resume nor- mal 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. Alcohol, even in small amounts, produces (among other things): * A dulling of critical judgement. © 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 efficiency of eye movements during read- ing (after one ounce of alcohol). Increased frequency of errors (after one ounce of alco- hol). © Constriction of visual fields. © Decreased ability to see under dim illuminatior * Loss of efficiency of sense of touch. ¢ Decrease of memory and reasoning ability. May, 1994Section X ft Safety Information Single Engine (Piston) Increased susceptibility to fatigue and decreased atten- tion span. © Decreased relevance of response. ° Increased self confidence with decreased insight into immediate capabilities. Tests have shown that pilots commit major errors of judg- ment and procedure at blood alcohol levels substantially less than the minimum legal levels of intoxication for most States. These tests further show a continuation of impair- ment from alcohol up to as many as 14 hours after con- sumption, with no appreciable diminution of impairment. The body metabolizes ingested alcohol 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 effects 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 level. Federal Aviation Regulations have been amended to reflect the FAA's growing concern with the effects of alcohol impair- ment. FAR 91 states: “Alcohol or drugs. (a) No person may act or attempt 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 per- son's faculties in any way contrary to safety; or (4) While having .04 percent by weight or more alcohol in the blood. May, 1994Beechcraft Section X Single Engine (Piston) Safety Information (b) Except in an emergency, no pilot of a civil air- craft may allow a person who appears to be intoxi- cated or who demonstrates by manner or physical indications that the individual is under the influence of drugs (except a medical patient under proper care) to be carried in that aircraft.” Because of the slow destruction of alcohol by the body, a pilot may still be under influence eight hours after drinking a moderate amount of alcohol. Therefore, an excellent rule is to allow at least 12 to 24 hours between “bottle and throttle,” depending on the amount of alcoholic beverage consumed. DRUGS Self-medication or taking medicine in any form 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 tule is to take no medicine before or while flying, except after consultation 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 of this excess gas, you may experience the bends at altitudes even under 10,000 feet, where most light planes fly. CARBON MONOXIDE AND NIGHT VISION The presence of carbon monoxide results 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 10-45Section X Safety Information Single Engine (Piston) monoxide have the same effect as an altitude increase of 8,000 to 10,000 feet. Smoking several cigarettes can result in a carbon monoxide saturation sufficient to affect visual sensitivity equal to an increase of 8,000 feet altitude. DECOMPRESSION SICKNESS Pilots flying unpressurized airplanes at altitudes in excess of 10,000 feet should be alert for the symptoms of 'decompres- sion 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. Decompression 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 climbing to higher alti- tudes. The symptoms are pain in the joints, abdominal cramps, burning sensations in the skin, visual impairment and numbness. Some of these symptoms are similar to hyp- oxia. The only known remedy for decompression sickness is recompression, which can only be accomplished in an unpressurized airplane by descending. The pilot should immediately descend if it is suspected that this condition exists, since the effects will only worsen with continued exposure to the reduced pressure environment at altitude 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 altitudes where it is legally mandatory. 10-46 May, 1994Qeechcraft 2 Section X Single Engine (Piston) Safety Information A FINAL WORD Airplanes are truly remarkable machines. They enable us to shrink distance and time, and to expand our business and personal horizons in ways that, not too many years ago, were virtually inconceivable. For many businesses, the gen- eral 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 more 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 aviation 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 to 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 hangar story when - as it inevitably will - the abnormal situation is presented. Know your airplane's limitations, and your own. Never exceed either. Safe flying, BEECH AIRCRAFT CORPORATION May, 1994 10-47Section X : ft Safety Information Single Engine (Piston) THIS PAGE INTENTIONALLY LEFT BLANK. 10-48 May, 1994WEIGHT & BALANCESECTION V WEIGHT AND BALANCE TABLE OF CONTENTS Weight and Balance Terminology . . . . . -53 LoadingInstructions 9... - . . we 55 Computing Procedure. Seer era -G Sample LoadingForm . . - . eee ST Blank LoadingFom . . .... . + -58 Useful Load Weights and Moments (Occupants). 5-9 Useful Load Weights and Moments (Baggage/Cargo) 5-10 Useful Load Weights and Moments (Usable Fuel) . 5-11 Moment Limits vs. WeightGraph . - . . «S12 Airplane Papers. . . . . - . Furnished with the Individual Airplane Ai Bonanza V35B 5-15-2 INTENTIONALLY LEFT BLANK Bonanza V35B AlWEIGHT AND BALANCE TERMINOLOGY Empty Weight Basic Empty Weight Maximum Weight Ramp Weight Take-off Weight Landing Weight Zero Fuel Weight Unusable Fuel Usable Fuel Fuel Capacity Al The airplane weight with fixed ballast, hydraulic fluid, and in other aspects as required by applicable regulatory standards. The airplane empty weight with unusable fuel, full oil, and full operating fluids. The largest weight allowed by design, structural, performance, or other limitations. The weight of the airplane before engine start. Included is the take-off weight plus a fuel allowance for start, taxi. run-up, and take-off ground roll to lift-off. The airplane weight at lift off. The airplane weight at touchdown. The airplane ramp weight minus the weight of fuel on board. The fuel remaining after consumption of usable fuel. That portion of the total fuel which is available for consumption as determined in accordance with applicable regulatory standards. The amount of fuel which can be placed in a dry airplane and is equal to the combination of usable and unusable fuel. Bonanza V35B 53Engine Oil Useful Load Center of Gravity Datum Moment Approved Loading Envelope 54 The amount of oil which can be placed in a dry airplane engine and is equal to the combination of drainable and undrainable oil. The difference between the airplane take-off weight and the basic empty weight. A point at which the weight of an object may be considered concentrated for weight and balance purposes. ‘A vertical plane perpendicular to the airplane longitudinal axis from which fore and aft (usually aft) measurements are made for weight and balance purposes. The distance from the center of gravity of an object to a line about which moments are to be computed. ‘A measure of the rotational tendency of a weight, about a specified line, mathematically equal to the product of the weight and the arm. That combination of airplane weight and corresponding moment applicable to various loadings, computed for weight and balance purposes. Those combinations of airplane weight and center of gravity which define the limits beyond which loading is not approved. Bonanza V35B AlStation The longitudinal distance from some point to the zero datum or zero fuselage station. Jack Point Points on the airplane identified by the manufacturer as suitable for supporting the airplane for weighing or other purposes. Tare The apparent weight which may be indicated by a scales before any load is applied. Leveling Points Those points which are used during the weighing process to level the airplane LOADING INSTRUCTIONS It is the responsibility of the pilot to insure that the airplane is properly loaded. At the time of delivery, Beech Aircraft Corporation provides the necessary weight and balance data for the computation of individual loadings. All subsequent changes in weight and balance are the responsibility of the owner and/or operator. The Basic Empty Weight and Moment of the airplane at the time of delivery is shown on the Basic Empty Weight and Balance form. Useful load items which may be loaded into the airplane are shown on the Useful Load Weights and Moments tables. The minimum and maximum CG Limits approved by the FAA are shown below the Moment Limit vs. Weight graph. These moments correspond to the forward and aft Center of Gravity flight limits for a particular weight. The moment may be plotted on the graph as a visual indication that the loading is within the operational envelope. Al Bonanza V35B 55COMPUTING PROCEDURE 1. Record the Basic Empty Weight and Moment from the Basic Empty Weight and Balance form (or from the latest superseding form) under the Basic Empty Condition block. The moment must 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 fuel) to be carried in the airplane. 3. Total the weight column and 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 Loading Condition 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 fuel to be used from the take-off weight and moment. The landing condition moment must be within the minimum and maximum moments shown on the Moment Limits vs. Weight graph for that weight. If the total moment is less than the minimum moment allowed, useful load items must be shifted aft or forward load items reduced. If the total moment is greater than the maximum moment allowed, useful load items must be shifted forward or aft load items reduced. If the quantity or location of load items is changed, the calculations must be revised and the moments rechecked. 5-6 Bonanza V35B AlThe following Sample Loading chart is presented to depict the sample method of computing a load. Weights used DO NOT reflect an actual airplane loading. @ SAMPLE LOADING ITEM WEIGHT MOM/100 @ 1. BASIC EMPTY CONDITION 2157 1698 2. FRONT SEAT OCCUPANTS 340 290 3. 3rd & 4th SEAT OCCUPANTS. 340 412 @ 4. 5th & 6th SEAT OCCUPANTS le = - 5. BAGGAGE 50 75 6. CARGO Qa ae 7. SUB TOTAL ZERO FU CONDITION 2887-2475 8. FUEL LOADING (74 NG 444 333 9. SUB TOTAL 2 @ RAMP CONDITION 3331 2808 10. *LESS FUEL FOR START, TAXI, AND TAKE-OFF “12 9 11. SUBTOTAL TAKE-OFF CONDITION 3319-2799 @ 2 LESSFUEL TO DESTINATION (60 gal) 360 270 13. LANDING CONDITION 2959 2529 “Fuel for start, taxi and take-off is normally 12 Ibs. at an average mom/100 of 9. Al Bonanza V35B 57WEIGHT AND BALANCE LOADING FORM BONANZA DATE SERIAL NO. REG. NO. ITEM WEIGHT MOM/100 1. BASIC EMPTY CONDITION 2. FRONT SEAT OCCUPANTS 3. 3rd & 4th SEAT OCCUPANTS. 4. Sth & 6th SEAT OCCUPANTS 5. BAGGAGE 6. CARGO 7. SUB TOTAL ZERO FUEL CONDITION 8. FUEL LOADING 9. SUBTOTAL RAMP CONDITION 10. *LESS FUEL FOR START, TAXI, AND TAKE-OFF 11, SUB TOTAL TAKE-OFF CONDITION 12, LESS FUELTO DESTINATION 13. LANDING CONDITION “Fuel for start, taxi and take-off is normally 12 Ibs. at an average mom/100 of 9. 5-8 Bonanza V35B Alsz OLt 3 ove 091 | azz ost olZ | Ob } S6L OeL | 08 ozt sot | ou kd eve 00z OLt ooz ost ool agz oez 061 zo, | oat get 06 vz giz ost eg ost 8 oeL | o8 Lez 902 O41 Sb OLL 2 gol o£ B1z v6L 091 9EL | O91 g 06 09 voz zi ost sz | ost 5 gL 0g 061 691 ort 6LL OvL 5 09 Ov zy zg ol LLL O€L 2 Sb of €9L Sp oz zoL oz 001/WOW | LHOISM | 00L/WOW| 0OL/WOW| LHDI3M | OoL/WoW| LHOIaM Ost WHV get Wav | ici Wav “Se WE mos OHO “Wong ypags pue Yui a ie pis) syeag 1eay SyeeS W014 SLNVdNIDO s < SLNAWOW GNV SLHDISM Gvo71 1nd3asnUSEFUL LOAD WEIGHTS AND MOMENTS BAGGAGE CARGO Fwd of Spar | Aft of Spar ARM 150 (3rd & 4th (3rd, 4th, Sth & 6th Seats Removed) | Seats Removed) ARM 108 ARM 145 -—————— WEIGHT | Mom/100 | moM/100 MOM/100 10 15 eae 15 20 30 22 29 30 45 32 44 40 60 43 58 50 75 54 ae 60 90 65 87 70 105 76 102 80 120 86 116 90 135 97 131 100 150 108 145 110 165 119 160 120 180 130 174 130 195 140 189 140 210 151 203 150 225 162 218 160 240 173 232 170 255 184 247 180 270 194 261 190 285 205 276 200 300 216 290 210 315 305 220 330 319 230 345 334 240 360 348 250 375 363 260 390 377 270 405 392 Le =! 5-10 Bonanza V35B Alogi ov | op eee ver bl SSL Ole se GLe 0c OL GEL ost oe £62 O6e so el OSL gz 02z o9e 09 06 ; O2L oz 8be oee sg 89 06 gL Gtz o0e os Gy 09 OL 86L v9z vb €&% oe S .00L/WOW] LHDISMISNOT1VD OOL/WOW | LHOISM ISNOT1V9} : sz wav a ‘. SYNVL 3903 ONIGW31 ++ — = woe 13Nd Flavsn SLN3WOW GNV SLHDISM GvO7 IN4asn Bonanza V35B 5-11 Al‘MOMENT LIMITS VS. WEIGHT j 1 3600 2500 3400 213300 3100 MOMENT/100 a + CENTER OF GRAVITY ~ INCHES AFT OF DATUM :_ENVELOPE BASED ON THE FOLLOWING WEIGHT AND CENTER OF GRAVITY LItMIT DATA (LANDING GEAR OOWN} WRIGHT CONDITION FORWARD €,, LIMIT, AFT C.G.tur 3400 LB. (MAX, TAKE-OFF & LANDING) 22,1 an 2000 i. 780 257 2800 LB. OR LESS 79 85.7 5-12 Bonanza V35B AlBl mane 200 WEIGHT AND BALANCE WORKSiEET ITEM WEIGHT ARM MOMENT (POUNDS ) CANcHEs ) (POUNDS~ INCHES ) 2232.1 1.94 (TW 230.67 2. Lrsmuty 2. SP Lest, fe) (8 Se be Se 2a3S1G LUGSBELT | 62 Earry OT ¢, EW momo g(t BEG LT Ew USEFUL Load + 11d 84Grand Island, FAA Repair Station (3p) 382-5788, DATE 87103 NAME (Cruise Marketing Inc. AIRCRAFT MAKE Beech V35! ADDRESS 2435 S, 156th CIR AIRCRAFT S/N _D-9794 CITY,STATE — Omaha NE 68130-2512 REGISTRATION —Ni22 OLD EMPTY 2237.81 ITEM(S) REMOVED: King KT-76 63.00 195.30 Trans-Cal D120-P2 is 58.00 69.60 ITEM(S) ADDED: Garmin GTX-327 65.00 201.50 Sandia SAES-35 Yy 58.00 40.60 TOTALS f 78.68 GROSS WEIGHT 3400.00 2237.31 NEW USEFUL LQAD 1162.69 . 78.68 MR2ROISLDave Heisterkamp Aircraft Sales, Inc. PO Box 13, Onawa Municipal Airport (K36) Onawa, Iowa 51040-0013 Phone 712-423-1762 REVISION OF WEIGHT AND BALANCE DATA AND EQUIPMENT LIST UPDATE SERIAL NO. D-9794 REGISTRATION NO. N122TW MODEL Beech 435B Bonanza PREVIOUS AIRCRAFT WEIGHT ARM MOMENT DATED 22145 785 1737963, ADDED- WINDOW LINERS PER STC # SA 3759NM FIRST ROW LINERS 6.06 80.00 484.80 ‘SECOND ROW LINERS 475 116.00 351.00 ‘THIRD ROW LINERS 5.50 145.00 791.50 ADDED 3202-2 Alpsa Sound Proofing Material 7.00 60.50, 423.50 “ADDED Rosen Sunvisors STC# SA3S98NM neg. neg. negligible BASIC EMPTY AIRCRAFT 2237.81 78.61 176053.1 New Empty Weight: 2237.81 Ib. New Empty Weight C.G. 78.67 in New Useful Load: 1162.19 Ib. Date: 2/17/98 W.O. #1337 go te SIMPSON -HEISTERKAMP .0. Box 13 - Municipal Airport; Onawa, Iowa 51 FAA CERTIFIED REPAIR STATION VAJRSIGL, DAVE HEISTERKAMP AIRCRAFT SALES, INC. AIRCRAPT stonrp, __ SIGNATURE nya on on ® 06 WEIGHT & BALAN BEECH REMOVED LN GB LORAN Ka 83 LRN ANT TOTALS. « EQUIPMENT INSTALL SLN 90B GPS INSSDU IED KA 92 ANT KX 165 #1 NVC KI S250 HSI KG loza pe EMT Ke now NEW EMPTY WEEGHT NEW MOMENT NEW ce NEW USEFUL LOAD d 4 SIGNED _ 4 SKY HARBOR 4, \STEPHENS COUNTY AIRPORT TNELSON EZELt ‘iy.sse.582 s1P-s59.3201 EZELL AVIATION P. 0, Box 1793 ‘RECKENRIDGE, TEXAS 74024 SHEET WETAL FABRICATION: ‘WaRaino RESTORATION. [ANNUAL INSPECTIONS AIRCRAFT WAKE WODEL SERIAL ¥ REGISTRATION ¥— BEECH v35B 9796 N-12270 OWNER OWNERTS ADDRE R. E. DYE MANUPACTURING 207-9 WEST. WILLIAMS STREET BRECKENRIDGE, TEXAS 76024 DESCRIPTION OF WORK ACCOMPLISHED ITEM weLouT ARM A/G Empty-September 19, 1975 2198.6 78.06 Installed Beech Shoulder Harness Kit #58-5005 3.0 LB. 97.0 Wits So 1 ATECOE NORMAL October 28, 1986 DATES Ce ee {ob 171587.6 291.0 T71878.6 A 2STRUT POSITION - NOSE MAIN “Deecronti BONANZA® AIRCRAFT BASIC EMPTY WEIGHT AND BALANCE DATE 6-19-75 AIRCRAFT SERIAL NO. D-9794 MODEL v35B REGISTRATION NO. i217 SAGE POINT LOCATION EXTENDED 11.8 96. JORWARD COMPRESSED “13.1 _s7 Ean PREPARED BY A REACTION SCALE WHEEL - JACK POINTS| READING TARE wer wert MOMENT LEFT MAIN, RIGHT MAIN ‘SUB TOTAL NOSE OR TAIL TOTAL (AS WEIGHED) ‘SPACE BELOW PROVIDED FOR ADDITIONS AND SUBTRACTIONS TO AS WEIGHED CONDITION EMPTY WEIGHT 2095 78.6 164596 ENGINE OIL, 26 ~ 638 UNUSABLE FUEL 36 2844, BASIC EMPTY WEIGHT Computed: 2157, 168078 90-35886@® : Beechcraft BONANZA® AIRCRAFT BASIC EMPTY WEIGHT AND BALANCE DATE 6-19-75 AIRCRAFT SERIAL NO. p-9794 MODEL, v35B REGISTRATION NO. 12200 zt STRUT POSITION’ NOSE MAIN JACK POINT.LOCATION EXTENDED 11.8 _ 96 COMPRESSED 13.1 __97 REACTION. WHEEL - JACK POINTS = SUBTOTAL, 4 | _Noscortat Th | TOTAL (swerve) | | "SPACE BELOW PROVIDED FOR ADDITIONS AND SUBTRACTIONS TO AS WEIGHED CONDITION. ENGINE OIL UNUSABLE FUEL 90-36888MODEL ___V35B__ SERIAL No. Beechcraft WEIGHT AND BALANCE LOADING FORM ._D=9794 __REG.NO, _N1221W__ pare _6-19-75 ITEM weicHT | mom/100 | | weicHT | mom/100 BASIC EMPTY CONDITION 2157 1681 FRONT SEAT OcoUPANTS 340 290 Sr & 4h SEAT OCCUPANTS 340 a2 5 & 6m SEAT occUPANTS = = saccace - - BAGGAGE 15 13 canco - . UB TOTAL ZERO FUEL conorTion 2ala 206 FueLuonpine (74 Gal.) | Add 333 sus TOTAL RAMP CONDITION 3356 2829 “LESS FUEL FOR START, TAXI, AND TAKE-OFF 72 = sus TOTAL “TAKEOFF CONDITION 3344 2820 1 {Less FUEL TO Seaton (58 Gal.) | -348 -261 LANDING CONDITION 2996 2559 *Fusl for start, taxi and takeot is normally 12 lbs. at an average mom/100 of Dea c € € € ¢ Beechcraft WEIGHT AND BALANCE LOADING FORM MODEL ___V35B__SERIALNO.__D-9794__peg.o,__NL22TW__pare _6-19-75 ITEM WEIGHT | moM/100 WEIGHT | moM/100 BASIC EMPTY CONDITION 2157 1681 FRONT SEAT OCCUPANTS 340 290 3rd & 4th SEAT OCCUPANTS. 240. 412 5th & 6m SEAT OCCUPANTS = - BAGGAGE - : BAGGAGE 15 113 canco : : SUB TOTAL zeno FUEL conorrion eel 2836 : Fue toanng (74 Gal.) [abd 333 sus TOTAL AMP CONDITION 3356 2829 *LESS FUEL FOR START, ‘TAXI, AND TAKEOFF a2 a sua TOTAL TAKE-OFF CONDITION 3344 2820 LESS FUEL TO ce anos (58 Gal.) | -348 =261 LANDING CONDITION 2996 2559 ‘Fuel for start, taxi and takett is normally 12 Ibs, stan average mom/100 of 9c € c € € € Beecheraf weecacrait BONANZA® EQUIPMENT LIST MODEL —V35B__SERIALNO._D-9794 __REG. NO. _N122TW __ pare 6-19-: STATUS OF EQUIPMENT: X = Installed in Airplane 0 = Not Installed in Airplane TEM WEIGHT |_ARM @| 11. McCauley Constant Speed, 2-Blade Propeller (a) McCauley 2A36G23 Hub with 843-0 Blades 62 1 NT@] (a) Mecauley Propeller Spinner D262 or D3396 5 1 Lx] (e) Woodward Governor €210452 or 1210680 3 10 & X] 14. Mecauley Constant Speed, 3-Blade Propeller (a) McCauley 3A32G76 Hub with 82NB-2 Blades 66 1 HK] (c) McCauley 13584 Spinner Assembly 4 L 101. Fuel Pumps x| (Engine Driven - Continental Motors 2 55 630947-2 or 638154-2A3 x] (i) Dukes 4140-00-39 3 7% 102. Oi] Radiator (c) Modine 1E1406D (CHC 632210) or 8 36 *} (@) Modine 1615020 (cuc 633277, 634063 or 635996) 8 36 x] 103. Carburetor Air Cleaner 1 10 x] 105. Starter (ce) Prestolite MCL 6501 (cc 634592) 18 39 109. Starter Solenoid, Delco Remy 1114213, 1118823 meet # ce or 1464 ie x| 113. Two 37-Gallon Optional Fuel Tanks Replacing ae 75 ‘Two Standard 22-Gallon Tanks ©] 115. Pressure Pump || (a) Airborne 442CW Per Beech Drawing 36-324018 3 41 x| (e) Airborne 242cW 2 41 ISSUED 3-24-75Ras MODEL STATUS OF EQUIPMENT: X = Installed in Airplane EQUIPMENT LIST V35B___SERIALNO,__D-9794 _ReG. No, _w1227W DATE 6#19= 0 Not Installed in Airplane Trew WEIGHT | ARM @| 11. McCauley Constant Speed, 2-Blade Propeller (a) McCauley 2436C23 Hub with 84B-0 Blades 62 1 @| (a) McCauley Propeller Spinner D2822 or D396 5 1, =| (e) Woodward Governor ¢210452 or D210680 3 10 X| 14. Mecauley Constant Speed, 3-Blade Propeller (a) McCauley 3432676 Hub with 82NB-2 Blades 66 L |K] (c) McCauley D3584 Spinner Assembly 4 1 101. Fuel Pumps x| (i) Engine Driven - Continental Motors z 38 630947-2 or 638154-243 x| (4) Dukes 4140-00-39 3 74 102. Oil Radiator (c) Modine 1£1406D (CMC 632210) or 8 36 *| (a) Modine 1215020 (CMC 633277, 634063 or 635996) 8 36 | x| 103. Carburetor Air Cleaner 1 10 x] 105, Starter (c) Prestolite MCL 6501 (GHC 634592) 18 39 109. Starter Solenoid, Delco Remy 1114213, 1118823 mel: - zd or 1464 eel: x| 113. Two 37-Gallon Optional Fuel Tanks Replacing ‘Two Standard 22-Gallon Tanks ny us ©] 115. Pressure Pump |_| (a) Airborne 442¢W Per Beech Drawing 36-324018 3 41 x| (e) Airborne 24200 2 a1 ISSUED 3-24-75 Page 15) Pes BONANZA® EQUIPMENT LIST MODEL __V35B SERIAL NO.__D-9794 REG. NO. _N1227W_ pate 6-19-75 STATUS OF EQUIPMENT: X = Installed in Airplene a= in Airplane Tren WEIGHT | ARM 201, Two Nain Wheel-Brake Assemblies (k) Cleveland §.00-6, No. 20-69 x Wheel Assembly No. 40-83 19 97 |_| Brake Assembly No. 30-54 202. Main Wheel Tires (£) Two 7.00-6, 6-ply Rating Tires with Tubes 2% 97 205. One Nose Wheel 5.00-5 (£) Wheel Assembly, Cleveland No. 40-87 3 2 206. Nose Wheel Tire x] (a) One 5.00-5 4-ply Rating Tire with Tube 7 42 || 211. Co-Pilot Brakes 4 34 301. Generator CMC 641670 (Prestolite ALX-9424) or |x} (h) 70 Amp. CMC 634785 or Prestolite ALK-9405 uw u x| 302. Battery (c) 12 Volt, 33-Amp-Hir. 28 45 303. Landing Lights x| (ec) One GB4522 and One 654509/4313 2 9 304. Voltage Regulator (g) Beech P/N 35-380093-1 or : st) L®] (h) Beech P/N 35-380093-2 305. Anti-Collision Light, Upper (Beech Drawing 35-364123 or 33-001024 or 35-364161) * | (a) Grimes D7080-1-12 or 2 182 (b) Beech 33-380003-1 (Whelen WRY=12) ISSUED 3-24-75 Page 2Cc c c € € c Beechcraft BONANZA® EQUIPMENT LIST MODEL _V35B SERIAL NO, _D-9794 REG. NO, _NL22TW DATE 6-19-75 STATUS OF EQUIPMENT: X = Installed in Airplane (= Not Installed in Airplane TEM WEIGHT] ARM 201. Two Main Wheel-Brake Assemblies (k) Cleveland §.00-6, No. 20-69 x Wheel Assembly No. 40-83 19 7 Brake Assembly No. 30-54 202. Main Wheel Tires Lx} (£) Two 7.00-6, 6-ply Rating Tires with Tubes 26 97 205. One Nose Wheel 5.00-5 x] (£) Wheel Assembly, Cleveland No. 40-87 3 2 206. Nose Wheel Tire x] (a) One 5.00-5 4-ply Rating Tire with Tube 7 2 ©] 211. Co-Pilot Brakes 4 54 301. Generator CMC 641670 (Prestolite ALX-9424) or x] (h) 70 Amp. CMC 634785 or Prestolite ALK-9405 nope ar x| 302. Battery (c) 12 Volt, 33-Amp-Hr. 28 45 303. Landing Lights x| (c) One GE4522 and One GE4509/4313 2 9 304. Voltage Regulator (g) Beech P/N 35-380093-1 or ‘i a *| (h) Beech P/N 35-380093-2 305. Anti-Collision Light, Upper (Beech Drawing 35-364123 or 33-001024 or 35-364161) (a) Grimes D7080-1-12 or 5 a (b) Beech 33-380003-1 (Whelen WRM-12) ISSUED 3-24-75 Page 2eechcraft BONANZA® EQUIPMENT LIST MODEL _V35B__SERIALNO.__D-9794 __ REG. No, _NL227W DATE 6-19-75 STATUS OF EQUIPMENT: X = Installed in Airplane 0 = Not Installed in Airplane TEM WEIGHT] ARM 306, ~Collision Light, Lower (Beech Drawing x 95-364027 or 35-001031 or 33-001024 or 35-364161) (a) imes D-7080-1-12 or 2 102 (b) Beech 33-380003-3 (Whelen WEMB-12) ©} 402. Dual Control Column (T-Type) (b) Beech 35-524656 | +3 72 | 403. DOA CR-2 Approved Airplane Flight Manual (af) Model V35B dated August 18, 1972 or later - P/N 35-590118-23 = 601. Stall Warning Indicator Installation (a) Safe-Flight (Beech Drawing 35-361025 Neg . * or 58=361013) ae 602, Heated Pitot Head Installation : a *| (ce) Beech Drawing 35-361159 |x] 603. Aileron Trimmer Control L 73 | 607. Optional Seating (a) Fifth Seat or 13 155 @| b) Fifth and sixth seat Bea} 155 608. Oxygen System Installation ©} (c) 49 Cu, Fe. Per Beech Drawings 35-560001 25 7 and 35-560010-39 609. Emergency Statie Air Source 2] Beech Drawing 35-324428 Negi. | - ISSUED 3. 24-75 Page 3G Gc Cre. ¢ q. eechcraft BONANZAe EQUIPMENT LIST MODEL —V35B____SERIALNO.__D-9794 _ReG.NO._NL22TW _ pare 6-19-75 STATUS OF EQUIPMENT: X = Installed in Airplane 0 = Not Install Airplane ire WEIGHT [A 206." Anbt=0oUli fon nighes Swat (asca aEST x | O°" $5¢360027 or 35-OS1OD1 oe 33 cbhee eee apa161) a) «Orluan BapBbsIcte ee Satara Boeck 33038000903" Geten weets-12) ©1402. Dual Control Column (T-Type) (b) Beech 35-524656 | +3 2 Roa. 00k cet kdpgeated aeolané vii ghe wheat (af) Model V35B dated August 18, 1972 or later : = P/N 35-590118-23 - oi, Secit Walatng tnascTted Yastaiicetoa |."Ca}- seeatvutine Gineah sorte seein : = or 58-361013) Magl. 60g” BoaENd ELSse’ heed Tanta Abt fale ¥ (c) Beech Drawing 35-361159 Bll feosr.sdsisvos tar chtevos i 1 - 607. Optional Seating (a) Fifth Seat or 13 155 Be (ey iss eaad acteh tose ayaa || ia 600.5: oSfash svatoe eratLarion ° (c) 49 Cu, Ft. Per Beech Drawings 35-560001 25 77 Auras senators * 609. Emergency Static Air Source (a) Beech Drawing 35-324428 Negl. - ‘ISSUED 3-24-75eechcraft BONANZA® EQUIPMENT LIST MODEL _V35B SERIAL NO. _D-9794 REG. NO, _N122TW DATE 6-19-75 STATUS OF EQUIPMENT: X = Installed in Airplane 8 = Not Instaed in Airplane TEM WEIGHT] ARM «| o] 610. Landing Gear Safety System (b) Beech Drawing 35-364170 3 104 o | 612, Electrically Actuated Elevator Trim System (a) Installed Per Beech Drawing 35-524669 3 200 o | 617. Area Navigation Equipment (Installed Per ‘ es «fy Applicable Beech Drawings) |] (b) aPMs (P/N 35-590118-13) Required - - 618. Standby Generator Power System (Installed al” Per Applicable Beech Drawings) s oo |_| () AFMs (P/N 35-590118-19) Required - - x Emergency Locator Transmitter 3 27 SPECIAL EQUIPMENT %| Directional Gyro 3 66 %| Horizontal Gyro 2 66 %| Alcor Exhaust Temperature Gauge 1 63 X| External Power Receptacle 3 45 © | Headrest lea] vaR ©] Shoulder Harness - Pilot and Co-Pilot 2 u2 ©| Large Baggage Door 8 152 *[@] wing Tip Tanks (Frys 96033) 24 90 %| Map Light-Control Wheel 1 7 3+Light Strobe system 1 ISSUED_3-24-75Mopet _¥35B STATUS OF EQUIPMENT: X = Installed in Airplane (= Not Installed in A & v e x ® seecheraft BONANZAe EQUIPMENT LIST ‘SERIAL NO._D-9794 REG. NO. _NL22TW DATE 6-19-75 Trew WEIGHT | _ARM 610. Landing Gear Safety system 617, Avea Navigation Equipment (Installed Per Applicable Beech Drawings) L_] (b) AmMS (P/N 35-590118-13) Required - - 618. Standby Generator Power System (Installed Per Applicable Beech Drawings) (b) AEMS (P/N 35-590118-19) Required - - x Emergency Locator Transmitter 3 227 SPECIAL EQUIPMENT (b) Beech Drawing 35-364170 3 108 o| 612. Electrically Actuated Elevator Trim System || (a) Installed Per Beech Drawing 35-524669 3 200 6 46 a Zemeven alisls 6 Headrest Horizontal Gyro Alcor Exhaust Temperature Gauge External Power Receptacle Large Baggage Door Wing Tip Tanks (FMS 96033) Map Light-Control Wheel [ac shostser unrnees = Pitot and co-rttoe fA FT aa ©} 3-Light Strobe System 66 63 45 VAR qe 152 90 7 146 musta KIT, Fe Bom one ISSUED 3-24-75EQUIPMENT LIST MODEL__V35B__SERIALWNO._D-9794 __ReG, no. STATUS OF EQUIPMENT: X = Installed in Airplane \seecheraft BONANZA® N122TW___ pate _6-19-75 = Not Installed in Airplane Tew WEIGHT ARM AUTOPILOTS AND FLIGHT DIRECTORS X| Mitchell Century I (AK409) (STC SA17448%) Mitchell Century ILI Mitchell Century IV AVTONT¢S 5 9% Microphone and Headset x| Speaker x| Wiring, Plugs, ete. King KR-85 ADE [ hoop—tntenma—and—Goan-Gab: 98 1 *Plight Manual Supplement Required 63 ere ISSUED 3-24-75Equipment List Revision Model _VS5B__Serial# D976¢__Reg# _NiZoTW DATE _oa/20/2006 installed Item Weight Arm x__Tanss30 87 62 X__|GA-S6 ANTENNA (GPS) 0.25 211 X__|eptse 29 178 X__|GASS ANTENNA (XM) 0.25 2i1 X___[C1138 COM + ANTENNA 0.25 93, X__|C20544 NAV ANTENNA (NAV 1/2) 2 252.5mavaemr sew Lincoln Municipal Airport 1751 West Keamey Ave Lineoln, NE 68524 402-475-8600 Todays Date: March 24, 2006 Customer Name: Cruise Marketing Ine Aircraft Registration: Ni22TW. Aircraft Model: V355 raft Serial #: D-9794 insted Item ved ight ARM. Moment (Previous WeightBalance ES eee 760903 KX-155 Com/Nav Removed 5.50! 62.00] -347.00] KR-85 ADF System Removed 2.00} 79.22] "712.88 [B-14-1 NaviGom Removed 5.00] 93,00 465.00) [C1138 Installed 0.25] 93.00) 23.25] (C1205-5 installed 2.00 752.50) 505.00) IGNS-530 Installed 8.70| 62| 539.4] IGA-56 GPS Antenna installed 0.25 217.00] 52.75 (GDL-69 XM WX Reciever installed 2.80 176.00 516.20 (GA-55 WX Antenna installed 0.25 217.09] 5275 a Total ie 2228818 4176200:67| CRS# YOSR759U Aircraft Max Gross Welgh New Empty Weight: New Genter of Gravity: New Usefull Load: 3400.00 Ios 2232.16 los Ta:gaiinches. FAA Approved Repair Station eevee glSYSTEMSSECTION VI SYSTEMS TABLE OF CONTENTS Three View » General Specifications Systems : Control Surfaces Control Column Control Column Lock Rudder Pedals Trim Controls Wing Flaps Power Plant Controls 7 Throttle, Propeller, Mixture Cow! Flaps Induction System Icing Cowling . : Landing Gear System Control Switch Position Indicators Safety Switch Warning Horn Circuit Breaker Manual Extension Brakes Instruments . Engine Instruments Multiple Readout Type Instruments Electrically Operated Vertical Instruments Instrument Panels Cluster Type Engine Instruments “ Manifold Pressure and Fuel Flow Indicator (Round Type) Fuel Flow Indicator (Electrically Operated Vertical Type) Al Bonanza V35BTable of Contents (Continued) Fuel System Fuel Cells le Fuel System Schematic Fuel Quantity é Auxiliary Fuel Pump Fuel Tank Selection Fuel Required for ee Oil System Electrical System Battery External Power Receptical | Alternator Sane Starter Interior Lighting Exterior Lighting i: Heating and Ventilating System Cabin Heating Heater Operation ' Heating and Ventilation Schematic Cabin Ventilation ' Cabin Fresh Air Outlets Individual Overhead Fresh Air Outlets be Exhaust Vents Stall Warning Horn Seating Shoulder Harness Installation [Exhaust Gas Temperature Indicator ect) : Pressure System Oxygen System Description Operation Duration Example Oxygen Duration Chart Cold Weather Operation Preflight Inspection 6-2 Bonanza V35B 6-19 6-19 6-20 6-21 6-21 6-21 6-21 6-22 6-22 6-23 6-23 6-23 6-24 6-25 6-25 6-26 6-26 6-26 6-27 6-28 6-28 6-29 6-29 6-29 6-29 6-30 » 630A 6-31 6-31 6-32 6-33 6-33 6-34 6-34 6-35 6-35 AZINTENTIONALLY LEFT BLANK Bonanza V35B 6-3THREE VIEW Bonanza V35BGENERAL SPECIFICATIONS GROSS WEIGHT DIMENSIONS Wing Span Length Height to top of fin CABIN DIMENSIONS Length Height Width Entrance Door FUEL CAPACITY Standard Fuel System Optional Fuel System OIL CAPACITY Al Bonanza V35B 3400 Ibs . 33 ft 6 in. . 26 ft 5 in. 7 ft Tin. - 10 ft 2 in. - 4ft2in. 7 3 ft 6 in. . 36 in,x 37 in . 44 gallons usable . 74 gallons usable . 12 qts 65SYSTEMS The BEECHCRAFT V35B Bonanza is a four to six-place all-metal, low-wing, single-engine monoplane with fully retractable tricycle landing gear. It is powered by a Continental 10-520-B or I0-520-BA six-cylinder, horizontally opposed, fuel injected engine rated at 285 horsepower at 2700 rpm. The engine drives either a two-bladed, 84 inch diameter or a three-bladed 80 inch diameter, constant speed, hydraulically controlled propeller. 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 T-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 be held until the column is repositioned. CONTROL COLUMN LOCK The control column lock consists of a device which, when in position, blocks access to the throttle and propeller controls, and locks the control column Airplane serials prior to D-9705, install as follows: 1. Place the elevator and aileron controls in an approximately neutral position. (Airplanes with modified 6-6 Bonanza V35B Alcontrol lock, place control column forward and rotate the control wheel clockwise.) 2. Push the control column Jock pin through the hole provided in the control column hanger and into the hole in the underside of the control column tube assembly 3. Ensure positive retention of the lock pin by positioning the attached red plate on top of the throttle and propeller controls. Remove the lock by reversing the operations above. CONTROLS Airplane serials D-9705 and ieee rplane serials D-9705. an : REMOVE ae BEFORE FLIGHT Installation is the same as earlier serials except the control column lock pin is inserted from the top of the control column. Illustration at right shows lock in place and is placarded on the control column lock itself. INSTALL AS SHOWN The control column lock must be removed prior to flight 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. Al Bonanza V35B 67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 optional electrical elevator trim system is controlled by the ON-OFF switch located on the instrument panel, a thumb switch on the control wheel and a circuit breaker on the right subpanel. The ON-OFF switch must be in the ON position to operate the system, The thumb switch is moved forward for nose down, aft for nose up and when released returns to the center OFF position. When the system is not being electrically actuated, the manual trim control wheel may be used. The aileron trimmer on the control column hub displaces the ailerons; displacement is maintained by cable loads imposed by the trimmer, WING FLAPS The wing flaps are controlled by a three-position switch, UP, OFF and DOWN, located 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, 10 DEGREES, 20 DEGREES and DOWN. 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 three-position switch in the OFF position during flap extension or retraction. 68 Bonanza V35BPOWER PLANT CONTROLS THROTTLE, PROPELLER, AND MIXTURE The push-pull throttle, propeller and mixture controls are located on the control console below the center of the upper subpanel. These controls are released for repositioning by pushing a button on the knob. With the button extended, fine adjustments are accomplished by rotating the knob, clockwise to increase and counterclockwise to decrease. If 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 the centrifugal twisting moment of the blades. COWL FLAPS The push-pull cowl flap control is located above and to the left of the control console on the subpanel. Except in extremely low temperatures, the cowl flaps should be open during ground operation, take-off, and climb. INDUCTION SYSTEM ICING The possibility of induction system icing is reduced by the non-icing characteristics of the Bonanza’s fuel injected engine and the automatic alternate air source. The only possible ice accumulation is impact ice at the air intake and filter. If the air intake or filter 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. Due to the loss of ram effect, a slight drop in manifold pressure will be noted. Bonanza V35B 6-9Should the alternate air source door become frozen in the closed position, pull and release the T-handle below the propeller control, The pull-and-release control actuates a “break-open” lever to force open the door in the air intake duct. COWLING The Bonanza V35B is equipped with Hartwell 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 Jatch is locked and released by a single, recessed handle located in the lower cowling panel on each side of the engine. To close the cowling requires only to lower the cowling to the closed position with the handle in the precatch position. The handle has three positions: flush with the fuselage - latched; held fully forward - unlatched (open cowling); approximately 90° to the fuselage - precatch (ready to close cowl). 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 latch handle to the full recessed position. The security of the forward 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. LANDING GEAR SYSTEM CONTROL SWITCH The landing gear is controlled by a two-position switch on the right side of the subpanel. The switch handle must be pulled out of the safety detent before it can be moved to the opposite position. 6-10 Bonanza V35BPOSITION INDICATORS 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 gears are down. The red light illuminates any time one or all of the landing gears are in transit or in any intermediate position. All of the lights will be out when the gears are up. Pressing the warning light test button on the instrument panel will verify the landing gear lamp bulbs are illuminating. The intensity of the lamps are automatically lowered for night flights when the navigation lights are tumed on. SAFETY SWITCH To prevent inadvertent retraction of the landing gear on the ground, a safety switch on the main strut opens the control I circuit when the strut is compressed. CAUTION Never rely on the safety switch to keep the gear down during taxi or on take-off, landing roll, or in a static position. Always make certain that the landing gear switch is in the down position during these operations. WARNING HORN With the landing gear retracted, if the throttle is retarded below approximately 12 in. Hg manifold pressure, a warning horn will sound intermittently. Al Bonanza V35B 6-11CIRCUIT BREAKER The landing gear circuit breaker is located on the right subpanel. This circuit breaker is a pull-and-reset type breaker. The breaker will pop-out under overload conditions. 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. BRAKES The brakes on the main landing gear wheels are operated by applying toe pressure to the rudder pedals. The parking brake push-pull control is located on the left side of the lower subpanel. To set the parking brakes, pull the control out and pump each toe pedal until solid resistance is felt. Push the control in to release the brakes. NOTE 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 the brakes to release or to exert excessive pressures. INSTRUMENTS ENGINE INSTRUMENTS The engine instruments include: cylinder head temperature, oil temperature, oil pressure indicators, tachometer, manifold pressure, fuel flow, and fuel quantity indicators and an ammeter. 6-12 Bonanza V35BMULTIPLE READOUT TYPE INSTRUMENT (Round Type) A multiple readout type instrument, on aircraft with round type instruments, is located on the lower left instrument panel and gives indications of cylinder head temperature, oil temperature and oil pressure. The cylinder head temperature is calibrated in degrees Farenheit. The 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 starting during cold weather. The oil temperature operating range is 100°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. ELECTRICALLY OPERATED VERTICAL INSTRUMENTS Electrically operated vertical readout instruments are installed in the upper center of the instrument panel. They include manifold pressure tachometer, fuel flow meter calibrated in pounds per hour, cylinder head temperature indicator calibrated in degrees centigrade, oil pressure indicator, ammeter, and left and right fuel quantity indicators calibrated in pounds. Bonanza V35B 6-13