MULTI – ENGINE

CONVERSION

BE76 Duchess
 OBJECTIVE
To become familiar with BE76’s aircraft
systems, including:

Fuel system Pitot static system

Electrical system Heating and ventilation
Aircraft lighting Engines / propellers
Flap system Trim system

Landing gear system Autopilot

Performance
Brakes
Vacuum system
FUEL SYSTEM
FUEL SYSTEM
 FUEL SYSTEM
TANKS

• 2 wing tanks
• Capacity 392L total, 380L Usable
• The filler neck of each tank contains a measuring tab:
108L usable to the bottom of the tab
146L usable to the middle of the tab
190L usable to the top of the tab
• Fuel consumption 85L/Hr (extra 3L/Hr for heater)
• 1 low drain point (sump) per tank located under the wing
FUEL SYSTEM
Selector Valves
 FUEL SYSTEM
NORMAL OPERATION

• Each engine has its

own fuel selection
valve. In normal
operation each engine
should draw fuel from
its own tank. This
happens when the
selector valve is
selected in the ON
position.
 FUEL SYSTEM
CROSS FEED SYSTEM

NOTE: The crossfeed system is to be used during

emergency conditions in level flight only!!
• Each engine is also able to
draw fuel from the other
tank in the event of an
emergency. If you wish to
draw fuel out of the right
tank for the left engine,
select the left engine to
cross feed and it will draw
fuel from the right tank.
In this scenario, no fuel is
being drawn from the left
tank.
 FUEL SYSTEM
CROSS FEED SYSTEM

• Alternatively if you
want to use fuel from
only the left side,
select the right engine
to cross feed and no
fuel will be used from
the right hand side.
 FUEL SYSTEM
CROSS FEED SYSTEM

• The crossfeed system provides a redundancy should fuel supply

from one tank not be available. This system should not be used
during normal operations.

• As each fuel line goes from one side of the aircraft to the other,
there is another low point which we need to drain before flight.
There are 2 crossfeed drains on the underside of the aircraft by
the inside of each wheel well.
 FUEL SYSTEM
FUEL SHUTOFF

• The third position on the selector valve is the off

position. When this is selected all fuel to the engine
will be shut off. In the example below no fuel is being
supplied to the left engine, and therefore it would not
be running.
 FUEL SYSTEM
FUEL SUPPLY

• The fuel is pumped into the carburetor through an

engine driven pump. There is also an electric pump for
each engine to provide extra pressure should the
mechanical pump fail for some reason.
 FUEL SYSTEM
FUEL SUPPLY

• The electric fuel pumps are

to be used before start,
during taxi, take-off and
for landing. They must be
momentarily switched off
after start to check that
the engine driven pump is
working, this is checked by
the fuel pressure reading.
• The pumps are not required
during normal cruising
flight.
 FUEL SYSTEM
FUEL SUPPLY

• Before entering the

carburetor the fuel
passes through a filter
which has a drain that
also needs to be checked
as part of the preflight.
This is located by the
engine nacelle.

• In total there are 8

drains, 2 sump, 4
crossfeed, 2 filter
 FUEL SYSTEM
FUEL SUPPLY

• Each engine is also fitted

with a priming system which
directly injects fuel into the
cylinders. A priming switch
is fitted to the magneto
switch. This is operated by
pressing the switch in.
Engine priming will only take
place with the fuel pump on
and the magneto in either
the both or start position.
 FUEL SYSTEM
FUEL SYSTEM OPERATION

• In normal operation each engine draws fuel from its own tank
(fuel selectors to ON).
• The crossfeed system is only to be used in emergency
conditions in level flight.
• It is necessary to test the crossfeed system on the ground,
therefore after both engines are started select the left tank
to CROSSFEED, and carryout the after start checks. Before
the aircraft is taxied, select the left tank to ON, and right to
CROSSFEED.
• Before run-ups, each tank is selected to ON. In this way, we
can be certain that the crossfeed system is working should we
need to use it.
ELECTRICAL
SYSTEM
 ELECTRICAL SYSTEM
BUS SYSTEM

The aircraft has a 2 separate

electrical buses, which are tied
together by a bus tie fuse.
There are 2 separate avionics
bus switches located on the
right side of the instrument
panel to provide radio/nav
redundancy.
The circuit breakers are located
on the bottom right hand side of
the instrument panel and the
breakers are separated by
avionics bus.
 ELECTRICAL SYSTEM
BATTERY

• 24V, 15.5 ampere-hour lead acid battery.

• Installed in the aft fuselage compartment with
an air in/out venting system.
 ELECTRICAL SYSTEM
ALTERNATORS

• 2 x 55 ampere, 28V belt driven alternators.

Each has a voltage regulator.
• Alternator systems are completely separate
except for the bus tie fuse, the mutual tie to
the battery bus through two bus isolation
circuit breakers, and the paralleling circuit
between the regulators.
• The voltage regulators also share the load
approximately evenly between the two
alternators.
 ELECTRICAL SYSTEM
ALTERNATORS

The voltage output is displayed on the

voltmeters in the centre instrument
panel. There are 2 low voltage warning
lights under the meters, which can be
tested by pressing the switch in
between the meters.
 ELECTRICAL SYSTEM
ALTERNATORS

• In normal operation, both alternators equally

share the electrical load.
• Redundancy is provided by the use of 2
alternators, should 1 fail however:
During an in-flight emergency, under no condition
shall more load be applied than is absolutely
necessary for safe flight condition.
• All load is to be minimized with flight on 1
alternator!
 ELECTRICAL SYSTEM
ALTERNATORS

• Each alternator is fitted with a self-excitation

feature which engages after around 1200-1400
RPM, with a load capability of around 50%. It will
remain on even when engine RPM is decreased.
• An alternator usually requires some current from
the battery in order excite. to This means that it
is possible for the alternators to start working
with no battery power whatsoever. There is a
restriction in using this feature:
Initiation of any flight using the self-excitation
feature is strictly prohibited.
 ELECTRICAL SYSTEM
STARTERS

• The starters are relay controlled and are

actuated by rotary type, momentary on switches,
which is incorporated in the magneto/start/prime
switch.
• To activate, hold the switch in the START
position.
 AIRCRAFT LIGHTING

The external lights are all placed in

the pilots subpanel and are
placarded. There is no beacon light
in the BE76, so strobes are used as
a means of anti-collision.

There are also internal panel lights

which are located just to the right
of the main throttle quadrant next
to the flap lever
 FLAP SYSTEM
The flaps are operated electrically
by a switch just to the right of the
throttle quadrant.
The flap switch has three
positions, up, central and down. It
also has a detent to prevent
accidental retraction.
Any amount of flap can be selected
by holding the flap lever down until
the required amount of flap is set.
There is selection indicator just
above the flap lever which reads
10°, 20 ° and down. The down
position is 30°.
Caution: by leaving the lever in the
down position full flap will be
selected.
LANDING GEAR SYSTEM
 LANDING GEAR SYSTEM

• The aircraft is fitted with a retractable

tricycle landing gear system.
• Retraction and extension is accomplished
through the use of an electrically driven
hydraulic pump and hydraulic system
terminating in a hydraulic actuator
assembly mounted in each wheel well.
• The landing gear may be hydraulically
extended or retracted and may be lowered
manually.
 LANDING GEAR SYSTEM
• The gear is controlled by a two-position
switch located to the left of the throttle
quadrant. The handle must be pulled out
of the safety detent before it can be
moved to the opposite position.
• The landing gear has 3 indication lights,
one for each wheel, which will illuminate
green when the landing gear is down and
locked.
• There is a red light above the 3 greens
which illuminates any time that the gear
is in transit or in any intermediate
position. It also indicates if there is a
descrepancy between the gear position
and the switch position. I.E. in the event
of a gear failure with the switch down,
the light will continue to glow red.
• Pressing the face of each landing light will
verify that the light bulbs are functional.
 LANDING GEAR SYSTEM
SAFETY RETRACTION SWITCH
• To prevent inadvertent retraction of the landing gear on the
ground, a safety pressure switch is installed in the pitot
system to deactivate the hydraulic pressure pump circuit when
the impact air pressure is below 59-63 kts. However:
Never rely on this switch to keep the gear down and make sure
that the gear switch is down during taxi, takeoff and landing!

WARNING HORN
• If either or both throttles are closed below a certain setting
and the landing gear is retracted a warning horn will sound
intermittently. Also, when the flaps are lowered beyond
approximately 16°, the warning horn will sound, regardless of
throttle position, if the landing gear is not down and locked.
 LANDING GEAR SYSTEM
CIRCUIT BREAKER
• The landing GEAR
MOTOR and the
GEAR CONTROL
circuit breaker
are located on
the right
subpanel and are
of the pull and
resent type and
will pop out under
overload
conditions.
 LANDING GEAR SYSTEM
EMERGENCY EXTENSION

• The landing gear can be extended manually in case any

malfunction occurs. This is achieved by turning a hydraulic valve
located on the floor in front of the pilot. The valve releases the
hydraulic pressure in the system and the landing gear drops.
This procedure should by followed in accordance with that found
in the EMERGENCY SECTION of the flight manual.
 LANDING GEAR SYSTEM
LANDING GEAR OPERATION

• The landing gear must be operation within a certain speed

range.

• Vle – The maximum speed at which the airplane can be flown

with the landing gear extended.
• Vlo – The maximum speed at which the landing gear can be
extended or retracted.

• BE76
• Vle – 140 Kts IAS
• Vlo – Retract - 112 Kts IAS
• Vlo – Extend – 140 Kts IAS
• Vlo – Manual Extension – 100 Kts IAS
 LANDING GEAR SYSTEM
LANDING GEAR OPERATION

• Before retracting the gear

make sure that the speed is
below 112 Kts IAS and if not,
then slow the aircraft down.
The correct sequence to retract
the gear is:
Speed below 112 Kts, feet on the
brakes, gear up

• The correct sequence to lower

the gear is:
Speed below 140 knots, gear down,
check for 3 greens and look for
nose wheel in the mirror by the
engine cowl.
 BRAKES
• The main wheels have independent
hydraulically actuated disc
brakes.
• The brakes on the wheels are
operated by applying pressure to
the top of the rudder pedals.
• To apply the park brake pull out
the knob and pump both pedals
until solid resistance is felt. Do
not rely on this brake and always
place chocks in the wheels if
available.
• Caution: Do not brake heavily
whilst turning the aircraft as
there is not much propeller
clearance and it may cause a prop
strike!
 VACUUM SYSTEM
• Pressure for the A/H and DI is
supplied by two engine driven dry
pressure pumps which are
interconnected to form a single
system.
• If either pump fails check valves
automatically close and the
remaining pump continues to
operate all gyro instruments.
• A pressure gauge indicates the
suction from the system. Two red
buttons on the pressure gauge
serve as source failure indicators.
When the pump is running the red
button is sucked in and disappears
from view.
PITOT STATIC SYSTEM
 PITOT STATIC SYSTEM
PITOT TUBE
• A standard pitot tube for the pilots flight
instruments is located on the outboard portion of
the left wing leading edge.

PITOT HEAT
• A heating element is installed on the pitot mast and is
controlled by the switch located with the main lights. This
should remain off on the ground except for testing on the
ground. It is used to prevent the formation of ice in flight.
 PITOT STATIC SYSTEM
STATIC
• Static air is taken from a
flush static port located on
each side of the aft
fuselage.
ALTERNATE STATIC
• In the event of a blockage of the
normal static system there is an
alternate static lever located on the
lower sidewall adjacent to the pilot.
• To select alternate static more the
handle towards the front of the
aircraft. However before use refer
to the emergency section of the
flight manual.
HEATING AND VENTILATION SYSTEM
CABIN HEATING
• Cabin heat is provided
by a 45,000 Btu/hr
combustion air heater
located on the right side
in the nose compartment
and provides heated air
for cabin warming and
windshield defrosting.
• The heater draws its
fuel from the right hand
tank and uses 3 L/hr,
and should be taken into
account for flight
planning purposes.
HEATING AND VENTILATION SYSTEM
HEATER OPERATION

• There is a three position heater switch on the main light

panel which can be placed in the ON – BLOWER ONLY – OFF
position. This switch must be ON to operate the heating
system.
• The push-pull knob on the left side of this panel placarded
DEFROST – PULL ON controls the amount of air required
for windshield defrosting.
• The push-pull knob located below the defrost knob placarded
CABIN AIR – PULL OFF, controls the amount of air entering
the cabin from the heater. Note: pulling the knob more than
½ closed deactivates the heater to prevent the heater from
over-temping.
• The lower push-pull knob placarded CABIN TEMP- PULL TO
INCREASE controls the temperature of the air entering the
cabin. This directly controls the heat output of the heater.
DEFROST KNOB

3 Position switch
CABIN AIR KNOB

HEATER KNOB
FRESH AIR BLOWER
HEATING AND VENTILATION SYSTEM
CABIN VENTILATION

• In flight, air is provided through the same outlets used for

heating. The CABIN AIR knob is used to control the airflow
through these vents. The air intake for these vents are
located on the right side of the nose compartment.
• For ventilation through the same vents on the ground, push
the CABIN AIR control forward and place the three position
switch on BLOWER ONLY mode. This is only used for
ground operations and will deactivate when the landing gear
is retracted.
• Fresh ram air is also provided through and outlet located on
each side of the instrument panel, the air enters directly
forward on the windshield.
• There are also overhead fresh air outlets located above
each seat, and air for these is ducted from the air intake on
the left side of the dorsal fin. There is a fresh air blower
which blows air through these vents on the ground and
should not be used in flight.
ENGINES/PROPELLERS
 ENGINES/PROPELLERS
ENGINES
LEFT RIGHT
• 2 x 180Hp 4 cylinder
horizontally opposed
• Left engine – O-360-A1G6D
Rotating clockwise (when
viewed from behind)
• Right engine – LO-360-
A1G6D Rotating anti-
clockwise (when viewed from
behind)
• Engine instrumentation is
provided in the centre
console, with the
instrumentation being
separated for the left and
right engines.
 ENGINES/PROPELLERS
COWL FLAPS

• To aid engine cooling, cowl

flaps are fitted to the each
engine.
• The cowl flaps are
controlled by 2 levers
directly under the carb heat
and can be selected to
closed, ½ open, and fully
open position.
• They should be open on the
ground, in a climb below
120kts, and closed during
cruise to minimise drag.
 ENGINES/PROPELLERS
CARB HEAT

• Both engines are carbureted, and

so are fitted with carb heat.
There are two carb heat knobs
under the main throttle quadrant.
• There is also a carb heat
temperature instrument and the
carb heat should be used when the
needles are in the yellow range.
• If this instrument is not working
then the carb heat should be used
as it would be for any other single
engine aircraft.
• Note: Since the propellers are
fitted with a CSU, carb ICE will
not result in a decrease in RPM in
flight, instead the Manifold
pressure will decrease and the
carb temp gauges should be
checked.
 ENGINES/PROPELLERS
Right
OIL SYSTEM

• The engines are

equipped with a wet
sump, pressure-type oil
system.
• The capacity of each
engine is 8Qrts and the
oil is usually kept around Left
the 6Qrt mark.
• Each engine has its own
calibrated dipstick and
these are not
interchangeable.
 ENGINES/PROPELLERS
PROPELLERS

• 2 x Hartzell 76” constant

speed fully feathering 2
blade propellers.
• RPM is controlled by the
engine-driven propeller
governor which regulates
hydraulic pressure to the
hub.
• The RPM is selected by the
pilot with the blue pitch
lever.
• The oil to the governor
should be circulated before
flight.
 ENGINES/PROPELLERS
CONTROLS
 ENGINES/PROPELLERS
CONTROLS

• On the ground the pitch is set to full fine, and so

the RPM’s are controlled with the power levers on
the ground.
• Once airborne, the engine power or manifold
pressure is controlled with the throttle, and the
RPM is controlled with the pitch levers.
• Notice how the levers are all different heights,
with the throttles being the highest and mixtures
the lowest point.
 ENGINES/PROPELLERS
CLIMBING

• Think of climbing as going 3

up a hill. So to climb you
start at the bottom of the
hill and work your way up. 2
1 – Open the cowl flaps 4
2 – Enrichen the Mixtures
3 – Set the RPM
4 – Set the power
(manifold pressure)
5 – Begin the climb

WORK FROM RIGHT TO LEFT

1
REV UP
 ENGINES/PROPELLERS
LEVEL OFF / DESCENT

• To level off you should always let

the aircraft accelerate before 3
reducing power. Remember that
cowl flaps create drag & hence
slow you down and should be
closed for the cruise and should 2
be closed before reducing the 4
power.
1 – Close the cowl flaps
2 – Set the power
3 – Set the RPM
4 – Lean the mixture (Rich on
descent)
WORK FROM LEFT TO RIGHT
1
THROTTLE BACK
 ENGINES/PROPELLERS
POWER SETTINGS

CLIMB 25” 2500RPM CRUISE 24” 2300RPM DESCENT 20” 2300RPM

 TRIM
• The aircraft is fitted
with 3 separate
AILERON
control trims,
elevator, rudder and
aileron.
• Each works in the RUDDER
natural sense, i.e.
holding back trim
back, right rudder
pressure trim right,
right aileron trim
right. ELEVATOR
• To trim the aircraft
work from the back to
the front, i.e.
elevator, rudder then
aileron.
 TRIM
ELECTRIC TRIM

• As well as being fitted with the mechanical trim, an electric

elevator trim is fitted on the pilots control wheel.
• To activate this trim, the electric trim switch must be turned
on. The trim also has a spring loaded thumb switch which must
be depressed when using the electric trim.
• This trim should be checked on the ground prior to it being
used. To check it:
1 – With the subpanel trim switch off make sure that the electric
trim does not work, then turn on the switch.
2 – Do not depress the thumb switch and move it forwards and
aft – the trim should not work.
3 – Depress the switch and depress forward and aft to check
trim movement. When you release the switch make sure that
the trim does not keep moving.
 TRIM

Electric trim
switch

Thumb switch
 AUTOPILOT
• The aircraft is fitted
with a century III, 3
axis autopilot. It is
capable of holding a
heading, altitude,
climbing, descending and
turning the aircraft, as
well as being able to fly
instrument tracks.

• Caution: Before using

the Autopilot in flight
make sure that you have
tested it’s serviceability
on the ground!
 AUTOPILOT
There is an autopilot master switch located
on the pilots subpanel which needs to be
turned on before the autopilot can be
engaged.
Once this switch is on, there is an on switch
located on the autopilot panel which needs
to be turned on.
With only this switch in the up position, the
autopilot can only be used to roll the
aircraft to the left and right with the use
of the roll wheel below the on switch. To
roll the aircraft left, rotate the knob left,
to roll right rotate the knob right and to fly
a constant heading keep the knob in the
middle.
 AUTOPILOT
The autopilot can also fly the heading bug
which the pilot sets on the HSI.
There are two switches required to make
the autopilot follow the heading bug. Firstly
on the main autopilot panel the HDG switch
needs to be turned on, and secondly the
other autopilot control above this main panel
should be set to heading.
The autopilot will then follow the heading
and if the heading bug is rotated then the
autopilot will automatically turn the aircraft
onto the heading bug.
The autopilot can also be made to fly
instrument tracks and the knob above the
main autopilot panel can be set as required.
 AUTOPILOT
The autopilot can also control the aircraft
in pitch. Before using this feature, the
electric trim switch must be selected to on.
There is an indication of the trim on the
autopilot panel and this shows weather the
trim is central or the autopilot is trimming
out the aircraft.
The autopilot can hold the altitude of the
aircraft by selecting the ALT switch to on.
It will automatically level the aircraft off
from a climb or descent by pressing this
button, however you need to press it 10% of
the rate of climb or descent before the
required altitude. I.E. in 500’/min climb
press ALT with 50’ to go.
 AUTOPILOT
The autopilot can also climb and descend
the aircraft. To do this, make sure that the
ALT switch is off and the pitch switch is on.
With the switch central the aircraft will
fly level. Move the switch up or down to
make the aircraft climb or descend.
PERFORMANCE
GRAPHS
TAKEOFF DISTANCE
LANDING DISTANCE
 SERVICE
CEILING – ONE
ENGINE
INOPERATIVE
ONE – ENGINE CLIMB
ACCELERATE – STOP DISTANCE
ACCELERATE – GO DISTANCE
FILL IN TECHNICAL
KNOWLEDGE
QUESTIONNAIRE