BUILT FOR ADVENTURE

The Bonanza® G36 is the aspiration of any pilot who desires unmatched craftsmanship. This piston-engine powerhouse is designed and built to be certified in the rugged utility category. With first-class technology and comfort and world-class quality, your Bonanza G36 is ready for any adventure.

Thanks for downloading the Beechcraft Bonanza G36 Improvement Mod. This improvement project has been crafted for the Microsoft Flight Simulator default G36 Bonanza. At this moment, the modificatiom mainly focuses on flight performance fixes, checklists and improved documentation to make the G36 as true to life as we can get it. This was made possible with the help of the community consisting of both enthusiasts and G/A36 pilots.

You can download the latest version of this mod at our Github repository, https://github.com/TheFrett/msfs_g36_project and please do join our community and discuss the mod on the official MSFS forum https://forums.flightsimulator.com/t/g36-fixes-and-improvements-update-12-09/216094.

Thanks to you all!

The G36 Mod Team
FrettFS, CaptMatto, Coppersens, Uwajimaya, Dciskey, Matchrocket, JuiceBox7535, Jonasbeaver, Exp232 & nickc95

Features

Current Version 0.6

This update adds an all-new engine start simulation to the G36, a working electric fuel pump, more activated and functional switches, updated flight dynamics, system improvements and better lighting effects.

Flight dynamics/performance

  • Adjusted climb and cruise performance to match the Bonanza G36 POH charts.
  • Adjusted flap and gear drag
  • Slightly reduced pitch effect due to elevator deflection + propwash
  • Slightly increased nosewheel steering angle
  • Added drag due to cowl flap. This causes a 3-4 kts cruise speed loss.
  • Decreased yaw sensitivity by lowering deflection rate as a function of speed
  • Increased overall stability: less ‘twitchy’ feeling
Engine & Fuel system
  • Completely overhauled engine parameters: realistic fuel flow, mixture-EGT interaction, engine performance at all pressure altitudes.
  • Simulation of the electric fuel pump
  • More advanced simulation of engine startup:
    • Cold starts: correct use of the fuel pump, throttle and mixture required depending on engine and ambient temperature
    • Under some conditions, idling the engine too soon after start may cause it to quit.
    • Flooded engine: pumping too much fuel to the engine may cause it to ignite slower or not at all.
    • Flooded engine start procedure (mixture low/cut, throttle halfway) may resolve this.
    • A hot engine running idle with little airflow may quit because the fuel evaporates. (Hotstarts WIP)
Systems
  • Added new working systems and switches:
    • Airco (has a negative effect on engine performance, you will see a few kts lower cruise speed)
    • Airco and ventilator switches are functioning and part of the electrical system
    • Annunciator test
  • Electrical system overhaul:
    • Completely revised electrical buses: all individual systems hooked up to the correct bus
    • Bus tie logic added
    • Correct voltage indications of BUS2 due to reverse current blocking diodes
    • Correct alternator loads
    • Made all indications smooth, rather than instant jumps to a new value
  • Autopilot tweaks
    • Fixed holding the wrong altitude at non-standard atmospheric pressures
    • Max pitch and bank angles adjusted for smoother AP behaviour
    • Added maximum and minimum IAS_ref speeds for FLC mode
    • Adjusted autopilot PIDs
  • Integration with the Working Title G1000 mod, with customized ENGINE, LEAN and SYSTEM pages.
  • Completely redone G1000 annunciators: all annunciators of the real G36 were implemented (except for door open warnings)
  • Corrected fuel gauge scale
Textures & Effects
  • Including the latest version of Uwajimaya’s lighting mod
  • Corrected decals (e.g. shoulder hardness -> harness)
Checklists
  • Interactive checklists for every stage of your flight that follow the POH

How to Install

  1. Download and install the latest version of the Working Title G1000 mod
  2. Download and unzip the folder ‘z-bonanza-g36-improvement-project’ in your MSFS Community folder
  3. IMPORTANT make sure that the mod is loaded AFTER the G1000 mod. Mods are loaded in alphabetical order. The release versions therefore have ‘z-’ at the beginning of the folder name to automatically ensure a correct loading order. For contributors: if you have installed the mod from your fork or local clone you have to manually ensure the loading order is correct.

Your Mod Folder should look like this:

FAQ's

Q: I am not seeing the engine pages in the G1000?
A: Make sure to download the Working Title G1000 mod (download link on main page in the description). Also ensure a good load order as explained under installation instructions

Q: The manifold pressure shows ‘NaN’?
A: Make sure to download the Working Title G1000 mod (download link on main page in the description). Also ensure a good load order as explained under installation instructions

Q: The mod isn’t working?
A: First make sure the load order is correct as per installation instructions. If the problem persists, it is usually due to a conflict with another mod in the community folder. The best thing is to remove all other mods and slowly add them to see what causes the conflict. Aircraft, gauge and lighting mods are the prime suspects.

Q: The engine won’t start!
A: Since v0.6, the engine start is modelled. Fuel must be pumped to the engines, cold engines need to warm up and overuse of the fuel pump and throttle prior to engine start may cause it to flood. If you correctly follow the start procedures, the engine should almost always start on the first try, unless under extreme conditions. If your engine is flooded, setting the mixture low (~20%) and the throttle about halfway to clear the excess amount of fuel efficiently. Note in reality the mixture is cut for this procedure, but the sim is hardcoded not to start with the mixture at 0%

Q: My engine quits after landing!
A: Fuel may evaporate in a hot engine at low speeds and idle throttle. This could occur on a very hot day when coming to a stop after landing. Use of the cowl flaps on approach and landing is advised under these conditions.

Q: My engine quits right away when starting on the runway!
A: This mod is designed for cold and dark starts. The sim initializes the CHT as equal to the ambient temperature. Furthermore, the amount of fuel pumped to the engine initializes as 0. Hence, the engine start/run conditions are not met and the engine will shut down. Follow the start-up procedure to restart the engine.

Q: The annunciator test button is stuck?!
A: This happens when you left click outside the clickbox and then hover your mouse over the button and release. Do the same thing to resolve the problem.

Q: The annunciator test button is stuck?!
A: Unfortunately there is something wrong with the animation. We have to wait for Asobo to fix this, but since this button was (inop.) by default don’t hold your breath. If you click it, it does actually work. You can see it increases the electrical BUS1 load slightly.

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SECTION 1 - GENERAL

Aircraft Plan

Ground Turning Clearance

A Radius for wing tip
27 ft 7 in
B Radius for nose wheel
13 ft 8 in
C Radius for inside gear
6 ft 3 in
D Radius for outside gear
15 ft 10 in

Turning radius is calculated using full steering, one break and partial power.

Fuel Capacity

Total Capacity
80 Gallons, 667.63 lbs or 302.83 ltrs
Total Usable
74 Gallons, 617.56 lbs or 280.12 ltrs

Maximum Weights

Maximum Ramp Weight
3663 lbs
Maximum Take-off Weight
3650 lbs
Maximum Landing Weight
3650 lbs
Maximum Zero Fuel Weight
No Structural Limitation
Maximum Weight in Baggage Compartment
Between Spars - 200 lbs
Rear Spar to Sta. 170 - 400 lbs
Aft Compartment (Sta. 170 to Sta. 190) - 70lbs

Service Ceiling

Service Ceiling
18,500 ft

Symbols, Abbreviations and Terminology

The following glossary is applicable within this documentation.

General Airspeed Terminology

CAS
Calibrated Airspeed is the indicated airspeed of an airplane corrected for position and instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level.
GS
Ground Speed is the speed of an airplane relative to the ground.
IAS
Indicated Airspeed is the speed of an airplane as shown on the airspeed indicator. IAS values published in this handbook assume zero instrument error.
KCAS
Calibrated Airspeed expressed in knots.
KIAS
Indicated Airspeed expressed in knots.
TAS
True Airspeed is the airspeed of an airplane relative to undisturbed air, which is the CAS corrected for altitude, temperature, and compressibility.
VA
Maneuvering Speed is the maximum speed at which application of full available aerodynamic control will not overstress the airplane.
VFE
Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position.
VLO
Maximum Landing Gear Operating Speed is the maximum speed at which the landing gear can be safely extended or retracted.
VLE
Maximum Landing Gear Extended Speed is the maximum airspeed at which an airplane can be safely flown with the landing gear extended.
VNE
Never Exceed Speed is the airspeed limit that may not be exceeded at any time.
VNO
Maximum Structural Cruising Speed is the airspeed that should not be exceeded except in smooth air and then only with caution.
VS
Stalling Speed or the minimum steady flight speed at which the airplane is controllable.
VSO
Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configuration.
VX
Best Angle-of-Climb Speed is the airspeed which delivers the greatest gain of altitude in the shortest possible horizontal distance.
VY
Best Rate-of-Climb Speed is the airspeed which delivers the greatest gain in altitude in the shortest possible time.

Meteorological Terminology

Indicated Pressure Altitude
The number actually read from an altimeter when the barometric subscale has been set to 29.92 inches of mercury (1013.2 millibars).
ISA
International Standard Atmosphere in which:
1. The air is a dry, perfect gas;
2. The temperature at sea level is 15° Celsius (59° Fahrenheit);
3. The pressure at sea level is 29.92 inches of mercury (1013.2 millibars);
4. The temperature gradient from sea level to the altitude at which the temperature is -56.5°C (-69.7°F) is - 0.00198°C (-0.003566°F) per foot and zero above that altitude.
OAT
Outside Air Temperature is static free air temperature, displayed in the OAT Box located in the lower left corner of the PFD, or from ground meteorological sources.
Pressure Altitude
Altitude measured from standard sea-level pressure (29.92 in. Hg/1013.2 millibars) by a pressure (barometric) altimeter. It is the indicated pressure altitude corrected for position and instrument error. In this handbook, altimeter instrument errors are assumed to be zero. Position errors may be obtained from the Altimeter Correction graphs.
Station Pressure
Actual atmospheric pressure at field elevation.
Wind
The wind velocities recorded as variables on the charts of this handbook are to be understood as the headwind or tailwind components of the reported winds.

Power Terminology

Cruise Climb Power
Power recommended for cruise climb.
Economy Cruise Power
Minimum power setting for which specific values of fuel flow and airspeed are presented.
Maximum Cruise Power
Maximum power setting for which specific values of fuel flow and airspeed are presented.
Recommended Cruise Power
Power settings for which specific values of fuel flow and airspeed are presented.
Take-off and Maximum Continuous Power (MCP)
Highest power rating not limited by time.

Engine Controls and Instruments Terminology

EGT
The Exhaust Gas Temperature display is used to identify the lean and best-power fuel flow mixtures for various power settings during cruise.
Manifold Pressure
The regulated absolute air pressure in the intake manifold of the engine located between the throttle valve and the cylinders.
Manifold Pressure Display
Displays the absolute pressure in the intake manifold of an engine, expressed in inches of mercury (in.Hg).
Mixture Control
Used to set fuel flow in all modes of operation, and to cut off fuel completely for engine shutdown.
Propeller Control
Used to control the RPM setting of the propeller governor. Movement of the control results in an increase or decrease in prop RPM.
Propeller Governor
Regulates the RPM of the engine/propeller by increasing or decreasing the propeller pitch through a pitch change mechanism in the propeller hub.
Tachometer
Displays the rotational speed of the propeller in revolutions per minute (RPM).
Throttle Control
Used to control power by introducing fuel-air mixture into the intake passages of an engine. Settings are reflected by readings on the manifold pressure display.

Airplane Performance and Flight Planning Terminology

Climb Gradient
The ratio of the change in height during a portion of a climb to the horizontal distance traversed in the same time interval.
Demonstrated Crosswind Velocity
The velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests. The value shown is not limiting.
GPH
U.S. Gallons per hour.
Route Segment
A part of a route. Each end of that part is identified by:
1. A geographical location; or
2. A point at which a definite radio fix can be established.

Weight and Balance Terminology

Airplane Center of Gravity (CG)
The point at which an airplane would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane.
Arm
The horizontal distance from the reference datum to the center of gravity (C.G.) of an item.
Basic Empty Weight
The weight of an empty airplane including full engine oil and unusable fuel. This equals empty weight plus the weight of unusable fuel, and the weight of all the engine oil required to fill the lines and tanks. Basic empty weight is the basic configuration from which loading data is determined.
CG Arm
The arm is obtained by adding the airplane’s individual moments and dividing the sum by the total weight.
CG Limits
The extreme center of gravity locations within which the airplane must be operated at a given weight.
Empty Weight
The weight of an empty airplane before any oil or fuel has been added. This includes all permanently installed equipment, fixed ballast, full hydraulic fluid, full chemical toilet fluid, and all other operating fluids full, except that the engines, tanks, and lines do not contain any engine oil or fuel.
Maximum Landing Weight
Maximum weight approved for the landing touchdown.
Maximum Ramp Weight
Maximum weight approved for ground maneuvering (includes weight of start, taxi, and runup fuel).
Maximum Takeoff Weight
Maximum weight approved for the start of the take-off run.
Maximum Zero Fuel Weight
Maximum weight exclusive of usable fuel.
Moment
The product of the weight of an item multiplied by its arm (moment divided by a constant is used to simplify balance calculations by reducing the number of digits).
Payload
Weight of occupants, cargo, and baggage.
Reference Datum
An imaginary vertical plane from which all horizontal distances are measured for balance purposes.
Station
A location along the airplane fuselage usually given in terms of distance from the reference datum.
Unusable Fuel
Fuel that is not available for flight planning.
Usable Fuel
Fuel available for flight planning.
Useful Load
Difference between Ramp Weight, and Basic Empty Weight.

Acronyms

Generic

ADC
Air Data Computer
AHRS
Attitude and Heading Reference System
GPS
Global Positioning System
GPWS
Ground Proximity Warning System
LNAV
Lateral Navigation
LPV
Localizer Performance with Vertical Guidance
LRU
Line Replaceable Unit
MFD
Multifunction Display
PFD
Primary Flight Display
RNAV
Area Navigation
SBAS
Satellite Based Augmentation System (equivalent to WAAS in the United States)
TAWS
Terrain Awareness and Warning System
VNAV or (VNV)
Vertical Navigation
WAAS
Wide Area Augmentation System

Garmin

GDC
Garmin Air Data Computer
GDU
Garmin Display Unit
GEA
Garmin Engine Airframe Unit
GIA
Garmin Integrated Avionics Unit
GDL
Garmin Data Link
GMA
Garmin Audio Panel
GMU
Garmin Magnetometer Unit
GRS
Garmin Attitude and Heading Reference System
GSA
Garmin Autopilot Servo
GSM
Garmin Autopilot Servo Mount
GTX
Garmin Transponder

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SECTION 2 - LIMITATIONS

Airspeed Limitations

Speed KCAS KIAS Remarks
Never Exceed (VNE) 203 205 Do not exceed this speed in any operation.
Maximum Structural Cruising (VNO or VC) 165 167 Do not exceed this speed except in smooth air and then only with caution.
Maneuvering (VA) 139 141 Do not make full or abrupt control movements above this speed.
Maximum Flap Extension / Extended (VFE) - - Do not extend flaps or operate with flaps extended above this speed.
Approach (12°) 152 154
Full Down (30°) 122 124
Maximum Landing Gear Operating Extended (VLO / VLE) 152 154 Do not extend, retract or operate with gear extended above this speed, except in emergency.

Airspeed Indicator Display

Color coded speed range strip or marking KIAS Significance
Red Strip 20 - 60 Low Speed Awareness
White Strip 61 - 124 Full Flap Operating Range
Lower Limit = Stall speed with flaps down at maximum weight.
Upper Limit = Maximum speed permissible with flaps fully extended.
White Triangle 154 Maximum Speed for approach flaps.
Green Strip 68 - 167 Normal Operating Range
Lower Limit = Stalling speed with flaps up at maximum weight.
Upper Limit = Maximum Structural Cruise Speed.
Yellow Strip 167 - 205 Caution Range. Approved for smooth air only.
Upper Limit = Never Exceed Speed.
Maximum speed for all Operations.
Red & White Strip > 205 High Speed Warning

The airspeed pointer will turn red when the airspeed or airspeed trend vector reaches 205 KIAS.

An airspeed trend vector is displayed on the right side of the color-coded speed range strip during accelerations and Declarations. The end of the trend vector indicates the airspeed that will be reached in 6 seconds if the current rate of acceleration is maintained. The trend vector is not displayed if the airspeed is constant.

Reference speeds for Glide, VX, and VY are pilot programmable and selectable using the TMR/REF soft key on the PFD. If one or more of these speeds is selected for display, a pointer will be positioned on the right side of the airspeed display opposite the speed that was programmed. The pointers are placarded [G] for glide, [Y] for VY, and [X] for VX.

Engine Operating Limits

Take-off and Maximum Continuous Power
Full Throttle, 2700 RPM
Cylinder Head Temperature Maximum
238°C / 460.4°F
Oil Temperature Minimum (Take-Off)
24°C / 75.2°F
Oil Temperature Maximum
116°C / 240.8°F
Oil Pressure Minimum (idle)
10 psi
Oil Pressure Maximum
100 psi
Fuel Flow Maximum
27.4 gph
Aux Fuel Pump
The HI position of the auxiliary fuel pump is not to be used during flight except when failure of the engine-driven fuel pump occurs.
Starter
Do not engage starter for more than 30 seconds in any 4-minute time period.

Fuel Management

Do not take off when Fuel Quantity indicates in the Yellow arc or with less than 13 gallons in each main tank.

Total Fuel Capacity
80 Gal, or 302 ltrs
Total Usable Fuel Capacity
74 Gal, or 280 ltrs
Maximum Slip Duration
30 seconds

Maximum fuel imbalance with autopilot engaged is 15 GAL (approximately 90 lbs).

Power Plant Instrument Markings

Power Plant displays are found on the MFD on the Engine Default page, the Systems page, and the Lean page in both digital and analog formats. When the MFD is not operable, the displays are found on the PFD. Please note - these pages are not modelled by the G36 Improvement Mod; the G1000 mod team are developing these pages.

The pointer, digital display, and instrument placard on the bar graphs are normally white, but will change color to yellow or red if the engine parameter is operating in a caution or prohibited range. If the engine parameter is operating in the prohibited range, the pointer, digits and placard will flash.

Manifold Pressure

Operating Range (Green Arc)
>15.0 to 29.6 in. Hg

Tachometer

Operating Range (Green Arc)
1800 to 2700 RPM
Prohibited Range (Red Arc)
2700 to 3000 RPM
Overspeed Indications
2701 RPM to 2754 RPM for 4 minutes
White Digits, White Needle
2701 RPM to 2754 RPM for > 4 minutes
Yellow Digits, Yellow Needle
2755 RPM & Above
Red Digits, Red Needle

Fuel Flow

Operating Range (Green Bar)
>3 to 27.4 GPH
Prohibited Range (Red Bar)
>27.4 to 30.0 GPH

Leaning Indicator (Cyan Pointer) - This pointer will automatically be displayed during MCP Climb and Cruise Climb power settings. The pointer indicates the required fuel flow based on existing RPM, Fuel Flow, and altitude. Fuel flow must be manually set to match the pointer during climbs.

Note: The leaning indicator will provide the correct climb fuel flows for only two power settings:

2700 RPM and Full Throttle
2500 RPM and Full Throttle
Please note - this feature is not modelled by the G36 Improvement Mod; the G1000 mod team may be developing this feature.

Cylinder Head Temperatures

The number displayed in the pointer indicates the hottest cylinder.

Operating Range (Green Bar)
>116° to 238°C, or >240° to 460°F
Prohibited Range (Red Bar)
>238° to 250°C, or >460° to 482°F
Please note - due to a MSFS limitation only one cylinder head temperature is modelled.

Oil Temperature

If engine is operating below 500 RPM, oil temperatures in the yellow bar will not cause the pointer or digits to change color.

Caution Range (Yellow Bar)
0° to 24°C, or 32° to 75°F
Operating Range (Green Bar)
>24° to 116°C, or >75° to 240°F
Prohibited Range (Red Bar)
>116° to 120°C, or >240° to 248°F

Oil Pressure

If engine is operating below 500 RPM, oil pressures in the yellow or red bar will not cause the pointer or digits to change color.

Prohibited Range (Red Bar)
0 to 10 psi
Caution Range (Yellow Bar)
>10 to 30 psi
Operating Range (Green Bar)
>30 to 60 psi
Prohibited Range (Red Bar)
>100 to 105 psi

Miscellaneous Instrument Markings

The pointer(s), digital display, and instrument placard on the bar graphs are normally white, but will change color to yellow if the parameter is operating in a caution range.

Alternator Load

Two pointers, placarded 1 and 2, indicate the load of each alternator.

100% load on alternator 1
100 amps
100% load on alternator 2
20 amps
Operating Range (Green Bar)
0 to 100%
Caution Range (Yellow Bar, Yellow Digits)
>100% to 110%
Alternator 2 Overload Indications
>100% to 120% for 5 minutes
Normal (White)
>100% to 120% for >5 minutes
Caution (Yellow)
>120%
Caution (Yellow)

Bus Voltage

Two pointers, placarded 1 and 2, indicate the voltage on Bus 1 and Bus 2. If the engine is operating below 500 RPM, bus voltages in the yellow bar will not cause the pointer or digits to change color from white to yellow.

Caution Range (Yellow Bar)
>10 to 24 volts
Operating Range (Green bar)
>24 to 30 volts
Caution Range (Yellow Bar)
>30 to 33 volts

Fuel Quantities

Two pointers, placarded L and R, indicate the fuel quantity in each tank.

Warning (Red Line)
0 Gal
Caution Range (Yellow bar)
>0 to 13 Gal
Operating Range (Green Bar)
>13 to 37 Gal

Weight Limits

Maximum Ramp Weight
3663 lbs
Maximum Take-off Weight
3650 lbs
Maximum Landing Weight
3650 lbs
Maximum Zero Fuel Weight
No Structural Limitation
Maximum Weights in Baggage Compartments
Between Spars
200 lbs
Rear Spar to Sta. 170
400 lbs
Aft Compartment (Sta. 170 to Sta. 190)
70 lbs

Maximum combined weight of aft seat occupants is 250 lbs unless otherwise placarded.

Maneuver Limits

This is a utility category airplane. Spins are prohibited. No acrobatic maneuvers are approved except those listed under Approved Maneuvers.

Approved Maneuvers

Maneuver Entry Speed
KCAS KIAS
Chandelle
The chandelle is an aircraft control maneuver where the pilot combines a 180° turn with a climb. 		132 134
Steep Turn
A turn that involves a bank of more than 30 degrees. 		132 134
Lazy Eight
The Lazy 8 consists of two 180 degree turns, in opposite directions, while making a climb and a descent in a symmetrical pattern during each of the turns. At no time throughout the Lazy 8 is the airplane flown straight and level; instead, it is rolled directly from one bank to the other with the wings level only at the moment the turn is reversed at the completion of each 180 degree change in heading. 		132 134
Stall (Except Whip) Use Slow Declaration
WARNING Minimum fuel for above maneuvers - 10 gallons each main tank
Maximum Slip Duration
30 Seconds

Avionics

Garmin G1000 Cockpit Reference Guide for the Beechcraft Bonanza A36/G36, must be immediately available to the flight crew. (available here)

Display Units Default Setting Results
DIS. SPD Nautical (NM, KT) Distance will be shown in nautical miles and speed in knots.
ALT. VS Feet (FT, FPM) Altitude will be shown in feet and vertical speed in feet per minute.
POSITION HDDD° MM.MM’ Latitude and longitude will be entered in degrees, minutes, and decimal minutes i.e. 45° 30’ 30” would be entered as 45° 30.5 minutes.
Map Datum WGS 84 The G1000 will use the WGS 84 Datum. In some areas outside the United States, datums other than WGS 84 may be used. If the G1000 is authorized for use by the appropriate Airworthiness Authority, the required geodetic datum must be set in the G1000 prior to its use for navigation.

Kinds of Operations

This airplane is approved for the following types of operations:

  • VFR day and night
  • IFR day and night

WARNING Flight in icing conditions is prohibited

SECTION 3 - EMERGENCIES

All airspeeds quoted in this section are indicated airspeeds (IAS) and assume zero instrument error.

The following information is presented to enable the pilot to form, in advance, a definite plan of action for coping with the most probable emergency situations which could occur in the operation of the airplane.

Emergency Airspeeds

Emergency Descent
154 kts
Maximum Range Glide
110 kts
Landing Approach - Without Power
85 kts

WARNING The stall warning horn will be inoperative when power is lost to Bus 1, i.e. if BAT 1 and ALT 1 are both inoperative.

Aborted Takeoff

Throttle
Closed
Brakes
As required to achieve stopping distance
If airplane cannot be stopped on remaining runway:
Mixture
Cut-off
Ground Loop
If Required
When airplane comes to a stop:
Fuel Selector Valve
Off
Battery 1 & 2, Alternator 1 & 2
Off
Magnetos
Off

Engine Failure

The most probable causes of engine failure are loss of fuel flow, ignition system malfunction or blockage of the induction system.

Engine Failure During Take-Off Ground Roll

Throttle
Closed
Brakes
As required to achieve stopping distance
If emergency shutdown is warranted:
Fuel Selector Valve
Off
Magnetos
Off
Fuel Selector Valve
Off
Battery 1 & 2, Alternator 1 & 2
Off

Engine Failure in Flight

WARNING If engine failure occurs immediately after takeoff, landing straight ahead is usually advisable.

Airpseed
Immediately After Takeoff
85 kts
With Sufficient Altitude
110 Kts
If sufficient time is available, accomplish the following:
Turn toward the Most Favorable Landing Site
Air Conditioner
Off
Fuel Selector Valve
Select Other Tank
Magnetos
Check Both Selected
Aux Fuel Pump
Hi
Mixture
Full Rich then Lean as Required

WARNING If power is restored when the Auxiliary Fuel Pump is selected to HI, then manual adjustment of the mixture control will be required for all power changes to prevent engine roughness. Do not retard throttle to idle until landing is assured.

If engine does not start:

Aux Fuel Pump
Off
Mixture
Full Rich
Magnetos
Check Left, Right, Both
Alternate Air T-Handle
Pull and Release

If engine still does not start:

See MAXIMUM GLIDE CONFIGURATION procedure.

Engine Fire in Flight

Fuel Selector Valve
Off
Mixture
Cut Off
Propeller
Low RPM
Fuel Boost Pump
Off
Magnetos
Off
Alternator 1 & 2
Off
Engine
Do Not Attempt Restart

See the following procedures as required:

  1. EMERGENCY DESCENT
  2. MAXIMUM GLIDE CONFIGURATION
  3. LANDING WITHOUT POWER

Engine Fire on the Ground

Mixture
Cut Off
Starter
Continue to Crank
Fuel Selector Valve
Off
Magnetos
Off
Battery 1 & 2, Alternator 1 & 2
Off

Evacuate airplane and move to a safe distance.

Propeller Overspeed

Throttle
Retard
Airspeed
Reduce until RPM is at or below 2700
Oil Pressure
Check
Land
As soon as possible

WARNING If loss of oil pressure was the cause of overspeed, the engine will seize after a short period of operation.

If engine seizes, see following procedures in this section, as required:

  1. MAXIMUM GLIDE CONFIGURATION
  2. LANDING WITHOUT POWER

Emergency Descent

Power
Idle
Propeller
High RPM
Landing Gear (154 kts max)
Down
Flaps (154 kts max)
Approach
Airspeed
154 kts

Maximum Glide Configuration

CAUTION The landing gear will not retract unless the throttle is in a position corresponding to approximately 17 in. Hg manifold pressure or above.

Landing Gear
Up
Flaps
Up
Propeller
Low RPM
Cowl Flaps
Closed
Airspeed
110 kts
Air Conditioner
Off
Alternator 1 & 2
Off
ELT
On
Glide Ratio
1.7 nm (2 statute miles) per 1000ft of height
Nearest Airport
Determine
PFD/MFD
Press NRST softkey
Large FMS knob
Select Desired Airport
Direct-To Key
Press
Ent Key
Press Twice

Landing Without Power

Fuel Selector Valve
Off
Mixture
Cut Off
Magnetos
Off
Flaps
Down
Landing Gear
Down or Up Depending on Terrain
Airspeed
85 KIAS Minimum
Alternator 1 & 2
Off
When laning is assured and PFD is not required:
Battery 1 & 2
Off

CAUTION The landing gear will not retract unless the throttle is in a position corresponding to approximately 17 in. Hg manifold pressure or above.

Landing With Gear Retracted - With Power

If possible, choose firm sod. Make a normal approach using flaps as necessary.

CAUTION The landing gear will not retract unless the throttle is in a position corresponding to approximately 17 in. Hg manifold pressure or above.

When landing is assured:

Throttle
Closed
Mixture
Cut Off
Alternator 1 & 2
Off
Magnetos
Off
Fuel Selector Valve
Off
Maintain wings level during landing
Battery 1 & 2
Off

Alternator 1 & 2 Failure [ALT 1-2 INOP] & [BUSES TIED]

Alternator 1 & 2 Switches
Verfiy On
Alt Load 1 & 2
Check
Bus Volts 1 & 2
Check
If Alt Load 1 & 2 indicate a load, a false warning is indicated.
Continue to use Alternator 1 & 2.
If Alt Load 1 & 2 show no load and the Bus Volts 1 & 2 gradually drop below 25 volts, alternator 1 & 2 are inoperative.
Attempt to reset the alternators as follows:
Alternator 1 & 2
Off Momentarily, Then On
If [ALT 1-2 INOP] Extinguishes
Continue to use Alternator 1 & 2.
If Aft Load 1 & 2 continue to show no load and Bus Volts 1 & 2 continue to indicate below 25 volts:
Alternator 1 & 2 Switches
Off
Autopilot and FLight Director
Disengage
Avionics Switch
Off
Bus 1 & 2
Load Shed as Required*
Land
As soon as possible

*See ELECTRICAL LOAD SHEDDING procedures:

  1. ELECTRICAL LOAD SHEDDING

Alternator 1 Failure [ALT 1 INOP]

Alternator 1 Switch
Verfiy On
Alt Load 1
Check
Bus Volts 1
Check
If Alt Load 1 indicate a load, a false warning is indicated.
Continue to use Alternator 1
If Alt Load 1 shows no load and Bus 1 gradually drops below 25 volts, alternator 1 is inoperative.
Attempt to reset the alternators as follows:
Alternator 1
Off Momentarily, Then On
If [ALT 1 INOP] Extinguishes
Continue to use Alternator 1
If Alt Load 1 & 2 continue to show no load and Bus Volts 1 & 2 continue to indicate below 25 volts:
Alternator 1 Switch
Off
Bus 1
Load Shed as Required*
Land
As soon as possible

*See ELECTRICAL LOAD SHEDDING procedures:

  1. ELECTRICAL LOAD SHEDDING

CAUTION The landing gear may have to be extended manually at the destination depending on the condition of Battery 1.

See following procedures in this section, as required:

  1. LANDING GEAR MANUAL EXTENSION

Alternator 2 Failure [ALT 2 INOP] & [BUSES TIED]

CAUTION During ground operations, a failure of alternator 2 can only be detected at RPMs above 2000.

NOTE It is normal for the [BUSES TIED] to be displayed when engine RPM is < 2000 RPM, such as during ground operations and during landings. An inoperative Alternator 2 will allow the bus tie relay to close. Battery 2 and BUS 2 will receive power from Bus 1.

Alternator 2 Switch
Verfiy On
Alt Load 2
Check
Bus Volts 2
Check
If Alt Load 2 indicate a load and Bus Volts 2 is 27.5 to 29.0 volts, a false caution alert is indicated.
Continue to use Alternator 2
If Alt Load 2 shows no load and Bus Volts 2 gradually drops to approximately 2 volts below Bus Volts 1, Alternator 2 is inoperative.
Attempt to reset the alternators as follows:
Alternator 2
Off Momentarily, Then On
If [ALT 2 INOP] & [BUSES TIED] Extinguishes
Continue to use Alternator 2
If Alt Load 2 continue to show no load and the [ALT 2 INOP] and [BUSES TIED] remain illuminated:
Alternator 2 Switch
Off
Alt Laod 1
Monitor
Bus 1
Load Shed as Required*
Land
As soon as possible

*See ELECTRICAL LOAD SHEDDING procedures:

  1. ELECTRICAL LOAD SHEDDING

Alternator 2 Failure and Bus Tie Failure [ALT 2 INOP]

Illumination of the [ALT 2 INOP] without the Illumination of the [BUSES TIED] indicates that the Bus Tie Contactor has failed to close. Thus, Bus 2 will be powered only by Battery 2.

Alternator 2 Switch
Verfiy On
Alt Load 2
Check
Bus Volts 2
Check
If Alt Load 2 indicate a load and Bus Volts 2 is 27.5 to 29.0 volts, a false caution alert is indicated.
Continue to use Alternator 2
If Alt Load 2 shows no load and Bus Volts 2 is zero, Alternator 2 is inoperative and the bus tie did not close.
Attempt to reset the alternators as follows:
Alternator 2
Off Momentarily, Then On
If [ALT 2 INOP] Extinguishes
Continue to use Alternator 2
If Alt Load 2 continues to show no load and the [ALT 2 INOP] remains illuminated:
Attempt to reset the alternators as follows:
Alternator 2 Switch
Off
Alt Laod 1
Monitor
Bus 2 will be powered only by Battery 2
Load Shed as Required*
Land
As soon as possible

Electrical Load Shedding

LOSS OF ALTERNATOR 1 OR ALTERNATOR 1 AND 2

The following items are powered only by Battery 1 and Alternator 1. These items are candidates for load shedding if Alternator 1 fails or if Alternator 1 and 2 fail. This can be accomplished by turning switches off, pulling circuit breakers, or refraining from using the system. Items to be shed are at the discretion of the pilot and should be chosen based on the flight conditions; however, for a dual alternator failure those items with an * must be shed in order to conserve battery power.

ITEMS LOCATED ON BUS 1