AMEL COMMERCIAL/ATP STUDY GUIDE

Required inspections? A V 1 A T E
Annual

VOR- 30 days
100 hour
Altimeter (pitot-static) - 2 years
Transponder- 2 years
ELT- 1 year
Documents in airplane?A R O W
Airworthiness Certificate
Registration
Owners Manual
Weight & Balance
What is ADM (Special Emphasis Area #10)? Aeronautical Decision Making. The systematic approach to the mental
process used by pilots to consistently determine the best course of action in response to a given set of circumstances.
What is CRM (Special Emphasis Area #11)? Crew Resource Management. It is a concept that focuses on interpersonal
communication and decision making in the cockpit.
How would you apply the CRM model to the following scenario?:
Your commercial flight is approaching an airport experiencing low visibility and ceilings and getting worse, with 2 hours of
fuel remaining including reserve, and behind schedule.
First, detect the threats (Wx, low fuel, schedule) using weather knowledge, situational awareness (state of the a/c in relation
to fuel), communication and teamwork (amongst the crew, dispatch, ATC), and feedback (from the crew, dispatch, ATC).
Next, formulate a plan of action based on all the elements: We will attempt one approach and in the event of a Missed
Approach, continue on to the alternate airport on file.
What is SRM? Single-pilot Resource Management. Applies many CRM principles into a single-pilot scenario. Also
includes concepts of ADM, RM (Risk Management), TM (Task Management), AM (Automation Management), CFIT.
How can a pilot practically apply SRM? By using the 5-P Model before and during the flight:
The Plan: Involves x-country planning, Wx, route, fuel, publication currency, etc
The Plane: Involves airworthiness, database currency, mechanical status
The Pilot: Involves the IMSAFE checklist and Hazardous Attitudes (see PHAK Chap 17)
The Passengers: Pilot vs Non-pilot considerations
The Programming: Being familiar with how to use advanced avionics equipment and displays such as GPS and EFIS to
increase situational awareness and reduce workload

The above references are only highlights of the ADM concept. Become familiar with the following chapter in the
PHAK (Pilots Handbook of Aeronautical Knowledge):
http://www.faa.gov/regulations_policies/handbooks_manuals/aviation/pilot_handbook/media/PHAK
%20-%20Chapter%2017.pdf
You notice on pre-flight an inverter is INOP, what is your decision process in regards to the airplane's
airworthiness?

91.205 required equipment? If yes, NOT airworthy. If no, then is it...

Required in the aircraft Equipment List? If yes, NOT airworthy. If no, then is it...
Required by an AD? If yes, NOT airworthy. If no, then is it...

Required by an MEL or MMEL? If yes, NOT airworthy. If no, then is it...

Unsafe to operate without it? If no, have a good flight!
SYSTEMS BE-95
POWERPLANT
Type? LHAND: Lycoming 0-360, 180 hp (at SL in standard conditions), Horizontally-opposed, Air-cooled, Normallyaspirated, Direct drive
What does horizontally opposed mean? Means the pistons are arranged opposite of one another
What does direct drive mean? Crankshaft connected directly to the propeller
What does normally aspirated mean? Not turbocharged or supercharged
How is engine ignition provided? Through engine driven magnetos which are independent of the a/cs electrical system
and each other
PROPELLERS
Type? Hartzell, Constant-speed, Full-feathering, 2-bladed
How to control them? Prop levers on the throttle quadrant, RPM gauge
How do you Feather/Unfeather? Feather a prop by pulling the lever back to the stop marked "Feather." Unfeather by
pushing prop lever up to desired RPM
If a prop were to suddenly feather, simply stated, what has happened? Loss of oil pressure
Regarding oil pressure, what drives the props to a flat pitch, high RPM? High oil pressure
What prevents the props from feathering on engine shut-down on the ground? Lock pins
What assists the props to unfeather in flight? Nitrogen accumulators assist in unfeathering by injecting oil back into the
prop hub with the assistance of a rubber diaphragm in the accumulator
Why are accumulators needed? Because the engine-driven oil pump does not supply pressure when the engine is stopped
Prop sync? NO
What is the proper way to hand-prop an engine with safety in mind? (In Commercial PTS only, NOT ATP) Aircraft
tied down/chocked is essential. Always have a qualified pilot in the airplane. Proper communication between propper and
seated pilot is also an essential safety function. When priming the cylinders, Mags cold and throttles closed. COLD AND
CLOSED!

Procedure:
Propper: HOT AND BRAKES!
Mixture full rich, Mags hot, Brakes set
Pull down on the prop, moving away from the arc of the prop
FUEL SYSTEM
Capacity? 112 total gallons, 106 useable

Drains? 8 drains total - One for each tank (4), One for each crossfeed (2), One for each low point (2)
Pumps? 4 pumps - 2 engine driven (80-100 psi), 2 electric auxiliary controlled by switches in the cockpit
Tanks? 4 total - 2 mains which are located inboard on the wings and hold 25 gallons each. 2 auxiliary outboard on the
wings and hold 31 gallons each

Gauges? 2 gauges above throttle quadrant. A switch next to the gear lever labeled "main" and "aux" allows the pilot to read
the fuel quantity of the selected tanks
How is fuel quantity measured? A float type transmitter unit in each tanks sends a signal to the fuel gauge
Fuel burn per hour? Approx 20 GPH
Type of Fuel? 100LL (blue)
Selectors? 2 moveable selectors labeled "main", "aux", "crossfeed", and "off"allow the pilot to crossfeed fuel
How are the fuel selectors positioned for normal ops? As seen in figures 1 and 2 below, fuel selectors are positioned
either on the mains or aux tanks

During crossfeed ops, where is fuel drawn from, and fed to? As seen in figures 3 and 4 below, crossfeeding from Left
to Right, Drawing fuel from the left aux or main tank to the right engine

Limitations of the fuel system?

Must takeoff and land on the main tanks
Cannot takeoff with less than 1/2 tanks in the mains
ELECTRICAL SYSTEM
Describe the electrical system... 28-volt system, (2) 55 amp alternators, (2) 12-volt 25 amp-hour batteries wired in
series
What major systems are operated electrically? Gear & Flaps
Buses? 2 buses - One 12-volt bus located on the pilot's side which contains all avionics equipment CB's. One 24-volt
bus on the co-pilot's side containing Gear, Flaps, Lights, etc CB's. Note: Gear Relay CB is the 3rd from the left on the panel
What is the reason for the difference between the battery (24V) and the system voltage (28V)? Because the
battery won't charge properly without the extra couple of volts. If the electrical system were regulated to 24 volts, the
battery would not recharge during flight
How are the alternators output controlled? Automatically by a voltage regulator
When excessive current develops, what protects the equipment? Circuit breakers

LANDING GEAR
Type? Electrically Operated Tricycle, Retractable
How is it operated? By moving a two position switch on the right side of the panel
How does it extend/retract? By moving the gear switch, a reversible electric motor is excited and with the assistance of
a series of push-pull rods the gear is extended. The motor and gearbox are located under the front seats
How is the nose wheel steered? Through a spring loaded linkage connected to the rudder pedals
What helps compensate for the shimmy tendency? A hydraulic dampener on the nose wheel

What prevents inadvertent gear retraction on the ground? A squat switch located on the left main assembly opens the
circuit when the strut is compressed by the weight of the airplane
What type of brakes does the BE-95 have? Hydraulic disc brakes on each main gear
How are the brakes controlled? Through toe pedals at the top of each rudder pedal
What type of shock struts does the BE-95 have? Air/oil Olio struts
If you arrive at the airplane for preflight and notice a red fluid on the ground by one of the mains, what has likely
occured? A hydraulic leak in the brake line
What is the procedure for extending the gear manually?
Gear Handle Down
Pull LG Relay CB (Right panel 3rd from left)
Crank counter-clockwise until crank stops
Push LG Relay CB back in
Verify gear down with 3 green lights/Mirror on cowling/Gear Down Indicator
OIL SYSTEM
Capacity? 6-8 qts
Grade? Aeroshell 100 SAE50
Indicators? Gauges in cockpit read oil pressure and temperature
HYDRAULIC SYSTEM
What systems are operated hydraulically? Brakes & Props
Reservoir Location/Servicing? Located in the nosecone
Grade? MIL-5606 (red)
FLIGHT CONTROLS
Flaps? Plain flaps. Electrically powered and controlled by a flap handle left of the throttle quadrant. To extend, handle must
be placed in the full down position and flap extension can be stopped at any time by re-positioning the handle to the mid
position
Degrees? 33 deg max
Indications? A red light for up and a yellow light for down
How are ailerons, rudders, and elevators controlled? By a series of cables, pulleys, and rods
Trim? Elevator, aileron, and rudder trim located below the throttle quadrant. 6 degrees nose up is used for takeoff

ENVIRONMENTAL SYSTEM
A Janitrol 27500 BTU combustion heater draws fuel from the right main tank and supplies heated air to the cabin and
windshield. A switch labeled "cabin heat" turns the heat on and off. A squat switch on the (L) main turns on a blower which
cools the heater during ground ops.
ICE PROTECTION (Special Emphasis Area #12)
De-ice? Carburetor heat (located below the throttle quadrant), Windshield heat (see above)
Anti-ice? Pitot heat controlled by a switch on the control panel
Alternate Static? The BE-95 in the Sheble fleet does not have and alternate static source, the VSI (least expensive) must
be broken in the event of a need for alternate static
CREW AND PASSENGER EQUIPMENT
Survival equipment?NONE
Emergency Exits? 2 in the back seats, Pull the red pin & Pushthe window out
PERFORMANCE AND LIMITATIONS
Explain some of the adverse effects of exceeding the limitations of this aircraft?
* Illegal
* Unable to takeoff or abort a takeoff in the published distance
* Poor climb performance
* CG issues - stability, stall, cruise performance
* Can damage the aircraft landing too heavy
Explain some of the effects of a forward CG?
Increased longitudinal stability
Decreases Vmc
Slower cruise speed, Why? More drag due to greater AOA
Higher stall speed
Longer T/O roll
May not have enough elevator for flare
Explain some of the effects of an aft CG?
Decreased longitudinal stability
Increases Vmc
Faster cruise speed
Lower stall speed
May be difficult to recover from spin
Faster cruise speed with an aft CG, Why? Reduced drag due to decreased AOA

Explain the effects of an increase in density altitude as it relates to Vmc?

Vmc decreases because as we increase DA, engine performance decreases. Because of this, the yawing moment decreases.
Calculate the following: (chart page - see charts in this packet)
Accelerate-stop distance (6-20)
Takeoff distance (6-2,6-3)

2-engine service ceiling (6-7)

Single-engine service ceiling (6-8)
Landing distance (6-16,6-17)

CFIT is a common concern for all pilots, what can you do to prevent inadvertent CFIT?
* Thoroughly review all DPs and STARS

* Know your aircraft's performance and plan your flight accordingly

* Properly evaluate your ability to plan and complete a flight safely (IMSAFE, PAVE)
* Proper use of CRM and ADM
Scenario: You smell or see white smoke (usually electrical) in the cockpit, what is the procedure to remove it?
MASTER SWITCH OFF
PULL/TURN OFF NON-ESSENTIAL CIRCUIT BREAKERS AND SWITCHES
MASTER SWITCH ON
PUSH IN/TURN ON CBS/SWITCHES ONE BY ONE TO ISOLATE THE PROBLEM
*OPENING A VENT WINDOW OR DOOR MAY IMPROVE THE SITUATION AS WELL
Know the following speeds and weights: (all speeds in MPH)
Va - 160
Vno - 185
Vne - 240
Vle - 150
Vfe - 130
Vy - 100
Vx - 90
Vr - 90
Vso - 70
Vs - 80
Service Ceiling (100 FPM climb rate) - 19300
Max Gross - 4000
Empty Weight - 2745
Useful Load - 1255

Single-Engine:
Vmc - 84 (red line)
Vyse - 100 (blue line)
Vxse - 90
Single-Engine Service Ceiling (50 FPM climb rate) - 6800
Normal Approach to Landing Speeds (flapless):
On approach - 120

Over the Fence - 110

Over the Threshold - 100
On Touchdown - 90
Describe the following effects of meteorological conditions on performance:
Hot? Less HP, Longer takeoff and landing roll, Wings are less efficient
Cold? Cold and Dry and Low produce to opposite effects of above.
Humidity? SEE HOT ABOVE!
Sample Weight and Balance Problem:
1 Hour Night Flight in VMC conditions
YOU
120# Man
300# Woman (who wants to ride in back)
100# Baggage
Take just enough fuel to complete trip
Things to Consider:
Where to put the woman (considering Vmc)
Where to put the baggage

BE ABLE TO DRAW THE PITOT STATIC SYSTEM...

PITOT/STATIC SYSTEM BLOCKAGES

Static port blocked:
ASI - When a/c climbs from site of blockage, will over-read. Under-reads if a/c descends
VSI- Will read 0 since it can't measure changes in pressure
ALT- Will give a fixed reading from site of blockage
Pitot tube blocked:
ASI- Will read 0
Just drain hole blocked:
ASI- Reads erroneously high
Both blocked:
ASI- Reads like an altimeter since all it is measuring is static air

SHEBLE AVIATION ENGINE-OUT PROCEDURES

* Everything in quotes/bold are callouts*

"STEP ON THE BALL, WINGS LEVEL, BLUE LINE" - Fly the airplane!
POWER UP
- "Mixtures" - Full fwd
- "Props" - Full fwd
- "Throttles" - Full fwd
"BLUE LINE, HEADING" - Fly the airplane!
CLEAN UP
- "Boost Pumps" - ON
- "Gear" - UP
- "Flaps" - UP
"BLUE LINE, HEADING" - Fly the airplane!
FEATHER UP
- "Identify" - Dead foot/Dead engine
- "Verify" - By pulling the dead throttle back - last chance to identify proper engine
(* If at a safe altitude with time permitting, check dead engine magnetos, fuel selectors and quantity - If all normal then...)
- "Feather" - Dead engine prop
"BLUE LINE, HEADING" - Fly the airplane!
Backup shutdown with red ENGINE FAILURE IN FLIGHT CHECKLIST
You're not done yet! - If time and safety permits, secure the dead engine - Mags Off/Alternator Off/Fuel Selector Off/
Declare Emergency with ATC
*NOTE* WHEN EXPERIENCING AN ENGINE FAILURE WHEN IN TAKEOFF PROFILE IT IS URGENT TO GET THE
FAILED PROP FEATHERED ASAP
AS OPPOSED TO BEING AT A SAFE ALTITUDE (3000 AGL)
*NOTE* BANKING 3-5 INTO THE GOOD ENGINE WILL STOP THE SIDESLIP (POPULAR CHECKRIDE QUESTION)
ENGINE RESTART PROCEDURE
PROP LEVER FULL FORWARD
BUMP STARTER SWITCH TO GET PROP SPINNING (to prevent having to accelerate to 120 MPH to get prop to
windmill)
MIXTURE FULL RICH
INCREASE THROTTLE ON RESTARTED ENGINE
REDUCE PROP RPM (TO PREVENT OVERSPEEDING)

10

WHY IS THE LEFT ENGINE CRITICAL? Handy Acronym: PATS OR PAST

Because most American-made aircraft engines turn clockwise (viewed from the cockpit), including the BE-95, this makes
the left engine critical due to:
P-FACTOR
1) The DESCENDING BLADE has more thrust at high angles of attack AND
2) The descending blade on the right engine has a LONGER LEVER ARM from the centerline of the aircraft than the
descending blade on the left engine
3) This causes a more pronounced YAW and ROLL effect when we lose the left engine

ACCELERATED SLIPSTREAM
1) Propwash over the wings and tail causes asymmetrical lift and control effectiveness
2) Simply stated, the RUDDER is more effective with the LEFT ENGINE RUNNING because more slipstream flows by the
left side of the rudder. With the RIGHT engine running, the slipstream doesnt make contact with the rudder at all. 3)
Also, with the LEFT ENGINE RUNNING the center of lift created by prop-induced slipstream (descending blade again) is
closer to the centerline of the aircraft (theres that lever arm again!)

11

TORQUE
1) Torque is the opposite reaction to a spinning prop (clockwise in the BE-95)
2) Again, we would rather lose the RIGHT engine than the LEFT engine because the lever arm from the center of lift to the
centerline is longer on the RIGHT
3) This causes a more pronounced ROLL effect when we lose the left engine

SPIRALING SLIPSTREAM
1) Spiraling slipstream from the LEFT engine aids in directional control
2) In other words, if the LEFT engine fails, rudder effectiveness will be greatly diminished because the propwash doesnt
strike the rudder anymore, which aids in better directional control
3) With the RIGHT engine running, the propwash is thrown away

12

GARMIN 430
WHAT IS RAIM? RECEIVER AUTONOMOUS INTEGRITY MONITORING - A MEASURE OF THE GPS
RELIABILITY
HOW DO YOU KNOW THE DATABASE IS CURRENT? THE DATABASE VERSIONS PAGE WILL SHOW
EXPIRATIONS
HOW MANY SATELLITES MUST BE IN VIEW TO HAVE RAIM RELIABILITY? 5
BEFORE ENTERING AND EXITING THE HOLD FOR THE APPROACH USING THE 430, WHAT
BUTTON MUST BE PRESSED TO PROPERLY SEQUENCE THE GPS? OBS BUTTON
WHAT ELSE IS THE OBS BUTTON USED FOR? TO SEQUENCE THE GPS TO THE NEXT FIX ON THE
MISSED APPROACH PROCEDURE
WHEN SETTING UP A GPS APPROACH, WHAT BUTTON MUST BE PRESSED FOR PROPER
SLAVING OF THE NAVIGATION COURSE ON THE CDI NEEDLE? CDI BUTTON
MORE QUESTIONS...
MAX HOLDING AIRSPEEDS?
0-6000 - 200 KTS
6001-14000 - 230 KTS
ABOVE 14000 - 265 KTS
WHAT RADIUS MUST BE MAINTAINED DURING A CIRCLING MANEUVER IN THE BE-95 (CATEGORY
B)? 1.5 NM

13

WHAT IS THE PRIMARY DIFFERENCE BETWEEN A VOR AND A LOCALIZER? A VOR IS OMNIDIRECTIONAL (360), AND A LOCALIZER PROVIDES ANGULAR WIDTH BETWEEN 3-6
WHEN CAN YOU DESCEND BELOW MDA ON A CIRCLING MANEUVER? WHEN THE A/C IS
CONTINUOUSLY IN A POSITION FROM WHICH A DESCENT TO A LANDING CAN BE MADE AT A NORMAL RATE
OF DESCENT USING NORMAL MANEUVERS

WHEN ENTERING A HOLD, WHAT MENTAL CHECKLIST SHOULD YOU RECITE? 5 TS : TURN/TIME/
TWIST/THROTTLE/TALK.

EXAMPLE: TURN HEADING 240, TIME 1 MINUTE, TWIST (OBS) 060, THROTTLES SET, TALK TO
ATC (ENTERING HOLD, TIME, ALTITUDE)

14

BEECHCRAFT TRAVELAIR MANEUVERS

*CLEARING TURNS PRIOR TO BEGINNING MANEUVER*
SLOW FLIGHT (AMEL commercial only)
POWER: 15

GEAR DOWN: BELOW 150 MPH

FLAPS DOWN: BELOW 130 MPH
MIXTURE PROPS FWD: BELOW 110 MPH

@ 90 MPH, POWER: INCREASE TO 19-21 TO MAINTAIN ALTITUDE

POWER-OFF STALL (AKA LANDING STALL)
POWER: 15

GEAR DOWN: BELOW 150 MPH

FLAPS DOWN: BELOW 130 MPH
MIXTURE PROPS FWD: BELOW 110 MPH
POWER IDLE AT 90 MPH
BANK 15-30
RECOVER AT FIRST SIGN OF A STALL (LIGHT, BUFFET, OR HORN)
RECOVERY: FULL POWER, LEVEL THE WINGS

NOSE JUST BELOW HORIZON TO BREAK STALL

GEAR AND FLAPS UP
CLIMB OUT AT BLUE LINE FOR MINIMAL LOSS OF ALTITUDE

POWER-ON STALL (AKA DEPARTURE STALL)

POWER: 15
MIXTURE PROPS FWD: BELOW 110 MPH
20/20: POWER 20, PITCH UP 20
RECOVER AT FIRST SIGN OF A STALL (LIGHT, BUFFET, OR HORN)
RECOVERY: FULL POWER
NOSE JUST BELOW HORIZON TO BREAK STALL
CLIMB OUT AT BLUE LINE FOR MINIMAL LOSS OF ALTITUDE
ACCELERATED STALL (TO BE DONE AT 120 MPH)
POWER: 15 (APPROX)
BANK 45 WHILE MAINTAINING COORDINATED FLIGHT
PITCH UP RATHER FORCEFULLY UNTIL A BUFFET OCCURS
APPLY FULL POWER AND LEVEL THE WINGS
STEEP TURNS
POWER: CRUISE (20/2300 RPM)
45-50 BANK
TWO 360 TURNS IN EACH DIRECTION

15

Vmc DEMO (AMEL commercial only)

POWER FULL: MIXTURES, PROPS, THROTTLES FULL FORWARD
CRITICAL ENGINE IDLE (GUARD THE GOOD THROTTLE)
SLOW AIRCRAFT TILL LOSS OF DIRECTIONAL CONTROL
POWER: REDUCE SUFFICIENTLY
PITCH FOR BLUE LINE
UPON REACHING BLUE LINE ADD POWER ON GOOD ENGINE
MAINTAIN AIRSPEED AND DIRECTIONAL CONTROL
UNUSUAL ATTITUDES
LOOK UP

RECOGNIZE BANK AND PITCH BY USING ATTITUDE INDICATOR AND TURN COORDINATOR
NOSE HIGH: FULL POWER, LEVEL THE WINGS, SMOOTHLY LOWER THE NOSE TO HORIZON
NOSE LOW: POWER IDLE, LEVEL THE WINGS, SMOOTHLY RAISE THE NOSE TO HORIZON
EMERGENCY DESCENT
CHOP: POWER IDLE
DROP: GEAR DOWN
PROPS: FULL FORWARD
PITCH FOR 150 MPH WHILE BANKING AWAY FROM BURNING ENGINE
ENGINE FAILURE ON RUNWAY
RECOGNIZE LOSS OF DIRECTIONAL CONTROL
SIMULTANEOUSLY BRING POWER TO IDLE AND CALL ABORT, ABORT, ABORT
MAINTAIN DIRECTIONAL CONTROL
BRAKES AS REQUIRED

16

17

18

19

20

21

22

23