Beechcraft BE76 Duchess User manual

Certified Flyers II
BE76 Duchess
Multi-Engine Study Guide
50 Airport Rd
Suite 40
Morristown, NJ 07960
Tel: [phone]
Fax: [phone]
www.certifiedflyers.com
March 2012

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Duchess Multi-Engine Study Guide
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The Certified Flyers Multi-Engine Study Guide is for reference only and is
intended only to supplement, not replace, manufacturer and FAA publications
such as the pilots operating handbook. All pilots must operate the aircraft in
accordance with the Pilot’s Operating Handbook and abide by Federal
Aviation Regulations.
Contents
SECTION 1: MULTI-ENGINE AERODYNAMICS………………………………………….2
SECTION 2: AIRCRAFT SYSTEMS AND LIMITATIONS………………………………...7
SECTION 3: NORMAL FLIGHT PROCEDURES………………………………………….15
SECTION 4: EMERGENCY PROCEDURES……………………………………………….21
SECTION 5: MULTI-ENGINE IN-FLIGHT MANEUVERS………………………………25
APPENDIX 1: BE76 DUCHESS QUICK REFERENCE CHECKLIST…………………...29
APPENDIX 2: INSTRUMENT APPROACH BRIEFING “5 PHASES”…………………..31

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Section 1:
Engine-out Aerodynamics
TURNING TENDENCIES
The turning tendencies that affect a single engine aircraft (p-factor, torque, spiraling slipstream,
gyroscopic precession) will also affect a multi-engine aircraft. Because a multi-engine aircraft
has two engines many of these turning tendencies increase.
A twin engine aircraft where both engines are rotating the same direction is called a
conventional twin. To combat p-factor and torque, aircraft with counter-rotating propellers
have been developed (the BE76 Duchess has counter-rotating propellers). The p-factor and
torque from counter-rotating propellers cancel each other out which results in less rudder needed
to oppose their turning tendencies.
CRITICAL ENGINE
A critical engine is the engine which, if lost, will most adversely affect the performance and
handling characteristics of the aircraft. The affect of the critical engine is most significant when
the aircraft is operating at low airspeed with a high power setting (thus more p-factor and
torque).
On a conventional twin with propellers rotating clockwise, the critical engine is the left engine.
On an aircraft such as the BE76 Duchess with counter-rotating propellers there is not a critical
engine because the yawing and rolling caused from losing either engine is identical.
There are four factors which determine if an engine is critical:
1. P-Factor
2. Accelerated Slipstream
3. Spiraling Slipstream
4. Torque
WHAT HAPPENS WHEN AN ENGINE FAILS?
Two things happen when an engine fails: Yaw and Roll towards the dead engine because now
lift, thrust, and drag act on your aircraft asymmetrically.
1. Yaw- Asymmetrical thrust will cause a yawing motion around the C.G. toward the
inoperative engine.
2. Roll- Induced flow (Accelerated Slipstream- extra lift created by accelerated air over the
wing) from the operating engine and lack of induced flow from the inoperative engine
causes asymmetric lift on wings. This results in a rolling moment around the C.G.
towards the inoperative engine.
3. Roll- Yawing moment from the asymmetric thrust will cause the operating engine to
move faster through the air as the aircraft yaws. This causes faster velocity air to flow

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over the operating engines wing causing more lift on that wing, thus roll towards the
inoperative engine.
To counteract this roll and yaw, rudder pressure must be applied to the side of the operational
engine to oppose these forces. Hence, “Dead foot- Dead engine”.
ZERO SIDESLIP CONDITION
The solution to maintaining aircraft heading
and reducing drag is to improve
performance using the Zero Sideslip
Condition. When the aircraft is banked into
the operating engine (2-5 degrees of bank),
the dihedral of the wing will create a
horizontal component of lift. The horizontal
component of lift minimizes rudder
deflection required to align the longitudinal
axis of the aircraft to the relative wind. In
addition to banking into the operating
engine, the appropriate amount of rudder
required is indicated by the inclinometer
ball being “split” towards the operating
engine’s side. The zero sideslip condition
must be flown for optimum aircraft
performance.
CLIMB PERFORMANCE AND
SERVICE CEILING
Climb performance is dependent on the
excess power needed to overcome drag.
When a twin-engine airplane loses an
engine, the airplane loses 50% of its
available power. This power loss results in a
loss of approximately 80% of the aircraft’s excess power and climb performance. Drag is a major
factor relative to the amount of excess power available. An increase in drag (such as the loss of
one engine) must be offset by additional power. This additional power is now taken from the
excess power, making it unavailable to aid the aircraft in the climb. When an engine is lost,
maximize thrust (full power) and minimize drag (flaps and gear up, feather prop, etc) in order to
achieve optimum single engine climb performance.
Drag Factors:
1. Full Flaps- ~400 fpm approx.
2. Windmilling Prop- ~400 fpm approx.
3. Gear Extended- ~150 fpm approx.
Single-engine service ceiling- the highest altitude at which the airplane can maintain a steady
rate of climb of 50 fpm with one engine operating at full power and one engine’s propeller
feathered

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Single-engine absolute ceiling- the altitude where climb is no longer possible with one engine
operating at full power and one engine’s propeller is feathered
Vmc- MINIMUM CONTROL SPEED
Rudder is applied to counteract yaw and roll from an inoperative engine in a multi-engine
aircraft. As airspeed decreases the rudder becomes less effective, eventually an airspeed will be
reached where full rudder deflection is required to maintain directional control. At this point, any
further airspeed reduction will result in a loss of directional control. This airspeed is Vmc, the
airspeed at which it is still possible to maintain directional control with an engine inoperative.
§23.149 Minimum Control Speed
Vmc is the calibrated airspeed, at which, when the critical engine is suddenly made inoperative
it is possible to:
1. Maintain control of the airplane with the engine still inoperative
2. Maintain straight flight at the same speed with an angle of bank not more than 5
degrees.
The method used to simulate critical engine failure must represent the most critical mode of
powerplant failure expected in service with respect to controllability.
Vmc must not exceed 1.2 Vs1 at maximum takeoff weight.
Vmc must be determined with:
1. Most unfavorable weight (not necessarily gross weight)
2. Most unfavorable center of gravity position
3. The airplane airborne and the ground effect negligible
4. Maximum available takeoff power initially on each engine
5. The airplane trimmed for takeoff
6. Flaps in the takeoff position
7. Landing gear retracted
8. All propeller controls in the recommended takeoff position
When recovering from Vmc:
1. The rudder pedal force required to maintain control must not exceed 150 pounds
2. It must not be necessary to reduce power of the operative engine(s)
3. The airplane must not assume any dangerous attitude
4. It must be possible to prevent a heading change of more than 20 degrees
RECOGNIZING AND RECOVERING FROM Vmc
There are four warning signs that Vmc is occurring or about to occur:
1. Loss of directional control- the rudder pedal is depressed to its fullest travel and the
airplane is still turning towards the inoperative engine

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2. Stall warning horn- a single engine stall may be just as dangerous as running out of
rudder authority and could even result in a spin
3. Buffeting before the stall- same reason as the stall warning horn
4. A rapid decay of control effectiveness- any loss of control effectiveness could result in a
loss of control of the aircraft
To recover from Vmc, these two actions must occur simultaneously:
1. Reduce power on the operating engine- this will reduce the asymmetrical thrust
causing the Vmc in the first place (remember, reducing power all the way to idle may
help stop the Vmc, but the loss of airspeed and power can lead to a stall)
2. Pitch down- lowering the nose of the airplane will increase the forward airspeed making
the rudder more effective in regaining and maintaining directional control
 AND IT’S RELATIONSHIP TO STALL SPEED As density altitude increases, Vmc
speed will decrease because as
density altitude increases engine
power will decrease (less engine
power at higher density altitude
less asymmetric thrusless yaw
towards dead engine= lower 
 ).
Stall speed is an indicated airspeed
which will remain constant as
altitude increases or decreases.
FACTORS AFFECTING Vmc AND SINGLE ENGINE PERFORMANCE
Vmc is defined using a very specific set of conditions, thus published Vmc and actual Vmc can
be two very different numbers. Remember, Vmc only addresses directional control and is not
related to aircraft performance. While controllability is important, the degradation of
performance in a single engine situation also has serious consequences. A variety of factors
affect both controllability and performance with one engine inoperative, such as aircraft
configuration, flight conditions, and pilot action. In some cases, an element which provides an
increase in controllability (translating into a decrease in Vmc) may actually hinder performance.
Refer to the chart on the next page to review how certain factors affect both Vmc and
performance.

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EFFECT ON
Vmc
PERFORMANCE
Power Increase
Up- more yaw
Up- more power
Temp Increase
Down- less dense, less power, less yaw
Down- less dense, less power
Pressure Decrease
Down- less dense, less power, less yaw
Down- less dense, less power
Density Altitude
Increase
Down- less dense, less power, less yaw
Down- less dense, less power
Bank Angle- 0 bank-
no turn
Up- sideslip plane- less AOA on rudder
because of sideslip airflow- less rudder
effectiveness- more rudder needed
Down- more drag- slipping
Zero Sideslip- 2-3
bank- no turn
Middle- Use horizontal lift to stop turn- not
slipping- more rudder effectiveness
Up- less drag- zero slip
Bank Angle- 5 bank-
no turn
Down- plane turning toward good engine +
rudder used to stop turn = slip toward good
engine- high AOA on rudder
Down- more drag- slipping
Windmilling Propeller
Up- more drag, more yaw
Down- more drag
Feathered Propeller
Down- less drag, less yaw
Up- less drag
Aft CG
Up- less distance between rudder and CG-
less rudder effectiveness
Up- less tail down force required
less induced drag; Down- smaller
arm on controls, less control
effectiveness
Heavier Weight
Down- more lift needed in level flight- more
horizontal lift available during turn- helps
prevent turn
Down- more weight, more power
required
Flaps Down
Down- more induced drag from good
engine side prevents yaw towards dead
engine
Down- more airflow over flap
causes greater drag, increased
yaw, increased roll, requiring more
aileron to stop, creating more
adverse yaw= more induced drag
Gear Down
Depends on location of CG to gear and
direction of travel (Vmc down, keel effect)
Down- more parasitic drag
Critical Engine Fails
Up- P-factor, Accelerated Slipstream,
Torque makes yaw worst
Down- larger control inputs
In Ground Effect
Up- less drag- more thrust available- more
yaw
Up- less drag

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Section 2:
Aircraft Systems and Limitations
This study guide is only to supplement the aircraft POH, not to replace it. Refer to aircraft POH
for official operating limitations and systems information. It is the pilot’s responsibility to be
familiar with all information in the Pilots Operating Handbook.

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V-SPEEDS (KIAS)
Vr
Rotation Speed
71
Vx
Best Angle Climb
71
Vxse
Best Angle 1 Engine
85
Vy
Best Rate Climb
85
Vyse
Best Rate 1 Engine
85
Vso
Stall w/ Flaps
60
Vs1
Stall w/o Flaps
70
Vmc
Min Control 1 Engine
65
Va
Maneuvering (3000lb)
116
Va
Maneuvering (Max Gross)
132
Vno
Max Structural Cruise
154
Vne
Never Exceed
194
Vsse
1 Engine Intentional
71
Vlr
Max Gear Retraction
112
Vle/Vlo
Max Gear Speeds
140
Vfe
Flap Extension (20)
120
Vfe
Flap Extension (full)
110
Best Glide
3000lb
82
Best Glide
Max Gross
95
X-Wind
Max Demonstrated
25
MAXIMUM CERTIFICATED AND STANDARD AIRCRAFT WEIGHTS
Maximum Ramp Weight
3916lbs
Maximum Take-off Weight
3900lbs
Maximum Landing Weight
3900lbs
Maximum Zero Fuel Weight
3500lbs
Maximum Weight in Baggage Compartment
200lbs
Standards Empty Weight
2446lbs
Maximum Useful Load
1470lbs
CENTER OF GRAVITY
Forward Limits: 106.6 in aft of datum at 3240 lbs and under, then straight line variation to 110.6
in aft of datum at a weight of 3900 lbs.
Aft Limit: 117.5 in aft of datum at all weights. Datum reference: 129.37 in forward of the center
of wing spar jacks.
MANEUVERS
This is a normal category airplane. Aerobatic maneuvers, including spins, are prohibited.
Maximum Slip Duration 30 seconds

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LOAD FACTORS (3900 lbs)
Positive maneuvering load factors:
Flaps Up
3.8G
Flaps Down (DN)
2.0G
Negative Maneuvering load factor:
Flaps Up
~1.52G
KINDS OF OPERATION
Minimum Flight Crew
1 Pilot
1. VFR day and night
2. IFR day and night
3. FAR part 91 operations when all pertinent limitations and performance considerations
are complied with
Warning: Flight into known icing conditions prohibited.
ENGINES
Two Avco Lycoming Engines are installed; one O-360-A1G6D (clockwise rotating) located on
the left wing and one LO-360-A1G6D (counterclockwise rotating) located on the right wing. The
engines are four-cylinder, direct drive, horizontally opposed, and each rated at 180 horsepower at
2700 rpm. The engines use a wet sump pressure type oil system with a maximum of 8 qts and a
minimum of 5 qts.
The engine is equipped with a carburetor heat system which allows heated unfiltered air to enter
the induction system to alleviate the possibility of induction ice. Cowl flaps are controlled by
levers inside the cockpit; they allow the amount of engine cooling air to be controlled to maintain
a desired cylinder head temperature. Engine ignition is provided through a dual engine driven
magneto system which is independent of the electric system (if electrical power is lost, engine
will continue to run).
Each engine is equipped with a fuel pressure gauge, oil pressure, oil temperature, cylinder head
temperature, manifold pressure, rpm, and exhaust gas temperature.
Take-off and Maximum
Continuous Power
Full Throttle, 2700rpm
Maximum Oil Temp
245 F
Maximum Cylinder Head Temp
500 F
Minimum Oil Pressure (idle)
25 psi
Minimum Oil Pressure
100 psi
Minimum Fuel Pressure
0.5 psi
Maximum Fuel Pressure
8.0 psi

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Propellers
The airplane is equipped with two Hartzel 76 in, constant-speed, full feathering, two-blade
propellers. Springs and dome air pressure, aided by counterweights, move the blades to the high
pitch (feathered) position. Propeller rpm is controlled by the engine-driven propeller governor
which regulates oil pressure in the hub. The propeller controls, on the control console, allow the
pilot to select the governor’s rpm range. Springs and dome air pressure, aided by counterweights,
move the blades to high pitch. Engine oil under governor-boosted pressure moves the blades to
the high rpm position.
Constant Speed- is the ability to vary propeller pitch to maintain a constant engine rpm. When
the propeller control is moved forward, positive oil pressure, regulated by a propeller governor,
drives a piston, which rotates the blades to a low pitch high RPM (unfeathered) position. When
the propeller control is moved aft, oil pressure is reduced by the propeller governor. After an rpm
is selected, the prop governor will automatically adjust oil pressure inside the propeller hub. This
results in a constant propeller rpm regardless of flight attitude or manifold pressure setting.
Feathering- is when the propeller blades are in alignment with relative wind. Feathering reduces
the amount of drag produced by the propeller windmilling by reducing its exposed area to the
relative wind. This is accomplished by moving the propeller control to the low rpm (feather)
position.
The propellers should be cycled occasionally during cold weather operations. This will maintain
warm oil inside the propeller hubs.
If oil pressure is lost when the engine is operating above 950rpm’s (it will be in any phase of
normal flight) then the propeller will automatically go into the feather position.
Fuel
The BE76 Duchess uses aviation gasoline, grade 100 (green) or grade 100LL (blue). The fuel
system is an “ON-CROSSFEED-OFF” arrangement and controlled by the fuel selectors located
on the lower center floor panel. Total capacity is 51.5 gallons per wing tank with 50 gallons is
unusable in each tank. Each wing fuel tank has a visual measuring tab with markings for 30 (28.5
useable), 40 (38.5 useable) and full at tank top.
There are two engine-driven and two electrically driven auxiliary fuel pumps. The electric fuel
pumps are used for engine start, takeoff, landing, and fuel selector changes. The fuel selector
remains in the on position during normal operations, with each tank feeding its respective engine.
Engine priming is accomplished by using the “PUSH TO PRIME” switch in accordance to
normal procedures.
Fuel cannot be transferred from tank to tank; however, either tank may feed both engines in
crossfeed mode. The cabin heater, located in the nose compartment uses approximately 2/3
gallon per hour from the right fuel system only.
The fuel crossfeed system is to be used during emergency conditions in straight flight only.

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A min of 9 gal of fuel must be present in each wing tank prior to flight.
Total Capacity
103
Total Usable
100
FLIGHT CONTROLS
The control surfaces are bearing supported and operated through the conventional cable
assembly using push-rods and bell cranks.
TRIM CONTROL
Aircraft trim is accomplished using either the manual or electric pitch trim system. An
emergency disconnect button will disengage the trim motor when depressed allowing time to
turn off the trim circuit breaker. The aileron trim is located in the lower center console; this is
used to displace the ailerons for trimming through cable tension only.
FLAPS
Wing flaps are operated by a three position switch with the UP, DOWN, and OFF position. The
switch must be pulled out of detent in order to change position. There is an indicator gauge with
UP, 10, 20, and DOWN (35). (Note: it takes 3 seconds for flaps to move from UP to 10 position,
1 second from 10 to 20, and 1 second from 20 to 35 respectively)

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When flaps are positioned below 16 degrees the landing gear horn will sound if the gear is not
down and locked (regardless of throttle position).
ELECTRICAL SYSTEM
Certified Flyers’BE76 Duchess is equipped with a 12-volt, 35 ampere-hour lead-acid battery
installed in a battery box in the aft fuselage compartment. Two 60 ampere, 14-volt, belt-driven
alternators provide charging. The output of each alternator is controlled by a separate voltage
regulator. The 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 regulators. The
aircraft uses a split bus
system with each
alternator powering its
respective bus. The
battery is used for engine
start and emergency
power. Overvoltage
protection is provided.
There are two loadmeters,
alternator out
annunciators, and
under/overvoltage
annunciators. The
alternator out
annunciatior light and
zero indication on the
ammeter indicate an
alternator failure. If one
alternator fails the other
alternator will provide
adequate electrical power.
LANDING GEAR
The Duchess is equipped
with a tricycle gear,
hydraulically actuated,
fully retractable landing
gear. Hydraulic pressure
is provided by an electrically driven reversible hydraulic pump. There are two circuit breakers:
one for the hydraulic pump, one for the control circuit. The gear is held up using hydraulic
pressure and remains locked in the down position using over-center brace and spring. There is a
time delay which will disengage the hydraulic pump after 30 seconds of continuous operation.

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The aircraft is equipped with a gear warning system which will activate under the following
conditions:
1. Gear is not in the down and locked position below apx. 16” of MP on either engine
2. Gear is not in the down and locked position with flaps extended below 16 degrees
3. Gear handle is in the up position on the ground
Gear retraction on the ground is prevented by the ground pressure safety switch located in the
pitot system to deactivate the pump circuit when airspeed is below 59-63 KIAS.
(It should be noted that gear warning systems are no replacement for proper checklist usage and
should not be relied on to prevent an inadvertent gear up.)
The gear system is equipped with a hydraulic bypass valve for manual gear extension in the
event of an emergency. The valve is located beneath the floor panel in front of the pilot, by
rotating 90 degrees hydraulic pressure is released and the gear is lowered manually. This can
only be accomplished below 100 KIAS and the emergency checklist should be followed. In the
event that hydraulic pressure is lost with gear retracted, gear will free fall to the down position.
ENVIRONMENTAL
The BE76 Duchess is equipped with a 45,000 btu Janitrol gas heater located on the right side in
the nose compartment. This provides heated air for cabin warming and windshield defrosting.
Fuel consumption of the heater is approximately 2/3 gal per hour from the right fuel tank and
should be considered during flight planning. Operation of the heater is controlled by a three
position switch on the pilots subpanel labeled “HEATER-ON, BLOWER ONLY, OFF.” The
“BLOWER ONLY” position is only for ground operations. Another switch labeled “CABIN
AIR- PULL OFF” controls the amount of air entering the cabin from the heater. Pulling the knob
more than half closed will deactivate the heater in order to prevent overtemp. The push-pull knob
labeled “CABIN TEMP- PULL TO INCREASE” controls the temperature of air entering the
cabin.
BRAKES
The Duchess has hydraulically actuated disk brakes on the main landing gear. The hydraulic
system for the brakes is independent from the landing gear. The brakes are actuated by
depressing the top of each respective rudder peddle. To set the parking brake, pressure must be
applied to the top of the rudder pedal. The brake reservoir is located on the left side of the nose
compartment.
PITOT-STATIC
The pitot tube is located on the left wing. There are two static ports on each side of the aft
fuselage. There is an alternate static source located inside of the cockpit. The pitot tube is also
equipped with a pitot heat system. The pitot-static system provides air pressure used for
indications on the airspeed indicator, vertical speed indicator, and altimeter.
VACUUM SYSTEM

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The Duchess is equipped with two engine-driven, dry, pressure pumps interconnected to form a
single system. If either pump fails, check valves will automatically close and the remaining
pump will continue to operate all gyro instruments. A pressure gauge is located on the pilot’s
subpanel and a no gyro annunciator light indicates loss of a pressure pump. The operational
limits are 4.8-5.2 in of mercury.
Section 3:

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Normal Flight Procedures
Certified Flyers BE76 Duchess operating guidelines should be studied in addition to the aircraft
POH, they are intended to be used in addition to the appropriate checklist.
PASSENGER BRIEFING
1. Safety belt/harness usage
2. Cockpit door operation
3. Emergency exit operation
4. Fire extinguisher location/usage
5. No smoking
6. PIC authority/ training/ checkride
PRE-START
1. Verify gear extension tool is available, seatbelts, doors secure, avionics off, circuit
breakers in, verify gear selector in down position
2. Exercise fuel selector valves for proper operation
3. Verify cowl-flaps open, carb heat off, electrical switches off, battery/alternator master
switches on
4. Verify gear position lights and under voltage lights illuminated
5. Proceed with engine start, taxi, and run-up checklist
TAXI
1. Mixture should be leaned for ground operations, minimal power should be used for
taxi, avoid use of excessive breaking
2. Use of differential power while the aircraft is at full stop will impose unnecessary side
loads on the nose gear assembly and should be avoided
PRE-TAKEOFF BRIEFING Engine Failure Action
If an engine failure or fire occurs prior to rotation, I will abort. If not enough runway to
stop turn master switch off, fuel selectors off, avoid obstacles, and evacuate aircraft.
If an engine fails after rotation with the gear down and usable runway remaining, I will
close throttles, land, and stop. Think, “Stop, stop, stop.”
If an engine failure occurs after rotation with the gear up, I will perform the IN FLIGHT
ENGINE FAILURE CHECKLIST:
1. Airspeed- Blueline
2. Mixtures, props, throttles—full forward
3. Flaps up
4. Gear up

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5. Identify “Dead Foot, Dead Engine”
6. Verify by closing throttle
7. Feather Prop
8. Mixture to cutoff
I will evaluate aircraft performance, execute an emergency, make appropriate radio
calls, and land on any suitable runway.
Departure Information
I will make a ______ takeoff, have ______ amount of useable runway, and my initial
heading is ______ and altitude is ______. (Brief instrument departure if applicable)
TAKE-OFF
1. Brief appropriate take-off checklist
2. Before take-off flow check (BLTTFFCC or “bacon, lettuce, tomato, french fries, cherry
coke”):
1
Boost
On
2
Landing Light
On
3
Transponder
Set to appropriate code
4
Time
Start/Note
5
Fuel
Mixture set/ On both tanks
6
Flaps
Up
7
Cowl Flaps
Open
8
Carb Heat
Off
3. All available runway should be used for take-off, hold the breaks until approximately
75% power is achieved
4. Check engine gauges for normal operation before break release before break release to
identify possible engine failure before take-off run has started
5. Positive rate of climb, end of usable runway, Gear-- UP
CLIMB
1. Reduce power to 25” MP, 2500 RPM at 600’ AGL
2. Climb at 85 KAIS/Blueline (Vy) until 1000’ AGL
3. Climb at 100 KAIS after passing through 1000’ AGL (provides better visibility and engine
cooling)
4. Perform Climb Check at 1000’ AGL
Throughout climb monitor the engine gauges for any unusual indications.
CRUISE
Refer to pilot operating handbook for appropriate power settings, complete cruise
checklist

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Recommended cruise power setting is 24” MP, 2300rpm.
DESCENT
Plan your descent well in advanced to avoid extended flights at power settings below
20” (plan 5 miles for every 1000’ to be lost for en route descent)
Verify cowl flaps are closed, complete descent checklist, and monitor engine gauges for
safe engine temperatures
TRAFFIC PATTERN ENTRY AND NORMAL LANDINGS
1. Brief before landing and landing checklist before entering the traffic pattern
2. Enter the pattern at or below 120 KIAS, apx 17” MP, 2300 PRM
3. Downwind abeam midfield extend gear and verify 3 green (no red), check visually
4. Downwind abeam landing aim point reduce power to apx 15”, extend flaps 10, pitch for
100 KIAS (begin descent apx 500 fpm)
5. GUMPS check
Gas (fuel selectors full forward, aux pumps on), Undercarriage (Verify gear down,
3 green and visual check), Mixture Full Rich, Prop (High RPM; Must be below 100
KAIS), Seat Belts
The GUMPS check is a backup before landing checklist and must be
demonstrated to insure pilots are familiar with its use when flying light complex
aircraft
6. Turn base, extend flaps 20, pitch for 90kts, GUMPS check
7. Turn final, extend full flaps, GUMPS check, maintain 85 KIAS (blue line) until short final—
maintain constant power, airspeed, and angle of attack
Announce “Blueline”/ “GUMPS”
At 400’ AGL announce “Gear Down, Stabilized”; if not stabilized at any point,
commence go-around before descending further
8. Reduce power gradually as you cross the threshold at your reference speed and power
to idle as you begin landing flare
AFTER LANDING
1. “3 C’s: Clear, Clean, Call”
a. Clear the runway—tail passed stop and hold short line
b. Clean—flaps up, strobes off, landing light off, transponder SBY
c. Call—ground control or announce clear on CTAF
2. Complete after landing checklist
SHORT FIELD VISUAL APPROACH AND LANDING

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1. Brief before landing and short-field landing checklist before entering the traffic pattern
2. Enter the pattern at or below 120 KIAS
3. Downwind abeam midfield extend gear and verify 3 green (no red), check visually
4. Downwind abeam landing aim point reduce power to apx 15”, extend flaps 10, pitch for
100 KIAS (begin descent apx 500 fpm)
5. GUMPS check (Must be below 100 KIAS before moving props to high RPM)
6. Turn base, extend flaps 20, pitch for 90kts, GUMPS check
7. Turn final, extend full flaps, GUMPS check, maintain 85 KIAS (blue line)
Announce:“Blueline”/ “GUMPS”
At 400’ AGL announce: “Gear Down, Stabilized”; if not stabilized at any point,
commence go-around before descending further
8. When stabilized on final, reduce airspeed to 76 KIAS—maintain constant power,
airspeed, and angle of attack
9. Close throttles slowly in the flare-- touchdown with little or no floating
10. Maintain back pressure on control wheel to prevent slamming the nose wheel onto the
runway
11. Retract flaps after touchdown
12. Simulate (on longer runway) by announcing max breaking for training purposes
GO-AROUND/ MISSED APPROACH
“Climb, Clean, and Stabilize”
1. Smoothly add full power
2. Increase pitch to establish climb/ stop descent
3. Flaps —UP incrementally
4. Gear-- UP when positive rate of climb is established
5. Climb at 85 KAIS until 1000’ AGL
Announce: “Blueline”
6. Cowl Flaps—Open
7. 6 T’s (missed approach) or Report Go-around
8. Perform Climb Check at 1000’ AGL for Missed Approach
9. Comply with ATC instructions/ Fly published missed/ Fly traffic pattern as appropriate

Certified Flyers II
Duchess Multi-Engine Study Guide
19
INSTRUMENT APPROACHES
The approach speed for the BE76 Duchess is 100 KAIS, this allows for better synchronization
with other aircraft in the ATC system. Therefore, speed must be reduced between the DA/MDA
before touchdown while “crossing the fence” whether flaps are used or not. Note, with a 100
KIAS approach speed, the BE76 fits into category B approach minimums (91-120 KIAS).
PRECISION APPROACH
1. En-route: Approach should be fully briefed/ NAV aids set/checked/ Instruments checked
2. Slow to 120 KIAS (18” MP) within apx. 3 mins from initial approach fix/ or while given
vectors to approach
3. HSI Set and Checked
4. Before Landing Checklist
5. Within 2 mins from final approach
1. Throttle-- 17” MP
2. Flaps—10 (2 engines), Flaps remain up on single engine approach
3. Maintain 100 KIAS, Trim
4. GUMPS check
5. Re-Brief approach mins and missed approach
6. Gear should be extended when within 1 dot from glideslope
1. Verify gear down, 3 green, no red, check visually
7. At FAF
1. 6 T’s
2. Announce: “Gear Down, Before Landing Checklist Complete”
3. Descent 5-600 fpm using apx 15” MP
8. At 400’ AGL, Announce: “Gear Down, Stabilized”
9. Announce 100’ above minimums: “100 to go”
10. Decision Altitude, Announce: “Minimum”
11. Flaps—Full (2 engines), No Flaps on single engine approach/landing
12. Airspeed 85 (blueline) until landing is assured