User Guide

Flight Instruction
201
Flight Instruction
200
LET’S FLY!
Get set to enjoy the performance of a multi-engine takeoff
and climb…because that’s about the last time you’ll be allowed to
have both engines running during this lesson!
Use the same technique you learned to start the Mirage -
after all, the engines are almost identical. The Chieftan’s battery is
in the nose, so you can start whichever you like first, unlike many
other twins. In fact, it’s a good idea to alternate which engine you
start first, since it provides a quick check of the vacuum and
hydraulic pumps on that side. Shut the same one down first after
landing, and you can check the pumps on the other side.
With both engines running smoothly and the avionics pow-
ered up, we can taxi for takeoff. Normally, a twin is steered the
same way as anything else, via the rudder pedals. If you really
need to tighten up a turn, however, you can also use differential
power, adding a bit of throttle on the outside while retarding it on
the inside. See how well that works? Does this tell you anything
about how the airplane may handle with an engine out in the air?
Once you’ve gained a little experience, you may choose to
run up both engines together, but for the moment we’ll check
them one at a time. First, advance the throttle to 1500 RPM. When
the speed stabilizes, move the blue prop control all the way aft;
the RPM will start to drop quite rapidly, proving that the propeller
is beginning to feather. Return the prop control full forward before
it’s dropped more than 500 RPM and verify that it comes all the
way back up to 1500 RPM. Now advance the throttle to 2400
RPM and check the magnetos. Verify that the engine instruments
are all “in the green,” retard the throttle to an idle of about 1000
RPM, and repeat the process for the other engine.
TAKEOFF AND CLIMB
This airplane is larger and heavier than the Mirage, so stan-
dard takeoffs are made with the flaps extended to 15 degrees.
Verify that the left and right fuel selectors are in the inboard posi-
tion, the crossfeed is closed, and both emergency fuel pump
switches are on. Line up on the runway, making sure that the rud-
der trim is centered, and smoothly advance both throttles all the
way. On a standard day, this should give you 40 in. Hg. and a
rather noisy 2400 RPM. Since the turbo controllers on this engine
measure air density, rather than just pressure, you may see up to
49 in. Hg. on a very hot day or at high takeoff altitudes.
The minimum control speed (V
MC
) is 76 knots, but the air-
plane will lift off much more smoothly if you wait for about 80 to
85 knots to start raising the nose. When the altimeter and VSI
show a solid climb, retract the gear (it should be up before you hit
128 knots), and continue to accelerate; at 100 knots, retract the
flaps, compensating for the slight pitch change. Set climb power
of 38 in. Hg. and 2400 RPM, at which point things will get much
quieter; remember, when reducing power, the throttles come back
first, then the props (just the opposite of when you increase
power). You’re allowed to lean the mixture to a fuel flow of 27
gph per engine, but you must also keep the cylinder head tem-
peratures at or below 475 deg. F (cooler is better for longer engine
life). On all but the hottest days, a climb speed of around 120
knots will get you upstairs at a reasonable rate while letting you
close the cowl flaps about half way for better performance - just
keep an eye on those CHTs.
AND NOW FOR A LITTLE AIRWORK
You know how to do steep turns and stalls by now, so have
at ‘em - you don’t need me to coach you through them anymore!
You’ll notice that the airplane has a much heavier feel and con-
trol response than what you’ve been flying until now; how do you
think it got the “NavaHog” nickname? Once you’re used to mak-
ing smooth, but decisive, inputs, though, you’ll find it quite
responsive, while its heavier feel makes it nice and stable in tur-
bulence. As you’ll find out later, it’s also a great instrument plat-
form. This would be a great time to execute a few “FAA weaves,”
too, both to get more feel for the airplane and to keep your instru-
ment scan up to snuff.
Overall, you’ll notice that it doesn’t fly any differently from a
single, just heavier. In fact, if anything, it’s easier: it goes right where
you point it, it’s less bothered by turbulence, and with those neat
counterrotating engines, you shouldn’t have to make any rudder
trim changes as you add or reduce power or change airspeed.
Note: the rest of this lesson requires either rudder pedals or
rudder control on your joystick.