Bellanca Super Viking 17-30 — Walter_Peasley_Super_Viking_17-30_checklist
Bellanca Super Viking 17-30 · standard normal
NOT FOR FLIGHT
NOT REVIEWED — nobody has checked this against a source document · never used in an aircraft
Known issues
content_gap: Section "Landing" item count differs between passes (25 vs 24); verify nothing was dropped.
content_gap: Section "Landing (Obstacle)" item count differs between passes (6 vs 5); verify nothing was dropped.
content_gap: Section "Preflight Inspection" item count differs between passes (71 vs 70); verify nothing was dropped.
content_gap: Section "Starting" item count differs between passes (24 vs 23); verify nothing was dropped.
content_gap: Section "Taxi" item count differs between passes (13 vs 14); verify nothing was dropped.
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Preflight Inspection preflight_inspection
NOTEAll airspeeds in this section are indicated (IAS) unless stated otherwise and corrected to the nearest 5 MPH assuming maximum gross weight. See Section IV for exact airspeeds with various gross weights.
CABIN
RIGHT WING
RIGHT MAIN GEAR
CAUTIONDo not contact the over center linkage as the landing gear may try to retract.
NOSE SECTION
LEFT MAIN GEAR
LEFT WING
LEFT FUSELAGE
EMPENNAGE
RIGHT FUSELAGE
BAGGAGE COMPARTMENT
Before Starting before_start
Starting engine_start
NOTEAfter starting do not operate the engine above 1000-1200 RPM until oil temperature is in the green arc.
NOTETo clear an engine that has been flooded due to excessive priming, proceed as follows:
NOTEDuring cold weather operation (below 20°F) it is recommended that the engine be preheated prior to starting to insure a longer service life for the starter motor and engine. Direct warm air 175°F max. through the opening in the bottom and/or the front of the cowl.
NOTEAfter starting do not operate the engine above 1000-1200 RPM until oil temperature is in the green arc.
NOTEShould the auxiliary power be required for starting, use the normal starting procedures. Connection of auxiliary power is described in Section VI.
Taxi taxi
CAUTIONAvoid taxing and high power operation on or near loose gravel or small stones as severe damage will result to the propeller and flaps, if in the down position.
Before Take-Off before_takeoff
Engine Run Up – 1800 RPM
Autopilot – CHECK
Flight Instruments – CHECK
Take-Off (Normal) takeoff
NOTEShould the throttle be reduced prior to reaching 105 MPH the landing gear will automatically extend.
NOTEAircraft take-off characteristics are conventional and can be made with the flaps UP or HALF. Half flaps are recommended except during strong cross winds because of shorter ground run and less nose high attitude required for lift-off. Take-off with the flaps UP requires sufficient elevator back pressure to insure lift-off at a reasonable speed.
Take-Off (Obstacle, Short Field) takeoff
WARNINGThis procedure should be used only when necessary. Because of the high nose attitude required, the aircraft may stall if a power loss is experienced and the nose is not lowered immediately.
Take-Off (Soft Field) takeoff
WARNINGThe aircraft will lift-off at a very low IAS but continued climb-out immediately after lift-off is not recommended as a possible stall may occur.
Take-Off (High Altitude) takeoff
NOTEUse normal take-off procedures. If engine roughness is noted during full power applications, leaning is permissible with the mixture control. Lean only that necessary to obtain smooth engine operation.
Climb (Normal) climb
NOTEUsing the normal climb procedures provides a good rate of climb and ground speed in addition to better forward visibility and adequate engine cooling.
Cruise cruise
NOTEDuring high altitude operation above 10,000 ft. it may be necessary to use the auxiliary fuel pump should a fluctuation of fuel pressure or flow be noted. This is due to the increased fuel vaporization rate caused by low atmospheric pressure.
NOTEWhen level off altitude is reached, allow aircraft to accelerate to cruise airspeed prior to reducing power. An engine power setting of 75% will deliver maximum cruise performance. If maximum range is desired a lower power range setting should be used. Consult the flight performance data.
NOTEThe recommended propeller setting is 2400 RPM under most cruise conditions for maximum engine smoothness and lowest noise level. Lean when at or less than 75% power, using the exhaust gas temperature gauge as a primary reference. Recommended is 50°F less than the peak temperature at 75% power settings and 25°F less than the peak with 65% power and below. In all cases, lean on the rich side of the peak temperature. For additional information consult the engine operators manual.
Descent descent
NOTEDescent should be planned using a comfortable rate of descent with arrival at the destination and level off altitude occurring at the same time. The mixture should be FULL RICH when initiating the let down. Gradual richening is permissible, but the EGT must always be on the rich side of peak EGT.
NOTEThe descent should be made with enough power to maintain cylinder head and oil temperature within the green arc. Do not allow the propeller to windmill the engine. If necessary, decrease propeller RPM and/or increase MAP.
Before Landing before_landing
Landing landing
Downwind
Base Leg
Final
Touchdown
Roll-Out
NOTEAircraft landing characteristics are conventional and can be made with any desired flap setting. Full flaps are recommended, but due to high drag coefficient, they should not be fully extended until established on final approach. As the flaps and landing gear are extended, no abrupt or unusual pitch changes occur. However, it is recommended that the aircraft be kept in proper trim as the airspeed decreases.
NOTECrosswind landings can be accomplished with or without flaps. The wing down, top rudder method is recommended, but the rudder pedals MUST be neutralized prior to the nose wheel contacting the runway.
NOTEDuring a balked landing or go around, add full throttle/power and raise the flaps to HALF if fully extended.
Landing (Obstacle) landing
NOTELanding over an obstacle is accomplished using the same procedures for the normal landing. On the final approach the following is recommended.
WARNINGWith the throttle fully CLOSED and the flaps FULL DOWN a high rate of descent develops very rapidly. If airspeed is allowed to decrease below 90 MPH, level-off is possible ONLY with an application of power.
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