L12A Flight Manual

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FLIGHT INSTRUCTION MANUAL

LOCKHEED MODEL 12A, C-40A

For FSX

GOLDEN AGE SIMULATIONS

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INDEX

Introduction. . . . . . . . . . . . . . . . . . . . Page 4

3 View . . . . . . . . . . . . . . . . . . . . . . Page 6

Engines . . . . . . . . . . . . . . . . . . . . . Page 7

Airplane Limitations . . . . . . . . . . . . . . . .Page 8

Cruise Power Charts . . . . . . . . . . . . . . . Page 9

Fuel Tank Diagram . . . . . . . . . . . . . . . . . Page 14

Landing Gear and Flaps . . . . . . . . . . . . . . Page 15

Operating Instructions . . . . . . . . . . . . . . Page 16

L12A Emergency Procedures . . . . . . . . . . . . Page 25

L12A Emergency Checklist . . . . . . . . . . . . . Page 31

C-40A Emergency Procedures . . . . . . . . . . . . Page 34

C-40A Emergency Checklist . . . . . . . . . . . . Page 40

L12A Cockpit Orientation . . . . . . . . . . . . . Page 43

C-40A Cockpit Orientation . . . . . . . . . . . . . Page 45

Ancillary Controls and Features . . . . . . . . . Page 46

Credits . . . . . . . . . . . . . . . . . . . . . Page 48

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INTRODUCTIONINTRODUCTIONINTRODUCTIONINTRODUCTION

This flight instruction manual has been written to furnish the pilots and op-

erators of the Lockheed Model 12A and C-40A with essential data regarding the

operation and performance of this aircraft. An effort has been made to recom-

mend methods of flying which give the greatest safety and optimum perform-

ance. This manual is solely intended for use Golden Age Simulations Lock-This manual is solely intended for use Golden Age Simulations Lock-This manual is solely intended for use Golden Age Simulations Lock-This manual is solely intended for use Golden Age Simulations Lock-

heed Model 12A and Cheed Model 12A and Cheed Model 12A and Cheed Model 12A and C----40A in Microsoft’s Flight Simulator X no other use 40A in Microsoft’s Flight Simulator X no other use 40A in Microsoft’s Flight Simulator X no other use 40A in Microsoft’s Flight Simulator X no other use

is intended or implied.is intended or implied.is intended or implied.is intended or implied.

The Lockheed Model 12 is an airplane of exceptional performance and very high

maneuverability. The flight dynamics for this model have been developed util-

izing the original manual published by C. L. Johnson on August 1 1936. The

model has been tested and flight characteristics tested to performance tested

to within 2% of the published 1936 data. Note: The performance tests done in

1936 were done at a gross weight of 8400#, 250# lower than the plane’s certi-

fied gross weight and 800# lighter than the allowable gross weight with an

operating fuel dump system. Pilots flying at the higher gross weights will

not necessarily get the performance quoted in our performance data.

History and Development History and Development History and Development History and Development

After Lockheed had introduced its 10-passenger Model 10 Electra, the company

decided to develop a smaller version which would be better suited as a

"feeder airliner" or a corporate executive transport. At the same time, the

U.S. BAC had also sensed the need for a small feeder airliner and announced a

design competition for one. In order for a candidate to qualify for the com-

petition, a prototype had to fly by June 30, 1936.

Lockheed based its candidate, which it named the Model 12 Electra Junior,

around a smaller, improved version of the Electra airframe. It would carry

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only six passengers and two pilots but would use the same 450 hp (340 kW)

Pratt and Whitney R-985 Wasp Junior SB engines as the main Electra version,

the 10A. This made it faster than the Electra, with a top speed of 225 mph

(362 km/h) at 5,000 ft (1,500 m). Like the Electra, the Model 12 had an all-

metal structure, trailing-edge wing flaps low-drag NACA engine cowlings,

and two-bladed controllable-pitch propellers (later changed to constant-speed

propellers). It also had the Electra's twin tail fins and rudders, which were

becoming a Lockheed trademark. The landing gear was a conventional tail-

dragger arrangement, with the main wheels retracting backwards into the en-

gine nacelles; as was often the case with retractable gear of the period, the

wheel bottoms were left exposed in case a wheels-up emergency landing was

necessary.

As in the Electra and the Boeing 247, the Model 12's main wing spar passed

through the passenger cabin; small steps were placed on either side of the

spar to ease passenger movement. The cabin had a lavatory in the rear. Al-

though the standard cabin layout was for six passengers, Lockheed also of-

fered roomier, more luxurious layouts for corporate or private owners.

The new transport had its first flight on June 27, 1936, three days before

the competition deadline, at 12:12 PM local time, a time deliberately chosen

for the Model 12's number. The "Electra Junior" name did not catch on in the

way that the original Electra's name had. Most users simply referred to the

plane by its model number, as the Lockheed 12. The original Lockheed 12 ver-

sion, with Wasp Junior engines, was the Model 12A. Almost every Lockheed 12

built was a 12A or derived from the 12A.

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The EnginesThe EnginesThe EnginesThe Engines

The engines in the Lockheed Model 12A are Pratt and Whitney Wasp Junior “SB”

Reference data is below:

PRATT & WHITNEY WASP Jr SBPRATT & WHITNEY WASP Jr SBPRATT & WHITNEY WASP Jr SBPRATT & WHITNEY WASP Jr SB----3333

General DescriptionGeneral DescriptionGeneral DescriptionGeneral Description

Nine cylinder air cooled radial engine.

Displacement 985 cu inches

Dry Weight 668 pounds

Bore and Stroke 5 3/16 X 5 3/16 inches

Compression Ratio 6:1

Fuel (minimum octane) 80/87

Specific Fuel Consumption (pounds of fuel per horsepower per hour)

.60 #/horsepower/hour at or above 75% power

.48 #/horsepower/hour at or below 65% power

Power RatingPower RatingPower RatingPower Rating

Takeoff 450 hp 36.5” hg, 2300 rpm for one minute

METO 400 hp 34.5’ hg, 2200 rpm at sea level

400 hp straight line variation from 34.5” hg at sea

level to 33.5” hg at 5000’

Engine LimitationsEngine LimitationsEngine LimitationsEngine Limitations

Oil PressureOil PressureOil PressureOil Pressure

Minimum at Idle 10 psi

Minimum at Cruise Speed 55 psi

Desired Operating Range 65 – 90 psi

Oil TemperatureOil TemperatureOil TemperatureOil Temperature

Minimum for Takeoff 40o C or 104

o F

Desired Operating Range 60o – 70

o C or 140

o – 167

o F

Maximum 85o C or 185

o F

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Cylinder Head TemperatureCylinder Head TemperatureCylinder Head TemperatureCylinder Head Temperature

Maximum in Climb 1- 1 ½ minute 550o F/288

o C

Maximum in Cruise 450o F/232

o C

Desired Cruise RangeDesired Cruise RangeDesired Cruise RangeDesired Cruise Range 400o F/204

o C Max

Fuel PressureFuel PressureFuel PressureFuel Pressure

Minimum at Idle 2 psi

Minimum above 1200 rpm 4 psi

Desired Operating Range 5 – 6 psi

Normal ClimbNormal ClimbNormal ClimbNormal Climb 28” hg, 2000 rpm to 9600’, then

Full throttle, 2000 rpm above 9600’

Note: If required by terrain, it is permissible to increase engine

speed to 2100 rpm above 11,800 feet and 2200 rpm above 13,000 feet to

increase engine power.

Alternate ClimbÀlternate ClimbÀlternate ClimbÀlternate Climb` 30” hg, 2000 rpm until full throttle is reached, then

Full throttle, 2000 rpm.

AIRPLANE LIMITATIONSAIRPLANE LIMITATIONSAIRPLANE LIMITATIONSAIRPLANE LIMITATIONS

WeightsWeightsWeightsWeights

Nominal Empty Weight 6000 pounds

Normal Gross Weight 8650 pounds

Maximum Gross Weight with operating Fuel Dump system 9200 pounds

Maximum Landing Weight 8650 pounds

SpeedsSpeedsSpeedsSpeeds

Never Exceed Speed - 276 mph IAS

Maximum Indicated airspeed

in Cruise or Descent - 216 mph IAS

Maximum Speed – 400 HP at

5000 feet - 226 mph TAS

Maximum Cruise speed at 300 hp

At 9600 feet - 213 mph TAS

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Maximum Gear Extension SpeedMaximum Gear Extension SpeedMaximum Gear Extension SpeedMaximum Gear Extension Speed - 140 mph IAS

Minimum Gear Extension SpeedMinimum Gear Extension SpeedMinimum Gear Extension SpeedMinimum Gear Extension Speed - 120 mph IAS

Maximum Flap Speed - 125 mph IAS

Best Climb Speed - 125 mph Indicated

Stall Speed Clean - 64 mph Indicated

Stall Speed with Flaps - 57 mph Indicated

Minimum Control SpeedMinimum Control SpeedMinimum Control SpeedMinimum Control Speed

One Engine Inoperative - 75 mph Indicated

Initial Rate of Climb - 1,470 fpm @ 8400#

Service Ceiling - 22,300 feet

AutopilotAutopilotAutopilotAutopilot

Do not engage the autopilot at an altitude of less than 500 feet AGL.

Disengage the autopilot on approach before descending below 500 feet

AGL.

Note:Note:Note:Note:

A three point landing can be made with a 16% center of gravity posi-

tion. However, it is not recommended as misjudging the plane’s height

can result in “dropping the airplane in” which can cause blown tires or

even structural damage.

Cruise Power ChartsCruise Power ChartsCruise Power ChartsCruise Power Charts

The cruise Power Chart attached to this report shows the level cruising

performance of the airplane with full load at various power outputs and

altitudes. It is intended for use with Golden Age Simulations Lock-It is intended for use with Golden Age Simulations Lock-It is intended for use with Golden Age Simulations Lock-It is intended for use with Golden Age Simulations Lock-

heed Model 12A and Cheed Model 12A and Cheed Model 12A and Cheed Model 12A and C----40A. NO other use is intended or implied.40A. NO other use is intended or implied.40A. NO other use is intended or implied.40A. NO other use is intended or implied.

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There is a dump valve in only the forward tank. Fuel in the rear There is a dump valve in only the forward tank. Fuel in the rear There is a dump valve in only the forward tank. Fuel in the rear There is a dump valve in only the forward tank. Fuel in the rear

tank is used first. The tanks are tank is used first. The tanks are tank is used first. The tanks are tank is used first. The tanks are notnotnotnot interconnected so that no interconnected so that no interconnected so that no interconnected so that no

fuel may pass from one tank to another. Start engines with fuel fuel may pass from one tank to another. Start engines with fuel fuel may pass from one tank to another. Start engines with fuel fuel may pass from one tank to another. Start engines with fuel

selectors set to rear tanksselectors set to rear tanksselectors set to rear tanksselectors set to rear tanks

Total Capacity in each Wing = 100 GallonsTotal Capacity in each Wing = 100 GallonsTotal Capacity in each Wing = 100 GallonsTotal Capacity in each Wing = 100 Gallons

Total CapacityTotal CapacityTotal CapacityTotal Capacity————200 Gallons. 200 Gallons. 200 Gallons. 200 Gallons.

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LANDING GEARLANDING GEARLANDING GEARLANDING GEAR

The landing gear of the Model 12a is electrically operated. There is an

emergency hand crank on the right side of the pilots seat which can be used

to put the gear either up or down. Several precautions should be observed in

operating the landing gear.

(1) Do not trip the landing gear on the ground.

(2) The gear should be lowered in flight at airspeeds between 140 and

120 mph.

NOTE: Leave landing gear position lights on at all times.

(3) If landing gear fails to operated electrically, leave switch in

neutral position and engage manual crank. Lower gear until green

“gear down locked” lights illuminate.

Wing FlapsWing FlapsWing FlapsWing Flaps

The wing flaps are electrically operated with an auxiliary drive. (not mod-

eled for flight simulator). Wing flaps should not be extended over 125 mph

indicated. They take 22 seconds to go down. Needless to say, the flaps

should not be retracted when the ship is near the stalling point, as retrac-

tion under those circumstances stalls the ship. The proper use of the wing

flaps on landing is discussed in a later section.

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OPERATING INSTRUCTIONSOPERATING INSTRUCTIONSOPERATING INSTRUCTIONSOPERATING INSTRUCTIONS

The following information covers the various stages of flight preparation and

flight. It should be an aid to the pilot in obtaining the safest operation

and optimal airplane performance. Checklists are placed in the aircraft knee-

board for in flight reference.

EXTERIOR INSPECTIONEXTERIOR INSPECTIONEXTERIOR INSPECTIONEXTERIOR INSPECTION

The pilot in command is responsible for insuring that the exterior of the

airplane has been inspected prior to flight. Before beginning the exterior

inspection, perform the Cockpit Safety Check.

During the exterior inspection, note the condition of the propellers, landing

gear, and control surfaces. Inspect the landing gear wells to make certain

the jackscrews are clean and clear of contaminants. If the landing gear

safety pins are installed, remove them before reentering the airplane. Ver-

ify that the propellers have been pulled through at least two full revolu-

tions or pull them through yourself to insure that the bottom cylinders are

not “liquid locked” by oil or fuel. The wings, tails, and control surfaces

must be clean and clear of ice or frost.

COCKPIT SAFETY CHECKCOCKPIT SAFETY CHECKCOCKPIT SAFETY CHECKCOCKPIT SAFETY CHECK

1. Magneto Switches - OFF

2. Mixtures - FULL LEAN

3. Landing Gear - NEUTRAL

PREPREPREPRE----START CHECKLISTSTART CHECKLISTSTART CHECKLISTSTART CHECKLIST

1. When entering the airplane, check that the Cabin Emergency Exit is

properly closed.

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2. Flight Plan - Complete

3. Logbook - Checked

4. Fuel Gauges - Checked

NOTE: This is a function check ONLY. To accurately determine how much

fuel is on board on the ground, fuel quantity must be measured with the

appropriate dipsticks.

5. Compass - Checked

6. Altimeter - Set

7. Vacuum Pump Valve - Right Engine

ENGINE STARTENGINE STARTENGINE STARTENGINE START

Do not start the left engine with the cabin door open.Do not start the left engine with the cabin door open.Do not start the left engine with the cabin door open.Do not start the left engine with the cabin door open.

This following checklist assumes the crew will start the RIGHT This following checklist assumes the crew will start the RIGHT This following checklist assumes the crew will start the RIGHT This following checklist assumes the crew will start the RIGHT

engine first. engine first. engine first. engine first.

1. Brakes - SET

2. Landing Gear Switch - Neutral

3. Flaps - UP

4. Carburetor Mixtures - FULL RICH

5. Propeller Pitch - Low Pitch

6. Fuel Tank Selectors - Main tanks

7. Master Ignition Switch - ON

8. Engine Primer - Use As Necessary

9. Battery Switch - ON

10. Request and Receive “CLEAR” signal from Ground Crew

11. Throttle - Open 1 inch

12. Right Magneto Switch - BOTH

13. Right Starter Switch - Engage

14. Right Oil Pressure - Pressure Indicated within 30 sec-

onds

15. Right Throttle - Set 800 rpm. Do not exceed 1000

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rpm until oil temperature reaches 40o C

When the right engine is stable at idle speed, start the left engine repeat-

ing steps 10 thru 15. Do not start the left engine with the cabin door open.

10. Request and Receive “CLEAR” signal from Ground Crew

11. Throttle - Open 1 inch

12. Left Magneto Switch - BOTH

13. Left Starter Switch - Engage

14. Left Oil Pressure - Pressure Indicated within 30 sec-

onds

15. Left Throttle - Set 800 rpm. Do not exceed 1000

rpm until oil temperature reaches 40o C

AFTER STARTAFTER STARTAFTER STARTAFTER START

1. Master Switch - ON

2 Lights Switches - As Required

3 Radio Switch - ON

4 Autopilot - OFF

5. Carburetor Heat Levers - Closed

6. Passenger Cabin - Confirm all hatches closed and se-

cured, passengers and crew seated with safety belts fastened.

7. Altimeters and Instruments - Checked and Set

8. Radios - Set as required

9. Engine Oil Temperatures - 40o C minimum

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TAXITAXITAXITAXI

1. Brakes - Release. Allow the plane to roll

forward a few feet, then gently apply brakes to verify proper opera-

tion.

2. Disengage the tail wheel lock prior to making your first turn. During

the turn, confirm that the gyros are operating properly.

3. Engage tail wheel lock when taxiing in a straight line for any appre-

ciable distance. The plane must be moving straight forward when the

tail wheel lock is engaged.

The tail wheel lock must be engaged before setting the parking brak

BEFORE TAKEOFFBEFORE TAKEOFFBEFORE TAKEOFFBEFORE TAKEOFF

1. Brakes - SET

2. Controls - Check free and proper

3. Fuel Tank Selectors - Main Tanks

4. Engine Run-up

NOTES:

It is best to run up each engine separately.

Park the plane as closely into the wind as possible.

A. Props - Low Pitch

B. Mixture - Full Rich

C. Carburetor Heat - As Required

D. Throttle - 2000 rpm

E. Magnetos - Check; maximum drop 100 rpm

F. Props - Cycle two or three times

G. Oil Press - Min 50 psi, 70–90 desired

H. Fuel Press - Min 4 psi

I. Throttle - 800 rpm

5. Suction Gauge - 4.5” – 6”

6. Trim Tab - Set.

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7. Flaps - UP, control in UP position

8. Reconfirm that the cabin is secured for departure.

TAKEOFF AND CLIMBTAKEOFF AND CLIMBTAKEOFF AND CLIMBTAKEOFF AND CLIMB

1. Verify the runway and final approach path are clear of conflicting

traffic and ATC clearance has been received before taking the runway.

2. Hold the brakes and slowly increase power to 2000 rpm, then release the

brakes as you apply full power.

Do not exceed 2300 rpm or 36.5” manifold pressure.

3. Maintain wings level with the ailerons, track with the rudder. As the

tail rises, maintain a slightly tail low attitude until the plane

leaves the runway.

4. When a positive rate of climb is indicated on both the Rate of Climb

indicator and the Altimeter:

Landing Gear - UP

5. Maintain a shallow climb until indicating a minimum of 95 mph IAS. As

the plane accelerates through 95 mph IAS,

6. Climb Power - Set

Normal Climb power = 28” hg / 2000 rpm

Alternate Climb Power = 30” hg / 2000 rpm

Set climb power by first reducing the manifold pressure to the desired

setting and then bringing the props back to 2000 rpm.

7. Accelerate to a minimum of 125 mph indicated. A normal cruise climb is

made at 140 mph indicated using normal climb power.

If terrain or weather conditions require, a steeper climb gradient may

be achieved by using alternate climb power and climbing at 125 mph in-

dicated air speed. If conditions require a maximum power climb (2200

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At approximately 9,600 feet, MSL full throttle will be required to

maintain 300 hp. For best climb performance, increase rpm to 2050

at 11,000 feet, 2100 rpm at 11,800 feet, and 2200 rpm at 13,000

feet. Above 12,000 feet reduce climb speed to 125 (if not already

there) and reduce by an additional mph for every 1000 feet above

that.

8. If the aircraft has an operational fuel dump system and there is

fuel in the aux tanks, place the engine fuel selectors to the AUX

tank positions once cruise climb has been established.

CRUISECRUISECRUISECRUISE

1. Trim the airplane for level flight.

2. Set the desired power as determined by reference to the Cruise Power

Table.

Many pilots use 1850 rpm and 25” hg (to full throttle at

higher altitudes) as a standard cruise power setting under all

conditions. Depending on atmospheric conditions and altitude,

this setting produces between 240 and 255 horsepower below

10,000 feet. For flight segments of 400 statute miles or

less, this is perfectly acceptable. For longer flight seg-

ments, remember that the plane is more fuel efficient at

higher altitudes and slower speeds, and while power settings

of 200 or even 180 horsepower will result in noticeably slower

cruising speeds, they will also significantly increase your

cruising range.

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3. Set the Mixtures as conditions dictate.

Use FULL RICH mixture if cruising below 5000 feet.

Use FULL RICH mixture if pulling 75% power or more.

At or above at 5000 feet if pulling less than 75% power, the car-

buretor mixture may be leaned to increase engine efficiency. Al-

low the engines to run at cruise power for several minutes and

note the cylinder head temperatures. Lean the mixture until a

slight power loss is noted or the engine begins to run rough.

With the mixtures set at optimum, these engines burn .48# fuel/

hour/horse power. Using the formula horsepower X .48/6 should

give you a good guide to use when checking the engines’ fuel con-

sumption on the Fuel Flow meters (e.g. 240 hp X .48 / 6 = 19.2

gallons per hour). Once you have set the mixtures, monitor the

cylinder head temperatures; if they rise more than 20 degrees

above the value noted before leaning the mixtures, richen the

mixtures until they stabilize within 20 degrees of that value.

4. Engage the autopilot as desired. Monitor the directional gyro for pre-

cession and reset as necessary. Some earlier autopilots maintain

pitch, not altitude. If your plane is equipped with one of these ear-

lier units, your altitude may vary with changes in atmospheric condi-

tions and reduced gross weight.

5. Monitor fuel consumption and engine performance. Before changing fuel

tanks, check the fuel quantity in the tank you wish to use. When

changing fuel tanks, monitor fuel pressure indications to insure that

the fuel supply is not interrupted.

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DESCENT AND LANDINGDESCENT AND LANDINGDESCENT AND LANDINGDESCENT AND LANDING

When you are carrying passengers, plan to use a 300 foot-per-minute rate of

descent if terrain permits. During the descent, do not exceed the maximum

indicated airspeed, maximum engine rpm, or the maximum manifold pressure.

For best economy, maintain cruise horsepower until it is necessary to begin

slowing the aircraft for the approach to landing. Adjust the manifold pres-

sure every 1000 feet to preclude over boosting the engines and adjust the

mixtures every 1000 feet to prevent them from becoming too lean as air den-

sity increases.

Notify the cabin early enough for your passengers to prepare for landing and

get confirmation that the cabin is ready before beginning your final ap-

proach.

Plan your descent so as to be at 1500 feet above the field indicating no more

than 140 mph at approximately 7 miles from the airport.

APPROACH AND LANDING APPROACH AND LANDING APPROACH AND LANDING APPROACH AND LANDING

Before beginning the final approach (normally 1500 feet above the field)

1. Fuel Selectors - Fullest tanks

2. Autopilot - OFF

3. LANDING GEAR - Down at 120 – 140 mph

4. Propellers - 2200 rpm

5. Mixture - RICH

6. Carburetor Heat - As required.

7. Downwind leg - Flaps 10o at 100 mph.

8. Base Leg - Flaps 20o

Note: In strong crosswind conditions, use a maximum flap setting of

20o. Add 5 – 10 mph to your indicated airspeed depending on conditions

and expect a longer than normal landing rollout.

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9. Final - Flaps 40o

Maintain 80 - 85 mph and a rate of descent of roughly 550 fpm on final.

Close the throttles as the wheels touchdown in a near level attitude

and let the tail settle gently to the runway.

Note: Although the airplane can be landed in a full-stall three point

attitude, it is not recommended as misjudging the plane’s height can

result in “dropping the airplane in” which can cause blown tires or

even structural damage.

10. When speed is down to a normal walk, release the tail wheel lock and

exit the runway.

11. When clear of the runway - Flaps UP

PARKINGPARKINGPARKINGPARKING

1. Brakes - SET

2. Throttles - 1500 rpm

3. (C-40 aircraft with 2D30 props only)

Propellers - High Pitch/Low RPM

4. Throttles - Idle to check for minimum RPM,

then 800 rpm to scavenge oil back to oil tank

5. Left and Right Mixtures - Cut Off

6. Left and Right Magnetos - OFF

7. Master Ignition Switch - OFF

8. Carburetor Heat Levers - COLD

9. Fuel Valves - OFF

10. Light Switches - OFF

11. Radio Switch - OFF

12. Battery Switch - OFF

13. Brakes - Released

14. Logbook - Complete

Insure that wheel chocks are in place before releasing the brakes.Insure that wheel chocks are in place before releasing the brakes.Insure that wheel chocks are in place before releasing the brakes.Insure that wheel chocks are in place before releasing the brakes.

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LOCKHEED 12A Emergency ProceduresLOCKHEED 12A Emergency ProceduresLOCKHEED 12A Emergency ProceduresLOCKHEED 12A Emergency Procedures

The following procedures and notes address the most common malfunctions which

have been reported to us. However, they do not cover the full range of possi-

ble emergencies which one may encounter. In the event you are confronted by

situations not covered below or experience multiple equipment failures, use

your experience and sound judgment to properly prioritize the elements in

your situation and apply appropriate corrective action.

ENGINE FAILUREENGINE FAILUREENGINE FAILUREENGINE FAILURE

A. In the event an engine fails while on takeoff prior to becoming air-

borne, ABORT the takeoff.

B. If the engine fails immediately after liftoff but prior to gear retrac-

tion and attaining an indicated airspeed of 95 mph the pilot has two options:

1) close the throttle of the good engine and attempt to land straight ahead,

or 2) retract the gear and maintain level flight until he can accelerate to a

minimum indicated airspeed of 95 mph. Which option is most appropriate will

depend upon the conditions on the airfield, the surrounding terrain, aircraft

load, and weather.

C. If the takeoff is continued in the above circumstances or if the engine

fails during the initial climb phase after gear retraction and an indicated

airspeed of 95 mph has been attained, maintain at least 95 mph indicated air-

speed. Apply rudder as necessary to counteract the effects of asymmetrical

thrust caused by the inoperative engine and use rudder trim to relieve the

force required on the rudder pedals. Complete the appropriate emergency pro-

cedures. If an extended climb is required because it is not safe or practi-

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cal to return to the departure field, accelerate to the recommended single

engine climb speed of 110 mph.

D. Carefully monitor operation of the remaining engine. It is possible to

over boost the engine below the critical altitude of 5000 feet. Watch the

cylinder head temperatures closely as they can rise quickly when climbing at

the slower single engine climb speed and pulling METO power.

E. If an engine quits while established in cruise flight, secure the en-

gine per the checklist. Set power on the remaining engine as necessary to

maintain the desired speed and altitude. If the terrain below is higher than

your single engine service ceiling, set METO power. Maintain level flight

and let the indicated airspeed bleed back to 110 mph; thereafter maintain 110

IAS and allow the plane to slowly settle to its single engine ceiling. Begin

diverting to a suitable landing area and consider dumping fuel to lighten the

airplane (see F below) if your plane has that capability.

F. If your airplane has an operating fuel dump system, you may want or

need to consider dumping fuel. Before dumping fuel, insure that the fuel

valve for the operating engine is set to one of the two MAIN fuel tanks. If

the purpose of dumping fuel is to enhance the plane’s ability to stay above

high terrain, carefully calculate how much fuel you need to reach a safe

landing site, taking into consideration the current rate of fuel consumption

and the reduced airspeed attainable on one.

G. Plan a normal approach to landing from a normal altitude. Extend the

landing gear as you approach the field and begin your final descent at the

normal place by reducing power on the good engine. Lower the landing flaps

when you are assured of making the field, normally at about 300 – 400 feet

above the touchdown point. If conditions permit, considering limiting your

flaps to 20o to facilitate a go-around if one should become necessary for any

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reason. After the flaps are extended, remove some or all of the rudder trim

so that you will have “normal” rudder movement when you close the throttle on

the good engine for the landing.

H. The plane will maintain level flight on one engine with the landing

gear extended. It will NOT do so with both the gear and landing flaps ex-

tended. If a single engine go-around is required, apply full power to the

good engine and retract the flaps as increasing speed permits. Do NOT re-

tract the landing gear until you are certain you will not make ground con-

tact.

I. Engine failures accompanied by fire must be dealt with immediately. If

on the ground, shut down BOTH engines immediately, perform the Engine Fail-

ure/Fire Checklist and evacuate the airplane. If an engine fire occurs in

flight, discharge the fire extinguisher agent as called for in the checklist.

If the fire does not go out after firing both fire bottles and circumstances

permit, consider placing the plane in a high speed dive in an attempt to blow

it out. If the fire still does not go out, land as soon as possible. An

off-airport landing is preferable to continuing flight with an uncontrollable

engine fire.

ELECTRICAL FAILURESELECTRICAL FAILURESELECTRICAL FAILURESELECTRICAL FAILURES

The Electra Junior should be considered to be an “electrical” airplane. In

addition to the usual electrical components found on all airplanes; lights,

radios, and the like, both the landing gear and the landing flaps are elec-

trically driven. Most civilian airframes left Burbank with a single genera-

tor mounted on the left engine, but most military customers, including the

United States Army, ordered a second generator mounted on the right engine.

We modify all the aircraft we refurbish by adding a second generator.

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In the event a single generator fails, it is recommended that before operat-

ing the landing gear of flaps, the landing lights be turned OFF. The landing

gear, landing flaps, and landing lights are the three largest electrical

draws on the aircraft, and operating either the gear or flaps with the land-

ing lights on creates an abnormally high load on both the remaining generator

and the aircraft battery.

In the event both generators fail, it will be necessary to reduce the elec-

trical load immediately in order to preserve the battery. Under normal cir-

cumstances, the battery will last no longer than 30 minutes without an oper-

ating generator. Extensive use of the landing lights will reduce that time

significantly, so the first step is to turn the landing lights OFF. If prac-

tical, radios, navigation and internal lights, and any other non-essential

electrical equipment should also be turned off. The goal is to preserve the

battery so that electrical power will be available to extend the landing gear

and the landing flaps when it is time to land.

If both generators fail when flying in instrument conditions, declare an

emergency and seek visual flight conditions immediately.

In the event of a total electrical failure due to double generator failure or

an electrical fire, it is possible to operate both the landing gear and land-

ing flaps using mechanical cranks. The landing gear crank is mounted to the

right side of the pilot’s seat. The flap crank is stowed in the rear baggage

compartment. The flap crank must be retrieved and brought to the flap mecha-

nism under the floor midway down the cabin. Because of the time required to

manually extend and retract the landing flaps using the manual crank, consid-

eration should be given to making a partial- or no-flap landing in this

situation. For a partial flap approach, minimum recommended approach speed

would be 85 mph, while 90 mph would be the minimum indicated speed for a no-

flap approach.

29

WHEELS UP LANDINGSWHEELS UP LANDINGSWHEELS UP LANDINGSWHEELS UP LANDINGS

There are two likely circumstances which might require landing the airplane

with the wheels retracted. The first is mechanical problems which prevent

lowering the landing gear. The second is a need to land the airplane off-

airport on soft or rough terrain where there is a danger that the aircraft

could nose over or flip onto its back if a conventional landing were made.

The following notes apply to both situations.

The wheels of the Lockheed 12 protrude below the nacelles when the wheels are

retracted. This results in a measure of protection to the airframe in the

event a wheels up landing is required. If a smooth touchdown is made, damage

may be limited to the propellers, landing flaps (if extended), and possibly

any antenna which are mounted on the bottom of the fuselage. If the terrain

is rough enough or the touchdown is firm, the pillow blocks which support the

landing gear axles may also be damaged.

Since the wheels do protrude below the nacelles and the airplane will be

rolling on them, full braking capability should be available. This fact,

combined with rudder capability, should make it possible to keep the aircraft

under full control during the landing roll, especially on smooth ground.

DUMPING FUELDUMPING FUELDUMPING FUELDUMPING FUEL

In order to increase the useful load of the aircraft, many operators had

their aircraft equipped with a fuel dump system. This system consists of two

fuel dump valves allowing the contents of the auxiliary fuel tanks to be

vented overboard in the event of an emergency. The handles for these fuel

dump valves are located at the bottom of the center control stand.

30

On our aircraft, these valves have been modified so that they can be closed

before all the fuel in the tanks has been dumped. In the event one is dump-

ing fuel to facilitate an immediate landing at the point of departure, this

feature will probably not be important, but in the event fuel is being dumped

to lighten the plane so that it can cross high terrain with one engine inop-

erative, this allows the pilot to retain enough fuel to complete the flight

to a place where a safe landing can be made. NOTE: Simulated Fuel Dumping NOTE: Simulated Fuel Dumping NOTE: Simulated Fuel Dumping NOTE: Simulated Fuel Dumping

utilizes SimConnect which requires that FSX SP2 be installed. Valves are utilizes SimConnect which requires that FSX SP2 be installed. Valves are utilizes SimConnect which requires that FSX SP2 be installed. Valves are utilizes SimConnect which requires that FSX SP2 be installed. Valves are

INOPERATIVE without SP2INOPERATIVE without SP2INOPERATIVE without SP2INOPERATIVE without SP2

It is imperative that the engine fuel valve(s) for the operating engine(s) be

placed on the Main Tank positions before opening the fuel dump valves. Fail-

ure to heed this caution can result in long and embarrassing silences.

Before initiating fuel dumping, turn off all non-essential electrical equip-

ment. Make certain none of the occupants of the plane is smoking. Do not

re-energize the electrical equipment or allow smoking until the fuel dumping

has been terminated and the cabin has been determined to be free of fuel

fumes.

31

L12A EMERGENCY CHECKLISTL12A EMERGENCY CHECKLISTL12A EMERGENCY CHECKLISTL12A EMERGENCY CHECKLIST

ENGINE FAILURE/FIREENGINE FAILURE/FIREENGINE FAILURE/FIREENGINE FAILURE/FIRE

ENGINE FAILURE ON TAKEOFF BEFORE LIFTOFFENGINE FAILURE ON TAKEOFF BEFORE LIFTOFFENGINE FAILURE ON TAKEOFF BEFORE LIFTOFFENGINE FAILURE ON TAKEOFF BEFORE LIFTOFF

EMERGENCY CHECKLISTEMERGENCY CHECKLISTEMERGENCY CHECKLISTEMERGENCY CHECKLIST


ABORTABORTABORTABORT

1. THROTTLES - CLOSE

2. BRAKES - APPLY

3. If possible and safety permits, clear the active runway. If not If not If not If not

4. STOP THE AIRPLANE AND SECURE THE DEAD ENGINE

ENGINE FAILURE AFTER LIFTOFFENGINE FAILURE AFTER LIFTOFFENGINE FAILURE AFTER LIFTOFFENGINE FAILURE AFTER LIFTOFF

IF AN IMMEDIATE LANDING IS REQUIREDIF AN IMMEDIATE LANDING IS REQUIREDIF AN IMMEDIATE LANDING IS REQUIREDIF AN IMMEDIATE LANDING IS REQUIRED

1. MAINTAIN DIRECTIONAL CONTROL!

2. LANDING GEAR - DOWN AND GREE

3. THROTTLE - AS NECESSARY TO MAINTAIN 85 MPH

4. AFTER TOUCHDOWN APPLY BRAKES AS NECESSARY TO STOP THE AIR

CRAFT.

IF CONTINUING FLIGHTIF CONTINUING FLIGHTIF CONTINUING FLIGHTIF CONTINUING FLIGHT

1. POSITIVE RATE OF CLIMB - LANDING GEAR UP

2. THROTTLE - BAD ENGINE - CLOSE

3. MIXTURE – BAD ENGINE - CLOSE

4. PROPELLER – BAD ENGINE - FEATHER

5. POWER - AS REQUIRED

6. IF AN ENGINE FIRE EXISTS - DISCHARGE A FIRE BOTTLE

32

Wait 45 seconds to evaluate

results

7. IF FIRE CONTINUES - DISCHARGE 2ND BOTTLE

Wait 45 seconds to

evaluate results

8. IF FIRE CONTINUES ---- LAND AS SOON AS PRACTICABLELAND AS SOON AS PRACTICABLELAND AS SOON AS PRACTICABLELAND AS SOON AS PRACTICABLE

IF THE FIRE IS EXTINGUISHED AND AFTER REACHING A SAFE ALTITUDE:

9. INOP ENG GENERATOR - OFF

10. MAGNETOS - BAD ENGINE - OFF

11. FUEL SELECTOR - BAD ENG - OFF

12. FUEL SELECTOR - GOOD ENG - AS REQUIRED

13. VACUUM PUMP VALVE - OPERATING ENGINE

14. FUEL DUMPING - AS REQUIRED

LAND AS SOON AS PRACTICABLELAND AS SOON AS PRACTICABLELAND AS SOON AS PRACTICABLELAND AS SOON AS PRACTICABLE

ENGINE FAILURE IN CRUISEENGINE FAILURE IN CRUISEENGINE FAILURE IN CRUISEENGINE FAILURE IN CRUISE



3. PROPELLER – BAD ENGINE - FEATHER

4.. POWER - AS REQUIRED



results



results

7. IF FIRE CONTINUES - LAND AS SOON AS POSSIBLELAND AS SOON AS POSSIBLELAND AS SOON AS POSSIBLELAND AS SOON AS POSSIBLE

IF THE FIRE IS EXTINGUISHED AND AFTER REACHING A SAFE ALTITUDE:IF THE FIRE IS EXTINGUISHED AND AFTER REACHING A SAFE ALTITUDE:IF THE FIRE IS EXTINGUISHED AND AFTER REACHING A SAFE ALTITUDE:IF THE FIRE IS EXTINGUISHED AND AFTER REACHING A SAFE ALTITUDE:


33






LAND AS SOON AS PRACTICABLE

NOTE: Simulated Fuel Dumping utilizes SimConnect which requires that FSX NOTE: Simulated Fuel Dumping utilizes SimConnect which requires that FSX NOTE: Simulated Fuel Dumping utilizes SimConnect which requires that FSX NOTE: Simulated Fuel Dumping utilizes SimConnect which requires that FSX

SP2 be installed. Valves are INOPERATIVE without SP2SP2 be installed. Valves are INOPERATIVE without SP2SP2 be installed. Valves are INOPERATIVE without SP2SP2 be installed. Valves are INOPERATIVE without SP2

This checklist is for MS Flight Simulator use ONLYThis checklist is for MS Flight Simulator use ONLYThis checklist is for MS Flight Simulator use ONLYThis checklist is for MS Flight Simulator use ONLY

34

C40C40C40C40----A EMERGENCY PROCEDURESA EMERGENCY PROCEDURESA EMERGENCY PROCEDURESA EMERGENCY PROCEDURES

The following procedures and notes address the most common malfunctions which

have been reported to us. However, they do not cover the full range of possi-

ble emergencies which one may encounter. In the event you are confronted by

situations not covered below or experience multiple equipment failures, use

your experience and sound judgment to properly prioritize the elements in

your situation and apply appropriate corrective action.

ENGINE FAILUREENGINE FAILUREENGINE FAILUREENGINE FAILURE

A. In the event an engine fails while on takeoff prior to becoming air-

borne, ABORT the takeoff.

B. If the engine fails immediately after liftoff but prior to gear retrac-

tion and attaining an indicated airspeed of 95 mph the pilot has two options:

1) close the throttle of the good engine and attempt to land straight ahead,

or 2) retract the gear and maintain level flight until he can accelerate to a

minimum indicated airspeed of 95 mph. Which option is most appropriate will

depend upon the conditions on the airfield, the surrounding terrain, aircraft

load, and weather.

C. If the takeoff is continued in the above circumstances or if the engine

fails during the initial climb phase after gear retraction and an indicated

airspeed of 95 mph has been attained, maintain at least 95 mph indicated air-

speed. Apply rudder as necessary to counteract the effects of asymmetrical

thrust caused by the inoperative engine and use rudder trim to relieve the

force required on the rudder pedals. Complete the appropriate emergency pro-

cedures. If an extended climb is required because it is not safe or practi-

cal to return to the departure field, accelerate to the recommended single

35

engine climb speed of 110 mph.

D. Carefully monitor operation of the remaining engine. It is possible to

over boost the engine below the critical altitude of 5000 feet. Watch the

cylinder head temperatures closely as they can rise quickly when climbing at

the slower single engine climb speed and pulling METO power.

E. On aircraft with non-feathering 2D30 propellers, move the fuel valve

for the dead engine to the OFF position if it is necessary to fly for an ex-

tended period of time on one engine. We have received reports of inoperative

engines with windmilling propellers pumping as much as 15 gallons an hour

through the carburetor even with the mixtures in the OFF position.

F. If an engine quits while established in cruise flight, secure the en-

gine per the checklist. Set power on the remaining engine as necessary to

maintain the desired speed and altitude. If the terrain below is higher than

the plane’s single engine service ceiling, set METO power. Maintain level

flight and let the indicated airspeed bleed back to 110 mph; thereafter main-

tain 110 IAS and allow the plane to settle to its single engine ceiling. Be-

gin diverting to a suitable landing area and consider dumping fuel to lighten

the airplane (see G below)

G. If your airplane has an operating fuel dump system, you may want or

need to consider dumping fuel. Before dumping fuel, insure that the fuel

valve for the operating engine is set to one of the two MAIN fuel tanks. If

the purpose of dumping fuel is to enhance the plane’s ability to stay above

high terrain, carefully calculate how much fuel you need to reach a safe

landing site, taking into consideration the current rate of fuel consumption

and the reduced airspeed attainable on one.

H. Plan a normal approach to landing from a normal altitude.

36

Extend the landing gear as you approach the field and begin your final de-

scent at the normal place by reducing power on the good engine. Lower the

landing flaps when you are assured of making the field, normally at about 300

– 400 feet above the touchdown point. If conditions permit, considering lim-

iting your flaps to 20o to facilitate a go-around if one should become neces-

sary for any reason. After the flaps are extended, remove some or all of the

rudder trim so that you will have “normal” rudder movement when you close the

throttle on the good engine for the landing.

H. The plane will maintain level flight on one engine with the landing

gear extended. It will NOT do so with both the gear and landing flaps ex-

tended. If a single engine go-around is required, apply full power to the

good engine and retract the flaps as increasing speed permits. Do NOT re-

tract the landing gear until you are certain you will not make ground con-

tact.

I. Engine failures accompanied by fire must be dealt with immediately. If

on the ground, shut down BOTH engines immediately, perform the Engine Fail-

ure/Fire Checklist and evacuate the airplane. If an engine fire occurs in

flight, discharge the fire extinguisher agent as called for in the checklist.

If the fire does not go out after firing both fire bottles and circumstances

permit, consider placing the plane in a high speed dive in an attempt to blow

it out. If the fire still does not go out, land as soon as possible. An

off-airport landing is preferable to continuing flight with an uncontrollable

engine fire.

ELECTRICAL FAILURESELECTRICAL FAILURESELECTRICAL FAILURESELECTRICAL FAILURES

This airplane was designed so that the landing gear and landing flaps are

electrically driven. The other major electrical draws on this plane are the

landing lights, and additionally you will have other electrically powered

components, such as interior and exterior lights and radios.

37

To cope with this load, the Army specified that the plane be equipped with

two electrical generators, one on each engine. Additionally, the plane is

equipped with a 12 volt battery which should provide 30 minutes of electrical

power under normal conditions.

In the event a single generator fails, it is recommended that before operat-

ing the landing gear of flaps, the landing lights be turned OFF. The landing

gear, landing flaps, and landing lights are the three largest electrical

draws on the aircraft, and operating either the gear or flaps with the land-

ing lights on creates an abnormally high load on both the remaining generator

and the aircraft battery.

In the event both generators fail, it will be necessary to reduce the elec-

trical load immediately in order to preserve the battery. Under normal cir-

cumstances, the battery will last no longer than 30 minutes without an oper-

ating generator. Extensive use of the landing lights will reduce that time

significantly, so the first step is to turn the landing lights OFF. If prac-

tical, radios, navigation and internal lights, and any other non-essential

electrical equipment should also be turned off. The goal is to preserve the

battery so that electrical power will be available to extend the landing gear

and the landing flaps when it is time to land.

If both generators fail when flying in instrument conditions, declare an

emergency and seek visual flight conditions immediately.

In the event of a total electrical failure due to double generator failure or

an electrical fire, it is possible to operate both the landing gear and land-

ing flaps using mechanical cranks. The landing gear crank is mounted to the

right side of the pilot’s seat. The flap crank is stowed in the rear baggage

compartment. The flap crank must be retrieved and brought to the flap mecha-

nism under the floor midway down the cabin.

38

Because of the time required to manually extend and retract the landing flaps

using the manual crank, consideration should be given to making a partial- or

no-flap landing in this situation. For a partial flap approach, minimum

recommended approach speed would be 85 mph, while 90 mph would be the minimum

indicated speed for a no-

flap approach.

WHEELS UP LANDINGSWHEELS UP LANDINGSWHEELS UP LANDINGSWHEELS UP LANDINGS

There are two likely circumstances which might require landing the airplane

with the wheels retracted. The first is mechanical problems which prevent

lowering the landing gear. The second is a need to land the airplane off-

airport on soft or rough terrain where there is a danger that the aircraft

could nose over or flip onto its back if a conventional landing were made.

The following notes apply to both situations.

The wheels of the Lockheed 12 protrude below the nacelles when the wheels are

retracted. This results in a measure of protection to the airframe in the

event a wheels up landing is required. If a smooth touchdown is made, damage

may be limited to the propellers, landing flaps (if extended), and possibly

any antenna which are mounted on the bottom of the fuselage. If the terrain

is rough enough or the touchdown is firm, the pillow blocks which support the

landing gear axles may also be damaged.

Since the wheels do protrude below the nacelles and the airplane will be

rolling on them, full braking capability should be available. This fact,

combined with rudder capability, should make it possible to keep the aircraft

under full control during the landing roll, especially on smooth ground.

39

DUMPING FUELDUMPING FUELDUMPING FUELDUMPING FUEL

In order to increase the useful load of the aircraft, many operators had

their aircraft equipped with a fuel dump system. This system consists of two

fuel dump valves allowing the contents of the auxiliary fuel tanks to be

vented overboard in the event of an emergency. The handles for these fuel

dump valves are located at the bottom of the center control stand.

On our aircraft, these valves have been modified so that they can be closed

before all the fuel in the tanks has been dumped. In the event one is dump-

ing fuel to facilitate an immediate landing at the point of departure, this

feature will probably not be important, but in the event fuel is being dumped

to lighten the plane so that it can cross high terrain with one engine inop-

erative, this allows the pilot to retain enough fuel to complete the flight

to a place where a safe landing can be made. NOTE: Simulated Fuel Dumping NOTE: Simulated Fuel Dumping NOTE: Simulated Fuel Dumping NOTE: Simulated Fuel Dumping

utilizes SimConnect which requires that FSX SP2 be installed. Valves are utilizes SimConnect which requires that FSX SP2 be installed. Valves are utilizes SimConnect which requires that FSX SP2 be installed. Valves are utilizes SimConnect which requires that FSX SP2 be installed. Valves are

INOPERATIVE without SP2INOPERATIVE without SP2INOPERATIVE without SP2INOPERATIVE without SP2

It is imperative that the engine fuel valve(s) for the operating engine(s) be

placed on the Main Tank positions before opening the fuel dump valves. Fail-

ure to heed this caution can result in long and embarrassing silences.

Before initiating fuel dumping, turn off all non-essential electrical equip-

ment. Make certain none of the occupants of the plane is smoking. Do not

re-energize the electrical equipment or allow smoking until the fuel dumping

has been terminated and the cabin has been determined to be free of fuel

fumes.

40

C40C40C40C40----A EMERGENCY CHECKLISTA EMERGENCY CHECKLISTA EMERGENCY CHECKLISTA EMERGENCY CHECKLIST


ENGINE FAILURE ON TAKEOFF BEFORE LIFTOFFENGINE FAILURE ON TAKEOFF BEFORE LIFTOFFENGINE FAILURE ON TAKEOFF BEFORE LIFTOFFENGINE FAILURE ON TAKEOFF BEFORE LIFTOFF

ABORT

1. THROTTLES - CLOSE

2. BRAKES - APPLY

3. If possible and safety permits, clear the active runway. If not If not If not If not

4. STOP THE AIRPLANE AND SECURE THE DEAD ENGINE

ENGINE FAILURE AFTER LIFTOFFENGINE FAILURE AFTER LIFTOFFENGINE FAILURE AFTER LIFTOFFENGINE FAILURE AFTER LIFTOFF

IF AN IMMEDIATE LANDING IS REQUIRED

1. MAINTAIN DIRECTIONAL CONTROL!

2. LANDING GEAR - DOWN AND GREEN

3. THROTTLE - AS NECESSARY TO MAINTAIN 85 MPH

4. AFTER TOUCHDOWN APPLY BRAKES AS NECESSARY TO STOP THE AIRCRAFT.

IF CONTINUING FLIGHTIF CONTINUING FLIGHTIF CONTINUING FLIGHTIF CONTINUING FLIGHT

1. POSITIVE RATE OF CLIMB - LANDING GEAR UP



4. PROPELLER – BAD ENGINE - FULL DECREASE




results



results


41





12. FUEL SELECTOR - GOOD ENG AS REQUIRED




ENGINE FAILURE IN CRUISEENGINE FAILURE IN CRUISEENGINE FAILURE IN CRUISEENGINE FAILURE IN CRUISE



3. PROPELLER – BAD ENGINE - FULL DECREASE




results



results







42




NOTE: Simulated Fuel Dumping utilizes SimConnect which requires that FSX NOTE: Simulated Fuel Dumping utilizes SimConnect which requires that FSX NOTE: Simulated Fuel Dumping utilizes SimConnect which requires that FSX NOTE: Simulated Fuel Dumping utilizes SimConnect which requires that FSX

SP2 be installed. Valves are INOPERATIVE without SP2SP2 be installed. Valves are INOPERATIVE without SP2SP2 be installed. Valves are INOPERATIVE without SP2SP2 be installed. Valves are INOPERATIVE without SP2

This checklist is for MS Flight Simulator use ONLYThis checklist is for MS Flight Simulator use ONLYThis checklist is for MS Flight Simulator use ONLYThis checklist is for MS Flight Simulator use ONLY

43

L12A Cockpit OrientationL12A Cockpit OrientationL12A Cockpit OrientationL12A Cockpit Orientation

We designed our version of the L12A as it might have been in the early 1960’s fitted with a

full IFR panel for the pilot. The co-pilot is provided with sufficient instrumentation for

safe VFR flight. All controls are fully animated and may be either activated with the mouse

or assigned a keyboard command. This brief overview will identify the elements within the

cockpit and discuss operations.

The Main PanelThe Main PanelThe Main PanelThe Main Panel

1. Flap Indicator 11. VOR 1 20. OAT

2. Vacuum 12. VOR2 21. Clock

3. Fuel Tank Level Selector 13. RPM Eng L and R 22. Elevator Trim

4. Fuel Gauge 14. MAP Eng L and R 23. Trim Tab Position Ind.

5. ASI 15. Oil Temp, Press., Fuel Press. 24. Rudder Trim Ind.

6. Turn Eng L and R 25. Rudder Bungee Crank

7. VSI 16. Generator Switch/Amp Gauge L 26. Compass

8. ADI 17. Generator Switch/Amp Gauge R 27. Marker OMI Indicators

9. Directional Gyro 18. Gear Position Indicator 28. Radio Stack

10.RMI (tuned to Nav1) 19. Carb Air 29. Prop Feather Switches

30. parking Brake

31. Altimeter

44

L12A Cockpit OrientationL12A Cockpit OrientationL12A Cockpit OrientationL12A Cockpit Orientation

The Sub Panel and Center Control StandThe Sub Panel and Center Control StandThe Sub Panel and Center Control StandThe Sub Panel and Center Control Stand

The center control stand is identical in both the L12A and C-40A. The left sub-panel of the

L12A contains additional gauges that the C-40A does not. The differences will be identified.

1. Starter Switches (click cover to open) 13. Engine Primer

2. Electrical Switches 14. Alt Static Source

3. CHT Gauge (L12A Only)(L12A Only)(L12A Only)(L12A Only) 15. Left Engine Fuel Tank Selector

4. Fuel Flow Gauge (L12A Only)(L12A Only)(L12A Only)(L12A Only) 16. Right Engine Fuel Tank Selector

5. Prop Controls 17. Tail Wheel Lock

6. Throttles 18. Carb Heat

7. Mixture 19. Oil Temp Controls

8. Gear Switch (left click up right click dwn) 20. Autopilot Control Lock

9. Manual Fuel Pump 21. Left Aux Fuel Dump (active with SP2 only)(active with SP2 only)(active with SP2 only)(active with SP2 only)

10. Flap switch (Left click up right click dwn) 22. Right Aux Fuel Dump (active with SP only)(active with SP only)(active with SP only)(active with SP only)

11. Master Battery Switch 23. Alt Vacuum Source

12. Magnetos (left right click)

45

C40C40C40C40----A Cockpit OrientationA Cockpit OrientationA Cockpit OrientationA Cockpit Orientation

We designed our version of the C40-A as it might have been in the late 1940’s or early 50’s as

it may have appeared as a modified surplused aircraft. The panel was designed using a vintage

version of the C-40a and is intended for VFR flight. The Sperry Autopilot will provide for di-

rectional and pitch hold control. The pilot is cautioned to monitor altitude during flight.

The Main PanelThe Main PanelThe Main PanelThe Main Panel

1. Altimeter 12. Flap Position Ind. 21. Clock

2. Fuel Flow Gauge 13. Eng 1 Gen Switch/Amp Gauge 22. CHT Eng 1 and 2

3. Gear position Indicator 14. Eng 2 Gen Switch/Amp Gauge 23. Carb Air

4. ASI 15. Radio Stack/AP 24. OAT

5. VOR 1 16. Compass

6. Turn 17. RPM Eng 1 and 2

7. ADH 18. MAP Eng 1 and 2

8. Directional Gyro 17. Generator Switch/Amp Gauge R

9. VSI 19. Oil Temp Press Fuel Press Eng 1 and 2

10.Fuel Gauge 20. Vacuum

11.Fuel Tank Level Selector

46

Ancillary Controls and FeaturesAncillary Controls and FeaturesAncillary Controls and FeaturesAncillary Controls and Features

The cockpit features a number of ancillary controls and animations and will

be discussed here. The passenger cabin door, cockpit curtain and cockpit win-

dows are all animated and respond to the standard FSX key stroke exit com-

mands to open and close. The cockpit windows may also be opened by left

clicking on the window pulls from the VC view.

FLIGHT BAGFLIGHT BAGFLIGHT BAGFLIGHT BAG

On the Co-pilots seat you will see a flight bag. It may be opened by placing

the mouse cursor over the latch and rolling the thumb wheel or dragging the

mouse up or down. Within, besides a snap shot of our pilots sweetie, there

are simcons that will toggle the kneeboard, radio panel, map, GPS, and ATC

dialogue box.

47

FIRE EXTIGUISHER CONTROLSFIRE EXTIGUISHER CONTROLSFIRE EXTIGUISHER CONTROLSFIRE EXTIGUISHER CONTROLS

We have included the fire extinguisher control panel to the left of the copi-

lots seat . Although animated, our ground crew forgot to fill the CO2 cylin-

ders and therefore they serve no purpose other than amusing animations. But,

since the engine failure effect does not include fire, the simulator pilot

should have no worries. The center lever should be turned to the engine that

is on fire and the bottles discharged (if there were indeed full) using the

levers to the left or right.

EMERGENCY LANDING GEAR CRANKEMERGENCY LANDING GEAR CRANKEMERGENCY LANDING GEAR CRANKEMERGENCY LANDING GEAR CRANK

To the left of the pilots seat is the emergency gear crank. To operate left

click the black handle to deploy

the crank handle and place cursor

over crank and roll mouse wheel to

activate gear. (there is no elec-

trical failure built into the model

so either the crank or the switch

may be used at the pilots discre-

tion)

ARMRESTSARMRESTSARMRESTSARMRESTS

Both armrests are animated and may

be raised by placing mouse cursor

over the rest and left clicking. Repeat process to fold rest back down.

48

Credits

This project was built using Abacus FSDS 3.5 and has been tested on Windows

XP Professional, Vista and Windows 7 and found to be compatible with all

platforms supported by FSX. Windows Vista and 7 users please note that User

Account Control (UAC) security settings may interfere with installation and

we recommend minimizing settings before reinstalling

The Golden Age Simulations Lockheed L12A Electra Junior Package is the prod-

uct of the work of the following team members and without their contribution,

this project would not have been possible

Project Lead and Modeling Coordinator . . . . . Paul Corish

Modeler . . . . . . . . . . . . . . . . . . . . Gil Halpin

Modeler and Lead Flight Dynamist . . . . . . . Jim Douglass

Texture Artist . . . . . . . . . . . . . . . . . Paul Grubich

Beta tester and video artist. . . . . . . . . . Philip Wilson

Beta Tester . . . . . . . . . . . . . . . . . . Roger Law

Beta Tester . . . . . . . . . . . . . . . . . . Tom Constantine

Beta Tester . . . . . . . . . . . . . . . . . . Shane DVFC

Beta Tester . . . . . . . . . . . . . . . . . . Dave DVFC

We would like to thank David Nunez for developing FSDSTweak, allowing FSDS

designers the ability to apply FSX materials and effects. Also the good

folks at Free Flight Design, FS Developer, SimOuthouse Forums and Old Hangar

Forums who are continuously supportive of our efforts.

Golden Age Simulations Copyright June 2011 all rights reserved

Documents

L12A Flight Manual