Owner's Manual Supplement

taxiing and to wi th stand the sho ck cre ated by landin g with a v ertical descent component of over 500 feet per minute . Main tires 6.00 x 6 size; nose wheel tire 5.00 x 5 size . Wheels - BEECHCRAFT with rin g-disc hydraulic brakes. ' . iv v " ) I /..--'- ( / I / I -- Descr ipt ive Informat ion .. .. .. .. .. . .. 1.1 SECT IO N V Unusual O p e ra t in g Co nd it io ns ..... 5-1 SECT IO N· SECTION VI O p e ra t io na l Da ta..... 6· 1 SECT IO N VII Se rvi c ing and Maintenanc e ......... 7. 1 I I SECT ION II ~ 'f . Op e ra t in g Ch eck Li st s . . .. .. . ..... .. 2-1 .\ SECTION III P e rfo rmance Speci fj cation s '\ a nd L im it a t io n s .. .. ... . .... ........... 3-1 F)..~ ~ I 1, 1 , SECTION IV F ly in g Your BEECHCR AFT De bo n a i r ... .... ......... .. . ............. 4.1 ~ \ I I \ \ :. J. / 1 vi j t~ "01 ... ".. . .. PUB LISHED BY PARTS AND SERV ICE OPERAT IONS BEECH A IRCRAFT CORPORATIO N - W ICH ITA, KA NSAS 33-59 0002 - 3 DECEMBER 4, 19 6 4 'Uee c hcr aft Debonair Model C33 OW N ER 'S MANUAL I I J J \ ' l I I \ I ' \ f ' · , K no ,, · v~ · r Ilebollair!J s .. p erf o rl 13 Ice al. e~OIIODlY Suggesli ons an d recommend ation s throu ghou t nu s manual can hel p yo u ge t th e bes t perfo rm ance from your airplane without sacrificing goo d economy. As ti,e owner .., a Dew 'lead your Bee~llcraft NEW AIIIPLANE WARRANTY ( List 01 Effective Pages SECTION I Descriptive Inlornlation TOTAL NUM BER OF PAGES IN T HIS PUBLICATIO N IS 10 2 I'I \./r-t- ;or A Ti tle . List o f Effect ive Pages . i throu gh vi . . ... 1-1· t hro ug h 1-19 . '. 2- 1 throu gh 2-4 .. 3- 1 th rou gh 3- 5 . . 4-1 through 4-13 . 5- 1 throu gh 5-7 . . 6- 1 throu gh 6-2 0 . 7- 1 throu gh 7- 21 .. .. .. .. .. .. .. .. .. .. .. .; Or i gin al Ori gin al Origin al Ori gin al Ori gin al Ori gin al Origin al Or igi na l Ori gi nal Ori gin al II r Yo ur n e w BE E CH CR AFT Mode l C33 D ebona ir i s a four -pl a c e , low - I· .~wi ng, ca nt i lever m ~n ~pl a? e equi p pe d wi th a 225 -ho rse powe r ~ o n t i- • ;.~ n e n ta l 10- 470 fue l in j ec n on e ng I ne an d a full y re tra c ta ble .t rIcycle 11 l an din g gea r. Th e a ll m et al , se mi- mo no c oq ue ai rfra me s t ruc tu re is of a l umi num, ma gn e sium , a nd alloy s tee l, fabri c a ted and asse mble d ut i li zin g prov en t e chniqu e s fo r ma ximum s tre n g th. Ca r ef ul workm an- sh ip a nd i ns pec ti on employ ed in a i rfra me con stru ction ass u re th at s tru c tura l compon ent s will with st and fli ght lo ad s in exc e s s of F AA re qu ire men ts for a Utility Ca t e go ry a i rp la ne a t th e certified maxi- mum gro s s w eight of 3 050 pound s. Th e g reat majo rit y o f ai rpl an e s in th e D eb on air ' s we igh t cl a s s a rc li c e n s ed in th e Normal C at e go ry , wh ic h re qu ires th ~;( ' ; oth e y be ca p- a b le of s tru c tu ra lly with st a nd in g a limit load fa ctor o f 5.7 ti mes th e 1-1 j , ( de s i gn gross we ig ht und er s pec if i c fl ying condition s without per- man en t st ruc t ura l d efo rm ation. T he f act that y our D ebon air , in addi - tion to b ein g lic en s ed in the No rma l Ca te gory, i s lic en s ed al so in t he Ut il it y Ca te go ry a t full gros s weight , m ean s th at it s ultim at e d e s i gn l oa d fac tor mu st be at l e a st 6.6 times the design gross wei gh t , On ly two s i ng le -e ng ine co mme rci al a i r cra ft in th e a viation fi el d are license d a t fu ll gross we ig ht in th e U ti li ty Ca teg o ry. On e of th e s e is yo ur BEEC HC RAFT De bo na ir. ( T he oth er i s a ls o m anu- fa c ture d by Bee ch Ai r cra ft Co r pora ti on . ) In the Nor ma l Ca teg ory y o ur D ebon a i r may be u s ed for non acrobatic , non s ch edul ed pa s s en ge r a n d c argo op eration s and pilot training . In th e U tili ty Ca teg ory it may be u s ed for all Normal Ca te go ry op e r- ation s plu s limit ed a c ro ba ti c m an euv er s ( Section III) . To en ha nce it s fli ght pot enti al wi th compa ra b le c ap abilitie s und er l andin g c on d i ti o ns, th e st ruc tura l s oun d ness of y o ur D ebonai r i s ba ck ed u p by a l andin g gear d e si gn which i s c ap abl e of a bs o rbi ng far a b ove t he n orm al l andin g lo ad s . T he gear u s ed on th e D ebon air i s a refi ne me nt o f th e sa me ba si c gear wh ic h ha s acc u mu la te d lit e r- a lly hu ndreds of thou s and s of l an din gs in m ili ta ry u s a g e on s uc h tra in i ng a irc ra ft as th e A ir Force T-34A, th e Navy T-34B, a n d th e export Mode l 45 Men tor a irc raf t. In o rde r to me e t m ili ta ry re qu ire- m en t s , t his gear was dro p- te s t ed and s u b je c ted to oth e r ex ha ust ive qu a li fi c a tion s far in excess ?f th e min imum s re q uired to me et Fe d- era l Aviation Age n c y stan dar ds . . In a dditio n , it h a s be en s u bje c t ed to a ll t he rigors of s tu d e n t : tra ini ng o peration w hi ch h a v e h elp e d to p ro v e o ut t he de sig n a nd s e rv e d a s t he ba si s for n u mero us ref i ne - m ent s di s close d by s e rvi c e exper ience. Fu lly e ffi c ien t an d effect ive operat ion o f your B EE CH CRAF T De b- onair can be ac h ieved on ly thro ug h flig ht e xp eri enc e ba s ed on a t horoug h under st anding of th e a i rpl a n e's s ever a l s ys t e ms . T he fol- lowing di scu s sion under h e adin g s s u ch a s nF lig h t Con tro ls ", n L a n di n g G ear" , nP o we r P la nt", e t c ., i s pre sent ed to aid in thi s under st andin g. FLIGHT CO NTROLS T he flig h t con tro l s ur fa c e s are of t he conve nti ona l t hree -c o ntro l ty pe operated by t he rudd e r p e d al -control col u mn . combi na ti on, throu gh p us h- pu ll rod s a n d con v ention al clo s ed- cir cui t c abl e sys te m. 1-2 .. The throw -ov e r ty pe control column pro vides for e l eva to ~ ana a i leron con trol a nd may be po sitioned in eith er the pilot' s or copilot' s po si - tion. To tr an sf er the con trol column from one side to th e oth er , pull the T - ha n d le l a t ch at the ba se of the con trol arm a n d po sition th e column as d e sir e d. Ru dd er p ed al s pro vid e for rudd er control a nd are a d j us ta b le fo re a nd a ft to fit indi vidual pilot requir em ent s . A bob w ei gh t mount ed fo r ward of th e control column impro v e s th e dyn amic lon gitudin al s ta bi li ty of th e a i rp la n e . Th e bobw e i ght a ls o pro vid e s hi gh e r e leva tor control forc e s during ac c el er at ed or maneu- ve ri ng fli ght. Thi s pro vid e s a n a dd it i o na l s a fe ty f actor by m akin g i t l e s s poss i b le to impo se hi gh lo ad f actor s on the a i rp la ne . T h e trim t ab s o n th e ele v ator s a re controlled by a h andwh e el at the . left o f t he con tro l c o ns o le; th ei r po s ition i s indic at ed by a drum- ty pe di al i n t he l eft s ub pa ne l to th e ri ght of the e ng i ne gage clu s- ter. T he a i lerons are eq u ip pe d wi th f ixe d trim t ab s on eac h s urfa ce. Tri m ch an g es i n th e a ir are ac co mp l is he d by a c tua ti ng t he a i le ron trimmer on t he con tro l co l umn hu b. T he tr immer dis p laces th e a i le ro n surface s to compe nsate for a ny uneven l oa din g. 'The d i s pl a c em en t i s maint ained by cab le l o ad s imposed by th e ailero n tr i rnmer. When tran sferring th e contro l column from one s i d e to t he C' th" r, th e aileron trimmer s h oul d be held unt ~l t he whee l i s repo s iti oned . The flap s a re rai s ed and lowered electrica lly by jack screw act uators dri ve n thro u gh fle xib le s hafts from a s i n gl e mo to r and g earbox un d e r the fro n t s ea t. The flap position li gh ts to t he left of the co ntro l co l umn sh o w green f or t he up po sition an d re d f or t he fu ll- do wn l andin g p o si ti o n ; in t ~ r mediate 20-d e gre e a nd lO-d e gre e po s i tion s f or s ho rt fi eld ta k e -o ff are i ndicate d by lin e s p aint ed on th e le adi n g e dge of th e l e ft fl ap . T he i n ter me d ia te po sition s a re rea c he d when th e ma rk s are a lig ne d wi th t he t rai ling e dge of th e wi ng, as view ed from t he p ilot's posit io n. Lim it sw itc hes for t he u p a n d do wn po si- ti o ns s to p th e fl a p s a u to ma t ica lly a t th e pro pe r poin t. LANDING GEAR The full y re tra c ta b le tric ycle l and in g gea r i s op e ra te d by a s i n g l e ele ctric moto r throu gh pu sh- pull tub e s and a gear box under th e front se a ts . When r etract ed , a ll thr e e wh eel s are compl etely en- clo sed by door s which operat e autom atic all y. The no s e whe e l i s s te er ab Ie through linkage connect ed to the rudder 1-3 ( pedal s ; it s m aximum deflection with the rudder pedal s alone i s 17 degree s to either s i d e of center, while with both rudder pedals and brak e s the defl ection may be increa sed to 29 degree s on either side. T he s te eri ng linkag e i s s p rin g-lo a d e d to ab sorb s h o c ks and will c om pe nsa te automatically for rudder applied on cros swind landings. When the rudder pedal s are relea sed, the nose wheel will ca ster and align it self automatically. In a ddi tion, to in sure proper retraction , a roll er -and - slot a rra n ge me n t will correct any mi salignment of the wheel as it enter s the wheel well. A h ydraulic damp ener on the no se wh ee l s tru t compen s at e s for any tendenc y to s h i mmy. T he l anding - ge ar po sition indi ~ator light s to the right of the control column s h o w re d wh en the ge ar i s up or green wh en it i s down, comin g on only wh en the g e a r reaches the locked po sition at either ex tre me. In a ddi tion, a mech anical indic ator a t the base of the no se wh e el we ll bulkh e ad s h o ws th e po sition of the no se gear at all tim e s; it s poin ter is link ed by a c abl e to the a c tu a tin g mech ani sm and mo ve s s i mu l ta n e o us ly with it. Limit s wi t ch es and a dynamic brak e autom atically s to p th e re t ra c t mech ani sm wh en th e ge a r rea ch es th e full up or full down po sition. In addition to the po sition indicator s , th e landing ge ar con trol circuit ha s thre e d evice s to a s si st you in operatin g it sa fe ly : a w arning horn which s oun ds when - e ve r th e throttl e is ret arded below appro ximately 12 inche s Hg mani - fold p re s sure with the gear retracted ; a .s a fe ry s wi tc h on the right sh o c k s tru t which op en s the control cirucit whenever the s tru t i s compr e s s ed by th e weight of . th e ai rplan e; and a s wi t ch which s ou n ds the warning horn whenev er the l anding gear .con trol s wi tch i s pl aced in the n U p " po sit ion with th e landing gear s a fe ty s w it ch open. Yo u s ho u l d bea r in mind th a t the se dev ice s a r ee me r gency e qu ip me nt, in the se ns e th at th ey a re in tended to avoid an accid ent if you s h o ul d make a mi st ak e. Alw ay s oper ate th e l anding g ear con- trol s wi t ch as though the se device s wer e not in stalled. T h e m ain landin g gea r wheel s of your Debonair a re equipped with B EE CH CR AFT ring-d i sc h yd raulic brake s. Th e brak e s ar e actuated by ma ster cylind er s individu ally link ed to the rudder p edal s to a i d in s te e ri ng the a i rp la n e on the grou n d. Tow pr e s sure on the :udd e r pedal s actuate s the s ys te m and i s employed a ls o to n pump up" re sidu al pre s sure in the parking brake s ys te m. To s e t the parking brak e s , pull the HP AR K BRAKE PULL ON" control, located near the c enter of the right s u bp a n e l , an d pump the brake pedal s. Actuation of the control clo se s a one-way check 1-4 valve s o that pre s sure built up by pumping the brake pedal s i s re - tained and the brakes remain set. Push the control in to rel ea se the brake s. The parking brake system i s designed for u se when the airplane i s to be parked for only a few hours. For longer periods , leave the parking brake off and install wheel chocks. The brake s are s e lf -co mp e ns a tin g , re c e iv ing fluid from a re servoir moun ted on the forward s id e of the fire wall. The reservoir , acces - s i ble by rai sing the engine cowling, should be checked periodi - cally and fluid added a s neces sary. PO WER PL ANT The fuel Injection sys tem of the 10 -470 engine is a continuous- flow type using a s p e ci a l aerated nozzle at the in take port of each cylinder. Fuel flow i s controlled by a pre ssure regulating valve ba si cally controlled by linkage to the air throttle in the induction manifold . A manual mixture control arrangement overrides the throttle' s control of the pre s sur e regulator to e stabli sh a basic mi xtu re se t tin g; once thi s s e t tin g i s made by the pilot, the throttle linkage v aries fuel pre s sure to maintain the de sired mixture. A fuel flow gage on the in s trurn en t panel provide s a direct mean s of determining fuel flow and mixture s tre n g th . Recommended engine oil grade s for different temperatur e range s and correct engine fuel grade s may be found in the Con sumable Ma terial s Ch a rt in Se c ti on VII . Your B EECH CR AFT Debonair is equipped with an a l umin um alloy con stant s p ee d, high efficiency propeller. High pitch i s produced by engine oil und e r gov ernor -boo st ed pre s sure ; low pitch i s produced by the c entrifugal twi sting moment of the blade s . The propelle r governor s e ns es s p e e d of rot ation and maint ain s se le c te d rpm by autom at - ic ally controll in g oil flow to th e propell er. T h e prop ell er control i s de si gn ed to provid e low pitch wh en pu shed f o r wa rd an d high pit ch when pulled back . F ue l Sy stem Your BEE CH CRA F T Debonair' s 49-gallon s ta n da rd or 80 -gallon option al fuel capacity i s s u p p l i e d by two leading e d ge fuel cell s. 1-5 FlJEL SYSTEJJI S CHEAlATIC drawn, as suring the maximum In fuel economy. This relief system / // returns approximately ten gallons of excess fuel per hour through th e selector val ve , / J " " f ===2> SEAL DRAIN SEAL DRAIN FUEl FLO W G AG E A check valve is provided so that boost pump pressure to the system can bypas s the injector pump during engine starting . In addition , the ch e ck valve aids in suppres sing vapor formation under high am - bi ent t emperatures and permits the use of the auxiliary pump a s a s o ur c e of fuel pre ssure in the unlikely event of injector pump failure . The s ys te m incorporate s a fuel s t ra i n e r and a finger actuated drain cock for ea ch cell plu s an additional strainer and drain below the fuel s ele c to r valve , the low point of the system. The selector valve drain and s tra i n e r are acce ssible through an access door inboard of the left wing root. The cell drain cocks are located forward of the landing gear doors. All of the drain cocks should be actuated daily to purge any condensed water vapor from the fuel cells and the s y s te m low point. Fuel is fed from the desired cell to a selector valve just forward and to the left of the pilot' s s e a t. The fuel pa s se s through a strainer in the s e l e c to r valve, through the auxili ary fuel pump and an engine- driven injector pump to a metering control unit , then to a fuel mani - fold valve where it i s directed to the injector nozzle and the intake valve of each cylinder. The po sitive displacement Injector pump re sponds to changes in engine s p e e d and govern s total fuel flow proportionally. The pump provides greater capacity than the engine require s, even at low engine speeds, to a ssure proper pump pressure and delivery for all engine operating speeds. Relief valve s in the injector pump allow the excess fuel to be returned to the cell from which it i s being 1-6 TAKE-OFF & CLIMB POWER RANGE 1-7 Fuel Flow And Manifold Pressure Indicator " En gine Cont rol s The throttle , mixture, and propeller controls are centrally located on the con sol e below the control column. The throttle i s pushed in to open , pull ed out to close, and lock s when the button on the end , of the knob i s relea sed. With the throttle locked , fine a dj us tme n t s may be mad e by rotating the knobs. The prop eller control i s s im il a r to the throttle , incorporating both a lockin g knob and a vernier arrangement for fine adju stments. T h e control i s pu sh ed into increa s e rpm (low pitch) and pulled out to decrea s e rpm (high pitch). Indu ~t ~on sx s t em . air is obtain ed through a filtered opening in th e I" \no se co wl a n d dir ected throu gh a n a i r intake duct to the throttl e f va lv e. A s pr i ng- lo a de d doo r in ea ch s i de of the int ak e duct open s a ut o mati ca lly if th e filt er be com e s blocked by impact ice or dirt . A pull -a nd -rel e a s e c on trol on th e con sol e c an be u sed to ac tua te a " brea k- ope n" l e v e r th at fo r c e s op en on e of th e doo rs , s h o ul d th ey b ecom e fro z en s h u t du e to h e a vy ' ic ing condi t ion s. Any ice re - ta in in g i th e oth er door i s th en mel t ed by th e wa rme r a ir be in g a d- mi t te d to t he i n ta ke duct . The mi xture control is pushed all the way in for full rich , pull ed out to th e e nd of its travel for idle cut-off , and locks when the knob i s turned clockwise . Th e k ey ed ig n i ti on s wi t ch an d th e b attery ma st e r a nd ge ne ra t or s wi t c hes a re loc at ed on a p an el b elow the pilot ' s s to rm window. The i gnition k ey s wi t ch ac tu a tes the s ta r te r aft er be ing rotated clockwi s e through the nR" , il L ", and nBOTH" ma gn eto position s. The s wi tc h i s s p rin g- lo a d e d to r eturn to the nBO TH " po sition wh en relea sed. En gi ne Cool in g The engin e i s cool ed by air which en te rs the op ening s 111 the no se cowling , flow s o ver the cooling fin s on the cylind er s , and passe s out through op ening s in th e low er cowling. Durin g gro un d running , the mixtur e control s hou l d be in th e full ri chjpo s i tion an d the pro - peller gov ernor se t for maximum rpm e x c ep t for a brief te sting of governor oper ation. Ground running s h o u l d be h eld to th e minimum neces sary for ~arm -up and te sting. ._--_..._...._..._--_._- - - - - - - - - - - - ---' The fuel flow portion of th e fuel flow and manifold pre ssure indica- tor on the i ns tru men t panel i s calibrated in gallon s per hour , in- dic atin g a t a g la n c e your ex a c t r ate of fuel con sumption. The in- di c ato r di al i s marked wi th re d r adial s at the minimum and maximum allow abl e op er ating fu el pre s sur e s. A green arc indicate s normal op er a tin g limit s. In the crui s e po wer range the upp er gr e en arc band s co v er th e norm al fuel flow re q ui re d from 45% to 7 5% pow er. The low pre s sur e e dge o f ea ch gr e en se gme n t i s the normal-le an s e tt in g and th e hi gh pr e s sur e e dge i s th e be st -pow er s e tt i ng for that percentage of pow er. Th e t ak e -off and climb r ange i s covered by the lower green arc b and s for full pow er at variou s altitudes. The full power mark - ing s r epr e sent the maximum performance mixture s for the altitude s sh own , making it practical to lean the mixture for maximum power and performance during high altitude t ake -off s an d full "pow e r climb s. The con tinental 10-4 70 engine u ses a wet s u mp oil s ys tem, which i s an integral part of the engin e. The only external component of the oil s y stem is the cooler , which i s bolted to th e front of the engine case. Oil Sy:; tem The re ar e no e xternal tanks ' or oil lin e s with thi s arr angement ; oil enter s and l e ave s the cool er through port s which match ports on th e oil cooler moun ting pad-of the engine. Cont ro l of oil temperature s and circulation through the s y s te m are completely automatic. The cooler ha s built -in thermo static and pres- s u re bypas s valve s which div ert the flow around th e cooler s e c ti on. The pres sure v alve , s e t to r elieve pressure at a point s o me wh a t higher than the engine pr e s sur e r elief valve , autom atically opens if s l u d ge or conge aled oil block the flow through th e cooler s e c ti on . Th e thermo static valve bypa s se s the oil wh en it s temperature i s belo w a pre s et minimum. The engine oil s ump ha s a capacity of 10 quart s. It i s s ervi c ed through a fill er neck on the left s id e of the engine case , n ear the nose. An oil level dipstick is located in the sa me po sition. The dipstick ring handle is fitted with a lock ring and must be rotated one-fourth turn in either direction to remove it. 1-8 1-9 i' -- INSTRUMENTS Except for the tachometer, and the combination manifold pressure and fuel flow indicator, the power plan t instrumen ts are grouped in a cluster on the left subpanel. The engine gage cluster contain s left and right fuel quantity gages , the oil pressure gag (), the oil temp erature and cylinder head temperature indicator s and the . am- meter. The left and right fuel quantity gage s provide a constant reading for the desired wing tank when the battery mas t er switch i s turned on. Ram air pre s sure for the air spe ed indicator i s picked up by a pitot tube on a ma st under the left wing. Static air pre s sure for the a l time t e r and air speed indicator i s s up p li e d by a s ta ti c port on each s i de of the fu selage ju st aft of the ba gg a g e compartment. Thes e port s mu st be kept clean a n d the lin e s open a t a ll tim es for correct in strument r eading s. A ch eck of the ports s h o u l d be part of your preflight inspection routine , and the s ta ti c line drain, acc e s sible from th e b aggage compartm ent , s h o u l d ' be op ened o cca sionally to drain a c c u mu l a te d moi stur e from th e lin e s. The combination manifold pres sure and fuel flow indicator and t he tachom eter are mounted in the instrument panel proper . Incorporated in the tachometer is an engine hour meter which automatically record s the total engine operating time. S ta n da rd flight in strumentation includes an air speed indicator , se ns i t iv e altimeter and m agnetic compa ss . Dir ect-current electric power i s s upp l i e d by a 12-volt engin e-driven 35-amp ere gen erator controlled by a volt age -current regulator which automaticall y adju sts output to the lo ad , in c ludin g recharging the battery, In general, th e airplane' s circuitry i s the s in gl e -wi re, ground return type with the airplane s tru c tu re u sed as the ground return. All circuit s in the airplane are protect ed by circuit breakers , most of them grouped on the left and right s u bp a ne ls . Th e figure in the center of the button for each push -to-reset breaker give s th e capac- ity in amperes for 12-volt operation . The generator circuit breaker i s installed on the left side of the nose wheel w ell bulkh ead. ELECTRICAL SYSTE M u c: ct----./ 1lIlI-----'---,,:-: · Ci 1-10 . 1-11 .. . ... HIGHT CIHClJlT BRE A K E R PANEL LEFT CIBClJlT BREAKER PANEL . 1 (/l c OJ > • z ~ AMMETER GENERATOR SWITCH GENER.ATOR~ /' " j ~ · /~' 'tr vJ<.. · ) , /) r- I e.;Vi (.. '~I .- ,E L E CT R I C POWER DISTBIBllTION l) '1 {,.-&- . v-V(...F) jVVV" U"/ t BATTERY BATTERY MASTER SWITCH - ... The starter circuit is relay -con tro l.le d - to nurumrz e the length of heavy cable required to carry the high amperage in the circuit. The switch in the ignition panel , therefore, control s the relay rather than than the actual component. The 12-volt , 33-ampere-hour battery is mounted in a box on the right hand side of the engine compartment, forward of the fire wall. The battery box is of acid -re sistant construction and incorporates a battery vent line and a battery drain line which runs overboard through an opening in the lower cowling. ~ The ammeter is of the conventional charge -di scharge type, showing the actual rate of charge or discharge of the battery. HEATING AND VEN TILA TING SYS TEM Hot air for warming the cabin and defros ting the windshield i s sup - plied by a heater muffler on the right engine exhaust stack.Fresh 1-12 1-13 HEATING AND V ENTILATING SYSTEAI I HOT AI R OVERBOA RD [HOT AIR ! \ MIXER V,ALVE (COLD POSiTiON) t~H~I\IAI TER MUFflER FRESH ,AIR INT A KE-NOSE , FRESH AIR IN TA K E - EN G IN E FRESH AI R 'TiLHl] I L,-=--I--+-'~ _ . I rFRESH AIR WING 'OO~~ :~ j I " t ~ ,\ WING 'OOT {'HI - - - - - -- - - - - ~! '~ t -~ ~ - tJ :i1------ -- - - - l, FRO N T SEAT ~I I OUTl ET ! I _ _ DEFROSTER j t '~ f R O N T SEAT O UTlET VEN T SHUT OFF ---ot-~ ~ ~ C,' AB IN HEAT CON TROL (PULL TO CLOS E) I 0 0 I l ;;;:l p EF RO STE R CO NTRO L O V ERHEA D FRESH AIR SCOOP --[g t '-M I OVE RHEA D DIFFUSER V ALV E ~ J I NDIVIDUAL ~IVERHE AD OUTl ETS , ~ . REAR; SEAT OUTl ET I 0 'b ! I I I \ I - - - __ ~ L _ \ I I I REAR CABIN OUTlET \ I I J I I I I FIXED EXHAUST ~ - \ I SABIN BOTTOM <:» I \ 1-+'FIXED EXHAUST I ! BELOW BAGGAGE DOOR \ I . \ I \ I \ f \ I \ I \ 1-14 ' . ram air picked up through an in take on the rear engine baffle passe s through the heater muffler and into a mixer valve where it is hlende d with unheated fresh ram air picked up through an intake on the right side of the nose. The ratio of hot to cold air entering the cabin from the mixer valve is varied by a butterfly type valve. The valve i s operated by the ((CABIN HEA T" push -pull con trol on the right hand subpanel. As the control is pulled out, the proportion of hot air i s increased , thus providing precise air temperature control. To pre- ve n t a pres sure buildup of either hot or cold air in the mixer valve, exces s air i s vented o verboard. The qu antity of air entering the cabin from the mixer valve i s reg- ulated by a gate type valve operated by the red nVENT SHUTOFF" control on the outboard side of the left subpan el. When the n VE NT SHUTOFF" control is pulled all the way out , the heater sy stem i s deactivated , since no air from the mixer valve can enter the cabin. From th e mixer val ve , air i s routed to five outlets in the cabin: an outlet abo ve each pair of rudder pedal s , an outl et under the right front s ea t, one in the rear cabin area , and one in th e indi vidual wind shi eld defro ster duct. The defro st er control , located near the outboard side of th e right s u bp an el, a d j us ts or completely shuts off the flow of a i r throu gh the defro ster. In addition to th e fre sh a i r s u pp lie d to the mi xer valve , duc ts in ea ch wi ng root are conn ect ed directl y to outl et s in the c abin side p anel s , ju st below th e in strum ent p an el. Th e s ma ll outl e t on the ri gh t s i de h a s a va lv e wh ich i s op en ed or clo s ed by tu rnin g the larg e knob in th e c enter of the outl et. The lar g e outlet on th e left s id e m ay be open ed or clo s ed a n d th e direction of the airflow chang - e d by rotating th e cover with the s ma ll pla stic knob on th e rim. A manuall y retractable air s c oop on top of th e c abin conducts out- s i d e a ir to four fr e sh a i r outl et s in th e o v erhe ad pan el. Th e outlet s , loc ated a bov e ea ch se a t, can be manu all y adju st ed to con tro l both the qu an tity and dir ection of airflow , a ll ow i ng i n d iv id ua l se le c ti on of fr e sh a i r for e a ch occup ant ' s comfort. Th e a i r s c oo p ma y be clo s ed by ope rating a pu sh-pull control loc at ed on th e ov erhe ad panel , wh e r e it i s e as i ly a c c ess i bl e from the pilot ' s seat. Adjacent to the fr e sh air outlet s in th e overhead panel i s a manu ally con - trolled diffuser v alve which admit s fr e sh air to the cabin and di s- tribut es it equall y in all dir ection s . A fi xed ' c abin air e x ha us t i s in stalled in the s i de panel b elow th e ba gga ge door an d ve n te d throu gh a n openin g in the fu s elage b elow th e ba gga ge comp artment . 1-15 I , . , .it FOR YOUR CO MFORT , CONVENIE NCE AND SAF ETY Yo ur BEE CH C-RAFT Debonair, built to standard s in excess of a c tu al requirement s , offer s you s af e ty, a s well as comfort and con - ve n ie n ce item s un e xcelled by a ny airplane in it s cla s s. Other item s of thi s n ature are off ered a s optional equipment and may be in- s ta lle d e i the r a t the f actory o r by your di stributor or dealer. Good Visibility With incr e a s ing cong e st ion around airports, the a bi l i ty to s e e about you is vital in take-off s and landing s. The Debo'nair' s wide , deep wind shi eld s and s i de window s , combin ed with the nearly-level ground a t ti tu de afford ed by it s tricycle landing 'g e a r , give the pilot a n ex ce ll e nt vi ew of hi s s urro un d in gs . L anding Gear and Flap Indicators The po s i tron of the landing gear an d th e wing flap s i s indicat ed by s i gn a l light s on the in strument panel. In addition , th e flap s ar e vi sible through th e window s and a n illuminat ed mech anical in di ca to r a t th e ba s e of the no se whe el well bulkhe ad indic at e s the po sition of t he no se ge ar. The m echanical indic a tor i s op er at ed through the no s e ge ar linka ge . To avo id accid ent al tr ippin g of th e landin g ge ar a n d flap sw i tc hes, ea ch i s de sign ed to be pull ed out of a d etent ' b efor e it c an be r epo sition ed. T h e l anding ge a r and fl ap in di c a to r li ght s may be manu ally dimm ed a s d e sired by the pilot. Landin g Gear Safety Swit ch To a vo id in adv ertent retract ion of th e l anding g ea r whil e th e a i r- plane i s a t re st on the ground , a sa fe ty swi tc h i s in st all ed on th e ri gh t m ain l anding gear. Oper a t ed by the c omp ress i on a n d ex te ns ion of th e s h o c k s tru t, th e s wi tc h br e ak s t he la nding gea r control c i rcu i t wh en the s tru t i s comp re s s ed and compl et e s th e circuit s o th at th e ge a r ma y be re tra c t e d wh en th e s tru t i s e x te n de d. Th e s a fe ty s wi tch i s not int ended to protect th e a irpl a ne while in motion ; b efore s t ar t - ing to t a xi , alw ay s mak e certain th at th e l anding g e a r con trol sw it ch i s down . As a s a f eg uar d, th e landing ge ar warn in g horn i s de sign ed to s ou n d a ny ti me th e l and in g g e ar s wi tch i s pl a c ed In th e HUP " po sition with th e l and in g ge ar s a fe ty s wi t ch op en. 1-16 Stall Warnin g Horn ~o a l e rt the pilot in advanc e , a s ta ll warning horn s o u nd s a warnin g SI gn al a s a s ta ll develop s , while ther e is ample tim e for the pilot to c~rrect hi s attitude. !he s ta ll warning horn i s tri ggered by . a se ns In g v ane on the Ie a din g ed ge of the win g and is e qu a ll y eff ec - tive a t a ll flight attitud e s , weights, and air speed s. Si n c e the v a ne i ~ a erod yn amically balanced , it trigge rs an in.re rm irten t w arnin g s ~ g n al a s a s ta ll condition i s appro ached, but will cau se a s t ea dy SI gp al a s the condition becom e s more pronounced . Landing Gear Warning Horn A landing gear warning horn will s ou n d wh en ever the throttle i s re - · t arded b elow a s e tt in g s u ffi c i e n t to maintain flying speed , unles s ~he la~ding gear ha s been lowered . Th e throttle warning s i gna l i s an In.termlttent . note, to di stingui sh it from the s ta ll warning horn. Ei th er operun g th e throttle or low ering the landing gear will s i l e n c e the landin g g ear warning horn. There i s no s i l en ci n g s wi tch. Instrument L(ghting ~ s a n aid t~ ni ght flyin g, s e v e ra l me an s of direct in strument light- Ingare provided on your D ebonair. T wo s ma ll r ed li ght s , loca ted in the o~erh e ad p anel, yood th e in strument panel with a s o ft red light . Th e l igh ts may be Inten sified or dimm ed as d e sired by controllin g the HINS T FLOOD L T" rheo stat on the s u bp a ne l. Individual i n- s trume n t po st light s , located adjacent to ea c h in strument , are avail - ~ b l e a s optional equipm ent. The in strument po st light s may be u s ed In conjun ction with the flood light s or a s an individu al lighting sy s te m. The po st light s a re controll ed by a rh eo st at on th e s u b- panel placarded ft RADIO & PO ST L T S" . 1- 17 - - ..... j ( II . \ I 1-18 SEAT BELTS, ASHTRAYS , AND AR MRESTS 1-19 ---r- ,,' SECTION II Operating Chech Lists Thi s section has been prepared to give you a quick and ea sily ac- cessibl e r ef er ence to all operational ch eck list s needed for the nor- mal flight of your airplan e. The general techniqu e s pre sen ted are based on the recommendation s and data cornpil ed by Beech Aircraft Corporation pilot s who have t est flown and demon strat ed the a ir- craft. Th e procedure s given a re intended merel y to ass i s t you in developing a good flying techn iqu e for your BE E CH CRA F T Debon air. They con stitute th e manner i n which a good pilot would perform each it em under a vera g e condition s. As you b ecome familiar with your a i r pl a n e, and th e indi vidual cir- cumst ance under which you fl y it , you 'may find that variations in these techniques , will better suit your requirement s or per sonal pref erenc e. The se checks , if well organized and s tu di e d, s h ou l d become s o much a matter of habit that you will find it unnecessary to make reference to thi s portion of the manual exc ept as a refre sher, and made carefully , they not onl y will help pr ev en t mi shap or mal - function durin g operation but will help lower maint en ance co st. Wheth e r the check i s a vi s ua l ex te ri o r ch eck or a s pe ci fi c opera - tional ch e c k , it is a definit e .r e s p o ns ibi li ty the pilot owe s to him - self and to hi s p a s sen g er s . How e v er , as sta te d pr e viou sl y , the proc edur e s a re in tended p rim aril y a s gui d es a n d are no s u bs ti tute for good jud gm ent . Kn ow your a i rp la ne's capabil it i es as w e ll a s y o ur o wn . 2-1 i I I I II .1 ~ :r, , @- --(J) - -\V- "" i' ':$:'" I . .' ~ " .' .::. j.: . .' ~ .- . \ \, -- ~ . -- - -, PREFLIGHT INSPECTI ON 1. Ignition switch, battery master and generator switches - "OFF'.' Control lock - removed. 2. Static air pressure ports - openings unobstructed. 3. lnspect empennage and control su rfaces. 4. Inspect wings, ailerons, and flaps 5. Inspect wing tips and position lights. 6. Remove tie-down lines and pitot tube cover. Pitot tube opening(s) - un- obstructed. 7. Fuel cells - checked; fuel cell caps - secured. Fuel sumps - drained. 8. Shock struts and tires - properly inflated; struts - clean. 9. Engine oil sump : - FULL; dipstick - secured; check for oil leaks. Cowling fasteners - tight. , 10. Propeller blades - checked for nicks and cracks. Induction air filter - clean. 2-2 BEFOR E STARTING CHEC K 1. Parking brake- set. 2. All switches and circuit breakers - checked. 3. Landing gear position switch - "DOWN" ; mechanical indicator - full DOWN . 4. Battery master and generator switches - liON." 5. Propeller - high rpm (low pitch). 6. Mixture - FULL RICH at elev ations under 5000 feet ; above 5000 f eet pull mi xture contro l out 1/2 to 3/ 4 of its trav el. 7. Fu el quantity gag es - checked. Fuel selector valve - select cell more nearly full. 8. Lo ad distribution - checked. START I NG CHEC K 1. Throttle-ONE-HALFOPEN. 2. Au xiliary fu el pump switch - liON" until fuel flow ga ge indicates 8 gph, th en "OFF." 3. Throttl e - reduce to idle, th en open 3 or 4 turn s of the vernier . 4. Start er - en gage ; relea se key when en gin e fires. 5. In event of fl oodin g, plac e mi xtur ein IDLE CUT-OFF , and with thrOttle well ope n, operate start er to remove excess fu el, then follow hot en gine starting pro cedure . 6. Warm-up - 1000 to 1200 rpm . 7. All gage s - chec ke d for normal readin gs. HOT ENGINE ST/\RTING : Au xili ary fuel pump switch mom ent arily on immediately before eng ag i ng start er. BE FORE TAKE-OFF CHECK 1. Trim -- aileron, neutr al; eleva tor, zero (30 nos e up 'if only front se ats are occupi ed ). 2. Fli ght co nt ro ls - free, smoo th op eration thr ou gh full trav el. Elev ator isspring - load ed to full down . 3. In stru ment s - all readin gs norm al. Altimeter se t; direction al gy ro (if installed ) se t to co mpass . Oil temp eratur e sufficiently low to avoid "r ed line" on tak e- off run . Minim umoil pr essur e sho uld occ ur only wh en oil t emp er atur e is abov e 1900 F. 4. Magn etos - chec ke d at 1700 rpm (max imumdiffer en ce 50 rpm ). 5. Prop eller - exe rc i se at 1900 rpm to obt ai n 300 to 40 0-rpm dr op; return to high rp m(lowpitch ). 2-3 . \ I I 1 I ! II I \ BE FOR E TAKE- OFF CHECK - Continue d 6. Flaps - as required (200 for short field take-off). 7. Doors and window - locked. 8. All seat belts - checked for security. 9. Mixture ' - open throttle and set mixture for field elevation take-off power. , To allow for pressu re increase with take-off rpm, set the pressure to the low side of the dial range . Note static rpm. Do not run up engine on loose sand or dirt. 10. Parking brake - released . BEFOR E LANDING CHEC K 1. All seat bel ts - secu red . 2. Mixture - FULL RICH. 3. Fuel selector valve - select cell more nearly full. 4. Landing gear - DOWN, as indicated by green light and mechanical indicator. Warning horn should not sound when throttle is closed. 5: Propeller - high rpm (low pitch). , ~: Flaps - as required (maximum extension speed 120 mph CAS); retract flaps , after landing roll has been completed. SH UTDO WN CHECK 1. Radio and exterior lights - "OFF." 2. Propeller - high rpm (low pitch) . 3. Throttle - closed. 4. Mixture -IDLE CUT-OFF position. 5. Ignition switch - "OFF". 6. All switches - HOFF", after propeller stops rotating. 7. Control lock - installed if conditions war rant. 8. Cabin door - closed . 2-4 " I I I ,I II SECTION III ,P e r i o r Dl a n c e Specifications a n d LiDlitations In thi s s e c ti o n , for your convenient referenc e , charts and tabular Ili sting s of s p e e ds, performance and engin e limitation s have been grouped. The limit ation s and performance data in this s e c ti on hav e been e stabli shed by , flight te sts and engineering calculation s to " ., ,~, a s si st you in operating your B EE CH CRAFT D ebonair. The limi- t ation s h ave b een approved by FAA and are mandatory. These chart s and li sting s have been e stabli shed under normal operating condi - , tio n s , the flight te st s being made under s ta n da rd atmospheric con- dition s with a maximum gro s s weight ; th erefore , allowance s for a c tu a l conditions mu st be made. Advance planning, allowing for any change s which may occur in operating ' condit ion s due to weather, temperatur e , altitude or loading , will a s sur e you of s a f e , fa st , com- fortable, and economic al tran sportation. During a ll ph a se s of en gi n e and flight operation , ob ser ve th e rpm an d manifold pre s sure limit s as comput ed on your Hor s epower Se t- tin g s Ch a r t, to avoid ex c ess i ve cylinder pre s sure s. U s e your Hors e - power Se tt i ngs Ch ar t to arrive a t rpm and manifold pr e s sure se t ti n gs for cl im b a n d crui sin g fligh t. No te that th e 'ma n i fo l d pre s sure re - quir ed to obt ain a g ive n hor sepower will va ry with out side air tem- ' p e ra tu re . When incr ea sing powe r, s e t rpm fir st , th en manifold pre s- s ure. Make p o we r re du cti o ns wi th manifold pre s su re fi r st , then rpm . Thi s secti o n a ls o contain s info rmation pertainin g to glide di stance , appro v ed man eu ver s , wei ght and balance , and o xy g en s upp ly endur - a nc e . Beco me fa mi lia r wi th your a i rp l a ne a n d it s operation. Know the con t en ts of .thi s handbook . '"3-1 ( I Airspeed Charts 78 mph 67 mph 185 mph 71-185 mph 60 -120 mph 147 mph 165 mph Never Exceed (glide or dive, smooth air)(Red Radial) . . 225 mph Caut ion Range (Yellow Arc ) 185-225 mph Maximum Structural Cruising Speed (level flight or climb) .. Normal Oper ating Range (Green Arc ) . Flap Operating Range (White Arc) . Ma ximum Desi gn Maneuvering Speed . , . Maxi mum Gear Extended Speed . Norma l Approach at 50 feet ~ . . . . . . . . 85 mph Contact 67 mph Ob s to c le Approach at 50 feet . Contact . AIRSPEED LIMIT ATIONS (CAS) LA ND ING SPEEDS (lAS ) 62 mph 67 mph 70 mph 85 mph 62 mph 67 mph No rma l Take-off . Climb -ou t at 50 feet. . Minimum Run Take -off . Climb-out at 50 feet. . Ob stacl e Take -off . Climb -out . TA KE- OFF SPEEDS (lAS) CLI MB SPEEDS (lA S) C ru i s i n g C l i mb Sp e e d (25 in. hg at 2500 rpm to 4000 feet ; 2500 rpm at fu II throttle ab ov e 4000 fe et; g~ a r and flaps up ) .. . " 13 0 mph . Best Ra te- Of- Climb Spee d, 500 0 Fee t (Gear and flaps up) , 105 mph (Gear down ).. . . . . . . . . . . . . . . . . .. 88 mp.h (Gear and flaps down ) , '. . . 69 mph Bes t Angle - Of- Climb Speed, 500 0 Fe et (Gear and fl aps up ) . . . . . . . . . . . . . . . . . . . . . . . . 86 mph (Gear down ) ,.. . . . . . . . . . . ... . . . . 77 mph (Gear and flaps do wn ) . . . . . . . . . . . . . . . . . . . . . . 66 mph ST ALL SPEEDS (CA S) CON FI GURA TION Gear and Flaps Up - Po wer Off Gear and FI aps up - Power On Gear and FI aps Down - Pow er Off Gear and FI aps Down - Pow er On ANGLE OF BANK 00 20 0 400 71. 0 mph 73. 2 mph 81. 1mph 63.0 mph 65.0 mph 72 .0 mph 60. 0 mph 61.9 mph 68. 6 mph 54.0 mph 55.7 mph 61. 7 mph I . 60 0 100 .4 mph 89.2 mph 84.9 mph I 76.5 mph I I Engine Op~r"tioD LiIHitatioDS Ma ximum Powe r and Speed (all operations) 225 hp at 2600 rpm ENGINE INS TRUM EN T MA RKIN GS O i l T emperature Caution (Yellow Radi al ) 100 0 F Normal ( Gr een Line) ' 1000-225 0 F Ma ximum (Red Rad ial) ' 22 50 F O i l P re ssu re Min imum Pressure (Red Radial ) . • ~ . . . . .. 30 ps i Norm al Op erating Ran ge ( Gr een Line ) . . . . . 30 to 60 psi Ma ximum Pressure (Red Rad ial) . . . . . . . . . 80 psi Man if ol d P re ssure Nor ma l Ope ratin g Range (Green Arc ) . . . . .. 15 to 29. 6 i n. Hg Maximum ( Se a Lev el ) (Red Radial) . . . . . .. 29.6 in . Hg 3-2 3-3 The Gliding Di stance Table s h o wn below gives the horizontal di s- tance you can glide, a ssuming the glide ratios s ho wn, for several differen t al ti tude s and wind condition s. Maximum glid e is obtained wi th propeller in low rpm and an lAS of 90 mph. Refer to S e c ti on V for corr ect glide ratio procedure . Altitude 10 mph 20 mph 30 mph 30 mph 20 mph 10 mph Above Zero Head Head Head Tail Tail Tail Ground Wind Wind Wind Wind Wind Wind Wind 1000 1-3 /4 1-1/2 1- 1/4 1-1/ 4 1-3 /4 1- 1/2 1- 1/4 2000 3- 1/2 3- 1/4 3 2- 1/2 4- 1/4 4 3- 1/2 3000 5-1/2 5 4- 1/2 4 6-3/4 6- 1/4 5- 1/2 4000 7- 1/2 6-3/ 4 6 5- 1/2 9- 1/4 8- 1/2 7· 1/2 5000 9- 1/4 8- 1/2 7-3/4 6-3/4 11-3/4 11 9·3/4 6000 11- 1/4 10- 1/4 9-1/4 8- 1/4 14-1/4 13 - 1/4 11 -3 /4 7000 13-1/4 12 10 -"3 /4 9-3 /4 16 -3/4 15- 1/2 13-3 /4 8000 15 13-3/4 12- 1/2 11 19- 1/4 18 16 Glide Ratio 10.12 9.24 8.36 7.48 13. 20 12. 32 11.00 { . Cyli nder Head Temperature Normal Operating Range (Green Line) 200 0 to 460 0 F Maximum Temperature (Red Radial) 460 0 F T a chometer Engine Warm-Up 1000·1200 rpm Normal Operation (Green Arc) 2000·2600 rpm Maximum (Red Radial) 2600 rpm F u e l F lo w Minimu m(Red Radial) 1.5. psi Cru ise Power (Operating Range) (Green Arc) 6.9 to 21.6 gph Maximum (Red Radi al) 17.5 psi GLIDING DI STA NCE TABLE GLIDE DISTANCE MAN EUVERS -' • SECTION I V Flying Your B@echcra f t Debo n a i r Specific information, necessary precautions and procedures pre- s e nt e d in thi s s e c tion have been det ermined through engineering co mputation s and flight testing of the aircraft. The general hand - ling technique pre sented is based on recommendations a~d data compil ed by Beech Aircraft Corporation pilots who have test flown ' and demon strated the aircraft, and may be followed with confide~ce in forming your own procedures. The tables and diagrams in Sec- tion VI gi v e a working basis for figuring the aircraft's performance under many combinations of the variable factors connected with flying. However , except for the limitations and precautions men- tion ed, both the procedures and the graphs are intended primarily as guide s and are no substitute for good judgment. Fo r y o u r convenient ref erenc e purpo se s , various type s of data ar e Igrouped in other s e c ti on s of the handbook. Section II is a compl ete li sting of abbreviated check lists. Section III consists of tabular li sting s or charts of performance data, such a s airspeeds, engine • operation data , maneuvers, and weigh t and balance information. Section . V covers unusual op erating conditions. Section VI con- tain s a ll the gr aphs and performanc e data needed for computing fligh t plans andother variables need ed in ev eryday flying. BEFORE YOU TAK E OFF A good flyin g technique begins with a careful ground inspection be- for e y ou e n te r the a i rp la n e. A planned routine of s ta rtin g, warm-up, and taxiing checks will a ssure you that YO~H airplane is operating prop erly while ther e still is an opportunity to corr ect an y trouble which may appear. If well organized , the se check s may be made quickl y , and s ho r tly will become matters of habit; the appearance , sound a n d e ve n th e s me ll of things about your airpl ane will become famili a r to you, and the unfamiliar will alert you that something i s at lea st not a s it has been . Only th e following man euve rs a re a pp rove d for y o u r BEE CHCRAFT Debon air wh en op e rating in th e utility c a t egor y a t full gro ss weight. 3-4 4- 1 I I · 1 1 PREFLI GH T INSP ECT IO N You r e xternal in spection s h o u ld s tart a s you approach the airplane. In a ddi tio n to the c he ck li st in Se c ti on II , check the general appear- ance: win g s l e vel , c o ntro l s u rfa c es normally po sit ioned, no external s i g ns of dam a ge s u c h a s de n ts or s c ra tch e s , no a c c ess door s open or th e ir fa s ten er s loo s e . G la n ce und er th e a i rp la n e to check for drippi ng o il a nd dy e s ta i ns from fuel l e ak s. As y o u e nte r th e air p lane, check th e c abin for loo se a rti cl es which migh t be com e tro u b le so me i f y o u en c o un te re d turbul ence. Ad ju s t th e s e a t, rudde r p ed al s an d control column to your own p ref e ren ce , th en s li p t he s e a t b elt on a n d a dj u st it for correct fit . ST ARTING THE ENG INE When e ver po s sibl e , you s hou l d h av e your a i rpl a n e he aded into the wind when th e e ngi ne i s s ta r te d , a l tho ug h i t i s m and a to ry to do s o only wh en th e wi n d ve lo c i ty i s high o r gu s ty . Wa tch th e o il pre s sure g age a s th e e ng i ne s ta r ts. I t s ho u l d re gi ster at le a st 10 po un d s pre s s u re in th e fi r st 30 s e c on ds ; i f i t doe s not , s top t he engi n e an d inv e sti g at e . In very ho t w ea t he r, if there i s an i ndica ti on of va por in th e fu el sy s te m (fluctuatin g f ue l flo w) pur ge t he fu e l s ys te m by turnin g th e auxili a ry fuel pump s wi t ch mom en ta ril y on and off se vera l tim e s , o r as nece s s ar y , to pur ge th e s y s te m. NOTE Cont inuou s op e ra tion of t he a ux i lia ry pump , at low rpm or wa rm -up rpm , will t en d to flood the e ng i ne. WA RM -UP Se t the th ro ttle fo r prop er warm -up rpm a nd wa rm t he e ng i ne until th e oil tem pe ra tur e gage mo ve s off th e p e g. T he en gin e s h ou l d t he n accele rat e wi tho u t h e sit at ion . Avo id ex ce s s i ve war m-u p , p arti cu la r- ly in cold w ea the r, b ec au s e th e h e ad s may o v erh e at as y ou a tte mp t to bring the o il temp e r atur e up . 4-2 TAXII NG NEVER TAXI WITH A FLAT SHOCK STRUTl Make s u re the parking brake is released before applying power to taxi . Normally, you can turn as much as nece ssary by applying pre s sure to the rudder pedal in the direction you wish to turn , steer - ing en tirely with the nose wh eel. For shorter turns , use s ome brake on the in side wheel; the airplane will turn 10 an inside wheel radiu s as s h or t as 2 feet without sliding the nose wheel tire . Short turns , howev e r, s hou l d be made slowly since they apply heavy side load s o n the no s e wheel s tru t. When taxiing over a rough surface, use minimum power, permitting the airplane to coast over obstruction s, a n d use a minimum of brake pressure. Holding the control column back will minimize the loads on the no se wheel. TAK E-OFF Befor e s ta r tin g your take-off roll , make the checks listed in Section II. Thi s WIll be your la st opportunity to check the airplane before you are airborne , and the se check s s ho ul d be performed carefully and thoroughly . WARNI NG If you are taking off or landing behind a large multi - en gi n e or jet aircraft, allow s u ff i c i e nt s p a c i n g s o that th e air turbul ence in the wake of the other a i rpl an e will have sufficient ti me to di ssipate and s e t tl e before you e nt er th e area. Be particularly careful to guard again st th i s turbulenc e whe n the wind i s below 15 mph . As s p eci fi ca ll y pointed out in the t tBefor e Ta ke- O ff?" check list , it i s th e pilo t' s r es po ns i bi l i ty to determine th at the door s a n d window are loc ked before he commenc e s hi s t ake -off run . If the cabin door i s n o t locked , it i s p o ss i bl e fo r i t to c om e unl atch ed in flight . Sh ou l d th e doo r com e o pen, the ru shi ng a i r will c au s e a high noi s e le vel a nd s in c e i t occur s s u dd en ly, the s o un d o f th e w ind may be s ta r tl i ng to tho se in th e cabin; howev e r, the . fl i ght characteri stic s of th e a ir pl a ne ar e no t aff ected by an open doo r. 4-3 I'r I L II r I I, / U su all y, a n unlocked door will ope n during or ju st after take -off . If thi s h appen s , th e c a bin air pre s sure tends to force th e door op en , wh i le oppo sit e a i r p re s sure out side the fu selage tend s to clo s e i t. As a res u lt o f t hes e two force s , the door will trail in a p osit i on 3 to 4 inc hes o pen , bu t it wi ll not buff et. The pilot or passengers s h ou l d n o t b ecom e a la rme d ; ju st return to the f ield in a norma 1 ma nn e r an d h a ve a p a s sen ge r hold the door to prev en t i t fro m sw inging ope n during t he landin g fl a re- ou t. If de s ir ed , y ou ca n clo s e th e doo r in flight as follow s : Sl ow to ap p rox imate ly 90 mph an d op en th e s to rm window to reduce the air p re s su re i n t he ca bi n. T h en ba nk steeply to the ri g ht and apply left rudd e r, w hi ch will re sult in a s l i ppi n g maneuve r. At the sam e time th a t yo u a pp ly l e ft rudder , re a ch o v er and clo se the door. Prio r to ta ke - off, s e t i n th e field elev ation on your altime-ter a n d note th e pr e s su re rea ding in inche s of m ercury, di splayed in the small window on the a l ti m ete r f ac e . C omp a re th is re ading with the fi eld a l time te r s e tt i n g as given to you by th e controlling acti - vity . If your barometric p re ssure s e tt in g do e s not coincide with the s e t ti n g giv en to you, make a note of the diff erenc e and a pp ly it a s a s ta n da rd deviation to all new altimeter s e tt i ngs giv en to you in fligh t . Thus, if the fi el d a l ti me ter setting is 29. 92 in . H g and the read - , ing of you r pre s sure s e tt in g is 29.90 , when you se t the field el e - vation on y ou r altime ter, you hav e a - . 02 corr ection factor. In term s of altitude , th i s - . 02 co r rection mean s approximately 25 feet. S hou l d you ne glect to appl y th is correction to n ew alt imet e r s e tti n gs receive d in flight , you wi ll h av e an altim et er indi ca tion tha t i s 25 fe e t higher th an you a ctuall y are . Co ns i de r th e i mpor- tance o f t hes e 25 fe e t wh en a pp roa ch in g a n o bs ta cle, wh ere we a - ther restr i c ts visi bi lity , or at nig h t on l and in g wh en d e pth fin al pe rcep tio n i s inhib i te d . When yo u are rea dy to start th e t ak e -o ff ru n , rel e a se th e br a k e s a nd as th e air p la ne a cc el erates, o pen t he th ro t tle smoo th ly. F o r th e s moo thes t ta ke -o ff s, u s e j ust en o ug h b ack pr e s sur e to brin g the wing s to a s l i gh tly po s itive an gle of att ack a s y ou a ppr oa ch lift -off spe ed. When li ft-o ff spee d h a s be e n rea che d an d you are definitel y air born e, e st abl i sh a sta bi lized cl i mb an d ret ra c t t he landing gear. 4-4 " - . - - - - - - - ~ ---- CLIMB As s oon a s the landing gear is retracted and you are in the clear. r educ e power to e stablish your crui sing climb speed. Set the el e - tr i m t ab to re li e v e pre s sure on the column. Although a climb at b e st ra te- o f- cl i mb s p e ed will get ' you to your cruising altitude qui ckl y , a cru is i n g climb will result in a higher ground s p e e d, prov i de b ette r vis i b il i ty, and be more comfortable for your pa s sen - gers. Unl e s s t he t err ain oblige s you to do otherwise , a goo d t ail win d i s ava i la b le at your crui sing altitude, it i s to you r advantag e to pu t s ome di stance behind you while climbing . Dur i n g both climb and cruise , ob serve the rpm and manifold pre ssur e limit s s h o wn in the " Ma n ifol d Pressure V s RPM" graph in Se c t ion VI to a voi d exce s sive cylinder pre s sures. When increasing powe r, se t rpm fir st , then manifold pr e ssure. Make power reductions with manifold pre s sure first , then rpm. CLIMB PO WER MAN AGEM EN T Cl i mb powe r management i s a function of hor sepower, throttle s e t- ti ng , a n d mi xtur e cont ro l . You have a choice of maintaining either a c on st ant hor sepo wer throughout your climb or you may elect to use th e mor e eas i ly accompli shed con stant manifold pre s sure s e tt i n g a p pro a ch to climb power management. The fo rmer will require pre - flight a t te n ti on to your Hor sepower Se tt i n gs Ch a rt to e stablish a man ifold pre s sur e - rpm climb s c he d u le . The latt er requir e s only adv anc ement of your throttle s e tt in g a s you a scend . For thi s climb, a su ggest e d pow er c on f ig u ra tion of 25 in . H g and 2 500 rpm at ap - proximate ly 1 30 mph l AS will provide an e c on omi c a l , comfortabl e clim b. In Secti on V n Un us ua l Opera t ing Con di ti o ns," you will f ind a di s- cu s sion of short fi e ld ta ke- o ffs a n d ob st acl e ra k e- o ffs . Refe r to Se ction VI fo r gra p hs s h o wi n g the be st r at e of cl imb an d angl e of, clim b, a n d th e s pe e ds a t which each typ e of pe rf or ma n c e is ac h ie v- e d . CRUIS E Fligh t pl annin g, th e se cre t of obt ainin g maximum u se from y o ur Debon ai r, depend s on a car efu l, detailed an d o b je c ti v e a na l ysis 4-5 - - - ----- .."....--- - - - - - - - ---- ---- - - - - - _ ._- - - --- - - of ea ch tr ip , in a dva n ce . Th e lo ad , rout e , weath er , s ta r tin g time , arrival tim e , a nd th e ca p a b il i ti es of the a i rpl a ne are but a few of th e factor s y ou mu st con sid er ; the production a n d ex ecu tion of a go od fli ght pl an w hi ch wi ll s u c cess fu lly a c c o mp lis h y o u r mi s sion are a ch ievem en ts of w hic h a ny pil ot ma y b e proud. Whe n you ha ve rea c hed yo ur desired a l ti tu de, se t y o u r po w er a nd trim for t he airs pee d yo u h a v e se lec te d. T he r e are many f actor s to be con s id e re d in d e te rmin in g yo ur crui s i ng sp ee d : w e ig h t, a l ti tude th e l en g th of the flig ht , weather co ndit ion s , a n d , o f co u rse, t he tim e yo u h a v e av ailab le to r each yo u r de stinatio n. Ge nera lly s p e a k i n g , low e r cru i sin g a irs pe e ds wi ll b e mo re c omfor ta ble, an d due to t he lo w er po we r se t tings requ ire d, wi ll con sum e l e s s f ue l. On th e o ther h and , y ou i nve ste d in a BEE C HC RAFT Debon air to gi ve your s elf a me an s of ra p i d tra n s por ta tio n, a n d und e r n orm all y goo d condition s th er e is no rea son why yo u s ho u l d no t c rui s e at or n e a r th e ma x i- mum a llowa b le c ruis ing s p ee d , w he n th e ti me s a ve d wi ll ju s ti fy th e a ddi ti on'a l fu el. In crui sin g fli gh t, yo u wi ll find a con s tan t -ho rs e pow er proc edur e h a s th e sa me advan tages th at i t does in a climb ; yo u c an pre di ct y ou r _ s pee d an d fu e l co ns u mp ti on and make accurate e s tirn at e s of yo ur ra ng e. T he ho rs e p o w e r y o u s el e c t wi ll, of co ur se, depen d on a numb e r of v ariabl e factors . Gr ap h s , w hi ch a r e fo u nd in Se c ti on VI, p rese nt f ig ure s in a fo rm wh ich ca n ' b e' re s ol v ed rea di ly i tno p er - fo rma nce und e r n or ma l cond i t'ion s . How e ve r , no a ll o wa nces h a v e b e en rna de f or va ri a b le wea t he r co n d ition s. T he fu e l sy s tem i s a rra n g e d s o th at the re i s ve ry littl e unu s abl e fuel in th e tan k s in l e v el fli ght at ti tu de a n d th e re is n o r easo n fo r not running o n a give n fu el ce ll until i t fi r st gi ves indi c at i on of runnin g dr y b e fo re s w it c hin g . Ho w e ve r , i f the e ng ine i s a ll o w e d to s to p fi rin g, th e a uxi li ary fu el pu mp s h o u l d be tu rn e d on a nd th e throttl e 're ta rd e d to p re ven t o v er s p e e din g t he e ng i ne as it re star t s. When th e en gine i s a gai n run n i n g s moo th l y , t he a ux i liar y fu el pump s h ou l d b e tu rn ed off . I NSTRU MENT FLIGHT Properl y e qu ip p e d, y ou r Debon a i r is a n in strume n t a i rp la ne, -bu t a re y o u an i ns tru me n t pilot? If y ou h av e an in strum en t fli gh t ra t i ng, with rec ent pra ctic e in t his a irp la n e , y ou a re. Oth e rwi s e , y ou a re a VF R p ilo t . T h ere ca n be no c o mpro mis e on thi s rul e , nor on its 4-6 co ro lla r y: If you a re a VF R pilot , don 't fly in in strument weather. If you ar e a VFR pilot and an emergency exists in which you mu st de scent through a layer of clouds, use the following procedure: 1. Co n tac t th e neare st FAA facility and g et th e ceilin g in th e are a to be p enetrated. 2 . Notify the f acility of your int ention to penetrate th e under- ca st. 3. When y o u a re s ti ll a t least 1000 feet above the cloud s , s l o w the ai rp l a ne to 100 mph lA S, g ear down, straight and l e vel. 4. Wh 'i1e still in clear air , a d j us t throttle and trim to p roduc e a 100 -mph , 500- fpm rate of desc ent on the desired headin g, hand s off . 5. U se gentl e rudder pressure to maintain your heading. Do not touch the wheel or control column until you break out below th e cloud s. E ve n th e mo s t careful VFR pilot s occasionally will en c ou n ter condition s beyond their piloting s k i ll , and for thi s reason, a t ech- nique perf ected by the Univer sity of Illinoi s Institute of Aviation s h ou l d be made a part of y ou r own s k i l l. Known as the Hl80 -Degr e e T ur n , " i t i s a t echniqu e d e sign ed to r e tu rn the VFR pilot ro VFR con di t i o ns sa f el y . Th e pilot, prior to encountering condition s reqUlnng u s e of the ( ~ 1 8 0 - D e g r e e Turn ," must ha v e p reviou sly performed the techniqu e sa tis fa c to ri ly, a s perfect ed by th e Un i v e rs i ty of Illinoi s In sti tu te o f Av ia ti o n . T his technique i s s i mp le, but ra p i d, m sooth , an d pr e- c i s e ex e c u ti o n i s esse n tia l to it s s u c ce ss, a n d y ou s h oul d learn it from a qualified in s tru c tor in your own airpl ane , s o that it can be- com e comple tely f amiliar and au tom atic . You s h ou l d contact th e Un ivers ity o f Illinoi s fo r more prec i s e det ail s on thi s proc edure . If yo u lo w e r the l anding gea r as a n a i d to re du c i ng y our s pe e d, y ou s h ou ld be a le r t fo r th e ch an ge s in e l e va tor trim and ra te of s i n k which will r esu It , a n d make th e nec e s sary correction s and a ll o w- a nc e s . L owe r th e ge a r w hi l e y ou s ti ll are in l e vel fli gh t, as a pre- , . v e n t ive mea sur e ag a i ns t ex cess iv e s pe e d buildup , r ather than a t- - tempting i t as a c orr e ct ive m ea sure once th e a i rp la ne i s i n a dive or s p ira l. NO TE Aft e r an y em e rgenc y ext en sion of th e l andin g ge ar a t 4-7 (' I h i gh s p e e d, th e l an din g gea r do ors a nd s u ppo r ti ng st ru c tu re s ho ul d be in sp ect ed for po s s i b le d ama ge. MAN EUVERS Yo u wi ll fi nd th at yo ur airp la ne h a n dl e s ju s t as n i c el y in rnan e u v e rs as it do e s in c rui sing fl i ght. Wi th th i s in mind, rem ember th at ma - n eu v e r lo ad s wi ll inc rea se a s a ir s pee d in cr e a s e s , a nd th at th e sa rne ae ro dyn amic cl eannes s whic h g ive s you eff ic ie ncy a ls o re sul ts in r apid .in cre a s e s in a ir s pee d wh ile yo u a re in a n o s e -do wn a t ti tu de. Yo u s hou l d .b e co rne f amil i a r wi th th e lo a d s yo u c a n imp o s e on th e a ir f rame d uring ma n eu v er s . Re fer to Se c ti o n III f or a p proved a c ro- ba tic ma ne u ver s an d s p e ed s . Sp i ns are pro hib ite d. If a n inad v ert ent s pi n o cc u rs, e ase the co n-- trol fo rwa rd a n d app ly o ppo s i te rudd e r. Avo i d a b rup t pull out up on re c overy . Yo ur De b onair IS ge n tle a nd we ll be have d th rou ghou t a s ta l l. T hi s hold s tru e fo r a ll po w er a n d fli ght co nf ig ura tio ns . At a pprox im ate ly 5 mph a bove th e s ta ll, the s ta ll w arnin g horn s ou n d s a n in ter m it - t ent s igna l. T he s ig na l b e c ome s s t e a dy as t he s ta ll i s more cl o s el y ap proa che d . T h ro ug ho u t t he ap pr oac h and th e sta ll itsel f, effe ctive rudde r con- trol ca n b e rna in ta in c d a nd a i lero n co n t rol i s goo d . However , y ou ' will not ice s o me ta i l buffe tin g i f yo u hol d th e elevator full ba ck durin g th e s ta ll. Af te r th e sta ll occ ur s, t he re wi ll be a d efi ni t e b re a k an d a n unrm s - t akabl e d r oppin g o f th e no s e . T he mo s t rapi d recov e ry from a s ta ll w ill be ma de i f th e s peed i s a llowe d to pic k up 1 5 to 20 mph a n d the e levator is used gentl y . I NDU CTION SYST EM ICE Sh ou l d imp ac t i ce fo rm on th e indu ction a ir in ta ke a n d fi l te r, t he two s p ri ng -loa de d door s in the s ides o f the air i ntake d uct wi ll b e s u ck e d op e,n . Y ou w i ll notic e onl y a s lig h t dro p in ma n i fo l d press ure due to the l o s s of ram e ffe c t . In th e eve n t th e s p ri ng- lo a de d doo rs be come fro z en s h u t, pull th e 4-8 r--,--------------------~----------------- ----... " AL T ER NATE AIR P ULL AND RELEA SE" h andl e , l oc at ed to th e right of the mixtur e control knob, to force op en on e of th e door s. Th e inru shing w arm air will s oon melt any i ce re stricting th e other door , a nd a u to ma t ic operation of th e alternat e a ir so ur ce will b e re sumed. . FLIGHT IN TURBULENT AIR If fli ght through a s to rm area or e x tre me ly rough a i r cannot be a voi d e d , it i s important that you c h oo s e the correct air speed for y o ur p re s ent weight c on fig ur a tio n. Although you should s l o w do wn , you mu st maintain s u ff ic i en t airsp e ed for full control. Th e d e s ir e d op erating range between thes e two zones v a ri e s with th e s ev e ri ty of the gu st s . R efer to the pen etr ation s p ee d graph s in Se c ti on VI. Si nc e th e gro s s w eight ha s influenc e on the b eha vior or y o ur a ir- plane in turbul ent a i r, two graph s ar e pr e sent ed: on e for h e a vil y loaded airplane s and on e for lightly loaded airplane s . The 4 5- foot-p er -s e con d gu st s a re of th e m agni tude found n ear thunder- s to r ms, whil e th e 3 0- foo t-p e r -se co n d gu st s can be encounter ed in frontal ar eas or in the vicinity of thunderstorm s. Although you may op erat e n e ar th e d e sign crui sin g s pee d in ordinary rough air with a r ea son abl e margin of s a fe ty, in any turbulenc e s eve re en o u gh to caus e di s comfort to your p asseng ers, you should slow down. LET TING DOWN Pilot pref erence a n d w eath er conditions will determin e the r ate of de s cent. During the l etdown , w atch your e ng in e temperatures. Sin ce you will h a ve a combin ation of relatively high air sp eed and r educ ed power se tt i n gs , the en gin e will run cooler than in level flight, and particul arl y in cold w e ather , temperature s ma y go b elow a s a fe minimum for full power. Operating conditions will determin e the prop er mixtur e control po sition for best power ; however , u se full rich p rior to e n t er i ng th e traffic patt ern. Ref er to ·Se c ti on V for balk- e d l andin g procedure. Du ring the fin al portion of the l etdown and prior to traffic pattern entry , perform the (( B ef o re Landing Check" in ' Section II: 4-9 7" I ,. I II ·.. . \ LANDIN G Yo ur BE E CH CRAFT Debonair' s excellent vi sibility , positive con- trol , and s u pe r b ground h andling , combin ed with the s ta b i li ty of a t ric ycl e l andin g gear, m ake l andin g ex tre mely s i mp le . There are s ev e ra l way s to l and your D ebonair. The s h o rte s t landing will be made "if full £lapi s u s ed and the a i rp la n e held off with the elevator control h eld full b ack. If th e w in d i s s tr o ng a n d gu sty , flap-up land- ing s a re pref er abl e ; th e a irp la n e may be landed le vel thr ee-point if the runw ay i s s moo th . Make sur e you have sufficient s p ee d to g ive go o d ele v ator control during fl are-out , p articul arl y on a hot da y or if the wi n d i s g us ty . SHUTDO WN When y o u h av e p ark ed , se t th e prop eller in low pitch (high rpm) a n d pull out the mixtur e c ont ro l to th e idl e cut -off po sition . When th e prop ell er ha s s to pp ed rot atin g, turn off a ll sw i t ch es . If the brak e s ar e cool and the w eather mod er at e , s et the p arking brake. When th e a irplan e is to be le ft unh angared and unattended for mor e th an a few hour s , you s h oul d inst all the control lock , rel ea se th e ' parkin g brake , and chock the wheel s. Never leav e th e cabin door s ta n d in g open. Before you leave th e airplan e , mak e cert ain that y o u h a ve p erform ed th e s hu tdo wn .c h e ck s li sted in Se c ti on II. COLD WEA THER HINTS In addition to your normal exterior in spection, remov e ic e, snow, and fro st from th e wi n gs, tail , control s u r fa c es a n d hinges , pro- p eller , windwhield , pitot tube , fu el v en t s, and en gine br eather lin e . Drain a ny wat er conden sation from fuel sump dr ains to prevent them from beirig clogged by ic e. C he c k the fli ght controls for compl ete fr eedom of movement , a n d complet e y our normal prefli ght procedur e s . A lways remove all snow, ice,or hoarfrost from the wings before taking off, If y o u have no way of re mo vi ng th e depo sit - l eav e the airplan e on th e gro u nd ! Th e s e depo sit s will n ot blow off. For eign d epo sits s u ch a s th e s e , s in c e they ch an ge th e contour of a wing. de stroy it s lift and incr ea se drag. Un de r ve ry cold co n d i tion s , it may b e n ece s sary to preheat the engin e prior to a s ta rt. Particular attention should be appli ed to the 4- 10 ' . oil cooler a nd s ump housing to insure proper preheat , sinc e con - gealed oil in these areas will prevent proper lubrication of the engine. A s tar t with congealed oil in the system may give an in- dication of normal pressure immediately after the start, but then the oil pre ~ sure may decrease when residual oil in the engine is pumped back w ith the congealed oil in the sump. If an engine heater capable of h eating both the sump and oil cooler is not available , th e oil s h o ul d be drained while the engine is hot and stored in a warm area until the next flight. t Co l d engine s ta r ts normally require a more retarded . throttle setting '''' th an u sual. Also , moi sture forms quickly on the spark plug elec- trod e s durin g cold weather starts , so if you have made three or four un succe ssful s ta r ti n g attempts , have at least one plug removed from each cy linder. Heat the plugs to dry the electrodes , replace them, and attempt to re start the engine immediately. . Do not taxi through water or slush if it can be avoided. Water or s l u.sh s p l a s h e d on the wing and tail surfaces will freeze, increasing w e i gh t a n d drag and perhaps limiting con trol surface movement. U se the brakes sparingly; taxi slowly for best control and for air- craft protection from flying water, slush, or Ice. Run ' up the en gine prior to take-off, then complete your normal take- off check with s p e c ia l emphasis on the following: 1. Pi tot heat - on (if installed). 2. E xercise the propeller several times to flush cold oil from the actuating cylinder. Make a normal take-off , bu t if the gear is wet from running through ~ater or ice, delay retraction un til it ha s had time to dry . If the gear l~ wet when retracted , the gear or doors may freeze in the up . posi- tion , Sho u l d propeller icing be encountered during the flight, and an accumula tion re sult s in rough engine operation, the ice can some- time s be eliminated by rapidly increasing and decreasing rpm. . During long er flights in cold weather , propeller operation s will be ~ m o o t h e r and it will respond more readily and accurately to changes 111 power or load if it i s exercised occa sionally. Once power settings are e stabli shed and the airplane trimmed , the mo vement of the pitch change mechani sm to maintain constant rpm i s s o s li gh t that the oil 4-11 ( •• ~ ' y' , " , . . ' , " , 10 the pro pe ller cy li n der may b ecom e c o l d a n d con geal ed. Durin g de s c en t , g ua rd aga i ns t en gi ne o ver-cooling and keep au- s p e e d wi th in gear an d fl ap op er ating rang e , s l ow in g the airplan e by r et ardin g th e throttl e a nd maint aining a no s e-high a t ti tu d e. If o v er -c oolin g o cc ur s , l ow e r th e gea r a n d flap s and in cr e a se en g i ne pow er. OXYGEN SYSTE M(OPTI ON AL) WARNIN G Oxy ge n und er pr e s su re is a fri end wh en properly u s ed but be com e s a n e ne my w he n norm al pr ec autions a re di s - reg ar de d . Sine e ox y gen s u ppo r ts combu stion , prop er safety mea r su e s mu st be e mp l oye d when u sing it or a se ri o us fir e h az a rd is cr eat ed. MAKE CERTAIN THAT AL L CI GARETTE S ARE COMP L ET ELY EXTINGUISH- ED BEFORE USING THE SYST EM and w arn your pa s- se n ge rs of the dan g er s of s mok in g wh-il e oxyg en i s b ein g u s ed. Operation of Oxygen System (BEECHCRAFT) 1. To pl a c e th e oxy g en sys tem in operation , SLOWLY op en th e .s h u toff va lve on th e ox ygen con sole panel. ( T h e s h u to ff valve . on the oxy gen cylind er mu st a ls o b e open.) -- <. .........:.. 5. To clo s e do wn th e ox y gen s y st em , close the shutoff va lv e on " th e o xy g en con sol e p an el , and with one or more ma sk s s ti ll plu g g ed in , a ll o w th e ox ygen to drain from the low pre ssur e ... si de of th e sys te m, th en unplug a ll ma sk s . , I , I CAUTION If e it h er s h u to ff va lve i s opened too rapidl y , th e re- gu la to r di aphr agm may be ruptur ed or oth er dam a g e com- mon to hi gh p ress u re o xy gen sys te ms ma y occur. 2. In s ert a n o xy g en ma sk plug -in cou p l in g into an o xy gen outl et. 3. C hec k for a flow of ox ygen into the ma sk by clo sing off the op ening from th e br eath er bag to the ma sk , noting that the ba g ex pa n ds . C ha nges in flo w r at e wi ll be m ad e a u to ma ti ca lly wi th c ha nges in p ress u re a l ti tu de . 4 . Ad j us t t he oxyge n ma sk to th e f ac e to pr eve n t the es c a p e of oxyg en in to t he c abin. 4- 12 " 4- 13 t ) ·: Cl"usuol Op era t i n g Co n d i t i fJ, ,, s .. #. ~ ; • ..... . SECTION V , ', - .. ' • I " , The information in this s e c ti on of your handbook is presented " to enable you to form in advance a definite plan of action for coping with any unusual s i tua tion which could re a sonable occur in the op eration of your a irpl a ne . A careful r eading of thi s section will pro v e in valuabl e not only in knowin g what to do in a p articular s i tua ti on , but al so in formulating your own plan of action fo r an y oth er s i tu a ti o n you feel may be encounter ed. The p erformance gr aph s coverin g th e inform at ion in this s e c ti on can be found in Se c ti o n VI ; p erform anc e s pe c i fi ca ti on s a nd lim i- tation s in S ection III. SHORT F IELD TA KEOFF For a minimum -run t ake-off , u se 20-degr e e fl ap s . Th i s ex te ns io n can be judged quite a c c ur a te ly from the pilot' s po sition by low ering th e 5-1 ( ) - - - - - - - - - - - --;--- - -~ - - fl ap s until t he 20- d egree lin e on th e l eading e dg e of th e left fl ap lin e s up w it h t he wi ng tra iling e dge . Never use over 20 -degree flaps for t a ke-o f f. Ho ld t he airpla ne wi th th e br ak e s a n d run th e e ngi ne up to fu ll power , th en rel e a s e th e b rak e s. Dur ing th e gro u nd run so me rig h t ru d der wi ll be re qu i re d, but do not u s e br ak e s. At lift-off s p e ed, s moot h ly a nd ra p id ly app ly b ack p ress u re on th e c on tro l ' wh e e l to as s u me a no s e -hi gh atti tude s o th a t yo u bre ak gro und as s o on a s min imum fly i ng air speed i s reac he d . As Soo n as yo u br e ak gro u n d, retra c t th e gea r a n d drop th e no s e s lig h tly to gain a sa fe air s pee d . Retract fl ap s on ly a fte r reac h i ng a sa fe a l ti tu de, a n d co n- ti nue with t he n orm al take-off a nd cl i mb pro c edur e. OB STA CLE CLEARANCE TAKE-OFF Wh e n y ou mus.t o btain ma x imum a lt itu de in rrurnrnum h ori z ont al d i st an c e , u s e th e be s t a ng le -o f- cli mb s pee d s how n on th e gra ph for yo ur a l ti tu de . As with any airplan e, th e best ang le of cl imb i s a chiev ed only s li gh t l y abov e st all in g sp e ed; th ere fo re, you should co nsi der th i s an em e rge nc y tec h n i que . Use th e sa me p ro c edur e s a s f or a rrururnurn- run o r s ho rt fi eld tak e- o ff , to t he poi n t of a ss u min g a nose- h ig h atti tu de. Do n o t ass ume th e no s e -h i gh attitude un til re achi ng mi n i mum fl y in g a i rs p e e d . C le a r th e gro u nd, re tract th e g ea r, a nd a s s o on a s y o ur s e le c te d ai r sp e e d h a s be en rea c he d, h ol d i tro obt a in th e ma x imum a ng le o f clim b un t il . th e o b st a cle i s cl eared . T h en accel erat e to no rma l climb s pe e d , re - tract flap s o nly after reaching a s a fe a l ti tu d e , a nd co ntin ue w it h t he norm al ta ke- off an d clim b p roce dure . MAXIM UM ENDURANCE As an eme rgency me a sure , if cir cum st ance s d emand that y ou s tay a l o ft as lon g as po s sibl e , y ou ca n d ecre a s e fu el c on sumption by l e anin g t he mi xtur e be yond th e be st po we r se tt i ng. As y ou l e an p a st b e s t p ower, yo ur a i rs p ee d w ill d rop an d th e e n gi ne wi ll op er at e s l ig h tl y rou gh . Adva n ce th e mi xture ju st en o u gh to s ta b il iz e your a i rs p ee d. B e ar in mind that operating your eng ine in t his manner could result in reduced engine life or engine damage . 5-2 BALKED LAND I NG Ma ke th e dec i sion to go around a s earl y a s po s sible in the l andin g a p pr oa ch to pro vid e a sa fe m argin of air sp eed and altitude . The go -a ro un d pro c edu re i s a norm al maneu ver and doe s not become a n e merge n cy proc edur e unl e s s it i s s ta r te d . too late. Ac cur a cy of jud g- men t a n d ea rly re co gni ti on of the n eed to go around are import ant ; th e s e a re d e v elo p ed by pr actic e . Th e go- around proc edur e i s a s fo llows : 1. Pro pel I er - high rpm . 2. Thrott le - take -off power. 3. Landing gear' - "UP" when fully airborne. 4. Mixture - FU LL RICH. 5. Airspeed - best angle-of -climb speed. 6. Tri m - ho ld for ward pressure on the col umn until you have time to re tri m. 7. Flaps - IIUP" after gaining safe altitude. 8. Ele vator trim tab - reset as needed. 9. Continue normal cl imb procedure. With th e a p p l i ca tion of full pow e r , particul arl y with con siderabl e trim a nd a lo adin g n ear the forward center of gravity limit, the ele - vator for c e s may b ecom e quit e h e a v y. How e v er , do not attempt to re trim th e air p la ne, unt il yo u a re i n th e cl ear. If c i rcu ms ta n ces p ermit y ou 'to watch th eir po sitioning, bringing the flap s up to 20 ° a s s oon as y o u h a v e applied po w e r will be of some ben ef i t i n ga i n i ng spe e d wi th o u t sa c ri fi ce of lift. Do not att empt to rai s e th e flap s , ho we v er , if y o u a re in tr affic o r ha ve ob stacle s ah ead which must be cl e ar ed. CROSS WI ND LANDI NG Landing in a cro s swind . pre sent s no s p e c ial problem e xcept the e l i min a ti on of drift corre ction at the proper moment to a void touching down in a s ki d . Generall y , le s s flap s h o ul d b e u s ed , s i n ce s ta ll a nd ground handling characteri s ti c s in a s t ron g cro s swind a re le ss de - sirable with lull flap s. Approach th e runway with cr ab , but eliminate mo st of th e cr ab on n earing th e runway , r epl acin g the cr ab with a n upwind , wing-lo w attitud e. Touch down eas i ly 'on th e low main wh e el whil e fl ying a i rs pe e d . re ma i ns, arid allow the a i rpl a ne to s e t tle smoothly to th e runway to pre serve direction al con tro l. .If ex c e s siv e 5-3 ~ I I c ra b should rem ain ju st prior to touc hdown , eli minate i t a s mu c h as po s sible a t t he point of to uc hdow n by th e use of ru dd e r. If exce s sive s ki d din g ' ? pp ea rs immin ent , m ake a coord inated turn to realig n wi th th e run wa y a nd drop y ou r upwin d win g to correct the t endenc e to drift. GLIDING RATIO T he gl i di ng di s t anc e ta b le in Se c tio n III g ives th e ho ri zont al di s- ta n ce fo r gl i de. Max i mum gli de di s tan c e i s obt ain ed with th e pro - p ell er i n t he low rpm po sition and m ain t ainin g an optimum a i rs pee d as indi c a t ed on the g li d in g di stanc e tabl e. In a ll c a s e s , 1/ 8 mile h a s be e n s u b tra cte d from no- wind a n d h ead -wind gl i d es to ge t y ou to y o ur fi eld wi th 50 fe e t a l ti tu de, a n d 5 /8 mil e h a s be en s u b t rac t e d from tai l-w in d g li des to a llow for a tu rn in to th e wi n d, en di ng th e t urn at 50.feet altit u de . Whe t her y ou cho ose to land wi th yo ur wh e e l s up or do wn d ep end s upon t he fi eld y ou a re go i ng into a n d h o w mu ch ti me you h a ve to look it o v er. A wh e els -up la n di n g wi ll u s e up l e s s di s t anc e on th e gro un d, a n d th e dam a ge d on e fre q ue n tl y wi ll be l e s s th an th at re sul tin g from a colli s ion by runnin g int o a dit ch or h ol e a t hi gh s p ee d. GEAR-UP LAND ING If y o u a re to mak e a gea r-u p l and in g , m ak e a norm al a pp r oa ch, a n d if po s s ibl e , choo s e a h a rd s ur fa ce to l and on . Av oi d a gea r- up l and - ing on s o ft ground , due to th e t end ency of s o d to roll up in to c hunk s and da mage th e under side o f th e fu s e lage. U se the following pro- c edure: 1. Seat belt s - secure d. 2. .FIaps - 'as' requ ired. 3; Dur ing fl are -out - close throttle , move mixture con tro l to IDL E CU T-OFF , and turn fuel selec tor valv e to the "OFF" pos ition. 4. Just before tou chd own - all switche s OFF. 5. Get clear of the airplane as soon as i t stop s. 5-4 . - - -- - - - - - - .. LANDI NG GEAR EME RGE NC Y EXTE NS ION A landing g ear h andcrank i s pro- vi de d for lowerin g th e gear man - uall y i f th e el ectri c al s y s tem fails or if y o u wi sh to do s o f or s ome other r ea son. T he hand c rank i s designed only to low er th e gear; y ou s h o u l d not att empt to re - tr act it m anu all y. Th e fo ll ow i ng proc edur e s ho u l d be u sed: 1. Land ing gear circuit bre aker - OFF. 2. Landing gear switch - "DOWN" position . 3. Move the hand le into the crank ing po sition, and turn it counte rc lockwi se as far as pos sibl e. 4. Check mechanical indicator or with towe r to ascerta in that gear is down. ENG INE FAIL URE E ng i ne f ailur e due to improp er op eratin g tec hniques ma y be g ua r ded aga i ns t b y a lways e m p l oy i ng cor r ect e n g i n e op eratin g p ro ced ures a n d ob s er v in g e ng i n e o p e r ation limit a tion s . A l - thou gh e ng i ne failur e du e to m ech anic al ca us es i s sel dom en- c ount e r ed , lo s s of fuel flow or a n ignition s ys te m di screpanc y would be th e mo st probabl e cau se. If en gin e failur e i s indicat ed, land as s oo n as pr actic able . Imm e di at el y on not in g an y condition which wou l d point to immin en t eng i ne f ailur e , s u ch as lo s s o f pow er , lo s s of fu el flow ., rough run - ning en gi ne, e tc. , s l ow th e a i rp l a n e down, a n d if a l ti tu de permit s , proc e ed as follow s: 1. Sw itch fuel tanks - check selector visually. 2. Check fuel pressure; boost pump - "ON" only if pressure is low. 3. Mixture - FUL L RI CH, then leaned to altitude, if necessary. 4. Propeller - FULL HIG H RP M. . 5. Ignition switch - IIBOTH." 6. Battery and generator switches - liON." I '" " 1 / 1 In the event that accompli shment of the preceding steps does not correct th e di screp anc y and a forced l anding appears advisabl e , or s h ou l d th e e ng i ne fai l comp le t ely, pr epar e for a forced landing as fo ll o ws: 1. Mi xture control - IDLE CUT -OFF. 2. Thro ttle - CLOS ED . 3. I gn ition switch - " OFF." 4. Fuel selector valve - " OFF." 5. As speed drops, lower nose and maintain ai rspeed for best gl ide di stance. For maximum glide , if possible , propeller should be in high pitch (low rpm) . ENGI NE FIRE DURING FL IG HT In case of fi re in th e e n gi ne compa rtment durin g flight , pull the red n YE NT SHUT OFF" control on the outbo ard s i de of th e left s u b- panel to s e a l off all h eating s ys te m openin gs and prevent s mo k e and fume s from en te ri ng th e cabin . Shu t down th e engine as follow s a n d make a forced landin g: 1. Mixture - IDLE CUT-OFF . 2. Fuel selector valve handle - "OFF." 3. Ignition switch - 110 FF." . 4. Battery master and generator switches - 1l0FF." If the electrical system is not functiona l, gear may be lowered manually. 5. Throttle - CLOSED. 6. Do not attempt to restart engine . TERRAI N FLYI NG Be sides bein g ' a wa re of low er t ak e-off , climb , a n d landin g perfor - mance a t hi gher field e l e va tio ns, you s h ou l d prep are your self for un - expected weather condition s and other phenomena which prevail over mountainou s , high altitude country. . St andin g wave s , which occur under th e ri ght combination of m ete - orological an d terrain condition s, pr e sent s e ve re updraft s, down- drafts , and turbul ence . The intensity of the turbulence i s variable and may be in the order of th at experienced in thunder storm . Air flowing over ridge s and down s lop es produces areas of reduced atmospheric pre ssure . Sin c e your altimeter and .r a te of climb indi- 5-6 cater are barometric ins trumen ts, . your al tirn e ter will show a readin g higher than you actually are , and your rate of climb indicator m,ay be s ho wi n g a climb when actually you may be losing altitude. Al so the clo ser y o u are to a ridge, the greater is the error. Another factor to consider is heavy rain, which caus es a film of wat er on the wind shield and changes its refractive characteristi c s . Un de r the se co n di t ion s, a distinct ridge may appear to be low er than it actually is. In gen eral , you should allow considerably more clearance th an you anticipat e you will need, when flying over rugged terrain. For fur- ther information on thi s subject , it is suggested that you read Terrain Fly;ng, obtainable from the Superin tenden t of Do curn enrs , Washington , D: c. 5-7 • II SECTION VI Operational Data All operational data , in the form of graphs or diagrams, are grouped in this section of your owner's manual for quick e asy reference. The data are grouped a s nearly as possible in flight s e q u en c e . For your convenience , a table of contents is included below. A carefully detailed and analyzed flight plan will enable you to real - ize the maximum benefit from your BEECHCRAFT Debonair. I n using th e graphs , bear in mind that allowances have been made for warm -up , taxi , take-off, climb , and a 45-minute reserve based on holding at 45 % m aximum continuou s power. Having made a fligh t plan bas ed on e stimates taken from the graph s , you s h o u ld ch e ck y ou r actu al p erformance a n d review the differ - ences between y ou r forecast conditions and actual conditions during the flight , so that your future es ti ma te s m ay be more accurate. TABL E OF CONTE NTS Graphs Normal Take-0ff Short Field Take-Off Normal Climb . Time to Climb . Manifold Pre s sure vs RPM Cl i mb Ai rs p e e ds . Fuel Co ns u mp tio n v s HP Altitude Co n ve rs io n . Crui s e Op er ation . Range Gr aph s , Varying Power Maximum Sa fe C ross·win ds Turbulent Ai r Penetration Flight Load Factors Norm al Landing Short Field Landing Hor sepower Se t ti n gs Chart Page 6-2 6-3 6-4 6-4 6-5 6-6 6-7 6- 8 6-9 · 6-10 · 6-14 . 6- 15 · 6-16 · 6-1 7 · 6-18 · 6-19 6-1 I t NOR~AL TAKE- OFF SHORT FIELD T AKE-OFF DISTANCE OVER 50 FEET DISTANCE OVER 50 FEET ASSOCIATED CONDITIONS ASSOCIATED CONDITIONS POWER TAKE - OF F POWER POWER'-- --.:TAKE-oFF POWER FLAPS:.- ~20° FLAPS UP RUNWAY"'--__---'PAVED, LEVEL , DRY SURFACE 6-3 o . 10 20 30 HEAD WIND - KTS . t ' : -H-t- '...j... I ' . -r-r I · f=F.· 22 24 26 2'8 30 0 WEIGHT - 100 LBS . PROCEDURE TAKE-oFF SPEED: 62 MPH (lAS) SPEED AT 50 FEET: 67 .MPH (lAS) GROUND RUN__GROUND RUN IS APPROXIMATELY 76% OF DISTANCE OVER 50 FEET 11 EXAMPLE: FOR AN AIRP ORT -j ALTITUDE OF 2000 FEET, AN ~,; ~, 8 ': llmEffinrn~~OAT OF 75°F, A TAKE -OFF ::t - t WEIGHT OF 2800 POUNDS AND ~~Hm + '""TTt· E: S: =1tSlimtt ili1A HEAD WIND OF 10 KNO'TS 4 , l+l- .tt + +++-I+++-J...J-+.. .J.-.l-l.-j THE TAKE -OFF DISTANCE OVER ij -'+ -r.-t. +-f -+H-t'H - H+. LJ- A 50 -FOOT OBSTACLE IS 1170 - -W-·+-I--l-+-++- .- I-l--l--l-U FEET -=F - ,j-f- . .r- .... I 3000 , " ~ I ...... I , I! I' I 2000 o 10 20 30 HEAD WIND - KTS 7000 -f+ ! ' , : , 6000 22 24 26 28 30 0 WEIGHT - 100 LBS. . - 1+ 2'0 40 60 80 100 OAT _ of STD. H I+-t-H~ TEMP. i-I+++-I~ - . PROCEDURE __ TAKE -OFF SPEED : 70 MPH (lAS) SPEED AT 50 FEET: 85 MPH (l AS) GROUND RUN __._ GROUND RUN IS. APPROXIMATELY 78% OF DISTANCE OVER 50 FEET . RUNWAY PAVED, LEVEL, DRY SURFACE o . - t-t+ + + 'ie-H - +++--l- I-I ~ H1 .=tJJ:I:i l=l:±±L I .. EXAMPLE: FOR AN AIRPORT I ALTITUDE OF 2000 FEET , AN I OAT OF 75°F, A TAKE -OFF . . WEIGHT OF 2800 POUNDS, AND . . A HEAD WIND OF 10 KNOTS, THE TAKE-OFF DISTANCE OVER .. A 50 -FOOT OBSTACLE IS 1900 FEET . :r·tt:tt:::t:ttt 6-2 . I ( ,.-------/ I NOH.MAL CLI.MB .MANIFOLD PHE S S lJH E v s HP.M GROSS WEIGHT 3050 LBS. GEAR AND FLAPS UP BEST RATE-OF-C~B SPEED 200 400 600 800 '1000 RATE OF CLIMB - FT /MIN 0 0 00 C"I 0 0 ~ C"I 0 ~ ..C"I 0 0 Lt:l C"I ~ 0 ~0 I -q< C"I Q I'il I'il ~ tn 0 ~ 0 C':) C"I ~ I'il 0 0 C"I C"I 0 0 .-4 C"I o o o C"I o o0) 0.-4 C"I +++++ t- ~ r --1-+-H - H --H++ +-1-- ++J- - t I- ++J -!+ ffi - I I I 1200 I ! SERVICE CEILING SLIGHTL Y L OWER WITH OPTIONAL THREE-BLADED PROPELLER. , ' i , i II i , , , I I TI1t#E TO CLI~B GROSS WEIGHT 3050 LBS. GEAR AND FLAPS UP BEST RA TE -OF-C~B SPEED , I , . " U-.:.- '" SL o 5000 5000 15000 10000 15000 10000 -, , . 1 6-4 SL o 5 10 15 20 25 30 35 40 45 50 55 60 TIME TO CLIMB - MINUTES DH .N! - aanssaaa O'IO.!IINVW 6-5 . ., I I I I CLI~B AIBS P E E D S 1 FlJEL CON S lJklP T I ON vs HP E-l 24000 r:il r:il Ji:.l I r:il 0 20000 ~ E:: H < § 16000 ~ BEST BEST ANGLE RATE ES OF OF rJ) CLIMB CLIMB SPEED SPEED 12000 tllffiiEmffiml GROSS WEIGHT 3000 LBB. 1-1 GEAR AND FLAPS UP I- i I I J I I 4000 70 80 90 100 110 -- Z <ri:l C r:il ~ ~ 0 ~ :::i 0 o<l Ji:.l t:RI.t:> Ji:.l I:- 0I ea t:R - - 0 ....: I:- E-l t:R I.t:> CD <g - CD t:RI.t:> I.t:> I <g I.t:> - t:RI.t:> '<l' - _. 0 I.t:> N 0 C") N 0 .-4 N 0 0> .-4 P:: ri:l 0 ~::::; Pi ri:l fQ 0 II:: 0 ea ~ P3 l!l 0 ~ o 0> INDICA TED AIRSPEED - MPH GO .-4 o .-4 6-6 'MIlaR mId SNO'I'IVD MO'I.!I 'I:3:Il.!I 6-7 ( I I I ilLTITlJDE CONVE R S ION CB lJlS E OPERATION GROSS WEIGHT 3050 LBS. EXAMP LE : IF AMBIENT TEMP. IS 80°F AND PRESSURE ALT. IS 4000 FE ET . THE STAND- DARD A LT . IS 6000 F EET AND 1//<1 IS 1. 093 1--1 : 200 j l =_ 180 :; ; ;. , -rH-f - ' . ~ .., W~ - H+H ' , I I 'I • -;- +-t- R=FFF +t+J- Elftj - :1:1= 160 ' 140 __ .l: 120 H- 1. 44 120 80 40 t. 1. 40 ':;o1"++-ri-t.;..'f':""';-;---do-J-;- :....:-1 1. 38 1. 36 1. 34 :A9-H-+7-8-T---kr<=+++-~'+-J-..w -i-i-i-1 1. 32 1. 30 1fjjj;;~jj;;fTI:J±km~~f-8;~W~ 1. 28 1. 26 .~mm~ffi Bf~~~f8~±H~ 1. 24 1.22 ;r-1-;-'--7."'f-l--!-~~ ~p...:....LL,J...I.,i....:J.J 1. 20 1. 18 1.1 6 1. 14 ~~Ht;?'++b ~d±~lli~±: ±J 1. 12 TAS = CAS X l iver o - 40 4 11 ' -- 0 _ _ --80 ' o o o .... I I I 'J I !I :;:II : ~ : : I:: rrrI IItit Ii ii II1·.II!. !I: LB ilJf±±fl'il ftLHl luJ! 1 -60 - 40 - 20 0 20 40 60 TE MPERATURE T RUE AIRSPEED -MPH 6-8 +ttfffiti w t+t+ i-; h-i-!- , ! ! I !! ! i i i r l! I ! ; I ; i I I I I 50% MAXIMUM CONTINUOUS PO WER GROSS WEIGHT 3050 LBS : FUEL CONSUMP TI ON - 9 .00 GAL . / HR. CLIMB POWE R - 2500 RPM @ 25 IN. H G TO 4000 FEE T 2500 RPM @ FUL L THRO T TLE ABOVE 4000 FE E T ~ RESERVE BASED ON HOLDING @ 45% MAXIMUM CONTINUOUS POWER tittt titt , I+ +'H -I'-H -+-f-+-+- H , . - HT+-:J= ' - 1 - ~ - -t':f --tt+ ~: -H ~J-Ll- .L; ' ~ ~ t~ ( - '~:d~ : ~t+RtfJ+ =1= Ltt.t5= ,E j ~ f=l±-HI ' '.: ' ~ ±# ±+' ' tlr-' ~ m - : B -H++.T +++ + . ' ,+H+H+++t +t-l-++ fH-j -++ t+t+t·J t-+-i-++-++++-f-H++++Hti ~ -L- ~ I _ ' , '_.. '-+- , ..+-+ : f2 - =trtTtUtttttttt.ttntttt r _&-=::=. r t:ttF'.Lt:J±i±:r±'l: t l l i~ tt~l~j =~L1+ t-ttttt++-H +-+ + +-+-1 " ," I f , H-H+ H+H+H+ ~ 1 t +- h-t lH- I1 -I -l--I--1 -+-J--L-!--l-L r:+ +S+Hi-;-; - 1- r=::=- 4000 ll1iTR=i*~::t+rn=R:i=f-R=t1i~:t±tb::l±±:B:tthiffiIfg:±B:f±f+tf-H+ +-I - I-- +'- +--'-- 't-+-+-:-+~ -i--l- -'-; t 12000 f--,---,-~~$~~~~~~~~~~~~~mmmtttffit#ffi E-I r>::l r>::l ~ I ~ ~ E:: ~ § ~8 00 9"-~ o ~ ' .1..l-+-l- H- .L.L I " : : , ' , , ' __ ' I I I ll±±±H tb:±±t±tJ±llit J- +++-i-- ~ I " , =H±i=H+Jj:-H+l-fi+m " +-H- ,. , . t= f++.+ +: . :: ,:: I -r : . . " , 200 400 600 800 1000 1200 RANGE - STATUTE l\IIlLES t- --l--L.l, ' I ! ~ +-tt +t++t+ H i I I I 8000 1+JIFFFFFFR+R 161 MPH (TAS) ~ E-I r>::l r>::l ~ I r>::l ~ ~ ..:l < § < f@ <E-I 00 II !: J I I I LL +- t- -+ 165 MPH (T AS) , -1 ~ ~~ 1 1 1 1 ! 1 1 4+ 200 i 1j i UfB±J-J:lttt1,152 MPH (TAS) +++ 40 0 600 800 1000 1200 9"-~ ~ RANGE - STATUTE MILES ~~ .,:';j, 9"- ..... tv ~~~+;~tp=!$# t :i W~ - ~ ' T t= FFh I " E-< Pi! Pi! ~ ; 1T+ ±t:I-H-t-±-t±t±±l:±:t++ ,-r-;-t-H--T- I 1I I I I I I I I I 1H-tt-lii+t+t+H I I Pi! § E-< E=: ~ < @ ~<E-< rn PH -( TAS}=F H+tf-m=F tH± j±L-+±l±l±t:t~ 1- 1--1-- 1- 1-1 -+--.1--1-1-1- +-1 I I I I I I I I++-l I I I I I " I I I I ~ ~~ . . 1 -;-4 RANGE - STAT UTE MILE S I i , H -H+ iW~f±l±j - 75% MAXIMUM CONTINUOUS POWE R GROSS WEIGHT 3050 LBS . FUEL CONSUMPTION 13.43 GAL / HR . CLIMB POWER - 2500 RPM @ 25 IN. HG TO 4000 FEET I=t::I=\:t!::tt 2500 RPM @ FULL THROTTLE ABOVE 4000 F EE T 1=t::I=\:t!::tt45 - MIN. RESERVE BASED ON HOLDING @ 45% MAXIMUM CONTINUOUS PO WER ~ ~~ , " , I I i I 0).0::> o 0 ° ' ° > > r' r' , : 1 ~ lii t.:l - ' C]1 l. LlLi i TT i T t Tt Li , 185 MPH (TAS) ;1±:1 I I I II I I I 180 MPH (TAS) 183 MPH (TAS) ,' , ma o.. , ~ = > ' 0- - ~ I > :- "1 77 MPH (TAS r' = E-< Pi! Pi! ~ I Ii::l 6000 0 ::> E-< E=: ~ < @ 4000 -e § <E-< rn 2000 o fi i iHJI IIII 1 1111 1 11 . - 174 MPH (TAS ) 200 400 600 800 1000 1200 9"-..... UJ RANGE - STATUTE MILE S \ .:--.- '~ - ~ ~ i ~~ ~ ~~ ~ § ~ C1I o ,;.. o c:.:> o ~ o WIND VELO CITY - MPH ~ o o ~ o ,;.. o s __.t ~ l±± lT 0 W+W _l- ' ttt o ~ +- -l+ ~ - , ~ t:l ~ - H- -! - - ~~ - H H - , I ~ (') tt1tttEB : , ::; , I-j o ' ~ > ~ ~ I t:l L::l o ~ L::l C1.l 9'....~ ~ i~ ~~ ~ ~ ~ ~ ~~ =~ 240 220 -L..LU..:..LJ.- (RE D LINE ) 200 22 0 DANGE R STRUCTURA L DAMAGE OR FAILURE 200 180 180 16 0 DANGE R~ , ' " STALL ~ 160 140 140 120 GROSS WEIGHT - 305 0 LBS . lVIINIMU M WEIGH T - 2044 LB S. 120 100 80 100 I -,-- SAFE !RRl CALIBRATED A IRSPEED (MPH) CALIBRATED AIRSPEED (MPH) C\ ~ VI ---,-~, -- 38 of 5