OWNER'S MANUAL

Downloaded from www.Manualslib.com manuals search engine Iating system with windshield defrosters; soundproofing; navigation, cabin, instrument and landing lights.) Useful Load (Approx.) ............... ..................1645Ibs. WING AREA AND LOADINGS Wing Area ...... .....199.2sg.ft. Wing Loading, at gross weight ..........................20.6Ibs./sg.ft. Power Loading, at gross weight ..........................11.4Ibs./hp DIMENSIONS Wing Span ...........................................37ft.10in. Length ...............................................25ft.11in. Height ...............................................9ft.6in. CABIN DIMENSIONS Cabin Length .........................................8ft.din. Cabin Width .........................................3ft.6in. Cabin Height .........................................4ft.2in. Passenger Door size ...................................36in.x37in. Baggage Door size, rear ...............................18.5in.x22.5in. Baggage Compartment size, rear .........................33.5cubicft. Baggage Compartment size, front ........................12cubicft. Accessory Shelf, nose cone .............................7cubieft. PROPELLERAND EQUIPMENT Propeller-constant speed, full feathering, diameter 72", with hydraulic governor. ENGINE EQUIPMENT (Per Engine) Starter Generator Yoltage Regulator Auxiliary Fuel Pump Induction Air Filter Exhaust Manifolds (stainless steel) Vacuum Pump FUEL AND OIL CAPACITY Fuel Capacity in standard wing tanks .................... 80gal.(usable) Fuel Capacity with optional auxiliary wing tanks ...........112gal.(usable) Oil Capacity .................... ..................... 16quarts LANDING GEAR Tricycle type with swiveling steerable nose wheel eguipped with shimmy dampener. Beech air-oil struts on all wheels designed for smooth taxiing and to withstand the shock created by landing with a vertical descent component of over 600 feet per minute. Main tires 7.00" x 6" size; nose wheel tire 5.00" x 5" size. Wheels - Beech with ring-disc hydraulic brakes. ELECTRICAL EQUIPMENT (24 Volt System) One 17-ampere-hour battery, standard (two 24-ampere-hour batteries, optional); electric motors far operating flaps and landing gear; electrically operated cawl flaps (optional); two 25-ampere generators, standard (two 40-ampere generators, optional). V Downloaded from www.Manualslib.com manuals search engine 13.77 f 25.94 37 82 72" DIAM. o. I 9.59' !).3" 7.0 VI Downloaded from www.Manualslib.com manuals search engine SECTION I Descriptive Inforrnation Your new BEECHCRAFT Travel Air is a four or five-place, low wing monoplane. The all-metal, semimonocoque airframe structure is of aluminum, magnesium and alloy steel, riveted and spotwelded for maximum strength. Careful workmanship and inspection make certain that structural components will withstand flight loads in excess of the FAA requirements for a "Normal" category, under which the Model D95A is licensed. To develop a good flying technique, you must first have a general working knowledge of the several systems and accessories of your aircraft. Although they are closely interdependent in fact, these systems have been broken down arbitrarily in this section for ease of presentation. 1-1 Downloaded from www.Manualslib.com manuals search engine FLIGHT CONTROLS Primary movable control surfaces of the Travel Air are operated through push-pull rods and conventional closed-circuit cable systems terminating in bell cranks. The pre.formed, extra-flexible steel cables run over phenolic pulleys with sealed ball bearings which ordinarily require no lubrication and insure smooth, free action and long cable life. Standard equipment provides a throw-over type control wheel arm for elevator and aileron control which may be locked in posi- tion on either the pilot or copilot side and pilot's rudder pedals adjustable fore and aft to fit individual requirements. The right hand rudder pedals (optional) may be laid flat against the floorboards when not in use. Trim tabs on the elevator and rudder control sur- faces are adjustable from the control console through closed-circuit cable systems which drive jackscrewtype actuators. Position indicators for each of the trim tabs are located near the respective controls. Aileron trim is accomplished by actuating the aileron trimmer on the control column hub. The trimmer displaces the aileron surfaces themselves to compensate for uneven loading. The displacement is maintained by cable loads imposed by the aileron trimmer. Single, slot-type wing flaps are operated through a system of flexible shafts and jackscrew actuators driven by a reversible electric motor located under the front seat. The flap position lights on the left side of the control console show green for the up position and red for the full down (28°) landing position. Intermediate flap positions of 10° and 20°, as marked on the leading edge of the left flap, may be selected by moving the three position control switch on the left side of the console to "OFF" when the desired flap setting mark lines up with .the wing trailing edge. Limit switches automatically shut off the flap motor when the full up or down position is reached. LANDING GEAR The Travel Air's extra strong, electrically operated tricycle landing gear incorporates all of the advantages provided by this type gear. The ease of ground operation is assisted by the increased visibility, more positive directional control for parking or operation under high surface wind conditions, decreased stopping distance and longer brake and tire life; these are but a few of the advantages. 1-2 Downloaded from www.Manualslib.com manuals search engine The gear is operated through push-pull tubes by a reversible electric motor and actuator gear box under the front seat. The motor is controlled by a two-position landing gear switch located on the right hand side of the control console. Limit switches and a dynamic braking system automatically stop the retract mechanism when the gear reaches its full up or full down position. With the landing gear in the up position, the wheels are completely enclosed by fairing doors which are operated mechanically by the retraction and extension of the gear. After the gear is lowered, the main gear inboard fairing doors automatically close, producing extra lift and reduced drag for take-off and landing. Individual uplocks actuated by the retraction system lock the main gear positively in the up position. No downlocks are necessary since the over-center pivot of the linkage forms a geometric positive lock when the gear is fully extended. The linkage is also spring loaded to the over-center position. Landing gear position lights, located above the landing gear switch, indicate the position of the gear, either up or down, coming on only when the gear reaches its fully extended or retracted position. In addition, a mechanical indicator beneath the control console shows the position of the nose gear at all times. To prevent accidental gear retraction on the ground, a safety switch on the left main strut breaks the control circuit whenever the strut is compressed by the weight of the airplane and completes the circuit so the gear may be retracted, when the strut extends. Never rely on the safety switch to keep the gear down while taxiing or on take-off or landing roll. Always check the position of the switch handle. With the gear retracted, if either or both throttles are retarded below an engine setting sufficient to sustain flight, a warning horn will sound an intermittent note. During single-engine operation the horn may be silenced by advancing the throttle of the inoperative engine enough to open the landing gear warning horn switch. The nose wheel assembly is made steerable through spring loaded linkage, connected to the rudder pedals for greater maneuverability during taxi operation. The retraction of the gear relieves the rudder pedals of their nose steering load and centers the wheel, by a roller 1-3 Downloaded from www.Manualslib.com manuals search engine and slot arrangement, to insure proper retraction into the wheel well. A hydraulic dampener on the nose wheel strut compensates for the inherent shimmy tendency of a pivoted nose wheel. Wheels are carried by heat treated tubular steel trusses and use Beech air-oil type shock struts. Since the shock struts are filled with both compressed air and hydraulic fluid, their correct inflation should be checked prior to each flight. Even brief taxiing with a deflated strut can cause severe damage. For manual operation of the landing gear (lowering only) a handerank is located behind the front seats. The crank, when engaged, drives the normal gear actuation system. Main landing gear wheels are equipped with BEECHCRAFT ring-disc, self-adjusting, self-energizing hydraulic brakes actuated by individual master cylinders connected to the rudder pedals and operated as toe brakes. The hydraulic brake fluid reservoir is accessible from the forward baggage compartment and should be checked occasionally for specified fluid level. The parking brake is set by a push-pull control with a center-button lock and is located just to the left and slightly below the control console. Setting the control does not pressurize the brake system, but simply closes a valve in the lines so that pressure built up by pumping the toe pedals is retained and the brakes remain set. Pushing the control in opens the valve and releases the brakes. POWER PLANTS Your Travel Air is powered by two Lycoming IO-360-BlB engines rated at 180 horsepower each, at 2700 rpm, for take-off and maximum continuous operation. The four-cylinder, opposed, aircooled engines have direct propeller drives and a compression ratio of 8.5:1. Pres- sure type cowlings are used; cooling is controlled by a gill-type flap on the lower trailing edge of each cowling. Fuel distribution is accom- plished with a constant-flow fuel injection system which incorporates a special aerated nozzle at the intake port of each cylinder. Filtered induction system air is obtained through a filtered airscoop on the lower front of the engine and directed to the air throttle valve. A spring loaded door on the bottom of the air box opens automatically if the airscoop is blocked by impact ice or dirt. Manual controls on the control console may be used to select either filtered or alternate air. Full dual ignition systems are used, with an ignition vibrator 1-4 Downloaded from www.Manualslib.com manuals search engine supplying starting voltage. The electrical system uses Delco-Remy starters, generators, and voltage regulators. Fuel injection pumps, vacuum pumps, and constant-speed propellers are standard equip- ment. Other features include sodium-cooled rotator-type valves, chrome piston rings and a nitrided crankshaft. Constant-speed, two-bladed, hydraulic, full feathering propellers use pressure from a feathering spring and centrifugal force from the blade shank counterweights to increase pitch. Engine oil under governor- boosted pressure decreases pitch. Propeller feathering is accomplished by pulling the propeller control back past the detent to the limit of travel. Unfeathering and restarting is achieved by moving the propeller control well into the governing range and following the normal starting procedure. On airplanes with the optional unfeathering accumulator, momentary use of the starter to initiate rotation is necessary only at low airspeeds. Imme- diately after the engine starts, the throttle and propeller controls should be adjusted to prevent an engine over-speed condition. Power Plant Controls Propeller, throttle and mixture control levers, grouped along the upper face of the control console, are within easy reach of the pilot. Their knobs are shaped to govern- ment standard configuration so they may be identified by touch. The levers are connected to their respective units by flexible control cables routed through the leading edge of each wing. A control- lable friction lock on their sup- port shaft may be tightened once power settings are established, to prevent creeping. Controls for the alternate air are hand-operated, push-pull type with center-button locks, and are mounted on the lower face of the control console. 1-5 Downloaded from www.Manualslib.com manuals search engine Direct-cranking electric starters are relay-controlled and are energized by spring loaded, combination magneto-starter switches, located on the ignition panel. These spring loaded switches return to the "BOTH" position when released. The push-pull, buttondock type controls that operate the engine cowl flaps are located aft of each fuel selector valve handle. The optional electrically operated cowl flaps are controlled by switches on the electrical panel located to the left of the control console. An indicator light adjacent to the switches comes on whenever the electric cowl flaps are not fully closed. Fuel System The Travel Air's fuel system consists of a separate, identical supply for each engine, interconnected by crossfeed lines for emergency use. During normal operation each engine uses its own fuel pumps to draw fuel from its respective fuel cell arrangement. However, on crossfeed operations the entire fuel supply of any or all cells may be consumed by either engine. A fuel selector valve for each engine controls the cells from which fuel is used. The standard fuel cell arrangement consists of one 40-gallon fuel cell in the inboard portion of each wing leading edge. Total fuel capacity for this system is 80 gallons of usable fuel. With an optional fuel cell arrangement of one 25-gallon main fuel cell in each wing leading edge and one 31-gallon auxiliary cell just aft and outboard of each main cell, the total capacity is raised to 112 gallons of usable fuel. Fuel cannot transfer from one cell to another during flight. Fuel quantity is measured by a float-type transmitter unit in each cell, which transmits a signal to the fuel gages on the instrument panel. When the optional ll2-gallon installation is used, a two-position switch determines the cell, main or auxiliary, to which the gage is connected. Each cell is filled through its own filler neck with open- ings in the upper wing surface and sealed with flush-type filler caps. An electric auxiliary fuel pump for each engine supplies fuel pressure for starting and provides for near maximum engine performance should the engine-driven pump fail. The auxiliary fuel pumps are used for starting and emergencies, and may be used for take-off and landing. In extremely hot weather they should be employed for all ground oper- ations, take-off, climb, and landing. Due to the in-line location of the 1-6 Downloaded from www.Manualslib.com manuals search engine TO ENGINE CRON ETFEED AUXILIARY FUEL REGULATOR AUXILIARY CR LSEFEED INLET INLET MAIN MAIN INLET ENGINE FUELPUMP INLET ENGINE SUPPLY ENGINE SUPPLY OUTLET DRAIN OUTLET L.H. SELECTORVALVE R. H SELECTOR VALVE FUEL STRAINER BOOST PUMP DRAIN DRAIN VEN CROSS FEED LINES ENT DRAIN DRAIN VENT AUXILIARY TANK SELECTOR VALVE AUXILIARY TANK VENT 31GALOPT 31GALOPT DRAIN DRAIN I Downloaded from www.Manualslib.com manuals search engine auxiliary fuel pumps, between the cells and metering unit, fuel may be drawn from any cell within the system by the auxiliary pump for the operating engine. The fuel system is drained at eight different locations (including the two optional auxiliary cell sumps) as shown in the fuel system schematic and the servicing diagram. Fuel system strainers are located on the wing main spar in each wheel well and at the inlet to the fuel control units. Regular checking of the strainers is of utmost importance to preventive maintenance, since lowered fuel pressure may often be traced to contaminants clogging the system. A fuel flow indicator on the instrument panel is calibrated in gallons per hour, based on system pressure at the fuel manifold valve of the fuel injection unit. The instrument also indicates fuel pressure for starting. Oil System The engine oil system is of the full-pressure, wet-sump type and has an 8-quart capacity. For safe engine operation, the absolute minimum amount of oil required in the sump is 2 quarts. Oil operating temperatures are controlled by an automatic thermostat by-pass control incorporated in the engine oil passage of each system. The automatic by-pass control will prevent oil flow through the cooler when operating temperatures are below normal. It also will by-pass if the radiator is blocked. System servicing and draining points are shown on the servicing diagram. The determining factor for choosing the correct grade of oil is the oil inlet temperature which is observed during flight; inlet temperatures consistently near the maximum allowable would indicate a heavier oil is needed. Straight petroleum base, aviation grade, nondetergent oil of the lightest weight that will provide adequate cooling should be used. Certain additive type aviation grade oils are also approved by the engine manufacturer, but they should be used with caution. (See servicing information and Consumable Materials Chart in Section VII.) Condensed moisture in the oil sump may be drained by occasionally opening the oil drain valve and allowing a small amount of oil to escape; ideally, this draining should be done when the engines have been stopped overnight or approximately 12 hours. This procedure should be followed more closely during cold weather or when a series of short flights of less than 30 minutes duration have been made and the engines allowed to cool completely between such flights. INSTRUMENTS All flight and engine instruments are positioned on the instrument panel 1-8 Downloaded from www.Manualslib.com manuals search engine for maximum utility and convenience. Instrument markings are matte white on a black background and where practicable, the normal oper- ating limits are indicated. The flight instruments are located on a hinged floating panel directly in front of the pilot's seat. Standard flight instrumentation includes atti- tude and directional gyros, airspeed, altimeter, rate-of-climb, electric turn-and-bank, and a clock. The airspeed indicator is marked with a special blue line range for single-engine operation. An outside air temperature thermometer and magnetic compass are mounted on the windshield divider. The standard engine instruments consist of the dual manifold pressure gage and individual tachometers with engine hour recorders at the top center of the instrument panel, the dual fuel flow indicator on the lower STANDARD EQUIPMENT OPTIONAL EQUIPMENT 1. Clock 12. Dual Fuel Flow Indicator A. ADF Indicator 2. Airspeed Indicator 13. Ammeters B. Dual Tachometer 3. Turn-and-Bank Indicator 14. 5uction Gage C. Propeller Anti- 4. Attitude Gyro 15. Dual Oil Pressure Gage Icer Fluid Gage 5. Directional Gyro 16. Dual Cylinder Head D. VOR Indicator 6. Altimeter Temperature Goge E. YOR Indicator 7. Vertical 5peed Indicator 17. Dual Oil Temperature Gage with Glide Slope 8. Tachometer 18. Landing Gear Position Switch F. DME Indicator 9. Fuel Quantity Gages 19. Flap Position Switch G. DME Control 10. Magnetic Compass 20. Electrical Panel 11. Dual Manifold Pressure 21. Ignition Panel and Generator Gage or Alternator Switches Revised August 3, 1964 1-9 Downloaded from www.Manualslib.com manuals search engine left hand side of the panel, and the dual oil temperature, oil pressure, and cylinder head temperature gages plus a suction gage on the right hand side of the panel. When the optional dual tachometer is installed, the fuel flow indicator is mounted adjacent to the manifold pressure gage in the top center portion of the panel. Fuel quantity is shown by two separate gages, each gage serving both the standard and the optional fuel tank in each wing. The gages are mounted with the ammeters just above the control console. Impact air pressure and atmospheric air pressure for the airspeed indicator, altimeter, and vertical speed indicator are supplied by the pitot and static air systems. Since the accuracy of these instruments depends on accurate pickup of the two pressures, the systems have been developed carefully and tested in flight with highly accurate special equipment. To insure the proper operation of these instru- ments, drain the systems regularly and keep the static ports clear of obstructions. ELECTILICAL SYSTEM The Travel Air's direct-current electrical power system uses either, one 17-ampere-hour 24-volt battery, or two 25-ampere-hour 12-volt batteries, in any standard or optional combination with two 25-ampere 12-volt generators, or two 50-ampere alternator rectifiers. Either battery in- stallation is mounted in the lower portion of the nose section; both generator installations are belt driven from the engine crankshaft. In general, the aircraft's circuitry is the single-wire, ground-return type with the aircraft structure itself being used as the ground return. On the standard generator installation, each generator's electrical out-put is automatically controlled by its respective voltage regulator and the system's common generator paralleling relay. This paralleling relay equalizes the out-put or load for each generator. The system electrical reading is then indicated on the direct reading type (not the charge- discharge type) ammeters located on the instrument panel just above the control console. These ammeters indicate individual generator out-put and also serve as system load-meters, i.e., an ammeter indication will increase or decrease in direct proportion to the electrical load applied. On the optional, or alternator installation, both alternators are con- trolled by two fully transistorized electronic voltage regulators, however, 1-10 Revised August 3, 1964 Downloaded from www.Manualslib.com manuals search engine only one. regulator is operable in the system at a time; the remaining regulator being used as an alternate or standby. Either of these regu- lators when switched into the circuit will automatically adjust alternator out-put to the required electrical load, including battery recharging. These electronic voltage regulators provide usable current out-put at low engine rpm. Each alternator will produce approximately 20 amperes at 1100 engine rpm. Selection of a regulator is made by a select switch placarded I and 2, located on the ignition switch panel. System protection against overvoltage is provided by an overvoltage relay which disconnects the alternators from the aircraft bus should an overvoltage condition occur. A press-to-test overvoltage warning light located on the instrument panel illuminates whenever the alter- nator is disconnected from the aircraft bus by the overvoltage relay. Should an overvoltage condition occur (illumination of overvoltage warning light), switch to the standby voltage regulator, either 1 or 2 as necessary. Should the condition persist, pull the alternator field circuit breaker (5-ampere) and correct the discrepancy prior to the next flight. Illumination of this light provides a warning that electrical current consumption should be minimized since only battery power is available with the alternators shut-off. The circuit is also designed so that the alternators are automatically shutoff whenever the battery master switch is OFF. CAUTION To protect the alternators from overheating, do not use more than 45 amperes from either alternator while operating on the ground at temperatures above 100° F (38° C) or in flight at altitudes above 14,000 feet with outside air temperature above 45° F (70° C). A panel containing the magneto, starter, battery, and generator switches is located below the pilot's storm window. On aircraft equipped with alternator generators, this panel is modified by replacing the generator switches with alternator control switches and the addition of a regulator 1 and 2 switch and a 5-ampere alternator field circuit breaker. Placards indicate the particular circuit controlled by the electrical switches and individual circuit breakers in the panel to the left of the control console. Refer to Section VII for alternator servicing and maintenance in- formation. Revised August 3, 1964 1-10A Downloaded from www.Manualslib.com manuals search engine ELECTRICPOWER DISTRIBUTION RG ATOER WARNING LIGHT OVER-VOLTAGE RELAY SELECTOR CIRCUIT ..-- SWITCH BREAKER ALTERNATOR REGUL GER (OPTIONAL) 12V 12V >c BAT, MASTER RELAY 24V STARTER L.H STARTER RELAY STALRATER ------- EXTER Optional 50-Ampere Al- POWER RECEPTACLE -- ternators, TD-578 and (OPTIONAL) ¯ 1-10B ROYised August 3, 1964 Downloaded from www.Manualslib.com manuals search engine ELECTRICPOWER DISTRIBUTION VOLTAGE AMMETER REGULATOR CIRCUIT BREAKER - GENERATOR L.H. PARALLELING RELAY AMMETER VOLTAGE REGULATOR CIRCUIT BREAKER - GENERATOR R.H. (OPTIONAL) 12V 12V BAT. MASTER RELAY 24V SRTARTER STRARATER EXTERNAL POWER RECEPTACLE - (OPTIONAL) T 1-11 Downloaded from www.Manualslib.com manuals search engine The automotive-type starters are relay-controlled, which minimizes the length of heavy cable required to carry the high amperage of the starter circuit. A drive unit actuated by centrifugal force from the operating starter motor engages and rotates the external ring gear at the front of the engine erankease. When the starter motor is de- energized, the drive disengages from the ring gear pinion. Overhead panel lights provide both cabin and instrument lighting. The cabin dome light is controlled by an "ON-OFF" switch beside the light. A rheostat switch below the control console adjusts the red overhead lights for all instruments except those just above the electrical panel. They are lighted by post lights controlled by a second rheostat switch. A third rheostat switch below the control console adjusts the lighting for the electrical panel, fuel selector panel, radio panel, and the trim tab and mechanical landing gear position indicators. HEATING AND VENTILATING SYSTEM Fresh air heating and ventilation in your Travel Air provides an ample supply of heated or cold air to the cabin in flight. Manually operated controls regulate the heater and air supply to suit individual preferences. The system consists of a 50,000 BTU combustion heater, an igniter unit, two fuel pumps, a fuel filter, shut-off valve, and tempera- ture limiting thermostats. The addition of an optional ventilation air blower equips the heater for ground operations. In flight, ram air pressure forces fresh air through the system. For ground operation, the ventilation air blower maintains air flow through the system. The blower is controlled by a switch connected to the landing gear actuation linkage so that the blower operates with the landing gear down, the "Heat and Blower" switch "ON" and the "Cabin 1-12 Downloaded from www.Manualslib.com manuals search engine Air" control in. The blower is shut off automatically when the gear is retracted, and may be shut off manually with the "Heat and Blower" switch or by pulling the "Cabin Air" control out approximately half way, which partially closes the iris valve and opens a blower switch connected to the control linkage. This switch also turns off the heater, since with the iris valve only slightly open, the intake air is insufficient for proper heater operation. Heater operation is controlled by a ductstat mounted in the right air outlet behind the instrument panel. It acts as a cycling thermostat to maintain the temperature selected with the "Cabin Heat" control be- neath the electrical panel. The ductstat's upper limit is set at 180° F to prevent uncomfortably-hot air from entering the cabin. To obtain more cabin heat during flight in low outside air temperatures, pull the "Cabin Air" control out as far as possible without shutting off the heater. This reduces the volume of incoming cold air and allows the heater to raise the temperature of the air to a comfortable level. A normally-open thermostat in the heater discharge plenum acts as a safety device to render the heater system, except the blower, inoperative if a malfunction should occur which results in dangerously- high temperatures. This thermostat is set to close at 300°F, grounding a fuse in the heater power circuit. The fuse is located on the upper right hand segment of the bulkhead behind the instrument panel. This location was chosen deliberately for inaccessibility in flight, to make certain any malfunction causing the overheat fuse to blow is corrected before the heater is operated again. In flight, fuel for the heater is drawn from the left main wing tank by two electric fuel pumps. When the aircraft is equipped with the ventilation air blower, only one pump operates during ground operation. This is accomplished by a switch operated by the landing gear linkage. The heater fuel line is equipped with a strainer. A spring-loaded, electrically-operated, solenoid valve closes when the heater is off, pre- venting seepage of fuel into the heater. The heater ignition unit, mounted in the nose cone, uses a vibrator to provide interrupted current for its high-voltage coil. The unit is equipped with two sets of points; at each 1000-hour inspection of the airplane, the heater electrical system is modified to place an unused set of contact points in service. 1-13 Downloaded from www.Manualslib.com manuals search engine In addition to the air supplied to the cabin through the heater fresh-air system, a manually retractable air scoop on top of the cabin conducts outside air to individual fresh-air outlets in the overhead upholstery panel above each seat. The outlets, which can be manually adjusted to control both the quantity and direction of air flow, allow individual selection of cool fresh air for each passenger's comfort. During flight through inclement weather or for maximum noise suppression, the air scoop may be closed by operating a push-pull control located on the overhead panel. It is easily accessible from the pilot's seat. To further the circulation of air through the cabin, a manually con- trolled exhaust vent is installed in the overhead upholstery panel behind the rear seats. VACUUM SYSTEM Suction for the vacuum-operated gyroscopic flight instruments is supplied by two engine-driven vacuum pumps, interconnected to form a single system. Either vacuum pump has sufficient capacity to maintain the complete aircraft gyro instrumentation. The suction produced by each pump is controlled by an adjustable, spring-loaded regulator valve in the instrument line just ahead of the instrument panel. The valves are set to bleed air into the system as required to maintain the correct suction supply. A suction gage on the instrument panel indicates the amount of suction in the vacuum system in inches of mercury. A reading within the yellow arc on the gage with both engines operating at cruise power indicates that the regulator system requires adjustment or that one vacuum pump has failed. The cause of an unsatisfactory suction reading should be determined as soon as practicable. Failure of one vacuum pump can be detected by noting suction pressure with each engine operating individually. Air entering the system is taken in through the using instruinents. To eliminate dust and grit which might damage the instruments, each in- strument air intake is fitted with a filter. Sluggish or erratic operation of vacuum-driven instruments accompanied by a normal suction gage 1-14 Downloaded from www.Manualslib.com manuals search engine reading indicates that clogged filters are reducing the volume of intake air to less than the instruments require. CHECK CHECK VALVE VALVE VACUUM VACUUM REGULATOR REGULATOR GYRO HORIZON DIRECTIONAL GYRO VACUUM GAGE A VACUUM VACUUM PUMP PUMP FOR YOUR COMFORT, CONVENIENCE AND SAFETY Your BEECHCRAFT, built to standards in excess of actual require- ments, offers you safety, as well as comfort and convenience items, unexcelled by any airplane in its class. Other items of this nature which are offered as optional equipment and may be installed either at the factory or by your distributor, dealer or Certified Service Station, are listed in the latter portion of this section. Control Tower Visibility With increasing congestion around airports, the ability to see about you is vital to safe take-offs and landings. All occupants of the aircraft have excellent visibility through the large, ultraviolet-proof windshield and tinted side windows. The large panoramic rear windows afford maximum flight enjoyment for passengers and provide excellent rearward visibility for the pilot. 1-15 Downloaded from www.Manualslib.com manuals search engine Landing Gear and Flap Indicators The position of the landing gear and the wing flaps is indicated by signal lights on the instrument panel. Also, the flaps are visible through the windows and an illuminated mechanical pointer below the instru- ment panel indicates the position of the nose gear. To avoid accidental tripping of the landing gear and flap switches, each is designed to be pulled out of a detent before it can be repositioned. Landing Lights A sealed-beam landing light mounted in the nose cone and an optional light installed on the nose landing gear are scientifically mounted to produce maximum effectiveness for night landings. The lights are operated independently by separate switches on the electrical panel; prolonged operation during ground maneuvering should be avoided. Conventional position lights on the wing tips and tail cone are operated through a flasher unit designed to give steady lights if a malfunction occurs, and are controlled by a toggle switch on the electrical panel. The flasher unit is omitted when the airplane is equipped with either the single or dual optional rotating beacon installation. Stall Warning Indicator As an impending stall is approached, a stall warning indicator sounds a warning horn on the left side of the cabin forward bulkhead while there is still ample time for the pilot to correct his attitude. The stall warning indicator, triggered by a sensing vane on the leading edge of the left wing, is equally effective in all flight attitudes and at all weights and airspeeds. Irregular and intermittent at first, the warning signal will become steady as the aircraft approaches a complete stall. Safety Belts The Beech designed high-strength safety belts on your Travel Air, if properly worn, will keep occupants snugly in their seats in rough air or under rapid deceleration. The safety belts are mechanically simple and comfortable, and wearing them, you have sufficient freedom of movement to easily operate all the controls. The nylon strap ma- terial, in colors complementing the upholstery, is soil resistant and easily cleaned. The airline-type harness buckles may be fastened or released quickly and are easily adjusted. 1-16 Downloaded from www.Manualslib.com manuals search engine Instrument Panel Glare Shield The attractive instrument panel glare shield, made of foam rubber encased in dull-finish vinyl, is shaped to cover the contour above and between the instrument panel and the windshield. This shield, ex- tending aft over the instrument panel in an eyebrow effect, gives added protection for the instruments and windshield against reflected light in both day and night flying. Cabin Interior Your BEECHCRAFT offers truly "hushed" air travel through its acoustically engineered and soundproofed cabin. Pilot and passenger fatigue factors have been taken into consideration wherever they are pertinent in designing the airplane. These primary design considera- tions assure relaxed, comfortable, speedy travel. The travel-designed interiors include cabin loudspeakers, attractive upholstery, and wall- to-wall carpet. Ample baggage area is provided in the nose compartment and behind the rear seats. A spacious accessory shelf above the aft baggage area provides a readily accessible, out-of-the-way space for miscellaneous articles that may be needed during flight. A large door on the right side of the fuselage facilitates loading and unloading while on the ground. The compartment door has a key type lock for security of items in the baggage compartment when the aircraft is unattended. The Travel Air's seats may be adjusted to fit the individual comfort requirements of their occupants. All standard seats are adjustable fore and aft, the front seats by pulling up on the lever to the right of the cushion, and the rear seats by pulling up on the crossbar handle below the front of the cushion. Standard seat backs, except that of the pilot's seat, are adjustable from the vertical to the fully reclined position. Out- board armrests for the front and rear seats are built into the cabin side- walls. A large armrest between the front seats (installed as optional equipment) may be raised or placed flush with the seat cushions. Rear seat center armrests fold into a stowed position behind the seat backs. The optional fifth seat features individual removable armrests. Except when the aircraft is to be operated from the right side, the right hand set of rudder pedals (optional) may be laid forward against the floorboards, for maximum leg room. 1-17 Downloaded from www.Manualslib.com manuals search engine CON patSN AN SYSTE Downloaded from www.Manualslib.com manuals search engine . Safety ····•• UNITIZED IGNITION CONTROL TOWER VISIBILITY LANDING GEAR / SAFETY SWITCH INTERIOR APPOINTMENTS 1-19 Downloaded from www.Manualslib.com manuals search engine Optional Equipment ... To Meef Your Flying Requirements for . . FLIGHT EQUIPMENT DUAL CONTROL WHEEL. Indispensable for instruction and transition purposes. AUTOPILOT SYSTEM. A selection of autopilots niakes "hands-off" flying a reality. These fully outomatic systems are easy to maintain and are olmost "fool-proof" in operation . . . they let you sit back and relax . . . greatly increase flight enjoyment on every cross-country flight. Altitude hold can be included to keep you at your assigned altitudes on IFR flights and to maintain separation altitudes on VFR flights for added safety and peace of mind. DUAL TACHOMETER. Enables you to monitor the rpm of both engines in a single glance and soves valuable instrument panel space for additional equipment. FLIGHT AND ENGINE HOUR RECORDERS. Automatically record flight and engine operating hours expended by your airplane. RADIO EOUIPMENT. A wide selection of communication and navigation equipment permits you to install the radio package that exactly fits your needs. SAFETY EQUIPMENT INSTRUMENT POST LIGHTS. Make night flying easier and safer with evenly distributed illumination, without glare or reflections, of all the panel instruments. SINGLE OR DUAL ROTATING BEACONS. A continuous-rotating, high-intensity warn- ing light flashes your in-flight position to other aircraft. The added safety provided by these items makes them good insurance. SURFACE DEICING SYSTEM. This lightweight deicing system is capable of remov- ing most ice accumulations that threaten cold weather operations. When used in conjunction with the propeller anti-icer and windshield defroster, it gives you airline weather capability. PROPELLER ANTI-ICER. A must for "all-weather" flying. Allows maximum power even under severe icing conditions. WING ICE LIGHTS. A flick af the switch and you have visual confirmation whenever ice is present on your wings. You'll value this important safety item and the added confidence it gives you. PROPELLER UNFEATHERING ACCUMULATOR. Gives quicker, more positiYe prOpe!ÍSF unfeathering without the use of the engine starter. STATIC WICKS. Drain static electricity from the airplane to provide better radio reception. OXYGEN SYSTEM. Allows high-altitude flights for greater speeds, and provides increased safety and comfort at intermediate altitudes. 1-20 Downloaded from www.Manualslib.com manuals search engine . . . . . FOR YOUR $6Û CÎÊ . . . . . . Safety . . . Comfort . . . Pleasure Convenience . . . EfHciency EQUIPMENT FOR COMFORT - PLEASURE - AND CONVENIENCE SUPER SOUNDPROOFING. Thick blankets of modern fiberglass insulation and quarter- inch windshield, seal noise and vibration outside. FIFTH SEAT ARRANGEMENT. The 5-seat arrangement incorporates a removable, for- ward-facing seat in the rear af the cabin. FRONT AND REAR SEAT HEADRESTS. These pillowed headrests make each flight a more comfartable and enjoyable experience. Welght of installation is one pound each . . . interchangeable among all four standard seats. FRONT AISLE ARMREST. Provides armchair comfort for front seat occupants without sacrificing space used for getting in and out. When not in use, the ormrest can be positioned flush with the seat cushions. EXECUTIVE WRITING DESK. A combination writing desk and magazine rack of attractively finished wood can be installed on the back af any standard seat. The writing toble can be falded and placed in the rack until required. VENTILATION AIR BLOWER. Allows airflow through the heating and ventilotion system during ground operation and in flight whenever the landing gear is down, EXTERNAL POWER RECEPTACLE. Permits starting the engines with external power, eliminating unnecessary bottery loads, particularly in cold weather. MISCELLANEOUSOPTIONAL EQUIPMENT DUAL RUDDER PEDALS AND HYDRAULIC BRAKES. A must for instruction and transi- tion purposes. OPTIONAL WING FUEL CELLS. Two 25-gollon main cells and two 31-gollon auxiliary cells replace the standard 40-gallan leading edge cells. This configuration provides an additional 32 gallons of usable fuel for long-range flights. NOSE GEAR LANDING LIGHT. The addition of a second landing light on the nose gear is of particular value for night operation. ELECTR1C COWL FLAPS. Enjoy the convenience of rapid, smooth cowl flap operation at the flick of a switch. 24-AMPERE-HOUR BATTERIES. Two 24-ampere-hour, 12-volt batteries connected in series rep[ace the standard 17-ampere-hour, 24-volt battery for added starting power, on important factor in cold weather flying. 40-AMPERE GENERATORS. Two 40-ampere, 24-volt generators replace the standard 25-ampere generators to supply extra current for the operation of optional electrical equipment. 1-21 Downloaded from www.Manualslib.com manuals search engine SECTION H Operating ChecA Lists This section has been prepared to give you a quick and easily accessible reference to all operational check lists needed for the normal flight of your Travel Air. The general techniques pkesented are based on the rec- ommendations and data compiled by Beech Aircraft Corporation pilots who have test flown and demonstrated the aircraft. The procedures given are intended merely to assist you in developing a good flying technique for your airplane. They constitute the manner in which a good pilot would perform each item under average conditions. As you become familiar with your airplane, and the individual circum- stance under which you fly it, you may find that variations in these techniques will better suit your requirements or personal preference. These checks, if well organized and studied, should become so much a matter of habit that you will find it unnecessary to make reference to this portion of the manual except as a refresher. Made carefully, these checks not only will help prevent mishap or malfunction during opera- tion, but will help lower maintenance cost. Whether the check is a visual exterior check or a specific operational check, it is a definite responsibility the pilot owes to himself and to his passengers. However, as stated previously, the procedures are intended primarily as guides and are no substitute for good judgment. Know your airplane's capabilities as well as your own. 2-1 Downloaded from www.Manualslib.com manuals search engine WALK AROUND INSPECTION 10 1 PREFLIGHT INSPECTION 1. Cockpit - checked; battery and ignition switches "OFF." Tab controls "O"; remove and stow control lock. 2. Static pressure buttons free of foreign material. 3. Check empennage and control surfaces. Aft baggage compart- ment - cargo secure. 4. Inspect wings, ailerons and flaps. 5. Wing tips - checked; remove pitot cover and tie-down lines. 6. Outboard fuel tanks --- FULL,fuel tank caps - secured. 7. Drain fuel strainers in wheel wells, fuel system low spots at bottom of fuselage, and fuel cell Aumps. 8. Tires and shock struts inflated and clean. Landing gear safety switch - checked. 9. Check each nacelle for oil, fuel or exhaust leakage. 10. PropeHer blades - checked; induction filter clean. 11. Check engine oil level; inboard fuel tanks - FULL; secure filler caps, fasten cowling. 12. Forward baggage compartment-cargo secured; weight and balance - checked; all inspection doors - secured. 2-2 Downloaded from www.Manualslib.com manuals search engine BEFORE STARTING CHECK l. Set parking brake. starts, the alternator control switch 2. Battery, and generator or should be turned OFF to minimize alternator switches -ON (bat- battery power drain. tery, and generator or alterna- 3. Check circuit breakers, all tor switches -- OFF, if external switches and controls. power is used). 4. Landing gear switch DOWN. Mechanical indicator full CAUTION DOWN. On aircraft equipped with alter- 5. Cowl flaps - OPEN. nators, the alternator control 6. Fuel selector valves - on switches must be turned OFF prior MAIN or AUX. to connecting an auxiliary power unit for starting, battery charging, 7. Alternate air controls - IN - or electrical equipment check-out. normal. This procedure protects the volt- 8. Check the fuel level indication age regulators and system elec- for all cells. trical equipment from electrical power fluctuations (voltage tran- 9. Check the landing gear and sients). Also, during cold weather flap position lights. NORMAL STARTING PROCEDURE (If in doubt, use flooded engine procedure.) 1. Position throttles ¼ open. 6. All gages - normal readings. 2. Propeller controls - High rpm. 7. Using the same procedure, 3. Mixture controls - full rich. start the remaining engine and allow to warm-up. 4. Auxiliary fuel pump - ON· - ' 8. Disconnect external power, if when fuel flow is indicated, turn used, and turn battery and auxiliary fuel pump off and en- generator or alternator switches gage starter. 5. Warm-up 800 to 1300 rpm. HOT OR FLOODED ENGINE STARTING PROCEDURE 1. Position throttles ¼ open. 4. Engage starter and allow en- 2. Propeller controls - High rpm. gine to clear excess fuel. As soon as engine starts, move 3. Mixture controls - Idle Cut- . Off. mixture control to full rich. If engine fails to run, use auxili- Revised August 3, 1964 2-3 Downloaded from www.Manualslib.com manuals search engine HOT OR FLOODED ENGINE STARTING PROCEDURE (Cont'd) ary fuel pump as necessary. allow to warm-up. 5. Warm-up 800 to 1300 rpm- 8. Disconnect external power, if 6. All gages ----- normal readings. used, and turn battery and generator or alternator switches 7. Using the same procedure' ON. start the remaining engine and BEFORE TAKE-OFF CHECK 1. Exercise propellers at 2200 7. Mixtures - FULL RICH (adjust rpm. Set in high rpm. to take-off power for field ele- 2. Fuel flow check - purge sys- vations above 3000 feet, tem of vapor by drawing fuel mean sea levet. from all tanks. Turn to MAIN 8. Trim --set for take-off, de- for pre-take-off checks and for pending on load. take-off. 9. Alternate air controls --- IN. 3. Check magnetos at 2000 rpm (maximum drop, 125 rpm). 10. All instruments and controls -- checked. Altimeter and 4. Propellers --- reduce to 1500 gyro set. rpm and check feathering ac- 11. Flaps-as required (20°,for tion. Maximum rpm drop 500 short field take-off). rpm. 12. All doors and windows - 5. Check all controls for full travel LOCKED. and freedom of movement· 13. All safety belts --- FASTENED. 6. Auxiliary fuel pumps-- as con- 14. Parking brake -- OFF. ditions require. BEFORE LANDING CHECK 1. Safety belts-secure. 5. Auxiliary fuel pumps--as con- 2. Check main cell fuel quantity, ditions require. then switch both fuel selector 6. Flaps - as required. valves to main cells. 3. Mixtures - FULLRICH. 7. Cowl flaps - closed until on 4. Landing gear DOWN; check the ground. indicators. 8. Propellers - High rpm. SHUTDOWN 1. Parking brake-set. 4. Auxiliary fuel pumps-OFF. 2. Electrical and radio equipment 5. Throttles---advance to approx- -OFF. imately 1100 rpm. 3. Propellers -- High rpm. 6. Mixtures - IDLE CUT-OFF. 2-4 Revised August 3, 1964 Downloaded from www.Manualslib.com manuals search engine SHUTDOWN (Cont'd) 7. Ignition switches - OFF - af- 10. Fuel selector valves -OFF, if ter engine stops firing. airplane is to remain parked for any length of time. 8. Battery and generator or ' l 1. Controls - locked, if condi- alternator switches -OFF. tions warrant. 9. All switches - OFF. Revised August 3, 1964 2-4A Downloaded from www.Manualslib.com manuals search engine SECTION XH Performance Specifications and Limitations In this section, for your convenient reference, charts and tabular listings of speeds, performance and engine limitations have been grouped. The limitations and performance data in this section has been established by flight tests and engineering calculations to assist you in operating your Travel Air. The limitations have been ap- proved by FAA and are mandatory. These charts and listings have been established under normal operating conditions, the flight tests being made under standard atmospheric conditions with a maximum gross weight; therefore, allowances for actual conditions must be made. Advance planning, allowing for any changes which may occur in operating conditions due to weather, temperature, altitude or loading, will assure you of safe, fast, comfortable and economical transportation. During all phases of engine and flight operation, observe the rpm and manifold pressure limits as ~computed on your horsepower calculator to avoid excessive cylinder pressures. Use your horsepower calculator to arrive at rpm, manifold pressure and fuel flow settings for climb and cruising flight. Note that the manifold pressure required to obtain a given horsepower will vary with outside air temperature. When increasing power, set rpm first, then manifold pressure. Make power reductions with manifold pressure first, then rpm. Become familiar with your Travel Air and its operation. Know the contents of this handbook. NOTE The airspeed computations presented in this section are based on Indicated Airspeed, except Airspeed Limitations, which are Calibrated Airspeeds. Corresponding perform- ance figures appearing in the FAA Approved Airplane Flight Manual and installed as placards in the airplane are Calibrated Airspeeds. 3-1 Downloaded from www.Manualslib.com manuals search engine Airspeest CIsarts TAKE-OFF SPEEDS (IAS) Normal Take-off ........................ 85 mph/ 74.0 kts Climb-out at 50 feet . . . . . . . . . . . . . .100 mph/ 87.0 kts Short Field Take-off ........................ 70 mph/ 61.0 kts Climb-out ....................... 90 mph/ 78.0 kts CLIMB SPEEDS (IAS) Two Engine Cruising climb speed (25 in. Hg at 2450 rpm, gear and flaps up) . . . . . . . . . . . .140 mph/121.5 kts Best rate of climb speed, 5,000 ft. (gear and flaps up) . . . . . . . . . . .103 mph/ 89.5 kts (gear down) . . . . . . . . . . . . . . . . . 83 mph/ 72.0 kts (gear and flaps down) . . . . . . . . . 79 mph/ 68.5 kts Best angle of climb speed, 5,000 ft. (gear and flaps up) . . . . . . . . . . . 83 mph/ 72.0 kts (gear down) . . . . . . . . . . . . . . . . . 69 mph/ 60.0 kts (gear and flaps down) . . . . . . . . . 69 mph/ 60.0 kts Single Engine Best rate-of-climb speed, sea level (gear and flaps up) . . . . . . . . . . . l08 mph/ 94.0 kts Best angle-of-climb speed, sea leYel (gear and flaps up) . . . . . . . . . . . 98 mph/ 85.0 kts Minimum control speed . . . . . . . . 80 mph/ 69.5 kts 3-2 Downloaded from www.Manualslib.com manuals search engine STALL SPEEDS (IAS) LEVEL 15 30° 45° GR 2 OWEISGHT POWER GEAR AND FLAPS UP *ON 61.0 MPH 62.0 MPH 65.5 MPH 72.5 MPH 53.0 KTS 54.0 KTS 57.0 KTS 63.0 KTS 85.0 MPH 86.5 MPH 91.5 MPH 101.0 MPH OFF 73.5 KTS 75.0 KTS 79.5 KTS 87.5 KTS GEAR AND FLAPS DOWN 28 DEGREES 50.0 MPH 51.0 MPH 53.5 MPH 59.5 MPH *ON 43.5 KTS 44.0 KTS 46.5 KTS 51.5 KTS 75.0 MPH 76.5 MPH 80.5 MPH 89.5 MPH OFF 65.0 KTS 66.5 KTS 70.0 KTS 77.5 KTS * 25.0" Hg AND 2700 RPM LANDING SPEEDS (IAS) Normal Approach ........................ 91 mph/ 79 kts Contact .......................... 75 mph/ 65 kts Short Field Approach ........................ 85 mph/ 74 kts Contact .......................... 75 mph/ 65 kts AIRSPEED LIMITATIONS(CAS) Never Exceed (Glide or Dive, Smooth Air) (Red Line) ........................240 mph/208 kts Caution Range (Yellow Arc) . . . . . . . 185-240 mph/161-208 kts Maximum Structural Cruising Speed (Level Flight or Climb) . . . . . . . . . . . . . . .185 mph/161 kts Normal Operating Range (Green Arc) 81-185 mph/ 71-161 kts Flap Operating (White Arc) . . . . . . . . 70-130 mph/ 61-113 kts Maximum Design Maneuvering Speed . . . . . . .160 mph/139 kts Maximum Gear Extended Speed . . . . . . . . . . 165 mph/l 43 kts 3-3 Downloaded from www.Manualslib.com manuals search engine Engine Operation Lirnitations Maximum Power (all operations) . . . . . . . . . . . . . . . . .180 hp @ 2700 rpm ENGINE INSTRUMENTMARKINGS Oil Temperature Caution (Yellow Arc) . . . . . . . . . . . . . . . 60° to 140°F Normal (Green Arc) . . . . . . . . . . . . . . . 140° to 245°F Maximum (Red Radial) . . . . . . . . . . . . . 245°F Oil Pressure Minimum Pressure (Red Radial) . . . . . . . 25 psi Normal Operating Range (Green Arc) . . 65 to 85 psi Maximum Pressure (Red Radial) . . . . . . 85 psi Manifold Pressure Normal Operating Range (Green Arc) . . 14.5 to 29.0" Hg Maximum, Sea Level (Red Radial) . . . . . 29.0" Hg Cylinder Head Temperature Normal Operating Range (Green Arc) . . 200° to 500°F Maximum Temperature (Red Radial) ...500°F Tachometer Engine Warm-Up .................1300 rpm Normal Operation (Green Arc) . . . . . . . 2000 to 2700 rpm Maximum (Red Radial) . . . . . . . . . . . . . 2700 rpm Fuel Flow Normal (Green Arc) . . . . . . . . . . . . . . . O to 17.0 gph Maximum (Red Radial) . . . . . . . . . . . . . 10.0 psi 3-4 Downloaded from www.Manualslib.com manuals search engine Suction Minimum (Red Radial) . . . . . . . . . . . . . 3.75" Hg checkPumps (Yellow Arc) . . . . . . . . . .3.75" to 4.8" Hg Normal (Green Arc) . . . . . . . . . . . . . . .4.8" to 5.25" Hg Maximum (Red Radial) . . . . . . . . . . . . . 5.25" Hg Gliding Distance Table The Gliding Distance Table shown below gives the horizontal distance you can glide, assuming the glide ratios shown, for several different altitudes and wind conditions. Maximum glide is obtained with propellers feathered, gear up, and flaps up. Refer to Section V for correct glide ratio procedure. GLIDE DISTANCE (Statute Miles) IAS 111 113 116 120 123 126 130 Altitude 30 MPH 20 MPH 10 MPH 10 MPH 20 MPH 30 MPH Above Tail- Tail- Tail- Zero Head- Head- Head- Ground wind wind wind Wind wind wind wind (Feet) 1000 3.3 3.0 2.8 2.6 2.4 2.2 2.0 2000 6.6 6.1 5.6 5.2 4.7 4.3 3.9 3000 9.8 9.1 8.4 7.7 7.1 6.5 5.9 4000 13.1 12.1 11.2 10.3 9.5 8.6 7.8 5000 16.4 15.2 14.0 12.9 11.8 10.8 9.8 6000 19.7 18.2 16.8 15.5 14.2 13.0 11.7 7000 22.9 21.2 19.6 18.0 16,6 15.1 13.7 8000 26.2 24.2 22.4 20.6 18.9 17.3 15.6 GLFDE RATIO 17.3 16.0 14.8 13.6 12.5 11.4 10.3 OPTIONAL DEICING SYSTEM DURATION DEICING CYCLES ENDURANCE AT RESERVOIR PRESSURE (psig) AVAILABLE 1 CYCLE PER 3 MINUTES 100 4 12 Min. 500 (Recharge Reservoir) 22 1 Hr. 6 Min. 1030 44 2 Hrs. 12 Min. 1500 66 3 Hrs. 18 Min. 2000 89 4 Hrs. 27 Min. 2500 112 5 Hrs. 3 Min. 3000 (Maximum Pressure) 134 6 Hrs.42 Min. 3-5 Downloaded from www.Manualslib.com manuals search engine OPTIONAL OXYGEN SYSTEM DURATION IN HOURS (ZEP AERO) Altitude Number of Persons Being Supplied Feet 1 2 3 4 5 (38.4 Cubic Foot Cylinder) 10,000 7.1 4.0 2.8 2.1 1.7 15,000 6.6 3.7 2.6 2.0 1.6 20,000 6.0 3.4 2.4 1.9 1.5 Based on 95 per cent rated volume with a .018 inch metering orifice for the pilot and .016 inch metering orifices for the passengers. MANEUVERS This is a normal category airplane. Maneuvers, including spins, are prohibited. WEIGHT AND BALANCE It is the responsibility of the airplane owner and pilot to insure that the airplane is properly loaded. At the time of delivery of an airplane, BEECH AIRCRAFT CORPORATION provides with the airplane an FAA Approved Airplane Flight Manual which is required by the FAA to re- main in the airplane at all times. In Section IV of the FAA Approved Airplane Flight Manual is compiled all of the necessary weight and balance data the owner or pilot may need in order to arrive at the necessary weight and balance computation which will assure proper loading. 3-6 Downloaded from www.Manualslib.com manuals search engine SE€TION IV Flying Your Beeciseraft Specific information, necessary precautions and procedures presented in this section have been determined through engineering computations and flight testing of the aircraft. The general handling technique presented is based on recommendations and data compiled by Beech Aircraft Corporation pilots who have test flown and demonstrated the aircraft and may be followed with confidence in forming your own procedures. The tables and diagrams in Section VI give 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 mentioned, both the procedures and the graphs are intended primarily as guides and are no substitute for good judgment. For your convenient reference purposes, various types of data are grouped in other sections of the handbook. Section II is a complete listing of abbreviated check lists. Section III consists of tabular list- ings or charts of performance data, such as airspeeds, engine opera- tion data, maneuvers, and weight and balance information. Section V covers unusual operating conditions. Section VI contains all the graphs and performance data needed for computing flight plans and other variables needed in everyday flying. EXTERIOR INSPECTION To a pilot the general airworthiness of his aircraft is both a legal obligation and a direct responsibility to his passengers and himself. Personal attention to the preflight procedures is the mark of a safe pilot and will repay you not only in safety, but in lower maintenance costs as well. In addition to the check lists in Section II the "Walk-around" portion of your preflight inspection should include checking the rig and free- 4-1 Downloaded from www.Manualslib.com manuals search engine dom of control surfaces, visually checking the condition of the wind- shield, side windows, and antenna rigging, and inspecting for dents and scratches in the skin or other minor damage which should be noted and evaluated. CAUTION Under circumstances where propeller blasts or wind conditions are likely to be encountered, when opening the cabin door, retain the door forcibly by hand and position it against the open stop, thus preventing the possibility of damage to the door or its hinges. STARTING Look over the area around the aircraft and be sure of sufficient taxi clearance with respect to other aircraft, buildings, or other structures. Make sure the propeller blast is in the clear before running up the engines. When possible, avoid operating the engines on graveled or sandy surfaces, since the propeller blades can pick up loose pieces of rock and debris causing blade nicks and scratches. Refer to starting check list in Section II. Each cranking period should be limited to ten or twelve seconds of operation. A five-minute cooling interval between cranking periods will extend starter life. After the engine is started, check for oil pressure indication. If no pressure is shown in the first 30 seconds of operation, stop the engine and investigate. After oil pressure reaches normal, 65 to 85 psi, adjust engine speed to recommended warm-up rpm, then start the remaining engine using the same procedure. NOTE Should the engine stop firing completely, due to a flooded condition, move the mixture control full aft (idle cut-off) and position the throttle control one.fourth open. Engage the starter and turn the engine through approximately ten revolutions. Following the check list procedures, attempt a restart. 4-2 Downloaded from www.Manualslib.com manuals search engine TAXIING NEVER TAXI WITH A FLAT SHOCK STRUT To taxi, simply release the parking brake control and allow the air- craft to start rolling forward. Check the brakes by applying them several times lightly, thus assuring that the brakes are functioning properly. Govern your taxi speed with throttle coordination. Most turns may be made with the steerable nose wheel and the throttles. Tight turns may be accomplished by applying a combination of inside brake and outside power. When taxiing over rough surfaces, use minimum power settings and allow the aircraft to coast over obstruc- tions. Hold the control column full back to reduce weight and relieve loads on the nose gear assembly. ENGINE WARM-UP Head the aircraft into the wind. Straighten the nose wheel and set the parking brake. Allow the engines to complete their warm-up at the rpm prescribed in SectionIII. Limit ground running to a minimum to avoid engine overheating. To attain maximum engine cooling, place propellers in full low pitch (high rpm). After completing the instrument check pull the propeller control lever aft to the high pitch detent (at 2,200 rpm) and reposition it full forward again after the propeller has changed to high pitch (low rpm) and the engine speed has stabilized. Exercise propeller through this cycle two or three times to assure correct governing action. NOTE When exercising propellers in their governing range, do not move the control lever aft past the detent. To do so will allow the Propeller to change rapidly to the full feathered position, im- posing high stresses in the propeller blade shank and engine. Perform the following magneto checks, and propeller feathering check: 1. With ignition switch in the "BOTH" position, advance the throttle to approximately 2000 rpm. 2. Place ignition switch in the "R" position and note the rpm read- ing, then return switch to "BOTH." Maximum drop, 125 rpm. 3. Place ignition switch in the "L" position and note the rpm read- ing, then return switch to "BOTH." Maximum drop, 125 rpm. 4. Reduce engine speed to 1500 rpm and check feathering action. Do not allow rpm to drop more than 500 rpm. Revised August 3, 1964 4-3 Downloaded from www.Manualslib.com manuals search engine 5. Reduce the engine to idle rpm and place the ignition switch in the "OFF" position just long enough to determine if the engine has stopped firing. 6. Check the magnetos of the opposite engine in the same manner. To avoid spark plug fouling, do not idle the engine at low speed for long periods. CAUTION Do not place ignition switch in "START" position when engine is running. With the propeller controls full forward, in the low pitch (high rpm) position, open both throttles simultaneously with a steady smooth motion and observe if power is developed equally in both engines. Return the throttle to warm-up rpm range. Bear in mind that atmos- pheric conditions affect both the manifold pressure and rpm obtainable and that on a cold day with high barometric pressure, it is possible to exceed the manifold pressure limit. NOTE The propeller feathering or twisting force which moves the blades toward the high pitch (low rpm) position is maintained at a constant pressure by blade counterweights and a propeller feathering spring. This force is maintained in a pressure- balance condition against boosted engine oil pressure which in turn is regulated by the propeller control lever, thus, the controllable or variable pitch feature of the propeller. Since feathering will occur whenever this boosted oil pressure is relieved it is not necessary to check the propeller feathering cycle during each engine run-up. NORMAL TAKE-OFF When you are ready for the take-off run and have moved into position on the active runway, release the brakes and open both throttles smoothly and evenly to take-off power, maintaining positive directional control with the rudder pedals. CAUTION If you are taking off or landing behind a large multi- engine or jet aircraft, allow sufficient spacing so that the air turbulence in the wake of the other airplane will dissipate and settle before you encounter it. 4-4 Revised August 3, 1964 Downloaded from www.Manualslib.com manuals search engine As lift-off speed is approached, apply a steady back pressure, sufficient to bring the wings to a slightly positive angle of attack. As lift-off speed is reached, the aircraft should become airborne. Let the airplane accelerate to a safe single-engine climb speed (see Single-Engine Climb Performance graphs, Page 6-8), retract the landing gear, and start climbing. On a hot day a longer run will be required for take-off than under average temperatures. The same rule is true as field elevation in- creases, since lift is obtained only through actual density of air or atmosphere. Though airspeed indications will be the same, almost twice the runway length will be required to attain lift-off speed at an airport elevation of 6,000 feet than under the same conditions at sea level. Watch the airspeed needle rather than the runway markers and be sure to have suf}icient airspeed before applying back pressure for the lift-off. Other conditions to be considered are runway surface condition, runway gradient, aircraft gross weight, and surface winds. A good take-off speed depends on the correct allowances for all these factors. Do not forget them. As specifically pointed out in the "Before Take-Off" check list, it is the pilot's responsibility to determine that all doors and windows are locked before he commences his take-off run. If the cabin door is not locked, it is possible for it to come unlatched in flight. Should the door come open, the rushing air will cause a high noise level. Since it occurs suddenly, the sound of the wind may be startling to those in the cabin; however, there is no reason for undue alarm as the flight char- acteristics of the aircraft are not affected by an open door. Usually an unlocked door will open during or just after take-off. If this happens the pilot or passengers should not become alarmed; just forget the door and return to the field in a normal manner. The door will trail in a position 3 to 4 inches open and will not buffet. CLIMB A climb at best rate-of-climb speed will get you to altitude quickly. It may be mandatory in IFR conditions, or save some fuel overall if you have a good tail wind aloft. However, you will have reduced 4-5 Downloaded from www.Manualslib.com manuals search engine forward visibility due to the high climb angle and the ascent will be less comfortable for your passengers. On the other hand, a cruising climb will give you good visibility, it will be more comfortable, and with good fuel management it may save both time and fuel, since you can make shallow climbs at near cruise speed with only moderate power increases. Your choice of method will depend on the weather, the length of the flight, your load, and your own preference. 2,450 rpm and 25 in. Hg is suggested as a cruise climb power setting. For the best rate of climb, which will give the greatest gain in altitude per minute, use maximum continuous power. Hold the best rate-of-climb speed shown on the climb graph for your altitude. To obtain best engine power the mixture may be leaned at any altitude, providing cylinder head temperatures are monitored. Full tlírottle operations should be avoided below 5,000 feet with an engine speed of less than 2,450 rpm. CAUTION If dense haze or clouds are encountered the rotating anti-collision beacon should be turned off. The reflection of these lights can produce severe vertigo. CRUISE Level off when you have reached your intended cruising altitude and maintain climb power until you have accelerated to your intended cruising IAS. This procedure will allow your airspeed, engine tem- peratures, and power settings to stabilize in a shorter period of time. As cruising speed approaches, reduce your power settings. There is no "best cruise power setting for all flights." Your choice of power settings will depend on load, temperature, altitude and perhaps most important, the -purpose of your flight. You should, however, weigh these factors in advance and decide on your approximate power settings during your flight planning prior to take-off. The graphs in Section VI were placed there to aid you in doing so. Since efficiency of the aircraft in cruise is affected considerably by its trim, your trimming procedure becomes an important task. Using the 4-6 Downloaded from www.Manualslib.com manuals search engine turn-and-bank indicator, adjust the rudder trim as required to zero the ball, then adjust the elevator and aileron trim. By stabilizing your direc- tional control first you eliminate any slipping or skidding and the excess drag that results. For maximum efficiency merely trimming "hands-off" is not sufficient. Use turn-and-bank, rate-of-climb, airspeed and gyro instruments as trimming aids. They supply a far more reliable reading of what the aircraft is actually doing than may otherwise be detected. Synchronize the propellers and make final mixture adjustments using the following recommended -leaning procedure: 1. Set manifold pressure and rpm for cruise power selected. Reset mixture control for best power setting. (This is the high end of the fuel flow range shown on the gage for the power being used.) 2. After engine temperatures are stabilized at cruise condition (usually 5 to 15 minutes of operation), the mixture control may be reset for an economy mixture. (This is the lower por- tion of the fuel flow range specified for the power being used.) 3. When an economy setting (Step 2) is in use and a change in power setting is to be made, it is recommended that the mixture control be returned by gage to approximately best power setting before changing the throttle or propeller setting. The fuel selector valves may be positioned to use fuel as desired while normal cruising operations are continued. However, since your take-offs, climbs and landings must be made using the main fuel cells only, a sufficient reserve for a safe landing at your destination must be maintained. Providing the length of a flight will allow enough fuel for this reserve, the main cells only may be used for this operation. Otherwise, you should switch to the auxiliary fuel cells when you have established your cruising altitude. Also remember that the auxiliary fuel and crossfeed systems may be used in level flight only. When one selector valve is positioned on crossfeed, both engines are using fuel from a cell indicated by the remaining selector valve. Normal operation allows fuel to be consumed from the cell as indi- cated by the fuel selector valves. Normal cruise control should be used for all flying when weather and distance are well within the normal operating limitations of the 4-7 Downloaded from www.Manualslib.com manuals search engine aircraft and its pilot. The power settings used, however, will be gov- erned basically by the objective of the flight-high speed, economy, or comfort. In general, your climb operation should not exceed 900/o power. Level flight cruise operations should be at the lowest power that will satisfy the speed requirements. Observing these limits will normally result in the optimum balance between aircraft performance and over-all operation economy. Cruise control for maximum range differs from that for maximum endurance chiefly in the airspeeds used. Range increases with in- creased airspeed due to the improvement in aerodynamic efficiency until the speed reaches a point where the increased drag and the pro- portionally higher fuel requirements of the engines begin to offset the aerodynamic improvement. Conversely, a speed below this point also will result in fewer miles per gallon and longer flight time, due to increased drag from the less efficient flight attitude of the aircraft and a decrease in both engine and propeller performance. This point of maximum range, in terms of optimum airspeed, must be correctly selected for a given altitude, and must be closely main- tained if maximum aircraft performance is to be realized. The selection of this airspeed is complicated by several variables: altitude, wind conditions at that altitude, and propeller and engine eŒciency. As shown on the range at altitude graphs, the airspeed necessary for maximum range may be as much as 20¶c less than maximum cruise airspeed. In selecting the power settings you should use and in pre- dicting your performance, you must also consider weather and terrain, since they will greatly influence your altitude choice. Maximum endurance cruise control is a flight technique which will keep the airplane in flight the longest time with the fuel available. To obtain minimum fuel consumption, the power is reduced to the lowest value at which the aircraft will fly and handle satisfactorily. In practice, this method of operation is used only in emergencies occasioned by weather, traffic, or other conditions. This is efficient operation only in terms of fuel consumption per hour. With reduced power the angle of attack of the wing must be increased to maintain lift. This, in turn, produces increased drag and low flight speeds. In terms of miles per gallon, the flight operation is inefficient; it should be used only when you are going nowhere - for example, in a hold- 4-8 Downloaded from www.Manualslib.com manuals search engine ing pattern. If power is increased above that for maximum endurance, efficiency in terms of miles per gallon of fuel burned will increase. Aircraft speed will increase at a greater rate than the increase in fuel consumption due to the more efficient flight attitude. Thus, for any flight the elapsed time is reduced and less total fuel will be burned than if operations were continued at maximum-endurance power. Once cruising altitude is reached, the actual power currently being used to hold an airspeed may be computed with the Travel Air's horsepower calculator. Thus, fly an airspeed or power setting - then check your performance through the calculator and graphs. Remember, the calculator is based on outside air temperature as read from the free air instrument. MANEUVERS Your Travel Air is licensed under normal category limitations and is intended for only nonaerobatic passenger and cargo operation. Only those maneuvers incidental to NORMAL flying including stalls (except whip stalls) and turns in which the angle of bank does not exceed 60° are permitted. Refer to Section III for maneuver and stall speeds. During a normal stall approach, a slight buffeting will provide a sufficient warning to permit a normal recovery; the severity of this warning will increase slightly with power on. In addition, the stall warning indicator gives aural indication of an impending stall approxi- mately five to ten mph above the actual stall. If a spin is entered inadvertently, cut the power on both engines. Apply full rudder opposite the direction of rotation and then move elevator forward until rotation stops. When the controls are fully effective, bring the nose up smoothly to a level flight attitude. Don't pull out too abruptly. Because of the Travel Air's clean design, speed is picked up rapidly in a nose-low attitude. Speed should be carefully controlled, especially if a "red line" speed is approached or rough air encountered un- expectedly. During a pull-out be aware of the amount of control pressure you must use to complete a safe recovery in the altitude you have available, and the load you can apply to the structure in a pull- out. Avoid any abrupt maneuvering or sudden application of the controls during this "red line" condition. 4-9 Downloaded from www.Manualslib.com manuals search engine FLIGHT THROUGH TURBULENT AIR When flight through a storm area or extremely rough air cannot be avoided, the problem becomes one of choosing the correct airspeed for safe operation under your present weight configuration. If you maintain a high airspeed, structural damage or complete failure may result; yet you must maintain sufficient airspeed for full control. Your safe operating range between the two danger zones varies with the severity of the gusts: the stronger the gusts, the narrower your safe operating range. Refer to the penetration speed graphs in Section VI. Once you have established your chosen airspeed and trimmed for level flight, you can increase the stability of the aircraft still more by extend- ing the landing gear; the landing gear may be lowered at speeds up to 200 miles per hour (174 knots) IAS, as an extreme emergency measure. If you lower the landing gear as an aid to reducing your speed, you should be alert for the changes in spiral control, elevator trim, and rate of sink. Lower the gear while in level flight, to avoid excessive speed build-up rather than as a corrective measure once the airplane is in a dive. NOTE After extending the landing gear at high speed, the landing gear doors and supporting structure should be inspected for possible damage. Do not lower the flaps however, unless you are letting down. Switch to the main fuel cells, since you may encounter abrupt and severe changes in altitude and attitude as you fly through the turbulence. DESCENT Your preflight planning should have determined the procedure you intend to use. Generally, a slow cruising descent starting well out from your destination is more comfortable and, with the higher cruising speed attained during the shallow descent with reduced power settings, an over-all savings in fuel will result. Adverse weather, however, if encountered at these lowering altitudes might nullify these advantages 4-10 Downloaded from www.Manualslib.com manuals search engine and make a sharp rate of descent more profitable; therefore, pilot preference and weather will determine the rate of descent. Throughout descent watch your engine temperatures and regulate the cowl flaps accordingly, since temperatures may go below a safe minimum for full power which you may need during your approach and landing. During the final portion of the let-down and prior to traffic pattern entry, perform the "before landing" check items listed in Section II. NORMAL LANDING The approach speed on final is governed by changing wind conditions, aircraft loading, weather, pilot technique, etc. As you cross the end of the active runway, start decreasing the power settings to idle rpm and maintain sufficient back pressure to hold a slightly nose high attitude just off the runway. As airspeed is dissipated, constantly increase back pressure until the aircraft settles to the runway in a nose high attitude just as stalling speed is reached. Touchdown should be on the main wheels with only partial relaxation of back pressure. As speed continues to diminish, back pressure may be slowly relaxed and the nose wheel lowered gently to the runway. Apply brakes only after the nose wheel is down and avoid any hard braking action unless absolutely necessary. On any landing, retract the wing flaps near the end of the landing roll. Set the elevator trim to a "0" reading and open the cowl flaps. During high altitude landing operations, watch your airspeed closely. Don't attempt to estimate your actual speed from your rate of ground travel. While the required IAS for maneuvering at high altitude will not change, the allowances you must make in take-off and landing distances will be almost doubled at an elevation of 6,000 feet as com- pared to the same conditions at sea level. This is due to the decrease in air density as altitude increases. The exact allowance increases you must use for your particular altitude, temperature and loading may be seen by studying the performance graphs provided for this purpose. NIGHT LANDING The pre-landing procedures for night operation are the same as used 4-11 Downloaded from www.Manualslib.com manuals search engine during a normal landing with the exception of using the different lighting elements. Many experienced pilots prefer power usage com- pletely through the approach, flareout and actual touchdown, which is most desirable when it is difficult to estimate the aircraft's exact altitude as is often the case without runway lights. By holding this partial power the aircraft will settle to the runway in a semi-power stall; just as the ground is contacted the power should be cut off. At any time during a power-on approach, simply by increasing power, the rate of descent may be reduced sharply to allow for errors in judgment or a go-around if necessary. The use of landing lights is not always entirely beneficial, as a certain glare is associated with their use, especially in haze conditions; how- ever, if you decide to use the landing light, it should be turned on while the aircraft is well above the ground, in order to avoid sudden changes in the appearance of the landing area as the landing position is approached. To prevent overheating, avoid prolonged use of the landing light during ground maneuvering. ENGINE SHUTDOWN Check all instruments for readings within specified limitations; ad- vance the throttles to an engine speed of approximately 1,100 rpm. Position the propeller controls in low pitch (high rpm), turn off the auxiliary fuel pumps (if in use) and pull the mixture controls back to the idle cut-off position. As the engines slow, move the throttles to the full aft position until the engines quit firing. Switch off the magneto switches after the propellers have stopped rotating. Check the panel for all desired switches and controls in the "OFF" position. Fuel selector valves may be turned off. COLD WEATHER OPERATION In addition to the normal preflight exterior inspection, remove ice, snow, and frost from the wings, tail, aontrol surfaces and hinges, propellers, windshield, fuel cell filler caps, fuel vents, and crankcase breathers. If you have no way of removing these formations of ice, snow, and frost, leave the aircraft on the ground as these deposits will not blow off. The wing contour may be changed by these forma- tions sufliciently that its lift qualities are considerably disturbed and sometimes completely destroyed. Complete your normal preflight pro- 4-12 Downloaded from www.Manualslib.com manuals search engine cedures, including a check of the flight controls for complete freedom of movement. Conditions for accumulating the moisture, in both the engine oil sumps and the fuel cells, are most favorable at low temperatures, due to the condensation increase in the fuel cells and the moisture that enters as the systems are serviced. Therefore, close attention to draining the fuel cells and oil sumps will assume particular importance during cold weather. Engine oil viscosity weights should be changed according to the oil weight as shown in the Consumable Materials Chart in Section VII, provided a sufficient amount of your flying is going to be in cold weather. Always pull the propeller through by hand several times to clear the engine and "limber up" the cold, heavy oil before using the starter. This also will save battery energy if an auxiliary power unit is not available. Under very cold conditions, it may be necessary to preheat the engines prior to a start. Particular attention should be applied to the oil cooler and sump to insure proper preheat, since congealed oil in these areas will prevent proper lubrication of the engines. A start with congealed oil in the system may give an indication of normal pressure immedi- ately after the start, but then the oil pressure may decrease when residual oil in the engine is pumped back to the congealed oil in the sump. If an engine heater capable of heating both the sump and cooler is not available, the oil should be drained while the engines are hot and stored in a warm area until the next flight. If your Travel Air is equipped with the optional external power recep- tacle, it is advisable to use external power for starting, when available, since cold weather decreases battery efficiency. The external power unit should be equipped with the standard AN fitting or an adapter, to insure proper connection. Set the unit's output at 27 to 28.5 volts and make the plug-in. To prevent arcing, be sure that no power is supplied to the plug when it is mated. The plus terminal of the ex- ternal power receptacle is wired to the bus side of the battery relay, which allows the starter to be energized with the battery master switch off. Refer to Section VII for detailed information concerning use of external power. 4-13 Downloaded from www.Manualslib.com manuals search engine Normal cold weather starting procedures will ordinarily be used. This may require somewhat more extensive use of the auxiliary fuel pump. If there is no oil pressure within the first thirty seconds of running, or if the oil pressure drops after a few minutes of ground operation, shut down the engine and check for broken oil lines, radiator leaks or the possibility of congealed oil. Avoid taxiing through water, slush, or muddy surfaces if possible. Water, slush, or mud splashed on the wing and tail surfaces may freeze, increasing weight and drag and perhaps limiting control surface movement. On wet or icy runways, use your brakes with extreme caution; taxi slowly for best control. During warm-up, watch your engine temperatures closely, since it is quite possible to exceed the cylinder head temperature limit in trying to bring the oil temperature up. Exercise the propellers several times to flush cold oil from the pitch change mechanisms. Turn on the pitot heat to remove any ice that may have formed. During in-flight operation, cycle the propellers through their pitch range several times to flush cold oil from the actuating cylinders. On flights that take you into areas where icing conditions may be anticipated, turn on the propeller anti-icer (optional equipment) to wet the propeller blades BEFORE icing conditions are encountered. The anti-icer fluid pump, which delivers a constant flow of fluid to the propeller blades, is controlled by an ON-OFF switch on the electrical panel. Endurance of the anti-icer system is approximately two hours of operation. Remember, however, that the propeller anti-icer is designed to pre- vent icing, not to remove ice once it has built up. Be sure to prepare your propellers for icing conditions prior to exposing them to ice. To provide maximum safety of flight during cold weather, you may have had your Travel Air equipped with the optional lightweight, pneumatic deicer system. If icing conditions cannot be avoided, allow ice to build up on the leading edges of the various airfoils before 4-14 Downloaded from www.Manualslib.com manuals search engine actuating the system; then pull the deicer reservoir shut-off valve control fully out and actuate the cycling valve control which will inflate the deicer boots to destroy the ice build-up. When the infla- tion-deflation cycle of the boots is complete, discontinue the use of the system until ice again builds up. As an aid to effective, economical operation of the deicer system, your attention is invited to the tabulations in Section III which detail the system's endurance with respect to reservoir pressure and deicing cycles available at those pressures. To insure static air for proper instrument function in severe icing con- ditions, each airplane equipped with a surface deicer system incorpo- rates an alternate static air source. Should ice or other foreign matter obstruct the static air ports on the fuselage, with the storm window closed, place the emergency static air source control handle in the "OPEN" position. Since the alternate static air source is an emergency system, some inconsistency with normal instrument readings may be expected. Generally, airspeed and altimeter readings will be somewhat higher than normal, but these instrument variations have been carefully com- puted and are provided for you in the FAA Approved Flight Manual Supplement that is supplied with each airplane equipped with an emergency static air source installation. The emergency static air valve should be kept completely closed except when the source is required. During your let-down and landing in cold weather operation, complete the normal checks and procedures, giving special attention to the engine temperatures which will have a tendency toward over-cooling. INDUCTION SYSTEM ICE One of the chief advantages of fuel injection for an aircraft engine is its freedom from induction system icing. Extensive tests have shown that the only icing problem to be expected is impact ice forming on the 4-15 Downloaded from www.Manualslib.com manuals search engine air intake and filter. A spring loaded door on the bottom of the induc- tion system air box will suck open automatically in the event the air intake and filter is clogged with ice or other material. A manually operated alternate air control is also provided which operates a damper in the induction system; when closed, the damper will cause the spring loaded door to suck open. It is suggested that the alternate air control be pulled out under conditions when induction system impact icing appears likely. You will notice only a slight drop in manifold pressure due to loss of ram effect. HOT WEATHER OPERATION Hot weather, particularly when combined with high elevation field operation, may produce sufficient vapor to cause oscillations in the fuel flow gage. The engine operation is not noticeably affected. This problem may be reduced by observing the following procedures: 1. Avoid prolonged ground operation. When holding on ground, use 800-1000 rpm to provide better cooling. 2. During start and warm-up, use the auxiliary cells. Return the selectors to main cells for pre-take-off checks and for take-off. 3. Select a fuel flow (use boost pumps) appropriate to your altitude and power setting both on the ground and in flight. OXYGEN SYSTEM (OPTIONAL) WARNING Oxygen under pressure is a friend when properly used but becomes an enemy when normal precautions are dis- regarded. Since oxygen supports combustion, proper safety measures must be employed when using it or a serious fire hazard is created. MAKE CERTAIN THAT ALL CIGARETTES ARE COMPLETELY EXTIN- GUISHED BEFORE USING THE SYSTEM and warn your passengers of the dangers of smoking while oxygen is being used. 1. To place the oxygen system in operation, slowly open the shut-off 4-16 Downloaded from www.Manualslib.com manuals search engine valve on the oxygen console panel. (The shut-off valve on the oxygen cylinder must also be open.) CAUTION If either shut-off valve is opened too rapidly, the regulator diaphragm may be ruptured, or other damage common to high pressure oxygen systems may occur. 2. Insert an oxygen mask plug-in coupling into an oxygen outlet. 3. Check for a flow of oxygen into the mask by closing off the opening from the breather bag to the mask and noting that the bag expands. Changes in flow rate will be made automatically with changes in pressure altitude. 4. Adjust the oxygen mask to the face to prevent the escape of oxygen into the cabin. 5. To discontinue use of the oxygen system, close the shut-off valve on the oxygen console panel, and with one or more masks still plugged in, allow the oxygen to drain from the low pressure side of the system, then unplug all masks. INSTRUMENT FLIGHT Properly equipped, your Travel Air is an instrument airplane, but are you an instrument pilot? Even the most careful VFR pilots occa- sionally will encounter weather conditions beyond their piloting skill, and for this reason a technique perfected by the University of Illinois Institute of Aviation should be made a part of your own skill. Known as the "180-Degree Turn," it is a technique designed to return the VFR pilot to VFR conditions, safely. Essentially, the technique consists of (1) increasing drag by lowering the gear - in an extreme emergency the gear may be lowered at speeds up to 200 miles per hour (174 knots) IAS; (2) reducing airspeed; (3) trimming the airplane for a predetermined slow-flight speed; (4) WITH THE HANDS OFF THE WHEEL, making a turn with the rudders only, to