OWNER'S MANUAL SUPPLEMENT for 55, ASS, BSS, BSSA, BSSB, CSS, CSSA, DSS, DSSA, ESS, ESSA, 95, B95, B95A, D95A, E95.

The critical engine is the engine that, when it fails, most adversely affects the performance and handling qualities of the airplane. The Seneca is equipped with counter rotating propellers. The failure of either engine has the same effect on controllability. For this reason the Seneca does not have a critical engine. On most multi-engine aircraft, both propellers rotate clockwise as viewed from the cockpit. By understanding the following factors when flying an aircraft that has both propellers rotating clockwise, it will be apparent that a left-engine failure makes the aircraft more difficult to fly than a right-engine failure. The clockwise rotation of the props contributes to the following factors that cause the left engine to be critical: P P-Factor A Accelerated Slipstream S Spiraling Slipstream T Torque Rochester Air Center P-Factor (Yaw) Both propellers turn clockwise as viewed from the cockpit. At low airspeeds and high angles of attack, the descending blade produces more thrust than the ascending blade due to its increased angle of attack. Though both propellers produce the same overall thrust, the descending blade on the right engine has a longer arm from the CG (or greater leverage) than the descending blade on the left engine. The left engine produces the thrust closest to center line. The yaw produced by the loss of the left engine will be greater than the yaw produced by the loss of the right engine, making the left engine critical. Accelerated Slipstream (Roll and Pitch) P-Factor causes more thrust to be produced on the right side of the propeller. This yields a center of lift that is closer to the aircraft's longitudinal axis on the left engine and fur ther from the longitudinal axis on the right engine and also results in less negative lift on the tail. Because of this, the roll produced by the loss of the left engine will be greater than the roll produced by the loss of the right engine, making the left engine critical. Spiraling Slipstream (Yaw) A spiraling slipstream from the left engine hits the ver tical stabilizer from the left, helping to counteract the yaw produced by the loss of the right engine. However, with a left engine failure, slipstream from the right engine does not counteract the yaw toward the dead engine because it spirals away from the tail, making the left engine critical. Torque (Roll) For every action, there is an equal and opposite reaction. Since the propellers rotate clockwise, the aircraft will tend to roll counterclockwise. When the right engine is lost, the aircraft will roll to the right. The right rolling tendency, however, is reduced by the torque created by the left engine. When the left engine is lost, the aircraft will roll to the left, and the torque produced by the right engine will add to the left rolling tendency requiring more aileron input, which increases drag, making the left engine critical. Rochester Air Center Summary On most light multi-engine aircraft when the critical engine is inoperative, both directional control and performance suffer more than when the non-critical engine is inoperative. VMC VMC is the minimum airspeed at which directional control can be maintained with the critical engine inoperative. VMC speed is marked on the airspeed indicator by a red radial line. Aircraft manufacturers determine VMC speed based on conditions set by the FAA under FAR §23.149: 1. Most Unfavorable Weight and Center of Gravity 2. Standard Day Conditions at Sea Level (Max Engine Power) 3. Maximum Power on the Operating Engine (Max Yaw) 4. Critical Engine Prop Windmilling (Max Drag) 5. Flaps Takeoff Position, Landing Gear Up, Trimmed for Takeoff (Least Stability) 6. Up to 5˚ of Bank into the Operating Engine The above items are the conditions set by the FAA for determining Vmc during certification. Changes to the above conditions may change VMC, possibly significantly. The following summarizes how VMC may be affected by the above conditions: 1. Most Unfavorable Weight The cer tification test allows up to 5˚ bank into the operating engine. In a given bank, the heavier the aircraft, the greater the horizontal component of lift that adds to the rudder force. As weight increases, the horizontal component of lift increases, which added to the rudder force, decreases VMC as the rudder does not have to exert as much force to counteract the yawing/turning moment. 2. Center of Gravity As the center of gravity moves forward, the moment arm between the rudder and the CG is lengthened, increasing the leverage of the rudder. This increased leverage increases the rudder’s effectiveness and results in a lower VMC speed. (Arm is defined as the perpendicular distance from the point of rotation to the line of action of the force. Or, in this case, the perpendicular distance from the center of gravity to the rudder). 2. Standard Day Sea Level Standard conditions yield high air density that allows the engine to develop maximum power. An increase in altitude or temperature (a decrease in air density) will result in reduced engine performance and prop efficiency. This decreases the adverse yaw effect. VMC speed Rochester Air Center decreases as altitude increases. 3. Maximum Power On The Operating Engine When the operating engine develops maximum power, adverse yaw is increased toward the inoperative engine. The pilot must overcome this yaw to maintain directional control. Any condition that increases power on the operating engine will increase Vmc speed. Any condition that decreases power on the operating engine (such as power reduction by the pilot, an increase in altitude, temperature, low density, or aging engine) will decrease VMC. 4. Critical Engine Prop Windmilling When the propeller is in a low pitch position (unfeathered), it presents a large area of resistance to the relative wind. This resistance causes the engine to “windmill.” The windmilling creates a large amount of drag and results in a yawing moment into the dead engine. When the propeller is “feathered,” the blades are in a high pitch position, which aligns them with the relative wind, minimizing drag. A feathered prop will decrease drag and lower VMC. 5. Flaps Takeoff Position, Landing Gear Up, Trimmed for Takeoff As per an FAA letter dated 20 May 2000 landing gear extended may raise, lower or have no effect on Vmc. http://www.boundvortex.com/downloads/Faa%20gear.pdf Extended flaps have a stabilizing effect that may reduce VMC speed. 6. Up to 5˚ Bank into the Operating Engine When the wings are level, only the rudder is used to stop the yaw produced by the operating engine (sideslip condition). Banking into the operating engine creates a horizontal component of lift which aids the rudder force. With this horizontal component of lift and full rudder deflection, VMC is at the lowest speed. VMC increases with decreasing bank by a factor of approximately 3 knots per degree of bank angle. At VMC rudder forces required to maintain directional control may not exceed 150 lbs. and it may not be necessary to reduce power on the operative engine. During the maneuver the airplane must not assume a dangerous attitude and it must be possible to recover within 20˚. Note: Each aircraft is different and may be subject to different handling qualities than discussed here. Recovery from loss of directional control should always follow the guidelines of the POH and FAA Airplane Flying Handbook. C.G. LOCATION The C.G. location changes the length of the arm to the rudder: the longer the arm, the more effective the rudder; the more effective the rudder, the lower VMC. As the C.G. moves forward, VMC decreases; as the C.G. moves aft, VMC increases. Performance increases as the C.G. is moved aft. As the C.G moves forward, more tail‐down force is needed to keep the airplane level. The more tail‐down force needed, the more total lift is required. When more lift is created (airplane flying at a higher angle of attack), more drag is also created. The increase in drag causes the overall speed to decrease. POWER / THRUST The more power (thrust) on the operating engine, the more rudder is needed to stop the resulting yaw. Using more rudder leaves less available to the pilot = Vmc speed increases as power on the operating engine is increased. DENSITY ALTITUDE As density altitude increases, temperature increases, pressure decreases, and/or humidity increases the output of the engine or thrust created by the engine decreases. The less thrust that is created, the less rudder input needed to oppose the yaw. Using less rudder leaves more rudder available to the pilot. Therefore, VMC decreases. So, as density altitude increases, temperature increases, pressure decreases, and/or humidity increases VMC decreases. Performance decreases as density altitude increases, temperature increases, humidity increases, and/or pressure decreases. With air being less dense, not only does the engine become less efficient, but the propeller and wings also have decreased performance due to having less air molecules available to make thrust and lift. GEAR POSITION As the landing gear operates to retract or extend, the C.G. location moves in the direction of travel of the nose gear. The landing gear extended (down) always decreases performance due to parasite drag. PROPELLER WINDMILLING VS. PROPELLER FEATHERED A windmilling propeller creates more drag than a feathered propeller. This extra drag adds to the yawing from a failed engine to make the total effect worse. This situation will require more rudder deflection to maintain directional control, which means that less rudder is available to the pilot, thereby increasing VMC. Once the propeller is feathered the drag is reduced, thereby reducing VMC. A windmilling propeller decreases performance due to the parasite drag created by the propeller blades. FLAPS DOWN When the flaps are down the wings create more lift than if the flaps were up. However, when lift is created, drag is also created (as lift increase, drag increases). The side with the operating engine is creating even more lift because of the accelerated air flowing over the wing. When the flaps are extended, the drag caused by the accelerated flow opposes the yaw caused by the inoperative engine allowing the pilot to use less rudder to maintain heading. Having more rudder available to the pilot lowers VMC. It should be noted more lift on the right wing will cause a roll to the left. If ailerons are used to counteract the rolling of the airplane, the drag from the adverse aileron yaw will actually increase the yaw towards the inoperative engine. WEIGHT The weight of the airplane determines the amount of total lift required by the airplane to maintain level flight. As the airplane is banked, the lift is separated into horizontal and vertical components of lift. The horizontal component of lift (the force that causes the airplane to turn) will help oppose the yaw due to an inoperative engine. The more weight, the more horizontal lift is available to oppose the turn from the inoperative engine. This means that horizontal lift can be used along with rudder to stop the turn. When more horizontal lift is available, less rudder is needed, which means more rudder is available to the pilot and VMC decreases. So, as weight increases, VMC speed decreases. As weight decreases, VMC increases. With a 5° Angle of Bank The larger horizontal component of lift on the heavier airplane will make the resulting yaw smaller. This also reduces the amount of rudder needed to maintain the airplane’s heading. A higher weight always lowers performance because it decreases the amount of excess thrust available. This is especially true during one‐engine inoperative operations. Fuel consumption will also lower the weight of an aircraft during flight, increasing VMC and airplane performance. The amount it affects weight depends on the rate at which the fuel is consumed. 2°-3° BANK TOWARD OPERATING ENGINE In this example, both rudder and a small amount of bank are used to maintain a constant heading. This bank angle and rudder combination results in a Zero Sideslip condition. A Zero Sideslip condition exists when the relative wind is directly parallel to the longitudinal axis of the airplane. This condition results in the minimum amount drag possible when an engine is failed. VMC speed will be lower in this case (compared to 0° bank) for two reasons: 1. The angle of attack on the rudder is larger making it more effective. 2. The amount of rudder needed and used is less than in the 0° of bank scenario since it is more effective. Also, the horizontal component of lift is now helping to oppose the yaw from the inoperative engine (meaning less rudder will be required). The result is more rudder is available to the pilot which will lower VMC. Performance will increase due to the smaller amount of drag. 5° BANK TOWARDS INOPERATIVE ENGINE In this example, the airplane is banked towards the inoperative engine. Banking towards the inoperative engine will cause the horizontal lift from the wings to add to the yaw from the inoperative engine. The relative wind will create a fuselage lift that opposes the yaw. The angle of the relative wind with the rudder will create a small angle of attack making the rudder less effective. To maintain heading the pilot will have to use a very large amount of rudder. This increases VMC significantly. The performance of the airplane will decrease because the angle of the relative wind will result in a slipping condition and cause a large amount of drag on the airplane. 'i}eechcrafi 95 TRAVEL OWNER'S Published by Parts and Service Operations Beech Aircraft Corporation Wichita, Kansas 67201 95-590014-1 November 15, 1957 MANUAL Founded in 1932 by Walter H. Beech 95-590014-1A4 Revised March 15, 1968 IMPORTANT (Please attach this Owner's Manual Supplement to the inside cover of the Owner's Manual or other suitable location which is readily available to the pilot.) OWNER'S MANUAL SUPPLEMENT for 55, ASS, BSS, BSSA, BSSB, CSS, CSSA, DSS, DSSA, ESS, ESSA, 95, B95, B95A, D95A, E95. The following information supersedes the information contained in the Owner's Manuals for the above listed airplanes. 1. Maximum usable fuel of each 25 gallon main tank is 22 gallons. 2. Maximum usable fuel of each 39 or 40 gallon main tank is 37 gallons. 3. Approximate reduction in range with full fuel due to change in usable fuel is: a. 6% with the 142 gal. fuel system (all 55). b. 7% with the 112 gal. fuel system (all 55's, and 95's). c. 10% with the 78, 80 or 84 gal. fuel systems (all 95's). 4. On Models 95 and B95 Owners Manuals, reduce range by an additional 135 statute miles to account for climb and 45 minutes reserve at 45% maximum continuous power. P/N 96-590011-9 Issued: February 11, 1972 LIST OF EFFECTIVE PAGES TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 171 Page No. *Title and A . Preface "A" i thru iii . iv . 1 2 thru 3 . 4 thru 4B 5 thru 6 . 7 8 thru 10 11 12 13 14 15 16 thru 18 19 20 21 22 thru 23 24 thru 25 26 27 thru 28 29 thru 32 33 thru 36 37 38 Issue March 15, 1968 . Original . November 10, 1958 . Original . November 10, 1958 . Original . November 10, 1958 . Original . November 10, 1958 . Original . November 10, 1958 . Original March 20, 1958 . Original March 20, 1958 . November 10, 1958 March 20, 1958 . November 10, 1958 March 20, 1958 . Original . November 10, 1958 March 20, 1958 . Original March 20, 1958 . Original . November 10, 1958 March 20, 1958 Page No. Issue 39 . Original 40 March 20, 1958 41 thru 55 . Original 56 . November 10, 1958 57 . Original 58 March 20, 1958 59 . Original 60 thru 61 . November 10, 1958 62 thru 79 . Original 80 . November 10, 1958 *81 thru 83 March 15, 1968 84 . August 25, 1967 85 thru 88 . Original 89 . November 10, 1958 90 thru 92 . Original 93 thru 97 . November 10, 1958 98 thru 106 . Original 107 thru 108B. November 10, 1958 109 thru 123 . Original 124 March 20, 1958 125 thru 133 . Original 134 thru 135 . November 10, 1958 136 March 20, 1958 137 thru 157 . Original 158 March 20, 1958 159 . Original 160 . November 10, 1958 *The asterisk indicates pages revised, added or deleted by the current revision. A Revised March 15, 1968 THANK YOU ... for displaying confidence in us by selecting a BEECHCRAFT airplane. Our design engineers, assemblers, and inspectors have utilized their skills and ·years of experience to ensure that the BEECHCRAFT meets the high standards of quality and performance for which BEECHCRAFT airplanes have become famous throughout the world. IMPORTANT NOTICE This manual should be read carefully in order to become familiar with the operation of the airplane. Suggestions and recommendations have been made within it to aid in obtaining maximum performance without sacrificing economy. Be familiar with and operate the airplane in accordance with the Owner's Manual and FAA Approved Airplane Flight Manual and/or placards which are located in the airplane. As a further reminder, the owner and operator should also be familiar with the Federal Aviation Regulations applicable to the operation and maintenance of the airplane, and FAR Part 91, General Operating and Flight Rules. Further, the airplane must be operated and maintained in accordance with FAA Airworthiness Directives which may be issued against it. The Federal Aviation Regulations place the responsibility for the maintenance of this airplane on the owner and the operator, who should make certain that all maintenance is done by qualified mechanics in conformity with all airworthiness requirements established for this airplane. All limits, procedures, safety practices, time limits, servicing, and maintenance requirements contained in this manual are considered mandatory for continued airworthiness to maintain the airplane in a condition equal to that of its original manufacture. BEECHCRAFT Authorized Outlets will have recommended modification, ser- vice, and operating procedures issued by both the FAA and Beech Aircraft Corporation, which are designed to get maximum utility and safety from the airplane. NOTE Beech Aircraft Corporation expressly reserves the right to supersede, cancel, and/or declare obsolete, without prior notice, any part, part number, kit, or publication that may be referenced in this handbook. It shall be the responsibility of the owner/operator to ensure that the latest revisions of publications referenced in this handbook are utilized during operation, servicing, and maintenance of the airplane. WARNING Use only genuine BEECHCRAFT or BEECHCRAFT approved parts obtained from BEECHCRAFT approved sources, in connection with the maintenance and repair of Beech airplanes. Genuine BEECHCRAFT parts are produced and inspected under rigorous procedures to insure airworthiness and suitability for use in Beech airplane applications. Parts purchased from sources other than BEECHCRAFT, even though outwardly identical in appearance, may not have had the required tests and inspections performed, may be different in fabrication techniques and materials, and may be dangerous when installed in an airplane. Salvaged airplane parts, reworked parts obtained from non-BEECHCRAFT approved sources, or parts, components, or structural assemblies, the service history of which is unknown or cannot be authenticated, may have been subjected to unacceptable stresses or temperatures or have other hidden damage, not discernible through routine visual or usual nondestructive testing techniques. This may render the part, component or structural assembly, even though originally manufactured by BEECHCRAFT, unsuitable and unsafe for airplane use. BEECHCRAFT expressly disclaims any responsibility for malfunctions, failures, damage or injury caused by use of non-BEECHCRAFT approved parts. Table of Contents This Is Your Travel Air Systems and Their Controls Flying the Travel Air Cruise Control Loading Your Travel Air Emergency Procedures Keeping Your Travel Air New Performance Graphs Normal Take-Off Minimum-Run Take-Off ... Pages 1 to 12 ............. Pages 13 to 34 . . . . . . . . . . Pages 35 to 84 . Pages 85 to 98 .... Pages 99 to 104 .... Pages 105 to 124 ... Pages 127 to 160 ............. Pages 46, 47, 48, 49 ...... Pages 50, 51, 52, 53 Two-Engine Climb ..... Page 55 Best Rate-of-Climb Speed (two engines) .. Page 55 Time to Climb ... Page 57 Normal Landing ..... Pages 68, 69, 70, 71 Minimum-Run Landing ..... Pages 73, 74, 75, 76 Altitude Conversion Horsepower vs. Fuel Consumption Cruising Operation Range at Altitude ... Page 91 ...... Page 92 ....... Page 93 .. Pages 94, 95, 96, 97 Zero Thrust Graph Single-Engine Climb .................... Page 107 . Pages 108-109 Acceleration and Stop Distance .. Page llO Glide Distance ................. . . .. Page 124 Revised November 10, 1958 General Specifications ENGINES Two Lycoming, 4 cylinder, 0-360-A 1A, rated at 180 hp @ 2700 rpm for all operations. PERFORMANCE- TRUE AIRSPEED, STANDARD ALTITUDE MAXIMUM CRUISING SPEED: (a) at 75% power (2450 rpm) ......................... 200 mph at 7500 ft. (b) at 65% power (2300 rpm) ......................... 195 mph at 10,500 ft. HIGH SPEED AT SEA LEVEL (2700 rpm, full throttle) .............................. 210 mph RATE OF CLIMB AT SEA LEVF.L (rated power) Two engines ....................................... 1360 fpm One engine ........................................ 225 fpm SERVICE CEILING (rated power) @ 4000 pounds Two engines (100 fpm) .............................. 19,300 ft. One engine (50 fpm) ................................ 6200 fl. ABSOLUTE CEILING @ 4000 POUNDS Two engines ........................................ 20,900 ft. Single engine (descending to level out at) .............. 8,000 ft. STALLING SPEED (Power Off), Flaps 33 o, Gear Down ...... 70 mph MAXIMUM RANGE@ 165 mph ........................ 1410mileson 112gal. ENDURANCE .......................................... 8.75 hours TAKE-OFF DISTANCE- (20° flap) Ground Run ............ 850ft.* Total Distance over 50 ft. . .......................... 1025 ft. • LANDING DISTANCE- (33° flap) Ground Run ............ 590ft.* Total Distance over 50 ft. .. ......................... 950ft.* *Take-off and landing performance based an Sea Level Standard Conditions. TYPE Four-place, high performance, all-metal, law-wing, twin-engine cantilever monoplane, with fully retractable tricycle landing gear, solid cabin lop, and full complement of engine and flight instruments standard. BAGGAGE Maximum 270 pounds- rear 270 pounds less equipment- front WEIGHTS Gross Weight ......................................... 4000 pounds Empty Weight ........................................ 2570 pounds (Empty weight includes complete set of flight instruments; cabin heating and venti- ii Revised November 10, 1958 lating system, with windshield deicers; sound proofing; navigation, cabin, instrument and landing lights; unusable fuel and oil.) Useful load .......................................... 1430 pounds Available weight for people and baggage with full tanks, (standard fuel) ............................. 917 pounds WING AREA AND LOADINGS Wing Area ........................................... 193.8 sq. ft. Wing loading, at gross weight .......................... 20.6 lbs./ sq. ft. Power loading, at gross weight ................. 0 •••••••• 11.1 lbs./hp DIMENSIONS Wing Span ........................................... 37ft. 10 in. length ............................•.....•............ 25 fl. 4 in. Height ............................................... 9ft. 6 in. CABIN DIMENSIONS Cabin length ......................................... 6ft. 11 in. Cabin Width .......................................... 3 fl. 6 in. Cabin Height ......................................... 4 ft. 2 in. Passenger Door, size ................................... 36 in. x 37 in. Baggage Door, size .......... 0 ••••••••••••••••••••••••• 24 in. x 22 in. Baggage Compartments, size rear ........................ 16.5 cubic ft. Baggage Compartment, size front. ........................ 13 cubic fl. PROPELLER AND EQUIPMENT Propeller- Hartzell, hydraulically controlled continuously variable pitch, diameter 71.", with Woodard hydraulic governor, full feathering. ENGINE EQUIPMENT (Per Engine) Starter Generator Voltage Regulator Engine Primer Fuel Booster Pump Carburetor Air Filter Mufflers and Carburetor Heaters (stainless steel) Exhaust Manifolds (stainless steel) Vacuum Pump FUEL AND OIL CAPACITY Fuel Capacity in standard wing tanks .................... 86 gal. (84 usable) Fuel Capacity with optional auxiliary wing tanks ........... 113 gal. (112 usable) Oil Capacity .......................................... 16 quarts LANDING GEAR Tricycle type with swiveling steerable nose wheel equipped with shimmy dampener. Beech air-oil struts on all wheels designed for smooth taxiing ond to withstand the shock created by landing with a vertical descent component of over 600 feet per minute. Moin tires 6.50" x 8" size; nose wheel tire 5.00" x 5" size. Wheels- Goodyear with single disc hydraulic brakes. ELECTRICAL EQUIPMENT (24 Volt System) ~atlery- 17 ampere-hour or 24 ampere-hour Electric motors for operating flaps and landing gear Electrically Operated Cowl Flaps Two 15-Amp. Generators or two 25-Amp. Generators Revised November 10, 1958 iii iv This Is Your Travel Air THE Model 95 TRAVEL AIR is a four-place, low wing mono- plane with a maximum gross weight of 4,000 pounds. The all-metal, semi-monocoque airframe structure is of aluminum, magnesium and alloy steel, riveted and spotwelded for maximum strength. Careful workmanship and inspection make certain that structure strength will withstand flight loads in excess of the CAA requirements for a "Normal" category, under which the Model 95 is licensed. Power is furnished by two Lycoming 0-360-A1A engines, each rated 180 horsepower at 2700 rpm for both take-off and maximum con- tinuous operation. Each engine drives a Hartzell two-blade, con- stant speed, full feathering propeller. Under normal gross load configurations the Model 95 has a cruising speed of 200 miles per hour at 75% power ( 2450 rpm), and a I maximum speed of 210 miles per hour ( 2700 rpm) in level flight. The TRAVEL AIR has fully-retractable tricycle-type landing gear. When retracted, the wheels and struts are completely enclosed by fairing doors to reduce drag to the minimum. Space for electronic equipment and the electrical system's 24-volt battery is provided in the upper portion of the nose compartment; in addition, the compartment may be used for baggage within the placarded weight limitations. The aft baggage compartment is accessible both through the door on the right side of the fuselage and from inside the cabin by reaching over the rear seat back. Coat hangers secured overhead behind the rear seat may be used to hang clothing in the baggage compartment, without folding. Clothing hung here is completely clear of the passenger area, yet readily accessible in flight. The compartment door has a key type lock for security of items stored in the baggage compartment when the aircraft is parked. Revised November 10, 1958 1 The baggage compartment floor is fitted with tiedown lugs for lashing cargo, and pockets on the back of the rear seat may be used to stow small, loose items. The ventilating system and combustion heater, with windshield defrosters and a blower for heater operation on the ground, provide an adequate supply of both cold and heated air under thermostatic control. Flight control surfaces are of the conventional three-control type and have controllable trim tabs; all controls and tabs are manually operated from the cockpit and the trim tabs have cockpit position indicators. CABIN ARRANGEMENT The conventional side-by-side interior arrangement of the TRAVEL AIR cabin offers all the advantages of executive transport comfort with "safety engineered" appointments. Pilot and passenger fatigue factors have been taken into consideration wherever they are perti- nent in designing the airplane. These primary design considerations assure relaxed, comfortable, speedy travel. All occupants of the aircraft have excellent visibility through the large tinted, ultra-violet-proof windshield and side windows. Both rear windows open for ground ventilation and have positive locks to prevent opening in flight. Release pins permit the windows to be used as emergency exits. Attractive upholstery and "wall to wall" carpeting add distinctive styling and finish to the remainder of the cabin furnishings and complement the basic color scheme of the aircraft. These travel-designed in.teriors also include cabin loudspeaker, front seat sun shades, shoulder harness, adjustable seats, collapsible armrests, detachable headrests and other comforts of truly "hushed" air travel. ASSIST STEP To make entering the Travel Air cabin easier an assist step is located behind and below the trailing edge of the right wing and there is hand grip on the fuselage above and ahead of the step. To reduce drag, the step is retracted and extended with the land- ing gear. 2 SEAT ADJUSTMENTS Since people come in different shapes and sizes, the Travel Air's seats may be adjusted to fit the individual comfort requirements of their occupants. Both front seats are adjustable fore-and-aft by pulling up on the small lever just to the right of each seat cushion and pulling or pushing on the seat. The front seat backs are also adjustable to three positions off vertical. Except when the aircraft is to be operated from the right side, the right hand set of rudder pedal~ may be laid forward against the floorboards, for maximum leg room. 3 The rear seat back also may be adjusted to three positions off verti- cal by pulling forward on the seat back to raise it or pulling forward until the catch releases, then pushing back again, to lower it. On aircraft TD-174 and after the rear seat backs may be individually reclined. Levers at the outboard edge of each rear seat control the reclining mechanism. In addition to the four seats described above, an optional fifth seat is available for installation in the baggage compartment. The seat folds back out of the way when not in use. Optional structure added to the fuselage supports the seat. To provide the necessary room for the fifth passenger, rear seats with shorter backs are installed on which head rests of the type used on the front seats may be installed. ARMRESTS AND HEADRESTS Armrests for both front and. rear seat passengers are built into the cabin sidewalls and the door; a cup in the door armrest forms a convenient handle for pulling the door closed. A center armrest in the rear seat back may be swung down or folded up into the seat back, and a generously-proportioned armrest between the two 4 Revised November 10, 1958 front seats may be raised into position on a pedestal, or lowered flush with the seat cushions. On TD-174 and after, the center arm rest slips out of sockets in the seat frame and may be stowed in the pocket under the seat. All four passenger seats have sockets for attaching large, pillow style headrests, two of which are provided as standard equipment. On TD-174 and after, when the optional fifth seat is not installed, only the two front seats have sockets for headrests, one of which is provided as standard equipment. The pillows may be used comfortably in connection with the shoulder harness and will lessen fatigue during a long flight or rough air operation. Revised November 10, 1958 4A BLANK PAGE 4B Revised November 10, 1958 SHOULDER HARNESS AND SAFETY BELTS The Beech designed high-strength shoulder harness and safety belts on your Travel Air, if properly worn, will keep its occupants snugly in their seats in rough air or under rapid deceleration. Tests show that shoulder harness will protect its wearer in sudden straight ahead decelerations approaching 20 Gs. The harness is mechani- cally simple and comfortable and wearing it you have sufficient freedom of movement to easily operate all the controls. The nylon strap material, in colors complementing the upholstery, is soil resist- ant and easily cleaned. The airline-type harness buckles may be fastened or released quickly and are easily adjusted. ASH TRAYS AND LIGHTERS For the convenience of passengers who smoke, there is an electric cigarette lighter in the control console. Pull-out ash trays are in- corporated in the cabin door and in each side panel for both front and rear seat passengers. To remove an ash tray for emptying, depress the snuffer bar and pull the tray out of its mounting. 5 SUN VISORS Individual front seat sun visors, as standard equipment, may be adjusted to shield either the pilot's or front seat passenger's eyes as desired. For maximum forward and upward visibility, the visors may be laid back completely clear of the windshields. SPECIAL FEATURES Among the special new design features and advantages incorporated in the Model 95 are the dynafocal type engine mounting which reduces engine vibration to an absolute minimum. Acoustically engineered and smmdproofed, the cabin has the lowest noise level of any light twin in the TRAVEL AIR's class. For control of engine cooling, electrically-operated, gill-type cowl flaps are adjustable at the touch of a switch. The fuel system uses a cross-feed arrangement which makes avail- able the entire fuel supply of both wings to be used by either engine. This safety feature makes possible continued flight on one engine, if necessary, until the entire fuel supply for the aircraft is exhausted. Landing gear and wing flap switches are designed to be pulled back out of a detent before they can be repositioned, to help avoid accidental tripping. The extra-large floating instrument panel, designed for a more flexible instrumentation including several combinations of optional radio navigational equipment, features the SAE type of accepted indicator arrangement and optional individual instrument lighting. As an extra BEECHCRAFT safety feature the airspeed indicator, 6 calibrated in both miles per hour and knots, is marked with a blue line range for single-engine operation. The greater wing area and aspect ratio attained with the addition of the new wing tip to the basic wing design increases the over-all take-off, climb and service ceiling performance of the aircraft, espe- cially during single-engine operation. l. Airspeed Indicator 11. Ammeters 2. Altimeter 12. Engine Gage Units 3. Turn-and-Bank Indicator 4. Directional Gyro 5. Rate-of-Climb Indicator 6. Attitude Gyro 13. Dual Cylinder Head Temperature Gage 14. Suction Gage 1.5. Carburetor Air Temperature Gages 16. Lighting Switch Panel 7. Dual Manifold Pressure Gage 17. Landing Gear Position Switch 8. Fuel Gages 18. Flap Position Switch 9. Dual Tachometer 19. Engine Switch Panel 10. Clock Revised November 10, 1958 7 OPTIONAL EQUIPMENT Due to the variation in aircraft requirements to fit the needs of individual operators, your Travel Air has been designed with the features most needed for average use as standard equipment. Other equipment items are considered as optional equipment. The extra items offered may be installed in your Travel Air at the factory when the aircraft is assembled or by your BEECHCRAFT distribu- tor or dealer. Some items, such as auxiliary wing tanks and super soundproofing, are suitable only for factory installation due to the impracticability of installing them on a completed aircraft. The following pages describe the majority of optional equipment items available on your Travel Air, either to be specified when ordering the aircraft or installed at a later date by your BEECH- CRAFT distributor or dealer. EVAPORATIVE COOLER An abundant supply of cooled and filtered fresh air is supplied by the evaporative cooler on the cabin overhead. Without moving parts, the cooler passes air picked up from a scoop in the cabin top over mineral wicks resting in a pan of water. The wicks pick up pollen, and dust from the air and the evaporating moisture reduces its temperature. As with any evaporative cooler, the tem- perature drop and water consumption depend on the relative hu- midity of the incoming air; in average summer weather, the water supply will last up to four hours. 8 The cooled, washed air is distributed by individually-adjustable outlets in the overhead duct. The hinged airscoop is opened, closed or set in any desired intermediate position to regulate the intake airflow, with a push-pull control placed overhead, just aft of the cabin loudspeaker. Pushing the control in closes the scoop; turning the handle counterclockwise locks it in the desired position. The cooler requires only refilling with demineralized water and a seasonal draining and cleaning to keep it in good working order. AUXILIARY FUEL CELLS (Factory Installation Only) For additional fuel capacity, 31-gallon auxiliary cells in the outer wing panels replace the 17-gallon cells; they provide a usable capacity of 112 gallons, while the standard cell arrangement pro- vides 84 gallons of usable fuel. The large auxiliary cells may be installed only at the time the air- craft is assembled at the factory, due to the extensive rework neces- sary to install them after the wing skins are riveted in place. LOOSE TOOLS In addition to the standard loose tools and accessories, an optional kit with hoisting slings, adapters, and special wrenches for wing and propeller adjustments is available. This equipment is the same type as used by the factory in the assembly of your aircraft and by BEECHCRAFT dealers, distributors, and Certified Service Stations. PROPELLER ACCUMULATOR Installed as optional equipment, a 60 cubic-inch air-oil type accumu- lator unit for each engine assists the propeller unfeathering process. The accumulator unit is charged with 135 psi of nitrogen or dry compressed air. Oil under pressure obtained from the propeller governor at approximately 300 psi is forced into the accumulator whenever the engine is operated. Through mechanical linkage between the propeller control, propeller governor and accumulator shutoff valve, the accumulator pressure is retained when the pro- peller control is moved to the full aft or feather position. 9 When the control for the feathered propeller is moved full forward to the governing range, the governor pilot valve is set to the increase rpm position and simultaneously the accumulator shutoff valve is opened, permitting the oil under pressure in the accumulator to flow through the high rpm passage of the governor and out to the pro- peller piston, returning the blades to low pitch. EXTERNAL POWER RECEPTACLE To extend battery life an external power receptacle may be in- stalled in the upper, outboard side of the left engine nacelle. The power receptacle, which will accept a standard auxiliary power unit's AN plug is connected to the starter relays and when a power unit or battery cart is connected, the electrical system is energized. External power is of particular value in making radio and electri- cal equipment checks without starting the engines and, in cold weather, for operating the heater and blower before starting. Ex- ternal power will aid materially in cold-weather starts, also, over- coming the dual disadvantage of high starter loads from cold oil, and lowered battery output. DUAL CONTROLS For pilot instruction, familiarization and demonstration purposes, your Travel Air may be equipped with a dual control column having two wheels, instead of the standard throwover control arm. Dual brakes, with master cylinders on the right hand rudder pedals as well as the left hand, plus the deluxe panel with dual flight group provide a complete dual control installation. TAXI LIGHT AND ROTAtiNG BEACON Of particular value for night operation are the taxi light and rotat- ing beacon or anti-collision light. The sealed-beam taxi light, which may be used continuously if desired, replaces a chrome plated plug in the center of the nose air intake and is controlled by a toggle switch on the right sub-panel. For night flying or while under conditions of low visibility, espe- cially in high-density air traffic areas, the anti-collision beacon is almost an essential. It produces two rotating beams of high-intensity red light, 180 degrees apart, which are visible for several miles. The beacon is mounted on the cabin top aft of the baggage com- partment and is controlled by a toggle switch on the right sub-panel. 10 IAvailable as optional equipment on TD-174 and after, a rotating beacon is mounted on the underside of the cabin for additional anti-collision protection. GENERATORS AND BATTERIES For operations requiring an electrical system of larger capacity, 25-ampere generators may be substituted for the standard 15- ampere generators. Also available as a replacement for the stand- ard 17-ampere-hour, 24-volt battery are t~o 24-ampere-hour, 12-volt batteries connected in series to provide the normal 24 volts. SUPER SOUNDPROOFING (Factory Installation Only) The acoustics of super-soundproofing achieve a maximum in low cabin noise and vibration levels, a major factor in pilot and passen- ger comfort. This soundproofing consists of completely encasing the cabin area with an extra heavy fiberglass blanket and an addi- tional coat of asphalt sound-deadener on the inside surface of the fuselage skin. E;.:tra-heavy windshields and a thick foam rubber mat beneath the carpeting further deaden external noises. INSTRUMENT LIGHTS Individual eyebrow-type red instrument lights make night flying easier and safer. Individual lighting assures evenly-distributed, illumination without glare or reflections of all the panel instru- ments. A rheostat switch under the control console controls the Ilights and adjusts them to the desired intensity. On aircraft TD-174 and after a light mounted on the lower part of the console illumi- nates the light rheostats and fuel selector panel. Revised November 10, 1958 11 KOLLSMAN DIRECTION INDICATOR The Kollsman direction indicator is a novel direct-reading magnetic compass which may be mounted on the windshield divider in place of the standard installation. The completely dry, vertical dial corre- sponding to a compass rose, brings the simplicity of indication to the board compass which has been previously associated only with horizontal reading compasses. Other advantages over the average magnetic instrument include freedom from oscillation, stability in rough air, no operation impairment due to severe temperature changes and the rapidity with which new headings are recorded. Both the period and the overswing are less than half that of the average magnetic indicator. CARBURETOR AIR TEMPERATURE INDICATORS For safer and more efficient engine operation, carburetor air tem- perature indicators may be installed. Individual gages, calibrated in degrees of Fahrenheit, are mounted in the instrument panel and a resistance-type temperature bulb is located in each carburetor air intake plenum. The electrical circuit for the indicators is pro- tected by a 5-ampere circuit breaker. Wiring for the indicators, from the firewalls to the instrument panel, is installed in all air- craft, to simplify later installation of the instruments if desired. A comparison in flight of the outside air temperature indicator and the carburetor air temperature indicators will show a slight differ- ence, due to heat picked up in the filters and ducts. Carburetor air temperature should not be used to establish a power setting with your horsepower calculator, since it is based on outside air temperature and the temperature rise in the ducts was allowed for in making the calculator. SINGLE TACHOMETER GAGE A single tachometer with dual indicator hands and using the original mechanical drive cables may be installed in place of the two standard tachometers, thus leaving an opening in the panel for the installation of other equipment if desired. 12 Systen~s and Their Controls To develop a good flying technique, you must first have a gen- eral 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 as follows: Flight controls, power plants and controls, fuel system, electrical system and components, vacuum system, heating and ventilation system and pitot and static system. In addition to these systems, this section describes the more important items of optional equipment. FLIGHT CONTROLS The 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 two positions on either the pilot or co- pilot side and dual rudder pedals adjustable fore and aft to fit individual pilot requirements. The right hand rudder pedals may be laid flat against the floorboards when not in use. Trim tabs on all flight control surfaces are adjustable from the control console through closed-circuit cable systems which drive jackscrew type actuators. Position indicators for each of the trim tabs are located near their respective controls. The left aileron tab incorporates servo action, in addition to its trimming function. As the aileron deflects from neutral, its tab moves in the opposite direction. This action is independent of the tab's trim function and occurs without disturbing the trim setting. The single, slot-type wing flaps extend from the fuselage to the aileron on each wing and are electrically operated through a sys- tem of flexible shafts and jackscrew actuators driven by a split field, series, reversible electric motor located under the front seat. The flap position lights on the left side of the control console show Revised March 20, 1958 13 green for the up position and red for the full down ( 33°) 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. 14 STALL WARNING INDICATOR As an impending stall is approached a stall warning indicator sounds a warning horn and flashes a red light on the instrument panel 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. POWER PLANTS The Model 95 is powered by two Lycoming 0-360-A1A engines rated at 180 horsepower each, at 2700 rpm, for both take-off and maximum continuous operation. They are four-cylinder opposed, air cooled engines with direct propeller drives and have a compres- sion ratio of 8.5: 1. They are fitted with a pressure-type cowling; cooling is controlled by opening and closing electrically-operated gill-type flaps on the trailing edge of the cowling. Float-type car- buretors are used, with the carburetor air intake through a filtered airscoop at the lower front of each engine. Alternate air is heated to prevent carburetor ice, by heater muffs around the exhaust stacks; spring-loaded doors in the carburetor intake open auto- matically if the airscoops or filters are blocked by impact ice or dirt. Full dual ignition systems are used, with an impulse-coupling on the left magneto of each engine for easier starting. The elec- trical system uses Delco-Remy starters, generators and voltage regulators. Diaphragm fuel pump, vacuum pump and constant- speed propeller governor are standard equipment. Other engine features include sodium-cooled rotator-type valves, chrome piston rings and a nitrided crankshaft. PROPELLERS The Hartzell constant-speed, two bladed, hydraulic, full feathering propellers on the Model 95 use pressure from a feathering spring and centrifugal force from the blade shank counter-weights to increase pitch, and engine oil under governor-boosted pressure to decrease pitch. Above 800 rpm, when the propeller control lever is moved toward the high rpm position (forward) and the propeller is in an under- speed condition, the governor directs oil to a piston on the forward end of the propeller hub. As the piston moves away from the hub, Revised March 20, 1958 15 pitch change linkage connected between the piston and the blades twists the blades toward low pitch. When the propeller control lever is moved toward the low rpm position (aft) and the propeller is in an over-speed condition, oil pressure from the governor to the propeller is relieved and the feathering spring pressure plus cen- trifugal force from the counter-weights pulls the piston toward the hub and twists the blades toward high pitch. The propeller is feathered by pulling back on the propeller control past the detent to the limit of travel. Oil from the governor is shut off and a by-pass valve is opened allowing the feathering spring plus the counter-weights to force the oil out of the propeller piston and increase pitch to the feathered position. Automatic, centrif- ugally-actuated high-pitch stop pins engage the propeller hubs below 800 rpm, to prevent feathering action when the engine is not operating on the ground. To unfeather, return the propeller control to the governing range (full forward) and start the engine with the starter. On airplanes with the optional unfeathering accumulator, start the engine by moving the propeller control full forward and engaging the starter as the blades begin to unfeather. With the engine operating, gov- ernor oil pressure returns the propeller pitch to the cruise setting. POWER PLANT CONTROLS The throttle, propeller 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 military standard configuration so they may be identified by feel. The levers are connected to their respective units by flexible con- trol cables routed through the leading edge of each wing stub. A controllable friction lock on their support shaft may be tightened 16 Revised November 10, 1958 once power settings are established to prevent creeping. Controls for the carburetor heat are push-pull type with center button locks, and are mounted on the lower face of the control console. The direct-cranking electric starters are relay-controlled and have a single toggle-type starter switch located on the left instrument sub-panel with the individual magneto switches. The three-position (center-OFF) toggle-type switches for the electrically-operated cowl flaps are mounted to the right of the control console on the instrument sub-panel. Intermediate settings for the cowl flaps may be used to maintain the desired cylinder head temperatures. INSTRUMENT PANEL AND INDICATOR MARKINGS All the flight and engine instruments are mounted on the floating instrument panel in such a manner that the more important instru- ments are seen first. Instrument markings have a fluorescent coating for night operation and where practicable the normal operating limits are indicated. The airspeed indicator is marked with a special blue line range for single-engine operation and is calibrated in both miles per hour and knots. The standard panel instrumentation arrangement allots sufficient space for the various combinations of optional instruments and radio-navigational equipment currently available. A map case and glove compartment are conveniently set into the right side of the instrument panel. The map case is of correct size to hold folded aeronautical charts while the glove compartment may be used for the stowage of the surface control lock, pitot head cover and other small articles. The entire instru- ment panel, sub-panel and console are finished in colors selected to minimize glare and provide maximum legibility. Revised November 10, 1958 17 The attractive instrument cowl pad, made of foam rubber encased in dull-finish leather, is shaped to cover the contour above and between the instrument panel and the windshield. This pad, ex- tending aft over the instrument panel in an eyebrow effect, and properly worn shoulder harness give the front seat occupants maxi- mum protection during sudden stop or rapid deceleration. FLIGHT INSTRUMENTS Standard flight instrumentation includes attitude and directional gyros, airspeed, altimeter, rate-of-climb, electric turn and bank and a clock. These instruments are appropriately grouped at the left side of the panel for easy reference by the pilot. An outside air temperature thermometer and magnetic compass are mounted in the windshield divider. ENGINE INSTRUMENTS The engine instruments, except for the cylinder head temperature, suction and optional carburetor air temperature indicators, are grouped at the top center of the panel. The engine gage units, mounted to the right of the tachometers, indicate fuel and oil pres- sure and oil temperature for their respective engines. The record- ing tachometers, driven by flexible shafts from the engine accessory cases automatically total each engine's operating time. The pres- sure reading for the manifold pressure gage, located to the left of the tachometer installation, is obtained from each engine at the #3 cylinder. The fuel quantity indication is shown by two separate gages, each gage serving both fuel tanks in each wing. The gages are mounted with the ammeters just above the control console. 18 Revised November 10, 1958 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 cell from which fuel is used. The standard fuel cell installation uses two 25-gallon main cells in each wing stub and two 17-gallon auxiliary cells in the wing panels outboard of each nacelle. Total capacity for the system, with auxiliary cells, is 84 gallons of usable fuel. With the optional 31- gallon auxiliary wing cells 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. A two-position selector switch, controlled by the pilot, deter- mines the cell, main or auxiliary, to which each gage is connected. Each cell is filled through its own filler neck with openings in the upper wing surface which are covered by flush-type filler caps. Individual electric boost pumps for each engine furnish fuel pres- sure for starting and provide adequate fuel for full-throttle opera- tion should the engine-driven pump fail. Due to the in-line location of the boost pumps, between the cells and the carburetor, fuel may be drawn from any cell within the system by the boost pump for the operating engine. A manually-operated primer for each engine, mounted on the fuel selector panel, supplies fuel taken from the main cell supply line directly to cylinders 1, 2 and 4. The fuel Revised March 20, 1958 19 20 PRIOR TO TD~J74 El(CEPT TD-127 FUEL SYSTEM DRAIN TD~127, TD-174 AND AFTER TD-127, TD-174 AND AFTER PRIOR TO TD-174 EXCEPT TD- 127 Revised November 10, 1958 system is drained at eight different locations: four snap-action valves on the underside of the wings drain the cell sumps which are fitted with finger screens; two snap-action valves fitted with extension tubes and located at the system low-spots, extend through the underside of the fuselage and drain the interconnecting lines and selector valves; a quick-drain valve, on the outside of each engine lower inboard cowling, drains the remainder of the system through a fuel strainer and sediment bowl. A check valve is installed in each cell over-flow and vent line to break any tank siphoning action due to temperature changes and fuel expansion or to over-filling. For single-engine operation, using the crossfeed system, a series of check valves are installed between the crossfeed lines and the carburetors. These check valves prevent the suction of the operat- ing engine's fuel pumps from pulling air into the system through the inoperative engine. The heater fuel supply is taken from the left main cell. Due to the small amount of fuel burned by the heater, its consumption may be ignored in calculating fuel requirements. The fuel pressure for normal operation, indicated by the engine gage in the instru- ment panel, is 3 psi desired; 6 psi maximum and .5 psi minimum. The instrument always reads the electric boost pump pressure when it is in use. Engine-driven fuel pump pressure is indicated only with the boost pump off and the engine operating. At least 91/96 octane aviation grade fuel must be used; no lower octane fuel is recommended. If 91/96 octane fuel is not available, use the next higher grade as an emergency measure until you can obtain the correct grade. 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 oper- ating 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, as during the initial engine warm-up period. It also will bypass if the radiator is blocked. System servicing and draining points are shown on the servicing diagram. The determining factor for choosing the correct Revised March 20, 1958 21 grade of oil is the oil inlet temperature which is observed during Hight; inlet temperatures consistently near the maximum allowable would indicate a heavier oil is needed. Only straight petroleum base, aviation grade, non-detergent oil of the lightest weight that will give adequate cooling should be used. Avoid any additive to the basic lubricant. Moisture that may have condensed and settled in the oil sump may be drained by occasionally removing the oil drain plug 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 Rights. For engine operating temperatures to reach and maintain a sufficient heat to evaporate this moisture will take approximately 90 minutes of normal operat- ing time. This moisture content is always present and only under a continuation of abnormal circumstances would it reach harmful proportions. ELECTRICAL SYSTEM The TRAVEL AIR's direct-current 24-volt electrical system consists of one 17-ampere-hour, 24-volt battery mounted in the upper por- tion of the nose section, and two 15-ampere, 24-volt, belt-driven generators connected in parallel. Optional equipment consists of two 24-ampere-hour, 12-volt batteries connected in series to provide 24 volts, and two 25-ampere, 24-volt generators. The generator-to- bus connections are through the voltage regulators and ammeters. Each generator's output is automatically controlled by its voltage regulator and the system paralleling relay which adjusts the gener- ator output so both are equal. The ammeters in the Travel Air, although of the conventional charge-discharge type, are connected only to the generator output leads and function as loadmeters. With the system working prop- erly, the ammeters will give a positive indication, increasing or decreasing directly with the load applied. Since the generator load also includes battery charging, battery condition may be estimated from the ammeter reading when the battery is momentarily switched off. Normally, the· ammeters should show a negative reading only for a moment before the reverse-current relay opens, when an engine slows below generator cut-in speed. Each generator is controlled by 22 ELECTRICAL POWER DISTRIBUTION EXTERNAL POWER RECEPTACLE !OPTIONAL! 23 a separate toggle switch on the left instrument sub-panel which opens the generator field circuit when in the "OFF" position. The battery is connected to the main bus system through a master bat- tery relay which is actuated by a master switch on the left instru- 1 ment subpanel. On aircraft TD-174 and after a single master switch replaces the separate generator and battery toggle switches. Most of the primary circuits in the aircraft are protected by circuit break- ers and are fed through the main bus system, using the aircraft structure as a common ground return. Individual circuit breakers, located along the bottom of the right instrument subpanel, are placarded with their particular circuit functions and are either the push-to-reset, push-pull or toggle type. Extra space is provided for circuit breakers to protect additional equipment which may be installed later. 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 crankcase. When the starter motor is de-energized the drive disengages from the ring gear pinion. An optional external power receptacle on the left engine nacelle will accept a standard auxiliary power unit's AN plug for ground checks and starting. External power should be used particularly in cold weather when the starting load is greatest and the batteries output is reduced. RADIO EQUIPMENT The combinations of optional radio packages available include VHF communications and navigation equipment, marker beacon, ADF and standard broadcast reception in addition to low, medium and high-frequency transmitters and receivers. Since selection of 24 Revised November 10, 1958 the radio equipment is determined by the needs and preferences of individual operators, detailed discussion of radio equipment has been omitted from this handbook. All radio equipment is installed in the upper portion of the nose compartment and controlled from the instrument panel. The glass fiber nose section is suitable for ILS and flush-type omni antennas. The completely enclosed glass fiber tail cone may be used to house an ADF loop. LIGHTING Cabin and instrument illumination are provided by a lighting sys- tem in the cabin overhead panel. The cabin light is controlled by an "ON-OFF" switch beside the light and a rheostat switch be- neath the control console adjusts the intensity of the instrument lights. Sealed-beam landing lights in the leading edge of each outboard wing panel are shielded by clear plastic lenses with a specially- designed shaded area to produce maximum effectiveness. Either light is operated independently by separate switches; operation Revised November 10, 1958 25 during ground maneuvering or prolonged operation in the air 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 two position switch on the right sub-panel. Lighting for the trim tab and mechanical landing gear position indicators is controlled by a rheostat switch slightly below the control console. LANDING GEAR, BRAKES AND STEERING The TRAVEL AIR's extra-strong, electrically-operated landing gear incorporates the advantages obtainable only with tricycle 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. 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 BRACE ASSEMBLY 26 Revised March 20, 1958 instrument panel. 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 com- pletely 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 up-locks actuated by the retraction system lock the main gear positively in the up position. No down locks 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. The landing gear position lights, located beside 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 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 com- pletes it, 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. When either, or both throttles are retarded below an engine setting sufficient to sustain flight, with the gear retracted, a warning horn will sound an intermittent note. During single engine operation 27 the horn may be silenced by advancing the throttle of the inoper- ative engine enough to actuate the warning horn's throttle switch. The steerable nose wheel, connected to the rudder pedals by a spring loaded linkage, is designed to absorb shocks and auto- matically caster to the correct alignment upon touch-down, when operating under cross-wind conditions. The retraction of the gear relieves the rudder pedals of their nose steering load and centers the wheel, by a roller and slot arrangement, to insure proper retrac- tion into the wheel-well. A hydraulic dampener on the nose wheel strut compensates for the inherent shimmy tendency of a pivoted nose wheel. The landing gear 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 EMERGENCY operation of the landing gear (lowering only) a hand-crank is located behind the front seat. The crank, when engaged, drives the normal gear actuation system. The main landing gear wheels are equipped with Goodyear single- disc, self-adjusting 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 right of 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 re- tained and the brakes remain set. Pushing the control in opens the valve and releases the brakes. VACUUM SYSTEM Suction for the vacuum-operated gyroscopic flight instruments is supplied by two engine-driven vacuum pumps, interconnected to form a single system. For single-engine operation an automatic check valve for the inoperative engine closes thus forming a com- plete vacuum system sustained by the engine in use. Either vacuum 28 . -··· •I I r·I 6 VACUUM SYSTEM VACUUM REGULATOR CHECK VALVE VACUUM PUMP VACUUM PUMP pump has sufficient capacity to maintain the complete aircraft gyro instrumentation. A vacuum gage selector valve, on the lower control pedestal, per- mits a check of the vacuum at four points in the system. The valve has four positions: directional gyro, gyro horizon, left pump and right pump. The suction in inches of mercury at any of the points selected is indicated on the instrument panel suction gage. During normal operation the valve should be positioned in either "Directional Gyro" or "Gyro Horizon." Air entering the system is taken in through the using instruments themselves. To eliminate dust and grit, which might injure the instruments, each of the instrument air intakes is fitted with a filter. Sluggish or erratic operation of one or more of the vacuum driven instruments, with a normal suction gage reading, indicates that clogged filter is reduc- ing the volume of intake air to less than the instruments require. Suction in the system is controlled by adjustable, spring-loaded valves. One in the instru:r;nent line just ahead of the instrument panel acts as a system regulation valve and one in each engines nacelle acts as a relief valve. All three valves are set to bleed air into the system as required to maintain the correct suction supply. Revised March 20, 1958 29 HEATING AND VENTILATING SYSTEM The fresh air heating and ventilation system in the nose of the Travel Air provides an ample supply of heated or cold air to the cabin both in flight and on the ground. Manually-operated cockpit controls regulate the heater and the air supply for individual prefer- ences. The system consists of a Janitrol 35,000 BTU combustion heater, a ventilation air blower, fuel pump, fuel· filter, shut-off valves and temperature-limiting thermostats. An iris-type air valve controlled from the cabin admits ram air taken in around the nose taxi light into the blower and the combustion heater plenum. All ventilation air passes through the heater before it is distributed to the cabin and windshield defroster outlets. For flight operation, ram pressure alone forces fresh air through the system; on the ground, when ram pressure would be insufficient, a ventilation blower maintains air flow through the system for either hot or cold air. The blower is controlled by a switch con- nected to the landing gear actuation linkage in the fuselage center section, so that the blower operates when the landing gear is down, the "Cabin Heat" switch "ON" and the "Cabin Air" control in. The blower is shut off automatically when the gear is retracted, and may be shut off manually through the instrument panel switches or by pulling the "Cabin Air" valve control out approximately half way, partially closing the iris valve in the intake and opening a blower switch in the control linkage. This switch also turns off the heater since with the iris valve only slightly open the intake air will be insufficient for proper heater functioning. To obtain more cabin heat during flight in low outside air temper- atures, pull the "Cabin Air" valve control out as far as possible without shutting off the heater. This reduces the volume of air passing through the heater thus enabling the heater to raise the temperature of the air to a comfortable level. 30 Revised March 20, 1958 Heater operation is controlled by a ductstat in the distribution plenum, which acts as a cycling thermostat to maintain within close tolerances the tep1perature selected with the mechanical thermostat control, by starting and stopping the heater. The "Cabin Temperature" control, on the left sub-panel, adjusts the opening HEATING AND VENTILATION Revised March 20, 1958 31 temperature of the ductstat. When less heat is required, the open- ing temperature is lowered, and when more heat is required, the opening temperature is raised. The ductstat upper limit is set at 180°F, to prevent uncomfortably-hot air from entering the cabin. The windshield defroster duct serves a dual purpose; in addition to its normal function, cabin ventilation may be more evenly distributed by using it as a variable cold air outlet. A normally-open thermostat in the heater discharge plenum acts as a safety device, to render the heater system completely inoper- ative if a malfunction should occur which would result in danger- ously-high temperatures. This thermostat is set to close at 300°F, grounding a circuit through a fuse in the heater power supply. Grounding the circuit will blow the fuse, disconnecting all power to the heater circuits. It does not affect the blower circuit, how- ever. The fuse is located on the upper right-hand segment of the bulkhead behind the instrument panel, in a place chosen deliber- ately for inaccessibility in flight. Since any condition causing this fuse to blow will be hazardous, its location is intended to prevent replacement before the malfunction has been investigated and corrected. Such an arrangement is required by Civil Aeronautics Board regulations, for combustion-type heaters. Fuel for the heater is drawn from the left main wing tank, by a separate, electric fuel pump. The heater fuel line is equipped with a strainer. A spring-loaded solenoid valve, which closes whenever the heater is off, prevents any seepage of fuel from the line into the inoperative heater. If a heater malfunction should occur resulting in the overheat fuse blowing, the system should be thoroughly checked and the mal- function corrected before the heater is operated again. The heater ignition unit, mounted in the nose cap, uses a vibrator to provide interrupted current for its high-voltage coil. The unit is equipped with two sets of points; a toggle type switch, located beneath the left sub-panel, will place the alternate set in service. When the alternate points are used, the points should be replaced as soon as practicable. PITOT AND STATIC PRESSURE SYSTEMS Impact air pressure and atmospheric air pressure for the airspeed indicator, altimeter and vertical speed indicator are supplied by 32 Revised March 20, 1958 PITOT AND STATIC AIR SYSTEM the pitot and static air systems. Since the accuracy of these instru- ments depends on accurate pickup of the two pressures, the systems have been developed carefully and tested in Bight with highly- accurate special equipment. The static air system picks up atmospheric pressure from buttons on each side of the fuselage just aft of the last cabin bulkhead, where they are least affected in Bight by impact pressure and turbu- lence. Lines from the buttons are connected to a single line which nms forward to the instrument panel, where it is connected to the airpseed, altimeter and vertical speed instruments. A short length of rubber tubing in the static pressure line, accessible through an opening in the left side of the baggage compartment, may be dis- connected to drain moisture from the system. Operated by the differential between impact air pressure and atmos- pheric air pressure, the airspeed indicator is connected to both the static system and the pitot system. Impact pressure is picked up by the pitot head, mounted on a mast under the left wing, and conducted inboard to the instrument panel. Since the pitot head is subject to impact ice accumulations, it is equipped with an elec- tric heating element, controlled by a switch on the right sub-panel. 33 Proper operation of the pitot and static systems may be vital to your safety, and their proper care merits your personal attention. Both the pitot and static port openings must be kept free of foreign matter. Always install the pitot cover whenever the aircraft is parked, and make a check of the openings a part of every preflight inspection. Sluggish or obviously-low indications from all three instruments will result from even a partial restriction in the static system, while similar response from the airspeed indicator only may indicate a restriction in the pitot system. Limit ground oper- ation of the pitot heater to brief periods for functional checks. 34 Flying the Travel Air To the pilot with many hours of multi-engine experience, much of the material in this section, and in the section on emergencies, will be familiar. He can scan whole pages, make mental notes of a few points and go on, for the Travel Air is quite a normal twin- engine airplane. This section is aimed primarily at the pilot, how- ever experienced, to whom steering with the throttles may be a novelty; if to the experienced multi-engine pilot this section seems over-large, his indulgence is asked. The specific information of this section as to operational limita- tions, necessary precautions and procedures, have been determined through engineering computations and Hight testing of the aircraft. The general handling technique presented is based on the recom- mendations 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 give a working basis for figuring the aircraft's performance under many combinations of the variable factors con- nected with Hying. However except for the limitations and pre- cautions mentioned, both the procedures and the graphs are in- tended primarily as guides and are no substitute for good judgment. In general the aircraft is characterized by excellent stability, han- dling ease and high maneuverability; the controls are effective throughout the speed range from stall to maximum dive velocity. You will find the Travel Air has no unconventional traits or peculi- arities to master; it behaves exactly as an airplane should. 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. 35 In addition to the checks listed below, the "walk-around" portion of your preflight inspection should include checking the rig and freedom of control surfaces, visually checking the condition of the windshield and side windows, antenna rigging and dents and scratches in the skin or other minor damage which should be noted and evaluated. The following items require specific checking during the "walk around" phase of the preflight inspection: 1. Cabin for desired arrangement; battery and magneto switches "OFF." Adjust all trim tab controls to indicate a "0" reading. Remove and stow the control lock. CAUTION Under circumstances where propeller blast or windy con- ditions 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. 2. Static pressure buttons for foreign material; trim tabs stream- lined with the control surfaces. 3. All access doors and inspection openings covered and their fastenings secure. 4. Wing tips and position lights for damage; remove pitot cover and tie-down lines. 5. Fuel level in all cells: check visually then replace and secure the filler caps. 6. Drain the fuel sediment bowls and strainers ( 2 places); the fuel selector valves ( 2 places) and the fuel cell sumps ·( 4 places). 7. Engine oil level, open cowling and read from the graduated dip-stick in the oil filler cap; replace and tighten the filler caps. 8. Inside each nacelle for evidence of oil, fuel or exhaust leak- age; secure cowling. 9. Propeller blades for freedom from nicks and scratches. 36 10. Tires and shock struts for specified inflation and cleanliness. Landing gear safety switch for security and obvious damage. :\lain gear tire pressure 36 psi; nose gear tire pressure 28 psi. All shock struts extended 2 inches (under normal fuel and oil load only). 11. Baggage compartments for cargo security; doors closed and latched. 12. Aircraft loading within the specified weight and balance limitations. BEFORE STARTING ENGINES 1. Lock the cabin door and windows. Fasten your safety belt and be sure your passengers do the same; use shoulder harness as desired. 2. Set parking brake; adjust seat and rudder pedals. 3. Check all controls for full travel and freedom of movement. 4. Set the altimeter and clock; uncage the gyro instruments. 5. Check circuit breaker panel. 6. Landing gear switch DOWN. Mechanical indicator under the control pedestal full DOWN. 7. Carburetor heat controls full forward (cold). 8. Fuel selector valves on the main fuel tanks. 9. Radio switches "OFF." 10. Battery and generator master switches "ON." If an auxiliary power unit is to be used, leave the master switches "OFF." 11. Check the fuel level indication for all cells. 12. Check the landing gear and flap position lights, both green, and test the stall warning light, red. 13. Cowl flaps "OPEN." (On aircraft TD-174 and after, check the cowl flap position light, amber.) 14. Position the propeller controls full forward (low pitch, high rpm). Revised November 10, 1958 37 15. Position the throttles about ~4 inch open. 16. Set trim tabs - 0 to 3 points nose up, depending on your loading. STARTING Look over the area around the aircraft to be sure of sufficient taxi clearance with respect to other aircraft, buildings or other struc- tures. Make sure your propeller blast is in the clear before running up the engines. The use of prime for engine starting is largely a matter of indi- vidual preference and the operational temperatures concerned, both atmospheric and mechanical. With atmospheric temperatures above 30°F priming normally is unnecessary while below 30°F it is usually beneficial. 1. Left magneto switch "ON" for engine to be started. 2. Cold engine starting: mixture controls full forward (rich mixture). Apply 2 or 3 full strokes with the hand primer on the engine to be started. Hot engine starting: mixture controls full aft (idle-cut -off) . Advance mixture control after the starter is actually cranking the engine; do not prime. 3. Fuel boost pump "ON" only for engine to be started. Check fuel pressure indication. 4. Propeller clear. 5. Actuate the starter switch. Limit each cranking period to a 10 or 12 second operation. A 5 minute cooling and rest interval, between cranking periods, will extend starter life. 38 NOTE Should the engine stop firing completely due to an exces- sively rich mixture or flooded condition, move the mixture control full aft (idle-cut-off), turn "OFF" the magneto switch and move the throttle control full forward. Engage the starter and turn the engine through approximately ten revolutions. Following the check list procedure, attempt a restart. Do not pump the throttle; to do so will only increase the possibility of flooding. Revised March 20, 1958 SMOKE AND FLAME IDENTIFICATION POSSIBLE INSTRUMENT SMOKE AND INDICATION DANGER CAUSE AND REMEDY FLAME PATTERN High CHT and CAT Loss of CAUSE: Detonation, Puffs of black fluctuating MP, rpm. power, afterfire or backfire from smoke from ex- engine lean mixture and/ or haust. Rough failure. carburetor failure. engine. REMEDY: Enrich mixture, reduce power and tempera- ture. Watch engine instruments. Drop in oil pressure. Slight CAUSE: Slight oil leak. Thin wisps of possibility bluish- grey of fire. REMEDY: Shut down smoke from and check. Be alert cowl flaps and for fire. exhaust areas. High CHT; Engine CAUSE: Cylinder head or Variable grey fluctuating MP, failure exhaust stack failure. smoke and pos- rpm, and low oil and fire. sible light flame pressure. REMEDY: Shut down from cowl flaps and check. Be alert and exhaust for fire. areas. Sudden drop in MP Uncon- CAUSE: Initial induction Heavy black and rpm with high trolled fire from burning fuel. smoke from CHT. fire. exhaust. REMEDY: Increase rpm, try to draw fire thru enQine. Variable oil pressure. Uncon- CAUSE: Oil leak and Black smoke High CAT. trolled oil fire. from accessory fire. section. REMEDY: Shut down, fight fire. Variable fuel pressure Uncon- CAUSE:' Fuel leak Black smoke high CAT. trolled and fire. and orange fire. flame from ac- REMEDY: Shut down, cessory section. fight fire. Drop in MP, RPM, Slight pos- CAUSE: excessively-rich mix- Black smoke, low CHT. sibility of ture, carburetor failure. perhaps orange fire. REMEDY: lean shut flame from mixture, exhaust. down and check carburetor. 39 6. After the engine is running evenly, turn on the right mag- neto switch and open the throttle to an indicated engine speed of 800 rpm; check the engine gage for oil pressure indication. If no pressure is shown within 30 seconds, stop the engine. 7. When engine temperatures have begun to rise, advance the throttle to an indicated engine speed of approximately 1300 rpm for warm-up. 8. Switch the fuel boost pump "OFF" and check the engine driven fuel pump pressure and operation. 9. Start the remaining engine using the same procedure. 10. Disconnect external power, if used, then turn on battery switch. EXTERNAL POWER Before connecting an auxiliary power unit, turn "OFF" the battery and generator switches and all other electrically-operated equip- ment. If the auxiliary power unit does not have a standard AN type plug, check the polarity of the unit and connect its positive lead to the center post and the negative lead to the front post of the aircraft's external power receptacle. The aircraft, being nega- tive-ground, requires a negative-ground auxiliary power unit; re- versing the polarity of the unit can produce a battery fire or serious damage to other electrical equipment. Make sure of polarity before the unit is connected. TAXIING NEVER TAXI WITH A FLAT SHOCK STRUT Ground operation under its own power is quite easy in the Travel Air, with its excellent visibility, short turning radius and maneuver- ability. Normally, warm-up rpm will supply sufficient power for ground operations except when taxiing over rough areas or under extremely windy conditions. To taxi, simply release the parking brake control and allow the aircraft to start rolling forward, check the brakes by applying them several times lightly, thus assuring that the brakes are functioning properly and are ready for use. Unless sudden stoppage is probable, do not "ride" the brakes. Govern your taxi speed with throttle coordination. Most turns may be made with the steerable nose 40 Revised March 20, 1958 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 obstructions. Do not apply brakes suddenly unless absolutely necessary. Hold the control column full back to reduce weight and relieve loads on the nose gear ass.embly. Although the nose wheel is unusually strong, always be conscious of its location and the fact that the airplane is pushing it along the ground. WARM-UP AND PREFLIGHT CHECKS After you have reached the designated or pre-determined point on the airport for engine run-up, which should be at least 100 feet from the active runway, head the aircraft into the wind, straighten the nose wheel and set the parking brake. If necessary allow the engines to complete their warm-up at 1300 rpm. Limit ground running as near as possible to 4 minutes in cold weather and 2 minutes at temperatures above 70°F. To attain maximum engine cooling, the rpm settings given are those to be used with the propellers in full low pitch (high rpm) 41 and when the aircraft is warmed-up and checked on a clean hard- surfaced area. Reduce the rpm accordingly for other types of surfaces to prevent damage to the propellers and underside of the fuselage from small stones, sand etc. picked up and thrown by the propellers. When normal engine operating temperatures are reached, set either throttle at 2200 rpm and complete the following checks: 1. Visually check for both engines- oil temperature, 140°F minimum for run-up. Oil pressure - 85 psi maximum, 60 psi mini- mum and 25 psi idling. Fuel pressure - 5.0 psi maximum, 0.5 psi minimum and 3.0 psi desired. 2. Re-check the fuel gages for correct reading with the electrical system now in operation. 3. Check the ammeter gages for correct generator output. Gen- erator cut-in speed should be approximately 1250 engine rpm. 4. Mixture controls full forward (rich mixture). 5. Pull the carburetor heat control out. Correct operation will be indicated by a drop in manifold pressure and engine rpm. If equipped with carburetor mixture temperature indicators, a heat rise will be noted. 6. Turn the vacuum selector valve to the engine being checked. The suction gage should indicate about 5.4 inches Hg. Position the valve in either "Directional Gyro" or "Gyro Horizon" after the check. 7. Pull the propeller control lever aft to the high pitch detent and reposition it full forward again after the propeller has changed to high pitch (low rpm) and the engine speed has stabilized. Exercise the propeller through this cycle 2 or 3 times to assure correct governing action. 42 NOTE When exerclSlng the propellers within 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. 8. Advance the throttle to full open, 2550 to 2600 static rpm and switch "OFF" each magneto separately for approximately 3 seconds. Maximum drop should not exceed 75 rpm. 9. Reduce the engine speed to idle rpm and switch "OFF" both magnetos just long enough to determine if the engine stops firing. To avoid spark plug fouling, do not idle the engines at low speeds for prolonged periods. 10. Adjust engine speed to approximately 1300 rpm and repeat steps 5 through 10 for the other engine. 11. Set the gyro instruments. 12. Check pitot heat, by observing the ammeters when the switch is turned "ON," then "OFF." 13. With the propeller controls full forward, in the low pitch (high rpm) position, open both throttles simultaneously with a smooth, steady motion and observe if power is developed equally in both engines. Hetard the throttles to approximately 1300 rpm. On an average day, with full throttle, the static rpm should be approximately 2600. Bear in mind, however, that atmospheric 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. 14. Adjust the friction lock on the control console tight enough to prevent the engine controls from creeping. 15. Turn the fuel boost pumps "ON" and check the indicated pressure. 16. Visually check the control console from top to bottom and the instrument panel from right to left. Special attention should be given to fuel and oil pressures, oil temperature and cylinder head temperature. NOTE Since the propellers are feathered by a spring which exerts a constant pressure, and will do so whenever the governor boosted oil pressure to the propeller hub is relieved, it is 43 not necessary to check the feathering cycle with each pre- flight inspection. The heavy loads imposed on the engine offset the advantages of the check. 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, maintaining positive directional con- trol with the rudder pedals. Do not exceed 28.5 inches Hg. or 2700 rpm. CAUTION If you are taking-off or landing behind a large multi-engine o