Beechcraft 95 Travel Owner's Manual Supplement

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 ol Contents This Is Your Travel Air .................... Pages 1 to 12 Systems and Their Controls ................ Pages 13 to 34 Flying the Travel Air ...................... Pages 35 to 84 Cruise Control ............................ Pages 85 to 98 Loading Your Travel Air ................... Pages 99 to 104 Emergency Procedures ..................... Pages 105 to 124 Keeping Your Travel Air New .............. Pages 127 to 160 Performance Graphs Normal Take-Off .......................... Pages 46, 47, 48, 49 Minimum-Run Take-Off .................... 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 ....................... Page 91 Horsepower vs. Fuel Consumption .......... Page 92 Cruising Operation ........................ Page 93 Range at Altitude ......................... Pages 94, 95, 96, 97 Zero Thrust Graph ........................ Page 107 Single-Engine Climb ...................... Pages 108-109 Acceleration and Stop Distance ............. Page 110 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