Owner's Manual

........................................................... Figure 1-2 For Training Purposes Only @a. b. c. @ a. © a. b. c. ®a. b. c. d. e. f. g. h. ® a. b. 0 a. b. c. d. ® a. 1-1. Remove rudder gust lock, if installed. Disconnect tail tie-down. Check control surfaces for freedom of movement and security. Check aileron for freedom of movement and security. Disconnect wing tie-down. Check main wheel tire for proper inflation. Visually check fuel quantity, then check fuel filler cap secure. Check oil level. Do not operate with less than four quarts. Fill to six quarts for extended flight. Before first flight of the day and after each refueling, pull out strainer drain knob for about four seconds to clear fuel sys- tem of possible water and sediment. After draining, make sure that strainer drain is closed. If water is observed in this check, the system may contain additional water, and the wing tank sump drain plugs and fuel line drain plug should be removed to check for the presence of water. Check propeller and spinner for nicks and security. Check carburetor air filter for restrictions by dust or other foreign matter. Check landing light for condition and cleanliness. Check nose wheel strut and tire for proper inflation. Disconnect nose tie-down. Inspect flight instrument static source opening on left side of fuselage for stoppage. Visually check fuel quantity, then check fuel filler cap secure. Check main wheel tire for proper inflation. Remove pi tot tube cover, if installed, and check pitot tube opening for stoppage. Check stall warning vent opening for stoppage. Check fuel tank vent opening for stoppage. Disconnect wing tie-down. Check aileron for freedom of movement and security. 1-3 For Training Purposes Only BEFORE STARTING THE ENGINE. (1) Seats, Seat Belts, and Shoulder Harnesses -- Adjust and lock. (2) Fuel Shutoff Valve Handle -- "ON. 11 (3) Brakes -- Test and set. (4) Radios and Electrical Equipment -- "OFF. 11 STARTING THE ENGINE. (1) Carburetor Heat -- Cold. (2) Mixture -- Rich. (3) Primer -- As required. (4) Throttle -- Open 1/4 inch. (5) Master Switch -- "ON." (6) Propeller Area -- Clear. (7) Ignition Switch -- "START" (release when engine starts). (8) Oil Pressure -- Check. BEFORE TAKE-OFF. (1) Cabin Doors -- Latched. (2) Flight Controls -- Check for free and correct movement. (3) Elevator Trim Control Wheel -- "TAKE-OFF1 ' setting. (4) Throttle Setting -- 1700 RP.M. (5) Engine Instruments -- Within green arc. (6) Suction "'Gage -- Check in green arc (4. 6 to 5. 4 inches of mercury). (7) Magnetos -- Check (RPM drop should not exceed. 150 RPM on either magneto or 75 RPM differential between magnetos). (8) Carburetor Heat -- Check operation. (9) Flight Instruments and Radios - - Set. (10) Throttle Friction Lock -- Adjust. TAKE-OFF. NORMAL TAKE-OFF. 1-4 (1) Wing Flaps - - Up. (2) Carburetor Heat - - Cold. (3) Throttle - Full "OPEN. " For Training Purposes Only (4) Elevator Control -- Lift nose wheel at 55 MPH. (5) Climb Speed - - 70 to 80 MPH. MAXIMUM PERFORMANCE TAKE-OFF. (1) Wing Flaps -- Up. (2) Carburetor Heat - - Cold. (3) Brakes -- Hold. (4) Throttle -- Full "OPEN." (5) Brakes -- Release. (6) Elevator Control -- Slightly tail low. (7) Climb Speed -- 70 MPH (with obstacles ahead). ENROUTE CLIMB. (1) Airspeed -- 75 to 85 MPH. NOTE If a maximum performance climb is necessary, use speeds shown in the Maximum Rate-Of-Climb Data Chart in Section VI. (2) Throttle -- Full "OPEN." (3) Mixture -- Rich (unless engine is rough). CRUISING. (1) Power -- 2000 to 2750 RPM. (2) Elevator Trim Control Wheel - - Adjust. (3) Mixture -- Lean to maximum RPM. BEFORE LANDING. (1) Mixture -- Rich. (2) Carburetor Heat -- Apply full heat before closing throttle. (3) Airspeed -- 70 to 80 MPH (flaps up). (4) Wing Flaps -- As desired below 100 MPH. (5) Airspeed -- 60 to 70 MPH (flaps extended). 1-5 For Training Purposes Only BALKED LANDING (GO-AROUND). (1) Throttle -- Full "OPEN." (2) Carburetor Heat - - Cold. (3) Wing Flaps -- Retract to 20°. (4) Upon reaching an airspeed of approximately 65 MPH, retract flaps slowly. NORMAL LANDING. (1) Touchdown -- Main wheels first. (2) Landing Roll -- Lower nose wheel gently. (3) Braking -- Minimum required. AFTER LANDING. (1) Wing Flaps - - Up. (2) Carburetor Heat -- Cold. SECURING AIRCRAFT. 1-6 (1) Parking Brake -- Set. (2) Radios and Electrical Equipment - - "OFF. " (3) Mixture -- Idle cut-off (pulled full out). (4) Ignition and Master Switches - "OFF." (5) Control Lock -- Installed. For Training Purposes Only 1-7 For Training Purposes Only 1-8 INSTRUMENT PANEL 234567 89 1. Turn Coordinator (Opt.) 2. Airspeed Indicator 3. Directional Gyro (Opt.) 4. Gyro Horizon (Opt.) 5. Clock (Opt.) 6. Aircraft Registration Number 7. Vertical Speed Indicator (Opt.) 8. Altimeter 9. Marker Beacon Indicator Lights and Switches/Radio Transmitter Selector Switch (Opt.) 10. Omni Course Indicator (Opt.) 11. ADF Bearing Indicator (Opt.) 12. Rear View Mirror and Control (Opt.) l:l. Radios (Opt.) 14. Tachometer 15. Optional Instrument Space 16. Fuel and Oil Gages 17. Suction Gage (Opt.) 18. Ammeter 19. Over-Voltage Warning Light 20. Map Compartment 21. Cabin Air/Heat Control Knobs 22. Wing Flap Switch Figure 2-1. 23. Cigar Lighter (Opt.) 24. Mixture Control Knob 25. Throttle (With Friction Lock) 26. Microphone (Opt.) 27. Elevator Trim Control Wheel 28. Carburetor Heat Control Knob 29. Electrical Switches 30. Fuses 31. Radio Dial Light Rheostat 32. Panel Lights Rheostat 33. Ignition/Starter Switch 34. Master Switch 35. Primer 36. Parking Brake Knob For Training Purposes Only Section II ---------------------------- .tnz ............. ----~--------------------------------------------__ ,,, ........._ DESCRIPTION AND OPERATING DETAILS The following paragraphs describe the systems and equipment whose function and operation is not obvious when sitting in the airplane. This section also covers in somewhat greater detail some of the items listed in Check List form in Section I that require further explanation. FUEL SYSTEM. Fuel is supplied to the engine from two tanks, one in each wing. From these tanks, fuel flows by gravity through a fuel shutoff valve and fuel strainer to the carburetor. Refer to figure 2-2 for fuel quantity data. For fuel system servicing information, refer to Servicing Requirements on the inside back cover. LONG RANGE FUEL TANKS. Special wings with long range fuel tanks are available to replace the FUEL QUANTITY DATA (U.S. GALLONS) USABLE FUEL UNUSABLE TOTAL TANKS ALL FLIGHT FUEL FUEL CONDITIONS VOLUME TWO, STANDARD WING 22.5 3.5 26.0 (13 GAL. EACH} TWO, LONG RANGE WING 35.0 3. 0 38.0 {19 GAL. EACH} Figure 2-2. 2-1 For Training Purposes Only FUEL SYSTEM SCHEMATIC VENT 2-2 LEFT FUEL TANK FUEL SHUTOFF VALVE Due to cross-feeding between fuel tanks, the tanks should be re- topped after each refueling to assure maximum capacity. rFu~ I 22.5 GALS I i ON c::::::ID: I I L--~ :::::::-::::: CODE ENGINE PRIMER !::::::::::::! FUEL SUPPLY c:::::::J VENT MECHANICAL LINKAGE CARBURETOR TO ENGINE CYLINDERS • Figure 2-3. RIGHT FUEL TANK THROTTLE MIXTURE CONTROL KNOB For Training Purposes Only standard wings and fuel tanks for greater endurance and range. ELECTRICAL SYSTEM. Electrical energy is supplied by a 14-volt, direct-current system powered by an engine-driven alternator (see figure 2-4). A 12-volt battery is located on the right, forward side of the firewall just inside the cowl access door. Power is supplied through a single bus bar; a master switch controls this power to all circuits, except the engine ignition sys- tem, optional clock and optional flight hour recorder (operative only when the engine is operating). MASTER SWITCH. The master switch is a split- rocker type switch labeled "MASTER, " and is "ON" in the up pos~tion and "OFF" in the down position. The right half of the switch, labeled "BAT," controls all electrical power to the airplane. The left half, labeled "ALT," controls the alternator. Normally, both sides of the master switch should be used simulta- neously; however, the "BAT" side of the switch could be turned "ON" separately to check equipment while on the ground. The "ALT" side of the switch, when placed in the "OFF" position, removes the alternator from the electrical system.' With this switch in the "OFF" position, the entire electrical load is placed on the battery. Continued operation with the alternator switch "OFF" will reduce battery power low enough to open the battery contactor, remove power from the alternator field, and pre- vent alternator restart. AMMETER. The ammeter indicates the flow of current, in amperes, from the al- ternator to the battery or from the battery to the aircraft electrical sys- tem. When the engine is operating and the master switch is "ON," the ammeter indicates the charging rate applied to the battery. In the event the alternator is not functioning or the electrical load exceeds the output of the alternator, the ammeter indicates the discharge rate of the battery. 2-3 For Training Purposes Only ELECTRICAL SYSTEM OVER- VOLTAGE WARNING LIGHT ..:.. / - BATTERY GROUND SERVICE PLUG RECEPTACLE (OPT) CODE @ CIRCUIT BREAKER (AUTO-RESET) Q) CIRCUIT BREAKER (PUSH.TO-RESET) • FUSE * DIODE /1111'1 RESISTOR ~ ~ CAPACITOR (NOISE FILTER) MAGNETOS Figure 2-4. 2-4 SCHEMATIC TO IGNITION /STARTER SWITCH TO WING FLAP SYSTEM TO LANDING LIGHT (OPT) TO WING TIP STROBE LIGHTS (OPT) TO FLASHING BEACON (OPT) TO PITOT HEAT SYSTEM (OPT) TO NAVIGATION LIGHTS AND OPTIONAL CONTROL WHEEL MAP LIGHT TO . TRANSMITTER RELAY TO DOME LIGHT TO RADIO (OPT) TO RADIO (OPT) TO OPTIONAL TURN COORDINATOR OR OPTIONAL TURN-AND. BANK INDICATOR TO INSTRUMENT AND COMPASS LIGHTS TO FUEL QUANTITY INDICATORS For Training Purposes Only OVER-VOLTAGE SENSOR AND WARNING LIGHT. The aircraft is equipped with an automatic over-voltage protection system consisting of an over-voltage sensor behind the instrument panel and a red warning light, labeled "HIGH VOLTAGE", near the ammeter. In the event an over-voltage condition occurs, the over-voltage sen- sor automatically removes alternator field current and shuts down the alternator. The red warning light will then turn on, indicating to the pilot that the alternator is not operating and the aircraft battery is sup- plying all electrical power. The over-voltage sensor may be reset by turning the master switch off and back on again. If the warning light does not illuminate, normal alternator charging has resumed; however, if the light does illuminate again, a malfunction has occurred, and the flight should be terminated as soon as practical. The over-voltage warning light may be tested by momentarily turning off the "ALT" portion of the master switch and leaving the "BAT" portion turned on. · FUSES AND CIRCUIT BREAKERS. Fuses on the left lower portion of the instrument panel protect the majority of electrical circuits in the airplane. Labeling below each fuse retainer indicates the circuits protected by the fuses. Fuse capacity is shown on each fuse retainer cap. Fuses are removed by pressing the fuse retainers inward and rotating them counterclockwise until they dis- engage. The faulty fuse may then be lifted out and replaced. Spare fuses are held in a clip inside the map compartment. NOTE A special "SLO-BLO" fuse protects the wing flaps circuit. If this fuse is replaced, care should be taken to assure that the replacement fuse is oI the proper type and capa- city. A "SLO-BLO" fuse is identified by an integrally mounted spring encircling the fuse element. Two additional fuses are located adjacent to the battery; one fuse pro- tects the battery contactor closing circuit, and the other fuse protects the optional clock and optional flight hour recorder circuits. The airplane utilizes three circuit breakers for circuit protection. A 2-5 For Training Purposes Only "push-to-reset" ci~cuit breaker (labeled "ALT") is located on the left side of the instrument panel near the fuses and protects the alternator cir- cuit. The alternator field and wiring is protected by an automatically re- setting circuit breaker mounted behind the left side of the instrument panel. The cigar lighter has a manually reset type circuit breaker mount- ed directly on the back of the lighter behind the instrument panel. When more than one radio is installed, the radio transmitter relay (which is a part of the radio installation) is protected by the fuse labeled "NAV-DOME." It is important to remember that any malfunction in other systems protected by this fuse (navigation lights, dome light, or optional control wheel map light) which causes the fuse to open will de-activate these systems and the transmitter relay. In this event, the switches for these lighting systems should be turned off to isolate the circuits; then replace the "NAV-DOME" fuse to re-activate the transmitter relay and permit its usage. Do not turn on any of the lights protected by the fuse until the malfunction has been corrected. LIGHTING EQUIPMENT. EXTERIOR LIGHTING. Conventional navigation lights are located on the wing tips and top of the rudder. Optional lighting includes a single landing light or dual land- ing/taxi lights in the cowl nose cap, a flashing beacon on the top of the vertical fin, and a strobe light on each wing tip. All exterior lights are controlled by rocker type switches on the left switch and control panel. The switches are "ON'' in the up position and "OFF" in the down position. The flashing beacon should not be used when flying through clouds or overcast; the flashing light reflected from water droplets· or particles in the atmosphere, particularly at night, can produce vertigo and loss of orientation. The two high intensity strobe lights will enhance anti-collision pro- tection. However, the lights should be turned off when taxiing in the vicinity of other aircraft, or during flight through clouds, fog or haze. INTERIOR LIGHTING. Illumination of the instrument panel is provided by red flood lighting in the forward portion of the overhead console. The magnetic compass 2-6 For Training Purposes Only and flap position indicator are illuminated by integral lighting. A dim- ming rheostat on the left switch and control panel operates these lights. A second rheostat on the panel controls optional radio lighting. Lighting intensity is decreased as the rheostats are turned counterclockwise. An optional map light may be mounted on the bottom of the pilot's control wheel. The light illuminates the lower portion of the cabin just forward of the pilot and is helpful when checking maps and other flight data during night operations. To operate the light, first turn on the "NAV LT" switch, then adjust the map light's intensity with the rheostat disc located at the bottom of the control wheel. A cabin dome light in the overhead console is controlled by a rocker- type switch on the left switch and control panel. The switch is "ON" in the up position and "OFF" in the down position. WING FLAP SYSTEM. The wing flaps are electrically operated by a flap motor located in the right wing. Flap position is controlled by a switch, labeled ''WING FLAPS", on the lower center portion of the instrument panel .. Flap posi- tion is mr~chanically indicated by a pointer housed in the left front door- post. · To extend the wing flaps, the flap switch must be depressed and held in the "DOWN" position until the desired degree of extension is reached. Releasing the switch allows it to return to the center off position. Normal full flap '.extension in flight will require approximately 9 seconds. After the flaps reach maximum extension or retraction, limit switches will automatically shut off the flap motor. To retract the flaps, place the flap switch in the "UP" position. The switch will remain in the "UP" position without manual assistance due to an over-center design of the switch. Full flap retraction in flight requires approximately 6 seconds. More gradual flap retraction can be accomplish- ed by intermittent operation of the flap switch to the "UP" position. After full retraction, the switch is normally returned to the center off position. CABIN HEATING AND VENTILATING SYSTEM. The temperature and volume of airflow into the cabin can be regulated to any degree desired by manipulation of the push-pull "CABIN HT" and 2-7 For Training Purposes Only "CABIN AIR" knobs. Heated fresh air and outside air are blended in a cabin manifold just aft of the firewall by adjustment of the .heat and air controls; this air is then vented into the cabin from outlets in the cabin manifold near the pilot's and passenger's feet. Windshield defrost air is also supplied by a duct leading from the manifold. A separate adjustable ventilator near each upper corner of the wind- shield supplies additional outside air to the pilot and passenger~ PARKING BRAKE SYSTEM. To set the parking brake, pull out on the parking brake knob, apply and release toe pressure to the pedals, and then release the parking brake knob. To release the parking brake, apply and release to.e pressure on the pedals while checking to see that the parking brake knob is full in. SEATS. Standard seating consists of individually adjustable pilot and front passenger seats with two-position reclining backs. By raising a lever at the front of the -seat on the inboard side, the seat can be adjusted fore and aft. A control knob· near the center of the front edge of the seat is used to adjust the reclining angle of the seat back. To recline the back, pull the knob forward firmly and lean back against the seat. The control will remain extended as long as the seat back is reclined. To return the back of the seat to the upright position, pull forward on the bottom edge of the back. The back of these seats will also fold-forward and lay down flat as an aid to 'stowing or retrieving-articles from the baggage area. A child's seat is available for installation in the. rear of the cabin. The seat back is secured to the cabin sidewalls, and the seat bottom is attached to brackets on the floors. The child's seat is not adjustable. SHOULDER HARNESSES. Shoulder harnesses are provided for the pilot and front seat passen- 2-8 For Training Purposes Only ger. Each harness is attached to the rear doorpost just above window line and is stowed behind a stowage sheath mounted above each cabin door. Wnen stowing the harness, fold it and place it behind the sheath. To use the shoulder harness, fasten and adjust the seat belt first. Remove the harness from the stowed position, and lengthen as required by pulling on the end of the harness and the narrow release strap. Snap the harness metal stud firmly into the retaining slot adjacent to the seat belt buckle. Then adjust to length by pulling down on the free end of the harness. A properly adjusted harness will permit the occupant to lean forward enough to sit completely erect but is tight enough to prevent ex- cessive forward movement and contact with objects during sudden decel- eration. Also, the pilot will want the freedom to reach all controls easily. Releasing and removing the shoulder harness is accomplished by pulling upward on the narrow release strap and removing the harness stud from the slot in the seat belt buckle. In an emergency, the shoulder har- ness may be removed by releasing the seat belt first, and then pulling the harness over the head by pulling up on the release strap. STARTING ENGINE. Ordinarily the engine starts easily with one or two strokes of primer in warm temperatures to six strokes in cold weather, with the throttle open approximately 1/4.inch. In extremely cold temperatures, it may be necessary to continue priming while cranking. Weak intermittent firing followed by puffs of black smoke from the exhaust stack indicates overpriming or flooding. Excess fuel can be clear- ed from the combustion chambers by the following procedure: Set the mixture control in full lean position, throttle full open, and crank the en- gine through several revolutions with the starter. Repeat the starting procedure without any additional priming. If the engine is underprimed (most likely in cold weather with a cold engine) it will not fire at all, and additional priming will be necessary. As soon as the cylinders begin ta fire, open the throttle slightly to keep it running. After starting, if the oil gage does not begin to show pressure with- in 30 seconds in the summertime and about twice that long in very cold weather, stop engine and investigate. Lack of oil pressure can cause serious engine damage. After starting, avoid the use of carburetor heat 2-9 For Training Purposes Only unless icing conditions prevail. TAXIING. When taxiing, it is important that speed and use of brakes be held to a minimum and that all controls be utilized (see Taxiing Diagram, figure 2-5) to maintain directional control and balance. Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. The nose wheel is designed to automatically center straight ahead when the nose strut is fully extended. In the event the nose strut is over- inflated and the airplane is loaded to a rearward center of gravity posi- tion, it may be necessary to partially compress the strut to permit steer - ing. This can be accomplished prior to taxiing by depressing the airplane nose (by hand) or during taxi by sharply applying brakes. BEFORE TAKE-OFF. WARM-UP. Most of the warm-up will have been conducted during ta~d, and addi- tional warm-up before take-off should be restricted to the checks out- lined in Section I. Since the engine is closely cowled for efficient in-flight cooling, precautions should be taken to avoid overheating on the ground. MAGNETO CHECK. The magneto check should be made at 1700 RPM as follows. Move ignition switch first to "R" position and note RPM. Next move switch back to "BOTH" to clear the other set of plugs. Then move switch to the "L" position, note RPM and return.the switch to the ''BOTH" position. RPM drop should not exceed 150 RPM on either magneto or show greater .than 75 RPM differential between magnetos. If there is a doubt concerning operation of the ignition system, RPM checks at higher engine speeds will. usually confirm whether a deficiency exists. An absence of RPM drop may be an indi.cation of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing is set in advq:nce of the setting specified. 2-10 For Training Purposes Only TAXIING DIAGRAM CODE WIND DIRECTION ' .;··.-... NOTE Strong quartering tail winds require caution. Avoid sudden bursts of the throttle and sharp braking when the airplane is in this attitude. Use the steerable nose wheel and rudder to maintain direction. Figure 2-5. 2-11 For Training Purposes Only ALTERNATOR CHECK. Prior to flights where verification of proper alternator and voltage regulator operation is essential (such as night or instrument flights), a positive verification can be 1,11ade by loading the electrical system momen- tarily (3 to 5 seconds) with the optional landing light, (if so equipped), or by operating the wing flaps during the engine runup (1700 .RPM). The am- meter will remain within a needle width of zero if the alternator and vol- tage regulator are operating properly. TAKE-OFF. POWER CHECKS. It is important to check full-throttle engine operation early in the take- off run. Any signs of rough engine operation or sluggish engine accelera- tion is good cause for discontinuing the take-off. If this occurs, you are _justified in making a thorough full-throttle, static runup before another take-off is attempted. The engine should run smoothly and turn approxi- mately 2500 to 2600 RPM with carburetor heat off. Full throttle runups over loose gravel are especially harmful to pro- peller tips. When take-offs ·must be made over a gravel surface, it is very important that the throttle be advanced slowly. This allows the air- plane to start rolling before high RPM is developed, and the gravel will be blown back of .the propeller rather than pulled int.o it. When unavoid- able small dents appear in the propeller blades, they should be immediate- ly corrected as described in Section V. Prior to take-off from fields above 5000 feet elevation, the mixture should be leaned to give maximum RPM in a full-throttle, static runup. After full throttle is applied, adjust the throttle friction lock clock- wise to prevent the throttle from creeping back from a maximum power position. Similar friction lock adjustment should. be m~de as required in other flight conditions to maintain a fixed throttle setting. FLAP SETTINGS. Normal and obstacle clearance take-offs are performed with flaps up. The use of 10° flaps will shorten the ground run approximately 10o/o, but this advantage is lost in the climb to a 50-foot obstacle. Therefore the 2.-12 For Training Purposes Only use of 10° flaps is reserved for minimum ground runs or for take-off from soft or rough fields with no obstacles ahead. If 10° of flaps are used in ground runs, it is preferable to leave them extended rather than retract them in the climb to the obstacle. The ex- ception to this rule would be in a high altitude take-off in hot weather where climb would be marginal with flaps 10 °. Flap deflections greater than 10° are not recommended at any time for take-off. PERFORMANCE CHARTS. Consult the Take-Off Distance chart in Section VI for take-off dis- tances at gross weight under various altitude and headwind conditions. CROSSWIND TAKE-OFFS. Take-offs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after take-off. The airplane is accelerated to a speed slightly higher than normal, then pulled off abruptly to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift. ENROUTE CLIMB. CLIMB DATA. For detailed data, see Maximum Rate-Of-Climb Data chart in Section VI. CLIMB SPEEDS. Normal climbs are conducted at 75 to 85 MPH with flaps up and full throttle, for best engine cooling. The mixture should be full rich unless the engine is rough due to too rich a mixture. The best rate-of-climb speeds range from 76 MPH at sea level to 70 MPH at 10, 000 feet. If an obstruction dictates the use of a steep climb angle, climb at an obstacle clearance speed of 70 MPH with flaps retracted. NOTE Steep climbs at low speeds should be of short dura- tion to allow improved engine cooling. 2-13 For Training Purposes Only MAXIMUM CRUISE SPEED PERFORMANCE 753 POWER ALTITUDE RPM TRUE AIRSPEED Sea Level 2525 110 5000 Feet 2650 115 7000 Feet Full Throttle 117 CRUISE. Normal cruising is done between 65% and 75% power. The power settings required to obtain these powers at various altitudes and out.side air temperatures can be determined by using your Cessna Power Com- puter or the OPERATIONAL DATA, Section VI. Cruising can be done most efficiently at high altitude because of lower air density and therefore higher true airspeeds for the same power. This is illustrated in the table above which shows performance at 75% power at various altitudes. To achieve the lean mixture fuel consumption figl!res shown in Sec- tion VI, the mixture should be leaned as follows: pull the mixture control out until engine RPM peaks and begins to fall off, then enrichen slightly back to peak RPM. Carburetor ice, as evidenced by an unexplained drop in RPM, can be removed by application of full carburetor heat. Upon regaining the origi- nal RPM (with heat off), use the minimum amount of heat (by trial and error) to prevent ice from forming. Since the heated air causes a richer mixture, readjust the mixture setting when carburetor heat is to be used continuously in cruise flight. The use of full carburetor heat is recommended during flight in very heavy rain to avoid the possibility of engine stoppage due to excessive water ingestion. The mixture setting should be readjusted for smoothest operation. STALLS. The stall characteristics are conventional for the flaps up and flaps 2-14 For Training Purposes Only down condition. Slight elevator buffeting may occur just before the stall with flaps down. Stall speeds are shown in Section VI for aft c. g., full gross weight conditions. They are presented as calibrated airspeeds because indicated airspeeds are unreliable near the stall. The stall warning horn produces a steady signal 5 to 10 MPH before the actual stall is reached and remains on until the airplane flight attitude is changed. SPINS. Spins are approved in this airplane (see Section IV). For recovery from an inadvertent or intentional spin, the following procedure should be used. (1) Retard throttle to idle position. (2) Apply full rudder opposite to the direction of rotation. (3) After one-fourth turn, move the control wheel forward of neutral in a brisk motion. (4) As rotation stops, neutralize rudder, and make a smooth re- covery from the resulting dive. Application of aileron in the direction of the spin will greatly increase the rotation rate and delay the recovery. Ailerons should be held in a neutral position throughout the spin and the recovery. Intentional spins with flaps extended are prohibited. LANDING. Normal landing approaches can be rnade with power-on or power-off at speeds of 70 to 80 MPH with flaps up, and 60 to 70 MPH with flaps down. Surface winds and air turbulence are usually the primary factors in determining the most comfortable approach speeds. Actual touchdown should be made with power-off and on the main wheels first. The nose wheel should be lowered smoothly to the runway as speed is diminished. 2-15 For Training Purposes Only SHORT FIELD LANDINGS. For a maximum performance short field landing in smooth air condi- tions, make an approach at 60 MPH with 40 ° flaps using enough power to control the glide path. After all approach obstacles are cleared, pro- gressively reduce power and maintain 60 MPH by lowering the nose of the airplane. Touchdown should be made with power-off and on the main wheels first. Immediately after touchdown, lower the nose wheel and apply heavy braking as required. For maximum brake effectiveness, re- tract the flaps, hold full nose-up elevator, and apply maximum brake pressure without sliding the tires. Slightly higher approach speeds should be used under turbulent air conditions. CROSSWIND LANDINGS. When landing in a strong crosswind, use the minimum flap setting required for the field length. Use a wing low, crab, or a combination method of drift correction and land in a nearly level attitude. Excessive nose strut inflation can hinder nose wheel alignment with the airplane ground track in a drifting crosswind landing at touchdown and during ground roll. This can be counteracted by firmly lowering the nose wheel to the ground after initial contact. This action partially com- presses the nose strut, permitting nose wheel swiveling and positive ground steering. BALKED LANDING (GO-AROUND). In a balked landing (go-around) climb, the wing flap setting should be reduced to 20 ° immediately after full power is applied. Upon reach- ing a safe airspeed, the flaps should be slowly retracted to the full up position. In critical situations where undivided attention to the airplane is re- quired, the 20 ° flap setting can be approximated by holding the flap switch for approximately two seconds. This technique will allow the pilot to ob- tain the 20 ° setting without having to divert his attention to the flap posi- tion indicator. 2-16 For Training Purposes Only COLD WEATHER OPERATION. Prior to starting on cold mornings, it is advisable to pull the pro- peller through several times by hand to "break loose" or "limber" the oil, thus conserving battery energy. NOTE When pulling the propeller through by hand, treat it as if the ignition switch is turned on. A loose or broken ground wire on either magneto could cause the engine to fire. In extremely cold (0°F and lower) weather, the use of an external pre- heater is recommended whenever possible to reduce wear and abuse to the engine and electrical system. Cold weather starting procedures are as follows: With Preheat: (1) With ignition switch "OFF" and throttle closed, prime the engine four to ten strokes as the propeller is being turned over by hand. NOTE Use heavy strokes of primer for best atomization of fuel. After priming, push primer all the way in and turn to locked position to avoid possibility of engine drawing fuel through the primer. (2) Propeller Area -- Clear. (3) Master Switch -- "ON." (4) Throttle -- Open 1/4". (5) Mixture -- Full rich. (6) Ignition Switch -- "START." (7) Release ignition switch to "BOTH" when engine starts. (8) Oil Pressure -- Check. Without Preheat: (1) Prime the engine eight to ten strokes while the propeller is being turned by hand with throttle closed. Leave primer charged and ready for stroke. (2) Propeller Area - - Clear. 2-17 For Training Purposes Only (3) Mixture -- Full rich. (4) Master Switch -- "ON." (5) Ignition Switch -- "START." (6) Pump throttle rapidly to full open twice. Return to 1/4" open position. (7) Release ignition switch to "BOTH" when engine starts. (8) Continue to prime engine until it is running smoothly, or alternately, pump throttle rapidly over first 1/4 of total travel. (9) Oil Pressure -- Check. (1 O) Pull carburetor heat knob full on after engine has started. Leave on until engine is running smoothly. (11) Lock primer. NOTE If the engine does not start during the first few attempts, or if engine firing diminishes in strength, it is probable that the spark plugs have been frosted over. Preheat must be used before another start is attempted. IMPORTANT Pumping the throttle may cause raw fuel to accumulate in the intake air duct, creating a fire hazard in the event of a backfire. If this occurs, maintain a cranking action to suck flames into the engine. An outside attendant with a fire extinguisher is advised for cold starts without pre- heat. During cold weather operations, no indication will be apparent on the oil temperature gage prior to take-off if outside air temperatures are very cold. After a suitable warm-up period (2 to 5 minutes at 1000 RPM), ac- celerate the engine several times to higher engine RPM. If the engine accelerates smoothly and the oil pressure remains normal and steady, the airplane is ready for take".'.'off. When operating in sub-zero temperature, avoid using partial carbu- retor heat. Partial heat may increase the carburetor air temperature to the 32° to 70° range, where icing is critical under certain atmospheric conditions. Refer to Section VII for cold weather equipment. 2-18 ----, For Training Purposes Only NOISE ABATEMENT. Increased emphasis on improving the quality of our environment re- quires renewed effort on the part of all pilots to minimize the effect of air- craft noise on the public. We, as pilots, can demonstrate our concern for environmental im- provement, by application of the following suggested procedures, and thereby tend to build public support for aviation: (1) Pilots operating aircraft under VFR over outdoor assemblies of persons, recreational and park areas, and other noise-sensitive areas should make every effort to fly not less than 2, 000 feet above the surface, weather permitting, even though flight at a lower level may be consistent with the provisions of government regulations. (2) During departure from or approach to an airport, climb after take-off and descent for landing should be made so as to avoid pro- longed flight at low altitude near noise- sensitive areas. NOTE The above recommended procedures do not apply where they would conflict with Air Traffic Control clearances or instructions, or where, in the pilot's judgment, an altitude of less than 2, 000 feet is necessary for him to adequately exercise his duty to see and avoid other air- craft. 2-19 For Training Purposes Only For Training Purposes Only Section Ill ---------------------------- .trr ........._ ,,, ..._________________________________________________ __ EMERGENCY PROCEDURES Emergencies caused by aircraft or engine malfunctions are extreme- ly rare if proper pre-flight inspections and maintenance are practiced. Enroute weather emergencies can be minimized or eliminated by careful flight planning and good judgement when unexpected weather is encounter- ed. However, should an emergency arise the basic guidelines described in this section should be consi~red and applied as necessary to correct the problem. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS. Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and over-voltage warning light; how- ever, the cause of these malfunctions is usually difficult to determine. Broken or loose alternator wiring is most likely the cause of alternator failures, although other factors could cause the problem. A damaged or improperly adjusted voltage regulator can also cause malfunctions. Prob- lems of this nature constitute an electrical emergency and should be dealt with immediately. Electrical power malfunctions usually fall into two categories, excessive rate of charge and insufficient rate of chargeo The paragraphs below describe the recommended remedy for each situation. EXCESSIVE RA TE OF CHARGE. After engine starting and heavy electrical usage at low engine speeds (such as extended taxiing) the battery condition will be low enough to ac- cept above normal charging during the initial part of a flight. However, after thirty minutes of cruising flight, the ammeter should be indicating less than two needle widths of charging current. If the charging rate were to remain above this value on a long flight, the battery would over- heat and evaporate the electrolyte at an excessive rate. Electronic com- ponents in the electrical system could be adversely affected by higher than normal voltage if a faulty voltage regulator setting is causing the overcharging. To preclude these possibilities, an over-voltage sensor will automatically shut down the alternator and the over-voltage warning light will illuminate if the charge voltage reaches approximately 16 volts. 3-1 For Training Purposes Only Assuming that the malfunction was only momentary, an attempt should be made to reactivate the alternator system. To do this, turn both sides of the master switch off and then on again. If the problem no longer exists, normal alternator charging will resume and the warning light will go off. If the light comes on again, a malfunction is confirmed. In this event, the flight should be terminated and/or the current drfrin on the battery minimized because the battery can supply the electrical system for only a limited period of time. If the emergency occurs at night, power must be conserved for later use of the landing light and flaps during landing. INSUFFICIENT RATE OF CHARGE. If the ammeter indicates a continuous discharge rate in flight, the alternator is not supplying power to the system and should be shut down since the alternator field circuit may be placing an unnecessary load on the system. All non-essential equipment should be turned "OFF" and the flight terminated as soon as practical. ROUGH ENGINE OPERATION OR LOSS OF POWER. CARBURETOR ICING. A gradual loss of RPM and eventual engine roughness may result from the formation of carburetor ice. To clear the ice, apply full throt- tle and pull the carburetor heat knob full out until the engine runs smooth- ly; then remove carburetor heat and readjust the throttle. If conditions require the continued use of carburetor heat in cruise flight, use the mini- mum amount of heat necessary to prevent ice from forming and lean the mixture slightly for smoothest engine operation. SPARK PLUG FOULING. A slight engine roughness in flight may be caused by one or more spark plugs becoming fouled by carbon or lead deposits. This may be verified by turning the ignition switch momentarily from "BOTH" to either "L" or "R" position. An obvious power loss in single ignition operation is evidence of spark plug or magneto trouble. Assuming that spark plugs are the more likely cause, lean the mixture to the no:rmal lean setting for cruising flight. If the problem does not clear up in several minutes, determine if a richer mixture setting will produce smoother operation. If not, proceed to the nearest airport for repairs using the "BOTH" position of the ignition switch unless extreme roughness dictates the use of a single ignition position. 3-2 ---- i For Training Purposes Only MAGNETO MALFUNCTION. A sudden engine roughness or misfiring is usually evidence of mag- neto problems. Switching from "BOTH" to either "L" or "R" ignition switch position will identify which magneto is malfunctioning. Select different power settings and enrichen the mixture to determine if con- tinued operation on "BOTH" magnetos is practicable. If not, switch to the good magneto and proceed to the nearest airport for repairs. LOW OIL PRESSURE. If low oil pressure is accompanied by normal oil temperature, there is a possibility the oil pressure gage or relief valve is malfunctioning. A leak in the line to the gage is not necessarily cause for an immediate pre- cautionary landing because an orifice in this line will prevent a sudden loss of oil from the engine sump. However, a landing at the nearest air- port would be advisable to inspect the source of trouble. If a total loss of oil pressure is accompanied by a rise in oil tempera- ture, there is good reason to suspect an engine failure is imminent. Re- duce engine power immediately and select a suitable forced landing field. Leave the engine running at low power during the approach, using only the minimum power required to reach the desired touchdown spot. FORCED LANDINGS. PRECAUTIONARY LANDING WITH ENGINE POWER. Before attempting an "off airport" landing, one should drag the land- ing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions, proceeding as follows: (1) Drag over selected field with flaps 20° and 70 l\IIPH airspeed, noting the preferred area for touchdown for the next landing approach. Then retract flaps upon reaching a safe altitude and airspeed. (2) On downwind leg, turn off all switches except the ignition and master switches. (3) Approach with flaps 40° at 65 MPH. ( 4) Unlatch cabin doors prior to final approach. (5) Before touchdown, turn ignition and master switches "OFF." (6) Land in a slightly tail-low attitude. 3-3 For Training Purposes Only EMERGENCY LANDING WITHOUT ENGINE POWER. If an engine stoppage occurs, establish a flaps up glide at 70 MPH. If time permits, attempt to restart the engine by checking for fuel quan- tity, proper fuel shutoff valve position, and mixture control setting. Also check that engine primer is full in and locked and ignition switch is properly positioned. If all attempts to restart the engine fail and a forced landing is im- minent, select a suitable field and prepare for the landing as follows: (1) Pull mixture control to idle cut-off position. (2) Turn fuel shutoff valve to "OFF." (3) Turn all switches "OFF", except master switch. ( 4) Approach at 70 MPH. (5) Extend wing flaps as necessary within gliding distance of field. (6) Turn master switch "OFF." (7) Unlatch cabin doors prior to final approach. (8) Land in a slightly tail-low attitude. (9) Apply heavy braking. DITCHING. Prepare for ditching by securing or jettisoning heavy objects located in the baggage area, and collect folded coats or cushions for protection of occupant's face at touchdown. Transmit Mayday message on 121. 5 MHz. giving location and intentions. 3-4 (1) Plan approach into wind if winds are high and seas are heavy. With heavy swells and light wind, land parallel to swells. (2) Approach with flaps 40° and sufficient power for a 300 ft. /min. rate of descent at 65 MPH. (3) Unlatch the cabin doors. (4) Maintain a continuous descent until touchdown in level attitude. Avoid a landing flare because of difficulty in judging airplane height over a water surface. (5) Place folded coat or cushion in front of face at time of touchdown. (6) Evacuate airplane through cabin doors. If necessary, open win- dow to flood cabin compartment for equalizing pressure so that door can be opened. . . (7) Inflate life vests and raft (if available) after evacuation of cabin. The aircraft can not be depended on for flotation for more than a few minutes. For Training Purposes Only DISORIENTATION IN CLOUDS. When flying in marginal weather, if the airplane is not equipped with gyro horizon and directional gyro instruments, the pilot will have to rely on the turn coordinator or the turn and bank indicator if he inadvertently flies into clouds. The following instructions assume that only one of the latter two instruments is available. EXECUTING A 180° TURN IN CLOUDS. Upon entering the clouds, an immediate plan should be made to turn back as follows: (1) Note the time of the minute hand and observe the position of the sweep second hand on the clock. (2) When the sweep second hand indicates the nearest half-minute, initiate a standard rate left turn, holding the turn coordinator sym- bolic airplane wing opposite the lower left index mark for 60 seconds. Then roll back to level flight by leveling the miniature airplane. (3) Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading. (4) If necessary, adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more ac- curately. (5) Maintain altitude and airspeed by cautious application of elevator control. A void over controlling by keeping the hands off the control wheel and steering only with rudder. EMERGENCY LET-DOWNS THROUGH CLOUDS. If possible, obtain radio clearance for an emergency descent through clouds. To guard against a spiral dive, choose an easterly or westerly heading to minimize compass card swings due to changing bank angles. In addition, keep hands off the control wheel and steer a straight couri:;e with rudder control by monitoring the turn coordinator. Occasionally check the compass heading and make minor corrections to hold an approxi- mate course. Before descending into the clouds, set up a stabilized let- down condition as follows: (l) Apply full rich mixture. (2) Use full carburetor heat. {3) Reduce power to set up a 500 to 800 ft. /min. rate of descent. (4) Adjust the elevator trim tab for a stabilized descent at 80 MPH. 3-5 For Training Purposes Only (5) Keep hands off the control wheel. (6) Monitor turn coordinator and make corrections by rudder alone. (7) Check trend of compass card movement and make cautious cor- rections with rudder to stop the turn. (8) Upon breaking out of clouds, resume normal cruising flight. RECOVERY FROM A SPIRAL DIVE. If a spiral is encountered, proceed as follows: (1) Close the throttle. (2) Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line. (3) Cautiously apply elevator back pressure to slowly reduce the in- dicated airspeed to 80 MPH. (4) Adjust the elevator trim control to maintain an 80 MPH glide. (5) Keep hands. off the control wheel, using rudder control to hold a straight heading. (6) Apply carburetor heat. (7) Clear engine occasionally, but avoid using enough power to dis- turb the trimmed glide. (8) Upon breaking out of clouds, apply normal cruising power and resume flight. FIRES. ENGINE FIRE DURING START ON GROUND. Improper starting procedures such as pumping the throttle during a difficult cold weather start can cause a backfire which could ignite fuel that has accumulated in the intake duct. In this event, proceed as follows: 3-6 (1) Continue cranking in an attempt to get a start which would suck the flames and accumulated fuel through the carburetor and into the engine. (2) If the start is successful, run the engine at 1700 RPM for a few minutes before shutting it down to inspect the damage. (3) If engine start is unsuccessful, continue cranking for two or three minutes with throttle full open while ground attendants obtain For Training Purposes Only