Stabonaw' otaucnair - Backcountry Pilot

(1) Water Rudders -- UP (retraction handle full forward, stowage hook engaged). (2) Wing Flaps — 20°. (3) Control Wheel -- HOLD FULL AFT. (4) Power — FULL THROTTLE and 2850 RPM (advance slowly). (5) Control Wheel — MOVE FORWARD when bow wave moves aft of wing strut position to attain planing attitude (on the step). (6) Control Wheel — APPLY LIGHT BACK PRESSURE to lift off. NOTE To reduce take-off water run, the technique of raising one float out of the water may be used. This procedure 1-1 I is described in Section I under Take -Off. (7) Climb Speed -- 85-95 MPH. With obstacles ahead climb at 71 MPH. (8) Wing Flaps -- UP after all obstacles are cleared. DESCRIPTION AND OPERATING DETAILS THE FLOATPLANE. The floatplane is identical to the landplane with the following excep- ENROUTE CLIMB. tions: NORMAL CLIMB. (1) Floats, incorporating a water rudder steering system, replace the landing gear. A water rudder retraction handle, connected to the water rudders by cables, is located on the cabin floor between the front seats. (2) Additional fuselage structure is added to support the float install ation (includes removable cover panels for the nose gear opening). (3) An additional structural "V" brace is installed between the top of the front door posts and cowl deck. When optional radio selector switches are installed, radio switch wiring beneath the cowl deck is altered. (4) The airspeed indicator is replaced with an indicator having different airspeed markings, and the stall sensor is relocated. (5) An enlarged rudder, and a redesigned vertical fin, tailcone stinger and flashing beacon installation replace the standard rudder, fin, stinger and flashing beacon. (6) A ventral fin is installed at the rear of the tailcone on the bottom for additional directional stability. (7) The standard propeller is replaced with a propeller of larger diameter (86 inches). (8) The standard engine tailpipes are replaced with tailpipes having extensions for deflecting hot exhaust gases around the front float struts. (9) Special cowl flap side extensions and cowl flap control linkage extensions are added to ensure proper engine cooling. (10) A rudder trim system bungee with a lighter spring replaces the standard bungee. (11) The wing flap limit switch is adjusted to restrict the maximum flap travel to 30°. (12) Hoisting provisions are added to the top of the fuselage. (13) Floatplane placards are added. (14) The aircraft has additional corrosion-proofing and stainless steel control cables. (15) The elevator trim tab rigging is changed to increase the maxi mum down travel. (16) Fueling steps and assist handles are mounted on the forward (1) Airspeed -- 100-110 MPH. MAXIMUM PERFORMANCE CLIMB. (1) Airspeed-101 MPH (sea level) to 94 MPH (10,000 feet). BEFORE LANDING. (1) Water Rudders -- UP. (2) Airspeed -- 80-90 MPH (wing flaps extended). LANDING. (1) Touchdown — SLIGHTLY TAIL LOW. (2) Control Wheel — HOLD FULL AFT as floatplane decelerates to taxi Speed. AFTER LANDING. (1) Water Rudders -- DOWN. 1-2 1-3 fuselage, and steps are mounted on the wing struts to aid in refuel ing the aircraft. Inboard fuel fillers are added when long range fuel tanks are installed. Rudder trim may be used to reduce rudder pedal forces while taxi ing in crosswinds, or for extended sailing in one direction. To taxi great distances, it may be advisable to taxi on the step with the water rudders retracted. Turns on the step may be made with safety providing they are not too sharp and if ailerons are used to counteract any overturning tendency. NOTE A 7. 5 gallon reduction in usable fuel will result when inboard fillers are used to fill the fuel tanks. WATER RUDDER STEERING SYSTEM. TAKE-OFF. Retractable water rudders, mounted at the aft end of each float, are connected by a system of cables and springs to the aircraft rudder pedals. When the water rudders are extended, normal pedal operation moves the water rudders to provide steering control for taxiing. The use of 20° wing flaps throughout the take-off run is recommended (take-off distances are given on figure 1-6). Apply full throttle smoothly and hold the control wheel full aft. Watch the point where the bow wave leaves the float and move the control wheel forward slowly as this point moves aft of the wing strut. Slow con trol movement and light control pressures produce the best results. At tempts to force the aircraft into the planing attitude will generally result in loss of speed and delay in getting on the step. The aircraft will as sume a planing attitude which permits acceleration to take-off speed (50 to 60 MPH) at which time the aircraft will fly off smoothly. A water rudder retraction handle, located on the cabin floor between the front seats, is used to manually raise and lower the water rudders. During take-off, landing, and in flight, the retraction handle should be secured on the stowage hook located on the cabin floor just aft of the con trol pedestal. With the handle in this position, the water rudders are up. When the handle is removed from the hook and allowed to move full aft, the water rudders extend to the full down position for taxiing. If lift off is difficult due to high lake elevation or glassy water, the following procedure is recommended: With the aircraft in the planing attitude, apply full aileron to raise one float out of the water. When one float leaves the water, apply slight elevator back pressure to complete the take-off. Care must be taken to stop the rising wing as soon as the float is clear of the water, and in crosswinds, raise only the downwind wing. With one float out of the water, the aircraft accelerates to take off speed almost instantaneously. TAXIING. Taxi with water rudders down. It is best to limit the engine speed to 1000 RPM for normal taxi because water piles up in front of the float bow at higher engine speeds. Taxiing with higher engine RPM may result in engine overheating and will not appreciably increase the taxi speed. In addition, it may lead to water spray striking the propeller tips, causing propeller tip erosion. If porpoising is encountered while on the step, apply additional con trol wheel back pressure to correct the excessively nose-low attitude. ■? For minimum taxi speed in close quarters, use idle RPM with a single magneto. This procedure is recommended for short periods of time only. For a crosswind take -off, start the take-off run with 20° wing flaps and the water rudders extended for better directional control. The water rudders are retracted when the aircraft is on the step; the remainder of the take - off is normal. If the floats are lifted from the water one at a time, the downwind float should be lifted first. Although taxiing is very simple with the water rudders, it is some times necessary to "sail” the floatplane under high wind conditions. In addition to the normal flight controls, the wing flaps, cabin door, and water rudders will aid in "sailing. " To clear an obstacle after take-off with 20° wing flaps, use an ob stacle clearance speed of 73 MPH. Upon reaching a safe altitude and 1-4 1-5 airspeed, retract the wing flaps slowly, especially when flying over glassy water, because a loss of altitude is not very apparent over such a surface. OPERATING LIMITATIONS GROSS WEIGHT. ENROUTE CLIMB. Floatplane 3500 lbs Normal climbs are conducted at 100-110 MPH with wing flaps re tracted and cowl flaps open as required for engine cooling. If maxi mum rate-of-climb performance is desired, climb at 101 MPH at sea level, with maximum continuous power (full throttle and 2700 RPM). Reduce this climb speed about 1/2 MPH for each 1000 feet above sea level. AIRSPEED LIMITATIONS (CAS). The following is a list of the certificated calibrated airspeed (CAS) limitations for the aircraft: Never Exceed Speed (glide or dive, smooth air) . . Maximum Structural Cruising Speed ................................. .... . Maximum Speed, Flaps Extended Flaps 10°............................................... .............................. Flaps 10° - 30°................................................................ .... ♦Maneuvering Speed.......................... .... ....................................... ♦The maximum speed at which you may use abrupt control travel. To climb steeply over an obstacle with wing flaps retracted, use an obstacle clearance speed of 80 MPH. . . 210 MPH . . 170 MPH NOTE . 160 MPH . 120 MPH . 138 MPH Steep climbs at this low speed should be of short duration to improve engine cooling. CRUISE. Observe the same engine operation limitations as for the landplane. Speed, range and endurance are shown on the Cruise Performance charts, figure 1-7. AIRSPEED INDICATOR MARKINGS. NOTE The following is a list of the certificated calibrated airspeed mark ings (CAS) for the aircraft: Range and endurance figures must be reduced to allow for a 7. 5 gallon reduction in usable fuel when inboard fillers are used to fill the long range fuel tanks. Never Exceed (glide or dive, smooth air) . . . 210 MPH (red line) Caution Range .... Normal Operating Range Flap Operating Range . 170-210 MPH (yellow arc) . 68-170 MPH (green arc) . 61-120 MPH (white arc) LANDING. Power-off landings may be made with any wing flap setting. How ever, with glassy water it is recommended that a power approach and landing be made with00 - 20° wing flaps at a low rate of descent. WEIGHT AND BALANCE. BALKED LANDING. The following information will enable you to operate your floatplane within the prescribed weight and center of gravity limitations. To figure weight and balance, use the Sample Loading Problem, Loading Graph, and Center of Gravity Moment Envelope in this section. Also, refer to In a balked landing (go-around) climb, the wing flap setting should be reduced to 20° immediately after full power is applied. 1-6 1-7 the Owner's Manual for diagrams showing Loading Arrangements, In ternal Cabin Dimensions, and Cargo Loading. Take the licensed empty weight and moment from appropriate weight and balance records carried in your airplane and write them down in the column titled YOUR AIRPLANE on the Sample Loading Problem. NOTE The licensed empty weight and moment are recorded on the Weight and Balance and Installed Equipment Data sheet, or on revised weight and balance records, and are included in the aircraft file. In addition to the li censed empty weight and moment noted on these records, the c. g. arm (fuselage station) is also shown, but need not be used on the Sample Loading Problem. The mo ment which is shown must be divided by 1000 and this value used as the moment/1000 on the loading problem. check the forward balance limits. When loading is heavy (near gross weight), be sure to check the aft balance limits. To avoid time consuming delays in cargo and/or passenger shifting, plan your load so that the heaviest cargo and/or passengers are in the forward part of the aircraft, and the lightest in the rear. Always plan to have any vacant space at the rear of the aircraft. For example, do not have passengers occupy the aft seat unless the front and center seats are to be occupied. Total the weights and moments/1000 and plot these values on the Center of Gravity Moment Envelope to determine whether the point falls within the envelope, and if the loading is acceptable. Use the Loading Graph to determine the moment/1000 for each additional item to be carried; then list these on the loading problem. NOTE Loading Graph information for the pilot, passengers, and baggage or cargo is based on seats positioned for average occupants and baggage or cargo loaded in the center of these areas as shown in the Loading Arrange ments diagram. For loadings which may differ from these, the Sample Loading Problem lists fuselage sta tions for these items to indicate their forward and aft c. g. range limitations (seat travel of adjustable seats or baggage-cargo area limitations). Additional mo ment calculations, based on the actual weight and c. g. arm (fuselage station) of the item being loaded, must be made if the position of the load is different from that shown on the Loading Graph. The arm for any location in the aircraft can be determined from the Internal Cabin Dimensions diagram. Multiply the weight of the object by the arm and divide by 1000 to get the moment/1000. ; NOTE Each loading should be figured in accordance with the above paragraph. When loading is light (such as pilot and copilot, and no rear seats or cargo), be sure to 1-8 1-9 I 1 YOUR AIRPLANE SAMPLE AIRPLANE o SAMPLE LOADING PROBLEM FLOAT PLANE Moment (lb. -ins. /1000) Moment (lb. -ins. /1000) Weight (lbs.) Weight (lbs.) Licensed Empty Weight (Use the data pertaining to your airplane as it is presently equipped. Includes unusable fuel) . Oil (The weight of full oil may be used for all calculations): No Oil Filter: 12 Qts. = 22 Lbs. @-0. 4 Moment/1000 . . With Oil Filter: 13 Qts. = 24 Lbs. @-0.5 Moment/1000 . Usable Fuel (At 6 Lbs. /Gal.) Standard Tanks (83 Gal. Maximum).............................................. Long Range Tanks (80 Gal. Maximum)....................................... Pilot and Copilot (Sta. 34 to 48) ........................................................... Center Passengers (Sta. 69 to 79).......................................................... Aft Passengers (Sta. 92 to 100) ............................................................. Baggage IV (Sta. 109 to 145; 120 Lbs. Max) ...................................... * Cargo "A" (Sta. 10 to 50)................................................................... ♦Cargo "B" (Sta. 50 to 84) .................................................................... ♦Cargo "C" (Sta. 84 to 109) .................................................................. ♦Cargo "D" (Sta. 109 to 145)................................................................ 1. 2308 92. 2 2. -0.4 22 3. 23. 0 480 340 12. 6 4. 340 23. 8 5. 1. 3 10 6. TOTAL WEIGHT AND MOMENT 3500 152. 5 7. 8. Locate this point (3500 at 152. 5) on the Center of Gravity Moment Envelope, and since this point falls within the envelope, the loading is acceptable. ♦Maximum allowable cargo loads will be determined by the type and number of tie-downs used, as well as by the airplane weight and C. G. limitations. Floor loading must not exceed 200 lbs. per square foot. Figure 1-1. 4 600 LOADING GRAPH 550 500 **80GAL. 450 TO' dog. V- 70 O O' 400 s Ss *63 GAL. to 350 60 g W’r PS H 300 .V 50 * w •? o o pi250 <8 T0 & Q O & < i O ♦T+ O 200 nJ 30 150 20 MAXIMUM USABLE ♦STANDARD TANKS ♦♦LONG RANGE TANKS 100 "D" —TO GO o^j 50 mi 0 0 5 10 15 20 25 30 35 40 45 50 LOAD MOMENT/1000 (POUND - INCHES) Lines representing adjustable seats show the pilot or passenger center of gravity on adjustable seats positioned for an average occupant. Refer to the Loading Arrangements diagram for forward and aft limits of occupant c.g. range. Engine Oil: No oil filter; 12 Qts. = 22 Lbs. at -0. 4 Moment/1000. With optional oil filter; 13 Qts. = 24 Lbs. at -0. 5 Moment/1000. NOTES: (1) (2) l Figure 1-2. ] OPERATIONAL DATA TIT ; -+- - CENTER OF GRAVITY MOMENT ENVELOPE FLOATPLANE t rrH-; 3500 : r In the Cruise Performance charts, figure 1-7, range and endurance are given for extended range mixture from 2500 feet to 10, 000 feet. All figures are based on zero wind, 63 and 80 gallons of fuel for cruise, 3500 pounds gross weight, and standard atmospheric conditions. 3400 r~r 4-f-f- T Trr: li 3300 ! ' -r ttft -L ' * Allowances for fuel reserve, headwinds, take-off and climb, and vari ations in mixture leaning technique should be made and are in addition to those on the charts. Other indeterminate variables such as fuel metering- characteristics, engine and propeller conditions, and turbulence of the at mosphere may account for variations of 10% or more in maximum range. 3200 -4—1—i- +- t- i rM r Ttr -+■■■ +t i. 3100 i m \ ^ 3000 g tnt- H 2900 X . o r■* W 2800 £ t:L rc/cil !Xt" ^ 2700 pel T : •: —i t - O S 2600 t- t • < ; +I+t - t . ■ P . •U t -• r W 2500 TT { * Q < 3 2400 f-p r r LLL 2300 Tt t-t t- -i- 1 1 " ‘ 2200 i t * i . . A i r + 4 * r 4- +- 2100 i 2000 x 4-- 4 .. pi- 1900 50 60 70 80 90 100 110 120 130 140 150 160 170 LOADED AIRCRAFT MOMENT/1000 (POUND-INCHES) Figure 1-3. 1-13 1-12 II *o o ■n O 50 w O O! to O (A z ■n > > > -o T) ■o > > > > to w (0 a o u "D "D C to to £ to 3»nj t*> c *0) a o o -0 c > m to ro 2 H o o o O "0 > V >o o o x x m z r n - > >to (O 2>CO W o- > > w W c m r o05 I cxi cn CO o 05 CJ1 to o 05 05 to o o ”0 ° 1 CJt >■o Sffl> m Ol 0 hcj 05 CO CO O o crq aq tn 51 05 05 CO O 05 05 CXI O -a oo CO o fS "0 o►“S 2 3 CD CD -o >U) > m o i 50CO o 05 o “d —d t- o > -a -j CO o CXI 1 m M m cn 05 M 05 H Q 2o co cn O 0 o 0-3 00 co o rn 3 2 oo co b* O |-i CO 05 O H TJ z I o X o ■n O HCO CO o o o co co CO o CO 05 O TO o 4k > > 05 05 -a > > O 45- -a CO U) o m m 71 to o CO o CO o CO o CXI 05 05 O r m-a co 05 O O H* 00 O © (-*■ 00 o o oo co CD CD ISO I I o I I I-* CO CO o 1-1 CO CO o I I < FLOATPLANE TAKE-OFF DATA TAKE-OFF DISTANCE WITH 20° FLAPS FROM SHELTERED WATER AT 7500 FEET & 32° F AT SEA LEVEL & 59° F AT 2500 FEET & 50° F AT 5000 FEET & 41° F IAS GROSS WEIGHT POUNDS HEAD WIND KNOTS TOTAL TO CLEAR 50 FT. OBS. WATER RUN TOTAL TO CLEAR 50 FT. OBS. WATER RUN TOTAL TO CLEAR 50 FT. OBS. WATER RUN TOTAL TO CLEAR 50 FT. OBS. WATER RUN 50 FT. 4115 7360 2730 4665 3530 2530 3290 2455 1730 2475 1940 73 3500 1445 0 5655 2915 1905 1830 1335 10 980 4145 1905 1220 1270 835 20 595 3430 2015 1565 1475 2535 1115 1960 3000 870 0 1385 2560 1875 1135 1430 995 565 740 10 1805 865 975 605 1300 760 440 325 20 1855 1045 1475 1065 805 635 1205 1005 2500 62 510 0 1350 525 690 405 860 10 315 710 915 405 295 710 220 565 20 170 460 NOTE: Increase distances 10%lor each 20° F above standard temperature for particular altitude. FLOATPLANE MAXIMUM RATE-OF-CLIMB DATA AT 15, 000 FEET & 5° F AT 10, 000 FEET & 23° F AT SEA LEVEL & 59° F AT 5000 FEET & 41° F GROSS WEIGHT POUNDS FROM S. L. FUEL USED RATE IAS IAS RATE FROM S. L. FUEL USED IAS RATE GAL. RATE FROM S. L. FUEL USED IAS OF MPH OF OF MPH MPH OF OF MPH CLIMB FT/MIN. CLIMB FT/MIN. CLIMB FT/MIN. CLIMB FT/MIN. FUEL USED 18.0 40 91 94 310 8.2 4.5 3500 101 2.0 580 855 98 10.2 87 215 520 6.2 825 91 3000 2.0 95 3.8 98 1130 7.2 82 440 785 4.9 2500 95 2.0 92 1135 3.3 1485 Full throttle, 2700 RPM, mixture at recommended leaning schedule, flaps up. With full throttle, 2850 RPM, mixture at recommended leaning schedule, rate-of-climb is increased by 30 ft./min. Fuel used includes warm-up and take-off allowance. For hot weather, decrease rate-of-climb 30 ft. /min. for each 10° F above standard day temperature for particular altitude. NOTES: 1. 2. 3. 4. I Figure 1-6. Ol 9 CRUISE PERFORMANCE CRUISE PERFORMANCE FLOATPLANE FLOATPLANE EXTENDED RANGE MIXTURE EXTENDED RANGE MIXTURE 3500 Pounds Gross Weight - Zero Wind Standard Conditions Standard Conditions Zero Wind Gross Weight - 3500 Pounds 5000 FEET 2500 FEET 63 GAL (NO RESERVE) 80 GAL (NO RESERVE) 63 GAL (NO RESERVE) 80 GAL (NO RESERVE) RANGE MILES ENDR. HOURS RANGE MILES GAL/ HOUR % ENDR. HOURS TAS % GAL/ HOUR TAS ENDR. HOURS RANGE MILES ENDR. HOURS RANGE MILES MPH BHP RPM MP RPM BHP MP MPH 730 575 4.9 16. 4 3. 8 150 2550 24.5 79 2550 24. 5 76 145 15.9 4.0 575 5.0 730 745 5.0 149 585 16.0 3.9 77 24 24 74 144 15. 5 585 4.1 5.2 740 770 5. 3 146 4. 2 605 15.1 72 23 23 70 141 14. 6 13. 8 605 4.3 5.5 770 800 5.6 143 14. 3 4.4 630 22 68 138 22 66 630 4.6 5.8 800 735 580 4.9 16.3 150 3.9 2500 78 25 2500 25 76 145 4.0 15.9 575 5.0 730 760 5.2 600 15.5 4.1 147 74 24 24 142 72 15. 0 4.2 5. 3 785 595 755 5.4 620 14.7 144 4.3 70 23 23 68 139 4.4 14. 2 5.6 815 615 785 640 5.8 141 13.9 4. 5 22 66 22 64 136 13.4 4.7 6.0 640 810 770 5.3 4.1 605 15.2 146 73 2400 25 2400 71 25 141 14.8 4.2 600 5.4 795 765 5.5 4.3 625 14. 5 144 69 24 24 67 139 14.1 4.5 620 820 790 5.7 5.8 4.6 645 13.8 141 66 23 23 63 13.3 136 4.7 640 845 815 6.0 6.2 4.8 665 13.0 62 138 22 60 22 12.6 133 5. 0 665 845 6.4 800 5.6 143 4.4 630 14.4 69 25 2300 2300 25 67 138 14.0 4.5 625 5. 7 795 820 645 5.9 140 4.6 13.6 65 24 24 63 135 13. 2 4.8 645 6. 0 820 670 850 4.9 6.2 137 12.9 61 23 23 59 132 12. 5 5.0 665 6.4 845 875 690 12.2 5.1 6. 5 58 134 22 22 56 129 11.8 5.3 6. 8 870 685 6.0 835 660 139 4.7 13. 3 63 25 2200 2200 134 25 61 12.9 4.9 655 6.2 830 6. 3 860 675 5.0 136 12.7 12.0 11.4 24 60 24 131 58 12. 3 5.1 675 6.5 855 6.6 880 695 133 5. 2 23 57 128 23 55 11.7 5.4 690 6.9 880 7.0 905 715 5. 5 129 22 54 22 52 125 11. 1 5.7 710 7. 2 900 7.4 930 735 126 5. 8 10.8 21 50 48 21 121 10.4 6. 0 730 7.7 930 7.9 955 750 121 6.2 10.2 20 47 45 116 20 9. 8 6.4 750 8.2 950 8.4 975 765 6.6 116 9.5 19 44 19 42 111 9.2 6.9 765 8.7 970 990 9.0 780 110 7.1 8.9 18 40 18 38 105 8. 5 7.4 775 9.4 985 Range and endurance figures must be reduced to allow for a 7. 5 gallon reduction in usable fuel when inboard fillers are used to fill the fuel tanks. ______________________ ___ NOTE: NOTE: Range and endurance figures must be reduced to allow for a 7. 5 gallon reduction in usable fuel when inboard fillers are used to fill the fuel tanks. Figure 1-7 (Sheet 2 of 4). Figure 1-7 (Sheet 1 of 4). 1-17 1-16 CRUISE PERFORMANCE CRUISE PERFORMANCE FLOATPLANE FLOATPLANE EXTENDED RANGE MIXTURE EXTENDED RANGE MIXTURE f Gross Weight - 3500 Pounds Standard Conditions Zero Wind Zero Wind Gross Weight - Standard Conditions 3500 Pounds 10,000 FEET 7500 FEET 80 GAL (NO RESERVE) 63 GAL (NO RESERVE) 63 GAL (NO RESERVE) 80 GAL (NO RESERVE) % RANGE MILES ENDR. HOURS GAL/ HOUR GAL/ HOUR RANGE MILES TAS % ENDR. HOURS ENDR. HOURS RANGE MILES TAS ENDR. HOURS RANGE MILES RPM MP BHP MPH MPH BHP RPM MP 2550 22 71 148 14. 8 5.9 860 147 4.3 65 680 2550 13.6 12. 8 11.9 11.1 4.6 20 5. 4 630 800 67 21 145 14.0 6.3 143 705 4. 5 61 895 4.9 19 655 5. 7 830 62 141 20 13.1 6.7 730 4.8 56 138 925 5.3 6.1 18 680 860 19 58 137 12.3 7. 2 750 133 52 955 5.1 5.7 17 700 6. 5 890 69 2500 22 147 14.4 4.4 645 5.6 13.2 815 145 690 4.8 6.1 875 20 63 2500 21 65 143 13.6 4.6 665 5.9 12.4 845 141 715 5.1 6.5 910 19 59 60 20 139 12. 7 4.9 690 6.3 11.6 740 875 136 5.4 6.9 940 18 55 56 19 135 11.9 5.3 715 760 6. 7 905 130 10. 8 5.8 7.4 965 17 50 2400 64 22 143 13.4 4.7 6.0 670 850 910 6.5 12.4 715 5.1 2400 141 59 20 60 21 139 12.7 6.3 5.0 690 875 6.9 935 11.7 735 137 5.4 19 55 57 20 12.0 135 710 6.7 5.3 905 960 7.3 10.9 755 132 5.8 18 51 53 19 11.3 131 735 7.1 5.6 930 7.9 985 775 10.2 126 6.2 17 47 2300 22 60 139 5.0 12.7 690 6. 3 880 935 6.9 735 11.7 137 2300 20 55 5.4 21 56 135 12.0 5.3 715 6.7 905 960 7.3 755 11.0 19 132 5.7 51 20 53 131 5.6 11.3 735 7.1 930 7.8 980 775 10.3 18 48 6.1 126 19 49 127 5.9 755 10.6 7.5 1000 955 790 8. 3 9.6 17 44 6.6 120 i I 7.3 755 2200 10.9 960 20 51 131 5.8 910 2200 22 55 5.3 134 11.8 720 6.8 775 7.8 10.3 980 19 48 126 6.1 935 52 21 5.6 131 11.2 735 7.2 785 8.3 1000 9.6 18 44 121 6. 5 49 955 20 755 7.6 126 10.6 6.0 795 8. 9 9.0 1010 17 41 113 7.0 19 46 980 121 770 6.4 8.1 9.9 795 9.6 1010 8.3 16 37 105 7.6 42 995 18 785 115 9.3 6.8 8.6 17 1005 1005 790 39 108 7.3 9.3 8.6 16 790 35 100 10.0 8.0 7.9 NOTE: Range and endurance figures must be reduced to allow for a 7. 5 gallon reduction in usable fuel when inboard fillers are used to fill the fuel tanks. Range and endurance figures must be reduced to allow for a 7. 5 gallon reduction in usable fuel when inboard fillers are used to fill the fuel tanks. NOTE: Figure 1-7 (Sheet 4 of 4). Figure 1-7 (Sheet 3 of 4). 1-18 1-19 IP Section IIf" STATIONAIR pi CQ ffl < W ° pM CM m CO CD Eh h4 rj 2U^ 2° H in co SKIPLANE°3 H W 111 wp<4 05 U o W Jz; in o CM SJB OPERATING CHECKLISTin co z < 05 £ @ < P5 ES <n 03 04 J < n < w ° I- O 73 CO BEFORE ENTERING THE SKIPLANE. c c- °3 O ■0 (/) Eh 73 . W cJ (1) Check that the skis are not frozen to the snow or icy surface. (2) Check hydraulic system for quantity, leakage, and skis and attachments for condition. (3) Check weight and balance records, and load the aircraft to maintain the center of gravity within the designated limits. 0) W JC £ Q Pm w O o W 55 o o o p 00 o u> LO < 05 Q £ (§) z 43 < z o Cd x < 0 Eh m Pm a> a. o u © in < o CD Q CD o3 CO £3^ I H o BEFORE TAKE-OFF.z o w O o pa CO CO <D 9 Pm < o PS (1) Check that the ski movable plates are pumped to the maximum position. (2) A full throttle RPM check is recommended only when the condi tion of the engine is in doubt. Due to the absence of brakes on the skiplane, this check is normally done during the initial portion of the take-off. c o be X W z in cd o fa £h o fc= CO -I in co c~ CM < PS * 73 £ @ bi) S3 Ld U Pm 73 z d < z cd 03 o <C « . E^ ^ Eh m WO in C0 o < D d T3 r ° Eh to $O ji 05 Z LANDING. 3 05 W o 0. eg to Eh z <5 05 o < CO W < 05 Z \r (1) Visually check position of the movable plates in the main wheel skis. If a wheels landing is intended, the movable plates should be full forward on the skis; when a landing on skis is intended, the movable plates should be positioned beneath the landing gear wheels. (2) Check that the ski movable plates are pumped to the maximum position. (3) The landing technique is conventional for all wing flap settings. w £ < X o O 8§SPh ^ o 00 -I < b. Eh CO HH o o ID CO 2-1 1-20 DESCRIPTION AND OPERATING DETAILS The ski-wheel selector lever controls a three-position hydraulic valve. When the SKIS position is selected and the hand pump is actuated, the mov able plates will move to a position beneath the wheels. When the WHEELS position is selected and the hand pump is actuated, the movable plates will be retracted from beneath the wheels. The neutral position is not used. THE SKIPLANE. The skiplane is identical to the landplane with the following excep tions : Conversion from wheels to skis (or skis to wheels) is accomplished as follows: (T) Main and nose wheel skis are attached by tubular yokes to axle extensions on the main and nose wheels. The skis are designed with an opening in the bottom, and are mounted with the wheels protruding through the opening slightly below the skis. Slight swiveling of the yoke permits conversion from wheels to skis; conversion is accom plished by movement of a plate within the ski assembly. Ski align ment and stability are maintained by positioning bungees on each end of the main skis, and by a spring-loaded cylinder mechanism on the nose ski. (a) Move selector lever to SKIS for operation on skis, or to WHEELS for operation on wheels. (b) Operate hydraulic pump handle until it can no longer be moved (due to the buildup of hydraulic pressure when the ski actuators reach the end of their travel). NOTE In the ski position, the wheels (both main and nose) rest on a movable plate in each ski. A hydraulic actuator on each ski moves the plates into position beneath the wheels by the operation of a hand- operated hydraulic pump. These plates then may be pumped back to the wheel position by repositioning the ski-wheel selector lever and pumping the plates in the skis forward. When the plates are full for ward, the aircraft may be operated on bare runways. The transition from ski to wheel position, or conversely, from wheel to skis, may be made at any time the aircraft wheels are not rolling, both in the air and on icy or snow covered surfaces. The ski movable plates should be pumped to the maximum position prior to take-off or landing. TAXIING. Normal skiplane taxiing techniques are used. Due to the characteris tics of nose ski steering, the minimum turning radius is increased as com pared to landplane taxiing with the use of brakes. However, sharper turns on snow are possible by the use of differential main wheel and nose wheel extension. Differential extension of the main wheels is accomplished by holding toe brake pressure on the outside wheel and pumping the plates to the wheels position. Extending only the nosewheel (for better steering on snow) is done by holding both toe brakes and pumping the plates to the wheels position. NOTE Do not cycle skis while taxiing or while parked on abra sive surfaces. (2) Special cowl flap side extensions and cowl flap control linkage extensions are added to ensure proper engine cooling. SKI-WHEEL SELECTOR AND HAND PUMP. TAKE-OFF. Control and actuation of the skis is accomplished by means of a ski- wheel selector lever and a hand-operated hydraulic pump, both of which are contained in a pedestal mounted on the cabin floor just aft of the fuel selector valve. Under the most favorable conditions of smooth packed snow, skiplane take -off distance is approximately 10% greater than the distance for the landplane. Caution should be exercised in that other snow conditions will 2-3 2-2 OPERATING LIMITATIONS usually increase this distance. NOTE GROSS WEIGHT. Early nose ski lift-off decreases take -off distance. 3300 lbs Skiplane ENROUTE CLIMB. Skiplane airspeeds and techniques used during climb are identical to those used for the landplane. Climb performance is approximately 300 ft/min less than the landplane at the same weight and altitude. AIRSPEED LIMITATIONS (CAS). The following is a list of the certificated calibrated airspeed (CAS) limitations for the aircraft: Never Exceed Speed (glide or dive, smooth air) . . . Maximum Structural Cruising Speed ........ Maximum Speed, Flaps Extended Flaps 10° ................................. .... ............................................ Flaps 10° - 30°. .............. . * Maneuvering Speed ................ *The maximum speed at which you may use abrupt control travel. . . 210 MPH . . 170 MPH CRUISE. Skiplane speeds are 30 to 35 MPH slower than shown in the Owner’s Manual for the landplane at the same altitude and power. Range can be determined approximately by subtracting the product of 35 x endurance (in hours) from the landplane range value. . 160 MPH . 120 MPH . 134 MPH LANDING. WEIGHT AND BALANCE. The landing speeds for the skiplane are identical to those for the landplane. Under the most favorable conditions of smooth packed snow at temperatures of approximately 32°F,, the skiplane landing distance is approximately 20%greater than that shown for a landplane. Caution should be exercised in that other temperatures or other snow conditions may either decrease or increase this distance. The following information will enable you to operate your skiplane within the prescribed weight and center of gravity limitations. ~ weight and balance, use the Sample Loading Problem, Loading Graph, and Center of Gravity Moment Envelope in this section. Also, refer to the Owner's Manual for diagrams showing Loading Arrangements, In ternal Cabin Dimensions, and Cargo Loading. To figure BALKED LANDING. Take the licensed empty weight and moment from appropriate weight and balance records carried in your airplane and write them down in the column titled YOUR AIRPLANE on the Sample Loading Problem. NOTE The licensed empty weight and moment are recorded on the Weight and Balance and Installed Equipment Data sheet, revised weight and balance records, and are included In a balked landing (go-around) climb, the wing flap setting should be reduced to 20° immediately after full power is applied. or on 2-5 2-4 in the aircraft file. In addition to the licensed empty weight and moment noted on these records, the c.g. arm (fuselage station) is also shown, but need not be used on the Sample Loading Problem. The moment which is shown must be divided by 1000 and this value used as the moment/1000 on the loading problem. Use the Loading Graph to determine the moment/1000 for each additional item to be carried; then list these on the loading problem. NOTE Loading Graph information for the pilot, passengers, and bag gage or cargo is based on seats positioned for average occu pants and baggage or cargo loaded in the center of these areas as shown in the Loading Arrangements diagram. For loadings which may differ from these, the Sample Loading Problem lists fuselage stations for these items to indicate their forward and aft c.g. range limitations (seat travel of adjustable seats or baggage-cargo area limitations). Additional moment calcu lations, based on the actual weight and c.g. arm (fuselage station) of the item being loaded, must be made if the position of the load is different from that shown on the Loading Graph. The arm for any location in the aircraft can be determined from the Internal Cabin Dimensions diagram. Multiply the weight of the object by the arm and divide by 1000 to get the moment/1000. yj "C r; O' 0> .G O Z a vs < a. a: 03 d < QL A CD £ O bp cq 3 D o CO o d CD £ > ~ U -a d a) g d co a cr co LiI A CD z CD C3 CD Cd c to- S CO o CO o < CO T5 03 c o CO CM TP a o -J A O CM CO CD o a. a s d O a o o < Sh T5 CD CD A <D CD Oh UJ o a a o -J CO o o o CD A •"7 fcfi 03 g * X5 O G G CM CM O 03 > CO a 03 CM CO G CO A W 2 CM d < G CO a> CD a 2a ao § hD O CD <D A .£ "D d A C T5 , 0) % G 2 ■d o °CD CD CD 3 ‘g’ § ® >> 3 o 9 > be 2 ci o 3 >> d •r-J C cci P*H 0) O 111 „» 3 O S P G O rj O G Ti C bfi d ™ O « m c LO CO CD G J2 o CD CO T3 G CD .2 d ^ O G O T5 3 d d a , ^ 3 a) e § o 0) X! ,— 3 a a NOTE Each loading should be figured in accordance with the above paragraph. When loading is light (such as pilot and copilot, and no rear seats or cargo), be sure to check the forward balance limits. When loading is heavy (near gross weight), be sure to check the aft balance limits. <D d S.S £ O O CO tL CO d •£ a 3 A co d <D 03 A 4 CO 3 A ~ 0 in Z z o 5 <* o * 4 d X5 A <D ‘5 § CO 03 H 03 bo ^ . G cm : a <d a X3 CM o CD gO “1 d d £> A 4 bO a d | 35 * * 11 % -j s d ^ CM A n o CM O W >> d © T3 d u ^ s . -S i-K O’ o O’ co cr 5 ^4 O § d in o in 03 CD 03 O CO o d d O © o o d § in oo o o o a> o d o O -G o -*-* -d, G XI bp •<p g O >. co 03 Q CO co d 03 CO 4 <N CO O © Tj< o in co r- 4 2 rt c_ CD C ^ G rt © CD CO L. CO <D H To avoid time consuming delays in cargo and/or passenger shifting, plan your load so that the heaviest cargo and/or passengers are in the forward part of the aircraft, and the lightest in the rear. Always plan to have any vacant space at the rear of the aircraft. For example, do not have passengers occupy the aft seat unless the front and center seats are to be occupied. cS _cd (D bJ d O <d 4 G o CD d 4_J v. <U M -4 _ G q, _ V, <1 o P 73 fee c 3 ra K fajD CQ S3 S be . G > 0 *-H G CO CO 54 co co O CD ^ A S d G CD 3$ <p ■Sffe ^2 X -J O :o x 03 <D W 03 U bJ3 13 0. tn < ffl O Q 5 <u W d d 45 G d = li 4 03 2 T3 0) 4 G <D O O O O bJD bb bD bX5 G G G G d d d d o o u o CD d o CD c XI o 4 Li od d < d 03 <D < d 4 H bb X5 O o G , > bD CD im d o <2 ffl ^ a 3 'g * ^ O d U) .H ^ 4 rt £ H O 4 CO c*» © CO CM Total the weights and moments/1000 and plot these value s on the Center of Gravity Moment Envelope to determine whether the point falls within the envelope, and if the loading is acceptable. 2-6 2-7 600 to i 00 X -t 550 LOADING GRAPH i 500 **80 GAL. Ift i T 450 Tic'' +-V 4X * N GO d>M704 o t-*-- 400 T t i t V *63 GAL. i <o 350 60? 8 -+ 4 * lx H 300 50 X o o o (250 40 7Tt ■i a o d X: < c / n: X i rtffiQ 200 ■n 30 i -14- H- 150 44 tft Gx 4/ 20 4 MAXIMUM USABLE -_i ; *STANDARD TANKS rr-r-r-r -4f **LONG RANGE TANKS 4+4-- - drnTTT"' i U- 1 .-m .~TCT? id 1 4 4- 44.X 100 4 10 GO 4 O?- 50 i- gG^ :f44: Bixtri --+ • -i- m □ . 0 x 0 5 10 15 20 25 30 35 40 45 50 LOAD MOMENT/1000 ( POUND - INCHES ) (1) Lines representing adjustable seats show the pilot or passenger center of gravity on adjustable seats positioned for an average occupant. Refer to the Loading Arrangements diagram for forward and aft limits of occupant c.g. range. (2) Engine Oil: No oil filter; 12 Qts. = 22 Lbs. at -0.4 Moment/1000. With optional oil filter; 13 Qts. =24 Lbs. at -0.5 Moment/1000. NOTES: Figure 2-2. 1 LOADED AIRCRAFT WEIGHT (POUNDS) CO CO CO CO CO CO 05 CO CO CO CO CO CO CO CO CO CO a cn CO o CO CD CD 05 MX CO o CO CO cn o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o dp? rrrr o i_... 4- i 05 ido ill 11L 4 nxi I I 4 —i.4-4- - . , t * 1 i; s T o m 4-4- > o z -4-ft till - ‘ a X ■ 2 J_|h- . 44- —4- 4- 1 d o x Th- fli mCD o * 4 > - 3 ,4.. . 4- 4-4- o CD o 2 o D I *1 >§ ■'i z<0 + + xx: crq TtT o c © ? g i »-s m CD . o t 4 = 5m g ' to r w I o 03 3 i; tr o <TTt! 1 I X * H ' t - 2 =j m i T o m X44 . o +4+i o o ttr X o s . . 4- 4-74. a MX 4 o 4-4' - . X r + 3 t 1 4 Q . . o 4i X K 4tX ■ Tt w CO 05 4 o n x - r --1-4- - . - I 1. t o t to i-L Jb. 4±i to Section III TURBO STATIONAIR SKIPLANE OPERATING CHECKLIST BEFORE ENTERING THE SKIPLANE. (1) Check that the skis are not frozen to the snow or icy surface. (2) Check hydraulic system for quantity, leakage, and skis and attachments for condition. (3) Check weight and balance records, and load the aircraft to maintain the center of gravity within designated limits. BEFORE TAKE-OFF. (1) Check that the ski movable plates are pumped to the maximum position. (2) A full throttle RPM check is recommended only when the condi tion of the engine is in doubt. Due to the absence of brakes on the skiplane, this check is normally done during the initial portion of the take-off. LANDING. (1) Visually check the position of the movable plates in the main wheel skis. If a wheels landing is intended, the movable plates should be full forward on the skis; when a landing on skis is intended, the movable plates should be positioned beneath the landing gear wheels. (2) Check that the ski movable plates are pumped to the maximum position. (3) The landing technique is conventional for all wing flap settings. 3-1 DESCRIPTION AND OPERATING DETAILS The ski-wheel selector lever controls a three-position hydraulic valve. When the SKIS position is selected and the hand pump is actuated, the mov able plates will move to a position beneath the wheels. When the WHEELS position is selected and the hand pump is actuated, the movable plates will be retracted from beneath the wheels. The neutral position is not used. THE SKIPLANE. The skiplane is identical to the landplane with the following excep tions : Conversion from wheels to skis (or skis to wheels) is accomplished as follows: (1) Main and nose wheel skis are attached by tubular yokes to axle extensions on the main and nose wheels. The skis are designed with an opening in the bottom, and are mounted with the wheels protruding through the opening slightly below the skis. Slight swiveling of the yoke permits conversion from wheels to skis; conversion is accom plished by movement of a plate within the ski assembly. Ski align ment and stability are maintained by positioning bungees on each end of the main skis, and by a spring-loaded cylinder mechanism on the nose ski. (a) Move selector lever to SKIS for operation on skis, or to WHEELS for operation on wheels. (b) Operate hydraulic pump handle until it can no longer be moved (due to the buildup of hydraulic pressure when the ski actuators reach the end of their travel). NOTE In the ski position, the wheels (both main and nose) rest on a movable plate in each ski. A hydraulic actuator on each ski moves the plates into position beneath the wheels by the operation of a hand- operated hydraulic pump. These plates then may be pumped back to the wheel position by repositioning the ski-wheel selector lever and pumping the plates in the skis forward. When the plates are full for ward, the aircraft may be operated on bare runways. The transition from ski to wheel position, or conversely, from wheel to skis, may be made at any time the aircraft wheels are not rolling, both in the air and on icy or snow covered surfaces. NOTE Do not cycle skis while taxiing or while parked on abra sive surfaces. The ski movable plates should be pumped to the maximum position prior to take -off or landing. TAXIING. Normal skiplane taxiing techniques are used. Due to the characteris tics of nose ski steering, the minimum turning radius is increased as com pared to landplane taxiing with the use of brakes. However, sharper turns on snow are possible by the use of differential main wheel and nose wheel extension. Differential extension of the main wheels is accomplished by holding toe brake pressure on the outside wheel and pumping the plates to the wheels position. Extending only the nosewheel (for better steering on snow) is done by holding both toe brakes and pumping the plates to the wheels position. (2) Special cowl flap side extensions and cowl flap control linkage extensions are added to ensure proper engine cooling. TAKE-OFF. SKI-WHEEL SELECTOR AND HAND PUMP. Control and actuation of the skis is accomplished by means of a ski- wheel selector lever and a hand-operated hydraulic pump, both of which are contained in a pedestal mounted on the cabin floor just aft of the fuel selector valve. Under the most favorable conditions of smooth packed snow, skiplane take-off distance is approximately 10% greater than the distance for the landplane. Caution should be exercised in that other snow conditions will usually increase this distance. 3-2 3-3 : : OPERATING LIMITATIONS NOTE Early nose ski lift-off decreases take-off distance. GROSS WEIGHT. 3300 lbs Skiplane ENROUTE CLIMB. Skiplane air speeds and techniques used during climb are identical to those used for the landplane. Climb performance is approximately 300 ft/min less than the landplane at the same weight and altitude. AIRSPEED LIMITATIONS (CAS). The following is a list of the certificated calibrated airspeed (CAS) limitations for the aircraft: CRUISE. Never Exceed Speed (glide or dive, smooth air) Maximum Structural Cruising Speed.................................. Maximum Speed, Flaps Extended Flaps 10°...................................... .... .......................... Flaps 10° - 30°........................ ................................... * Maneuvering Speed............................................................ 210 MPH 170 MPH Skiplane speeds are 30 to 35 MPH slower than shown in the Owner's Manual for the landplane at the same altitude and power. Range can be determined approximately by subtracting the product of 35 x endurance (in hours) from the landplane range value. 160 MPH 120 MPH 134 MPH *The maximum speed at which you may use abrupt control travel. LANDING. The landing speeds for the skiplane are identical to those for the landplane. Under the most favorable conditions of smooth packed snow at temperatures of approximately 32°F., the skiplane landing distance is approximately 20% greater than that shown for a landplane. Caution should be exercised in that other temperatures or other snow conditions may either decrease or increase this distance. WEIGHT AND BALANCE. The following information will enable you to operate your skiplane within the prescribed weight and center of gravity limitations. To figure weight and balance, use the Sample Loading Problem, Loading Graph, and Center of Gravity Moment Envelope in this section. Also, refer to the Owner’s Manual for diagrams showing Loading Arrangements, In ternal Cabin Dimensions, and Cargo Loading. BALKED LANDING. In a balked landing (go-around) climb, the wing flap setting should be reduced to 20° immediately after full power is applied. ' Take the licensed empty weight and moment from appropriate weight and balance records carried in your airplane and write them down in the column titled YOUR AIRPLANE on the Sample Loading Problem. NOTE The licensed empty weight and moment are recorded on the Weight and Balance and Installed Equipment Data sheet, or on revised weight and balance records, and 3-5 3-4 Ill are included in the aircraft file. In addition to the li censed empty weight and moment noted on these records the c.g. arm (fuselage station) is also shown, but need not be used on the Sample Loading Problem. The mo ment which is shown must be divided by 1000 and this value used as the moment/1000 on the loading problem. Use the Loading Graph to determine the moment/1000 for each additional item to be carried; then list these on the loading problem. NOTE Loading Graph information for the pilot, passengers, and bag gage or cargo is based on seats positioned for average occu pants and baggage or cargo loaded in the center of these areas as shown in the Loading Arrangements diagram. For loadings which may differ from these, the Sample Loading Problem lists fuselage stations for these items to indicate their forward and aft c.g. range limitations (seat travel of adjustable seats or baggage-cargo area limitations). Additional moment calcu lations, based on the actual weight and c.g. arm (fuselage station) of the item being loaded, must be made if the position of the load is different from that shown on the Loading Graph. The arm for any location in the aircraft can be determined from the Internal Cabin Dimensions diagram. Multiply the weight of the object by the arm and divide by 1000 to get the moment/1000. d d ° a) .3 o z o a < •> 2 3 -C _l a. 01 < ci 2bp <D ^ K 0 01 £ O D f M <2 O d 1 0 > X d 01 p oi cr p 01 01 Li a01 UJ A O) 2 c 01 ^ § c© a ”7* © a 1 o a CO CM 01 o in < o o T3 UJ m G CM o CO I CM A CO flu o 01 01 A s X £ -»-» o c <HH O d O CM < Li X 01 01 XI 0) 01 hi a o S g _j o in o o o a : bD m 01 o CL CM cp co CM > CO CM 5 c 2 CO CM X O W S * < c m 01 vH ( 0> a ^ S o CO § bD 01 £ -2 a> <D P U X d Xi Q X ' oi h 3 P £ O A >> d s § ^ c bD P .5 01 G <31 2 > d ° Li O O »-< bD d © lii o L, c a £ o X5 2 01 Q.) m L. , 01 01 oi a p cj ^ o oi §1 U Oh CD o jS o ±3 a e O 01 O 01 01 X G 01.2 d 01 X <5 P a § u 6 2 G p >> in rt * a ? ,Q rt CL a a3 oi m NOTE Each loading should be figured in accordance with the above paragraph. When loading is light (such as pilot and copilot, and no rear seats or cargo), be sure to check the forward balance limits. When loading is heavy (near gross weight), be sure to check the aft balance limits. S £ g a °z d X X 01 01 Cl A M -m 3 o 3 i 4-t o ^ s 01 rH X . go bD X! Li G d d V ^ oi £ *2 "r*' t * O g CP a o ?< ^ * C- bJD , G CM Z3 § CO O O ci o -a O’ O - § 01 LO o 01 CP in oi CP d d a o H-JH o CD O o £ g bp m 'S g ^ k >» oi al! S - w «? o o CM s cO CO in o> o CO CM d o CO bn O X5 O in O o o CP 01 oi 3- xi CD g < H ^ xs 1 sS c o d CQ CP 01 CP CO *5 bD G d o o o _l o CO d 01 CO in oi <y ^ a ■S3 a> a c- 01 H oi m L X3 £ d oi £ yj 01 O fn tH bD 01 bD G 3 CO CO CO Sh o _J To avoid time consuming delays in cargo and/or passenger shifting, plan your load so that the heaviest cargo and/or passengers are in the forward part of the aircraft, and the lightest in the rear. Always plan to have any vacant space at the rear of the aircraft. For example, do not have passengers occupy the aft seat unless the front and center seats are to be occupied. G a 01 0) d oi o bD W 01 , oi 01 a* a > i V oi s G oi P 0’S o P eq £ 3 £ d X! ® d oi bD J3 X 2 X oi d 0 s G 0 G 0 01 o o O O 0 oi O d Li 0 oi < 0 01 G bD bD bD bD a < 0 3 m G ^4 0 rv « & cO a P Li L. Li Li bD s H o oi d d o bD G oi § >> * 43 CD S % o o u oi 0 01 oi O a O o a CO CD CO CM Total the weights and moments/1000 and plot these values on the • Center of Gravity Moment Envelope to determine whether the point falls within the envelope, and if the loading is acceptable. 3-7 3-6 I 03 600 CO LOADING GRAPH 550 500 **80 GAL. 450 •T'C' 70 O re® mW 400 + *63 GAL. n 350 60 s m. m £ 300 3* 50 K O Ny/ w £ 250 40 A- +^/y o m & < O 200 L3 30 150 20 MAXIMUM USABLE *STANDARD TANKS **LONG RANGE TANKS s: 100 "D — 10 GO Ct& O* 50 G$ Gg^ 00 5 15 10 20 25 30 35 40 45 50 LOAD MOMENT/1000 ( POUND - INCHES ) (1) Lines representing adjustable seats show the pilot or passenger center of gravity on adjustable seats positioned for an average occupant. Refer to the Loading Arrangements diagram for forward and aft limits of occupant c.g. range. (2) Engine Oil: 13 Qts. =24 Lbs. at -0.5 Moment/1000. NOTES: Figure 3-2. i LOADED AIRCRAFT WEIGHT (POUNDS) CO CO CO CO co co CO CO CO CO CO CO CO CO CO CO CO 4* cn co o CO co •o CO 4*. <J> CO C71 CO o CO o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o CJ1 o rr o o s om> o z o 2 M H u E m00 o > 9o co o 2 o u*1 r pi t\ >z 3 TO o fi z<0o m (D o m 73 § 00 r > H l o 03 2 o < 2h o S r -o o 8 cj o I so o X a + M *- x CO +-H- o xir o CO r ? CD i REVISED FUEL QUANTITY DATA STATIONAIR 1973 AIRCRAFT (SERIAL U20602127 AND ON) 1974 AIRCRAFT (ALL SERIALS) 1975 AIRCRAFT (ALL SERIALS) TURBO STATIONAIRL Due to changes in fuel tank manufacturing technique, the fuel systems in the above noted airplanes have been found to contain less than the capacity published in the Owner's Manuals for landplanes and Owner's Manual Supplements for floatplanes and skiplanes. Data in these manuals indicates total usable capacities of 63 gallons for standard tanks and 80 gallons for long range tanks; the usable capacity per tank is shown to be 31-5 gallons and 40 gallons respectively. All fuel capacity references in Owner's Manuals and Supplements for these airplanes should be marked reflect the capacities in the chart below. TOTAL BOTH TANKS USABLE BOTH TANKS TOTAL PER TANK USABLE PER TANK CAPACITY (STANDARD TANKS) 61 Gal. 59 Gal. 29.5 Gal. 30.5 Gal. | CAPACITY (LONG RANGE TANKS) 80 Gal. 38 Gal. 76 Gal. 40 Gal. When figuring weight and balance data, consideration should be given to the reduction in weight and cnange in moment/1000 which results from a reduced fuel capacity. For quick re-computation of cruise performance data, use the information in the Cruise Performance s provided in Owner's Manuals and Supplements by multiplying the ENDR. HOURS and RANGE MILES figures by 0.93 (for standard tank values) or 0.95 (for long range tank values); this will provide con servative endurance and range based on the reduced fuel capacities. Pages in the Owner's Manuals or Supplements which are affected by the change in fuel capacity are listed in the chart below. coa PAGES AFFECTED MANUAL I 1973 Inside Inside Cover STATIONAIR OWNER'S MANUAL 6-8 2-2 2-16 6-5 2-1 4-6 6-6 7-1 5-8 6-4 6-7 Cover 1973 Inside Cover Inside Cover TURBO STATIONAIR OWNER'S MANUAL 2-1 2-2 2-25 6-10 4-6 5-8 6-9 7-1 4-8 6-5 6-6 6-7 6-8 1-16 3-17 1973 Inside Cover STATIONAIR & TURBO FLOAT, SKI SUPPL thro thru 1-13 1-10 1-11 2-4 2-7 3-13 2-8 3-10 3-11 4-7 1-19 3-22 1974 Inside Cover Inside Cover STATIONAIR OWNER'S MANUAL 2-1 2-15 2-16 2-2 6-4 6-6 6-7 6-8 2-3 4-6 4-8 6-5 1974 Inside Cover Inside Cover TURBO STATIONAIR OWNER'S MANUAL 2-1 2-3 2-25 2-2 6-9 4-6 4-8 6-6 6-7 6-10 6-5 6-8 1974 Inside Cover STAT10NAIR8< TURBO FLOAT, SKI SUPPL 1-16 1-11 1-13 1-17 2-8 MO 1-18 1-19 3-7 3-8 2-4 2-7 1975 Inside Cover Inside Cover STATIONAIR OWNER'S MANUAL 2-1 2-2 2-3 4-8 4-6 6-4 6-5 6-6 6-7 6-8 1975 Inside Cover Inside Cover TURBO STATIONAIR OWNER'S MANUAL 2-1 2-2 2-3 4-6 6-7 6-8 4-8 6-5 6-6 6-9 6-10 1975 Inside Cover STATIONAIR 8( TURBO FLOAT, SKI SUPPL 1-10 1-11 1-13 1-16 2-8 3-7 1-17 1-18 1-19 2-7 3-8 i THIS ADHESIVE BACKED STICKER IS TO BE ATTACHED TO ANY BLANK PAGE IN YOUR MANUAL FOR FUTURE REFERENCE. REFERENCE SERVICE LETTER SE 75 - 7