V-Speeds Reference

whose function and operation are not obvious are covered in Section II. Section I lists, in Pilot's Check List form, the steps necessary to operate your airplane efficiently and safely. It is not a check list in its true form as it is considerably longer, but it does cover briefly all of the points that you should know for a typical flight. The flight and operational characteristics of your airplane are normal in all respects. There are no "unconventional" characteristics or opera- tions that need to be mastered. All controls respond in the normal way within the entire range of operation. All airspeeds mentioned in Sections I and II are indicated airspeeds. Corresponding calibrated airspeed may be obtained from the Airspeed Correction Table in Section V. BEFORE ENTERING THE AIRPLANE. (1) Make an exterior inspection in accordance with figure 1-1. BEFORE STARTING THE ENGINE. (1) Seats and Seat Belts (2) Fuel Selector (3) Brakes -- -- -- Adjust and lock. "BOTH." Test and set. (4) Radios and Flashing Beacon -- "OFF." 1-1 STARTING THE ENGINE. (1) Mixture -- Rich. (2) Carburetor Heat (3) Primer -- -- - Cold. · 2 – 6 strokes (as required; none if engine is warm). Close and lock primer. (4) Throttle (5) -- Open 1/8". Master Switch (6) Propeller Area (7) Ignition Switch (8) Oil Pressure - - -- -- -- "ON." Clear. · "START" (release when engine starts). Check. BEFORE TAKE-OFF. (1) Parking Brake (2) Cabin Doors -- (3) Flight Controls -- -- Set. Closed and locked. -- - Check. (4) Trim Tab "TAKE-OFF" setting. (5) Throttle Setting 1700 RPM. (6) Engine Instruments and Ammeter -- Check. (7) Suction Gage · Check (4.6 to 5.4 inches of mercury). (8) Carburetor Heat (9) Magnetos -- -- Check operation. - Check (RPM drop should not exceed 125 RPM on either magneto or 50 RPM differential between magnetos). (10) Flight Instruments and Radios (11) Optional Autopilot or Wing Leveler TAKE-OFF. NORMAL TAKE-OFF. (1) Wing Flaps -- -0° -- Cold. (2) Carburetor Heat (3) Power -- · Full throttle. (4) Elevator Control -- -- · Set. -- Off. - Lift nosewheel at 60 MPH. (5) Climb Speed 85 MPH. -- MAXIMUM PERFORMANCE TAKE-OFF. 1-2 (1) Wing Flaps - 0°. -- (2) Carburetor Heat Cold. -- (3) Brakes -- Apply. (4) Power -- Full throttle. (5) Brakes · Release. -- (6) Airplane Attitude (7) Climb Speed -- Slightly tail low. 68 MPH until all obstacles are cleared. CLIMB. NORMAL CLIMB. (1) Airspeed 80 to 90 MPH. (2) Power (3) Mixture -- -- -- Full throttle. Full rich (mixture may be leaned above 5000 feet). MAXIMUM PERFORMANCE CLIMB. (1) Airspeed (2) Power (3) Mixture -- -->> -- - 82 MPH at sea level to 79 MPH at 10,000 feet. Full throttle. Full rich (mixture may be leaned above 5000 feet). CRUISING. (1) Power 2200 to 2700 RPM. NOTE Maximum cruise RPM varies with altitude. For details, refer to Section V. (2) Trim Tab (3) Mixture -- -- Adjust. · Lean for maximum RPM. LET-DOWN. (1) Mixture Rich. -- (2) Power As desired. -- (3) Carburetor Heat -- As required to prevent carburetor icing. 1-3 BEFORE LANDING. (1) Fuel Selector (2) Mixture -- -- - Rich. "BOTH." -- Apply full heat before closing throttle. As desired. (3) Carburetor Heat (4) Wing Flaps (5) Airspeed. -- -- 70 to 80 MPH (flaps up), 65 to 75 MPH (flaps down). BALKED LANDING (GO-AROUND). (1) Power Full throttle. (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 (2) Landing Roll - Main wheels first. -- · Lower nosewheel gently. (3) Braking Minimum required. AFTER LANDING. (1) Wing Flaps -- Up. (2) Carburetor Heat -- Cold. SECURE AIRCRAFT. (1) Mixture -- Idle cut-off (pulled full out). Off. (2) All switches (3) Brakes -- Set. (4) Control Lock Installed. -- 1-4 MODIFIED FUEL MANAGEMENT PROCEDURES With a combination of highly volatile fuel, high fuel temperature, high operating altitude, and low fuel flow rate in the tank outlet lines, there is a remote possibility of accumulating fuel vapor and encountering power ir- regularities on some airplanes. To minimize this possibility, the follow- ing operating procedures are recommended: (1) Take-off and climb to cruise altitude on "both" tanks. (This is consistent with current recommendations.) (2) When reaching cruise altitude above 5000 feet MSL, promptly switch the fuel selector valve from "both" tanks to either the "right" or "left" tank. (3) During cruise, use "left" and "right" tank as required. (4) Select "both" tanks for landing as currently recommended. POWER RECOVERY TECHNIQUES In the remote event that vapor is present in sufficient amounts to cause a power irregularity, the following power recovery techniques should be followed: OPERATION ON A SINGLE TANK Should power irregularities occur when operating on a single tank, power can be restored immediately by switching to the opposite tank. In addition, the vapor accumulation in the tank on which the power irregu- larity occurred will rapidly dissipate itself such that that tank will also be available for normal operation after it has been unused for approximately one (1) minute. OPERATION ON BOTH TANKS Should power irregularities occur with the fuel selector on both tanks, the following steps are to be taken to restore power: (1) Switch to a single tank for a period of 60 seconds. (2) Then switch to the opposite tank and power will be restored. 1-5 INSTRUMENT PANEL 2 7 8 9 10 11 12 00000 орзова 33 32 31 30 29 28 27 26 25 24 21 23- 22 22 20 19 18 17 16 15 14 13 12345 Flight Instrument Group 13. Optional Instrument Space 24. Throttle Compass Correction Card (Typical) 25. 3. Aircraft Registration Number 14. Map Compartment 26. 4. Magnetic Compass 15. 5. Rear View Mirror (Opt.) Carburetor Air Temperature Gage (Opt.) 27. Circuit Breakers 28. 6. Radio Selector Switches (Opt.) 16. Wing Flap Position Indicator 29. Phone Jack 7. Marker Beacon Indicator Lights 17. Cigar Lighter 30. and Switches (Opt.) 18. Cabin Air and Heat Controls 31. 8. Radios (Opt.) 19. Wing Flap Switch Carburetor Air Heat Control Electrical Switches Parking Brake Handle Ignition/Starter Switch Static Pressure Alternate Source Valve (Opt.) 9. Tachometer 20. Mixture Control Knob 32. Master Switch 10. Ammeter 21. Autopilot Control Unit (Opt.) 33. Primer 11. Suction Gage (Opt.) 22. Microphone 12. Fuel and Oil Gages 23. Elevator Trim Control Wheel 1-6 Figure 2-1. Section II 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. With the fuel selector valve on "BOTH," the total usable fuel for all flight con- ditions is 38 gallons for the standard tanks and 48 gallons for the optional long range tanks. Fuel from each wing tank flows by gravity to a selector valve. De- pending upon the setting of the selector valve, fuel from the left, right, or both tanks flows through a fuel strainer and carburetor to the engine induction system. IMPORTANT The fuel selector valve should be in the "BOTH" position for take-off, climb, landing, and maneuvers that involve prolonged slips or skids. Operation from either "LEFT" or "RIGHT" tank is reserved for cruising flight. NOTE When the fuel selector valve handle is in the "BOTH" position in cruising flight, unequal fuel flow from each tank may occur if the wings are not maintained exactly level. Resulting wing heaviness can be alleviated gradually by turning the selector valve handle to the tank in the "heavy" wing. For fuel system servicing information, refer to Lubrication and Servicing Procedures in Section IV. 2-1 VENT FUEL SYSTEM SCHEMATIC LEFT FUEL TANK SO FACH & LANDMţa || SELECTOR VALVE TO ENGINE ENGINE PRIMER FUEL STRAINER CODE FUEL SUPPLY RIGHT FUEL TANK VENT 100 THROTTLE MECHANICAL LINKAGE CARBURETOR TO • ENGINE 2-2 Figure 2-2. MIXTURE CONTROL KNOB ELECTRICAL SYSTEM. Electrical energy is supplied by a 14-volt, direct-current system powered by an engine-driven alternator (see figure 2-3). A 12- volt bat- tery is located on the left-hand forward portion of the firewall. Power is supplied to all electrical circuits through a split bus bar, one side con- taining electronic systems and the other side having general electrical systems. Both sides of the bus are on at all times except when either an external power source is connected or the ignition/starter switch is turned on; then a power contactor is automatically activated to open the circuit to the electronic bus. Isolating the electronic circuits in this manner pre- vents harmful transient voltages from damaging the transistors in the electronic equipment. AMMETER. The ammeter indicates the flow of current, in amperes, from the alternator to the battery or from the battery to the aircraft electrical system. 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. CIRCUIT BREAKERS AND FUSES. The majority of electrical circuits in the airplane are protected by "push-to-reset" circuit breakers mounted on the instrument panel. Ex- ceptions to this are the optional clock, flight hour recorder, and battery contactor closing (external power) circuits which have fuses mounted adjacent to the battery. Also, the cigar lighter is protected by a man- ually reset type circuit breaker mounted directly on the back of the lighter behind the instrument panel. The alternator field and wiring is protected by an automatically resetting circuit breaker. LANDING LIGHTS (OPT). A three-position, push-pull switch controls the optional landing lights. To turn one lamp on for taxiing, pull the switch out to the first stop. To turn both lamps on for landing, pull the switch out to the sec- ond stop. To turn both lamps off, push the switch full in. 2-3