Pilot's Operating Handbook

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, II and III are indicated airspeeds. Corresponding calibrated airspeed may be obtained from the Airspeed Correction Table in Section VI. 1-1 1-2 Reer to inside back cover of this manuel for quantities, materias, and specifications of frequently used service items. f. Before first flight of the day and after each reueling, pull brward on fuel reservoir drain lever (under pilot's seat) for about four seconds to clear fuel system of possible water and sediment. After draining, make sure that reservoir drains are closed. If water is observed in this check the systen may contain additional water. Check the fuel tank sump quick-drain valves for presence of water, and remove the fuel vent line drain plugs (in wing roots just outboard of cabin doors) and the fuel selector valve drain plug to check for the presence of water. Check baggage door for security. g. (2) a. Remove rudder gus: lock, if installed. b. Disconnect tail tie-down. c. Check control surfaces for freedom of movement and security. 3 a. Check aileron for freedom of movement and security. b. Check fuel tank ven: opening (at ving tip trailing edge) for stoppage. a. Disconnect wing tie-down. b. Check main wheel tire for prope: inflation. c. Before first flight of day and after each refueling, use sampler cup and crain small quantity of fuel from fuel tank sump quick-drain valve to check for water, sediment, and proper fuel grade. d. Visually check fuel quantity for cesired level; then check fuel filler cap secure and vent uncbstructed. 8 EXTERIOR INSPECTION 5 Note Visually check aircraft for general condition during walk-around inspection. In cold weather, remove even small accumulations of frost, ice or snow from wing, tail and control surfaces. Also, make sure that control surfaces contain no imernal accumulations of ice or debris. If a night flight is planned, check operation of all lights, and make sure a flashlight is available. ⑤ a. Check engine oil level. Do not operate with less than six quarts. Fill to eight quarts for extended flight. b. Check propeller and spinner for nicks and security, and propeller for oi. leaks. c. d. e. f. g. ⑥ a. Check induction air filter for restrictions by dust or other foreign matter. Check landing and taxi lights for condition and cleanliness. Check nose wheel strut and tire for proper inflation; nose wheel doors for security. Disconnect tie-down rope. Inspect flight instrument static source openings on side of fuselage for stoppage (both sides). Check main wheel tire for proper inflation. b. Before first flight of the day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sunp quick-drain valve to check for water, sediment, and proper fuel grade. c. Visually check fuel quantity for desired level; then check fuel filler cap secure and vent unobstructed. a. Check landing gear lever in DWN position. b. Remove control wheel lock, C. Check ignition switch OFF. a. d. Turn master switch ON; check fuel quantity indicators and landing gear DWN Remore pitot tube cover, if installed, and check pitot tube opening for stoppage. position indicator light (green) on; then turn master switch OFF. b. Disconnect wing tie-down. e. Check fuel selector valve handle in the BOTH position. 8 a. b. Check fuel tank vert opening (at wing tip trailing edge) for stoppage. Check aileron for freedom of movement and security. Figure 1- 1-3 BEFORE STARTING ENGINE. (1) Exterior Prefligh: -- COMPLETE. -- ADJUST and LOCK. (2) Seats, Belts, Shoulder Harnesses (3) Fuel Selector Valve Handle BOTH. (4) Radios, Autopilot. Electrical Equipment -- OFF. (5) Brakes - TEST and SET. (6) Cowl Flaps -- OPEN (move lever out of locking hole to reposition). (7) Landing Gear Lever -- DOWN. (8) Circuit Breakers - STARTING ENGINE. (1) Mixture -- (2) Propeller -- CHECK IN. IDLE CUT-OFF. -- HIGH RPM. -- ON. (3) Throttle -- OPEN 1/4 INCH. (4) Master Switch (5) Auxiliary Fuel Pump (6) Mixture OFF, -- -- ON. ADVANCE to 6 GAL/HR; then RETARD to IDLE CUT- NOTE If engine is warm, omit priming procedure above. (7) Propeller Area -- CLEAR. (8) Ignition Switch m- - START (release when engine starts). (9) Mixture -- RICH ADVANCE smoothly when engine fires). NOTE If engine floods, turn off auxiliary fuel pump, place mixture in idle cut-off, open throttle 1/2, and crank engine. When engine fires, advance mixture to full rich and retard throttle promptly. (10) Oil Pressure 11 CHECK, -- OFF. (11) Auxiliary Fuel Pump BEFORE TAKE-OFF. 1-4 (1) Parking Brake -- SET. (2) Cabin Doors CLOSED and LOCKED. (3) Flight Controls -- FREE and CORRECT. (4) Stabilator and Rudder Trim (5) Fuel Selector Valve Handle (6) Throttle -- 1800 RPM. -- ―― TAKE-OFF. BOTH. a. Magnetos - CHECK (RPM drop should not exceed 150 RPM on either magneto or 50 RPM differential between magnetos). b. Propeller CYCLE from high to low RPM; return to high RPM. -- Engine Instruments and Ammeter c. d. Suction Gage -- CHECK. CHECK. (7) Flight Instruments and Radios -- SET. (8) Navigation Lights, Flashing Beacon, and Optional Strobe Lights ON (as required). -- (9) Throttle Friction Lock (10) Flaps 0° to 10°. TAKE-OFF. -- NORMAL TAKE-OFF. (1) Wing Flaps (2) Power (3) Mixture -- -- -- -- ADJUST. -0° to 10° (10° preferred). MAXIMUM (full throttle and 2700 RPM). above 3000 feet). RICH (lean for field elevation per fuel flow placard (4) Aircraft Attitude -- LIFT NOSE WHEEL at 65 MPH. (5) Climb Speed 75 to 85 MPH. (6) Brakes (7) -- -- APPLY momentarily when airborne. RETRACT in climb out. RETRACT (if extended). Landing Gear (8) Wing Flaps --> -- MAXIMUM PERFORMANCE TAKE-OFF. (1) Wing Flaps -- 10°. (2) Brakes (3) Power (4) Mixture -- -- -- APPLY. MAXIMUM (full throttle and 2700 RPM). above 3000 feet). RICH (lean for field elevation per fuel flow placard (5) Brakes -- RELEASE. (6) Aircraft Attitude LIFT NOSE WHEEL at 60 MPH. (7) Climb Speed 70 MPH until all obstacles are cleared. (8) Brakes APPLY momentarily when airborne. -- (9) Larding Gear -- RETRACT after obstacles are cleared. (10) Wing Flaps -- RETRACT after reaching 80 MPH. 1-5 NOTE Do not reduce power until landing gear and wing flaps have been retracted. ENROUTE CLIMB. NORMAL CLIMB. (1) Airspeed (2) Power (3) Mixture -- -- -- 100 to 120 MPH. 25 INCHES Hg. and 2500 RPM. LEANED to 13 GAL/HR. (4) Cowl Flaps - OPEN as required. MAXIMUM PERFORMANCE CLIMB. (1) Airspeed (2) Power (3) Mixture -- -1 -- 95 MPH at sea level to 91 MPH at 10,000 feet. MAXIMUM (full throttle and 2700 RPM). (t) Cowl Flaps CRUISE. (1) Power 75%). -- (2) Mixture -- LEAN per fuel flow placard. -- FULL OPEN. 15 to 25 INCHES Hg., 2100 to 2500 RPM (no more than Data, Section VI. (3) Cowl Flaps LET-DOWN. 1-6 (1) Power -~ LEAN per Cessna Power Computer or Operational -- CLOSED. AS DESIRED. NOTE Avoid continuous operation between 1400 and 1750 RPM with less than 10 inches Hg. (2) Mixture ADJUST for smooth operation. (3) Cowl Flaps -- (4) -- Wing Flaps below 110 MPH). (5) Landing Gear CLOSED. AS DESIRED (0° to 10° below 150 MPH, 10° to 30° -1 AS DESIRED (do not extend above 140 MPH). BEFORE LANDING. -- (1) Seats, Belts, Harnesses (2) Fuel Selector Valve Handle (3) Landing Gear (4) Mixture -- RICH. -- ADJUST and LOCK BOTH. -- EXTEND below 140 MPH. (5) Propeller HIGH RPM. (6) Airspeed 80 to 90 MPH (flaps UP). (7) Wing Flaps below 110 MPH). (8) Airspeed -- -- AS DESIRED (0° to 10° below 150 MPH, 10° to 30° 70 to 80 MPH (flaps DOWN). (9) Stabilator and Rudder Trim BALKED LANDING. -- -- ADJUST. MAXIMUM (full throttle and 2700 RPM). RETRACT to 20°. (1) Power (2) Wing Flaps -- -- (3) Airspeed 75 MPH. (4) Wing Flaps (5) Cowl Flaps RETRACT slowly. OPEN. NORMAL LANDING. (1) Touchdown -- MAIN WHEELS FIRST. (2) Landing Roll -- LOWER NOSE WHEEL GENTLY. (3) Braking - MINIMUM REQUIRED. AFTER LANDING. (1) Wing Flaps (2) Cow. Flaps -- UP. OPEN. SECURING AIRCRAFT. SET. (1) Parking Brake -- (2) Radios, Electrical Equipment (3) Mixture -- OFF. IDLE CUT-OFF (pulled full out). (4) Ignition and Master Switches -- OFF. (5) Control Lock INSTALL. (6) Fuel Selector Valve Handle -- LEFT or RIGHT. 1-7 1 ± 3 INSTRUMENT PANEL 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 11 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 aircraft. This section also covers in somewhat greater detail some of the items listed in Checklist form in Section I that require further explaration. FUEL SYSTEM. Fuel is supplied to the engine from two integral fuel tanks, one in each wing. With the fuel selector valve handle in the BOTH position, the total usable fuel for all flight conditions is 60 gallons with the tanks completely filled. 45 44 43 42 41 40 39 38 37 1. Static Pressure Aternate Source Valve 2. Suction Gage (Opt.) 8 27 26 25 24 13 36 19 35 :0 34 1 33. :2 3. Economy Mixture Indicator (Opt.) 4. Marker Beacon Indicator Lights and Switches (Opt.) 5. Over-Voltage Waming light 6. Cylinder Head Temperature, Left Fuel Quantity Indicator, Ammeter, and Oil Pressure Gage 7. Flight Instrument Group 8. Right Fuel Quantity Indicator and Oil Temperature Gage 9. Manifold Pressure/Fuel Flow Indicator 10. Radio Selector Switches (Opt.) 11, No. 1 LOC Reversed Indicator Light (Opt,) 12. No. 2 LOC Reversed Indicator Light (Opt.) 1). Rear View Mirror (Opt. } 11. Tachometer 15. Radios (Opt.) 15. Autopilot Contral Unit (Opt.) 1. Flight Hour Recorder (Opt,) 11. ADF Bearing Indicator (Opl.) 11. Wing Flap Switch and Indicator 21. Map Compartment 31, ADF Radio (Opl.) 21. Right Cabin Air Control Knob 21. Circuit Breakers 21. Defroster Control Knob 25. Cabin Heat Control Knob 25. Mixture Control Knob 2. Propeller Control Knob Figure 2-1. 28. Rudder Trim Control Wheel 29. Ashtray 30. Cowl Flap Control Lever 31. Cigar Lighter 32. Microphone (Opt,) 33. Courtesy Light (Opt.) 34. Throttle 35. Landing Gear Lever 36. Stabilator Trim Control Wheel 37. Landing Gear Position Indicator Lights 38. Electrical switches 39, Instrument and Radio Dial Light Rheostats 40. Parking Brake Handle 41. Ignition Switch 42. Auxiliary Fuel Pump Switch 43. Master Swich 44. Phone and Auxillary Mike Jacks 45. Left Cabin Air Control Knob NOTE With heavy cabin loadings, it may be necessary to reduce the fuel load to keep the aircraft within the approved weight limits (refer to Section IV for weight and balance control procedures). To facilitate fueling to reduced fuel loads, a 22 gallon marker is provided inside each tank filler neck in the form of a series of small holes. Fuel from each wing fuel tank flows through a reservoir tank to the fuel selector valve, through a bypass in the electric auxiliary fuel pump to the fuel strainer, and then to the engine-driven fuel pump. From here fuel is distributed to the engine cylinders via a control unit and injector manifold. The auxiliary fuel pump is used primarily for priming the engine before starting. Priming is accomplished through the regular injection system. If the auxiliary fuel pump switch is accidentally placed in the ON po- sition (with master switch turned on and mixture rich) with the engine 1-8 2-1 1 ± 3 INSTRUMENT PANEL 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 $10 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 aircraft. This section also covers in somewhat greater detail some of the items listed in Checklist form in Section I that require further explaration. FUEL SYSTEM. Fuel is supplied to the engine from two integral fuel tanks, one in each wing. With the fuel selector valve handle in the BOTH position, the total usable fuel for all flight conditions is 60 gallons with the tanks completely filled. 45 44 43 42 41 40 39 38 37 1. Static Pressure Aternate Source Valve 2. Suction Gage (Opt.) 8 27 26 25 24 13 36 19 35 :0 34 1 33. :2 3. Economy Mixture Indicator (Opt.) 4. Marker Beacon Indicator Lights and Switches (Opt.) 5. Over-Voltage Waming light 6. Cylinder Head Temperature, Left Fuel Quantity Indicator, Ammeter, and Oil Pressure Gage 7. Flight Instrument Group 8. Right Fuel Quantity Indicator and Oil Temperature Gage 9. Manifold Pressure/Fuel Flow Indicator 10. Radio Selector Switches (Opt.) 11, No. 1 LOC Reversed Indicator Light (Opt.) 12. No. 2 LOC Reversed Indicator Light (Opt.) 1). Rear View Mirror (Opt. } 11. Tachometer 15. Radios (Opt.) 15. Autopilot Control Unit (Opt.) 1. Flight Hour Recorder (Opt,) 11. ADF Bearing Indicator (Opl.) 11. Wing Flap Switch and Indicator 21. Map Compartment 31, ADF Radio (Opl.) 21. Right Cabin Air Control Knob 21. Circuit Breakers 21. Defroster Control Knob 25. Cabin Heat Control Knob 25. Mixture Control Knob 2. Propeller Control Knob Figure 2-1. 28. Rudder Trim Control Wheel 29. Ashtray 30. Cowl Flap Control Lever 31. Cigar Lighter 32. Microphone (Opt,) 33. Courtesy Light (Opt.) 34. Throttle 35. Landing Gear Lever 36. Stabilator Trim Control Wheel 37. Landing Gear Position Indicator Lights 38. Electrical switches 39, Instrument and Radio Dial Light Rheostats 40. Parking Brake Handle 41. Ignition Switch 42. Auxiliary Fuel Pump Switch 43. Master Swich 44. Phone and Auxillary Mike Jacks 45. Left Cabin Air Control Knob NOTE With heavy cabin loadings, it may be necessary to reduce the fuel load to keep the aircraft within the approved weight limits (refer to Section IV for weight and balance control procedures). To facilitate fueling to reduced fuel loads, a 22 gallon marker is provided inside each tank filler neck in the form of a series of small holes. Fuel from each wing fuel tank flows through a reservoir tank to the fuel selector valve, through a bypass in the electric auxiliary fuel pump to the fuel strainer, and then to the engine-driven fuel pump. From here fuel is distributed to the engine cylinders via a control unit and injector manifold. The auxiliary fuel pump is used primarily for priming the engine before starting. Priming is accomplished through the regular injection system. If the auxiliary fuel pump switch is accidentally placed in the ON po- sition (with master switch turned on and mixture rich) with the engine 1-8 2-1 יןן 2-2 VENT FUEL SYSTEM LEFT FUEL TANK FUEL RESERVOIR DRAIN VALVE To old potentially hazardous gusaline humes, do opel reservoir drains in Alg✶ or while the engine la ring the ground, gains fumes, excessive fuel consumption, or power has symptoms exist during flight, check that the reservar drain control la close. fus perals, ventitate cibin and land praticable to investigate caIE. FUEL RESERVOIR DRAIN LEVER (UNDER PILOT'S SEAT) AUXILIARY FUEL PUMP SWITCH MIXTURE CONTROL VENTED FILLER CAPS FUEL RESERVOIR TANKST 10 on a INGL LAAME THROTTLE 019- FUEL MANIFOLD) FUEL INJECTION NOZZLE SCHEMATIC RIGHT FUEL TANK FUEL RESERVOIR DRAIN VALVE FUEL SELECTOR VALVE VENT Tansure desired fuel capacity when retuling, place U fuel selector valve in ether the "LEFT" or "UCHT" puttion to prevent cross-eding. AUXILIAFY FUEL PUMP FUEL STRAINER ENGINE-DRIVEN FUEL PUMP FUEL CONTROL UNIT FUEL FLOW INDICATOR (Right half of dual instrument) Figure 2-2. CODE FUEL SUPPLY VENT MECHANICAL LINKAGE ELECTRICAL CONNECTION stopped, the intake manifolds will be flooded. The auxiliary fuel pump is also used for vapor suppression in hot weather. Normally, momentary use will be sufficient for vapor suppres- sion; however, continucus operation is permissible if required. Turning or the auxiliary fuel pump with a rormally operating engine pump will re- sult in only a very mincr enrichment of the mixture. It is not necessary to have the auxiliary fuel pump operating during normal take-off and landing, since gravity and the engine-driven pump will supply adequate fuel flow to the fuel injector unit. In the event of failure of the engine-driven pump, use of the auxiliary fuel pump will provide sufficient fuel to maintain flight at maximum con- tinuous power. The fuel selector valve handle should be in the BOTH position for take-off, larding, and power-on naneuvers that involve prolonged slips or skids. During prolonged climb or cruise with the fuel selector in BOTH position, unequal fuel flow from each ank may occur if the air- craft is out of trim directionally (slip indicator ball not centered) or if the fuel tank caps are rot sealing properly. The resulting heaviness can be alleviated gradually by turning the selector valve to the tank in the heavy wing. To ensure a prompt engine restart after running a fuel tank dry, switch the fuel selector to the opposite tank at the first indication of fuel flow fluctuation or power loss. Then turn on the auxiliary fuel pump and advance the mixture control to full rich. After power and steady fuel flow are restored, turn off the auxiliary fuel pump and lean the mixture, if desirable. Prior to landing, the fuel selector should be returned to the BOTH position. NOTE With low fuel (1/16th tank or less) a prolonged powered steep descent (1000 feet or more) should be avoided with more than 10° flaps to prevent the possibility of fuel starvation resulting from uncovering the fiel tank outlets. If starvation should occur, leveling the nose and turning on the auxiliary fuel pump should restore engine power within 30 seconds. For fuel system servicing information, refer to Servicing Require- ments on the inside back cover. 2-3 FUEL TANK SUMP QUICK-DRAIN VALVES. Each fuel tank sump is equipped with a fuel quick-drain valve to facili- tate draining and/or examination of fuel for contamination and grade. The valve extends through the lower surface of the wing just outboard of the cabin door. A sampler cup stored in the aircraft is used to examine the fuel. Insert the probe in the sampler cup into the center of the quick- drain valve and push. Fuel will drain from the tank sump into the sam- pler cup until pressure on the valve is released. ELECTRICAL SYSTEM. Electrical energy is supplied by a 14-volt, direct-current system powered by an engine-driven alternator (see figure 2-3). The 12-volt battery is located aft of the rear cabin wall. Power is supplied to all electrical circuits through a split bus bar, one side containing electronic system circuits and the other side having general electrical system cir- cuits. Both sides of the bus are on at all times except when either an ex- ternal power source is connected or the starter switch is turned on; then a power contactor is automatically activated to open the circuit to the elec- tronic bus. Isolating the electronic circuits in this manner prevents harmful transien: voltages from damaging the transistors in the electronic equipment. MASTER SWITCH. The master switch is a split-rocker type switch labeled MASTER, and is ON in the up position and OFF in the down position. The right half of the switch, labeled BAT, controls all electrical power to the air- plane. 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 sepa- rately 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 prevent alternator restart. 2-4 OVER. OLTAGE VARNING LIGHT ELECTRICAL SYSTEM MASTER SWITCH SCHEMATIC REGULATOR ALTERNATOR F יו TO ALT FIELD CIRCUIT BREAKER ¡LT OVER VOLTAGE SENSOR TO ALT FELD Circur BREAKIR ALT FIELD LAND TO OVER VOLTAGE WARNING LIGHT TO OVERVOLTAGE SENSOR AND MASTER SWITCH TO LANCING LIGHTS LIGHTS TO TRANSMITTER RELAY (OF TO NAVGATION LIGHTS AND NAV LIGHTS EN LIGHT P STROBE LIGHT PRIMARY BUS IMST LIGHTS OPT CONTROL WHEEL MAP LIGHT TO ELECTROLUMINESCENT PANELS OPT) TO FLASHING BEACON TO STROBE LIGHTS (OPT) TO ENGINE INSTRUMENT CLUSTER TO INSTRUMENT, COMPASS, RADIO DAL LIGHTS, AND OPTIONAL POST LIGHTS TO NOSI GEAR SAFETY SWITCH TO LDG GEAR CONTROL RELAY TO GEAF UP INDICATOR LIGHT GEAR IND TO LANGING GEAR MOTOR DG GEAR TO PITOI HEAT SYSTEM PTOT HEAT STARTER CONTACTO AMMETE REVERSE POLARITY CONTACTOR GROUND STARTER SERVICE PLUG RECEPTACLE (OPT) CLOCK CONTACTOR (NORMALLY FLAP FUE PUMP TO WING FLAP SYSTEM TO COURTESY/DOME LIGHTS TO IGNITION SWITCH TO AUXILIARY FUEL PUMP TO CIGAL LIGHTER (W/CIRCUT BKR) TO TURN COORDINATOR OR TUIN COORD TURN-AND-BANK INDICATOR (OPTH TO STALL WARNING SYSTEM STALL WARN TO AUDIO AMPLIFIER SP.IT BUS JUD AMP BATTERY CONTACTOR OLL PRESSURE SWITCH 10 RADIO (OPT) 1 (OPTI TO RADO (OPT) BATTERY FLIGHT HOUR RECORDER (071) Cobl CIRCUIT BREAKEI (PUSH.TO.KESETI DIOD! RESISTOR CAPACITOR INDIE FILTER CHICUIT BREAKER SWITCH FUSE CLOSED TO JUX FUEL FUMI CIRCUIT BREAKER IGNITION SHICH MAGNETOS ELECTRONIC MUS Figure 2-3. TO RADO (OPT) TO RADO (OPT) TO RADO (OPT) · TO AUTOMATIC PILOT ALTO MLOT 2-5 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 battery discharge rate. 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 pilct that the alternator is not operating and the aircraft battery is supply- ing 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 te terminated as soon as practical. The warning light may be tested by momentarily turning off the ALT portion of the master switch and leaving the BAT portion turned on. CIRCUIT BREAKERS AND FUSES. Most of the electrical circuits in the aircraft are protected by "push- to-reset" circuit breakers mounted on the right side of the instrument panel. Exceptions to this are the battery contactor closing (external pow- er) circuit, clock and optional flight hour recorder circuits which have fuses mounted near the battery. The landing gear circuit is protected by a push-pull type circuit breaker on the right side of the instrument panel, and the cigar lighter has a manually reset type circuit breaker mounted on the back of the lighter socket. When more than one radio is installed, the radio transmitter relay (which is a part of the radio installation) is protected by the navigation lights circuit breaker labeled NAV LIGHTS. It is important to remember 2-6 that any malfunction in the navigation lights system which causes the circuit breaker to open vill de-activate both the navigation lights and the transmitter relay. In this event, the navigation light switch should be turned off to isolate the circuit; then reset the circuit breaker to reacti- vate the transmitter relay and permit its usage. Do not turn on the navi- gation lights switch until the malfunction has been corrected. LIGHTING EQUIPMENT. EXTERIOR LIGHTING. Conventional navigation lights are located on the wing tips and top of the rudder. Landing and taxi lights are installed in the nose cap, arð a flashing beacon is mounted on top of the vertical fin. Optional lighting in- cludes a strobe light on each wing tip and two courtesy lights, one under each wing, just outboard of the cabin door. The courtesy lights are op- erated by a switch located on the left rear door post. All exterior lights, except the courtesy 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 over cast; 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 protec- tion. However, the lights should be turned off when taxiing in the vicinity of other aircraft, or during night flight through clouds, fog or haze. INTERIOR LIGHTING. Instrument and control panel lighting is provided by flood lighting, in- tegral lighting, and optional post and electroluminescent lighting. Two rheostat control knobs or the left svitch and control panel, labeled PANEL LIGHTS and ENG-RADIO LIGHTS, control the intensity of the instrument and control panel lighting. A slide-type switch on the left side of the over- head console, labeled PANEL LTS, is used to select either standard flood 2-7 lighting in the FLOOD position, optional post lighting in the POST position, or a combination of post and flood lighting in the BOTH position. Switches and controls on the lower part of the instrument panel may be lighted by optional electroluminescent panels which do not require light bulbs for illumination. To operate this lighting, turn on the NAV LIGHTS switch and adjust light intensity with the control knob labeled PANEL LIGHTS. Electroluminescent lighting is not affected by the selection of post or flood lighting. Instrument and control panel flood lighting consists of four red flood lights on the underside of the anti-glare shield, and a single red flood light in the forward part of the overhead console. To use lood lighting, place the PANEL LTS selector switch in the FLOOD position and adjust light intensity with the PANEL LIGHTS rheostat control knob. The instrument panel may be equipped with optional post lights which are mounted at the edge of each instrument or control and provide direct lighting. The lights are operated by placing the PANEL LTS selector switch in the POST position and adjusting light intensity with the PANEL LIGHTS rheostat control knob. By placing the PANEL LTS selector switch in the BOTH position, the post lights can be used in combination with the standard flood lighting. The engine instrument cluster, radio equipment, and magnetic com- pass have integral lighting and operate independently of post or flood light- ing. The light intensity of these items is controlled by the ENG-RADIO LIGETS rheostat control knob. A cabin dome light is located in the aft part of the overhead console, and is operated by a switch adjacent to the light. To turn the light on move the switch to the right. The instrument panel control pedestal may be equipped with an option- al courtesy ligh, mounted at its base, which illuminates the forward cabin floor area. This light is controlled by the courtesy light switch on the left rear door post. An optional map light may be mounted on the bottom of the pilot's con- trol wheel. The light illuminates the lower portion of the cabin just for- ward of the pilot and is helpful when checking maps and other flight data during night operations. To operate the light, first turn or the NAV LIGHTS switch; then adjust the map light's intersity with the knurled disk type rheostat control located at the bottom of the control wheel. 2-8 LANDING GEAR SYSTEM. The retractable tricycle landing gear is extended and retracted by hy- draulic actuators powered by an electrically-driven hydraulic power pack. The power pack assembly is located aft of the rear baggage compartment wall. Mechanically-actuated wheel well doors are provided for the nose gear. They are open when the nose gear is down and closed when it is retracted. An over-center mechanical linkage provides a positive mechanical up and down lock for the nose wheel. The main gear utilizes hydraulic se- quence valve downlocks and hydraulic pressure for positive uplock. Main gear uplock pressure is maintained automatically by the power pack as- sembly. If pressure drops below that necessary to retair uplock pres- sure on the main gear, the power pack will automatically compensate. Two position-indicator lights, mounted to the left of the stabilator trim control wheel, indicate that the gear is either up or down and locked. Both the gear UP (amber) and gear DWN (green) lights are the press-to- test type, inccrporating dimming shutters for night operation. As an ad- ditional reminder that the gear is retracted, a warning horn sounds inter- mittently whenever the throttle is retarded below approximately 12 inches manifold pressure (master switch on) with the gear up or not down and locked. LANDING GEAR LEVER. The gear lever, mounted to the left of the engine controls, has two positions (up for gear up, and down for gear down) which give a mechan- ical indication of landing gear position. From either position, the lever must be pulled out slightly to clear a detent before it can be repositioned; operation of the landing gear system will not begin until the lever has been repositioned. After the lever has been repositioned, hydraulic pressure is cirected within the system to actuate the gear to the selected position. The gear lever will remain in whichever position has been selected. During a normal cycle, the gear locks up or down and the position in- dicator light comes on indicating completion of the cycle. Landing gear extension can be detected by illumiration of the gear DWN indicator light (green), absence of a gear warning horn with the throttle retarded below approximately 12 inches manifold pressure, and visual inspection of the main gear position. Indication of gear retraction is provided by illumin- ation of the gear UP (amber) light. Should a gear indicator light fail to 2-9 illuminate, the light should be checked for a burned-out bulb by pressing to test. A burned-out bulk can be replaced in flight with the bulb from the remaining indicator light. A safety switch, actuated by the nose gear, electrically prevents inadvertent retraction whenever the Lose gear strut is compressed by the weight of the aircraft. Also, a switch type circuit breaker is provided as a maintenance safety feature. With the switch pulled out, landing gear operation is prevented. After maintenance is completed, and prior to flight, the switch should be placed in the on position (pushed in). EMERGENCY HAND PUMP. The landing gear emergency hand pump is located on the floor between the front seats and is used to manually extend the gear in the event of hy- draulic pump failure. When not in use, the pump handle is retracted and stowed beneath a hinged cover marked with a placard outlining emergency operation procedures. Refer to Section III for emergency operation of the hand pump. CABIN HEATING, VENTILATING AND DEFROSTING SYSTEM. The temperature and volume of airflow into the cabin can be regulated to any degree desired by adjustment of a single CABIN HEAT knob and two CABIN AIR knots. When partial cabin heat is desired, blending warm and cold air will result in improved ventilation and heat distribution throughout the cabin. Front cabin heat and ventilating air from the main heat and ventila- ting system is routed through two manifolds located forward of the rudder pedals to directionally-adjustable, on-off ventilators on the front cabin sidewalls. Rear cabin hea: and air is supplied by ducts from both front cabin ventilators, one extending down each side of the cabin to the forward doorpost, then along the lower edge of the cabin door to an outlet near the aft edge of the door. Airflow from each outlet may be directed through either of two lowered operings by rotating a knob on top of the outlet. For maximum rear cabin heating, close both front cabin ventilators. 2-10 Windshield defrost air is supplied from the left cabin manifold; there- fore, the temperature of the defrosting air is the same as heated cabin air. A push-pull control knob labeled DEFROSTER regulates the volume of air to the windshield. Pull the knob out as necessary for defrosting. Four separately adjustable overhead ventilators supply individual air; two are mounted in a console above the pilot and co-pilot, and two optional individual ventilators may be mounted in the rear cabin ceiling. Additional ground and flight ventilation is available through an open- able vent window in each cabin door. These windows can be opened at speeds up to 120 MPH by rotating the crank located below the window. SHOULDER HARNESSES. Shoulder harnesses are provided as standard equipment for the pilot and front seat passenger, and as optional for the rear seat passengers. Seat belts are standard equipment for all passengers. Each front seat harness is attached to a rear door post just above window line and is stowed behind a stowage sheath mounted above the cabin door. When stowing the harness, fold it and place it behind the sheath. The optional rear seat shoulder harnesses are attached ad- jacent to the lower corners of the rear window. Each rear seat harness is stowed behind a stowage sheath located above the aft side window. To use the front and rear seat shoulder harnesses, fasten and adjust the seat belt first. Remove the harress 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 excessive forward movement and contact with objects during sudden deceleration. Also, the pilo: will want the freedon to reach all controls easily. Releasing and removing the shoulder harness is accomplished by pull- ing 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 bel: first, and pulling the har- ness over the head by pulling up on the release strap. 2-11 INTEGRATED SEAT BELT/SHOULDER HARNESSES WITH INERTIA REELS. Optional integrated seat belt/shoulder harnesses with inertia reels are available for the pilot and front seat passenger. The seat belt/shoulder harnesses extend from inertia reels located in the cabin ceiling to attach points inboard of the two front seats. A separate seat belt half and buckle is located outboard of the seats. Inertia reels allow complete freedom of body movemen. However, in the event of a sudden deceleration, they will lock up automatically to protect the occupants. NOTE The inertia reels are located for maximum shoulder har- ness comfort and safe retention of the seat occupants. This location requires that the shoulder harnesses cross near the top so that the right hand inertia reel serves the pilot and the left hand reel serves the front passenger. When fastening the harness, check to ensure the proper harness is being used. To use the seat belt/shoulder harness, adjust the metal buckle half on the harness up far enough to allow it to be drawn across the lap of the occupant and be fastened into the outboard seat belt buckle. Adjust seat belt tension by pulling up on the shoulder harness. To remove the seat belt shoulder harness, release the seat belt buckle and allow the inertia reel to draw the harness to the inboard side of the seat. the next engine start is attempted. Within the first 20 to 30 minutes after shutdown, the fuel manifold is adequately primed and the empty injector nozzle lines will fill before the engine dies. However, after approximately 30 minutes, the vaporized fuel in the manifold will have nearly dissipated and some slight "priming" could be required to refill the nozzle lines and keep the engine running after the initial start. Starting a lot engine is facilitated by advancing the mixture control promptly to 1/3 open when the engine fires, and then smoothly to full rich as power developes. Should the engine tend to die after starting, turn on auxiliary fuel pump temporarily and adjust throttle as necessary to keep the engine running. Weak intermittent firing followed by puffs of black smoke from the exhaust stack indicate over-priming or flooding. In this event, turn off the auxiliary fuel pump, open the throttle from 1/2 to full open and con- tinue cranking with the mixture full lean. When the engine fires, smoothly advance the mixture control to full rich and retard the throttle to desired idle speed. If the engine is undertrimed (most likely in cold weather with a cold engine) it will not fire at all, and additional priming will be necessary. After starting, if the oil pressure gage does not begin to show pres- sure within 30 seconds in the summertime and about twice that long in very cold weather, stop the engine and investigate. Lack of oil pressure can cause serious engine damage. NOTE Additional details concerning cold weather starting and operation may be found under COLD WEATHER OPER- ATION paragraphs in this section. STARTING ENGINE. In cold weather, the engine compartment temperature drops off rap- idly following engine shutdown and the injector nozzle lines remain nearly full of fuel. Cold weather starting procedures are therefore relatively sim- ple with highly predictable results. However, in extremely hot weather, engine compartment temperatures increase rapidly following engine shut- dowa, and fuel in the lines will vaporize and escape into the intake manifold. 2-12 Hot weather starting procedures depend considerably on how soon TAXIING. When taxiing it is important that speed and use of brakes be held to a mirimum and that all controls be utilized (see taxiing diagram, figure 2-4) to maintain directiona, control and balance. Taxding over loose 2-13