Cessna

For quick re-computation of cruise performance data, use the information in the Cruise Performance charts provided in Owner's Manuals and Supplements by multiplying the ENDR. HOURS and RANGE MILES figures by 0.93 (for standard tank and "selector valve" or "on-off" system values) or 0.94 (for long range tank and "selector valve" system values); this will provide conservative 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. 80 ' ' MANUAL PAGES AFFECTED 1973 OWNER'S MANUAL Inside 2-1 2-14 46 Cover 1973 AGCARRYALL Inside 3-4 3-5 SUPPLEMENT Cover 4-7 5-8 6-4 6-5 6-6 6-7 6-8 7-3 7-2 Inside Cover 5-3 5-4 ' 1973 FLOAT AMPHIB, Inside 1-9 1-10 1-15 1-16 1-17 1-18 1-19 2-13 2-14 2-20| 2-21 2-22 2-23 2-24 3-7 SKI SUPPLEMENT Cover ☐ ☐ - 3-8 3.9 3-10 Section OPERATING CHECK LIST One of the first steps in obtaining the utmost performance, serv and flying enjoyment from your Cessna is to familiarize yourself wit airplane's equipment, systems, and controls. This can best be done reviewing this equipment while sitting in the airplane. Those items function and operation are not obvious are covered in Section II. Section I lists, in Pilot's Check List form, the steps necessary operate your airplane efficiently and safely. It is not a check list in true form as it is considerably longer, but it does cover briefly all c the points that you should know for a typical flight. An abbreviated c list covering the "Before Take-Off" and "Before Landing" phases of craft operation is provided on a plastic card and normally stowed in map compartment. This abbreviated check list is a convenient refer of key items to be rechecked immediately prior to taxiing into positio take-off and before entering the final approach for landing. The flight and operational characteristics of your airplane are n in all respects. There are no "unconventional" characteristics or of tions that need to be mastered. All controls respond in the normal w within the entire range of operation. All airspeeds mentioned in Sect I, II and III are indicated airspeeds. Corresponding calibrated airsp may be obtained from the Airspeed Correction Table in Section VI. 1974 OWNER'S MANUAL Inside Cover 2-1 2-3 2-4 4-7 2-5 2-17 4-6 6-6 6-4 6-5 6-7 6-8 Inside Cover 5-3 99 5-4 - ' - ' ་ ་ 1974 AGCARRYALL Inside 3-4 3-5 SUPPLEMENT Cover 1974 FLOAT AMPHIB. Inside 1.9 1-10 1-15 1-16 1-17 1-18 1-19 2-13 2-14 2-20 2-21 2-22 2-23 2-24 3-7 SKI SUPPLEMENT Cover 1975 OWNER'S MANUAL Inside Cover 2-1 2-3 2-4 2-6 4-6 4-7 6-4 6-5 55 6-6 6-7 6-8 Inside Cover 3-8 3-9 3-1 BEFORE ENTERING THE AIRPLANE. 3-8 3-9 3 (1) Make an exterior inspection in accordance with figure 1-1. 1975 AGCARRYALL Inside 3-4 3-5 5-3 5-4 SUPPLEMENT Cover 1975 FLOAT AMPHIB, Inside 1.9 1-10 1-15 1-16 1-17 1-18 1-19 2-13 2-14 2-20 2-21 2-22 2-23 2-24 3-7 SKI SUPPLEMENT Cover THIS ADHESIVE BACKED STICKER IS TO BE ATTACHED TO ANY BLANK PAGE IN YOUR MANUAL FOR FUTURE REFERENCE. REFERENCE SERVICE LETTER SE 75 - 7 1-2 EXTERIOR 100 Refer to inside back cover of this manual for quantities, materials, and specifications of frequently used service items. INSPECTION 2 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 internal accumulations of ice or debris. If night flight is planned, check operation of all lights, and make sure a flashlight is available. a. b. Remove control wheel lock. Check ignition switch "OFF." C. Turn on master switch and check fuel quantity indicators; then turn off master switch. d. e. Check fuel shutoff valve knob "ON" (full in). If optional fuel tank selector valve is installed, check that handle is in "BOTH ON" position. Check baggage door for security and lock with key if children are to occupy aft seats. ° ② a. Remove rudder gust lock, if installed. b. Disconnect tail tie-down. c. Check tail wheel tire for proper inflation. d. Check control surfaces for freedom of movement and security. 3 a. Check aileron for free and correct movement and security. 4 a. b. C. d. a. b. C. d. e. a. b. c. Disconnect wing tie-down. Check fuel tank vent opening for stoppage. Check main wheel tire for proper inflation. Visually check fuel quantity; then check fuel filler cap secure and vent unobstructed. Inspect flight instrument static source opening on side of fusel for stoppage (both sides). Check propeller and spinner for nicks and security, and prope for oil leaks. Check induction air filter for restrictions by dust or other for matter. Check oil level. Do not operate with less than nine quarts. F to twelve quarts for extended flight. Before first flight of the day and after each refueling, pull out strainer drain knob for about four seconds to clear fuel systen of possible water and sediment. If an optional "selector valve fuel system is installed, turn fuel selector valve to left and ri tank positions and drain from each tank for about four seconds After draining, make sure that strainer drain is closed. If wa is observed in this check, the system may contain additional water, and the fuel tank sump drain plugs should be removed a the fuel line drain valves should be drained to check for the pr ence of water. Check main wheel tire for proper inflation. Remove pitot tube cover, if installed, and check pitot tube ope ing for stoppage. Visually check fuel quantity; then check fuel filler cap secure and vent unobstructed. a. Check stall warning vent opening for stoppage. b. Check fuel tank vent opening for stoppage. c. Disconnect wing tie-down. 8 a. Check aileron for free and correct movement and security. Figure 1-1. BEFORE STARTING THE ENGINE. -- Adjust and lock. (1) Seats, Seat Belts and Shoulder Harnesses (2) Fuel Shutoff Valve "ON" (knob pushed full in). (3) Fuel Selector Valve (if installed) -- "BOTH ON. (4) Brakes -- Test and set. -- Off. (5) Radios and Electrical Equipment (6) Wing Flaps - Check all positions. (7) Cowl Flaps -- -- "OPEN". (Move lever out of detent to reposition.) "UNLOCK". (8) Tail Wheel Locking Lever STARTING ENGINE. - 3 (1) Master Switch "ON." (2) Mixture Full rich. -- (3) Propeller High RPM. (4) Throttle -- Closed. -- (5) Auxiliary Fuel Pump Switch 11 "ON." (6) Throttle Advance to obtain 8-10 gal/hr fuel flow, return to idle. (7) Auxiliary Fuel Pump Switch (8) Propeller Area Clear. -- (9) Ignition/Starter Switch (10) Slowly advance throttle. -- -- Off. "START". (11) Release ignition/starter switch when engine starts. NOTE then The engine should start in two to three revolutions. If it does not continue running, start again at step (4) above. If the engine does not start, leave auxiliary fuel pump switch off, set mixture to idle cut off, open throttle, and crank until engine fires or for approxi- mately 15 seconds. If still unsuccessful, start again using the normal starting procedure after allowing the starter motor to cool. (12) Throttle Reset to desired idle speed. (13) Oil Pressure -- Check. NOTE 1-4 If oil pressure is not indicated within 30 seconds in normal temperatures and 60 seconds in cold temperatures, shut off engine and investigate the cause. 1 BEFORE TAKE-OFF. -- -- "BOTH ON. " (1) Parking Brake Set. (2) Fuel Selector Valve (if installed) (3) Flight Controls -- Check for free and correct movement. (4) Stabilizer and Rudder Trim Control Wheels Take-off st (5) Cowl Flaps Check full "OPEN." (6) Throttle Setting -- -- 1700 RPM. -- (7) Magnetos Check (RPM drop should not exceed 150 RPM either magneto or 50 RPM differential between magnetos). (8) Propeller Cycle from high to low RPM; return to high 1 (full in). -- (9) Engine Instruments (10) Suction Gage cury). (11) Ammeter (12) Throttle -- -- -- -- Check. Check in green arc (4.6 to 5.4 inches of r Check. Closed (check idle). (13) Flight Instruments and Radios (14) Optional Autopilot "OFF." -- (15) Cabin Doors and Window Set. Closed and locked. (16) Tail Wheel Locking Lever As desired. (17) Parking Brake (18) Throttle Friction Lock TAKE-OFF. NORMAL TAKE-OFF. (2) -- -- -- Release. Adjust. -- 14 "UNLOCK." (1) Wing Flaps 0° to 20°. Power -- Full throttle and 2850 RPM. (3) Elevator Control Maintain moderately tail-low attitude. (4) Climb Speed. 100 MPH. -- (5) Wing Flaps Retract (if extended). (6) Tail Wheel Locking Lever MAXIMUM PERFORMANCE TAKE-OFF. (1) Wing Flaps 20° (2) Brakes · Apply. (3) Power -- Full throttle and 2850 RPM. · Lean for field elevation. (4) Mixture (5) Brakes -- Release. (6) Elevator Control Maintain slightly tail-low attitude. -- -- (7) Climb Speed 64 MPH until all obstacles are cleared, then set up climb speed as shown in "MAXIMUM PERFORMANCE CLIMB. (8) Wing Flaps Retract after obstacles are cleared. -- (9) Tail Wheel Locking Lever -- "UNLOCK." BEFORE LANDING. (1) Mixture (4) Propeller -- -- Rich. (2) Fuel Selector Valve (if installed) "BOTH ON." (3) Cowl Flaps (5) Airspeed -- -- "CLOSED." High RPM. 85-95 MPH (flaps retracted). (6) Wing Flaps As desired (below 110 MPH). (7) Airspeed 75-85 MPH (flaps extended). Stabilizer and Rudder Trim Control Wheels (9) Tail Wheel Locking Lever As desired. (8) -- ENROUTE CLIMB. NORMAL CLIMB. (1) Airspeed (2) Power 110 to 120 MPH. 25 inches and 2550 RPM. (3) Mixture Lean for altitude as necessary. -- (4) Cowl Flaps -- 1/2 or full "OPEN," as required. MAXIMUM PERFORMANCE CLIMB. (1) Airspeed -- 101 MPH (sea level) to 94 MPH (10,000 feet). (2) Power Full throttle and 2700 RPM. -- (3) Mixture -- Lean for altitude. (4) Cowl Flaps Full "OPEN." -- BALKED LANDING (GO-AROUND). (1) Power -- Full throttle and 2850 RPM. (2) Wing Flaps -- Retract to 20°. -- Adjust for landing (3) Upon reaching an airspeed of 80 MPH, retract flaps slowly. NORMAL LANDING. (1) Landing Technique Conventional for all flap settings. CRUISING. (1) Engine Power 2200-2550 RPM. (2) Cowl Flaps temperature. 15- 25 inches of manifold pressure and Adjust to maintain normal cylinder head Adjust for cruise. (3) Stabilizer and Rudder Trim Control Wheels (4) Mixture -- Lean for cruise fuel flow as determined from your Cessna Power Computer or the OPERATIONAL DATA in Section VI. LET-DOWN. (1) Mixture Enrichen as required. (2) Power (3) Cowl Flaps -- -- As desired. "CLOSED". -- AFTER LANDING. (1) Wing Flaps · Retract. (2) Tail Wheel Locking Lever (3) Cowl Flaps - "OPEN." (4) Trim Control Wheels -- SECURING AIRCRAFT. (1) Parking Brake Set. -- "UNLOCK" for steering. Reset for take-off. (2) Radios and Electrical Equipment Off. (3) Mixture Idle cut-off (pulled full out). Off. (4) Ignition and Master Switch (5) Control Lock -- Installed. 1-6 1 INSTRUMENT PANEL 1 5 6 7 8 9 10 11 12 13 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. 33 32 31 30 29 28 27 26 25 24 1. Flight Instrument Group 2. Transponder (Opt.) 3. VOR/Localizer Reversed Indicator Light (Opt.) 4. Marker Beacon Indicator Lights and Switches (Opt.) 5. Compass 23 22 21 20 19 18 17 16 15 14 12. Cylinder Head Temperature, Oil Temperature, and Oil Pressure Gages 13. Fuel Quantity Indicators and Ammeter 14. Optional Radio and Instrument Space 6. Radio Selector Switches (Opt.) 15. Map Compartment 7. Radios (Opt.) 8. Manifold Pressure/Fuel Flow Indicator 9. Tachometer 10. Economy Mixture Indicator 11. Over-Voltage Warning Light 16. Cowl Flap Handle 17. Cabin Heat Control Knob 18. Cigar Lighter 19. Cabin Air Control Knob 20. Mixture Control Knob 21. Autopilot Control Unit (Opt.) 22. Propeller Control Knob 23. Throttle (With Friction Lock) 24. Microphone (Opt.) 25. Circuit Breakers 26. Electrical Switches 27. Alternate Static Source Valve (Opt.) 28. Parking Brake Handle 29. Ignition/Starter Switch 30. Auxiliary Fuel Pump Switch 31. Master Switch 32. Phone Jack and Aux. Mike Jack 33. Primer FUEL SYSTEMS. The airplane contains, as standard equipment, an "ON-OFF" fuel shutoff valve system. An optional selector valve system which provides fuel tank selection capability is also available. Details of both systems are discussed in the following paragraphs. Optional long range fuel tanks are also available. "ON-OFF" FUEL SYSTEM. Fuel is supplied to the engine from two tanks, one in each wing. The total usable fuel, for all flight conditions, is 62 gallons. Fuel from each wing tank flows by gravity through a fuel accumulator tank, shutoff valve, fuel strainer and by-pass in the electric auxiliary fue pump (when it is not operating) to the cylinders via a fuel control unit and manifold. Vapor and excess fuel from the engine-driven fuel pump and fuel control unit are returned to the main fuel tanks by way of the fuel accumulator tank. To provide fuel flow to the engine, squeeze together the double button of the fuel shutoff valve control knob (located on the floor console), re- leasing the lock, and push the knob full in. Fuel will flow from both wing fuel tanks simultaneously. 1-8 Figure 2-1. NOTE With full fuel, the tanks may not drain evenly because fuel may be sloshed into the interconnect vent line, 2-1 FUEL SYSTEM SCHEMATIC "ON-OFF" FUEL SYSTEM VENTED FILLER CAPS VENT LEFT FUEL TANK TO ENSURE MAXIMUM FUEL CAPACITY DURING REFUELING, THE TANKS SHOULD BE RE-TOPPED IMMEDIATELY AFTER INITIAL FILLING TO COMPENSATE FOR CROSS-FEEDING. 2-2 AUXILIARY FUEL PUMP SWITCH FUEL ACCUMULATOR TANK FUEL SHUT-OFF VALVE FUEL SHUT-OFF KNOB FUN FUEL FUEL STRAINER ENGINE FUEL PUMP FUEL SYSTEM SCHEMATIC "SELECTOR VALVE" FUEL SYSTEM VENTED FILLER CAPS VENT VENT LEFT FUEL TANK RIGHT FUEL TANK CHECK VALVE (FUEL RETURN) AUXILIARY FUEL PUMP THROTTLE FUEL CONTROL UNIT MIXTURE MANIFOLD FUEL INJECTION NOZZLE FUEL FLOW INDICATOR Figure 2-2. TO ENSURE MAXIMUM FUEL CAPACITY WHEN REFUELING, PLACE THE FUEL SELECTOR VALVE IN EITHER "LEFT" OR RIGHT POSITION TO PREVENT CROSS-FEEDING, AUXILIARY FUEL PUMP SWITCH FUEL SELECTOR VALVE -CH FUEL SHUT-OFF KNOB CODE ☐ FUEL SUPPLY EXCESS FUEL AND VAPOR RETURN VENT FUEL INJECTION NOZZLE VENT TOON RIGHT FUEL TANK FUEL STRAINER FULL L PUMP ENGINE FUEL PUMP FUEL TANK ACCUMULATOR FUEL SHUT-OFF VALVE AUXILIARY FUEL PUMP CHECK VALVE (FUEL RETURN) THROTTLE FUEL CONTROL UNIT MIXTURE FUEL MANIFOLD FUEL FLOW INDICATOR Figure 2-3. CODE ☐ FUEL SUPPLY HI EXCESS FUEL AND VAPOR RETURN VENT 2- 777777 preventing absolutely equal vent pressures in each tank. However, as fuel is consumed, clearing the interconnect vent line and equalizing tank vent pres- sures, the fuel quantities should equalize in each tank, provided the wings are maintained exactly level. When the control knob is pulled full out, the shutoff valve is closed, isolating the wing tanks and fuel accumulator tank from the engine. "SELECTOR VALVE" FUEL SYSTEM (OPT). A "selector valve" fuel system is available to provide fuel tank selec- tion capability. The system is standard with long range fuel tanks and optional with standard range tanks. When this system is installed, the total usable fuel, for all flight conditions, is 59 gallons for standard tanks and 78 gallons for optional long range tanks. In this system, fuel flows from both wing tanks to a selector valve; here, fuel from either or both tanks may be selected, depending upon the cruise requirements. Fuel from the selector valve then flows through a fuel accumulator tank, shutoff valve and associated components as in the "ON-OFF" fuel system. Vapor and excess fuel from the engine-driven fuel pump and fuel control unit are returned through the accumulator tank to the main tanks. The "LEFT TANK" position of the three-position selector valve pro- vides fuel flow from the left wing tank to the engine. Similarly, the "RIGHT TANK" position provides flow from the right wing tank. The "BOTH ON" position allows fuel flow from both tanks simultaneously. NOTE Take off and land with the selector valve handle in the "BOTH ON" position to prevent inadvertent operation on an empty tank. However, when the selector is left in the "BOTH ON" position for extended 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. The recommended cruise fuel management procedure for extended flight is to use the left and right tank alternately. 2-4 NOTE It is not practical to measure the time required to con- sume all of the fuel in one tank, and, after switching to the opposite tank, expect an equal duration from the re- maining fuel. The airspace in both fuel tanks is inter- connected by a vent line and, therefore, some sloshing of fuel between tanks can be expected when the tanks are nearly full and the wings are not level. If it is desired to completely exhaust a fuel tank quantity in flight, the auxiliary fuel pump will be needed to assist in restarting the engine when fuel exhaustion occurs. Therefore, it is recommended that proper oper- ation of the auxiliary fuel pump be verified prior to running a fuel tank dry by turning the auxiliary fuel pump on momentarily and checking for a slight rise in fuel flow indication. To ensure a prompt engine restart in flight after running a fuel tank dry, immediately switch to a tank containing fuel at the first indication of fuel pressure fluctuation and/or power loss. Then place the right half of the auxiliary fuel pump switch in the "ON" position momentarily (3 to 5 seconds) with the throttle at least 1/2 open. Excessive use of the auxili- ary fuel pump at high altitude and full rich mixture can cause flooding of the engine as indicated by a short (1 to 2 seconds) period of power followe by a loss of power. This can later be detected by a fuel flow indication accompanied by a lack of power. If flooding does occur, turn off the auxil ary fuel pump switch, and normal propeller windmilling should start the engine in 1 to 2 seconds. If the propeller should stop (possible at very low airspeeds) before the tank containing fuel is selected, place the auxiliary fuel pump switch in the "ON" position and advance the throttle promptly until the fuel flow indicator registers approximately 1/2 way into the green arc for 1 to 2 seconds duration. Then retard the throttle, turn off the auxiliary fuel pump, and use the starter to turn the engine over until a start is obtained LONG RANGE FUEL TANKS (OPT). Special wings with long range fuel tanks are available to replace the standard wings and fuel tanks for greater endurance and range. When these tanks are installed, the aircraft is equipped with a "selector valve" fuel system. The total usable fuel, for all flight conditions, is 78 gal- lons. 2- OVER. VOLTAGE WARNING LIGHT ELECTRICAL SYSTEM REGULATOR SCHEMATIC TO OPTIONAL TURN COORDINATOR OR OPTIONAL TURN.AND.BANK INDICATOR TO AUXILIARY FUEL PUMP ALTERNATOR FUEL PUMP TO HEATED PITOT SYSTEM (OPT) PITOT HEAT ALT CIGAR LIGHTER MASTER SWITCH OVER. VOLTAGE SENSOR ALT STARTER CONTACTOR REVERSE POLARITY CONTACTOR STARTER BATTERY CONTACTOR FLIGHT HOUR RECORDER (OPT) OIL PRESSURE SWITCH (OPT) CLOCK (OPT) BATTERY CODE CIRCUIT BREAKER (AUTO RESET) ⑭ CIRCUIT BREAKER (PUSH-RESET) ☑FUSE +DIODE CAPACITOR. (NOISE FILTER) W RESISTOR NAV MLIGHTS FIELD AMMETER A GROUND SERVICE PLUG RECEPTACLE (OPT) SPLIT BUS CONTACTOR (NORMALLY CLOSED) TO INSTRUMENT LIGHTS CIRCUIT BREAKER IGNITION. STARTER SWITCH ☑ MAGNETOS Figure 2-4. PRIMARY BUS ELECTRONIC BUS BCN/STROBE LAND TAXI INST LIGHT [WITH CIRCUIT BREAKER} TO NAVIGATION LIGHTS & OPTIONAL CONTROL WHEEL MAP LIGHT TO TRANSMITTER RELAY (OPT) TO OIL DILUTION SYSTEM (OPT) TO FLASHING BEACON & OPTIONAL STROBE LIGHTS TO LANDING & TAXI LIGHTS TO FUEL QUANTITY IND. & CYL. HEAD TEMP. GAGE TO DOME LIGHT & OPTIONAL COURTESY LIGHTS TO IGNITION/STARTER SWITCH TO DOOR POST MAP LIGHT (OPT) TO COMPASS LIGHT, INSTRUMENT FLOOD LIGHTS AND OPTIONAL POST LIGHTS _ TO RADIO (OPT) RADIO I TO RADIO (OPT) RADIO 2 TO RADIO (OPT) RADIO 3 TO RADIO (OPT) RADIO 4 TO RADIO (OPT) RADIO S AUXILIARY FUEL PUMP SWITCH. The auxiliary fuel pump switch is a yellow and red split-rocker type switch. The yellow right half of the switch is labeled "START," and its upper "ON" position is used for normal starting and minor vapor purging during taxi. The red left half of the switch is labeled "EMERG," and its upper "HI" position is used in the event of an engine-driven fuel pump failure during take-off or high power operation. The "HI" position may also be used for extreme vapor purging. With the right half of the switch in the "ON" position, the pump oper- ates at one of two flow rates that are dependent upon the setting of the throttle. With the throttle open to a cruise setting, the pump operates at a high capacity to supply sufficient fuel flow to maintain flight. When the throttle is moved toward the closed position (as during letdown, landing, and taxiing), the fuel pump flow rate is automatically reduced, preventing an excessively rich mixture during these periods of reduced engine speed. Maximum fuel flow is produced when the left half of the switch is held in the spring-loaded "HI" position. In the "HI" position, an interlock within the switch automatically trips the right half of the switch to the "ON" position. When the spring-loaded left half of the switch is released, the right half will remain in the "ON" position until manually returned to the off position. When the engine-driven fuel pump is functioning and the auxiliary fuel pump is placed in the "ON" position, a fuel/air ratio considerably richer than best power is produced unless the mixture is leaned. If the auxiliary fuel pump switch is accidentally placed in the "ON" position with the master switch on and the engine stopped, the intake manifolds will be flooded. ✓ TO AUDIO AMPLIFIER (OPT) AUD AMP AUTO PILOT TO AUTOMATIC PILOT (OPTI ELECTRICAL SYSTEM. Electrical energy is supplied by a 14-volt, direct-current system powered by an engine-driven alternator (see figure 2-4). The 12-volt battery is located aft of the rear cabin wall below the baggage floor. Power is supplied to all electrical circuits through a split bus bar, one side containing electronic system circuits and the other side having gen- eral electrical system circuits. Both sides of the bus are on at all times except when either an external power source is connected or the starter 2-6 2-7 switch is turned on; then a power contactor is automatically activated to open the circuit to the electronics bus. Isolating the electronic circuits in this manner prevents harmful transient voltages from damaging the transistors in the electronics 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 airplane. The left half, labeled "ALT," controls the alternator. Normally, both sides of the master switch should be used simulta- neously; however, the "BAT" side of the switch could be turned "ON" separately to check equipment while on the ground. The "ALT" side of the switch, when placed in the off position, removes the alternator from the electrical system. With this switch in the off position, the entire electrical load is placed on the battery. Continued operation with the alternator switch off will reduce battery power low enough to open the battery contactor, remove power from the alternator field, and prevent alternator restart. AMMETER. The ammeter indicates the flow of current, in amperes, from the al- ternator to the battery or from the battery to the aircraft electrical sys- tem. When the engine is operating and the master switch is "ON," the ammeter indicates the charging rate applied to the battery. In the event the alternator is not functioning or the electrical load exceeds the output of the alternator, the ammeter indicates the discharge rate of the battery. OVER-VOLTAGE SENSOR AND WARNING LIGHT. The aircraft is equipped with an automatic over-voltage protection system consisting of an over-voltage sensor behind the instrument panel and a red warning light, labeled "HIGH VOLTAGE", near the ammeter. In the event an over-voltage condition occurs, the over-voltage sen- sor automatically removes alternator field current and shuts down the alternator. The red warning light will then turn on, indicating to the pilot that the alternator is not operating and the aircraft battery is supply- ing all electrical power. 2-8 The over-voltage sensor may be reset by turning the master switch off and back on again. If the warning light does not illuminate, nor alternator charging has resumed; however, if the light does illuminate again, a malfunction has occurred, and the flight should be terminated as soon as practical. The over-voltage warning light may be tested by momentarily turning off the "ALT" portion of the master switch and leaving the "BAT" portion turned on. CIRCUIT BREAKERS AND FUSES. Most of the electrical circuits in the airplane are protected by "push- to-reset" circuit breakers mounted on the instrument panel. Exceptions to this are the battery contactor closing (external power) circuit and optional clock and flight hour recorder circuits which have fuses mounted near the battery. Also, the cigar lighter is protected by a manually-reset type cir- cuit breaker mounted directly on the back of the lighter behind the instru- ment panel. An automatically resetting circuit breaker mounted behind the instrument panel protects the optional turn coordinator or optional turn-and-bank indicator circuit. 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 remem- ber that any malfunction in the navigation lights system which causes the circuit breaker to open will 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 reactivate the transmitter relay and permit its usage. Do not turn on the navigation lights switch until the malfunction has been corrected. LIGHTING EQUIPMENT. EXTERIOR LIGHTING. Standard exterior lighting consists of navigation lights on the wing tips and tailcone stinger, landing and taxi lights mounted in the cowl nose cap, and a flashing beacon on top of the vertical fin. Optional lighting includes a strobe light on each wing tip, and a courtesy light under each wing just outboard of the cabin. The courtesy lights are controlled by the dome light switch, labeled "DOME/COURTESY", located on the overhead con- sole. All exterior lights, except the courtesy lights, are controlled by 2-9 rocker-type switches on the left switch and control panel. The switches are "ON" in the up position and off in the down position. The flashing beacon should not be used when flying through clouds or overcast; the flashing light reflected from water droplets or particles in the atmosphere, particularly at night, can produce vertigo and loss of orientation. The two high intensity strobe lights will enhance anti-collision pro- tection. However, the lights should be turned off when taxiing in the vicinity of other aircraft, or during flight through clouds, fog or haze. INTERIOR LIGHTING. Instrument and control panel lighting is provided by standard flood lighting, optional post lighting, and integral lighting. Two rheostat con- trol knobs labeled "RADIO" and "INSTRUMENT", control the intensity of all instrument and control panel lighting. The rheostat control knobs are located on the left and right sides of the overhead console. A switch on the overhead console, labeled "POST-FLOOD" is used to select either standard flood lighting or optional post lighting. Standard instrument panel lighting consists of a flood light equipped with a red lens in the overhead console, a white post light adjacent to the radio selector switches, two red post lights (one above the switch panel and one above the control panel), and a red post light mounted under the edge of the instrument panel near the center to illuminate the floor con- sole controls. The magnetic compass and engine instrument cluster have integral red lighting, and the radios have integral white lighting. To use flood lighting, place the switch labeled "POST-FLOOD' in the "FLOOD' position and adjust the light intensity. Intensity of the overhead flood light, compass light, instrument cluster lights, and the switch and control panel and floor console post lights is controlled by the "INSTRUMENT" rheostat control knob. The intensity of the integral radio lights and the radio selec- tor switch panel post light is controlled by the "RADIO" rheostat control knob. The instrument panel may be equipped with optional white post lights mounted at the edge of each instrument and the edge of the marker beacon panel to provide direct lighting. When post lights are installed, the red lights of the engine instrument cluster are replaced with white lights and the cluster lighting is connected to the post light switch. Therefore, when flood lighting is used, the engine instrument cluster will not have integral lighting. To utilize post lighting, place the switch labeled "POST-FLOOD"" 2-10 in the "POST" position. In this position, the overhead flood light will turn off automatically. Post light intensity is adjusted with the "INSTRUMENT" rheostat control knob. A cabin dome light is located in the overhead console, and is operated by a switch adjacent to the light. To turn the light on, move the switch to the left. This will also operate the optional courtesy lights. 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 on the "NAV LIGHTS" switch, then adjust the map light's intensity with the rheostat control knob on the back of the control wheel pad on the right side. A doorpost map light is also offered as optional equipment, and is lo- cated on the left forward doorpost. The light contains both red and white bulbs, and may be positioned to illuminate any area desired by the pilot. A switch on the left forward doorpost is labeled "RED", "OFF", and "WHITE." Placing the switch in the top position will provide a red light. In the bottom position, standard white lighting is provided. The center position is "OFF. CABIN HEATING, VENTILATING AND DEFROSTING SYSTEM. The temperature and volume of airflow into the cabin can be regu- lated to any degree desired by manipulation of the push-pull "CABIN HEAT" and "CABIN AIR" knobs. NOTE For improved partial heating on mild days, pull out the "CABIN AIR" knob slightly when the "CABIN HEAT" knob is out. This action increases the airflow through the system, increasing efficiency, and blends cool outside air with the exhaust manifold heated air, thus eliminating the possibility of overheating the system ducting. Front cabin heat and ventilating air is supplied by outlet holes spaced across a cabin manifold just forward of the pilot's and copilot's feet. Rear cabin heat and air is supplied by two ducts from the manifold, one extend- ing down each side of the cabin to an outlet at the front door post at floor 2-11 level. Windshield defrost air is also supplied by a duct leading from the cabin manifold. Separate adjustable ventilators supply additional air; one near each upper corner of the windshield supplies air for the pilot and copilot, and two in the rear cabin ceiling supply air to the rear seat passengers. SHOULDER HARNESSES. Shoulder harnesses are standard equipment for the pilot and optional equipment for the 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. To stow each front seat harness, fold the free end and place it behind the sheath. The center seat shoulder harnesses are attached near the aft windows. Each harness is stowed by fastening the loose end to the adhesive type fastener near the harness attach point. The aft seat shoulder harnesses are attached to the rear cabin bulkhead. They are stowed behind clips below the aft cabin window. To use the shoulder harnesses, fasten and adjust the seat belt first. Remove the harness from the stowed position, and lengthen as required by pulling on the end of the harness and the narrow release strap. Snap the harness metal stud firmly into the retaining slot adjacent to the seat belt buckle. Then adjust to length by pulling down on the free end of the harness. A properly adjusted harness will permit the occupant to lean forward enough to sit completely erect, but is tight enough to prevent ex- cessive forward movement and contact with objects during sudden deceler - ation. Also, there should be enough slack in the pilot's shoulder harness to permit use of the wing flap handle. Releasing and removing the shoulder harness is accomplished by pulling upward on the narrow release strap, and removing the harness stud from the slot in the seat belt buckle. In an emergency, the shoulder harness may be removed by releasing the seat belt first, and then pulling the harness over the head by pulling up on the release strap. REMOVABLE CABIN DOOR. The right cabin door has removable hinge pins and a detachable door stop permitting door removal when large or bulky cargo must be loaded. 2-12 AFT BAGGAGE COMPARTMENT. A baggage compartment (baggage area 2) is provided just back of the rear cabin wall and is accessible by taking off the quick-removable wall panel. The compartment is useful for storing utility type seating when large cargo is to be carried in the cabin area. Also, it provides an extra storage space for light, but bulky articles. A total of 50 pounds of bag- gage may be carried in this area. Four tie-down rings and a baggage net are used to tie down the baggage. Weight and balance data and illustra- tions of the compartment may be found in Section IV. MANUAL TAIL WHEEL LOCK. The steerable tail wheel incorporates a manual anti-swivel locking system. The locking lever, located on the cabin floor console, controls a spring-loaded locking lug on the tail wheel assembly. To lock the tail wheel, move the lever aft to the "LOCK" position. To unlock the tail wheel, move the lever forward to "UNLOCK". STARTING ENGINE. Proper fuel management and throttle adjustments are the determining factors in securing an easy start from your continuous-flow fuel-injection engine. The procedure outlined in Section I should be followed closely as it is effective under nearly all operating conditions, including hot and cold weather conditions. Slight variations from this procedure may be neces- sary at times to compensate for extreme conditions. Conventional full rich mixture and high RPM propeller settings are used for starting; the throttle, however, should be fully closed initially. When ready to start, place the auxiliary fuel pump switch in the "ON" position and advance the throttle to obtain 8-10 gal/hr fuel flow. Then, promptly turn off the auxiliary fuel pump and return the throttle to idle. Place the ignition/starter switch in the "START" position. While crank- ing, slowly advance the throttle until the engine starts. Slow throttle advancement is essential since the engine will start readily when the correct fuel/air ratio is obtained. When the engine has started, reset the throttle to the desired idle speed. 2-13 Engine starting in hot weather or with a hot engine is sometimes ham- pered by vapor formation in the fuel lines. To purge the vapor, move the mixture control to full rich, open the throttle 1 1/2 inches, and prime with the auxiliary fuel pump switch in the "ON" position (or "HI" position, as required) until the fuel flow indicator reads 8-10 gal/hr. Then shut off the fuel pump switch and engage the starter. As the flooded mixture becomes progressively leaner, reaching a combustible mixture, the en- gine will start. If the engine tends to die, turn the auxiliary fuel pump switch momentarily to "ON" at appropriate intervals until the vapor is fully cleared and the engine runs smoothly. If prolonged cranking is necessary, allow the starter motor to cool at frequent intervals, since excessive heat may damage the armature. TAXIING. The tail wheel lock should be unlocked for steering while taxiing. Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. BEFORE TAKE-OFF. WARM-UP. Since the engine is closely cowled for efficient in-flight cooling, precautions should be taken to avoid overheating on the ground. Full throttle checks on the ground are not recommended unless the pilot has good reason to suspect that the engine is not turning up properly. MAGNETO CHECK. The magneto check should be made at 1700 RPM with the propeller in flat pitch as follows: Move the ignition switch first to "R" position and note RPM. Next move switch back to "BOTH" position to clear the other set of plugs. Then move switch to "L" position, note RPM and return the switch to the "BOTH" position. RPM drop should not exceed 150 RPM on either magneto or show greater than 50 RPM differential between magnetos. If there is a doubt concerning operation of the ignition system, RPM checks at higher engine speeds will usually confirm whether a deficiency exists. 2-14 An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing is set in advance of the setting specified. ALTERNATOR CHECK. Prior to flights where verification of proper alternator and voltage re- gulator operation is essential (such as night or instrument flights), a pos- itive verification can be made by loading the electrical system momentarily (3 to 5 seconds) with the landing and taxi lights during the engine runup (1700 RPM). The ammeter will remain within a needle width of zero if the alternator and voltage regulator are operating properly. TAIL WHEEL LOCK. Take-offs may be conducted with the tail wheel lock engaged or dis- engaged. Tail wheel steering of 24°, left and right, is available with the tail wheel lock disengaged. Engaging the lock limits the steering to 2.5° left and right. Take-offs will normally be conducted with the lock disengaged to get maximum steering in the early part of the take-off run. Speeds are usually low enough in this regime to preclude tail wheel shimmy under even the most unfavorable combination of rough field conditions and high gross weight. TAKE-OFF. It is important to check full-throttle engine operation early in the take-off run. Any signs of rough engine operation or sluggish engine acceleration is good cause for discontinuing the take-off. Full throttle runups over loose gravel are especially harmful to the propeller tips and stabilizer leading edge. When take-offs must be made over a gravel surface, it is very important that the throttle be advanced slowly. This allows the airplane to start rolling before high RPM is de- veloped, and the gravel will be blown back of the propeller rather than pulled into it. After full throttle is applied, adjust the throttle friction lock clock- wise to prevent the throttle from creeping back from a maximum power position. Similar friction lock adjustments should be made as required in other flight conditions to maintain a fixed throttle setting. 2-15