PILOT'S OPERATING HANDBOOK - flight examiners

. . . . . . . . . . 2-3 . . . . . . . . . . 1 Mar 76 3-18 1 Oct 76 . . . . . *2-4 . . . . . . . . . . 2 Apr 82 3-19 t h r u 3-28 1 Nov 75 . . . . . . . . . . . 2-5 t h r u 2-6 1 Nov 75 *3-29 t h r u 3-30 2 Apr 82 1 November 1975 D-.r<=<nn C - 7 Aor 1982 INTRODUCllON LOG OF EFFECTIVE PAGES MWEL . L O G OF EFFECTIVE PAGES (Continued) Paqe Date Paqe Date 4-1 . . . . . . . . . . l N o v 7 5 *7-22 . . . . . . . . 2 8 2 Apr 4-2 . . . . . . . . . . 1 Jan 78 7.23 . . . . . . . . 1 N o v 7 5 4-314-4 . . . . . . . . 1 Jan 78 *7-24 t h r u 7-26 . . . . . 2 8 2 Apr 4-5 t h r u 4-6 . . 1 Nov 75 7-27 t h r u 7-30 . . . 1 7 5 Nov 4-7 t h r u 4-9 . . 1 Jan 78 7-31 . . . . . . . . 1 7 6 Mar 4-10 t h r u 4-12 . . 1 Nov 75 '7-32 . . . . . . . . . 2 8 2 Apr *4-13 t h r u 4-14 . . 2 Apr 82 7-33 t h r u 7-41 . . . 1 7 5 Nov 4-15 t h r u 4-16 . . 1 Nov 75 7-42 t h r u 7-44 . . 1 7 8 Jan 4.17 . . 1 J a n 7 8 *8-1 . . . . . . . . . . 2 8 2 Apr 4.18 . . 1 N o v 7 5 8-2 t h r u 8-7 . . 1 7 5 Nov 4-19 . . . 1 Oct 76 *8-8 . . . . . . . . . . 2 8 2 Apr 4-20 t h r u 4-21 . . . 1 Jan 78 8-9 . . . . . . . . . . 1 7 6 Mar *4-22 t h r u 4-24 . . 2 Apr 82 8.10 . . . . . . . . . 1 N o v 7 5 4-25 t h r u 4-26 . . . 1 Jan 78 '8-11 . . . . . . 2 8 2 Apr 4-27 . . . 1 N o v 7 5 8-12 t h r u 8-13 . . 1 7 5 Nov *4-28 . . . 2 Apr 82 *8-14 t h r u 8-16 . . 2 8 2 Apr . . . . . . . . . . . . . . 4-29 t h r u 4-30 1 Nov 75 9-1 1 J a n 7 8 . . . . . . . 4-31/4-32 1 NOV 75 *9-2 . . . . . . . . . . 2 8 2 Apr . . . . . . 5-1 t h r u 5-4 1 Nov 75 *Index-1 t h r u Index-6 . . 2 Apr 82 . . . . 5-5 . . . . . . . . . . 1 Jan 78 *~ndex-71lndex-8 2 8 2 Apr . . . . . 5-5 t h r u 5-23 1 Nov 75 . . . . . 5-24 t h r u 5-25 1 Mar 76 . . . . . 5-26 t h r u 5-29 1 Nov 75 u - , 5-30 . . . . . . . . . . 1 Jan 78 . . . . . 5-31 t h r u 5-44 1 Nov 75 . . . . . 6-1 t h r u 6-28 1 Nov 75 Contents. f o r supplements . . . . . . . 6-2916-30 1 Nov 75 a p p l i c a b l e t o o p t i o n a l . . . . . . . . . . '7-1 2 Apr 82 7-2 t h r u 7-21 . . . . . 1 Nov 75 w w V . T 1 November 1975 i v Revision 4 .2 Apr 1982 lNTRODUCTlON TABLE OF CONTENTS TABLE OF CONTENTS SECTION PAGE 1 GENERAL ............................................. 1-1 .4 2 LIMITATIONS ......................................... 2-1 ............................. 3 EMERGENCY PROCEDURES 3-1 .4 4 N O R M A L PROCEDURES ................................4-1 .5 PERFORMANCE ........................................5-1 .6 WEIGHT 1L BALANCE/EQUIPMENT LIST....................6-1 .................... 7 AIRPLANE & SYSTEMS DESCRIPTIONS 7-1 -9 8 AIRPLANE HANDLING. SERVICE 8 MAINTENANCE .........8-1 ......................................... 9 SUPPLEMENTS 9-1 --4 ....................................... ALPHABETICAL INDEX Index-1 C o n t e n t s SECTION 7 GENERAL SECTION 1 GENERAL T A B L E OF C O N T E N T S Page Page . . . . . . . . INTRODUCTION 1-1 . . . . . . . . . . . ENGINES 1-1 . . . . . THREE-VIEW DRAWING 1-2 . . . . . . . . . PROPELLERS 1-3 . . . . . . . . . . . . FUEL 1 - 3 . . . . . . . . . . . O I L . . 1-4 (MAXIMUM CERTIFICATED . . . . . . . . . . WEIGHTS 1-4 CABIN, BAGGAGE AND ENTRY DIMENSIONS . . . . . . . . 1-5 STANDARD AIRPLANE WEIGHTS . . 1-6 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY . . . . General A i r s p e e d Ter- minology ,and Symbols M e t e o r o l o g i c a l ~ e t m i n o i o g y. . . . . . . . Power Terminology A i r p l a n e Performance and F l i a h t Plannina < Terminology . . . . . Weight and Balance Terminology . . . . . INTRODUCTION T h i s handbook c o n s i s t s of 9 s e c t i o n s and an a l p h a b e t i c a l i n d e x as shown on t h e Contents page. This handbook i n c l u d e s t h e m a t e r i a l r e q u i r e d t o be f u r n i s h e d t o t h e p i l o t by CAR 3. It a l s o c o n t a i n s supplemental d a t a s u p p l i e d by Cessna A i r c r a f t Company. S p e c i f i c i n f o r m a t i o n can be r a p i d l y found by r e f e r r i n g t o t h e Contents page f o r t h e a p p r o p r i a t e s e c t i o n , t h e n r e f e r r i n g t o t h e Table Of Contents on t h e f i r s t page o f t h e a p p r o p r i a t e s e c t i o n , o r by use o f t h e A l p h a b e t i c a l Index. 4 S e c t i o n 1 o f t h e P i l o t ' s Operating Handbook p r e s e n t s b a s i c a i r p l a n e d a t a and general i n f o r m a t i o n which w i l l be of v a l u e t o t h e p i l o t . ENGINES Number o f Engines: 2 - Manufacturer: Teledyne C o n t i n e n t a l idotors Engine Model Number: IO-520-M Engine Type: Fuel i n j e c t e d , d i r e c t d r i v e , a i r - c o o l e d , h o r i z o n t a l l y opposed, s i x c y l i n d e r , 520 c u b i c - i n c h displacement. - 4 Horsepower: 285 r a t e d horsepower a t 2700 p r o p e l l e r RPM. 1 November 1975 P n u i c i n n d - 2 Aor 82 SECTION 1 GENERAL &.310R noom THRZE-VIEW DRAWING *'MAXIMUM HEIGHT OF AIRPLANE WITH NOSE GEAR DEPRESSED IS 10'11.75" - 9'2" t V 1. NORMAL PROPELLER 'b TIP TO GROUND CLEARANCE IS 10.3 INCHES. 2. TOTAL WlNG AREA. INCLUDING NACELLES AND FUSELAGE WITHIN THE WlNG PLANFORM. IS 179.0 SQUARE FEET. 3 . MINIMUM TURNING RADIUS IS 48'8.5. SEE FIGURE 7-10 FOR ADDITIONAL INFORMATION. F i g u r e 1-1 1 November 1975 SECTION 1 ~ h . 3 1 0 ~ MAROOMBA AIR WRW GENERAL MOOB 23 ROBIN STREET PROPELLERS MT. LAWLEV a050 Number of 271 8050 P r o p e l l e r s : 2 ,-3 Manufacturer: McCauley Accessory D i v i s i o n , Cessna A i r c r a f t Company P r o p e l l e r P a r t Number: 0850334-26 Number o f Blades: 3 - P r o p e l l e r Diameter: 6'4.5" P r o p e l l e r Type: Constant speed, f u l l f e a t h e r i n g , n o n r e v e r s i b l e hydrau- l i c a l l y a c t u a t e d Blade Range: (At 30-Inch S t a t i o n ) a. Low P i t c h 13.g0 +0.2' b. Feather 81. 3 . 3 ' r4 FUEL Grade: Aviation grade 1001130 (Green Color). LOW l e a d a v i a t i o n grade IOOLL (Blue Color) i s a suits- II b l e a l t e r n a t e . Isopropyl alcohol may be added t o t h e f u e l supply i n q u a n t i t i e s n o t t o exceed 1%of t h e t o t a l . Refer t o Section 8 f o r a d d i t i o n a l information. T o t a l and Usable: See Figure 1-2 FUEL TABLE Figure 1-2 1 November 1975 - - . ..-.. 1 0 7 C SECTION 1 GENERAL OIL Grade: V i s c o s i t y : T o t a l Sump Capacity: A v i a t i o n gr* en$%& o i l . Refer t o S e c t i o n 8 f o r a d d i - t i o n a l i n f o r n a t i o n . D r a i n and R e f i l l Q u a n t i t y : SAE R a t i n g 50 30 M u l t i v i s c o s i t y O i l Q u a n t i t y O p e r a t i n g Range: Ambient Temperature - O C ("F) U n r e s t r i c t e d - A f t e r 25 Hours 12 q u a r t s p e r engine. 13 q u a r t s p e r engine i n c l u d i n g one q u a r t f o r o i l f i l t e r . -Do n o t operate engine on l e s s t h a n 9 q u a r t s . To m i n i - mize l o s s of o i l through b r e a t h e r , f i l l t o l o - q u a r t l e v e l f o r nonnal f l i g h t s of l e s s t h a n 3 hours, For extended f l i g h t , f i l l t o c a p a c i t y . i Y U i t Dip s t i c k i n d i c a t e s 1 q u a r t l o w e r thdn a c t u a l o i l q u a n t i t y i n t h e engine. I M A X I M U M Maximum Takeoff Ueight: Haximm Landing Xeight: Yaximum Zero Fuel U e i g h t : Maxirnun Weights i n Baggage Canpartments: CERTIFICATED WEIGHTS w 5500 pounds 5400 pounds 4900 pounds + a. L e f t and R i g h t Wing Lockers - 120 pounds each. When o p t i o n a l wing l o c k e r fuel i s i n s t a l l e d , t h e a p p l i c a b l e wing l o c k e r baggage c a p a c i t y i s reduced t o 40 pounds. b. Nose Bay - 350 pounds l e s s i n s t a l l e d o p t i o n a l equipment. R e f e r t o t h e l o a d i n g p l a c a r d i n t h e t, a i r p l a n e nose baggage bay. c . A f t Cabin ( S t a t i o n 96) See F i g u r e 1-3 - 200 pounds. d. A f t Cabin ( S t a t i o n 124 Standard o r S t a t i o n 126 O p t i o n a l ) See F i g u r e 1 - 3 - 160 pounds. - - 1 November 1975 R e v i s i o n 4 - 2 Apr 1982 &.31OR SECTION 1 GENERAL MODEL CABIN, BAGGAGE AND ENTRY DIMENSIONS COMPARTMENT VOLUME - CUBIC FEET WING LOCKER EACH AND STATION 124) STANDARD ? I- 32.6" A 147.50 - TOP VlEW OPTIONAL b 3 8 . 0 + 5 9 . 0 -1 "- AVIONICS AREA BAGGAGE STATION 126 AREA ONLY OPTIONAL BAGGAGE DOOR SIDE VlEW 32.25 15.0" 19.0' NOSE BAGGAGE F i g u r e 1-3 SECTION 1 GENERAL STANDARD AIRPLANE WEIGHTS Standard Empty Weight: 3337 pounds (3578 pounds for 310R 11) Maximum Useful Load: 2163 pounds (1922 pounds f o r 310R 11) SPECIFIC LOADINGS Wing Loading: 30.73 pounds per square foot Power Loading: 9.65 pounds per horsepower SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS CAS Calibrated Airspeed i s the i n d i c a t e d speed corrected for p o s i t i o n and instrument e r r o r . Calibrated airspeed i s equal t o t r u e airspeed i n standard atmosphere a t sea -l e v e l . G -G i s acceleration due t o g r a v i t y . I n d i c a t e d Airspeed i s the speed as shown on the airspeed i n d i c a t o r when corrected for instrument e r r o r . IAS w values published i n t h i s Handbook assume zero instrument e r r o r . KCAS Calibrated Airspeed expressed i n knots KIAS I n d i c a t e d Airspeed expressed i n knots. KTAS True Airspeed expressed i n knots. True A i r s eed i s the airspeed r e l a t i v e t o undisturbed a i r whichPis the CAS corrected f o r a l t i t u d e , temperature and compressibility. Maneuvering Speed i s the maximum speed a t which a p p l i - cation o f f u l l a v a i l a b l e aerodynamic control w i l l n o t k.overstress the airplane. VFE Maximum Flap Extended Speed i s the h i g h e i t speed per- missible w i t h wing f l a p s i n a pvescribed extended position. VLE Maximum Landinq Gear Extended Speed i s the maximum speed a t which an airplane can be s a f e l y flown w i t h the -, landing gear extended. Maximum Landing Gear Operating Speed i s the maximum speed a t which the landing gear can be s a f e l y extended or retracted. 1-6 1 November 1975 SECTION 1 GENERAL v ~ ~ A A i r Minimum Control S eed i s the minimum f l i g h t speed a t which the a i r p l a n e i s P c o n t m l l a b l e w i t h a bank of 50 toward operative engine when one engine suddenly becomes i n o p e r a t i v e and the remaining engine i s operating a t takeoff power. I - Never Exceed Speed i s the speed l i m i t t h a t may n o t be exceeded a t any time. Maximum S t r u c t u r a l Cruisinq Speed i s the speed t h a t should n o t be exceeded except i n smooth a i r and then only w i t h caution. /- V x Best Anqle-of-Climb Speed i s the airspeed which d e l i v e r s t h e g r e a t e s t gain of a l t i t u d e i n t h e s h o r t e s t possible h o r i z o n t a l distance. Best Rate-of-Climb Speed i s the airspeed which d e l i v e r s t h e g r e a t e s t gain i n a l t i t u d e i n the s h o r t e s t p o s s i b l e time. .4 METEOROLOGICAL TERMINOLOGY OC Temperature i n degrees Celsius. OF Temperature i n degrees Fahrenheit. - I SA I n t e r n a t i o n a l Standard Atmosphere i n which: (1) The a i r i s a dry perfect gas; (2) The temperature a t sea l e v e l i s 15O Celsius (5g0 Fahrenheit); ( 3 ) The pressure a t sea l e v e l i s 29.92 inches Hg. ,- (1013.2 mb); ( 4 ) The temperature g r a d i e n t from sea l e v e l t o t h e a l t i t u d e a t which t h e temperature i s - 5 6 . ~ ~ ~ (-69.7'~) i s - 1 . 9 8 ~ ~ ( - 3 . ~ ~ ~ 1 per 1000 f e e t . OAT Outside A i r Temperature i s the free a i r s t a t i c tempera- ture, obtained e i t h e r from i n f l i g h t temperature i n d i c a - t i o n s adjusted f o r instrument e r r o r and c o m p r e s s i b i l i t y effects o r ground meteorological sources. --Pressure A l t i t u d e measured from standard sea-level pressure A l t i t u d e (29.92 inches Hg.) by a pressure o r barometric a l t i m - eter. It i s the i n d i c a t e d pressure a l t i t u d e corrected f o r p o s i t i o n and instrument e r r o r . I n t h i s handbook, a l t i m e t e r instrument e r r o r s are assumed t o be zero. Wind The wind v e l o c i t i e s recorded as variables on the charts A* of t h i s handbook are t o be understood as the headwind o r t a i l w i n d components of t h e reported winds. 1 November 1975 Rauicinn 7 - 1 ,Ian 1978 SECTION 1 G E N E ~ A L POWER TERMINOLOGY BHP Brake horsepower means the power delivered a t the p r o p e l l e r s h a f t o f an airplane engine. C r i t i c a l The maximum a l t i t u d e a t which i n standard temperature i t A l t i t u d e i s possible t o maintain a s p e c i f i e d power. 'bc Maximum The power developed i n a standard atmosphere from sea Continuous l e v e l t o the c r i t i c a l a l t i t u d e a t the maximum RPM and Power manifold pressure approved f o r use during periods of u n r e s t r i c t e d duration. RPM The revolutions per minute (RPM) o f an engine r e f e r s t o the r o t a t i o n a l speed o f the p r o p e l l e r shaft, as shown on -, a tachometer. AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Accelerate-Go The distance required t o accelerate an a i r p l a n e t o a Distance s p e c i f i e d speed and, assuming f a i l u r e o f an engine a t the i n s t a n t t h a t speed i s attained, continue takeoff on the remaining engine t o a height o f 50 feet. -Accelerate-Stop The distance required t o accelerate an a i r p l a n e t o a Distance specified speed and, assuming f a i l u r e o f an engine a t the i n s t a n t t h a t speed i s attained, t o b r i n g the a i r - plane t o a stop. Acrobatic An i n t e n t i o n a l maneuver i n v o l v i n g an abrupt change of an --Maneuver a i r p l a n e ' s a t t i t u d e , an abnormal a t t i t u d e , o r abnormal acceleration, n o t necessary f o r normal f l i g h t . Balked A balked landing i s an aborted landing ( i . e . , a l l I Landing engines go-around i n the landing configuration). .- , Balked Landing The minimum speed a t which t r a n s i t i o n t o a balked I T r a n s i t i o n Speed landing climb should be attempted from 50-foot obstacle height. Demonstrated The demonstrated crosswind v e l o c i t y i s the v e l o c i t y o f Crosswind the crosswind component for which adequate Control of V e l o c i t y the airplane during t a k e o f f and landing was a c t u a l l y demonstrated during c e r t i f i c a t i o n tests. The value shown i s n o t considered t o be l i m i t i n g . This value i s -n o t an aerodynamic l i m i t f o r the airplane. WEIGHT AND BALANCE TERMINOLOGY Arm The h o r i z o n t a l distance from the reference datum t o the center o f g r a v i t y (C.G.) o f an item. Basic Standard empty weight plus i n s t a l l e d optional equipment. -, Empty Weight C.G. Arm i h e arm obtained by adding the a i r p l a n e ' s i n d i v i d u a l moments and d i v i d i n g the sum by the t o t a l weight. 1 November 1975 Revision 3 - 1 Jan 1978 SECTION 1 GENERAL C.G. L i m i t s Center of -Gravity (C.G.) Jack P o i n t MAC 4 Maximum Landing Weight Maximum Takeoff Weight -Maximum Zero Fuel Weight Moment .4 Payload Reference Datum '4 Residual Fuel Standard Empty Weight S t a t i o n :--, Tare Unusable Fuel - Usable Fuel The extreme center o f g r a v i t y l o c a t i o n s w i t h i n which t h e a i r p l a n e must be operated a t a given weight. The p o i n t a t which an a f r p l a n e would balance ifsus- pended. I t s distance from the reference datum i s found by d i v i d i n g t h e t o t a l moment by the t o t a l weight of t h e airplane. One o f the t h r e e p o i n t s on the a i r p l a n e designed t o r e s t on a jack. The mean aerodynamic chord o f a wing i s the chord of an imaginary a i r f o i l which throughout the f l i g h t range w i l l have the same force vectors as those o f the wing. Maximum weight approved f o r the l a n d i n g touchdown. Maximum weight approved f o r the s t a r t o f the t a k e o f f run. Maximum weight e x c l u s i v e of usable f u e l . The product of t h e weight of an i t e m m u l t i p l i e d by i t s arm. (Moment d i v i d e d by a constant i s used t o s i m p l i f y balance c a l c u l a t i o n s by reducing the number of d i g i t s . ) Weight o f occupants, cargo and baggage. An imaginary v e r t i c a l plane from which a l l h o r i z o n t a l distances a r e measured f o r balance purposes. The undrainable f u e l remaining when the a i r p l a n e i s defueled i n a s p e c i f i c a t t i t u d e by the normal means and procedures s p e c i f i e d f o r d r a i n i n g t h e tanks. Weight o f a standard a i r p l a n e i n c l u d i n g unusable f u e l , f u l l operating f l u i d s and f u l l o i l . A l o c a t i o n along the a i r p l a n e fuselage u s u a l l y given i n terns of distance from the reference datum. Tare i s the weight o f chocks, blocks, stands, etc. used when weighing an airplane, and i s included i n the s c a l e readings. Tare i s deducted from t h e scale reading t o o b t a i n the a c t u a l ( n e t ) a i r p l a n e weight. Fuel remaining a f t e r fuel runout t e s t s have been completed i n accordance w i t h governmental r e g u l a t i o n s . I Fuel a v a i l a b l e f o r f l i g h t planning. 1 November 1975 Q o u i c i n n 7 - 1 Jan 1978 SECTION 2 LIMITATIONS SECTION 2 LIMITATIONS TABLE OF CONTENTS Page Page INTRfJnllCTION . . . . . . . . 2-1 FLIGHT LOAD FACTOR LIMITS . . 2-6 -...... - --.--.. AIRSPEED LIMITATIONS . . . . 2-2 FLIGHT CREW LIMITS . . . . . 2-6 ENGINE LIMITATIONS . . . . . 2-3 OPERATION LIMITS . . . . . . 2-6 WEIGHT LIMITS . . . . . . . . 2-5 FUEL LIMITATIONS . . . . . . 2-7 MANEUVER LIMITS . . . . . . . 2-6 PLACARDS . . . . . . . . . . 2-7 INTRODUCTION .4 Section 2 of the P i l o t ' s Operating Handbook presents the operating l i m i t a t i o n s , the significance of such l i m i t a t i o n s , instrument markings, c o l o r coding and basic placards necessary for the safe operation o f the airplane, i t s powerplants, standard systems and standard equipment. Refer t o Section 9 of t h i s P i l o t ' s Operating Hand- book f o r amended operating l i m i t a t i o n s , operating procedures, performance data and other necessary information f o r airplanes equipped w i t h s p e c i f i c options. SECTION 2 LIMITATIONS A I R S P E E D L I M I T A T I O N S (see Figure 2-1) F i g u r e 2-1 hl 1 November 1975 R e v i s i o n 3 - 1 Jan 1978 SECTION 2 LIMITATIONS Airspeed I n d i c a t o r Markings: See Figure 2-2 AIRSPEED INDICATOR TABLE i n g speed i n landing configuration. Upper l i m i t i s maximum speed per- Upper l i m i t i s maximum s t r u c t u r a l Figure 2-2 A. ENGINE LIMITATIONS Number of Engines: 2 Engine Manufacturer: Teledyne Continental Motors Engine Model Number: IO-520-M Engine Operating L i m i t s f o r Takeoff and Continuous Operation: a. Maximum power f o r a l l operations ( A l l A l t i t u d e s ) Engine Manifold Pressure 1 November 1975 o-..i-i-.. i - I Y.,. l07C SECTION 2 LIMITATIONS O i l V i s c o s i t y : SAE R a t i n Below 4.4 (40) U n r e s t r i c t e d - A f t e r 25 Hours P r o p e l l e r s : a. Number of P r o p e l l e r s : 2 b. Manufacturer: McCauley Accessory D i v i s i o n , Cessna A i r c r a f t Company c. P a r t Number: 0850334-26 d. Number o f H a d e s : 3 e. Diameter: 6 ' 4 . 5 " f. Blade Range: ( A t 30-Inch S t a t i o n ) (1) Low P i t c h 13.9' i0.2' ( 2 ) F e a t h e r 81.7' i0.3' g. Operating L i m i t s : 2700 RPM maximum speed Powerplant I n s t r u m e n t Markings: a. Tachometer: (1) Normal Operating 2100 t o 2500 RPM (Green A r c ) ( 2 ) Maximum 2700 RPM (Red R a d i a l ) 'v b. Manifold Pressure: ( 1 ) Normal Operating 15.0 t o 24.5 Inches Hg. M a n i f o l d Pressure (Green Arc) c. O i l Temperature: ( 1 ) Normal Operating 75 t o 240PF (Green Arc) ( 2 ) Maximum 240°F (Red R a d i a l ) d. O i l Pressure: ( 1 ) Minimum Operating 10 PSI (Red R a d i a l ) ( 2 ) N o n a l O p e r a t i n g 30 t o 60 PSI (Green Arc) ( 3 ) Maximum 100 PSI (Red R a d i a l ) 1 November 1975 R e v i s i o n 4 - 2 Apr 1982 SECTION 2 LIMITATIONS e. C y l i n d e r Head Temperature: (1) Normal Operating 200 t o 460°F (Green Arc) - (2) Maximum 4 6 0 ' ~ (Red Radial) f. Fuel Flow: (1) Minimum Operating 2.5 PSI (Red Radial) (2) Normal Operating 0.0 Pounds per hour (3.4 PSI) t o 155.0 Pounds per hour (21.7 PSI) (Green Arc) a (a) Green Radials 45% Power - 59.0 Pounds per hour (6.5 PSI) 55% Power - 71.0 Pounds per hour (7.6 PSI) 65% Power - 82.0 Pounds per hour (8.8 PSI) 75% Power - 94.0 Pounds p e r hour (10.25 PSI) (b) Blue T r i a n g l e 75% Climb S e t t i n g - 107.0 Pounds per hour (12.0 PSI) ( c ) White Arc - Sea Level Takeoff and Climb Power S e t t i n g 146.5 Pounds per hour (19.7 PSI) t o 150.0 Pounds per hour (20.5 PSI) (d) Blue Radials A l t i t u d e Takeoff Power and Climb Power S e t t i n g 2000 Feet - 134.0 Pounds per hour (17.0 PSI) 4000 Feet - 124.0 Pounds per hour (15.0 PSI) 6000 Feet - 116.0 Pounds per hour (13.5 PSI) (3) Maximum Operating 155.0 Pounds per hour (21.7 PSI) (Red Radial) - WEIGHT LIMITS Maximum Takeoff Weight: 5500 Pounds Maximum Landing Weight: 5400 Pounds Maximum Zero Fuel Weight: 4900 Pounds Maximum Weights i n Baggage Compartments: *- a. L e f t and R i g h t Wing Lockers - 120 pounds each. (1) I f o p t i o n a l wing l o c k e r tanks a r e i n s t a l l e d , change i t e m "a" t o 40 pounds each. b. Nose Bay - 350 pounds l e s s i n s t a l l e d o p t i o n a l equipment. - c. A f t Cabin ( S t a t i o n 89 t o S t a t i o n 109) - 200 Pounds. d. A f t Cabin ( S t a t i o n 109 t o S t a t i o n 132) - 160 pounds. SECTION 2 .IMITATIONS Center o f G r a v i t y L i m i t s (Gear Extended): 1. A f t L i m i t : 43.6 inches a f t o f reference datum (34.71% MAC) a t 5100 pounds o r less and 43.1 inches a f t o f reference datum (33.90% MAC) a t 5500 pounds w i t h s t r a i g h t l i n e v a r i a t i o n between these Points. -b. Forward L i m i t : 38.67 inches a f t of reference datum (26.69% MAC) a t 5500 pounds and 32.0 inches a f t of reference datum (15.84% MAC) a t 4500 pounds o r l e s s w i t h s t r a i g h t l i n e v a r i a t i o n between these p o i n t s . c. See Weight and Balance Data i n Section 6 f o r l o a d i n g schedule. The reference datum i s a t t h e forward face of the fuselage bulkhead forward of the rudder pedals. The mean aerodynamic chord (MAC) i s 61.48 inches -i n length. The l e a d i n g edge of the MAC i s 22.26 inches a f t o f the reference datum. M A N E U V E R L l M l T S :his i s a normal category airplane. Acrobatic maneuvers, i n c l u d i n g spins, are p r o h i b i t e d . F L I G H T L O A D F A C T O R L I M I T S -, The design l o a d f a c t o r s are 150% of the f o l l o w i n g and i n a l l cases, the s t r u c t u r e exceeds design loads. A t Design Takeoff Weight of 5500 Pounds: a. Landing gear up, wing f l a p s o0 +3.86 t o -1.526 b. Landing gear down, wing flaps 35O +Z.OG F L I G H T C R E W L I M I T S Minimum ~ l i ~ h t Crew f o r FAR 91 operations i s one p i l o t . V O P E R A T I O N L l M l T S The standard a i r p l a n e i s approved f o r day and n i g h t operation under VFR Conditions. With the proper o p t i o n a l equipment i n s t a l l e d , the a i r p l a n e i s '-approved f o r day and n i g h t IFR conditions. *3 .-, 1 November 1975 SECTION 2 LIMITATIONS FUEL LIMITATIONS See Figure 2-3 Fuel Pressure: n a. Minimum: 2.5 PSI b. Maximum: 21.7 PSI (155.0 Pounds Per Hour) Fuel Grade: a. A v i a t i o n Grade 1001130 (Green C o l o r ) . Low Lead A v i a t i o n Grade lOOLL (Blue Color) i s a s u i t a b l e a l t e r n a t e . il Figure 2-3 ,- PLACARDS Emergency E x i t : a. On p i l o t ' s s i d e window: "EMERGENCY EXIT - PULL HANDLE - PUSH BOTTOM OF WINDOW OUT WITH SUS- -- TAINED FORCE." b. Below a f t lower corner of p i l o t ' s , , s i d e window: "EMERGENCY WINDOW RELEASE - PULL. 1 November 1975 - . . . . .... ."?< SECTION 2 LIMITATIONS Adjacent t o L e f t Engine Fuel S e l e c t o r : a. "50 GAL - L E F ~MAIN" - (Green S e c t o r ) b. "50 GAL. - RIGHT MAIN" - ( Y e l l o w S e c t o r ) c. "LEFT ENGINE - OFF" - (Red S e c t o r ) d. Ifo p t i o n a l 4 0 - g a l l o n a u x i l i a r y t a n k system i s i n s t a l l e d , "20 GAL. - LEFTAUX." - ( y e l l o w and Green S e c t o r ) e. I f o p t i o n a l 6 3 - g a l l o n a u x i l i a r y t a n k system i s i n s t a l l e d , change i t e m "d" t o "31.5 GAL. - LEFT AUX." - (Yellow and Green S e c t o r ) Adjacent t o R i g h t Engine Fuel S e l e c t o r : a. "50 GAL. - RIGHT MAIN" - (Green S e c t o r ) b. "50 GAL. - LEFT MAIN" - (Yellow S e c t o r ) c. "RIGHT ENGINE - OFF" - (Red S e c t o r ) . d. I f o p t i o n a l 4 0 - g a l l o n a u x i l i a r y t a n k system i s i n s t a l l e d , "20 GAL. - RIGHT AUX." - ( Y e l l o w and Green S e c t o r ) e. I f o p t i o n a l 6 3 - g a l l o n auxiliar): t a n k system i s i n s t a l l e d , change i t e m "d" t o "31.5 GAL. - RIGHT AUX. - ( Y e l l a , and Green S e c t o r ) On F l o o r Between Fuel S e l e c t o r s : a. "SET FUEL SELECTOR VALVE TO LEFT MAIN TANK FOR LEFT ENGINE AND RIGHT MAIN TANK FOR RIGHT ENGINE I N TAKEOFF, LANDING, AND EMERGENCY." b. "TAKEOFF AND LAND WITH AUXILIARY FUEL PUMPS ON." c. "USE FULL RICH MIXTURE AND AUXILIARY FUEL PUMPS ON 'LOW' WHEN SWITCHING FUEL TANKS. (FEEL FOR DETENT)." d. Ifo p t i o n a l wing l o c k e r f u e l tanks a r e i n s t a l l e d : "OPERATE ON MAIN TANKS UNTIL FUEL QUANTITY I S LESS THAN 180 LBS/TANK." "TRANSFER WING LOCKER FUEL TO MAIN TANKS I N STRAIGHT AND LEVEL FLIGHT ONLY." "TURN TRANSFER PUMPS OFF WHEN LIGHTS ILLUMINATE." "OPERATE ON AUXILIARY TANKS ONLY WHEN MAIN TANK I S AGAIN LESS THAN 180 SYSTEM. 2. PUSH BUTTON AND STOW 1 "IISF M A I N TANKS FOR TAKEOFF. LANDING, AND FIRST On Wire Tunnel T r i m Above C i r c u i t Breaker Panel: 1 November 1975 SECTION 2 LIMITATIONS b . "IDLE POWER STALL SPEEDS (KIAS)." ' - On Instrument Panel: CONFIGURATION GEAR UP - FLAPS UP GEAR DOWN - FLAPS DOWN 15' GEAR DOWN - FLAPS DOWN 35O a. "OPEN DEFROST OR CABIN AIR DURING HEATER OPERATION." b. "HEATER OVERHEAT" - "PUSH" - "TEST T AND B" - "LOW VOLT." -. c. ;ear t h e f u e l tank quantit; i n j f i c a t o r se!ector switch: MAIN - AUX." - "L.H. AUX. - R.H. AUX. ANGLE OF BANK - On Rudder Horn: O" 79 77 72 a. Ifo p t i o n a l rudder mounted r o t a t i n g beacon i s i n s t a l l e d : "ANTI-COLLISION LIGHT REQ'D FOR PROPER RUDDER MASS BALANCE. DO NOT REMOVE. " I On Wing Locker Doors: 200 82 79 74 a. "MAX. BAGGAGE - 120 POUNDS." b. Ifo p t i o n a l wing l o c k e r tanks are i n s t a l l e d , change i t e m "a" t o : "MAX BAGGAGE - 40 LBS." On Baggage Door: 40" 91 88 82 a. "MAXIMUM BAGGAGE CAPACITY - STATION 89 TO STATION 109 - 200 POUNDS, STATION 109 TO STATION 132 - 160 POUNDS. SEE WEIGHT AND BALANCE DATA FOR DETAILED LOADING INSTRUCTIONS." 60° 112 109 101 I n Nose Baggage Area: . a. "MAXIMUM BAGGAGE XX.X MAX. CAPACITY 350 LBS. LESS XX.X OPTIONAL EQUIP." On Engine Control Pedestal: a. 7 . 0 . - T.O.' (Takeoff) range on e l e v a t o r t r i m t a b i n d i c a t o r (Nose up 4O t o nose up 11") "NOSE DN" "NOSE UP" + b. Above rudder t r i m tab: "L NOSE R" c. (Ibove a i l e r o n t r i m tab: "1 ROLL R" d. ENGINE ALTERNATE AIR - PULL OUT LOCK R" - LOCK L" e. Ifp r o p e l l e r unfeathering accumulators are i n s t a l l e d - ::PROPELLER UN- FEATHERING ACCUMULATORS ARE INSTALLED ON THIS AIRPLAN:. f . "COWL FLAPS - PULL TO CLOSE" - "/LOCKx" - "/LOCK% SECTION 2 LIMITATIONS A d j a c e n t t o S y n c h r o p h a s e r S w i t c h If O p t i o n a l P r o p e l l e r S y n c h r o p h a s e r I s I n s t a l l e d : l a. "PROP SYNCHROPHASER" b. "PHASE-SYNC-OFF" ( I f SK414-10 I s N o t I n s t a l l e d ) c. "PHASING" d. "PHASE - OFF" (If SK414-10 I s I n s t a l l e d ) --. f. "MUST BE OFF FOR TAKEOFF, LANDING, AND SINGLE ENG. OPERATION" A d j a c e n t t o Wing F l a p P o s i t i o n S w i t c h : a. BLUE SEGMENT - 1 5 8 KIAS O0 t o 15O. b. WHITE SEGMENT - 1 3 8 KIAS 15O t o 35O. t r A d j a c e n t t o F u e l S t r a i n e r D r a i n : a. "FUEL STRAINER - DRAIN DAILY - NOTE: I F WATER I S OBSERVED AT THE FUEL STRAINER, FUEL TANK SUMPS AND CROSSFEEO LINES MUST BE DRAINED." On C o n t r o l L o c k : a. "CONTROL LOCK - REMOVE BEFORE STARTING ENGINES." -I b. Ifo p t i o n a l r u d d e r l o c k i s i n s t a l l e d : add "RUDDER LOCK 1 " t o i t e m 88 ,, a . N e a r P a r k i n g B r a k e : a. "PARKING BRAKE - TO APPLY, DEPRESS PEDALS, THEN PULL KNOB. TO RELEASE, , PUSH I N KNOB, DO NOT DEPRESS PEDALS." A t A p p r o p r i a t e L o c a t i o n s : "TANK AND SUMP DRAINS." "CROSSFEED LINE DRAIN - DRAIN DAILY." "FUEL, 1 0 0 / 1 3 0 AVIATION GRADE MIN., USABLE - 5 0 GAL." I f o p t i o n a j 4 0 - g a l l o n a u x i l i a r y t a n k s y s t e m i s i n s t a l l e d : "AUX FUEL, 1001130 AVIATION GRADE MIN., USABLE - 20 GAL." I f o p t i o n a l 6 3 - g a l l o n a u x i l i a r y t a n k s y s t e m i s i n s t a l l e d : "AUX FUEL 1001130 AVIATION GRADE MIN., USABLE - 31.5 GAL." I f o p t i o n a l w i n g l o c k e r f u e l t a n k s a r e i n s t a l l e d : "TRANSFER FUEL, 1 0 0 / 1 3 0 AVIATION GRADE MIN., USABLE - 20 GAL." "STATIC PRESSURE ALTERNATE S O U R C E d " "OPENctCLOSED" "AMP METER-SELECT I L. ALT. - R. ALT. - BAT - VOLTS." "ALT FAILURE - L. ALT., R. ALT." 1 November 1975 R e v i s i o n 3 - 1 J a n 1978 C O M M O N W T H OF AUS- ( c M A ~ ~ & ~eguhtbns9 9 ~ ) .PMT 39 - 105 CIVIL AVIATION SAFETY AUTHORITY SCHEDULE OF AIRWORTHINESS DIRECTIVES Cessna 310 Series Aeroplanes ADICESSNA 310157 Aircraft Flight Manual, Flight into Icing 712000 Amdt 1 Conditions Applicability: Models 310R and T3lOR Requirement: Revise: 1. the Limiatiorw W o n of the auwaff's AucrafIFlight Marmal (AFW by inwrporadng the following: "WARNING" Severe icing may r 4 t *om mvironmmtal conditions outside of those for which the aircraft is &cared. ice build-up on pmteaed xxface! and exceed the cqabihy of the ice pmrsrioo rynem,or ice farming dl of the p m t d wfaca. 'ThL ice may not be shed uping the ice protection nlacmg d may wriwsly degrade the p d n n a m and wmmwdity of th aiman D u n n g & g h t . w v e r c ~ c l n g c o n d m o n s l h a t a c e a i t h o w f o r ~ c h ~ b c ~ d c a t e o rhall be demmmed by the vcual mad- bdow Uanc or more of t h e vlpual cuer ooss m n x h t d y rrquea pnomy bandLng irom r\lr T d c Carnal to fadimea mute or an ahrmde change to odt the ia wnditim. The unusually exrmsive ice a c ~ m a o nan the ai€-ame and -- in arras not n o d y abraved to w U a ice, andlor ~aunuladonof ice on the upper of the wing dl of the protected area, andlor a c d o n of ice 00 the engine nacdles and propeller + e ~ fanha aft lhan normally abraved. COMMONWEALTHOFAUSTPAUA (CMlAVhUOn R.9Ulahkms ?SO#)). PART 39 - 106 CMLAVIATION SIFESYAWTHORITY SCHEDULE OF AIRWORTHINESS DIRECTIVES 44 srna 310 Series Aemplanea S i the auto-pilot, when hstalled and opsadog may ma& t a d e cues that indicate advase changes in handling Charactpirtiq use of the aumpilot is prohibited whm any of the v k d cues speci6ed above edsf or when uousual lateral trim requirements or auto-pilot trim warnings are mcountered while the avtraft is in idng conditions. AU winn icinn iasnntion l i b must be 0-e or to Wht imo loloam or - - . - - f o m icing conditions at dght. This direction r u w e d a any rdief ~mvided bs ~11sM i i i m m Ecluiomrnt List 2. the N o m d Rwalores Seeion of the approved AFM by incorparatiq the folio*: THE FOLLOWING WEATHER CONDITIONS M A Y BE CONDUCIVE TO SEVERE M-PLIGHT ICING: V ~ l c rak~at tmpmmm bdow 0 degrees Cdsivs ambient air tempaaturr: .h p l a r t h a t q ~ o r q ] a n a o n ~ a t ~ W o w o ~ Cds5s ambimt air trmpsaturr. PROCEDURES FOR EXITING A SEVERE ICING ENVIRONMENT: m e a a o c e d r m s m e ~ I c l o d A i e l n d m e r f m n Monitor th ambicm air mopcam COMMONWU\LTH OF AUSTWUA (CMAdathm Regul.aom ism). PART 39 - 106 C M L AVIATION SIFETYAUTHORITY SCHEDULE OF NRWORTHINESS DlRECTNES 4 mna 310 Series Aemplanes ADICESSNA 3 10157 Amdt 1 (Continued) Cmpliance: Wxthin 30 days after the EBstke date of this Ammdmmt. This Amendmmt becoms &edve on 13 July 2000. This Dirntive is issued to minirmsc the potmtid hazards associated wirh opadting the Backgmund: air& in were icing wnditiom by providing more clearly d d d procedwes and limitations associated with such conditions. Ammdmeat 1 is h e d to c o r m a word proeesshingmci in the initial issue. The original i m e ofthis Airwo&ess D i e became e&nivc on 7.3 Manh ZMX). -d Malwlm Hole +c of the Civil Aviation Safery Authority COMMONWEALTH OF AUSTRALIA ICMl Av(stlon Rwulstll~l~ 1986). PART 39 - 106 CNILAWAllON SAFETYAUTHORIW SCHEDULE OF AIRWORTHINESS DIRECTIVES -;Buns 310 Series Aeroplanes ADlCESSNA310157 Amdt 1 ( C o h e d ) Ifthe visual cues which are npedfiedin the Limitlfiolll Section of the AFM for idmtiijing were icing conditions arc observed, accomplish the following: Immediatciv muest ~"oriwbandha fio'om Air T d c Contml to W t a e a route or an.alt&de chan~eioexit td; s e v a e idnc codtiom in ards to avoid -mended crpomrc to &gh c o ~ n o n rmore m e rhan rhow for wtuch ihc a u d has been dd Avoid abrupt and e x c ~ v emanocwnng tbat may cxarerbate control dEcultics. Do not a p g e the autopilot. 1.1 lithe autopilot had previously bem engaged, hold the c o m l wheel M y and diwngagc the autopilot. I ' .v a n droll q o n w or un-commanded mll c o m l movernun is obwrved Rducc the ansle-afaMck Do oot enmd Baps whm holdrng m long condmom O m o n wnb Bapr mmded a n A t m a mdwd ~ n g angle-of- wtb the p d v of 1- forming on the upper avface 6ums & on the wing than n o m i , && & of the p m d .Ifthe Ihps aps areded, do not mraa tbem unril the is clear of ice .Repon thae weather condi&oorm Air T d c Comrol .Vats I CrmPcme o/ Repmmron holders rhovldrmnme oaron ro e m "onfiumon o / h dmtge is emu)cd to m y -n who mov 0-e Lhe,r -4fr ar prbl m mmnrmd N m 2: FAA RD 9408-28 refen Cen5cadon for accomp!kbem of this M v e may be -ed out: a &a a cow afthis D i e is included io the appropriate wcriozns of the M r A F M , a n d b. may be carried nut at a rmnimum, by the holda of a prime pilot's ticma. .4 ENGINE FAILURE DURING FLIGHT EMERGENCY PROCEDURES SUPPLEMENT -4 TO PILOT'S OPERATING HANDBOOK /OWNER'S MANUAL -9 FOR THE FOLLOWING CESSNA MODELS: ALL T303,31 On310,320,335,3401340A A and ALL 1976 THRU 1985 ,- 402B1402C, 404,4141414A, 421 C C9 ORIGINAL ISSUE 16 NOVEMBER 2001 THIS SUPPLEMENT MUST BE INSERTED IN, OR ATTACHED TO, THE LATEST VERSION OF THE PILOT'S OPERATING HANDBOOK, OR OWNER'S MANUAL. CesslaA T B ~ O ~ Company ENGINE FAILURE DURING FLIGHT - EMERGENCY PROCEDURES SUPPLEMENT TO 4 PILOT'S OPERATING HANDBOOWOWNER'S MANUAL FOR T H E FOLLOWING CESSNA MODELS: ALL T303,31Om310,320,335,340/340A 1 ALL 1976 THRU 1985 402B/402C, 404,4141414A, 421 C SERIAL NO. 3mR- 05%' - REGISTRATION NO. Vn-SM@ This supplement must be inserted in, or attached to, the latest version of the -4 Pilot's Operating Handbook, or Owner's Manual for the above listed airplane models. Wrn&HR2,-, APPROVED BY F * L I P P R O V E D ~ F A R 2 l ~ J lmOrrAkdlt0. mcrr*~.~co DsLqnOpun--- &t! G-J -€- A M IC ~~VSMULZOQI IG d ~ v a w w t2-1 DATE OF APPROVAL DATE OF APPROVAL COPYRIGHT " 2001 CESSNA AIRCRAFT COMPANY WICHITA. KANSAS, USA f 7Member of GAMA 16 November 2001 Pane I LS.UII.LI n l ~ u n ~ u u n l l v u rllun 1 r l ~ u 1 3 urcnn I l l v u nHlvuDUUN CESSNA 300 AND 400 SERIES OWNER'S MANUAL SUPPLEMENT SUPPLEMENT ENGINE FAILURE DURING FLIGHT EMERGENCY PROCEDURES -Use the Log of Effective Pages to determine the current status of this supplement. Pages atlected by the current revision are indicated by an asterisk (.) preceding the page number. 'a Supplement Status Date Original 16 November 2001 LOG OF EFFECTIVE PAGES Page Page Revision Status Number 1 thru 516 Original 0 'a- - Original Issue PILOT'S OPERATING HANDBOOK! ENGINE FAILURE DURING FLIGHT OWNER'S MANUAL SUPPLEMENT CESSNA 300 AND 400 SERIES SUPPLEMENT ENGINE FAILURE DURING FLIGHT EMERGENCY PROCEDURES SECTION 1 GENERAL 4 This supplement adds the following warning to the Pilot's Operating Handbook or Owner's Manual SECTION 3 EMERGENCY PROCEDURES. The warning is to be inserted under ENGINE INOPERATIVE PROCEDURES in the EMERGENCY PROCEDURES ABBREVIATED CHECKLIST, and if applicable, in the AMPLIFIED EMERGENCY PROCEDURES, as shown in Section 3 of this supplement. 14 weight, temperature, and altitude. In any event, do not ..~- attempt an engine inoperative go-around after wing flaps have been extended beyond 15". SECTION 2 LIMITATIONS There are no changes to airplane limitations. SECTION 3 - EMERGENCY PROCEDURES 1. Add the following warning to Abbreviated Emergency Procedures. immediately under the headings shown: NOTE Location and exact wording of the headings may vary between manuals. Also, in some manuals the warning may currently exist under some headings. (Continued next page) CIYUINC rnl~uncUU~INUruun I VILU I s urtm~ INU ~~ANUUUUW CESSNA 300 AND 400 SERIES OWNER'S MANUAL SUPPLEMENT EMERGENCY PROCEDURES ABBREVIATED CHECKLIST ENGINE INOPERATIVE PROCEDURES ENGINE FAILURE DURING FLIGHT (Speed Above VMcA) k weight, temperature, and altitude. In any event, do not attempt an engine inoperative go-around after wing flaps have been extended beyond 15". I I ENGINE FAILURE DURING FLIGHT (Speed Below VMcA) weight, temperature, and altitude. In any event, do not attempt an engine inoperative go-around after wing flaps have been extended beyond 15". h ENGINE INOPERATIVE GO-AROUND WARNING -Level fliaht mav not be ~0SSiblefor certain combinations of Iweight, iernpekture, and altitude. In any event, do not attempt an engine inoperative go-around after wing flaps have been extended beyond 15". 1 -2. Add the following warning to Amplified Emergency Procedures, if applicable, immediately under the headings shown: NOTE Location and exact wording of the headings may vary between manuals. Also, in some manuals the warning may currently exist under some headings. -(Continued next page) Original Issue PILOT'S OPERATING HANDBOOW ENGINE FAILURE DURING FLIGHT OWNER'S MANUAL SUPPLEMENT CESSNA 300 AND 400 SERIES AMPLIFIED EMERGENCY PROCEDURES ENGINE INOPERATIVE PROCEDURES /- ENGINE FAILURE DURING FLIGHT (Speed Above Air Minimum Control Speed) weight, temperature, and altitude. In any event, do not .1.14 attempt an engine inoperative go-around after wing flaps have been extended beyond 15". ENGINE FAILURE DURING FLIGHT (Speed Below Air Minimum Control Speed) - weight, temperature, and altitude. In any event, do not attempt an engine inoperative go-around afler wing flaps have 1-9 been extended beyond 15". ENGINE INOPERATIVE GO-AROUND -Level flight may not be possible for celtain combinations of weight, temperature, and altitude. In any event, do not attempt an engine inoperative go-around afler wing flaps have been extended beyond 15". I I -4 SECTION 4 NORMAL PROCEDURES There are no changes to airplane normal procedures. a SECTION 5 PERFORMANCE There are no changes to airplane performance. 31OR MAROOMBA AIR SERVI(E SECTION 3 23 ROBIN STREET EMERGENCY PROCEDURES MT. U W L E Y 6080 #t'tww~ 3 EMERGENCY PROCEDURES ,- TABLE O F C O N T E N T S Page Page INTRODUCTION . . . . . . . . 3-1 EMERGENCY PROCEDURES ,ABBREVIATED CHECKLIST . . . 3-2 Engine I n o p e r a t i v e Procedures . . . . . . . 3-2 F i r e Procedures . . . 3-4A/3-48 Emergency Descent Procedures . . . . . . . '3-5 Emergency Landing Procedures . . . . . . . 3-5 Fuel System Emergency Procedures . . . . . . . 3-8 E l e c t r i c a l System Emergency Procedures . . '3-8 A v i o n i c s Bus F a i l u r e . . . 3-9 Landing Gear Emergency Procedures . . . . . . . 3-9 F l i g h t I n s t r u m e n t s Emergency Procedures . . 3-10 A i r I n l e t o r F i l t e r I c i n g Emergency . . . . . . . Procedures 3-10 P r o p e l l e r Synchrophaser . . 3-10 . . . Emergency E x i t Window 3-10 . . . . . . . . . . . Spins 3-10 AMPLIFIED EMERGENCY PROCEDURES . . . . . .Single-Engine Airspeeds F o r Safe O o e r a t i o n . Engine ~ n o p e k a t i v e . . . . . Procedures . . . . . Maximum G l i d e . . . . F i r e Procedures Emergency Descent Procedures . . . . .E~nergency Landing Procedures . . . . . Fuel System Emergency . . . . . Procedures E l e c t r i c a l System Emergency Procedures A v i o n i c s Bus F a i l u r e . Landing Gear Emergency . . . . . Procedures F l i g h t I n s t r u m e n t s Emergency Procedures A i r I n l e t o r F i l t e r I c i n g Emergency Procedures . . . . . P r o p e l l e r Synchrophaser . . . .Emergency E x i t Window . . . . . . . . . . Spins " INTRODUCTION S e c t i o n 3 of t h e P i l o t ' s Operating Handbook d e s c r i b e s t h e recommended procedures f o r emergency s i t u a t i o n s . The f i r s t p a r t of t h i s s e c t i o n p r o - v i d e s emergency procedural a c t i o n r e q u i r e d i n an a b b r e v i a t e d c h e c k l i s t form. I l m p l i f i c a t i o n o f t h e a b b r e v i a t e d c h e c k l i s t i s presented j n t h e second p a r t o f t h i s s e c t i o n . Refer t o S e c t i o n 9 o f t h i s P i l o t ' s Operating Hand- book f o r amended o p e r a t i n g l i m i t a t i o n s , o p e r a t i n g procedures, performance data and o t h e r necessary i n f o r m a t i o n f o r a i r p l a n e s equipped w i t h s p e c i f i c 1 November 1975 ........... TO"., 2 "' SECTION 3 ,,(rR?: !!ii E.&?bC??$M EMERGENCY PROCEDURES ? 5 3 ~ . T ; 'M!Bali Gh.310R MODEL EME R G ~Ntf;w&cZB u R ES ABBREVIATED CHECKLIST SINGLE-ENGINE AIRSPEEDS FOR SAFEOPERATION Conditions: 1. Takeoff Weight 5500 Pounds 3. Standard Day, Sea Level 2. Landing Weight 5400 Pounds 1"" (1) A i r Minimum Control Speed . . . . . . 80 KIAS (2) Recomnended Safe Single-Engine Speed . . 92 KIA8 (3) Best Single-Engine Angle-of-Climb Speed . . 95 KIAS (4) Best Single-Engine Rate-of-Climb Speed (Flaps Up) . . . . . . . . 106 KIA8 Figure 3-1 -ENGINE INOPERATIVE PROCEDURES ENGINE SECURING PROCEDURE 1. T h r o t t l e - CLOSE. 2. M i x t u r e - IDLE CUT-OFF. 3. P r o p e l l e r - FEATHER. 4. Fuel Selector - OFF (Feel f o r Detent). 5. A u x i l i a r y Fuel Pump - OFF. 6. Magneto Switches - OFF. 7. P r o o e l l e r Svnchro~haser - OFF (Optional System). 81 ~ l t e r n a t o r1 OFF.' 9. Cowl Flap - CLOSE. ENGINE FAILURE DURING TAKEOFF (Speed Below 9 2 KIAS) -A 1. T h r o t t l e s - CLOSE IMMEDIATELY. 2. Brakes - AS REQUIRED. ENGINE FAILURE AFTER TAKEOFF (Speed Above 9 2 KlAS With Gear Up Or In Trans~l) 1. Mixtures - AS REQUIRED f o r f l i g h t a l t i t u d e . 2. P r o p e l l e r s - FULL FORWARD. -3. T h r o t t l e s - FULL FORWARD. 4. Landing Gear - CHECK UP. 5. I n o p e r a t i v e Engine: a. T h r o t t l e - CLOSE. b. M i x t u r e - IDLE CUT-OFF. c. P r o p e l l e r - FEATHER. 6. E s t a b l i s h Bank - toward operative engine. 7. Wing Flaps - UP, if extended, i n small increments. -8. Climb To Clear 50-Foot Obstacle - 92 KIAS. 9. Climb A t Best Single-Engine Rate-of-Climb Speed - 106 KIAS a t sea l e v e l : 94 KIAS a t . . , . 10,000 feet. I 10. Trim Tabs - ADJUST 50 bank toward operative engine w i t h approxi- mately 112 b a l l s l i p i n d i c a t e d on the t u r n and bank i n d i c a t o r . ........... 11. Cowl Flap - CLOSE ( I n o p e r a t i v e Engine). 12. Inoperative Engine - SECURE as follows: a. Fuel Selector - OFF (Feel For Detent). b. A u x i l i a r y Fuel Pump - OFF. c. Magneto Switches - OFF. d. A l t e r n a t o r - OFF. 13. As Soon As P r a c t i c a l - LAND. 1 November 1975 Revision 3 - 1 Jan 1978 ENGINE FAILURE DURING FLIGHT PILOT'S OPERATING HANDBOOW CESSNA 300 AND 400 SERIES OWNER'S MANUAL SUPPLEMENT EMERGENCY PROCEDURES ABBREVIATED CHECKLIST A ENGINE INOPERATIVE PROCEDURES ENGINE FAILURE DURING FUGHT (Speed Above VMCA) Level flight may not be possible for certain combinations of weight, temperature, and altitude. In any event, do not attempt an engine inoperative go-around after wing flaps have been extended beyond 15'. ENGINE FAILURE DURING FUGHT (Speed Below V ~ c n ) I Level flight may not be possible for certain combinations of 19 weight, temperature, and altitude. In any event, do not attempt an engine inoperative go-around after wing flaps have been extended beyond 15'. 1 ENGINE INOPERATIVE GO-AROUND weight, temperature, and altitude. In any event, do not attempt an engine inoperative go-around after wing Raps have 2. Add the following warning to Amplified Emergency Procedures, if applicable, immediately under the headings shown: ,-=.. Location and exact wording of the headings may vary between manuals. Also, in some manuals the warning may currently exist under some headings. (Continued next page) SECTION 3 EMERGENCY PROCEDURES ENGINE FAILURE D U R ~ N GFLIGHT 1. Inoperative Engine - DETERMINE. 2. Operative Engine - ADJUST as required. Before Securing Inoperative Engine: 3 . Fuel Flow - CHECK. Ifd e f i c i e n t , p o s i t i o n a u x i l i a r y f u e l pump t o ON. 4. Fuel Selectors - MAIN TANKS (Feel For Detent). 5. Fuel Q u a n t i t y - CHECK. 6. O i l Pressure and O i l Temperature - CHECK. 7. Magneto Switches - CHECK. 8. Mixture - ADJUST u n t i l evidence of engine f i r i n q . Continue t o 4 a d j u s t f o r smooth operation; IfEngine Does Not S t a r t , Secure as Follows: 9. Inoperative Engine - SECURE. a. T h r o t t l e - CLOSE. b. Mixture - IDLE CUT-OFF. c. P r o p e l l e r - FEATHER. d. Fuel Selector - OFF (Feel For Detent). ,i4 e. A u x i l i a r y Fuel Pump - OFF. f. Magneto Switches - OFF. g. P r o p e l l e r Synchrophaser - OFF (Optional System). h. A l t e r n a t o r - OFF. i. Cowl Flap - CLOSE. 10. Operative Engine - ADJUST. a. Power - AS REQUIRED. b. Mixture - AS REQUIRED f o r f l i g h t a l t i t u d e . c. Fuel Selector - AS REQUIRED (Feel For Detent). I Y U l t @ A u x i l i a r y f u e l on the side of the f a i l e d engine i s unusable. @ P o s i t i o n operative engine fuel s e l e c t o r t o MAIN TANK and feel f o r detent i f belcw 1000 feet AGL o r if nearest h i r p o r t i s w i t h i n range of fuel remaining i n MAIN TANK. Ifnecessary, range can be extended by using wing locker fuel, opposite main f u e l o r a u x i l - i a r y fuel on the side of the operative engine. Crossfeed as required t o maintain l a t e r a l balance. d. A u x i l i a r y Fuel Pump - ON. e. Cowl Flap - AS REQUIRED. Trim Tabs - ADJUST 5O bank toward operative engine w i t h approxi. mately 1/2 b a l l s l i p indicated on the t u r n and bank i n d i c a t o r . E l e c t r i c a l Load - DECREASE t o minimum required. As Soon As P r a c t i c a l - LAND. 1 November 1975 Pmuicinn 3 - 1 Jan 1978 SECTION 3 EMERGENCY PROCEDURES ENGINE INOPERATIVE L A N D I N G 1. Fuel Selector - MAIN TANK (Feel For Detent). 2. A u x i l i a r y Fuel Punip - ON. 3. A l t e r n a t e A i r Control - I N . 4. Mixture - AS REQUIRED for f l i g h t a l t i t u d e . 5. P r o p e l l e r Synchrophaser - OFF (Optional System). 6. P r o p e l l e r - FULL FORWARD. 7. Approach - 106 KIAS w i t h excessive a l t i t u d e . 8. Landing Gear - DOWN w i t h i n g l i d i n g distance o f f i e l d . 9. Wina FlaDs - DOWN when landinu i s assured. 10. speed - DECREASE below 93 KIA? only i f landing i s assured. 11. A i r Minimum Control Speed - 80 KIAS. ENGINE INOPERATIVE G O - A R O U N D ( S p e e d A b o v e 9 2 K I A S ) 1. T h r o t t l e - FULL FORWARD. 2. Mixture - AS REQUIRED f o r f l i g h t a l t i t u d e . 3. Landing Gear - UP. 4. Wing Flaps - UP i f extended. 5. Cowl Flap - OPEN. 6. Climb a t Best Single-Engine Rate-of-Climb Speed - 106 KIAS a t sea l e v e l ; 94 KIAS a t I 10,000 f e e t . 7. Trim Tabs - ADJUST 5" bank toward operative engine w i t h approxi- mately 1/2 b a l l s l i p indicated on the t u r n and bank i n d i c a t o r . Airplane Without Optional P r o p e l l e r Unfeathering System: 1. A u x i l i a r y Fuel Pump - CHECK OFF. I f ON o r LOW, purge engine by t u r n i n g OFF a u x i l i a r y f u e l pump, mixture t o IDLE CUT-OFF, t h r o t t l e f u l l open, magneto switches OFF, and r o t a t i n g engine 15 revolu- t i o n s w i t h s t a r t e r . 2. Magneto Switches - ON. 3. Fuel Selector - MAIN TANK (Feel For Detent). 4. T h r o t t l e - FORWARD approximately one inch. 5. Mixture - AS REQUIRED f o r f l i g h t a l t i t u d e . 6. P r o p e l l e r - FORWARD of detent. 7. S t a r t e r Button - PRESS. 8. Primer Switch - ACTIVATE. 9. S t a r t e r and Primer Switch - RELEASE when engine f i r e s . 10. A u x i l i a r y Fuel Pump - LOW. 11. Mixture - AS REQUIRED. 12. Power - INCREASE a f t e r c y l i n d e r head temperature reaches 200°F with gradual mixture enrichment as power increases. 13. Cowl Flap - AS REQUIRED. 14. A l t e r n a t o r - ON. 1 November 1975 Revision 3 - 1 Jan 1978 SECTION 3 EMERGENCY PROCEDURES Airplane With Optional P r o p e l l e r Unfeathering System: 1. A u x i l i a r y Fuel Pump - CHECK OFF. IfON o r LOW, purge engine by t u r n i n s OFF a u x i l i a r y f u e l pump, mixture t o IIDLE CUT-OFF, t h r o t t l e f u l l open, magneto switches OFF, and r o t a t i n s engine 1 5 revolu- I . . t i o n s w i t h s t a r t e r . 1 Magneto Switches - ON. Fuel Selector - MAIN TANK (Feel For Detent). T h r o t t l e - FORWARD approximately one inch. Mixture - AS REQUIRED f o r f l i g h t a l t i t u d e . P r o p e l l e r - FULL FORWARD. P r o p e l l e r - RETARO t o detent when p r o p e l l e r reaches 1000 A u x i l i a r y Fuel Pump - LOW. Mixture - AS REQUIRED. Power - INCREASE a f t e r c y l i n d e r head temperature reaches gradual mixture enrichment as power increases. Cowl Flap - AS REQUIRED. A l t e r n a t o r - ON. RPM. 2000F BOTH ENGINES FAILURE (Gliding Procedures) - 1. Wing Flaps - UP. 2. Landing Gear - UP. 3 . Prooellers - FEATHER. - - - - i; cowl Flaps - CLOSE. 5. Airspeed - 111 KIAS (See Figure 3-4). .4 F l R E P R O C E D U R E S FlRE O N THE G R O U N D (Engine Start, Taxi And Takeoff With Sufficient Distance Remaining To Stop) - 1. T h r o t t l e s - CLOSE. 2. Brakes - AS REQUIRED. 3. Mixtures - IDLE CUT-OFF. 4. B a t t e r y - OFF (use Gang Bar). 5. Magnetos - OFF (Use Gang Bar). 6. Evacuate a i r p l a n e as soon as p r a c t i c a l . :LIGHT WING OR ENGINE FIRE Both A u x i l i a r y Fuel Pumps - OFF. Appropriate Engine - SECURE. a. T h r o t t l e - CLOSE. b. Mixture - IDLE CUT-OFF. c. P r o p e l l e r - FEATHER. d. Fuel Selector - OFF (Feel For Detent). e. Magnetos - OFF. f. P r o p e l l e r Synchrophaser - OFF (Optional System). g. A l t e r n a t o r - OFF. h. Cowl Flap - CLOSE. Cabin Heater - OFF. Land and evacuate airplane as soon as P r a c t i c a l . w i t h 1 November 1975 . SECTION 3 EMERGENCY PROCEDURES INFLIGHT CABIN FIRE OR SMOKE 1. E l e c t r i c a l Load - REDUCE t o minimum required. 2. Attempt t o i s o l a t e t h e source o f f i r e o r smoke. h 3. Wemacs - OPEN. 4. Cabin A i r Controls - OPEN a l l vents i n c l u d i n g windshield defrost. CLOSE ifi n t e n s i t y o f smoke increases. EMERGENCY DESCENT PROCEDURES PREFERRED PROCEDURE jmTi-Gi] r4 1. T h r o t t l e s - IDLE. 2. P r o p e l l e r s - FULL FORWARD. 3. Mixtures - ADJUST f o r smooth operation w i t h gradual enrichment as "L a l t i t u d e i s l o s t . 4. Wing Flaps - UP. 5. Landing Gear - UP. 4 6. Moderate Bank - INITIATE. 7. Airspeed - 220 KIAS. Opening the f o u l weather window o r cabin door w i l l create a d r a f t i n the cabin and may i n t e n s i f y a f i r e . IN TURBULENT ATMOSPHERIC CONDITIONS 5. Land and evacuate a i r p l a n e as soon as p r a c t i c a l . 1. T h r o t t l e s - IDLE. 2. P r o p e l l e r s - FULL FORWARD. ,- 3. Mixtures - ADJUST f o r smooth operation w i t h gradual enrichment as a l t i t u d e 5s l o s t . 4. Wing Flaps - DOWN 350. 5. Landing Gear - DOWN. 6. Moderate Bank - INITIATE. 7. Airspeed - 138 KIAS. EMERGENCY LANDING PROCEDURES FOR 1. 2. CED LANDING ( W i t h Power) Landing S i t e - CHECK. Overfly s i t e a t 100 KIAS and 15O f l a p s . Landing Gear - DOWN i f surface i s smooth and hard. a. Normal Landing - INITIATE. Keep nosewheel off ground as long as p r a c t i c a l . Landing Gear - UP i f surface i s rough o r s o f t . a. S e l e c t a smooth grass-covered runway, ifpossible. b. Approach - 100 KIAS w i t h 15" wing flaps. c. A l l Switches Except Magnetos - OFF. d. Cabin Door - UNLATCH p r i o r t o flare-out. e. Mixtures - IDLE CUT-OFF. f. Magneto Switches - OFF. g. Fuel Selectors - OFF (Feel For Detent). h. Landing A t t i t u d e - TAIL LOW. SECTION 3 EMERGENCY PROCEDURES &.31 Monn OR FORCED L A N D I N G ( C o m p l e t e P o w e r Loss) 1. Mixtures - IDLE CUT-OFF. 2. Propellers - FEATHER. 3. Fuel Selectors - OFF (Feel For Detent). 4. A l l Switches Except B a t t e r y - OFF. 5. Approach - 111 KIAS. 6. I f Smooth and Hard Surface: a. Landing Gear - DOWN w i t h i n g l i d i n g distance of f i e l d . b. Wing Flaps - AS REQUIRED. c. Battery Switch - OFF. d. Cabin Door - UNLATCH p r i o r t o f l a r e - o u t . e. Normal Landing - INITIATE. Keep nosewheel off ground as p r a c t i c a l . 7. I f Rough o r S o f t Surface: a. Select a smooth grass-covered runway, ifpossible. b. Landing Gear - UP. c. Wing Flaps - DOWN 15'. d. Battery Switch - OFF. e. Cabin Door - UNLATCH p r i o r t o flare-out. f. Landing A t t i t u d e - TAIL LOW. L A N D I N G WITH FLAT M A I N GEAR TIRE long 1. Landing Gear - Leave DOWN. 2. Fuel Selectors - SELECT the main tank on the same side as the f l a t t i r e t o reduce f u e l weight over affected t i r e before landing; f e e l f o r detent. 3. Fuel Selectors - MAIN TANKS (Feel For Detent). -4. Wind should be headwind o r crosswind opposite the defective t i r e . 5. Wing Flaps - DOWN 35'. 6. I n approach, a l i g n airplane w i t h edge of runway opposite the defective t i r e , allowing room f o r a m i l d t u r n i n the landing r o l l . 7. Land s l i g h t l y wing low on the side of the i n f l a t e d t i r e and lower the nosewheel t o the ground immediately f o r p o s i t i v e steering. n 8. Use f u l l a i l e r o n i n landing r o l l , t o l i g h t e n the load on the de- f e c t i v e t i r e . 9. Apply brakes only on the i n f l a t e d t i r e , t o minimize landing r o l l and maintain d i r e c t i o n a l c o n t r o l . 10. Stop airplane t o avoid f u r t h e r damage, unless a c t i v e runway must be cleared f o r other t r a f f i c . 1 November 1975 31ORMODB SECTION 3 EMERGENCY PROCEDURES L A N D I N G WlTH DEFECTIVE M A I N GEAR Fuel Selectors - SELECT the main tank on the same s i d e as defective gear t o reduce fuel weight over affected gear before landing; f e e l f o r detent. Fuel Selectors - MAIN TANKS (Feel For Detent). Wind - HEADWIND o r crosswind opposite defective gear. Landing Gear - DOWN. Wing Flaps - DOWN 35'. Approach - ALIGN AIRPLANE w i t h the edge o f runway opposite the d e f e c t i v e l a n d i n g gear. B a t t e r y Switch - OFF. Land wing low toward o p e r a t i v e l a n d i n g gear. Lower nosewheel immediately f o r p o s i t i v e steering. Ground Loop - INITIATE i n t o d e f e c t i v e landing gear. Mixtures - IDLE CUT-OFF. Use f u l l a i l e r o n i n l a n d i n g r o l l , t o l i g h t e n the l o a d on the de- f e c t i v e gear. Apply brakes o n l y on the o p e r a t i v e l a n d i n g gear t o h o l d desired r a t e of t u r n and shorten l a n d i n g r o l l . Fuel Selectors - OFF (Feel For Detent). A i r p l a n e - EVACUATE. 1 L A N D I N G WlTH FLAT NOSE GEAR TIRE 1. Landing Gear - Leave DOWN. 2. Passengers and Baggage - MOVE AFT. 3. Approach - 100 KIAS w i t h 15" wing flaps. 4. Landing A t t i t u d e - NOSE HIGH. 5. Hold nose off d u r i n g l a n d i n g r o l l . 6. Brakes - MINIMUM i n landing r o l l . 7. T n r o t t l e s - RETARD i n landing r o l l . 8. Control Wheel - FULL AFT u n t i l a i r p l a n e stops. 9. Minimize a d d i t i o n a l t a x i i n g t o prevent f u r t h e r L A N D I N G WlTH DEFECTIVE NOSE GEAR Smooth and Hard Surface: Baggage and Passengers - MOVE AFT. Select a smooth hard surface runway. Landing Gear - DOWN. Approach - 100 KIAS w i t h 15' wing flaps. A l l Switches Except Magnetos - OFF. Landing A t t i t u d e - NOSE HIGH. Mixtures - IDLE CUT-OFF. Magneto Switches - OFF. Nose - LOWER as speed dissipates. Rough o r Sod Surface: Select a smooth arass-covered runway, if Landing Gear - uF. Approach - 100 KIAS w i t h 15' wing flaps. A l l Switches Except Magnetos - OFF. Cabin Door - UNLATCH p r i o r t o flare-out. Landing A t t i t u d e - TAIL LOW. Mixtures - IDLE CUT-OFF. Magneto Switches - OFF. Fuel Selectors - OFF (Feel For Detent). damage. possible. SECTION 3 EMERGENCY PROCEDURES L A N D I N G WITHOUT FLAPS (0' E x t e n s i o n ) 1. Mixtures - AS REQUIRED f o r f l i g h t a l t i t u d e . 2. Propellers - FULL FORWARD. 3. Fuel Selectors - MAIN TANKS (Feel For Detent). 4. Minimum Approach Speed - 105 KIAS (See Figure 5-26). 5. Landing Gear - DOWN. DITCHING 1. LandTng Gear - UP. 2. Approach - HEADWIND if high winds. PARALLEL t o SWELLS ifl i g h t wind and heavy swells. 3. Wing Flaps - DOWN 35". 4. Power - AS REQUIRED. (300 Feet Per Minute Descent). 5. Airspeed - 93 KIAS. 6. A t t i t u d e - DESCENT ATTITUDE through touchdown. FUEL S Y S T E M E M E R G E N C Y P R O C E D U R E S GINE-DRIVEN FUEL P U M P FAILURE 1. Fuel Selector - MAIN TANK (Feel For Detent). v 2. A u x i l i a r y Fuel Pump - ON. 3. Cowl Flap - OPEN. 4. Mixture - ADJUST for smooth engine operation. 5. AS Soon As P r a c t i c a l - LAND. 6. Fuel i n a u x i l i a r y and opposite main tank i s unusable. w ELECTRICAL S Y S T E M E M E R G E N C Y P R O C E D U R E S ALTERNATOR FAILURE (Single) I n d i c a t e d By I l l u m i n u t i o n O f F a i l u r e L i g h t 1. E l e c t r i c a l Load - REDUCE. 2. I f C i r c u i t Breaker i s Tripped: a. Turn o f f affected a l t e r n a t o r . b. Reset affected a l t e r n a t o r c i r c u i t breaker. c. Turn on affected a l t e r n a t o r switch. d. Ifc i r c u i t breaker reopens, t u r n o f f a l t e r n a t o r . 3 . IfC i r c u i t Breaker does not T r i p : a. Select affected a l t e r n a t o r on v o l t a m e t e r and monitor output. *, b. Ifoutput i s normal and f a i l u r e l i g h t remains on, disregard f a i l i n d i c a t i o n and have i n d i c a t o r checked a f t e r landing. c. Ifoutput i s i n s u f f i c i e n t , t u r n o f f a l t e r n a t o r and reduce e l e c t r i c a l load t o one a l t e r n a t o r capacity. d. Ifcomplete loss o f a l t e r n a t o r output occurs, check f i e l d fuse and replace ifnecessary. e. I f an i n t e r m i t t e n t l i g h t i n d i c a t i o n accompanied by v o l t a m e t e r f l u c t u a t i o n i s observed, t u r n o f f affected a l t e r n a t o r and reduce load t o one a l t e r n a t o r capacity. - SECTION 3 EMERGENCY PROCEDURES ALTERNATOR FAILURE ( D u a l ) I n d i c a t e d B y I l l u m i n a t i o n Of F a i l u r e Lights A n d L o w V o l t a g e L i g h t 1. E l e c t r i c a l Load - REDUCE. -9 2. IfC i r c u i t Breakers a r e Tripped: a. Turn o f f a l t e r n a t o r s . b . Reset c i r c u i t breakers. c. Turn on l e f t a l t e r n a t o r and monitor output on Voltameter. d. I f a l t e r n a t o r i s charging, leave it on. Disregard f a i l u r e l i g h t i f s t i l l i l l u m i n a t e d . e. Ifshill inoperative, t u r n o f f l e f t a l t e r n a t o r . f. Repea: steps c through e f o r r i g h t a l t e r n a t o r . - g. Ifc i r c u i t breakers reopen, prepare t o terminate f l i g h t . 3. If Circu- t Breakers have n o t Tripped: a. Turn o f f alternators. b . Check f i e l d fuses and replace as required. c. Turn on l e f t a l t e r n a t o r and monitor output on v o l t a m e t e r . d. Ifa l t e r n a t o r i s charging, leave it on. Disregard f a i l u r e l i g h t i f s t i l l illuminated. e. Ifs t i l l inoperative, t u r n o f f l e f t a l t e r n a t o r . Pq f. Repeat steps c through e f o r r i g h t a l t e r n a t o r . g. Ifboth s t i l l inoperative, t u r n o f f a l t e r n a t o r s and t u r n on emergency a l t e r n a t o r f i e l d switch. h. Repeat steps c through e f o r each a l t e r n a t o r . i. Ifs t i l l inoperative, t u r n o f f a l t e r n a t o r s and prepare t o terminate f l i g h t . 4 AVIONICS BUS FAILURE 1. Emergency Avionics Power Switch - ON. LANDING GEAR EMERGENCY PROCEDURES L A N D I N G GEAR WlLL NOT EXTEND ELECTRICALLY 1. Landing Gear Motor C i r c u i t Breaker - CHECK IN w i t h landing gear switch DOWN. 2. Landing Gear Motor C i r c u i t Breaker - PULL. 3. Landing Gear Switch - NEUTRAL (Center). 4. P i l o t ' s Seat - ADJUST as required. 5. Handcrank - EXTEND AND LOCK. 6. Rotate Crank - CLOCKWISE four turns past gear down l i g h t s on (Ap- proximately 52 Turns). 7. Gear Down L i g h t s - ON; Unlocked L i g h t - OFF. 8. Gear Warning Horn - CHECK. 9. Handcrank - PUSH BUTTON and STOW. 10. As Soon As P r a c t i c a l - LAND. L A N D I N G GEAR WlLL N O T RETRACT ELECTRICALLY 1. Do not t r y t o r e t r a c t manually. 2. Landing Gear - DOWN. 3. Gear Down Lights - ON; Unlocked L i g h t - OFF. 4. Gear Warning Horn - CHECK. 5. As Soon As P r a c t i c a l - LAND. SECTION 3 EMERGENCY PROCEDURES FLIGHT INSTRUMENTS EMERGENCY PROCEDURES V A C U U M PUMP FAILURE (Attitude And Directional Gyros) 1. F a i l u r e i n d i c a t e d by l e f t o r r i g h t r e d f a i l u r e b u t t o n exposed on vacuum gage. d . 2. A u t m a t i c v a l v e w i l l s e l e c t o p e r a t i v e source. 3. Vacuum Pressure - CHECK proper vacuum frm o p e r a t i v e source. OBSTRUCTION OR I C I N G OF STATIC SOURCE 1. A l t e r n a t e S t a t i c Source - OPEN. 2. Excess A l t i t u d e and Airspeed - MAINTAIN t o compensate f o r change i n c a l i b r a t i o n (See F i g u r e s 5-2 and - 5-4). AIR INLET OR FILTER ICING EMERGENCY PROCEDURES 1. A l t e r n a t e A i r C o n t r o l ( 8 ) - PULL OUT. 2. Power - INCREASE as r e q u i r e d . 3. M i x t u r e s ( s ) - LEAN as r e q u i r e d . PROPELLER SYNCHROPHASER ENGINE INOPERATIVE PROCEDURES 1. P r o p e l l e r Synchrophaser - OFF ( O p t i o n a l System). b SYNCHROPHASER FAILURE 1. P r o p e l l e r Synchrophaser - OFF ( O p t i o n a l System). 2. P r o p e l l e r Synchrophaser C i r c u i t Breaker - PULL ( O p t i o n a l System). w EMERGENCY EXIT WINDOW 1. Emeryency Release Ring P l a s t i c Cover - PULL OFF. 2. Emergency Release Ring - PULL. 3. Emergency E x i t Window - PUSH OUT a t b o t t a n of window w i t h s u s t a i n e d f o r c e . -SPINS 1. T h r o t t l e s - CLOSE IMMEDIATELY. 2. A i l e r o n s - NEUTRALIZE. 3. Rudder - HOLD FULL RUDDER o p p o s i t e t h e d i r e c t i o n o f r o t a t i o n . 4. C o n t r o l Wheel - FORWARD BRISKLY, 112 t u r n a f t e r a p p l y i n g f u l l r u d - der. 5. Inboard Engine - INCREASE POWER t o slow r o t a t i o n . ( I f Necessary). --A f t e r r o t a t i o n has stopped: I 6. Rudder - NEUTRALIZE. 7. Inboard Engine (Ifused) - DECREASE POWER t o e q u a l i z e engines. 8. C o n t r o l Wheel - PULL t o r e c o v e r from r e s u l t a n t dive. Apply smooth steady c o n t r o l pressure. 1 November 1975 R e v i s i o n 4 - 2 Apr 1982 PILOTS OPERATING HANDBOOW ENGINE FAILURE DURING FLIGHT OWNER'S MANUAL SUPPLEMENT CESSNA 300 AND 400 SERIES AMPLIFIED EMERGENCY PROCEDURES ENGINE INOPERATIVE PROCEDURES - ENGINE FAILURE DURING FLIGHT (Speed Above Air Minimum Control Speed) weight, temperature, and altitude. In any event, do not attempt an engine inoperative go-around after wing flaps have been extended beyond 15". ENGINE FAILURE DURING FLIGHT (Speed Below Air Minimum Control Speed) weight, temperature, and altude. In any event, do not attempt an engine inoperative go-around alter wing flaps have A been extended beyond 15'. ENGINE INOPERATIVE GO-AROUND weight, temperature, and altitude. In any event, do not attempt an engine inoperative go-around after wing flaps have been extended beyond 15". 1 I SECTION 4 NORMAL PROCEDURES There are no changes to airplane normal procedures. ,- SECTION 5 PERFORMANCE There are no changes to airplane performance. SECTI~N3 EMERGENCY PROCEDURES AMPLIFIED EMERGENCY PROCEDURES 14 rsq NOTE A complete knowledge o f the procedures s e t f o r t h i n t h i s s e c t i o n w i l l enable the p i l o t t o cope w i t h various emergencies t h a t can be encountered; how- ever, t h i s does n o t diminish the f a c t t h a t the primary r e s p o n s i b i l i t y of the p i l o t i s t o maintain c o n t r o l o f the a i r p l a n e a t a l l times. Good judge- ment and precise a c t i o n are e s s e n t i a l and can Only be developed through frequent p r a c t i c e of emergency and simulated single-engine procedures. The p i l o t must have a thorough knowledge of a l l emergency procedures so t h a t i n the event o f an emergency, r e a c t i o n w i l l be precise and done w i t h confidence. This i s r e q u i r e d so the p i l o t can cope w i t h the demands of an emergency s i t u a t i o n . A SINGLE-ENGINE AIRSPEEDS FOR SAFE OPERATION The most c r i t i c a l time f o r an engine f a i l u r e c o n d i t i o n i n a multi-engine a i r p l a n e i s during a two o r three second period l a t e i n the takeoff run w h i l e the a i r p l a n e i s a c c e l e r a t i n g t o a safe engine f a i l u r e speed. A d e t a i l e d knowledge o f recommended single-engine airspeeds i s e s s e n t i a l f o r safe operation o f the airplane. - The airspeed i n d i c a t o r i s marked w i t h a r e d r a d i a l a t the a i r minimum c o n t r o l speed and a blue r a d i a l a t t h e b e s t single-engine r a t e - o f - c l i m b speed t o f a c i l i t a t e i n s t a n t recognition. The f o l l o w i n g paragraphs present a d e t a i l e d discussion of the problems associated w i t h engine f a i l u r e s during takeoff. .-.- AIR MINIMUM CONTROL SPEED The multi-engine a i r p l a n e must reach t h e a i r minimum c o n t r o l speed (80 KIAS) before f u l l c o n t r o l deflections can counteract the adverse r o l l i n g and yawing tendencies associated w i t h one engine i n o p e r a t i v e and f u l l power operation on the other engine. This speed i s i n d i c a t e d by a red r a d i a l on the airspeed i n d i c a t o r . - RECOMMENDED SAFE SINGLE-ENGINE SPEED Although the a i r p l a n e i s c o n t r o l l a b l e a t the a i r minimum c o n t r o l speed, the a i r p l a n e performance i s so f a r below optimum t h a t continued f l i g h t near the ground i s improbable. A more s u i t a b l e recornended safe single-engine speed i s 92 K I A S . At t h i s speed, a l t i t u d e can be maintained more e a s i l y w h i l e the landing gear i s being r e t r a c t e d and the p r o p e l l e r i s being feathered. -. BEST SINGLE-ENGINEANGLE-OF-CLIMB SPEED The best single-engine angle-of-climb speed becomes important when there are obstacles ahead on takeoff. Once t h e best single-engine angle-of-climb speed i s reached, a l t i t u d e becomes more important than airspeed u n t i l the obstacle i s cleared. The best single-engine angle-of-climb speed i s ap- proximately 95 KIAS w i t h wing flaps and landing gear up. SECTION 3 EMERGENCY PROCEDURES BEST SINGLE-ENGINE RATE-OF-CLIMB SPEED The b e s t single-engine r a t e - o f - c l i m b speed becomes important when.there a r e no obstacles ahead on t a k e o f f , o r when i t i s d i f f i c u l t t o maintaln o r gain a l t i t u d e i n single-engine emergencies. The best single-engine r a t e - o f - c l i m b speed i s 106 KIAS w i t h wing f l a p s and l a n d i n g gear up. This speed i s i n d i c a t e d by a b l u e r a d i a l on the airspeed i n d i c a t o r . ad The v a r i a t i o n s o f wing f l a p s up b e s t single-engine rate-of-climb speed w i t h a l t i t u d e a r e shown i n Section 5. For best single-engine climb per- formance, the wings should be banked 5' toward the operative engine. ENGINE INOPERATIVE PROCEDURES ENGINE SECURING PROCEDURE 1. T h r o t t l e - CLOSE. 2. M i x t u r e - IDLE CUT-OFF. 3. P r o p e l l e r - FEATHER. 4. Fuel S e l e c t o r - OFF (Feel For Detent). 5. A u x i l i a r y Fuel Pump - OFF. 6. Magneto Switches - OFF. 7. P r o p e l l e r Synchrophaser - OFF (Optional System). 8. A l t e r n a t o r - OFF. 9. Cowl Flap - CLOSE. ENGINE FAILURE DURING TAKEOFF (Speed Below 9 2 KIAS) 1. T h r o t t l e s - CLOSE IMMEDIATELY. 2. Brakes - AS REQUIRED. The distance r e q u i r e d f o r the a i r p l a n e t o be accel- erated from a standing s t a r t t o 92 KIAS on the ground, and t o decelerate t o a stop w i t h heavy brak- i n g , i s presented i n the Accelerate Stop Distance Chart i n Section 5 f o r various combinations of conditions. ENGINE FAILURE AFTER TAKEOFF (Speed Above 9 2 KlAS With -, Gear Up Or In Transit) Mixtures - AS REQUIRED f o r f l i g h t a l t i t u d e . P r o p e l l e r s - FULL FORWARD. T h r o t t l e s - FULL FORWARD. Landing Gear - CHECK UP. I n o p e r a t i v e Engine: a. T h r o t t l e - CLOSE. b . M i x t u r e - IDLE CUT-OFF. c. P r o p e l l e r - FEATHER. E s t a b l i s h Bank - 5' toward operative engine. Wing Flaps - UP, ifextended, i n small incremer Climb t o Clear 50-Foot Obstacle - 92 KIAS. 3-12 1 November 1975 31OR SECTION 3 MODEL EMERGENCY PROCEDURES 9 . Climb a t Best Single-Engine Rate-of-Climb Speeq- 106 KIAS a t sea l e v e l ; 94 KIAS a t 10,000 feet. 10. Trim Tabs - ADJUST 5O bank toward o p e r a t i v e engine w i t h approxi- mately 112 b a l l s l i p i n d i c a t e d on t h e t u r n and bank i n d i c a t o r . 11. Cowl Flap - CLOSE ( I n o p e r a t i v e Engine). 12. I n o p e r a t i v e Engine - SECURE as follows: a. Fuel S e l e c t o r - OFF (Feel For Detent). b. A u x i l i a r y Fuel Pump - OFF. c. Magneto Switches - OFF. d. A l t e r n a t o r Switch - OFF. 13. As Soon as P r a c t i c a l - LANO. - Upon engine f a i l u r e a f t e r reaching 92 KIA5 on takeoff, t h e m u l t i - e n g i n e p i l o t has a s i g n i f i c a n t advantage over a single-engine p i l o t , f o r he has a choice o f stopping o r c o n t i n u i n g t h e takeoff. This would be s i m i l a r t o t h e choice facing a single-engine p i l o t who has suddenly l o s t s l i g h t l y more than h a l f o f h i s t a k e o f f power. I n t h i s s i t u a t i o n , t h e single-engine p i l o t would be extremely r e l u c t a n t t o continue t h e takeoff if he had t o c l i m b over o b s t r u c t i o n s . However, i f the f a i l u r e occurred a t an a l t i t u d e as h i g h P-.. o r h i g h e r than surrounding obstructions, he would f e e l free t o maneuver f o r a landing back a t t h e a i r p o r t . Fartunatelv. t h e a i r o l a n e accelerates throush t h i s "area of d e c i s i o n " i n " . j u s t a few seconds. ~ i w e v e r , t o make an i n t e l i i g e n t d e c i s i o n i n t h i s t y p e of emergency, one must consider t h e f i e l d length, o b s t r u c t i o n height, f i e l d elevation, a i r temperature, headwind, and t a k e o f f weight. The f l i g h t paths i l l u s t r a t e d i n F i g u r e 3-2 i n d i c a t e t h a t t h e "go no-go area o f d e c i s i o n " i s bounded by: (1) t h e p o i n t a t $ i c h 92 KIAS i s reached and ( 2 ) t h e p o i n t where t h e o b s t r u c t i o n a l t i t u d e 1s reached. An enaine f a i l u r e i n t h i s area requires an immediate decision. Beyond t h i s area; t h e a i r p l a n e , w i t h i n t h e l i m i t a t i o n s of sinale-enaine c l i m b oerfotmance shown i n Section 5, mav be . - maneuvered t o a l a o d i n g 6ack a t t h e ' a i r p o r t . ENGINE FAILURE DURING TAKEOFF GO NO-GO DECISION r 4 N O R M A L TAKEOFF ....................................... ACCELERATE STOP DISTANCE ACCELERATE GO DISTANCE 1 November 1975 Rnuicinn 4 - 2 Ror 1982 F i g u r e 3-2 SECTION 3 EMERGENCY PROCEDURES A t sea l e v e l standard day, w i t h zero wind and 5500 pounds weight, t h e distance t o a c c e l e r a t e t o 92 KIAS and s t o p i s 3645 f e e t , w h i l e t h e t o t a l unobstructed distance r e q u i r e d t o t a k e o f f and climb over a 50-foot obstacle a f t e r an engine f a i l u r e a t 92 KIAS i s 3645 f e e t . T h i s t o t a l distance over an obstacle can be reduced s l i g h t l y under more favorable c o n d i t i o n s o f weight, headwind, o r o b s t r u c t i o n h e i g h t . However, it i s recommended t h a t i n most cases i t would be b e t t e r t o d i s c o n t i n u e t h e takeoff, s i n c e any w s l i g h t mismanagement of single-engine procedure would more than offset t h e small distance advantage offered by c o n t i n u i n g t h e t a k e o f f . S t i l l h i g h e r f i e l d e l e v a t i o n s w i l l cause t h e engine f a i l u r e takeoff distance t o lengthen d i s p r o p o r t i o n a t e l y u n t i l t h e a l t i t u d e i s reached where a successful t a k e o f f i s improbable unless the airspeed and h e i g h t above t h e runway a t engine f a i l u r e are g r e a t enough t o a l l o w a s l i g h t d e c e l e r a t i o n and a l t i t u d e l o s s w h i l e t h e a i r p l a n e i s being prepared f o r a single-engine climb. -1 During single-engine takeoff procedures over an obstacle, o n l y one c o n d i t i o n presents any appreciable advantage; t h i s i s headwind. A decrease of approximately 6% i n ground distance r e q u i r e d t o c l e a r a 50-foot obstacle can be gained f o r each 10 knots of headwind. Excessive speed above b e s t single-engine rate-of-climb speed a t engine f a i l u r e i s n o t n e a r l y as advan- tageous as one might expect s i n c e d e c e l e r a t i o n i s r a p i d and ground d i s t a n c e i s used up q u i c k l y a t h i g h e r speeds w h i l e t h e a i r p l a n e i s being cleaned up f o r climb. However, t h e e x t r a speed i s important f o r c o n t r o l l a b i l i t y . V. The f o l l o w i n g f a c t s should be used as a guide a t t h e t i m e o f engine f a i l u r e : (1) d i s c o n t i n u i n g a takeoff upon engine f a i l u r e i s advisable under most circumstances; ( 2 ) a l t i t u d e i s more valuable t o s a f e t y a f t e r takeoff than i s airspeed i n excess of t h e b e s t single-engine r a t e - o f - c l i m b speed s i n c e excess airspeed i s l o s t much more r a p i d l y than i s a l t i t u d e ; (3) c l i m b o r continued l e v e l f l i g h t a t moderate a l t i t u d e i s improbable w i t h t h e -"l a n d i n g gear extended and t h e p r o p e l l e r w i n d m i l l i n g ; (4) i n no case should t h e airspeed be allowed t o f a l l below t h e b e s t single-engine angle-of-climb speed, even though a l t i t u d e i s l o s t , s i n c e t h i s speed w i l l always provide a b e t t e r chance o f climb, o r a smaller a l t i t u d e loss, than any l e s s e r speed. The sinale-engine b e s t rate-of-climb soeed w i l l orovide t h e b e s t chance f o r ~ ~ c l i m b OF t h e i e a s t a l t i t u d e loss, and i s preferable unless t h e r e a r e ob- --, s t r u c t i o n s which make a steep c l i m b necessary. 3-14 1 November 1975 , The p r o p e l l e r on the i n o p e r a t i v e engine must be feathered, l a n d i n g gear r e t r a c t e d and wing flaps up o r continued f l i g h t may be impossible. -, SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES prepared f o r a c l i m b . I n o r d e r t o s i m u l a t e an engine f a i l u r e , s e t b o t h engines a t f u l l power o p e r a t i o n ; t h e n a t a chosen speed, p u l l t h e t h r o t t l e c o n t r o l of one engine t o i d l e , and proceed w i t h s i n g l e - e n g i n e emergency procedures. Simulated s i n g l e - e n g i n e f l i g h t c h a r a c t e r i s t i c s can be prac- t i c e d b y s e t t i n g p r o p e l l e r RPM t o s i m u l a t e a c r i t i c a l e n g i n e i n o p e r a t i v e c o n d i t i o n as shown i n F i g u r e 3-3. ENGINE OVERSPEED Should an oversoeed c o n d i t i o n occur. t h e p i l o t s h o u l d reducp aircneerl rq . ~, ~~~ ~~ . . . - . . . . . - - , , - r - - - - - q u i c k l y as p o s s i b l e b y c l o s i n g both t h r o t t l e s . On r e a c h i n g an a i r s p e e d below 120 KIAS and above t h e s i n g l e - e n g i n e r a t e - o f - c l i m b speed ( b l u e 1 r a d i a l ) , s e t t h e RPM c o n t r o l on t h e overspeeding e n g i n e f o r f e a t h e r . If p r o p e l l e r w i l l n o t f e a t h e r , t h e power on t h e n o r m a l l y o p e r a t i n g engine should be advanced t o maximum and t h e power on t h e overspeeding enqine s h o u l d be advanced t o 50 RPM below t h e maximum a l l o w a b l e RPM (Fed Tine). M a i n t a i n t h e b e s t s i n g l e - e n g i n e r a t e - o f - c l i m b speed ( b l u e r a d i a l ) and l a n d as soon as p r a c t i c a l . T h i s w i l l p r o v i d e more t h a n zero t h r u s t a t a l t i t u d e s up t o a p p r o x i m a t e l y 10,000 f e e t . D u r i n g l a n d i n g , t h e a p p l i c a t i o n o f p a r t i a l t h r o t t l e on t h e m a l f u n c t i o n i n q e n q i n e ( w i t h i n l i m i t s o f t h e tacho- meter r e d l i n e ) w i l l m i n i m i z e asymrnetFicai t h r " s t . ENGINE FAILURE DURING FLIGHT 1. I n o p e r a t i v e Engine - DETERMINE. I d l e engine same s i d e as i d l e f o o t . 2. O p e r a t i v e Engine - ADJUST as r e q u i r e d . R e f o r e Securinq I n o p e r a t i v e Enaine: 3. Fuel r low-- CHECK. I f d e k c i e n t , p o s i t i o n a u x i l i a r y f u e l pump s w i t c h t o ON. 4. Fuel S e l e c t o r s - MAIN TANKS (Feel For Detent). 5. Fuel Q u a n t i t y - CHECK. Switch t o o p p o s i t e MAIN TANK if necessary. 6. O i l Pressure and O i l Temperature - CHECK. Shutdown e n g i n e if o i l pressure i s low. 7. Magneto Switches - CHECK. 8. M i x t u r e - ADJUST u n t i l evidence of enqine f i r i n q . Continue t o a d j u s t f o r slnooth operation: I f Enuine Does N o t S t a r t , Secure as Follows: I n o p e r a t i v e Engine - SECURE. a. T h r o t t l e - CLOSE. b. M i x t u r e - IDLE CUT-OFF. c. P r o p e l l e r - FEATHER. d. Fuel S e l e c t o r - OFF (Feel For Detent). e. A u x i l i d r y Fuel Pump - OFF. f. Magneto Switches - OFF. g. P r o p e l l e r Synchrophaser - OFF ( O p t i o n a l System). h. A l t e r n a t o r Switch - OFF. i. Cowl F l a p - CLOSE. O p e r a t i v e Engine - ADJUST. a. Power - AS REQUIRED. b. M i x t u r e - AS REQUIRED f o r f l i g h t , i l t i t u d e . c . Fuel S e l e c t o r - AS REQUIRED (Feel For D e t e n t ) . NOTE A u x i l i a r y f u e l on t h e s i d e of t h e f a i l e d engine i s unusable. 1 November 1975 R e v i s i o n 4 - 2 Apr 1982 SECTION 3 EMERGENCY PROCEDURES NUT€ P o s i t i o n operative engine f u e l s e l e c t o r t o MAIN TANK and f e e l f o r d e t e n t i f below 1000 feet AGL o r if nearest a i r p o r t i s w i t h i n range o f fuel remaining i n MAIN TANK. Ifnecessary, range can be extended by using wing l o c k e r fuel, opposite main fuel o r a u x i l - i a r y f u e l on t h e s i d e o f the o p e r a t i v e engine. Crossfeed as r e q u i r e d t o maintain l a t e r a l balance. d. A u x i l i a r y Fuel Pump - ON. e. Cowl Flap - AS REQUIREO. 11. Trim Tabs - AOJUST 50 bank toward operative engine w i t h approxi- matelv 112 b a l l s l i p i n d i c a t e d on t h e t u r n and bank i n d i G t 0 . r . 12. E l e c t r i c a l Load - DECREASE t o minimum required. 13. As Soon As P r a c t i c a l - LAND. ENGINE INOPERATIVE LANDING 1. Fuel S e l e c t o r - MAIN TANK (Feel For Oetent). 7. A u v i l i a r v Fuel PumD - ON. 5 ~ T t e r n a t PA i r c o n t r o l - IN. -. ~~ ~.~ ~ 4. M i x t u r e - AS REQUIRED f o r f l i g h t a l t i t u d e . 5. P r o p e l l e r Synchrophaser - OFF (Optional System) 6. P r o p e l l e r - FULL FORWARD. 7. Approach a t 106 KIAS w i t h excessive a l t i t u d e . 8. Landing Gear - OOWN w i t h i n g l i d i n g d i s t a n c e of f i e l d . 9 . Wing ~ i a p s- OOWN when landing i s assured. 10. Decrease speed below 93 KIAS o n l y iflanding i s assured. 11. A i r Minimum Control Speed - 80 KIAS. ENGINE INOPERATIVE GO-AROUND 1. I f a b s o l u t e l y necessary and speed i s above 92 KIAS, increase engine /- speed t o 2700 RPM and apply f u l l t h r o t t l e . 2. Mixture - AS REQUIRED f o r f l i g h t a l t i t u d e . 3. Landing Gear - UP. 4. Wing Flaps - UP if extended. 5. Cowl Flap - OPEN. 6. Climb a t 106 KIAS a t sea l e v e l ; 94 KIAS a t 10,000 f e e t (95 KIAS With Obstacles D i r e c t l y Ahead). 7. Trim Tabs - AOJUST 50 bank toward operative engine w i t h approxi- ,- mately 112 b a l l s l i p i n d i c a t e d on the t u r n and bank i n d i c a t o r . AIRSTART (After Fedhering) A i r p l a n e Without Optional P r o p e l l e r Unfeathering System: I 1. A u x i l i a r y Fuel Pump - CHECK OFF. IfON o r LOW, purge engine by t u r n i n g OFF a u x i l i a r y f u e l pump, m i x t u r e t o IDLE CUT-OFF, t h r o t t l e f u l l open, magneto - switches OFF, and r o t a t i n g engine 15 revolu- t i o n s w i t h s t a r t e r . 2. Magneto Switches - ON. 3. Fuel Selector - MAIN TANK (Feel For Oetent). 4. T h r o t t l e - FORWARD approximately one inch. 5. Mixture - AS REQUIREO f o r f l i g h t a l t i t u d e . 6. P r o p e l l e r - FORWARD of detent. 7. S t a r t e r Button - PRESS. 8. Primer Switch - ACTIVATE. 1 November 1975 I 1.1.. 3 1 1.- 1 0 7 Q SECTION 3 EMERGENCY PROCEDURES 9. S t a r t e r and Primer Switch - RELEASE when engine f i r e s . 10. A u x i l i a r y Fuel Pump - LOW. 11. M i x t u r e - AS REQUIRED. 12. Power - INCREASE a f t e r c y l i n d e r head temperature reaches ZOOOFw i t h gradual m i x t u r e enrichment as power increases. 13. Cowl Flap - AS REQUIRED. 14. A l t e r n a t o r - ON. -A i r p l a n e With Optional P r o p e l l e r Unfeathering System: 1. A u x i l i a r y Fuel Pump - CHECK OFF. I f ON o r LOW, purge engine by t u r n i n g OFF a u x i l i a r y f u e l pump, m i x t u r e t o IDLE CUT-OFF, t h r o t t l e f u l l open, magneto switches OFF, and r o t a t i n g engine 15 r e v o l u - t i o n s w i t h s t a r t e r . 2. Magneto Switches - ON. 3. Fuel S e l e c t o r - MAIN TANK (Feel For Detent). 4. T n r o t t l e - FORAARD approximately one inch. 5. E:ixt4re - AS REQJIREO f o r f l i g n t a l t i t - o e . 6. P r o ~ e l l e r- FJLL FORAARD. NOTE The p r o p e l l e r w i l l a u t o m a t i c a l l y windmil 1 when the p r o p e l l e r l e v e r i s moved o u t o f t h e FEATHER p o s i t i o n . I 7. P r o p e l l e r - RETARD t o d e t e n t when p r o p e l l e r reaches 1000 RPM. 8. A u x i l i a r y Fuel Pump - LOW. -9. M i x t u r e - AS REQUIRED. 10. Power - INCREASE a f t e r c v l i n d e r head temDerature reaches 200°F w i t h g r a d i a l - m i x t u r e enrichment as power increases. I I;. Cowl Flap - AS REQUIRED. 1 12. A l t e r n a t o r - ON. ' - 0 BOTH ENGINES FAILURE (Gliding Procedure) 1. Wing Flaps - UP. 2. Landing Gear - UP. 3. P r o p e l l e r s - FEATHER. 4. Cowl Flaps - CLOSE. 5. Airspeed - 111 KIAS (See Figure 3-4). M A X I M U M GLIDE I n t h e event o f an a l l engines f a i l u r e c o n d i t i o n , maximum g l i d i n g d i s - tance can be obtained by f e a t h e r i n g both p r o p e l l e r s , and maintaining approximately 111 KIAS w i t h landing gear and wing f l a p s up. The speed which provides t h e "absolute maximum" g l i d e distance v a r i e s w i t h weight as shown i n Figure 3-4. - 1 November 1975 Revision 2 - 1 Oct 1976 SECTION 3 EMERGENCY PROCEDURES MAXIMUM GLIDE CONDITIONS: BEST GLIDE SPEED 1. L a n d i n g Gear - UP h 2. W i n g F l a p s - UP. 3. P r o p e l l e r s - FEATHERED. POUNDS 4. Cowl F l a p s - CLOSED. 5. B e s t G l i d e Speed. 6. Zero Wind 5100 5500 Figure 3-4 - FIRE PROCEDURES Refer t o Section 9 i f F i r e Detection and Extinguishing System i s i n - s t a l l e d . FlRE O N THE GROUND (Engine Start, Taxi And Takeoff With Sufficient Distance Remaining To Stop) 1. T h r o t t l e s - CLOSE. -% 2. Brakes - AS REQUIRED. 3. Mixtures - IDLE CUT-OFF. 4. B a t t e r y - OFF (Use Gang Bar). 5. Magnetos - OFF (Use Gang Bar). 6. Evacuate a i r p l a n e as soon as p r a c t i c a l . ICUT W I N G O R ENGINE FlRE INFL.-... ~ ~- 1. Both A u x i l i a r y Fuel Pumps - OFF. 2. Appropriate Engine - SECURE. Th--"," r , " C S b. Mi c. P r d. Fu e. Ma f. Pr ,"L.L,C - ,.L""L. x t u r e - IDLE CUT-OFF. o p e l l e r - FEATHER. e l Selector - OFF (Feel For Detent). gnetos - OFF. o p e l l e r Synchrophaser - OFF (Optional System). SECTION 3 EMERGENCY PROCEDURES g. A l t e r n a t o r - OFF. h. Cowl Flao - CLOSE. ... .... . 3. Cabin ~ e a t e F -OFF. 4. Land and evacuate a i r p l a n e as soon as p r a c t i c a l . INFLIGHT C A B I N FIRE O R S M O K E s/ 1. E l e c t r i c a l Load - REDUCE t o minimum required. 2. Attempt t o i s o l a t e the source o f f i r e o r smoke. 3. Wemacs - OPEN. 4. Cabin A i r Controls - OPEN a l l vents i n c l u d i n g windshield defrost. CLOSE i f i n t e n s i t y of smoke increases. I - - --/ Opening t h e f o u l weather window o r cabin door w i l l create a d r a f t i n t h e cabin and may i n t e n s i f y a f i r e . 5. Land and evacuate a i r p l a n e as soon as p r a c t i c a l . SUPPLEMENTARY I N F O R M A T I O N C O N C E R N I N G AIRPLANE FIRES With the use o f modern i n s t a l l a t i o n techniques and m a t e r i a l , the proba- b i l i t y of an a i r p l a n e f i r e o c c u r r i n g i n your a i r p l a n e i s extremely remote. However, i n t h e event a f i r e i s encountered, the f o l l o w i n g information w i l l be h e l p f u l i n dealing w i t h the emergency as q u i c k l y and safely as possible. .t" The p r e f l i g h t c h e c k l i s t i s provided t o a i d the p i l o t i n d e t e c t i n g con- d i t i o n s which could c o n t r i b u t e t o an a i r p l a n e f i r e . As a f i r e r e q u i r e s both f u e l and an i g n i t i o n source, c l o s e p r e f l i g h t i n s p e c t i o n should be given t o the engine compartment and wing l e a d i n g edge and lower surfaces. Leaks i n the f u e l system, o i l system, o r exhaust system can lead t o a ground o r a i r b o r n e f i r e . - F l i g h t should n o t be attempted w i t h known f u e l , o i l o r exhaust leaks. The presence of fuel, unusual o i l o r exhaust s t a i n s may be an i n d i c a t i o n of system leaks and should be c a r e f u l l y i n v e s t i g a t e d p r i o r t o f l i q h t . I f an a i r p l a n e f i r e i s discovered on the ground o r during takeoff, b u t p r i o r t o committed f l i g h t , the a i r p l a n e i s t o be landed and/or stopped and the passengers and crew evacuated as soon as p r a c t i c a l . F i r e s o r i g i n a t i n g i n f l i g h t must be c o n t r o l l e d as q u i c k l y as p o s s i b l e i n an attempt t o prevent major s t r u c t u r a l damage. Both a u x i l i a r y fuel pumps should be turned o f f t o reduce pressure on the t o t a l f u e l system (each -a u x i l i a r y pump pressurizes a crossfeed l i n e t o the opposite f u e l s e l e c t o r ) . The engine on the wing i n which the f i r e e x i s t s should be shut down and i t s fuel shut o f f even though the f i r e may n o t have o r i g i n a t e d i n the fuel system. The cabin heater draws f u e l from the crossfeed system and should a l s o be turned off. Descent f o r landing should be i n i t i a t e d immediately. 3-20 1 November 1975 SECTION 3 EMERGENCY PROCEDURES An open cabin door o r foul weather window produces a low pressure i n the cabin. To avoid drawing the f i r e i n t o the cabin, the cabin door and foul weather window should be kept closed. This c o n d i t i o n i s aggravated w i t h the landing gear and flaps extended. Therefore, the p i l o t should lower the gear as l a t e i n the landing approach as possible. A no-flap landing should - also be attempted i f p r a c t i c a l . A f i r e o r smoke i n the cabin should be c o n t r o l l e d by i d e n t i f y i n g and s h u t t i n g down the f a u l t y system. Smoke may be removed by opening the cabin a i r c o n t r o l s and wemacs. Ifthe smoke increases i n i n t e n s i t y when the a i r c o n t r o l s are opened, they should be closed as t h i s i n d i c a t e s a possible f i r e i n the heater o r nose compartment. When the smoke i s intense, the p i l o t may choose t o expel the smoke through the f o u l weather window. The " f o u l weather window should be closed imnediately i f the f i r e becomes more intense when the window i s opened. EMERGENCY DESCENT PROCEDURES PREFERRED PROCEDURE .9 1. T h r o t t l e s - IDLE. 2. Propellers - FULL FORWARD. 3. Mixtures - ADJUST f o r smooth operation w i t h gradual enrichment as a l t i t u d e i s l o s t . 4. Wing Flaps - UP. 5. Landing Gear - UP. -4 6. Moderate Bank - INITIATE u n t i l descent a t t i t u d e has been estab- 1 i s h e d . .- ..- - . 7. Airspeed - 220 KIAS. IN TURBULENT ATMOSPHERIC CONDITIONS 4 1. T h r o t t l e s - IDLE. 2. Propellers - FULL FORWARD. 3. Mixtures - ADJUST f o r smooth operation w i t h gradual e n r i c h r e n t as a l t i t u d e i s l o s t . 4. Wina FlaDs - DOWN 35'. 5. ~ a n i i n g ear 1 D O W N . 6. Moderate Bank - INITIATE u n t i l descent a t t i t u d e has been estab- lished. 7. Airspeed - 138 KIAS. 4 EMERGENCY LANDING PROCEDURES FORCED LANDING (With Power) 1. Drag over selected f i e l d w i t h wing flaps 15O and 100 KIAS n o t i n g - type of t e r r a i n and obstructions. 2. Plan a wheels-down landing ifsurface i s smooth and hard. a. Execute a normal landing, keeping nosewheel o f f ground u n t i l speed i s decreased. 3. If t e r r a i n i s rough o r soft, plan a wheels-up landing as follows: a. Select a smooth grass-covered runway, if possible. b. Approach a t 100 KIAS w i t h wing flaps down only 15O. c. A l l Switches Except Magneto Switches - OFF. SECTION 3 EMERGENCY PROCEDURES d. Cabin Door - UNLATCH p r i o r t o f l a r e - o u t . k , n 7 r IYUIL Be prepared f o r a m i l d t a i l b u f f e t as t h e cabin door i s opened. e. M i x t u r e s - IDLE CUT-OFF. f. Magneto Switches - OFF. g. Fuel S e l e c t o r s - OFF (Feel For Detent) h. Land i n a s l i g h t l y t a i l - l o w a t t i t u d e . NOTE On smooth sod w i t h l a n d i n g gear r e t r a c t e d , t h e a i r - plane w i l l s l i d e s t r a i g h t ahead about 500 f e e t w i t h very l i t t l e damage. FORCED L A N D I N G (Complete Power Loss) -2 1. M i x t u r e s - IDLE CUT-OFF. 2. P r o p e l l e r s - FEATHER. 3. Fuel S e l e c t o r s - OFF (Feel For Detent). 4. A l l Switches Except B a t t e r y Switch - OFF. 5. Approach a t 111 KIAS. 6 . Iff i e l d i s smooth and hard, p l a n a l a n d i n g as follows: -a. Landing Gear - DOWN w i t h i n g l i d i n g d i s t a n c e of f i e l d . b. Wins Flaps - EXTEND as necessary w i t h i n g l i d i n g d i s t a n c e of f i e l d . c. B a t t e r y Switch - OFF. d. Cabin Door - UNLATCH p r i o r t o f l a r e - o u t . NOTE Be prepared f o r a m i l d t a i l b u f f e t as the cabin door i s opened. e. Make a normal landing, keeping nosewheel off t h e ground as l o n g -as p r a c t i c a l . 7. Iff i e l d i s rough o r s o f t , p l a n a wheels-up l a n d i n g as f o l l o w s : a. S e l e c t a smooth, qrass-covered runway i f p o s s i b l e . b. Landing Gear - UP: c. Approach a t 97 KIAS w i t h wing f l a p s down o n l y 15". d. B a t t e r y Switch