Cessna 337D Owner's Manual

fueling, pull out strainer drain knob for about tour Mcond-1!1, to ct ea r re:ar fu el sir.li ner of poH ihle v.1.ter and sediment. Check a traln.,r drain cl osed. c. C heck pr opell er and spinne r fo r ni cks and eecur lty, :a_nd propeller for 0l1 leakt1. {A\ •. \:!,I b. Olsconncct t:t.11 114:!•down. lnspect :airspeed s tatic source holes Cll in- board and outbmrd .sides of loft boom for s toppage. e. Check c,ondtlloo or hOrhn nb.l and vcrlh:al t:all surr:a cea. ® @·· Sam••· @ Cnack fr o nt engine oil level. Do not oper:it c wilh l esa than 7 quarta . Fll.1 for utended rtlgh t. b. De tor e first ntght of <by and :l/ter t-ach refuel• log, pu.U out s tr:a.lner dr.lin k nob for about to ur s,cconds to c lear fr o nt tuetl a tr.1.i ner of pos sible wate r and sedi me nt . Check strntne r drain c loJkd. c. Check propelle r and spinne r for nicks and Heu.re Hy, and propeller Cor oU leaks . d. Check nose whee l strut :a.nd tire ror prOl)(lr lnfbtlon. Figure 1-1 . iv Section I..--==========---------..OPERATING CHECK LIST One of the first steps in obtaining the utmost performance, service, and flying enjoyment from your Cessna i s to familiarize yourself with your airplane's equipment, systems, and control s . This can best be done by reviewing this equipm ent while sitting in the a irplane. Those items whose function a nd operatio n are not obvious are covered in Section II. Section I li sts, in Pilot's Check List form, the steps necessary to ~erate your airplane efficiently and safely. It i s not a ch eck li s t in its true form as it is cons iderably longer, but it does cover briefly all of the points that you should know for a typical flig ht. The flight and operati onal characteristics of your airplane are no rma l in all respects. Th ere are no critical sing l e-engine characteri st i cs or operations that need to be m aste r ed and maintained at a high lev el of pro - ficiency. All contro l s respond in the normal w ay within the entire range of operation. All airspeeds mentioned in Section s I, II and m are indicated airspeeds unle ss otherwise noted. Corresponding calibrated airspeeds may be obta ined from the Airspeed Correction Table in Section VI. BEFORE ENTERING THE AIRPLANE. (1) Make an exterior inspection in accordance with figure 1- 1. BEFORE STARTING THE ENGINES. (1) Pilot's Check List -- Review check list located in map compart- ment. (2) Seats and Seat Belts -- Adjust and l ock . (3) Brakes - - Test and se t. (4) Master and Alternat or Switches -- "ON." 1-1 (5) Voltage Regulator Selector Switch - - "REG 1" or "REG 2" position (as desired) . (6) Landing Gear -- Handle neutral and green down light on. (7) Landing Gear Lig hts and Horn - - Push to test. (8) Cowl Flaps - - "OPEN. " (9) Fuel Selectors - Front Engine - - "LEFT MAIN." Rear Engine -- "RIGHT MAIN." (10) Radio Switches - - "OFF . " STARTING ENGINE S. (1) Mixture - - Rich . (2) Propeller -- High RPM . (3) Throttle - - Cracked (one inch). (4) Auxiliary Fuel Pump Switch -- On "LOW." (5) Ignition Switch -- "START" (when fuel flow is steady at 2 to 4 gal/hr). Hold until engine starts but no longer than 30 seconds. (6) Auxiliary Fuel Pump Switch -- "OFF" (after engine runs smoothly). NOTE The engine should start in two to three revolutions. If it does not, increase the fu e l flow by turning the auxiliary fuel pump momentarily on "HI" and crank for two to four additional revolutions. If it still does not start, turn the auxiliary fuel pump off, set the mixture to idl e cut-off, and crank until the engine fires or for approximately 15 seconds. If still unsuccessful, start again using the nor - mal starting proc e du.re a.fter allowing the starter to cool. (7) Oil Pressur e Gage - - Check in g r een arc range within 30 seconds. BEFORE TAKE- OFF . 1- 2 (1) Parking Brake -- Set. (2) Cowl Flaps - - "OPEN . " (3) Flight Controls - - Check (free and correct) . 1- (4) Elevator and Rudder Trim - - Take-off settings. (5) Throttle Settings -- 1800 RPM. (6) Magnetos -- Check (50 RPM maximum differential between magnetos) . (7) Propellers -- Check feathering to 1200 RPM; return to high RPM (full forward). (8) Alternators -- Check. (9) Engine Instruments -- Check. (10) Suction Gage -- Check sources and suction (5. 0 to 5. 4 inches of mercury) . (11) Throttles -- Closed (check idle). (12) Flight Instruments and Radios -- Set. (13) Optional Autopilot -- "OFF." (14) Cabin Door and Windows -- Clos ed and locked. (15) Parking Brake -- Re l ease. TAKE - OFF. N OR MA L TAKE- O FF. (1) Wing Flaps -- "1/ 3" down. (2) Power - - Full thro ttle and 2800 RPM. (3) Mixtures -- Lean Ior field elevation per fu el flow indicator placard. (4) Elev ator Control -- Lilt nosewh ee l at 75 to 80 MPH. (5) Climb Speed -- 115 MPH. (6) Brakes - - Apply momentarily when a irb or ne . (7) Landing Gear -- Re tract in climb o ut . (8) Wing Flaps -- Retract after obstacles are cleared. M AX IMUM PERFO R MA N CE TAKE- OFF. (1) Wing Fl aps - - "1/ 3" down. (2) Brakes - - Apply. (3) Power -- Full throttle and 2800 RPM. (4) Mixtures -- Lean for field elevation per fuel flow indicator placard. (5) Brakes -- Release . (6) Elevator Control -- Maintain slightly tail-low attitude. (7) Climb Speed -- 86 MPH (with obs tacles ahe ad). (8) Landing Gear and Wing Flaps -- Retract (after obstacles are cleared). 1- 3 CLIMB. NO RM AL CLIMB. (1) Airspeed -- 120 to 140 MPH . (2) P o wer -- 24 inc h es and 2600 RPM. (3) Mixtu r es -- L ean to 13 gal/ hr. fue l flow. (4) Cowl Flaps - - Op en as required . MAX IM UM PER FORM ANCE CLIMB . (1) Airspeed -- 113 MPH (sea level} to 107 MPH (10, 000 fee t). (2) Power -- Fu ll throttle and 2800 RPM . (3) Mixture s - - Le an for altitude per fue l flow ind icato r placard. (4) Cowl Flaps -- Open as required. CRU I SING. (1) P owe r -- 15 to 25 inc h es of manifold pr essure a nd 2200 - 2600 RPM. Select combination to give no more than 7 5%power. (2) Cowl Flaps -- Closed . (3) El e vator and Rudder T rim -- Adju st. (4) Mixtur es -- Lean for cruise fue l flow as d etermined from your Cessna P ower Computer or the OPERATIONAL DATA in S ection VI. NOTE If op tional auxiliary fu el tanks are installed, auxiliary fuel may be us ed af ter 60 minutes of fli g ht. LET - DOWN . 1- 4 (1) Mixtures -- Enrichen as required. (2) Power -- As desired . (3) Cowl Flaps - - Closed. (4) Wing Flaps -- As desired ("UP" to "1/ 3" down below 160 MPH). 1- BEFORE LANDING . (1) Fuel S electors - Front Engine -- " L EFT MAIN." Rear En g ine -- "RIGHT MAIN." (2) L anding Gear -- "DOWN" (below 140 MPH). (3) Landing Gear Light -- Green. (4) L and ing Gear Handle -- Check returned to neutral. (5) Mixtures -- Rich. (6) Propellers -- High RPM. (7) Wing F l aps -- As desired ("1/3" below 160 MP H, "1/3" to "FULL" be low 120 MPH). (8) Airspeed -- 90 to 100 MPH (flaps extend ed). (9) Elevator Trim -- Adjust as d esired. LANDING . (1) Touch Down -- Main wheels fir st. (2) Landing Roll - - Lower nosewheel gently. (3) Braking -- Minimum required. AFTER LANDING . (1) Wing Flaps -- Retract. (2) Cowl Flaps -- " OPEN." SECURE AIRCRAFT. (1) Mixture -- Idle cut-off (" I CO"). (2) All Switches - - Off. (3) Brakes -- Set. (4) Control Lock -- Installed. 1-5 i 1-6 INSTRUMENT PANEL 2 4 I. Marker Beacon Indicator Lights and Switches (Opt.) 2. Flight Instrument Croup 3. Pull-Out Claro Hood (Opt.) ◄. Radios (Opt. ) 5. Magnetic Comp:,ss 6. Radio Se lector Swllchcs (Opt.) 7. Fuel and Engine Instrument Group 8. Economy Mixture Indicato r (Opt.) 9, Ammeter (Opt.) IO. Optional Hour Met er, Sucllon G:igo, and Electric Outaldo Alr Te mpera- ture <Age 11. Optional Radio Spo.ce 12. Mop Compartrnont 13. Cabin Heating, Ventilating, and Defrosting Contr ol Pane l 14. Wing Flap Control Panel 15. Mixture Control Knobs 16. Control Lever Friction Lock 17. Propeller Pilch Control Knobs 18. Manual Engine Primers (Opt. ) 19. Microphone (Opt, ) 20. Auto Pilot Control Unit (Opt.) 21. Rudde r Trlm Control Wheel 22, Throttles 23. Ele vator Trlm Contro l Wh ee l 24. Landing G ea r Position Handle 25. Cow t Flap Control Switches 26 . Parking Brake Knob 27 . Left Hand Switch and Control Pane l 28. Master Switch 29. Phone Jack Figure 2-1. Section II..E============-----,_.___DESCRIPTION AND OPERATING DETAILS The foll owing paragraphs describe the systems and equipment whose runction and operation is not obvious when sitting in the airpla ne . This section also covers in somewhat greate r detail some of the item s listed In Check List form in Section I that r e quire furth er explanation. FUEL SYSTEM. The main fuel system is composed of two main fuel tanks (46 ga l. usable each wing) in eac h out board wing panel and one sump tank in the lower portion of eac h boom. Fuel flows from the sum p tanks through a by-pass in each auxiliary fuel pump (when it is not operating) to selecto r valves l ocated at the wing roots. Fuel is normally fed from the l eft wing tanks and front selector valve to the front engine, and from th e rig ht wing tanks and rear se l ector valve to the rear engine. It is possible, however, to feed eitl1er engine fr om either main fuel tank. NOTE The fuel selector valve handles shou ld be turned to " LEFT MAIN" for the front engine and "RIGHT MAIN" for the rear engine durin g take-off, landing, and a ll normal operations . Depending upon the setting of the selector valves, fuel from the tanks being used flows through the fuel strainers to the engine-driven fuel pumps. From here , the fuel is distributed to the en gine cylinde rs via fuel control units and fuel distributors. Vapor and excess fuel from the engine-driven fuel pumps are returned to the main tanks and fu el sumps . The main fuel tanks are vented at the wing tips and the aux iliary fue l tanks are vented below the wing. 2-1 ..,., .,...-cTIOM •• !Vil now ..cun , ...oc,a tot 8I :_ __ ~ /fUH SYS~[ffi\ Schemalie / 1111 1m1m rm mn• \ 00(;1. ,....fl u,u ou , .1orm:,~.':.:, ,. .... ..~~ ~ _ .,., ~ .. ~ - ---::+------ ,.., 111111 ow..~,n ....c.,,10, fl tC,lol ._..._,. A .NO I ICl,ol A V ffll-'lff / ..., -------- ~~ CODE 2-2 r==i c:==::J cr:c::o a:Dml =-=- • Ji(tlO\._,,,.. / " ' '"" ,u.., .,..,,,. @ "'"" , 1,,11 ,UH 1UW I W Jl'C)t Ml 1.0- on ...., 1........i ta 1-o,..i1 '"'°..I • MO ClOWllO 10 UM t~, tt,JfL ftQol, t h! .-.u .... U I &,_ 1JO lte)o,rl t "°'9<, °"' 'Ull 1-0- ~I _.., i--.s fO to1.U t_...0.. ..... OOUltwff> '"°"'~ f\jfll90at,Jo,ff -......, .,,.. fO IJI.•• ~ -·f'Ull.._,,._,.,.,01 11 ,v.,,.ftQM fUl'l ~A"'41 0lf.l-'VIIUNln fO ...... Pt,lfl t...-1 111(1 1 1(.&I (0-l (flON " ' °' ' '"l(.~1 co......cno"" -:-:.---- _ t:a. .......,. ... ( :I : JJ -· ... ,, I 11 = ,._ ..., l!l II : .,_":::':, -· -"'" """ ,.,,.., ~ ·· Ull!.I ..,... ~ i' • I I ION'I I UV~~~•' , , ~ - ~ ! ,-.: ' • rv.1 WI.I C'101 . . - 1 ..-u • ....._.---·...l •• ,wo ,,ow -.,.. Figure 2-2. ..,.. _· "· OU,C,.. IMUN .,. "- ·:t;; ~ ---, I I G rvo INJll(TION "'°'n• AU.._ I UII N -, , ...., re,,, ti ?:~ • 1t O•., l~I ~ l,IUC,0- "-"...Oll lfOOWN .. -un _.,. ,...,... eo~ri,o.,,. •t•.• I OOIGM ""'1 WUO O. """"°'' ....o- .. ~_.._... ,..,,.. - .. .. ""'°'-• OW4&....oc.r..o •vu , ,ow NO<,t,IOI • U'-"tt M)t. '°"'" t ...0.,.U AUXILIARY FUEL PUMP SWITCHES. The auxiliary fuel pumps are electrically o perated and are l ocated in the inboard wing panels near the l eading edge. The pumps are co ntro lled hy two split rocker - type switches l ocated on the low er left switch a nd con- trol panel. The switches are labeled "AUX PUMPS", "LEFT MAIN" and " RIGHT MAIN." One side of eac h s witch is red in col or and is l abeled " Kl" ; the o ther side i s yellow in col or and i s labeled "IIJW . " Th e " LOW" Hide operates the pumps at low speed, providing suilicient fuel for pri- ming and starting . The "HI" side ope rate s the pumps at hi gh speed, su p- plying sufficient fuel flow to maintain normal power in the eve nt of engine- drlven fuel pump failure. In addi ti on, the "l-Il" side can be u sed for vapor t1llmination in fli g ht or for engi ne s tarts in hot or co ld weather . The auxiliary fuel pumps are not used whil e the engi nes are running during normal operation , becau se with the e ngine -driv en pumps operating, "Cuel -air ratio cons ide rably richer than bes t power Is pro duced. NOTE Th e cylinder intake ports can be flooded ii the "HI" side of the auxiliary fuel pump switch i s accidently tu rned on with the master swit ch on and th e engine stopped. In norma l fuel system operations, the "LEFT MAIN" auxiliary pump supplies the front engine, and the " RIGHT MAIN" auxiliary pump s upplie s the rear engine. For c rossf eeding purpose s , use the "RI GHT MAIN" aux- iliary pump for the f ront engine, and the "LEFT MAIN" auxiliary pump for the rear engine. FUEL STRAINER AND TANK SUMP DRAINS. Refer to serv i cing procedures in Sec tion V. ELECTRICAL SYSTEM. Electrical energy is suppli ed by a 28-volt, dire ct-current system powered by two engine-driven alternat ors (see Hg ur e 2-3). El ec trical energy is sto red in a 24 -vol t battery located in the lower left portion of the front engine compartmen t. Power is supplied to all el ectrical circuits through a split bus bar , one side cont aining electronic system cir c uits and the other side having general electrical s ystem ci rcuits. B oth sides 2-3 0 . , 0 i .. z a o j ~ • 2 2 2 0 .0 ,- --------, 0 0 V 0 ..:. ID u ;:: ,c ~! We I- "'U) >U) .J ct u Ct t- u II.I .J II.I ..; I N Lt) I N 1rr., of the bus are on at all times except when either an external power source is connected or the starter switches are turned on; then a power contactor is automatically activated to open the c ir cuit to the electronics bus. Iso- lating the electronic circ uit s in this manner prevents harmful transient voltages from damaging the semi-conductors in the electro nics equipment. MASTER SWITCH. The rocker-type master switch provides a means of isolating the air- craft bus from the power supply system by controlling the battery con- tactor and both alternator field circuits . The alternators will not functio n with the master switch turned o ff. When using the battery or an external power source for lengthy main- tenance check s on t he electrical system, the master switch should be turned on. (Refer to Section VII, under GROUND SERVICE PLUG RECEP - TACLE, for additional operating details concerning use of an external power source.) ALTERNATOR SWITCHES. Both alternator switches are combined in a split rocker-type switch l abel ed "F. ALT R." The alternator switch co ntrol s both front and r ear engine alternators and permits switching the front or rear alternator off i n the event of an a lternator, alternator c i rcuit or engine faUur e. U an alternator is turned off, operation shou ld be continued on the functioning alternator, using only n ecessary el ec trical equipment . VOLTAGE REGULATOR SELECTOR SWITCH . The ai r plane contains two voltage regu lators. Bot h voltage regul ator s are controlled by a sing l e rocker-type switch l abel ed ' 'REG," " 1" and "2" l ocated adjacent to the alternator switch . Each voltage regu l ator will con - trol the output of both alternators, leaving the other regulator available on a standby basis. Either regulator can be placed in operation by switc hi ng the rnclcer - type selector sw itch to the "1" (up) position or the "2" (down) positi on. ALTERNATOR RESTART SWITCH. The alternator restart system is operated by a momentary push- button type switch labeled "A LT RESTART". This switch is used in the event of a complet e loss of el ec trical power due to a faulty battery con- tactor . The alternators are self s u staining, and under n orma l electrical 2-6 loads will remain in operation even though the battery is isolated from the 11y stem. However, under conditions of extreme electrical l oad (such as IFR conditions), an additional heavy surge l oad (such as wing fl ap opera - tion) may lower system voltage bel ow the voltage necessary to maintain nlternator o utput, which will result in a complete loss of e lectrical power. Refer to Section 1Il und er "E LECTRICAL SYSTEM-EMERGENCY OPERA- TION" for proper alternator restart procedures. ALTERNATOR WARNING LIGHTS. Rectangular amber lights labe l ed "ALT NOT CHARGING, FRONT, REAR" will light if either or both al ternators stop s-upplying c urr ent to the el ectrical system. If a lig ht comes on, the faulty a lternator should be tur n ed off. The "ALT NOT CHARGING" light or lights will remain on until the flig ht is terminated. If the "FRONT" and "REAR" lights come on simulta neousl y, it may mean a faulty voltage regulator. To check this, switch to the r egu lator not in use. U the voltage regulator was faulty , the lights wi ll go out. The warning li g hts can be c hecked by turning on the mast er switch before the engin es are started, or by turnin g the alternator switches off while the engines are running. HIGH VOLT AND BATTERY DISCHARGE LIGHTS. Two rectangular warning lights in the same assembly, one r ed and one amber, are provided to indi cate high voltage a nd low voltage co ndi- tions in the electrical system . The red light is label ed "VOLTS HIGH" and indicates any unusually high voltage occu rrin g in the e lectrical sys t em . High voltage can be caused by a faulty alternator sys t em, or a voltage regu l ator not functioning properly . The red "VOLTS HIGH" li ght can be tested by pressing a push-to-test type switch labeled "TEST . " This al so t ests the high voltage sensing circuitry, and does n ot subject the electri- cal system t o high voltage anytime it is used . The amber light is label ed "BAT DIS" and indicates a low voltage condition in the electrica l system. This lig ht does n ot n ecessarily indicate a maUunction . A low voltage con- dition, as indicated by the amber li ght, may be due to the battery supply- ing all of the electrical l oad, or the elec trical l oad may be exceeding the alternator output . The l atter usually occurs when one of the alternators is out of the system. The amber "BAT DIS" li ght may be tested by turn- i ng the master switch on pr i or to starting the engi nes. Refer to Section 1Il under "ELECTRICAL SYSTEM-EMERGENCY OPERATION" for pro- per emergency procedures in the event of a "VOLTS HIGH" or "BAT DIS" light. 2-7 CIRCUIT BREAKERS AND FUSES. Most of t he electrical circu its in the airplane are protected by "push - to -r eset" type circuit breakers mounted in a panel located on the l eft side of the cabin beside the pilot. Exceptions to this are the clock circuit, the alternator restart circuit, the optional battery contactor closing (external power) circuit, the optional flight hour recorder circuit and the optional ammeter circuit which are protected by fuses. The fuses for the clock, flight hour recorder, alternator restart circuit, and battery contactor closing circuit are located near the upper left hand side of the front fire- wall. Two fuses near the lower left hand side of the front firewall pro- tect the optional ammeter. Fuses are provided in addition to circuit breakers for the cigar lighter, cowl flap motor circuits , and optional con - trol wheel map light circ uit. The cigar lighter fuse is located behind the engine control pedestal. Cowl flap motor fuses are located adjacent to the motors. The optional control wheel map light fuse is mounted behind the left side of the instrument panel. The electric elevator trim system is protected by a push-pull switch type circuit breaker located in the circuit breaker panel, a nd a fuse located behind the instrument panel. ELECTROLUMINESCENT LIGHTING. Switches and controls on the l ower part of the instrument panel are li ghted by electrolumines cent panels which do not require light bulbs for illumination. This li ghting is contr o ll ed by the rheostat knob labeled "SWITCH PANEL LTS." INSTRUMENT FLOOD LIGHTS. Ins trument panel flood li ghting consists of a series of lights mounted beneath the instrument panel g lare shield. A sliding red lens may be positioned over the lights when red illumination is desired. To operate the flood lights, pull out the knob labeled "INST-RADIO LTS" and rotate it clockwise to increase light intensity. Supplemental panel lighting is available by switching to the red bulb in the map light lo cated on the left forward windshield post and the optional map light on the right forward door post. POST LIGHTS (OPT). The instrument panel and contro l pedestal may be equipped with op- tional post lights to further increase night lighting. The post li g hts are 2-8 located at the edge of each instrument or control to be lig hted. To operate the post lights, push in the rheostat knob labeled "INST-RADIO LTS" and rotate it clockwise to increase light intensity. CONTROL WHEEL MAP LIGHT (OPT). A map light may be installed on the bottom of the pilot's contro l wheel. The light illuminates the lower portion of the cabin just forward of the pilot and is helpful when checking maps and ot her flight data during night ope ration. A small knurled rheostat knob just forward of the low er face of the control wheel is used to turn on the lig ht and a djust its Intensity. FLASHING BEACON . The flashing beacon should not be used when flying through cl ouds or ove rcast; the flashing light reflected from water droplets or particl es in the atmosphere, particularly at night, can produce vertigo and l oss of or ientation. WING FLAP SYSTEM. Wing flap settings are accomplished in one simple up or down move- ment of the wing flap control knob to the flap sett ing desired. To ex tend the wing flaps from "UP" to "1/3" down (normal take-off range), merely push the control knob down until it hits the mechanical stop. For flap settings greater than "1/3" down, move the control knob to the right to clear the stop, and position it as desired. To retract the naps, simply raise the control knob to the setting desired. WING FLAP-ELEVATOR TAB INTERCONNECT SYSTEM. The wing flap system is mechanically interconnected with the e levator trim tab system to automatically eliminate e xcessive nose-up trim while the wing flaps are being retracted. With the fl a ps retracted, the trim control wheel can be rotated in one direction until the trim position indicator reaches the "NOSE DN" position, or in the opposite direction until it reaches the lower half of the "TAKE- OFF" range marking for nose-up trim. As the flaps are extended, addi- tional nose-up trim beyond the "TAKE-OFF" range can be utilized. Maxi- mum nose-up trim is available when the Claps are fully extended. As the 2- 9 ~I flaps are retracted, the interconnect wi ll automatically rotate the trim wheel back to the ''TAKE-OFF" range. COWL FLAP SYSTEM. Two three-position toggle switches located on the left switch and con- trol panel near the landing gear handle operate the front and rear engine cowl flaps . The switches are labeled "COWL FLAPS," "FRONT" and "REAR," and the ir positions are labe led "OPEN" (up), "OFF" (center) and "CLOSE" (down). Two blue indicator lights, one located beside each switch, illuminate when the cowl flaps have reached either the full open or full closed position and remain ligh ted until the switches are placed in the "OFF" position. To fully open or close the cowl flaps, place the cowl flap switches in either the "OPEN" or "CLOSE" position . When the opening or closing operation is completed (approximately two seconds) the blue indicator li g hts wm illuminate. If inte r mediate positioning of the cowl Gaps is re- quired, for example half open, actuate the switches for approximately one second and return them to the "OFF" position . Other settings can be ap- proximated in a similar manner. Proper cowl flap settings should be de- termined by carefu lly monitoring the cylinder head temperature gages. LANDING GEAR SYSTEM. The retractable tricycle landing gear is extended and retracted by hydraulic actuators, powered by an engine-driven hydraulic pump on the front engine. (An additional engine-driven hydraulic pump is optionally offered for the rear engine to provide decreased gear operation time and dual pump safety. ) Two position indicator lights show that the gear is either up or down and locked. The lig hts are the "press-to-test" type. The gear-down indi- cator light (green) has two test positions; with the light pushed in half -way (throttle pulled out) the gear warning horn should s ound, and with the l ight pushed full in, the light should illuminate. The gear-up indicator light (amber) has only one test position; with the light pushed full in, it should 2-10 Illuminate. The indicator ligh ts contain dimming shutters for night op- 11ration. As an additional reminder that th e gear is retracted, a warnin g horn sounds whenever either throttle is retarded with the gear up. LANDING GEA R PO SITI ON HANDLE . The gear position handle has two neutral positions (slig htly above center for gear up, and slightly below center for gear down) which give a mechanical indication of the gear position. From either position, the handle must be pulled out to clear a dete nt befor e it can be repositioned; operation of the gear and doo rs will not begin until the handle has been repositioned. To reposition the gear , the handle is pulled out and moved to the d e- sired position, then released. Pressure is created in the system by the engine-driven hydraulic pump (pumps) and the gear is actuated to the selected position. A dete nt in the gear handle system holds the handle ln the operating position until the cycle is comp le ted; then the handle aut omatically returns to neutral and pressure in the system is r elieved . IMPORTANT The landing gear position handle s ho uld be returned to ne u- tral manually if a malfunction occurs in the hydraulic sys- tem which prevents the gear position handle from r etur ning to ne utra l after a cyc le has b ee n completed. Continuous operation with the handle out of neutral keeps the system pressurized and will eventually result in overheating and damage. During a normal cycle, the gea r locks up or down and the position indicator lig ht comes on. When the light illuminat es, hydraulic pressure is switched from the gear actuators to the door actuators to close the gear doors. Whe n the doors are closed, the gear handle r etur ns to neu- tral and the cycle is complete. The normal time interval betwe en the in- dicator lighting and the handle returning to neutral is 3-9 seconds. If the positi on indicator lig ht does not li g ht, the gear doors will not close and hydraulic pressure will be retained on t he landing gear actuators . A safety switch, actuated by the nose gear strut, restricts the gear position handle to prev e nt inadvertent retraction whenever the n ose gear strut is compressed by the weight of the airplane. 2-11 1 EME RGENCY HAND PUMP. For emergency use, if the engine-driven hydraulic pump (pumps) fails, a manual pump on the cabin floor between the front seats may be used to extend the gear. The system reservoir is arranged to retain sufficient fluid to extend the gear with the hand pump if a failure between the engine- driven pump (pumps) and reservoir results in fluid loss. Se e Section m for emergency operation of the hand pump. OPERATION OF LANDING G EAR DOOR S ( AI RPLANE ON GROUND ). For inspection purposes, the l anding gear doors may be opened and closed while the airplane is on the ground with the engine stopped. Oper - ate the doors with the landing gear handle in the "down-neutral" position . To open the doors, turn off the master switch and operate the hand pump until the doors open. To close the doors, turn the master switch on and operate the hand pump. NOTE The position of the master switc h for gear door oper- ation is easily remembered by the following rule: OPEN circuit = OPEN doors CLOSED circuit = CLOSED doors PARKING BRAKE SYSTEM. A double-button push-pull control knob, located below the left hand switch and control panel, is used to set the hydraulic parking brakes. Simply apply pressure to the brake pedals, an d, at the same time, squeeze the buttons of the parking brake control knob and pull the knob out. If desired, the brake pedals may be "pumped" to insure an absolute "full pedal" after setting the brake knob. To release the parking brake, push the control knob in. CABIN HEATING, VENTILATING AND DEFROSTING SYSTEM. Three l evers l ocated on the lower righ t side of the inst rument panel 2-12 lldjacent to the flap switc h control the cabin heating, ventilation and de- frosting system. Moving the levers l abeled "LEFT" and "RIGHT" from the "OFF" (top) position to the "COLD" (middle) position will increase the vol ume of fresh air to maximum. M o ving the l eve rs from the "COLD" 1>0sition to the "HO T" (lower) position will gradual l y close off the cool air IUld add heated air to maximum. The defroster l ever is labeled "DFR" at the top, and "ON" at the bottom . To operate the defr os tin g system, move the lever down un til the desired amount of defrost air is obtained. Maxi- rnum defrost air is obtained with the lever in the "ON" positi o n. Front cabin heat and ventilating air is supplied by a flat duct extend- Ing from cabin manifolds in front of the pilot's and copilot's feet. Rear cabin h eat and air i s supplied by two ducts, one extending from each cabin manifold along eac h side of the cabi n to an outlet at the front door post at floor leve l. Winds hiel d defrosting air is al so supplied by du cts leading rrom the cabin manifolds. Separate adjustable ventilators s upply add i tiona l air; lwo in the center of th e cabin ceiling just aft of the windshi eld supply air for the pilot and copilot, and four in the rear cabin ceiling above the side win- dows supply air to the rear seat passenge rs. An air exhaust vent at the rear of the cabin removes stale air and Increases the now of fresh air through the cabin. STATIC PRESSURE ALTERNATE SOURCE VALVE . A static pressur e alt er nate source valve is i n stalled in the st atic system for use when the external static sources ar e malfunctionin g. This valve also permits draining condensate from the static lines. If erroneous instrument readings are suspected due to water or ice ln the static pressure lin es, the static pressure alter nate source valve should be opened. Since this valve vents to the static pressure of the ca bin, the airspeed indicator and altimeter will show slightly different readings than normal. Therefore, the alternate static source should be used primarily as a drain valve to restore the original system. If the alternate static source must be used for instrument operation, co mpensation should be made in indicated airspeeds and altitudes. In l anding with the alternate source valve open and the pilot's storm window cl osed, fly at an indi cated ai rspeed 10 MPH slower and altitude 50 feet 2-13 lower than normal. With the static source valve open and the pilot's storm window open, make these allowances 3 MPH and 10 feet, re- spectively. CABIN DOOR OPERATION. Cabin door operation is conventional except for a special locking fea- ture. To enter the aircraft, depress the thumb button located at the front end of the cabin door handle and pull out on the handle to unlatch the door. To open the door from the inside, rotate the door handle clockwise . To close the cabin door from the inside, pull the door shut and rotate the door handle counterclockwise to the "LOCKED" position . As the han- dle is turned to the l ocked position, the door will be drawn in tight against the seal. The outside door handle incorporates the same locking action and should be used anytime the aircraft is parked outside . When leaving the aircraft, close the cabin door, pull the door handle out until it meets resistance, then depress the thumb button and return the door handle to its recess. As the handle is pushed back in, the cabin door will be drawn tight . STARTING ENGINES. Although either engine may be started first and the procedure is identical for both, the front engine is normally started first. The cabl e from the oo.ttery to this engine is much shorter which permits more elec- trical power to be delivered to the starter. II the battery is low, the front engine should start more readily. The continuous-flow fuel injection system will start spraying fuel in the intake ports as soon as the throttle and mixture controls are opened and the auxiliary pump is turned on. II the auxiliary pump is turned on accidentally while the engine is stopped, with the throttle open and the mixture rich, solid fuel will collect temporarily in the cylinder intake ports, the quantity depending on the amount of throttle opening and the length of time the pump has been operating . If this happens, it is ad- visable to wait a few minutes until this fuel drains away before starting the engine . To avoid flooding, be sure you are ready to crank the engine 2-1 4 as soon as a steady fuel flow of 2 to 4 gal/hr is obtained. Engine mis-starts characterized by weak, intermittent firing followed by puffs of black smoke from the exhaust are caused by overpriming or flooding . This situation is more apt to develop in hot weather, or when the engine is hot. If it occurs, repeat the starting routine with the throttle approximately 1/2 open, the mixture in idle cut-off and the auxiliary pump off. As the engine fires, move the mixture control to full rich and de- crease the throttle to idle . Engine mis - starts characterized by sufficient power to take the e n- gine away from the starter but dy i ng in 3 to 5 revolutions are the result of an excessively l ean mixture after the start and can occur in warm or cold temperatures. Repeat the starting procedure but allow additional priming time with the auxiliary fuel pump switch in the "WW" position 'before cranking is started, or place the auxiliary fuel pump switch in the "ID" position immediate l y for a richer mixture while cranking. If prolonged cranking is necessary, allow the starter motor to cool at frequent intervals, since excessive heat may damage the armature. TAXIING . Taxiing over loose gravel or cinders sh ould be done using primarily the rear engine. This prevents the front propeller from picking up and throwing particles into the rear propeller. In addition, the rear propeller has greater ground clearance, minimizing stone damage to the propeller tips. Full throttle run-ups over l oose gravel should be avoided unless the airplane has obtained considerable forward speed. NOTE Taxiing, as in any twin-engin e airplane, should be done with both engines operating. BEFORE TAKE-OFF. Since the engines are c l ose l y 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 engines are not turning up properly. 2- 15 The magneto check should be made at 1800 RPM as f ollow s: Move the ignition s witch first to " R" position a nd n ote RPM. Th en move s witch back to "BOTH" posi ti on to clear th e other set of plugs. Then move switch to "L" p os i tion and note RPM. Th e difference between the two magnetos opera ted singly sho uld not be m or e than 50 RPM. If th er e is a doubt con- cerning the oper a ti on of th e ignition sy st em, RPM ch ecks at a hi gh er en- gine speed will usually confirm whe ther a deficien c y exists. An absence of RPM drop may be an indication of fa ulty gr ounding of one si de of the i gnition syste m or should be caus e for suspic i on that the magneto liming is set in advance or I.h e setting specified. To run a func ti onal check of the batte ry and a lte rn ator circuits, use the foll ow ing pr ocedure : (1) Run bot h eng ine s at 1000 RPM with some el ectrical equipm ent on. (2) Turn front and r ear alternator switc hes "OFF." (3) T he batter y discharge light and front and r ear al ternator warnin g lig hts should be on. (4) Turn front a lternator switc h on. Both th e batte ry disch arge light and th e front a ltern ato r warning lig ht should go ou t. (5) T urn fr o nt a lternator switch " OFF " foll owi ng ch eck . (6) Turn r ear alternator switch on. Bo th the battery dischai-ge li ght and r ear alternat or warning ligh t should go out. (7) Turn b oth alternator switches on for norma l opera ti on. (8) Switc h r egul ator se l ecto r s witch fr om the "l" (up) positi on to th e "2" (down) position. The batte ry di sc harge lig ht and alternator warn - ing li g hts should rem ai n off . Either r egulator pos iti on may be used for fli g ht. (9) Press "LIGHT TEST" switch to check "VOLTS HIGH" li ght and high vollage se n sing circuitry for proper operation. TAKE-OFF . It i s important to ch eck full-throttle engine ope rati on ea rly in the take -off run. Any s igns of r ough eng ine ope rati on or sluggish eng ine acce l eration is good cause for discontinuing the take - o ff. For maximum eng ine power, the mixtur e should be adjus ted during the initial take-off r oll to the fuel fl ow corresp ond ing to the field elevation. (Refer to Maximum Pe rformance Take - Off and Clim b Se ttings pla ca rd located adjacent to the fuel flow indicator.) The power increas e is 2 - 16 significant above 3000 feet and this procedure always should be e mpl oyed for fi eld el evations greater than 5000 f eet above sea l eve l. F or n o rmal take- of fs , the use of 1/ 3 flap s results in easier nose wheel lilt-off and lower initial c limb attitude, as well as a 10% r educ ti on in take-off di stance compare d to flap s - up take - off. Th e airplane should be leveled off as soon as any obs tac les are cl eared to accele r ate to a normal cli mb speed of 120 MPH while sl owl y retractin g the flaps. The take - off performance in Section VI is based on u sing an obstacle c limb speed 20% above the p owe r-off s tall speed wiU1 1/ 3 flap s. Take-offs Into strong crosswinds n orma lly are performed with th e minimum flap setting n ecessary f or the fi e ld l eng th, t o minimize th e drift an gl e im mediate ly a.rter take - of{. The ai r plane I s acce l e rated to a speed s lig htly higher than n ormal, th en pulled off a bruptly t o prevenl poss ibl e se ttling back to the runway while driltlng . When clear of th e ground, mak e a coordinated turn int o U1 e wind t o corr ec t f or drift. Gear retr action is no rmally not s tarted until one or two hu ndred f ee t of altitude have b een o btained aiter take-oU. Re traction at v ery l ow altitude should be avo ided s ince t he l anding ge ar s wings downward appr oximately two f eet as it sta rts the r etract i on cycl e . In addition, the gear wo uld e xtend slowly in t he ev e nt of an eng ine-out aiter take -off, and might not be co m- ple tely do wn while a wheels-d own lan di ng cou ld s till be made on the runway. Before r etrac ting the landing gear, the bra k es should be app lied momentarily to stop wh eel rotation. Ce ntrifu gal f or ce cau sed by the rapidly s pinning whe el expands the diamete r of the tir e. If ther e i s an accumulation of mud or ice in th e wheel well s, the ro tat in g wh eel may rub as it is retracted into th e wheel we ll. Wh en taking ofC fr om a g ravel or cinde r fi eld, the possibility of grav el damaging the r ear pr ope ller from the front prope ller s lip str eam can be r educed considerably by usin g 1/ 3 flap s, and u sing only th e r ear engine for initial acceleration . When do ing thi s, th e nose gea r shou ld be raised clear of the g round as soon as poss ible, follo wed by Cull thr ottle appli cation on the fr ont eng in e. CLIMB. To save time and fuel for th e overa ll tr i p, it i s recom m ended that a normal c rui sing climb be conducted at 120 - 140 MPH using ap prox im ate ly 75% power (24 inche s of manifold pre ssure and 2600 RPM). 2- 17 Cruising cli mbs should be conducted at approximately 13 GPH up to 5500 fe et and at 1 GPH more than the normal lean fuel flow shown on the P ower Computer at hi g her altitudes and l ower power. TWIN-ENGINE CLIMB SPEEDS {IAS) AT S EA LEVEL BEST RATE BEST ANGLE OF CLIMB OF CLIMB WIN G FLAP S UP, GEAR UP 113 MPH -- 82 MPH WIN G FLAP S 1/ 3 DOWN , GEAR DOWN - - 97 MPH -- 79 MP H WING FLAPS FULL DOWN , GEAR DOWN - 84 MPH -- 73 MPH Figure 2-4. I ll it is necessary to climb rapidl y to clear mountains or reach favor- able winds at high altitudes, the best rate- of-climb speed sh ould be used with maximum power (full throttle and 2800 RPM). This speed is 113 MPH at sea level , decreasing 3 MPH for each 5000 feet above sea l eve l. The mixture should be leaned as sh own by the Maximum Performance Talce- orr and C li mb Settings placard l ocated adjacent to the fuel flow indicator. If an obstruction ahead requires a steep climb angl e, the airp l ane shoul d be flown at the best angle of climb with flaps up and maximum power. This speed is 82 MPH at sea level and inc reases to 89 MPH at 10,000 feet. CRUISE . N ormal cruising is done between 65 %a nd 75% of rated power . The power settings required t o obtain the se pow e rs at various altitudes and outside air temperatures can be determined by using your Cessna Power Computer or the O PERAT I ONAL DATA, Se ction VI. The Optimum Cruise Performance table (figure 2-5) shows that cruising at full throttle can be done most eUiciently at higher altitudes 2-18 I because very nearly the same cruising speeds can be ma.intained at much l ess power . For greater cr uising range at a given throttl e setting, select the l owest engine RPM in th e g reen arc range that will give smooth engine operation. The cow l flap s should be fully cl osed for cruising in cold and normal outside air temperatures. However, in hot weather, the cowl flaps should be adjusted to maintain approximately 380° cylinder head temper- ature {or prol onged engi ne life. The fue l injecti on system empl oyed on these engi nes is considered to be non-icing. I n the event that unusual con ditions cause the i ntalce air fil - ter to become clogged or iced over, an alternate intake air valve opens au tomatically for the m ost eITlcient use of ei th er n ormal or alternate air, depending on the amou nt of filter bl ockage. OPTIMUM CRUISE PERFORMANCE % BHP 75 70 65 N o rmal lean M i xture TRUE AIRSPEED 190 187 184 ALTITUDE 5500 7500 9500 GAL/HR 22 .9 21.4 19.8 RANGE (92 GAL) 760 805 855 I~ Power - off stall speeds at maximum gross weight and aft c. g. posi- tion are presented on figure 6-2 as calibrated airspeeds since indicated airspeeds are unreliable near the stall. SPINS. Intentional spins are prohibited in this airplane. Shoul d an inadvertent spin occur, use full opposite rudder followed by full down elevator for prompt recovery. BEFORE LANDING . In view of the relatively low drag of the extended landing g ear and the high allowable gear-down speed (140 MPH), the landing gear should be ex- tended before entering the traffic pattern. This practice will allow more time to confirm that the landing gear is down and locked. As a further precaution, leave the landing gear extended in go-around procedures or traffic patterns for touch-and-go landing. Landing gear extension can be detected by illumination of the gear down indicator light (green), absence of a gear warning horn with either throttle retarded below 12 inc h es of manifold pressure and visual inspec- tion of the main gear position. Automatic return of the landing gear handle to the neutral position indicates positive gear door closure. Should the gear indicator l ight fail to illuminate, the light should be checked for a burned-out bulb by push ing to test. A burned-out bulb can be replaced in flight with the bulb from the compass light or the landing gear up (amber) indicator light. LANDINGS . Landings sh oul d be made on the main wheel s first to reduce the land - ing speed and subsequent need for braking in the landing roll. The nose wheel is lowered to the runway after the speed has diminished to avoid unnecessary nose gear load. This procedure is especially impo r tant in rough field landings . 2-20 For short field l andings, make a power approach at 94 MPH with full flaps. After all approach obstacles are cleared, progressively reduce power . Maintain 94 MPH approach speed by lowering the nose of the air- plane. Touchdown should be made with the throttles c losed and on the main wheels first. Immediate ly after touchdown, lower the nose gear and apply heavy braking as requ i red. For maximum brake effectiveness after all three wheels are on the g round , retract the fl a ps, hold full nose up elevator and apply maximum possible brake pressure without s liding the tires. At light operating weights, during g round roll with full flaps, ho ld the control wheel full back to insure maximum wei ght on the main wh ee l s for braking. Under these conditions, full down elevator (control wheel full forward) could raise the main wh eel s off the g round . BALK ED LANDING (G O - AROU N D C LIMB ). In a balked landing (go-a round) climb, the wing {lap setting shou ld be redu ced to 1/ 3 immediately after full power is applied. After all ob stacles are cleared and a safe altitude and airspeed are obtained, the wing fl aps should be retracted . COLD WEATHER OPERATION . Th e starting procedur e is n ormal; the fr ont engine shoul d be started first s ince it is closer to the battery. Starting ca n be expedited by s witc h- ing the auxiliary fuel pumps to "HI" posi tion and advancing the throttle f or a fu el flow of 8 to 10 gph for 3 to 6 seconds. The use of an external pre-heater and an external power source is recommended whenever possible to r educe wear and abuse to the engi n es and the electrical system. Pre - he at will thaw the oil trapped in the o il coolers, whi ch may be partially congealed prior to starting in extremely col d temperatures. When using an external power source, the master switch should be turned on. Refer to Section VII, paragraph GROUND SERVICE PLUG RECEPTAC L E , for operating details. For quick, smooth engine starts in zero degree temperatures, use six strokes of the manual primers before cranking, with an additional one or two strokes as the engi nes start. In colder temperatures , use additional priming before cranking. 2- 21 In very cold weather, no oil temperature indication need be apparent before take-off. After a suitable warm-up period (2 to 5 minutes at 1000 RPM), with cylinder head temperatures showing above 200° F, the eng ine s are ready for take - off if they accelerate smo othly and the oil pressur e i s normal and st eady . During let-down , observ e eng ine temperatures cl osely and carry sufficient power to maintain them in the recommended operating ran ge. 2-22 ADDENDUM EN GINE OPERATING TECHN IQUES - TAXI A NO T AKE-OFF . Since the r ear eng ine pr opell er i s o ut of the nor mal fi eld or vi ew of th e pil ot and no a symm e tri c lltru st is e xpe rienced with a fail ed eng ine, it i s doubly important that ope rating t ec tutlques be dev eloped to a ssn.re that the r ear engine i s oper a tin g no rmally p rio r l o and during t ake-o ff. Th e u se of the fo ll ow ing t echniques s ho uld make certa i n that r ear eng ine stop - page does not occ w- witho ut be in g det ected by the pil o t. TAXI. The al rplane s hould be taxie d us in g the r ear eng ine, f o ll owed by ap- pl yi ng power to th e front eng in e. Powe r adjus tm ent s s ho uld th en be made w ith the rear en gi ne only. The ch ar acteri s ti c change in sound of the r ear eng ine with variati ons in power will pr ovi de assurance that the r ear eng ine i s ope rating no rmally. ENGlNE RUNUP. As one o f th e final s te ps fo llow ing the eng ine runup, the eng ine idl e speed should be checked on both engines. The fr o nt en gi ne s hould normal - l y idle al 600±25 RPM and the rear en gi ne s hould idl e at 650±25 RPM. In additi on to proper engine speed, the eng ines s hould idle smoothly with no tendency to die . TAKE-OFF. Appli cati on of r ear engine 1>ower should be made prior l o fr o nt engi ne power to provide an aural ch eck on rear eng ine o peration . fn addition l o an aural c heck , the acce l er a ti on c haracte ristics of the airpl ane s hould ve rify that the r ear engine i s oper a tin g s atisfa c torily. Once satisfactory r ear eng ine operation is appar ent, front engine power sho uld be applied. A gai n, prope r ope rati on of the fr o nt engi ne can be verified. In the e arly portion of the take-oU run, the fuel flow indic ator and ta c homet er of each eng in e s hould be checked lo ensure that thes e gages i ndicate normal ope rati on. rn addltion , the manifold pressure gage should be checked on turbo c har ged en gi n es . Section Ill > IIC:=======~~~------------EMERGENCY PROCEDURES SYSTEM EMERGENCY PROCEDURES. LANDING GEAR SYSTEM - EMERGENCY OPERATION . When the land ing g ear will not exte nd n ormally, it may be extend ed manually as follows : NOTE P ri or to following emergency procedures, it i s r e com- mended that the landing gear handle be mov ed from "UP" to "DOWN" severa l times . In certain case s, this pro- cedure can dislodge forei gn matter which may be caus - ing the malfunction. (1) Place the gear h andle in the full "DOWN" position. (2) Pull the emerge n cy hand pump out to its full extension. (3) Operate the hand pump up and down until the down indicator (green) light comes on, and continue pumping until the l and in g gear h andle returns to "down neutral" . ELECTRICAL SYSTEM - EMERGEN CY OPERATION. The fo ll owing corrective action should be taken when el ectr i ca l system malfunctions occur. Red "VOLTS HIGH" light comes on: (1) Turn bo th alternator sw itc hes " OFF. " (2) Turn each alternator switch on separately. Ii eithe r a lternator system is caus ing the high volt age, th e light will illuminate when the faulty alternator is turned on. If the light remains on f or both alter- nators , the voltage regulator may be f aulty. (3) Check voltage regu l ator by switching to regulator not in use. U the "VOLTS HIGH " light remains on during all functional c h ecks, 3-1 turn both alternators off and r educe the el ectrical load to essentia l equipment only. Terminate fli g ht as soon as poss ible. Amb er "BAT DIS" light comes on: The amber "BAT DIS" light do es not n ecess arily indi cate a ma l - function. I ts main f unct i on is to indicate c urr ent belng drawn fr om the b attery. (1) Check "ALT NOT CHARGING" l ights for an indication. II there is no indicati on, or if only one lig ht is on, r educe electrica l load until "BA T DIS" lights goes out. NOTE II both " ALT NOT CHARGING" ligh ts are on, turn o ff all non -esse nti al elec tri cal equipment and ter - minate fli g ht as soon as p ossible. T o tal los s of electrica l powe r: (1) Turn o ff all el ectrical equip ment (DO NOT TURN MASTER SWITCH OF F). (2) Press "ALT RESTART" s witch and r el ease. All ow a few seconds for alternators to build up. (3) Turn el ect rical equipment on again. ENGINE- OUT ON TAKE-OFF. An en gine-out on take -off pr esents no dilficult directi onal control proble m with the ce nterline thrust Super Skymaste r, since there i s no unbalanced thrust as with a conventional twin-engine airplane. Ho w- ever, it i s important to r em embe r that the hy dr auli c pump for ope rating the landing gear system i s driven by the front engine only (unle ss an optional r ear -en g ine hydr auli c pump is in s talled) ; therefore , when the front en gine propeller is fea thered, the landing g ear mu st be a ctuate d by us ing the emer ge ncy hydraulic hand pump. Single - engine c limb performance with the r ear engine operating is better than with the front engine o perating by approx imately 85 FPM ( re- fer to figure 6 - 4). Thus, with th e landing ge ar extended, rear single - 3-2 I I SINGLE-ENGINE CLIMB SPEEDS IAT SEA LEVEL BEST RATE OF CLIMB _________ 100 MPH BEST ANGLE OF CLIMB-------- 90 MPH Figure 3-1. engin e r ate of c limb is nearly equivalent to fr o nt s in gl e-e ngine rate of climb with the l anding gear retracted. In the event of a fr o nt eng ine -out (optional r ear- eng ine hydraulic pum p not ins tall ed) prior to l anding gear retrac ti on (and if th e take-off must be continu ed), co mple te th e normal eng ine-out procedure, EX- CEPT l eave the l andin g gear extended for t he traffic pattern ci r c uit. II a front en gine - out sho uld occur while gear retraction Is in progress, allow the propeller t o windmill (airspe ed at l east 95 MPH) until the r et ra ction cycl e ls co mplete (whi ch is 3 t o 5 seco nds after the amber light i s illum- in ated) before f eath e rin g the propell er . II n ecessary, u se U1e eme r gency hydrauli c pump t o complete th e gear cycle. The l anding ge ar should not be retra c ted until all immediate obstacles are c lear ed, re gar dle ss of which engine is o ut , or of the i ns tall ation of a r ear engi ne hydrauli c pump . NOTE Do not feather the fr ont pr ope ller until the r e tracti on or extension cy cl e is complet e. Airplane dr ag with the landing gear doors opened and the gear partially ex tended is gr ea ter than the drag with the landing gear full y extended. Corres- ponding rate-of-climb penalti es are - 240 ft / min . and -110 ft / min. respec tively. ENGINE-OUT ON TAKE-OFF (WITH SUFFICIENT RUNWAY REMAINING) . (1) Cut power and decel erate to a s top. 3-3 NOTE The airplane can be accelerated from a standing start to 85 MPH on the ground, and then decelerated to a stop with heavy braking within 2450 feet of the starting point of the take-off run at sea level, and within 3000 feet of the starting point at 5000 feet elevation. These distances are based on gross weight and no wind. ENGINE-OUT AFTER TAKE-OFF - ABOVE 85 MPH (WITHOUT SUFFICIENT RUNWAY AHEAD) . 3- 4 (1) Throttles - - Full forward. (2) Propellers -- High RPM (full forward). (3) Determine Inoperative Engine (From Engine RPM). NOTE Verify inoperative engine by clos ing throttle and noting power response to throttle movement. (4) Propell er - Fro nt Engine Inoperative - - Feather propeller if gear is up or down and locked. Rear Engine Inoperative -- Feather immediately. (5) Wing Fl aps -- Retract in small increments (if extended). (6) Climb out at 100 MPH (90 MP H with obstacles ahead). (7) Landing Gear - Front Engine Inoperative -- Leave extended. NOTE If front engine is l ost dur ing gear retraction, do not reverse cycle - permit gear to fully retract. Rever- sing the cyc le will prolong the period of gear door "open" operation. If a rear-engine hydraulic pump is insta lled, retract gear as soon as obstacles are cleared. Rear Engine I noperative -- Retrac t after obstacles are cleared . (8) Cowl Fl aps (Operative Engine) -- Full "OPEN . " (9) Secure inoperative engine as follows: a. Ignition Switch -- "OFF." b. Alternator Switch -- "OFF." c. Mixture - - Idle cut-off. d. Cowl Flaps - - "CLOSE.'' e. Fue l Selector -- "FUEL OFF. " ENGINE-OUT DURING FLIGHT. (1) Power -- Increase as r equir ed. (2) Determine inoperative engine (ch eck power response to throttle movement) . (3) Cowl Flaps -- Open on operative engine as required . (4) Mixture - - Adjust for new power setting (if used). Before securing inoperative engine, take the following corrective action: (1) Check fue l How; if deficient, turn on auxlliary f uel pump of main tank selected for the inoperative engine. (2) If fuel selector handle is on "AUXILIARY TANK," switch to main tank. (3) Fuel Quantity Ind icators -- Check; if necessary, switc h to oppo- site tank and tur n its auxiliary fuel pump on "HI" until fuel flow is restored. (4) Ignition Switches - - Check in "BOTH" position. If proper corrective action was taken, engine will restart. If it does not, secure it as fo llows : (1) Mixture -- Idle cut-off. (2) Prope ller -- "FEATH ER." (3) Turn off auxiliary fuel pump, a l ternator and ignition switches and fuel se l ector valve. (4) Cowl Fl aps - - 11 C LOSE. " ENGINE RESTARTS IN FLIGHT (AFTER FEATHERING). (1) Radio Switches - - "OFF . 11 (2) Fuel Selector - Front Engine -- "LEFT MAIN." Rear Engine -- "RIGHT MAIN. 11 (3) Throttle - - Advance (one inch). 3-5 (4) Propeller -- Cruise RPM. NOTE With the optional propeller unfeathering system installed, the propeller will automatically windmill when th e pro- pe ll er pitch l e ver i s mov ed to the high RPM positi on, at speeds above 110 MPH. (5) Amcilia ry Fu el Pump Switch -- "H I. " (6) Mixture - - Adjust for a fuel fl ow between 2-6 gallons/ ho ur. (7) I gnition Switch -- "START" (until engine starts windmilling). (8) Mixture -- Adjust fuel fl ow for maximum eng ine ac cel e ration to 1000 RPM . (9) Auxiliary Fuel Pump Switch -- Off. (10) Throttl e -- Adjust for smoo th engine acceleration and to prevent prope ll er ove rsp ee d. (11) Power -- In c rease slowly until cylinder head temperature r eac hes 200° F. SI NG LE- ENGINE APPROACH. (1) Landin g Gear -- Extend on downwind l eg. NOTE If the front propeller is f eathered, the landing gear mus t be extended with the emergency hydraulic hand pump (un- less an optional r ear-eng ine hydraulic pump is installe d). (2) Wing Flaps -- Minimum se ttin g nec essary (until l andin g is . as- s ur ed). (3) Airspeed -- 90 to 100 MPH in approac h. SINGLE-ENGINE GO - AROUND . 3-6 (1) Power - - Full throttle and 2800 RPM. (2) Airspeed -- 100 MPH (90 MPH with obstac l es ahead). (3) Wing Flaps -- Retract to " 1/ 3" down. (4) Cowl Flaps -- Open on ope rati ng engine. (5) Wing Flaps -- Retract after obstacles are cleared and a safe altitude and airspeed are reached. (6) Landing Ge ar - - Retrac t after obstacles are cleared. NOTE With the fr ont eng ine inoperative, l eave the landing gear exte nded (unless an optional rear- eng ine hydraulic pump is install ed). SIMULAT ED ENGINE-OUT OPERATION . During practice or demon s trati on fli ghts with a s imulat ed engine-out condition, it i s d esi rable to keep the engine runnin g. The drag of a feathered propeller can be simu l ated by operati ng the idlin g engin e at " ze ro thrust RPM" as shown in fi gur e 3-2. PRO PELLER RPM FOR ZERO THRU ST IDLING ENGINE CONDITIONS AT 100 MPH , IAS Propeller Control • Full Hi gh RPM lhro ltl • .. Adj,ut for RPM Belo w ALTIT UDE & TEMPERATURE FRONT ENGINE RPM REAR EN GI NE RPM Seo level & S9 ° f . 1860 22 40 2S00 Fl . & 50 ° F. 1930 2320 SOOD fl . & 41 ° F. 2010 2410 7500 fl. & 32 ° F. 2090 2510 10,000 Ft. & 23 * f. 2170 2610 NOTES , 1. When selling up the reor engine for zero 1h,u1f, the front engine 1hould be at full throtlle and 2100 RPM . 2. Alti tude and te9'peratur• value, 1hown are lo, a 1tandord doy . A dd SO RPM for each 2s • F. above 1tando,d . and 1ub1ra c, SO RPM for •och 2s • F. b•low 1landard . Fi gu re 3- 2. 3-7 LANDING EMERGENCIES . FOR CED LANDING (Preca uti o nar y land i ng With Pow er ). (1) Drag over selected field with flaps 1/ 3 and 100 MPH airspeed, noting type of terrain and obstructions. {2) If surface is smooth and hard, plan a wheels-down landing using full flaps and keeping the nose wheel off ground as long as practical. (3) If surface is rough or soft, plan a whee ls-up landing as follows: a. Approach with flaps down at 90 MPH. b. Turn off all switches e xcept Ignition switches. c . Unlatch cabin door pri or to Clare-out. d. Reduce pow er to a minimum during flar e - out. e. Prior to contact turn i gn ition switches ''OFF ." f. Landing in a slightly tail-low attitude. g. Attempt to hold the tail low throughout sli de. FORCED LANDING (Comple te Po we r l oss). In the event both engines are out, maximum gliding distan ce can be obtained by maintaining indicated airs peeds (with th e landing ge ar and wing flaps retracted and propellers feathered) as shown ln the Maximum Glide Diagr am, fi gure 3- 3. 3-8 (1) Pull mixture control knobs to id l e cut - off. (2) Turn both fuel selector valve handles to "FUE L OFF." (3) Turn off all switches excep t ma ste r swl tch. (4) Appr oach at 96 MPH. (5) If field is smooth and hard, extend l anding gear within g liding distanc e of fi e ld (manual e xten sio n requir es approximately 85 full strokes of the emerg ency hand p ump) . (6) U el ectrica l power is available, extend flaps as n ecessary within gliding distance of field. (7) Turn off master swi t ch . (8) Make a no1·mal landing, k ee ping nose wheel o ff gr ound as l ong as pr actical. (9) If terrain Is rough or soft, pl an a wheel s-up landing as foll ows: a. Approach at 96 MPH with gear and flaps retracted. b. If practical, extend flaps within g liding distance of field. c . Turn off master s witch. d. Unlatch cabin door prior to flar e-o ut. e. Land in a s lig htly tail-low attitude. f. Attempt to hold tail l ow thr ougho ut slide. r r, I MAXIMUM GLIDE GEAR ANO FLA PS UP FEAT HE RE D PROPE LL ERS ~ ZERO W IND i=- w w ~ ~ < "'"'w ... w > 0 ...< I· ■ ...:c Q 20.000 r----- --- - -- - -- - ---- - ....::,:},: .:,:'::°':::;n 16 ooo ~---------------- _ ,:;;;::;::;/ I • .a· ► : 12 ooo 1-------------- - - -:c.6'::-·· I • ..·:-::·:N::::.:····::.:.::--· 1 BEST Gll~E SPEED 8000 1----------.':c:'•.t r ···· I WEIGHT IAS .-::;:;3,:;:,.::.:'::?~;,:=·· I ! P~~~~s M1~: 4000 J---- ~,tyY··· I I 4 000 110 I I ■ w :c _..;:"•::•:t:t:,::-·· : : I 3 6 o o 1o s 0 1:··:·:··•:,•· I I ' I I 0 10 20 30 40 50 GR O UN D DISTAN CE (STATUTE MI LES! Figure 3-3. L AND I NG WITHOUT POSITIVE INDICATION OF GEAR LOCKING . Shoul d a flick e ring, un steady, or inoperative gear - down (g reen) light be obta ined, and observers verify that the gear is down and apparently in th e locked positio n, proceed as follo w s: (1) Make a n orma l full-Claps appr oac h. (2) Holding the landing gear handle in th e "OOWN" position and maintaining a minimum of 1000 RPM on the fr on t engine, comp l e te the l anding and taxi cl ear of the runway . (3) Shut down the rear engine. NOTE Maintaining 1000 RPM on the fr o nt eng ine and holding the gear handle ''OOWN" secures the landin g ge ar in th e ex- tended position by hydraulic pressure. (When an optional 3-9 rear-engine hydraulic pump is installed , hydraulic pres- sure is available from the r ear engine also . ) (4) BEFORE reducing engine RPM or releasing the gear handl e, have ground personnel depress the tail until the nose gear is off the grou nd. NOTE Th e nose gear requir es hydraulic pressure to hold it in the "DOWN" position if it is not mechanically l ocke d. (5) Stop the engine and determine that the nose gear is mechanically locked down BEFORE low e ring the nose wheel to the ground. LANDIN G WITH DEFECTIVE NOSE GEAR. If the nose gear does not extend or onl y partially extends, and ob- servers verify it is not down, prepare for a wheel s - down landing as follows: (1) Transfer movabl e l oad to baggage area, and front seat passenger to rear seat if a re ar seat po s ition is unoccupi ed. (2) Select a hard-surfaced or smooth sod runway. NOTE If terrain is rough or soft, plan a wheel s-up landing as presented under "FORCED LANDING (Precautionary Landing with Power)" in lieu of the f ollowing steps. (3) Pla ce landin g gear handl e "OOWN." (4) Extend fl aps full down . (5) Turn off master switch . (6) Land in a slightly ta il - low attitude. (7) Pull mixture controls to idle cut-off ("ICO "). (8) Turn ignition swi t ches "OFF." (9) Hold n ose off the ground as long as pos sible. (1 O) Turn fuel sele ctors to "FUE L OFF . " (11) Evacuate the airp l ane as soon as it stops. LANDING WITH DEFECTIVE MAIN GEAR. If th e main gear does not extend or only partially extends, prepare for a wh eel s-up landing as fo llow s: (1) Landing Gear - - Retract. 3- 10 (2) Select a ha rd-surfaced runway or a sod runway known to be smooth and l eve l. (3) Feather the front prope ller and position it hori zo n ta lly wi th the starter. (4) Approach at 90 MPH w ith the wing flaps full down. (5) AU swi t ches (except r ea r-en g ine ignition) - - Off. (6) T ouchdown in a l evel attitude for minimum damage. (7) Mixtur es -- Idle cut-off (''ICO"). (8) Rear-Engine I gnition -- " OFF." (9) Turn fu el sel ectors to "FUEL OFF." 3 -11 bi Se ction II' L===========------------ ----- OPERAT ING LIMITAT IONS OPERATIONS AUTHORIZED. Your Cessna exc eeds the requirements of airworthine ss as set forth by the United States Gov ernme nt, and i s certifi c ated under FAA Ty pe Ce r- tifi c ate No. A6CE as Cessna Model No . 337D. With standard equipment, the airplane is approv ed for day and nig hl operation under VFR. Additio nal o ptio nal equipm e nl is availabl e l o in - crease its utility and to make it authorized for use under IFR day and ni ght. Your C es sna Dealer will be happy to as s ist you in se le c tin g equip- me nt (and associated placards) best suited to your needs. MANEUVERS- NORMAL CATEGORY. The airplane is certificated in the normal categ ory. Th e normal category is applicable to airplane s inte nded for non-aer obatic ope rations . These include any maneuvers incidental to normal flyin g, stalls (except whip s tall s) and turns in which the an gl e of bank is not more than 60° . In connection with the foregoing, the following gross w eight and flight load factors apply: Gross Wei ght (Take-Off and Landing) . Flight Load Factor 4400 lbs *Flaps Up.. + 3.8 - 1. 52 *Flaps Down . . . . . . . . . . + 2.0 *The design l oad factors are 150% of the above, and in all cases, the stru c ture meets or exceeds des i gn load s. Your airplane must be operated in accordance with all FAA-appr oved markings, placards and check lists in the airplane. If there is any infor- mation in this section which contradi c ts the FAA-approved markings, plac - ards and check lists, it is to be disregarded. 4-1 AIRSPEED LIMITATIONS (CAS) . The fo ll owing is a list of the certificated ca librat ed airspeed (CAS) limitation s for the airp l ane: Never Exceed Speed (g lide or dive, smooth air) Maximum Structura l Cruising Speed . Maximum Sp eed Flaps Extended 1/ 3 . . . . . . . F laps Extended 1/ 3 to F ull D own . Gear Extended . •Maneuvering Speed . . . . . . . . 225 MPH 190 MPH 160 MPH 120 M P H 140 MPH 155 M P H * Th e maximum speed at which abru pt contr ol trav el ca n be used without exceed ing the d es i gn l oad fa cto r. AIRSPEED INDICATOR MARKINGS . The foll owing is a li st of the certificat ed cali bra t ed ai r speed mar k ings (CAS) f or th e ai rplane, except whe r e no ted: N ever Exceed (g lid e or dive , s moo th air) . . . . 225 MPH (red lin e) Cau ti on Range . . . . . . . . . . . . . 190- 225 MPH (yellow arc) Normal Ope ratin g Range. . . . . . . . . 79 - 190 MPH (gr een arc ) Flap Operating Ra nge (l / 3 to full down) . . 70- 120 MPH (white arc) Best Sing l e- En g in e R ate of Climb 100 MPH (blu e line) (IAS) ENGINE OPERATION LIMITATIONS . Pow e r and Speed . . . . . . . . . . . . . . 210 BHP at 2800 RPM ENGINE INSTRUMENT MARKINGS . FUEL QU A NTI TY INDICATORS . Em pty (. 04 gallons unu sabl e each tank) . . . . . . . . E (Red line) 4-2 Oil PRESSURE GAGES . I dling Pr ess ure Normal Op erat ing Range. Max i mum Press ur e . . . OIL TEMPERATURE GAGE S. N o rmal Oper ati ng R..'lnge. Do Not Exceed .... . CYLINDER HEAD TEMPERATURE G A GES. Normal Operatin g Range Do Not Exce ed . . . . . MANIFOLD PRESSURE G AGE (DUAL) . N o rmal Opera tin g Range. TACHOMETER . N o rmal Op er a ting &'l nge Maximum (Eng ine rated spee d) . FUEL FLOW IND IC ATOR (DUAL} . . . 10 psi (r ed l ine) 30-60 psi (gre en arc) . . 100 p si (red l ine) 7 5° -240 ° ( gree n ar c) . . . 240° (r ed l in e) 200 ° -460 ° F (gr een arc) . . . . 460 ° (r ed lin e) 15 -25 in. Hg (green arc) 2200-2 6 00 RPM (g r een arc) . . . 2800 RPM (red lin e) Normal Oper at ing Range . . . . . 4. 5- 11. 5 gal/hr (gr een arc) Minimum a nd Maximum . 3. 0 and 1 8. 5 psi (1 8. 0 gal / hr)(r ed lines ) NOTE A placard, l oca ted adjacent to U1 e dual fuel fl ow indi - cator , pr ov id es maximum pe rformance (full throttle and 2800 RPM) take-off and climb fuel flow se ttings at altitude. These settings, as called out on the pla car d, are as fo llows : Sea Lev el . 4000 F ee t . 8000 F eet . 12000 F eet. 17 gal/hr 15 ga l / hr 13 gal/hr 11 gal/hr 4-3 WEIGHT AND BALANCE. The following information will enable you to op erate your Cessna within the prescribed wei ght a nd center of gravity limitations. To figure the weight and balance for your parti cular airpla ne, use th e Samp le Probl e m, L oading Graph and Center of Gravity Mom e nt Envelope, as foll ows: Take the licens ed Empty Wei ght and Mom e nt/ 1000 from the Weight and Balance Da ta sh eet, plu s a ny changes noted on forms FAA-337 , ca rri ed in your airplane , and write them down in the proper columns . Using the L oading Graph, determine U1 e m omen t/1000 of each item to be ca rried. Total the w eight s and mome nt s/1000 and use the Center of Gravity M oment Envelope to determ in e wh e th er U1e poin t falls with- in the envel ope and if the loading is acceptabl e. NOTE Th e W eight and Balance Dat a Sheet noted above is inc luded in the aircraft file. The Loading Graph and Ce nter of Gravity M o ment Envelope sho wn in this section ar e al so on the sh eet ti tled Loading/ Ce nter of Gravity Charts a nd Wei ghing Pr oc edur es which is pro vided in the air c raft fil e. When an opt i onal c argo pack is installed. it is necessary to det er mine t he c. g. arm and calc ulate the m oment/ 1000 of items carr i ed i n the pac k. The a rm (th e c . g. a rm is th e same as the s tati on) for any l ocation in th e pack can be dete rmined fr om the diag ram on page 4 -8. Multiply the wei g ht of th e ite m by the c. g. arm, t hen di vide by 1000 to get the moment/ 1000. The max imu m loadin g c apacity of the pack is 300 pounds. NOTE Each loading shoul d be figured i n acco rdance with the above para graphs. When loading i s light (such as pilot and copilot, and no rear seats or cargo), be sure to check the forward balance limits. When l oa ding is heavy (n ear gross weight), be sure to check the aft balance limits. To avo id time cons umin g delay s in cargo and/ or passenger shifting, plan your load so that the h eaviest ca rgo and/or passenger s are in the for ward part of the aircraft or car go pack, and the lightest in the r ear. Always plan to have any vacant space at the r ear of the aircraft or pac k. For example, do not have passengers occupy the aft se at unless the front and center sea ts are to be occupied. 4-4 - -C ~ - ~-~ G1 GI co Cl>O- ~ c e · -;-o of'i ,, o o~~ •.:,. 0. ~- , '· ~ i-----t---t-- -+-- +--+-- -l~- -l~ --.1 • i .'➔ < ~ ~ ~ ~ -:- 0,. O,. ~ -lf~ CII ,. 0 ·- ..0 ,, ► GI ~ C 3: 0 • ... /J , : '-• ~ . . : _: . '(,,. r , ! - ~• • 1l • -"'- >~ ...j c ;co "'? Cl>O-" o,. Cl)"' ;-" , 0 E "7 0 N O M ~ ,.,: N N N r-. 2 Q. 0.0~ 0- M ~ Cl)M N :0 >-0. ~ ~ :=_ ......_ M > e ,_ < t-----t---t--- +--+--+-- -l~-~~ --.1 0 V ~ 0 .. GI CII .C 0. .c~ "" 0-0- 0 0 N,O O O - "' CII E .~ .c Cl) - - • "" 11'1 - M O O 0 GI- ,-. 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MAXIMUM LOAOINO fO• CAIOO PACK I S 300 POUNDS 1111 Section f •=========:..:::::::._____ -----CAR E OF THE AIRPLANE U your airplane is to r etain that new-plane performance and dependa- bility, certain in spec tion and maintenance requirements must be follow ed. It i s wi se to follow a planned schedule of lubrication and preventiv e main- tenan ce ba sed on climatic and flyin g conditio ns encountered in your l oca lity. K eep in touch with your Cessna Deal e r, and take advantage of his know- ledge and expe ri ence. He kn ows your airplane and how to maintain it. He will r e mind you when lubricali ons and oil changes are nece ssa ry , and about other seasonal and periodic services. GROUND HANDLING. The airplane is mos t easily and safely maneuver ed dur i ng ground handling by a tow-bar attached to the n oscwheel. NOTE When u sing th e tow-bar, never exceed the n osewh ce l turning angle of 39° either s id e of center, or damage t o the gear will result. MOORING YOUR AIRPLANE. Proper ti e-down procedur e is your best precaution aga i nst damage to your park ed airplane by gusty or s tr ong winds. To ti e- down your airplane securely, proceed as follows: (1) Set the parking brake and install the con trol wheel lock. (2) Tie the middle of a rnpe (do not use chain or cabl e) to the nos e gear trunnio n. Pull each end away at 45 deg rees and secure to ramp tie-downs. (3) Tie sufCiciently strong r opes or c hain (700 pounds t ensile stre n gth) to the wing tie-down rings and secur e each rope, or cha in to a ramp tie-down ring. (4) Install a surface control l ock between each fin and rudder. 5-1 (5) Tie a sufficiently strong rope or chain {700 pounds tensile strength) t o the tie - down ring on each boom and secure each rope to a common ramp tie-down. NOTE In areas where heavy snow accumulations occur, additional precautions should be taken when storing the air plane outside. A heavy accumulation of snow on the stabilizer can cause the tail section to rotate downward, resulting in damage to the fins . Proper nose gear tie-down and a simple tail support attached to one of the boom tie-down rings will protect against such damage . (6) In stall a pilot tube cover. WINDSHIELD-WINDOWS . The plastic windshield and windows should be cleaned with an aircraft windshield cleaner . Apply the cleaner sparingly with soft cloths, and rub with moderate pressure until all dirt, o il scum and bug stains are removed . Allow the cleaner to dry, then wipe it off wilh soft flannel cloths. If a windshield cleaner is not available, the plastic can be cleaned with soft cloths moistened with Stoddard solvent to remove oil and grease. NOTE Never use gasoline, b enzi ne, alcohol, acetone, carbon tetrachloride, fire e xtinguisher or anti-ice fluid, lacquer thinner or glass cleaner to clean the plastic. These ma- teria l s will attack the plasti c and may cause it to craze. Follow by carefully wash ing with a mild detergent and pl enty of water. Rinse thoroughly, then dry with a clean moist chamois. Do not rub the pl astic with a dry cloth since this builds up an electrostatic charge which attracts dust. Waxing with a good comme rcial wax will finish the clean- ing job. A thin, even coat of wax, polished out by hand with clean soft flan- nel cloths, will fill in minor scratches and hel p prevent further scratching. Do not use a canvas cover on the windshield unless freezing rain or sleet is anticipated since the cover may scratch the plastic surface. 5-2 PAIN T ED SURFACES. The painted exterior surfaces of your new Cessna have a durable, long lastin g finish and, under normal conditions, requir e no polishing or buffing. Approximately 15 days are required for the paint to cure com- pl etely; in most cases, the curing period will have been completed prior to delivery of the ai rplane. In the event that polishing or buffing is re- quired within the curi ng period, it is recomm ended that the work be done by someone exper i enced in handling uncured paint. Any Cessna Dealer can accomplish this work. Generally, the painted surfaces can be kept bright by washin g with water and mild soap, f ollowed by a rinse with water and drying with c l oths or a c hamois. H arsh or abrasive soaps or deter ge nts which cause cor- rosion or make scratches should n ever be used. Remove stubborn oil and grease with a cloth moistened with Stodd ard solvent. Waxing is unnecessary to keep the painted s urfaces bright. However, ii desired , the airpl ane may be waxed with a good automotiv e wax . A heavi er coating oi wax on the leading edges of the wings and tail and on the engine nose cap and propeller spinner will help reduc e the abrasion encountered in these areas. When the airplane is parked outside in cold climates and it is neces- sary to remove ice before flight, care should be taken to pr otect the paint- ed surfaces during ice removal with chemical liquid s. A 50-50 so lution of isopropyl alcohol and water will satisfactorily remove ice accumu lations without damaging the paint. A solution with more than 50% al coho l is harmful and should be avoided . While applying the de-icing solution, keep it away from the windshie l d and cabin windows since th e alcohol will at- tack the plastic and may cause it to craze . PROPELLER CARE. Pr e fli g ht inspection of pr opelle r blades for nicks, and wiping them occasionally with an oily cloth to clean off grass and bug stains will as- sure long, trouble-free service. It is vital that small ni cks on the pro- pellers, particularly n ear the tips and on the leading edges, are dressed out as soon as possible since these nicks produce stress concentrations, and if ignored, may result in cracks. Never use an alkaline c leaner on the blades; remov e g reas e and dirt with carbon tetrachloride or Stoddard solvent . 5- 3 LANDING GEAR CARE. Cessna Deale r's mechanics have been trained in the pr oper adjust- ment and r i gging pr ocedur es on the ai r c raf t hydrauli c system. To as- sure trouble -free gear oper ation, hav e your Cessna Deal er check the gear r egul arly a nd make any necessary adjustment s. Only pr operly trained mechanics should attempt t o repair or adjust the landing g ear. INTERIOR CARE . To r em ove dust and l oose dir t fr om the uphol ste ry fabri c and car p et, cl ea n th e interior r egu larly with a va c uum clean er . Biol up any spilled liquid promptl y, wi th clean s ing ti ss ue or rags. Don' t p at th e spo t; press the blotting material fir m l y and hol d it for sev - e ral seconds . Con tinue blotting until no more liquid is taken up. Scrape off s ti cky mate rial s with a dull knife, th en spot-c l ean the area. Oily sp ots may be cleaned with ho usehold sp ot remover s, u sed spar- ingl y. Befor e us ing any sol ve nt, r ead the in st ru ct i ons on the con tainer and test it on an obsc ur e pla ce on the fabric to be cleaned. N ever satu- rat e th e fabric with a volatile solv ent; it may da mage the padding and bac king materials. So il ed upholstery fabric and carpet may be cleaned with f oam-type deter ge nt, u sed accord i ng to the manufac tur er ' s ins tru ctions. To mini- mize we ttin g th e f abric, k eep the f oam as dry as po ss ible and remov e it with a vacuum cle ane r. If your airplane is equipp ed with l eathe r sea ting, cleanin g of the seats is accomplished using a soft clo th or sponge dipped in mild soap suds. The soap suds, us ed s paringly, will rem ove trac es of dirt and grea se. The soap should be removed with a cl ean damp cl oth. The plastic tri m, headliner, instrument panel and control knobs need onl y be wiped off with a d amp cloth. Oil and gr ease on the cont rol wheel and con trol knobs can be removed with a cloth mo istened wit h Stoddard solvent. Volalil e so lvent s, suc h as mentioned in paragraphs on c ar e of the w indshiel d, must never be used sin ce t hey softe n and c raze th e plastic. 5-4 INSPECTION SERVICE AND INSPECTION PERIODS. W ith your airpl ane you will r eceive an Owne r's Service P olicy. Cou- p ons atta ched to th e policy entitl e you to an initial in sp ectio n and the first 100- h our ins p ection at no char ge. If you take delivery fr om your Dealer , he will pe rform th e initial inspec tion b efore delivery of the airpla ne to you. If you pick up the airp lane at the facto ry , plan to take it to yow· Dealer rea sonably soon after you take delivery on it. This wUL permit him to check i t over and to make any minor adj u stments that may appear n ecessary. Also, plan an in sp ec ti on by your Dealer at 100 hour s or 180 days , whi che ver com es first. Thi s inspection al so l s perf ormed by your Dealer for y ou at no charge . While th ese impo rtant inspections will be per- formed fo r you by any Cessna D eal er, in most cases you will pr efer t o have the D ealer Cr om whom you purchased the ai rplan e accomplish thi s work. Feder al Aviation Regu l ations r equir e th at a ll airpl anes have a periodic (annual) in s pection as prescribe d by the adm inistrato r, and performed by a per son des ignated by the administrator. In addition, 100- h our per i odic in- s pecti ons made by an "appropri at e ly-rated mechanic" ar e r equi r ed if th e airpl ane i s fl own for hir e. Th e Cessna Air cr aft Company r ecommends th e 100- hour periodic insp ection for your airpltllle. Th e proc edur e for this 100- hour inspection has b ee n carefully worked o ut by th e fa cto ry and is fo llow ed by the Cess na De al er Organization. The comp l ete fam iliari ty of the Cessna Dealer Organiza tion w ith Cessna equipment and with facto ry- approved procedur es provides the high es t type of se rv ice p oss ibl e at lower cos t. AIRCRAFT FILE . Ther e are mi sce ll aneous d ata, info rm ation and Li cen ses that are a pa rt of the aircraft fil e. Th e following i s a c heck li sl fo r that fil e. In additi on, a peri o di c chec k shoul d be mad e of the l atest Federal Aviation Regulati ons to insure that al l d ata requ i r eme nts are m et. A. T o be di splayed in the a ir craft at a ll times : (1) Air craft Airworthiness Cert ifi cate (F orm F AA- 1 3628). (2) Airc raft Re g istration Certificate ( Form F AA-500A). (3) Aircraft Radio Station L icense (Form FCC -404, ii transmitte r in stalled). 8. To be car ri ed in the a ir c raft a t all times: (1) W eight and Balance, and assoc iated paper s ( l atest copy of the Repair and Alte rati on F orm, Form FAA-337, ii applicable). (2) Airc raft Equipment Li st. 5-5 C. To be made available upon request: (1) Aircraft Log Book. {2) Engine Lo g Books. NOTE Cessna recommends that these items, plus the Owner's Manual , "Cessna Flight Guide" (Flight Computer) , and Service Policies, be carried in the aircraft at all tim es . Most of the items listed are requir ed by the United States Federal Aviation Regulations. Since the re gulati ons of other nations may requir e other doc uments and data, ow ners of exported aircraft should check with their own aviation o fficial s to determin e their individual requirements. LUBRICATION AND SERVICING PROCEDURES SpeclHc servic ing information ls provid ed her e f or items requiring daily attention. A Servicing Int ervals Check List ls in c luded to inform the pilot when lo have other items checked and serv iced. DAILY FUEL TANK FILLERS: Se rvice after each fli g ht with 100/ 130 min i mum g rade fuel. The capaci ty of each main tank is 46. 4 ga llons. The capacity of each op tional auxiliary tank is 19. 0 ga ll ons. FUEL TANK SUMP DRAINS: Before the fir st flight of the day and after each r efue ling, use fuel sampler cup sto r ed in the map com partm ent and drain a small amount of fuel fr om the quick-d rain va lv e in eac h fuel sump t ank (at bottom of boom) and in each optional auxiliary fu el tank . FUEL STRAINERS: 5- 6 Before the first flight of the d ay and after each refuelin g, pull out fuel strainer drain knobs (accessible through o il dipstick access doors) for about four seconds, to clear front and re ar fuel strainers of possible water and sediment. Release drain knobs , then check that strainer drains are close d afte r draining. LUBRICATION AND SERVICING PROCEDURES DAILY (Continued} OIL FILLERS: When pr eflight check shows low oil level, service with aviation grade engine o il; SAE 50 above 40°F and SAE 10W30 or SAE 30 below 40°F. (Mul ti-viscosity oil with a range of SAE 10W30 Is recommended for improved starting in cold weather.) Detergent or dispersant oil, con- forming to Continental Motors Specification MHS-24A, must be used. Your Cessna Dealer can supp ly approved brands of oil. NOTE To promote faster ring seating and improved oil control, your Cessna was delivered fr om the f ac tory with straight mineral o il (non-detergent). Thi s "break-in" oil should be used o nly for the first 20 to 30 hours of operation, at which time it must be replaced with detergent oil. OIL DIPSTICKS: Ch eck oil level before each flight. Do not oper ate on l ess U1an 7 quarts for each eng ine. To minimize loss of oil through breather, fill to 8 quart level for normal flig hts of l ess than 3 hours. For extended fli g ht, fill to 10 quarts. If optional oil filters are installed, one additional quart ls requir ed for each engi ne when filter elements are changed. OXYGEN CYLINDERS (OPT): Ch ec k oxygen press ure gage in cab in overhead console for anticipated requirements before each Clight. Use filler valve (accessible under cover plate on top of right wing leadin g edge at wing root) to refill cylinders with aviator's br eathing oxygen (Spec. No. MIL-O -27 210). Maximum pressure (cylind er temperature stabilized after filling), 1800 psi at 70° F. Refer to page 7-13 for filling pressures. 5- 7 SERVICING INTERVALS CHECK LIST EACH 50 HOURS BATTERY -- Check and service . Check more often (at least every 30 days) if operating in hot weather. ENGINE OIL AND OIL FILTERS - - Change engine oil and replace filter elements. IC optional oil filters are not installed, change oil and clean screens ev ery 25 h ours. Change engine oil at l east every four months even though l ess than 50 hours have been accumulated . Reduce periods f or prolonged operation in dusty areas, cold climates, or when short flights and long i dle periods result in sludging conditions. NOTE After first 20 to 30 hours of engine operation, an initial oil c hange s hould be made to remove "break -in " oil and change the filters, U installe d. INDUCTION Am FILTERS -- Cl ean or replace. Under extre m e ly dusty conditions, dally maintenance of the filters is recommended . NOSE GEAR TORQUE LINKS -- Lubricate. When ope rating under dusty conditions, more frequent lubrication is recommended . EACH 100 HOURS SPARK PL UGS -- Clean, test and regap. FUEL STRAINERS -- Disassemble and c lean. FUEL SELECTOR VALVES (located at wing root) -- Lubricate detenls and selector valve arm pivot points. BRAKE MASTER CYLINDERS -- Check and fill. SHIMMY DAMPENER -- Check and fill. LANDING GEAR UNIVERSAL JOINTS -- Lubricate. LANDING GEAR DOWN LOCK -- Lubricate down lock pawls, down lock stops, and earn surface on down lock switch brackets. HYDRAULIC SYSTEM FILTER -- Disassemble and clean. SUCTION RELIEF VALVE INLET FILTERS (OPT) -- Clean. Replace at engine overhau l per i od. 5- 8 SERVICING INTERVALS CHECK LIST EACH 500 HOURS WHEEL BEAR.INGS -- Lubricate at first 100 hours and at 500 hours thereafter. Reduce lubrication interval to 100 hours when operating in dusty or seacoast areas, during periods of extensive taxiing, or when numer ous take -offs and landings are made. VACUUM SYSTEM CENTRAL Affi F IL TER (OPT) - - Replace filter element. Replace sooner if e rratic or s lugg i sh gyro responses are noted with normal suction gage readings. AS REQUIRED NOSE GEAR SHOCK STRUT -- Ke ep fi ll ed with fluid and inflated to 35 psi. HYDRAULIC FLlITD RESERVOffi -- Check fluid level thr ough s ight window at least every 25 hours. The s ight window is l ocated on the outside of the fus el age on the left hand side forward or the windshie ld. Fill reservoir through fil l er fitting as required. Use MIL-H-5606 hycll'aullc fluid. 5-9 5-10 OWNER FOLLOW -UP SYSTEM ..... Y our Cessna Dealer has an o wner foll ow- up system to notify you when he rec eiv es Information that applies to your Cessna. In addi- tion, if you w ish, you may choose l o receive similar no tifi ca tion directly fr om the Cessna Service Depar tm en t. A subsc ripti on ca rd is suppli ed In your ai r craft file fo r yo ur u se , should you choose to request this service. Y our Cessna Dealer will be g lad to supply you with detail s concerning these follow-up programs, and stands r ea dy through his Servi ce Depar tment to supply you with fast , efficient , low cost se rv ice . PUBLICATIONS Va ri ous publi cations and flight operation aids are furnished In t he air- c raft when de livered from the factory. These item s a re li sted below. • OWNER'S MANUALS FOR YOUR AIDCRAFT E L ECTRONICS AND AUTOPILOT • CESSNA FLIGHT GUIDE (FLIGHT COMPUTER) • SALES AND SERVICE DEALER DffiECTORY • DO'S AND DON'TS ENGINE BOOKLET I:::: The following additional publications, plus many ot her supplies that are applicable l o your aircraft, are available from your Cessna Deale r. • SERVICE MANUALS AND PARTS CATALOGS FOR YOUR AffiCRAFT ENGINE AND ACCESSORIES ELECTRONICS AND A UTOPILOT Your Cessna D ealer has a current catalog of all available Custo mer Services Supplies, many or which ho kee ps on hand. If supplies are not in stoc k, your Cessna Dealer will be happy lo o rder for you. .. Sec tion fl -----------------------------■---- O PER AT IO NAL DA T A The ope rati onal data charts on the following pages are presented for two purposes; first, so that y ou may know what to exp ect from your air- plane under various co ndition s; an d second, to e nabl e you to plan your flights in detail and with reaso nabl e accuracy. The data in the charts ha s been c ompil ed fr om actual fli ght tests with the airplan e and eng in es in good co nditi o11, a nd usin g average pilo ting tech- niques. Note also that the rang e c harts make no all o wances for wind, navigational e rrors , warm-up , take-off, c limb, fu el reserve, etc . Y ou must estim ate these varia bles for yourself and make allowances accord- ingly. R emember that the charts contained her e in ar e based on standard day condition s. F or mor e precis e po wer, fu el consumpti on, and e nduran ce information, consul t the Cessna Fli g ht Guide (Power Comput er ) supp lied with yo ur aircraft. With the fli g ht Guid e, you can easily take into ac- count tempe rature variations fr om standard at any fli ght altitude . [ AIRSPEED CORRECTION TABLE - ■ ] WING IAS 80 100 120 140 160 180 200 FLAP S UP CAS 77 97 116 136 156 176 196 WING IAS 70 80 90 100 120 140 160 FLAPS 1/ 3 TO CAS 66 75 85 95 115 135 154 FULL MAXI MUM FLAP SPEEDS: Flaps 0 to 1/ 3 - 160 MPH, CAS Fl aps 1/ 3 to Full - 120 MPH, CAS Figure 6-1. 6- 1 0) I N 0) I t,,> CROSS WElCHT LBS. 44 00 4000 3600 GROSS W&ICHT LBS. 4400 Wl o so· MPH 86 82 78 !AS Ci so· MPH 94 "1 aq" C '1 (0 0) I N VI "O CD CD A. "'a., CD I: -a :::c.. n,.VI - TAKE-OFF a, a, CD