Owner's Manual

form as it is ~onsiderably longer, but it does cover briefly all of the points that you should know for a typical fight. A more convelient plastic en- closed checkl,st, stowed in the rna~ compartn,ent, is avllilable for quickly checking that all import~ procedures have Men performed. Since vigi- lance for other traffic is so important in crowded termiml areas, it is important that preoecupEtion with checklists 00 avoided in flight. Proce- dures should he carefuU:r memorized and performed from memory. Then the checklist shoold be quickly scanned to ellS'lre tbat nothing has been missed. The flight and operational characteristics of your ai::-craft are normal in ail re.specl:;. There <.n:l no "un.u:mv~uUomL" characllolristic» ur vper<t- tiOllS that need to be mastered. All controls respond in the normal way within the entire range of operation. All airspeeds mention~d in Sectioos I, II and III are indicated airspeeds. Corresp:mding calibrated ainpeed may be obtaired from the Airspeed Correctioit Table in Section VI. 1-1 CD '·b. '·d. '· 1-2 Rortf tc iMide bot< WYtr f.)f !iii< mamllll 1111 <1l'Ontif..., matorlik, •nd ;p!!;~iolllioes ol l,.quoMiy "'"d -'ci ItaiM. Note Visua.ly cheek air(ra.ft for gene."lll condition ·iuring walk-around lnspecl:ion. 1n calc weath;!r, remove even small accumuta;lons of frost, ice ax sn(w from wing, tail and coutrol surfaces. Also, make sure that eont.rol surfaces contain no lnlernal accarmlatlons of iee or debMs. U a night fliglt is planned, check operation of allliibts, and make sure a flasUigbt is availWle. Checi landing gear leve-r in DWN position. Remwe control w~ecllocl<. Cheek ignition a wile h. OFF. Turn master switc~ ON; chec.k fuel quantity i;H1ieatore and landing gear DWN position Indicator light (green)<£; then Nrn 111astet' swltd OFF. Check fuel selecta' valve hancllE in the BOTE position. Figure @ € € <E ® rz, @ 1-:. f. Befan first flight d the day and after each re:ueling, pull -forward on fud ~aenoir drainlewr {Ullder ptld:'s seat) for ~bout four seronds to clear fuel a;;sUm of poss.bll' water am sediment. After draining, make sure that rE&erv<lir drahs are closed. If water is )bserved In tli.is check the syaten may coo.taiD additional wrter. Check lhe fuel tank rump quick-dl:ain valvel!i for presence ilt water, al".i remove the fuel vent line drain plugs (jn wir.g l'oots just wtboard of c:Jbin doo('S) an:1 the fuel sel•ct<Jr "a!v.- drain pl"'g tc. check f!>r tho proscn"e ofwate•·· g. '·b. '· '·b. ••b. '· d. a. b. '·d. '· f. g. '·b. '· •• b. '·b. Check baggage door for seeurity. Remore ruddeJ" gus; loci<, if instilled. Disconnect tail tie-·iown. Check control surfaces for freeoorn of mcvement and sccnnty. Check aileron for freedom of morement and sel'urity. Check fuel tank vel".: open',ng {at tiug tip tr..ilit;g edge) for ;toppagr. Discomect wtng tie-down . Check main wh<:!el tlre for prope: ir.n.atlon. Befor• first flight d day :and aft.Er each refueling, use s::tnr•ler cup and train amall quantity of fllill from fuel tmk sump qui-:k-drain vall'e to dwck far water, sediment, and proper fm:t rrade. Viaually check fuel quantity (or tesired level; theD check h.ei filler cap eecun and vent un{bstrueted. Check engine oil le?@l. Do not (\~<'rate with u-ss thau six qurls. Fi.U l<> eight quarta fer extended flight. Check p.rope.ller and spinner for nicks and sewrity, and pr·JPellcr for oi. leaks. Check induction air filter for reatrictions by <tw;t (l.f other :or<lign matter. Check landing and taxi lights for ccndition and ~Ieanliness. Ctlecknose wheel strut and tire 'or proper i.nflaticn; n<;>Se \1'heel doorB fer -~urity. DtscOJme<:t tie-dOW'l rope. Inspect flight instn.ment static source openings on side of Juselage for stopp2ge {b<;Jth sides). Cheek main wheel tire for prop"r l.nfliill.on. Befou first flight <>1 the day and after each rdu.,ling, use Ja1'11ple.r cup End drain small quantJt:r of fuel from tuei tank sunp quid:-drain valve t<:~ chEck for water, a.edimert, and proper fuel grade. Visua;Iy ~heck fue-l quantity for iesired level; then check f~el filler cap secure and vent unobstructed. RemO're pit<X t\.lbe W'ier, if inaU.lled, and ch<ck piicl: tube opening fax stopp<.ge. Dlscll'lztect wing tl.E-dOWD. Check fuel tank vert opening (at ring tip trailing edge) for rtoppage. Check ail"ron for freedom. af mcrement and security. 1-3 BEFORE STARTING ENGINE. (1) Exterinr Preflight-- COMPLETE. (2) Seats, Belts, Sh011lder Harnesses-- AJJUST and LOCK. (3) Fuel Selector Valve Handle ·- BOTH. (4) Radios. Autopilot. Electrical Equipment -- OFF. (5} Brakes-- TEST ~nd SET. (6) Cowl Flaps -- OPEN (move lever out of locking ht•le to reposition). (7} Landin;; Gear Lever -- DOWN. {8) Circuit Breakers-- CHECK IN. STARTING ENGINE. {1) MixturS! -- IDLE CUT-OFF. (2) PropeLer -- HIGH RPM. (3) Throttle -- OPEN 1/4 INCH. (4) :Master SWitch-- ON. (5) Auxiliary Fuel Pump -- ON. (6) Mixture-- ADVA~CE to f3 GAL/HR; then RETARD to IDLE CUT- OFF. NOTE If engine is warm, omit priming procedure above. (7) Propeller Area -- CLEAR. (8) IgnitiOJ Sv.·itch -- START (release when engine starts). (9) Mixture -- RICH 1:ADVANCE smoothly when engine fires). NOrE If engire floods, turn off auxiliary fuel ;rump, place mixture in idle cut-off, open throttle 1/2, and cL"ank engine. When engine £ires, advance mixture to full rieh and retard thrvttle promptly. {10) Oil Pnssure -- CHECK. (11) Auxiliary Fuel Pump-- OFF. BEFORE TAKE-OFF. 1-4 \I) Parking Brake --SET. (2) Cabin Doors-- CLOSED and LOCKED. {3) Flight Controls -- FREE and CORRECT. (4) stabllator and Rudder Tri:n --TAKE-OFF. ( 5) Fuel Selector ,.alve Handle -- BOTH. (6) Throttle -- 1800 RPM. a. Magnetos-- CHECK ;RPM drop should not exceed 15(1 RPM on either magneto or 50 EPM differmtial between magnetos). b. Propeller -- CYCLE from high :o low RPM; return t{l high RP.N:. e:. Engine Ins:ruments and AmmetEr -- CHECK. d. Suction Ga~e -- CHECK. (7) Fligl\t Instruments and Radios -- SET. (8) Navigation Lights, Flashing Beac-on, and Optimal Strobe Lights -- ON {as r~quired}. (9) Throttle Fricti::m Lock-- ADJUST. (10) Flaps-- 0"' tol0°, TAKE-OFF. KORMAl TAKE-Off. (1) Wing Flaps -- 0" to 10° {to" preferred). (2) Power -- MAXIMUM (full throttle aJtd 2700 RPM). (3) Mixture-- RlCH (lean for field elevation per f1:el flow placard above 3COO feet). {4) Aiuraft Attitude-- LIFT NOSE WHEEL at 65 :M:PH. {5) Climb Speed-- 75 to 85 MPH. {6) Brakes --APPLY momelltarily wha< airborne. {7) Lan:ling Gear -- RETRACT in elimt out. (8) Wing FlapB --RETRACT (if extended). MAXIMUM PERFORMANCE TAtcE-Off. (1} Wi~ Flaps-- lDQ. {2) Brakes-- APPLY. {3) Power-- MAJ\.1MUM (full throttle a.W. 2700 RPM). (4) Mixture-- RICH (lean for field elevation per fuel flow placard above 3000 feet). (5} Brakes-- RELEASE. (6} Air:!raft Attitu:ie -- LIF'l' NOSE WHEEL at 60 MPH. (7) Climb Speed -- 70 MPH until aU obstacles are cleared. (8) Brakes-- APPLY rnome:ttarily when airborne. (9} Lar:ding Gear -- RETRACT after ol:Etacles are cleared. (10) Wil'g Flaps --RETRACT after reaching 80 MPH. 1·5 ,I II' II ,ll il iII III NOrE Do not reduce pov.er until landing gear and wing flaps have been retracted. ENROUTE CLIMB. NORMAl CLIMB. (1) Air-speed -- 100 to 120 MPH. {l) Power-- 25 INCHES Hg. and 2500 RP.ft'::. {3) Mixture-- LEANED to 13 GAL/HR. {!) Cowl Flaps -- OPEN as required. MAXiMUM PEtfORMANCE CLIMB. (l) Airspeed-- 95 MPH at sea level to -91 MPH at 10~000 feet. (l) Power-- MAXIMUM (tull throttle and 2100 RPM). (3) Mixture -- LEAN per fuel fltJW placard. (4:) Cowl F:.aps -- FU:.L OPEN. CRUISE. (1) Power -- 15 to 25 lNCHEB Hg., 2100 to 2500 RPM (no more than 75%). (:) Mixture-- LEAN per Cessna Power Computer or Operationa: Data, Secticn VI. {l) Cowl F.lap5 -- CLOSED. LET-DOWN. 1-6 (1) Power-- AS DESIRED. NO'IE Avoid continuous operation Mween 1400 and 1750 RPM with less than 10 inches Hg. (2) Mixture-- ADJUST for smooth operati~"'l. (3) Cowl Flaps -- CLOSED. (4} Wing Flaps-- AS DESIRED (O" to 10" btlow 150 M?H, 10" to 30" below 110 MPH). (5) Landing Gear -- AS DESIRED (do not Wend above 140 MPH). BEFORE LANDING. {1} Seat3, Belts, Harnesses -- ADJUST and LOCK. (2) Fuel Selector Talve Handle -- BOTH- {3} Landing Gear -- EXTEND below 140 MPH. (4} Mixklre -- RIOI. {5} Propeller -- HrGH RPM. (6) Airspeed -- SO to 90 MPH (flaps UP). (7) Wing Flaps -- AS DESIRED (0" to 10"' below 15Cl MPH, 10, to 30° below 111) MPH). (8) Airspeed -- 70 to 80 MPH {flaps DOWN). (9) Btabilator and Rudder Trirn --ADJUST, BALKED LANDING. (1) Power-- MAXIMUM (full throttle ani 2700 RPM). (2) Wmg Flaps -- RETRACT to 20". {3) Airspe€d -- 75 MPH. {4) Wing Flaps-- RETRACT slowly. (5) Cowl Flaps-- OPEN. NORMAL LANDING. (1} Touchdown-- MAIN WHEELS FIRST. (2) Landing Roll-- LOWER :t-JOSE WHEEL GENTLY. (3) Braking-- :MIMMUM REQUIRED. AFTER LANDING. ( 1) Wing Flaps -- UP. (2) Cow: Flaps -- OPEN. SECURING AIRCRAFT. (1) Parl!ing Brake-- SET. (2} Radios, Electr1eal Equipment -- OFF. . (3) Mixture-- IDLE ClJT-OFF (pulled full out). (4) Ignition and Master Switches-- OFF_ (5) Control Lock-- INSTALL. (6) Fuel Selector Valve Handle -- LEFT or RIGHT. l-7 I I i I INSTRUMENT PANEL I L ~c P<~-..c• Aler.wto ;<-A>"c" 'i«Jve 2, !actio" Gag., {0¢ J 3. Eronomy Mixlunlmheal<>r iQ>t. 4, o&ul<ec S.,ooo l"'u:at"" Ugk:o em! s~·l!<'hes 10¢ ) 5. Over-1/<lilag-e W..mi"!' IJ;rhl 6. Cjlind•~ <$<ad Tl»>;><catu~ _At Fu<>l Qtianllt~ IM!ator, ~<m>>el•~. aod Ql, Pco•.an """ 7. !Hglot lnstrnmeclGrou;> 8. Right fi~l QJ:.ctl'y lod1e>.l<:>c m<! Oil T<>mperalu<> G"f><' 9. ""-m!ol,; Pr••""<'</Fuel ;"""" lndk-';to< lD. '<;idla hlt>etar &ruehes(eyt.) 11, .<a. 1 LOC """'"""" lndi."""'r __oght (Q?i_J 1-B 12. )~,), 2 !.0(' lleve,..,d tn<liU!!.o< ~ht ((Ft.) 11. Rea• V1ew Mirr<n {Opl.) 11. T>~llffi<let"r t> Rl>dl~• {Opt.) 1t. Autoptl<>l Conlr..J ~nlt (0;1.) 1'. l'lighlll""< Re«J<'<!Or[Opr,) 1!. AUF iS~"!; !rdi<alor ((\It, 1 11. W~~~& FtQ Switet aod frnti<#D~ ~~. Map Corn]>O.rtrno..">t ll. ADF flo& (q,l.) 2!. !light Cohln All Conlrcl K""h 2;. CirouiC .&re.U·~ ~t. D.:lros(.,.- Con\:ol l::ooi> l\., O.bU! ll..U Om><>! KllCb ~&. Mixture <:ootro K~OO 2'. Propel!a Cent·<>~. Koob Figure 2-1. 21 ~B. -.., Tr.m C\mieul Whed 211. A,;!olray :00. Cffi>'l Flap ::mrtrol Lever J!. C.o:u Llgtlu :112. Mtcr<>ph<mo' !!¥1.) ~- O:u.>1.-esy l4;ht (Ojt..) $4. Th-ll• ~0. LandiJ>g Ga7 Lev"" :IS. ~lator Trim C<lfl!rol "'~i ;t/. LltJ>.lJog Ge.r PoallW<l I-<a\or 4;ht• 118. Eled>-lcall»>ffoh"" 11!1. Inst=mellll..OO lla<l!o Thai L!glll Rheo.w.ts -ro. P>;:-l<:mg - Ha,!l.<> tL JgmUm h"tdl. -12. AuxUl>-r)' -1 P><- Swi!oh 4.1.-e<St>ut 44. P:'l<m<! aM "'"il!a<Y Mlko - . H. Lei! Cabln Hr Co!l!M Koob - Secti011/ - DESCRIPTON AND OPERATING DETAILS The following paragraphs describe the systems and equipment whose function and operation is not obvious when sitling in the aircraft. This section also <overs in somewhat greater detail soma of1he items listed in Checklist form in Section I that require fur.her explanation. FUEL SYSJEM. Fuel is S'Jpplied to the engine from two ittegral fuel tanks, one in each wi:ag. With the fuel selector valve handle in be BOTH position, thf- total us<.ble fuel fo:- all flight conditions is 60 gallons with the tanks completely filled. NOTE With heavy cabin loadings, it may be necessary to reduce the fuel load to keep the aircraft witbin the approved weight limits (refer- to Section IV for weight and balance control procedures). To facilitate fueling to reduced fuel loadf., a 22 gallon marker is provided. inside each tank filler neck in the form of a series of small holes. Fuel fron each wing fuel tank tlows throq.;h a reserroir tank to the fud selector valve, thrcugh a bypa:;s in the electric auxiliary fuel pump to :he fuel strainer, and then to the engine-driven fuel pump. From here fuel is distriluted to the engine cylinders via a control UJiit and injector manifold. The auxiliary fu-el _plUllp is used primarily for primiDg th-e engine before starting. Priming is accomplished thr:JU.gb the regular injection system. lf the auxiliary fuel fl'Um_p switch is accidentally plactld in the 00 po- sition (with master switch turned 01. and mixhre rich) with the engine 2-1 I I i I INSTRUMENT PANEL I L ~c P<~-..c• Aler.wto ;<-A>"c" 'i«Jve 2, !actio" Gag., {0¢ J 3. Eronomy Mixlunlmheal<>r iQ>t. 4, o&ul<ec S.,ooo l"'u:at"" Ugk:o em! s~·l!<'hes 10¢ ) 5. Over-1/<lilag-e W..mi"!' IJ;rhl 6. Cjlind•~ <$<ad Tl»>;><catu~ _At Fu<>l Qtianllt~ IM!ator, ~<m>>el•~. aod Ql, Pco•.an """ 7. !Hglot lnstrnmeclGrou;> 8. Right fi~l QJ:.ctl'y lod1e>.l<:>c m<! Oil T<>mperalu<> G"f><' 9. ""-m!ol,; Pr••""<'</Fuel ;"""" lndk-';to< lD. '<;idla hlt>etar &ruehes(eyt.) 11, .<a. 1 LOC """'"""" lndi."""'r __oght (Q?i_J 1-B 12. )~,), 2 !.0(' lleve,..,d tn<liU!!.o< ~ht ((Ft.) 11. Rea• V1ew Mirr<n {Opl.) 11. T>~llffi<let"r t> Rl>dl~• {Opt.) 1t. Autoptl<>l Conlr..J ~nlt (0;1.) 1'. l'lighlll""< Re«J<'<!Or[Opr,) 1!. AUF iS~"!; !rdi<alor ((\It, 1 11. W~~~& FtQ Switet aod frnti<#D~ ~~. Map Corn]>O.rtrno..">t ll. ADF flo& (q,l.) 2!. !light Cohln All Conlrcl K""h 2;. CirouiC .&re.U·~ ~t. D.:lros(.,.- Con\:ol l::ooi> l\., O.bU! ll..U Om><>! KllCb ~&. Mixture <:ootro K~OO 2'. Propel!a Cent·<>~. Koob Figure 2-1. 21 ~B. -.., Tr.m C\mieul Whed 211. A,;!olray :00. Cffi>'l Flap ::mrtrol Lever J!. C.o:u Llgtlu :112. Mtcr<>ph<mo' !!¥1.) ~- O:u.>1.-esy l4;ht (Ojt..) $4. Th-ll• ~0. LandiJ>g Ga7 Lev"" :IS. ~lator Trim C<lfl!rol "'~i ;t/. LltJ>.lJog Ge.r PoallW<l I-<a\or 4;ht• 118. Eled>-lcall»>ffoh"" 11!1. Inst=mellll..OO lla<l!o Thai L!glll Rheo.w.ts -ro. P>;:-l<:mg - Ha,!l.<> tL JgmUm h"tdl. -12. AuxUl>-r)' -1 P><- Swi!oh 4.1.-e<St>ut 44. P:'l<m<! aM "'"il!a<Y Mlko - . H. Lei! Cabln Hr Co!l!M Koob - Secti011/ - DESCRIPTON AND OPERATING DETAILS The following paragraphs describe the systems and equipment whose function and operation is not obvious when sitling in the aircraft. This section also <overs in somewhat greater detail soma of1he items listed in Checklist form in Section I that require fur.her explanation. FUEL SYSJEM. Fuel is S'Jpplied to the engine from two ittegral fuel tanks, one in each wi:ag. With the fuel selector valve handle in be BOTH position, thf- total us<.ble fuel fo:- all flight conditions is 60 gallons with the tanks completely filled. NOTE With heavy cabin loadings, it may be necessary to reduce the fuel load to keep the aircraft witbin the approved weight limits (refer- to Section IV for weight and balance control procedures). To facilitate fueling to reduced fuel loadf., a 22 gallon marker is provided. inside each tank filler neck in the form of a series of small holes. Fuel fron each wing fuel tank tlows throq.;h a reserroir tank to the fud selector valve, thrcugh a bypa:;s in the electric auxiliary fuel pump to :he fuel strainer, and then to the engine-driven fuel pump. From here fuel is distriluted to the engine cylinders via a control UJiit and injector manifold. The auxiliary fu-el _plUllp is used primarily for primiDg th-e engine before starting. Priming is accomplished thr:JU.gb the regular injection system. lf the auxiliary fuel fl'Um_p switch is accidentally plactld in the 00 po- sition (with master switch turned 01. and mixhre rich) with the engine 2-1 I! I. I!!' 2-2 FUEL SYSTEM SCHEMATIC T•"""''"""""'"'"'''"""-'f>oill.ruo"--, .... """·-.. ~.-...,.n<p=~~,..,..-~.,,. ·~"'< ~ ,,. ........ ~ ,..,........... '""'"~· --"'"""_'_""''"""""""' - ...................., ...... ,_ .. ,,...c ..........-..,.,..... ~ ...... ,..... ...., .. ~ ·-·"'-"'""... FUEL RISERVOHI v:a:n· FUEL SELECTOR VAL'lE ..................... _.;., ........."""·""" o. t..1 ~"'-'"' «~•• '•"""• ,..~·.c-...orr _.,.... ,....... " ..........,. DRAIN LEVER A/ (UNDER ff..DT'S SEATlV AllX!LlAFY A1JX!LIAHY FtELPUMP """!TCH MlJ<"rJRt CO!o.'!ROL THR01T"c,£ 'm INJECTION ~'~ E?«JINJ;;-IIRWEN FUEL PUMP ,----I J FUEL C('NTBOL l-'NI'l' ' .. I CJDE----, ~ FUEL :SUPPLY c::::=l VENT ~ --- MEC!fl,l,"JCAL UJ>."KAGi ~EL<;;CT:ttcAL FUEL FLOW INDICA TOR I CONNE:TION I(l<lg!ot hal! o1 <hotl in~tr-t) Figure 2-2. sbpped, the intake manifolds will be flooded. The auxlliary fuel Jl1llllP is also used for vapor suppression in hot weather. Nnrmally, momentary U>e will be sufficient br vapor suppres- sion; however, continucus operation is permlssible if required. 'Iurning or. the auxiliary fuel pump with a normally orerating engine pump vill re- sult in only a very minrr enrichment of the nrlxture. It is not necessary to have the auxiliary fuel pump operating dlring normal take-off and lanling, since gravity ami the engine-driven pump Wlll supply adequate fuel flow to the fuel inje:tor Wlit. In the event of failill"e of the engine-driven pump, lEe of the auxiliary fuel pump will provide 3ufficient fuel to mailtain flight at maximum con- ti:ruous power-. The fueJ selector 'alve handle should be in the BOTH position for take-off, lar.ding, and power-on naneuvers ihat involve prolonged slips or skids. Illring prolonged clim1: or cruise with the fuel selector in BOTH position, unequal fuel flow from each :ank may occur if the air- craft is out of trim directionally (;lip indicator ball not centered) or if the fuel tank caps are r.ot sealing properly. The resulting heaviness can be alleviatei gradually by turning the selectcr valve to :he tank in the heavy wing. To ensure a prompt engine n:start after rmming a fuel tank dry, switch the ft.el selector to the opposite tank at the first indication ::d fuel flow fluctuation or power loss. Then turn or. the auxiliary fuel pump and advance the mixture ccotrol to full rich. Afler power and steady :fuel flow are restored, turn off the aw:itiary fuel pump and lean the mixture, if desirable. Prior to landing, the fuel seleetor should be returned to the BOTH position. NOTE With low fuel (!/16th tanl or less) a prolonged powered steep descent :1000 feet or more) sllould be avoided witll more than 10~ flaps to prevent the possibility of fuel starvation resulting :rom un~overing the fuel tank outlets. H starvation shoo.ld occur 1 leveling tie nose and turning on the auxiliary fuel punp should restore engine power within 30 seconds. For fuel system servicing inf:.rmation, refer to Servicing Require- ments on thE inside back cover. 2-3 FUEL TANK SUMP QUICK-DRAIN VALVES. Each fttel ta* sump is equipped Vlith a iuel quick-drain valve to f>.-cili- tate draining and/or examination of: fuel for conttmination and grade. The valve extends through the l<twer surface of the wing just out:>eard of tiE cabin door. A sampler cup stored in the aircraft is m~ed to examine ne fuel. Insert the probe in the sampler et.tp into the center of the quick- drain valve and push. Fuel will drain fl'om the tank S\lmp i'lto the sam- pler cup until pressure on tfl€ valw< is released. ELECTRICAL SYSTEM. ELectrical energy is $Upplied by a 14-volt, direct-current system powered by an er.gi_ne-driven alternator (see figure 2.-3). The 12-v{llt battery is located aft of the rear cabin Wall. Power is supplied to aU electrical circuits through a split bus bar, one sJde cQfrt.aining electronic system circuits :md the other side having general electrical system ci:- cuits. Both sides of the bus are on at all times except whet: either an ex- ternal power source is connected or tbe starter switch is turned on; then a power contactor is automatlcally activated to open the circuit to the elec- tronic bus. Isolating the electronic clt>euits in this manner prevents: harmhl transien:: voltages :lrom damaging the transistors ir. the eleetr:mic equipnent. MASlER SWITCH. The master switch is a split-rocker type swftch labele£ MASTEn, and is ON in the ·1p position and OFF b the down position. The right half o:l the switci:, labeled BAT, contrala all electrical power to the air- plane. The left half, labeled ALT.• controls the alter.nat{lr. N:~rmally, b:th sides 0:: the mast€l" switch sllould be us~d simulta- neously; however, the BAT side nf the switch could be turned ON sepa- rately to Check equipment while on the gl"aund. The ALT side of the switch, when pla~ in the OFF position, removes the altenator frorn the electrical system. Witlt this switch in the OFF positioa the entire e1ectr~ea1 load is placed on the battery, ContinuOO operation with the alternator switcll OFF Will reduce battery power low enough to open the batter1 contactor, remove power from the alternator field. and prevEnt alternator restart. 2-4 ELECTRICAL SYSTEM SCHIIUTIC TO ..._., "EL" L_l----<o~<:w ~ ....... ....,,.. --~- owa-c:~ J • ·~~ "' MT HlO +-- ~ ~"OJ' ·- " <<KI>• "'"" """"' •., ....., • '"" ill-"'""' """""""o' ~~ "'"""'' """' "''"' a@ '~<c.;,, ...,...... ,"" Figure 2-3. ''""~' OWO-ro<T...C.. W......,t<;:J. """'' ",...u I"'H $TR<l&i i10HT!; )mTf ~ >0 <N<>I~~ •N$Ut1W~T CW5UO <0 NQ;o <><AO V.fHY s-.n;;~ <DO ;;tAO CONT'tO\ O!l.d uu.o ,.. ,,...,c..,;o~ ,~ )--ro UNti.. O <>a• ..OT<:)t WtN< nM S<S!f .. COtm.H/DOM< HQ"r> ,.,N,-..o,. swnc>< ~U'-'-'""~ ·~·· """'' CUj.M liGH! .. (W{C10CW 0<01 ~ ;o '~""' coo•o""~'O>t c• ~luO ... AI<OM<N< INN<-~T¢l(OMI TO SU..tl W~ONINO 'y'"" ~ ro """'""""'"".. ~lOUDI£>)0Pll ~ !0 U"'O (Ofl) U~Q )Ofll h-'»---to uno 10"' ~lOUOC>IOPlJ ·-· ')!I I' I ~I '~I ~111 1:' AMMETER. The ammeter indicates the flov of current, in amperes, from the alternator to lhe battery or from th:J battery to the aircrJt electrical sy~tem. When the engine is operating and the master switch is ON, the ammeter indicates the charging rat=- applied to the battery, In the event the alternator is not functioning or :he electrh:alload exceeds the output of lbe alternator, the ammeter indi::ates the battery discharge rate. OVER·VOLTAGE SENSOR AND WARNING LIGHT. The aircraft is equipped with a:t automati< over-voltage protection system consi!?ting of an over-voltage sensor behind the ir_strument pwel arui a red waning light, labeled HIGH VOLTAGE, near the ammete:-. In the event an over-voltage condition occ~trs, the over-voltage sen- sor automatically removes alternatar field current and shuts down tle alternator. The red wartling light will then turn on, indicating to the pikt that the alternator is: not ope>rating and tha aircraft battery is supply- ing all electrical pow-er. The over-voltage sensor may ~ reset by :urning the master switch off and back on again. If the warn~ light does not illuminate, normal alternator cha:-ging has resumed; however, if the light dres illuminate aga~n,_ a malfunction has occurred. and the flight should te terminat:!d as soon as practieal. The warning light may be testeC by momertarily turn.ng off the ALT portion of the master switch and leaving the BJ!.T portion turned on. CIRCUIT BREAKERS AND FUSES. Most of the electr-ica~ circuits in the aircraft are proJected by "push- to-reset" ciret.it breakers mounted on the right side of the instrument paneL Exceptions to this are the battery conta:;tor closing (external pow- er} circuit, clcck and optional flight hour recorder circuits which have fuses: mounted :;ear the battery. The landing g~ar circuit is protected by a push-pull tne circuit b:reaker on lle right side of the instrument panel, and the c1gar lighter has a manually r€set type circuit breaker mounted on t:ie back of the lighter .wcket When mort than one radio is installed, the radio transmitter relay (which is a part of the radio installation) is protected by tEe navigatioo lights circuit b:-eaker labiOled NAV UGHTS. It is importa~t to remember 2-6 tha: any malfunction in tke navigatioo lights system which causes the cir~t break€r to open vill de-acth•ate both the navigation lights ani the traasmitter relay. In this event, tke navigati<m light switch should be turned off to isolate the eircuit; the:t reset the circuit breaker to racti- yah the transmitter relay and permit its usage. Do not turn on the navi- gatlon lights switch until the malfur.ction has been corrected. LIGHTING EQUIPMENT. EX~ERlOR. LIGHTING. Conventional nav-igation lights are located on the wine; tips and bp of the rudder, landing and taxi lights are installed in the nose cap, at:d a flashing beaco1 is mmmted on top o1 the vertical fin. Optional lighting in- cludes a strobe light on each wing tip and two courtesy li!ihts, one under eaC3 wing, just outboard of the cabb door. Tte courtesy lights are op- era:::ed by a switch loeated on the left rear doo1 post. All exterior lights, except the courtesy lights, are cont-olled by rocker type switcbes oa the left switch and control panel. The switches are ON in thE up position and OFF in the down position, The llash:ng beacon should not be used wh~n flying through douds or overcast; the ilashing light reflected from water droplets or particles in the atmosphere, particularly at night, can proluce- vertigo and loss of orientation. The two bigh intensily strobe li~hts will e.hance anti -collision protec- tior:. Howeve:-, the lights should bE turned off when taxlhg in the vicinity of other aircraft, or during night flight througk clouds, fog or haze. INTERIOR LIGHTING. Instrumert and conhol panel lighting is provided by flood lighting, in- teg:-a.Illghting. and optional post an:i eleclrolu:n1nesC£nt Jghting. Two rheostat control knobs m the left svitch and control pane:, labeled :PANEL LKHTS and ENG-RADIO LIGHTS, control the intensity o: the instrument and control patJellighting. A slide-type switch on the left side of the over- heaj console, labeled PANEL LTS, is used to select either standarc flood 2·7 ~I lighting in the FLOOD position, optional post li_Jhting in the POST position, or a combination of post and flood lighting in the BOTH position. Switches a.'"ld controls on the lower part of the instrurr.ent panel may be lighted by optional eledroluminescent panels which do not require light bulbs for illum:nation. T:> operate t:Us lighting. turn on the NAV LIGHTS switch and adjust light intensity with the contra:. knob labeled PANEL LIGHTS- Electroh1mines~nt lighting is not affected by the selection of post or flood lighting. Instrument and control panel flood lighting oonsists of four red flood lights on the un:ierside of the anti-glare shield, and a singl.e red flood light in the forward part of the overh:md console. To use :Iood lighthg. place the PANEL LTS sehdor switcb. in the FlOOD position and adjust light intensity 'irith the PANEL LIGHTS rheostat control koob. The instrulllent panel may be eq_Upped with optional post lights which are :nounted at the edge of each instrument or ronl:rol and provide direct lightng. The Lghts are cr;>erated by placing the PANEL Lt"S selectOJ switch in the POST positioo and adjurting light intensity with the PANEL LIGHTS rhoostat control knob. By p:.acing the PANEL LT.S selector switch in the BOTH positia.n.. the post lights can be used in comb.imtion with the standard flood ligiling. The engine instrument cluster, radio equip:nent, and magnetic com- pass have integ.:-alligbting and operate independently of post or flood light- ing. The light :ntensity of these iten:s is controlled by the ENG-RADIO LIGETS rheostat control knob. A cabin dome light is located in lhe aft part of the overhead console, and is operated by a switch adjacent io the light. To turn the light on, mOVli: the switcl: to the right. The inatrunent panel eontrol pedestal. may ·Je equipped with an option- al co.lrtesy ligb::, mounted at its base, which illuminates the forward cabin floor area. This light is controlled by the courtesy light svttch on the left rear door post. An optional map light :nay be mounted on the bottom of the pilot's con- trol vheel. The light illuminates the lower portion of the cabin just for- ward of the pilot and is helpful when theck:ing maps and other flight data during night operations. To operate the light, first turn or. the NAV LrGHI'S switch; then adjust the map light's intemtty with the knurled diak type ::-heostat control located at the bcttom of thE control wlteel. ·-· LANDING GEAR SYSTEM. The retractable tric!cle landing gear is extended and retracted by hy- draulic actuators powered by an eledrically-driven hydraulic power pack. The power pack assemblJ is located aft of the :-ear baggage compartment wan. Mechanically-actuated wheel well doors are provided for the nose gear. They are open when the nose gear is down and closed when it is ret: acted. An over-center mechanical linkage provides a positiYe mechankal up and down lock for the no~e wheel. The main gear- utilizes hydraulic se- quence valve Cownloeks and hydraul:.c pressur~ for positive uplock. :Main gear uploek pressure .is maintained automatically by the ·power pack as- sembly. If pressure drlf,ls below tlat neeessa:y to retail: uplock pres- sure on the main gear, tll€ power ~ck will automatically compensate. Two position-indicator lights, mounted to the left of the stabilator trim control "'hef!I, indicate that the gear is either up or down and lGcked. Both the gear UP (amber} and gear DWN {gree:t) lights are the press-to- test type, inccrporating 4i.mming stutters for :light operation. As an ad- ditional rerninier that the gear is ~racted, a warning horn sounds inter- mittently wher.ever the tt.rottle is retarded below approxi:nately 12 inches manifold pressure (master switch oo.) with the gear up or not down and loeied. LANDING GEAR LEVElL The gear [ever, mmnted to the left of the engine con:rols, has :wo positions (up f:lr gear up, and down for gear down) which give a mechan- ical indication of landing gear position. From either position, the l~ver must be pullet out sllghtly to clear a. detent be:ore it can be repositioned; operaUon of tl:e landing gear system will not begin until t:1e lever has be-en repositioned. After the lever has baen repositioned, hydraulic pressure is cirected wi!hin the sy.Etem to achtate the ge<.r to the selected position. Til£ gear lever will remain in whict.ever position bas bee:t selected. During a normal cycle, the gear locks up :ll' down and the position in- dicator light c:nnes on injicating completion oi the cycle. Landing gear extension can be detectee by illumiration of the gear DW1f indicator light (green), a.bser.ce of a gear warning ~orn with be throttle retarded Mlow approximately 12 inches manifold pressure, alld visual inspection of the m.Un gear position. Indication of gear retracton is prov.ded by illumin- aticn of the gear UP (amber) light. Shoold a gear indieabr light faL to 2-9 II illurrinate, the light should be checlu:d for a bumed-out bulb by pressing to test. A burne<i-out bulb can be replaced in flight with tt.e bulb fron the r-emaining indicator light. A safety switch, actu.ated by the Mse gear, electrica.I.y prevents inad\<!rtent rehaction whenever the r.ose gear strut is corr.pressed by the weight of the ai:craft. Also, a switch type eirruit breaker is provickd as a maintenance safety feature. With the switth pulled rn..t, landing gear operation is prEvented. After maintmance is campleted, and prior t') flight, the switch should bF placed in the on poS:tion {push~d in). EMERGENCY l-AND PUMP. ':'he landing gear emezgency hanC pump is located on the floor between the fmnt seats <:nd is used to manually extend the gear in the event of hy- draulic pump failure. Whm not in use, the pump handle is retracted and stowEd beneath a. hinged cover marked with a placard outlir.ing emergency operation procedures. Re:er to Section ill for emergency operation oE the hand pump. CABIN HEATING, VENTILATING AND DEFROSTING SYSTEM. The temperature and volume of a:.rflow into the cabin can be regu:.ated to any degree d€sired by adjustment d a single CABIN HEAT knob and two CABIN AIR knol::s. When r;artial eabi:l heat is desired, ble:liiing warm and cold <dr will reSJJ.t in improved ventilation and reat distribrl:ion thrrn;;hout the cabin. I'ront cabin heat and v:ntilating air from tlw main heat and ventila- ting system is nuted throt:gh two mallifolds located forward of the rudder pedals to directionally-adjustable, on-off ventilaturs on the front cabb sidewalls. Rear cabin hea: and ail' is supplied ty ducts from both fro1.t cabin ventilators, one exte:uling down each side of the cabin to the for.vard doo~st:, then along the lo·.ver edge o:' the cabin door to an outlet near the aft eCge of the {bor. Airfbw from each outlet rnay be dire)ted through either of two lowered operlngs by rotating a kncb Dn top of the Dutlet. For maxill'lum rear cabin heating, close tnth front cabin ventilators. 2-10 Windshield defrost air is supplied from the left cabin manifold; t:.1ere- fore, the temperature of the defrosting air is the same as heated cabin air, A push-pllll control knob labelEd DEFROSTER regulates the volume of air to the wbdshield. Pttll the kmb out as necessary for defrosting. Four sepal'ately adJustable over1ead ventihtor-s supply individual air-; two are mounted in a console ab:we the pil(lt and co-p-Jot, and two opti(lnal individual ventila:ors may 00 mounted .n the rear cabin eeiling. Additional ground and flight ventilation is available through an open- able vent windcw in each cabin door. These wi:ldows can '3e opened <.-t speeds up to HO MPH by rotating the crank located below the window. SHOULDER HARNESSES. Shoulder larness:es are provided as standard equipment for the pilot and front seat passenger, and as optional for tre rear sea: passengers. Seat belts are standard ~ipment for all passe:1gers. E;;.ch front seat harmss is attached to a rear door post just above wim:ow line and is stowed behind a stowage sheath mounte:i above the cabin door. When stowing the harness, fold it and place it behind the sheath. The optional rea:- seat shoulder harnesses are attached ad- jace:d to the lover corners of the rear window. Each rea.- seat harn~ss is stowed behh.d a stowage sheath located abov~; the aft side window. To use the front and :-ear seat shoulder harnesses, fasten and adjust the seat belt fi:-st. Remove the harr_ess from be stowed position, and lengthen as required by pulling on the end of the harness aOO the narrow release strap. Snap the t-arness metal stud firmly into the retaining slot adjacent to the seat belt W.ckle. Then adjust h· length by pulling dov;n on the Tee end of the harness. A properly adjusted harntss will permit the occvpant to lean forv;ard enough to sit completely erect but is tight enough to pi"event excessive forward movement and cmtact with nbjects dur:.ng sudden deceleration. Also, the piloc will want the freedom to reach all con1rols easily. Releasing and removing the sho.tlder harness is accomplished by pull- ing ..>pward on :he narrow release strap, and removing the harness stud fron the slot i:t the seat belt buckle. In an em?rgency, the shoulder har- ness may be removed by releasing the seat bel~ first, and pulling the har- ness over the head by pulling up on ihe release strap. 2-11 INTEGRATED SEAT BELT /SHOULDER HARNESSES WITH INERTIA REELS. Optional integrated seat belt/shoulder harnesses witi. inertia reels are ava:lable for the pilot anC front seat passenger. The seal belt/shoulder harnesses extEnd from inertia reels located in the cabin ceiling t<J attach poir.ts inboard of the two front seats. A sepante seat belt bali and buckle is located ouib:)ard of the seats. Inertia reels allow complete freedom of bod:; movemen:. However, in the e?ent of a sudden decehration, t!By will lock up au:ornatically to protect the occupants. NOTE The inertia reels are located for maximum shoulder har- ness comfort and safe retention 11 the seat occuputts. This location rec_uires that the shoulder harnessEes cross near the top so t:m.t the right hand inertia reel serves the pilot and the left hand reel serves the front passmger. When fastening be harness, cheek to ensure the proper harness is being used. To uS£ the seat belt/shoulder harness, adjJSt the meial Wckle hllf on tlte harness up far enough to allov it to be drawn across the lap o1 the occrpant and ~ fastened into the outaoard seat belt bueklE. Adjust seat belt tension by pulling up ::m the shoulder harneas. To remove the seat belt/shoulder hl.rness, rclease the seat belt bu::kle and allow the inertia reel to draw tie harness to the inboard side of :he seat. STARTING ENGINE. In cold wect.her, the engine com?artrnent temperatw-e drops off ::-ap- idly following engine shutdown and the injector :10zzle lines remain marly full :rl fueL Cold weather starting p::-ocedures are therefel'€ relatively sim- ple with highly predictable results. However, ~n extreme~y hot weatler, engbe compartment temperatures irerease rapidly follow~ng engine shut- dowtl, and fue! in the lines will vaporize and eseape into the intake manifold. Hot weather starting procedures depend co:tSiderably on how socn 2-12 the r.ext engine start is atlempted. Within the f:rst 20 to 3G minutes alter shutcown, the fnel manifol:i is adequately primed and the e-npty injector nozzte lines will fill before the engine dies. However, after approxir.Iately 30 rr.inutes, the vaporized fuel in the manifold 'Kill have nearly dissipUed and some slight "priming" could be raquired to :'€fill the Mzzle Jines and keep the engine running af:er the intt.al start. Starting a l:ot engine is facilitated by advancing the mixture control promptly to 1/3 open when the engir.e fires, ar.d then smcothly to full rich as pqwer developes. Should the engine tend to die after starting, turn on awdliary fuel pump temporarily anc. adjust throttle as necessary to ~eep the ergine running. Weak inter:nittent firing follow& by puffs a: black smoke from the exha·1st stack indicate ove:--priming or flooding, In this event, turn off the auxiliary fuel pump, open the throttle from J2 to full open and con- throe cranking vith the mixture full lean, When the engine fires, smoothly adva.1.ce the mb:ture control to full rich and retard the thrdtle to desired idle speed. lf the engine is under:;::rimed {moat likely in cold weather with a cold engir.e) it will IDt fire at all, and add..tional priningwill bt necessary. After starting, if the oil pressur:'! gage does not begin to show pres- sure within 30 seconds in llie summertime and about twice that long in very cold weath:'!r, stop the engine and investigate. Lack af oil pressure can cause serio.u> engine Carnage. NOTE Additiooal details concer-ning cold weatlter starting and operation may be found unde.:- COLD WEATHER OPER- ATION paragraphs in this section. TAXIING. When taxi ins it is impor-tant that speed and use of brakes be held ::a a mid mum and that all cortrols be ut.lized {see taxiing diagram, figu:-e 2-4) to maintaindirectiona. control and balance. Taxiing over loose 1-13 I II1! TAXIING DIAGRAM COI:E WIND DIRECTION ' 2-14 NOTE Stnmg quar-lerillg tail winds requir~ caution. A vWd sudden bursts oi the ttt"Ottle and sharp br<.king when tiE airplane is in this attitule. U~ the steerab!e nose whee. and raddttr ;o miiintain direction. Figure 2-4. gravel •)r cinders should be done at tow engine speed to avoid abrasion and sto:1e damage to the propeller tips. BEFORE TAKE-OFF. WARM-UP. Since the eng..ne is closely cowled for efficient in-flight engine cool- ing, precautions !lhould be W!:en to avo:d overheating during prolonged engine operation on the grou."\d. Also, long periods of idling at low RPM may cause fouled spark plug3. If the e:lgine accelerates smoothly, the airplar..e is ready for take-off. MAGNETO CHECK. The magneto check shrn...ld be madE at 1800 R?M as follcws: Move the ignition switch first to R p06i.tion, and note RPM. Next move switch back to BOTH to clear the other set of plugs. Then mc•ve switch to L positicc, note RPM and return the sw~teh to the BOTH position. The :tPM drop should not exceed 150 RPM ::m either magneto or show greater than 50 RPM differential between magnetos. A smooth drop off past normal is usually a sign of a too lean or too rich mixture. ;I there is a doubt con- cerning operatior. of the ignition systen, RPM checks at a leaner mixture setting or at higher engine ~peeds will usually cODfi.rn< whether a deficiency exists A-1. absence of RPM drop may be an indicatio:l of faulty srounding of one siie -of the ignition sy.sbm or shocl.d be cause for suspicion that the magneto timing 13 set in advance of the setting sr;ecified. ALTEIINATOR CHECK. Prlor to fllg.tts where verificatim: of proper alternator and voltage reg- ulator ope-ration ls essential {such as Aight or instrument flights), a pcsitive verifieation can be made by loading the electrical system momentarily (3 to 5 secc.nds) with th.e landing light or by operating ihe wing flaps during the engine runup (1800 RPM). The ammeter will renain within a needle width of zero if the alternator and voltage regulator are operating properly. 2-15 TAKE-OFF. POWER CHECK. Jt is importmt to che<k full-throttle engine operation early in the ta.ke~o[f run. Any signs of rough engine operatbn or sluggish engine ac- celeration are good cause :or discontnuing the take-off. The auxillary fuel pump is norm<..lly off dur.ng take-oLs. Howevar, if there is evidence of fuel vapor, as indicated cy fluctuation of the fuel flow mdicator needle, or rough engine operation, the pum:t,: slnlld be turned on. It is not necessary to readjust the mixture control when o;J- erati:lg with the auxiliary :luel pump brned on because the mixture is only sligh;ly enriche:led. ?ull-thrott]e runups over loose gravel are especially Jtarmful to :;~re peller tips. Wl:en take-o-fis must be made over a gravel sarface, it i3 very important that the throttle be advanced slowly. This illows the air- planE to start rolling before bigh RPM is develo;>ed, and Ue gravel will be bbwn back of the propeller rather than pulled into it, When unavoid- able small denta appear in the propeller blades, they should be eorr-eded immediately as described i.n Section V under propeller care. Prior to take-off from short fields above 3(00 feet elevation, the mixhlre should 3e leaned in aceordan=e with the maximum power fuel flow ?laeard lo£ated on the> instrumed panel cortr-ol pedestal. AftE'r full thrflttle is applied, adj~st the thr'lttle frictioo lock clO<kwise to prevent the throttle from creeping back from a maximum power position. Sim[ar friction lock adjustments shoold be made as required in other flight cond:tions to maintain a fi:<:ed throttlo& setting. WING FLAP SETTINGS. Take-offs are accomflished witt the wing flaps set in the 0"' to 1D<> position. The preferred flap setting for normal take-off is 10°. This flap setting (in comparison to flaps up} produces an approrlmately 15% sho.rler ground run and total take-off distance over an obstacle. In aidi- tion, it provides easier lilt-off 3Jld increased visibility over the nose in the initial climb-out. Flap settinss of greater than 10° are not recommendei at any tine for bke-off. 2-16 lANDING G£AR RETRACTION. Si:lce the landing gear swings downward approximately nne foot as it starts the retraction cycle, retraction should be ~;voided untJ. well clear of the rWlway and after a positive clim':> is established. This is especiilly important when a:tempting a short field take-off, where a premature lift- oH might result in the airplane settling back onto the ground, On long run- ways fue landing gear retraction can be delayed until reaching the point over the runway wherE a Wheels-iown forcei landing on that rUID\ay would~ impraetical. ~fore retracting the landing gear, the brakes should re applied mo- mentarily to stop wheel rotation. Centrifugal force caused Yj the rapiily spinning wheel e::pands the :liameter of the tire. H there is an accumda- tion of mud or ice in the wheel wells, llie rotating- wheel may rub as it is retra{ted into tht\ wheel well. PERFORMANCE CHARTS. Consult the Take-off Data chart in Section VI for take-olf distances wl.th 10" flaps under varioUll gross weight, altitude, headwind. tempen.- ture, and runway surface conditions. CROSSWIND TAKE-OFFS. Take-offs into strong Cl."osswinds normally are perforn:ed with thE m1nirrum flap setting neeeasary for the field leJlilth to minimize the drift angle immediate:y after take-off. ThE- airplane is accelerated to a spEed slight:y higher than normal and then pulled off abruptly to prevent po~sible settling back to the runway while drift_ng. When clear of the ground, :nake a coordinated turn into the w"ind to cal'J'(!ct for drift. EN ROUTE CLIMB. Normal clinbs are pe?formed at 100 to 120 MPH with :.anding gear and flaps retracted and reduced power (dcwn to 25 inches of manifold pressure and 2500 RPM) lor increased passenger comfort due to low~r noise level. The mixture may be left full rich as loog as the engine is stnootb. Fer optin:um power with 25 inches manifold pressure and 250() RPM, set the mixtLre to 13 GPH. With :un throttle and 2500 :!:PM, set the mixture to 2 GY:I less than shown in !be maxi.mmn power nixture pla<:ard. Max:mum rate of climb is achieved vith full throttle and 2100 RPM a: speeds ranging 2-17 from 95 MPH at sea level to 91 MPH at 10, 000 £eet. The mixture should be leaned for a:.titude in a::eordance with the mrodmum power fuel flow pla- card. If an enroute obstacle dictates the use of a steep clim'> angle, all nb- stac~e clearance speed of 80 MPH stould be used with landing gear a1d flaps retracted and full th--ottle at aL altitudes. CRUISE. Normal cruising is performed between 55% and 75% power. The cor- respJnding power settings and fuel ctmsumption for various altitudes can be determined by using ywr Cessna Power Computer or t.he Operaticnal Data in Section VI. NUI'E Cruising should be done at f.s% to 75% power unu: a total of 50 hours has accumulated or oil consumption has sta- bilize<!. This is to ensure proper seating of the xings and is app:icable to new engines. and engii.es in service follow- ing cy:inder repla.cement or top overhaul of one or more cylinders. The Cruise Performa..1.ce table s.1own below illustrate! the true air- speel and miles per gallOJl during cruise for va..'"ious altitudes and pe:-cent CRUISE PERFORMANCE 75% POWER 65% POWER 35% POWER ALTITUDE TAS MPG TA.S MPG TAS MPG Sea Level 160 14.8 150 16.0 140 17,3 ~500 Feet 165 15.3 155 16.5 l45 17,9 "iOOO Feet 170 15. '1 160 17.0 149 18.4 Standard Conditions Zero WiLd 2-18 powers. This table should be used as a guide, along with ti:e available winds aloft infor:nation, to determine the most favorable aliitude and power setting for a given trip. The sdection of eruise altibde on the basis of the most favorable wind conditions and the use of lc·w power settill55 are significant factors that sb:.mld be cor.sidered on every trip to reduce fuel COI18'lmption. For reduced noise levels, it is desirable to select the lowest RPJv. in the green arc ra::tge for a g:.ven percent power that will proUde smootl: engine operation. The cow: flaps should be opened, if neces;sary, t() mainbin the cylinder head :emperatu:re at approximately th:-ee-fourlh~ of the normal oparating razge (green s.rc). Cruise performance data in this nanual and on the power computer is based on an exte!lded range mixture setting which is approX:mately one- half gallon per h:nr less ttan the best power mixture setting. This ex- tended range mixture settir.g results iJ. a one MPH speed loss and an aver- age ircrease of :o% ill rarli!e when coopared. to a best power mixture settin~. For best fuel economy at 7 5% power or less, the engine may be op- erated at one-half gallon per hour 1-ener than sh:lWn in this manual and on thE power conputer. This will result in apprJXimately 1::% greater range than shown in the cn:ise tables :1 this :rn.amal accompanied by a?- proximately 2 MPH decrease in speed. The fuel injection system used on this engine is considered to be non- icing. In the event the main intake fil:er becomes blocked, an alterna~e intake valve opens automalit:ally, Bupplying ulli'U:cred air from the loll"er engine compartment and resulting in a 5% power loss at full throttle. lEANING WITH A CESSNA ECONOMY MiXTURE INDICATOR (EGT). Exhaust gas temperature (EGT} as shown on the optionEl Cessna Eeoncmy Mixtur" Indicator may be used as an aid for mixture leaning in cruising flight at 75% power or less. To adjust the mixhre, using this indicator, lean to estaltli.sh tbe peak EGT as a reference point and then enrichen the mixture l:y a desired increment based on rhe table on the following ;mge. As noted in :his table, operation at peak EG:' provides best fuel economy. This results in approximately 4% greo.ter range :ban shown 2-19 MIXTURE £XHAUST GAS RANGE INCREASE DESCRIPTION TEMPERATURE FROM BEST POWER BEST POWER Peak EGT Minu~ 0% 100° F (EnrlcheL} ~ENDED RANGE Peak EGT Minu& (Owner's Mmual and 25 o F (Enrichen) 10% Cc.mputer Performance~ ' BEST ECONOMY P~EGT 14% in the cruise tables of th:s manual accompanied by approximately 2 MPH deaease in speed. When lear.ing the mUture, undEr some conditions, engine roughness may occur bebre peak EGT is reactled. In this case, use the EGT ,:or- responding to the onset of roughness as the reference pobt instead nf peak EGT. Any change in altitude cr power will require a recheck of the EGT indicatiou. STALLS. The stall characteristics are conventional and aural ·.varning is pro- vided by a stall warning horn which sounds between 5 and 10 MPH above the stall in all configurations. Power-off stall speeds at maxiJnum gross: weight and aft e.g. pJsi- tion are presented on pa~e 5-2 as calibrated airspeeds sinee indicaUd airspeeds are WU"eli.able near the stall. BEFORE LANDING. The landing gear is normaHy extended befflt"e enterirg the traffic pat- ten. This practice will allow more time to confirm that the landing gear is C.-own and lozked, As a further precaution, the landing gear may 'Je left extended in go-around procedures oc traffic patterns for :ouch-and-fo landings, 2·23 Landing gear extension can be detEcted by illumination cf the gear DWN iadicator light (green). absence of a gear warning horn with the throttle retarded below approximately ~2 inches of manifold ;treasure, and visual inspection of the :nain gear position. LANDING. Normal tandi.Ig approac'les can be made with power on or power off at speeds of SO to 9Q MPH w_th flaps up and 70 to 30 MPH wi:h flaps down. Surface winds and ail' turbulence are usually the prirr_ary factors in detet>mining the most cOI'Diortable awroach speeds. Slips are per- mitted with any desired Hap setting. Actual toucidown should be made with pcwer off and on the main wheels fu"st. The nose wheel should be lowere:l smoothly to the runway as speed is dimin.shed. Ft:.ll down st:Wilator {control wheel positioned full forward) should :rot be used during the ground rcll. This raduces the weight on the main wheels which causes poor braking and increases be possibility of slldillg the tires. SHOR1 FIELD UNDINGS. For a maxin:um perfor:nance shoit field la.ndng in smoJth air con:ii- tions, make an approach at 70 MPH with full flaps using eno..~gh power :o control the glide path. (Slightly highei approach :speeds sho.lld be usee m1der turbulent air conditions.) After all appro~h obstacles are cleared, progressively reduce power and ma1ntain 70 MPil by )uwerLng the no.se oi the airplane. Touchdown should be rru.de with pover-off anc on the main wheels first. Immediately after touchdown, lower the nose wheel and ap- ply heavy braking as required. For maximum brake effectiveness, retract the flaps, hold the control vheel full back, and apply ma....-:tmum brake pres- sure vithout sliding the tires. CROSSWIND LANDINGS. When landing in a strong crosswin:l. use the minimum flap setting re- quired for the field length. Although the crab or combination method c~ drift correction may be used, the wing-low method gives the best contJol. Alter :ouchdown, hold a straight course with the steerable nose wheel and occasional braking if necessary. T:re m.axlmu::n allowable crosswind velocity is dependent upon pilot 2-21 capability rather than air.:>lane limitations. With average pilot techllique, direct crosswinds of 15 knots can bE handled wtfh safety. BAlKED lANDING. In a balked landing (go-around) tolimb, apply full throttle and 2700 RPM: smoothly, and reduce wing flaps promptly to 20". Upon reaching an airspeed of approximately 75 MPH, flaps sb;ruld be skwly retracted to the full up ]DSition. If ob8tacl£"s are immBdtately ahead during the go-aro.md, the landing gea:- should be left down and the wing flaps shwld be left 1t 20" until ob- .stades are creared. At :'ield elevations above 3000 feet, the mixturO! sho1.ld be leaned for ma:c.mum power. COLD WE-.THER OPERATION. SURTING. Prior to starting on :t cold mor:rlng, it is :tdvisable b pull the pro- peller through several times by han:l to "breal! loose" or "limber" be oil, thus conserving battery energy. NOTE When pulling th€ propeller through by band, treat it as if the iprition switch is turned on, A loose or broken ground wire on either magneto could cause tl:te engine tc fire. In Extrem-ely cold (O"F and lower) \\eather, the use of an external pre- heater and an external pc,wer source are reeommended wh.enever possible to (•btain positive starting and to reduce wear and abuse b the engine and the electrical system. Pre- heat will thaw the oil trappe<: in the oil oooler, which probably will be ccngealed prior to starling in extr~mely cold tem- peratures. When using an external power souree, the position of th~ mas- ter switch is Important. Refer to ~ction VTI, paragraph Ground Service Pl~ Receptacle, for operating details. Cold weather startiq; procedures are the same as the normal starting procedures in Section 1. Use caution to preve:rt inadvertent forward move- me'lt of the ai.."Plane during starting when parked on snow or ice. 2-22 NOTE H the en&ine does not start during the first few attempts, or if engine firing diminishes :n strength, it is probable that the spark plugs have been frosted over. Prehea.t must be .lSed before another s::art is atte:npted. Du-ing <'old weather operations, oo indication will be apparent on the oil terr_perature gage prior tJ take-off if outside a.r tempera~ures are very cold. After a suitable warm-up period (2 to 5 minutes :rt 1000 RPM), aecele:-ate the engine several times to :righer engine RPM. If the engine accele:ates smoothly and the oil presS'U'e remains normal aid steady, the airplane is ready for take-off. STATIC PRESSURE AlTERNATE SOURCE VALVE. Astatic pressure alternate source valve is installed in :he left side of the instrument panel for use when the external static source is mal- functicning. This valve sup;1lies static pressure :rom inSida the rear fuselage instead of the external static ports. An ~xternal condensate drain, located in the alternate source line under ihe pilot's floorboard, is provided for periodic draining of an;r moisture accumulation. If erroneous instrument readings are suspeded due to water or ice in the pressure Lnes going to the stan.C.ard external static pressure source, the alternate static souree >alve should be pulled on. Pressures within the raar fuselage will vary with open cabin ventila- tors and vent windows. Wifu the wiru:kws closed, the most a.dverse vent configuration results in minor airspeed and altimeter variations of less than 5 MPH and SO feet, respecti\.cely. However, opening the vent win- dows :nay result in large euors (depending on th: sealing e:ffectivenes; of the baggage c\ll'tain) which increase with incre;uoing airs}:eed. For example, at the placarded maximum window oper_ speed 'lf 120 MPH, the airspred indicator and altimeter may :-ead loW b)· as much as 12 MPH rnd 90 feEt, respectively. To avoid the possibility o:' large errors, the win- dows should not be open w!Bn using th~ alternate static source. HOl WEATHER OPERATION. 'Ihe general warm tem;>erature starting information on page 2-12 is appropriate. Avoid prolonged engine ~ration en the ground. 1:-23 NOISE ABATEMENT. Increased emphasis on improving the quality of our environment re- quires renewed effort on :he part of all pilots b> minimize the effect ;;f aircraft noise on the pubLc. We, as pilots, can demonstrate our concern for environmental im- prorement, by application of the following suggested prDcedurcs, and thereby tend tc build publlc support :or aviatioa: 2-2< {1) Pilots operating aircraft wxler VFR o·;er outdoor assembliu of persons, recreational and park areas, and other mise-sensitive areas shmlld make every effort to fly not lass than 2, 000 feet abJve the surfac;>,, weather permitting, even though flight a: a lower level may be consistent wi:h the provisions of government regulations. (2) During departure from or approach to an airport. climb after take-off aJld descent for laruiing should be made so as to avoid p:-o- longed flight at low altitude near noise-ser.sitive areas. NOTE The above recommended procedures Co not appl) where they vould conflict with Aix Traffic Control clearances or instructions, or where, in the pilol's judgmert, an altitude of less tban 2. 000 feet is necEssary for lllm to adeqm.tely exercise his duty to see an:i avoid other air- craft. - SectinH Ill EMERGENCY PROCEDURES Emergencies caused by aircraft or engine mi.lfunetions are extren:.e- ly rare if proper pre-flight inspeetions and maintenance are practiced. Enroute weather emergencies can be minimized cr eliminated by careful flight planning am good judgement when unexpected weather is encountered. However, should an emergency arise the basic guidelines described in this section should be consid€red and applied as necessary to correct the prob- lem. ENGINE FAILURE. EN GUt£ FAILUtE AFTER TAKE-OFF. Prompt lowering ai the nose to maintain airspeed and eatablish a glide attitude is lhe first response to an engine f3i1ure after take-off. In moot cases, the landing should be planned stnlight ahead with only small changes in direction to avoid obstructions. Altitude and airsp~Wj are sddom suf:f:l_eient to execcute a 180' gliding turn necessary to return to the runway. ':'he {ollowi:lg proeedu:-es assume that adeqt:ate time exists to secure the fuel and ignition systems prior to tooch:lown. (1) Airspeed-- 60 MPH (flaps UP). 75 MPH (flaps OOWN). (:} Mixture -- IDLE CUT-OFF. (3} Fuel Selector Valve -- OFF. (4} Ignition SWitch-- ::>FF. (5) Wing Flaps-- AS REQUIRE[· (30~ recommended). {6) Master Switch-- OFF. ENGINE FAILUIU DURING fLIGHl. While glidin~ toward a suitable la;Kiing area, an effort should be made 3-1 NOISE ABATEMENT. Increased emphasis on improving the quality of our environment re- quires renewed effort on :he part of all pilots b> minimize the effect ;;f aircraft noise on the pubLc. We, as pilots, can demonstrate our concern for environmental im- prorement, by application of the following suggested prDcedurcs, and thereby tend tc build publlc support :or aviatioa: 2-2< {1) Pilots operating aircraft wxler VFR o·;er outdoor assembliu of persons, recreational and park areas, and other mise-sensitive areas shmlld make every effort to fly not lass than 2, 000 feet abJve the surfac;>,, weather permitting, even though flight a: a lower level may be consistent wi:h the provisions of government regulations. (2) During departure from or approach to an airport. climb after take-off aJld descent for laruiing should be made so as to avoid p:-o- longed flight at low altitude near noise-ser.sitive areas. NOTE The above recommended procedures Co not appl) where they vould conflict with Aix Traffic Control clearances or instructions, or where, in the pilol's judgmert, an altitude of less tban 2. 000 feet is necEssary for lllm to adeqm.tely exercise his duty to see an:i avoid other air- craft. - SectinH Ill EMERGENCY PROCEDURES Emergencies caused by aircraft or engine mi.lfunetions are extren:.e- ly rare if proper pre-flight inspeetions and maintenance are practiced. Enroute weather emergencies can be minimized cr eliminated by careful flight planning am good judgement when unexpected weather is encountered. However, should an emergency arise the basic guidelines described in this section should be consid€red and applied as necessary to correct the prob- lem. ENGINE FAILURE. EN GUt£ FAILUtE AFTER TAKE-OFF. Prompt lowering ai the nose to maintain airspeed and eatablish a glide attitude is lhe first response to an engine f3i1ure after take-off. In moot cases, the landing should be planned stnlight ahead with only small changes in direction to avoid obstructions. Altitude and airsp~Wj are sddom suf:f:l_eient to execcute a 180' gliding turn necessary to return to the runway. ':'he {ollowi:lg proeedu:-es assume that adeqt:ate time exists to secure the fuel and ignition systems prior to tooch:lown. (1) Airspeed-- 60 MPH (flaps UP). 75 MPH (flaps OOWN). (:} Mixture -- IDLE CUT-OFF. (3} Fuel Selector Valve -- OFF. (4} Ignition SWitch-- ::>FF. (5) Wing Flaps-- AS REQUIRE[· (30~ recommended). {6) Master Switch-- OFF. ENGINE FAILUIU DURING fLIGHl. While glidin~ toward a suitable la;Kiing area, an effort should be made 3-1 to identify the cause of the failure. Jf time permits, and an engine restart is feasible, proceed as follows: )) Airspeed -- 85 MPH. :2) Fuel Selector Valve -- Bar!i. :3) Mixture -- RICH. :4) Auxiliary Fuel Pump-- ON. :s) lgnitioo Switch-- BOTH (or START if ,?ropeHer i; not windnill- tng). If the engine cannot be re~rted, a forced landing withoo.t power murt be executed. A Ncommended proeedure for this is given in tile followii.g paragraph. FORCED LANDINGS. EMERGENCY LANDING WITHOUT ENGINE POWER. lf all attempts to restart the engine fail and a forced landing is i:nmi- nent, select a suitable field and prepare for the landing as follows: {1) Airspeed-- 85 MPH (flaps UP). 75 MPH (flaps DOWN). {2) Mixture -- IDLE CUT-OFF. (3) Fuel ~lector Valve-- OFF. (4) Ignition Switch -- OFF. (5) I..anding Gear-- DOWN (UF if terrain is rough or soft). (6) Wing Flaps -- AS REQUIRED {30° recommended;. (7) Master Switch -- OFF. {8) Doors-- UNLA'ICH PRIOR TO TOUCHDOWN. (9) Toucbdown --SLIGHTLY TAIL LOW. (10) Brakes-- APPLY HEAVILY. PRECAUTIONIIRY lANDING WITH ENGINE POWER. Before attempting an "off a~rport" landing, one should drag the landing area at a safe but low altitude to insped the terra!n for obstruc- tiom and surface conditions, proceeding as fol~ows: (1) Drag :wer selected field wi:h flaps 20" and 75 MPH airspeed, 3-2 not:.ng the prC:erred arm- for touchdown for t~ next lancfng approach. Then retract flaps upon :reaching a oafe altitude and airspeed. {2) Radio, Electrical SVitebes --OFF. (3) Landing Gear -- DOWN (UP if :errain is rough or scft). ( 4} Wing Flaps -- 30 o ( oo final am·roa.ch). (5) Airspeed-- 75 MPF. {6) Z..iaster Svil:ch -- OJ'F. (7) Doors --UNLATCH PRIOR TG TOUCHDOWN. (8) Touchdown-- SLIGHTLY TAIL LOW. {9} Ignition SWitch-- OFF. {10) Brakes-- APPLY HEAVILY. DITCHING. Prepare for ditching by securing m jettisoni115 heavy objects locate:l in the taggage arEa, and collect folded :':oats or cushions for protection of occupant's face at touchdown. Transmit Mayday nessage on 121. 5 MH:;; giving location and intentions. (1) Plan app:-oach into vind if winds are high and seas are heavy. With heavy swells and light wind, b.nd parallEl to swells. (2) Approach with landing gear retracted, flaps 30" • ani sufficient power for a 300ft. /min. rate of dE<scent at 7(• MPH. {3) Unlatch the cabin doors. (4) Maintain a continucrm descent until touchdown in level attitude. Avoid a landbg flare be::ause of dEficulty in jJ.dgi.ng aircraft height ovar a water surface. (5: Place folded coot or cushion ill front of f<.ce at time of tcuchdOYn. (6: Evacuat-e aircraft through cabin doors. lf necessar,', open vent window to flo::xi cabin ccmpartmeni for equallidng preSSllre so that door can be <:pened. (7:· Inflate life vests ani raft (if amilable) af:er evacuation oi eabh. Tl:.e aircraft cannot be c.epended or. for flotatbn for mora than a few rn:.nutes. FIRES. ENGtNE FlRE IN FliGHT. Although eng:ne fires are extreme:.y rare in flight, the following steps should be taken i1 one is encountered: (1) Mixture-- IDLE CUT-OFF. l-3 ;2) Fuel Selector Valve -- OFF. )) Mastel' SWitch-- OFF. :4) cabin Beat and A.r --OFF :except overhead vents). ;s) Airspeed -- 100 to 120 MPH. If fire is not extinguished, increase ~tide speed to find an airspeed which will pr-ovide an bcombustible mixture. Exe(ute a forced la.nding us outlined in precedil:g paragrafhS. ELECTRICAl FlU IN FLIGHT. The initial indication lf an electrical fire is usually the odor of turn- ing insulation. The following proced'.lre should then be used: J) Master Switch-- OFF. ·:2) All other switche; (except iplltion switch)-- OFF. :3) Vents/Cabin Air/Heat-- CLOSED. :4) Fire EXtinguisher -- ACTIVATE {if amiable), :I fire appe1rs out and electrical power is r.eceasary for continuance of flight: 15} Master Switch-- ON. 1_6) Circuit Breakers-- CHECK for faulty circuit, do not reset. 1'1; Radio/Electrical Switches -· ON one a1 a time, with delay after each until ~hort circuit is locali2ed. 18) Vents/Cabin Air/Heat-- OFEN when i1 is ascertained that Iire :s completEly extinguished. DISORIENTA Tl ON IN CLOUDS. ln the even1 of a vacut:m system failure during flight it marginal weather, the directional gyro and gyzo horizon will be disabled, and the pilot will have b rely on the turn coocdinator o.r the turn and bank indl- eatOl if be inadTertently flies into clcuds. The :allowing instructions assume that only the electricaliy-powered turn roordinatot or the tun and l:ank indicator is operative, and that the pilot is not completely pro- ficient in partial panel instrument flying. 3-4 EXECUFING A 180" TURN IN CLOUDS. Upon enterins the cloud;, an immediate plan should be made to tum back as follows: (11 Note the time of the minute band and obs:!rve the pc:gition of the s?eep second band on the clock. (2:1 When the b'weep second band bdicates the neare-5t tall-minute in.tiate a staadard rate left turn, holding the turn coord:nator sym- bdi~ aircraf: wing oppcsite the lower-left index mark fer 60 seconds. Then roll back to level :ught by leveling the miniature aircraft. (3: Check a!curacy of lhe turn by observing :he compru:s heading wtich should be the reciprocal of the original heading. (4: If necessary, adjust heading primarily with skidding motions rather than r:>lling motions so that the compass will rea:! more accurately. ( 5:· Maintain altitude ar_d airspeed by cautious application of stabilltor control. A V£·id over controlling by keeping the hands off the control wheel and stEering only with rudder. EMERGENCY LEl-DOWNS THROUGt- ClOUDS. If possible, obtain radio clearance for an emergency descent through clouds. To guard against a spiral dive, choose a'l easterly or westerlJ hea.din;: to minim:.ze compass card swi.Igs due to :!banging bank angles. In additicn, keep ha:Jds off the control wheel and steer a straig.'lt eourse ·with rudder control by monitortJ15 the turn coordinator. Occasionally check the compass heading and make lDinor corrections to hold an app::-oxi.mate course. Before descending into the clwds~ set u~ a stabilized let-dOW:l condition as follcms: (11 Extend landing gear. {2f Reduce power to set up a 500 :o 800 ft./min. rate ci descent. (31 Apply fuJ. rich mix:ure. (4t Adjust the stabilatcr and rudder trim coatrol wheels for a stabil- izad descent at 90 MPH. {5) Keep hallds off the ::ontrol wheel. (6i Monitor turn coordinator and make corrections by rudder alone. (71 Adjust r-tdder trim to relieve unbalanced rudder force, if pre9ent. (8) Check t.rend of compass card movement and make cautious cor- rections witt rudder to stop the turn. (9i Upon breaking out of clouds resume nornal cruisin_s flight. ,_ 5 RECjVERY FROM A SfiRAL DIY£. If a spirai-JE encountered, proce€<1 as follcws: (1) Close the throttle. {2) stop the turn by using coordnated aileron and rudder contrcl to align the symbolic ai:-craft in the turn coordl.nator with the horizon reference line. (3) Cautiously apply stabilator back press.1re to slowly reduce llie indicated airspeed to 90 MPH. (4) Adjust the stabihtor trim control to n:aintain a SJ MPH glide. (5) Keep hands off tle control wheel, using rudder centro! to hcld a straight bE-ading. Use rudder trtm to reli~:ve unbalanced rudder force. if present. (6) Clear engine occasionally~ but a'\'Uid using enough power to 1is- turb the trimmed gllc.e. (7) Upon breaking oct of clouds. resume rormal cruising flight, SPINS. Intentional spins are prohibited ln this airplane. Sh.o1lld an ina<h-ertent spin occur, the following recovery technique may be used. {1) Retard throttle b idle position. (2) Apply full ruddel' oppOSite to the direction of rotttion. (3) After one-fourth turn, move the contr->1 wheel fo:ward of nwtral in a brisk motion. {4} As ror.ation stops, neutralize rudder. and make a smooth recovery from the resulting dhte. FLIGHT IN ICING CONDITIONS. Althoogh flying in known icing conditions is prohibited, an unex}:ec~ed icing encounte:- should be handled ru: follows: 3-6 (1) Turn pitot heat ewitch ON {if installed}. (2) Turn back or cba.nge altitm.e to obtain an outside air tempe:-ature that is less conducive to icing. (3) Pull left cabin air, heater md defroster control Knobs full out to obtain wirrlshield defroster airflow. (4) Increase RPM to minimize ice build-up :m propeller blades. {~} Plan a lmding at the nearest Urport. With an extremely rapid iee l:uild-up, select a euitable "off airport" landing site. (f·) With an ice accumulation of me-quarter inch or more on the ving leading edgest be prepared for significantly hlgher stall speed. ('i) Extend wing flaps 10" with lee accumulations of one inch or less. With heavier ice accurr.ulations, approach wJth flaps retracted to en- S'J.re adequate stabilatu- effectiveness in the approach and landing. {&) Perform a landing approach 1:.5ing a forvard slip, :l! neceaaarf, for improved visibility, (9} Approach at 85 to '15 MPH, depending upon the amrunt of ice ac- c.Imulation. (10) Perforn a landing in level at:itude. ROUGH ENGINE OPERATION OR lOSS OF POWER. SPARK PlUG FOUUNG. A slight enp!le roughness in flight may be caused by one or more spark plugs becoming fouled by carboo or lead deposits. 'Ihis may be veriLed by turn:.ng the ignllion switch momentarily from BOTH to eitter L orR position. An obviooJS power !(ISS in single ignition o;peration ie eVidence of spal'k plug or ln3.gneto trouble. Aswming that spark plugs are be more likely cause, lean the mixture to he normal :ean setting for cruising flight. If the problem does aot clear up in severa: minutes. de- termine if a richer mixture setting w.ll produce smoother operation. If not, proceed to the neare-s: airport -fer repairs \!Sing th-e BOTH position of the. ignition switch unle~s extreme roughness dictates ths use ot: a single ignition }:OSition. MAGNETO MALFUNCTION. A sudden engine rooghness or misfiring is usually -eVidence of mag- neto problems. Switching from BOT3: to either L or R ignition switch position will identify which magneto is malfunctioning. Select differelli: power settings a.nd enrichen the mixture to dete:-mine if continued opu-a- tion :m BOTH n:agnetos is practicable. If not, switch to the good magneto and proceed to the nearest airport for repairs. LOW OIL PRESSURE. If low oil p:-essure is accompanied by nornal oil temperature, tl:ere 3-7 is a possibility that the oil pressure gage or re:.ief valve is malfunctioning, or a leak has d;weloped in the oil liiB from the engine to t:re oil preswre gage transducer on the firewall. A leak in this line is not necessarily cause for an immediate precautiona:cy landing tecause an orifice in the line will prevent a sudden loss of oil from the engine sum~. Low eleetri- cal system voltage will also cause low- oil pressure gage readings. This can ~e verified by chEckiQS: the condition of the electrical system and the indi&aticm5 of be other gages in the engine inst:11ment cluster. As elec- tric<-1 system voltage to the instrument cluster drops, all gage readillgS wiH drop proportionally. In the event of a suspected medanical or dec- tric.<..l malfunct.on, land aa soon as practical to properly identify and cor- rect the problen. If a total loss of oil pressure is accompanhd by a ris~ in oil temper- ature, there is good reasQil to suspect an engim failure is imminent. Re- duct; engine pov€r immediat€ly and select a suitable forcai landing r-.eld. Leave the engi.ll.e running at low power during tile approach, using orl.y the minimum power required to reach tl:e desired touchdown spot. LANDING GEAR MALFUNCTION PROCEDURES. In the evert of possible landing gear retradion or extension malfunc- tions, there are several general che:S:s that shJUJ.d be made prior to initi- ating the steps outlined in the following paragraphs. In analyzi.t:g a landing gear malfmction. first ch€ck that the master switch is ON aud the LDG GEAR and UEA.R lN£ eircuit breakers are in; resft if necesSI.ry. Also, check bot.1. landing g~r positio:1 indicator lights for operation by "pressing-tD-test" the light un:.ts and rotating them a.t the same time to check for QJ:en dimmi115 shutlers. A burned-out bulb can be replaced in fli.Ehl by using the bulb from the remaining gear position indi- cator light. RETlACTION MALfUNCfiONS. If the lancDng gear fails to retra:t normally~ or an intermittent (;ear UP lndi.cator light is present, check the gear UP indicator llglrt for proper operation and attempt to Jecycle the landing gea. Place the landing gear lever in the DWN position. Repositi:m the gear lever in the UP position for another retraction attempt. If tJ:e gear UP indicator l:.ght still fails to illuminate, an immediate landing is not neces&.ry. The f:.ight may con- tinue to an ai!'}:ort having maintenanee facilities if, after the gear ha.s: been 3-S apparently retracted, erui~e speed appears nor:mal with no abnormal buf- feting. and the :t.nding gea:r motor is not running. Howevei, if the gear moto1' does not £hut off aftE-r retractioo, or the gear UP lig!It continues to operate intermittently, the landing geu should be extended until mainte- nance can be obtained. NOTE Test for landing gear motor operation as follows: A.t a safe altitude, cycle landing gear at 75 MPH vith low pa.ver and listen for the mot<:r to shut cif following the normal sound of gear retraetion(approximUely 12 seconds}. Intermittent gear motor operab.on may also be detee:ed by momentary fluctuations of the ammeter needle. EXTENSION MALFUNCTIONS. :tiormallancing gear extension tine is approximately H seconds. H the landing gear will not ex:end normally, perform the general cheeks of circu:t breakers and master switch ard repeat the normal extension pro- cedures at a reduced airspeed of 80 :MPH. H eff:lrts to extend and loci: the gear through the normal landing gear system fail. the gear can be manually extended {as long as hydrauLc system fluid bas mt been com- pletely lost} by \Jse of the emergency iand pump. The band pump is lo- cated under a hinged cover between tha front sea:s. MANUAt LAND1NG GEAR EXTENSION. The following procedu:res are necessary for manualla:r.ding gear ex- tension: (l} Pull ou: SO amp LJG GEAR circuit breaker. (2,} Place landing gear lever in UWN position. (:j} Lift ccn-er and extend pump handle. (t} Pump approximately 40 pressure str~u. {5} stop when resistance becomes heavy. (5) Verify gear is down by observing green DWN light on. (l} With green DWN Eght on, stow pump handle. NO:'E If manual gear extension was for practite and normal retract~on is desired, push the LDG GEAR circuit breake? in. 3-9 lANDING WITHOUT POSITIVE INDICATION Of GEAR LOCKING. After performing the ehecli:s listed under E:rtension Malfunctions and cbservation indicates the gear is down and apparently locked, prcceed as follows: !1) Perform the Before Landing check. (2) Make .a normal fuU nap approach. 13) Maintain landing gear down pressure wl.th the marual hand pump. i4) i...and tail-low as smoothly as possible and mini~ braking in lhe landing roll. !5) Taxi slowly to a maintenance area. !6) Perform a normal engine sh.lt down prior to insPEction of th£ landing gear. lANDING WITH DEFECTIVE NOSE GEAR. :f the nose gear does not extend, or only partially extmds. and ob- servers verify tbat it is not down, prepare for a wheels down landing as follows: 1l) Transfer movable load to baggage area. and passenger to rear '""''· •.2) Perfom1 the Before Landing check. 1_3) Select a hard-surfaced or smooth sod runway. NarE If terrain is rough or soft, plan a wheds-up landing as presented under Forced Lar.ding {Precautionary Land- ing With Power) ~n lieu of U.e foUowln~ steps. ·:4) Maintain gear down pressure with marwal hand pump (gear lever DWN). :s) Extend flaps to 3-0". :6) Turn cff master switch. :'1) Unlatc1 cabin doer. :a) Land b a slightly tail-low a...-titude. :9) Pull mixture control knob tc idle eut-off (full out.) (~O) Turn ignition switch OFF. (:.1) Turn hel selector valve har.dle to OFF. (:2} Hold tlle nose off the groondas long as possible, (:3) Evacuate the aircraft as seen as it stops. 3-10 LANDING Will- PARTIAllY EXTENDED MAIN GEAR If the main gears are ooly partially- extended, and all efforts to fuily extend them (including maru:al extensim) have failed. plan a wheels-up IandillJ as presented under Forced Landing {Precautionary Landing With Engine Power). In preparation for laJ:xting, reposition the la.nding gear lever :o UP a.nd push the LDG GEAR C'.rcuit breaker in to allow the lam- ing gear to sv.-ing into the gt:ar wells a: touchdown. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS. :W.al:functions in the electrical power supply system can be detected by perioCic monitoring oi the ammeter ar.d over-vol:age warning light; ho·.v- ever, the cause of these malfuncllons ia usually difficult to determine. A broke:n. alternato: drive bel1 or wiring is most likely the cause of altena- tor failures, altt.ough other factors cmld cause be problem. A damaged or improperly ac.justed voltage regulaior can also cause ma:.functions. Problems of thls nature cor.stitute an electrical emergency and should be dealt with immedateiy. Electrical power malt,n:clions usually fall inb two categories: excessive :ate of cha:-ge and inslfficient rate of charge. The following pa:agraphs describe the rticommer.ded remed"J for each situat~on. EXCESSIVE RATE OF CHARGE. After engine starting a"ld heavy electrical usage at low engine speeds (such as extende1 taxiing) t1.e battery :-ondition will be low enough to ac- cept above normal cba.rging during the initial part of a flight. Howeve::-, after :hlrty minutes of cruising flight. the ammeter should be indicating less than two needle widths of chargi~ current. If the charging rate vere to renain above this value Jn a long flight, the tnttery would overheat and evaporate the electrolyte ai an excessive rate. Electronic ::omponents in the electrical system could be adversely affected by higher than normtl voltage if a fault; voltage regulator sEtting is callSing the oYercharging. To preclude these possibilities~ an over-voltage sensor will automatically shut wv.-'n the allernator an:i the over-voltage warning light wi.ll illuminate if the charge voltage reaches a.pproxir:mtely 16 v:>lts. AsS1lming that the malfunction was only momE-ntary, an attempt shculd be maCe to reactivate the alternator system. To do this~ turn both sides of the n:aster switch off a!rl then on again. If the problem no longer exists, normal alternator charging will reaume and b.e warning light will go off. If the light cones on again, a malfunction is ,:;onfirmed. In this event, the flight shoold be 3-11 " terminated and/or the current drain on the battery minimized because the batttry can suwJ.y the electrical system for only a limited period of time. H th"' emergency occurs at night, paNer must be conserved for later operation of the landing gear and wtrg flaps and possible use of tbe land- ing lights duri:rg landing. INSUFFICIENT RATE OF CHARGE. If the amn:eter indicates a oontitWous disdarge rate m flight, the alte:nator is not supplyi~ power to :be system and should be abut down since the alternator field circuit may be placing an unnecessary load on the system. All non-esSEntial equipment shoull be turned off and the flight terminated as soon as practical. EMERGENCY LOCATOR TRANSMITTER (Ell). The ELT consists of a self-contained dual-frequency radio transmit- ter 1.IJd battery power supply, and is activated by an impact of 5g or more as may be expE<rienced in a crash landing. ThE EL T emits an omni-:lirec- tional signal on the international dia1ress frequencies of Ul. 5 and Z43. 0 Mlh. General aviation and commercial aircraft, the FAA, and CAF monitor 121.5 MHz, and ~43. 0 MHzis monitored by the military. Follow- ing • crash larding, the ELT will provide line-of-sight transmission up to 100 miles at 10.000 feet. The duration of ELTtransmissi.ons is affEcted by ambient temperature. At temperatures of -t70° to +130"F, conliDJ.ous trammission hr 115 hours ean be expected; a temperature of -40"Fwill shorten the duntion to 70 hours. The ELT is readily iientified u a bright crange unit mounted behind tbe oo.ggage compartment wall on the right side of the fuselage. To sain access to the ;;nit, grasp the edge ot the baggage wall and pull. The ELT is operated by a control }:anel at the forward facing end of the unit (see figure 3-1). ELl OPERATION. (1) NORMAL OPERATION: As long as Ue function selector svltch remains in the ARM position, the ELT aut:nnatically activates bllow- ing an impact of 5 g or more ov~r a short period of time. (2) ELT FAILURE: If "g" switch actuatim is questi:med follo\\ing a minor crash landing, gain aecess to the ELT and plaee the funelion selector switch in the ON position. 3-U ELT CONTROL PANEL 1. COVER- Removable for acc£<ss to battery. 2. FUNCTION SELECTOR SWITCH (3-posillon toggle switch}; ON -Activates transmitter instantly. Used for test purposts and if ''g" switch is inJ:Perative. OFF- Deactivate~ transmitter. Used during shipping, storage and following rescue. ARM- Activates transmitter only when 'g" switch receives 5s: or more irr,pact. 3. ANTENNA RECEPTACLE - Gonnectlon to antenna mounted oll top of be tailcone. Figur€ 3-1. (3) PRIOR TO SIGHTING RESCUE AIRCRAFT: Conserve aircraft lattery. De· not activate radio transceiver. (4) AFTER SlGHI'ING RESCUE AIRCRAFT Place ELT function selector switch in the OFF posithn, preventing radio interference. Attempt cortact with rescue aircraft with t~ radio transceiver stt to a frequer.cy of 121. i MHz. If !10 contact :s establish~ return the function selector switch to ON immediately. 3·13 " \5) FOLLOWING REECUE: Place ELT function selector switch :.n the OFF pogitionz terminating emergency transmissions. (8} INADVERTENT ACTIVATION: Following a Ughtn:.ng strike or an exceptionally hard landing, th~ ELT may activate a:.though no emergency exists. SElect 121. 5 MH:& on yrur radio transceiver. H 1he ELT can. be heard transruittilt.g, plaC€ tiLe function S£lector switct in the OFF position; then immedilltely return the switch to ARM. 3-14 Sectioa If- . ··---OPERATING LIMITATIONS OPERATIONS AUTHORIZED. Your Cessna exceeds the requirenEnts for airworthiness: as set forth by the United States Government, and is cerftflcated unier FAA Type C~rtificate :No. A20CEas Cessna. Model No. 177RG. The aircraft :nay be equipped for thy, night, VFR, or lfR operatiOl. Your Cessna Dealer will be J.appy to assist yoo in selecting equipment best suited to you:" needs. Yoor aircraft must be operated in a.ccordance with all FAA-approved markiJltS and placards in thE< aircraft. If there is any information in this section which contradicts the FAA-approved markings and placards, it lS to be d:sregarded MANEUVERS-NORMAL CATEGORY. This aircraft is certificated in the normal category. The normal cate- gory is applicable to aircraft intended hr non-aerobatic operations. Tllese include any maneuvers incidental to normal flying. stalls (ex:ept whip stalls) and turns in which the angle of bank is not more than 60"'. In coo- neetion with the fcregoing, tlte following gross weight and fli&ht load fac- tors apply: Gnss Weight . . . Fligbt Load Factor *Flaps Up .. *Flaps Da.vn +3. 8 +2.{) 2800 lbs -1. 52: *The desip1load factors are 150% of the above, and in all cases, the structure meets f)r exceeds design loads. 4-1 " \5) FOLLOWING REECUE: Place ELT function selector switch :.n the OFF pogitionz terminating emergency transmissions. (8} INADVERTENT ACTIVATION: Following a Ughtn:.ng strike or an exceptionally hard landing, th~ ELT may activate a:.though no emergency exists. SElect 121. 5 MH:& on yrur radio transceiver. H 1he ELT can. be heard transruittilt.g, plaC€ tiLe function S£lector switct in the OFF position; then immedilltely return the switch to ARM. 3-14 Sectioa If- . ··---OPERATING LIMITATIONS OPERATIONS AUTHORIZED. Your Cessna exceeds the requirenEnts for airworthiness: as set forth by the United States Government, and is cerftflcated unier FAA Type C~rtificate :No. A20CEas Cessna. Model No. 177RG. The aircraft :nay be equipped for thy, night, VFR, or lfR operatiOl. Your Cessna Dealer will be J.appy to assist yoo in selecting equipment best suited to you:" needs. Yoor aircraft must be operated in a.ccordance with all FAA-approved markiJltS and placards in thE< aircraft. If there is any information in this section which contradicts the FAA-approved markings and placards, it lS to be d:sregarded MANEUVERS-NORMAL CATEGORY. This aircraft is certificated in the normal category. The normal cate- gory is applicable to aircraft intended hr non-aerobatic operations. Tllese include any maneuvers incidental to normal flying. stalls (ex:ept whip stalls) and turns in which the angle of bank is not more than 60"'. In coo- neetion with the fcregoing, tlte following gross weight and fli&ht load fac- tors apply: Gnss Weight . . . Fligbt Load Factor *Flaps Up .. *Flaps Da.vn +3. 8 +2.{) 2800 lbs -1. 52: *The desip1load factors are 150% of the above, and in all cases, the structure meets f)r exceeds design loads. 4-1 AIRSPEED liMITATIONS (CAS). ':'he followb.g is a list of the certificated caJ.brated airspeed (CAS) limitations for the aircraft. Never Exceed Speed {glide or dive, smooth air} . Maximum Structural Cruising Spged Maximum Speed, Gear Extended Maximum Speed, FlaJ:S ExtendeC 195 Y:PH 160 MPH 140 MPH Flaps :o"'. . . . Flaps ~0"' to 30~ *Jdaneuverirg Speed 150 MPH 110 MPH 130 MPH *The maximum spe(!d at whi:h you ma:r use abrup: contr:.l travel. AIRSPEED INDICATOR MARKINGS. The following is a list of the certificated calibrated ai::speed nuukings {CAS) for the aircraft. ~ever Exceed (gHde cr dive, smooth air). ::::aution Ra.<tge • . . • • • . ~ormal OJBrating Range • . . . . • • . Flap Operating Range {10"' to so•} .... . . . , 195 MPH (red line) 160-195 MPH (yellow arc} • 70-16(} MPH (green arc) . 60-110 MPH (white arc) ENGINE OPERATION LIMITATIONS. Power and Speed . • 200 BHP at 2700 RPM: ENGINE INSTRUMENT MARKINGS. OIL TEMPERA1URE GAGE. Normal Op:orating Ra:1ge • Green Arc Maximum Allowable . . Z45 "F (red line) CYliNDER HUD TEMPERATURE OAGE. Normal O~rating Ra.1ge , 200" tn 4"5"F (green arc} Maximum ;\Uowable . , . , . . . . , .... 475"F (red line) 4-2 Oil PRESSURE GAGE. Minimum Idling . . N9rmal 0peJatip.g Range Maximum . · · •• FUEL FlOW tNOIC.AlOR. Normal Opeiatin& Range Maximum ....• NOTE 2~ psi {red llne) 60-90 J:Si {green arc) . • lOC psi (red line) 6. (-13. 0 gal/frr (green arc) .10,() pfi (19.0 galihr) (red li~) A placard, located on the pedestal below th-e engine controls, defines .naxtmum power take-off/climb mixture settings as follows~ MAXIMUM POWU MIXTURE ALTITUDE f. L. 4000 GAL/HR 17 IS 8000 13 12, {)00 10 AVOID CQNTINUOtrs OPERATION BE'IVIEEN 1400 AND 1750 RPM: WlTH LESS THAN 10" MANIFOLD PRESSURE. FU£L QUANTITY INDICATORS. Empty {0. 5 gallons unusable each :ank} TACHOMETEI. Normal Operating Range Caution RaJlEle . . . Maximum Allowable .. MANIFOLD PRESSURE GAGE. Normal Operatii1g Range . . WEIGHT AND BALANCE. E (red line) 2100-2500 RFM {green arc) 14o:l-1750 RPM (yellow arc) . . , . 2700 RPM (red line) 15 to 25 in. lq. (green arc) Tlle following information wm enable you to operate yocr Cessna within the prescribed weight and cente:- of gravits limitations. To figut"e weight and balance, use the Sample Problem, LoWing Graph, and Center ,_, of Gravity Mome-nt Envelope as follows: 'rake the lieensed em1=ty weight and momen1 from appropriate weight and l:alance ree~rds carried in your airplane, and write th9'm down ir. the colUL'lll titled YOUR AIRPLANE on ths Sample loading Prcblem. NOTE The lkensed emp:y weight a.'ld moment are recorded on the Weight and Balance and lnstalled Equipment Data sheet, or on revised weight and balance records, and are includ€d in the aircraft file. In addition to the lic:!nsed empty weight and moment ncted on these records, the c. g. ann (fuselage station) ls also shown, but need not be used on the Sample Loadi:lg Problem. The mo:nent which is shown mlst be divided by lOOC and this value used as the moment/1000 on the loading problem. Use the Loading Graph to determine the moment/lOOOfor each addi- tionat item to be carried; then list thes-e on the loading pro3lem. NOrE L<Jading Graph iniormation for the pilo:l, passengt'rs, bag- gage and hatshelfis based on seats positioned for average occupants and baggage or hatsheU item5 loaded in the cen- ter of lhese area~ as shown ::m the Loading Arrangements diagra.'"!l. For loadings which may differ from these, the SamplE- Loading Problem lists fuselage stations kr these items to indicate their forward and aft t:. g. range limita- tion (seat travel and baggagE or hatshelf area limitation). Additional momerl calculations, based on the actt:al weight and c. g. arm (fuselage station} of the item being loaded, must be made if the position of the loac. is different from that shown on the Loading G:-aph. Reduced fuel weights may be measured for use with heavy cabin loadings by filling both tanks to the 22 gallon marker for 43 gallons {258 pounds) usable, or filling one tank completely with the other 1ank at 22 gallons for 51. 5 gallons (309 pwrrls) usable. Both tanks may be :'illed for rr.aximum range. provided gross weight is not exceeded. Total the weights and moments/:000 and pht these va~ues on the Cent:lr of Gravity Moment Envelope to determine whether :he point falls within the envelope, and if the loading is acceptable. 4-4 LOADING ARRANGEMENTS "*Pilot or pa.sserge.r cer~ of g1ao1ty"" IO<!juat<ble ""ats pag.ltim.e:l f<>r "-~"ng" N<:~panL Numb..-a Ito parenllleseaindicaU f~:l anti :lflllrn!tli ,.{ oc-cupants ceniu· m ~ra.,..ty r:ugO'. ** Arrn msasoredt<> th .. ce<~ter o1 e,,. ar-oa ahmrn. NOTE: The aft W.ggag• "'all ~approx!=te sUitl<m 1S8j~an 00 ~sed"-" a c<:t!Vt!nient inter:<Y." l'Elfer~ poW: lor drle-rmu!lng th< locatloa cl ~ear""- fuael>ge stttloos. --- STATION !C.G. ARM) ~t~) *94- 190 10 '11) REAA tMS. 134 **' 1.55 BAGGI.Gf. A w WHEEL WEll 17! **179- "'- 8 **19-Q HAl$1£lf ,..,., 4-5 ~,;~ ~ ••• ... . -. 0 o:z ••0 ·-' ::J::\ ~:9-...... oa. ~~ >-0: .. ~ ... -. - ·~ ~c 1!: r:ri ~ ... ••• ~ ~ ~ 0 wz a7& ,; 0 .,; N 0 ·- J><. 2g"- ~ ~ "- .....:l'll. <o: ~"7 .. - ~ ~ ~ ~ ... -· ~ -.~ ~ " ~ ~0 - . . ::E . ~ ·~ w . . •• .s~ . oO . ..J -· ~~. ~- . . m 0 !'a = . 0 ·- . 00 <=t . ~· m 0:: .~ ~~ ' B ~&· D.. ~~- ·~ ! 0 • • m C) ~0 I = 0 • 0 • =• ll z ~~ ~i :~ $ Q g ;j ~ ·~ ,.~ e. 0 ~ • < -~ • it ~~- ~ "~- 0 0 ~. ~11 • e. " ~ ~; ~..i ;l "'..J 1 ••~17 0 ! ~ w ~· . ;! ' -· "m " ~ ~~w ..J • • 0 -;! 0 ! 0 0 0.. w __ ~~ I 0 ..1~. ~ 1 ::E .~~ 0 0 < e.] ~ 0 • ~ ~~§ tJl Bi :<: ~~ ~ ~ " ..; .. ·-· " • ~ •. .; 0 • - 0 ~ 0 • 8 - • • ~ N . . . . . . . . . . . . . ... . . ~- 1! • • =.~ ;: ~ . L -. ~ • . !' 0 ~ . -. ~ • • . -g. Sl "~ • . ~~ §!' ~ ~- -- 0 0 0 N • ..,_ -~ 0 0 0 0 - "~ § .~ I . .- .;!~ . . !<! 1~ ~· •~ II, t-':.l :i! ~ h ;,:A t" 01 " ~ '" 0 '·-= "~ .,; ~___J .,; - - 45) 40J "' § 300 0 e 250 [,< "'",0 •· ~$ .,.'S ·~ •• ••~; "' -"" ..~ 150 0.., ~~••a.s 50 -.·~ .-~ -=!!. 0 0 "" .a -· g~ ~- :~ o• .., "[i ••8~ .-ell !! -~ &• -~ ~. -~ ~~ o1! ~· "' LOADING GRAPH ' 10 15 20 25 30 35 40 45 LOAD MOMENT/1)00 (POUID- INCHES} 5tl 55 NOTES (1} Line representing adjustable seats shows the pilot and frcmt passenger center of gravity on adjustable seats positioned fer an aver~ occupanl. Refer tc the Loading Arrangements diagn.m for for\\ard and aft limits d occupant c. g. range• (2} Engine Oil: 9Qts. "'17 Lbs. at O.E Moment/1000. (3) BAGGAGE (area "A") is located on and forwar1 of the wheel well. B.'\GGAGE (<.rea "B") is aft of the wheel well. Maximum baggage load, includiJlithe hatsbelf, is 120 LID;. This lood may be distributed u desired between baggagE- areas, prC!Vided 12 Lbs. is not exceeded or, the hatshelf. 4-7 0 Seclioa f~ I ~ + 0 • .. ~ N ·-+ 1:. ~ _:_: ;-: L -t 0 CARE OF THE AIRPLA.NE ~ .. ' :p ~ .. l -j +-: 0 0 tj • ~ "'.. H yoo.r aircraft is to retain that nev plane performance and depend- • ~ ,; • ~ -T