N68RA Owners Manual

\ \32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17 16 1 5 A 1 . F u e l s t r a i n e r d r a i n k n o b 2 . M a s t e r s w i t c h 3. Ignition/starter switch 4. Auxiliary fuel pump switch S . P i t o t h e a t s w i t c h 6. Navigation lights switch 7. Rotating beacon switch 8. Landing lights switch 9. Instrument panel post lights and radio lights rheostat controLknob 1 0 . T h r o t t l e 11. Propeller control knob 1 2 . M i x t u r e c o n t r o l k n o b 13. Wing flap switch 1 4 . C a b i n a i r c o n t r o l k n o b I S . C a b i n h e a t c o n t r o l k n o b 15A.Altemator (GEN)“Swtn:lr ■ ' 1 6 . A l t e r n a t o r fi e l d c i r c u i t b r e a k e r 1 7 . A l t e r n a t o r c i r c u i t b r e a k e r 1 8 . I n s t r u m e n t c i r c u i t b r e a k e r 19. Landing lights circuit breaker 20. Interior light circuit breaker 21. Navigation lights circuit breaker 2 2 . P i t o t h e a t c i r c u i t b r e a k e r 23. Wing flap circuit breaker 2 4 . R o t a t i n g b e a c o n c i r c u i t b r e a k e r 25. Emergency VHF radio circuit b r e a k e r 2 6 . A D F r a d i o c i r c u i t b r e a k e r 2 7 . V H F r a d i o c i r c u i t b r e a k e r 2 8 . F M r a d i o c i r c u i t b r e a k e r 29. Interphone-audio circuit b r e a k e r 30. Auxiliary fuel pump circuit b r e a k e r 3 1 . F u e l s h u t o f f v a l v e c o n t r o l k n o b 32. Manual engine primer a A V 1 0 8 2 5 5 Figure 2-4, Lower switch and control panel (typical). 2 - 5 C H 2 - S E C I I I V I O O - t o i u - < i 1 ^ - t o 2 - 2 3 . I G N I T I O N / S T A R T E R S W I T C H . A r o t a r y i g n i ¬ tion/starter switch (3, figure 2-4) controls the dual mag¬ neto ignition system and also functions as astarter switch. The switch is labeled clockwise, OFF, R, L, BOTH, and START. The engine should be operated on both mag¬ netos (BOTH position) except for magneto checks. The Rand Lpositions are for checking purposes and emer¬ gency use only. When the switch is rotated to the spring- loaded START position, (with the master switch ON), the starter contactor is energized and the starter will crank the engine. (Electrical power for operation of the starter may be supplied by the aircraft battery or an external power source.) When the switch is released, it will automatically return to the BOTH position. The starter switch system is protected by the NAV LT circuit breaker (figure 2-7). tion manifold, and simultaneously, air is directed to the induction air manifold. Fuel from the distribution mani¬ fold then flows to an injector nozzle in the intake valve port of each cylinder. At this point, air from the induc¬ tion aiT manifold is drawn into the intake valve port and mixed with the fuel from the injector. 2 - 1 5 . T H R O T T L E . 2-16. Engine power is controlled by athrottle (10, figure 2-4) which is the control knob nearest the pilot. The throttle is a-nrond.’SinuuCtirpush-pull control knob and is the largest of the control knobs. The throttle is aperated'ih aconventional manner; in the forward posi¬ tion, the throttle is open, and in the aft position, the throt¬ tle is closed. Afriction lock, which is around knurled disk, is located at the base of the throttle and is operated by rotating the lock clockwise to increase friction or counterclockwise to decrease it. Athrottle switch allows the auxiliary fuel pump to operate at one of two speeds, depending on throttle position, when the auxiliary fuel pump switch is in the LOW position. 2 - 2 4 . E N G I N E P R I M E R . 2-25. Amanually-operated, plunger-type engine primer (32, figure 2-4) is located on the lower switch and control panel. To operate the primer, unlock the primer plunger by turning the knob until it pops out part way, then slowly pull the knob full out and push it full in. This action is termed “one stroke of the primer”. 2 - 1 7 . M I X T U R E C O N T R O L . 2-18. The mixture control (12, figure 2-4), whichis nearest the copilot, is ared knob with sharp points around the circumference and is equipped with apushbutton in the end of the knob. The rich position is full forward, and full aft is the idle cut-off position. The control may be moved forward by rotating the knob clockwise and aft by rotating the knob counterclockwise. For rapid or large adjustment, the knob may be moved forward or aft by depressing the lock button in the end of the control and then positioning the control as desired. 2 - 2 6 . E N G I N E I N S T R U M E N T S . 2-27. TACHOMETER. The tachometer (18, figure 2-3) is amechanically-operated instrument on the right side of the instrument panel, and is calibrated in revolutions- per-minute in increments of 100 RPM. An hour meter below the center of the tachometer dial records elapsed engine time in hours, tenths, and hundredths. The tachometer is operated by atachometer drive unit on the back of the engine, and aflexible drive shaft. Refer to Chapter 7for tachometer instrument markings. 2-28. MANIFOLD PRESSURE GAGE. The left half of adual-indicating instrument (15, figure 2-3), on the right side of the instrument panel, indicates induction air manifold pressure in inches of mercury. Refer to Chapter 7for manifold pressure gage markings. 2-29. FUEL FLOW INDICATOR. Fuel flow is indi¬ cated by the right half of adual-indicating instrument (15, figure 2-3) on the right side of the instrument panel. The fuel flow indicator is afuel pressure gage calibrated to indicate the approximate gallons per hour of fuel being metered to the engine. Refer to Chapter 7for fuel flow indicator markings. 2 - 1 9 . E N G I N E C O O L I N G . 2-^0. Air for engine cooling enters through an opening located in the cowling nose cap. The cooling air is direct¬ ed by baffling around the cylinders, and is exhausted through an opening in the lower aft portion of the cowl¬ ing. The intake and exhaust openings in the cowling are always open and cannot be controlled from the cockpit. 2 - 2 1 . I G N I T I O N S Y S T E M . 2-22. Engine ignition is provided by two engine-driven magnetos, and two spark plugs in each cylinder. The right magneto fires the upper right and lower left spark plugs, and the left magneto fires the upper left and lower right spark plugs. Normal operation is with both mag¬ netos due to the more complete and thorough burning of the fuel-air mixture with dual ignition. 2-30. OIL PRESSURE GAGE. The oil pressure gage (23, figure 2-3), located on the right side of the instru- 2 - 6 C H 2 - S E C I I T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 2 - 3 6 . P R O P E L L E R C O N T R O L K N O B . ment panel, indicates engine oil pressure in pounds per square inch. The gage is operated by oil pressure from the engine through adirect pressure line. Oil pressure gage markings are illustrated in Chapter 7. 2-37. Control of engine RPM is accomplished by opera¬ tion of the propeller control knob (11, figure 2-4) on the lower switch and control panel. Placing the propeller control knob in the full forward position decreases the blade angle and provides the highest engine RPM setting. Moving the control knob aft progressively increases the propeller blade angle and decreases engine RPM. Moving the control knob forward or aft to adjust RPM is accom¬ plished by rotating the knob clockwise to increase RPM, or counterclockwise to decrease RPM. If large or rapid RPM changes are required, depress the lock button on the control knob and position the control forward or aft as d e s i r e d . 2-31. OIL TEMPERATURE GAGE. An oil tempera¬ ture gage (26, figure 2-3), on the right side of the instru¬ ment panel, indicates engine oil temperature in degrees Fahrenheit. The gage is operated on aBourdon tube principle and temperature is registered through the expan¬ sion of liquid contained in acapillary tube which is con¬ nected to the engine near the oil cooler. Refer to Chapter 7for instrument markings. 2 - 3 2 . C Y L I N D E R H E A D T E M P E R A T U R E G A G E . The cylinder head temperature gage (28, figure 2-3), on the right side of the instrument panel, indicates engine cylinder head temperature in degrees Fahrenheit. The gage is controlled by an electrical-resistance type tem¬ perature bulb which receives its power from the aircraft electrical system. Refer to Chapter 7for instrument markings. 2 - 3 8 . O I L S U P P L Y S Y S T E M . 2-39. Oil for engine lubrication and propeller governor operation is supplied from asump on the bottom of the engine. The capacity of the engine sump is 8U.S. quarts (9 quarts if oil filter is installed). Oil is drawn from the sump through alow pressure filter screen into the engine- driven oil pump. From the pump, oil is forced through a high pressure screen (oil filter if installed) to athermostat in the oil cooler. The thermostat opens and allows oil to bypass the cooler when the oil is cold. When the oil is hot, the thermostat closes causing the oil to be forced through radiator passages in the cooler, thus controlling oil temperatures. Oil is then circulated to various engine parts for lubrication and is returned to the sump by gravity flow. Also, engine oil is routed to the propeller governor to provide control pressures to the propeller. 2 - 3 3 . E N G I N E C H I P D E T E C T O R L I G H T. A n a m b e r light (30, figure 2-3), on the lower right side of the instru¬ ment panel labeled ENG CHIP DETECTOR, is provided to warn the pilot of oil contamination and possible engine failure. The light is apress-to-test type, and is connected to achip detector sensor located in the engine oil sump. The sensor is an electrically insulated gap immersed in the engine oil and functioning as anormally-open switch. If alarge metal chip or amass of smaller metal particles bridge the sensor gap, acircuit is completed which illumi¬ nates the ENG CHIP DETECTOR light. The chip detector circuit is protected by the 5-ampere circuit breaker labeled INST (18, figure 2-4), on the lower switch and control panel. 2-40. An oil filler cap and an oil dipstick are located above and aft of the oil cooler, near the rear of the en¬ gine. Both the filler cap and dipstick are accessible through an access door in the engine cowling. Do not operate the engine on less than 6quarts of oil. To mini¬ mize loss of oil through the breather, fill to aminimum of 7quarts for normal flights of less than 3hours. For extended flight, fill to 8quarts (dipstick indication only). For engine oil grade and specifications, refer to figure 2-10. 2 - 3 4 . P R O P E L L E R . 2-35. The aircraft is equipped with an all-metal, two- bladed, constant-speed, governor-regulated propeller. Pro¬ peller operation is controllable by means of apropeller control knob which is mechanically linked to the engine- driven propeller governor on the engine. Asetting intro¬ duced into the governor establishes the engine speed to be maintained, and the governor then controls flow of engine oil, boosted to high pressure by the governing pump, to or from the piston in the propeller hub. Oil pressure acting on the piston twists the blades toward high pitch (low RPM). When oil pressure from the gov¬ ernor to the propeller piston is relieved, centrifugal force, assisted by an internal spring, twists the blades toward low pitch (high RPM). 2 - 4 1 . F U E L S U P P L Y S Y S T E M . 2-42. Fuel is supplied to the engine by two tanks, one in each wing. Fuel flows by gravity from each wing tank to afuel selector valve, fuel reservoir tank and fuel shutoff valve. Fuel then flows through afuel strainer and abypass in the auxiliary fuel pump (when not in opera¬ tion) to the engine-driven fuel pump and mixture unit. Vapor and excess fuel from the engine-driven fuel pump 2 - 7 C H 2 - S E C I I T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 U S A B L E F U E L A L L F L I G H T C O N D I T I O N S A D D I T I O N A L U S A B L E F U E L ( L E V E L F L I G H T ) U N U S A B L E F U E L (LEVEL FLIGHT) T O T A L F U E L T A N K N U M B E R V O L U M E E A C H 26.0 gallons L E F T W I N G 2.5 gallons 0.5 gallons 1 23 gallons 0.5 gallons R I G H T W I N G 23 gallons 2.5 gallons 26.0 gallons 1 Based on standard day conditions and 6.0 pounds per U.S. gallon. N O T E : A V 1 0 8 2 5 6 Figure 2-5. Fuel quantity data. 2 - 4 7 . A U X I L I A R Y F U E L P U M P S W I T C H . and mixture unit are returned to the wing tanks via the reservoir tank. From the engine-driven fuel pump and mixture unit, fuel is delivered to the engine through a fuel and air throttle unit and afuel distribution manifold. Refer to figure 2-10 for fuel grades, specifications, and alternate fuel grades. Refer to figure 2-5 for fuel quantity d a t a . 2-48. The auxiliary fuel pump switch is atoggle-type, three-position switch (4, figure 2-4) on the left side of the lower switch and control panel. The down position of the auxiliary fuel pump switch, labeled LOW, operates the pump at one of two possible speeds depending on throttle position. With the throttle at acruise setting and the auxiliary fuel pump switch in the LOW position, sufficient fuel flow is provided for cruise flight operation with afailed engine-driven fuel pump. When the-throttle is moved toward the closed position, the auxiliary fuel pump flow rate is automatically reduced, preventing an excessively rich mixture during periods of low engine power operation. With the switch in the LOW position, the pump will supply sufficient flow for vapor suppres¬ sion during taxi and flight operations in hot climates. 2 - 4 3 . F U E L S E L E C T O R V A L V E . I W A R N I N G Take-off and landing must be accomplished with the fuel selector in the BOTH position to prevent inadvertent take-off or landing on an empty tank. 2-49. The up position of the switch, labeled HI, operates the auxiliary fuel pump at its maximum output. The switch is spring-loaded to OFF from this position and must therefore be held in the HI position to obtain this output. This position is used for engine starting, engine operation if the engine-driven fuel pump should fail during take-off or other very high power operations, or for vapor purging in very hot weather. N O T E If the auxiliary fuel pump switch is accidentally turned on (with the master switch on) with the engine stopped, the- cylinder intake ports will b e fl o o d e d . 2-44. The fuel supply system of this aircraft is equipped with athree-position fuel selector valve. The fuel selector valve control knob (36, figure 2-3), near the bottom of the control pedestal, is labeled LEFT, RIGHT, and BOTH. Placing the selector valve knob in the LEFT, RIGHT, or BOTH position permits fuel to flow from either left, right, or both fuel tanks to the engine. The selector valve knob _.is mechanically connected to the fuel selector valve under ' t h e fl o o r b o a r d . 2 - 4 5 . F U E L S H U T O F F V A L V E . 2 - 4 6 . A f u e l s h u t o f f v a l v e i s l o c a t e d i n t h e f u e l l i n e between the fuel reservoir tank and the fuel strainer, and provides ameans of shutting off the fuel supply to the engine. The shutoff valve is actuated by apush-pull control knob labeled FUEL PUSH ON (31, figure 2-4), on the lower switch and control panel, which is connected to the valve by aflexible shaft. To allow fuel flow to the engine, push the control knob full in. To stop the flow of fuel to the engine, pull the control knob full out. 2-50. The auxiliary fuel pump is not to be used while the engine is running during normal operations, because, with the engine-driven fuel pump functioning, afuel/air ratio somewhat richer than that for best power is pro¬ duced. However, for vapor elimination, the auxiliary fuel pump may be used with the engine running and the switch in the LOW position if the mixture is leaned as required to prevent an excessively rich mixture. 2 - 8 C H 2 - S E C I I T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 F U E L Q U A N T I T Y I N D I C A T Q R S - 0 \ I l f / R I G H T \ I l f / ( 1 / 1 / L E F T , L O W F U E L W A R N I N G L I G H T S FUEL QUANTITY TRANSMITTERS ■^ R I G H T W I N G T A N K ' “ L E F T W I N G T A N K f 1 t ± E fl - C A P - F I L L E R C A P V E N T i s L <.'/>. ,l i! I V ! - J ®A F U E L S C R E E N F U E L S C R E E N n F U E L T A N K S U M P D R A I N V A L V E F U E L T A N K S U M P D R A I N V A L V E F U E L ^ S E L E C T O R V A L V E F U E L R E S E R V O I R )|^ TANK f-S E N G I N E P R I M E R j X v u C H E C K V A L V E ^TO ENGINES^ D R A I N F U E L S T R A I N E R F U E L S T R A I N E R D R A I N K N O B V A L V E i l - ' '.C. ^FUEL SHUTOFF VALVE AUXILIARY 4 FUEL PUMP f A C H E C K ▼ V A L V E A U X I L I A R Y F U E L P U M P SWITCH ^ « s » - F U E L S H U T O F F V A L V E K N O B k < > ■ Hi E N G I N E - D R I V E N FUEL PUMP ^ M I X T U R E U N I T l i j A N D ^ M I X T U R E 4CONTROL ^ K N O B F U E L A N D A I R T H R O T T L E UNIT 4 C O D E !K 4throttle? ^ F U E L S U P P L Y f E X C E S S F U E L A N D V A P O R M E C H A N I C A L L I N K A G E E L E C T R I C A L C O N N E C T I O N 4 I F U E L DISTRIBUTOR . . F U E L F L O W I N D I C A T O R (right half of dual indicating instrument) T O E N G I N E C Y L I N D E R S ip A V 1 0 8 2 S 7 Figure 2-6. Fuel system. 2 - 9 T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 C H 2 - S E C I I marks labeled E, 1/2, and F. The indicators work in con¬ junction with fuel level transmitters in both wing fuel tanks, and register tank fuel level readings whenever the m a s t e r s w i t c h i s t u r n e d o n . T h e i n d i c a t o r s s h o u l d b e r e a d i n s t a b i l i z e d l e v e l fl i g h t w i t h t h e s l i p i n d i c a t o r c e n t e r e d . 2-51. To ensure aprompt engine restart in flight after running afuel tank dry, switch to the tank containing fuel and hold the auxiliary fuel pump switch in the HI position momentarily (3 to 5seconds). 2-52. If the propeller should stop (possible at very low airspeeds) before the tank containing fuel is selected, -place the auxiliary fuel pump switch in the LOW posi- tjcm- and-advance the throttle promptly until the fuel flow indicator registers approximately 1/2 way into the green-arc for 1to 2seconds duration. Then retard the _throttle, turn off the auxiliary fuel pump, and use the -starter to turn the engine over until astart is obtained. 2 - 5 9 . L O W F U E L W A R N I N G L I G H T S . 2-60. Two low fuel warning lights (31 and 32, figure 2-3) are located on the right side of the instrument panel, and are labeled LOW FUEL LH TANK and LOW FUEL RH TANK. The lights will illuminate when the fuel level transmitter float in the respective fuel tank drops to the nine gallon level. An illuminated light indicates that there is approximately six gallons of usable fuel (all flight conditions) remaining in the respective tank. The low fuel warning lights are the press-to-test type and may be checked when the master switch is turned on. 2 - 5 3 . F U E L S T R A I N E R D R A I N K N O B . 2-54. Afuel strainer drain knob is provided for quick, -convenient draining ofwater and-sediment that may have colledtea'in theTueT sTmnefTThe strainer drain knob is located on the left side of the lower switch and control panel (1, figure 2-4), and the fuel strainer is located in Tthe engine compartment. Before the first flight of the day and after each refueling, the spring-loaded strainer drain knob should be pulled oiit for about four seconds to clear the fuel strainer of possible water and sediment. The drain valve will automatically close when the drain k n o b i s r e l e a s e d . N O T E During turning flight, or in rough air, the low fuel warning lights may flicker. ~ - 2 - 6 1 . E L E C T R I C A L P O W E R S U P P LY S Y S T E M . N O T E Energy for the aircraft 28-volt DC electrical power 2 - 6 2 . supply system (figure 2-7) is supplied by a38-ampere, engine-driven alternator. A24-volt battery is mounted aft of the baggage compartment and is equipped with a quick-disconnect fitting. The original lead-acid battery may be replaced by aNI-CAD battery on some aircraft. The battery serves as astandby power source and supplies power to the system when the alternator is inoperative, or the system load exceeds alternator output. The alter¬ nator will supply power to the aircraft electrical system w h e n e v e r t h e m a s t e r s w i t c h a n d a l t e r n a t o r s w i t c h ( i f To assure that the drain valve has closed, press t h e d r a i n k n o b f u l l i n . 2 - 5 5 . F U E L T A N K S U M P A N D F U E L R E S E R V O I R D R A I N V A L V E S . 2-56. Each wing fuel tank and the fuel reservoir is equi^ed^ltiTT drain valve. -The valves are located in the sump area of each wing tank, and in the bottom of the reservoir tank. Wing fuel tank drain valves extend .Z-from thelower wing surface outboard of the cabin doors, and the reservoir tank drain valve extends from the right installed) are turned on and the engine is turning approxi¬ mately 1000 RPM or (figure 2-4) consist of toggle-typfi_and push-pull switches. side of the belly of the aircraft. These drain valves are ^ant^rporated to facilitate fuel inspection and sump drain- To drain fuel, press the valve until the desired a g e . amount of fuel-has- been drained, and then release the valve. Observe that the valve has closed and is not leaking. 2 - 6 3 . E X T E R N A L P O W E R R E C E P T A C L E . An external power receptacle (20, figure 2- 2), 2 - 6 4 . protected by areverse polarity contactor, is located behind an access cover just forward of the firewall on the lower left side of the engine cowl. It is a28-volt standard AN type receptacle, and is used to plug in aDC ground power unit for starting the engine or for electrical equipment ground checks. 2 - 5 7 . F U E L Q U A N T I T Y I N D I C A T O R S . The fuel quantity indicators (17 and 22, figure 2 - 5 8 . 2-3) are electrically-operated instruments located on the right side of the instrument panel. The indicators are labeled FUEL, and fuel quantity is indicated by register 2 - 1 0 C H 2 - S E C I I T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 TO C H I P D E T E C TO R R E G U L A T O R G E N A L T E R N A T O R T O C Y L I N D E R H E A D T E M P E R AT U R E X G G TO L O W F U E L S E N S O R S I C, s F T O L O W F U E L W A R N I N G L I G H T S , F U E L Q U A N T I T Y, A N D F L A P P O S I T I O N I N D I C AT O R S I N S T O V E R ¬ V O L T A G E W A R N I N G L I G H T T O T U R N A N D S . L I P I N D I C AT O R X * T O L A N D I N G A N D T A X I L I G H T S JO L A N D L T T O I N S T R U M E N T L I G H T S A N D C O C K P I T L I G H T 51, M A S T E R S W I T C H I N T — J L T G E N O F F T O N A V I G A T I O N L I G H T S F I E L D A L T O T O I G N I T I O N / S TA R T E R S W I T C H S T A R T E R C O N T A C T O R A M M E T E R R E V E R S E P O L A R I T Y C O N T A C T O R T O P I T O T H E AT E R h o I* P I T O T i| H T t T O W I N G F L A P S Y S T E M Jll, F L A P E X T E R N A L P O W E R R E C E P T A C L E T F B A T T E R Y a- TCONTACTOR ^<CLOSING > C I R C U I T T O B E A C O N I B C N 5 T O T O E M E R G E N C Y V H F R A D I O S T A R T E R - 5 N A V I G A T I O N L I G H T C I R C U I T B R E A K E R C L O C K E M E R V H F o B A T T E R Y C O N T A C T O R " ' l l T O A D F R A D I O S A , ' h A D F S3 IGNITION/ S T A R T E R S W I T C H T O V H F R A D I O S V H F B A T T E R Y T O F M R A D I O F M ●I ● i M k . ^ M i - ± I s s f - L T O I N T E R P H O N E - A U D I O S Y S T E M s I N T E R P H O N E T O A U X I L I A R Y F U E L P U M P i M A G N E T O S F U E L P U M P C O D E (3) CIRCUIT BREAKER ^FUSE C A P A C I T O R ( N O I S E F I LT E R ) ^ R E S I S T O R N O T E * D I O D E The battery contactor closing circuit and alter¬ nator switch may not be installed on all aircraft. A V 1 0 8 2 5 8 Figure 2-7. Electrical system (typical). 2 - 1 1 '4;' ■ T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 C H 2 - S E C I t CAUTIONl O F F B E F O R E E N G I N E S T O P. 2-68. ALTERNATOR (GEN) SWITCH. If external power is applied to the system due to afully discharged battery, and the aircraft is not equipped with abattery contactor closing circuit, maintenance personnel must jumper the battery contactor and ensure that the master switch is turned ON prior to connecting external power. This will connect the battery into the system and enable it to absorb tran¬ sient voltage which otherwise might damage electrical equipment. N O T E The alternator (GEN) switch should not be placed in the OFF position during flight except in an emergency. Placing the switch in the OFF position removes the alternator from the system, placing the electrical load on the bat¬ tery. If an emergency does occur, reduce the load on the battery and terminate the flight as soon as practical. 2-65. Some aircraft are equipped with abattery con¬ tactor closing circuit (figure 2-7) consisting of a5- ampere fuse, resistor and diode. In the event of afully discharged battery, the battery contactor closing circuit will automatically close the battery contactor when an external power source is connected and the master switch is turned ON. If the aircraft is not equipped with acon¬ tactor closing circuit, the battery contactor must be jumpered to close the contactor and provide power to the battery. If the battery contactor is not closed by acon¬ tactor closing circuit or by jumpering, no power will be applied to the battery and there will be no alternator o u t p u t . 2-69. An alternator (GEN) switch (figure 2-7) is in¬ stalled on some aircraft. The toggle-type switch, labeled ALT, is ON in the up position and OFF in the down po¬ sition. The function of this switch is to apply or remove power to the alternator field circuit. When the alternator switch is installed, both the master switch and alternator (GEN) switch must be turned ON to provide alternator operation. If either switch is turned OFF, alternator f u n c t i o n w i l l c e a s e . 2-70. CIRCUIT BREAKERS AND FUSES. Push-to-reset type circuit breakers are installed 2 - 7 1 . to protect most electrical circuits in this aircraft. The circuit breakers are mounted on the lower switch and control panel (figure 2-4) and are labeled according to their function and amperage. The clock circuit, pro¬ tected by aone ampere fuse near the battery, and the battery contactor closing circuit which is protected by a five ampere fuse near the battery, are the only circuits not protected by circuit breakers, creates an electrical circuit overload, the breaker protec¬ ting that circuit will pop out and interrupt the circuit. The breaker cannot be reset immediately. This type of circuit breaker, when tripped, must cool before it can be reset. If the breaker trips after being reset, do not attempt to reset it again. In the event the circuit breaker protects more than one circuit, turn off all associated equipment, allow the breaker to cool, then reset it. Turn the equip¬ ment back on one item at atime, allowing time for an overload to occur again. When the breaker trips again, the last item turned on is probably causing the overload. Turn the malfunctioning equipment off, reset the breaker, and utilize the remaining equipment. 2 - 6 6 . M A S T E R S W I T C H . 2-67. Aswitch for controlling the battery contactor and alternator field circuit is located on the lower switch and control panel. The push-pull type switch (2, figure 2-4) is labeled MASTER, and is ON when puUed out and off when pushed in. When the switch is placed in the ON position, abattery contactor closes the circuit between the battery and the aircraft’s electrical system and applies to the alternator field circuit. If the alternator I f a m a l f u n c t i o n p o w e r circuit should fail, all electrical equipment can be operated from the battery circuit. The length of time the battery circuit can be utilized in this manner depends on the condition of the battery and the amount of equipment in use. However, operation of this type should be kept to aminimum with only essential equipment turned on and alanding effected as soon as practical. Placing the master switch in the off position opens the circuit be¬ tween the battery and the aircraft bus; in addition, field excitation power to the alternator is removed. Alter¬ nator field excitation on some aircraft is controlled by a separate alternator switch. If the aircraft is equipped with alternator switch, both the master switch and the alternator switch must be turned on for normal opera¬ tion. On aircraft equipped with the alternator switch, a placard will be located above the master switch and reads follows; GEN. ON AFTER ENGINE START -GEN. a n 2 - 7 2 . A M M E T E R . The ammeter (20, figure 2-3) on the right side of 2 - 7 3 . the instrument panel, indicates acharging or discharging a s 2 - 1 2 / C H 2 - S E C I I T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 2 - 8 2 . E L E V A T O R T R I M T A B C O N T R O L W H E E L c o n d i t i o n . T h e f a c e o f t h e i n s t r u m e n t i s m a r k e d D I S (left of center) and CHG (right of center). The ammeter indicates the flow of electricity, in amperes, from the alternator to the battery or from the battery to the air¬ craft electrical system. With the engine operating and the master switch turned ON, the ammeter will indicate the charging rate applied to the battery. In the event the alternator ceases to function or electrical system load exceeds the output of the alternator, the ammeter will indicate the discharge rate of the battery. An elevator trim tab control wheel (37, figure 2-3) 2 - 8 3 . is located on the control pedestal under the instrument panel, and provides manual adjustmenT^the elevator trim tab. The control wheel is labeled NOSE UP, TAKE¬ OFF, NOSE DOWN. Asmall pointer at the left of the control wheel, indicates the position of the trim tab. F o r w a r d r o t a t i o n o f t h e c o n t r o l w h e e l w i l l m o v e t h e pointer to the NOSE DOWN position. Conversely, aft rotation will move the pointer to the NOSE UP position. Moving the pointer to the triangular mark labeled TAKE OFF provides normal take-off trim. 2 - 7 4 . O V E R - V O L T A G E W A R N I N G L I G H T . 2-75. Apress-to-test over-volt warning light (29, figure 2-3), labeled OVER-VOLTAGE, is located on the lower right side of the instrument panel. The light, which is red in color and cannot be dimmed, will illuminate any¬ time electrical system voltage exceeds approximately 32 volts. An over-voltage relay (figure 2-7) causes the light to illuminate and simultaneously shuts off the alternator. Refer to Chapter 4for corrective measures to be taken in the event of an over-voltage condition. 2 - 8 4 . C O N T R O L S L O C K . 2 - 8 5 . A c o n t r o l s l o c k i s u s e d t o l o c k t h e e l e v a t o r a n d aileron control system in aneutral position and prevent damage to these systems by wind buffeting while the aircraft is parked. The lock consists of aflat metal flag attached to asteel pin. To lock the controls, align ahole in the top of the control wheel shaft with ahole in the control shaft collar on the instrument panel and insert the pin in the aligned holes so that the metal flag extends over the ignition/starter switch and master switch and prevents inadvertent starting of the aircraft with the con¬ t r o l s l o c k e d . 2 - 7 6 . F L I G H T C O N T R O L S Y S T E M . 2-77. The aircraft’s flight control system consists of conventional rudder, elevator, and aileron control sur¬ faces. These surfaces are manually operated from the cabin through mechanical linkage using acontrol wheel for the ailerons and elevator, and rudder/brake pedals for the rudder. Flight controls are provided for the pilot and c o p i l o t . A t r i m t a b i s i n s t a l l e d o n t h e e l e v a t o r a n d i s controlled, through mechanical linkage, by atrim tab c o n t r o l w h e e l . 2 - 8 6 . W I N G F L A P S Y S T E M . 2-87. Slot-type wing flaps, installed on the trailing edge of the wings, are electrically operated and extend from the inboard edge of each aileron to the wing-fuselage junction. During extension or retraction, the flaps are operated by an electric motor driven jackscrew actuator w h i c h d r i v e s c a b l e s a n d a c o m b i n a t i o n o f b e l l c r a n k s a n d push rods to transmit motion to the flaps. Wing flap extension or retraction is indicated in degrees of travel by aflap position indicator on the left side of the instrument panel. The wing flap switch is located on the lower switch and control panel. Depressing the switch extends the flaps, and raising the switch retracts the flaps. No emergency wing flap actuation system is provided. The circuit is protected by a10-ampere circuit breaker (23. figure 2-4) labeled FLAP, on the lower switch and con¬ trol panel. 2 - 7 8 . C O N T R O L W H E E L S . 2 - 7 9 . trolled by the pilot’s and copilot’s control wheels (43 and 27, figure 2-3) which extend from the lower left and right sides of the instrument panel. Both control wheels are equipped with amicrophone switch (2 and 19, figure 2-3) on the outboard grip of each control wheel. The switches operate the radio transmitters and the inter¬ phone-audio system. E l e v a t o r a n d a i l e r o n c o n t r o l s u r f a c e s a r e c o n - 2 - 8 0 . R U D D E R P E D A L S . 2 - 8 8 . W I N G F L A P S W I T C H . 2-81. The rudder pedals (38 and 35, figure 2-3), pro¬ vided for both pilot and copilot, operate the rudder, nose wheel steering, and the brakes. Forward and aft move¬ ment operates the rudder and the nose wheel steering. Braking is accomplished by rotating the pedals. 2-89. Wing flap operation is controlled by athree- position momentary-on switch (13, figure 2-4), labeled WING FLAP, on the lower switch and control panel; Its positions are UP for flap retraction, center is off. and 2 - 1 3 T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 C H 2 - S E C I I system is designed with acomplete braking system for each main wheel to provide the aircraft with adifferential braking capability. When the aircraft is parked, both main wheel brakes may be set by utilizing the parking brake which is operated by ahandle-underthe left side of the lower switch and control panel. DOWN for extension. The flaps may be extended to any degree from 0° to 40° by holding the wing flap switch in the DOWN position until the flap position indicator indi¬ cates the desired amount of extension. When released, the switch will automatically return to the off (center) posi¬ tion. Retraction of the flaps is accomplished by holding the switch in the UP position until the flaps have re¬ tracted the desired amount. The switch, when released, will return to the off position. Refer to Chapter 7for flap extension airspeed limitations. 2-98. BRAKE (RUDDER) PEDALS. 2-99. The aircraft’s brakes are operated by either the pilot’s or copilot’s rudder pedals (15, figure 2-8 and 23, figure 2-9) which are connected by mechanical linkage. Each of the pilot’s rudder pedals is connected to abrake master cylinder. When pressure is applied to the top of the rudder pedals, the master cylinders transmit hydrau¬ lic pressure to the wheel cylinders which actuate the w h e e l b r a k e s . 2 - 9 0 . W I N G F L A P P O S I T I O N I N D I C A T O R . 2-91. Wing flap position, from 0degrees (fully retracted) to 40 degrees (fully extended), is indicated on the flap position indicator (7, figure 2-3) located on the upper left side of the instrument panel. The indicator is elec¬ trically operated and is calibrated in increments of 10 degrees. 2 - 1 0 0 . P A R K I N G B R A K E H A N D L E . 2-101. When the aircraft is parked, or prior to engine runup, both main wheel brakes may be set by applying the parking brake. To apply the brake, pull aft on the parking brake handle, under the left side of the lower switch and control panel, and rotate it 90° down to lock it. To get maximum brake effectiveness, pump the brake master cylinders up with the rudder pedals and hold pres¬ sure on them while pulling the handle aft and locking it. The parking brake is released by rotating the handle 90° to the left, then pushing it forward. 2 - 9 2 . L A N D I N G G E A R S Y S T E M . 2-93. The aircraft is equipped with tricycle-type fixed landing gear incorporating asteerable nose wheel and two main wheels. The main wheels are attached to fiat leaf spring type landing gear struts and each main wheel is equipped with an independently operating disc brake assembly. The nose wheel is attached to an air/oil shock strut and is equipped with steering arms and ashimmy -dampener. Refer to figure 2-10 for tire pressures. 2 - 9 4 . S T E E R I N G S Y S T E M . 2 - 1 0 2 . I N S T R U M E N T S . 2-95. Maneuvering the aircraft on the ground is accom¬ plished through use of the nose wheel steering system. The steerable nose wheel is controlled by the rudder pedals through mechanical linkage equipped with aspring mechanism that absorbs shock loads. Application of the left rudder pedal will turn the nose wheel to the left, and the right rudder pedal will move the wheel to the right. With use of the rudder pedals only, nose wheel deflection is 10° left or right of center. Acombination of differential braking'and full application of the rudder pedal will provide amaximum nose wheel deflection of 30° left or right of center. When the weight of the air¬ craft is lifted from the nose gear, the nose wheel steering is automatically locked, with the nose wheel centered, by the torque link on the nose gear strut. 2-103. The following part of this section will cover only those instruments which are not considered part of a complete system, such as the fuel system, engine system, etc. All of the flight instruments (figure 2-3) are located on the left side of the instrument panel directly in front of the pilot. These instruments are the airspeed indicator, attitude indicator, heading indicator, altimeter, clock, turn and slip indicator, and vertical velocity indicator. 2-104. PITOT STATIC SYSTEM AND INSTRUMENTS. 2-105. The pitot-static system supplies static pressure to the airspeed indicator (I, figure 2-3), altimeter (5, figure 2-3), and the vertical velocity indicator (39, figure 2-3). It also supplies ram air to the airspeed indicator. The system consists of asingle electrically heated pitot head (13, figure 2-2) attached to the lower surface of the left wing, static air pressure ports attached to the skin on the left and right sides of the aft fuselage, and associated system plumbing. 2 - 9 6 . B R A K E S Y S T E M . Each main landing gear wheel is equipped with a 2 - 9 7 . single-disc hydraulic brake actuated by amaster cylinder (14, figure 28) which is attached to arudder pedal. The 2 - 1 4 C H 2 - S E C I I T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 C A U T I O N 2 - 11 4 . AT T I T U D E I N D I C AT O R . T h e a t t i t u d e i n d i c a t o r (3, figure 2-3) gives avisual indication of flight attitude. The indicator is non-tumbling through 360° of roll and up to +85° of pitch change from level flight, attitude is presented by apointer at the top of the indi¬ c a t o r r e l a t i v e t o t h e b a n k s c a l e w h i c h i s m a r k e d i n i n c r e ¬ ments of 10°, 20°, 30°, 60°, and 90° either side of the center mark. Pitch attitude is presented by aminiature a i r c r a f t i n r e l a t i o n t o t h e h o r i z o n b a r . A k n o b a t t h e bottom of the instrument is provided for in-flight adjust¬ m e n t o f t h e m i n i a t u r e a i r c r a f t t o t h e h o r i z o n b a r f o r a more accurate flight attitude indication. The pitot heat switch must always be turned off while the aircraft is on the ground, to pre¬ vent over-heating. B a n k ‘ ● 2-106. The heating element in the heated pitot head is turned on or off by apush-pull switch, labeled PITOT HEAT PULL-ON, on the lower switch and control panel. Pulling the switch out (ON) causes the element in the pitot head to heat, maintaining proper operation in pos¬ sible icing conditions. When pitot heat is not required, the switch should be pushed in (off position). 2 - 11 5 . H E A D I N G I N D I C AT O R . T h e h e a d i n g i n d i c a t o r (42, figure 2-3) displays aircraft heading on acompass card in relation to afixed simulated aircraft image and index. The indicator is non-tumbling through +85° of roll and +85° of pitch from alevel flight attitude. Power for the instrument’s gyros is supplied by the aircraft vacuum system. Since the gyros in the heading indicator will pre- cess slightly, the compass card should be set in accordance with the magnetic compass just prior to take-off and occa¬ sionally re-adjusted on extended flights. Aknob located on the lower left edge of the indicator is used to adjust the compass card to correct for any precession. 2-107. AIRSPEED INDICATOR. The airspeed indicator (1, figure 2-3) is operated by ram air and static air pres¬ sures provided by the pitot and static air systems. Air¬ speed is indicated in miles-per-hour (outer dial) and knots (inner dial). Never exceed, caution, normal oper¬ ating, and flap operating ranges are indicated on the face of the instrument in red, yellow, green, and white mark¬ ings. Refer to Chapter 7for operational limitations. 2 - 1 0 8 . V E R T I C A L V E L O C I T Y I N D I C AT O R . T h e v e r ¬ tical velocity indicator (39, figure 2-3) depicts level flight and the aircraft’s rate-of-climb or descent in feet-per- minute. The indicator is actuated by atmospheric pres¬ sure change supplied by the static source of the pitot- static system. 2-116. SUCTION GAGE. Suction available for opera¬ tion of the attitude and heading indicators is indicated by asuction gage (21, figure 2-3) calibrated in inches of mercury, on the upper right side of the instrument panel. The desired suction range is 4.6 to 5.4 inches of mercury, and is marked on the face of the gage with agreen arc. 2-109. ALTIMETER. The altimeter (5, figure 2-3) is a barometric type instrument which operates on static pressure from the pitot-static system. Aknob on the lower left comer of the indicator provides adjustment of the instrument’s barometric scale to the proper baro¬ metric pressure reading. 2 - 1 1 7 . M A G N E T I C C O M P A S S . 2-118. Amagnetic compass (11, figure 2-3) is mounted above the center of the instrument panel on the cowl deck. The instrument has integral lighting for night oper¬ ations. The compass correction card (9, figure 2-3) is mounted in the instrument panel glare shield just below the compass. 2 - 11 0 . T U R N A N D S L I P I N D I C AT O R . 2-111. The turn and slip indicator (40, figure 2-3) is a gyroscopically operated instrument. The instrument is powered by 24 volts DC and its electrical circuit is pro¬ tected by the 5-ampere INST circuit breaker (18, figure 2-4) on the lower switch and control panel. 2 - 1 1 9 . F R E E A I R T E M P E R A T U R E G A G E . 2-120. Afree air temperature gage (2, figure 2-2) is mounted through the upper center portion of the wind¬ s h i e l d a n d i s c a l i b r a t e d i n F a h r e n h e i t a n d C e l s i u s . 2 - 1 1 2 . V A C U U M S Y S T E M A N D I N S T R U M E N T S . 2-113. An engine-driven vacuum system provides the suction necessary to operate the gyro-operated attitude and heading indicators. The system consists of avacuum pump (and oil separator) mounted on the engine, avac¬ uum relief valve and vacuum system air filter on the aft side of the firewall below the instrument panel, and a suction gage on the right side of the instrument panel. 2 - 1 2 1 . S T A L L W A R N I N G S Y S T E M . 2-122. Apneumatic stall warning system is installed on this aircraft. The system consists of astall warning port in the leading edge of the left wing, areed-type horn in the upper left side of the cabin, and associated plumbing. 2 - 1 5 20 19 18 17 16 15 14 16. Lower switch and control panel (figure 2-4) 17. Elevator trim tab control wheel 18. Fuel selector valve control knob 19. Left emergency door release handle 20. Pilot's inertia reel locking lever 2 1 . P i l o t ’ s s e a t b e l t 22. Fire extinguisher 2 3 . L e f t c a b i n d o o r h a n d l e 24. Pilot’s shoulder harness inertia reel 1 0 . P i l o t ’ s c o n t r o l w h e e l m i c r o p h o n e switch (on left grip) 11 . P i l o t ’ s c o n t r o l w h e e l 12. Magnetic compass 13. Instrument panel (figure 2-3) 14. Brake master cylinden (pilot’s rudder pedals only) IS. Pilot’s rudder pedals 1 . C : a b i n r e a r w i n d o w 2 . ( 2 a b i n l e f t r e a r s i d e w i n d o w 3 . P i l o t ’ s s h o u l d e r h a r n e s s 4. Cockpit light and instrument panel flood light 5 . L e f t c a b i n d o o r w i n d o w 6 . P i l o t ’ s s e a t 7 . L e f t c a b i n d o o r 8. Map light 9. Pilot’s wing-mounted ventilator Figure 2-8. Cabin left side (typical). AV 1 0 6 2 S S 2 - 1 2 5 . F I R E E X T I N G U I S H E R . -As the aircraft approaches astall, alow pressure condi- tion is-created over the leading edge of the wings. This *loW pressure creates adifferential pressure (vacuum) in the stall warning system which draws air through the warning horn, resulting in an audible warning at 5to 10 MPH above stall in all flight conditions. I W A R N I N G n . Repeated or prolonged exposure to high con¬ c e n t r a t i o n s o f m o n o b r o m o t r i fl u o r o m e t h a n e (CF3Br) or decomposition products should be avoided. The liquid should not be allowed to come in to contact with the skin, as it may cause frost bite or low temperature bum. 2 - 1 2 3 . E M E R G E N C Y E Q U I P M E N T . 2-124. The following information covers all emergency equipment, except that which forms part of acomplete system. For operation of emergency exits and for loca¬ tion of all emergency equipment, refer to Chapter 4, figure 4-2. 2-126. Ahand operated, monobromotrifluoromethane (CF3Br)type fire extinguisher (22, figure 2-8) is mounted between the pilot and copilot’s seats by abracket with a retaining strap and latch. The extinguisher should be i 2 - 1 6 C M 2 - 6 t C I I I - 1 . D e f r o s t e r o u t l e t 2 . W i n d s h i e l d 3. Copilot’s control wheel 4. Copilot's control wheel microphone switch (on right grip) 5. Copilot’s wing-mounted ventilator 6. Right cabin door 7. Right cabin door window 8. Copilot’s seat 9 . F i r s t a i d k i t 10. Copilot’s shoulder harness 11. Observer’s interphone-audio control panel 12. Cabin right rear side window 1 3 . R e a r s e a t s 14. Baggage net 1 5 . R e a r s e a t b e l t 16. Copilot’s shoulder harness inertia reel 17. Right cabin door handle 18. Copilot’s seat belt 19. Copilot’s inertia reel locking lever 20. Right emergency door release handle 21. Copilot’s microphone foot switch 22. Control pedestal 23. Copilot’s rudder pedals Figure 2-9. Cabin right side (typical). A V 1 0 8 2 6 0 used with care in the limited area of the cabin due to the relatively high charging pressure and forceful stream emitted by it. 2 - 1 2 9 . F I R S T A I D K I T. 2-130. The aircraft is equipped with afirst aid kit (9, figure 2-9). The kit is located near the top of the co¬ pilot’s seat back. 2-127. EMERGENCY DOOR RELEASE HANDLES. 2-128. Emergency door release handles (19, figure 2-8 and 20, figure 2-9), on both front door posts, are pro¬ vided to mechanically disengage the door hinges and allow jettison of both cabin doors. If acabin door must be jettisoned, open the door, grasp the emergency door release handle, and pull firmly inboard, disengaging the hinge pins from the hinges. The door will then leave the a i r c r a f t . 2 - 1 3 1 . E N T R A N C E D O O R S . 2-132. Entry to, and exit from the aircraft is accom¬ plished through either of two cabin doors (7, figure 2-8 and 6, figure 2-9), one on each side of the fuselage at the pilot’s and copilot’s positions. Both doors are equipped with an exterior door handle, conventional interior door handle, and an openable window. 2 - 1 7 C H 2 - S E C I I I I V I 0 & - l O l U - ^ 1 ^ - l U seat backs are adjustable through three reclining posi¬ tions. Move either seat forward or aft by lifting up on the adjustment lever (under the left front comer of the pilot’s seat and right front comer of the copilot’s seat). Seat height adjustment is made by turning an adjustment crank clockwise to raise the seat, and counterclockwise to lower it. The crank is under the right front comer of the pilot’s seat, and under the left front corner of the copilot’s seat. The back of either seat may be adjusted forward or aft by lifting up on the reclining lever and positioning the seat back. The lever is on the aft right side of the pilot’s seat, and the aft left side of the copilot’s s e a t . 2 - 1 3 3 . C A B I N D O O R W I N D O W S . 2-134. Both cabin doors are equipped with windows (5, -figure 2-8 and 7, figure 2-9). The windows are hinged at the top and are spring-loaded to the open position. Self locking over-center latches hold the windows in the closed position. To open awindow, press the release button on the over-center latch'and rotate the latch 90° up. The window will then swing outward. When closing the window, use the handle located in the lower forward -comer of the window; then rotate the latch to securethe w i n d o w . 2 - 1 3 5 . E X T E R I O R D O O R H A N D L E S . 2-142. SEAT BELTS AND SHOULDER HARNESSES. 2-136. The exterior door handles on this aircraft are near the aft edge of each cabin door, just below the door -window. The flat rectangular handles are recessed into the door surface and rotate outward. To open acabin door, g^p the exposed-cdi^of the handle and pull jjutboard; " 2-137. INTERIOR DOOR HANDLES. 2-143. Seat belts, shoulder harnesses, and inertia reels are provided for both the pilot and copilot. Each seat belt (21, figure 2-8 and 18, figure 2-9) is connected to a fitting attached to the aircraft structure aft of the seat. The shoulder harnesses (3, figure 2-8 and 10, figure 2-9) are attached to inertia reels (24,-figure 2-8 and 16, figure 2-9) which are located on the-cabin side walls just aft of the rear door posts near floor level. Acontrol lever (20, figure 2-8 and 19, figure 2-9) on the left side of the pilot’s and copilot’s seats governs operation of the inertia reels. When the control lever is placed in the AUTO¬ MATIC position, the shoulder harness will permit free forward and aft movement. However, any sudden for¬ ward movement will lock the reel and permit only aft movement. To unlock the reel, place the lever in the MANUAL position, then back to the AUTOMATIC posi¬ tion. Placing the control lever in the MANUAL position will lock the shoulder harness at any desired position. With the lever in the MANUAL position, the reel will a l l o w a f t m o v e m e n t o n l y. 2-138. The interior cabin door handles (23, figure 2-8 and 17, figure 2-9) are three position handles located below each cabin door window near the aft edge of the door. Aplacard located at the base of each handle indi¬ cates the three positions, which are OPEN, CLOSE, and LOCK. Before flight, place the door handles in the LOCK position by rotating them aft. This locks and seals the doors. To open either door, rotate the handle to the OPEN position. The handle is spring-loaded to return to the CLOSE position. 2 - 1 3 9 . S E AT S . 2 - 1 4 4 . A U X I L I A R Y E Q U I P M E N T. 2 - 1 4 0 . F R O N T S E AT S . 2-145. The heating, ventilating, and defrosting systems, anti-icing system, lighting equipment, and miscellaneous equipment are discussed in Chapter 6. 2-141. The pilot’s seat (16, figure 2-2) and copilot’s seat (17, figure 2-2) are mounted on individual sets of tracks, and are adjustable forward, aft, and vertically. The 2 - 1 8 C H 2 - 6 L U I I T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 D E S I G N A T I O N S R E M A R K S I T E M M I L S P E C N O . C O M M E R C I A L P U R P L E G R E E N M I L - G - 5 5 7 2 M I L - G - 5 5 7 2 A V G A S 1 1 5 / 1 4 5 A V G A S 1 0 0 / 1 3 0 F U E L : R E C O M M E N D E D A L T E R N A T E *CHANGE EACH 25 HRS. USE BELOW 30°F. *CHANGE EACH 25 HRS. USE ABOVE 30°F S A E 3 0 M I L - L - 2 2 8 5 1 T Y P E I I I M I L - L - 2 2 8 5 1 T Y P E I I O I L : A S H L E S S D I S P E R S A N T S A E 5 0 M I L - H - 5 6 0 6 H Y D R A U L I C F L U I D : F I R E E X T I N G U I S H E R F L U I D : M O N O B R O M O T R I - F L U O R O M E T H A N E (CFgBr) M I L - E - 5 2 0 3 1 2 4 P S I 2 6 P S I TIRE PRESSURES: M A I N N O S E *When afull-flow oil filter is installed, the oil change interval is extended to 50 hours. 123 4 5 12 11 10 987 6 1. Right wing fuel tank 2. Right wing fuel tank Tiller 3. Left wing fuel tank Tiller 4. Left wing fuel tank 5 . B a t t e r y 6. Main gear tire 7. Fire extinguisher 8. Brake master cylinder 9. External power receptacle 10. Oil dipstick 11. Nose gear tire 12. Oil Tiller cap A V 1 0 e 2 « 1 Figure 2-10. Servicing. 2 - 1 9 / ( 2 - 2 0 b l a n k ) C H 3 - S E C I - I I T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 N O R M A L P R O C E D U R E S S e c t i o n I - I N T R O D U C T I O N condensed procedures follow the same check numbers, although the condensed procedures omit all explanatory text with the exception of an occasional Warning, Cau¬ tion, or Note. 3 - 1 . G E N E R A L . This chapter contains the procedures required to insure safe and efficient operation of the aircraft. Steps are included in checklist form covering the flight from the time it is planned until it is completed and the aircraft is left properly parked and secure. The flight envisioned in this chapter is considered to be accomplished under normal conditions. The checklist includes all steps neces¬ sary to insure safe flight under normal daytime, night, and instrument conditions. Information pertaining to weather operations has been held to the minimum checklist re¬ quirement. Details and discussions of weather operation are covered by Chapter 10. Instructions for the operation of auxiliary equipment and controls are contained in Chapter 6. Complete flight characteristics are covered in Chapter 8. 3 - 2 . 3 - 6 . C H E C K S . 3-7. Checklists include items required for day, night and instrument flights on acommon checklist with anno- tative indicators preceding those required to be accom¬ plished only for night (N) and for those required to be accomplished only for instrument flight (I). The symbol (O) is used to indicate that the procedure is applicable if the particular equipment is installed. The symbol ̣ in¬ dicates that the detailed procedure for this step is included in the performance checks section, located at the back of t h e c h e c k l i s t . 3 - 8 . T H R U - F L I G H T C H E C K . 3-9. When the aircraft is flown by the same flight crew in regularly scheduled operations, or when assigned tactical or administrative missions requiring intermediate stops, it is unnecessary to perform all the checks. Under these conditions, only aportion of the normally required preflight checks are necessary to assure safe operation. An asterisk (●) precedes each check that must be per¬ formed during thru-flight operations. Items not marked with an asterisk may be checked at the discretion of the pilot. The Before T^e-Off check, and subsequent checks, must be completed in their entirety. 3 - 3 . C H E C K L I S T S . 3 - 4 . A M P L I F I E D A N D C O N D E N S E D C H E C K L I S T S . The checklists used by the pilot include ampli¬ fied normal and emergency procedures and the normal and emergency procedures in condensed form. The ampli¬ fied procedures are contained in Chapter 3and 4respec¬ tively and include all explanatory material. Warnings, C a u t i o n s , a n d N o t e s . T h e c o n d e n s e d v e r s i o n s o f t h e normal and emergency procedures are issued as aseparate publication (TM 55-1510-212-CL). The amplified and 3 - 5 . S e c t i o n I I - F L I G H T P R O C E D U R E S Instrument flight conditions will be t i o n s . flown on an emergency basis only. 3 - 1 0 . P R E P A R A T I O N F O R F L I G H T. 3-11. The preparation for flight includes flight planning, special problems due to the assigned mission, and crew briefing. The pilot should assure that all information in this manual, applicable to the proposed mission, is com¬ plied with. 3-13. The maximum, cautionary, normal, and minimum operational ranges indicated by instrument markings and placards represent limitations required for safe and effi¬ cient operation of the aircraft. Refer to Chapter 7for a detailed description of aircraft and engine limitations and r e s t r i c t i o n s . 3 - 1 2 . F L I G H T R E S T R I C T I O N S . 3 - 1 4 . F L I G H T P L A N N I N G . 3-15. The performance data contained in Chapter 14 is N O T E The aircraft is restricted to visual flight condi- 3 - 1 C H 3 - S E C I I T M 5 b - l b l U - z i z - i u X - Flight controls -UNLOCKED 8 . provided to assist in determining fuel consumption, air¬ speed, power settings, ranges etc., as required to accom¬ plish the proposed mission and obtain the best possible performance from the aircraft. Fuel shutoff valve —ON. 9 . * 10. Ignition switch -OFF. 11. Fuel strainer -drain. Pull out strainer drain knob for about four seconds to clear fuel strainer of possible water and sediment. After draining, check to ensure that the drain knob is pushed in and the flow is stopped completely. 1 2 . M a s t e r s w i t c h - O N . 3 - 1 6 . T A K E - O F F A N D L A N D I N G D A T A C A R D . 3-17. For adiscussion of the take-off and landing data card and the proper means of filling it out, refer to Chap¬ ter 14, Performance Data. 3 - 1 8 . W E I G H T A N D B A L A N C E . 3-19. Refer to Chapter? for weight and center-of-gravity limitations, and to Chapter 12 for information to be used mweight and balance computation. Before each mission, make the following checks: 13. Pitot heat -checked. Check for slight deflec¬ tion of ammeter needle to verify operation, then OFF. 14. Landing Lights -Checked. 15. Rotating beacon -ON/check operation. Check i l l u m i n a t i o n a n d r o t a t i o n . Determine the take-off gross weight and check that the center of gravity (CG) is within limits. 1 . 2. Check that required oil, fuel, and special equip¬ ment is sufficient for the mission to be accomplished. ( 0 ) 1 6 . A l t e r n a t o r - O N . 17. Warning lights (4) -checked. Check for il¬ lumination when pressed to test. 3 - 2 0 . P R E F L I G H T C H E C K . 3-21. The preflight check is performed in accordance with procedures in the following paragraphs. Figure 3-1, Exterior Check, illustrates the approximate path to be followed while using the« procedures to assure com¬ plete inspection and readiness of the aircraft. (0)18. Alternator -OFF. 19. Fuel quantity -checked. Check quantity shown on each indicator against requirement of antici¬ pated flight. 3-22. BEFORE EXTERIOR CHECK. ̣ 20. Auxiliary fuel pump —checked. Set mixture to idle cut-off and throttle open to three-fourths travel. Set auxiliary fuel pump switch to LOW, close throttle, and listen for fuel pump speed change to lower operation. Turn fuel pump OFF promptly to avoid flooding the engine. C h e c k D A F o r m c h e c k e d . 2408-13 and availability of Operator’s Manual (-10), Checklist (-CL), locally required forms and publications. 1 . P u b l i c a t i o n s 2 . 1. 3 . Fire extinguisher —checked. (N)21. Lighting systems -checked. Check illumina¬ tion of all interior and exterior lights. _ 4. Emergency door releases -checked. Visually check release handles for condition and security. 2 2 . M a s t e r s w i t c h - O F F . ● 5 . F u e l s e l e c t o r ^ B O T H . C h e c k f u e l s e l e c t o r v a l v e i n d e t e n t . 2 3 . C a r g o - s e c u r e . 6 . T r i m t a b - T A K E - O F F . 3 - 2 3 . E X T E R I O R C H E C K . 7 . P a r k i n g b r a k e - s e t . c a u t i o n ! 3 - 2 4 . L E F T L A N D I N G G E A R . If high or gusty winds are present, and the flight controls are unlocked, control surfaces may be damaged by buffeting. Brake assembly -checked. Check brake lines for damage or signs of leakage, and brake linings for wear. 1. 3 - 2 Chong* 1 C H 3 - S E C I I T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 N O T E Tiedowns and pitot tube cover may be removed, and fuel drained, prior to starting Preflight Inspection. 9 A V 1 0 8 2 6 2 Figure 3-1. Exterior check 2 . Wheel assembly and strut —checked. Check 4. Wing tip and navigation light -checked. Check for general condition and security. f o r c o n d i t i o n . L a n d i n g l i g h t s - c h e c k e d . C h e c k w i n d o w f o r security and cleanliness. 5 . Tire —checked. Check for cuts, bruises, wear, and proper illation. * 3 . 4 . C h o c k — r e m o v e d . 6 . T i e d o w n - r e l e a s e d . « 3 - 2 5 . L E F T W I N G . 7. Stall warning port -checked. Check free of o b s t r u c t i o n s . Fuel tank -drain. Depress drain valve for about four seconds to clear fuel tank sump of possible w a t e r a n d s e d i m e n t . 1. F u e l v e n t - c h e c k e d . C h e c k f r e e o f o b s t r u c t i o n s . 8 . P i t o t t u b e - c h e c k e d . R e m o v e c o v e r a n d c h e c k for obstructions, alignment, and security. 9 . G e n e r a l c o n d i t i o n — c h e c k e d . C h e c k f o r s k i n damage and loose rivets. In cold weather, remove even small accumulations of frost, ice, or snow. 2 . Strut -checked. Check for strut damage and security of strut fairings and fueling step. 1 0 . Controls -checked. Check freedom of move¬ ment (in proper direction), and hinge attachments for s e c u r i t y. 3 . Door hinge pins -checked. Check for security in door hinges and attachment to release cables. 1 1 . 3 - 3 C H 3 - S E C I I T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 * 1 2 . then check fuel filler cap secure. Fuel tank -checked. Check fuel level visually, security of strut fairings and fueling step. 5 . T i e d o w n - r e l e a s e d . 3 - 2 6 . E N G I N E A N D P R O P E L L E R . Wing tip and navigation light -checked. Check for general condition and security. 6 . * Oil quantity and cap -checked. Check oil level. Then check oil filler cap secure, oil cooler free of obstruction, and filler door closed and latched. 1. 7 . C o n t r o l s - c h e c k e d . C h e c k f r e e d o m o f m o v e ¬ m e n t ( i n p r o p e r d i r e c t i o n ) , a n d h i n g e a t t a c h m e n t s f o r s e c u r i t y. 2 . Cowling —checked. Check for damage and f a s t e n e r s s e c u r e . F u e l t a n k - d r a i n . P r e s s d r a i n v a l v e f o r a b o u t four seconds to clear fuel tank sump of possible water ' a n d s e d i m e n t . 8. 3 . Propeller -checked. Check for nicks, security. a n d o i l l e a k s . 3 - 2 9 . R I G H T L A N D I N G G E A R . Fuel strainer -checked. Check visually to ensure that strainer drain valve is closed after draining. 4 . Brake assembly -checked. Check brake lines for damage or signs of leakage, and brake linings for wear. 1. 3 - 2 7 . N O S E L A N D I N G G E A R . 2 . W h e e l a s s e m b l y a n d s t r u t - c h e c k e d . C h e c k * 1 . T i e d o w n — r e l e a s e d . f o r c o n d i t i o n . Tire —checked. Check for cuts, bruises, wear, and proper inflation. 2 . Tire —checked. Check for cuts, bruises, wear. * 3 . and proper inflation. Nose gear assembly -checked. Check strut, torque links, and shimmy dampener for general condition, cleanliness, and leakage. Visually check strut for bottom¬ ing and/or low condition. 3 . 4 . C h o c k — r e m o v e d . * 3 - 3 0 . F U S E L A G E - R I G H T S I D E . G e n e r a l c o n d i t i o n - c h e c k e d . C h e c k f o r s k i n damage and loose rivets. 1. N O T E D o n o t c h e c k s t r u t a i r p r e s s u r e w i t h a g a g e unless the inflation appears inadequate, since repeated checks before each flight would result in loss of proper inflation. y Static port -checked. Check free of paint, dirt, or other obstructions. 2. A n t e n n a s - c h e c k e d . C h e c k f o r s e c u r i t y o f a t t a c h m e n t a n d b r o k e n w i r e . 3. ( O ) 4 . F u e l r e s e r v o i r t a n k - d r a i n . P r e s s d r a i n valve (located on bottom of fuselage just aft of firewall) for about four seconds to clear fuel reservoir of possible w a t e r a n d s e d i m e n t . 3 - 3 1 . E M P E N N A G E . G e n e r a l c o n d i t i o n - c h e c k e d . C h e c k v e r t i c a l fin and dorsal and horizontal stabilizer for security, skin damage and loose rivets. 1. 3 - 2 8 . R I G H T W I N G . G e n e r a l c o n d i t i o n - c h e c k e d . C h e c k f o r s k i n damage and loose rivets. In cold weather, remove even small accumulations of frost, ice, or snow. 1. C o n t r o l s a n d t r i m t a b - c h e c k e d . R e m o v e rudder gust lock, if installed, and check control surface freedom of movement. Check security of elevator and rudder hinge bolts and elevator trim tab push rod con¬ n e c t i o n s . C h e c k t r i m t a b f o r t a k e - o ff p o s i t i o n . 2 . Fuel tank -checked. Check fuel level visually, then check fuel filler cap secure. * 2 . Door hinge pins -checked. Check for security, in door hinges and attachment to release cables. 3 . Navigation light —checked. Check for general condition and security. 3 . 4 . Strut —checked. Check fo: r u t d a m a g e a n d * 4 . T i e d o w n - r e l e a s e d . 3 - 4 C H 3 - S E C I I T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 16. Flight instruments -checked. 17. Engine instruments -checked. Check for static readings. 3 - 3 2 . F U S E L A G E - L E F T S I D E . General condition —checked. Check for skin damage and loose rivets. 1. ‘ 1 Copilot’s interphone and audio control panel - 1 8 . 2. Static port -checked. Check free of paint, dirt, or other obstructions. s e t . * 3 - 3 3 . I N T E R I O R C H E C K . * 3 - 3 5 . S T A R T I N G E N G I N E . Right seat, belt, and Jiamess (solo flight) -se- 1. M a s t e r s w i t c h - O N . 1. c u r e d . (N) 2. Navigation lights -ON (Steady). N O T E During night operations, the navigation lights should be turned on prior to starting the engine and remain on until engine shutdown is com¬ plete. 2. Passenger briefing -complete. This will in¬ clude but is not limited to the following: Emergency exit procedures and location of emergency equipment. Cabin heat and air -as required. 3 . 3 - 3 4 . B E F O R E S T A R T I N G E N G I N E . 3. Rotating beacon -ON. Seat, belt, and harness -adjusted. Check seat stop pin securely in seat rail locking hole and seat belts and harness for proper routing to ensure they are secure. 1. 4. Auxiliary fuel pump switch -HI. 5. Throttle —Open to obtain 8-10 gal/hr fuel flow; then reduce to 1inch open. C o c k p i t l i g h t - O F F. 2 . 6. Auxiliary fuel pump switch -OFF. Free air temperature gage -checked. 3 . 7. Propeller -clear. Make sure propeller area Compass —checked. 4 . i s c l e a r. V O R - H O M I N G s w i t c h - V O R . 5 . jCAUTION Pilot’s interphone and audio control panel — 6 . Continuous cranking should not exceed 30 seconds. If the engine fails to start, release ignition switch and allow the starter to cool for 30 seconds before attempting another start. s e t . 7 . R a d i o s - O F F . 8 . M i x t u r e - R I C H . 8. Ignition switch —START. Release to BOTH when engine starts. Propeller -INCREASE rpm. ● 9. N O T E T h r o t t l e - c l o s e d . ● 1 0 . The engine should start in two to three revo¬ lutions. If it does not, increase the fuel flow by turning the auxiliary fuel pump switch momentarily on HI and crank for two to four additional revolutions. If it still does not start, s e t t h e m i x t u r e t o i d l e c u t - o f f , a n d c r a n k until the engine fires or for approximately 15 seconds. If still unsuccessful, start again using the normal starting procedure after allowing t h e s t a r t e r m o t o r t o c o o l . C i r c u i t b r e a k e r s - c h e c k e d . 11 . Light switches -OFF. 12. P i t o t h e a t - O F F . 13. P r i m e r - L O C K E D . 1 4 . Map light switch -OFF. 1 5 . 3 - 5 C H 3 - S E C I I T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 9. Throttle 1000 rpm —set. N O T E To avoid overheating the engine, aportion of the warmup time should be spent in taxiing to the runup or take-off position. in-flight engine cooling, turn the aircraft into the wind, if possible, to avoid overheating during prolonged engine operation on the g r o u n d . 1. N o s e w h e e l - c e n t e r e d . 1 0 . Oil pressure -checked. Check in green arc * 2. Parking brake -set. w i t h i n 3 0 s e c o n d s . 3. Throttle 1000 rpm -set. ( 0 ) 1 1 . A l t e r n a t o r - O N . ■*■*4. Magneto groundout -checked. At 1000 RPM. turn ignition switch to Lposition, then Rposition, and observe that engine continues to operate. Then turn ignition switch to OFF momentarily and observe that the engine completely ceases firing. Return the switch t o B O T H . * 3 - 3 6 . B E F O R E T A X I I N G . Radios —ON, checked. Check all navigation equipment required for mission. 1. 2 . Taxi clearance —as required. * 5 . Engine instruments -checked. 3 . Q o c k — s e t . **6. Magnetos -checked. At'1800 rpm, first move ignition switch to Rposition and note rpm. Next move switch back to BOTH to clear the other set of plugs. Then move switch to Lposition, note rpm, and return to BOTH position. The rpm drop should not exceed 150 rpm on either magneto and the difference between the two magnetos operated individually should not be more than 50 rpm. 4 . A l t i m e t e r — s e t . 5. Parking brakes -released. * 3 - 3 7 . T A X I I N G . ICAUTIONj N O T E Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips and the Jeading edges of the horizontal stabilizer. If there is adoubt concerning operation of the ignition system, rpm checks at higher engine speeds will usually confirm whether adefi¬ ciency exists. B r a k e s - c h e c k e d . T e s t b r a k e s o n i n i t i a l r o l l when starting to taxi. 1 . **1. Propeller -checked. With power set to 1800 rpm and propeller control at INCREASE rpm, pull pro¬ peller control to DECREASE rpm and check for an rpm drop. Alarge rpm drop is not necessary. Return control to INCREASE rpm. N O T E Steer aircraft with rudder pedals, using brakes only for sharp turns. Do not use more power than is necessary to keep the aircraft rolling, and avoid riding the brakes since this causes uiyie.cessary brake wear. Utilize all controls as necessary to maintain directional control and balance in strong, gusty winds. Suction gage -checked. Check within 4.6 - ( 1 ) 8 . 5.4 inches Hg. ̣ 9. Mixture -checked. At 1000 rpm, move mix¬ ture control toward lean. Maximum increase is 25 rpm. 2 . F l i g h t i n s t r u m e n t s - c h e c k e d . C h e c k s e t t i n g s ̣ 1 0 . rpm with throttle closed. Idle speed -checked. Check for 650 -700 and operation. 3 - 3 8 . E N G I N E R U N U P . 11 . T h r o t t l e 1 0 0 0 r p m - s e t . * c a u t i o n I Flaps —checked. Check at all settings and return to zero setting. 1 2 . Since the engine is closely cowled for efficient 3 - 6 CH 3- SEC II T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 3 - 4 3 . N O R M A L TA K E - O F F. * 3 - 3 9 . B E F O R E T A K E - O F F ICAUTIONj Flight controls -checked. Oieck for full travel and proper response. 1. Full-throttle runups over loose gravel are especially harmful to propeller tips. When take-offs must be made over agravel surface, advance the throttle slowly. This allows the aircraft to start rolling before high rpm is de¬ veloped, and the gravel will be blown back of the propeller rather than pulled into it. 2 . F u e l s e l e c t o r - B O T H . C h e c k f u e l s e l e c t o r v a l v e i n d e t e n t . Trim —set. Set to take-off position. 3 . Flight and engine instruments -checked. 4 . 5 . Flaps —as required. N O T E It is important to check full-throttle operation early in the take-off run. Any signs of rough engine operation or sluggish engine accelera¬ tion is good cause for discontinuing the t a k e - o f f . 6 . Mixture -as required. 7 . Propeller -INCREASE rpm. ( I ) 8 . Navigation radios -set. 3-44. Normal tatce-offs are accomplished with wing flaps up, full throttle, and 2800 rpm. Initially, the control wheel should be in the neutral position, and power should be applied by smoothly increasing the throttle to full OPEN. As the throttle is advanced, moni¬ tor oil pressure and fuel pressure indications to insure that the engine is operating properly. Directional control should be maintained throughout the take-off roll pri¬ marily by use of the rudder pedals. Keep heels on the floor to avoid dragging the brakes. For maximum engine power, the mixture should be adjusted during the initial take-off roll to the fuel flow corresponding to the field elevation (as defined on the fuel flow placard located beneath the fuel flow indicator). The power increase is significant above 3000 feet and this procedure should always be used for field elevations greater than 5000 feet above sea level. When the aircraft reaches 60 MPH, apply slight elevator back pressure to lift the nose wheel and allow the aircraft to fly off smoothly. 9 . Take-off clearance -as required. 1 0 . Windows and doors -as required. P a r k i n g B r a k e s - r e l e a s e d . I 1 1 3 - 4 0 . L I N E U P. Heading indicator -set. Set for agreement with magnetic compass. 1. (I) 2. Pitot heat -as required. Use whenever flight is conducted in visible moisture. (O) 3. Transponder -as required. 3 - 4 1 . T A K E - O F F . I W A R N I N G 3-45. MINIMUM RON/OBSTACLE CLEARANCE T A K E - O F F . Avoid wake turbulence. Allowing three to five minutes before take-off behind aheavy aircraft or helicopter is advisable. When necessary to take-off behind aheavy aircraft or helicopter, and conditions permit, take-off well before the lift-off point of the departing aircraft and climb above its flight path. 3-46. Perform minimum run take-offs using 20° wing flaps. To take-off, hold the brakes while applying full throttle, adjust mixture, then release the brakes and allow the aircraft to accelerate. Keep heels on the floor to avoid dragging the brakes during acceleration. Maintain aslightly tail-low attitude throughout the take-off run. Lift the aircraft off the ground as soon as practical in a tail-low attitude and then level off immediately to ac¬ celerate to asafe climb speed. This procedure is also applicable for take-off from soft fields. In an obstacle clearance take-off with 20° wing flaps, maintain 60 MPH 3-42. Taking off in accordance with the following tech¬ niques will produce the results shown in Chapter 14. Before starting the take-off run, determine the point after which the aircraft cannot be normally stopped in the event of amalfunction. Refer to Chapter 4for emer¬ gency procedures during take-off. Qiong* 1 3 - 7 T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 C H 3 - S E C I I short duration to improve engine cooling. until the obstacle is cleared. Leave flaps down until clear of the obstacle, then level the aircraft and accelerate to a normal climb speed while slowly retracting the flaps. 3 - 5 Z C R U I S E C H E C K S . 3-53. Normal cruising is done at power settings up to 75% power. Refer to Chapter 14 for power settings re¬ quired for cruise at various altitudes. N O T E Flap deflections greater than 20® are not recommended for take-off under any circum¬ s t a n c e s . 3 - 5 4 . D E S C E N T . 3-47. CROSSWIND TAKE-OFF. 1 . T h r o t t l e - a d j u s t e d . 3^8. Take-offs into strong crosswinds should be per¬ formed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after take-off. Maintain directional control as in anormal take-off, applying aileron as necessary to maintain wings level. Leave the nose wheel on the runway until aspeed slightly higher than normal has been attained. Then pull off the ground in apositive manner to prevent possible settling back to the runway while drifting. When clear of the ground, make acoordinated turn into the wind to c o r r e c t f o r d r i f t . 2 . M i x t u r e — a d j u s t . P e r i o d i c a l l y a d j u s t f o r smooth engine operation. 3 - 5 5 . B E F O R E L A N D I N G . 1 . F u e l s e l e c t o r - B O T H . C h e c k f u e l s e l e c t o r v a l v e i n d e t e n t . 2 . M i x t u r e - R I C H . I f e n g i n e b e c o m e s r o u g h due to excessive richness at altitude, lean for smooth operation. . . 3 - 4 9 . A F T E R T A K E - O F F . N O T E ■ Flaps -UP. Retract wing flaps (if used) after asafe altitude and airspeed have been reached. 1 . If field length is marginal and field elevation is above 5000 feet, one should preset the mix¬ ture control for the proper fuel flow in the event of apossible go-around at full power. This is best accomplished prior to entering the traffic pattern by momentarily applying full power and adjusting the mixture setting to the placard fuel flow for the field elevation. ( N ) 2 . L a n d i n g l i g h t s - O F F. 3. Climb power -set. Retard throttle to 25 inches of manifold pressure and set propeller control to 2600 rpm. M i x t u r e - s e t . A d j u s t m i x t u r e c o n t r o l f o r approximately 13 gal/hr. fuel flow. 3 . 3 . L a n d i n g l i g h t s - O N . 3 - 5 6 . L A N D I N G C H E C K . 3 - 5 0 . C L I M B . 1 . P r o p e l l e r - I N C R E A S E r p m . 3-51. Normal climbs are performed at 100 MPH with flaps up, 25 inches of manifold pressure, 2600 rpm, and approximately 13 gal/hr. fuel flow. Maximum perfor¬ mance climbs are performed at best rate-of-climb speeds ranging from 95 MPH at sea level to 87 MPH at 10,000 feet using full throttle, 2800 rpm, and the mixture leaned in^cordance with the fuel flow placard located beneath the fuel flow indicator. If an obstacle dictates the use of asteep climb angle, the best angle-of-climb speed of 75 MPH should be used with flaps up, full throttle, and 2800 rpm. For additional climb data, refer to Chapter 2 . M i x t u r e - R I C H . 3 - 5 7 . L A N D I N G . I W A R N I N G I Avoid wake turbulence. Allowing three to five minutes before landing behind aheavy aircraft or helicopter is advisable. When neces¬ sary to land behind aheavy aircraft or helicop¬ ter, and conditions permit, keep above the ap¬ proach path of the landing aircraft and touch down past its point of touch down. 1 4 . N O T E Steep climbs at these low speeds should be of 3 - 8 C H 3 - S E C I I T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 3-63. CROSSWIND LANDING. 3-64. When landing in astrong crosswind, use the minimum flap setting required for the field length. Use awing-low, crab, or acombination method of drift correction and land in anearly level attitude. Hold a straight course with the steerable nose wheel and occa¬ sional differential braking, if necessary. Prompt retrac¬ tion of flaps will keep the aircraft solidly on the runway. Refer to Chapter 14 for crosswind limitations. Slips are prohibited when using over 30° of flap during landing approaches due to apossible downward pitch encountered under certain combinations of airspeed and sideslip angle. 3-58. Landing in accordance with the following tech¬ niques will produce the results shown in Chapter 14. Refer to Chapter 4for emergency procedures during land¬ ing. 3 - 6 5 . L A N D I N G O N S L I P P E R Y R U N W A Y S . 3 - 5 9 . N O R M A L L A N D I N G . 3-66. Landing the aircraft on slippery runways requires no special technique. Touchdown should be made close to the end of the runway in order to utilize all the avail¬ able runway length. Use the lowest safe touchdown speed with full flaps since excessive landing speeds will result in greater stopping distances. If the brakes are applied hard and suddenly, wheel skidding will result, decreasing brake effectiveness and directional control. For maxi¬ m u m b r a k e e f f e c t i v e n e s s a f t e r a l l t h r e e w h e e l s a r e o n t h e ground, retract .the flaps, apply brakes without sliding the tires, and hold fulfnose-up elevator. Use the steerable nose wheel for directional control. If skidding occurs, reduce or release brake pedal pressure and use the steer¬ able nose wheel to regain directional control. 3-60. The normal landing is accomplished from arec¬ tangular pattern, and should be planned to provide maneu¬ vering to the final approach using moderate bank angles. Proper planning and execution will permit reduction in the angle of bank as the aircraft nears the final approach. The turn to final should be completed at an altitude and distance from the runway which will ensure apower-off approach at the desired flap setting. If aflaps-up landing is to be made, an airspeed of 85 MPH should be main¬ tained in the pattern and final approach; with flaps down, use airspeeds of 75 MPH. On final approach, adjust the rate of descent to arrive over the runway threshold at an altitude and airspeed which will permit agradual increase in pitch attitude for touchdown on the main wheels. Attempting to touchdown at an excessive airspeed will result in athree-point or nose wheel first landing, which m a y c a u s e a b o u n c e . E n s u r e t h a t t h e n o s e w h e e l i s smoothly lowered to the runway prior to losing elevator effectiveness. Maintain directional control using nose wheel steering, aileron, and asymmetrical braking as necessary. The flaps may be retracted during the landing r o i l o u t t o i n c r e a s e b r a k e e f f e c t i v e n e s s . 3 - 6 7 . P O R P O I S I N G . N O T E Avoid landing on the nose wheel first with ex¬ cessive speed as porpoising may result. 3-68. Porpoising is acondition encountered during land¬ ing, wherein the aircraft bounces back and forth between the nose wheel and the main gear after initial ground con¬ tact. Pilot control inputs and reaction times can aggra¬ vate the condition. To avoid aporpoise, land on the main gear first. If aporpoise is encountered, immediately position control wheel to and hold slightly aft of neutral t o e s t a b l i s h t h e n o r m a l t a k e - o f f a t t i t u d e a n d s i m u l t a ¬ neously advance the throttle to take-off power. This will dampen the oscillations and the aircraft will become air¬ borne. At this time, the pilot should immediately decide whether to land on the remaining runway or execute a g o - a r o u n d . N O T E Retraction of flaps significantly reduces lift, placing more weight on the main wheels for more effective braking. 3 - 6 1 . O B S T A C L E C L E A R A N C E / M I N I M U M R U N L A N D I N G . 3-62. For an obstacle clearance/minimum run landing, approach at asteep angle with 40° flaps, using only enough power to reach the obstacle at approximately 60 MPH. After the obstacle is cleared, retard the throttle, r e a d j u s t g l i d e a t t i t u d e f o r 6 0 M P H , r o t a t e f o r l a n d i n g flare, and land on the main wheels first. Immediately after touchdown, lower the nose wheel and apply heavy braking while retracting the wing flaps. 3 - 6 9 . G O - A R O U N D . N O T E The decision to go-around should be made as 3 - 9 T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 C H 3 - S E C I I early as possible in order to provide an ade¬ quate margin of airspeed and altitude. 4 . R a d i o s - O F F . 5. Magneto groundout -checked. AtlOOOrpm, turn ignition switch to OFF momentarily and observe that the engine completely ceases firing. Return the s w i t c h t o B O T H . Power -maximum allowable. Immediately advance throttle to full OPEN. 1. 2. Flaps -UP. Immediately retract wing flaps to 20° until asafe airspeed has been attained, then slowly retract to full up position. ( O ) 6 . A l t e r n a t o r s w i t c h - O F F. 7 . M i x t u r e - i d l e c u t - o f f . R e t a r d t h r o t t l e t o 2 5 C l i m b p o w e r - s e t . inches of manifold pressure and set propeller control to 3. I g n i t i o n s w i t c h — O F F. 8. 2600. rpm. 9 . A l l s w i t c h e s - O F F . 4. Landing lights —OFF. 3 - 7 3 . B E F O R E L E AV I N G A I R C R A F T. 3 - 7 0 . A F T E R L A N D I N G . jCAUTIONl 3-71. After landing checks should be performed im¬ mediately after turning off the runway. Priority during the after landing roll should be placed on directional c o n t r o l . The controls lock will only lock the ailerons and elevator in neutral position. If high winds are anticipated, aseparate gust lock will be re¬ quired to secure the rudder and prevent damage caused by severe buffeting. Landing/Taxi light -as required. 1 . 1 . C o n t r o l s - L O C K E D . 2 . F l a p s - U P. N O T E 3 . P i t o t h e a t - O F F . Make appropriate entries in DA Form 2408-13 to include any limits that have been exceeded during the flight. Entries must also be made, when in the pilot’s judgement, the aircraft has been exposed to unusual or excessive opera¬ tions such as hard landing, etc. Radios -as required. 4 . 3-72.VnGINESHUTDOWN. N o s e w h e e l - c e n t e r e d . 1 . N O T E 2. DA Form 2408-12 and -13 -completed. The nose wheel cannot be straightened with the rudder pedals after the aircraft is stopped. 3. Windows and doors —closed. Install the pitot tube A i r c r a f t - s e c u r e d , cover, chock the wheels, and tie down the aircraft, if 4 . 2 . P a r k i n g b r a k e — s e t . r e q u i r e d . 3 . T h r o t t l e 1 0 0 0 r p m - s e t . 3 - 1 0 r C H 4 - S E C I - I I T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 E M E R G E N C Y P R O C E D U R E S S e c t i o n I - I N T R O D U C T I O N chapter and in the Pilot’s Checklist requires immediate and instinctive action by the pitot. The most important single consideration is air¬ craft control, and all procedures are subordin¬ a t e t o t h i s r e q u i r e m e n t . , 4 - 1 . G E N E R A L . This chapter covers the procedures to be followed 4 - 2 . in meeting emergencies (except those associated with auxiliary equipment) that can reasonably be expected to be encountered. To provide for easier cross referencing, the procedural steps in this chapter are numbered to coin¬ cide with the corresponding numbered steps in the Pilot’s 4 - 3 . E X T E N T O F C O V E R A G E . C h e c k l i s t ( T M 5 5 - 1 5 1 0 - 2 1 2 - C L ) . Emergency operation of the auxiliary equipment 4 - 4 . will be included in this chapter only if it affects the safety of flight. All other emergency operation of auxili¬ ary equipment is covered in Chapter 6. N O T E The urgency of certain emergencies in this - E N G I N E S a c t i o n I I maining runway is insufficient for stopping, turn as necessary to avoid obstacles. Get clear immediately after the aircraft has come to a s t o p . 4 - 5 . E N G I N E F A I L U R E . Engine failures fall into two main categories; 4 - 6 . those occurring instantly, and those with ample indication prior to failure. The instant failure is rare and usually occurs only if ignition or fuel flow fails completely. Most engine failures are gradual and afford the alert pilot ample indication that he may expect afailure. An extremely , rough-running engine, loss of oil pressure, excessive cyl¬ inder head temperature under normal flight conditions, and fluctuating RPM are indications that afailure is im¬ minent. When indications point to an engine failure, the pilot should land as soon as practicable. I M M E D I A T E L Y A F T E R T A K E - O F F . 4 - 8 . I W A R N I N G I At low altitude, land straight ahead, changing direction only enough to miss obstacles. Do not try to turn back to the field unless suffi¬ cient altitude is available. Making acrash landing straight ahead with the aircraft under control is better than turning back and taking achance of losing control. 4 - 7 . D U R I N G T A K E - O F F R U N ( A B O R T ) . c a u t i o n ! 1 . T h r o t t l e - C L O S E D . If amalfunction occurs when there is sufficient runway for stopping, do not attempt atake-off. 2. Land -straight ahead. 1 . T h r o t t l e - C L O S E D . 4 - 9 . D U R I N G F L I G H T . 2 . Braking -as required. 1. Airspeed -85 MPH. (74 KTS) N O T E 2 . F u e l s e l e c t o r - B O T H . C h e c k f u e l s e l e c t o r v a l v e i n d e t e n t . If an engine malfunction occurs when the re- V T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 C H 4 - S E C I I S oil pressure relief valve is malfunctioning. Aleak in the line to the oil pressure .gage could also cause adrop in pressure but this is not necessarily cause for an immediate precautionary landing because an orifice in the line will prevent asudden and complete loss of oil from the engine sump. However, alanding at the nearest airport should be made to inspect the source of trouble. If atotal loss of oil pressure is accompanied by arise in oil icmperature, there is reason to suspect an engine failure is imminent. Reduce engine power immediately and select asuitable forced landing field. Leave the engine running at low power during the approach, using only the minimum power required to reach the desired touchdown spot. 3 . M i x t u r e - R I C H . S 4 . P r o p e l l e r - I N C R E A S E r p m . S Fuel pressure —checked. If insufficient fuel pressure, turn auxiliary fuel pump switch to HI. 5. S 4 - 1 0 . E N G I N E R E S T A R T D U R I N G F L I G H T. N N O T E S The engine should not be restarted unless it can be determined that it will be reasonably safe t o d o s o . S S 4 - 1 6 . S P A R K P L U G F O U L I N G . If sufficient altitude is available to attempt are- 4 - 1 1 . start, proceed as follows; 4-17. An engine roughness in flight may be caused by one or more spark plugs becoming fouled by carbon or lead deposits. This may be verified by turning the ignition switch momentarily from the BOTH position to either Lor Rposition. An obvious power loss in single ignition operation is evidence of spark plug or magneto trouble. Assuming that spark plugs are the more likely cause, lean the mixture slightly for cruising flight. If the problem does not clear up in several minutes, determine if aricher mixture setting will produce smoother opera¬ tion. If not, proceed to the nearest airport using the BOTH position of the ignition switch unless extreme roughness dictates the use of asingle ignition position. S 1 . F u e l s e l e c t o r - B O T H . C h e c k f u e l s e l e c t o r v a l v e i n d e t e n t . S 2 . M i x t u r e - R I C H . S P r o p e l l e r - I N C R E A S E r p m . 3 . 4 . T h r o t t l e - c l o s e d . S Auxiliary fuel pump switch —HI. 5. Throttle -Open to obtain 8-10 gal/hr fuel flow; then reduce to 1inch open. 6. S S 4 - 1 8 . M A G N E T O M A L F U N C T I O N . 7. Auxiliary fuel pump switch -OFF. 4-19. Asudden engine roughness or misfiring is usually evidence of magneto problems. Switching from BOTH to either the Lor Rignition switch position will identify which magneto is malfunctioning. Select different power settings and enrichen the mixture to determine if con¬ tinued operation on both magnetos is practicable. If not, switch to the good magneto and proceed to the nearest a i r p o r t . Ignition switch -START (if the propeller has stopped windmilling). S 8 . S 4 - 1 2 . C H I P D E T E C T O R W A R N I N G L I G H T. S 4-13 Illumination of the chip detector warning light provides avisual indication of possible impending engine failure due to oil contamination by engine wear or mate¬ rial failure. Even though aloss of power may not be experienced when the light comes on in flight, alanding at the nearest airport should be made. s s 4 - 2 0 . E N G I N E S H U T D O W N I N F L I G H T. 4-21. In the event it is desired to shut down the engine in flight, follow the normal shutdown procedure. 1. E n g i n e i n s t r u m e n t s - m o n i t o r. s 2 . Land as soon as practical. 4 - 2 2 . M A X I M U M G L I D E . 4 - 1 4 . L O W / T O TA L L O S S O F O I L P R E S S U R E ; , 4-23. In the event the engine fails during flight and cannot be restarted, maximum gliding distance can be 4-15. If low oil pressure is accompanied by normal oil temperature, there is apossibility the oil pressure gage or C H 4 - S E C I I - I I I T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 1 2 , 0 0 0 11 , 0 0 0 1 0 , 0 0 0 I9 0 0 0 L U L U 8 0 0 0 < QC 7 0 0 0 c c L U * 6 0 0 0 L U > o 5 0 0 0 C O < 4 0 0 0 I ( J L U 3 0 0 0 I 2 0 0 0 1 0 0 0 0 0 5 1 0 1 5 2 0 / G R O U N D D I S TA N C E ( S TAT U T E M I L E S ) A V 1 0 8 2 6 3 Figure 4-1. Maximum glide distance /obtained by maintaining 85 MPH with wing flaps up and the propeller windmilling. Refer to figure 4-1, maximum glide distance. forced landing is imminent, select asuitable field and prepare the aircraft for landing. Shut off fuel flow to the engine by pulling the mixture control to idle cut-off and pulling the fuel shutoff valve knob full out. Turn off all switches except the master switch. Use normal landing approach speeds, extending flaps as necessary within gliding distance of the field. Unlatch the cabin doors prior to final approach, and turn off the master switch before touchdown. Land the aircraft in aslightly tail-low attitude, and apply heavy braking while holding full-up e l e v a t o r . N O T E Do not attempt to stop the propeller from windmilling. The altitude lost trying to stop the propeller more than offsets the additional performance gained with the propeller stopped. /. /4-24. LANDING WITH ENGINE INOPERATIVE. 4-25. If all attempts to restart the engine fail, and a /S /. /.S e c t i o n I I I - P R O P E L L E R 4 - 2 6 . P R O P E L L E R F A I L U R E . fCAUTIONi 4-27. If afailure of the propeller governor occurs and the propeller goes into low pitch (high rpm), resulting in arunaway propeller, proceed as follows: Prompt corrective action is essential to prevent engine failure due to excessive rpm. 1. T h r o t t l e - r e d u c e p o w e r. Maintain rpm T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 C H 4 - S E C I I I - I V the full range of travel, control is not regained, reposition the propeller control to full IN¬ CREASE, adjust the throttle to maintain rpm within limits, and land as soon as practicable. Propeller failure resulting in high pitch (low rpm) is rare; however, if this type of failure occurs, use power required to maintain flight. With loss of oil pressure, the propeller will go to low pitch (high rpm). within operating limit (2800 rpm). s 2. Airspeed -reduce. Pull aircraft into aclimb to decrease airspeed and increase load on the propeller. 3 . P r o p e l l e r — D E C R E A S E r p m . A t t e m p t t o restore governing. s N O T E If, after moving the propeller control through s s - F I R E S e c t i o n I V F u e l s h u t o f f v a l v e - O F F. 2. 4 - 2 8 . E N G I N E F I R E . s Ignition switch —OFF. 3 . 4 - 2 9 . E N G I N E F I R E D U R I N G S T A R T. s M a s t e r s w i t c h - O F F. 4 . 4-30. Improper starting procedures involving the ex¬ cessive use of auxiliary fuel pump operation can cause engine flooding and increase the chances of an engine fire. This is sometimes experienced in difficult starts in cold weather. In the event of an engine fire, proceed as f o l l o w s : s Glide speed -120 MPH. (104 KTS) 5 . 6 . C a b i n h e a t a n d a i r k n o b s - I N . C l o s e t o p r e ¬ vent smoke from entering the cabin. Auxiliary fuel pump -OFF. 1 . 4 - 3 2 . F U S E L A G E F I R E . 2 . T h r o t t l e - O P E N . I W A R N I N G I s Ignition switch -START. Continue cranking the engine; the fire may be sucked through the engine and extinguished. 3. Monobromotrifluoromethane (CF3Br) is very volatile, but is not easily detected by its odor. Although nontoxic, it must be considered to be about the same as other freons and carbon dioxide, causing danger to personnel primarily by reduction of oxygen available for proper breathing. During operation of the hand fire extinguisher, ventilate personnel areas with fresh air. The liquid should not be allowed to come into contact with the skin, as it may cause frostbite or low temperature bums. 4. Mixture —idle cut-off (if fire is not extin- guished). S Ignition switch —OFF. 5 . M a s t e r s w i t c h - O F F. 6 . 7 . F u e l s h u t o f f v a l v e - O F F. S 8 . E x i t a i r c r a f t . If fire cannot be extinguished, land as soon as possible or bail out. 4-31. ENGINE FIRE DURING FLIGHT. 1 . M a s t e r s w i t c h - O F F . Do not attempt to restart the engine after the fire goes out. Make an emergency landing or Cabin heat and air knobs —IN. Qose off all air sources that might aggravate the fire. 2 . b a i l o u t . 3. Fight the fire. M i x t u r e - i d l e c u t - o f f . C H 4 - S E C I V - V T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 N O T E (0) 2. Alternator switch -OFF. Turn off all remain¬ ing switches (except ignition switch). The portable fire extinguisher agent can be directed on most cabin fires without moving from the pilot/copilot position. 3 . I s o l a t e d e f e c t i v e c i r c u i t . N O T E 4 - 3 3 . W I N G F I R E . Check condition of circuit breakers to identify faulty circuit if possible, and leave faulty cir¬ c u i t d e a c t i v a t e d . T h e n t u r n o n t h e m a s t e r switch and individually turn each circuit on again, allowing ashort time delay before pro¬ ceeding to the next, until the shorted circuit i s i d e n t i fi e d . I f t h e s h o r t e d c i r c u i t c a n n o t b e identified and isolated, remove power from all electrical equipment and land as soon as prac¬ t i c a b l e . IWARNING Perform asideslip to keep flames away from the fuel tank and cabin, and land as soon as possible. Bail out, if necessary. 4-34. There is little that can be done to control awing fire except to shut off all electrical systems that may be contributing to the fire, or which could aggravate it. Slipping the aircraft away from the burning wing may help. 4 - 3 7 . S M O K E A N D F U M E E L I M I N A T I O N . 4 - 3 8 . R i d t h e c a b i n o f s m o k e a n d f u m e s w h e n i t i s certain that the fire is out and will not be aggravated by d r a f t s . 4 - 3 5 . E L E C T R I C A L F I R E . 4 - 3 6 . C i r c u i t b r e a k e r s i s o l a t e m o s t e l e c t r i c a l c i r c u i t s and automatically interrupt power to prevent afire when ashort occurs. If electrical power is essential, as during instrument flight, an attempt to identify and isolate the shorted circuit may be feasible. This can be accomplished a s f o l l o w s : 1 . C a b i n h e a t - O F F . C a b i n a i r - O F F . 2 . 3. Upper air vents -OPEN. 1. M a s t e r s w i t c h - O F F . 4 . P i l o t ’ s w i n d o w - O P E N ( b e l o w 1 0 0 M P H ) . (87 KTS) S e c t i o n V - F U E L S Y S T E M 4 - 3 9 . F U E L S Y S T E M F A I L U R E . LOW position and alanding should be planned at the nearest suitable airport. Apower setting of 65% or less should be selected during the flight to the airport to assure smooth engine operation. If higher power settings are needed, the switch must be held manually to the HI position to maintain adequate fuel flow. If this results in rough engine operation, lean the mixture as required for s m o o t h o p e r a t i o n . 4 - 4 0 . L OS S OF FU E L P R E S S U R E . 4-41. Aloss of engine power in flight may result from loss of fuel pressure due to afailure of the engine-driven fuel pump. If this should occur during the high power climb after take-off, the auxiliary fuel pump switch should be held in the HI position until asafe altitude is reached. Then power should be reduced to alow cruise power setting and the switch placed in the LOW position until the airplane has completed asafe landing. If an engine-driven fuel pump failure occurs in cruising flight, the auxiliary fuel pump switch should be placed in the 1 . M i x t u r e - R I C H . 2. Auxiliary fuel pump -as required. 3 . Mixture —as required. T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 C H 4 - S E C V I - V I I - V I I I S e c t i o n V I - E L E C T R I C A L S Y S T E M indicating less than two needle widths of charging current. If the charging rate were to remain above this value on a long flight, the battery would overheat and evaporate the electrolyte at an excessive rate. Electronic components in the electrical system could be adversely affected by higher than normal voltage if afaulty voltage regulator setting is causing the overcharging. To preclude these possibilities, an over-voltage sensor will automatically shut down the alternator and the over-voltage warning light will illuminate if the charge voltage reaches approxi¬ mately 32 volts. Assuming that the malfunction was only momentary, an attempt should be made to reacti¬ vate the alternator system. To do this, turn the master switch OFF and then ON again. If the problem no longer exists, normal alternator charging will resume and the warning light will go off. If the light comes on again, a malfunction is confirmed. In this event, the flight should be terminated and/or the current drain on the battery minimized because the battery can supply the electrical system for only alimited period of time. If the emer¬ gency occurs at night, power must be conserved for later use of the landing light and flaps during landing. 4 - 4 2 . E L E C T R I C A L S Y S T E M F A I L U R E . N O T E S If acomplete electrical failure occurs, or if it becomes necessary to turn the alternator and master switches OFF, alanding should be made as soon as practicable. Malfunctions in the electrical power supply sys- 4 - 4 3 . tern can be detected by periodic monitoring of the am¬ meter and over-voltage warning light; however, the cause of these malfunctions is usually difficult to determine. Broken or loose alternator wiring is most likely the cause of alternator failures, although other factors could cause the problem. Adamaged or improperly adjusted voltage regulator can also cause malfunctions. Problems of this nature constitute an electrical emergency and should be dealt with immediately. Electrical power mal¬ functions usually fall into two categories: rate of charge and insufficient rate of charge. The para¬ graphs below describe the recommended remedy for e a c h s i t u a t i o n . e x c e s s i v e s 4 - 4 6 . I N S U F F I C I E N T R A T E O F C H A R G E . 4 - 4 4 . E X C E S S I V E R AT E O F C H A R G E . 4 - 4 7 . I f t h e a m m e t e r i n d i c a t e s a c o n t i n u o u s d i s c h a r g e rate in flight, the alternator is not supplying power to the system and should be shut down since the alternator field circuit may be placing an unnecessary load on the system. All non-essential equipment should be turned off and the flight terminated as soon as practicable. 4-45. After engine starting and heavy electrical usage at low engine speeds (such as extended taxiing) the battery condition will be low enough to accept above normal charging during the initial part of aflight. However, after thirty minutes of cruising flight, the ammeter should be s s S e c t i o n V I I - H Y D R A U L I C S Y S T E M ( N o t a p p l i c a b l e ) S S e c t i o n V I I I > L A N D I N G A N D D I T C H I N G s 4 . F l a p s - U P. 4 - 4 8 . E M E R G E N C Y D E S C E N T. 5 . A i r s p e e d - 1 8 2 M P H . ( 1 5 8 K T S ) 4-49. Emergency descent is amaximum effort in which damage to the aircraft or engine must be considered sec¬ ondary to getting the aircraft down. For emergency descent, proceed as follows: s 4 - 5 0 . L A N D I N G E M E R G E N C I E S ( E X C E P T D I T C H ¬ I N G ) . 4 - 5 1 . L A N D I N G O N R O U G H T E R R A I N . M i x t u r e - R I C H . If engine power is available, alanding on rough 4 - 5 2 . Propeller I N C R E A S E r p m terrain should not be attempted until apass has been . made over the landing area at asafe but low altitude to . T h r o t t l e - C L O S E D . - p r C H 4 - S E C V I I I T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 application of brakes should be used only as required to maintain positive control. Use the following procedure: inspect the terrain for obstructions and surface condi¬ tions. In the descent from altitude, aBefore Landing check should be made to set up the aircraft for landing, then drag over the selected field with flaps 20° at 75 ;MPH, noting the preferred area for touchdown on the “next landing approach. After the pass, retract the flaps when well clear of all obstacles. When alanding pattern has been established, turn off all switches except the ignition and master switches to minimize the chances of fire, and proceed as follows: Land -on side of runway favoring good tire. 1. 2. Brake -on good wheel only. 4 4 4 - 5 5 . E M E R G E N C Y E N T R A N C E . P a r a c h u t e s - u n b u c k l e d . 4-56. To gain emergency entrance into the cabin, pull the hinge pins which secure the cabin door hinges on either cabin door and pull the door(s) from the aircraft. If unsuccessful, entrance can also be gained by kicking in any of the cabin windows. See figure 4-2. 1. 2 . Seat belt and shoulder harness —tightened. 3 . D o o r s - O P E N . 4 . Flaps —as required. 4 - 5 7 . D I T C H I N G . 5 . S h o u l d e r h a r n e s s - L O C K E D . 6 . Make anormal, tail-low, full-stall landing. 4-58. Prepare for ditching by securing or jettisoning heavy objects located in the baggage area, and collect folded coats (if available) for protection of occupant’s face at touchdown. Plan the approach into the wind if wind is high and seas are heavy. With heavy swells and light wind, land parallel to the swells, being careful not to allow awing tip to hit first. Approach with flaps 40° and sufficient power for a300 foot/minute rate of descent at approximately 75 MPH. Maintain acontinuous d e s c e n t u n t i l t o u c h d o w n i n a l e v e l a t t i t u d e . A v o i d a landing flare because of the difficulty in judging the air¬ craft height over awater surface. For additional protec¬ tion on impact, place folded coats in front of face. Evacuate the aircraft through the cabin doors. The aircraft cannot be depended upon for flotation for more than afew minutes. During the preparation for ditching, proceed as follows: N O T E In the event the aircraft is damaged during landing, the rear seat occupant should exit through the cabin door (either side) first since it is easier to exit out the door from the rear seat with the front seats forward. If necessary, exit could be made from the rear seat by kick¬ ing out the side windows. The parachute should be removed prior to emergency egress through awindow. After the rear occupant exits, the front seat occupant can slide his seat aft to exit. If the doors are jammed shut, pull the emergency door release handle (one for each door) and push the door outward. Exit could also be made by opening the cabin door win¬ d o w s . i 4 4 4 4 1. Radio —distress procedure. 4 2 . Passengers -briefed. 4 4 - 5 3 . L A N D I N G W I T H F L AT T I R E . 3 . P a r a c h u t e - u n b u c k l e d , r e m o v e s h o u l d e r 4-54. When alanding is made with aflat tire on amain gear, the aircraft can be expected to turn toward the flat ,^tire side. If aware that the main gear tire is flat, alanding dose to the edge of the runway opposite the flat tire will lelp avoid veering off the runway. With flaps extended, land the aircraft with the nose up and the wing tilted to hold the flat tire off the ground as long as possible. At touchdown, directional control can be maintained with ●udder and the brake on the good wheel. If the nose ,_wheel tire is flat, nose wheel stability will be reduced and straps. 4 4 . Belts and harnesses -tight and locked. 4 5 . D o o r s - O P E N . 46 . Flaps -DOWN. 4 7 . Master switch -OFF. Turn off just before impact. 4 C H 6 - S E C 1 - I I T M 5 5 - 1 5 1 0 - 2 1 2 - 1 0 A U X I L I A R Y E Q U I P M E N T S e c t i o n I - I N T R O D U C T I O N* * and emergency operation of all equipment not directly contributing to flight, but which enables the aircraft to perform certain specialized functions. 6 - 1 . G E N E R A L . This chapter includes the description and normal 6 - 2 . S e c t i o n I I - H E AT I N G , V E N T I L AT I N G A N D D E F R O S T I N G S Y S T E M S (14, figure 2-4) labeled CABIN AIR, PULL ON, located on the lower switch and control panel. As the control is pulled, ram air enters the valve and is ducted to the air distribution plenum where it feeds the defroster, forward a n d a f t c a b i n o u t l e t s . 6 - 3 . H E AT I N G S Y S T E M ( fi g u r e 6 - 1 ) . Ram air, routed through aduct connected to the forward right-hand engine baffle, is delivered to the ex¬ haust muffler heat exchanger, where it is heated and then ducted to the firewall shutoff valve. The firewall shutoff valve is mechanically operated by apush-pull control (15, figure 2-4) labeled CABIN HT, PULL ON, located on the lower switch and control panel. As the control is pulled, the firewall shutoff valve is opened, and heated air is allowed to flow through. The heated air then enters the air distribution plenum where it feeds the defrosters a n d t h e f o r w a r d a n d a f t c a b i n o u t l e t s . T h e d e f r o s t e r ducts deliver the heated air to outlets at the lower edge o f t h e w i n d s h i e l d . T h e f o r w a r d c a b i n r e c e i v e s h e a t e d a i r from aseries of holes in the air distribution plenum. Heated air for the aft cabin is provided by two outlets, one on each side of the cabin, that terminate at the for¬ ward doorposts. When the CABIN HT control is pushed full in, the firewall shutoff valve is closed and the heated air is dumped overboard. 6 - 4 . 6 - 9 . C A B I N A I R C O N T R O L K N O B . 6-10. The push-pull control (14, figure 2-4) labeled CABIN AIR, PULL ON,' is located on the lower switch and control panel. The control provides amechanical means of opening and closing the ventilating air intake valve. The position of this valve determines the quantity of ventilating air which entere the air distribution ple¬ n u m . V e n t i l a t i o n a i r fl o w i s a t i t s m a x i m u m w h e n t h e control is pulled full aft. The cabin air control may be used in conjunction with the cabin heat control to pro¬ vide ahigher flow rate and more precise temperature c o n t r o l o f t h e h e a t e d a i r . 6 - 1 1 . N O R M A L O P E R A T I O N ( H E A T I N G A N D V E N T I L A T I N G S Y S T E M S ) . 6 - 5 . C A B I N H E A T C O N T R O L K N O B . Heating. a . The push-pull control (15, figure 2-4) labeled CABIN HT, PULL ON, is located on the lower switch and control panel. The control provides amechanical means of opening and closing the firewall shutoff valve. The position of this valve determines the quantity of heated air which enters the air distribution plenum. Heated air flow is at its maximum when the control is pulled full aft 6 - 6 . Cabin heat control -as required. 1. 2. Cabin air control -as required. b . V e n t i l a t i o n . Cabin air control -as required. 1. 6-7. VENTILATING SYSTEM (figure 6-1). c . S h u t d o w n . 6 - 8 . An ac^'ustable ventilation air intake valve is pro¬ vided on the forward right-hand side of the fuselage The valve is mechanically operated by apush-pull control. Cabin heat control -push in. Cabin air control -push in. 1. 2 . 6 - 1 C H 6 - S E C I I R A M A I R H E A T E D A I R V E N T I L A T I N G A I R MECHANICAL CONNECTION O i E X H A U S T M A N I F O L D H E A T E X C H A N G E R F I R E W A L L S H U T O F F V A L V E F I R E W A L L S H U T O F F V A L V E D U M P O P E N I N G F O R W A R D C A B I N AIR OUTLET (TYPICAL) V E N T I L A T I N G A I R I N T A K E V A L V E A F T C A B I N O U T L E T A F T C A B I N O U T L E T oo \ W I N G V E N T I L A T O R W I N G V E N T I L A T O R D E F R O S T E R O U T L E T D E F R O S T E R O U T L E T C A B I N A I R C O N T R O L C A B I N H E A T C O N T R O L A V I 0 8 2 7 9 Figure 6-1. Heating, ventilating and defrosting system. 6 - 2