Airplane Flight Manual for the Piper PA-18 Super Cub

coated with linseed oil to prevent internal corrosion. The wing framework consists of riveted aluminum ribs mounted on extruded aluminum spars with tubular drag and compression struts and high strength stainless steel drag wires. Aluminum sheet is used to form the leading edge and the aileron false spar. An ash wing tip bow provides a light tough member which can withstand considerable wing tip shock without failing. The wings are attached to the fuselage at the wing hinge fittings on upper fuselage members, and by means of the lift struts which bolt to the lower fuselage members and to the wing spar fittings. The lift struts can be adjusted in length THE PIPER SUPER CUB . by turning in or out the forked fittings at the lower ends. This adjustment is used to set the rigging of the wings. Το prevent bending the struts, any lifting of the airplane should be done at the extreme end of the strut and not in the center. LANDING GEAR The Super Cub landing gear is the well proven main- SECTION II tenance-free-shock cord type, which employs two 8" x 3/4" shock rings on each shock strut. The only maintenance re- quired on this gear is occasional greasing of the hinge bolts and shock strut members, and inspection of the steel hinge bolt bushings, which can be replaced if worn. Hydrosorb shock units, which consist of automotive type oleo struts combined with light shock cords, are available optionally. The Scott steerable full-swivel tail wheel is provided as standard equipment on the Super Cub. The Maule steerable tail wheel, Model SFS-1-4 is offered as optional equipment. Main wheel assemblies are Goodrich D-3-13-A-1, on which are mounted 8:00 × 4 four ply tires. The tire inflation of 18 lbs. must be maintained reasonably consistant to prevent tire slippage on the wheel and to produce even wear. CONTROL SYSTEMS The units which make up the empennage are the fin, rudder, stabilizers and elevators. They are all constructed of tubular steel with steel channel ribs. The control surface hinges have bronze bushing inserts and should be oiled with light oil occasionally. Stainless steel tie rods brace the stabilizer to the fin and fuselage. The tail brace wires should not be used for lifting or handling the airplane. 6 SECTION II Although the fin and rudder are identical on both models of the Super Cub, the stabilizers and elevators are different in that the Super Cub 150 has a larger span on the tail surfaces to provide extra longitudinal stability, and the elevators are designed with an aerodynamic balance to increase stability and reduce control forces. On the Super Cub 95 the tail surfaces are almost identical with those of preceding tandem models. Conventional dual flight and engine controls are provided in the Super Cub. In the model 150, which is equipped with flaps, the flap control is located for front seat operation only. Solo operation of both models is normally from the front seat although rear seat operation is entirely feasible. The flap lever can be set in any one of three positions, for full up flap, half flap, or full down flap. Full flap is recom- mended for minimum speed landings. Half or full flap can be applied to reduce take-off run, the more flap used the shorter the run. A minimum take-off distance is obtained by beginning the take-off with flaps up, then applying full flaps when take-off speed (30-35 M.P.H.) has been reached. The best angle of climb is attained with full flap. The best rate of climb is without any flap extended. The stabilizer adjustment crank is located on the left cabin panel adjacent to the front seat. A permanently automatic tension adjustment, which consists of an idler pulley held in place near the rear main pulley by a tension spring, maintains correct tension on the stabilizer cable and prevents cable slippage. This system normally requires no attention except for lubrication and inspection. Do not lubricate cables. FUEL SYSTEM An 18 gallon fuel tank located in the left wing is the main. fuel supply for the Super Cub 95 in the standard installation. A second 18 gallon tank can be installed as optional equipment in the right wing. On the model 150, two 18 gallon tanks are standard equipment. A small (approximately 2 quarts) header tank which serves to maintain constant fuel flow to the engine regardless of the THE PIPER SUPER CUB THE PIPER SUPER CUB SECTION II RIGHT WING TANK (OPTIONAL) - DRAIN PLUG -FUEL SCREEN VENTED FILLER CAP -VENT LINE HEADER TANK -RIGHT TANK ENGINE PRIMER PUMP- HEADER TANK- LEFT TANK FUEL GAGE LEFT WING TANK VENT LINE -FUEL STRAINER -ENGINE CARBURETOR FUEL TANK SELECTOR VALVE FUEL SYSTEM MODEL PA-18 10 SECTION II THE PIPER SUPER CUB attitude of the airplane, is included in the installation of each fuel tank. The header tank for the left or main fuel tank is located forward of the instrument panel, for the right tank it is concealed be- hind the headlining aft of the rear seat. Fuel indicator gauges are installed in the upper cabin panels and are easily discernible from either seat. The fuel shut-off valve is in the left cabin panel near the front seat. The fuel strainer, on the lower left side of the firewall in the engine compartment, traps water or sediment that may collect in the fuel system and should be checked regularly. Fuel screens are provided at each tank outlet, in the strainer, and at the carburetor. The engine primer pump on the right side of the instrument panel takes fuel from the top of the fuel strainer and pumps directly to all four cylinders on the engine. The primer should be locked in at all times, except when in use, to prevent malfunctioning of the engine. An idle cut-off is incorporated in the carburetor so that full extension of the mixture control stops the flow of fuel at the carburetor. The cut-off should always be used to stop the engine. Use fuel alternately from the left and right tanks, about one hour each time, to maintain lateral trim. ELECTRICAL SYSTEM An electrical system, consisting of starter, generator, 11 STARTER -GENERATOR -VOLTAGE REGULATOR MANUMITCH ER (CONT. C*90-12F ONLY) —STARTER SWITCH TO RADIO AMMETER-7 COCKPIT LIGHT ✓ RIGHT WING LIGHT LIGHT SWITCH LMASTER SWITCH JUMPER- CIRCUIT BREAKERS –30 AMP FUSES 5 AMP FUSE- SOLENOID -BATTERY SAFE FLIGHT BUZZER UNIT -SAFE FLIGHT WARNING LIGHT -SAFE FLIGHT WING UNIT TAIL LIGHT -LEFT WING LIGHT THE PIPER SUPER CUB SECTION II ELECTRICAL SYSTEM DIAGRAM MODEL PA-18 SECTION II THE PIPER SUPER CUB THE PIPER SUPER CUB SECTION II battery, voltage regulator, ammeter, starter solenoid, circuit breakers, fuses, switches and related wiring, is optional equipment on either model of the Super Cub. A 12 volt battery is mounted in the fuselage aft of the baggage compartment. A master switch and circuit breakers are located on a panel over the right door. The circuit breakers automatically break the electrical circuits if an overload is applied. To reset the circuit breakers simply push in the buttons. A continuous popping of the circuit breakers indicates a short and should be investigated. The master switch is connected with a main and a spare fuse, located near the battery box. The starter solenoid is also mounted near this box. A voltage regulator attached to the engine side of the fire- wall is incorporated in the system to maintain the required voltage of the battery. Position and instrument panel lights (optional equipment) are operated with the same switch on the electrical panel. FINISH . The Duraclad finish on the Super Cubs consists of fire resistant butyrate plastic material on the fabric surfaces, and enamel on metal surfaces. Duraclad provides, in addition to the fire resisting qualities, a high-luster, more attractive finish which has a much longer life than earlier nitrate finishes. All of the fabric, inside and outside, on the new models is treated with butyrate plastic. All of the exterior metal sur- faces are finished with enamel. The Duraclad finish must not be covered over with any incompatible material. The use of different materials from those originally applied will damage the finish. CABIN FEATURES The standard instrument group in the Super Cub includes the following: Altimeter, Airspeed, Compass, Oil Temper- ature and Pressure Gauge, and Tachometer. Special panels ☑ NO SMOKING which provide complete instrumentation are available as optional equipment. A sensitive altimeter or recording tachom- eter is also available in the standard panel. The front seat is adjusted fore and aft by lifting a lever on the left side of the seat frame. To remove the seat entirely, remove the forward stop pin on the left rear corner, then release the adjustment lever and slide the seat forward off its mounting channels. To increase the space available for cargo carrying, the rear seat back can be easily removed. First pull out the spring 12 SECTION II THE PIPER SUPER CUB clips at the top of and behind the seat back, which hold the seat back in place. Then lift the back out of its lower sockets. Shoulder harness kits are available for both seats of the Super Cub. The control of the flow of hot air for heating the cabin is obtained through the use of the cabin heat control in the left side panel control box. Cooling air is admitted through the sliding windows on the left side of the cabin. For special purpose flights, such as photography, hunting, etc., the right door and window can be opened in flight, but care should be taken not to impose high air loads on the window in the open position. Preflight 14 SECTION III OPERATING INSTRUCTIONS 15 Starting 16 Warm-up and Ground Check 17 Take-off, Climb and Stalls 17 Cruising 17 Approach and Landing 19 Weight and Balance 19 THE PIPER SUPER CUB SECTION III OPERATING INSTRUCTIONS SECTION III PREFLIGHT The following safety procedure instructions must become an integral part of the aircraft owner's operational routine and preflight inspection. Before each flight visually inspect the airplane and deter- mine that: 1. a. Ignition and battery switches "OFF". 2. a. There is no external damage or operational interference to the control surfaces, wings, or fuselage. b. There is no snow, ice, or frost on the wings or control surfaces 3. a. The fuel supply is checked and caps secured. 4. a. The tires are satisfactorily inflated and not excessively worn. 15 SECTION III THE PIPER SUPER CUB THE PIPER SUPER CUB SECTION III 5. a. The cowling and inspection covers are secured. b. The windshield is clean and free of defects. c. The propeller is free of detrimental nicks. d. There are no obvious fuel or oil leaks. e. The engine oil is at the proper level. f. The fuel strainer is drained. 6. a. Upon entering the airplane, all controls operate nor- mally. b. All the required papers are in order and are in the air- plane. c. The cabin door is closed and secured. STARTING When the engine is cold, prime three to five strokes after turning fuel valve to the proper tank. Push mixture control to full rich, carburetor heat off, and open throttle about one- eighth of an inch or until the intake of air at the carburetor can be heard when the engine is pulled through by hand. Engine should be pulled through at least four times. Next turn the ignition switch to "Both" and with brakes set, have engine pulled through by hand or engage starter if installed. If the engine does not start in the first few revolutions, open the throttle while the engine is turning over with ignition on. When engine starts, reduce throttle. If the above procedure does not start the engine, reprime and repeat process. Continue to load cylinders by priming or unload by turning over the engine with the throttle open. If engine still does not start, check for malfunctioning of ignition or carburetor system. When the engine is warm, do not prime, but turn ignition switch to "Both" before pulling propeller through. Engine should start after it has been rotated through four compression strokes. If turned over more than four times the engine will frequently "load up" after which it should be started with the throttle well advanced. WARM-UP AND GROUND CHECK As soon as the engine starts, the oil pressure should be checked. If no pressure is indicated within thirty seconds stop the engine and determine the trouble. In cold weather it will take a few seconds longer to get an oil pressure indication. Warm up the engine at 800 to 1000 R.P.M., for not more than two minutes in warm weather, four minutes in cold weather. The magnetos should be checked at 1800 R.P.M., the drop not to exceed 100 R.P.M. The engine is warm enough for take-off when the throttle can be opened without engine faltering. Carburetor heat should be checked during the warm-up to make sure the heat control operation is satisfactory and to clear out the engine if any ice has formed. It should also be checked in flight occasionally when outside air temperatures are between 20° and 70° to see if icing is occurring in the carburetor. In most cases when the engine loses speed with- out apparent cause, the use of carburetor heat will correct the condition. TAKE-OFF, CLIMB, AND STALLS The stabilizer adjustment should be set approximately in the neutral position for take-off. Fuel selector should be on the correct tank, carburetor heat off, mixture full rich. The flaps can be lowered if desired, but should be retracted as soon as climbing airspeed has been reached to achieve max- imum rate of climb. The best rate of climb airspeed at gross load is 75 M.P.H. on both models of the Super Cub. At lighter weights, the best climbing airspeed will be reduced consider- ably. The gross weight power off stalling speed with full flaps in the Super Cub 150 is 43 M.P.H.; with flaps up the stalling speed increases about 4 M.P.H. CRUISING The cruising speed of the Super Cubs at 75% of rated 16 17