' 1

", ~,

Cessna.
P~ed
,l;\ORE PlO P LE BUY AND
flY CESSNA AIRPLANES
THAt.. ANY OTHER MAKE ~'KYMASTER

·•

1 O RLD ·s LAR GEST PRO-

OWNER~':;
DUCER OF GENERAL
AVIATION AIRCRAFT
M A. 1"'-J Ui~\ I .
i

SINCE 1956

~------ 1
 }ERFvRMANCE- SPECI·FICATIONS
Pressurized Skymaster *
GROSS WEIGHT:
rake-Off. 4700 lbs
Landing . . 4465 lbs
SPEED:
Top Speed at 20,000 ft (10, 000 ft Cabin). <!50 mph
Cruise, 7 5% Power at 20, 000 ft ( 10, 000 ft Cabin) 23~ mph
Cruise, 75% Power at 16,000 ft (7, 000 ft Ca'>in) 228 r."')h
RANGE: 888 Pounds Usable Fuel, No Reserve
7 5% Power at 20, 000 ft 1320 mile>,
5, 6 hrs
75% Power at 16,000 ft . . , 1275 miles
5. 6 hrs
Maximum Range at 20, 000 ft 1590 miles
9.1 hrs
Maximum Range at 16,000 ft 1810 miles
12.3 hrs
RATE OF CLIMB:
Twin Engine at Sea Level 1250 fpm
Twin Engine at 10, 000 ft 1135 fpm
Twin Engine at 20, 000 ft 870 fpm
S'ngle Engine at Sea Level 375 fpm
Single Engine at 10, 000 ft . 245 fpm
CEILINGS:
Single Engine Service Ceiling 18, 700 ft
Single Engine Absolute Ceiling . 20, 000 ft
CERTIFICATED MAXIMUM OPERATING ALTITUDE: Single or Twin Engine . 20, 000 ft
TAKE-OFF:
Ground Run at Sea Level . . . . . . . 945 ft
Total Distance Over 50-ft Obstacle at Sea Level 1500 ft
Ground Run at 10, 000 ft . . . . . . . . . . . 1560 ft
Total Distance Over 50-ft Obstacl~ at 10, 000 ft 222 5 ft
LANDING:
Ground Roll at Sea Level . . . . . . . . . . 795 ft
Total Distance Over 50-ft Obstacle at Sea Level 1675 ft
Ground Roll at 10, 000 ft . . . . . , . . . . 1075 ft
Total Distance Over 50-ft Obsta le at I 0, 000 ft 2180 ft
STALL SPEED:
Flaps Up, Power Off . . . 80 mph
Flaps Down, Power Off , , 71 mph
BAGGAGE ALLOWABLE , . . 365 lbs
WING LOADING: Pounds/Sq Ft 23.2
POWER LOADING: Pounds/HP 10.4
FUEL CAPACITY: Total I50.6 gal.
OIL CAPACITY: Total . . . . 4. 5 gal.
PROP ELLERS: Diameter . . 78 inches (Front)
Constant Speed, Full Feathering 76 inches (Rear)
ENGINES:
Two Continental Turbochaned Fuel Injection Engines · TSI0-360-C
225 rated BHP at 2800 RJ'•M and 37" MP
Pressurized Pressurized FT337G!- ·
Sky master Skymaster II Skymaster '
EMPTY WEIGHT: (Approxirr. te ). 2975 lbs 3090 lbs 3010 lbs
USEFUL LOAD: (Approximat :) . 1725 lbs 1610 lbs 1690 lbs

* His manual covers operation of .he Pressur ized Skymaster which is ce rtificated as Model T337G under fAA Type
Certi ficate No. A6CE. The manLal also covers operation of the fT337 which is certi ficated as Model fT337GP under
~ ·•o c h ·~· p t Ce . ~if '< ,t i nn. Thf f T337, manufactured by Reims AviationS A.. Reims (Marne). france, is identical
to the Pressurized Skymaster t xcepi ,~.: ,c,. •q., ioment designated in this manual as optional on the Pressumed
Skym aster is standard equiprrent on the fT337.

0 1517-13 -RAI.ID - 2 50-7175

CONGRATULATIONS
Welcome to the ranks of Cessna owners! Your Cessna has been designed and con-
structed to give you the most in performance, economy, and comfort. It is our de-
sire that you will find flying it, either for business or pleasure, a pleasant and
profitable experience.

This Owner's Manual has been prepared as a guide to help you get the most pleasure
and utility from your Pressurized Skymaster . It contains information about your
Cessna's equipment, operating procedures, and performance; and suggestions for
its servicing and care. We urge you to read it from cover to cover, and to refer to
it frequently. ·

Our interest in your flying pleasure has not ceased with your purchase of a Cessna.
World-wide, the Cessna Dealer Organization backed by the Cessna Service Depart-
ment stands ready to serve you. The following services are offered by most Cessna
Dealers:

THE CESSNA WARRANTY -- It is designed to provide you with the most

comprehensive coverage possible:
a. No exclusions
b. Coverage includes parts and labor
c. Available at Cessrta Dealers world wide
d. Best in the industry
Specific benefits and provisions of the warranty plus other important
benefits for you are contained in your Customer Care Program book
supplied with your aircraft. Warr4nty service is available to you at
any authorized Cessna Dealer throughout the world upon presentation
of your Customer Care Card which establishes your eligibility under
the warranty. ·

FACTORY TRAINED PERSONNEL to provide you with courteous expert

service .

FACTORY APPROVED SERVICE EQUIPMENT to provide you with the

most efficient and accurate workmanship possible.

A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you

need them.

THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING

CESSNA AffiPLANES, since Cessna Dealers have all of the Service
Manuals and Parts Catalogs, kept current by Service Letters and
Service News Letters, published by Cessna Aircraft Company.

'vie urge all Cessna owners to use the Cessna Dealer Organization to the fullest.

A current Cessna Dealer Directory accompanies your new airplane. The Directory
is revised frequently, and a current copy can be obtained from your Cessna Dealer.
Make your Directory one of your cross- country flight planning aids; a warm welcome
awaits you at every Cessna Dealer.
 PRINCIPAL *MaXimum height or airplane with
nose gear depressed a.nd all tires
and nose strut properly tnflated.
DIMENSIONS

ii

1l
 TABLE OF CONTENTS
============================================== Page =
SECTION - OPERATING CHECKLIST- -------- 1-1

SECTION II - DESCRIPTION AND

OPERATING DETAILS ------------- 2-1

SECTION Ill - EMERGENCY PROCEDURES----- 3-1
SECTION IV - OPERATING LIMITATIONS ________ 4-1
SECTION V - CARE OF THE AIRPLANE ________ 5-1
SECTION VI. - OPERATIONAL DATA ______________ 6-1

SECTION VII- OPTIONAL SYSTEMS ______________ 7-1

ALPHABETICAL INDEX--------------------------- lndex-1

This manual describes the operation and performance of the

Pressurized Skymaster and Pressurized Skymaster IT. Equip-
ment described as "Optional" denotes that the subject equip-
ment is optional on the Pressurized Sky master. Much of this
equipment is standard on the Pressurized Skymaster II.
 T
r------CABIN DOOR LOCKING PRECAUTIONS---
The cabin door on this airplane is equipped with two pushbutton-type
safety locks located in the lower corners of the upper door window trim, as
well as a sliding lock installed as an integral part of the inside door handle.
It is important to note that the pushbutton locks MUST be disengaged
(pulled up past detent) before attempting to rotate the inside handle to open
or close the door. Failure to do so could possibly damage the door locking
I
mechanism, preventing the door from being opened. Therefore, as a
normal procedure, the safety locks should be left unlocked (pulled up past
I
I detent) for takeoff and landing, but once airborne and prior to pressurizing
the cabin, they should be locked (pushed down).
I

i
I

J
T
Section I
.. ~======~==~~~~-------->
>
OPERATING CHECKLIST
..-
One of the first steps in obtaining the utmost performance, service,
and flying enjoyment from your Cessna is to familiarize yourself with
your airplane's equipment, systems, and controls. This can best be done
by reviewing this equipment while sitting in the airplane. Those items
whose function and operation are not obvious are covered in Section IT.

Section I lists, in Pilot's Checklist form, the steps necessary to oper-

ate your aircraft efficiently and safely. It is not a checklist in its true
form as it is considerably longer, but it does cover briefly all of the points
that you should know for a typical flight. A more convenient plastic en-
closed checklist, stowed in the map compartment, is available for quickly
checking that all important procedures have been performed. Since vigi-
lance for other traffic is so important in crowded terminal areas, it is im-
portant that preoccupation with checklists be avoided in flight. Procedures
should be carefully memorized and performed from memory. Then the
checklist should be quickly scanned to ensure that nothing has been missed.

All information in this section is based on twin-engine operation.

For single -engine operation and procedures, reference should be made
to Section III.

The flight and operational characteristics of your aircraft are normal

in all respects. There are no asymmetric single-engine flight character-
istics or operations that need to be mastered and maintained at a high level
of proficiency. All controls respond in the normal way within the entire
range of operation. All airspeeds mentioned in Sections I, II, and III are
indicated airspeeds unless otherwise noted. Corresponding calibrated
airspeeds may be obtained from the Airspeed Correction Table in Sec-
tion VI.

1-1

I l
 ~

I
Refer to inside back cover of this manual I
I
for quantities, materials, and specifications
of frequently used service items.

Note
Visually check aircraft for general condition during walk-
around inspection. In cold weather, remove even small
accumulations of frost, ice or snow from wing, tail and
control surfaces. Also, make sure that control surfaces
contain no internal accumulations of ice or debris. Prior
to IFR flight, check that pitot heater is warm to touch
within 30 seconds with battery and pitot heat switches on.
If night flight is plarmed, check operation of all lights
and make sure a flashlight is available.

CD a.
b.
Control Lock -- REMOVE and STOW.
Parking Brake -- SET.
c. All Switches -- OFF.
d. Landing Gear Switch -- EXTEND position.
e. Battery Switch -- ON.
f. Fuel Gages-- CHECK QUANTITY and OPERATION.
g. Oxygen Expended Lights (optional) -- CHECK.
h. Battery Switch-- OFF.
i. Front Fuel Selector -- LEFT TANK (feel for detent).
j. Rear Fuel Selector-- RIGHT TANK (feel for detent).

Figure

1-2
T
k. Trim Controls (2) -- NEUTRAL.
l. Windshield and Windows -- CHECK for CRACKS.
m. Oxygen (optional) -- CHECK MASKS and HOSES.

® a.
b.
Main Gear, Doors, and Tire-- CHECK.
Fuel Tank Sump Quick-Drain Valves (2) -- DRAIN with sampler cup.
c. Tie Down -- REMOVE.
d. Fuel Quantity -- CHECK and CAP SECURE.

® a.
b.
Fuel Vent -- CLEAR.
Aileron -- CHECK SECURITY and FREEDOM OF MOVEMENT.
c. Aileron Gap Seal-- CHECK SECURITY and FIT.
d. Flaps-- CHECK SECURITY and ATTACHMENT.

® a.
b.
Oil Level -- CHECK, minimum 6 quarts.
Fuel strainer -- DRAIN.
c. Engine Compartment General Condition - - CHECK.
d. Cowl Flaps -- SECURE.
e. Propeller and Spinner -- EXAMINE FOR NICKS, SECURITY, and
OIL LEAKS.

® a.
b.
Tie Down -- REMOVE.
Control Surfaces -- CHECK CONDITION, FREEDOM OF MOVE-
MENT, and TAB POSITION.

® a.
b.
Flaps-- CHECK SECURITY and ATTACHMENT.
Aileron-- CHECK SECURITY and FREEDOM OF MOVEMENT.
c. Aileron Gap Seal-- CHECK SECURITY and FIT.
d. Fuel Vent -- CLEAR.

0 a.
b.
Fuel Quantity -- CHECK and CAP SECURE.
Tie Down -- REMOVE.
c. Pitot Ports (2 located near top of left wing strut) -- CLEAR.
d. Fuel Tank Sump Quick-Drain Valves (2) -- DRAIN with sampler cup.
e. Rear Propeller Viewing Mirror-- CLEAN.
f. Main Gear, Doors, and Tire -- CHECK.

® a.
b.
Static Port (each side of fuselage) -- CLEAR.
Oil Level-- CHECK, minimum 6 quarts.
c. Fuel Strainer -- DRAIN.
d. Engine Compartment General Condition -- CHECK.
e. Tie Down-- REMOVE.
f. Nose Gear strut, Doors, and Tire -- CHECK.
g. Air Inlet Openings (4) -- CLEAR.
h. Propeller and Spinner -- EXAMINE FOR NICKS, SECURITY,
and OIL LEAKS.
i. Cabin Door and Seal-- CHECK SECURITY and CONDITION.

1-1.

1-3
 BEFORE STARTING ENGINES. I
(1) Preflight Inspection-- COMPLETE.
(2) Cabin Doors-- CLOSE BOTTOM; LOWER OR CLOSE UPPER.
(3) Cabin Windows --AS DESIRED for ventilation.
(4) Control Lock - - REMOVE.
(5) Brakes -- TEST and SET.
I
(6) Seats, Belts, and Shoulder Harnesses --ADJUST and
SECURE.
(7) Landing Gear Switch-- EXTEND position.
I
(8) Radios, Autopilot, Electrical Equipment -- OFF.
(9) Circuit Breakers-- IN.
(10) Battery and Alternator Switches -- ON.
(11) All Press-to-Test Lights -- CHECK.
(12) Cowl Flaps -- OPEN.
(13) Fuel Selectors: Front Engine-- LEFT TANK.
Rear Engine --RIGHT TANK.
(14) Fuel Quantity-- CHECK.
(15) Cabin Pressurization:
I a. Pressurization Air Dump Controls -- IN.
b . Cabin Pressurization Switch-- ON.
c . Cabin Altitude Selector -- SET.

I
I

STARTING ENGINES.

I (1) Mixtures -- RICH.

(2) Propellers -- HIGH RPM {full forward).
(3) Throttles -- CLOSED.
(4) Auxiliary Fuel Pump Switch-- HI.
{5) Throttle-- ADVANCE to obtain 60 lbs/ hr fuel flow; then RETARD
to IDLE.
(6) Auxiliary Fuel Pump Switch-- OFF.
(7) Propeller Area-- CLEAR.
(8) Ignition Switch -- START.
(9) Throttle-- SLOWLY ADVANCE.
(10) Ignition Switch -- RELEASE when engine starts.

NOTE

The engine should s tart in two to three revolutions. If

it does not continue running, start a gain at Step (3) above.
If the engine does not start, leave the auxiliary fuel pump

1-4
• ..,

switch off, set the mixture to idle cut-off, open the

throttle, and crank until the engine fires (or for approxi-
mately 15 seconds). If still unsuccessful, start again
using the normal starting procedure after allowing the
starter motor to cool.

(11) Throttle -- 800 to 1000 RPM.

(12) Oil Pressure -- CHECK.
(13) Other Engine -- REPEAT 4 THROUGH 12.
(14) Radios -- ON and SET.

BEFORE TAKE-OFF.
( 1) Parking Brake -- SET.
(2) Cabin Door and Windows-- CLOSED and LATCHED.
(3) Flight Controls-- FREE and CORRECT.
(4) Elevator and Rudder Trim -- SET.
(5) Fuel Mixtures, Selectors, and Quantities -- RECHECK -
Front Engine-- LEFT TANK.
Rear Engine --RIGHT TANK.
(6) Throttles -- 1800 RPM.
a. Magnetos --CHECK (RPM drop should not exceed 150 RPM on
either magneto or 50 RPM differential between magnetos).
b. Propellers --CHECK feathering to 1200 RPM; return prompt-
ly to HIGH RPM (full forward).
c. Alternators --CHECK.
d. Engine Instruments --CHECK.
e. Suction Gage --CHECK.
(7) Flight Instruments and Radios -- SET and CHECK.
(8) Cabin Pressurization Controls -- RECHECK.
(9) Navigation Lights, Flashing Beacon, and Optional Strobe
Lights -- ON (as required).
(10) Quadrant Friction Lock-- ADJUST.
(11) Synchrophaser -- OFF.
(12) Parking Brake -- RELEASE.

TAKE-OFF.
NORMAL TAKE-OFF.

(1) Wing Flaps -- UP to 1/ 3 DOWN.

(2) Power -- FULL THROTTLE and 2800 RPM.

1-5
 NOTE

Lead with rear engine. Apply throttles smoothly to mini-

mize any tendency to overboost .

(3) Mixtures --ADJUST to 140 lbs/hr fuel flow.

(4) Power Instruments -- CHECK for adequate power from both
engines.
(5) Elevator Control -- LIFT NOSE WHEEL at 80 to 85 MPH.
(6) Brakes --APPLY momentarily when airborne.
(7) Landing Gear -- RETRACT in climb-out.
(8) Climb Speed -- 110 to 120 MPH.
(9) Wing Flaps -- RETRACT (if extended) after obstacles are cleared.

MAXIMUM PERFORMANCE TAKE-OFF.

(1) Wing Flaps -- 1/3 DOWN,

(2) Brakes-- APPLY.
(3) Power-- FULL THROTTLE and 2800 RPM.

NOTE

Start take-off roll when 37 in. Hg manifold pressure

is noted on both engines and fuel flow has stabilized.
If necessary, adjust fuel flows to 140 lbs/hr.

(4) Brakes --RELEASE.

•
(5) Elevator Control --MAINTAIN slightly tail-low attitude.
(6} Climb Speed -- 87 MPH until all obstacles are cleared.
(7) Landing Gear and Wing Flaps --RETRACT (after obstacles are
cleared}.

ENROUTE CLIMB.
NORMAL CLIMB.

(1} Airspeed -- 130 to 150 MPH.

(2) Power -- 33 INCHES Hg and 2450 RPM.

NOTE

To maintain approximately 75%power to 20,000 feet in

1- 6
T hot weather, increase the basic 2450 RPM engine speed
by 50 RPM for each 10°F above standard air temperature.

(3) Mixtures-- ADJUST to 90 lbs. / hr. fuel flow.

(4) Cowl Flaps -- AS REQUIRED.

MAXIMUM PERFORMANCE CLIMB .

(1) Airspeed -- 110 MPH.
(2) Power --FULL THROTTLE and 2800 RPM.
(3) Mixtures-- ADJUST to 140 lbs./hr. fuel flow.

NOTE

Under extreme hot day conditions it may be necessary to

utilize the auxiliary fuel pumps to attain 140 pounds per
hour fuel flow.

(4) Cowl Flaps --AS REQUIRED.

CRUISE.
(1) Power -- 17 to 33 INCHES Hg and 2200 to 2450 RPM.
, NOTE

Under some extreme hot-day conditions at high altitudes,

it may be necessary to use an engine speed as high as
2600 RPM to maintain manifold pressure stability. In this
event, limit manifold pressure so as to not exceed 75%
power, as determined using the Cessna Power Computer.

(2) Cowl Flaps -- CLOSED.

(3) Mixtures --LEAN for cruise fuel flow using the EGT gage, the
Cessna Power Computer, or in accordance with the cruise instruct-
ions in Section II.

NOTE

In hot weather at high altitudes, be alert for fuel vapor in-

dications. If fuel flow fluctuations are observed, place
auxiliary fuel pump switch(es) in the HI or LO position and
reset the mixture control (s) as required.

1-7
 (4) Fuel Selectors -- Normal Operation -
Front Engine~- LEFT TANK.
Rear Engine --RIGHT TANK.
NOTE
If operating both engines from single tank, cease cross-
feeding when fuel level is within:
50 lbs of empty in tank in use, or
50 lbs of full in tank not in use.

(5) Synchrophaser --SET.

LET-DOWN.
(1) Power -- AS REQUIRED.
NOTE
A minimum of 20 inches Hg manifold pressure and 2450
RPM is required for pressurization. If necessary, ex-
tend the landing gear to increase rate of descent.

(2) Cabin Altitude Selector -- SET.

(3) Auxiliary Fuel Pump Switches -- OFF.
(4) Mixtures --ADJUST for smoothness. Use a rich mixture at idle
power.
(5) Fuel Selectors: Front Engine -- LEFT TANK.
Rear Engine -- RIGHT TANK.
(6) Cowl Flaps -- CLOSED.

BEFORE LANDING.
(1) Fuel Selectors: Front Engine-- LEFT TANK.
Rear Engine --RIGHT TANK.
(2) Auxiliary Fuel Pump Switches-- CHECK OFF.
(3) Landing Gear -- EXTEND (below 160 MPH).
(4) Landing Gear -- CHECK (observe main gear down and green
indicator light on) .
(5) Wing Flaps --AS DESIRED (O to 1/3 below 160 MPH, 1/3 to 2/3
below 140, 2/3 to full down below 125 MPH.
(6) Mixtures -- RICH.

1-8
 ..

(7) Propellers -- IDGH RPM (full forward).

(8) Cabin Pressurization -- CHECK ZERO differential.
(9) Synchrophaser --OFF.
(10) Airspeed-- 95-105 MPH (flaps UP).
85- 95 MPH (flaps DOWN).
(11) Elevator Trim -- ADJUST.

BALKED LANDING.
(1) Power -- FULL THROTTLE and 2800 RPM.
(2) Wing Flaps-- RETRACT to 1/3 DOWN.
(3) Airspeed-- 90 MPH.
(4) Wing Flaps-- RETRACT slowly.
(5) Cowl Flaps --OPEN.
NOTE
Do not retract landing gear if another landing approach
is to be conducted.

LANDING.
(1) Touchdown-- MAIN WHEELS FIRST.
(2) Landing Roll-- LOWER NOSE WHEEL GENTLY.
(3) Braking-- MINIMUM REQUIRED.

AFTER LANDING.
(1) Wing Flaps-- RETRACT.
(2) Cowl Flaps -- OPEN.

SECURING AIRCRAFT.
(1) Parking Brake -- SET.
(2) Idle Speed -- CHECK - Front Engine - 575-62 5 RPM.
Rear Engine - 625-675 RPM.
(3) Radios and Electrical Equipment -- OFF.
(4) Mixtures -- IDLE CUT-OFF.
(5) Ignition Switches-- OFF.
(6) Battery and Alternator Switches --OFF.
(7) Control Lock -- INSTALL.

1-9

I
 INSTRUMENT PANEL

1. Electric Elevator Trim Switch {Opt.) 33. Mixture Control Levers

2. Synebroscope 34. Quad ~nt Friction Lock
3. Autopilot and Electric Elevator 35. Pressurized Air D.lmp Valve Cc:mtrols
Trlm Du~enp.ge Switches (Opt. ) 36. Rudder Trim Control Wheel and
4 . Flight lnstrnment Group Indicator
5. Approach Plate Llght and Switch (Opt.) 37. Manual Primers
6. Turn and Bank Test and Heater 38. Autopilot Control Unit {Opt.)
Overheat W<1rning Light 39. Microphone (Opt .)
7. Cabin Altitude Warning Light 40. Hydraulic Powerpack Dipstick
8. Encoding Altimeter (Opt.) Access Panel
9. Marker Beacon IndicatOl' Lights ~1. Propeller Pitch Control Levers
and Switches (Opt.} 20. Flight Hoor Recorder (Opt.} ~2. Throttles
10. U'CS Mode Selector (Opt.) 21. Outside Air Temperature Cace (Opt.) ~3. Elevator Trim Control Wheel
11. Radio Selector SWitches (Opt.) 22. Cylinder Head Temperature a.nd Oil and Indicator
12. Cabin Ventilation Outlet Temperature Indicators ~~. Landing Gear Swi.tch
13. Magnetic Compass 23. DwJ S.etion Gage {Opt.) and Indicator LigN-1
14. Radio Selector Switch Dimming 24 . Secondary Alb meter ~5. Cowl flap SW1tches and Indicator
Rheostat Control Knob (Opt.) 25. Gyro SlaVIng Indicator (Opt.} Lights
15. IFCS Mode Selector Dimming 26. Propeller Antl-Ice Ammeter {Opt.) ~6. Electrical Switches
and J.Jght Test Cor.trol Knob (Opt.) 27. Electrical System Ammeter 47. DME (Opt.)
16. Radios and Transponder (Opt.) 28. Map Compartment 48. Pressurization Controls
17. Dual Indicating Manifold Pressure, 29. Copilot Phone Jack Location (Opt.) 49. Pressurization Instruments
Tachometer, and Fuel Flow Gages 30. Cigar L ighter 50. PhOne and Auxi.liary Mlke
18. Dual Economy Mixture Indicator (Opt.) 31. Cabin Heating and Defrosting Controls Jack Locations (Opt,)
19. Fuel Quantity and Oil Pressure 32. Wl.ng Flaps Control Lever and 51. lgnition Switches
Indicators Position Indicator 52. Battery and Alternator Swltchea

Figure 2-1.

1-10
 Section II
.. ~======~==~::::~-------~-
>
DESCRIPTION AND OPERATING DETAILS
.._
The following paragraphs describe the systems and equipment whose
function and operation is not obvious when sitting in the aircraft. This
section also covers in somewhat greater detail some of the items listed
in Checklist form in Section I that require further explanation.

FUEL SYSTEM.
The fuel system is composed of four interconnected fuel tanks (444
pounds usable fuel) in each wing. Throughout this manual, these four
tanks will be referred to as a single tank in either the left or right wing.

The Fuel System Schematic (figure 2-2) illustrates fuel flow from the
wing tanks through the fuel line manifolds, fuel selector valves, fuel
strainers, and a bypass in the electric auxiliary fuel pumps (when the
pumps are not operating) to the engine-driven fuel pumps. From the
engine-driven fuel pumps, fuel is distributed to the engine cylinders via
fuel control units and fuel distributors. Vapor and excess fuel from the
engine-driven fuel pumps are returned from the front engine to the left
fuel line manifold and left wing tank, and from the rear engine to the right
fuel line manifold and right wing tank. The fuel tanks are vented at the
wing tip trailing edges and through vents in the fuel filler caps.

Fuel is normally fed from the left tank and front selector valve to
the front engine, and from the right tank and rear selector valve to the
rear engine. However, for the purpose of maintaining or re-establishing
lateral trim, it is permissible to operate both engines from a single tank
in level cruising flight under certain conditions. If single-tank operation
is initiated with nearly full tanks, it must be remembered that vapor and
excess fuel from each engine-driven fuel pump is being returned to its
normal tank system, and the tank not being used is continuously refilling.
To prevent the tank from overflowing, switch back to normal fuel manage-
ment procedures when the fuel quantity in the unused tank indicates 50
pounds below full. If single-tank operation is being used when fuel levels
are low, the fuel quantity in the tank in use should not be allowed to drop

2-1
 *• fUh HOW
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Figure 2-2.

2-2
below 50 pounds prior to re-establishing normal single-engine per tank
operation; this will avoid the possibility of dual engine stoppage due to fuel
starvation.

NOTE

The fuel selector valve handles must be turned to

LEFT for the front engine and RIGHT for the rear
engine for take-off, landing, and all normal oper-
ations. Cross-feeding is limited to level flight only.

The amount of unusable fuel is relatively small due to the specially

designed tanks. The maximum unusable fuel quantity, as determined
from the most critical flight condition, is about 8 pounds per tank. ·This
quantity was not exceeded by any other reasonable flight condition, includ-
ing prolonged 30 second full-rudder sideslips in the landing configuration.

During single-engine operation, fuel can be used from either tank

through the use of the normal (green sector) and cross-feed (yellow sec-
tor) positions of the fuel selector valve handles. Again, the normal (un-
used) tank should not be allowed to continue refilling when it is 50 pounds
below full during cross-feeding, to prevent fuel tank overflow due to vapor
and excess fuel return flow. Use of fuel from the right and left tanks al-
ternately will mainta.in lateral trim. Remember that single-engine land-
ings must be accomplished with the fuel selector for the operating engine
turned to the normal tank position (green se'ctor of the fuel selector valve).

In single-engine cruise flight when cross-feeding has been done to use

all the fuel in the opposite tank, a continuation of fuel flow must be assured
as the new tank is being selected. Therefore, when switching from the dry
tank to the tank containing fuel, place the appropriate auxiliary fuel pump
switch momentarily in the HI position (up to 10 seconds) until normal fuel
flow has been restored.

AUXILIARY FUEL PUMP SWITCHES.

The auxiliary fuel pumps are electrically operated and are located in
the front and rear engine compartments. The pumps are controlled by
two split rocker-type switches located on the left switch panel. The
switches are labeled A UX PUMPS and F ENGINE R. One side of each
switch is red in color and is labeled m; the other side is yellow in color
and is labeled LO. The LO side operates the pumps at low speed, and if
desired, can be used for starting or vapor suppression. The m side oper-
ates the pumps at high speed, supplying sufficient fuel flow to maintain ade-

2-3
quate power in the event of an engine-driven fuel pump failure. In addition,
the m side may be used for normal engine starts, vapor elimination in
flight, and in-flight engine starts.

When the engine-driven fuel pump is functioning and the auxiliary fuel
pump is placed in the HI position, a fuel/air ratio considerably richer than
best power is produced unless the mixture is leaned. Therefore, these
switches must be turned off during take-off or landing, and during all other
normal flight conditions. With the engine stopped and the battery switch
on, the cylinder intake ports can be flooded if the HI or LO side of the
auxiliary fuel pump switch is accidentally turned on.

Under hot day-high altitude conditions, or conditions during a climb

that are conducive to fuel vapor formation, it may be necessary to utilize
the auxiliary fuel pumps to attain or stabilize the fuel flow required for
the type of climb being performed. Select either the HI or LO position of
the switches as required, and adjust the mixtures to the desired fuel flow.
If fluctuating fuel flow (greater than 5 lbs./hr.) is observed during cruise
at high altitudes on hot days, place the appropriate auxiliary fuel pump
switch in the HI or LO position as required for approximately 15 minutes
to clear the fuel system of vapor. This will usually be adequate correc-
tive action; however, if fluctuation persists, use the auxiliary fuel pump
as required to stabilize fuel flow indication. The auxiliary fuel pump may
be operated continuously in cruise, if necessary, but should be turned off
prior to descent. Each time the auxiliary fuel pump switches are turned
on or off, the mixtures should be readjusted.

ELECTRICAL SYSTEM.
Electrical energy is supplied by a 28-volt direct-current system
powered by two engine-driven alternators (see figure 2-3). Electrical
energy is stored in a 24-volt battery located in the lower left portion of
the front engine compartment. Power is supplied to all electrical cir-
cuits through a split bus bar, one section containing electronic system
circuits and the other section containing lighting and general electrical
system circuits.

The entire bus is on at all times except when either an external power
source is connected or the ignition switches are turned to the START posi-
tion; then a split bus contactor is automatically activated to remove power
from the electronic section of the bus. This isolates the electronic cir-
cuits and prevents harmful transient voltage from damaging the transis-
tors in the electronic equipment.

2-4
 T
t, BATTERY SWITCH.

The rocker-type battery switch provides a means of isolating the air-

craft bus from the power supply system by controlling the battery contac-
tor. When using the battery or an external power source for lengthy main-
tenance ckecks on the electrical system, the battery switch should be
turned on. (Refer to Section VII, under Ground Service Plug Receptacle,
for additional operating details concerning use of an external power source.)

ALTERNATOR SWITCHES.

Both alternator switches are combined in a split rocker-type switch

labeled F ALT R. The alternator switch controls both front and rear
engine alternators and permits switching the front or rear alternator off
in the event of an alternator, alternator circuit, or engine failure. If an
alternator is turned off, operation should be continued on the functioning
alternator, using only necessary electrical equipment.

A LlERNA TOR RESTART SWITCH.

An alternator restart system, consisting of a momentary push-button

type switch labeled ALT RESTART and four alkaline dry cell batteries, is
provided to restart the alternators in the event of a complete loss of elec-
trical power. Under most conditions, the loss of the battery and/or bat-
tery contactor will not affect the electrical system or the alternators. In
the rare event the alternators also quit functioning, causing the total power
loss, recovery of the alternators can be accomplished by using the ALT
RESTART switch. Refer to Section III, under Electrical Power Supply
System Malfunctions, for proper alternator restart procedures.

The ALT RESTART system should be checked approximately every

25 hours in the following manner: under day, VFR, cruise conditions,
create a heavy load on the electrical system by turning on enough electri-
cal equipment to create a 30-amp current drain. All indicator lights
should remain off. Turn off the battery switch and alternator switches;
then return the alternator switches to the ON position. With the battery
switch turned off, no output will be obtained from the alternators until they
are restarted. This will be evidenced by a complete loss of electrical
power. With the alternator switches turned on, depress the ALT RESTART
switch for approximately one second. Both alternators should begin to
function. Check fuel gages and cylinder head temperature gages to verify
alternator operation.

If the alternators fail to restart, reduce the electrical load and de-

2-5
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ELECTRICAL SYSTEM

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2-6
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2- 3.

2-7
press the ALT RESTART switch again. Any time the alternators cannot
be restarted under a 30-am:p electrical load, the batteries should be re-
placed. As soon as the restart system check is completed, turn on the
battery switch and resume normal operation.

NOTE

It is important that the battery switch be turned back

on after testing the restart system so that the battery
can stabilize the system. Operation without battery
stabilization is not recommended.

OVER- VOLT AGE TEST SWITCH.

The electrical system is equipped with an over-voltage protection

system and test switch. The test switch is protected with a guard.

The black test switch, labeled HIGH VOLT TEST and located adja-
cent to the red VOLTS HIGH light, is provided for functional testing of
the over-voltage light and sensor circuitry. When depressed, the switch
simulates an over-voltage condition which causes the sensor to shut down
both alternators and illuminate the red VOLTS HIGH light.

NOTE

Any time the HIGH VOLT TEST switch is depressed, with

the battery and alternator switches turned on, the battery
switch and alternator switches must be turned off moment-
arily (as long as 3 seconds may be required) to reset the
over-voltage sensor and restore alternator operation.

CIRCUIT BREAKERS AND FUSES.

Most of the electrical circuits in the airplane are protected by "push-

to-reset" type circuit breakers mounted in a panel located on the left side
of the cabin beside the pilot. Exceptions to this are the clock circuit, the
optional battery contactor closing (external power) circuit, the optional
flight hour recorder circuit, the ammeter circuit, and the courtesy
light circuit which are protected by fuses. The fuses for the clock, flight
hour recorder, battery contactor closing circuit, and the courtesy light
circuit are located near the upper left hand side of the front firewall.
Two fuses near the lower left side of the front firewall protect the am-
meter circuit. Fuses are provided in addition to circuit breakers for the
cigar lighter and optional control wheel map light circuit. The cigar

2-8
 lighter fuse is located behind the engine control pedestal. The optional
control wheel map light fuse is mounted behind the left side of the instru-
ment panel. The hydraulic pump for the landing gear system is rrotected
by a switch type circuit breaker mounted on the circuit breaker panel.

When more than one radio is installed, the radio transmitter relay
(which is a part of a multiple radio installation) is protected by the No. 6
radio circuit breaker on the electronic bus. In the event a malfunction
causes the breaker to open, it is important to remember that the circuit
breaker may have other equipment attached to it. If it is known what equip-
ment is connected to the breaker, that equipment may be turned off and the
breaker reset in an effort to reactivate the transmitter relay.

ELECTRICAL SYSTEM WARNING LIGHTS.

A block of warning lights, located above the cabin altitude selector,
h provide a quick indication of electrical system malfunctions. The follow-
m ing paragraphs describe the lights, their labeling and associated equip-
ment. For electrical system malfunction procedures, refer to Emergency
Procedures in Section III.

ALTERNATOR WARNING liGHTS.

Two rectangular amber lights labeled ALT NOT CHARGING, FRONT,

REAR indicate failure of the alternators to supply current to the electrical
system. If the front or rear alternator fails, the corresponding FRONT
or REAR light will come on. In the event both lights illuminate, both al-
ternators have stopped functioning. The lights can be checked by turning
on the battery switch before the engines are started, or by turning the al-
ternator switches off :while the engines are running. If a light comes on
>h- during flight, the faulty alternator should be turned off. The ALT NOT
ide CHARGING light or lights will remain on until the flight is terminated.
:he The ambient light sensor in the cabin automatically controls the brilliance
of the ALT NOT CHARGING lights.

The ALT NOT CHARGING lights will normally stay out during idling
and taxi operations. Occasionally a light may come on when electrical
loads are at a minimum and one engine is operating at a much lower RPl\1
than the other. If one light constantly comes on during idle or taxi with
:he equal engine RPM, or during cruise, the voltage differential between the
voltage regulators is too great and the regulators should be adjusted.

2-
 ..,

OVER-VOLTAGE WARNING LIGHT.

A rectangular red warning light, labeled VOLTS HIGH, is illuminated

by an over-voltage sensor any time electrical system voltage exceeds 32
volts. If the output voltage of an alternator (or alternators) becomes ex-
cessive, the over-voltage sensor will automatically shut off the alternator
(or alternators) experiencing the over-voltage condition, causing the ALT
NOT CHARGING lights to come on simultaneously with the red VOLTS
HIGH light. The over-volt sensor can be reset and the VOLTS HIGH light
turned off by turning off the alternator switch (or switches) and battery
switch (in that order). After the switches are turned off, delay attempts
to re-cycle the system for approximately five seconds so that residual
power from electrical components will have diminished and the sensor can
be reset. Turn the battery switch back on and then turn the alternator
switch (or switches) on separately to identify the faulty system. If the
condition was temporary, the VOLTS HIGH light will remain off after the
alternator switches are turned back on.

BATTERY DISCHARGE LIGHT.

The battery discharge light is an amber rectangular light, labeled

BAT DIS, which will light any time a low voltage condition exists. This
is usually due to part or all of the electrical power being supplied by the
battery. This light does not necessarily indicate a malfunction. During
operation on one alternator, the light will come on if the demand on the
electrical system exceeds the alternator's output. Turn off non-essential
equipment until the light goes out.

TURN-AND-BANK TEST LIGHT.

An ambe r T & B TEST light is mounted adjacent to the cabin altitude

warning light. When the light is depressed (battery switch ON), the light
will illuminate if electrical power is being supplied to the instrument.

LIGHTING EQUIPMENT.
EXTERIOR LIGHTING.

standard exterior lighting consists of navigation lights on the wing

tips and lower tip of the right vertical fin, a flashing beacon on top of the
right vertical fin, and landing and taxi lights mounted in the nose cap.
Optional lighting includes a strobe light on each wing tip, and one on the

2-10
 ...'

lower tip of the right vertical fin. All exterior lights are controlled by
rocker type switches on the left switch and control panel. The switches
are ON in the up position and OFF in the down position.

The flashing beacon should not be used when flying through clouds or
overcast; the flashing light reflected from water droplets or particles in
the atmosphere, particularly at night, can produce vertigo and loss of
orientation.

The three high intensity strobe lights will enhance anti-collision pro-
tection. However, the lights should be turned off when taxiing in the
vicinity of other aircraft, or during night flight through clouds, fog or haze.

INTERIOR LIGHTING.

Instrument and control panel lighting is provided by electrolumines-

cent lighting, flood lighting, optional post lighting, and integral lighting.
Two rheostat control knobs, labeled INST-PANEL LTS, PULL FLOOD
and SWITCH PANEL LTS control the intensity of instrument and control
panel lighting. The control knob labeled INST-PANEL LTS, PULL FLOOD
is also used for switching from flood lighting to post lighting. This is
accomplished by pulling out the knob for flood lighting, or pushing it in
for post lighting. Both knobs are on the left switch and control panel.

Switches and controls on the lower part of the instrument panel are
lighted by electroluminescent panels which do not require light bulbs for
illumination. This lighting is controlled by the intensity control knob
labeled SWITCH PANEL LTS.

Instrument panel flood lighting consists of four lights located in the

glare shield above the instrument panel. To use flood lighting , pull the
INST-PANEL LTS control knob out and rotate it to adjust light intensity.
Supplemental instrument panel light can be obtained by turning on the map
light in the overhead console, and positioning it to light the panel.

An optional approach plate light may be installed in the glare shield

above the pilot's control wheel. It is operated by a switch adjacent to the
light, and light intensity is controlled by the INST-PANEL LTS control
knob.

The instrument panel may be equipped with optional post lights which
are mounted at the edge of each instrument or control and provide direct
lighting. The lights are turned on by pushing the INST-PANEL LTS con-
trol knob in and rotating it to adjust light intensity. Switching to post

2-11
lights will automatically turn off flood lighting.

The magnetic compass, engine instrument cluster, radios, radio se-

lector switches, fuel selector panel, and elevator trim indicator have
integral lighting and operate independently of post or flood lighting. Com-
pass, engine instrument cluster, radio, fuel selector, and elevator trim
light intensity is controlled by the INST-PANEL LTS control knob. The
switch panel, rudder trim and dome light intensity is controlled by the
SWITCH PANEL LTS control knob. For information concerning radio
selector switch lighting, refer to Section VII.

Pressurization controls and instruments are lighted by standard post

lights. This lighting operates independently of either post or flood light-
ing, and its intensity is controlled by the SWITCH PANEL LTS control
knob.

Lighting in the overhead console consists of a map light, dome light,

and two reading lights. The map light, which is directionally adjustable
and labeled MAP LIGHT, is in a recessed area aft of the radio speaker
screen. It may be used for supplemental instrument panel lighting as well
as map lighting. A switch adjacent to the map light turns it on and off.
Aft of the map light is the dome light which has a translucent lens con-
toured to the shape of the overhead console. The light is labeled DOME
LIGHT and is turned on or off by a switch just forward of the lens. Two
directionally adjustable lights are located aft of the pressurization direc-
tional outlets, and are labeled READING LIGHTS. Each light is con-
trolled by a separate on-off switch aft of the light it controls.

A courtesy light located on the lower frame of the upper door half is
provided to illuminate the entry area of the aircraft when the door is open.
The light may be turned on or off by a switch located just outboard of the
light when the door is open.

PROPELLER SYNCHROSCOPE.
An electrically-operated synchroscope is installed to allow more ac-
curate propeller synchronization. The synchroscope, located on the left
upper portion of the instrument panel, provides a visual indicator for
synchronization. The system utilizes a transmitter electrically connect-
ed in parallel with the dual engine tachometers, and electrical pick-up
coils mounted on the right magneto of each engine. The individual signals
on each magneto are compared in the synchroscope transmitter and their

2-12
variation in electrical phase is displayed by the sweeping pointer on the
synchroscope. A large variation in electrical phase (caused by RPM dif-
ferential between engines) causes a rapid oscillation of the pointer. As
the RPM of the engines are more closely adjusted, pointer oscillation will
slow until finally, with properly synchronized engines, pointer motion is
minimal. When synchronizing engine RPM, either engine RPM may be
established as a "master," and the other engine synchronized to match it.

PROPELLER SYNCHROPHASER.
The propeller synchrophaser system automatically synchronizes both
the engine speed and relative blade positions between the front and rear
propellers. In addition, the phase relationship between the front and rear
propeller blades can be selected by the pilot for minimum noise and vibra-
tion in the cabin.

This system consists of a control console, electronic phase computer,

magnetic RPM sensors in each governor, and an actuator motor attached
to the rear governor. The rear engine governor acts as a slave to the en-
gine speed of the front engine over a ±50 RPM range. This limited range
prevents the slaved engine from losing more than a nominal amount of pro-
peller RPM in case the master engine is feathered with the synchrophaser
engaged.

The control console contains a function switch labeled OFF-SYNC-

PHASE, a knob labeled PHASING, and an amber light. This light will
illuminate steadily when the function switch is engaged. However, it will
flash continuously if a difference of more than 100 RPM exists between
the front and rear propeller.

During climb, descent, or in turbulent air, after the aircraft is trim-

med and the desired manifold pressure is set, manually synchronize the
propellers as closely as possible and tighten the quadrant friction lock
securely. The synchroscope will aid in this process. Then engage the
synchrophaser by setting the function switch to the SYNC position.

NOTE

During a climb the RPM of the two engines may tend to

drift apart if small power adjustments are made. If
the climb is long or power adjustments are large, an
unsynchronized condition may result. In the event this

2-13
r
rl

occurs, turn the synchrophaser off and then re-engage

it as described in the ·above paragraph.

Only the SYNC mode should be used when operating in climb, descent, or
in turbulence.

During cruise flight in smooth air, place the synchrophaser in the

SYNC mode as described above, again utilizing a tight quadrant friction
lock setting. After propeller synchronizing has occurred (approximately
3 seconds after selecting SYNC) move the function switch to the PHASE
position for increased sensitivity. Then slowly rotate the PHASING knob
until the desired sound and vibration characteristics are obtained. This
setting will vary from one flight to another.

During descents with progressive power reductions and penetration

into rough air, move the function switch to the SYNC position for less
sensitive control. The switch should be in the OFF position for large
changes in power, single-engine operation, or during take-offs and land-
ings. Placing the switch in the OFF position will automatically cycle the
unit to the center of its range before stopping, thus ensuring that the con-
trol is positioned properly when next turned on.

The synchrophaser will operate properly only under certain conditions.

Make certain that both engines are functioning properly with the synchro-
phaser turned off. The PHASE mode should only be used in level cruising
flight in smooth air. Any deviation from straight and level flight will cause
the slip stream pattern over the rear engine propeller to change, which in
turn will cause a sound level change. Since the rear propeller is slaved
to front engine RPM, do not operate the synchrophaser with the rear pro-
peller control in the HIGH RPM position.

For best operation, it is important to guard against propeller control

creeping by setting the quadrant friction lock tightly. On long flights,
where the slaved governor may eventually be operating near either ex-
tremity of its operating range, it may be necessary to periodically switch
to the OFF position, reset the propeller control levers, and re-engage
the synchrophaser.

WING FLAP SYSTEM.

Wing flap settings are accomplished by up or down movement of the
wing flap control knob to the flap setting desired. For example, to ex-

2-14
tend the wing flaps from UP to 1/3 down (normal take-off range), push
the control knob down until it hits the mechanical stop. For greater flap
settings move the control knob to the right to clear the stops, and position
it as desired. Mechanical stops are provided for 1/3, 2/3, and FULL
position flap settings. To retract the flaps, raise the control knob to the
setting desired. Flap positions are identified as UP, 1/3, 2/3 and FULL.
The FULL flap position is 25 degrees. A pointer and scale on the left side
of the control knob indicates the actual position of the flaps.

WING FLAP-ELEVATOR TAB INTERCONNECT SYSTEM.

The wing flap system is mechanically interconnected with the elevator
trim tab system to automatically eliminate excessive nose-up trim while
the wing flaps are being retracted.

With the flaps retracted, the trim control wheel can be rotated in one
direction until the trim position indicator reaches the NOSE DN position,
or in the opposite direction until it reaches the lower half of the TAKE-
OFF range marking for nose-up trim. As the flaps are extended, addi-
tional nose-up trim beyond the TAKE-OFF range can be utilized. Maxi-
mum nose-up trim is available when the flaps are fully extended. As the
flaps are retracted, the interconnect will automatically rotate the trim
back to the TAKE-OFF range.

COWL FLAP SYSTEM.

Two three-position toggle switches located on the left switch and con-
trol panel near the landing gear handle operate the front and rear engine
cowl flaps. The switches are labeled COWL FLAPS, FRONT and REAR,
and their positions are labeled OPEN (up) and CLOSE (down). Two blue
indicator lights, one located beside each switch, illuminate when the
cowl flaps have reached either the full open or full closed position and re-
main lighted until the switches are placed in the off (center) position.
The indicator lights also incorporate dimming shutters for night operation.

To fully open or close the cowl flaps, place the cowl flap switches in
either the OPEN or CLOSE position. When the opening or closing opera-
tion is completed (approximately two seconds), the blue indicator lights
will illuminate. If intermediate positioning of the cowl flaps is required,
for example half open, actuate the switches for approximately one second

2-15
and return them to the off position. Other settings can be approximated
in a similar manner. Proper cowl flap settings should be determined by
carefully monitoring the cylinder head temperature gages.

LANDING GEAR SYSTEM.

The retractable tricycle landing gear is retracted and extended by
hydraulic actuators, powered by an electrically-driven hydraulic pump.
The nose gear hydraulic actuator also operates a mechanical down lock
upon extension of the nose gear. A positive mechanical uplock is actuated
by a separate hydraulic actuator when the nose gear is retracted. The
main gear has positive mechanical up and down locks, operated by separate
hydraulic actuators.

Two position-indicator lights show that the gear is either up or down

and locked. The lights are the press-to-test type. The gear-down indi-
cator light (green) has two test positions; with the light pushed in half-way,
(throttles closed) the gear warning horn should sound intermittently, and
with the light pushed full in, the light should illuminate. The gear-up in-
dicator light (amber) has only one test position; with the light pushed full
in, it should illuminate. The indicator lights contain dimming shutters
for night operation.

As an additional reminder that the gear is retracted, a warning horn

sounds intermittently whenever the throttles are retarded below 15 inches
Hg manifold pressure with the gear up.

The hydraulic system fluid level should be checked at 25 hour inter-

vals. To facilitate checking and filling the system, a dipstick and filler
are located on the hydraulic pump behind a snap-out cover panel on the
front of the control pedestal. The top (cap end) of the dipstick employs
an over-center locking device, and serves as the cap for the filler. When
the fluid level is at or below the line marked ADD on the dipstick, hydrau-
lic fluid (MIL-H-5606) should be added to the system.

LANDING GEAR SWITCH.

The gear position switch has two positions labeled RETRACT and EX-
TEND, which give a mechanical indication of the gear position selected.
From the RETRACT or EXTEND position, the switch must be pulled out

2-16
to clear a detent before it can be repositioned. Operation of the gear and
doors will not begin until the switch has been repositioned.

To retract or extend the landing gear, pull out on the gear switch and
move it to the desired position. Pressure is created in the system by the
electrically-driven hydraulic pump and the gear is actuated to the selected
position.

IMPORTANT

If for any reason the hydraulic pump runs continously or

intermittently after gear cycle completion (up or down),
the 30 amp circuit breaker switch labeled LG MTR
should be pulled out. This will shut off the hydraulic sys-
tem and prevent damage to the hydraulic pump and motor.
Refer to Section III for complete emergency procedures.

During a normal cycle, the gear locks up or down and the position in-
dicator light comes on. When the light illuminates, hydraulic pressure is
switched from the gear actuators to the door actuators to close the gear
doors. When the doors are closed, pressure will continue to build untilra
pressure switch in the door closing system turns off the hydraulic pump.
The gear doors are held in the closed position by hydraulic pressure.

The landing gear may be extended or retracted at speeds up to 160

MPH, CAS. Once the gear is down and locked, airspeed can be increased
to 230 MPH, CAS if desired.

The landing gear safety switch, actuated by the nose gear strut, pre-
vents inadvertent retraction whenever the nose gear strut is compressed
by the weight of the aircraft. The landing gear warning horn will sound,
with the aircraft on the ground, any time the landing gear switch is placed
in the RETRACT position with the battery switch turned on.

A switch type circuit breaker, mounted on the circuit breaker panel, .

should be used for safety during maintenance. With the switch pulled out,
landing gear operation cannot occur. After maintenance is completed,
and prior to flight, the switch should be pushed back in.

EMERGENCY HAND PUMP.

A hand-operated hydraulic pump, located between the pilot and copilot

seats, is provided for extension of the landing gear in the event of a hy-

2-17
 draulic system failure. The hydraulic system reservoir is designed to
retain sufficient fluid to extend the gear with the hand pump if a failure
occurs. Refer to Section Ill for emergency use of the hand pump.

It is advisable to periodically check operation of the emergency hand

pump to ensure its operation and retain familiarization with the procedures
for its use. Hand pump operations should also be verified any time elec-
trical system operation becomes questionable.

OPERATION OF LANDING GEAR DOORS (AIRPLANE ON GROUND).

For inspection purposes, the landing gear doors may be opened and
closed while the airplane is on the ground with the engines stopped. Oper-
ate the doors with the landing gear switch in the EXTEND position. To
open the doors, turn off the battery switch, pull the hydraulic pump motor
circuit breaker switch out, and operate the hand pump until the doors open.
To close the doors, check that the landing gear switch is in the EXTEND
position, push the landing gear hydraulic pump motor circuit breaker
switch in, and turn on the battery switch.

IMPORTANT

Safety placards are installed on each wheel well door to

warn against working in the wheel well area with the
hydraulic pump motor circuit breaker switch pushed in.

NOTE

The position of the battery switch for gear door opera-

tion is easily remembered by the following rule:

OPEN circuit = OPEN doors

CLOSED circuit= CLOSED doors

PARKING BRAKE SYSTEM.

A lever, recessed into the sidewall near the pilot's left knee, is used
to set the hydraulic parking brakes. To set the parking brake, place the
I lever in the ON position and pump up hydraulic pressure at each brake
pedal. To release the parking brake, move the lever to the OFF position.

~
2-18
 PRESSURIZATION SYSTEM.
The aircraft is equipped with a cabin pressurization system to permit
flight at high altitude without the need for oxygen masks, and to increase
passenger comfort. Pressurization is provided by two independent
s sources: the front and rear-engine turbocharger systems (see figure 2-4).
The following paragraphs describe, in brief detail, the flow of pressuri-
zation air from its front and rear-engine sources to the cabin.

FRONT ENGINE SYSTEM.

Pressurized air from the compressor section of the front-engine tur-

bocharger flows to the engine air induction system and also through a
sonic venturi (flow limiter) to a heat exchanger. An airflow valve forward
of the heat exchanger controls cooling airflow through the exchanger.
1• Closing the valve will increase the temperature of the pressurized air
entering the cabin. After passing through the heat exchanger, pressurized
air flows through the combustion heater manifold and through a dump
valve on the engine side of the firewall. Opening the dump valve will cause
pressurized air to flow overboard. A cabin pressure check valve, on the
cabin side of the firewall, will close if the dump valve is opened or the
engine fails to provide sufficient pressurized airflow.

An airflow plenum, mounted over the cabin pressure check valve,

directs pressurized air into the cabin through ducts to outlets under the
pilot's and front passenger's seats, and an outlet on the right side of the
control pedestal. A closeable outlet in the plenum, near the pilot's rud-
der pedals, also allows pressurized airflow into the cabin. Airflow for
the defroster system is provided by a valve in the plenum. Refer to the
Cabin Heating, Ventilating and Defrosting Sys tern paragraphs in this sec-
tion for the operating details of these systems.

REAR ENGINE SYSTEM.

Pressurization air is also obtained from the rear-engine induction

system through a sonic venturi and heat exchanger. A ram air door in-
side the rear-engine scoop controls cooling air to the heat exchanger.
Closing the door will increase the temperature of the pressurized air en-
tering the cabin. After passing through the heat exchanger, pressuri zed
air flows throug h a dump valve on the engine side of the firewall. Opening
the dump valve will cause pressurized air to flow overboard. A cabin
pressure check valve, on the cabin side of the firewall, will close if the
dump valve is opened or the engine fails to provide sufficient pressurized
airflow.

2-19
 PRESSURIZATION SYSTEM SCHEMATIC
I PRESSURIZED AND HEATED I

PRESSURIZED AIR
DUMP VALVE (ONTROLS HEATING AND VENTILATING <ONTROLS
--._
' PUSS All:llMP H(A1U ffMP OfUOST
r
I
'i fiONT
COOl
UAI

I ....:... I HICH
IWOPASS
AUX AIR

~
I lOW~

...
L,_OHI-.1
Ofl v
I C.t.llN Pil US

PUll TO
I
I DUMP I STAU

~ -,
riEAI:J

-=- '""
OH
@ L~

I ~ HOI
\ J

L.---- TO REAA HEAT EXCHANGER ~AM AlA DOOR

' - - - - - - - - TO FRONT HEAT EXCHANGER AI R FLOW VALVE

AND FIREWALL SHUTOFF VALVE

- - - - - - - TO FRONT PRESSURIZED AIR OUfv'P VA\.VE AND

FIREWALL SHUTOFF VA LVE

L.---- - - - - TO REAR PRESSURIZED AIR DUII'P VALVE

Figure

2-20
 CODE
RAM AIR FLOW
FRON T l NGI NE
PRESSURIZED AIR
HEAT EXCHANGER AIR FLOW VALVE FROM FRONT TURBOCHARGER
PRESSURIZED AIR
FROM REAR TURBOCHARGER
RECIRCULATION BLOWER CHECK VALVE
RECIRCULATING PRESSURIZED
AIR FROM CABIN
SONIC VENTURI (FlOW LIMITER)
PRESSURIZED AIR VENTI"G
FROM CABIN
ElECTRICAL CONNECTION
MECHANICAL CONNECTION
PNEUMATIC CONNECTION

COMPRESSOR SECTION OF TURBOCHARGE R

PRESSURIZED AIR DUMP VAlVI:
FRONT PASSENGER OUTLET

CABIN PRESSURE CHECK VALVE

OVERHEAD DIRECTIONAL OUTLETS

CABIN PRESSURE CHECK VA LVE

OVERHEAD OIRI:CTIONAL OUTLETS

TO CABIN PRESSURIZATION SWITCH

DUCT PRESSURE RELIEF VALVE

HEAT EXCHANGE R RAM AIR DOOR

OF TU RBOCHA RGER SONIC VENTURI !FLOW UMITERI

REAR £NG INE

2-4.

2-21
 An airflow plenum, mounted over the cabin pressure check valve,
directs pressurized air into the cabin through ducts in the cabin top to
four directional outlets in the overhead console. Two outlets are near the
top edge of the windshield and two are in the middle of the cabin. All four
outlets may be opened or closed as desired. In the event all four outlets
are closed, air pressure increases in the ducts until a duct pressure re-
lief valve in the airflow plenum opens and allows the pressurized air to
be vented directly into the rear of the cabin. Anytime the cabin is not
pressurized, outside air from wing leading edge intakes may be vented
into the cabin through the overhead outlets. When pressurized, however,
the flow of outside air is stopped by cabin pressure check valves.

Cabin pressure is controlled by two dual-purpose valves on the aft

cabin bulkhead. One valve functions as an outflow valve and regulates
airflow from the cabin at the altitude selected for pressurization to begin.
The outflow valve will continue to regulate airflow until maximum cabin
differential pressure is reached, at which point the valve will be closed.
The other valve is a safety/dump valve that contains an electric solenoid
which, when the pressurization switch is placed in the OFF position, acti-
vates and opens the valve, dumping cabin pressure overboard. Both
valves have, as an integral part, differential pressure valves. The one
in the outflow valve prevents cabin differential pressure from exceeding
3. 35 PSI. In the event this valve fails, the one in the safety/dump valve
will actuate and prevent the cabin differential pressure from exceeding
3. 50 PSI.

PRESSURIZATION CONTROLS AND INDICATORS.

CABIN ALTITUDE SELECTOR.

A cabin altitude selector, labeled ALT SEL, is mounted on the lower

left side of the instrument panel. This control is used in selecting the ·
altitude at which pressurization will begin and be maintained by controlling
the outflow valve. The selector control knob has an outer scale marked SL,
indicating sea level, and additional positions marked 1 through 10 indicat-
ing thousands of feet. An inner scale is included on this knob which reflect~
the aircraft altitude in relation to the cabin altitude selected on the outer
scale at maximum cabin pressure differential.

CABIN PRESSURIZATION SWITCH.

A detent equipped switch adjacent to the cabin altitude selector turns

the pressurization system on or off depending on its position. The detent
requires that the switch be pulled out before repositioning, thus preventing

2-22
 inadvertent actuation. The two-position switch is labeled PRESSURE, and
is ON in the up position and OFF in the down position. When the switch is
placed in the ON position, electrical power to a solenoid in the safety/
r dump valve is removed and the valve will close to permit pressurization.
In the OFF position electrical power is applied to the safety/ dump valve
solenoid, and the valve will open to prevent pressurization. Loss of elec-
trical power, for any reason, will cause the safety/ dump valve to close.

PRESSURIZED AIR DUMP VALVE CONTROLS .

Two T-handles labeled FRONT, CABIN PRESS AIR-PULL TO DUMP,

REAR are located on the right side of the control pedestal. The handles
are mechanically connected to pressurized air dump valves on the engine
side of the front and rear firewalls. When the handles are pulled, the
dump valves open and allow pressurization air to flow overboard. Anytime
the FRONT T-handle is pulled, a firewall shutoff valve is closed, in add-
ition to opening the dump valve. With the handles pushed in, pressurized
air will flow into the cabin.
NOTE
In case of an engine fire it is important to dump the
pressurization air and close the firewall openings by
pulling the pressurized air dump valve controls.

HEAT EXCHANGER CONTROLS.

Two control levers, labeled PRESS AIR TEMP, are located on the
heater control panel. The levers control the flow of cooling air through
the heat exchangers. Moving the levers down to the WARM position will
increase pressurized air temperature by reducing the airflow through the
exchangers.
r:r
"' The front heat exchanger control also operates the firewall shutoff
L, valve to permit ventilating air to be supplied by the air recirculation
blower. When the control is in the COOL position, the shutoff valve is
closed and cabin air pulled into the blower is recirculated back into the
cabin through the air outlet above the radios for improved cabin venti la-
tion during ground operation. When the control is in the WARM position,
the shutoff valve is open and airflow from the air recirculation blower is
used in heater operation.

CABIN RATE-OF-CLIMB INDICATOR.

,,. A cabin rate-of-climb indicator is located on the left side of the alti-

2-23
 tude selector control knob. The instrument is vented directly to the air-
craft cabin, and senses changes in pressure within the cabin to show cabin
rate of climb or descent.

CABIN ALTITUDE/DIFFERENTIAL PRESSURE INDICATOR.

This instrument, located adjacent to the cabin rate-of-climb indicator,

shows both cabin altitude and cabin differential pressure. It has two dials
and two pointers. The outside dial indicates cabin altitude, and the inside
dial indicates pressure differential between cabin and atmosphere at the
cabin altitude shown on the outside dial. The instrument is vented to the
aircraft cabin and static air source.

CABIN ALTITUDE WARNING LIGHT.

Any time the cabin altitude exceeds 12, 500 ±500 feet, a barometric
switch closes and illuminates a red press-to-test warning light which is
labeled CABIN ALTITUDE. The light, located above and to the left of
the aircraft altimeter, indicates to _the pilot that cabin altitude is too high
and if no changes are made, oxygen should be employed if available. If
oxygen is not available, then the aircraft must be flown at a lower cabin
altitude. The warning light will turn off at a cabin altitude of approxi-
mately 11, 500 feet.

PRESSURIZATION SYSTEM OPERATION.

Operation of the pressurization system in the Skymaster is relatively

,, simple, requiring few adjustments. Although the system is simple to op-
erate, there are some things that should be remembered about flight with
a pressurized cabin. These items, and the normal operating procedures
for this system are covered in the following paragraphs. Pressurization
emergencies are covered in Section III of this manual.

Prior to starting the engines, set all of the pressurization controls

for the anticipated flight. Place both pressurized air dump valve controls
in the full in position, place the pressurization switch in the ON position,
and set the cabin altitude selector approximately 1000 feet above the field
elevation of the point of departure or the destination which ever is the
highest. No further adjustment of the system should be required.

Pressurization will begin as the aircraft climbs through the altitude

set on the cabin altitude selector. As the aircraft passes through this
altitude, the outflow valve (figure 2-4) will close, causing the cabin to
pressurize. Pressurization can be verified by checking the cabin rate of
2-24
 climb indicator (figure 2-4) which should read zero at this point.
n
The cabin rate of climb indicator will continue to read zero until max-
imum cabin pressure differential (3. 35 PSI) is attained. Maximum allow-
able cabin pressure differential is indicated by a red line on the cabin
altitude/ differential pressure indicator (figure 2-4). Pressure differential
r, is the difference between the pressure within the cabin and the atmospheric
pressure at the altitude of the aircraft. If the aircraft continues to climb,
exceeding the system's ability to maintain the selected cabin altitude, the
cabin rate of climb indicator will begin to indicate a rate of climb which
will be approximately 75% of that of the aircraft. Refer to figure 2-5 for
the maximum altitude the aircraft can be operated at without causing the
cabin altitude to climb above the altitude selected.

If, for any reason, the selected cabin altitude requires a change while
enroute, consider carefully the current condition of the pressurization sys-
tem and then act accordingly. If the system has not attained maximum
pressure differential, any change in the cabin altitude selector (lower or
higher) will result in a positive or negative cabin pressure change. If the
cabin altitude selector is moved too rapidly, passenger discomfort can
result. If a lower cabin altitude is desired, turn the cabin altitude selec-
tor to the desired setting VERY SLOWLY. Slow movement is important
because the cabin pressure will respond almost instantly to cabin altitude
selector movement. Should the pilot desire to increase the cabin altitude
setting, again, turn the selector VERY SLOWLY.

When the pressurization system is operating at maximum pressure

differential (3. 35 PSI) with a cabin altitude equal to or above that selected,
the cabin altitude selector may be repositioned as fast as desired to either
a higher or lower altitude with no noticeable effect, provided the setting is
not increased to a cabin altitude requiring less than maximum pressure
differential to maintain, as described in the above paragraphs.

If the pilot climbs or descends, with the cabin pressure at maximum

differential, the cabin altitude will follow at a proportional rate. In a de-
scent, the cabin rate of climb will show a rate of descent about 75% of that
of the aircraft until the aircraft descends through the altitude at which the
system can maintain the selected cabin altitude (the point at which cabin
pressure differential begins to drop). At this point, cabin rate of climb
will return to zero and the selected cabin altitude will be maintained.

Pressurization or re-pressurization of the aircraft during flight should

be accomplished with care to avoid passenger discomfort. If the aircraft
is at or below 10, 000 feet, set the cabin altitude selector to 10, 000 feet on

2-25
the outer-scale. After setting the selector, push both pressurized air
dump valve controls full in and place the cabin pressurization switch in the
ON position. Once the system is set up for pressurization, VERY SLOWLY
turn the cabin altitude selector to the desired cabin altitude. By turning
the selector slowly, no passenger discomfort is likely as the cabin pres-
sure increases to the desired level.

If the aircraft is above 10, 000 feet, set the cabin altitude selector to
10, 000 feet on the outer scale and check that both pressurized air dump
valve controls are pulled full out. Place the pressurization switch in the
ON position and VERY SLOWLY push the REAR pressurized air dump
valve control full in. Slow movement will prevent any sudden pressure
change in the cabin. After the cabin rate of climb indicator has stabilized
at zero, push the front pressurized air dump valve control full in and
VERY SLOWLY adjust the cabin altitude selector to the desired cabin alti-
tude.

As the pilot approaches his destination, or if he is required to de-

scend to a lower altitude enroute, care must be taken to maintain proper
pressurization system operation. Descents should be made with a mini-
mum of 40% power to maintain cabin pressure.

After completing a trip, it is good practice to leave the pressuriza-

tion switch in the ON position, and the pressurized air dump valve con-
trols pushed in. This will save time and help prevent inadvertent unpres-
surized flight on subsequent trips.

CABIN ALTITUDE vs. AIRCRAFT ALTITUDE

WITH 3.35 PSI DIFFERENTIAL
AIRCRAFT ALTITUDE CABIN ALTITUDE

7000 Ft. Sea Level

8000 Ft. 800 Ft.
10, 000 Ft. 2400 Ft.
12,000 Ft. 4000 Ft.
14,000 Ft. 5500 Ft.
16, 000 Ft. 7000 Ft.
18, 000 Ft. 8500 Ft.
20, 000 Ft. 10, 000 Ft.

Figure 2-5.

2-26
 CABIN HEATING, VENTILATING AND
1e
DEFROSTING SYSTEM.
LY
Cabin heating is provided by a 25,000 BTU/hr gasoline combustion-
type heater located in the lower left portion of the front engine compart-
ment. Pressurization air from the front engine turbocharger passes
through the heater, and is ducted to the outlets at floor level just forward
of the pilot's feet, at the right side of the pedestal near the front passen-
ger's left leg, and under the pilot's and front passenger's seats. (Refer
to pressurization schematic, figure 2-4). Windshield defrosting air is
supplied by ducts leading from the defroster/ heater valve assembly to the
defroster outlets at the windshield level.
d
Heater ventilating airflow is provided by a recirculation blower and
the pressurization system during flight and on the ground. Heater com-
bustion air is supplied by a blower, both on the ground and in flight. When
the combustion heater is turned on, a blower on the cabin side of the fire-
wall automatically turns on and draws cabin air back through the combus-
tion heater, increasing its efficiency.

NOTE

The front heat exchanger control, labeled PRESS AIR

TEMP, must be in the WARM position so that airflow
from the recirculation blower is ducted to the combus-
tion heater rather than to the ventilation outlet above
the radios.

Heater fuel is supplied from the front-engine fuel strainer by the

heater electric fuel pump. A regulator maintains a constant heater fuel
pressure relative to atmosphere. The front-engine auxiliary fuel pump
is not required for normal heater operation; however, with the front
engine inoperative, in-flight heater operation requires the front-engine
fuel selector valve to be on. Heater fuel consumption is approximately
2. 25 lbs/hr.

Controls for the heater and defrosting system are mounted on an

el ectroluminescent panel on the right side of the instrument panel.

HEATER SWITCH.

A three-position toggle switch, labeled START, RUN and OFF is

provided as a master heater control. The switch is spring-loaded. The

2-27
 1
START (up) position returns to the RUN (middle) position when released.
The RUN position maintains heater operation. The heater is OFF when
l
the switch is in the down position.

CABIN TEMPERATURE CONTROL LEVER.

The cabin temperature control lever labeled HEATER TEMP, WARM,

HOT, regulates heater temperature from low to maximum as the lever is
moved in a downward direction. Moving the lever downward adjusts a
thermostat which controls heated air temperature in a duct located down-
stream from the heater by automatically cycling the heater on and off as
required to maintain the selected duct air temperature.

DEFROSTER CONTROL LEVER.

Defrost air is controlled by a lever labeled DEFROST, OFF, ON.

To operate the defrosting system, move the lever downward until the
desired amount of air is obtained.

OVERHEAT AND COMBUSTION AIR PRESSURE

SAFETY SWITCHES AND WARNING LIGHT.

An overheat safety switch, attached to the outlet end of the heater,

will actuate and shut off the heater ignition and fuel when the air temper-
ature at the heater outlet has exceeded approximately 325°F. A combus-
tion air pressure switch will actuate and shut off the heater ignition and
fuel when the combustion airflow into the heater decreases below the min-
imum flow required. An amber warning light is provided, and is labeled
HEATER OVERHEAT. When illuminated, the light indicates that either
the heater overheat switch or the combustion air pressure switch has
been actuated. Once either of these switches has actuated, the heater
cannot be re-started until the heater has cooled or adequate combustion
airflow has been restored.

HEATER OPERATING PROCEDURE FOR HEATING AND DEFROSTING.

HEATER OPERATION.

(1) Heat Exchanger Controls -- WARM position.

(2) Front Pressurized Air Dump Valve Control -- CHECK FULL IN.
(3) Defroster Control Lever -- AS DESIRED.
(4) Cabin Temperature Control Lever -- HOT position.
(5) Heater Switch-- HOLD IN START position 1 to 3 seconds; then
allow switch to return to RUN position .
• ?.-28
 GENERAL HEATER OPERATION NOTES.

With the front pressurized air dump valve control full in and the front
heat exchanger airflow valve control in the WARM position, the heater
can be operated at any time.

tM, During starting, the overheat warning light normally will illuminate
is momentarily as the switch is initially moved through the RUN position.
If no light occurs, test the bulb and check that the heater circuit breaker
1- has not tripped. If tripped, reset the breaker, and try another start.
The light normally will be off when the switch returns to RUN. Warm air
should be felt at the heat outlets within one minute. If the light remains
illuminated, the heater did not start, and another attempt should be made
by holding the switch in the START position for a longer interval. If the
light still remains on when the switch returns to RUN, check heater air-
flow for maximum ventilation and combustion airflow. After further fail-
ure to start, turn off the HEATER switch and have the heater thoroughly
checked to determine the reason for the malfunction.

Operation of the heater with the front engine pressurized air dump
valve control pulled out or the front heat exchanger airflow valve control
in the COOL position will cause the overheat warning light to illuminate
and the heater to shut off. This is due to lack of airflow through the
heater, causing an overheated condition. To re-start the heater, push
s- the front dump valve control in, move the front heat exchanger airflow
1 valve control to the WARM position, allow the heater to cool, and use the
in- normal heater operating procedures.
~d
r Heater overheat may also occur if the air recirculation blower ceases
to operate. If this happens, check the circuit breaker labeled FAN andre-
set it if necessary. When the blower is operating properly again, the com-
bustion heater may be restarted. In the event the blower will not operate,
place the heater switch in the OFF position for the r emainder of the flight.

\I G. FORWARD PASSENGER AUXILIARY AIR SWITCH.

A three- position toggle switch, labeled FWD PASS AUX AIR, ffiGH,
LO, OFF is provided to control the air recirculation blower when used in
the ventilating mode . The combustion heater will not function as a result
lN. of placing the switch in any of the above positions.

CABIN VENTILATION.
n
Cabin ventilation is provided by four overhead outlets, three floor

2-29
level outlets, and a copilot's pedestal outlet. To obtain the coolest air-
flow, move the levers labeled PRESS AIR, FRONT, REAR to the full up
position. Then close off unused overhead directional outlets to provide
maximum airflow to the occupants. If no airflow is obtained from the
overhead outlets, verify that the rear pressurized air dump valve contr ol
is pushed full in.

To obtain maximum cabin ventilation, during unpressurized flight

below 10, 000 feet, set the cabin altitude selector at 10, 000 feet, place the
pressurization air temperature controls in the COOL position and turn off
the cabin pressurization switch. If for any reason the battery and alter-
nator switches must be turned off, with the cabin pressurization switch
turned off, the pressurized air dump controls should be pulled full out
first. Electrical power is required to keep the safety/ dump valve open.
Loss of electrical power, for any reason, will cause the valve to close.

Additional ventilating air is available from the vent outlet located

above the center radio stack by placing the front heat exchanger airflow
valve control in the COOL position and the switch labeled FWD PASS
AUX AIR in the LO or HIGH positions. This will run the recirculating
air blower, thereby providing ventilating airflow during ground operation
as well as in flight.

TURBOCHARGED ENGINE SYSTEM.

The Pressurized Skymaster is equipped with turbocharged engines
which make it possible to maintain 75% cruise power to 20, 000 feet.
-==-
Except for being turbocharged, the engines work and act just like nor-
mally aspirated engines. However, because the engines are turbocharged,
some of the engine characteristics are different. The intent of this sec-
tion is to point out some of the items that are affected by turbocharging,
and outline the correct procedures to be followed so that operation becomes
easier and simpler for Pressurized Skymaster owners.

For a better understanding of the system, follow the induction air

through an engine until it is expelled as exhaust gases. Reference should
be made to the schematic of the typical turbocharger system shown in
figure 2-6 as you read through the following steps:

2-30
 f'IIONl INGINf SHOWN- T"lCAl OF Ill AI. INGINf)

1e
ff

fNOINf·
OltiV fl'\1
o•l ,u ~ r

W ASH · \
OAU \
A.ClUAIOR \
\
\

CODE

C> II:AM All

.......:> UNflllfUO All

~ INT A IC ( All fltOM

- - CO MrltsSOI

...... l)(H AU$1 GAS

UHAUST c::::::J lNGINf Oil

OVIIIIOAIO
- - - M lCN .AN!CAl liNKAGE

Figure 2-6.

(1) Engine induction air is taken from the eng ine cooling air inlet,
>r- ducted through a filter and into the compressor where, after com-
ed, pression, it is ducted to the throttle body.

(2) The pressurized induction air then passes through the throttle
nes body and induction manifold into the cylinders.

(3) The air and fuel are burned and exhausted to the turbine portion
of the turbocharger .
.d
(4) The exhaust gases drive the turbine which, in turn, drives the
compressor, thus completing the cycle.

2-31
r From studying steps 1 through 4 and the schematic shown in figure
2-6, it is obvious that the 4-step study of the induction air flow through
the engine is quite simplified. In actuality, controls are needed to cause
the engine to function in a controllable manner. To accomplish this, a
variable controller, a waste gate, a waste gate actuator and a pressure
relief valve, properly interconnected, are added.

The heart of the system control is the variable controller which sen-
ses compressor discharge pressure at the throttle valve inlet. This
mechanism is further designed so that the controller setting varies pro-
portionately to the amount of power selected by the throttle. This is ac-
complishe d by a direct linkage to the throttle arm.

Increased manifold pressure is supplied by a compressor in series

with the induction air supply to the throttle body. Being on a common
shaft, but a separate housing, compressor rotation is caused by a turbine
rotor, ac tivated by exhaust energy supplied by the engine.

The speed or output of the compressor is directly related to the speed

of the exhaust turbine. Therefore, the amount of compressor discharge
air or pressure is controlled by controlling the speed of the exhaust turbine.
This is accomplished by bleeding or dumping exhaust gases as needed by
the incorporation of a waste gate valve .

Since the variable controller is sensing compressor discharge pres-

sure, it is used to control the waste gate valve positions through a separ-
ate waste gate actuator. The interconnection between the variable control-
ler and the waste gate actuator is accomplished with the use of appropriate
plumbing and engine oil, the pressure of which correspondingly positions
the actuator piston and subsequently the waste gate valve through connect-
ing linkage.

When the throttle is advanced, the compressor discharge pressure is

decreased as the air enters the engine. As the pressure decreases, the
variable controller senses the decrease and increases the oil pressure to
the waste gate actuator which then assumes a different position and in mov-
ing repositions the waste gate valve to a closed position. This sends more
exhaust through the exhaust turbine, increasing the compressor speed until
the compressor discharge pressure balances with the manifold pressure
and throttle setting selected.

Some environmental and engine operating conditions result in the tur-

bine having enough S'"leed to cause the compressor discharge pressure to
exceed the rated 37 inches of Hg. To limit the amount of overboost and

2-32
 reduce possible damage to the .engine, a manifold pressure relief valve is
installed.

TURBOCHARGED ENGINE
OPERATING CHARACTERISTICS.
MANIFOLD PRESSURE VARIATION WITH ENGINE RPM.

When the waste gate is open, a turbocharged engine will react the
same as a normally aspirated engine when the engine RPM is varied.
That is, when the RPM is increased, the manifold pressure will decrease
slightly. When the engine RPM is decreased, the manifold pressure will
increase slightly.

However, when the waste gate is closed, manifold pressure variation

with engine RPM is just the opposite of the normally aspirated engine. An
·d increase in engine RPM will result in an increase in manifold pressure,
and a decrease in engine RPM will result in a decrease in manifold pre-
.ne. sure.

High altitude operation (above 10, 000 feet) at low engine speeds is the
only time you should be aware of closed waste-gate type of operation.
Should manifold pressure decrease as engine speed is reduced for cruise,
select a slightly higher cruise RPM where the turbocharger and controller
,1 - maintains a stable manifold pressure.
te
FUEL FLOW VARIATIONS WITH CHANGES IN MANIFOLD PRESSURE.

Engine-driven fuel pump output is regulated by engine speed and com-

pressor discharge pressure. Engine fuel flow is regulated by fuel pump
output and the metering effects of the throttle and mixture controls. When
the waste gates are open, fuel flow will vary directly with manifold pres-
sure, engine speed, mixture, or throttle control position. In this case,
v- manifold pressure is controlled by throttle position and the waste gate
·e actuators, while fuel flow varies with throttle movement and manifold
:il pressure.

When the waste gates are closed and manifold pressure changes are
directly related to turbocharger output, as discussed previously, fuel
flow will follow manifold pressure even though the throttle position is un-
changed. This minimizes fuel flow adjustments to (1) small initial adjust-
ments on take-off or climb-out for the proper rich climb setting , (2)

2-33
lean-out in cruise, and (3) return to full rich position for approach and
landing.

MOMENTARY OVERSHOOT OF MANIFOLD PRESSURE.

Under some circumstances (such as rapid throttle movement, espe-

cially with cold oil) it is possible that the engine can be overboosted above
the maximum allowable manifold pressure of 37 inches. This would most
likely be experienced during the take-off roll or during a change to full
throttle operation in flight. The induction air pressure relief valve will
normally limit the overboost to 2 or 3 inches.

Slight overboosting is not considered detrimental to the engine as long

as it is momentary. No corrective action is required when momentary
overboost corrects itself and is followed by normal engine operation.
However, if overboosting of this nature persists when oil temperature is
normal or if the amount of overboost tends to exceed 3 inches or more,
the throttle should be retarded to eliminate the overboost and the control-
ler system, including the waste gate and relief valve, should be checked
for adjustment or replacement of components at the first opportunity.

ALTITUDE OPERATION.

Because the Pressurized Skymaster will climb faster and higher than
a normally aspirated aircraft, fuel vaporization may be encountered. If
fuel flow is slightly less than that desired, or if variations of ±5 lbs. /hr
or more are observed (as a "nervous" fuel flow needle) on either or both
engines, placing the appropriate auxiliary fuel pump switch or switches in
either the HI or LO position, as required, will control vapor. Refer to
Auxiliary Fuel Pump Switches in this section for details concerning the
use of the auxiliary fuel pumps during climbs or cruise at high altitudes.
If either or both pumps are used, be sure to adjust the mixture controls
for the desired fuel flow. If the pumps are used during cruise, they should
be turned off and the mixtures reset prior to descent and landing.

SHOULDER HARNESSES.
Shoulder harnesses are provided as standard equipment for the pilot
and front seat passenger; harness installations for all other seats are op-
tional.

2-34
 Each front seat harness is attached above the window line between
the second and third side windows. When stowed, the harness is held in
place by stowage sheaths, one each above the first and second side wind-
dows. Stow the harness by folding and placing in the sheath.

With four-place seating, each rear seat shoulder harness is attached

above the aft side window and is stowed in the sheath above the cabin side
windows. In the five-place arrangement, the aft seat utilizes a harness
attached to the aft cabin wall. The harness is stowed behind a retaining
clip above the aft side window.

To use the front and rear seat shoulder harnesses, fasten and adjust
g the seat belt first. Remove the harness from the stowed position, and
lengthen as required by pulling on the end of the harness and the narrow
release strap. Snap the harness metal stud firmly into the retaining s lot
adjacent to the seat belt buckle. Then adjust to length by pulling down on
the free end of the harness. A properly adjusted harness will permit the
occupant to lean forward enough to sit complete ly erect but is tight enough
to prevent excessive forward movement and contact with objects during
sudden deceleration. Also, the pilot will want the freedom to reach all
controls easily.

Releasing and removing the shoulder harness is accomplished by

pulling upward on the narrow release strap, and removing the harness
stud from the slot in the seat belt buckle. In an emergency, the shoulder
harness may be removed by releasing the seat belt first, and then pulling
the harness over the head by pulling up on the release strap.

INTEGRATED SEAT BELT /SHOULDER HARNESSES

WITH INERTIA REELS.
ld
Optional integrated seat belt/shoulder harnesses with inertia reels are
available for the pilot and front seat passenger. The seat belt/ shoulder
harnesses extend from inertia reels located in the cabin ceiling to attach
points inboard of the front seats. A separate seat belt half and buckle is
located outboard of the seats. Inertia reels allow complete freedom of
body movement. However, in the event of a sudden deceleration, they
will lock automatically to protect the occupants.
NOTE
The inertia reels are located for maximum shoulder har-
ness comfort and safe retention of the seat occupants.

2-35
 This location requires that the shoulder harnesses cross
near the top so that the right hand inertia reel serves the
pilot and the left hand reel serves the front passenger.
When fastening the harness, check to ensure the proper
harness is being used.

To use the seat belt/shoulder harness, adjust the metal buckle half
on the harness up far enough to allow it to be drawn across the lap of the
occupant and be fastened into the outboard seat belt buckle. Adjust seat
belt tension by pulling up on the shoulder harness. To remove the seat
belt/shoulder harness, release the seat belt buckle and allow the inertia
reel to draw the harness to the inboard side of the seat.

CABIN DOOR OPERATION.

The cabin door is divided into two sections. When opened, the upper
section swings up parallel to the lower surface of the wing, and the lower
section drops down, providing a step for ease in entering or leaving the
aircraft.

To enter the aircraft, pull outward on the recessed handle on the

upper door section, and slowly raise the door to the over-center position
The hydraulically loaded telescoping door lift will automatically raise
the door to the full up position.
NaTE
The door lift is provided with a friction adjustment.
If more or less friction is desired for the ease of
operation, adjust the friction in accordance with the
placard attached to the lift.

Release the lower door section by pulling up on the lever on the upper
edge of the lower door. Lower the door until it is stopped by support
chains at the front and rear edges.

Closing the door from inside the aircraft is accomplished in the fol-
lowing manner; grasp the front support chain of the lower door section,
pull the door up until the top edge is within reach, and then grasp the cen-
ter of the door and pull inboard with enough force to engage the front and
rear latches. Check that the front and rear latches are fully engaged.
After the lower door is secured, grasp the arm rest on the upper door
and slowly pull down and inboard.

2-36
 NaTE
Do not attempt to operate the upper door with the friction
too tight. Adjust friction for smooth, easy operation.

To latch the door, grasp the rotating section of the door handle with
the right hand and the arm rest with the left hand. A firm pull with both
hands will assure engagement of the upper door latching pawls and enable
the inside door handle to be rotated forward to the horizontal position where
it will engage a permanent stop.

NaTE
Do not force the door handle to the closed position. If
the door handle will not rotate easily, the door is not
completely closed. A more firm closing motion should
allow the latching pawls to engage and permit the door
handle to rotate to the closed position.

A sliding lock is an integral part of the inside door handle, and can
be moved forward or aft along the handle. With the door closed and the
handle fully horizontal, sliding the lock rearward will lock the permanent
stop within the handle, preventing handle movement and locking the door.
This position will expose placarding labeled LOCKED. The rotating
portion of the handle may be rotated up out of the way, if desired, after
the door is locked.

After the door handle has been locked, fully depress the two lock
buttons, one located in each lower corner of the upper door window
moulding, to safety the door locking mechanism.

To open the door from the inside, lift t·p on the door lock buttons,
rotate the door handle down (if it is up}, slide the door handle locking
r mechanism full forward to the UNLOCKED position, and rotate the handle
up and aft; then slowly swing the upper door out and up. After the door
reaches the full up position it will be held in the up position by the door
lift. Release the lower door section as previously described.

To close the door from the outside, raise and firmly shut the lower
door section, being careful that the front and rear support chains lay in-
side the door; then check to see that the friction on the door lift is ad-
justed properly and slowly pull the upper section down and shut it with
a firm pressure so that the outside handle can be pushed to the recessed
position. The door may be locked with the aircraft key, if desired.

2-37
r
STATIC PRESSURE ALTERNATE SOURCE VALVE.
A control knob to the left side of the control pedestal, under the instru-
ment panel, operates the static pressure alternate source valve. The
valve provides continued operation of the airspeed, altimeter and vertical
speed indicators in the event that the static system ports or lines become
obstructed. If erroneous instrument readings are suspected, due to water
or ice in the static system ports or lines, the static pressure alternate
source valve should be opened by pulling out the control knob. This vents
the static system into the left wing.

NOTE

The altitude hold feature of any installed autopilot

should be momentarily turned off to avoid abrupt
changes in pitch attitude when actuating the valve.

A placard on the left side of the control pedestal lists the corrections
to be used for indicated airspeed and altitude when the alternate static
source must be used. The placard reads as follows:

ALT STATIC SOURCE CORR

AIRSPEED

FLY CLIMBS AND APPROACHES

10 MPH FASTER THAN NORMAL

ALTITUDE

CRUISE: FLY 270 FEET

HIGHER THAN NORMAL

APPROACH: FLY 100 FEET

HIGHER THAN NORMAL

STATIC PRESSURE
ALTERNATE SOURCE
PULL OPEN - PUSH CLOSED

2-38
 sTARTING ENGINES.
Either engine may be started first and the procedure is identical for
>tru. bOth. Starting the rear engine first enables the engine start to be heard.
On the other hand, starting the front engine first permits more effective
:al
Je clearing of the propeller area and, in cold weather, more efficient elec-
ter trical power because of the shorter battery cable.

tts
NOTE

The convex mirror, mounted on the inboard side of

the left boom, provides a view of the rear propeller
area from the pilot's position.

The continuous -flow fuel injection system will start spraying fuel in
the intake ports as soon as the throttle and mixture controls are opened
and the auxiliary fuel pump is turned on. If the auxiliary pump is turned
ns on accidentally while the engine is stopped, with the throttle open and the
mixture rich, solid fuel will collect temporarily in the cylinder intake
ports, the quantity depending on the amount of throttle opening and the
length of time the pump has been operating. If this happens, it is advis-
able to wait a few minutes until this fuel drains away before starting the
engine. To avoid flooding, turn the auxiliary fuel pump switch off prompt-
ly when the fuel flow reaches 60 lbs. / hr. during preparation for engine
start.
Engine mis-starts characterized by weak, intermittent firing followed
by puffs of black smoke from the exhausts are caused by overpriming or
flooding. This situation is more apt to develop in hot weather, or when
the engine is hot. If it occurs, repeat the starting routine with the throt-
tle approximately 1/ 2 open, the mixture in idle cut-off and the auxiliary
fuel pump switch off. As the engine fires, move the mixture control to
full rich and decrease the throttle to idle.

Engine mis-starts characterized by sufficient power to take the engine

away from the starter but dying in 3 to 5 revolutions are the result of an
excessively lean mixture after the start and can occur in warm or cold
temperatures. Repeat the starting procedure but allow additional priming
time with the auxiliary fuel pump switch in the HI position before cranking
is started. If extremely hot temperatures have caused vapor which pre-
vents a start, it will be necessary to place the auxiliary fuel pump switch
in the HI position for 5 to 10 seconds or more to flush the vapor through
the fuel lines until the fuel flow reaches 60 lbs. / hr. Then turn off the
pump and proceed with normal starting procedures.

2-39
 If prolonged cranking is necessary, allow the starter motor to cool
at frequent intervals, since excessive heat may damage the armature.

After starting, if the oil pressure gage does not begin to show pres-
sure within 30 seconds in normal temperatures and 60 seconds in very
cold weather, shut off the engine and investigate. Lack of oil pressure
can cause serious engine damage.

TAXIING.
Taxiing, as in any twin-engine airplane, should be done with both
engines operating. The airplane should be taxied initially using the rear
engine, followed by applying power to the front engine. Further power
adjustments should be made primarily with the rear engine. The charac-
teristic change in sound of the rear engine with variations in power will
provide assurance that the rear engine is operating normally.

Taxiing with primarily the rear engine also prevents the front propel-
ler from picking up and throwing loose materials into the rear propeller
while taxiing over gravel or cinders. In addition, the rear propeller has
greater ground clearance, minimizing stone damage to the propeller tips.
Full throttle runups over loose gravel should be avoided unless the air-
plane has obtained considerable forward speed.

BEFORE TAKE-OFF.
Since the engines are closely cowled for efficient in-flight cooling,
precautions should be taken to avoid overheating on the ground. Full
throttle checks on the ground are not recommended unless the pilot has
good reason to suspect that the engines are not turning up properly.

The magneto check should be made at 1800 RPM as follows: Move the
ignition switch first to R position and note RPM. Then move switch back
to BOTH position to clear the other set of plugs. Then move switch to L
position, note RPM and return the switch to the BOTH position. The
difference between the two magnetos operated singly should not be more
than 50 RPM. The maximum drop on either magneto should not exceed
150 RPM. If there is a doubt concerning the operation of the ignition sys-
tem, RPM checks at a higher engine speed will usually confirm whether a
deficiency exists. The rear engine magnetos should be checked last to
2-40
 minimize the possibility of .an undetected rear engine stoppage due to an
incorrect idle adjustment.

An absence of RPM drop may be an indication of faulty grounding of

one side of the ignition system or should be cause for suspicion that the
magneto timing is set in advance of the setting specified.

To run a functional check of the battery and alternator circuits, use

the following procedure:

(1) Run both engines at 1000 RPM with some electrical equipment on.
(2) Turn front and rear alternator switches off.
(3) The battery discharge light and front and rear alternator warning
lights should be on.
:- (4) Turn front alternator switch on. Both the battery discharge light
and the front alternator warning light should go out.
(5) Turn front alternator switch off following check.
(6) Turn rear alternator switch on. Both the battery discharge light
~1- and rear alternator warning light should go out.
(7) Turn both alternator switches on for normal operation.
s (8) Depress over-voltage HIGH VOLT TEST switch to check VOLTS
s. HIGH light and high voltage sensing circuitry for proper operation.
The test switch will cause the over-voltage sensor to shut down both
alternators and the VOLTS HIGH, BAT DIS, and ALT NOT CHARGING
light to illuminate and remain on.
(9) Turn off the battery switch momentarily to reset over-voltage
sensor, causing the VOLTS HIGH light to turn off. Turning the bat-
tery switch off and then on again also restores alternator operation,
causing the ALT NOT CHARGING and BAT DIS lights to turn off.

As one of the final steps following the engine runup, the engine idle
speed should be checked on both engines, checking the front engine first.
The front engine should normally idle at 600±25 RPM and the rear engine
should idle at 650±25 RPM. In addition to proper engine speed, the en-
;he gines should idle smoothly with no tendency to die .
k

TAKE-OFF.
s- To confirm that the rear engine is operating normally at the start of a
a take -off run, it is recommended that the rear engine throttle be advanced
ahead of the front engine throttle. lt is important that full throttle engine
operation be monitored periodically throughout the initial take-off run by

2-41
 glancing at fuel flow and RPM. If either of these indicators is below nor-
mal, or if there are any signs of rough engine operation or sluggish accel-
eration, the take -off run should be discontinued immediately while suffi-
cient runway still remains for braking to a safe stop.

Advancing the throttles rapidly to full power (especially with cold oil)
may result in a momentary overshoot of two or three inches over maxi-
mum allowable manifold pressure. This slight overboosting is not con-
sidered detrimental to the engine as long as it is momentary.

After maximum power is applied, adjust the friction lock clockwise

to prevent creepage of the engine controls. Similar friction lock adjust-
ments should be made as required in other flight conditions to maintain
fixed engine control settings.

For normal take-offs, the use of 1/3 flaps results in easier nose
wheel lift-off and lower initial climb attitude as well as a 10% reduction
in take -off distance compared to flaps -up take -off. The aircraft should
be leveled off as soon as obstacles are cleared to accelerate to a normal
climb speed of 120 MPH while slowly retracting the flaps. The take-off
performance in Section VI is based on using an obstacle climb speed
20% above the power-off stall speed with 1/ 3 flaps.

Take-offs into strong crosswinds normally are performed with the

minimum flap setting necessary for the field length, to minimize the drift
angle immediately after take-off. The aircraft is accelerated to a speed
slightly higher than normal, then pulled off abruptly to prevent possible
I settling back to the runway while drifting. When clear of the ground,
make a coordinated turn into the wind to correct for drift.

I. On long runways, the landing gear should be retracted after reaching

the point over the runway where a wheels-down forced landing on that run-
way would become impractical. However, on short runways it may be
preferable to retract the landing gear after the aircraft is safely airborne.
This would get the aircraft into a more favorable configuration for a pos-
sible engine-out emergency.

Since the landing gear swings downward approximately two feet as it

starts the retraction cycle, retraction should be avoided until obtaining at
least that much ground clearance and a positive climb is established.

Before retracting the landing gear, the brakes should be applied mo-
mentarily to stop wheel rotation. Centrifugal force caused by the rapidly
spinning wheel expands the diameter of the tire. If there is an accumula-

2-42
1- TWIN-ENGINE CLIMB SPEEDS
BEST RATE BEST ANGLE
OF CLIMB OF CLIMB

WING FLAPS UP, GEAR UP 110 MPH 80 MPH

' WING FLAPS 1/3 DOWN, GEAR DOWN- 90 MPH 73 MPH
I WING FLAPS FULL DOWN, GEAR DOWN - 75 MPH 70 MPH

Figure 2-7.

tion of mud or ice in the wheel wells, the rotating wheel may rub as it is
retracted into the wheel well.

When taking off from a gravel field, the possibility of gravel damag-
ing the propellers can be reduced considerably by using 1/3 flaps, and
using only the rear engine for initial acceleration. When doing this, the
nose gear should be raised clear of the ground as soon as possible, fol-
lowed by full throttle application on the front engine.

't

ENROUTE CLIMB.
A minimum climb power setting of 75% should be used to ensure
proper pressurization system operation until the cabin rate of climb has
stabilized at zero. A cruising climb at 33 inches manifold pressure,
1- 2450 RPM (approximately 75%power), 90 lbs/hr fuel flow, and 130 to 150
MPH is normally recommended. This type of climb provides better en-
e. gine cooling, less engine wear, and lower noise level than a maximum
power climb. An even quieter and smoother climb can be accomplished
by climbing at 150 to 170 MPH using 75%po•ver, with the front and rear
cowl flaps closed during cool weather. Maintain cylinder head tempera-
tures at approximately 400°F by increasing or decreasing airspeed as
.t required. This configuration should produce a rate of climb of approxi-
mately 500 feet per minute, and provide the pilot with more forward visi -
bility.

If it is necessary to climb rapidly to clear mountains or reach favor-

able winds at high altitudes, the best rate-of climb speed should be used

2-43
 with maximum power. This speed is 110 MPH. If an obstruction aheact
requires a steep climb angle, an obstacle clearance speed of 80 MPH
should be used with flaps up and maximum power.

CRUISE.
Normal cruising is performed between 55% and 75% power. The cor-
responding power settings and fuel consumption for various altitudes can
be determined by using your Cessna Power Computer or the Operational
Data in Section VI.
NOTE
Cruising should be done at 65% to 75% power until a total
of 50 hours has accumulated or oil consumption has sta-
bilized. This is to ensure proper seating of the rings
and is applicable to new engines, and engines in service
following cylinder replacement or top overhaul of one or
more cylinders.

The Cruise Performance table shown below illustrates the advantage

of higher altitude on both true airspeed and miles per gallon. In addition,

CRUISE PERFORMANCE

7 5% POWER 65% POWER 55% POWER

II J,

ALTITUDE TAS MPG TAS MPG TAS MPG

8000 Feet 210 7.9 199 8. 5 187 9.2

12,000 Feet 219 8.3 209 9.0 197 9.7

16, 000 Feet 228 8. 6 217 9.3 205 10.0

20, 000 Feet 236 8.9 222 9. 5 209 10.2

Standard Conditions Zero Wind

Figure 2-8.

2-44
 the beneficial effect of lower cruise power on miles per gallon at a given
altitude can be observed. This table should be used as a guide, along with
the available winds aloft information, to determine the most favorable alti-
tude and power setting for a given trip. The selection of cruise altitude
on the basis of the most favorable wind conditions and the use of low power
settings are significant factors that should be considered on every trip to
reduce fuel consumption.

~~ For increased passenger comfort, use the lowest RPM and highest
manifold pressure (within green arc limits) that will give the desired
percent cruise power with smooth engine operation and stable manifold
pressures. Use the outer green arc limits (2200 to 2450 RPM) on the
tachometer unless unstable manifold pressure (bootstrapping) is encoun-
tered. In this event, increase RPM as required within the upper limit of
the inner green arc (2600 RPM). Reset manifold pressures to obtain
desired power settings.

Under normal operating conditions, the cowl flaps should be adjusted

to maintain cylinder head temperatures within the green arc range. Under
some hot-day and high-altitude conditions, it may be necessary to open
the cowl flaps and increase fuel flow to provide the desired cylinder head
cooling.
1,
Cruise performance data in this manual and on the power computer
is based on an extended range mixture setting which is approximately six
pounds per hour per engine less than the best power mixture setting.
This extended range mixture setting results in an average increase of 10%
in range compared to a best power mixture setting.

For best fuel economy at 55% power or less, the engines may be
operated at six· pounds per hour leaner than shown in this manual and on
the power computer. This will result in approximately 8%greater range
than shown in the cruise tables of this manual accompanied by approxi-
mately 5 MPH decrease in speed.

The fuel injection systems employed on these engines are considered

to be non-icing. In the event that unusual conditions cause the intake air
filter to become clogged or iced over, an alternate intake air door on
each engine opens automatically for the most efficient use of either nor-
mal or alternate air, depending on the amount of filter blockage. Due to
the lower intake pressure available through the front alternate air door,
manifold pressure can decrease 10 in. Hg or more from a cruise power
setting. This pressure should be recovered by increased throttle setting
or higher RPM as necessary to maintain the desired power. Maximum

2-45
allowable manifold pressure (37 in. Hg) is available up to approximately
18, 000 feet using the alternate air source with a fully blocked filter.

LEANING WITH A CESSNA ECONOMY MIXTURE INDICATOR (EGT).

Exhaust gas temperature (EGT) as shown on the optional Cessna

Economy Mixture Indicator may be used as an aid for mixture leaning in
cruising flight at 75% power or less. To adjust the mixture, using this
indicator, lean to establish the peak EGT as a reference point and then
enrichen the mixture by a desired increment based on the table below.
'I
Continuous operation at peak EGT is authorized only at 55% power or
less. This best economy mixture setting results in approximately 8%
greater range than shown in the cruise tables of this manual accompanied
by approximately 5 MPH decrease in speed.

NOTE

Operation on the lean side of peak EGT is not approved.

When leaning the mixture, if a distinct peak is not obtained, use the
corresponding maximum EGT as a reference point for enrichening the
mixture to the desired cruise setting. Any change in altitude or power
will require a recheck of the EGT indication.

MIXTURE EXHAUST GAS RANGE INCREASE

DESCRIPTION TEMPERATURE FROM BEST POWER

Peak EGT Minus

BEST POWER
100° F ( Enrichen) O%

EXTENDED RANGE
Peak EGT Minus
(Owner's Manual and 50 o F ( Enrichen) 10%
Computer Performance)

BEST ECONOMY
Peak EGT 18%
(55% Power or Less)

2-46
 STALLS.
The stall characteristics are conventional and aural warning is pro-
vided by a stall warning horn which sounds between 5 and 10 MPH above
the stall in all configurations. A mild aerodynamic tail buffet will occur
almost simultaneously with the stall warning horn.

Power-off stall speeds at maximum gross weight and ait c. g. posi-

tion are presented on figure 6-2 as calibrated airspeeds since indicated
airspeeds are unreliable near the stall.

r
LET-DOWN.
Let-down should be initiated far enough in advance of estimated land-
ing to allow a gradual rate of descent at cruising speed. Just prior to let-
down, check that the auxiliary fuel pump switches are turned off. The
rate of descent should be adjusted to permit a cabin altitude rate of descent
of no more than 500 FPM for passenger comfort. Sufficient power should
be used to keep the engines warm and maintain proper pressurization sys-
tem operation. The optimum engine RPM in a let-down is usually the low-
est RPM in the green arc range that will allow proper pressurization sys-
tim operation and the cylinder head temperature to remain in the recom-
mended operating range. If a steep descent is required, the landing gear
can be extended at speeds as high as 160 MPH after which the speed can
be increased as desired up to 230 MPH.

The aircrait is equipped with a specially marked altimeter to attract

the pilot's attention and prevent misreading the altimeter. A striped
warning segment on the face of the altimeter is exposed at all altitudes
below 10, 000 feet to indicate low altitude.

BEFORE LANDING.
In view of the relatively low drag of the extended landing gear and the
high allowable gear-operating speed (160 MPH), the landing gear should
be extended before entering the traific pattern. This practice will allow
more time to confirm that the landing gear is down and locked.

Landing gear extension can be detected by illumination of the gear

down indicator light (green), absence of a gear warning horn with ei ther

2-47
 throttle retarded below 15 inches of manifold pressure and visual inspec-
tion of the main gear position. Should the gear indicator light fail to il-
luminate, the light should be checked for a burned-out bulb by pushing to
test. A burned-out bulb can be replaced in flight with the bulb from the
landing gear up (amber) indicator light.

NaTE

Landing with the cabin pressurized is not authorized.

Therefore, the differential pressure should be checked
at traffic pattern altitude to assure that no residual
pressure remains.

LANDINGS.
Landings should be made on the main wheels first to reduce the land-
ing speed and subsequent need for braking in the landing roll. The nose
wheel is lowered to the runway after the speed has diminished to avoid
unnecessary nose gear load. This procedure is especially important in
rough field landings.

SHORT FIELD LANDING.

For short field landings, make a power approach at 93 MPH with full
flaps. After all approach obstacles are cleared, progressively reduce
I power. Maintain 93 MPH approach speed by lowering the nose of the air-

,, craft. Touchdown should be made with the throttles closed, and on the
main wheels first. Immediately after touchdown , lower the nose gear and
apply heavy braking as required. For maximum brake effectiveness after
I~ Ill
all three wheels are on the ground, retract the flaps, hold full nose up ele-
vator and apply maximum possible brake pressure without sliding the tires.

At light operating weights, during ground roll with full flaps, hold the
control wheel full back to ensure maximum weight on the main wheels for
braking. Under these conditions, full down elevator (control wheel full
forward) could raise the main wheels off the ground.

CROSSWIND LANDING.

A wing-low drift correction technique with wing flaps fully extended is

the preferred method of performing crosswind landings . The maximum
crosswind velocity is generally dependent upon pilot proficiency rather

2-48
 than aircraft limitations. With average pilot technique, the aircraft can
be safely landed in direct crosswinds of 20 knots.

BALKED lANDING.

In a balked landing (go-around) climb, the wing flap setting should be

reduced to 1/3 immediately after full power is applied. After all obstac-
les are cleared and a safe altitude and airspeed are obtained, the wing
flaps should be retracted and the cowl flaps opened. Retraction of the
landing gear is not recommended if another landing approach is to be
conducted.

COLD WEATHER OPERATION.

The front engine should be started first since it is closer to the bat-
tery. Starting can be expedited by placing the auxiliary fuel pump switches
in the HI position and advancing the throttles for a fuel flow of 50 to 60
lbs/hr for 3 to 6 seconds.

The use of an external pre-heater and an external power source is

recommended whenever possible to reduce wear and abuse to the engines
and the electrical system. Pre-heat will thaw the oil trapped in the oil
coolers, which may be partially congealed prior to starting in extremely
cold temperatures. When using an external power source, the battery
switch should be turned on. Refer to Section VII, paragraph Ground
Service Plug Receptacle, for operating details.
:i
r For quick, smooth engine starts in zero degree temperatures, use
~- six strokes of the optional manual primers before cranking, with an addi-
~s. tional one or two strokes as the engines start. In colder temperatures,
use additional priming before cranking.
e
In very cold weather, no oil temperature indication need be apparent
before take-off. After a suitable warm-up period (2 to 5 minutes at 1000
RPM), with cylinder head temperatures showing above 200°F, the engines
are ready for take-off if they accelerate smoothly and the oil pressure is
normal and steady.

s During cruise with the cowl flaps fully closed, engine temperature
will be normal (in the lower green arc range) in outside air temperatures
as low as 40° to 60° below standard. When colder surface temperatures

2-49
 are encountered, the normal air temperature inversion will result in
warmer temperatures at cruise altitudes above 5000 feet.

Increasing cruise altitude or cruise power will increase engine

temperature. Cylinder head temperatures will increase approximately
50° as cruise altitudes increase from 5000 feet to 20, 000 feet.

During let-down, observe temperatures closely and carry suf-

ficient power to maintain them in the recommended operating range.

NOISE ABATEMENT.
Increased emphasis on improving the quality of our environment re-
quires renewed effort on the part of all pilots to minimize the effect of air-
craft noise on the public.

We, as pilots, can demonstrate our concern for environmental im-

provement, by application of the following suggested procedures, and
thereby tend to build public support for aviation:

(1) Pilots operating aircraft under VFR over outdoor assemblies

of persons, recreational and park areas, and other noise-sensitive
areas should make every effort to fly not less than 2, 000 fee:. above
the surface, weather permitting, even though flight at a lower level
,, may be consistent with the provisions of government regulations.
(2) During departure from or approach to an airport, climb after
take-off and descent for landing should be made so as to avoid pro-
longed flight at low altitude near noise-sensitive areas.

NOTE
The above recommended procedures do not apply where
they would conflict with Air Traffic Control clearances
or instructions, or where, in the pilot's judgment, an
altitude of less than 2, 000 feet is necessary for him to
adequately exercise his duty to see and avoid other air-
craft.

2-50
 Section Ill
EMERGENCY PROCEDURES
. .,

Emergencies caused by aircraft or engine malfunctions are extremely

rare if proper pre-flight inspections and maintenance are practiced. En-
route weather emergencies can be minimized or eliminated by careful
flight planning and good judgement when unexpected weather is encountered.
However, should an emergency arise the basic guidelines described in this
section should be considered and applied as necessary to correct the prob-
r- lem.

ENGINE FAILURE.
ENGINE FAILURE DURING TAKE-OFF .

An engine-out on take-off presents no difficult directional control

problem with the centerline thrust Pressurized Skymaster, since there is
no unbalanced thrust as with a conventional twin-engine aircraft. There-
fore, there is no minimum single-engine control speed, as normally de-
fined for conventional twins.

The most critical time for an engine failure in a twin-engine aircraft

is a two or three-second period late in the take-off run while the aircraft
is accelerating to the single-engine best rate-of-climb speed. The follow-
ing paragraphs present a detailed discussion of the problems associated
with engine failure during take-off.

The aircraft's climb performance in the event of an engine-out is at

the optimum at the best single-engine rate-of-climb speed. This speed is
approximately 102 MPH and is marked by a blue line on the airspeed indi-
cator dial. In the event of engine failure, altitude can be maintained more
easily at this speed while the propeller is being feathered. Therefore, it
is recommended that this speed be obtained as promptly as possible ;lf~ ­
lift-off. Although 102 MPH is the preferred speed, 90 MPH 1""-
with obstacles immediately ahead. <P
~
3-3
 It is important to note that the aircraft accelerates through the "area
of decision" in a few seconds. However, to assure an intelligent decision
in this type of emergency, the field length, obstruction height, field ele-
vation, air temperature, headwind, and the gross weight must be consid-
ered. Speed is also considered since a continued take-off is not recom-
mended with an engine failure occurring below the obstacle clearance
speed for single-engine operation. Under gross weight conditions this
speed is 90 MPH. At reduced weights, where greater climb performance
is available and the aforementioned obstacle clearance speed is lowered,
a decision to continue the take-off at speeds as low as 85 MPH is accept-
able. The flight paths illustrated in Figure 3-1 indicate that the "area of
decision" is bounded by: (1) the point at which 85 MPH is reached, and
(2) the point where the obstruction altitude is reached. An engine failure
in this area requires an immediate decision to either continue the take-off
or abort it.

A chart is included in Section VI which shows the total distance re-

quired to accelerate from a standing start to various airspeeds and then
decelerate to a stop with heavy braking. Figure 3-2 shows typical take-
off distances to accelerate from a standing start and climb to a height of
50 feet, assuming that an engine failure occurs with the airspeed in the
range of 90 to 95 MPH. If the airspeed at engine failure is lower than 90
MPH under these conditions, total take-off distance is longer than shown
since acceleration to an efficient climb speed is necessary. The distances
in the chart are based on a no wind condition; with headwinds the distances

-
TAKE-OFF PROFILES
85
MPH

/
~ . . . . __-t
AREAOF_ ~
.. ............~..

,. ~. . . . . . . . . . . . . . . . . . ~ ..... !
I-ACCELERATE - STOP DISTANCE~ _J
~TOTAL TAKE-OFF DISTANCE OVER OBSTACLE

Figure 3-1.

2-50
 TAKE-OFF DISTANCE OVER SO-FOOT OBSTACLE
WITH ENGINE FAILURE AFTER LIFT-OFF
PRESSURE ALTITUDE AND TEMPERATURE
Gross Sea Level 2500 5000
'\ Weight & 59°F & 50°F & 41°F

4700 Lbs. 4300 Ft. 4790 Ft. 5410 Ft.

4300 Lbs. 3650 Ft. 3960 Ft. 4350 Ft.

'f PRESSURE ALTITUDE AND TEMPERATURE

Gross Sea Level 2500 5000
Weight & 100°F & 90°F & 80°F

4700 Lbs. 5600 Ft. 6550 Ft. 7960 Ft.

4300 Lbs. 4360 Ft. 4800 Ft. 5380 Ft.

es Figure 3-2.
~s

decrease approximately 10% for each 8 knots of headwind. As noted by

these comparisons, distances lengthen disproportionately under hot-day,
high altitude, and heavy-weight conditions.

In cases where airspeed and height above the runway at engine failure
are great enough, slight deceleration and altitude loss may be accepted
while the gear is being retracted and the aircraft is being prepared for a
single-engine climb. However, in most cases it is better to discontinue
the take-off, since any slight mismanagement of single-engine procedures
more than offset any advantages offered by continuing the take-off.

The following general facts should be used as a guide if an engine

failure occurs:

(1) Discontinuing a take-off upon engine failure is advisable under

most circumstances.
(2) Altitude is more valuable to safety after take-off than is airspeed
in excess of the best single-engine climb speed, since excess air-
speed is lost more rapidly than is altitude.

3-3
 (3) A windmilling propeller causes a severe drag penalty and, there-
fore, climb or continued level flight may not be possible, depending
on weight, altitude and temperature. Prompt identification of the
inoperative engine and feathering the propeller is of utmost impor-
tance if the take-off is to be continued.
( 4) In no case should the airspeed be allowed to fall below 90 MPH
(at gross weight) even though altitude is lost since this speed will
provide a better chance of climb or a smaller altitude loss than any
lesser speed.

Aircraft drag with the landing gear doors opened and the gear parti-
ally extended is greater than the drag with the landing gear fully extended.
Corresponding rate-of-climb penalties are - 240 FPM and -110 FPM re-
spectively. Therefore, since. there is a drag increase with the initiation
of gear retraction, it should not be attempted unless adequate airspeed and
altitude margins exist for sustained flight. This is especially important
under the conditions of weight, altitude, and temperature that result in
little or no single-engine climb.

DISCONTINUED TAKE-OFF PROCEDURE.

(1) Throttles-- CLOSE IMMEDIATELY.

(2) Brakes -- AS REQUIRED.
NOTE
Total distances required to accelerate to various speeds
and then stop are shown in Section VI.

CONTINUED TAKE-OFF WITH ENGINE-OUT.

(1) Throttles-- FULL FORWARD.

(2) Propeller Controls -- FULL FORWARD.
(3) Mixture Controls -- FULL FORWARD.
(4) Inoperative Engine -- IDENTIFY (from manifold pressure, RPM,
fuel flow, EGT indications).

SINGLE-ENGINE SPEEDS
-FLAPS UP-
Obstacle Clearance Speed (Gear Down) . . . 90 MPH
Best Rate of Climb (Gear Up), . . . . . . 102 MPH

Figure 3-3.

3-4
 NOTE

Verify inoperative engine by closing throttle and noting

power response to throttle movement.

(5) Windmilling Propeller -- FEATHER promptly.

., (6) Wing Flaps -- RETRACT slowly in small increments .
(7) Airspeed -- 102 MPH (90 MPH with obstacles ahead).
(8) Landing Gear -- RETRACT (after immediate obstacles are cleared).
(9) Inoperative engine secure as follows:
a. Mixture --IDLE CUT-OFF.
d. b. Ignition Switch --OFF.
c. Alternator Switch -- OFF.
d. Fuel Selector -- FUEL OFF.
.nd e. Cowl Flaps -- CLOSE .

ENGINE-OUT DURING FLIGHT.

(1) Power -- INCREASE as required.

(2) Inoperative Engine -- IDENTIFY (check power response to throt-
tle movement.
(3) Cowl Flaps --AS REQUIRED on operating engine.
(4) Mixture --ADJUST for new power setting if required.
(5) Inoperative Engine-- ATTEMPT RESTART.
a. Mixture -- FULL RICH (if fuel flow is deficient).
b . Auxiliary Fuel Pump -- ON (if fuel flow is deficient).
NOTE
If a positive fuel flow indication is not immediately re-estab-
lished, turn the auxiliary fuel pump switch OFF promptly.
The absence of a fuel flow response may be indicative of a
damaged fuel supply line in the engine compartment.

\1, c. Ignition Switch -- CHECK IN BOTH POSITION.

If proper corrective action was taken, engine will restart. If it does not,
proceed as follows:

(6) Inoperative Engine --SECURE .

a. Mixture -- IDLE CUT-OFF.
b. Propeller -- FEATHER.
c. Ignition Switch -- OFF.
d . Alternator Switch-- OFF.
e. Fuel Selector -- FUEL OFF.

3-5
 f. Cowl Flaps -- CLOSED.
g. Synchrophaser -- OFF.

If a prolonged, rear engine only, climb is anticipated, place the rear

PRESS AIR TEMP control lever, in the WARM position to improve rear 1.
engine cooling.

SINGLE-ENGINE OPERATION.
SIMULATED ENGINE-OUT EMERGENCY PROCEDURES.

Engine-out procedures should be practiced in anticipation of an emer-

gency. This practice should be commenced at a safe altitude with full
power operation on both engines. Practice should be continued until (1)
an instinctive failed engine identification procedure is developed, and cor-
rective action is automatic, and (2) airspeed, altitude, and heading can be
maintained easily while the aircraft is being prepared for climb. To simu-
late an engine failure , set both engines at full power operation, and at a
chosen speed, pull the throttle of one engine back to the idle position.

PROPELLER RPM SIMULATED INOPERATIVE ENGINE

CONDITIONS
FOR ZERO THRUST Propeller Control - Full High RPM
Throttle - Adjust For RPM Below
AT 102 MPH, lAS

ALTITUDE & TEMPERATURE FRONT ENGINE RPM REAR ENGINE RPM

Sea Level & 59"F. 1790 1940

2500 Ft. & 50"F. 1860 2010

5000 Ft. & 41 "F. 1930 2090

7500 Ft. & 32"F. 2000 2170

10,000 Ft. & 23"F. 2080 2260

NOTES: 1. When setting up the rear engine for zero thrust, the front engine should
be at full throttle and 2800 RPM.
2. Altitude and temperature values shown are for a standard day. Add 50
RPM for each 25 "F. above standard, or subtract 50 RPM for each
25"F. below standard.

Figure 3-4.

3-6
 Then, after several seconds pull the corresponding mixture control into
reo (idle cut-off) and proceed with single-engine emergency procedures.
Simulated single-engine flight can also be practiced by setting the pro-
I peller RPM of an idling engine at zero thrust as shown in Figure 3-4. In
) this case, the mixture should be left at full rich.

ENGINE RESTARTS IN FLIGHT (AFTER FEATHERING).

If the feathered engine has been cold soaked at temperatures below

32°F. for more than five minutes, a descent to air temperatures greater
than 32 oF. is recommended, if practical, prior to attempting the restart.
Restarts after a long cold soak at air temperatures below 20°F, can re-
sult in inadequate turbocharger bearing lubrication and therefore, bearing
damage due to congealed oil.

{1) Fuel Selector:

Front Engine -- LEFT TANK .
Rear Engine --RIGHT TANK.
u- (2) Throttle-- ADVANCE as required to silence gear warning horn.
(3) Propeller -- CRUISE RPM position.
NOTE
With the optional propeller unfeathering system installed,
the propeller will automatically windmill when the propel-
ler pitch lever is moved to high RPM position, at speeds
above 110 MPH.

(4) Auxiliary Fuel Pump -- ill.

(5) Ignition Switch-- START until propeller windmills (without op-
tional un-feathering accumulators).
(6) Mixture -- ADJUST for fuel flow between 10-35 lbs/hr while
starting. Then adjust for maximum engine acceleration to 1000 RPM.
{7) Auxiliary Fuel Pump-- OFF.
(8) Throttle --ADJUST for smooth engine accel eration and to pre-
vent propeller overspeed.
(9) Oil Pressure -- CHECK for 10 PSI minimum within 30 seconds in
normal weather or 60 seconds in cold weathe r. If no indication ap-
pears, shut down the engine.
(10) Power -- INCREASE slowly until cylinder head temperature
reaches 2 00 oF.

SINGLE-ENGINE APPROACH.

(1) Fuel Selector {Operating Engine) -- GREEN SECTOR.

3-7
 (2) Landing Gear -- EXTEND on downwind leg.
(3) Inoperative Engine's Throttle -- IDLE to check for gear warning
horn.
(4) Wing Flaps -- MINIMUM SETTING necessary (until landing is
assured).
(5) Airspeed-- 90 to 100 MPH in approach.

SINGLE-ENGINE GO-AROUND.

(1) Power-- FULL THROTTLE and 2800 RPM.

(2) Wing Flaps-- RETRACT to 1/3 DOWN.
(3) Airspeed-- 90 MPH.
(4) Wing Flaps -- RETRACT after obstacles are cleared and a safe
altitude is reached.
(5) Airspeed-- 102 MPH.
(6) Cowl Flaps-- OPEN on operating engine.
(7) Landing Gear -- RETRACT after obstacles are cleared.

FORCED LANDINGS.
FORCED LANDING WITHOUT ENGINE POWER.

In the event both engines are out, maximum gliding distance can be
obtained by maintaining indicated airspeeds (with landing gear and wing
flaps retracted and propellers feathered) as shown in the Maximum Glide
Diagram, Figure 3-5.

If all attempts to restart one or both engines fail and a forced landing
is imminent, select a suitable field and prepare for the landing as follows:

(1) Airspeed-- 115 MPH (or as shown in Figure 3-5).

(2) Seat Belts and Shoulder Harnesses -- SECURE.
(3) Propellers -- FEATHERED.
(4) Mixtures --IDLE CUT-OFF.
(5) Fuel Selectors-- FUEL OFF.
(6) All Switches (except Battery Switch)-- OFF.
(7) Landing Gear -- DOWN (if field is smooth and hard).
(8) Upper Cabin Door Section-- UNLATCHED.
(9) Wing Flaps --AS REQUIRED (full down recommended).
(10) Airspeed-- 95 MPH with flaps full down.
(11) Battery Switch -- OFF.
(12) Touchdown-- SLIGHTLY TAIL LOW.

3-8
 MAXIMUM GLIDE
GEAR AND FLAPS UP ~ FEATHERED PROPELLERS ~ ZERO WIND

.l 2o.ooo r - - - - - - - - - - - - - - - - - - - - - - - - - - -:.?n

~· -=-
w
w
'::.
16,000 1------------------ _;;;;,: ::tf:Ji'::··
z __mt.pl
<
"'"'w 12,000 ---------------~.6~ :
.....
w ....·::!;·(f/)/f>····: BEST Gli~E SPEED
>
...<0 8000 1----------.. . f.fY··· I WEIGHT lAS

.....
J:
<.?
w
J:
·~ :1~1j;f%1;cfi '; t> ! ! '1iii~ ii~
0 10 20 30 40 50
GROUND DISTANCE !STATUTE MILESI

Figure 3-5.

(13) Brakes --APPLY HEAVILY.

(14) If terrain is rough or soft plan a wheels-up landing as follows:
g a . Land in a slightly tail-low attitude.
s: b. Attempt to hold tail low throughout slide.

PRECAUTIONARY LANDING WITH POWER.

(1) Seat Belts and Shoulder Harnesses -- SECURE.

(2) Drag over selected field with flaps 1/ 3 and 100 MPH airspeed,
noting type of terrain and obstructions.
(3) All Switches (except Battery and Ignition)-- QFF.
(4) Pressurization Dump Controls -- PULL OUT.
(5) Landing Gear -- EXTEND (if surface is smooth and hard).
(6) Wing Flaps -- FULL DOWN .•
(7) Airspeed-- 90 MPH.
(8) Battery Switch -- OFF.
(9) Upper Cabin Door Section-- UNLATCH prior to approach.
 (10) Touchdown -- Make a normal landing, keeping nose wheel off
ground as long as possible.
(11) Ignition Switches -- OFF.
(12) Brakes-- APPLY HEAVILY.
(13) If surface is rough or soft,. complete the above procedures as
appropriate and plan a wheels-up landing as follows: .~
a. Reduce power to a minimum during flare-out. ·~
b. Prior to contact, turn off ignition switches. 1!1
c. Land in a slightly tail-low attitude. t
d. Attempt to hold the tail low throughout slide.

DITCHING.

Prepare for ditching by securing or jettisoning heavy objects located

in the baggage area. and collect folded coats or cushions for protection of
occupant's face at touchdown. Transmit lVIayday message on 121. 5 lVIHz
giving location and intentions.

(1) Leave lan<Jing gear retracted.

(2) Plan approach into wind if winds are high and seas are heavy.
With heavy swells and light wind, land parallel to swells.
(3) Secure seat belts and shoulder harnesses.
(4) Plac~ pressurization switch in OFF position.
(5) Approach with full flaps and sufficient power for a 300ft/min.
rate of descent at 95 MPH.
(6) Open upper cabin door section.
(7) Maintain a continuous descent until touchdown in level attitude.
Avoid a landing flare because of difficulty in judging aircraft height
over a water surface.
(8) Instruct rear passengers to place folded coat or cushion in front
of their face at time of touchdown.
It is expected that the aircraft will skip clear of the water once or
twice using the optimum technique outlined. If final contact is made in the
desired level attitude, the nose will submerge completely during two or
three seconds of moderately abrupt deceleration, and then the aircraft will
float for only a short time. Evacuate the aircraft as soon as it has stopped.

Fl RES.
ENGINE FIRE DURING START ON GROUND.

Improper starting procedures involving the excessive use of auxiliary

~-10
 fuel pump operation can cause engine flooding and subsequent puddling of
fuel on the parking ramp as the excess fuel drains overboard from the in-
take ports. This is sometimes experienced in difficult starts in cold
weather where 'preheat service is not available. If this occurs, the air-
craft should be pushed away from the fuel puddle before another engine
start is attempted. Otherwise, there is a possibility of raw fuel accumu-
lations in the exhaust system igniting during an engine start, causing a
long flame from the tailpipe, and possibly igniting the fuel puddle on the
pavement. In the event that this occurs, proceed as follows:

(1) Auxiliary Fuel Pump Switch -- OFF.

(2) Mixture Control Lever -- IDLE CUT-OFF.
(3) Parking Brake -- RELEASE.
(4) Fire Extinguisher-- OBTAIN (if installed in aircraft).
(5) Evacuate aircraft.
(6) Extinguish fire with fire extinguisher .

NOTE

If sufficient ground personnel are available (and fire is

not dangerous) move aircraft away from the fire by
pushing rearward on the leading edge of the lower verti-
cal tail.

(7) Make a thorough inspection of fire damage, and repair or replace

damaged components or wiring before conducting another flight .

ENGINE FIRE IN FLIGHT.

Although engine fires are extremely rare in flight, the following steps
should be taken if one is encountered.

(1) Affected Engine:

a.Throttle -- CLOSE.
b.Propeller-- FEATHER.
c.Mixture Control -- IDLE CUT-OFF.
i. d.Pressurization Dump Control -- PULL OUT.
e.Fuel Selector Valve Handle-- FUEL OFF.
·t f. Ignition Switch -- OFF.
g. Cowl Flaps -- CLOSED.
h. Alternator Switch -- OFF.
(2) Synchrophaser -- OFF.
(3) Operating Engine:
a. Power -- AS REQUIRED.
3-11
 b. Cowl Flaps -- AS REQUIRED.
(4) Cabin Heat/Air .-- OFF (except overhead vents).
(5) Electrical Load-- REDUCE.
(6) Airspeed -- 120 MPH. If fire is not extinguished, increase air-
speed to find speed which will provide an incombustible mixture .
(7) Land as soon as practical.

NOTE

Refer to engine-out operation and single-engine landing

procedures in this section for additional information.

ELECTRICAL FIRE IN FLIGHT.

The initial indication of an electrical fire is usually the odor of burn-

ing insulation. The following procedure should then be used:

(1) Alternator and Battery Switches -- OFF.

(2) All Other Switches (except ignition switches) -- OFF.
(3) Cabin Air/Heat -- OFF.
(4) Fire Extinguisher-- ACTIVATE (if available).
(5) Oxygen-- USE as necessary (if available.

If fire appears out and electrical power is necessary for continuance

of flight:

(6) Pressurization Switch -- ON (if in pressurized flight).

(7) Alternator and Battery Switches -- ON.
(8) Circuit Breakers -- CHECK for faulty circuit; do not reset.
(9) Radio/Electrical Switches -- ON one at a time, with delay after
each until short circuit is localized.
(10) Cabin Air/Heat -- AS DESIRED when it is ascertained that fire
is completely extinguished.

FLIGHT IN ICING CONDITIONS.

Intentional flight into known icing conditions is prohibited in this air-
craft regardless of installed ice protection equipment. During instrument
flights, however, icing conditions may be encountered inadvertently and
therefore some corrective action will be required. Initiation of a climb
is usually the best ice avoidance action to take; however, alternatives are
descent to warmer air or to reverse course.

3-12
 If icing is encountered, the following procedures are recommended:

(1) Pitot Heat Switch (Optional) -- ON.

(2) Propeller Anti-Ice Switch (Optional) -- ON.
ir- (3) Windshield Anti-Ice Switch (Optional) -- ON.
(4) Windshield Defroster-- MAXIMUM temperature and air flow.
(5) Wing De-Ice Light (Optional) --AS REQUIRED.
(6) De-Ice Boots (Optional) -- CYCLE when 1/ 2 inch of ice builds on
wing boots.
(7) Engine RPM -- INCREASE to minimize ice build-up.
NOTE
If excessive vibration is noted, momentarily reduce engine
speed to 2200 RPM with the propeller control; then rapidly
move the control full forward. Repeating this operation
rn- several times should result in a smoother running engine
at normal engine operating speeds since flexing of the
propeller blades and increased centrifugal force causes
ice to shed more readily .

(8) If icing conditions are unavoidable, plan a landing at the nearest

suitable airport. With an extremely rapid ice build-up, select a
suitable ''off airport" landing site.
(9) With ice accumulation of 1/4 inch or more on the wing leading
:e edges, be prepared for a significantly higher power requirement,
approach speed, stall speed, and longer landing roll.
(10) Open window and, if practical, scrape ice from a portion of the
windshield for visibility in the landing approach.
(11) Set wing fl.aps at 1/3 down for ice accumulation of 1 inch or less.
With larger ice formations, approach with flaps retracted to ensure
r adequate elevator effectiveness in the approach and landing.
(12) Approach at 100 to 110 MPH with 1/3 flaps and 110 to 120 MPH
with flaps retracted, depending on the amount of ice accumulation.
If ice accumulation is unusually large, decelerate to the planned ap-
proach speed while in the approach configuration at an altitude high
enough to permit recovery in the event of an inadvertent stall.
(13) Land in level attitude using power as required to control rate of
descent prior to touchdown.
(14) Missed approaches should be avoided if possible because of
severely reduced climb capability. However, if a go-around is
nt mandatory, make the decision much earlier in the approach than
normal. Apply maximum power and maintain 110 MPH while
retracting the flaps in small increments. Retract the landing
e
gear after immediate obstacles are cleared.
3-13
 ROUGH ENGINE OPERATION OR LOSS OF POWER.
SPARK PLUG FOULING.

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 BOTH to either the L or
R position. 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 to the normal lean setting for cruising flight.
If the problem does not clear up in several minutes, determine if a richer
mixture setting will produce smoother operation. If not, proceed to the
I
nearest airport for repairs using the BOTH position of the ignition switch
I unless extreme roughness dictates the use of a single ignition position.

MAGNETO MALFUNCTION.

A sudden engine roughness or misfiring is usually evidence of mag-

neto problems. Switching from BOTH to either the L or R ignition switch
position will identify which magneto is malfunctioning. Select different
power settings and enrichen the mixture to determine if continued opera-
tion on BOTH magnetos is practicable. If not, switch to the good magneto
and proceed to the nearest airport for repairs.

If ignition system malfunctions occur at high altitude and high power,

as evidenced by roughness and possible backfiring on one or both mag-
negos, tlie power should be reduced as required. This condition is an in-
dication-of excessive spark plug gaps which, in turn, causes arcing across
the magneto points.

LOW OIL PRESSURE.

If low oil pressure is accompanied by normal oil temperature, there

is a possibility the oil pressure gage or relief valve is malfunctioning. A
leak in the line to the gage is not necessarily cause for an immediate pre-
cautionary landing because an orifice in this line will prevent a sudden loss
of oil from the engine sump. However, power should be reduced as a pre-
cautionary measure and a landing planned at the next airport having service
facilities.

If a total loss of oil pressure is accompanied by a sudden rise in oil

temperature, there is reason to suspect an engine failure is imminent.
Close throttle and verify faulty engine before feathering the propeller.
After reviewing single-engine approach procedures in this section, per-

3-14
NER. form an engine-out landing at the nearest suitable airport.

•k LANDING GEAR MALFUNCTION PROCEDURES.

ied
, or In the event of possible landing gear retraction or extension malfunc-
ence tions, there are several general checks that should be made prior to initi-
more ating the steps outlined in the following paragraphs.
flight.
.cher In analyzing a landing gear malfunction, first check that the battery
:he switch is on and the GEAR .IND and LG MTR circuit breakers are in;
•itch reset if necessary. Also, check both landing gear position indicator lights
1. for operation by utilzing the press-to-test feature of the light units. Ro-
tate the lights while they are depressed to check for open dimming shutters.
A burned out bulb can be replaced in flight by using the bulb from the re,.
maining gear position indicator light.
Lg-
fitch A malfunction in either the electrically-driven hydraulic pump or the
nt landing gear system could cause the hydraulic pump to run continuously
ra- after gear extension or retraction. A malfunction could also cause the
:neto pump to run intermittently. Pump operation at intervals of less than five
minutes is considered excessive. Continuous or intermittent pump oper-
ation should be stopped by pulling out on the circuit breaker switch labeled
~er, LG MTR. This will prevent damage to the pump motor. If continued flight
is required, maintain a reduced speed of 160 MPH or less, in the event
1 in- the landing gear doors are still open. Prior to attempting a landing, push
!ross the circuit breaker switch in and extend the landing gear normally. After
extension, pull the circuit breaker switch back out.

RETRACTION MALFUNCTIONS.
ere If the landing gear fails to retract normally or an intermittent amber
.A gear up indicator light is present, check the indicator light for proper
pre- operation and attempt to recycle the landing gear.
lloss
pre- (1) Battery Switch -- ON.
!rvice (2) Landing Gear Switch-- CHECK in RETRACT position.
(3) Circuit Breakers -- CHECK, GEAR IND and LD MTR breakers IN.
(4) Landing Gear Switch-- EXTEND position.
(5) Landing Gear Lights -- CHECK GREEN ON.
(6) Landing Gear Switch-- RECYCLE to RETRACT position.

r- If gear still fails to retract, select gear EXTEND and fly to repair station.

3-15
EXTENSION MALFUNCTIONS.

Normal landing gear extension time is approximately 12 seconds. If

the landing gear will not extend normally, perform the general checks of
circuit breakers and battery switch and repeat the normal extension pro-
cedures at a reduced airspeed of 100 MPH. If efforts to extend and lock
the gear through the normal landing gear system fail, the gear can be man-
ually extended (as long as hydraulic system fluid has not been completely
lost) by use of the emergency hand pump. The hand pump is located be-
tween the front seats.

A visual check of landing gear position after extension should become

a habit for every pilot. Illumination of the gear-down indicator light is
not always a sufficient check of gear position since a damaged or improp-
erly adjusted landing gear system or switching could cause a malfunction
which would not be evident unless gear position was checked. As an ex-
ample of this type of malfunction, an improperly adjusted down-lock switch
which actuated before gear extension was complete would allow hydraulic
pressure to be diverted prematurely from gear actuation to door closing,
resulting in proper gear indicator light operation but leaving one main
gear in an intermediate trailing position after the system had shut off.
Attempts to retract and then extend the gear again would result in the
same condition. Also, use of the emergency hand pump would not permit
further extension of the gear since pressure is diverted to the door sys-
tem in the final phases of gear extension and any additional pressure ap-
plied to the system would be recirculated. To relieve the pressure which
is holding the doors closed, and complete the extension of the trailing
gear, electrical power must be removed from the door control valve sole-
noid which is trapping pressure to the gear door actuators. Turning off
the battery and alternator switches will allow the door control valve to
recycle to the gear actuator position, permitting hand pump pressure to
be applied to complete extension of the trailing main gear. Once exten-
sion is complete, the battery and alternator switches should be turned on
again to actuate the door control valve and close the doors.
NOTE
Periods of flight with the battery and alternator switches
turned off should be brief since all electrical equipment,
including radios and lighting, will be unusable during
these times.

MANUAL LANDING GEAR EXTENSION.

The following procedures are necessary for manual landing gear ex-

3-16
 p

tension.
). If (1) Battery Switch -- CHECK ON.
ts of (2) Landing Gear Switch -- EXTEND.
pro- (3) Manual Pump Handle -- EXTEND forward and pump approxi-
lock mately 95 COMPLETE CYCLES (stop when resistance becomes very
'e man- heavy).
etely (4) Landing Gear Down Light -- GREEN ON.
be- (5) Main Landing Gear -- VERIFY DOWN visually.

NOTE
·come
is To perform periodic practice manual landing gear exten-
prop- sion it is necessary to first pull the LG MTR circuit
ction breaker prior to performing the above.
ex-
switch LANDING WITHOUT POSITIVE INDICATION OF GEAR LOCKING.
Lulie
;ing, After performing the checks listed under Extension Malfunctions ob-
.n serve that the main gear is extended. If possible, request a tower oper-
f. ator or another aircraft to confirm that the nose gear is extended. In the
absence of outside help, a nose wheel shadow can be observed at low alti-
rmit tude in sunlight by banking so as to obtain a side profile of the airplane.
ys- Under the assumption that the nose gear is not down or locked, the landing
ap- should be accomplished as follows:
vhich
(1) Perform Before Landing checklist.
sole- (2) Make a normal full flap approach.
off
:o NOTE
! to
m- If favorable conditions exist for a single -engine landing,
d on the front engine could be shut down and the propeller feath-
ered. In this case, the propeller should be rotated with
the starter to position it horizontally so that damage is min-
imized if the nose gear collapses. This engine -out landing
procedure is recommended only where a long runway is
available and there is no possibility of a missed approach.

(3) Maintain landing gear down pressure by allowing the electrically

operated hydraulic pump to continue running during the landing.
(4) Land tail-low as smoothly as possible and minimize braking in
the landing roll.
ex- ( 5) Pull mixture controls to idle cut-off when clear of runway.

3-17
..--
r

I
(6) Before turning off battery switch, have ground personnel depress
the tail until the nose· gear is off the ground.
NOTE
The nose gear requires hydraulic pressure to hold it in
the down position if it is not mechanically locked.

(7) Determine that the nose gear is mechanically locked down

BEFORE lowering the nose wheel to the ground.

LANDING WITH DEFECTIVE NOSE GEAR.

If the nose gear does not extend, or only partially extends, and ob-
servers verify that it is not down, prepare for a wheels-down landing as
follows:

(1) Transfer movable load to baggage area and passengers to rear

seats.
(2) Select the longest hard-surfaced or smooth sod runway available.
(3) Extend full flaps.
NOTE
If favorable conditions exist for a single-engine landing,
the front engine could be shut down and the propeller
feathered. In this case, the propeller should be rotated
with the starter to position it horizontally so that damage
is minimized if the nose gear collapses. This engine-
out landing procedure is recommended only where a long
runway is available and there is no possibility of a missed
approach.

(4) Land in a slightly tail-low attitude and keep the nose off the
ground as long as possible.
(5) Lower nose gently as elevator control decreases.
(6) Turn off battery and alternator switches.
(7) Pull mixture controls to idle cut-off.
(8) Turn fuel selector valves off.
(9) Turn off ignition switches.
(10) Evacuate aircraft as soon as possible.

LANDING WITH PARTIALLY EXTENDED MAIN GEAR .

If the main gear are only partially extended, and all efforts to fully
extend them (including manual extension) have failed, the following pro-

3-18
 cedure is recommended:
ress
(1) Select longest hard-surfaced or smooth sod runway available.
(2) Extend full flaps.

NOTE

If favorable conditions exist for a single-engine landing,

the rear engine could be shut down and the propeller
feathered. In this case, the propeller should be rotated
with the starter to position it horizontally so that damage
is minimized if the gear collapses. This engine-out
l-
landing procedure is recommended only where a long
as runway is available and there is no possibility of a missed
approach.

(3) Land in a slightly tail-low attitude .

.r
(4) Turn off battery and alternator switches.
(5) Pull mixture controls to idle cut-off.
ble. (6) Turn fuel selector valves off.
(7) Turn off ignition switches.
(8) Evacuate aircraft as soon as possible.

ELECTRICAL POWER SUPPLY SYSTEM

MALFUNCTIONS.
The following corrective action should be taken when electrical sys-
tem malfunctions occur.

OVER-VOLTAGE CONDITION (RED VOLTS HIGH AND AMBER

All NOT CHARGING LIGHTS ILLUMINATED).

In the event of an over-voltage condition, an over-voltage sensor will

shut off the faulty alternator, causing the amber ALT NOT CHARGING
light for the faulty alternator to come on in addition to the VOLTS HIGH
light.

NOTE

Since removing all electrical power allows the pressuriza-

tion safety/dump valve to close, the pressurization dump
controls should be pulled out whenever operating in unpres-

3-19
 surized flight prior to accomplishing this checklist. This
will prevent an uncomfortable change in cabin altitude as
the battery and alternator switches are turned off.

(1) Alternator Switches -- OFF.

(2) Battery Switch-- OFF for 3 seconds; then ON, to reset over-
voltage sensor. VOLTS HIGH light will go out and both ALT NOT
CHARGING lights and BAT DIS LIGHT will remain on.
(3) Front Alternator Switch-- ON Front ALT NOT CHARGING light
should go out and VOLTS HIGH light should remain out.
(4) Rear Alternator Switch-- ON Rear ALT NOT CHARGING light
should go out and VOLTS IDGH light should remain out.
(5) BAT DIS light -- CHECK OFF.

If the condition is temporary, the above steps will return the electri-
cal system to normal operation. A malfunction in either alternator will
cause the ALT NOT CHARGING light for the faulty alternator and the red
VOLTS IDGH light to come on as soon as the switch to the faulty alternator
is turned back on. If either ALT NOT CHARGING light comes on accom-
panied by the VOLTS HIGH light proceed as follows:

(1) Alternator Switches-- OFF.

(2) Battery Switch-- OFF momentarily to reset over-voltage sensor.
(3) Good Alternator Switch-- ON. The ALT NOT CHARGING light
for the operating alternator should go out, and VOLTS IDGH light
should remain out.

If both alternators are faulty:

(1) Alternator Switches-- OFF.

(2) All Non-Essential Electrical Equipment -- OFF.
(3) Flight -- TERMINATE as soon as practical.

LOW VOLTAGE CONDITION (AMBER ALT NOT CHARGING LIGHT(S)

COME ON FOLLOWED BY ILLUMINATION OF BAT DIS LIGHT).

The ALT NOT CHARGING lights indicate a complete loss of alterna-

tor output when illuminated.

If only one ALT NOT CHARGING light comes on:

( 1) Affected Alternator Switch -- OFF.

(2) BAT DIS light-- CHECK OFF. If BAT DIS light remains on,
reduce electrical load.

3-20
 If both ALT NOT CHARGING lights come on:

(1) Alternator Switches -- OFF. If operating in an unpressurized

mode, pull out on both pressurization air dump controls.
(2) All Non-Essential Electrical Equipment -- OFF.
(3) Flight -- TERMINATE as soon as practical.

BATTERY DISCHARGE CONDITION (AMBER BAT DIS LIGHT

;ht ILLUMINATED).

The amber BAT DIS light does not necessarily indicate a malfunction.
Its main function is to indicate current being drawn from the battery.

(1) Check VOLTS HIGH and ALT NOT CHARGING lights for possible
:ri- alternator- regulator malfunction .
.1 (2) If BAT DIS light is on, or only one ALT NOT CHARGING light is
ed on, reduce electrical load until BAT DIS light goes out.
ator
n-
NOTE
If both ALT NOT CHARGING lights come on, turn off all
non-essential electrical equipment and terminate flight
sor. as soon as practical.
lt
TOTAL LOSS OF ELECTRICAL POWER.

A complete loss of electrical power is extremely rare, and should be

handled in the following manner if it does occur:

(1) Electrical Equipment -- OFF.

(2) Battery Switch -- ON.
(3) Alternator Switches -- ON.
(4) ALT RESTART Switch -- DEPRESS for 1 second and release.
T(S) (5) Alternator Operation-- VERIFY. Check indication on fuel and
cylinder head temperature gages.
(6) Electrical Equipment-- AS REQUIRED.
l-

PRESSURIZATION SYSTEM EMERGENCIES.

PRESSURIZED AIR CONTAMINATION.

Strong fumes or odors coming from the pressurization air outlets may

3-21
---
be an indication of some powerplant malfunction or component failure .
Inspect and repair, if needed, at the earliest opportunity.

Pressurized Air Contamination-Known Source.

(1) Pressurized Air Dump Control-- PULL OUT handle of contami-

nated source.
(2) Flight -- TERMINATE as soon as practical.

Pressurized Air Contamination-Unknown Source .

Use the following procedure only in the event that pressurized air con-
tamination is severe enough to require immediate dumping of the pressur-
ized air while above 10, 000 feet rather than minor enough to allow a de-
scent to 10, 000 feet or less first.

(1) Oxygen -- USE, if available, in accordance with procedures in

Section VII.
(2) Pressurized Air Dump Controls -- PULL OUT both handles.
(3) Cabin Pressurization Switch -- OFF.
(4) Emergency Descent-- PERFORM as outlined in this section.
(5) Flight-- TERMINATE as soon as practical.

IMPENDING FAILURE OF WINDOW OR DOOR,

OR CABIN OVER-PRESSURE (ABOVE 3.5 PSI).

(1) Pressurization Switch-- OFF.

(2) Pressurized Air Dump Controls -- PULL OUT both handles.
(3) If above 10, 000 feet without supplemental oxygen, perform
emergency descent as outlined in Emergency Descent Procedures
in this section.
(4) If supplemental oxygen is available, check that each occupant is
using oxygen in accordance with Oxygen System procedures in Section
VII.
(5) Descent to 10,000 feet or less prior to exhaustion of oxygen
supply.

LOSS OF PRESSURIZATION SOURCE DUE TO ENGINE FAILURE.

In the event of an engine failure some increase in cabin altitude may

3-22
 occur. In this case, use a power setting sufficiently high so as to main-
tain adequate cabin pressurization.

EMERGENCY DESCENT PROCEDURES.

i-
IN SMOOTH AIR CONDITIONS.

(1) Throttles -- IDLE.

(2) Propellers -- HIGH RPM.
(3) Mixtures -- FULL RICH.
(4) Landing Gear -- EXTEND.
on- (5) Wing Flaps -- UP.
r- (6) Airspeed:
a. During landing gear extension -- 160 MPH, CAS.
b. After landing gear is fully extended -- 230 MPH, CAS.

IN ROUGH AIR CONDITIONS.

(1) Throttles --IDLE.

(2) Propellers -- HIGH RPM.
(3) Mixtures --FULL RICH.
(4) Landing Gear --EXTEND.
(5) Wing Flaps --UP.
(6) Airspeed -- 155 MPH, CAS (maneuvering speed).

SPINS.
Intentional spins are prohibited in this aircraft. Because of the aural
stall warning system, it is not probable that an inadvertent spin will be
encountered. However, should a spin occur, the following recovery pro-
cedures should be employed:
n (1) Cut power on both engines.
(2) Apply full rudder against the direction of rotation and neutralize
ailerons.
(3) Approximately 1/4 turn after applying rudder, apply full down
elevator with control wheel full forward.
(4) Neutralize rudder after rotation stops.
(5) Pull out of the resulting dive with smooth steady control pressure.
Approximately 1200 feet of altitude will be lost in a 1 1/2 turn spin
and recovery.

3-2~
EMERGENCY LOCATOR TRANSMITTER (ELT).
The ELT consists of a self-contained dual-frequency radio transmit-
ter and battery power supply, and is activated by an impact of 5 g or more
as may be experienced in a crash landing. The ELT emits an omni-direc-
tional signal on the international distress frequencies of 121. 5 and 243.0
MHz. General aviation and commercial aircraft, the FAA, and CAP moni·
tor 121. 5 MHz, and 243. 0 MHz is monitored by the military. Following a
crash landing, the ELT will provide line-of sight transmission up to 100
miles at 10, 000 feet. The duration of ELT transmissions is affected by
ambient temperature. At temperatures of +70° to +130°F, continuous
transmission for 115 hours can be expected; a temperature of -40° F will
shorten the duration to 70 hours.

The ELT is readily identified as a bright orange unit mounted on the

ceiling of the aft cabin above the headliner. It is mounted on the right side
of the cabin in aircraft which do not have a High Frequency Radio but is on
the left side if a High Frequency Radio is installed. To gain access to the
unit, refer to the placard installed on the ceiling console. The ELT is
operated by a control panel at the forward facing end of the unit (see figure
3 -6).

Ell OPERATION.

(1) NORMAL OPERATION: As long as the function selector switch

remains in the ARM position, the ELT automatically activates follow-
ing an impact of 5 g or more over a short time period.
(2) ELT FAILURE: If "g" switch actuation is questioned following a
minor crash landing, gain access to the ELT and place the function
selector switch in the ON position.
(3) PRIOR TO SIGHTING RESCUE AIRCRAFT: Conserve aircraft
battery. Do not activate radio transceiver.

(4) AFTER SIGHTING RESCUE AIRCRAFT: Place ELT function

selector switch in the OFF position, preventing radio interference.
Attempt contact with rescue aircraft with the radio transceiver set
to a frequency of 121. 5 MHz. If no contact is established, return
the function selector switch to ON immediately.

(5) FOLLOWING RESCUE: Place ELT function selector switch in the

OFF position, terminating emergency transmissions.

(6) INADVERTENT ACTIVATION: Following a lightning strike or an

3-24
 tit~
1ore ELT
rec~
.o CONTROL
OOn.i.
lga PANEL
)0
f'j

UI

1e
side
>on 1. COVER- Removable for access to battery.
the
2. FUNCTION SELECTOR SWITCH (3-position toggle switch):
;ure
ON - Activates transmitter instantly. Used for test purposes
and if "g" switch is inoperative.

OFF -Deactivates transmitter. Used during shipping, storage

and following rescue.
h
)W~ ARM - Activates transmitter only when "g" switch receives 5g
or more impact.

3. ANTENNA RECEPTACLE- Connection to antenna mounted on

top of the fuselage.

Figure 3-6.

exceptionally hard landing, the ELT may activate although no emer-

gency exists. Select 121. 5 MHz on your radio transceiver. If the
ELT can be heard transmitting, place the function selector switch in
the OFF position; then immediately return the switch to ARM.
the

an
3-25
r

Section If
OPERATING LIMITATIONS

OPERATIONS AUTHORIZED.
Your Cessna exceeds the requirements of airworthiness as set forth
by the United States Government, and is certificated under FAA Type Cer-
tificate No. A6CE as Cessna Model No. T337G.

The aircraft may be equipped for day, night, VFR, or IFR operation.
Your 'cessna Dealer will be happy to assist you in selecting equipment best
suited to your needs.

Your aircraft must be operated in accordance with all FAA-approved

markings and placards in the aircraft. If there is any information in this
section which contradicts the FAA-approved markings and placards, it is
to be disregarded.

MANEUVERS - NORMAL CATEGORY.

The aircraft is certificated in the normal category. The normal cate-
gory is applicable to aircraft intended for non-aerobatic operations. These
include any maneuvers incidental to normal flying, stalls (except whip stalls)
and turns in which the angle of bank is not more than 60°. In connection
with the foregoing, the following maximum certificated gross weight and
flight load factors apply:

Gross Weight:
Take-Off . . . . . 4700 lbs
Landing . . . . . 4465 lbs
Flight Load Factor:
*Flaps Up . . . + 3. 8 -1.52
*Flaps Down . . + 2.0

*The design load factors are 150% of the above, and in

all cases, the structure meets or exceeds design loads .

4-1
AIRCRAFT ALTITUDE LIMITATION. I~
Certificated Maximum Operating Altitude . . . . . . . 20, 000 Feet
FL

AIRSPEED LIMITATIONS {CAS).

0
The following is a list of the certificated calibrated airspeed (CAS)
limitations for the aircraft.

Never Exceed Speed (glide or dive, smooth air) 230 MPH

Maximum Structural Cruising Speed 190 MPH
Maximum Speed 0
Flaps Extended 1/3 . . . . . . . 160 MPH
Flaps Extended 1/3 to 2/3 . . . . 140 MPH
Flaps Extended 2/3 to Full Down . 125 MPH
Gear Operation 160 MPH c
Gear Extended . . . . . . . . 230 MPH
*Maneuvering Speed 155 MPH

*The maximum speed at which you may use abrupt control

travel.

AIRSPEED INDICATOR MARKINGS.

The following is a list of the certificated calibrated airspeed markings
(CAS) for the aircraft:

Never Exceed (glide or dive, smooth air) . . . . 230 MPH (red line)
Caution Range . . . . . . . . . 190 to 230 MPH (yellow arc)
Normal Operating Range . . . . 80 to 190 MPH (green arc)
Flap Operating Range . . . . . . . 71 to 125 MPH (white arc)
Best Single-Engine Rate of Climb . . . . . 102 MPH (blue line)

ENGINE OPERATION LIMITATIONS.

Power . . . . . . 225 BHP
Speed . . . . . . 2800 RPM
Manifold Pressure 37 in. Hg

4-2
 INSTRUMENT MARKINGS.
1 Feet
fUEl QUANTITY INDICATORS.
Empty (7. 8 pounds unusable each tank) . . . . . . . . 0 (red line)

OIL PRESSURE GAGES.

lS) Idling Pressure . . . 10 psi (red line)
Normal Operating Range 30-60 psi (green arc)
Maximum Pressure . . . 100 psi (red line)
MPH
MPH OIL TEMPERATURE GAGES.
Normal Operating Range 75°-240°F (green arc)
MPH Do Not Exceed . . . . . . . . . 240° F (red line)
MPH
MPH
MPH CYLINDER HEAD TEMPERATURE GAGES.
MPH Normal Operating Range . 200°-460 °F (green arc)
MPH Do Not Exceed . . . . . . . . . . 460°F (red line)

MANIFOLD PRESSURE GAGE (DUAL).

Normal Operating Range 17-33 in. Hg (green arc)
Maximum Pressure . . . . . . . . . . . . 37 in. Hg (red line)

TACHOMETER (DUAL).
Normal Operating Range 2200-2450 RPM (outer green arc)
:kings 2200- 2600 RPM (inner green arc)
Above 10, 000 ft.- Hot Day. . .
Maximum (Engine rated speed) . . . . . . . 2800 RPM (red line)
line)
arc) FUEL FLOW INDICATOR (DUAL).
arcl Normal Cruise Range . . . . . . 30-90 lbs/ hr (green arc)
arc) Normal Climb Range . . . . . . . 90-140 lbs/ hr (white arc )
line I Minimum and Maximum . . 3. 0 and 18. 5 psi (142. 5 lbs/ hr) (red line)

CABIN DIFFERENTIAL PRESSURE GAGE.

Normal . . . 0 to 3. 35 psi (green arc)
Maximum . . . . . . . . . . . . . 3. 35 psi (red line)

SUCTION GAGE (GYRO SYSTEM).

Normal Operating Range . . . . . . 4. 6 to 5. 4 in. Hg (green arc)

4-3
WEIGHT AND BALANCE.
The following information will enable you to operate your Cessna with-
in prescribed weight and center of gravity limitations. To figure weight
and balance, use the Sample Loading Problem, Loading Graph, and Center
of Gravity Moment Envelope as follows:

Take the licensed empty weight and moment from appropriate weight
and balance records carried in your airplane, and write them down in the
column titled YOUR AIRPLANE on the Sample Loading Problem.
NOTE
The licensed empty weight and moment are recorded
on the Weight and Balance and Installed Equipment
Data sheet, or on revised weight and balance records,
and are included in the aircraft file. In addition to
the licensed empty weight and moment noted on these
records, the c. g. arm (fuselage station) is also shown,
but need not be used on the Sample Loading Problem.
The moment which is shown must be divided by 1000
and this value used as the moment/1000 on the
loading problem.

Use the Loading Graph to determine the moment/1000 for each addi-
tional item to be carried; then list these on the loading problem.
NOTE
Loading Graph information for the pilot, passengers
and baggage or cargo is based on seats positioned
for average occupants and baggage or cargo loaded
in the center of these areas as shown on the Loading
Arrangements diagram. For loadings which may
differ from these, the Sample Loading Problem
lists fuselage stations to indicate their forward and
aft c. g. range limitation (seat travel or baggage/
cargo area limitation). Additional moment calcu-
lations, based on the actual weight and c. g. arm
(fuselage station) of the item being loaded, must
be made if the position of the load is different from
that shown on the Loading Graph.

Total the weights and moments/1000 and plot these values on the
Center of Gravity Moment Envelope to determine whether the point falls
within the envelope, and if the loading is acceptable.

4-4
WEIGHT AND BALANCE.
The following information will enable you to operate your Cessna with-
in prescribed weight and center of gravity limitations. To figure weight
and balance, use the Sample Loading Problem, Loading Graph, and Center
of Gravity Moment Envelope as follows:

Take the licensed empty weight and moment from appropriate weight
and balance records carried in your airplane, and write them down in the
column titled YOUR AIRPLANE on the Sample Loading Problem.
NOTE
The licensed empty weight and moment are recorded
on the Weight and Balance and Installed Equipment
Data sheet, or on revised weight and balance records,
and are included in the aircraft file. In addition to
the licensed empty weight and moment noted on these
records, the c. g. arm (fuselage station) is also shown,
but need not be used on the Sample Loading Problem.
The moment which is shown must be divided by 1000
and this value used as the moment/1000 on the
loading problem.

Use the Loading Graph to determine the moment/1000 for each addi-
tional item to be carried; then list these on the loading problem.
NOTE
Loading Graph information for the pilot, passengers
and baggage or cargo is based on seats positioned
for average occupants and baggage or cargo loaded
in the center of these areas as shown on the Loading
Arrangements diagram. For loadings which may
differ from these, the Sample Loading Problem
lists fuselage stations to indicate their forward and
aft c. g. range limitation (seat travel or baggage/
cargo area limitation). Additional moment calcu-
lations, based on the actual weight and c. g. arm
{fuselage station) of the item being loaded, must
be made if the position of the load is different from
that shown on the Loading Graph.

Total the weights and moments/ 1000 and plot these values on the
Center of Gravity Moment Envelope to determine whether the point falls
within the envelope, and if the loading is acceptable.

4-4
 NOTE

Each loading should be figured in accordance with the

~ith­ above paragraphs. To avoid exceeding the forward
lt limits of the Center of Gravity Moment Envelope when
nter loading is heavy (such as pilot, 3 passengers, and full
fuel), heavier passengers should normally be located
in aft seats and baggage secured in the rear most sec-
:ht tion of the cabin.
he
LOADING THE AIRCRAFT.

This aircraft is capable of carrying an optional third row (fifth) pas-

senger and baggage. To load the third row passenger and/or the baggage
area, proceed as follows:

(1) Push aft on seat back unlocking lever (under lower right corner
of second row seats) and fold seat backs down against seat bottom.
{2) Pull forward on seat assembly unlocking handle ("T" handle on
lower right side of cabin next to second row seats) and lift right side
of seat assembly up, sliding the left side in toward center of cabin.
(3) Load and secure baggage.
(4) Load third row passenger.
(5) Lower and secure second row seat.
i- (6) Complete loading of aircraft.
NOTE
Locking levers are accessible to the third row passenger
to facilitate exiting from the aircraft.

It is the pilot's responsibility to determine that all cargo or baggage

to be carried is properly secured before flight. A baggage net capable of
restraining up to 160 pounds in the aft cabin baggage area is provided as
standard equipment, although the total weight capability in this area is
365 pounds. Baggage/cargo in excess of 160 pounds in this area must be
secured by other means using tie-down latch plates provided. A quick con-
necting, adjustable baggage net is available as optional equipment. Three
methods of using the net are illustrated on page 4-7.

An optional tie-down kit, that will assist in securing additional bag-

gage or cargo in the forward cabin area after seats are removed, is avail-
able from any Cessna Dealer. Six tie -down blocks are provided in this
kit and fasten to the seat rails. If more tie-down points are needed, the
seat belt attaching points as well as shoulder harness attaching points may

4-5
be used. Rope, strap or cable used for tie-down should be rated at a
minimum of ten times the load weight capacity of the tie-down fitting used.
The tie -down latch plates in the baggage area may be located as re-
quired to properly restrain cargo or baggage being carried. The following
table shows maximum allowable cargo weight for each type of attachment:

CARGO TIE-DOWN ATTACHMENTS

MAXIMUM
ITEM LOCATION RATED LOAD
(POUNDS}

Seat Rail Tie-Down Assy On Seat Rail Section Without 200

(available as optional kit) Lock Pin Holes
On Seat Rail Section With 100
Lock Pin Holes

Tie-Down Latch Plates Two Each at 250

(4 provided as standard) Station 183 & 161,
Station 151 Optional
Location
Shoulder Harness All 175
Attach Points
Second Row Seat Belt Outboard 250
Attach Points
Front Seat Passenger 200
Seat Belt Attach Points

MINIMUM NUMBER OF TIE-DOWNS (ATTACH POINTS) REQUIRED= CARGO

WEIGHT TO BE RESTRAINED-;- MAXIMUM RATED LOAD PER TIE-DOWN
Use enough attach points to prevent load from shifting, even if calculations

s
show that fewer attach points are required.

~- /. FOR EXAMPLE:
' ? ., -~
---- ~ A 400 pound load would require
,_;I ' f·a/
' :.-' "" a minimum of four (4) tie-downs
, j -. · . "" ~ · rated at 100 pounds each.

~·~ > < - M U S T BE TIGHTENED TO A

('j~:y __/ MINIMUM OF 50 INCH POUNDS.

~ SEAT RAIL TIE-DOWN ASSEMBLY

4-6
1sed. BAGGAGE NET (OPTIONAL)
e-
>wing
ent:

METHOD 1 METHOD 2

~
CK

G
SPRlNG

ANCROR/ - _

0
WACCOR~~
FLOOR
:~
FITTING

1. Compress anchor assembly.

2. Slide anchor into fitting.
3. Release and rotate lock
to mating position.

METHOD 3 ANCHOR INSTALLATION

NOTE: 1. Methods 1 and 2 are used with fifth-place seat removed.

Method 3 may be used on either s ide, in fifth-place positions.
2. Each method is approved to restrain a maximum of 160 pounds of baggage.

4-7
~ - -- - -~ - ~ - -- = ~l

.;..
I
co
e .G. C. G. C. G.
LOADING ARM ARM ARM
ARRANGEMENTS

* Pilot or passenger center of gravity

on adjustable seats positioned for
average occupant. Numbers in par-
1~LJ~
{9B~~59"lr
*
t_sj *I
2
{98-~09-ll-
I

~ t;_sj
r--->
FRONT
. tJQ
ts:J
102--
t9s-lo9) I _ _

I
entheses indicate forward and aft
limits of occupant center of gravity
range. 140 :: -- 140 :: 2ND ROW
106-146 CARGO
**Baggage I Cargo area center
of gravity.

NOTE:
"'"170-+--~- **170-+'--- **170
The aft baggage wall {approximate , BAGGAGE , BAGGAGE
station 183) can be used as a con- OR OR
venient interior reference point 183 l CARGO I CARGO
183
for determining the location of cargo
or baggage area fuselage stations. 2 - PLACE SEATING 4-PLACE SEATING 5-PLACE SEATING
 SAMPLE AIRPLANE YOUR AIRPLANE I
SAMPLE LOADING PROBLEM Moment Moment

I I Weight
(lbs.)
(lb. -ins.
/1000 )
Weight
(lbs.)
(lb. -ins.
/ 1000)

1. Licensed Empty Weight (Use the data pertaining to your

airplane as it is presently equipped. Includes unusable
fuel.) . .
. . . . . . . . • • • • • • • • 0 • 0 • • • 3060 426.4

2. Oil (Front Engine *9 Qts. =17 Lbs. at 0.8 Moment/1000) . . 17 0.8 17 0.8

(Rear Engine *9 Qts. =17 Lbs. at 3. 5 Moment/1000) . . 17 3. 5 17 3.5

3. Usable Fuel ( 148 Gal. Maximum at 6 Lbs. /Gal.) . •• 0 •

888 132. 3

4 . Pilot and Front Passenger (Sta. 98 to 109) . . . . . . . . 340 34.7

5. 2nd Row Passengers • • • • • • • • • 0 • • • • • 0 0 340 47.6

6. 3rd Row Passenger (Optional Seating) . . . . . . . . : .

7. Baggage or Cargo (Sta. 146 to 183; 160 lbs. max. secured

by Baggage Net. Baggage over 160 lbs. must be secured
by other means using Tie-Down Latch Plates. ) . . . . . . 38 6.5

8. Items in 2nd r ow seat area secured by Optional Cargo

Tie-Down Kit (Sta. 106 to 146) ... • 0 • • • • • • • •

9. TOTAL WEIGHT AND MOMENT 4700 651.8

10. Locate this point (4700 at 651. 8) on the Center of Gravity Moment Envelope, and since this point falls
within the envelope, the loading is acceptable.
*NOTE: The weight of full oil may be used for all calculations.
""'
I
<0
 - ~,
'--.'j

"'"
I
......
900~~~~~~crr=n~nr.~TL~rr=~rn~T7rrrr~~~~~~~~~~~~.-~~~
~ l~ ;m~~~ '1~ 11m .:nft#! t:rtl!f~gH'Gi ltw.- !lr fu: r+P :::i ;It: ril! ::~ rr:: :IT, ~F: ~·t~~L-Ft;~1i
0
t:·• .. nh'': 11 -:· :1·1 i:.::::: 1:.:
850
r.=ut :, .;-l , :. ; ~ .J1 •i,.,. · 111 u: 1H! . ~" ,"' 1' :, ... • 1. . · ·::: .. :. . . :,.. ;..; .1•'1-i, 11
.;I· . !.l~
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800

750
nu p:: !![f.~'
1
. ·t ~ 1:!1 :[l !l ~t4 : )!, l!'l! ~H 11 1 ~ 1 dld :) l"!
. • . " ' 11 LOADING GRAPH 1 .. ' ... , p tji I ' ' ' ,pj
I "' ' ••••
" · 1 l h l ! ·,: :::: 1:Hl-rijJ-:1! jl.j ~1!,
• '/ · ... .1. · · •

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1 1

650
!lijl!ll!:
H' il +
'/!. :.·1l ,;1,
II ••
:.,. 1:., .. j:. :; :;!: ::,: ~~·1!:11 :;]1
j " ' . ' " . 'I If- ; ! "
II:1. j!Ill :.. 1'I I·.
'II '
~
I' ~- ot-'-',llJ ::I :··,j
, : .. · : .·,:
. . " . . . t.. J,
:··: 1:
ll I II. 'I
... ;;:
l. T • , '. ' ' 1 I • .. • I I

:t!,; It:~ ,~·r: i:.: :·::1':;: ·:· ;: 1:.: ::~: 1

' 1.:: 1il.r'.: 1::. ·::. ·· ~\)V~.:.,~). : :.t 1: :, ::: ·.: .··. : ,: '::.II1t
600 I •

;:B! I:t: ,..

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' ' • • • • • ' I •• I

, . . ' . ··• · .,,

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~ :i~ ;·:::::: : . . :::: -:~ : :·: : :·:: <~ ;: :;:: ::ii :T: · !::. ·:~ ::: .. · :.:' :.:: ::: ::: .::: -·:-: :: :~·
z
550 ;:::
ltttutt· ·!! . . .. . ... w, ·I!· .. d. I··! . jf; ;r. JL.1 I' I .. . .. '
.t :1 TTJ! •It• ~ 90 1., •. pI .I . !. .
g 500 ~~ ~~: ~~- ·:~ :~~ >~- ~~~; :~ll -·~ /·; ::.~ ':; :~ ~: ·~~;::.;
.:: ; : ··, : ::. :: : ;__ : ::;. ::·. ::~: !!.~ : . : : :: .. : .: :
s; , 50 1:;~;1 !':: :1!:: '- P::· ~Ff. Ll t!:: :J::~!:· J:-: !.Iglllf~ ~ll;H(ea r!f. ::!! t-:1 :!T: 1':1 :·:1 : ·!: ::: .::: .. 1 ::· 1
!:!
~ ~\l jt: . :1~; .. t: I·.;;]. 1~;;- ri_j-rF.J ~~:::Uffilt) ~ ]\: ;p: ;;;: :: .. ::. :!l; :.· >;! :::; ::~: ,:;: :.;! ;::: ·i: .
;
o
400
f.nt ·1 ~: : ~.i~ :: ·, ~:;;: ~; ~: ~~~~~)
t-+-f-4 ~ •• t 1,, .. •
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. ,r t. • . . 1 • • ;
:< <::ii <::.i :::. :~:; ::~! ::;; ~:: : \~~i
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_, 350 f!:::i:Tf .,.•. ·~~ •::::; ·•'- ~7 h

~4}>_<;
· ·--'9.<;; . .so ~I'~ , rtf; I --llJ•· ·· 1!:::• lj:;_f ··· t.n"j..!J'" . . . . .! .+... •·-- I H-tl
~ ~~ + ~-~... · :.. . : ~o~",-.~~ .rrr~.;r: .:i: :::-;-;;;:::: :::::: 1::-;~ii .~: -:-::: ·.;-:- ·::
.i:=: ::,: :L.E!:~<~" -~: :::: r-:..11:
3oo ~tl uj · · t •.. .•• '~·· '.o..oo~
;;. t' · l 9 ~o . 5o ".>~9~ -J 'Itt ·!t! l! f· ;r,, .. I . • ,. ~ f.,· TTTT i •.... , . . . • ' . rr . . 'll' ....
t:;j:l! .:: -:-:l: =::.:l i: 1 ;;,~~ - •::i '~>" • :~· ~S>I 0~,~1)·...=-:.! tt:l±rti l d·:~
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ltl+J-1,:1:::: l'r:c ::·r~~ •·:. t;--/;.l'f~o~~"£ 1:;::;:jl-~.=l t.;.n!" ri±+t-t:H:: H'[ ...:1: t;~· 1:.:r ' .~: t:-rt ·w l-!..: :: •.:..;.; ~.:::;11. : 1 f.:-iltr
1
2 50

200 PTGW' r :tt1 ··T~y-~ :! · t:;z"!~"~"o : ::=: iti-:TI-;::1: jt+.11 . rttl jT.:: +il .-:TI rn: :: tt : n ~ !t · :-:: rl :h :-:-r:- :in :: · rn! t
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too
mliMiJ
: l
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'f"tt[l l• .::,::I .';: ;:::: ,,t· .. ; : . . ·; :; ..
t• ~;: : ~~. :-r: : ·::: 1:~· ·:.: :! :: ~~ ::~ : :~ n4
m~~Jb~J:~~~~ f5: l~:~ :;i~~w.; ~Jttf. 11ri ~mnrs1 2: ~ifl:: rl!1.~~: ~ 1-s-~E .its
50

0
l!l.lil.i!ml~+l-4 11*1+!~ ~!; ~! t i l±~qxs 1:?:-~!f:::ll U±U 1 ~ttt 11h-1 Upl l l~w. :~~= i~! llj~JI-l u~~! 1 :~:: 1::.:.!-l L± 1 t~liill
llli~~-o- H+t+:--..-f-'-~ ~- -~..-f.C-·~I::-...:.._h-'-'-1::1iil.!:lt! ~-'--'1-1-'-'-H+' ~t:rE; ~ . . w...r ....... 1--:::::-t .• :.;. ... J;:i:tt
.
10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 11 5 120 125 130 135

LOA D MOMENT/ 1000 (POUND-INCHES)

NOTES: (l ) Ll ne r e presenting adJus table seats s hows the pilot o r pass enge r center of gravity on ad jus table
seats pos1tioned for an average occupant. Refer t o t he Loading A r range ments diagram for
forwa rd and aft limits of occupant c . g. range.
(2) Front Engine 01.1: 9 Qt.s. • 17 Lbs. a t 0. 8 Moment/1000.
Rear Engine OH: 9 Qt.s. • 17 Lba. at 3. 5 Moment/1000.
E-<
:r::
8 4200
~
E-< 4100
(1.

~
hl 4000
<
Cl 3900
w
~ 3800 r-- lf-t-t- +t +-I-~~~ r-· ~- f--4 f-l-+
...:l ~ +++ '±+-~ = CODE:
3700 TAKE OFF AND LANDING
fi lzf ~ f fif ___ T_A_K_E_-o_F_F_O_N_L_Y_*_ _
3600 *U take-off weight is more than
landing weight of 4465 pounds
allow fli ght time for fuel burn-
3500
out to 4465 pounds before landing.

3400
440 460 480 500 520 540 560 580 600 620 640 660 680

LOADED AIRCRAFT MOMENT/ 1000 (INCH-POUNDS)

4-11
 >
s.ection f
CARE OF THE AIRPLANE

If your aircraft is to retain that new-plane performance and depend-

ability, certain inspection and maintenance requirements must be follow-
ed. It is wise to follow a planned schedule of lubrication and preventive
maintenance based on climatic and flying conditions encountered in your
locality.

Keep in touch with your Cessna Dealer, and take advantage of his
knowledge and experience. He knows your aircraft and how to maintain
it. He will remind you when lubrications and oil changes are necessary
and about other seasonal and periodic services.

GROUND HANDLING.
The aircraft is most easily maneuvered by hand with the tow-bar
attached to the nose wheel. When towing with a vehicle, do not exceed
the nose gear turning angle of 39 o either side of center, or damage to
the gear will result. If the aircraft is towed or pushed over a rough sur-
face during hangaring, watch that the normal cushioning action of the nose
strut does not cause excessive vertical movement of the tail and the re-
sulting con.~act with low hangar doors or structure. A flat nose tire or
deflated strut will also increase tail height.

MOORING YOUR AIRPLANE.

Proper tie-down procedure is your best precaution against damage to
your parked aircraft by gusty or strong winds. To tie down your aircraft
securely, proceed as follows:

{1) Turn on battery switch and close rear cowl flaps; turn off battery
switch, set parking brake and install control wheel lock.

5-1
 NOTE
In areas subject to severe wind-driven rain storms, the
aircraft should be hangared to prevent water from getting
into the rear-engine induction system. II hangar storage
is not available, install cover with prominent red
streamer on the rear-engine air inlet scoop.
(2) Tie the middle of a rope (do not use chain or cable) to the nose
gear trunnion. Pull each end away at 45 degrees and secure to ramp
tie-downs.
(3) Tie sufficiently strong ropes or chain (700 pounds minimum ten-
sile strength) to the wing tie-down rings and secure each rope, or
chain, to a ramp tie-down ring.
(4) Install a surface control lock between each fin and rudder.
(5) Tie a sufficiently strong rope or chain (700 pounds minimum ten-
sile strength) to the tie-down ring on each boom and secure each rope
to a common ramp tie-down.

NOTE
In areas where heavy snow accumulations occur, addi-
tional precautions should be taken when storing the air-
craft outside. A heavy accumulation of snow on the sta-
bilizer can cause the tail section to rotate downward,
resulting in damage to the fins. Proper nose gear tie-
down and a simple tail support attached to one of the
boom tie-down rings will protect against such damage.

WINDSHIELD- WINDOWS.
The plastic windshield and windows should be cleaned with an aircraft
windshield cleaner. Apply the cleaner sparingly with soft cloths, and rub
with moderate pressure until all dirt, oil scum and bug stains are removed.
Allow the cleaner to dry, then wipe it off with soft flannel cloths.

If a windshield cleaner is not available, the plastic can be cleaned with

soft cloths moistened with Stoddard solvent to remove oil and grease.

5-2
 ....

NOTE

Never use gasoline, benzine, alcohol, acetone, carbon

tetrachloride, fire extinguisher or anti-ice fluid, lac-
quer thinner or glass cleaner to clean the plastic. These
materials will attack the plastic and may cause it to craze.

Follow by carefully washing with a mild detergent and plenty of water.

Rinse thoroughly, then dry with a clean moist chamois. Do not rub the
plastic with a dry cloth since this builds up an electrostatic charge which
attracts dust. Waxing with a good commercial wax will finish the clean-
ing job. A thin, even coat of wax, polished out by hand with clean soft flan-
nel cloths, will fill in minor scratches and help prevent further scratching.

Do not use a canvas cover on the windshield unless freezing rain or

sleet is anticipated since the cover may scratch the plastic surface.

PAINTED SURFACES.
The painted exterior surfaces of your new Cessna have a durable,
long lasting finish and, under normal conditions, require no polishing or
buffing. Approximately 15 days are required for the paint to cure com-
pletely; in most cases, the curing period will have been completed prior
to delivery of the aircraft. In the event that polishing or buffing is re-
quired within the curing period, it is recommended that the work be done
by someone experienced in handling uncured paint. Any Cessna Dealer
can accomplish this work.
Generally, the painted surfaces can be kept bright by washing with
water and mild soap, followed by a rinse with water and drying with cloths
or a chamois. Harsh or abrasive soaps or detergents which cause cor-
rosion or make scratches should never be used. Remove stubborn oil and
grease with a cloth moistened with Stoddard solvent.

Waxing is unnecessary to keep the painted surfaces bright. However,

if desired, the aircraft may be waxed with a good automotive wax. A
ft
b
heavier coating of wax on the leading edges of the wings and tail and on
ed. the engine nose cap and propeller spinner will help reduce the abrasion
encountered in these areas.

ith
When the aircraft is parked outside in cold climates and it is neces-
sary to remove ice before flight, care should be taken to protect the paint-

5-3
ed surfaces during ice removal with chemical liquids. A 50-50 solution of
isopropyl alcohol and water will satisfactorily remove ice accumulations
without damaging the paint. A solution with more than 50% alcohol is
harmful and should be avoided. While applying the de- icing solution, keep
it away from the windshield and cabin windows since the alcohol will attack
the plastic and may cause it to craze.

PROPELLER CARE.
Preflight inspection of propeller blades for nicks, and wiping them
occasionally with an oily cloth to clean off grass and bug stains will as-
sure long, trouble-free service. Small nicks on the propellers, particu-
larly near the tips and on the leading edges, should be dressed out as
soon as possible since these nicks produce stress concentrations, and if
ignored, may result in cracks. Never use an alkaline cleaner on the
blades; remove grease and dirt with carbon tetrachloride or Stoddard
solvent.

LANDING GEAR CARE.

Cessna Dealer's mechanics have been trained in the proper adjust-
ment and rigging procedures on the aircraft hydraulic system. To as-
sure trouble-free gear operation, have your Cessna Dealer check the
gear regularly and make any necessary adjustments. Only properly
trained mechanics should attempt to repair or adjust the landing gear.

INTERIOR CARE.
To remove dust and loose dirt from the upholstery fabric and carpet,
clean the interior regularly with a vacuum cleaner .

Blot up any spilled liquid promptly, with cleansing tissue or rags.

Don't pat the spot; press the blotting material firmly and hold it for sev-
eral seconds. Continue blotting until no more liquid is taken up. Scrape
off sticky materials with a dull knife, then spot-clean the area.

Oily spots may be cleaned with household spot removers, used spar-
ingly. Before using any solvent, read the instructions on the container

5-4
 and test it on an obscure place on the fabric to be cleaned. Never satu-
rate the fabric with a volatile solvent; it may damage the padding and
backing materials.
)

k: Soiled upholstery fabric and carpet may be cleaned with foam-type

detergent. used according to the manufacturer's instructions. To mini-
mize wetting the fabric, keep the foam as dry as possible and remove it
with a vacuum cleaner.

If your aircraft is equipped with leather seating, cleaning of the seats

is accomplished using a soft cloth or sponge dipped in mild soap suds.
The soap suds, used sparingly, will remove traces of dirt and grease.
The soap should be removed with a clean damp cloth.

The plastic trim, headliner, instrument panel and control knobs need
only be wiped off with a damp cloth. Oil and grease on the control wheel
and control knobs can be removed with a cloth moistened with stoddard
solvent. Volatile solvents, such as mentioned in paragraphs on care of
the windshield, must never be used since they soften and craze the plastic.

MAA PLATE/FINISH AND TRIM PLATE.

Information concerning the Type Certificate Number (TC), Production
Certificate Number (PC), Model Number and Serial Number of your par-
ticular aircraft can be found on the MAA (Manufacturers Aircraft Associ-
ation) plate located on the floorboard near the forward door post.

A Finish and Trim plate contains a code describing the interior color
scheme and exterior paint combination of the aircraft. The code may be
used in conjunction with an applicable Parts Catalog if finish and trim in-
formation is needed. This plate is located adjacent to the MAA plate.

AIRCRAFT FILE.
There are miscellaneous data, information and licenses that are a
part of the aircraft file. The following is a checklist for that file. In
addition, a periodic check should be made of the latest Federal Aviation
Regulations to ensure that all data requirements are met.

A. To be displayed in the aircraft at all times:

(1) Aircraft Airworthiness Certificate (FAA Form 8100-2).

5-5
 (2) Aircraft Registration Certificate (FAA Form 8050-3).
(3) Aircraft Radio Station License, if transmitter installed (FCC
Form 556).

B. To be carried in the aircraft at all times:

(1) Weight and Balance, and associated papers (latest copy of the
Repair and Alteration Form, FAA Form 337, if applicable).
(2) Aircraft Equipment List.
(3} Pilot's Checklist.

C. To be made available upon request:

(1) Aircraft Log Book.

(2) Engine Log Books.

Most of the items listed are required by the United States F ederal
Aviation Regulations. Since the Regulations of other nations may require
other documents and data, owners of exported aircraft should check with
their own aviation officials to determine their individual requirements.

Cessna recommends that these items, plus the Owner's Manual,

Power Computer, Customer Care Program book and Customer Care
Card, be carried in the aircraft at all times.

FLY ABLE STORAGE.

Aircraft placed in non-operational storage for a maximum of 30 days
or those which receive only intermittent operational use for the first 25
hours are considered in flyable storage status. Every seventh day during
these periods, the propellers should be rotated by hand through five revolu-
tions. This action "limbers" the oil and prevents any accumulation of cor-
rosion on engine cylinder walls.

IMPORTANT
For maximum safety, check that the ignition switches
are OFF, the throttles are closed, the mixture controls
are in the idle cut-off position, and the airplane is se-
cured before rotating the propellers by hand. Do not
stand within the arc of the propeller blades while
turning the propellers.

5-6
 .....

After 30 days, the aircraft should be flown for 30 minutes or a ground

runup should be made just long enough to produce oil temperatures within
the lower green arc range. Excessive ground runup should be avoided.

Engine runup also helps to eliminate excessive accumulations of water

in the fuel system and other air spaces in the engines. Keep fuel tanks
full to minimize condensation in the tanks. Keep the battery fully charged
to prevent the electrolyte from freezing in cold weather. If the aircraft is
to be stored temporarily, or indefinetely, refer to the Service Manual for
proper storage procedures.

INSPECTION REQUIREMENTS.
As required by Federal Aviation Regulations, all civil aircraft of U.S.
registry must undergo a complete inspection (annual) each twelve calendar
months. In addition to the required ANNUAL inspection, aircraft operated
commercially (for hire) must have a complete inspection every 100 hours
of operation.
In lieu of the above requirements, an aircraft may be inspected in
accordance with a progressive inspection schedule, which allows the work
load to be divided into smaller operations that can be accomplished in
shorter time periods.

The CESSNA PROGRESSIVE CARE PROGRAM has been developed to

provide a modern progressive inspection schedule that satisfies the com-
plete aircraft inspection requirements of both the 100 HOUR and ANNUAL
inspections as applicable to Cessna aircraft.

u-
CESSNA PROGRESSIVE CARE.
The Cessna Progressive Care Program has been designed to help you
realize maximum utilization of your aircraft at a minimum cost and down-
time. Under this program, your aircraft is inspected and maintained in
four operations at 50-hour intervals during a 200-hour period. The op-
erations are recycled each 200 hours and are recorded in a specially pro-
vided Aircraft Inspection Log as each operation is conducted.

The Cessna Aircraft Company recommends Progressive Care for air-

craft that are being flown 200 hours or more per year, and the 100-hour

5-7
inspection for all other aircraft. The procedures for the Progressive
Care Program and the 100-hour inspection have been carefully worked
out by the factory and are followed by the Cessna Dealer Organization.
The complete familiarity of Cessna Dealers with Cessna equipment and
factory-approved procedures provides the highest level of service possible
at lower cost to Cessna owners.

CESSNA CUSTOMER CARE PROGRAM.

Specific benefits and provisions of the CESSNA WARRANTY plus other
important benefits for you are contained in your CUSTOMER CARE
PROGRAM book supplied with your aircraft. You will want to thoroughly
review your Customer Care Program book and keep it in your aircraft at
all times.

Coupons attached to the Program book entitle you to an initial inspec-

tion and either a Progressive Care Operation No. 1 or the first 100-hour
inspection within the first 6 months of ownership at no charge to you. If
you take delivery from your Dealer, the initial inspection will have been
performed before delivery of the aircraft to you. If you pick up your air-
craft at the factory, plan to take it to your Dealer reasonably soon after
you take delivery, so the initial inspection may be performed allowing the
Dealer to make any minor adjustments which may be necessary.

You will also want to return to your Dealer either at 50 hours for your
first Progressive Care Operation, or at 100 hours for your first 100-hour
inspection depending on which program you choose to establish for your
aircraft. While these important inspections will be performed for you by
any Cessna Dealer, in most cases you will prefer to have the Dealer from
whom you purchased the aircraft accomplish this work.

SERVICING REQUIREMENTS.
For quick and ready reference, quantities, materials, and specifica-
tions for frequently used service items (such as fuel, oil, etc.) are shown
on the inside back cover of this manual.

In addition to the EXTERIOR INSPECTION covered in Section I,

COMPLETE servicing, inspection, and test requirements for your air-
craft are detailed in the aircraft Service Manual. The Service Manual

5-8
outlines all items which require attention at 50, 100, and 200 hour in-
tervals plus those items which require servicing, inspection, and/ or
testing at special intervals.

Since Cessna Dealers conduct all service, inspection, and test pro-
cedures in accordance with applicable Service Manuals, it is recommend-
ed that you contact your Dealer concerning these requirements and begin
scheduling your aircraft for service at the recommended intervals.

Cessna Progressive Care ensures that these requirements are

accomplished at the required intervals to comply with the 100-hour or
ANNUAL inspection as previously covered.

Depending on various flight operations, your local Government

Aviation Agency may require additional service, inspections, or tests.
For these regulatory requirements, owners should check with local
aviation officials where the aircraft is being operated.

5-9
OWNER FOLLOW-UP SYSTEM.
Your Cessna Dealer has an Owner Follow-Up System to notify you
when he receives information that applies to your Cessna. In addition, if
you wish, you may choose to receive similar notification, in the form of
Service Letters, directly from the Cessna Customer Services Department.
A subscription form is supplied in your Customer Care Program book for
your use, should you choose to request this service. Your Cessna Dealer
will be glad to supply you with details concerning these follow-up programs
and stands ready, through his Service Department, to supply you with
fast, efficient, low- cost service.

PUBLICA liONS.

Various publications and flight operation aids are furnished in the

aircraft when delivered from the factory. These items are listed below.

• CUSTOMER CARE PROGRAM BOOK

• OWNER'S MANUALS FOR YOUR

AIRCRAFT
AVIONICS AND AUTOPILOT

• POWER COMPUTER

• SALES AND SERVICE DEALER DIRECTORY

e DO'S AND DON'TS ENGINE BOOKLET

The following additional publications, plus many other supplies that

are applicable to your aircraft, are available from your Cessna Dealer.

• SERVICE MANUALS AND PARTS CATALOGS FOR YOUR

AIRCRAFT
ENGINE AND ACCESSORIES
AVIONICS AND AUTOPILOT

Your Cessna Dealer has a current catalog of all Customer Services

Supplies that are available, many of which he keeps on hand. Supplies
which are not in stock, he will be happy to order for you.

5-10
 >
Section f/
..~============~~~-------------
OPERATIONAL DATA
The operational data charts on the following pages are presented for
tS two purposes; first, so that you may know what to expect from your air-
craft under various conditions; and second, to enable you to plan your
flights in detail and with reasonable accuracy.

The data in the charts has been compiled from actual flight tests with
the aircraft and engines in good condition, and using average piloting tech-
niques. Note also that the range charts make no allowances for wind, nav-
igational errors, warm-up, take-off, climb, fuel reserve, etc. You must
estimate these variables for yourself and make allowances accordingly.

Remember that the charts contained herein are based on standard

day conditions. For more precise power, fuel consumption, and endur-
ance information, consult the Power Computer supplied with your air-
craft. With the Power Computer, you can easily take into account temper-
ature variations from standard at any flight altitude. Some of the higher
manifold pressures listed on the Power Computer at 20, 000 feet for the
lower RPM's m~ not be obtainable. However, they are included to permit
interpolation of %powers between 10, 000 and 20, 000 feet.

AIRSPEED CORRECTION TABLE

lAS 80 100 12 0 140 160 180 200
FLAPS UP
CAS 87 101 11 8 137 156 176 196

lAS 70 80 90 100 120 140 160

*FLAPS 1/3 CAS 79 85 92 100 117 135 155

lAS 65 75 85 95 105 115 125

**FLAPS FULL
CAS 71 78 86 95 104 113 122

*MAXIMUM SPEED, FLAPS EXTENDED - 160 MPH CAS

**MAXIMUM SPEED, FLAPS EXTENDED - 12 5 MPH CAS

Figure 6-1.

6-1
 STALL SPEEDS. MPH -CAS
ANGLE OF BANK

CONDITION

FLAPS UP
loa)
oo
80
/ 20°

82
~
90
i.
113
4700 LBS
GROSS FLAPS 1/3 76 78 86 107
WEIGHT
FLAPS FULL 71 73 81 100

POWER OFF - GEAR UP OR DOWN - AFT C.G.

Figure 6-2.

SINGLE-ENGINE SERVICE CEILING (R/C=50 FPM)

FLAPS UP GEAR UP

OUTSIDE AIR TEMPERATURE AT ALTITUDE °F

GROSS
WEIGHT -20 -10 0 10 20 30 40
POUNDS
PRESSURE AlTITUDE - FEET
4700 19,400 18,900 18 ,300 17,700 17,100 16,500 15,800

4500 19,700 19,200 18,600 18,100 17,500

* *
4300 20,000
* * * * 19, 500 19,000
NOTES: 1. Asteris k denotes altitudes that ex ceed the maximum operating a ltitude (20, 000 ft)
2. This table provides performance information to aid in route selection when
operating unde r FAR 13 5. 145.
3. Full throttle (37" MP) 2800 RPM, mixture at 140 lbs/ hr, best rate-of-climb
speed.
4. Inoperative propelle r feathered.

Figure 6-3.

6-2
 I
TAKE-OFF DATA
TAKE - OFF D ISTANCE WITH 1/3 FLAPS FROM A H ARD SU RFACED RUNWA Y

@ S. L. & 59'f (i 2500 FT. & 50'F @ 5000 FT. & 41'F @ 7500 FT. & 32'F @ 10,000 FT. & 23'F
GROSS lAS !lEAD
WE IGHT @ 50' WIND 1'0TAL TOTAL TOTAL TOTA L T OTAL
GROUND GROUND GROUND GROUND GROUND
LBS. MPH KNOTS TO CLEAR TO CLEA R TO CLEAR TO CL EA R TO CLEAR
R UN RUN RUN RUN RUN
50 FT. OBS 50 FT. OBS 50 F T . OBS 50 FT. OBS 50 FT. OBS

0 945 1500 1060 1640 1195 1800 1360 1995 1560 2225
4700 87 IO 725 1210 825 1330 940 1470 1080 1640 1245 1840
20 535 945 615 !050 710 1170 825 1315 965 1485

0 770 1280 865 1395 975 1530 1105 1685 1265 1875
4300 83 10 585 1030 660 1125 755 1240 865 1375 1000 1540
20 420 795 485 880 560 980 655 1095 765 1235

0 615 1095 690 1190 775 1295 885 1425 1010 1575
3900 79 10 460 875 520 955 595 1045 685 1155 790 1285
20 325 670 375 740 435 8 15 505 910 595 1020

NOTES: I. Increase distances 10~ !or each 20° F above standard temperature !or pa rticular altitude .
2. Fo r operation on a dry, grass runway, increase distances (both "ground run" and "total to
clear 50 ft. obstacle"} by 71, of the "total to clear SO ft. obstacle" figure .
-·-- - - -- --- - - - -- I

ACCELERATE-STOP DATA
ACCELERATE • STOP D ISTAN C E WIT H 1/ 3 FLAP S ON HARD SURFACED RU N WA Y

@ S.L. & 59'F @ 2500 FT. & 50' F @ 5000 FT. & 41'F @ 7500 FT. & 32'F @ 10,000 FT. & 23 ' F
GROSS HEAD
WE IGHT WIND l AS· MPH lAS· MPII !AS· MPII lAS· MPH lAS· MPH
LBS. KKOTS
85 90 95 85 90 95 85 90 95 85 90 95 85 90 95

0 2925 3270 3685 3220 3600 4055 3560 3980 4480 3960 4420 4975 4425 4940 5560
4700 10 2260 2555 2910 2515 2840 3230 2805 3165 3600 3150 3550 4035 3555 4000 4545
20 1675 1920 2220 1890 2160 2495 2135 2440 2810 2425 2770 3185 2770 3155 3625

NOTES: J . Distances shown are based on full throttle and 2800 RPM to speed noted, then power off and
heavy braking durir\1' deceleration.
2. Increase dis!ances l&'} for each 20• above st:uxb.rd temperature for particular altitude.
3. Decrease dist.ances I ~ for each 100 pounds decrease In gross weight.
a>
J
I
c.:> Figure 6-4.
--
a>
I

"'" TWIN-ENGINE MAXIMUM RATE-OF-CLIMB DATA

FLAPS UP
GEAR UP

@' S.L. & 59'F @' 5,000 FT. & 4l'F @ 10.000 FT. & 23'F € 15.000 FT. & 5'F @ 20.000 FT & -12'F

GROSS
WEIGHT RATE LBS. RATE FROM RATE FROM RATE FROM RATE FROM
POUNDS lAS
MPH
OF
CLIMB
OF
FUEL
lAS
MPH
OF
CLIMB
~
FUEL
lAS
MPH
OF
CLIMB
..§..b.
FUEL
lAS
MPH
OF
CLIMB
....u.....
FUEL
lAS
MPH
OF
CLIMB
...§.!..,_
FUEL
FT. IMJN. USED FT./MIN. USED FT./MIN. USED FT. / MIN. USED FT. ,. MIN, USED

4700 liO 1250 20 liO 1200 39 110 1135 59 109 1045 81 108 870 106
4300 110 1445 20 liO 1400 36 liO 1335 54 109 1245 72 108 1065 93
3900 liO 1675 20 110 1630 34 110 1565 49 109 1475 64 108 1285 82

NOTES: I. Full throttle (37" MP), 2800 RPM, m1xture at 140 lbs hr.
2. Fuel used includes warm-up and take-ore allowance.
3. For hot weather, decrease rate or climb 40 ft. /min. for each l0°F above standard day temperature Cor particular altitude.

FLAPS UP
SINGLE-ENGINE MAXIMUM RATE-OF -CLIMB DATA GEAR UP

@ S.L. & 59 ' F @ 5,000 FT. & 4l'F @ 10,000 FT. & 23'F @ 15,000 FT. & 5'F @ 20.000 FT. & - 12'F
GROSS
WEIGHT RATE RATE RATE RATE RATE
POUNDS lAS OF lAS OF lAS OF lAS OF lAS OF
MPH CLIMB MPH CLIMB MPH CLIMB MPH CLIMB MPH CLIMB
FT. , MIN. FT .. MIN. FT. / MIN. FT .. MIN. FT./MIN.

4700 102 375 102 315 102 245 101 150 101 5
4300 102 495 102 440 102 370 101 275 101 125
3900 102 635 102 575 102 510 101 415 101 260

NOTES: I. Full throttle (37" MP), 2800 RPM, mixture at 140 lbs,'hr.
2. Inoperative propeller feathered.
3. For hot weather, decrease rate of climb 25 ft. / min. Cor each 10°F above standard day temperature for particular altitude.

Figure 6-5.
- NORMAL CLIMB DATA Normal Climb Power
2450 RPM- 33 " M.P.
STANDARD CONDITIONS 90 LBS/HR Fuel Flow
LANDING GEAR AND FLAPS UP

GROSS RATE OF FROM SEA LEVEL

ALTITUDE lAS
WEIGHT CLIMB LBS. OF TIME DIST.
FEET MPH
POUNDS FT./MIN. FUEL USED MIN. MILES

4700 850 20 0 0
SEA LEVEL 130 4300 1000 20 0 0
& 59 • F 3900 1170 20 0 0

4700 805 38 6 14
5000 130 4300 955 35 5 12
& 41 Of 3900 1125 33 4 10

4700 750 58 13 29
10,000 130 4300 900 52 11 25
& 23 ° F 3900 1070 47 9 21

4700 670 79 20 48
15,000 130 4300 815 70 17 40
& s•F 3900 990 62 14 33

4700 520 105 28 72

20,000 130 4300 660 90 23 59
& -l2°F 3900 825 78 19 49

NOTES: 1. Fuel used includes warm-up and take-off allowance of 20 lbs.

2. Distances shown are based on zero wind.
3. Fuel used, time and distance will increase approximately 10% for each
20°F above standard temperature for particular climb segment.

Figure 6-6.
6-5
 EXTENDED RANGE MIXTURE
Standard Conditions~ Zero Wind~ Gross Weight- 4700 Pounds
2000 FEET
888 LBS (NO RESERVE}
TOTAL
% TAS LBS/ ENDR . RANGE
RPM MP BHP MPH HOUR HOURS MILES

2450 33 75 198 159 5. 6 1100

31 71 193 150 5.9 1140
29 66 187 140 6.3 1180
27 60 180 131 6.8 1220
25 54 172 121 7.3 1265
23 48 163 111 8. 0 1305

2400 33 73 195 154 5. 8 1120

31 68 190 145 6.1 1160
29 63 184 136 6. 5 1195
27 58 177 127 7.0 1240
25 52 170 118 7. 5 1275
23 46 160 108 8. 2 1320

2300 33 68 190 145 6. 1 1165

31 64 185 137 6. 5 1200
29 59 179 129 6.9 1235
27 54 173 121 7.3 1275
25 48 166 112 7.9 1315
23 43 156 102 8.7 1355

2200 31 59 180 130 6. 9 1230

29 54 174 122 7.3 1270
27 50 168 114 7.8 1305
25 45 160 105 8.4 1345
23 39 150 97 9.2 1380
21 34 139 88 10.1 1405
19 29 123 78 11.4 1400

Figure 6-7 (Sheet 1 of 8).

6-6
r
UISE PE

EXTENDED RANGE MIXTURE

Standard Conditions~ Zero Wind ~Gross Weight- 4700 Pounds

6000 FEET
8 8 8 lBS (NO RESERVE)
TOTAl
% TAS lBS/ ENDR. RANGE
RPM MP BHP MPH HOUR HOURS MILES

2450 33 75 205 159 5. 6 1145

31 70 200 150 5. 9 1185
29 65 195 140 6. 3 1235
27 60 188 131 6. 8 1280
25 54 181 121 7.3 1325
23 48 171 111 8. 0 1370

2400 33 73 203 154 5. 8 1170

31 68 198 145 6.1 1210
29 63 192 136 6. 5 1255
27 58 185 127 7. 0 1295
25 52 178 118 7. 5 1340
23 46 168 108 8. 2 1385

2300 33 68 198 145 6.1 1215

31 63 193 137 6. 5 1255
29 59 188 129 6. 9 1295
27 54 181 121 7.4 1335
25 48 173 112 8. 0 1380
23 43 164 102 8. 7 1425

2200 31 59 188 129 6.9 1290

29 54 182 122 7.3 1330
27 50 175 114 7.8 1365
25 45 167 105 8.4 1410
23 39 158 97 9.2 1450
21 34 147 88 10.1 1485
19 29 130 78 11.4 1485

Figure 6-7 (Sheet 2 of 8).

6-7
 EXTENDED RANGE MIXTURE
Standard Conditions~ Zero Wind~ Gross Weight- 4700 Pounds

10,000 FEET
8 8 8 LBS (NO RESERVE)
TOTAL
% lAS LBS/ ENDR. RANGE
RPM MP BHP MPH HOUR HOURS MILES

2450 33 75 214 159 5. 6 1200

31 70 210 150 5. 9 1245
29 65 204 140 6. 3 1295
27 60 198 131 6.8 1345
25 54 190 121 7. 3 1390
23 48 180 111 8.0 1445

2400 33 72 212 154 5. 8 1225

31 68 207 145 6.1 1270
29 63 201 136 6. 5 1315
27 57 195 127 7.0 1365
25 52 187 118 7. 5 1410
23 46 177 108 8. 3 1460

2300 33 68 208 145 6. 2 1275

31 63 202 137 6. 5 1315
29 58 196 129 6. 9 1360
27 54 190 121 7.4 1400
25 48 182 112 8.0 1450
23 43 173 102 8.7 1505

2200 29 54 191 121 7.3 1395

27 50 184 114 7.8 1435
25 45 176 105 8. 4 1490
23 39 167 96 9.2 1535
21 34 155 88 10.1 1575
19 29 140 78 11.4 1595

Figure 6-7 (Sheet 3 of 8).

6-8
 EXTENDED RANGE MIXTURE
Standard Conditions~ Zera Wind~ Gross Weight- 4700 Pounds

12,000 FEET
888 LBS (NO RESERVE)
TOTAL
'7. TAS LBS/ ENDR. RANGE
RPM MP BHP MPH HOUR HOURS MILES

2450 33 75 219 158 5. 6 1230

31 70 214 149 6.0 1275
29 65 209 140 6.3 1325
27 60 202 130 6. 8 1375
25 54 194 121 7.3 1425
23 48 184 111 8.0 1480

2400 33 72 216 153 5. 8 1255

31 68 211 145 6.1 1300
29 63 206 136 6. 5 1345
27 57 199 127 7.0 1395
25 52 191 118 7.6 1440
23 46 181 107 8.3 1500

2300 33 67 212 144 6.2 1310

31 63 207 136 6.5 1350
29 58 201 128 6.9 1390
27 53 195 120 7.4 1435
25 48 186 111 8.0 1485
23 42 177 102 8.7 1545

2200 27 49 188 114 7.8 1475

25 44 180 105 8. 5 1525
23 39 171 96 9. 2 1575
21 34 160 88 10. 1 1620
19 28 145 78 11.4 1650

Figure 6-7 (Sheet 4 of 8).

6-9
 EXTENDED RANGE MIXTURE
Standard Conditions ~ Zero Wind ~ Gross Weight- 4700 Pounds

14,000 FEET
888 LBS (NO RESERVE )
TOTAL
% TAS LBS / ENOR . RANGE
RPM MP BHP MPH HOUR HOURS MILES

2450 33 74 223 157 5. 7 1265

31 70 219 149 6.0 1305
29 65 213 140 6. 4 1355
27 60 206 130 6.8 1405
25 54 198 121 7.4 1460
23 48 189 110 8.0 1520

2400 33 72 221 152 5.8 1290

31 68 216 144 6. 2 1330
29 63 210 136 6. 6 1380
27 57 203 127 7. 0 1425
25 52 195 117 7.6 1475
23 46 186 107 8.3 1540

2300 31 63 212 136 6.5 1385

29 58 206 128 6. 9 1425
27 53 199 120 7.4 1470
25 48 19 1 111 8. 0 1525
23 42 182 102 8. 7 1585
21 37 171 92 9.6 1640

2200 25 44 185 105 8. 5 1570

23 39 175 96 9.2 1620
21 34 165 87 10.2 1670
19 28 150 78 11. 4 1715

Figure 6-7 (Sheet 5 of 8).

6-10
 ERFORM

EXTENDED RANGE MIXTURE

Standard Conditions~ Zero Wind~ Gross Weight- 4700 Pounds

16,000 FEET
8 8 8 l BS (NO RESERVE)
TOTAL
% TAS lBS/ ENDR . RANGE
RPM MP BHP MPH HOUR HOURS MILES

2500 33 76 229 161 5, 5 1260

31 72 224 153 5.8 1305
29 67 219 144 6. 2 1350
27 62 212 134 6.6 1410
25 55 203 124 7. 2 1455
23 49 194 113 7.8 1515

2400 33 71 225 151 5. 9 1320

31 67 220 144 6. 2 1360
29 63 214 135 6. 6 1410
27 57 207 126 7.0 1455
25 52 199 117 7. 6 1505
23 46 189 107 8. 3 1565

2300 29 58 211 128 7. 0 1465

27 53 204 120 7. 4 1510
25 48 196 111 8. 0 1570
23 42 187 102 8.7 1635
21 37 177 92 9, 6 1695
19 31 164 82 10.8 1770
17 25 147 72 12. 3 1810

2200 23 39 180 96 9.2 1665

21 34 170 87 10.2 1730
19 28 157 78 11. 4 1790

Figure 6-7 (Sheet 6 of 8).

6-11
j
 EPERFORMAN

EXTENDED RANGE MIXTURE

Standard Conditions..::::::,._ Zero Wind..::::::,._ Gross Weight- 4700 Pounds
18,000 FEET
888 LBS (NO RESERVE)
TOTAL
% TAS LBS/ ENDR. RANGE
RPM MP BHP MPH HOUR HOURS MILES

2500 33 76 233 160 5. 5 1290

31 72 228 152 5.8 1330
29 67 222 143 6.2 1380
27 61 214 133 6.7 1430
25 55 205 124 7. 2 1475
23 49 194 113 7,8 1525

2400 33 71 228 150 5. 9 1350

31 67 223 143 6.2 1390
29 62 217 134 6.6 1430
27 57 209 126 7.1 1475
25 51 201 117 7,6 1520
23 46 190 107 8.3 1570

2300 27 53 204 119 7.4 1520

25 48 196 111 8.0 1570
23 42 185 102 8.7 1615
21 37 172 93 9.6 1650
19 31 154 82 10.8 1655
17 25 124 73 12.2 1515

2200 21 34 163 87 10. 2 1660

19 28 142 78 11. 4 1620

Figure 6-7 (Sheet 7 of 8).

6-12
 EXTENDED RANGE MIXTURE
Standard Conditions~ Zero Wind~ Gross Weight- 4700 Pounds

20,000 FEET
888 LBS (NO RESERVE)
TOTAL
% TAS LBS/ ENOR. RANGE
RPM MP BHP MPH HOUR HOURS MILES

2600 31 76 236 160 5. 5 1305

29 71 229 151 5. 9 1350
27 65 221 140 6. 3 hl'O
25 59 211 130 6. 9 1445
23 53 199 119 7.4 1480
21 46 184 108 8. 2 1510

2500 33 75 236 159 5. 6 1320

31 71 230 150 5. 9 1360
29 66 224 142 6. 3 1405
27 61 216 132 6. 7 1450
25 55 207 123 7. 2 1490
23 49 196 113 7.8 1535

2400 31 66 225 141 6. 3 1415

29 61 219 133 6. 7 1455
27 56 211 125 7.1 1495
25 51 202 117 7. 6 1535
23 46 190 107 8.3 1570
21 40 175 98 9.1 1590
19 34 154 88 10.1 1560

2300 23 42 182 102 8.7 1585

21 37 166 93 9. 6 1590

Figure 6-7 (Sheet 8 of 8).

6-13
a>
....
~
I

LANDING DATA
LANDING DISTANCE WITH FULL FLAPS ON A HARD SURFACED RUNWAY
I

GROSS lAS
@ S. L. & 59°F @ 2500 FT. & 50°F @ 5000 FT. & 4!°F @ 7500 FT. & 32°F @ 10,000 FT. & 23'F J
WEIGHT @50 ' TOTAL
TOTAL TOTAL TOTAL TOTAL ,
POUNDS MPH GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR '
ROLL 50 FT. OBS. ROLL 50 FT. OBS. ROLL 50 FT. OBS. ROLL 50 FT. OBS. ROLL 50 FT. OBS.

4465 93 795 1675 855 1785 925 1905 995 2035 1075 2180

NOTES: 1. Distances shown are based on zero wind, power off, and heavy braking.
2. Reduce landing distances IO'"o for each 5 knots headwind.
3. For operation on a dry, grass runway, increase distances (both "ground roll" and "total to
clear 50 ft. obstacle") by 25% or the "total to clear 50 ft. obstacle" figure.

Figure 6-8.
>

Section f/1
--~============~-~~---------->-.-
OPTIONAL SYSTEMS

This section contains a description, operating procedures, and per-

formance data (when applicable) for some of the optional equipment which
may be installed in your Cessna. Owner's Manual Supplements are pro-
vided to cover operation of other optio:1al equipment systems when in-
stalled in your aircraft. Contact your Cessna Dealer for a complete list
of available optional equipment.

COLD WEATHER EQUIPMENT

GROUND SERVICE PLUG RECEPTACLE.

A ground service plug receptacle may be installed to permit the use
of an external power source for cold weather starting and during lengthy
maintenance work on the aircraft electrical system (with the exception of
electronic equipment).

NOTE
Electrical power for the aircraft electrical circuits is
provided through a split bus bar having all electronic
circuits on one section of the bus; and lighting and gen-
eral electrical circuits on the other section of the bus.
When an external power source is connected, a split
bus contactor automatically removes power from the
electronic section of the split bus to protect against
damage to the transistors in the electronic equipment
by transient voltage from the power source. Therefore,
the external power source can not be used when check-
ing electronic components.
Just before connecting an external power source (generator type or bat-
tery cart), the battery switch should be turned on.

7-1
J
 The ground service plug receptacle circuit incorporates a polarity
reversal protection. Power· from the external power source will flow
only if the ground service plug is correctly connected to the aircraft. If
the plug is accidentally connected backwards, no power will flow to the
aircraft electrical system, thereby preventing any damage to electrical
equipment.

The battery and external power circuits have been designed to com-
pletely eliminate the need to "jumper" across the battery contactor to
close it for charging a completely "dead" battery. A special fused circuit
in the external power system supplies the needed "jumper" across the
contacts so that with a "dead" battery and an external power source ap-
plied, turning on the battery switch will close the battery contactor.

DE-ICING SYSTEM I
Pneumatic de-icing boots are available as optional equipment for in-
stallation on the leading edges of the wings and horizontal stabilizer.
Controls for the de-icing system consist of a spring-loaded on-off rocker
switch on the left switch and control panel, a pressure indicator light ad-
jacent to the switch, and a 5 -amp circuit breaker switch on the circuit
breaker panel.

Intentional flight into known icing conditions is prohibited in this air-

craft regardless of installed ice protection equipment. During instrument
flights, however, icing conditions may be encountered inadvertently and
therefore some corrective action will be required.

BEFORE ENTERING THE AIRPLANE.

Make an exterior inspection to check de-icing boots for tears, abra-
sions, and cleanliness. Boots must be cleaned and damage repaired prior
to flight.

7-2
--
DURING ENGINE RUN-UP.
(1) Depress spring-loaded de-icing switch labeled WING DEICE to
the ON position and check inflation and deflation cycles. The pressure
indicator light labeled DEICE PRESSURE should be on during the in-
flation part of the cycle (approximately 5 seconds).
(2) Check boots visually for complete deflation to the vacuum hold-
down condition,

IN FLIGHT.
(1) When ice has accumulated to approximately 1/2 inch thick on the
leading edges, depress the de-icing switch to the ON position.
(2) If all ice has not been removed after the first cycle, hold switch
down on an immediate subsequent cycle until the de-ice boots appear
to be fully inflated.

NOTE

Additional de-ice boot pressure may be obtained, for opera-

tions above 10, 000 feet, by holding down the spring-loaded
de-ice switch for an additional time period (as much as 15
seconds if necessary).

(3) Releasing the switch should cause the de-ice boots to deflate
immediately.
(4) If ice accumulates again, repeat the above de-icing procedure.

AFTER LANDING.
Check de-icing boots for damage and cleanliness. Remove any accu-
mulations of engine oil or grease.

OPERATING DETAILS
Cycling the de-icing boots produces no adverse aerodynamic effects
in any attitude within the allowable flight limitations.

De-icing boots are intended for removal of ice after it has accumu-
lated rather than to prevent its formation. If ice accumulation is slow,

7-3
best results can be obtained by not using the de-icing system until approxi-
mately 1/2 inch of ice has accumulated. Clear this accumulation with one
or two cycles of operation. Do not repeat de-icing procedure until ice
has again accumulated.

Continual cycling of the de-ice system is not recommended as this

may cause ice to form outside the contour of the inflated boots, prevent-
ing its removal.

EMERGENCY OPERATION.
In the event the de-icing boots do not deflate within 20 seconds after
releasing the spring-loaded WING DEICE switch, promptly pull out the
DEICE circuit breaker switch. Alternatively, the battery switch may be
turned off until the boots have deflated.

IMPORTANT

If the de-ice boots are allowed to remain fully inflated

for a period longer than five minutes (due to a timer
failure), both de-ice (vacuum) pumps will overheat and
become inoperative.

DE-ICER BOOT CARE

De-icing boots have a special electrically-conductive coating to bleed
off static electricity which causes radio interference and could perforate
the boots. Fueling and other servicing should be done carefully to avoid
damage to the conductive coating or tearing of the boots.

Keep boots clean and free from oil and grease which can swell the
rubber. Wash boots with mild soap and water, using benzol or unleaded
gasoline to remove stubborn grease. Do not scrub boots and be sure to
wipe off all solvent before it dries.

Small tears and abrasions can be repaired temporarily and ti1e con-
ductive coating can be renewed, without removing the boots. Your Cessna
Dealer has the proper materials and know-how to do this correctly.

7-4
 ICE DETECTOR LIGHT
An ice detector light may be installed to facilitate the detection of
wing ice at night or during reduced visibility.

The ice detector light system consists of a rocker-type switch labeled

DEICE LIGHT located on the left switch and control panel, and a light
positioned on the upper left side of the fuselage forward of the wing to
illuminate the leading edge of the wing. To operate the light, place the
switch in the ON position.

[ WINDSHIELD ANTI-ICING SYSTEM

An electrically heated glass panel is available as optional equipment.
This heated glass panel is 11. 0 inches high and 5. 5 inches wide and mounts
to the cowling at the base of the windshield in front of the pilot. Quick
disconnects are used to facilitate ease of installation and removal. A
padded cover is provided for its protection when stored. Its size allows
it to be carried in the seat back when not in use.

Windshield anti-icing is controlled by a rocker-type switch located

on the left switch and control panel. To protect against overheating the
windshield when the aircraft is on the ground, power cannot be supplied
to the glass panel unless the front engine is operating.

The heated glass panel should be installed whenever icing conditions

are a possibility on a proposed flight, especially if the freezing level is
near or at the surface. Turn on the system several minutes in advance of
its need, since it may become ineffective if a large accumulation of ice is
allowed to form first.

7-5
j
 PROPELLER ANTI-ICE SYSTEM
A propeller anti-ice system is available. The system is operated by
a rocker type switch located on the left hand switch and control panel.
When the switch is placed in the ON position, current flows to an anti-ice
timer which supplies electric power in cycles every 30 seconds to elements
in the anti -icing boots located on the propeller blades of the front engine
(anti-icing required on front engine only). Operation of the anti-ice sys-
tem can be checked by a propeller anti-ice ammeter located on the ex-
treme right side of the instrument panel. The system is protected by a
circuit breaker located in the circuit breaker panel.

NORMAL OPERATION.
(1) Battery Switch-- ON.
(2) Propeller Anti-Ice Circuit Breaker -- CHECK IN.
(3) Propeller Anti-Ice Switch-- ON.
(4) Propeller Anti-Ice Ammeter -- CHECK in green arc range (7 to
12 amps) .
NOTE
To check the heating elements and the anti-ice timer for
one complete cycle, the system must be left on for ap-
proximately 1 1/ 2 minutes. Ammeter readings must re-
main in the green arc except during momentary cycle
change. Both sets of heating elements can be checked
more quickly by cycling the' prop anti-ice switch on and
off at least twice while observing the prop anti-ice am-
meter for a proper reading each time the switch is turned
on.
IMPORTANT
If the ammeter indicates wmsually high or low amperage
during the 30 second cycle of operation, a malfunction
has occurred and it is imperative that the system be
turned off. Uneven anti-icing may result, causing pro-
peller unbalance and engine roughness.

(5) When anti-icing is no longer needed, move propeller anti-ice

switch to the off position.

7-6
 I RADIO SELECTOR SWITCHES
RADIO SELECTOR SWITCH OPERATION.
Operation of the radio equipment is normal as covered in the respec-
tive radio manuals. When more than one radio is installed, an audio
switching system is necessary. Audio switching is accomplished by a
series of radio selector switches located at the top- center of the instru-
ment panel. They a re rectangular in shape, internally lighted, and the
face of each switch is labeled to define the system it controls. The sel-
ector switches have one function when depressed and another function when
extended. They are designed to lock when pushed in to the depressed
position; they can be extended by pressing full in and allowing them to re-
lease to the extended position. Certain combinations of switches are
interlocked to prevent more than one ~stem from being utili zed at the
same time. Depressing one interlocked switch automatically disengages
the others. All of the selector switches are lighted anytime the master
switch is turned on. When a switch is depressed, its light becomes
brighter . The light intensity of a depressed switch can be controlled
with the rheostat labeled DIM AUDIO SW BRT just below the selector
switches. The following information describes the various selector
switch functions.

TRANSMITTER SELECTOR SWITCH.

When two transmitters are installed, the microphone must be switch-
ed to the transmitter the pilot has sele~ted for use. To accomplish this,
interlocking transmitter selector switches labeled TR 1 and TR 2 are pro-
vided. TRl selects the upper transmitter and TR2 selects the lower trans-
mitter.
The installation of Cessna radio equipment provides certain audio
back-up capabilities and transmitter selector switch functions that the
pilot should be familiar with. When the transmitter selector switch la-
beled TR 1 or TR 2 is depressed, the audio amplifier of the corres-
ponding transceiver is utilized to provide the speaker audio for all radios.
If the audio amplifier in the selected transceiver fails, as evidenced by
loss of speaker audio for all radios, depress the transmitter selector
switch for the transceiver not in use. Since an audio amplifier is not
utilized for headphones, a malfunctioning amplifier will not affect head-
phone operation.

7-7
 r

'
RADIO SELECTOR SWITCHES
TYPICAL ARRANGEMENT WITH NAVOMATIC 400A AUTOPILOT
AUTOPILOT
BACK COURSE
SELECTOR SWITCH
~

OIBKl IAPI
P IAP1
P
~~ ~~ 1 2
~
SPEAKER -HEADPHONE SELECTOR AUTOPILOT-
SWITCIIES OMNI SWITCHES
TRANSMITTER
SELECTOR {Switches controJ s peake r· head-
SWITCHES phone function of communication
and nav1gat1on radlo equipment)

TYPICAL ARRANGEMENT WITHOUT AUTOPILOT

Figure 7-1.

SPEAKER-PHONE SWITCHES.
The speaker-phone switches such as COM 1, NAV 1 (400 series
radios), or REC 1, REC 2 (300 series radios) determine whether the out-
'r put of the receiver in use is fed to the headphones or through the audio
amplifier to the speaker. Depress the switch for the desired receiver to
obtain speaker operation, or release it if headphone operation is desired.

AUTOPILOT -OMNI SWITCHES.

When a Navomatic 400 or 400A autopilot is installed with two com-
patible omni receivers, two autopilot-omni switches labeled AP 1 and
AP 2 are utilized. These switches select the omni receiver to be used
for the omni course sensing function of the autopilot. This is accom-
plished by depressing the selector switch corresponding to the receiver
which is to be used.

7-8
 If the Navomatic 400A is installed, an additional selector switch is
required. This switch is labeled BK CRS and is used in conjunction with
the AP 1 or 2 switches . In 't he event of a back course approach, select
the omni to be used and depress the BK CRS switch. This will cause the
omni indicator to read the same as during a front course approach.

MICROPHONE - HEADSET
A microphone-headset combination is offered as optional equipment.
Using the microphone headset and a microphone keying switch on the left
side of the pilot's control wheel, the pilot can conduct radio communica-
tions without interrupting other control operations to handle a hand-held
microphone. Also, passengers need not listen to all communications.
The microphone and headset jacks are located near the lower left corner
of the instrument panel.

STATIC DISCHARGERS
If frequent IFR flights are planned, installation of optional static dis-
chargers is recommended to improve radio communications during flight
through dust or various forms of precipitation (rain, freezing rain, snow
or ice crystals). Under these conditions, the build-up and discharge of
static electricity from the trailing e dges of the wings, rudders, elevator,
propeller tips , and radio antennas, can res ult in loss of usable radio sig -
nals on all communications and navigation radio equipment. Usually the
ADF is first to be affected and VHF communication equipment is the last
to be affected.

Installation of static dischargers reduces interference from precipi-

tation static, but it is possible to encounter severe precipitation static
conditions which might cause the loss of radio signals, even with static
dischargers installed. Whenever possible, avoid known severe precipi-
tation areas to prevent loss of dependable radio signals. If avoidance is
impractical, minimize airspeed and anticipate temporary los s of r a dio
signals while in these areas.

7-9
 OXYGEN SYSTEM
A solid state emergency oxygen system is offered as optional equip-
ment. A small oxygen generator is provided for the pilot and front seat
passenger while a larger generator is provided for the second row and
fifth seat passengers.
The generators and oxygen masks are located on the aircraft center-
line above the headliner. The generators contain solid chemicals which,
when activated, provide an oxygen supply for approximately 15 minutes
from each generator. A lanyard is provided in each stowage compartment
to activate the chemical process in the generator. After the chemical
reaction has been initiated, the flow of oxygen will continue until the gene-
rator is entirely expended. Once expended, they must be replaced.

Amber lights are located in the overhead console to indicate that

oxygen is being supplied by the generator or has been expended. These
lights, therefore, indicate the oxygen availability during the preflight
inspection, provided the battery switch is turned ON. An illuminated
amber light during preflight indicates the need to replace the oxygen gene-
rator, if it is desired to have emergency oxygen available for the planned
flight.

Flow indicators are provided in the lines to the pilot, front seat pas-
senger, and one of the rear seat passengers. A green color indicates an
adequate flow of oxygen. A red color indicates an inadequate or no oxy-
gen flow. Disposable partial rebreathing type masks are provided.

OXYGEN SYSTEM OPERATION.

Prior to each flight, turn on the battery switch and check the oxygen
warning lights to check the oxygen generators since they may have been
expended on the previous flight. Also check that the face masks and hoses
are accessible and in good condition.

NOTE

For safety reasons, no smoking should be allowed

in the aircraft while oxygen is being used.
7-10
 In the event that the emergency oxygen system is needed, proceed
as follows:

(1) Mask Compartment -- OPEN.

(2) Mask -- PUT ON and ADJUST metallic nose strap for a snug fit.
(3) Lanyard -- PULL.
(4) Flow Indicator -- CHECK for a green indication.
(5) Cabin Altitude -- REDUCE to 10, 000 feet or lower before the
15-minute oxygen supply is entirely depleted.

TRUE AIRSPEED INDICATOR

A true airspeed indicator is available to replace the standard air-

speed indicator normally used in the aircraft. Th~ installation consists
of an instrument containing two dials, an outside air temperature sensor,
and tubing connecting to the pitot head and the static air system.

The indicator senses airspeed, outside temperature, and barometric

pressure; then uses this information to automatically compute true air-
speed which is read on the dial labeled TAS. The instrument is also
equipped with a dial, labeled IAS, which gives indicated airspeed. True
airspeed or indicated airspeed is read directly from the instrument with-
out the use of any controls or special computation.

CESSNA ECONOMY MIXTURE INDICATOR

The Cessna Economy Mixture Indicator is an exhaust gas temperature

(EGT) sensing device which visually aids the pilot in adjusting the cruise
mixture. Exhaust gas temperature varies with fuel-to-air ratio, power
and RPM. However, the difference between the peak EGT and the EGT at
the cruise mixture setting is essentially constant and this provides a use-
ful leaning aid. Operating instructions are included in Section II.

7-11
 ELECTRIC ELEVATOR TRIM SYSTEM
An electric trim system is available to facilitate trimming the air-
craft. The system is controlled by a slide-type trim switch on the top
of the left control wheel grip and a disengage switch located on the l eft
side of the control wheel pad adjacent to the autopilot disengage switch.
Pushing the trim switch to the forward position, labeled DN, moves the
elevator trim tab in the " nose down" direction; conversely, pulling the
switch aft to the UP position moves the tab in the "nose up" direction.
When the switch is released, it automatically returns to the center off
position, and elevator trim tab motion stops. The disengage switch,
labeled ELEC TRIM DISENGAGE, removes all electrical power from the
system when placed in the OFF position.

A servo unit, (which includes a motor and chain-driven, solenoid-

operated clutch) in the right tail boom, actuates the trim tab to the select-
ed position. When the clutch is not energized (trim switch off) the elec-
tric portion of the trim system freewheels so that manual operation is not
affected. It also freewheels while the wing flaps - elevator tab intercon-
nect system is operating. The electric trim system can be overpowered
at any time by manually rotating the trim wheel, thus overriding the servo
that drives the electric trim tab.

NORMAL OPERATION.
To operate the electric elevator trim system, proceed as follows:
(1) Battery SWitch-- ON.
(2) Elevator Trim Disengage SWitch-- ON.
(3) Trim SWitch -- ACTUATE as desired.
(4) Elevator Trim Position Indicator -- CHECK.
NOTE
To check the operation of the disengage switch, actuate
the elevator trim switch with the disengage switch in
the OFF position. Observe that the manual trim wheel
and indicator do not rotate when the elevator trim switch
is activated.

EMERGENCY OPERATION.
(1) Elevator Trim Disengage SWitch-- OFF .
(2) Manual Trim-- AS REQUIRED.

7-12
 APPROACH PLATE HOLDER
A black plastic approach plate holder is available to hold approach
plates on top of the pilot's control wheel. The holder is easily installed
and removed as it is held in place with a hook and pile-type fastener.
An optional approach plate light and switch, which are positioned in the
glare shield just above the control wheel, can be installed in conjunction
with the approach plate holder. The switch turns the light on and off,
and light intensity is controlled by the INST-PANEL LTS control knob.

CONVENIENCE TABLE
A fold-away convenience table is available as optional equipment for
the left center row seat. This table mounts to the left sidewall and a
specially designed center armrest.

It should be removed and stowed in one of the front row seat backs
during take-off and landing.

7-13
 ALPHABETICAL INDEX
A Cabin Altitude/ Differential
Accelerate-Stop Data, 6-3
After Landing, 1-9
Aircraft,
altitude limitation, 4-2
file, 5-5
ground handling, 5-1
mooring, 5-1
securing, 1-9
Airspeed Correction Table, 6-1
Airspeed Indicator, True, 7-11
Airspeed Indicator Markings, 4-2
Airspeed Limitations, 4-2
Alternate Source Valve, Static
Pressure, 2-38
Alternator Restart Switch, 2-5
Alternator Switches, 2-5
Alternator Warning Lights, 2-9
Altitude Selector, Cabin, 2-22
Anti-Icing System, Windshield, 7-5
Approach Plate Holder, 7-13
Authorized Operations, 4-1
Autopilot-Omni Switches, 7-8
Auxiliary Fuel Pump Switches, 2-3
B Capacity,
Baggage Net, 4-7
Balked Landing, 1-9, 2-48
Battery Discharge Light, 2-10
Battery Switch, 2-5
Before Landing, 1-8, 2-47
Before Starting Engines, 1-4
Before Take-Off, 1-5, 2-40
c Center of Gravity Moment Envelope,
Cabin Altitude Selector, 2-22
Pressure Indicator, 2-24
Cabin Altitude vs Aircraft
Altitude Data, 2-26
Cabin Altitude Warning Light, 2-24
Cabin Differential Pressure
Indicator, 4-3
Cabin Door Operation, 2-36
Cabin Heating, Ventilating and
Defrosting System, 2-27
cabin temperature control
lever, 2-28
cabin ventilation, 2-29
defroster control lever, 2-28
forward passenger auxiliary
air switch, 2-29
general heater operation
notes, 2-29
heater operating procedure
for heating and defrosting,
2-28
heater operation, 2-28
Cabin Pressurization Switch, 2-22
Cabin Rate-of-Climb Indicator, 2-23
Cabin Temperature Control Lever,
2-28
Cabin Ventilation, 2-29
fuel, inside back cover
oil, inside back cover
Care,
exterior, 5-3
interior, 5-4
landing gear, 5-4
propeller, 5-4
Cargo Tie-Down, 4-5
tie-down attachments, 4-6
4-11
Cessna Customer Care Prop
Cessna Progressive Care, 5-7
Circuit Breakers and Fuses, 2-8
Climb,
data, 2-43.
enroute, 1-6, 2-43
maximum rate-of-climb data
chart, 6-4
maximum performance, 1-7
normal, 1-6, 6-5
twin engine climb speeds chart,
2-43
Cold Weather Equipment, 7-1
ground service plug receptacle,
7-1
Cold Weather Operation, 2-49
Continued Take-Off With Engine-
Out, 3-4
Convenience Table, 7-13
Correction Table, Airspeed, 6-1
Cowl Flap System, 2-15
Crosswind Landing, 2-48
Cruise, 1-7, 2-44
leaning with EGT, 2-46
Cruise Performance Charts, 2-44,
6-6 thru 6-13
Customer Care Program, Cessna,
5-8
Cylinder Head Temperature Gages,
4-3
D 7-12
De-Icing System, 7-2
after landing, 7-3
before entering airplane, 7-2
de-icer boot care, 7-4
during engine runup, 7-3
emergency operation, 7-4
in flight, 7-3
operating details, 7-3
Defrosting, Heating and Ventilating
System, 2-27
defroster control lever, 2-28
Index-2
Diagram,
baggage net, 4-7
center of gravity moment
envelope, 4-11
cargo tie-down attachments,
4-6
electrical system, 2-6, 2-7
ELT control panel, 3-25
exterior inspection, 1-2, 1-3
fuel system, 2-2
instrument panel, 1-10
loading arrangements, 4-8
loading graph, 4-10
maximum glide, 3-9
pressurization system, 2-18,
2-19
principal dimensions, ii
radio selector switches, 7-8
sample loading problem, 4-9
take-off profiles, 3-2
Dimensions, Principal, ii
Discontinued Take-Off Procedure,
3-4
Ditching, 3-10
E
Economy Mixture Indicator, 7-11
leaning, 2-46
Electric Elevator Trim System,
emergency operation, 7-12
normal operation, 7-12
Electrical Power Supply System
Malfunctions, 3-19
battery discharge condition,
3-21
low voltage condition, 3-20
over-voltage condition, 3-19
total loss of electrical power,
3-21
Electrical System, 2-4
alternator restart switch, 2-5
 alternator switch, 2-5
alternator warning lights, 2-9
battery discharge light, 2-10
battery switch, 2-5
circuit breakers and fuses, 2-8
malfunctions, 3-19
over-voltage test switch, 2-8
over-voltage warning light,
2-10
schematic, 2-6, 2-7
turn-and-bank test light, 2-10
warning lights, 2-9
Emergencies, Pressurization
System, 3-21
Emergency Descent Procedures,
3-23
in rough air conditions, 3-23
in smooth air conditions, 3-23
Emergency Hand Pump, 2-17
Emergency Locator Transmitter
(ELT), 3-24
ELT operation, 3-24
Empty Weight, inside front cover
Engines,
before starting, 1-4
instrument markings, 4-3
oil, inside back cover
operation limitations, 4-2
starting, 1-4, 2-39
Engine Failure, 3-1
continued take-off with engine
out, 3-4
discontinued take-off procedure,
3-4
engine failure during take-off,
3-1
engine-out during flight, 3-5
Engine Operation Limitations, 4-2
' Engine Restarts in Flight, 3-7
Enroute Climb, 1-6, 2-43
maximum performance, 1-7
normal, 1-6
Equipment, Cold Weather, 7-1
Exterior Care, 5-3
Exterior Inspection Diagram, 1-2,
1-3
Exterior Lighting, 2-10
F
File, Aircraft, 5-5
Fires, 3-10
electrical fire in flight, 3-12
engine fire during start on
ground, 3-10
engine fire in flight, 3-11
Flight in Icing Conditions, 3-12
Flyable Storage, 5-6
Forced Landings, 3-8
ditching, 3-10
precautionary landing with
engine power, 3-9
without engine power, 3-8
Front Engine Pressurization
System, 2-19
Fuel System, 2-1
auxiliary fuel pump switches,
2-3
capacity, inside back cover
fuel flow indicator, 4-3
fuel grade, inside back cover
fuel quantity indicators, 4-3
schematic, 2-2
Fuses and Circuit Breakers, 2-8
G
Graph, Loading, 4-10
Gross Weight, inside front cover
Ground Handling, 5-1
H
Handling Aircraft on Ground, 5-1
Harnesses, Shoulder, 2-34
Index-3
 Headset-Microphone, 7-9
Heat Exchanger Controls, 2-23
Heater Switch, 2-27
Heating, Ventilating and Defrosting
System, Cabin, 2-27
Ice Detector Light, 7-5
Indicator, Cabin Altitude/ Differen-
tial Pressure, 2-24
Indicator, Cabin Rate-of-Climb,
2-23
Indicator, Economy Mixture, 7-11
Indicator, Fuel Flow, 4-3
Indicator, Fuel Quantity, 4-3
Indicator, True Airspeed, 7-11
Inspection Requirements, 5-7
Instrument Markings, 4-3
Instrument Panel Diagram, 1-10
Integrated Seat Belt/Shoulder
Harnesses with Inertia Reels,
2-35
Interior Care, 5-4
Interior Lighting, :,. ·11
L Limitations, Aircraft Altitude, 4-2
Landing, 1-9, 2-48
after, 1-9
balked, 1-9, 2-49
before, 1-8, 2-48
crosswind, 2-48
data, 6-14
forced, 3-8
precautionary with power, 3-9
short field, 2-48
Landing Gear Care, 5-4
Landing Gear Door Operation (Air-
plane on Ground), 2-18
Landing Gear Malfunction Proce-
dures, 3-15
extension malfunctions, 3-16
Index-4
landing with defective nose
gear, 3-18
landing with partially extended
main gear, 3-18
landing without positive indica-
tion of gear locking, 3-17
manual landing gear extension,
3-16
retraction malfunctions, 3-15
Landing Gear System, 2-16
emergency hand pump, 2-17
landing gear switch, 2-16
operation of landing gear door,
(airplane on ground), 2-18
Landing Gear Servicing, inside
back cover
hydraulic fluid reservoir,
inside back cover
main/nose wheel tire pressures,
inside back cover
nose gear shock strut servicing,
inside back cover
Landing Gear Switch, 2-16
Let-Down, 1-8, 2-47
Lighting Equipment, 2-10
exterior lighting, 2-10
interior lighting, 2-11
Limitations, Airspeed, 4-2
Limitations, Engine Operation, 4-2
Loading Aircraft, 4-5
Loading Arrangements Diagram,
4-8
Loading Graph, 4-10
Loading Problem, Sample, 4-9
Low Oil Pressure, 3-14
M
MAA Plate/Finish Trim Plate, 5-5
Magneto Malfunction, 3-14
Maneuvers-Normal Category, 4-1
Manifold Pressure Gage, 4-3
Markings, Airspeed Indicator, 4-2
Markings, Instrument, 4-3
Maximum Glide Data, 3-9
Maximum Performance Climb, 1-7
Maximum Performance Take-Off,
1-6
Maximum Rate-Of-Climb Data
Chart, 6-4
single-engine, 6-4
twin-engine, 6-4
Microphone- Headset, 7-9
Moment Envelope, Center of Gravity,
4-11
Mooring Your Airplane, 5-1
N 3-9
Noise Abatement, 2-50
Normal Category Maneuvers, 4-1
Normal Climb, 1-6
data, 6-5
Normal Take-Off, 1-5
Nose Gear Shock Strut, inside back
cover
0 Pressurization System Emergencies,
Oil System,
capacity, inside back cover
oil/filter change, inside back
cover
oil grade, inside back cover
pressure gages, 4-3
temperature gages, 4-3
Operation, Cold Weather, 2-49
Operation of Landing Gear Doors
(Airplane on Ground), 2-18
Operation Limitations, Engine, 4-2
Operations Authorized, 4-1
Overheat and Combustion Air Pres-
sure Safety Switches and Warning
Light, 2-28
Over-Voltage Test Switch, 2-8
Over-Voltage Warning Light, 2-10
Owner Follow-Up System, 5-10
publications, 5-10
Oxygen System, 7-10
operation, 7-10
servicing, inside back cover
p
Parking Brake System, 2-18
Painted Surfaces, 5-3
Performance-Specifications,
inside front cover
Precautionary Landing with Power,
Pressurization Controls and Indi-
cators, 2-22
Pressurization System, 2-19
front engine system, 2-19
pressurization controls and
indicators, 2-22
pressurization system operation,
2-24
rear engine system, 2-19
schematic, 2-2 0, 2-21
3-21
impending failure of window or
door, or cabin over-pressure
(above 3. 5 PSI), 3-22
loss of pressurization source
due to engine failure, 3-22
pressurized air contamination,
3-21
pressurized air contamination-
known source, 3-22
pressurized air contamination-
unknown source, 3-22
Pressurized Air Dump Valve Con-
trols, 2-23
Principal Dimensions Diagram, ii
Progressive Care, Cessna, 5-7
Index-5
Propeller,
anti-ice system, 7-6
care, 5-4
Propeller Synchrophaser, 2-13
Propeller Synchroscope, 2-12
Publications, 5-10
R Static Dischargers, 7-9
Radio Selector Switches, 7-7
autopilot-omni switches, 7-8
diagram, 7-8
selector switch operation, 7-7
speaker-phone switches, 7-8
transmitter selector switch, 7-7 Synchroscope, Propeller, 2-12
Rate-of-Climb Indicator, Cabin,
2-23
Rear Engine Pressurization System,
2-19
Rough Engine Operation or Loss of
Power, 3-14
low oil pressure, 3-14
magneto malfunction, 3-14
spark plug fouling, 3-14
s parking brake, 2-18
Sample Loading Problem, 4-9
Securing Aircraft, 1-9
Servicing Requirements, 5-8, inside
back cover
engine oil, inside back cover
fuel, inside back cover
landing gear, inside back cover Table of Contents, iii
Short Field Landing, 2-48
Shoulder Harnesses, 2-43
Simulated Engine-Out Emergency
Procedures, 3-6
Single-Engine Approach, 3-7
Single-Engine Go-Around, 3-8
Single-Engine Maximum Rate-of-
Climb Data, 6-4
Index-6
Single-Engine Operation, 3-6
Single-Engine Service Ceiling, 6-2
Spark-Plug Fouling, 3-14
Speaker-Phone Switches, 7-8
Spins, 3-23
Stalls, 2-47
speed chart, 6-2
starting Engines, 1-4, 2-39
static Pressure Alternate Source
Valve, 2-38
storage, Flyable, 5-6
Suction Gage, 4-3
Surfaces, Painted, 5-3
Synchrophaser, Propeller, 2-13
System,
cabin heating, ventilating and
defrosting, 2-27
cowl flap, 2-15
de-icing system, 7-2
electrical, 2-4
electric elevator trim, 7-12
fuel, 2-1
landing gear, 2 -16
owner follow-up, 5-10
oxygen, 7-10
pressurization, 2-19
turbocharged engine, 2-30
wing flap, 2-14
T
Tachometer, 4-3
Take-Off, 1-5, 2-41
before, 1-5, 2-40
data chart, 6-3
maximum performance, 1-6
normal, 1-5
Temperature Control Lever, Cabin,
2-28
 Taxiing, 2-40
Tire Pressure, inside back cover
Transmitter Selector Switch, 7-7
True Airspeed Indicator, 7-11
Turbocharged Engine System, 2-30
schematic, 2-31
Turbocharged Engine Operating
Characteristics, 2-33
altitude operation, 2-34
fuel flow variations with changes
in manifold pressure, 2-33
manifold pressure variation
with engine RPM, 2-33
momentary overhsoot of mani-
fold pressure, 2-34
Turn-and-Bank Test Light, 2-10
Twin-Engine Climb Speeds Chart,
2-43
Twin Engine Maximum Rate-of-
Climb Data, 6-4
w Wing Flap-Elevator Tab Intercon-
Warning Light, Cabin Altitude, 2-24
I~
Warning Lights, Electrical Systen-.
2-9
alternator warning lights, 2-9
battery discharge light, 2-10
over-voltage warning light,
2-10
turn-and-bank test light, 2-10
Weight,
empty, inside front cover
gross, inside front cover
Weight and Balance, 4-4
baggage and cargo tie-down
diagrams, 4-6, 4-7
center of gravity moment
envelope, 4-11
loading arrangements diagram,
4-8
loading graph, 4-10
loading the aircraft, 4-5
Windshield-Windows, 5-2
Windshield Anti-Icing System, 7-5
nect System, 2-15
Wing Flap System, 2-14
Index-7
 SERVICING REQUIREMENTS*
r

ENGINE OIL:
GRADE-- Aviation Grade SAE 50 Above 40°F .
Aviation Grade SAE 10W30 or SAE 30 Below 40 °F.
Multi-viscosity oil with a range of SAE 10W30 is recommended for
improved starting and turbocharger controller operation in cold
weather. Ashless dispersant oil, conforming to Continental Motors
Specification MHS-24A, must be used.
NaTE

Your Cessna was delivered from the factory with a cor-

rosion preventive aircraft engine oil. If oil must be
added during the first 25 hours, use only aviation grade
straight mineral oil conforming to Specification No.
MIL-L-6082.

CAPACITY OF ENGINE SUMPS-- 8 Quarts each.

Do not operate on less than 6 quarts for each engine. To minimize
toss of oil through breather, fill to 7 quart level for normal flights
of less than 3 hours. For extended flig·ht, fill to 8 quarts. These
quantities refer to oil dipstick level readings. During oil and oil
filter changes, one additional quart is required for each engine when
the standard filter elements are changed.
OIL AND OIL FILTER CHANGE--
After the first 2 5 hours of operation, drain engine oil sump, replace
filter element, and clean the oil suction strainer on each engine.
Refill sumps with straight mineral oil and use until a total of 50 hours
has accumulated or oil consumption has stabilized; then change to
dispersant oil. Drain the engine oil sumps, replace the filter ele-
ments, and clean the oil suction strainers each 50 hours thereafter .
The oil change interval may be extended to 100-hour intervals, pro-
viding the oil filter elements are changed at 50-hour intervals.
Change engine oil at least every 6 months even though less than the
recommended hours have accumulated. Reduce intervals for pro-
longed operation in dusty areas, cold climates, or when short flights
and long idle periods result in sludging conditions.
 SERVICING REQUIREMENTS*

.::uEL:
GRADE -- 100/ 130 Minimum Grade Aviation Fuel.
100/ 130 low lead aviation fuel with a lead content limited to 2 cc
per gallon is also approved.
CAPACITY EACH MAIN TANK -- 75.3 Gallons.

NOTE

To ensure complete filling of the four interconnected

tanks in each wing, fill the tanks slowly and re-top
after filling .

... ANDING GEAR:

NOb\.:. WHEEL TIRE PRESSURE-- 42 PSI on 15 x 6. 00-6, 4 . ...,ly · ated Tire
MAIN WHEEL T.IRE PRESSURE-- 55 RSI on 6. 00- 6, 8-P·f Rat .d Tires
70 ·..JSI on 18 x 5. 5, !l- Ply Rated Tires
NOSE GEAR SHOCK STRUT --
Keep filled with MIL- H- 5606 hyd ·aulic fluid and inflated with air to
35 PSI.
HYDRAULIC FLUID RESERVOIR- - Check and service with MIL-H-5606
hydraulic fluid.

OXYGEN:
PILOT/FRONT PASSENGER OXYGEN GENERATOR-- When expended,
replace with Part No. 801386-22.
REAR PASSENGER OXYGEN GENERATOR-- When expended, replace
with Part. No. 801386-32.

*For complete servicing requirements ,

refer to the aircraft Service Manual.

.I
" TAKE YOUR CE·~;Sti A 110ME
FOR SERV ICE AT 11;E SIGN
Of THE CESSNA SI' IELD".

III
\

CESSNA AIRCRAFT CCMPANY

WICH IT A , KANSA.