Beechcraft Debonair C33 User manual

1
CUeechcraft Debonair Model c3:3
\
OWNER'S MANUAL
1
1

IMPORTANT
(flease attach this Owner's Manual Supplement to the inside cover of the .
OWner's Manual or
other suitable location which is readily available to the
pilot.)
. ~
OWNER'S MANUAL
SUPPLEMENT
for
K35, M35, N35, P35, S35, V35, V35TC, V35A, V35ATC,V35B, V35B TC
33, AS3, B33, C33, E33, F33, G33, C33A, E33A, F33A, 36, A36.
The
follo . ~ing information supersedes the informatiori contained in the
Owner's Manuals for the above listed airplanes.
1: Maximum usable· fuel of each 25 or 24~ gallon main tank is 22
gallons.
Maximum usable fuel
of each 39 or 40 gallon main tank is 37 gallons.
3. Approximate reduction in range with füll fuel due to change in usable
fuel is:
a. 13%
on 22 gallon main ·tank system.
b. 9% on 37 gallon main
tank system.
4.
On Models K-35, M-35, 33, and A33 Owners Manuals, reduce range by
an additional 190 statute rniles to account for climb and 45 minutes
rese:r:ve at 45% maximum continuous power.
P/l'J 35-590118-17 lssued: February 11, 1972 . ,
~Weechcraft Debonair you should:
- :ii - - ~ . · ~ ,_ . ...
. tr" Y"'" "" ( '
Get ~~qnainted with your
airplane
Read al 1 of thi .s manual carefully to become fam i1 iar wi th
the operation of your new Debonai r.
K ee p yo ~ r airplane loo kin~
a nd r u n n~ ng lik e . n e~v
\ "
Know wh en to have y 'Q u'r Debonai r servi · \;ed insi de and out.
\ \
'ikechcr.aft Deb ~'li 1fr ' ~M -s ;:ser vice
r -....„ -„„_
· '.'_o~ r air pl a n e!l-s - · ~ f~Je 1~il is
your B eecL:~raft .
· ~ ~- - .. .. „__
Certified Servi~e Staitio1m
He'll be glad to answer your questions or discuss any
problems you may have concerning your airplane. The
operation, care and maintenance of your airplane after
its delivery to you is your responsibilfty. Your author-
ized Beechcraft Sales and Service Outlets have all the
current recommended modification, service and operational
procedures designed to get maximum utility and safety
from your airplane.
iii

. 1
"'~eneral Specif ications
ENGl~.U:
„tinental 6-cylinder, 10-470-K, fuel injection engine, rated at 225 hp at 2600 rpm.
PERFORMANCE
Maximum Cruising Speeds:
75%
power (2450 rpm) at7000 feet .•.. ..• .... • ....
70 % power (2450 rpm) at 9000 feet .. • . •..• .••.. . . .
65% power (2450 rpm) at 11,000 feet .... .• •........
Economical Cruising Speed:
, 50 % power (2100 rpm) at 10 ,000 feet .. •. ... . .•. . . . .
High Speed at Sea Level:
Full throttle (2600 rpm) .. .. .. .... . • · .• • · .. · · · •
Rate of
Cl im b at Se a Level:
(Rcted power, 225 hp) . . . ........ . . •. .........
Service 8eiling:
(100 f t. /n;:ri.) . , . .... . ...•. . . . ..•.. . ... ••.
_ Stalling Speed:
(Landing) with fi a ps .• - ... • •. • ... ...•.. .. · · ·
·
Cruising Range:
( lncludes allowance for warm-up, taxi, ta ke-off, climb,
and 45-minute reserve.)
50 %' power, 154 mph at 10,000 feet . •... . . . . .. ....•
Ta ke-off Distance (Sea Level, 20 ° Flaps):
185 mph
183 mph
180 mph
154 mph
195 mph
930 ft./min.
17,800 ft.
60 mph
650 mi. (49 gal.)
845 mi. (60 gal .)
1270 mi. (80 gal.)
Ground run . . .•............ . . . .• • .••... ... 982 ft.
Total over 50 feet • ..•.. . ... • .. . ...•....... . 1288 ft.
L a
nding Dis'tance (Sea Level, 30 ° Fl a ps):
Ground Roll . ......... . •..•.. . ••..... •... .. 643 ft
Total over 50 feet ... . . . ~ . . . • . . . . . . • . . . . • . . . 1298 ft.
The above perforrnan ce figures are the resu~ts of flight tes_ ts of the
Model C33 Debonair conducted by Beech Aucraft Corporat10n under
factory-controlled conditions, and will vary with individual airplane s
and the numerou s factors affecting fligh t performance.
BAGGAGE
Maximum 270 1bs.
WEIGHTS
Gro ss Wei gh t . . . . • • • . . . . . . . . . . . . • . • . . . . • • . . . . 30 50 1bs.
Empty Weight
.. . .. • ... . .•..•.•••. . •.....•.. • . 1780 1bs. .
(Empty weight includes standard instruments; cabin headings and venttl-
lating system with windshield defroster; individu al rear seats; constant
speed propeller; navig a tion, cabin, instrument, and landing lights .)
Useful lo ad ...•.•.... • . .• • • ••.•.•.... . •..•.• 1270 1bs.
Available weight for people, baggage, and optional equipment
with standard fuel cells full .•..•....... • ..•.... 948 lbs.
iv
- - - - -- - - - -- - -
WING AREA AND LOADINGS
Wi ng area • • . • . • . . . • • • • . • • • . • • . • • . • • • 177•6 s q. ~ t.
Wing loading, at gross weight .. • .•••••.••••.••. • •• 17.2 lbs. / ~q . ft.
Power loading, at gross weight. ••.•••••••••••••••.• 13.5 lb s./ hn
DIMENSIONS
Wlng span. ... .. . ....•.•..... • ......... . .... . 32 ft. 9.9 in.
Length . . • . . . . . . . . • • . . . . . • . .. . . . . . . . . • . . . . . . 25 f t. 6 i·n• ••
Height (Cabin) •. .•.. • • . .• . .....•• . .•...... . .. 6 ft. 6.5 in.
(Tai 1 Section) •...• . .....• . ..••.. .•. ..... 8 ft. 3 in.
CABIN DIMENSIONS
Cabin Length ... . . . ..... . . • ... .. .•...• .. . .... 6 ft. 11 in .
- -- -\:3--a :., ;;; width . .... .. . . ..•.. .. . . •.. ...•• . ... _• 3 ft. 6 in.
Cabin he
ight . . .. .•.. .. ...... . . . .. . • . .. .. •.. . 4 ft. 2 in.
Passenger door size . .. .. . ... . . . . ..... •• ..... .• 36 in. x 37 in.
Baggage door
size •. .•.. .... ... .. ..... ... . . .. • 22.5 in. x 18.5 in.
Baggage compartment
volume ..•...• ... . . .. ... .. .. 16.5 cu . ft.
With
Utility shelf .. . ...... .... • ... .. . ... . .. . 22. 4 CU . ft.
Baggage compartment maximum
loading . . . ..... .... ... 270 1bs.
PROPELLER Mm EQU!PMENT
Pmpell er -Aluminum alloy bl ades, hydraulically c ontrolled conti . nuously
variable pitch, diameter 84", with spinner and Wooaward hydrauli c
governo
r.
ENGINE EQUIPMENT
Starter
Generator (35-ampere) ·
Voltage regul ator
Fuel pump
Fuel inj ection
FUEL AND Oll CAPACITY
lnduction air filter
Cabin heater muffler
(sta i nless steel)
E xh au st m an i fo 1ds
( stai n1ess steel)
Fuel capacity in standard wing cells ... •• ••••.•••••• 49 gal. usable
Fuel capacity with optiorial wing cells . • .•• . • . •. .. .... 80 gal. usable
Oil capacity • ·; ••• • •••.•••••••••••••••• • ••••• _· 10 qt.
LANDING GEAR
Tricycle type w ith swiveling steerable nose wheel equipped with shimmy
dampener.
BEECHCRAFT a ir-oil struts on a ll wheels designed for smooth
taxiing and to withst and the shock created by landin g with a vertical descent
component of over 500 feet per minute. Main tires 6.00 x 6 size; nose wheel
tire 5.00 x 5 s ize. Wheels - BEECHCRAFT with ring-disc hydraulic bra kes.
V

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SECTION ·
Descriptive Information ............ . 1-1
SECTION II Operating Check Lists ......... „ ... 2-1
SECT I ON III Performance Specifications
and Limitations„„.„„„.„„„„„. 3-1
\ Ytrl (
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SECTION IV
Flying Your BEECHCRAFT
De bo na i r.. ..... . ......... ..... , ..... ... . 4-1
SECTIQN V Unusual Operating Conditions „ „. 5-1
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SECTION VI Operational Data .. „ „ .... .. ... . . . . „ 6-l
l- 9 FT 6.7 IN ·
SECTION VI 1 Servi eing and Maintenance„ . „„„ 7-l
vi

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As the owner öf a new
,,;,{fj - ,. , :· ~ ~.
.-.
K non· vdnr Dehonair~s
.•
perforn•ance and econom''
Suggestions and recommendations throughcut tn1s manual
can help you get the best performance from your airplane
with o ut sacrificing good economy . ~
I ;'"
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Read your Beechcraft
NEW AillPLANE W ABRANTY
'Ueechcraft Debonair Model C33
OWNER'S MANUAL
1 1
PUBLISHED BY PARTS AND SERVICE OPERA"rlONS
BEECH AIRCRAFT CORPORATION -WICHITA, KANSAS
33-590002-3 DECEMBER 4, 1964

List ol Effective Pages
TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 102
Title ............ .
Original
List of Effective Pages .
Original
' 1 i
through vi ....
Original
1-1• through 1 -19 .
Original
2-1 through 2-4 ..
Original
J
\ 3-1
through 3-5 . . . . . . . . . . . . . . . . . . . Original
4-1 through 4-13 .................. Original
5-1 through 5-7 .
Original
6-1 through 6-20 .................. Original
7-1 through 7-21 .................. Original
A
SECTION 1
Descriptive lnlorniation
Your new BEECHCRAFT Model C33 Debonair is a four-place, low-
wing, cantilever monoplane equipped with a 225-horsepower Conti-
nental 10-470 fuel injection engine and a fully retractable _tricycle
landing gear. The all metal, semi-monocoque airframe structure is of
aluminum, magnesium, and alloy steel, fabricated and assembled
utilizing proven techniques for maximum strength. Careful workman-
sh ip and inspection employed in airframe construction assure that
structural components will withstand flight loads in excess of FAA
requirements for a Utility Category airplane at the certified maxi-
mum gro ss wei gh t of 30 50 pounds.
The great majority of airplanes in the Debonair's weight dass are
licensed in the Normal Category, which requires thä :f dhey be cap-
able of structurally withstanding a limit load factor of 5. 7 times the
1-1
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design gross weight under specific flying conditions without per-
manent structural deformation. The fact that your Debonair, in addi-
tion to being licensed in the Normal Category, is licensed also in
the Utility Category at fulf gross weight, means that its ultimate
design load factor must be at least 6.6 times the design gross
weight. Only two single-engine commercial aircraft in the aviation
field are licensed at full gross weight in the Utility Category. One
of these is your BEECHCRAFT Debonair. (The other is also manu-
factured by Beech Aircraft Corporation.)
In the Normal Category your Debonair may be used for nonacrobatic,
nonscheduled passenger and cargo operations and pilot training. In
the Utility Category it may be used for all Normal Category oper-
ations plus limited acrobatic maneuvers (Section III).
To enhance its flight potential with comparable capabilities under
landing conditions, the structural soundness of your Debonair is
backed up by a landing gear design which is capable of absorbing
far above the normal landing loads. The gear used on the Debonair
is a refin emen t of the same basic gear which has accumula ted li ter-
ally hundreds of thousands of landings in military usage on such
training aircraft as the Air Force T-34A, the Navy T-34B, and the
export Model 45 Mentor aircraft. In order to meet military reguire-
ments, this gear was drop-tested and subjected to other exhaustive
qualifications far in excess of l!he minimums required to meet Fed-
eral Aviation Agency standards. In addition, it has been subjected
to all the rigors of student training operation which have helped to
prove out the design and served as the basis for numerous refine-
ments disclosed by service experience.
Fully efficient and effective operation of your BEECHCRAFT Deb-
onair can be achiev ed only through flight experience based on a
thorough understanding of the airplane's several systems. The fol-
lowing discussion under headings such as "Flight C:ontrols",
"Landing Gear'', nPower Plant", etc., is presented to aid in this
unders tanding.
FLIGHT CON"rROLS
The fligh t con trol surfaces are of the con ventional three-con trol
type operated by the rudder pedal-control column combination,
through push-pull rods and conventional closed-circuit cable system.
1-2
The throw-over type control column provides for elevato; ana aileroo
con trol and may be positioned in either the pilot' s or copilot' s posi.
tion. To transfer the con trol column from one side to the other, pull
the T-handle latch at the base of the con trol arm and position the
column as desired. Rudder pedals provide for rudder control and are
adjustable fore and aft to fit individual pilot requirements.
A bobweight mounted forward of the control column improves the
dynamic longitudinal stability of the airplane. The bobweight also
provides higher elevator control forces during accelerated or maneu-
vering flight. This provides an additional safety factor by making
it less possible to impose high load factors on the airplane.
The trim tabs on the elevators are controlled by a handwheel at th~
lef t of the con trol console; their position is indicated by a drum-
type dial in the left subpanel to the right of the engine gage dus-
ter. The ailerons are eguipped wi th fixed trim tabs on each surface.
Trim changes in the air are accomplished by actuating the aileron
trimm er on the con trol column hub. The trimm er displaces the aileron
surfaces to compensate for any uneven loading. The displacement is
maintained by cable loads imposed by the aileron trimir ~ r . When
transferring the control column from one side to the < ,i, , r, the
aileron trimmer should be held until the wheel is repositioned.
The flaps are raised and lowered electrically by jackscrew actuators
driven through flexible shafts from a single motor and gearbox under
the front seat. The flap position lights to the left of the control
column show green for the up position and red for the full-down
landing position; intermediate 20-degree and 10-degree positions for
short field take-off are indicated by lines painted on the leading
edge of the left flap. The intermediate positions are reached when
the marks are aligned with the trailing edge of the wing, as viewed
from the pilot's position. Limit switches for the up and down posi-
tions stop the flaps automatically at the proper point.
LANDING GEAR
The fully retractable tricycle landing gear is operated by a single
electric motor through push-pull tubes and a gearbox under the
front seats. When retracted, all three wh eels are completely en-
closed by doors which operate automatically.
The nos e wh eel is steerable through linkage connected to the rudder
1-3

pedals; its rnaximurn deflection with the rudder pedals alone is 17
degrees to either side of center, while with boch rudder pedals and
brakes the deflection may be increased to 29 degrees on either side.
The sceering linkage is spring-loaded eo absorb shocks and will
compensate automatically for rudder applied on crosswind landings.
When the rudder pedals are released, the nose wheel will caster and
align itself automatically. In addition, eo insure proper retraccion, a
roller-and-sloc arrangemenc will correcc any misalignment of the
wheel as ic enters ehe wheel well. A hydraulic dampener on the nose
wheel strut compensates for any cendency to shimmy.
The landing gear position indicator lights to the right of ehe control
column show red when the gear is up or green when it is down,
coming on only when ehe gear reaches the locked position at either
extreme. In addition, a mechanical indicator at ehe base of the nose
wheel well bulkhead shows the posicion of the nose gear at all
times; its pointer is linked by a cable to ehe actuacing mechanism
and moves simultaneously wich it. Limit switches and a dynamic
brake automacically stop the recract mechanism when ehe gear
reaches ehe full up or full down posi tion. In addition to the position
indicators, the landing gear control circuit has chree . devices to
assisc you in operating it safely: a warning horn which sounds when-
ever the throttle is retarded below approximately 12 inches Hg mani-
fold pressure wich ehe gear retracted; a safety switch on ehe righc
shock strut which opens ehe concrol cirucic whenever ehe strut is
compressed by the weight of the airplane; and a swicch which
sounds ehe warning horn whenever the landing gear . con trol switch
is placed in ehe "UP" position wich the landing gear safety switch
open. Y ou should bear in mind that these devices are emer gency
equipment, in the sense chat they are intended to avoid an accident
if you should make a rnistake. Always operate ehe landing gear con-
trol switch as though these devices were not installed.
The main landing gear wheels of your Debonair are equipped with
BEECHCRAFT ring-disc hydraulic brakes. The brakes are actuated
by master cylinders individually linked to the rudder pedals to aid
in steering ehe airplane on the ground. Tow pressure on the :udder
pedals actuates the system and is ernployed also to npump up"
residual pressure in the parking brake system.
To set ehe parking brakes, pull the "PARK BRAKE PULL ON"
control, located near ehe center of the right subpanel, and pump
ehe
brake pedals. Actuation of the control closes a one-way check
1-4
valve so that pressure built up by pumping the brake pedals is re-
tained and the brakes remain sec. Push the control in to release the
brakes. The parking brake system is designed for use when the
airplane is to be parked for only a few hours. For longer periods,
leave the parking brake off and install wheel chocks.
The brakes are self-compensating, receiving fluid from a r. eservoir
mounted on the forward side of the fire wall. The reservoir, acces-
sible by raising the engine cowling, should be checked periodi-
cally and fluid added as necessary.
POWER PLANT
The fuel 101ection system of the 10-470 engine is a continuous-
flow type using a special aerated nozzle at the intake port of each
cylinder. Fuel flow is concrolled by a pressure regulating valve
basi cally controlled by linkage to the air throtcle in the induction
manifold. A rnanual rnixture control arrangernent overrides ehe
throttle's control of ehe pressure regulator to establish a basic
mixture setting; once this setting is made by the pilot, the throttle
linkage varies fuel pressure to rnaintain the desired mixture. A
fuel flow gage on ehe instrurnen t panel provides a direct means of
determining fuel flow and mixture st~ength.
Recommended engine oil grades for different ternperature rang es
and correct engine fuel grades may be found in the Consumable
Materials Chart in Section VII.
Your BEECHCRAFT Debonair is equipped with an aluminum alloy
constant speed, high efficiency propeller. High pitch is produced by
engine oil under governor-boosced pressure; low picch is produced by
ehe
cencrifugal twisting momenc of ehe blades. The propeller governor
senses speed of rotation and maintains selecced rpm by automac-
ically controlling oil flow to ehe propeller. The propeller control is
designed to provide low pitch when pushed forward and high picch
when pulled back .
Fuel System
Your BEECHCRAFT Debonair's 49-gallon Standard or 80-gallon
optional fuel capacity is supplied by two leading edge fuel cells.
1-5

FIJEL SYSTEJJ# SCHEJJ#ATIC
SE Al
DRAIN
:::::::·:·:::: :;;;;;;;;~t-=-
i 1
~ &. l. H. FUH TANK
1S GAl ( 40 GAL OPI l
.@: ...
~~~~~ c___ ____ ____::_:=::..=-TlT-
1
1
1
1
FUEL
FLOW
GAGE
+ ~ ~~~~~
1
:1
-1--1 _=_ff'..":.:::~':::::::::·:::·::;-;
J 11 ~A~ :u:~ 'o":.' OPI 1 ..! :
SHECTOR VALVE ~
( STRAIN[R AND ~
DRAIN ) ~
Fuel is fed from the desired cell to a selector valve just forward
and to the left of the pilot's seat. The fuel passes through a strainer
in the selector valve, through the auxiliary fuel pump and an engine-
driven injector pump to a metering control unit, then to a fuel mani-
fold valve where it is directed to the injector nozzle and the intake
val ve of each cy linder.
The positive di splacemen t lOJ ector pump responds to chan ges in
engine speed and governs total fuel flow proportionally. The pump
provides greater capacity than the engine requires, even at low
engine speeds, to assure proper pump pressure and delivery for all
engine operating speeds. Relief valves in the injector pump allow
the excess fuel to be returned to the cell from which it is being
1-6
drawn, assurrng the maximum in fuel economy. This relief system / /
returns approximately ten gallons of excess fuel per hour through
th e s e 1e ctor va1ve .
A
check valve is provided so that boost pump pressure to the system
can bypass the injector pump during engine starting. In addition,
the eh eck val ve aids in suppressing vapor formation under high am-
bient temperatures and permits the use of the auxiliary pump as a
source of fuel pressure in the unlikely event of injector pump failure.
The sy s tem incorporates a fuel strainer and a finger actuated drain
cock for each cell plus an additional strainer and drain below the
fuel selector valve, the low point of the system. The selector valve
drain and strainer are accessible through an access door inboard of
the left wing root. The cell drain cocks are located forward of the
landing gear doors. All of the drain cocks should be actuated daily
to pur ge any condensed water vapor from the fuel cells and the
system low point.
TAKE-OFF &
CLIMB POWER
RANGE
1- 7

Fuel Flow And Manifold Pressure lndicator
The fuel flow portion of the fuel flow and manifold pressure indica-
tor on the instrument panel is calibrated in gallons per hour, in-
dicating at a glance your exact rate of fuel consumption. The in-
dicator dial is marked with red radials at the minimum and maximum
allowable operating fuel pressures. A green arc indicates normal
operating limits. In the cruise power range the upper green arc bands
cover the normal fuel flow required from 453 to 753 power. The low
pressure edge of each green segment is the normal-lean setting and
the high pressure edge is the best-power setting for that percentage
of power. The take-off and climb range is covered by the lower green
arc bands for full power at various alti tu des. The full power mark-
ing s represent the maximum performance mixtures for the altitudes
shown, making it practical to lean the mixture for maximum power
and performance during high altitude take-offs and full ·power climbs.
Oil Sy~tem
The con tinental I0-470 engine uses a wet sump oil system, which is
an integral part of the engine. The only external component of the
oil system is the cooler, which is bolted to the front of the engine
case.
The re are no external tanks or oil lines wi th this arrangemen t; oil
enters and leaves the cooler through ports which match ports on the
oil cooler moun ting pad of the engine. -
Control of oil temperatures and circulation through the system are
completely automatic. The cooler has built-in thermostatic and pres-
sure bypass val ves which divert the flow around the cooler section.
The pressure valve, set to relieve pressure at a point somewhat
higher than the engine pressure relief valve, automatically opeos if
sludge or coogealed oil block the flow through the cooler sectioo.
The thermostatic valve bypasses the oil when its temperature is
below a preset mioimum.
The engine oil sump has a capacity of 10 quarts. lt is serviced
through a filler neck on the left side of the eogine case, near the
nose. An oil level dipstick is located in the same position. The
dipstick ring handle is fitted with a lock ring and must be rotated
one-fourth turn in either direction to remove i t.
1-8
~ En gine Control s
The throttle, mixture, and propeller controls are centrally located
oo the console below the control column. The throttle is pushed in
to open, pulled out to close, and locks when the button on the end
of the knob is released. With the throttle locked, fine adjustmeots
may be made by rotating the knobs.
The mixture control is pushed all the way in for full rich, pulled
out to the end of its travel for idle cut-off, and locks when the koob
is turned clockwise.
The propeller cootrol is similar to the throttle, iocorporating both
a locking koob and a vernier arrangemen t for fine adjustments. The
control is pushed in to increase rpm (low pitch) and pulled out to
decreas e rpm (high pi tch ).
________, --
In d~ cti on s~tem _ air is obtained through a filtered opening in the \
nose cowl and directed through an air in_take duct to the throttle
valve. A spring-loaded door in each side of the intake duct opens
automatically if the filter becomes blocked by impact ice or dirt.
A pull-and-release cootrol on the console can be used to actuate a
"break-opeo" lever that forces open one of the doors, should they
become frozen shut due to heavy - iciog conditions. Any ice re-
taining the other door is then melted by the warmer air bein g ad-
mitted to the intake duct.
- --- ---- -- - - ---- -- - -------~-----------
The keyed ignitioo switch and the battery master and generator
switches are located on a panel below the pilot's storm window.
The ignition key switch actuates the starter after being rotated
clockwise through the nR", nL", and "BOTH" magneto posi tioos.
The switch is spring-loaded to return to the ''BOTH" position when
released.
Engine Cool ing
The engioe is cooled by air which enters the openings 10 the nose
cowling, flows over the cooling fins on the cylinders, and passes
out through openiogs in the lower cowling. During ground running,
the mixture control should be in the full rich position and the pro-
peller governor set for maximum rpm except for a brief testing of
govemor operatioo. Ground running should be held to the mioimum
necessary for ~arm-up and testing.
1-9

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INSTRUMENTS
Except for the tachometer, and the combination manifold pressure
and fuel flow indicator, the power plant instrumen ts are grouped in
a duster on the left subpanel. Tue engine gage duster contains
left and right fuel quantity gages, the oil pressure gage, the oil
temperature and cylinder head temperature indicators and the. am-
meter. The left and right fuel quantity gages provide a constant
reading for the desired wing tank when the battery master switch
is tumed on.
The combination manifold pressure and fuel flow indicator and the
tachometer are mounted in the instrument panel proper. Incorporated
in the tachometer is an engine hour meter which au tomatically
records the total engine operating time.
Standard flight instrumentation includes an airspeed indicator,
sensitive altimeter and magnetic compass.
Ram air pressure for the airspeed indica tor is picked up by a pi tot
tube on a mast under the left wing. Static air pressure for the
altimeter and airspeed indicator is supplied by a static port on each
side of the fuselage just aft of the baggage compartment. These
ports must be kept clean and the lines open at all times for correct
instrument readings. A check of the ports should be part of your
preflight inspection routine, and the st:atic line drain, accessible
from the baggage compartmeot, should be opened occasionally to
drain accumulated moisture from the lines.
ELECTRICAL SYSTEM
Direct-current electric power is supplied by a 12-vol t engine-dri ven
35-ampere generator controlled by a voltage-current regulator which
automatically adjusts output to the load, inciuding recharging the
battery, In general, the airplane' s circui try is the single-wire,
ground return type with the airplane structure used as the ground
return.
All circuits in the airplane are protected by circuit breakers, most
of them grouped on the left and right subpanels. The figure in the
center of the button for each push-to-reset breaker gives the capac-
ity in amperes for 12-volt operation. The generator circuit breaker is
installed on the left side of the nose wheel well bulkhead.
1-11

, ELECTBIC .POWEB DISTBIBl!TION
1-12
„AJ.- \ ). ;l'\
l(~~p-./
er
GENERATOR f /'
1 , l
lJ.;Vvl'-
c,J./? (.:ifa-' f
'~/
GENERATOR SWITCH
~ .
Ul
to
~ .
AMMETER
BA TTERY ----------..
RELAY
STARTER
-
...
BATTERY
BATTERY
MASTER
SWITCH
LEFT CIBCl!IT BBEAKEB PANEL
BIGHT CIBCl!IT BBEAKEB PANEL
The starter circuit is relay-controlled to mrn1m1ze the length of
heavy cable required to carry the high amperage in the circuit. The
switch in the ignition panel, therefore, controls the relay rather than
than the actual component.
The 12-vol t, 3 3-ampere-hour battery is moun ted in a box on the righ t
hand side of the engine compartment, forward of the fire wall. The
battery box is of acid-resistant construction and incorporates a
battery vent line and a battery drain line which runs overboard
through an opening in the lower cowling.
The ammeter is of the conventional charge-discharge type, showing
the actual rate of charge or discharge of the battery.
HEATING AND VENTILATING SYSTEM
Hot air for warming the ca bin and defros ting the windshield is sup-
plied by a heater muffler on the right engine exhaust stack.Fresh
1-13
..
:'t..

(
HEATING AND VENTILATING
SYSTE..M
/ HOT AIR OVERBOARD
!
MIXER V,ALVE (<;OLD POSITION)
FRESH
1
AIR INTAKE-NOSE \
FRESH AIR INTAKE -ENGINE
FRESH AIR~ 1
WING ROO~~L:~ i I
-- ---------1 ~r-c---~ ~ t~:__~=--------,
~ FRONT SEAT
:
1
O:LEl _DEFROSTER j
VENT SHUTOFF~~ ~
(PULL TO <::LOSE) 1 O 0
1-14
1
OVERHEAD FRESH AIR S<::OOP-i--fR
OVERHEAD DIFFUSER VALVE ____Jj::'.J
INDIVIDUAL O(ERHEAD OUTLETS~
1 0 0
1
1
-------1
1
1
1
1
1
\
FIXED EXHAUST--~r\
~ABIN BOTTOM '-/
1
1
1
1
1
1
1
1
1
1
1
1
~-REAR
1
SEAT OUTLET
l
1
1
1
1
1
, ___________ _
1
1
tt_REAR C::ABIN OUTLET
I
I
I
1
I
1
1
I
1
1
I
I
FIXED EXHAUST
BELOW
BAGGAGE DOOR
ram air picked up through an in take on the rear engine baffle pass es
through the heater muffler and into a mixer valve where it is blended
with unheated fresh ram air picked up through an intake on the right
side of the nose. The ratio of hot to cold air entering the cabin from
the mixer valve is varied by a butterfly type valve. The valve is
operated by the "CABIN HEAT" push-pull control on the right hand
subpanel. As the control is pulled out, the proportion of hot air is
increased, thus providing precise air temperature control. To pre-
vent a pressure buildup of either hot or cold air in the mixer valve,
excess air is vented overboard.
The quantity of air entering the cabin from the mixer valve is reg-
ulated by a gate type valve operated by the red "VENT SHUTOFF"
control on the outboard side of the left subpanel. When the nVENT
SHUTOFF" control is pulled all the way out, the heater system is
deactivated, since no air from the mixer valve can enter the cabin.
From the mixer valve, air is routed to five outlets in the cabin: an
ou tlet above each pair of rudder pedals, an outlet under the righ t
front seat, one in the rear cabin area, and one in th e individual
windshield defroster duct. The defroster control, located near the
outboard side of the right subpanel, adjusts or completely shuts off
the flow of air through the defroster.
In addition to the fresh air supplied to the mixer valve, duc ts in
each wing root are connected directly to outlets in the cabin side
panels, just below the instrument panel. The small outlet on the
right side has a val ve which is opened or closed by tu rning the
large knob in the center of the outlet. The large outlet on the left
side may be open ed or closed and the direction of the airflow chang-
ed by rotating the cover with the small plastic knob on the nm.
A manually retractable air scoop on top of the cabin conducts out-
side air to four fresh air outlets in the overhead panel. The outlets,
located above each seat, can be manually adjusted to control both
the quantity and direction of airflow, allowing individual selection
of fresh air for each occupant's comfort. The air scoop may be
clos ed by opera ting a push-pull con trol located on the overhead
panel, wh ere it is easily accessible from the pilot's seat. Adjacent
to the fresh air outlets in the overhead panel is a manually con-
trolled diffuser val ve which admi ts fresh air to the ca bin and dis-
tributes it equally in all directions. A fixed cabin air exhaust is
installed in the side panel below the baggage door and vented
through an opening in the fuselage below the baggage compartment.
1-15

FOR YOUR COMFORT, CONVENIENCE AND SAFETY
Your BEECHC-RAFT Debonair, built to standards in excess of
actual requirements, offers you safety, as well as comfort and con-
venience items unexcelled by any airplane in its dass. Other items
of this nature are offered as optional equipment and may be in-
stalled either at the factory or by your distributor or dealer.
Good Visibility
With increasing congestion around airports, the ability to see about
you is vital in take-offs and landings. The Debonair's wide, deep
windshields and side windows, combined with the nearly-level
ground attitude afforded by its tricycle landing gear, give the pilot
an excellent view of his surroundings.
Landing Gear and Flap lndicators
The pos1uon of the landing gear and the wing flaps is indicated by
signal lights on the instrument panel. In addition, the flaps are
visible through the windows and an illuminated mechanical indicator
at the base of the nose wheel well bulkhead indicates the position
of the nose gear. The mechanical indica tor is operated through the
nose gear linkage. To avoid accidental tripping of the landing gear
and flap switches, each is designed to be pulled out of a detent
before it can be repositioned. The landing gear and flap indicator
lights may be manually dimmed as desired by the pilot.
Landing Gear Safety Switch
To avoid inadvertent retraction of the landing gear while the air-
plane is at rest on the ground, a safety switch is installed on the
righ t main landing gear. Opera ted by the compression and extension
of the shock strut, the switch breaks the landing gear control circuit
when the strut is compressed and completes the circuit so that the
gear may be retracted when the strut is extended. The safety switch
is not intended to protect the airplane while in motion; before start-:-
ing to taxi, always make certain that the landing gear con trol
switch is down. As a safeguard, the landing gear warning horn is
designed to sound anytime the landing gear switch is placed rn
the "UP" position with the landing gear safety switch open.
1-16
Stal 1 Warning Horn
~o alert the pilot in advance, a stall warning horn sounds a warning
s1 gnal as a stall develops, while there is ample tirne for the pilot
to c~rrect his attitude. !he stall warning horn is triggered by a
sensrng vane on the leadrng edge of the wing and is equally effec-
tive at all flight attitudes, weights, and airspeeds. Since the vane
i~ aerodynamically balanced, it triggers an intermittent warning
s~gnal as a stall condition is approached, but will cause a steady
s1gp al as the condition becomes more pronounced.
Landing Gear Warning Horn
A landing gear warning horn will sound whenever the throttle is re~.
tarded ~elow a setting sufficient to maintain flying speed, unless
~he la~drng gear has been lowered. The throttle warning signal is an
rn_termlttent_ note, to distinguish it from the stall warning horn.
Either openrng the throttle or lowering the landing gear will silence
the landing gear warning horn. There is no silencing switch.
Instrument Li ghting
~s an aid to night flying, several means of direct instrument light-
rng are provided on your Debonair. Two small red lights, located in
the overhead panel, flood the instrument panel with a soft red light.
The lights may be intensified or dimi:ned as desired by controlling
the "INST FLOOD LT" rheostat on the subpanel. Individual in-
strument post lights, located adjacent to each instrument, are avail-
~ble as optional equipment. The instrument post lights may be used
rn conjunction with the flood lights or as an individual lighting
sy stem. The post lights are controlled by a rheostat on the sub-
panel placarded ''RADIO & POST L TS".
1-17

. 1-18
SUNVISORS AND
EXCELLENT VISIBILITY
SE AT BELTS, ASHTRAYS, AND
ARM RESTS
ib l
I· ~ ! ·c-
1-19

----==--r · .·
SECTION II
Operating Chech Lists
This section has been prepared to gi ve you a quick and easily ac-
cessible reference to all operational check lists needed for the nor-
mal flight of your airplane. The general techniques presented are
based on the recommendations and data compi - led by Beech Aircraft
Corporation pilots who have test flown and demonstrated ehe air-
craft. The procedures given are intended merely to assist you in
developing a good flying technique- for your BEECHCRAFT
Debonair. They constitute the manner in which a good pilot would
perform each item under average conditions.
As you become familiar with your airplane, and ehe individual cir-
cumstance under which you fly it, you may find that variations in
these techniques will better suit your requirements or personal
preference. These checks, if well organized and studied, should
become so much a matter of habit ehat you will find i t unnecessary
to make reference to this portion of the manual except as a refresher,
and made carefully, they not only will help preven t mishap or mal-
function during operation but will help lower maintenance cost.
Whether the check is a visual exterior check or a specific opera-
tional check, it is a definite responsibility the pilot owes to him-
self and to his passengers. However, as stated previously, the
procedures are intended primarily as guides and are no substitute
for good judgment.
Know your airplane's capabilities as well as your own.
2-1

@
--©-{!>--©~
©---
PREFLIGHT INSPECTION
®
I
...1
1. lgnition switch, battery master and generator switches -''OFF': Control
lock - removed.
2. Static air pressure ports - openings unobstructed.
3. lnspect empennage and control surfaces.
4. lnspectwings, ailerons, andflaps
5. lnspect wing tips and position lights.
6. Remove tie-down lines and pitot tube cover. Pitot tube opening(s) - un-
obstructed.
7. Fuel cells - checked; fuel cell caps - secured. Fuel sumps - drained.
8. Shock struts and tires - properly inflated; struts - clean.
9. Engine oil sump' · - FULL; dipstick - secured; check for oil leaks. Cowling
fasteners - tight.
10. Propeller blades - checked for nicks and cracks. lnduction air filter -
clean.
2-2
r
BEFORE STARTING CHECK
1. Parking brake - set. ~f ... ·
2. All switches and circuit breakers - checked.
3. Landing gear position switch - "DOWN"; rnechanical indicator - full
DOWN.
4. Battery rnaster and generator switches - '10N."
5. Propeller - high rpm ( low pitch).
6. Mixture - FULL RICH at elevations under 5000 feet; above 5000 feet pull
mixture control out l/2 to 3; 4 of its travel.
7. Fuel quantity gages - checl~ed. Fuel selector valve - select cell more
nearly full.
8. Load distribution - checked.
STARTING CHECK
1. Throttle -ONE-HALF OPEN.
2. Auxiliary fuel pump switch -''ON" until fuel flow gage indicates 8 gph,
then
11
0FF ."
3. Throttle - reduce to idle, then open 3 or 4 turns of the vernier.
4. Starter - engage; release key when engine fires .
5.
In event of flooding, place mixture in IDLE CUT-OFF, and with throttle weil
open , operate starter to remove exce ss fuel, then follow hot engine starting
procedure.
6. War m -up - 1000 to 1200 rpm.
7. Al 1 gages - checked for normal readings .
HOT ENGINE STARTING: Aux1liary fuel pump switch momentarily on immediately
before engaging starter.
BEFORE TAKE-OFF CHECK
1. Trim -- aileron, neutral ; elevator, zero (3° nose up if only front seats are
occupi ed ).
2. Flight controls - f.ree , sm o oth operation through full travel. Elevator isspring-
loaded to full down .
3. Instruments - all readings normal. Altimeter set; directional gyro (if installed)
set to compa s s. Oil temperature sufficiently low to avoid "red line" on take-
off run. Minimum oil pres s ure should occur only when oil temperature is above
1900 F.
4. Magnetos - checked at 1700 rpm (ma x imum difference 50 rpm) .
5. Propeller --- exerc i se at 1900 rpm to obtain 300 to 400-rpm drop ; return to
high rpm (low pi tch).
2-3

\.
BEFORE TAKE-OFF CHECK - Continued
6. Flaps - as required (20o for short field take-off).
7. Doors and window - locked.
8. All seat belts - checked for security.
9. Mixture - open throttle and set mixture for field elevation take-off power.
· To allow for pressure increase with take-off rpm, set the pressure to the low
side of the dial range. Note static rpm. Do not run up engine on loose sand
or di rt.
10. Parking brake - released.
BEFORE LANDING CHECK
1. Al 1 seat bei ts - secu red.
2. Mixture - FULL RICH.
3. Fuel selector valve - select cell more nearly full.
4. Landing gear - DOWN, as indicated by green light and mechanical indicator.
Warning horn should not sound when throttle is closed.
5: Propeller - high rpm (low pitch).
~ - Flaps - as required (maxirnum extension speed 120 mph CAS); retract flaps
after landing roll has been completed.
SHUTDOWN CHECK
1. Radio and exterior lights -"OFF."
2. Propeller - high rpm (low pitch).
3. Throttle - closed.
4. Mixture - IDLE CUT-OFF position.
5. lgnition switch -''OFF".
6. All switches -"OFF", after propeller stops rotating.
7. Control lock - installed if conditions warrant.
8. Cabin door - closed.
2-4
SECTION III
Perlornaance Specilications
and Linaitations
In this section, for your convenient reference, charts and tabular 1
listings of speeds, performance and engine limitations have been
grouped. The limitations and performance data in this section have
been established by flight tests and engineering calculations to " „.
assist you in operating your BEECHCRAFT Debonair. The limi-
tations have been approved by F AA and are mandatory. These charts
and listings have been established under normal operating condi-
tions, the flight tests being made under standard atmospheric con-
ditions with a maximum gross weight; therefore, allowances for
actual conditions must be made . Advance planning, allowing for any
changes which may occur in operating conditions due to weather,
temperature, altitude or loading, will assure you of safe, fast, com-
fortable, and economical transportation.
During all phases of engine and flight operation, observe the rpm
and manifold pressure limits as computed on your Horsepower Set-
tings Chart, to avoid excessive cylinder pressures. Use your Horse-
power Settings Chart to arri ve at rpm and manifold pressure settings
for climb and cruising flight. Note that the · manifold pressure re-
quired to obtain a given horsepower will vary with outside air tem-
perature. When increasing power, set rpm first, then manifold pres-
sure. Make power reductions with manifold pressure first, then rpm.
This section also contains information pertaining to glide distance,
approved maneuvers, weight and balance, and oxygen supply endur-
ance. Become familiar with your airplane and its operation. Know
the con ten ts of this handbook.
~
3-1

. 1
Airspeed Charts
TAKE-OFF SPEEDS (IAS)
Normal
Take-off ............................. .
Climb-out at 50 feet. ..................... .
Minimum Run
Take-off .............................. .
Clim . b-out at 50 feet. ...................... .
Obstacl e
Take-off .............................. .
Climb-out ............................. .
CLIMB SPEEDS (IAS)
Cruising Climb Speed
( 25 in. 11 g at 2500 rpm to 4000 feet; 2500 rpm at fu 11
throttle above 4000 feet; gear and flaps up) ...
Best Rate-Of-Climb Speed, 5000 Feet
70 mph
85 mph
62 mph
67 mph
62 mph
67 mph
130 mph
(Gear and flaps up) ......................... 105 mph
( Gear down). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 mp.h
(Gear and flaps down) . . . . . . . . . . . . . . . . . . . . . . 69 mph
Best Angle-Of-Climb Speed, 5000 Feet
(Gear and flaps up) ....................... .
(
Gear down) ............................ .
(Gear and fl aps down) ..................... .
ST ALL SPEEDS (CAS)
86 mph
77 mph
66 mph
CONFIGURATION
ANGLE OF BMK
Oo 200 400
Gear and Flaps Up - Power Off
71.0 mph
73. 2 mph 81. 1 mph
Gear and FI aps up - Power On
63.0 mph
65.0 mph
72.0 mph
Gear and FI aps Down - Power Off
60.0 mph
61.9 mph 68.6 mph
Gear and FI aps Down - Power On
54.0 mph
55. 7 mph
61.7 mph
3-2
' 1
60°
100. 4 mph
89. 2 mph
84.9 mph
76. 5 mph
LANDING SPEEDS (IAS)
Normal
Approach at 50 feet . . . . . . . . . . . . . . . . . . . . . . 85 inph
Contact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 mph
Obstacle
Approach at 50 feet ..................... .
Contact ............................ .
AIRSPEED LIMITATIONS (CAS)
78 mph
67 mph
Never Exceed (glide or dive, smooth air)(Red Radial) . . 225 mph
Caution Range (Yel low Are) ................... 185-225 mpl1
Maximum Structural Cruising Speed
(level flight or climb) ............... . ... „
Normal Operating Range (Green Are) ............ .
Flap Operating Range (White Are) .............. .
Maximum Design Maneuvering Speed ............ .
Maximum Gear Extended Speed ................ .
Engine Operation
Linaitations
Maximum Power and Speed
185 mph
71-185 mph
60-120 mph
147 mph
165 mph
(all operations) .................... 225 hp at 2600 rpm
ENGINE INSTRUMENT MARKINGS
Oil Temperature
Caution (Yellow Radial) .............. 100° F
Normal (Green Line) ............ · ..... 1000.2250 F
Maximum (Red Radial) ................ 225° F
Oil Pressure
Minimum Pressure (Red Radial) .. ~ . . . . . . 30 psi
Normal Operating Range (Green Line) . . . . . 30 to 60 psi
Maximum Pressure (Red Radial) . . . . . . . . . 80 psi
Manifold Pressure
Normal Operating Range (Green Are) . . . . . . 15 to 29.6 in. Hg
Maximum (Sea Level) (Red Radial) . . . . . . . 29.6 in. Hg
j
3-3

'•
Cylinder Head Temperature
Normal Operating Range (Green Line) 200° to 450° F
Maxinium Temperature (Red Radial) ....... 460° F
Tachometer
Engine Warm-Up ................... 1000-1200 rpm
Normal Operation (Green Are) ........... 2000-2600 rpm
Maximum (Red Radial) ............... 2600 rpm
Fuel Flow
Minimum (Red Radial) ................. 1.5.psi
Cru ise Power (Operating Range)
(Green Are) .................... 6.9 to 21.6 gph
Maximum (Red Radial) ................ 17. 5 psi
GLIDING DISTANCE TABLE
The Gliding Distance Table shown below g1ves the horizontal dis-
tance you can glide, assuming the glide ratios shown, for several
different al ti tu des and wind conditions. Maximum glide is obtained
wi th propeller in low rpm and an IAS of 90 mph. Refer to Section V
for correct glide ratio procedure.
GLIDE DISTANCE
Al titude
10 mpl1
20 mph
30 mph
30 mph
20 mph
10 mph
Above
Zero
Head
Head
Head
Tail Tail Tail
Ground
Wind Wind Wind
Wind Wind
Wind
Wind
1000
1-3/ 4
1-1/2
1-1/ 4
1-1/ 4
1-3/ 4
1-1/2
1-1/ 4
2000
3-1/2
3-1/4
3
2-1/2
4-1/4
4 3-1/2
3000
5-1/2
5
4-1/2
4
6-3/4 6-1/4
5-1/2
4000
7-1/2
6-3/ 4 6
5-1/2
9-1/4
8-1/2
7-1/2
5000
9-1/4 8-1/2
7-3/ 4
6-3/4
11-3/ 4
11
9-3/4
6000
11-1/ 4
10-1/ 4
9-1/ 4
8-1/4
14-1/ 4
13-1/ 4
11-3/ 4
7000
13-1/ 4
12
10-3/ 4
9-3/4
16-3/ 4 15-1/2
13-3/ 4
8000
15
13-3/ 4
12-1/2
11
19-1/ 4
18
16
Glide
Ratio
10.12
9.24
8.36
7. 48
13. 20
12. 32
11. 00
MAN EU VERS
Only the following maneuvers are approved for your BEECHCRAFT
Debonair when operating in the utility category at full gross weight.
3-4
SECTIOJV IV
Flying
Your Beechcraft Debonair
Specific information, necessary precautions and procedures pre-
sented in this section have been determined through enginecring
computations and flight testing of the aircraft. The general hand-
ling technique presented is based on recommendations and data
compiled by Beech Aircraft Corporation pilots who have test flown .
and demonstrated the aircraft, and may be followed with confide~ce
in forming your own procedures. The tables and diagrams in Sec-
tion VI give a working basis for figuring the aircraft's performance
under many combinations of the variable factors connected with
flying. However, except for the limitations and precautions men-
tioned, both the procedures and the graphs are intended primarily
as guides and are no substitute for good judgment.
For your convenient reference purposes, various types of data are 1
grouped in other sections of the handbook. Section II is a complete
listing of abbreviated check lists. Section III consists of tabular
listings or charts of performance data, such as airspeeds, engine •
operation data, maneuvers, and weight and balance information.
Section V covers unusual operating conditions. Section VI con-
tains all the graphs and performance data needed for computing
fligh t plans and other variables needed in everyday flying.
BEFORE YOU TAKE OFF
A good flying technique begins with a careful ground inspection bc-
fore you enter the airplane. A planned routine of starting, warm-up,
and taxiing checks will assure you that yo~r airplane is opcrating
properly while there still is an opportunity to correct any troublc
which may appear. If well organized, these checks may bc madc
quickly, and shortly will become matters of habit; the appcarancc,
sound and even the smell of things about your airplane will bccomc
familiar to you, and the unfamiliar will alert you that something is
at least not as it has been.
4-1