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  9. Beechcraft TRAVELLER UC-43 1944 Operating instructions

Beechcraft TRAVELLER UC-43 1944 Operating instructions

-(,
7.-/
r'
RESTRICTED
FOR OFFICIAT USE ONIY AN Or-eocc-l
PILOT,S FLIG HT OPERAT I¡\IG
/¡f.t TR.u cTIo¡ü.ç
FOR
ARMY MOD Et I{AVY MODEL
BRITISH MODEL
UC.43 GB -2
TRAVELLER
AIRPLANES
Thl¡ Hondbook replocec I. O. No. 0I-90CC-l doted
30 July 1943.
This Publicolion conlolns:peciñc ín:truclion: for pilotr, ond ¡ho¡¡ld bc svqil-
oble for Tronsíllon Flying Troíning o3 conteñplstsd ln AAF Reg.50-ló.
lhlr publicallon ¡holl not bc corried in oirrroll o¡ cornbol mi¡¡ion¡ or when
$r¡e i¡ o ¡coconsble chonte ol ltr folling iñto tho hond¡ ol lhe enemy,
P.rôli¡åed undrt loinl svthøî¡ly ol ffre Cor¡mandlng Gencrol, Army AIr
Fortes, lhc Cåisl cl làr 8u¡eou ol Àaronautlct, ond lhs Aír Council of
tå€ United Kín9áom,
lúOllCt: lhi¡ do<emeú conloin¡ lnlo¡mation øllocllng lås nolíonol dclen¡c
ol lhe Unìtcd Statoc wilåln tåo mecning ol tùc Érpioacg¡ Ácl, 50 U, S. C..
3l ond 32, os ø6tndtd. lts lnnsmlssion or là¡ rv¡lolion ol lt¡ con.
lcnl¡ in ory rnûnnaÍ to on unouthorrzed percon ls proñibllcd by low.
t'
u, I Þ t L. co.. crx_ ô-29-¿¿ ró,aoo
RESTRIClED rc JULY 1e44
IESTTIClED
aN o1-90cc-1
TH|S pu3lKlilOil illY tt us[D ¡r ?nsslilH, RI]tDlRlilG stnvlct I0 THt lmrT:D sÌAI[s m 15 Autt
l¡¡lrucflor¡ Applleoblc to AAf ?¡¡¡onrrl.
Prrr¡raph !.r'. of Army Rcgularion 390'l ¡cl¡¡ivc to thc handlin¡ of rc'
strictcd printed ma¡te¡ it quoted below I
"d. Dis¡emina¡ion of rcsrrictcd matte¡.-Thc informarion conteined
in ¡est¡ictcd documenr¡ and the cssenti¡l ch¡¡¡ctc¡istics of ¡est¡icted mate¡ial
mey bc ¡iven ao dnrt Perlon hnou'n to bc in lhe scrt'ìce ol tbc United Statet
aud to pertont ol undoubtcd toyelty end dìtîrction u'ho erc .ooþctaring
in Govc¡nmenl uorl, bst will not bc communicated to thc public o¡ to the
p¡er! r¡ccpa by authorized military public ¡elation¡ egcncies."
lr¡lrucllon¡ Appllcclb lo Ìlovy ?cr¡onnel.
Navy Re¡utation¡. ,{¡ticlc 7rt/z, coîa^íîs thc following Paratraphs releainß
ro th. handlinß of ¡e¡r¡ictcd matte¡;
"(b) R.rrrìctcd maae¡ mey bc disclosed ao Pcrsn¡ of dir¡clion in the
Govc¡nmên¡ se¡vicc whcn it appcars to bc in the Public intcresr.
"(î) R¿ttùücd m¡rter m¿y bc disclosed, undcr specirl circumltanccs,
to pc¡$ns nor in ¡he Govcmmcnt se¡vice whcn it appeers ro bc in rhc
public iorerest,"
The Bu¡eau of Âcronaurics Circula¡ Lettcr No. t2.43 fu¡thc¡ st¡te¡;
"Thc¡efo¡e, ¡a is rcquest€d thar all nav¡l activities chcck thei¡ own local
rc¡ulations and procedures ao m¡ke ¡ure thar handbooks, ¡e¡vice inst¡uc-
tions ¿nd o¡her rcttrìctcd technical publications are actually bein¡ mdc
avail¡blc to bo¡h civílian aod enlis¡cd pcrrcnncl who have use fo¡ thcm."
6r¡rrol.
Thcæ insrructioos permit the i¡sue of restricred publications to civilian
(ontraca ând other acc¡editcd schools en¡a¡ed in treinin¡ pcrsonncl for Gov.
ernmena wo¡k, to civilian conc€rns contractin¡ for overheul rnd rcprir
of ¡i¡c¡aft or airc¡afa accessories, and to simil¡¡ commc¡cial or¡tnizations,
IST OF REYISED PAGES I
NOTE,. A bavy black vc¡rical line, to ¡hc left of thc tcxt on revi¡ed Þ¡¡cs, iodic¡tcs the
ext nt of ¡bc ¡eví¡ion. This linc i¡ omittcd whc¡c morc ahan t0 pcrccnr of'rhi p¡¡c i¡ rcviscd.
aDDriloNAt COilES OF TH|S tUrLrCATtOil MAV tE OBIAD|ED A5 FOLTO!V3:
A^F ^CTIVITIES.-Submi¡ requisitions rhrough the Àir Inspector, Technical, shenever practicablc, in acco¡dance qith T. O. No. 00.25-3 to rhe Command.
in¡ Genc¡al, Faí¡ñeld Âi¡ Service Command, Patte¡mn Fjeld, Ohio. Atrn: Publicarions Dist¡ibution B¡anch, a¡ outlincd in ÂAF Regulation 5-9. Fo¡ derail¡
of Tcchnical Ordc¡ distríbution, see T. O. No. 00.25.1.
NAVY ACTMTIES.-Submir Í€quests ro the Chief, Bureau of Âeronautics, Navy Department, Washington, D. C. Âlso, see Nav,ler 0o.5oo fo¡ details o¡
dist¡ibution of technical publications.
BRITISH ACT¡VIT¡fS.-Submit requiremenrs on Fo¡m 29{Ä, io duplicate, to (he ^ir Publications and rorms Store, Neu Colle¡e. Lcadhall Lane, Harro-
¡ate, Yorkshire, Englend.
ARESTRICTED
RESTRIGÍED
AN 0t-90cc.l
lAttE OF COltrEXlS
Sectìon.
I Description . .
1. Airplane . .
2. Power Plant
3. Conuols and Operational Equipment.
II Pilot's Operaring Instructions
1. Flight Resrricrions
2. Before Enteríng Pilor's Comparrrnent
,3. On Entering Pilot's Comparrment...
4. Startiag the Engine.
5. Engine \üíarm-Up
6. Engine and Accessory Test.
7. Taxying
L Take-Off
Engine Failure During Take-Off.
Climb
Supercharger ....
General Flying Characteristics. . ..
Engine Failure During Flight.
Stalls .
Spins .
Maneuvers Prohibircd
Diving
Night Flying
Approach, Landing, and Cross-!íind Landing, .
Stopping E,ngine
Before Leaving the Airplane
III Flight Operating Data. .
l. Flight Planning
IV Ernergency Operating Insrucrions
l. Erner¡¡ency Operation of Landing Gear
2. Emergency Operation of Wing Flaps. .
3. Emergency.Exits-. ......i..¡.-.i... 1.
4, Landing on \íater (Ditching)
5, Emergency Landing (Belly Landing). .
6. Fire in Flight.
V Operational Equipmenr . .
1. Communications Equipment
Appendi.x
I Glossary of Nomenclarure (U. S. A.-Brirish)
II Flight Operaring Charts, Tables, Curves, and Diagrams
Ingine Flight Calibration C¡¡rves.
Take-Off, Climb, and Landing Chart.
Flight Operation Instmction Chart.
lable of Co¡rtstrt¡
Pøge
I
I
1
1
9.
10.
11.
12.
1 .t.
14.
15.
16.
17.
l8-
19.
20.
21.
29
30
.10
.31
t?
RESlRICTËD
RESÏRICTED
AN Ol-9oCC-l
Section I
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RESTRICTED
nE$rucrED
AN 0r-90cc-l
stcÍlox I
DESCNIPÍIOf,
Secflon I
Porogroph: l-3
I. AIRPIANE.
¿. GENERAL.-The Models UC-43 and GB-2
Transport (personnel) Âirplaoes are single-engined,
negative-stagger biplanes, with seatiog arrangements
for pilot, copilot, and three passengers' and cargo
space accommodating cargo weighing up to 125
pounds. Electrically operated Ianding gear, tail wheet
ãnd wing flaps are provided. Brakes are hydraulically
operated. The approximate overall dimensioos are as
follows:
Length ...76ft,11/zia.
Height. 8fq0in.
Span.. ...32ft,oin.
å. TUEI AND OIL.
(r) FuEt.-Specilcatior¡ No. AN-F-25i grade 87.
(2) OIL.-Speciñcation No. AN-VV.O-446a; vis-
cosity grade 1l2O for summer, 110O for winter, aod
1O8O for extremely cold weather.
c. ACCESS TO .AIRPLANE.
(1) CRE$Ø AND PASSENGERS.-Access to the
airplane is gained through the cabin door (6gure 2)
oo the lef¡ side of the airplane.
(2) CARGO.-Access ro cargo space is through
cargo door (6gure 3) on the left side of the airplane
fust aft of ¡he cabin door. The door is t5/2 inches
wide and l8 inches high, and the cargo space will
accommodate a marimum of t25 pounds of cargo.
2. POWER PIANT.
The R-985-AN-3 or AN.1 Pratt and Whitney engine
is a nine-cylinder, radial, air-cooled, aircraft.type
engine. The engioe has a direct drive to the propeller
shaft and has a built-in blower with a lO:1 ratio. The
engine is equipped for the operation of a Hamilton
Standard constaot.speed propellerrwhich utilizes en.
gine oil pressure for changing rhê propeller pitch.
The propeller is I feet, 3 inches io diarneter wirh a
pitch range betwee¡ I I degrees low pitch and 26
degrees high pitch, For normal eperation, the engioe
speed may be controlled by means of a constant-speed
governor set by the propeller control located on tbe
instrument panel.
3. CONTROTS AND OPERATIOilAT EOUIPHEilI.
¿. FLIGHT CONTROLS.
(1) CONTROL COLUMN.-The cootrol columo
is the swing.over type. It rnay be swtrng over in flight
by pulling back on rhe pin (figure 4-l) io the ceote¡
of the control column.
I
Figurc 2-Cabîn Door
RESTil TED
Flgure 3-Corgo Door
Seclion I
Pcrugroph 3RESÏRICTED
AN 0t-90cc-r
(z) ELEVATOR TRIM TAB CONTROL.-A
round knob (figure 4-2) located on the control
column, actuates the elevator tab. If knob is turned
clockwise, the nose of ¡he airplane will go down, if
turned counterclockwise, the nose will go up.
(3) RUDDER CONTROL.-Conventional pedal-
type rudder conrols are provided for both pilot and
copilot. Toe brakes are provided on the pilot's rudder
pedals only.
(4) RUDDER TRIM TAB CONTROL.-Operat-
ing the crank (ñgure 5) marked "RUDDER TAB,"
in the ceiling of the airplane acruates the rudder tab.
The crank is turned clockwise to relieve pressure on
the rigbt rudder pedal.
(5) FLAP CONTROL.-Flaps are electrically op-
erated. The flap switch (figure 14-3) is located in
center of the instrument panel. No provisions ar€
made for emergency hand operation.
CAUTION
DO NOT EXTEND FLAPS \üøHEN THE
IA.S EXCEEDS 110 MPH (9r KNOTS).
Nole
The flaps may be stopped in any intermediate
position by placing the switch in neural
positioo.
Flgutc 4-Conl¡al Column
1. Cont¡ol Column Release Pin
2, Elevator Tab Cont¡ol
å. LANDING GEAR AND TAIL \]øHEEL
RETRACTION CONTROLS.
(r) Motor switch and lock are controlled by the
same lever located on the instrurnent panel. (See
figure 9- r.)
(z) Hand crank for emergency operation is locat-
ed on the left cabin sidewall. Pull to center of airplaoe
to engage hand crank. (See ñgure LO.)
(3) Position lights for indicating full-up or full-
down position of landing gear are located on the
instrument panel. (See frgure 9-2.)
Note
See section II of this Handbook for opera-
tion¿l inst¡uctions on landing gear.
(4) TAIL $trHEEL LOCK.-Tail wheel lock con-
uol (6gure t 1) is located under the instrurnenr panel
above the pilot's rudder pedals. To lock tail- wheel,
push conrol lever to the right; to unlock, push control
to the-left. CAUTION
Do not attempt to unlock tail wheel unless
airplane is moving in a straight line.
(5) PARKING BRAKES.-The parking brake
control (ñþure 11) is the push-pull type, located at the
left of the fuse panel iust under the instrumen¡ panel.
To operate parkin¡ç brake, turn handle one-quarter
rurn clockwise, pull on brake hanclle, and, at rhe sarne
time, depress the toe brakes. To release parking brake
turn handle counterclockwise at least one-quarter
turn.
2RESTNICfED
Flgwe.S-Rudder lob Conlrol
Nolc
TOE BR.ô,T$S MUST BE DIPRESSED AT
THE TIME THE PA,RKING BR.A.I(E TS SßT.
c. ENGINE CONTROLS.
(l) THROTTLE CONTROL. - Push.pull type
(ñgure l2) located in the center of the insrrument
panel.
(2) MIXTURE CONTROL.-Located below the
throttle control. (See 6gu¡e 13.) There is oo automaric
Sedlon I
Parogroph I
adiustmenr, Push in fo¡ ¡ich mixture, pull out for leao
mixture.
(3) PROPETLER CONTROL (CONSTÂNT-
SPEED).-Push conuol (ñgure l4-2) in to "IN.
CREÂSE RPM" aod pull to "DECRE.{SE RPM." The
control is located at the top of the insrumeor paoel
above the flap switch.
(4) OrL HEAT CONTROL (RADTATOR
SHUTTER).-PuII control (6gure 15-7) to raise oil
temPeratufe.
1. Signal Pisrol Carr¡idge Holder
2, Copilot's Seat
3. Copilot'c Seat Pa¡achu¡e
4. Radio
5. Signal Flares
6. Rea¡ Se¡t
7. Cabín Door
8. Passenger Parachure
9. Data Case
10, Map Case
RESTHCÏED
AN Or-9oCGt
Flgwe 6-Cobln Content
l l. P¡rachute Harness
12. Pastenger Parachute
13. Signal Pistol (Stowed)
t4. "V" Type Antenna
lf, Fire Extinguisher Botde
16, Copilot's Flashlight
17. Instn¡ment Panel
18. Maio Fuel Tank
19. Co¡trol Column
20. Loop,{nrenna
RESTTICTED
21. Pilor's Flashligbt
22, Pilot's Seat
23. Pilot's Seat Pa¡achute
24, }{and Fire Extinguisher
25. Hoisting Sling
26, Miscellaneous Eguiprnent
Stowage Box
27. Cargo Door
26. Tail Vheel
3
¡
l
I
l
(zg
Section IRE5ÌRICTED
AN 0t-90cc-l
SUPPLY LINE
I RETURN LINE
I VENT LINE
I DRAIN LINE
NOTE:ALL OIL LINES IN
AIRPLANE ARE COLOR
CODED YELLOW.
OIL TANK CAPACITY-6.5 U.S. GALS.
5.4 IMP. GALS.
Figure 7*Oìl Sysrem Díogram
l. Oil Cooler Air Duct
2. Oil Coole¡
-ì. By'pass Valve
i. "Y" Oil Drain
5. Oil Temperature and Pressure Gage
6. Air Duct Controi
7. B¡'pass Control
S. Vent Line
4RESTRICTED
NESTTICICD
AN Ol-9oGC-t
Fìgure 8'-Fual Syslem Dìogram
Secion I
l Fuel Pump
2, \ùØobble Pump
l- Primer
4. Fuel Varning Lighr Unit
j. Selector Valves
(r. Fuel Strainer
7. Fuel f,ressure Ga¡;c
tl- Ca¡bureror
5
tUPPER
1Ât{t( R,
TAT{K
TO
I enotne
I,PPÉ,R L
TA¡¡K
lro,n
TANK
Õ
þTER L.
TAt{l( a
IOTER R.
I
I
I
SUPPLY LIÍ{ES
VENT LINES
PRESSURE LII{ES
ORAIN LII{ES
WING TANKS-23 U.S. GALS.
19 IMP. GALS.
MAIN ÏANK - 29 U. S. GALS.
24 ll\tiP. GALS.
RESÏNICÏED
GREEN LIC}II O¡ff.,flDING
'ULLY ¿XI¿NOTO
Hf.tf H¿R uc¡11 olfl_^¡¡iHc
G¿ R IN IMTEË'ÐIAÌI ru¡f Idt
tf Ð.Éf tl-f cr,il)18
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ÌÌ€rn-¡ cÁFõr B¿
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câaf oa{ a¡Tfn Êo3¡1ft
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lqfcH€q trAR rnrsDl
¡tl(Y
rJ ñtr¡ActÊD
Section IIBTRIClTD
AN 0r-90cGl
)t
¡¡
r-
Fìgure 9*Londìng Cec¡ Conl¡ol Levcr
l. Landing Gea¡ Control
2. Landing Gear Va¡ning Lights
3. R,C.A. Range Filter Selecto¡ Switch
Fìgwe l0-Landìng Geor Emergcncy Hond Crcnk
ó RESTRICÎED
Figurc ll-f aìl llhccl lock ond Parking l¡okc Høndlc
llgurc I 2-lh¡otl|e Cor¡l rcl
Fìgvrc I 1-ll.ixrwa Conl¡ol
(') OIt BYPASS CONTROL (R.ADIATOR BY-
PÀSS).-Pull control (Êgure l5-2) to bypass oil
radiator for engine warm-up.
(6) CARBURETOR HEAT CONTROL (N¡¡NT.
FOLD HEAT).-Pull control (ñgure 15-8) for addi-
tiooal heat. Carburetor air heat (maoifold heat) may
be used wheo icing conditions are prevalent.
(7) ruBt SYSTEM CONTROLS.
(¿) TÍOBBLE PUMP. - The wobble pump
handle (ñgure 16) is located on the right side of the
cabio below the window.
(b) FI-Jst TANK SEIECTOR VALVES. (See
ñgure 17.)-The fuel tank selector valves are located
on the right side of tbe cabin, iust above the ûoor.
CAUllOtrl
Upper selector valve must be turoed to
"LOSøER VALVE" position befo¡e lower
valve can be used.
(c) TNCIUE PRIMER PUMP.-To use prímer
(6gure 15-5) turn couoterctochwise to untock, aod
pump haodle.
(d) FUßL ITARNING LIGHT.-Tbe waroing
Light (ñgure 14-l) is on råe instn¡ment panel, just
left of the propeller conrol.
(e) p'Unr' GAGE.-The gage (ûgure l8-2) is
located oo the lower left portion of the instrumeot
panel aod is cootrolled by a switch. The gage shows
the amount of fuel in the tank, indicated by the pointer
oo the switch.
(s) VACUUM SELECToR vALvE. (See tgure
19.)-Located belos' fuse paoel. Turn to "VENTURI
ON" in event of Yacuum pump failure.
r'. ELECTRICAL CONTROTS AND
_ EQUTPMENT. __
( I ) MASTER B,{,TTERY S$rITCH.-Master bat-
tery switch (6gure 2o) is mounted on the left forward
window sill near the instrument paoel.
Nole
This switch cuts off all the electrical circuits.
(2) GENER.ATOR CONTROL SVTTCH.-To
rùrn geoerator on and off, use the switch (figure 21.1)
that is mounted oû the fuse paoel,
(3) IGNfTION SWITCH.-The ignitioo switcb
(ñgure 15-4) is mouoted just under the primer in the
cenref of the instrument panel.
(4) STARTER BUTTON.*The buttoo (ñgure
15-1) is located under the ignition switch.
(r) AIR TEMPERATURE SELECTOR SWITCH.
-The switch (âgure 22-l) is connected to the air
temperâture gage (âgure 22-2r, Turn to position "1"
for carbu¡etor air temperature or to posirioo "2" for
outside air temperature.
Sccllon I
Porogroph 3
(6) zuEL GAGE TANK SELECTOR S\$TITCH.
-The switch (6gure l8-2) is located on the lower
left portion-of the instrument paoel, n€xr to the fuel
gage.
(7) CABIN LIGHTS.-Lighting is fror¡ a dome
light above the rear seaÇ two map lights in cabin well
at the top of the windshield, and two iosrrumeot lights
which focus on the paoel from rop of the cabin.
(a) The dome light switch is built into tlre
tight. (b) Map light switch is located on the iagüu-
ment panel left of the ¡adio azimutb coqtrol. (See
frgure t 5-9.)
(c) tnstrument light rheostat (ñgure 15-6) is
tocated to the right of the igoition switch oo the
instrument paoel.
(8) L|NDING tIGHTS.-Turn on switcbes
ure 2t-4) for either of the two laoding líghts.
lights are mounted on the lower side of the bottom
wiogs. CAUTION
Do oot lower laadiog lights s,ith I.A,S greatcr
rhao 110 mph (9; knots). Use ocly one light
at a time whe¡ever possible. Do not use for
more than 3 minutes at a time, or test-operate
oo the grouod fo¡ more thaa J seconds.
(9) POSITIoN LIcHTS.-The position ligbt
switches (figure 2l-2) are located on the left side of
the fuse panel.
(to) RECOGNITION LIGHTS.-The recogni-
tioo light ssitches and key (6gure 26-l) te located
¡t tbc ertreme right side of the iostruneot peoel
Fígutc I tl-P ropclle¡ Cottlrol
I. Fuel Slarning Light
2. Propcller Control
3. Flap Switcb
NESfRICfED
AN 0r-90cc-l
(te'
The
RETTRICfED 7
Ssction I
Porogroph 3
(11) PITOT HEAT.-The pitot heat switch
(figure 21-3) is located on the fuse panel and should
be switched to "ON" under icing conditions.
(12) FLASHLIGHTS.-Flashlights Âre mouored
in holders located adjacent to the pilot's left rudder
pedal, and copilot's right rudder pedal on the front
of the cabin wall.
RESTRICTED
AN 0t.90cc-t
Figvrc l5-Confrols on Cenlar ol Insl¡umenl Pdnel
4. Ignition Switch
5. Prime¡
6. lnstrument Light
(13) FUSE PANEL.-Fuses and spares for all cir.
cuits are located on fhis panel. (See ñgure 21.)
e, HEATING AND VENTILAT ION.
(1) C,{.BIN HEAT CONTROL.-PuII the con-
trol knob (Êgure 15-1) on the left side of the fuse
panel for cabin heat.
l. Cabin llear Control
2 Oil Bypass Con¡rol
.j. Starre¡ Button
7, Oil Heat Cont¡ol
8. Carburetor Heat Control
9. Ivlap Light
I
ÆÐ
57
(l.A
Tff.
Nf,
r oo€.5
FI¡.LY
,Ðt
FtÀ¡tD
PCF
,_L
iÉD
RESTRICTED
Flgurc ltl-lfobål¡ Pump
Srctlon I
Porogroph 3
(2) VENTTLATTON.
(¿) Cold air duct valve conr¡ols (6gure 21-5)
are located on tbe right side of the fuse paael. Push
for ventilation.
f¿) EXHAUST VENTILATOR.-The exhaust
ventilator is ia the roof of the cabin. Rorate to opeo
or close.
(c) SIDE !fINDOTøS.-The pilot's and co-
pilot's side windows can be lowered for additional
veDtilation.
t, coz rrRE EXTTNGUTSHERS.
(1) ENGINE FIRE EXTINGUISHER CON-
TROt.-This conrol (ñgure 26-2) is located on the
right síde of the instrument panel jusr under rhe recog-
nition light switch box. PULL TO OPERATE.
?þurc lSJucl Gogc ond Selc¿o¡ Srrltcå
L Elevaær Tab Positio¡ Indicaror
2. Fuel Gage and Selector Switch
3, Radio T¡ansmirter A¡¡oete¡
REIfRICIED
At{ 0l-90cc.r
I
Flgwe l7-Fucl Sclestor Yalvct
rGsIilCTED
Flgwc l9-Vocuurn Salador Vofvc
Saction I
Porogroph 3
(2) A hand-type, CO2 extinguisher is located
behind the pilot's seat on the left side of the cabin
just forward of the cabin door. (See ñgure 27.)
g. PYROTECHNICS.
(1) LANDING FLARES.-The flares are released
from the switch panel (figure 28) located on'right
síde of airplane just above rear window, THEY ARE
FOR EMERGENCY USE ONLY.
(2) SIGNAL PISTOL.-The signal pistol (figure
29) is located in the roof of the cabin behind the
pilot's seat. The gun adaptor (frgure 3oi is frxed in
place. Replace cap in the adaptor when pistol is not
in place.
(3) SIGNÂL PISTOL CARTRIDGE HOLDER.
-The cartridge holder (figure 6-1) is on the right
side of airplane under window sill just forward of the
copilot's seat.
å. SEATS.-,{,II seats are equipped with back-pack
type, built-in parachufes.
RESTRICIED
AN Ot-9oCC-l
Fìgurc 2l-Swhch and Fu* Pancl
3. Pilot Hcat SY¡itch
4. Landing Light Switchcr
RESIRICÍED
Fìgurc âO-ll,súe¡ Dalluy Swlrcñ
l. Generator Control Swi¡ch
2. Position Light Switchcs !. Ventila¡or Coat¡olc
6. Fuse Panel
t0
.t a.:'t',
i
NC¡TMfiÐ
AN 0t.90cc.t 3¡cllon I
Pürogr!¡h S
(l) PItOT',S .âND COPILOT'S SEATS.-The
pilots' seats ar€ mounted on slides and nay be moved
fore and aft The release lever (figure 23) is ori th€
outer f¡ont corner of eacb ceat. Bß SURE THAT THE
SEATS ARE gECUßTLY TOCKEÞ IN PL{.CE BE.
FORS Tå,I(I.OFF.
', MAP AND DÅTÂ C^ASES,
(t) MAP CASE.-The map case (ûgure 6-to)
is located iç the cabia door. To unlock combinatlon
lock, use the l¿st thrêe nurnerals of the airplane's
setial number. Roll díals to tl¡ese numeral¡ ¿nd run
knob to open. The combination of the lock nay bc
cbanged to ¿ny three-digit number.
Fþvn 212-Al¡ îtmprcìus Swlrsl
1. Àir Tempcram¡e Selccto¡ Switch
2. åii Temperatute Gage
(2) D,{TÂ CAS8.-The data case (figure d.g} ts
accessible from tlre cabin by wsnapplng the eover
on the back shelfand zipping the shelf cover back.
i. .¡frscBttANEous EQUTPMENT.
(t) HOISTING SLING,-The hoísring sling (ûS.
ure 6-251is stowed in the cargo conparrßçhr.
(2) PROPELLER TOOLS.-Thó pro¡reller tools
are incased in a bag and are storyed io the cargo
compaftment.
(3) CABIN COLD AIn pf,Uc.-The cabin cold
air duct ¡llugs for cold-weather operatioo are sþwed
in the cargo cÕmpartment when not in:use.
(4) ENGINE COVBR.-The engino cover i¡
ctowed in the cargo compartrFeût.
(5) BNGTNE COI,Íp.{RTMENT COID ArR
DUCT PtUGS.-These ¡rlugs are for cold.weather
operation and, when not io ¡¡se, are stowed in the
cargo comPaftmenr.
(6) BNGINE TOOL KIT.-The engine rool hir
is stowed in the cargo compafimenL
(7) BRAI(E BTEEDDR I{OSE.-The bleedcr hose
used for brake repair and maintenance is stowed io
the cargo compartment when tot in nse.
(e) ffRST AID KIT.-The árst aid kit is stowod
iq the cargo cornpartment until assigned a ¡ilace ia
the cabi¡r by the Service.
(9) ATRPTANE dND EQr,trpMENT Mâ,INTE.
NANCE MANUALS.-AII nonu¡ls pe$ai"i{g ro this
airplane will be found io the câfgo coepa¡tmoÈf.
(to) KEYS.-Two ¡ets of keys are pnovidcd for
the c¡bí¡ door ¿nd csrgÕ coúpaitmeil dooL
llCvn L?lWt enð @tlll/t Sot i¡bc hfr
rEgTilGlÞ II
Soction I
l. Âirspeed Indicato¡
2. Gyro Horizon
3, Turn Indicator
4. Bank and Turn lndicator
5. .{ldmeter
6. Rate of Climb Indicator
7. Fuel Pressure N/arning Ligbt
8, Mixture Control
9. Thrortle
10. Compass
ll. Propeller Control
12. rVing Flap Switch
13. LandinS Gear Position Lights
14. Tachometer
15. Cylinder Temperature
16. Clock
17. Manifold Pressure Gage
REsÏRICTED
AN Or-gocc.t
FÍgurc 24-Pílofs lndøm¿nl Ponal
18. Enging Gage Unite
19. Fuel/,{i¡ Ratio Gage
20. Suction Gage
2l . Air Temperarure Gage
22, Air Ternperarure Selecro¡ Switch
23. Recognition Ligha Control Box
24. lire Extinguisher Control
25. Fuel Tank Selecror Switch
26. Radio Remote Control Unit
27. Radio Azimuth Cont¡ol Unit
25. ,{mmerer
29. Copilot's Rudder Pedals
30. Map Light Switch
31. Carbureror Heater Control
32. Oil Heater Conrrol
3j. Ventilator Control
34. Ventilator Control
31. Insrumenr Light Control
36. Engine Primer Pump
37, Starrer Button
38. lgnition Switch
39. Fuse and Switch Panel
40. O¡l Bypass Control
41, Cabin Hearer Cont¡ol
42. Cowl'Ër;p Contol
43. Landing Gear Operating Control
44. Tail Vheel Lock Conrrol
45. Pilot's Rudder Pedals
4ó, R.C.A. Range Fitter Selector Switch
47. Radio Transrnitter Remote Cont¡ol
48. Fuel Gage Selector Switch
49. Fuel Gage
50. Elevato¡ Tab Position Indicator
!1. Radio Frequencl'Ammeter a.
a
l2 NESTRICÏED
I. FtIGHl RESTRICTIONS.
d, Loops, rolls, spins, and inverted flying are pro.
hibited.
å, Do not exceed diving speed of 240 mph.
c. Do not exceed overspeed dive of 2860 rpm for
over 30 seconds,
d, Do not exceed 22oo rpm in level flight.
¿, Do not lower landing gear above 1rO mph IAS.
/. Do not lower wing flaps above llO mph IAS.
g. Do not ext€nd landing lights above 11o mph IAS.
2. EEFORE ENTERING P¡LOT'S COMPARTMENT.
Determine the proper loading of the airplane. A
"Loading Chart" is posted in the cabin of the airplane
which gives proper fuel loads (figure 25) fot various
loading conditions. Always take off and land on the
main fuel tanks.
3. oN È¡¡TENIXC PILoT's CoMPARTMENT.
a. Check form 1 and lA.
¿. SPECIAL CHECK FOR NIGHT FLYING.
(t ) Check the functioning of all cabin and instru-
ment lights.
(2) Check operation of the landing lights. Do not
test.operate for more thao 5 seconds.
(3) Check warning, recognition, and position
lights,
(4) Check condition of landing and signal flare
equipment.
c. CHECK FOR Att FLIGHTS.
(r) Ignition switch-"OFF" position.
(z) Landiog gear conrrol handle-"DO\tl'N" po-
sition.
SPEOIAL FUEL RESfRIdtìONS
u3Ë
ÊILL
uaÊ
RLL
usE
FUSÊLÂGÊ ÎÀTK fðR TAIEOFF A{D LATDIT{S.
FUSELAGE lATÍ EEFOF€ FIUI{G gIñG IATXS.
wrd6 Íatxs trFoRE u8tìc PUSELÁ0E far,lK,
LOWER IITô TÀT{16 ÊEFORE I,PPEF WIIG ÍANX5.
úpER WttOratß BEFoR€ LoWEñ WrflG r^tXS,
RESTNICTED
AN 0r-90cc-l
¡ECr¡Oil ll
P|tor¡ oPtnAilf,c ltsÌnucltors
Section ll
Porogrophs 1.3
(f ) ftap control handle-"Up" position.
(4) Parking brakes "ON."
(:) See rhat controls a¡e free.
(6) Place carburetor hear (manifold heat) conrtol
on :'COLD" position (figure 15-8) so that possible
backñres in starting will not damage the induction
system.
(7) Oil heat control (radiator shurer) on "HOT"
position for winter and "COLD" position for summer.
(See ñgure r5-7.)
FTCu¡s 26-RccognÍtÍon l,lghtr Cont¡ol tor ond
lngine Fìre Extinguisfrer Controls
1, Recognition Lights Control
2. Engine Fire fxtinguishe¡ Control
3. Fuel Valve Placard
ó lflquoq Prw, oo-trlol a : ÞÀa¡¡¡oaRt
OOOUPANlS lOIAL moNl
FU*UGE LOW€R
wwcs UFPER
utg
52
50
ø2e
29
29
ZJ
lt o
o
0
8Â6GAGE
4
t6
t6
6
WIIH PÀRAOHUTES
e4
60
70
fHPII
29
29
4g
46
4t
a
5
o
ô
?
e6
66
ilo
,ilcllo
too
ô reú Ê4
gs
e9
p9
+6
46
46
37
36.
26 IG
7e
llo
ilo
r ro
r¿t
0 tHffu r2t !9 40 46
t2t
o BRU r2t 2i 46 46 l0
I ro
W¡TH PÂRÀCHU'ES
rtlÉ åRAoHU1E3
WITtr PANACHUIê
t
EITts PAñÂOHUTEg
Figvrc 25-Spcciol Fucl Rrct¡lction¡
RESTRICTED ¡3
Section ll
Porogrcphr 3-8
(8) Oil bypass cootrol (radiator bypass) on
"HOT" position for winter and on "COLD" for
surnmer. (See Êgure Ir-2.')
(9) Vacuum selecto¡ valve on engioe PumP.
Note
Place valve to "VENTURI ON" for auxiliary
vacuum supply.
(to) Fuel selector valve on "MAIN" position
(ñgure 17). Upper valve on "MAIN" position, lower
valve on "OFF" position.Hote
Upper fuel selector valve must be turned to
"LO\ùøER VALVE" position before lower
valve can be used. (See frgure 26-3.>
4. STARTING THE ENGINE.
a. CQLD ENGINE.-\Øith ignition switch "OFF,"
pull the propeller through four or 6ve revolutions by
hand. Nole
If the engine has been idle for more than 2
hours or if excessive priming has been used
during starting attempts, be sure combustion
chambers are clear of fluids. Difficulty in curn-
ing over is an indication of liquid lock.
STARTING THE ENGINE \øITH IXCES.
STVE OIL OR FUEL IN THE CYLINDERS
MAY RESULT IN BENT OR BROKEN
RODS.
å, Mixture control-full "RICH" position. (See
figure 13.)
c, Throcle control abottt lf to tl ìnch opeo-
equivalent to 6OO to 8OO rpm.
d. Ptopeller control, full "DECREASE RPM"-
full-out. (See figure l4-2.)
a Operate wobble pumP to obtaio at least 3 and
not over 6 pounds per square inch of fuel pressure.
t, Prime engine seven full srokes for cold engine
and three or four for warm engine.
wAnxltc
DO NOT OVER.PRIME ENGINE.
Notc
Do not pump throttle in an efrort ro prirne
engioe. Use primer to Prevent stalling.
g. Master switch "ON," (See frgure 20.)
b, Generator switch "ON." (See ñgure 2I-1.)
i. Start engine by pushing starter buttoo (frgure
15.3) and allow the engine to turn over fou¡ or five
revolutions before turning ignition switch "ON."
(See figure Lt-4,) CAUTION
If engine backfires, open throttle full open
and immediately return it to closed position,
to prevent fire in carburetor. In cold weather,
the engine will run better if carburetor heat
is applied until engine is turning smoothly.
5. ENGINE WARM.UP.
¿. Check oil pressure at once; if not 2o pounds in
30 seconds, shut off engine and have investigation
made.
å, \Varm-up at 60O to 800 rpm. After oil gage shows
pressure, shift propeller to "INCREASE RPM" or
take.off position (oil pressure ar least 5o pounds),
a Minimum oil temperature for 1OO0 rpm or over,
4O'C (1O4oF).
d, Avoid prolonged ground running. Do not exceed
maximum allowable cylinder head temperature, 2 5OoC
(482"F).
e. Maximum oil pressure during warm-up, 90
pounds per square inch.
/. Normal oil pressure 7 5 to 85 pounds per square
inch.
g. Normal oil temperature 6Oo to SO'C (t4O' to
180oF); maximum, 85'C (ls5'F).
å, Minimum fuel pressure is 3 pounds per square
inch while idling and 4 pounds per square inch while
oPerating.
ó. ENG¡NE AND ACCESSORY TÉST.
a, A,fter engine is warmed up, check functioning of
each magneto at 29 inches Hg manifold pressure with
propeller in both full "INCREÁ.SE RPM," and "DE-
CREASE RPM." Maximum alloq¡able drop is 7 5 rpm.
å. Check functioning of propeller by operating con-
rol through its range several times, particularly in
cold weather.
c. Check for generator charge on ammeter.
/. Minimum suction, 3/a inches Hg.
wÂntlx6
MAXIMUM ALLO\øABLE HEAD TEMPER-
ATURE 2tOoC (480"F),
7. TAXYING.
¿. Unlock tail wheel.
å. Visibility is poor when taxying, The airplane
should be swung from side to side to check for
obstacles.
¿ Use surface controls to control direction of air-
plane as much as possible when taxying and avoid
using brakes any more than absolutely necessary.
d, Use brakes with caution when taxying, particu-
larly if the airplane is lightly loaded or has no load
on rear seat.
¿. DO NOT TAXMTH FLAPS EXTENDED.
8. TAKE.OFF.
a, Bef,ore turoiog into the wind for take-ofr, check
the following:
(1) Fuel tank selector valve on maio tank.
(z) Check fo¡ freedom of all conrols.
RESIRICÏED
AN 0r-90cc-l
l4 RESTilgfED
(l) Check pilots' sears locked io position on sear
slide tubes.
(4) Trim tabs are in rake-ofr position. Elevator
tab should be set so that the indicator needle shows in
the green, approximately midway betweeo "O" and
"1." Rudder tab setting should depend upoo amount
of power used in climb. Rudder control is adequate
for full power.
(5) Propeller io full "INCREÄSE RPM" (for-
ward).
(6) Mixrure control futl "RICH."
(z) Primer locked io "OFF" position.
(8) Carburetor heat (manifold heat) control fult
"COLD" (forward).
wAnxlt6
If icing conditions are prevaleog blow out
carburetor immediately prior to take,ofr, with
control in full "HOT" posirion. Then take
offwith control is full "COLD" posÍtion aod
edjust for ca¡bureto¡ ice immediately after
take-off.
(9) Oil bypass valve control closed (io).
(f O) Regulare oil shutter to maiorain proper oil
tefnp€ratr¡re-minimum 4ooc (IO4oF); maximurn, I joC
(re:"F)"
(rt) Minimum oil pr€slmre, io pounds per
square ioch; maximum, 90 pounds per sguare ioch.
( t Z) tvtinimum fuel pressure, 4 pounds per square
ioch; marimum, 6 pounds per square iach.
å. Turn straight down the ruoway and move ai¡-
plane fotward slightly before locking the tail wheel.
Alwayr lock rhe ¡eil wheel príor to take-off; to do so,
move bandle to righc
c Retrac-t the landiog geaf, es soon as ship is in
the air.
' wlniltc
Be sure that sufrcient speed has been attained
so that the airplane will not senle back to the
ground after the landiag gear has started re.
tracting. The landiog gear should be rerracred
as sooo as possible because, with the gear
.reracted, the rate of clinb incre¡ses consid-
erably and, in eveot of power faílure, the glide
aogle of the airplane is much flatter.
y'. Manifold pressur€ should be 37 iaches Hg mari-
mun at 23OO rpm. Reduce throale immediately u¡ron
cteariog all obstacles so as trot ro exceed 33.5 inches
Hg. Theo pull back propeller control so ar nor ro
exceed 22oo rpm, Maximum allowable head tempera-
ture is 25O"C (4a21,¡.
Se¡tion ll
Porogropha 8-tl
9. ENGII{E FAILURE DUNIHO IAKE.OFF.
a. The procedure to follow in this earergency will
depend upon the speed, altitude, loading, surroun.ting
terrain, and wiod conditions existiag at the time. This
airplane has some very desirable characteristics of
which the pilot may tak€ full advantage, by erercising
good judgment and proper technigue.
å. Pull mixture conrrol back to tbe "IDLE CUT-
OFF" position.
c. Turo the ignition to the "OfF" position.
d, Do NOT move the wheel or conrrol colurna
violeotly-let tbe airplane level itself out gradually.
e. The landing gear should rernain up until the air-
plane is approaching the boundary of the freld for
the emergency landing. Then, as late as possible, the
wheels should be dropped aod the usual and no¡mal
power-ofr landing oade.
Nolc
Tu¡n off generator aod master battery switch
before contacting ground.
;f. In case of an ernergency belly landiag oo level
ground, the ground run is from lOO ro ItO feet, If
you are not absolurely sure that the area picked in
which to set the ship down is suitable for a wheel
landíog, make a belly laoding-little danage to ai¡-
plane or passengers occu¡s in a properly executed belly
landing. In case of doubt in ao ernergency landing,
KEEP THE \VHEELS RETRACTED. The faps caa be
used for the approach but should be retracted at the
last moment to save them f¡om being danaged. No
f.alling out will be experienced ¡s the flaps are lifted.
The lower wings are close to the ground and the¡efore
are afected by the "ground cushioo" during a belly
landing. The airplane can be belly.laoded in the usual
high-anglc-of.attack posirion uotil the tail srrikc¡ thc
ground, after which it witl setde forward without
uodue shock, using the grouad cushion ofair to pre-
vent slamming.
to. CUMB.
ø, Climb the airplane ar besr climb speed, 9 j ro 1o0
mpb (S2 to 87 knots). Gain alritude quickly oo tak'e-off
so that in event of power failure the airplane q'ill have
enough altitude so that a suitable spor sìay be picked
for a landing.
å. Check head temperarure frequently-i{ over al.
lowable (2 50o o¡ 4820ß) increase air speed. Check oil
and carburetor air temperarures.
II. SUPENCHARCER.
The supercharger or blower gear is built into the
engine and no manual control is provided for ir. Do
not exce€d 33.J inches Hg manifold and 22OO rpm
at ^ny dme fo¡ continuous operatioû.
RESIRICTED
AN 0r.90cc.r
NE¡TNCTED l5
Sectíon ll
Poragrcphs l2-14
I2. GENERAT FTYING CHARACTERISTICS.
¿. STABILITY.-Stability is excellent under all
norrnal loading conditions and flight rnaneuvers.
(1) The rudder and elevator trim tabs provided
are very effective and should be used to ease control
pressures at all times.
(z) l¡ bumpy air the airplane should be allowed
to lecover by itself, with only slight aid from the pilot.
This requires less effort in flying the airplane and the
ride is actually smoother.
å. SPEED RANGE.-This airplane has a broad
speed range with a high cruising speed and a low land-
ing speed. All controls are vety effective throughout
tbe entire range and even through the stall.
c. IJse fuel from tanks in following sequence and
frll tanks in reverse of seguence given. Use upper wing
tanks first, then lower wing tanks, and main tank last.
Make all take-offs, landings, or flying at low alti-
tudes on main tank.
/. rJØhen switching to another fuel tank, be careful
to stop valve on "CLICK." lüØatch fuel pressure in-
dicator and be ready to use wobble pump if fuel pres-
sure does not build up to 4 lbs. per sq. in. immedi-
ately.
e. Maximurn cruising economy will be obtained
with urixtures set at .080, with manifold pressure from
25 to 28 inches Hg and propeller adjusted between
1800 to 2O0o rpm. All maximum power operation
should be done with mixtures set at .100, Head tem-
peran¡re should be checked constantly (232"C or
45ooF for continuous operation).
/. Under icing conditions, use iust enough car-
buretor (manifold) heat to prevent icing, in order to
maintain constant manifold Pressure for level flight.
g. GLIDING.-The airplane has an unusually flat
gliding angle. It is approximately 15 to I with the
wheels in retracted position, at an IAS of ttlo mph.
b. CLIM,B \üøITHOUT POIüüER.
(r) Another factor of safety for pilots who rnust
fly at low altitude, is that the airplane will climb about
400 to 500 feet without powet at cruising speeds. In
order to check this performance, the altimeter should
be noted and the airplane flown at normal cruising
speed. The throttle can then be closed and the mixture
control pulled all the way back, and simultaneously,
the wheel should be pulled back steadily until the air-
plane reaches an angle of attack of about 45 degrees.
It should be held in this position until it reaches the
top of its climb and the control forces lighten, then
the wheel can be eased and the ship allowed to stall
by itself with a consequent dropping of the nose. As
the stall occurs, the altitude should be noted on the
altimeter. The amount that is gained will be from 4oo
to 500 feet. Thus, in case a power failure occurs at
a low altitude, the pilot can pull the airplane up ap-
proxirnately 400 co 5oo feet to allow time to discover
the best available landing area.
(2) tf a turn is not required, with 5O0 feet alti-
tude and no wind, alaoding can be made t mile ahead
of the position. If a turn is required, landing can be
made approximately fi mile to each side or I mile
behiod. The ship should be kept in a practically
stalled position in order not to use too much radius of
turn (no allowance made for wind). Practice in stalled
turns in this airplane will show rhat there is little or
no danger in them. However, if the airplane is loaded
with a full tail-heavy loading, with baggage and people
in the rear, it should be given a little more considera-
tion than when it is loaded only in the front seats.
T3. ENGINE FAITURE DURING FLIGHT.
ø, The nose will not drop much below the horizon
if restrained by pulling back on the wheel. If the engine
failure occurs at low altitude, a climb without power
of 400 to 5OO feet will afford an opportunity to pick
a suitable place to land. (Refer to La,b, this section.)
å. Turn the ignition switch "OFF."
c. Turn fuel selector valve "OFF."
/. Propeller control in fuII "DECREASE RPM."
¿. Generator switch "OFF."
J. If a suitable landing freld is available, glide to a
norrnal power-off landing. If not, keep the landing
gear in the retracted position and rnake a belly landing.
g. Turn master battery switch "OFF" before con-
tacting ground.
r4. srAH.s.
a. There is no tendency to fall off into a spin from a
stall. Little control is required to keep the airplane in
a stable position.
å. It is suggested that pilots who fly this airplane
f.amiliarize themselves with the stall characteristics of
the airplane. They should try a gradually approached
stall at a cornfortable altitude and they will frnd thar
full lateral conrol is retained at all times and that they
can actually fly the airplane in a stall without losing
control of the airplane, In a gradually approached
stall with the power off (as would be the case in rnak.
ing an approach for landing), a speed will be reached
at which the lower wing will stall without the upper
wing doing so. Since the lower wing is forward in
oegative stagger, the nose of the airplane will drop a
few degrees until the lower wing "unstalls" and re-
sumes its lift. At this point the nose will again rise
and the cycle will be repeated with a sort of forward-
and-aft rockiog motion while the lower wing stalls
and then regains its lift. Considerable buffeting of a
harmless type will occur during such a stall. In the
meantime, the upper wing is completely "unstalled"
and inasmuch as the ailerons are placed on the upper
wing, full lateral control can be effected. Gradual turns
can be made to the right and left with power off and the
wheel all the way back during the operation of stall-
ing and "unstalling" the lower wing.
The above ¡¡rocedure should.be tried with wheels
up and wheels down, flaps up ano flaps down, power
RESTRICTED
AN 0r-90cc-l
ró RESÎRICTED

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