Beechcraft Travel Air D95A User manual

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Travel Air
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MODEL
OVVNER'S MANUAL
Secch ûircrah Ûorporation iUJ i ch ii.e. V.i ns.:

Seecheraft
Travel Air
D95A
PUBLISHEDBY
PARTS AND SERVICE OPERATIONS
BEECH AIRCRAFT CORPORATION
WICHITA, KANSAS
95-590014-61 95-590014-61Ai
Issued June 12, 1963 Revised August 3, 1964
OWNER'S MANUAL

LIST OF EFFECTIVEPAGES
TOTAL NUMBEROF PAGESIN THISBOOK15 132
*Title .Al August 3, 1964
*List of Effective Pages Al August 3, 1964
i through vi Original
*1-9 through 1-10B Al August 3, 1964
1-11 through 1-21 Original
2-1 through 2-2 Original
*2-3 through 2-4A A1 August 3, 1964
3-1 through 3-6 Original
4-1 through 4-2 Original
*4-3 through 4-4 Al August 3, 1964
4-5 through 4-18 Original
5-1 through 5-13 Original
6-1 through 6-23 Original
7-1 through 7-4 Original
*7-5 through 7-6A Al August 3, 1964
7-7 through 7-9 Original
*7-10 Al August 3, 1964
7-11 through 7-15 Original
*7-16 Al August 3, 1964
7-17 through 7-30 Original
*The asterisk indicates pages revised, added or deleted
by the current revision.
Revised August 3, 1964

THANK YOU . . .
for displaying confidence in us by selecting aBEECHCRAFT airplane. Our
design engineers, assemblers and inspectors have utilized their skills and years
of experience to ensure that the new BEECHCRAFT meets the high
standards of quality and performance for which BEECHCRAFT airplanes
have become famous throughout the world.
IMPORTANT NOTICE
This manual should be read carefully in order to become familiar with the
operation of the airplane. Suggestions and recommendations have been made
within it to aid in obtaining maximum performance without sacrificing
economy. Be familiar with and operate the airplane in accordance with the
Owner's Manual and FAA Approved Airplane Flight Manual and/or placards
which are located in the airplane.
As afurther reminder, the owner and operator should also be familiar with
the Federal Aviation Regulations applicable to the operation and
maintenance of the airplane, and FAR Part 91 General Operating and Flight
Rules. Further, the airplane must be operated and maintained in accordance
with FAA Airworthiness Directives which may be issued against it.
The Federal Aviation Regulations place the responsibility for the
maintenance of this airplane on the owner and the operator, who should
make certain that all maintenance is done by qualified mechanics in
conformity with all airworthiness requirements established for this airplane.
AII limits, procedures, safety practices, time limits, servicing, and
maintenance requirements contained in this manual are considered
mandatory for continued airworthiness to maintain the airplane in a
condition equal to that of its original manufacture.
Authorized BEECHCRAFT Parts and Service Outlets will have recommended
modification, service, and operating procedures issued by both FAA and
Beech Aircraft Corporation, which are designed to get maximum utility and
safety from the airplane.

TaMe of Contents
SECTION IDescriptive Information .... .1-1
SECTION HOperating Check Lists .......... .2-1
SECTION III Performance Specifications
and Limitations ..... . ..3-1
SECTION IV Flying Your BEECHCRAFT .. ..4-1
SECTIÒN VUnusual Operating Conditions ....5-1
SECTION VI Operational Data ........................6-1
SECTION VII Servicing and Maintenance ........7-1
III

General
Specifications
ENGINES
Two Lycoming, 4-cylinder, 10-360-B1B, rated at 180 hp @2700 rpm for all operations.
PERF0RMANCE -- TRUE AIRSPEED, STANDARD ALTITUDE
MAXIMUM CRUISlNG SPEED:
(a), at 75% power (2450 rpm) ........................200mph/174kts at 7500 ft.
(b) at 65¾ power (2450 rpm) .........................195mph/169kts
at 11,000 ft.
HIGH SPEED AT SEA LEVEL
(2700 rpm, full throttle) ..............................210mph/182kts
RATE OF CLIMB AT SEA LEVEL(rated power)
Two engines ........................................ 1250fpm
One engine ........................................ 205fpm
SERVICE CEILING (rated power) @4200 pounds
Two engines (100 fpm) ..............................18,100ft.
One engine (50 fpm) ................................4400ft.
ABSOLUTE CEILING @4200 pounds
Two engines .................. ... .................19,800ft.
Single engine (descending to level out at) ..............5850ft.
STALLING SPEED (Zero Thrust), Flaps 28°, Gear Down ......70mph/61kts
MAXIMUM RANGE @165 mph/143 kts ...................1170mileson112 gal.*
ENDURANCE ................. .
...................7.54hours*
TAKE-OFF DISTANCE-(20° flap) Ground Run ............1000ft.**
Total Distance over 50 ft. ............................1280ft.**
LANDING DISTANCE-(28° flap) Ground Run ............ 980ft.**
Total Distance over 50 ft. ............................1590ft.**
The abave performance figures are the results of flight tests of the Travel Air
conducted by Beech Aircraft Corporation under factary-controlled conditions and
will vary with individual aircraft and numerous factors affecting flight performance.
*Includes warm-up, taxi, take-off, climb and 45 minutes holding at 45% MC power.
**Take-off and landing performance based on Sea Level Standard Conditions.
TYPE
Four or five-place, high-performance, all-metal, low-wing, twin-engine cantilever
monoplane, with fully retractable tricycle landing gear, solid cabin top, and full
complement of eng¡ne and flight instruments standard.
BAGGAGE
Maximum 400 pounds -rear
270 pounds less equipment-front
WEIGHTS
Gross Weight .........................................4200lbs.
Empty Weight, Dry (Approx.) ............................2555lbs.
(Empty weight includes complete set of flight instruments; cabin heating and venti-
iv

Iating system with windshield defrosters; soundproofing; navigation, cabin, instrument
and landing lights.)
Useful Load (Approx.) ............... ..................1645Ibs.
WING AREA AND LOADINGS
Wing Area ...... .....199.2sg.ft.
Wing Loading, at gross weight ..........................20.6Ibs./sg.ft.
Power Loading, at gross weight ..........................11.4Ibs./hp
DIMENSIONS
Wing Span ...........................................37ft.10in.
Length ...............................................25ft.11in.
Height ...............................................9ft.6in.
CABIN DIMENSIONS
Cabin Length .........................................8ft.din.
Cabin Width .........................................3ft.6in.
Cabin Height .........................................4ft.2in.
Passenger Door size ...................................36in.x37in.
Baggage Door size, rear ...............................18.5in.x22.5in.
Baggage Compartment size, rear .........................33.5cubicft.
Baggage Compartment size, front ........................12cubicft.
Accessory Shelf, nose cone .............................7cubieft.
PROPELLERAND EQUIPMENT
Propeller-constant speed, full feathering, diameter 72", with hydraulic governor.
ENGINE EQUIPMENT (Per Engine)
Starter
Generator
Yoltage Regulator
Auxiliary Fuel Pump
Induction Air Filter
Exhaust Manifolds (stainless steel)
Vacuum Pump
FUEL AND OIL CAPACITY
Fuel Capacity in standard wing tanks .................... 80gal.(usable)
Fuel Capacity with optional auxiliary wing tanks ...........112gal.(usable)
Oil Capacity .................... ..................... 16quarts
LANDING GEAR
Tricycle type with swiveling steerable nose wheel eguipped with shimmy dampener.
Beech air-oil struts on all wheels designed for smooth taxiing and to withstand the
shock created by landing with a vertical descent component of over 600 feet per
minute. Main tires 7.00" x6" size; nose wheel tire 5.00" x5" size. Wheels -
Beech with ring-disc hydraulic brakes.
ELECTRICAL EQUIPMENT (24 Volt System)
One 17-ampere-hour battery, standard (two 24-ampere-hour batteries, optional);
electric motors far operating flaps and landing gear; electrically operated cawl flaps
(optional); two 25-ampere generators, standard (two 40-ampere generators, optional).
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VI

SECTION I
Descriptive Inforrnation
Your new BEECHCRAFT Travel Air is afour or five-place, low wing
monoplane. The all-metal, semimonocoque airframe structure is of
aluminum, magnesium and alloy steel, riveted and spotwelded for
maximum strength. Careful workmanship and inspection make certain
that structural components will withstand flight loads in excess of the
FAA requirements for a"Normal" category, under which the Model
D95A is licensed.
To develop agood flying technique, you must first have ageneral
working knowledge of the several systems and accessories of your
aircraft. Although they are closely interdependent in fact, these
systems have been broken down arbitrarily in this section for ease
of presentation.
1-1

FLIGHT CONTROLS
Primary movable control surfaces of the Travel Air are operated
through push-pull rods and conventional closed-circuit cable systems
terminating in bell cranks. The pre.formed, extra-flexible steel cables
run over phenolic pulleys with sealed ball bearings which ordinarily
require no lubrication and insure smooth, free action and long cable
life. Standard equipment provides athrow-over type control wheel
arm for elevator and aileron control which may be locked in posi-
tion on either the pilot or copilot side and pilot's rudder pedals
adjustable fore and aft to fit individual requirements. The right
hand rudder pedals (optional) may be laid flat against the floorboards
when not in use. Trim tabs on the elevator and rudder control sur-
faces are adjustable from the control console through closed-circuit
cable systems which drive jackscrewtype actuators. Position indicators
for each of the trim tabs are located near the respective controls.
Aileron trim is accomplished by actuating the aileron trimmer on
the control column hub. The trimmer displaces the aileron surfaces
themselves to compensate for uneven loading. The displacement is
maintained by cable loads imposed by the aileron trimmer.
Single, slot-type wing flaps are operated through a system of flexible
shafts and jackscrew actuators driven by areversible electric motor
located under the front seat. The flap position lights on the left side
of the control console show green for the up position and red for
the full down (28°) landing position. Intermediate flap positions
of 10° and 20°, as marked on the leading edge of the left flap, may
be selected by moving the three position control switch on the left
side of the console to "OFF" when the desired flap setting mark lines
up with .the wing trailing edge. Limit switches automatically shut
off the flap motor when the full up or down position is reached.
LANDING GEAR
The Travel Air's extra strong, electrically operated tricycle landing
gear incorporates all of the advantages provided by this type gear.
The ease of ground operation is assisted by the increased visibility,
more positive directional control for parking or operation under high
surface wind conditions, decreased stopping distance and longer
brake and tire life; these are but afew of the advantages.
1-2

The gear is operated through push-pull tubes by a reversible electric
motor and actuator gear box under the front seat. The motor is
controlled by atwo-position landing gear switch located on the
right hand side of the control console. Limit switches and adynamic
braking system automatically stop the retract mechanism when the
gear reaches its full up or full down position.
With the landing gear in the up position, the wheels are completely
enclosed by fairing doors which are operated mechanically by the
retraction and extension of the gear. After the gear is lowered, the
main gear inboard fairing doors automatically close, producing extra
lift and reduced drag for take-off and landing. Individual uplocks
actuated by the retraction system lock the main gear positively in the
up position. No downlocks are necessary since the over-center pivot
of the linkage forms ageometric positive lock when the gear is fully
extended. The linkage is also spring loaded to the over-center position.
Landing gear position lights, located above the landing gear switch,
indicate the position of the gear, either up or down, coming on only
when the gear reaches its fully extended or retracted position. In
addition, a mechanical indicator beneath the control console shows the
position of the nose gear at all times.
To prevent accidental gear retraction on the ground, asafety switch
on the left main strut breaks the control circuit whenever the strut
is compressed by the weight of the airplane and completes the circuit
so the gear may be retracted, when the strut extends. Never rely on
the safety switch to keep the gear down while taxiing or on
take-off or landing roll. Always check the position of the
switch handle.
With the gear retracted, if either or both throttles are retarded below
an engine setting sufficient to sustain flight, awarning horn will sound
an intermittent note. During single-engine operation the horn may
be silenced by advancing the throttle of the inoperative engine enough
to open the landing gear warning horn switch.
The nose wheel assembly is made steerable through spring loaded
linkage, connected to the rudder pedals for greater maneuverability
during taxi operation. The retraction of the gear relieves the rudder
pedals of their nose steering load and centers the wheel, by a roller
1-3

and slot arrangement, to insure proper retraction into the wheel well.
A hydraulic dampener on the nose wheel strut compensates for the
inherent shimmy tendency of apivoted nose wheel.
Wheels are carried by heat treated tubular steel trusses and use
Beech air-oil type shock struts. Since the shock struts are filled with
both compressed air and hydraulic fluid, their correct inflation should
be checked prior to each flight. Even brief taxiing with adeflated
strut can cause severe damage.
For manual operation of the landing gear (lowering only) ahanderank
is located behind the front seats. The crank, when engaged, drives the
normal gear actuation system.
Main landing gear wheels are equipped with BEECHCRAFT ring-disc,
self-adjusting, self-energizing hydraulic brakes actuated by individual
master cylinders connected to the rudder pedals and operated as toe
brakes. The hydraulic brake fluid reservoir is accessible from the
forward baggage compartment and should be checked occasionally
for specified fluid level. The parking brake is set by apush-pull control
with acenter-button lock and is located just to the left and slightly
below the control console. Setting the control does not pressurize the
brake system, but simply closes avalve in the lines so that pressure
built up by pumping the toe pedals is retained and the brakes remain
set. Pushing the control in opens the valve and releases the brakes.
POWER PLANTS
Your Travel Air is powered by two Lycoming IO-360-BlB engines
rated at 180 horsepower each, at 2700 rpm, for take-off and maximum
continuous operation. The four-cylinder, opposed, aircooled engines
have direct propeller drives and a compression ratio of 8.5:1. Pres-
sure type cowlings are used; cooling is controlled by agill-type flap
on the lower trailing edge of each cowling. Fuel distribution is accom-
plished with a constant-flow fuel injection system which incorporates
a special aerated nozzle at the intake port of each cylinder. Filtered
induction system air is obtained through afiltered airscoop on the
lower front of the engine and directed to the air throttle valve. A
spring loaded door on the bottom of the air box opens automatically
if the airscoop is blocked by impact ice or dirt. Manual controls on
the control console may be used to select either filtered or alternate
air. Full dual ignition systems are used, with an ignition vibrator
1-4

supplying starting voltage. The electrical system uses Delco-Remy
starters, generators, and voltage regulators. Fuel injection pumps,
vacuum pumps, and constant-speed propellers are standard equip-
ment. Other features include sodium-cooled rotator-type valves, chrome
piston rings and anitrided crankshaft.
Constant-speed, two-bladed, hydraulic, full feathering propellers use
pressure from afeathering spring and centrifugal force from the blade
shank counterweights to increase pitch. Engine oil under governor-
boosted pressure decreases pitch.
Propeller feathering is accomplished by pulling the propeller control
back past the detent to the limit of travel. Unfeathering and restarting
is achieved by moving the propeller control well into the governing
range and following the normal starting procedure. On airplanes
with the optional unfeathering accumulator, momentary use of the
starter to initiate rotation is necessary only at low airspeeds. Imme-
diately after the engine starts, the throttle and propeller controls should
be adjusted to prevent an engine over-speed condition.
Power Plant Controls
Propeller, throttle and mixture
control levers, grouped along the
upper face of the control console,
are within easy reach of the pilot.
Their knobs are shaped to govern-
ment standard configuration so
they may be identified by touch.
The levers are connected to their
respective units by flexible control
cables routed through the leading
edge of each wing. Acontrol-
lable friction lock on their sup-
port shaft may be tightened once
power settings are established, to
prevent creeping. Controls for the
alternate air are hand-operated,
push-pull type with center-button
locks, and are mounted on the lower face of the control console.
1-5

Direct-cranking electric starters are relay-controlled and are energized
by spring loaded, combination magneto-starter switches, located on
the ignition panel. These spring loaded switches return to the "BOTH"
position when released. The push-pull, buttondock type controls that
operate the engine cowl flaps are located aft of each fuel selector valve
handle. The optional electrically operated cowl flaps are controlled
by switches on the electrical panel located to the left of the control
console. An indicator light adjacent to the switches comes on whenever
the electric cowl flaps are not fully closed.
Fuel System
The Travel Air's fuel system consists of aseparate, identical supply
for each engine, interconnected by crossfeed lines for emergency use.
During normal operation each engine uses its own fuel pumps to
draw fuel from its respective fuel cell arrangement. However, on
crossfeed operations the entire fuel supply of any or all cells may
be consumed by either engine. Afuel selector valve for each engine
controls the cells from which fuel is used.
The standard fuel cell arrangement consists of one 40-gallon fuel cell
in the inboard portion of each wing leading edge. Total fuel capacity
for this system is 80 gallons of usable fuel. With an optional fuel
cell arrangement of one 25-gallon main fuel cell in each wing leading
edge and one 31-gallon auxiliary cell just aft and outboard of each
main cell, the total capacity is raised to 112 gallons of usable fuel.
Fuel cannot transfer from one cell to another during flight.
Fuel quantity is measured by afloat-type transmitter unit in each
cell, which transmits a signal to the fuel gages on the instrument panel.
When the optional ll2-gallon installation is used, atwo-position
switch determines the cell, main or auxiliary, to which the gage is
connected. Each cell is filled through its own filler neck with open-
ings in the upper wing surface and sealed with flush-type filler caps.
An electric auxiliary fuel pump for each engine supplies fuel pressure
for starting and provides for near maximum engine performance should
the engine-driven pump fail. The auxiliary fuel pumps are used for
starting and emergencies, and may be used for take-off and landing.
In extremely hot weather they should be employed for all ground oper-
ations, take-off, climb, and landing. Due to the in-line location of the
1-6

TO ENGINE
CRON ETFEED AUXILIARY
FUEL REGULATOR
AUXILIARY CR LSEFEED
INLET INLET
MAIN MAIN
INLET ENGINE FUELPUMP INLET
ENGINE SUPPLY ENGINE SUPPLY
OUTLET DRAIN OUTLET
L.H. SELECTORVALVE R. HSELECTOR VALVE
FUEL STRAINER
BOOST PUMP
DRAIN DRAIN
VEN
CROSS FEED LINES
ENT
DRAIN DRAIN
VENT AUXILIARY TANK SELECTOR VALVE AUXILIARY
TANK VENT
31GALOPT 31GALOPT
DRAIN DRAIN
I

auxiliary fuel pumps, between the cells and metering unit, fuel may
be drawn from any cell within the system by the auxiliary pump for
the operating engine. The fuel system is drained at eight different
locations (including the two optional auxiliary cell sumps) as shown
in the fuel system schematic and the servicing diagram. Fuel system
strainers are located on the wing main spar in each wheel well and
at the inlet to the fuel control units. Regular checking of the strainers
is of utmost importance to preventive maintenance, since lowered fuel
pressure may often be traced to contaminants clogging the system.
Afuel flow indicator on the instrument panel is calibrated in gallons
per hour, based on system pressure at the fuel manifold valve of the fuel
injection unit. The instrument also indicates fuel pressure for starting.
Oil System
The engine oil system is of the full-pressure, wet-sump type and has
an 8-quart capacity. For safe engine operation, the absolute minimum
amount of oil required in the sump is 2quarts. Oil operating
temperatures are controlled by an automatic thermostat by-pass control
incorporated in the engine oil passage of each system. The automatic
by-pass control will prevent oil flow through the cooler when operating
temperatures are below normal. It also will by-pass if the radiator is
blocked. System servicing and draining points are shown on the
servicing diagram. The determining factor for choosing the correct
grade of oil is the oil inlet temperature which is observed during
flight; inlet temperatures consistently near the maximum allowable
would indicate aheavier oil is needed. Straight petroleum base, aviation
grade, nondetergent oil of the lightest weight that will provide adequate
cooling should be used. Certain additive type aviation grade oils are also
approved by the engine manufacturer, but they should be used with
caution. (See servicing information and Consumable Materials Chart in
Section VII.) Condensed moisture in the oil sump may be drained by
occasionally opening the oil drain valve and allowing asmall amount of
oil to escape; ideally, this draining should be done when the engines
have been stopped overnight or approximately 12 hours. This procedure
should be followed more closely during cold weather or when a
series of short flights of less than 30 minutes duration have been
made and the engines allowed to cool completely between such flights.
INSTRUMENTS
All flight and engine instruments are positioned on the instrument panel
1-8

for maximum utility and convenience. Instrument markings are matte
white on a black background and where practicable, the normal oper-
ating limits are indicated.
The flight instruments are located on a hinged floating panel directly in
front of the pilot's seat. Standard flight instrumentation includes atti-
tude and directional gyros, airspeed, altimeter, rate-of-climb, electric
turn-and-bank, and a clock. The airspeed indicator is marked with a
special blue line range for single-engine operation. An outside air
temperature thermometer and magnetic compass are mounted on the
windshield divider.
The standard engine instruments consist of the dual manifold pressure
gage and individual tachometers with engine hour recorders at the top
center of the instrument panel, the dual fuel flow indicator on the lower
STANDARD EQUIPMENT OPTIONAL EQUIPMENT
1. Clock 12. Dual Fuel Flow Indicator A. ADF Indicator
2. Airspeed Indicator 13. Ammeters B. Dual Tachometer
3. Turn-and-Bank Indicator 14. 5uction Gage C. Propeller Anti-
4. Attitude Gyro 15. Dual Oil Pressure Gage Icer Fluid Gage
5. Directional Gyro 16. Dual Cylinder Head D. VOR Indicator
6. Altimeter Temperature Goge E. YOR Indicator
7. Vertical 5peed Indicator 17. Dual Oil Temperature Gage with Glide Slope
8. Tachometer 18. Landing Gear Position Switch F. DME Indicator
9. Fuel Quantity Gages 19. Flap Position Switch G. DME Control
10. Magnetic Compass 20. Electrical Panel
11. Dual Manifold Pressure 21. Ignition Panel and Generator
Gage or Alternator Switches
Revised August 3, 1964 1-9

left hand side of the panel, and the dual oil temperature, oil pressure,
and cylinder head temperature gages plus asuction gage on the right
hand side of the panel. When the optional dual tachometer is installed,
the fuel flow indicator is mounted adjacent to the manifold pressure
gage in the top center portion of the panel. Fuel quantity is shown by
two separate gages, each gage serving both the standard and the optional
fuel tank in each wing. The gages are mounted with the ammeters
just above the control console.
Impact air pressure and atmospheric air pressure for the airspeed
indicator, altimeter, and vertical speed indicator are supplied by the
pitot and static air systems. Since the accuracy of these instruments
depends on accurate pickup of the two pressures, the systems have
been developed carefully and tested in flight with highly accurate
special equipment. To insure the proper operation of these instru-
ments, drain the systems regularly and keep the static ports clear
of obstructions.
ELECTILICAL SYSTEM
The Travel Air's direct-current electrical power system uses either, one
17-ampere-hour 24-volt battery, or two 25-ampere-hour 12-volt batteries,
in any standard or optional combination with two 25-ampere 12-volt
generators, or two 50-ampere alternator rectifiers. Either battery in-
stallation is mounted in the lower portion of the nose section; both
generator installations are belt driven from the engine crankshaft. In
general, the aircraft's circuitry is the single-wire, ground-return type
with the aircraft structure itself being used as the ground return.
On the standard generator installation, each generator's electrical out-put
is automatically controlled by its respective voltage regulator and the
system's common generator paralleling relay. This paralleling relay
equalizes the out-put or load for each generator. The system electrical
reading is then indicated on the direct reading type (not the charge-
discharge type) ammeters located on the instrument panel just above the
control console. These ammeters indicate individual generator out-put
and also serve as system load-meters, i.e., an ammeter indication will
increase or decrease in direct proportion to the electrical load applied.
On the optional, or alternator installation, both alternators are con-
trolled by two fully transistorized electronic voltage regulators, however,
1-10 Revised August 3, 1964

only one. regulator is operable in the system at atime; the remaining
regulator being used as an alternate or standby. Either of these regu-
lators when switched into the circuit will automatically adjust alternator
out-put to the required electrical load, including battery recharging.
These electronic voltage regulators provide usable current out-put
at low engine rpm. Each alternator will produce approximately 20
amperes at 1100 engine rpm. Selection of a regulator is made by a
select switch placarded I and 2, located on the ignition switch panel.
System protection against overvoltage is provided by an overvoltage
relay which disconnects the alternators from the aircraft bus should
an overvoltage condition occur. Apress-to-test overvoltage warning
light located on the instrument panel illuminates whenever the alter-
nator is disconnected from the aircraft bus by the overvoltage relay.
Should an overvoltage condition occur (illumination of overvoltage
warning light), switch to the standby voltage regulator, either 1or 2as
necessary. Should the condition persist, pull the alternator field circuit
breaker (5-ampere) and correct the discrepancy prior to the next flight.
Illumination of this light provides awarning that electrical current
consumption should be minimized since only battery power is available
with the alternators shut-off. The circuit is also designed so that the
alternators are automatically shutoff whenever the battery master switch
is OFF.
CAUTION
To protect the alternators from overheating, do not use more
than 45 amperes from either alternator while operating on the
ground at temperatures above 100° F(38° C) or in flight at
altitudes above 14,000 feet with outside air temperature above
45° F(70° C).
Apanel containing the magneto, starter, battery, and generator switches
is located below the pilot's storm window. On aircraft equipped with
alternator generators, this panel is modified by replacing the generator
switches with alternator control switches and the addition of a regulator
1and 2switch and a5-ampere alternator field circuit breaker. Placards
indicate the particular circuit controlled by the electrical switches and
individual circuit breakers in the panel to the left of the control console.
Refer to Section VII for alternator servicing and maintenance in-
formation.
Revised August 3, 1964 1-10A