Cessna 1971 Super Skymaster User manual

-.:.:r~:E ~
SlYMASTER
.' ____
OWNERS
MANUAL
r
~
Cessna.
MORE PEOP:.E BUY AND
FLY CESSNA AIRPLANES
THAN ANY OTHER MA~E
1971
s
h
WORLD'S LARGEST PRO-
DUCER OF GENERAL
AVIATION AIRCRAFT
SINCE 1956
•

PERFORMANCE-
UROII W&IUHT:
TUt·ott • • . .•.•..
l.andl"1 •.........
.'1:&0. DEIT POWER MIXTURE:
Top ep.td .1 Sea Level • . .
Crill... nil Power at 5500 ft •
!tAHOE. NORMAL LEAN MIXTURE:
Crill
•• , 711% Power at 5500 it .
&&2 Pound" No Reserve
Crill .. , 75% Power at 5500 ft
788 Pounds, No Reserve
Optimum Range at 10,000 ft
552 Pounds, No Reserve
Optimum Range at 10,000 ft
768 Pounds, No Reserve
RATE OF CLIMB AT SEA LEVEL:
Twin Engine . • .
Front Engine Only
Rear Engine Oniy •
SERVICE CEILING:
Twin Engine . . .
Front Engine Only
Rear Engine Only.
TAKE·OFF:
Ground Run •.......•...
Total Distance Over 50- Foot Obstacle
LANDING:
Oround Roll • . • . • • • • . • • .
Tolal
Distance Over 50-Foot Obstacle
IITALL SPEED:
P'lapa UP. Power Off • . •
.. lap. Down, Power Off • .
&MPTY WEIGHT (Approximate)
UIIFUL LOAD ••.•.••
BAOOAOE ALLOWABLE •..•
WINO LOADING: Pounds!Sq Foot
POW&R LOADING:
Pounds/HP .
rUEL CAPACITY: Total
•• ndllrd Tanks ...•.•
Super
4630lbs
4400 lb.
199 mph
190 mph
755 ml
4.0 hrs
189 mph
1060
mI
5.6 hra
189 mph
925
mi
6.1 hra
150 mph
1285
mi
8.6 hra
150 mph
1100 fpm
235
[pm
320 fpm
18,000 ft
5100 ft
7100 ft
1000 ft
1675 ft
700 it
1650 ft
80 mph
70 mph
2695lbs
1935 lbs
3651bs
22.9
11.0
4100 It.
4100 II ..
200 nllilo
192 •• 'JlIo
765 ml
4.0 hr.
191 mph
1070 m!
5.6 hra
191 mph
1000
m!
7.0 hrs
143 mph
1390 m!
9.7 hrs
143 mph
1300 fpm
360 fpm
450 fpm
20,500
ft
8200 ft
10,200 it
800 it
1435 ft
700 ft
1650
ft
16 mph
67 mph
2695lbe
15051bs
3651bs
20.1
10.0
CONGRATULATIONS ...... .
Welcome to the ranks of Cessna owners! Your Cessna has been designed
and
constructed to give you the most in performance, economy, and com-
fort. It is our desire that you will find flying it, either for business or
pleasure, a pleasant and prOfitable experience.
This Owner's Manual has been prepared as a guide to help you get the
most pleasure and utility from your Super Skymaster. It contains infor-
mation about your Cessna's eqUipment, operating procedures, and per-
formance; and suggestions for its servicing and care. We urge you to
read it from cover to cover, and to refer to it frequently.
Our
interest in your flying pleasure has not ceased with your purchase of
a Cessna. World-wide, the Cessna Dealer Organization backed by the
Cessna Service Department stands ready to serve you. The following
services are offered by most Cessna Dealers:
FACTORY TRAlNED PERSONNEL to provide you w.ith courteous
expert service.
FACTORY APPROVED SERVICE EQUIPMENT to provide you
with the
most efficient and accurate workmanship possible.
A STOCK OF GENUINE CESSNA SERVICE PARTS on hand
when you need them.
THE LATEST AUTHORITATIVE lNFORMATION FOR SERV-
IClNG CESSNA AIRPLANES,
since Cessna Dealers have all
of the Service Manuals and Parts Catalogs, kept current by
93 gal.
93 gal.
With Optlona.i Auxiliary Tanks 131
gal.
131 gal.
OIL CAPACITY •......
5 gal.
5
gal.
PROPILLERS: Constant Speed,
f'IIIl .... Iherlng (DIameter)
76 inches 76ln('!)tlK
.HWHE'I
Twl' ConlilMlnlal Fuel Injection Engines IO-360-C 10-360-1:
110 filed DHP at 2800 RPM
""'1 _1111"_111101 terVice ceiling increases 400 feet for each 30 minutes of m~ht.
.." tMI, 11,14"111011 of the Super Skymaster which is certificated as Modef 33)f undel fM Ijflll eft
II I I the ""nUll Iiso covers operation of the F33) which is cPoltilicatoo 8S Modal IHII ulld"
"' f\i:1:1l1t.,ICIII !h. f337, manufactured by Reims Avialion SA. Reims (MaIne). Franc." II Id,IIUul
Iff' tlC.,1 Ihlt some equipment designated in this manual as opllonal un Ihl 5u~., "1
• "'~I Oft III, F337, All Super Skymaster inlormation in this manual p.rl.1I1I In 11 •• 1111
COPYRIUIU "l' II.H
Cessna Alrcrlfl CampI""
UIA Wichita, Klnl ..
Service Letters and Service News Letters, published by
Cessna Aircraft Company.
We urge all Cessna owners to use the Cessna Dealer Organization to the
fullest.
A current Cessna Dealer Directory accompanies your new airplane. The
Directory is revised frequently, and a current copy can be obtained from
your Cessna Dealer. Make your Directory one of your cross-country
flight planning aids; a warm welcome awaits you at every Cessna Dealer.
~
I

t "'"." W'" O""O.A< mo", COG'"
~:~"
r:;. : '<q! :i
MAX,
2°·0'
r-- 10'.3/8"--1
o
I (
29'.9" .-
TABLE OF CONTENTS
Page =
~==:::::::===
SECTION I - OPERATING CHECK LIST ________ 1-1
PRINCIPAL
___ -_'" + .• .1._
SECTION II - DESCRIPTION AND
OPERATING DETAILS _____________ 2-1
10'.8 1/4"
SECTION III - EMERGENCY PROCEDURES _____ 3-1
SECTION IV - OPERATING LlMITATIONS ________ 4-1
SECTION V - CARE OF THE AIRPLANE ________ 5-1
OWNER FOLLOW-UP SYSTEM _______________ 5-12
SECTION VI - OPERATIONAL DATA ______________ 6-1
SECTION VII- OPTIONAL SYSTEMS ______________ 7-1
ALPHABETICAL INDEX ___________________________ Index-l
iii
~

--
Section I
.. ~======~==~~~--------->~-
OPERATING CHECK LIST
One of the first steps in obtaining the utmost performance, service,
and flying enjoyment from your Cessna is to familiarize yourself with your
airplane's eqUipment, systems, and controls. This can best be done by
reviewing
this equipment while sitting in the airplane. Those items whose
function and operation
are not obvious are covered in Section II.
Section I
lists, in Pilot's Check List form, the steps necessary to
operate your airplane efficiently and safely. It is not a check list in its
true form as it is considerably longer, but it does cover briefly all of the
points that you should know for a typical flight. All information in this
section is based on twin engine operation. For single engine operation
and procedures, reference should be made to Section III.
The flight and operational
characteristics of your airplane are normal
in all respects. There are no critical single-engine characteristics or
operations that need to be mastered and maintained at a high level of pro-
ficiency. All controls respond in the normal way within the entire range
of operation. All airspeeds mentioned in Sections I, II and III are indicated
airspeeds unless otherwise noted. Corresponding calibrated airspeeds
may be obtained from the Airspeed Correction Table in Section VI.
BEFORE ENTERING THE AIRPLANE.
(1) Make an exterior inspection in accordance with figure 1-1.
1-1

EXTERIOR
INSPECTION
Note
Visually check aircraft for general condition durin~ walk-
around inspection. In cold
weather, remove even small
accumulations of frost, ice or snow from wing, tail and
control
surfaces. Also, make sure that control surfaces
contain no internal accumulations of ice or debris. If
night flight is planned, check operation of all lights, and
make
sure a flashlight is available.
CD a.
Remove control wheel lock.
b. Check ignition
switches "OFF."
c.
Turn on master switch and check fuel quantity indicators; then
turn off master switch.
d. Check
front selector valve handle on "LEFT MAlN" position and
rear fuel selector valve handle on "RIGHT MAIN" position.
® a.
Visually check fuel quantity, then check fuel filler cap secure.
b.
Check baggage door for security.
c. Check
main wheel tire for proper inflation.
d. Before
first flight of day and after each refueling, use a sampler
cup and drain a small amount of fuel from quick-drain valves in
fuel sump tank and optional auxiliary fuel tank to clear fuel sumps
of possible water and sediment.
0. Check auxiliary fuel tank vent opening (at bottom of wing just for-
ward of inboard flap near boom) for stoppage.
C. Disconnect wing tie-down.
Figure
1·1
® a.
Check main fuel tank vent opening (at wing tip trailing edge) for
stoppage.
b. Check
control surfaces for free and correct movement and security.
o a.
Check rear engine oil level. Do not operate with less than 7
quarts. Fill to ten quarts for extended flight. Check oil filler
cap for security.
b. Before
first flight of day and after each refueling, depress strainer
drain lever for about four seconds to clear rear fuel strainer of
possible water and sediment. Check strainer drain closed.
c. Check
propeller and spinner for nicks and security, and propeller
for oil leaks.
® a.
DiscOlIDect tail tie-down.
b. Check condition of
horizontal and vertical tail surfaces.
c.
Inspect flight instrument static source opening on inboard and out-
board sides of left boom for stoppage.
® a.
Check main fuel tank vent opening (at wing tip trailing edge) for
stoppage.
b.
Check control surfaces for free and correct movement and security.
CD a.
Disconnect wing tie-down.
b. Remove
pitot tube cover, if installed, and check pitot tube opening
for stoppage.
c. Before first flight of day and after each refueling, use sampler
cup and drain small amount of fuel from quick-drain valves in
fuel sump tank and optional auxiliary fuel tank to clear fuel sumps
of possible water and sediment.
d.
Check auxiliary fuel tank vent opening (at bottom of wing just for-
ward of inboard flap near boom) for stoppage.
e.
Check m<ain wheel tire for proper inflation.
f.
Visually check fuel quantity, then check fuel filler cap secure.
® a.
Check front engine oil level. Do not operate With less than 7
quarts. Fill to ten quarts for extended flight. Check oil filler
cap for security.
b.
Before first flight of day and after each refueling, pullout strainer
drain knob for about four seconds to clear front fuel strainer of
possible water and sediment. Check strainer drain closed.
c.
Check propeller and spinner for nicks and security, and propeller
d.
e.
for oil leaks.
Check nose wheel strut and tire for proper inflation.
Disconnect nose tie-down.
1-1.
1-3

BEFORE STARTING THE ENGINES.
Pilot's Check List -- Review check list located in map compart-
ment.
(2) Seats, Seat Belts and Shoulder Harnesses -- Adjust and lock.
(3) Brakes -- Test and set.
(4) Master and Alternator Switches -- "ON."
(5) Voltage Regulator Selector Switch -- "REG 1" or "REG 2"
position (as desired).
(6) Landing Gear -- Handle down neutral and green down light on.
(7) Landing Gear Lights and Horn -- Push to test.
(8) Cowl Flaps -- "OPEN."
(9) Fuel Selectors - Front Engine -- "LEFT MAIN."
Rear Engine -- "RIGHT MAIN. II
Radios and Electrical Equipment -- "OFF."
STARTING ENGINES.
(I) Mixture -- Rich.
(2)
Propeller - - High RPM.
(3)
Throttle -- Cracked (one inch),
(4)
Auxiliary Fuel Pump Switch -- On "LOW."
(5) Ignition/Starter Switch -- "START" (when fuel flow is steady at
10 to 25 lbs/hr). Hold until engine starts but no longer than 30 sec-
onds.
(6) Auxiliary Fuel Pump Switch -- Off (after engine runs smoothly).
NOTE
The engine should
start in two to three revolutions. If
it does not, increase the fuel flow by turning the auxiliary
fuel pump momentarily on "HI" and crank for two to four
additional revolutions. If it still does not start, turn the
auxiliary fuel pump off, set the mixture to idle cut-off,
and crank until the engine fires or for approximately 15
seconds. If still unsuccessful, start again using the nor-
mal starting procedure after allowing the starter to cool.
(7)
OU Pressure Gage -- Check in green arc range within 30 seconds.
BEFORE TAKE-OFF.
(I) Parking Brake -- Set.
(2) Cowl
Flaps -- "OPEN."
(3) Flight Controls -- Check for free and correct movement.
(4) Elevator and Rudder Trim -- Take-off settings.
(5) Throttle Settings -- 1800 RPM.
(6) Magnetos
-- Check (50 RPM maximum differential between
magnetos).
(7)
Propellers -- Check feathering to 1200 RPM; return to high RPM
(full
forward).
(8) Alternators -- Check.
(O) Engine Instruments -- Check.
(10) Suction Gage -- Check sources and suction (5. 0 to 5.4 inches of
mercury).
(11) Throttles -- Closed (check idle).
(12)
Flight Instruments and Radios -- Set.
(13) Optional Autopilot
-- "OFF."
(14) Cabin Door and Windows -- Closed and locked.
(15)
Parking Brake -- Release.
TAKE-OFF.
NORMAL TAKE-OFF.
i (I) Wing
Flaps -- "UP" to "1/3" down.
(2) Power -- Full throttle and 2800 RPM.
I
(3) Mixtures -- Lean for field elevation per fuel flow indicator pla-
card.
(4) Elevator Control -- Lift nose wheel at 75 to 80 MPH.
(5)
Brakes -- Apply momentarily when airborne.
(6) Landing Gear -- Retract in climb out.
(7) Climb Speed -- 110 to 120 MPH.
(8) Wing
Flaps -- Retract (if extended) after obstacles are cleared.
I MAXIMUM PERFORMANCE TAKE-OFF.
(I) Wing Flaps -- "1/3" down.
(2) Brakes -- Apply.
(3)
Power -- Full throttle and 2800 RPM.
(4)
Mixtures -- Lean for field elevation per fuel flow indicator
placard.
Jt
1-4
1-5

(5) Brakes -- Release.
(6) Elevator Control -- Maintain slightly tail-low attitude.
(7) Climb Speed -- 88 MPH (with obstacles ahead).
(8) Landing
Gear and Wing Flaps -- Retract (after obstacles are
cleared).
CLIMB.
NORMAL CLIMB.
(1) Airspeed -- 120 to 140 MPH.
(2)
Power -- 24 inches and 2600 RPM.
(3) Mixtures -- Lean to 78Ibs/hr. fuel flow.
(4) Cowl
Flaps -- Open as required.
MAXIMUM PERFORMANCE CLIMB.
(1) Airspeed -- 114 MPH (sea level) to 108 MPH (10,000 feet).
(2)
Power -- Full throttle and 2800 RPM.
(3) Mixtures -- Lean for altitude per fuel flow indicator placard.
(4) Cowl Flaps -- Open as required.
CRUISING.
(1) Power -- 15 to 25 inches of manifold pressure and 2200-2600
RPM. Select combination to give no more than 75%power.
(2) Cowl Flaps -- Closed.
(3) Elevator and Rudder Trim -- Adjust.
(4) Mixtures - - Lean for cruise fuel flow as determined from your
Cessna Power Computer or the OPERATIONAL DATA in Section VI.
NOTE
If optional auxiliary fuel tanks are installed, auxiliary
fuel may be used after 60 minutes of flight. It is recom-
mended that the left and right auxiliary fuel tanks be sel-
octed at staggered intervals of at least 10 minutes. This
LET-DOWN.
(1) Mixtures -- Enrichen as required.
(2) Power -- As desired.
(3) Cowl Flaps -- Closed.
(4) Wing Flaps -- As desired ("UP" to "1/3" down below 160 MPH).
BEFORE LANDING.
(1) Fuel Selectors - Front Engine -- "LEFT MAIN. "
Rear Engine - - "RIGHT MAIN. "
(2) Landing
Gear -- "DOWN" (below 160 MPH).
(3) Landing
Gear Light -- Green.
(4) Landing Gear Handle -- Check returned to neutral.
(5) Mixtures -- Rich.
(6) Propellers -- High RPM.
(7) Wing Flaps -- As deSired ("1/3" below 160 MPH, "1/3" to "FULL"
below 120 MPH).
(8)
Airspeed -- 90 to 100 MPH (flaps extended).
(9)
Elevator Trim -- Adjust as desired.
~
BALKED LANDING (GO-AROUND).
, (1)
Power -- Full throttle and 2800 RPM.
(2) Wing Flaps -- Retract to "1/3" down.
(3)
Trim -- Adjust.
(4) Cowl
Flaps -- Open.
(5) Wing
Flaps -- Retract to 0° after obstacles are cleared and a
safe altitude and airspeed are reached.
I NOTE
w1ll avoid the possibility of both engines eventually stop-
Do not retract landing gear if another landing approach
till from auxiliary fuel exhaustion at the same time.
is to be conducted.
,
1-7
1-'
..-

LANDING.
(1) Touchdown -- Main wheels first.
(2) Landing Roll -- Lower nose wheel gently.
(3) Braking -- Minimum required.
AFTER LANDING.
(1) Wing Flaps -- Retract.
(2) Cowl Flaps -- "OPEN. "
(3)
Elevator and Rudder Trim -- Reset to take-off position.
SECURING AIRCRAFT.
(1) Parking Brake -- Set.
(2) Radios and Electrical Equipment -- "OFF."
(3) Mixture -- Idle cut-off ("ICO").
(4) Ignition/Starter Switches and Master Switch -- "OFF."
(5) Control Lock -- Installed.
I
I
:,
!I
f
1·8
1-9
l.

INSTRUMENT PANEL
Section II
--
========~~~----.>---
DESCRIPTION AND OPERATING DETAILS
The following paragraphs describe the systems and equipment whose
function and operation
is not obvious when sitting in the airplane. This
section also covers in somewhat greater detail some of the items listed
2B. AntopHot Control
29. Rudder Trim Conlrol
30. Throttles
31. Electr
:1. HVlwhrmlc<nle
Switch
..
32. Elevator
'.
33. l.anding Gear Position ffitndle aud
n.
Indicator
7. 34,
Parking Control
'.
35. Left Switch and Conlrol
P.
36. Auxiliary Fuel Pump Switches
11>.
37. Alternator WaI
II.
38.
Alternator and
39. Masll:.'r Switch
II.
40. Alternator Start and Tel;;l
D.
Switctll'S
14. 41. phone
Jack
Figure 2-1.
1~10
In Check List form in Section I that require further explanation.
FUEL SYSTEM.
The maln fuel system is composed of two main fuel tanks (276 lbs.
usable each wing) in each outboard wing panel and one sump tank in the
lower portion of
each boom. Fuel flows from the sump tanks through a
by-pass in each auxiliary fuel pump (when it is not operating) to selector
valves located at the wing roots. Fuel is normally fed from the left wing
tanks and
front selector valve to the front engine, and from the right wing
tanks and
rear selector valve to the rear engine. It is pOSSible, however,
to feed either engine from either main fuel tank.
NOTE
The fuel selector valve handles should be turned to
"LEFT MAIN" for the front engine and "RIGHT MAIN"
for the rear engine durlng take-off, landing, and all
normal operations.
Depending upon the setting of the selector valves, fuel from the tanks
being used flows through the fuel
strainers to the engine-driven fuel pumps.
From here, the fuel is distributed to the engine cylinders via fuel control
units and fuel distributors. Vapor and excess fuel from the engine-driven
fuel pumps are returned to the main tanks and fuel sumps. The main fuel
tanks are vented at the wing tips and the auxiliary fuel tanks are vented
below the wing just forward of the inboard flaps.
2-1
~

··Fun rlQW
SYSTEM
INDIC_IO.
Schematic
~
I
I
11TH lUIIUlIl flEl sysnl ,
L_
VA'"
1\
/'
~?i.~·
"'.
\~~)
AUX. fUn 1'1,1/1111'
AUX full'UIoO'
swnctt
CODE
'Ulii. nOM ,til MAIN TANt($ ro
~
fIIONt lNG/In AI«I CROSSfHD
TO RE"R fHGlHf. fUH FRO~ un
AUXILl""V fANt( TO UOST
tNC'N'f ONtY.
fUEl FRO~ ~It;;ttt MAlN 1AHI\$ TO
~
UAR fNOINe "NO Cli\O$$tEfO fO
flONT ENGINt. run nO/lll .1Gtff ---,
AUlllllA~Y 1ANI\ to n .... (NCo'" I
I
IID::J
VAPOR REwa...: nO/lil
~
ANO M'UUU UNITS TO
fufl INJECTION
"IOlIlE
··fun flOW
It'" A SINGlE OU ... ,·INOICATING fUEl flOW
11'0101(4101. IS uuo '011: lOTH £NO'NlU.
INPICATQR
DD1I
=
VINf lIHn .... ,., SINGtf CONnQl .Ormo"
nH:talcAtt't SUVU lOll1 .IGHl
ANP LHI /ll\A:N tAHU A $E~ARAn
IUClllC;At CONNECllOH
MONITOI SHV!S .OTH ... UJiu,I,.,n
--=- TANI.S.
... CIoI_,.IC_l CONHItCnON
Figure 2-2.
I·a
AUXILIARY FUEL PUMP SWITCHES.
The auxiliary fuel pumps are electrically operated and are located in
the inboard wing panels near the leading edge. The pumps are controlled
by two split rocker-type switches located on the lower left switch and con-
trol panel. The switches are labeled "AUX PUMPS", "LEFT MAIN" and
"RIGHT MAIN." One
side of each switch is red in color and is labeled
"HI"; the other side is yellow in color and is labeled "LOW." The "LOW"
side operates the pumps at low speed, providing sufficient fuel for pri-
ming and starting. The "HI" side operates the pumps at high speed, sup-
plying sufficient fuel flow to maintain normal power in the event of engine-
driven fuel pump failure. In addition, the "HI" side should be used for
vapor elimination in flight, normal engine starts in very hot or cold
weather, and in-flight engine starts after running an auxiliary fuel tank
dry.
When the engine-driven fuel pump is functioning and the auxiliary fuel
pump is turned on "HI, .. a fuel/air ratio considerably richer than best
power is produced unless the mixture is leaned. With the engine stopped
and the master switch on, the cylinder intake ports can be flooded if the
"HI" side of the auxiliary fuel pump switch is aCcidentally turned on.
If it is desired to completely exhaust the contents of an auxiliary fuel
tank in flight, the auxiliary fuel pump will be needed to assist in restart-
ing the engine when fuel exhaustion occurs. Therefore, proper operation
of the auxiliary fuel pump should be verified prior to running the auxiliary
tank dry by turning the auxiliary fuel pump on momentarily (while using
from the main tank) and checking for a slight rise in fuel flow indication.
To ensure a prompt engine restart in flight after running an auxiliary
fuel tank dry, switch to the main tank containing fuel at the first indica-
tion of fuel pressure fluctuation and/or a power loss, and place the auxili-
ary fuel pump SWitch in the "HI" pOSition momentarily (3 to 5 seconds) with
the throttle at least 1/2 open. Excessive use of the "HI" position of the
auxiliary pump can cause flooding of the engine as indicated by a short (1
to 2 second) period of power followed by a loss of power. This can later
be detected by a fuel flow indication accompanied by a lack of power. If
flooding does occur, turn off the auxiliary fuel pump switch. Normal pro-
peller windmilling should start the engine in 1 to 2 seconds.
If the propeller should stop (possible at very low airspeeds) before
the tank containing fuel is selected, place the auxiliary fuel pump switch
In the "HI" pOSition and advance the throttle promptly until the fuel flow
Indicator registers apprOximately 1/2 way into the green arc for 1 to 2
2-3
~"fi'
~t::~0~.·
...

seconds duration. Then retard the throttle, turn off the auxiliary fuel
pump, and
use the starter to turn the engine over until a start is obtained.
In
normal fuel system operations, the "LEFT MAIN" auxiliary pump
supplies the front engine, and the "RIGHT MAIN" auxiliary pump supplies
the rear engine. For crossfeeding purposes, use the "RIGHT MAIN" aux-
1l1ary pump for the front engine, and the "LEFT MAIN" auxiliary pump
for the rear engine.
FUEL QUANTITY INDICATORS AND OPTIONAL AUXILIARY FUEL
INDICATOR LIGHTS.
Two fuel quantity indicators in the engine instrument cluster indicate
fuel level in the main or optional auxiliary tanks, depending on fuel selec-
tor valve handle pOSition. With the selector valves in the "MAIN" position,
the
indicators will show fuel quantity, in gallons and pounds, in the main
tanks. When an optional auxiliary system is installed, and the selector
valves are placed in the "AUXILIARY" pOSition, two amber lights marked
"AUX FUEL ON " and located above the instrument cluster will illuminate
and fuel indicators will show auxiliary fuel quantity.
FUEL STRAINER AND TANK SUMP DRAINS.
Refer to servicing procedures in Section V.
ELECTRICAL SYSTEM.
Electrical energy is supplied by a 28-volt, direct- current system
powered by two engine-driven alternators (see figure 2-3). Electrical
energy is stored in a 24-volt battery located in the lower left portion of
the
front engine compartment. Power is supplied to all electrical cir-
cuits through a split bus bar, one section containing electronic system
circuits and the other section containing lighting and general electrical
system circuits.
The entire bus is on at all times except when either an external power •
source is connected or the ignition/starter switches are turned to the
"START" position;
then a split bus contactor is automatically activated to
remove power from the electronics section of the bus. This isolates the
electronic circuits and prevents harmful transient voltage from damaging
the
transistors in the electronics equipment.
MASTER SWITCH.
The rocker-type master switch provides a means of Isolating the air-
craft bus from the power supply system by controlling the battery con-
tactor and both alternator field circuits. The alternators will not function
with the
master switch turned off.
When using the
battery or an external power source for lengthy main-
tenance checks on the electrical system, the master switch should be
turned on. (Refer to Section VIT, under GROUND SERVICE PLUG RECEP-
TACLE, for additional operating details concerning use of an external
power source.)
ALTERNATOR SWITCHES.
Both alternator switches are combined in a split rocker-type switch
labeled "F. ALT R." The alternator switch controls both front and rear
engine alternators and permits switching the front or rear alternator off
in the event of an alternator, alternator circuit or engine failure. If an
alternator is turned off, operation should be continued on the functioning
alternator, using only necessary electrical equipment.
VOLTAGE REGULATOR SELECTOR SWITCH.
The airplane contains two voltage regulators. Both voltage regulators
are controlled by a single rocker-type switch labeled "REG," "1" and "2"
located adjacent to alternator switch. Each voltage regulator will control
output of both alternators, leaving the other regulator available on a stand-
by basis. Either regulator can be placed in operation by switching rocker-
type selector switch to the "1" (up) position or the "2" (down) position.
ALTERNATOR RESTART SWITCH.
The alternator restart system is operated by a momentary push-
2-5
-------------'---...
2-4

~)(
~).-- TO fAXI liGHTS
~J--- to NAVIGATION
TO STIOBE lIOHU
TO HASHING .UCOM
to WINOSHIElD ANtI.ICl
fC PlO'Hl£1 5YNCHIOMIZU
UNuno CIRCuIT ,REAIUI
TO ELEVATOR TIIM nsnM {Op'l)
Ie WING fLAP U$fEM
~ .. --G)')-- TO PROPfUfI ANTI.ICI1
~ to COWL HAP U$UM
~ 10 .HALL WARNING
-
~. to lANCING GEAI
10 lNSIIUMliNT (lU5UI
10 lGNItlON-!1Anu.
It!?=
to Of-ICl SYstl1M 10PT)
:: 10 1A(HOMnU SYSIEM
1~ 10 Oil DiLUTION SYSHMS
fO OUUIOt Ail
10 AUXIUAly 'un 'UMP
to fURN (OOROiNAtOR 01 OPTIONAL TURN
10 AUXIliARY fI)El
10 MU,UO PilOT AND
TO LANCING GUR
~}-- TO IADIO 110P.I
TO .... 010 6 10Pt}
~'l.......- TO AUDIO AMPlifiER (O'f)
~>- TO GUO' StOPE
-......ell--- 10 HAViD 01'1l0
4~;R¢i " AlTERNAfO'
f IUSURT SWITCH
I-
I'#--
,!
~IONf STAIHU
"::"
ALTUNATOIt WARNINO
ClOD! AUf Milt.'!'
I ELECTRICALSVSTEM I
SCHEMATIC
*TO IGNlTlOH/STARTU ciRCUIT aUAlut
AMMHU lOrf)
Oil PU$$UU
5W!fCH (CPT)
fUOHT HOUR
UCOROil
!OPr}
Figure
a·s.
TO' PCST lIGHY$ tOPT!
~
TO
OOMI LIGHT
to LANDING LIGHl:5
10 CIGAI liGHTER
OPtiONAl (ONnOl WHUt MAP lIGHl
10'n
SYStEM (OP'}
IYSnM tOPT)
LOCAtiON
SYSTEM
jC'T)
SYSlfM
WAINING SYSUM
5Wl1CH *
tOPf!
UMPUAlUIti GAGE (OPT)
If.ONT iNOINl)
AND IIANI: INDICATOI
PUMP (lUI ENGIIUj
STAll WAINING $l'sru\ !0P1)
INDICAtOR ~YSTfM
INOICAlOI; !OM)
~YSHM (OPt)
COOl -:::1
("'\'\ CI"ClIIT enAk£l.
VJ ,PUSH_I00If:!1ET}
_ .un
~fUU
.. n ..
*" DIODE
IVV"t IUISTOI;
2-7
TO PANEL flOOD llOHt& AND UOIO LIGHTS
TO HECTROU,IMINESCliNT SWitCH P .... NH$
TO COUI1£$1' liGHt lopn
to Of.ICt UGHT (OPT)

button type switch labeled "ALT RESTART". This switch is used in the
event
of a complete loss of electrical power due to a faulty battery con-
tactor. The alternators are self sustaining, and under normal electrical
loads w1l1 remain in operation even though the battery is isolated from the
systom. However, under conditions of extreme electrical load (such as
IFR conditions), an additional heavy surge load (such as wing flap opera-
tion) may lower system voltage below the voltage necessary to maintain
alternator output, which will result in a complete loss of electrical power.
Refer to Section m under "ELECTRICAL SYSTEM-EMERGENCY OPERA-
TION" for
proper alternator restart procedures.
ALTERNATOR WARNING LIGHTS.
Rectangular amber lights labeled "ALT NOT CHARGING, FRONT,
REAR" will light
if either or both alternators stop supplying current to the
electrical system. If a light comes on, the faulty alternator should be
turned off. The "ALT NOT CHARGING" light or lights will remain on
until the flight is terminated. If the "FRONT" and "REAR" lights come
on simultaneously, it may mean a faulty voltage regulator. To check thiS,
switch to the regulator not in use. IT the voltage regulator was faulty, the
lights will go out. The warning lights can be checked by turning on the
master switch before the engines are started, or by turning the alternator
switches off while the engines are running.
HIGH VOLT AND BATTERY DISCHARGE LIGHTS.
Two rectangular warning lights, one red and one amber, are under
the alternator warning lights and indicate high voltage and low voltage
conditions
in the electrical system. They are labeled "VOLTS BAT,
HIGH,
DIS." The red light, labeled "HIGH" indicates any unusually high
voltage
occurring in the electrical system. High voltage can be caused by a
faulty
alternator system, or a voltage regulator not functioning properly.
The red "HIGH" voltage light can be tested by pressing a push-to-test
type switch labeled "TEST. t! This also tests the high voltage sensing cir-
cuitry, and does not subject the electrical system to high voltage anytime
1t Is used. The amber light, labeled "DIS, " indicates a low voltage condi-
tion
in the electrical system. This light does not necessarily indicate a
malfunction. A low voltage condition,
as indicated by the amber light,
may be due to the
battery supplying all of the electrical load, or the elec-
trical load may be exceeding the alternator output. The latter usually
occurs when one of Jhe alternators is out of the system. The amber "DIS"
light may be
tested by turning the master switch on prior to starting the
engines. Refer to Section ill under "ELECTRICAL SYSTEM-EMERGENCY
OPERATION"
for proper emergency procedures in the event of a red
"HIGH" or amber "DIS" light.
TURN-AND-BANK TEST LIGHT.
An amber !IT & B TEST" light is mounted in the shock panel directly
below the turn coordinator or optional turn and bank indicator. When the
light is depressed, (master switch "ON") the light will illuminate if elec-
trical power is being supplied to the instrument.
CIRCUIT BREAKERS AND FUSES.
Most of the electrical circuits in the airplane are protected by "push-
to-reset" type circuit breakers mounted in a panel located on the left side
of the cabin beside the pilot. Exceptions to this are the clock CirCuit, the
alternator restart circuit, the optional battery contactor closing (external
power) circuit, the optional flight hour recorder circuit and the optional
ammeter circuit which are protected by fuses. The' fuses for the clock,
flight hour
recorder, alternator restart circuit, and battery contactor
closing circuit are located near the upper left hand side of the front fire-
wall. Two fuses near the lower left hand side of the front firewall protect
the optional ammeter. Fuses are provided in addition to circuit breakers
for the cigar lighter and optional control wheel map light circuit. The
cigar lighter fuse is located behind the engine control pedestal. The op-
tional
control wheel map light fuse is mounted behind the left side of the
instrument panel.
INTERIOR LIGHTING.
INSTRUMENT AND CONTROL PANEL LIGHTING.
Instrument and control panel lighting is provided by three main
lources: electroluminescent lighting, flood lighting and optional post
l1ghting. The magnetic compass, engine instrument cluster, and radios
have Integral lighting. All instrument and control panel lighting is oper-
ated by two rheostat control knobs on the left switch and control panel.
2-9
2-8

One knob, labeled "INST-RADIO LTS--PULL-FLOOD", controls both
flood and
post lights. The other knob, labeled "SWITCH PANEL LTS",
operates the switch and control panel lighting. Clockwise rotation of
the knobs
increases light intensity.
ELECTROLUMINESCENT LIGHTING.
Switches and
controls on the lower part of the instrument panel are
lighted by electroluminescent panels which do not require light bulbs for
illumination. This lighting is controlled by the rheostat knob labeled
"SWITCH PANEL LTS".
INSTRUMENT FLOOD LIGHTS.
Illumination of the instrument panel is provided by four red flood
lights on the under side of the anti-glare shield and three standard post
lights, two lighting the radio selector switch panel, and one lighting the
control pedestal. To operate these lights, pullout on the rheostat knob
labeled "INST-RADIO LTS".
POST LIGHTS (OPT).
The
instrument panel may be equipped with optional post lights which
are mounted at the edge of each instrument or control to be lighted. The
post lights provide direct light to the instruments and controls, and are
operated by pushing in on the rheostat knob labeled "INST-RADIO LTS".
Switching to post lights will automatically turn off the flood lighting.
MAP LIGHTS.
A map light mounted above the storm window on the pilot's side is
standard equipment and contains two light bulbs, one red and one white.
The light can be
used to supplement instrument panel lighting by selecting
the red bulb, or as a map light by utilizing the white bulb. A three posi-
tion switch mounted vertically just below the light is used to select the
d.stred type of light, or turn off the light. The switch positions are "RED",
"OFF", and "WHITE". A second map light of the same type is mounted
on the
forward door post and is optional. The switch for this light is
muwlled horizontally on a ledge between the instrument panel and door
po.l. The switch pOSitions are "RED", "OFF", and "WHITE".
'·10
An optional map light mounted on the bottom of the pilot's control
wheel illuminates the lower portion of the cabin in front of the pilot and
is used when checking maps and other flight data during night operation.
To operate the light, turn on the "NAV" light switch and adjust the light
intenSity with the knurled disk type rheostat control located at the bottom
of the
control wheel.
DOME LIGHTS.
The cabin
interior is lighted by two dome lights, one above each cen-
ter side window. The lights, which may be used in conjunction with the
exterior courtesy light, are operated by a three position switch on the aft
side of the rear door post. The three positions are marked: "COURTESY-
DOME",
"OFF", and "DOME".
EXTERIOR LIGHTING.
Standard exterior lighting consists of navigation lights on the wing tips
and lower tips of the vertical fins, a flashing beacon on top of the right
vertical fin, and dual beam landing and taxi lights in the leading edge of
the left wing. Optional lighting includes dual beam landing and taxi lights
in the leading edge of the right wing, a strobe light on each wing tip, and
a
courtesy light under the right wing outboard of the cabin door. The
courtesy light is operated by a switch located on the aft side of the rear
door post. To turn on the light, place the switch in the top ("COURTESY-
DOME") position. All
exterior lights, except the courtesy light, are con-
trolled by rocker type switches on the left switch and control panel. The
switches are "ON" in the up position and "OFF" in the down pOSition.
The flashing
beacon Should not be used when flying through clouds or
overcast; the flashing light reflected from water droplets or particles in
the atmosphere, particularly at night, can produce vertigo and loss of
orientation.
The two high intenSity strobe lights will enhance anti-collision pro-
tection. However, the lights should be turned off when taxiing in the
vicinity of other aircraft, or during flight through clouds, fog or haze.
2-11
-~

PROPELLER SYNCHROSCOPE.
An electrically-operated synchroscope is installed to allow more
accurate propeller synchronization. The synchroscope, located on the
left upper portion of the instrument panel provides a visual indicator for
synchronization. The system utilizes a transmitter electrically connect-
ed in parallel with the dual engine tachometers, and electrical pick-up
coils mounted on the right magneto of each engine. The individual signals
on each magneto are compared in the synchroscope transmitter and their
variation in electrical phase is displayed by the sweeping pointer on the
synchroscope. A large variation in electrical phase (caused by RPM
differential between engines) causes a rapid oscillation of the pointer. As
the RPM of the engines
are more closely adjusted, pointer oscillation will
slow until finally, with
properly synchronized engines, pOinter motion is
minimal. When synchronizing engine RPM, either engine RPM may be
established as a "master, " and the other engine synchronized to match it.
WING FLAP SYSTEM.
Wing flap settings are accomplished in one Simple up or down move-
ment of the wing flap control knob to the flap setting deSired. To extend
the wing
flaps from "UP" to "1/3" down (normal take-off range), merely
push the control knob down until it hits the mechanical stop. For flap
settings greater than" 1/3" down, move the control knob to the right to
clear the stop, and position it as desired. To retract the flaps, Simply
raise the control knob to the setting deSired, Flap positiOns are identi-
fied as "UP, " "1/3, " "2/3" and "FULL. " The "FULL" flap position is 25
degrees.
flaps are retracted, the interconnect will automatically rotate the trim
wheel back to the "TAKE-OFF" range.
COWL FLAP SYSTEM.
Two three-pOSition toggle switches located on the left switch and con-
trol panel near the landing gear handle operate the front and rear engine
cowl
flaps. The switches are labeled "COWL FLAPS, ff ilFRONT" and
"REAR, " and
their pOSitions are labeled "OPEN" (up), "OFF" (center)
and "CLOSE" (down).
Two blue indicator lights, one located beside each
switch, illuminate when the cowl flaps have reached either the full open
or full closed position and remain lighted until the switches are placed in ,
the "OFF" pOSition. The indicator lights also incorporate dimming 1[' .
shutters for night operation. I"
Ii
To fully open or close the cowl flaps, place the cowl flap switches in ;1 j
either the "OPEN" or "CLOSE" position. When the opening or closing
operation is completed (approximately two seconds) the blue indicator
lights will illuminate. If intermediate positioning of the cowl flaps is re-
quired, for example half open, actuate the switches for approximately one
second and return them to the "OFF" position. Other settings can be ap-
proximated in a similar manner. Proper cowl flap settings should be de-
termined by carefully monitoring the cylinder head temperature gages.
LANDING GEAR SYSTEM.
WING FLAP-ELEVATOR TAB INTERCONNECT SYSTEM.
The wing flap system is mechanically interconnected with the elevator
trim tab system to automatically eliminate excessive nose-up trim while
the wing
flaps are being retracted.
With the flaps retracted, the trim control wheel can be rotated in one
direction until the trim position indicator reaches the "NOSE DN" position,
or In the opposite direction until it reaches the lower half of the "TAKE-
OIrF"
range marking for nose-up trim. As the flaps are extended, addi-
tional nose-up trim beyond the "TAKE-OFF" range can be utilized. Maxi-
mum nose-up trim is available when the flaps are fully extended. As the
The
retractable tricycle landing gear is extended and retracted by
hydraulic actuators, powered by an engine-driven hydraulic pump on the
front engine. An optional engine-driven hydraulic pump is offered for
the
rear engine to provide decreased gear operation time and dual pump
safety.
Two pOSition indicator lights show that the gear is either up or down
and locked. The lights are "press-to-test" type. The gear-down indica-
tor llght (green) has two test positions; with the light pushed in half-way
and either throttle retarded, the gear warning horn should sound, and
with the light pushed full in, the light should illuminate. The gear-up
indicator light (amber) has only one test poSition; with the light pushed
2-13
d
t_$·'tt~,.'
2-12

full in, it should lllumlnate. The indicator lights contain dimming
shutters tor night operation.
As an additional reminder that the gear Is retracted, a warning horn
sounds whenever either throttle is retarded with the gear up.
LANDING GEAR POSITION HANDLE.
The gear position handle has two neutral positions (slightly above
center for gear up, and slightly below center for gear down) which give
a
mechanical indication of the gear position. From either pOSition, the
handle
must be pulled out to clear a detent before it can be repositioned;
operation of the gear and doors will not begin until the handle has been
repositioned.
To reposition the gear, the handle is pulled out and moved to the de-
sired position, then released. Pressure is created in the system by the
engine-driven hydraulic pump (pumps) and the gear is actuated to the
selected position. A detent in the gear handle system holds the handle
in the operating position until the cycle is completed; then the handle
automatically returns to neutral and pressure in the system is relieved.
IMPORTANT
The landing
gear pOSition handle should be returned to neu-
tral manually if a malfunction occurs in the hydraulic sys-
tem which prevents the gear position handle from returning
to neutral after a cycle has been completed. Continuous
operation with the handle out of neutral keeps the system
pressurized and will eventually result in overheating and
possible damage.
During a
normal cycle, the gear locks up or down and the position
indicator light comes on. When the light illuminates, hydraulic pressure
is switched from the gear actuators to the door actuators to close the
gear doors. When the doors are closed, the gear handle returns to neu-
tral and the cycle is complete. The normal time interval between the in-
dicator lighting and the handle returning to neutral is 3-9 seconds. H the
pOliUon
indicator light does not light, the gear doors will not close and
hydraullc
pressure will be retained on the landing gear actuators.
A I&fety switch, actuated by the nose gear strut, restricts the gear
po.Ulon handle to prevent inadvertent retraction whenever the nose gear
.trut II compressed by the weight of the airplane.
1·14
EMERGENCY HAND PUMP.
For emergency use, if the engine-driven hydraulic pump (pumps)
fails, a manual pump on the cabin floor between the front seats may be
used to extend the gear. The system reservoir is arranged to retain
sufficient fluid to extend the gear with the hand pump if a failure between
the engine-driven pump (pumps) and reservoir results in fluid loss. See
Section
ill for emergency operation of the hand pump.
OPERATION OF LANDING GEAR DOORS (AIRPLANE ON GROUND).
For inspection purposes, the landing gear doors may be opened and
closed while the airplane is on the ground with the engine stopped. Oper-
ate the doors with the landing gear handle in the "down-neutral" position.
To open
the doors, turn off the master switch and operate the hand pump
until the doors open. To close the doors, turn the master switch on and
operate the hand pump.
NOTE
The poSition
of the master switch for gear door oper-
ation is easily remembered by the following rule:
OPEN circuit = OPEN doors
CLOSED circuit = CLOSED doors
PARKING BRAKE SYSTEM.
A double-button push-pull control knob, located below the left hand
.witch and control panel, is used to set the hydraulic parking brakes.
Simply apply pressure to the brake pedals, and, at the same time, squeeze
the buttons of the parking brake control knob and pull the knob out. H
deSired, the brake pedals may be "pumped" to insure an absolute "full
pedal" after setting the brake knob. To release the parking brake, push
the control knob in.
CABIN HEATING, VENTILATING AND
DEFROSTING SYSTEM.
Three levers located on the lower right side of the instrument panel
2-1~i
i
.~ ..... .
~

control lho c"bln heating, ventilation and windshield defrosting system.
MovlnlC lho lever labeled "Am" from the "OFF" (top) position to the
".MAX" pOlition increases the volume of fresh (unheated) air to the cabin.
Moving the
lever labeled "HEAT, " from the top to the "MAX" position
lncrcll8es the volume of heated
air to maximum. For maximum heating,
lho "AIR"
lever should be in the full up "OFF" position. For maximum
cooling the "HEAT"
lever should be in the full up "OFF" position. For
desired temperature, adjust both levers to provide the proper mixture of
heated and unheated
air. The defroster lever is labeled "DFR" and "OFF"
at the top and "MAX" at the bottom. To operate the defrosting system,
move the "DFR" lever down to the "MAX" position and position the "AIR"
and "HEAT"
levers to provide the desired temperature and volume of
defrost air to the windshield.
Front cabin heat and ventilating air is supplied by a flat duct extend-
ing
from cabin manifolds in front of the pilot's and copilot's feet. Rear
cabin heat and air is supplied by two ducts, one extending from each cabin
manifold along
each side of the cabin to an outlet at the front doorpost at
floor level. Windshield defrosting air is also supplied by ducts leading
from the cabin manifolds.
Separate adjustable ventilators supply additional air; two in the center
of the cabin ceiling just aft of the windshield supply air for the pilot and co-
pilot, and four in the
rear cabin ceiling above the side windows supply air
to the rear seat passengers.
An air exhaust vent at the rear of the cabin removes stale air and
increases the flow of fresh air through the cabin.
SHOULDER HARNESSES.
Shoulder harnesses are provided as standard equipment for the pilot
and
front seat passenger; harness installations for all other seats are op-
tional.
Each front seat harness is attached above the window line between the
front and
center side windows. When stowed, the harness is held in place
by two retaining clips, one above the front side window, and one on the
tront side of the windshield post. Stow the harness by placing it behind
buth
retaining clips.
With four place seating, each rear seat shoulder harness is attached
I-1ft
above the aft side window and is stowed behind retaining clips above the
cabin
side windows. In the five or six-place arrangement, the aft seat
or seats utilize harnesses attached to the aft cabin wall. Each harness
is stowed behind a retaining clip above the aft side window.
To
use the front and rear seat shoulder harnesses, fasten and adjust
the seat belt first. Remove the harness from the stowed pOSition, and
lengthen
as required by pulling on the end of the harness and the narrow
release strap. Snap the harness metal stud firmly into the retaining slot
adjacent to the seat belt buckle. Then adjust to length by pulling down on
the
free end of the harness. A properly adjusted harness will permit the
occupant
to lean forward enough to sit completely erect but is tight enough
to prevent excessive forward movement and contact with objects during
sudden
deceleration. Also, the pilot will want the freedom to reach all
controls easily.
Releasing and removing the shoulder harness is accomplished by
pulling upward on the
narrow release strap, then removing the harness
stud from the slot in the seat belt buckle. In an emergency, the shoulder
harness may be removed by releasing the seat belt first, then pulling ;
the
harness over the head by pulling up on the release strap.
CABIN DOOR OPERATION.
Cabin door operation is conventional except for a special locking fea-
ture.
To enter the aircraft, depress the thumb button located at the front
end of the cabin door handle and pull out on the handle to unlatch the door.
To open the door
from the inside, rotate the door handle clockwise.
To
close the cabin door from the inSide, pull the door shut and rotate
the door handle counterclockwtse to the "lOCKED" position. As the han-
dle is turned to the locked pOSition, the door will be drawn in tight against
the seal. The outside door handle incorporates the same locking action
Ind should be used anytime the aircraft is parked outside. When leaving
the
aircraft, close the cabin door, pull the door handle out until it meets
resistance, then depress the thumb button and return the door handle to
it. recess. As the handle is pushed back in, the cabin door will be drawn
tilht.
2-17

STARTING ENGINES.
Althuugh either engine may be started first and the procedure is
Idolllkill for both, the front engine is normally started first. The cable
fl'om thu oo.ttery to this engine is much shorter which permits more elec-
Ideal power to be delivered to the starter. If the battery is low, the
front ongine should
start more readily.
The continuous-flow fuel injection system will start spraying fuel in
the
intake ports as soon as the throttle and mixture controls are opened
and the auxiliary pump is turned on. If the auxiliary pump is turned on
aCCidentally while the engine is stopped, with the throttle open and the
mixture rich, solid fuel will collect temporarily in the cylinder intake
ports, the quantity depending on the amount of throttle opening and the
length of
time the pump has been operating. If this happens, it is ad-
visable to wait a few minutes until this fuel drains away before starting
the engine. To avoid flooding, be sure you are ready to crank the engine
as soon as a steady fuel flow of 10 to 25 lbs/hr is obtained.
Engine mis-starts characterized by weak, intermittent firing followed
by puffs of
black smoke from the exhaust are caused by overpriming or
flooding. This situation is more apt to develop in hot weather, or when
the engine
is hot. If it occurs, repeat the starting routine with the throttle
approximately 1/2 open, the mixture in idle cut-off and the auxiliary pump
off.
As the engine fires, move the mixture control to full rich and de-
crease the throttle to idle.
Engine mis-starts characterized by sufficient power to take the en-
gine away from the starter but dying in 3 to 5 revolutions are the result
of an excessively lean mixture after the start and can occur in warm or
cold temperatures. Repeat the starting procedure but allow additional
priming time with the auxiliary fuel pump switch in the "WW" position
before cranking is started, or place the auxiliary fuel pump switch in the
"HI" pOSition
immediately for a richer mixture while cranking.
If prolonged cranking is necessary, allow the starter motor to cool
at frequent intervals, since excessive heat may damage the armature.
TAXIING.
Taxiing over loose gravel or cinders should be done using primarily
the rpar engine. This prevents the front propeller from picking up and
throwing
particles into the rear propeller. In addition, the rear propeller
has greater ground clearance, minimizing stone damage to the propeller
Ups. Full throttle runups over loose gravel should be avoided unless the
airplane has obtained considerable forward speed.
NOTE
Taxiing, as in any twin-engine airplane, should be done
with
both engines operating.
BEFORE TAKE-OFF.
Since the engines are closely cowled for efficient in-flight cooling,
precautions should be taken to avoid overheating on the ground. Full
throttle checks on the ground are not recommended unless the pilot has
good reason to suspect that the engines are not turning up properly.
The magneto check should be made at 1800 RPM as fOllows: Move
the ignition switch first to "R" position and note RPM. Then move switch
back to "BOTH" position to clear the other set of plugs. Then move
.witch to "L" position, note RPM and return the switch to the "BOTH"
pOSition. The difference between the two magnetos operated singly should
not be more than 50 RPM. If there is a doubt concerning the operation of
the ignition system, RPM checks at a higher engine speed will usually con-
firm whether a deficiency exists.
An absence of RPM drop may be an indication of faulty grounding of
one side of the ignition system or should be cause for suspicion that the
magneto timing is set in advance of the setting specified.
To run a functional check of the battery and alternator circuits, use
the following procedure:
(1) Run both engines at 1000 RPM with some electrical equipment on.
(2) Turn front and rear alternator switches off.
(3)
The battery discharge light and front and rear alternator warning
lights should be on.
(4) Turn front alternator switch on. Both the battery discharge light
and the front alternator warning light should go out.
(5) Turn front alternator switch off following check.
(6) Turn rear alternator switch on. Both the battery discharge light
and rear alternator warning light should go out.
2-19
2-18
I

(7) Turn both alternator switches on for normal operation.
(8) SWitch regulator selector switch from the "I" (up) position to the
"2" (down) position. The battery discharge light and alternator warn-
ing lights should remain off. Either regulator position may be used
tor filght.
(9) Press light "TEST" sWitch to check "VOLTS HIGH" light and
high voltage
sensing circultry for proper operation.
TAKE-OFF.
It is important to check full-throttle engine operation early in the
take-off run. Any signs of rough engine operation or sluggish engine
acceleration is good cause for discontinuing the take-off.
For maximum engine power, the mixture should be adjusted during
the
initial take-off roll to the fuel flow corresponding to the field elevation.
(Refer to Maximum Performance Take-Off and Climb Settings placard
located adjacent to the fuel flow indicator. ) The power increase is
significant above 3000 feet and this procedure always should be employed
for field elevations greater than 5000 feet above sea level.
For normal take-offs, the use of 1/3 flaps results in easier nose
wheel lift-off and lower initial
climb attitude, as well as a 10%reduction
in take-off distance compared to flaps-up take-of£. The airplane should
be leveled off as soon as any obstacles are cleared to accelerate to a
normal climb speed of 120 MPH while slowly retracting the flaps. The
take-off performance in Section VI is based on using an obstacle climb
speed 20%above the power-off stall speed with 1/3 flaps.
Take-offs into strong crOSSWinds normally are performed with the
minimum flap setting necessary for the field length, to minimize the
drift angle immediately after take-off. The airplane is accelerated to
a speed slightly higher than normal, then pulled off abruptly to prevent
possible settling back to the runway while drifting. When clear of the
ground, make a coordinated
turn into the wind to correct for drift.
On long runways, the landing gear should be retracted after reaching
the pOint over the runway where a wheels down forced landing on that run-
way would become impracti.::al. However, on short runways it may be
preferable to retract the landing gear after the airplane is safely air-
borne. This would get the airplane into a more favorable configuration
tor a possible engine-out emergency.
Since the landing
gear swings downward apprOximately two feet as
it starts the retraction cycle, retraction should be avoided until obtaining
at least that much ground clearance and a positive climb is established.
Before retracting the landing gear. the brakes should be applied
momentarily to stop wheel rotation. Centrifugal force caused by the
rapidly spinning wheel expands the diameter of the tire. If there is an
accumulation of mud or ice in the wheel wells, the rotating wheel may
rub as it is retracted into the wheel well.
When taking off
from a gravel or cinder field, the possibility of
gravel damaging the rear propeller from the front propeller Slipstream
can be reduced conSiderably by using 1/3 flaps, and using only the rear
engine for initial acceleration. When doing this, the nose gear should
be
raised clear of the ground as soon as possible, followed by full throttle
application on the front engine.
CLIMB.
To save time and fuel for the overall trip, it is recommended that a
normal cruising climb be conducted at 120 -140 MPH using approximately
75%power (24 inches of manifold pressure and 2600 RPM).
CruiSing
climbs should be conducted at apprOximately 78 lbs/hr up to
5500
feet and at 6 lbs/hr more than the normal lean fuel flow shown on the
Power Computer at higher altitudes and lower power.
TWIN-ENGINE CLIMB SPEEDS (lAS)
AT SEA LEVEL
BEST ANGLE
OF CLIMB
BEST RATE
OF CLIMB
-- 85MPH
WING
FLAPS UP, GEAR UP
114MPH
-- 82MPH
WING FLAPS 1/3 DOWN, GEAR DOWN- 98MPH
WING FLAPS FULL DOWN, GEAR DOWN - 85 MPH -- 76MPH
Figure 2-4.
2-20 2-21
i

If it is necessary to climb rapidly to clear mountains or reach favor-
able winds at high altitudes, the best rate-of-climb speed should be used
with maximum power (full throttle and 2800 RPM). This speed is 114 MPH
at sea level, decreasing 3 MPH for each 5000 feet above sea level. The
mixture should be leaned as shown by the Maximum Performance Take-
orr and Cllmb Settings placard located adjacent to the fuel flow indicator.
If an obstruction ahead requires a steep climb angle, an obstacle
dearance speed should be used with flaps up and maximum power. This
speed is 85 MPH at sea level and increases to 92 MPH at 10,000 feet.
CRUISE.
Normal cruising is done between 65%and 75% of rated power. The
power
settings required to obtain these powers at various altitudes and
outside
air temperatures can be determined by using your Cessna Power
Computer or the OPERATIONAL DATA, Section VI.
The Maximum Cruise Speed Performance table (figure 2- 5) shows
that cruiSing at full throttle can be done most efficiently at higher alti-
tudes because very nearly the same cruiSing speeds can be maintained
at much less power.
For greater cruising range at a given throttle setting. select the low-
est engine RPM in the green arc range that will give smooth engine oper-
ation.
I
MAXIMUM CRUISE SPEED PERFORMANCE
NORMAL LEAN MIXTURE
"
BHP
TRUE
AIRSPEED ALTITUDE LBS/HR
RANGE
(552 lBS. FU Ell
75
70
65
189
185
181
5500
7500
9500
137
128
119
755
800
840
Figure 2-5.
The cowl flaps should be fully closed for cruising in cold and normal
outside air temperatures. However, in hot weather, the cowl flaps
should be adjusted to maintain cylinder head temperatures at approxi-
mately two-thirds of the green arc range.
The fuel injection system employed on these engines is considered to
be non-icing. In the event that unusual conditions cause the intake air fil-
ter to become clogged or iced over, an alternate intake air valve opens
automatically for the most efficient use of either normal or alternate air,
depending on the amount of filter blockage.
tI
The
stall characteristics are conventional and aural warning is pro-
I'
vided by a stall warning horn which sounds between 5 and 10 MPH above
the
stall in all configurationS. A mild aerodynamic tail buffet will occur
!111
almost simultaneously with the stall warning horn.
Power-off stall speeds at maximum gross weight and aft c. g. posi-
tion are presented on figure 6-2 as calibrated airspeeds since indicated
airspeeds are unreliable near the stall.
Intentional spins are prohibited in this aircraft. Because of the
aural stall warning system, it is not probable that an inadvertent spin
will be encountered. However, should a spin occur, the following re-
covery procedure should be employed:
(1) Cut power on both engines.
(2) Apply full rudder against the direction of rotation and neutralize
ailerons.
(3) Approximately 1/4 turn after applying rudder, apply full down
elevator.
(4) Neutralize rudder after rotation stops.
(5) Pullout of the resulting dive with smooth steady control pres-
sure. Approximately 1200 feet of altitude will be lost in a 1-1/2
turn spin and recovery.
2-23
2-22