2..
TAXIING
DIAGRAM
v
.,
..
v
L
3
..
_
_.
fir
_
.¢...
<
._
g
J‘...
.
'
...'i-L
_:---
5 .
—*
'-=;-_.;=-
_3E5E5:;,5E::_;;~§=-:,;;=-:-:-
-
\
[jg];
Up
“Leann
an
,.
._
-
_|_
use
or
AILERON
on
.
-
_.---;;5;:;;;5;:;5;:;:
-:-
AND
__
RIGHT
WING
AND
.-:
g‘-‘-
_
_
1.s|.=-'r
wmo
,.
L
Enron
_
;;_.____;:,5
NE"-1-RM-_’
E13“;-1-QR
-.-;-::-.--:-.,;=;
.-
-
;
_
-.
_
l~IEU'l‘R.A
E
_;=-
._;=:-=-
--..
.
-
.
.-.1;:;
'-i-2,;-\'-"
.-to
O
_
j:I=E5§5E5E5E5I5_;;-;.-.-
-
_
r
--
.
-
-__::_’-
_._'.:.
,-
-1|||||
in
I‘-5
I‘--"I
m|||mil"""""'
I
.
I|III___...
.-
.-rstilt:it!:uIw.un.+:eu!!!
""||*"""!i'L!'|il"**"'*'-!-
.
is
"--.
"ti
i*‘=‘:.-i-'-i"-rsn~5=r-?*iW’*¥i~°‘*-'--
"
-h‘!?‘1i%§‘=~"*=5“‘-“=
*5
-we-.
i."-
-.
-
-,_.F.""
'
.‘f"-"#1:?!-F:-‘-TI=Ji‘F‘:It\i'
'».
'if-‘I“{$-5~I‘-
3"?-'e~*.'i*I§_i\1'II‘-’i:.'-'~'*i'i:
,;.\"-!I‘~‘-
\2r-1‘!-f3§:."u
-
-“IE‘~'?7.'t-
in
\
,_-_.}’,\=%;n_1,_.-:-;_r,_5;-{:g,.
3.1
q*1.f:g;
|::§|‘,,:‘1.1E;:‘:::'\.1:_:.:',|l:j'|'§'£_I§I*tI|,'||::1|e!E;.fiI‘III{iT"I':-I;-|:'f;
,_
usr:
DOWN
ATLERON
0;;
_
9,
-1-
.$g‘==‘;'
ON
RIGHT
wmclmo
DOWN
ELWATOR
.\._-J.
iv-;.~"-It.
nown
snsvnron
.
r-‘ti-I
"?'
I5
L
ll,
‘,-
‘YE
1
‘rt
"I
.
.'=‘
IF-I
#7
1-3°-‘<'?"
'
'
-I-v
ii;
'
'-*-
-
-.
-.
_qi3.-.-:-,-ta.-._-.:-3;-c-;.'_:-r»
\
-_
1,;
~:-*-"‘.
"
rt,
-
.-
,
-
1.;-1:‘
-'I5i~:l*r-Ir?-1.»-12.
.
'~'
..
1..>-
-"
'
~"-.'--'-.v;-i
-.'-no-s;.¢.
-
=i-=1‘-t-'-1.‘_i'
-
vis-
"t'-=.'i~:-:-
-.'
IT‘-"-fr-.-i-'.
-
I
-:-.=tF=.:.~'.*-1%?
.
~
"m
-1!-.'=-'-‘
.=.-1'1'I#.1;§;~"‘-:{:'-r
--5.1"-:="t'-'.*-.-:'%i,i"‘
.;-in
-
It
':=E*3'tflI-55¢-#153-=i"~¥&
is-'--i‘
.
-*'~'»*i:i-=.'-*:..=-¢.i-»>.-t~'i
--?i>>:--=.~"as~r-1-=1.f-1r.:-
1-:1‘-n"
IL..;;_'lq',}
Hi
0
x
.
-
.h
:'r:':ri'
.
'
.,
‘
_,;\_}_.."-}._,
I
#“"¥“i‘<»{'-'-»:-**=‘*""
5&3-=:w$>
3*
ii"
..-
*-
I
‘E-as
1,,
__.§_,_‘-1'..&:-':.
xii
r
1
.5,
I
I
_
‘h
¢‘l':"5T'-Tj:"§?;!;"'.';_1'.'--¥‘l
'
I‘
-‘-'71‘='f-:£'§.~T
.
wmo
ouzscnon
‘Q
-at
----nun
-----
nuoooonnfiglldfiloooucnonn IIIl0
51;-mg
quaflerlllg
ta
ilwlnds
require
caution.
Avold
sudden
bursts
of
the
throttle
and
ah"?
brag“;
'11“
the
airplane
is
In
this
attitude.
The
the
steerable
nose
wheel
and
rudder
l0
maintain
direction.
Figure
2-
5.
j
L-,.-5,.
d.._\-5'3
If
the
engine
is
underprimed
(most
likely
in
cold
weather
with
a
cold
engine)
it
will
not
fire
at
all,
and
additional
priming
will
be
necessary.
As
soon
as
the
cylinders
begin
to
fire,
open
the
throttle
slightly
to
keep
it
running.
After
starting,
if
the
oil
gage
does
not
begin
to
show
pressure
with-
in
30
seconds
in
the
summertime
and
about
twice
that
long
in
very
cold
weather,
stop
engine
and
investigate.
Lack
of
oil
pressure
can
cause
serious
engine
damage.
After
starting,
avoid
the
use
of
carburetor
heat
unless
icing
conditions
prevail.
TAXIING.
When
taxiing,
it
is
important
that
speed
and
use
of
brakes
be
held
to
a
minimum
and
that
all
controls
be
utilized
(see
tazciing
diagram,
figure
2-5)
to
maintain
directional
control
and
balance.
Taxiing
over
loose
gravel
or
cinders
should
be done
at
low
engine
speed
to
avoid
abrasion
and
stone
damage
to
the
propeller
tips.
The
nose
wheel
is
designed
to
automatically
center
straight
ahead
when
the
nose
strut
is
fully
extended.
In
the
event
the
nose
strut
is
over-
inflated
and
the
airplane
is
loaded
to
a
rearward
center
of
gravity
posi-
tion,
it
may
be
necessary
to
partially
compress
the
strut
to
permit
steer-
ing.
This
can
be
accomplished
prior
to
taxiing
by
depressing
the
airplane
nose
(by
hand)
or
during
taxi
by
sharply
applying
brakes.
BEFORE
TAKE-OFF.
W
A
R
M
-
U
P
.
Most
of
the
warm-up
will
have
been
conducted
during
taxi,
and
addi-
tional
warm-up
before
take-off
should
be
restricted
to
the
checks
out-
lined
in
Section
I.
Since
the
engine
is
closely
cowled
for
efficient
in-flight
cooling,
precautions
should
be
taken
to
avoid
overheating
on
the
ground.
MAGNETO
CHECK.
_ _
The
magneto
check
should
be
made
at
1700
RPM
as
follows:
Move
the
ignition
switch
first
to
"R"
position
and
note
RPM.
Then
move
switch
2-7
