Beechcraft Debonair C33 Manuale utente

1

CUeechcraft

Debonair

Model

c3:3

\

OWNER'S

MANUAL

1

IMPORTANT

(flease

attach

this Owner's Manual Supplement to the inside cover

of

the .

OWner's Manual or

other

suitable location which

is

readily available

to

the

pilot.)

.

~

OWNER'S

MANUAL

SUPPLEMENT

for

K35, M35, N35, P35, S35, V35, V35TC, V35A,

V35ATC,V35B,

V35B TC

33,

AS3, B33, C33, E33,

F33,

G33, C33A, E33A,

F33A,

36, A36.

The

follo

.

~ing

information supersedes the informatiori contained in the

Owner's Manuals for the above listed airplanes.

1:

Maximum usable· fuel

of

each 25

or

24~

gallon main tank

is

22

gallons.

Maximum usable fuel

of

each

39

or

40

gallon main

tank

is

37 gallons.

3. Approximate reduction in range with füll fuel due to change in usable

fuel is:

a. 13%

on

22

gallon main ·tank system.

b. 9% on 37 gallon main

tank

system.

4.

On

Models K-35, M-35,

33,

and A33 Owners Manuals, reduce range by

an additional 190 statute rniles to account for climb and 45 minutes

rese:r:ve

at

45% maximum continuous power.

P/l'J

35-590118-17 lssued: February 11, 1972 . ,

~Weechcraft

Debonair

you

should:

-

:ii

-

~

.

·

~

,_

.

...

.

tr"

Y"'"

""

( '

Get

~~qnainted

with

your

airplane

Read

al

1

of

thi

.s

manual

carefully

to

become

fam

i1

iar

wi

th

the

operation

of

your

new

Debonai

r.

K

ee

p

yo

~

r

airplane

loo

kin~

a

nd

r

u

n

n~

ng

lik

e .

n

e~v

\ "

Know

wh

en

to

have

y

'Q

u'r

Debonai

r

servi

·

\;ed

insi

de

and

out.

\ \

'ikechcr.aft

Deb

~'li

1fr

'

~M

-s

;:ser

vice

r -....„ -„„_

·

'.'_o~

r

air

pl

a n

e!l-s

-

·

~

f~Je

1~il

is

your

B

eecL:~raft

.

·

~

~-

-

..

„__

Certified

Servi~e

Staitio1m

He'll

be

glad

to

answer

your

questions

or

discuss

any

problems

you

may

have

concerning

your

airplane.

The

operation,

care

and

maintenance

of

your

airplane

after

its

delivery

to

you

is

your

responsibilfty.

Your

author-

ized

Beechcraft

Sales

and

Service

Outlets

have

all

the

current

recommended

modification,

service

and

operational

procedures

designed

to

get

maximum

utility

and

safety

from

your

airplane.

iii

. 1

"'~eneral

Specif

ications

ENGl~.U:

„tinental

6-cylinder,

10-470-K,

fuel

injection

engine,

rated

at

225 hp

at

2600 rpm.

PERFORMANCE

Maximum

Cruising

Speeds:

75%

power

(2450 rpm)

at7000

feet

.•..

..•

....

•

....

70

%

power

(2450 rpm)

at

9000

feet

..

• .

•..•

.••..

. . .

65%

power

(2450 rpm)

at

11,000

feet

....

.•

•........

Economical

Cruising

Speed:

,

50

% power (2100 rpm) at

10

,000

feet

..

•.

...

.

.•.

. . . .

High

Speed

at

Sea

Level:

Full

throttle

(2600 rpm)

.. .. ..

....

. • ·

.•

• ·

..

· · · •

Rate of

Cl

im

b

at

Se

a

Level:

(Rcted power, 225 hp) . . .

........

. .

•.

.........

Service

8eiling:

(100 f t. /n;:ri.) . , .

....

.

...•.

. . .

..•..

.

...

••.

_

Stalling

Speed:

(Landing)

with

fi a

ps

.•

-

...

•

•.

•

...

...•..

..

· · ·

·

Cruising

Range:

(

lncludes

allowance

for warm-up,

taxi,

ta

ke-off,

climb,

and

45-minute

reserve.)

50

%'

power,

154

mph

at

10,000

feet

.

•...

. . . .

..

....•

Ta

ke-off

Distance

(Sea

Level,

20

°

Flaps):

185

mph

183

mph

180

mph

154

mph

195

mph

930 ft./min.

17,800

ft.

60

mph

650 mi. (49

gal.)

845

mi.

(60 gal

.)

1270

mi.

(80

gal.)

Ground

run

. .

.•............

. . .

.•

•

.••...

...

982

ft.

Total

over

50

feet

•

..•..

.

...

•

..

.

...•.......

. 1288 ft.

L a

nding

Dis'tance (Sea

Level,

30

° Fl a

ps):

Ground

Roll

.

.........

.

•..•..

.

••.....

•...

..

643

ft

Total

over

50

feet

...

. . .

~

. . . • . . . . . . • . . . . • . . . 1298 ft.

The

above

perforrnan

ce

figures

are

the

resu~ts

of

flight

tes_

ts

of

the

Model

C33

Debonair

conducted

by

Beech

Aucraft

Corporat10n

under

factory-controlled

conditions,

and

will

vary

with

individual

airplane

s

and

the

numerou

s

factors

affecting

fligh

t

performance.

BAGGAGE

Maximum

270

1bs.

WEIGHTS

Gro

ss

Wei

gh

t . . . . • • • . . . . . . . . . . . . • . • . . . . • • . . . .

30

50

1bs.

Empty Weight

..

.

..

•

...

.

.•..•.•••.

.

•.....•..

• . 1780 1bs. .

(Empty

weight

includes

standard

instruments;

cabin

headings

and

venttl-

lating

system

with

windshield

defroster;

individu

al rear

seats;

constant

speed

propeller;

navig

a

tion,

cabin,

instrument,

and

landing

lights

.)

Useful

lo

ad

...•.•....

• .

.•

• •

••.•.•....

.

•..•.•

1270 1bs.

Available

weight

for

people,

baggage, and

optional

equipment

with

standard

fuel

cells

full

.•..•.......

•

..•....

948

lbs.

iv

- - - - -- - - -

--

- -

WING

AREA

AND

LOADINGS

Wi

ng area • • . • . • . . . • • • • . • • • . • • . • • . • • • 177•6 s q.

~

t.

Wing

loading,

at gross

weight

..

•

.•••••.••••.••.

•

••

17.2

lbs.

/

~q

.

ft.

Power

loading,

at

gross

weight.

••.•••••••••••••••.•

13.5

lb

s./ hn

DIMENSIONS

Wlng span.

...

..

.

....•.•.....

•

.........

.

....

. 32 ft. 9.9 in.

Length

. . • . . . . . . . . • • . . . . . • . .. . . . . . . . . • . . . . . .

25

f t. 6 i·n• ••

Height

(Cabin)

•.

.•..

• • .

.•

.

.....••

.

.•......

.

..

6

ft.

6.5

in.

(Tai

1

Section)

•...•

.

.....•

.

..••..

.•.

.....

8

ft.

3 in.

CABIN

DIMENSIONS

Cabin

Length

...

. . .

.....

. . •

...

..

.•...•

..

.

....

6

ft.

11

in

.

-

--

-\:3--a

:.,

;;;

width

.

....

..

. .

..•..

..

. .

•..

...••

.

...

_• 3

ft.

6 in.

Cabin he

ight

. .

..

.•..

..

......

. . .

..

. • .

.. ..

•..

. 4 ft. 2 in.

Passenger

door

size

.

..

.

...

. . . .

.....

••

.....

.•

36

in.

x

37

in.

Baggage door

size

•.

.•..

....

...

..

.....

...

. .

..

• 22.5 in. x 18.5 in.

Baggage compartment

volume

..•...•

...

. .

..

...

..

16.5

cu

. ft.

With

Utility

shelf

..

.

......

....

•

...

..

.

...

.

..

. 22. 4

CU

. ft.

Baggage compartment maximum

loading

. . .

.....

....

...

270

1bs.

PROPELLER

Mm

EQU!PMENT

Pmpell

er

-Aluminum

alloy

bl

ades,

hydraulically

c

ontrolled

conti

.

nuously

variable

pitch,

diameter

84",

with

spinner

and Wooaward

hydrauli

c

governo

r.

ENGINE EQUIPMENT

Starter

Generator (35-ampere) ·

Voltage

regul ator

Fuel pump

Fuel

inj

ection

FUEL

AND

Oll

CAPACITY

lnduction

air

filter

Cabin

heater

muffler

(sta

i

nless

steel)

E

xh

au

st m

an

i

fo

1ds

(

stai

n1ess

steel)

Fuel

capacity

in

standard

wing

cells

...

••

••••.••••••

49

gal.

usable

Fuel

capacity

with

optiorial

wing

cells

. •

.••

. • .

•.

..

....

80 gal.

usable

Oil

capacity

• ·;

•••

•

•••.••••••••••••••••

•

•••••

_·

10

qt.

LANDING

GEAR

Tricycle

type

w

ith

swiveling

steerable

nose

wheel

equipped

with

shimmy

dampener.

BEECHCRAFT

a

ir-oil

struts

on a

ll

wheels

designed

for smooth

taxiing

and to

withst

and the shock created

by

landin

g

with

a

vertical

descent

component

of

over

500

feet

per

minute.

Main

tires

6.00

x 6

size;

nose

wheel

tire

5.00 x 5 s

ize.

Wheels -

BEECHCRAFT

with

ring-disc

hydraulic

bra

kes.

V

? -

SECTION

·

Descriptive

Information

............

.

1-1

SECTION

II

Operating

Check

Lists

.........

„

...

2-1

SECT

I

ON

III

Performance

Specifications

and

Limitations„„.„„„.„„„„„.

3-1

\

Ytrl

(

,,

SECTION

IV

Flying

Your

BEECHCRAFT

De

bo

na i r..

.....

.

.........

..... , ..... ... .

4-1

SECTIQN

V

Unusual

Operating

Conditions

„

„.

5-1

I

SECTION

VI

Operational

Data

..

„ „

....

..

...

. . . . „

6-l

l-

9

FT

6.7

IN

·

SECTION

VI

1 Servi

eing

and

Maintenance„

.

„„„

7-l

vi

;;

As

the

owner

öf

a

new

,,;,{fj -

,.

,

:·

~

~.

.-.

K

non·

vdnr

Dehonair~s

.•

perforn•ance

and

econom''

Suggestions

and

recommendations

throughcut

tn1s

manual

can

help

you

get

the

best

performance

from

your

airplane

with

o

ut

sacrificing

good

economy

.

~

I

;'"

/?

..·,/'

/;~;ll

Read

your

Beechcraft

NEW

AillPLANE

W

ABRANTY

'Ueechcraft

Debonair

Model

C33

OWNER'S

MANUAL

1 1

PUBLISHED

BY

PARTS

AND

SERVICE

OPERA"rlONS

BEECH

AIRCRAFT

CORPORATION

-WICHITA,

KANSAS

33-590002-3

DECEMBER

4,

1964

List

ol

Effective

Pages

TOTAL

NUMBER

OF

PAGES

IN

THIS

PUBLICATION

IS

102

Title

............

.

Original

List

of

Effective

Pages

.

Original

' 1 i

through

vi

....

Original

1-1• through 1

-19

.

Original

2-1

through

2-4

..

Original

J

\ 3-1

through

3-5

. . . . . . . . . . . . . . . . . . .

Original

4-1

through

4-13

..................

Original

5-1

through

5-7 .

Original

6-1

through

6-20

..................

Original

7-1

through

7-21

..................

Original

A

SECTION

1

Descriptive

lnlorniation

Your

new

BEECHCRAFT

Model

C33

Debonair

is

a

four-place,

low-

wing,

cantilever

monoplane

equipped

with

a

225-horsepower

Conti-

nental

10-470

fuel

injection

engine

and

a

fully

retractable

_tricycle

landing

gear.

The

all

metal,

semi-monocoque

airframe

structure

is

of

aluminum,

magnesium,

and

alloy

steel,

fabricated

and

assembled

utilizing

proven

techniques

for

maximum

strength.

Careful

workman-

sh

ip

and

inspection

employed

in

airframe

construction

assure

that

structural

components

will

withstand

flight

loads

in

excess

of

FAA

requirements

for a

Utility

Category

airplane

at

the

certified

maxi-

mum

gro

ss

wei

gh

t

of

30

50

pounds.

The

great

majority

of

airplanes

in

the

Debonair's

weight

dass

are

licensed

in

the

Normal

Category,

which

requires

thä

:f

dhey

be

cap-

able

of

structurally

withstanding

a

limit

load

factor

of

5.

7

times

the

1-1

1

'

.

)

design

gross

weight

under

specific

flying

conditions

without

per-

manent

structural

deformation.

The

fact

that

your

Debonair,

in

addi-

tion

to

being

licensed

in

the

Normal

Category,

is

licensed

also

in

the

Utility

Category

at

fulf

gross

weight,

means

that

its

ultimate

design

load

factor

must

be

at

least

6.6

times

the

design

gross

weight.

Only

two

single-engine

commercial

aircraft

in

the

aviation

field

are

licensed

at

full

gross

weight

in

the

Utility

Category.

One

of

these

is

your

BEECHCRAFT

Debonair.

(The

other

is

also

manu-

factured

by

Beech

Aircraft

Corporation.)

In

the

Normal

Category

your

Debonair

may

be

used

for

nonacrobatic,

nonscheduled

passenger

and

cargo

operations

and

pilot

training.

In

the

Utility

Category

it

may

be

used

for

all

Normal

Category

oper-

ations

plus

limited

acrobatic

maneuvers

(Section

III).

To

enhance

its

flight

potential

with

comparable

capabilities

under

landing

conditions,

the

structural

soundness

of

your

Debonair

is

backed

up

by a

landing

gear

design

which

is

capable

of

absorbing

far

above

the

normal

landing

loads.

The

gear

used

on

the

Debonair

is

a

refin

emen

t

of

the

same

basic

gear

which

has

accumula

ted

li

ter-

ally

hundreds

of

thousands

of

landings

in

military

usage

on

such

training

aircraft

as

the

Air

Force

T-34A,

the

Navy

T-34B,

and

the

export

Model

45

Mentor

aircraft.

In

order

to

meet

military

reguire-

ments,

this

gear

was

drop-tested

and

subjected

to

other

exhaustive

qualifications

far

in

excess

of

l!he

minimums

required

to

meet

Fed-

eral

Aviation

Agency

standards.

In

addition,

it

has

been

subjected

to

all

the

rigors

of

student

training

operation

which

have

helped

to

prove

out

the

design

and

served

as

the

basis

for

numerous

refine-

ments

disclosed

by

service

experience.

Fully

efficient

and

effective

operation

of

your

BEECHCRAFT

Deb-

onair

can

be

achiev

ed

only

through

flight

experience

based

on

a

thorough

understanding

of

the

airplane's

several

systems.

The

fol-

lowing

discussion

under

headings

such

as

"Flight

C:ontrols",

"Landing

Gear'',

nPower

Plant",

etc.,

is

presented

to

aid

in

this

unders

tanding.

FLIGHT

CON"rROLS

The

fligh

t

con

trol

surfaces

are

of

the

con

ventional

three-con

trol

type

operated

by

the

rudder

pedal-control

column

combination,

through

push-pull

rods

and

conventional

closed-circuit

cable

system.

1-2

The

throw-over

type

control

column

provides

for

elevato;

ana

aileroo

con

trol

and

may

be

positioned

in

either

the

pilot'

s

or

copilot'

s

posi.

tion.

To

transfer

the

con

trol

column

from

one

side

to

the

other,

pull

the

T-handle

latch

at

the

base

of

the

con

trol

arm

and

position

the

column

as

desired.

Rudder

pedals

provide

for

rudder

control

and

are

adjustable

fore

and

aft

to

fit

individual

pilot

requirements.

A

bobweight

mounted

forward

of

the

control

column

improves

the

dynamic

longitudinal

stability

of

the

airplane.

The

bobweight

also

provides

higher

elevator

control

forces

during

accelerated

or

maneu-

vering

flight.

This

provides

an

additional

safety

factor

by

making

it

less

possible

to

impose

high

load

factors

on

the

airplane.

The

trim

tabs

on

the

elevators

are

controlled

by a

handwheel

at

th~

lef

t

of

the

con

trol

console;

their

position

is

indicated

by a

drum-

type

dial

in

the

left

subpanel

to

the

right

of

the

engine

gage

dus-

ter.

The

ailerons

are

eguipped

wi th

fixed

trim

tabs

on

each

surface.

Trim

changes

in

the

air

are

accomplished

by

actuating

the

aileron

trimm

er

on

the

con

trol

column

hub.

The

trimm

er

displaces

the

aileron

surfaces

to

compensate

for

any

uneven

loading.

The

displacement

is

maintained

by

cable

loads

imposed

by

the

aileron

trimir ~

r

.

When

transferring

the

control

column

from

one

side

to

the

<

,i,

, r,

the

aileron

trimmer

should

be

held

until

the

wheel

is

repositioned.

The

flaps

are

raised

and

lowered

electrically

by

jackscrew

actuators

driven

through

flexible

shafts

from a

single

motor

and

gearbox

under

the

front

seat.

The

flap

position

lights

to

the

left

of

the

control

column

show

green

for

the

up

position

and

red

for

the

full-down

landing

position;

intermediate

20-degree

and

10-degree

positions

for

short

field

take-off

are

indicated

by

lines

painted

on

the

leading

edge

of

the

left

flap.

The

intermediate

positions

are

reached

when

the

marks

are

aligned

with

the

trailing

edge

of

the

wing,

as

viewed

from

the

pilot's

position.

Limit

switches

for

the

up

and

down

posi-

tions

stop

the

flaps

automatically

at

the

proper

point.

LANDING

GEAR

The

fully

retractable

tricycle

landing

gear

is

operated

by a

single

electric

motor

through

push-pull

tubes

and

a

gearbox

under

the

front

seats.

When

retracted,

all

three

wh

eels

are

completely

en-

closed

by

doors

which

operate

automatically.

The

nos

e

wh

eel

is

steerable

through

linkage

connected

to

the

rudder

1-3

pedals;

its

rnaximurn

deflection

with

the

rudder

pedals

alone

is

17

degrees

to

either

side

of

center,

while

with

boch

rudder

pedals

and

brakes

the

deflection

may

be

increased

to

29

degrees

on

either

side.

The

sceering

linkage

is

spring-loaded

eo

absorb

shocks

and

will

compensate

automatically

for

rudder

applied

on

crosswind

landings.

When

the

rudder

pedals

are

released,

the

nose

wheel

will

caster

and

align

itself

automatically.

In

addition,

eo

insure

proper

retraccion,

a

roller-and-sloc

arrangemenc

will

correcc

any

misalignment

of

the

wheel

as

ic

enters

ehe

wheel

well.

A

hydraulic

dampener

on

the

nose

wheel

strut

compensates

for

any

cendency

to

shimmy.

The

landing

gear

position

indicator

lights

to

the

right

of

ehe

control

column

show

red

when

the

gear

is

up

or

green

when

it

is

down,

coming

on

only

when

ehe

gear

reaches

the

locked

position

at

either

extreme.

In

addition,

a

mechanical

indicator

at

ehe

base

of

the

nose

wheel

well

bulkhead

shows

the

posicion

of

the

nose

gear

at

all

times;

its

pointer

is

linked

by a

cable

to ehe

actuacing

mechanism

and

moves

simultaneously

wich

it.

Limit

switches

and

a

dynamic

brake

automacically

stop

the

recract

mechanism

when

ehe

gear

reaches

ehe

full

up

or

full

down

posi

tion.

In

addition

to

the

position

indicators,

the

landing

gear

control

circuit

has

chree .

devices

to

assisc

you

in

operating

it

safely:

a

warning

horn

which

sounds

when-

ever

the

throttle

is

retarded

below

approximately

12

inches

Hg

mani-

fold

pressure

wich ehe

gear

retracted;

a

safety

switch

on ehe

righc

shock

strut

which

opens

ehe

concrol

cirucic

whenever

ehe

strut

is

compressed

by

the

weight

of

the

airplane;

and

a

swicch

which

sounds

ehe

warning

horn

whenever

the

landing

gear

.

con

trol

switch

is

placed

in

ehe

"UP"

position

wich

the

landing

gear

safety

switch

open.

Y

ou

should

bear

in

mind

that

these

devices

are

emer

gency

equipment,

in

the

sense

chat

they

are

intended

to

avoid

an

accident

if

you

should

make

a

rnistake.

Always

operate

ehe

landing

gear

con-

trol

switch

as

though

these

devices

were

not

installed.

The

main

landing

gear

wheels

of

your

Debonair

are

equipped

with

BEECHCRAFT

ring-disc

hydraulic

brakes.

The

brakes

are

actuated

by

master

cylinders

individually

linked

to

the

rudder

pedals

to

aid

in

steering

ehe

airplane

on

the

ground.

Tow

pressure

on

the

:udder

pedals

actuates

the

system

and

is

ernployed

also

to

npump

up"

residual

pressure

in

the

parking

brake

system.

To

set

ehe

parking

brakes,

pull

the

"PARK

BRAKE

PULL

ON"

control,

located

near

ehe

center

of

the

right

subpanel,

and

pump

ehe

brake

pedals.

Actuation

of

the

control

closes

a

one-way

check

1-4

valve

so

that

pressure

built

up

by

pumping

the

brake

pedals

is

re-

tained

and

the

brakes

remain

sec.

Push

the

control

in

to

release

the

brakes.

The

parking

brake

system

is

designed

for

use

when

the

airplane

is

to

be

parked

for

only

a

few

hours.

For

longer

periods,

leave

the

parking

brake

off

and

install

wheel

chocks.

The

brakes

are

self-compensating,

receiving

fluid

from a r.

eservoir

mounted

on

the

forward

side

of

the

fire

wall.

The

reservoir,

acces-

sible

by

raising

the

engine

cowling,

should

be

checked

periodi-

cally

and

fluid

added

as

necessary.

POWER

PLANT

The

fuel

101ection

system

of

the

10-470

engine

is

a

continuous-

flow

type

using

a

special

aerated

nozzle

at

the

intake

port

of

each

cylinder.

Fuel

flow

is

concrolled

by a

pressure

regulating

valve

basi

cally

controlled

by

linkage

to

the

air

throtcle

in

the

induction

manifold.

A

rnanual

rnixture

control

arrangernent

overrides

ehe

throttle's

control

of

ehe

pressure

regulator

to

establish

a

basic

mixture

setting;

once

this

setting

is

made

by

the

pilot,

the

throttle

linkage

varies

fuel

pressure

to

rnaintain

the

desired

mixture.

A

fuel

flow

gage

on ehe

instrurnen

t

panel

provides

a

direct

means

of

determining

fuel

flow

and

mixture

st~ength.

Recommended

engine

oil

grades

for

different

ternperature

rang

es

and

correct

engine

fuel

grades

may

be

found

in

the

Consumable

Materials

Chart

in

Section

VII.

Your

BEECHCRAFT

Debonair

is

equipped

with

an

aluminum

alloy

constant

speed,

high

efficiency

propeller.

High

pitch

is

produced

by

engine

oil

under

governor-boosced

pressure;

low

picch

is

produced

by

ehe

cencrifugal

twisting

momenc

of

ehe

blades.

The

propeller

governor

senses

speed

of

rotation

and

maintains

selecced

rpm by

automac-

ically

controlling

oil

flow

to ehe

propeller.

The

propeller

control

is

designed

to

provide

low

pitch

when

pushed

forward

and

high

picch

when

pulled

back

.

Fuel

System

Your

BEECHCRAFT

Debonair's

49-gallon

Standard

or

80-gallon

optional

fuel

capacity

is

supplied

by two

leading

edge

fuel

cells.

1-5

FIJEL

SYSTEJJ#

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Al

DRAIN

:::::::·:·::::

:;;;;;;;;~t-=-

i 1

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&.

l.

H.

FUH

TANK

1S

GAl

(

40

GAL

OPI

l

.@:

...

~~~~~

c___

____

____::_:=::..=-TlT-

1

FUEL

FLOW

GAGE

+

~

~~~~~

1

:1

-1--1

_=_ff'..":.:::~':::::::::·:::·::;-;

J 11

~A~

:u:~

'o":.'

OPI 1

..!

:

SHECTOR

VALVE

~

( STRAIN[R

AND

~

DRAIN

)

~

Fuel

is

fed

from

the

desired

cell

to a

selector

valve

just

forward

and

to

the

left

of

the

pilot's

seat.

The

fuel

passes

through

a

strainer

in

the

selector

valve,

through

the

auxiliary

fuel

pump

and

an

engine-

driven

injector

pump

to a

metering

control

unit,

then

to

a

fuel

mani-

fold

valve

where

it

is

directed

to

the

injector

nozzle

and

the

intake

val

ve

of

each

cy

linder.

The

positive

di

splacemen

t

lOJ

ector

pump

responds

to

chan

ges

in

engine

speed

and

governs

total

fuel

flow

proportionally.

The

pump

provides

greater

capacity

than

the

engine

requires,

even

at

low

engine

speeds,

to

assure

proper

pump

pressure

and

delivery

for

all

engine

operating

speeds.

Relief

valves

in

the

injector

pump

allow

the

excess

fuel

to

be

returned

to

the

cell

from

which

it

is

being

1-6

drawn,

assurrng

the

maximum

in

fuel

economy.

This

relief

system

/ /

returns

approximately

ten

gallons

of

excess

fuel

per

hour

through

th e s e 1e ctor va1ve .

A

check

valve

is

provided

so

that

boost

pump

pressure

to

the

system

can

bypass

the

injector

pump

during

engine

starting.

In

addition,

the

eh

eck

val

ve

aids

in

suppressing

vapor

formation

under

high

am-

bient

temperatures

and

permits

the

use

of

the

auxiliary

pump

as

a

source

of

fuel

pressure

in

the

unlikely

event

of

injector

pump

failure.

The

sy

s

tem

incorporates

a

fuel

strainer

and

a

finger

actuated

drain

cock

for

each

cell

plus

an

additional

strainer

and

drain

below

the

fuel

selector

valve,

the

low

point

of

the

system.

The

selector

valve

drain

and

strainer

are

accessible

through

an

access

door

inboard

of

the

left

wing

root.

The

cell

drain

cocks

are

located

forward

of

the

landing

gear

doors.

All

of

the

drain

cocks

should

be

actuated

daily

to

pur

ge

any

condensed

water

vapor

from

the

fuel

cells

and

the

system

low

point.

TAKE-OFF

&

CLIMB

POWER

RANGE

1-

7

Fuel

Flow

And

Manifold

Pressure

lndicator

The

fuel

flow

portion

of

the

fuel

flow

and

manifold

pressure

indica-

tor

on

the

instrument

panel

is

calibrated

in

gallons

per

hour,

in-

dicating

at

a

glance

your

exact

rate

of

fuel

consumption.

The

in-

dicator

dial

is

marked

with

red

radials

at

the

minimum

and

maximum

allowable

operating

fuel

pressures.

A

green

arc

indicates

normal

operating

limits.

In

the

cruise

power

range

the

upper

green

arc

bands

cover

the

normal

fuel

flow

required

from

453

to

753

power.

The

low

pressure

edge

of

each

green

segment

is

the

normal-lean

setting

and

the

high

pressure

edge

is

the

best-power

setting

for

that

percentage

of

power.

The

take-off

and

climb

range

is

covered

by

the

lower

green

arc

bands

for

full

power

at

various

alti

tu

des.

The

full

power

mark-

ing

s

represent

the

maximum

performance

mixtures

for

the

altitudes

shown,

making

it

practical

to

lean

the

mixture

for

maximum

power

and

performance

during

high

altitude

take-offs

and

full

·power

climbs.

Oil

Sy~tem

The

con

tinental

I0-470

engine

uses

a

wet

sump

oil

system,

which

is

an

integral

part

of

the

engine.

The

only

external

component

of

the

oil

system

is

the

cooler,

which

is

bolted

to

the

front

of

the

engine

case.

The

re

are

no

external

tanks

or

oil

lines

wi

th

this

arrangemen

t;

oil

enters

and

leaves

the

cooler

through

ports

which

match

ports

on

the

oil

cooler

moun

ting

pad

of

the

engine.

-

Control

of

oil

temperatures

and

circulation

through

the

system

are

completely

automatic.

The

cooler

has

built-in

thermostatic

and

pres-

sure

bypass

val

ves

which

divert

the

flow

around

the

cooler

section.

The

pressure

valve,

set

to

relieve

pressure

at

a

point

somewhat

higher

than

the

engine

pressure

relief

valve,

automatically

opeos

if

sludge

or

coogealed

oil

block

the

flow

through

the

cooler

sectioo.

The

thermostatic

valve

bypasses

the

oil

when

its

temperature

is

below

a

preset

mioimum.

The

engine

oil

sump

has

a

capacity

of

10

quarts.

lt

is

serviced

through

a

filler

neck

on

the

left

side

of

the

eogine

case,

near

the

nose.

An

oil

level

dipstick

is

located

in

the

same

position.

The

dipstick

ring

handle

is

fitted

with

a

lock

ring

and

must

be

rotated

one-fourth

turn

in

either

direction

to

remove

i t.

1-8

~

En

gine

Control

s

The

throttle,

mixture,

and

propeller

controls

are

centrally

located

oo

the

console

below

the

control

column.

The

throttle

is

pushed

in

to

open,

pulled

out

to

close,

and

locks

when

the

button

on

the

end

of

the

knob

is

released.

With

the

throttle

locked,

fine

adjustmeots

may

be

made

by

rotating

the

knobs.

The

mixture

control

is

pushed

all

the

way

in

for

full

rich,

pulled

out

to

the

end

of

its

travel

for

idle

cut-off,

and

locks

when

the

koob

is

turned

clockwise.

The

propeller

cootrol

is

similar

to

the

throttle,

iocorporating

both

a

locking

koob

and

a

vernier

arrangemen

t

for

fine

adjustments.

The

control

is

pushed

in

to

increase

rpm

(low

pitch)

and

pulled

out

to

decreas

e rpm

(high

pi

tch

).

________,

--

In

d~

cti

on

s~tem

_

air

is

obtained

through

a

filtered

opening

in

the

\

nose

cowl

and

directed

through

an

air

in_take

duct

to

the

throttle

valve.

A

spring-loaded

door

in

each

side

of

the

intake

duct

opens

automatically

if

the

filter

becomes

blocked

by

impact

ice

or

dirt.

A

pull-and-release

cootrol

on

the

console

can

be

used

to

actuate

a

"break-opeo"

lever

that

forces

open

one

of

the

doors,

should

they

become

frozen

shut

due

to

heavy

-

iciog

conditions.

Any

ice

re-

taining

the

other

door

is

then

melted

by

the

warmer

air

bein

g

ad-

mitted

to

the

intake

duct.

-

---

----

--

-

----

--

-

-------~-----------

The

keyed

ignitioo

switch

and

the

battery

master

and

generator

switches

are

located

on

a

panel

below

the

pilot's

storm

window.

The

ignition

key

switch

actuates

the

starter

after

being

rotated

clockwise

through

the

nR",

nL",

and

"BOTH"

magneto

posi

tioos.

The

switch

is

spring-loaded

to

return

to

the

''BOTH"

position

when

released.

Engine

Cool

ing

The

engioe

is

cooled

by

air

which

enters

the

openings

10

the

nose

cowling,

flows

over

the

cooling

fins

on

the

cylinders,

and

passes

out

through

openiogs

in

the

lower

cowling.

During

ground

running,

the

mixture

control

should

be

in

the

full

rich

position

and

the

pro-

peller

governor

set

for

maximum

rpm

except

for

a

brief

testing

of

govemor

operatioo.

Ground

running

should

be

held

to

the

mioimum

necessary

for

~arm-up

and

testing.

1-9

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