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,'ESSNA MORE PEOPLE BUY AND FLY CESSNA AIRPLANES THAN ANY OTHER MAKE 1 I WORLD'S LARGEST .PRO- D'UCER OF GENE'RA.L -A-VIATIO-N AIRCRAFT SINCE 1956 IHODEX. OWNER'S MANUAL
,'ESSNAMORE PEOPLE BUY AND
FLY CESSNA AIRPLANES
THAN ANY OTHER MAKE
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WORLD 'S LARGEST .PRO-D 'UCER OF GENE'RA.L
-A-VIATIO-N A I R C R A F T
SINCE 1956
IHODEX.
OWNER'SMANUAL
PERFORMANCE AND SPECIFICATIONSCROSS WEIGHT:
Takeoff 5975Landing : 5975
SPEED BEST POWER MIXTURE:Maximum - Soa Level 221 mph.Maximum-. 16,000 II. . . .. • 2GO mphMaximum Recommended Cruise
75% Power at 10, 000 ft. 219 mph.75% Power at 20,000 ft. 241 mph.
RANGE, RECOMMENDED LEAN MKTURE:Maximum Recommended Cruise
75~ Power at 10,000 ft. , 6 6 3 mi.600 Ibs., No Reserve 3- °8 hrs.
215 mph.75« Power at 10,000 ft. 828 ml.840 Ibs., No Reserve 4,31 hrs.
215 mph.75", Power at 10,000 ft. . ' . . . . H93 ml-1080 Ibs., No Reserve 5.54 hrs.
215 mph.75~ Power at 20,000 ft. 726 mi.600 Ibs., No Reserve ^ 3- OB hrs.
236 mph.75~r Power at 20,000 ft. 1016 mi.840 Ibs., No Reserve 4.31 hrs.
236 mph.75^ Power at 20,000 ft. 13°6 ral-108O Ibs., No Reserve 5- 54 nrs.
236 mph.Maximum Range
10,000 It, 600 Ibs., No Reserve 708 mi.4.39 hrs.175 mph.
10, 000 It., 840 Ibs., No Reserve 1075 mi.6.14 hrs.
•--, 175 mph.10. 000 It., 1080 Ibs., No Reserve I382 mi-
7. 90 hrs.175 mph.
20, 000 ft., 600 Ibs., No Reserve 795 ml.3. 05 hrs.202 mph.
20, 000 IU, 840 Ibs., No Reserve 1114 mi.5. 53 hrs.202 mph.
20, 000 ft., 1080 Ibs., No Reserve I432 mi.7.11 hrs.202 mph.
RATE OF CLIMB AT SEA LEVEL: • • . 'Twin Engine ' 1500 fpm.Single Engine 250 fpm.
SERVICE CEfLDi'G:Twin Engine . . 26, 500 ft
'Single Engine . . 12,100 ft.TAKEOFF PERFORMANCE: Takeoff Speed (105 MPH IAS 0° Flaps)
' Ground Run _. 176° «•Total Distance over 50-foot obstacle , - 2430ft.
LANDING PERFORMANCE: Approach Speed (108 MPH IAS 45" Flaps)Ground Roll 765 ft.Total Distance over 50-foot obstacle 1840 ft.
EMPTY WEIGHT: (Approximate) 3697 Ibs.BAGGAGE ALLOWANCE: 930 Ibs.WING LOADING: . . . . , 32,47 Ibs. /It *POWER LOADING: 10.48 Ibs. /hp.FUEL CAPACITY: TOTAL
Standard : 102 gals.Optional Auxiliary Tanks 143 gals.Optional Auxiliary Tanks and Wing Locker Tanks 184 gais.
OIL CAPACITY: -TOTAL •. . 6.5 gals.ENGINES:
Continental 6-Cylinder, Turbochargfd,Fuel Injected Engines TSIO520-K
285 Rated HP at 2700 Propeller RPM and33" MP to IS, 000 It
PROPELLERS:Constant Speed, Full Feathering, Two Bladed
81"Diameter D2AF34C71-x2/x84JF-3
*Single engine service celling increases 1000 Icet lor each 30 minutes of flight (below 16,000 ft).Single engine service ceiling Increases 200 feet for each 30 minutes of flight (above 16, 000 ft)."
THIS OWNERS MANUAL COVERS THE OPERATION OF THE 340 AIRCRAFT SERIAL NUMBER OO01 THROUGH 01SO
D920-13 -RAN D -500 -9/72
TABLE OF CONTENTS
1 i iJ1 . -~^~ Page
• SECTION I
| SECTION Si
- OPERATING.CHECKLIST-
- DESCRIPTION AND
OPERATING DETAILS--
1-1
2-1
'II - EMERGENCY PROCEDURES -3-1
SECTION IV - OPERATING LIMITATIONS -• 4-1
SECTION V - CARE OF THE AIRCRAFT 5-1
OWNER FOLLOW-UP SYSTEM - 5-6
SECTION VI • PERATIONAL DATA - 6-1
SECTION VII - OPTIONAL SYSTEMS • •-- 7-1
ALPHABETICAL INDEX lndex-1
19 18
NSTRUMENT PA~NEL
1 ANNUNCIATOR PANEL
9
10
2 FLIGHT INSTRUMENT GROUP I 11
3 AVIONICS CONTROL PANEL (OPTIONAL) 124 ENGINE INSTRUMENT GROUP
5 ECONOMY MIXTURE INDICATOR(OPTIONAL)
6 FUEL QUANTITY SELECTOR SWITCH(OPTIONAL)
7 HEATER AND CABIN AIR CONTROLPANEL
FLAP POSITION SWITCH8
13
1415
16
17
18
19
AUTOPILOT CONTROL HEAD (OPTION/L)RUDDER TRIM CONTROL
COWL FLAP CONTROLSALTERNATE AIR CONTROLS
AILERON TRIM CONTROL
ELEVATOR TRIM CONTROL
LANDING GEAR POSITION SWITCH
CABIN PRESSURIZATION CONTROLS -
AND INDICATORS
OXYGEN CONTROL KNOB
LEFT-HAND SWITCH PANELLOCATOR BEACON' (OPTIONAL)
I
OPERATING 'CHECKLIST
I
One of the first steps in obtaining the utmost performance, service,.and flying enjoyment from your Cessna Model 340 Is to familiarize your-self with your aircraft's equipment, systems and controls. This can bestbe done by reviewing this equipment while sitting in the aircraft. Thoseitems whose function and operation are not obvious are covered in Sectionrr.
Section I lists, in Pilot's Checklist Form, the steps necessary to oper-ate your aircraft efficiently and safely. It covers briefly all the pointsthat you should know concerning the information you need for a typicalflight.
The flight .and operational characteristics of your aircraft are normalin all respects. All controls respond in the normal way within the entirerange of operation.
MAKE A PEEFLIGHT INSPECTION IN ACCORDANCE WITH FIGURE 1-1.
BEFORE STARTING THE ENGINES
(1) Preflight Inspection - COMPLETE.(2) Cabin Door - LATCHED; safety pin - INSTALLED.(3) Control Lock - OFF.(4) Seat, Seat Belts and Shoulder Harness - ADJUST and SECURE.(5) Landing-Gear Switch - DOWN.(6) Emergency Power Switch - OFF.(7) Voltage Regulator Switch - MAIN.(8) Circuit Breakers - IN.(9) Switches - OFF.
(10) Auxiliary Fuel Pump Switches - OFF.' (11) Avionics Master Switch - OFF.
(12x)r Magneto Switches - OFF.(13) Battery and Alternators - ON.
1-1
P R E F L I G H TI N S P E C T I O N
NOTE
Visually check inspectionplates and general air-craft condition duringwalk-around inspection.H night flight is planned,check operation of alllights and make sure aflashlight is available.
a. Control Lock - REMOVE and STOW.b. Parking Brake - SET.c. All Switches - OFF.d. Landing Gear Switch - DOWN.e. Battery Switch - ON.f. Fuel Gages - CHECK QUANTITY and OPERATION.g. Flaps - EXTEND.h. Left Fuel Selector - LEFT MAIN (feel for detent).i. Right Fuel Selector - RIGHT MAIN (feel for detent).j. Trim Tab Controls (3) - NEUTRAL.k".~ Windshields and Windows - CHECK for CRACKS,1. Oxygen - CHECK QUANTITY, MASKS and HOSES - OFF.
a. Battery Compartment Cover - SECURE.b. Wing Locker Baggage Door - SECURE.c. Flap - CHECK SECURITY and ATTACHMENT.d. Wing Locker Tank Fuel Sump - DRAIN (if installed).e. Control Surface Lock - REMOVE. .f. Aileron and Tab - CHECK CONDITION, FREEDOM OF
MOVEMENT and TAB POSITION.g. Main Tank Fuel Sump - DRAIN.h. Fuel Vent and Sniffle Valve - CLEAR.i. Main Tank Fuel Quantity - CHECK, CAP SECURE.j. Tip Tank Transfer Pump - LISTEN for operation.k. Stall Warning Vane - CHECK FREEDOM OF MOVEMENT.1. Wing Tie Down - REMOVE.m. Auxiliary Tank Fuel Quantity - CHECK, CAP SECURE.n. Auxiliary Tank and Wing Locker Transfer Line Fuel Sump -
DRAIN (if installed),o. Wing Locker Tank Fuel Vent - CLEAR (if installed).
a. Wing Locker Tank Fuel Quantity - CHECK, CAP SECURE(if installed).
b. Fuel Strainer - DRAIN.c. Cowl Flap - SECURE.d. Engine Compartment General Condition - CHECK.e. Oil Level - CHECK, MINIMUM 9 QUARTS.f. Propeller and Spinner - EXAMINE FOR NICKS, SECURITY
and OIL LEAKS.
Figure 1-1 (Sheet 1 of 2)
1-2
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g. Intake Air Opening - CLEAR.h. Cowl Flap - SECURE.i. Main Gear, Strut, Doors and Tire - CHECK.j. Crossfeed Line - DRAIN.
a. Heat Exchanger Opening - CLEAR.b. Baggage Door - SECURE.c. Nose Gear, Strut, Doors and Tire - CHECK.d. Pitot Cover (if installed) - REMOVE, Htot Tube - CLEAR.e. Tie Down - REMOVE.f. Heater Inlet - CLEAR.g. Baggage Door - SECURE.
a. Crossfeed Line - DRAIN.b. Main Gear, Strut, Doors and Tire - CHECK,c. Cowl Flap - SECURE.d. Intake Air Opening - CLEAR.e. Air Conditioning Outlet Air Opening - CLEAR (if installed).f. Wing Locker Tank Fuel Quantity - CHECK, CAP SECURE (if Installed).g. Oil Level - CHECK, MINIMUM 9 QUARTS.h. Engine Compartment General Condition - CHECK.i. Propeller and Spinner - EXAMINE FOR NICKS, SECURITY
and OIL LEAKS,j. Cowl Flap - SECURE,k. Fuel Strainer - DRAIN.
a. Air Conditioning Inlet Air Openings - CLEAR (if installed).b. Wing Locker Tank Fuel Vent - CLEAR (if installed).c. Auxiliary Tank and Wing Locker Transfer line Fuel Sump -
DRAIN (if installed).d. Auxiliary Tank Fuel Quantity - CHECK, CAP SECURE.e. Wing Tie Down - REMOVE.f. Main Tank Fuel Quantity - CHECK, CAP SECURE.g. Tip Tank Transfer'Pump - LISTEN FOR OPERATION,h. Fuel Vent and Sniffle Valve - CLEAR.i. Main Tank Fuel Sump - DRAIN.]. Control Surface Lock - REMOVE.k. Aileron - CHECK CONDITION and FREEDOM OF MOVEMENT.1. Wing Locker Sump - DRAIN (if installed).m. Flap - CHECK SECURITY and ATTACHMENT.n. Wing Locker Baggage Door - SECURE.
a. Static Port - CLEAR.b. Control Surface Lock - REMOVE.c. Control Surfaces - CHECK CONDITION, FREEDOM OF MOVEMENT
and TAB POSITION.d. Tie Down - REMOVE.e. Static Port - CLEAR.f. Cabin Door and Seal - CHECK SECURITY and CONDITION.g. Battery Switch - OFF. i
Figure 1-1 (Sheet 2 oi 2)
1-3
.NOTE'
When using external power source, do not turnon the battery qr: alternator switches until ex-ternal power j|3~"dis connected, to avoid damageto the alternators and a weak battery drainingoff part of the current being supplied by theexternal source.
Parking Brake - SET.Lighting Rheostats - OFF.Cowl Flaps - OPEN.Altimeter and Clock - SET.Annunciator Light Panel - PRESS-TO-TEST.Cabin Door Not Locked Light - OFF.
NOTE
If top half of door is still open, the light will notgo out.
(20) Gear Extend Lights - ON.(21) Cabin Air Controls - AS REQUIRED.(22) Fuel Quantity - CHECK.(23) Throttles - OPEN ONE INCH.(24) Propellers - FORWARD.(25) Mixtures - FULL RICK(26) Fuel Selectors - Left Engine. - LEFT MAIN (feel for detent).
Right Engine - RIGHT MAIN (feel for detent).(27) Pressurization Air Controls - PUSH IN (for pressurization)
PULL OUT (to dump pressurization air).(28) Cabin Pressurization Switch - PRESS or DEPRESS.(29) Ram Air Control - PUSH IN (for pressurization) PULL OUT
(for ventilation).(30) Cabin Rate - ON INDEX (Optional System).(31) Cabin Altitude - Set-500 feet above pattern altitude (Optional
System).
STARTING ENGINES(Left Engine First)NORMAL START (NO EXTERNAL POWER)
(1) Propeller - CLEAR.(2) Magneto Switches - ON.(3) Engine - START.
(a) Starter Button - PRESS.(b) Primer Switch - Left Engine - LEFT.
Right Engine - RIGHT.
CAUTION
• If the primer switch is activated for excessiveperiods of time with the engine inoperative on theground or during flight, damage may toe incurredto the engine and/or aircraft due to fuel accumu-lation in the induction system. Similar conditionsmay develop when the engine is shutdown with theauxiliary pump switch in the ON position. ,
• Should 'fuel priming or auxiliary pump opera-tion periods in excess of 60 seconds occur, theengine manifold must be purged by one of the fol-lowing procedures:(a) With auxiliary fuel pump switch OFF, allow
manifold to drain at least 5 minutes or untilfuel ceases to flow out of the drain under thenacelle.
(to) If circumstances do not allow natural drain-ing periods recommended above, with theauxiliary pump switch OFF, magneto switch-es OFF, mixture idle cut-off and throttlefull open, turn engine with starter or by handa minimum of 15 revolutions.
Auxiliary Fuel Pump - LOW (to purge vapor from fuel system).Throttle - 1000 to 1200 RPM.Oil Pressure - 10 PSI minimum in 30 seconds in normal weatheror 60 seconds in cold weather. If no indication appears, shut-down engine and investigate.Right Engine - START (repeat steps 1 through 6).Wing Flaps - UP 0°.Alternators - CHECK.Regulators - CHECK.
(11) Avionics Master Switch - ON.(12) Radios - SET.
STARTING ENGINES (Left Engine First)WITH EXTERNAL-P-QWER'SOURCE
(1) Battery and Alternators - OFF.(2) External Power Source - PLUG IN.(3) Propeller - CLEAR.(4) Magneto Switches - ON.(5) Engine - START. M---"-'
(a) Starter Button - PRESS.(b) Primer Switch - Left Engine - LEFT.
Right Engine - RIGHT.
CAUTION
• If the primer switch is activated for excessiveperiods of time with the engine inoperative on theground or during flight; damage may be incurredto the engine and/or aircraft due to fuel accumula-tion in the induction system. Similar conditionsmay develop when the engine is shutdown with theauxiliary pump switch in the ON position.
• Should fuel priming or auxiliary pump operationperiods in excess of 60 .seconds occur, the enginemanifold must be purged by one of the followingprocedures:(a) With auxiliary fuel pump switch OFF, allow
manifold to drain at least 5 minutes or untilfuel ceases to flow out of the drain under thenacelle.
(b) If ctc_curostanci|s,_d,Q not allow natural drain-ing J.eri»^a.jec'dnina6iid§d above, with theauxili-atry- pump switch OFF, magneto .switch-es OFF, mixture idle cut-off and throttlefull open, turn engine with starter or by handa minimum of 15 revolutions.
(6) Auxiliary Fuel Pump - LOW (to purge vapor from fuel system).(7) . Throttle - 1000 to 1200 RPM.
1-6
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(8) Oil Pressure - 10 PSI minimum in 30 seconds in normal weatheror 60 seconds in cold weather. If no indication appears, shut-down engine and investigate.
(9) Right Engine - START - (repeat steps 3 through 8).(10) External Power Source - UNPLUG.(11) Battery and Alternators - ON.(12) Alternators - CHECK,(13) Regulators - CHECK. .:(14) Wing Flaps - UP 0°.(15) Avionics Master Switch - ON.(16) Radios - SET.
BEFORE TAKEOFF(1) Parking Brake - SET.(2) Throttles - 1700 RPM.(3) Alternators - CHECK.(4) Regulators - CHECK.(5) Magnetos - CHECK (150 RPM maximum drop with a maximum
differential of 50 RPM).(6) Propellers - CHECK feathering to 1200 RPM; return to HIGH
RPM.(7) Vacuum System - CHECK (4. 75 to 5. 25 inches Hg.).(8) With Optional Electrical Gyro Horizon - PULL to erect.(9) Trim Tabs - SET.
(10) Alternate Air Controls - IN.(11) Flight Controls - CHECK free and correct.(12) Cowl Flaps - OPEN.(13) Cabin Door - LOCKED.(14) Wing Flaps - UP 0°.(15) Engine Instruments - CHECK (green arc).
NOTEi
It is important that the engine oil temperature bewithin the normal operating range prior to apply-ing takeoff power.
(16) Fuel Quantity - CHECK.(17) Flight Instruments and Radios - SET.(18) Fuel Selectors - RECHECK - Left Engine - LEFT MAIN (feel
for detent).Right Engine - RIGHT MAIN (feel
for detent).
(19) Lights -.-AS--REQUIRED.(20) Cablffl^eBssurization Switch .- PRESS.(21) Auxiliary Fuel Pumps - ON.(22) Parking-Br£ke -• RELEASE.
T A K E O F F
FORMAL TAKEOFF
(1) Power - FULL THROTTLE and 2700,RPM.
NOTE
Apply full throttle smoothly to avoid propellersurging and excessive manifold pressure. Donot exceed 33. 0 inches Hg. manifold pressureat anytime.
(2) Elevator Control - Raise nose wheel at 99 MPH IAS.(3) Minimum Control Speed - 97 MPH IAS.(4) Break Ground and CHmb out at 105 MPH IAS.
AFTER TAKEOFF
(1) Brakes - APPLY momentarily.(2) Landing Gear -'RETRACT (check red light OFF).(3) Maximum Climb Power - 2700 RPM and 33. 0 inches Hg.(4) Climb Speed - 124 MPH IAS (best multi-engine rate-of-climb
speed).(5) Wing Flaps - UP (if extended).(6) Auxiliary Fuel Pumps - CHECK ON.
C L I M B
N O R M A L C L I M B ;'- ^-^^J»?;;^\,:^ X.
(1)(2)(3)(4)(5)
Power - 28. 0 inches Hgv:jand 2450 RPM.Airspeed- 130 to'160^)|pH:lAS.Mixture - ADJUST to"cliiflfr fuelflow.Cowl Flaps - AS REQUIRED.Auxiliary Fuel Pumps - ON (above 10, 000 feet altitude to mini-mize vapor formation).
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NOTE
During very hot weather, if there is an indicationof vapor in the fuel system (fluctuating fuel flow)or anytime when climbing above 10, 000 feet, turnthe auxiliary pumps ON until cruising altitude hasbeen obtained and the system is purged (usually 5to 15 minutes after establishing cruising flight).
(6) Cabin Altitude Control - SET (after cabin pressure has stabi-lized). Reset cabin altitude control to destination pattern altitudeplus 500 feet (inner scale) or cruise altitude plus 500 feet (outerscale) whichever gives the highest cabin altitude (Optional Sys-tem).
(7) Cabin Rate Control - SET to reach selected cabin altitude atapproximately the same time the aircraft reaches cruise altitude(Optional System).
M A X I M U M P E R F O R M A N C E C L I M B
(1) Power - FULL THROTTLE and 2700 RPM below 16, 000 feet.Placarded manifold pressure above 16, 000 feet.
(2) Airspeed - 124 MPH IAS.(3) Mixtures - LEAN above 16, 000 feet.(4) Cowl Flaps - AS REQUIRED.(5) Auxiliary Fuel Pumps - ON (above 10, 000 feet altitude to mini-
mize vapor formation).
NOTE
During very hot weather, if there is an indication.of vapor in the fuel system (fluctuating fuel flow)or anytime when climbing above 10, 000 feet, turnthe auxiliary fuel pumps ON until cruising altitudehas been obtained and the system is purged (usually5 to 15 minutes after establishing cruising flight).It is recommended that the mixture remain at theclimb mixture setting for approximately 5 minutesafter establishing cruising flight before leaning isinitiated.
(6) Cabin Altitude Control - SET (after cabin pressure has stabi-lized). Reset cabin altitude control to destination pattern altitudeplus 500 feet (inner scale) or cruise altitude plus 500 feet (outerscale) whichever gives the highest cabin altitude (Optional System
(7)approximately the(Optional System).
Selected cabin altitude ataircraft reaches cruise altitude
C R U I S I N G ., ,,y ^r:
(1) Cruise Power - 17 - 28 Inches Hg. and 2100 - 2450 RPM.(2) Mixtures - LEAN for desired cruise fuel flow as Determined from
your Cessna Model-"340 Power Computer. (Recheck periodically,a. change in power, altitude or OAT requires readjustment of mix-tures. )
(3) Cowl Flaps - AS REQjO^KED. '(4) -Auxiliary FueJL Pumps1:
(a) MMift Tanks - ON (first 5 to 15 minutes to minimize vaporformation).
(b) Auxiliary Tanks r OFF.(c) Switching Tanks - LOW.
(5) Fuel Selectors - MAIN TANKS for first 60 minutes. After 60minutes of flight, if auxiliary fuel tanks are installed, fuel se-lectors may then be placed In AUXILIARY position (feel fordetent).(a) If wing locker tanks are Installed, fuel selectors - MAIN
TANKS or, after wing locker tanks are transferred and- main tank quantity is less than 180 pounds each -
AUXILIARY TANKS.
NOTE.
Turn auxiliary fuel pumps to LOW and mixtures toFULL RICH when switching tanks.
(b) If wing locker tanks are installed, crossfeed - SELECT asrequired to maintain fuel balance after wing locker tankfuel transfer.
(6) Cabin Altitude Control - SET (if cruising altitude changes).Reset cabin altitude control to destination pattern altitude plus500 feet (inner- sc€le) or 'cafui's~e>~-altibude- plus 500 feet (outerscale) whichever gives -fih'e'highest cabin altitude (OptionalSystem).
(7) Cabin Rate Control - INDEX.(8) If Cabin Altitude Light illuminated (cabin altitude above 10, 000
feet) - DESCEND or use supplementary oxygen.(9) Trim Tabs - ADJUST.
1-10
LETDOWN
(1) Power - AS REQUIRED.(2) Mixtures - ADJUST for smooth operation with gradual enrich-
ment as altitude is lost.(3) Cowl Flaps - CLOSED.(4) Cabin Altitude - SET. . During the initial portion of the- letdown,
set the cabin altitude control to pattern altitude plus 500 feet(inner scale) (Optional System).
(5) Cabin Rate Control - Set to reach selected cabin altitude (Zerocabin pressure) at approximately the same time the aircraftreaches pattern altitude plus 500 feet (Optional System).
BEFORE LANDING(1) Fuel Selectors - Left Engine - LEFT MAIN (feel for detent).
Right Engine- - RIGHT MAIN (feel for detent).(2) Auxiliary Fuel Pumps - ON.(3) Alternate Air Controls - IN.(4) Mixtures - FULL RICH.(5) Propellers - FORWARD.(6) Wing Flaps - 15° below 180 MPH CAS.(7) Landing Gear - Extend below 160 MPH CAS.(8) Landing Gear Position Indicator Lights - Check green lights ON
and red unlocked light OFF.(9) Cabin Differential - ZERO.
(10) Cabin Pressurization Switch - DEPRESS.(11) Wing Flaps - 15° - 45° below 160~MPH CAS.(12) Minimum Multi-Engine Approach Speed - 108 MPH IAS.(13) Minimum Single-Engine Control Speed - 97 MPH IAS.
LANDING(1) Touchdown - Main wheels first.(2) Landing Roll - Lower nose wheel gently.(3) Braking - AS REQUIRED. '
GO-AROUND (Twin-Engine)(1) Increase engine speed to 2700 RPM and apply full throttle if
necessary.(2) Reduce flaps setting to 15°.
(3)(4)(5)
E for climb.Cowl Flaps - OPEN,Retract flaps as soon as all obstacles are cleared and a safealtitude and airspeed are .obtained.
. .Do not retract Iandl'ng-'ggar':if another landingapproach is to be conducted. '•
A F T E R L A N D I N G(1) Auxiliary Fuel Pumps - LOW.(2) Cowl- Maps -'OPEN.(3) Wing Flaps - ITP.
S E C U R I N G A I R C R A F T
(During landing roll )
(1)(2)(3)(4)(5)(6)
(8)0)
(10)(ID(12)
Auxiliary Fuel Pumps - OFF.Avionics Master Switch - OFF.Throttles - IDLE.Propellers - FORWARD.Mixtures - IDLE CUT-OFF.Fuel Selectors - OFF (if a long period of inactivity is anticipated).
NOTE
Do not leave the fuel selector handles in an inter-mediate position as fuel from the main tip tankswill transfer into the auxiliary tanks.
All Switches except Battery, Alternator and Magneto Switches -OFF.Magneto Switches - OFF, after engines stop.Battery and Alternator Switches - OFF.Parking Brake - SET.Control Lock-Cabin Door'- CLOSE.
1-12
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DESCRIPTION ANDOPERATING DETAILS
The following paragraphs supply a general description of some systemsand equipment in the aircraft. This section also covers, in somewhatgreater detail, some of the items in Checklist Form in Section I, Onlythose items of the Checklist requiring further explanation will be coveredhere.
PREFLIGHT INSPECTIONThe preflight inspection, described in Section I, is recommended for
the first flight of the day. Inspection procedures for subsequent flightsare normally limited to brief checks of the tail surface hinges, fuel andoil quantity, and security of fuel and oil filler caps. If the aircraft hasbeen in extended storage, has had recent major maintenance, or has beenoperated from marginal airports, a more extensive preflight inspectionis recommended.
After major maintenance has been performed, the flight and trim tabcontrols should be double-checked for free and correct movement and se-curity. The security of all inspection plates on the aircraft should bechecked following periodic inspections. Since radio and heater mainte-nance requires the mechanic to work in the nose compartment, the nosecompartment doors are opened for access to equipment. Therefore, itis important after such maintenance to double-check the security of thesedoors. If the aircraft has been waxed or polished, check the externalstatic pressure source holes for stoppage.
If the aircraft has been exposed to much ground handling in a crowdedhangar, it should be checked for dents and scratches on wings, tip tanks,fuselage, and tail surfaces, as well as damage to navigation and landinglights, deicer boots, and radio antenna. Outside storage for long periodsmay result in water and obstructions in airspeed system lines, condensa-tion in fuel tanks, and dust and dirt on the intake air filters and enginecooling fins. Outside storage in windy or gusty areas, or adjacent totaxiing aircraft calls for special attention to control surface stops,hinges and brackets to detect the presence of wind damage,
2-1
If the air&raifrTia's-ase-en operated from muddy fields or in snow andslush, check the main gear and nose gear wheel wells for obstructionsand cleanliness. Operation from a gravel or cinder field will requireextra attention to propeller tips and abrasion on leading edges of thehorizontal tail Stone damage to the outer.^lx inches of the propellertips can seriously red"uce«fchre fatiga.eJxfeVo^,the blades.
rough fields, especially at high alti-tudes, are subjected "ra ¥bndrma\landing 'gear abuse. Check frequentlyall components of the landjng^gSaT reteacting mechanisms, shock struts,tires and brakes. * ~«*^-
To prevent loss of fuel in' flight, make sure main and auxiliary fueltank filler caps are tightly sealed. The main fuel tank vents beneaththe tip tanks should also be inspected for obstructions, ice or water,especially after operation in cold, wet weather.
The interior inspection will vary according to the mission and the op-tional equipment installed. Prior to high- altitude flights, it is importantto check the condition and quantity of oxygen face masks and hose assem-blies. The oxygen supply system should be functionally checked to insurethat it is in working order. The oxygen pressure gage should indicatebetween 300 and 1800 PSI.depending upon the anticipated requirements.
While operating in the pressurized mode, an immediate depressuriza-tion would cause extreme passenger discomfort. For this reason, it isimportant to inspect the cabin door seal for condition. Also, the emer-gency exit, windows and windshields must be free of cracks and deepscratches.
Satisfactory operation of the pitot tube, stall warning transmitter andmain fuel tank vent heating elements are determined by observing a dis-charge on the voltammeter when the pitot heat switch is turned ON. Theeffectiveness of the pitot tube and stall warning transmitter heating ele-ments may be verified by cautiously feeling the heat of both deviceswhile the pitot heat switch is ON....
STARTING ENGINESThe left engine is normally started first because the cable from the
battery to this engine is much shorter permitting more electrical powerto be delivered to the starter. If battery is low, the left engine shouldstart more readily.
2-2
When using an external power source, it is recommended to start theaircraft with the battery and alternator switches OFF.
NOTE
Release starter button as soon as engine fires orengine will not accelerate and flooding can result.
The continuous flow fuel injection system will start spraying fuel inthe engine intake ports as soon as the primer switch is actuated and thethrottle and mixture controls are opened. If the auxiliary pump is turnedon accidentally while the engine is stopped, with the throttle open and themixture rich, liquid fuel will collect temporarily in the cylinder intakeports. The quantity of fuel collected will depend upon the amount ofthrottle opening and the length of time the pump has been operating. Ifthis happens, it is advisable to wait a few moments until the fuel drainsaway, then turn the propeller through fifteen complete revolutions.This is done to prevent the possibility of engine damage due to hydro-static lock before starting the engines. To avoid flooding, begin crankingthe engine prior to priming the engine.
Engine mis-starts, characterized by weak intermittent explosionsfollowed by black puffs of smoke from the exhaust, are the result offlooding or over-priming. This situation is more apt to develop In hotweather, or when the engines are hot. If it occurs, repeat the startingprocedure with the throttle approximately 1/2 open, the mixture in IDLECUT-OFF and the primer switch OFF. As the engine fires, move themixture control to FULL RICH and close the throttle to idle.
If an engine is under-primed, as may occur in cold weather with acold engine, repeat the starting procedure while holding the primerswitch ON for 5 to 10 seconds until the engine fires.
If cranking longer than 30 seconds is required, allow starter-motorto cool five minutes before cranking again, since excessive heat maydamage the armature windings.
After the engines are started, the auxiliary fuel pumps should beswitched to LOW to provide for improved purging and vapor clearing inthe fuel system.
2-3
TAXIINGA steerable nose wheel, interconnected with the rudder system pro-
vides positive.control up to 18° left or right, and free turning from 18°to 55° for sharp turns during taxiing. Normal steering may be aidedthrough use of differential power and differential braking on the mainwheels. These aids are listed in-tee-prT^erfied order of use.
NOTE
If the aircraft is"parked with the nose wheel cas-tered in either direction, initial taxiing should be
_ done with caution. To straighten the nose wheel,use full opposite rudder and "cTlSferential power in-
" stead of differential braking,. After a few feet offorward travel, the nose wheel will steer normally.
At some time early in the taxi run, the brakes should be tested andany unusual reaction, such as uneven braking, should be noted. If brakeoperation is not satisfactory, the aircraft should be returned to the tie-down location and the malfunction corrected. The operation of the turn-and-bank indicator and directional gyro should also be checked duringtaxiing.
BEFORE TAKEOFF (Use the Pilot's Checklist)Use the Pilot's Checklist "in the aircraft to prevent the possibility of
overlooking an important- check item.
Most of the engine warm-up should be done during taxiing, with justenough power to keep the aircraft moving. Engine speed should not ex-ceed 1000 RPM while the oil is cold. (Additional warm-up before takeoffshould be restricted to the checks outlined in Section I.)
Full throttle checks on the ground are not recommended unless thereis good reason to suspect that the engines are not operating properly.Do not runup the engines over loose gravel or cinders because of possiblestone damage or abrasion to the'propeller tips.
If the ignition system produces an engine speed drop in excess of 150RPM, or if the drop in RPM between the left and right magnetos differsby more than 50 RPM, continue warm-up a minute or two longer, before
2-4
rechecking system. If there is doubt concerning operation of the ignitionsystem, checks at higher engine speed will usually confirm if a deficien-cy exists. In general, a drop in excess of 150 RPM is not consideredacceptable.
A careful check should be made of the vacuum system. The minimumand maximum allowable suctions are 4. 75 and 5. 25 inches of mercury,respectively, on the instrument. Good alternator condition is also im-portant for instrument flight since satisfactory operation of all radioequipment and electrical instruments is essential The alternators arechecked during engine runup (1700 EPM) by positioning the selector switchin the L ALT and R ALT position and observing the alternator output.
A simple last minute recheck of important items should include a quickglance to see if all switches are ON, the mixture and propeller controlsare forward, all flight controls have free and correct movement and thefuel selectors are properly positioned,
A mental review of all single engine speeds, procedures and fieldlength requirements should be made prior to takeoff.
TAKEOFFSince the use of full throttle is not recommended in the static runup,
closely observe full-power engine operation early in the takeoff run. Themaximum allowable manifold pressure of 33. 0 inches Hg. should not beexceeded. Throttle action should be smooth and slow in order that thewaste gate can become operative as early as possible. Signs of rough en-gine operation, unequal power between engines, or sluggish engine accel-eration are good cause for discontinuing the takeoff. If this occurs, youare justified in making a thorough full throttle static runup before anothertakeoff is attempted.
Full throttle operation is recommended on takeoff since it is impor-tant that a speed well above minimum single- engine control speed (97MPH IAS) be obtained as rapidly as possible. It is desirable to acceler-ate the aircraft to 105 MPH IAS (recommended safe single-engine speed)while still on the ground for additional safety in case of an engine failure.This safety may have to be compromised slightly where short and roughfields prohibit such high speed before takeoff.
2-5
MULTI
(1)
(3)(4)
-ENGINE A I R S P E E D N O M E N C L A T U R E
Mu l t i -Eng ine B e s t R a t e - o f - C l i m b . .
Mul t i -Engine Best A n g l e - o f - C ! i m b . .
T a k e o f f and C l imb to 50 F t
L a n d i n g A p p r o a c h f r o m 50 F t .
MPH - IAS
.12499
105
. 1 0 8
1
^ Figure 2-1
After takeoff it is important to zn.ajnta|n the recommended safe single-engine climb speed (105 MPH IAS)," 'As.'you accelerate still further tobest single-engine rate-of-climb speed (115 MPH IAS), it is good prac-tice to climb rapidly to ah altitude at which the aircraft is capable ofcircling the field on one engine.
After obstruction height is reached, power may be reduced and climbspeeds may be established as described in Section I.
For crosswind takeoffs, additional power may be carried on the up-wind engine until the rudder becomes effective. The aircraft is accel-erated to -a slightly higher than normal-takeoff speed, and then is pulledoff abruptly to prevent possible settling back to the runway while drifting.When clear of the ground, a .coordinated turn is made into the wind tocorrect f o r drift . ' • ' • • ' •
A takeoff with one tip tank full and the opposite tank empty creates alateral unbalance at takeoff speed. This is not recommended since gustyair or premature lift-off could create a serious control problem.
Performance data for normal takeoff, accelerate stop distance andsingle-engine takeoff are presented in Section VT.
AFTER TAKEOFFTo establish cffimbconfiguration, retract the landing gear, set climb-
power, check auxiliary fuel pumps on and adjust the mixture for the se-lected power setting.
Before retracting the landing gear, apply the brakes momentarily tostop the rotation of the main wheels. Centrifugal force caused by the
2-6
I
I
I
I
I
I
I
I•9
I
rapidly rotating wheels expands the diameter of the tires, and if ice ormud has accumulated in the wheel wells, the rotating wheels may rub asthey enter.
On long runways, the landing gear should be retracted at the point overthe runway where a wheels-down forced landing on that runway would be-come impractical However, on short runways it may be preferable to .retract the landing gear after the aircraft is safely airborne.
Power reduction will vary according to the requirements of the trafficpattern or surrounding terrain, gross weight, field elevation, tempera-ture and engine condition. However, a normal 'after takeoff" power set-ting is 28. 0 inches Hg. manifold pressure and 2450 RPM.
CLIMBPower settings for climb must be limited to 33. 0 inches Hg. manifold
pressure with 2700 EPM below 16, 000 feet and placarded manifold pres-sures above 16, 000 feet. However, to save time and fuel for the over-all trip, it is recommended that the normal cruising climb be conductedat 130 to 160 MPH IAS, using approximately 75% power (28. 0 inches Hg.manifold pressure and 2450 RPM).
The mixture may be leaned in this type of climb to give a desired fuelflow of not less than 106 Lbs. /Tax., which will insure proper engine cool-ing. /B 6Pil
If it is necessary to climb rapidly to clear mountains or reach favor-able winds at high altitudes, the best multi-engine rate-of-climb speedof 124 MPH IAS should be used with maximum power. During maximumperformance climbs, the mixture should remain in the takeoff powerrange up to the engine critical altitude and at the appropriate climb powerrange above critical altitude. It is recommended that the auxiliary fuelpumps be ON, and the mixture remain at the climb mixture setting forapproximately 5 minutes after establishing cruising flight before leaningis initiated. This procedure will eliminate fuel vaporization problemslikely to occur from rapid altitude changes.
If an obstruction ahead requires a steep climb angle, the aircraftshould be flown at the best multi-engine speed with flaps up and maxi-mum power. This speed varies from 99 MPH at sea level to 101 MPHat 16, 000 feet. Performance data for maximum climb, cruise climb andsingle-engine climb are presented in Section VI.
2-7
If the optfBn^^r^Sfuxizatlon sy stein is Installed, the planned cruisealtitude plus 500 feet should be set in the window showing altitude formaximum differential. This setting is made using the cabin altitudecontrol knob and will, therefore, show the cabin altitude which will bemaintained. If the cruising altitude of the flight is to be less than 10, 000feet, the cabin rate control knob may be left in the INDEX positionthroughout thjyjjiMgr. If fee cruise altitude is to be higher then 10, 000feet, the 6fa^1iliPpF|§ teQl knob 'should be, adjusted as the climb progress-es, such that the cablfral%i^Me*needle-and differential pressure needle onthe cabin altimeter mSve'ffi'approximately the same rate. This will per-mit a high aircraft rate of climb to be used and still provide a comfort-able environment for Ifhe-passengers.
CRUISE"
Tabular cruising Information for normal cruising power and altitudesis presented In Section VI. These charts are based on 600, 840 and 1080pounds of fuel for cruise, recommended lean mixture, 5975 pounds grossweight, zero wind, and no fuel reserve. Allowances for warm-up, take-off and climb, : headwinds, variations in mixture leaning technique and fuelreserve should be"estimated; the endurance and range shown in the chartsshould be modified accordingly. Fuel allowances for takeoff and climbare given in Section VI.
Normal cruising requires between 50% and 70%-power. The manifoldpressure and:jRPM settings^-reqaired to obtain these powers at variousaltitudes and outside air temperatures can be determined with yourCessna Model 340 Power Computer. A maximum cruising power ofapproximately 75% (28. 0 Inches Hg. manifold pressure and 2450 RPM),may be used if desired. Various percent powers can be obtained with anumber of combinations of manifold pressures, engine speeds, altitudesand outside air temperatures.
The Cessna-3\®g^340 Power Computetis-nraTked with two fuel flowscales. These scales are provided to ensu"re that you can obtain the max-imum performance and utilization from your Cessna. The inner fuel flowscale (marked recommended lean) should'be utilized for all normal cruiseperformance. Data shown in Section VI are based on recommended leanmixture. The outer fuel flow scale (marked best power) will provide max-imum speed for a given power setting; The speed will be approximately itwo MPH greater than the speed with recommended lean mixture. Opera-tion at best power mixture will significantly Increase exhaust system,
IIturbocharger and engine valve and ring life, particularly the exhaust sys-
tem.
For a given throttle setting, select the lowest engine speed in thegreen arc range that will give smooth engine operation without evidenceof laboring.
For best propeller synchronizing, the final adjustment of the propellercontrols should be made in a DECREASE RPM direction.
The cowl flaps should be adjusted to maintain the cylinder head tem-perature near the middle of the norma.1 operating (green arc) range toassure prolonged engine life.
Refer to Auxiliary Fuel System paragraph in Section VH for properfuel system management when the auxiliary fuel tanks are used. Addi-tional information on managing the wing locker fuel system is availablein Section VII.
If the optional pressurization system is installed, the cabin rate ofclimb control should be placed in the INDEX position, see Figure 2-13, toprovide the proper cabin rate of climb as small altitude changes occur.
For flight in an icing environment, refer to the alternate induction airsystem in the following paragraph. '
ALTERNATE INDUCTION AIR SYSTEM
The induction system employed on these engines is considered to benon-icing. However, two manually operated alternate induction air sys-tems are incorporated to assure satisfactory operation. Should the induc-tion air inlet, or the induction system air filter become obstructed withice, the alternate air doors should be manually opened by pulling the al-ternate air controls to the first detent. The opening of these alternateair doors will provide the engine with cool unfiltered air. If a decreasein manifold pressure is again experienced, it is an indication of SEVEREicing conditions and that the alternate air inlet source has iced up. Underthese circumstances, the alternate air controls should be pulled full openwhich will admit warm unfiltered air to the engines. Both systems willprovide continued satisfactory engine operation.
Since the higher intake air temperature, when using the manual (hot)alternate induction air system, results in a decrease in engine power and
2-9
it is recommended that this system should notbe utilized until indications of alternate air inlet source icing is actuallyobserved.
Shouldemployed:
(1)(2)(3)
ing procedure may be
MoveRead]ust mixtur
required.;rnaintain desired manifold pressure.
nrrols for'smooth engine operation.
After landings^Ece-altprnate .air doors should be closed to preventengine damage caused by Ingesting debris through unfiltered air ducts.
- - "--- NOTE
Should it become necessary to use heated alternateair, the pressurization air controls must be pulledto the DUMP position to prevent nacelle fumes fromentering the cabin. The ram air control should alsobe pulled out and the cabin pressurization switch po-sitioned to DEPRESS to provide cabin ventilation.Placing the controls in the DUMP position will re-sult in the cabin being depressurized. Therefore,if the flight altitude is above 10, 000 feet, all occu-pants should use oxygen or initiate EmergencyDescent Procedures (see Section HE).
STALLThe stall characteristics of the aircraft are conventional. Aural warn-
ings are provided by the stall warning horn between 5 and 10 MPH abovethe stall in all configurations. The stall is also preceded by a mild aero-dynamic buff_ej;which increases in^nten£ity.,as the stall is approached.The power- on stall occurs at a verplljiplpjangle with or without flaps. Itis difficult to inadvertently stall the ..aircraft during normal maneuvering.
Power-off stall speeds-at maximum weight and various bank angles arepresented in Section VI.
2-10
IIIIIIIIIIII&
II
NOTE
The stall warning system is inoperative when thebattery switch is in the OFF position.
MANEUVERING FLIGHTNo acrobatic maneuvers, including spins, are approved in this aircraft.
The aircraft is, however, conventional in all respects through the maneu-vering range encountered in normal flight.
SPINSIntentional spins are not permitted in this aircraft. Should a spin
occur, however, the following recovery procedures should be employed:
(1) Cut power on both engines.(2) Apply full rudder opposing the direction of rotation.(3) Approximately 1/2 turn after applying rudder, push control
wheel forward briskly.(4) To expedite recovery, add power to the engine toward the inside
of the direction of turn.(5) Pull out of the resulting dive with smooth, steady control pres-
sure.
LETDOWNPower should be reduced slowly to a manifold pressure and HPM which
will provide the desired airspeed and rate of descent. Sufficient powershould be maintained, however, to keep cylinder head temperatures in thegreen arc and maintain cabin pressurization. The optimum engine speedin a letdown is usually the lowest one in the RPM green arc range thatwill allow cylinder head temperatures to remain in the recommendedoperating range.
If the optional pressurization system is installed, the cabin altitudecontrol should be set to give a cabin altitude equal to pattern altitude plus500 feet. As the descent continues, the cabin rate of climb control isadjusted to keep the cabin altitude and cabin differential pressure needleson the cabin altimeter decreasing at approximately the same rate. This
2-11
system perm?t!?ffigTf3?ates of aircraft descents while maintaining a com-fortable environment for passengers.
To prevent confusion in interpretiiig-^hiffclO, 000 foot segment of al-titude is being displayed on the altimeter,' a~ striped warning segment isexposed-on the face of the altimeter at all altitudes below 10, 000 feet.
BEFOREIf fuel has been-Goffsumed at uneven rates^between the two main tanks
because of prolonged single-:engine flight,', it is desirable to balance thefuel load by operating both engiiies from the fullest tank. However, ifthere is s^ffrpsnt fuel in both tanks, even though they may have unequalquantitiefftt is";3ft5^^^^®i:' wi'tch the left and right selector valves tothe left and right main tanks respectively, feel for detent, and check thefuel pumps ON for the landing. This will provide an adequate fuel flow toeach engine if a full-power go-around is necessary.
Landing gear extension before landing is easily detected by a slightchange in aircraft trim and a slight "bump" as the gear locks down. Illu-mination of the gear-down indicator lights (green) is further proof that thegear is down and locked. The gear unlocked indicator light will illuminatewhen the gear uplocks are released and will remain illuminated while thegear is in transit. The unlocked light will extinguish when the gear haslocked down. If it is reasonably certain that the gear is down and oneof the gear-down indicator lights is still not illuminated, the malfunctioncould be caused by a burned out light bulb. This can be checked by push-ing the press to test button. If the bulb is burned out, it can be replacedwith the bulb from either the propeller synchronizer light, auxiliary tankindicator light,, any post light, or the landing gear unlocked (red) indicatorlight.
A simple last-minute recheck on final approach should confirm that allappucabj^gggat^ejs Effi^y^^ the gejxrdown indicator lights (green) are il-luminated, the gelr^mocked^S^iSffe light, (oied) is extinguished, thepropeller and mixture controls are full forward, and the cabin pressuri-zation switch is in the DEPRESS position.
LANDINGLandings are simple and conventional in every respect. If power is
used in landing approaches, it should be eased off cautiously near touch-down, because the "power-on" stall speed is considerably less than the
2-12
"power-off "stall speed. An abrupt power reduction at five feet altitudecould result in a hard landing if the aircraft is near stall speed.
Landings on hard-surface runways are performed with 45° flaps from108 MPH IAS approach, using as little power as practicable. A normalflare-out is made, and power is reduced in the flare-out. The landing ismade on the main wheels first, and remaining engine power is cut im-mediately after touchdown. The nose wheel is gently lowered to theground and brakes applied as required. Short field landings on rough orsoft runways are done in a similar manner except that the nose wheel islowered to the runway at a lower speed to prevent excessive nose gearloads.
Crosswind landings are performed with the least effort by using thecrab method. However, either the wing-low, crab or combination methodmay be used. Crab the aircraft into the wind in a normal approach usinga minimum flap setting for the field length. Immediately before touch-down, the aircraft is aligned with the flight path by applying down-windz'udder. The landing is made in nearly three-point attitude, and the nosewheel is lowered to the runway immediately after touchdown, A straightcourse is maintained with the steerable nose wheel and occasional brakingif necessary. Landing performance data is presented in Section VI.
AFTER LANDINGHeavy braking in the landing roll is not recommended because skidding
the main wheels is probable with resulting loss of the braking effective-ness and damage to the tires. It is best to leave the flaps fully extendedthroughout the landing roll to aid in decelerating the aircraft. After leav-ing the active runway, the flaps should be retracted. Be sure the flapsswitch is identified before placing it in the UP position. The auxiliaryfuel pump switches are turned to LOW while taxiing to the hangar. Thefuel pumps must be turned OFF prior to stopping engines.
Parking is normally accomplished with the nose wheel aligned straightahead. This simplifies the steering during subsequent departures fromthe parking area However, if gusty wind conditions prevail, the nosewheel should be castered to extreme right or left position. This forcesthe rudder against the rudder stop which minimizes buffeting of the rud-der in gusty wind.
With the mixture levers in IDLE CUT-OFF, the fuel flow is effectivelyblocked at the fuel metering unit. Thus, it is unnecessary to place thefuel selector valve handles In the OFF position if the aircraft is receiving
2-13
. : a. long-period of inactivity is anticipated, thefuel selecfSf^aWe"Eandles should be turned OFF to preclude any possiblefuel seepage'that might develop through the metering valve.
NOTEDo not leave the fuel selector handles in an inter-mediate position, as fuel from the main, tip tanks
-H will transfer into the auxiliary tanks.
NIGHTBefore starting the engines for a night flight, the master panel switch •
should be turned on and the rheostats adjusted to provide enough illumina- •tion to check all switches, controls, efccf ™
.. • - : .
Navigation lights are then checked, by observing illumination in thesmall peep holes in inboard leading edges of the wing tip tanks and reflec-tion from the pavement or ground below the tail light. The operation ofthe rotating beacons should be checked by observing the reflections on theground«snd on the tip tanks and wings. The retractable landing lights (theright landing light is optional equipment) may be extended and checkedmomentarily.;. ; Returning the landing, light switches to OFF, turns thelights off but leaVes^them extended ready for instant use. -
Before taxi, the interior lighting intensity is normally decreased to theminimum at which all the controls aiid switches are visible. The taxilight should be turned on -prior to taxiing at night. The landing lights, ifused during taxiing, .should be used intermittently to avoid excessive drainon the batteries. In the engine runups, special attention should be direct-ed to alternator operation by individually turning the selector switch toL ALT and R ALT and noting response on the voltammeter.
Night 'take of fs are conventional, although the gear retraction operationis usually delayed slightly to insure that the aircraft is well clear of therunway. r
In cruising flight, the interior lighting irifenSrty should be decreasedto the minimum which wSl provide adequate instrument legibility.
COLD WEATHER OPERATION
Whenever possible, external preheat should be utilized in cold weather.The use of preheat materially reduces the severity of conditions imposed
2-14
on both engines and electrical systems. It is the preferred or bestmethod of starting engines in extremely cold weather. Preheat will thawthe oil trapped in the oil coolers and oil filters, which will probably becongealed prior to starting in very cold weather.. When the oil pressuregage is extremely slow in indicating pressure, it may be advisable to fillthe pressure line to the gage with kerosene or JP4.
NOTE
During cold weather operation it is advisable torotate propellers through four complete revolu-tions, by hand, before starting engines.
If preheat is not available, external power should be used for startingbecause of the higher cranking power required and the decreased batteryoutput at low temperatures. The starting procedure is normal; however,if the engines do not start immediately, it may be necessary to positionthe primer switch to LEFT or EIGHT for 5 to 10 seconds.
A manual heat exchanger air selector valve, labeled PRESS AIR HEAT,has been provided to increase passenger comfort and heating system effi-ciency during cold weather operation. The manual control (see Figure
- 2-2) is located on the :nstrument panel on the right side of the controlpedestal, near the heater controls. In the full clockwise position, pres-surization air will bypass the heat exchanger and be directed into theheater inlet. In the full counterclockwise position, all pressurization airwill flow through the heat exchanger then into the cabin providing the cool-est possible pressurization air. Intermediate positions of the selectorvalve control will allow some control of the pressurization air tempera-ture.
During cold weather operation, it is suggested that the heat exchangerair selector valve be turned clockwise for heat. This will allow higherpressurization air temperatures, eliminating cold air drafts and decreas-ing cabin heater requirements.
Figure 2-2 can be used as a guide in positioning the selector valve con-trol If the closing of the selector valve is questionable due to the tem-perature at ground level, it is suggested that the colder temperature beassumed. If it then becomes too warm in the cabin, the manual controlmay be turned counterclockwise to emit cooling air. This procedure isrecommended as it allows a more rapid cabin temperature adjustmentthan if the control is left in the cold position until a cabin temperaturerise is required which cannot be supplied by the heating system.
2-15
HEAT EXCHANGER AIR SELECTOR VALVEOAT At Ground Level
A b o v e 70° F
35° F to 70° F
Below 35° F
PRESS AIR HEAT Control Position
Full C o u n t e r c l o c k w i s e ( C o l d )
A s R e q u i r e d
Full C l o c k w i s e (Hot) Refer to Heating,V e n t i l a t i n g a n d D e f r o s t i n g Sys tem,T h i s S e c t i o n f o r H e a t e r O p e r a t i o n
NOTEAt least one CABINAIR control shouldbe rotated clockwisewhen the PRESS AIRHEAT control is inthe full clockwiseposition.
Figure 2-2
After a suitable wS:m-up period (2 to 5 minutes at 1000 RPM, if pre-heat is no.tu.sed) accelerate the engines several times to higher RPM.The propellers should be operated through several complete cycles towarm the governors and propeller hubs. If the engines acceleratesmoothly and the oil pressure remains normal and steady, the aircraftis ready for takeoff.
NOTE
The waste gate actuators will not operate satisfac-torily with engine oil temperatures below the lowerlimit of the operating range (75°F). With oil tem-peratures near the bottom of the operating range,the throttle mg^.oxLS,tsh,QuJd-bB-very slow and careexercised-to^pYevetifrexceeding the 33. 0 inches Hg.manifold pressure limit:
During cruise, the propellers should be exercised at half-hour inter-vals to flush the cold oil from the governors and propeller hubs. Elec-trical equipment should be managed to assure adequate alternator charg-
2-16
Ing throughout the flight, since cold weather adversely affects batterycapacity.
During letdown, watch engine temperatures closely and carry suffi-cient power to maintain them above operating minimums.
The pitot, tip tank vents and stall warning heater switch should be turn-ed ON at least 5 minutes before entering potential icing conditions (2 min-utes If on ground) so that these units will be warm enough to prevent for-mation of ice. Preventing ice is preferable to attempting its removalonce it has formed.
Refer to Section VTT for optional cold weather equipment.
FUEL SYSTEMFuel for each engine is supplied by a main tank (50 gallons usable) on
each wing tip. Each engine has its own complete fuel system; the two sys-tems are interconnected only by a cross feed for emergency use. Vaporand excess fuel from the engines are returned to the main fuel tanks. Sub-merged electric auxiliary pumps in the main fuel tanks supply fuel forpriming and starting, and for engine operation as a back up system to theengine-driven pumps. See Figure 2-3 for Fuel System Schematic andAuxiliary, and Optional Wing Locker Fuel Systems paragraphs in SectionVII for additional fuel system management information.
NOTE
During very hot weather, if there is an indication ofvapor in the fuel system (fluctuating fuel flow) or anytime when climbing above 10, 000 feet, turn the auxi-liary fuel pumps ON until cruising altitude has beenobtained and the system is purged (usually 5 to 15minutes after establishing cruising flight). It is re-commended that the mixture remain at the climbmixture setting for approximately 5 minutes afterestablishing cruising flight before leaning is initiated.
A continuous duty tip tank transfer pump is installed in each main tiptank. The pumps assure availability of all tip tank fuel to the engine sup-ply line during high angles of descent. Each pump is electrically protect-ed by the respective landing light circuit breaker. When the right-handlanding light is not installed, a circuit breaker is installed to protect the
I 2-17
During preflight inspection these pumps canbe checked for operation by listening for a pulsing sound emanating fromthe aft tip tank fairings with the battery switch in the ON position.
FUEL SELECTOR VALVE HANDLES
The fuel selector valve placards,are marked LEFT ENGINE OFF,LEFT MAIN, RIGHT MAIN for the lift engine selector and RIGHT EN-GINE OFF, RIGHT MAIN, LEFT MAIN for the right engine selector.The crossfeed position of each selector valve is the one marked for theopposite main tank.
The fuel selector valve handles form the pointers for the selectors.The ends of the handles are arrow-shaped and point to the position on theselector placard which corresponds to the valve position.
NOTE
• • The fuel selector valve handles should be turnedto LEFT MAIN for the left engine and RIGHT MAINfor the right engine, during takeoff, landing and allnormal operations.
• When fuel selector valve handles are changedfrom one position to another, the auxiliary fuelpumps should be switched to LOW, the mixtureshould be in FULL RICH, and the pilot shouldfeel for the detent to insure that the fuel selectorvalves are properly positioned.
For additional information, see Figure 2-3 for Fuel System Schematicand Section VTI for optional auxiliary and optional wing locker fuel infor-mation.
AUXILIARY FUEL PUMP'-S-WJTCHESr-*~ " .*• - *--!* '
The LOW position runs the auxiliary fuel pumps at low speed providing5. 5 PSI pressure for vapor clearing and purging. The ON position runsthe auxiliary fuel pumps at low speed, so long as the engine-driven pumpsare functioning. With an engirie-driven pump failure and the switch in theON position, the auxiliary pump on that side will switch'to high speed
IIIIIIIIIII
2-18
FUEL SYSTEM schemat i c
LEFT MA INTANK
M I X T U R E
CONTROL
LEFT E N G I N E F U E L
C O N T R O L U N I TL E F T E N G I N E
M A N I F O L D
RIGHT E N G I N E F U E L
C O N T R O L U N I T
R I G H T E N G I N E 'MANIFOLD
TO C Y L I N D E R SD U A L INDICATOR FUEL FLOW GAGE
TOCY LINGERS
FUEL INJECTION
NOZZLE m
~
FUEL SUPPLY
VAPORRETURN
ELECTRICAL ACTUATION
MECHANICAL ACTUATION
CHECKVALVE
DRAIN VALVE
FUEL INJECTIONN O Z Z L E
Figure 2-3
2-19
I_^
emergency takefuel for all engine operations including
NOTE
_,_._ __ wfah.es are positionedto ON for a period in excess of 60 seconds with en-gines inoperative on the ground tt during flight(feathered), the engines and/or aircraft may bedamaged due to fuel accumulations-in the inductionsystem.
F U E L F L O V
The fuel2-4, is a dual instrument which in-dicates the approximate fuel con-sumption of each engine in poundsper hour. The fuel flow gage usedwith the dontinental injection sys-tem senses the pressure at whichfuel is delivered fro he ecagijxe^sgraynozzles Since fuel*f ifessure at thispoint is approximately proportionalto the fuel consumption of the en-gine, the gage is marked as a flow-meter.
The gage dial is marked with arcsegments corresponding to properfuel flow for various power settingsand is used as a guide to quickly setthe mixtures. The gage has takeoff,climb, and cruise markings forvario'us- perc-eiaiagss^^iao^r,,,, ^takeoff range presents the"vd>ii!r1i3Sfuel flow (full rich schedule forproper engine cooling) for fullpower (33. 0 inches Hg. manifoldpressure and 2700 RPM) operationunder all conditions up to 16, 000feet altitude. The climb range pre-sents the desired fuel flow (full rich
2-20
FUEL FLOW GAGE
Figure 2-4
schedule for proper engine cooling) for full throttle (2700 EPM and plac-ard manifold pressure) operation under all conditions above 16, 000 feetaltitude. However, a cruise climb at 75% power (28" Hg. M. P. at 2450RPM) may be conducted at or above 130 MPH IAS with a fuel flow of notless than 106 Ibs/hr. The cruise range presents the desired fuel flow atstandard conditions for cruise mixture at the specified percent power.
NOTE
Your Cessna Model 340 Power Computer should beutilized to obtain accurate cruise mixture settings.
F U E L Q U A N T I T Y I N D I C A T O R S
The fuel quantity indicators are calibrated in pounds and will accurate-ly indicate the weight of fuel contained in the tanks. Since fuel densityvaries with temperature, a full tank will weigh more on a cold day thanon a warm day. This will be reflected by the weight shown on the gage.A gallons scale is provided in blue on the indicator for convenience inallowing the pilot to determine the approximate volume of fuel on board.
F U E L S T R A I N E R A N D TANK SUJ|AP D R A I N S
Refer to Lubrication and Servicing Procedures, Section V.
ELECTRICAL SYSTEMElectrical energy is supplied by a 28-volt, negative-ground, direct-
current system powered by a standard 50 ampere or optional 100 ampereengine-driven alternator on each engine. Two 12-volt batteries, connect-ed in series, are located in the left wing just outboard of the engine na-celle. An optional external power receptable can be installed in the leftwing under the batteries. The receptacle accepts a standard externalpower source plug. See Figure 2-5 for Electrical Power DistributionSchematic.
B A T T E R Y A N D A L T E R N A T O R S W I T C H E S
Separate battery and alternator switches are provided as a means ofchecking for a malfunctioning alternator circuit and to permit such a cir-cuit to be cut off. If an alternator circuit fails or malfunctions, or whenone engine is not running, the switch for that alternator should be turned
2-21
ELECTRICAL POWER DISTRBUTION SCHEMATIC
t_nFAILURE ^~~^ •=• -r x—s ;FA ILURE
LIGHT! kicn
LH ALTERNATORFIELD
S W I T C H
! !RH ALTERNATOR
F IELDS W I T C H
2-22
Figure 2-5
off. Operation should be continued on the functioning alternator, 'usingonly necessary electrical equipment. If both alternator circuits shouldmalfunction, equipment can be operated at short intervals on the batteryalone. In either case a landing should be made as soon as possible tocheck and repair the circuits.
EMERGENCY POWER SWITCH
An emergency power switch, see Figure 2-6, provided in the alterna-tor system is located on the forward side of the switch and circuit breakerpanel The emergency power switch is used when the alternators will notself-excite. Placing the switch in the ON position provides excitationfrom the battery even though the battery is considered to have failed.
VOLTAGE REGULATOR SWITCH
The voltage regulator switch, see Figure 2-6, is used for manuallyselecting the stand-by voltage regulator in case of main regulator failure.
2.
SWITCH AND CIRCUIT BREAKER PANELS Y S T E M C I R C U I T B R E A K E R S
P R O V I S I O N F O R O P T I O N A L C I R C U I T B R E A K E R S -^> •
V O L T A M M E T E R
P A N E L LIGHT C O N T R O L S
EMERGENCY POWER SWITCH
VOLTAGE REGULATOR SWITCH
A L T E R N A T O R C I R C U I T B R E A K E R S
A L T E R N A T O R FI ELD F U S E S |SPARE ALTERNATOR FIELD FUSE
r-« i
Figure 2-6
2-23
The s^is@^^^^p:ffie"switch and circuit breaker panel, has two posi-tions: MAT^^^^KS"!iSel:'position for all normal operation and STANDBYfor manually seleciing tfe-standby voltage regulator, if the main voltageregulator fails. :
O V E R V O L T AGE R E L A Y >
An overvoltage relay in the electrical system constantly monitors sys-tem voltage. If voltage exceeds a predetermined maximum, the relaywill open and both alternators will be disabled. Positioning the regulatorselector switch from MAIN to STANDBY will select the standby overvolt-age relay and will reset the main relay.
VOLTAMMETER
A voltammeter, see Figure 2-6, located on the switch and circuitbreaker panel, is provided to monitor alternator current output, batterycharge or discharge rate and bus voltage. A selector switch labeledL ALT, R ALT, BATT, and VOLTS is located below the voltammeter.By positioning the switch to L ALT, R ALT, or BATT position, the re-spective alternator or battery amperage can be monitored. By position-ing the switch to. the VOLTS position, the electrical system bus voltagecan be monitored.
C I R C U I T B R E A K E R S A N D S W I T C H B R E A K E R S
All electrical systems in the aircraft are protected by push-to-resettype circuit breakers and switch breakers, see Figure 2-6. Should anoverload occur in any circuit, the resulting heat rise will cause the con-trolling circuit breaker to "pop" out, opening the circuit or allowing theswitch breaker to return to the OFF position. After allowing to cool forapproximately; three minutes, the circuit breaker may be pushed in (untila click is heaiid^o^^J-oi-tiisfcreaker may be returned to the ONposition to re- energize " cfincurt should not beheld in or the switch breaker forced to temaiSjm the ON position If itopens the circuit a second time, as this Indicates a short circuit.
2-24
1J1111111
1
11I-JTll
A N N U N C I A T O R P A N E L
'NOTE L
PRESS
The aircraft is equipped witha press-to-test button locatedto the left of the annunciatorpanel When the button is de-pressed all annunciator panel
tion lights, gear unlocked light,propeller synchronizer light,marker beacon lights (optional)and auxiliary fuel tank indicatorlights (optional), will be testedand all should illuminate.
LEGEND
HEATER OVHTL ALT OUTSPAREL TEANSCABIN ALTT & B TEST
SPAREINTERCOMDOOR WARNR ALT OUTSPARER TRANSBACK COURSESURF DEICECOURTESY LT
SPARE
COLOR
AMBERAMBER
AMBERAMBERGREEN
WHITEREDAMBER
AMBERAMBERGREENWHITE
i CAUSE
Actuation of
HEATER OVHT
S P A R E
L. TRANS
C A B I N A L T
T * B TEST
S P A R E
DOOR WARN
S P A R E
R TRANS
BACK CRSE
SURF DEICE
COURTESY LT
FOR ILLUMINATION
heater overheat switch.Failure in left alternator system.
, Transfer of wing locker fuel complete.,' Cabin Alt above 10, 000 feet.Illuminates only when Press To TestButton is pushed; indicates T & Bcircuit is operative.
INTERCOMM callCabin door not locked.Failure in right alternator system.
Transfer of wing locker fuel complete.,Back Course selected.Cycles with system operation.Door or pilot's compartment overheadliijht ON.
Figure 2-7
2-25
LAN.Ti *a
The electrically operated landing gear is fully retractable and incor-porates a steerable nose wheel To help prevent accidental retraction,an automatic safety s^Mutbn. the left shock strut prevents retraction aslong as the wedgli&iSfillfafrcraft is sufficient to compress the strut. Thelanding gear is operatedfpy a switch, which is identified by a wheel-shaped knob. The switch~positions are-TJP and DOWN. To operate thegear, pull out the switch knob and move to the desired position.
L A N D I N G GEAR P O S I T I O N L I G H T S
There are four landing gear position indicator lights contained in twomodules located beneath the radio control panel just left of the center ofthe instrument panel One module contains three of these lights (one foreach gear) which are green and will illuminate when each landing gear isfully extended and locked. • The other light module is red and will illumi-nate when any or all the gears are unlocked (intermediate position). Whenthe gear unlocked light and gear down lights are not illuminated, the land-ing gear is in the UP and locked position. The gear down (green) lightmodule can be dimmed by turning on the MASTER PANEL switch andutilizing %e..,compa:ss rheostat.
L A N D I N G G E A R W A R N I N G H O R NThe landing gear warning horn is controlled by the throttles and flaps,
and will sound an intermittent note if either throttle is retarded below ap-proximately 15 inches Hg. manifold pressure or the flaps are extendedbeyond 15° with the landing gear not down and locked. The warning hornis also connected to the UP position of the landing gear switch and willsound if the switch is placed in the UP position while the aircraft is onthe ground.
L A N D I N G GEAR H A N D C R A N K
A landing gear handcrank, see Figure 2-8, for manually lowering thelanding gear, is located just below the right front edge of the pilot's seat.Normally, the crank is folded and stowed in a clip beside the seat. Touse the crank, tilt pilot's seat aft (standard), or raise pilot's seat (op-tional); pull crank out from its storage clip and unfold it until it locks in
IllIIIIIIII
ii2-26
operating position. The procedure for manually lowering the landing gearis given in Section m. To stow the crank, push the lock release button onthe crank handle, fold the handle and insert it in the storage clip.
NOTE
The handcrank handle must be stowed in its clip be-fore the gear will operate electrically. When thehandle is placed in the operating position, it disen-gages the landing gear motor from the actuator gear.
LANDING GEAR HANDCRANK(?) PILOT'S SEAT
(?) R E L E A S E BUTTON
(?) HANDCRANK (EXTENDED)
(7) H A N D C R A N K (FOLDED)
(?) STOWAGE CLAMP
Figure 2-8
PRESSURIZATION SYSTEM
OPERATING DETAILSThe aircraft may be operated in either the pressurized mode or the
ram air mode, The mode selection is made with the PRESS AIR controlsor cabin pressurization switch, which is located to the right of the pilot's
2-27
controlTg]|ftggBi!|pte*of d^ScfLt&iTslIotild be selected prior to takeoff. Ifa mode seleclaoif mttst be maprwhile airborne/ the PRESS AIR controls •should be moved very slowly to minimize pressure transients which would J._cause discomfort to the passengers.
Pressurization air is'supplied from the engine turbocharger through •the sonic venturi (flow Umiter), the -heat jx&hanger and then into the cabin. •Adequate flow to maintain pressurizatiorpLs provided by either engine atnormal power settings. Power changes should be made smoothly to pre- •vent sudden changes in pressurization air inflow resulting in cabin pres- •
The two push-pull controls which control pressurization air flow, see •Figure 2-9, have pressurized (push^gf^Bid dump (pull out) positions. In |the pressurized position, pressuriza*M.oii air enters the cabin; in the dumpposition, pressurization air is expelled overboard prior to entering thecabin. Both controls should remain in the pressurized position whether •operating in the ram mode or the pressurized mode. The dump position 9should be selected only in the event that contamination of pressurizationair is suspected. The pressurization controls and indicators of your air- «
- craft, located to the right 'and adjacent to the pilot's control wheel, con- •sist of two cabin pressurization air controls, a cabin rate-of-climb indi-cator, a combination cabin altimeter and differential pressure indicator,a cabin, p^assurizje-depressurize switch and a ram air control knob. A 9warning fight which illuminates at approximately 10, 000 feet cabin alti- |tude, indicating a need for oxygen, is located in the annunciator paneL
P r e s s u r i z a t i o n S y s t e m ( S t a n d a r d S y s t e m )
The PRESS position of the cabin pressurization switch, see Figure2-10, provides for cabin pressurization at altitudes above 8000 feet. Thecabin altitude is maintained at 8000 feet at all aircraft altitudes between8000 and 20,100 feet. From 20,100 feet to the operating ceiling of 30,000feet, 4. 2 PSI differential is maintained between cabin and atmosphere.
-S' ^
..Until reaching 8000 feet, "the cabin.rate-of-climb, see Figure 2-9, willbe equal to the aircraft rate-of-climb. MSOO'QTfeet, the cabin rate-of-climb will drop to ZERO as pressurization begins. The cabin rate-of-climb will remain approximately at this indication until the aircraft hasreached an altitude of 20,100 feet. Above this altitude, the cabin altitudewill again begin to ascend as the aircraft ascends, but at a lesser ratethan the aircraft rate-of-climb because of the difference in ambient airdensity and cabin air density. The cabin altitude reaches approximately
2-28
10, 000 feet at an aircraft altitude of 23, 500 feet; at this time the altitudewarning light will illuminate, indicating the need for oxygen.
STANDARD P R E S S U R J Z A T I ON C O N T R O L SAND INDICATORS
P R E S S U R I Z A T I O N -
A l R C O N T R O L S
- C A B I N R A T E
O F C L I M B
I N D I C A T O R
C A B I N A L T I T U D E
A N D
' D I F F E R E N T I A L
P R E S S U R E
I N D I C A T O R
- C A B I N
P R E S S U R 1 Z A T I O N
S W I T C H
Figure 2-9
The cabin differential pressure of 4. 2 PSI is limited by the pressureregulator valve located in the aft portion of the cabin. This valve auto-matically permits air to leave the cabin to maintain the desired pressure.If the regulator valve should fail in the closed position, a safety (dump)valve, also located in the aft portion of the cabin, operates as a safetyvalve to regulate maximum cabin differential pressure at 4. 5 PSI, Thisis a dual function valve which functions as a cabin dump when the DE-PRESS position is selected with the cabin pressurization switch.
Information applicable to pressurization system emergencies can befound in Section HI.
2-29
CABIN AIR SYSTEM SCHEMATICP R E S S U R I Z E D MODE, H E A T E R O N
FORWARD CABINHEATING OUTLETS
OVERHEADDIRECTIONAL
AIR VENTS
AFT CABIN AIR
WEMAC BLOWER
CABINPRESSURIZATIONAIRDUMPVALVE
C CLOSED)
*
-CABIN PRESSURESAFETY VALVE
( CLOSED )
&ZM PRESSURIZATION AIR
HEATED AIR
Kvytfj RECIRCULATING CABIN AIR
MECHANICAL ACTUATION
ELECTRICAL ACTUATION
Figure 2-10
2-30
The cabin altitude which is maintained at a given aircraft altitude isshown in the chart below:
11111
STANDARD PRESSURIZATION SCHEDULE
Ai rc ra f t Al t i tu de
S. L. to 8000 Ft.
8000 Ft. to 20,100 Ft.
23,500 Ft.
26,300 Ft.
28,000 Ft.
30,000 Ft.
Cabin Alt i tude
S a m e as A i r c ra f t Al t i tude
8000 Ft.
10,200 Ft.
12,000 Ft.
13,000 Ft. '
14,200 Ft.
Figure 2-11
The DEPRESS position of the cabin pressurization switch which elec-trically opens the aft cabin safety (dump) valve is used during ground op-eration and in preparation for landing to assure that the pressure insidethe cabin is not greater than the atmospheric pressure. This conditioncan only occur if a landing is made at an altitude above 8000 feet, or inthe event of a malfunction. This aircraft is not certified for landingswith the cabin pressurized.
In the event that an emergency should require immediate depressuri-zation, this is accomplished by placing the cabin pressurization switch tothe DEPRESS position and pulling out the ram air control, see Figure2-12. This electrically opens the aft cabin safety (dump) valve and me-chanically opens the ram air inlet butterfly valve located in the nose, how-ever pressurization air will still flow into the cabin.
NOTE
The aircraft cannot be pressurized on the groundas the landing gear safety switch circuit is inter-connected with the aft cabin dump valve circuit.
2-31
CABIN AIR SYSTEM SCHEMATICRAM A I R MODE, H E A T E R ON
FORWARD CABINHEATING OUTLETS
CABINPRESSUR1ZATIONAIRDUMPVALVE( O P E N )
OVERHEADDIRECTIONAL
AIR VENTS
A FT CABIN AIR
WEMAC BLOWER
-CABIN PRESSURE •£— CABIN PRESSURESAFETY VALVE REGU LAT1NG VALVE
(OPEN )
!%i 3 PRESSURIZATION AIR
BHygfl HEATED AIR
E5753 RECIRCULATING CABIN AIR
MECHANICAL ACTUATION
• ELECTRICAL ACTUATION
Figure 2-12
2-32
P r e s s u r i z a f i o n S y s t e m ( O p t i o n a l S y s t e m )
The PRESS position of the cabin pressurization switch, in conjunctionwith the-cabin altitude selector and rate control, see Figure 2-13, ena-bles the pilot to select the desired cabin altitude and the desired cabinrate-of-climb. The selected values can be maintained until a cabin alti-tude is reached which results in a 4. 2 PSI differential between cabin andatmosphere.
It is important to note that when a cabin altitude is selected, the pres-sure control system begins to climb or descend (assuming the battery mas-ter is on to supply electrical power). To obtain optimum benefit from therate control, it is necessary to set the cabin altitude selector dial to pat-tern altitude plus 500 feet (on the inner scale) until just after takeoff atwhich time cruise altitude plus 500 feet should be selected on outer scale.
The above procedure is recommended as once the battery master isturned on and a source of electrical power is available, the pressure con-trol system will begin to "climb" to the preset cabin altitude. Thus, ifcabin altitude required for cruise is selected too soon, the pressure con-trol system will have climbed to an altitude approaching the desired cabin
OPTIONAL PRESSURIZATIONAND I N D I C A T O R S
PRESSURIZATIONAIR CONTROLS
CONTROLS
CABIN RATE •OF CLIMBINDICATOR
CABINALTITUDE ANDDIFFERENTIAL
PRESSUREINDICATOR
CABIN—' 1—CABINPRESSURE PRESSURIZATION
RATE CONTROL SWITCH
Figure 2-13
2-33
altitude TSS^^^^alT'craft leaves the ground. Since the cabin pressurecan never blTleissihaa outside ambient pressure, the cabin will be un-pressurized until the aircraft "catches up" .with the pressure control sys-tem or the desired cabin-altitude is reached, whichever occurs first.This will result4nrn^^abJLu,uate control being available as the cabin rate-of-climb willbe^^Ba^^%et:aircraft rate-of-climb.
The cabin differential pressure aLA. 2 PSI is limited by the regulatorvalve located in the aft portion of the-"cabin. This valve automaticallypermits air to leave the cabin to maintain the desired pressure. If theregura^^^ave'sTaouia&Eaill-n the elos'ed position, a safety (dump) valve,also located in the aft position of the cabin regulates maximum cabin dif-ferential pressure to 4. 5 PSI.F~ _ ." '
The lowest cabin altitude wTSch can "be maintained at any given aircraftaltitude is shown in the chart an Figure 2-14.
Information applicable to pressurization system emergencies can befound in Section IE.
The DEPRESS position of the cabin pressurization switch, whichelectrically opens the aft cabin safety (dump) valve, is used during groundoperation and in preparation for landing to assure that the pressure insidethe cabify-ji^gidk gfeiier than the atmospheric pressure. This conditioncan occur on landing if the cabin altitude is inadvertently set at a lower
II
i!OPTIONAL PRESSURIZATION SCHEDULE
Ai rc ra f t Altitu de
9000 Ft. |1 1 ,700 Ft.14,400 Ft.17,200 Ft.20,100 Ft.23,200 Ft.26,300 Ft.28,000 Ft.
30;000 Ft.
Cabin Alt i tude
S e a Leve l2000 Ft.4000 Ft.6000 Ft.8000 Ft.
10,000 Ft.12,000 Ft.13,000 Ft.14,200 Ft.
1
1
1^
1Figure 2-14 ™
1
altitude than field elevation or in the event of a malfunction. It is impor-tant, therefore, to select a cabin altitude approximately 500 feet abovetraffic pattern altitude and check cabin pressure at zero prior to position-ing the cabin pressurization switch to the DEPRESS position. This willprevent any cabin pressure transients and provide maximum passengercomfort. . -i
NOTE . : .
This aircraft is not certified for landings with thecabin pressurized. The aircraft cannot be pres-surized on the ground as the landing gear safetyswitch circuit is interconnected with the aft cabindump valve circuit.
HEATING/VENTILATING AND DEFROSTING SYSTEM
A cabin heating, ventilating and defrosting system is standard equip-ment in your aircraft The system consists of an air inlet in the nose, acabin fan, a gasoline combustion-type heater, manual heat exchangerselector valve and controllable heat outlets in the cabin. Two heat outletsare located at the base of the windshield for defrosting purposes. Oneoutlet duct is located on each side of the aft cabin and two are located onthe forward pressure bulkhead, see Figures 2-10 and 2-12. For informa-tion on operation of the Air Conditioning System see Section VTL
Cabin heating and ventilating is accomplished by the cabin air DE-FROST, AFT and FWD controls. The overhead directional vents alsosupply unheated ventilating air when the WEMAC BLOWER three-positiontoggle switch is placed in either LOW or HIGH position. Forced ventila-tion is obtained with the two speed CABIN FAN which may be operatedindependently of the heater. When the heater is actuated the fan automati-cally operates in low speed, if additional air flow is desired HIGH positionmay be selected.
H E A T I N G A N D D E F R O S T I N G
D e p r e s s u r i z e d
Fresh air is picked up from the air inlet in the nose of the aircraftheated by the heater and directed to the pilot and passenger compart-
2-35
ments, J^gh^^an^venLatijas not recirculated, but exhausts over-board through Iff' caBin pressure regulating valve.
• On the ground the heatmg.system can be used for ventilation by placingthe CABIN FAN switch m either the LOW or'-HIGH position. The fan pro-vides unheated fresh air to the cabin through the cabin heat outlets. Inflight, the heating sysjrem can be used for ventilation by placing the CABINHEAT switch to the-jiJSp p'osrtion, rotating the cabin air knobs clockwiseand openlng,JheJh^lKutlets as desired.
- ' '^^^js^'^r
P r e s s u r i z e d
Pressurization air is heated by the heater and ducted to the pilot andpassenger cai6!Eai:^s0gl%^i---"*l1%toiere^^-.^(a,s-senger comfort and heatingsystem efficienc^lfe^IHSSS XlE HS3lT--knob, see Figure 2-2, maybeturned clockwise. This will allow hT|her pressurization air tempera-tures, thereby,reducing cabin heater requirements. With the PRESS AIRHEAT knob turned clockwise the heater vents will supply warm pressuri-zation air.
CABIN HEAT SWITCH.- -The ca"bin heater is controlled by a two-position toggle switch labeled
CABIN HEAT. "Switch positions are ON and OFF. Placing the switch inthe ON position starts and maintains heater operation and turns the cabinfan on low.
CABIN FAN SWITCH
The ventilating fan is controlled by a three-position toggle switch la-beled CABIN FAN. Switch positions are LOW, OFF and HIGH.
CABIN AIR TEMPER At Ufet
The cabin air temperature control knob is labeled CABIN HEAT;, clock-wise rotation of this knob increases the desired temperature. Heater out-put is controlled by adjustment of the cabin air temperature control knob.This knob adjusts a thermostat, which in turn controls heated air temper-ature in a duct located just aft of the heater. When the temperature of theheated air, exceeds the setting of the thermostat, the thermostat automat-
2-36
IIIIIII••sr
I
I
i:IIIIII
ically opens and shuts off the heater. When the heated air cools to thethermostat setting, the heater starts again. Thus the heater cycles onand off to maintain an even air temperature. Operation is identical forthe pressurized and ram modes.
The heater also will be cycled by a thermoswitch in the heater plenumchamber which shuts off the heater when the plenum temperature reachesapproximately 220°F. When the plenum temperature drops to a normaloperating level., the heater will restart automatically. The action of thisswitch is independent of the cabin thermostat setting, and is not adjust-able in flight.
FORWARD CABIN AIR KNOB
The forward cabin air knob control directs warm air to two outletswhich are located on the forward pressure bulkhead. These direct outletsallow fast warm-up when the aircraft is on the ground. Airflow throughthe direct outlets is completely shut off by turning the knob counterclock-wise. The knob may be set at any intermediate position to regulate thequantity of air to the pilot's compartment.
AFT CABIN AIR KNOB
The airflow to all passenger compartment heat registers is controlledby turning the control knob. When the knob is in the clockwise position,the air flows to heat registers in the passengers compartment. Airflowto the heat registers is completely shut off by turning the knob counter-clockwise. The knob may be set in any intermediate position to regulatethe quantity of air to the cabin.
DEFROST KNOB
Windshield defrosting and defogging is controlled by turning the controlknob labeled DEFROST. When the knob is in the clockwise position, airflows from the defroster outlets at the base of the windshield. When theknob is turned counterclockwise, airflow to the defroster outlets is shut-o-ff. The knob may be set in any intermediate position to regulate the de-froster airflow.
2-37
HEATER OVER-HEAT WARNING LIGHT
An amber overheat warning fight is provided in the annunciator paneland is labeled HEATER OVHT. "%ten illuminated, the light indicates thatthe heater overheat switch has beren actuated and that the temperature ofthe air in the heater/.K^g';:|xc6etfe:d:a25°F. Once the heater overheatswitch has been actuated," the hiatiipurss^off and cannot be restarted un-til the overheat switch, located in the ri^ht forward nose compartment,has been..res;&%-5ij§Ei;pv1r!5i;having the-overheat switch reset, the heatershould be thoroughly checked to .determine the reason for the malfunction.
H E A T E R O P E R A T 1 O N F O R H E A T 1 N G A N D D E F R O S T I N G
(!) Battery Switch - ON. ... - .(2) Cabin Air Knobs - OPEN (turn clockwise).(3) Defrost Knob - Adjust as desired (if defrosting is desired).(4) Cabin Heat Knob - MAX or as desired.(5) Press Air Heat Knob - OPEN (turn clockwise).(6) Cabin Heat Switch - ON.(7) Heat Registers - As desired.
- - --'-,.. . - . - . . NOTE
• If warm air is not felt coming out of the registerswithin one minute, turn cabin heat switch OFF, checkcircuit breaker and try another start. If heater stilldoes not start, no further starting attempt should bemade.
• During heater operation, defrost and/or cabin airknobs should be open (turn cloc'kwise).
HEATER USED FOR VENTILATION
(1) Battery Switch - ON.(2) Cabin Air Knobs - Tusn cXo'slcwise as desired.(3) CaMn.-Ban-Swi.tch - LOW-or-EIGH as-desired.(4) Heat Registers - As desired. -
2-38
III
•or
II
I
W E M A C B L O W E R O P E R A T I O N
The WEMAC BLOWER switch supplies forced ventilation through theoverhead directional vents when placed in the low or high position. Poweris supplied to the two-speed fan located under the aft floor through a three-position toggle switch which is located to the right of the throttle quadrant.
OXYGEN SYSTEMi
Although this aircraft exceeds the safety requirements for operation ofpressurized aircraft at high altitude, it is felt that some words of cautionare desirable in order to avoid unnecessary hazards. Normal operationsmay be conducted without supplemental oxygen for extended periods up toa cabin altitude of approximately 10, 000 feet. Although the cabin altitudewill not exceed 14, 200 feet for operation up to the maximum altitude of30, 000 feet, it should be pointed out that the expected time that a personwill remain conscious in the event that the cabin must be depressurizedis less than one minute if supplementary oxygen is not used.
An altitude warning light is provided which indicates when the cabin al-titude is higher than 10, 000 feet. This indication is controlled by a baro-metric switch which senses cabin altitudes and is functional when the bat-tery switch is ON.
An oxygen system is required when the cabin altitude exceeds 10, 000feet. It is recommended that oxygen be used by all occupants when thecabin altitude warning light illuminates. An optional 48. 3 or 76. 6 cubicfeet capacity oxygen system is available which is suitable for cruising ataltitudes in excess of 23, 500 feet for extended periods. See Figure 2-15for oxygen consumption. Adequate oxygen flow rates are provided forcabin altitudes up to 30, 000 feet.
An optional 11. 0 cubic feet capacity system is also available. Thissystem is designed solely to provide for emergency descents as describedin Section in.
NOTE
The pilot should always select the red hose assem-bly since it provides the highest oxygen flow rate.
2-39
OPERATION•?~
The oxygen system is activated by pulling the oxygen knob to the ONposition, allowing oxygen to flow from the regulator to all cabin outlets.A normally closedx.'fa:lveaij^a%t'oxygen outlet is opened by inserting theconnector of the -masfcand^p-fssemblyf After flights using oxygen,the pilot should ensure thgfiSe oxygen sgsJeiB has been deactivated byunplugging all masks^^^iishin'g the oxy||feii:lntob completely to the OFFposition.
^'-- *_- NOTE
If the oxygen ,knob is left in an intermediate position- between ON and OFF, it may allow low pressure oxy-
•-*;•*• gen to bleed through.the regulator overboard.
B e f o r e Flight
(1) Oxygen Knob - PULL-ON. '(2) Oxygen Pressure Gage - Check for sufficient pressure for an-
ticipated flight requirements, see Figure 2-15.(3) Check that oxygen masks and hose assemblies are available.
During Flight
WARNING
Permit no smoking when using oxygen. Oil, grease,soap, lipstick, lip balm, and other fatty materialsconstitute a serious fire hazard when in contact withoxygen. Be sure hands and clothing are oil-free be-fore handling oxygen equipment.
(1) Hose Assembly -^elect^prjDjjgrhrjse assembly for altitude.(2) Mask - Connect mask and noisettesembly and put mask on.(3) Hose Coupling - Plug into overhead console.(4) Oxygen Flow Indicator - Check flow. (Indicator toward mask in-
dicates proper flow.)(5) Disconnect hose coupling when not in use.
2-40
OXYGEN CONSUMPTION RATE CHART
C Y L I N D E R C A P A C I T YCUBIC FEET
ALTITUDE RANGE
FEET
HOSE A S S E M B L Y
COLOR
CONSUMPTIONP S I / HR
76.6
10,000
22,000
ORANGE
125
22,000
30,000
RED
195
48.3
10,000
22,000
ORANGE
197
22,000
30,000
RED
308
1 1 .0 '
10,000
22,000
ORANGE
965
22,000
30,000
RED
1352
OXYGEN DURATION CALCULATION:
Total Oxygen Duration (Hours) - oxygen pressure indicator reading -=- [oxygen consumption
(PSI/HR) x number of passengers + pilot consumption rate])
EXAMPLE; (76.6 cu. f t . c a p a c i t y ) (1200 psi, o x y g e n p r e s s u r e indicator reading)
1. P lanned F l i gh t -P i l o t and 4 p a s s e n g e r s at 12,000 f e e t cab in al t i tude.
2 . F r o m C h a r t - A t l 2 , 0 0 0 f e e t c a b i n a l t i t u d e , t h e p a s s e n g e r f l o w
rate is 125 PSI/HR and the pi lotf low rate is 195 PSI/HR.
3. O x y g e n Du ra t i on = 1200 -=- (4 x !25 + 195) = 1.73 hours .
EXAMPLE; (48.3 cu. ft. capacity) (1550 psi, oxygen press u re indicator reading]
1. P l a n n e d F l igh t - P i lo t and 5 p a s s e n g e r s a t !3 ,000 feet cab in alt i tude
2. From Chart - At 13,000 f e e t cab in a l t i t ude , the p a s s e n g e r f low rate
is 197 PSI/HR and the pilot f low ra.te is 308 PSI/HR.
3. Oxygen Dura t ion = 1 550 -j- (5 x 1 97 + 308] = 1.19 hours.
EXAMPLE: (11.0 cu. ft. capaci ty) (1800 psi, oxygen p r e s s u r e ind ica tor reading)
1 . P l a n n e d F l igh t - P i l o t and 5 p a s s e n g e r s at 22,5 00 feet cabin altitude
(cabin depressur ized ] .
2 . From C h a r t -A t 22,5 00 f e e t c a b i n alt i tude, the p a s s e n g e r and p i lo t
f l ow ra tes are 1352 PSI /HR.
3. Oxygen Duration-1800-f- (6 x !352 ) = .22 hours.
Figure 2-15
2-41
OXYGEN S't! 'SERVICING
The oxygen cylinders, when' fully charged, contain approximately 11. 0,48. 3 and 76. 6 cubic feet of oxygen, under a pressure of 1800 PSI at 70° F.Pilling pressures will vary, however, due to the ambient temperature inthe filling area, and because of the temperature rise resulting from com-pression of the oxygen. Because of this, ;±nerely filling to 1800 PSI willnot result in a properly filled cylinder. Fill to the pressures indicatedin Figure 2-16 for the ambient temperature.
NOTE
^_©il, grease^, or other lubricants in contact with-*,-„ ,-•?»-* je a gerious fjre hazard, and such
conta^-miist be avoided when handling oxygenequipment.
The 11. 0, 48. 3 and 76. 6 cubic feet capacity cylinders are servicedthrough a filler valve accessible through the left nose baggage door. TheServicing Requirements Table, located on the inside back cover of themanual, lists the correct type of oxygen for refilling the cylinders.
A M B I E N TT E M P E R A T U R E
° F
01 02030405060
F I L L I N GP R E S S U R E
P S I G
1600165016751725177518251875
Example - If ambient temperature
A M B I E N TT E M P E R A T U R E
° F
708090
1001 1 0120130
F I L L I N GP R E S S U R E
P S I G
1 9251 9 5 02 0 0 020502 1 0 02 1 5 02 2 0 0
is 70° F, fill oxygen cylinder toapproximately 1925 psig - as close to this pressure as the gagecan be read. Upon cooling, the cylinder should have approxi-mately 1800 psi pressure.
Figure 2-16
2-42
\e face masks used with the oxygen system are the parti al-rebreath-
ing type. The pilot's mask is a permanent type mask, while the remain-der are the semi-permanent type. They may be cleaned with alcohol orused as disposable masks. Additional masks and hose assemblies areavailable from your Cessna Dealer.
P R O P E L L E R SYNCHRONIZERThe propeller synchronizer matches propeller RPM of the two engines
on the aircraft. The propeller RPM of the slave (right) engine will followchanges in RPM of the master (left) engine over a limited range. Thislimited range feature prevents the slave engine losing more than a fixedamount of propeller RPM in case the master engine is feathered with thesynchronizer on. The synchronizer switch in the OFF position will auto-matically actuate the synchronizer to the center of its range before stop-ping, to insure that the control will function normally when next turned on.The system indicator light should light when the synchronizer switch is inthe ON position.
In addition to maintaining propeller synchronization and elimination ofthe unpleasant audio beat accompanying unsynchronized operation, the pro-peller synchronizer can also provide a significant reduction in cabin vi-bration by maintaining an optimum angular or phase relationship betweenthe two propellers.
With the propellers slightly out of synchronization so that an audio beatis obtained approximately once each 5 seconds, it should be noted that thevibration level of the cabin and instrument panel will increase and de-crease at a rate of approximately once each 20 seconds. Optimum opera-tion will be obtained by manually synchronizing the propellers and engag-ing the synchronizer during the period of minimum vibration. The angu-lar relationship of the propellers should be maintained for extended peri-ods of time unless disturbed by moderate atmospheric turbulence.
NOTE
• Manually synchronize and phase the engines priorto switching the propeller synchronizer system ON.
• The propeller synchronizer must be switchedOFF during takeoff, landing and single-engine opera-tion.
2-43
SOURCE VALVE
A static-pressure alternate-source valve, installed in the static sys-tem, directly belqjytJre;Sa3jkJa^Sake handle, supplies an alternate staticsource should the external source malfunction. -When open, this valvevents to'the static pressure in the nose compartment. A drain valve islocated behind the pigSlrd'pa?ffil"BSI:Sw?fh:epTairking brake. Consult theCessna Model 340 Pilot's Checklist, which was provided to you with therest of the papers in your aircraft, for detailed calibrations.
CAUTION
Do not open drain valve while the cabin is pres-•^ surized as flight instrument damage will result.
CABIN DOORThe main cabin door is a two section, outward opening, airstair door.
The lower section folds down, to provide two steps for ease in boardingand deplaning passengers, while the top portion folds up.
The-door handle. is located such that the upper door must be open togain accllsiNjOrtiK' In addition the locking pin receptacles can be visuallyinspected for positive engagement. As an additional safety factor, a cabindoor warning light is provided. This light is located in the annunciatorpanel and is illuminated when the cabin door is not securely latched. Fornight entrance and exit, courtesy lights are provided in the cockpit and bythe cabin door. These lights are connected directly to the battery and maybe turned on or off by using the switches located on the instrument panelor beside the entrance door. Since these lights operate directly off of thebattery an indicator light is provided in the annunciator panel which illu-minates when the courtesy light is on.
PITOT HEAT SWITCH
When the pitot heat switch is^placed in the ON position, the heatingelement in the pitpt tube, "stall w^ScJung transmitter and the main fueltank vents are electrically heated to maintain proper operation of thesystem during icing conditions. The switch should always be in theOFF position while on the ground to prevent overheating of the heatingelements.
2-44
EMERGENCY EXIT
For emergency exit, the forward oval cabin window on the right sideof the passengers compartment can be removed. Pull off the plastic cov-er over the emergency release handle under the window. Turn the re-lease handle counterclockwise to release the window retainers, then pullthe window in and down.
TURBOCHARGED ENGINE SYSTEMYour Model 340 is equipped with turbocharged engines which make it
possible to maintain sea level horsepower to 16, 000 feet.
Except for being turbocharged the Model 340 engines work and act justlike any normally aspirated engines. However, because the engines areturbocharged, some of the engine characteristics are different. The in-tent of this section is to point out some of the items that are affected byturbocharging, and outline the correct procedures to be followed^ so thatoperation becomes easier and simpler for Model 340 Owners.
For a better understanding of the Model 340 Turbo System, let us fol-low the induction air through the engine until it is expelled as exhaustgases. Reference should be made to the Turbo System Schematic shownin Figure 2-Yi as you read through the following steps.
(1) Engine induction air is taken in through an intake (1), located inthe inboard side of the engine nacelle, at which point it passesthrough a filter and then into the compressor (2).
(2) The compressor compresses the induction air.(3) Most of the pressurized induction air from the compressor then
passes into the cylinders through the induction manifold (3). Asmall portion of this pressurized air is routed to the cabin forpressurization.
(4) The air and fuel are burned and the exhaust gases are thenrouted to the turbine through the exhaust manifold (4).
(5) The exhaust gases drive the turbine (5) which, in turn, drivesthe compressor.
(6) The turbine has enough power to allow the engine to operate at• manifold pressures in excess of the maximum 33. 0 inches.
Therefore, in order not to exceed 33. 0 inches of manifold pres-sure, a bypass or waste gate (6) is used so that some of the ex-haust will be expelled overboard instead of passing through theturbine.
2-45
TURBO SYSTEM SCHEMATIC
THROTTLE VALVE
RAM AIRINLET (1 )
INDUCTION AIRFILTER
COMPRESSOR (2 )
TURBINE (5 )
INDUCTION MANIFOLD ( 3 )
ENGINE INDUCTION AIR
ENGINE EXHAUSTAIRMECHANICAL ACTUATION
Figure 2-17
It can be seen, from studying theaffects the flow, of induction air into?||;S-SSMpIe%S'orl;;&r "the: flow of exhaustgases into the turMne,^Mjtacrea§e_0te'decreas:e the.sp.eed of the turbo-charger. This resultant csharfge ih flow will-have no effect on the engineif the waste gate is still open because the waste gate position will auto-matically change to hold compressor discharge pressure constant. Thewaste gate automatically maintains allowable compressor discharge pres-sure when below 16, 000 feet with full throttle and full RPM. Above
2-46
16, 000 feet, the turbo system automatically operates the waste gate tolimit the manifold pressure to approximately a ratio of 2. 1 x ambientpressure. This will give approximately placarded manifold pressure dur-ing single-engine climb; however, during multi-engine climbs at higherspeeds or with closed cowl flaps, some throttling may be required tomaintain placarded manifold pressure. When the waste gate is closed,any change in the turbocharger speed will mean a change in engine opera-tion. Anything that causes an increase or decrease in turbine speed willcause an increase or decrease in manifold pressure. If turbine speed in-creases, the manifold pressure increases; if the turbine speed decreases,the manifold pressure decreases. Any change in exhaust flow to the tur-bine or ram induction air pressure, whether it is an increase or decrease,will be magnified approximately 8 to 10 times by the compression ratioand the change in flow through the exhaust system.
TURBOCHARGED ENGINE OPERATINGCHARACTERISTICS
MANIFOLD PRESSURE VARIATION WITH ENGINE RPM
When the waste gate is open, the turbocharged engine will react thesame as a normally aspirated engine when the engine RPM is varied.That is, when the RPM is increased, the manifold pressure will decreaseslightly. When the engine RPM is decreased, the manifold pressure willincrease slightly.
However, when the waste gate is closed, manifold pressure variationwith engine RPM is just the opposite of the normally aspirated engine. Anincrease in engine RPM will result in an increase in manifold pressure,and a decrease in engine RPM will result in a decrease in manifold pres-sure.
MANIFOLD PRESSURE VARIATION WITH ALTITUDE
At full throttle, your turbocharger is capable of maintaining the maxi-mum allowable manifold pressure of 33 inches Hg,, well above 16, 000feet. However, engine operating limitations establish the maximum man-ifold pressure that may be used. Prom 16, 000 feet to higher altitudes,the turbo system automatically reduces the maximum manifold pressureyou will be able to obtain to .a ratio of 2. 1 x ambient pressure; however,cruise power setting must be manually set.
2-47
MANIFOCDgERTESSURE VARIATION WITH AIRSPEED
When the waste gate is open at low altitude, changes in air speed havelittle or no effect on manifold pressure. However, at high altitudes whenthe waste gate Is closed, manifold pressure will vary with variations inairspeed. This is because any change In pressure at the compressor in-let is magnified 8 to :3jO times at the compressor outlet due to compres-sion ratio and exhausfrflow changes.
FUEL FLOW VARIATIONS WITH CHANGES IN MANIFOLD PRESSURE
The engine-driven fuel pump output is regulated by engine speed andcompressor discharge pressure. Engine fuel flow is regulated by fuelpump output/aficPth'e metering effects of the throttle and mixture controlWhen the waste gate is open, fuel flow will vary directly with manifoldpressure, engine speed, mixture, or throttle control position. In thiscase, manifold pressure is controlled by throttle position and the wastegate controller, while fuel flow varies with throttle movement and mani-fold pressure.
When the waste gate is closed and manifold pressure changes are dueto -Mrl^agargef. output, as discussed previously, fuel flow will followmanifold pressure even though the throttle position is unchanged. Thismeans that fuel flow adjustments required by the pilot are minimized to(1) small initial adjustments on takeoff or-"elimb-out for the proper richch'mb setting, (2) lean-out in cruise to the desired cruise fuel flow sche-dule, and (3) return to the full rich position for approach and landing.
MANIFOLD PRESSURE VARIATION WITH INCREASING ORDECREASING FUEL FLOW
When the waste gate is open, movement of the mixture control haslittle or no effect on the manifold pressure of the turbocharged engine.
When the waste gate is closed,- anjr change in fuel flow to the enginewill have a corresponding 3hatigfe-53j^%i5ifold pressure. That is, Increas-ing the fuel flow williiicjreas^ljie^a'nlfold pressure and decreasing thefuel flow will decrease the mttmfolcl pressure. This is because an in-creased fuel flow to the engine Incre'ases the mass flow of'the exhaust.This turns the turbocharger faster, increasing the induction air flow andraising the manifold pressure.
2-48
M O M E N T A R Y O V E R B O O S T O F M A N I F O L D P R E S S U R E
Under some circumstances (such as rapid throttle movement, especial-ly with cold oil) it is possible that the engine can be overboosted above themaximum allowable manifold pressure of 33. 0 inches Hg. This wouldmost likely be experienced during the takeoff roll or during a change tofull throttle operation in flight. Therefore, it is still necessary that thepilot observe and be prepared to control the manifold pressure.
Slight overboosting is not considered detrimental to the engine so longas it is momentary. Momentary overboost of 2 to 3 inches Hg. manifoldpressure can usually be controlled by slower throttle movement and nocorrective action is required when momentary overboost corrects itselfand is followed by normal engine operation. However, if overboosting ofthis nature persists or if the amount of overboost goes as high as 4 inchesHg. manifold pressure or more, the controller system should be checkedfor necessary replacement or adjustment of components.
A L T I T U D E O P E R A T I O N
Because your turbocharged aircraft will climb faster and higher thana normally aspirated aircraft, fuel vaporization may be encountered andthe following items should be remembered:
(1) Turn the auxiliary fuel boost pumps ON when climbing to alti-tudes above 10, 000 feet. By turning the fuel boost pumps ONwhen climbing through 10, 000 feet, the vaporization problem iseliminated. The fuel boost pumps should be left ON severalminutes after cruise in level flight has been established.
(2) Lean the mixture during the climb to the proper fuel flow for thepower being used.
H I G H A L T I T U D E E N G I N E A C C E L E R A T I O N
Your engine will accelerate normally from idle to full throttle with fullrich mixture at any altitude below 16, 000 feet. At higher altitudes, it isusually necessary to lean the mixture to get smooth engine accelerationfrom idle to maximum power. At altitudes above 25, 000 feet, and withtemperatures above standard, it takes one to two minutes for the turbineto accelerate from idle to maximum RPM, although adequate power isavailable in 20 to 30 seconds.
2-49
E N G 1 NTj|j;fjM^W N
After extended periods of ground engine operation above 1600 RPM'orwhen the cylinder head temperature indicator shows values within the
1te?
1upper half of the green arc, reduce power tO speeds between 600 and 800RPM-fo-r a-period of not less than 2 to 3 minutes prior to engine shutdown.This proeedure is intended to reduce internal turbocharger temperaturesand preclude the possibility of premature accumulations of carbon on theturbine shaft seals.
1O V E R H E A D CONSOLE
The overhead consola,. see Figure 2-18, includes the instrument panellight and^eBnteol, avionics speaker and individual pilot and copilot jacksfor headphones., microphones and oxygen.
O V E R H E A D C O N S O L E
r-OVERHEAD DIRECTIONAL AIR VENTS , INSTRUMENT PANEL LIGHT CONTROL
V ' _-— - -
To', r^-- y;1 \" _ 1 ^
^*™"-— v—V, .
\S SPEAKER ^
2-50
.jL^-*****- HEADSET JACK•**"•" r - ,^i^^^"^
1+ . ^\ w^ — OXYG EN JACKS
( h/-~~*-K>~~?~~- HEADSET JACK
/ ^ FORWARD
Figure 2-18
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gi(MEMERGENCY PROCEDURES
I
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ENGINE INOPERATIVE P R O C E D U R E S
ENGINE F A I L U R E D U R I N G T A K E O F F - SPEED BELOW 105 MPH(With S u f f i c i e n t Run way Remaining)
(1) Throttles - CLOSE IMMEDIATELY.(2) Brakes - AS REQUIRED.
NOTE .
The distance required for the aircraft to be acceler-ated from a standing start to 105 MPH IAS on theground, and then decelerate to a stop with heavybraking is presented in the Accelerate Stop DistanceChart in Section VI for various combinations of con-ditions.
E N G I N E F A I L U R E AFTER T A K E O FF - S P EE D(Without Suff ic ient Runway R em aining)
A B O V E 105MPH
(1) Mixtures - FULL RICH. '(2) Propellers - FULL FORWARD.(3) Throttles - FULL FORWARD (33. 0 inches Hg.).(4) Landing Gear - UP.(5) Inoperative Engine:
(a) Throttle - CLOSE.(b) Mixture - IDLE CUT-OFF.(c) Propeller - FEATHER.
(6) Establish Bank - 5° Toward operative engine.(7) Climb to Obstacle - 105 MPH IAS.(8) Climb at Best Single-Engine Climb Speed - 115 MPH IAS.(9) Wing Flaps - UP (if extended) in small increments.
(10) Trim Tabs - ADJUST.
1 3-1
(11)
(e)(12) As Soon as
le - SECURE as follows:Fuel Selector - OFF, . -Auxiliary Fuel Pump - OFF.Magneto Switches - OFF. ;,.i- .Alternator Switch - OFF. |fc"-Cowl Flap - CLOSED.
> LAND.
SUPPLEMENTARY INFORMATION CONCERNING ENGINE F A I L U R E •DURINGJAKEOFF
The most critical time for an engine failure condition in a multi-engine air=cai^^j.s during a two or three second period late in the takeoffrun while the aircraft is accelerating to a safe engine failure speed. Adetailed knowledge of recommended single-engine airspeeds in Figure3-1 is essential for safe operation of the aircraft.
The airspeed indicator is marked with a Red radial line at the mini-mum single-engine control speed and a Blue radial line at the best single-engine rate-of-climb speed to facilitate instant recognition. The follow-ing paragraphs present a detailed discussion of the problems associatedwith engine>.failures during takeoff.
SINGLE-ENGINE AIRSPEED NOMENCLATURE MPH - IAS
(1) Minimum Single-Engine Control Speed (red radial) 97(2) Recommended Safe Single-Engine Speed 105(3) BestSingle-Engine Angle-of-Climb Speed 110(4) Best Single-Engine Rate-of-Climb5peed (Flaps Up) (blue radial). . 115
Figure 3-1
MINIMUM SINGLE-ENGINE CONTROL SPEED. The multi-engine air-craft must reach the minimum control speed (97 MPH IAS) before fullcontrol deflections can counteract the adverse rolling and yawing ten-dencies associated with one engine inoperative and full power operationon the other engine. This speed is indicated by a Red radial line on theairspeed indicator. • .
3-2
I
IIIIIllI
I
I
RECOMMENDED SAFE SINGLE-ENGINE SPEED. Although the aircraftis controllable at the minimum control speed, the aircraft performanceis so far below optimum that continued flight near the ground is improb-able. A more suitable recommended safe single-engine speed is 105MPH IAS, since at this speed, altitude can be maintained more easilywhile the landing gear is being retracted and the propeller is beingfeathered.
BEST SINGLE-ENGINE ANGLE-OF-CLIMB SPEED. The best single-engine angle-of-climb speed becomes important when there are obstaclesahead on takeoff. Once the best single-engine angle-of-climb speed isreached altitude becomes more important than airspeed until the obstacleis cleared. The best single-engine angle-of-climb speed is approximate-ly 110 MPH IAS with flaps up.
BEST SINGLE-ENGINE RATE-OF-CLIMB SPEED (FLAPS UP). The bestsingle-engine rate-of-climb speed becomes important when there are noobstacles ahead on takeoff, or when it is difficult to maintain or gain alti-tude in single-engine emergencies. The best single-engine rate-of-climbspeed is 115 MPH IAS with flaps up below 16, 000 feet'. This speed isindicated by a Blue radial line on the airspeed indicator.
The variations of flaps up best single-engine rate-of-climb speed'withaltitude is shown in Section VI. For best single-engine climb perfor-mance, the wings should be banked 5° toward the operative engine.
Upon engine failure after reaching 105 MPH IAS on takeoff, the multi-engine pilot has a significant advantage over a single-engine pilot, for he
4ias a choice of stopping or continuing the takeoff. This would be similarto the choice facing a single-engine pilot who has suddenly lost slightlymore than half of his takeoff power. In this situation, the single- enginepilot would be extremely reluctant to continue the takeoff if he had toclimb over obstructions. However, if the failure occurred at an altitudeas high or higher than surrounding obstructions, he would feel free tomaneuver for a landing back at the airport.
Fortunately the aircraft accelerates through this "area of decision" injust a few seconds. However, to make an intelligent decision in this typeof emergency, one must consider the field length, obstruction height,field elevation, air temperature, headwind, and the gross weight. Theflight paths illustrated in Figure 3-2, indicate that the area of decisionis bounded by: (1) the point at which 105 MPH IAS is reached and (2) thepoint where the obstruction altitude is reached. An engine failure in thisarea requires an immediate decision. Beyond this area, the aircraft,
3-3
SINGLE ENGINE T A K E O F F
105 MPH IAS
A C C E L E R A T E S T O P D I S T A N C E
T O T A L T A K E O F F D I S T A N C E OVER O B S T A C L E '
Figure 3-2
within ffii%mitaiions of single-engine climb performance shown in Sec-tion VI, may-be maneuvered to a landing back at the airport.
At sea level, with zero wind and 5975 pounds gross weight, the dis-tance to accelerate to 105 MPH IAS and stop is 3090 feet, while the totalunobstructed area required to takeoff and climb over a 50-foot obstacleafter an engine failure at 105 MPH IAS is 4460 feet. This total distanceover an obstacle can be reduced slightly under more favorable conditionscf gross weight, headwind, or obstruction height. However, it is recom-mended that in most cases it would be better to discontinue the takeoff,since, any,slight mismanagement of single-engine procedure would morethan offset the small distance advantage offered by continuing the takeoff.Still higher field elevations will cause thj^sihgle-engine failure takeoffdistance to lengthen dis5p^olR^ |Se| ^^.the;aifi|ude is reached wherea successful takeoff is improb^He-:anI|&s3ie;,air|.p*ee;d"'and height abovethe runway at engine failure are great enough to allow a slight decelera-tion and altitude loss while the aircraft is being prepared for a single-engine climb.
i
During single-engine takeoff procedures over an obstacle, only onecondition presents any appreciable advantage, and this is headwind. A
I
III
I
idecrease of approximately 1% in ground distance required to clear a 50-foot obstacle can be gained for each 1 MPH of headwind. Excessive speedabove best single-engine climb speed at engine failure is not nearly as ad-vantageous as one might expect since deceleration is rapid and grounddistance is used up quickly at higher speeds while the aircraft is beingcleaned up for climb. However, the extra speed is important for con-trollability.
The following facts shouM be used as a guide at the time of engine fail-ure: (1) discontinuing a takeoff upon engine failure is advisable undermost circumstances; (2) altitude is more valuable to safety after takeoffthan is airspeed in excess of the best single-engine -climb speed since ex-cessive airspeed is lost much more rapidly than is altitude; (3) climb orcontinued level flight at moderate altitude is improbable with the landinggear extended and the propeller windmilling; (4) in no case should theairspeed be allowed to fall below the best single-engine angle-of-climbspeed, even though altitude is lost, since this speed will always providea better chance of climb, or a smaller altitude loss, than any lesserspeed. The single-engine best rate-of-climb speed will provide the bestchance for climb or the least altitude loss, and is preferable unless thereare obstructions which make a steep climb necessary.
Single-engine procedures should be practiced in anticipation of anemergency. This practice should be conducted at a safe altitude, with .full power operation on both engines, and should be started at a safespeed of at least 120 MPH IAS. As recovery ability is gained with prac-tice, the starting speed may be lowered in small increments until thefeel of the aircraft in emergency conditions is well known. Practiceshould be continued until: (1) an instinctive corrective reaction is de-veloped, and the corrective procedure is automatic and, (2) airspeed,altitude, and heading can be maintained easily while the aircraft is beingprepared for a climb. In order to simulate an engine failure, set bothengines at full power operation, then at a chosen speed, pull the mixturecontrol of one engine into IDLE CUT-OFF, and proceed with single-engineemergency procedures. Simulated single-engine procedures can also bepracticed by setting propeller RPM to simulate critical engine inoperativeas shown in Figure 3-3.
ENGINE FAILURE DURING FLIGHT(1) Inoperative Engine - DETERMINE (idle engine same side as idle
foot).
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Before Securing Inoperative Engine:
(2) Fuel Flow - CHECK, if deficient, position auxiliary fuel pumpswitch to ON.
NOTE
If fuel selector is in AUXILIARY TANK position,switch to MAIN TANK and feel for detent.
(3) Fuel Quantity - CHECK, and switch to opposite MAIN TANK ifnecessary.
(4) Oil Pressure and Oil Temperature - CHECK, shutdown engineif oil pressure is low.
(5) Magneto Switches - CHECK.
If proper corrective action was taken, engine will restart. If it does not,secure as follows:
(6) Inoperative Engine - SECURE.(a) Throttle - CLOSED.(b) Mixture - IDLE CUT-OFF.(c) Propeller - FEATHER.(d) Fuel Selector - OFF.(e) Auxiliary Fuel Pump - OFF.(f) Magneto Switches - OFF.(g) Alternator Switch - OFF.(h) Cowl Flap - CLOSED.
(7) Operative Engine - ADJUST.(a) Power - AS REQUIRED.(b) Mixture - AD JUST-for power.(c) Fuel Selector - MAIN TANK (feel for detent).
. (d) Auxiliary Fuel Pump - ON.(e) Cowl Flap - AS REQUIRED.
(8) Trim Tabs - ADJUST (5° bank toward operative engine).(9) Electrical Load - DECREASE to maintain a positive battery.
(10) As Soon as Practical - LAND.
ENGINE RESTARTS IN FLIGHT (After Feathering)
A I R C R A F T W I T H O U T O P T I O N A L P R O P E L L E R U N F E A T H E R I N GS Y S T E M I N S T A L L E D
(1) Magneto Switches - ON.
3-7
(2)(3)(4)C5)(ey(7)(8)(9)
(10)
approximately one inch.—FORWARD of detent.
Mixture - FULL RICH. ,Fuel Selector - MAIN TANK (feel for detent).
"Button - PRESS.Igwitch - ACTIVATE.
Starter" and^PxiJner Switch - RELEASE when engine fires.Auxiliary Pumps - ON.Power..- Increase after cylinder head temperature reaches200°F. • '
NOTE
.. ILs^art t§ unsuccessful, turn inoperative engine-^?m.a|pLff§ switches OFF, retard mixture to ID LE^^S^W^DFF, open throttle fully, and engage starter'
for several revolutions. Then repeat air-startprocedures.
A I R C R A F T W I T H O P T I O N A L P R O P E L L E R U N F E A T H E R 1 N GS Y S T E M I N S T A L L E D
(1) Fuel Selector - MAIN TANK (feel for detent).(2) Magneto Switches - ON.(3) Throttle - FORWARD approximately one inch.(4) Mixture - FULL RICH.(5) Propeller - FULL FORWARD.
NOTE
The propeller will automatically windmill whenthe propeller lever is moved out of the FEATHERposition.
(6) Propeller - RETARD to detent when propeller reaches 1000RPM. * -•* --tf^as^tt—- -%^-
(7) Auxiliary Pumps - ON. _ - ,. -'"(8) Power - Increase affe^cyJiSder head temperature reaches
200°F
M A X I M U M G L I D E
In the event of a double-engine failure condition, maximum gliding dis-tance can be obtained by feathering both propellers, and maintaining ap-proximately 120 MPH IAS with landing gear and wing flaps up. Refer tothe Maximum Glide, Figure 3-4, for maximum glide data.
\:li
MAXIMUM GLIDE
t—
u_1
<D£
m 't-LLJ
0
t-XD111X
/
/•/
/
//
//'
//
//
s
/
[/
/
/
/
W I N G F L A P S UPL A N D I N G GEAR UP
FEATHERED PROPELLERSZERO WIND
BEST GLIDE SPEED - MPH
W E I G H TPOUNDS
5975540048004200
IAS
1271 21113IDS
0 10 20 30 40GROUND DISTANCE - STATUTE MILES
50 60
Figure 3-4
SINGLE ENGINE A P P R O A C H AND LANDING
(1) Mixture - FULL RICH.(2) Propeller - FULL FORWARD.(3) Approach at 118 MPH IAS with excessive altitude.(4) Landing Gear - DOWN when within gliding distance of field.(5) Wing Flaps - DOWN when landing is assured.(6) Decrease speed below 108 MPH IAS only if landing is assured.(7) Minimum Single-Engine Control Speed - 97 MPH IAS.
3-9
FORCED LANDING
Landing With Power)
(1)
(2)(3)
(4)
Drag ovelselected field with flaps 15° and 120 MPH IAS air-speed, noting Tryp'e of terrain and obstructions.Plan a wheels-down landing if surface is smooth and hard.Executes^ffiQKnafiLl landing, keeping nose wheel off ground until
fifterSlSteL-s rough or soft, plan a wheels-up landing as follows:.(a) Select a smooth grass covered runway, if possible.(b) Landing Gear - UP.
,.(:c). : . Approach at 120 MPH IAS with flaps down only 15°.•-(&) ' 'Ram Air Control - PULL.. (e) All Switches Except Magneto Switches - OFF.(f) Escape Hatch - REMOVE.(g) Magneto Switches - OFF.(h) Mixtures - IDLE CUT-OFF.(i) Fuel Selectors - OFF.(j) Land in a slightly tail- low attitude.
NOTE
The aircraft will slide straight ahead about 800 feeton smooth sod with very little damage.
FORCED LANDING
(Complete Power Loss )
(1)(2)(3)
(4)(5)(6)
All Switches Except Battery Switch - OFF.Mixtures - IDLE CUT-OFF.Propellers - FEATHER then rotate to horizontal position withstarter if time permits.Fuel Selectors-- OFFT ' £ ' -r ' <• " '-'<• • -• - ••-••'Approach at 120 MPH IAS. " ' ' -.If field is smooth and hard, plan a landing as follows:(a) Landing Gear - DOWN within glide distance of field.(b) Wing Flaps - EXTEND :as necessary when within glide dis-
tance of field.(c) Ram Air Control - PULL.(d) Battery Switch - OFF.
3-10
(e) Escape Hatch - REMOVE.(f) Make a normal landing, keeping nose wheel off the ground
as long as practical.(7) If field is rough or soft, plan a wheels-up landing as follows:
(a) Select a smooth, grass-covered runway if possible,(b) Landing Gear - UP.(e) Approach at 120 MPH IAS with flaps down only 15°.(d) Ram Air Control - PULL.(e) Battery Switch - OFF.(f) Escape Hatch - REMOVE.(g) Land in a slightly tail-low attitude.
G O - A R O U N D (S ing le -Engine)
(1) If absolutely necessary and speed is above 108 MPH IAS, in-crease engine speed to 2700 RPM and apply full throttle.
(2) Landing Gear - UP.(3) Reduce flap setting to 0° (if extended).(4) Cowl Flaps - OPEN.(5) Climb at 115 MPH IAS (110 MPH with obstacles directly ahead),(6) Trim aircraft for single-engine climb.
SYSTEM EMERGENCY P R O C E D U R E S
FUEL SYSTEMENGINE-DRIVEN FUEL PUMP FAILURE
(1) Fuel Selector - MAIN TANK (feel for detent).(2) Auxiliary Fuel Pump - ON.(3) Cowl Flap - OPEN.(4) Mixture - FULL RICH.(5) As Soon as Practical - LAND.(6) Fuel in auxiliary tank is unusable.
3-11
NOTE
If both an engine-driven fuel pump and an auxiliary•£uj||fQurap fail on the same side of the aircraft, thefaiTisr!|r"ejigine-c>_annot be supplied with fuel from theopposite M&D^TANK since that auxiliary fuel pumpwill operate on the low pressure setting as long asthe corresponding engine-driven fuel pump is opera-
ELECTRICAL SYSTEMALTERNATOR F A I L U R E ( s i n g l e )
( i n d i c a t e d by" i l l u m i n a t i o n o f f a i l u r e l ight )
(1) Electrical Load - REDUCE-(2) If circuit breaker is tripped.
(a) Shut off affected alternator.(b) Beset affected alternator circuit breaker.(c) Turn on affected alternator switch.(d) If circuit breaker reopens, turn off alternator.
(3) If circuit breaker does not trip.(a) Select affected alternator on voltammeter and monitor out-
put.(b) If output is normal and failure light remains on, disregard
fail indication and have indicator checked after landing.(c) If output is insufficient turn off alternator and reduce elec-
trical load capacity.(d) If complete loss of alternator output occurs check field
fuse and replace if necessary. A spare fuse is stored inthe spare fuse holder located between the field fuses.
(e) If an intermittent light indication accompanied by voltam-meter fluctuation is observed - Shut off affected alternatorand reduce load to one':alternator capacity.
A L T E R N A T O R F A I L U R E ( d u a l )
( i n d i c a t e d by i l l u m i n a t i o n o f f a i l u r e l i g h t s )
(1) Electrical Load - REDUCE.(2) If circuit breakers are tripped.
(a) Shut off alternators.(b) Reset circuit breakers.
3-12
(c) Turn on alternators.(d) If circuit breakers reopen prepare to terminate flight.
(3) If circuit breakers have not tripped.
11
111IB1
1
(a) Switch to standby regulator,(b) If still inoperative, check field fuses and replace as re-
quired. A spare fuse is stored in the spare fuse holderlocated between the field fuses.
(c) If still inoperative,emergency power.
(d) If still inoperative,alternator.
(e) If still inoperative,terminate flight.
reduce load to a minimum and turn on
turn off left alternator, turn on right
turn off alternators and prepare to
NOTE
The stall warning system is inoperative when thebattery switch is in the OFF position.
F L I G H T I N S T R U M E N T S
O B S T R U C T I O N O R I C I N G O F S T A T I C S O U R C E
(1) Alternate Static Source -- OPEN.(2) Excess Altitude and Airspeed - Maintain to compensate for
change in calibration.
NOTE
• Refer to the Cessna Model 340 Pilot's Checklistfor airspeed and altimeter corrections with alternatestatic source OPEN.
• Be sure the alternate static source is CLOSED forall normal operation.'
V A C U U M P U M P F A I L U R E
.j, (1) Red indicator on gage will show failure.
^\) Automatic valve will select operative source.3-
LAN DHW&Efc-R MANUAL EXTENSIONLANDING GEAR WILL NOT EXTEND ELECTRICALLY
gear will not extend electrically, it may be extendedwith the following steps:
NOTE
ndcrank handle must be stowed in its clip be-will operate electrically. When the
le'is placed in the operating position, it disen-gages the landing gear motor from the actuator gear.
(1) JBefore proceeding manually, check landing gear motor circuitbreaker with landing gear switch DOWN. If circuit breaker istrippUd, allow 3 minutes for it to cool before resetting.
(2) If Landing Gear Motor Circuit Breaker is Not Tripped - PULL.(3) Landing Gear Switch - NEUTRAL (center).(4) Pilot's Seat - TILT full aft (standard) or RAISE (optional).(5) Handcrank - EXTEND and LOCK. (See Figure 2-8.)(6) Rotate Crank - CLOCKWISE four turns past the point where the
gear down lights illuminate (approximately 54 turns).
; - NOTE
During manual extension, never release the hand-crank to let it turn freely of its own accord.
(7) Gear Down Lights - CHECK.(8) Gear Unlocked Light - CHECK.(9) Gear Warning Horn - CHECK with throttle retarded.
(10) Handcrank - PUSH BUTTON and STOW.(11) As Soon as Practical - LAND.
IF LANDING GEAR WILL NOT R E T R A C T E L E C T R I C A L L Y
(1) Do not try to retract manually.
3-14
NOTE
The landing gear should never be retracted withthe manual system, as undue loads will be im-posed and cause excessive wear on the crankingmechanism.
1
111
s
1
(2)(3)(4)(5)(6)
E N G IA I R I N
(1)
(2)(3)
C O L D
(1)
(2)(3)(4)
Landing Gear - DOWN.Gear Down Lights - CHECK.Gear Unlocked Light - CHECK,Gear Warning Horn - CHECK.As Soon as Practical - LAND.
N E I N L E T A I R SYSTEM I C I N GL E T O R F I L T E R I C I N G
Alternate Air Controls - PULL OUT To First Detent (cold alter-nate air position).Propellers - INCREASE (2550 RPM for normal cruise).Mixtures - LEAN as required.
A L T E R N A T E A I R I N L E T I C I N G
Alternate Air Controls - PULL FULL OUT (hot alternate airposition).Propellers - INCREASE (2550 RPM for normal cruise).Mixtures - LEAN as required.Pressurization Air - DUMP (LH and/or RH as appropriate).(a) With Both Pressurization Air Sources Dumped -
1) Ram Air Control - PULL.2) Cabin Pressurization Switch - DEPRESS.
(b) Above 10, 000 Ft. with both pressurization air sourcesdumped.1) If Supplementary Oxygen is Not Available - EMER-
GENCY DESCENT to 10, 000 Ft.2) If Supplementary Oxygen is Available:
a) Oxygen Knob - PULL ON.b) Assure Each Occupant is Using Oxygen.c) Descend as Soon as Practical to 10, 000 Ft..
3-:
PRESS' ffbN SYSTEM EMERGENCIES
IMPEND
(1)(2)(3)
(4)
F A I L U R E O F W I N D O W OR P A N E L
CaBinTPressurization Switch - DEPRESS-Ram Air Control - PULL.If Above 10, 000 TTL and Supplementary Oxygen is Not AvailableEMERGENCY DESCENT TO 10, 000 FT-If Ab5v,e lOj 000 Ft. and Supplementary Oxygen is Available:fa), -©xygen Knob - PULL ON.(b) Assure each occupant is using oxygen.(c) Descend as soon as practical to 10, 000 Ft.
C A B I N O V E R P R E S S U R E ( o v e r 4 .5 PS I )
(1) Pressurization Air Controls - DUMP (pull).(2) If Above 10, 000 Ft. and Supplementary Oxygen is Not Available
EMERGENCY DESCENT TO 10, 000 FT.(3) If Above 10, 000 Ft. and Supplementary Oxygen is Available:
(a) Oxygen Knob - Pull on.(b) Assure Each Occupant is Using Oxygen.(c) Descend as Soon as Practical to 10, 000 Ft.
LOSS OF P R E S S U R I Z A T I O N ABOVE 10,000 FT.
(1) Without Supplementary Oxygen - EMERGENCY DESCENT TO10, 000 FT.
(2) With Supplementary Oxygen:(a) Oxygen Knob - PULL ON.(b) Assure Each Occupant is Using Oxygen.(c) Descend as Soon as Practical to 10, 000 Ft.
P R E S S U R I Z A T I O N A I R CONTAMINATION
(1) Pressurization Air Controls - DUMP LH and/or RH as Necessary.(a) With Both Air Sources Dumped:
1) Ram Air Control - PULL.2) Cabin Pressurization Switch - DEPRESS-
(2) Above 10, 000 Ft. with Both Air Sources Dumped:(a) If Supplementary Oxygen is Not Available - EMERGENCY
DESCENT TO 10, 000 FT.
3-16
(b) If Supplementary Oxygen is Available:1) Oxygen Knob - PULL ON.2) Assure Each Occupant is Using Oxygen3) Descend as Soon as Practical to 10, 000 Ft.
1
1v11•
11•
1•
111
•3
E M E R G E N C Y D E S C E N T P R O C E D U R E SP R E F E R R E D P R O C E D U R E
(1) Throttles - IDLE.(2) Propellers - FORWARD.(3) Mixtures - FULL RICH.(4) Wing Flaps - UP.(5) Landing Gear - UP.(6) Airspeed - 270 MPH CAS.
I N T U R B U L E N T A T M O S P H E R I C C O N D I T I O N S
(1) Throttles - IDLE.(2) Propellers - FORWARD(3) Mixtures - FULL RICH.(4) Wing Flaps - UP.(5) Landing Gear - UP.(6) Airspeed - 179 MPH CAS (maneuvering speed).
L A N D I N G E M E R G E N C I E S
L A N D I N G WITH FLAT M A I N G E A R T I R E
If a blowout occurs during takeoff, and the defective mainidentified, proceed as follows:
(1) Landing Gear - UP.(2) Fuel Selectors - Turn to MAIN TANK on same side
tire and feel for detent. Proceed to destination, toload.
gear tire is
as defectivereduce fuel
3-1
NOTE
Fuel should be used from this tank first, to lightenthe load on the wing, prior to attempting a landing,if inflight time permits. However, an adequatesupply of fuel should be left in this tank so that itmay be used during landing.
(3) Fuel Selectors - Left Engine - LEFT MAIN (feel for detent).Bight Engine - EIGHT MAIN (feel for detent).
(4) Select a runway with a crosswind from the side opposite the de-fective tire, if a crosswind landing is required.
(5) Landing Gear - DOWN (below 160 MPH CAS).•(6) :.-r@iie.&Jslafliding; gear-down indicator lights (green) for indication
and" gear unlock light (red) out.(7) Wing Flaps - DOWN. Extend flaps to 45°.(8) In approach, align aircraft with edge of runway opposite the de-
fective tire, allowing room for a mild turn in the landing roll.(9) Land slightly wing-low on the side of inflated tire and lower nose
wheel to ground immediately, for positive steering.(10) Use full aileron in landing roll, to lighten load on defective tire.(11) Apply brakes only on the inflated tire, to minimize landing roll
and maintain 'directional control.(12) Slop aircraft to avoid further tire and wheel damage, unless
active runway must be cleared for other traffic.
LANDING WITH FLAT NOSE GEAR TIRE
If a blowout occured on the nose gear tire during takeoff, prepare forlanding as follows:
(1) Landing Gear - Leave DOWN.
NOTE
Do not attempt tyVetradfth'e^^dingsgeair if a nosegear tire blowout occurs. The* ni6se<|'efar>tire maybe distorted enough to bind the nose wheel strutwithin the wheel well and prevent later extension.
(2) Move disposable load to baggage area and passengers to avail-able rear seat space.
(3) Wing Flaps - 0° to 15°as desired.
.3-18
1•
1'
1
1•
1•
-£•?
11
(4)(5)
(6)(7)(8)
(9)
Land in a nose-high attitude with or without power.Maintain back pressure on control wheel to hold nose wheel offthe ground in landing roll.Use minimum braking in landing rolLThrottles - Retard in landing roll.As landing roll speed diminishes, hold control wheel full aft un-til aircraft is stopped.Avoid further tire damage by holding additional taxi to a mini-mum.
L A N D I N G WITH D E F E C T I V E M A I N G E A R
Reduce fuel load In the tank on the side of the faulty main gear as ex-plainedload is
(1)
(2)
(3)(4)(5)
(6)(V)
(8)
(9)(10)
(11)
(12)(13)
in paragraph "Landing With Flat Main Gear Tire. " When fuelreduced, prepare to land as follows:
Fuel Selectors - Left Engine - LEFT MAIN (feel for detent).Right Engine - RIGHT MAIN (feel for detent).
Select a wide, hard surface runway, or if necessary, a wide sodrunway. Select a runway with crosswind from the side oppositethe defective landing gear, if a crosswind landing is necessary.Landing Gear - DOWNWing Flaps - DOWN.In approach, align aircraft with edge of runway opposite the de-fective landing gear, allowing room for a ground- loop in landingrolLBattery Switch - OFF.Land slightly wing- low toward the operative landing gear andlower the nose wheel immediately for positive steering.Start moderate ground- loop into defective landing gear until air-craft stops.Mixture Levers - IDLE CUT-OFF (both engines).Use full aileron in landing roll to lighten the load on the defectivelanding gear.Apply brake only on the operative landing gear to maintain de-sired rate- of- turn and minimize the landing rollFuel Selectors - OFF.Evacuate the aircraft as soon as it stops.
3-19
LAN 'FfCTIVFNOSE GEAR
Sod R u n w a y — Main G e.ar Retracted
This procedure will produc-e a rninimura amount of aircraft damage onsmooth runways. This procedure is also recommended for short, roughor uncertain field condition's where passenger safety, rather than mini-mum aircraft damage, i's the prime consideration.
(1) SeHsqJ a smooth grass-covered runway, if possible.(2) ' "Tandfrtg Gear - UP.(3) Approach at 120 MPH IAS with flaps down only 15°.(4) All Switches Except Magneto Switches - OFF.(5) -- Bscape^ttch - REMOVE.(6) Laniin-'i. slightly tail-low attitude.(7) Mixture Levers - IDLE CUT-OFF (both engines).(8) Magneto Switches - OFF.(9) Fuel Selectors - OFF.
Smooth Hard Sur f ace Runway—N\n Gear E x t e n d e d
(1) Move "disposable load to baggage area and passengers to avail-able rear seat space.
(2) Select a smooth hard surface runway.(3) Landing Gear - DOWN.(4) Approach at 120 MPH IAS with flaps 15°.(5) All Switches Except Magneto Switches - OFF.(6) Land in a slightly tail-low attitude.(7) Mixture Levers - IDLE CUT-OFF (both engines).(8) Magneto Switches - OFF.(9) Hold nose off throughout ground roll. Lower gently as speed
dissipates.
DITCHING
(1) Plan approach into wind if winds are high and seas are heavy.With heavy swells and light wind, land parallel to swells, beingcareful not to allow wing tips to hit first.
(2) Approach with landing gear retracted, flaps 45° and enoughpower to maintain approximately 300 ft/min rate-of-descentat approximately 108 MPH IAS at 5300 pounds gross weight.
3-20
IJIIIIIIIIIIIIa"
I
(3) Maintain a continuous descent until touchdown to avoid flaringand touching down tail-first, pitching forward sharply, and de-celerating rapidly. Strive for initial contact at fuselage areabelow rear cabin section (point of maximum longitudinal curva-ture of fuselage). .
3-21
3-22
IIIIIIIIIII
»•»
II
I
I
5IIII•*<
I9
I
OPERATING LIMITATIONS
OPERATIONS AUTHORIZED
Your Cessna with standard equipment, exceeds the requirements ofairworthiness as set forth by the United States Government, and is cer-tified under FAA Type Certificate No. 3A25.
With standard equipment, the aircraft is approved for day and nightoperation under VFR. Additional optional equipment is available to in-crease its utility and to make it authorized for use under IFR day andnight operation. Your Cessna Dealer will be happy to assist you in se-lecting equipment best suited to your needs.
MANEUVERS-NORMAL CATEGORYYour Cessna exceeds the requirements for airworthiness as set forth
by regulations by the FAA. Spins and aerobatic maneuvers are not per-mitted in normal category aircraft in compliance with these regulations.In connection with the foregoing, the following gross weight and flightload factors apply.
Maximum Takeoff WeightMaximum Landing Weight
*Flight Load Factor (at design gross weight of 5975 Ibs.Flaps UP
Flaps DOWN
#75 Ibs.
+3. 6G-1. 44G
+2. OG
*The design load factors are 150% of the above and in all cases thestructure exceeds design loads.
A I R C R A F T A L T I T U D EMaximum (without oxygen equipment) 23, 500 ft.
(with oxygen equipment) 30, 000 ft.
NOTE
See Figure 2-15 for oxygen consumption andduration information.
4-1
AIRSP~! (CAS) l\m Structural Cruising Speed%evel Flight or Climb 230 MPH
Maximum Speed •Flaps Extended 15° , 180 MPH •
. Flaps Extended 15° to 45° . . . : . . . . ' ' . 160 MPHGear Extended 160 MPH _Never Excee.d Speed (glide or dive, smooth air) 270 MPH I
* Maximum Maneuvering Speed 179 MPH
*The maximum speed at which you can use abrupt control travel •
AIRSPEED INDICATOR MARKINGS -The following is a list of the certified calibrated airspeed (CAS) limita- m\s for the aircraft:
Never Exceed (glide or dive, smooth air) ... 270 MPH (red radial) IICaution Range 230 to 270 MPH (yellow arc) *'Normal Operating Range $&2%"to 230 MPH (green arc)Flap Operating Range fj^to 160 MPH (white arc) ••Minimum Control.Speed ^^JHrMPH (red radial) |lBest Single-Engine Rate-of-Climb 115 MPH (blue radial) V"
ENGINE OPERATION LIMITATIONS I
Maximum Power and Speed m(for all operations) 285 BHP at 2700 RPM and 33. 0 in. Hg. MP I
ENGINE INSTRUMENT MARKINGS •
O I L T E M P E R A T U R E
Normal Operating Range ,. ... 75° F to 240° F (green arc) IMaximum Temperature 240° F (red radial) »
OIL P R E S S U R E |&
Minimum Operating Pressure 10 PSI (red radial)
'4-2
IJ1IIIIIIII
Normal Operating Range 30 PSI to 60 PSI (green arc)Maximum Pressure 100 PSI (red radial)"
CYLINDER HEAD T E M P E R A T U R E
Normal Operating Range 200° F t(54 60°1?) (green arc)Maximum Temperature "jB"0"trF (red radial)
MANIFOLD PRESSURE
Normal Operating Range -. . 17. 0 to 28. 0 in. Hg. (green arc)Maximum Pressure 33. 0 in. Hg. (red radial)
MAX
A L T I T U D E
S.L. to16,00017,00018,00019,00020,00021,00022,000
M U M A L L O W A B L E M A N I F O L D P R E S S U R E
M A X A L L O W A B L E
M.P.
33.031.730.229.228.026.725.6
A L T I T U D E
23 ,00024,0002 5 , 0 0 026 ,0002 7 , 0 0 028,00029,000
^ 30 ,000
M A X A L L O W A B L E
M.P.
24.523.422.421.520.619.819.018.3
I^
I«
I
TACHOMETER
Normal Operating Range 2100 to 2450 RPM (green arc)Maximum Speed 2700 RPM (red radial)
F U E L F L O W
Normal Operating Pressure .... 20. 0 to 177. 0 Lbs/Hr (green arc)Minimum and Maximum 0 and 185. 0 Lbs/Hr (red radial)
Fuel Flows 2.5 and 19. 1 PSI (red radial)
4-3
P R E S S
Cabin Differential Pressure (NORMAL) . .' : ' (MAX) .......
0 to 4. 2 PSI (green arc), . . . 4. 2 PSI (red radial)
WEIGHT AND BALANCETo figure the weight and. balance for your particular aircraft, use Fig-
ures 4-1 through 4-3 as follows:
Take.the Licensed Empty Weight and Moment/1000 from the Weightand Balance Datasheet, or latest weight and balance data, plus anychanges noted on the FAA-337 forms carried in your aircraft and enterthem in the proper columns of Figure 4-1. Using Figur-e 4-2, determinethe moments/1000 of each item to be carried and enter them in the propercolumns of Figure 4-1. Total the weight and the moments/1000; locatethis point in Figure 4-3. If this point falls within the envelope the loadingis acceptable.
BAGGAGE C O M P A R T M E N T SYour Cessna Model 340 has been designed for passenger carrying'
capability. As a result, no provisions have been made for the transpor-tation of cargo. There are five baggage locations: two in the fuselagenose section, one in the aft cabin area and one location in the aft portionof each engine nacelle.
These baggage areas are intended primarily for low density itemssuch as luggage and brief cases. With the exception of the nose baggagelocations, .the floors of these areas are primary structure. Therefore,care should be exercised during loading and unloading to prevent damage.When loading high density objects, insure that adequate protection isavailable to prevent damage to any of the aircraft's primary structure.340 pounds of baggage can be carried in the aft cabin area if the aft per-sonalized interior options are not installed. If baggage is carried, it isnecessary to properly locate and secure this load before flight.
4-4
tlIIIIIIIIIII*«.'
II
MODEL 340SAMPLE PROBLEM
1. Licensed Empty Weight(Sample Aircraft)
2. Oil*(26 Qts x 1. 875 Ibs/qt)
3 Pilot & Front Passenger . .
4. Center Passengers
5 Aft Passengers
6. Fuel (gals, x 6 jibs/gal)Main Tanks (100 gals)Optional Auxiliary Wing
Tanks (40 gals)Optional Wing Locker
Tanks (0 gals)
7. BaggageNoseWing Lockers , . * .......Aft Cabin
8. Total Aircraft Weight(Loaded)
Sample Aircraft Your Aircraft
Weight(Ibs)
3948.0
49.0
340.0
340. 0,
340.0
600.0
240,0
100.018. 0
5975.0
Moment Weight(in. -Ibs.) (Ibs)/1000
602. 9 4&L,
5.5 49.0
46. 6 £ ? 0 •
59.5 a,7o .
69.4 no
90. 2 ktfo
38,9 ^
/
7.6 ^ /3.3 / y
923.9- £l&3*/
Moment(in. -Ibs.)/1000
tr?
5.5
^
(,<>
^
V-z-
/SS,?,
/,
'//*
/
ft n 0 .-T "a
/9. • Locate this point (5975. 0 at 923. 9) on Figure 4-3. Since this point
falls within the envelope, the loading is acceptable.
*NOTE: Normally full oil may be assumed for all flights.
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• The seat and fuselage baggage positions in the abovechart correspond to the seat numbers and fuselagebaggage positions in the arrangement diagram.
9 Add the weight and moment of the loaded items to thelicensed empty weight and moment of the aircraft todetermine the weight and center of gravity momentsof the loaded aircraft.
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CARE OF THE A IRCRAFT
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If your aircraft is to retain that new-plane performance and dependabil-ity, certain inspection and maintenance requirements must be followed.It is wise to follow a planned schedule of lubrication and preventativemaintenance based on climatic and flying conditions encountered in yourlocality.
Keep in touch with your Cessna Dealer, and take advantage of his know-ledge and experience. He knows your aircraft and how to maintain it. Hewill remind you when lubrications and oil changes are necessary, andabout other seasonal and periodic services.
MAA I D E N T I F I C A T I O N P L A T E
All correspondence concerning your Cessna should include the aircraftmodel and serial number. This information may be obtained from theFAR required MAA (Manufacturers Aircraft Association ) plate locatedjust above floor level on the left-hand upholstery panel forward of themain cabin door. Refer to the aircraft Service Manual for an illustratedbreakdown of the MAA plate.
GROUND HANDLING
The aircraft should be moved on the ground with the aid of the nosewheel towing bar provided with each aircraft. The tow bar is designedto attach to the nose gear strut fork. Do not tow by tail tie-down fitting.
NOTE
Remove all rudder locks before ground handling to preventpossible damage to the rudder interconnect pulley bracket.When using the tow bar, never exceed the nose wheel turn-ing radius limits of 55° either side of center. Structuraldamage may occur if the turn limits are exceeded. Do notpush or pull on propellers or control surfaces when movingthe aircraft on the ground.
5-1
A I R C R A F T
Proper He-defw'h procedure is your best precaution against damage toyour jgarked aircraft by gusty or strong winds. To tie-down your aircraftsecurely, proceed as follows:
(1) Set the parking brake and install control wheel lock.(2) Tie strong ropes or chains (700 pounds tensile strength) to wing
tie-down fittings.(3) Caster.Jh.e nose wheel to the extreme left or right position.(4) Tie a,*sja;ong rope or chain (700 pounds tensile strength) to the tail
tie-down fitting. (Do not impose side loads on tie-down fitting.)(5) Recommend installation of pitot tube cover.
W I N D O W S AND WINDSHIELDS
The cabin windows and windshield panels are constructed of prestretch-ed acrylic in lieu of the cast acrylic used on unpressurized aircraft.Stretched acrylic was chosen to provide the added safety offered by theability to withstand higher stress concentration and improved resistanceto crack propagation.
following procedures are particularly important in a pressurizedaircraft. If the aircraft must be flown with a cracked window, DO NOTPRESSURIZE the cabin.
The plastic windshield and windows should be kept clean and waxed atall times. To prevent scratches and crazing, wash them carefully withplenty of soap and water, using palm of hand to feel and dislodge dirt andmud. A soft cloth, chamois or sponge may be used, but only to carrywater to the surface. Rinse thoroughly, then dry with a clean, moistchamois. Rubbing the surface of the plastic with a dry cloth builds upan electrostatic charge which attracts dust particles in the air.
Remove oil and grease with a c4®ft..WcftS£ened: with kerps-ene. Neveruse gasoline, benzine,, acetone, carbon :tetrachlori3e, fire extinguisherfluid, lacquer thinner or glass cleaner. These materials will soften theplastic and may cause it to craze.
After removing dirt and grease, if the surface is not badly scratched,it should be waxed, with a good grade of commercial wax. The wax willfill in minor scratches and help prevent further scratching. Apply a thin,even coat of wax and bring it to a high polish by rubbing lightly with a
5-2
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clean, dryj soft flannel cloth. Do not use a power buffer; the heat gen-erated by the buffing pad may soften the plastic.
Do not use a canvas cover on the windshield unless freezing rain orsleet is anticipated. Canvas covers may scratch the plastic surface.
PAINTED SURFACESThe painted exterior surfaces of your new Cessna require an initial
curing period which may be as long as 90 days after the finish is applied.During this curing period some precautions should be taken to avoid dam-aging the finish or interfering with the curing process. The finish shouldbe cleaned only by washing with clean water and mild soap, followed by arinse water and drying with cloths or a chamois. Do not use polish orwax, which would exclude air from the surface, during this 90-day curingperiod. Do not rub or buff the finish and avoid flying through rain, hail,or sleet.
Once the finish has cured completely, it may be waxed with a goodautomotive wax. A heavier coating of wax on the leading edges of thewings, tail, engine nose cap and propeller spinner will help reduce theabrasion encountered in these areas.
P R O P E L L E R CAREPreflight inspection of propeller blades for nicks, and wiping them
occasionally with an oily cloth to clean off grass and bug stains willassure long, trouble free service. It is vital that small nicks on thepropeller, particularly near the tips'and on the leading edges, aredressed out as soon as possible since these nicks produce stress con-centrations, and if ignored, may result in cracks. Never use an alka-line cleaner on the blades; remove grease and dirt with Stoddard solvent.Do not feather the propellers below 700 RPM as this may damage the hubmechanism.
INTERIOR CARETo remove dust and loose dirt from the upholstery, headliner,
carpet, clean the interior regularly with a vacuum cleaner.
Blot up'lJn^S'gJLTM liquid promptly with cleansing tissue or rags.Don'.t pat the spot; press the blotting material firmly and hold it for sev-eral seconds. Continue Wotting until no more liquid is taken up. Scrapeoff sticky materials with a dull knife, then spot-clean the area.
Oily spots may be cleaned with household spot removers, • used spar-ingly. Before using any solvent, read the instructions on the containerand test it on an obscure place on the fabric to be cleaned. Never satu-rate the fabric with a volatile solvent; it may damage the padding andbacking materials.
Soiled upholstery and carpet may be cleaned with foam-type detergent,used atnsOrding to-the manufacturer's instructions. To minimize wettingthe fabric, keep the foam as dry as possible and remove it with a vacuumcleaner.
The plastic trim, instrument panel and control knobs need only bewiped with a damp cloth. Oil and grease on the control wheel and controlknobs can be removed with a cloth moistened with kerosene. Volatile sol-vents, such as mentioned in paragraphs on care of the windshield, mustnever be used since they soften and craze the plastic.
FLYABLE S T O R A G E
Flyable storage applies to all aircraft which will not be flown for anindefinite period but which are to be kept ready to fly with the least pos-sible preparation. If the aircraft is to be stored temporarily, or indefi-nitely, refer to the Service Manual for proper storage procedures.
Aircraft which are not in daily flight should have the propellers rotated,by hand, five revolutions at least once each week. In damp climates andin storage areas where the daily temperature variation can cause conden-sation, propeller rotation should be accomplished more frequently. Ro-tating the propeller an odd number of revolutions, redistributes residualoil on the cylinder walls, crankshaft and gear surfaces and repositionsthe pistons in the cylinders, thus preventing corrosion. Rotate propel-lers as follows:
(1) Throttles - IDLE.(2) Mixtures - IDLE CUT-OFF.(3) Magneto Switches - OFF.(4) Propellers - ROTATE CLOCKWISE. Manually rotate propellers
five revolutions, standing clear of arc of propeller blades.
5-4
Keep fuel tanks full to minimize condensation.in the fuel tanks. Main-tain battery at full charge to prevent electrolyte from freezing in coldweather. If the aircraft is stored outside, tie-down aircraft in anticipa-tion of high winds. Secure aircraft as follows:
(1) Secure rudder with the optional rudder gust lock or with a con-trol surface lock over the fin and rudder. If a lock is not avail-able, caster the nose wheel to the full left or right position... • - -
(2) Install control column lock in pilot's control column, if avail-able. If column lock is not available, tie the pilot's controlwheel full aft with a seat belt.
(3) Tie ropes or chains to the wing tie-down fittings located on theunderside of each wing. Secure the opposite ends of the ropesor chains to ground anchors. Chock the main landing gear tires;do not set the parking brake if a long period of inactivity is anti-cipated as brake seizing can result.
(4) Secure a rope (no chains or cables) to the upper nose gear trun-nion and secure opposite end of rope to a ground anchor. Chockthe nose landing gear tire.
(5) Secure the middle of a rope to the tail tie-down fitting. Pull eachend of rope at a 45-degree angle and secure to ground anchors ateach side of the tail
(6) After 30 days, the aircraft should be flown for 30 minutes or runengines on the ground until oil temperatures reach operatingtemperatures.
NOTE
Excessive ground operation is to be avoidedso that maximum cylinder head temperaturesare not exceeded.
INSPECTION S E R V I C E AND INSPECTION PERIODS
With your aircraft you will receive an Owner's Service Policy. Cou-pons attached to the policy entitle you to an initial inspection and the first100-hour inspection at no charge. If you take delivery from your Dealer,he will perform the initial inspection before delivery of the aircraft to you.If you pick up the aircraft at the factory, plan to take it to your Dealerreasonably soon after you take delivery of it. This will permit him tocheck it over and to make any minor adjustments that may appear neces-sary. Also, plan an inspection by your Dealer at 100 hours or 180 days,whichever comes first. This inspection is also performed for you by your
5-5
Dealer at nqjihaEgey While these important inspections will be performedfor you,b.3kjf||i^4gsha Dealer, in most cases you will prefer to have theDealer iSftteQ-- wla'om you purchased the aircraft accomplish this work.
Federal Aviation Regulations require that all aircraft have a periodic(annual) inspection as prescribed by the administrator, and performed bya person designated by the administrator. In addition, 100-hour periodicinspections made by an appropriately-rated mechanic are required if theaircraft is flown for hire. The Cessna Aircraft Company recommendsthe 100-hour periodic inspection for your aircraft. The procedure forthis 100-hour inspection has been carefully worked out by the factory andis followed by the Cessna Dealer Organization. The complete familiarityof th.e_Qegsna Dealer Organization with Cessna equipment and with factory-appr'ovsd.-procedures provides the highest type of service possible at low-er cost.
OWNER FOLLOW-UP SYSTEMYour Cessna Dealer has an Owner Follow-
up System to notify you when he receives in-formation that applies to your Cessna. Inaddition, if you wish, you may choose to re-ceive similar notification directly from theCessna Customer Services Department. Asubscription form is supplied in your Owner'sService Policy Booklet for your use shouldyou choose to request this service. YourCessna Dealer will be glad to supply you withdetails concerning these follow-up programs,and stands ready, through his Service Depart-ment, to supply you with fast, efficient, lowcost service.
PUBLICATIONSVJ
Included in your aircraft file are various manuals -whi&h;describe theoperation of the equipment in your aircraft. -TK&se manuals'plus manyother supplies that are applicable to your aircraft, are available fromyour Cessna Dealer, and, for your convenience, are listed on the follow-ing page.
5-6
• OWNER'S MANUALS FOR YOURAIRCRAFTELECTRONICS - 300, 400 and 800 SERIESAUTOPILOT - NAV-O-MATIC 400AINTEGRATED FLIGHT CONTROL SYSTEMRADAR
9 SERVICE MANUALS AND PARTS CATALOGS FOR YOURAIRCRAFTENGINE AND ACCESSORIESELECTRONICS - 300, 400 and 800 SERIESAUTOPILOT - NAV-O-MATIC 400AINTEGRATED FLIGHT CONTROL SYSTEMTURBOCHARGER AND CONTROLSHEATER AND COMPONENTS
9 POWER COMPUTER
• SALES AND SERVICE DEALER DIRECTORY
• DO'S AND DON'TS ENGINE BOOKLET
Your Cessna Dealer has .a current catalog of all Customer ServicesSupplies that are available, many of which he keeps on hand. Supplieswhich are not in stock, he will be happy to order for you.
A I R C R A F T FILEThere are miscellaneous data, information and licenses that are a part
of the aircraft file. The following is a checklist for that file. In addition,a periodic check should be made of the latest Federal Aviation Regulationsto insure that all data requirements are met.
A. To be displayed in the aircraft at all times:
(1) Aircraft Airworthiness Certificate (FAA Form 8100-2).(2) Aircraft Registration Certificate (AC Form 8050-3).(3) Aircraft Radio Station License (Form FCC-556, if trans-
mitter installed).
5-7
B.
C.
To be' carried in the aircraft at all times:
(1) Weight and Balance, and associated papers (latest copy ofthe Repair and Alteration Form, Form FAA-337, ifapplicable).
(2) Aircraft Equipment List.(3) Pilot's Checklist
To be made available upon request:
(1) Aircraft Log Book.(2) Engine Log Books.
NOTE
Cessna recommends that these items plus theOwner's Manual and the Cessna Model 340Power Computer be carried in the aircraft atall times.
Most of the items listed are required by the United States FederalAviation Regulations. Since the regulations of other nations may requireother documents and data, owners of exported aircraft should check withtheir Own aviation officials to determine their individual requirements.
LUBRICATION AND SERVICING PROCEDURESSpecific servicing information is provided here for items requiring
daily attention. A Servicing Intervals Checklist is included to inform thepilot when to have other items checked and serviced. Refer to inside backcover for Servicing Requirements.
D A I L Y
DOOR AND EMERGENCY EXIT -- Check seals for cuts, abrasions andgeneral condition. ;
FUEL TANK FILLERS — Service after each flight Keep full to re-tard condensation in tanks.
FUEL TANK SUMP DRAINS — Drain before first flight each day andafter each refueling.
5-8
i:IIIIIIIIIIIe?
I
FUEL STRAINER DRAINS — Drain about two (2) ounces of fuel fromeach fuel strainer before first flight each day and after refueling.
FUEL LINE CROSSFEED DRAINS -- Drain about two (2) ounces offuel from each valve before first flight each day.
OIL FILLERS — When preflight check shows low oil level, servicewith aviation grade engine oil; SAE 50 above 40°F and SAE 10W30 orSAE 30 below 40°F. (Multi-viscosity oil with a range of SAE 10W30is recommended for improved starting and turbocharger controlleroperation in cold weather.) Detergent or dispersant oil, conformingto Continental Motors Specification MHS-24A, must be used. YourCessna Dealer can supply approved brands of oil.
NOTE
To promote faster ring seating and improvedoil control, your Cessna was delivered fromthe factory with straight mineral oil (non-detergent). This break-in oil must be usedonly for the first 20 or 30 hours of operation,at which time it must be replaced with deter-gent oil
OIL DIPSTICKS — Check oil level before each flight. Do not operateon less than 9 quarts. To minimize loss of oil through breather, fillto 10 quart level for normal flights of less than 3 hours. For extendedflight, fill to capacity which 'is 13 quarts for each engine sump includ^-ing oil filter.
OXYGEN CYLINDER — Check oxygen pressure gage for anticipatedrequirements before each flight. Refill whenever pressure drops be-low 300 PSL
TIRES -- Check tires for proper inflation.
WINDOWS AND WINDSHIELDS -- Check for deep scratches and cracks.
5-9
CHECKLIST
OIL SUMP DRAINS AND OIL FILTERS — Change oil, clean screensand remove and replace filters every 50 hours. Change oil at leastevery four months even though less than 50 hours have accumulated.Reduce these periods for prolonged operation in dusty areas, in coldclimates, or where short flights and long idle periods are encounteredwhich cause sludging conditions. Always change oil whenever oil ondipstick appears _dirty.
BATTERY — Check electrolyte level every 50 hours (at least every30,d-ay§5; or more often in hot weather.
ALTERNATE STATIC SOURCE DRAIN — Open drain valve to removeaccumulated moisture, then close.
INDUCTION AIR FILTER -- Service every 50 hours, more often underdusty conditions.
E A C H 100 H O U R S
SHIMMY DAMPENER -- Check and fill as required.
BRAKE MASTER CYLINDERS -- Check fluid level in reservoirs andfill as required through plugs on cylinder heads. Fill with hydraulicfluid (Red).
VACUUM RELIEF VALVE — Remove breather and clean.
HEATER FUEL FILTER — Remove and clean with unleaded gasoline.
OIL SEPARATORS -- Remove and clean.
CABIN PRESSURIZATION AIR-DUM^-'V^VES?--- Check for leaks andproper operation.
E A C H 5 0 0 H O U R S
SHOCK STRUTS — Check and fill as required.
WHEEL BEARINGS — Lubricate. Lubricate at first 100 hours and• each 500 hours thereafter. If more than the normal number of take-
5-10
IIIliiiiiiiiiii
offs and landings are made, extensive taxiing is required, or-the air-craft is operated in dusty areas or under seacoast conditions, it isrecommended that cleaning and lubrication of wheel bearings be ac-complished at each 100-hour inspection.
VACUUM SYSTEM FILTER — Replace.
NOTE
Servicing intervals in the above checklist arerecommended by^the Cessna Aircraft Company.Depending upon the type of operation, Govern-ment regulations may require servicing and in-spection of additional items. For these require-ments Owner's should check with aviation offi-cials in the country where the aircraft is beingoperated.
1IIIII
5-12
IIIIIIII
OPERATIONAL DATA
The operational data on the following pages are presented for two pur-poses; first, so that you may know what to expect from your aircraft un-der various conditions and second, to enable you to plan your flights indetail and with reasonable accuracy.
A power setting selected from the range charts usually will be moreefficient than a random setting, since it will permit accurate fuel flowsettings and your fuel consumption can be estimated closely. You willfind that using the charts and your Cessna Model 340 Power Computerwill pay dividends in over all efficiency.
The data in the charts has been compiled from actual flight tests withthe aircraft and engines in good condition, and using average pilotingtechniques. Note also that the range charts make no allowances for wind,navigational errors, warm-up, takeoff, climb, etc. You must estimatethese variables for yourself and make allowances accordingly.
Because of temperature and pressure affect on turbines, the opera-tional data shown for over 10, 000 feet may have a tolerance of plus orminus five percent.
A I R S P E E D NOMENCLATURE SUMMARYG R O S S W E I G H T 5 9 7 5 P O U N D S
MULTI-ENGINE MPH-IAS S INGLE ENGINE MPH- IAS
I
Takeoff & Climb to 50 Ft.(0° Flaps) 105
Best Angle of Climb Speed 99Best Rate-of-Climb Speed 124Landing Approach Speed
(15° - 45° Flaps) 108Maximum Maneuvering Speed 179Structural Cruise Speed 230Never Exceed Speed
(Red line) 270
Minimum Control SpeedTakeoff & Climb to 50 Ft.
(0° Flaps)Best Angle of Climb SpeedBest Rate-of-Climb SpeedLanding Approach Speed
(15° - 45° Flaps)When Landing is Assured
A I R S P E E D C O R R E C T I O N T A B L E
F L A P S 0 °
IAS, MPH
90100120140160180200220240260270
CAS, MPH
93.5102120140160180200220240260270
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* Maximum flap speed 180 MPH CAS** Maximum flap speed 160 MPH CAS
NOTE: The above calibrations are valid for pilot's and copilot'ssystems in both pressurized and unpressurized modes.
Figure 6-1
S T A L L S P E E D C H A R TM P H ( I A S I S A P P R O X I M A T E )
5975 P O U N D S G R O S S W E
C O N F I G U R A T I O N
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Gear Down and Flaps 15°
Gear Down and Flaps 45°
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TEMPERATURE - DE0. F. TOTAL DISTANCE TO CLEAR SO FT OBSTACLE - FEET
CONDITIONS NOTE EXAMPLE
1. Level Hard Surface Runway. Ground Run is Approximately A. Temperature - 80°F.2. Wing Flaps - UP. 75% of Total Distance B. Pressure Altitude - 4000 13. Cowl Flaps - OPEN. Increase Total Distance by 7. 0% for C. Gross Weight - 5975 Lbs.4. 2700 RPM, 33. 0 In. Hg. M. P. Operation on Firm Dry Sod Runway D. Total Distance to Clear 50
Before Releasing Brakes. (No Wind) - 3820 Ft.5. Maintain Speed to 50 FT. E. Headwind - 15 MPH.
* STANDARD TEMPERATURE F. Total Distance to Clear 5 C(15 MPH Headwind) - 3220
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HEAD WINDMPH
CON-GRATULATIONSWelcome to the ranks of Cessna owners' Your Cessna has been designed and con-
structed to give you the most in performance, economy, and comfort. It is our de-sire that you will find flying it, either for "business or pleasure, a pleasant and prof-itable experience.
This Owner's Manual has been prepared as a guide to help you get the most pleas-ure and utility from your aircraft. It contains information about your Cessna'sequipment, operating procedures, and performance; and suggestions for its servicingand 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,Worldwide the Cessna Dealer Organization backed by the Cessna Service Departmentstands ready to serve you. The following services are offered by most CessnaDealers:
THE CESSNA WARRANTY — it is designed to provide you with the most compre-hensive coverage possible:
a. No exclusionsb. Coverage includes parts and laborc. Available at Cessna Dealers worldwided. Best in the industry
Specific benefits and provisions of the warranty plus other important benefits foryou are contained in your Warranty and Owner's Service Policy Booklet suppliedwith your aircraft. Warranty service is available to you at any authorized CessnaDealer throughout the world upon presentation of your Warranty and Owner's Ser-vice Policy Booklet which establishes your eligibility under the warranty.
FACTORY TRAINED PERSONNEL to provide you with courteous expert service.
FACTORY APPROVED SERVICE EQUIPMENT to provide you with the most effi-cient and accurate workmanship possible.
A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you need them.
THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING CESSNA AIR-CRAFT, since Cessna Dealers have all of the Service Manuals and Parts Catalogs,kept current by Service .Letters "and Service News. Letters, published by CessnaAircraft Company.
We urge all Cessna owners to use the Cessna Dealer Organization to the fullest.
A current Cessna Dealer Directory accompanies your new aircraft The Directoryis 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 welcomeawaits you at every Cessna Dealer.
Maximum height of aircraft withnose gear depressed is 13' 2".
PRINCIPALDIMENSIONS
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S I N G L E E N G I N E T A K E O F F D I S T A N C E
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TEMPERATURE - DEQ. F. TOTAL DISTANCE TO CLEAR 5O FT. OBSTACLE - FEET
% STANDARD TEMPERATURE
CONDITIONS EXAMPLE
1. Level Hard Surface Runway. A. Temperature - 80° F.2. Wing Flaps - UP. B. Pressure Altitude - 4000 Ft.3. Cowl Flaps - OPEN. C. Gross Weight - 5400 Lbs.•4. 2700 RPM, 33 In. Hg. D. Total Distance to Clear 50 Ft.
Before Brake Release. (No Wind) - 4800 Ft.5. Engine Failure at Takeoff Speed. E. Headwind - 15 MPH.6. Propeller Feathered and Gear F. Total Distance to Clear 50 Ft.
Retracted During Climb. (15 MPH Headwind) - 4050 Ft.7. Maintain Speed to 50 Ft.
.
u 2
5 I15 ol '
<
30 r0oo"
iO3 M U L T I - E N G I N E CLIMB DATA AT 5975 P O U N D S
pCD
M A X ! M U M CL
SEA LEVEL 59°F
Best RClimbIAS Cli
MPH Ft/
124 15
ite Lbs5f Ofmb FuelMn Used
00 30
5000 FT. 41° F
BestClimb
IASMPH
123
Rateof
ClimbFt/Min
1400
FromS. L.FuelUsedLbs
49,1
M B P E R F O R M A N C E10,000 FT. 23 °F
BestClimbIAS
MPH
122
Rateof
ClimbFt/Min
1295
FromS. L.FuelUsedLbs
69.7
15, 000 FT.
BestClimbIAS
MPH
121
Hateof
ClimbFt/Min
1200
5°F
FromS. L.FuelUsedLbs
91.8
20, 000 FT. -
BestClimbIAS
MPH
118
Rateof
ClimbFt/Min
785
12°F
FromS. L.FuelUsedLbs
117.6
25,000 FT. -30°F
Best REClimb cIAS Cli
MPH Ft/
115 2
te Fromf S. L.mb FuelWin Used
Lbs
30 160.4
NOTE: FULL THROTTLE, 2700 RPM, MIXTURE AT RECOMMENDED FUEL FLOW, FLAPS ANDGEAR UP, COWL FLAPS AS REQUIRED, FUEL USED INCLUDES WARM UP AND TAKEOFFALLOWANCE.
DECREASE RATE OF CLIMB 70 FT/MIN FOR EACH 10° F ABOVE STANDARD TEMPERATUREFOR A PARTICULAR ALTITUDE.
C R U I S E C L I M B P E R F O R M A N C E
S E T T I N G
RPM
2450
Mjf
28
Climb
MPH
130
FuelFlow
Lb/HrPerEng
118
5000 FT. 41°F
FROM SEA LEVEL
Dist.Miles
12.4
TimeMin
5.5
FuelUsedLbs.
51.7
10,000 FT. 23°F
FROM SEA LEVEL
Dist.Miles
27.4
TimeMin
11.7
FuelUsedLbs.
75. 9
15, 000 FT. 5°F
FROM SEA LEVEL
Dist.Miles
45.8
TimeMin
18.7
FuelUsedLbs.
103.4
20,000 FT. -12° F
FROM SEA LEVEL
Dist.Miles
68. 9
TimeMin
26.7
FuelUsedLbs.
135. 2
NOTE: WARM UP AND TAKEOFF ALLOWANCE 30 POUNDS AT SEA LEVEL MIXTURE ATRECOMMENDED FUEL FLOW, FLAPS AND GEAR UP, COWL FLAPS AS REQUIRED.
IIIIIIIIIIIIIO"
I
S I N G L E E N G I N E C L I M B DATA
GrossWeightPounds
5975
5400
4800
SEA LEVEL 59° F
BestClimb
IASMPH
115.0
113.0
110.5
Rateof
ClimbFt/Min
250
385
555
5000 FT41°F
BestClimb
IASMPH
114.6
112.3
109.7
Rateo£
ClimbFt/Min
167
302
471
10,000 FT 23 °F
BestClimb
IASMPH
114.1
111.7
• 109.0
Rateof
ClimbFt/Min
84
218
389
15,000 FT 5°F
BestClimbIAS
MPH
113.6
111.0
108.2
Rateof
ClimbFt/Min
2
135
307
20,000 FT-12°F
BestClimbIAS
MPH
112.1
109.4
106.3
Rateof
ClimbFt/Min
-270
-135
43
NOTE: FLAPS AND GEAR UP, INOPERATIVE PROPELLER FEATHERED, WINGSBANKED 5° TOWARD OPERATIVE ENGINE, COWL FLAP CLOSED ONINOPERATIVE ENGINE, 33. 0 IN. HG. M. P. , TO 16, 000 FT. , PLACARDM.P. ABOVE 16, 000 FT., 2700 RPM, MIXTURE AT RECOMMENDED FUELFLOW. DECREASE RATE OF CLIMB 30 FT /MEN FOR EACH 10°F ABOVESTANDARD TEMPERATURE FOR A PARTICULAR ALTITUDE.
Figure 6-7
S I N G L E E N G I N E S E R V I C E C E I L I N GBEST CLIMB SPEED APPROXIMATELY 110 MPH IAS (RATE-OF-CLMB = 50
GrossWeightPounds
5975
5400
4800
-10 0
14, 550
17,380
19,850
13,620
17, 000
19,450
OUTSIDE AIR TEMPERATURE - °F
10 20 30
ALTITUDE - FEET
12, 600
16, 670
19, 100
11,650
16, 220
18, 675
10, 750
15, 550
18, 260
40
9600
14, 470
17, 800
FPM)
50
8550
13, 400
17, 300
NOTE: TABLE PROVIDES PERFORMANCE INFORMATION TO AID IN ROUTESELECTION WHEN OPERATING UNDER FAR 135. 145 AND FAR 91. 119REQUIREMENTS.
INCREASE INDICATED SERVICE CEILINGS 100 FEETINCH HG. ALTIMETER SETTING GREATER THAN 29
FOR'EACH92.
0.10
DECREASE INDICATED SERVICE CEILINGS 100 FEET FOR EACH 0. 10INCH HG. ALTIMETER SETTING LESS THAN 29. 92.
THESE SERVICEMAINTAINING A
CEILINGS ARE THE HIGHEST ATTAINABLE WHILEMINIMUM RATE-OF-CLIMB OF 50 FT/MIN.
Figure 6-8
6-7
CRUISE PERFORMANCE WITH RECOMMENDED LEAN MIXTURE AT SEA LEVEL
HPM
2450
2300
2200
2100
MP
28262422
28262422
282624
L 22
28252422
%BHP
72.966.559.753.2
66.861.055.249.4
62.456.951.546.0
57.352.547.743.0
TAS
195188179170
188181173164
183176167158
176169161151
Lbs/Hr
190.4174.7159.1144. 9
176.0162.4149.5136.7
165.4153.2141.1129.1
153.7143.6132.7122.9
Endurance600 Lbs.
3.153.433.774.14
3.413.694.014.39
3.633.924.254.65
3.904.184.524.88
Range600 Lbs.
614646676703
642669694718
663687710732
687706729739
Endurance840 Lbs.
4.414.815.285.80
4.775.175.626.15
5.085.485.956.51
5.465.856.336.84
Range840 Lbs.
860904947984
898936972
1005
929962994
1025
962988
10181034
Endurance1080 Lbs.
5.676.186.797.45
6.146.657.227.90
6.537.057.658.37
7.037.528. 148.79
Range1080 Lbs.
1106116212171265
1155120412501292
1194123712781318
1236127113081330
CRUISE PERFORMANCE IS BASED ON STANDARD CONDITIONS (59°F),ZERO WIND, 600, 840 AND 1080 LBS. OF FUEL (NO RESERVE).
NOTE: No Fuel Allowance for Takeoff, Climb or Descent.See Range Profile, Figure 6-10, for range including climb.
CRUISE PERFORMANCE WITH RECOMMENDED LEAN MIXTURE AT 5000 FEET
RPM
2450
2300
2200
2100
MP
28262422
28262422
28262422
28262422
%BHP
72.966.559.753.2
68.861.055.249.4
62.456.951.546.0
57.352.547.743.0
TAS
204196187176
196189180169
191183173163
183175166155
Lbs/Hr
190.4174.7159.1144.9
176.0162.4149.5136.7
165.4153.2141.1129. 1
153.7143.6132.7122.9
Endurance600 Lbs.
3. 153.433.774. 14
3.413.694.014.39
3.643.924.254.65
3. 904.184.524.88
Range600 Lbs.
641673704729
669697721744
692715736756
715731751757
Endurance840 Lbs.
4.414.815.285.80
4.775.175.626.15
5.085.485.956.51
5.465.856.336.84
Range840 Lbs.
898942986
1021
937976
10091041
969100110311058
1001102410521060
Endurance1080 Lbs.
5.676.186.797.45
6.146.657.227.90
6.537.057.658.37
7.037.528.148.79
Range1080 Lbs.
1155121212671312
1205125512981339
1245128713261361
1287131613521363
CRUISE PERFORMANCE IS BASED ON STANDARD CONDITIONS (41° F),ZERO WIND, 600, 840 AND 1080 LBS. OF FUEL (NO RESERVE).
NOTE: No Fuel Allowance for Takeoff, Climb or Descent.See Range Profile, Figure 6-10, for range including climb.
Figure 6-9 (Sheet 1 of 3)
IIIII1IIIIi«-
i
CRUISE PERFORMANCE WITH RECOMMENDED LEAN MIXTURE AT 10,000 FEET
RPM
2450
2300
2200
2100
MP
28262422
28262422
28262422
28262422
%BHP
72. 966.559.753.2
66.861.055.249.4
62.456.951.546.0
57.352.547.743.0
TAS
213204194183
205196186175
198190179167
190181171158
Lbs/Hr
190.4174.7159.1144.9
176.0162.4149.5136.7
165.4153.2141.1129.1
153.7143.6132.7122.9
Endurance600 Lbs.
3.153.433.774.14
3.413.694.014.39
3.633.924.254.85
3.904.184.524.88
Range600 Lbs.
672702732756
698725748767
720743762776
743757771770
Endurance840 Lbs.
4.414.815.285.80
4.775.175.626.15
5.085.485.956.51
5.465.856.336.84
Range840 Lbs.
940983
10251059
. 978101510471076
1008104010671086
1040106010791078
Endurance1080 Lbs.
5.676.186.797.45
6.146.657.227.90
6.537.057.658.37
7.037.528.148.79
Range1080 Lbs.
1209126413171361
1257130513461384
1296133713711397
1337136213871386
CRUISE PERFORMANCE IS BASED ON STANDARD CONDITIONS (23°F),ZERO WIND, 600, 840 AND 1080 LBS. OP FUEL (NO RESERVE).
NOTE: No Fuel Allowance for Takeoff, Climb or DescentSee Range Profile, Figure 6-10, for range including clinib.
CRUISE PERFORMANCE WITH RECOMMENDED LEAN MIXTURE AT 15,000 FEET
RPM
2450
2300
2200
2100
MP
28262422
28262422
28262422
28262422
%BHP
72.966.559.753.2
66.861.055.249.4
62.456.951.546.0
57.352.547.743.0
TAS
224213202189
214204194179
206197185170
197187175158
Lbs/Hr
190.4174.7159. 1144.9
176.0162.4149.5136.7
165.4133. 2141. 1129. 1
153.7143.6132.7122.9
Endurance600 Lbs.
3.153.433.774.14
3.413.694.014.39
3.633.924.254.65
3.904.184.524.88
Range600 Lbs.
706732760781
728754776786
749770785788
770782789772
Endurance840 Lbs.
4.414.815.285.80
4.775.175.626.15
5.085.485. 956.51
5.465.856.336.84
Range840 Lbs.
988102510651094
1020105610871100
1048107810991103
1078109511051081
Endurance1080 Lbs.
5.676.186.797.45
6.146.657.227.90
6. S37.057.658.37
7.037.528. 148.97
Range1080 Lbs.
1271131813691406
1311135813971414
1348138614131418
1386140714201390
CRUISE PERFORMANCE IS BASED ON STANDARD CONDITIONS (5. 5°F).ZERO WIND, 600, 840 AND 1080 LBS. OP FUEL (NO RESERVE).
NOTE: No Fuel Allowance for Takeoff, Climb or Descent.See Range Profile, Figure 6-10, for range including climb.
Figure 6-9 (Sheet 2 of 3)
6-9
CRUISE PERFORMANCE WITH R E C O M M E N D E D LEAN M I X T U R E AT 20,000 FEET
HPM
2450
2300
2200
2100
MP
28262422
28262422
28262422
28262422
%BHP
72.966.559.753.2
66.861. 055. 249.4
62.456.951.546.0
57.352.547.743.0
TAS
233222209194
222212199182
215203189168
203190176148
Lbs/Hr
190.4174.7159.1144.9
176.0162.4149.5136.7
165.4153.2141.1129.1
153.7143.6132.7122.9
Endurance600 Lbs.
3.153.433.774.14
3.413.694.014.39
3.633. 924.254.65
3.904.184.524.88
Range600 Lbs.
734763788802
756782800797
779795805783
794795794722
Endurance840 Lbs.
4.414.815.285.80
4.775.175.626.15
5.085.485.956.51
5.465.856.336.84
Range840 Lbs.
1027106811031123
1059109411191115
1090111411261096
1111111311121011
CRUISE PERFORMANCE IS BASED ON STANDARD CONDITIONSZERO WIND, 600, 840 AND 1080 LBS. OF FUEL (NO RESERVE).
NOTE: No Fuel Allowance for Takeoff, Climb or DescentSee Range Profile, Figure 6-10, for range including climb.
Endurance1080 Lbs.
5.676.186.797.45
6.146.657.227.90
6.537.057.658.37
7.037.528.148.79
Range1080 Lbs.
1320137314181444
1361140714391434
1402143214481409
1429143114301300
-12°F),
CRUISE PERFORMANCE WITH R E C O M M E N D E D LEAN MIXTURE AT 25,000 FEET
RPM
2450
2300
2200
MP
2221
22
22
%BHP
53.249.8
49.4
46.0
TAS
195182
181
150
Lbs/Hr
144.9137.4
136.4
129.1
Endurance600 Lbs.
4.144.37
4.39
4.65
Range600 Lbs.
807796
795
697
Endurance840 Lbs.
5.806.12
6.15
6.51
Range840 Lbs.
11291114
1113
976
Endurance1080 Lbs.
7.457.86
7.90
8.37
Range1080 Lbs.
14521432
1431
1255
CRUISE PERFORMANCE IS BASED ON STANDARD CONDITIONS (-30° F),ZERO WIND, 600, 840 AND 1080 LBS. OF FUEL (NO RESERVE).
NOTE: No Fuel Allowance for Takeoff, Climb or DescentSee Range Profile, Figure 6-10, for range including climb.
Figure 6-9 (Sheet 3 of 3)
6-10
OT-9
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L A N D I N G P E R F O R M A N C E
GrossWeightPounds
5975 •
5400
4800
4200
IASat
ObstacleMPH
108
102
96
88
SEA LEVEL 59° F
GroundRun
765
612
473
352
TotalDistance
Over50 FootObstacle
1840
1687
1548
1427
2500 FT. 50°F
GroundRun
824
659
509
379
TotalDistance
Over50 FootObstacle
1899
1734
1584
1454
5000 FT. 41°F
GroundRun
888
711
548
409
TotalDistance
Over50 FootObstacle
1963
1786
1623
1484
7500 FT. 32°F
GroundRun
958
767
592
441
TotalDistance
Over50 FootObstacle
2033
1842
1667
1516
WING FLAPS 45°, POWER OFF, HARD SURFACE RUNWAY, ZEROWIND MAXIMUM BRAKING EFFORT, REDUCE LANDING DISTANCE10% FOR EACH 10 MPH HEADWIND.
NOTE: INCREASE DISTANCE BY 25% OF GROUND RUN FOR OPERATIONON FIRM SOD RUNWAYS.
Figure 6-11
6-12
IIII1IIIIIIIII»•
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OPTIONAL SYSTEMS
This 'section contains a description, operating procedures, and per-formance data (when applicable) for some of the optional equipment whichmay be installed in your aircraft. Contact your Cessna Dealer for a com-plete list of available optional equipment.
AVIONICS MASTER SWITCHESTwo avionics master switches are provided with factory installed avi-
onics. The master switch breaker labeled AVIONICS MASTER is locatedin the top forward section of the side console. This switch supplies pow-er from the battery bus through a circuit breaker located aft of the bat-tery box and to the individual avionics circuit breakers and Is used for allnormal operations. An alternate avionics master switch breaker labeledALTERNATE AVN PWR is located in the lower section of the side consoleand is protected by a red switch guard cover. This switch supplies powerfrom the alternator bus to the individual avionics circuit breakers. Thealternate avionics master switch is recommended for use only when theavionics master switch, associated wiring or battery circuits become in-operative.
NORMAL O P E R A T I O N
(1) Battery Master Switch - ON.(2) Avionics Master Switch - ON after engine start.(3) Radios - SET.
E M E R G E N C Y O P E R A T I O N
(1) Alternate Avionics Power Switch - ON.
AUXILIARY FUEL SYSTEM
;Auxjgia^ftanks (2'0 gaL usable each wing) are installed in each wingjust outboard "df each engine nacelle and feed directly to the fuel selectorvalves. Fuel vapor and excess fuel from the engines are returned to themain fuel tanks. The auxiliary tank is vented into the main tank. Themain tank is in turn vented to the atmosphere.
When the selector valve handles are in the AUXILIARY position, theleft auxiliary tank feeds the left engine and the right auxiliary tank feedsthe right engine. The fuel quantity indicator continuously indicates fuelremaining in the tanks selected. When the fuel selector handles are inthe ATJXTIIARY position, AUX TANK indicator lights will illuminate andthe fuaKfuantity gage will indicate the fuel in the auxiliary tanks (poundsin white and gallons in blue). When the fuel selector handles are in theMAIN position, the fuel quantity gage will indiaate the fuel in the maintanks. A three-position switch, spring-loaded to OFF, allows checkingfuel quantity in the tanks not selected. The switch, adjacent to the auxil-iary tank indicator lights, is labeled MAIN, OFF, and AUX. By position-ing the switch to the appropriate tank position., the fuel quantity in thattank will be indicated on the fuel quantity gage.
rf'tKe*' auxiliary tanks are to be used, select fuel from the main tanksfor 60 minutes prior to switching to auxiliary tanks. This is necessaryto provide space in the main tanks for vapor and fuel returned from theengine-driven fuel pumps. If sufficient space is not available in the maintanks for this diverted fuel, the tanks can overflow through the vent line.Since part of the fuel from the auxiliary tanks is diverted back to themain tanks instead of being consumed by the engines, the auxiliary tankswill run dry sooner than may be anticipated. However, the main tank en-durance will be increased by the returned fuel. Since the auxiliary fueltanks are designed for cruising flight, they are not equipped with pumpsand operation near the ground (below 1000 feet AGL) using auxiliary fueltanks is not recommended.
WING LOCKER FUEL SYSTEMOptional wing locker fuel tanks (20 gaL usable each wing) are installed
in the forward portion of the nacelle wing lockers. There are no separatefuel selector controls for the wing locker-fuel tanks. • The wing lockerfuel is pumped directly into the main tanks with a fuel transfer pump. In-dicator lights, mounted in the annunciator panel, see Figure 2-7, are il-luminated by pressure switches to indicate fuel has been transferred. The
7-2 ~
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wing locker fuel should not be transferred until there is 180 pounds orless in the main fuel tanks to prevent overflow of the main tank fuel. Fuelshould be crossfed as required to maintain fuel balance after wing lockerfuel has been transferred.
NOTE
Wing locker transfer pump switches provided on theinstrument panel, energize the wing locker fuel trans-fer pumps for transferring fuel. These switchesshould be turned ON only to transfer fuel and turnedOFF when the indicator lights come ON indicatingfuel has been transferred.
DE1CE BOOT S Y S T E MO P E R A T I N G C H E C K L I S T
B e f o r e Enter ing A i r c r a f t
(1) During the exterior inspection, check the boots for tears, abra-sions, and cleanliness. Have boots cleaned and any major dam-age repaired before takeoff.
Dur ing E n g i n e Runup
(1) Position the deicer switch to on and check the inflation and de-flation cycles. The indicator light on the annunciator panel, seeFigure 2-7, should light when the system reaches 10 PSI. Thedeice system may be recycled as soon as the light goes off, oras required.
NOTE
The deicing system is manually controlled. Everytime a deicing cycle is desired, the switch must bepositioned to on. The switch will instantly springback to off, but a 6 second delay action in theswitch will complete the deicing inflation cycle.
(2) Check boots visually for complete deflation to the vacuum holddown position.
7-3
NOTEv _j,
"Complete inflation and deflation cycle will lastapproximately 30 seconds.
In F l ight
(1) When ice has accumulated to approximately 1/2 inch thick on theleading edges, position the deicing switch to on.
A f t e r E an ding
(1) Check boots for damage and cleanliness. Remove any accumu-lation of engine oil or grease.
O P E R A T I N G DETAILS
Cycling .of the deice boots produces no aerodynamic effects in any atti-tude wffehln'the allowable flight limitations. Deice boots are intended toremove ice after it has accumulated rather than preventing its accumula-tion. If the rate of ice accumulation is slow, best results can be obtainedby leaving the deice system off until 1/4 to 3/4 inch of ice has accumu-lated. After clearing this accumulation with one or two cycles of opera-tion, the system should remain off until a significant quantity of ice hasagain accumulated. Rapid cycling of the system is not recommended, asthis may cause the ice to grow outside the contour of the inflated boots,preventing its removal.
NOTE
Since wing, horizontal stabHizer and vertical stabi-lizer deice boots alone do not provide, adequate: pro-tection for the 'entire aircraft, known icing conditionsshould be avoided whenever.possible. If icing is en-countered, close attention-should be given.;t0/:thB pitot-static system, propellers, induction systems and othercomponents subject to icing.
The deice system will operate satisfactorily on either or both engines.During single-engine operation, suction to the gyros will drop momentar-ily during boot inflation cycle.
7-4
IIIIIIIIIIIIff
Ia"
I
DEICE BOOT CARE
Deice boots have a, special, electrically-conductive coating to bleed-off static charges which cause radio interference and may perforate theboots. Fueling and other servicing operations should be done carefully,to avoid damaging this conductive coating or tearing the boots.
Keep the boots clean and free from oil and grease, which swell therubber. Wash the boots with mild soap and water, using benzol or un-leaded gasoline, if necessary, to remove stubborn grease. Do not scrubthe boots and be sure to wipe off all solvent before it dries.
Small tears and abrasions can be repaired temporarily without remov-ing the boots and the conductive coating can be renewed. Your CessnaDealer has the proper materials and know-how to do this correctly.
P R O P E L L E R DEICE SYSTEMThe propeller deice system consists of electrically heated boots on the
propeller blades. Each boot consists of two heating elements "Outboard"and "Inboard, " which receive their electrical power through a deice timer.To reduce power drain and maintain propeller balance, the timer directscurrent to the propeller boots in cycles between elements and betweenpropellers.
NORMAL OPERATION
To operate'the propeller deice system proceed as follows:
(1) Battery Switch - ON.(2) Propeller Deice Circuit Breaker - CHECK IN.(3) Propeller Deice Switch - ON.(4) Ammeter - CHECK.
NOTE
Periodic fluctuation of the propeller deice ammeterindicates normal operation of the deice elements offirst one propeller and then the other. An ammeterreading in the lower one-half of the green arc iden-tified by 2 for the 2-bladed propellers and upper one-half of the green arc identified by 3 for the 3-bladedpropeller indicates proper operation.
7-5
• ' NOTE
-\*^ 50 check all the heating elements of both propellersand the deice timer for normal operation, the sys-tem must be left ON for approximately two to twoand one-half minutes.
The timer directs current to the propeller boots in cycles between bootelements and between propellers in the following sequence:
Heating Period No. 1 - Outboard Halves - right engine blades.Heating Period No, 2 - Inboard Halves - right engine blades.Heatijig Period No. 3 - Outboard Halves - left engine blades.Heafing Period No. 4 - Inboard Halves - left engine blades.
Each heating period lasts approximately one-half minute.
E M E R G E N C Y O P E R A T I O N
.. operation of the propeller deice system is. indicated by thepropeller deice switch tripping to the OFF position. Failure of the switchto stay reset indicates that deicing is impossible for the propellers.
A reading on the propeller deice ammeter below the lower end of thegreen arc with two-bladed propellers installed or below the white radialdividing the green arc with three-bladed propellers installed indicatesthat the blades of the propeller are not being deiced uniformly.
WARNING
When uneven deicing of the propeller blades is in-dicated, it is imperative that the deice system beturned OFF. Uneven deicing of the blades can re-sult in propeller unbalance and engine failure.
ALCOHOL WINDSHIELD DEICE SYSTEMThe alcohol windshield deice system consists of an alcohol tank, a
pump, left and right-hand dispersal tubes, and a switch breaker.
7-6
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IIIIIIIiII*-•
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The alcohol tank, located in the aft end of the right wing locker, hasa 3. 0 gallon capacity. The tank should be filled with isopropyl alcoholonly. Water dilution of the alcohol is not recommended, as any watercontained in the alcohol will reduce the efficiency of ice removal and mayfreeze on the windshield at very low temperatures. The pump located ad-jacent to the tank provides positive pressure to the windshield dispersaltubes. The left and right-hand dispersal tubes located at the forwardbase of the windshield provide flow pattern control throughout the air-craft's speed envelope. Each tube contains five holes which should beinspected and cleaned with a small diameter wire as necessary.
OPERATING CHECKLIST
Before Ent eri ng Ai rcraft
(1) During the exterior inspection, check the windshield dispersaltubes for cleanliness. Check the tank alcohol level Plow re-quirements are 3. 0 gallons per hour of continuous operation.
Dur ing Engine Runup
(1) Position the windshield deice switch breaker to ON. Allow ap-proximately 10 seconds for flow to begin. Assure that each ofthe five holes in left and right-hand dispersal tubes are flowingalcohol. Return the windshield deice switch breaker to the OFFposition.
N o r m a l O p e r a t i o n
To operate the windshield deice system, proceed as follows:
(1) Windshield Deice Switch Breaker - ON.
: NOTE
Allow approximately 1/8 to 1/4 inch of ice to accu-mulate. The windshield deice system can be usedas an anti-ice system by continuous use. However,the maximum endurance with a 3-gallon tank is ap-proximately 1. 0 hour of continuous operation. Air-speed should be 160 MPH IAS or below for best re-sults.
7-7
(2) Windshield - CHECK (allow approximately 10 seconds for alcohol I
ice is removed, windshield deice switch
WARNING
- OFF.
The windshield deice switch breaker must be posi-tioned OFF 20 seconds prior to reaching minimumdescent altitude. The alcohol film must be allowedto evaporate before a clear field of vision throughthe windshield is available.
E m e r g e n c y O p e r a t i o n
Abnormal operation of the alcohol windshield deice system is indicatedby the switch breaker tripping to the OFF position or failure of alcohol toflow onto the windshield. Do not leave system on more than 3 minuteswithout alcohol flow.
ECONOMY MIXTURE INDICATORThe Cessna Economy Mixture Indicator is an exhaust gas temperature
sensing device which is used to aid the pilot in selecting the most desir-able fuel-air mixture for cruising flight at less than 75% power. Exhaustgas temperature (EGT) varies with the ratio of fuel-to-air mixture enter-ing the engine cylinders.
O P E R A T I N G I N S T R U C T I O N S
(1) In takeoff and full power climb, lean the mixture as indicated bythe white or blue markings •pnvi?he fuel flow indicator.
NOTE
Leaning in accordance with markings on the fuelflow indicator will provide sufficiently rich mix-ture for engine cooling. Leaner, mixtures are notrecommended for power settings in excess of 75%.
JIIIIIIIIIII*-*
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(2) In level flight (at less than 75% power), lean the mixture to peakEGT, then enrich as desired, using Figure 7-1 as a guide.
NOTE
® Changes in altitude, OAT or power setting requirethe EGT to be rechecked and the mixture reset.
@ Operation at peak EGT is not authorized for nor-mal continuous operation,. except to establish peakEGT reference. Operating leaner than peak EGTminus 50° F (enrichen) is not approved.
(3) Use rich mixture (or mixture appropriate for field elevation) inidle descents or landing approaches. Leaning technique forcruise descents may be with EGT reference method (at leastevery 5000 feet) or by simply enriching to avoid engine rough-ness, if numerous power reductions are made.
MIXTURE DESCRIPTIOH
BEST P O W E R( M a x i m u m S p e e d )
RECOMMENDEDLEAN
(Owner ' s ManualP e r f o r m a n c e )
EXHAUSTGAS
TEMPERATURE
P e a kMinus 1 5 0 °( e n r i c h e n )
Peak
Minus 75°Be low 1 6 ,000f e e t
Minus 50°Above 16,000f e e t
(enr ichen)
TAS LOSSFROM BEST
POWER
0 MPH
2 MPH
RANGE INCREASEFROM
BEST POWER
0 %
7%
Figure 7-1
7-9
OPTIONAL CABIN PRESSURIZATION SYSTEMOPEllTtfWG CHECKLIST
B e f o r e S t a r t i n g Engines
(1) Pressurization Air Controls - PUSH IN (for pressurization).(2) Cabin Pressurization Switch - PRESS or DEPRESS.(3) Ram Air Control - PUSH IN (for pressurization).
PULL OUT (for ventilation).(4) Cabin RateControl - ON INDEX.(5) Cabin Altitude - SET (pattern altitude plus 500 feet).
Be-fore t a k e o f f• . i
(1) Cabin Pressurization Switch - PRESS.
C l i m b
During the climb (after cabin pressure has stabilized at pattern alti-tude plus 500 feet) the following procedure should be employed for maxi-mum passenger comfort:
(X). Cabin Altitude Control- SET (after cabin pressure has stabi-lized). Reset cabin altitude control to destination pattern altitudeplus 500 feet (inner scale) or cruise altitude plus 500 feet (outerscale) whichever gives the highest cabin altitude (Optional Sys-tem).
(2) Cabin Rate Control - SET to reach selected cabin altitude atapproximately the same time the aircraft reaches cruise altitude(Optional System).
Cru is ing
While operating at cruising altitude, the Cabin Rate Control should bein the INDEX position.
Letd ow nDuring the initial portion of the letdown, the following procedure should
be employed for maximum passenger comfort:
(1) Cabin Altitude Control - SET pattern altitude plus 500 feet (innerscale).
(2) Cabin Rate Control - SET to reach selected cabin altitude (Zerocabin pressure) at approximately the same'time the aircraftreaches pattern altitude plus 500 feet.
7-10 •3-/0
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B efore Lan ding
At pattern altitude or lower, the folio wing ..steps should be employed:
(1) Cabin Differential - Check zero.(2) Cabin Pressurization Switch - DEPRESS.
OPERATING DETAILS
The optional pressurization system offers many advantages over thestandard system. In the pressurized mode, the pilot can select the de-sired cabin altitude and cabin rate of climb. These selected values canbe maintained up to a 4. 2 PSI cabin pressure differential The lowestcabin altitude for a given altitude is presented in Figure 2-14.
Additional information on the optional pressurization system is pro-vided in Section H.
ELECTRIC ELEVATOR TRIMThe electric elevator trim system consists of an electrically operated
drive motor and clutch assembly, which receives power through a 'mo-mentary on" two way trim switch and an emergency disengage switch.
NORMAL O P E R A T I O N
To operate the electrical elevator trim system proceed as follows:
(1) Battery Switch - ON.(2) Elevator Trim Disengage Switch - ELEVATOR TRIM.(3) Trim Switch - ACTUATE (AS DESIRED).(4) Elevator Trim Indicator - CHECK.
NOTE
To check the operation of the disengage switch:actuate the elevator trim switch with the disengageswitch in the disengage position. Observe that themanual trim wheel and indicator do not rotate whenthe elevator trim switch is actuated.
7-11
E M E R G E N C Y O P E R A T I O N
Electric Elevator Trim System Failure,
(1) Elevator Trim Disengage Switch - DISENGAGE.
NOTE
The disengage switch removes all power from thesystem and. places motor and clutch circuits toground.
(2) Manual Trim - AS REQUIRED. -
DUAL HEATED PITOT SYSTEMThe dual heated pitot airspeed system consists of a pitot head located
on each side of the fuselage just aft of the nose cap. The left pitot headis connected to the pilot's airspeed indicator. The right pitot head is con-nected, to the copilot's airspeed indicator. Both airspeed indicators areconnected to the standard static system. There is no change in airspeedcalibration; see Figure 6-2 for airspeed calibration. See Pilot's Check-list for alternate static system airspeed calibration.
AIR CONDITIONING SYSTEMThe air conditioning system consists of a belt driven rotary vane com-
pressor located in the right-hand nacelle. The system is engaged by amagnetic clutch on the compressor. A by-pass valve is used to unloadthe compressor when less cooling is required.
The system incorporates two evaporators located below the aft cabinbaggage shelf. The right evaporator provides conditioned air to the cabinvia the overhead Wemac system. The left evaporator provides condition-ed air to the cabin via an overhead duct which terminates above the for-ward face of the aft cabin baggage shelf.
The system control panel is located on the right-hand stationary in-strument panel, and consists of two switches and a rheostat. The systemswitch placarded COOL - OFF - CIRCULATE controls the mode of opera-tion. The blower switch placarded HIGH - LOW controls blower speed,'^e blower will operate whenever the system switch is in either the COOL
llIIIIIIIIIII*r
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A I R C O N D I T I O N 1 N G SYSTEM S C H E M A T I C
OVERHEAD
CONDITIONED
AIR OUTLETS
WEMAC BLOWER
CONDENSATE
T A N K
LEFT EVAPORATOR
AND BLOWERASSEMBLY
AIR CONDITIONERCOOL ^COOLER. n HIGH
C O N D E N S E R
COMPRESSOR
RECEIVER-DRIER
FILTER
C O N D E N S E R
COOLING FAN
BYPASS VALVE
R E F R I G E R A N T LINES
RIGHT EVAPORATOR AND
BLOWER ASSEMBLY
AFT CABIN
C O N D I T I O N E D
AIR OUTLET
CODE
O V E R H E A D C O N D I T I O N E D A I R
AFT CABIN CONDITIONED AIR
Figure 7-2
7-13
or CIRCULATE mode. The temperature control rheostat placardedCOOLER, controls the temperature of the refrigerated air, clockwiserotation of the control lowers the air temperature.
N O R M A L P R O C E D U R E S
C o o l i n g
(1) Right-Hand Engine - START.(2) System Switch - COOL.(3). . Blower Switch - AS REQUIRED.(4) Temperature Control - AS REQUIRED.
C i r c u l a t ion
(1) System Switch - CIRCULATE.(2) Blower Switch - AS REQUIRED.
Li mit a t ions
Must be OFF or CIRCULATE for takeoff, landing and one engine opera-tion.
E M E R G E N C Y P R O C E D U R E S
(1) Engine Inoperative, Air Conditioner - OFF or CIRCULATE.
FIRE DETECTION AND EXTINGUISHING SYSTEMThe fire detection and extinguishing system consists of three major
components: three heat sensitive 'detectors Ideated in each engine acces-sory compartment; an annunciator and actuator panel, see Figure 7-3,and a compressed Freon single shot gas bottle in each engine accessorycompartment.
A test function is provided to test the system circuitry. When the testswitch is pushed all lights should illuminate, if any light fails to illumi-nate replace the bulb. If the green light does not illuminate after replac--ngthe bulb, replace firing, cartridge in fire extinguisher. Any other light
IIIIIIIIIIi&iI
Annunciation
Legend
Fire
E
OK
Color
Red
Amber
Green
Cause of Illumination
Fire condition existingin engine compartment
Fire extinguisher con-tainer empty
Fire cartridge andassociated wiring is inoperational condition
Figure 7-3
failure, after replacing bulbs and firing cartridge, indicates malfunctionin unit or associated wiring.
If an overheat condition is detected, the appropriate FIRE light willannunciate the engine to be extinguished. To activate the extinguisher,open the guard for the appropriate engine and press the FIRE light. Freon,under pressure, will be discharged to the engine and engine accessorycompartments. The amber light E, Figure 7-3, will illuminate after theextinguisher has been discharged and will continue to show empty until anew bottle is installed. The FIRE light will remain illuminated until com-partment temperatures cool.
O P E R A T I N G C H E C K L I S T
N o r m a l P r o c e d u r e s
BEFORE TAKEOFF
1. Press the test switch - all lights should illuminate.
7-15
E m e r g e n c y P r o c e d u r e s
If a fire Earning light indicates an engine compartment fire and isconfirmed or if a fire Is observed without a fire warning light:
1. Shut down the appropriate engine as follows:a) -Mixture control - IDLE CUT-OFF.b) Propeller - FEATHER.c) Magnetos - OFF.d) Fuel selector - OFF. ,e) Cowl flaps - CLOSED.
2. Open the appropriate guard and push FIRE light.3. .Land as soon as practical. >-•
NOTE
Better results may be obtained if the airflow throughthe nacelle is reduced by slowing the aircraft (as slowas practical) prior to actuating the extinguisher.
S E R V I C I N G
The system should be checked each 100 hours or annual inspection,whichever occurs first.
Check the pressure gage on each bottle to ensure the following pres-sures:
P R E S S U R E T E M P E R A T U R E C O R R E C T I O N T A B L E
Temp F°GageActual
-60110134
-40127155
-20148180
0174212
+20207251
+40249299
+60304354
+80367417
+100442492
+120532582
If these pressures are not indicated, have the bottle serviced.
L O C A T O R B E A C O NThe locator beacon system is a sweep tone emergency radio trans-
mitter incorporating a TEST and EMERGENCY switch, DISARM switch,"G" switch and battery pack all mounted in the dorsal fin. The TEST and
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EMERGENCY switch is primarily for troubleshooting and should normallybe in the NORM position. The DISARM switch enables the beacon to beturned off externally after rescue and should also normally be in theNORM position, A red guarded EMER - NORM switch is located on theinstrument panel and should normally be in the NORM position.
The system may be activated either automatically by the "G" switch ormanually by switching the red guarded instrument panel switch to theEMER position. The system when activated by the panel switch will nor-mally draw its power from the aircraft battery; however, if this supply isinterrupted or exhausted, the unit will automatically switch to its internalbatteries. .. . .
NOTE
This battery pack should be changed on an annualbasis.
N O R M A L P R O C E D U R E S
B e f o r e T a k e o f f
(1) Instrument Panel Switch - NORM.
B e for e L a n d i n g
(1) Instrument Panel Switch - EMER.(2) It time permits monitor 121. 5 MHz for signal
A f t e r L a n d i n g
(1) Test and Emergency Switch (located in dorsal fin) - ON.
A f t e r R e s c u e
(1) Disarm Switch (located in dorsal fin) - OFF.
MANUAL AND E L E C T R I C A L A D J U S T A B L E SEA?
The optional manually or eleetrically adjustable pilot's ancprdpilot's seatsare available to add to your flying comfort. Either,of "thelse seats may beadjusted fore and aft, vertically, and tilted to^aarsfd,esfred position withinthe limits of the seat.
I
M A N U A L L Y A D J U S T E D S E A T C O N T R O L S
Controls for the optional manually adjustable seats are located at the for-ward side of the seat. Rotating the handcrank (1, Figure 7-4), at the for-
• ward right-hand corner of the seat, tilts the back. Rotating the hand-crank (2, Figure 7-4), at the forward left-hand corner of the seat raisesand lowers the-seat. The fore and aft adjustment lever (3, Figure 7-4),is located at the forward side of the seat near the center. It is recom-mended that the seat be moved to the aft position prior to making tilt orvertical adjustments, to provide maximum handcrank clearance.
MANUALLY A D J U S T E D S E A T C O N T R O L S
2
1. Tilt Adjustment Handcrank2. Vertical Adjustment Handcrank3. Fore and Aft Adjustment Lever
Figure 7-4
7-18
E L E C T R I C A L L Y A D J U S T E D S E A T C O N T R O L S
Controls for the optional electrically adjustable seats are located at theforward side of the seat at the left-hand corner. Activating the left-handswitch (1, Figure 7-5), tilts the back. Activating the right-hand switch(2, Figure 7-5), raises and lowers the seat. The fore and aft adjustmentlever (3, Figure 7-5), is located at the forward side of the seat near thecenter. Both engines should be started prior to making tilt or verticaladjustments to the seats to preclude excessive battery drain.
NOTE
It is recommended that the loads on seat backs andbottoms be partially relieved while making verticalor tilt adjustments.
E L E C T R I C A L L Y A D J U S T E D S E A T C O N T R O L S
1. Tilt Activation Switch2. Vertical Activation Switch3. Fore and Aft Adjustment Lever
Figure 7-5
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11
7-20
E
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1
A
Acceleration, High AltitudeAdjustable SeatsAfter Landing . . 1-12,After Takeoff . . 1-EAircraft AltitudeAircraft, SecuringAir Conditioning System
SchematicAircraft FileAir Inlet or Filter IcingAirspeed
Correction Table .Instrument MarkingsLimitationsNomenclature
Multi- EngineSingle- EngineSummary
Alcohol Windshield Deice .Alternate Induction Air
System . . . .Alternator and Battery
SwitchesAlternator FailureAltitude OperationAnnunciator PanelAuthorized, OperationsAuxiliary Fuel Pump
SwitchesAuxiliary Fuel SystemAvionics Master Switch
2-497-172-13
1, 2-64-1
1-127-127-135-7
3-15
6-24-24-2
2-63-26-17-6
2-9
2-213-122-492-254-1
2-187-27-1
A L P H A B E T I C A LI N D E X
B
Baggage CompartmentsBalance, Weight andBattery and Alternator
Switches . . . .Before Landing . . 1-11,Before Starting EnginesBefore Takeoff . . 1-7,Blower, Wemac Operation.Breakers, Circuit and
Switch . . . .Panel
cCabin
Air Knob, AftAir Knob, ForwardAir Schematic . 2-30,Air Temperature
Control KnobDefrost Knob
Door . . . .Fan SwitchHeat Switch .OverpressurePressurization Loss
Care of the Aircraft .Deice BootPreflight Inspection 1-2,Ground Handling
4-44-4
2-212-121-12-4
2-39
2-242-23
2-372-372-32
2-362-372-442-362-363-163-165-17-52-15-1
Index-1
Interior . . . 5-3Insj>ej|jfioiv%rvice and
%ispeitiori?Proeedures 5-5Lubrication and Servicing
'Procedures . . 5-8Mooring Your Aircraft . 5-2Painted Surfaces . . 5-3Propeller . . . 5-3Windows and
Windshields . . 5-2Center of Gravity Moment
Envelope . . . 4-7Charts *"
Accelerate StopDistance . . . 6-4
Airspeed CorrectionTable . . . 6 - 2
Center of Gravity MomentEnvelope . . . 4-7
Climb Data . . . 6 - 6Multi-Engine Climb . 6-6.Singie^Ehgine Climb. 6-7
Cruise PerformanceSea Level . . 6-85000 Feet . . 6-810, 000 Feet . . 6-915, 000 Feet . . 6-920, 000 Feet . . 6-1025,000 Feet . . 6-11
Landing Performance .- 6-12Loading . . . 4-6Manifold Pressure . 4-3Maximum Glide . . 3-9Mixture Description . 7-9Normal Takeoff ':
Distance . . . 6-3Oxygen Consumption
Bate . . . . . 2-41Oxygen Servicing . . 2-42Pressurization Schedule
Optional System . 2-34Standard System . 2-31
Range Profile . . 6-11
Index-2
RPM to SimulateCritical Engine (Left)
Engine Inoperativeand Feathered
Single-EngineTakeoff DistanceService Ceiling
Stall SpeedTurbo System
SchematicChecklist, Operating .
Deice Boot System .Optional Pressurization
Circuit Breakers andSwitch Breakers
PanelClimb . . . . .1-
Maximum Performance.Normal
Cold Weather OperationConsole, OverheadC ontaminati on,
Pressurization AirContents, Table ofCruise . . . .Cruising . . . .Cylinder Head
Temperature
Defrost KnobDefrosting, and Heating
Deice Boot SystemOperating Checklist:,;/.Operating Details * ,
Descent Procedures,Emergency
Description and OperatingDetails
Dimensions, Principle
JllIIIIIIIIII•*
I
Ditching . , . . 3-20Door, Cabin . . . 2-44
Economy MixtureIndicator . . . 7-8
Electric Elevator Trim . 7-11Electrical Power
Distribution Schematic . 2-22Electrical System . 2-21, 3-12Elevator Trim . . . 7-11Emergencies
Cabin Overpressure . 3-16Ditching . . . 3-20Electrical System . 3-12Emergency Procedures
Fuel System . . 3-11Engine-Out Procedures
After Takeoff . . 3-1During Flight . . 3-5During Takeoff . 3-1Restart In Flight After- Feathering . . 3-7Supplementary
Information . , 3-2Flight Instruments . 3-13Fuel System . . 3-11Landing
Defective GearMain . . . 3-19Nose . . . 3-20
Flat TireMain Gear . . 3-17Nose Gear . . 3-18
Gear Will NotExtend Electrically 3-14Retract Electrically 3-14
Procedures . . . 3-1Descent . . . 3-17
Pressurization System . 3-16Air Contamination . 3-16Cabin Overpressure . 3-16
Cabin PressurizationLoss . . . 3-16
Descent Procedures . 3-17Impending Window
Failure . . 3-16Emergency Exit . . 2-45Emergency Power Switch . 2-23Engine
Inoperative Procedures. 3-1Operation Limitations ." 4-2Operating
Characteristics . 2-47Restarts In Flight After
Feathering . . 3-7Engine Failure
After Takeoff . . 3-1During Flight . . 3-5During Takeoff . 3-1, 3-2
Engine InstrumentsCylinder Head
Temperature . . 4-3Fuel Flow , ' 4-3Manifold Pressure
Markings . . . 4-3Oil Pressure . . . 4-2Oil Temperature . . 4-2Tachometer . . . 4-3
Engines, Starting. 1-5, 2-2, 3-7Before Starting . . 1-1Starting, Left Engine
First . . . 1 - 5External Power Source,
Starting . . . 1-6
File, Aircraft . . . 5-7Fire Detection and
Extinguishing System . 7-14Flight Instruments . . 3-13Flight, Maneuvering . . 2-11Fly able Storage . . . 5-4Flying, Night . . - 2-14
Index-3
Forced LandingComplete Power Loss .Pr e cautionary Landing
With Power . .Fuel
Flow Gage . . 2Optional Systems .Pump Failure, Engine-
Driven . . .Pump Switches,
Auxiliary . .' .Quantity'TMiaators .Selector Talve Handles .System . . . • .System Schematic . .
GagesFuel Flow .Oil PressureOil Temperature
Glide, MaximumGo-Around,
Single-EngineGo-Around,
Twin-EngineGround Handling
HHandcrank, Landing Gear .Handling, Ground . .Heater Operation for Heating
and DefrostingDepressurized .Pressurized
Heater Overheat WarningLight . .
Heater Used forVentilation
Index-4
Heating, Ventilating and3-10
3-10
1, 4-3, 7-2
3-11
2-182-212-182-172-19
2-204-24-23-9
3-11
1-115-1
2-265-1
2-382-352-36
2-38
2-38-""
Defrosting System
1
Icing or Obstruction ofStatic Source
Induction Air System,Alternate
Inspection, Preflight . 1-2Inspection, Service and
Inspection Periods .Instrument Markings,
Engine . .Cylinder Head
TemperatureFuel FlowManifold Pressure .Oil PressureOil TemperatureTachometer
Instrument PanelInterior Care
KKnob
Aft Cabin AirCabin Air Temperature '
ControlDefrost . . . .Forward Cabin Air
* - ILanding . . .1-11,
^fter . . . 1-12,f' ^^^st"' . . . 1-11,
EmergenciesFlat Main Gear Tire,
Landing With~ ' -T-S1
2-35
3-13
2-9, 2-1
5-5
4-2
4-34-34-34-24-24-3 -
iv5-3
2-37
2-362-372-37
2-122-132-123-17
3-17
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ViJBV£,
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Flat Nose Gear Tire,Landing With
Forced (Complete PowerLoss)
Forced (PrecautionaryWith Power)
Gear HandcrankGear Position LightsGear SystemGear Warning Horn
LetdownLight
Heater OverheatWarning
Landing Gear PositionLimitations, AirspeedLoading ChartLocator BeaconLubrication and Servicing
Procedures
MMAA Identification PlateManeuvering FlightManeuvers, Normal
CategoryManifold PressureMaximum GlideMaximum Performance
ClimbMixture Description
ChartMomentary Overboost of
Manifold PressureMooring Your AircraftMulti-Engine Airspeed
Nomenclature
NNight Flying
3-18yer
3-10Y
3-102-262-26
2-26,- 3-142-26
1-11, 2-11
2-38i . 2-26
4-24-6
7-16g
5-8
5-12-11
4-14-33-9
1-9
7-9
2-495-2
2-6
2-14
Normal CategoryManeuvers
Normal ClimbNormal StartNormal TakeoffNormal Takeoff Distance
Chart
oOperating ChecklistOperating Limitations
Engine . • .Operational DataOperation, Cold WeatherOperations AuthorizedOptional SystemsOverhead ConsoleOvervoltage RelayOwner Follow-Up SystemOxygen System
Consumption RateChart
OperationServicing
P
Painted SurfacesPitot Heat SwitchPitot System, Dual
HeatedPower Distribution
SchematicPower Switch,
EmergencyPreflight Inspection .Pressurization System
EmergenciesOperating Details .,
Optional SystemStandard System
4-11-81-51-8
6-3
1-14-14-26-1
2-144-17-1
2-502-245-6
2-39
2-412-402-42
5-32-44
7-12
2-22
2-231-2, 2-1
3-162-27, 7-11
2-332-28
Index-5
Optional Schedule . . 2-34Standard Schedule . . 2-31
Principle Dimensions . iiProblem, Sample . . 4-5Propeller Care . . 5-3Propeller Deice System . 7-5Propeller Synchronizer . 2-43Publications . . . 5-6
Range Profile . . . 6-11Regulator Switch,
Voltage . . . • . 2-23
Sample Problem . . 4-5Schematic
Cabin Air SystemPressurized Mode . 2-30Ram Mode . . 2-32
Electrical PowerDistribution . . 2-22
Fuel System . . 2-17Turbocharged Engine . 2-45
Seats, Adjustable . . 7-17Securing Aircraft . . 1-12Servicing Intervals
Checklist . . . 5-10Servicing Procedures and
Lubrication . . . 5-8Single-Engine
Airspeed Nomenclature. 3-2Approach and Landing . 3-9Takeoff . . . 3-1, 3-4Takeoff Performance
Chart . . . 6 - 5Spins 2-11StaH 2-10Stall Speed Chart , . 6-2Starting Engines . . 2-2
; -Left Engine First . 1Static Pressure Alternate
Source ValveSummary, AjLrspeed
NomenclatureSupplementary Information,
Engine Failure DuringTakeoff
SwitchesAuxiliary Fuel PumpAvionics MasterBattery and AlternatorCabin FanCabin HeatEmergency PowerPitot Heat' . .Voltage Regulator
SystemAlternate Induction AirDeice Boot '" .Dual Heated Pitot .ElectricalEmergency Procedures.FuelLanding GearOptional
Cabin PressurizationOxygenPressurizationPropeller DeiceTurbocharged Engine
Table of ContentsTachometer " .Takeoff." "frV /"
Aftef~ . .BeforeNormalSingle-Engine
Taxiing
•5, '1-6
2-44
6-1
3-2
12-187-1
2-212-362-362-232-442-23
2-97-3
7-122-213-1
2-172-267-1
i 7-102-392-277-5
2-45
iii. . 4-31-8, 2-51-8, 2-61-7, 2-4
1 RJ. O
3-12-4
•
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1
1
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1
1
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1,$
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I
Turbocharged EngineOperating
Characteristics . 2-47Schematic . . . 2-46
Turbocharged EngineSystem . . . . 2-45
Altitude Operation . .2-49Engine Shutdown . 2-50Fuel Flow Variations
With Changes inManifold Pressure 2-48
High Altitude EngineAcceleration . . 2-49-
Manifold PressureVariation
With Airspeed . 2-48With Altitude . 2-47With Engine RPM . 2-47With Increasing .or
Decreasing FuelFlow . . . 2-48
VVacuum Pump Failure . 3-13Ventilation, Heater
Used for . . . 2-38Voltage Regulator Switch . 2-23Voltammeter . . . 2-24
wWeight and Balance . . 4-4Wemac Blower
Operation . . . 2-39Windows and
Windshields . . . 5-2Windshield, Alcohol
Deice . . . . 7 - 6Wing Locker Fuel
System . . . . 7 - 2
Index-7
r
index-8
SERVICINGREQUIREMENTS
FUEL:AVIATION GRADE - 100/130 MINIMUM (LOW LEAD FUELS ARE
APPROVED FOR USE)CAPACITY EACH MAIN TANK - 51 GALLONSCAPACITY EACH AUXILIARY TANK - 20. 5 GALLONSCAPACITY EACH OPTIONAL WING LOCKER TANK - 20. 5 GALLONS
ENGINE OIL:AVIATION GRADE - SAE 50 ABOVE 40°F.
SAE 10W30 OR SAE 30 BELOW 40° F.(MULTI-VISCOSITY OIL WITH A RANGE OF SAE 10W30 IS RE-COMMENDED FOR IMPROVED STARTING IN COLD WEATHER.DETERGENT OR DISPERSANT OIL, CONFORMING TO CONTI-NENTAL MOTOR SPECIFICATION MHS-24A MUST BE USED.
CAPACITY OF EACH ENGINE SUMP - 13 QUARTS INCLUDING 1QUART FOR OIL FILTER.
(DO NOT OPERATE ON LESS THAN 9 QUARTS. TO MINIMIZELOSS OF OIL THROUGH BREATHER, FILL TO 10 QUART LEVELFOR NORMAL FLIGHTS OF LESS THAN 3 HOURS. FOR EX-TENDED FLIGHT, FILL TO CAPACITY.
OIL FILTER ELEMENT - C294505-0102
ENGINE BREATHER SEPARATOR ELEMENT - 0850694-5
HYDRAULIC FLUTD:MIL-H-5606A (RED)
OXYGEN:AVIATOR'S BREATHING OXYGEN - SPECIFICATION MIL-O-27210MAXIMUM PRESSURE - 1800 PSI (EXCEPT WHEN FILLING)
TIRE PRESSURE:- MAIN WHEELS - 60 PSI
NOSE WHEEL - 40 PSIVACUUM SYSTEM FILTER:
ELEMENT - STANDARD SYSTEM C294501-0103OPTIONAL SYSTEM C294501-0203
INDUCTION AIR FILTER:ELEMENT - 9913001-1
WINDSHIELD DEICE FLUID:ISOPROPYL ALCOHOL - MIL-F-5566 CAPACITY - 3. 0 GALLONS
"TAKE Y O U R G'E'S'StNA H'QjME
FOR S E R V K C E AT THE S'H&fcJ
OF THE CEStfN'A SWEIUD",- t " "
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CESSNA Ail{g,C(g,AiFt C'0-MlPAf»TY
VvHCHIT-A, KANSAS *° '*
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