CONRAD INTERNATIONAL CORP., Inc. c/c P. O. BOX 5097 FORT LAUDERDALE, FLORIDA BROWARD INTERNATIONAL AIRPORT Telephones JAckson 3-0928 - JA 4-5343 Dear Twin Beech Owner: It is with a great deal of pleasure and pride that Conrad International Corporation, Inc. announces the CONRAD 10,200, a modern executive type aircraft, incorporating the latest developments of Safety and Performance. This is the result of ten years of intensive research and development, costing a tremendous amount of money. This work was done as the result of a poll of executive aircraft pilots at the end of Airline Training Incorporated’s first seminar in 1951. They replied in favor of increasing the gross weight and performance of the Twin Beech. Working with the best aerodynamicists in the country, we made many refinements to the Beech, and, after a full series of dynamic, static and performance tests in July of 1961, we were certificated by the F.A.A. at 10,200 lbs. gross weight for take-off and 9,800 lbs. for landing without Jato or dump chutes. The safety and performance of the Conrad 10,200 exceeds that of any aircraft in its class and at a cost amazingly below that of others. Very truly yours, W. H. Conrad President In presenting this new FAA approved modernization Kit for the Beech 18 series airplanes, we are providing greatly improved perform- ance and substantially increased safety to Beechcraft operators. As a result you will obtain the following benefits when the Conrad 10,200 Safety Performance Kit is installed in your airplane: SOME OF THE INTANGIBLE BENEFITS: 1. Increased safety. 2. Valuable time saved by the executive from point of departure to destination. SOME OF THE TANGIBLE BENEFITS: 1. Increased takeoff weight 10,200 lbs. and landing weight 9800 lbs., (reduced empty weight, approximately 300 lbs. plus 1450 lbs. or a total of 1750 lbs. increased payload). 2. METO HP increased from 400 to 450 HP. 3. Safe Landing gear extension speed increased from 120 to 160 MPH. 4. True airspeed increased to 210 MPH at 60% HP at altitude. 5. Cruising range increased to more than 1050 miles. 6. Single engine altitude increased to 9450 ft. 7. Takeoff critical altitude increased from 2400 to 3850 ft. 8. Improved carburetor heat to 130° F. available when needed. 9. Stabilizer angle of incidence reduced to ¥2° negative. 10. Improved cylinder and oil cooling. 11. Fuel injection. No induction ice. 12. Automatic oil cooler. 13. Best power at all power settings and altitudes. 14. 20% saving in fuel economy. THESE, AND MANY MORE BENEFITS ARE GAINED THROUGH INSTALLATION OF THE CONRAD 10,200 SAFETY PERFORMANCE KIT IN YOUR BEECHCRAFT AIRPLANE. C7C___________________________ CONRAD INTERNATIONAL CORP., Inc. I’. O. BOX 5097, FORT LAUDERDALE, FLORIDA Phones JAckeon 3-0928 - JA 4-5343 'Safety and Performance99 CONRAD New Conrad 10,200 Conversion _________________________ CONRAD INTERNATIONAL CORP., Inc. P. O. BOX 5097, FORT LAUDERDALE, FLORIDA Phones JAckaon 3-0928 - JA 4-5343 STC SA2-1246 CONRAD 10,200 10.200 lbs. takeoff9 9000 lbs. landing. Increased Safety. Speed. and Performance. For Beech D18S, C45G, C45H, TC45G, TC45H. Includes STC SA2-820 STC SA4-113 STC SA4-119 STC SA4-152 STC SA2-204 STC SA2-213 STC SA2-1230 STC SA2-621 STC SA2-328 STC STI-391 Safety Performance Kit 9800 lbs. Power package, cowling and nacelle changes, electrically operated upper cowl flaps, and main landing gear doors. Stabilizer relocation. Stewart Warner Heaters (2), one in each wheel well. One-piece windshield and cockpit side windows. Wing tips with built-in antennas. Extended tail wheel. Fiberglas bubble tail wheel enclosure doors. Hartzell propellers.0 Crossover unfeathering. Fuel injection (For highest safety and economy fuel injection is recommended. However the carburetor modification kit is optional). This is the original time tested and proven CONRAD SAFETY PERFORM- ANCE KIT, from the time we originated our 9000 lb. kit which increased Safety, Speed, and Performance, and takeoff weight from 8750 lbs. to 10,200 lbs., and landing weight from 8750 lbs. to 9800 lbs. We have added to the original kit such improvements as electrical cowl flap operating mechanism, extended tail wheel, and fiberglas bubble tail wheel enclosure doors, fuel injection, eliminating all induction icing, etc. The performance was so good at 9800 lbs. and 10,200 lbs. that with the carburetor full rich mixture, a fuel flow indicator to go to best power was not necessary; the character- istics were such that no stall warning indicators were required; and no Jato assist was needed to meet FAA requirements.00 For further information on the components of this kit, and performance charts, see the following pages. 0 Not required if customer has Hartzell propeller installation. 00 Jato at customer’s option. c/c___________________________ CONRAD INTERNATIONAL CORP.. Inc. P.O.BOX, son?, PORT lAUDERDALE. FLORIDA Phone h JAckson 3-0028 - JA A-53-43 CONRAD INTERNATIONAL CORP., Inc. P. O. BOX 5097 FORT LAUDERDALE, FLORIDA BROWARD INTERNATIONAL AIRPORT c/c Telephones JAckson 3-0928 - JA 4-5343 PRESENTING SAFETY AND PERFORMANCE ABOVE ALL NOW FOR THE FIRST TIME IN THE HISTORY OF GENERAL AVIATION ENGINEERED BY APPROVED BY: F.A.A. 7/24/61 SUPPLEMENT TO AIHPLAME FLIGHT MANUAL CONRAD TEN-TWO (10,200 Ids.) REGISTRATION NUMBER N-2110E AIRPUNE SERIAL NUMBER A-8L Th* airplan* operating limitations and performance data aa contained herein supersede th* equivalent sections of the basic FAA Approved Airplan* Flight Manual when th* airplane is modified in accordance with AIRLINE TRAINING INC. Supplemental Type Certificate No. SA2-12U6 . Those portions of th* basic manual corresponding to th* data contained herein should be marked obsolete and reference mad* to this supplement. Only Limitations listed In Section I ar* required by law. ™ *PPE°™ zChidf, Engineering and Manufacturing Branch Region #2 FAA APPROVAL DATE July 24, 1861 Part # 15,000 I AIRLINE TRAINING, INC. FAA APPROVED Supplement to AIRPLANE FLIGHT MANUAL MODEL Conrad Ten-Two DATE APPROVED 7-24-61 From RareAviation.com AIRLINE TRAINING, INC. FAA APPROVED Supplement to AIRPLANE FLIGHT MANUAL MODEL Conrad Ten-Two DATE APPROVED 7-24-61 AIRLINE TRAINING, INC. FAA APPROVED Supplement to AIRPLANE FLIGHT MANUAL MODEL Conrad Ten-Two DATE APPROVED 7-24-61 From RareAviation.com and JPwfwmanrf* ** STC SA2-820 CONRAD 9800 D 9 SOO lbs, takeoff. 9400 lbs, landing,* Increased Safety• Speed, and Performance. For Beech D18S, C45G, C45H, TC45G, TC45H. Includes STC SA4-113 Power package, cowling and nacelle changes, electrically operated upper cowl flaps, and main landing gear doors. Stabilizer relocation. STC SA4-119 STC SA4-152 Stewart Warner heaters (2), one in each wheel well. STC SA2-204 One-piece windshield and cockpit side windows. STC SA2-213 Wing tips with built-in antennas. STC SEI-391 Fuel injection (For highest safety and economy and SAI-427 fuel injection is recommended. However the carburetor modification kit is optional). This is the original time tested and proven CONRAD SAFETY PERFORM- ANCE KIT, from the time we originated our 9000 lb. kit which increased Safety, Speed, and Performance, and takeoff weight from 8750 lbs. to 9800 lbs., and landing weight from 8750 lbs. to 9400 lbs. (or 9800 Ibs.°, and rear C.G. from 117.7 to 120.5). We have added to the original kit such improve- ments as electrical cowl flap operating mechanism, fuel injection, elimin- ating all induction icing, etc. The performance was so good at 9800 lbs. that with the carburetor full rich mixture, a fuel flow indicator to go to best power was not necessary; the characteristics were such that no stall warn- ing indicators were required; and no Jato assist was needed to meet FAA requirements.40 For further information on the components of this kit, and comparative performance charts, see the following pages. ° 9800 lbs. landing with STC SA2-1230. See Extended Tail Wheel Section. °° Jato at customer’s option. C7C___________________ CONRAD INTERNATIONAL CORP., Inc. P. O. BOX 5097, FORT LAC DERD ALE, FLORIDA -3- anrf Performance 99 performance data Here are some comparisons of performance data, taken from the F.A.A. approved Flight Manuals, between the CONRAD 9800 at 9800 lbs., the I960 Super G-18S at 9700 lbs., and the D-18S at 8750 lbs. gross weight. The CONRAD 9800 Single Engine Climb was accomplished at FULL RICH mixture, while both other aircraft were operated at best power, requiring either FUEL FLOW meters or Fuel Air Ratio gauges. take-off distance The distance shown is that required from the start of the take-off roll to clear a 50 foot obstacle after acceleration to the following speeds: CONRAD 9800 .............116 M.P.H. Super G-18S......................100 M.P.H. D-18S ...................108 M.P.H. Rate of Climb—Ft./Min. Distance—Ft. _______________________ CONRAD INTERNATIONAL CORP., Inc. x>. O. BOX 5097, FORT LAUDERDALE, FLORIDA From RaFeAviation.eem anti orman” NEW ATTITUDE STC SA4-119 stabilizer angle of incidence The horizontal stabilizer angle of incidence is changed from —2° to —^°, and eleva- tor seal strips are added. This change raises the tail in cruise configuration, thereby reducing induced drag, and resulting in cruise with neutral elevator trim, even at gross weight. (included with STC SA4-119) elevator gap seals The addition of the elevator gap seals top and bottom, prevents the drag inherent with airflow between the elevator and sta- bilizer and affords better elevator control at low airspeeds. (included with STC SA2-820, STC SA2-1246, and STC SA2-280) stall strips Vastly improved stall strips reduce stalling speed and greatly add to stability in slow flight. 5 ________________________ CONRAD INTERNATIONAL CORP., Inc. P.O. BOX 5007. FORT LAUDERDALE. FLORIDA Phones JAckson 3-0028 - JA 4-5343 asr/f jP&rforntance STC SA4-34 (and included in STC SA4-113) main landing gear doors installation of new wheel well doors is a drag reducing factor which adds to all around performance. The specially designed door actuating mechanism is of rugged, dependable construction, enabling a new gear extension speed of 160 MPH—a very important safety factor in view of the new high speed and low drag factor of the aircraft. Protection from inner airflow afforded by these doors also reduces the usual heat loss normally found in this location with either exhaust type heaters or the newer combustion type installed in the wheel wells. -6- CJC CONRAD INTERNATIONAL CORP., Inc. P- O. BOX 5097. FORT LAUDERDALE, FLORIDA Phoneti JAckson 3 0928 - JA 4-5343 a nt/ /V//»rzwi777<¥' " STC SA2-204 one piece wrap-around windshield This is a maximum SAFETY item. Al- though the accompanying pictures show a great deal of its improved visibility, it can honestly be said that you must sit in the cockpit of a plane in flight to fully appre- ciate the tremendous difference afforded by this beautifully uncluttered windshield. The typical pilot reaction is that ‘This takes the Beech out of the birdcage class’ or ‘Wow, this is like getting out of jail.’ THIS WINDSHIELD is F.A.A. approved with or without windshield wipers, and your regular wipers can be used. How- ever, we believe they are unnecessary, as a flight through heavy rain or ice will easily prove. The removal of your present wiper system will save another 11 pounds, and is highly recommended. Other advantages obtained by this wind- shield are: INCREASED STRENGTH BETTER RAIN DISPERSEMENT BETTER VISIBILITY IN ICE REDUCES THE EMPTY WEIGHT OF YOUR SHIP BY 19 POUNDS REDUCES COCKPIT NOISE F.A.A. APPROVED FOR WINDSHIELD ALCOHOL NO DISTORTION REDUCES MAINTENANCE COST (AS LEAKS ARE ELIMINATED) -7 c/c________________________ CONRAD INTERNATIONAL CORP., Inc. P. O. BOX 5097. FORT LAUDERDALE, FLORIDA Phones JAckson 3-0928 - JA 4-5343 ant/ Performance S' ITC SA2-213 high performance wing tips with built-in antennas Increased lateral stability, reduced drag, built-in, modern designed wing tip lights and, of course, built in antennas are some the features of this very important design. . reduction in wing span of one foot with- out reduction in area has been achieved by squaring the tip. The new airfoil, com- pletely tufted during flight tests, showed no stall occurred on these tips during even e most violent stall approaches. 01 A th tij ot The built in antennas have been proven to have excellent radiation patterns. One wing is used for communications and the rer for all omni receivers. This installa- tion includes antenna leads from each tip nnected as required for your radio in- stallation. cc c/c__________________________ CONRAD INTERNATIONAL CORP., Inc. P. O. BOX 509'7. FORT LAUDERDALE, FIORIDA Phones JAckeon 3-0028 - JA 4-5340 -8- From KareAviation.com ' anal f*a>rfmrmana*a» STC SA4-152 CU/bm hCU/t'fflfJ In-flight comfort is increased by new dual heater and duct installations which give uniform and automatically controlled heat on demand. Ducting and outlets are designed to provide a plentiful and continuous supply of thermostatically controlled air where most needed by passengers and crew. Two Stewart-Warner 940 heaters, installed one in each wheel well. -9- _________________________ CONRAD INTERNATIONAL CORP., Inc. P. O. BOX 5097, FORT LAX DERDALE, FLORIDA. Phones JAckeon 3-0928 - JA 4-5343 STC SA4-113 power package The power pack modification consists of four different changes in the engine and nacelle area. Each one has separate and distinct advantages, but all together, they contribute to greatly- reducing the drag factor in the engine nacelle. -10- !• new engine dishpan and exhaust troughs A formed stainless steel dishpan of com- pletely new design replaces the old one, which provides better air flow characteris- tics, lessening drag. Attached to it are three exhaust troughs at the four, eight and twelve o’clock positions. All air exiting from the nacelle is emitted through these troughs, combining with the engine exhaust at this point, increasing velocity and creating jet thrust. The lower cowl flaps are redesigned to fixed plates and an electrically controlled upper cowl flap is installed to control cool- ing air flow through the power section. A weight savings of 14 pounds is realized through the removal of the old cowl flap mechanism. 2. cglinder baffles Better cooling resulting in increased engine operating efficiency is achieved through the use of new, specially designed cylinder head and barrel baffles which restrict and direct ram air flow to the cylinder fins. Approximately 50% less volume of air passes through the baffles at greater velocity, increasing the rate of heat transfer. This smaller volume of air exiting through the newly designed troughs aids in the reduc- tion of aerodynamic drag. Very important to the operator is the shorter time for engine warmup and the almost constant cylinder head temperatures maintained throughout all conditions of flight. _____________________ CONRAD INTERNATIONAL CORP., Inc. F. O. BOX 5097, FORT LAUDERDALE, FLORIDA Phones JAckson 3-0828 - JA 4-5343 brom KareAviation.com ana Performance99 new exhaust system An advance design exhaust system, consist- ing of individual and Siamese jet stacks ex- hausting through the three new stainless steel jet augmenter type troughs eliminates back pressures in the engine and creates jet thrust. Use of the new jet stacks in place of the former exhaust manifold tail pipe reduces vibration and approximately 80 pounds of weight. The installation of this new system has completely eliminated the carbon monoxide problem in the aircraft, and removal of the drag creating upper cabin ventilator scoops, with the exception of the most rear one, is accomplished at the time of this installation. One individual and one Siamese stack fit all positions on the engine, reducing spare parts inventory problems. 4. reworked engine cowling The engine cowling is completely reworked to accomodate the power pack installation. The old cowl flaps are removed and aug- menter type exit plates are installed on the lower troughs. An electrically actuated cowl flap is installed at the twelve o’clock position. An oil radiator exit door discharg- ing over the top of the nacelle provides dependable oil cooling through the normal ambient temperature range. C7C___________________________ CONRAD INTERNATIONAL CORP., Inc. P. O. BOX. 5097, EORT I^UDERDALE, FLORIDA Phones JAckson 3-0928 - JA 4-5343 '"Safety antf JPerformance ’’ weight 8.7 lbs.—10^" high STC SEI-391 fuel injection The Simmonds SU-580 series of Fuel In- jectors utilizes a system of speed density metering. This system uses the engine itself as an air pump. In most instances air flow to an internal combustion engine is a func- tion of engine speed, intake manifold air pressure and intake manifold air tempera- ture. However, in aircraft applications, exhaust back pressure influences air con- sumption to a great extent. The metering unit of the 580 system also accounts for this parameter, and, together with the three parameters previously mentioned — speed, pressure and temperature, the injector rec- ognizes all four variables and meters fuel at the desired rate for any combination of these variables. Fuel injection removes all the problems and doubts of manual leaning. After starting the engines, one is assured that the fuel-air ratio is absolutely correct at all times— high or low—hot or cold—METO or cruise —one can glance at a chart and determine the fuel consumption within l/10th of a pound. The engine will have proper fuel for cooling in a METO climb or exactly enough for best power in the cruise regimes. It will take many hours to get used to the unbelievable new smoothness of your en- gines. The new smoothness is the result of better fuel distribution which in turn gives better and more uniform cooling and power so that in cruise regimes you will realize a 75% to 20% savings in fuel consumption. c/c -12- CONRAD INTERNATIONAL CORP., Inc. P. O. BOX 5097. FORT LAUDERDALE, FLORIDA Phones JAckson 3-0928 - JA 4-5343 /aw// /Vr/»rzr/4w<¥' *' In terms of safety, the elimination of the carburetor venturi and its coexistent mixing of fuel and air, the SU-580 has re- moved the old bug-a-boo, Carburetor Ice. No more loss of power due to carburetor heat. And what’s more, the removal of the previous restrictions has upped the critical ceiling of the engine to 4500 feet. This of course has raised your cruise ceilings too! C.I.C. has included in its Supplemental Type Certificate a completely automatic, by-pass type oil radiator, which elim- inates the necessity of constantly monitoring your oil tem- perature and making manual adjustments of an oil cooler shutter during critical periods of operation. This also elim- inates the oil by-pass control in your Twin Beech, auto- matically assuring you safe, and quick engine warm-ups. For protection under extreme icing conditions two highly tested items have been included in this installation. A highly tested new source of inlet air has been developed which has proven to be almost entirely ice free. An alternate air source is provided as a double safety item, which operates either man- ually or electrically from the cockpit and supplies warmed air from the rear of the power section. For the operator, the return on this investment is rather amaz- ing. Apart from the added Safety and Performance it has been computed that this installation completely pays for itself in less than a year and a half of normal operation. Savings in fuel and oil alone should be in the neighborhood of $450.00 per 100 hours, to say nothing of reduced mainten- ance costs realized through smoother engine operation. Maintenance on the SU-580 Fuel Injector is negligible, re- quiring only an inspection of its filter screen every 100 hours. Overhaul of the unit is recommended at the time of engine overhaul. See exhibit attached, Simmonds Bulletin 306. Carburetor modification kit is optional. C7C___________________________ CONRAD INTERNATIONAL CORP., Inc. P. O. BOX 5007, FOHT LAUDERDALE. FLORIDA Phones JAokson 3-0928 - JA 4-5343 ISSUED_________6/60______________________ REVISED.......................... TOTAL PAGES.........®____________________ PAGE NUMBER........A____________________ General Offices: Tarrytown, New York Manufacturing Divisions: Vergennes, Vermont and Glendale, California Branch Offices: Glendale and San Diego. California ■ Dallas, Texas • Dayton, Ohio I St. Louis, Missouri • Detroit, Michigan ♦ Washington, D.C. ! Sole Canadian Licensee: Simmonds Aerocessories of Canada, Limited, Hamilton, Ontario ! __________________________________________________________________________________________________________________________________________ SUBJECT: SU FUEL INJECTION METERING PUMP, TYPE SU-580, P/N 580047 REASON FOR BULLETIN: To provide leading particulars and detailed data on the SU-580 Fuel Injection Metering Pump, single-point injection system installed on Pratt & Whitney Engine R-985. 1. GENERAL. A. This bulletin provides information on the installation, operation, and leading particulars of the Simmonds SU-580 Fuel Injection Metering Pump, Part Number 580047, used in a single-point injection system, manufactured by Simmonds Precision Products Inc, Tarrytown, New York. The system (figure 1) includes a pump with its associated temperature bulb and capillary tube, its ambient pressure or alti- tude compensation connection, and an injector nozzle (figure 2), and discharge fuel line. B. The SU Fuel Injection System is a speed-density metering system. Speed-density metering measures the speed of the engine and the density of the air within the intake manifold and meters the fuel in accord- ance with the air mass flow and engine speed. Such metering is possible because the amount of air avail- able for combustion is determined by three main variables: engine speed, manifold air pressure, and manifold air temperature. The SU Fuel Injection System reacts to these three variables, and meters the correct amount of fuel for any combination of them. 2. LEADING PARTICULARS. TABLE OF LEADING PARTICULARS Overall Length......................... Mounting .............................. Number of Cylinders Designed for .... Engine on Which Used ................. Number of Pumps Required per Engine Minimum Engine Oil Pressure........ Mounting Drive Ratio .................... Injector Nozzle Mounting............................. Nozzle Mounting Thread .............. Nozzle Installation, Maximum Torque . Number of Nozzles Required (per pump) Length of Capillary Tube.............. Temperature Bulb Mounting ........... Pump Assembly Drawing No............ Calibration Curve Drawing No.......... Nozzle Assembly Drawing No.......... Altitude Compensation................. Temperature Compensation ........... ...................... 8.86 in. ...................... mounting.pad per AND10263 ...................... 9 ...................... Pratt L Whitney, R-985 ......................__ 1 ...................... 30 psi ................................................. 1:1 in adapter plate - pointing at eye of supercharger impeller ...................... 1/2.................in. -20UNF ...................... 45.....................ft. lbs. .................................................. 1 ...................... 30 in. ...................... mounting pad in engine air intake ...................... 580047 ...................... 5-975-C ...................... 571362 ...................... 1.5±0.30 in. Hg. at 12,000 ft. ......................225±0.075 in. Hg. per 10°F PAGE 2 OF 8 SIMMONDS SERVICE BULLETIN NO. 306 Figure 1. Fuel Injection Metering Pump, Part Number 580047 SIMMONDS SERVICE BULLETIN NO. 306 PAGE 3 OF 8 3. ADVANTAGES OF FUEL INJECTION. A. Increased Power Output. (1) The fuel injection system of which the 580047 pump is a part, does not require a venturi re- striction. As used in a carbureted system, the venturi increases the velocity of the incoming air to an extent needed for thoroughly mixing the air with gasoline, and consequently reduces the den- sity of air going to the engine. This upsets the fuel-air ratio for optimum operation. The venturi is sometimes partially blocked by the formation of ice. When this occurs, the amount of intake air decreases, thus changing the fuel-to-air mixture and limiting the output capabilities of the engine. Since the injection system does not have a venturi restriction, air enters more freely, the charge is determined only by engine speed and the temperature and pressure of the intake air. The pump then meters the proper amount of fuel required for that air mass flow. Also, the in- jector equipped engine allows a higher ceiling of operation. B. Improved Cold Starting. (1) Engines with injection systems start without pre-heating and provide immediate power. Carbureted engines must either be pre-heated or started cold and allowed to warm up before sufficient power is available. This is necessary because of the tendency of gasoline to precipitate out of the carbureted mixture in a cold manifold. The charge, therefore, becomes excessively lean and the engine output power is decreased. With injection, however, the coolness of the air entering the engine will not cause precipitation in the manifold, and pre-heating and hotspots can be eliminated. Elimination of hotspots and the necessity of pre-heating with fuel injection offers appreciable power gain. Most pre-heating systems operate through the back baffling of hot exhaust gases. Such baffling lowers the induction efficiency of an engine and tends to reduce the charge entering the combustion chambers. C. Increased Fuel Economy. (1) Conditions such as detonation and knocking can be eliminated by control of the fuel-air ratio. Since fuel is used more efficiently with injection, it follows that injection offers better economy at all load conditions. (2) For a given engine, there is an ideal fuel-air ratio which follows a curve over the engine power range. Injection offers a saving because closer regulation of the fuel-air mixture is possible and the desired curve can be more nearly followed. (See figure 3.) With carburetion, control over the relative amounts of air and fuel is only approximate with a resultant waste of fuel at some points in the speed range. D. Good Starting, Idling, Acceleration, and Deceleration. (1) Fuel injection provides for better operation at all engine speeds because fuel is metered at the optimum rate for any combination of engine speed and intake air pressure and temperature. PAGE 4 OF 8 SIMMONDS SERVICE BULLETIN NO. 306 FUEL FLOW LBS/HR AT 1800 RPM 260 240 220 200 180 160 140 120 100 ao 60 40 ALTITUDE PRESS. 29,92 IN.HG. FUEL S.G .770 AT 60°F OIL TEMP. 1 8 5 ° F BULB TEMP. 60°F TEMP. COMPENSATION SHALL CAUSE A HORIZONTAL SHIFT IN THE CALIBRATION CURVE OF 0.15 TO 0.30 IN.HG. PER EACH 10°F CHANGE IN BULB TEMP. ALTITUDE COMPENSATION SHALL CAUSE A HORIZONTAL SHIFT IN // // f i /. 'll / // r trt 7/ / Li n~ 7 THE CALIBRATION OF IN.HG. WHEN ALTITUDE ,20 TO 1.80 PRESS. L 4IL IS C TO :hanged from 29.92 in.hg. 19.03 IN. HG. / / r- / i F /l t // i— J / RPM MAP FUEL FLOW 2300 36.5 / // 550 10.0 \ _ ALTITUDE CHECK FLOW PPH MAP SEA LEVEL MAP 12,000 FEET MAP SHIFT II 8.0 TEMPERATURE CHECK FLOW PPH MAP 60°F MAP 0°F MAP SHIFT IN.HG. Ilk 5.0 14 IB 22 26 30 34 ABSOLUTE WET MANIFOLD PRESSURE (IN. HG.) Figure 3. Fuel Flow Calibration Curve For SU-580047 Fuel Injection Metering Pump SIMMONDS SERVICE BULLETIN NO. 306 PAGE 5 OF 8 E. Altitude Compensation. (1) An engine will flow air in proportion to two pressure factors: a) manifold pressure and b) exhaust back pressure. Manifold pressure can be regulated to some degree by means of the throttle. Ex- haust back pressure, however, is determined by the altitude of operation. One can visualize that an engine will pass more air if the exhaust system is connected to a vacuum pump. In aircraft this is essentially what happens when the altitude of operation is increased. If more air is being used by the engine, then more fuel must be metered to the engine. To accomplish this, the 580047 unit incorporates a device which automatically adjusts the fuel flow in accordance with variations in ambient air pressure (altitude). 4. DESCRIPTION. A. General Description. (1) Each fuel injection metering pump consists essentially of the following major parts or sub- assemblies: the main body, gerotor and filter sub-assembly, inner and outer tuning springs, the Z-shaft, the main shaft, the wobble plate and ball, the plunger block assembly, the annular ring and valve, and the temperature bulb and tube. The injector nozzle is installed in the supercharger housing (pointed at eye of impeller) and connected to the pump's distributor block by means of tubing. 5. INSTALLATION. A. General. (1) Before installing the fuel injection pump, consult the appropriate Engine Maintenance Manual. Check the pump's direction of rotation, the position of the inlet, delivery and vent lines, the position of the oil lines, and all other pertinent data. See figure 4 for installation dimensions. B. Mounting Preparations. (1) Check all ports on the pump for plugs. The ports must remain plugged until just before the unit is actually installed. Make sure that the mounting surfaces are clean, that the engine accessory pad mounting studs are not damaged, and that the gasket is free from foreign material or damage that might affect the seal between the engine mounting pad and the pump. Mount the pump so that the fuel vent port is at the highest point in all mounting positions except the vertical. C. Installation. (1) Install the pump on the engine accessory mounting pad. Engage the pump spline with the female coupling on the engine accessory drive. Tighten the nuts securely on the engine accessory mount- ing studs. (2) Check the nozzle before installation for foreign matter. Use a soft copper gasket under the nozzle. To prevent damage when tightening the nozzle, the maximum torque permissible is 30 pound-feet. NOTE Do not use thread lube or compound on the nozzle line fitting. Lubricating oil may be used if clean. Check the filter assembly for cleanliness. The filter assembly is located in the filter and gerotor assembly and may be inspected by removing the four cap screws securing the filter cap. (See figure 1.) If cleaning of the filter assembly is indicated, remove it by unscrewing the centerbolt. When replacing the filter assembly, apply a torque of no more than 16 pound-inches to the center- bolt. t PORTS K,Q,R 5.90------------------J PORT FUNCTION TYPE A FUEL DELIVERY 1/4 N.PT.F B FUEL DELIVERY (ALT) 1/4 N.RTF. J FUEL VENT 1/8 N.PT.F. K FUEL INLET 3/8 N.PT.F L ^ALTERNATE OIL INLET 1/8 N.PTE M MANIFOLD PRESSURE CONN (2) 1/8 N.PTE N OIL DRAIN .187 DIA P OIL INLET .190 DIA Q _GEROTOR RELIEF VALVE CONN I-1/4 N.PT.F. R _FUEL INLET GEROTOR BYPASS 1/4 N.PT.F. S ALTITUDE SENSOR (AMBIENT) T FUEL PRESSURE PORT 1/8 N.PTE Figure 4. 8V-580047 Fuel Injection Metering Pump - Installation Dimensions and Data PAGE 6 OF 8 SIMMONDS SERVICE BULLETIN NO. 306 SIMMONDS SERVICE BULLETIN NO. 306 PAGE 7 OF 8 (3) The pump has provisions for oil supply by either of two methods. Oil may be introduced through the engine accessory pad to the end cover of the pump, or externally by use of a 1/4-inch pipe fitting in the distributor block. (See figure 1.) The latter port must be plugged if not used. The oil drains through the pump drive shaft into the engine accessory case. Consult the Engine Maintenance Manual for the location of the oil supply from the engine to the pump. (4) Connect a line from the fitting on the capsule housing (figure 1) to the port provided on the intake manifold of the engine. Refer to the Engine Maintenance Manual for the location of the manifold pressure tap. This line introduces manifold pressure to the capsule chamber. (5) Install the temperature bulb in the intake manifold as directed in the Engine Maintenance Manual. Do not attempt to disconnect the temperature bulb and capillary tube from the capsule housing. This tube is permanently assembled to the pump. CAUTION Use care in handling the temperature bulb and capillary tubing. Do not scratch or kink it. (6) Consult the Engine Maintenance Manual for the location of the fuel lines. Connect these lines to the ports marked INLET and VENT. 6. PRINCIPLES OF OPERATION. A. General. (1) As described in Section I, the SU Fuel Injection System operates on the principle of speed-density metering. It senses variations in engine speed, intake manifold pressure, and intake manifold temperature, and meters fuel at the desired rate for any combination of these variations. Basically, the injection pump is of the multiple-plunger-axial positive displacement type with a variable stroke and is adaptable to any of the standard cylinder arrangements with relatively minor modifications. The main shaft of the pump is spline-coupled to the engine and driven at engine crankshaft speed. Mechanical variations in pump action are the result of an internal pressure differential. The pump uses oil from the engine lubrication system as a medium for this pressure differential. B. Detailed Operation. (1) Activation of the plungers, in sequence, in the plunger block is obtained by rotary motion of the wobble plate. The wobble plate is fitted on the skewed portion of the Z-shaft, which is positioned on and coupled to the main shaft. The stroke of the plungers is dependent upon the angular position of the wobble plate on the skewed portion of the Z-shaft. As long as the oil pressure on the pressure side of the pump is balanced by the pressure on the discharge side, the angular position of the wobble plate and the stroke of the plungers remains constant. However, as soon as a change in engine manifold pressure occurs, the capsule assembly expands or contracts, de- pending upon whether the change is a decrease or an increase. As the capsule, for example, contracts because of an increase in manifold pressure, the slide valve over the bore in the main shaft opens wider, allowing more oil to flow through the bore in the main shaft to the discharge end of the pump. Since the oil drain flow remains constant, the pressure of the oil and tuning springs on the discharge side becomes greater than the pressure on the pressure side. The Z- shaft is, therefore, pushed axially toward the plunger block end of the pump until a balance is obtained between the pressure side and the discharge side of the valve. The angular position of the wobble plate becomes greater, the stroke of the plungers increases, and an increased flow of fuel to the engine results. PAGE 8 OF 8 SIMMONDS SERVICE BULLETIN NO. 306 (2) Conversely, if the manifold pressure decreases, the capsule expands, forcing the slide valve to restrict or close the opening at the bore in the main shit. Greater pres^ easts on the dis- ^etslde ok the pump than on the pressure side of the pump. The 2-shaft, therefore moves ?riVe end of ike pump. Thus, the angular position of the wobble plate decreases the stroke of the plungers is shortened, and reduced fuel delivery to the engine results STC SA2-621 Hartzell propellers Although the CONRAD 9800 is certificated with the Hamilton Standard 22D30 pro- peller, which gives the aircraft better than 20% in excess of the required F.A.A. single engine rate of climb figure, the Hartzell, three bladed, full feathering unit gives slightly better performance under the same conditions. It is also true that a further weight saving is realized with Hartzell pro- pellers, amounting to roughly 152 pounds. The combination of these two factors prompts the recommendation of this in- stallation. It comes complete with spinners and propeller alcohol system. STC SA2-328 cross-over unfeathering system Accompanying the Hartzell propeller is a unique C.I.C. un- feathering system, which unlike most others in the past, is practically fool proof in its simplicity. It consists of a simple hose connection between the two propeller systems that sup- plies oil pressure from the operating to the feathered pro- peller through an electrically actuated solenoid valve. -14- _________________________ CONRAD INTERNATIONAL CORP., Inc. P. O. BOX 5087, FORT LAUDERDALE, FLORIDA Phones JAckson 3 0928 - JA 4-5343 From RareAviation.com ana Performance" STC SA2-1230 extended tail wheel Newly designed high rise tail wheel kit allows for better ground visibility and greatly improved taxiing maneuverability. The “on the ground” attitude is enhanced to give your aircraft a modern smart look. OLD TAIL WHEEL POST CONRAD TAIL WHEEL POST fiberglas bubble tail wheel enclosure doors To streamline and complement the tail wheel are these newly engineered bubble type en- closure doors. CONRAD TAIL WHEEL DOORS Other Beech IS modifications are described on the Price List. -15- c/c CONRAD INTERNATIONAL CORP., Inc. P. O. BOX 5007. FORT LAUDERDALE. FLORIDA Phones JAckeon 3-0938 - JA 4-5343 PRICE LIST Description STC No. Price fTiguratSionUPPlieS inf°rmati°n; h°Wever' Please contact us for an analyzed quotation for your particular airplane con SA2 1246 CONRAD 10,200 - 10,200 lbs. takeoff, 9800 lbs. landing. Increased Safety, Speed, and Performance. For Beech D18S, and C45G, C45H, TC45G, TC45H (licensed). Includes STC SA2-820 Safety Performance Kit 9800 lbs. STC SA4-113 Power package, cowling and nacelle changes, electrically operated upper cowl flaps, and main landing gear doors. STC SA4-119 Stabilizer relocation. STC SA4-152 Stewart-Warner 940 heaters (2), one in each wheel well. STC SA2-204 One-piece windshield, and cockpit side windows. STC SA2-213 Wing tips with built-in antennas. STC SA2-1230 Extended tail wheel. Fiberglas bubble tail wheel enclosure doors. STC SA2-621 Hartzell propellers.* STC SA2-328 Crossover unfeathering. STC SEI-391 Fuel injection Pnce with fuel injection $27,395.00 Installation with fuel injection 5 ^qq qq r . „ , $32,995.00 Carburetor optional: Price with carburetors \ zz /.//AAA7V /Z«/V>« Z C7A47A A / Z’Z 77/7/77 - / . .S’. 7. - ZZ Z Z/SZ 7-7Z/Z Dear Twin Beech Owner: It is with a great deal of pleasure and pride that Conrad International Corp, announces the CONRAD 9800, a modern executive type aircraft, incorporating the latest developments of safety and performance. This is the result of eight years of intensive research and development, costing a tremendous amount of money. This work was done as the result of a poll of executive aircraft pilots at the end of Airline Training Incorporated’s first seminar in 1951. They replied in favor of increasing the gross weight and performance of the Twin Beech. Working with the best areodynamiscists in the country, we made many refinements to the Beech, and, after a full series of dynamic, static and performance tests in July of 1959, we were certificated by the F.A.A. at 9800 lbs. gross weight for take-off and 9400 lbs. for landing without Jato or dump chutes. The safety and performance of the Conrad 9800 exceeds that of any aircraft in its class and at a cost amazingly below that of others. Very truly yours, E. P. Lunken President From RareAviation.com TH®' ’* performance data Here are some comparisons of performance data, taken from the F.A.A. approved Flight Manuals, between the CONRAD 9800 at 9800 lbs., the I960 Super G-18S at 9700 lbs., and the D-18S at 8750 lbs. gross weight. The CONRAD 9800 Single Engine Climb was accomplished at FULL RICH mixture, while both other aircraft were operated at best power, requiring either FUEL FLOW meters or Fuel Air Ratio gauges. take-off distance The distance shown is that required from the start of the take-off roll to clear a 50 foot obstacle after acceleration to the following speeds: CONRAD 9800 .............116 M.P.H. Super G-18S......................100 M.P.H. D-18S ...................108 M.P.H. Rate of Climb—Ft./Min. Distance—Ft. 9 antf ^Performance99 stabilizer angle of incidence The horizontal stabilizer angle of incidence is changed from —2° to —%°, and eleva- tor seal strips are added. This change raises the tail in cruise configuration, thereby reducing induced drag, and resulting in cruise with neutral elevator trim, even at gross weight. elevator gap seals The addition of the elevator gap seals top and bottom, prevents the drag inherent with airflow between the elevator and sta- bilizer and affords better elevator control at low airspeeds. stall strips Vastly improved stall strips reduce stalling speed and greatly add to stability in slow flight. anrf /*«?/•/»/»?»»<'#’"’ main landing gear doors Installation of new wheel well doors is a drag reducing factor which adds to all around performance. The specially designed door actuating mechanism is of rugged, dependable construction, enabling a new gear extension speed of 160 MPH—a very important safety factor in view of the new high speed and low drag factor of the aircraft. Protection from inner airflow afforded by these doors also reduces the usual heat loss normally found in this location with either exhaust type heaters or the newer combustion type installed in the wheel wells. Bulletin 9800—2 —f/fff/O • "Safetgf anti J^erformanrr ** one piece wrap-around windshield This is a maximum SAFETY item. Al- though the accompanying pictures show a great deal of its improved visibility, it can honestly be said that you must sit in the cockpit of a plane in flight to fully appre- ciate the tremendous difference afforded by this beautifully uncluttered windshield. The typical pilot reaction is that ‘This takes the Beech out of the birdcage class’ or ‘Wow, this is like getting out of jail.’ THIS WINDSHIELD, is F.A.A. approved with or without windshield wipers, and your regular wipers can be used. How- ever, we believe they are unnecessary, as a flight through heavy rain or ice will easily prove. The removal of your present wiper system will save another 11 pounds, and is highly recommended. Other advantages obtained by this wind- shield are: INCREASED STRENGTH BETTER RAIN DISPERSEMENT BETTER VISIBILITY IN ICE REDUCES THE EMPTY WEIGHT OF YOUR SHIP BY 19 POUNDS REDUCES COCKPIT NOISE F.A.A. APPROVED FOR WINDSHIELD ALCOHOL NO DISTORTION REDUCES MAINTENANCE COST (AS LEAKS ARE ELIMINATED) box //, ttwAJETV CJC Bulletin 9800—3 C/ACZV/V/77 M - 7ZZ- /S^Sr 7-7/7/ high performance wing tips with built-in antennas Increased lateral stability, reduced drag, built-in, modern designed wing tip lights and, of course, built in antennas are some of the features of this very important design. A reduction in wing span of one foot with- out reduction in area has been achieved by squaring the tip. The new airfoil, com- pletely tufted during flight tests, showed no stall occurred on these tips during even the most violent stall approaches. The built in antennas have been proven to have excellent radiation patterns. One wing tip is used for communications and the other for all omni receivers. This installa- tion includes antenna leads from each tip connected as required for your radio in- stallation. Bulletin 9800—4 —ZlfiK' anrf J'wfwmtrnw " power package The power pack modification consists of four different changes in the engine and and nacelle area. Each one has separate and distinct advantages, but all together, they contribute to greatly reducing the drag factor in the engine nacelle. /. new engine dishpan and exhaust troughs A formed stainless steel dishpan of com- pletely new design replaces the old one, which provides better air flow characteris- tics, lessening drag. Attached to it are three exhaust troughs at the four, eight and twelve o’clock positions. All air exiting from the nacelle is emitted through these troughs, combining with the engine exhaust at this point, increasing velocity and creating jet thrust. The lower cowl flaps are redesigned to fixed plates and an electrically controlled upper cowl flap is installed to control cool- ing air flow through the power section. A weight savings of 14 pounds is realized through the removal of the old cowl flap mechanism. 2. cglinder baffles Better cooling resulting in increased engine operating efficiency is achieved through the use of new, specially designed cylinder head and barrel baffles which restrict and direct ram air flow to the cylinder fins. Approximately 50% less volume of air passes through the baffles at greater velocity, increasing the rate of heat transfer. This smaller volume of air exiting through the newly designed troughs aids in the reduc- tion of aerodynamic drag. Very important to the operator is the shorter time for engine warmup and the almost constant cylinder head temperatures maintained throughout all conditions of flight. Bulletin 9800—5 —0000 • "Safefp and .Performance9* 3. new exhaust system An advance design exhaust system, consist- ing of individual and Siamese jet stacks ex- hausting through the three new stainless steel jet augmenter type troughs eliminates back pressures in the engine and creates jet thrust. Use of the new jet stacks in place of the former exhaust manifold tail pipe reduces vibration and approximately 80 pounds of weight. The installation of this new system has completely eliminated the carbon monoxide problem in the aircraft, and removal of the drag creating upper cabin ventilator scoops, with the exception of the most rear one, is accomplished at the time of this installation. One individual and one Siamese stack fit all positions on the engine, reducing spare parts inventory problems. 4. reworked engine cowling The engine cowling is completely reworked to accomodate the power pack installation. The old cowl flaps are removed and aug- menter type exit plates are installed on the lower troughs. An electrically actuated cowl flap is installed at the twelve o’clock position. An oil radiator exit door discharg- ing over the top of the nacelle provides dependable oil cooling through the normal ambient temperature range. carburetor air scoop and heater A new carburetor ram air scoop is mounted at the bottom of each cowl, and contributes materially to engine efficiency, SAFETY and PERFORMANCE by increasing the critical altitude of the engine from 3500 to 4500 feet. Single engine enroute altitude is in- creased to 7875 feet at 9800 pounds gross weight and single engine absolute ceiling to 9000 feet. Improved carburetor heating is provided by the installation of a newly designed heat muff mounted on a set of siamese and single stacks, enabling a heat transfer of up to 139 F. 67A’672VW/r/ 6*7/70 - - 7XZ. CJC —ZHK' * ''Wiw/jy JJwfwmfrnw " weight 8.7 lbs.—10^" high /««F injection The Simmonds SU-580 series of Fuel In- jectors utilizes a system of speed density metering. This system uses the engine itself as an air pump. In most instances air flow to an internal combustion engine is a func- tion of engine speed, intake manifold air pressure and intake manifold air tempera- ture. However, in aircraft applications, exhaust back pressure influences air con- sumption to a great extent. The metering unit of the 580 system also accounts for this parameter, and, together with the three parameters previously mentioned — speed, pressure and temperature, the injector rec- ognizes all four variables and meters fuel at the desired rate for any combination of these variables. Fuel injection removes all the problems and doubts of manual leaning. After starting the engines, one is assured that the fuel-air ratio is absolutely correct at all times— high or low—hot or cold—METO or cruise —one can glance at a chart and determine the fuel consumption within l/10th of a pound. The engine will have proper fuel for cooling in a METO climb or exactly enough for best power in the cruise regimes. It will take many hours to get used to the unbelievable new smoothness of your en- gines. The new smoothness is the result of better fuel distribution which in turn gives better and more uniform cooling and power so that in cruise regimes you will realize a 15% to 20% savings in fuel consumption. Bulletin 9800—6 -From RareAviatioA.com'--------——------ T’J/A' and Performance" In terms of safety, the elimination of the carburetor venturi and its coexistent mixing of fuel and air, the SU-580 has re- moved the old ‘bug-a-boo,’ Carburetor Ice. No more loss of power due to carburetor heat. And what’s more, the removal of the previous restrictions has upped the critical ceiling of the engine to 4500 feet. This of course has raised your cruise ceilings too! C.I.C. has included in its Supplemental Type Certificate, two other units which both protect your engines and greatly en- hance their ease of operation. The first of these is the well known Winslow Oil Filter, installed directly in the hot oil ‘out’ line from the engine, maintaining oil purity to the point where most operators change only the filter element every 100 hours, never the oil. The second unit is a completely automatic, by-pass type oil radiator, which eliminates the necessity of constantly monitoring your oil temperature and making manual adjustments of an oil cooler shutter during, critical periods of operation. This also eliminates the oil by- pass control in your Twin Beech, automatically assuring you safe, and quick engine warm-ups. For protection under extreme icing conditions two highly tested items have been included in this installation. A highly tested new source of inlet air has been developed which has proven to be almost entirely ice free. An alternate air source is provided as a double safety item, which operates either man- ually or electrically from the cockpit and supplies warmed air from the rear of the power section. For the operator, the return on this investment is rather amaz- ing. Apart from the added Safety and Performance it has been computed that this installation completely pays for itself in less than a year and a half of normal operation. Savings in fuel and oil alone should be in the neighborhood of $450.00 per 100 hours, to say nothing of reduced mainten- ance costs realized through smoother engine operation. Maintenance on the SU-580 Fuel Injector is negligible, re- quiring only an inspection of its filter screen every 100 hours. Overhaul of the unit is recommended at the time of engine overhaul. CJC —T3MT 9000 • "Safety and Performance99 Hartzell propellers and cross-over unfeathering system Although the CONRAD 9800 is certificated with the Hamilton Standard 22D30 pro- peller, which gives the aircraft better than 20% in excess of the required F.A.A. single engine rate of climb figure, the Hartzell, three bladed, full feathering unit gives slightly better performance under the same conditions. It is also true that a further weight saving is realized with Hartzell pro- pellers, amounting to roughly 152 pounds. The combination of these two factors prompts the recommendation of this in- stallation. It comes complete with spinners and propeller alcohol system. Accompanying the Hartzell propeller is a unique C.I.C. un- feathering system, which unlike most others in the past, is practically fool proof in its simplicity. It consists of a simple hose connection between the two propeller systems that sup- plies oil pressure from the operating to the feathered pro- peller through an electrically actuated solenoid valve. From RareAviation.com Bulletin 9800—7 —TZKE' anti J^rformfirrw* " nCW Cttbin hcuters In-flight comfort is increased by new dual heater and duct installations which give uniform and automatically controlled heat on demand. Ducting and outlets are designed to provide a plentiful and continuous supply of thermostatically controlled air where most needed by passengers and crew. Bulletin 9800—8 .Emm .Ra.reAviation.c,Qm