What follows is the raw text from a RareAviation.com document available for download. This text can be helpful if you would like to confirm the document contains specific information you are interested in. Title: Beechcraft Baron B55 Owners Manual (TC-95 and After) Link: https://rareaviation.com/product/beechcraft-baron-b55-owners-manual-tc-95-and-after --- RAW UNFORMATTED TEXT BELOW --- Baron 11:151 HI B55 (TC-955 and After) OWNERS MANUAL eech Qircraft Corporation Wichita, Kansas From RareAviation.com THANK YOU........ for displaying your confidence in us by selecting a BEECHCRAFT airplane. Our design engineers, assemblers, and inspectors have utilized their skills to insure that your new BEECHCRAFT Baron excels all other airplanes in its class in structural integrity, performance, workmanship, economy, and comfort. We hope you will read this manual carefully to become familiar with the operation of your Baron. Suggestions and recommendations have been included to help you obtain maximum performance without sacrificing economy. Since the operation, care, and maintenance of your airplane after its delivery to you is your responsibility, we suggest that you visit your local BEECHCRAFT Certified Service Station soon. Our worldwide network of BEECHCRAFT Certified Service Stations are well versed in the latest recommended servicing, maintenance, operating, and modification procedures designed to obtain maximum utility and safety from your airplane. Any questions you may have concerning your airplane will be gladly answered. Also, you will be invited to bring your Baron each year for participation in the BEECHCRAFT Service Clinic, when factory experts will inspect it and give you a written report of their findings without obligation to you. When your Baron requires service, its best friend is your BEECH- CRAFT Certified Service Station. 55-590000-61 Issued August 13, 1965 From RareAviation.com LIST OF EFFECTIVE PAGES TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 116 Introduction......................................Original List of Effective Pages................................. Original i through iii......................................Original 1- 1 through 1-22...................................Original 2- 1 through 2-6...................................Original 3- 1 through 3-7...................................Original 4- 1 through 4-13...................................Original 5- 1 through 5-28...................................Original 6- 1 through 6-31...................................Original A From RareAviation.com TABLE OF CONTENTS SECTION I Description and Operation of Systems . .1-1 SECTION II Operating Check Lists ....... 2-1 SECTION HI Normal Procedures ........ 3-1 SECTION IV Emergency Procedures ....... 4-1 SECTION V Performance .......... 5-1 SECTION VI Care of the Airplane. ....... 6-1 From RareAviation.com GENERAL SPECIFICATIONS ENGINES - Two Continental, 6-cylinder, IO-470-L fuel injected engines rated at 260 hp @ 2625 rpm PROPELLERS - Constant speed, full feathering AIRSPEED Maximum (Sea Level) Cruise (75% Power @ 7000 Ft.). . . 236 mph/205 kts (TAS) . 225 mph/195 kts (TAS) RATE OF CLIMB AT SEA LEVEL (RATED POWER) Twin-engine, 5100 lbs. . . . . 1670 fpm Single-engine 5100 lbs. . . . 318 fpm 4500 lbs. ... . 526 fpm 4000 lbs. ... . 737 fpm SERVICE CEILING (RATED POWER) Twin-engine, 5100 lbs. 19, 700 ft. Single-engine, 5100 lbs. 7000 ft. 4500 lbs. ... 11, 900 ft. 4000 lbs. ... 16, 500 ft. ABSOLUTE CEILING Twin-engine, 5100 lbs. . . . 21, 000 ft. Single-engine, 5100 lbs. . . . 8250 ft. 4500 lbs. . . . 13, 200 ft. 4000 lbs. ... 17, 750 ft. STALLING SPEED (Zero Thrust, Flaps 28, Gear Down) . . . . 78 mph/68 kts (CAS) MAXIMUM RANGE (10, 000 Ft., 45% Power, 183 mph/159 kts (TAS) 140 Gals.) 1225 stat. mi./1065 naut. mi. MAXIMUM ENDURANCE_________7.5 hrs. TAKEOFF DISTANCE (20 Flaps, Sea Level) Ground run ..................... 910 ft. Total distance over 50-ft. obstacle. . 1255 ft. LANDING DISTANCE (28 Flaps, Sea Level) Ground run...................... 840 ft. Total distance over 50-ft. obstacle. . 1370 ft. GROSS WEIGHT......................5100 lbs. STANDARD EMPTY WEIGHT (Approx.) . 2995 lbs. BAGGAGE ALLOWANCE Forward compartment . . 300 lbs. baggage, less equipment Rear compartment .... 400 lbs. baggage, less occupants and equipment Optional rear compartment . 120 lbs. baggage FUEL CAPACITY (Grade 100/130) With standard fuel cells...............112 gals, (usable) ......................... With optional fuel cells...............142 gals, (usable) OIL CAPACITY.............................24 qts. From RareAviation.com ill From RareAviation.com SECTION I DESCRIPTION AND OPERATION OF SYSTEMS Your 1966 Model B55 BEECHCRAFT Baron is a four to six- place, all-metal, low-wing, twin-engine monoplane with fully retractable tricycle landing gear. It is powered by Continental IO-470-L six-cylinder, horizontally opposed, fuel injection en- gines rated at 260 horsepower each, at 2625 rpm. Each engine drives either a BEECHCRAFT two-bladed, 78-inch diameter s E C T I I O N propeller or an optional three-bladed, 76-inch diameter Hartzell propeller. Both type propellers are constant speed, full feather- ing, and hydraulically controlled. FLIGHT CONTROLS Control surfaces are operated through push-pull rods and con- ventional closed-circuit cable systems terminating in bell cranks. The preformed steel cables run over phenolic pulleys incorpor- ating sealed ball bearings. CONTROL COLUMN The throw-over type control column for elevator and aileron con- trol can be placed in front of either front seat. Pull the T- handle latch at the base of the control arm and position the control col- umn as desired. RUDDER PEDALS To adjust the rudder pedals, press the spring-loaded lever on the side of each pedal and move the pedal to its forward or aft position. The adjustment lever can also be used to place the right 1-1 From RareAviation.com hand set of rudder pedals against the floor when not in use. TRIM TABS All trim tabs are adjustable from the control console. A posi- tion indicator is provided for each. The left aileron tab incor- porates servo action, in addition to its trimming purpose. WING FLAPS The wing flaps are controlled by a three-position switch on the left side of the control console. The switch must be pulled out of a detent before it can be repositioned. Flap position lights are located immediately above the control switch a green light to indicate the full up position and a red light for full down (28). Limit switches automatically stop the flap motor when the full up or down position is reached. Intermediate flap settings of 10 and 20, marked on the leading edge of the left flap and visible through the cabin windows, can be selected. POWER PLANT CONTROLS PROPELLER, THROTTLE, AND MIXTURE The control levers are grouped along the upper face of the con- trol console. Their knobs are shaped to government standard configuration so they can be identified by touch. A controllable friction knob below and to the left of the control levers prevents creeping after power settings have been established. COWL FLAP The cowl flap for each engine is controlled by a separate switch on the electrical panel to the left of the control console. An amber 1-2 From RareAviation.com indicator light adjacent to the cowl flap switches glows when either switch is in the open position. LANDING GEAR SYSTEM CONTROL SWITCH The landing gear is controlled by a two-position switch on the right side of the control console. The switch is operated by first pulling it out of a detent. POSITION INDICATORS Landing gear position lights are located just above the control switch. The lights, red for gear up and green for gear down, come on only when the gear is placed in the fully retracted or extended position. In addition, a mechanical pointer at the base of the nose wheel well bulkhead shows the position of the nose gear at all times. SAFETY SWITCH To prevent inadvertent retraction of the landing gear on the ground, a safety switch on the left main strut opens the control circuit when the strut is compressed. NEVER RELY ON THE SAFETY SWITCH TO KEEP THE GEAR DOWN DURING TAXI OR ON TAKEOFF OR LANDING ROLL. ALWAYS MAKE CER- TAIN THAT THE LANDING GEAR SWITCH IS IN THE DOWN POSITION DURING THESE OPERATIONS. WARNING HORN With the landing gear retracted, if either or both throttles are retarded below an engine setting sufficient to sustain flight, a 1-3 From RareAviation.com warning horn on the cabin forward bulkhead will sound intermit- tently. During single-engine operation, the horn can be silenced by advancing the throttle of the inoperative engine until the throt- tle warning horn switch opens the circuit. MANUAL EXTENSION The landing gear can be manually extended by operating a hand- crank at the rear of the front seats. This procedure is described in Section IV. BRAKES The brakes on the main landing gear wheels are operated by ap- plying toe pressure to the rudder pedals. The parking brake push-pull control is located just to the left and slightly below the control console. To set the parking brakes, push the center- button lock on the push-pull control, pull the control out, and pump each toe pedal until solid resistance is felt. Push the con- trol in to release the brakes. INSTRUMENTS FLIGHT INSTRUMENTS The flight instruments are located on a floating panel directly in front of the pilots seat. Standard flight instrumentation includes attitude and directional gyros, airspeed, altimeter, rate-of- climb, electric turn-and-bank, and a clock. The airspeed indi- cator contains a blue radial denoting the best single-engine rate- of-climb speed at sea level. A magnetic compass is mounted on top of the instrument panel and an outside air temperature gage is installed in the windshield. 1-4 From RareAviation.com > i r i > l > i i - Z > i STANDARD EQUIPMENT 1-5 1. Clock 2. Airspeed Indicator 3. Turn-and-Bank Indicator 4. Attitude Gyro 5. Directional Gyro 6. Altimeter 7. Vertical Speed Indicator 8. Dual Tachometer 9. 10. 11. 12. 13. 14. 15. 16. Fuel Quantity Gages Magnetic Compass Dual Manifold Pressure Gage Dual Fuel Pressure Gage Ammeters Suction Gage Landing Gear Position Switch Flap Position Switch 17. Electrical Panel 18. Engine Gage Units 19. Ignition Panel and Generator or Alternator Switches OPTIONAL EQUIPMENT A. Propeller Anti-Icer Fluid Gage B. Flight Hour Meter From RareAviation.com ENGINE INSTRUMENTS Engine instruments include the dual tachometer, manifold pres- sure, and fuel pressure gages at the top center of the instrument panel, the engine gage units at the lower left hand corner, and the suction gage at the top right hand side of the panel. Each en- gine gage unit indicates cylinder head temperature, oil pressure, and oil temperature for its respective engine. The fuel quantity gages and the ammeters are located just above the control con- sole. FUEL SYSTEM FUEL CELLS The standard fuel cell installation consists of a 25-gallon main cell in each wing leading edge and a 31 -gallon auxiliary cell in each wing panel outboard of the nacelle. Total capacity is 112 gallons of usable fuel. With the optional 40-gallon main cells, which replace the standard 25-gallon main cells, the total capac- ity is 142 gallons of usable fuel. Fuel from the auxiliary cells should be used during level flight only. A vapor return line from each injector pump returns excess fuel to the cell from winch it is being drawn, during either normal or cross-feed operation. Each cell is filled at its own filler neck through an opening in the upper wing surface covered by a flush type filler cap. The fuel system is drained at eight locations, as shown in the accompany- ing fuel system schematic and the servicing points diagram in Section VI. FUEL QUANTITY GAGES Fuel quantity is measured by float type transmitter units which 1-6 From RareAviation.com FUEL SYSTEM SCHEMATIC From RareAviation.com convey signals to two gages on the instrument panel. The gages indicate the amount of fuel in either the main cells or the aux- iliary cells for their respective wings. A two-position selector switch on the electrical panel to the left of the control console determines the cells, main or auxiliary, to which the gages are connected. FUEL PRESSURE GAGE This instrument registers METERED FUEL PRESSURE AT THE FUEL INJECTION MANIFOLD VALVE. It does not indi- cate either engine-driven fuel pump pressure or fuel boost pump pressure. Red radials are placed at the minimum and maximum allowable operating fuel pressures. The green sectors indicate normal operating limits. In the cruise power range the green sectors cover the fuel pres- sure required from 45% to 75% power. The lower edge of each sector is the normal-lean setting and the upper edge is the best- power setting for that particular power range. The takeoff and climb range is covered by green sectors for full power at various altitudes. The full power markings represent the maximum performance mixtures for the altitudes shown, permitting leaning of the mixture for maximum power and per- formance during high altitude takeoffs and full power climbs. FUEL CROSS-FEED The separate, identical fuel supplies for each engine are inter- connected by cross-feed lines for emergency operation. During normal operation each engine uses its own fuel pumps to draw fuel from its respective fuel cell arrangement. However, on 1-8 From RareAviation.com cross-feed operations the entire fuel supply of any or all cells can be consumed by either engine. Thus, during single-engine operation, the operative engine can use the entire fuel supply of both wings. Check valves prevent the operating engine's fuel pump from drawing air into the system through the inoperative engine dur- ing single-engine cross-feed operation. A mechanical interlock prevents both fuel selector valves being placed on cross-feed at the same time, as this would cut off the fuel supply for both engines. The fuel cross-feed system is designed for use in level flight only, and the system cannot be employed to transfer fuel from one cell to another during flight. The procedure for using the cross-feed system is described in Section IV. FUEL BOOST PUMPS An individual two-speed electric boost pump is provided for each engine. High pressure, off, or low pressure is selected with each boost pump switch on the electrical panel. High pressure is used for starting and provides near maximum engine per- formance should the engine-driven pump fail. When necessary in high ambient temperatures, low pressure can be used for ground operation, takeoff, climb, and landing. The location of the fuel boost pumps in the system permits fuel to be drawn from any cell within the system by the boost pump for the operating engine. FUEL MANAGEMENT The fuel selector panel, located immediately forward of the front 1-9 From RareAviation.com seats, contains the fuel selector valve for each engine and a schematic diagram of fuel flow. During normal operation, fuel is consumed from the cells as indicated by the fuel selector valves. However, if one selector valve is positioned on CROSS- FEED, both engines will draw fuel from the cell indicated by the other selector valve. Fuel can be selected as desired during normal cruising opera- tions, but since takeoffs, climbs, and landings must be made using the main cells only, a sufficient reserve for these opera- tions must be maintained. OIL SYSTEM The engine oil system is the full-pressure, wet sump type, and has a 12-quart capacity. Oil operating temperatures are con- trolled by an automatic thermostat bypass control. The bypass control will limit oil flow through the oil cooler when operating temperatures are below normal and will cause the oil to bypass the cooler if it should become blocked. See Section VI for ser- vicing procedures. ELECTRICAL SYSTEM In general, the aircraft's circuitry is the single-wire, ground return type. A panel containing the battery, magneto-starter, and generator or alternator switches is located below the pilot's storm window. The panel to the left of the control console con- tains most of the electrical system switches and circuit breakers. Each is placarded as to its function. BATTERY One 17-ampere-hour, 24-volt battery is standard; two 28-ampere - 1-10 From RareAviation.com hour, 12-volt batteries are optional. Either battery installation is located beneath the floor of the forward utility compartment. Battery servicing procedures are described in Section VI. GENERATORS Two 25-ampere, 24-volt generators are standard equipment. The generators are belt-driven from the engine accessory section. The electrical output of each generator is automatically control- led by an individual voltage regulator and the system paralleling relay. Individual generator output is indicated by two direct reading ammeters (as opposed to the charge-discharge type ammeter) on the instrument panel. The ammeters also serve as system loadmeters, since ammeter readings will increase or decrease in direct proportion to the electrical load applied. ALTERNATORS (OPTIONAL) Individual switches for the two 50-ampere, belt-driven alterna- tors are located on the panel below the pilot's storm window. The alternators are controlled by two fully transistorized elec- tronic voltage regulators, one regulator serving as a standby. When switched into the circuit, either regulator will automatic- ally adjust alternator output to the required electrical load, in- cluding battery recharging. The voltage regulator selector switch is installed on a panel beneath the electrical panel. A placard at the bottom of the electrical panel indicates selector switch positions 1 and 2. A press-to-test overvoltage warning light on the instrument panel comes on whenever the alternators are disconnected from the aircraft bus by an overvoltage relay located forward of the instru- 1-11 From RareAviation.com ment panel. Should an overvoltage condition occur, proceed as follows: 1. Check for a defective alternator. a. Turn off both alternators. b. Operate each alternator individually. c. If the overvoltage light does not illuminate with one al- ternator operating, shut off the other alternator and cor- rect the discrepancy before the next flight. 2. Check for a defective voltage regulator. a. If an overvoltage condition is indicated with each alter- nator operating individually, switch to the standby regu- lator, either 1 or 2, as necessary. b. Again test each alternator separately, as described in Step 1. c. If the overvoltage condition persists, pull the alternator field circuit breaker located adjacent to the voltage re- gulator selector switch. d. Turn off both alternator switches. e. Minimize electrical current consumption, since only battery power will now be available. Refer to Section VI for minor maintenance of the alternators. STARTERS The starters are relay-controlled to minimize the length of heavy cable required to carry the high amperage of the starter circuit. They are actuated by rotary type, momentary-on switches in- corporated in the magneto switches. To energize the starter cir- cuit, rotate the magneto switch past the "BOTH" position. 1-12 From RareAviation.com INTERIOR LIGHTING The cabin dome light is operated by an ON-OFF switch beside the light. The switches for the optional individual reading lights above the standard rear seats are located adjacent to the lights. Three rheostat switches are located beneath the control console. One switch adjusts the intensity of the red overhead lights for all instruments except those directly above the electrical panel. Lighting for these instruments is controlled by the second switch. The third switch regulates the lighting for the electrical panel, radio panel, and fuel selector panel, plus the trim tab and me- chanical landing gear position indicators. EXTERIOR LIGHTING The switches for the navigation lights and landing lights, which are standard equipment, plus the switches for the optional ro- tating beacons, nose taxi light, and wing ice lights, are grouped along the top of the electrical panel. The navigation lights on the wing tips and tail cone are operated through a flasher unit de- signed to give steady lights if a malfunction of the flasher unit occurs. (The flasher unit is omitted on airplanes equipped with either the single or dual optional rotating beacon installation.) The landing lights in the leading edge of each wing tip are oper- ated by separate switches. For longer battery and lamp service life, use the landing lights only when necessary; also avoid pro- longed operation during ground maneuvering, which could cause overheating. VACUUM SYSTEM Suction for the vacuum-operated gyroscopic flight instruments is supplied by two engine-driven vacuum pumps, interconnected 1-13 From RareAviation.com to form a single system. Should one side of the system fail, check valves automatically close off that portion; either vacuum pump has sufficient capacity to operate all of the gyro instruments. A suction gage on the instrument panel indicates the amount of suction in the vacuum system in inches of mercury. Two red buttons on the gage serve as source failure indicators, each for its respective side of the system. HEATING AND VENTILATING SYSTEM CABIN HEATING A combustion heater in the nose cone supplies heated air to five outlets in the cabin. Outlets are located forward of the pilot and copilot's seats, at the rear of the copilot's seat, and at the rear of the right hand passenger seat. The fifth outlet provides heated air for windshield defrosting. In flight, ram air enters an intake on each side of the nose cone, passes through the heater, and is distributed to the cabin outlets. For ground operation, a blower maintains airflow through the system. If a malfunction resulting in dangerously high temperatures should occur, a thermostat will ground a fuse in the heater power circuit. This renders the heater system, except the blower, in- operative. MAKE CERTAIN ANY MALFUNCTION CAUSING THE OVERHEAT FUSE TO BLOW IS CORRECTED BEFORE ATTEMPTING TO OPERATE THE HEATER AGAIN. Heater Operation 1. A three-position switch, placarded BLOWER, OFF, and 1-14 From RareAviation.com I I J I 1 > I 1 I 1 J J I I 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. CABIN HEAT Control DEFROST Control CABIN AIR Control Outlet at Rear of Copilot's Seat Fresh Air Intake Outlet Forward of Pilot's Seat Heater Fuel Pumps Overheat Thermostat (300 F) Heater Fuel Filter Solenoid Valve Heater Overboard Fuel Line Combustion Fuel Inlet Line 13. 14. 15. 16. 17. Heater Exhaust Heater Shroud Drain Heater Spark Plug Heater Ignition Lead Assembly Combustion Air Intake Duct \ 26. 30. 27. 28. 29. 18. Iris Valve 19. Intake Blower Assembly 20. Heater Safety Switch 21. Ignition Assembly 22. 23. 24. 25. Heater Duct Thermostat Overheat Fuse Heater Resistor Heater and/or Blower Switch Duct to Right Hand Rear Seat Outlet PILOT AIR Control COPILOT AIR Control Fresh Air Outlets and Overhead Exhaust Vent Heater Circuit Breaker HEATING AND VENTILATING SYSTEM From RareAviation.com HEATER, is located on the electrical panel. To place the heating system in operation, move the switch to the HEATER position. 2. The CABIN AIR control, which regulates the amount of in- take air, is below the left hand side of the electrical panel. Push the CABIN AIR control full forward. 3. Pull out the CABIN HEAT control to the right of the CABIN AIR control to raise the temperature of the heated air. Push the CABIN HEAT control in to decrease temperature. 4. For windshield defrosting, push in the DEFROST control located to the right of the CABIN HEAT control. 5. To direct heated air onto the pilot's feet, pull out the PILOT AIR control to the right of the DEFROST control. 6. The COPILOT AIR control, identical to the PILOT AIR control, is located below the right hand side of the instru- ment panel. Heat Regulation For maximum heat, the CABIN AIR control can be pulled par- tially out to reduce the volume of incoming cold air and permit the heater to raise the temperature of the admitted air. However, if the CABIN AIR control is pulled out more than halfway, the heater will not operate. The volume of air available for the pilot outlet and the copilot outlet can be divided between the two outlets as desired by ad- justing each control individually. More heated air will be available for defrosting by reducing the flow of air from the pilot outlet, copilot outlet, or both. 1-16 From RareAviation.com The PILOT AIR and the COPILOT AIR controls can be used to regulate the amount of air distributed to the two rear outlets. Heater Blower When the three-position switch on the electrical panel is placed in either the HEATER position or the BLOWER position, the blower will operate if the landing gear is in the extended position and the CABIN AIR control is more than halfway in. The blower will automatically shut off if the landing gear is retracted or the CABIN AIR control pulled out approximately halfway. CABIN VENTILATION In flight, to provide unheated air for the same cabin outlets used for heating, push the CABIN AIR control forward. For ventilation during ground operation, push the CABIN AIR control forward and place the three-position switch on the elec- trical panel in the BLOWER position. Individual Fresh Air Outlets Fresh ram air from an intake on the left side of the dorsal fair- ing is ducted to individual outlets above each seat, including the optional fifth and sixth seats. Each outlet can be positioned to direct the flow of air as desired. The volume of incoming air can be regulated by rotating the outlet. Exhaust Vents Cabin air exhaust vents are located aft of the radio speaker in the overhead panel and below the rear baggage compartment door. The exhaust vents are not adjustable. 1-17 From RareAviation.com STALL WARNING HORN A stall warning horn on the cabin forward bulkhead sounds a warning signal while there is ample time for the pilot to correct his attitude. The horn is triggered by a sensing vane on the lead- ing edge of the left wing and is equally effective at all flight at- titudes, weights, and airspeeds. The signal is irregular and intermittent at first, but will become steady as the airplane ap- proaches a complete stall. SEATING To adjust any of the four standard seats forward or aft, pull up on the release bar below the seat outboard corner and slide the seat to the desired position. The seat backs of all standard seats (except the pilot's) can be placed in any position from the verti- cal to the fully reclined by operating a release lever on the in- board side of the seat. The back of the pilot's seat can be placed in four positions. Outboard armrests for all standard seats are built into the cabin sidewalls. A large center armrest for the front seats can be elevated or positioned flush with the seat cushions. The inboard armrests for the two standard rear seats can be folded into a stowed position behind the seat backs. OPTIONAL INSTALLATIONS PROPELLER ANTI-ICER SYSTEM (FLUID FLOW) Ice is prevented from forming on the propeller blades by wetting the blade anti-icer boots with anti-icing fluid. The anti-icer pump delivers a constant flow of fluid from the supply tank to the blade boots. The pump is controlled by an ON-OFF switch. A 1-18 From RareAviation.com gage indicates the amount of fluid in the supply tanks. System endurance is approximately two hours. The system is designed to PREVENT the formation of ice. Al- ways place the system in operation BEFORE ENCOUNTERING ICING CONDITIONS. PROPELLER DEICER SYSTEM (ELECTRIC) (Refer to the FAA Approved Airplane Flight Manual Supplement.) An electrically heated deicer bonded to each propeller blade utilizes the electrical power system of the airplane. Deicing is accomplished by heating portions of the deicers in a sequence controlled by a timer, which is operated by an ON-OFF switch. The system also incorporates an ammeter. To place the system in operation, move the propeller deicer switch to the ON position. The system ammeter should register 7 to 11 amperes. A small momentary deflection of the needle may be noticed approximately every 30 seconds; this is due to the switching action of the timer and is an indication of normal operation. The system can be operated continuously in flight; it will function automatically until the switch is turned off. Pro- peller unbalance can be relieved by varying rpm. Increase rpm briefly, then return to the desired setting. Repeat if necessary. CAUTION To minimize slip ring pitting, do not operate the sys- tem with the engines inoperative. SURFACE DEICER SYSTEM (Refer to the FAA Approved Airplane Flight Manual Supplement.) 1-19 From RareAviation.com Deicer boots on the wing and empennage leading edges are in- flated from the pressure side of the two engine-driven vacuum pumps. At all times except during inflation, the pumps apply vacuum to the boots. Through an electric timer, solenoid-oper- ated control valves cause all of the boots to be inflated simul- taneously. The timer is controlled by a three-position switch AUTOMATIC, OFF, and MANUAL located on the electrical panel. The AUTOMATIC and MANUAL positions are momen- tary. A gage is provided to indicate system pressure. The three-position switch permits the boots to be inflated only partially or to be fully inflated as long as desired. Momentary engagement of the AUTOMATIC position will cause the boots to inflate for five to eight seconds, then deflate and reach a vacuum hold-down condition. The MANUAL position will inflate the boots only as long as the switch is held in engagement; when the switch is released, the boots deflate. During inflation, the deicer system pressure gage should register approximately 15 to 18 psi. With one engine inoperative, there will still be sufficient pressure for operation of the system. BEECHCRAFT OXYGEN SYSTEM WARNING Proper safety measures must be employed when using oxygen, or a serious fire hazard will be created. THERE MUST BE NO SMOKING WHILE THE OXYGEN SYS- TEM IS IN USE. 1. To place the system in operation, SLOWLY open the shutoff valve on the oxygen console panel. (The shutoff valve on the oxygen cylinder must also be open.) 1-20 From RareAviation.com CAUTION If either shutoff valve is opened too rapidly, the reg- ulator diaphragm may be ruptured, or other damage common to high pressure oxygen systems may occur. 2. Insert an oxygen mask plug-in coupling into an oxygen out- let. 3. Check for a flow of oxygen into the mask by closing off the opening from the breather bag to the mask, noting that the bag expands. 4. Adjust the oxygen mask to the face to prevent the escape of oxygen into the cabin. 5. To discontinue use of the system, close the shutoff valve on the oxygen console panel, and with one or more masks still plugged in, allow the oxygen to drain from that portion of the system, then unplug all masks. FOLDING FIFTH AND SIXTH SEATS To insure proper loading, consult the Weight and Balance Section of the FAA Approved Airplane Flight Manual. Seat removal can be accomplished as follows: 1. Remove the bolt and bracket securing each rear leg of the seat to the cabin floor. 2. Free the seat back by loosening the angle forward of the accessory shelf. 3. If desired, the headrest can be removed by removing the retaining screws in the accessory shelf angle. 1-21 From RareAviation.com NOTE On airplanes incorporating the optional extended bag- gage compartment, remove the seat back and headrest by lifting the seat back support tube from the brackets on each side of the cabin. 1-22 From RareAviation.com SECTION II OPERATING CHECK LISTS s E C T II I O N The following abbreviated check lists contain information essen- tial for normal operation of your BEECHCRAFT Baron. This in- formation is based on the recommendations and data compiled by Beech Aircraft Corporation pilots, and is intended to assist you in developing a systematic and safe flying technique. Made care- fully, these checks will not only help prevent a mishap or mal- function, but will also aid in reducing maintenance costs. 2-1 From RareAviation.com 12 PREFLIGHT INSPECTION 1. Magneto, battery, and generator or alternator switches - OFF Control lock - REMOVED 2. Aft baggage compartment - CARGO SECURED Static pressure buttons - CLEAN 3. Empennage and control surfaces - CHECKED Tie-down line - REMOVED 4. Wings, ailerons and flaps - CHECKED 5. Wing tips - CHECKED Pitot cover(s) - REMOVED Tie-down lines - REMOVED 6. Fuel tanks - FULL Fuel filler caps - SECURE 7. Fuel sumps, fuel system low spots, fuel strainers - DRAIN 2-2 From RareAviation.com 8. Tires - PROPER INFLATION Shock struts - CLEAN AND PROPER INFLATION Landing gear safety switch - CONDITION CHECKED 9. No oil, fuel or exhaust leakage on nacelles - CHECKED 10. Propeller blades - CHECKED 11. Engine oil level - CHECKED OH filler cap - SECURE Cowling - SECURE 12. Forward baggage compartment - CARGO SECURE All inspection doors - SECURE Heater fuel filter - DRAIN BEFORE STARTING CHECK 1. Parking brake - SET 2. Battery and generator or alternator switches - ON (If external power is used, all switches - OFF) CAUTION On aircraft equipped with alternators, the alternator control switches must be turned OFF prior to con- necting an auxiliary power unit for starting, battery charging, or electrical equipment check-out. This procedure protects the voltage regulators and system electrical equipment from voltage transients (power fluctuations). Also, during cold weather starts, the alternator control switch should be turned OFF to minimize battery power drain. 3. All circuit breakers, switches and controls - CHECK 4. Landing gear switch - DOWN 5. Landing gear mechanical indicator - FULL DOWN 2-3 From RareAviation.com 6. Cowl flaps - OPEN 7. Cowl flap position light - AMBER 8. Fuel selector valves - MAIN TANKS 9. Fuel quantity Indicators - FULL 10. Landing gear position lights - CHECKED 11. Flap position lights - CHECKED 12. Load distribution - CHECKED STARTING CHECK 1. Throttle position - 1000 to 1200 rpm 2. Propeller controls - HIGH RPM 3. Mixture - FULL RICH 4. Fuel boost pump - HIGH When fuel pressure stabilizes, fuel boost pump - OFF 5. Engine starter - ENGAGE In the event of a balked start (or overprime condition) place mixture in idle cut-off and open the throttle; operate the starter to remove excess fuel. As engine starts, reduce the throttle to idle rpm and place the mixture in FULL RICH. 6. Warm-up - 800 to 1200 rpm 7. All gage readings - NORMAL 8. Using same procedure, start and warm up other engine. 9. External power (If used) - DISCONNECT Battery and alternator or generator switches - ON BEFORE TAKEOFF CHECK 1. Fuel boost pumps - OFF If ambient temperature is high - LOW PRESSURE BOOST (C) 2. Full travel and freedom of movement of controls - CHECKED (I) 3. All instruments - CHECKED 2-4 From RareAviation.com (G) 4. Fuel gages - FULL (A) 5. Trim is set for takeoff - CHECKED (R) 6. Propellers - exercise at 2200 rpm. NOTE When exercising propellers in their governing range, do not move the control lever aft past the detent. To do so will allow the propeller to change rapidly to the full feathered position, imposing high stresses in the blade shank and engine. 7. Magnetos - With throttle at 1700 rpm on both magnetos, in- dividual magnetos should be within 50 rpm of each other. 8. Propellers - Reduce to 1500 rpm and check feathering action. Maximum rpm drop - 500 rpm 9. Open throttles individually and set mixture for field eleva- tion takeoff power. Note static rpm. 10. Doors and windows - LOCKED 11. All seat belts - FASTENED 12. Parking brake - OFF CIGAR (C - Controls, 1^- Instruments, G - Gas, A - Attitude trim, R. - Runup) BEFORE LANDING CHECK (G) 1. Fuel selector valves - MAIN TANKS NOTE Auxiliary tanks are to be used for level flight only. Main tanks are to be used for takeoff and landing. 2-5 From RareAviation.com Fuel boost pumps - OFF or LOW as per ambient temper- ature. (U) 2. Landing gear - DOWN Landing gear indicators - DOWN (M) 3. Mixture - FULL RICH (P) 4. Propellers - HIGH RPM (S) 5. Seat belts - SECURE 6. Flaps - AS REQUIRED 7. Cowl flaps - CLOSED until after landing GUMPS (G - Gas, U - Undercarriage down, M - Mixture, P - Propeller, S - Seat Belts secure) SHUT-DOWN CHECK 1. Parking brake - SET 2. Electrical and radio equipment - OFF 3. Propellers - HIGH RPM 4. Throttles - 1100 rpm 5. Fuel boost pumps - OFF 6. Mixture - IDLE CUT-OFF 7. Throttles - CLOSED 8. Magneto switches - OFF after engines stop 9. Battery and alternator or generator switches - OFF 10. All switches - OFF 11. Controls - LOCKED 2-6 From RareAviation.com SECTION III NORMAL PROCEDURES Use your horsepower calculator to arrive at rpm and manifold pressure for cruising flight. Note that the manifold pressure re- quired to obtain a given horsepower will vary with outside air temperature. When increasing power, set rpm first, then man- ifold pressure. Make power reductions with manifold pressure first, then rpm. STARTING Make sure that the area around the propellers is clear and free from loose objects. Avoid operating the engines on loose gravel s E C T III I O N or sand. Either engine may be started first. Refer to starting check list in Section II. Each cranking period should be limited to ten seconds of oper- ation. A five-minute cooling interval between cranking periods will extend starter life. After the engine is started, check for oil pressure indication. If no pressure is shown in 30 seconds, stop the engine and inves- tigate. After oil pressure reaches normal indication, adjust engine speed to recommended warm-up rpm, then start the re- maining engine using the same procedure. taxiing NEVER TAXI WITH A FLAT SHOCK STRUT. 3-1 From RareAviation.com To taxi, release the parking brake control and allow the aircraft to roll forward. Check the brakes by applying them several times lightly. Govern your taxi speed with throttle coordination. Most turns can be made with the steerable nose wheel and the throttles. Tight turns can be accomplished by applying a combination of in- side brake and outside power. Hold the control column full back to reduce weight and relieve loads on the nose gear assembly. ENGINE WARM-UP (Use Before Takeoff Check List - Section II) To avoid propeller damage, do not perform engine run-ups on loose gravel. If there is a difference of more than 50 rpm between the right and left magnetos or the rpm drop is excessive for either mag- neto, continue to warm up the engines a minute or two longer, then recheck magnetos. TAKEOFF For takeoff from fields at higher altitudes, the mixture should be adjusted for field elevation to insure maximum engine power. Full throttle operation is recommended during takeoff to mini- mize takeoff roll. OBSTACLE TAKEOFF Use 20 degrees of wing flap and set the elevator trim between 0 and 3 points NOSE UP, as required. Apply full power and re- lease the brakes. Hold the airplane in a near level flight attitude during the takeoff run until 80 mph (69. 5 kts) IAS is attained, then smoothly and positively apply back pressure to assume a 3-2 From RareAviation.com nose-high climb angle. After you have positively cleared the ground, retract the landing gear and climb out at 105 mph (91. 5 kts) IAS. When the obstacle is cleared, level off, retract the wing flaps, and accelerate to normal climb speed. CLIMB For the best rate of climb which will give the greatest gain in altitude per unit of time, maximum continuous power is required. Hold the best rate-of-climb speed for your altitude, as shown on the climb graph in Section V. For cruising climb, establish a power configuration of 2500 rpm and 25 inches Hg, full throttle above 5000 feet, with an airspeed of approximately 160 mph (139 kts) IAS. CRUISE There is no "best cruise power setting for all flights. " Your choice of power settings will depend on load, temperature, al- titude and perhaps most important, the purpose of your flight. Once cruising altitude is reached, compute the desired power with your horsepower calculator. Remember, the horsepower calculator is based on outside air temperature as read from the outside air temperature gage, not induction mixture temperature. Normal cruise control should be used for all flying when weather and distance are well within the normal operating limitations of the aircraft and its pilot. Level flight cruise operations should be at the lowest power that will satisfy the speed requirements. Observing these limits will normally result in the optimum bal- ance between aircraft performance and overall operation economy. 3-3 From RareAviation.com The Cruising Operation graph in Section V will be helpful in ob- taining the desired performance. Synchronize the propellers and make final mixture adjustments by leaning the mixture to the fuel pressure (noted on the horse- power calculator) that corresponds with the power setting that is being used. The fuel selector valves may be positioned to use fuel as desired while normal cruising operations are continued. STALLS The stall warning indicator gives aural indication of an impend- ing stall approximately 5 to 10 mph above the stall. MAXIMUM ENDURANCE If circumstances demand that you stay aloft as long as possible, you can decrease fuel consumption by leaning the mixture beyond the best power setting. HOWEVER, OPERATING YOUR ENGINES IN THIS MANNER COULD RESULT IN REDUCED ENGINE LIFE OR ENGINE DAMAGE. As you lean past best power, your airspeed will drop and the engines will operate slightly rough. Advance the mixture just enough to stabilize your airspeed. Obtaining maximum endurance is an efficient operation only in terms of fuel consumption per hour - for example, in a holding pattern. With reduced power the angle of attack of the wing must be increased to maintain lift. This, in turn, produces increased drag and low flight speeds. In terms of miles per gallon of fuel consumed the procedure is inefficient. 3-4 From RareAviation.com OBSTACLE LANDING A slow power approach with full flaps is desired. A general pro- cedure would be: 1. Plan a longer than normal final. 2. Lower flaps to the FULL position after turning base leg. 3. Set up 90 mph (78 kts) IAS power approach. Trim. 4. Use power to control the rate of sink. 5. Cut power on touchdown. 6. Lower the nose wheel and retract flaps immediately. 7. Apply brakes as required. Remember that excessive braking on unimproved surfaces may place major stress on the nose gear. COLD WEATHER OPERATION PREFLIGHT INSPECTION In addition to the normal preflight exterior inspection, remove ice, snow, and frost from the wings, tail, control surfaces and hinges, propellers, windshield, fuel cell filler caps, fuel vents, and crankcase breathers. If you have no way of removing these formations of ice, snow, and frost, leave the aircraft on the ground, as these deposits will not blow off. The wing contour may be changed by these formations sufficiently that its lift qualities are considerably disturbed and sometimes completely destroyed. Complete your normal preflight procedures, includ- ing a check of the flight controls for complete freedom of move- ment. Conditions for accumulating moisture, in both the engine oil sumps and the fuel cells, are most favorable at low temperatures 3-5 From RareAviation.com due to the condensation increase in each and the moisture that enters as the systems are serviced. Therefore, close attention to draining the fuel system and oil sumps will assume particular importance during cold weather. ENGINES Use engine oil in accordance with the Consumable Materials Chart in Section VI. If considerable cold weather flying is antic- ipated, it is recommended that winter front baffles be installed to maintain normal engine operating temperatures. Always pull the propeller through by hand several times to clear the engine and "limber up" the cold, heavy oil before using the starter. This will also lessen the load on the battery if an auxiliary power unit is not used. Under very cold conditions, it may be necessary to preheat the engines prior to a start. Particular attention should be applied to the oil cooler and engine sump to insure proper preheat. A start with congealed oil in the system may produce an indication of normal pressure immediately after the start, but then the oil pressure may decrease when residual oil in the engine is pumped back with the congealed oil in the sump. If an engine heater ca- pable of heating both the engine sump and cooler is not available, the oil should be drained while the engines are hot and stored in a warm area until the next flight. If the airplane is equipped with the optional external power re- ceptacle, it is advisable to use external power for starting, when available. Refer to Section VI for information concerning use of external power. Normal engine starting procedures will ordinarily be used except 3-6 From RareAviation.com it may be necessary to leave the fuel boost pump on until the en- gine starts. If there is no oil pressure within the first 30 sec- onds of running, or if oil pressure drops after a few minutes of ground operation, shut down and check for broken oil lines, oil cooler leaks or the possibility of congealed oil. During warm-up, watch engine temperatures closely, since it is quite possible to exceed the cylinder head temperature limit in trying to bring up the oil temperature. Exercise the propellers several times to remove cold oil from the pitch change mechan- isms. The propellers should also be cycled occasionally in flight. During letdown and landing, give special attention to engine tem- peratures, since the engines will have a tendency toward over- cooling. TAXIING Avoid taxiing through water, slush or muddy surfaces if possible. Water, slush or mud, when splashed on the wings and tail sur- faces may freeze, increasing weight and drag and perhaps limit- ing control surface movement. INDUCTION SYSTEM ICE If the induction air filter becomes clogged with ice, a spring- loaded door on the induction air box will open automatically and the engine will continue to run. You will notice a slight drop in manifold pressure due to the loss of ram effect. ICING CONDITIONS EQUIPMENT Refer to Section I for a description of the optional anti-icer and deicer systems. The emergency static air source (standard equip- ment) is discussed in Section IV. 3-7 From RareAviation.com SECTION IV EMERGENCY PROCEDURES The following information is presented to enable you to form, in advance, a definite plan of action for coping with the most prob- able emergency situations which could occur in the operation of your airplane. Where practicable, the emergencies requiring immediate corrective action are treated in check list form for easy reference and familiarization. Other situations, in which more time is usually permitted to decide on and execute a plan of action, are discussed at some length. SINGLE-ENGINE OPERATION Two major factors govern single-engine operation: airspeed and directional control. The airplane can be safely maneuvered or trimmed for normal hands-off operation and sustained in this configuration by the operative engine AS LONG AS SUFFICIENT AIRSPEED IS MAINTAINED. S E C T IV I O N BEST SINGLE-ENGINE RATE-OF-CLIMB SPEED, 115 MPH (100 KTS) IAS The best single-engine rate-of-climb speed is the airspeed which delivers the greatest gain in altitude in the shortest possible time with gear up, flaps up, and inoperative propeller feathered. The best single-engine rate-of~climb speed at sea level is indicated by the blue line on the airspeed indicator. The variation in best single-engine rate-of-climb speed with altitude is shown on the Single-Engine Climb Performance Graph in Section V. 4-1 From RareAviation.com BEST SINGLE-ENGINE ANGLE-OF-CLIMB SPEED, 103 MPH (90 KTS) IAS The best single-engine angle-of-climb speed is the airspeed which delivers the greatest gain in altitude in the shortest pos- sible horizontal distance with gear up, flaps up, and inoperative propeller feathered. MINIMUM SINGLE-ENGINE CONTROL SPEED, 92 MPH (80 KTS) IAS The minimum single-engine control speed is the airspeed below which the airplane cannot be controlled in flight with one engine operating at takeoff power and the other engine with its propeller windmilling. THIS SPEED IS BELOW THE SPEED AT WHICH THE AIRPLANE WILL CLIMB. DETERMINING INOPERATIVE ENGINE When an engine fails, apply all available power immediately; ALL SIX LEVERS FULL FORWARD. The following checks will help determine which engine has failed; 1. DEAD FOOT - DEAD ENGINE. The rudder pressure re- quired to maintain directional control will be on the side of the good engine. 2. CYLINDER HEAD TEMPERATURE GAGE. The gage for the inoperative engine will immediately indicate a below normal reading. 3. THROTTLE. Partially retard the throttle for the engine that is believed to be inoperative; there should be no change in control pressures or in the sound of the engine if the cor- rect throttle has been selected. AT LOW ALTITUDE AND AIRSPEED THIS CHECK MUST BE ACCOMPLISHED WITH EXTREME CAUTION. 4-2 From RareAviation.com Do not attempt to determine the Inoperative engine by means of the tachometer or the manifold pressure gages. After power has been lost on an engine the tachometer will often indicate the cor- rect rpm and the manifold pressure gage will frequently indicate approximately atmospheric pressure or above. NORMAL SINGLE-ENGINE PROCEDURE After determining the inoperative engine, if your airspeed is at or above best single-engine rate-of-climb speed, 115 mph (100 kts) IAS, use the following shut-down procedure. The overall goal of the steps is to reduce unnecessary drag in as short a time as possible. 1. Use takeoff power to obtain or maintain desired altitude and airspeed. Apply rudder to sustain directional control. Bank approximately 5 degrees into the heavy rudder. 2. Retract the landing gear. 3. Pull the INOPERATIVE engine's propeller and mixture con- trols BACK into the full feathered and idle cut-off positions. 4. Retract wing flaps gradually if in use. 5. Close the cowl flap on the inoperative engine. 6. As the propeller feathers and stops rotating, turn off the applicable generator or alternator and magneto switches. 7. Fuel selector valve for inoperative engine - OFF; fuel boost pump - normally OFF. 8. Turn off all unnecessary electrical equipment to prevent battery drain. 9. Maintain takeoff power until a safe altitude is attained and/or single-engine procedures and checks are satisfactorily ac- complished. Select a cruise power setting for the operative 4-3 From RareAviation.com engine to maintain minimum speed for hands-off trim on one engine. 10. Set rudder trim for single-engine flight and hold the wing on the inoperative engine side 3 to 5 degrees high. 11. Land as soon as practicable. BEFORE SHUT-DOWN CHECK If you have a safe altitude, and unless the cause of engine failure is apparent and cannot be remedied, the following checks may be accomplished in addition to the preceding normal single-engine procedure. These checks should be made prior to feathering the propeller and turning off the magneto switch for the inoperative engine. 1. Check fuel pressure; if deficient, turn fuel boost pump on HIGH. NOTE Although near maximum engine performance can be obtained with an inoperative engine-driven fuel pump, operation should be limited to as short a time as pos- sible. Using full throttle and a lower rpm is helpful so long as manifold pressure limits are not exceeded. Refer to the Manifold Pressure Vs. RPM Graph in Section V. Low cruise setting can be used indefi- nitely, as sufficient fuel flow will be available. 2. Check fuel quantity; switch to another fuel cell if necessary. 3. Check oil pressure and temperature; shut down the engine if oil pressure is low. 4. Check magneto switch. 4-4 From RareAviation.com RESTARTING INOPERATIVE ENGINE IN FLIGHT Prior to restart of an engine that has failed, the cause of failure should be located and corrected. It may be advisable to continue on one engine rather than to risk ruining an engine that may need only minor repairs. In low outside temperatures, a restart should be completed within a few minutes after shutdown, since cold oil in the governor passages and propeller may impede un- feathering. For engine to be started: 1. Fuel selector valve - on MAIN or AUXILIARY. 2. Throttle - set for 1000 to 1200 rpm. 3. Mixture - FULL RICH below 5000 feet; above 5000 feet ad- just control in 1/2 to 3/4 of its travel. 4. Propeller control - move well into the governing range. a. WITHOUT UNFEATHERING ACCUMULATORS: turn fuel boost pump on HIGH until fuel pressure stabilizes, then turn pump OFF and engage starter. If engine fails to run and unfeather propeller, place mixture in IDLE CUT-OFF and operate starter to remove excess fuel. When engine fires, advance mixture to FULL RICH. b. WITH UNFEATHERING ACCUMULATORS: fuel boost pump will not normally be required. Move the propeller control well forward, and to avoid an overspeed condi- tion, return the control to the HIGH PITCH (low rpm) position as soon as the propeller starts to windmill. Momentary use of the starter to initiate rotation will be necessary only at low airspeeds. 5. As soon as engine starts, adjust throttle and propeller con- trols to prevent an engine overspeed condition. Turn fuel 4-5 From RareAviation.com boost pump OFF (if on). Check fuel and oil pressure; if either deviates from normal, abandon restarting. Refeather and secure engine. 6. Warm up engine at approximately 2000 rpm and 15 inches manifold pressure. Observe oil pressure closely; if not normal in 30 seconds, shut down and refeather. 7. When oil and cylinder head temperatures are normal, apply normal power. Set rpm first, then open throttle. Retrim as necessary. ENGINE FAILURE DURING TAKEOFF The most common conditions that might be encountered and the recommended corrective action for each is discussed. The Ac- celerate and Stop Distance Graph in Section V gives the decision speed and accelerate - stop distance for the maximum load con- dition. If engine failure occurs during takeoff: 1. If sufficient runway remains for deceleration, CUT POWER IMMEDIATELY AND STOP STRAIGHT AHEAD. 2. If sufficient runway does not remain and you have not gained best single-engine angle-of-climb speed, 103 mph (90 kts) IAS, use the following procedure: a. Throttles - CLOSED. b. Battery and generator or alternator switches - OFF. c. Fuel selector valves - OFF. d. Land. 3. If sufficient runway does not remain but you have gained best single-engine angle-of-climb speed, 103 mph (90 kts) 4-6 From RareAviation.com IAS, and are airborne, IMMEDIATELY CLEAN UP THE AIRPLANE (RETRACT LANDING GEAR, FEATHER WINDMILLING PROPELLER) AND FOLLOW NORMAL SINGLE-ENGINE PROCEDURE. NOTE With the airplane clean you should be able to climb. With gear down, propeller windmilling, and cowl flaps open, you will not be able to maintain altitude. a. If it is necessary to clear obstacles, clean up airplane and maintain best single-engine angle-of-climb speed. b. If no obstacles are present, clean up airplane and accel- erate to best single-engine rate-of-climb speed, 115 mph (100 kts) IAS. c. After obtaining best single-engine rate-of-climb speed, return for landing. The performance shown on the Single-Engine Rate-of-Climb Graph in Section V is for standard altitude; if the ambient tem- perature is higher than standard, your rate-of-climb will be less than shown, while on a cold day it will be better. SINGLE-ENGINE LANDING Approach speed should be 10 mph above normal approach speed. Lower the landing gear on final approach only. If a base leg is used, the gear may be lowered as you roll out of the turn on final. Do not lower the flaps until the gear is down and locked and you are sure of making the field. WITH FULL FLAPS AND GEAR DOWN, LEVEL FLIGHT CANNOT BE MAINTAINED AT FULL GROSS WEIGHT ON ONE ENGINE; UNLESS TIME WILL 4-7 From RareAviation.com PERMIT YOU TO CLEAN UP THE AIRPLANE, DO NOT AT- TEMPT TO GO AROUND o SINGLE-ENGINE GO-AROUND A SINGLE-ENGINE GO-AROUND MAY BE EXECUTED WHEN IT APPEARS THAT THIS IS THE ONLY WAY TO AVOID A POSSIBLE ACCIDENT. RAPID EXECUTION OF THE INDI- VIDUAL STEPS IN THE FOLLOWING PROCEDURE IS VERY IMPORTANT: 1. Apply full power and correct for yaw as the throttle is opened. Maintain best single-engine rate-of-climb speed, 115 mph (100 kts) IAS. 2. Retract the landing gear and close the cowl flap on the in- operative engine 3. If wing flaps are full down, retract to approximately half flap. 4. Retract the remaining flap as soon as practicable to obtain maximum rate of climb- 5. Trim for single-engine climb. SINGLE-ENGINE OPERATION ON CROSS-FEED Use the fuel cross-feed system in level flight only. To use the fuel in the wing cells on the side of the inoperative engine: 1. Turn the fuel selector valve handle for the inoperative engine to the desired fuel cell, either main or auxiliary. 2. Place the fuel selector valve handle for the operating engine on CROSS-FEED. 3. If necessary, the fuel boost pump for the operative engine may be used (high pressure) to supplement the fuel injector 4-8 From RareAviation.com pump. ENGINE FIRE IN FLIGHT Shut down the affected engine according to the following proce- dure and land immediately. Follow the applicable single-engine procedures in this section. 1. Fuel selector valve handle - OFF. 2. Mixture control - IDLE CUT-OFF. 3. Propeller control - FULL FEATHERED POSITION. 4. Fuel boost pump - OFF. 5. Magneto switch - OFF. 6. Generator or alternator switch - OFF. SIMULATED ONE-ENGINE-OUT PROCEDURE One-engine-out conditions can be simulated with zero thrust power settings instead of complete engine shutdown. The three airspeeds on the accompanying graph are Vmc (minimum single- engine control speed), Vx (best single-engine angle-of-climb speed), and Vy (best single-engine rate-of-climb speed). To set up a zero thrust condition for single-engine practice: 1. Observe your pressure altitude as indicated by the altimeter. 2. Observe the outside air temperature and compute the stand- ard altitude. 3. From the standard altitude on the zero thrust graph read horizontally to the desired airspeed curve, either Vmc, Vx, or Vy, then read vertically to the required engine rpm. 4. Place the propeller control for the simulated inoperative engine in the FULL HIGH RPM position. 4-9 From RareAviation.com ENGINE SPEED FOR ZERO THRUST ENGINE SPEED - RPM 5. Retard the throttle for the simulated inoperative engine to the minimum throttle setting which produces the required rpm and airspeed determined in Step 3. 6. For recovery after the practice conditions, advance the throttle and retrim as necessary. The engine speed for obtaining zero propeller thrust can be af- fected quite markedly by variations in atmospheric conditions and indicated airspeed. Care should be exercised in determining the standard altitude and setting up the zero thrust power at the proper rpm and minimum manifold pressure at the airspeed for the given condition. GEAR-UP LANDING If possible, choose firm sod. Make a normal approach, using flaps as necessary. When you are sure of making the runway: 1. Throttles - CLOSED. 2. Mixtures - IDLE CUT-OFF. 3. Battery, generator or alternator, and magneto switches - OFF. 4. Fuel selector valves - OFF. 5. Keep wings level during touchdown. SPINS 1. Cut power on both engines. 2. Apply full rudder opposite the direction of rotation. 3. Ease control wheel forward. 4. When rotation stops and controls are fully effective, bring the nose up smoothly to a level-flight attitude. DO NOT 4-11 From RareAviation.com PULL OUT ABRUPTLY. Speed picks up rapidly in a nose-low attitude. During a pull-out be aware of the amount of control pressure used to complete a safe recovery in the altitude available, and the load you can apply to the structure. Avoid any abrupt maneuvering or sudden application of the controls during a "red line" speed condition. LANDING GEAR MANUAL EXTENSION Manual extension of the Landing gear can be facilitated by first reducing airspeed. 1 Landing gear circuit breaker - PULLED. 2. Landing gear switch - DOWN position. 3. Remove safety boot from handcrank handle at rear of front seats. Engage handcrank and turn counterclockwise as far as possible. 4. Check mechanical indicator to ascertain that gear is down. 4-12 From RareAviation.com 5. If electrical system is operative, check landing gear pos- ition light and warning horn. 6. Disengage handcrank. The manual extension system is designed only to lower the landing gear; do not attempt to retract the gear manually. EMERGENCY STATIC AIR SOURCE Should ice or other foreign matter obstruct the static air ports on the fuselage, close the pilot's storm window and place the emergency static air source control valve knob in the ON pos- ition. The knob is located on the upholstery panel forward of the pilot's seat. Airspeed and altimeter readings will generally be somewhat higher than normal. These instrument variations are provided in the FAA Approved Airplane Flight Manual. Keep the emergency static air valve fully closed (knob in OFF position) except when the source is required. MAXIMUM GLIDE (FORCED LANDING) Feather propellers and retract the wing flaps, landing gear, and cowl flaps. The glide ratio in this configuration is approximately 2 1/2 miles of gliding distance for each 1000 feet of altitude at an airspeed of 123 mph (107 kts) IAS. UNLATCHED DOOR IN FLIGHT If the cabin door is not locked it may come unlatched in flight. This usually occurs during or just after takeoff. The door will trail in a position 3 to 4 inches open, but the flight character- istics of the airplane will not be affected. Return to the field in a normal manner. 4-13 From RareAviation.com SECTION V PERFORMANCE The limitations and performance data in this section have been established by flight tests and engineering calculations to assist you in operating your airplane. The limitations have been ap- proved by the FAA and are mandatory. Flight tests were con- ducted under normal operating conditions using average piloting techniques with the airplane and engines in good condition. In using the following data, allowance for actual conditions must be made. AIRSPEEDS TAKEOFF SPEEDS (IAS) Normal Takeoff ..................... Obstacle Takeoff ..................... 95 mph/82. 5 kts 80 mph/69. 5 kts CLIMB SPEEDS (IAS) Two-Engine Cruising Climb Speed (25 in. Hg at 2500 rpm, gear and flaps up)________________160 mph/139 kts Best Rate-Of-Climb Speed, 5000 Ft. (Gear and flaps up)................118 mph/103 kts (Gear down).....................103 mph/ 90 kts (Gear and flaps down)_____________ 91 mph/ 79 kts Best Angle-Of-Climb Speed, 5000 Ft. (Gear and flaps up)_____________94. 5 mph/82.0 kts (Gear down)................... 89. 5 mph/78.0 kts (Gear and flaps down)___________ 81 mph/70. 5 kts 5-1 From RareAviation.com Single-Engine Best Rate-Of-Climb Speed, Sea Level (Gear and flaps up).............. Best Angle-Of-Climb Speed, Sea Level (Gear and flaps up)................ 115 mph/100 kts 103 mph/ 90 kts Minimum Control Speed............ 92 mph/ 80 kts STALL SPEEDS (IAS) GROSS WEIGHT 5100 LBS. 15 30 'Z45^/ LEVEL POWER GEAR AND FLAPS UP *ON 68. 5 mph (59. 5 kts) 69. 5 mph (60. 5 kts) 73. 5 mph (64.0 kts) 81. 5 mph (71. 0 kts) OFF 84. 5 mph (73. 5 kts) 86. 5 mph (75. 0 kts) 91. 0 mph (79. 0 kts) 101. 5 mph (88. 0 kts) GEAR AND FLAPS DOWN *ON 58. 5 mph (51. 0 kts) 60. 0 mph (52. 0 kts) 62. 5 mph (54. 5 kts) 69. 5 mph (60. 5 kts) OFF 76. 5 mph (66. 5 kts) 78. 5 mph (68. 0 kts) 82. 5 mph (71.5 kts) 91. 0 mph (79. 0 kts) *26.0 in. Hg and 2625 rpm LANDING SPEEDS (IAS) Normal Approach........................101 mph/88.0 kts Contact.............................86 mph/75.0 kts Obstacle Approach...........................90 mph/78. 0 kts Contact.............................78 mph/68. 0 kts 5-2 From RareAviation.com AIRSPEED LIMITATIONS (CAS) Amendment I Never Exceed (Glide or Dive, Smooth Air) (Red Radial)..................... 257 mph/223 kts Best Single-Engine Rate-Of-Climb Speed (Blue Radial)..................116 mph/101 kts Caution Range (Yellow Arc) . . .210 mph to 257 mph/182 kts to 223 kts Design Cruising Speed (Level Flight or Climb)..........................210 mph/182 kts Normal Operating Range (Green Arc). . . . 88 mph to 210 mph/76 kts to 182 kts Flap Operating Range (White Arc).... 78 mph to 140 mph/68 kts to 122 kts Maximum Design Maneuvering Speed . . . 180 mph/156 kts I Maximum Gear Extended Speed___________TC-1 thru TC-1156, 165 mph/143 kts. TC-1157 and after, 175 mph/152 kts ENGINE LIMITATIONS MAXIMUM POWER (All Operations)..................... 260 hp at 2625 rpm ENGINE INSTRUMENT MARKINGS Oil Temperature Caution (Yellow Radial)....................... 75F Normal (Green Arc).....................75 to 225F Maximum (Red Radial)....................... 225F Oil Pressure Minimum Pressure (Red Radial)................30 psi Normal Operating Range (Green Arc) . . . 30 to 60 psi Maximum Pressure (Red Radial)................80 psi Issued: September, 1968 5-3 From RareAviation.com ENGINE INSTRUMENT MARKINGS Contd. Manifold Pressure Normal Operating Range (Green Arc) . . 15 to 29.6" Hg Maximum (Red Radial)......................29.6" Hg Cylinder Head Temperature Normal Operation Range (Green Arc) . . 200 to 460F Maximum Temperature (Red Radial) .... 460F Tachometer Engine Warm-Up...................... 800 to 1200 rpm Normal Operation (Green Arc) . . . 2000 to 2625 rpm Maximum (Red Radial)...................... 2625 rpm Fuel Pressure Minimum (Red Radial)....................... 1.5 psi Cruise Power (Operating Range), (Green Arc) 5 to 9. 5 psi Maximum (Red Radial).......................17.5 psi Suction Minimum (Red Radial)......................3.75 Hg Normal (Green Arc).............3.75" Hg to 5.25" Hg Maximum (Red Radial) ....................5.25" Hg Red button source failure indicators MANEUVERS Your Baron is licensed under normal category limitations and is intended for only nonaerobatic passenger and cargo operation. Only those maneuvers incidental to NORMAL flying including stalls (except whip stalls) and turns in which the angle of bank does not exceed 60 are permitted. 5-4 From RareAviation.com WEIGHT AND BALANCE At the time of delivery of each airplane, Beech Aircraft Corpora- tion provides an FAA Approved Airplane Flight Manual which is required by the FAA to remain in the airplane at all times. In the Weight and Balance Section of the FAA Approved Airplane Flight Manual is compiled all of the necessary data the owner or pilot may need in order to arrive at the necessary weight and balance computation which will assure proper loading. BEECHCRAFT OXYGEN SYSTEM (OPTIONAL) Cylinder Volume (Cubic Feet) Number of Persons Being Supplied 1 2 3 4 5 6 38.4 7.1 3.6 Duration 2.3 (Hours) 1.7 1.4 1.2 48.3 8.9 4.5 2.9 2.2 1.8 1.5 Based on 95% cylinder volume. Flow is programmed on a sea level equivalent at 20, 000 feet. Each outlet gives 2.5 1pm min- imum flow. 5-5 From RareAviation.com PERFORMANCE GRAPHS TABLE OF CONTENTS Page Accelerate and Stop Distance............................ 5-7 Normal Takeoff.......................................... 5-8 Normal Takeoff Speed.................................... 5-9 Obstacle Takeoff....................................... 5-10 Obstacle Takeoff Speed................................. 5-11 Two-Engine Climb Performance (Effect of Altitude and Weight)............................... 5-12 Two-Engine Climb Performance (Climb Speeds) . . . 5-13 Two-Engine Climb Performance (Time to (Climb) . . . 5-14 Single-Engine Climb Performance (Effect of Altitude and Weight)............................... 5-15 Single-Engine Climb Performance (Climb Speeds and Effect of Temperature)......................... 5-16 Manifold Pressure Vs RPM............................... 5-17 Cruising Operation..................................... 5-18 Fuel Consumption....................................... 5-19 Fuel Pressure.......................................... 5-20 Range (Various Powers)..................................5-21 Normal Landing......................................... 5-25 Normal Approach Speed.................................. 5-26 Obstacle Landing....................................... 5-27 Obstacle Approach Speed...............................__ 5-28 5-6 From RareAviation.com ACCELERATE AND STOP DISTANCE GROSS WEIGHT 5100 LBS FLAPS UP ACCELERATE AND STOP DISTANCE - FEET DECISION SPEED - MPH - IAS 50 60 70 SO 90 DECISION SPEED - KTS - IAS 5-7 From RareAviation.com NORMAL TAKE-OFF DISTANCE OVER 50 FEET ASSOCIATED CONDITIONS POWER FLAPS RUNWAY PROCEDURE GROUND RUN EXAMPLE: TAKE-OFF POWER UP PAVED, LEVEL, DRY SURFACE SEE NORMAL TAKE-OFF SPEED GRAPH GROUND RUN IS APPROXIMATELY 78% OF DISTANCE OVER 50 FEET. FOR AN AIRPORT ALTITUDE OF 2000 FEET, AN OAT OF 75CF, A TAKE-OFF WEIGHT OF 4800 POUNDS, AND A HEAD WIND OF 10 KNOTS, THE TAKE-OFF DISTANCE OVER A 50-FOOT OBSTACLE IS 1600 FEET. TAKE-OFF DISTANCE OVER 50 FEET FEET OATF WEIGHT 100 LBS HEAD WIND KT5 5-8 From RareAviation.com NORMAL TAKE-OFF SPEED EXAMPLE: FOR A TAKE-OFF WEIGHT OF 4800 LBS THE TAKE-OFF SPEED IS 93.5 MPH (IAS) NOTE: THE TAKE-OFF SPEED IS MAINTAINED DURING CLIMB-OUT OVER 50 FEET WEIGHT-LBS 5-9 From RareAviation.com OBSTACLE TAKE-OFF DISTANCE OVER 50 FEET ASSOCIATED CONDITIONS POWER FLAPS RUNWAY PROCEDURE GROUND RUN EXAMPLE: TAKE-OFF POWER 20 PAVED, LEVEL, DRY SURFACE SEE OBSTACLE TAKE-OFF SPEED GRAPH GROUND RUN IS APPROXIMATELY 73% OF DISTANCE OVER 50 FEET. FOR AN AIRPORT ALTITUDE OF 2000 FEET, AN OAT OF 75F, A TAKE-OFF WEIGHT OF 4800 POUNDS, AND A HEAD WIND OF 10 KNOTS, THE TAKE-OFF DISTANCE OVER A 50-FOOT OBSTACLE IS 1270 FEET. TAKE-OFF DISTANCE OVER 50 FEET FEET 5-10 From RareAviation.com OBSTACLE TAKE-OFF SPEED EXAMPLE: FOR A TAKE-OFF WEIGHT OF 4800 LBS THE TAKE-OFF SPEED IS 78.8 MPH (IAS) NOTE: THE TAKE-OFF SPEED IS MAINTAINED DURING CLIMB-OUT OVER 50 FEET WEIGHT - LBS L 70 3....'j 1....RHE 69 68 67 INDICATED AIRSPEED-KNOTS 5-11 From RareAviation.com TWO ENGINE CLIMB PERFORMANCE EFFECT OF ALTITUDE AND WEIGHT BEST RATE OF CLIMB SPEED RATE OF CLIMB FT/MIN 5-12 From RareAviation.com TWO-ENGINE CLIMB PERFORMANCE CLIMB SPEEDS STANDARD ALTITUDE - FEET IAS - MPH70 80 90 IAS - KTS 5-13 From RareAviation.com STANDARD ALTITUDE FEET From RelreAviation.lom TWO ENGINE CLIMB PERFORMANCE TIME TO CLIMB I I I I I ] STANDARD ALTITUDE FEET SINGLE ENGINE CLIMB PERFORMANCE EFFECT OF ALTITUDE AND WEIGHT BEST RATE OF CLIMB SPEED MAXIMUM CONTINUOUS POWER GEAR AND FLAPS UP RATE OF CLIMB FT/MIN 5-15 From RareAviation.com SINGLE ENGINE CLIMB PERFORMANCE CLIMB SPEEDS AND EFFECT OF TEMPERATURE 5-16 From RareAviation.com I I I I I I I J I I I I 1 I MANIFOLD PRESSURE IN. HG ENGINE SPEED RPM MANIFOLD PRESSURE VS RPM From RareAviation.com STANDARD ALTITUDE FEET n 70 C (Z> Z Q O "U m 70 > o z 11)11 j From RalreAviation.iom i n t) i i 1 I I J 1 I 1 I I 1 1 1 TOTAL FUEL FLOW GAL/ HR FUEL CONSUMPTION From RareAviation.com FUEL PRESSURE TOTAL FUEL FLOW GAL/HR APPROXIMATE FUEL PRESSURE PSI 5-20 From RareAviation.com 1 I I 1 I 1 I I I I 1 J 24000 STANDARD ALTITUDE FEET 20000 16000 12000 8000 4000 RANGE CJI I bO 200 400 600 800 1000 1200 RANGE STATUTE MILES 0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 RANGE NAUTICAL MILES From RareAviation.com CH I to STANDARD ALTITUDE FEET RANGE 1)11 From RaJreAviation.dom Jill i i i i i i r i 1 i i ~ i cn I bo oo STANDARD ALTITUDE FEET RANGE NAUTICAL MILES RANGE From RareAviation.com STANDARD ALTITUDE FEET RANGE NORMAL LANDING DISTANCE OVER 50 FEET ASSOCIATED CONDITIONS FLAPS RUNWAY PROCEDURE GROUND ROLL EXAMPLE: 28" PAVED, LEVEL, DRY SURFACE SEE NORMAL APPROACH SPEED GRAPH GROUND ROLL IS APPROXIMATELY 51% OF DISTANCE OVER 50 FEET. FOR AN AIRPORT ALTITUDE OF 2000 FEET, AN OAT OF 75 'F, A LANDING WEIGHT OF 4400 POUNDS, AND A HEAD WIND OF 10 KNOTS, THE LANDING DISTANCE OVER A 50-FOOT OBSTACLE IS 1600 FEET. LANDING DISTANCE OVER 50 FEET FEET 5-25 From RareAviation.com NORMAL APPROACH SPEED EXAMPLE: FOR LANDING WEIGHT OF 4400 LBS, THE APPROACH SPEED IS 93.7 MPH (IAS) WEIGHT - LBS lLMWWiffithh li ~T?TFTTF 94 90 86 82 78 INDICATED AIRSPEED-KNOTS 5-26 From RareAviation.com OBSTACLE LANDING DISTANCE OVER 50 FEET ASSOCIATED CONDITIONS FLAPS RUNWAY PROCEDURE GROUND ROLL EXAMPLE: 28 PAVED, LEVEL, DRY SURFACE SEE OBSTACLE APPROACH SPEED GRAPH GROUND ROLL IS APPROXIMATELY 61% OF DISTANCE OVER 50 FEET. FOR AN AIRPORT ALTITUDE OF 2000 FEET, AN OAT OF 75F, A LANDING WEIGHT OF 4400 POUNDS, AND A HEAD WIND OF 10 KNOTS, THE LANDING DISTANCE OVER A 50-FOOT OBSTACLE IS 1200 FEET. OATF WEIGHT100 LBS HEAD WIND KTS LANDING DISTANCE OVER 50 FEET FEET 5-27 From RareAviation.com OBSTACLE APPROACH SPEED EXAMPLE: FOR A LANDING WEIGHT OF 4400 LBS, THE APPROACH SPEED IS 83.6 MPH (IAS) WEIGHT - LBS 84 ' 80 76 ' 72 ' 68 INDICATED AIRSPEED-KNOTS 5-28 From RareAviation.com SECTION VI CARE OF THE AIRPLANE The purpose of this section is to help you keep your Baron in top condition between visits to your BEECHCRAFT Certified Service Station. This information will aid you in determining when the airplane should be taken to a shop for periodic servicing or pre- ventive maintenance and also, will guide you should you choose or be obliged by circumstances to do some minor servicing yourself. The procedures are in no sense a substitute for the services of your BEECHCRAFT Certified Service Station. CAUTION To insure adequate propeller clearance, always observe recommended shock strut servicing procedures and tire inflation pressures. If you should have a question concerning the care of your Baron, it is important that you include the airplane serial number in any correspondence. The serial number appears on the model designation placard attached to the bottom of the fuselage im- mediately forward of the tie-down lug. GROUND HANDLING The three-view drawing on Page iii shows the minimum hangar clearances for a standard airplane. Allowances must be made for any special radio antennas; their height can be noted on the drawing. s E C T VI I O N 6-1 From RareAviation.com TOWING One man can move the airplane on a smooth and level surface with the hand tow bar. Attach the tow bar to the tow lug on the nose gear lower torque knee. CAUTION Do not exert force on propellers, control surfaces, or horizontal stabilzer. When towing with a tug, observe turn limits to prevent damage to the nose gear. Care should be used when removing the tow bar to prevent dam- age to the lubrication fittings on the landing gear. CONTROL LOCK 1. Insert the spring end of the rudder control locking pin into the hole at the top of the pilot's left hand rudder pedal arm. 2. Neutralize the pedals and insert the opposite end of the lock- ing pin into the right hand pedal arm by compressing the spring. 3. Place the elevator and aileron controls in an approximately neutral position. 4. Insert the elevator-aileron control locking pin into the hole in the control column hanger and the hole in the underside of the control column tube. 5. Close the throttles and place the throttle lock over the throttle control knobs. To lessen the possibility of taxi or takeoff with the control lock installed, remove the locking components in the following order: rudder, throttle, and elevator-aileron. 6-2 From RareAviation.com TIE-DOWN In high wind conditions it is advisable to nose the airplane into the wind. Three tie-down lugs are provided: one on the lower side of each wing and a third at the rear of the fuselage. 1. Install the control lock. 2. Chock the main wheels, fore and aft. 3. Using nylon line or chain of sufficient strength, secure the airplane at the three points provided. DO NOT OVER- TIGHTEN; if the line at the rear of the fuselage is exces- sively tight, the nose may rise and produce lift due to the angle of attack of the wings. MAIN WHEEL JACKING 1. Insert the main wheel jack adapter, furnished as loose equipment, into the main wheel axle. (If the shock strut is not inflated to the recommended height, it will be im- possible to insert the adapter into the axle.) 2. A scissors-type jack is recommended for raising and lower- ing the wheel. 3. When lowering the wheel, exercise care to prevent com- pression of the shock strut, which would force the landing gear door against the jack adapter. EXTERNAL POWER (OPTIONAL) When using external power, it is very important that the fol- lowing precautions be observed: 1. The airplane has a negative ground system; exercise ex- treme care to avoid reversed polarity, or damage to the airplane's electrical equipment will occur. Be sure to con- 6-3 From RareAviation.com nect the positive lead of the auxiliary power unit to the pos- itive terminal of the airplane's external power receptacle and the negative lead of the auxiliary power unit to the neg- ative terminal of the external power receptacle. 2. To prevent arcing, make certain no power is being supplied when the connection is made. 3. On airplanes equipped with alternators, make certain the alternator switches are OFF before connecting an auxiliary power unit for starting, battery recharging, or electrical equipment check-out. This protects the electronic voltage regulators and associated electrical equipment from voltage transients (power fluctuations). 4. Do not use external power to check avionic equipment. Such equipment may be damaged by voltage transients. STARTING ENGINES 1. Battery switch, generator or alternator switches, and all electrical and avionic equipment - OFF. 2. Connect an auxiliary power unit to the airplane's external power receptacle on the outboard side of the left nacelle. If the unit does not have a standard AN fitting or an adapter, connect the positive lead of the unit to the center (positive) terminal of the receptacle and the negative lead to the other large (negative) terminal of the receptacle. 3 Set the output of the unit at 27.0 to 28.5 volts. 4. Auxiliary power unit - ON. 5. Follow normal starting procedures. 6. After engines have been started, turn auxiliary power unit OFF. 7. Disconnect external power. 8. Battery and generator or alternator switches - ON. 6-4 From RareAviation.com RECHARGING BATTERY 1. Connect an auxiliary power unit to the airplane's external power receptacle as described in the preceding starting procedure. 2. Battery switch - ON. NOTE If the battery is too weak to close the battery solenoid, it will be necessary to remove the battery from the airplane for recharging. CHECKING ELECTRICAL EQUIPMENT Connect an auxiliary power unit (see Starting Engines) and turn on the battery switch. Do not check avionic equipment using ex- ternal power. SERVICING FUEL SYSTEM Fuel Cells See consumable materials chart for recommended fuel grades. The standard fuel cell installation consists of a 25-gallon main fuel cell in each wing leading edge and a 31-gallon auxiliary fuel cell in each wing panel outboard of the nacelle. In the optional installation a 40-gallon main cell replaces the standard 25-gal- lon cell. The filler caps for the standard main cells are located in the wing panels inboard of the nacelles. The optional main cells and the auxiliary cells are serviced outboard of the nacelles. 6-5 From RareAviation.com CAUTION Never leave the fuel cells completely empty, as the cell inner liners may dry out and crack, permitting fuel to diffuse through the walls of the cell after re- fueling. If tire cells are to be left empty for a week or more, spray tire inner liners with a light coat of engine oil. Fuel Drains Open each of the snap-type fuel drains daily to purge any con- densed water vapor from the system (see servicing points dia- gram). Four sump drains extend through the bottom of the wing skins. Two drains protruding through the bottom of the fuselage, one at each system low spot just inboard of the wing root, are provided to drain the interconnecting lines. The fuel strainer in each wheel well is provided with a drain extending through the wheel well skin. Fuel Strainers To preclude the possibility of contaminated fuel, always cap any disconnected fuel lines or fittings. The fuel strainer in each wheel well should be inspected and cleaned with solvent at reg- ular intervals. The frequency of inspection and cleaning will depend upon service conditions, fuel handling cleanliness, and local sand and dust conditions. At each 100-hour inspection the strainer plug should be removed from the fuel injection control valve (see servicing points diagram) and the fuel injection con- trol valve screen washed in fresh cleaning solvent. After the strainer plug has been reinstalled and safetied, the installation should be checked for leakage. 6-6 From RareAviation.com OIL SYSTEM Each engine has a sump capacity of 12 quarts. See Consumable Materials Chart for specified oils. The oil system is replenished through an access door in the cowling; a calibrated dipstick ad- jacent to the filler cap indicates the oil level. NOTE Due to the canted engine installations, individual dip- sticks are required for accurate measurement of the oil level in the left hand and right hand engine sumps. Each dipstick is marked for the proper engine. The oil should be changed every 25 hours under normal oper- ating conditions. The engines should be at operating temper- ature to assure complete drainage. 1 Remove the cowling plug button below the aft inboard cor- ner of the oil sump. 2. Reach through the cowl flap aperture and insert the oil sump drain valve flexible tube through the bottom of the cowling. 3. Open the oil drain valve. The oil pressure screen in the oil pump should be removed and cleaned at each periodic oil change. 1. Open the right hand side of the engine cowling. 2. Unscrew the large hex-head plug located below the starter. 3. Wash the screen in cleaning solvent and blow dry with com- pressed air. 4. If sludge deposits on the oil pressure screen are heavy, subsequent oil changes should be made at shorter intervals. 6-7 From RareAviation.com Moisture that may have condensed and settled in the oil sump should be drained by occasionally opening the drain valve and allowing a small amount of oil to escape; ideally, this draining should be done when the engines have been stopped overnight or approximately 12 hours. This procedure should be followed more closely during cold weather or when a series of short flights of less than 30 minutes have been made and the engines allowed to cool completely between such flights. The engine manufacturer recommends the use of detergent oils (meeting Continental Motors Corporation Specification MHS-24); however, non-detergent oils are acceptable. If a change is made to detergent oil, the oil should be drained after five or ten hours of operation and the oil pressure screen checked. Excessive sludge indicates that the oil should be changed and the screen rechecked at five-hour intervals until sludge deposits diminish. BATTERY Access to the battery is obtained by opening the forward utility compartment door and removing the battery box cover in the floor of the compartment. Check the battery electrolyte level after each 25 hours of operation; maintain the electrolyte level to cover the plates by adding distilled battery water. Avoid fill- ing over the baffles and never fill more than one-quarter inch over the separator tops. Excessive water consumption may be an indication that the voltage regulators require resetting. The specific gravity of the electrolyte should be checked periodically and maintained within the limits placarded on the battery. The battery box is vented overboard to dispose of electrolyte and hydrogen gas fumes discharged during the normal charging operation. To insure the disposal of these fumes the vent hose 6-8 From RareAviation.com connections at the battery box should be checked frequently for obstructions. TIRES An inflation pressure of 50 psi should be maintained on the 6.50- 8 main wheel tires and also on the 5. 00-5 nose wheel tire. Main- taining proper tire inflation will minimize tread wear and aid in preventing tire rupture caused from running over sharp stones and ruts. When inflating tires, visually inspect them for cracks and breaks. Tubeless Tires (Optional) The tubeless tire installation uses a special wheel design with no valve stem hole, inflation being accomplished through a self seal- ing sidewall valve in the tire. Hence, tubeless tires cannot be used on tube-type wheels, nor can tube-type tires be used on wheels designed for sidewall inflating tires, due to either the presence or absence of the tube valve stem hole in the wheel casting. However, modification of the casting to include a valve stem hole can be accomplished if it is desired to convert from tubeless tires to tube-type. Tubeless tires are inflated as follows: 1. Lubricate the inflating needle, using the lubricant provided with the needle. 2. Work lubricant into and around the guide hole in the valve on the side of the tire. CAUTION The valve opening and needle should be well lubricated 6-9 From RareAviation.com before the needle is inserted. Never insert the needle into a dry valve. 3. Insert the inflating needle into the valve opening with a ro- tating motion. CAUTION Do not force the needle into the valve; relubricate if necessary. 4. Inflate the tire in the usual manner to the proper pressure. 5. Remove the inflating needle immediately after inflating the tire. 6. Always store the inflation valve kit in its plastic protective cover. 6-10 From RareAviation.com SHOCK STRUTS The following procedures may be used for servicing both the main and the nose gear shock struts. To Inflate Struts: 1. Check to see that the airplane is empty except for full fuel and oil. 2. While rocking the airplane gently to prevent possible bind- ing of the piston in the barrel, inflate the shock strut until the main gear piston is extended 3 inches (4 1/2 inches on the nose gear). CAUTION If a compressed air bottle containing air under extreme- ly high pressure is used, exercise care to avoid over- inflating the strut. WARNING To retain the structural integrity of the aircraft, NEVER FILL SHOCK STRUTS WITH OXYGEN. 3. Remove all foreign material from the exposed piston with a soft cloth moistened with hydraulic fluid. To Replenish Strut Hydraulic Fluid: 1. Remove the air valve cap, depress the valve core, and allow the strut to fully compress. 2. Raise and block the strut 1/4 inch from the compressed position. 6-11 From RareAviation.com WARNING Do not remove the valve body assembly until all air pressure has been released or it may blow off, causing injury to personnel or damage to equipment. 3. Carefully remove the valve body assembly. 4. Fill the strut to the level of the valve body assembly with hydraulic fluid (see Consumable Materials Chart). 5. Slowly extend the strut from the blocked position and re- place the valve body assembly. 6. Depress the valve core and completely compress the strut to release excess air and oil. 7. Inflate the strut as described in the preceding inflation pro- cedure. BRAKES The brake hydraulic fluid reservoir is accessible through the forward utility compartment. A dipstick is attached to the res- ervoir cap. Refer to the Consumable Materials Chart for hy- draulic fluid specification. The brakes require no adjustments, since the pistons move out- ward to compensate for lining wear. INDUCTION AIR FILTERS The filters should be inspected for foreign matter at least once during each 50-hour operating period. In adverse climatic con- ditions or if the airplane is stored, preflight inspection is rec- ommended. 6-12 From RareAviation.com To remove and clean the filters: 1. Locate the induction air filter access plate in the top of the engine cowling. The plate is installed aft of the oil filler access door. 2. Remove the screws in the access plate and remove the plate. 3. Remove a second access plate on top of the air box and slide out the filter. 4. Clean the filter as noted by the manufacturer's instructions on the filter. PROPELLER ANTI-ICER TANK (OPTIONAL) The tank is located beneath the floor on the left hand side of the forward utility compartment. The filler cap is accessible through an access door in the floor of the compartment. Capacity is 3 U. So gallons of anti-icer fluid (see Consumable Materials Chart). The tank should be drained and flushed twice a year. BEECHCRAFT OXYGEN SYSTEM (OPTIONAL) WARNING Keep hands, tools, clothing, and oxygen equipment clean and free from grease and oil. KEEP FIRE AWAY FROM OXYGEN. 1 Read the pressure gage on the oxygen console panel. (The shutoff valve on the oxygen cylinder must be open.) If the oxygen cylinder is equipped with a gage, system pressure may be checked at the cylinder. 6-13 From RareAviation.com CAUTION Always open the cylinder shutoff valve slowly to pre- vent damage to the system. 2 Make certain that the shutoff valve on the oxygen console panel is closed. 3. Close the cylinder shutoff valve, remove the cap from the filler valve, and attach the recharging outlet. 4. Open the cylinder shutoff valve and fill the cylinder to 1800 50 psi (add 3.5 psi per degree above 70F; subtract 3.5 psi per degree below 70F). 5. Close the cylinder shutoff valve, remove the recharging outlet, and replace the filler valve cap. 6. Reopen the cylinder shutoff valve to prepare system for use MINOR MAINTENANCE RUBBER SEALS To prevent sticking of the rubber seals around the windows, doors, and engine cowling, the seals should be coated with Oakite 6 compound. The compound is noninjurious to paint and can be removed by employing normal cleaning methods. HEATING AND VENTILATING SYSTEM The heater fuel pump strainers and the heater fuel filter in the nose wheel well (see servicing points diagram) should be re- moved and cleaned after each 100 hours of airplane operation. Remove the fuel strainers by turning the base of each pump counterclockwise. Remove the fuel filter by removing the safety wire and unscrewing the filter. Wash the strainers and filter in 6-14 From RareAviation.com clean unleaded gasoline and dry with compressed air. The iris valve at the heater blower inlet should be lubricated occasionally with molybdenum disulfide (see Consumable Ma- terials Chart). The valve should never be lubricated with oil or any liquid lubricant which would collect dust. Do not replace the overheat fuse until a thorough inspection of the system has determined the cause of its blowing and the mal- function has been corrected. ALTERNATORS (OPTIONAL) Since the alternator and electronic voltage regulator are de- signed for use on only one polarity system, the following pre- cautionary measures must be observed when working on the charging circuit, or serious damage to the electrical equipment will result. 1. When installing a battery, make certain that the ground polarity of the battery and the ground polarity of the alter- nator are the same. 2. When connecting a booster battery, be sure to connect the negative battery terminals together and the positive battery terminals together. 3. When using a battery charger, connect the positive lead of the charger to the positive battery terminal and the negative lead of the charger to the negative battery terminal. 4. Do not operate an alternator on open circuit. Be sure all circuit connections are secure. 5. Do not short across or ground any of the terminals on the alternator or electronic voltage regulator. 6 Do not attempt to polarize an alternator. 6-15 From RareAviation.com MAGNETOS Ordinarily, the magnetos will require only occasional adjustment lubrication, and breaker point replacement. This work should be done by your Certified Service Station. WARNING To be safe, treat the magnetos as hot whenever a switch lead is disconnected at any point; they do not have an in- ternal automatic grounding device. The magnetos can be grounded by replacing the switch lead at the noise filter capacitor with a wire which is grounded to the engine case. Otherwise, all spark plug leads should be dis- connected or the cable outlet plate on the rear of the magneto should be removed. PROPELLERS Propeller operation, servicing, and maintenance instructions are contained in the propeller owner's manual included in your service information kit. WARNING When servicing a propeller, always make certain that the ignition switch is off and that the engine has cooled completely. WHEN MOVING A PROPELLER, STAND IN THE CLEAR; there is always some danger of a cylinder firing when a propeller is moved. 6-16 From RareAviation.com CLEANING EXTERIOR PAINTED SURFACES CAUTION Do not apply wax or polish for a paint cure period of 90 days after delivery- Waxes and polishes seal the paint from the air and prevent curing. Wash uncured painted surfaces with cold or lukewarm (never hot) water and a MILD NON-DETERGENT SOAP. Any rubbing of the surface should be done gently and held to a minimum to avoid cracking the paint film. Prior to cleaning, cover the wheels, making certain the brake discs are covered. Attach pitot covers securely, and plug or mask off all other openings. Be particularly careful to mask off both static air buttons before washing or waxing. Flush loose dirt away with clean water, then wash with a mild soap and water. Avoid harsh, abrasive, or alkaline soaps or detergents which could cause corrosion or scratches. To remove stubborn oil and grease, use a cloth dampened with aliphatic naphtha (see Consumable Materials Chart). After being cleaned with naphtha, the surface should be re-waxed and polished. To prevent scratches, use soft cleaning cloths or a chamois when cleaning and polishing. Any ordinary automotive wax or polish can be used on painted surfaces. WINDSHIELD AND WINDOWS Exercise extreme care to prevent scratches when cleaning the Plexiglas windshield and windows. Never wipe them when dry. 6-17 From RareAviation.com Flush the surface with clean water or a mild soap solution, then rub lightly with a grit-free soft cloth, sponge, or chamois. Use tri-sodium phosphate completely dissolved in water to remove oil and grease film. To remove stubborn grease and oil deposits, use hexane, aliphatic naphtha, or methanol. Rinse with clean water; avoid prolonged rubbing. CAUTION Do not use gasoline, benzene, acetone, carbon tetra- chloride, fire extinguisher fluid, deicing fluid, or lacquer thinners on the windshield or windows, as these substances have a tendency to soften and craze the surface. INTERIOR The seats, rugs, upholstery panels, and headlining should be vacuum-cleaned frequently. Commercial foam-type cleaners __ or shampoos can be used to clean rugs, fabrics, and upholstery; however, the instructions on the container should be followed carefully. ENGINES Blow off excess oil with compressed air. Clean engines with kerosene, solvent (see Consumable Materials Chart), or any standard engine cleaning solvent. Spray or brush the fluid over the engine, then wash off with water and allow to dry. 6-18 From RareAviation.com J 6-19 SERVICING POINTS Note: Numbers refer to items in the Service Schedule From RareAviation.com 6-20 SERVICE SCHEDULE ITEM LOCATION PRE- FLIGHT 25 HRS. 50 HRS. 100 HRS. 300 HRS. AS REQ. DRAIN MAIN FUEL CELL DRAINS 14 X DRAIN AUXILIARY FUEL CELL DRAINS 12 X DRAIN FUEL STRAINER DRAINS 5 X DRAIN FUEL SYSTEM LOW SPOT DRAINS 15 X DRAIN HEATER FUEL FILTER 18 X CHECK ENGINE OIL LEVEL 2 X SERVICE MAIN FUEL CELLS 4** OR 6 X SERVICE AUXILIARY FUEL CELLS 1 X SERVICE PROPELLER ANTI-ICER RESERVOIR** 16 X SERVICE OXYGEN RESERVOIR** 11 OR 20 X SERVICE BRAKE FLUID RESERVOIR 21 X CLEAN FUEL STRAINERS IN WHEEL WELLS 5 X CLEAN FUEL INJECTION CONTROL VALVE SCREEN 9 X CLEAN HEATER FUEL PUMP STRAINERS 17 X CLEAN HEATER FUEL FILTER 18 X CHANGE ENGINE OIL 13 X DRAIN MOISTURE FROM ENGINE OIL SUMP 13 X CLEAN ENGINE OIL PRESSURE SCREEN 3 X CLEAN ENGINE INDUCTION AIR FILTER 10 X LUBRICATE MAGNETO BREAKER POINTS L X CLEAN AND CHECK SPARK PLUGS X CHECK MAGNETO TIMING X I C ) ! I I J ) From RaireAviation.iiom ) I ) 1 ) ) 1 I I - Il I _ I 1 J 1 1 . J J I 6-21 ITEM "LOCATION PRE- FLIGHT 25 HRS. 50 HRS. 100 HRS. 300 HRS. AS REQ. SERVICE MAIN GEAR STRUTS J X SERVICE NOSE GEAR STRUT B X SERVICE SHIMMY DAMPENER B X LUBRICATE LANDING GEAR MOTOR REDUCTION GEARS M X SERVICE LANDING GEAR ACTUATOR GEAR BOX F X LUBRICATE LANDING GEAR DOOR HINGES G,0 X LUBRICATE LANDING GEAR UP LOCK ROLLERS J X LUBRICATE NOSE WHEEL STEERING MECHANISM c X LUBRICATE LANDING GEAR RETRACT MECHANISM B, J X LUBRICATE WHEEL BEARINGS B,J X CHECK BRAKE LINING WEAR X CHECK BATTERY ELECTROLYTE LEVEL 19 X LUBRICATE HEATER IRIS VALVE A X LUBRICATE CABIN DOOR MECHANISM E X LUBRICATE AILERON BELL CRANKS H X LUBRICATE CONTROL COLUMN LINKAGE D X LUBRICATE FLAP ACTUATORS I X LUBRICATE FLAP MOTOR REDUCTION GEARS K X LUBRICATE RUDDER PEDALS N X REPLACE GYRO INSTRUMENT FILTERS X DRAIN STATIC AIR LINES 8 X CLEAN VACUUM REGULATOR VALVE SCREENS 7 X FLAP TRACK ROLLERS *** Numbers refer to the servicing points diagram; letters refer to the lubrication points diagram. Optional equipment. Pressure lubricate prelubed sealed bearings with MIL-G-3278 grease at each 1000-hour inspection. From RareAviation.com LUBRICATION POINTS 6-22 From RareAviation.com 6-23 From RareAviation.com CONSUMABLE MATERIALS CHART ITEM MATERIAL SPECIFICATION 1. Lubricating Grease, High Temperature MIL-G-3545 2. Hydraulic Fluid MIL-H-5606 *3. Lubricating Grease, General Purpose MIL-G-7711 4- Molybdenum Disulfide MIL-M-7866 5. Lubricating Oil SAE No. 20 **6. Engine Oil SAE No. 30 (Below 40 F) SAE No. 50 (Above 40 F) ***7. Engine Fuel Grade 100/130 (Green) 8. Anti-Icing Fluid MIL-F-5 566 9. Solvent Federal Specification, P-D-680 (P-S-661) 10. Lubricant Scintilla 10-86527 11. Lubricant Mobil Compound GG 12. Lubricating Oil, Gear MIL-L-6086, Grade M 13. Grease, Aircraft and Instrument MIL-G-3278 (-14. Lubricant, Rubber Seal Oakite 6 Compound 15. Naphtha, Aliphatic Federal Specification TT-N-9E 16. Thread Compound, Anti- Seize and Sealing, Oxygen Systems MIL -T -5 542 6-24 From RareAviation.com CONSUMABLE MATERIALS Contd. ITEM MATERIAL SPECIFICATION jfl7. Tape, Antiseize, Tetrafluoroethylene MIL-T-27730 18. Leak Test Compound, Oxygen Systems MIL-L-25567 *In extremely cold climates use MIL-G-3278 grease in place of MIL-G-7711. (These greases harmful to paint.) **Detergent oil (Continental Motors Corp. Spec. MHS-24) rec- ommended; non-detergent oil acceptable. See servicing data. ***ff 100/130 grade fuel not available, use 115/145 grade fuel (purple). "(Product of Oakite Products, Inc., New York 6, New York. -ff For sealing threads on high pressure oxygen lines. 6-25 From RareAviation.com LAMP BULB REPLACEMENT GUIDE LOCATION NUMBER Compass light 303 Cowl flap position light 313 Dome light, cabin 303 Electrical panel light 327 Flap position indicator light 327 Fuel pump placard light 1819 Fuel selector placard light 327 Ice light A-7796A-24 Instrument light, overhead 303 Instrument light, post 327 Landing gear position light 327 Landing gear visual indicator light 356 Landing light 4596 Map light 303 Navigation light, tail 1203 Navigation light, wing 1524 Overvoltage warning light 330 Reading light 1495 Rotating beacon A-7079B-24 Tab position indicator light 1819R Taxi light 4626 6-26 From RareAviation.com SAFETY MAINTENANCE SCHEDULE (All items not included hauled when necessary. in this listing are to be replaced or over- ) COMPONENT OVERHAUL OR REPLACE LANDING GEAR Brake master cylinder Every 1000 to 1200 hours. Parking brake valve Every 1000 hours. Wheel brake assembly Inspect at lining replacement. Main gear assembly Every 1000 hours. Nose gear assembly Every 1000 hours. Shimmy dampener Every 1000 hours. Landing gear actuator assembly and motor Every 1000 hours. All hose Replace every 1000 hours or 5 years from date of manufacture, whichever occurs first. WING FLAPS Flap motor and gear box Every 1000 hours. Flap actuator Every 1000 hours. POWER PLANT Engine Every 1200 hours. Propeller At engine overhaul. Propeller governor At engine overhaul or at engine change due to internal engine failure. All hose Replace every 1000 hours or 5 years from date of manufacture, whichever occurs first. 6-27 From RareAviation.com SAFETY MAINTENANCE SCHEDULE Contd. COMPONENT OVERHAUL OR REPLACE FUEL SYSTEM Fuel selector valve Inspect every 500 hours; overhaul every 1000 hours. Fuel boost pump Every 1000 hours. Fuel line check valve Inspect every 2 years. Fuel cell vent line check valve Inspect every 2 years. Fuel line drain valve Replace every 6 years. Fuel cell drain valve Replace every 6 years. All hose Replace every 1000 hours or 5 years from date of manufacture, whichever occurs first. ELECTRICAL SYSTEM Landing gear dynamic brake relay Every 1000 hours. Battery master relay Every 1000 hours. Voltage regulator (generator only) Every 1000 hours. Paralleling relay Every 1000 hours. Heater vibrator points Replace after each 2000 hours of heater operation. UTILITY SYSTEMS Cabin heater Overhaul and pressure test after each 500 hours of heater operation. Heater blower Every 1000 hours. Heater fuel pump Every 1000 hours. Heater fuel shutoff valve Every 12 months Vacuum regulator Replace when all vacuum-driven instruments operate erratically. Propeller anti-icer pump Every 1000 hours. 6-28 From RareAviation.com SAFETY MAINTENANCE SCHEDULE Contd. COMPONENT OVERHAUL OR REPLACE UTILITY SYSTEMS Cont. Oxygen regulator (BEECHCRAFT) Every 800 hours or 2 years. Oxygen cylinder (BEECHCRAFT) Overhaul and hydrostatically test every 5 years. All hose Replace every 1000 hours or 5 years from date of manufacture, whichever occurs first. INSTRUMENTS Manifold pressure gage Every 1000 hours or 2 years. Engine gage unit Every 1000 hours or 2 years. Fuel pressure gage Every 1000 hours or 2 years. Airspeed indicator Every 1000 hours or 2 years. Altimeter Every 1000 hours or 2 years. Rate-of-climb indicator Every 1000 hours or 2 years. Directional gyro Every 600 hours or 14 months. Attitude gyro Every 600 hours or 14 months. Tachometer Every 1500 hours. Suction gage Every 1000 hours or 2 years. Turn-and-bank indicator Clean and lubricate every 6 months. Overhaul or replace every 600 hours or 14 months. Deicer pressure gage Every 1000 hours or 2 years. All hose Replace every 1000 hours or 5 years from date of manufacture, whichever occurs first. 6-29 From RareAviation.com TOPICAL INDEX Page Page A Alternators (Optional)............... 1-11 Minor Maintenance................. 6-15 Anti-Icer System, Propeller . . . 1-16 Servicing......................... 6-13 B Battery............................ 1-10 Recharging........................ 6-5 Servicing......................... 6-8 Boost Pumps, Fuel.................... 1-9 Brakes............................... 1-4 Servicing........................ 6-12 c Cabin Door, Unlatched in Flight . . 4-13 Cells, Fuel.......................... 1-6 Servicing......................... 6-5 Check Lists Before Landing.................... 2-5 Before Starting................... 2-3 Before Takeoff.................... 2-4 Shut-Down................. 2-6 Starting.......................... 2-4 Cleaning Engines.......................... 6-18 Exterior Painted Surfaces . . . 6-17 Interior......................... 6-18 Windshield and Windows . . . 6-17 Climb................................ 3-3 Cold Weather Operation .... 3-5 Consumable Materials................ 6-24 Control Column............................ 1-1 Lock.............................. 6-2 Controls Flight............................ 1-1 Power Plant....................... 1-2 Cowl Flaps........................... 1-2 Cross-Feed, Fuel..................... 1-8 Cruise............................... 3-3 D E (Contd.) Engine Cleaning................. 6-18 Cold Weather Operation ... 3-6 Determining Inoperative . . . 4-2 Failure During Takeoff .... 4-6 Fire In Flight............ 4-9 Instruments............... 1-6 Limitations............... 5-3 Restarting In Flight...... 4-5 Starting.................. 6-4 Warm-Up................... 3-2 External Power (Optional) .... 6-3 F Flaps Cowl.............................. 1-2 Wing.............................. 1-2 Flight Controls.......................... 1-1 Instruments....................... 1-4 Fuel Boost Pumps....................... 1-9 Cells..........................1-6, 6-5 Cross-Feed........................ 1-8 Management........................ 1-9 Pressure Gage..................... 1-8 Quantity Gages. ...... 1-6 Fuel System.......................... 1-6 Servicing......................... 6-5 G General Specifications................ ii Generators.......................... 1-11 Glide, Maximum...................... 4-13 Ground Handling...................... 6-1 H Heating and Ventilating System . . 1-14 Minor Maintenance........ 6-14 Landing Gear Warning .... 1-3 Stall Warning............ 1-18 Deicer System Propeller, Electric................ 1-19 Surface ........................... 1-19 E Electrical System..................... 1-10 Endurance, Maximum...................... 3-4 I Icing Conditions Equipment (Optional) 3-7 Induction Air Filters, Servicing . . 6-12 Induction System Ice.............. 3-7 Instruments Engine......................... 1-6 Flight......................... 1-4 6-30 From RareAviation.comJ Jacking, Main Wheel...................... 6-3 L Lamp Bulb Replacement Guide . . 6-26 Landing Before Check....................... 2-5 Gear-Up........................... 4-1 Obstacle. ......................... 3-5 Single-Engine...................... 4-7 Landing Gear Manual Extension.................. 4-12 System............................. 1-3 Lighting Exterior.......................... 1-13 Interior.......................... 1-13 Lock, Control........................ 6-2 M Magnetos, Minor Maintenance . . 6-16 Maintenance, Minor Alternators (Optional) .... 6-15 Heating and Ventilating System . 6-14 Magnetos................... 6-16 Propellers................. 6-16 Rubber Seals............... 6-14 s Safety Maintenance Schedule . . . 6-27 Seating........................ 1-18 Seats, Folding Fifth and Sixth . . 1-21 Service Schedule............... 6-20 Servicing Battery...................... 6-8 Brakes...................... 6-12 Fuel System.................. 6-5 Induction Air Filters....... 6-12 Oil System................... 6-7 Oxygen System (Optional) . . . 6-13 Propeller Anti-Icer Tank . . . 6-13 Shock Struts................ 6-11 Tires........................ 6-9 Single-Engine Best Angle-of-Climb Speed . . 4-2 Best Rate-of-Climb Speed . . . 4-1 Landing....................... 4-7 Minimum Control Speed . . . 4-2 Operation..................... 4-1 Operation on Cross-Feed . . . 4-8 Simulated Procedure........... 4-9 Spins............................ 4-11 Stalls........................... 3-4 Stall Warning Horn............... 1-18 Starters......................... 1-12 Starting Engines...................3-1, 6-4 Check List ........................ 2-4 Static Air, Emergency Source . . 4-13 o Obstacle Landing............................. 3-5 Takeoff............................. 3-2 Oil System............................. 1-10 Servicing........................... 6-7 Optional Installations................. 1-18 Oxygen System (Optional) .... 1-20 Servicing.................. 6-13 P Power Plant Controls........... 1-2 Preflight Inspection................2-2, 3-5 Propeller Anti-Icer System . . . 1-18 Servicing.................. 6-13 Propeller Deicer System, Electric . 1-19 Propeller Minor Maintenance . . . 6-16 R Rubber Seals, Minor Maintenance . 6-14 Rudder Pedals....................... 1-1 T Tabs, Trim........................... 1-2 Takeoff.............................. 3-2 Before Check...................... 2-4 Engine Failure During .... 4-6 Obstacle.......................... 3-2 Taxiing...........................3-1, 3-7 Tie-Down............................. 6-3 Tires, Servicing..................... 6-9 Towing............................... 6-2 Trim Tabs............................ 1-2 V Vacuum System....................... 1-13 Ventilating, and Heating System . . 1-14 Minor Maintenance................ 6-14 w Warm-Up, Engine...................... 3-2 Warning Horn Landing Gear...................... 1-3 Stall............................ 1-18 Windshield and Windows, Cleaning . 6-17 Wing Flaps........................... 1-2 6-31 From RareAviation.com