Page I

UNITED
CONSULTANTS'
CORP.
Nonvood, ,
Mass.
ThLs docunent
roust
be kcpt ln airptane
at all tines'
F.A.t. APproved
Date-..--
Model UC-I (J
pl ace)
normal
cate8ory
No.
F. A. A. I dent i f i cat i on
!
Seri al
No
r..SiIE!!.grs'
the following
limitations
al rpl anel
:
nust be observed
in he operation
of thie
-gEC&S,r
1[wo Lycoming
Moclel Io-350-BlD
engines
Eneine linltsr
For all operations-2?O0
R'P'S'
'
180 HP
Arej.,
1OO Mininurn octane
aviation
gasoline'
Prooellersr
llwo }lartzell
Morlel }iC-C2YK-2RB'
G;fTlilifs)ins,
with ?666L-z
brades.
Pitch
c onstant sPeed full feather-
setf,ing at
30
inch stationt
],ow l 4 deg.,
Feather-79' 3
deg'
Diarneterr ?2
inches
to
74
inches'
Avoid
continuous
operation
between
2o00 and 2250 R'P'M'
power gj]-Eeruexelglet
green trrc(nonoal
operation) 50
deg' to
JtrEII9EE4EJI20 ateg.
C3 Yellow
Arc
(caution) 20 deg. to
50
deg' cl
Red Li ne
(Max)
120 deg'
C'
Oll- Pressurer
Green Arc
(norual
operating)
50 to
90
psi
I
YeIIow
Arc
(caution) z5 to 5o
psi an't
90
to 100
psil
Red l i ne
(mi n)
25
psi t Red ti ne
(rnax)
I00
pei '
Fuel Pr es s ur el Gr eenAr c ( nor r nal oper at i ng) 0t o} l ps i
Red Li ne
(uax)
ff
Psi .
Irelgpelelt
Green Arc
(nornal
operating)
60o to 2000 RPII
and 2250 to 2700 RPMI
Real Arct(avoid
contlnuous
operation)
20o0 to 2250 RPM
Red Li ner
(max)
2700 RPM.
I Green Arc
(Norrnal
oPeratlng
c ,
range) 90
deg. to
Red line(max,
260
260
deg.
deg.
Table of
finitC.
(contd)
Page
2
Airspeed lfunits
and
r
narklngs
t
" "rliuilieq
-elrEpegl
ntH:"H":if,
(v',.)
Maneuvering
sPeed
(vn)
l{ax Struc tural
Cnrlslng
speed
(Vrro)
Max Flaps extended
sPeed
-
(vr")
'Max
oear Extended sPeed
(vr")
Single Engfne
l4in.control
speed
(Vr")
Slngle Engine
Sest rate
of
clirob speed
Caution range
N ormal operating range
Flaps Ex&nded
Range
r56lrPir
(red
l i ne)
131 MPt{
r32 MPlt
IO5 MPH
100 r[PH
58
MPH
(Red
Radi al l i ne)
79
lPH
(Blue
railial line
L32 to r55 MPli
(YeIIow
arc)
52
to L32 wrr
( green arc)
49 to I05 MPlt
(white
arc
)
Not er Dl ar r euver l ngi nvol vi ngappr oacht ost al l i ngangl eor f ul l appl i ca-
t l onof el ev at or , r udder , or ai l er ons , s houl dbec onf i nedt os peeds
below'naneuverS.ng.
sPeed.
Flleht load factorst
Max Positive
Max. Negatlve
Dlaxisun--yeiehJr 380O
lbs.
-C-G:--Eg1ggL
See diagran
on page
3
for
C'G' range with
Bear retraction
monent is
+2900 ln'-lbs'
1. 80" 9"
No inverted DaneuverB
approved.
gear
extended.
97.5
i nches
ftrd. of wi ng L.E.
is the responsibility
of the airplane owner and
ensure
that the airplane Ls'
properly loaded.
Datun is
Not er Lt
pilot to
h1z .5
E-
l,tnitations
BfaserEn
(
conttl ) Page
4
a) On cover assenbly, Just
aft of controls
for main fle1
shut-off
valves'
in fuII view of
pilott
nust be ted as a nomal
cate
trDo
not
144 Kf CAS Flaps uP.'
tMa.rteuve
s at Max. Grose weight-114
Kt cas. "
airolane
in conpliance
wlth the operating
lirnitations-
stated
in the Form of
placarde, narklngs
and nanuals"'
tic Maneuvere( incl
"Max.
S for
ar
tion and extension
8? KT
CAS. ,
s
control
Kf cAs. "
tDenonstrated
Crosswind velocity
I7 KT"
of
f ) I nsi d e
rudder
aerodYnaraic
balance
l-ower ribr
,rTranEfer
Aux. Fuel- to rnain tank in l.gvel fU;ghl onIV
"
nAux.
ta.nk nust be filLed
for water
talce-off and landing"
t into known Ic ,
conditions
bl t ed.
"
b)
"Rvd.
baggege conpartrnenfpon
top of uain fuel tank filler
neck coverr
,r'Ma:r
Baggage caPac ity
200 1b6,. "
c) Aft baggage
cornpartment,
on vertical
upholstered
panel
at aft end of conPartnent
r
"Max.
Baggage cap4gity-199-fbs."
d) Adj acent
to fuel fi l l er
caPst
Tank Capacityr
8 on6, Ioo,/130 nin.
grade
"Aux.
tank capacityr
15
gallons loo,/130 nin'
grade
"'
e)
on sill of each
main
cabin doorr
down e( s)
when
door(s) for entrance
or
- ^ * * ^ a a r r ^
i
f
s
Er'*.glgeC
pase
5
FueI
Svstenr
Auxiliary
Fuel Svstenr
l r ans f er aux i t i ar y f uel t onai nt ank i nl ev e] . f l i ght on] . y
when rnain tank ig between
J/4
and L/8 fulI.
Putr etectric
tranefer
slvitch in the
'enpty"
position to
trangfer
fue; fron aux. tahtr to mai'n tank,
(red
indicator
light near
switch will cone on.
)
Flow froD aux' tank
to
main tank is bY gravitY.
Aux. tarlc is nornally filled whtle al rplane ie
on the
ground
(cap.
16
u.S. gal l ons). However, aux'
tank can be fi l l ed
while in
flight by transfering
fuel fron the nain tank
by
use of the electric
transfer
punp.
to
transfer
fuel fron rnaln tank to aux. tank
Fut
electrlc
t r ansf er swi t chi nt he' Fu1l ' posi t l on( r et l l ni I i cat or J. i ght
near
swltch
will corne on) '
Holdl fuel
quantlty selector e$itch in.the "AUll'"
position
to
determine
quantlty of fuel in the aux. tan*"'
The additlonal
heat arormd the engine
fuel
punp and linesr
as a result of
prolongetl
growrd idIe,
can result in fuel
vapors
which will affect idle operatlon,
particularly on
hot days.
l{hen
engine
RPM starts
to drop below noI:nal
ictle
RPM, turn electric
auxiliary
punps
"0N"
'
Pronellers
t
FuIl- trhottlg
on operative
engine
to naintain altitude
an{.a5.rspeeQ.
l{aintaln
at least ?9
IPH
CAS' the best
elngLe engine
rate of clinb
speed
(btue
radial line on
ai rspeed
i ndi cator).
Inoperative
engine
procedure is as followsl
a) Cl ose throttl e
U) Pul l
prop control back,
past stop, to
"Feather"posi ti on'
e) Mi i i ure control
rr1df6
Cut-offr' .
d) Igni ti on swi tch
"0ff".
e) Electrlc auxiliary
punp
!'offl
.
.f)
Main fuel valve
"off"
on inoperative engine side'
Procedures
[contd) Page
5
Stall Speedt
(cal i brat ed
ai rspeed)
(power
of f )
Unfeatherine Procedure t
a) turn nain fuel valvenon".
b) Advance
propeller control to low BPM position(approx-
inately halfruay between eaeh end of nor"nal travel).
c) Start engine. following the nonlal starting
procedure
d) Allow engine to idle at loo to 1J0o RPM until oil
*
sl i p
**Accel.
at lroderate
i"ate into a ro11-
of f .
Less than I0O ft. al t i s
Lo6t fron
point of uncroL-
lable cond. to
point where
Level flight is regained.
tenperature begirpe to rise.
e) Re-eynchronl.ze engineg.
Performance r
Flisht
CharacteriEtics
Cridtcal Engine Inoperative
(left)
(FulI
Power on operatlve engine).
Gear and flaps upr
52
MPH
Gear and llaos down
(fuol
fl aps,-
30
deg.) 49 rFH
c
h t
E '
r ) d
> G
o o
o o
. G t {
a)
6 <
f , ( . )
o* ) |
q l
6 ; a
o t rt r
Fl
-r
=
l O e
r J L
6 Or l
t o
o t r
o o P
o t r
q
C.i O
U) oc)
Confl 8.
Cond.
o
fa
B O
rl
o t o
o t r
o o
I . i
r{ a6
ql
,
o d t
6 r {
o ( )
t 5
o c o
C o
F t L
! ' l aps a Goar Ext .
Fl epr Rot r . &
Goar Ext
"
Fl aps & Gcer Ro t ! .
Fr
t-{
4
c
C o
d o
6 A
q ' o
o f l
r <
J . b 0
c E
6
+,1
[ i o
o
r O O
.1 E
Fl aps & Goa: r Ext .
F' l aps Fot r . &
Gcst ' I , : x.
! ' l apa
& Goar Rc t r.
Eneines
-Page
7
The lwin
Bee
ls
equipped
with
two tyconing
nodel I0-350-B1D
fuel injection
engines
'
The fuel iniection
system is the Bendix RSA-
5fDI.
Rated horsepower
le 180 at 2700
'iiPM'
-gggg9g98
are
ScintilLa Type SIIN-200 on left side' and type
s 4l N- 2o4onr i ght s i de. Thes 4l J { . z oonagnet ohas ar et ar dbr eak er
pr ovi ct i ngf i xedr et ar dandl ongdur at i onbooet edspar kf or st ar t l ng.
The
.!Eggf-tgg,
is a vane tYPe'
setti ng of 2O-?2
Psi .
The
leg.W-!g1
is a dry type.
Care should be exercieed
when
c l eani ngt heengi neac c es s or y s ec t i ont oav oi dt heengr anc eof oi l '
dirt or cleaning
fluid
lnto the
purnpr through the exhaust
port. Engranc e
of anyf or ei gnmat er i af . i nt ot hepr r mpwi l l ser i ousl yaf f ect i t sser vi ce
Iife.
It is recormended
that the vacuum
pwnp exhaust
port be taped
closed when cleaning
the engine.
9PIP-EIEINET
I . Set pr opel l er gover nor cont r o] . l ever l n" Hi ghRPM" posi t i on.
2.Turn
nain firel valve on'
J.Mixture
control ln
"Idle-Cut-0ff"
'
4.Crack throttle to approxina\'ely
l/8 open
position'
5. Tur nf uel boos t er punponandnov er ai x t ur et o" Ful l Ri c h,
pos i t i onunt i l as l t ght but s t eady f uel f l owi s i ndi c at ed
'by
tnovement
of the fuel
pressure
gauge needle'
5.Return nixture control
to
"Idle-cut'0ff"
and open throttle
aPProxirnatelY
one inch.
?. Tur nst ar t er swi t cht o. . St ar t uposi t i onar r dcr ankengi ne.
Ther nagnet o- st ar t er swi t chwi l l aut omat i cal l yr et ur nt o
',Both,r
when released fro3 the
"Start"
position.
S. Asengi nef i r es, t 0oveni xt ur econt r ol sl owl yandsmoot hl y
t o" Ful l
Ri ch" .
9.When
engi ne fi resr set the throttl e for
"Fsst
l dl e' r' If
oil
pressure is not indicated
within
thi;tt''
second6'
stop the engine aid deternine the trouble'
Note t
Gf engine fails to achieve a nornal start, assume it to be frooded
and use standard
clearlng procedure. Ehen repeat ab.ovd proce-
.
dure.
dnd has a preaaur relLef
valve
i
CofS ensine
startinE
procedure
(contd)
r
I0.t{arn
up engine
betrveen
800 and I3O0 RPII'
Hot ensine
t
Because of the fact that the fuel
percolates and the systen
must be
purged of vapor, I' t 5' e recornnendeil
.that the same
procedure'
as outlined 3qr s
icold
Engine' r
be used for
starting
a hot englne '
Generally,
less primlng ls required
foi a hot engine'
Ihis is controllec!
b y a l l o wl n g t h e f u e l t o f l o wf o r a s h o r t e r p e r l . o d o f t i j e i n s t e p J
on the
previous
Page.
The additlonal
heat around
the engine
fuel
purop and lines'
as a
result
of
prolonged
ground idle,
can result ln fuel vapors which
will
af f ec t i dl eoper at l on, par t l c uJ . ar l y onhot day s . Whenengi neRPMs t ar t g
to
drop below nornal
ltlle
RPM, turn electric
booa!
-punpa
on.
For proper operation
and rnaintenanrce
of the Twin Bee engines '
refer
to the FAA approved
Lyconing
Operators
rnanual',
PN 50299-l-5'
P:elcllegt
The Twin Bee is equ' ipped
with Hartzell
dConpacts
12"
d!a'
I
constant speed,
feathering
propellers,
No' HC-C2YX-2RB/?666L' 2' -
I,or
proper operatlon and roaintenance
of theee
propellers' refer
to the
fAA approved
llartzell Propeller
Ownerrs nanual
PN I15'
Fuel SYst emr
(A
schenatic
diagram
of the fuel
systen
ls shonnt'
nn";page lI'
Total fue}
capalcty is ].ol
gallongs;
8J
g311ons in the main
tank,
Iocated
in
the hul1 under
the forrard
baggage
compartnent '
and
16
gallons ln the aux '
tank located
In
the tail
boon below
the horl-
zontal
tail
position.
the nain tank
ls a
pllo-ceIl
pa!
supportetl
by
the hull
structure '
and
the aruc '
tarrk is
an lntegral
type of tank '
Each engine
has an lndividual
fuel
systen
conslsting
of the
following
I
FueI Svstem
(contd) page
9
a) An individual
aubrnerged fuel
pick-up in the nain tank, with
a finger strdiner at the end of the
pick-up'
b) fuet Ehut-off valve located
on hulL deek above nain tank '
c) Electric energency f,ue]-
punp located on hull deck above
nain tank. Re1ief valvc eetting 2Q-22
psl.
Ihe fuel shut-off valve and ernergency
fueJ'
punp are accea6-
ibte by renoving a section
of the forrrard
baggage
floor'
d) A 104 roicron fuel fllter located on the
$lng root rib. Filter
is accessibre by removing an acceag cover in the J'ower wing
root
gap cover.
e) Engine drLven vane,,, tylre fuel
purnp. Relief valve setting on
punp
is between 2A'22
Pat'.
f) Bendix type RSA-jiADL fue1 5.nJector unit Located on engine'
lhis unit contains the airftow senslng eyeten, aervo regulatot
and fuel c ontrol 6ysterd.
g) Flow divider located on top of engine.
h)
Conti nuous l l ow al r bl eed nozzl es, one"at each cyl i nder'
i) Fuel
pressure
aue r
located on instrument
panel. The gauge
reads inJector nozzle
pl|aslrf
r
Red ll.ne rnark on
gauge
is JL
11
psi. Due to the
gauge position relative to the injector
nozzles
the
gauge will read approximately
1 psl when the
engines
are inoPerative.
Io transfer
fuel fron aux. tank to nain tank,
Put
toggle switcht loca-
ted in the upper left hantl corner of the instnutent
panef in the
"Enpty"
posS.tion
(red
incticator light near switch will cone on). Ttrls
opens two electric
valves located in the fuel line approxiDately
nidway
between aux.
tank is by
gravltY.
and nain tanks.
Fuel flow fron aux. tant to nain
Transfer aux. fuel to nain tank in level flight
Aux. tank is nornally
filled while the airplane Ls on the
grourrd.
However, aux. tank can be filled
while ln ffight by transfering fuel
fron the nain
tank. [o transfer
fuel fron nain tank to aux. tankt
put
the toggle
8wl-tch, Iocated in the upper left hand comer of the instru-
ment
panel, in the
"Fi11"
position
(red
indicator llght near switch will
cone on).
This starts the electric
transfer
punp and
-oP9r':-!491199-
tric valve in line with_!he-!ut0P.
The two electric
valves
on elther
side
of the
PumP
remain
closed'
Purnp and valves
are Located
approxlnately
rnidway
between aux' and
FueL
Svstern
(contd)
Page
10
nain
tank. fhey are accessible
by renoving
over these uni ts.
an acces3
cover di rectl y
i s 4 p s l t 1 .
Rell,ef nalve setting
on transfer
punp
1. lltain fuel shut-off,
valve
2. EmergencY fuel
PunP
3.
Fuel fl l ter
4. Engine driven fuel
PunP
J.
FueI i nJector
6. Fl ow tti vi der
f .
I nj ect or nozzl es
8. ltlain tank filler neck
9.
llain tank vent
I0. l4ain tank vent
l-I.
Fuel pressure
gauge
12. l,/lain fuel tanlr
(85 gals)
13.
Fuel transfer
PunP
14. Electric 6hut-off
valve
15. Aux. fuel tank
15. Aruc. Tank FiIIer
Neck
17. Inter-Tank
vent
18. Aux. fank vent
19..dut(.
Tank sunP drain
valve.
2O. ldatn tank sunP
drain valve
21. Tank Conpartnent vent
22. fank Conpartment
vent
2J. Fi nter strai ner.
Hvdraulic
SvstelBl
Th e f l a p s r ma i n l a n d i n g g e a r a r r d t h e t a l ] - wh e e t a r e e x t e n d e d a n d
rietr^acted
hytlraulically.
A eingle manually-operated
hydraullc
pressure
system actlvates
both the landing
gear and the flaps'
Al ev er ex t endl ngupwar df r onbeneat ht hef l oor bet weent het wo
front 6eats actlvates
the
puEp with whlch hydraullc
pressure ls built
up.
Two srnaller levers extending
fron
the
power pack unit
control the
act i on of t he. hydraul i c
f l ui d.
Bhe ri ght
l ever
di rect s
t he sect i on
of
the tanatlng
gear while the one located
on
the left
side
detennines
the
po sitr,on
of the
flaps'
The hy' Iraulic
power
Pack
incorporates
a
Pcre ttr
I
?
p:(u
n4;<o"
<Y'
Bts,
Eng.
/t R^n
rPir
3 olrcnrb lc'
Futl
SYolGn
15ce
gegrn{
Pa-,St-
l
ol
afY,+F
'
(tv'
2l
"F$*
e '
5.Jl^e
DFAI$
Hydraul i c
Systen
(contd)
Page 12
ser i es of
pressure
flaps or
and uses
reverse.
The systen has a three and one-half
pint capacity
a petroleun base hydraulic fluid, Snec Mll,l)-lf!!
A schematic cliagran of the hydraulic systen is shown on
page 13.
Vacugm svstent
(A
scheraatic
diagran of the vacuum systen ls shown on
page 14')
A tlry tlrlre vacuum Purnp is provided on each englne.
In case
one
punp becornes inoperative,
suctLon frour the operative
punp will
close the check valve on the inoperative
pump side and thereby a1low
the the operating
punp to supply the required vacuun to operate
the instru.nents.
Ihe check valve is located between the wing root
rib and the cabin.
The relief
valve is located in the engine
c onpartment on the left
side of the engine
rnount
just
forrrard of the firewall. It ig accessible
by rernoving
the left
cowl door of the engine r
a
systen operatlng
range is
4.0 to
5.5"
Hg
gauge
reading at crulse
RpM.
with only one engine
operating the relief vavle is eet to obtain
4.5" HG
gauge and
with both engines operating
at cruise RPM the
gauge
wiLl read apProxinateLy 5.5"
I1g..
An air filter in installed behind the instrument
panel to provide
Ionger insteument
serwice life. Replace filter after approxlnately 250
hours of fLying tine.
Check vacuum
pumps for proper operation
during
grotmd
run-up '
When both engines are at ldle RPM, observe suction
gauge whlle increas-
tng RPM on one engine to 1800. If the vacuum
pump is operating the
suction
gauge reading
wiLl incraase as RPM is inc reased '
The above
check can be nade when RPM is increased
for the nag'
Check'
Landine seart
9snerclt
The hydraulically
controlled
laniling
gear is tnaintained
ln the
up or down lock
position by the
geonretry of the liirkage.
lhe ].inkage
is designed so aB to
"break"
during the transition
phase.of the
gear
operation
and to
' remake"
pivots of the linkage are
at the up or down
position, so that the center
past daad center
travel ' In this
marmer
po.sitive
Lock is rnaintained
until
hytlrauU'c
pressure is applied
to the
check
valves
which
Prevent
the
when transf ering the hYdraulic
tenporary
droPPing
off of
action fron landing
gear to
Hydraulic System
Page l l
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Vac uulr Sys;ten
Page 14
tn \o t\
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d c l t {
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Lanllins Qear
(contd)
page 15
cylinder pernitting a
"break"
in the linkage. fhe tail wheel is
rotated to the up and down position and the
gain gear is retracted and
extended .
A control is provided in the cockpit to engage or disengage a
tail wheel lock thus
pernitting the tail wheel to be locked in the
cent er posi t i on or t o be . unl ocked i n order t o swi vel .
The cont rol i s
Iocated above the hull deck
Just
aft of the h3rdraulic
power
' pack.
t he nai n wheel s are 610O x 6 and t i ree are
7r0O
x 6. The t ai l
.qltree1
is a 10" srnooth contour type.
The naln
gear dl6c type brakes are actuated by toe pedals on the
pi).ot' s rudder pedals. llydraullc brake cylinders located in front of
the rudder pedals are readily accessible in the cockpit: for servi:cing.
A brake fluid reservoir which is attached to the brake cylinders wlth
flexible llneb
providee a reserve of fluld for the braJce systen. A
parking valve is lnstalled in each of the linee between the naster
brake cylinder
and the
wheel. The
positions of these
parking valves
are controlled by a single parking control locatec
Just
below the instru-
ment
pahel at the extrene left side.
Sesj.;llcl
Sjfesr
Inflate main wheel tires to
JB
psi and inflate the tail
wheel ti re to 4J
Psi .
Efqlesr
The bralre systen ls filled with MIL-0-J6o6
(petroleurn
base.). hydraulic brake fluid.
.Po
not use vegetablc base Urake fluids
when refllling
the systen.
If it is necessary
to bleed the
brake system to
get
air out of
the lines, fluid should be addett under
pressure at the bleeder attach-
ment on the bralce unit.
No ad
justnent
of brake clearances is necessary on the Twin Bee
brakes. If after extended service, braking action requires too uruch
movenent of the toe
pedals, new brake llnings can easily be installed
by renoving the four bolts which attach the bralce units, then replacing
the brake linings.
Shsr,!-gtEult
llhe followlng service instrpctions
when followed will result in
a' rapl d
and proper servi ci ng of
your shoek absorber. Al l referenced
used in thls outline
pertaLn to the illustration
belowt
EhocLSlru!
(contd)
Page
J-6
Instructions
are
given for both ptesaure readings
and
neasurements.
Before atterapting to tal<e an extengion
measurenent
the ariplane
nust be vigorously
rocked'
Thls is necessary
since
the rear is equlpped
with
pack-
ing
and is subJect
ibo the usual blnding
toads' It is
aleo reconmended
that
the gear be lnflated to a hlghor
pressure and air
bled to achieve proper extensioni.
rather than try to bulld up the
prqper preesure by
,
tifting the entire
airplane wlth air pressure.
fhe flulct leve1 ehould be checkeal with the
gear
in the fully
compressed condition
before lnfLation.
before
attenptlng to add to,
or check, the fluid it is absolutely necesBary to flrst bleed off any
air that might be
present by depressing the al.r valve.
lfhen alI air
i
tras escaped
the valve houslng nay be removed so that fluid
can be added.
,
l . Depress Ai r Val ve
(A).
Al Low al l ai r to escape.
2. Rock airplane
vigorously. Check dlnension
(X)
for full
conpresslon.
lhis should be 2-?/16 lnches.
3.
Rernove air valve body
(A)
and filt to overflowing
with petro-
Ier.rn oil base hydraulic f1uid. Spec. MIL-0'5606.- Do not use
alcohol or caster olL base fluids in Twin Bee struts'
4. Replace and tighten air valve body and with airpfane in enpty
wei ght condi ti on, i nfl ate to approx. I65' L?5 psi . RocI' the
airplane
vigourousily to
get a true extengion reading at
"X"
This shoulal
ue 6-t/zt.!
Ut+i
5.
If necessary
to obtain this reading, slowly bleed the air valve.
rocking
the airplane at intervals
until the desired dimension
has been reached.
6. should the gas tanks be full but the airplane otherwl-se empty
i nf l at et oappr ox . 22a- 2J ops L, Bl eedai r pr es s ur e' r oc k i ng
airplane at interrals
until ttre
'X"
dinension is
5n
!
L/4'
?.
to service the
gear on a
jacked-up
air?lane '
the strut should
be lnf].atect
to
?a
psi
5.
This shou].d indicate full extension
of Lo-?/t6,;
!
t/+.
4\{
Elegtrical
Svstern Page
U
Thc Twin Bee ie equipped with a l2-volt electrical
systen and the
power supply conBists of one
J4
a,np-hr. battery and tYto
35-at0p
genera-
torsone
on each engine
(wo
50-anp
generatDrc can be supplieil as
optl onal equl pment).
The electrical
systen schenatic dlagran is shown on page 18.
The two
35
arnp
generator installation is the baslc
-1
systen' and the
two
5o-anp
generator installation ls the
-J
system.
above the aft baggage compartroent, and is accessible from the outside
by removing an access
cover dLrectly abovethe battery. The battery
relay swltch is located at the fonvatd end of the battery
Just
above
the wing rear- apar cross-tie member and ie accessl.ble .through the
opening
provided for the battery.
, Circuit breakers are
provLded
for
protection of the indlvidual
circuits and are located on an aft sloping panel above the hu1l
tieek
floor
Just
forward of the raain fuel shut-off valve' controls and hydraulic
power pack.
'
The paralleling relay and voltage regulatora are located on a
horizontal- shelf
Just
aft of the instruroent
panel.
Each engine is equippett with a 12 volt
geared starter. Th:
starter soLenoid operated switches are located in the area of the
battery
Just
above the wing rear spar cross-tie nenber. They are
accessible
through the opening
provided for the battery.
I nsoect i on Page 1P
Pre-LLigL!r
The following safety procedure
instructions
nust becone an inte-
gral part of the aircraft owner' s operational
routine and./or preflight
tnspec ti on.
Before each flight, visually inspect the airplane,
and/ot deter-
nine that t
1.The tires are satisfactorily inflated
and not excessively worn.
2.The Landing
gear shock struts are properly
inflated and have
t he
proper ext ensi on.
J. The
propel l ers are f ree of det ri nent al
nl cks.
4.Bhe engine cowling and inspection opening coyers
are securer
5.There
Ls no external damage or operational
ihterference to con-
t rol surf aces, wi ngs, hul 1, cabi n or f l oat e.
6.There is no corosion of structure
r
particularly
if airplane is
operating in salt water.
?.Phe
hull is drained of water, and that the hulI drain plugs are
properl y i nst al l ed.
8. The surf ace cont rol l ocks, i f used, are renoved.
p.The
fuel tanks are ful1 or are at a
.safe
level of proper
fuel.
l0.fhe fuel tank filler caps are tieht.
1l . | l he f uel syst em vent s are open.
12.Ihe nain and aux. tank sumps are free of water by draining once
a day.
I J. The f uel f i l t er, l ocat ed on- wi ng root ri b, i s f ree of wat er
and sedinent by draining once a week.
14.There are no obvious fuel dr oil leaks.
15. The engi ne oi l i s at
, proper
l evel .
15.The brakes are working properly.
17. The wi ndshi el d i s cl ean and f ree of def ect s.
l 8. There Ls no snow or i ce on t he wi ngs or cont rol surf aces.
' 19.411
required
papers
are in order and in the airplane.
20.The weather is satisfactory for the type of flylng
you
expect
t o do i .
Z1. l l he raai o equi i ment i s i n order.
22.Upon entering the airplane, ascertain that all surface controls
are free and operate normalIy, that the landing gear
and other
cont rol s
are i n proper posi t i ons, t hat al l engi ne cont rol s
operate
properly, that bow door is locked and the main eabin
doors are l ocked and t he saf et y l at ch engaged.
I nsoect i on
( cont d)
Page 2o
Not er I f t he mai n cabi n doors are l ocked'
at
upper center of instrument
panel
,
are unl ocked
t he red l i ght ' adj acent
onr
t he
green 1i ght , l -ocat ed
wi l l be on. I f t he doors
t o t he anber 1i ght , wi l l be
It i s the
pi Lots responsi bi l i ty to l oad the ai rpl ane wi thi n the
approved
C. G. l i mi ts
Approved
the Figure on
Airplane
Loadlng Index"
A typical loadtng is
I t em
Pi l ot & co-pi l ot
2 nassengers
@
'
st i . 95. 0
baggage @ St a. LI 8. 0
anchor & line
Fi re ext i ngui sher
Fuel-main tanx(3/4
fu1l)
Enpty weight
S otals
wei ght and C.G. Li mi ts
(l nches
aft daturn) are
$i ven
i n
page 2L.
wei ght and C.G. i s control l ed by usl ng the
"Ai rpl ane
tables on pageE 22 & 23.'
gi ven bel ow r
Weight Index
340
2I
340
3i
r40 t7
I 0 . 3
?
o , 5
349
40
25L2 ir5
3796
'
t+2?.8(428)
From the figure on
Page
6r
f!rd. limit index=
423
(tandplane)
I
t
.,
,'
=
44I
(
seaplane
)
aft linit index
=454 (
landplane
& seaplane)
The above calculated index of 428 is within linits for operation as a
landplane .
For wat er operat i on l ncrease i ndex
t 44r-428)=
13 uni t s. Transf er f uel
from main tank to aux. tank.
with aux. tank empty, and filllng aux.
tank to
3/l+
nark on
gauge wiLl increase
Index 1l units
(see
page 23) '