Scribd Logo
Carica

Benvenuto in Scribd!

  • 112A Flight Manual

    Caricato da

    Raphael Francisco Puttini
    7 visualizzazioni104 pagine
    112A Flight Manual

    Copyright

    © © All Rights Reserved

    Formati disponibili

    PDF o leggi online da Scribd

    Hai trovato utile questo documento?

    Questo contenuto è inappropriato?

    Segnala questo documento
    112A Flight Manual

    Copyright:

    © All Rights Reserved
    Scarica in formato PDF o leggi online su Scribd
    Segnala contenuti inappropriati
    7 visualizzazioni104 pagine

    112A Flight Manual

    Caricato da

    Raphael Francisco Puttini
    112A Flight Manual

    Copyright:

    © All Rights Reserved
    Scarica in formato PDF o leggi online su Scribd
    Segnala contenuti inappropriati
    di 104
    AIRPLANE FLIGHT MANUAL MODEL 112 SERIAL NO. 126 AND SUBSEQUENT FOR COORDINATION WITH SALES AND SERVICE INFORMATION, SERIAL NO. 126 AND SUBSEQUENT ARE REFERRED To AS MODEL 112A ‘Commander Aircraft Division Rockwell interrational FAA APPROVED AIRPLANE FLIGHT MANUAL MODEL 112 SERIAL NO. 126 AND SUBSEQUENT NOTE This airplane must be operated in compliance with the OPERATING LIMITS set forth herein. Mfrs. Serial No. 4° 4% / Registration No LVL YY / FAA Approved by: Glen W. Welsh, Chief Engineering & Manufacturing Branch FAA Southwest Region Fort Worth, Texas 76101 Date of Approval:_tenvery 14,1974 Manual No. Commander Aircraft Division Rockwell International 5001 North Fi Bethany, Oklahoma 7: n2 DEL OP PC-203 4% FLIGHT MANUAL LOG OF REVISIONS LOG OF REVISIONS Revision Page(s) FAA Approved | Date 1 1, iH (added), 1-1, 1-4, 1-6, 2-1, 2-2, 2-3, 2-6, GecbE Quine | 4/12/04 2-7, 4-3, 4-8. a 2 Hi, iii, 1-2, 1-3, 1-5. | Fe 11/13/74 3 i, Ml, 1-6, 2-4, 2-5, 3-3. GE leh | ors 4 ii, il, 3-1 (SE eeE 10/1/75, 5 1, iM, 1-8, 1-4, 24, 2-8, 2-4, 25, 26,207, 28,29. | Moe | 11/3/75 6 ii, iii, 1-6, 1-7 (added), 2-9, LR. @ Nee /| 1/5/75 FAA Approved 4/12/74 Revised 11/5/75, ai PAA Approved 1/14/74 n2 FLIGHT MANUAL TABLE OF CONTENTS Table Of Contents SECTION I-LIMITATIONS SECTION II-NORMAL PROCEDURES SECTION IIl-EMERGENCY PROCEDURES SECTION IV-PERFORMANCE n2 FLIGHT MANUAL ‘LOG OF PAGES LOG OF PAGES ONLY the pages listed herein are applicable to Model 112, Serial Number. Date Page via/14 yna/74 SECTION I 11/5/75 see 1/5/15 SECTION 1 4fan/Ta 11/13/74 SECTION IV 11/3/75 11/3/75 n/13/74 11/5/75 11/5/75 SECTION I 11/3/15 4/12/74 11/3/15 11/3/75 11/3/75 11/3/75, 11/3/75 11/3/75 1145/5 Approved: November 5, 1975 RQ wf Delegation Option PC-203 FAA Approved 1/14/74 Revised 11/5/75 Date 10/7/15 ia/74 7/30/75 yaaa 1ia/74 42/4 V/i4/74 yam ya/74 1/14/74 4/12/74 N12 FLIGHT MANUAL SECTION I LIMITATIONS SECTION | LIMITATIONS Toble of Contents Page LIMITATIONS . aed Weight and Center of Gravity Power Plant vi Maneuvers veseeerecseeseee Instrument Markings + 12 Types of Operations» Airspeed Limitations + 12 Placards « Flight Load Factors 12 LIMITATIONS POWER PLANT ENGINE ‘One Lycoming 10-360- 106 Engine Operation Limitations: Power Limits (Full Throttle): 200 BHP @ 2700 RPM Do not exceed 24 In. Hg. manifold pressure when below 2400 RPM O41 Temperature: Maximum 2450F Oil Pressure: Minimum 25 PSL Maximum 90 PSL Cylinder Head Temp: Maximum 4750 Fuel: 100/180 Octane Aviation Gasoline Useable Capacity - Standard, 48 U.S, Gal. = Optional, 68 U.S. gal. Fuel Pressure Maximum: 12 PSL Cowl Flaps: Should be open for takeoff and all ground operations. Do not open cow! flaps above 130 KCAS, PROPELLER ‘One Hartzell HC-E2YR-1B/7666A or HC-E2YR-1BF/FT606A. Pitch Settings at 80 inch station: Low Pitch 13 Degrees - High Pitch 28 to 30 Degrees. FAA Approved 1/14/74 Revised 4/12/74 1 n2 FLIGHT MANUAL SECTION I LIMITATIONS INSTRUMENT MARKINGS See Figure 1-1, AIRSPEED LIMITATIONS Never Exceed Speed (VNE) 180 KTS (207 MPH) CAS. ‘Maximum Structural Cruising (VQ) 143 KTS (165 MPH) CAS Maneuvering Speed (Va) Normal Category (2550 139) 113 KTS (130 MPH) CAS I DUlity Category (2488 LBS) 118 KTS (138 MPH) CAS Flap Extended Speed (Veg) '0 Degrees - 20 Degrees 130 KTS (150 MPH) CAS 20 Degrees - 35 Degrees 109 KTS (125 MPH) CAS Maximum Landing Gear Extended Speed (VLE) 130 KTS (150 MPH) CAS. Maximum Landing Gear Operation Speed (Vio) ‘130 KTS (150 MP) CAS Maximum Speed, Cowl Flaps Open 180 KTS (150 MPH) CAS Maximum Speed, Side Window Open 180 KTS (150 MPH) CAS FLIGHT LOAD FACTORS Normal Category Uulity Category Limit Load Factors (Flaps Up) +3.8 to -1.52 G's. +4.4 to -1,76 G's ' Limit Load Factors (Flaps Down/ I 35 Degrees) +2.0t00,0.G's +2.0100,0G's WEIGHT AND CENTER OF GRAVITY See Weight and Balance Section for Loading Schedule. See Figure 1-2 for Flight Envelope. Normal Category Utility Category ‘Maximum Takeoff Weight ~ 2650 Ibs. Maximum Takeoff Weight ~ 2488 Ibs. ‘Maximum Landing Weight ~ 2550 Ibs. Maximum Landing Weight ~ 2488 Ibs, ‘Maximum Zero Fuel Weight - 2800 los. C.G, Limits - Normal Category Forward: 103.5 Inches Aft of Datum (18.8% MAC) at 2650 Ibs. 101.4 Inches Aft of Datum (15.0% MAC) at 2550 Ibs. 97.0 Inches Aft of Datum ( 7.0% MAC) at 2100 Ibs. 97.0 Inches Aft of Datum ( 70% MAC) at 1600 Ibs. Att: 110.5 Inches Ait of Datum (81, 5% MAC) at 2650 Ibs. 1105 Inches Aft of Datum (31.5% MAC) at 1600 Ibs. C.G, Limits - Utility Category Forward: 10,8 Inches Aft of Datum (13. 9% MAC) at 2488 Ibs. {97.0 Inches Aft of Datum ( 7.0% MAC) at 2100 Ibs. 97.0 Inches Aft of Datum ( 7.0% MAC) at 1600 Ibs. Att 106.5 Inches Aft of Datum (24.25% MAC) at 2498 Ibs. 106. 5 Inches Aft of Datum (24.25% MAC) at 1600 Ibs. Straight line variations between points. FAA Approved 1/14/14 Revised 11/13/74 2 n2 FLIGHT MANUAL SECTION I LIMITATIONS i <0 I5 20 Nay Pa ENGINE TACHOMETER v 500 - 2700 RPM Green Arc NORMAL OPERATING ' RANGE 2100 RPM Red Line | MAXIMUM FUEL PRESSURE 12 PSI Red Line ‘MAXIMUM ‘At 20.5 GPH AIRSPEED 54-109KCAS White Are. FLAP OPERATING RANGE (20 Deg. to 35 Deg.) 61-143KCAS Green Are. | NORMAL OPERATING RANGE 143-180 KCAS Yellow Are CAUTION RANGE (Smooth Air Only) 180KCAS Red Line NEVER EXCEED FAA Approved 1/14/74 core Markings (Sheet 1 of 2) Revised 11/3/75 1-3 n2 FLIGHT MANUAL SECTION I LIMITATIONS VACUUM (Optional) 4.5IN.Hg. Red Line MINIMUM 4.9-9.2IN.Hg. Green Are NORMAL 5.2IN-Hg. Red Line | MAXIMUM OIL TEMPERATURE 100 160°F Yellow Are. CAUTION 160-245°F Green Are NORMAL 245°F Red Line MAXIMUM OIL PRESSURE 25 PSI Red Line MINIMUM 25-60 PSI Yellow Are CAUTION 60-90PSI Green Are. NORMAL 90 PSI Red Line MAXIMUM CYLINDER HEAD TEMPERATURE 200 - 475°F Green Arc NORMAL. 475°F Red Line ‘MAXIMUM , FE patna) ann VOLTMETER 10.0 - 11.8 Volts Red Are MINIMUM 11.3 - 12.0 Volts Yellow Are CAUTION 42.0 - 15.3 Volts Green Arc NORMAL 15.3- 16.0 Volts Red Are MAXIMUM Figure 1-1. Instrument Matkings (Sheet 2 of FAA Approved 1/14/74 ° eee Revised 11/3/75 14 N12 FLIGHT MANUAL SECTION I LIMITATIONS CENTER OF GRAVITY ~% MAC tT 10 3, ts tgs 2100 premreee : = 2600 Sat = 2500 i he 3 cad aac ZenoLrve | 1 3 eo watiortovaqoo ts [| i 2 | : i 2200 — feiss & 200 sit 3 iriLiry.daTEboRy CER Eom =f CatecoRy > 3 1900) i § i f { eof Be roo ht fot 16001 “ + t 4 a7 00st) ~—saga sos do a0 CENTER OF GRAVITY~ INCHES AFT OF DATUM Figure 1-2. Flight Envelope MANEUVERS NORMAL CATEGORY Normal category flight maneuvers include steep turns, chandelles and lazy-eights in which bank angles do not exceed 60 degrees and in which pitch angles do not exceed 30 degrees. Stalls (except whip stalls) fare also approved for Normal Category operation. No inverted maneuvers permitted, Intentional spins are prohibited. UTILITY CATEGORY ‘The Rockwell Commander Model 112 may be operated in the Utility Category when Utility Category Limitations are observed. No laverted maneuvers permitted. Intentional spins are prohibited, Utility Category maneuvers which are approved include Normal Category Maneuvers in addition to the follow- ing: Maneuver Recommended Entry Speed STEEP TURNS (over 60 Deg. Bank) 118 KTS (136 MPH) CAS LAZY EIGHTS (over 60 Deg. Bank and/or 30 Deg. Pitch) 118 KTS (136 MPH) CAS CHANDELLES (over 60 Deg. Bank ‘and/or 30 Deg. Pitch) 118 KTS (136 MPH) CAS FAA Approved 1/14/74 Revised 11/13/T4 AG n2 FLIGHT MANUAL SECTION 1 LIMITATIONS TYPES OF OPERATION The Rockwell Commander Model 112 is approved for flight in day or night, VFR or IFR conditions when equipped in accordance with FAR Part 91. Flight into known icing conditions is prohibited. PLACARDS See Figure 1-3, [ tars | Tear aed Main Instrument Panel Below Flap Gage. Side Panel, AFT, RH Side. PEN rete esata Overhead Windshield Frame ' or Windshield Centerpost Sy (On Instrument Sub-Panel below Master Switch) Lower Half of Manifold Press. Gage. Wear a ne uncut OU Xo een MARMINDOW PU Roancra) OPEN 130K ee Baggage Door Upper Left Corner. On Cabin Door Below Window. a Les MOTE Dimensions of placards may vary due to panel configuration FAA Approved 1/14/74 Figure 1-3. Placards (Sheet 1 of 2) Revised 11/5/75 1-6 FLIGHT MANUAL SECTION I LIMITATIONS FUEL IN TANK BELOW E NOT raver Te geo) Peers ad (Standard on Serial No. 126 thru 155) (Standard on Serial No. 156 thru $80) Pomeroy fesse Nana Tega) Pca Teast ns (Standard on Serial No. 381 and Subs) Center Console At Fuel Selector Dimensions of placards may vary due to panel configu! {Optional on Serial No. 156 thru 380) FUEL IN TANK BELOW E NOT oan era Te Reo) Exermre Crag (Optional on Serial No. 381 and Subs) Center Console at Fuel Selector Figure 1-3. Placards (Sheet 2 of 2) FAA Approved 11/5/75 N12 FLIGHT MANUAL SECTION I NORMAL PROCEDURES SECTION II NORMAL PROCEDURES Toble of Contents Page NORMAL PROCEDURES Bel Cruise eee. Definitions ..+++++++ 21 Descent -2.teeectiseesee 7 Visual Inspection a1 Before Landing 27 Before Starting Engine 24 Go-Around . 28 Starting Engine (Cold) 24 Landing. 28 Starting Engine (Hot) . a4 Securing Aireratt 28 Before Takeoff +...++ 25 Cold Weather Operations |... 28 Takeoff «| 26 TFR Operations .++.++0+5- Hee Bg Climb 26 NORMAL PROCEDURES DEFINITIONS. WARNING - Operating procedures, techniques, ete., which could result in personal injury or loss of Ife if not earefully followed. CAUTION - Operating procedures, techniques, ete., which could result in damage to equipment if not carefully followed. NOTE = An operating procedure, technique, etc., which is considered essential to emphasize. AIRSPEEDS - All airspeeds in Section II and II are indicated airspeeds in knots (KIAS), assuming zero instrument error. VISUAL INSPECTION © INTERIOR Parking Brake - SET. Control Wheel Lock - REMOVE. Landing Gear Position Handle - DOWN. ‘Master Switch - ON. NOTE If night flight is planned, check operation of all night lighting equipment. Fuel Quantity Gages - CHECK. Master Switch - OFF. Fuel Selector Valve - BOTH. Selector Valve Drain - OPEN. Pull up for 4 seconds, Then OFF. FAA Approved 1/14/74 Revised 11/3/75 N12 FLIGHT MANUAL SECTION I wonstat pnocebunes @ Leer sive oF FUSELAGE & EMPENNAGE 9. ageage Compartment Door - LOCK. 18: LeltSte ot Fselage - BOPECT, Ti) Sic Poet CHECK for spetrution. 12! Rader Cust Lock HEMOVE, I inotttd, 18) Ta Tledom “REMOVE. I nstatles, 18) Gonaot Surfaces = CHECK, Rudder and elevator for freedom and movement. TS Tail Navigation Light" CHECK Security and sonions © mows swe oF ruseLace « mci WING TRAILING EDOE 16, Right ido of Fuselage - CHECK. Th. Hoe CHB ur cbstrectin. 18. Right Wing Flap -iNSPECT, 1s! Right Aeron” CHECK, “Seourty, freedom and movement 20, leh Wing Tip INSPECT. BX; Nagation LGN CHECK Security and condition. @ sour wine rowan evoe 22. Right Fue Tank Ven uNopsTRUCTED. BA, ht Wing Tle-Down = REMOVE HTnsaed BL Riel Quy” eHECK. nore A rice fl ltd Instr is located inthe ter neck erin ottona feel inaation, “This nestor teased thes useable fuel capac of 2 US: gallons. FAA Approved 1/14/14 0 aa Revised 4/12/74 25. 26. 21 28, 29. 30. n2 FLIGHT MANUAL SECTION NORMAL PROCEDURES Fuel Tank Cap - SECURE. Right Main Gear/Wheel Well - INSPECT. Squat Switch ~ CHECK CONDITION. Landing Gear Limit Switches - CHECK CONDITION Fuel Tank Sump - DRAIN SAMPLE. Check that valve is CLOSED. Fuel Selector Drain Valve - CHECK CLOSED. © ssa secrios 31 32. 33, 34 35. 36. Engine Oil Level - CHECK - 6 Qts. Min. (fill to 8 Qts. for extended fight) Cowling Interior - INSPECT. Secure access door. Cowling Fasteners - SECURE. Nose Wheel/Wheel Well - INSPECT. Landing Gear Limit Switches - CHECK CONDITION. Propeller and Spinner - INSPECT NOTE Operation from a gravel or cinder fleld will require extra attention to propeller tips for evidence of abrasion. Gravel or stone damage to the blade surfaces, particularily near the tips will seriously reduce the fatigue life of the blades. @ ters woe ronwano e008 st 38. 39. 40. a 43. 44 45, 48. a Left Main Gear/Wheel Well - INSPECT. Landing Gear Limit Switches - CHECK CONDITION. Fuel Tank Sump - DRAIN SAMPLE. Check that valve is CLOSED. Fuel Quantity ~ CHECK. NOTE A reduced fuel load indicator is located in the filler neck of the optional fuel installation. This indicator is used to indicate a useable fuel capacity of 24 U.S. gallons. Fuel Tank Cap - SECURE. Stall Warning Vane = CHECK for freedom of movement and horn actuation. NOTE Master switch must be on to check stall warner circuit, For Serial Numbers 335, 372, 381 and Subsequent the spring-loaded test switch located in the left main gear ‘wheel well and labeled STALL CKT must be moved from the NORM position to the TEST position while the stall warner is checked. Use a gentle upward motion of the vane to actuate the stall warner horn Left Wing Tie-Down - REMOVE. If installed. Pitot Tube - CHECK. Cover removed and tube unobstructed. Left Fuel Tank Vent - UNOBSTRUCTED. Left Wing Tip - INSPECT. Navigation Light - CHECK. Security and condition, @ tere wove reanva Evo 48 49 Left Aileron - CHECK. Security, freedom and movement. Left Wing Flap - INSPECT. FAA Approved 1/14/74 Revised 11/3/15 28 n2 FLIGHT MANUAL SECTION IL NORMAL PROCEDURES BEFORE STARTING ENGINE Exterior Inspection - COMPLETE Emergency Locator Transmitter ~ ARM. Seats, Seat Belts and Shoulder Harness ~ ADJUST AND SECURE Fuel Selector Valve - (Serial Numbers 126 thru 380) - RIGHT or LEFT (fullest tank) Fuel Selector Valve - (Serial Numbers 381 and Subs) - BOTH. Avionics Master Switch - OFF (Serial Numbers 381 and Subs.). Radios and Electrical Equipment - OFF. Circuit Breakers ~ CHECK. Cowl Flaps - FULL OPEN. Landing Gear Control Lever - DOWN. Parking Brake - SET. STARTING ENGINE (COLD) 1, Mixture Control - FORWARD/FULL RICH. 2] Propeller Control - FORWARD/HIGH RPM. 3. Throttle Control - FORWARD 1/4 INCH. 4. Induction Air Heat Control - OFF. 5. Master Switch - ON (ALT side OFF if External Power is used). 6. Auxillary Fuel Pump Switch - ON MOMENTARILY - THEN OFF, 1. Propeller Area - CLEAR, 8. Ignition Switch - START/TO BOTH WHEN ENGINE STARTS NOTE Cranking should be Umited to 30 seconds, and several minutes allowed between cranking periods to permit the starter to cool. ¥, "Throttle - DESIRED IDLE SPEED. 10. Oil Pressure - CHECK. NOTE During the ground run-up, turn the auxiliary fuel pump ON and note a slight rise in fuel flow. Then turn auxiliary fuel pump OFF 11. Alternator - ON and CHARGING. NOTE ‘The BATT switch should be left ON for alternator turn-on and stabilization 12. Voltage - CHECK for indication in Green Are. STARTING ENGINE (HOT) 1, Mixture Control - AFT/FULL LEAN. 2 Propeller Control - FORWARD/HIGH RPM 3. Throttle Control - FORWARD FULL 4) Induction Air Heat Control - OFF. 5. Master Switeh - ON (ALT side OFF if External Power is used) . 6. Propeller Area - CLEAR. 1. Ignition Switch - START/TO BOTH WHEN ENGINE STARTS. Cranking should be limited to 30 seconds, and several minutes allowed between cranking periods to permit the starter to cool. FAA Approved 1/14/74 Revised 11/3/75 24 nN2 FLIGHT MANUAL SECTION NORMAL PROCEDURES 8. Mixture - FORWARD/FULL RICH. 9. Throttle - DESIRED IDLE SPEED. 10, Oil Pressure - CHECK. oti During the ground run-up, turn the auxiliary fuel pump ON and note fa slight rise in fuel flow." Then turn auxiliary fuel pump OFF. 11. Alternator -ON and CHARGING. NOTE ‘The BATT switch should be left ON for alternator turn-on and stabilization. 12. Voltage - CHECK for indication in Green Are. BEFORE TAKEOFF Parking Brake - SET. Controls - CHECK FREE AND CORRECT MOVEMENT. Avionics Master Switch - ON (Serial Numbers 381 and Subs.). Instruments and Radios - CHECK AND SET AS DESIRED. Fuel Selector Valve - (Serial Numbers 126 thru 380) - RIGHT or LEFT (fullest tank) NOTE Use of the BOTH position on Serial Numbers 126 thru 380 is not recommended in flight due to potential fuel imbalance and spillage. Fuel Selector Valve - (Serial Numbers 381 and Subs) - BOTH. Elevator and Rudder Trim - TAKEOFF SETTINGS ‘Throttle - 2000 RPM. Magnetos - CHECK, "Make magneto check at 2000 RPM, as follows: a. Ignition Switeh - BOTH to R. Note RPM. b, Ignition Switch - BOTH. Allow time for plugs to clear. fe: Ignition Switeh - L. Note RPM. , Ignition Switch - BOTH. The RPM drop should not exceed 175 RPM on either magneto or indicate greater than a 50 RPM differential between magnetos. NOTE ‘An absence of RPM drop may be an indication of faulty ‘magneto grounding or improper timing. If there is doubt concerning ignition system operation, RPM checks at a leaner mixture setting or higher engine speed will usually confirm whether a deliciency exists. 10. Propeller Control - CYCLE/RETURN TO HIGH RPM. 11. Induction Air Heat Control - CYCLE/RETURN TO OFF. 12. Optional Suetion Gage - CHECK (4.5 to 5.2 In. Hg. ). 13. ‘Throttle - IDLE RPM, 14. Cabin Doors - LOCK. NOTE Full throttle checks on the ground are not recommended unless the pilot has good reason to suspect that the engine 4s not operating properly, or desires to adjust the mixture for high altitude or hot weather conditions. If a full throttle run-up is necessary, monitor oil temperature and cylinder head temperature gages to maintain temperatures within limits. FAA Approved 1/14/T4 Revised 11/3/75 = n2 FLIGHT MANUAL SECTION I NORMAL PROCEDURES TAKEOFF NoTE Proper full throttle engine operation should be checked early in the takeoff roll. Any significient indication of rough or sluggish engine response is reason to discontinue the takeoff. When takeoff must be made over a gravel surface, it is important that the throttle be applied slowly. This will allow the aircraft to start rolling before a high RPM is developed, and gravel or loose material will be blown back from the prop area instead of being pulled into it. NORMAL TAKEOFF 1. Auxillary Fuel Pump - ON, at start of takeoff roll. 2, Wing Flaps - 10 DEGREES. NOTE Flap extension settings of greater than 20 degrees are not recommended for takeolt. 3. Power - FULL THROTTLE AND 2700 RPM. 4. Airerafl Attitude - LIFT NOSEWHEEL AT 50 KTS (58 MPH) IAS, 5. Climb Speed - 90 KTS (104 MPH) IAS. 6 Landing Gear - RETRACT IN CLIMB. 7. Wing Flap - RETRACT. a NOTE ‘Takeotis preceded by a rapid taxi turn are not recommended less than 9.5 gallons of fuel in tank if either LEFT or RIGHT tank is selected. NOTE Landing gear retraction should be avoided until well clear of the runway, and after a positive rate of climb has been estab- lished. On long runways, gear retraction should be delayed until reaching a point over the runway where a gear down forced landing on that runway could no longer be made. Be- fore retraction of the landing gear, the brakes may be applied momentarily to stop tire rotation. Completion of the landing gear retraction cycle is indicated by all position lights being out. cums For cruise climb, establish a power configuration of 26 inches Hg. manifold pressure or full throttle (use lower of the two) and 2600 RPM, with an airspeed of approximately 85-90 Kis (98 to 104 MPH) IAS, Adjust cowl flaps to maintain engine temperature within limits. of approximately 80-90 Kis (92-104 MPH) IAS, Adjust cowl flaps to maintain engine temperature within limits. For maximum climb, establish a power configuration of full throttle and 2700 RPM, with an airspeed ] CRUISE 1. Power - SET. Normal cruising is made between 65 percent and 75 percent power. Observe all engine opera- tions limitations. FAA Approved 1/14/14 Revised 11/3/25 2.6 2 3. 4 DESCENT 1 2 3. n2 FLIGHT MANUAL SECTION 1 NORMAL PROCEDURES For maximum engine service life, cylinder head temperatures should be maintained below 435° during high performance cruise operation and 400°F for economy eruise settings. To obtain greater cruising range at a specified throttle setting, select the lowest engine RPM in the green arc range on the tachometer that will give smooth engine operation. ‘When changing power settings, it is advisable to always increase RPM (with the propeller control) before increasing manifold pressure, and to reduce manifold pressure (with the throttle) before reducing RPM, Always remain within the established operating limits and operate throttle and propeller controls slowly and smoothly. NOTE Do not exceed 24 In. Hg. manifold pressure when below 2400 RPM. Fuel injector impact ice, which may form under certain atmospheric conditions causing an un- explained loss of power, can be removed by application of full induction heat. Upon regaining the original power indication, return the induction air control to the COLD position. Induction filter ice can also form, as Indicated by a drop in manifold pressure. Full induction heat should be applied in this situation to regain the original manifold pressure indication. Elevator and Rudder Trim - ADJUST as required. Mixture Control - ADJUST, Best Power or Best Economy. Cowl Flaps - ADJUST. Close above 130 KTS (150 MPH) LAS. Fuel Selector Valve - (Serial Numbers 126 thru 380) - RIGHT or LEFT as required to maintain lateral trim. Fuel Selector Valve ~ (Serial Numbers 381 and Subs) - BOTH. oti If use of BOTH position of fuel selector valve results in uneven fuel feeding, maintain lateral trim by selecting LEFT or RIGHT as required. Auxiliary Fuel Pump - OFF. Mixture - RICH/OR LEAN FOR SMOOTH OPERATION. Power - AS DESIRED. Cowl Flaps - CLOSED ABOVE 130 KTS (150 MPH) IAs, NOTE Let-down should be initiated far enough in advance of the destination to allow a gradual planned rate of descent at cruising speed. Rate of descent should be approximately 500 FPM for passenger comfort, using sufficient power to maintain engine temperatures. BEFORE LANDING Seats, Seat Belts and Shoulder Harnesses - ADJUST AND SECURE. Landing Gear - EXTEND/BELOW 150 KTS (150 MPH) IAS. ‘Mixture Control - FULL RICH, Fuel Selector Valve - (Serial Numbers 126 thru $80) - LEFT or RIGHT (fullest tank) Fuel Selector Valve - (Serial Numbers $81 and Subs) - BOTH. Propeller Control - HIGH RPM. Wing Flaps ~ AS DESIRED BELOW 109 KTS (125 MPH) IAS, UP TO 20 DEGREES MAY BE USED BELOW 130 KTS (150 MPH) 14S, Elevator and Rudder Trim - ADJUST, ‘as necessary. Auxiliary Fuel Pump - ON, FAA Approved 1/14/14 Revised 11/3/75 2 n2 FLIGHT MANUAL SECTION I NORMAL PROCEDURES NOTE Landing gear extension may be verified by illumination of the three gear down position lights and the absence of a gear warn light and bell when the throttle 1s reduced below approximately 14 inches manifold pressure, or when wing flaps are extended 25 degrees or more regardless of power setting. GO-AROUND 1. Power - FULL THROTTLE AND 2700 RPM. 2, Flaps - RETRACT TO 0 DEGREES WHILE MAINTAINING ALTITUDE, 3. Gear - RETRACT AFTER CLIMB IS ESTABLISHED. 4. Cowl Flaps - FULL OPEN, LANDING NORMAL LANDING 1. Airspeed on Final - 75 KTS (86 MPH) IAS WITH FULL FLAPS. 2, Touchdown - MAIN WHEELS FIRST, 3. Landing Roll - LOWER NOSE WHEEL GENTLY. 4. Brakes MINIMUM REQUIRED. 5. Cowl Flaps - FULL OPEN. 6. Wing Flaps - RETRACT AFTER CLEARING RUNWAY. 7. Auxillary Fuel Pump - OFF AFTER CLEARING RUNWAY. Improved lateral and directional stability may be obtained during instrument approaches by lowering 20 degrees of flaps below 130 KIAS, Recommended approach speed with 20 degrees flaps is 80-85 KIAS. The maximum demonstrated crosswind velocity is 12 knots. SECURING THE AIRCRAFT Parking Brake - SET. Avionics Master Switeh - OFF (Serial Numbers 381 and Subs.). Radios and Electrical Equipment - OFF. Mixture Control - IDLE CUTOFF. Ignition and Master Switch - OFF. Control Wheel Lock - INSTALLED. Fuel Selector Valve - OFF. Parking Brake - RELEASE AND INSTALL WHEEL CHOCKS, Control Locks, Tie-Downs, Pitot Covers - INSTALL. COLD WEATHER OPERATIONS The starting procedure for cold weather operation is basically the same as that presented in the Normal Procedures. NOTE Before performing the External Inspection, remove any accumulations of frost, ice, or snow from’ wings, tail and all flight control surfaces. FAA Approved 1/14/T4 Revised 11/3/75 28 nN2 FLIGHT MANUAL SECTION 1 NORMAL PROCEDURES Before pulling a propeller through by hand, check ignition switch OFF, and visually check the security of magneto ground wire attachment to prevent inadvertent engine firing. In extremely cold weather, the use of external preheaters and the availability of an external power unit (if your aircraft is equipped with the optional ground service receptacle) are recommended to reduce ‘wear and abuse to the engine and to conserve battery energy. Also, caution should be exercised to prevent inadvertent forward movement of the aircraft when started on icy or snow-packed surfaces. ‘The position of the Master Switch is important in starting operations using external power. Before con- necting external power to the aircraft, the BATT half of the split Master Switch should be turned ON, and the ALT portion of the Master Switch left OFF, After the engine has started, disconnect the external power. The ALT half of the Master Switch should then be turned ON to allow normal electrical system charging. ‘The beacon or optional strobe light should not be used when flying through clouds or overcast; the flash effect reflected from water particles in the atmosphere, particularly at night, could produce vertigo (loss of orientation). Also, as a con sideration to other pilots, the strobe light shouldbe left OFF uring taxi near other occupied aireraft, IFR OPERATIONS IFR operations of the aireraft are normal. Improved lateral and directional stability may be obtained during instrument approaches by lowering 20° of flaps below 130 KIAS. Recommended approach speed ‘with 20° flaps is 80-85 KIAS. Engine operation at 2700 RPM during ILS approach may result in unreliable localizer display due to propeller modulation effects. ‘The autopilot may also be adversely affected in the roll axis, if coupled to the localizer. Engine speed reduction to 2600 RPM (or less) will eliminate localizer interference FAA Approved 1/14/74 Revised 11/5/75 29 N12 FLIGHT MANUAL SECTION 1 Ww EMERGENCY PROCEDURES SECTION III EMERGENCY PROCEDURES Table of Contents Page Page ENGINE FIRE IN FLIGHT... 3-1 FORCED LANDING. 32 ELECTRICAL FIRE IN FLIGHT |. 3-1 SYSTEM FAILURES eel sata| ROUGH ENGINE OR LOSS OF POWER’. 32 Electrical System 32 SPINS eee ees peceeteneerey a2 Landing Gear .... 33 ENGINE FIRE IN FLIGHT 1. Cowl Flaps - CLOSE. 2. Mixture Control - IDLE CUTOFF. 3, Fuel Selector Valve - OFF. 4. Cabin Ventilation and Defroster Controls - CLOSED. 5. Landing Gear - EXTEND-WHEN LANDING IS ASSURED. 6. Wing Flaps - EXTEND. As Necessary. NOTE If fire 1s not extinguished, attempt to increase airflow over the engine by increasing glide speed. Plan a forced landing as described in this section. Do not attempt an engine restart, ELECTRICAL FIRE IN FLIGHT 1. Master Switeh - OFF. 2. Cabin Ventilation and Defroster Controls ~ CLOSED. 3. Gireuit Breakers - CHECK. To identify faulty elreuit if possible. If electrical power is essential for the flight, attempt to identify and isolate the faulty cireuit as follows: 1, Master Switeh - ON. 2. Select essential switches ON one at a time, and permit a short time to elapse before activating ‘an additional clreuit, Stall warning is not available with master switeh OFF. FAA Approved 1/14/74 Revised 10/7/15, 1 n2 FLIGHT MANUAL SECTION I EMERGENCY PROCEDURES ROUGH ENGINE OR LOSS OF POWER Immediately upon noting any condition that could eventually lead to an engine failure (loss of oil or fuel system pressure, or rough engine operation), perform the following checks if time and altitude permit. 1, Low Fuel Quantity - FUEL SELECTOR TO BOTH. 2, Low Fuel Pressure - AUX, FUEL PUMP ON - OFF IF NO IMPROVEMENT NOTED. 3, Mixture Control - ADJUST. 4, Selector Valve Drain - OFF (FULL DOWN). 5. Induction Air - HOT. 6. Ignition - Starter Switeh - BOTH. 7. Induction Air - COLD - After Power Resumption. SPINS INTENTIONAL SPINS ARE PROHIBITED. In the event of an inadvertent spin, the following recovery technique should be used: 1, ‘Throttle - RETARD TO IDLE. 2) Rudder ~ Apply FULL RUDDER opposite the direction of spin. 3. Control Wheel - FORWARD of neutral in a brisk motion. ‘As Rotation Stops: 4, Rudder ~ NEUTRALIZE and smoothly recover from dive, 5. Flaps - If extended, RETRACT during recovery. FORCED LANDING Ian engine failure occurs, establish a flaps-up glide at 85 Kts (97 MPH) IAS. If all attempts to restart the engine prove unsuccessful, prepare for a landing as follows: 1. Emergency Locator Transmitter - ARM, As Required. 2. Seat Belts and Shoulder Harnesses - SECURE. 3. Mixture Control - IDLE CUTOFF. 4. Fuel Selector Valve - OFF. 5. Ignition Starter Switch - OFF. 6. Wing Flaps - EXTEND, As Necessary. 7. Landing Gear - EXTEND WHEN LANDING IS ASSURED, 8. Approach Speed - 75 Kts to 85 Kis IAS DEPENDING ON FLAB POSITION. 9. Master Switch - OFF, PriorTo Landing. SYSTEM FAILURES ELECTRICAL SYSTEM Excessive Charge: After periods of heavy electrical usage, such as prolonged cold weather starts or extended periods of taxiing, the battery charge level will have dropped low enough to accept higher than normal charge rates during the initial part of the flight. However, after a reasonable length of time (approximately thirty minutes), the ammeter indication should decrease steadily to a point of less than two needle-widths on the charge side of zero, and the voltmeter should indicate within the green are (22 - 15 volts). If the charging rate remains above this value for an extended period of time, there is a possibility that the battery may overheat and evaporate electrolyte at an excessive rate. To’ preclude the possibility of an overcharging condition affecting the battery, the ALT half of the master switch should be turned OFF and the flight terminated, or electrical load reduced to an essential minimum if landing is impractical. FAA Approved 1/14/74 32 n2 FLIGHT MANUAL SECTION IIT EMERGENCY PROCEDURES Insufficient Charge: A continuous discharge rate, noted on the ammeter during Might. generally indicates either an alternator system malfunetion or an accidental turn-olf of the ALT half of the master switch. When continuous discharge is noted, perform the following procedure: 1 (Check ALT half of master switeh and, A. ILOFF, turn it ON. Turn off all non-essential electrical equipment as required to allow battery to recharge in minimum time. NOTE ‘The BATT switeh should be left ON for alternator turn-on and stabilization. B, _IfON, cycle ALT switch to bring the alternator back on the line. If alternator does not come back on the line, turn ALT switch OFF and turn off all non-essential electrical equipment 10 reduce discharge rate of the battery LANDING GEAR ‘There are several general checks that should be made before attempting further corrective action in the event of a landing gear malfunction. Check LANDING GEAR circuit breakers IN; reset if necessary. Check gear position indicator lights for a possible burned-out bulb by pressing to test. A burned-out bulb can be replaced in flight by using the bulb from the magnetic compass. The magnetic compass bulb is accessible by sliding the socket cover, at the top of the compass bezel up, and removing the bulb. Retraction Malfunction: If the landing gear fails to retract normally, as indicated by continual gear ‘olor operation oF failure of the GEAR WARN light to go out, attempt to recycle the gear. If recycling attempts fail to produce a positive indication of proper retraction (all gear indicator lights out, landing gear motor off), the landing gear should be extended until maintenance can be obtained to correct the problem. Extension Malfunction: If a positive "gear down and locked" indication cannot be obtained with normal ‘extension procedures, operate press-to-test feature of indicator lights, and if still no indication, recycle the landing gear. If a recycling attempt does not provide positive indication (gear down lights on, ab- sence of the GEAR WARN lights and warning bell with flaps extended or power reduced) proceed with manual gear extension as follows: 1. Gear Position Handle - DOWN. 2. Reduce Airspeed to 75 KTS (86 MPH) IAS. 3. ‘Throttle - RETARD, To Idle. 4. Rudder Trim - NEUTRAL. 5. Emergency Extension Valve Knob - PULL OUT AND DOWN. (The red emergency extension valve knob is located on the extreme forward left side of the center console). 6. Nose Gear Fails to Lock Down - CYCLE RUDDER PEDALS FORE AND AFT. 7. Gear Position Lights - VERIFY GEAR DOWN. FAA Approved 1/14/74 Revised 1/30/75, I PL/PT/T panoaddy yyy -peadsayy Saint aga Noa teS Mess HOISsONNOD ap ayn09K9 wD sxoMOD WANS JPR a1Iha St wwounaasuT ou Yon 1 uoREMba UOHIeaGnTeS neta Me pe Geanese SOLE AA wOss wos AtLENsn st Kytap pie SN, “ge TeNIOP oxN IN J9e} ax dios YEA StOAAD aso “asuop sre pur umyaTssoxcat09 wy Ssotaa afeas HBLINTEUT LO} Posdesty povezceg amy unsoxs09 Jo nnsox aM #1 “(S¥4) Cascais ami‘ “s0n49 worysod pauus9) aze yoryn “roqworpU Poadssny OW) o1 sinduy axnssoad OW) yo xoax0 20} poodsary poweorpuy oxy Suneor200 som Jo ynser OM Sy “(S¥D) daTaSUIY UaLvah en % O19 wounz}suy oxo7 ¥ sey Y Wm Poodsamy ue wosy pees f1reRyoe saquanu OMY St “(syI) aatasuTY agivoraxt “1 “Pash 9q ysnut aan uonerantes ayersdordde need een SESS OnE OmeUTONT LOMA :NOLLAVD “aaan0s ofS {Amira 1 Puy soso ywovrnneis ose v awnssy poodeane ayeorpuy yo sutz9} uy Bing tas Meee ea aeeaTE IY. “uorneartopuy to4yo pu ipo poster a tonya pore NUN spEadsate [e19498 aq) Ynoxh sossoUdOA pus aed 2 4998 Sttemoe poadsaTe om iH suttog aotanbos Siig, vaaonoeg Paodsaty Tenrzow avy pomteo SY eys wh mojoq powosoad st fovodes ee tee UL, ADOTONIWYRL aazasuly SNOILINISIG JINVWAOdNIE Se Med UVa 1 swowoxmbor worwolmyt09 pu wyzat29 ooueurzojtad apeiadonde 240 UI 9oureHax09 uy paytosazd x worD9s sq Ut Hory som org, NONDNGOUNI - SQWNOS OLLVis aLVNMaLTY ‘NoILvuArIVD dagasuIy oun AS MIVINRId ‘NOLLvaErIVyD aagasuIy i iaecaeaoaeld “Tang aTavsn | SUIAOOTU TIvIs ONRING S807 FaALLTY 1) SNOWINIEaq dONVINOSHaa NOWLONGOU LNT oe “ox ant SINBINOD 40 HaVL JINVWAOdaad Al NOILD3S Sono AT NOLLDaS TVANYW LHI cu wr u/PI/T pasorddy vv vexonnoweus wants &xo80y09 ATE ToRIsOH THe UF pasm ad wHD Hee wow wt Tony aeHESN TP juno TR} ONL yang siavasn soy apmyaTe eM LL, uanoona Tis Owing 5507 30NLHY g1e + (0 9a) LvO mH ~ x oyey pansasqg = S9vex SUTOREL OTL fut (9 980) V0 PO we ayy HO sayoe ayy 04 pay9asI09 9q SHUT IBY ea aUTaded, ONL cuoqpenbe Sumottoy amp asn ‘Saye ounader any UTETO OL rreeiae paepueys 70} payesaed St LOvOUTAE TUL pear afunys wstou a ‘StoRypUOD prepueys=cow zopuN FUT NOW PE ron aug yo prepres x9pT0 ou} 07 THOFWOpE ATeRats 61 PIED man woruarsTenupy dvds pure SoFINELOLOY nd pavpanys soryradosd axed mwag Teuoy UIT op) worreztue8s9 worersy PATO TEU ig au, pate ‘9x0 SOWLY CUVANY. renueyy Usa STN 30 8 smyy ‘211 19poWK 31H 091 yeuoren aig Jo diyszosuods ut uy 01 puodsazz09 01 Patt snoanvTia9siw ax 0} aueqdate ap yo woHOU aATIEIOL aun 0) aaryetax ysox ye st aueydate om wou v0) TUALWUAAWAL UV BCISLAO oures ou ze L¥O PUY LVOT “t yoai09 Jo {N91 31) St Vganye-todsa,, A1y 9PISINO PAO A oy “mesyy amnyesodwso.. 7 std, Ye oy aamreqax tte aun JO oshes ommyeaaduiay Suraowd w HST UL “HOI ) SUALVURANAL MIY TAISLO GSuLVOIGNT"T ny payiosasd 81 L¥O 1 LVOT 90g eve SIOAMTETHULYL O17 Gosvasauy puy "Uap SOLTEA OSI Aan Be uv amnyesaduay Jaysty v amsean mis) oroyy Hoag © woxy peed sqfenoe caqane avy SY “(a 15 papraoxd st yoru “roqworpur mnsomnerey OPS + Joa poyparz09 waTuATISUE or Gqrawurfid mojaq powasoxd Sy wourasnsvou oxmInsadwa.. IW ow joorp poruasasd st ewep aouvurso}iod 110 20UH8 ‘UORVOERITEL? 10 5250 any jo Suz0} WT AOOTONIWMAL TUNLVEIAWAL UV roo woyytsodl ax pautze} SF HOT. oniny oanssorg payeonpar Suryoaszo9 soxarny so mmsax a St “(We ManULLTy sunsstid Squomanzysur any 04 anduy axnssosd auf JO OID FOF 2 suustfoxs) aTw9s sixowoxTg 26°62 01 798 W99q Se (ODEN y SHASSHd TALVOIONE —"T (vat) SON. enyoe xaqqanu oy pu afeos 2 ne asnssaad OU, meson 04 sossos3ord pu sojourryTe ott wosy pear ft Meee an parte 5 Tey wy sotoq paqrasasd st SBOTouTETS=R om AOOTONIWYAL JANLUTY 3unssaad gONVINNOANA AL NOLLOTS AWANYW LHS cL nN2 FLIGHT MANUAL PERFORMANCE AIRSPEED CALIBRATION (PRIMARY STATIC SOURCE) ‘The variation of Calibrated Alrspeed with Indicated Airspeed is shown in Figure 4-1 for Gear UP, Flaps UP and Gear DOWN, Flaps DOWN configurations. It applies only when the Primary Static Pressure Source has been selected. ASSOCIATED CONDITIONS Power SUFFICIENT FOR LEVEL FLIGHT (Nominal) Configuration CLEAN LANDING. Wing Flaps DEG 35 DEG Landing Gear uP DOWN, TECHNIQUE Select the Primary Static Pressure Source. Read the Airspeed Indicator and determine the Calibrated Airspeed from the chart. Note that this technique assumes Zero Instrument Error for the Airspeed Indicator. EXAMPLE ‘A. GIVEN: Indicated Airspeed 145 KIAS Configuration CLEAN FIND: Calibrated Airspeed, Fig 4-1 146.5 KCAS B. GIVEN: Indicated Airspeed 85 KIAS Configuration LANDING FIND: Calibrated Airspeed, Fig 4-1 82.5 KCAS NOTE: If the actual Airspeed Indicator Instrument mechanical errors are known, apply these to the Indicated Airspeed before entering the chart. wed 1/14/74 FAA Approved 1/14/74 Revised 4/12/74 ‘THIS PAGE INTENTIONALLY LEFT BLANK 43 “ry ound Fh/pt/T pasoxddy vy svDi~ aaaasuty aaiyoraNt svbt~ aagasuty aaitvoraxt on oct oe CH on _ozr oot 08 o, T ° y T See oe = +++ A] 9 pa = =m § ES i ey S EE s Fa] g : oot & a T t 2 a £ | 5 5 — a 8 f 8 Q f z x ° } 3 | Wea 3 | YOMUT INTWNYISNI OUTZ SAWNSSY SVI ALON NOLLVASTIV GAsaSUIV WHLSKS KUVINTIE ~ PL/PI/T panosddy yy 1a 086 apmmty exnssorg payezattey a 09- uonaerx05 epmnty :aNIa La 0001 apminty paworpuy SLM 06 poodssty poworpuy :NaATO wonseat09 opmmny “a eax poadsaty pawxante rast ero paodsity perower —«:NATO wonsaxs09 pasdsaty -y slawvxa “roxy yuoumnnysuy o197, sounsse anbruyoa) omy Tet ION “PAD Woy suOTOeRIOD oMTUZOIEp PE apMITTY Pue paadsrry PoWoIpUT aM) Peay “aoInog aInssarq OTTEIS 9TUIONY ap 199T9S SNDINHOTL Nod 0 an am99 SuypueT DAC 86 10 0 ssdera Surg vv uoHeANsyUOD (eUWWON) IHOTIE THATT HOI LNaIOIaans 9K0a, SNOLLIGNOD GaLVIOOSSY apne pue paadsare 07 portdde 9q 0) wonaasz09 woH}sod ysOSseT axY MI SyNSAx NOHEANSI;UOD SMH, “NAO St opua apis ayy puE asn ur St aouN0s ons apeUIOATE au ways par|dde aq 0} suOT}20x409 sjuasazd “Tou"d quaLANZISUY a1p Jo XOLOD ya] saddn ay Uo PaTEDOT ‘pre YOHIOILO9 opMyNTE/paadsare Wy “to419 woHsod SuNTasax ox} x05 SBuypeax ro}OUINTE pue paadsate payeoTPUT oy }90I409 0} paptaoad axe surOW “pa]D9[98 S] DaIMOS STIS ALUAITY Uy TAROT “wonaead sv woos sx payoass09 aq aosnos OTIS Teurs0u amp inn suo{qoxd ue jeip pue suoTerado TeuLON Joy Uodn paras aq aoznos oyeUAATTY AY} WHY papuoUNLODET you S] 1 BxOFOIOUL :99MNOS I TeUeToW i POUTEIGO 9q PrNoM Ue SAPMIETE pu sfoddsaTE pawoIpUT OUR UNE GO o} aTqISSOdury Sf Wy BOOS ONES aywUsANTE axf BuSM to, "91. "9H woxouq ‘sz0d ores payonaysqo O} anp ‘aaryexadouy sauodaq UWO}SES Bong aTEIg TLULEON ay] JeH WAS 94 WT PayDaTaS 2q pIMoYs aaznog DHHS BUI ayy, (a>¥NOs DUVIs LYNAaLTv) NOUVaaITV> aazdsaIy sONVINOTUTE AT NOLS: TWNNVW LHOI cL pu/bt/t pasoxddy va Sujas odosd ow 1 oq ysNUH saReUETTTY ‘SELON oor vor oer 06 vor oer 08 vor or rae 6 oor (@) eo Oo 8 0s E oF OF 9 OL sa sm poadsary: poadesty perexarte powworpuy (ay 998) preg worr902209 ‘amnog ONBIE aWUITY *ANV'AUIV SH NI GUY NOLLORWYOD AHL ASA NINO STANWX He St MOTOq payEAVSMUT paED WOT}DLI09 IL ar ¥2/21/¥ postaoy bL/o1/1 paxoaddy vy MNVTG LAT ATIVNOTLNGINI SOWA SIL BONVINUOIUTA AT NOLLOS: TWNNVW LHOI cu n2 FLIGHT MANUAL LOG OF SUPPLEMENTS LOG OF SUPPLEMENTS Bunplement rive FAA Approved Date 1 Narco CLC-60 Area Navigation System (Page 1-1) din. Vogel sare Chiet, Engineering and Manufacturing Branch Southern Region 2 king KN-74 Area Navigation System 2Us (Page 2-1) Sin #. Voge! ene Chief, Engineering and Manufacturing Branch Southern Region 3 011 Cooter Winterization Kit 7 (age 3-1) asin F. Vogel s/a/na Chiet, Engineering and Manufacturing Branch Southern Region 4 Emergency Locator Transmitter (ELT) (SHARC-1) E are 4/12/74 (Pages 1 of 2 and 2 of 2) Page 1 n2 FLIGHT MANUAL LOG OF REVISIONS TO SUPPLEMENTS. Log of Revisions To Supplements Revised Revision | Supplement Number _|_Number Description of Revision FAA Approved _| Date 1 1 Revised Page 1-1 412/74 1 2 Revised Page 2-1 anna 1 3 Revised Page 3-1 4/12/74 nN2 FLIGHT MANUAL SUPPLEMENT 1 SUPPLEMENT | NARCO CLC-60 AREA NAVIGATION SYSTEM INTRODUCTION ‘This Supplement must be attached to the FAA Approved Rockwell Commander 112 Airplane Flight Manual when the NARCO CLC- 60 Area Navigation System is installed in accordance with approved Rockwell Com- mander Drawing Number 48711, 48763, and 48765. The information contained herein supplements the basic Airplane Flight Manual. ‘For limitations, procedures, and performance data not contained in this supplement consull the basie Airplane Flight Manual SECTION | UMITATIONS 1, The NARCO CLC-60 should not be used as a primary source of navigation information since its accuracy has not been verified. Placard - Located adjacent lo CLC-60 indicator: AREA NAVIGATION USE LIMITED TO VFR ONLY. SECTION II NORMAL OPERATIONS 1. For instrument's use refer to the Pilots Guide, supplied by Narco Avionics. SECTION III EMERGENCY PROCEDURES No Change. SECTION IV PERFORMANCE No Change. FAA Approved 1 June 1972 Revised 4/12/74 Supplement 1-1 n2 FLIGHT MANUAL SUPPLEMENT 2 SUPPLEMENT 2 KING KN-74 AREA NAVIGATION SYSTEM INTRODUCTION ‘This Supplement must be attached to the FAA Approved Rockwell Commander 112 Airplane Fl when the King KN-74 Area Navigation System is installed in accordance with approved Reckwell Com- mander Drawing Number 48710, 48746, and 48764. The information contained herein supplements the basic Airplane Flight Manual. For limitations, procedures, and performance data not contained in this supplement consult the basic Airplane Flight Manual. SECTION | LIMITATIONS 1, The Kir curacy KN~74 should not be used as a primary source of navigation information since its ac~ as not been verified. Placard - Located adjacent to KN-74 indicator: AREA NAVIGATION USE LIMIT TO VER ONLY. SECTION II NORMAL OPERATIONS 1. For instrument's use, refer to the Pilots Guide, Supplied by King Radio. SECTION II EMERGENCY PROCEDURES No Change. SECTION IV PERFORMANCE No Change: FAA Approved 1 June 1972 Revised 4/12/74 Supplement 2-1 n2 FLIGHT MANUAL SUPPLEMENT 3 SUPPLEMENT 3 OIL COOLER WINTERIZATION KIT INTRODUCTION ‘This Supplement must be attached to the FAA Approved Rockwell Commander 112 Airplane Flight Manual when the Oil Cooler Winterization Kit is installed in accordance with approved Rockwell Commander Drawing Number 46237 and ECN49005 and 49307. ‘The information contained herein supplements the basic Airplane Flight Manual. For limitations, procedures, and performance data not cortained in this supplement consult the basic Airplane Flight Manual. SECTION | LIMITATIONS. 1, ‘The Oil Cooler Winterization Kit must be removed when outside air temperature exceeds 50°F. Placard = Located above Cow! Flap Control and on Winterization Plate: DO NOT OPERATE AIRCRAFT ' WITH WINTERIZATION KIT INSTALLED IF 0. A.T, IS GREATER THAN 50°F. SECTION II NORMAL OPERATIONS 1. During normal operations with the Oil Cooler Winterization Kit, the cowl flaps should remain closed. If, during operation with the kit installed the engine temperatures approach thelz Limits, ‘open the cow! flaps as necessary to maintain the temperatures within thelr Hits. SECTION III EMERGENCY PROCEDURES No Change. SECTION IV PERFORMANCE No Change. FAA Approved 18 May 1973 Revised 4/12/74 Supplement 3-1 n2 FLIGHT MANUAL FAA APPROVED SUPPLEMENT 4 EMERGENCY LOCATOR TRANSMITTER (ELT)(SHARC-7) INTRODUCTION ‘This Supplement must be attached to the FAA Approved Rockwell Commander 112 Airplare Fli dated 1/14/74 when the SHARC-7 Emergency Locator Transmitter (ELT) is installed in the airplane in accordance with approved Rockwell Commander data. The information contained herein supplements the basic Airplane Flight Manual. For limitations, procedures, and performance information not contained in this Supplement consult the basic Airplane Flight Manual. SECTION | UMITATIONS No Change SECTION II NORMAL PROCDURES Before Takeo! 1, Emergency Locator Transmitter Control Switch - ARM. SYSTEMS OPERATION The ELT 1s a sel{-contained transmitter mounted on floor adjacent to pilot's seat. Its purpose 1s to automatically transmit 2 sweeping audio signal on 121.5 MHz, when subjected to a'5 (+2, -0) G decelera- ion for a duration of 11 (+5, -0) ms, or more, along the airplane line of flight. The transmitter may be controlled from the pilot cockpit location. With the control switch in the ARM position, the ELT is armed for transmitting when the "G" switch in the transmitter is activated. With the control Switch in the ON position, signals can be manually transmitted regardless of the "G" switch position, It is recommended that the transmitter be checked, following landing by turning the aircraft VHF com- munication receiver to 121.5 MHz and listening for ELT audio sweeps. The control switch must be placed in ON position to accomplish ground tesl. After this check the control switeh should be placed in the ARM position. ‘The ELT may be tested following maintenance or repair but certain precautions must be observed, as follows: 1. Tests should be no longer than three audio sweeps. 2) ‘Tests should be conducted only within the time period made up of the first five minutes after any howe. 3. Ifthe operational test must be made at a time not included within the first five minutes after the hour, Ue Lest(s) should be coordinated with the closest FAA tower or flight service station, FAA Approved 4/12/74 Page 1 of 2 nN2 FLIGHT MANUAL FAA Approved Supplement 4 SECTION III EMERGENCY PROCEDURES Inadvertent Actuation of ELT "G" Switeh: ‘Should the ELT "G" switch be inadvertently triggered proceed as follows: 1, Emergency Locator Transmitter Control Switch - ON, momentarily then 2. Emergency Locator Transmitter Control Switeh - ARM, This will reset the "G" switch. SECTION IV PERFORMANCE No Change. FAA Approved 4/12/74 focd& Ourewes FL Chief, Engineering and Manufacturing Branch Federal Aviation Administraion Southwest Region, Fort Worth, ‘Texas Page 2 of 2 n2 MANUFACTURERS DATA TABLE OF CONTENTS Table Of Contents PART | - WEIGHT AND BALANCE INSTRUCTIONS PART II - FLIGHT PLANNING DATA PART Ill - SYSTEMS PART IV - SERVICING n2 MANUFACTURERS DATA LOG OF PAGES Gneluding Revisions) LOG OF PAGES Page Date Page Date cerns Original 11/13/74 41/13/74 4/13/74 PART I SYSTEMS PART I WEIGHT AND BALANCE INSTRUCTIONS Original Original 4/12/74 1 Original Original 2 1/13/74 Original 4/12/14 4/12/14 Original PART I Original FLIGHT PLANNING DATA Original Original + Original Original Original Original + Original Original + Original Original 4/12/74 Original Original PART IV Original SERVICING Original 4/12/14 Original = Original Original §=— 2 Original Original = 3 Original Original = 4 Original Original §=— 5, Original afte 6 Original Original 7 4/12/74 Original «= 8 Original Original Original + Original Original Revised 11/1/74 iti/iv + SETI TVOILAVN/S@TIW ALALVLS are ze UNOH Yad SATIW/SLONT are oz WOU TONY ISIC ONIGNVT 12 sr i nV GNU BSI ore nee IONE 6-2 9 NI GaUINOTY TaN ANY SONVASIC “SLL 8-2 * NOLLVHADLENOO NVA'TO ‘EWTID 40 RLV rad “(savT4 AMYDAC 02) LHOTIH 14-08 OL BONVISIG 44OmVL 9% “(SaVTa ARIDIC O1) IHOTAN L4-08 OL SONVISIG AAOmMVL se a SUUVHO ONILLGS UIMOA re SIAVHD ONILLAS HEMOd ge SdagdS TIVIS 140 YaMOd we cae NOISHAANOD MUALVATAWSL 1-2 ata “oy aandq, SLNJINOD 40 318VL V1VG ONINNVId LHOI W Lad VIVO ONINNV'Td LHOTIL mu Lava WLVd SxayNLWANNVW cu V.LVd ONINNVTd LHOTTS Tava Doh ee*g |g Bag asnyesodwiag, — :aNIE 00e- 9 Raq arnperedwo, — :NEAID wiawyxa “qoquaayed s90z80q wy oanjeroduiay SuystEA Oy 1 -z aINSy UT pawtasoad st snIs[ay sooxFaq wy saamqesoduio, NOISUTANOO SUALVUAaWAL VIVd S¥zanLVINNVW eu n2 MANUFACTURERS DATA PART I WEIGHT AND BALANCE INSTRUCTIONS, PARTI WEIGHT AND BALANCE INSTRUCTIONS TABLE OF CONTENTS Figure No. Page GENERAL .... 1-1 LOADING GRAPI 1-2 C.G, MOMENT ENVELOPE GENERAL ‘The attached data will enable you to operate your Rockwell Commander Model 112 within the prescribed weight and balance limitations for normal and utility category operation. To compute accurate weight and balance for your particular aircraft; the Sample problem, Loading Graph and Center of Gravity Moment Envelope should be used as follows: Obtain the Licensed Empty Weight and Moment {rom the Aircraft Weight and Balance Report, Form AC 1476, (or values noted on FAA Form 337, if applicable), and enter these figures on the appropriate line in the Sample Loading Problem. The Aircraft Weight and Balance Report also contains a Licensed Empty Weight C.G, Arm figure which should be disregarded for Sample Loading Problem calculations. Using the Loading Graph, Figure 1-1, determine the moment for each additional item remaining in the Sample Loading Problem and compute the total loaded aireraft weight and moment. Enter these two values on the Center of Gravity Moment Envelope, Figure 1-2, to determine if the load and moment are within balance Limitations. If operations within the UTILITY CATEGORY are to be made, consult all weight and balance information for notations pertaining to gross weight, rear seat passenger s and baggage area limitations. 400 350 300 250 200 150 LOAD WEIGHT (LBS) 100 50 LOAD MOMENT X 1000 INCH LBS Figure 1-1, Loading Graph n2 PARTI MANUFACTURERS DATA WEIGHT AND BALANCE, INSTRUCTIONS 2700 2600 2400 2500 2200 2100 2000 1900 LOADED AIRCRAFT WEIGHT (LBS) 1800 1700 1600 160 180 200 220 240 260 280 300 LOADED AIRCRAFT MOMENT/1000 INCH LBS Figure 1-2. Center of Gravity Moment Envelope 2 Revised 11/13/74 NOISUTANOO TUALVUTAWAL Sow TUNLVUTEWEL (svo) sux 29 ze" poads ties ‘aNIa pga of arsuy weg gsinuo uoreanstqu0y, eT oore wuihag 8025 !NGATD siawyxa OgS/IM T LY ONISVEUONG KTWYOSINA area Arg Tres agdS TIVIS 40 LNIOUTA OFT poodg una Moa Navoa an sean Surpuey aa oF pad oF gd 0 scent Sita, ONIGNY'T s4OmNVL = gsINUD worreansitmt09 ago xonoa SNOLLIGNOO aa.LVIOOSSV . . “suorpeanaiquog Supuey ue ‘Gooey, ‘osmsg soy ZZ aundLy UI uMoYs 61 BI oUETAITY pUE ‘YOHEMTUOD WEN ‘oIBuy AUG WEA spaadg {TIE JI TMOG Jo uOTTeLEA ayy, SdagdS TIVIS 440 UEMOA VIG ONINNVId LHOTTE mLiva WLVG SY¥dyNLVINNYW cu 4a ~ SONVISIG SIOTHVE 08 0002 ooze ove 092 082 008 ooze ors ove La \ LHDISH STIOVAsEO Do ~~ SUNLVERAWAL ¥IV FaISLN0 Or 0 ot _oz-_o-_oF- La ~ SONVISIG 440TIVL SLHDISH FIOVISO TLIC “HAVO SIL IO “MINI HOI TIAVOTIGEY NOLLOGS ATAVHS SNL NIHLIN TIVE SNOLLIGNOD JON SaNTTSGIND LON SUALVYIAWAL UNV SAALILTV NAHM SIOTAVL MALAY A119 OL ATAISSOd BG LON AVW LI “2 “MOUNT LNWMLLSNI OUFZ SHIASSY S¥I‘T :Sa.0N (sv) SUN IL? G¥aaS LHDIGH LA-0s aa"IAGaHOs SVD) SUM 19 dagas J fOLAr1 GaIAGaHOS SAVMNOY TAAST “AUC ‘aaAVa (Sava Daa 01) LHDIH LS-0$ OL HONVISIC d4OTAVL or vexoge asory wwoxy topP Seu YoTKe SUOTTPLED payETBOssE TeMIDe FON £2 “shes cqyfton 14-06 98 SYD 99 09 8vEx9T999" Pu SYK Z9 TE HHoUFT “aFeF=T9Ne PHS soyerq ou asvoroy “asveror OL ‘eye opmynte aamssoad pu aun VyAvd ONINNVTd LOFTS mauve pu/et/y pasa, urs pos x0 sees ‘SAeaunr yom sos ape ox asm aauEANCTTY. wee ee aownaysu 0202 SORES SVT “T 3SELON La Stet quStep 1-08 07 s0uEyst as SL0T row Panoz sana Lx 0008 opnayay amnssord Dok aanqexodutay, STV 2p18190 set 0692 utaM 88079 !NaAID sTawyxa .q 0) oped xamod jJ00xTE7 UENO ANDINHOTL naagl ‘nud ‘agave suorypuog Kemnay Naa dei 1809 Moa mag HuypueT pad 02 sae Sara ORO (wars 0042 ‘SATLLOUNL 110) SAODWL reaadioy ate apisyno Suy6aea soy 9-2 O4n SNOLLIGNOD CaLVIOOSSY pur 0797, pue “ST 089%. umoys #1 sdety 949g 0% HTH WAH M08 (saya Sac 02) LHOITH LA VLVG SYaaNLOVINNVW cu 2 $8038 Oy Sou ISIC HOSTEL OL -06 OL BONVISIG SAOTIVE 4a ~ SONVASI SOTA. ooze. 092 o0ez 008 ooze ove 's ore oun ia a -~ AnoIgH FIOVISGO Do ~~ RINLVUAANAL WI aAISLAO oc ° 09 oF of Or_0 OT _ oz _o-_ oF | { pee Fae “HAVED STHL JO NOLLOAS (HQVHS SHI NINLIA TIVA SNOLLGNOD SLHOIAH FTOV.ISdO ALVIGaW BANLVYSAWAL ANY SGALIVTY NAA ISOTAVL “UqINI YOU TIavoriady , : MALAY ANID OL ATAISSOd TH LON AVIN LT *% oe “YOUUT LNGWAELSNT OUTZ SAWNSSV SVI “T ‘SALON (sv) SUN 99 ! GUGES LHDIGH La-0s aaINGaHOS (Sv six 29 daads ssOLa11 GATNGSHOS SAVANOY TAAGT ‘Kud ‘GaAva (SavTs DAC 02) AHOISH LI-0S OL AONVISIG SSOTAVL a fades on e st quanta jo anex ous, g “HOH woumnsuy ox92 somNsE SVT “Tse 1ON NIW/ Lt seg eHHT9 30 ove santa Lr 0008 apmmty omssorg 08'S ammpesodaiag, ayy apising aT ose mem ss055, 'NaATD slanyxa \e osnssozd on uenae sa “sossaxoxd qu Snss94 poads quina a4 aoe -r0Kod snonunos winuneue Fee pare poads qart9 patnpayos oun ye eu A AINDINHOT, Naqo an oad 0 sce Bay SNOANTLNOD WaNIXVH saMog, SNOLLIGNOO aa.vId0ssy FO ower an, NOLLWYNDINO NVBTO ‘ENTTO 40 aye Vid ONINNWId LHOrTE mT gava viva SYdYNLVINNYW eu st 8 (000% we 000‘0T ee 0008 se 0009 ry 000% a8 002 o6__| tgag7 vas Sie Le agaas | aan awria | _sunssaua [sdaaas GTO Ga TGaHOS “YONUA INSWAYISNI OWTZ SHINNSSY SVT :41ON rar Do ~ SUALYUSANAL UIV FaISLAO Os__or oe eT ak Tot T Tae NOMLVENDLINOD NVSTIO AITO 40 ALVA, oot 002 os oor oo 3 g 3 oo 2 oor 2 3 008 g 006 oot ott oozt + “Fou9 wounssuy oxo2 sounsse syt_ sg1ON W981 = 2-0 - 2-1 wnt uy tang WN ODL = 61 - ett aunty up aoueysiq, NIN £99 = 0° = 6" emg uy oun, sani La 0009 pmmy rear L¥ 000r epemnry Hoayey, vst oamesoduroy, say apisin aT os9z WWBT9M S015 ‘NIAID arawyxa sree taOsd auto OW Se alae) apnqite oanssasd sexo SmPeNeS Pood qUILD a ACTIO -Jomod snonuj,ue9 tamunpxeee “ee ue paads guna pomnpouas oxy re gaits Apeone

    Potrebbero piacerti anche