PILOT'S OPERATING HANDBOOK q CESSNA AIRCRAFT COMPANY | 1976 MODEL 310R “OQ 3l0 2 oY Seria! Number “© la, Registratit eisration SV rg 1718 RECOMMENDED THIS DOCUMENT BE CARRIED IN TRE AIRPLANE AT ALL TIMES , THIS HANDBOOK INCLUDES THE MATERIAL REQUIRES TO BE FURNISHED TO THE PILOT BY CAR PART 3 “f * CESSNA AIRCRAFT COMPANY 4 Wallace Division Wichita, Kansas NOVEMBER 1975 DL528-4-13-RPC-400-4/82 Revision 4 - 2 April 1982a. 31 OR INTRODUCTION woo. CONGRATULATIONS CONGRATULATIONS Welcome to the ranks of Cessna owners: Your Cessna has been designed and constructed to give you the most in performance, economy, and comfort. It is our desire that you will find flying it, either for business or pleasure, a pleasant and profitable experience. This Pilot's Operating Handbook has been prepared as a guide to help you get the most pleasure and utility from your airplane. It contains infor- Mation about your Cessna's equipment, operating procedures, and perfor~ mance; and suggestions for its servicing and care. We urge you to read it from cover to cover, and to refer to it frequently. Our interest in your flying pleasure has not ceased with your purchase of a Cessna. Worldwide, the Cessna Dealer Organization backed by Cessna Customer Services Department stands ready to serve you. The folowing services are offered by most Cessna Dealers: @ THE CESSNA WARRANTY, which provides coverage for parts and labor, is available at Cessna Dealers worldwide. Specific benefits and provisions of warranty, plus other important benefits for you, are contained in your Customer Care Program book supplied with your airplane. Warranty Service is available to you at authorized Cessna Dealers throughout the world upon presentation of your Customer Care Card which establishes your eligibility under the warranty. @ FACTORY TRAINED PERSONNEL to provide you with courteous expert service. @ FACTORY APPROVED SERVICE EQUIPMENT to provide you efficient and accurate workmanship. @A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you need them. @ THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING CESSNA AIRPLANES, since Cessna Dealers have all of the Service Manuals and Parts Catalogs, kept current by Service Letters and Service News Letters, published by Cessna Aircraft Company. We urge ali Cessna owners to use the Cessna Dealer Organization to the fullest. A current Cessna Dealer Directory accompanies your new. airplane. The Directory is revised frequently, and a current copy can be obtained from your Cessna Dealer. Make your Directory one of your cross-country flight planning aids; a warm welcome awaits you at every Cessna Dealer. 1 November 1975 iINTRODUCTION PERFORMANCE AND SPECIFICATIONS ‘a: 310R PERFORMANCE AND SPECIFICATIONS WEIGHT: Takeoff oe. ee Landing * SPEED, BEST POWER MIxiuRé: Maximum - SeaLevel » 2. ewe Naximun Recommended Cruise 78 Power at 7500 Feet. sw. RANGE, RECOMMENDED LEAN MIXTURE: Meximum Recomended Cruise 78% Power at 7500 Feet... . . {600 Pounds Usable Fuel) 78% Power 2t 7500 Feet. 2. (978 Pounds Usable Fuel) 75% Power at 7500 Feet... . (1218 Pounds Usable Fuel) Maximum Range 10,000 Feet (600 Pounds Usable Fuel) - 10,000 Feet (978 Pounds Usable Fuel) 10,000 Feet (1218 Pounds Usable Fuel) RATE-OF-CLING AT SEA LEVEL: AM Engines. ee ee ee SingleEngine © 2 2 D2 2 DD lt SERVICE CEILING All Engines... . . 2 ee Single-Engine ° TAKEOFF PERFORMANCE: (82 KIAS, 16° iting Fiaps Ground RoW... : Total Distance Over $0-Foot ‘Obstacle | | LANDING PERFORMANCE: (93 XIAS, 38° Wing Flaps Ground ROW. Total Distance (Over 50-Foot Obstacle) + > STANDARD EMPTY WEIGHTS: (Approximite) SORTED BAGGAGE ALLOWANCE: > WING LOADING: 2. POWER LOADING: © S* tt FUEL CAPACITY: (Total) ‘Standard... : With Auxiliary Tanks (40 Geitons Usable] With Auxiliary Tanks (63 Gallons Usable With Auxiliary Tanks (63 Gallons Usable! OLL CAPACITY: (Total) 2 ee ee ENGINES: And Wing Continental Six-Cylinder, Fuel-Injected Engines . 285 Rated Horsepower At 2700 Propeller RP PROPELLERS: Pounds Weight} Locker Tanks * Constant Speed, Full Feathering, Three-Bladed 6'4.5" Dianeter 30. 6 Pounds Weight} ++ + 500 Pounds Do. of 1 ste Pounds sone es 207 KTAS sone ee 194 TAS +, +494 Nautical Mites, 2.62 Hours and 193 KTAS «984 Nautical Miles, 4.63 Hours and 193 KTAS «_ ,H32 Nautical Miles, 5.91 Hours and 194 KTAS +. 616 Nautical Miles, 4.42 Hours and 148 KTAS +.” 1162 Kautical Miles, 7.87 Hours and 345 KTAS «1811 Rautical Miles, 10.46 Hours and 184 KTAS + 1662 Feet Per Minute = 370 Feet Per Ninute s+ + + 19,750 Feet Lol F400 Feet tose + + 1335 Feet. co: ff 1700 Feet bot e+ 640 Feet. [oll 1790 Feet so + © 3387 Pounds So: 2 2 3578 Pounds 1.350 Pounds 73 Pounds Per’ Square Foot 9.65 Pounds Per Horsepower 102 Galton Solo 1 143 gations Dolo 1 2 166 attons If 207 Gattons Dolo f° 26 Quarts soe ee 10-8204 eon e+ « 0850334-26 NOTE: Range data includes altowances for start, taxi, takeoff,” climb, descent and 45-minute reserve at 45% poner. ii 1 November 1975IVIL avIATION Saver AUSTRALIA AUTHORITY Amendment Record Sheet i istration: xrTv i ‘e Aircraft Registration: VH-¥AME =" ' "Aircraft Serial Number: 0712 Incorporation ‘Desetiption of Amendment. Thoorporated By. Date. 02/05/00 Issue of CASA Approval Page and Amendment Sheet for +H, Wheeler. FAA Approved Pilots Operating Handbook D1528-13 at revision 4 dated O2Apr1982 fro the Cessna 310R aircraft. 29/06/00 ‘AD/Cessna 310/57 Admt 1 +H. Wheeler. 19/10/01 Apollo GX60 IFR GPS Approval +H. Wheeler. 16/11/01 | Bagine Failure During Flight Di63413 H. Wheeler. 03/04/02 ‘ngine Start- Shut down procedures. Vacuum System check H. Wheeler. ‘supplement. £4. 0b07| GAAMA) BEBO Py AFPROVAL Rope ZFeweo PRO APPROVAL fi wHeeceR FDM 760 EUGINE Mowe APPROVAL AVIPTE TASGIO APPROVALs gx 310R Loe oF errective PACES COVERAGE The Pilot's Operating Handbook in the airplane at the time of delivery from Cessna Aircraft Company contains all of the information applicable to the Model 310R and 310R II airplanes, serial number 310R0501 through 310R0800. REVISIONS This handbook will be kept current by Service Letters published by Cessna Aircraft Company. These are distributed to Cessna Dealers and to those who subscribe to Cessna Service Letters. If you do not have a sub- scription you will want to keep in touch with your Cessna Dealer for information concerning the revision status of the handbook. Subsequent revisions should be examined immediately upon receipt and incorporated in the handbook. REVISED MATERIAL INDICATORS A bar will extend the full length of deleted, new or revised text and/o/ illustrations added on new or presently existing pages. This bar will be located adjacent to the applicable text in the margin on the outboard side of the page. All revised pages will carry the revision number and. date below the original page issue date on the applicable page, i.e., Revision 3 - 1 dan 1978, Pages affected by the current revision are indicated by an asterisk (*) preceding the pages listed under the page colum in the following Log of Effective Pages. LOG OF EFFECTIVE PAGES (0 NOT USE THIS HANDBOOK FOR OPERATIONAL PURPOSES UNLESS IT IS MAINTAINED IN A CURRENT STATUS. Page Date Page Date “Title... 2 2 Apr 82 16 ithrudi 2... 1 Nov 75 2-8 thru 2-9 75 siti thru iv. . 2 Apr 82 210... 78 Contents... 22... TNOV 75 RL LL, : 82 Apr 82 3-2 thru 3-4 78 Nov 75 3-43-48 76 : Mar 76 3-5 thru 3-9 . 15 *14 Apr 82 *3-10.. 82 1-5 thru 1-6 Nov 75 3-11 thru 3-12 75 2 1-2 1 1 2 1 1-7 thru 1-8 1 dan 78 *3-13 82 1 1 1 1 2 1 3. . 1-9/1-10 dan 78 3-14 thru 75 Nov 75 . 82 dan 78 3-17 78 Mar 76 3-18 76 Apr 82 3-19 thru 3-28... 2. 75 Nov 75 *3-29 thru 3-30 82 2-5 thru 2-6 . 1 November 1975 Revision 4 ~ 2 Apr 1982 iitoo OF Errecrive PAGES Ge 310R EFFECTIVE PAGES (Continued) Date Nov 75 dan 7-23. ee : dan *7-24 thru 7-26 4-5 thru 4-6 2 Nov 7-27 thru 7-30 4-7 thru 4-9 van 4-10 thru 4-12 Nov 4-13 thru 4-14 Apr 4-15 thru 4-16 + I Nov gan 8 Nov G19. Oct 4-20 thru 4-21 Jan 4-22 thru 4-24 Apr 4-25 thru 4-26... Jan Nov 8-12 thru 8-13 Apr *8-14 thru 8-16 Nov S-l wwe . Nov *9-2 5-1 thru 5-4 Nov *Index-1 thru index-6 < BB owe Jan *Index-7/Index-8 . 5-5 thru 6-23 Nov 5-24 thru 5-25 Mar 5-26 thru 5-29 Nov NOTE: 5-30... : Jan 5-31 thru 5-44 Nov Refer to Section 9, Table of §-1 thru 6-28... . Now Contents, for supplements 6-29/6-30 Nov applicable to optional A7-T eee ee ‘Apr systens. 7-2 thru 7-21 Nov 1 November 1975 v Revision 4 = 2 Apr 1982&310R INTRODUCTION ‘MODEL TABLE OF CONTENTS: TABLE OF CONTENTS SECTION PAGE 1 GENERAL vessencasnccecrsccccncseccncescccscnccccsoeee Fl 2 LIMITATIONS ca sscccccsccccnseccscsscesccecsscceconcees 271 3 EMERGENCY PROCEDURES ,,,..cccccecesccescsesevevecs It 4 NORMAL PROCEDURES osesscacccncorvccserscccecccccns 4-1 5 PERFORMANCE escccccsescccccccscvccecceececs 6 WEIGHT & BALANCE/EQUIPMENT LIST. .ecesecscccceseoens O-1 7 AIRPLANE & SYSTEMS DESCRIPTIONS ...sececevecccessese ZU 8 AIRPLANE HANDLING, SERVICE & MAINTENANCE .y 454000. 8-1 9 SUPPLEMENTS ,cccccccceccccsnsccccccccnccsscccsssccsen PT ALPHABETICAL INDEX sceceseccsssceccecceccseccssnccsecscces Index] 1 November 1975 ContentsCla. 31 OR SECTION 1 MOTEL GENERAL SECTION 1 GENERAL TABLE OF CONTENTS Page Page INTRODUCTION 2. eee ee dD SYMBOLS, ABBREVIATIONS ENGINES . . tees LT AND TERMINOLOGY... 2... 1-6 THREE-VIEN DRAWING) 22. 1-2 General Airspeed Ter- PROPELLERS sees eee 13 minology and Symbols . . 1-6 FUR ee 13 Meteorological - rer : 4 Terminology... 2... 1-7 axis cekriricaréo Power Terminology»... . 1-8 WEIGHTS... 4 Airplane Performance CABIN, BAGGAGE ANID’ and Flight Planning DIMENSIONS oe 18 Terminology... +. + 18 STANDARD AIRPLANE WEIGHTS |. 1-6 Weight and Balance SPECIFIC LOADINGS . . . . ~ . 16 Terminology » +--+ -+ + 1-8 INTRODUCTION This handbook consists of 9 sections and an alphabetical index as shown on the Contents page. This handbook includes the material required to be furnished to the pilot by CAR 3. It also contains supplemental data supplied by Cessna Aircraft Company. Specific information can be rapidly found by referring to the Contents page for the appropriate section, then referring to the Table OF Contents on the first page of the appropriate section, or by use of the Alphabetical Index. Section 1 of the Pilot's Operating Handbook presents basic airplane data and general information which will be of value to the pilot. ENGINES Number of Engines: 2 Manufacturer: Teledyne Continental Motors Engine Model Number: 10-520-4 Engine Type: Fuel injected, direct drive, air-cooled, horizontally opposed, six cylinder, 520 cubic-inch displacement. Horsepower: 285 rated horsepower at 2700 propeller RPH. 1 November 1975 Revision 4 - 2 Apr 82 1-1GENERAL @& 310R THREE-VIEW DRAWING % MAXIMUM HEIGHT OF AIRPLANE WITH NOSE GEAR DEPRESSED 15 1011.75" ens" STs" sem 11'95"——+ 47:0" 4. NORMAL PROPELLER Tip TO GROUND CLEARANCE IS 103 INCHES. 2. TOTAL WING AREA, INCLUDING NACELLES AND FUSELAGE WITHIN THE WING PLANFORM, 1S 179.0 SQUARE FEET. 3. MINIMUM TURNING RADIUS IS 4885" FIGURE 7-10 FOR ADDITIONAL INFORMATION. SEE Figure 1-1 1-2 1 November 1975Can. 31 OR SECTION 4 ODE GENERAL PROPELLERS Number of Propellers: 2 Manufacturer: McCauley Accessory Division, Cessna Aircraft Company Propeller Part Number: 0850334-26 Number of Blades: 3 Propeller Diameter: 614.5" Propeller Type: Constant speed, full feathering, nonreversible hydrau- lically actuated Blade Range: (At 30-Inch Station) a. Low Pitch 13.99 +0.2° b. Feather 81.79 70.30 FUEL Grade: Aviation grade 100/130: (Green Color). Low lead aviation grade I00LL (Blue Color) is a suita- | ble alternate. Isopropy alcohol may be added to the fuel supply in quantities not to exceed 1% of the total. Refer to Section 8 for additional information. Total and Usable: See Figure 1-2 FUEL TABLE Total Fuel Capacity Usable Fuel System, (U.S. Gallons) ( Gallons} Standard System 102 100, Standard System with Optional 143 140 Wing Locker Tanks Standard System with Optional 40-Gallon Auxiliary Tanks 143 Standard System with Optional 184 07 63-Gallon Auxiliary Tanks 140 Standard System with Optional 780 Wing Locker Tanks and Optional 40-Galion Auxiliary Tanks Standard System with Optional 2 08 63-Galion Auxiliary Tanks and Optional Wing Locker Tanks Figure 1-2 1 November 1975 Revision 1 - 1 Mar 1976 1-3GENERAL x 310R olL Grade: Aviation grade engine oil. Refer to Section & for addi- tional information. Viscosity: SAE Rating Ambient Temperature - °C (°F) 50 Above. 4.4 {a9} 30 Below 4.4 (40 Mul tiviscos ity Unrestricted - After 25 Hours Total Sump Capacity: 12 quarts per engine. Drain and Refill Quantity: 13 quarts per engine including one quart for oil filter. 011 Quantity Do not operate engine on less than 9 quarts. To mini- Operating Range: mize loss of ofl through breather, Fil] to 10-quart level for normal flights of less than 3 hours. For extended flight, fill to capacity. NoTe: Dip stick indicates 1 quart lower than actual oi] quantity in the engine. IMAXIMUM CERTIFICATED WEIGHTS Maximum Takeoff - Weight: 5800 pounds Maximum Landing Weight: 5400 pounds Maximum Zero Fuel Weight: 4900 pounds Naximim Weights a, Left and Right Wing Lockers - 120 pounds each. in Baggage when optional wing locker fuel is installed, the Compartments : applicable wing locker baggage capacity is reduced to 40 pounds. b. Nose Bay - 350 pounds less installed optional equipment. Refer to the loading placard in the airplane nose baggage bay. c. At Cabin (Station 96) See Figure 1-3 - 200 pounds. d, Aft Cabin (Station 124 Standard or Station 126 Optional) See Figure 1-3 - 160 pounds. 1 November 1975 1-4 Revision 4 - 2 Apr 1982SECTION 1 estOR Somat CABIN, BAGGAGE AND ENTRY DIMENSIONS COMPARTMENT VOLUME - CUBIC FEET NOSE 210 WING LOCKER EACH 925 AFT CABIN (STATION 96 } 261 AND STATION 124) STANDARD BAGGAGE STATION 96 BAGGAGE STATION 124 147 50" TOP VIEW OPTIONAL . 38.0! 590" —| N\ UPPER SHELF BAGGAGE STATION 126 AREA ONLY soo" _—39,00" LOWER SHELF AREA ONLY SIDE VIEW OPTIONAL BAGGAGE DOOR Figure 1-3 1 November 1975 145Sevena’ Ga 310R STANDARD AIRPLANE WEIGHTS Standard Empty Weight: 3337 pounds (3578 pounds for 310R IL) Maximum Useful Load: 2163 pounds (1922 pounds for 310R II) SPECIFIC LOADINGS Wing Loading: 30.73 pounds per square foot Power Loading: 9.65 pounds per horsepower SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS CAS. Calibrated Airspeed is the indicated speed corrected for position aid instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level. G & is acceleration due to gravity. TAS Indicated Airspeed is the speed as shown on the airspeed ‘indicator when corrected for instrument error. IAS values published in this Handbook assume zero instrument error. KCAS- Calibrated Airspeed expressed in knots. KIAS Indicated Airspeed expressed in knots. KTAS True Airspeed expressed in knots. TAS True Airspeed is the airspeed relative to undisturbed air which is the CAS corrected for altitude, temperature and compressibility. VA Maneuvering Speed is the maximum speed at which appli- cation OF FUTT available acredynante control wll not overstress the airplane. Veg Maximum Flap Extended Speed is the highest speed per- missible with wing flaps in a prescribed extended position. VLE Maximum Landing Gear Extended Speed is the maximum speed at which an airplane can be safely flown with the landing gear extended. Lo Maximum Landing Gear Operating Speed is the maximun Speed at which the Tanding gesvcan be safely extended or retracted. 1-6 1 November 1975VE ¥yo Vx vy SECTION 1 GENERAL Air Minimum Control Speed is the minimum flight speed at which the airplane 1s controllable with a bank of not more than 5° when one engine suddenly becomes inoper- ative and the remaining engine is operating at takeoff power. Never Exceed Speed is the speed limit that may not be exceedad at any time. Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth afr and then only with caution. Best Angle-of-Climb Speed is the airspeed which delivers the greatest gain of altitude in the shortest possible horizontal distance. Best Rate-of-Climb Speed is the airspeed which delivers the greatest gain in altitude in the shortest possible time. METEOROLOGICAL TERMINOLOGY % OF TSA Pressure Altitude Wind 1 November 1975 Temperature in degrees Celsius. Temperature in degrees Fahrenheit. International Standard Atmosphere in which: 1) The air is a dry perfect gas; 2) The temperature at sea level is 15° Celsius (59° Fahrenheit) ; {3) The pressure at sea tevel is 29.92 inches Hg. (1013.2 mb); (4) The temperature gradient from sea level to the altitude at which the temperature is -56.5°C (-69.79F) is -1.98°C (-3.5°F} per 1000 feet. Qutside Air Temperature is the free air static tenpera- ture, obtained either from inflight tenperature indica~ tions adjusted for instrument error and compressibility effects or ground meteorological sources. Altitude measured from standard sea-level pressure (29.92 inches Hg.) by a pressure or barometric altim- eter. It is the indicated pressure altitude corrected for position and instrument error. In this handbook, altimeter instrument errors are assumed to be zero. The wind velocities recorded as variables on the charts of this handbook are to be understood as the headwind or tailwind components of the reported winds.SECTION 1 GENERAL Gz 310R POWER TERMINOLOGY BHP Critical Altitude Maximum Continuous Power RPM Brake horsepower means the power delivered at the propeller shaft of an airplane engine. The maximum altitude at which in standard temperature it 15 possible to maintain a specified power. The power developed in a standard atmosphere from sea level to the critical altitude at the maximum RPM and manifold pressure approved for use during periods of unrestricted duration. The revolutions per minute (RPM) of an engine refers to the rotational speed of the propeller shaft, as shown on a tachometer. AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Accelerate-Go Distance Accelerate-Stop Distance Acrobatic Maneuver Balked Landing Balked Landing Transition Speed Demonstrated Crosswind Velocity The distance required to accelerate an airplane to a specified speed and, assuming failure of an engine at the instant that speed is attained, continue takeoff on the remaining engine to a height of 50 feet. The distance required to accelerate an airplane to a specified speed and, assuming failure of an engine at the instant that speed is attained, to bring the air- plane to a stop. An intentional maneuver involving an abrupt change of an airplane's attitude, an abnormal attitude, or abnormal acceleration, not necessary for normal flight. A batked landing is an aborted landing (i.e., all engines go-around). The minimum speed at which transition to a balked landing climb should be attempted. The demonstrated crosswind velocity is the velocity of the crosswind component for which adequate contro] of the airplane during takeoff and landing was actually demonstrated during certification tests. The value shown is not considered to be limiting. This value is not an aerodynamic limit for the airplane. WEIGHT AND BALANCE TERMINOLOGY Arm Basic Empty Weight C.G. Arm The horizontal distance from the reference datum to the center of gravity (C.G.) of an item. Standard empty weight plus installed optional equipment. The arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. 1 November 1975gz 3t0R C.G. Limits Center of Gravity (C.G.) Jack Point MAC Maximum Landing Weight Maximum Takeoff Weight Maximum Zero Fuel Weight Moment Payload Reference Datum Residual Fuel Standard Empty Weight Station Tare Unusable Fuel Usable Fuel 1 November 1975 SECTION 1 GENERAL The extreme center of gravity locations within which the airplane must be operated at a given weight. The point at which an airplane would balance if sus- pended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. One of the three points on the airplane designed to rest on a jack. ‘The mean aerodynamic chord of a wing is the chord of an. 4maginary airfoil which throughout the flight range will have the same force vectors as those of the wing. Maximum weight approved for the landing touchdown. Maximum weight approved for the start of the takeoff run. Maximum weight exclusive of usable fuel. ‘The product of the weight of an item multiplied by its arm. (Moment divided by a constant is used to simplify balance calculations by reducing the number of digits. Weight of occupants, cargo and baggage. An imaginary vertical plane from which all horizontal distances are measured for balance purposes. The undrainable fuel remaining when the airplane is defueled in a specific attitude by the normal means and procedures specified for draining the tanks. Weight of a standard airplane including unusable fuel. full operating fluids and full o71. A location along the airplane fuselage usually given in terms of distance from the reference datum, Tare is the weight of chocks, blocks, stands, etc. used when weighing an airplane, and is included in the scale readings. Tare is deducted from the scale reading to obtain the actual (net) airplane weight. Fuel remaining after a fuel runout test has been com- pleted in accordance with governmental regulations. Fuel available for flight planning. 1-9/1-1031 OR SECTION 2 OE LIMITATIONS SECTION 2 LIMITATIONS TABLE OF CONTENTS Page Page INTRODUCTION... - «+ - 2-1 FLIGHT LOAD FACTOR LIMITS . . 2-6 AIRSPEED LIMITATIONS . . - 2-2 FLIGHT CREM LIMITS we 26 ENGINE LIMITATIONS . |... 2-3. OPERATION LINITS Dll 26 WEIGHT LIMITS 2... se 2-5 FUEL LIMITATIONS Dil a7 MANEUVER LIMITS |. 1111. 2-6 PLACARDS... . Lila INTRODUCTION Section 2 of the Pilot's Operating Handbook presents the operating Jimitations, the significance of such Timitations, instrument markings» color coding and basic placards necessary for the safe operation of the airplane, its powerplants, standard systems and standard equipment. NOTE: Refer to Section 9 of this Pilot's Operating. Hand- book for amended operating limitations, operating procedures, performance data and other necessary ‘information for airplanes equipped with specific options. 1 Novenber 1975 2-1SECTION 2 LIMITATIONS Ga 310R AIRSPEED LIMITATIONS (see Figure 2-1) AIRSPEED LIMITATIONS TABLE Maneuvering Speed Vq (Knots) Maximum Flap Extended Speed Veg (Knots) 180 Waximum Gear Saeratins Speed Vig (Knots) Maximum Gear Extended Speed Vig (Knots) Air Minimum Control Speed - Vic, (Knots) Best Single-Engi Rate-of-Clinb Speed Wy (knots) Wever Exceed Speed we (Knots) Do not make abrupt control movements above this speed. Do not exceed this speed with the given Flap set- ting. Do not extend landing gear above this speed. Do not exceed this speed with landing gear extend- This is the minimum flight speed at which the air- plane is controllable with a bank of not more than 5° with one engine inopera- tive and the remaining engine operating at take- off power. This speed delivers the greatest gain in altitude in the shortest possible time with one engine in- operative at sea level, standard day conditions and 5500 pounds weight. Do not exceed this speed ‘in any operation. Maximum Structural Cruising Speed Vno knots) 2-2 Do not exceed this speed except in smooth air and then only with caution. 1 November 1975| OR . SECTION 2 MDL LIMITATIONS Airspeed Indicator Markings: See Figure 2-2 AIRSPEED INDICATOR TABLE KIAS VALUE OR RANGE SIGNIFICANCE Red Radial | _—80_———|_ Air minimum control speed. Operating, speed range with 35° wing flaps. Lower limit is maximum weight stall~ ing speed in landing configuration. Upper limit is maximum speed per- missible with flaps extended. WormaT operating range. Lower Timit is maximum weight stalling speed with flaps and landing gear retracted. Upper limit is maximum structural cruising speed. Best single-engine rate-of-climb speed at sea level standard day conditions and 5500 pounds weight. Caution range. Operations must be con- ducted with caution and only in smooth air. Maximum speed for all operations. Green Arc 79 to 181 Yellow Arc 181. to 223 Red Radial 223 Figure 2-2 ENGINE LIMITATIONS Number of Engines: 2 Engine Manufacturer: Teledyne Continental Motors Engine Model Number: 10-520-M Engine Operating Limits for Takeoff and Continuous Operation: a. Maximum power for all operations (All Altitudes) Wax. Manifold Pressure Head Temp. (OF) 1 November 1975 Revision 1 - 1 Mar 1976 2-3SECTION 2 cama. 31 OR LIMITATIONS woes WP oi Viscosity: SAE Rating Ambient Temperature - °C (°F) Above 4.4 (40) Below 4.4 (40) Unrestricted - After 25 Hours Propel lers: Ge Number of Propellers: 2 Manufacturer: McCauley Accessory Division, Cessna Aircraft Company Part Number: .0850334-26 Number of Blades: 3 Diameter: 614.5" Blade Range: (At 30-Inch Station) (1) Low Pitch 13.9° 40.2° (2) Feather 81,7° +0.3° Operating Limits: 2700 RPM maximum speed Powerplant Instrument Markings: 24 Tachoneter: (1) Normal operating 2100 to 2500 RPM (Green Arc) (2) Naximum 2700 RPM (Red Radial) Manifold Pressure: (1) Normal Operating 15.0 to 24.5 Inches Hg. Manifold Pressure (Green Arc) O11 Temperature: (1) Normal Operating 75 to 240°F (Green Arc) (2) Maximum 240°F (Red Radiat) O11 Pressure: (1) Minimum Operating 10 PSI (Red Radial) (2) Normal Operating 30 to 60 PSI (Green Arc) (3) Maximum 100 PSI (Red Radial) 1 November 1975 Revision 4 - 2 Apr 1982Sar 310R uramoNs e. Cylinder Head Temperature: (1) Normal Operating 200 to 460°F (Green Arc) {2) Maximum 460°F (Red Radial) f. Fuel Flow: (1) Hinimun Operating 2.5 PSI (Red Radial) (2) Normal Operating 0.0 Pounds per hour (3.4 PSI} to 155.0 Pounds per hour (21.7 PSI) (Green Arc) (a) Green Radials 45% Power - 59.0 Pounds per hour (6.5 PSI} 55% Power - 71.0 Pounds per hour {7.6 PSI) 65% Power - 82.0 Pounds per hour (a8 PSI) 75% Power - 94.0 Pounds per hour (10.25 PSI) (b) glue Triangle 75% Climb Sétting - 107.0 Pounds per hour (12.0 PST (c) White Arc - Sea Level Takeoff and Climb Power Setting 146.5 Pounds per hour (19.7 PSI} to 150.0 Pounds per hour (20.5 PSI) (d) Blue Radials Altitude Takeoff Power and Climb Power Setting 2000 Feet ~ 134.0 Pounds per hour (17.0 PSI 4000 Feet - 124.0 Pounds per hour (15.0 PSI 6000 Feet - 116.0 Pounds per hour (13.5 PST) (3) Maximum Operating 155.0 Pounds per hour {21.7 PSI) (Red Radial) WEIGHT LIMITS Maximum Takeoff Weight: 5500 Pounds Maximum Landing Weight: 5400 Pounds Maximum Zero Fuel Weight: 4900 Pounds Maximum Weights in Baggage Compartments: a. Left and Right Wing Lockers - 120 pounds each. (1) If optional wing locker tanks are installed, change item "a" to 40 pounds each. b. Nose Bay - 350 pounds less installed optional equipment. c. Aft Cabin (Station 89 to Station 109) - 200 pounds. d. Aft Cabin (Station 109 to Station 132) - 160 pounds. 1 November 1975 2-5SECTION 2 Ge 31 OR LIMITATIONS MODEL Center of Gravity Limits (Gear Extended): a. Aft Limit: 43.6 inches aft of reference datum (34.71% NAC) at $100 pounds or less and 43.1 inches aft of reference datum (33.90% MAC) at 5500 pounds with straight line variation between these points. b. Forward Limit: 38.67 inches aft of reference datum (26.69% MAC) at $500 pounds and 32.0 inches aft of reference datum (15.84% MAC) at 4500 pounds or less with straight line variation between these points. c. Sea Weight and Balance Data in Section 6 for Toading schedule. The reference datum is at the forward face of the fuselage bulkhead forward of the rudder pedals, The mean aerodynamic chord (MAC) is 61.48 inches ‘in Jength. The leading edge of the MAC is 22.26 inches aft of the reference datum. MANEUVER LIMITS This is a normal category airplane. Acrobatic maneuvers, including spins, are prohibited. FLIGHT LOAD FACTOR LIMITS The design load factors are 150% of the following and in all cases, the structure exceeds design loads. At Design Takeoff Weight of 5500 Pounds: a. Landing gear up, wing flaps 0° +3.86 to -1.526 b. Landing gear down, wing flaps 36° +2.06 FLIGHT CREW LIMITS Minimum Flight Crew for FAR 91 operations js one pilot. OPERATION LIMITS The standard airplane is approved for day and night operation under VFR conditions. With the proper optional equipment installed, the airpiane is approved for day and night IFR conditions. 2-6 1 November 1975Ge 3l0R LMITATIONS FUEL LIMITATIONS See Figure 2-3 Fuel Pressure: a. Minimum: 2.5 PSI b. Maximum: 21.7 PSI (155.0 Pounds Per Hour) Fuel Grade: a. Aviation Grade 100/130 (Green Color). Low Lead Aviation Grade 100LL (Blue Color) is a suitable alternate. FUEL TABLE Total Fuel Capacity Usable Fuel System (U.S. Gallons) ( Gallons) Standard System Standard System with Optional Wing Locker Tanks Standard System with Optional 40-Gallon Auxiliary Tanks Standard System with Optional 63-Gallon Auxiliary Tanks Standard System with Optional Wing Locker Tanks and Optional 40-Gailon Auxiliary Tanks Standard System with Optional 63-Galton Auxiliary Tanks and Optional Wing Locker Tanks Figure 2-3 PLACARDS Emergency Exit: a. On pilot's side window: EMERGENCY EXIT - PULL HANDLE - PUSH BOTTOM OF WINDOW OUT WITH SUS- TAINED FORCE." b. Below aft lower corner of pilot's side window: "EMERGENCY WINDOW RELEASE - PULL." 1 November 1975 Revision 1.- 1 Mar 1976 2-7SECTION 2 Ca. LIMITATIONS: MODEL 31 OR Adjacent to Left Engine Fuel Selector: a. "50 GAL ~ LEFT MAIN" - (Green Sector) b. "50 GAL. - RIGHT MAIN" - (Yellow Sector) c. "LEFT ENGINE - OFF" - (Red Sector) d. If optional 40-gallon auxiliary tank system is installed, "20 GAL. - LEFT AUX." - (Yellow and Green Sector) 4 e. If optional 63-gallon auxiliary tank system is installed, change item "d" to "31.5 GAL. - LEFT AUX." - (Yellow and Green Sector) Adjacent to Right Engine Fuel Selector: a. "50 GAL. - RIGHT MAIN" - (Green Sector) b. "50 GAL. - LEFT MAIN" - (Yellow Sector) c. "RIGHT ENGINE - OFF" - (Red Sector) 4d. If optional 40-gallon auxiliary tank system is installed, "20 GAL, - RIGHT AUX." ~ (Yellow and Green Sector @. If optional 63-gallon auxiliary tank system is installed, change item “d" to "31.5 GAL. - RIGHT AUX." - (Yellow and Green Sector) On Floor Between Fuel Selectors: a. "SET FUEL SELECTOR VALVE TO LEFT MAIN TANK FOR LEFT ENGINE AND RIGHT MAIN TANK FOR RIGHT ENGINE IN TAKEOFF, LANDING, AND EMERGENCY," b. "TAKEOFF AND LAND WITH AUXILIARY FUEL PUMPS ON." c. "USE FULL RICH MIXTURE AND AUXILIARY FUEL PUMPS ON 'LOW' WHEN SWITCHING FUEL TANKS. (FEEL FOR DETENT)." d. If optional wing locker fuel tanks are installed: NOPERATE ON MAIN TANKS UNTIL FUEL QUANTITY IS LESS THAN 180 LBS/TANK." f “TRANSFER WING LOCKER FUEL TO MAIN TANKS IN STRAIGHT AND LEVEL FLIGHT t ONLY." “TURN TRANSFER PUMPS OFF WHEN LIGHTS ILLUMINATE." ToRERATE ON AUXILIARY TANKS ONLY WHEN MAIN TANK IS AGAIN LESS THAN 180 LBS/TANK.* e. "TO EXTEND GEAR MANUALLY, PULL OUT CRANK TO ENGAGE AND TURN CLOCKWISE, CAUTION: 1. GEAR SWITCH SHOULD BE IN NEUTRAL BEFORE OPERATING MANUAL SYSTEM. 2. PUSH BUTTON AND STOW CRANK BEFORE OPERATING ELECTRICALLY." f. "USE MAIN TANKS FOR TAKEOFF, LANDING, AND FIRST 60 MINUTES FLIGHT." gs optional 63-gallon auxiliary tank system is installed, change item ‘to "USE MAIN TANKS FOR TAKEOFF, LANDING, AND FIRST 90 MIN FLIGHT." On Wire Tunnel Trim Above Circuit Breaker Panel: a. "OPERATIONAL LIMITS" "A. THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE WITH THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS, MARKINGS, AND HANDBOOKS (PILOT'S CHECKLIST) ." NO ACROBATIC MANEUVERS INCLUDING SPINS APPROVED." AIR MINIMUM CONTROL SPEED: 80 KIAS." MAXIMUM GEAR OPERATING SPEED: 138 KIAS." MAXIMUM GEAR EXTENDED SPEED: 138 KIAS." MAXIMUM FLAP EXTENDED SPEED (15° FLAP 350 FLAP G. MAXIMUM MANEUVERING SPEED: 148 KIAS," 158 KIAS' i 139 KIAS" 2-8 1 November 1975Ox. . SECTION 2 ‘MODEL 31 OR LIMITATIONS b. "IDLE POWER STALL SPEEDS {KIAS)." ANGLE OF BANK CONFIGURATION | 0° | 20° | GEAR UP ~ FLAPS UP On Instrument Panel: PEN DEFROST OR CABIN AIR DURING HEATER OPERATION." a, b. “HEATER OVERHEAT" - "PUSH" - "TEST T AND B" - "LOW VOLT." c. Near the fuel tank quantity indicator selector switch: "MAIN - AUX." - "L.H. AUX." = "R.H. AUX." On Rudder Horn: a. If optional rudder mounted rotating beacon is installed: PANT COLLISION LIGHT REQ'D FOR PROPER RUDDER MASS BALANCE. DO NOT MOVE." On Wing Locker Doors: a. "MAX. BAGGAGE - 120 POUNDS." b. If optional wing locker tanks are installed, change item "a" to: "MAX BAGGAGE - 40 LBS." On Baggage Door: a. "MAXIMUM BAGGAGE CAPACITY - STATION 89 TO STATION 109 - 200 POUNDS, STATION 109 TO STATION 132 - 160 POUNDS. SEE WEIGHT AND BALANCE DATA FOR DETAILED LOADING INSTRUCTIONS." In Nose Baggage Area: a. "MAXIMUM BAGGAGE XX.X MAX. CAPACITY 350 LBS, LESS XX.X OPTIONAL EQUIP." On Engine Control Pedestal: a. "T.0. - 7.0." (Takeoff) range on elevator trim tab indicator (Nose up 4° to nose up 11°) "NOSE DN" "NOSE UP" . Above rudder trim tab: "L NOSE R" Above aileron trim tab: “L ROLL R" NENGINE ALTERNATE AIR - PULL OUT - / NLOCK R™ - "~ NLOCK LY If propeller unfeathering accumulators are installed - “PROPELLER UN- FEATHERING ACCUMULATORS ARE INSTALLED ON THIS AIRPLANE.” “COWL FLAPS - PULL TO CLOSE" - "LOCK" - "LOCK" * pees 1 November 1975 2-9SECTION 2 cnaranoNs ax 310R On Engine Control Quadrant If Optional Propeller Synchrophaser Is Installed: a, “PROP SYNCHROPHASER" b. "PHASE-SYNC-OFF" c. “PHASING” d. "MUST BE OFF FOR TAKEOFF, LANDING, AND SINGLE ENGINE OPERATION" Adjacent to Wing Flap Position Switch: a. BLUE SEGMENT - 158 KIAS 0° to 15°. b. WHITE SEGMENT - 138 KIAS 16° to 35°. Adjacent to Fuel Strainer Drain: a. "FUEL STRAINER - DRAIN DAILY ~ NOTE: IF WATER IS OBSERVED AT THE FUEL STRAINER, FUEL TANK SUMPS AND CROSSFEED LINES MUST BE DRAINED." Qn Control Lock: a. "CONTROL LOCK - REMOVE BEFORE STARTING ENGINES." b. If optional rudder lock is installed: add "RUDDER LOCK " to item nan Near Parking Brake: a, “PARKING BRAKE ~ TO APPLY, DEPRESS PEDALS, THEN PULL KNOB. TO RELEASE, PUSH IN KNOB, 00 NOT DEPRESS PEDALS." At Approprtate Locations: a. “TANK AND SUMP DRAINS," b. “CROSSFEED LINE DRAIN - DRAIN DAILY." c, "FUEL, 100/130 AVIATION GRADE MIN., USABLE - 50 GAL." d, If optional 40-gallon auxiliary tank system is installed: "AUX FUEL, 100/130 AVIATION GRADE MIN., USABLE - 20 GAL, e. If optional 63-gallon auxiliary tank system is installed: “AUX FUEL 100/130 AVIATION GRADE MIN., USABLE ~ 31.5 GAL." + Lf optional wing locker fuel tanks are installed: “TRANSFER FUEL, 100/130 AVIATION GRADE MIN., USABLE - 20 GAL." }» "STATIC PRESSURE ALTERNATE SOURCE—>" "OPEN-—»CLOSED" "ANP METER SELECT - L. ALT. - R. ALT. - BAT - VOLTS." "ALT FAILURE - L. ALT., R. ALT." ~ =a 2-10 1 November 1975olicability: Models 310R, and T310R._ (uirement; Revise: = g AD SESS in 3te (gz! 1. the Limitations Section of the aircraft's Aircraft Flight Manual (AFM) by incorporating the following: "WARNING" ~ Severe icing may result from environmental conditions outside of those for which the aircraft is certificated. . Flight in freezing rain, freezing drizzle, or mixed icing conditions (super cooled liquid water and ice crystals) may result in: ‘* ice build-up on protected surfaces and exceed the capability of the ice protection system, or . © ice forming aft of the protected surfaces. ‘This ice may not be shed using the ice protection systems, and may seriously degrade the performance and controllability of the aircraft. During flight, severe icing conditions that exceed those for which the aircraft is certificated shall be determined by the visual cues described below. If one or more of these visual cues exists, immediately request priority handling from Air Traffic Control to facilitate a route or an altitude change to exit the icing conditions. The ® cues are: ° umsually extensive ice accumulation on the airframe and windscreen in areas not normally observed to collect ice, and/or * accumulation of ice on the upper surface of the wing aft of the protected area, and/or . accumulation of ice on the engine nacelles and propeller spinners farther af than normally observed. “Since the auto-pilot, when installed and operating, may mask tactile cues that indicate adverse changes in handling characteristics, ude of the auto-pilot is : prohibited when any of the visual cues specified above exist, or when unusual ! lateral trim requirements or auto-pilot trim warnings are encountered while the i aircraft is in icing conditions. : All. wing icing inspection lights must be operative prior to flight into known or forecast icing conditions at night. This direction supersed relief provided by an EquipmentAToxtron Company ENGINE FAILURE DURING FLIGHT EMERGENCY PROCEDURES SUPPLEMENT To PILOT’S OPERATING HANDBOOK/OWNER’S MANUAL FOR THE FOLLOWING CESSNA MODELS: ALL T303, 310/T310, 320, 335, 340/340A ALL 1976 THRU 1985 402B/402C, 404, 414/414A, 421C SERIAL NO. 2 + 2. REGISTRATION NO. Vl “ WM E This supplement must be inserted in, or attached to, the latest version of the Pilot's Operating Handbook, or Owner's Manual for the above listed airplane models, ART ERMRD iin nn oor APE ROVED BY a ran a: susraat ‘Detagaton Opin Atheronion DOAAIOIZ.CE ‘ebgtton Opton Artonon DOA 200420-05 fants Yf Cont erctonsrgre: to Movemann 200} Ie Novemeen 200) t DATE OF APPROVAL ——___ DATE OF APPROVAL. COPYRIGHT ® 2001 CESSNA AIRCRAFT COMPANY 7} WICHITA, KANSAS, USA (9 Member of GAMA 16 November 2001 -D1634-13 5 oe Page 1ENGINE FAILURE DURING FLIGHT PILOT'S OPERATING HANDBOOK/ CESSNA 300 AND 400 SERIES. OWNER’S MANUAL SUPPLEMENT SUPPLEMENT ENGINE FAILURE DURING FLIGHT EMERGENCY PROCEDURES Use the Log of Effective Pages to determine the current status of this supplement. Pages affected by the current revision are indicated by an asterisk (-) preceding the page number. Supplement Status Date Original 16 November 2001 LOG OF EFFECTIVE PAGES Page Page Revision Status Number 1 thru 5/6 Original 0 2 . ‘Original IssuePILOT’S OPERATING HANDBOOK/ ENGINE FAILURE DURING FLIGHT OWNER'S MANUAL SUPPLEMENT CESSNA 300 AND 400 SERIES AMPLIFIED EMERGENCY PROCEDURES ENGINE INOPERATIVE PROCEDURES ‘ ENGINE FAILURE DURING FLIGHT (Speed Above Air Minimum Contro! Speed) Level flight may not be possible for certain combinations of weight, temperature, and altitude. In any event, do not attempt an engine inoperative go-around after wing flaps have been extended beyond 15°. ENGINE FAILURE DURING FLIGHT (Speed Below Air Minimum Controi Speed) Level flight may not be possible for certain combinations of weight, temperature, and altitude. In any event, do not attempt an engine inoperative go-around after wing flaps have been extended beyond 15°. ENGINE INOPERATIVE GO-AROUND Level flight may not be possible for certain combinations of weight, temperature, and altitude. In any event, do not attempt an engine inoperative go-around after wing flaps have been extended beyond 15°. SECTION 4 NORMAL PROCEDURES There are no changes to airplane normal procedures. SECTION 5 PERFORMANCE There are no changes to airplane performance. Original Issue : 5/6Catia. 31 OR SECTION 3 wnat : EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Page Page INTRODUCTION»... ee oe #1 AMPLIFIED EMERGENCY EMERGENCY PROCEDURES PROCEDURES se. ee 4 + Sell ABBREVIATED CHECKLIST... 3-2 Single-Engine Airspeeds Engine Inoperative For Safe Operation . . . 3-11 Procedures 2.2... 32 Engine Inoperative Fire Procedures . . . 3-4A/3-48 Procedures... . «+ + 3-12 Emergency Descent Maximum Glide... 2 318 Procedures»... 11 + 35 Fire Procedures... 1. 3-19 Emergency Landing Emergency Descent Procedures ss. +e. + 35 Procedures 2... « 321 Fuel System Emergency Emergency Landing Procedures ss. + ese 38 Procedures... . 1. + 321 Electrical System Fuel System Energency Emergency Procedures . . 3-8 Procedures... +. + + 3-26 Avionics Bus Faflure ... 3-9 Electrical System Landing Gear Emergency Emergency Procedures . . 3-26 Procedures... + e+e 49 Avionics Bus Failure... 3-27 Flight Instruments Landing Gear Emergency Emergency Procedures . . 3-10 Procedures... 2. 1 3-27 Air Inlet or Filter Flight Instruments Icing Emergency Emergency Procedures ... 3-28 Procedures... + + + 3-10 Air Inlet or Filter Propeller Synchrophaser . . 3-10 Icing Emergency Emergency Exit Window . . . 3-10 Procedures... 1. ee 329 Spins... eee see 310 Propel ler Synchrophaser . 2. 329 Emergency Exit Window . . . 3-29 Spims se eee ee ee ee 3429 INTRODUCTION Section 3 of the Pilot's Operating Handbook describes the recammended procedures for emergency situations. The first part of this section pro- vides emergency procedural action required in an abbreviated checklist form. Amplification of the abbreviated checklist is presented in the second part of this section. NOTE Refer _to Section 9 of this Pilot's Operating Hand- book for anended operating limitations, operating procedures, performance data: and other necessary information for airplanes equipped with specific options. . 1 November 1975 Revision 4 - 2 Apr 1982 3-1SECTION 3 Cama. EMERGENCY PROCEDURES. ‘Monel EMERGENCY PROCEDURES ABBREVIATED CHECKLIST SINGLE-ENGINE AIRSPEEDS FOR SAFE OPERATION Condi tion: ‘f Weight 5500 Pounds 3. Standard Day, Sea Level 9 Weight 5400 Pounds {1) Air Minimum Control Speed . . . . . . 80 KIAS ) Reconmendad Safe Single-Engine Speed | : : 92 KIAS (3) Best Single-Engine Angle-of-Climb Speed | | 95 KIAS (4) Best Single-Engine Rate-of-Climb Speed (Flaps up). ww ee ee e106 KIAS. Figure 3-1 ENGINE INOPERATIVE PROCEDURES ENGINE SECURING PROCEDURE 1. Throttle - CLOSE. 2. Mixture - IDLE CUT-OFF. 3. Propeller - FEATHER. 4. Fuel Selector - OFF (Feel for Detent). 5. Auxiliary Fuel Pump - OFF. 6. Magneto Switches - OFF. 7. Propeller Synchrophaser’- OFF (Optional System). 8. Alternator - OFF. 9. Cowl Flap - CLOSE. ENGINE FAILURE DURING TAKEOFF (Speed Below 92 KIAS) 1. Throttles - CLOSE IMMEDIATELY. 2. Brakes - AS REQUIRED. ENGINE FAILURE AFTER TAKEOFF (Speed Above 92 KIAS With . Gear Up Or In Transit) 2. Mixtures - AS REQUIRED for flight altitude. 2. Propellers - FULL FORWARD. 3. Throttles - FULL FORWARD. 4. Landing Gear - CHECK UP. 5. Inoperative Engine: a. Throttle - CLOSE. b. Mixture - IDLE CUT-OFF. c. Propeller - FEATHER. 6. Establish Bank - 5° toward operative engine. 7. Wing Flaps - UP. if extended, in smal? increments. 8. Climb To Clear 50-Foot Obstacle - 92 KIAS. 9. Climb At Best Single-Engine Rate-of-Climb Speed - 106 KIAS at sea level; 94 KIAS at 10,000 feet. 10. Trim Tabs - ADJUST 5° bank toward operative engine with approxi- mately 1/2 ball slip indicated on the turn and bank indicator. 11. Cowl Flap - CLOSE (Inoperative Engine). 12. Inoperative Engine - SECURE as follows: a. Fuel Selector - OFF (Feel For Detent). b. Auxiliary Fuel Pump - OFF. ¢. Magneto Switches - OFF, d. Alternator ~ OFF. 13. As Soon As Practical - LAND. 1 November 1975 3-2 Revision 3 - 1 dan 1978(asm. IK BELIUN DS MODEL EMERGENCY PROCEDURES: ENGINE FAILURE DURING FLIGHT 1. Inoperative Engine - DETERMINE. 2. Operative Engine - ADJUST as required. Before Securing Inoperative Eng 3. Fuel Flow - CHECK. If deficient, position auxiliary fuel pump to ON. 4, Fuel Selectors - MAIN TANKS (Feel For Detent). 5. Fuel Quantity - CHECK. 6.. O11 Pressure and Oi1 Temperature - CHECK. 7. Magneto Switches - CHECK. If Engine Does Not Start, Secure as Follows: 8. Inoperative Engine - SECURE. a. Throttle - CLOSE. b. Mixture - IDLE CUT-OFF. c. Propelier - FEATHER. d. Fuel Selector - OFF (Feel For Detent). e. Auxiliary Fuel Pump - OFF. F. Magneto Switches - OFF. g. Propeller Synchrophaser - OFF (Optional System). h. Alternator - OFF. i. Cowl Flap - CLOSE. 9. Operative Engine - ADJUST. a. Power ~ AS REQUIRED. b. Mixture - AS REQUIRED for flight altitude. Fuel Selector - AS REQUIRED (Feel For Detent). Auxiliary Fuel Pump - ON. e. Cowl Flap - AS REQUIRED. 10, Trim Tabs - ADJUST 5° bank toward operative engine. ll. Electrical Load - DECREASE to minimum required. 12. As Soon As Practical - LAND. ENGINE INOPERATIVE LANDING Fuel Selector - MAIN TANK (Feel For Detent). Auxiliary Fuel Pump - ON. Alternate Air Control - IN. Mixture - AS REQUIRED for flight altitude. Propeller Synchrophaser - OFF (Optional System). Propeller - FULL FORNARD. Approach - 106 KIAS with excessive altitude. Landing Gear ~ DOWN within gliding distance of field. Wing Fiaps - DOWN when landing is assured. Speed - DECREASE’ below 93 KIAS only if landing is assured. Air Minimum Control Speed - 80 KIAS. ENGINE INOPERATIVE GO-AROUND (Speed Above 92 KIAS} Throttle - FULL FORWARD. Mixture - AS REQUIRED for flight altitude. Landing Gear - UP. . Wing Flaps - UP if extended. Cowl Flap - OPEN. Climb at Best Single-Engine Rate-of-Climb Speed - 106 KIAS at sea level; 94 KIAS at 10,000 feet. 7. Trim Tabs - ADJUST 5° bank toward operative engine. 1 November 1975 3-3SECTION 3 Ca. 31 OR EMERGENCY PROCEDURES wane AIRSTART Airplanes Without Optional Propeller Unfeathering System: Magneto Switches ~ ON. 2, Fuel Selector ~ MAIN TANK (Feel For Detent). 3, Throttle - FORWARD approximately one inch. 4, Mixture - AS REQUIRED for flight altitude. 5. Propeller - FORWARD of detent. 6. Starter Button - PRESS. 7. Primer Switch - ACTIVATE. 8. Starter and Primer Switch - RELEASE when engine fires. 9. Mixture - AS REQUIRED. 10. Power ~ INCREASE after cylinder head temperature reaches 200°F. 11. Cowl Flap - AS REQUIRED. 12. Alternator - ON. Airplanes With Optional Propeller Unfeathering System: 1. Magneto Switches - ON, 2. Fuel Selector - MAIN TANK (Feel For Detent). 3. Throttle - FORWARD approximately one inch. 4, Mixture - AS REQUIRED for flight altitude. 5. Propeller - FULL FORWARD. 6. Propeller - RETARD to detent when propeller reaches 1000 RPM. 7. Mixture - AS REQUIRED. 8. Power - INCREASE after cylinder head temperature reaches 200°F. 9. Cowl Flap - AS REQUIRED. 10. Alternator - ON. BOTH ENGINES FAILURE (Gliding Procedures) 1, Wing Flaps - UP. 2. Landing Gear - UP. 3. Propellers - FEATHER. 4. Cowl Flaps - CLOSE. 5. Airspeed - 111 KIAS (See Figure 3-4), FIRE PROCEDURES FIRE ON THE GROUND (Engine Start, Taxi And Takeoff With Sufficient Distance Remaining To Stop) 1. Throtties - CLOSE, 2. Brakes - AS REQUIRED. 3. Mixtures - IDLE CUT-OFF. 4. Battery - OFF (Use Gang Bar). 5. Magnetos - OFF (Use Gang Bar). 6. Evacuate airplane as soon as practical. INFLIGHT WING OR ENGINE FIRE 1. Both Auxiliary Fuel Pumps - OFF. 2. Appropriate Engine - SECURE. a. Throttle ~ CLOSE. b. Mixture - IDLE CUT-OFF. c. Propeller ~ FEATHER. d. Fuel Selector - OFF (Feel For Detent). e. Magnetos - OFF, f. Propeller Synchrophaser - OFF (Optional System). g. Alternator - OFF. he Cowl Flap - CLOSE. 3. Cabin Heater ~ OFF. 4. Land and evacuate airplane as soon as ‘practical. 3-4 1 Novenber 1975‘noc S TUK EMERGENCY PROCEDURES INFLIGHT CABIN FIRE OR SMOKE 1. Electrical Load - REDUCE to minimum required. Attempt to isolate the source of fire or smoke. Wemacs - OPEN, . Cabin Air Controls - OPEN all vents including windshield defrost. CLOSE if intensity of smoke increases. CAU N Opening the foul weather window or cabin door will create a draft in the cabin and may intensify a fire. 5. Land and evacuate airplane as soon as practical. EMERGENCY DESCENT PROCEDURES PREFERRED PROCEDURE 1. Throttles - IDLE. 2. Propellers - FULL FORWARD. 3. Mixtures - ADJUST for smooth operation with gradual enrichment as altitude is lost. 4, ting Flaps ~ UP. 5. Landing Gear - UP. 6. WNoderate Bank - INITIATE. 7. Airspeed ~ 220 KIAS. IN TURBULENT ATMOSPHERIC CONDITIONS i. Throttles - IDLE. 2. Propellers - FULL FORWARD. 3. Mixtures - ADJUST for smooth operation with gradual enrichment as altitude is lost. 4. Wing Flaps - DOWN 35°, 5. Landing Gear - DOWN. 6. Moderate Bank - INITIATE. 7. Airspeed - 138 KIAS. EMERGENCY LANDING PROCEDURES FORCED LANDING (With Power) 1, Landing Site - CHECK. Overfly site at 100 KIAS and 15° flaps. 2. Landing Gear - DOWN if surface is smooth and hard. a. Normal Landing - INITIATE. Keep nosewheel off ground as long as practical. 3. Landing Gear - UP if surface is rough or soft. a. Select a smooth grass-covered runway, if possible. b. Approach - 100 KIAS with 15° wing flaps. ¢, All Switches Except Hagnetos - OFF. 4. Cabin Door - UNLATCH prior to flare-out. e. Mixtures - IDLE CUT-OFF. . Magneto Switches - OFF. g. Fuel Selectors - OFF (Feel For Detent). h. Landing Attitude - TAIL Low. 1 Novenber 1975 3-5SECTION 8 e& 310R EMERGENCY PROCEDURES: ‘MODEL FORCED LANDING (Complete Power Loss) Mixtures - IDLE CUT-OFF. Propellers - FEATHER. Fuel Selectors - OFF (Feel For Detent). All Switches Except Battery - OFF, Approach ~ 111 KIAS. If Smooth and Hard Surface: a. Landing Gear - DOWN within gliding distance of field. b. Wing Flaps - AS REQUIRED. c. Battery Switch - OFF. d. Cabin Door - UNLATCH prior to flare-out. e. Normal Landing - INITIATE. Keep nosewheel off ground as long as practical. If Rough or Soft Surface: a. Select a smooth grass~covered runway, if possible. b. Landing Gear - UP, c. Wing Flaps - DOWN 15°, d. Battery Switch - OFF. e. Cabin Door - UNLATCH prior to flare-out. f. Landing Attitude - TAIL LOW. LANDING WITH FLAT MAIN GEAR TIRE lL 2. 3. 4, 5. 6. 7 8. 9. 10. 3-6 Landing Gear - Leave DOWN. Fuel Selectors - SELECT the main tank on the same side as the flat tire to reduce fuel weight over affected tire before landing; feel for detent. Fuel Selectors - MAIN TANKS (Feel For Detent). Wind should be headwind or crosswind opposite the defective tire. Wing Flaps - DOWN 35°. In approach, align airplane with edge of runway opposite the defective tire, allowing room for a mild turn in the landing roll. Land slightly wing low on the side of the inflated tire and lower the nosewhee! to the ground immediately for positive steering. Use full aileron in landing roll, to lighten the load on the de~ fective tire. Apply brakes only on the inflated tire, to minimize landing roll and maintain directional control. Stop airplane to avoid further damage, unless active runway must be cleared for other -traffic. 1 November 1975Cesta, 31 UR SECTION 3 WODEL EMERGENCY PROCEDURES LANDING WITH DEFECTIVE MAIN GEAR 1 i. 12. 13. ia. Fuel Selectors - SELECT the main tank on the same side as defective gear to reduce fuel weight over affected gear before landing; feel for detent. Fuel Selectors - MAIN TANKS (Feel For Detent) . Wind - HEADWIND or crosswind opposite defective gear. Landing Gear ~ DOWN. Wing Flaps - DOWN 35°. Approach ~ ALIGN AIRPLANE with the edge of runway opposite the defective landing gear. Battery Switch - OFF. Land wing low toward operative landing gear. Lower nosewhee ‘imediately for positive steering. Ground Loop - INITIATE into defective landing gear. Mixtures - IDLE CUT-OFF. Use full aileron in tanding roll, to lighten the load on the de- fective gear. Apply brakes only on the operative landing gear to hold desired rate of turn and shorten landing roll. Fuel Selectors - OFF (Feel For Detent). Airplane - EVACUATE. LANDING WITH FLAT NOSE GEAR TIRE i. 2. 3. Landing Gear - Leave DOWN. Passengers and Baggage - MOVE AFT. Approach - 100 KIAS with 15° wing flaps. Landing Attitude - NOSE HIGH. Hold nose off during Tanding roll. Brakes ~ MINIMUM in landing roll. Throttles ~ RETARD in landing roi1. Control Whee] - FULL AFT unti] airplane stops. Minimize additional taxiing to prevent further damage. LANDING WITH DEFECTIVE NOSE GEAR i. If Smooth and Hard Surface: a. Baggage and Passengers - MOVE AFT. b. Select a smooth hard surface runway. Landing Gear - DOWN. Approach - 100 KIAS with 15° wing flaps. Al] Switches Except Magnetos - OFF. Landing Attitude - NOSE HIGH. Mixtures - IDLE CUT-OFF. Magneto Switches ~ OFF. Nose - LOWER as speed dissipates. Tf Rough or Sod Surface: a. Select a smooth grass-covered runway, if possible. b. Landing Gear - UP. c. Approach ~ 100 KIAS with 15° wing flaps. d. Al} Switches Except Nagnetos - OFF. Cabin Door - UNLATCH prior to flare-out. Landing Attitude - TAIL LOW. Mixtures - IDLE CUT-OFF. Magneto Switches - OFF. Fuel Selectors - OFF (Feel For Detent). Fe spee rene 1 November 1975 3-7SECTION 3 Ca, 31 0 R EMERGENCY PROCEDURES WODEL LANDING WITHOUT FLAPS {0° Extension) 1. Mixtures - AS REQUIRED for flight altitude. 2. Propellers - FULL FORWARD. 3. Fuel Selectors - MAIN TANKS (Feel For Detent). 4. Minimum Approach Speed ~ 105 KIAS (See Figure 5-26). 5. Landing Gear - DOWN. DITCHING 1. Landing Gear - UP. 2. Approach - HEADWIND if high winds. PARALLEL to SWELLS if light wind and heavy swells. 3. Wing Flaps - DOWN 35°, 4. Power - AS REQUIRED, (300 Feet Per Minute Descent). 5. Airspeed - 93 KIAS. 6. Attitude - DESCENT ATTITUDE through touchdown. FUEL SYSTEM EMERGENCY PROCEDURES ENGINE-DRIVEN FUEL PUMP FAILURE Fuel Selector - MAIN TANK (Feel For Detent). AuxiTiary Fuel Pump - ON. Cowl Flap ~ OPEN. Mixture - ADJUST for smooth engine operation. As Soon As Practical - LAND. : Fuel in auxiliary and opposite main tank is unusable. ELECTRICAL SYSTEM EMERGENCY PROCEDURES ALTERNATOR FAILURE (Single) Indi 1. 2. cated By Illumination Of Failure Light Electrical Load ~ REDUCE. If Circuit Breaker is Tripped: Turn off affected alternator. Reset affected alternator circuit breaker. Turn on affected alternator switch. If circuit breaker reopens, tum off alternator. If Circuit Breaker does not Trip: a. Select affected alternator on voltammeter and monitor output. b. If output is normal and faiture light remains on, disregard fail indication and have indicator checked after landing. c. If output is insufficient, turn off alternator and reduce electrical Toad to one alternator capacity. d. If complete Toss of alternator output occurs, check field fuse and replace if necessary. e. If an intermittent light indication accompanied by voltanmeter fluctuation is observed, turn off affected alternator and reduce load to one alternator capacity. 1 November 1975Came. ‘MOREL R SECTION 3 EMERGENCY PROGEDURES ALTERNATOR FAILURE (Dual) Indicated By Illumination Of Failure Lights And Low Voltage Light L a Electrical Load - REDUCE. If Circuit Breakers are Tripped: -a. Turn off alternators, b. Reset circuit breakers. c. Turn on left alternator and monitor output on voltammeter. d. If alternator is charging, leave it on, Disregard failure light if still illuminated. e. If still inoperative, turn off left alternator. . Repeat steps c through e for right alternator. If circuit breakers reopen, prepare to terminate flight. i Circuit Breakers have not Tripped: Turn off alternators, BL Check Feld fuses and replace as required. c. Turn on left alternator and monitor output on voltammeter. d. If alternator is charging, leave it on. Disregard failure light if still illuminated, If still inoperative, turn off left alternator. Repeat steps c through e for right alternator. If both still inoperative, turn off alternators and turn on emergency alternator field switch. Repeat steps c through e for each alternator. If still inoperative, turn off alternators and prepare to terminate flight. “> acho AVIONICS BUS FAILURE 1. Emergency Avionics Power Switch - ON. LANDING GEAR EMERGENCY PROCEDURES LANDING GEAR WILL NOT EXTEND ELECTRICALLY Landing Gear Motor Circuit Breaker - CHECK IN with landing gear switch DOWN. Landing Gear Motor Circuit Breaker - PULL. Landing Gear Switch - NEUTRAL (Center). ~ Pilot's Seat ~ ADJUST as required. Handcrank ~ EXTEND AND LOCK. Rotate Crank - CLOCKWISE four turns past gear down lights on (Ap- proximately 52 Turns). Gear Down Lights - ON; Unlocked Light - OFF. Gear Warning Horn ~ CHECK. Handerank - PUSH BUTTON and STON. ‘As Soon As Practical - LAND. LANDING GEAR WILL NOT RETRACT ELECTRICALLY 1 2. 3. 4. 5 Do not try to retract manually. Landing Gear - DOWN. Gear Down Lights - ON; Unlocked Light - OFF. Gear Warning Horn ~ CHECK. As Soon As Practical - LAND. 1 November 1975 3-9SneRStNcy pRoceDuRES Sar 3l0R FLIGHT INSTRUMENTS EMERGENCY PROCEDURES VACUUM PUMP FAILURE (Attitude And Directional Gyros) 1, Failure indicated by left or right red failure button exposed on vacuum gage. 2. Automatic valve will select operative source. 3. Vacuum Pressure - CHECK proper vacuun from operative source. OBSTRUCTION OR ICING OF STATIC SOURCE 1. Alternate Static Source - OPEN. 2, Excess Altitude and Airspeed - MAINTAIN to compensate for change in calibration (See Figures 5-2 and AIR INLET OR FILTER ICING EMERGENCY PROCEDURES 1, Alternate Air Control(s) - PULL OUT. 2. Power = INCREASE as required, 3. Mixtures(s) - LEAN as required. PROPELLER SYNCHROPHASER ENGINE INOPERATIVE PROCEDURES 1, Propeller Synchrophaser - OFF (Optional System). SYNCHROPHASER FAILURE 1. Propeller Synchrophaser - OFF (Optional System). 2. Propeller Synchrophaser Circuit Breaker - PULL (Optional system). EMERGENCY EXIT WINDOW 1, Emergency Release Ring Plastic Cover ~ PULL OFF. 2. Emergency Release Ring - PULL. 3. Gnergency Exit Window - PUSH OUT at bottom of window with sustained force. SPINS 1. Throttles - CLOSE IMMEDIATELY. 2. Ailerons - NEUTRALIZE. 3. Rudder - HOLD FULL RUDDER opposite the direction of rotation. 4, Control Wheel ~ FORWARD BRISKLY, 1/2 turn after applying full rud- der. 5. Inboard Engine - INCREASE POWER to slow rotation. (If Necessary). After rotation has stopped: 6. Rudder - NEUTRALIZE. 7. Inboard Engine (If used) - DECREASE POWER to equalize engines. 8. Control Wheel - PULL to recover from resultant dive. Apply smooth steady control pressure. 1 November 1975 3-10 Revision 4 - 2 Apr 1982~~ Gav 310R EMERGENCY PROSEDUNES AMPLIFIED EMERGENCY PROCEDURES NOTE: A complete knowledge of the procedures set forth in this section will enable the pilot to cope with various emergencies that can be encountered; how- ever, this does not diminish the fact that the primary responsibility of the pilot is to maintain control of the airplane at all times, Good judge~ ment and precise action are essential and can only be developed through frequent practice of emergency and simulated single-engine procedures. The pilot Twst have a thorough knowledge of all emergency procedures so that in the event of an emergency, reaction will be precise and done with confidence. This is required so the pilot can cope with the demands of an emergency situation. SINGLE-ENGINE AIRSPEEDS FOR SAFE OPERATION The most critical time for an engine failure condition in a multi-engine airplane is during a two or three second period late in the takeoff run while the airplane is accelerating to a safe engine failure speed. A detailed knowledge of recommended single-engine airspeeds is essential for safe operation of the airplane. The airspeed indicator is marked with a red radial at the air minimum control speed and a blue radial at the best single-engine rate-of-climb speed to facilitate instant recognition. The following paragraphs present a detailed discussion of the problems associated with engine failures during takeoff. AIR MINIMUM CONTROL SPEED The multi-engine airplane must reach the air minimum control speed (80 KIAS) before full control deflections can counteract the adverse rolling and yawing tendencies associated with one engine inoperative and full power operation on the other engine. This speed is indicated by a red radial on the airspeed indicator. RECOMMENDED SAFE SINGLE-ENGINE SPEED Although the airplane is controllable at the air minimum control speed, the airplane performance is so far below optimum that continued flight near the ground is improbable. A more suitable reconmended safe single-engine speed is 92 KIAS. At this speed, altitude can be maintained more easily bite the Tanding gear 1s being retracted and the propeller is being ‘eathered. BEST SINGLE-ENGINE ANGLE-OF-CLIMB SPEED The best single-engine angle-of-climb speed becomes important when there are obstacles ahead on takeoff. Once the best single-engine angle-of-climb speed is reached, altitude becomes more important than airspeed until the obstacle is cleared. The best single-engine angie-of-climb speed is ap- proximately 95 KIAS with wing flaps and landing gear up. 1 November 1975 +11SECTION 3 . >. 31 OR EMERGENCY PROCEDURES ‘MODEL BEST SINGLE-ENGINE RATE-OF-CLIMB SPEED The best single-engine rate-of-climb speed becomes ‘important when there are no obstacles ahead on takeoff, or when it is difficult to maintain or gain altitude in single-engine emergencies. The best single-engine rate- of-climb speed is 106 KIAS with wing flaps and landing gear up. This speed is indicated by a blue radial on the airspeed indicator. The variations of wing flaps up best single-engine rate-of-climb speed with altitude are shown in Section 5. For best single-engine climb per- formance, the wings should be banked 5° toward the operative engine. ENGINE INOPERATIVE PROCEDURES ENGINE SECURING PROCEDURE 1, ‘Throttie - CLOSE. 2, Mixture -. IDLE CUT-OFF. 3. Propeller - FEATHER. 4. Fuel Selector - OFF (Feel For Detent). 5. Auxiliary Fuel Pump - OFF. 6. Magneto Switches - OFF. 7. Propeller Synchrophaser - OFF (Optional System). 8. Alternator - OFF, 9. Cowl Flap - CLOSE. ENGINE FAILURE DURING TAKEOFF (Speed Below 92 KIAS) 1. Throtties - CLOSE IMMEDIATELY. 2. Brakes - AS REQUIRED. NOTE: The distance required for the airplane to be accel- erated from a standing start to 92 KIAS on the ground, and to decelerate to a stop with heavy brak- ‘ing, is presented in the Accelerate Stop Distance Chart in Section 5 for various combinations of conditions. ENGINE FAILURE AFTER TAKEOFF (Speed Above 92 KIAS With Gear Up Or In Transit) 1. Mixtures - AS REQUIRED for flight altitude. 2. Propeiiers ~ FULL FORWARD. 3. Throtties - FULL FORWARD. 4. Landing Gear - CHECK UP. 5. Inoperative Engine: a. Throttle - CLOSE. b. Mixture - IDLE CUT-OFF. Propeller - FEATHER. ° + Establish Bank - 5° toward operative engine. Wing Flaps - UP, if extended, in small increments. Climb to Clear 50-Foot Obstacle - 92 KIAS. OND 3-12 1 November 1975‘won STUR EMERGENCY PROCEDURES 9. Climb at Best Single-Engine Rate-of-Climb Speed - 106 KIAS at sea . level; 94 KIAS at 10,000 feet. 10. Trim Tabs - ADJUST 5° bank toward operative engine with approxi- mately 1/2 ball slip indicated on the turn and bank indicator. 11. Cowl Flap ~ CLOSE (Inoperative Engine) 12, Inoperative Engine - SECURE as follows a. Fuel Selector - OFF (Feel For Detent). b. Auxiliary Fuel Pump - OFF. c, Magneto Switches - OFF. d. Alternator Switch - OFF. 13. As Soon as Practical - LAND. Upon engine failure after reaching 92 KIAS on takeoff, the multi-engine pilot has a significant advantage over a single-engine pilot, for he has a choice of stopping or continuing the takeoff. This would be similar to the choice facing a single-engine pilot who has suddenly lost slightly more than half of his takeoff power. In this situation, the single-engine pilot would be extremely reluctant to continue the takeoff if he had to climb over obstructions. However, if the failure occurred at an altitude as high or higher than surrounding obstructions, he would feel free to maneuver for a landing back at the airport. Fortunately, the airplane accelerates through this “area of decision" in just a few seconds. flowever, to make an intelligent decision in this type of emergency, one mst consider the field length, obstruction height, field elevation, air temperature, headwind, and takeoff weight. The flight paths illustrated in Figure 3-2 indicate that the "go no-go area of decision" is bounded by: (1) the point at which 92 KIAS is reached and (2) the point where the obstruction altitude is reached. An engine failure in this area requires an immediate decision. Beyond this area, the airplane, within the limitations of single-engine climb performance shown in Section 5, may be maneuvered to a landing back at the airport. ENGINE FAILURE DURING TAKEOFF GO NO-GO DECISION Go NO-Go NORMAL TAKEOFF 22 KAS lg area oF DECISION ya (Gm ACCELERATE STOP DISTANCE <— ACCELERATE GO DISTANCE Figure 3-2 1 November 1975 Revision 4 - 2 Apr 1982 3-13SECTION 3 a. 31 ‘OR EMERGENCY PROCEDURES WoL At sea level standard day, with zero wind and 5500 Pounds weight, the distance to accelerate to 92 KIAS and stop is 3645 feet, while the total unobstructed distance required to takeoff and climb over a 50-foot obstacle after an engine failure at 92 KIAS is 3645 feet. This total distance over an obstacle can be reduced slightly under more favorable conditions of weight, headwind, or obstruction height. However, it is. recommended that ‘in most cases it would be better to discontinue the takeoff, since any slight mismanagement of single-engine procedure would more than offset the 11 distance advantage offered by continuing the takeoff. Still higher d elevations will cause the engine failure takeoff distance to Tengthen disproportionately until the altitude is reached where a successful takeoff is improbable unless the airspeed and height above the runway. at engine failure are great enough to allow a slight deceleration and altitude loss while the airplane is being prepared for a single-engine climb. During singTe-engine takeoff procedures over an obstacle, only one condition presents any appreciable advantage; this is headwind. A decrease of approximately 6% in ground distance required to clear a 50-foot obstacle can be gained for each 10 knots of headwind. Excessive speed above best single-engine rate-of-climb speed at engine failure is not nearly as advan- tageous as, one might expect since deceleration is rapid and ground distance is used up quickly at higher speeds while the airplane is being cleaned up for climb. However, the extra speed 1s important for control lability. The following facts should be used as a guide at the time of engine failure: (1) discontinuing a takeoff upon engine failure is advisable under mgst circumstances; (2) altitude is more valuable to safety after takeoff than is airspeed in excess of the bast single-engine rate-of-climb Speed since excess airspeed is lost much more rapidiy than is altitude; (3) climb or continued level flight at moderate altitude is improbable with the landing gear extended and the propeller windmilling; (4) in no case should the airspeed be allowed to fall below the best single-engine angle-of-clinb speed, even though altitude is lost, since this speed will always provide a better chance of climb, or a smaller altitude loss, than any lesser speed. The single-engine best rate-of-climb speed will provide the best chance for climb or the least altitude loss, and is preferable unless there are ob- structions which make a steep climb necessary. The propeller on the inoperative engine must be feathered, landing gear retracted and wing flaps up or continued flight may be impossibie. Single-engine procedures should be practiced in anticipation of an emergency. This practice should be conducted at a safe altitude, with full Power operation on both engines, and should be started at a safe speed of at Teast 105 KIAS. As recovery ability is gained with practice, the start- ing speed may be lowered in small increments until the feel of the airplane in emergency conditions is well known. It should be noted that as the speed is reduced, directional control becomes more difficult. Emphasis should be placed on stopping the initial large yaw angles by the IMMEDIATE application of rudder supplemented by banking slightly away from the yaw. Practice should be continued until: (1) an instinctive corrective reaction is developed and the corrective procedure is automatic and, (2) afrspeed, altitude, and heading can be maintained easily while the airplane is being 3-14 1 November 1975SECTION 3 EMERGENCY PROCEDURES, ex 310R e-€ aanBLy UMLyVadvL UIY 30TSiNO zt OOT «0809 ORO kay ~ GaRdS HITIREONS ot ot SH ooze o0oz 008T 00gT oobt = oozT,S Gee 0", re vy 4g34 0001 - 30NLILW aunssaud ‘Way fadoug uperqg 09 peysnfpy eansseug Plog suey °Z “Hd aiSodpusniog (ing) uostd MoT uy S4BLLedoug “7 SHOTLIGNOD GauFHLVad ONY JAILVYadONI INIONG (1431) TVDILIAD ALVINWIS O1 Wda 3-15 1 November 1975SECTION 3 Cada. 31 OR EMERGENCY PROCEDURES ‘WODEL Prepared for a climb. In order to simulate an engine failure, set both engines at full power operation; then at a chosen speed, pull the throttle Control of one engine to idle, and proceed with single-engine emergency procedures. Simulated single-engine Flight characteristics can be prac- ticed by setting propeller RPM to simulate a critical engine inoperative condition as shown in Figure 3-3. ENGINE OVERSPEED Should an overspeed condition occur, the pilot should reduce airspeed as quickly as possible by closing both throttles. On reaching an airspeed below 120 KIAS and above the single-engine rate-of-climb speed (blue Hradiat), set the RPM control on the overspeeding engine for feather. If Propeller will not feather, the power on the normally operating engine should be advanced to maximum and the power on the overspeeding engine should be advanced to 50 RPM below the maximum allowable RPM (red Tine). Naintain the best single-engine rate-of-cl inb speed (blue radial) and land as soon as practical. This will provide more than zero thrust at altitudes up to approximately 10,000 feet. During landing, the application of partial throttle on the malfunctioning engine (within limits of the tacho- meter red line) will minimize asymmetrical thrust. ENGINE FAILURE DURING FLIGHT 1. Inoperative Engine - DETERMINE. Idle engine same side as idle foot. 2. Operative Engine - ADJUST as required. Before Securing Inoperative Engine: 3. Fuel Flow - CHECK. If deficient, position auxiliary fuel pump switch to ON. 4. Fuel Selectors - MAIN TANKS (Feel For Detent). 5. Fuel Quantity - CHECK. Switch to opposite MAIN TANK if necessary. 6. Oi] Pressure and Oi] Temperature - CHECK. Shutdown engine if off pressure is low. 7. Magneto Switches - CHECK. 8. Mixture - ADJUST until evidence of engine firing. Continue to adjust for smooth operation. If Engine Does Not Start, Secure as Follows: 9. Inoperative Engine - SECURE. a. Throttle - CLOSE. b. Mixture - IDLE CUT-OFF. c. Propeller - FEATHER. d. Fuel Selector - OFF (Feel For Detent). e. Auxiliary Fuel Pump - OFF. f. Magneto Switches - OFF. g. Propeller Synchrophaser - OFF (Optional System). h, Alternator Switch - OFF. i. Cowl Flap - CLOSE. 10. Operative Engine - ADJUST. a. Power - AS REQUIRED, b. Mixture - AS REQUIRED for flight attitude. + Fuel Selector - AS REQUIRED (Feel For Detent). NOTE Auxiliary fuel on the side of the failed engine is unusable. 1 November 1975 3-16 Revision 4 ~ 2 Apr 1982