Beechcraft
Beechcraft
Beechcraft
Travel Air
MODEL
OVVNER'S MANUAL
PUBLISHED BY
PARTS AND SERVICE OPERATIONS
BEECH AIRCRAFT CORPORATION
WICHITA, KANSAS
95-590014-61 95-590014-61Ai
Issued June 12, 1963 Revised August 3, 1964
OWNER'S MANUAL
LIST OF EFFECTIVEPAGES
TOTAL NUMBEROF PAGESIN THIS BOOK15 132
IMPORTANT NOTICE
This manual should be read carefully in order to become familiar with the
operation of the airplane. Suggestions and recommendations have been made
within it to aid in obtaining maximum performance without sacrificing
economy. Be familiar with and operate the airplane in accordance with the
Owner's Manual and FAA Approved Airplane Flight Manual and/or placards
which are located in the airplane.
As a further reminder, the owner and operator should also be familiar with
the Federal Aviation Regulations applicable to the operation and
maintenance of the airplane, and FAR Part 91 General Operating and Flight
Rules. Further, the airplane must be operated and maintained in accordance
with FAA Airworthiness Directives which may be issued against it.
III
General
Specifications
ENGINES
Two Lycoming, 4-cylinder, 10-360-B1B, rated at 180 hp @ 2700 rpm for all operations.
PERF0RMANCE --
TRUE AIRSPEED, STANDARD ALTITUDE
MAXIMUM CRUISlNG SPEED:
(a), at 75% power (2450 rpm) ........................200mph/174kts
at 7500 ft.
(b) at 65¾ power (2450 rpm) .........................195mph/169kts
at 11,000 ft.
HIGH SPEED AT SEA LEVEL
(2700 rpm, full throttle) ..............................210mph/182kts
ENDURANCE ................. .
...................7.54hours*
The abave performance figures are the results of flight tests of the Travel Air
conducted by Beech Aircraft Corporation under factary-controlled conditions and
will vary with individual aircraft and numerous factors affecting flight performance.
*Includes warm-up, taxi, take-off, climb and 45 minutes holding at 45% MC power.
**Take-off and landing performance based on Sea Level Standard Conditions.
TYPE
Four orfive-place, high-performance, all-metal, low-wing, twin-engine cantilever
monoplane, with fully retractable tricycle landing gear, solid cabin top, and full
complement of eng¡ne and flight instruments standard.
BAGGAGE
Maximum 400 pounds rear -
(Empty weight includes complete set of flight instruments; cabin heating and venti-
iv
Iating system with windshield defrosters; soundproofing; navigation, cabin, instrument
and landing lights.)
Useful Load (Approx.) ............... ..................1645Ibs.
DIMENSIONS
Wing Span ...........................................37ft.10in.
Length ...............................................25ft.11in.
Height ...............................................9ft.6in.
CABIN DIMENSIONS
Cabin Length .........................................8ft.din.
PROPELLERAND EQUIPMENT
Propeller-constant speed, full feathering, diameter 72", with hydraulic governor.
LANDING GEAR
Tricycle type with swiveling steerable nose wheel eguipped with shimmy dampener.
Beech air-oil struts on all wheels designed for smooth taxiing and to withstand the
shock created by landing with a vertical descent component of over 600 feet per
minute. Main tires 7.00" x 6" size; nose wheel tire 5.00" x 5" size. Wheels -
V
13.77
25.94
37 82
72" DIAM.
o.
9.59' I
!).3"
7.0
VI
SECTION I
Descriptive Inforrnation
1-1
FLIGHT CONTROLS
Primary movable control surfaces of the Travel Air are operated
through push-pull rods and conventional closed-circuit cable systems
terminating in bell cranks. The pre.formed, extra-flexible steel cables
run over phenolic pulleys with sealed ball bearings which ordinarily
require no lubrication and insure smooth, free action and long cable
life. Standard equipment provides a throw-over type control wheel
arm for elevator and aileron control which may be locked in posi-
tion on either the pilot or copilot side and pilot's rudder pedals
adjustable fore and aft to fit individual requirements. The right
hand rudder pedals (optional) may be laid flat against the floorboards
when not in use. Trim tabs on the elevator and rudder control sur-
faces are adjustable from the control console through closed-circuit
cable systems which drive jackscrewtype actuators. Position indicators
for each of the trim tabs are located near the respective controls.
Aileron trim is accomplished by actuating the aileron trimmer on
the control column hub. The trimmer displaces the aileron surfaces
themselves to compensate for uneven loading. The displacement is
maintained by cable loads imposed by the aileron trimmer.
LANDING GEAR
The Travel Air's extra strong, electrically operated tricycle landing
gear incorporates all of the advantages provided by this type gear.
The ease of ground operation is assisted by the increased visibility,
more positive directional control for parking or operation under high
surface wind conditions, decreased stopping distance and longer
brake and tire life; these are but a few of the advantages.
1-2
The gear is through push-pull tubes by a reversible
operated electric
motor and gear box under the front seat. The motor
actuator is
controlled by a two-position landing gear switch located on the
right hand side of the control console. Limit switches and a dynamic
braking system automatically stop the retract mechanism when the
gear reaches its full up or full down position.
With the landing gear in the up position, the wheels are completely
enclosed by fairing doors which are operated mechanically by the
retraction and extension of the gear. After the gear is lowered, the
main gear inboard fairing doors automatically close, producing extra
lift and reduced drag for take-off and landing. Individual uplocks
actuated by the retraction system lock the main gear positively in the
up position. No downlocks are necessary since the over-center pivot
of the linkage forms a geometric positive lock when the gear is fully
extended. The linkage is also spring loaded to the over-center position.
Landing gear position lights, located above the landing gear switch,
indicate the position of the gear, either up or down, coming on only
when the gear reaches its fully extended or retracted position. In
addition, a mechanical indicator beneath the control console shows the
position of the nose gear at all times.
With the gear retracted, if either or both throttles are retarded below
an engine setting sufficient to sustain flight, a warning horn will sound
an intermittent note. During single-engine operation the horn may
be silenced by advancing the throttle of the inoperative engine enough
to open the landing gear warning horn switch.
The nose
wheel assembly is made steerable through spring loaded
linkage, connected to the rudder pedals for greater maneuverability
during taxi operation. The retraction of the gear relieves the rudder
pedals of their nose steering load and centers the wheel, by a roller
1-3
and slot arrangement,
to insure proper retraction into the wheel well.
A hydraulic dampener on the nose wheel strut compensates for the
inherent shimmy tendency of a pivoted nose wheel.
Wheels are carried by heat treated tubular steel trusses and use
Beech air-oil type shock struts. Since the shock struts are filled with
both compressed air and hydraulic fluid, their correct inflation should
be checked prior to each flight. Even brief taxiing with a deflated
strut can cause severe damage.
POWER PLANTS
Your Travel Air is powered by two Lycoming IO-360-BlB engines
rated at 180 horsepower each, at 2700 rpm, for take-off and maximum
continuous operation. The four-cylinder, opposed, aircooled engines
have direct propeller drives and a compression ratio of 8.5:1. Pres-
sure type cowlings are used; cooling is controlled by a gill-type flap
on the lower trailing edge of each cowling. Fuel distribution is accom-
plished with a constant-flow fuel injection system which incorporates
a special nozzle at the intake port of each cylinder.
aerated Filtered
induction air is obtained
system through a filtered airscoop on the
lower front of the engine and directed to the air throttle valve. A
spring loaded door on the bottom of the air box opens automatically
if the airscoop is blocked by impact ice or dirt. Manual controls on
the control console may be used to select either filtered or alternate
air. Full dual ignition systems are used, with an ignition vibrator
1-4
supplying starting voltage. The electrical system uses Delco-Remy
starters, generators, and voltage regulators. Fuel injection pumps,
vacuum pumps, and constant-speed propellers are standard equip-
ment. Other features include sodium-cooled rotator-type valves, chrome
piston rings and a nitrided crankshaft.
1-5
Direct-cranking electric starters are relay-controlled and are energized
by spring loaded, combination magneto-starter switches, located on
the ignition panel. These spring loaded switches return to the "BOTH"
position when released. The push-pull, buttondock type controls that
operate the engine cowl flaps are located aft of each fuel selector valve
handle. The optional electrically operated cowl flaps are controlled
by switches on the electrical panel located to the left of the control
console. An indicator light adjacent to the switches comes on whenever
the electric cowl flaps are not fully closed.
Fuel System
The Travel Air's fuel system consists of a separate, identical supply
for each engine, interconnected by crossfeed lines for emergency use.
During normal operation each engine uses its own fuel pumps to
draw fuel from its respective fuel cell arrangement. However, on
crossfeed operations the entire fuel supply of any or all cells may
be consumed by either engine. A fuel selector valve for each engine
controls the cells from which fuel is used.
The standard fuel cell arrangement consists of one 40-gallon fuel cell
in the inboard portion of each wing leading edge. Total fuel capacity
for this system is 80 gallons of usable fuel. With an optional fuel
cell arrangement of one 25-gallon main fuel cell in each wing leading
edge and one 31-gallon auxiliary cell just aft and outboard of each
main cell, the total capacity is raised to 112 gallons of usable fuel.
Fuel cannot transfer from one cell to another during flight.
An electric auxiliary fuel pump for each engine supplies fuel pressure
for starting and provides for near maximum engine performance should
the engine-driven pump fail. The auxiliary fuel pumps are used for
starting and emergencies, and may be used for take-off and landing.
In extremely hot weather they should be employed for all ground oper-
ations, take-off, climb, and landing. Due to the in-line location of the
1-6
TO ENGINE
FUEL REGULATOR
CRON ETFEED CR LSEFEED
AUXILIARY AUXILIARY
INLET INLET
MAIN MAIN
INLET ENGINE FUELPUMP INLET
ENGINE SUPPLY ENGINE SUPPLY
OUTLET OUTLET
DRAIN
BOOST PUMP
DRAIN DRAIN
CROSS FEED LINES
VEN ENT
DRAIN DRAIN
DRAIN DRAIN
I
auxiliary fuel pumps, between the cells and metering unit, fuel may
be drawn from any cell within the system by the auxiliary pump for
the operating engine. The fuel system is drained at eight different
locations (including the two optional auxiliary cell sumps) as shown
in the fuel system schematic and the servicing diagram. Fuel system
strainers are located on the wing main spar in each wheel well and
at the inlet to the fuel control units. Regular checking of the strainers
is of utmost importance to preventive maintenance, since lowered fuel
pressure may often be traced to contaminants clogging the system.
INSTRUMENTS
All flight and engine instruments are positioned on the instrument panel
1-8
for maximum utility Instrument markings
and convenience. are matte
white on a black background and where practicable, the normal oper-
ating limits are indicated.
Impact air pressure and atmospheric air pressure for the airspeed
indicator, altimeter, and vertical speed indicator are supplied by the
pitot and static air systems. Since the accuracy of these instruments
depends on accurate pickup of the two pressures, the systems have
been developed carefully and tested in flight with highly accurate
special equipment. To insure the proper operation of these instru-
ments, drain the systems regularly and keep the static ports clear
of obstructions.
ELECTILICAL SYSTEM
The Travel Air's direct-current electrical power system uses either, one
17-ampere-hour 24-volt battery,or two 25-ampere-hour 12-volt batteries,
in any standard or optional combination with two 25-ampere 12-volt
generators, or two 50-ampere alternator rectifiers. Either battery in-
stallation is mounted in the lower portion of the nose section; both
generator installations are belt driven from the engine crankshaft. In
general, the aircraft's circuitry is the single-wire, ground-return type
with the aircraft structure itself being used as the ground return.
On the generator installation, each generator's electrical out-put
standard
is automatically controlled by its respective voltage regulator and the
system's common generator paralleling relay. This paralleling relay
equalizes the out-put or load for each generator. The system electrical
reading is then indicated on the direct reading type (not the charge-
discharge type) ammeters located on the instrument panel just above the
control console. These ammeters indicate individual generator out-put
and also serve as system load-meters, i.e., an ammeter indication will
increase or decrease in direct proportion to the electrical load applied.
CAUTION
To protect the alternators from overheating, do not use more
than 45 amperes from either alternator while operating on the
ground at temperatures above
100° F (38° C) or in flight at
altitudes above 14,000 feet with outside air temperature above
45° F (70° C).
ATOER
RG
WARNING
LIGHT
OVER -VOLTAGE
RELAY SELECTOR CIRCUIT
..-- SWITCH BREAKER
ALTERNATOR
REGUL GER
(OPTIONAL)
12V
12V
>c
BAT, MASTER
RELAY
24V
STARTER
L.H STARTER
RELAY
STALRATER
-------
EXTER
Optional 50-Ampere Al- POWER RECEPTACLE --
AMMETER
VOLTAGE
REGULATOR
CIRCUIT
BREAKER
-
GENERATOR
L.H.
PARALLELING
RELAY
AMMETER
VOLTAGE
REGULATOR
CIRCUIT
BREAKER
-
GENERATOR
R.H.
(OPTIONAL)
12V
12V
BAT. MASTER
RELAY
24V
SRTARTER
STRARATER
EXTERNAL
POWER RECEPTACLE -
(OPTIONAL) T
1-11
The automotive-type starters are relay-controlled, which minimizes the
length of heavy cable required to carry the high amperage of the
starter circuit. A drive unit actuated by centrifugalforce from the
operating starter motor the external ring gear at
engages and rotates
the front of the engine erankease. When the starter motor is de-
energized, the drive disengages from the ring gear pinion.
Overhead panel lights provide both cabin and instrument lighting. The
cabin dome light is controlled by an "ON-OFF" switch beside the light.
A rheostat switch below the control console adjusts the red overhead
lights for all instruments except those just above the electrical panel.
They are lighted by post lights controlled by a second rheostat switch. A
third rheostat switch below the control console adjusts the lighting for
the electrical panel, fuel panel, radio panel, and the trim tab
selector
and mechanical landing gear position indicators.
1-12
Air" in. The blower is shut off automatically
control when the gear
is retracted, be shut off manually with the "Heat and Blower"
and may
switch or by pulling the "Cabin Air" control out approximately half
way, which partially closes the iris valve and opens a blower switch
connected to the control linkage. This switch also turns off the heater,
since with the iris valve only slightly open, the intake air is insufficient
for proper heater operation.
In flight, fuel for heater is drawn from the left main wing tank by
the
two electric When the aircraft
fuel pumps. is equipped with the
ventilation air blower, only one pump operates during ground operation.
This is accomplished by a switch operated by the landing gear linkage.
The heater fuel line is equipped with a strainer. A spring-loaded,
electrically-operated, solenoid valve closes when the heater is off, pre-
venting seepage of fuel into the heater.
The heater ignition unit, mounted in the nose cone, uses a vibrator to
provide interrupted current for its high-voltage coil. The unit is equipped
with two sets of points; at each 1000-hour inspection of the airplane,
the heater electrical system is modified to place an unused set of contact
points in service.
1-13
In addition to the air supplied to the cabin through the heater fresh-air
system, a manually retractable air scoop on top of the cabin conducts
outside air to individual fresh-air outlets in the overhead upholstery
panel above each seat. The outlets, which can be manually adjusted
to control both the quantity and direction of air flow, allow individual
selection of cool fresh air for each passenger's comfort. During flight
through inclement weather or for maximum noise suppression, the
air scoop may be closed by operating a push-pull control located on
the overhead panel. It is easily accessible from the pilot's seat.
VACUUM SYSTEM
Suction for the vacuum-operated gyroscopic flight instruments is
supplied by two engine-driven vacuum pumps, interconnected to form
a singlesystem. Either vacuum pump has sufficient capacity to maintain
the complete aircraft gyro instrumentation.
1-14
reading indicates that clogged filters are reducing the volume of intake
air to less than the instruments require.
CHECK CHECK
VALVE VALVE
VACUUM VACUUM
REGULATOR REGULATOR
GYRO
HORIZON
DIRECTIONAL
GYRO
VACUUM
GAGE A
VACUUM VACUUM
PUMP PUMP
1-15
Landing Gear and Flap Indicators
The position of the landing gear and the wing flaps is indicated by
signal lights on the instrument panel. Also, the flaps are visible through
the windows and an illuminated mechanical pointer below the instru-
ment panel indicates the position of the nose gear. To avoid accidental
tripping of the landing gear and flap switches, each is designed to be
pulled out of a detent before it can be repositioned.
Landing Lights
A sealed-beam landing light mounted in the nose cone and an optional
light installed on the nose landing gear are scientifically mounted to
produce maximum effectiveness for night landings. The lights are
operated independently by separate switches on the electrical panel;
prolonged operation during ground maneuvering should be avoided.
Conventional position lights on the wing tips and tail cone are operated
through a flasher unit designed to give steady lights if a malfunction
occurs, and are controlled by a toggle switch on the electrical panel.
The flasher unit is omitted when the airplane is equipped with either
the single or dual optional rotating beacon installation.
Safety Belts
The Beech designed high-strength safety belts on your Travel Air, if
properly worn, will keep occupants snugly in their seats in rough
air or under rapid deceleration. The safety belts are mechanically
simple and comfortable, and wearing them, you have sufficient freedom
of movement to easily operate all the controls. The nylon strap ma-
terial, in colors complementing the upholstery, is soil resistant and
easily cleaned. The airline-type harness buckles may be fastened or
released quickly and are easily adjusted.
1-16
Instrument Panel Glare Shield
The attractive instrument panel glare shield, made of foam rubber
encased in dull-finish vinyl, is shaped to cover the contour above and
between the instrument panel and the windshield. This shield, ex-
tending aft over the instrument panel in an eyebrow effect, gives added
protection for the instruments and windshield against reflected light
in both day and night flying.
Cabin Interior
Your BEECHCRAFT offers truly "hushed" air travel through its
acoustically engineered
and soundproofed cabin. Pilot and passenger
fatigue factors have been taken into consideration wherever they are
pertinent in designing the airplane. These primary design considera-
tions assure relaxed, comfortable, speedy travel. The travel-designed
interiors include cabin loudspeakers, attractive upholstery, and wall-
to-wall carpet.
Except when the aircraft is to be operated from the right side, the
right hand set of rudder pedals (optional) may be laid forward
against the floorboards, for maximum leg room.
1-17
CON
patSN
AN
SYSTE
. Safety ····••
UNITIZED
IGNITION
CONTROL TOWER
VISIBILITY
LANDING GEAR
/ SAFETY SWITCH
INTERIOR
APPOINTMENTS
1-19
Optional Equipment ...
FLIGHT EQUIPMENT
DUAL CONTROL WHEEL. Indispensable for instruction and transition purposes.
on every cross-country flight. Altitude hold can be included to keep you at your
assigned altitudes on IFR flights and to maintain separation altitudes on VFR flights
for added safety and peace of mind.
DUAL TACHOMETER. Enables you to monitor the rpm of both engines in a single
glanceand soves valuable instrument panel space for additional equipment.
FLIGHT AND ENGINE HOUR RECORDERS. Automatically record flight and engine
operating hours expended by your airplane.
SAFETY EQUIPMENT
INSTRUMENT POST LIGHTS. Make night flying easier and safer with evenly distributed
illumination, without glare or reflections, of all the panel instruments.
WING ICE LIGHTS. A flick af the switch and you have visual confirmation whenever
ice is present on your wings. You'll value this important safety item and the added
confidence it gives you.
PROPELLER UNFEATHERING ACCUMULATOR. Gives quicker, more positiYe prOpe!ÍSF
unfeathering without the use of the engine starter.
STATIC WICKS. Drain static electricity from the airplane to provide better radio
reception.
OXYGEN SYSTEM. Allows high-altitude flights for greater speeds, and provides
increased safety and comfort at intermediate altitudes.
1-20
. . . . . FOR YOUR $6Û CÎÊ
. . . . . . Safety Comfort
. . . . . . Pleasure
Convenience . . . EfHciency
AND CONVENIENCE
SUPER SOUNDPROOFING. Thick blankets of modern fiberglass insulation and quarter-
inch windshield, seal noise and vibration outside.
FIFTH SEAT ARRANGEMENT. The 5-seat arrangement incorporates a removable, for-
ward-facingseat in the rear af the cabin.
FRONT AND REAR SEAT HEADRESTS. These pillowed headrests make each flight a
more comfartable and enjoyable experience. Welght of installation is one pound
each . . interchangeable
. among all four standard seats.
FRONT AISLE ARMREST. Provides armchair comfort for front seat occupants without
sacrificing space used for getting in and out. When not in use, the ormrest can be
positioned flush with the seat cushions.
VENTILATION AIR BLOWER. Allows airflow through the heating and ventilotion system
during ground operation and in flight whenever the landing gear is down,
EXTERNAL POWER RECEPTACLE. Permits starting the engines with external power,
eliminating unnecessary bottery loads, particularly in cold weather.
MISCELLANEOUSOPTIONAL EQUIPMENT
DUAL RUDDER PEDALS AND HYDRAULIC BRAKES. A must for instruction and transi-
tion purposes.
OPTIONAL WING FUEL CELLS. Two 25-gollon main cells and two 31-gollon auxiliary
cells replace the standard 40-gallan leading edge cells. This configuration provides
an additional 32 gallons of usable fuel for long-range flights.
NOSE GEAR LANDING LIGHT. The addition of a second landing light on the nose
gear is of particular value for night operation.
ELECTR1C COWL FLAPS. Enjoy the convenience of rapid, smooth cowl flap operation
at the flick of a switch.
24-AMPERE-HOUR BATTERIES. Two 24-ampere-hour, 12-volt batteries connected in
series rep[ace the standard 17-ampere-hour, 24-volt battery for added starting power,
on important factor in cold weather flying.
40-AMPERE GENERATORS. Two 40-ampere, 24-volt generators replace the standard
25-ampere to supply extra current for the operation
generators of optional electrical
equipment.
1-21
SECTION H
This section has been prepared to give you a quick and easily accessible
reference to all operational normal flight of
check lists needed for the
your Travel Air. The general techniques based on the rec- pkesented are
ommendations and data compiled by Beech Aircraft Corporation pilots
who have test flown and demonstrated the aircraft. The procedures
given are intended merely to assist you in developing a good flying
technique for your airplane. They constitute the manner in which a
good pilot would perform each item under average conditions.
As you become familiar with your airplane, and the individual circum-
stance under which you fly it, you may find that variations in these
techniques will better suit your requirements or personal preference.
These checks, if well organized and studied, should become so much a
matter of habit that you will find it unnecessary to make reference to
this portion of the manual except as a refresher. Made carefully, these
checks not only will help prevent mishap or malfunction during opera-
2-1
WALK AROUND INSPECTION
1
10
PREFLIGHT INSPECTION
1. Cockpit -
checked; battery and ignition switches "OFF." Tab
controls "O"; remove and stow control lock.
2. Static pressure buttons free of foreign material.
3. Check empennage and control surfaces. Aft baggage compart-
ment -
cargo secure.
4. Inspect wings, and flaps.ailerons
5. Wing tips checked; remove pitot cover and tie-down lines.
-
7. Drain fuel strainers in wheel wells, fuel system low spots at bottom
of fuselage, and fuel cell Aumps.
8. Tires and shock struts inflated and clean. Landing gear safety
switch -
checked.
9. Check each nacelle for oil, fuel or exhaust leakage.
10. PropeHer blades checked; induction filter clean.
-
11. Check engine oil level; inboard fuel tanks FULL; secure
-
filler
caps, fasten cowling.
12. Forward baggage compartment-cargo secured; weight and
balance checked; all inspection
-
doors secured. -
2-2
BEFORE STARTING CHECK
l. Set parking brake. starts,the alternator control switch
2. Battery, and generator or should be turned OFF to minimize
alternator switches -ON (bat- battery power drain.
tery, and generator or alterna- 3. Check circuit breakers, all
tor switches --
check-out. normal.
or electrical equipment
This procedure protects the volt- 8. Check the fuel level indication
age regulators and system elec- for all cells.
trical equipment from electrical
9. Check the landing gear and
power fluctuations (voltage tran-
flap position lights.
sients). Also, during cold weather
NORMAL STARTING PROCEDURE (If in doubt, use flooded
engine procedure.)
1. Position throttles ¼ open. 6. All gages -
normal readings.
2. Propeller controls -
High rpm. 7. Using the same procedure,
2. Propeller controls -
High rpm. gine to clear fuel. As
excess
soon as engine
starts, move
3. Mixture controls -
Idle Cut- .
SHUTDOWN
1. Parking brake-set. 4. Auxiliary fuel pumps-OFF.
2. Electrical and radio equipment 5. Throttles---advance to approx-
-OFF. imately 1100 rpm.
3. Propellers --
High rpm. 6. Mixtures IDLE CUT-OFF. -
7. Ignition switches -
OFF - af- 10. Fuel selector valves -OFF, if
ter engine stops firing. airplane is to remain parked
for any length of time.
8. Battery ' and generator or
-OFF.
l 1. Controls -
locked, if condi-
alternator switches
tions warrant.
9. All switches -
OFF.
Performance Specifications
and Limitations
In this section, for your convenient reference, charts and tabular
listings of speeds, performance and engine limitations have been
grouped. The limitations and performance data in this section has
been established by flight tests and engineering calculations to assist
you in operating your Travel Air. The limitations have been ap-
proved by FAA and are mandatory. These charts and listings have
been established under normal operating conditions, the flight tests
being made under standard atmospheric conditions with a maximum
gross weight; therefore, allowances for actual conditions must be made.
Advance planning, allowing for any changes which may occur in
operating conditions due to weather, temperature, altitude or loading,
will assure you of safe, fast, comfortable and economical transportation.
During all phases of engine and flight operation, observe the rpm and
manifold pressure limits as on your horsepower calculator
~computed
Become familiar with your Travel Air and its operation. Know the
of this handbook.
contents
NOTE
The airspeed computations presented in this section are
based on Indicated Airspeed, except Airspeed Limitations,
which are Calibrated Airspeeds. Corresponding perform-
ance figures appearing in the FAA Approved Airplane
Flight Manual and installed as placards in the airplane
are Calibrated Airspeeds.
3-1
Airspeest CIsarts
Short Field
Take-off ........................ 70 mph/ 61.0 kts
Climb-out ....................... 90 mph/ 78.0 kts
Single Engine
Best rate-of-climb speed, sea level
(gear and flaps up) . . . . . . . . . . . l08 mph/ 94.0 kts
Best angle-of-climb speed, sea leYel
3-2
STALL SPEEDS (IAS)
AIRSPEED LIMITATIONS(CAS)
Never Exceed (Glide or Dive, Smooth Air)
(Red Line) mph/208
........................240 kts
Caution Range (Yellow Arc) 185-240 mph/161-208 . . . . . . . kts
Maximum Structural Cruising Speed
(Level Flight or Climb) mph/161 . . . . . . . . . . . . . . .185 kts
Normal Operating Range (Green Arc) 81-185 mph/ 71-161 kts
Flap Operating (White Arc) 70-130 mph/ 61-113 . . . . . . . . kts
Maximum Design Maneuvering Speed mph/139 . . . . . . .160 kts
Maximum Gear Extended Speed 165 mph/l 43 . . . . . . . . . . kts
3-3
Engine Operation
Lirnitations
Maximum Power
(all operations) . . . . . . . . . . . . . . . . .180 hp @ 2700 rpm
ENGINE INSTRUMENTMARKINGS
Oil Temperature
Caution (Yellow Arc) . . . . . . . . . . . . . . .
60° to 140°F
Normal (Green Arc) . . . . . . . . . . . . . . .
140° to 245°F
Maximum (Red Radial) . . . . . . . . . . . . .
245°F
Oil Pressure
Minimum Pressure (Red Radial) . . . . . . . 25 psi
Normal Operating Range (Green Arc) . . 65 to 85 psi
Maximum Pressure (Red Radial) . . . . . . 85 psi
Manifold Pressure
Normal Operating Range (Green Arc) . . 14.5 to 29.0" Hg
Maximum, Sea Level (Red Radial) . . . . . 29.0" Hg
Tachometer
Engine Warm-Up .................1300 rpm
Normal Operation (Green Arc) . . . . . . . 2000 to 2700 rpm
Maximum (Red Radial) . . . . . . . . . . . . . 2700 rpm
Fuel Flow
Normal (Green Arc) . . . . . . . . . . . . . . . O to 17.0 gph
Maximum (Red Radial) . . . . . . . . . . . . . 10.0 psi
3-4
Suction
Minimum (Red Radial) . . . . . . . . . . . . . 3.75" Hg
checkPumps (Yellow Arc) . . . . . . . . . .3.75" to 4.8" Hg
Normal (Green Arc) . . . . . . . . . . . . . . .4.8" to 5.25" Hg
Maximum (Red Radial) . . . . . . . . . . . . . 5.25" Hg
GLIDE DISTANCE
(Statute Miles)
3-5
OPTIONAL OXYGEN SYSTEM DURATION IN HOURS (ZEP AERO)
Based on 95 per cent rated volume with a .018 inch metering orifice
for the pilot and inch
.016 metering orifices for the passengers.
MANEUVERS
This is a normal category airplane. Maneuvers, including spins, are
prohibited.
3-6
SE€TION IV
EXTERIOR INSPECTION
To a pilot the general airworthiness of his aircraft is both a legal
obligation and a direct responsibility to his passengers and himself.
Personal attention to the preflight procedures is the mark of a safe
pilot and will repay you not only in safety, but in lower maintenance
costs as well.
4-1
dom of control surfaces, visually checking the condition of the wind-
shield, side windows, and antenna rigging, and inspecting for dents and
scratches in the skin or other minor damage which should be noted and
evaluated.
CAUTION
STARTING
Look over the area around the aircraft and be sure of sufficient taxi
clearance with respect to other aircraft, buildings, or other structures.
Make sure the propeller blast is in the clear before up the
running
engines. When possible, avoid operating the engines on graveled or
sandy surfaces, since the propeller blades can pick up loose pieces
of rock and debris causing blade nicks and scratches.
Refer to starting check list in Section II. Each cranking period should
be limited to ten or twelve seconds of operation. A five-minute cooling
interval between cranking periods will extend starter life.
NOTE
Should the engine stop firing completely, due to a flooded
condition, move the mixture control full aft (idle cut-off)
and position the throttle control one.fourth open. Engage
the starter and turn the engine through approximately ten
revolutions. Following the check list procedures, attempt
a restart.
4-2
TAXIING
NEVER TAXI WITH A FLAT SHOCK STRUT
To taxi, simply release brake control and allow the air-
the parking
craft to start rolling forward. Check the brakes by applying them
several times lightly, thus assuring that the brakes are functioning
properly. Govern your taxi speed with throttle coordination. Most
turns may be made with the steerable nose wheel and the throttles.
Tight turns may be accomplished by applying a combination of inside
brake and outside power. When taxiing over rough surfaces, use
minimum power settings and allow the aircraft to coast over obstruc-
tions. Hold the control column full back to reduce weight and relieve
loads on the nose gear assembly.
ENGINE WARM-UP
Head the aircraft into the wind. Straighten the nose wheel and set
the parking brake. Allow the engines to complete their warm-up at
the rpm prescribed in Section III. Limit ground running to a minimum
to avoid engine overheating. To attain maximum engine cooling, place
propellers in full low pitch (high rpm). After completing the instrument
check pull the propeller control lever aft to the high pitch detent (at
2,200 rpm) and reposition it full forward again after the propeller
has changed to high pitch (low rpm) and the engine speed has stabilized.
Exercise propeller through this cycle two or three times to assure
correct governing action.
NOTE
When exercising propellers in their governing range, do not
move the control lever aft past the detent. To do so will allow
the Propeller to change rapidly to the full feathered position, im-
posing high stresses in the propeller blade shank and engine.
Perform the following magneto checks, and propeller feathering check:
1. With ignition switch in the "BOTH" position, advance the throttle
to approximately 2000 rpm.
2. Place ignition switch in the "R" position and note the rpm read-
ing, then return switch to "BOTH." Maximum drop, 125 rpm.
3. Place ignition switch in the "L" position and note the rpm read-
ing, then return switch to "BOTH." Maximum drop, 125 rpm.
4. Reduce engine speed to 1500 rpm and check feathering action.
Do not allow rpm to drop more than 500 rpm.
To avoid spark plug fouling, do not idle the engine at low speed for
long periods.
CAUTION
Do not place ignition switch in "START" position when
engine is running.
With the propeller controls full forward, in the low pitch (high rpm)
position, open both throttles simultaneously with a steady smooth
motion and observe if power is developed equally in both engines.
Return the throttle to warm-up rpm range. Bear in mind that atmos-
pheric conditions affect both the manifold pressure and rpm obtainable
and that on a cold day with high barometric pressure, it is possible
to exceed the manifold pressure limit.
NOTE
NORMAL TAKE-OFF
When you are ready for the take-off run and have moved into position
on the activerunway, release the brakes and open both throttles
smoothly and evenly to take-off power, maintaining positive directional
control with the rudder pedals.
CAUTION
If you off or landing behind a large multi-
are taking
engine or jet aircraft, allow sufficient spacing so that the
air turbulence in the wake of the other airplane will
dissipate and settle before you encounter it.
4-4 Revised August 3, 1964
As lift-off speed is approached, apply a steady back pressure, sufficient
to bring the wings to a slightly positive angle of attack. As lift-off
speed is reached, the aircraft should become airborne. Let the airplane
accelerate to a safe single-engine climb speed (see Single-Engine Climb
Performance graphs, Page 6-8), retract the landing gear, and start
climbing.
On a hot day a longer run will be required for take-off than under
average temperatures. The same rule is true as field elevation in-
creases, since lift is obtained only through actual density of air or
atmosphere. Though airspeed indications will be the same, almost
twice the runway length will be required to attain lift-off speed at an
airport elevation of 6,000 feet than under the same conditions at sea
level. Watch the airspeed needle rather than the runway markers and
be sure to have suf}icient airspeed before applying back pressure for
the lift-off. Other conditions to be considered are runway surface
condition, runway gradient, aircraft gross weight, and surface winds.
A good take-off speed depends on the correct allowances for all these
factors. Do not forget them.
CLIMB
4-5
forward visibility due to the high climb angle and the ascent will be
less comfortable for your passengers. On the other hand, a cruising
climb will give you good visibility, it will be more comfortable, and
with good fuel management it may save both time and fuel, since you
can make shallow climbs at near cruise speed with only moderate power
increases. Your choice of method will depend on the weather, the
length of the flight, your load, and your own preference. 2,450 rpm and
25 in. Hg is suggested as a cruise climb power setting.
For the best rate of climb, which will give the greatest gain in altitude
per minute, use maximum continuous power. Hold the best rate-of-climb
speed shown on the climb graph for your altitude.
To obtain best engine power the mixture may be leaned at any altitude,
providing cylinder head temperatures are monitored. Full tlírottle
operations should be avoided below 5,000 feet with an engine speed of
less than 2,450 rpm.
CAUTION
If dense haze or clouds are encountered the rotating
anti-collision
beacon should be turned off. The reflection
of these lights can produce severe vertigo.
CRUISE
Level off when you have reached your intended cruising altitude and
maintain climb power until you have accelerated to your intended
cruising IAS. This procedure will allow your airspeed, engine tem-
peratures, and power settings to stabilize in a shorter period of time.
As cruising speed
approaches, reduce your power settings. There is
no "best power setting for all flights." Your choice of power
cruise
settings will depend on load, temperature, altitude and perhaps most
important, the of your flight. You should, however, weigh
-purpose
4-6
turn-and-bank indicator, adjust the rudder trim as required to zero the
ball, then the elevator and aileron trim. By stabilizing your direc-
adjust
tional control first you eliminate any slipping or skidding and the excess
drag that results. For maximum efficiency merely trimming "hands-off"
is not sufficient. Use turn-and-bank, rate-of-climb, airspeed and gyro
instruments as trimming aids. They supply a far more reliable reading
of what the aircraft is actually doing than may otherwise be detected.
Normal cruise control should be used for all flying when weather and
distance are well within the normal operating limitations of the
4-7
aircraft andits pilot. The power settings used, however, will be gov-
erned basically by the objective of the flight-high speed, economy,
or comfort. In general, your climb operation should not exceed 900/o
power. Level flight cruise operations should be at the lowest power
that will satisfy the speed requirements. Observing these limits will
normally result in the optimum balance between aircraft performance
and over-all operation economy.
4-8
ing pattern. If power is increased above that for maximum endurance,
efficiency in terms of miles per gallon of fuel burned will increase.
Aircraft speed will increase at a greater rate than the increase in fuel
consumption due to the more efficient flight attitude. Thus, for any flight
the elapsed time is reduced and less total fuel will be burned than if
operations were continued at maximum-endurance power. Once cruising
altitude is reached, the actual power currently being used to hold an
airspeed may be computed with the Travel Air's horsepower calculator.
Thus, fly an airspeed or power setting then check your performance
-
MANEUVERS
Your Travel Air is licensed under normal category limitations and
is intended for only nonaerobatic passenger and cargo operation. Only
those maneuvers incidental to NORMAL flying including stalls (except
whip stalls) and turns in which the angle of bank does not exceed 60°
are permitted. Refer to Section III for maneuver and stall speeds.
4-9
FLIGHT THROUGH TURBULENT AIR
When flight through a storm area or extremely rough air cannot be
avoided, the problem becomes one of choosing the correct airspeed
for safe operation under your present weight configuration. If you
maintain a highairspeed, structural damage or complete failure may
result; yet you must maintain sufficient airspeed for full control.
Your safe operating range between the two danger zones varies with
the severity of the gusts: the stronger the gusts, the narrower your safe
operating range. Refer to the penetration speed graphs in Section VI.
Once you have established your chosen airspeed and trimmed for level
flight, you can increase the stability of the aircraft still more by extend-
ing the landing gear; the landing gear may be lowered at speeds up to
200 miles per hour (174 knots) IAS, as an extreme emergency measure.
If you lower the landing gear as an aid to reducing your speed, you
should be alert for the changes in spiral control, elevator trim, and rate
of sink. Lower the gear while in level flight, to avoid excessive speed
build-up rather than as a corrective measure once the airplane is
in a dive.
NOTE
After extending the landing gear at high speed, the
landing gear doors and supporting structure should be
inspected for possible damage.
Do not lower the flaps however, unless you are letting down.
Switch to the main fuel cells, since you may encounter abrupt and
severe changes in altitude and attitude as you fly through the turbulence.
DESCENT
Your preflight planning should have determined the procedure you
intend to use. Generally, a slow cruising descent starting well out from
your destination is more comfortable and, with the higher cruising
speed attained during the shallow descent with reduced power settings,
an over-all savings in fuel will result. Adverse weather, however, if
encountered at these lowering altitudes might nullify these advantages
4-10
and make a sharp rate of descent more profitable; therefore, pilot
preference and weather will determine the rate of descent.
NORMAL LANDING
The approach speed on final is governed by changing wind conditions,
aircraft loading, weather, pilot technique, etc. As you cross the end
of the active runway, start decreasing the power settings to idle rpm
and maintain sufficient back pressure to hold a slightly nose high
attitude just off the runway. As airspeed is dissipated, constantly
increase back pressure until the aircraft settles to the runway in a
nose high attitude just as stalling speed is reached. Touchdown should
be on the main wheels with only partial relaxation of back pressure.
As speed continues to diminish, back pressure may be slowly relaxed
and the nose wheel lowered gently to the runway. Apply brakes only
after the nose wheel is down and avoid any hard braking action unless
absolutely necessary. On any landing, retract the wing flaps near the
end of the landing roll. Set the elevator trim to a "0" reading and
open the cowl flaps.
NIGHT LANDING
The pre-landing procedures for night operation are the same as used
4-11
during a normal landing exception of using the different
with the
lighting elements. Many experiencedpilots prefer power usage com-
pletely through the approach, flareout and actual touchdown, which
is most desirable when it is difficult to estimate the aircraft's exact
altitude as is often the case without runway lights. By holding this
partial power the aircraft will settle to the runway in a semi-power
stall; just as the ground is contacted the power should be cut off. At
any time during a power-on approach, simply by increasing power, the
rate of descent may be reduced sharply to allow for errors in judgment
or a go-around if necessary.
ENGINE SHUTDOWN
Check all instruments for readings within specified limitations; ad-
vance the throttles to an engine speed of approximately 1,100 rpm.
Position the propeller controls in low pitch (high rpm), turn off the
auxiliary fuel pumps (if in use) and pull the mixture controls back to
the idle cut-off position. As the engines slow, move the throttles to the
full aft position until the engines quit firing. Switch off the magneto
switches after the propellers have stopped rotating. Check the panel for
all desired switches and controls in the "OFF" position. Fuel selector
valves may be turned off.
4-12
cedures, including a check of the flight controls for complete freedom
of movement.
If your Travel Air is equipped with the optional external power recep-
tacle, it is advisable to use external power for starting, when available,
since cold weather decreases battery efficiency. The external power
unit should be equipped with the standard AN fitting or an adapter,
to insure proper connection. Set the unit's output at 27 to 28.5 volts
and make the plug-in. To prevent arcing, be sure that no power is
supplied to the plug when it is mated. The plus terminal of the ex-
ternal power receptacle is wired to the bus side of the battery relay,
which allows the starter to be energized with the battery master switch
off. Refer to Section VII for detailed information concerning use of
external power.
4-13
Normal cold weather starting procedures will ordinarily be used. This
may require somewhat more extensive use of the auxiliary fuel pump.
If there is no oil pressure within the first thirty seconds of running,
or if the oil pressure drops after a few minutes of ground operation,
shut down the engine and check for broken oil lines, radiator leaks
or the possibility of congealed oil.
On wet or icy runways, use your brakes with extreme caution; taxi
slowly for best control.
On flights that take you into areas where icing conditions may be
anticipated, turn on the propeller anti-icer (optional equipment) to
wet the propeller blades BEFORE icing conditions are encountered.
The anti-icer fluid pump, which delivers a constant flow of fluid to
the propeller blades, is controlled by an ON-OFF switch on the electrical
panel. Endurance of the anti-icer system is approximately two hours of
operation.
4-14
actuating the system;then pull the deicer reservoir shut-off valve
control fully out
and actuate the cycling valve control which will
inflate the deicer boots to destroy the ice build-up. When the infla-
tion-deflation cycle of the boots is complete, discontinue the use of
the system until ice again builds up.
To insure static air for proper instrument function in severe icing con-
ditions, each airplane equipped with a surface deicer system incorpo-
rates an alternate static air source. Should ice or other foreign matter
obstruct the static air ports on the fuselage, with the storm window
closed, place the emergency static air source control handle in the
"OPEN" position.
The emergency static air valve should be kept completely closed except
when the source is required.
4-15
air intake and filter. A spring loaded door on the bottom of the induc-
tion system air box will suck open automatically in the event the air
intake and filter is clogged with ice or other material. A manually
operated alternate air control is also provided which operates a damper
in the induction system; when closed, the damper will cause the spring
loaded door to suck open. It is suggested that the alternate air control
be pulled out under conditions when induction system impact icing
appears likely. You will notice only a slight drop in manifold pressure
due to loss of ram effect.
2. During start and warm-up, use the auxiliary cells. Return the
selectors to main cells for pre-take-off checks and for take-off.
3. Select a fuel flow (use boost pumps) appropriate to your altitude and
power setting both on the ground and in flight.
WARNING
Oxygen under pressure is a friend when properly used
but becomes an enemy when normal precautions are dis-
regarded. Since oxygen supports combustion, proper
safety measures must be employed when using it or a
serious fire hazard is created. MAKE CERTAIN THAT
ALL CIGARETTES ARE COMPLETELY EXTIN-
GUISHED BEFORE USING THE SYSTEM and warn
your passengers of the dangers of smoking while oxygen
is being used.
4-16
valve on the oxygen console panel. (The shut-off valve on the oxygen
cylinder must also be open.)
CAUTION
If either shut-off valve is opened too rapidly, the regulator
diaphragm may be ruptured, or other damage common
to high pressure oxygen systems may occur.
3. Check for a flow of oxygen into the mask by closing off the opening
from the breather bag to the mask and noting that the bag expands.
Changes in flow rate will be made automatically with changes in
pressure altitude.
4. Adjust the oxygen mask to the face to prevent the escape of oxygen
into the cabin.
INSTRUMENT FLIGHT
Properly your Travel Air is an instrument airplane,
equipped, but
are you an instrument pilot? Even the most careful VFR pilots occa-
sionally will encounter weather conditions beyond their piloting skill,
and for this reason a technique perfected by the University of Illinois
Institute of Aviation should be made a part of your own skill. Known
as the "180-Degree Turn," it is a technique designed to return the VFR
pilot to VFR conditions, safely.
up to 200 miles per hour (174 knots) IAS; (2) reducing airspeed;
(3) trimming the airplane for a predetermined slow-flight speed;
(4) WITH THE HANDS OFF THE WHEEL, making a turn with the
rudders only, to a heading of 180° from the heading on which you
were flying when you lost visual contact.
4-17
This technique is simple, but rapid, smooth and precise execution is
essential to its success, and you should learn it from a qualified instruc-
tor, preferably in your own airplane, so that it can become completely
familiar and automatic. We suggest that you contact the University of
Illinois for more precise details on this procedure.
Always operate your Travel Air so that you and your passengers are
comfortable; discomfort will usually appear well in advance of danger.
Remember -
the final responsibility for safe flight falls squarely upon
your shoulders as the pilot.
4-18
SE€TION V
FInnsual Oper•ating
€onalitions
"The best time to know procedures and the worst time to practice
them is during an emergency."
SINGLE-ENGINE OPERATION
The flight and handling characteristics of your Travel Air on one
engine excellent.
are The aircraft may be safely maneuvered or
trimmed for normal hands-off operation, which is easily sustained by
the operative engine as long as sufßcient airspeed is maintained. How-
ever, to properly use these safety and performance characteristics, you
must have sound understanding of single-engine performance and the
limitations resulting from an unbalance of power.
5-1
Two major factors govern the single-engine operation: airspeed and
directional control.The minimum single-engine control speed is the
speed at which you still have directional control with the aircraft in take-
off configuration, one engine inoperative and full take-off power on the
operating engine. However, bear in mind that this speed is a minimum
for control and below the speed at which the aircraft will climb.
A zero thrust graph with instructions for simulated one engine out
conditions is provided to aid in reduction of risks involved in single-
engine practice. Practice these techniques until they become instinctive.
5-2
down in order to avoid the risks involved in the training or practice
of single-engine technique. The two airspeeds represented in the
accompanying graph are Vmc, minimum single-engine control speed,
and Vy, best single-engine rate-of-climb speed, with the landing gear
up and the propeller feathered. In order to set up a zero thrust condi-
tion for single-engine practice, use the following procedure:
10000
SL
1500 1600 1700 18 N 1900 2000 2100 2200
ENGINE SPEED --
RPM
5-3
Application
1. To obtain zero thrust rpm, adjust power to minimum throttle
setting for the required rpm and airspeed, with the prop control in
the FULL HIGH RPM position.
ze°ro
2. After setting up the above thrust practice conditions, single-
engine flight characteristics will forth in the following para-
be as set
graphs. The engine speed for obtaining zero propeller thrust can be
affected quite markedly by variations in atmospheric conditions and
indicated airspeed. Care should be exercised in determining the
standard altitude and setting up the zero thrust power at the proper
rpm and minimum manifold pressure at the airspeed for the given
condition.
3. For recovery after the practice condition, apply throttle and
retrim as necessary.
5-4
NORMAL SINGLE-ENGINE PROCEDURE
After determining the inoperative engine, if your IAS is at or above
best single-engine rate-of-climb speed, use the following shutdown pro-
cedure. The over-all goal of the steps is to reduce all unnecessary drag
in as short a time as possible.
1. Apply take-off power (throttles, propellers and mixtures for both
engines FULL FORWARD), to obtain or maintain desired altitude
and airspeed; apply rudder to maintain directional control. Bank ap-
proximately 5 degrees into the heavy rudder.
2. Retract the landing gear.
3. Pull the propeller and mixture controls back into the full feath-
ered and idle cut-off positions for the inoperative engine.
9. Set rudder trim for single-engine flight and trim wing on the
inoperative engine side to hold 3 to 5 degrees high.
10. Land as soon as practicable.
5-5
list of the most common conditions that might develop, followed by
the recommended corrective action.
delivers the greatest gain in altitude in the shortest possible time with
gear up, flaps up, and inoperative propeller feathered.
The specific data for the terms above are given in Section III, Per-
formance, or in Section VI, Operational Data.
5-6
NOTE
With the airplane clean you can climb. With gear down,
propeller windmilling and cowl flaps open, you will not
be able to maintain altitude.
5-7
During cold weather, your restarts should be completed within a few
minutes after shutdown, since cold oil in the governor passages and
propeller may impede unfeathering.
SINGLE-ENGINE LANDING
Essentially, a single-engine landing is the same as a normal landing,
except that you should allow a larger safety margin during the pre-
landing pattern and final approach. This safety margin is in the form
of more airspeed, a slightly higher pattern and final approach altitude,
and a wider pattern which will eliminate any steeply banked turns.
5-8
Since you have more altitude, your final approach may be higher and
because of the larger pattern you may line up with the runway further
out; thus you will have time to correct for any wind drift, stabilize
your final approach speed and rate of descent and judge more accu-
rately your use of gear and flaps. Also, you can ease off the power
on your good engine a little sooner; rudder trim should be reduced
to neutral as power is decreased.
With full flaps and gear down, level flight cannot be maintained at
full gross weight on one engine; unless time will permit you to clean
up the airplane, do not attempt to go around.
SINGLE-ENGINE GO-AROUND
A single-engine go-around may be executed when it appears this is
the only way to avoid a possible accident. The procedurefollowing
should be used and rapid execution of the individual steps is very
important:
1. Apply full power and correct for yaw as the throttle opens.
Maintain best single-engine rate-of-climb speed.
2. Retract the landing gear and close cowl flaps on dead engine.
3. If flaps are full down, retract to approximately half flap.
4. Retract the remaining flap as soon as practicable to obtain
maximum rate of climb.
5. Trim for single-engine climb.
5-9
opposite wing cells, turn the fuel selector valve handle for the operat-
ing engine to crossfeed and the dead engine selector handle to the
desired fuel cell, either main or auxiliary. An interlock prevents both
fuel selector valves being placed on crossfeed at the same time, which
would fuel supply for both
cut off the engines. The crossfeed system
is designed for level flight only.
CROSSWIND TAKE-OFF
Crosswind take-off procedures differ from into-the-wind technique only
during the latter part of the take-off run and during the actual lift-off.
Wing flap and trim tab settings correspond to a normal take-off
operation. As flying speed is gained, apply forward pressure on the
control wheel to keep the nose gear solidly on the ground for positive
directional control. Counter the crosswind action by holding the wings
level with the ailerons. When you have attained lift-off speed, pull
the aircraft off with a definite back pressure on the control wheel;
relax aileron and rudder pressures to allow the aircraft to establish
its own crab angle. This will effect a straight track in reference to
your ground roll.
OBSTACLE TAKE-OFF
When a maximum of altitude in a minimum of forward distance must
be attained, use 20 degrees of wing flap and set the elevator trim
between "0" and 3 points "nose up," as required; apply full power
and release the brakes. Hold the wings in a near level flight attitude
during the take-off run, until lift-off speed is attained, then smoothly
and positively back pressure to assume a nose-high climb angle.
apply
After you have positively cleared the ground, retract the landing gear
and maintain the nose-high attitude to obtain the maximum angle
of climb until the obstacle is cleared. The best angle-of-climb speed
will allow you to climb clear of an obstruction in the shortest distance.
After you are in the clear, level off and accelerate to normal climb
speed and retract the wing flaps.
5-10
under less than ideal surface conditions, use 20 degrees of wing flap
and adjust the elevator trim from "0" to 3 points "nose up," depending
on the loading; apply full power and release the brakes. The control
wheel should be held well back during the beginning of the take-off
run, to establish the maximum possible angle of attack. As the take-off
run progresses and landing gear drag decreases, the angle of attack
should be gradually reduced for better acceleration to flying speed.
As you become fully airborne, relax back pressure to permit the
aircraft to accelerate, and retract the landing gear. Retract the wing
flaps as normal climb speed is attained.
To land the aircraft in the shortest forward distance, use full flaps and
approach with as little power as practicable. Cross the approach end
of the runway with a slightly nose-high attitude and dissipate the
remaining altitude and airspeed with throttle and elevator coordination
in such manner as necessary to touchdown in the
to cause the aircraft
shortest horizontal distance traveled, just as a stall is reached. The
remaining procedure, after touchdown of the main gear, is determined
by the type of landing surface used and available runway length.
OBSTACLE LANDING
Your final approach must be higher than normal to clear the obstacle
and allow you to set up your desired rate of descent. Use full flaps
and maintain airspeed with elevator control and rate of descent with
power. Hold airspeedclose tolerances as your sharp rate of
within
descent will make it necessary to lead your normal flareout by a
few extra feet of altitude; if necessary, add power. Lower the nose
wheel immediately after the main gear touches down and apply the
brakes as required.
CROSSWIND LANDING
The recognized procedures forlanding are: slipping
a crosswind into
the wind on final approach just
to maintain a straight ground
enough
track and hold a heading to the intended landing strip, and by crabbing.
Usually crabbing into the wind on final approach to correct for drift,
and so maintain a straight track toward the landing strip, will handle
a greater crosswind component than will the slipping approach. In
addition, the crab method maintains normal glide angles and allows
5-11
the best view of the landing area.
BALKED LANDING
Advance the throttles to take-off power and simultaneously apply
sufficientpressure to control column to maintain a safe climb attitude
for your present airspeed. Raise the landing gear, if you are solidly
airborne. Raise the wing flaps. However, do not raise them rapidly
when very close to the ground, because of the rapid loss of lift. Climb
out at best rate-of-climb speed, until you can level off safely.
GEAR-UP LANDING
If you are to make a gear-up landing, make a normal approach and
if possible, choose a hard surface to land on. Use flaps as necessary.
When you are sure of making the runway, close the throttles, move
the mixture control levers to IDLE CUT-OFF, cut the battery master
and alI ignition switches, and turn the fuel selector valves to the OFF
position. Keep the wings level and make the touchdown as gentle as
conditions will permit. If possible, avoid a gear-up landing on soft
ground, since sod has a tendency to roll up into chunks which may
damage the aircraft structure.
5-12
NOTE
After an emergency extension of the landing gear at high
speeds, the landing gear doors and supporting structure
should be inspected for possible damage.
Manually extending the gear will be easier if you can reduce your
airspeed first. Use the following procedure:
FEATHER.
4. Boost pump -
OFF.
5. Ignition switch -
OFF.
6. Generator switch -
OFF.
MAXIMUM GLIDE
Maximum gliding distance can be obtained by feathering both pro-
pellers and retracting the wing flaps, landing gear and cowl flaps. The
glide ratio under this configuration, as shown in the Glide Distance
Chart in Section III, is approximately two and one-half miles of gliding
distance for every 1,000 feet of altitude.
5-13
SECTION VI
Operational Data
All operational data, in the form of graphs or diagrams are grouped
in this section of your owner's manual for quick easy reference. The
data are grouped as nearly as possible in flight sequence and for your
convenience an index is included below.
Having made a flight plan based on estimates taken from the graphs,
you should check your actual performance and review the differences
between your forecast conditions and actual conditions during the
flight, so that your future estimates may be more accurate.
TABLE OF CONTENTS
Page
Normal Take-off ..........................................
6-2
Short Field Take-off .......................................
6-4
Two Engine Time to Climb .................................
6-6
Two Engine Climb Performance ............................
6-7
Single Engine Climb Performance . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-8
Single Engine Emergency Rate of Climb . . . . . . . . . . . . . . . . . . . .
6-9
Fuel Consumption ..................
......................6-10
Cruising Operation .
.......................................6-12
6-1
NORMAL TAKE-OFF DISTANCE
DISTANCE OVER 50 FEET
GROSS WEIGHT 4200 LBS.
ZERO FLAPS
TAKE-OFF SPEED = 85 MPH 73.8 KTS (IAS)
-
STD TEMP
-
NO WIND
25° 50° 75° 100° OAT -
°F
8
6000
4000
GROUND ROLL
APPROX 83%
2000 TOTAL TAKE-
OFF DI5TANCE
SL
2000 3000 4000 5000 6000 7000
TAKE-OFF DISTANCE -
FEET
6000
4000
GROUND ROLL
APPROX. 83%
2000 TOTAL TAKE-
OFF DI5TANCE
SL
2000 3000 4000 5000 6000 7000
TAKE-OFF DISTANCE -
FEET
6-2
NORMAL TAKE-OFF DISTANCE
DISTANCE OVER 50 FEET
GROSS WEIGHT 4200 LBS.
ZERO FLAPS
TAKE-OFF SPEED = 85 MPH/73.8 KTS (IAS)
STD TEMP
- -
6000
< 4000
GROUND ROLL
APPROX 83%
2000 TOTAL TAKE-
OFF DISTANCE
SL
2000 3000 4000 5000 6000 7000
TAKE-OFF DISTANCE -
FEET
8000
6000 /
I
4000
GROUND ROLL
APPROX. 83%
2000 TOTAL TAKE-
OFF DISTANCE
SL
1000 2000 3000 4000 5000 6000
TAKE-OFF DISTANCE -
FEET
6-3
SHORT FIELD TAKE-OFF
DISTANCE OVER 50 FEET
GROSS WEIGHT 4200 LBS.
FLAPS 20 DEGREES
TAKE OFF SPEED 70 MPH/60.8 KTS (IAS)
-
STD. TEMP.
-
NO WIND
0° 25° 50° 75° 100°
OAT - °F
8000
sooo
4000
GROUND ROLL
APPROX 79%
2000 TOTAL TAKE OFF
DISTANCE
SL
1000 1400 1800 2200 2600 3000
TOTAL TAKE OFF DISTANCE - FEET
8000
6000
GROUND ROLL
APPROX 79%
2000 TOTAL TAKE OFF
DISTANCE
SL
1000 1400 1800 2200 2600 3000
TOTAL TAKE OFF DISTANCE -
FEET
6-4
SHORT FIELD TAKE-OFF
DISTANCE OVER 50 FEET
GROSS WEIGHT 4200 LBS.
FLAPS 20 DEGREES
TAKE OFF SPEED 70 MPH/60.8 KTS (IAS)
- -
STD. TEMP.
20 MPH/17.4 KTS HEADWIND
0° 25° 50° 75° 100°
OAT - °F
8000
l sooo
4000
GROUND ROLL
APPROX 79%
2000 TOTAL TAKE OFF
DISTANCE
SL
600
I 1000 1400 1800 2200 2600
TOTAL TAKE OFF DISTANCE - FEET
6000
m 4000
GROUND ROLL
APPROX 79%
2000 TOTAL TAKE OFF
DISTANCE
SL
600 1000 1400 1800 2200 2600
TOTAL TAKE OFF DISTANCE -
FEET
6-5
TWO ENGINE TIME TO CLIMB
Isa-i --
sanil1W GlIYGNVIS
6-6
TWO ENGINE CLIMB PERFORMANCE
20000
CUMB SPEEDS
R
16000 N E
12000
70 75 80 85 90 95 100
IAS -
KNOTS
28000
20000
GROSS
WEIGHT
16000
12000 ,
8000
4 0 OLO
6-7
SINGLE ENGINE CLIMB PERFORMANCE
GROSS WEIGHT 4200 LBS.
GEAR AND FLAPS UP
MAXIMUM CONTINUOUS POWER
INOPERATIVE PROPELLERFEATHERED
COWL FLAP FULLYOPEN
-
STD TEMP
-
8000
I
us
6000
BEST BEST
ANGLE RATE
OF OF
CLIMB CUMB
a 4000
2000
SL
98 100 102 104 106 108
lAS -
MPH
lilll!
84 86 88 90 92 94
IAS -
KNOTS
100° 75°50° 25° 0° OAT -
°F
8000
4ooo
2000
SL -
-100
6-8
z
GEAR DOWN GEAR UP
PROPELLERWINDMILLING PROP LLERFEATHERED
100 MPH (IAS) BE -T R/C SPEED
10000
GROSS
WEIGHT
4000 GROSS
T
LH
4 0
LLBS
2000 3
r-
SL \
200 0 800 1000
-
RATE OF CLIMB FT/MIN
FUELCONSUMPTION
STANDARD ALTITUDE -
FEET
46
42
7 00 5 00 3000 SL
38
34
30 75
22
18 45
14
10
80 100 120 140 160 180
6-10
ALTITUDECONVERSION
°F
EXAMPLE: IF AMBIENT TEMP. IS 80 AND
PRESSUREALT. IS 4000 FEET, THE STANDARD
ALT. 15 6000 FEET AND 1/v7 15 1.093
TAS=CAS X 1/
1/vT
1.60
28
1.56
-
1.52
-
1.48
24
1.44
0.96
-80 -40
0 40 (O 120 -°F
TEMPERATURE
6-11
CRUISING OPERATION
12000
10000
8000
6000
4000
oooo
m a mm
2000 m o
SL
140 160 180 200 220 240
TRUE AIRSPEED MPH ·-
110 120 130 140 150 160 170 180 190 200
TRUE AIRSPEED -
KNOTS
6-12
28
24
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400
-
RANGE NAUTICAL MILES
24000
16000
16000
I-
I
12000 194.0 MPH TAS (168.5 KTS)
O 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400
-
RANGE NAUTICAL MILES
24000
16000
12000
8000
200 MPH TAS (173.5 KTS)
4
-'
30 FPS GUST
45 FPS GUST
30 FPS GUST
45 FPS GUST
CAUTION RANGE
1 DANGEROUS
2 OPERATIONS
RANGE
3 3.0-
4
425 PROHIBITED
OPERATION
O 50 100 150 200 250 300
INDICATED AIRSPEED -
MPH
6-18
ACCELERATEAND STOP DISTANCE
3000
2800
2600
2400
n. 2200
O
2000
1800
1600
1400
1300
60 70 80 90 100 110
DECISION SPEED ·- MPH-IAS
Illli
50 60 70 80 90
DECISION SPEED KNOTS -lAS
-
6-19
NORMAL LANDING
DISTANCE OVER 50 FEET
GROSS WEIGHT 4200 LBS
FLAPS 28 DEGREES
APPROACHED SPEED AT 50 FEET= 91 MPH/78.8 KTS (IASI
-
STD. TEMP.
-
NO WIND
0° 25° 50° 75° 100° °F
OAT -
8000
I soooi
4000
GROUND ROLL
/ APPROX. 46%
TOTAL LANDING
DISTANCE
2000
SL
2200 2400 2600 2800 3000 3200
TOTAL LANDING DISTANCE -
FEET
80
I 6000
4000
GROUND ROLL
APPROX 46%
TOTAL LANDING
DISTANCE
2000
SL
1800 2000 2200 2400 2600 2800
TOTAL LANDING DISTANCE -
FEET
6-20
NORMAL LANDING
DISTANCE OVER 50 FEET
GROSS WEIGHT 4200 LBS
FLAPS 28 DEGREES
APPROACHED SPEED AT 50 FEET 91 MPH/78.8 KTS (IAS)
=
STD. TEMP.
- -
6000
4000 /
GROUND ROLL
APPROX 62%
TOTAL LANDING
DISTANCE
2000
SL
1200 1400 1600 1800 2000 2200 2400
TOTAL LANDING DISTANCE ·-
FEET
8000
I sooo /
4000
GROUND ROLL
APPROX 62%
TOTAL LANDING
DISTANCE
2000
SL
1000 1200 1400 1600 1800 2000
TOTAI, LANDING DISTANCE -
FEET
6-21
SHORT FIELD LANDING
DISTANCE OVER 50 FEET
GROSS WEIGHT 4200 LBS
FLAPS28 DEGREES
APPROACHED SPEED AT 50 FEET= 85 MPH/73.8 KTS(IAS)
STD. TEMP.
- -
NO WIND
0° 25° 50° 75°100° °F
OAT -
I sooo
w 4000
GROUND ROLL
APPROX. 62%
TOTAL LANDING
DISTANCE
2000
SL --- - A - -- - -
8000
sooo
4000
GROUND ROLL
APPROX.62%
TOTAL LANDING
DISTANCE
2000 --
6-22
SHORT FIELDLANDING
DISTANCE OVER 50 FEET
GROSS WEIGHT 4200 LBS
FLAPS 28 DEGREES
APPROACHED SPEED AT 50 FEET= 85 MPH/73.8 KTS (IAS)
-
STD. TEMP.
-
6000
4000
GROUND ROLL
APPROX 62%
TOTAL LANDING
DISTANCE
2000
SL
800 1000 1200 1400 1600 1800
TOTAL LANDING DISTANCE -
FEET
6000
m 4000
GROUND ROLL
APPROX 62%
TOTAL LANDING
DISTANCE
2000
SL
00 800 1000 1200 1400 1600
PREVENTIVE MAINTENANCE
Preventive maintenance is a program designed to keep things from
going wrong or not going at all, or quitting before they should reason-
ably be expected to quit.
7-1
factory training in BEECHCRAFT servicing techniques as well as
FAA certificates in power plant, airframe and radio maintenance. A Cer-
tified Service Station must be an FAA approved repair station or employ
and A and P mechanic with inspection authorization. Certified Service
Stations also benefit from frequently scheduled mechanics' training
schools held at BEECHCRAFT distributors and from the visits of fac-
tory service representatives to the end that their personnel are kept
informed of the latest techniques in servicing BEECHCRAFT airplanes.
7-2
YOUR SERVICE INFORMATION KIT
In addition to this handbook and the FAA Approved Airplane Flight
Manual, the service information kit issued with your Travel Air con-
tains a copy of the official BEECHCRAFT Certified Service Station
Directory, an abbreviated check list, engine operator's manual, pro-
peller manual, radio manual, and a horsepower calculator for reference
in flight.
GROUND HANDLING
Knowing how to handle the airplane on the ground is fully as im-
portant as knowing how to handle it in the air. In addition to taxiing,
parking and mooring, you may find it necessary to maneuver into a
hangar by hand or with a tug; or to jack up a wheel. Doing these
jobs is not difficult, but if they are done incorrectly, structural damage
may result.
So that you may make certain a strange hangar with doubtful clearance
is adequate, the three-view drawing on Page vi shows the minimum
7-3
hangar clearances for a standard airplane. You must, of course, make
allowances for any special radio antennae you have installed; their
height should be checked and noted on the drawing for future reference.
NOTE
Do not walk on the wing walk while the airplane is on
the main wheel jack.
Towing
To tow the Travel Air, attach the hand towbar to the tow lug on the
nose gear lower torque knee. One man can move the aircraft on a
smooth and level surface with the towbar.
CAUTION
Do not push on propeller or control surfaces. Do not
place your weight on the horizontal stabilizers to raise
the nose wheel off the ground. When towing with a tug,
observe turn limits to prevent damage to the nose gear.
7-4
EXTERNAL POWER (Optional Equipment)
Before connecting an auxiliary power unit, turn off the battery and
generator switches and any
electrically other
operated equipment (if
alternators are installed, they also should be turned off) If the aux- .
iliary power unit does not have a standard AN type plug, check the
polarity of the unit and connect the positive lead to the center terminal
and the negative lead to the remaining large terminal of the aircraft's
external power receptacle located on the outboard side of the left nacelle.
Since the aircraft has a negative ground system, a negative ground
auxiliary power unit is required.
After the engines have been started and the auxiliary power unit discon-
nected, the electrical system switches may be turned on and normal
procedures resumed.
Recharging a battery without removing it from the aircraft may be
accomplished by connecting a known negative ground auxiliary power
unit to the aircraft's external power receptacle and turning on the
battery master switch. In case of an extremely weak battery, removal
and pre-charging may be necessary, since the battery may not have
sufficient capacity to close the battery solenoid.
CAUTION
If the power unit is not a negative ground, a battery fire
may result when the battery master switch is turned on.
If external power is used to check radio equipment, make
certain that the polarity is correct and that the battery
master switch is on, to prevent damage to transistors from
voltage transients.
Since the alternator and electronic voltage regulator are designed for
use on only one polarity system, the following precautionary measures
MUST be observed when working on the charging circuit. Failure to
observe these precautions will result in serious damage to the electrical
equipment.
SERVICING
The following service procedures will keep your Travel Air in top
condition between visits to your Certified Service Station. These proce-
dures were developed from engineering information, factory practice
and the recommendations of engine and parts suppliers, as well as
operating experience with thousands of BEECHCRAFT airplanes using
identical or similar components. They are the essence of preventive
maintenance.
Magnetos
Ordinarily, the magnetos will require only occasional adjustment,
lubrication and breaker point replacement, which should be done by
your Certified Service Station.
CAUTION
To be safe, treat the magnetos as hot whenever a switch
lead is disconnected at any point; do not have an
they
internal automatic grounding device. The magnetos may
be grounded by replacing the
lead at the noise
switch
filter capacitor with is grounded to the
a wire which
engine case. Otherwise, all spark plug leads should be
disconnected or the cable outlet plate on the rear of the
magneto should be removed.
NOTE
The special preservative oil which is in the engines of the
Travel Air when the airplane is delivered from the fac-
tory, should be changed for normal oil after 25 hours of
engine operation.
The oil may be drained by opening the drain valve from the bottom
inboard side of the oil sump, the low spot of the system. The engines
should be warmed up to operating temperature to assure complete
draining of the oil. Moisture that may have condensed and settled
in the oil sump should be drained by occasionally opening the drain
CAUTION
Under no circumstances should such materials as "top
cylinder lubricants," "dopes," or "carbon removers" he
used. These products may cause damage to the engine,
and their presence in an engine will void the owner's
warranty. The use of automotive lubricants is also
grounds for rejection of any warranty claims.
7-7
When an engine has been operating on straight mineral oil for more
than 100 hours, a change to detergent oil should be made with caution,
since the cleaning action of a detergent oil will tend to loosen sludge
deposits and cause plugged oil passages. In fact, if any engine that
has been operating on straight mineral oil is known to be excessively
dirty, the change to detergent oil should be deferred until after
overhaul.
Open each of the snap type fuel drains daily to allow contaminated fùel
to drain from the system. The sump drains extend through the bottom
of the wing skins; two drains are located at the system low spots to
drain the interconnecting lines and extend through the bottom of the
fuselage center section skin; the fuel strainers, which are provided
with drains, are located in the wheel wells.
7-8
aged strainer "O" should be replaced.
rings After reinstallation, a
check should be made for leakage. Future fuel system maintenance
may be minimized by placing caps over fuel hoses and. fittings during
maintenance operations.
CAUTION
Never leave the fuel cells completely empty or the cell
inner liners may dry out and crack, permitting fuel to
diffuse through the walls of the cell after refueling. If
cell is to be left empty for a week or more, spray inner
liner with a light coat of engine oil.
The following procedure may be used for servicing both the main and
nose gear shock struts.
1. Remove the air valve cap and depress the valve core to release
the air pressure.
WARNING
Do the air valve assembly until all air pres-
not unscrew
sure has been released or it may blow off, causing injury
to personnel or damage to equipment.
2. With the weight of the airplane on the gear, slowly loosen the
valve body assembly until all air has escaped, then remove the
valve body assembly.
3. Extend the strut ¼ inch from the fully deflated position.
4. Fill the strut to the level of the valve body assembly with hydraulic
fluid.
5. Slowly extend the strut an additional ½ inch and replace the
valve body assembly.
7-9
6. Depress the valve core and completely compress the strut to re-
lease excess air and oil.
CAUTION
If a compressed air bottle containing air under extremely
high pressure is used, care should be exercised to avoid
over-inflating the strut.
Since it is essential to long service life that the shock strut pistons be
clean free from foreign material that might score their surfaces,
and
the pistons should be cleaned with a soft cloth containing hydraulic
fluid whenever they are dirty or show evidence of grit.
The ring-disc
hydraulic brakes require no adjustments, since the pistons
move to compensate for lining wear. A clearance of 1/32 inch or
less between the brake housing and the torque flange indicates the
need for lining replacement. Anvil lining worn to a thickness of 5/32
inch, as measured from the rubbing surface to the back of the lining
center, should be replaced. Piston lining should be replaced when
worn to a thickness of 15/16 inch, as measured from the rubbing
surface to the bottom of the metal support at the center.
Discs should be checked for small nicks or sharp edges which could
damage the brake linings. Worn, dished or distorted brake discs, should
be replaced. The fluid reservoir, accessible through the forward bag-
gage compartment, should be checked regularly and a visible fluid
level maintained on the dip stick at all times. Refer to the Consum-
able Materials Chart for hydraulic fluid specification.
I
Your TravelAircan be equipped
the main
7-10
and nose landing gear
with either tubeless, or tube-type tires on
wheels. The tubeless type tire installa-
14 12 22 20 8 15 15 14 1 1 :
13 23 1 19 II 6 13 13 12
3 13
I I i I
ONMLX J IH
A C
3
8 0
oo
7-14
E I
G N
H 0
7-15
tion uses a special
wheel design with no valve stem hole. Inflation is
accomplished through a self sealing sidewall type valve in the tire.
These tubeless tires cannot be used on tube-type wheels, nor can tube-
type tires Le used on wheels designed for sidewall inflating tires the -
difference being either the absence, or presence of the tube valve stem
hole in the wheel casting. Modification of these castings to include
valve stem holes for converting tubeless tires to tube-type may be made
if desired. Tube-type tires and wheels are standard equipment. Tube-
less type tires are optional. Inflation of the tube-type tires is of course
accomplished in the usual manner. A tubeless tire may be inflated as
follows:
1. Lubricate the inflating needle. Use the lubricant provided with
the needle.
2. Work the lubricant into and around the guide hole in the valve
on the side of the tire.
CAUTION
The valve opening and needle shouldbe well lubricated
before the needle is inserted. Never insert the needle
into a dry valve.
3. Insert the inflating needle into the tire filler valve opening with
a rotating motion.
CAUTION
Do not Force the needle into the valve; relubricate as
required.
Inflate both the 6.50-8 main wheel tires to 50 psi, and the 5.00-5 nose
wheel tire to 50 psi. Either the tubeless or the tube-type tires are in-
flated to the same pressure. lVIaintaining proper tire inflation will min-
imize tread wear and aid in preventing tire rupture caused from run-
ning over sharp stones and ruts. When inflating tires, visually inspect
them for cracks and breaks.
7-17
thoroughly with cleaning solvent; if possible, use an air blast for
drying. After the filters are completely dry, saturate with clean en-
gine oil and allow to drain before reinstallation.
Propellers
Since propellers are subject to wear and atmospheric conditions, blades
and hub should be periodically checked for oxidation and corrosion.
Brush corroded or oxidized areas with a phosphatizing agent to remove
superficial corrosion, then smooth etched and pitted areas by buffing
(by hand) with an aluminum polish.
The anti-icer
tank is located beneath the floor on the left hand side of
the forward utility compartment. The tank has a capacity of 3 U. S.
gallons of anti-icer fluid (see Consumable Materials Chart) The .
7-18
Servicing the Deicer System (Optional)
The Light Weight Deicer System in your Travel Air will be charged
to a reservoir pressure of 2800±200 psi prior to delivery. Maximum
operating pressure for the system is 3000 psi, charged with DRY,
oil-free, compressed air or nitrogen.
Deicer boots installed on the leading edges of the wings and em-
pennage are supplied with inflation pressure from the reservoir, which
is mounted in the upper section of the forward utility compartment.
The reservoir may be charged through a filler valve using any stand-
ard high pressure hose.
To service the reservoir, first remove the yellow safety cap on the
reservoir filler valve and connect a high pressure charging line to
the filler valve.
WARNING
Never service the system with oxygen, explosive gases,
or corrosive gases. Always observe the maximum pres-
sure limitation of 3000 psi.
WARNING
Keep hands, tools, clothing, and oxygen equipment clean
and free from grease and oil. KEEP FIRE AWAY
FROM OXYGEN.
7-19
l. Check pressure by slowly opening the shut-off valve on
cylinder
the oxygen panel and noting the gage reading.
console (The shut-
off valve on the oxygen cylinder must also be open.) If the
oxygen cylinder is equipped with a gage, system pressure may
be checked at the cylinder.
CAUTION
Always open the shut-off valves slowly to prevent damage
to the system.
2. Close all shut-off valves, remove the cap from the oxygen cylinder
filler valve, and attach the recharging outlet.
3. Open the cylinder shut-off valve and fill the system to 1800 psi.
4. Close the cylinder shut-off valve, remove the recharging outlet,
and replace the filler valve cap.
5. Reopen the cylinder shut-off valve to prepare the system for use.
Engine
The engine may be cleaned with kerosene, white furnace oil, Stod-
dard solvent, or any standard engine clearling solvent. Spray or brush
the solvent over the engine, then wash off with water and allow to
dry. Blow excess oil off the engine with compressed air.
Exterior Cleaning
Prior to cleaning the exterior, cover the wheels, making certain the
brake dises are covered. Attach pitot covers securely, and plug or
mask off all other openings. Be particularly careful to mask _off both
static air buttons before washing or waxing.
CAUTION
Do not apply wax or polish for a paint cure period of 90
days after delivery. Waxes and polishes seal the paint
from the air and prevent curing. For uncured painted
surfaces, wash only with cold or lukewarm (never hot)
water and a raild non-detergent soap. Any rubbing of
7-20
the painted surface should be done gently and held to
a minimum to avoid cracking the paint film.
The airplane should be washed with a mild soap and water. Loose
dirt should be flushed away first with clean water. Harsh, abrasive
or alkaline soaps or detergents which could cause corrosion or make
scratches should never be used.
Interior Cleaning
The seats, rugs, upholstery panels, and head lining should be vacuum
cleaned frequently to remove as much surface dust and dirt as possible.
Commercial foam type cleaners or shampoos can be used to clean
rugs, fabrics, or upholstery. However, be sure to follow the cleaner
manufacturer's instructions.
NOTE
7-21
INSPECTION
Correct servicing being half the secret of preventive maintenance,
the other half is inspection. Proper servicing will prolong the life
of your Travel Air and careful regular inspections will not only
assure that servicing has been done correctly, but will disclose minor
troubles so that they can be corrected before they become malfunctions.
Patronize your BEECHCRAFT Certified Service Station. They are
equipped and especially trained to service your Travel Air.
LOCATION NUMBER
Rotating Beacon . . . . . . . . . . . . . . . . . . . . . . .
.A-7079A-24
7-22
CONTROL SURFACE CHART
1. Lubricating Grease,
High Temperature MIL-G-3545
3. Lubricating Grease,
(General Purpose) MIL-G-7711
6. Engine Oil
Avergge Ambient
Air Temperature Single Viscosity Multi-Viscosity
for Starting Grade Grade
Above 60°F SAE 50 SAE 40 or SAE 50
30° to 90°F SAE 40 SAE 40
0° to 70°F SAE 30 SAE 40 or 20W-30
Below 10°F SAE 20 SAE 20W-30
7-23
CONSUMABLE MATERIALS CHART (Cont.)
NOTES
7-24
SAFETYMAINTENANCE SCHEDULE
COMPONENT OVERHAUL OR REPLACE
LANDING
GEAR
Brake master cylinder Every 1000 to 1200 hours.
Parking brake valve Every 1000 hours.
Wheel brake assembly Inspect at lining replacement.
Main gear assemly Every 1000 hours.
Nose gear assembly Every 1000 hours.
Shimmy dampener Every 1000 hours.
Landing gear actuator Every 1000 hours.
assembly and motor
WINGFLAPS
Flap motor and gearbox Every 1000 hours.
Flap actuator Every 1000 hours.
POWERPLANT
Engine *Every 800 hours.
Propeller To coincide with engine overhaul
at 500 to 1000 hours.
Propeller governor Every 1000 hours or at engine change
due to internal engine failure.
Fuel injection regulator At engine overhaul.
Oil cooler Every 800 hours or at engine change
due to internal engine failure.
Oil separator At each engine overhaul or change.
Vacuum pump At engine overhaul.
Magnetos At engine overhaul.
Starter At engine overhaul.
Generator At engine overhaul.
All hose Replace every 1000 hours or 5 years
from date of manufacture.
*Two extensions of 25% are permissible if the engine checks satisfactorily.
7-25
SAFETY MAINTENANCE SCHEDULE (Contd.)
FUELSYSTEM
Fuel selector valves Every 1000 hours.
Auxiliary fuel pump Every 1000 hours.
Fuel quantity transmitters Replace when necessary.
Fuel check valves Inspect eYery 24 months.
Replace when necessary.
Fuel drain valves Replace every 72 months.
All hose Replace every 1000 hours or 5 years
from date of manufacture.
ELECTRICAL
SYSTEM
Landing gear dynamic brake Replace every 1000 hours.
relay
Battery master relay Replace every 1000 hours.
Starter relay Replace when necessary.
Starter vibrator Replace when necessary.
Voltage regulator Every 1000 hours.
Paralleling relay Every 1000 hours.
Heater blower Every 1000 hours.
Heater igniter Replace after every 2000 hours of
heater operation.
UTILITY
SYSTEMS
Cabin heater Overhaul and pressure test after ev-
ery 500 hours of heater operation.
Heater fuel pump Replace when defective.
Heater fuel shut-off valve Every 12 months.
Deicer reservoir As required.
7-26
SAFETY MAINTENANCE SCHEDULE (Contd.)
UTILITY
SYSTEMS
(Contd.)
Propeller anti-icer pump Every 1000 hours.
Oxygen regulator Every 800 hours or 24 months.
Oxygen cylinder Every 5 years.
All hose Replace every 1000 hours or 5 years
from date of manufacture.
INSTRUMENTS
Manifold pressure gage Every 1000 hours or 24 months.
7-27
TOPICAL INDEX
A P=s•
Page Duration Table . . . . . . . . . . . . . .
3-5
Air Intake Filters . . . . . . . . . . . . . .
.7-17
Servicing the System . . . . . . . . .
.7-19
Airspeed Limitations . . . . . . . . . . . .
3-3
Anti-Icer, Propeller . . . . . . . . . . . .
.4-14
E
Servicing the System 7-18 1-10
. . . . . . . . .
Electrical System . . . . . . . . . . . . . . .
Certified Service . . . . . . . . . . . . .
7-1 Failure During Take-on 5-5 . . . . . . . .
Service Publications . . . . . . . . . . .
7-2 Go-Around, Single 5-9 . . . . . . . . . . .
Landing Check . . . . . . . . . . . . . .
2-4 Landing, Single 5-8 . . . . . . . . . . . . . .
Starting Check . . . . . . . . . . . . . .
2-3 Operation Single 5-1 . . . . . . . . . . . . .
Take-o¾ Check . . . . . . . . . . . . . .
2-4 Operation Limitations 3-4 . . . . . . . . .
Belts, Safety . . . . . . . . . . . . . . . . . .
1-16 Out Procedure, Simulated One 5-2 . .
Shutdown
C Starting 2-3, 4-2 .
..................4-12
. . . . . . . . . . . . .
edntSer
. . .
pa p
rt ce, ÃEC
Equ Optional . . . . . 1 0
Extension, Landing Gear Emergency 5-12
Before Landing 2-4
Exterior Cleaning
. . . . . . . . . . . . . .
2-4
.7-20
. . . . . . . . . . . .
Take-off
.
Before . . . . . . . . . . . . . .
External Power . .
7-5
2-3
. . . . . . . .4-13,
Before Starting
. .
. . . . . . . . . . . . . .
Shutdown ..................
2-4
Starting ....................
2-3
Climb .......................
4-5 Filters, Air Infake ..............7-17
Exterior . . . . . . . . . . . . . . . . . . .
.7-20
Interior ....................7-21
Flight Controls ................. 1-2
Windshield and Windows . . . . .
.7-21
Flight, Instrument . . . . . . . . . . . . .
.4-17
................
1-5 G
Control Surface Chart . . . . . . . . . .
.7-23 Gear Up Landing . . . . . . . . . . . . . .
5-12
Control Tower Visibility . . . . . . . .
.1-15 Gear, Landing . . . . . . . . . . . . . . . .
1-2
Cross Feed, Single Engine Operation Glare Shield, Instrument Panel . . . .
1-17
on ....-.................
5-9 Glide, Maximum ...............5-13
7-28
Page
Page Operational Data . . . . . . . . . . . . . .
6-1
1-16 Optional Equipment
Landing Gear
.1-20
Duration Table
Inspection . . . . . .
.7-22
. . . . . . . . . . . . . .
Exterior ....................
4-1 Operation ..................4-16
Preflight ...................
2-2 Servicing ..................7-19
Instrument Flight . . . . . . . . . . . . .
.4-17
Instruments . . . . . . . . . . . . . . . . . .
1-8 Parts and Service Operations,
Interior Cleaning . . . . . . . . . . . . .
.7-21
BEECHCRAFT . . . . . . . . . . . . . . . .
7-3
Power, External . . . . . . . . . . . .4-13,
7-5
Power Plants .................
1-4
7-4 Power Plant Controls 1-5
Jacking, Main Wheel . . . . .
. . . . . . . . . . . .
2-2
. . . . . .
Preflight Inspection . . . . . . . . . . . . .
'¯"
K "°"""""
Publications, BEECHCRAFT Service . .
7-2
Kit, Your Service Information . . . . .
7-3
R
L Restarting inoperative Engine . . . . .
5-7
Lamp Replacement Guide . . . . . . .
.7-22
Landing Lights . . . . . . . . . . . . . . . .
1-16 Maintenance Schedule . . . . . . .
.7-25
Landing Service
Balked . . . . . . . . . . . . . . . . . . .
.5-12
BEECHCRAFT Certified . . . . . . . . .
7-1
Crosswind . . . . . . . . . . . . . . . . .
.5-11
Bulletins and Service Letters . . . .
7-2
Gear Up ...................5-12
Information Kit .............
7-3
Lights . . . . . . . . . . . . . . . . . . . .
.1-16
Publications, BEECHCRAFT . . . . . .
7-2
Night .....................4-11
Schedule ...................7-12
Normal ....................4-11
Servicing
Obstacle.. .................5-11
The Anti-Icer System ..........7-18
Lubrication Chart . . . . . . . . . . . . .
.7-14
The Brakes . . . . . . . . . . . . . . . .
.7-10
7-9
Magnetos 7-5 ............
Maintenance
. . . . . . . . . . . . . .
7-1
The Oxygen System .7-19
Preventive
. . . . . . . . .
. . . . . . . . . . . . . . . . . .
Tubeless Tires .
.7-10
Schedule, Safety
. . . . . . . . . . . . .
2-4
.7-25
. . . . . . .
Shutdown Check
. . . . .
Maneuvers
...............
.................3-6,4-9
. . . .
Single Engine
Go-around ..................
5-9
O tanain, ....................
s.s
Obstacle Procedure, Normal . . . . . . . . . . . .
5-5
Landing ...................5-11
Operation ..................
5-1
Take-on . . . . . . . . . . . . . . . . . .
.5-10
Operation on Cross Feed . . . . . . .
5-9
Oil System ...................
1-8 Speeds
Servicing the ................
7-6 Climb .....................
3-2
Operation Landing . . . . . . . . . . . . . . . . . . . .
3-3
From Unimproved Field . . . . . . .
.5-10
Stall . . . . . . . . . . . . . . . . . . . . . .
3-3
On Crossfeed, Single Engine . . . .
5-9 Take-on . . . . . . . . . . . . . . . . . . . .
3-2
Single Engine . . . . . . . . . . . . . . .
5-1 Stall Warning Indicator . . . . . . . . .
.1-16
7-29
Page Page
ChecÑ . . . . . . . . . . . . . . . . . . . . .
2-3 Turbulent Air, Flight Through . . . .
.4-10
System
Electrical .......... .........1-10
Fuel .......................
1-6
Heating and Ventilating . . . . .
.1-12
Vacuum System . . . . . . . . . . . . . .
.1-14
Oil . . . . . . . . . . . . . . . . . . . . . . .
1-8 Ventilating and Heating System. . . .
1-12
Servicing the Anti-Icer . . . . . . .
.7-18
Visibility, Control Tower . . . . . . . .
.1-15
141
Servicing the Oxygen . . . . . . . .
.7-19
or, Stall
Vacuum 1-14
. . . .
Weather Operation,
. . . . . .
Cold
. . . . . . . . . . . . . .
.4-12
. . . . . . .
Obstacle ...................5-10
Taxiing ......................
4-3
Tires, Servicing Tubeless . . . . . . . .
.7-10
Towing . . . . . . . . . . . . . . . . . . . . . .
7-4 Zero Thrust Graph, Use of the . . . .
5-3
7-30