ESSNA

ESSNA MORE PEOPLE

FLY CESSNA
BUY AND
AlRPLANES
THAN ANY OTHER MAKE
PICHUP
LHAGOD
TAKE YouR CESSNA HOME
TRUCH
FOR SERVICE AT THE SIGN
OF THE CESSNA SHIELD".

1975
1975

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS -

WORLD'S LARGEST PRO-

OWNER'S
OF GENERAi
DUCER
AVIATION ATRCRAFT MANUAL
SINCE 1956
 SERVICING *
PERFORMANCE REQUIREMENTS
WITH NO DISPERSAL EQUIPMENT INSTALLED
FUEL:
GRADE (230 HP Engine) 80/87 Minimum Grade Aviation Fuel.
--

AOpickup AGpickup AGwagon Aotruck AlÌernate fuelS which are also approved are:
ENGINE AND PROPELLER 230 HP Engine 230 HP Engine 300 HP Engine 300 HP Engine
100/130 Low Lead AVGAS (maximum lead content of 2 cc per gallon)
CONFIGURATIONS Fixed Pit<h constant speed constant speed conston, s,..a 100/130 Aviation Grade Fuel (maximum lead content of 4.6 cc per
Propeller Propeller Propeller Propeller gallOR)

NOTE

When substituting a higher octane fuel, low lead AVGAS

100 should be used whenever possible since it will re-
GROSS WEIGHT . . . . . . . . . . 3300 lbs 3300 lbs 3300 lbs 3300 lbs SUlÌ in leSs lead contamination of the engine.
SPEED, BEST POWER MIXTURE:
Top Speed at Sea Level . . . . . . . 119 mph at 138 mph at 151 mph at 151 mph at
td 26 rpm tdp rer max. Contr. power 7m5a cont. Fewer
Cruise Speed . GRADE (300 HP Engine) 100/130 Minimum Grade Aviation Fuel.
--

"
. . . . . . . . .

6°°" (6
100/130 Low Lead AVGAS with a lead content limited to 2 cc per
RANGE, EXTENDEDRANGEMIXTURE: gallOn is also approved.
cr po ower Ts power er
CAPACITY OF FUSELAGE TANK 37 Gallons. --

s
116 mph
$s s
128 mph
Ë$Îis
140 mph
CAPACITY OF WING TANKS (TOTAL) 56 Gallons. --

Cruise . . . . , . . .
--- ---
475 mi 475 m NOTE
54 Gallons. No Reserve --- ---
3.4 hrs 3. 4 hrs
f7mh mh
RATE OF CLIMB AT SEA LEVEL 710 fpm 755 fpm f Düe tO CTOSS-feeding between wing tanks, the tanks should
.
, . . .

(E CE ILING 13,000ft 13,700ft 15,700ft 15.700ft

. . . . . . . . . .

be re-topped after each refueling to assure maximum

Ground Run . . . . . . . . . . . 845 ft 805 ft 610 ft 610 ft gg gggg
Total Distance Over 50-Foot Obstacle. 1365 ft 1320 ft 970 ft 970 ft
LANDING:
GroundRoll . . . . . . . . . . . . 420ft 420ft 420ft 420ft
STALTotal DiESDtanceOver 50-Foot 1265
Obstacle, 1265 ft 1265 ft ft 1265 ft
LA ND ING GE A R:
Fl2ps Up, Power Off 61 mph 61 mph 61 mph 61 mph
..
. . . . . . . .

Fl2ps Down, Power Off . . . . . 57 mph 57 mph 57 mph 57 mph

MAIN WHEEL TIRE PRESSURE --

35 PSI on 8.00-6, 6-Ply Rated Tires.

35 PSI on 22x8. 00-8, 6-Ply Rated Tires.
25 PSI on 8. 50-10, 6-Ply Rated Tires.
TAIL WHEEL TIRE PRESSURE -- 60-70 PSI on 2.80-8, 4-Ply Rated Tire.
50-60 PSI on 3. 50-10, 4-Ply Rated Tire.
BRAKE SYSTEM -- MIL-H-5606 Hydraulic Fluid

ENGINE-DRIVEN HYDRAULIC PUMP SPRAY SYSTEM:

HYDRAULIC FLUID RESERVOIR --

Fill to marking on dipstick with Dexron or Type "A" Automatic Trans-

mission Fluid. Pressurize with air to 15-20 PSL
This manual covers operation of the AGpickup which is certified as Model 188B,
and the AGwagonand AGtruck which are certified as Model Al88B under FAA
For complete servicing requirements,
Type Certificate No. A9CE.
refer to the aircraft Service Manual.
 SERVICING REQUIREMENTS*
PERFORMANCE
ENGINE OIL: WITH LIQUID DISPERSAL SYSTEM INSTALLED

GRADE --
Aviation Grade SAE 50 Above 40°F.
Aviation Grade SAE 10W30 or SAE 30 Below 40°F. AGpickup* AGpickup** AGwagon** AGtruck**
Multi-viscosity oil with a range of SAE 10W30 is recommended for
ENGINE AND PROPELLER
improved starting in cold weather. Ashless dispersant oil, conform- 230 HP Engine 230 HP Engine 300 HP Engine 300 HP Engine
coNFIGURATIONS Fixed Pitch constant Speed constant speed constant Speed
ing to Continental Motors Specification MHS-24A, must be used. Propeller Propeller Propeller Propeller

NOTE
Your Cessna was delivered from the factory with a cor-
rosion preventive aircraft engine oil. If oil must be
added during the first 25 hours, use only aviation grade
GROSS WEIGRT 3300 lbs 3300 lbs 3300 lbs 3300 lbs
to Specification No.
. . . . . . . . . . . .

straight mineral oil conforming SPEED, BESTPOWERMIXTURE:

2M608IL-LM

•
Top Speed at Sea Level . . . . . . . 105 mph at
rated 2600 rpm
112 mph at
rated power
121 mph at
max, cont. power
. 121 mph at
max. cont. power
CruiseSpeed. . . . . . . . . . . . 75%power 75%power 75%power 75%power
at 5000 ft at 6500 ft at 6500 ft at 6500 ft
CAPACITYOF ENGINE SUMP 12 Quarts.
--

RANGE, EXTENDED RANGE MlXTURE:

90mph 101mph 114mph 114mph

Do not operate on lessthan9 quarts. To minimise loss of oil through Cruise

36.5 Gallons,
. . . . . .

No Reserve
. . . . . . . . 75Ÿopower
at 5000 ft
75%power
at 6500 ft
75%power
at 6500 ft
75%power
at 6500 It
breather, fill to 10 quart level for normal flights of less than 3 hours. 235 mi 2eomi 260 mi
h
For extended flight, fill to 12 quarts. These quantities refer to oil
e
Ëõ hnrsh
1 ph .
dipstick level readings. During oil and oil filter changes, one addi- se .oas

& Lane s
tional quart is required when the filter element is changed. RATE OF CLIMB AT SEA LEVEL . . . . 40 fpm 505 fpm
3
f
mh mh

SERVICE CEILING . . . . . . . . . . . 6500 ft 8400 ft 11, 100 ft 11, 100 ft

NOTE TAKE-OFF:
Ground Run . . , , . . . . . . . . 1120 ft 940 ft 680 ft 680 ft
:Distance Over 50-Foot Obstacle 1620 ft 1090 ft
The dipstick is marked with four lines representing the LANDI
1920 ft 1090 ft

six, eight, ten and twelve quart levels. The bottom line Ground Roll
Total Distance
. .

Over 50-Foot
. . . . . . .

Obstacle
. . . 420 ft
1265 ft
420 ft
1265 ft
420 ft
1265 ft
420 ft
1265 ft
is the six quart level and the top line is the twelve quart STALL SPEED:
a o orr a
(full) level. The opposite side of the dipstick has two
x marks; these should be disregarded on this aircraft.

OIL AND OIL FILTER CHANGE --

After the first 25 hours of operation, drain engine oil sump and clean
the oil pressure screen. If an oil filter is installed, change filter
element at this time. Refill sump with straight mineral oil and use
until a total of 50 hours has accumulated or oil consumption has sta-
bilized; then change to dispersant oil. On aircraft not equipped with
an oil filter, drain the engine oil sump and clean the oil pressure *Fan-Driven Wstem
screen each 50 hours thereafter. On aircraft which have an oil filter, **Engine-DrivenRydraulic Pump
the oil change interval may be extended to 100-hour intervals, pro-
viding the oil filter element is changed at 50-hour intervals. Change
engine oil at least every 6 months even though less than the recom-
mended hours have accumulated. Reduce intervals for prolonged
operation in dusty areas, cold climates, or when short flights and
long idle periods result in sludging conditions.
 SPECIFICATIONS

AGpickup AGpickup AGwagon AGtruck

ENGINE AND PROPELLER 230 HP Engine 230 HP Engine 300 HP Engine 300 HP Engine
CONFIGURATIONS Fixed Pitch Constant Speed Constant Speed Constant Speed
Propeller Propeller Propeller Propeller

SERVICING YOUR AGWAGON

GROSSWEIGHT:
Normal Category 3300 lbs 3300 lbs 3300 lbs 3300 Ibs
Our interest in your flying requirements has not ceased with your
The Cessna World-Wide Dealer
. . . . . . . . . .

MAXIMUMGROSSWEIGHT: purchase of a Cessna. Organization,

Restricted Category 3800 lbs 3800 lbs 4000 lbs 4200 lbs
backed by the Cessna Service Department, stands ready to serve you.
. . . . . . , ,

EMPTYWEIGHT(Approximate):
de rsalrs uLeen 1
5 1
9451
**
Di"
The following services are offered by most Cessna Dealers:
WING LOADING (Pounds/Sq Foot):
33001bsGrossWeight. . . . . . . .
16.3 16.3 16.3 16.1
POWERLOADING(Pounds/HP):
14.3 14.3 11.0 11.0
FACTORY TRAINED PERSONNEL to provide you with courteous,
33001bsGrossWeight
service.
. . . . . . .

FUEL CAPACITY (Total): OXpert

Fuselage Tank System . . . . . . . 37 gal. 37 gal. 37 gal.
Wing Tank System . .
56 gal. 56 gal.
OIL CAPAC1TY (Total)
PROPELLER (Diameter)
. .

. . . . . . . .
12 qts
90 inches
12 qts
88 inches
12
82
qts
1nches
12qts
82 inches
FACTORY APPROVED SERVICE EQUIPMENT to provide you with
ENGINE:
O-470-8
themost efficient and accurate workmanship possible.
Continental Carburetor Type Engine O-470-6 .

230 rated BHP at 2600 RPM

ENGINE:
Continental Fuel Injection Engine . .
IO-520-D IO-520-D A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when
300 rated BHP at 2850 RPM (5-Minute Take-Off Rating)
285 rated BHP at 2700 RPM (Maximum Continuous Rating)
yOu need them.
HOPPER CAPACITY . . . 200 gal.
. . . . . . . 200 gal. 200 gal. 280 gal.
27 cu ft 27 cu ft 27 cu ft 37.4 cu ft
THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING
CESSNA AIRCRAFT, since Cessna Dealers have all of the Service
Manuals and Parts Catalogs, kept current by Service Letters and
Service News Letters, published by the Cessna Aircraft Company.

We urge all Cessna Owners to use the Cessna Dealer Organization to

the fullest.
A current Cessna Dealer Directory accompanies your new aircraft.
The Directory is revised frequently, and a current copy can be obtained
from your Cessna Dealer.
Fan-Driven System
Engine-Driven Hydraulic Pump
Taxiing, 2-28 center of gravity moment
Tire Pressure, inside back cover envelope, 4-14 IN TRO DUCTION . . . . .

load density and hopper

loading graph, 4-13 The Cessna AGpickup, AGwagon , and AGtruck are designed specifi-
pilot and fuel loading cally as safe, efficient, easy-to-fly aerial application airplanes. Their
W graph, 4-11 flying characteristics have been carefully developed so that they can be
near the ground for long periods with maximum
sample loading problem, maneuvered safety and
Warning Light, Low Voltage, 2-19 4-8, 4-9, 4-10 minimum effort. In addition, their rugged structure and equipment are
Weight, Windshield -
Windows, 5-2 simple and easy to maintain, further enhancing their reliability and effi-
empty, inside front cover Wing Flap System, 2-24 ciency.
gross, inside front cover Wing Strut Fairing Effect On
Weight and Balance, 4-7 Stall Characteristics, 4-6 In line with this philosophy, it is important that the pilot obtain a
calculation of hopper load Wing Tank Fuel System, 2-13 thorough knowledge of the airplane and its equipment, as well as an under-
weight, 4-12 schematic, 2-14 standing of operational techniques. Toward this end the Owner's Manual
emphasizes the basic design principles of various systems, while mini-
mizing operational information that is conventional and well known to
agricultural pilots. Many of the systems are optional, while others are
included as standard equipment in some models.

The AGpickup is offered with a standard 230 HP engine and standard

fixed-pitch propeller or optional constant-speed propeller; the AGwagon
and AGtruck are equipped with a 300 HP engine and associated constant-
speed propeller. For convenience throughout the manual, these configu-
rations will be referred to as (230 HP Engine, FPP), (230 HP Engine, CSP),
and (300 HP Engine).

Recognizing that a great variety of dispersal equipment will be in-

stalled (and possibly modified) according to the operator's desires, most
of the performance data in Section VI has been presented for a "clean"
airplane without dispersal equipment installed. This data is provided for
each engine and propeller option. Additional data is included to show dif-
ferential factors which must be considered for some typical dispersal
equipment installations. Since these differential factors will vary with
different types of equipment installations, each operator should use the
data as a guide and make allowances according to the type of equipment
installed on his airplane.

Index-6
 Spray Pump Strainer, 7-4
Spray System Performance, 7-18
Performance Differential Table, Spray Tables, 7-20 thru 7-33
S'-0" MAX
6-10 Spray Valve, 7-6
Performance-Specifications, Stalls, 2-30
-
inside front cover speed chart (normal category),
O
Pilot and Fuel Loading Graph, 4-11 6-1
Pilot's Seat, 2-25 speed chart (restricted cate-
Precautionary Landing With gory, 6-8
13 is
Engine Power, 3-2 Starter Button, 2-7
Starting Engine,
*Maximum height with 10" tail wheel, 230 HP ' 1-4 ' 2-27
flashing beacon, and cable deflector
o -lo

installed. 300 HP, 1-4, 2-27

Storage, Flyable, 5-6
**Length of aircraft with fixed pitch
propeller (no spinner) is 25' 3". Quick-Loader Valve Systems, 7-34 Strainer Drain Control Knob, 2-13
diagram, 7-34 System,
***Wing span with extended conical
camber wing tips. brake, 2-24
**** Track with 22 x 8.00-8 tires and cockpit heating and ventilating,
3300 Ibs. gross weight. R 2-26
electrical, 2-15
Restricted Category Maneuvers, 4-2 engine primer 230 HP and 300
Restricted Category Performance, HP, 2-6
(AGtruckShown) 6-6 2-23
flight control,
ll HEl lill Restricted Category Take-Off, 1-6 fuselage tank fuel, 2-9
Rough Engine Operation or Loss landing gear, 2-24
of Power, 3-4 oil supply, 2-9
carburetor icing, 3-4 owner follow-up, 5-9
engine-driven fuel pump failure, wing flap, 2-24
3-5 wing tank fuel, 2-13
low oil pressure, 3-5
magneto malfunction, 3-5
spark plug fouling, 3-4

S Table of Contents, iii

Tachometer, 2-7, 4-5
Sample Loading Problem, 4-8, 4-9 Take-Off, 1-5, 2-29
4-10 before, 1-5, 2-29
Securing Aircraft, 1-7 data chart, 6-2, 6-3, 6-4
Servicing Requirements, 5-8, distance with dispersal
inside back cover equipment chart, 6-7, 6-8
**** Spins, 3-3 6-9
7-4¾"
Spray Booms, 7-8 normal category, 1-5
Spray Pressure Gage, 7-8 restricted category, 1-6

ii Index-5
Interior Care, 5-4 Magneto Malfunction, 3-5
Interior Lighting, 2-4 Maneuvers Normal
-
Category, 4-1
Maneuvers Restricted Category,
-

4-2
L Manifold Pressure/Fuel Flow
Indicator, 2-7, 4-5
Landing, Manually-Operated Spray Valve TABLE OF CONTENTS
after, 1-7 Controls, 7-7
before, 1-7 Markings, Airspeed Indicator, 4-4
Page
distance table, 6-5 Markings, Engine Instrument, 4-5
forced, 3-2 Master Switch, 2-15 SECTION I -
OPERATING CHECKLIST .........
i-i
precautionary with engine Maximum Performance Climb, 1-6
power, 3-2 Maximum Rate-of-Climb Data SECTION II -
DESCRIPTION AND
Landing Gear Servicing, inside Chart, 6-2, 6-3, 6-4
back cover Moment Envelope, Center of OPERATING DETAILS 2-1
Gravity, 4-14
.............

main/tail wheel tire pressure,

inside back cover Mooring Your Airplane, 5-1
SECTION III -
EMERGENCY PROCEDURES..... 3-1
Landing Gear System, 2-24
Lighting Equipment, 2-21
SECTION IV -
OPERATING LIMITATIONS...--... 4-1
exterior lighting, 2-21 N
interior lighting, 2-21 SECTION V -
CARE OF THE AIRPLANE...-____ 5-i
Limitations, Airspeed, 4-4 Noise Abatement, 2-32
Limitations, Engine Operation, 4-5 Normal Category Maneuvers, 4-1
6-1 SECTION VI -
OPERATIONAL DATA.......-....-- 6-1
Liquid Dispersal System (with Normal Category Performance,
Engine-Driven Hydraulic Pump), Normal Category Take-Off, 1-5
SECTION VII -
DISPERSAL SYSTEMS 7-1
7-12 Climb, 1-6
------------

Normal
operating procedures, 7-15
7-13 ALPHABETICAL INDEX--------................... Index-1
schematic,
Liquid Dispersal System (With Strut- Û
Mounted Pump), 7-10
diagram, 7-11 Oil Supply System, 2-9
operating procedures, 7-10 capacity, inside back cover
Load Density and Hopper Loading oil/filter change, inside back
Graph, 4-13 cover
Loading Problem, Sample, 4-8, oil grade, inside back cover
4-9, 4-10 pressure gage, 4-5
Low Oil Pressure, 3-5 schematic, 2-8
Low Voltage Warning Light, 2-19 temperature gage, 4-5
Operation Limitations, Engine, 4-5
Operations Authorized, 4-1
M Over-Voltage Sensor and Warning
Light, 2-19
MAA Plate/Finish and Trim Plate, Owner Follow-Up System, 5-9
5-5 publications, 5-10

Index-4
in
 FUELQUANTITY
REVISED DATA
Engine-Driven Fuel Pump Failure, Fuses and Circuit Breakers, 2-20
PICKUP 1973 AIRCRAFT(SERIAL 18801347 AND ON)
3-5
Engine-Driven
AGWAGON 1974 AIRCRAFT(ALL SERIALS)
1975 AIRCRAFT(ALL SERIALS)
Hydraulic
Pump Chart, 7-19
Spray
G
TRUCK Excessive Rate of Electrical
Charge, 3-6 Load Density and Hopper
Graph,
Due to changes in fuel tank manufacturingtechnique, wing tank fuel systems in the above noted Exterior Care, 5-2 Loading, 4-13
airplaneshave been found to contain less than the capacity published in the Owner'sManuels. (Airplanes Exterior Inspection Diagram, 1-2 Graph, Pilot and Fuel Loading,
havingfuselagetank fuel systemsare not affected by this change.) Data in these manuals indicates a Exterior Lighting, 2-21 4-11
total usable capacity of 54 gallons in the wing tanks; a usable capacity per tank is not referenced since Gross Weight, inside front cover
single-tank operation is not selectable.
F Ground Handling, 5-1
All fuel capacity references in Owner'sManualsfor these airplanes should be marked to reflect the Ground Service Plug Receptacle,
Fan-Driven Spray Pump Chart, 2-20
capacitiesin the chart below. 7-19
Fan-Driven Spray Pump and
TOTAL USABLE TOTAL USABLE
7-5
BOTHTANKS BOTHTANKS PER TANK PER TANK Fan Brake Controls,
File, Aircraft, 5-5
H
CAPACITY Not
54 Gal. 52 Gal. 27 Gal Selectable Fires, 3-3 Handling Airplane on Ground, 5-1
(WINGTANKSYSTEM)
electrical fire in flight, 3-4 Heating and Ventilating, Cockpit,
engine fire in flight, 3-3 2-5
. Flagman, Automatic, 7-35 Hopper and Gatebox, 7-2
and
.

Whenfiguringweight and balancedata, consideration should be given to the reduction

.

in weight
Flight with Canopy Doors Removed, Hopper Dump Door/Metering
change in moment/1000 which results from a reduced fuel capacity. 4-6 Gate and Controls, 7-3
For quick re-computation of cruise performance data, use the informationin the CruisePerformance Flight Control System, 2-23 Hopper Dump, Emergency, 3-1
charts provided in the Owner'sManualsby multiplying the ENDR.HOURSand RANGEMILESof wing Flyable Storage, 5-6 Hopper Shutoff Valve and
tank system figuresby 0.96; this will provide conservative enduranceand range based on the reduced Forced Landing, 3-2 Control Knob, 7-3
fuel capacity. emergency landing without Hot Weather/Hot Engine Start, 2-28
engine power, 3-2 Hydraulically-Driven Spray Pump,
Pagesin the Owner'sManualswhich are affected by the changein fuel capacity are listed in the 7-5
chart below. precautionary landing without
engine power, 3-2 Hydraulic System On-Off Valve
Fuel System, and Control Lever, 7-6
auxiliary fuel pump switch,
2-12
MANUAL PAGESAFFECTED
capacity, inside back cover
E3R'S
O
Inside
Wit Spec. 2-14 4-9 410 4-11 5-8 6-4 Inside fuel flow indicator, 2-7, 4-5
Cover Disp.Sys Cover fuel grade, inside back cover Ignition Switches, 2-6
MANUAL
fuel quantity indicators, 4-5 Indicator, Fuel Flow, 2-7
1974
OWNER'S
Inside 2-13 4-11
inside fuel shutoff valve knob, 2-12 Indicator, Fuel Quantity, 4-5
With Spec. 9 410 84
fuselage tank, 2-9 5-7
-

Cover Oisp.Sys Cover Inspection Requirements,

MANUAL
schematic (230 HP and 300 HP), Instruments, Engine, 2-7
1975 Ped
Inside 2-13 6-4 inside 2-10, 2-11 Instrument Panel and Cockpit
OWNER'S With Spec. 9 410 411 -

2-2
Cover Disp.Sys. Cover strainer drain control knob, Controls Diagram,
MANUAL 2-13 Insufficient Rate of Electrical
wing tank, 2-14 Charge, 3-7

THIS ADHESIVE BACKED STICKER IS TO BE ATTACHED TO ANY Index-3

BLANK PAGE IN YOUR MANUAL FOR FUTURE REFERENCE.
REFERENCE SERVICE LETTER SE 75 7 --
 fuel system (300 HP), 2-11 y-strainer, 7-8
hydraulically-driven pump Door Release, Emergency, 3-3
system, 7-13 Dry Dispersal System, 7-16
induction air system (230 HP), diagram, 7-17
2-4 operating procedures, 7-18
induction air system (300 HP), OPERATING CH ECKLIST
2-5
liquid dispersal system (with E
strut-mounted pump), 7-11
oil system, 2-8 Electrical Power Supply System Section I lists, in Pilot's Checklist form, the steps necessary to
3-16 '
principal dimensions, ii Malfunctions, operate the aircraft. For a more comprehensive description of opera-
quick-loader valve systems, excessive rate of charge, 3-6 ting details and the aircraft's equipment, systems, and controls, refer
7-34 insufficient rate of charge, 3-7 to Section II. All airspeeds given in Sections I, II, III, and IV are indi-
wing tank fuel system, 2-14 Electrical System, 2-15 cated airspeeds unless otherwise noted.
Dimensions, Principal, ii ammeter, 2-19
Dispersal System Components circuit breakers and fuses,
and Controls, 7-2 2-20
agitators, 7-4 ground service plug receptacle,
boom pressure valve and 2-20
control knob, 7-6 low voltage warning light, 2-19
electrically-operated spray master switch, 2-15
valve controls, 7-7 over-voltage sensor and
fan-driven spray pump and warning light, 2-19
fan brake control, 7-5 schematic, 2-16, 2-17
hopper and gatebox, 7-2 Electrically-Operated Spray
hopper shutoff valve and Valve Controls, 7-7
control knob, 7-3 Emergency Door Release, 3-3
hopper dump door/metering Emergency Hopper Dump, 3-1
gate and controls, 7-3 Emergency Landing without Engine
hydraulic system on-off Power, 3-2
valve and control lever, 7-6 Empty Weight, inside front cover
hydraulically-driven spray Engine,
pump, 7-5 before starting, 1-4
manually-operated spray controls, 2-1
valve controls (fan-driven instruments, 2-7
system), 7-7 instrument markings, 4-5
manually-operated spray oil, inside back cover
valve control (hydraulically- operation limitations, 4-5
driven system), 7-7 primer (230 HP and 300 HP),
spray booms, 7-8 2-6
spray pressure gage, 7-8 start, hot weather/hot engine,
spray pump strainer, 7-4 2-28
spray valve, 7-6 starting 230 HP and 300 HP,
spreader, 7-9 1-4, 2-27
Index-2 1-1
 ALPHABETICAL INDEX
5 Refer to inside back coverof this manual
for quantities, materials, and specifications
of frequently used service items.

Center of Gravity Moment

7 6 4 Envelope, 4-14
After Landing, 1-7 Cessna Customer Care Program,
Agitators, 7-4 5-8
Aircraft, Cessna Progressive Care, 5-7
file, 5-5 Circuit Breakers and Fuses, 2-20
1 mooring, 5-1 Climb, 1-6
securing, 1-7 enroute, 2-30
8 3
Airspeed Correction Table, 6-1 maximum rate-of-climb
Airspeed Indicator Markings, data chart, 6-2, 6-3, 6-4
4-4 maximum performance, 1-6
Airspeed Limitations, 4-4 normal, 1-6
Ammeter, 2-19 Cockpit Controls and Instrument
Authorized Operations, 4-1 Panel, 2-2
Automatic Flagman, 7-35 Cockpit Pressurization, 2-26
diagram, 7-36 Control Stick Lock, 2-25
Auxiliary Fuel Pump Switch, 2-12 Correction Table, Airspeed, 6-1
EXTUM©2 2
Cruise Performance
6-3, 6-4
Chart, 6-2,

JW$ PUCT 90 N B cruising, 1-7, 2-31

NOTE
Cylinder Head Temperature Gage,
removable hopper Before Landing, 1-7 4-6
Visually check inspection plates, panels,
door, and hopper filler cap for security, and general condi- Before Starting Engine, 1-4
tion of aircraft and agricultural
around inspection.
equipment during walk-
In cold weather, remove even small ac-
Before Take-Off, 1-5, 2-29 D
Boom Pressure Valve and
cumulations of frost, ice, or snow from wing, tail, and
Control Knob, 7-6 Diagram
control surfaces. Also, make sure that control surfaces
contain no internal accumulations of ice or debris. If night Brake System, 2-24 automatic flagman, 7-36
flight is planned, check operation of all lights and make sure Button, Starter, 2-7 cockpit controls and instrument
a flashlight is available. panel, 2-2, 2-3
control stick grip, 2-23
a. Release control lock (if installed).
dry dispersal system (high
b. Check magneto switches turned off. Volume), 7-17
c. Turn on master switch and check fuel quantity indicator(s); then Cabin Heating and Ventilating electrical system (14 volt-60
turn off master switch. System, 2-26 amp), 2-16
d. Check fuel shutoff valve knob ON (full in)· Calculation of Hopper Load electrical system (28 volt-60
e. Chheckcall items in cockpit secured, and control cables clear of 4-12
Weight, amp), 2-17
f. Visually check fuel quantity; then check fuel filler cap secure Care, electrical system (28 volt-100
(fuselage fuel tank system only). exterior, 5-2 amp) 2-18
interior, 5-4 exterior inspection, 1-2
Figure propeller, 5-3 fuel system (230 HP), 2-10

1-2
Index-1
 a. Inspect flight instrument static source opening on tailcone for
stoppage (both sides),
b. Remove rudder gust lock, if installed.
CHUTE
DISPENSER
c. Disconnect tail tie-down.
LID d. Check tail wheel tire for proper inflation.
o e. Check control surfaces for freedom of movement and security.
SLIDING BLOCK
a. Check aileron for freedom of movement and security.
FLAGs
a. Disconnect wing tie-down.
o b. Check fuel vent for stoppage (wing fuel tank system only).
c. Before first flight of day and after each refueling, use sampler
cup and drain small amount of fuel from tank sump drain valve
to check for water, sediment, and proper fuel grade (wing fuel
tank system only).
d. Visually check fuel quantity; then check fuel filler cap secure
(wing fuel tank system only).
e. Check main wheel tire for proper inflation.

a. Check propeller for nicks, oil leaks (constant speed propeller

only), and security.
CONTROL STICK b. Check induction air filter (230 HP Engine) for restrictions by
TRIGGER dust or other foreign matter; check induction air inlet (300 HP
Engine) for restrictions.
ELECTRIC SOLENOID c. Before first flight of the day and after each refueling, pull out
AND PLUNGER strainer drain knob for about four seconds to clear fuel system
of possible water and sediment. After draining, make sure that
strainer drain is closed.
d. Check oil level. Do not operate with less than nine quarts. Fill
7-8' to twelve quarts for extended flight. Check oil filler cap secure.
Figure e. Check fuel vent for stoppage (fuselage fuel tank system only).
f. Check hydraulic oil cooler inlets unblocked (both wing root leading
forward and placing the packages of flags (cardboard weight to the rear) in edges when hydraulically-operated spray pump system installed).
the dispenser with the packaging bands still on. After loading the packages
in the dispenser, slide the block back against the stack, and then break the a. Check main wheel tire for proper inflation.
packaging bands and take the band off of each package. Care should be b. Visually check fuel quantity; then check fuel filler cap secure
(wing fuel tank system only).
taken to prevent any of the flag paper from slipping under one edge or bot- c. Before first flight of day and after each refueling, use sampler
tom of the card, as this may jam the dispenser. The dispenser holds 160 cup and drain small amount of fuel from tank sump drain valve
flags weighing 1 1/3 ounces each. to check for water, sediment, and proper fuel grade (wing fuel
tank system only).
d. Check fuel vent for stoppage (wing fuel tank system only).
The most important thing in the care of the Automatic Flagman is to e. Disconnect wing tie-down.
keep water out of the electric solenoid and the dispenser chute (if loaded).
If the airplane is not to be used for extended periods, or when washing or a. Remove pitot tube cover, if installed, and check pitot tube
in rain, place tape over the solenoid plunger hole and dispenser openings opening for stoppage.
to keep out moisture.
8 a. Check aileron for freedom of movement and security.

When the Automatic Flagman is installed, the airplane must be licens-

ed in the Restricted Category. 1-1.

7-36 1-3
BEFORE STA RTI NGTHEEN GI NE. A spring-loaded flapper type check valve is mounted on the inside of
the hopper at the quick-loader system outlet. The check valve is design-
(1) Exterior Preflight --
COMPLETE. ed to prevent either dry material or spray liquid from entering the quick-
(2) Seat and Seat Belts ADJUST and LOCK. --
loader system from the hopper.
(3) Shoulder Harness ADJUST. --

(4) Fuel Shutoff Valve ON (knob pushed full in). --

(5) Radio and Electrical Equipment OFF. --

(6) Brakes TEST and SET.

--

(7) Tail Wheel Lock Control (if installed) UNLOCK. --

AUTOMATIC FLAGMAN

STARTING THE 230 HP ENGINE.

An Automatic Flagman is available for installation on top of the right
(1) Mixture --
RICH. stub wing. The flag dispenser will þermit the single operator to mark his
(2) Carburetor Heat COLD. --

own spray run passes when ground personnel are not available. The dis-
(3) Primer --
AS REQUIRED in cold weather. penser ejects a weighted disposable paper streamer (flag) which lands in
(4) Propeller (if applicable) HIGH RPM. --
the center of the swath being sprayed.
(5) Throttle --
CRACKED (after pumping twice).
(6) Master Switch ON. --
In this system, ram air pressure enters an opening in the nose of the
(7) Propeller Area CLEAR. --
dispenser and pushes against a sliding block. Flags stacked in the dis-
(8) Magneto Switches ON. --
penser behind the block are pressed against stops on the outlet (aft) end of
(9) Starter ENGAGE.
--
the dispenser. An electric solenoid is mounted below the outlet, and when
(10) Oil Pressure CHECK. --
actuated, causes a plunger to push upward and release a single flag from
its secured position.

A rocker-type switch on the left side of the instrument panel, labeled

TRIGGER, and a trigger switch on the control stick grip control the elec-
ST A RTINGTHE 300 HPEN GI NE. tric solenoid which operates the dispenser. Since the control stick trigger
is also used in night operations to control the spray lights, power to the
(1) Mixture --
RICH. trigger must be selected for dispenser operation. Press the TRIGGER
(2) Throttle CLOSED. -- switch to its lower AUTO FLAG position when the dispenser is to be used;
(3) Propeller HIGH RPM. --
then, each time the control stick trigger is squeezed, a single flag is
(4) Alternate Air OFF. --
ejected.
(5) Master Switch ON. --

(6) Propeller Area CLEAR. --

IMPORTANT
(7) Magneto Switches ON. --

(8) Auxiliary Fuel Pump Switch ON. --

Because of the close proximity of the dispenser electric
(9) Throttle ADVANCE to obtain 8 to 10 gal/hr
--
fuel flow; then solenoid to dispensed material, do not use the Automatic
RETURN to IDLE. Flagman when dispensing flammable materials.
(10) Auxiliary Fuel_ Pump Switch --
OFF.
(11) Starter ENGAGE.
-- A hinged lid with quick-release fasteners is opened to load the dispen-
(12) Throttle SLOWLY -
ADVANCE until engine starts, ser. Loading is most easily accomplished by sliding the transmittal block

1-4 7-35
 NOTE
QUICK-LOADER VALVE SYSTEMS The engine should start in two to three revolutions. If it
does not continue running, start again at step (7) above.
If the engine does not start, leave the auxiliary fuel pump
switch off, set the mixture to idle cut-off, open the throttle,
Two quick-loader valve systems are available. These are the left- and crank until the engine fires or for approximately 15
hand and dual valve systems (see figure 7-7). Quick-loader valves pro- seconds. If still unsuccessful, start again using the normal
vide a means of quickly filling the aircraft hopper to expedite spray oper- starting procedure after allowing the starter motor to cool.
ations. A hopper overflow is designed to handle the full flow rate from
the bottom loader, if the hopper should be inadvertently overfilled using a (13) Oil Pressure --

CHECK.
high speed pump.

The valves are located behind removable access cover panels just
below and slightly aft of the cockpit doors. Quick-release fasteners BEFORET A KE OF F. -

permit complete removal of the cover panels, exposing the quick-loader

valves. The valves are fitted with an inlet filler having 2-inch pipe (1) Flight Controls CHECK. --

threads. Adapters are readily available, if necessary, to convert the (2) Elevator Trim Tab SET. --

inlet fitting to the size on the hose of the supply tank. A manually- (3) Canopy Doors CLOSED. --

operated valve handle controls the flow of material into the hopper. With (4) Throttle Setting --

1700 RPM.
the valve handle aligned with the direction of flow, the valve is full open. (5) Engine Instruments CHECK. --

After filling, turn the valve handle 1/4 turn (full off) and disconnect the (6) Magnetos CHECK (RPM drop should not exceed 150 RPM on
--

filler hose. This system should be drained before changing spray mate- either magneto or 50 RPM differential between magnetos).
rial, before changing to dust, and in freezing temperatures. (7) Carburetor Heat (230 HP Engine) CHECK OPERATION. --

(8) Propeller (if applicable) CYCLE from high to low RPM; --

RETURN to HIGH RPM (full forward).

(9) Flight Instruments and Radio SET. --

(10) Quadrant Friction Lock ADJUST. --

OVERFLOW
' '
HOPPER
QUICK LOADER
TAKE-OFF.
VALVE (RIGHT)
NORMAL CATEGORY TAKE-OFF.
VALVE HANDLE

COVER PANEL (1) Tail Wheel Lock Control --

LOCK.
(2) Wing Flaps 0°
to 20°.--

QUICKLOADER (3) POwer Full throttle for 230 HP engine,

--

FPP;
VALVE (LEFT) Full throttle and 2600 RPM for 230 HP engine, CSP;
Full throttle and 2850 RPM for 300 HP engine.
(4) Elevator Control LIFT TAIL WHEEL and assume level flight
--

..
attitude for best acceleration.
(5) Climb Speed 70 to 80 MPH. --

Figure 7-7. (6) Wing Flaps RETRACT. --

7-34 1-5
RESTRICTED CATEGORY TAKE-OFF (Dispersal Equipment Installed).
64 Dl2-46 NOZZLES
(1) TailWheel Lock Control --
LOCK.
(2) Wing Flaps --
5° to 10°. AIRSPEED BOOM TOTAL COVERAGE, GPA
(3) MPH PRESSURE FLOW SWATH WIDTH
Brakes --

APPLY. -
FT
Psi ce
(4) Power --

Full throttle for 230 HP engine, FPP;

Full throttle and 2600 RPM for 230 HP engine, CSP;
Full throttle and 2850 RPM for 300 HP engine.
1
(5) Mixture --
LEAN for field elevation (300 HP engine). o 1 1 oË 1 o 8.57
(6) Brakes RELEASE.
-- 30 120.0 18.56 14.85 12.37 10.61 9.28
21 7 o 2537 678
(7) Elevator Control LIFT TAIL WHEEL and assume level flight
--

so 13 3
attitude for best acceleration.
(8) Climb Speed 80 to 90 MPH until all obstacles are cleared.
--

(9) Wing Flaps RETRACT after obstacles are cleared.

--

90 10 54.0 7.42 5.94 4.95 4.24 3.71

20 97.0 13.34 10.67 8.89 7.62 6.67
30 120.0 16.50 13.20 11.00 9.43 8.25
40 138.0 18.97 15.18 12.65 10.84 9.49
50 151.0 20.76 16.61 13.84 11.86 10.38

CLIMB.
NORMAL CLIMB (Without Dispersal Equipment).
100 10 54.0 6.68 5.35 4.45 3.82 3.34
20 97.0 12.00 9.60 8.00
(1) Airspeed --

85 to 95 MPH. 30 120.0 14.85 11.88 9.90

6.86
8.49
6.00
7.42
(2) Power --
Full throttle f or 230 HP engine, FPP; 40 138. 0 17. 08 13. 66 11. 38 9. 76 8. 54
50 151.0 18.69 14.95 12.46 10.68
23 inches and 2450 RPM for 230 HP engine, CSP; 9.34

25 inches and 2550 RPM for 300 HP engine.

(3) Mixture --
LEAN for altitude.

110 10 54.0 6.07 4.86 4.05 3.47 3.04

MAXIMUM PERFORMANCE CLIMB (Without Dispersal Equipment). 20 97.0 10.91 8.73 7.27 6.24 5.46
30 120.0 13.50 10.80 9.00 7.71 6.75
40 138.0 15.52 12.42 10.35 8.87 7.76
(1) Airspeed --
91 MPH. 50 151.0 16.99 13.59 11.32 9.71 8.49
(2) Power --
Full throttle for 230 HP engine, FPP;
Full throttle and 2600 RPM for 230 HP engine, CSP;
Full throttle and 2700 RPM for 300 HP engine.
(3) Mixture --
LEAN for altitude.
120 10 54. 0 5. 57 4. 45 3. 71 3. 18 2. 78
20 97.0 10.00 8.00 6.67 5.72 5.00
NOTE 30 120.0 12.37 9.90 8.25 7.07 6.19
40 138.0 14.23 11.38 9.49 8.13 7.12
50 151.0 15.57 12.46 10.38 8.90 7.79
The climb speeds listed above in Normal Climb and
Maximum Performance Climb checklists apply to
operations at 3300 pounds and will decrease approxi-
mately 13 MPH with dispersal equipment installed• Figure 7-6 (Sheet 14 of 14).

1-6 7-33
 CRUISING.
g) y gg: 64 D10-46 NOZZLES
(1) Power -- 2200-2600 RPM for 230 HP engine, FPP;
TOTAL COVERAGE, OPA 15-23 inches and 2200-2450 RPM for 230 HP engine, CSP;
AIRSPEED BOOM
MPH PRESSURE FLOW SWATH WIDTH - FT 15-25 inches and 2200-2550 RPM for 300 HP engine.
Psi oPM go so so 70 so (2) Elevator Trim ADJUST. --

(3) Mixture --

LEAN.

80 10 53.0 8.20 6.56 5.47 4.68 4.10

20 93.0 14.39 11.51 9.59 8.22 7.19
30 111.0 17.17 13.74 11.45 9.81 8.59
40 125.0 19.34 15.47 12.89 11.05 9.67
50 136. 0 21. 04 16. 83 14.02 12. 02 10. 52 BEFOREL A ND ING.
(1) Mixture RICH. --

(2) Carburetor Heat (230 HP Engine) APPLY before closing --

throttle.
(3) Propeller (if applicable) HIGH RPM. --

90 26 6 49
3 12 79 1 2 8 (4) Quadrant Friction Lock ADJUST to prevent creeping.--

30 111.0 15.26 12.21 10.17 8.72 7,63 (5) Airspeed 80 to 90 MPH (flaps UP).
--

a6 96 iÊ 1 e a
6
(6) Wing Flaps
(7) Airspeed
AS DESIRED. --

75 to 85 MPH (flaps DOWN).

--

NOTE

100 o 6 76 IRCTORSe the above listed airspeeds by 5 MPH if landing

1 8
30 111.0 13.74 10.99 9.16 7.85 6.87 at maximum RESTRICTED CATEGORY weight.
40 125.0 15.47 12.37 10.31 8.84 7.73
50 135.0 16.83 13.46 11.22 9.62 8.41

AFTER LANDING.
110 10 53. 0 5. 96 4. 77 3. 97 3. 41 2. 98 (1) Wing Flaps --

UP.
20 93.0 10.46 8.37 6.97 5.98 5.23 (2) Carburetor Heat (if applicable) COLD. --

30 111.0 12.49 9.99 8.32 7.14 6.24

40 125.0 14.06 11.25 9.38 8.04 7.03 (3) Tail Wheel Lock Control UNLOCK.
--

50 136.0 15.30 12.24 10.20 8.74 7.65

SECURING AIRCRAFT.
120 10 53.0 5.47 4.37 3.64 3.12 2.73
20 93. 0 9. 59 7. 67 6. 39 5. 48 4. 80 (1) Parking Brake SET. --

1 o 489
io si a:ss 7 a s (2) Radio and Electrical Equipment OFF. --

50 136.0 14.02 11.22 9.35 8.01 7.01 (3) Mixture IDLE CUT-OFF
--

(pulled full out).

(4) Master Switch and Magneto Switches OFF. --

(5) Control Lock (if available) INSTALL. --

(6) Hopper and Dispersal System Plumbing EMPTY and CLEAN --

as
Figure 7-6 (Sheet 13 of 14). described under Hopper and Gate Box paragraphs in Section VII.

7-32 1-7
 g) 64 D8-46 NOZZLES

AIRSPEED BOOM TOTAL COVERAGE, GPA

MPH PRESSURE FLOW SWATH WIDTH - FT
PSI GPM 40 50 60 70 80

80 10 43.0 6.65 5.32 4.43 3.80 3.33

20 69.0 10.67 8.54 7.12 6.10 5.34
30 84.0 12.99 10.39 8.66 7.42 6.50
40 95.0 14.70 11.76 9.80 8.40 7.35
50 103.0 15.93 12.75 10.62 9.10 7.97

90 10 43.0 5.91 . 4.73 3.94 3.38 2.96

20 69.0 9.49 7.59 6.32 5.42 4.74
30 84.0 11.55 9.24 7.70 6.60 5.77
40 95.0 13.06 10.45 8.71 7.46 6.53
50 103.0 14.16 11.33 9.44 8.09 7.08

100 10 43.0 5.32 4.26 3.55 3.04 2.66

20 69.0 8.54 6.83 5.69 4.88 4.27
30 84.0 10.39 8.32 6.93 5.94 5.20
40 95.0 11.76 9.40 7.84 6.72 5.88
50 103.0 12.75 . 10.20 8.50 7.28 6.37

110 10 43.0 4.84 3.87 3.22 2.76 2.42

20 69.0 7.76 6.21 5.17 4.44 3.88
30 84.0 9.45 7.56 6.30 5.40 4.72
40 95.0 10.69 8.55 7.13 6.11 5.34
50 103.0 11.59 9.27 7.72 6.62 5.79

120 10 43.0 4.43 3.55 2.96 2.53 2.22

20 69.0 7.12 5.69 4.74 4.07 3.56
30 84.0 8.66 6.93 5.77 4.95 4.33
40 95.0 9.80 7.84 6.53 5.60 4.90
50 103.0 10.62 8.50 7.08 6.07 5.31

Figure 7-6 (Sheet 12 of 14).

7-31
 gpggy gg :) - 64 D12-45 NOZZLES Jecties H
AIRSPEED BOOM TOTAL COVERAGE, GPA
MPH PRESSURE FLOW SWATH WIDTH -
FT
PSI GPM 40 50 60 70 80 DESCRIPTION AND OPERATING DETAILS
80 10 42.9 6.64 5.31 4.42 3.79 3.32
20 60.8 9.40 7.52 6.27 5.37 4.70
30 74.9 11.59 9.27 7.72 6.62 5.79
40 87.0 13.46 10.77 8.97 7.69 6.73
50 97.3 15.05 12.04 10.03 8.60 7.53 The following paragraphs describe systems and equipment in the air-

80 124.8
2 $ÊË $4:26 1ÌIË
19.30 15.44 12.87
1
11.03
91
9.65
craft. Operating procedures that are not obvious are described in detail.
90 132.8 20.54 16.43 13.69 11.74 10.27
100 140,8 21.78 17.42 14.52 12.45 10.89

90 10 42.9 5.90 4.72 3.93 3.37 2.95

20 60.8 8.36 6.69 5.57 4.78 4.18
30 74.9 10.30 8.24 6.87 5.88 5.15 ENGINE CONTROLS.
40 87.0 11.96 9.57 7.97 6.84 5.98
50 97.3 13.38 10.70 8.92 7.64 6.69
60 107.5 14.78 11.82 9.85 8.45 7.39 A COntrol quadrant (located on the left side of the cockpit just below
s'° i2'i. ly" a ya
Ì°|Î g 2 e s's the door frame) contains the throttle lever (all configurations) and the
90 132.8 18.26 14.61 12.17 10.43 9.13 prOpeller lever (230 HP, CSP and 300 HP Engines only). Friction on the
100 140.8 19.36 15.49 12.91 11.06 9.68
throttle and propeller controls can be increased by rotating the knurled
100 10 42.9 5.31 4.25 3.54 3.03 2.65 ÎriCíiOn lock on the side of the quadrant clockwise.
20 60.8 7.52 6.02 5.02 4.30 3.76
30 74.9 9.27 7.42 6.18 5.30 4.63
40 87.0 10.77 8.61 7.18 6.15 5.38 The throttle is the outboard lever on the control quadrant and is opened
83 6 02
1 s alÎo 1Ë:$4 6 608
by moving it forward. A spring is attached to the throttle linkage to auto-
70 115.2 14.26 11.40 9.50 8.15 7.13 mâÌiCally advance the throttle in the event of a linkage failure. To prevent
9°°
a a 16 a a 9 9 a 22 inadvertent throttle advancement, tighten the friction lock sufficiently to
100 140.8 17.42 13.94 11.62 9.96 8.71 Stop spring tension from moving the throttle. The inboard lever on the
110 10 42.9 4.83 3.86 3.22 2.76 2.41 COntrol quadrant is the propeller control lever. Forward movement of the
20 60.8 6.84 5.47 4.56 3.91 3.42 leVer increRSes RPM.
30 74.9 8.43 6.74 5.62 4.81 4.21
40 87.0 9.79 7.83 6.52 5.59 4.89
50 97.3 10.95 8.76 7.30 6.25 5.47 The mixturecontrol for the 230 HP engine is a red double-button type
670 05 6 06 67 66
2 2 9 1 8
puSh-pull control located just aft of the control quadrant. To provide full
80 124.8 14.04 11.23 9.36 8.02 7.02 rich mixture, push the control full in. To lean the mixture, depress the
1 $$ Ì2 6 1Ëlie 27 button and pull the control out to the desired position. Pulled full out, the
control is in the idle cut-off position.
120 10 42.9 4.42 3.54 2.95 2.53 2.21
20 60.8 6.27 5.02 4.18 3.58 3.13
30 74.9 7.72 6.18 5.15 4.41 3.86 A red push-pull mixture control with a vernier feature is used for the
30 108 93
50 97 8 0 6 69 7 300 HP engine. For precise mixture adjustments, screw the control in or
60 107.5 11.09 8.87 7.39 6.33 OUÌÌO the desired position. For larger adjustments, depress the button
8 2 8
Ì21a so 7 2 79
5.54
94
On the end of the knob and push or pull the control as desired. The full-out
90 132.8 13.69 10.96 9.13 7.83 6.85 position of the control is the idle cut-off position.
100 140.8 14.52 11.62 9.68 8.30 7.26

The double-button type push-pull carburetor heat control (230 HP

Figure 7-6 (Sheet 11 of 14)· Engine) is located on the lower left side of the instrument panel. This
7-30 2-1
 64 D10-45 NOZZLES
C©CEP37 C©¾TB©is AlRSPEED BOOM TOTAL COVERAGE, OPA
MPH PRESSURE FLOW SWATH WIDTH -
FT
PSI OPM 40 50 60 70 80
i 2 3 4 5 6 7 8 9 10 11 12 13 14
80 10 34.6 5.35 4.28 3.57 3.06 2.68
20 49.3 7.63 6.10 5.08 4.36 3.81
30 60.2 9.31 7.45 6.21 5.32 4.66
40 70.4 10.89 8.71 7.26 6.22 5.44
50 78.4 12.13 9.70 8.08 6.93 6.06
60 86.4 13.36 10.69 8.91 7.64 6.68
70 93.4 14.45 11.56 9.63 8.26 7.22
80 100.5 15.55 12.44 10.36 8.88 7.77
90 106.9 16.54 13.23 11.02 9.45 8.27
100 113.3 17.53 14.02 11.68 10.01 8.76

90 10 34.6 4.76 3.81 3.17 2.72 2.38

20 49.3 6.78 5.42 4.52 3.87 3.39
30 60.2 8.28 6.62 5.52 4.73 4.14
40 70.4 9.68 7.74 6.45 5.53 4.84
50 78.4 10.78 8.62 7.19 6.16 5.39
60 86.4 11.88 9.50 7.92 6.79 5.94
70 93.4 12.84 10.27 8.56 7.34 6.42
80 100.5 13.82 11.05 9.21 7.90 6.91
. 90 106. 9 14. 70 11. 76 9. 80 8. 40 7. 35
100 113.3 15.58 12.46 10.39 8.90 7.79
100 10 34.6 4.28 3.43 2.85 2.45 2.14
20 49.3 6.10 4.88 4.07 3.49 3.05
30 60.2 7.45 5.96 4.97 4.26 3.72
40 70.4 8.71 6.97 5.81 4.98 4.36
50 78.4 9.70 7.76 6.47 5.54 4.85
60 86.4 10.69 8.55 7.13 6.11 5.35
70 93.4 11.56 9.25 7.71 6.60 5.78
80 100.5 12.44 9.95 8.29 7.11 6.22
90 106.9 13.23 10.58 8.82 7.56 6.61
100 113.3 14.02 11.22 9.35 8.01 7.01
i / i i i i i i \ \
26 25 24 23 22 21 20 19 18 17 16 15 110 1° 34·6 3-89 3.11 2-59 2-22 1-95
20 49.3 5.55 4.44 3.70 3.17 2.77
30 60.2 6.77 5.42 4.51 3.87 3.39
1. Mixture Control Knob 12. Circuit Breakers 40 70.4 7.92 6.34 5.28 4.53 3.96
2. Throttle 13. Engine Alternate Air Control Knob 50 78.4 8.82 7.06 5.88 5.04 4.41
3. Propeller Control Knob (230 HP Engine, 14. Fuel Shutoff Valve Knob 60 86.4 9.72 7.78 6.48 5.55 4.86
CSPor300HPEngine) 15.StarterButton 70 93.4 10.51 8.41 7.00 6.00 5.25
4. Hydraulically-Driven Pump System 16. Map Light Switch 80 100.5 11.31 9.04 7.54 6.46 5.65
On-Off Valve Control Lever 90 106.9 12.03 9.62 8.02 6.87 6.01
17. Magneto Switches
65. Spramyetperessure Gage 100 113.3 12.75 10.20 8.50 7.28 6.37
18. Master Switch
7. Over-Voltage Warning Light 19. Hopper Quantity Indicator Markings 120 10 34. 6 3. 57 2. 85 2. 38 2. 04 1. 78
8. Manifold Pressure/Fuel Flow Indicator 20. Control Stick Lock 20 49.3 5.08 4.07 3.39 2.91 2.54
(300 HP Engine) 21. Left Cabin Heat Outlet 30 60.2 6.21 4.97 4.14 3.55 3.10
9. Cylinder Head Temperature Gage 22. Control Stig 40 70. 4 7.26 5. 81 4. 84 4. 15 3. 63
10. Left Tank Fuel Quantity Indicator 23. Wing Flap Handle 50 78.4 8.08 6.47 5.39 4.62 4.04
(Wing Tank Fuel System) 24. Quadrant Friction 60 86.4 8.91 7.13 5.94 5.09 4.45
Lock
2791 20 28
11. Right Tank Fuel Quantity Indicator 25. Hopper Control and Dump Handle 1 0
8 1 8
(Wing Tank Fuel System) 26. Left Emergency Door Release Handle 90 106.9 11.02 8.82 7.35 6.30 5.51
100 113.3 11.68 9.35 7.79 6.68 5.84

Figure Figure 7 -6
(Sheet 10 of 14).

2 -2 7-29
 64 DS-45 NOZZLES

AIRSPEED BOOM TOTAL COVERAGE, GPA

and MST M˾Y À¾Ë1
MPH PRESSURE FLOW SWATH WIDTH -
FT
PSI GPM 40 50 60 70 80 1 2 3 4 5 6 7 8 9 10 11 12 13
80 10 26.2 4.05 3.24 2.70 2.32 2.03
20 37.8 5.85 4.68 3.90 3.34 2.92
30 46.0 7.12 5.69 4.74 4.07 3.56
40 53.8 8.32 6.66 5.55 4.76 4.16
50 60.2 9.31 7 45 6.21 5.32 4.66
60 66.6 10.30 8.24 6.87 5.89 5.15
70 73.0 11.29 9.03 7.53 6.45 5.65
80 77.4 11.97 9.58 7.98 6.84 5.99
90 81.9 12.67 10.14 8.45 7.24 6.33
100 86.4 13.36 10.69 8.91 7.64 6.68

90 10 26.2 3.60 2.88 2.40 2.06 1.80

20 37.8 5.20 4.16 3.46 2.97 2.60
30 46.0 6.32 5.06 4.22 3.61 3.16 \
40 53.8 7.40 5.92 4.93 4.23 3.70
50 60.2 8.28 6.62 5.52 4.73 4.14
60 66.6 9.16 7.33 6.10 5.23 4.58
70 73.0 10.04 F.03 6.69 5.74 5.02
80 77. 4 10. 64 8. 51 7, 09 6. 08 5. 32
90 81.9 11.26 9.01 7.51 6.43 5.63
100 86.4 11.88 9.50 7.92 6.79 5.94

100 10 26.2 3.24 2.59 2.16 1.85 1.62

20 37.8 4.68 3.74 3.12 2.67 2.34 /
30 46.0 5.69 4.55 3.79 3.25 2.85 |
40 53.8 6.66 5.33 4.44 3.80 3.33
50 60.2 7.45 5.96 4.97 4.26 3.72
60 66.6 8.24 6.59 5.49 4.71 4.12
70 73.0 9.03 7.23 6.02 5.16 4.52
80 77.4 9.58 7.66 6.39 5.47 4.79 y
90 81.9 10.14 8.11 6.76 5.79 5.07
100 86.4 10.69 8.55 7.13 6.11 5.35 | / 1 / / \ \ \ \ \
110 10 26.2 2.95 2.36 1.96 1.68 1.47 25 24 23 22 21 20 19 18 17 16 15 14
20 37.8 4.25 3.40 2.83 2.43 2.13
30 46.0 5.17 4.14 3.45 2.96 2.59 1. Upper and Lower Instrument Light 14. Right Emergency Door Release Handle
40 53.8 6.05 4.84 4.03 3.46 3.03
Rheostat Knobs 15. Pilot's Seat
4797 55 91
2 2. Hopper Light Rheostat Knob 16. Ash Tray
70 73.0 8.21 6.57 5.47 4.69 4.11 3. Interior and Exterior Lighting Switches 17. Cigar Lighter
80 77.4 8.71 6.97 5.80 4.98 4.35 4. Airspeed Indicator 18. Spray Valve Off Control Button
90 81.9 9.21 7.37 6.14 5.26 4.61 5. Altimeter 19. Spray Valve On Control Button
100 86.4 9.72 7.78 6.48 5.55 4.86 6. Additional Instrument Space 20. Right Cabin Heat Outlet
7. Tachometer 21. Spray Light Turning
-
Light/Automatic
120 10 26.2 2.70 2.16 1.80 1.54 1.35 8. Low-Voltage Warning Light Flagman Trigger Control
0 57 (28-Volt System) 22. Parking Brake Handle
9. Oil Pressure Gage 23. Boom Pressure Control Knob
40 53.8 5.55 4.44 3.70 3.17 2.77
50 60.2 6.21 4.14 10. Oil Temperature Gage (Hydraulically-Driven Pump System)
4.97 3.55 3.10
60 66.6 6.87 5.49 4.58 3.92 3.43 11. Auxiliary Cabin Air Control Knob 24. Auxiliary Fuel Pump Switch
70 73.0 7.53 6.02 5.02 4.30 3.76 12. Adjustable Ventilation Outlet (300 HP Engine)
80 77.4 7.98 6.39 5.32 4.56 3.99 13. Cabin Heat Control Knob 25. Hopper Shutoff Valve Control Knob
90 81.9 8.45 6.76 5.63 4.83 4.22
100 86.4 8.91 7.13 5.94 5.09 4.45

Figure 7-6 (Sheet 9 of 14). 2-1.

7-28 2-3
 Dl2-45
g) [ - 44 NOZZLES
D) Schematic COVERAGE, GPA
AIRSPEED BOOM TOTAL
MPH PRESSURE FLOW SWATH WIDTH
230 hp ENGINE PSI GPM
- FT

40 50 60 70 80

80 10 29.5 4.56 3.65 3.04 2.61 2.28

20 41.8 6.47 5.17 4.31 3.69 3.23
30 51.5 7.97 6.37 5.31 4.55 3.98
40 59.8 9.25 7.40 6.17 5.29 4.63
CONTROL 50 66.7 10.32 8.25 6.88 5.90 5.16
-- --

FULL 60 73.9 11.43 9.15 7.62 6.53 5.72

fi 70 79.8 12.34 9.88 8.23 7.05 6.17
-
IN so 85.8 13.27 10.62 8.85 7.58 6.64
90 91.3 14.12 11.30 9.42 8.07 7.06
100 96.8 14.97 11.98 9.98 8.56 7.49
CARBURETOR
s..p. ENGINE HEAT CONTROL 90 10 29.5 4.06 3.24 2.70 2.32 2.03
EXHAUST 20 41.8 5.75 4.60 3.83 3.28 2.87
HREO 30 51.5 7.08 5.66 4.72 4.05 3.54
D COOLING
40 59.8 8.22 6.58 5.48 4.70 4.11
CARBURETOR GILLS
INDUCTION 50 66.7 9.17 7.34 6.11 5.24 4.59
AIR FILTER 60 73.9 10.16 8.13 6.77 5.81 5.08
70 79.8 10.97 8.78 7.31 6.27 5.49
INDUCTION 80 85.8 11.80 9.44 7.86 6.74 5.90
AIR DUCT 12.55 10.04 8.37 6.28
CARBURETOR 90 91.3 7.17
AIR BOX BUTTERFLY 100 96.8 13.31 10.65 8.87 7.61 6.65
VALVE
CODE 100 10
20
29.5
41.8
3.65
5.17
2.92
4.14
2.43
3.45
2.09
2.96
1.83
2.59
FILTERED INDUCTION AIR 30 51.5 6.37 5.10 4.25 3.64 3.19
40 59.8 7.40 5.92 4.93 4.23 3.70
HEATED AIR
50 66.7 8.25 6.60 5.50 4.72 4.13
ENGINE COOLING AIR 60 73.9 9,15 7.32 6.10 5.23 4.57
--
MECHANICAL CONNECTION 70 79.8 9.88 7.90 6.58 5.64 4.94
80 85.8 10.62 8.49 7.08 6.07 5.31
90 91.3 11.30 9.04 7.53 6.46 5.65
100 96.8 11.98 9.58 7.99 6.85 5.99

110 10 29.5 3.32 2.65 2.21 1.90 1.66

CONTROL 20 41.8 4.70 a.76 a.13 2.69 2.35
30 51.5 5.79 4.63 3.86 3.31 2.90
FULL 40 59.8 6.73 5.38 4.48 3.84 3.36
k OUT 50 66.7 7.50 6.00 5.00 4.29 3.75
60 73. 9 B. 31 6. 65 5. 54 4. 75 4. 16
0 79.8 98 5.98 5 13 4.49
ARBU NTRROL
EEXNHAUNS H
1
HEAT c
SHROUD COOLING 120 10 29.5 3.04 2.43 2.03 1.74 1.52
1NDUCTION CARBURETOR GILLS 20 41.8 4.31 3.45 2.87 2.46 2.16
AIR FILTER 30 51.5 5.31 4.25 3.54 3.03 2.66
40 59.8 6.17 4.93 4.11 3.52 3.08
INDUCTION 50 66.7 6.88 5.50 4.59 3.93 3.44
AIR DUCT =::=.
60 73.9 7.62 6.10 5.08 4.35 3.81
CARBURETOR 70 79.8 8.23 6.58 5.49 4.70 4.11
AIR BOX BUTTERFLY 80 85.8 8.85 7.08 5.90 5.06 4.42
VALVE 91.3 7.53 6.28 4.71
90 9.42 5.38
100 96.8 9.98 7.99 6.65 5.70 4.99

Figure 2-2. Figure 7-6 (Sheet 8 of 14).

2-4 7-27
 44 D10-45 NOZZLES

AIRSPEED BOOM TOTAL COVERAGE, OPA

Mchematic|
MPH PRESSURE FLOW SWATH WIDTH -
FT 300 hp ENGINE
PSI OPM 40 50 60 70 80

80 10 23.8 3.68 2.95 2.45 2.10 1.84

20 33.7 5.21 4.17 3.48 2.98 2.61
30 41.4 6.40 5.12 4.27 3.66 3.20
40 48.4 7.49 5.99 4.99 4.28 3.74 CONTROL
50 52.6 8.14 6.51 5.42 4.65 4.07
60 59. 4 9. 19 7. 35 6. 13 5. 25 4, 59
-

FULL
70 64.3 9.95 7.96 6.63 5.68 4.97
-

IN
80 69.2 10.70 8.56 7.14 6.12 5.35
90 73.5 11.37 9.10 7.58 6.50 5.68 ENGINE
100 77.9 12.05 9.64 8.03 6.89 6.03 ALTERNATE
AIR CONTROL
90 10 23.8 3.27 2.62 2.18 1.87 1.64
> THROTTLE | c
20 33.7 4.63 3.71 3.09 2.65 2.32 \
30 41.4 5.69 4.55 3.79 3.25 2.85 BODY It> /
COOLING
40 48.4 6.65 5.32 4.44 3.80 3.33 GILLS
50 52.6 7.23 5.79 4.82 4.13 3.62
60 59.4 8.17 6.53 5.44 4.67 4.08 ANDRU1CN TN
70 64.3 8.84 7.07 5.89 5.05 4.42 .

80 69.2 9.51 7.61 6.34 5.44 4.76

90 73.5 10.11 8.08 6.74 5.77 5.05 INDUCTION
100 77.9 10.71 8.57 7.14 6.12 5.36 AIR DUCT ALTERNATE AIR DOOR CLOSED

100 10 23.8 2.95 2.36 1.96 1.68 1.47 CODE INDUCTION

20 33.7 4.17 3.34 2.78 2.38 2.09 ENGINE COOLING OR AIR FILTER
30 41.4 5.12 4.10 3.42 2.93 2.56 INDUCTION AIR
40 48.4 5.99 4.79 3.99 3.42 2.99
50 52.6 6.51 5.21 4.34 3.72 3.25 FILTERED INDUCTION AlR
60 59.4 7.35 5.88 4.90 4.20 3.68 ALTERNATE INDUCTION AIR
70 64.3 7.96 6.37 5.30 4.55 3.98 MECHANICAL
--
CONNECTION
80 69.2 8.56 6.85 5.71 4.89 4.28
90 73.5 9.10 7.28 6.06 5.20 4.55
100 77.9 9.64 7.71 6.43 5.51 4.82

110 10 23.8 2.68 2.14 1.78 1.53 1.34

20 33.7 3.79 3.03 2.53 2.17 1.90 CONTROL
30 41.4 4.66 3.73 3.10 2.66 2.33 FULL
40 48.4 5.44 4.36 3.63 3.11 2.72
50 52.6 5.92 4.73 3.94 3,38 2.96
OUT
60 59.4 6.68 5.35 4.45 3.82 3.34
70 64.3 7.23 5.79 4.82 4.13 3.62
80 69.2 7.78 6.23 5.19 4.45 3.89 ENGINE
90 73.5 8.27 6.61 5.51 4.72 4.13 ALTERNATE
100 8.76 7.01 4.38 THROTTLE- AIR CONTROL
77.9 5.84 5.01
BODY 4>
120 10 23.8 2.45 1.96 1.64 1.40 1.23 COOLING
20 33.7 3.48 2.78 2.32 1.99 1.74 GILLS
30 41.4 4.27 3.42 2.85 2.44 2.13 E OR
40 48.4 4.99 3.99 3.33 2.85 2.50 INDUCTION (CTE
50 52.6 5.42 4.34 3.62 3.10 2.71 AIR INLET ...h.-

60 59.4 6.13 4.90 4.08 3.50 3.06

INDUCTION
6 7098 AIR DUCT ALTERNATE AIR DOOR OPEN
90 73.5 7.58 6.06 5.05 4.33 3.79
100 77.9 8.03 6.43 5.36 4.59 4.02

Figure 7-6 (Sheet 7 of 14). Figure 2-3.

9-26 2-5
control actuates a butterfly valve in the carburetor air box which selects
the source of engine induction air (figure 2-2). Depressing the button on $22Û 44 D8-45 NOZZLES
the end of the knob and pulling the control to the full-out position cuts off
COVERAGE, GPA
the flow of filtered ram air to the carburetor and causes non-filtered AIRSPEED
MPH
BOOM
PRESSURE
TOTAL
FLOW SWATH WIDTH -
FT
heated air to be ducted to the carburetor. In atmospheric conditions that esi ora
are conducive to carburetor icing, select the minimum amount of carbu-
"° 210 168 o a 2 2s 1.86 i as
retor heat for normal operation that will keep ice cleared from the car-
buretor. The carburetor heat control should be in the full in position for 30 31.7 4.90 3.92 3.27 2.80 2.45
power-off *° 28 43 2827 3 280
normal operation, except during or low-power descents.
60 45.8 7.08 5.67 4.72 4.05 3.54
A double-button push-pull type engine alternate air control (300 HP 3 31
4 e
Engine) is located on the lower right side of the instrument panel. The so 56.3 8.71 e.97 s.81 4.98 4.as
control actuates an alternate air door which selects the source of engine 100 59.4 9.19 7.as 6.13 s.2s 4.59

induction air (figure 2-3). Depressing the button on the end of the knob 90 10 18.0 2.47 1.98 1.65 1.41 1,24
and pulling the control to the full-out position causes non-filtered air to 22°
'aÎ °,
4 "se
2, 2°g3Î °a
2 a
be ducted to the throttle body. If the induction air inlet, ducting, or filter 40 37.0 5-09 4.07 3.39 2.91 2.54
° 3:2'e 3226 23 5
becomes blocked, the alternate air control should be pulled full out. This 4's 's e 4
will bypass the blockage and provide the engine with induction air. The 70 49.5 6.81 5.44 4.54 3.89 3.40
26 6,6 6 6 32)
alternate air control should be pushed full in for normal operation. ,
100 59.4 8.17 6.53 5.44 4.67 4.08
IGNITION SWITCHES. 100 io is.o 2.2a 1.78 1.48 1.27 i.ii
20 26.0 3.22 2.57 2.14 1.84 1.61
30 31.7 3.92 3.14 2.62 2.24 1.96
Two separate toggle-type magneto ignition switches are located on the 40 37.0 4.58 3,66 3.05 2.62 2.29
lower right side of the instrument panel. Each switch is ON in the up 50 41·4
45.8
6·12
5.67
4·1°
4.53
3 42
3.78
2·93
3.24
2·56
2.83
60
position and OFF in the down position. Operation of the ignition system is yo 49.s e.ia 4.90 4.08 s.so a.oe
conventional. The left ignition switch controls the left magneto which fires 80 63·2
56.3
6·68
6.97
6-27 *·39
4.64
3-76
3.98
3·29
3.48
90 5.57
the top spark plugs on the left bank of cylinders and the bottom spark plugs 100 59.4 7.as 5.88 4.90 4.20 a.68
on the right bank. Conversely, the right ignition switch controls the right 110 io 18.0 2.02 1.62 i.as 1.16 1.01
magneto which fires the top spark plugs on the right bank and the bottom 2o 26.0 2.92 2.a4 1.95 1.67 1.46
spark plugs on the left bank. 30 31· 7 3· 67 2· 66 2· 36 2·°4 1·78
40 37.0 4.16 3.33 2.77 2.38 2.08
50 41.4 4.66 3.73 3.10 2.66 2.33
ENGINE PRIMER (230 HP Engine.) 60 45.8 5.15 4.12 3.43 2.94 2.58
70 49.5 5.57 4.45 3.71 3.18 2.78
80 53.2 5.98 4.79 3.99 3.42 2.99
A conventional plunger-type engine primer is located on the lower so 56.3 6.aa s.oy 4.22 a.62 a.17
1°°
right side of the instrument panel. Approximately 2-6 strokes of the
primer (prior to depressing the starter button) will provide the proper 120 48 1 3

fuel mixture for starting a cold engine. In hot weather, pumping the throt- ao ai y a 27 2.62 2.18 1.87 i es
0 3 82 2 54 2 18
tle one or two strokes may be performed in lieu of engine priming. The 9

primer knob should be full in and locked when not in use to prevent the 60 45.8 4.72 a.78 a.15 2.70 2.36
engine from drawing fuel through the primer system (see figure 2-5). 6 3 2 92 2

90 56.3 5.81 4.64 3.87 3.32 2.90

|
ENGINE PRIMER (300 HP Engine). 100 59.4 6.13 4.90 4.08 a.So a.o6

Refer to Auxiliary Fuel Pump Switch paragraph in this section. Figure 7-6 (Sheet 6 of 14).

2-6 7-25
 STARTER BUTTON.
g) 44 D6-45 NOZZLES

AIRSPEED BOOM TOTAL COVERAGE, GPA A puSh-button starter switch is located on the lower right side of the in-
MPH PRESSURE FLOW SWATH WIDTH -
FT Strument panel. The starter system operates in the same manner whether
PSI GPM 40 50 60 70 80 þOWer is being supplied by the aircraft battery or an external power source.
80 10 12.8 1.98 1.58 1.32 1.13 .99

20 18.0 2.78 2.23 1.86 1.59 1.39

40
30 22.0
25.5
3.40
3.94
2.72
3.16
2.27
2.63
1.94
2.25
1.70
1.97
ENGINE INSTRUMENTS.
50 27.6 4.27 3.42 2.85 2.44 2.13
60 31.7 4.90 3.92 3.27 2.80 2.45 TACHOMETER.
70 35.1 5.43 4.34 3.62 3.10 2.71
80 36.5 5.65 4.52 3.76 3.23 2.82
90 38.7 5.99 4.79 3.99 3.42 2.99 A mechanically-driven recording tachometer is located in the instru-
100 40.9 6.33 5.06 4.22 3.62 3.16
meRÉ COBSole on top of the instrument panel deck. The recorder is set to
90 10 12.8 1.76 1.41 1.17 1.01 .88

TOCOrd engine time accurately for the particular engine and propeller
20 18.0 2.47 1.98 1.65 1.41 1.24
combination.
.

30 22.0 3.02 2.42 2.02 1.73 1.51

40 25.5 3.51 2.80 2.34 2.00 1.75

i "aÎ.6 96
3 9 2
lo
For an explanation of the engine instrument markings shown on the
70 35.1 4.83 3.86
4.01
3.22 2.76 2.41
2.51
tachometers, refer to Section IV.
80 36.5 5.02 3.35 2.87
90 38.7 5.32 4.26 3.55 3.04 2.66
100 40.9 5.62 4.50 3.75 3.21 2.81 MANIFOLD PRESSURE GAGE/FUEL FLOW INDICATOR.
100 10 12.8 1.58 1.27 1.06 .91 .79

Ëo 22 72 2 e i:f 1:56
A manifold pressure gage is provided for aircraft equipped with a 230
40 25.5 3.16 2.52 2.10 1.80 1.58 HP engine and constant-speed propeller. If the aircraft has a 300 HP en-
50 27.6 2.73 2,28 1.95 1.71
60 31.7
3.42
3.92 3.14 2.62 2.24 1.96
gine and constant-speed propeller, a combination manifold pressure/fuel
70 35.1 4.34 3.47 2.90 2.48 2.17 ÎlOW indicator is provided. On this instrument, manifold pressure is
80 36.5 4.52 3.61 3.01 2.58 2.26 shown on the left side of the instrument face, and fuel flow is shown on the
ËIe7 at the
i o slo6 4 5 137 ËIso a right side. The fuel flow indicator senses fuel pressure developed
110 10 12.8 1.44 1.15
fuel distribution valve (figure 2-6), and is calibrated in gallons per hour.
96
to give adequate engine cooling in full throttle climbs
.82 .72

20 18.0 2.02 1.62 1.35 1.16 1.01 Fuel flows required

30 22.0 2.47 1.98 1.65 1.41 1.24 Are Shown on a placard below the fuel flow indicator.
40 25.5 2.87 2.29 1.91 1.64 1.43
50 27.6 3.10 2.48 2.07 1.77 1.55
60 31.7 3.57 2.85 2.38 2.04 1.78
70 35.1 3.95 3.16 2.63 2.26 1.97
80 36.5 4.11 3.28 2.74 2.35 2.05 PROPELLER •

90 38.7 4.35 3.48 2.90 2.49 2.18

100 40.9 4.60 3.68 2.63
3.07 2.30
A 90-inch aluminum, fixed-pitch, two-bladed propeller is standard
120 equipment on the 230 HP engine. An 88-inch constant-speed, two-bladed
1.2 1.o
30 22.0 2.27 1.81 1.51 1.30 1.13 propeller is available on the 230 HP engine. The 300 HP engine is equip-
40 25.5 2.63 2.10 1.75 1.50 1.Šl ped with an 82-inch constant-speed, two-bladed propeller as standard
50 27.6 2.85 2.28 1.90 1.63 1.42
60 31.7 3.27 2.62 2.18 1.87 1.63 equipment. An 86-inch constant-speed, two-bladed propeller is also
70 35.1 3.62 2.90 2.41 2.07 1.81 available.
80 36.5 3.76 3.01 2.51 2.15 1.88
90 38.7 3.99 3.19 2.66 2.28 2.00
100 40.9 4.22 3.37 2.81 2.41 2.11 On aircraft having constant speed propellers, a propeller governor
maintains a selected RPM regardless of varying airspeeds or flight atti-
Figure 7-6 (Sheet 5 of 14). tudes when sufficient engine power is being developed. The governor in-

7-24
2-7
 SCHEMATIC §p24Ÿ [ 22 DlO-45 NOZZLES

AIRSPEED BOOM TOTAL COVERAGE, GPA

NOTE MPH PRESSURE FLOW SWATH WIDTH -
FT
PSI GPM 40 50 60 70 80
On airplanes equipped with a fixed-pitch propeller, a plate is THERMOSTAT
installed instead of the propeller governor. This plate "dead (OPEN)
governor inlet oil gallery. Also, a plug is 80 10 11.9 1.84 1.47 1.23 1.05 92
the propeller
•

ends"
to prevent oil leakage. 20 16.9 2.61 2.09 1.74 1.49 1.31
installed in the engine crankshaft
30 20.7 3.20 2.56 2.13 1.83 1.60
40 24.2 3.74 2,99 2.50 2.14 1.87
PROPELLER 50 26.3 4.07 3.25 2,71 2.32 2.03
TO 60 29. 7 4. 59 3, 68 3. 06 2. 63 2. 30
CONTROL
PROPELLER 32.1 2.84
LEVER 70 4.97 3.97 3.31 2.48
THERMOSTAT 80 34.6 5.35 4.28 3.57 3.06 2.68
(CLOSED)
90 36.8 5.69 4.55 3.79 3.25 2.85
100 38.9 6.02 4.81 4.01 3.44 3.01
OIL COOLER
PROPELLER 90 10 11.9 1.64 1.31 1.09 .93 .82

GOVERNOR 20 16.9 2.32 1.86 1.55 1.33 1.16

30 20.7 2.85 2.28 1.90 1.63 1.42
40 24.2 3.33 2.66 2.22 1.90 1.66
50 26.3 3.62 2.89 2.41 2.07 1.81
60 29.7 4.08 3.27 2.72 2.33 2.04
OIL 70 32.1 4.41 3.53 2.94 2.52 2.21
OIL TEMPERATURE 80 34.6 4.76 3.81 3.17 2.72 2.38
FILLER GAGE 90 36.8 5.06 4.05 3.37 2.89 2.53
CAP
100 38.9 5.35 4.28 3.57 3.06 2.67
PRESSLDRE
100 10 11.9 1.47 1.18 .98 .84 .74

GAGE 20 16.9 2.09 1.67 1.39 1.20 1.05

60 29.7 3.68 2.94 2.45 2.10 1.84

70 32.1 3.97 3.18 2.65 2.27 1.99
80 34.6 4.28 3.43 2.85 2.45 2.14
90 36.8 4.55 3.64 3,04 2.60 2.28
OILDIPSTICK 100 38.9 4.81 3.85 3.21 2.75 2.41
SUMPDRAINPLUG OILPRESSURE 110 10 11.9 1.34 1.07 .89 .76 .67

RELIEF VALVE 20 16.9 1.90 1.52 1.27 1.09 .95

OILPUMP
30 20.7 2.33 1.86 1.55 1.33 1.16
BYPASS 40 24.2 2.72 2.18 1.81 1.56 1.36
VALVE 50 26.3- 2.96 2.37 1.97 1.69 1.48
ENGINE
OIL ENGINEOIL
60 29.7 3.34 2.67 2.23 1.91 1.67
PUMP FILTER 70 32.1 3.61 2.89 2.41 2.06 1.81
SCREEN 80 34.6 3.89 3.11 2.59 2.22 1.95
90 36.8 4.14 3.31 2.76 2.37 2.07
FILTER 100 38.9 4.38 3.50 2.92 2.50 2.19
BYPASS
VALVE 120 10 11.9 1.23 .98 .82 .70 .61

CODE:
20 16. 9 1. 74 1. 39 1. 16 1, 00 . 87
PRESSURE OIL 30 20.7 2.13 1.71 1.42 1,22 1.07
40 24.2 2.50 2.00 1.66 1.43 1.25
50 26.3 2.71 2.17 1.81 1.55 1.36
SUMPOIL, RETURN 60 29.7 3.06 2.45 2.04 1.75 1.53
OIL, ANDSUCTION 70 32.1 3.31 2.65 2.21 1.89 1.66
OIL 80 34. 6 3. 57 2. 85 2. 38 2. 04 1. 78
EXTERNAL 90 36.8 3.79 3.04 2.53 2.17 1.90
FILTER 100 4.01 2.67 2.29 2.01
38.9 3.21

Figure 2-4. Figure 7-6 (Sheet 4 of 14).

7-23
2-8
 creases the propeller blade angle by directing pressurized engine oil to a
DS-45
g)247 y 22 NOZZLES piston in the propeller hub. Conversely the aerodynamic forces acting on
the propeller blades and an internal spring cause the blades to move to low
COVERAGE, GPA
AIRSPEED BOOM TOTAL pitch when the propeller lever is moved to the INCREASE RPM position.
MPH PRESSURE FLOW SWATH WIDTH -
FT
PSI GPM 40 50 60 70 80

80 10 9.0 1.39 1.11 .93 .80 .70

OIL SUPPLY SYSTEM.
20 13.0 2.01 1.61 1.34 1.15 1.01
o 1 8 2. 1 6 1 es 1 o
1
Oil for engine lubrication and propeller governor operation is supplied
50 20.7 3.20 2.56 2.13 1.83 1.60 ÎrOm a sump located at the bottom of the engine. Oil is picked up by the
engine-driven pump, and is pumped through the engine oil filter screen
80 26.6 4.11 3.29 2.74 2.35 2.06 (Or the oil filter if installed) and then through the right oil gallery to a
i e 7 a a oe 2
6
thermostat. When the temperature of the oil is below 150°, the thermo-
stat causes the oil to bypass the oil cooler. As the temperature rises
90
2 1
00 4
1 3 1 1
21
above 150°, the thermostat closes, causing the oil to be forced through
30 15.8 2.17 1.74 1.45 1.24 1.09 the oil cooler. From the thermostat and oil cooler, the oil is directed to
various engine lubrication passages and the propeller governor and back
60 22.9 3.15 2.52 2.10 1.80 1.57 to the sump. The capacity of the engine oil sump is 12 quarts. One addi-
21. 4 11870
9
ÌiOnal quart is required if an oil filter is installed. However, the oil level
90 28.2 3.88 3.10 2.58 2.22 1.94 Should never be higher than the 12-quart mark on the dipstick.
100 29.7 4.08 3.27 2.72 2.33 2.04

100 10 9.0 1.11 .89 .74 .64 .56

An oil drain valve (spring-loaded
On-off in the off position) may be
ao is.s 1. .9"°
installed on the lower left side of the engine to facilitate draining of the
40 18.5 2.29 1.83 1.53 1.31 1.14 engine sump. To drain the sump, turn the valve handle clockwise. Oil
i e 1 2 1.42 should be drained immediately after engine shutdown while the oil is hot.
70 24.7 3.06 2.45 2.04 1.75 1.53 The time required to drain ten quarts (normal capacity for flights of less
6°
,"" than three hours) is approximately seven minutes for an oil temperature
100 29.7 3.68 2.94 2.45 2.10 1.84 Of 185°F, and eleven minutes for an oil temperature of 150°F.
110 10 9.0 1.01 .81 .67 .58 .51

230
42 118 1 89 FUSELAGE TANK FUEL SYSTEM.
40 18.5 2.08 1.66 1.39 1.19 1.04
20.7 2.33 1.86 1.55 1.33 1.16
iS provided in the AGpickup and is avail-
50
60 22.9 2.58 2.06 1.72 1.47 1.29 A ÎuSelage ÎUOl ÉRDR SYSÌGm
70 24.7 2.78 2.22 1.85 1.59 1.39 able in the AGwagon. In this system, fuel is supplied to the engine from
960°
2:Î1 |:sÌ Ì:$ a 37-gallon aluminum tank located just aft of the engine compartment fire-
100 29.7 3.34 2.67 2.23 1.91 1.67 WR11 (See figures 2-5 and 2-6). The tank is enclosed in a plastic vapor
120 10 9.0 .93 .74 .62 .53 .46 barrier bag equipped with three drain tubes equally spaced across the bot-
20
30
13.0
15.8
1.34
1.63
1.07
1.30
.89

1.09
.77 .67

tom of the fuel tank. The tank is vented from the filler neck through a vent
to a point under the left side of the fuselage ahead of the land-
.93 .81

40 18.5 1.91 1.53 1.27 1.09 .95 line POuted

50 20.7 2.13 1.71 1.42 1.22 1.07 ing gear attach structure. In addition, small bleed holes are located in
60 22.9 2.36 1.89 1.57 1.35 1.18
70 24.7 2.55 2.04 1.70 1.46 1.27 the internal portion of the fuel filler cap to provide tank venting if the
80 26.6 2.74 2.19 1.83 1.57 1.37 main Îuel Vent becomes obstructed.
90 28.2 2.91 2.33 1.94 1.66 1.45
100 29.7 3.06 2.45 2.04 1.75 1.53
Fuel flows from the tank to a shutoff valve beneath the tank. When the
Figure 7-6 (Sheet 3 of 14). shutoff valve is open and the mixture control is in the rich position with the

7-22 2-9
 §Q ) = 22 D6-45 NOZZLES
SCHEMATIC AIRSPEED TOTAL COVERAGE, GPA
BOOM
230 hp Engine FUEL QUANTITY MPH PRESSURE FLOW SWATH WIDTH -
FT
INDICATOR PSI GPM
FILLER 40 50 60 70 80
CAP
%.I 80 10 6.4 .99 .79 .66 .57 .49

20 9.0 1.39 1.11 .93 .80 .70

30 11.0 1.70 1.36 1.13 .97 .85

40 12.8 1.98 1.58 1.32 1.13 .99

50 13.8 2.13 1,71 1.42 1.22 1.07

60 15.8 2.44 1.96 1.63 1.40 1.22
70 17.5 2.71 2.17 1.80 1.55 1.35
80 18.3 2.83 2.26 1.89 1.62 1.42
90 19.4 3.00 2.40 2.00 1.71 1.50
1000 20 54
. 3 18
. 78 2 5740
. 2 . 1 8501
. 1

FUEL QU A
90
SCREEN TRANSMITTER 20 9.0 1.24 .99 .82 .71 .62

30 11.0 1.51 1.21 1.01 .86 .76

RAM
40 12.8 1.76 1.41 1.17 1.01
AIR .88

50 13.8 1.90 1.52 1.26 1.08 .95

SHUTOFF
60 15.8 2.17 1.74 1.45 1.24 1.09
VALVE 70 17.5 2.41 1.60 1.38
1.92 1.20
FUEL KNOB 18.3 2.52
80 2.01 1.68 1.44 1.26
SHUTOFF 90 19.4 2.67 2.13 1.78 1.52 1.33
VALVE •---¯¯
100 20.5 2.82 2.25 1.88 1.61 1.41
100 10 6.4 .79 .63 .53 .45 .40

20 9.0 1.11 .89 .74 .64 .56

30 11.0 1.36 1.09 .91 .78 .68

40 12.8 1.58 1.27 1.06 .91 .79

STRAINER 50 13.8 1.71 1.37 1.14 .98 .85

DRAIN 60 15.8 1.96 1.56 1.30 1.12 .98

KNOB TO ENGINE 70 17.5 2.17 1,73 1.44 1.24 1.08

80 18.3 2.26 1.81 1.51 1.29 1.13
---- ENGINE 90 19,4 2.40 1.92 1.60 1.37 1.20
FUEL PRIMER 100 20.5 2.54 2.03 1.45 1.27
1.69
STRAINER
110 10 6.4 .72 .58 .48 .41 .36

20 9.0 1.01 .81 .67 .58 .51

THROTTLE 30 11.0 1.24 .99 .82 .71 .62

40 12.8 1.44 1.15

LEVER CODE 50 13.8 1.55 1.24
.96

1.03
.82

.89
.72

.78

60 15.8 1.78 1.42 1.18 1.02 .89

70 17.5 1.97 1.57 1.31 1.13 .98

FUEL SUPPLY 8 3 11 58
--·------
CARBURETOR
8 1 5
100 20,5 2.31 1.84 1.54 1.32 1.15
VENT
120 10 6.4 .66 .53 .44 .38 .33

---
MECHANICAL 20 9.0 .93 .74 .62 .53 .46

A LINKAGE 1.13
--

30 11.0 .91 .76 .65 .57

ELECTRICAL 40 12.8 1.32 1.06 .88 .75 .66

MIXTURE TO CONNECTION 50 13.8 1.42 1.14 .95 .81 .71

CONTROL ENGINE . ...... .

60 15.8 1.63 1.30 1.09 .93 .81

KNOB CYLINDERS 70 17.5 1.80 1.44 1.20 1.03 .90

80 18.3 1.89 1.51 1.26 1.08 .94

90 19.4 2.00 1.60 1.33 1.14 1.00

100 20.5 2.11 1.69 1.41 1.21 1.06

2-5. Figure 7-6 (Sheet 2 of 14).

Figure

2-10 7-21
 §Q 22 D4-45 NOZZLES
3CO hE leC TNTITY
AIRSPEED BOOM TOTAL COVERAGE, GPA
"I c
MPH PRESSURE FLOW SWATH WIDTH -
FT FILLER
PSI GPM CAP
40 50 60 70 80

80 10 4.0
20 5.5
.62

.85
.49

.68
.41

.57
.35

.49
.31

.43
'
30 6.8 1.05 .84 .70 .60 .53

40 7.9 1.22 .98 .81 .70 .61

50 8.7 1.35 1.08 .90 .77 .67

60 9.5 1.47 1.18 .98 .84 .73

70 10.2 1.58 1.26 1.05 .90 .79

80 11. 0 1. 70 1. 36 1. 13 97 . . 85
90 11.7 1.81 1.45 1.21 1.03 .90

100 12.3 1.90 1.52 1.27 1.09 FUEL QUANTlTY

SCREEN
.95

TRANSMITTER
90 10 4.0 .31

VENT
.55 .44 .37 .27

20 5.5 .76 .60 .50 .43 .38 FUEL

30 6.8 .93 .75 .62 .53 .47
SHUTOFF SHUTOFF
40 7.9 1.09 .87 .72 .62 .54
VALVE -----------
VALVE
50 8.7 1.20 .96 .80 .68 .60
CHECK KNOB
60 9.5 1.31 1.04 .87 .75 .65
VALVE
70 10.2 1.40 1.12 .93 .80 .70

80 11.0 1.51 1.21 1.01 .86 .76

90 11.7 1.61 1.29 1.07 .92 .80 AUXILIARY

100 12.3 1.69 1.35 1.13 .97 .85 FUEL
PUMP FAUUEXLIL
RY
100 10 4.0 .49 .40 .33 .28 .25

20 5. 5 . 68 . 54 . 45 . 39 . 34 SWITCH
30 6.8 .84 .67 .56 .48 .42 I
FUEL 4
40 7.9 .98 .78 .65 .56 .49

STRAINER
50 8.7 1.08 .86 .72 .62 .54

60 9.5 1.18 .94 .78 .67 .59

70 10.2 1.26 1.01 .84 .72 .63

80 11.0 1.36 1.09 STRAINER

90 11.7 1.45 1.16
.91

.97 .83
.78 .68

.72
' DRAIN
100 12.3 1.52 1.22 1.01 .87 .76 KNOB t
THROTTLE
110 10 4.0 .45 .36 .30 .26 .22
ENGINE LEVER
20 5.5 .31
/' ,, , FUEL
THRACIRTTLE
.62 .49 .41 .35

PUMP
30 6.8 .76 .61 .51 .44 .38

/
40 7.9 .89 .71 .59 .51 .44 MIXTURE FILTER y
50 8.7 .98 . .78 .65 .56 .49 CONTROL SCREEN /
60 9.5 1.07 .85 .71 .61 .53 KNOB
70 10.2 1.15 .92 .76 .66 .57
CODE
80 11.0 1.24 .99 .82 .71 .62

1900 328 11. 66 U

FUEL SUPPLY
12 9
FUEL VENT
120 10 4.0 .41 .33 .27 .24 .21
DISTRIBUTION VALVE EXCESS FUEL
20 5.5 .57 .45 .38 .32 .28

AND VAPOR
g8 0 66 0 5 E CFALOW
4 RETURN FUEL
50 8.7 .90 .72 .60 .51 .45
----
MECHANICAL
60 9.5 .98 .78 .65 .56 .49
FUEL LINKAGE
70 10.2 1.05 .84 .70 .60 .53
NOZZLE S ELECTRICAL
80 11.0 1.13
90 11.7 1.21
.91

.97
.76

.80
.65

.69
.57

.60
..

" ..

•
CONNECTION

100 12.3 1.27 1.01 .85 .72 .63

Figure 7-6 (Sheet 1 of 14). Figure 2-6.

7-20 2-11
engine running, fuel flows by gravity through the fuel strainer to the car-
buretor on 230 HP aircraft. On 300 HP aircraft, fuel is drawn through a ˾$ NË4509˾ NŸ $À 10Ë$PÑÀŸP N
check valve in the auxiliary fuel pump, and then through the fuel strainer
to the engine-driven fuel pump, where it is pumped into the fuel metering APPROXIMATE MAXIMUM BOOM PRESSURE -
PSI
unit. In the metering unit, fuel is regulated by the setting of the throttle ENGINE 22 NOZZLES 44 NOZZLES 64 NOZZLES

and mixture controls. The metered fuel is pumped through the fuel dis- RPM NozzLE NUMBER

tribution valve to the injection nozzles. The remainder of the unmetered D4-45 D6-45 D8-45 D10-45 D6-45 D8-45 D10-45 D12-45 D8-45 D10-45 D12-45

fuel is returned to the engine-driven fuel pump where excess fuel and va- ,,co
por are directed through a return line to the top of the fuel tank. For oper-
ation of the auxiliary fuel pump, refer to the paragraphs below. 26°° 76 21 62 63 62 66 49 44 47 41 as
2500 70 67 64 60 59 53 48 44 46 41 38

FUEL SHUTOFF VALVE KNOB. 2400 65 62 59 56 55 50 46 43 44 40 38

The red double-button fuel shutoff valve knob, located on the right side 2aoo 60 si ss sa s2 48 44 41 sa as se
of the instrument panel, is connected by a push-pull control to a conven-
tional two-position on-off valve beneath the fuel tank. The valve is open
when the knob is pushed full in. To close the valve, depress the button on
Figure 7-4.
the end of the knob and pull the knob full out. The valve is normally left
ON except during maintenance work involving fuel system components or
during prolonged storage periods.

AUXtLIARY FUEL PUMP SWITCH (300 HP Engine).

The auxiliary fuel pump switch is located on the left side of the instru-
ment panel and is a yellow and red split-rocker type switch.
The yellow right half of the switch is labeled START, and its upper
ON position is used for normal starting, minor vapor purging and contin-
ued engine operation in the event of an engine-driven fuel pump failure. fÀ¾ y gy gy p My
With the right half of the switch in the ON position, the pump operates at
one of two flow rates that are dependent upon the setting of the throttle. APPROXIMATE MAXIMUM BOOM PRESSURE -
PSI
With the throttle open to a cruise setting, the pump operates at a high AIRSPEED 22 NOZZLES 44 NOZZLES 64 NOZZLES
enough capacity to supply sufficient fuel flow to maintain flight with an MPH NOZZLE NUMBER
inoperative engine-driven fuel pump. When the throttle is moved toward D4-45 D6-45 D8-45 D10-45 D6-45 DS-45 D10-45 DI2-45 DS-45 010-45 D12-45
the closed position (as duringletdown, landing, and taxiing), the fuel pump
flow rate is automatically reduced, preventing an excessively rich mixture
©° 3 36 "" 32 31 "" " 26 23

during these periods of reduced engine speed. so 4e 4s 44 4: 41 sa se as 24 21 29

NOTE ioo ss 54 sa 52 so se 44 so 42 av as

If the engine-driven fuel pump is functioning and the aux- ilo 64 sa e2 61 so es s2 as so 4e 42

iliary fuel pump switch is placed in the ON position, a
fuel/air ratio considerably richer than best power is pro-
duced unless the mixture is leaned. Therefore, this switch
should be turned off during take-off. Figure 7-5.

7-19
2-12
OPERATING PROCEDURES. NOTE

Operating procedures for the dry dispersal system are as follows: If the auxiliary fuel pump switch is accidentally
placed in the ON position with the master switch
(1) Set the hopper control metering stop by turning the hopper con- on and the engine stopped, the intake manifolds
trol crank to the desired stop setting. will be flooded.

NOTE The red left half of the switch is labeled EMERG, and its upper HI
position is used in the event of an engine-driven fuel pump failure during
Before opening the metering gate on the first pass, check take-off or high power operation. The HI position may also be used for
to see that the metering stop is rotated clockwise to its extreme vapor purging. Maximum fuel flow is produced when the left half
horizontal position so that it will catch the hopper control of the switch is held in the spring-loaded HI position. In this position, an
as it is moved forward. It may be desirable to have the interlock within the switch automatically trips the right half of the switch
metering stop rotated counterclockwise for take-off in case to the ON position. When the spring-loaded left half of the switch is re-
of an emergency dump requirement. leased, the right half will remain in the ON position until manually return-
ed to the off position.
(2) When ready to apply material, move the hopper control forward
to the metering stop. STRAINER DRAIN CONTROL KNOB.

(3) To stop application, pull the hopper control full aft until it reaches A strainer drain control knob is located inside the left engine cowl
the overcenter, closed position. access door on aircraft equipped with either the fuselage fuel tank or the
wing fuel tanks. It is connected to the strainer drain valve with a con-
ventional push-pull control. When the knob is pulled out, the valve is
opened and water and sediment, if any, will be drained from the strainer.
The knob should be pushed full in to close the strainer drain valve. After
draining, a visual check should be made for water and sediment and to
make sure the valve is closed.
SPRAY SYSTEM PERFORMA NCE
WING TANK FUEL SYSTEM.
The maximum boom pressure available with the engine-driven hydrau- A wing tank fuel system is provided in the AGtruck and is available
lic spray pump and D4, D6, DB, D10 and D12-45 nozzles is shown in figure in the AGwagon (see figure 2-7). In this system, fuel is supplied simul-
7-4; the pressure available with the fan-driven pump and these nozzles taneously from two 28-gallon bladder-type tanks located in the wings.
is shown in figure 7-5. Operators desiring to use DB, D10 and D12-46 Total usable fuel for all flight conditions is 54 gallons.
nozzles may want to fly trial spray runs at various engine RPM settings or
airspeeds to determine maximum boom pressures with the nozzles. -46
Each wing tank is vented individually through vent lines, incorporating
Spray tables (figure 7-6) are provided for several installations using both check valves, and terminating in ramp-type external vent plates under the
the -45
and nozzles,
-46

and are applicable to both the engine-driven leading edge of the wings. In addition, the tanks are cross vented, utiliz-
hydraulic spray pump and the two-bladed fan-driven spray pump. The ing two lines connected to a reservoir tank.
tables are designed to cover the maximum range of boom pressures and
flow rates available with either pump. Fuel flows from both tanks, through the reservoir tank, to the fuel
shutoff valve. With the shutoff valve in the open position, the mixture
control rich (full in) and the engine running, fuel is drawn through the

7-18 2-13
 existing gate box and controls can be utilized. Refer to Dispersal System
Components And Controls at the beginning of this section for additional
0 pE .

FUEL QUANTITY IND CATORS

description of these components and controls.

In this system, dry material leaves the hopper and is metered into
RIGHT TANK
LEFT TANK
VENTED FILLER
the spreader by a metering gate (in the gate box) located upstream and
VENTED FILLER CAP CAP
<-t-»
i ahead of the spreader air intake. The gate position is controlled by the
ESERVOIR TANK
hopper control and dump handle. Rotation of the hopper control crank
positions a control metering stop and permits an accurate setting of the
desired flow rate. To utilize the dump feature, the metering stop can be
disengaged by rotating it upward, thus permitting full forward movement
Of the hopper control and dump handle for full-open gate actuation.
*
SCREEN DR IN SCREEN
DR IN
VENT VALVE VALVE VENT

VAPOR FROM
DRAIN ENGINE FUEL
VALVE PUMP
FUEL
SHUA EF
_____
UE NF

(HIGH VOLUME)
VAPOR RETURN FUEL
TO RESERVOIR TANK STRAINER

STRAINER AUXILIARY
DRA1N FUEL PUMP
CHECK A KNOB SWITCH
VALVE T
GATE BOX-
AUXILIARY
FUEL PUMP

THROTTLE
ENGINE LEVER
,, , ,, , FUEL
PUMP AIR / HOPPER CONTROL CRANK
THROTTLE /
MIXTURE FILTER /
N / HHOPPEERR NNTR LLAM EDRUPG
CODE
C AELE

ESSSUA

VALVE U
L DISTRIBUTION
N
RETURN FUEL
FUEL FLOW
INDICATOR \ ,I '
----
MECHANICAL
LINKAGE METERING GATE SPREADER
..

'
FUEL
DUE TO CROSSFEEDING BETWEEN FUEL NOZZLE ELECTRICAL
TANKS, THE TANKS SHOULD BE RE-
CONNECTION -s..G
TOPPED AFTER EACH REFUELING TO
ASSURE MAXIMUM CAPACITY.

Figure 2-7. Figure 7-3.

2-14 7-17
 fuel strainer, through a check valve in the auxiliary fuel pump to the
NOTE engine-driven fuel pump. Fuel is then directed to the fuel metering unit,
where its flow is regulated by throttle and mixture controls. Metered
The hydraulic system is to be turned off for take-off and
. fuel is then pumped through a distribution valve to the injection nozzles.
landmg.
Additional unmetered fuel is returned to the engine-driven fuel pump
where excess fuel and vapor are then routed through a return line to the
(3) When ready to spray, turn on the hydraulic system, if off, and
(With a manually-operated
reservoir tank.
open the spray valve. spray valve, move
spray valve control handle forward. With an electrically-operated
A push-pull strainer drain control knob is located inside the left en-
spray valve, push down on the switch button on the left side of the
g1ne cowl access door to facilitate
.

inspection of fuel for presence of water

control stick grip. Holding the switch down for approximately 1.2
re- or sediment. For detailed operation of the fuel shutoff valve knob, and
seconds gives full valve travel.) If the boom pressure requires
auxiliary fuel pump switch, refer to Fuselage Tank Fuel System in this
adjustment, rotate the boom pressure control knob clockwise to
section.
increase pressure or counterclockwise to decrease pressure.

(4) To stop spraying, close the spray valve either manually or

To determine cruise performance data for aircraft equipped with the
wing tank fuel system, refer to figure 6-5.
electrically, as applicable. (To close the electric spray valve,
push down on the switch button on top of the control stick grip
for approximately 1.2 seconds)·
ELECTRICAL SYSTE M.
(5) On subsequent spray passes, simply open and close spraythe
energy is supplied by a 14-volt, direct-current
Electrical system.
valve. Once the boom pressure control knob is adjusted, boom pres-
system consists
This of an engine-driven 60 amp alternator and a 12-volt,
sure will remain the same each time the spray valve is opened unless 25 amp-hour battery or a 12-volt, 33 amp-hour battery (refer to figure
the engine RPM is changed. 2-8). A 28-volt, direct-current system is also available and consists of
an engine-driven 60 or 100 amp alternator and a 24-volt, 17 amp-hour
(6) After emptying the hopper, turn off the hydraulic system by
battery (refer to figures 2-9 and 2-10). The battery serves as the basic
pulling aft on the hydraulic system on-off lever to prevent running power source when the alternator is inoperative or when the alternator is
the spray pump when it is dry.
.

not supplying sufficient current to meet the requirements of the electrical

system. The alternator supplies current to the electrical system when
the master switch is on, the engine is running, and the ammeter is not
showing a discharge. The alternator is capable of producing a higher
amperage than a generator can, at idle speed, making it far superior in
DRYD ISPERSA LSYSTEM keeping the battery charged in typical agricultural flight operations.

(H ig hV olu m e) The battery is located aft of the firewall on the right side of the fuse-
lage. Access to the battery box is obtained by opening the right forward
fuselage panel.
The dry dispersal system is suitable for high volume dry material
application. As shown in figure 7-3, the system consists of a gate box MASTER SWITCH.
with a recloseable dump door/metering gate and a spreader. Either a
fan-driven or electrically-driven The master switch is a split-rocker type switch labeled MASTER, and
agitator may be installed with the
ON in the up position and OFF in the down position.
.

spreader. Controls for the system consist of a hopper control and dump is The right half of
handle, hopper control crank, and a hopper control metering stop. If
the switch, labeled BAT, controls all electrical power to the airplane.
the aircraft was previously equipped with a liquid dispersal system, the The left half, labeled ALT, controls the alternator.

7-16 2-15
 or full closed, the valve is not used to regulate the
amount of hopper agitation. However, when agitation is
SCHEMATIC desired during ferry flights to the field and during spray
(14 VOLT -
60 A M P) run turn-arounds, the rate of agitation can be controlled
REGULATOR (if the spray valve is closed) by the boom pressure con-

F TO LANDINGANO TAXl LiGHTS

trol knob setting.
F
LOG A×I

TONAVIGATIONLIGHTS When the spray valve is opened, liquid enters the spray booms after pass-
OVER-
ALTERNATUR N
ing through a Y-strainer screen.
VOLTAGE TO FLASHING BEACON
N
CIOR TREREAKER ALT
Operation of the system may be stopped at any time by pulling the
TOSTROBELIGHTS
System on-off lever full aft. This rotates the on-off valve in the reservoir
I
(WITHCC UTBH BKER) LT

UNUSEDCIRCUITBREAKERLOCATION
tO the open position, permitting the hydraulic fluid to by-pass the motor
and return via the cooler to the hydraulic reservoir.
MASTER A DVER-VOLTAGE UNUSEOCIRCUITBREAKER LOCATION
SWITCH f SENSOR
TOALTREG IÎ ÎOT RRy TORSon the hydraulic motor or spray pump should malfunc-
ClRCULTBREAKER TOSTARTERBUTTON
ÍiOn, system pressure will start increasing due to the operation of the
PANSO IlLIARYIMNESTRUMENTNLGHTS
engine-driven hydraulic pump. When system pressure reaches approxi-
.i I -

O
AMMETER
INST
TO HOPPER LIGHT mately 850 psi, the pressure relief valve will open and permit hydraulic
CON OR
LT
TOFUELGUANTITYlNOICATOR(S) fluid to by-pass the inoperative motor and return into the reservoir.
TO CYLINOER HEAO TEMP. GAGE
STARTER
CONTACTOR
FOr performance data for the engine-driven hydraulic pump system,
STALL
TOSTALLWARNINGSYSTEM
TOÎOr tO Spray System Performance shown in this section.
WARN

STARTER
-
TO OVER-VOLTAGEWARNING LIGHT
ANOENR TO OVER-VOLTAGESENSOR ANO MASTERSWITCH
BATTERY OPER A TINGPROCEDURE S.
TO SPRAY VALVE
LAJ Operating procedures for the liquid dispersal system with an engine-
TOINSTRUMENT
,i
16,HREACKERRCUIT
AGITATOR
TOAGJTATOR
driven hydraulic pump are as follows:
UOU RVA E
TOAUTOMAYICFLAGMANSYSTEM
MAGNETOS (1) Set boom pressure control knob for desired boom pressure.
TO TURN COOROlNATOR08
cy TURNANOBANKINDICATOR (2) PUSh hydraulic system on-off lever full forward to turn on hydrau-
FROMPRIMARYBUs liC System.
TOAUXILIARYFUELPUMP
CODE
CIRCUIT BREAKER (PUSH TO-RESET) - - i NOTE
FUSE DIODE RESISTOR MAGNETO SWITCHES TO RADIO
RAoio
CAPACROR (NOISE FILTER]
,
300HPENGINEONLY
FOr hopper agitation before flight and during ferry flights
ÉO the field, check that the spray valve is closed and turn
on the hydraulic system. For maximum agitation, rotate
the boom pressure control knob clockwise. Readjust the
boom pressure control to the desired setting before turning
Figure 2-8- on the spray valve.
2-16 7-15
lic pump, a boom pressure valve, hydraulic motor and hydraulic fluid
cooler. The fluid level in the hydraulic reservoir is maintained through a
filler plug opening on top of the reservoir. The filler plug also contains a |SCHEMATIC
dipstick. The reservoir is pressurized with air to 15-20 psi through an
air filler valve near the filler plug. The on-off valve in the reservoir is (2 8 VO LT -
60 A M P)
mechanically operated by a system on-off lever. The boom pressure REGULATOR
TOLANDINGANOTAXILIGHTS
valve is mechanically operated by a rotary boom pressure control knob. yx,
The entire hydraulic system, with the exception of the engine-driven ALTERNATOR TONAVIGATIONLIGHTS

pump, system on-off lever and boom pressure control knob is located F
TOTURNLIGHTS

between the firewall and the forward end of the hopper, with the hydraulic OLTEA
E
LTs RSWITCHANO
SEPRA/YRRHATSESLWEC

fluid cooler positioned on the bottom of the fuselage just aft of the firewall. OVER VOLTAGE
W N G

WARNINGUNlT B ¯

TOFLASHINGBEACON
ALTEARNANTOR e
Refer to Dispersal System Components And Controls at the beginning
-

and hy-
ASSY
of this section for additional description of both dispersal system TOSTROBELlGHTS

draulic system components and controls. TOLEFTSPRAYLIGHT

MASTER
L SPRAY
SWITCH

In this system, hydraulic pressure is continuously provided by the TOAR

U T TORIGHTSPRAYLIGHT
engine-driven hydraulic pump. When the hydraulic system on-off lever BREAKER RS AY

is pushed full forward, the on-off valve in the reservoir is closed and FUSE
TOSTARTERBUTTON

fluid under pressure from the engine-driven hydraulic pump drives the TOSTALLWARNiNG
BLOCK TOMAPANOAUXILIARYlNSTRUMENTLIGHTS

COOMPEASSANOINSTRUMENTLIGHTING
hydraulic motor which in turn drives the spray pump. Return fluid from CIRCUITBREAKER
LOWVOL AMMETER LNST
the hydraulic motor circulates through a cooler and returns to the reser- WARNINGLIGHT LTS
TOFUELDUANTITYlNOllATOR(S)

VOir. TO CYLINOER HEA0 TEMP. GAGE

A OYR
Control of spray pump output is the method used to regulate dispersal C CIGARLIGHTER
TOSTALLWARNINGSYSTEM
TOLOW-VOLTAGEWARNlNGLlGHT
system boom pressure in this system. Rotation of the boom pressure con- STARTER CIROUI AKER)
CONTACTOR
trol knob opens or closes a boom pressure valve in the hydraulic system , TOMASTERSWITCH

to by-pass hydraulic flow applied to the hydraulic motor. When the boom STARTER
pressure control knob is turned to a low index number (placarded behind TOSPRAYVALVE

the control), some hydraulic flow to the motor is by-passed through the 3;^¶cENR
TOAGITATOR
boom pressure valve, and the reduced flow causes a low spray pump out- BATTERY
AGITAToR

flow is by-
y
put. As the knob is rotated to a higher index, less hydraulic TOINSTRUMENT TDAUTOMATICFLAGMANSYSTEM

and the motor drives the spray pump at an increased rate for high-
LIGHTSCIRERUIT
passed II
er boom pressure. Il MAGNETOS
TunN RN
ANNyBANDK
NAOIOCRA00R

GBDUNOSERVICE CooRD
PLUG RECEPTACLE
! I'
With the spray pump operating, spray material is drawn from the FROMPHIMARYBUS

hopper through an opening above the dump door in the gate box and enters CIRCUIT BR KR [PUSH-TO-RESET)
TDAUXiLIARYFUELPUMP

the spray pump. From the pump, the liquid enters the spray valve. If FUSE DIODE RESISTOR IÍ
TORAOIO
the spray valve is closed, the liquid is returned to the hopper to provide 4i- CAPACITOR [NOISE FILTER) RADio

agitation of the hopper contents. MAGNETOSWITCHES 3DDHPENGINEONLY

NOTE

Since the spray valve in this system is always full open Figure 2-9.
7-14 2-17
 NYUUAULKA11Y- DUBWN
SCHEMATIC| SCHEMATIC
gg gg
(28 VOLT -100
AMP)
- SCHEMATIC SHOWS SYSTEM DURING HYDRAULIC MOTOR OPERATION AT MAXIMUM OUTPUT

GT «so,
LTs
,
TOLANOiNGANOTAXILlGHTS
OPERATINGCONDITIONS:

ALTERNATOR/ TO NAVIGATIONL1GHTS (1) When the hydraulic system on-off lever is pushed full forward (on-off valve closed), fluid under pressure from the
REGULATOR B engine-driven hydraulic pump drives the hydraulic motor which in turn drives the spray pump.
TOTURN LIGHTS
OVER- TOSPRAYLIGHTSELECTORSWITCHANO NOTE
i
VOLTAGE EXTENO/RETRACTSWITCHES
WARNtNG ff the hydraulic motor or spray pump malfunctions, increased pressure created by
OVER-VOLTAGE LIGHT the engine-driven hydraulic pump is relieved through the pressure relief valve.
WARNINGUNIT TO FLASHlNG BEACON
ALTERNATOR -
ecN (2) When the hydraulic system on-off lever is pulled full aft (on-off valve open), fluid from the engine-driven hydraulic
WARNING LT pump by-passes the hydraulic motor through the open on-off valve and returns via the cooler to the hydraulic reservoir.
ASSY TO ETROBELl6HTS
sTaosE (3) The boom pressure control knob regulates dispersal system boom pressure to a prescribed setting. When the knob is
er turned to a low index number, some hydraulic pressure to the motor is by-passed through the boom pressure valve,
TO LEFTSPRAY LIGHT
and the reduced pressure causes a low spray pump output. As the knob is rotated to a higher index, less hydraulic
tsPRAY
pressure is by-passed and the motor drives the spray pump at an increased rate for higher pressure.
MASTER
A
SWITCH
TO ALT REG SHUNT TO RI6HTSPRAY LIGHT
01 DIER asPRAY
-CODE

TOSTARTERBUTTON FLUID IN MOTION

FUSE
BLOCK TOMAPANDAUXJLJARYlNSTRUMENTLIGHTS STAT1C FLUID SYSTEM ON OFF LEVER
TOSTALLWARNJN6 HOPPER
CIRCUITBREAKER TO COMPASSAND INSTRUMENTLIGHTING
----
MECHANICAL LINKAGE ,-

LOW-VOLTAGE INST
TOHOPPERLIGHT
WARNINGLiGHT
AMMETER
. LTs
TO FUEL OUANTITY INOICATOR(SI
SPRAY
TO CYLINOERHEAO TEMP. GAGE MATERIAL
GATEBOX RETURN
I FROM
CONATCEROYR TOSTALLWARNINGSYSTEM ON OFF SPRAY VALVE
ClGARLIGHTER
TOLOW-VOLTA6EWARNING.Ll6HT ......$$2
STARTER CIRCUIT EAKER)
CONTACTOR
TOMASTERSWITCH STRAINER
ALT
HYDRAULIC
R FLO EDR
HY RAURLIC
GTAYVARLVE

BUARTOENR AL

TO RY
E F
BATTERY
VALVE I BODM i
TOINSTRUMENT TOAUTOMATICFLAGMANSYSTEM
•
PRESS. I
LIGHRTSClRERUIT FILTER VALVE 1

MAGNETOS TO TURN COORDINATOROR

TURN-ANO-BANKINDICATGR RETURN TO
TURN HYDRAULIC
GRO6UNEOSERVICLEE cooRo
RESERVOfR GATEBOX

'I l' FROMPRlMARYBUS SPRAY

CODE *TOAUXILIARYFUELPUMP VALVE

() CIRCUIT BREAKER (PUSH-TO.RESET)

la
ENGINE AIR
gruse goloDE RESISTOR Il
TOHADIO
HYDD UNLIC FILLER TOSPRAY
cAPAcivon (NolSE FILTER) RAoio
VALVE PRESSURE GAGE
PUMP
.g

MA6NETOSWlTCHES *300HPENGINEONLY TO
SPRAY
BOOM
DIPST1CK AND BOOM PRESSURE
FILLER PLUG CONTROL KNOB Y-STRAINER

Figure 2-10. Figure 7-2.

2-18 7-13
 too high or too low, readjust the spray valve metering stop by turning Normally, both sides of the master switch should be used simulta-
the metering stop control knob clockwise to increase boom pressure neously; however, the BAT side of the switch could be turned on separate-
or counterclockwise to decrease boom pressure; reposition the spray ly to check equipment while on the ground. The ALT side of the switch,
valve either manually or electrically, as applicable, to the new stop when placed in the OFF position, removes the alternator from the electri-
setting. cal system. With this switch in the OFF position, the entire electrical
load is placed on the battery, and all non-essential electrical equipment
(4) To stop spraying, close the spray valve either manually or elec- should be turned off for the remainder of the flight.
trically, as applicable. (To close the electric spray valve, push down
on the switch button on top of the control stick grip for approximately AMMETER.
1.2 seconds.)
The ammeter indicates the flow of current, in amperes, from the al-
(5) On subsequent spray passes, simply open and close the spray ternator to the battery or from the battery to the aircraft electrical sys-
valve. Once the spray valve metering stop is adjusted, boom pres- tem. When the engine is operating and the master switch is turned on, the
sure will remain the same each time the spray valve is opened unless ammeter indicates the charging rate applied to the battery. In the event
the airspeed is changed. the alternator is not functioning or the electrical load exceeds the output
of the alternator, the ammeter indicates the discharge rate of the battery.
(6) After emptying the hopper, pull the fan brake control to the aft,
overcenter position to prevent running the spray pump when it is dry. OVER-VOLTAGE SENSOR AND WARNING LIGHT

The aircraft is equipped with an automatic oyer-voltage protection

system consisting of an over-voltage sensor behind the instrument panel
and a red warning light, labeled HIGH VOLTAGE, near the ammeter.
LIQU IDD ISPERSA L SYSTEM
(Eng in e-D r ive nHydr a u lic Pu m p) In the event an over-voltage
sor automatically removes
condition occurs, the over-voltage
alternator field current and shuts down the.
sen-

alternator. The red warning light will then turn on, indicating to the
pilot that the alternator is not operating and the aircraft battery is supply-
The liquid dispersal system powered by an engine-driven hydraulic ing all electrical power.
pump is suitable for both medium and high volume liquid application. As
shown schematically in figure 7-2, the system consists of a gate box with The over-voltage sensormay be reset by turning the master switch
a recloseable dump door, a hydraulic system which drives a spray pump, off and back on again. If the warning light does not illuminate, normal
a manual or electrically-operated spray valve, and a set of trailing edge alternator charging has resumed; however, if the light does illuminate
booms. A hopper shutoff valve and a spray pump strainer may also be again, a malfunction has occurred, and the flight should be terminated
added to the system. as soon as practical.

Excluding the hydraulic system, dispersal system controls include a The over-voltage warning light may be tested by momentarily turning
hopper control and dump handle, hopper control crank and metering stop off the ALT portion of the master switch and leaving the BAT portion
(not used for liquid dispersal), manual or electric spray valve controls, turned on.
and a hopper shutoff control (if installed). A spray pressure gage on the
instrument panel indicates spray boom pressure. LO W VOLTAGE WARNING LIG HT (28-VOLT SYSTEM).

The hydraulically-driven spray pump system consists of a hydraulic On aircraft equipped with a 28-volt electrical system, an amber warn-
reservoir (with an integral pressure relief valve and system on-off valve ing light, labeled LOW VOLTAGE, is located on the right side of the in-
and an externally-mounted hydraulic fluid filter), an engine-driven hydrau- strument console.

7-12 2-19
 When the master switch is turned on prior to engine starting, the
light will illuminate. After the engine is started and the alternator begins ggggg g ggggggi gggggg
to function, the light will go out. In the event the alternator stops pro- STRUT-MOUNTED
(WITH PUMP)
ducing power due to an alternator failure, the light will illuminate and the
flight must be continued on battery power. If this occurs, turn off non- SPRAY VALVE CONTROL HANDLE
essential electrical equipment and land as soon as practical. VALVE
SPRAY METERING STOP

SPRAY PUMP FAN BRAKE CONTROL- * ~

'A
NOTE 4 -

SPRAY PRESSURE GAGE

In the event of an over-voltage condition, the LOW VOLT- BOOM

AGE light will illuminate simultaneously with the red GATE BOX
HIGH VOLTAGE light indicating the alternator is shut
down.

SPRAY VALVE METERING STOP

CONTROLKNOB
CIRCUIT BREAKERS AND FUSES.
HOPPER CONTROL CRANK

Most of the electrical circuits in the aircraft are protected by "push- HOPPER CONTROL METERING STOP
to-reset" circuit breakers mounted on the instrument panel. In addition HOPPER CONTROL AND DUMP HANDLE
to the circuit breakers on the panel, the cigar lighter is protected by a BOOM
manually-reset circuit breaker mounted on the back of the lighter recep-
tacle. A fuse mounted near the battery protects the battery contactor
closing circuit.

SPRAY PUMP Y-STRAINER

DUMP DOOR SPRAY VALVE

GROUND SERVICE PLUG RECEPTACLE.

A ground service plug receptacle is available for installation just aft

of the firewall on the right side of the fuselage below the right forward Figure 7-1,
fuselage panel.

Just before connecting an external power source (generatortype or NOTE

battery cart), it is important that the master switch be turned on. This
will close the battery contactor and enable the battery to absorb transient For hopper agitation on ferry flights to the field, check
voltages which otherwise might damage the electronic equipment. that the spray valve is closed and release the fan brake.
The battery and external power circuits have been designed to com- (3) When ready to spray, release fan brake control (if previously in
pletely eliminate the need to "jumper" across the battery contactor to the FAN position) and open the spray valve.
STOP (With a manually-
close it for charging a completely "dead" battery. A special fused cir- operated spray valve, move spray valve control handle forward against
cuit in the external power system supplies the needed "jumper" across the metering stop which was pre-adjusted in step 1. With an electri-
the contacts so that with a "dead" battery and an external power source cally-operated spray valve, push down on the switch button on the left
applied, placing the master switch in the ON position will close the bat- side of the control stick grip. Holding the switch down for approxi-
tery contactor. mately 1.2 seconds gives full valve travel.) If the boom pressure is

2-20 7-11
 LIGHTING EQUIPMENT.
LIQUID DISPERSAL SYSTEM
(Strut-Mounted Pump) EXTERIOR LIGHTING.

Exterior lighting consists of conventional navigation lights located on

the wing tips and stinger, landing and taxi lights in the nose cap, a flash-
The liquid dispersal system with a strut-mounted pump is suitable ing beacon on top of the vertical fin, strobe lights on the wing tips, for-
for both medium and high volume liquid application. As shown in figure ward facing retractable spray lights on the lower surface of the wings,
7-1, the system consists of a gate box with a recloseable dump door, a and wing tip turning lights.
remotely-mounted wind-driven spray pump, a manual or electrically-
operated spray valve, and a set of trailing edge booms. A hopper shutoff The navigation lights, landing and taxi lights, flashing beacon, and
valve and a spray pump strainer may also be added to the system, strobe lights are controlled by split rocker-type switches on the left side
of the instrument panel. The switches are labeled NAV LT, LAND LT,
Controls for the system consist of a hopper control and dump handle, TAXI LT, BCN, and STROBE respectively. The lights are on when the
hopper control crank and metering stop (not used for liquid dispersal), top of the switches are pressed, and off when the bottom of the switches
spray pump fan brake control, manual or electric spray valve controls, are pressed.
and a hopper shutoff control (if installed). A sprgy pressure gage on the
instrument panel indicates spray boom pressure. Refer to Dispersal The spray lights and turning lights are controlled by a combination of
System Components And Controls at the beginning of this section for addi- three switches. These are the spray light on-off/trigger selector switch
tional description of these components and controls. and the extend/retract switch on the left side of the instrument panel and
a momentary-type trigger switch on the front of the control stick grip.
this system, liquid leaves the hopper through an opening above the
In The on-off/trigger selector switch is labeled TRIGGER and has two func-
dump in the gate box and enters the remotely-mounted
door centrifugal tions: when the SPRAY LTS (upper) position of the switch is pressed, the
spray pump. After leaving the pump, the liquid enters a spray valve. If spray lights are turned on and power to the trigger is selected for spray
the spray valve is closed, the liquid is returned to the hopper to provide light/turn light operation; when the AUTO FLAG (lower) position is press-
agitation of the hopper contents. Some hopper agitation will occur any ed, power to the trigger is selected for operation of the Automatic Flag-
time the spray valve is partially closed. When the spray valve is opened, man. After the spray lights are turned on, the two halves of the spray
liquid enters the spray booms after passing through a Y-strainer screen. light extend/retract switch should be used to extend the lights. These
switches, labeled SPRAY LTS, L and R, allow each light to be positioned
For performance data for the strut-mounted fan-driven pump system, exactly as needed for ground illumination by momentarily pressing either
refer to Spray System Performance shown in this section. the EXT (upper) position of the switch or the RET (lower) position. When
the spray run is completed and the turning lights are needed for the turn-
cround, depressing the control stick trigger will turn off the spray lights
and simultaneously turn on the turning lights. At the end of the turn-
around, release the trigger and the turn lights will go out as the spray
OPER A TI NGPROCEDURE S. lights come on again.

Operating procedures for the liquid dispersal system with a strut- NOTE
mounted pump are as follows:
The spray lights should be used sparingly during ground
(1) Set spray valve metering stop control knob for desired boom operations such as taxiing. When operating below 1000
pressure. RPM, the load placed on the 100-amp alternator as the
lights are turned on could cause slippage or breakage of
(2) Release spray pump fan brake control by pushing up and forward, the alternator belt.
7-10 2-21
 The flashing beacon should not be used when flying through clouds or since quick-disconnect fittings are incorporated at all boom attachment
overcast; the flashing light reflected from water droplets or particles in points.
the atmosphere, particularly at night, can produce vertigo and loss of
orientation. It may be desirable to turn off the flashing beacon during To equip the aircraft with the 64-nozzle system, all boom positions
spray runs. must be utilized. If the 44-nozzle system is desired, start at each wing
tip and work inboard by removing and plugging every third nozzle position.
Thetwo high intensity strobe lights will enhance anti-collision pro- To convert to the 22-nozzle system, start at each wing tip and work in-
tection. However, the lights should be turned off when taxiing in the board by removing and plugging the first nozzle position, leaving the
vicinity of other aircraft, during spray runs, or during night flight through second nozzle, and then leaving every third nozzle. Plug the two vacant
clouds, fog or haze. positions between each remaining nozzle.

Adjustment of nozzle alignment should be made according to the drop-

INTERIOR LIGHTING. let size desired. For the largest droplet sizes (common with herbicides),
the nozzles should be pointed directly aft. To decrease the droplet size,
Interior lighting consists of instrument panel flood lighting, map rotate the nozzles downward and forward. The smallest droplet sizes
lighting, and post lighting. (common with insecticides) can be obtained by directing the nozzles down-
ward and forward at a 45° angle. Whenever possible, the nozzles should
Instrument panel flood lighting is provided by 13 red lights; four in be mounted on top of the boom to reduce the susceptibility to nozzle outlet
the upper edge of the crash pad and nine in the lower edge of the crash clogging.
pad. All 13 lights, and the magnetic compass light, are turned on or off
by the left half of a split rocker switch, labeled INST LT, located on the
left side of the lower instrument panel. Light intensity is controlled by
two dimming rheostats; one, labeled UPR INSTRUMENT LTS, controls
the upper instrument panel lights and the compass light, and one, labeled SPRE A DER.
LWR INSTRUMENT LTS, controls the lower lights.
A high volume dry dispersal spreader is available in two models, a
Map lighting and additional instrument panel lighting is provided by stainless steel version and an aluminum version. If the aircraft was pre-
a light mounted in the top of the cockpit. The light contains both red and viously equipped with a liquid dispersal system, the existing gate box and
white bulbs, and may be positioned to light any area desired by the pilot• controls can be utilized for spreader mounting and operation.
A switch on the auxiliary panel, adjacent to the lower right corner of the
instrument panel, is labeled RED, OFF, and WHITE. Moving the switch The spreader can be installed or removed with a minimum of tools.
full forward will provide a red light. In the rear position, standard white It is attached with eight quick-release fasteners located immediately be-
lighting is provided. The center position is OFF• low the metering gate, two quick-release fasteners at each side of the
gate box, and one support on each side at the rear of the spreader.
The elevator trim wheel and indicator are lighted by a post light
mounted on the structure above the trim wheel and indicator. The on-off Adjustable doors in the center vanes of the spreader allow the opera-
switch labeled INST LT controls the post light, and the LWR INSTRU¯ tor to make minor changes to the distribution pattern. Different distribu-
MENT LTS dimming rheostat controls the light intensity• tion characteristics of various dry materials will necessitate some adjust-
ment of these doors.
A light, mounted high on the aft side of the hopper, illuminates the
interior of the hopper, giving the pilot an accurate check of the hopper
quantity. The light is turned on or off with the left half of the split rocker
switch labeled INST LT, and the light intensity is controlled by the dim-
ming rheostat labeled HOPPER LT.

2-22 7-9
on the valve, and the motor, through mechanical linkage, opens and closes FLIGHT CONTROL SYSTEMS.
the valve. Complete actuation time of the electrically-operated spray
valve is 1. 2 seconds. Any intermediate stop setting will reduce the time The primary flight control surfaces (ailerons, elevator, and rudder)
required for complete valve actuation• are controlled by a conventional control stick and rudder pedal arrange-
ment. A bobweight is mounted on the control stick to give better control
If a fan-driven system is installed, a spray valve metering stop con-
feel during maneuvering flight.
trol knob (located just below the left canopy door sill) drives an adjustable
stop attached to the electric motor mount. The stop limits the travel of
When an electric spray valve, spray lights and turning lights, or an
the motor-driven linkage that opens and closes the spray valve, thus con¯ Automatic Flagman is installed, the control stick has a special grip con-
trolling the spray boom pressure and liquid flow rate when the spray valve taining additional controls (see figure 2-11). The grip has two push
switch buttons are pressed buttons labeled SPRAY VALVE. The button on the left side of the grip,
labeled ON, opens the electric spray valve when pressed; the button on
When a hydraulically-driven system is used, actuation of the spray top of the grip, labeled OFF, closes the spray valve. The trigger on the
valve push-button switches will cause the spray valve to fully open or fully front of the grip is used in switching from spray lights to turning lights
close. There are no intermediate settings of the spray valve for control or, if selected, in operation of the Automatic Flagman.
of boom pressure or flow rate since this is controlled by the boom pres-
sure control knob. The elevator trim tab is controlled by a wheel located to the left of
the pilot's seat. Rolling the top of the trim wheel aft produces more nose-
up trim.
Y-STRAINER.
A Y-strainer is located below the centerline of the fuselage approxi- "SPRAY VALVE ON" CONTROL BUTTON
mately in line with the trailing edge of the wing. The Y-strainer contains
a screen to prevent the spray nozzles from getting clogged. Removal of
the screen for cleaning or daily inspection is accomplished by operation
of a single over-center latch.

ROLALV OOFN
SPRAY PRESSURE GAGE. O
A pressure gage has been installed to measure spray pressure within /
the booms downstream of the Y-strainer screen. The pressure gage is SPRAY LIGHT TURNING LIGHT/
-

located on the left side of the upper instrument panel. When the Y-strainer AUTOMATIC FLAGMAN
screen is obstructed, a loss of spray pressure can be detected and indi- TRIGGER CONTROL
cates reduced spray system output.

SPRAY BOOMS. ŠŠÏ$$1 S ˾Ë$9

The spray booms have been carefully located to minimize aerody-
namic drag. Removal of the spray booms requires a minimum of tools Figure 2-11.

7-8 2-23
W ING FLA P SYSTE M- recommendation may save valuable time. Simply disconnect the spray
pump outlet from the valve and connect the loading hose to the spray valve.
The wing flaps are manually operated by means of a lever located to This can be easily accomplished if the side loader and spray valve fittings
the left of the pilot's
seat. The lever provides locked positions for 0°, are identical.
5°, 10°, and 20° of flap deflection. The flaps may be set in any one of
the four positions by depressing the button on the end of the lever while
moving the lever to the desired position.
MANUALLY-OPERATED SPRAY VALVE CONTROLS
(Fan-Driven System).
LANDING GEAR SYSTEM.
The controls for the manually-operated spray valve are located on the
The landing gear has been specifically designed for heavy-duty agri- left side of the cockpit on the canopy door sill and just below it. The spray
cultural dispersal service. It consists of extra thick chrome-vanadium valve control handle is located on the door sill in a slot marked with a
steel main landing gear springs and a spring-steel tubular tail wheel scale in increments from 0 to 20. The handle positions are marked OPEN
spring with a steerable tail wheel. The tail wheel steering arms are con- at the forward position and CLOSED at the aft position. Moving the con-
nected to the rudder cables with cables and springs. Tail wheel steering trol handle forward from the CLOSED position will open the valve and per-
24° left and right is available. For tighter turns in close quarters, mit liquid to enter the spray booms.
of
application of toe pressure on either of the rudder pedals will cause the
tail wheel to free swivel and enable the airplane to be pivoted around the Located just below the left canopy door sill, is the spray valve meter-
wheel being braked. ing stop control knob. When rotated, the control knob moves a metal stop
which limits the forward travel of the spray valve control handle, thus
The steerabletail wheel incorporates a manual anti-swivel locking metering the spray boom pressure and liquid flow rate.
to 5° left and right. A
system which can be engaged limit steering to 2.
"T" handle on the fuselage structure to the left of the pilot's seat controls
a spring-loaded locking lug on the tail wheel assembly. To lock the tail
wheel, pull the handle aft and turn it to the locking detent. To unlock the M A NU A LLY OPER ATEDSPR A YV A LVECONTROL
-

tail wheel, turn the handle out of the locking detent and return it to the full (Hydraulically- Driven System).
forward position.
The manually-operated spray valve control, used when a hydraulically-
Towing lugs are available for attachment to the axle bolts on the in- driven system is installed, is located on the left side of the cockpit on the
board side of the main landing gear springs. With the aid of a suitable tow canopy door sill. The control handle has two positions; the forward posi-
bar, fashioned-to the operator's personal needs, the lugs permit towing tion is marked OPEN and the aft position is CLOSED. Since the spray
and other ground handling with a vehicle. valve used with this system only serves to allow flow or shut off flow of
spray material to the booms, there is no intermediate setting of the con-
trol handle.

BRAKE SYSTEM.
The hydraulic brakes on the main wheels are conventionally operated ELECTRICALLY-OPERATE D SPRAYVALVE CONTROLS.
by applying toe pressure to the top of the rudder pedals. The rotation of
the pedals actuates the brake master cylinders, resulting in braking action Two momentary push-button type switches mounted on the control
on the main wheels. The brakes may also be set by pulling the parking stick grip control the electric spray valve. The push button on the left
brake "T" handle aft. To release the parking brake, depress the button in side of the grip opens the spray valve, and the push button on top of the
the center of the "T" handle, and push it toward the instrument panel. grip closes the valve. The switches are connected to an electric motor

2-24
HYDRAULIC SYSTEM ON-OFF VALVE CONTROL STICK LOCK.
AND CONTROL LEVER.
The control stick lock (if installed) protects the ailerons and elevator
The hydraulic system which powers the hydraulically-driven spray from buffeting by wind while the aircraft is parked. The lock is hinged
pump is controlled by an on-off lever mounted just below the left side of from the tubular structure just below the instrument panel, and is spring-
the instrument panel. When the on-off lever is pushed full forward, a loaded in the stowed position (rotated under the instrument panel). To
valve in the hydraulic system reservoir is closed off and fluid under pres¯ lock the control stick, rotate the lock from the stowed position toward the
sure from the engine-driven hydraulic pump is directed to the motor. control stick and engage the spring-loaded pin on the end of the control
When the hydraulic motor becomes operational, it drives the spray pump• lock into the bracket on the forward side of the control stick.
Whenever the on-off lever is pulled aft, the valve in the hydraulic reser-
voir is opened, allowing fluid to by-pass the hydraulic motor which in
turn stops the motor and the spray pump.

PILOT'S SEAT.
The pilot's seat is available in three different designs: two way, four
BOOM PRESSURE VALVE AND CONTROL KNOB. way, andsixway.

A boom pressure valve in the hydraulic system is used to regulate dis-

The two-way seat is adjustable forward and aft only. To adjust the
persal system boom pressure to a prescribed setting. When the hydraulic seat, lift up on the lever located just below the left front corner of the
system is operating and the boom pressure valve is closed, all pressure seat bottom and then slide the seat forward or aft as desired. When the
being developed in the system is directed to the hydraulic motor and the seat is positioned, release the lever and move the seat until the locking
motor drives the spray pump at maximum output. This condition would re" pin engages a hole in the seat rail.
sult by rotating the boom pressure control knob, located below the left side
of the instrument panel, to an index setting of 9. If less boom pressure is The four- way seat is adjustable forward and aft, and up and down.
required, the boom pressure control knob can be rotated back to any index To move the seat forward or aft, lift up on the lever located just below the
from 9 to 0. The index numbers do not indicate a specific pressure but are left front corner of the seat bottom and slide the seat to the desired posi-
for index purposes only, and are useful in establishing similar pressures tion. After the seat is positioned, release the lever and move the seat
on successive spray runs• until the locking pin engages a hole in the seat rail. A crank located be-
low the right front corner of the seat bottom is used to raise or lower the
seat to the desired level.

The six-way seat is adjustable in the forward, aft, and vertical di-
SPRAY VALVE Manual/Electrica Iy Operated .
rections andhas an infinitely adjustable seat back. Also, theseatis
equipped with a right arm rest and a head rest. To move the seat forward
A manually or electrically-operated ball-type spray valve is attached or aft, lift up on the lever located below the left front corner of the seat
to the left side of the gate box. When a fan-driven system is installed, the bottom and slide the seat into the desired position. After the seat is
spray valve is used to meter the liquid application rate and spray boom
positioned, release the lever and move the seat until the locking pin en-
pressure. If a hydraulically-driven system is installed, the spray valve gages a hole in the seat rail. A crank located below the right front cor-
either opens completely to permit the flow of spray material, or closes to ner of the seat bottom is used to raise or lower the seat to the desired
stop liquid flow; the valve is not used to control boom pressure. to the desired angle by utilizing
level. The seat back may be adjusted
the crank located just below and forward of the left front corner of the
If it becomes necessary to check spray nozzle output and shutoff capa- seat bottom. As the seat back is tilted forward or aft, the seat bottom
bility, or to rinse the spray boom during ground operations, the following angle will also change.
7-6 2-25
 Seat belts and a double-strap shoulder harness are provided. The FA N DR IVENSPR A YPUMP
-
A NDF A NBR A KE
lower ends of the harness are permanently attached to the seat belt. The CONTRO L.
length of the harness is adjusted by means of metal adjusters located at
chest height. A seat belt-shoulder harness system with an inertia reel A strut-mounted, fan-driven spray pump can be used to drive the
is available. The reel is an automatic locking type which will permit the liquid dispersal system in the aircraft. The remote mounting of the
pilot to move forward or back freely, but will not permit a sudden forward spray pump allows easy replacement with a great variety of wind-driven
movement with a load factor of 1. 5 g's or more. pumps. Removal of the pump is simple and is achieved by slipping the
fan brake cable out of the slot in the attachment plate and operating the
quick-disconnect latches on the pump mounting strut and hoses.
COCKPIT PRESSURIZATION.
Adequate pump output for medium volume work can be obtained with
Cockpit pressurization is provided to help keep dry application mate- a two-bladed fan; however, a four-bladed fan is more desirable for high
rials from contaminating the cockpit. The system consists of adjustable volume work. Two separate wooden propellers can be "laminated" to-
pressure scoops located on each side of the forward fuselage. The scoops gether at right angles to obtain a four-bladed fan, provided longer mount-
are ground adjustable and can be positioned for varying amounts of pres- ing bolts are used.
surization. Maximum pressurization is obtained with the scoops full open.
To help prevent contamination of the tailcone, it is pressurized by an air Continuous mixing of the hopper contents can be obtained by letting
scoop in the vertical fin, which is vented into the tailcone. The amount of the spray pump run during the ferry portion of the flight since material
pressurization is not controllable, and pressurization will occur anytime will leave the hopper, pass through the pump, and return to the hopper.
the aircraft is flown. This procedure may be desirable with certain wettable powders to avoid
plugging the Y-strainer screen and/or the spray nozzles.

COCKP ITHE A TING A NDVENT ILA TINGSY STEM S. Care should be taken not to let the pump run when the system is dry
since this will destroy the pump bearings. To stop the spray pump, a
A cockpit heating system is available and utilizes exhaust manifold fan brake control on the right side of the cockpit is used. The vertical
heated air routed to outlets near the pilot's feet to supply heat to the position of the control handle allows the fan to run freely. With the handle
cockpit. The system is controlled by a knob, labeled CABIN HEAT, on pulled aft to the horizontal position, the fan is locked.
the auxiliary panel below the right corner of the instrument panel. For
cockpit heat, pull the knob out until the desired amount of heated air is Adjustment of the brake cable tension can be made in flight if it is
obtained. To shut off cockpit heat, push the knob full in. noted that the fan brake is slipping. Increasing cable tension is accom-
plished by turning the knurled knob at the end of the handle in the clock-
A windshield defogging system can be added to the heating system. wise direction.
Whenever the heating system is operating, heat is also transmitted to an
outlet at the bottom of the windshield for defogging.

The cockpit ventilation system is located in the top of the canopy and HYDR A ULICA LLY DR IVENSPR-
A YPUM P.
forward of the pilot's head. The system consists of two small air scoops
aft of the windshield that can be opened or closed from the cockpit, an air A hydraulically-driven spray pump is available for liquid dispersal
box directly under the air scoops which contains an adjustable vane type operation. The pump is driven by a hydraulic motor which is powered by
outlet, labeled CANOPY AIR VENT, and two control levers, each of which an engine-driven hydraulic system. Spray pump output varies propor-
opens or closes an air scoop. tionately with hydraulic pressure which is directed to the hydraulic motor.
Unlike a fan-driven spray system which utilizes a spray valve to control
Ventilation air flow is controlled by two levers extending downward boom pressure and spray output, in this system the rate of output by the
from the air box. When the levers are pushed full forward, hydraulically-driven spray pump determines spray output.
both air
7-5
2-26
 scoops are closed and all air flow is stopped. If ventilation air is desired,
gate actuation.
pull the levers aft until the desired amount is obtained. Maximum venti-
gate can be conveniently checked for proper lation is obtained with the levers pulled full aft. Ventilation air flow direc-
The dump door/metering
out chemicals from the hopper or dumping surplus tion may be adjusted by rotating the guide vanes in the air box outlet up or
operation when rinsing
down as desired.
chemicals after a flight.
An auxiliary cockpit ventilating system can be used for additional
ventilation. consists of an air scoop on the right side of the
The system
fuselage that can be opened or closed from the cockpit, a duct from the
A G ITA TOR S. scoop to an adjustable outlet below the right corner of the instrument
panel, and a double-button control knob, labeled AUX CABIN AIR, under
Two types of agitator systems are available for use with dry disper- the edge of the instrument panel on the right side which opens .or closes
sal systems: a fan-driven agitator or an electrically-driven agitator the air scoop. If auxiliary ventilation is desired, depress the button on
system. the end of the control knob and pull the knob full out, or adjust according
to the amount of air flow desired. The direction of air flow may be
The fan-driven agitator is mounted on the right side of the gate box changed as desired by positioning the guide vanes in the outlet.
and drives agitator blades within the gate box to prevent clogging of dry
materials. The agitator operates continuously in flight unless secured
topreventrotation. Extendedferryflightsshouldnotbemadewithout STARTING ENGINE (230 HP Engine).
securing the agitator fan. This procedure will give maximum agitator
service life· Ordinarily the engine starts easily after pumping the throttle one or
two strokes. In cold weather, it is necessary to use 2-6 strokes of the
An electrically-driven agitator system is available and consists of a primer with the throttle open approximately 1/2 inch. In extremely cold
motor and agitator, a micro switch, and a 15-amp circuit breaker, labeled
temperatures, it may be necessary to continue priming while cranking.
AGITATOR, on the right side of the instrument panel. This system is
automatic and will begin operating anytime the hopper control and dump
Weak intermittent firing followed by puffs of black smoke from the
handle is moved forward, opening the metering gate. To check operation
exhaust stack indicates over-priming or flooding. Excess fuel can be
of the system prior to loading the hopper, turn on the master switch, open
cleared from the combustion chambers by the following procedure: Set
the metering gate, and observe the agitator turning slowly. This system the mixture control full lean and the throttle full open; then crank the en-
needs no special attention for ferry flights since it does not operate until gine through several revolutions with the starter. Repeat the starting
the metering gate is opened for dispersal of material. procedure without any additional priming.

If the engine is underprimed (most likely in cold weather with a cold

engine), it will not fire at all. Additional priming will be necessary for
SPR A YPUMPSTR A I NE R. the next starting attempt.

A strainer may be mounted between the gate box outlet and the spray If prolonged cranking is necessary, allow the starter motor to cool at
pump of liquid dispersal systems to strain out undissolved liquid dispersal frequent intervals, since excessive heat may damage the armature.
materials and to catch foreign objects before they reach the spray pump.
Removal of the strainer screen for cleaning or daily inspection is accom-
plished by cutting the safety wire and turning the handle at the bottom of STA RTINGENG INE ( 3 0 0 HPEn gi n e).
the strainer in a counterclockwise direction. If necessary, a screwdriver
or suitable tool positioned through the handle will give added leverage for Proper fuel management and throttle adjustments are needed to obtain
loosening the strainer cap and screen. an easy start from your continuous-flow fuel-injection engine. The pro-

7-4 2-27
cedure outlined in Section I should be followed closely as it is effective HOPPERSHUTOFFV A LVE A NDCONTROLKNO B.
under nearly all operating conditions, including hot and cold weather con-
ditions. Slight variations from this procedure may be necessary at times A hopper shutoff valve is available for installation when a liquid dis-
to compensate for extreme conditions. persal system is used. The valve is mounted inside the front face of the
gate box and is controllable from the cockpit. It can be shut to prevent
Conventional full rich mixture and high RPM propeller settings are loss of spray material from the hopper in case of line breakage anywhere
used for starting. The throttle, however, should be fully closed initially· between the gate box outlet and the spray valve, or if maintenance is to be
When ready to start, place the right half of the auxiliary fuel pump switch performed on the system in this area.
in the ON position and advance the throttle to obtain 8 to 10 gal/hr fuel
flow. Then promptly turn off the fuel pump and return the throttle to idle· The hopper shutoff valve knob, labeled HOPPER SHUTOFF, is a
With both magneto switches on, depress the starter button. While crank- double-button control on the lower left side of the instrument panel.
ing, slowly advance the throttle until the engine starts. Slow throttle ad- When the knob is pulled full out, the shutoff valve in the gate box closes,
vancement is essential, since the engine will start readily when the cor- preventing any flow of liquid from the outlet of the hopper. Anytime the
rect fuel/air ratio is obtained. shutoff valve is utilized, whether for maintenance of system plumbing or
due to line breakage being suspected because of loss of boom pressure in
NOTE
flight, the pilot should remember that the spray valve should also be
During cold weather conditions, it may be necessary to opened. With the spray valve open, the spray valve port which normally
place the auxiliary fuel pump switch in the HI position allows excess liquid through the valve to recirculate back into the hopper
to prime the engine prior to start. Care should be taken will be closed and back-flow from the hopper will be stopped.
to prevent flooding due to the danger of fire. If a fire
should develop, attempt to complete the engine start.
Starting the engine will suck the flames back into the
engine, and will usually put out the fire. HOPPERDUMPDOOR / METER INGG A TE
AND CONTROLS.
HOT WEATHER/HOT ENGINE START (300 HP Engine). A door in the bottom of the gate box functions as a recloseable dump
for liquids and as a metering gate and dump for dry materials. The door
(1) Throttle --

ADVANCE 1 INCK is actuated by forward motion of the hopper control and dump handle lo-
(2) Magneto Switches --

ON' cated on the left side of the cockpit. For emergency dumping, the hopper
(3) Starter --
ENGAGE. control metering stop (used in dry material dispersal operations) is ro-
NOTE tated up out of position to allow forward actuation of the dump handle. A
after a brief shutdown in extremely hot 200-gallon liquid load can be dumped in approximately 5 seconds. An
During a restart
weather, the presence of fuel vapor may require the
over-center device on the gate box restrains the dump handle from in-
advertent dumping operations.
auxiliary fuel pump to operate in the ON position for up
to 1 minute or more before the vapor is cleared suffi-
ciently to obtain 8 to 10 gal/hr for starting. If the above When used in dispersal of dry materials, the hopper dump door/
procedure does not obtain sufficient fuel flow, fully de. metering gate is located upstream and ahead of the spreader air intake,
press and hold the left half of the switch in the HI posi- and meters the material into the spreader. The gate is opened and closed
tion to obtain additional fuel pump capability. by the hopper control and dump handle. The amount of opening is varied
by rotation of a hopper control crank which moves a metering stop and
limits the open setting. In this manner, an accurate setting can be achiev-
TAXII NG. ed each time for the desired flow rate. To utilize the dump feature, the
metering stop can be disengaged by rotating it upward, thus permitting
The tail wheel lock should be unlocked for steering while taxiing· full forward movement of the hopper control and dump handle for full-open
2-28 7-3
 Et e i CV CT Since heated intake air is unfiltered, the carburetor air heat control
IJ J L J I J I (230 HP Engine) should be pushed full in (cold) during all ground opera-
A ND CO NTROLS tions unless heat is absolutely necessary for smooth engine operation.
Similarly, the alternate air control (300 HP Engine) should be pushed full
in (closed).

HOPPER A NDG A TEBO X. Taxiing over loose gravel or cinders should be done at low engine
speed to avoid abrasion and stone damage to the propeller tips and the
Two hoppers of different capacity are available depending on the air- horizontal stabilizer.
craft. The AGpickup and AGwagon have 200-gallon (27 cubic foot) hoppers;
the AGtruck has a 280-gallon (37.4 cubic foot) hopper. Both hoppers have
large doors in the top to facilitate filling with dry materials. A filler cap BEFORET A KE- OF F.
in the door is used when filling the hopper with liquid. If a quick-loader
valve system is installed, it may be used to load the hopper with liquid The magneto check should be made at 1700 RPM with the propeller
materials. A series of marks and numbers on the aft side of both hoppers in low pitch (if applicable). RPM drop should not exceed 150 RPM on
indicates, in gallons, the material level in the hopper. The markings in either magneto or show greater than 50 RPM differential between mag-
red are used during flight and the markings in black are used on the ground netos. If there is a doubt concerning the operation of the ignition system,
RPM checks at a higher engine speed will usually confirm whether an
Cleaning of the hopper and dispersal system plumbing is beneficial in ignition deficiency exists.
maintaining good system operation. Rinse out the hopper when changing
from one chemical to another. After daily use, rinse with water, wash An absence of RPM drop may be an indication of faulty grounding of
with warm soapy water, and hose rinse to flush away soapy water. After one side of the ignition system or should be cause for suspicion that the
cleaning, leave the hopper door open overnight to air out the hopper. magneto timing is set in advance of the setting specified.
When used, flush dispersal system plutnbing daily with water to remove
all chemical residue and prevent clogging of system components. Propeller governor operation should be checked by cycling the propel-
ler from high to low RPM and then back to high RPM. This should be per-
IMPORTANT
formed at 1700 RPM (230 HP, CSP and 300 HP Engines).
It is important that the hopper be cleaned as described
above because mixing of certain agricultural chemicals Prior to flights where verification of proper alternator and voltage
can cause premature hopper deterioration. Washing and regulator operation is essential (such as night flights), a positive verifi-
airing the hopper will allow the hopper material resin to cation can be made by loading the electrical system momentarily (3 to 5
recure after being exposed to harsh chemicals. DO NOT seconds) with the landing light (if so equipped), during the engine runup.
LEAVE CHEMICALS IN THE HOPPER OVERNIGHT. The ammeter will remain within a needle width of zero if the alternator
and voltage regulator are operating properly.
A gate box is mounted on the bottom of the hopper and has several
functions. A hopper shutoff valve can be mounted inside the gate box on Prior to applying full throttle for take-off, adjust the quadrant friction
the front face. The supply hose from the spray pump is connected to the lock to prevent the throttle from creeping (throttle is spring-loaded to the
front face of the gate box by means of a quick-disconnect fitting. The full-open position). Similar friction lock adjustments should be made as
spray valve is mounted on the left hand side to enable recirculation of required in other flight conditions to maintain a fixed throttle setting.
liquids when spray is not being dispersed. A door is located on the front
lower surface which is used as a recloseable dump for liquids. It is also
used as a metering device for dry materials. Once the gate box is install- TA KE-OFF.
ed for liquid application, it is not necessary for this unit to be removed
when changing to dry material. Take-offs should be conducted with the tail wheel lock engaged. Tail
7-2 2-29
wheel travel will be limited to 2. 5° each side of center, and weather van-
ing and shimmy tendencies will be minimized.

It is important to check full throttle engine operation early in the E

take-off run. Any indication of rough engine operation or sluggish engine
acceleration is good cause for discontinuing the take-off. In this case, DISPERSAL SYSTEMS
more extensive ground checking (including a full throttle runup) is recom-
mended to determine if ignition or fuel metering are in need of adjustment
or repair.
This section contains a description, operating procedures, and per-
With the 300 HP engine, it is important that the auxiliary fuel pump formance data (when applicable) for some of the dispersal equipment which
be turned off for take-off. Otherwise, the mixture will be excessively may be installed in the aircraft. Owner's Manual Supplements are provid-
rich, causing a serious loss in power. Details of the auxiliary fuel pump ed to cover operation of other systems when installed in your aircraft.
system are given on page 2-12. Contact your Cessna Dealer for a complete list of available equipment.

When take-offs must be made over a loose gravel surface, the throttle Three factory installed dispersal systems (two liquid and one dry) are
should be opened slowly. This allows the airplane to start rolling before available. The two liquid dispersal systems are equipped with gate boxes
high RPM is developed, and the gravel will be blown behind the propeller and are either fan driven or hydraulically driven. Each system may be
rather than pulled into it. equipped with either a manual or electrically-operated spray valve. The
dry dispersal system also requires a gate box and is available without an
For maximum engine the mixture should be
power (300 HP Engine), agitator or can be equipped with either a fan-driven agitator or electrical-
adjusted during the initial take-off
roll in accordance with the fuel flow ly-driven agitator.
vs altitude placard. The power increase is significant above 3000 feet,
and this procedure always should be employed for field elevations greater The two liquid dispersal systems (regardless of power source) can be
than 5000 feet above sea level. converted to the dry dispersal configuration by removing and adding cer-
tain components. Conversely, the dry system can be converted to a liquid
Optimum take-off performance at 3300 pounds gross weight is obtain- system.
ed by using 20° wing flaps. The aircraft will accelerate more quickly to
flying speed in a level attitude. To climb steeply over an obstacle with The information on the following pages covers all three dispersal sys-
20° wing tems and their
flaps, use an obstacle clearance speed of 70 MPH. usage. Individual dispersal components and controls are
NOTE
described firstto aid the user in familiarising himself with this equipment.
Some components are used in both liquid and dry dispersal system installa-
Climbs at these low speeds should be of short duration to tions, while other items are used in only one type of system. Later dis-
improve engine cooling. Flaps should be retracted slowly cussions of the various systems describe what components are used in
after all obstacles are cleared. each system and how the system operates. Spray system performance is
also provided in this section as a guide when calculating dispersal require-
Take-offs into strong crosswinds normally are performed with the ments. Special system options which supplement dispersal operations are
minimum flap setting necessary for the field length to give maximum rud- described at the end of this section.
der effectiveness and to minimize drift angle immediately after take-off.

ENROUTE CLIMB.
If optimum climb performance is desired, climb speed will vary

2-30 7-1
 from 91 MPH at sea level, decreasing to 88 MPH at 10, 000 feet. Refer
to figure 6-11 for recommended optimum climb speeds with dispersal
equipment installed.

EFFECTOF OPTIONAL
DISPERSALEQUIPMENT To climb steeply over an obstacle with wing flaps retracted, use an
GROSS WEIGHT 3300 POUNDS obstacle clearance speed of 75 MPH.

CRUISE SPEED DIFFERENTIAL -

MPH
CLIMB
DISPERSAL EQUIPMENT
DIFFERENTIAL 230 HP, 300 HP ENGINES 230 HP ENGINE
FPM CONSTANT SPEED FIXED PITCH CR UISE.
SYSTEM TYPE PROPELLER PROPELLER

Normal cruising is performed between 55% and 75% power. The cor-
ENGINE-DRIVEN
-250 -27 ---
responding power setting and fuel consumption for various altitudes can
HYDRAULIC PUMP
LIQUID be determined from the Operational Data in Section VI.
DISPERSAL
FAN-DRIVEN
-33
NDTE
-310 -14

PUMP
Cruising should be performed at 65% to 75% power until
DRY HIGH
& ÌOÌRI Of 50 hours has accumulated or oil consumption
DISPERSAL VOLUME
-270 -27 -11
has stabilized. This is to ensure proper seating of the
rings and is applicable to new engines, and engines in
service following cylinder replacement or top overhaul
GROSSWEIGHT
EFFECTOF INCREASED of one or more cylinders.

WEIGHT INCREASE CLIMB D1FFERENTIAL -

FPM CRUISE SPEED DIFFERENTIAL -
MPH The mixture for extended cruising flight should be leaned at any alti-
tude. With a carburetor engine, lean the mixture momentarily to engine
FOR EACH 100 LBS roughness, and then enrichen to obtain smooth operation. With a fuel-
engine, lean to roughness or noticeable power loss, and then
-45 -1.5

ABOVE 3300 LBs injection

enrichen approximately 2 GPH. Cruise leaning should be accomplished
only during extended level flight periods and not during spray runs be-
NOTES: 1. Cruise differentials are based on constant power with the constant speed
engine RPM with the fixed pitch propeller.
cause of the serious distraction that could result.
propeller, and on constant

2. For optimum climb performance with dispersal equipment installed, reduce

If the aircraft has a carbureted engine, the use of full carburetor heat
speeds an "MAXIMUM RATE-OF.CLIMB" charts by 13 MPH
iS recommended during flight in very heavy rain to avoid the possibility of
engine stoppage due to excessive water ingestion. The mixture setting
should be readjusted for smoothest operation.
Figure 6-11.

ST ALLS.
The stall characteristics are conventional , and aural warning is pro-

6-10 2-31
 vided by a stall warning horn which sounds between 5 and 10 MPH above
the stall in all configurations. All controls remain effective throughout
laad 09 IY SYI
the stall.
Power-off stall speeds at 3300 pounds gross weight and an aft center
of gravity loading are presented in figure 6-2 as calibrated airspeeds.
Power-on stall speeds are approximately 5 MPH lower than the power-off
stall speeds.

• °
NOISE ABATEMENT. eg <
T
Increased emphasis on improving the quality of our environment re-
quires renewed effort on the part of all pilots to minimize the effect of I Ai °

aircraft noise on the public. oz 2 o o

e > z
T
O e, g -
"
We, as pilots, can demonstrate our concern for environmental im- O
| q 8 o'
provement, by application of the following suggested procedures, and v e z i
thereby tend to build public support for aviation. o 6 v w

(1) Pilots operating aircraft under VFR over outdoor assemblies

of persons, recreational and park areas, and other noise-sensitive
areas should make every effort to fly not less than 2, 000 feet above
the surface, weather permitting, even though flight at a lower level o
may be consistent with the provisions of government regulations.
(2) During departure from or approach to an airport, climb after
take-off and descent for landing should be made so as to avoid pro-
longed flight at low altitude near noise-sensitive areas.

NOTE ce

The above recommended procedures do not apply where ,,

they would conflict with Air Traffic Control clearances . QQQg

or instructions, or where, in the pilot's judgment, an a g '
altitude of less than 2, 000 feet is necessary for him to 80 à Ë
'
°

' Ë
' "$ $
"
°

" " " "

°

" "g
8
" |
adequately exercise his duty to see and avoid other air- E -'

craft. SGNDOd NI lHOI3M SSOBO

2-32
6-9
 Jection III
EMERGENCY PROCEDURES

Emergencies caused by aircraft or engine malfunctions are extremely

rare if proper pre-flight inspections and maintenance are practiced. How-
ever, should an emergency arise, the basic guidelines described in this
section should be considered and applied as necessary to correct the prob-
lem.

""
o
z :1 z
z
EMERGENCY HOPPER DUMP.
--
-.
o
o z6 If, in the event of an emergency, it becomes necessary to dump the
O hopper contents, the following procedure is suggested.

(1) Move the hopper dump handle full forward.

(2) Apply forward pressure to the control stick as required to
maintain a steady climb attitude.
(3) When altitude gain is satisfactory or when hopper load is
exhausted, close hopper dump door.

It is recommended that the pilot become familiar with pitch trim

changes during an emergency dump. A suggested method for this is to
o o¾ o dump a partial hopper load of water at altitude at least once at the be-
ginning of the season. This will also permit a system check for proper
I a = z operation.

When performing liquid dispersal operations, the hopper control

metering stop.should always be disengaged to permit unrestricted dump-
ing of the hopper load due to an emergency. After an emergency hopper
dump, the dump door may be closed in flight.

SGNAOd NI 1HOIBM SSOllO During dry material application, the hopper control metering stop will
probably be in use. If an emergency dump becomes necessary, disengage
the metering stop before the dump is attempted.
3-1
6-8
FORCED LANDINGS.
199d 09 IV SVI
PRECAUTIONARY LANDING WITH ENGINE POWER.

Some advance preparations prior to making a precautionary landing I I I I I I I I I i i i

8
at an unfamiliar "off airport" site should be made as follows:

(1) Jettison hopper load. o

(2) Check shoulder harness and seat belt for snug fit.
(3) Drag over selected field with flaps 10° and 90 MPH, noting
preferred area for touchdown on next landing approach. Upon z a.
reaching a safe altitude and airspeed, retract flaps. O O g
(4) On downwind leg, turn off all switches except magneto switches. zz a.
(5) Approach with flaps 20° at 80 MPH.
(6) Before touchdown, turn magneto switches OFF.
(7) Land in a three-point attitude. o i
(8) Apply heavy braking in initial part of landing roll. o "g

EMERGENCY LANDING WITHOUT ENGINE POWER. u- o

" ¿

If an engine stoppage occurs, establish a flaps-up

at 85 MPH. glide -

o
It time permits, attempt to restart for the following:
engine by checking
carburetor ice (230 HP engine), proper fuel shutoff control position, ade-
quate fuel flow (300 HP engine) and improved operation on a single mag-
neto. Also check that the engine primer is full in and locked (230 HP e
engine). o I
z i
If all attempts to restart the engine fail and a forced landing is immi-
nent, select a suitable area and prepare for the landing as follows: 6 z
°
(1) Jettison hopper load.
(2) Check shoulder harness and seat belt for snug fit.
(3) Pull mixture control to idle cut-off position.
(4) Fuel Shutoff Valve Control Knob OFF. o o o 6z
--

z i o -
g
o
(5) Turn off all switches. ,

(6) Approach at 85 MPH.

(7) Extend wing flaps as necessary within gliding distance of field· • 0001u
(8) Land in a three-point attitude. -.
°

(9) Apply heavy braking in initial part of landing roll. 8 8 8 8 8 2 | 8 g 8

NOTE SGNAOd NI 1HOIBM SSOBO

Increase the above listed airspeeds by 5 MPH if landing
must be made at maximum restricted category weight.

3-2 6-7
RESTRICTED CATEGORY PERFORMANCE. EMERGENCY DOOR RELEASE.
data for the aircraft when If an emergency arises which requires rapid evacuation of the air-
The following charts provide performance
in the restricted category. Refer to page 4-2 in Section IV for craft during ground operations or after an emergency landing, proceed as
operating
follows:
additional operating details for this category.

The Performance Differential Table, figure 6-11, shows the decrease (1) Release canopy door latch, if possible.
in rate of climb and cruise speeds due to the various dispersal systems (2) Pull emergency door release handle.
and due to gross weight. These figures should be subtracted from the (3) Push door away from aircraft.
data in the normal category clean configuration shown in figures 6-3, 6-4 (4) Release seat belt and evacuate the aircraft.
and 6-5. The Landing Distance Table, figure 6-6, may be used for the
restricted category also. Periodic inspection of the emergency door release mechanism on each
canopy door is recommended to maintain familiarity with its function and
assure its operation when needed.

SPINS.
STALL $ EE S- MT¾laCAS Intentional spins are prohibited in this aircraft. Should an inadver-
ANGLE OF BANK
tent spin occur, the following recovery technique should be used.
(1) Retard throttle to idle position.
(2) Apply full rudder opposite to the direction of rotation.
CONFIGURATION
g° g° g° (3) After one-fourth turn, move the control stick forward of
neutral in a brisk motion.
GROSS FLAPS UP 69 74 98 (4) As rotation stops, neutralize rudder and make a smooth recovery
from the resulting dive
WEIGHT FLAPS 10° 67 72 95
4200 LBS. FLAPS 20° 65 70 92

GROSS FLAPS UP 67 72 95 FIRES.

WEIGHT FLAPS 10° 65 70 92
ENGINE FIRE IN FLIGHT.
4000 LBS. FLAPS 20° 63 68 89
Although engine fires are extremely rare in flight, the following steps
GROSS FLA PSUP 65 70 92 should be taken if one is encountered.
WEIGHT FLAPS 10° 63 68 89
(1) Fuel Shutoff Valve Knob OFF.
3800 LBS. FLAPS 20°
--

61 66 86 (2) Pull mixture control to idle cut-off.

POWER OFF -
AFT CG (3) Turn master and magneto switches off.
(4) Establish a 120 MPH glide.
(5) Close cabin heat control.
Figure 6-7. (6) Select a field suitable for a forced landing.

6-6

3-3
 (7) If fire is not extinguished, increase glide speed in an attempt
SCAEA UC
to find an airspeed that will provide an incombustible mixture.
S RF WAY
(8) Execute a forced landing as described under Emergency Landing
Without Engine Power. Do not attempt to restart the engine.
SEA LEVEL &
59° F @ 2500 FEET & 50° F @ 5000 FEET & 41° F

ELECTRICAL FIRE IN FLIGHT.

GROSS APPROACH

The initial indication of an electrical fire is the odor of burning in- JoEGH ASH
GROUND TOTAL GROUND TOTAL GROUND TOTAL
sulation. The immediate response should be to turn the master switch ROLL TOCLEAR
50 FT. OBS.
ROLL TOCLEAR
50 FT. OBS.
ROLL TOCLEAR
50 FT. OBS.
off. Then close off ventilating air as much as practicable to reduce the
chances of a sustained fire. ---- ----

3300 76 420 1265 445 1340 470 1420

power is indispensable
If electrical for the flight, an attempt may be ------

made to identify and cut off the defective circuit as follows: 2aoo es ais 94o sao ses aso io4s

(1) Master Switch OFF.

--

NOTES: (1) Distances shown are based ou zero wind, power off, and heavy braking.
(2)
(2) All other switches (except magneto switches) OFF. --
(3)
Reduce landing distances
For operation on a dry,
10% for each 5 knots head wind.
grass runway, ïncrease distances (both "ground roll" and "total to
(3) Check condition of circuit breakers to identify faulty circuit clear 50 ft. obstacle") by 20% of the "total to clear 50 ft. obstacle" figure,

if possible. Leave faulty circuit deactivated.

(4) Master Switch ON.
--

(5) Turn switches on successively, permitting a short time delay Figure 6-6.
to elapse after each switch is turned on until the short circuit is
localized.
(6) Make sure fire is completely extinguished before opening vents.

ROUGH ENGINE OPERATION OR LOSS OF POWER.

CARBURETOR ICING (230 HP ENGINE).

An unexplained drop in manifold pressure (constant speed propeller)

or RPM (fixed pitch propeller) may be the result of the formation of car-
buretor ice. To clear the ice, apply full throttle and pull the carburetor
heat knob full out until the engine runs smoothly; then remove carburetor
heat and readjust the throttle. If conditions require the continued use of
carburetor heat in cruise flight, use the minimum amount of heat neces-
sary to prevent ice from forming and lean the mixture slightly for smooth-
est engine operation.

SPARK PLUG FOULING.

A slight engine roughness in flight may be caused by one or more

spark plugs becoming fouled by carbon or lead deposits. This may be
6-5
3-4
 INE
00 HPENG .................. ANTSPEEDPROPELLER
CONST -

TAKE-OFF DISTANCE WITH 20° FLAPS verified by switching momentarily from one magneto to the other. An
FROM HARD SURFACE RUNWAY obvious power loss in single magneto operation is evidence of spark plug
WEROG HWIED
@ SEA LEVEL & 59 F @2500 FT. &
50° F @5000 FT. &
41° F Or magneto trouble. Assuming that spark plugs are the more likely cause,
T 0 F GROUND TOTAL
TO CLEAR
GROUND
RUN
TOTAL
TO CLEAR
GROUND
RUN
TOTAL
TO CLEAR
lean the mixture to the normal lean setting for cruising flight. If the prob-
POUNDS MPH KNOTS RUN
50 FT. OBS. 50 FT. OBS. 50 FT. OBS
lem does not clear up in several minutes, determine if a richer mixture
saoo so o o go ig6 setting will produce smoother operation. If not, proceed to the nearest
2o 2 o ses aas soo 42o 26 airport for repairs using both magnetos unless extreme roughness dictates
2800 64 10 0 5 0 60 0 the use of a single magneto.
20 170 365 210 425 265 495

2300 58 10 7 55 285
2 MAGNETO MALFUNCTION.
20 95 260 120 295 150 340
NOTE: IFncr
o
eeradistna nea10 fogrea shr2P F onc
e
irda
c t round run" and "total to clear A sudden engine roughness or misfiring is usually evidence of mag-
50 ft. obstacle") by 67 of the "total to clear 50 ft, obstacle" figure
ROÌO problems. Switching momentarily from one magneto to the other will
identify which magneto is malfunctioning. Select different power settings
MA EMUNB ATE ©7 CMM§ 59°
@ 5000 &
41°
F
-

@ 10,000 FT.
-

&
23° F @ 15,000 FT. & 5° F
and enrichen the mixture to determine
ROÌOs is practical.
if continued operation on both mag-
If not, leave the good magneto in the ON position and
@ SEA LEVEL & F FT.

EI
HST
IAS RATE OF IAS RATE OF IAS RATE OF IAS RATE OF proceed to the nearest airport for repairs.
CLIMB CLIMB MPH CLIMB MPH CLIMB
POUNDS MPH MPH
FT/MIN. FT/MIN. FT/MIN. FT/MIN.

3300 91 940 90 670 88 400 86 135 ENGINE-DRIVEN FUEL PUMP FAILURE (300 HP ENGINE).
2800 88 1205 87 900 85 590 83 290

2300 84 1570 83 1230 81 840 79 485

Failure Of the engine-driven fuel pump will be evidenced by a sudden
NOTE: L 11 rottlae, flaps up,eand mixture11eaned0for smoot or
h 10 F
ab50 f
rd day temperature reduction in the fuel flow indication prior to a loss of power, while oper-
for partïeulaT altitude. RÌing With adequate fuel.
EXTENMnTDURANGE
In the event of an engine-driven fuel pump failure during take-off,
Standard Conditions e Zero Wind e Gross Weight-3300 Pounds immediately hold the left half of the auxiliary fuel pump switch in the
TAS GAL./ 36.5 GAL. (NO RESERVE) 54 GAL. (NO RESERVE)
III POSition until the aircraft is well clear of obstacles. Upon reaching
ALTITUDE RPM MP %BHP
MPH HOUR ENDR. HOURS RANGE MILE5 ENDR. HOURS RANGE MILEs & Safe altitude, and reducing the power to a cruise setting, release the HI
25 76 135 15.9 2.3 310 3.4 46o Side of the switch. The ON position will then provide sufficient fuel flow
2550
23 128 2.6 330 3.8 490
68 14.2
tO maintain engine operation while maneuvering for a landing.
2400 24 65 126 13.7 2.7 335 3.9 495
5EA LEVEL
23 57 118 12.1 3.0 355 4.4 525
If an engine-driven
2300

3 50
fuel pump failure occurs during cruising flight,
2200
apply full rich mixture and hold the left half of the auxiliary fuel pump
2500
4 2 2 Switch in the HI position to re-establish fuel flow. Then, the normal ON
2400 24 67 130 14.1 2.6 335 3.8 Soo
POSition (the right half of the fuel pump switch) may be used to sustain
"°°
22oo 22 se 122 12.s 2.9 ass 4.a sao level flight. If necessary, additional fuel flow is obtainable by holding
2200
22 52 114 11.1 3.3 375 4.9 55s the left half of the pump switch in the HI position.
20 45 104 9.8 3,7 390 5.5 575

25 81 144 16.9 2.2 310 3.2 460

2550
23 72 137 15.1 2.4 330 3.6 490 LOW OIL PRESSURE.
2400 24 69 135 14.5 2.5 340 3.7 500
5000
2300 23 61 127 12.9 2.8 360 4.2 53o
IÎ lOw oil pressure is accompanied by normal oil temperature, there
2200
2 8 4 2 80 0
iS a possibility the oil pressure gage or relief valve is malfunctioning. A
leak in the line to the gage is not necessarily cause for an immediate pre-
Figure 6-5. cautionary landing because an orifice in this line will prevent a sudden

6-4 3-5
 23OMPENG
INE ................. CONST
ANTSPEEDPROPELLER -

loss of oil from the engine sump. However, a landing at the nearest air¯ TAKE-OFF DISTANCE WITH 20° FLAPS
W NR gg
port would be advisable to inspect the source of trouble. U uu IE uu U FROM HARD SURFACE RUNWAY
59a 50°
. @ SEA LEVEL & F @2500 FT. & F. @5000 FT. & 41° F
If a total loss of oil pressure is accompanied by a rise in oil tempera-
GROSS IAS @ HEAD
WEIGHT 50 FT. WIND GROUND TOTAL GROUND TOTAL GROUND TOTAL

ture, there is good reason to suspect an engine failure is imminent. Re- POUNDS MPE KNOTS RUN
5 F . O .
RUN 500F
OS
RUN OF EO
.

duce engine power immediately and select a suitable forced landing field. 3300 70
6
10
866
555
1320
975
966
675
ises
1170
iiss 1890
1430
825
Leave the engine running at low power during approach, using only the 20 346 670 eaa 820 suo io2o

minimum power required to reach the desired touchdown spot. 2eoo e4

2° g6 g6 go Ig6 g6 Ig6

20 215 465 270 550 340 660

0 355 705 425 795 505 905

2300 58 10 225 495 275 565 330 650
20 125 315 155 365 190 425
25°
NOTE: 1. Increase distance 10% for each F above standard temperature.
2. For operation on a dry, grass runway, increase distances (both "ground run" and "total to clear

ELECTRICAL POWERSUPPLYSY STEM MALFUNCTION S. 50 ft, obstacle") by 6% of the "total to clear 50 ft, obstacle" figure.

Malfunctions
periodic monitoring
in the electrical power
of the ammeter and
supply system can be detected by
over-voltage warning light; how-
MAX9MUNB ATU ©7 CU]M§ 59° 41°
- -

23° 5°
@ SEA LEVEL & F @5000 FT. & F @ 10,000 FT. & F @ 15,000 FT. & F

ever, the cause of these malfunctions is usually difficult to determine. A WEIGHT IAS RATE
CLIMB
OF IAS RATE OF
CLIMB
IAS RATE OF
CLIMB
IAS RATE
CLIMB
OF
POUNDS MPH MPH MPH MPH
broken alternator drive belt or wiring is most likely the cause of alterna- FT/MIN. FT/MIN. FT/MIN. FT/MIN.

tor failures, although other factors could cause the problem. A damaged 33°° 91 766 96 616 as 276 86 so

or improperly adjusted voltage regulator can also cause malfunctions. 26°° "" °°° "I T 6 66 **6 63 6°

Problems of this nature constitute an electrical emergency and should be 23°° "' 13°6 "3 6° " 66° 2° 36°

NOTE: 1. Full throttle, flaps up, and mixture 1eanedfor smooth operation above 5000 feet,
dealtwith immediately. Electrical power malfunctions usually fall into 2. For hot weather, decrease rate of climb 30 ft./min. for each
10° F above standard day temperature
for particular altitude.
two categories: excessive rate of charge and insufficient rate of charge.
The paragraphs below describe the recommended remedy for each situa-
EXTENM URANGE
tion.
Standard conditions e Zero Wind e Gross Weight-3300 Pounds
EXCESSIVE RATE OF CHARGE. 36.5 GAL. (NO RESERVE)
ALTlTUDE RPM MP %BHP TAS MPH GAL./HOUR
ENDR. HOURS RANGE MILES
After engine starting and heavy electrical usage at low engine speeds
(such as extended taxiing) the battery condition will be low enough to ac- 246°
1 iis 1

cept above normal charging during the initial part of a flight. However, SEA LEVEL 2300
after thirty minutes of cruising flight, the ammeter should be indicating
less than two needle widths of charging current. If the charging rate were 22°°
2 10

to remain above this value on a long flight, the battery would overheat and 24,e 2 12

evaporate the electrolyte at an excessive rate. Electronic components in

23°°
the electrical system could be adversely affected by higher than normal 26°°

voltage if a faulty voltage regulator setting is causing the overcharging. 22oo

To preclude these possibilities, an over-voltage sensor will automatically

shut down the alternator and the over-voltage warning light will illuminate 22 73 124

if the charge voltage reaches approximately 16 volts (14-volt system) or sooo 2aoo
| | ||
32 volts (28-volt system). (On aircraft with a 28-volt system, the LOW s, ,,,
VOLTAGE light will illuminate simultaneously with the over-voltage light. ) 2 66 1°2 3 6 3 6

Assuming that the malfunction was only temporary, an attempt should be

made to reactivate the alternator system. To do this, turn both sides of Figure 6-4.

3-6 6-3
23ONPENG
INE ......................... FIXEO
PITCHPROPELLER -

a tv; TAKE-OFF DISTANCE WITH 20° FLAPS the master switch off and then on again. If the problem no longer exists,
FROM HARD SURFACE RUNWAY normal alternator charging will resume and the warning light(s) will go off.
GROSS IAS @ HEAD
@ SEA LEVEL &
59° F @2500 FT. &
50°
F ® 5000 Fr. &
41°
F If the light(s) comes on again, a malfunction is confirmed. In this event,
WEIGHT
POUNDS
50FT.
MPH
WIND
KNOTS
GROUND
RUN
TOTAL
TO CLEAR
GROUND
RUN
TOTAL
TO CLEAR
GROUND
RUN
TOTAL
TO CLEAR
the flight should be terminated and/or the current drain on the battery
50 FT. OBS. 50 FT. OBS. 50 FT. OBS
minimized because the battery can supply the electrical system for only a
3300 10 1
70 5 5 1|
limited period of time. If the emergency occurs at night, power must be
380
20 715 470 860 595 1070
COnserved for later use of the landing light during landing.
2800 64 0 580 1005 695 1160 840 1360
10 390 735 475 855 585 1010
6°°
2°
_ _ __
__.666

INSUFFICIENT RATE OF CHARGE.

2300 58 0 375 740 445 830 535 950
10 240 530 295 600 360 690
20 135 345 170 395 215 460
If the ammeter indicates a continuous discharge rate in flight, (or the
NOTE: IFn seeradis cea10 r25nwF oncere e
o fogreaas ïrda
c
uh
ound run" and "total to clear LOW VOLTAGE light comes on), the alternator is not supplying power to
50 ft. by 6 of the "total to ft. obstacle"
obstacle") clear 50 figure
the system and should be shut down since the alternator field circuit may
be placing an unnecessary load on the system. All non-essential equip-
ment should be turned off and the flight terminated as soon as practical.
@ SEA LEVEL & 59° F @ 5000 FT. &
41°F
10,000 FT. &
23°
F @ 15,000 FT. & 5° F
WEIGHT IAS RATE OF IAS RATE OF IAS RATE OF IAS RATE OF
POUNDS MPH CLlMB MPH CLIMB MPH CLIMB MPH CLIMB
FT/MIN. FT/MIN. FT/MIN. FT/MIN.

3300 91 710 90 475 88 240 86 5

2800 88 935 87 670 85 400 83 135
2300 84 1240 83 925 81 610 79 300

NOTE: 1. Full throttle, flaps up, and mixture leaned for smooth operation above 5000 feet.
2. For hot weather, decrease rate of climb 30 ft./min. for each 10° F above standard day temperature
for particular altitude.

CRUlSU URT©¾¾¾lCE Standard Conditions e Zero Wind e Gross Weight-3300

EXTENDEDU

Pounds
NGE

36.5 GAL. NO RESERVE)

ALTITUDE RPM %BHP TA5 MPH GAL./HOUR

2600 79 120 14.8 2.5 295

2500 71 113 13.4 2.7 310
5EA LEVEL
2400 64 106 12.1 3.0 320
2300 57 100 10.8 3.4 335
2200 52 93 10.0 3.7 340
2100 47 86 9.0 4.1 350

2600 74 118 13.9 2.6 310

2500 67 111 12.6 2.9 320
2500 2400 60 104 11.4 3.2 335
2300 55 98 10.4 3.5 345
2200 49 91 9,5 3.8 350
2100 45 83 8.6 4.2 350

2600 70 116 13.1 2.8 325

2500 63 109 11.9 3.1 335
2400 57 102 10.8 3.4 345
5000
2300 52 95 10.1 3.6 345
2200 47 88 9.1 4.0 350
2100 43 80 8.3 4.4 350

Figure 6-3.

6-2 3-7
 Jection fl
OPERATIONAL DATA

The operational data charts in this section are presented so that you
may know what kind of performance to expect from your aircraft under
standard day conditions in both normal and restricted categories.

NORMAL CATEGORY PERFORMANCE.

All data shown in the following charts is for operation of the aircraft
under the normal category in a clean configuration.

ABBSPUU C©ÐÐÐCT3©U TABLE

IAS 60 70 80 90 100 110 120 130 140 150 160

FLAPS
UP CAS 56 66 77 87 97 108 118 128 138 148 159
FLAPS
O CAS 56 67 77 87 97 107 • • • • •

Figure 6-1.

TA11 UU S- M R, CAS
ANGLE OF BANK

CONFIGURATION Û 3Û
GROSS FLAPS UP 61 66 86
WEIGHT FLAPS 10° 59 63 83
3300 LBS· FLAPS 20° 57 61 81
POWER OFF -
AFT CG

Figure 6-2.

6-1
PUBLICATIONS.

Various publications and flight operation aids are furnished in the

aircraft when delivered from the factory. These items are listed below.

e CUSTOMER CARE PROGRAM BOOK OPERATING LIMITATIONS

e OWNER'S MANUALS FOR YOUR

AIRCRAFT
AVIONICS OPERATIONS AUTHORIZED.
Your Cessna exceeds the requirements of airworthiness as set forth
e SALES AND SERVICE DEALER DIRECTORY
by the United States Government, and is certificated under FAA Type Cer-
e DO'S AND DON'TS ENGINE BOOKLET uficate No. A9CE, as Cessna Model No. 188B/A188B.
The following additional publications, plus many other supplies that The aircraft may be equipped for day or night VFR operation. Your
are applicable to your aircraft, are available from your Cessna Dealer. Cessna Dealer will be happy to assist you in selecting equipment best
suited to your needs.
e SERVICE MANUALS AND PARTS CATALOGS FOR YOUR
AIRCRAFT Your aircraft must be operated in accordance with all FAA-approved
ENGINE AND ACCESSORIES markings and placards in the aircraft. If there is any information in this
AVIONICS section which contradicts the FAA-approved markings and placards, it is
to be disregarded.
Your Cessna Dealer has a current catalog of all Customer Services
Supplies that are available, many of which he keeps on hand. Supplies
which are not in stock, he will be happy to order for you.
MANEUVERS -
NORMAL CATEGORY.
The aircraft is certificated in the normal category and exceeds the re-
quirements for airworthiness of the Federal Aviation Regulations, Part
23, set forth by the United States Government. The normal category is
applicable to aircraft intended for non-aerobatic operations. These in-
clude any maneuvers incidental to normal flying, stalls (except whip stalls)
60°. In connection
and turns in which the angle of bank is not more than
with the foregoing, the following gross weight and flight load factors apply:
GrossWeight ................. 33001bs
Flight Load Factor
*FlapsUp................ +3.8 -1.52

*FlapsDownS° ............. +2.5

*Flaps Down 10°-20° . . . . . . . . . . . +2.0

*The design load factors are 150c/o of the above, and, in all
cases the structure meets or exceeds the design loads.

5-10 4-1
RESTRICTED CATEGORY.
outlines all items which require attention at 50, 100, and 200 hour inter-

In addition to the operations authorized under the Part 23 certification vals plus those items which require servicing, inspection, and/or testing
at 3300 pounds without special agricultural equipment, the aircraft is de- at special intervals.
signed as a specialized agricultural aircraft. In this operation, it will be
used under a restricted type certificate. The operations under the limi- Since Cessna Dealers conduct all service, inspection, and test proce-
tations of this restricted type certificate are spelled out for your informa- dures in accordance with applicable Service Manuals, it is recommended
tion below. It should be noted that in all cases the judgment and skill of that you contact your Dealer concerning these requirements and begin
the pilot will become a large factor in properly interpreting the most suit- scheduling your aircraft for service at the recommended intervals.
able operating limitations of this aircraft.
Cessna
Progressive Care ensures that these requirements are ac-
As a general guide, the following five areas should be considered complishedat the required intervals to comply with the 100-hour or
when operating in this restricted category: ANNUAL inspection as previously covered.

(1) GROSS WEIGHT: Depending on various flight operations, your local Government Avia-
tion Agency may require additional service, inspections, or tests. For
The AGpickup, with its 230 HP engine, has been satisfactorily these regulatory requirements, owners should check with local aviation
demonstrated at gross weights of 3800 pounds. The AGwagon and officials where the aircraft is being operated.
AGtruck, with 300 HP engines, have been demonstrated at weights
up to 4000 and 4200 pounds respectively. With the AGtruck and its
280-gallon (37.4 cu. It.) hopper, it is possible to exceed the 4200
pound restricted weight by a considerable amount if high density
materials are carried in the hopper. This hopper is limited to OWNERFOLLO W-U P SY STE M.
1800 pounds maximum, and particular attention is required so that
neither the gross weight of the aircraft nor the hopper is exceeded. Your Cessna Dealer has an Owner Follow-Up System to notify you
Take-off performance at these gross weights is limited, and ideal when he receives information that applies to your Cessna. In addition,
field elevation, runway, and weather conditions are expected to exist if you wish, you may choose to receive similar notification, in the form
in obtaining satisfactory take-off performance. Operation from fields of Service Letters, directly from the Cessna Customer Services Depart-
in excess of 1000 feet above sea level, rough or soft runways, adverse ment. A subscription form is supplied in your Customer Care Program
runway gradients, high outside air temperature, turbulence, etc., book for your use, should you choose to request this service. Your
may prevent a safe take-off at these gross weights. All of these Cessna Dealer will be glad to supply yóu with details concerning these
things must be considered by the operator. follow-up programs, and stands ready, through his Service Department,
to supply you with fast, efficient, low-cost service.
(2) SPEED AND LOAD FACTORS:

The speed, while operating in the restricted category, is restric-

ted to not more than 120 MPH. The aircraft may be operated at this
speed with a maximum flap extension of 5°. At the same time, it is
expected that the aircraft will not be maneuvered with load factors
in excess of 2. 5 g's while carrying heavy loads. It is obvious that
the margin of strength is reduced at the higher gross weight, and
therefore, the operator must take this into account when conducting
pull-ups and turn around maneuvers at the end of the field. Opera-
tion of the airplane with flap extensions in excess of
5° must be lim-
ited to no more than 110 MPH or 2.0 g's.
5-9
4-2
inspection for all other aircraft. The procedures for the Progressive Although the aircraft is capable of working at speeds from
Care Program and the 100-hour inspection have been carefully worked 85 MPH to 120 MPH, it is suggested that a speed of 95 MPH to 115
out by the factory and are followed by the Cessna Dealer Organization. MPH be used for very heavy loads. The use of very low airspeeds
The complete familiarity of Cessna Dealers with Cessna equipment and in combination with heavy loads is not recommended because it
factory-approved procedures provides the highest level of service possible reduces the margin of safety.
at lower cost to Cessna owners.
(3) RUNWAY CONDITIONS:

Where the runway is unusually rough, and therefore, subjects

CESSN A CU STOMERC A REPROGR A M. the landing gear and aircraft structure to high, sharply accelerated
loads, the gross weight should be restricted. Such operation can
Specific benefits and provisions of the CESSNA WARRANTY plus other exceed the limit load factors for the landing gear and fuselage, and
important benefits for you are contained in your CUSTOMER CARE seriously reduce the overall life of the aircraft. The adverse effect
PROGRAM book supplied with your aircraft. You will want to thoroughly of soft runways and long grass can only be determined by a series of
take-offs at increasing gross weights on a trial basis.
review your Customer Care Program book and keep it in your aircraft at
all times.
(4) TAKE-OFF, CLIMB, AND CRUISE:
Coupons attached to the Program book entitle you to an initial inspec-
tion and either a Progressive Care Operation No. 1 or the first 100-hour Conditions of high temperature, high altitude, rough take-off
inspection within the first 6 months of ownership at no charge to you. If surfaces and terrain clearances at the end of the runway should
you take delivery from your Dealer, the initial inspection will have been obviously be taken into account in judging the proper take-off gross
performed before delivery of the aircraft to you. If you pick up your air- weight of this aircraft. As a guide, take-off charts are included in
craft at the factory, plan to take it to your Dealer reasonably soon after Section VI to show the normally expected take-off run for the aircraft
you take delivery, so the initial inspection may be performed allowing the with optional spray equipment installed. Also included are charts for
Dealer to make any minor adjustments which may be necessary. varying gross weights above 3300 pounds. When agricultural equip-
ment is installed, the take-off ground run will not be affected signifi-
You will also want to return to your Dealer either at 50 hours for your cantly, but the air distance over an obstacle will be increased appreci-
first Progressive Care Operation, or at 100 hours for your first 100-hour ably.
inspection depending on which program you choose to establish for your
airpraft. While these important inspections will be performed for you by The optimum flap setting for take-off at the maximum restricted
any Cessna Dealer, in most cases you will prefer to have the Dealer from category gross weight with dispersal equipment installed is 10°.
whom you purchased the aircraft accomplish this work. Best acceleration to take-off speed is attained in a level flight attitude.
Rotation for lift-off should be initiated when the aircraft becomes light
on its main wheels. A speed of 75 MPH should be maintained after
lift-off until all obstacles are cleared. Flaps should be retracted after
SERV IC I NGREQU IREMENT S. obstacles are cleared and before a power reduction.

For quick and ready reference, quantities, materials, and specifica- Climb and cruise performance differentials with various Cessna
tions for frequently used service items (such as fuel, oil, etc.) are shown dispersal equipment options are shown in Section VI. The smaller
on the inside back cover of this manual. cruise speed differentials for the fixed-pitch propeller version are
the result of a need for increased power settings to maintain a
In addition to the EXTERIOR INSPECTION covered in Section I, given RPM with the higher drag configurations. In contrast, the
COMPLETE servicing, inspection, and test requirements for your air- constant-speed propeller cruise speed differentials are based on
craft are detailed in the aircraft Service Manual. The Service Manual a constant power for all configurations.

5-8 4-3
(5) IANDING WEIGHT: After 30 days, the aircraft should be flown for 30 minutes or a ground
runup should be made just long enough to produce an oil temperature with-
The aircraft landing gear is designed for a landing weight of in the lower green arc range. Excessive ground runup should be avoided.
3300 pounds gross weight. It is normally expected that all land-
ings will be made at or below this gross weight figure. If a land- Engine runup also helps to eliminate excessive accumulations of water
ing at a higher gross weight is required, caution should be exer- in the fuel system and other air spaces in the engine. Keep fuel tanks full
cized to prevent overstressing the landing gear· to minimize condensation in the tanks. Keep the battery fully charged to
prevent the electrolyte from freezing in cold weather. If the aircraft is
When the aircraft is operated within the restrictions noted above, it to be stored temporarily, or indefinitely, refer to the Service Manual for
is expected that satisfactory performance can be obtained from the air- proper storage procedures.
craft. It must be stressed, however, that the judgment of the operator
coupled with his own experience will provide the most useful guideline
for operating the aircraft. Judgment and caution are required at all times.
INSPECTION REQUIREMENTS.
AIRSPEED LIMITATIONS (CAS).*
As required by Federal Aviation Regulations, all civil aircraft of U. S.
The following is a list of the certificated calibrated airspeed (CAS) registry must undergo a complete inspection (annual) each twelve calendar
limitations for the aircraft. months. In addition to the required ANNUAL inspection, aircraft operated
commercially (for hire) must have a complete inspection every 100 hours
Never Exceed Speed (glideor dive, smooth air) . . . . . 181 MPH of operation.
Maximum Structural Cruising Speed . . . . . . . . . . 144 MPH
Maximum Speed, Flaps Extended
In lieu ofthe above requirements, an aircraft may be inspected in
5°. 120 MPH accordance with a progressive inspection schedule, which allows the work
Flaps . . . . . . . . . . . . .

load to be divided into smaller operations that can be accomplished

. . . . . . .

10°-20° 110 MPH in

Flaps . . . . . . . . . . . . . . . .

time periods.
. .

shorter
**Maneuvering Speed . . . . . . . . . . . . . . . . . . 116 MPH
*These airspeed limitations are only applicable to aircraft with- The CESSNA PROGRESSIVE CARE PROGRAM has been developed to
out agricultural dispersal equipment installed. For aircraft with provide a modern progressive inspection schedule that satisfies the com-
dispersal equipment installed, refer to the placard located adja- plete aircraft inspection requirements of both the 100 HOUR and ANNUAL
cent to the airspeed indicator: MAX OPERATING SPEED IN inspections as applicable to Cessna aircraft.
AGRICULTURAL OPERATIONS 120 MPH (104 KNOTS).

**The maximum speed at which you may use abrupt control travel.
CESSNA PROGRESSIVE CARE.
AIRSPEED INDICATOR MARKINGS. The Cessna Progressive Care Program has been designed to help you
realize maximum utilization of your aircraft at a minimum cost and down-
The following is a list of the certificated calibrated airspeed markings time. Under this program, your aircraft is inspected and maintained in
(CAS) for the aircraft. four operations at 50-hour intervals during a 200-hour period. The op-
erations are recycled each 200 hours and are recorded in a specially pro-
Never Exceed (glideor dive, smooth air) . .181 MPH (red line)
. . vided Aircraft Inspection Log as each operation is conducted.
Caution Range . . . . . . . . . . . 144 to 181 MPH (yellow arc)
Normal Operating Range . . . . . . . 68 to 144 MPH (green arc) The Cessna Aircraft Company recommends Progressive Care for air-
Flap Operating Range . . . . . . . . . 59 to 110 MPH (white arc) craft that are being flown 200 hours or more per year, and the 100-hour

4-4 5-7
 (2) Aircraft Registration Certificate (FAA Form 8050-3). EN GI NE OPERATION LIMITATIONS.
(3) Aircraft Radio Station License, if transmitter installed (FCC
Form 556). Power and Speed (230 HP Engine) . . . . . . 230 BHP at 2600 RPM
(300 HP Engine) . .
' . . . . 300 BHP at 2850 RPM
B. To be carried in the aircraft at all times: (5-Minutes Take-Off)
(1) Weight and Balance, and associated papers (latest copy of the 285 BHP at 2700 RPM
Repair and Alteration Form, FAA Form 337, if applicable)• (Maximum Continuous)
(2) Aircraft Equipment List.
(3) When the aircraft is operated as an agricultural dispersal air-
craft, a copy of the Agricultural Aircraft Operator's Certificate (as
prescribed under FAR 137) must be carried. ENG INE INSTRUMENT M A RKING S.
C. To be made available upon request: OIL TEMPERATURE GAGE.
(1) Aircraft Log Book. Norma10perating Range . . . . . . . . . . . . . . . Green Arc
Do Not Exceed. 240°F
(2) Engine Log Book. . . . . . . . . . . . . . . . . (red line)

Most of the items listed are required by the United States Federal OIL PRESSURE GAGE.
Aviation Regulations. Since the Regulations of other nations may require Idling Pressure . . . . . . . . . . . . . . . . 10 psi (red line)
other documents and data, owner's of exported aircraft should check with Norma10perating Range . . . . . . . . .
30-60 psi (green arc)
their own aviation officials to determine their individual requirements. Maximum Pressure . . . . . . . . . . . . . 100 psi (red line)
MANIFOLD PRESSURE GAGE.
Cessna recommends that these items, plus the Owner's Manual' Normal Operating Range
Customer Care Program book and Customer Care Card, be carried in (230 HP Engine, CSP) . . . . . . . .
15-23 in. Hg (greenarc)
the aircraft at all times- (300 HP Engine) . . . . . . . . . .
15-25 in. Hg (greenarc)
TACHO METER.
FLYABLE STORA GE. Norma10perating Range
(230 HP Engine, FPP). . . . . . .
2200-2600 RPM (greenarc)
Aircraft placed in non-operational storage for a maximum of 30 days (230 HP Engine, CSP) . . . . . . .
2200-2450 RPM (green arc)
or those which receive only intermittent operational use for the first 25 (300 HP Engine) . . . . . . . .
2200-2550 RPM (green arc)
hours are considered in flyable storage status. Every seventh day during Caution Range (300 HP Engine). . . .
2700-2850 RPM (yellow arc)
these periods, the propeller should be rotated by hand through five revo- Do Not Exceed (Engine rated speed)
lutions. This action "limbers" the oil and prevents any accumulation of (230 HP Engine) . . . . . . . . . . . . 2600 RPM (red line)
corrosion on engine cylinder walls. (300 HP Engine) . . . . . . . . . . . . 2850 RPM (red line)

IMPORTANT FUEL QUANTITY INDICATOR(S).

Empty....................... E(redline)
For maximum safety, check that the magneto switches 0. 5 gallon total unusable (fuselage fuel tank system)
are in the OFF position, the throttle is closed, the 2. O gallons total unusable (wing tank fuel system)
mixture control is in the idle cut-off position, and the
aircraft is secured before rotating the propeller by FUEL FLOW INDICATOR (300 HP Engine).
hand. Do not stand within the arc of the propeller blades Norma10perating Range. . . . .
7.0-17.0 gal/hr (green arc)
. .

while turning the propeller. Minimum and Maximum . . 3.5 and 19.5 psi (25.2 gal/hr)(red line)

5-6 4-5
 NOTE Removable rubber drain plugs are located along the bottom of the fuselage
for draining the water.Although the pilot's seat is of a durable vinyl ma-
A placard near the fuel flow indicator provides maxi- terial, it would be best to remove it before hosing down the interior. (The
mum performance take-off/climb fuel flow settings vs. pilot's seat is readily removable by removing the aft seat stop of the right
altitude. These settings are as follows: hand seat rail and sliding the seat back and off the rail.) When cleaning
the interior, precaution should be taken to keep water away from the in-
FUEL FLOW AT FULL THROTTLE strument panel, radio, heater outlets, and map compartment. A protec-
2850 RPM 2700 RPM tive waterproof covering for these items is recommended.

Sea Level . . . . . . . . . . . . . . 24 gal/hr 23 gal/hr The instrument panel and control knobs need only be wiped off with
4000 Feet . . . . . . . . . . . . . . 22 gal/hr 21 gal/hr a damp cloth. Oil and grease on the control knobs can be removed with
8000 Feet . . . . . . . . . . . . . . 20 gal/hr 19 gal/hr a cloth moistened with Stoddard solvent. Volatile solvents, such as men-
tioned in paragraphs on care of the windshield, must never be used since
they soften and craze the plastic.
CYLINDER HEAD TEMPERATURE GAGE.
300-460°F
Normal Operating Range . . . . . . . . . (greenarc) The pilot's seat can be cleaned by wiping with a cloth moistened in
Do Not Exceed 460°F clean water. Mild soap suds, used sparingly, will remove grease.
. . . . . . . . . . . . . . . . . (red line) The
soap should be removed with a clean damp cloth.

MAA PLATE/FINISH AND TRIM PLATE.

FLIGHT WITH CANOPY DOORS REMOVED.
Information concerning the Type Certificate Number (TC), Production
Although there are no adverse flight characteristics with one or both Certificate Number (PC), Model Number and Serial Number of your part-
canopy doors removed, a significant penalty occurs in aircraft perfor- icular aircraft can be found on the MAA (Manufacturers Aircraft Associ-
mance. Therefore, under heavy load conditions, flight with canopy doors ation) plate located on the right side of the panel behind the pilot's seat.
removed is not recommended.
A Finish and Trim plate contains the paint control code and exterior
Under no circumstances should a canopy door be opened in flight, color combination code of the aircraft. The codes may be used in con-
since air loads will pull it downward sharply against the fuselage. In junction with an applicable Parts Catalog if finish and trim information is
addition, at low speed the door buffets sharply against the fuselage, mak- needed. This plate is located adjacent to the MAA plate on the panel be-
ing it undesirable to conduct a landing in this configuration. hind the pilot's seat.

AIRCRAFT FILE.
WI NG STRUT FAIRI NG EFFECT There are miscellaneous data, information and licenses that are a
ON STA LL CH A RA CTERISTI CS. part of the aircraft file. The following is a checklist for that file. In
addition, a periodic check should be made of the latest Federal Aviation
Smooth airflow over the ailerons is essential for good stall character- Regulations to ensure that all data requirements are met.
istics in the aircraft. Poorly fitted or damaged wing strut fairings can re-
sult in wing dropping tendencies and decreased lateral control at the stall. A. To be displayed in the aircraft at all times:
Therefore, preflight inspections should verify the integrity of these fair- (1) Aircraft Airworthiness Certificate (FAA Form 8100-2, Normal
ings. The aircraft is not to be flown without these fairings installed. Category or Form 8130-7, Restricted Category).
4-6 5-5
sure long, trouble-free service. Small nicks on the propeller, particu- WEIGHT A NDB A LA NC E.
larly near the tips and on the leading edges, should be dressed out as
soon as possible since these nicks produce stress concentrations, and if The following information will enable you to operate your Cessna
ignored, may result in cracks. Never use an alkaline cleaner on the within the prescribed weight and center of gravity limitations. To figure
blades; remove grease and dirt with carbon tetrachloride or Stoddard weight and balance, use the appropriate Sample Loading Problem and the
solvent. Loading Graphs and Center of Gravity Moment Envelope as follows:

Select the Sample Loading Problem applicable to your aircraft and fuel
INTERIOR CA RE. system. Take the licensed empty weight and moment from appropriate
weight and balance records carried in your aircraft, and write them down
Care of the interior of your aircraft is as important as the care given in the column titled YOUR AIRPLANE on the Sample Loading Problem.
the exterior. The primary factors to be considered are cleanliness of the
cockpit area and freedom from dirt and corrosion throughout the entire NOTE
airframe. Some dirt and toxic chemical will find its way into the fuselage
through long periods of use; these hazards must be minimized if the pilot The licensed empty weight and moment are recorded on the
is to operate the aircraft with safety and if the aircraft is to give the long Weight and Balance and Installed Equipment Data sheet, or
service it was designed to give. on revised weight and balance records, and are included in
the aircraft file. In addition to the licensed empty weight
The fuselage has removable panels to facilitate a thorough cleaning
and moment noted on these records, the c.g. arm (fuselage
and inspection of the interior. Two large panels on each side of the fuse_ station) is also shown, but need not be used on the Sample
removable for access to the interior structure, hop Loading Problem. The moment which is shown must be
lage are completely
A large door, hinged at the top, is located just aft divided by 1000 and this value used as the moment/1000 on
per and cockpit area.
of the firewall on each side of the aircraft for access to forward fuselage the loading problem.
components. Smaller removable panels on the sides of the fuselage tail-
cone provide access to control system cables and fuselage structure. The Use the Pilot and Fuel Loading Graph and Hopper Loading Graph to
engine cowling is completely removable for access to the engine. In determine the moment/1000 for each additional item to be carried, then
general, the entire fuselage structure can be exposed for cleaning and list these on the loading problem. Total the weights and moments/1000
inspection. and plot these values on the Center of Gravity Moment Envelope to deter-
mine whether the point falls within the envelope, and if the loading is ac-
It is a good practice, before cleaning, to check the interior for signs ceptable.
of leaking fittings and corrosion. Note any areas where further investi- NOTE
gation is needed; however, do not make any repair until the aircraft is
thoroughly cleaned to prevent contamination from toxic chemicals. The Sample Loading Problem provides for determination
of the aircraft's Weight and Moment/1000 in two load con-
thoroughly clean the fuselage or hopper interior,
To first hose it figurations; one at the heaviest weight to be expected dur-
down with water, then wash with warm soapy water. A hose rinse should ing the flight, and another at the most aft center of gravity
follow the soap and water washing process to flush away soapy water. position to be anticipated during the flight. The heaviest
Rubber gloves should be worn during the washing process to protect the condition exists at initial take-off with fuel and hopper load
hands from chemicals on the interior surfaces. at its greatest. The most aft center of gravity condition
for an aircraft with a fuselage-mounted fuel tank exists at
IMPORTANT final landing prior to refueling when the hopper and fuel
DO NOT steam clean the interior of the fuselage or hopper. load are at their least. The maximum aft center of gravity
Steam changes toxic spray and dust chemicals into vapor condition for an aircraft with wing-mounted fuel tanks exists
which can be absorbed or inhaled. when the hopper load is least and fuel load is greatest.

5-4 4-7
 warm) and mild soap, followed by a rinse with water and drying with
t äg cloths or a chamois. Do not use polish or wax, which would exclude
é Ñ8 air from the surface, during this curing period.

After the finish has cured completely, keeping the aircraft clean and
waxed is important. Besides maintaining the trim appearance of the air-
craft, cleaning reduces the possibility of corrosion and makes inspection
and maintenance easier. During agricultural spraying and dusting opera-
tions, daily hosing down of the aircraft is highly recommended. Prior to
cleaning the exterior, mask off pitot and static system openings to pre-
vent entry of water. Wash the aircraft with cold or lukewarm water and
mild soap as noted above. Harsh or abrasive soaps or detergents which
cause corrosion or scratches should never be used. To remove stubborn
x Nå oil and grease, use a cloth moistened with Stoddard solvent. A fine grade
< --- -- ---- ----- ----
rubbing compound may be used to remove bugs and gasoline stains.

IMPORTANT

... DO NOT steam clean the aircraft after it has been used
for agricultural spraying or dusting. Steam changes
toxic spray and dust chemicals into vapor which can be
absorbed or inhaled.

After cleaning, the painted surfaces may be waxed with a good automotive
wax. A heavier coating of wax on the leading edges of the wing and tail
and on the nose cap will help reduce the abrasion encountered in these

When the aircraft is parked outside in cold climates and it is neces-

sary to remove ice before flight, care should be taken to protect the paint-
ed surfaces during ice removal with chemical liquids. A 50-50 solution of
isopropyl alcohol and water will satisfactorily remove ice accumulations
without damaging the paint. A solution with more then 50°/o alcohol is harm-
ful and should be avoided. While applying the de-icing solution, keep it
away from the windshield and cockpit windows since the alcohol will attack
the plastic and may cause it to craze.

PROPELLER CARE.
. . .
-

y Preflight inspection of propeller blades for nicks, and wiping them

occasionally with an oily cloth to clean off grass and bug stains will as-

4-8 5-3
WINDSHIELD -
WINDOWS.
The plastic windshield and windows should be cleaned with an aircraft z 8
windshield cleaner. Apply the cleaner sparingly with soft cloths, and rub
with moderate pressure until all dirt, oil scum and bug stains are re-
moved. Allow the cleaner to dry, then wipe it off with soft flannel cloths.

NOTE o

Rubber gloves should be worn to prevent hands coming

in contact with any toxic spray or dust chemicals on
the windows and windshield.
If a windshield cleaner is not available, the plastic can be cleaned with
soft cloths moistened with Stoddard solvent to remove oil and grease.

NOTE

Never use gasoline, benzine, alcohol, acetone, carbon

'
tetrachloride, fire extinguisher or anti-ice fluid, lac- 5 o ES
quer thinner or glass cleaner to clean the plastic.
These materials will attack the plastic and may cause
it to craze.

Follow by carefully
washing with a mild detergent and plenty of water.
Rinse thoroughly, thendry with a clean moist chamois. Do not rub the
plastic with a dry cloth since this builds up an electrostatic charge which
attracts dust. Waxing with a good commercial wax will finish the clean-
ing job. A thin, even coat of wax, polished out by hand with clean soft 5 3 5 2
flannel cloths, will fill in minor scratches and help prevent further
.

-
.

-
8 Ë 's
g
. 6Ë
scratching.

Do not use a canvas cover on the windshield unless freezing rain or ( =

sleet is anticipated since the cover may scratch the plastic surface. O °

EXTERIOR CARE.
The painted exterior surfaces of your new Cessna require an initial
curing period which may be as long as 7 to 10 days after delivery of the
aircraft. During this curing period, some precautions should be taken to 2 e a 5 Ñ B a 5
avoid damaging the finish or interfering with the curing process. The à ¿ r d & d
finish should be cleaned only by washing with clean water (cold or luke-

5-2 4-9
 Jection f
AIRPLANE
¯

CARE OF THE
¯¯¯¯¯

--
If your aircraft is to retain that new-plane performance and dependa-
bility, certain inspection and maintenance requirements must be followed.
It is wise to follow a planned schedule of lubrication and preventive main-
tenance based on climatic and flying conditions encountered in your locality.

-- -
Keep in touch with your Cessna and take advantage of his
Dealer,
knowledge and experience. He knows your
aircraft and how to maintain
it. He will remind you when lubrications and oil changes are necessary,
and about other seasonal and periodic services.

GROUND HANDLING.
When maneuvering the aircraft by hand, push at the wing struts, stub
wing, landing gear struts, leading edge of the stabilizer adjacent to the
fuselage, at the root of the vertical fin, or lift the tail with the stowable
lift handles, which are located on the sides of the tailcone near the hori-
zontal stabilizer. Do not lift the empennage by the tip of the horizontal
stabilizer or elevator; likewise, do not shove sidewise on the upper por-
tion of the fin.

MOORING YOUR AIRPLANE.

o Proper tie-down procedure is your best precaution against damage
to your parked aircraft by gusty or strong winds. To tie down your air-
craft securely, proceed as follows:
(1) Set the parking brake and install a controls lock (if available).
(2) Install a surface control lock over the fin and rudder.
(3) Tie a rope or chain to the tail gear tie-down fitting and secure
the opposite end to a tie-down.
(f) o (4) Tie sufficiently strong ropes or chains (700 pounds tensile
strength) to the wing tie-down fittings, and secure the opposite
ends of the ropes or chains to tie -downs.

(5) Install a pitot tube cover .

4-10 5-1
 4200

4100 340
54 GAL.
4000 320 MAX.

RESTRICTED
3900 i CATEGORY 300 -
50

3800
280

3700
260
3600
240 e 40s
3500
36. 5 GAL. 4
220 Te
MAX.
3400

200
3300
NORMAL
3200 CATEGORY 180 30 30

3100 160

3000 140

2900
O 120 20 20
2800
100 -M

2700 o AGwagon
o & AGtruck 80
2600
60 io 10 AND FUEL
2500
LOADING '
4e
2400
GRAPH
2300
20
CENTER OF GRAVITY
2200 MOMENT ENVELOPE o
o 5 10 15 20
PILOT AND FUEL MOMENT/1000 (POUND-INCHES)
2100
NOTES: (1) Line representing Pilot shows the pilot center of gravity on adjustable
seat positioned for an average occupant. Refer to the Sample Loading
2999
73 EC E0 100 110 140 150 160 170 180 190 200 Problem for forward and aft limits of occupant c.g. range.
120 130
(2) Engine Oil: 12 Qts. = 22 lbs at Moment/1004
-0.4

LOADED AIRCRAFT MOMENT/1000 (POUND-INCHES) 13 Qts. = 24 lbs at Moment/1000.

-0.4

4-14 4-11
 CALCULATION OF HOPPER LOAD WEIGHT, VOLUME AND
MOMENT/1000
7 : 9 10 LBS./GAL.
Prior to calculation of
hopper loading, it is important to know 1800

the density of the dispersal

material to be applied. Convenient LOAD HOPPER
1700
conversion factors are given so that the density of the material being DENSITY LOADING
applied may be converted into lbs/gallon which can be used in 1600
GRAPH GRAPH
conjunction with the Load Density Graph and Hopper Loading Graph.
Use of the Load Density Graph will permit calculations of: (1) the ison
weight of a load when the hopper is filled to a particular volume,
and (2) the volume of material that can be carried without exceeding 1400
the weight limitations of the hopper or aircraft. Conversion factors
are as follows: 1300
Lbs/U. S. Bushel x Lbs/U. S. Gallon
.1074
=

Lbs/Cubic Feet x .1337 Lbs/U. S Gallon

= 1200
.

4
O
(1) TO CALCULATE THE WEIGHT OF A HOPPER LOAD, lo- B 1100
cate the intended volume to be carried at the bottom of the
Load Density Graph and read upward until intersecting the 2 1000

material density line (1 thru 10 lbs/gallon) for the material

being used; then read across to the left to find the weight of
the hopper load. Check to see that this weight does not cause
the gross weight of the aircraft to be exceeded.
(2) TO CALCULATE THE VOLUME OF THE DESIRED HOP-
PER LOAD, locate the weight of the hopper load on the left
600
side of the Load Density Graph and read across until inter- 2
secting the material density line (1 thru 10 lbs/gallon) for the
material being used; then read down to the bottom to find the
volume of the hopper load in gallons. If the volume exceeds the 400
volume capacity of your hopper, reduce the weight accordingly.
300
(3) TO CALCULATE THE MOMENT/1000 FOR HOPPER LOADS,
locate the weight of the hopper load (as determined in steps 1 200
or 2 above) on the left side of the Hopper Loading Graph and
read across to the right until intersecting the line representing 100
the size of the aircraft hopper. From this point, drop down
vertically and read the moment/1000. Write the weight and
moment/1000 in the appropriate Sample Loading Problem.
HOPPER LOAD VOLUME (GALLONS) HOPPER LOAD MOMENT / 1000 (POUND-INCHES)
NOTE
NOTE: (1) Lbs./U.S. Bushel x Lbs./U.S.
=
Gallon
to loads of 1800 pounds
.1074

The 280-gallon hopper is restricted (2) Lbs./Cubic Feetx.1337 Lbs./

=
U.S. Gallon
or less; the 200-gallon hopper can carry loads of 1670 (3) The density of water is 8,345 Lbs./U.S. Gallon
pounds or less (indicated by the line on the Loading Graph).

4-12 4-13