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Refer to the optional fuel system paragraphs in Section
VII for proper fuel system management when the auxiliary fuel
tanks and/or the wing locker fuel tanks are used.
ALTERNATE INDUCTION AIR SYSTEM
The induction air system on these engines is considered
to be non-icing.
However, manually operated alternate induc-
tion air is provided to assure satisfactory operation should
the induction air filter become obstructed with ice.
Should
a decrease in manifold pressure be experienced when flying in
icing conditions, the alternate air doors should be manually
opened.
This will provide continued satisfactory engine
operation.
The use of alternate intake air results in a decrease in
engine power due to higher indt!ction air temperatures and
lower manifold pressure available.
Therefore, it is recom-
mended that the alternate induction air system be used only
if icing conditions are expected.
Should additional power be required, the following
procedure should be employed:
(1)
Increase RPM as required.
(2)
Move throttles forward to maintain desired manifold
pressure.
(3)
Readjust mixture controls for smooth engine opera-
tion.
During ground operation, the alternate air doors.should
be closed to prevent engine damage caused by ingesting debris
through unfiltered air ducts.
STALL
The stall characteristics of the aircraft are convention-
al.
Aural warnings are provided by the stall warning horn
between 4 and 9 knots above the stall in all configurations.
The stall is also preceded by a mild aerodynamic buffet which
increases in intensity as the stall is approached.
The
power-on stall occurs at a very steep angle, with or without
flaps.
It is difficult, to inadvertently stall the aircraft
during normal maneuvering.
2-11
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