Cessna 1971 Super Skymaster Owner's Manual page 19

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(7) Turn both alternator switches on for normal operation.
(8) SWitch regulator selector switch from the "I" (up) position to the
"2" (down) position. The battery discharge light and alternator warn­
ing lights should remain off. Either regulator position may be used
tor filght.
(9) Press light "TEST" sWitch to check "VOLTS HIGH" light and
high voltage sensing circultry for proper operation.
TAKE-OFF.
It
is important to check full-throttle engine operation early in the
take-off run. Any signs of rough engine operation or sluggish engine
acceleration is good cause for discontinuing the take-off.
For maximum engine power, the mixture should be adjusted during
the initial take-off roll to the fuel flow corresponding to the field elevation.
(Refer to Maximum Performance Take-Off and Climb Settings placard
located adjacent to the fuel flow indicator. )
The power increase is
significant above 3000 feet and this procedure always should
be
employed
for field elevations greater than 5000 feet above sea level.
For normal take-offs, the use of 1/3 flaps results in easier nose
wheel lift-off and lower initial climb attitude, as well as a 10% reduction
in take-off distance compared to flaps-up take-of£. The airplane should
be leveled off as soon as any obstacles are cleared to accelerate to a
normal climb speed of 120 MPH while slowly retracting the flaps. The
take-off performance in Section VI is based on using an obstacle climb
speed 20% above the power-off stall speed with 1/3 flaps.
Take-offs into strong crOSSWinds normally are performed with the
minimum flap setting necessary for the field length, to minimize the
drift angle immediately after take-off. The airplane is accelerated to
a speed slightly higher than normal, then pulled off abruptly to prevent
possible settling back to the runway while drifting. When clear of the
ground, make a coordinated turn into the wind to correct for drift.
On long runways, the landing gear should be retracted after reaching
the pOint over the runway where a wheels down forced landing on that run ­
way would become impracti.::al. However, on short runways
it
may be
preferable to retract the landing gear after the airplane is safely air­
borne. This would get the airplane into a more favorable configuration
tor a possible engine-out emergency.
Since the landing gear swings downward apprOximately two feet as
it
starts the retraction cycle, retraction should be avoided until obtaining
at least that much ground clearance and a positive climb is established.
Before retracting the landing gear. the brakes should be applied
momentarily to stop wheel rotation. Centrifugal force caused by the
rapidly spinning wheel expands the diameter of the tire.
If
there is an
accumulation of mud or ice in the wheel wells, the rotating wheel may
rub as
it
is retracted into the wheel well.
When taking off from a gravel or cinder field, the possibility of
gravel damaging the rear propeller from the front propeller Slipstream
can be reduced conSiderably by using 1/3 flaps, and using only the rear
engine for initial acceleration. When doing this, the nose gear should
be raised clear of the ground as soon as possible, followed by full throttle
application on the front engine.
CLIMB.
To save time and fuel for the overall trip,
it
is recommended that a
normal cruising climb be conducted at 120 - 140 MPH using approximately
75%power (24 inches of manifold pressure and 2600 RPM).
CruiSing climbs should be conducted at apprOximately 78 lbs/hr up to
5500 feet and at 6 lbs/hr more than the normal lean fuel flow shown on the
Power Computer at higher altitudes and lower power.
TWIN-ENGINE CLIMB SPEEDS (lAS)
AT SEA LEVEL
BEST ANGLE
OF CLIMB
BEST RATE
OF CLIMB
- - 85MPH
WING FLAPS UP, GEAR UP
114MPH
- - 82MPH
WING FLAPS 1/3 DOWN, GEAR DOWN- 98MPH
WING FLAPS FULL DOWN, GEAR DOWN -
85 MPH - - 76MPH
Figure 2-4.
2-20
2-21

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