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IMPORTANT '~Ueechcraft Debonair you should:

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Get a~(I•. il te~_ ;vetil youl­airpl..alleRead all of lhis manu al ca refully to become famili ar withtheopera tion. of your new Debonai r.

\ . .Kn ow wtl en to have y~ur Debon air serviced inside and out.

He'll be glad to answer your qu estion s or discu ss anyproblems you may have concernin g your airplan e. Theoperati on , care and maintenan ce of your ai rpl ane afterits delivery to you is your responsibili ty . Your author­ized Beechcraft Sales and Service Outlets have all thecur rent recomm ended modifi cation, servi ce and operationalpro cedures designed to get maximum utility and safetyfrom your airplan e.

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b. 9% on 37 gallon main tank system .

4. On Models K-35, M-35, 33 , and A33 Owners Manuals , reduce range byan additional 190 'statute- miles to ' account for climb and 45 minutesreserve at 45% maximum continuous power.

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j. a. 13% on 22 gallon main 'tank system .

for

OWNER'S MANUAL

SUPPLEMENT .

1. Maximum usable ' fuel of each 25 or 240.. gallon main tank is 22gallons .

-3: Approximate reduction in range with full fuel due to change in usablefuel is:

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2. Maximum usable fuel of each 39 or 40 gallon-main tank is-37 gallons.

K35, M35, N35 , P35 , S35, V35 , V35TC , V35A, V35A TC, 'V35B, V35B TC33, AS3, B33, C33, E33, F33, G33, C33A, E33A, F3 3A,36, A36:

The fu'i'k;'~ing inform~tion supersedes the information contained in the:Owner's Manuals for the above listed airplanes ;

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(please attach this Owner 's Manual Supplement to the inside cover of the '\ ·@wner' s Manual or other suitable location which is readily available to the

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, P/ I\135-590118-17 Issued: February 11, 1972 ' " /

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PERF-O RMANCE

' 'l t inen tal 6-cylinder, IO-470 -K , fuel injection engine, rated at 225 hp at 2600 rpm.;;~

6 ft. 11 in .3 ft. 6 in .4 f t. ;2 in .36 in . x 37 in .22.5 in . x 18.5 in .16.5 cu. ft.22.4 cu. ft.270 Ibs,

Induction air filterCabin heater muffler

(stainl ess steel)Exh aust manifo lds

(s tain Iess steel)

Wing span. . .. . . . .. . .• . . . . ; 32 ft. 9.9 in.Length . .• . . .. .. .. • . .. . . . .. '.. ... .. . . . .. .. • . 25 ft. 6 in ' <,

Hei ght (C abi n) . . .• . . .. . .... ..••• •.. •• ..... ... 6 ft.6.5 i ~ ::«T ai l Sec tion) • . . . . . . ... .• . . . . • . • . . . . . .. . 8 f t. 3 in .

Wing area • • • • • • • . . • • • • • • • • . • • . • • • • • • 177 .6 s q. ~t .

Wing loading, at gross weight . • • • • • • • •. ••••. • • • • •• 17.2Ibs./ ,: ~ . f t.Power loading, at gross weight. • • • • • .• • • • • • • • • • •• . • 13.5 lbs. yho

StarterGenerator (3 5-ampere)Voltage regulatorFuel pump

Fuel inj ection

P ropel l er -Aluminum alloy bl ades, hydraulic ally cont ro l l ed contlriucuslyvariable pitch, diameter 84n

, with spinner and WOOdward hydr aulicgovern or.

DIMENSIONS

ENGINE EQUIPMENT

CABIN DIMEN SIONS

FUEL AN D OIL CAPACITY

PROPELLE R 'AND EQU!PMENT

Cabin L ength ..___- - -\3--3::, ;;1 width .

.:»> Cabin heigh t .Passenger door size . . • .. ..• .. .. .. .. .. . . .. . ... .Baggage door si ze .Baggage compartment volume .

With uti I i ty shel f . . . . . . . . . . . . . . . . . . . . .Baggage compartment maximum loading .

WI NG AREA AND LOADINGS

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17,800 ft.

195 mph

643 t t,1298 f t.

650 mi. ( 49 gal .)845 mi. (60 gal.)1270 mi. (80 gal . )

60 mph

982 ft.1288 f t.

930 ft. /min.

Tak e-off Di stance (Sea Level, 20° Fl aps):Ground run .. ... . . .. . . . . . .. ..• . . •. • . . .....To tal over 50 feet .

L anding Di st ance (Sea Level, 30° Fl aps):Ground RoII ~ ' .To tal over 50 feet ' ~ ..• • .. . ... . . ..... . .

Maximum Cruising Speeds:75% po wer (2450 rpm) at 7000 feet. • . . . . • . . . . . . . . . 185 mph70% power (2450 rpm) at 9000 fee t .... . . .• . . • . . . .' . 183 mph65% power (2450 rpm) at 11,000 feet 180 mph

Economi cal Cruising Speed:I 50% power (2100 rpm) at 10,000 feet 154 mphHi gh Speed at Sea L evel :

-, Ful l th rottl e (2600 rpm) •. . . . . . .. . . . . . . • . . . .. . .Rate of Cl imb at Sea Level:

( Rated power, 225 hp) , .Servi ce Cei l ing:

,( 100 f t. i n':"' ) " .Stal l ing Speed:

. (L anding) wi th f i aps . , ..... . . . .. . . . . . '. '. . . . . ., Crui sing Range: '

( In cludes allowance for warm-up, taxi , t ak e-off, clim b,and 45-minute reserve.)50%'pow er, 154 mph at 10,000 feet . • .••. . . .... . . . .

~.r;;eDeral SpecificationsEN GI ~"E ,,. ..,, ~

Th e a bo've p e rforma n c e figure s a re th e re su!ts of fli ght t e s,ts of th eMo d el C33 De bo nair c onducte d by Beech AIr c raft Co rpora tH~ n underfacto ry-cont ro lled c on diti ons, a nd will vary with in dividu a l a irpl an e sa n d the num erou s fac tors affec ting fli gh t p erformance .

BAGGAGE

Maximum 270 Ibs.

WEIGHTS

Fuel capacity in standard wing cells . • •• • • • • • • • • • • .• 49 gal. usableFuel capacity with option al wing cells . . . • . . .. • . ' 80 gal. us ableOil capa city ". ; • • • • • • • • • • • • , •• •• .•• •• ' , ' • •• • •• '10 qt.

LANDING GEARGross Weight .••. . . ' 3050 I bs.Empty Weight . . .. . . . .. . . .. • • . • • •.. • . . . • .•. . •. 1780 Ibs. ,

(Empty weight includes standard instruments; cabin headings and ventll ­lating system with windshield defroster; individual rear seats; constantspeed propeller' navigation, cabin, instrument, and landing l ights.)

Useful load .. . • .' ... . . • . . •• • • • ••. •. . . .. • •. . . • 12701bs.Available weight for people, baggage, and optional equipment

with standard fuel cells full .•• : • •. .. . . . . .. • ... . 948 l bs,

Tricycle type with swivelin g steer able nose wheel equipped with shimmydampener. BEECHCRAFT ai r-o i l struts on all wheels designed for smoothtaxiing and to wi thstand the shock cre ated by landin g with a vertical descentcomponent of over 500 feet per minute. Main tires 6.00 x 6 size; nose wheeltire 5.00 x 5 size. Wheels - BEECHCRAFT with rin g-disc hydraulic brakes.

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Descriptive Information .. .. .. .. .. . .. 1.1

SECTION V Unusual Op e ra t in g Co nd it ions ..... 5-1

SECTION·

SECTION VI Op e ra t io na l Da ta..... 6· 1

SECTION VII Se rvi c ing and Maintenanc e ......... 7. 1

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I SECTION II ~'f .

Op e ra t in g Ch eck Li st s . . .. .. . ..... .. 2-1

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SECTION III P e rfo rmance Speci fj cation s'\a nd L imita t io n s .. .. ... . .... ........... 3-1 F)..~ ~

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SECTION IV F ly in g Your BEECHCR AFTDe bo na i r... .... ......... .. . ............. 4.1 ~

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PUBLISHED BY PARTS AND SERV ICE OPERATIONS

BEECH A IRCRAFT CORPORATION - W ICHITA, KA NSAS

33-590002- 3 DECEMBER 4, 196 4

'Ueechcr aft Debonair Model C33OW N ER 'S MANUAL

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K no,, · v~· r Ilebollair!Js..p erfo rl 13 Ice al. e~OIIODlY

Suggesli ons an d recommend ation s throughou t nu s manualcan hel p you get th e best perfo rm ance from your airplanewithout sacrificing good economy.

As ti,e owner .., a Dew

'lead your Bee~llcraft

NEW AIIIPLANE WARRANTY

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List 01 Effective PagesSECTION I

Descriptive Inlornlation

TOTAL NUM BER OF PAGES IN THIS PUBLICATION IS 102

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Ti tle .

List o f Effective Pages .

i throu gh vi . . ...

1-1· through 1-19 . '.

2- 1 through 2-4 ..

3- 1 th rou gh 3- 5 . .

4-1 through 4-13 .

5-1 through 5-7 . .

6- 1 throu gh 6-20 .

7- 1 throu gh 7- 21

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Ori gin al

Origin al

Origin al

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Origin al

Origina l

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Your ne w BE E CH CR AFT Mode l C33 Debonair i s a four-pl a ce , low - I· .~wi ng, canti lever m~n~pla? e equi pped wi th a 225 -horsepower ~on ti- • ;.~n en ta l 10-470 fuel in j ec n on e ng Ine an d a fully re tra c ta ble .trIcycle 11l an din g gear. Th e a ll metal , semi- mono coque ai rfra me s truc tu re is ofa l umi num, ma gn e sium , a nd alloy s tee l, fabri ca ted and assemble dut i lizin g proven te chniqu es fo r ma ximum s tre ngth. Careful workman-sh ip a nd inspec tion employ ed in a i rframe constru ction assu re th ats tru c tural compon ents will with stand fli ght lo ads in exces s of F AAre qu iremen ts for a Utility Ca te gory a i rplane a t th e certified maxi-mum gro s s weight of 3050 pounds.

Th e great majo rity o f ai rplan es in th e Debon air ' s we igh t cl a s s a rcli c ens ed in th e Normal C ate gory , which re quires th ~;(' ; oth ey be cap­a ble of s tru c tu ra lly with standin g a limit load fa ctor o f 5.7 times th e

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de s ign gross we ight under s pecifi c flying condition s without per­man en t struc tura l defo rmation. The fact that y our Debon air , in addi­tion to being licen s ed in the No rma l Ca te gory, i s licen s ed also inthe Util ity Cate go ry at full gros s weight , mean s th at its ultimated e s ign loa d fac tor must be at l e a st 6.6 times the design grosswei gh t , On ly two s ingle -e ngine co mmercial a i rcraft in th e a viationfi eld are licensed a t full gross we ight in th e U ti li ty Ca tegory. On eof the s e is yo ur BEECHCRAFT De bonair. (The oth er i s a lso manu­fa c ture d by Bee ch Ai rcra ft Corpora ti on . )

In the Norma l Ca tegory your Debona i r may be u s ed for nonacrobatic ,non s ch edul ed pa s s en ge r an d cargo op eration s and pilot training . Inth e U tili ty Ca tegory it may be u s ed for all Normal Ca te go ry ope r­ation s plus limited a c ro ba ti c man euv er s (Section III) .

To enhance its fli ght potenti al wi th compa ra ble capabilitie s und erlandin g c on ditions, th e struc tural s oun dness of y our Debonai r i sba ck ed u p by a l andin g gear design which i s c apabl e of a bso rbi ngfar a bove the norm al landin g loads . T he gear u s ed on th e Debonairi s a refineme nt o f th e same ba si c gear which ha s accu mula te d lite r­a lly hundreds of thou s ands of l an din gs in mili ta ry us a g e on s uchtra in ing a ircra ft as th e Air Force T-34A, th e Navy T-34B, an d th eexport Mode l 45 Men tor airc raft. In o rde r to me e t mili ta ry re quire­men t s , this gear was dro p- te s ted and s u bjec ted to oth er exhaustivequ a li fi ca t ion s far in excess ?f th e min imum s re quired to meet Fed­eral Aviation Agen c y standards . . In a ddition , it ha s be en s u bje c tedto a ll the rigors of s tu den t : tra ini ng operation whi ch h a ve h elpe d topro v e out the de sign and s erve d a s the basis for numerous refine ­ments di s closed by s ervi c e experience.

Fu lly e ffi c ien t an d effective operation of your BEE CH CRAF T De b­onair can be ach ieved on ly throug h flight exp eri enc e ba s ed on athorough understanding of th e a i rpl an e's s evera l sys tems . T he fol­lowing di scus sion under h eadin gs s u ch a s nFligh t Con tro ls ",n L an di n g Gear" , nPo we r P lant", e tc ., i s presented to aid in thi sunderstandin g.

FLIGHT CONTROLS

The fligh t con tro l s ur fa c e s are of the conventi onal three -c ontro lty pe operated by the rudd er p e dal-control colu mn . combina tion,through push- pull rods a n d con vention al clo s ed- circui t c abl e sys te m.

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The throw -ov e r ty pe control column provides for e l eva to~ ana ai leroncon trol a nd may be positioned in eith er the pilot' s or copilot' s po si ­tion. To tran sfer the con trol column from one side to th e oth er , pullthe T -handle l a tch at the ba se of the con trol arm an d po sition th ecolumn as desire d. Ru dd er p edal s pro vid e for rudder control a nd area djus ta ble fo re a nd a ft to fit individual pilot requirem ents .

A bobweigh t mounted fo rward of th e control column impro v es th edyn amic lon gitudinal s ta bi li ty of th e a i rp lan e . Th e bobw ei ght a lsopro vid es hi gh e r eleva tor control forc e s during ac c el er ated or maneu­vering fli ght. This provid e s a n a dditional s a fe ty factor by makin gi t l e s s possi ble to impose hi gh lo ad factors on the a i rplane .

Th e trim tabs on th e elevators a re controlled by a handwh e el at the .left o f the con tro l c onso le; th ei r po s ition i s indicated by a drum­type di al in the l eft s ubpane l to th e ri ght of the engi ne gage clu s­ter. T he a i lerons are equipped wi th fixed trim tabs on each s urfa ce.Trim ch an g es in th e a ir are ac co mp lished by a c tua ting the a ilerontrimmer on the con tro l co lumn hu b. T he tr immer disp laces th e a ile ronsurfaces to compensate for any uneven loa din g. 'The di s pl a c em en t i smaintained by cable loads imposed by th e aileron tr i rnmer. Whentransferring th e control column from one s ide to the C' th" r, th eaileron trimmer s h ould be held unt~l the whee l i s repo s itioned.

The flap s a re rai s ed and lowered electrically by jackscrew actuatorsdri ve n throu gh fle xible s hafts from a s i n gl e mo to r and g earbox un d erthe fro n t s ea t. The flap position li gh ts to the left of the co ntro lco l umn sh ow green for the up po sition an d re d for the full- do wnlandin g posi ti on ; in t~ rmediate 20-d e gre e a nd lO-de gre e pos i tion s fors hort fi eld tak e -o ff are i ndicated by lin es painted on th e leadin ge dge of th e l eft fl ap . T he in terme dia te po sitions a re rea ched whenth e ma rk s are a ligned wi th the trai ling edge of th e wi ng, as view edfrom the pilot's positio n. Lim it switches for the up an d do wn po si­tions s top th e fl a ps au to ma tically a t th e pro per poin t.

LANDING GEAR

The fully re tra c ta ble tricycle landin g gear i s ope ra te d by a s in g l eele ctric moto r throu gh pu sh-pull tube s and a gearbox under th efront sea ts . When retracted , a ll thre e wheel s are compl etely en­clo sed by doors which operate automatically.

The no s e whe e l i s s te erab Ie through linkage connected to the rudder

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(pedals ; its maximum deflection with the rudder pedals alone i s 17degrees to either s i d e of center, while with both rudder pedals andbrake s the defl ection may be increased to 29 degree s on either side.The s te ering linkage i s s prin g-loa d ed to absorb s ho cks and willc ompensa te automatically for rudder applied on cros swind landings.When the rudder pedal s are released, the nose wheel will caster andalign itself automatically. In a ddi tion, to in sure proper retraction , aroller -and-slot a rrange me n t wil l correct any mi salignment of thewheel as it enters the wheel well. A hydraulic damp ener on the no sewh eel s tru t compen s ate s for any tendency to s himmy.

The landing- ge ar po sition indi~ator lights to the right of the controlcolumn s how re d wh en the ge ar i s up or green wh en it i s down,comin g on only wh en the ge a r reaches the locked po sition at eitherex treme. In a ddi tion, a mechanical indicator a t the base of the no sewh e el we ll bulkhead s h ows th e po sition of the no se gear at alltim e s; its poin ter is linked by a cabl e to the a c tua tin g mech ani smand mo ve s s imul tan eous ly with it. Limit s wi tch es and a dynamicbrake automatically s to p th e re t ra c t mechani sm wh en th e ge a rrea ch es th e full up or full down po sition. In addition to the po sitionindicators , th e landing ge ar con trol circuit ha s thre e d evices toa s sist you in operatin g it safe ly : a warning horn which s ounds when­e ve r th e throttl e is retarded below approximately 12 inches Hg mani­fold p re s sure with the gear retracted ; a .s a fe ry s wi tch on the rightsh oc k s tru t which op en s the control cirucit whenever the s tru t i scompre s s ed by th e weight of . th e ai rplan e; and a s wi tch whichs oun ds the warning horn whenever the landing gear .con trol s wi tchi s pl aced in the n Up " po sition with th e landing gear s a fe ty s witchopen. You s hould bear in mind th a t the se device s a reemergencyequ ipme nt, in the sens e th at th ey a re in tended to avoid an accidentif you s hould make a mi stak e. Alw ay s operate th e landing gear con­trol s wi t ch as though these device s were not in stalled.

T h e main landin g gear wheels of your Debonair a re equipped withBEE CH CR AFT ring-d i sc hydraulic brakes. Th e brake s are actuatedby ma ster cylinder s individually linked to the rudder pedals to a idin s te e ring the a i rplan e on the ground. Tow pre s sure on the :udderpedals actuate s the sys tem and i s employed a lso to n pump up"re sidual pre s sure in the parking brake sys te m.

To s e t the parking brakes , pull the HP ARK BRAKE PULL ON"control, located near the c enter of the right s ubp an e l , an d pumpthe brake pedal s. Actuation of the control close s a one-way check

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valve s o that pres sure built up by pumping the brake pedals i s re ­tained and the brakes remain set. Push the control in to rel ease thebrake s. The parking brake system i s designed for use when theairplane i s to be parked for only a few hours. For longer periods ,leave the parking brake off and install wheel chocks.

The brake s are s elf-compens a tin g , re c eiving fluid from a re servoirmoun ted on the forward s id e of the fire wall. The reservoir , acces­s i ble by rai sing the engine cowling, should be checked periodi ­cally and fluid added a s neces sary.

POWER PLANT

The fuel Injection sys tem of the 10-470 engine is a continuous­flow type using a s pe ci a l aerated nozzle at the in take port of eachcylinder. Fuel flow i s controlled by a pre ssure regulating valveba si cally controlled by linkage to the air throttle in the inductionmanifold . A manual mixture control arrangement overrides thethrottle' s control of the pre s sure regulator to e stabli sh a basicmixture se t tin g; once this s e t tin g i s made by the pilot, the throttlelinkage varies fuel pres sure to maintain the de sired mixture. Afuel flow gage on the in s trurn en t panel provide s a direct means ofdetermining fuel flow and mixture s tren g th .

Recommended engine oil grade s for different temperature rangesand correct engine fuel grades may be found in the Con sumableMa terial s Chart in Se c tion VII .

Your BEECH CRAFT Debonair is equipped with an a luminum alloyconstant s peed, high efficiency propeller. High pitch i s produced byengine oil unde r governor-boosted pre s sure ; low pitch i s produced bythe c entrifugal twi sting moment of the blades . The propelle r governors e ns es s p e e d of rotation and maintain s se le c te d rpm by automat­ically controll in g oil flow to th e propell er. Th e propell er control i sde si gn ed to provide low pitch wh en pu shed f o rward an d high pitchwhen pulled back .

Fuel Sy stem

Your BEECH CRA F T Debonair' s 49-gallon s tandard or 80 -gallonoption al fuel capacity i s su ppl i e d by two leading e dge fuel cell s.

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FlJEL SYSTEJJI S CHEAlATIC drawn, as suring the maximum In fuel economy. This relief system / //returns approximately ten gallons of excess fuel per hour throughth e selector val ve , /

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SEALDRAIN

SEALDRAIN

FUElFLO WGAG E

A check valve is provided so that boost pump pressure to the systemcan bypas s the injector pump during engine starting . In addition ,the ch e ck valve aids in suppres sing vapor formation under high am ­bi ent temperatures and permits the use of the auxiliary pump a s as o ur c e of fuel pre ssure in the unlikely event of injector pump failure .

The sys te m incorporates a fuel s t ra in e r and a finger actuated draincock for ea ch cell plu s an additional strainer and drain below thefuel s ele c to r valve , the low point of the system. The selector valvedrain and s tra in e r are accessible through an access door inboard ofthe left wing root. The cell drain cocks are located forward of thelanding gear doors. All of the drain cocks should be actuated dailyto purge any condensed water vapor from the fuel cells and thes y s tem low point.

Fuel is fed from the desired cell to a selector valve just forwardand to the left of the pilot' s s ea t. The fuel pas ses through a strainerin the s e l e c to r valve, through the auxiliary fuel pump and an engine­driven injector pump to a metering control unit, then to a fuel mani ­fold valve where it i s directed to the injector nozzle and the intakevalve of each cylinder.

The positive displacement Injector pump re sponds to changes inengine s p e ed and govern s total fuel flow proportionally. The pumpprovides greater capacity than the engine requires, even at lowengine speeds, to a ssure proper pump pressure and delivery for allengine operating speeds. Relief valves in the injector pump allowthe excess fuel to be returned to the cell from which it i s being

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TAKE-OFF &CLIMB POWER

RANGE

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Fuel Flow And Manifold Pressure Indicator " En gine Control s

The throttle , mixture, and propeller controls are centrally locatedon the con sol e below the control column. The throttle i s pushed into open , pull ed out to close, and locks when the button on the end ,of the knob i s released. With the throttle locked , fine a djus tmentsmay be made by rotating the knobs.

The prop eller control i s s imil a r to the throttle , incorporating botha lockin g knob and a vernier arrangement for fine adju stments. Th econtrol i s pu shed into increas e rpm (low pitch) and pulled out todecreas e rpm (high pitch).

Indu~t~on sx s tem . air is obtain ed through a filtered opening in th e I"\no se co wl a nd directed throu gh a n a i r intake duct to the throttl e f

va lv e. A s pr ing-lo a de d door in each s i de of the intake duct open sautomatically if th e filter be come s blocked by impact ice or dirt.A pull-a nd -rel e a s e c on trol on th e con sol e can be used to ac tua te a" break- open" l e ve r th at fo rc e s open on e of th e doo rs , s houl d th eybecome fro z en s hu t du e to h ea vy ' ic ing condi tion s. Any ice re -ta in in g i th e oth er door i s th en mel ted by th e warme r a ir bein g a d­mi t te d to the in take duct.

The mixture control is pushed all the way in for full rich , pull edout to th e end of its travel for idle cut-off, and locks when the knobi s turned clockwise .

Th e k ey ed ign i ti on s wi tch an d th e battery ma ste r a nd ge nera tors wi tches a re located on a panel below the pilot ' s s to rm window.The i gnition k ey s wi t ch ac tu a tes the s ta r te r after be ing rotatedclockwi s e through the nR" , il L ", and nBOTH" ma gn eto position s.The s wi tch i s s p rin g- loa d ed to return to the nBO TH " po sition wh enreleased.

Engine Cool ing

The engin e i s cooled by air which en te rs the openings 111 the no secowling, flows over the cooling fin s on the cylinder s , and passe sout through op enings in th e low er cowling. Durin g ground running,the mixture control s hou l d be in th e full ri chjpos i tion an d the pro­peller governor se t for maximum rpm exc ep t for a brief te sting ofgovernor operation. Ground running sh oul d be h eld to th e minimumneces sary for ~arm-up and te sting.

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The fuel flow portion of th e fuel flow and manifold pressure indica­tor on the ins tru men t panel i s calibrated in gallons per hour , in­dicating a t a glan c e your exa c t rate of fuel con sumption. The in­di c ator di al i s marked wi th re d radials at the minimum and maximumallowabl e oper ating fu el pres sures. A green arc indicates normalop er a ting limits. In the cruis e po wer range the upp er gr e en arc bandscov er th e norm al fuel flow re qui re d from 45% to 7 5% pow er. The lowpre s sure edge of ea ch gr e en se gmen t i s the normal-lean s e ttin g andth e high pr e s sure e dge i s th e best-power s e tting for that percentageof power. Th e tak e-off and climb range i s covered by the lower greenarc band s for full power at variou s altitudes. The full power mark­ing s repre sent the maximum performance mixture s for the altitude ssh own , making it practical to lean the mixture for maximum powerand performance during high altitude take-offs an d full "powe r climbs.

The con tinental 10-470 engine uses a wet s u mp oil sys tem, which i san integral part of the engin e. The only external component of theoil s y stem is the cooler, which i s bolted to th e front of the engine

case.

Oil Sy:;tem

The re are no external tanks ' or oil lin e s with thi s arrangement; oilenter s and l eave s the cooler through ports which match ports on th eoil cooler moun ting pad-of the engine.

Cont ro l of oil temperature s and circulation through the s y s tem arecompletely automatic. The cooler has built-in thermo static and pres­s u re bypas s valves which divert the flow around th e cooler s e c tion.The pres sure valve , s e t to relieve pressure at a point s ome wh a thigher than the engine pre s sure relief valve , automatically opens ifs lu dge or conge aled oil block the flow through th e cooler s e c ti on .Th e thermostatic valve bypas ses the oil when its temperature i sbelow a pres et minimum.

The engine oil s ump has a capacity of 10 quarts. It i s s ervi c edthrough a fill er neck on the left s id e of the engine case , near thenose. An oil level dipstick is located in the same po sition. Thedipstick ring handle is fitted with a lock ring and must be rotatedone-fourth turn in either direction to remove it.

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--INSTRUMENTS

Except for the tachometer, and the combination manifold pressureand fuel flow indicator, the power plan t instrumen ts are grouped ina cluster on the left subpanel. The engine gage cluster containsleft and right fuel quantity gages , the oil pressure gag (), the oiltemp erature and cylinder head temperature indicators and the . am­meter. The left and right fuel quantity gages provide a constantreading for the desired wing tank when the battery mas ter switchi s turned on.

Ram air pres sure for the airspe ed indicator i s picked up by a pitottube on a ma st under the left wing. Static air pre s sure for thea l time te r and airspeed indicator i s s upp li ed by a s ta ti c port on eachs i de of the fu selage ju st aft of the ba gg a ge compartment. Thes eports must be kept clean and the lin e s open a t a ll tim es for correctin strument readings. A ch eck of the ports s houl d be part of yourpreflight inspection routine , and the s ta ti c line drain, acc e s siblefrom th e baggage compartment, s ho uld ' be opened o ccasionally todrain a c cumul a ted moi sture from th e lin es.

The combination manifold pres sure and fuel flow indicator and thetachometer are mounted in the instrument panel proper. Incorporatedin the tachometer is an engine hour meter which automaticallyrecords the total engine operating time.

S ta n dard flight in strumentation includes an airspeed indicator,sens i tive altimeter and magnetic compass .

Direct-current electric power i s s upp l i e d by a 12-volt engin e-driven35-ampere gen erator controlled by a voltage-current regulator whichautomatically adju sts output to the load , in c ludin g recharging thebattery, In general, th e airplane' s circuitry i s the s in gl e -wi re,ground return type with the airplane s tru c tu re used as the groundreturn.

All circuits in the airplane are protected by circuit breakers , mostof them grouped on the left and right s ubpa ne ls . Th e figure in thecenter of the button for each push -to-reset breaker give s th e capac­ity in amperes for 12-volt operation . The generator circuit breaker i sinstalled on the left side of the nose wheel well bulkh ead.

ELECTRICAL SYSTEM

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HIGHT CIHClJlT BRE A K E R PANEL

LEFT CIBClJlT BREAKER PANEL

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AMMETER

GENERATOR SWITCH

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BATTERY

BATTERYMASTERSWITCH

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The starter circuit is relay-con tro l.le d - to nurumrz e the length ofheavy cable required to carry the high amperage in the circuit. Theswitch in the ignition panel , therefore, control s the relay rather thanthan the actual component.

The 12-volt, 33-ampere-hour battery is mounted in a box on the righthand side of the engine compartment, forward of the fire wall. Thebattery box is of acid-resistant construction and incorporates abattery vent line and a battery drain line which runs overboardthrough an opening in the lower cowling.

~

The ammeter is of the conventional charge-di scharge type, showingthe actual rate of charge or discharge of the battery.

HEATING AND VEN TILATING SYSTEM

Hot air for warming the cabin and defros ting the windshield i s sup­plied by a heater muffler on the right engine exhaust stack.Fresh

1-121-13

HEATING AND VENTILATINGSYSTEAI

I HOT AI R OVERBOA RD [HOT AIR

! \MIXER V,ALVE (COLD POSiTiON) t~H~I\IAI TER MUFflER

FRESH ,AIR INT A KE-NOSE ,

FRESH AIR INTA KE - ENGIN E

FRESH AI R 'TiLHl] I L,-=--I--+-'~ _ . I rFRESH AIR

WING 'OO~~:~ j I " t~ ,\ WING 'OOT {'HI

--------- - -~!'~ t -~~- tJ:i1------ -- - - -l, FRO NT SEAT ~I I OUTl ET !

I _ _ DEFROSTER j t '~f RO N T SEAT O UTlET

VEN T SHUTOFF ---ot-~~ ~C,' AB IN HEAT CON TROL(PULL TO CLOSE) I 0 0

I l;;;:l p EF ROSTER CO NTROL

OV ERHEA D FRESH AIR SCOOP--[g t '-M IOVE RHEA D DIFFUSER VALV E ~ J

INDIVIDUAL ~IVERHEAD OUTlETS ,~ . REAR;SEAT OUTl ET

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I REAR CABIN OUTlET\ I

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I II IFIXED EXHAUST~-\ ISABIN BOTTOM <:» I

\ 1-+'FIXED EXHAUSTI ! BELOW BAGGAGE DOOR

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ram air picked up through an in take on the rear engine baffle passesthrough the heater muffler and into a mixer valve where it is hlendedwith unheated fresh ram air picked up through an intake on the rightside of the nose. The ratio of hot to cold air entering the cabin fromthe mixer valve is varied by a butterfly type valve. The valve i soperated by the ((CABIN HEA T" push-pull con trol on the right handsubpanel. As the control is pulled out, the proportion of hot air i sincreased, thus providing precise air temperature control. To pre­ven t a pres sure buildup of either hot or cold air in the mixer valve,exces s air i s vented overboard.

The qu antity of air entering the cabin from the mixer valve i s reg­ulated by a gate type valve operated by the red nVENT SHUTOFF"control on the outboard side of the left subpan el. When the n VE NTSHUTOFF" control is pulled all the way out, the heater system i sdeactivated, since no air from the mixer valve can enter the cabin.

From th e mixer val ve , air i s routed to five outlets in the cabin: anoutlet abo ve each pair of rudder pedals , an outlet under the rightfront s eat, one in the rear cabin area, and one in th e individualwindshield defro ster duct. The defroster control , located near theoutboard side of th e right s u bp an el, a d jus ts or completely shuts offthe flow of a i r throu gh the defroster.

In addition to th e fre sh a i r s upplied to the mi xer valve , duc ts ineach wing root are conn ected directly to outl ets in the cabin sidepanel s , ju st below th e in strument pan el. Th e s ma ll outl e t on theri gh t s ide ha s a valve wh ich i s open ed or clos ed by tu rnin g thelarge knob in th e center of the outl et. The large outlet on th e lefts id e may be open ed or clos ed an d th e direction of the airflow chang­ed by rotating th e cover with the s ma ll plastic knob on th e rim.

A manually retractable air s coop on top of th e cabin conducts out­s id e a ir to four fre sh a i r outl ets in th e o verhead pan el. Th e outlets ,located a bov e each sea t, can be manually adjusted to con tro l boththe qu an tity and direction of airflow , a llow ing in dividual se lec ti onof fre sh a i r for e a ch occupant ' s comfort. The a i r s coop may beclos ed by operating a pu sh-pull control located on th e overheadpanel , wh ere it i s eas i ly a c c ess i bl e from the pilot ' s seat. Adjacentto the fr e sh air outlets in th e overhead panel i s a manually con­trolled diffuser valve which admits fr e sh air to the cabin and di s­tribut es it equally in all direction s . A fi xed ' cabin air e xhaus t i sin stalled in the s ide panel below th e ba gga ge door an d ven tedthrough a n openin g in the fu s elage below th e ba gga ge compartment.

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FOR YOUR COMFORT, CONVENIENCE AND SAF ETY

Yo ur BEE CH C-RAFT Debonair, built to standards in excess ofa c tu al requirements , offers you s af e ty, a s well as comfort and con­ve nien ce item s un excelled by any airplane in its clas s. Other item sof thi s nature are offered a s optional equipment and may be in­s talled ei the r a t the factory o r by your di stributor or dealer.

Good Visibility

With incre a s ing congestion around airports, the a bi l i ty to s e e aboutyou is vital in take-offs and landings. The Debo'nair' s wide , deepwindshi elds and s ide window s , combin ed with the nearly-levelground a t ti tu de afford ed by its tricycle landing 'ge ar , give the pilota n ex cell e nt vi ew of his s urro un dings .

Landing Gear and Flap Indicators

The po s i tron of the landing gear an d th e wing flap s i s indicated bys igna l lights on the in strument panel. In addition , th e flap s arevi sible through th e windows and an illuminated mech anical in di cato ra t th e ba s e of the nose wheel well bulkhe ad indicate s the positionof the no se ge ar. The mechanical indica tor i s oper ated through theno s e ge ar linkage . To avoid accidental tr ippin g of th e landin g ge ara n d flap swi tches, each i s de sign ed to be pull ed out of a detent 'before it c an be repositioned. Th e landing ge a r and fl ap in di ca to rli ghts may be manually dimm ed a s d esired by the pilot.

Landin g Gear Safety Switch

To a void in advertent retraction of th e landing gear whil e th e a i r­plane i s a t re st on the ground , a safe ty swi tch i s in stall ed on th eri gh t main landing gear. Opera ted by the c ompress ion a nd ex te ns ionof th e s ho ck s tru t, th e s wi tc h br eaks the la nding gear control c i rcui twh en the s tru t i s compre s s ed and compl ete s th e circuit s o th at th egea r ma y be re tra c te d wh en th e s tru t i s e x te n de d. Th e s a fe ty s wi tchi s not intended to protect th e a irpl ane while in motion ; before s tar t ­

ing to ta xi , always make certain th at th e landing ge ar con trolsw it ch i s down . As a s a feguar d, th e landing ge ar warn ing horn i sde signed to s ou n d a ny ti me th e l andin g gear s wi tch i s pl a c ed Inth e HUP " po sition with th e landin g gear s a fe ty s wi t ch op en.

1-16

Stall Warnin g Horn

~o al e rt the pilot in advance , a s ta ll warning horn s ounds a warnin gSI gn al a s a s ta ll develops , while there is ample tim e for the pilotto c~rrect hi s attitude. !he s ta ll warning horn i s tri ggered by . asensIn g vane on the Iea din g edge of the win g and is equa lly effec­tive a t a ll flight attitude s , weights, and airspeeds. Sin ce the vanei ~ aerodyn amically balanced, it trigge rs an in.re rmirten t warnin gs ~gn al a s a s tall condition i s approached, but will cause a s teadySI gp al a s the condition become s more pronounced .

Landing Gear Warning Horn

A landing gear warning horn will s ound wh en ever the throttle i s re - ·tarded below a s e ttin g s u ffi c i e n t to maintain flying speed, unles s~he la~ding gear has been lowered . Th e throttle warning s i gna l i s anIn.termlttent . note, to distinguish it from the s ta ll warning horn.Ei th er operun g th e throttle or lowering the landing gear will s i l e n c ethe landin g gear warning horn. There i s no s i l en ci n g s wi tch.

Instrument L(ghting

~s an aid t~ night flyin g, s e ve ra l me an s of direct in strument light­Ingare provided on your Debonair. T wo s ma ll red lights , located inthe o~erhead panel, yood th e in strument panel with a s oft red light.Th e l igh ts may be Inten sified or dimm ed as d e sired by controllin gthe HINS T FLOOD L T" rheostat on the s u bpa ne l. Individual in­s trumen t post lights , located adjacent to each in strument, are avail ­~ bl e a s optional equipm ent. The in strument post lights may be us edIn conjun ction with the flood lights or a s an individual lightingsy s te m. The post lights a re controlled by a rh eo stat on th e s u b­panel placarded ft RADIO & POST L TS" .

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SEAT BELTS, ASHTRAYS, ANDARMRESTS

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SECTION II

Operating Chech Lists

This section has been prepared to give you a quick and easily ac­cessible reference to all operational ch eck lists needed for the nor-mal flight of your airplan e. The general techniqu e s presen ted arebased on the recommendation s and data cornpil ed by Beech AircraftCorporation pilots who have test flown and demon strated the a ir­craft. The procedures given a re intended merely to ass i s t you indeveloping a good flying techniqu e for your BE E CH CRA F TDebonair. They constitute th e manner in which a good pilot wouldperform each item under a verage conditions.

As you become familiar with your a i r pl an e, and th e individual cir­cumstance under which you fl y it, you 'may find that variations inthese techniques , will better suit your requirements or personalpreferenc e. The se checks , if well organized and s tu di e d, s h oul dbecome so much a matter of habit that you will find it unnecessaryto make reference to thi s portion of the manual exc ept as a refre sher,and made carefully , they not only will help pr even t mi shap or mal­function durin g operation but will help lower mainten ance co st.

Wheth e r the check i s a vi s ua l exte rio r ch eck or a s peci fi c opera­tional ch e c k , it is a definite .r es ponsibili ty the pilot owe s to him­self and to hi s pa s sen gers . How ever, as state d pr e viou sly , theproc edur e s are in tended p rim arily a s gui des an d are no s u bs ti tutefor good judgment.

Kn ow your ai rplane's capabiliti es as well a s y our own .

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PREFLIGHT INSPECTION

1. Ignition switch, battery master and generator switches - "OFF'.' Controllock - removed.

2. Static air pressure ports - openings unobstructed.3. lnspect empennage and control su rfaces.4. Inspect wings, ailerons, and flaps5. Inspect wing tips and position lights.6. Remove tie-down lines and pitot tube cover. Pitot tube opening(s) - un-

obstructed.7. Fuel cells - checked; fuel cell caps - secured. Fuel sumps - drained.8. Shock struts and tires - properly inflated; struts - clean.9. Engine oil sump: - FULL; dipstick - secured; check for oil leaks. Cowling

fasteners - tight.,10. Propeller blades - checked for nicks and cracks. Induction air filter ­

clean.

2-2

BEFORE STARTING CHECK

1. Parking brake- set.2. All switches and circuit breakers - checked.3. Landing gear position switch - "DOWN" ; mechanical indicator - full

DOWN .4. Battery master and generator switches - liON."5. Propeller - high rpm (lowpitch).6. Mixture - FULL RICH at elevations under 5000 feet; above 5000 feet pull

mi xture contro l out 1/2 to 3/ 4of its travel.7. Fu el quantity gages - checked. Fuel selector valve - select cell more

nearly full.8. Lo ad distribution - checked.

STARTING CHECK

1. Throttle-ONE-HALFOPEN.2. Au xiliary fu el pump switch - liON" until fuel flow gage indicates 8 gph,

th en "OFF."3. Throttl e - reduce to idle, th en open 3 or 4 turn s of the vernier.4. Starter - en gage; relea se key when en gin e fires.5. In event of floodin g, place mi xturein IDLE CUT-OFF, and with thrOttle well

open, operate starter to remove excess fu el, then follow hot en gine startingpro cedure.

6. Warm-up - 1000 to 1200 rpm.7. All gages - checked for normal readin gs.

HOT ENGINE ST/\RTING: Au xili ary fuel pump switch mom entarily on immediatelybefore engaging starter.

BE FORE TAKE-OFF CHECK

1. Trim -- aileron, neutral; eleva tor, zero (30 nose up 'if only front seats areoccupi ed ).

2. Flight contro ls - free, smoo th op eration throu gh full trav el. Elevator isspring­load ed to full down .

3. In struments - all readin gs norm al. Altimeter se t; direction al gy ro (if installed)set to compass. Oil temp erature sufficiently low to avoid "r ed line" on tak e­off run . Minimumoil pressure should occur only wh en oi l temp erature is above1900 F.

4. Magn etos - checked at 1700 rpm (max imumdiffer en ce 50 rpm ).5. Prop eller - exerc ise at 1900 rpm to obtai n 300 to 400-rpmdrop; return to

high rp m(lowpitch ).

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BEFORE TAKE-OFF CHECK - Continued

6. Flaps - as required (200 for short field take-off).7. Doors and window - locked.8. All seat belts - checked for security.9. Mixture ' - open throttle and set mixture for field elevation take-off power., To allow for pressu re increase with take-off rpm, set the pressure to the low

side of the dial range. Note static rpm. Do not run up engine on loose sandor dirt.

10. Parking brake - released.

BEFOR E LANDING CHECK

1. All seat bel ts - secu red.2. Mixture - FULL RICH.3. Fuel selector valve - select cell more nearly full.4. Landing gear - DOWN, as indicated by green light and mechanical indicator.

Warning horn should not sound when throttle is closed.5: Propeller - high rpm (low pitch).

,~: Flaps - as required (maximum extension speed 120 mph CAS); retract flaps, after landing roll has been completed.

SH UTDOWN CHECK

1. Radio and exterior lights - "OFF."2. Propeller - high rpm (low pitch).3. Throttle - closed.4. Mixture -IDLE CUT-OFF position.5. Ignition switch - "OFF".6. All switches - HOFF", after propeller stops rotating.7. Control lock - installed if conditions warrant.8. Cabin door - closed.

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SECTION III

,P e r i o r Dla n c e Specifications

a n d LiDlitations

In thi s s e c tion , for your convenient referenc e , charts and tabularIli stings of s p e e ds, performance and engin e limitation s have beengrouped. The limitation s and performance data in this s e c tion havebeen establi shed by , flight te sts and engineering calculation s to " ., ,~,

a s sist you in operating your BEE CH CRAFT Debonair. The limi­tations have been approved by FAA and are mandatory. These chartsand li stings have been establi shed under normal operating condi-

, tio n s , the flight tests being made under s ta nda rd atmospheric con­dition s with a maximum gro s s weight ; th erefore , allowance s fora c tu a l conditions mu st be made. Advance planning, allowing for anychange s which may occur in operating ' condition s due to weather,temperature , altitude or loading, will a s sure you of s a f e , fa st, com­fortable, and economical tran sportation.

During a ll ph a ses of en gin e and flight operation, ob serve th e rpman d manifold pres sure limits as computed on your Hors epower Se t­tin g s Ch ar t, to avoid exc ess i ve cylinder pres sures. Us e your Hors e­power Settings Ch ar t to arrive a t rpm and manifold pre s sure se t tingsfor clim b an d cruisin g fligh t. No te that th e 'manifo l d pre s sure re ­quired to obtain a given horsepower will va ry with outside air tem-

' p e ra tu re . When increasing power, s e t rpm fir st, th en manifold pre s­s ure. Make po we r re du ctions wi th manifold pres su re fi rst, then rpm .

Thi s secti on a lso contain s information pertainin g to glide di stance ,approv ed man eu ver s , weight and balance , and o xy gen s upp ly endur­a nc e . Beco me fa mi liar wi th your a i rp l a ne an d its operation. Knowthe con ten ts of .th i s handbook .

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Airspeed Charts

78 mph67 mph

185 mph71-185 mph60-120 mph

147 mph165 mph

Never Exceed (glideor dive, smooth air)(Red Radial) . . 225 mphCaut ion Range (Yellow Arc) 185-225 mphMaximum Structural Cruising Speed

(level flightor climb) ..Normal Operating Range (Green Arc) .Flap Operating Range (White Arc) .Maximum Desi gn Maneuvering Speed . , .Maxi mum Gear Extended Speed .

NormalApproach at 50 feet ~ . . . . . . . . 85 mphContact 67 mph

Obs to c leApproach at 50 feet .Contact .

AIRSPEED LIMITATIONS (CAS)

LAND ING SPEEDS (lAS)

62 mph67 mph

70 mph85 mph

62mph67 mph

No rmal

Take-off .Climb-ou t at 50 feet. .

Minimum RunTake-off .Climb-out at 50 feet. .

Ob stacl eTake-off .Climb-out .

TAKE-OFF SPEEDS (lAS)

CLI MB SPEEDS (lAS)

C rui si ng C l imb Sp e ed(25 in. hg at 2500 rpm to 4000 feet; 2500 rpm at fu II

throttle above 4000 feet; g~ a r and flaps up) .. . " 130 mph

. Best Ra te-Of- Climb Speed, 500 0 Feet(Gear and flaps up) , 105 mph(Gear down).. . . . . . . . . . . . . . . . . .. 88 mp.h(Gear and flaps down) , '. . . 69 mph

Bes t Angle-Of- Climb Speed, 5000 Feet(Gear and flaps up) . . . . . . . . . . . . . . . . . . . . . . . . 86 mph(Gear down) , .. . . . . . . . . . . ... . . . . 77 mph(Gear and flaps do wn ) . . . . . . . . . . . . . . . . . . . . . . 66 mph

STALL SPEEDS (CAS)

CON FI GURATION

Gear and Flaps Up - Po wer OffGear and FI aps up - Power OnGear and FI aps Down - Power OffGear and FI aps Down - Power On

ANGLE OF BANK

00 200 400

71.0 mph 73. 2mph 81. 1mph63.0 mph 65.0mph 72.0 mph60. 0 mph 61.9 mph 68. 6 mph54.0 mph 55.7 mph 61. 7mph

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600

100.4 mph89.2 mph84.9 mph I76.5mph I

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Engine Op~r"tioD

LiIHitatioDSMaximum Power and Speed

(all operations) 225 hp at 2600 rpm

ENGINE INSTRUM EN T MA RKIN GS

Oi l T emperatureCaution (Yellow Radi al ) 1000 FNormal (Green Line) ' 1000-2250 FMaximum (Red Rad ial) ' 2250 F

Oi l P re ssureMin imum Pressure (Red Radial ) . • ~ . . . . .. 30 psiNorm al Op erating Ran ge (Green Line) . . . . . 30 to 60 psiMaximum Pressure (Red Radial) . . . . . . . . . 80 psi

Man ifol d P re ssureNorma l Operatin g Range (Green Arc) . . . . .. 15 to 29. 6 in. HgMaximum (Sea Level ) (Red Radial) . . . . . .. 29.6 in . Hg

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The Gliding Di stance Table s ho wn below gives the horizontal di s­tance you can glide, a ssuming the glide ratios s ho wn, for severaldifferen t al ti tude s and wind conditions. Maximum glide is obtainedwi th propeller in low rpm and an lAS of 90 mph. Refer to Se c tion Vfor correct glide ratio procedure .

Altitude 10 mph 20 mph 30 mph 30 mph 20 mph 10 mphAbove Zero Head Head Head Tail Tail Tail

Ground Wind Wind Wind Wind Wind Wind Wind

1000 1-3/4 1-1/2 1- 1/4 1-1/4 1-3/4 1- 1/2 1- 1/42000 3- 1/2 3- 1/4 3 2- 1/2 4- 1/4 4 3- 1/23000 5-1/2 5 4- 1/2 4 6-3/4 6- 1/4 5-1/24000 7- 1/2 6-3/ 4 6 5- 1/2 9- 1/4 8-1/2 7· 1/25000 9- 1/4 8- 1/2 7-3/4 6-3/4 11-3/4 11 9·3/46000 11- 1/4 10- 1/4 9-1/4 8- 1/4 14-1/4 13-1/4 11-3/47000 13-1/4 12 10-"3/4 9-3/4 16 -3/4 15- 1/2 13-3/48000 15 13-3/4 12-1/2 11 19- 1/4 18 16GlideRatio 10.12 9.24 8.36 7.48 13. 20 12. 32 11.00

{ .

Cyli nder Head Temperature

Normal Operating Range (Green Line) 200 0 to 460 0 FMaximum Temperature (Red Radial) 4600 F

T achometer

Engine Warm-Up 1000·1200 rpmNormal Operation (Green Arc) 2000·2600 rpmMaximum (Red Radial) 2600 rpm

Fuel F low

Minimum(Red Radial) 1.5. psiCru ise Power (Operating Range)

(Green Arc) 6.9 to 21.6 gphMaximum (Red Radi al) 17.5 psi

GLIDING DISTANCE TABLE

GLIDE DISTANCE

MAN EUVERS

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SECTION I V

FlyingYour B@echcra f t Debon a i r

Specific information, necessary precautions and procedures pre­s e nt e d in this s e c tion have been determined through engineeringco mputation s and flight testing of the aircraft. The general hand­ling technique presented is based on recommendations a~d datacompil ed by Beech Aircraft Corporation pilots who have test flown 'and demon strated the aircraft, and may be followed with confide~ce

in forming your own procedures. The tables and diagrams in Sec­tion VI gi v e a working basis for figuring the aircraft's performanceunder many combinations of the variable factors connected withflying. However, except for the limitations and precautions men­tion ed, both the procedures and the graphs are intended primarilyas guides and are no substitute for good judgment.

Fo r y our convenient referenc e purposes , various type s of data ar e Igrouped in other s e c ti ons of the handbook. Section II is a compl etelisting of abbreviated check lists. Section III consists of tabularli sting s or charts of performance data, such a s airspeeds, engine •operation data , maneuvers, and weigh t and balance information.Section . V covers unusual operating conditions. Section VI con-tain s a ll the gr aphs and performance data needed for computing

fligh t plans andother variables needed in everyday flying.

BEFORE YOU TAKE OFF

A good flyin g technique begins with a careful ground inspection be­for e y ou en te r the a i rpla n e. A planned routine of s ta rtin g, warm-up,and taxiing checks will a ssure you that YO~H airplane is operatingproperly while there still is an opportunity to correct an y troublewhich may appear. If well organized, the se checks may be madequickly , and s ho rtly will become matters of habit; the appearance ,sound a nd e ve n th e s me ll of things about your airplane will becomefamili a r to you, and the unfamiliar will alert you that something i sat least not a s it has been .

Only th e following man euvers a re a pproved for you r BEECHCRAFTDebon air wh en op e rating in th e utility c a tegory a t full gro ss weight.

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PREFLIGH T INSP ECTION

You r e xternal in spection s hou ld s tart a s you approach the airplane.In a ddi tio n to the che ck li st in Se c tion II , check the general appear­ance: win gs l e vel , contro l s u rfa c es normally po sitioned, no externals igns of dam a ge s u ch a s den ts or s c ra tch e s , no a c c ess doors openor th e ir fa s ten er s loo s e . Glance under th e a i rpla n e to check fordripping o il a nd dy e s ta ins from fuel l e ak s.

As yo u e nte r th e airplane, check th e cabin for loo se a rti cl es whichmigh t be com e trou ble some i f y ou en c oun te re d turbul ence. Adjus t th es e a t, rudder pedal s and control column to your own prefe ren ce , th ens li p the s e a t belt on a nd a dj ust it for correct fit .

STARTING THE ENGINE

When e ver po s sible , you s hould have your a i rpl a n e headed into thewind when th e engine i s s tar te d , a l tho ugh i t i s mandato ry to do s oonly wh en th e wi n d velo ci ty i s high or gus ty .

Wa tch th e o il pres sure gage a s th e engine s ta rts. I t s hou ld re gi sterat lea st 10 pounds pre s s ure in th e fi rst 30 s e conds ; i f i t doe s not,s top the engin e an d inve sti gate .

In very ho t wea ther, if there i s an indica ti on of vapor in th e fu elsy s tem (fluctuatin g fue l flo w) purge the fu e l sys te m by turnin g th eauxilia ry fuel pump s wi tch mom en ta rily on and off severa l tim e s , oras neces s ary , to purge th e s y s te m.

NOTE

Continuou s op e ra tion of the aux i liary pump, at low rpmor wa rm-up rpm , will t en d to flood the e ngine.

WA RM-UP

Se t the th ro ttle fo r proper warm -up rpm a nd wa rm the engine untilth e oil tempera ture gage move s off th e pe g. T he en gin e sh ould thenaccele rate wi tho u t h esitation . Avo id exces s i ve warm-up , parti cu la r­ly in cold wea the r, bec au s e th e h eads may overh eat as y ou a ttemp tto bring the o il temperature up .

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TAXIING

NEVER TAXI WITH A FLAT SHOCK STRUTl

Make s u re the parking brake is released before applying power totaxi . Normally, you can turn as much as nece ssary by applyingpres sure to the rudder pedal in the direction you wish to turn , steer­

ing en tirely with the nose wh eel. For shorter turns , use s ome brakeon the in side wheel; the airplane will turn 10 an inside wheel radiu sas s hort as 2 feet without sliding the nose wheel tire . Short turns ,howeve r, s hou ld be made slowly since they apply heavy side loadson the nos e wheel s tru t. When taxiing over a rough surface, useminimum power, permitting the airplane to coast over obstructions,a nd use a minimum of brake pressure. Holding the control columnback will minimize the loads on the nose wheel.

TAK E-OFF

Befor e s ta r tin g your take-off roll , make the checks listed in SectionII. This WIll be your last opportunity to check the airplane beforeyou are airborne , and these check s s houl d be performed carefullyand thoroughly .

WARNING

If you are taking off or landing behind a large multi ­en gin e or jet aircraft, allow s u ff i c i ent s p a cin g so thatth e air turbulence in the wake of the other a i rpl an e willhave sufficient ti me to dissipate and s e t tl e before youent er th e area. Be particularly careful to guard againstth i s turbulence when the wind i s below 15 mph .

As s pecifi cally pointed out in the t tBefore Take-Off?" check list, iti s th e pilo t ' s respons i bi l i ty to determine th at the doors an d windoware locked before he commenc es his take-off run . If the cabin doori s no t locked , it i s p oss i bl e fo r i t to c om e unlatch ed in flight .Sh ou ld th e door com e open, the ru shing a i r will cau s e a high nois ele vel a nd s in ce i t occurs s udd enly, the s oun d o f th e wind may bes ta r tl ing to those in th e cabin; howeve r, the. fl i ght characteristic sof th e airpl a ne are no t affected by an open door.

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U su ally, a n unlocked door will open during or ju st after take-off.If this h appens , th e c a bin air pre s sure tends to force th e doorop en , wh ile opposite a i r p re s sure outside the fu selage tends toclos e i t. As a result o f thes e two force s , the door will trail in aposition 3 to 4 inches open , bu t it wi ll not buffet. The pilot orpassengers s hou l d no t become a larme d ; ju st return to the fieldin a norma 1 ma nn e r an d h a ve a pa s sen ge r hold the door to preven ti t fro m swinging open during the landin g fl a re-ou t.

If de s ired , y ou can clo se th e door in flight as follow s : Slow to

approximate ly 90 mph and op en th e s to rm window to reduce the airp re s su re in the cabin. T h en bank steeply to the ri ght and applyleft rudd e r, whi ch will re sult in a s l ippin g maneuver. At the sametime th a t you a pp ly l e ft rudder , re a ch ov er and close the door.

Prio r to ta ke -off, s e t in th e field elevation on your altime-ter an dnote th e pre s sure reading in inche s of mercury, di splayed in thesmall window on the a l ti meter fac e . Compa re th is re ading withthe fi eld a l time te r s e tti n g as given to you by th e controlling acti­vity . If your barometric p re ssure s e tt in g do e s not coincide withthe s e t tin g given to you, make a note of the differenc e and applyit a s a s ta ndard deviation to all new altimeter s e tti ngs given toyou in fligh t .

Thus, if the fi eld a l ti me ter setting is 29. 92 in . H g and the read- ,ing of your pres sure s e ttin g is 29.90 , when you se t the field el e ­vation on y ou r altimeter, you have a - .02 correction factor. Interm s of altitude , th i s - . 02 co rrection mean s approximately 25feet. Shoul d you ne glect to apply this correction to n ew altimete rs e tti n gs receive d in flight, you will have an altim eter indi ca tiontha t i s 25 fe e t higher th an you a ctually are . Cons ider th e impor­tance o f thes e 25 fe e t wh en a pp roa ch in g a n o bs ta cle, wh ere we a ­ther restri c ts visibi lity , or at nigh t on landin g wh en depth fin alpercep tio n i s inhibi te d.

When you are ready to start th e tak e -o ff ru n , rel e a se th e br ak esa nd as th e airplane a ccel erates, open the thro ttle smoo thly. F o rth e s moo thes t take-off s, u s e just en ough back pr e s sure to brin gthe wing s to a s l i gh tly po s itive an gle of attack a s y ou a pproachlift-off spe ed. When li f t-o ff speed h a s be en reached an d you aredefinitely airborn e, e stabli sh a stabilized cl i mb an d retra c t thelanding gear.

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CLIMB

As s oon a s the landing gear is retracted and you are in the clear.reduc e power to e stablish your cruising climb speed. Set the el e­tr i m tab to re li e ve pres sure on the column. Although a climb atbe st ra te-o f-climb s p e ed will get' you to your cruising altitudequi ckly , a cru is i ng climb will result in a higher ground s p e ed,prov ide better vis ibil i ty, and be more comfortable for your pas sen­gers. Unl e s s the terrain obliges you to do otherwise , a good tailwind i s avai lable at your crui sing altitude, it i s to you r advantageto pu t s ome distance behind you while climbing.

Dur in g both climb and cruise , observe the rpm and manifold pre ssurelimits s hown in the " Manifold Pressure Vs RPM" graph in Se c tionVI to a voi d exce s sive cylinder pres sures. When increasing power,se t rpm first , then manifold pre ssure. Make power reductions withmanifold pres sure first , then rpm.

CLIMB POWER MAN AGEM EN T

Climb powe r management i s a function of horsepower, throttle s e t­ting , a nd mi xture contro l . You have a choice of maintaining eithera constant horsepower throughout your climb or you may elect to useth e mor e easi ly accomplished con stant manifold pres sure s e ttingap pro a ch to climb power management. The fo rmer will require pre­flight a t te n ti on to your Horsepower Se tti ngs Cha rt to e stablish aman ifold pres sure - rpm climb s chedule . The latter require s onlyadvancement of your throttle s e ttin g a s you a scend. For this climb,a su ggested power con figu ra tion of 25 in . H g and 2500 rpm at ap ­proximate ly 130 mph l AS will provide an e c onomi ca l , comfortableclimb.

In Secti on V n Unusual Opera ting Condi ti ons," you will find a di s­

cu s sion of short fi e ld take-offs an d obstacl e rake- offs . Refe r toSe ction VI fo r gra phs s h owin g the be st rate of climb an d angl e of,clim b, a n d th e s peeds a t which each typ e of performa n c e is achiev­e d.

CRUISE

Fligh t plannin g, th e se cre t of obtainin g maximum u se from y ourDebon ai r , depends on a carefu l, detailed an d objec ti v e a na lysis

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- - - ----- .."....--- - - - - - - - -------- - - - - - _ ._- - - ---- -

of each tr ip , in a dvance . Th e lo ad , route , weath er , s tar tin g time ,arrival tim e , a nd th e capa bil i ti es of the a i rpl ane are but a few ofth e factor s you must con sider ; the production a nd ex ecu tion of ago od fli ght pl an whi ch will s u ccess fully a c complish yo ur mi s sionare a ch ievem en ts of which any pilot ma y be proud.

When you have rea ched yo ur desired a l ti tu de, se t you r po wer a ndtrim for the airs peed you h a ve se lec te d. T he re are many factors tobe con s ide red in d e te rmin in g your crui s ing speed : we igh t, a l ti tudeth e l en g th of the flight, weather condition s , a nd , o f co urse, the tim eyou h a v e available to reach yo ur destination. Ge nerally s p ea k ing ,low e r cru i sin g a irspee ds wi ll be mo re comfor ta ble, an d due to thelo wer po we r se t tings requ ired, wi ll consume l e s s fue l. On th e o therh and , you inve sted in a BEE CHCRAFT Debonair to gi ve yours elfa mean s of ra p i d tra n s por ta tio n, an d und e r norm ally good condition sth er e is no reason why yo u s houl d no t c rui s e at or n e a r th e ma xi­mum a llowa ble c ruis ing s p eed , when th e time s a ve d wi ll ju s ti fyth e a ddi ti on'a l fu el.

In cruisin g fli gh t, yo u wi ll find a con s tan t-hors e pow er procedure ha sth e same advan tages th at i t does in a climb; you can pre di ct y ou r _s peed an d fu e l co nsu mp ti on and make accurate e s tirn ate s of yo urrang e. T he ho rs epow e r y ou s el e c t wi ll, of cour se, depen d on anumber of variabl e factors . Graph s , whi ch a re found in Se c ti on VI,p resent figure s in a fo rm wh ich ca n ' be' re s ol v ed readi ly i tno p er ­fo rmance und e r nor ma l condi t'ion s . How e ve r , no a ll o wances ha v ebe en rna de for va ri a ble wea the r co nd itions.

T he fu e l sy s tem is a rra n g ed s o that the re i s ve ry littl e unu s abl efuel in th e tan ks in l e v el fli ght atti tu de and th e re is no reason fo rnot running on a given fu el cell until i t fi rst gi ves indi cation ofrunnin g dr y be fo re s witchin g . How e ve r , i f the eng ine i s a llowed tos to p fi rin g, th e auxi li ary fu el pu mp s houl d be tu rn ed on a nd th ethrottl e 're ta rde d to pre ven t o vers p e edin g the engine as it re starts.When th e en gine i s a gain runnin g s moo th ly , the auxiliary fu el pumps h ou ld b e tu rn ed off.

INSTRUMENT FLIGHT

Properly e quipp ed, y ou r Debona i r is an in strumen t a i rplane, -bu t a rey o u an ins tru me n t pilot? If y ou have an in strumen t fli gh t ra t ing,with rec ent pra ctic e in this a irp lan e , y ou a re. Oth e rwi s e , y ou a re aVF R pilo t . T h ere can be no compromis e on thi s rule , nor on its

4-6

co ro llary: If you a re a VF R pilot, don 't fly in in strument weather.If you are a VFR pilot and an emergency exists in which you mustde scent through a layer of clouds, use the following procedure:

1. Con tac t th e neare st FAA facility and get th e ceiling in th eare a to be p enetrated.

2 . Notify the facility of your intention to penetrate th e under­ca st.

3. When y ou a re s ti ll a t least 1000 feet above the clouds , s l owthe ai rp l ane to 100 mph lA S, gear down, straight and l e vel.

4. Wh 'i1e still in clear air , a d jus t throttle and trim to produc e a100-mph , 500- fpm rate of desc ent on the desired headin g,hands off.

5. Use gentl e rudder pressure to maintain your heading. Do nottouch the wheel or control column until you break out belowth e clouds.

E ven th e mo s t careful VFR pilots occasionally will en c ou n tercondition s beyond their piloting s k i ll , and for thi s reason, a tech­nique perfected by the University of Illinoi s Institute of Aviations hou l d be made a part of y ou r own s k i l l. Known as the Hl80-Degre eT ur n , " i t i s a techniqu e d e sign ed to r e tu rn the VFR pilot ro VFRcon di t ions safely .

Th e pilot, prior to encountering condition s reqUlnng u s e of the( ~ 1 8 0 -D e gre e Turn ," must ha v e previou sly performed the techniqu esa tis fa c to ri ly, a s perfected by th e Uni vers i ty of Illinoi s In sti tu teo f Avia ti on . T his technique i s s i mp le, but ra p i d, msooth , an d pr e­c i s e exe cu tio n i s essen tial to its s u c cess, a nd y ou s houl d learn itfrom a qualified in s tru c tor in your own airplane , s o that it can be­com e comple tely familiar and au tom atic . You sh ou l d contact th eUn iversity of Illinois fo r more preci s e detail s on thi s proc edure .

If you lo w e r the landing gear as a n a i d to re du c ing y our s pe e d, y oush ou ld be a le r t fo r th e ch an ges in e le va tor trim and ra te of s inkwhich will resu It, a nd make th e nec e s sary corrections and a llo w­anc e s . L ower th e ge a r w hi l e y ou s ti ll are in l evel fli gh t , as a pre-

, . ve n tive mea sure aga inst excess ive s pee d buildup , rather than a t­- tempting i t as a c orre ctive mea sure once th e a i rplane i s in a dive or

s pira l.

NOTE

Aft e r any em e rgency exten sion of th e l andin g ge ar a t

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hi gh s p e e d, th e lan din g gea r do ors and s uppo r tingstru c ture s ho uld be in spected for po s s i ble dama ge.

MAN EUVERS

Yo u wi ll find that yo ur airplane h a ndl e s ju s t as n i c el y in rnan euv e rsas it do es in c rui sing fl i ght. Wi th th i s in mind, rem ember th at ma ­n euve r lo ads wi ll increase a s a ir s peed in cr e a s e s , a nd th at th e sarneae ro dynamic cleannes s which give s you effic ie ncy a lso resul ts inrapid .in cre a s e s in a ir s peed wh ile yo u a re in a no s e -down a t ti tu de.Yo u s houl d .be co rne famil i a r wi th th e lo a ds yo u ca n imp os e on th ea ir frame during ma n eu v er s . Re fer to Se c ti on III f or a pproved a c ro­

batic ma neuvers and s p e eds .

Sp ins are prohibited. If a n inadvertent s pi n o ccu rs, ease the co n-­trol fo rwa rd and app ly oppos i te rudde r. Avoi d a brup t pullout up on

re covery .

Your De bonair IS ge n tle a nd we ll be have d th rou ghou t a s ta l l. T hi sholds tru e for a ll power a nd fli ght configura tio ns . At a pprox imate ly5 mph above th e s ta ll, the s ta ll warnin g horn s ou n ds a n in termit­tent s ignal. T he s igna l be comes s t ea dy as the s ta ll i s more cl o s el y

approa che d .

T hro ughou t the ap pr oach and th e stall itsel f, effe ctive rudde r con­trol can b e rna in ta in cd a nd a i leron con trol is goo d . However , y ou 'will notice s o me ta i l buffe tin g i f yo u hol d th e elevator full ba ck

durin g th e s ta ll.

Afte r th e stall occur s, the re wi ll be a defini t e b re a k an d a n unrm s ­takable droppin g of th e nos e . T he mo s t rapid recove ry from a s ta llwill be ma de i f th e s peed i s a llowed to pick up 1 5 to 20 mph an dthe e levator is used gently .

INDUCTION SYSTEM ICE

Sh ou ld impac t i ce fo rm on th e induction a ir in take a nd fi l te r, thetwo s pri ng-loaded doors in the s ides of the air intake duct wi ll bes u ck ed ope,n . Y ou will notic e only a s ligh t drop in ma n i fo l d pressuredue to the los s of ram e ffe c t .

In th e eve n t th e s pring- loa de d doors be come fro z en s hu t, pull th e

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" AL T ERNATE AIR P ULL AND RELEASE" h andl e , located to th eright of the mixture control knob, to force op en on e of th e doors.Th e inrushing warm air will s oon melt any i ce re stricting th e otherdoor, a nd a u toma tic operation of th e alternate a ir sour ce will bere sumed. .

FLIGHT IN TURBULENT AIR

If fli ght through a s to rm area or e x tre me ly rough a i r cannot bea voi d e d , it i s important that you c hoo s e the correct air speed foryour p re s ent weight c on figura tio n. Although you should s low do wn ,you mu st maintain s uff ici en t airsp e ed for full control. Th e de s ir edop erating range between thes e two zones va ri e s with th e s eve ri tyof the gu sts . R efer to the pen etration s p eed graph s in Se c ti on VI.

Sinc e th e gro s s weight has influence on the behavior or y our a ir­plane in turbul ent a i r, two graph s are pr e sented: on e for h ea vilyloaded airplanes and on e for lightly loaded airplane s . The 4 5­foot-p er -se con d gu sts a re of th e magni tude found near thunder­s to r ms, whil e th e 30-foo t-p e r-se co n d gu sts can be encountered infrontal areas or in the vicinity of thunderstorms. Although you mayoperate n ear th e d e sign cruising s peed in ordinary rough air witha reasonabl e margin of s a fe ty, in any turbulenc e s evere enou gh tocaus e dis comfort to your passengers, you should slow down.

LETTING DOWN

Pilot preference a n d weath er conditions will determin e the rate ofde s cent. During the l etdown, watch your engin e temperatures. Sin ceyou will h a ve a combination of relatively high airspeed and reducedpower se ttin gs , the en gin e will run cooler than in level flight, andparticularly in cold w e ather, temperature s ma y go below a s a feminimum for full power. Operating conditions will determin e theprop er mixture control position for best power; however , u se fullrich p rior to e n tering th e traffic pattern. Refer to ·Se c ti on V for balk­e d landin g procedure.

Du ring the fin al portion of the l etdown and prior to traffic patternentry , perform the (( Befo re Landing Check" in 'Section II:

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LANDIN G

Yo ur BE E CH CRAFT Debonair' s excellent vi sibility , positive con­trol , and s uper b ground h andling, combin ed with the s ta bi li ty of atricycl e landin g gear, make landin g ex tre mely s i mple . There ares evera l way s to land your Debonair. The s ho rte s t landing will bemade "if full £lapis u s ed and the a i rpla n e held off with the elevatorcontrol h eld full back. If th e win d i s s trong a n d gu sty , flap-up land­ings a re preferabl e ; th e a irplan e may be landed le vel thr ee-pointif the runway is s moo th . Make sure you have sufficient s pee d togive good ele vator control during fl are-out, particul arly on a hot dayor if the wi n d i s gusty .

SHUTDOWN

When y ou hav e parked , se t th e propeller in low pitch (high rpm)a n d pull out the mixture cont ro l to th e idl e cut-off po sition . Whenth e prop ell er has s topp ed rotatin g, turn off a ll swi tches . If thebrake s are cool and the w eather moder ate , s et the parking brake.When th e a irplan e is to be le ft unh angared and unattended for mor eth an a few hours , you s h ould install the control lock , rel ease th e 'parkin g brake , and chock the wheel s. Never leave th e cabin doors ta nd ing open. Before you leave th e airplan e , mak e certain that y ouh a ve perform ed th e s hu tdo wn .ch e ck s listed in Se c tion II.

COLD WEATHER HINTS

In addition to your normal exterior in spection, remove ic e, snow,

and fro st from th e win gs, tail , control s urfa ces a n d hinges , pro­peller, windwhield , pitot tube , fu el ven ts, and en gine br eather lin e .Drain a ny water condensation from fuel sump dr ains to prevent themfrom beirig clogged by ice. Che ck the fli ght controls for compl etefreedom of movement , an d complete y our normal prefli ght procedur es .A lways remove all snow, ice,or hoarfrost from the wings beforetaking off, If y ou have no way of re moving th e deposit - l eave theairplan e on th e ground ! Th es e deposits will not blow off. Foreigndepo sits s u ch a s th e s e , s in c e they ch an ge th e contour of a wing.destroy its lift and increase drag.

Under very cold co ndi tion s , it may be n ece s sary to preheat theengin e prior to a s ta rt. Particular attention should be appli ed to the

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oil cooler a nd s ump housing to insure proper preheat, sinc e con­gealed oil in these areas will prevent proper lubrication of theengine. A s tar t with congealed oil in the system may give an in­dication of normal pressure immediately after the start, but then theoil pre~ sure may decrease when residual oil in the engine is pumpedback w ith the congealed oil in the sump. If an engine heater capableof h eating both the sump and oil cooler is not available , th e oils h ould be drained while the engine is hot and stored in a warm areauntil the next flight.

tCo ld engine s ta rts normally require a more retarded. throttle setting''''th an usual. Also , moisture forms quickly on the spark plug elec­trode s durin g cold weather starts , so if you have made three or fourun successful s ta r tin g attempts , have at least one plug removed fromeach cy linder. Heat the plugs to dry the electrodes , replace them,and attempt to re start the engine immediately.

. Do not taxi through water or slush if it can be avoided. Water ors l u.sh s pl a s he d on the wing and tail surfaces will freeze, increasingw e i gh t a n d drag and perhaps limiting con trol surface movement.

Use the brakes sparingly; taxi slowly for best control and for air­craft protection from flying water, slush, or Ice.

Run ' up the en gine prior to take-off, then complete your normal take­off check with s pe c ia l emphasis on the following:

1. Pi tot heat - on (if installed).2. E xercise the propeller several times to flush cold oil from the

actuating cylinder.

Make a normal take-off, bu t if the gear is wet from running through~ater or ice, delay retraction un til it has had time to dry . If the gearl~ wet when retracted, the gear or doors may freeze in the up. posi­tion , Should propeller icing be encountered during the flight, and anaccumula tion re sults in rough engine operation, the ice can some­time s be eliminated by rapidly increasing and decreasing rpm. .

During longer flights in cold weather , propeller operation s will be~moo th er and it will respond more readily and accurately to changes111 power or load if it i s exercised occasionally. Once power settingsare establi shed and the airplane trimmed , the mo vement of the pitchchange mechani sm to maintain constant rpm i s s o s li gh t that the oil

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, " , 10 the prope ller cy lin der may become co l d a nd congeal ed.

Durin g de s c en t , gua rd agai ns t en gine over-cooling and keep au­s p e ed wi th in gear an d fl ap op er ating range , s l ow ing the airplan eby retardin g th e throttl e a nd maintaining a no s e-high a t ti tud e. Ifov er-coolin g o ccur s , l ow e r th e gear an d flaps and in cre a se eng inepower.

OXYGEN SYSTEM(OPTI ON AL)

WARNIN G

Oxy gen und er pr e s su re is a fri end wh en properly u s edbut be com e s a n ene my when normal precautions a re di s ­regarde d . Sine e oxy gen s uppo r ts combu stion , propersafety mea rsu e s mu st be employed when u sing it or ase rious fir e haza rd is cr eated. MAKE CERTAIN THATALL CI GARETTES ARE COMPL ETELY EXTINGUISH­ED BEFORE USING THE SYSTEM and warn your pa s­sen ge rs of the dan gers of s mok in g wh-il e oxygen i sbein g u s ed.

Operation of Oxygen System (BEECHCRAFT)

1. To pla c e th e oxy gen sys tem in operation , SLOWLY open th e.s h u toff va lve on th e oxygen con sole panel. (T h e s hu to ff valve. on the oxy gen cylinder mu st a lso b e open.)

-- <..........:..

5. To clos e do wn th e oxy gen sy stem , close the shutoff va lve on "the oxy g en con sol e pan el , and with one or more ma sks s ti llplu gged in , a llo w th e oxygen to drain from the low pre ssure ...side of th e sys tem, th en unplug a ll masks . ,

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CAUTION

If e ith er sh u to ff va lve i s opened too rapidly , th e re­gu la to r di aphragm may be ruptured or oth er dam a g e com­mon to hi gh pressu re oxy gen sys te ms may occur.

2. In s ert an oxy gen ma sk plug-in coupl in g into an o xy gen outlet.3. Chec k for a flow of oxygen into the ma sk by clo sing off the

op ening from th e br eath er bag to the mask , noting that the ba gexpan ds . Changes in flo w rate will be made a u to ma ti cally wi thchanges in pressu re a l ti tu de .

4 . Ad jus t the oxygen ma sk to th e fac e to preven t the es c ap e ofoxygen in to the c abin.

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Cl"usuol Operat i n g Con d i t i fJ, ,,s

.. #.~ ; •..... . SECTION V , ',- .. '

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The information in this s e c ti on of your handbook is presented" toenable you to form in advance a definite plan of action for copingwith any unusual s i tua tion which could re a sonable occur in theop eration of your a irpl a ne . A careful reading of thi s section willpro ve in valuabl e not only in knowin g what to do in a particulars i tua tion , but al so in formulating your own plan of action fo r an yoth er s i tu a tion you feel may be encountered.

The p erformance graph s coverin g th e information in this s e c tioncan be found in Se c tion VI ; p erformanc e s pe c ifi ca ti on s a nd limi­tations in Section III.

SHORT FIELD TA KEOFF

For a minimum-run take-off, u se 20-degre e fl aps . Th i s ex tens ion canbe judged quite a c cur a tely from the pilot' s po sition by low ering th e

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)

- - - - - - - - - - - --;--- - -~- -

fl ap s until the 20- degree lin e on th e l eading edge of th e left fl aplin e s up with the wing tra iling e dge . Never use over 20 -degree flapsfor take-o f f. Ho ld the airplane wi th th e brak e s a nd run th e engine upto full power, th en rel ea s e th e brak es. During th e gro u nd run somerigh t ru dder will be re qu i re d, but do not us e br ak es. At lift-offs p e ed, s moothly and ra p id ly apply back pressu re on th e con tro l

' wh e e l to as s ume a no s e -h i gh atti tude s o th a t yo u bre ak gro und ass o on a s min imum fly ing airspeed i s reache d . As Soo n as you br eakgroun d, retra c t th e gear and drop th e no s e s ligh tly to gain a safeairs pee d . Retract fl aps only a fte r reaching a safe a l ti tude, and co n­tinue with the norm al take-off and cl i mb pro c edure.

OBSTACLE CLEARANCE TAKE-OFF

Wh en y ou mus.t o btain ma x imum altitu de in rrurnrnum hori z ontald istan c e , us e th e be s t ang le -o f-climb s peed s hown on th e gra ph foryour a l ti tu de . As with any airplan e, th e best angle of cl imb isachieved only s l i gh t l y above stall in g sp e ed; th ere fo re, you shouldconsider th i s an em erge nc y techni que .

Use th e same p ro c edur e s a s for a rrururnurn- run or s ho rt fi eld tak e­o ff , to the poin t of a ssu min g a nose-high atti tu de. Do no t assumeth e no s e-h i gh attitude un til re aching mini mum fly in g a i rs pe e d. Clea rth e ground, re tract th e gear, and a s s oon a s y our s e le c te d ai rspe e dh a s be en reac he d, hol d i tro obta in th e ma ximum a ngle of climb un til .th e o bsta cle i s cl eared . Th en accel erate to no rma l climb s pe ed , re ­tract flap s only after reaching a s a fe a l ti tu de , a nd co ntinue with thenormal take-off an d clim b procedure .

MAXIM UM ENDURANCE

As an emergency me a sure , if cir cum stances d emand that y ou s taya loft as lon g as po s sibl e , y ou can decrea s e fu el con sumption byleanin g the mi xtur e beyond th e best power se tting. As you l eanpa st bes t power, your a i rspeed will d rop an d th e en gine wi ll op er ates l igh tly rou gh . Adva nce the mixture ju st enou gh to s ta bilize youra irs peed. Be ar in mind that operating your engine in this mannercould result in reduced engine life or engine damage .

5-2

BALKED LANDING

Make th e deci sion to go around a s early a s po s sible in the landin ga pproach to pro vid e a safe margin of airspeed and altitude . Thego-aroun d pro c edu re i s a normal maneu ver and doe s not become anemergen cy procedure unl e s s it i s s ta r te d . too late. Ac cur a cy of judg­men t a nd early re co gni ti on of the need to go around are important ;th e s e a re d e velop ed by practic e . The go-around procedure i s a sfo llows :

1. Propel Ier - high rpm .2. Throttle - take-off power.3. Landing gear' - "UP" when fully airborne.4. Mixture - FU LL RICH.5. Airspeed - best angle-of-climb speed.6. Trim - ho ld forward pressure on the col umn until you have time to retrim.7. Flaps - IIUP" after gaining safe altitude.8. Elevator trim tab - reset as needed.9. Continue normal climb procedure.

With th e appl i ca tion of full power , particularly with considerabletrim a nd a loadin g near the forward center of gravity limit, the ele­vator for c e s may becom e quite h ea vy. How e ver , do not attempt tore trim th e airplane, until you a re in th e cl ear.

If c i rcums ta nces permit y ou 'to watch th eir po sitioning, bringing theflap s up to 20 ° a s s oon as y ou h a v e applied power will be of someben efi t in ga in ing spee d wi thou t sac ri fi ce of lift. Do not attempt torai s e th e flap s , ho we ver, if y ou a re in tr affic o r have ob staclesah ead which must be cl e ared.

CROSSWIND LANDING

Landing in a cros swind .presents no s p e cial problem except thee l imin a ti on of drift corre ction at the proper moment to a void touchingdown in a s ki d . Generally , les s flap s houl d be u s ed , s i nce s ta ll a ndground handling characteris ti c s in a s t ron g cros swind a re le ss de ­sirable with lull flap s. Approach th e runway with cr ab, but eliminatemo st of th e cr ab on n earing th e runway , replacin g the cr ab with anupwind, wing-low attitude. Touch down eas i ly 'on th e low main wh eelwhil e flying a i rs pee d . re ma ins, arid allow the a i rpl ane to s e t tlesmoothly to th e runway to preserve directional con tro l. .If ex ce s siv e

5-3

~ II

cra b should remain ju st prior to touchdown , eliminate i t a s much aspo s sible a t the point of to uc hdown by th e use of ru dd e r. If exces sives ki ddin g '?pp ears imminent, make a coordinated turn to realign wi ththe run way a nd drop you r upw in d win g to correct the tendenc e todrift.

GLIDING RATIO

The gl i ding di s tanc e ta ble in Se c tio n III gives th e ho ri zontal di s­tan ce fo r gl ide. Max imum glide di s tan c e i s obtain ed with th e pro ­p ell er in the low rpm po sition and main tainin g an optimum a i rs peedas indi ca ted on the glid in g di stanc e tabl e. In a ll ca s e s , 1/ 8 mileha s be en s u btracted from no- wind and h ead-wind gl id es to ge t y ou toy our fi eld wi th 50 fe e t a l ti tu de, a nd 5/8 mil e ha s be en s ubtrac t e dfrom tai l-win d glides to a llow for a tu rn in to th e win d, endi ng th eturn at 50.feet altitude . Whe ther you cho ose to land wi th yo ur wh e e l sup or do wn d ep ends upon the fi eld you a re go ing into a nd how muchtime you h a ve to look it over. A wh e els -up la n din g wi ll us e up le s sdi s tanc e on th e gro und, a n d th e dam a ge don e fre quen tly will be l e s sth an th at re sul tin g from a colli s ion by runnin g into a ditch or hol ea t high s peed.

GEAR-UP LANDING

If y ou a re to mak e a gear-u p landin g , mak e a normal a pp roach, andif po s s ibl e , choos e a h a rd s ur fa ce to land on . Av oid a gear-up land ­ing on s oft ground , due to th e tendency of s od to roll up in to chunk sand damage th e underside o f th e fu s e lage. Use the following pro­c edure:

1. Seat belts - secured.2. .FIaps - 'as'requ ired.3; During flare-out - close throttle, move mixture con tro l to IDL E CU T-OFF,

and turn fuel selec tor valve to the "OFF" position.4. Just before tou chdown - all switches OFF.5. Get clear of the airplane as soon as i t stop s.

5-4

. - - -- - - - - - - ..

LANDING GEAR EMERGENCY EXTENSION

A landing gear handcrank i s pro­vi ded for lowerin g th e gear man­ually i f th e el ectri cal sy s tem failsor if you wi sh to do s o for s omeother reason. The hand crank i sdesigned only to lower th e gear;y ou s houl d not attempt to re ­tract it manually. Th e follow ingproc edure s hould be used:

1. Land ing gear circuit breaker - OFF.2. Landing gear switch - "DOWN" position .3. Move the handle into the crank ing position, and turn it counterc lockwi se as

faras possibl e.4. Check mechanical indicator or with tower to ascertain that gear is down.

ENG INE FAILURE

E ng i ne failure due to improp er op eratin g techniques may begua rded aga ins t by a lways e mp l oy ing correct e n gi n e op eratin gp ro cedures a n d ob s erv in g e ngi n e o p e ration limita tion s . Al ­thou gh engine failure du e to mechanical caus es i s seldom en­counte red, lo s s of fuel flow or an ignition sys te m discrepancy wouldbe th e most probable cause. If en gin e failur e i s indicated, landas s oon as pr acticable .

Imm ediately on notin g any condition which wou ld point to immin en t

eng ine failure , s u ch as los s o f power, los s of fu el flow ., rough run ­ning en gine, e tc. , s l ow th e a i rpl an e down, an d if a l ti tude permits ,proc e ed as follow s:

1. Switch fuel tanks - check selector visually.2. Check fuel pressure; boost pump - "ON" only if pressure is low.3. Mixture - FULL RICH, then leaned to altitude, if necessary.4. Propeller - FULL HIGH RPM. .5. Ignition switch - IIBOTH."6. Battery and generator switches - liON."

I

'"

" 1

/ 1

In the event that accompli shment of the preceding steps does notcorrect th e di screpancy and a forced landing appears advisabl e , ors h ou ld th e engine fai l comple tely, prepare for a forced landing asfollows:

1. Mi xture control - IDLE CUT-OFF.2. Thro ttle - CLOS ED.3. Ign ition switch - "OFF."4. Fuel selector valve - " OFF."5. As speed drops, lower nose and maintain ai rspeed for best gl ide di stance.

For maximum glide, if possible, propeller should be in high pitch (low rpm).

ENGINE FIRE DURING FLIGHT

In case of fi re in th e engine compartment durin g flight , pull the redn YE NT SHUTOFF" control on the outboard s ide of th e left s u b­panel to s e a l off all heating sys tem openin gs and prevent s mok e andfume s from en te ring th e cabin . Shu t down th e engine as follows a ndmake a forced landing:

1. Mixture - IDLE CUT-OFF.2. Fuel selector valve handle - "OFF."3. Ignition switch - 110 FF." .4. Battery master and generator switches - 1l0FF." If the electrical system is

not functiona l, gear may be lowered manually.5. Throttle - CLOSED.6. Do not attempt to restart engine.

TERRAIN FLYING

Besides being ' a wa re of low er tak e-off, climb, an d landin g perfor­mance a t higher field el e va tions, you s hou ld prepare yourself for un ­expected weather condition s and other phenomena which prevail overmountainous , high altitude country. .

Standin g wave s , which occur under th e ri ght combination of mete­orological an d terrain conditions, pr e sent s e ve re updrafts, down­drafts , and turbul ence . The intensity of the turbulence i s variableand may be in the order of th at experienced in thunderstorm.

Air flowing over ridge s and down s lopes produces areas of reducedatmospheric pre ssure . Sin c e your altimeter and .r a te of climb indi-

5-6

cater are barometric ins trumen ts, .your al tirn e ter will show a readin ghigher than you actually are , and your rate of climb indicator m,aybe s ho win g a climb when actually you may be losing altitude. Al sothe closer y ou are to a ridge, the greater is the error.

Another factor to consider is heavy rain, which caus es a film ofwater on the windshield and changes its refractive characteristic s .Un de r the se co n di t ions, a distinct ridge may appear to be low er thanit actually is.

In gen eral , you should allow considerably more clearance th an youanticipate you will need, when flying over rugged terrain. For fur­ther information on thi s subject, it is suggested that you readTerrain Fly;ng, obtainable from the Superin tenden t of Do curn enrs ,Washington , D: c.

5-7

•

II

SECTION VI

Operational Data

All operational data, in the form of graphs or diagrams, are grouped

in this section of your owner's manual for quick easy reference. The

data are grouped a s nearly as possible in flight s equ en c e . For your

convenience , a table of contents is included below.

A carefully detailed and analyzed flight plan will enable you to real ­

ize the maximum benefit from your BEECHCRAFT Debonair. I n

using th e graphs , bear in mind that allowances have been made for

warm-up , taxi , take-off, climb, and a 45-minute reserve based on

holding at 45 % maximum continuou s power.

Having made a fligh t plan bas ed on e stimates taken from the graph s ,

you s hou ld ch e ck you r actual performance an d review the differ­

ences between y ou r forecast conditions and actual conditions during

the flight , so that your future es tima te s may be more accurate.

TABL E OF CONTENTS

Graphs

Normal Take-0ffShort Field Take-OffNormal Climb .Time to Climb .Manifold Pres sure vs RPMCli mb Ai rs pe eds .Fuel Consump tion vs HPAltitude Con vers ion .Cruis e Op er ation .Range Graph s , Varying PowerMaximum Sa fe Cross·windsTurbulent Ai r PenetrationFlight Load FactorsNorm al LandingShort Field LandingHorsepower Se t tin gs Chart

Page

6-26-36-46-46-56-66-76- 86-9

· 6-10· 6-14. 6- 15· 6-16· 6-1 7· 6-18· 6-19

6-1

I

t

NOR~AL TAKE-OFF SHORT FIELD TAKE-OFF

DISTANCE OVER 50 FEETDISTANCE OVER 50 FEET

ASSOCIATED CONDITIONS

ASSOCIATED CONDITIONS

POWER TAKE -OF F POWER

POWER'-- --.:TAKE-oFF POWER

FLAPS:.- ~20°

FLAPS UP RUNWAY"'--__---'PAVED, LEVEL, DRY SURFACE

6-3

o. 10 20 30

HEAD WIND - KTS.

t '

: -H-t-'...j...

I ' .-r-r I

·f=F.·22 24 26 2'8 30 0

WEIGHT - 100 LBS .

PROCEDURE TAKE-oFF SPEED: 62 MPH (lAS)SPEED AT 50 FEET: 67 .MPH (lAS)

GROUND RUN__GROUND RUN IS APPROXIMATELY 76% OFDISTANCE OVER 50 FEET

11 EXAMPLE: FOR AN AIRP ORT-j ALTITUDE OF 2000 FEET, AN ~,; ~, 8' :llmEffinrn~~

OAT OF 75°F, A TAKE-OFF ::t - t

WEIGHT OF 2800 POUNDS AND ~~Hm+ '""TTt· E: S: =1tSlimttili1A HEAD WIND OF 10 KNO'TS 4, l+l- .tt + +++-I+++-J...J-+...J.-.l-l.-jTHE TAKE-OFF DISTANCE OVER ij- '+ -r.-t.+-f -+H-t'H - H+.LJ-

A 50-FOOT OBSTACLE IS 1170 - -W-·+-I--l-+-++- .- I-l--l--l-U

FEET-=F - ,j-f- .

.r-

....

I 3000,

"

~

I ......

I , I! I'

I 2000

o10 20 30

HEAD WIND - KTS

7000

-f+! ' ,

: ,

6000

22 24 26 28 30 0

WEIGHT - 100 LBS.

. -1+

2'0 40 60 80 100

OAT _ of

STD. HI+-t-H~

TEMP. i-I+++-I~- .

PROCEDURE __ TAKE -OFF SPEED: 70 MPH (lAS)SPEED AT 50 FEET: 85 MPH (l AS)

GROUND RUN __._ GROUND RUN IS. APPROXIMATELY 78% OFDISTANCE OVER 50 FEET .

RUNWAY PAVED, LEVEL, DRY SURFACE

o

. - t-t+ + + 'ie-H -+++--l- I-I

~H1 .=tJJ:I:i l=l:±±L I

.. EXAMPLE: FOR AN AIRPORTI ALTITUDE OF 2000 FEET, AN

I OAT OF 75°F, A TAKE-OFF. . WEIGHT OF 2800 POUNDS, AND. . A HEAD WIND OF 10 KNOTS,

THE TAKE-OFF DISTANCE OVER.. A 50-FOOT OBSTACLE IS 1900

FEET.:r·tt:tt:::t:ttt

6-2

. I

( ,.-------/

I

NOH.MAL CLI.MB .MANIFOLD PHE S S lJHE v s HP.M

GROSS WEIGHT 3050 LBS.GEAR AND FLAPS UP

BEST RATE-OF-C~B SPEED

200 400 600 800 '1000

RATE OF CLIMB - FT/MIN

0000C"I

00~

C"I

0

~ ..C"I

00Lt:lC"I

~

0 ~0 I-q<C"I

QI'ilI'il~tn

0

~0C':)C"I

~I'il

00C"IC"I

00.-4C"I

oooC"I

oo0)

0.-4C"I

+++++

t-

~r --1-+-H - H --H+++-1--++J-

- t I-++J-!+ffi-

II I

1200

I !

SERVICE CEILINGSLIGHTLY LOWER WITHOPTIONAL THREE-BLADEDPROPELLER.

, 'i , i

II i,, ,II

TI1t#E TO CLI~BGROSS WEIGHT 3050 LBS.

GEAR AND FLAPS UPBEST RATE-OF-C~B SPEED

, I

, .

" U-.:.- '"

SLo

5000

5000

15000

10000

15000

10000

-, ,

. 1

6-4

SLo 5 10 15 20 25 30 35 40 45 50 55 60

TIME TO CLIMB - MINUTES DH .N! - aanssaaa O'IO.!IINVW

6-5

. ., I

III

CLI~B AIBSP E E D S

1

FlJEL CON S lJklP TI ON vs HP

E-l 24000r:ilr:ilJi:.l

Ir:il0 20000~E::H<§

16000

~BEST BEST

ANGLE RATE

ES OF OFrJ) CLIMB CLIMB

SPEED SPEED12000

tllffiiEmffiml GROSS WEIGHT 3000 LBB.1-1 GEAR AND FLAPS UP

I-i

II

JI

I

4000

70 80 90 100 110

--

Z<ri:lCr:il~

~0

~:::i0

o<l

Ji:.l t:RI.t:>

Ji:.l I:-

0I

ea t:R- - 0

....: I:-

E-lt:RI.t:>CD

<g- CD

t:RI.t:>I.t:>

I

<gI.t:>

- t:RI.t:>'<l'

-

_.

0I.t:>N

0C")N

0.-4N

00>.-4

P::ri:l

0 ~::::; Pi

ri:lfQ0II::

0 ea~

P3l!l

0

~

o0>

INDICA TED AIRSPEED - MPH

GO.-4

o.-4

6-6

'MIlaR mId SNO'I'IVD MO'I.!I 'I:3:Il.!I

6-7

(

II

IilLTITlJDE CONVE R SION CBlJlS E OPERATION

GROSS WEIGHT 3050 LBS.EXAMP LE : IF AMBIENT TEMP. IS 80°F ANDPRESSURE ALT. IS 4000 FEET. THE STAND­DARD ALT. IS 6000 FEET AND 1//<1 IS 1. 093

1--1 :

200

j

l =_

180

:; ; ;. , -rH-f-

' . ~.., W~-H+H', I I 'I • -;-+-t-R=FFF

+t+J-Elftj

- :1:1=160 '140

__ .l:120

H-

1. 44

1208040

t.

1. 40

':;o1"++-ri-t.;..'f':""';-;---do-J-;-:....:-1 1. 381. 361. 34

:A9-H-+7-8-T---kr<=+++-~'+-J-..w-i-i-i-1 1. 32

1. 301fjjj;;~jj;;fTI:J±km~~f-8;~W~ 1. 28

1. 26

.~mm~ffiBf~~~f8~±H~ 1. 241.22

;r-1-;-'--7."'f-l--!-~~~p...:....LL,J...I.,i....:J.J1. 20

1. 18

1.16

1. 14

~~Ht;?'++b~d±~lli~±:±J 1. 12

TAS = CAS X liver

o- 40

4

11' --

0 _ _

--80 '

ooo....

III

'JI

!I :;: II : ~ : : I:: rrrI IItit I iii II1·.II!.!I:LBilJf±±fl' ilftLHlluJ! 1-60 - 40 - 20 0 20 40 60

TE MPERATURE

T RUE AIRSPEED -MPH

6-8

+ttfffitiwt+t+i-; h-i-!-,

! ! I !! ! i i i r l! I ! ; I ; i I I I I

50% MAXIMUM CONTINUOUS POWERGROSS WEIGHT 3050 LBS:

FUEL CONSUMP TION - 9.00 GAL. / HR.CLIMB POWER - 2500 RPM @ 25 IN. H G TO 4000 FEET

2500 RPM @ FULL THRO TTLE ABOVE 4000 FEE T ~

RESERVE BASED ON HOLDING @45% MAXIMUM CONTINUOUS POWER tittt titt, I+ +'H -I'-H -+-f-+-+-H , . - HT+-:J= ' -1-~ - - t':f --tt+ ~: -H

~J-Ll- .L; ' ~~t~(- '~:d~ :~t+RtfJ+=1=Ltt.t5= ,E

j~f=l±-HI' '.: ' ~ ±#±+' ' tlr-' ~m- :

B-H++.T +++ + . ' ,+H+H+++t+t-l-++fH-j-++t+t+t·J

t-+-i-++-++++-f-H++++Hti~ -L- ~I _ ' , '_.. '-+- , ..+-+ : f2 - =trtTtUtttttttt.ttnttttr _&-=::=. rt:ttF'.Lt:J±i±:r±'l:t l li~ tt~l~j=~L1+ t-ttttt++-H +-++ +-+-1" ," I f ,H-H+H+H+H+ ~1 t +-h-t lH- I1

-I -l--I--1-+-J--L-!--l-L

r:++S+Hi-;-;

- 1-

r=::=-

4000 ll1iTR=i*~::t+rn=R:i=f-R=t1i~:t±tb::l±±:B:tthiffiIfg:±B:f±f+tf-H+ +-I-I--+'-+--'--'t-+-+-:-+~ -i--l--'-;t

12000 f--,---,-~~$~~~~~~~~~~~~~mmmtttffit#ffi

E-Ir>::lr>::l~

I

~~E::~§

~800

9"-~

o

~ ' .1..l-+-l-H-.L.L I " : : , ' , , ' __

' I I I ll±±±Htb:±±t±tJ±llitJ-+++-i-- ~ I " , =H±i=H+Jj:-H+l-fi+m" +-H- ,. , . t=f++.++: .:: ,:: I -r: . . " ,

200 400 600 800 1000 1200

RANGE - STATUTE l\IIlLES

t-

--l--L.l, ' I !

~+-tt+t++t+H i I I I

8000 1+JIFFFFFFR+R161 MPH (TAS) ~

E-Ir>::lr>::l~

I

r>::l

~~..:l<§<f@<E-I00

II !: J I I I

LL

+-t-

-+

165 MPH (TAS)

,-1

~~~

1 1 1 1 ! 1 1 4+

200

i1j iUfB±J-J:lttt1,152 MPH (TAS) +++

400 600 800 1000 1200

9"-~

~ RANGE - STATUTE MILES

~~

.,:';j,

9"-.....tv

~~~+;~tp=!$#t:iW~-~ 'T t=FFh I "

E-<Pi!Pi!~

; 1T+±t:I-H-t-±-t±t±±l:±:t++,-r-;-t-H--T-I 1I I I I I I I I I 1H-tt-lii+t+t+H I I

Pi!

§E-<E=:~

<@

~<E-<rn

PH-(TAS}=FH+tf-m=F

tH±j±L-+±l±l±t:t~ 1- 1--1--1- 1-1-+--.1--1-1-1- +-1 I I I I I I I I++-l I I I I I " I I I I

~~~

. . 1-;-4

RANGE - STATUTE MILES

Ii , H-H+iW~f±l±j-

75% MAXIMUM CONTINUOUS POWE RGROSS WEIGHT 3050 LBS .

FUEL CONSUMPTION 13.43 GAL / HR.CLIMB POWER - 2500 RPM @ 25 IN. HG TO 4000 FEET

I=t::I=\:t!::tt 2500 RPM @ FULL THROTTLE ABOVE 4000 F EET1=t::I=\:t!::tt45 - MIN. RESERVE BASED ON HOLDING @ 45% MAXIMUM CONTINUOUS POWER

~~~

," ,

I I i

I

0).0::>o 0

° ' °> >r' r'

,: 1 ~ lii

t.:l- ' C]1

l. LlLi iTT iT t Tt Li ,185 MPH (TAS)

;1±:1

I I I II I I I180 MPH (TAS)

183 MPH (TAS) ,' ,

mao.., ~=> ' 0-- ~ I >:-

"177 MPH (TAS r' =

E-<Pi!Pi!~

I

Ii::l 60000::>E-<E=:~

<@ 4000

-e§<E-<rn

2000

o

fi i iHJI IIII 1

1111

1 11. - 174 MPH (TAS)

200 400 600 800 1000 1200

9"-.....UJ RANGE - STATUTE MILES

\ .:--.- '~ -

~~i~~

~~~

~§~

C1Io

,;..o

c:.:>o

~o

WIND VELOCITY - MPH

~

oo

~o

,;..o

s__.t~l±±lT0 W+W_l- ' ttt o~

+- -l+ ~ - , ~ t:l~- H- -! - - ~~ -

H H - , I ~ (') tt1tttEB: ,

::; , I-jo '

~>~~It:lL::lo~L::lC1.l

9'....~

~i~~~

~

~

~~~~

=~

240

220

-L..LU..:..LJ.­(RE D LINE )

200

220

DANGE RSTRUCTURAL

DAMAGEOR FAILURE

200

180

180

160

DANGER~, ' "STALL~

160

140

140

120

GROSS WEIGHT - 305 0 LBS .

lVIINIMUM WEIGH T - 2044 LB S.

120

10080

100

I-,--

SAFE !RRl

CALIBRATED AIRSPEED(MPH)

CALIBRATED AIRSPEED(MPH)

C\~VI

---,-~,

FLIGHT LOAD FACT ORS lVOHItlAL LANDING

GROSS WEIGHT - 3050 LBSDISTANCE OVER 50 FEET

6-17

2500

500

1000

1500

~~C)Z~P=:~~~

I P=:

, , I

~

WEIGHT - 100 LBS. HEAD WIND - KTS

II

I

- f -t-+-1-J-!-- l-l-1

STD.. TEMP.

I-t+-++-H-l- -

_ i++~f- I--I- '

--

EXAMPLE: FOR AN AIRPORTALTITUDE OF 2000 FEET ANOAT OF 75°F, A LANDING

- WEIGHT OF 2600 POUNDS , ANDA HEAD WIND OF 10 KNOTSTHE LANDING DISTANCE OVERA 50 FOOT OBSTACLE IS 1550 t:E=EEllilliF EET +=

RUNWAY .PAVED, LEVEL, DRY SURFACE

FLAPS -.:300

ASSOCIATED CONDITIONS

.P ROCEDURE __APPROACH SPEED AT 50 FEET: 85 MPH (IAS)TOUCHDOWN SPEED: 67 MPH (IAS)

GROUND ROLL _GROUND ROLL IS APPROXIMATELY 57%OF DISTANCE OVER 50 FEET

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6000 FEET4000 FEET

22.0 - - - - ---- - 20 75 169.0, 21.8 ---- ----19.9 21.3 ---- 65 146.0 19.5 21. 0 ----17.8 19.0 21.3 55 124.0 17.5 18.6 20.915.6 16.6 18.8 45 101. 0 15.3 16.3 18.4

22.4 ---- ---- 0 75 169.0 22.1 ---- ----20.1 21.7 --- - 65 146.0 19.7 21. 3 - - - -18.0 19.2 21. 6 55 124.0 17.7 18.9 21. 315.8 17.0 18.9 45 101. 0 15.5 16.6 18.6

22.7 ---- ---- +20 75 169.0 22.5 ---- ----20.4 21. 9 ---- 65 146.0 20.1 21. 6 ----18.2 19.6 22.0 55 124.0 18.0 19.2 21. 616.0 17.2 19.2 45 101. 0 15.7 16.8 18.9

23.0 ---- ---- +40 75 169.0 22.8 ---- ----20.7 22.2 --- - 65 146.0 20.4 21. 9 ----18.5 19. 8 22. 3 55 124.0 18.2 19.5 21. 916.2 17.4 19.4 45 101.0 15.9 17.0 19.1

23.4 ---- ---- +60 75 169.0 23.1 ---- ----21.0 22.6 ---- 65 146.0 20.7 22.2 ----18.7 20. 0 22.6 55 124.0 18.4 19.7 22.216.4 17.6 19.7 45 101.0 16.1 17.2 19.4

23.7 ---- ---- +80 75 169.0 ---- ---- ----21. 3 22.9 ---- 65 146.0 21.0 22.5 ----19.0 20. 3 22.9 ' 55 124.0 18.7 20.0 22.616.6 17.8 19.9 45 101. 0 16. 3 17.5 19. 6

24.0 --- - ---- +100 75 169.0 ---- ---- ----21. 6 23.2 ---- 65 146.0 21. 3 22.9 ----19.3 20.7 23.2 55 124.0 18.9 20. 3 22.916.9 18.1 20.0 45 101.0 16.6 17.8 19.8

MPAT MPAT MPAT MPAT MPAT MPAT2450 2300 2100 OAT % 2450 2300 2100RPM RPM RPM OF BHP BHP RPM RPM RPM

SEA LEVEL 2000 FEET

22.7 ---- ---- -20 75 169.0 22.3 ---- ----20.7 22.1 ---- 65 146. 0 20.3 21. 7 ----18.5 19.8 22.2 55 124.0 18.1 19.4 21. 716.4 17.5 19.5 45 101.0 16. 0 17. 0 19.1

23.1 ---- - - - ... 0 75 169.0 22.8 ---- ----20.9 22.3 ---- i 146.0 20.5 22.0 ----18.8 20.1 22.5 124.0 18.1 19.7 22.016.7 17.7 19.7 45 101.0 16.2 17.2 19.3

23.4 ---- ---- +20 75 169.0 23.1 ---- ----21.2 22.8 ---- 65 146.0 20.8 22.3 ----19.0 20.3 22.8 55 124.0 18.6 19.9 22.416.8 17.9 20.0 45 101. 0 16.4 17. 5 19.6

23.8 ---- ---- +40 75 169.0 23.4 ---- ----21.4 23.0 ---- 65 126.0 21.1 22.6 ----19.2 20.6 23.1 55 124.0 18.8 20.2 22.717.0 18.2 20.3 45 101.0 16.6 17.7 19.9

24.1 ---- ---- +60 75 169.0 23.8 ---- - -- -21.8 23.3 ---- 65 146.0 21. 4 22.9 --- -19.4 20.9 23.4 55 124. 0 19.1 20.4 23.017.2 18.3 20.5 45 101.0 16.8 17.9 20.1

24.3 ---- ---- +80 75 169.0 24. 0 ---- ----22.1 23.7 ---- 65 146.0 21. 7 23.2 ----19. 8 21. 1 23.7 55 124.0 19.1 20.7 23.317.4 18.7 20.8 45 101. 0 17.0 18.2 20.4

24.7 ---... ---- +100 75 169.0 24.3 ---- --- -22.3 23. 9 ---- 65 146.0 22.0 23.6 ----20.0 21. 3 24.0 55 ' 124.0 19.6 21. 0 23.617.6 18.8 21. 0 45 101.0 17.2 18.4 20.6

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EXAMPLE: FOR AN AIRPORTALTITUDE OF 2000 FEET ANOAT OF 75 0 F, A LANDING

WEIGHT OF 2600 POUNDS; AND tEs=fEtEEatiwEtllirn=atJA HEAD WIND OF 10 KNOTS +- 3000THE LANDING DISTANCE OVER ++-f--+-1-+-+-H -+-+-I--I-J-J -I--J-

A 50-FOOT OBSTACLE IS 1060FEET

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SHORT FIELD LAN D IN GDISTANCE OVER 50 FEET

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ASSOCIATED CONDITIONS

FLAPS ~30°

RUNWAY PAVED, LEVEL, DRY SURFACE

P ROCEDURE APPROACH SPEED AT 50 FEET: 78 MPH (IAS)TOUCHDOWN SPEED: 67 MPH (IAS)

GROUND ROL L__GROUND ROLL IS APPROXIMATELY 49.5%OF DISTANCE OVER 50 FEET

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6-18 6-19

TIiOH!t~POWEII S E T TI N GS CHA.RT SECTION VI I

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MPAT MP AT MP AT MPAT MPAT MPAT2450 2300 2100 OAT % 2450 2300 2100RPM . RPM RPM of BHP BHP RP M RP M RPM

8000 FEET 10, 000 FEET

21.0 ---- ---- - 40 75 169.0 - --- ---- ----18.9 20.2 ---- 65 146. 0 18. 6 20.1 ----16. 9 18.1 20.3 55 124. 0 16. 5 17. 3 19.914.8 15.8 17.7 45 101. 0 14.5 15. 5 17. 4

21. 5 ---- ---- - 20 75 169.0 ---- ---- ----19.2 20.7 ---- 65 146. 0 18.8 - - -- ----17. 1 18. 3 20.6 55 124.0 16. 8 18. 0 ----15.0 16.1 18.0 45 101.0 14.7 15. 8 17.6

---- ---- ---- 0 75 169. 0 ---- ---- ----19.6 21. 0 ---- 65 146.0 19. 1 ---- ----17.4 18. 6 21. 0 55 124. 0 17.0 18. 2 ----15.2 16.3 18.2 45 101.0 14.9 16. 0 17. 8

---- ---- ---- +20 75 169. 0 - --- ---- - ---19. 8 21. 3 ---- 65 146. 0 19.5 ---- ----17.7 18.9 21. 3 55 124. 0 17.3 18. 5 -- --15.4 16. 5 18.5 45 101. 0 15.1 16.2 18.1

---- --- - ---- +40 75 169.0 ---- ---- ----20.1 21. 6 ---- 65 146.0 19.8 ---- ----17. 9 19. 2 21.6 55 124. 0 17. 6 18. 8 ----15.6 16.7 18. 8 45 101.0 15.3 16. 4 18. 4

-- - - ---- ---- +60 75 169.0 ---- ---- ----20.4 ---- ---- 65 146.0 20. 1 ---- ----18. 2 19.4 ---- 55 124.0 17. 8 19.1 ----15. 8 16. 9 19. 1 45 101. 0 15.5 16.7 18. 6

---- ---- ---- +80 75 169.0 ---- -- - - ----20. 8 ---- ---- 65 146.0 -- -- ---- - -- -18. 4 19.7 ---- 55 124.0 18.1 19.4 --- -16. 0 17.2 19. 3 45 101. 0 15.7 16. 9 18. 8

PREVENTIVE MAIN TENAN CE

P rev entive maintenanc e i s in part, the responsibility of the a i r­plan e' s owner or pilot . . . the best s e rv i c e facility is h el pl e s s untilth e a i rp l ane i s in th e s ho p with in structions to do the n eces sarywork . Th e purpose of thi s s e c tion i s twofold: first , to provide youwith the information n ece s sary for you to decide when the airplanes h ould be s en t to a s ho p; and second, to gui de yo u sho ul d yo uchoose or be obliged by circum stances to do some minor servicin gyourself. It i s in no s ens e a s u bs ti tu t e for the service s of yourBEE CH CRAF T Ce rti fi e d Se rvi c e Station.

Ca refully followed, the s u g ges tions and ' recommendations 10 thi ss e c ti on will help you k eep your BEECHCRAFT Debonair at peak

' e ff i ci e n cy throughout its long, u seful life.

I

Aw ar e of our re spon sibility to our cu stomers to in sure that goodservi cing facilitie s a re available to them , Beech Aircraft Co rpo ra ­tion an d BE E CH CRAFT di stributors and dealers have es ta blish e da wo rl dwi d e n e twork of C er ti fi e d Servi c e Sta tions. Service facilit ie s ,to qu alify for certification, are required to have a va i l a bl e s p e c ia ltool s de s igned to do th e be st job in the l eas t time, on BE EG-I ­CR AF T a i rplanes; to main tain a complete an d current fil e ofBE E CH CRAF T servi c e publication s; and to 'c a rry in s to ck a care­fully prede te rmined qu an tity of genuine BE ECHCRAFT parts. Ina ddi tion, k ey personnel mu st h av e factory tra ining in BE ECH­CRAFT s e rvi c in g techniqu es, as well as F AA certificate s in powerpl ant, airf rame , a n d radio main tenance. ,A C ertified Se rvice Sta tionmu st be an F AA-approved repa i r s ta tion or employ an A&P mechanicwith inspe c tion authorization .

BEECHCRAFT CERTIFI ED SE RVICE12 000 FEET,

---- ---- ---- -40 75 169.018. 5 ---- ---- 65 146. 016. 2 17.4 - --- 55 124.014. 2 15. 3 17.0 45 101.0

---- ---- ---- -20 75 169.018. 7 ---- ---- 65 146. 016. 4 17.7 ---- 55 124.0 NOTES

' 14. 4 15.6 17.2 45 101. 0Below 65% power use1.

---- ---- ---- 0 75 169. 0 under 2450 rpm for---- ---- ---- 65 146.0 best propeller efficienc y.16.7 17.9 ---- 55 124.014.6 15.8 17.5 45 101. 0 2. Do not exceed manifold

-- -- ---- ---- +20 75 169.0 pressur e and rpm limits---- ---- - --- 65 146.0 sh own on "Manifo ld Pres -16. 9 18. 2 ---- 55 124.0 s ur e VS RPM " graph.14. 8 16. 0 17. 7 45 101. 0

3. Temperatures sho wn are---- - - - - ---- +40 75 169. 0 OA'I'; altitudes are pres----- ---- -.... -- 65 146.0 sure altitude (altimet er17.2 18.5 ---- 55 124.0 set at 29.92) .15. 0 16.2 18.0 45 101. 0

---- ---- ---- +60 75 169.0 4. Check fue l pressure set-

---- ---- ---- 65 146.0 ting after each power

17. 6 18. 8 ---- 55 124.0 change.

15.3 16.4 18. 2 45 101. 0

---- ---- ---- +80 75 169.0---- --- - --- - 65 146.017. 9 ---- ---- 55 124. 015.5 16.7 18. 4 45 101.0

"

6-20 7- 1

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Ce rt i fi e d Ser vi ce S ta tions also benefit from frequendy s ch e dul edmechanic s ' training schools held a t BEECHCRAFT distributor s 'and deal e rs ' fac ili ties , an d fro m the vis i ts of fa c tory servi ce re ­presentatives , to the end that their personne l are kept informed ofthe l a te s t techni ques in servicing BEECHCRAFT a irpl a nes .

BEECH CRAFT SERVICE PUBLICATIONS

"T o bring the latest au thori tative in fo rma tion to BE E CH CRAF T di s ­tri butors an d deal e rs , an d to y ou as the own er of a BEECHC RAFTairplane, the Parts an d Servi ce Op eration s of Be ech Airc ra f t Cor­poration publi sh e s a nd revises as n eces s ary th e Owner/Fli ghtManual s, Shop/Main tenanc e Manual s , an d P a rt s Ca talogs fo r a llBEECHCRAFT airplanes, as we ll as Serv ice Bulle ti ns an d ServiceLetters . All of these pu blication s are avai la ble from your BEECH­CRAFT di s tribu to r or de a l er .

BEECHCRA FT PARTS AND SERVr CE OPERATIONS

Sh oul d a spe cial pr o blem arise concerning your BEECHCRAFT a ir­pl an e , your BEECHCRAFT di s t ribu to r o r deal er will s upp ly th e in­form a cion, or if necessary, h e will enlis t th e servi ces of fac to ryp er s o nn el , th rough th e BEECHCRAFT Parts a nd Se rv ice Op e ra ­t io ns. His qu ery will be a nswered by men who are th o rou gh ly fa- "mi liar with all parts of your airplane , and in a ddition to th ei r ownk nowle dge , may call on th e engineers who des igned it a nd th e ex ­p er t work me n who built it. T he P a rt s a nd Servi ce Operations ma in ­tain s service records c on taining a ll info rmation rec eived by thefa cto ry on a ll BEECHCRAFT airplan e s.

The work o f th e Parts an d Service Operatio ns a lso in cludes con­du c ti n g s e rvi c e sch ools fo r BEE CH CRAF T me chanics an d annualSe rvice Clini cs at th e facili ti e s of va rious BEECHCRAFT dis ­tr i butors a nd d eale rs , to which y ou will be invited to brin g yourairplane each y ear. During the Servi ce Clinic , factory experts willinspect your a irplane a nd give you a written report of their findings ,witho u t obliga tio n to you.

7-2

GROUND HANDLING

Kn owi ng how to handle the airplan e on the gro un d i s full y as im­po rt an t as knowin g ho w to handl e it in th e air. In a ddi ti on to taxiin g,pa rkin g an d mooring, y ou ma y find i t n ec e s s a ry to man eu ver yo ura irp lane in to a han gar by hand o r wi th a tu g, o r to ja ck up a wh eel.Doin g th es e jobs i s not difficult, but if th ey a re don e in corre ctly.s truc tu ra l dam ag e may re sult.

So that you may mak e c er tain a strange han gar wi th doubtful cl e a r­ances is adequate , th e th re e -vi e w draw ing on pa ge vi s ho ws theminimum han gar cl earan c es for a s tanda rd a i rplane . Yo u must ofcourse, mak e allowan ces fo r any s pecial radio an te nnas yo u h a yein s tall ed ; thei r h ei ght s ho u ld be che cke d an d noted on th e drawin gfo r fu ture re fe re nc e .

If you l ea ve your a irplane parke d ou tdoors, pr op e r ti e-down is goodin su ra n c e against dam a ge from s trong or gusty winds . A ti e-do wnlu g is lo c ated on th e low er s i de of each wing; th e tail lug se rves asa third tie-down point. After brin ging th e a i rp lane into th e d esi redpo si ti on (p refe ra bly facin g into th e win d) chock th e main wheels,

7-3

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for e an d a ft. T hen, u sin g nylon line or chain of s u ff i c ien t s tren gth,se cu re the a irplane a t the wi ng an d tail lu gs . Do not .overtighten.

Mai n Wh eel Jack ing

CAUTION

Do not push on the propeller or con trol surfaces. Do notplace your weight on the stabilizers to rai se the no sewheel off the ground .

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If it becom es neces s a ry to replacea wheel or ti r e, proc eed a s fol­lo ws : Ma ke certain the sh ock s tru ti s properly inflated to th e correctheight to prevent damage to th elanding gear door. Insert a mainwh eel jack adapter into the mainwh e el a xl e. If th e s tru t i s notinflated to the re comme n dedh ei ght it will be impos sible to in­sert the j ack a dap te r into th ema in wh eel axle . Ra i s e a n d low erth e main whee l a s nec es sary. As cissors-ty p e jack i s recomm end­ed .

SERVICING

The foll owin g serv i c e procedures will keep y our BEE CH CRAF TDebonair in top c on di tion between vi sits to your Ce rti fi ed Se rv i ceSta ti on . T h es e procedures were developed from engineering informa­tion , fac tory practice and the recommendation s of engine and pan ss uppl iers .

Magneto s

Ordin arily , th e ma gn etos will require only occa sional adju stment,lubrication an d br e ak er point replac em ent, which s houl d be done byyour Ce rt i fied Se rv ice Sta tion .

CAUTION

NOTE

Do not walk on th e win g walk while th e a i rplan e I S onthe main wh eel ja ck.

Towing

Your BE E CH CR AFT Debonair c an be man euvered into a hangar, o ron the ramp, with a hand to w bar. Th e tow bar i s a t ta ch e d to lugs onthe no se gear an d gives s uff i ci en t l e verage to turn th e no se whe elfor s tee ri ng. One man can eas i ly move the airpl ane on a s moo th an dlevel s u rfa ce with the tow bar.

In th e h angar or where movement is re stricted, two men c an pivotth e a i rp lane on the main whee ls : on e man s ho ul d be po sition edwh er e h e can p ush on th e wi ng l e adin g edg e or hold th e win g tip ,and th e other s hould handl e the tow ba r.

7-4

To be safe , tr eat th e ma gn ,etos as hot wh en e ver a s wi tchlead i s ' di s conn ected a t any point ; th ey do not haveinternal au toma ti c g roun di ng de vices . The magnetosmay be grounded by replacing the switch lead a t thenoi s e filter capacitor with a wire which i s grounded toth e en gine ca s e. Oth erwi se , all s p a rk plug leads s ho uldbe di sconnected or th e cable outlet plate on the re ar ofth e magn eto s h oul d be removed.

P rope ller Bl ade Maintenan ce

Due to th e high s tress es, to which prop ell er blade s are s u bj e c te d ,their careful maintenanc e i s vitally important. The daily preflightin spection , particularly of th e l eading e dge of each blade s h ould bemade and a ll nicks a nd s cra tch es s houl d be r ep aired before tak in goff. Ni cks and s c ra tch es s e t up concentration s of s tress which cane x c e e d th e s tre ng th of th e bl ade material an d ' cause a cr ack toappear in the blade .

7- 5

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F ortunately , good bl ade maintenance i s a s impl e matter an d needcon sume littl e tim e i f it i s don e regularly. Using a fine file andem ery cloth , carefully s moo th ou t an d polish all nick s and s cra tches;prope r dre s sin g of the s harp edges will reli eve s tress concentra ­tion s.

Oil System

Th e oi l level ·s hou ld be che cke d daily or befor e every fli gh t a ndrepl eni sh ed as necessary. The oil s houl d be ch an ged e very 25 hours

under normal op eratin g condi ­tion s. Und er a d ve rs e wea the rcondi tion s or con tinuou s hi ghpow er s e ttin gs, the oil s houl d bech an g ed more frequently . To dr ainth e eng ine s ump, remo ve th e ri gh thand engine acces s plate , and un­

s a fe ty an d remo v e th e s u mp dra inpl ug a t th e low poin t of theengine s ump ju st aft of th eeng ine a ir intak e. Before drainin gth e s ump, run th e en gin e until th e

oil rea ches ope ra ting te mp era tureto assure compl ete dr ainin g of th eoil. Refill the s ump, us in g engineoi l : as indi ca ted in th e Consum-a ble Mate rials Char t. T he s u mpcapacity i s 10 quarts.

The engine manufacturer recomm ends the u ~ e of detergent oil s(me eting Con tinen tal Motors Corpora ti on Spec i fi ca tions MHS -24 ).However, non-detergent oil s are a ccep ta bl e . When a ch an ge i s mad eto dete rgent oil , th e oil s h ou l d be dr ain ed a fte r five or ten hours ofoperation and th e oil pr e s sure s c reen che cke d. Ex cess ive s ludge in­dicate s that th e oil s houl d be ch anged an d th e s c reen rech ecked a tfi ve-hour in terval s.

Fue l Sy s te m

Th e leadin g edge of e ach wing hou s e s e i th e r a 24. 5-g allon (s ta nda rd)or a 40-gallon (op tion a l) fu el c ell which is to be s e rvi c e d wi th 80 / 87gra de fuel or n ext high er grade fu el if 80 /87 grad e fuel i s not a va il ­a ble . Th e total fue l capacity i s 49 gallons in th e s ta ndard con fig-

7-6

ur ation ; in th e optional , 80 gallons. E a c h optional 40-ga ll on fuel c ellco n ta in s a visual measuring tab below the ' filter neck to p errni tparti al fillin g wh en maximum payload i s de sired. The tab bottom in­dicate s 30 gallon s of fu el an d th e tab slot denotes 35 gallon s .

NOTE

Do not allow the fuel cells to remain completely emptyfor mor e th an a few day s , since this may result in crack­ing an d ch eckin g of the inner liner of the cell. If fuelcell s a re to be left empty for longer than a week, a thincoa ti n g of light engine oil should be sprayed, flushed orrubbed onto th e inner liner of the cells.

Th e fuel s t ra ine r on the bottom of the fuel selector valve sh oul d beremo v ed an d cl ean ed every 100 hours . Ordinarily , the finger strainersin th e fu el cell outlets s hould not require cleaning unles s there i s adefinite indication of for eign s ol id material in the cells or the a i r­pl an e ha s been s to re d for an e xtended period. At each 100-hour in­s pec ti on the s tra ine r plug s h ould be removed from the fuel injectioncontrol valve and the fuel injection control valve screen washed infre sh, clean solvent. After the s tra i n e r plug has been reinstalledand s a fe ti ed, the installation s h oul d be checked for leakage. Anyfuel lin es or fittin gs di s connected fo r maintenance purposes shouldbe capped.

Ser vic in g Th e Shock Strut s

The s ho ck s tru ts are fill ed with dry compres sed air and hydraulicfluid . To s ervi c e the s tru ts proceed a s follows :

1. Remove th e air valve cap , depre s s the air valve core, and allowthe strut to fully c ompress .

2. Rai s e an d block the s tru t 1/ 4 inch from th e compre s sed po sition . .

WA RNING

Do not un screw the valve body a ssembly until all a i rpre s sure ha s been released or it may blow off, causinginjury to p ersonnel or damage to equipm ent.

3. Slo wl y loosen the valve body a s s embly , mak e certain th at alla ir has e scaped, an d remo ve th e va lve body ass emb ly .

7-7

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4. Fill th e strut with hydrau lic fluid. (Refer to the ConsumableMaterial s Chart.)

5. Slowly extend the strut from the blocked position. Clean an dreinstall the valve body assem bly .

6 . Depres s the air valve core an d co mpletely compress th e strutto release exce s s air and hydraulic flu id.

7. With the airplane empty except for full fuel and oil, inflatethe s hock s tru ts until each main gear pi ston is extended3 inch e s and the no se gear pi ston is exten ded 3 1/2 inch es .

CAUTION

If a compres sed air bottle contaIDlng air under ex­tre mely high pres su re i s used , care s ho uld be takennot to over-inflate the strut.

8. Rock the ai rpl a ne gently to preven t s ti ckin g or binding ofthe s tru t .

9. Remove all foreign material from the exposed piston of theshock s tru t with a cloth moistened with hydraulic fluid .

Se rvi ci ng The Tires

The main wheel tires are 6-ply, 6 .00-6 tires and require 30 poundsair pres sure . The nose wheel tire is a 4-ply, 5.00-5 tire and re­quires 40 pounds air pressure. ·Main ta inin g proper tire inflationpressures will minimize tread wear and aid in preventing tirerupture caused by running over sh a rp stones and ruts. When in­flating tire s, visually inspect them for cracks an d breaks .

Se rvici ng the Brakes

Your Debonair is eq uipped with BEECHCRAFT ring-disc hydraulicbrakes . No adjustments are required, since the pistons move tocompensate for linin g wear. The brake discs s hould be checkedperiodically for small nicks or s ha rp edges which co uld damagethe brak e lining.

The brak e fluid reservoir, located on the forward s ide of the firewall, should be checked regularly and a visible fluid l e ve l main­tained on the dipstick (attached to the reservoir cap) at all times .

7-8

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rRefer to the Consumable Materials Chart for hydrau l i c flui d speci­fication .

Brake lining thickness should be checked at l ea s t every 100 hours .Lining wear che cks should be made more frequen tly if the own er' sparticular operation requires more than normal brake usage . Replaceanvil lining if worn to a thickness of 5/32 inch, as measured fromthe rubbing surface to the back of the lining c en te r. Replace pistonlining if worn to a thickness of 15/16 in ch, as measured from therubbing surface to the bottom of the me ta l support at the center.

Ser vi c ing The Ba tte ry

A 12-volt, 33-ampere-hour battery is located forward of the fire wallon the right hand side of the airplane. To service the battery, loosen 'the fasteners on the side of the box and remove the battery box lid .Add distilled water as necessary. Do not fill battery o ve r 1/2 inchabov e the separators . Periodically, check the specific gravity of

1. OIL FILLER NECKAND DIPSTICK2. OPTIONAL 40·GALLON FUEL CELL FILLER3. BATTERY4. BRAKE FLUID RESERVOIR5. STAN DARD 25·GA LLON FUEL CELL FILLER6. STATIC AIR PRESSURE LINE DRAIN7. FUELSUMP DRAIN8. FUEL SELECTOR VALVE STRAINER AND DRAIN9. OIL PRESSURE SCREEN

10. FUEL INJECTION CONTROL VALVE SCREEN11. OIL SUMP DRAIN12. ENGINE AIR INTAKE FILTER

7:9

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each cell in accordance with the specifications placarded on thebattery. The battery should be kept fully charged; a fully chargedbattery will re sist fr~ezing and will give a longer service life.

En gine A ir In take F ilter

. Th e engine a i r intake s upplie s ai r to the air metering section of thefuel injection s ys tem. T h e a i r filter is located in the nose cowlingand s h ould be in spected frequently for accumulated foreign matter.If dirty , th e filter s h oul d be removed and cleaned. To remove thefilter , remove the nose cowling grille, loosen the wing nuts holding~he filte.r in place, and remove it through the nose cowling. Servicingrn s tru c tron s are provided on the filter. After cleaning the filter don.ot dry with compre ssed air, as thi s will destroy its filtering qual.i­n e s.

Servici ng The Beechcraft Oxy gen Sy stem (Optional )

WARNIN G

Ke ep fire and spark s away and never smoke in the prox­imity of oxygen . Tools , equipment, and hands must alsobe kept clean when s ervi cin g the oxy gen system, s in c edeposits of oil or other hydrocarbons are highly inflam­mable when expo sed to high concentration s of oxygen.Furthermore, the presence of other foreign particles inthe oxygen lines may result in leaks that will both ex­haust the oxygen supply and present a fire hazard. As anadditional safety precau ti on , use only the an ti -s eizecompounds and leak-testing soaps recommended forbreathing oxygen systems.

1. Check cylinder pressure by s lowly opening the shutoff valve onth e con sole just forward and to the left of the pilot's seat.

CAUTION

Always open the shutoff valve slowly to prevent damageto the sy stem .

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2. Remove the access panel from the center of the partition locateddirecdy beneath the forward side of the -pi lots and copilot' sseats, then close the shutoff valves on both the cylinder andconsole.

3. Slide the pilot's seat sligh tly to the rear un til the recharge out­let of the filler valve is clear , then remove the cap from th e ' .rechar ge .outle t and connect the supply cylinder to the fillerneck .

4. Open the cylinder shutoff valve and slowly fill the system to1800 ± 50 psi at a temperature of 70 °F. This pressure may bein cr eased an additional 3.5 psi for each degree of increase intemperature; similarly, for each degree of drop in temperature.reduce the pressu re for the cylinder by 3.5 psi.

5. Close the shutoff valve, disconnect the supply cylinder, re­place the filler valve cap, and slide the seat forward to itsnormal position.

6 . Slowly open the shutoff valve on the cylinder, leaving the con­sole shut-off valves closed until the sy stem is to be used.

Preservation of Ru bber Seal s

To preven t deterioration of the s e a l s around the windows doors andcowling, coat the seals with Oakite 6 compound. The compound isnoninjurious to paint, and may be removed by employing normalcleaning methods.

Exterior Cleaning

Prior to cleaning the exterior, cover the wheels, making certain thebrake discs are covered; attach pitot cover s e cu rely ; plug or ma skoff all other openings. Be particularly careful to mask off bothstatic air buttons before washing or waxing.

CAUTION

Do not apply wax or polish to the painted s u rfa c e fo r aperiod of 60 to 90 day s after delivery. This will give thepaint a chance to cure by the natural proces s of oxida­tion . Waxes and polishes seal the paint from the air andprevent curing. If it is necessary to ~lean the paintedsurface before the expiration of the 90-day curing period,use cold or lukewarm (never hot) water and a mild soap.

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Never use detergents or harsh a lk alin e s oa p. Any rub­bin g o f th e ' pain te d s urfa c e should be done gently an dheld to a minimum to a voi d cracking the paint film .

T he airplane s houl d be washed wi th a mild s oa p and water; loosedirt should be flushed away first wi th clean wate r. Hars h or a bras ivesoaps or detergents , whi ch could cause corros ion or mak e s cra tches.shou l d never be use d. Soft cl ea nin g clo ths or a ch amoi s s hou ld beu s ed to prevent s cratches, when clean in g a nd polishing. Any ordi­n a ry automotive wax or polish may be use d on painted s ur faces. T oremove stubborn oil and grease, use a rag dampene d wi th naph th a .

Interio r Cleaning

T he s e a ts, rugs , up holstery panels, a nd h ea dlinin g s h ould be vacu­um-cl e a n ed frequently to re move as mu ch surfa ce du st a nd dirt aspossible. Do not u s e water to cle an fabric s u rfa ces, s in ce it wi ll .s po t th e upholstery surface an d will remove th e flame-re ~i stantche mi cal with which th e cloth i s i mpregna te d. Howe ver, if it s hou ldbe n ece s s a ry to us e water in any form as a cle an er , th e e n ti re a reashould be cleaned to min imiz e water s ta in . Commercial foam typecl e an ers or shampoos can be u s ed to c onditio n ru gs , fab rics or up­h olste ry a nd to re move s ta ins. In u s in g th e s e comm ercial clean ersyou sh ou l d follow clos ely th e in s tru c tions no ted .on th e contain e r.

Cleaning Wi ndshiel d and Windows

Si nc e the Plexigla s u s ed in th e wi ndshie ld a nd windows can be veryeasily s cra tched, ex treme care s hou ld be u s ed in cl e an in g i t. Neverwipe th e win ds hield o r windows when dr y . F irs t flu sh th e s ur fa cewith clean wate r or a mild soap s o lution , th en rub l ightly with agr i t-free soft cloth , s ponge, or ch amoi s . Use trisodium phos phatecomple tely di s sol ved in wa ter to re move oil a nd gr e a s e film. T o re­move s tu b born grease a n d oil d eposits , u s e hexane , naphtha , o rmethanol. Ri nse wi th cl e an water a nd avo id prolon g ed rubbing . '

NOTE

Do not u s e gasoline, ben z en e , ace to ne, carbon te tra­chloride , fire ex tinguisher fluid , d ei cin g fluid , or lacqu erthinn ers on win ds hi eld o r wi ndows, as they h a ve a tend­ency to s often and craze the s urface.

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INSPECTIONS

Corre c t serv ic ing being half th e s e c re t of preventive mainten anc e ,th e oth er h alf i s inspec tion . Proper servicing will prolong th e l i fe"'-­of your a irp lan e and c areful , regular in spection s will not or: lyassure th at servi ci ng h a s be en done correctly , but will di sclos eminor troubl e s s o they can be corrected before th ey becom e mal­fun c tions . In a dd i t ion to the daily pr eflight ch ecks which are madeon y our a i rpla ne , y ou sh ould have it ch e c ke d a t regular inte rval s byy our BEECH CRAFT Ce rtified Se rv ice S ta ti on . Th e s e .checks byexperie nce d BEECHCRAF T personn el will assu re y ou of mor e de­p endabl e troubl e-fre e op eration.

ABOUT THOSE KEYS

When y ou took deli very of y our n e w ai rp lan e, y ou were pro vid ed wi thtwo k ey s. Dupli cate s can be mad e from th e se k ey s to in sure th at youalway s have a k ey when you n eed it. If the k ey s are s epa ra te d andone of th em s hou ld be lo st, y ou can a lways h a ve a duplicate madefrom th e one y ou s ti ll hav e on han d. If both k ey s s h ou ld be lo st, alocksmith c an pr epare a n ew k ey , wo rking from the lock on yourDe bonair. Be ech Airc ra ft Corporation doe s not keep a re cord oflock numbers on delivered a i rpl an c s ,

7-13

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RIGHT AND LEFT SIDE

(I) MAIN LANDIN G GEAR

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(J) MAIN LANDIN G GEARDOORS

(E) DOOR LATCH

(F) CONTROL ASSE MB LY

LlJBHICATI ON POINTS

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* 100 hours

** 1200 hours

•HAND OR PACK

2 •HYDRAULIC flUID

3 ~ ZERK FITTING

4 ". SQUIRT CAN

RIG HT AND LE FT SIDE

(K) .CON TROL PED AL

S As Required1*1 50 hours

..NOTE: Landing gear components may require lubrication every 25 or 50 hours,

depending on operation.

NOTE : Numbe rs refe r to items in Consumable Mat e r ials Chart .

RIGHT AND LE FT SIDE

(G) ELE VATOR TAB

(H) AILERON CONTROL

LINKAGE ~

~~RI GHT AND LE FT SIDE

(D) ELEVATOR-TAB CONTROL

(C) CONTROL COLUMN

(8) STEERING M ECHANI SM

(A) NO SE LANDING GEAR .

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The above cable tensions are based on an ambient air temperature of59°F. Due to the difference in expansion rates of the steel cables and thealuminum ai rframe structure, changes in temperature wi \I produce changesin cable tension; the tension will decrease as the temperature decreasesand increase as the temperature increases. A graph showing the relation­ship between cable tensions and ambient air temperatures may be found inthe BEECH CRAFT Debonai r Shop Manual.

Take-Off: 10° ± 1° Down; Landing: 30° +0° - ~ Down

1

CONSUMABL!: MATERIALSCHART

ITEM .- MATERIAL SP ECIFICATION

1. Lubricating Grease MIL-G-3545(H igh Temperatu re)

7.. Hydraulic Fluid MIL-H-5606

*" Lubricating Grease MI L-G-7711, J .

(General Purpose)

4. Lubri eating Oi I SAE No. 20

**5. Engine Oi I SAE No. 30 (Below 40°F)SAE No. 50 (Above 40°F)

t6. Engine Fuel Grade 80/87

7. So Ivent P-D-680 (P-S-661)

tt 8. Rubber Seal Lubri cant Oakite 6 Compound

9. Thread Compound, Anti-Seize and MIL-T-5542Sealing, Oxygen Systems '

10. Soap Solution , Oxygen System Leak Testing MIL-S-4282

NOTES

*In extremely cold climates, Mll-G-3278 grease should be used in place ofMIL-G-7711 grease. Care should be exercised when using either MIL-G-7711or MIL-G-3278 grease, as they contain a rust-preventing additive which isharmfu I to pain t.

CONTROL SURFACE RIGGING

CONTROL CABLE TENSION

Aileron 40± 5 Ibs.(With bungee springsconnected)

Elevator 25 ± 5 Ibs.

Elevator 15 + 5- 0 Ibs.Trim Tab

RU9der 25 ± 5 Ibs.

Flaps

NOTE

SURFAC E TRAV EL

20° ±~ Up and Down

25° ± 1° Up15 °± 1° Down

10 ° ± 1° Up21° ± 1° Down

25° ± 1° Left and Right

**Detergent oils (meeting Continental Motors Corporation Specification MHS-24)l are recommended; however, non-detergent oils are acceptable. See servicing

in stru ction s.

t If 80/87 grade fuel is not available, use next higher grade fuel.

tt Product of Oakite Products, Inc., New York 6, New York

7-16

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., . LAMP REPLACEMENT GUIDE~. h A Page C (Cont ' u) Page

LOCATION NUM BER

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Cabin Dome Light 89

Compass Light 330

Elevator TrimTab Position Indicator Light 53

Engine Instrument Lights 1891R

Flap Indicator Lights 330

Fuel Selector Valve Placard Light 53

Instrument Flood Lights 89

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Instrument Post Lights (Optional) 330

Landing Gear Position Indicator Lights 330

Landing Gear Visual Position Indicator Light 53

Lan din g Ligh t. . . . . . . . . . . . . . . . . . . . . . ' .' . . . . . .. 4313

Rotating Beacons (Optional) A-7079B-12 (Grimes)WRM-44K-12 (Whelen)

Tail Navigation Light 93

Wing Navigation Lights 1512 (Grimes)

About Those Keys . • . • • • • •• 7-13Air Intake Fi l ter, Engine . • . •. 7-10Airspeed

Charts ......•.... . .•. 3-2Limitations .......•. .•. 3-3

B

Balance, Weight and .•. .. •• 3-5Balked Landing . . • • • . • • • . • 5-3Battery, Servicing the . . . . . . . 7-9BEECHCRAFT

Certi fi ed Servi ce . • • . • . • • • 7-1Par ts and Service Operations. 7-2Service Publications . •• . .. 7-2

BeforeLanding Check •• • • . • . • . • 2-4Start Check •••••• •• .••• 2-3Take-off Check . • • • • • . • . • 2-3You Take-off .•.•. ....•• 4-1

Brakes , Servicing the . • . . • . . 7-8

C

Certified Service, BEECHCRAFT 7-1Chart, Oxygen Durat ion . . . . . . 3-5Charts, Airspeed . • • . . . . . . • 3-2Check,

Before L anding. • • • . • . • • • 2-4Before Starting . • . . . • • • • • 2-3Before T ake-off . • . . . • . • • • 2-3Shutdown •..••..•..•.. 2-4Starting . • • . • • • • • • . • . • • 2-3

Cleaning,

Exterior . . • • • . • . . . • • • •• 7-.11Inte rior .••.. •• • ••••.•• 7-12

Cleaning Windshield and Windows 7- 12Climb •••••.••••• ••• ••• 4-5

Power Management . • • • . • • • 4-5Speeds •.•• • •••..•.•.• 3-2

Cold Weather Hints . • • • • • • •• 4-10Comfort • . • . . • • . •• . . • . •• 1-15Consumable Material s Chart. •.• 7-16

Controls, .Fl i ght . •. • • • • • • • . • • . . •Engine •••••.•• ..••• .. .

Surface Ri gging •••.. .•.•.Cooling, Engine • . • •. • • • . .Conveni ence • •.•• •• •••..•Crosswind Landing . . • • • • • • •Cruise . ••• • • •• • • • •.•.••Cylinder Head Temperature •.••

D

Data, Operational •. •. ••••••

E

EI ectrical System •••••••. ••Emergency Extension, L anding

Gear ••• ••••••• .••• •••Engine

Ai r Intake Fi Iter •••••..•.Controls .••..••. . •••••Cooling .••••..••..•••Failure ••..••••.. ...•.Fire During Flight •••••..Instrument Markings ••.•••

Operation Limitations ••. ••Exterior CIeaning • .. .••.••.

F

Failure, Engine ..•..•..•..

Filter, Engine Air Intake ...•.Fi re During Fl i ght, Engine ....Flap and Landing Gear

Indi cator s .. . •. . ... . ....Flight Control s .Flight, Instrum ent. .Flight in Turbul ent Air

1-21-9 .

7- 17 .

1-91-15

5-34-53-4

6-1

1-11

5-5

7-101-91-95-55-63-33-3

7-11

5-57-10

5-6

1-161-24-64-9

7-18 7- 19

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FuelFlow . . . . . . . . . • . • . . . . • 3-4

and Manifold Pre ssure

Indi cato r ~ . . 1-8System. . .... . ...•..•. 1-5, 7-6

G

Gear, L anding. • . • • • . . . . • . 1-3Gear-up La nding . • ......•. 5-4General Speci fi cat ions....... ivGliding

Distance Table . . . • . . . . . . 3-4Rat io ....•.••.•.... .. 5-4

• G aphs, Performance . . . . . . • . 6-1Ground Handling .•.•...... 7-3

H

Handling, Ground . . . . . . • • . . 7-3Heating and Ventila ting System . 1- 13Horn, Landing Gear Warning 1-16

Ice, Induc tion System •...... ·4-8Indicato rs, Fuel Flow and , ~ '

Manifold Pressure ......• ' 1-8Indicators, Landing Gear and Flap 1-16Indicator, Stall Warn ing . . • . .. 1--16Induction System Ice .•..•• . 4-8Inspection, Prefl i ght ••••.• 2-2, 4-2Inspections . ....•... ~ .... 7-13Instrument '

FI i ght . . . . . . . . . . . • . . • . 4-6Lighting . . . . . . . . . . . . •. 1-17Markings, Engine . . . . . . • • • 3-3Panel .... ..• .. ~ . . . . .. 1-10

Instruments . . . . . • • . . . • . .• 1-11Interior Cleaning . . . . . • . . •• 7-12

J

Jacking, Main Wheel • . • . . . • . 7-4

7-2 0

K P age

Keys, About those . . . . . . . .. 7-13

L

L amp Repl acement Guide • . . . . 7-18L anding . ~ . . . . . . . . . . . . •• 4-10Landing,

Balked ........•...... 5-3Crosswind . . . . • . 5-3Gear-up . . • . . • . • • • . • . . . 5-4

L anding Gear .•. •.••.•. . . 1-3and Flap Indicators . . . • . .• 1-16Emergency Extension . • . . . . 5-5Safety Switch ...•...•... 1- 16Warning Horn 1-16

Landing'Speeds .•......• : . 3-3Letting Down. • . • . . . . . . . • . 4-9Lighting, Instrumen t . . . . . • .. 1-17Limi tation ,

Ai rspeed . . • • . . • • . . . . • . 3-3Engine Operation . . • . . . . . . 3-3

M

Magneto s . . . • . . . . • • . • . . . 7- 5Maintenance,

Preventive . . . . . . . • . . . .. 7-1Propeller Blade . . . . . . . . . . 7-5

Main Wheel Jacking 7- 4Maneuvers ... ..... ..•. . 3-4, 4-8Manifo ld Pressure . . . . . . . . . . 3-3Material s Chart , Consumable . .. 7-16Maximum Endurance . . . . . • . . 5-2

oObstacl e CIearance T ak e-off 5-2Oil

Pressure .• . . . . . • . . . . . . 3-3System •.••....•. •.. . 1-8, 7-6Temperature ......•.... 3-3

Operation Limi tations, Engine. 3-3Operations, Parts and Servi cing . 7-2

7

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OxygenDuration Chart ••• •••...• 3-5Systems, Servicing . • • . . . .• 7-10System Operation . . • • • . • •. 4-12

p

Parts and Service Operations,

BEECHCRAFT ..•.•.••.. ~2

Performance Graphs •. . . . . . . 6-1Power PI ant . . • • • . . . . . . . . 1- 5Prefligh t Inspection .•.•..• 2-2,4-2

Preservation of Rubber Seals. .. 7-11Pressure,

Manifold 3-3Oil . . • . . • . . . . • . • . . . • . 3-3

Preventive Maintenance . . • . . . 7-1Propeller Blade Maintenance. . . 7-5Publications, BEECHCRAFT

Service . . . . • • . . . . . . . • • 7-2

sSafety • . . • • . • . . . . • . . • • . 1-15Safety Switch, Landing Gear . .• 1-16Seals, Preservation of Rubber .. 7--11Servi ce, BEECH CRAFT

Certi f i ed .. . . . . • . . . . • • . 7-1Servicing . . • . • • . • . . . . . • • 7-5

Shock Struts . . • • • . . • • . • • 7-7the Battery . . • • • . • . ... . . 7-9the Brakes . • • . . • . • • . . •. 7-10the Oxygen System . • . • • . •. 7-8the Tu beless Tires ••. .••. 7-8

Shock Struts, Servicing • . . • . . 7-7Short ,Fiel d T ake-o ff. .. . • • . • . 5-1Shutdown .• . • . • • • • • . • • •• 4-10

Check . • . • • • • . • • • • • • •• . 2-4Specifications, General . . • . • • ivSpeeds,

CIimb . • . • • • • • • . • • • • • .• 3-2Landing . • . • • • • • • . . . • • . 3-3Stall • . • • • • • • • . . • • • • . • 3-2Take-off .••.••• ••.•••• 3-2

Stall

Speeds ..... .••••••••• 3-2Warning Indicator ••• ••••• 1- 16

S (Cont'd) Page

Starting

Check ••• . .... •• ' . • . • . . 2-3the Engine . . • . • • • . . • . . . 4-2

Switch, Landi ng Gear Safety . . . 1-16System,

EIectri cal . • • • . . . • . . . • . 1-11Fuel .• •.. .•...•• • . • '. 1-5, 7-6,'Heating and Ventilating . . • •. 1- 13

Oil •• ••••• •• • •••• . 1-8, 7-6Oxygen • • •••. • • . • • •. • • 4-12

System Ice, Induction 4-8

T

'Tachometer •• . • • • •• • • • ~ • • 3-4Take-off. • • • • • • . • • • • • • . • 4-3Take-off ,

Before you .0 • ••• ~... .. . 4-1Check • • . . • • • . . . • . . • • . 2-3Obstacle Clearance . . . . . . . 5-2Short Fi el d 5-1

Take-off Speeds ;3.·2Taxiing . • . • . • • . . . • . • . • . 4-3Temperature,

Cyl inder Head . . . . . . • . • . . 3-4Oil . ..... .•.••• • . •• . 3-3

Terrain , Flying .••. •.•••.• 5-6Tires, Servi ci-ngthe • . • • •. . . 7-8Towing . .•••..• . '. • . • . • . 7-4Turbulent Air, Fl'lgh t ln . .••• . 4-9

vVentilating and Heating System . 1-13Visibility, Good . . . . . . • . • •• 1-15

w

Warm-up . • • • • • • • . • • • . • • • 4-2Warning

Horn, L andi ng Gear • • • • • •• 1- 16Indicator, Stall ...••..••• 1-16

Weather Hints, Cold ••• . • • • • 4-10Weight and Balan ce .•.•.••• 3-5Windshi el d and Windo ws,

Cleaning . • • • • • • • • . • • •• 7-12

7-2 1

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