NA. AP 20908) ASOT Reetrietad Preleooitiog Gisemiea DATA, “ . ob" stow aS “DEFINED BY Anes a fe RAS. 6 PILOT'S HANDBOOK MODEL JRF-6B AIRPLANE GOOSE: IA» CONTRACT NO, 96447, PRATT & WHITNEY R-985-AN- 6B ENGINES’. GRUMMAN AIRCRAFT ENGINEERING GORPORATION “VBETHPAGE,L, N.Y.”AREA Goose” Design G3 10 built, 1940-1941, 2 impressed 1912 tetveen JIL Producten ae a yey mwortant function of the Goose and the IRF-4 sera became w beanie sets Ten i ct Grodtetion and thy IEF-S, The Navy ordered 23 addidanal IRI-1 with sorter cea eats Drier to de. tng a urgpenngea, to call for 10 IR (oin 1100.1109, Bader 2816-2900. JnTed iferel Kee ge oe TEE Tonls in Deca TRE ec tboard of exch engine capable of handing 4 250 ty doped charge: Reneinee ITs eR ontiact Pecame URED and the contract che basis for inital JRF-3 orce's. Mhotoptaph chown AR ee 304 in wardine (e)o 1060, No IaS ra carat wate Devries ofthe JRE-4 began Dee 4, IDO and enced Apel 32, Sei Tae wor, Chis eee UAT 09767 and cin 1188, NNIGH4, Buer 85821) were inyresed ts IRI Wed Sat ee ‘operations. Only one JRF +l (c!n 1109) survived te hecome VP-BAM and lawee Radah SRE-GB Goose Design Ges 50 built, 1942-1943, {ontreet LL-86447 called for 90 JBF-6B (ein 1125-1 ¢71, sental PPATSEPS ‘uly 44 were sent to the British and 3 of tiene were wptucned Coleen wore diverted to the TI. SAAC as OA.D.OR and vue les etedn Stee ene eee fam las EON2 soroush Nareh 1848. Photo shows en aias EPO ee eee een Its typieal of mos ORF-ER with the la roe 1G a gabter cabin window. Although secup for uatigattona traning With 1 connec Taree tad eee CAFE one 100 ov 225 Tb Bem under each wing, Four INEGB ee TTT Me [poed with speci BOGS Gad Interiors, Engines wore ROSS-AR-BU of 430 hp ab 240U mpm al sea lowe! “DP ot amee eee “Brush” ta be delivered to Great Britsin. However Word War Il. Of the six net sent. hve jem 1145-1 toon (te Bolivia and the conrespondiny British numbers were oonFigure 1—Front ond Side View Airplene.FOREWORD Thia Handbook 4a’ prepared for the purpose of familiarizing flying personnel vith the take- off, flying and landing characteristics of the -Model JR¥-€8 airplene; the functiona of ‘parti- foaming space." ” ‘ cular systoms and inctallations, and the opora- tion of the various eutomatic and manual con-, * trola. . For service and overhaul instructions, refer to the Erection & Maintenance Instructions —;’ Manual, Gruman Report No, 1316, (A.P, 20904), . Tho JRF-6B is a twin engine, six place, dual * control, cantilever monoplene amphibian, It is— designed for utility, patrol and observation | use, and particularly as a navigators’ and radio operators' training airplans. The engines are Pratt & Whitney Wasp Model R-985-AN-6B, nine cylinder, air cooled radial, each rated 450 HP at 2300 RPM, at soa level, = for take-off, end 100 HP at 2200 RPM from sea level to 5500 feet. Tho hull ie en intogral part of the ‘body. The ‘owing center section includes the engine nacelles - and the two built-in fucl tanks, Each tank has a capacity of 110 gallons (91.6 Imperial ; @allons), Each engine has a single oil tank, with a cepacity of 7.5 gallons (6.3 Imporial, gallons) and .5 gallon (.4 Imperial gallon). PA eaThe Janding gear and tall whool aro vrotractod monunlly by the pilot and Locked automatically in the UP and DOWN positions. The tail wheel assembly 19 of the aolf-aligning, full ewivel type fitted with a controllable caster lock mechaniem, . : The split balanced typo wing flaps are operated by vacuum. The control eurfaces are stetically and dynamically balanced. Provision {se made for the installation of radio and navigating equipment in the cabin, The cabin conter windows are covered on the outside by ploxiglass blisters each of vhich houses a compass. In addition, provision is made for , tho installation of compasses outside of the fueolago at the co-pilot's window and on the left and ght cabin doors. A swinging hori- , zontal compass 1a installed under the main instrument; panel Provision ta made ‘to carry one 100 or one 325 pound donb under each outer wing panel. Six seats aro installed, for pilot, co-pilot and four (4) sabi: seats; a special auxiliary“ seat is also installed, Tho cabin in heated - end ventilated. - : : .SECTION I Page 6 COCKPIT ARRANGEMENT AND CONTROLS : SOCKPIT ARRANGEMENT AND CORTROLS- . 1. Be. “Engine Fuel Cut-Off Velveo ° Fire Extinguisher HLYING CONTROLS ——_-_——g, . Aileron and Flevator —_________g Elevator Trimming Tab—————____. Ruddor —____ 3 Raddor Trimming T'b—————___ 3 Wing Flapa—————_____.__9 | LANDING GRAR CONTROLg————____ 49° SANDING GEAR CONTROLS: Retract ing —————___________4o Warning Indicator 10 Tail Wheel Lock ———_________- 39, 1, POWER PLANT CONTROLS AQWER FLANT CONTROLS Carburetor Ady ————___-_4) Engine Prime r—_______j) Fuel Tank Selector Valvo 11 Fump Croas-Feed Valvyo————______ 1] lly. ibe. |. Ignition Switches ——________.33 “Throttle and Mixture Friction - Propeller ———________ yp Throttle and Mixture ——_____]2. Adjuetment sas. Starter ——____ By: 4 ‘bd. Flame Floats II OPERATION INSTRUCTIONS - ~ 25 1. Hatches, Doors and Emergency b, Rudder Trimming Tab Control. Page AUXILIARY CONTROLS —————___"Ti) Brake Poda}—W—______, Heating and Ventilating ———___ Lah Bloctrical ——_____)4 Static Pressure Selector Valve —— 16 Vacuum Pump Selector Valve 16 Ext $e 16 USEFUL LOAD CONTROLS ————_____. 17: Chart Boards ———_____yy Compas se8—— 7, Bilge Pump end Boat Hook. 17 Anchor and Rope ————________}7 Life Raft —————_________ 17 + Boarding Ladder ——____ 17 Hire Extinguishor - Portable——— 17 dinergency Covers ————_______ 18, Pyrotechnics 16 a. Pletols and Anmunit1on——— ag U c, Distress Signale 18 ad, Sea Markers ————___ 16 9°. Smoke Floate————___>__1g Enorgoney Rations 19 Flret Ald Kit ————________j9 Bomb Controls ———_—________19 Parachute Stovage 19 SECTION IT FLYING CONTROLS ——————_______ 25 &., Elevator Trimming Tab Control— 25 — 25. c. Rudder Pedal Adjuatment——— 26 a. Wing Flap Control. 263. LANDING GEAR CONTROLS a. >, Wheel Lock 28 c. Warning Light 29 4d. Safoty Bolts 29 0. Jacking 30 £, Tail Wheel Caster Lock—— 31 POWER PLANT 32 av Engines ———________-. 32 db. Mixture —~——_________. 32 c, Propellers 33 d.. Starters 33 eo. Starting Ingine 33 f. Starting Check-orrf. 35 g. Engine Ground Test —————. 36 h, Take-orr 3Y 4, Climb ————________. 38 J. High Speed Level Flight —— 48 kk. | Cruising: 39 1, Manifold Pressure ———_——__ 49 m. Stopping Engine 39 n. Cylinder Temperatures ho. 0, Carburetor Air Preheat Controls ho B. Puel System. yo qs. O1L Syston 45 .n Page 28 Rotracting Mochantea———— 28 Normal Instrument Readings— 49Til SECTION LIT Page FLYING CHARACTERISTICS 30 | 1. BALANCE > 2, MANEUVERS 50 ‘ac Take-OL£ ———— 51 pb. Glide and Landing dL co. Water Landing ———————— 52 3. QUBOK-on¥ LISts ————————LIST OF ILLUSTRATIONS TITLE \y t PAGE _ MAIN INGERUMENT PaNEL———4—————_ 99 »- OVERIEAD INSTRUMENT PANEI, al. - PILOE'S COMPARIMEND ~ RH. sro SL ge : PILOT'S COMPARTMENT ~ L.E. ae ft a3! PILOT'S COMPARTMENT - REAR BULKHEAD} % 2h FUEL SYSTEM DIAGRAM — day oe om ‘SYSTEM DIAGRAM —— M6 “ENGINE OPERATING napte—2 uy ENGINE POWER CURVE & WB Do ‘ LOADING & 6.0, Locations {== 55SECT. COCKPIT ARRANGEMENT ‘AND GONTKOTS, Tho arrangoment of tho cockpit and the locations of the various controla are ahown on the accom. panying photographic illuatratione, : In general. the controla and: thotr operation are Indicated by adjacent namo plates Sok 1. LYING CONTROLS Alleron & Hlevator Controls Aiieron & Elevator Controlg Standard dual typo column and vheel. Elevator Triming Tab Controls oe Handerenk on right hand side of, pilot's soat, See page 25. ‘ CLOCKWISE - NOSE DOWN Rudder Control auctor Control Standard over-hung dual podals. Pilot's pedals are adjustable to three positions, by too levers on the pedals. Co-ptlot's pedals fold aft and into the floor when not in use, (See page 26) Ruddor Priming Tab Control ay e . Handvhoel on pilot's left hand shelf. See page 25. a ¥ . \ CLOCKWISE -. NOSE RIGHTMing Flaps Control, Throo position control lover on overhead instrument panel, See pages 26-27 FLAPS - UP, 30° ‘DOWN and 60° DOWN, CAUTION: DO nor LOWER FLAPS WHEN CABIN DOOR. 1s, - OPEN.10 2, LANDING GEAR CONTROLS Rotracting Control -Handcrank between pilot's and co-pilot's seat. Clockwise rotation lowers both lending goar and tail wheel - approximately 1 tume. . Main ratchet release controlled by the small lever to the left of the handcrank, Move ratchet lever UP to raise wheels and DOWN to lower, IMPORTANT: Koop handle ratchot in the handle on the conter position to lower or raise the wheels under normal circum- atences. (See page 28 ),’ ” Warning Indicator Rod jJowoled warning light, with hinged night flap, on pilot's instrument panel, 11luminates whon the vhoels are not fully extended and locked and either ongine is throttled below 1200 RPM, Teil Wheel Lock Control Control lever on left hand side of pilot's dnetrument panel. When in the LOCK position, — the tail wheel caster is locked in the trailing — bosition and when UNLOCKED, the wheel can swivel through a radius of 360°. * i “Lock for take-off and lending and unlock for taxiing.3. POWER PLANT CONTROIS Carburetor Air Controle Dual control levers on overhead dnetrument panel. . PUSH FORWARD - COLD AIR PULL AFP = HOP AIR. Ingine Primer Prime engine by pumping throttle levers with mixture control in IDLE CUT-OFF position, red sector, . . oi Wuol. Tank Solector Valve ws Standard dial and handle located on bidthoad behind co-pilot. Pump Oross-Feed Valve On upper conter of bulkhead behind pilot. OFF | for starting and checking fuel pressures and ON for take-off, flying and lending. Sco page 45, “Ingine Fuel Cut-off valves On the Dulkhend behind the pilot, These valves shut-off the fuel supply to their respective engines. Fire Extinguisher Control (¢05) Controla located on the right hand side of the main instrument panel. Set the selector valve to desired engine then pull the release handle to discharge the COs into the engine compart. - ment, >Tho C0g cylinder is equippod with an outboard discharge fitting on the right hand sido of the hull, If the red disc is missing, the cylinder has beon discharged and must de replaced with a fully charged cylinder. NOTE: In warm.climatesa, the red disc often shrinks; and ig liable to fall out evon though the cylinder 1g still : fully charged. : Ignition Switches ‘Two switches and emergency switch Imob located on overhead instrument panel, The. emergency || switch knob mst be ON (full up position), for , Sperating the engines. i 2 Propeller Controls Duel control levers on overhoad instrument panel, LOW PITCH forward and downto increase engine revolutions; HIGH PITCH up and aft to decrease engine revolutions, \ Knurled mob at the left hand side of the pro- peller control levers adjusts the friction. See page 53. « Throttie & Mixture Controls Dual unit engine control quadrant on” overhead’ instrument penel. See page 32. “THROPTLE FORWARD - OPEN “THROMLE APT, ey + CLOSEDMIXTURE CONTROL FULL APT - AUTO LRAN NEXT POSITION - AUTO RICH NEXT POSITION FORWARD Or “AUTO RICH" - LEAN’ FULL FORWARD ~ IDLE CUT-OFF Throttle & Mixture Friction Adjustment - Knurled Imob, on left hand side of control quadrant, adjusts friction on levers. ' . Starter Controls . " . Control buttons on upper. instrument panel. PUSH TO START ENGINE. - .4. AUXILIARY CONTROLS ' Brake Pedal Controls rake Pedal Controle Tho hydraulic brakes are operated by pressing on the upper pert of the pilot's rudder podals, The parking brake lock arma are located forward” of tho pilot's pedals. Puli lock arms.aft and hook ovor the top of the pedals to lock brakes for parking, , ~ Heating & Vontilating ‘ The two hot and cold air mixing valve ‘control “knobs are located above tho pilot's left hand side window. The distributing valves are . located at the upper roar aoction of the pilot's compar tcient , To control the cabin air move the distributing - Valves in or out, * - To control cockpit air turn the distributing valves to the right or left, , Electrical Controls Switch Panel _- Main Instrument Panel : eeeen Senet - Main Instrument Panel Position lights switch Anchor light switch Pitot tube heater switch Receptacle Inatrument panel light rheostet Landing light switch : Overhead Inatrument Panel ‘ Overhead Instrument Panel | : ‘Instrumént panel Light's rhocetat15 Recognition Lights Switches Located on switch box under pilot's left hand cabin reil, Contains the * following: Rocognttion Lighte switches (4) Recognition Lights keying switch Navigator's Panel - Cabin Navigator's panel light rheostet Done Lights : ".gwo in cabin - switches on side of the cabin and on forward’ ~ bulkhead, . Ono in baggage compartment - switch ‘on, forward wall. Aldis Signal Lamps - §.1,S,. 1586 Located on upper right hand sido of pilot's compartment. - Distribution Box Located on bulkhead behind co-pilot contains the following: Two battery switches Generator switch Generator circuit Treaker. Yolt-anmeter : Spare fusce and bulbs” Auxiliary switch =. oy16 = 8 ie Tho auxiliary switch must be ON in order for current to be supplied to’ tho pitot heater and electrically oporated inatrumente. Static Prossure Selector Valve rossure Selector “a Solector valvo located on the center of the main instrument panel. Valve conbrol handle UP - connocted to airapeod tube; Valve control handle DOMN - connected to pilot's compartment, , atmogphore vent. : Vacuum Pump Selector Valve . og Selector yeive control located on center of ” main inatrunent panel. Lone LEVER UP - LEFT ENGINE PUMP LEVER DOWN - RIGHT ENGINE PUMP Hatches, Doors & Emergency Exit Wator-tight doors between bow compartmont and pilot's compartment, pilot's and cabin and cabin and bageege compartment. A lock is pro- vided at the bottom of door to anchor compart ment and baggage compartment. ‘The nain cebin éoor and tho emergency exit door at the rear of the cabin aro released for im- mediate omorgency exit by pulling the red painted tubular handle on the cabin coiling adjacent to oach door. ‘ The bow compartment is equipped with double ,out- wardly hinged water-tight doors. Ay otD+ USEWUL LOAD CONTROLS Chart Boards Throo chartboarda are installed in the cabin, one ab the forward loft hand chair and ono at each left and right aft chair, Compasses ‘Provision {a made for Installing five British Typo 0.2 compasses (3.1.8. 457) on oxternal mounts; at the co-pilot's station, tho loft and right hand center cabin windows and the left end right hand cabin doors, A swinging hori-"; zontal compass is installed under tho main instrument panel. t Bilge Pump & Boat Hook Stewed in the bow compartment. Anchor & Rope , A Northtll 12 Ib. folding anchor and 100 feet of anchor rope are stowed in the bow compart- - ment, . Life Raft : Lo A type "D" Mark 7 life raft is atrapped to the right hand wall of tho baggage compartment. _ Boarding Ladder Stowed in the baggage compartment. Fire Extinguisher - Portablo ~ A portable Cog (2 charge) hand fire extinguish er de located on the cabin floor aft of the...’ rear left hend seat, ee18 Emorgoney Covers Two omorgoncy covers for blister openings are stowed on right hand side of baggage compart= ment, . Pyrotochnios a. Pistols & Ammition Proviston ts mado to carry two British a-1/e" . Mark 2 piatols (8.1.8, 166); one on the upper ° left hand aide of the pilot's compartment end the othor above the right hand aft cabin window. Only the pilot's cockpit pistol is normally carried. ~ . wo pistol ammunition containers with a total capacity of twelve rounds are located adjacont to the pietol’in the pilot's compartment, b. Fleme Floats Hight British flame floate, Mark 2 (8.1.8. 2118) four on the left hand aide of the bow compart~ ment end four on the left hand aide of the baggage compartment. co. Distrops Signals Six British distress signals, Mark 2 or Mark 35 two are atowed in the life raft and four.on the aft wall of the cabin. a da, Sea Markers cwelve British soa markers, Mark 1 or Mark 5 (3,1,8, 2142); at tho right hand wall of the pageago compartmont + -19 e. Smoke Floats {yo Britigh smoke floats - Dinghy Distress Red (8.1.5, 1856) are stowed on the Pagenae com= partmont floor. Emergency Fations Six four pound ration packages are atowod in’ the life raft. . Firet Aid Kit Located under auxiliary seat in forward left hand corner of cabin. f Me Bomb Controls The bomb arming-release control is mounted above the left hand seat in tho pilot's com + partment, Arm-Safe Lever FORWARD - ARMED |. AFT - SAFE - . Reloaso Lever + FORWARD - LOCK AFT - RELEASE SELECTIVE RIGHT - RIGHT BOMB , SELECTIVE LEFT - LEFT BOMB - CENTER ~ SALYO Parachute Stowsge | ‘ Racks for stowing parachutes are provided under each cabin seat. Tho instructor's parachute is etowod undor the auxiliary seat. The pilot and co-pilot are provided with bucket type seats.FLARE RELEASE HANDLES PANEL LIGHT OUTSIDE AIR TEMPERATURE GASCS PANEL LIGHT RHEOSTAT CARBURETOR AIR TEMPERATURE GAGES CYLINDER HEAD TEMPERATURE GAGES DELETED BOMB RELEASE CORTROLS OIL TEMPERATURE GAGES RADIO. CONTROL PANEL 21 OIL PRESSURE CAGES 12 FUEL PRESSURE GAGES 13 PROPELLER CONTROLS 1 WING FLAP CONTROL 15 MIXTURE CONTROLS. THROTTLE CONTROLS STARTER SWITCHES V6NITION SHITCHES TACHOMETER MANIFOLD PRESSURE GAGES PANEL LIGHT Figure Z—Overheod Instrument Panel RESTRICTEDHOT AIR oUCT HATIERY SHITEHES + LEVELING LUGS SMOKE GRENADE BRACKETS '» SMONE GRENADE HANDLE FLOAT LIGHT BRACKET i. IFF CONTROL BRACKET WINDOW LATCH YOLT-AMMETER AUXILIARY SMITH ~ PITOT MEAT & ELECTRICAL UNITS Figure 3—Pilot's Comportment—Right-hend Side RESTRICTED23 LANDING GEAR INSPECTION WIMDOM FUEL TANK SUMP DRAIN VALVE SIGHAL PISTOL INSTALLATION PISTOL AMMUNITION COKTAINERS RECOGNITION LIGHTS CONTROL SWITCH FILE 80% RUDDER TAB CONTROL GYRO PILOT HARD PUMP GYRO PILOT DRAIN TANK & GAGE HOT 8IR DUCT ELEVATOR TAB CONTROL FB eesegpreps Figure 4—Pilot's Compertment—Left Hand Side.Figure 5 —Pilot’s Compertment—Rear Bulkhead.25 SECTION IT. OPERATION INSTRUCTIONS 1. FLYING CONTROLS . e. Elevator Trimming Tab Control Tho elevator trimming tabs are adjustable in, flight from 10° up to 30° down with respect +6 ‘the center line of the slevatora. The control 49 accomplished by means of a hand- crank and gear box on the right hand side of the Pilot's seat, a flexible shaft to a drum under ; the pilot's Ploor; cables to a drum at’ the aft | end of the hull, a floxible shaft, tab actuator, and adjustable push rod to peal ‘tab. TURN CLOCKWISE - NOSE DOKN : TURN COUNTER-CLOCKWISE ~ NOSE UP - Whon taking off with full load, the teb should bo in neutral, Tho purpose of this tab 1s) to’ maintain perfect longitudinal trim, >, Rudder Trimming Tab Control, ee The rudder trimming tab 1s adjustable in flight from 25° left to 15° right with respect to the’ centerline of the rudder, The control 1s accomplished by means of ea hand- wheel to the left of the pilot's seat, a flex- - ible shaft to a drum under the pilot's floor, cables to a drum at the aft end of the hull,.a , flexible ahaft, tab actuator and adjustable st rod to the tab. -26 TURN CLOCKWISE - NOSE RIGET TURN COUNTER-CLOCKWISE - NOSE LEFT Set the tab in neutral before taking off. The purpose of this device is to maintain perfect directional trim. c. Rudder Pedal Adjustment ‘The pilot's rudder pedals are adjustable to three positions; FORWARD, NEUTRAL and AFT. Adjustment is accomplished as follows: To move pedals forward away from the seat, depress the Kick lever and push the pedals forward to the desired position. To bring pedals aft, nearer the seat, hook the toos under the pedals and pull aft to the desired position. The three positions of the ratchet can be felt as the pedal clicks in the ratchet. Check to see that each pedal has ratcheted past the same number of notches. d. Wing Flaps Control . The, wing flaps are vacuum operated and may be dropped to two positions, 30° and 60° down. Tho flap operating system consista of a vacuum tank located in the bow compartment, a control valve on the overhead instrument panel, a vacuum gage . mounted beneath the main instrument panel on the cockpit’ forward bulkhead, check valves in tho engine lines and two return springs and actu- ating cylinders located in the wings. The source of vacuum supply is the engine intako manifold, the connection being in the carburetor adapting plate juat.above the carburetor.27 Vacuum lines are fitted to both onginos with individual check valvos oo that a vacuum supply is assured with either engine completely out of action, In addition, the vacuum tank ta euf- ficiently large to operate the flap at least twice with both engines cut. The ongine will produce vacuum with the throttle closed unless completely stopped even though the switch is cut. There ia no danger in opening the flap operating valve at high speed. The flaps will not come down at spoods in excesa of approximately 110 MPH (95 Knots). The operating force on the flaps ts ample to hold the flaps down when the engines are idled. When power is applied the flaps will start to come up; and as more power is applied and the speed picks up, the flaps will gradually come up until, at about 110 MPH, ‘the angle of droop will be approximately 20°. If the power is then re- moved the flaps will again return to the down position. This feature is very helpful when it is nec- essary, for any reason, to go around again after approaching for a landing. The flaps can be left down until ample speed and height are ob- tained and if the valve is turned to the UP position there will be no sinking effect. NOTE: With the vacuum system, tho operating efficiency of the flaps will be reduced with the decreased atmospheric pressure at altitudes.2. LANDING GEAR CONTROLS e. Retracting Machenism The landing gear and tail wheel are retracted or extended simultaneously by means of the solective ratchet type handcrank mit located between pilot's and co-pilot's seats. Approxi- mately 41 turns of the crank are required to raise or lower the gear. The crank 1s turned clockwise to lower and counter-clockwise to raise the goar. The handcrenk is automatically latched by the main ratchet within the housing, acting on the .handcrank shaft while the wheels are being _Taised or lowered. The ratchet is reversed by operating the small Imob just to the left of the handcrank. The Imob has two positions, TO RAISE and TO LOWER. After reversing the ratchet the crank remains locked until pressure is ex- erted on the crank opposite to the desired ro- tation. . A handle ratchot is located in the crank bandle end pormite operation of tho crank without tho necessity of making complete revolutions. Thia unit has three positions; namely, to RAISE, to LOWER and NEUTRAL. In NEUTRAL the handle is engaged for rotation in either direction. For normal use, it ia recommonded that tho handle ratchet be kept in NEUTRAL and used only as re- quired when necessary to extend the landing gear in the water. . Wheel Lock When the wheels are cranked to the DOWN position spring counterbalance unlts on compression linkscome into action preventing all possibility of “: the wheels retracting during take-off and lend- ing on ground. No control is necessary for those countorbalances, since they are 80 located and designed that thoy will always exert the proper force, ©. Warning Light A rod jewel landing gear warning light with hinged night shutter 1s located on the pilot's . uain instrument panel, Tho light is ON when the whoels are up and either throttle 1s closed below 1200 RPM and OFF under all other circum- stances, This inatallation is intended to warn ‘the pilot againat inadvertently landing on land. or on water with the wheels not in the proper — position, 3 The wheel position may also be checked by look- ing through the small inspoction windows. a. Sefety Bolts The lending gear will not take any load unlees it is in the fully down position. , To save the operating mechanism from being damaged, in case ' load 18 inadvertently put on the gear by hitting bottom in shallow water while extending the gear or from eny other cause there are three safety bolte at the top of each compression strut ‘that. will fail in shear, Six spare safety bolte . #12646 should ve carried in the airplane at all times, to be installed in case of auch an emergency. ‘Hand holes are provided to permit installation of these bolts, if necessary from” the pilot's cockpit. » - 2930 The bolt holes in the compression strut flange and the holes in the operating torque tube flange are so located that 1t ia impossible to connect up the system out of synchronization. Strose analysis investigations have shown that failures cen oceur to these safety bolts during landing or take-off only when there is an ab- . normal side load with no vertical component, or « in the air when the pilot imposos a heavy load on the handcrank, which causes severe stress in the subject bolts. Some pilots give tho hand-" crank a last hard pull to insure complete hous-'' ing and locking of the wheels in the UP position. This can impose very severe stresses if the crank ends up in an advantageous position for an efficient pull. This last pull or jerk is ; detrimental and is not necessary to the proper securing of the gear in the UP position. Pilots are warned of the danger of using thia method tor completing the retraction of the landing. gear. Operating units are dirocted to inspect the three safety bolts in each landing gear during the 120 hour check. Bolts showing eigns of woar or doformation should bo replaced by new bolta. eo, Jacking The axles sorve as Jacking points. If the hull rests on the ground, the quickest and easiest method to put the airplene on its wheels is as follows: 1. Remove both wheels . 2. Crank the gear all the way out ' 3, Jack up each side of the ship, under theaxles, 5 . 4, When just high enough, put the ‘whoels back on. 5. dack the ehip down and removo tho jacks, f. Tati Wheel Caster Lock The tail whéel dreg link 1s provided with a ' lock-pin which locks the caster and wheel in tha’ trailing position. Tho lock-pin is controlled - by cable froma lover on the left hand side of.» Pilot's inotrument panel. The lock postt{on is UP ‘as plainiy morked by tho name plate, The ~ primary purpose of this unit is to reduce the ~ possibility of ground looping in landing. Tt 1s opsential for lend operation that Pilota lock. the tail wheel immediately after taxiing into position for take-off. The tail wheel vill then remain locked during’ flight and during —- lending. Check after take-off end before re- * tracting wheels to see that lever is in the LOCKED position. It may be unlocked by the ° pilot after the landing rm hes been completed, in order to facilitate taxiing. * The tail wheel is 360° swivel type, equipped © with a spring loaded self-centering device, :32 3. POWER PLAN? a. Enginoa This airplene is powered with two Pratt & Whitnoy Wasp Junior Model R-985-AN-6B nine cylinder, radial, direct drive engines. Reting | . Take-off 450 BHP at 2300 RPM Normal 400 BHP at 2200. RPM - 5.1. to 5500" Maximum Dive RPM 2860 Designed to operate on: Fuel: 91 octano AN-VV=F-776 O41 + ANQ532 Grado 1120 b. Mixture. The mixture selector control on ths Stromberg Bondix carburetor NAR-9C-2 has four positions: FULL RICH, AUTOMATIC RICH, AUTOMATIC LEAN and IDLE CUT-OFF, These four positions are Plainly” marked on tho mixture control quadrant, FULL RICH is for emergency use only in the event of failure of the autamatic features. See Engine Operating Table on page 47, for mix- ture control pouitions to be used for the various operating conditions. NOTE: For IDLE CUT-OFF place the mixture con~ : trol lever in we full forward. Position, red sector,33 Uso AUTOMATIC RICH mixture for all operations above the line entitled .” Maxinam Recommended cruising limits on tho POWER ENGINE CURVES, page 48, c, Propellers Tho propellers are Hamilton Standard, two blade 8'6", constant apeod controllable pitch, blade fGL6Th-12, hub #2D30-235 and governor unit . Modol. #f102-A6, Tho low pitch limit stop is set at 11° and the high pitch at 26° et the 12" station. The low pitch, INCRRASE 2PM or take-off position of the control handle ie down and forward and the high pitch DECREASE RPM position ie up and aft. The oberating range of the constant spoed gov- ernor unit is between 1200 and 2700 RPM.’ The’ REM adjustable stop 1s set for 2300 RPM. =.) d, Starters : : Tho starters are Eclipse Type E-160 direct | cranking electric equipped with booster coile and starter aolenoids. e. Starting Engine If the engine has been standing 1dle for more than one hour, make sure the ignition emergency switch Imob is OFF and rotate the engine four or five revolutions by pulling the propeller through by hand to expel oll frou the lower cyl- inders. If necessary, remove a spark plug from each of the lower cylinders and drain’.34 To start the engines, tho two ongine fuel eut- off valves should be turned ON. The croas-feed velve OFF and the tank selector net for desired tank. With the mixture control in IDLE CUL-OEF position (red sector), operate the wobble pump to obtain a fuol pressure of 4 to lt p.s.4, thon prime the engine, which is to be started, by . pumping the throttle. About elght strokes will be required’ when cold but over priming should be avoided. Place propeller control in DECREASE RPM position. Place ignition switch in ON position and engage engine starter. [ Place mixture control in’ AUTOMATIC RICH whon engine fires,35 f. Starting Check-Oft 1, Kmergency Ignition Switch———OFF 2, Mixture IDLE CUT-OFF 3, Hotate Engine Manually: 4 or 5 revo- lutiona \, Battery & Generator Switchos—ON 5, Carburetor, Air —————__——. COLD 6. Propoller Control DECREASE RPM ° 7. ‘Tenk Solector Valve On Desired . Tank 8, Engine Fuol Cut-Off Valvos——ON 9, uel Crosa-Feed Valvo OFF 10: Wobble Pump——______-3 to 4s pat Fuel Pressure | ll. Prime Engine being Started———Pump Throttle approx. 4 . * strokes nor-- ve “ mal conditions : -§ for cold weather start- ing. 12. Throttle 500-600 RPM 13. Emergency Ignition Switch——— ON - Switch must be in extreme UP ' position. 14, Ignition Switch———_—_—0n BOTH for : . engine being started. 15, Starter —————— ENGAGE 16, Mixture Control. = Place in ‘cs . “AUTOMATIC RICH : a8 soon as engine fires. Return to IDLE CUT-OFF if engine fails to continue run- . ning, |36 AT. Idle At 500-600 REM or leas for 39 wec- _ onds until ol prossure registers If tho of] pressure gage does not indicate pressure within 1/2 minute, tho ongino should be stoppod and an investigation made, To prevent damage +o the ofl pressure gages, avoid high oil prosaure whon ongine is still cold by holding down ongine RPM. &- Engine Ground Test During the varm up, the engines shall be run at approximately 800 to 1,000 RPM with the pro- , pellers -in low pitch INCREASED RPM position, The change from high to low pitch should be made about one minute after starting. Watch the oil preasura gage for a positive in- ication that pressure is being mainteined in the engine, The of] inlet temperature should be brought up to at least 30°C in accordance with 7.0. 24-41 before take-off, This temp- erature vill be reached quite rapidly due to the action of tha automatic oi] temperature con-, trol unit located at the bottom of the tank. Oil presaure will vary with RPM and need cause no alarm by falling as low as 25 p.s.i. at low RPM. Ground Test Check-Off : 1., Propeller —— INCREASE RPM (oon Low Piteh 2. Mixture ——________—. AUTOMATIC : te, RICH *37 5. Nanifold Pressure 50" Hg. i. Maximum Cylinder Head Tomp.—205°C(00°F) 5. 082 Pressure ——————— Min. -_ Idling 25 pea.t. dos~ 4red - 70-90 peo.de 6. 041 Inlet Tomperature——— 1h0 - 2169F (60 - 102°C), desired ) 7. Fuel Pressure ——————_ 4-6 peDede h, Take-Off Shoulder type throttle stops are provided on tho control quadrant for limiting the :throtte opening ab Boa Level. The stop is set 50 that with tho throttle lever opened to it, the mani- fold, pressure will bo 25 5" te. without re- quiring tho pilot to watch the manifold pres- sure gage. Maximm allowable manifold pressure for take-off and initial climb is 35.5" He. - Maxtuum allowable BPM io 2500, Maximam allows: able duration ia five minutes. A take-off from wator with full load, 6000 lbs., under no wind conditions can be mide in approxi: nutoly 15 seconds, The best trim angle for take-off can bo readily dotermined with exper- tence, To reduce the spray on take-off it is advisable to open tho throttles gradually until, the Vow le well Lifted, When full fuel 1a not carried 1t 1s recommended that the right tenk | carry 30 gallons more than the left tenk to 7 conteract ongine take-off torque. ' The take-off 18 excellent without the flaps but can be improved further by lowering the flaps | to the 40° position. : ‘ .38 On water take-offs pilots are cautioned to keep the windows closed to keep out the spray. Tho average tako-off rune ae a landplane are given in the following table: TAKE-OFF RUN _IN FEET ALTITUDE WIND VELOCITY - M.P.E FEET. Lo. 15, 20, Sea Level 650 510 415 3h5 2000 790 615 505 h20 4000 955 ThS 610 505 6000 1150 900 735 610 8oco 1590. 1080 890 THO 4, Climb After take-off reduce power and climb in accord- ance with Engine Operating Table, page 47, Climb with propeller control in aither a high or intermediate RPM sotting. For a repid climb use an intermediate RPM setting and use a high RPM setting for a gradual climb, Cylinder head temperatures should be considered when deciding which method is most desirable. Under conditions of maximum climb performance, it 1s preferable to maintain cold carburetor air. However, under icing conditions use 90°C carburetor heat. J. Eigh Speed Level Fitght Maximum allowable engine RPM is 2200, with prop- ellers in high pitch and with manifold pressure as follows: Sea Level to’3000 ft. - 33.5" He.39 * 5000 to 5500 ft, ~ 32.5" Hg. Do not exceed 32" Hg. above 5500 ft. k. Cruising Cruising operations may be conducted at any power below normal rated power. However, for maximum efficiency it ia recommended that tha ‘conditions shown by tho line titled Maximum Recommended Cruising Limits, page 48, not be exceeded. AUTOMATIC LEAN carburetor control “setting may be used for cruising operation on ‘or below the line titled Maximum Recommended ‘Cruising Limite, page 48. © * 1. Manifold Pressures The pilot's overhead instrument panel is provided with a manifold pressure gage for each ‘engine. The manifold pressures and correspond: “4ng engine RPM for various flight conditions are given in the ENGINE OPERATING TABLE, page 47 ‘m. Stoppi ‘ine In stopping, the propeller controls should be placed in the DECREASE RPM position and the engines allowed to turn over at 800 to 1000 RPM for a few minutes, especially after flying at | full throttle, to allow the engines to cool down and the propeller to go high pitch. Then the mixture control levers shall be placed in ‘the IDLE CUT-OFF position. The carburetors are fitted with DLE FUEL CUT-OFFS which provide for stopping the flow of fuel to the carburetor jets when the mixture control levers are in the last 10 degrees of the mixture segment. This portion of the control unit is painted red. - Afterwards shut’ off the fuel valve and turn”40 tho omorgoncy ignition switch to BOTH ENGINES Orr. NOTH: Boforo stopping the engines, tho pro- pollor chould be shifted to full high pitch, DECREASE RPM to empty the pro- pollor cylinder of of] as any oil left in the cylinder is subject to congealing in cold weathor, n, Cylinder Tomporatures o One thermocouple inotrunent for each engine is located on the overhead instrument panel and connected to cylinder head No, 5, These instru- ments are’ calibrated in degrees centigrade (°C). Maximum Allowable Cylinder Yond Tomporatures Ground Test 205°C (00°F) Take-Off & Maximum Climb ~: 260°C (500°F) 5 mins. duration wt - Continuous - Normal Rated ~° 260°C (500°F) Power ¥ ? Cruising - At or below Line 232°C (416°F) of Maximum Recommended Cruising Limits Stopping - Cool Engine 1u0°c (264°F) o, Carburetor Air Preheat Controls The carburotor air proheat scoop, mounted below tho carburotor, is fitted with a valve arrange- ment, consisting of two interconnected valves and levers,,; and ie controlled from the lever, ©ay hinndies on the pilot's ovorhead instrument panel. Hot er ie taken from the exhaust manifold muffo end. cold airy through a duct on the outboard: side of each nacelle, Hot or cold air or, any dosired mixture of both may be supplied to the carburetor. Tho excess hot afr 4s by-passed automatically to the atmos- phere, The thermometer bulbs are situated in the car- buretor scoops and the carburetor air tempera- turo gages are located on the overhead instru-~ mont penel, . For use of preheat see Bureau Aeronautica Manual .14-207. -42 p, aol System ‘he fucl ie carried in two built-in wing tanka, Tho fuel supply is as follows: Left Wing Tank - 110 U.S, gals,, 91.6 . Imperial gallons Right Wing Tank - 110 U.S, gale., 91.6 Imperial gallons 91 Octane, Specification AN-VV-F-776 Hach tank 1s fitted with e glass boiler type fuel gage located in the upper rear cornore of the pilot's compartment, The gagos aro cali- prated for the three-point position and levol flight attitudes, ‘The. normal operating fuel pressure is 4 to 6 p.o.i,’ The fuel pressure indicators ere on the overhoad inetrument panel, ~ The fuel tank selector valve, located on the \ pilot's rear bulkhead, has five positions; BOTH - ON LEFT - ON . RIGET - ON orr (2 FOSTTIONS) Either of the two OFF positions turns BOTH TANKS OFF. ‘The AKL-1 fuel system unit and integral hand pump handle ere located on the pilot's rear + bulkhead, Drain this unit every day before flying then lock wire the valve in the closed: position. : ” the engine fuel shut-off valves aro located above the ABL-1 unt,43 Bach tank auction lino ie fitted with a fuel sump and drain valve Located on the rear pulic- head, ‘The lines, connected to each sump, empty just forvard of the, whool wolls through fusel- ege skin, Punp Croan-Feed Valve ‘he pump cross-feed valve 1s located on a panel Just aft of the overhead inetrument panel, The cross food line interconnects tho two engine | driven fucl pumps so thet ono pump may aupply both onginos if the other pump fails, Tula valve should be in the ON position for take-off, However, in the remote event of fuel line failure near a pump, both pumps might dis- charge through the proken line resulting in {nilure- of both enginos, ‘If so, the cross-foed valve shouldbe turned OFF immediately. At Least once in each flight the cross-feod valve amoula be turned OFF nomentarily to deter- ing that both fuel pumpo are operating eatie- factorily. The engine shut-off valve, leading to 4 damaged engine driven fuel pump or Line, should be turn- ed OFF as soon 48 practical, ar . peter to Tech, Order No, 53-36 or Tech. Hote No, 4-39, 7 .VENT LINE 7 44 FUEL CUT-OFF vawves ENGINE CRIVEN FUEL PRESSURE GAGES f FUEL PUMP CROSS FEED VALVE (he RIGHT TANK HOUS GALLONS. TANK SELECTOR VALVE —~/ RLM, TANK SUMP DRAIN VALVE eS Sa) py ‘caRuRETOR — LEFT TANK HiOUS.GALLONS WOBBLE PUMP LH. TANK SUMP DRAIN VALVE DRAIN VALVE Figure 5—Fuel System Diogrom.45 q. 011 Systom She oil for each engine ia carried in & single tank Located in the engine nacelle compartment. Tha tank capacity 4e ae follows: 6 U.S, gels, (4.8 Imperial gels.) Normal qeij2 U.8. gale, (6.0 tmperial gale.) Maxima g-ife U.S, gale. (7.6 Imperial gale, ).‘Tank Volume. Bach independen’ system dncorporates @n auto- matic oi) temperature control end check valve attached to the bobtom of the oil tank, which, 4n conjunction with the of] cooler, maintains ‘he oil-in temperature at approximately 65°C (50°F) to 76°C (170°F), The control valve Gauges the ot] to by-pass the cooler when the oil-in temperature ia below approximately 65°C (150°F) directing the outlet oil from the en- gine back to the bottom of the oil tank In close proximity to the suction outlet, Consequently, the tank supply of oil le virtually by-passed when atarting the engine until the oil-in tem- perature reaches approximately 65°C (150°F). Tho chock valve unit prevents flow of oft into the engine from the tank back through the oll- out line from the engine vo the control valve when the engino is not operating, mach engine Line at the bottom of the tank ex- coda upward into the tank forming @ ovnpy : These risers prevent the circulation of 1/2 — gallon of oil, The arrangement is such that all oi] in the tenk is drainadle through the large drain valve. temperature - Desired 60° = 102°C Pressure - Desired 79 > 90 p.B.de TaLing - 25°p.8.4.AG wouboug waisks O— , 2anbig SRTOR NIVEG TRWA_NOSHD BAIA “TOHINO' awa OlivWoIny - WOO “SoTAwSS Tt Banivals oo NON Sf VI W0-XV ! SWOTWS ‘ST SZ SNL WO NTT INGA ave 3a i6 3ov5 senivasdWa1 VO RESTRICTEDa7 Hd ‘auyT 8traTT SuTstnp pepuemmooey ‘xey mOTEqQ ZO ye uoTyezedo soz uve] oY yore oany wore Oy _YoTe Oy ystE omy TOELNOO Wey esveroed Burures0p Suyusency supurea0g Way eseezoul Gilded SES ‘yie'd 9-4 porpeog - amnssazaz Tena DoZOT - c09 POtFsed - sinqeredmey, TO “tyte'd Se SurTer “g'8'd 06 - ol petysed - — emnsBarE TIO “4x 0066 ea0qe "SH Ze PEsoKe JOU Od gh “8d uo BATMQ 98S 9T390TEL Tre “FH Gee SH See “SE WS"SE meNsszed TOT WONIXVN 420 GNIQME + sureTE29 5 #7990066 exoge GATTO och "3s 00SS 09 coos oT. Gon “24 O00E OF TeAeT BOS 4¥ que seqnayE S * 06H Teael weg ye FyO-eyeL mie (wea_ont)- Tove MOLLE cre ELISNad450 6H? 400 BHP gocsnP Z506NP Zooano ESTIMATED OPERATING LIMITS & 985-46, -50 CONSTANT CAEOURETOR AV. TEMPERATURE 32°C (9O°R) To. 36S Z300erK peer 1965 Lhure €icH \AuTO LEAN CONSTANT MP AND RPM VARIATION OF BHP AT ANY WITH VARYING ALTITUOE 13° He 9 7 gt ft fy aise Pt tT tp bb hb 8 oa og 3 £5 ? 5 Jo its ke PRESSUE ALTITUOE-THOUSANO FEET Fiqure| (Engine Power Curve49 r. Normal Instrument Readings The following instrument readings were taken on a cruising flight at 5000 fb, altitude, Propsller GOVERNING "RPM? - - 1950 Manifold Proseure ————____— 27.5" Ha. Cylindor Hoad Tomp, (No, 5) 185°C, Carburetor Air Temp -—-———— 32°C Outside Air Temp, ———————. 85° Fuel Pressure 4 pad, woxtnre: Best Power 011 Pressure ——________— 70 p.e.4, Oil Temperature 70° Airapeed “ > 146 MPH Hlevator Tab Setting 0° Rudder Tab Setting “0° : Fuel Coneumption. 42 gale/nr.50 FLYING CHARACTERISTICS 1, BALANCE ‘Thin airplane is desiyned to operate o5 a navi- getional trainer and when so loaded will bal- ance satisfactorily without the use of ballast, When flown empty, carry 100 pounds of ballast in the rear baggage compartment. 2 Tho amount of elevator tab travel available will bo found eufficient to maintain perfect balance in flight and to permit getting the tail down when landing in any of the permisaible loading conditions, Tne center of gravity location is as follows: Alrplane normal groce - 8000 lbs, - 24.76 MA.C, NOTE: Tho maximm pormisoiblo Gross Weight iu 8700 lbs, provided that operations ‘at Grosa Weight in oxcoss of 8090 lbs, shall be carried on only under favorable conditions, (Ref, 7,0, 55-40) 2, MANEUVERS Although this airplenc, Clase VIR amphibian is not decigned for combat work, ite excellent manouverability has been sucoossfully demon- streted, However, except in omorgoncios, man- euvers shall be limited to those pormitted for Clase VR airplanes by existing Navy publice- tions.a, Mako-Off To reduce apray on take-off from the water, it is advisable to uce maximun take-off manifold pressure by opening the throttle with a non- neaitating, smooth motion, at the sama time holding the elevator control full back, With this technique, the airplane will get on tho step with. minimum delay, After getting on the step, take-off procedure is normal, See pages 37 and 38. b, Glide & Landing For pilots not familiar with thle model air- plano it 1s recommended that a gliding speed of 90 MPH be maintained, With practice the gliding epecd will probably be reduced somewhat vy each pilot, Even with the 90 MPH speed there 1g very Little tendency to over-shoot because the high drog from tho flaps give the airplane a steep gliding anglo and practically eliminates any tendency to float, Attention 1s called to the fact that tho forward deck of the airplane ig just level whon in the 3 point landing atti- tude, hence during a normel glide with flaps DOWN the airplano appears to be diving slightly, Tale abbitudc should be maintained until within a few feet of tho ground, as speed is lost quickly when the nose io brought up. It 18 recommended thet the 30° flap setting be used for the first two or three landings on familiarization flights, Since the fleps are oxtromely effective on this airplane, the use of full flaps produces an unusually steep glide unless part power is used. Vor land landings it is immatorial whether 30° or 60° flap sétting 1e used provided.a gliding $152 apeed of at least 90 MPIC 1s maintainod until leveling off close to the ground, When leveling off from this epproach speed, the actual landing will be found to occur at about 70 to 75 MPH, This applioe to lend ac voll aa water operation, The wing of thie airplane is designed so that a stall occurs first in the center section of the wing and wredually apreads out along the wing toward the tips but the tips never stall. This airplane, therefore, will not fall-off if it is stalled but the nose will drop until speed 1a picked up, This is a vory desirable: character~ istic but care should be taken that the airplane is not stalled too high off tho ground when coming in for landings or it will tend to drop In on the wheels, When 1t 1s necessary to bring the airplane in slow for any reason it ie recom- monded that a pover-stall landing bo made, c, Weter Landing Alweya use 60° flap sstting, Use part throttle, about 15 inches manifold ., pressure, during the approach and until sound contact is made with water. Then throttle back conplotely, : . If a bad bounce is mado, use power to either recover to a normal position to land, or to go around for a new approach, This ship has sufficient power to recover from almost any po~ sition into which it might bounce, By oxtending the landing gear wheels when taxi- ing on water, the maneuvering characteristics: aro improved; forward speed is reduced and sharper turns can be made; however, wheels should. not do lowered in’ water lees than 3 ft, deep,53 When approaching a beach with the intention of taxiing out, 1b 16 considered good practice to coma in slowly and at en oblique angle (not straight on) in order to determine 1f the sur- face is sufficiently firm to support the vheols, It must be remembered that wet brakes may bo in- effective; there“ore, it 1s best to taxi cau- tiously imisdiately efter leaving the wator, If an immediate land landing is to be made after a water take-off, the brakes will dry moro rapid- “ly with the landing gear in the DOWN position,3. 54 CHECK-OFF_LISTS Take-ort Propeller INCREASE RPM, 2300 Carburotor Air Tomp.— COLD (except when damp) Mixture AUTO RICH - a Fuel Valve ————— BEST TANK Manifold Pressure—— 35.5" HG, Elev, Tab NEUTRAL Rudder Tab NEUTRAL Tail Wheel Caster —— LOCKED Plight (Cruioing) Wheels RETRACTED Propeller ————— GOVERNING. R,P,M——__ SEE. ENGINE. CHART AUTO RICH - ‘70% POWER Mixture Control. . OR LESS AUTO LEAN . Manifold Pressure —— SEE ENGINE CHART Cyl, Head Temp; 232°C MAX, . Oil Pressure 70 PSI, 041-In Temp ——___—._ /0°C Fuel Pressure ————_——_ 4-6 P.S.1. Carb, Air Temp - AS R#&QUIRED Lending Wheols DOWN (on land )UP(water) Tail Wheel Castor —— LOCKED - Propeller——————_ INCREASE. RPM Mixture AUTO RICH Fuel Vatve BEST TANK Elevator Tab TRIM AS REQUIRED Flaps ———_—__ DoW - 50° or 60°vermin | ANe-OFF OISTANGE 8 OALM—FEET 55 [ I 28001 S 1 Se wl : L " 1 ber iat led 5 “Po yd 1000 Boe T ik V “ oe . Ns ‘* pa : | ws | i ‘F000 wooo ‘9000 “ ‘1000. #000, ‘s000 ‘von woer-tomn sins opened Figure 10—Take-off Run ond Stalling Speed Chart. Figure 11—Climb, Speed, ond Ceiling Chert. RESTRICTED.: i086 SPEED-M.P.H Figure 12—Renge Chart. fo pave kesreto-m rn —Crvising Chort FiguceFigure 3—Airipeed Cowection Chart. RESTRICTED: