Beechcraft Travel Air D95A Owner's Manual

eecacrafto

Travel Air

+

MODEL

OVVNER'S MANUAL

Secch ûircrah

Ûorporation

i

UJ i ch

i i.e.

V .i

n

s.:

Seecheraft

Travel

Air

D95A

PUBLISHEDBY

PARTS

AND

SERVICE

OPERATIONS

BEECH AIRCRAFT

CORPORATION

WICHITA, KANSAS

95-590014-61

95-590014-61Ai

Issued

June

12, 1963

Revised August

3,

1964

OWNER'S

MANUAL

LIST

OF

EFFECTIVE

PAGES

TOTAL

NUMBEROF PAGES

IN

THIS

BOOK15

132

*Title

.

Al August

3,

1964

*List

of

Effective

Pages

Al

August

3,

1964

i through vi Original

*1-9

through

1-10B

Al

August

3,

1964

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through

1-21

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through

2-2

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2-4A

A1 August

3,

1964

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Al August

3,

1964

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Al August

3,

1964

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August

3,

1964

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through

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Al

August

3,

1964

7-17

through

7-30

Original

*The

asterisk indicates

pages

revised,

added or deleted

by

the

current revision.

Revised August 3,

1964

THANK YOU

. . .

for

displaying

confidence in us

by selecting

a BEECHCRAFT

airplane.

Our

design

engineers,

assemblers and

inspectors have

utilized

their skills

and years

of

experience

to ensure that the new

BEECHCRAFT meets

the high

standards

of quality

and

performance

for which BEECHCRAFT airplanes

have become famous throughout the world.

IMPORTANT NOTICE

This manual should

be read carefully in order

to become

familiar with the

operation

of the

airplane. Suggestions

and

recommendations

have been made

within it

to

aid in

obtaining

maximum performance without

sacrificing

economy. Be

familiar

with and operate the airplane in

accordance

with the

Owner's Manual and

FAA

Approved

Airplane

Flight

Manual

and/or placards

which are located

in the airplane.

As a

further

reminder,

the owner and

operator should also

be

familiar with

the Federal Aviation Regulations applicable to the operation and

maintenance

of the

airplane, and

FAR

Part

91

General

Operating

and

Flight

Rules. Further, the

airplane must

be operated

and maintained in accordance

with FAA Airworthiness Directives

which

may be issued against it.

The

Federal

Aviation Regulations place

the responsibility for the

maintenance of

this

airplane on the owner and

the

operator, who

should

make certain that all

maintenance

is

done

by

qualified mechanics

in

conformity

with all

airworthiness

requirements established for this airplane.

AII

limits,

procedures,

safety

practices,

time

limits, servicing, and

maintenance

requirements

contained

in this manual

are

considered

mandatory for continued

airworthiness

to

maintain the airplane

in a

condition equal to

that

of its

original manufacture.

Authorized

BEECHCRAFT

Parts

and Service

Outlets will have

recommended

modification,

service, and

operating

procedures

issued

by

both FAA and

Beech Aircraft Corporation, which are

designed

to

get

maximum

utility and

safety

from

the

airplane.

TaMe of

Contents

SECTION

I Descriptive Information

....

.

1-1

SECTION

H Operating Check Lists

..........

.2-1

SECTION

III

Performance

Specifications

and

Limitations

..... .

..3-1

SECTION

IV

Flying Your BEECHCRAFT ..

..4-1

SECTIÒN

V

Unusual Operating Conditions

....5-1

SECTION

VI

Operational Data

........................6-1

SECTION

VII

Servicing

and

Maintenance

........7-1

III

General

Specifications

ENGINES

Two Lycoming, 4-cylinder,

10-360-B1B,

rated

at

180 hp

@

2700 rpm for

all operations.

PERF0RMANCE

--

TRUE

AIRSPEED,

STANDARD

ALTITUDE

MAXIMUM

CRUISlNG

SPEED:

(a), at

75% power

(2450 rpm)

........................200mph/174kts

at 7500 ft.

(b)

at

65¾

power (2450 rpm)

.........................195mph/169kts

at 11,000

ft.

HIGH SPEED AT SEA LEVEL

(2700 rpm,

full

throttle) ..............................210mph/182kts

RATE OF CLIMB AT

SEA

LEVEL(rated power)

Two

engines ........................................ 1250fpm

One engine ........................................

205fpm

SERVICE CEILING (rated

power)

@

4200 pounds

Two engines (100

fpm)

..............................18,100ft.

One

engine

(50

fpm)

................................4400ft.

ABSOLUTE CEILING

@

4200 pounds

Two engines ..................

... .................19,800ft.

Single engine

(descending

to level out

at) ..............5850ft.

STALLING SPEED

(Zero

Thrust), Flaps

28°,

Gear Down ......70mph/61kts

MAXIMUM RANGE@165 mph/143

kts

...................1170mileson112

gal.*

ENDURANCE

................. .

...................7.54hours*

TAKE-OFF

DISTANCE-(20°

flap)

Ground Run

............1000ft.**

Total

Distance over 50

ft.

............................1280ft.**

LANDING

DISTANCE-(28°

flap)

Ground

Run ............

980ft.**

Total Distance over

50 ft.

............................1590ft.**

The abave performance figures are

the results of flight

tests

of

the

Travel

Air

conducted by Beech

Aircraft Corporation under

factary-controlled

conditions

and

will vary

with

individual aircraft and

numerous factors

affecting

flight performance.

*Includes

warm-up, taxi,

take-off, climb and 45 minutes

holding at 45%

MC power.

**Take-off

and

landing

performance based on Sea Level Standard Conditions.

TYPE

Four

or five-place,

high-performance,

all-metal,

low-wing,

twin-engine cantilever

monoplane, with

fully

retractable

tricycle

landing

gear,

solid

cabin top, and

full

complement

of eng¡ne

and

flight instruments

standard.

BAGGAGE

Maximum

400

pounds

-

rear

270

pounds less

equipment-front

WEIGHTS

Gross

Weight

.........................................4200lbs.

Empty

Weight,

Dry (Approx.) ............................2555lbs.

(Empty

weight

includes

complete set of flight

instruments;

cabin

heating

and

venti-

iv

Iating system

with windshield

defrosters;

soundproofing; navigation,

cabin,

instrument

and

landing

lights.)

Useful Load

(Approx.) ............... ..................1645Ibs.

WING AREA

AND LOADINGS

Wing

Area

...... .....199.2sg.ft.

Wing

Loading,

at gross weight ..........................20.6Ibs./sg.ft.

Power

Loading, at

gross weight

..........................11.4Ibs./hp

DIMENSIONS

Wing Span

...........................................37ft.10in.

Length ...............................................25ft.11in.

Height

...............................................9ft.6in.

CABIN DIMENSIONS

Cabin

Length .........................................8ft.din.

Cabin

Width .........................................3ft.6in.

Cabin

Height

.........................................4ft.2in.

Passenger

Door size

...................................36in.x37in.

Baggage

Door size, rear

...............................18.5in.x22.5in.

Baggage

Compartment

size,

rear

.........................33.5cubicft.

Baggage Compartment

size, front

........................12cubicft.

Accessory

Shelf, nose

cone

.............................7cubieft.

PROPELLERAND EQUIPMENT

Propeller-constant

speed, full

feathering,

diameter

72",

with

hydraulic governor.

ENGINE EQUIPMENT

(Per Engine)

Starter

Generator

Yoltage

Regulator

Auxiliary

Fuel

Pump

Induction Air Filter Exhaust Manifolds (stainless

steel)

Vacuum

Pump

FUEL AND

OIL CAPACITY

Fuel

Capacity

in

standard

wing tanks

....................

80gal.(usable)

Fuel

Capacity with optional

auxiliary

wing tanks ...........112gal.(usable)

Oil Capacity

.................... .....................

16quarts

LANDING

GEAR

Tricycle

type

with

swiveling

steerable nose

wheel eguipped

with

shimmy

dampener.

Beech

air-oil

struts on

all

wheels designed

for smooth

taxiing

and to withstand the

shock created

by

landing

with a vertical

descent component

of over

600

feet per

minute.

Main tires 7.00" x

6"

size; nose wheel

tire 5.00" x

5"

size. Wheels

-

Beech with

ring-disc

hydraulic brakes.

ELECTRICAL

EQUIPMENT

(24

Volt

System)

One

17-ampere-hour

battery,

standard

(two

24-ampere-hour

batteries,

optional);

electric motors far

operating flaps

and landing gear; electrically

operated cawl flaps

(optional); two 25-ampere

generators,

standard

(two

40-ampere

generators,

optional).

V

13.77

f

25.94

37 82

72" DIAM.

o.

I

9.59'

!).3"

7.0

VI

SECTION I

Descriptive

Inforrnation

Your new

BEECHCRAFT

Travel Air

is a

four or

five-place, low wing

monoplane.

The all-metal,

semimonocoque airframe structure is

of

aluminum,

magnesium

and alloy

steel,

riveted and spotwelded for

maximum strength. Careful

workmanship

and inspection make certain

that structural

components

will withstand flight loads in excess of

the

FAA requirements for

a

"Normal" category, under

which the Model

D95A

is licensed.

To develop

a

good

flying

technique,

you must first have a general

working knowledge

of the

several

systems and

accessories

of your

aircraft. Although they are

closely

interdependent in

fact, these

systems have

been

broken

down

arbitrarily

in this section for

ease

of presentation.

1-1

FLIGHT

CONTROLS

Primary

movable

control surfaces of

the Travel

Air

are

operated

through

push-pull

rods and conventional

closed-circuit

cable systems

terminating in

bell

cranks. The

pre.formed,

extra-flexible

steel cables

run

over phenolic pulleys with sealed

ball

bearings

which

ordinarily

require no

lubrication

and insure

smooth,

free

action and long

cable

life. Standard equipment

provides

a

throw-over

type

control

wheel

arm

for elevator and aileron control

which

may be

locked

in

posi-

tion on either the pilot

or

copilot

side and

pilot's

rudder pedals

adjustable fore

and aft to fit individual requirements. The right

hand rudder

pedals

(optional)

may be laid

flat

against

the floorboards

when not in use. Trim

tabs on the

elevator

and rudder control

sur-

faces

are adjustable from the

control

console

through

closed-circuit

cable systems

which

drive

jackscrew

type

actuators.

Position

indicators

for each

of the trim tabs are

located

near the

respective controls.

Aileron trim

is accomplished by

actuating

the aileron trimmer

on

the control column hub. The

trimmer

displaces the aileron surfaces

themselves

to

compensate for

uneven

loading.

The displacement is

maintained

by cable loads imposed

by

the

aileron

trimmer.

Single, slot-type wing

flaps are operated through a system

of

flexible

shafts and jackscrew

actuators driven

by

a reversible electric

motor

located under the front seat. The

flap

position lights on

the

left side

of

the control console

show

green for the

up

position and red

for

the full down

(28°)

landing

position. Intermediate flap

positions

of

10°

and

20°,

as marked on

the leading edge of the left

flap, may

be selected

by moving

the three position control switch on the

left

side of the console to "OFF" when the

desired

flap

setting

mark lines

up with

.

the wing

trailing

edge. Limit

switches automatically

shut

off

the flap motor

when the

full

up

or

down position is reached.

LANDING GEAR The Travel

Air's extra

strong, electrically

operated

tricycle

landing

gear incorporates

all of the

advantages provided

by

this type gear.

The ease

of

ground

operation is assisted by the

increased

visibility,

more positive directional

control for

parking or

operation

under high

surface

wind conditions, decreased

stopping

distance and longer

brake and

tire

life;

these

are

but a few

of

the

advantages.

1-2

The gear is operated through

push-pull

tubes by a reversible electric

motor and actuator gear box under the front seat. The motor is

controlled

by

a two-position landing gear switch located on the

right hand side of the control console. Limit switches and a dynamic

braking system automatically stop

the retract

mechanism when

the

gear

reaches

its full up

or

full

down position.

With the landing gear in the up position, the wheels are completely

enclosed by

fairing

doors which are operated

mechanically by

the

retraction and extension

of the

gear.

After the gear is lowered, the

main gear inboard

fairing doors automatically close,

producing

extra

lift and reduced

drag

for

take-off

and

landing.

Individual uplocks

actuated by the retraction

system lock

the

main

gear

positively

in the

up position. No downlocks

are

necessary

since

the

over-center

pivot

of the linkage forms a geometric

positive lock

when the gear is

fully

extended. The

linkage

is

also

spring

loaded

to

the

over-center

position.

Landing gear position

lights,

located above the

landing

gear

switch,

indicate the position

of the

gear,

either

up

or

down, coming

on

only

when

the

gear reaches

its

fully

extended or retracted position. In

addition,

a mechanical indicator beneath the control console shows

the

position

of the nose gear at all times.

To prevent accidental gear retraction on

the

ground, a

safety

switch

on the left main strut breaks the

control

circuit whenever

the

strut

is

compressed by the

weight

of the airplane and completes the circuit

so the gear may be

retracted, when the strut

extends.

Never rely on

the

safety

switch

to

keep

the

gear down while

taxiing or on

take-off

or

landing

roll. Always check the position of the

switch

handle.

With the gear

retracted, if

either or both

throttles

are retarded below

an engine

setting

sufficient

to

sustain flight, a

warning

horn

will

sound

an intermittent note.

During

single-engine

operation the horn

may

be silenced by

advancing

the throttle of the

inoperative

engine enough

to open

the landing

gear

warning

horn switch.

The nose wheel

assembly

is made steerable

through

spring loaded

linkage, connected to the rudder pedals

for

greater maneuverability

during

taxi

operation. The

retraction

of the

gear

relieves the

rudder

pedals of their nose

steering

load and centers the

wheel,

by a roller

1-3

and slot arrangement, to insure

proper retraction into

the

wheel

well.

A hydraulic dampener

on the

nose

wheel

strut compensates

for the

inherent

shimmy

tendency

of

a

pivoted

nose

wheel.

Wheels are

carried

by

heat treated tubular

steel trusses

and use

Beech

air-oil

type

shock

struts.

Since

the shock

struts are

filled

with

both

compressed air

and hydraulic

fluid,

their

correct inflation

should

be

checked prior

to each flight.

Even

brief

taxiing

with

a

deflated

strut

can

cause

severe

damage.

For manual operation of the

landing

gear

(lowering only)

a

handerank

is

located

behind the front seats. The

crank,

when engaged, drives

the

normal

gear

actuation

system.

Main

landing gear wheels are

equipped with

BEECHCRAFT

ring-disc,

self-adjusting,

self-energizing

hydraulic

brakes actuated

by

individual

master

cylinders connected to the

rudder pedals

and operated as

toe

brakes.

The

hydraulic brake fluid reservoir is

accessible

from

the

forward

baggage compartment and should

be

checked

occasionally

for specified fluid

level. The

parking

brake

is

set by

a

push-pull

control

with

a

center-button

lock

and is

located just

to

the left

and slightly

below the control

console.

Setting

the

control

does not pressurize the

brake system, but

simply

closes

a

valve in the lines

so

that pressure

built up by pumping

the

toe pedals is retained and the brakes remain

set. Pushing the

control

in

opens

the

valve

and

releases

the

brakes.

POWER PLANTS Your

Travel Air is powered

by two

Lycoming

IO-360-BlB

engines

rated

at 180 horsepower each, at 2700

rpm,

for

take-off

and

maximum

continuous operation. The four-cylinder, opposed, aircooled

engines

have direct propeller drives and a

compression ratio of

8.5:1.

Pres-

sure type

cowlings

are

used;

cooling

is controlled

by a

gill-type

flap

on

the

lower

trailing edge

of each

cowling. Fuel

distribution

is

accom-

plished

with a

constant-flow

fuel injection

system which

incorporates

a special aerated nozzle at

the

intake port

of

each

cylinder. Filtered

induction system

air is obtained through

a filtered airscoop on

the

lower

front of the engine

and directed

to

the air throttle valve.

A

spring loaded

door

on the

bottom

of

the air box opens

automatically

if

the

airscoop is

blocked

by

impact

ice

or dirt. Manual

controls

on

the control

console

may

be

used

to select

either filtered

or

alternate

air. Full dual ignition systems are

used,

with

an

ignition

vibrator

1-4

supplying

starting

voltage. The

electrical system uses

Delco-Remy

starters,

generators, and

voltage regulators. Fuel

injection pumps,

vacuum

pumps, and

constant-speed propellers are standard

equip-

ment. Other

features include

sodium-cooled

rotator-type

valves,

chrome

piston

rings and a nitrided

crankshaft.

Constant-speed, two-bladed, hydraulic, full feathering

propellers use

pressure from a

feathering

spring

and centrifugal force from the blade

shank counterweights to increase pitch. Engine oil under

governor-

boosted pressure

decreases pitch.

Propeller

feathering is

accomplished by pulling the propeller

control

back past

the detent to the

limit

of travel.

Unfeathering and restarting

is

achieved by moving the

propeller

control well into the governing

range and

following

the normal

starting

procedure. On airplanes

with

the optional unfeathering

accumulator,

momentary use

of the

starter to initiate rotation

is necessary only at low airspeeds.

Imme-

diately

after the

engine starts, the

throttle

and

propeller controls should

be adjusted to

prevent

an engine over-speed condition.

Power

Plant Controls

Propeller, throttle and mixture

control

levers, grouped along the

upper

face

of the

control console,

are within

easy

reach

of

the pilot.

Their knobs

are shaped

to

govern-

ment standard configuration so

they may

be identified by

touch.

The levers

are connected to

their

respective units

by

flexible

control

cables routed

through the

leading

edge of each

wing. A

control-

lable friction

lock on

their

sup-

port shaft may be

tightened once

power

settings are

established,

to

prevent creeping. Controls

for

the

alternate air are hand-operated,

push-pull

type

with

center-button

locks, and are

mounted on the

lower face

of the control

console.

1-5

Direct-cranking electric starters are

relay-controlled

and are energized

by

spring

loaded,

combination

magneto-starter

switches,

located on

the

ignition

panel. These spring

loaded

switches return

to

the

"BOTH"

position

when released.

The

push-pull,

buttondock

type

controls that

operate

the engine cowl flaps are located aft

of

each fuel selector valve

handle. The optional

electrically

operated

cowl flaps are controlled

by

switches on the electrical panel located to the left of the

control

console.

An indicator light adjacent to

the

switches comes on whenever

the electric

cowl

flaps are not fully

closed.

Fuel System The

Travel

Air's

fuel system consists

of

a

separate,

identical supply

for

each

engine,

interconnected

by

crossfeed

lines for emergency

use.

During normal operation

each engine

uses

its own fuel

pumps

to

draw

fuel from its respective

fuel cell arrangement.

However,

on

crossfeed

operations the entire fuel

supply

of

any or all

cells

may

be consumed

by

either engine.

A

fuel

selector

valve for

each engine

controls the

cells

from which fuel is used.

The standard fuel cell arrangement consists of

one

40-gallon fuel

cell

in

the

inboard portion of each wing

leading

edge. Total fuel capacity

for this system

is 80

gallons

of usable fuel. With an optional fuel

cell

arrangement

of

one

25-gallon main

fuel cell

in

each

wing leading

edge

and one

31-gallon

auxiliary

cell

just aft

and outboard

of

each

main cell, the total capacity is raised to 112 gallons of usable fuel.

Fuel cannot transfer from one cell

to

another

during

flight.

Fuel

quantity

is measured

by a

float-type transmitter unit

in each

cell,

which transmits a signal

to

the fuel gages on the

instrument panel.

When the optional ll2-gallon installation

is used, a

two-position

switch determines

the

cell,

main or auxiliary, to which

the gage is

connected. Each

cell

is filled through its own filler neck with

open-

ings in

the

upper

wing

surface

and

sealed

with

flush-type

filler

caps.

An

electric

auxiliary

fuel

pump

for

each engine supplies

fuel pressure

for starting and provides for near

maximum

engine

performance

should

the

engine-driven

pump fail. The

auxiliary fuel

pumps

are

used for

starting

and

emergencies,

and

may

be used for

take-off

and landing.

In extremely hot weather they should be employed for all

ground

oper-

ations,

take-off,

climb,

and landing.

Due to

the

in-line

location of the

1-6

TO

ENGINE

CRON

ETFEED

AUXILIARY

FUEL REGULATOR

AUXILIARY

CR

LSEFEED

INLET

MAIN

INLET

ENGINE

FUEL

PUMP INLET

ENGINE

SUPPLY

ENGINE SUPPLY

OUTLET

DRAIN

OUTLET

L.H. SELECTORVALVE

R.

H

SELECTOR VALVE

FUEL STRAINER

BOOST PUMP

DRAIN

VEN

CROSS

FEED

LINES

ENT

DRAIN

VENT

AUXILIARY TANK

SELECTOR VALVE

AUXILIARY

TANK

VENT

31GALOPT

DRAIN

I

auxiliary

fuel

pumps, between

the cells

and

metering

unit, fuel

may

be drawn

from

any

cell within

the

system

by the

auxiliary

pump for

the operating engine. The

fuel

system is drained at

eight

different

locations

(including

the two

optional

auxiliary

cell

sumps) as shown

in the

fuel system schematic

and

the

servicing

diagram.

Fuel

system

strainers

are located on the

wing

main

spar in each wheel

well

and

at the

inlet

to

the

fuel

control units. Regular

checking

of the strainers

is of

utmost

importance

to

preventive

maintenance, since

lowered fuel

pressure

may

often

be

traced

to

contaminants

clogging the system.

A

fuel flow indicator

on

the instrument

panel is calibrated in gallons

per hour, based on system pressure at

the fuel manifold valve

of

the fuel

injection unit. The instrument

also indicates fuel pressure

for

starting.

Oil

System

The

engine oil system is of the full-pressure,

wet-sump

type and has

an 8-quart

capacity.

For safe engine operation, the absolute

minimum

amount of

oil required

in the

sump

is

2

quarts.

Oil

operating

temperatures are controlled

by

an

automatic thermostat

by-pass

control

incorporated

in the

engine oil

passage of each system. The

automatic

by-pass

control will prevent oil flow

through

the cooler when operating

temperatures are below normal. It also

will

by-pass

if

the radiator is

blocked.

System

servicing

and

draining

points are shown on

the

servicing

diagram. The

determining

factor for

choosing

the correct

grade

of

oil

is

the

oil

inlet temperature which is observed

during

flight; inlet

temperatures

consistently

near

the

maximum

allowable

would

indicate

a heavier oil is needed.

Straight

petroleum

base,

aviation

grade,

nondetergent oil of the lightest weight that will provide

adequate

cooling

should

be

used. Certain additive

type

aviation grade oils are also

approved

by the

engine

manufacturer,

but

they

should be

used

with

caution. (See

servicing

information and Consumable Materials Chart

in

Section

VII.)

Condensed moisture in the oil

sump

may

be

drained

by

occasionally

opening

the

oil drain valve and

allowing

a small amount of

oil to escape;

ideally,

this

draining

should

be

done

when the

engines

have been

stopped overnight or approximately 12 hours. This procedure

should

be followed more

closely during

cold weather

or

when

a

series of short

flights of

less

than 30

minutes

duration have

been

made and

the

engines allowed

to cool completely between such flights.

INSTRUMENTS All

flight and engine instruments

are

positioned

on

the

instrument panel

1-8

for maximum

utility

and convenience. Instrument

markings are

matte

white on a black background and where practicable,

the normal

oper-

ating

limits are indicated.

The

flight

instruments

are located on a hinged floating panel

directly

in

front of the

pilot's seat.

Standard flight instrumentation

includes

atti-

tude and directional

gyros, airspeed,

altimeter,

rate-of-climb, electric

turn-and-bank,

and a clock. The airspeed indicator is marked with

a

special

blue

line

range

for

single-engine

operation. An

outside air

temperature thermometer

and

magnetic compass are

mounted on the

windshield divider.

The standard engine

instruments

consist of the

dual manifold

pressure

gage

and

individual

tachometers with engine hour recorders at the top

center of the

instrument

panel,

the

dual fuel

flow

indicator on the lower

STANDARD

EQUIPMENT OPTIONAL EQUIPMENT

1.

Clock

12.

Dual Fuel Flow Indicator A. ADF

Indicator

2. Airspeed

Indicator

13.

Ammeters

B. Dual

Tachometer

3.

Turn-and-Bank

Indicator

14.

5uction Gage

C.

Propeller

Anti-

4.

Attitude Gyro 15.

Dual

Oil Pressure

Gage

Icer

Fluid

Gage

5.

Directional

Gyro 16.

Dual Cylinder Head

D.

VOR

Indicator

6.

Altimeter

Temperature

Goge E.

YOR

Indicator

7.

Vertical

5peed

Indicator 17.

Dual

Oil Temperature

Gage with Glide

Slope

8.

Tachometer

18. Landing Gear

Position Switch

F. DME

Indicator

9.

Fuel

Quantity

Gages 19.

Flap Position

Switch

G.

DME

Control

10.

Magnetic

Compass 20.

Electrical

Panel

11.

Dual

Manifold

Pressure 21.

Ignition

Panel

and

Generator

Gage

or

Alternator

Switches

Revised

August

3,

1964

1-9

left

hand side

of

the

panel, and the dual oil temperature,

oil

pressure,

and

cylinder head temperature

gages plus a

suction

gage on the right

hand side of

the panel. When the optional dual tachometer is

installed,

the fuel flow indicator

is mounted adjacent to the manifold

pressure

gage

in the

top

center portion

of

the

panel. Fuel

quantity

is

shown

by

two separate

gages,

each

gage serving

both

the

standard

and

the

optional

fuel

tank

in

each wing. The gages are mounted

with

the ammeters

just

above the control console.

Impact air pressure and

atmospheric

air

pressure for

the

airspeed

indicator,

altimeter,

and vertical speed indicator

are supplied

by

the

pitot

and

static air systems.

Since the

accuracy of

these instruments

depends on accurate

pickup of

the

two

pressures,

the

systems have

been developed

carefully

and

tested

in

flight with highly

accurate

special

equipment.

To

insure

the

proper operation

of these

instru-

ments, drain the systems regularly and keep the static

ports clear

of obstructions.

ELECTILICAL

SYSTEM

The Travel Air's

direct-current

electrical

power system uses

either,

one

17-ampere-hour

24-volt

battery,

or

two

25-ampere-hour

12-volt

batteries,

in

any standard or

optional

combination with two 25-ampere

12-volt

generators,

or

two 50-ampere

alternator rectifiers. Either

battery

in-

stallation is

mounted in

the

lower

portion

of the

nose

section;

both

generator

installations

are

belt driven

from

the

engine crankshaft.

In

general, the

aircraft's

circuitry

is the

single-wire,

ground-return

type

with the aircraft

structure itself

being

used as the ground return.

On

the

standard

generator

installation,

each generator's

electrical out-put

is

automatically controlled

by

its

respective

voltage regulator and the

system's common generator paralleling relay.

This

paralleling

relay

equalizes the

out-put or

load for each

generator.

The system electrical

reading

is

then

indicated on the direct reading

type

(not the

charge-

discharge type)

ammeters located on the

instrument

panel just

above

the

control

console.

These

ammeters indicate

individual

generator out-put

and

also serve

as system load-meters,

i.e.,

an ammeter

indication will

increase or

decrease in direct proportion

to the electrical

load

applied.

On

the

optional, or alternator

installation,

both alternators are

con-

trolled

by

two fully transistorized electronic voltage

regulators,

however,

1-10

Revised

August 3,

1964

only

one. regulator is operable

in the

system at

a

time; the

remaining

regulator

being

used as an

alternate

or standby.

Either

of

these

regu-

lators when switched into the circuit will

automatically

adjust

alternator

out-put to the required electrical load, including battery

recharging.

These electronic voltage regulators provide usable current out-put

at low

engine

rpm. Each alternator will produce approximately

20

amperes

at 1100

engine rpm. Selection of a regulator

is

made by

a

select switch placarded I and

2, located

on the ignition switch

panel.

System

protection

against overvoltage is

provided

by

an

overvoltage

relay

which disconnects the alternators

from

the aircraft bus

should

an overvoltage

condition

occur.

A

press-to-test

overvoltage warning

light located on the instrument panel illuminates

whenever the

alter-

nator

is

disconnected from the

aircraft bus

by

the overvoltage relay.

Should

an overvoltage condition occur (illumination of overvoltage

warning

light), switch

to

the

standby

voltage regulator,

either

1 or

2

as

necessary. Should the

condition

persist,

pull

the

alternator

field

circuit

breaker

(5-ampere)

and correct the discrepancy prior to the next flight.

Illumination of this light provides a

warning

that electrical

current

consumption should

be

minimized

since only

battery

power

is available

with

the

alternators

shut-off.

The circuit is also designed so that the

alternators are

automatically shutoff

whenever

the battery

master

switch

is OFF.

CAUTION

To protect the alternators

from

overheating, do not

use

more

than 45 amperes from

either alternator

while operating on the

ground

at temperatures

above

100°

F

(38°

C) or

in flight at

altitudes

above

14,000 feet with outside air temperature above

45°

F

(70°

C).

A

panel containing the magneto,

starter, battery,

and generator

switches

is

located below the pilot's storm window. On aircraft

equipped

with

alternator

generators, this

panel is modified by

replacing

the generator

switches with alternator control

switches

and the addition of a regulator

1 and

2 switch and

a

5-ampere alternator field circuit

breaker.

Placards

indicate the particular circuit

controlled

by

the electrical

switches

and

individual circuit breakers in the panel to the

left

of the control console.

Refer to Section VII for

alternator

servicing and maintenance

in-

formation.

Revised

August

3, 1964

1-10A

ELECTRIC

POWER

DISTRIBUTION

RG

ATOER

WARNING

LIGHT

OVER

-VOLTAGE

RELAY

SELECTOR CIRCUIT

..--

SWITCH

BREAKER

ALTERNATOR

REGUL

GER

(OPTIONAL)

12V

>c

BAT,

MASTER

RELAY

24V

STARTER

L.H

STARTER

RELAY

STALRATER

-------

EXTER

Optional

50-Ampere

Al-

POWER

RECEPTACLE

--

ternators,

TD-578

and

(OPTIONAL)

¯

1-10B

ROYised

August

3,

1964

ELECTRIC

POWER

DISTRIBUTION

VOLTAGE

AMMETER

REGULATOR

CIRCUIT

BREAKER

-

GENERATOR

L.H.

PARALLELING

RELAY

AMMETER

VOLTAGE

REGULATOR

CIRCUIT

BREAKER

-

GENERATOR

R.H.

(OPTIONAL)

12V

BAT.

MASTER

RELAY

24V

SRTARTER

STRARATER

EXTERNAL

POWER

RECEPTACLE

-

(OPTIONAL)

T

1-11

The automotive-type

starters

are

relay-controlled,

which

minimizes

the

length

of heavy

cable

required to carry the high

amperage

of

the

starter circuit. A drive unit actuated

by

centrifugal force from the

operating starter motor engages

and

rotates

the

external

ring

gear

at

the front

of

the

engine erankease. When the starter

motor

is

de-

energized, the

drive

disengages from

the

ring

gear

pinion.

Overhead panel lights provide both cabin and instrument lighting.

The

cabin dome light is controlled by an

"ON-OFF"

switch beside the

light.

A rheostat

switch

below

the

control

console adjusts the

red

overhead

lights for

all instruments

except

those

just

above

the

electrical

panel.

They

are

lighted by post lights

controlled by a

second

rheostat switch. A

third rheostat switch below the control console adjusts the

lighting

for

the electrical

panel,

fuel

selector panel,

radio

panel,

and the trim tab

and mechanical

landing gear

position indicators.

HEATING AND VENTILATING SYSTEM

Fresh air

heating

and ventilation

in

your

Travel

Air provides an

ample supply of heated or cold

air

to the cabin in flight. Manually

operated

controls

regulate

the

heater

and air supply to

suit

individual

preferences.

The system consists of a 50,000 BTU combustion heater,

an

igniter

unit, two fuel pumps, a fuel filter,

shut-off

valve,

and

tempera-

ture

limiting

thermostats.

The

addition of an optional

ventilation air

blower equips the heater for ground operations. In

flight, ram air

pressure

forces

fresh air through the

system. For

ground operation,

the

ventilation air

blower maintains air

flow through

the system. The blower is controlled

by

a

switch

connected

to

the

landing gear

actuation

linkage so that

the blower operates with the

landing gear down, the "Heat and

Blower"

switch

"ON"

and the

"Cabin

1-12

Air"

control in.

The

blower is

shut

off automatically

when the gear

is retracted, and may

be shut

off

manually with the "Heat and

Blower"

switch or by

pulling the "Cabin

Air" control

out approximately half

way,

which partially closes the iris valve and opens

a

blower

switch

connected

to the control linkage. This switch

also

turns

off

the

heater,

since with the iris valve only

slightly

open, the

intake

air is

insufficient

for proper heater operation.

Heater operation is controlled byaductstat mounted in the right

air

outlet behind

the instrument

panel. It acts as a cycling

thermostat

to

maintain the temperature selected with the "Cabin Heat" control

be-

neath the electrical panel. The ductstat's

upper

limit is

set

at

180°

F

to

prevent

uncomfortably-hot

air from

entering

the cabin. To obtain more

cabin heat

during

flight

in

low

outside

air temperatures, pull the "Cabin

Air"

control out

as

far

as possible without

shutting off

the heater. This

reduces the volume

of incoming cold

air

and allows the heater to raise

the temperature of the air to

a

comfortable level.

A

normally-open

thermostat in the heater discharge

plenum

acts as

a safety device

to render the heater system,

except

the

blower,

inoperative

if a

malfunction

should occur

which

results in

dangerously-

high temperatures. This thermostat is set to close at

300°F,

grounding

a

fuse in the heater power

circuit.

The fuse

is

located on the upper

right

hand segment of the bulkhead behind

the

instrument panel. This

location

was chosen

deliberately for inaccessibility in

flight, to

make

certain any malfunction

causing

the overheat

fuse

to blow is corrected

before the heater is operated again. In flight, fuel for the heater

is

drawn from

the left

main

wing tank by

two electric

fuel pumps.

When the aircraft

is equipped

with the

ventilation air

blower, only

one pump operates

during

ground operation.

This is accomplished

by a

switch

operated

by

the

landing

gear linkage.

The heater fuel line is

equipped with

a

strainer. A

spring-loaded,

electrically-operated,

solenoid valve closes when the heater is off,

pre-

venting seepage

of

fuel into the heater.

The heater

ignition unit, mounted in the nose

cone, uses

a vibrator to

provide

interrupted current for its

high-voltage

coil.

The

unit is equipped

with two

sets of points; at each

1000-hour

inspection of the

airplane,

the heater electrical system is

modified

to place an unused

set

of contact

points in service.

1-13

In

addition

to

the air supplied to

the

cabin

through the heater

fresh-air

system,

a manually retractable air

scoop

on

top

of the cabin conducts

outside air

to individual

fresh-air

outlets

in

the

overhead

upholstery

panel

above each seat.

The outlets,

which can be

manually

adjusted

to control both the

quantity

and

direction of air

flow,

allow individual

selection of cool fresh air for each

passenger's

comfort.

During

flight

through inclement

weather or for

maximum

noise suppression, the

air

scoop

may

be

closed by

operating

a

push-pull

control

located

on

the

overhead panel.

It

is

easily

accessible

from

the pilot's

seat.

To further the circulation of

air through

the

cabin,

a manually

con-

trolled

exhaust

vent

is

installed

in

the

overhead

upholstery

panel

behind

the rear seats.

VACUUM SYSTEM Suction

for the vacuum-operated

gyroscopic

flight

instruments is

supplied

by

two

engine-driven

vacuum

pumps, interconnected to

form

a single system.

Either vacuum

pump

has sufficient capacity to

maintain

the complete aircraft

gyro

instrumentation.

The suction produced

by

each

pump

is

controlled

by

an

adjustable,

spring-loaded

regulator valve

in the instrument line just ahead of

the

instrument

panel. The valves are set

to

bleed air into the

system as

required

to

maintain the correct suction

supply.

A suction

gage

on

the

instrument panel indicates the

amount

of

suction

in

the

vacuum system in inches

of mercury. A reading

within

the

yellow arc

on the gage

with

both engines

operating

at

cruise power

indicates that the regulator system

requires

adjustment or

that one

vacuum

pump

has failed. The cause

of

an

unsatisfactory

suction

reading should be

determined as

soon as practicable. Failure

of

one

vacuum pump can be

detected

by

noting suction pressure

with

each

engine operating

individually.

Air entering

the system

is

taken

in

through

the

using

instruinents. To

eliminate

dust and grit which

might

damage the

instruments,

each

in-

strument

air intake

is

fitted

with

a filter.

Sluggish or erratic operation

of

vacuum-driven

instruments accompanied by

a

normal suction gage

1-14

reading

indicates that clogged filters

are

reducing

the volume of intake

air to

less than

the

instruments require.

CHECK

VALVE

VACUUM VACUUM

REGULATOR REGULATOR

GYRO

HORIZON

DIRECTIONAL

GYRO

VACUUM GAGE

A

VACUUM

PUMP

FOR YOUR

COMFORT,

CONVENIENCE

AND SAFETY

Your

BEECHCRAFT,

built to

standards

in excess

of

actual

require-

ments, offers

you

safety,

as

well

as comfort and

convenience

items,

unexcelled by

any airplane in its class. Other items of this

nature

which

are offered as

optional

equipment and may be installed

either

at

the factory

or by

your

distributor,

dealer

or

Certified

Service

Station, are listed in the latter portion

of

this section.

Control Tower

Visibility

With

increasing congestion around airports, the

ability to see

about

you is

vital to safe

take-offs

and

landings.

All

occupants

of

the

aircraft have excellent

visibility through the

large,

ultraviolet-proof

windshield

and

tinted side

windows. The

large

panoramic rear

windows

afford

maximum

flight

enjoyment

for passengers and provide excellent

rearward

visibility for the pilot.

1-15

Landing

Gear

and

Flap Indicators

The position

of

the

landing gear and the

wing flaps is

indicated

by

signal lights on

the instrument panel.

Also, the flaps are visible

through

the windows

and an

illuminated

mechanical

pointer below the

instru-

ment panel indicates

the position

of

the nose gear.

To avoid

accidental

tripping

of

the landing gear and

flap switches,

each

is

designed

to

be

pulled out of a detent before

it

can

be

repositioned.

Landing Lights A

sealed-beam

landing light mounted in

the nose

cone

and

an

optional

light

installed on

the

nose

landing

gear

are

scientifically mounted to

produce maximum effectiveness

for

night

landings.

The lights are

operated

independently by

separate

switches

on the electrical

panel;

prolonged operation

during

ground

maneuvering

should be

avoided.

Conventional position lights

on the wing tips and tail

cone

are

operated

through

a

flasher unit

designed

to

give

steady

lights

if

a

malfunction

occurs,

and are controlled

by a

toggle switch

on

the electrical

panel.

The flasher unit is

omitted

when the airplane is

equipped

with either

the

single

or

dual

optional

rotating

beacon installation.

Stall

Warning Indicator

As an impending stall is approached,

a

stall

warning

indicator sounds

a warning horn on

the

left

side

of

the cabin

forward bulkhead while

there is still ample time for the pilot

to

correct his attitude. The

stall

warning indicator, triggered

by

a sensing

vane on the

leading

edge

of the left

wing,

is

equally effective

in

all

flight attitudes and

at

all

weights

and airspeeds. Irregular

and intermittent

at first,

the

warning

signal

will

become

steady as

the aircraft

approaches

a

complete stall.

Safety

Belts

The Beech designed

high-strength

safety

belts on

your Travel Air,

if

properly

worn,

will

keep

occupants

snugly

in

their

seats

in

rough

air

or under rapid deceleration. The

safety

belts

are

mechanically

simple and

comfortable,

and

wearing them, you

have

sufficient

freedom

of movement to

easily

operate

all

the

controls. The nylon

strap

ma-

terial, in

colors complementing the upholstery,

is

soil

resistant and

easily

cleaned. The airline-type

harness buckles may be

fastened

or

released

quickly

and are

easily

adjusted.

1-16

Instrument Panel Glare

Shield

The attractive instrument panel glare

shield,

made

of

foam rubber

encased

in

dull-finish

vinyl, is

shaped

to

cover the contour above and

between the instrument panel and the windshield. This shield,

ex-

tending

aft

over the instrument panel in an eyebrow

effect,

gives

added

protection for the instruments

and

windshield against reflected light

in both

day

and night flying.

Cabin Interior Your

BEECHCRAFT

offers truly

"hushed"

air

travel

through

its

acoustically

engineered and

soundproofed cabin. Pilot and

passenger

fatigue factors have

been

taken

into

consideration wherever

they

are

pertinent

in designing the

airplane.

These

primary

design

considera-

tions

assure relaxed,

comfortable, speedy

travel.

The travel-designed

interiors include cabin

loudspeakers,

attractive upholstery, and

wall-

to-wall

carpet.

Ample

baggage area is

provided

in the nose compartment and

behind

the

rear

seats. A spacious

accessory shelf

above the aft baggage

area

provides

a readily accessible,

out-of-the-way space

for

miscellaneous

articles that

may

be needed

during

flight. A

large door

on

the right

side

of the fuselage facilitates loading and unloading

while on the

ground.

The

compartment

door

has a

key type lock

for

security

of

items

in the

baggage

compartment

when the

aircraft

is

unattended.

The Travel Air's

seats may be

adjusted to

fit the individual

comfort

requirements of their

occupants.

All standard seats are adjustable fore

and aft,

the front

seats by

pulling up

on the lever

to

the right of the

cushion, and the rear

seats

by

pulling

up on the crossbar

handle below

the front of the cushion. Standard seat

backs,

except that of the pilot's

seat, are adjustable

from the

vertical

to the fully reclined position.

Out-

board armrests

for

the front

and

rear seats are

built into

the cabin

side-

walls.

A

large armrest between the front

seats (installed

as optional

equipment) may

be raised

or

placed

flush with the

seat

cushions. Rear

seat center armrests fold into

a

stowed position

behind the seat backs.

The optional fifth

seat features

individual removable armrests.

Except

when the

aircraft is to

be

operated from the

right

side,

the

right

hand

set of

rudder

pedals (optional) may be laid

forward

against

the floorboards,

for

maximum

leg

room.

1-17

CON

patSN

AN

SYSTE

.

Safety

····••

UNITIZED

IGNITION

CONTROL

TOWER

VISIBILITY

LANDING

GEAR

/

SAFETY

SWITCH

INTERIOR

APPOINTMENTS

1-19