TWIN COMANCHE SECTION Ill

SECTION Ill

OPERATING INSTRUCTIONS

PREFLIGHT

The following safety procedure instructions must become

an integral part of the pilot's operational routine and preflight
inspection.
Begin the preflight inspection in the cockpit. Check that the
landing gear selector switch i s in the down position. Turn master
switch on and check that the green landing gear indicator light i s
on. If the green light is not on, make sure that the instrument
panel light switch is turned to the OFF position. The landing
SECTION Ill TWIN COMANCHE TWIN COMANCHE SECTION 111

21. Gear selector switch down. -

gear indicator light i s automatically dimmed and is difficult to
22. Required papers in order. -
see in the daytime if the instrument lights are on.
Drain about a quarter of a pint of fuel from each tank with
23. -
Turn master switch on check stall warning system.
24. Check navigation lights.
the cockpit drains before doing the external preflight check.
During the external check, determine that the fuel has stopped
draining.
25. Fasten safety belts.

STARTING ENGINES
I
During the external preflight check see that the baggage
door is properly secured. Prior to flight, passengers should be 1. Master switch on. -
briefed about seat belts, the use of oxygen when applicable, how 2. Gear lights check green.-
t o evacuate the airplane, and advised not to smoke during take- 3. -
Fuel quantity check gauge reading.
off or landing. They should be cautioned against handling or 4. Cowl flaps open. -
interfering with essential equipment end flight controls, fuel 5. Trim tabs set. -
valves, switches, circuit breakers, trim knobs or cranks, radios 6. -
Throttles open 1/2 inch.
etc. 7. Propeller controls forward. -
1. Ignition and master switches OFF. - 8. Mixtures -rich.
-
2. Fuel strainer sump drained and not leaking. 9. Electric fuel pumps-on till indication on fuel flow gauge.
3. Fuel selectors on main cells. 10. -
Mixtures idle cut-off.
-
4. Control surfaces, wing, fuselage no damage or oper- 11. Magneto switches on. -
ational interference. 12. Propellers clear. -
-
5. Control surface free of obstmctions, ice and snow. 13. -
Starters engage.
-
6. Fuel supply adequate. 14. -
Mixtures advance.
7. Fuel cell caps - secure. 15. Oil, fuel pressure check. -
8. Fuel s p t e m vents open. -
9. Landing gear struts - 2-3/40 piston exposed under static
load. FLOODED START
-
10. Tires inflated and not excessively worn.
11. Cowling, landing gear doors, oil and inspection covers - 1. Magneto switches on. -
secure. 2. Throttles open.-
-
12. Propellers c k c k . 3. Mixtures -idle cut-off.
-
13. Oil supply adequate. 4. Electric fuel pumps off. -
14. Leaks -absent.
-
15. Windshield clean and secure.
-
5. Starters engage.
(When engine fires, retard throttle and advance mixture.)
-
16. Dorsal fin air scoop free of obstmction.
Cranking periods should be limited to 30 ,seconds with a
17. Control locks -detached.
two minute interval. Longer cranking periods shorten the life of
18. Baggage door secure. - -
-
19. Tow bar stowed. the starter. Do not engage the starter immediately after releasing
it a s the starter mechanism may be damaged.
20. Cabin controls operative. -
SECTION Ill TWIN COMANCHE TWIN COMANCHE SECTION Ill

ELECTRICAL POWER

Check the oil pressure as soon a s the engines start. ~f no Do not attempt flight with a verylow charged battery.
pressure i s indicated within thirty seconds, stop the engine and
determine the tmuble. If cold temperatures exist (lO°F or be-
low), a longer period of time will be necessary before an indi-
cation is received.
Warm-up the engines a t 1000 to 1400 RPM for not more than CAUTION
two minutes in warm weather and four minutes in cold. The en-
gines are warm enough for take-off when no faltering occurs with Be sure to have the generators turned on. If
the throttle opened. Avoid prolonged idling a t low RPM to prevent the battery charge is low and generators are not
fouled spark plugs. Check the magnetos with the propeller in low operating, an inadvertent gear-up landing i s
pitch and the engine running at 2200 RPM. The maximum drop on possible because the warning horn and flashing
each magneto should not exceed 175 RPM while the differential light will not operate and the landing gear can-
drop between them should not exceed 5 0 RPM. Operation on one not be extended electrically. Manual extension
magneto should not exceed 10 seconds. of the landing gear i s required under these
Move the propeller controls through their complete range to circumstances.
check feathering action, then leave them in the full forward low
pitch position. Feathering action can be checked by running the
engine between 1000 and 1500 RPM and pulling the prop control
into feather position momentarily. Do not allow a drop of more
than 500 RPM and do not feather the propeller when operating at
a high manifold pressure with the aircraft on the ground. Pre
pellers should be cycled three times in cold weather. TAXIING AND PRE-TAKE-OFF
Cowl flaps permit cooling of the engines by manual control
during ground operations or special conditions of flight. It i s
recommended that cylinder head temperature not exceed 400' F Start to move the airplane forward. During initial taxiing,
and the oil temperature should not exceed 24S°F. throttle back and apply brakes to check their operation. Use
Turn off the electric fuel pumps after starting to make sure differential power and nose wheel. steering rather than.brakes
that the engine driven pumps are operating. The electric fuel when taxiing. Retard the throttle to the engine on t h s inside of
pumps should be on during take-off, landing and when changing turn and advance the throttle to the engine on the .outside of
fuel selector positions to prevent loss of power a t critical times. the turn. . ... .
The autopilot should be off before take-off. ' ~

On a cold day test defroster and cabin heaterbefore take-off.

Do not fly in cold weather when the heater i s inoperative, a s the
windshield may become frosted.
 SECTION Ill TWlN COMANCHE TWIN COMANCHE SECTION Ill

The normally recommended setting for s e a level take-off is

Lock the door before take-off. If this item is neglected and full throttle at 2700 RPM. The slightly rich mixture for this
the door comes open after take-off. -maintain normal climb and setting aids in cooling the engine.
airspeed until sufficient terrain clearance is obtained. 00not
risk loss of control of the airplane to close the door. ~t is pas-
sible to continue safely for extended periods with the door un-
latched.) When it is impossible to land straight ahead, the door
TAKE-OFF AND CLIMB
may sometimes be closed by the following procedure: slow the
airplane to 100 miles per hour; lower landing gear and wing flaps;
open the small window to the left of the pilot; pull the door shut
1. Parking brake - off 8. Flaps - retracted
and lock it.
2. Mixtures - forward
-
3. Propellers forward
9. Climb power set-
(At approx. 400 AGL)
Check list:
- -
4. Throttles faward -
10. Cowl flaps set
1. Parking brake on.
2. Engine run-up
-
5. Accelerate t o 90 MPH (Maintain cyl. M. temp.
(a) Mixture'controls forward. - (Prior to climb)
-
at or below max)
- -
(b) Prdpeller controls forwaid. - 6. Landing gear retract
-
7. Accelerate to 112 MPH
11. Oxygen no smoking on
(c) Throttlecontrols forward (1500 rpm).- (Best R/C speed)
(10,000 ft SS above)
(d) Propeller controls exercise. -
Check feather; 500 rpm maximum decrease.
(e) Throttle controls -forward (2200 rpm). During take-off roll apply light back pressure to the control
-
( f ) Magnetos check; wheel to avoid porpoising during the take-off run. Accelerate to
Normal drop 100 rpm - single engine minimum control speed (Vmc) before applying
Maximum drop 175 rpm - stronger h c k pressure for rotation.
. - Differential drop left to right 50 rpm - During normal conditions, retraction of the landing gear
3. Enginegauges check green.- should occur when a gear down landing i s no longer possible on
4. Lights (as required) on. - the runway. Attain the best rate of climb speed and a t least 400
5. Pitot heat (as required) on. - feet above ground level before reducing power.
-
6 . Transponder stand-by.
7. Flaps -set.
-
8. Gyro pressure 4.8 to 5.1 in. Hg.
9. DirectionalGyro set. - WING FLAPS
-
10. Turn & Bank operating. Wing flaps are not necessary for take-off except when
-
11. Altimeter set. operating from a short or soft field. The use of wing
flaps during take-off in a lightly loaded airplane may
12. Clock - wind & set.
13. Generators on.- cause the airplane t o lift-off the runway before Vm, i s
14. Electric fuel pumps on. - attained. An effort to hold the airplane on the runway too
15. Door - locked.
1 16. Safety belts - fastened.

30
SECTION Ill TWIN COMANCHE TWlN COMANCHE SECTION Ill

long may result in a "wheelbarrowing tendency" with LANDING GEAR RETRACTION

most of the weight on the nose wheel. Make sure the aircraft has sufficient altitude and
Wing flaps are notnormally used during a crosswind airspeed with no chance of settling back on the runway
take-off. After lift-off set up the required crab angle, before retracting the gear. When taking off from a long
retract the gear at a s a f e altitude and continue climb out. runway, retract the landing gear when it would no longer
An en route climbing speed of 130 miles per hour i s be possible to land straight ahead.
recommended for increased forward visibility during
continuous climb. DEICER BOOTS
If your Twin Comanche i s equipped with deicer
SHORT AND SOFT FIELD TAKE-OFFS boats, they should not be operating during take-off since
If it is necessary to get the airplane off the runway inflated boots can change the stall characteristics of
in the shortest possible distance,set take-off wing flaps the airplane.
(with the flap position needle at the bottom of thewhite
arc on the flap indicator). With brakes set, run up engines
t o maximum power and check instruments. If the airplane
is off the runway a t less than 90 miles per hour, it i s
essential to fly level a few feet off the runway immedi-
ately after lift-off until reaching 90 mph. After airspeed Vmc (Velocity minimum control) i s the calibrated airspeed,
has increased, initiate a climb a t the best angle of climb determined by FAA test pilots, below which a twin engine aircraft
speed (90 mph at s e a level) if an obstacle is to be cannot be controlled in flight with one engine operating a t takeoff
cleared, or a t the best rate of climb speed (112 mph a t power and the other engine windmilling. The Vmc which the FAA
sea level) if a normal climb out is desired. Since the has determined for the Twin Comanche i s 90 mph CAS.
airplane cannot be controlled in flight below Vmc in the Calibrated airspeedis equal tothe airspeed indicator reading
event of the sudden power loss in one engine, be ready corrected for position and instrument error. Since calibrated air-
to reduce power promptly. speed and density altitude and pilot flight techniques vary, it is
best, especially when heavily loaded or on a cold day, to fly the
NOTE aircraft a s though Vmc were slightly higher.
Take-off at high altitude (density altitude), from Under no circumstances should the aircraft be flown below
a soft, wet, rough or grassy field, or with an uphill the Vmc of the aircraft with one engine operating at maximum
gradient or tail wind component results in geatly power and the other engine windmilling. When operating under
reduced take-off performance. single engine flight conditions, either in training or in emergency
situations, maintain indicated airspeed above 97 mph.
During take-off roll, check to he sure the airspeed
indicator is operating properly. The needle should APPROACH VMC WITH CAUTION
indicate zero when the airplane i s at rest.
On take-off the aircraft should be kept either on, or near the
runway, until reaching Vmc. After Vmc has been reacher1 the air-
SECTION I l l

SPIN RECOVERY TECHMQUE

TWlN COMANCHE TWIN COMANCHE SECTION Ill

The Lycoming engines on t h e ~ w i nComanche can be cruised

I
In the event of an inadvertent spin, recovery can be a t any percent of power from75% down. 2400 RPM isrecommended
accomplished in the following manner: for maximum cruise performance and lower RPM's, down to 1800,
1. Retard both throttles to idle position. for more economical cruising conditions. Ordinarily an RPM
2. Apply full rudder in the opposite direction to the setting should be selected which will give maximum smoothness.
spin. To avoid undesirable stresses on the propellers and the passi-
3. Push control wheel full forward. While it i s not bility of detonation in the engine, no manifold pressure settings
necessary for recovery, the use of ailerons against the over 25" should be used with an RPM of l e s s than 2000.
turn (ie. right aileron if spin is to left) will expedite re- To obtain the desired power, s e t the manifold pressure and
covery. Maintain controls in these positions until the RPM according to the power setting table in this manual. After
spin stops. Then, neutralize rudder and ailerons. the desired power settings have been s e t up, adjust the mixture
4. Recover from dive with smooth back pressure on control for corresponding best power setting as indicated by
control wheel. No abrupt control movement should be the fuel flow meter. The low side of the power setting, a s shown
used during recovery from the dive. on the fuel flow meter, indicates best economy for that percent
of power while the high side indicates best power.
During climbing operation the servo regulator will sense
NOTE the change in altitude and will automatically lean the mixture.
For better economy, manual leaning with the mixture control
Altitude loss in a spin may be in excess of 2000 can also be accomplished if desired.
feet. Avoid any maneuver which might result in a
. .
spin at low altitude. The more rapidly spin recov-
ery i s begun the more prompt the recovery will be.
FUEL MANAGEMENT
CRUISING Fuel should be used from the main fuel cells during take-off,
landing, climb and descent. Auxiliary fuel and tip tank fuel i s to
be used in level flight only.
The cruising speed of the Twin Comanche i s determined by The electric fuel pumps should be on during take-off, landing
many factors including power setting, altitude, temperature, and while switching tanks in order to prevent loss of power a t
weight, and equipment installed. critical times.
The normal recommended economy cruising power setting In turning off the electric fuel pumps allow a time delay of
of the Twin Comanche is at 65% power. At 12,000 feet this gives approximately 20 seconds between switching each of the fuel
a True Airspeed of 186 MPH. This power setting is obtained -. pumps off in order to insure that the engine driven pumps are
under standard conditions at 2400 RPM and full throttle. Fuel operating properly.
consumption i s approximately 15.2 gallons per hour total; Since a fuel injected engine such a s is used on the Twin
The optimum cruising speed of the Twin Comanche at 8000' -* Comanche takes an appreciable length of time to start after fuel
I
i s 144 MPH. (See. Power and Performance charts for power starvation, it is recommended that you avoid emptying a fuel cell 1
settings md under various conditions.) to depletion. If the engine should stop because a fuel cell i s
L
SECTION Ill TWIN COMANCHE TWlN COMANCHE SECTION Ill

depleted of fuel be prepared to wait a while for the engine to If not properly inspected and maintained, the bladder-like
start after changing to a fuelcell with fuelin it. If i t i s necessary
to use all the fuel in a fuel cell, carefully monitor the fuel flow Ir fuel cells of the airplane could partially collapse, causing the
fuel gauging system to be inaccurate. The tanks and gauging
meter and quickly change the fuel valve position at the first system, therefore, should be inspected in accordance with Piper
indication of a decrease in fuel flow. This will enable you to /
service instructions and kept in good condition.
keep the engine operating while using all of the fuel in the fuel During flight, keep account of time and fuel used in connec-
cell. tion with power settings to determine how the fuel flow and fuel
quantity gauging systems are operating. If thefuel flow indication
CAUTION is considerably higher than the fuel actually being consumed or
an asymmetric flow gauge indication is observed, you may have
If tiptanks are installed on the airplane and if the a clogged fuel nozzle which should be cleaned.
tip tanks have been run completely dry in flight,
air may be trapped in the line from tip tank to
solenoid valve when tip tanks are subsequently
filled. The air pocket in the line may prevent im-
APPROACH AND LANDING
mediate feeding of fuel fsom tip tanks. To avoid 1
this condition, purge air from lines prior t o starting
of aircraft. I
. . Prior to extending the landing gear for landing, retard both
1. Turn fuel selector valve to "AUX" po- throttle controls to check that the landing gear warning horn is
sition. operating. Flying the airplane with the horn inoperative i s not
2. Turn on aircraft master switch and place permitted. It can lead to a gear up landing a s it i s easy to forget
tip tank fuel selector switch to tip tank position. the landing gear when approaching for a single engine landing
Ascertain that tip tank solenoid switch, under fuel when other equipment i s inoperative or when attention i s drawn
console, is operating by listening for a slight click to events outside of the'cockpit. heref fore it i s especially im-
when switch is operated. portant to check that the.landing gear is down when there is any
3. Lift up appropriate fuel drain valve and distraction in the landing situation.
allow fuel to drain. Observe for flow ,h.'.l s c ear
Lower the gear at speeds below 150 miles perhour and the
plastic tube, followed by interrupted flow, of no flaps a t speeds below 125 an hour.
fuel for a few seconds, further followed by a
bubbling flow then full flow. Total drain time
should not be less than 30 seconds.. CAUTION
4. Procedure shall be accomplished for each
tfp tank separately. Maintain sufficient speed during turns in the traffic
5. In addition to above procedure operate the pattern. It i s a g o d practice to trim the aircraft
the power plant from each wing tip separately until t o establish a speed of at least 115 miles per hour
steady fuel flow i s assured during ground runup on the downwind leg and 110 miles an hour on the
prior toflight. . . base leg. Hold 110 miles per hour until the turn
SECTION Ill , TWIN COMANCHE SECTION Ill

onto final approach has been completed. Then NOTE

reduce to a final approach speed at 100 miles per Landings with a crosswind compbnent greater than
hour. 20 miles per hour should be avoided.

Set the propeller at a high cruisingRPM of a t least When extending or retracting wing flaps, do s o a few degrees
2400 RPMfor ample power i f a go-around is neces- a t a time t o avoid an asymmetrical flight condition which would
sary. Mixture control should be in the full rich result if one wing flap should stick..
position unless density altitude or conditions of Do not side slip with wing flaps extended.
high temperature and humidity dictate otherwise. Avoid prolonged side slip with a fuel selector s e t to a fuel
cell with low fuel indication.
Prior to landing and early in the roll out the brakes should
Avoid steep turns at low airspeeds or a t low alti- be checked for operation. After landing, maximum braking is
tudes, particularly during the turn from base leg achieved by retracting.wing flaps and pulling back on the con-
to final approach. trol wheel a s wheel brakes are applied.

Ascertain the landing gear is down and locked on base leg CAUTION
or final approach, by checking the green indicator light on the It is possible for a pilot to inadvertently reach for
instrument panel. the landing gear selector switch instead of the wing
The degree of wing flap extension and touch down speed flap switch while there i s still enough lift on the
vary with conditions, but under normal conditions full wing flaps wings to keep full weight of the airplane off the
(27 degrees)should be used during the final approach and landing wheels and thus prevent the actuation of the landing
to reduce s t a l l speed and t o permit contact with the runway at a gear safety mechanism, causing ret~actionduring
slower speed. the landing roll. If additional braking is not needed,
Contact the ground at the minimum speed consistent with the wing flaps should be retracted after the airplane
landing conditions. has been maneuvered to a stop off the runway. If a
For short, slow landings under normal conditions use full landing must be made without wheel brakes the air-
wing f l a p , partial power, and hold the nose up a s long as possible plane should be flown to contact the ground at a
before and after contacting the ground with the main wheels. slower speed and landed short on the longest
In high winds and crosswinds, it is desirable to approach a available runway.
landing at higher than normal speeds with half or no wing flaps.
If a go-around is necessary apply full throttle, retract the landing The procedure for manually lowering the landing gear should
gear, and slowly retract the wing flaps. be memorized and understood completely s o that it can be ac-
During a crosswind approach hold a crabbed angle into the complished quickly in an emergency situation, such a s a single
wind until ready to flare out for the landing. Then lower the wing engine landing. mefer to Emergency Procedures, in this section
that i s into the wind, reduce crabbed angle, and keep tk wheels for manually lowering the landing gear.)
aligned to the runway using rudder.
 SECTION ,111 TWlN COMANCHE TWIN COMANCHE SECTION I l l
Landing check list:
If an engine failure occurs after lifi-off with adequate
1. Mixtures -rich.
2. Electric fuel pumps on. - landing distance ahead, immediately reduce the power on both
engines and effect a landing. ..
3. Fuel selectors on proper tanks. If engine Failure occurs during climb out, after take-off,
4. Propellers at high cruising rpm.
-
5. Landing gear down (under 150 mph) - check green. maintain directional control with rudder and ailerons, and estab-
lish the best single engine rate of climb airspeed (105 mph a t
6. Flaps (under 125 mph) set. - sea level). Speeds below or above the best rate .of climb speed
1 7. Safety belts - haened.
will result in lower than optimum ratelof climb. Check that mix-
ture, propeller and throttle controls are full forward and landing
gear and wing flaps are up. If enough altitude has been reached

Check list:
before the failure occurred, or if performance is satisfactory for
reaching the airportwith landing gear extended, leave the landing I
I

-
1. Flaps retract
2. Cowl flaps open- -
-
3. Electric fuel pump off
4. Prop controls forward
gear in the down position.
Make positive identification of inoperative engine by
i
!
gently throttling back on suspected engine. If no effective power
i s being delivered by that engine, feather the propeller, and trim I
When completely stopped in a parking spot,check the follow- directionally with rudder trim.
ing items for shut down: Climb straight ahead to traffic pattern altitude and return
1. Radio & elec. equip. off -
5. Master switch off - to airport for landing.
2. Heater (if used) fan off - 6. Parking brake on - Do not try t o turn or climb too sharply, Turn's, however,
-
3. Mixtures idle cut-off 7. Generatms on - can be made toward the inoperative engine if necessary.
4 . Magneto switches off - NOTE
If control locks are not available and the airplane is to be
left for more than a few minutes, secure the control wheel with A climbing turn toward an inoperative engine i s
the safety belt strap. Chock the wheels and secure tie downs at more critical than a gliding turn toward an in-
appropriate places. operative engine because there is more asymmetric
thrust with the power setting used for climb. Trim
directionally with rudder trim.
EMERGENCY PROCEDURES
(b) During Cruise Flight:
If engine failure occurs during cruise flight, maintain air-
1. Engine Failure: speed and directional control of airplane; immediately advance
(a) During Take-off Or After Lift-off: mixture, propeller and throttle controls. The airplane will yaw in
If an enginefailure occurs during take-off run prior to lift- the direction of the inoperative engine. It will rarely be possible
off with adequate stopping distance remaining, reduce the power to immediately locate the inoperative engine by viewlng the
on both engines and stop the airplane straight ahead. manifold pressure gauge. This yaw in the direction of the in-
operative engine can be corrected with rudder and rudder trim.
SECTION Ill TWIN COMANCHE TWIN COMANCHE SECTION Ill

Carefully retard the throttle control of the suspected in- the airplane the f i a t time on a single engine approach in order
operative engine in order to identify the malfunctioning engine to avoid the need for a go-around. Under some conditions of
and verify that it i s not producing power. Turn on fuel pumps, lbading or density altitude a go-around may be impossible, and
check ignition switches, fuel gauges and fuel cell selectors and in any event the sudden application of power during single engine
try to determine cause of the engine failure. If power cannot b e operation may cause control difficulties.
regained, the propeller on the inoperative engine should be If single engine goaround cannot be avoided, the landing
feathered by retarding the throttle to the idle position and moving gear and wing flaps should be retracted a s soon a s possible
the propeller pitch control into the feather position. The mixture after application of full power, since under most conditions,
should then be moved to idle cut-off and ignition turned off. climb, or even level flight, i s impossible during single engine
Reduce power on the operating engine if altitude and operation with landing gear and wing flaps extended.
loading are such that adequate performance can be maintained
on one engine and then reduce the electrical load.
Best single engine performance will be obtained with the CAUTION
wing on the side having the inoperative engine held about three
to five degrees higher than level t o help counteract the tendency If rudder trim has been used to ease single engine
to turn in that direction. Rudder trim may be used to correct for control pressures, the trim should be adjusted a s
additional control pressure needed in single engine flight. the throttle control i s retarded for final approach
and landing.
(c) Single Engine ~pproach:
As the airport i s approached for landing, reduce power
on the operative engine and gradually retrim the rudder. When i t
is obvious that the airport can be reached, lower the landing gear RECOMMENDED PRACTICE
and check the indicators to make sure landing gear is down and
locked. When operating single engine maintain speed above
During a single engine approach the landing gear should 97 mph, This speed, 97 mph, will not provide
not be lowered until landing is assured. It i s important, however, optimumsingle engine climb performance. Optimum
to extend the landing gear soon enough that there will be time to single engine climb is obtained at the best single
lower it manually in the event of a landing gear malfunction, and engine rate of climb speed, 105 mph, with the
also s o there will be no great change in airplane configuration operating engine at full throttle, 2700 rpm and the
just prior to landing.
inoperative engine propeller feathered and cowl
Maintain additional altitude and speed during approach, flap closed. The gear and flaps must be retracted.
keeping in mind that landing should be made right the first time
and that a go-around may require the w e of full power on the
operating engine, making control more difficult.
A final approach speed of 105 miles per hour and the use
of half rather than full wing flaps will place the airplane in the
best configuration for a go-around should this be necessary, but
it should be avoided if a t all possible. It is essential to land
SECTION ill TWIN COMANCHE TWIN COMANCHE SECTION Ill

2. Feathering: engine rated pilot who is familiar with the Twin Comanchechar-
The Hartzell HC-EZYL-2 feathering propellers can b e feath- acteristics and procedures.
ered only while the engine is rotating above 1000 RPM. Loss of For most,single-engine practice i t is recommended that the
centrifugal force due to slowing RPM will actuate a stop pin that reduction. of drag accomplished b y feathering a propeller he
keeps the propeller from feathering each time the engine is simulated by a power setting of 1 0 inches of manifold pressure
stopped on the ground. If an engine freezes up, it will be im- and 2200RPM. This will accomplish a zero thrust on the selected
possible to feather its propeller. Single engine flight with the engine.
propeller of the inoperative engine unfeathered will decrease Under the proper conditions, actual propeller feathering may.
single engine performance. be practiced. The following precautions should be exercised
when an engine is feathered for practice.
a. Do not feather a propeller for practice if yon think the
3. Unfeathering: engine may be difficult to restart.
It is not recommended that propeller feathering and un- b. Do not feather a propeller for practice at a low altitude
feathering be practiced on the ground because of the excessive above the ground.
vibration that occurs in the engine installation. In flight, feath- c. Do not feather a propeller for practice with a low charged
ering should be practiced only to familiarize the pilot with the battery, a s it takes electrical power t o get the engine started.
proper procedures. To unfeather a propeller i n flight, the following d. Do not feather a propeller for practice unless you are
technique is recommended: within reasonable distance of an airport.
e. Do not feather a. propeller for practice in conditions of
a. Ignition switches ON. temperature, altitude, weight or turbulence which may prevent
b. Mixture RICH. single-engine flightat altitudes wellabove the ground elevations.
c. Throttle open about 1/2 inch.
d. Prop control at cruise setting. 4. Manual Gear Extension:
e. Engage starter until engine starts. Manual landing gear extension i s accomplished with the I
.
f Allow engine to idle at 1000 to 1500 RPM until oil temper- mechanism located under the floorboard directly aft of the nose
ature begins to rise. Adjust to cruising powerwhen engine warms. wheel housing. This system is used only to extenl the gear if I
the electrical actuating system has failed and not to retract the I
The Twin Comanche, operating under optimum conditions
of turbulence and pilot technique, am1 under standard conditions gear manually without the use of the electric motor. With the
of temperature and pressure, has a single engine service ceiling
of 5800 feet at 3600 pounds gross weight and maximum con-
electric motor disengaged from the gear torque tube, as required
in extending the gear manually, there i s no mechanism for holding
I
tinuous power. the gear in the "UP" position s o that the gear will not stay up
During initial multi-engine training and in order to maintain if retracted manually.
Before proceeding with emergency gear extension, check the
1
subsequent proficiency, it is desirable to practice singlesngine
flight. Such practice i s not advisable with passengers aboard the following: I
airplane, with a heavy load, or with extreme rearward center of a. Master and gear circuit breakers are in.
b. Master switch is on.
' . i
I
gravity. In no case should singlesngine operation be practiced
without having in one of the pilot's s e a t s a well-qualified twin- c. Navigation lights are off (daytime).
T o extend the gear, remove the cover over the emergency I
SECTION Ill TWIN COMANCHE TWIN COMANCHE SECTION Ill
disengage control located between the two front seats, and follow
the instructions on the back of the cover a s follows: f . 'Lock the drive shaft ,to the torque tube by pulling the
a. Airspeed not over 100 MPH. motor release arm full back to the normal locked position.
b. Landing gear switch in center "OFF" position if landing g. Disengage the externion handle and return t o stowage.
gear switch is a three position switch or in the "GEAR DOWN h. Check gear for proper operation.
LOCKED" position if switch is a two position switch.
c. Disengage Motor - Raise motor release arm and push 5. Gear-Up Landing:
forward thru full travel. An emergency gear-up landing may be necessary under the
d. Remove gear extension handle from Stowage. If left following conditions:
socket i s not in clear position, place handle in right socket. a. If surface is too soft or rough for gear down landing.
Engage slot and twist clockwise to lock handle. Extend handle b. When the field is too short for a gear down landing.
and rotate fo~warduntil left socket is in clear position.Remove c. When a water landing is necessary.
handle and place in left socket. Lock and extend handle. Rotate During a gear-up landing use a normal flaps up approach.
handle forward full travel to extend landing gear. Green light on During flare out close the throttles, shut off the master and
panel indicates landing gear down and locked. ignition switches, turn fuel selectors off and contact the ground
After the gear has been extended manually, do not perform a t minimum speed.
any unnecessary operation to the gear until the aircraft i s placed
on jacks.

NOTE
V M DEMONSTRATION
~
Reducing power and rocking gear extension handle
will aid in manually extending the landing gear.
WARNING
DO NOT RETRACT WITH HANDLE IN SOCKET.
DO NOT RE-ENGAGE MOTOR IN FLIGHT.
The engine-out minimum control speed demon-
stration required for the FAA flight test for the
Procedure for returning the gear t o electric operation: multi-engine rating approaches an uncontrolled
a. Place the airplane on jacks. flight condition with power reduced on one engine.
b. Landing gear circuit breaker should be disengaged. The demonstration should not be performed at an
c. Pull landing gear emergency extension handle about half- altitude of less than 3500 feet above the ground.
way back, allowing gear to hang partially retracted. APPROACH VMC WITH CAUTION. Initiate re-
d. Re-engage circuit breaker and with landing gear control covery during the demonstration by immediately
switch move end of the electric motor drive shaft into posTion reducing power on the operating engine and
about halfway back s o that the slot in the drive shafi is near the promptly lowering the nose of the airplane.
mating pin on the torque tube.
e. Using the extension handle move the torque tube pin
slightly back and forth until it can be engaged with the drive
shaft slot, then push the parts together.
SECTION Ill TWlN COMANCHE TWIN COMANCHE SECTION Ill

remains within the allowable weight v s center of

VMC AND STALL SPEED gravity envelope while in flight. The owner or
- that the
pilot must determine before each fliaht
gross weight is not exceeded and that the center
More power i s available on the operating engine a t lower
of gravity is within allowable limits. For weight
altitudes(if the engine i s normally aspirated)and hence there can
and balance see the Airplane Flight, Manual and
be more asymmetric thrust. The Vmc i s highest at low altitudes.
Weight and Balance form supplied with each air-
The Vmc decreases with altitude and at higher altitudes the air- plane.
plane will approach a stall speed before reaching Vmc. The most
critical situation occurs at the altitude where the stall speed and
The airplane can carry four passengers with
Vmc speed coincide. Care should be taken to avoid this flight
full fuel capacity of 90 gallons (without wing
condition because at this point loss of directional control could
tip tanks) and less than the allowable baggage.
lead t o a spin.
A s with any airplane, improper loading will
cause undesirable flight characteristics if the
MOORING airplane approaches a critical or marginal flight
condition.

The airplane should be moved on the ground with the aid of Make sure that baggage and/or cargo are secured.
the nose wheel towing bar provided with each plane. The tow bar properly with tie down straps t o avoid an acciden-
i s stowed in the baggage compartment. tal in-flight shift of the center of gravity or injury
Tie down ropes for mooring the airplane can be fastened to to passengers.
the wing tie down rings and tail skid.
The aileron and stabilator controls should be secured by With tip tanks imtalled, the airplane has an
means of a safety belt or control locks t o prevent control surface allowable gross weight of 3725 pounds. It is
damage. The rudder i s held in position by its connections with important to remember that any weight in excess
the steerable nose wheel and does not need t o be secured except of 3600 pounds however, must be in the form of
under unusually high wind conditions. fuel in the tip tanks.

LOADING AND WEIGHT AND BALANCE

CAUTION

It i s the responsibility of the owner and pilot to

determine that the gross weight of the airplane i s
not exceeded and to determine that the airplane

50 700505
SECTION Ill TWIN COMANCHE TWIN COMANCHE SECTION Ill

12. Fuel from auxiliary cells and from optional wing tip tanks is to
OPERATING TIPS be used in level flight only. Takeoffs should not be made using f u d
from the auxiliary cells or tip tanks or with the main cells less than
1. Trim for takeoff so that a light back pressure on the control
wheel allows the airplane t o lift from the runway. one-quarter full.
2. When checking the propeller feathering action, it is necessary Certain maneuvcn should be avoided. These maneuvers could
to move the propeller control rapidly in and out of feathered position cause fuel t o move away from fuel cell outlea. If the outlet is
t o prevent a drop of more than 500 RPM. Excessive manifold pressure uncovered, the flow of fuel will be interrupted and a tnhporary loss of
will occur if the RPM count falls below 1000 durine this check. power may result.
3 . Do not retract the landing gear prematureG on takeoff. Running turning takeoffs, prolonged slips or skids in any pitch
4. T o reduce wing flap operating loads, lower the wing flaps at attitude, or any unumal or abrupt maneuvers which could cause
airspeeds well below 125 miles per hour. uncovering of the fuel outlet should be avoided.
5. Determine the position of the landing gear by checking the 13. The rudder pedals are suspended from a torque tube which
gear position lights.
extends across the fuselage. The pilot should become familiar with the
6. During landing, allow the main wheels to contact the ground
whiie centering the mdder pedals. Apply additional back pressure t o proper positioning of his feet on the rudder pedals so a s t o avoid
the control wheel and retract the wing flaps for good directional interference with the t o q u e tube when moving the mdder pedals or
control and maximum effectiveness of brakes during landing roll. operating the toe brakes.
7. When the instrument lights are on, the gear position lights are 14. Anti-collision lights should not be operated in heavy haze or
dimmed for night flight. clouds, since reflected light can produce spacial disorientation. Show
8. Be sure that all radio switches, light switches and pitot heat courtesy for other piloa by not operating strobe lights whiie taxiing in
switch are in the off position before starting engines. the vicinity of other aircraft.
9. Due to the responsive trim tab controls, a small adjustment in
uim givn a rapid change in attitude. FLIGHT CONDITIONS I
10. Engine shut down by use of the mixture controls may cause a
rough stop during high ambient temperature conditions. A spring
loaded device on the throttle will shut down the engines by closing the Do not fly into marginal or deteriorating weather unless you
throttle valves and shutting off air t o the engines. As this mechanism is are equipped and qualified to fly a s an instrument rated pilot
connected to and operated by the last 118 inch travel of the throttles, a under instmment conditions. Before taking off on an irstmment
stop on the quadrant prevents the throttles from being pulled fully aft flight, or a flight at nigbt or in marginal conditions, make sure
and closing the throttle valves. a l l instruments and equipment a r e operating properly.
This throttle cut-off is not intended to be used in lieu of the
In mountainous terrain, maintain proper distance from the
mixture conaol for engine shut down: it is t o be used only when the
mountains, especially in strong winds, which may c a E e extreme
mixture control is placed in idle cut-off and there is indication of a
rough stop. downdrafts and turbulence.
11. During single engine flights be sure that the gear and flaps are Flight should be planned t o avoid thunderstorm areas. In
fully retracted when climbing at the best single engine climb speed. conditions of extreme turbulence, reduce power t o slow the air-
Speeds above or below the best single engine climb speed will decrease plane below the design maneuvering speed of 162 miles per hour.
dimb performance. Close the cowl flap on the inoperative engine and A further reduction of power will e a s e the stress to which
m m the airplane t o reduce drag. the airplane i s subjected by virtue of turbulence. When flying
in extreme turbulence or strong vertical currents, using the auto-
pilot, the altitude-hold mode should not be used.
SECTION Ill TWlN COMANCHE TWIN COMANCHE SECTION Ill
DIVING SPIRAL
Secure safety belts in severe turbulence.
Flying w e r 10,000 feet without using supplemental oxygen At nightor during instrument flying conditions, it is possible
should be avoided. for a pilot not proficient at instrument flying t o get into an in-
Do not take-off with ice or frost on the wings, a s ice or frost advertent steep diving spiral. If a spiral should develop, recover
will radically change the flighi conditions of the airplane. in the following manner:
The deicing equipment on light twins, if installed, i s de- a. Reduce power.
signed to allow the pilot to fly out of inadvertent icing situations, b. Level the wings.
not to handle heavy icing. Even if the airplane is equipped with c. Brinn- the nose of th& airplane to the horizon.
deicing equipment, do not plan to fly it in any icing condition. RADIO OPERATION
Deicing equipment should be checked in accordance with the
A i r p l a n e ~ l & h tManual instructions prior t o entering known icing Communication and navigational equipment controls are
conditions. located in the center of the instrumentpanel.Associated auxiliary
When flying in wet, heavy snow or other conditions where the switches are located on a separate panel below the control
induction air filters may become clogged, monitor the manifold column on the lower right side of the instrument panel. Circuit
pressure gauge. A decrease in manifold pressure may indicate a breakers for the radios are located on the main circuit breaker
clogged filter. If the decrease is followed by a slight increase in panel.
manifold pressure, this will then indicate that the automatic All s e t s are turned "ON" by the switch located on the
alternate induction air system i s in operation, and the manifold control head of each particular unit, with the exception of the
pressure may then be brought back to the desired level with the marker beacon and glide slope power switches which are located
throttle control. on the Audio Selector Switch Panel.
After power is supplied, the pilot may wish to operate one
A continued drop i n manifold pressure would indicate that
of the two transmitters by moving the transmitter selector switch
the automatic induction air system was not working. In this case,
t o the proper position. The switch i s located on the selector
actuate the manual alternate air control, which serves a s a back-
switch panel.
up for t h e automatic system. A partial regain of manifold pressure
A separate three position audio selector switch is provided
will indicate that the manual alternate air induction system i s
operating. Throttle controls may be advanced to gain additional for each receiver. Each receiver audio output may be connected
to either the speaker or the headset. In addition they may be
manifold p ressme.
placed in the "OFF" or standby position. To receive audio
The manual alternate air control should not be actuated on
through the speaker from the Marker Beacon and DME the top
the ground with the engines operating,because the engines would
Mark 12 must be in operation. Power from this radio is not re-
then be supplied with unfiltered air.
quired when the headphones are connected to the Marker Beacon
or DME.
Two or more s e t s may b e simultaneously connected to either
the headset or speaker pasition by placing the selector switches
in the desired combination. For example, the A.D.F. and the
top Mark 12 may be selected to operate on the speaker and the
lower Mark 12 may be selected for headset operation. If desired
the pilot may listen t o the speaker and the co-pilot the headset.