Advertisement
Advertisement
OWNER'S OPERATING MANUAL for STINSON VOYAGER 150 1947 FOREWORD In t he Ow ner's O Perating Manual for the Sfinso'n Voya gf' r 150 a large amount of en gineering and re­ searc h d a a h a~ been reduced to an easily understood reference sou rc e that will cont ribu te to I ng life and eco nomi c al operation o f the ai rp lane. The manual is one of t wo books av ailable to t he o wn er. The ot her is t he General SC rll ;CC Manllal, w h i h is a o nvenicntly ar ranged, au thoritative guide t constr u c tion detail s and maintenan e rcquir ment s for t he airplane . C are­ f u l study of both m an uals w ill provide the information n eeded to keep the Stin son Voyager 150 opera t in g econom ically at top effic iency. TABLE OF CONT ENTS Pa ge CHAPTER I Design Features ... ........... ........ ..... ......... ... ............. .... ........... ........... .... 1 CHAPTER II Operating Instruccions .. .... ............. ...... ........ ............. .. .. ....... .......... ... 21 CHAPTER III Operating Limitations .. ........ ........ ........ .... ......... ....... .. .... ................... . 33 ....... 6 . Compass Correction Card 7. Compass 8. Altimeter 9 Altimeter Adjusting Knob 10. Tachomeler I I . Fuel Quantity Gauge 12. Ammetor 13. Gloy,: Comportment I " . P(II~ i f'l9 IhCJk~ Canlrol 1,5. Mi crophon e Sockel 16 Ma ~ IN Swilch 11 Po sition Lights Switch 18. Landing Lights Switch 19. Carburetor Heat Control 20. Fuel Gauge Switch 21. File! Tank Selector Valve 22. Throttle 23. Slarter·lgnition Switch 24. Mixture Control 25. Cab i n Heat Con l rol 26. Operati ng Limitations Placard 27. Rudd er and Brake Pedals 28. Pan el lights Dimm er 29. Flap Co rrtro l Handle 30. Eng ine Primer 31. Ash Receptacl e 3. Oil Pressure Gouge 4. Oil Temperature Gauge 5. Airspeed Indicdtor 2. Radio 1. Transmitting Indicator - - N ­ Figure 1-Front of Ca bin < o VI QI -< > C> o DESIGN FEAlURES SURFACE CONTROLS AND BRAKES 6. The ailerons and elevator are operated by dual control wheels and shafts. The fu ll up travel of the elevator is obtained only when the flaps are lowered. W hen the flaps are rai sed, a stop on the elevator push-pull tube engages tbe lower arm of tbe flap handle ontrol assembly, limit­ ing the elevator up t1"a1)el co approximately nine degr es less than full up travel. 7. The fl aps are operated by a comrol lever located between the twO front seats. A three -position locking dev ice in the control mechanism allows the flaps to be sec in ny one of rhree positions: raised, take-off, or landing. T he fl aps are r aised fully when the control lever is in the posicion neare t the B OOL Disengage the locking device by pressing the buttOn on the end of the control lever. Do not fl y at speeds greater than 88 mph with flaps down. 8. The elevaror trim tab is operated by a hand crank located overhead. There is a tab posiCion indicator on the placard of the crank assembly. This control is provided to correct the airplane for nose heavy or tail heavy conditions, usually caused by variations of loading arrangements or power. 9. The rudder and steerable tail wheel are controlled by both sets of pedals. The brake roe-pedals are attached ro, and extend above, the left set of rudder pedals. The brakes can be set for parking by pulling out the parking brake control knob while the brakes are depressed. The brakes can be used for curning the airplane while taxiing, but to avoid excessive brake wear, the steerable tail wheel should be used as the principal means of turning when on the ground. FLIGHT INSTRUMENTS 10. The altimeter, the airspeed indicator, and the compass are mounted on the instrument panel. The dial of the altimeter can be rotated and set to the proper pressure altitude by turning the adjusting knob at the base of the dial. 11. The airspeed indICator is marked with colured lines and letters to show the various speed range limitations of the airplane. The green arc ind icates the normal operating range. The white arc, inscribed along­ side the green arc mclicates (he permissible speed range with the flaps down. A yellow arc mdicates the speed range at which the airplane 3 VOYAGER 150 7. 8. 9. 10. 11. 12. 1. Aileron and Flap Controls Access Zipper 2. Dome Light Switch J. Radio loud-Speaker 4. Trim Tab Control Access Zipper 5. Elevator Trim Tob Control 6. Cabin Venti lator Ash Rece ptacle Bag g a ge li mitation Placard Door Ha nd le Doo r lock Wind ow Lock Aircraft Data File Figure 2-Left Side of Cabin should be operated with caution to avoid abrupt maneuvers. Red radial lines and letters on the instrument indicate maximum speeds permis­ sible: "N" for maximum speed in the normal category (gross weight between ]925 and 2230 pounds); and "U" for maximum speed in the utility ategory gross weight 1925 pounds or less). 12. The compass can be adjusted for eviation by turning the com­ pensatjng screws on the face of [he instrument with a non-magnetic screw driver. T e compensating screws are located at the extreme tOp 4 DESIGN FEATURES of the instrument and are marked "N -S" and "E-W" to indicate the ad justment that can be made by turning the screws. The compass cor­ rection card is beneath the compass. ENGINE CONTROLS AND INDICATORS 13. All of the power plant controls and indicators, except the oil level dip stick, are mounted on the control and instrument panels. The control panel, beneath the m ain panel, extends the width of the cabin. The oil level dip stick is on the right rear side of the engine crankcase, inside the engine bafHes. 14. The throttle concrol, located in the center of the control panel, is the push-pull type. A knurled locking nut ad justs the friction applied to the push-pull rod and determines the ease with which the throttle control can be adjusted. By turning the nut clockwise, the throttle con­ trol can be locked in any position. Engine speed is increased by pushing the throttle control toward the control panel. 15. The fuel selector valve, mounted on the aft side of the firewall, is operated by a torque rod and a combination handle and pointer on the control panel. The position of the valve determines from which tank fuel can flow to the engine. The valve can be set to anyone of three positions: left tank, right tank, or off. W hen the valve handle is turned to the off position, all fuel is shut off from the engine at the valve. 16. The engine primer control knob is on the lower edge of the con­ rrol panel, below the throttle control. To prime the engine, turn the control knob counter clockwise; pull the knob out as far as possible, then push it back to the normal position. When the primer is not being used, it must be lo cked securely in the normal position. 17. The combination starter and ignition switch is mounted on the conttol panel to the right of the throttle control. A stop incorporated within this swiech prevents the switch from being turned to start posi­ tion unless the button direccly above the handle is depressed. The switch is spring loaded and will return to the both magnetos position from the start position when the switch is released. Both magnetos are on with the switch in start position. 18. The carburetor heat control knob is mounted on the control panel to the left of the fuel selector valve control. As the control knob is pulled 5 VOYAGER 150 ouc, an increasing amount of heated air enters the carburetor. When the control knob is pulled all the way out, only heated air enters the carburetor. A mixture of cold and heated air enters the carburetor when the knob is set at intermediate points. The carburetor heat control can be locked in any position to provide any desired mixture of hot and cold air. The concrol knob must be turned to unlock the push-pull rod before the control can be set at the desired position. 19. The primary purpose of carburetor air heat is to eliminate or pre­ vent carburetor icing. Use carburetor heat during engine warm-up and 1. Right Porf Duct 2. 3. 4. 5. Cab i n Heat Control left Ventilator Right Ve ntilator Ventilator Air Intake­ 6. Reo'r Port Duct 7. Heat Control Valve 8. Fresh A ir Intake 9. Heater Muff 10. Hat Air Intoke Figure 3-Heatlng and Ventilating 5y.tem 6 DESIGN FEATURES during climb whenever there is danger that ice will form in the carbu­ retor. Ice is most likely to form in the carburetOr when the outside air temperature is between 20 and 68 degrees Fahrenheit. Use heat also during any prolonged glide or descent. Any time the engine loses speed without apparent cause, the use of carburetor heat may correct the con­ dition. Do not use carburetor heat during take-off or landing. 20. The mixture control knob, mounted on the control panel to the right of the ignition-starrer switch, regulates the amount of fuel in the fuel-air mixture going into the engine. With the control pushed in, the mixture is full rich. Pulling the knob out leans the mixture progres­ sively until, at full extension of the control, the idle cut-off stops the flow of fuel at the carburetor. 21. When flying at altitudes greater than 3000 feet above sea level, use mixture control to lean carburetor fuel-air mixture to obtain smooth engine performance. Stop engine by use of idle cut-off on mixture control. 22. The tachometer, oil pressure gauge, and oil temperature gauge are mounted on the instrument panel. An indicator that registers accumu­ lated hours of engine operation, recording one hour at 2566 rpm, is an integral part of the tachometer. 23. The oil pressure gauge is mounted to the right of the left control wheel. The safe operating pressure range for the engine is marked on this instrument by a green arc with red radial lines at its extremities, 35 psi minimum and 55 psi maximum. Do not operate the engine at full throttle when the oil pressure is outside of these limits. 24. The oil temperature gauge is mounted to the right of the oil pres­ sure gauge. The normal operating temperature range for the engine is marked on this instrument by a green arc. The yellow arc indicates the temperature at which the engine may be operated with caution, and a red radial line indicates the extreme high temperature of 230 degrees Fahrenheit that must never be exceeded. The caution range is from 60 to 80 degrees Faruenheit. HEATING AND VENTILAT ING 25. The cabin heat concrol knob regulates the temperature of the air entering the cabin through three heater ports. W ith the control pushed 7 VOYAGER 150 7 5 15 FUEL GAUGE II 10 FUEL 16 'ST R l~:N~ 36 TRANS. L.H. TANK TRANS R ~ 19 N LANDING LIGHTS G BATTERY RELAY - § 12Y {­ Figure 4-Electrlcal System Diagram 8 -= DESIGN FEATURES in, unheated air enters throLlgh the ports and when the control is pulled out, heated air is supplied. The temperature of the incoming air is regu­ lated according to the amount the knob is pulled out. Outlets for the front seats are located on the firewall under the instrument panel on each side of the cabin. A grilled outlet, located in the cabin floor just behind the front seats, is provided for the rear of the cabin. These outlets may be individually lased to modify the distribution of air as desired. 26. Additional ventilation is provided by two ports admitting fresh air; one at each upper c r ner of the windshield. These vents are opened by pulling out the cyli ndrical tubes. The tube may be rotated to direct a stream of fresh air in any desired direction. ELECTRICAL SY STEM 27. A 12-volt battery and engine-driven generator, supply power for the single wire type electrical system ( refer to Figure 2). The battery and its case are mounted under the left front seat. The case is vented and provided with a drai n to prevent acid damage to the airplane or injury to its occupants. The battery supplies the power to start the en­ gine. The generator supplies energy to the electrical system after the engine is operating at sufficient speed. Electrical power from the gen­ erator is fed into the electrical system through a voltage regulator that maintains constant voltage in the system. Power from both the battery and the generator is supplied to a main bus from which current is drawn for the various electrical circuits. 28. T he master switch control is a combination battery relay switch and generator field switch and must be on before current is supplied to the electrical system. W hen the master control switch is on) the battery relay closes and allows the battery to supply current to the main bus; it also completes the generator field circuit that allows the generator to develop voltage. The airplane may be operated in flight with the master control switch off) but the generator will not charge, nor will any elec­ trical equi pmem operate. 29. The elec trical system is divided into the following five main cir­ cuits: engine start ing, na igarion lights, panel lights, dome light, landing lights, fu el tank level gauge, and rad io. The main bus, from which power for the vanous ClfCUHS is taken, is mounted on the forward side of the control panel. under the radio. Current for the circuits, except 9 VOYAGER 150 are a transmitter-receiver unit, a loudspeaker, and a microphon~. Two jacks are provided, one for the microphone and the other for head­ phones. H eadphones are not normally required because of the loud­ speaker installation. j6. The airplane is equipped with two antennas, an extern!ll ~ntenn~ that extends from the top of the tabin to the verdcal stabilizer, apd a fixed loop antenna inside the fuselage, aft of the cabin (ref~r to Fig~ ure 5 ) . The loop is perpen<1icular to· the longitudinal axis of the air,. plape so that homing is accomplished by tuning the null. 37. Transmission may be accomplished at any setting of the radio controls as long as the radio is operating. The transmitter is activated NOTE: RiOht and UIt Tonka en SImIlar J 1. Ve nt 2. Fill er Ca p 3. Rig ht W ing Tank 4. Dra in Pl ug 5. Fuel Strainer in Wi ng Tan k 6. 7. 8. 9. 10. Le'ft Wing 'Tank Selector Vaivi l1andl. Primer Pump Fuel Strainer On Firewall Fuel Strainer in Carbur.tor 1"I.t ) Fi gur e 6-Fuel Sy stem 12 1 J DES IGN FEATURES Fi gure 7-0il Filler Cap an d Dip Stick by pressing the button on the microphone. The pin-point light just below the radio dial will glow during transmission to indicate the strength of the energy being dispensed. The transmission frequency of the Skyfone radio set is fixed at 3105 kilocycles by a factory installed crystal. The frequency is variable from 2000 to 7000 kilocycles by ex­ changing crystals. FUEL SYSTEM 38. The fuel supply is in two 20 gallon tanks, one in each wing panel; refer to Figure 6. Use 80 octane unleaded aviation fuel. T he net usable fuel capacity of each tank is 18 gallons; the remaining being the non­ usable residual fuel in the tanks, the weight of which is included in the airplane empty weight. Fuel Bows by gravity fr'om the wing tanks to the carburetor and is drawn from either the right or left tank or shut off entirely by means of the fuel selector valve. Fuel for the primer is taken from the main fuel line through the strainer attached to the fi rewall. There are four strainers in the fuel lines, one at each point where the fuel lines are connected to the fuel tanks, anOther attached to the fire­ wall, and a fourth where the fuel line is attached to the carburetor. Quick acting drains are provided at the low point of each fuel tank so that tanks may be bled ro avoid the accumulation of water. The fuel tank filler necks extend above the upper surface of the wing: The filler caps have tubular vents that must point fo rward when the cap is installed. 13 VOYAGER 150 1. 2. 3. 4. Generator Starter Cabin Heater Valve Voltage Regulator S. Oil Cooler 6. 7. 8. 9. 10. Cabin Air Healer Muff Carburetor Air M ix i ng Box Carburetor Air Heat Co nlrol Cabin Fres h Air Into ke Parking Broke Co ntrol Figure 8-Left Side of Engine 39. The fuel gauge is mounted on the instrument p anel. By means of the fuel gauge selector switch, located above the fuel selector valve control, the level of fuel in either the left or the r igh t wing tank can be made to register on the fuel gauge. The fu el remaining in the tank when the gauge reads E cannot safely be used in flight. OIL SYSTEM 40. Eight quarts of oil are carried within the engine crankcase. Use motor oil of the following viscosity: 14 Summer (Abo e 40°F.) SAE 40 Wincer (Above lOoF.) SAE 30 Winter (Below lOoF. ) Sh E 20 DESIGN FEATURES 1. Cabin Heater Duct 2. Gen erator 3. Ri g ht M agn eto -t. Starter 5. Engine Shock Mount 6. Fuel St rain er 7. 8. 9. 10. 11. Mixture Control Carbu reto r Thro ttle Con trol Pri mer Lin e Carburetor Air Heater Muff Fi gure 9-Rlght Side of Engine A dip-sti k for measuring the quantity of oil in the engine is acces­ sible upon lifting the right engine cowl panel. The stick is on the top right side of the engine crankcase, inside the baffles. Never operate the engine with less than 4 quarts of oil in the crankcase. Oil pressure and temperature gauges are moun ted on the instrument panel (see para­ graphs 23 and 24). ENGINE AND ENGINE ACCESSORIES 41. The power plant is an air-co led, six-cylinder, horizontally op­ posed 150 horsepower Franklin engine. The rated maximum contin­ uous engine speed is 2600 pounds rpm. The propeller 'is mounted directly on the crankshaft. 15 VOYAGER 150 I Lock Release Figure 10-Sea' L.ock Relea$e 42. The engine accessories include a starter, a generator, two mag­ netos, a carburetor, a carburetor air filter, an oil cooler, and a carburetor heater muff. Refer to Figures 8 and 9. The starter is mounted on the top aft end of the engine crankcase. The magnetos are below and on each side of the starter, and the generator is directly below the starter and magnetos. The carburetor is attached to the lower aft end of the engine. The oil cooler and carburetor air filter are mounted ben~ath the forward end of the engine. The carburetor heater muff is attached to the right exhaust manifold and the muff for cabin heat is on the left exhaust manifold. ACCOMMODATIONS 43. Seats are provided for four persons. The from seats are adjustable and can be moved forward or back by releasing a locking device (see Figure 10). The backs of both front seats fold forward permitting en­ trance to the rear seats. 44. The rear seats are the hammock type and are not adjustable. Three straps support each of the rear seats, and either or both seats can be removed easily. Each seat is provided with a safety belt. Inasmuch as the lower cushions are not secured, it is recommended that the safety belts be strapped across the rear seat cushions when these seats are not occupied. 16 I I I DESIGN FEATURES 2. Baggage Drape 1. Rpar Heater Port 3. Map Pocket Figure ll-Rear of Cabin 45. The entrance doors on each side of the cabin can be locked. Both doors can be locked from inside the airplane by turning down a lever beneath the door handle. The left door is provided with a key lock and can be locked from outside the airplane. The doors have two-piece windows, the forward panel of which slides back. To unlock the win­ dow, depress the small knob below the forward panel. 17 VOYAGER 150 46. Stowage space for small articles is provided by a glove comPttFt ment on the instrument panel, and by twO pockets in the upholstery. One pocket is on the back of the right front seat and another is on the left side of the cabin just forward of the cabin door. There are ash receivers at the side of each seat. I BAGGAGE 47. Provision is made beneath the rear seat for baggage. The drape from the fro nt edge of the seat is attached to the floor by curtain fasteners. Unsnapping these fasteners will allow access to this space. After the baggage is in place, the drape should be lowered and securely fastened to the floor. 48. Removal of either or both sections of the rear seat will make the rear of the cabin available for larger baggage or light cargo. The)()r­ ward tube across the cabin may also. be removed. To remove either seat section, lift off the lower seat cushion and unlock the canvas hammqfk straps. 49. Any combination of baggage, passengers, and fuel may be carr~~d that does not exceed anyone of the following limitations. The rear seat cannot be occupied during the performance of maneuvers. (a) Do not exceed 2230 pounds gross weight. See Actual Weight and Balance sheets for airplane weight empty. . I I (b) . Do not exceed most rearward Center of Gravity positien .per­ missible. See Operating Limitations Manual for effect of baggage Center of Gravity position. on (c) Do not exceed 350 pounds on floor in rear of cabin. This is the maximum load for which the floor structure is approved. 50. Securely fasten all loads. The drape extending from the front of the seat to the floor has been proven strong enough to retain 100 pounds of baggage beneath the seat. With the rear seat removed, the safety belts and their lugs on the floor may be used to secure baggage or cargo. STATION W AGON 51. The Station Wagon loading limitations are the ,same as for the standard airplane as given in paragraph 49, except for the rear of the 18 I I I I DESIGN FEATURES cabin. Baggage is not to be carried beneath the rear seats at any time. A maximum load of 90 pounds per square foot, not to exceed a total of 600 pounds, is permissible on the floor with the rear seats removed. 52. A sling is provided to secure cargo loads against forward motion. The straps on each side are attached to the rear outer seat belt lugs, and the center strap is attached to the rear center seat belt lug. Position sling over the upper forward corner of the cargo and draw all buckles tight. Keep load a minimum of eight inches aft of front seat back. BAGGAGE COMPARTMENT 53. A separate baggage compartment aft of the cabin is provided 1ll later airplanes. This compartment is designed to carry 100 pounds and has a capacity of 13 cubic feet. Baggage placed in this compartment need not be tied down. This compartment is accessible through a door in the right side of the fuselage, aft of the cabin. This door is provided with a key lock. 19 VOYAGER 150 20 CHAPTER II OPERATING INSTRUCTIONS PREPARATION In preparing for . flight, it is important that the operation of every component of the airplane be checked. Malfunctioning of the primary controls and equipment must be discovered and remedied before flight and it is well to know what units of secondary equipment (radio, lights, brakes, etc.) can be' relied upon even though their use may not be anticipated in the flight to be made. The following list is provided as a guide in checking the operation of the airplane and its components. 1. 2. Ascertain that there are no repairs in progress on the airplane that will render it unsafe for Bying. 3. Remove pitot tube cover and any other installed weather covers. 4. Inspect the, main wheel tires for correct air pressure (21 psi). 5. Bleed each fuel tank sump ( see Figure 6) to remove any water that may have accumulated. 6. Check air duo openings in engine cowl nose and bottom cowl for litter and obstructions. Carburetor air filter should be removed to pre­ vent plugging by snow during the .winter months. 7. Measure oil level with the dip stick. . The dip stick is just aft of the rear cylinder on the right side. Unscrew the dip stick to remove it. The crankcase oil capacity is eight quarts. 8. Bleed fuel strainer on firewall to remove any water that may have . accumulated. 9. Check spark plug insulators for cleanliness so that dirt and moisture will not decrease intensity of the spark. 10. Determine that the fuel filler caps on top of the r'ght and left wings are tight and that the vent tubes point forward. 11. Check flight comrols (ailerons, elevator, flaps, and· rudder) for freedom of operation and for direction of surface movement. It is im­ portant to check direction, because through error controls may have been reversed during rerigging. Note: The control system is designed so that the ele­ vator up travel is restricted when the flaps are raised. 21 VOYAGER 150 12. Turn elevator trim ca return $0 neutral. crank to full era 'cl each '. y and then 13. Test operate brake pedr I op ration. If pedal acti n is soft and unresponsive there is air in the hydraulic line whi h hould be re­ moved before take-off. 14. Turn m rer swir h 011. 15. Ch k qUlflttty of fuel In C3.lb tank. Turn fuel ga ge selectOr switch ro R for right tank and L for lefr rank reading. T p g. uge to assure corre t re ding when gauge reo ds full. 16. Turn fuel sele tor valve tiey of fuel. MJ to the rank that h s rhe greater quan­ 17. et altimeter co the preJJllre-allilllde ot field. Be certain that the white indexes on [he co er gl.lsse of the airspeed indicator, tachometer oil pressure gauge, and oil temp rature g uge re in line with white indexes on the respective hOll ing if the m.1[kmgs for these instIuments are on [he glass face. 18. Check operating condition f [he r dio receiver and transmitter. PinPOint light beneath radi dial -hould glow when button on micro­ phone is pressed. Light should become brighcer when talking into mICrophone. 19. Test operate llll lights. If Instrument panel lights are nor bright, turn [he rheostat loe. t und r the witch panel. Make an independent Ii hts. and quick inspecti A TI N Radiari n of 1.10 in light hent becomes critical [he airplane i n t in Ai he. 20. Be cerrain that tb to be carried. :Then [ • r (: securely lashed in I lace. U e recommended. t 'hen OPERATING INSTRUCTIONS ENGINE T ARTlNG 21 Push throtd LC)Orrol in approximately 22. Pu h carburetor heat all the way in to !4 inch. off. Pu h mi ture ontr J :111 the way in to full rich. 24. Unl k primer control nd prime wirh no more than three strokes depending on temperature of engine. A warm engine does not need priming CAUTION Be certain that primer control is locked in after priming. If this is noc done, rimer may leak causing over-rich mixcure and excessive use of fuel during flight. 25. Push the burton juSt bo e me: ignition switch handle to allow the switch to turn to start. The switch is spring loaded and must be held on the start position. When the engine fires, release the switch and allow it to return co both. tareer is nor operative until master swich is on. CAUTION If no oil pressure is indicated within 30 seconds after engine starrs, discontinue the starring procedure and turn ignition switch off. The oil system should be investigated and the trouble remedied before operaClng me engine. 26. 1£ the engine does DOt St rt, and if fuel drips from the drain or from the exhaust pipes, the carbureror is flooded or the engine is over­ primed: con equendy, rum ignition switch off, pull mixrw:e control au[ to idl Ctl.t-oU open throttle ro /1111 Ope1'l, and rotate the propeller several revolutions by hand, backw. rds cd [he normal rotation. Then try starring again. WARM-UP 27. When the engine ca[che , move (he throtde smoothly but rapidly co limit the speed t 900 0 000 rpm. After oil pressure is a least 20 psi, warm up at 10 0 rpm until oil remperature begins to rise. 23 VOYAGER 150 GROUND T EST 28. Turn the fuel selector valve to the left tank and to the right tank long enough to insure proper engine performance from either tank. One minute on each tank will be sufficient. 29_ Open the throttle until 2000 rpm is attained. The engine instru­ ments should read as follows : O il Pressure ... . . . . .... . .. . .... . ... . .. 40 to 45 psi O il Temperature " ... . .. .... ... . .... . .... . 100° F. Tachometer . ... ...... .. ..... . .... . .... . 2000 rpm Ammeter . . . . . . . . . . . . . . . . . . . . . . . . . . . (Charging) Do not operate the eng ine above 1600 rpm on the ground longer than necessary to test the instruments, nor operate the engine below 1000 rpm for long idling periods as it will cause fouling of the plugs. CAUTION The pressure baffle cooling system used on the airplane requires forward speed to cool the engine. Under no cir­ cumstances operate the engine at or near full throttle longer than is necessary for a quick reading of the instru­ ments. 3'0. With the engine running at 800 rpm, turn the ignition switch off momentarily. If the engine does not stop firing, a defective magneto ground connection is indicated. Stop the engine by pulling the mixture control full out to the idle cut-off position and slowly open the throttle. Keep clear of the propeller until the source of the trouble is located and remed ied 3l. At 2000 rpm, test the magnetos by switching from both to R for a moment. If any of the cylinders miss fire, it indicates one or more faulty spark plugs in the upper level of the left bank of cylinders or in the lower level of the right bank. Return the ignition switch to both. Turn the ignition swich from both to L for a moment. If any of the cylinders miss fire, it indicates one or more faulty spark plugs in the lower level of the left bank of cylinders or in the upper level of the right bank. Return the ignition switch to both. 24 OPERATING INSTRUCTIONS t. I • I!I I~ 1411 I 1000 n--'·--- _ 6000 ft . Figure 12 - Tak e- Off Distance 32. A drop in tachometer reading when operating on one magneto should not be more than 200 rpm from that of operation on both. Make the test as quickly as possible to prevent damage from detonation. TAXIING 33 . Be certain that the main wheels are not stuck or mired before taxiing. CAUTION Never attempt to free airplane by lifting or pushing up on the lift struts. 34, Release the parking brake control by pushing knob plying pressure to the brake pedals. In and ap­ 25 VO YAGER 150 35 . Always taxi the airplane slowly, with flaps up. The rudder pedals operate the tail wheel to steer the airplane on the ground. The brakes can be used for turning the airplane when taxiing, but to avoid exces­ sive brake wear, the steerable tail wheel should be used as the principal means of turning when on the ground. TAKE-OFF 36. The quickest take-off is obtained when the flap control is placed in the first notch. 37. Take-off distances at altitudes from sea level to 7000 feet are shown on Figure 12. Included in the distance given by these curves is that required to climb to 50 feet above the field at a predetermined airspeed of 73.5 mph as required for certification tests by Civil Air Reg­ ulations. The data from which these curves were derived was obtained during the CAA Certification Flight Tests conducted under the follow­ ing conditions: 2230 Pounds Gross Weight Full Throttle-Wing Flaps up 73.5 mph-Zero Wind Take-Off From Hard Surface Runway 38. When take-off is accomplished with flaps down, raise flaps grad­ ually after sufficient altitude has been attained to clear all ground hazards. 39. Do not use carburetor heat during take-off but, when outside air temperature is estimated to be between 20°F. and 68°F., carburetor heat can be used during warm-up and climb. CAUTION Use of carburetor heat during take-off can result in loss of power. CLIMB 40. The best rate of climb is obtained with the flaps UP and main­ taining an airspeed of about 81 mph. 26 OPERATING INSTRUCTIONS figure 13-Rate o f Climb 41. Climbing characeristics of the airplane at altitudes are shown on Figure 13. The data from which these curves were derived was obtained during the CAA Certified Flight Tests conducted under the following conditions: 2230 Pounds Gross Weight Wing Flaps UP Full Throttle 80.5 MPH STA LLS 42. The stalling speed of the airplane is very much affec:ted by the flaps and the gross weight. The following speeds have beel) determined by fl ight tests: 27 VOYAGER 150 2230 Lbs. 1925 Lbs. Gross Weight Gross Weight Stalling Speed-Flaps UP . .... . 67 mph Stalling Speed- Flaps DOWN . . 57 mph 58 mph 54 mph 43 . The speed at which the airplane stalls is also affected by the angle of bank as shown in the following table. Angle of Bank (Deg.) 0 10 20 30 40 50 60 Flaps UP ........... . 67 Flaps DOWN .. . . . ... 57 68 58 69 59 72 61 77 65 84 71 95 81 CRUISE 44. The cruising airspeed and engine rpm will depend upon the type of propeller installed. Due to production variation, propellers of the same make and design will give different level flight, full throttle, and engine speeds. The followi ng table will aid in determining the proper cruising condition for any one Voyager 150. level Flight Full Throttle R.P.M. 2775 2725 2675 2625 Cruising W ith 83 % Power R.P.M. G al./ H r. 2575 2540 2490 2460 1 1.0 10.0 10.0 9.5 Cruising With 75'1c Power R.P.M. Ga1./Hr. 2490 2460 2410 2380 10.0 9.5 9.0 8.5 Cruising with 83 percent power is the maximum cruising condition recommended. The design cruisipg condition is that with 75 percent power. It is suggested that the level flight, full throttle engine rpm be determined by uial. 45. The figures given in the gallon s pet' hour column are gallons of fuel for each actual hour of flight ti me at the given rpm. Generally the engine will consume 11 gallons of fuel per hour as recorded on the tachometer. 46. When flying at altitudes greater than 3000 feet above sea level, ad just mixture control to obtain maximum engine speed after setting throttle. 28 OPERATI NG INSTRUCTIONS 47. Use carburetor air heater to- prevent and eliminate carburetor ice. Icing conditions are most likely when the outside air temperature is between 20°F. and 68 °F. 48. The airplane must be operated within the limits given in the CAA Approved Operating Limitations Manual located in the side pocket on the left door. APPROACH 49. Determine fuel quantity in each tank and turn both the fuel valve and the indicator switch to the fullest tank. 50. Pull carburetor heat control to on position and frequently open the throttle to clear the engine and to prevent too rapid cooling during the approach. 51. Push mixture control in to full-rich position unless field is above 3000 feet and mixture must be leaned for smooth engine operation. 52. Set the flap control in the second notch to lower flaps all the way for maximum lift and drag during landing. Do not lower flaps at air­ speeds above 88 mph. 53. Set elevator [rim tab co maintain desired gliding speed. LANDING 54. Push carburetor heat control full in to the off position. 55. Landing distances at altitudes from sea level to 7000 feet are shown on Figure 14. Included in the distance given by these curves is that required to contact the ground from an altitude of 50 feet· above the field at an approach speed of 74 mph. The data from which these curves were derived was obtained during the CAA Certification Flight Tests conducted under the following conditions: 2230 Pounds Gross Weight Wing Flaps full Down Zero Wind Landing on a Hard Surfa e Level Runway 56. The brakes need not be used in every landing, especially since the 29 VOYAGER 150 6000 1000 SL 1200 1400 1&>0 2000 Figure 14-Landing Distance airplane can land in a short distance. The steerable tail wheel should be used as the principal control for steering after contacting the ground. EMERGENCY T AKE·OFF IF NO LANDING POSSIBLE ( BALKED LANDING) 57. Push throttle smoothly to full open. 58. Hold the control wheel forward to prevent climbing until speed is regained. 59. After regaining speed, raise flaps gradually to obtain best climb. BE FORE STOPPING THE ENGINE 60. With the engine idling at 800 rpm, momentarily turn the ignition switch off to be sure of a good magneto ground contact; this will help to avo!Cl accidents later when handling the propeller. Rerum switch to both. 30 O PERATING INSTRUCTIONS 61. Idle engine at 600 rpm for minimum of one minute to allow proper cooling. STOPPIN G THE ENGINE 62. To stop the engine pull mixture control all the way out to idle cut-off and simultaneously push throttle to full open. After engine stops, turn ignition switch off. Leave mixture control in idle cut-off position as a precaution against accidental starting. BEFORE LEAVING AIRPLANE 63. Turn all switches off. 64. Set the parking brake. 65 , Lower the flaps to prevent buffeting when parked outside. Leave suff icient slock in rope to prevent damage to airplane structure due to the tightening of ropes by moisture absorption. Flgur. 15-Moorlng 31 VOYAG ER 150 ..< i 2300 2200 Cl) 2100 ~2000 Po. I fr;1 900 c H ~ 1800 15001_m fl'gure 16-Center of Gravity Limits 32 CH APTER III OPERATING LIMITATIONS For Complete O peration Limitations See CAA Approved Operating Limitations in Data Case on Left Door. WEIGHT AND CENTER OF GR AVIT Y 1. The center of gravity location for any given gross weight must be within the limits shown on Figure 16. To convert figures for percent MAC into inches wing chord, multiply percent MAC by 55.50 and add .52 inches to this product. Wing leading edge is the reference line from which the center of gravity is located. 2. The maximum gross weigh t for each category is as follows: Normal Category .... ................. 2230 Pounds Utility Category . . . .. . . ... ...... . ..... 1925 Pounds The empty weight of the airpl ne and its corresponding center of gravity is given on the Actual W eight and Balance sheets located in the Operating Limitations Manual. This manual also contains a list of standard equipment included in the empty weight of the airplane. AIRSPEED 3. The airspeed limitations for each category are as follows: N ormal Category Utility Category Never Exceed Speed . ..... 148 mph TIAS 158 mph TIAS Design Cruising Speed .... 117 mph TIAS 117 mph TIAS Maneuvering Speed ...... 113.5 mph TIAS 11 6.5 mph TIAS Flaps Down Speed ...... . 88 mph TIAS 88 mph TIAS M ANEUVERS 4. N o acrobatic maneuvers including spins are approved when oper­ ating the airplane in the N ormal Category. 5. Only those acrobatic maneuvers listed below are approved when operating the airplane in the U tility Category. No inverted or snap maneuvers are appl"oved. Chandelle Lazy Eight Stall (Except Whip Stall) Steep T urn Sp in (Intentional Spins Prohibited with Flaps Down) 33 VOYAGER 150 The rear seat is not to be occupied when the airplane is operated in the Utility Category. INSTRUMENT MARKINGS 6. The markings on the airspeed indicator are located as follows: The never exceed speeds of 148 and 158 is the maximum safe air­ speed for airplane operating.-These are marked with red radial lines, one bearing the letter "U" for Utility Category, and one bearing the letter "N " for Normal Category. A yellow arc extends from the never exceed speed to 117, the design cruising speed. This is the range in which the airplane should be oper­ ated with caution as it is possible to exceed the design load accelerations. A green arc extends from 117, the design cruising speed, to 67, the stalling speed, flaps UP and 2230 gross weight. This is the normal cruising range. The flap operating range is marked by a white arc extending from the design flap speed, 88, (maximum speed at which the flaps can be low­ ered) , to the stalling speed, 57, with the flaps down at 2230 gross weight. 7. The empty position on the fuel gauge is marked in red, as the fuel remaining in the tank when the pointer is at this mark cannot safely be used in flight. 8. A red radial line is marked on the oil temperature gauge at 230 which is the maximum permissible oil inlet temperature. 9. A red radial line is marked on the tachometer'at 2600 rpm which is the rated engine speed. 34 INDEX Page - A­ - D- Accessories-Engine .......... .. .. 15 Access Zippers- Cabin Ceili ng ................................ 4 Accommodations .................... 16 Aileron Controls .............. ... ... 3 Airspeed Ind icator .................. 2, 3 Airspeed Limitations .............. 33 Altimeter ................................ 2, 3 Ammeter ..................... ........... 2 Antennas ..................... ....... 10. 12 Ash R eceptacle ..................... .2, 4 -B Baggage .................................. 18 Baggage D rape ...................... 17 Baggage Limitation Placard.... 4 Battery.... .......... ...................... 9 Brakes ... ................................. 3 - CCabin H eat Control ............ 2, 6, 7 Cabin Vent ilator ............... .4, 6, 9 Carburetor Heat Control .. ... .. .2, 5 D ata File Dimensions ........................... 1 Dome Light Switch ........... .4. 11 Door- Cabin .......................... 17 Door Lock ................. ... ......... . - EEleCtrical ysrem... ......... ........ 9 Elevaror Controls .................... 3 Elevaror T rim Tab ... .. ..... ...... 3, 4 Engine- Left. Side ...... ............ 14 Engine- Righ t Side ....... ....... 7.5 Eng ine Starting ...................... 23 Engine Stopping ...... .............. 31 Engi ne W arm-up ....... ....... ...... 23 - FFlap Control .......................... 2. 3 flight- PreparatIon for ........ 21 Fuel Gauge .......................... 2, 14 Fuel Gauge Swir h ................ 2. 11 Fuel Selector Valve ............ 2, 5, 12 Fuel System ............... ...... ...12, 13 Fuel Tank Drain .......... .... ...... ] 2 Center of Grav ity l imits ........ 32 - G- Certification ............................ 1 Circuit Breakers .................... 11 Climb ...................................... 26 Compass .......... ...... .. ......... .. ..... 2, 4 Glove Camp' rrrnent ..... ......... 2 Ground Test .......................... 24 Controls-E ngine ......... ......... 5 Controls-Su rface .................. 3 Cruise ............. .................. ..... 28 Headphone Socket ... ............. I () Heating and Vent ilating Sy [Cnl . .......... ........... ..... ..... () Italic 1 - -H ­ ttm bers Denote Illustrations VOYAGER 150 Page Page - 1­ - P- Ig ni ti n Sw itch .. ............. .2, 5, 11 Panel Lights D immer ............ 2 Tnstrumenr - Engine ....... ..... P rking Brake C nrrol .... .. .... 2 7 3 lnstrum nr M arki ng ........ .. ..3,34 Inst ru menr -Flight ............. . In trume nr p, nel ...... ............. . Pos it i n Lights Switch .. .... . .2, 11 Pr imer .. ....... ........... .......... 2, 5, 12 2 Instrument Pane! Ltghts Switch .................. _.. .... _.. .2, I l -R­ R ad io R ad io Speaker .. ... .... ..... .. 2, 10, 11 -- L -Lan i R ad io System ...... .. ...... .. .. .. ... .4, 10 g.................................. 29 R ate of Cl im b .. .............. .. ...... 27 2 Rear H eater Port ...... .. ....... ... .. 17 Land ing Dis tance ... _.......... ... 30 R udder C orro1 ...... ........ ...... 2, 3 landing Lights ...................... L ading Instructions ... ........... 18 - M­ M an~ uver -SSea ts ............. ... .... .................... 16 Sea t Lock R elease .... ... .. .. ..... .. 1 6 Lim ira ions ............ 33 M :tp Pocket .. .. .. ........ . ............. 17 Stalls ................................... .. . 27 Scarcer Switch ........... .. .. .. .2, 5, 11 Master Sw itch .. .. .... ........ .. ... .. .2. 9 Micr ph )ne S< eket ............. .2, 10 Mixture Concrol ...... .............. 2 . 7 M )ring ................................ 31 - 0­ O il D ip St ick O il Pressu re Gauge ............... .2, 7 Oil System .. ............ .............. 14 O il Temp r. ru r Gauge ........ 2. 7 Operating Limitation ............ 33 Oper. rin } Limitations Placard .2 - T­ T chomecer ............ .. .. ........ .... 2, 7 T ake-Off ...... ............... .... .. ..... 26 T ake-Off D istance .. ..... .... ... .. 25 T, xiing .. ............................. .. . 25 Throttle Coorrol ... .. ...... .... .. ... 2, 5 T ransmi tting Indi ator ... .. .... . 2 -WW eiaht Limitations ......... .. .. ... 33 Window L ck ... ..... .... ..... .. ..... It.;tLic N umb ers D enote l llust·rations 36 4 WARRAN Y The ~hnufactur c r wa rr an t s ea c h nn\' aircraft o r new genuine Stins o n product I1lJnu ~ fJcturcd by it ttl be ( ree f r o m d dc C[s in mJt l! r ial ,md w urknu!1Shlp under nonn .. 1 1I,e and service, it~ ob li g at ion u nder thi~ war"lnty b~in,l; limited to m~k'flg good at it, factory ln y part o r pJ.rt ~ t hcrwf wh ich sh all, within ninety (':10) day~ after delivery of such air c r aft or pr udlK t Jt hnu fa ct u fe l" 'S factory, or prior to the t ime when ~uch aircraft 113.1 been operated un e hundr ed ( 100) hours, whiche v 'r event s haH first occur, DC returned to it 'w ith t ran porra[j()n c h r gcs prepaid, and w hich its examination sh.l ll di sc lose to it s sat is faction to h aH bee n th u \ ddcctil'c; thi, WHranty being expn:"jy in lieu uf all other WJr r J n ti exprl' \ cd or im p lied .l nd of :ll l uthe r ubl igati o ns or lilbihtio o n its part, and the ~!Jnub cu rer ne it her 3H ume, nllr Juthorizes lrty other penon !o as, urnc f o r it an y ot he r IIJb ih ty in connecti on wit h the SJI..: of it~ aircraft or o ther products. This war r nty hJ.1 1 no t ap p ly to an Jircraft which ,hall holY(' bee n replird or altered out~ide of the 1\bnu fJ cturc r ' fJ lo ry in allY way so as, in the Manufac!lIcc:r':, judgment, to affect its s t ab ili LY If rdiab' l ity, n o r wh ich il l..!> been subject to rni ~ u \t:, negligerrcc, improper m 3in lc n nc e o r ac ident, n o r to lny airpbne made by ly!anuLll­ turer which slnll lu\ c been op rat~ COIH r J ry t o Maflu[Ktun.:r's mtr uction M,111U1 1 or in vi obt ill n of any :t ppliCl b lc g()\C r n mcntal law, rule o r regulati on, The term ",I;cnllinc Sti n, or. p roduct , " :t~ used herein, rden f() and includes suc h product s (cxclu~ivc (If 'lircr :tf t ) as a rc manufactured in Jcc o rdance wi t h Manufac­ turer's drawings and s pecifi c ati o ns pr imarily fo r me o n o r in LIJnnec tion with SLim",; aircraft, irrespective of whctll c r \lI c h prodll cts arc m an uhctur cd h I' or fur the \ 1Jr.u , facturcr ur whL'ther ,uch pro u CI S :l rc da t r ib ute d b , 1\hnufacturcr or by any d,vi,jo[1 (Ir subsidiary of Como\id J cd ul t 'e Al r cLdt Cllrpur::tion, The ManuLlcturer m ,1kes no Wa ' r l l1l Y whatc\'er in re spect to tires, m o t('rs, igni r ,o;l applratus, starting de Vices, gener ator t bHt.Cries, ins truments or otha t!'JdL' JCct: s -' l)r i (' ~. inasmuch as they arc u~ually W JrfJnt~ d sepa r at ely by their re spcc tiH rnanULKl1.l n:r:. . ">

Public link updated
The public link to your chat has been updated.
Advertisement