Cessna 1971 Super Skymaster - Page 20

If it is necessary to climb rapidly to clear mountains or reach favor-
able winds at high altitudes, the best rate-of-climb speed should be used
with maximum power (full throttle and 2800 RPM). This speed is 114 MPH
at sea level, decreasing 3 MPH for each 5000 feet above sea level. The
mixture should be leaned as shown by the Maximum Performance Take-
orr and Cllmb Settings placard located adjacent to the fuel flow indicator.
If an obstruction ahead requires a steep climb angle, an obstacle
dearance speed should be used with flaps up and maximum power. This
speed is 85 MPH at sea level and increases to 92 MPH at 10,000 feet.
CRUISE.
Normal cruising is done between 65% and 75% of rated power. The
power
settings required to obtain these powers at various altitudes and
outside
air temperatures can be determined by using your Cessna Power
Computer or the OPERATIONAL DATA, Section VI.
The Maximum Cruise Speed Performance table (figure 2- 5) shows
that cruiSing at full throttle can be done most efficiently at higher alti-
tudes because very nearly the same cruiSing speeds can be maintained
at much less power.
For greater cruising range at a given throttle setting. select the low-
est engine RPM in the green arc range that will give smooth engine oper-
ation.
I
MAXIMUM CRUISE SPEED PERFORMANCE
NORMAL LEAN MIXTURE
"
BHP
TRUE
AIRSPEED ALTITUDE LBS/HR
RANGE
(552 lBS. FU Ell
75
70
65
189
185
181
5500
7500
9500
137
128
119
755
800
840
Figure 2-5.
The cowl flaps should be fully closed for cruising in cold and normal
outside air temperatures. However, in hot weather, the cowl flaps
should be adjusted to maintain cylinder head temperatures at approxi-
mately two-thirds of the green arc range.
The fuel injection system employed on these engines is considered to
be non-icing. In the event that unusual conditions cause the intake air fil-
ter to become clogged or iced over, an alternate intake air valve opens
automatically for the most efficient use of either normal or alternate air,
depending on the amount of filter blockage.
tI
The
stall characteristics are conventional and aural warning is pro-
I'
vided by a stall warning horn which sounds between 5 and 10 MPH above
the
stall in all configurationS. A mild aerodynamic tail buffet will occur
!111
almost simultaneously with the stall warning horn.
Power-off stall speeds at maximum gross weight and aft c. g. posi-
tion are presented on figure 6-2 as calibrated airspeeds since indicated
airspeeds are unreliable near the stall.
Intentional spins are prohibited in this aircraft. Because of the
aural stall warning system, it is not probable that an inadvertent spin
will be encountered. However, should a spin occur, the following re-
covery procedure should be employed:
(1) Cut power on both engines.
(2) Apply full rudder against the direction of rotation and neutralize
ailerons.
(3) Approximately 1/4 turn after applying rudder, apply full down
elevator.
(4) Neutralize rudder after rotation stops.
(5) Pullout of the resulting dive with smooth steady control pres-
sure. Approximately 1200 feet of altitude will be lost in a 1-1/2
turn spin and recovery.
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