Cessna 1971 Super Skymaster - Page 26

ROUGH ENGINE OPERATION OR LOSS OF POWER.
SPARK PLUG FOULING.
An engine roughness in flight may be caused by one or more spark
Plu~s beccming fouled by carbon or lead deposits. This may be verified
by turning the ignition switch momentarily from "BOTH" to either "LEFT"
(II" "RIGHT" pOSition. An obvious power loss in single ignition operation
is evidence of spark plug or magneto trouble. Assuming that spark plugs
are the more likely cause, lean the mixture to the normal lean setting for
cruiSing flight. If the problem does not clear up in several minutes, de-
termine if a richer mixture setting will produce smoother operation. If
not, proceed to the nearest airport for repairs using the "BOTH" pOSition
of
the ignition switch unless extreme roughness dictates the use of a sin-
gle ignition pOSition.
MAGNETO MALFUNCTION.
A sudden engine roughness or misfiring is usually evidence of
magneto problems. Switching from "BOTH" to either "LEFT" or
"RIGHT" ignition switch position will identify which magneto is mal-
functioning. Select different power settings and enrichen the mixture
to determine if continued operation on "BOTH" magnetos is prac-
ticable. If not, switch to the good magneto and proceed to the near-
est airport for repairs.
LOW OIL PRESSURE.
If low oil pressure is accompanied by normal oil temperature,
there is a possIbility the oil pressure gage or relief valve is mal-
functioning. A leak in the line to the gage is not cause for immed-
iate concern because an orifice in this line will prevent a sudden
loss of oil from the engine sump. However, power should be re-
duced as a precautionary measure and a landing planned at the next
airport having service facilities.
If a total loss of oil pressure is accompanied by a sudden rise
1n oil temperature, there is reason to suspect an engine failure is
1mminent. Close throttle and verify faulty engine before feathering
the propeller. After reviewing single-engine approach procedures
In th1s section, perform an engine-out landing at the nearest suit-
!lule aIrport.
MAXIMUM GLIDE
GEAR AND flAPS UP fjj FEATHERED PROPELLERS fjj ZERO WIND
20 000 r--------------------------~·.,
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~ 16,000 ~---------------------;;ji;.jj:.:: ..
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at
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III
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10 20
GROUND DISTANCE
(STATUTE MILESI
Figure 3-3.
LANDING EMERGENCIES.
LANDING GEAR SYSTEM - EMERGENCY OPERATION.
When the landing gear will not extend normally, it may be extended
manually as follows:
NOTE
Prior to following emergency procedures, it is recom-
mended that the landing gear handle be moved from "UP"
to "DOWN" several times. In certain cases, this pro-
cedure can dislodge foreign matter which may be causing
the malfunction.
(1)
Place the gear handle in the full "DOWN" position.
(2) Pull the emergency hand pump out to its full extension.
3-9
~
I
I
I
I
30
I
I
BEST GLI~E SPEED
WEIGHT lAS
POUNDS MPH
4630 117
4200 112
3800 107
40
50
3-8