tank
may
occur
if the wings are not maintained exactly
level. Resulting wing
heaviness
can be alleviated
gradually by
turning
the
selector
valve handle to the
tank
in the
"heavy"
wing.
NOTE
It
is not practical to
measure
the time required to
con-
sume
all of the fuel in one tank, and, after switching
to the
opposite
tank,
expect
an equal duration from the
remaining fuel. The
airspace
in both fuel tanks is in-
terconnected
by a vent line (figure 2-2) and, therefore,
some
sloshing of fuel
between
tanks can be
expected
when the tanks are nearly
full
and the wings are not level.
For fuel
system
servicing information, refer to Lubrication and
Servicing
Procedures
in
Section
V.
ELECTRICAL
SYSTEM.
Electrical
energy
is supplied by a 14-volt, direct-current
system
powered
by an engine-driven alternator (see figure 2-3). A 12- volt bat-
tery
is
located
on the left-hand forward portion of the
firewall.
Power
is
supplied to all electrical circuits through a split bus bar, one
side
con-
taining
electronic
systems
and the other
side
having general electrical
systems.
Both
sides
of the bus are on at all times
except
when either an
external
power
source
is
connected
or the ignition/starter switch is turned
on; then a
power
contactor
is automatically activated to
open
the circuit to
the electronic bus. Isolating the electronic circuits in this manner pre-
vents harmful transient
voltages
from damaging the transistors in the
electronic equipment.
MASTER
SWITCH.
The master switch is a split-rocker type switch labeled MASTER,
and is ON in the up position and OFF in the down position. The
right
half
of the switch, labeled BAT, controls all electrical
power
to the airplane.
The left half, labeled ALT controls the alternator.
Normally,
both
sides
of the master switch should be
used
simulta-
neously;
however,
the BAT
side
of the switch could be turned ON
sepa-
rately
to
check
equipment while on the ground. The ALT
side
of the
2-3
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