(AMPLIFIED
PROCEDURES)
SECTION
4
NORMAL
PROCEDURES
The
cowl
flaps
should
be
adjusted to maintain the cylinder
head
tempera-
ture within the
normal
operating range (green
arc).
Best propeller
synchroph~sing
is
obtained
by
making
the final adjustment
of
the propeller controls in a
DECREASE
RPM
direction.
Manually
synchro-
nize the propellers as closely
as
possible
and
tighten the quadrant
fric-
tion lock securely. Position the synchrophaser switch to
PHASE.
The
phasing
knob
should then
be
adjusted until the desired
sound
and
vibration
characteristics
are obtained. This
setting
will vary
from
flight
to
flight.
If
non-synchronized operation occurs during long cruise
flights,
manually re-synchronize the propeller controls
as
closely
as
possible
and
synchronized operation should reoccur. Securely tighten the quadrant
friction
lock, then
adjust
the phasing
knob
as desired.
On
long
cruise
flights,
where
the slaved
governor
Can
eventually operate
near
either
end
of
its
operating range,
it
may
be
necessary to periodically
select
the
OFF
position,
reset
the propeller controls
and
reengage the
synchrophaser.
For
flight
in
an
icing environment,
refer
to the Alternate Induction Air
paragraphs in
this
section
and
other sections dealing with
flight
in
an
icing environment.
DESCENT
1.
Fuel
Selectors - Left
Engine
-
LEFT
MAIN
(Feel
For
Oetent).
Right
Engine
-
RIGHT
MAIN
(Feel
For
Oetent).
2.
Auxiliary
Fuel
Pumps
-
ON.
3.
Power
-
AS
REQUIRED
to maintain engine temperatures in the green.
4.
Mixtures -
ADJUST
for
smooth
operation with gradual enrichment as
altitude
is
lost.
5. Propeller Synchrophaser -
AS
REQUIRED
(Optional System).
6.
Cowl
Flaps -
CLOSE.
7.
Altimeter -
SET.
Descents should
be
initiated
far
enough
in advance
of
estimated landing
to allow a gradual
rate
of descent
at
cruise speed.
It
should
be
at
approximately
500
fpm
for passenger comfort, using
enough
power
to
,keep
the
engines
warm.
This will prevent undesirable
low
cylinder
head
temperatures
caused
by
low
power
settings
at
cruise speed.
The
optimum
engine
speed
in
a descent
is
usually the lowest
one
in the
RPM
green arc range
that
will
allow cylinder
head
temperatures to
remain
in the
recommended
operating
range.
The
combination
of
high pressure
altitudes
and
above-standard tempera-
tures
has
a
significant
effect
on
engine operation.
Power
output
at
any
manifold pressure or
power
setting
will
be
lower
at
high ambient tempera-
tures than under standard atmospheric conditions.
As
temperatures
increase, a constant fuel flow
rate
will
result
in a progressively
richer
mixture.
When
operating
at
high
altitudes
and/or high ambient temperatures.
careful
attention
should
be
paid to proper leaning of the mixture for both
fuel
economy
and
engine performance. This
is
especially important during
prolonged
low-power
or idle-power operation. Overly rich mixtures during a
long idle-power descent
from
cruising
altitude
could
result
in loss of
power.
During
low-power
operations. mixtures should
always
be
leaned for
smooth
operation.
1
November
1979
4-21
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