PROPELLER
Before each flight the propeller blades should be checked for
any nicks, cracks,
01-
signs of other damage. Nicks cause high
stress concentrations in the blades which could start a crack,
Have a inechanic remove any nicks as soon as possible. It
is
nor unusual for the p:opeller blade to have a certain aiilount of
end-play. This is a result of
manufacturing
tolerance in the
parts.
Sinall differences at the blade root are magnified inany
times at the tip. This end-play has no adverse effect on the per-
forinance Qr operation of the propeller.
As
soon as the propeller
begins to rotate, the centrifugal force of the blades seats
them
posi.tively and rigidly against the bearing.
Soii~etiines it niay be noted thzt the tachometer needle wavers
in straight and level
fligIit. If it is excessive, it may be further
checked to
deteriiline if the problein Iies in the propeller gov-
ernor system or in the
tachoineter by doing the following:
1.
Increase the propeller control to the "high
KPM"
posi-
tion. The
RPM
should go to 2700.
2.
Reduce the inanifold pressure control until the
RPM
is
below 2700. At this tiiile, the propeller. will be
in
fixed
pitch.
If the
rachoi~?eter
needle continues to waver, the problem
lies
in the tachometer and cable systein itself. If the tachometer
needle stabilizes,
then the problei~l lies in the governor and
propeller system. To eliminate this condition, have your
inechanic
purge, or clean the propeller system.
If
surging of the propeller occurs during takeoff or cliiills out,
it
ixay be caused by air in the systeiii or foreign matter in the
governor passages.
ENGINE
Use 91/98 or 100/130 octane aviation fuel only. The wing suinps
are drained with the plastic cup by inserting the center prong
into the drain hole to release the valve.
Overflow vents are incorporated in each fuel tank to allow for
overflow of the
tank and ventilation as fuel is depleted.
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