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| ===Manual=== | | ===Manual=== |
| '''''This section contains material which is suspected of not complying to the GPL Licence version 2. This material is subject to removal.''''' | | '''''This section originally contained material which was suspected of not complying to the GPL Licence version 2 and was removed.''''' |
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| [This information is copied from the 1946 J3C-65 owner's handbook.]
| | The original manual may be found by searching for "how to fly a Piper Cub" on the net. This link should also work - www.paragonair.com/N/70497/FLY_A_CUB.pdf |
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| The Piper Cub Special represents more than 15 years of diligent
| | ===Pilot Check List=== |
| aircraft engineering and manufacturing experience. Its simplicity of
| | chocks on |
| design and construction, its low operating and maintenance costs, its
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| inherent stability, ruggedness, and its outstanding safety and ease of
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| flying, have made it the most popular airplane in aviation history.
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| The Piper Cub Special is the time-tested product of millions of hours
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| of flying under all conceivable conditions both in the military and in
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| peace time.
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|
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|
| There are hints on starting, flying, stopping, and other related
| | check fuel quantity |
| topics that are important to the owner who wants to conserve his
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| airplane -- keep it in maximum airworthy condition -- and enjoy a full
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| measure of flying satisfaction.
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|
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|
| | check controls movements |
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| First, each pilot should become familiar enough with his Piper Cub
| | switch fuel on |
| Special that he can accomplish a satisfactory pre-flight inspection.
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| This check is simple and requires only a few minutes. See Section IX
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| for check list. Daily check of airplane prior to flight should be the
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| first in a number of safe flying habits the pilot should acquire.
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|
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| | check magneto off |
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| A. '''BEFORE STARTING ENGINE'''
| | swing prop |
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| (1) Make routine check of gasoline supply. Visible fuel gauge is
| | switch magneto to both |
| integral part of gas tank cap; it will not show number of gallons but
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| will show proportion of fuel in tank by length of rod which extends
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| upward from cap. A full tank of 12 U.S. gallons will be indicated by
| |
| 11 inches of rod extending beyond cap. Keep gas gauge rod clean and
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| smooth with crocus cloth for accuracy and freedom of movement.
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|
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| (2) Check oil level in engine sump by removing oil cap and gauge. Oil
| | swing prop |
| stick should indicate oil level up to index mark of 4 quarts.
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| |
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| (3) Check freedom of movement of flight and engine controls.
| | chocks away |
|
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| | check oil pressure |
|
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| B. '''STARTING ENGINE'''
| | check door close |
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| (1) Chock wheels, or have occupant who is familiar with controls set
| | S-taxi to runway |
| brakes in cabin.
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| (2) Ignition switch OFF. Verify.
| | check all clear |
|
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| (3) Set throttle approximately 1/10 open.
| | throttle to 1400 rpm |
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| (4) Push fuel shut-off ON.
| | check tachometer |
|
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| (5) Turn propeller through several times.
| | ease throttle forward |
|
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| (6) Turn ignition switch ON.
| | at 100 feet ease tail up |
|
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| (7) Start engine by pulling propeller through with a snap.
| | stick to neutral |
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| CAUTION -- Always handle propeller as if switch were "ON." Stand as
| | stick back pressure to 10 feet altitude |
| far in front of propeller as possible. Use both hands and grasp one
| |
| blad approximately midway from tip. Do not overgrasp blade. Do not
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| wear long, loose clothing. Make sure footing is sure to preclude
| |
| possibility of feet slipping.
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|
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|
| (8) If engine does not start, turn switch OFF. Turn primer knob to
| | stick neutral again |
| unlock, pull out, pump three or four times, then reseat primer and
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| lock by turning in opposite direction. In extremely cold weather a
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| few strokes of the primer as the engine starts will enable it to keep
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| running. NOTE -- Avoid excessive priming as it causes raw gasoline to
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| wash lubricating oil from engine cylinder walls. Do not prime warm
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| engine.
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|
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|
| (9) Repeat starting procedures 6, 7.
| | climb |
|
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| (10) If engine loads up and refuses to start, turn ignition switch
| | fly |
| "OFF,", open throttle wide and turn propeller through backwards
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| several times to unload excessive gas mixture in cylinders. Then
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| close throttle and repeat starting procedure.
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| | prepare to land |
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| C. '''ENGINE WARM-UP'''
| | ease throttle back |
|
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|
| (1) As soon as engine starts, advance throttle slightly to idle at 700
| | check carb heater |
| R.P.M. Check engine instruments. If oil pressure gauge does not
| |
| indicate pressure within 30 seconds, stop engine immediately, check
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| and correct trouble before any further operation. Oil temperature
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| during operating should not rise above 200° F. and oil pressure should
| |
| not fall below 30 pounds. With engine warm, idling speed should be
| |
| 550-600 R.P.M.
| |
|
| |
|
| (2) Rev engine up to 2100 R.P.M. on both magnetos. Switch to LEFT and
| | glide to runway |
| RIGHT magnetos. R.P.M. drop should not be over 75 R.P.M. CAUTION
| |
| --Do not operate engine on either single magneto for more than 30
| |
| seconds at a time, as this tends to foul the non-operating spark plugs
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| in the ignition circuit of the magneto that is switched off.
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| | clear engine with throttle |
|
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| D. '''STOPPING ENGINE'''
| | at 15 feet back pressure |
|
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|
| (1) Never cut switch immediately after landing as this causes engine
| | at 2 feet stick all way back |
| to cool too rapidly.
| |
|
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|
| (2) Idle engine, especially in high temperature operating conditions,
| | no need to brake |
| for several minutes. It is advisable to switch to each magneto for 30
| |
| second intervals to allow gradual cooling of engine. This helps to
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| prevent overheating of spark plug insulators and will lessen tendency
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| for "after-firing."
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|
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|
| (3) Check for carburetor heat OFF during idling.
| | S-taxi |
|
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| | switch magneto off |
|
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| E. '''TAXIING'''
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|
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| (1) Open throttle to start airplane in motion; then close throttle to
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| a setting sufficient to keep airplane rolling. Do not keep throttle
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| advanced so that it is necessary to control taxi speed of airplane
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| with brakes. This causes unnecessary wear and tear on brakes and
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| tires.
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|
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| (2) Taxi slowly (speed of a fast walk) controlling direction with
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| rudder which is connected to a steerable tail wheel. Use brakes only
| |
| for positive, precision ground control when necessary.
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|
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| (3) Taxi upwind with stick back; downwind with stick foreward. When
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| ground winds are in excess of 15 M.P.H., turn into wind using ailerons
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| in direction of turn; apply ailerons away from the turn when turning
| |
| downwind. This procedure helps to prevent the wind "picking up" a
| |
| wing during windy, gusty conditions. Always make ground turns slowly.
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|
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|
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| F. '''GENERAL FLYING'''
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|
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| (1) For takeoff use full throttle, heading into wind. Airplane loaded
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| will become airborne at approximately 39 M.P.H. Best climb speed is
| |
| an indicated 55 M.P.H.
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|
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| (2) Indicated R.P.M. for cruising speed of 73 M.P.H. is 2150.
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| Take-off R.P.M. is 2300. Do not fly at full throttle over 3 minutes.
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|
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| (3) Use CARBURETOR AIR HEAT when engine runs "rough" and tachometer
| |
| shows drop in R.P.M. which may be due to ice forming in carburetor.
| |
| Tachometer should recover to within 50 R.P.M. below normal when using
| |
| carburetor heat. Push heater to "OFF" position, and if icing
| |
| condition has been cleared, R.P.M. should return to normal. Continued
| |
| use of carburetor heat will only cause increased fuel consumption and
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| loss of power.
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|
| |
| (4) Maximum permissible diving speed is 122 M.P.H.
| |
|
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|
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| G. '''APPROACH AND LANDING'''
| |
|
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| (1) Push carburetor heat ON prior to throttling back for glide, or for
| |
| any other flight maneuver.
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|
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| (2) Glide between 50-60 M.P.H. depending upon loading of airplane and
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| gust conditions.
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|
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| NOTE -- "Clear" engine by opening throttle gently, every 200-250 feet
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| of descent during a long glide so that engine temperature will be
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| maintained.
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|
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| Throttle action on the part of the pilot should be smooth and gentle
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| at all times.
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|
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|
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| H. '''PARKING AND MOORING'''
| |
|
| |
| (1) After termination of flight, enter flying time in aircraft and
| |
| engine log books.
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|
| |
| (2) Turn ignition and fuel OFF.
| |
|
| |
| (3) Chock the wheels of airplane.
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|
| |
| (4) If airplane is not to be flown for some time, it should be
| |
| hangared or tied down. Use good quality 1/2" - 5/8" diameter rope.
| |
| Secure to lift assist handle at aft end of fuselage; also at upper end
| |
| of both front wing lift struts where they attach to wing. Make sure
| |
| that rope passes between aileron cable and lift strut. Mooring ropes,
| |
| when airplane is tied down, should have no slack.
| |
|
| |
| (5) Lock aileron and elevator controls by wrapping front seat belt
| |
| completely around rear control stick, tighten and buckle.
| |
|
| |
| (6) Under excessively wind conditions, airplane should be tailed into
| |
| wind for mooring.
| |
| ===Aerotowing=== | | ===Aerotowing=== |
| The J3Cub is capable of [[Howto:_Do_aerotow_over_the_net | Aerotowing]] over multiplayer by the glider pilot pressing Ctrl-o while behind the Cub. | | The J3Cub is capable of [[Howto:_Do_aerotow_over_the_net | Aerotowing]] over multiplayer by the glider pilot pressing Ctrl-o while behind the Cub. |
