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Difference between revisions of "Piper J3 Cub Operations Manual"

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{{Mergeto|Piper J3 Cub}}
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#REDIRECT [[Piper J3 Cub]]
'''''This article contains material which is suspected of not complying to the GPL Licence version 2. This material is subject to removal.'''''
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[This information is copied from the 1946 J3C-65 owner's handbook.]
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== FLYING HINTS ==
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The Piper Cub Special represents more than 15 years of diligent
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aircraft engineering and manufacturing experience.  Its simplicity of
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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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There are hints on starting, flying, stopping, and other related
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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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First, each pilot should become familiar enough with his Piper Cub
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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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A. BEFORE STARTING ENGINE
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(1) Make routine check of gasoline supply.  Visible fuel gauge is
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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
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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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(2) Check oil level in engine sump by removing oil cap and gauge.  Oil
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stick should indicate oil level up to index mark of 4 quarts.
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(3) Check freedom of movement of flight and engine controls.
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B. STARTING ENGINE
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(1) Chock wheels, or have occupant who is familiar with controls set
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brakes in cabin.
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(2) Ignition switch OFF.  Verify.
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(3) Set throttle approximately 1/10 open.
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(4) Push fuel shut-off ON.
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(5) Turn propeller through several times.
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(6) Turn ignition switch ON.
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(7) Start engine by pulling propeller through with a snap.
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CAUTION -- Always handle propeller as if switch were "ON."  Stand as
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far in front of propeller as possible.  Use both hands and grasp one
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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
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possibility of feet slipping.
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(8) If engine does not start, turn switch OFF.  Turn primer knob to
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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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(9) Repeat starting procedures 6, 7.
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(10) If engine loads up and refuses to start, turn ignition switch
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"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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C. ENGINE WARM-UP
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(1) As soon as engine starts, advance throttle slightly to idle at 700
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R.P.M.  Check engine instruments.  If oil pressure gauge does not
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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
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not fall below 30 pounds.  With engine warm, idling speed should be
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550-600 R.P.M.
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(2) Rev engine up to 2100 R.P.M. on both magnetos.  Switch to LEFT and
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RIGHT magnetos.  R.P.M. drop should not be over 75 R.P.M.  CAUTION
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--Do not operate engine on either single magneto for more than 30
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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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D. STOPPING ENGINE
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(1) Never cut switch immediately after landing as this causes engine
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to cool too rapidly.
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(2) Idle engine, especially in high temperature operating conditions,
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for several minutes.  It is advisable to switch to each magneto for 30
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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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(3) Check for carburetor heat OFF during idling.
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E. TAXIING
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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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(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
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for positive, precision ground control when necessary.
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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
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downwind.  This procedure helps to prevent the wind "picking up" a
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wing during windy, gusty conditions.  Always make ground turns slowly.
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F. GENERAL FLYING
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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
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an indicated 55 M.P.H.
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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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(3) Use CARBURETOR AIR HEAT when engine runs "rough" and tachometer
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shows drop in R.P.M. which may be due to ice forming in carburetor.
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Tachometer should recover to within 50 R.P.M. below normal when using
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carburetor heat.  Push heater to "OFF" position, and if icing
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condition has been cleared, R.P.M. should return to normal.  Continued
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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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G. APPROACH AND LANDING
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(1) Push carburetor heat ON prior to throttling back for glide, or for
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any other flight maneuver.
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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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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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Throttle action on the part of the pilot should be smooth and gentle
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at all times.
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H. PARKING AND MOORING
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(1) After termination of flight, enter flying time in aircraft and
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engine log books.
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(2) Turn ignition and fuel OFF.
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(3) Chcok the wheels of airplane.
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(4) If airplane is not to be flown for some time, it should be
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hangared or tied down.  Use good quality 1/2" - 5/8" diameter rope.
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Secure to lift assist handle at aft end of fuselage; also at upper end
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of both front wing lift struts where they attach to wing.  Make sure
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that rope passes between aileron cable and lift strut.  Mooring ropes,
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when airplane is tied down, should have no slack.
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(5) Lock aileron and elevator controls by wrapping front seat belt
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completely around rear control stick, tighten and buckle.
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(6) Under excessively wind conditions, airplane should be tailed into
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wind for mooring.
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== Related content ==
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[[Piper J3 Cub]]
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Latest revision as of 07:18, 15 April 2009

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