From 600544725f7d8d91de19b9299f8c18e69c7772ce Mon Sep 17 00:00:00 2001 From: david <david> Date: Fri, 14 Feb 2003 19:38:51 +0000 Subject: [PATCH] Added the "FLYING HINTS" section from the 1946 owner's handbook. --- Aircraft-yasim/README.j3cub | 193 ++++++++++++++++++++++++++++++++++++ 1 file changed, 193 insertions(+) diff --git a/Aircraft-yasim/README.j3cub b/Aircraft-yasim/README.j3cub index 37b265072..f1f7f26bd 100644 --- a/Aircraft-yasim/README.j3cub +++ b/Aircraft-yasim/README.j3cub @@ -1,6 +1,199 @@ PIPER J3 CUB PERFORMANCE DATA ============================= +[This information is copied from the 1946 J3C-65 owner's handbook.] + + FLYING HINTS + +The Piper Cub Special represents more than 15 years of diligent +aircraft engineering and manufacturing experience. Its simplicity of +design and construction, its low operating and maintenance costs, its +inherent stability, ruggedness, and its outstanding safety and ease of +flying, have made it the most popular airplane in aviation history. +The Piper Cub Special is the time-tested product of millions of hours +of flying under all conceivable conditions both in the military and in +peace time. + +There are hints on starting, flying, stopping, and other related +topics that are important to the owner who wants to conserve his +airplane -- keep it in maximum airworthy condition -- and enjoy a full +measure of flying satisfaction. + + +First, each pilot should become familiar enough with his Piper Cub +Special that he can accomplish a satisfactory pre-flight inspection. +This check is simple and requires only a few minutes. See Section IX +for check list. Daily check of airplane prior to flight should be the +first in a number of safe flying habits the pilot should acquire. + + +A. BEFORE STARTING ENGINE + +(1) Make routine check of gasoline supply. Visible fuel gauge is +integral part of gas tank cap; it will not show number of gallons but +will show proportion of fuel in tank by length of rod which extends +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 +smooth with crocus cloth for accuracy and freedom of movement. + +(2) Check oil level in engine sump by removing oil cap and gauge. Oil +stick should indicate oil level up to index mark of 4 quarts. + +(3) Check freedom of movement of flight and engine controls. + + +B. STARTING ENGINE + +(1) Chock wheels, or have occupant who is familiar with controls set +brakes in cabin. + +(2) Ignition switch OFF. Verify. + +(3) Set throttle approximately 1/10 open. + +(4) Push fuel shut-off ON. + +(5) Turn propeller through several times. + +(6) Turn ignition switch ON. + +(7) Start engine by pulling propeller through with a snap. + +CAUTION -- Always handle propeller as if switch were "ON." Stand as +far in front of propeller as possible. Use both hands and grasp one +blad approximately midway from tip. Do not overgrasp blade. Do not +wear long, loose clothing. Make sure footing is sure to preclude +possibility of feet slipping. + +(8) If engine does not start, turn switch OFF. Turn primer knob to +unlock, pull out, pump three or four times, then reseat primer and +lock by turning in opposite direction. In extremely cold weather a +few strokes of the primer as the engine starts will enable it to keep +running. NOTE -- Avoid excessive priming as it causes raw gasoline to +wash lubricating oil from engine cylinder walls. Do not prime warm +engine. + +(9) Repeat starting procedures 6, 7. + +(10) If engine loads up and refuses to start, turn ignition switch +"OFF,", open throttle wide and turn propeller through backwards +several times to unload excessive gas mixture in cylinders. Then +close throttle and repeat starting procedure. + + +C. ENGINE WARM-UP + +(1) As soon as engine starts, advance throttle slightly to idle at 700 +R.P.M. Check engine instruments. If oil pressure gauge does not +indicate pressure within 30 seconds, stop engine immediately, check +and correct trouble before any further operation. Oil temperature +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 +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 +in the ignition circuit of the magneto that is switched off. + + +D. STOPPING ENGINE + +(1) Never cut switch immediately after landing as this causes engine +to cool too rapidly. + +(2) Idle engine, especially in high temperature operating conditions, +for several minutes. It is advisable to switch to each magneto for 30 +second intervals to allow gradual cooling of engine. This helps to +prevent overheating of spark plug insulators and will lessen tendency +for "after-firing." + +(3) Check for carburetor heat OFF during idling. + + +E. TAXIING + +(1) Open throttle to start airplane in motion; then close throttle to +a setting sufficient to keep airplane rolling. Do not keep throttle +advanced so that it is necessary to control taxi speed of airplane +with brakes. This causes unnecessary wear and tear on brakes and +tires. + +(2) Taxi slowly (speed of a fast walk) controlling direction with +rudder which is connected to a steerable tail wheel. Use brakes only +for positive, precision ground control when necessary. + +(3) Taxi upwind with stick back; downwind with stick foreward. When +ground winds are in excess of 15 M.P.H., turn into wind using ailerons +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. + + +F. GENERAL FLYING + +(1) For takeoff use full throttle, heading into wind. Airplane loaded +will become airborne at approximately 39 M.P.H. Best climb speed is +an indicated 55 M.P.H. + +(2) Indicated R.P.M. for cruising speed of 73 M.P.H. is 2150. +Take-off R.P.M. is 2300. Do not fly at full throttle over 3 minutes. + +(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 +loss of power. + +(4) Maximum permissible diving speed is 122 M.P.H. + + +G. APPROACH AND LANDING + +(1) Push carburetor heat ON prior to throttling back for glide, or for +any other flight maneuver. + +(2) Glide between 50-60 M.P.H. depending upon loading of airplane and +gust conditions. + +NOTE -- "Clear" engine by opening throttle gently, every 200-250 feet +of descent during a long glide so that engine temperature will be +maintained. + +Throttle action on the part of the pilot should be smooth and gentle +at all times. + + +H. PARKING AND MOORING + +(1) After termination of flight, enter flying time in aircraft and +engine log books. + +(2) Turn ignition and fuel OFF. + +(3) Chcok the wheels of airplane. + +(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. + + + + +[Here is my older information.] + These are the only numbers I could find. They are for a J3 Cub with an 85HP engine rather than 65 hp, so some adjustments may be necessary. The source is