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CESSNA SKYMASTER 337 Procedures

AMPLIFIED PROCEDURES
STARTING ENGINES
Either engine may be started first and the procedure is identical for both. Starting
the rear engine first enables the engine start to be heard. On the other hand,
starting the front engine first permits more effective clearing of the propeller area
and, in cold weather, more efficient electrical power because of the shorter battery
cable.

NOTE
The convex mirror, mounted on the inboard side of the left boom, provides a view of
the rear propeller area from the pilot's position.

The continuous-flow fuel injection system will start spraying fuel in the intake ports
as soon as the throttle and mixture controls are opened and the auxiliary fuel pump
is turned on. If the auxiliary pump is turned on accidentally while the engine is
stopped, with the throttle open and the mixture rich, solid fuel will collect temporarily
in the cylinder intake ports, the quantity depending on the amount of throttle
opening and the length of time the pump has been operating. If this happens, it is
advisable to wait a few minutes until this fuel drains away before starting the engine.
To avoid flooding, turn the auxiliary fuel pump switch off promptly when the fuel flow
reaches 60 lbs/hr during preparation for engine start.

Engine mis-starts characterized by weak, intermittent firing followed by puffs of

black smoke from the exhausts are caused by over-priming or flooding. This situation
is more apt to develop in hot weather, or when the engine is hot. If it occurs, repeat
the starting routine with the throttle approximately 1/2 open, the mixture in idle cut-
off and the auxiliary fuel pump switch off. As the engine fires, move the mixture
control to full rich and decrease the throttle to idle.

Engine mis-starts characterized by sufficient power to take the engine away from the
starter but dying in 3 to 5 revolutions are the result of an excessively lean mixture
after the start and can occur in warm or cold temperatures. Repeat the starting
procedure but allow additional priming time with the auxiliary fuel pump switch on HI
before cranking is started. If extremely hot temperatures have caused vapor which
prevents a start, it will be necessary to place the auxiliary fuel pump switch on HI for
5 to 10 seconds or more to flush the vapor through the fuel lines until the fuel flow
reaches 60 lbs/hr. Then turn off the pump and proceed with normal starting
procedures.

If prolonged cranking is necessary, allow the starter motor to cool at frequent

intervals, since excessive heat may damage the armature.
After starting, if the oil pressure gage does not begin to show pressure within 30
seconds in normal temperatures and 60 seconds in very cold weather, shut off the
engine and investigate. Lack of oil pressure can cause serious engine damage.

TAXIING
Taxiing, as in any twin-engine airplane, should be done with both engines operating.
The airplane should be taxied initially using the rear engine, followed by applying
power to the front engine. Further power adjustments should be made primarily with

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CESSNA SKYMASTER 337 Procedures

the rear engine. The characteristic change in sound of the rear engine with variations
in power will provide assurance that the rear engine is operating normally.
Taxiing with primarily the rear engine also prevents the front propeller tips from
being damaged needlessly while taxiing over gravel or cinders. The rear propeller
has greater ground clearance, thereby minimizing stone damage to the propeller
tips. Full power runups over loose gravel should be avoided unless the airplane has
obtained considerable forward speed.

BEFORE TAKEOFF WARM-UP

Since the engines are closely cow led for efficient in-flight cooling, precautions should
be taken to avoid overheating on the ground. Full power checks on the ground are
not recommended unless the pilot has good reason to suspect that the engines are
not turning up properly.

TAKEOFF POWER CHECK

To confirm that the rear engine is operating normally at the start of a takeoff run, it
is recommended that the rear engine throttle be advanced ahead of the front engine
throttle. It is important that full power engine operation be monitored periodically
throughout the initial takeoff run oy glancing at fuel flow and RPM. If either of these
indicators is below normal, or if there are any signs of rough engine operation or
sluggish acceleration, the takeoff run should be discontinued immediately while
sufficient runway still remains for braking to a safe stop.

Advancing the throttles rapidly to full power (especially with cold oil) may result in a
momentary overshoot of two or three inches over maximum allowable manifold
pressure. This slight over boosting is not considered detrimental to the engine as
long as it is momentary.

After maximum power is applied, adjust the friction lock clockwise to prevent
creepage of the engine controls. Similar friction lock adjustments should be made as
required in other flight conditions to maintain fixed engine control settings.

NORMAL TAKEOFF
For normal takeoffs, the use of 1/3 flaps results in easier nose wheel lift-off and
lower initial climb attitude, as well as a 10% reduction in takeoff distance compared
to flaps-up takeoff. After all obstacles are cleared and a safe altitude is reached, the
airplane may be accelerated to an initial climb speed of 100 KIAS while slowly
retracting the flaps. The takeoff performance in Section 5 is based on short field
takeoff techniques.

NOTE
Flaps settings greater than 1/3 are not approved for takeoff.

SHORT FIELD TAKEOFF

Short field takeoffs are performed with 1/3 flaps, as described in the checklist.
Brakes should be held until power settings are stabilized.

Elevator back pressure should be applied approximately 5 KIAS under the lift-off
speed for the particular takeoff weight. After lift-off, the airplane attitude should be
controlled to give a smooth transition to the obstacle climb speed (70 KIAS at

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CESSNA SKYMASTER 337 Procedures

maximum weight). The wing flaps and landing gear should not be retracted until all
obstacles are cleared.

CROSSWIND TAKEOFF
Takeoffs into strong crosswinds normally are performed with the minimum flap
setting necessary for the field length, to minimize the drift angle immediately after
takeoff. With the ailerons partially deflected into the wind, the airplane is accelerated
to a speed higher than normal, and then pulled off abruptly to prevent possible
settling back to the runway while drifting. When clear of the ground, make a
coordinated turn into the wind to correct for drift.

ROUGH FIELD OPERATION

When taking off from a gravel field, the possibility of gravel damaging the propellers
can be reduced considerably by using 1/3 flaps, and using only the rear engine for
initial acceleration. When doing this, the nose gear should be raised clear of the
ground as soon as possible, followed by full throttle application on the front engine.

LANDING GEAR RETRACTION

On long runways, the landing gear should be retracted after reaching the point over
the runway where a wheels-down forced landing on that runway would become
impractical. However, on short runways it may be preferable to retract the landing
gear after the airplane is safely airborne. This would get the airplane into a more
favorable configuration for a possible engine-out emergency.

Since the landing gear swings downward approximately two feet as it starts the
retraction cycle, retraction should be avoided until obtaining at least that much
ground clearance and a positive climb is established.

Before retracting the landing gear, the brakes should be applied momentarily to stop
wheel rotation. Centrifugal force caused by the rapidly spinning wheel expands the
diameter of the tire. If there is an accumulation of mud or ice in the wheel wells, the
rotating wheel may rub as it is retracted into the wheel well.

ENROUTE CLIMB
A cruising climb at approximately 75% power, 90 lbs/hr fuel flow, and 115 to 130
KIAS is normally recommended. This type of climb provides better engine cooling,
less engine wear, and lower noise level than a maximum power climb. An even
quieter and smoother climb can be accomplished by climbing at 130 to 145 KIAS
using 75% power, with the front and rear cowl flaps closed during cool weather.

Maintain cylinder head temperatures at approximately 400°F by increasing or

decreasing airspeed as required. This configuration should produce a rate of climb of
approximately 500 feet per minute, and provide the pilot with more forward visibility.
If it is necessary to climb rapidly to clear mountains or reach favorable winds at high
altitudes, the best rate-of-climb speed should be used with maximum power. If an
obstruction ahead requires a steep climb angle, the best angle-of-climb speed should
be used with flaps up and maximum power.

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CESSNA SKYMASTER 337 Procedures

CRUISE
Normal cruising is performed between 55% and 75% power.
NOTE
Cruising should be done at 65% to 75% power until a total of 50 hours has
accumulated or oil consumption has stabilized. This is to ensure proper seating of the
rings and is applicable to new engines, and engines in service following cylinder
replacement or top overhaul of one or more cylinders.

For increased passenger comfort, use the lowest RPM and highest manifold pressure
(within green arc limits) that will give the desired percent cruise power with smooth
engine operation and stable manifold pressures. Use the outer green arc limits (2200
to 2450 RPM) on the tachometer unless unstable manifold pressure (bootstrapping)
is encountered. IIi this event, increase RPM as required within the upper limit of the
inner green arc (2600 RPM). Reset manifold pressures to obtain desired power
settings.

Under normal operating conditions, the cowl flaps should be adjusted to maintain
cylinder head temperatures within the green arc range. Under some hot-day and
high-altitude conditions, it may be necessary to open cowl flaps and increase fuel
flow to provide desired cylinder head cooling.

For best fuel economy at 65% power or less, the engines may be operated at six
pounds per hour leaner than shown in this handbook and on the power computer.
This will result in approximately 8% greater range accompanied by approximately 4
knots decrease in speed.

The fuel injection system employed on these engines is considered to be non-icing.

In the event that unusual conditions cause the intake air filter to become clogged or
iced over, an alternate intake door on each engine opens automatically for the most
efficient use of either normal or alternate air, depending on the amount of filter
blockage. Due to the lower intake pressure available through the front alternate air
door, manifold pressure can decrease 10 inches Hg or more from a cruise power
setting. This pressure should be recovered by increased throttle setting or a higher
RPM as necessary to maintain desired power. Maximum allowable manifold pressure
(37 inches Hg) is available up to approximately 18,000 feet using the alternate air
source with a fully blocked filter.

LEANING WITH A ECONOMY MIXTURE INDICATOR (EGT)

Exhaust gas temperature (EGT) as shown on the optional Cessna Economy Mixture
Indicator may be used as an aid for mixture leaning in cruising flight at 75% power
or less. To adjust the mixture, using this indicator, lean to establish the peak EGT as
a reference point and then enrichen the mixture by a desired increment.

Continuous operation at peak EGT is authorized only at 65% power or less. This best
economy mixture setting results in approximately 8% greater range than shown in
this handbook accompanied by approximately 4 knots decrease in speed.

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CESSNA SKYMASTER 337 Procedures

NOTE
Operation on the lean side of peak EGT is not approved.

When leaning the mixture, use a slow movement of the mixture control. If a distinct
peak is not obtained, use the corresponding maximum EGT as a reference point for
enrichening the mixture to the desired cruise setting. Any change in altitude or
power will require a recheck of the EGT indication.

STALLS
The stall characteristics are conventional and aural warning is provided by a stall
warning horn which sounds between 5 and 10 knots above the stall in all
configurations. A mild aerodynamic buffet will occur almost simultaneously with the
stall warning horn.

Power-off stall speeds with throttles closed and at both forward and aft C.G.
positions are presented in Section 5 for several weights.

DESCENT
Descent should be initiated far enough in advance of estimated landing to allow a
gradual rate of descent at cruising speed. Just prior to descent, check that the
auxiliary fuel pump switches are turned off. The rate of descent should be adjusted
to permit a cabin altitude rate of descent of no more than 500 FPM for passenger
comfort. Sufficient power should be used to keep the engines warm and maintain
proper pressurization system operation. The optimum engine RPM in a descent is
usually the lowest RPM in the green arc range that will allow proper pressurization
system operation and the cylinder head temperature to remain in the recommended
operating range. If a steep descent is required, the landing gear can be extended at
speeds as high as 140 KIAS after which the speed can be increased as desired up to
205 KIAS.

The airplane is equipped with a specially marked altimeter to attract the pilot's
attention and prevent misreading the altimeter. A striped warning segment on the
face of the altimeter is exposed at all altitudes below 10,000 feet to indicate low
altitude.

BEFORE LANDING
In view of the relatively low drag of the extended landing gear and the high
allowable gear-operating speed (140 KIAS), the landing gear should be extended
before entering the traffic pattern. This practice will allow more time to confirm that
the landing gear is down and locked.

Landing gear extension can be detected by illumination of the gear down indicator
light (green), absence of a gear warning horn with either throttle retarded below 15
inches of manifold pressure and visual inspection of the main gear position. Should
the gear indicator light fail to illuminate, the light should be checked for a burned-out
bulb by pressing to test. A burned-out bulb can be replaced in flight with the bulb
from the landing gear up (amber) indicator light.

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CESSNA SKYMASTER 337 Procedures

Note:
Landing with cabin pressurized is not authorized. Therefore, the differential pressure
should be checked at traffic pattern altitude to assure that no residual pressure
remains.

LANDING
Landings should be made on the main wheels first to reduce the landing speed and
subsequent need for braking in the landing roll. The nose wheel is lowered to the
runway after the speed has diminished to avoid unnecessary nose gear load. This
procedure is especially important in rough field landings.

SHORT FIELD LANDING

For short field landings, make a power approach at 78KIAS with full flaps. After all
approach obstacles are cleared, progressively reduce power. Maintain 78 KIAS
approach speed by lowering the nose of the airplane. Touchdown should be made
with the throttles closed, and on the main wheels first. Immediately after touchdown,
lower the nose gear and apply heavy braking as required. For maximum brake
effectiveness after all three wheels are on the ground, retract the flaps, hold full
nose up elevator and apply maximum possible brake pressure without sliding the
tires.

At light operating weights, during ground roll with full flaps, hold the control wheel
full back to ensure maximum weight on the main wheels for braking. Under these
conditions, full down elevator (control wheel full forward) could raise the main
wheels off the ground.

CROSSWIND LANDING
A wing-low drift correction technique with wing flaps fully extended is the preferred
method of performing crosswind landings. The maximum crosswind velocity is
generally dependent upon pilot proficiency as well as airplane limitations.

NOTE
Depending on the severity of the slip required, indicated airspeeds may be very
unreliable during a slipping final approach.

BALKED LANDING
In a balked landing (go-around) climb, the wing flap setting should be reduced to
1/3 immediately after full power is applied. After all obstacles are cleared and a safe
altitude and airspeed are obtained, the wing flaps should be retracted and cowl flaps
opened. Retraction of the landing gear is not recommended if another landing
approach is to be conducted.

COLD WEATHER OPERATION STARTING

The front engine should be started first since it is closer to the battery.
Starting can be expedited by switching the auxiliary fuel pumps to the HI position
and advancing the throttles for a fuel flow of 50 to 60 lbs/ hr for 3 to 6 seconds.
The use of an external pre-heater and an external power source is recommended
whenever possible to reduce wear and abuse to the engines and the electrical
system. Pre-heat will thaw the oil trapped in the oil coolers, which may be partially
congealed prior to starting in extremely cold temperatures. When using an external

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CESSNA SKYMASTER 337 Procedures

power source, the battery switch should be turned on. Refer to Section 7, paragraph
Ground Service Plug Receptacle, for operating details.

For quick, smooth engine starts in very cold temperature, use six strokes of the
manual primers (if installed) before cranking, with an additional one or two strokes
as the engines start.

WARM-UP
In very cold weather, no oil temperature indication need by apparent before takeoff.
After a suitable warm-up period (2 to 5 minutes at 1000 RPM), with cylinder head
temperatures showing above 200°F, the engines are ready for takeoff if they
accelerate smoothly and the oil pressure is normal and steady.

INFLIGHT
During cruise with the cowl flaps fully closed, engine temperature will be normal (in
the lower green arc range) in outside air temperatures as low as 20° to 30°C below
standard. When colder surface temperatures are encountered, the normal air
temperature inversion will result in warmer temperatures at cruise altitudes above
5000 feet.

Increasing cruise altitude or cruise power will increase engine temperature. Cylinder
head temperatures will increase approximately 50°F as cruise altitudes increase from
5000 to 20,000 feet.

During descent, observe temperatures closely and carry sufficient power to maintain
them in the recommended operating range.

NOISE ABATEMENT
Increased emphasis on improving the quality of our environment requires renewed
effort on the part of all pilots to minimize the effect of airplane noise on the public.
We, as pilots, can demonstrate our concern for environmental improvement, by
application of the following suggested procedures, and thereby tend to build public
support for aviation:
1. Pilots operating aircraft under VFR over outdoor assemblies of persons,
recreational and park areas, and other noise-sensitive areas should make every
effort to fly not less than 2000 feet above the surface, weather permitting, even
though flight at a lower level may be consistent with the provisions of government
regulations.
2. During departure from or approach to an airport, climb after takeoff and
descent for landing should be made so as to avoid prolonged flight at low altitude
near noise-sensitive areas.

NOTE
The above recommended procedures do not apply where they would conflict with Air
Traffic Control clearances or instructions, or where, in the pilot's judgment, an
altitude of less than 2000 feet is necessary for him to adequately exercise his duty to
see and avoid other aircraft.

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