4 cylinders

Horizontally opposed

Carbureter equipped

Air cooled (Engine oil and fuel helps cooling)

Direct drive(Propeller is attached to the crank shaft directly without any reduction gear or transmission)

Normally aspirated(No turbo charge)

The propeller which maintains the RPM selected by propeller control lever constant regardless of airplane’s pitch attitude or throttle position within some range.

The pilot can select the most efficient blade angle for each phases of operation. By selecting low pitch/high RPM, you can get maximum power for takeoff. By selecting high pitch/low RPM, you can fly faster at low RPM and you can save the fuel for cruise.

When the airplane rise it’s nose, it start climb. As it climb, airspeed goes down. The RPM is also going down due to increasing drag on the blade. However, blade angle is decreased automatically to reduce the drag to maintain the RPM constant.

When the airplane drops it’s nose, it start to descend. As it descend, airspeed will increse. The RPM is also increased due to decreasing drag on the blade. However, blade angle is increased automatically to increase the drag to maintain the RPM constant.

In front of the engine.

The fly weight inside the governor senses the change in RPM by sensing the change in centrifugal force. It opens the pilot valve. When the RPM increase, the valve opens the line without the pump. It drains the oil back from propeller hub to increase the blade angle. When the RPM decrease, the valve opens the line with the pump. The pump send the oil to propeller hub to decrease the blade angle.

Spring, nitrogen charged in the hub and counter weight at the root of the propeller blades.

High pressure of the oil and aerodynamic force on the prop.

It change the tension of the speeder spring. High tension requires more centrifugal force on the fly weight. It increase the RPM. Low tension requires less centrifugal force on the fly weight. It decrease the RPM.

Engine oil reservoir at the bottom of the engine.

It become high pitch. Moves toward feathering.

Move the propeller lever all the way down to the feather detent.

To reduce the drag caused by windmilling. To avoid further damage to the engine.

Spring, nitrogen charged in the hub and counter weight at the root of the propeller blades.

Use starter.

It has diaphragm inside. Nitrogen is charged in one side. Engine oil is pumped in on the other side from the governor during normal operation. When the propeller lever is moved down to feather position, the valve is closed to keep high oil pressure inside the accumulator(300PSI). When the prop lever is moved to high RPM position, the valve is opened and the nitrogen push the oil back. The oil is sent to the hub through the governor and crankshaft to decrease blade angle. Once the blade angle changes, the wind pick up the prop to start windmill. In this way, the engine can be restarted without stress on the cylinders(N2967D does not have unfeathering accumlator).

No. There is anti-feather lock pin which prevent the prop from feathering below 950 RPM(N2967D, 800RPM for N79JT). When the RPM is high, the pin hide inside sleeve due to centrifugal force. When the RPM is low, the spring push out the pin to stop the movement of the prop.

Fuel pump system.

4. Each engine has engine driven fuel pump and electrical fuel pump.

Also, heater has one electrical pump.

Engine driven and electrical motor.

To start the engine.

Takeoff, climb and landing.

When the engine driven pump is inoperative.

One tank in each engine nacel. Total two tanks.

55 gallons in each tanks. Total 110 gallons. 2gallons unusable each side makes usable fuel of 108 gallons.

Two. Fuel quantity gauges. Fuel pressure gauges.

Yes. Select cross feed on the left fuel selector valve. The P.O.H says fuel selector valve for the inoperative engine should be “off”.

Only in cruise.

P.O.H said "NO" though you can physically position it.

To balance the weight laterally when one engine is inoperative. For longer range/endurance.

Refer P.O.H.

Two. There are two quick drains on the right side of the fuselarge. Those are the drain from the fuel filters.

100.

Color. 100 is green. 100 LL is blue.

Tri-cycle, retractable.

It is electrical-hydraulic system. Pilot can select the position(up/down) by the gear handle. The electrical motor rotate the hydraulic pump which send the hydraulic fluid from reservoir to three actuators. The fluid move the piston in each actuators to move the push-pull rod which are connected to the landing gears. Electrical limit switch stop the motor when it reached full up or full down position. When the hydraulic pressure decrease, pressure switch activate the motor to pump the oil. When the hydrauric pressure reached to certain amount, it disconnect the cercuit to stop the pump.

Behind the baggage compertment.

Red.

The gear will drop by gravity and spring.

Three green lights and.

There is a mirror on the both cowling to check nose gear position

Up-No mechanical lock. Only supported by hydraulic pressure.

Down-Over center lock supported by spring and finger hook.

Vle is140KIAS. However, for retraction, it must be below 109KIAS.

There is warning horn. When the throttle is reduced(14”) with gear up, it beeps. When the flap is extended at 25 or 40 degree with gear up, it beeps. It beeps on the ground when the gear handle is up.

And gear unsafe light (red) illuminates if it not fully down or fully up.

The warning horn beeps. And gear unsafe light (red) illuminates The gear will not go up because of the squat switch located on the left main gear strut.

Check master switch on, circuit breaker in, push the light bulb for test, switch the light bulb, turn the navigation light off(navigation light dims green lights). Check if you hear warning horn or not. Check unsafe light.

Use check list.

It release the hydraulic pressure. The gravity and the spring pulls gear down.

Alternator

Two

Engine

14 volt, 60 Am

Voltage regulator maintain it at 14 volt regardless of RPM.

Two. Each alternator has its own voltage regulator.

Over voltage relay shut down the alternater field as a result of over voltage(more than 17 volt) caused by spike or voltage regulator failure. Recycle the master switch and/or alternator.

Turn off the alternator one at a time. If the other load increase, the alternator you turned off was working.

Bus bar is a piece of metal used for the distribution of the electricity. It simplify the wiring. It is located behind the circuit breakers.

One or both load meters indicate zero. If only one indicates zero, turn off the other one to make sure it is working. If both indicate zero, check master switch on, circuit braker, recycle alternator. If it still indicate zero, turn off the master switch to conserve the battery. Also alternator announciator light on.

One battery in the nose.

12 volt, 35 amh.

Depend on the load. If you use 35 am continuously, it last 1 hour. If you use 70 am continuously, it last 1/2 hour.

Conventional cable and pulley system.

Flap is actuated manually by human power.

To operate the gyro instruments. AI and HI.

Two engine driven vacuum pumps.

5 in-hg±0.2

There are red flags on the vacuum gauge.

Electrical warning horn activated with tabs. There are two tabs on the left wing. The out board is activated for flap zero and 10 degrees. Inboard one is for 25 and 40 degrees.

However, the system is off on tth ground due to the squat switch.