dreamfleet 2000 cessna model 172 p poh - cap/7 … poh.pdfcessna model 172 p dreamfleet 2000 poh...

CESSNA MODEL 172 PD r e a m f l e e t 2 0 0 0

P O H

THIS MANUAL IS INTENDED FORFLIGHT SIMULATION USE ONLY. NORESPONSIBILITY FOR TYPOGRAPHICOR OTHER ERRORS IS TAKEN.

FOREWORD

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FOREWORD

I would like to extend my compliments and thanks to Alex

Franzen, who expended a great deal of time and talent to

produce this manual, based on the actual C-172P POH, for

the DF2000 / FSD Cessna 172P.

It is an outstanding effort! This manual is intended for use

along with the detailed documentation originally provided

with our C-172P panel, and also makes reference to certain

features of our panel.

It is people such as Alex who make this hobby the great one

that it is, and we all hope you enjoy many happy hours

flying the 172, with this manual as your guide.

Happy Flying!

Louis J BettiExecutive Director - DreamFleet 2000

SECTION 1TABLE OF CONTENTS

•Introduction•Performance-Specifications•Dimensions•Descriptive Data

-Engine-Propeller-Fuel-Oil-Maximum Certificated Weight-Standard Airplane Weight

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GENERAL INFORMATIONTOC

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INTRODUCTIONThis handbook includes thematerial required to be furnished

to the pilot by CAR Part 3.Section 1 provides basic data and

information of general interest.

PERFORMANCE-SPECIFICATIONS

SPEED:Maximum at sea levelCruise, 75% power at 8000 ft

CRUISE: Recommended lean mixture with fuel allowancefor engine start, takeoff, climb and 45 minutes reserve

75% power at 8000 ft 40 gallons usable fuel75% power at 8000 ft 50 gallons usable fuel75% power at 8000 ft 62 gallons usable fuelMaximum Range at 10000 ft 40 gallons usable fuelMaximum Range at 10000 ft 50 gallons usable fuelMaximum Range at 10000 ft 62 gallons usable fuel

RATE OF CLIMB AT SEA LEVELSERVICE CEILINGTAKEOFF PERFORMANCE

Ground RollTotal Distance Over 50-ft Obstacle

LANDING PERFORMANCE (KCAS)Ground RollTotal Distance Over 50-ft Obstacle

STALL SPEESDS (KCAS)Flaps Up, Power OffFlaps Down, Power Off

MAXIMUM WEIGHTRampTakeoff or Landing

STANDARD EMPTY WEIGHTSkyhawkSkyhawk II

MAXIMUM USEFUL LOADSkyhawkSkyhawk II

BAGGAGE ALLOWANCEWING LOADING: Pounds/Sq FtPOWER LOADING: Pounds/HPFUEL CAPACITY

Standard TanksLong Range TanksIntegral Tanks

PROPELLER: Fixed Pitch, Diameter

123 Knots120 Knots

440 NM3.8 HRS585 NM5.0 HRS755 NM6.4 HRS520 NM5.6 HRS680 NM7.4 HRS875 NM9.4 HRS700 FPM13000 FT

890 FT1625 FT

540 FT1280 FT

51 Knots46 Knots

2407 LBS2400 LBS

1414 LBS1440 LBS

993 LBS967 LBS120 LBS13.815.0

43 GAL54 GAL68 GAL75 IN

NOTE:The performance figures arebased on the indicated weights,standard atmospheric conditions,level, hard-surface, dry runwaysand no wind. They are calculatedvalues derived from flight testsconducted by the Cessna AircraftCompany under carefullydocumented conditions and willvary with individual airplanesand numerous factors affectingflight performance.

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GENERAL INFORMATIONPAGE 1

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DIMENSIONS

8‘-9

1/2

‘‘

5‘-4.15‘‘

26‘-11‘‘

11‘-4‘‘

75‘‘ max

36‘-0‘‘

8‘-4 1/2‘‘

NOTES:1. Wing span shown with strobe lights installed.2. Maximum height shown with nose gear depressed, all tires and nose strut properly inflated and flashing beacon installed3. Proper ground clearance is 11 3/4‘‘4. Wing area is 174 square feet5. Minimum turning radius is 25‘-5 1/2‘‘

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DESCRIPTIVE DATAENGINE

- Number of engines: 1- Engine Manufacturer: AvcoLycoming- Engine Model Number: O-320-D2J- Engine Type: Normally

aspirated, direct-drive, air-cooled,horizontally opposed, carburetorequipped, four-cylinder enginewith 319.8 cu.in. displacement- Horsepower Rating and EngineSpeed: 160 rated HP at 2700 RPM

PROPELLER

- Propeller Manufacturer:McCauley Accessory Division.- Propeller Model Number:1C160/DTM7557

- Number of Blades: 2- Propeller Diameter, Maximum:75 inches, Minimum: 74 inches.- Propeller Type: Fixed Pitch

FUEL

Approved Fuel Grades:100LL Grade Aviation Fuel (Blue)100 (Formerly 100/130) Grade Aviation Fuel (Green)

Fuel Capacity:Standard Tanks: Total Capacity: 43 gallons Total Capacity Each Tank: 21.5 gallons Tatoal Usable: 40 gallons.Long Range Tanks: Total Capacity: 54 gallons Total Capacity Each Tank: 27 gallons Tatoal Usable: 50 gallons.Integral Tanks: Total Capacity: 68 gallons Total Capacity Each Tank: 34 gallons Tatoal Usable: 62 gallons.

NOTE:Isopropyl alcohol or ethyleneglycol monomethyl ether may beadded to the fuel supply.

NOTE:To ensure maximum fuel capacitywhen refueling and minimizecross-feeding when parked on asloping durface, place the fuelselector valve in either LEFT orRIGHT position.

OIL

Oil Grade (Specififications):MIL-L-6082 Aviation GradeStraight Mineral Oil: Use toreplenish supply during first 25hours and at the forst 25-houroil change. Continue to use until

a total of 50 hours hasaccumulated or oil consumptionhas stabilized. MIL-L-22851Ashless Dispersant Oil: This oilmust be used after first 50 hoursor oil consumption has stabilized.

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MAXIMUM CERTIFICATED WEIGHT

-Ramp Normal Category: 2407 lbs Utility Category: 2107 lbs-Takeoff Normal Category: 2400 lbs Utility Category: 2100 lbs

-Landing Normal Category: 2400 lbs Utility Category: 2100 lbs

NOTE:The maximum combined weightcapacity for baggage areas 1 and2 is 120 lbs

STANDARD AIRPLANE WEIGHT

-Standard empty weight: Skyhawk: 1414 lbs Skyhawk II: 1440 lbs-Maximum useful load: Skyhawk Normal Category: 993 lbs Utility Category: 693 lbs

Skyhawk II Normal Category: 967 lbs Utility Category: 667 lbs

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LIMITATIONSTOC

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•Airspeed Limitations•Airspeed Indicator Markings•Power Plant Limitations•Power Plant Instrument Markings•Weight Limits

-Normal Category-Utility Category

•Center Of Gravity Limits-Normal Category-Utility category

•Maneuver Limits-Normal Category-Utility Category

•Flight Load Factor Limits-Normal Category-Utility Category

•Kinds of Operational Limits•Fuel Limitations

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33

33

34

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AIRSPEED LIMITATIONSAirspeed Limitations and theiroperational significance areshown in figure 2-1. Maneuvering

speed shown apply to normalcategory operations. The utilitycategory maneuvering speed is

102 KIAS at 2100 pounds.

Figure 2-1. Airspeed Limitations

AIRSPEED INDICATOR MARKINGSAirspeed Indicator markings andtheir color code significance

areshown in figure 2-2.

33 - 85

44 - 127

127 - 158

158

White Arc

Green Arc

Yellow Arc

Red Line

MARKING KIAS VALUE SIGNIFICANCE OR RANGE

Full Flap Operating Range. Lowerlimit is maximum weight V inlanding configuration. Upper limitis maximum speed permissible withflaps extended.Normal Operating Range. Lower limitis maximum weight V at most forwardC.G. with flaps retracted. Upper limitis maximum structural cruising speed.Operating must be conducted withaution and only in smooth air.Maximum speed for all operations.

S0

S

Figure 2-2. Airspeed Indicator Makings

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LIMITATIONSPAGE 1

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Do not exceed this speedin any operation

Do not exceed this speedexcept in smooth air, andthen only with caution

Do not make full or abruptcontrol movements abovethis speed

Do not exceed this speedwith flaps down

Do not exceed this speedwith windows open

158

127

999282

11085

158

152

123

979181

10884

152

Never Exceed Speed

Maximum StructuralCruising Speed

Maneuvering Speed:2400 Pounds2000 Pounds1600 Pounds

Maximum Flaps ExtendedSpeed:

10° Flaps10° - 30° Flaps

Maximum Window OpenSpeed

V

V

V

V

SPEED KCAS KIAS REMARKS

NE

NO

A

FE

POWER PLANT LIMITATIONS

-Engine Manufacturer: Avco Lycoming.-Engine Model Number: O-320-D2J.-Maximum Power: 160 BHP rating.-Engine Operating Limits orTakeoff and continousOperations: Maximum Engine Speed: 2700 RPM. Maximum Oil Temperature: 245°F (118°C).-Oil Pressure Minimum: 25 psi. Maximum: 115 psi.

-Fuel Grade: See Fuel Limitations.-Oil Grade (Specification): MIL-L-6082 Aviation Grade Streight Mineral Oil or MIL- L-22851 Ashless Dispersant Oil.-Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: 1C160/DTM7557.-Propeller Diameter, Maximum: 75 inches. Minimum: 74 inches.

NOTE:The static RPM range at fullthrottle (carburetor heat offand mixrure leaned to maximizeRPM) is 2300 tp 2420 RPM.

POWER PLANT INSTRUMENT MARKINGS

Power plant instrument markingsand their color code significanceare shown in figure 2-3

Figure 2-3 Power Plant Instrument Markings

Tachometer:Sea Level5000 Feet10000 Feet

Oil Temperature

Oil Pressure

Fuel Quantity(StandardTanks)

Fuel Quantity(Long RangeTanks)

Fuel Quantity(IntegralTanks)

Suction

- - -

- - -

25 psi

E(1.5 gal. Unusable

Each Tank)

E(2.0 gal. Unusable

Each Tank

R(3.0 gal. Unusable

Each Tank)

- - -

2100-2450 RPM2100-2575 RPM2100-2700 RPM

100°-245°F

60-90 psi

- - -

- - -

- - -

4.5 - 5.5 in. Hg

2700 RPM

245°F

115 psi

- - -

- - -

- - -

- - -

INSTRUMENT

RED LINE GREEN ARC RED LINE

MINIMUM NORMAL MAXIMUM LIMIT OPERATING LIMIT

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LIMITATIONSPAGE 2

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WEIGHT LIMITS

NORMAL CATEGORY

-Maximum Ramp Weight: 2407 lbs.-Maximum Takeoff Weight: 2400 lbs.-Maximum Landing Weight: 2400 lbs.-Maximum Weight in BaggageCompartment: Baggage Area 1 (or passenger on child‘s seat) - Station 82 tp 108: 120lbs. See following note. Baggage Area 2 - Station 108 to 142: 50 lbs. See following note.

UTILITY CATEGORY

-Maximum Ramp Weight: 2107 lbs.-Maximum Takeoff Weight: 2100 lbs.-Maximum Landing Weight: 2100 lbs.-Maximum Weight in BaggageCompartment: In the utility category, the baggage compartement and rear seat must not be occupied.

NOTE:The maximum combined weightcapacity for baggageareas 1 and 2 is 120 lbs.

CENTER OF GRAVITY LIMITS

NORMAL CATEGORY

-Center of Gravity Range: Forward: 35.0 inches aft of datum at 1950 lbs or less, with straight line variation to 39.5 inches aft of datum at 2400 lbs. Aft: 47.3 inches aft of datum at all weights. Reference datum: Lower portion of front face of firewall.

UTILITY CATEGORY

-Center of Gravity Range: Forward: 35.0 inches aft of datum at 1950 lbs or less, with straight line variation to 36.5 inches aft of datum at 2100 lbs. Aft: 40.5 inches aft of datum at all weights. Reference datum: Lower portion of front face of firewall.

MANEUVER LIMITSNORMAL CATEGORY

This airplane is certificated inboth the normal and utilitycategory. The normal category is

applicable to aircraft intendedfor non-aerobatic operations.These include any maneuversincidental to normal flying,stalls (except whip stalls), lazy

eights, chandelles, and turns inwhich the angle of bank is notmore than 60°. Aerobaticmaneuvers, including spins,are not approved.

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LIMITATIONSPAGE 3

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UTILITY CATEGORY

This airplane is not designed forpurely aerobatic flight. However,in the aquisition of variouscertificates such a commercialpilot and flight instructor, certainmaneuvers are required by theFAA. All of these maneuvers are

permitted in this airplane whenoperated in the utility category.In the utility category, thebaggage compartment and rearseat must not be occupied. Noaerobat ic maneuvers areapproved except those listedbelow:

MANEUVER

ChandellesLazy EightsSteep TurnsSpinsStalls (except Whip Stalls)

RECOMMENDED ENTRY SPEED*

105 knots105 knots

95 knotsSlow DecelerationSlow Deceleration

*Abrupt use of the controls is prohibited above 99 knots

Aerobatics that may impose highloads should not be attempted.The important thing to bear inmind in flight maneuveres is thatthe airplane is c lean inaerodynamic design and will builsup speed quickly with the nosedown. Proper speed control is anessential requirement forexecution of any maneuver, andcare should always be exercised

to avoid excessive speed whichin turn can impose excessiveloads. In the execution of allmaneuvers, avoid abrupt use ofthe controls. Intentional spinswith f laps extended areprohibited.

NORMAL CATEGORY

Flight Load Factors (maximum Takeoff Weight - 2400 lbs):*Flaps Up +3.8g, -1.52g*Flaps Down +3.0g

*The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads.

UTILITY CATEGORYFlight Load Factors (maximum Takeoff Weight - 2100 lbs):

*Flaps Up +4.4g, -1.76g*Flaps Down +3.0g

*The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads.

FLIGHT LOAD FACTOR LIMITS

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LIMITATIONSPAGE 4

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KINDS OF OPERATIONAL LIMITSThe airplane is equipped for dayVFR and may be equipped fornight VFR and/or IFR operations.FAR Part 91 establishes them i n i m u m r e q u i r e d

instrumentation and equipmentfor these operations. The refer-ence to types of flight operationson the operating limitationsplacard reflects equipment

instal led at the t ime ofAirworthiness Certificate issuance.Fl ights into known icingcondit ions is prohibited.

FUEL LIMITATIONS

NOTE:To ensure maximum fuel capacitywhen refueling and minimizecross-feeding when parked on asloping surface, place the fuelselector valve either LEFT orRIGHT position.

Takeoff and land with the fuelselector valve handle in the BOTHposition

Maximum slip or skid durationwith one tank dry: 30 seconds.

With 1/4 tank or less, prolonged

imcoordinated flight is prohibitedwhen operating on either left orright tank in level flight.

Fuel remaining in the tank afterthe fuel quantity indicator readsempty (red line) cannot be safelyused in flight.

Fuel Capacity:Standard Tanks: Total Capacity: 43 gallons Total Capacity Each Tank: 21.5 gallons Tatal Usable: 40 gallonsLong Range Tanks: Total Capacity: 54 gallons Total Capacity Each Tank: 27 gallons Tatal Usable: 50 gallonsIntegral Tanks: Total Capacity: 68 gallons Total Capacity Each Tank: 34 gallons Tatal Usable: 62 gallons

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LIMITATIONSPAGE 5

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EMERGENCY PROCEDURESTOC

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•Introduction•Airspeeds for Emergency Procedures•Engine Failures

-Engine Failure during Takeoff Run-Engine Failure immediately after T/O-Engine Failure during Flight

•Forced Landings-Emergency Landing without Engine Power-Precautionary Landing with Engine Power-Ditching

•Fires-During Start on Ground-Engine Fire in Flight-Electrical Fire in Flight-Cabin Fire-Wing Fire

•Landing with a Flat Main Tire•Electrical Power Supply System Malfunctions

-Ecxessive rate of Discharge-Low-Voltage Light illuminates

•Icing-Inadverted Icing Encounter-Static Source Blockage

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INTRODUCTION

AIRSPEEDS FOR EMERGENCY OPERATION

ENGINE FAILURES

ENGINE FAILURE DURING TAKEOFF RUN

[1] Throttle --- IDLE[2] Brakes --- APPLY[3] Wing Flaps --- RETRACT[4] Mixture --- IDLE CUT-OFF[5] Ignition Switch --- OFF[6] Master Switch --- OFF

ENGINE FAILURE IMMEDIATELY AFTERTAKEOFF

[1] Airspeed --- 65 KIAS (flaps up) 60 KIAS (flaps down)[2] Mixture --- IDLE CUT-OFF[3] Fuel Selector Valve --- OFF[4] Ignition Switch --- OF[5] Wing Flaps --- AS REQUIRED[6] Master Switch --- OFF

This Section provides checklistsand amplified procedures forcoping with emergencies thatmight occur. Emergencies causedb y a i r p l a n e o r e n g i n emalfunctions are extremely rareif proper preflight inspections

and maintainance are practiced.Enroute weather emergencies canbe minimized or eliminated bycareful flight planning and goodjudgement when unexpectedweather is encountered. However,should an emergency arise, the

basic guidelines described in thissection should be considered andapplied as necessary to correctthe problem. •

Engine Failure After Takeoff:Wing Flaps UpWing Flaps Down

Maneuvering Speed:2400 Lbs2000 Lbs1600 Lbs

Maximum GlidePrecautionary Landing With Engine PowerLanding Without Engine Power:

Wing Flaps UpWing Flaps Down

65 KIAS60 KIAS

99 KIAS92 KIAS82 KIAS65 KIAS60 KIAS

65 KIAS60 KIAS

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EMERGENCY PROCEDURESPAGE 1

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ENGINE FAILURE DURING FLIGHT

[1] Airspeed --- 65 KIAS[2] Carburetor Heat --- ON[3] Fuel Selevtor Valve --- BOTH[4] Mixture --- RICH[5] Ignition Switch --- BOTH[6] Primer --- IN and LOCKED

FORCED LANDINGS

EMERGENCY LANDING WITHOUTENGINE POWER

[1] Airspeed --- 65 KIAS (flaps up) 60 KIAS (flaps down)[2] Mixture --- IDLE CUT-OFF[3] Fuel Selector Valve --- OFF[4] Igition Switch --- OFF[5] Wing Flaps --- AS REQUIRED

(30° recommended)[6] Master Switch --- OFF[7] Doors --- UNLATCH PRIOR

TO TOUCHDOWN[8] Touchdown --- SLIGHTLY TAIL LOW[9] Brakes --- APPLY HEAVILY

PRECAUTIONARY LANDING WITHENGINE POWER

[1] Wing Flaps --- 20°[2] Airspeed --- 60 KIAS[3] Selected Field --- FLY OVER, noting terrain

and obstruction then retract flaps upon reaching a safe altitude and airspeed

[4] Avionics Power Switchand Electrical Switches --- OFF

[5] Wing Flaps --- 30° (on final approach)[6] Airspeed --- 60 KIAS[7] Master Switch --- OFF[8] Doors --- UNLATCH PRIOR

TO TOUCHDOWN[9] Touchdown --- SLIGHTLY TAIL LOW[10] Ignition Switch --- OFF[11] Brakes --- APPLY HEAVILY

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DITCHING

[1] Radio --- TRANSMIT MAYDAY on 121.5 MHz, giving location and intentions and SQUAWK 7700

[2] Heavy Objects) --- SECURE OR JETTISON[3] Approach

High Winds, Heavy Seas --- INTO THE WINDLgt. Winds, Heavy Swells --- PARALLEL TO SWELLS

[4] Wing Flaps --- 20° - 30°[5] Power --- ESTABLISH 300 FT/MIN

DESCENT AT 55 KIAS[6] Cabin Doors --- UNLATCH[7] Touchdown --- LEVEL ATTITUDE AT EST.

RATE OF DESCENT[8] Face --- CUSHION at touchdown

with folded coat[9] Airplane --- EVACUATE through cabin

doors.[10] Life Vests and Raft --- INFLATE

FIRES

DURING START ON GROUND

[1] Cranking --- CONTINUE to get a start...

A. If engine starts[2] Power --- 1700 RPM for a few minutes[3] Engine --- SHUTDOWN and inspect

for damage

B. If engine fails to start[4] Throttle --- FULL OPEN[5] Mixture --- IDLE CUT-OFF[6] Cranking --- CONTINUE[7] Fire Extinguisher --- OBTAIN (have ground

attendants obtain if not installed)

[8] Engine --- SECUREa. Master Switch --- OFFb. Ignition Switch --- OFFc. Fuel Selector Valve --- OFF

[9] Fire --- EXTINGUISH using fire extinguisher, wool blanket or dirt

[10] Fire Damage --- INSPECT

REMEMBER:Mayday 121.5 MHzSquawk 7700

If necessary, open window andflood the cabin to equalizepressure so doors can beopened.

...which would suck the flamesand accumulated fuel throughthe carburetor and into theengine

repair damage or replacedamaged components or wiringbefore conducting another flight

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ENGINE FIRE IN FLIGHT

ELECTRICAL FIRE IN FLIGHT

[1] Master Switch --- OFF[2] Avionics Power Switch --- OFF[3] All other switches

(except ignition switch) --- OFF[4] Vents/Cabin Air/Heat --- CLOSED[5] Fire Extinguisher --- ACTIVATE (if available)

If fire appears out and electrical power is necessary forcontinuance of flight:

[6] Master Switch --- ON[7] Circuit Breakers --- CHECK for faulty circuit

Do not reset[8] Radio Switches --- OFF[9] Avionics Power Switch --- ON[10] Radio/Electrical Switches --- ON one at a time, with delay

after each until short circuit is localized

[11] Vents/Cabin Air/Heat --- OPEN when it is ascertained that fire completely extinguished

WARNING:After discharging anextinguisher within closed cabin,ventilate the cabin!

CABIN FIRE

[1] Master Switch --- OFF[2] Vents/Cabin Air/Heat --- CLOSED (to avoid drafts)[3] Fire Extinguisher --- ACTIVATE (if available)[4] Land the airplane as soon as possible to

inspect for damage

WING FIRE

[1] Navigation Light Switch --- OFF[2] Pitot Heat Switch (if installed) --- OFF[3] Strobe Light Switch (if installed) --- OFF

If fire is not extinguished, in-crease glide speed to find anairspeed which will provide anincombustible mixture

[1] Mixture --- IDLE CUT-OFF[2] Fuel Selector Valve --- OFF[3] Master Switch --- OFF[4] Cabin Heat and Air --- OFF (except overhead vents)[5] Airspeed --- 100 KIAS[6] Forced Landing --- EXECUTE

WARNING:After discharging anextinguisher within closed cabin,ventilate the cabin!

NOTE:Perform a sideslip to keep theflames away from the fuel tankand cabin, and land as soon aspossible using wing flaps onlyas required for final approach.

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LANDING WITH A FLAT MAIN TIRE

[1] Approach --- NORMAL[2] Touchdown --- GOOD TIRE FIRST

LANDING WITH A FLAT MAIN TIRENOTE:Try to hold airplane off flattire as long as possible.

ELECTRICAL POWER SUPPLY SYSTEMMALFUNCTIONS

AMMETER SHOWS EXCESSIVE RATEOF DISCHARGE

[1] Alternator --- OFF[2] Alternator Circuit

Breaker --- PULL[3] Nonessential Electrical

Equipment --- OFF[4] Flight --- TERMINATE as soon

as practical

LOW-VOLTAGE LIGHT ILLUMINATESDURING FLIGHT(Ammeter Indicates Discharge)

[1] Avionics Power Switch --- OFF[2] Alternator Circuit

Breaker --- CHECK IN[3] Master Switch --- OFF[4] Master Switch --- ON[5] Low-Voltage Light --- CHECK OFF[6] Avionics Power Switch --- ON

If low-voltage Light illuminates again:[7] Alternator --- OFF[8] Nonessential Radio and

Electrical Equipment --- OFF[9] Flight --- TERMINATE as soon

as practical

NOTE:Illumination of the low-voltage light may occur duringlow RPM conditions with anelectrical load on the systemsuch as during low RPM taxi.Under these conditions, thelight will go out at higher RPM.The master switch need notbe recycled since an over-voltage condition has notoccured to de-activate thealternator system.

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ICING

INADVERTED ICING ENCOUNTER

[1] Turn pitot heat switch ON (if installed)[2] Turn back or change altitude to obtain an outside air tempera-

ture that is less conductive to icing.[3] Pull cabin heat control full out and open defroster outlets to

obtain maximum windshield defroster airflow. Adjust cabin aircontrol to get maximum defroster heat and airflow.

[4] Open the throttle to increase engine speed and minimize icebuild up on propeller blades.

[5] Watch for signs of carburetor air filter ice and apply carburetorheat as required. An unexplained loss in engine speed could becaused by carburetor ice or air intake filter ice. Lean the mix-ture for maximum RPM, if carburetor heat is used continously.

[6] Plan a landing at the nearest airport. With an extremely rapidice build-up, select a suitable „off airport“ landing site.

[7] With an ice accumulation of 1/4 inch or more on the wingleading edges, be prepared for significantly higher stall speed.

[8] Leave wing flaps retracted. With a severe ice build-up on thehorizontal tail, the change in wing wake airflow directioncaused by wing flap extension could result in a loss of elevatoreffectiveness.

[9] Open left window and, if practical, scrape ice from a portion ofthe windshield for visibility in the landing approach.

[10] Perform a landing approach using a forward slip, if necessary,for improved visibility.

[11] Approach at 65 to 75 KIAS depending upon the amount of theaccumulation.

[12] Perform a landing in level attitude.

STATIC SOURCE BLOCKAGE(Erroneous Instrument Reading Suspected)

[1] Alternate Static SourceValve --- PULL ON

[2] Airspeed --- Consult appropriate calibration tables in Section 5

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NORMAL PROCEDURESTOC

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•Introduction•Speeds for Normal Operation•Before Starting Engine•Starting Engine•Before Takeoff•Takeoff

-Normal Takeoff-Short Field Takeoff

•Enroute Climb•Cruise•Descents•Before Landing•Landing

-Normal Landing-Short Field Landing-Balked Landing

•After Landing•Securing Airplane

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INTRODUCTIONSection 4 provides checklistsand amplified procedures for

t h e c o n d u c t o f n o r m a loperation.

SPEEDS FOR NORMAL OPERATIONUnless otherwise noted, thefollowing speeds are based ona maximum weight of 2400pounds and may be used for

lesser weight. However, toachieve the performancespecified in Section 5 fortakeoff distance, the speed

appropriate to the particularweight must be used.

Takeoff, Flaps Up:Normal Climb OutShort Field Takeoff, Flaps 10°,

Speed at 50 FeetEnroute Climb, Flaps Up:

Normal, Sea LevelNormal, 10000 FeetBest Rate of Climb, Sea LevelBest Rate of Climb, 10000 FeetBest Angle Of Climb, Sea LevelBest Angle Of Climb, 10000 Feet

Landing Approach:Normal Approach, Flaps UpNormal Approach, Flaps 30°Short Fiel Approach, Flaps 30°

Balked Landing:Maximum Power, Flaps 20°

Maximum Recommended TurbulentAir Penetration Speed:

2400 lbs2000 lbs1600 lbs

Maximum Demonstrated Crosswind Velocity:Takeoff or Landing

70 - 80 KIAS

56 KIAS

75 - 85 KIAS70 - 80 KIAS

76 KIAS71 KIAS60 KIAS65 KIAS

65 - 75 KIAS60 - 70 KIAS

61 KIAS

55 KIAS

99 KIAS92 KIAS82 KIAS

15 KNOTS

BEFORE STARTING ENGINE

[1] Preflight Inspection --- COMPLETE[2] Seats, Seat Belts,

Shoulder Harnesses --- ADJUST and LOCK.[3] Fuel Selector Valve --- BOTH[4] Avionics Power Switch,

Autopilot,Electrical Equipment --- OFF

[5] Brake --- TEST and SET[6] Circuit Breakers --- CHECK IN

CAUTION:The Avionics Power Switchmust be OFF during engines tar t to prevent poss ib ledamage to avionics.

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NORMAL PROCEDURESPAGE 1

SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |

BEFORE STARTING ENGINE

STARTING ENGINE

[1] Mixture --- RICH[2] Carburetor Heat --- COLD[3] Master Switch --- ON[4] Prime --- AS REQUIRED[5] Throttle --- OPEN 1/8 INCH[6] Propeller Area --- CLEAR[7] Ignition Switch --- START[8] Oil Pressure --- CHECK[9] Flashing Beacon and

Navigation Lights --- ON as required[10] Avionics Power Switch --- ON[11] Radios --- ON

Prime 2 to 6 strokes; none ifengine is warm

BEFORE TAKEOFF

[1] Parking Brake --- SET[2] Cabin Doors and

Windows --- CLOSED and LOCKED[3] Flight Controls --- FREE and CORRECT[4] Flight Instruments --- SET[5] Fuel Selector Valve --- BOTH[6] Mixture --- RICH (below 3000 feet)[7] Elevator Trim and

Rudder Trim --- TAKEOFF[8] Throttle --- 1700 RPM

a. Magnetos --- CHECKb. Carburetor Heat --- CHECK (for RPM drop)c. Engine Instru-

ments andAmmeter --- CHECK

d. Suction Gauge --- CHECK[9] Throttle --- 1000 RPM or LESS[10] Radios --- SET[11] Autopilot (if installed) --- OFF[12] Air Conditioner (if

installed) --- OFF[13] Strobe Lights --- AS DESIRED[14] Brakes --- RELEASE

RPM drop should not exceed125 RPM on either magneto or50 RPM difference betweenmagnetos

BEFORE TAKEOFF

STARTING ENGINE

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SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |

TAKEOFF

NORMAL TAKEOFF

[1] Wing Flaps --- 0° - 10°[2] Carburetor Heat --- COLD[3] Throttle --- FULL OPEN[4] Elevator Control --- LIFT NOSE WHEEL

(at 55 KIAS)[5] Climb Speed --- 70 - 80 KIAS

SHORT FIELD TAKEOFF

[1] Wing Flaps --- 10°[2] Carburetor Heat --- COLD[3] Brakes --- APPLY[4] Throttle --- FULL OPEN[5] Mixture --- RICH (above 3000 feet

LEAN for max RPM)[6] Brakes --- RELEASE[7] Elevator Control --- SLIGHTLY TAIL DOWN[8] Climb Speed --- 56 KIAS (until obstacles

are cleared)

If a maximum performanceclimb is necessary, use speedsshown in the Rate of Climbchart in Section 5.

ENROUTE CLIMB

CRUISE

(no more than 75%recommended)

CRUISE

[1] Power --- 2100 - 2700 RPM[2] Elevator and Rudder

Trim (if installed) --- ADJUST[3] Mixture --- LEAN

ENROUTE CLIMB

[1] Airspeed --- 70 - 80 KIAS[2] Throttle --- FULL OPEN[3] Mixture --- RICH (above 3000 feet

LEAN to obtain max RPM)

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SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |

[1] Airspeed --- 65 - 75 KIAS (flaps up)[2] Wing Flaps --- AS DESIRED (0° - 10° below

110 KIAS, 10° - 30° below 85 KIAS)

[3] Airspeed --- 60 - 70 KIAS (flaps DOWN)[4] Touchdown --- MAIN WHEELS FIRST[5] Landing Roll --- LOWER NOSE WHEEL

GENTLY[6] Braking --- MINIMUM REQUIRED

DESCENT

BEFORE LANDING

LANDING

[1] Fuel Selector Valve --- BOTH[2] Mixture --- ADJUST for smooth

operation[3] Power --- AS DESIRED[4] Carburetor Heat --- FULL HEAT AS REQUIRED

DESCENT

[1] Seats, Seat Belts,Shoulder Harnesses --- SECURE

[2] Fuel Selector Valve --- BOTH[3] Mixture --- RICH[4] Carburetor Heat --- ON[5] Autopilot --- OF[6] Air Conditioner

(if installed) --- OFF

BEFORE LANDING

NORMAL LANDING

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SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |

AFTER LANDING

SECURING AIRPLANE

SHORT FIELD LANDING

[1] Airspeed --- 65 - 75 KIAS (flaps UP)[2] Wing Flaps --- FULL DOWN[3] Airspeed --- 61 KIAS (until flare)[4] Power --- REDUCE to idle after

clearing obstacles[5] Touchdown --- MAIN WHEELS FIRST[6] Brakes --- APPLY HEAVILY[7] Wing Flaps --- RETRACT

BALKED LANDING

[1] Throttle --- FULL OPEN[2] Carburetor Heat --- COLD[3] Wing Flaps --- 20° (immediately)[4] Climb Speed --- 55 KIAS[5] Wing Flaps --- 10° (until obstacles are

cleared) RETRACT (after reaching a safe altitude and 60 KIAS)

[1] Parking Brake --- SET[2] Avionics Power Switch,

Electrical Equipment,Autopilot --- OFF

[3] Mixture --- IDLE CUT-OFF[4] Ignition Switch --- OFF[5] Master Switch --- OFF[6] Control Locks --- INSTALL

SECURING AIRPLANE

[1] Wing Flaps --- UP[2] Carburetor Heat --- COLD

AFTER LANDING

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SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |

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PERFORMANCETOC

SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |


•Example•Takeoff•Cruise•Fuel Required•Landing•Airspeed Calibration•Stall Speeds•Takeoff Distance•Maximum Rate of Climb•Time, Fuel & Distance to Climb•Cruise Performance•Range Profiles•Endurance Profiles•Landing Distance

11223456778

9, 1010, 11

12

EXAMPLEThroughout this Section we willc o n s i d e r t h e f o l l o w i n gspecifications an example todemonstrate usage of theperformance charts.

TAKEOFF CONDITIONSField lengthField pressure altitudeTemperature

CRUISE CONDITIONSTotal distancePressure AltitudeTemperatureExpected wind enroute

LANDING CONDITIONSField lengthField pressure altitudeTemperature

3200 feet2000 feet

30°C

320 nm5500 feet

20°C10 knot headwind

3000 feet2000 feet

25°C

TAKEOFFThe takeoff distance chart, figure5-4 should be consultet, keepingin mind that that the distancesshown are based on the shortfield technique. Conservative

distances can be established byreading the chart at the nexthigher value of weight, altitudeand temperature. For example, aweight of 2400 pounds, pressure

altitude of 2000 feet and atemperature of 30°C should resultin the following: •

A correction for the effect of windmay be based on Note 3 of the

takeoff chart. The correction fora 12 knot headwind is:

This results in the following distances, corrected for wind:

1200

1561044

2220

289

1931

12 Knots9 Knots 10% = 13% Decrease

Ground roll, zero windDecrease in ground roll (1200 Feet 13%)Corrected Ground Roll

Total distance to clear a 50-foot obstacle, zero windDecrease in total distance (2220 Feet 13%)Corrected total distance to clear 50-foot obstacle

Ground rollTotal distance to clear a 50-foot obstacle

1200 Feet2220 Feet

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PERFORMANCEPAGE 1

SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |

CRUISEThe cruising altitude should beselected based on a considerationof trip length, winds aloft, andthe airplane‘s performance. Atypical cruising altitude and theexpected wind enroute have beengiven for the sample problem.However, the power settingselection for cruise must be deter-mined based on severa lconsiderations. These include thec r u i s e p e r f o r m a n c e

characteristics presented in figure5-7, the range profile chartpresented in figure 5-8, and theendurance profile chart presentedin figure 5-9.The relationship between powerand range is illustrated by therange profile chart. Considerablefuel savings and longer rangeresult when lower power settingsare used. For thze sampleproblem, a cruise power of

approximately 65% will be used.The cruise performance chart,figure 5-7, is centered at 6000feet altitude and 20°C abovestandard temperature. Thesevalues most nearly correspondto the planned altitude andexpected temperature conditions.The engine speed chosen is 2500RPM, which results in thefollowing: •

PowerTrue airspeedCruise fuel flow

66%112 knots

7.4 GPH

FUEL REQUIRED

The total fuel requirement forthe flight may be estimated usingthe performance information infigzres 5-6 and 5-7. For thesample problem, figure 5-6 showsthat a climb from 2000 feet to6000 feet requires 1.6 gallons offuel. The corresponding distanceduring the climb is 10 nautical

miles. These values are for astandard temperature and aresufficiently accurate for mostfl ight planning purposes.However, a further correction forthe effect of temperature may bemade as noted on the climb chart.The approximate effect of a non-standard temperature is to

increase the time, fuel, anddistance by 10% for each 10°Cabove standard temperature, dueto the lower rate of climb. In thiscase, assuming a temperature16°C above standard, thecorrection would be:

With this factor included, the fuel estimate would be calculated as follows:

16°C10°C

10% = 16% Increase

Fuel to climb, standard temperatureIncrease due to non-standard temperature (1.6 16%)Corrected fuel to climb

1.6

0.31.9 gal.

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PERFORMANCEPAGE 2

SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |

Using a similar procedure forthe distance to climb results in12 nautical miles. The resultantcruise distance is:

With an expected 10 knotheadwind, the ground speed forcruise is predicted to be:

Therefor, the time required forthe cruise portion of the trip is:

The fuel required for cruise is:

A 45-minute reserve requires:

The total estimated fuel required is as follows:

3.0 hours 7.4 gallons/hour = 22.2 gallons

Total distanceClimb distanceCruise distance

320-12308 nm

112-10102 knots

308 nm102 knots

= 3.0 hours

4560

7.4 gallons/hour = 5.6 gallons

Engine start, taxi, takeoffClimbCruiseReserveTotal fuel required

1.11.9

22.25.6

30.8 gallons

Once the flight is underway,ground speed checks wil lprovide a more accurate basis

for estimating the time enrouteand the corresponding fuelrequired to complete the trip

with ample reserve.

LANDINGA procedure similar to takeoffshould be used for estimating thelanding d i s tance a t the

destination airport. Figure 5-10presents landing distanceinformation for the short field

technique . The d i s tancecorresponding to 2000 feet and30°C are as follows:

A correction for the effect ofwind may be made based on

Note 2 of the landing chartusing the same procedure as

outlined for takeoff. •

Ground rollTotal distance to clear a 50-foot obstacle

6101390

feetfeet

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PERFORMANCEPAGE 3

SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |

AIRSPEED CALIBRATION

FLAPS UP

KIASKCAS

FLAPS 10°

KIASKCAS

FLAPS 30°

KIASKCAS

5056

4049

4047

6062

5055

5053

7070

6062

6061

8079

7070

7070

9089

8079

8080

10098

9089

8584

110107

10098

------

120117

110108

------

130126

------

------

140135

------

------

150145

------

------

160154

------

------

CONDITION:Power required for level flight or maximum rated RPM dive.

Figure 5-1 Airspeed Calibration (Sheet 2 of 2)

FLAPS UP

NORMAL KIASALTERNATE KIAS

FLAPS 10°


FLAPS 30°


5051

4040

4048

6061

5051

5050

7071

6061

6060

8082

7071

7070

9091

8081

8079

100101

9090

8583

110111

10099

------

120121

110108

------

130131

------

------

140141

------

------

------

------

------

HEATER/VENTS AND WINDOWS CLOSED

FLAPS UP


FLAPS 10°


FLAPS 30°


4036

4038

4034

5048

5049

5047

6059

6059

6057

7070

7069

7067

8080

8079

8077

9089

9088

8581

10099

10097

------

110108

110106

------

120118

------

------

130128

------

------

140139

------

------

HEATER/VENTS OPEN AND WINDOWS CLOSED

FLAPS UP


FLAPS 10°


FLAPS 30°


4026

4025

4025

5043

5043

5041

6057

6057

6054

7070

7069

7067

8082

8080

8078

9093

9091

8584

100103

100101

------

110113

110111

------

120123

------

------

130133

------

------

140143

------

------

WINDOWS OPEN

ALT

ERN

AT

E ST

AT

IC S

OU

RC

EN

OR

MA

L ST

AT

IC S

OU

RC

E

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PERFORMANCEPAGE 4

SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |

STALL SPEEDS

CONDITIONS:Power Off

NOTES:1. Altitude loss during a stallrecovery may be as much as 230feet.2. KIAS values are appoximate.

MOST REARWARD CENTER OF GRAVITY

MOST FORWARD CENTER OF GRAVITY

Figure 5-3 Stall Speeds

KIAS

44

35

33

KCAS

51

48

46

KIAS

47

38

35

KCAS

55

52

49

KIAS

52

42

39

KCAS

61

57

55

KIAS

62

49

47

KCAS

72

68

65

UP

10°

30°

2400

0° 30° 45° 60°

ANGLE OF BANKWEIGHT

LBSFLAP

DEFLECTION

KIAS

44

37

33

KCAS

52

49

46

KIAS

47

40

35

KCAS

56

53

49

KIAS

52

44

39

KCAS

62

58

55

KIAS

62

52

47

KCAS

74

69

65

UP

10°

30°

2400

0° 30° 45° 60°

ANGLE OF BANKWEIGHT

LBSFLAP

DEFLECTION

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PERFORMANCEPAGE 5

SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |

TAKEOFF DISTANCE

CONDITIONS:FLAPS 10°Full Throttle Prior to BrakeReleasePavel, Level, Dry RunwayZero WindMaximum Weight 2400 lbs

NOTES:1. Short field technique asspecified in Section 4.2. Prior to takeoff from fieldsabove 3000 feet elevation, the

mixture should be leaned to givemaximum RPM in a full throttle,static runup.3. Decrease distances 10% foreach 9 knots headwind. Foroperation with tailwinds up to 10knots, increase distances by 10%for each 2 knots.4. For operation on a dry, grassrunway, increase distances by15% of the „ground roll“ figure.

Figure 5-4. Takeoff Distance

WEIGHTLBS

TAKEOFFSPEEDKIAS

795875960

105511651285142515801755

146016051770196021852445175531403615

860940

1035114012601390154017101905

157017251910212023652660301534504015

92510151115123013551500166518502060

168518602030229525702895330038054480

9951090120013251465162018002000- - - -

18102000222024802790316036204220- - - -

1065117012901425157517451940- - - -- - - -

1945215523952685303034553990- - - -- - - -

S.L10002000300040005000600070008000

56512400

PRESSALTFT GRND

ROLL

TOTALTO CLR

50 FT OBSGRNDROLL

TOTALTO CLR

50 FT OBSGRNDROLL

TOTALTO CLR

50 FT OBSGRNDROLL

TOTALTO CLR

50 FT OBSGRNDROLL

TOTALTO CLR

50 FT OBSLIFTOFF

AT50 FT

0°C 10°C 20°C 30°C 40°C

650710780855945

1040115012701410

119513101440158517501945217024402760

700765840925

10201125124013751525

128014051545170518902105235516553016

750825905995

11001210134014851650

137515101660183520402275255528903305

805885975

107011801305144516051785

147016151785197522002465277531553630

865950

1045115012701405155517301925

157517351915213023752665302034504005

S.L10002000300040005000600070008000

54492200

525570625690755830920

10151125

97010801160127014001545171019002125

565615675740815900990

10951215

103511351240136515001660184520552305

605665725800880970

107011801310

111012151330146516151790199022252500

650710780860945

1040115012751410

118512951425157017351925214524052715

695765840920

10151120123513701520

126513851525168518652070231526052950

S.L10002000300040005000600070008000

51462000

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PERFORMANCEPAGE 6

SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |

WEIGHTLBS

2400

PRESSALTFT

S.L.2000400060008000

1000012000

CLIMBSPEEDKIAS

76757473727170

-20°

805695590485380275175

0°

745640535430330225125

20°

685580480375275175- - -

40°

625525420320220- - -- - -

RATE OF CLIMB - FPM

MAXIMUM RATE OF CLIMBCONDITIONS:Flaps UpFull Throttle

NOTE:Mixture leaned above 3000feet for maximum RPM:

Figure 5-5. Maximum Rate of Climb

2400 S.L.100020003000400050006000700080009000

100001100012000

15131197531-1-3-5-7-9

76767575747473727271717070

700655610560515470425375330285240190145

013579

11141720242935

0.00.30.61.01.41.72.22.63.13.64.24.95.8

02469

1114182226323847

WEIGHTLBS

PRESSUREALTITUDE

FT

TEMP°C

CLIMBSPEEDKIAS

RATE OFCLIMBFPM

FROM SEA LEVEL

TIMEMIN

FUEL USEDGALLONS

DISTANCENM

Figure 5-6. Time, Fuel, and Distance to Climb

CONDITIONS:Flaps UpFull ThrottleS tandard Tempera ture

NOTES:1. Add 1.1 gallons of fuelfor engine start, taxi andtakeoff allowance.2. Mixture leaned above3000 feet for maximum RPM.3. Increase time, fuel anddistance by 10% for each 10°Cabove standard temp.4. Distances shown are basedon zero wind.

TIME, FUEL AND DIATNCE TO CLIMBMAXIMUM RATE OF CLIMB

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PERFORMANCEPAGE 7

SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |

CONDITIONS:Flaps UpFull Throttle

NOTE:Mixture leaned above 3000feet for maximum RPM:

CONDITIONS:Flaps UpFull ThrottleS tandard Tempera ture

NOTES:1. Add 1.1 gallons of fuelfor engine start, taxi andtakeoff allowance.2. Mixture leaned above3000 feet for maximum RPM.3. Increase time, fuel anddistance by 10% for each 10°Cabove standard temp.4. Distances shown are basedon zero wind.

- - -72655852

- - -7269625651

- - -7366605449

- - -7770635752

7467615550

67645953

- - -1101049992

- - -1151091049891

- - -1141081039690

- - -11911310610195

11811210610093

11411110598

- - -8.17.36.66.0

- - -8.67.87.06.35.8

- - -8.27.46.76.15.7

- - -8.77.87.16.46.0

8.37.56.86.35.8

7.57.26.66.1

25002400230022002100

255025002400230022002100

260025002400230022002100

265026002500240023002200

26002500240023002200

255025024002300

2000

4000

6000

8000

10000

12000

%BHP KTAS GPH

7669625550

767365595448

776963575247

777366605550

7064585349

64615651

1141091039791

1171141081029689

1191131071019588

12111811210610093

1171111059891

11210910396

8.57.76.96.35.8

8.58.17.36.66.15.7

8.67.87.06.45.95.5

8.68.27.46.76.25.8

7.87.16.56.05.7

7.16.86.35.9

%BHP KTAS GPH

7265595348

726962575147

726660555046

736963585349

6661565147

61595450

1141081029689

1161131071019488

118112106999286

1201171111049791

1151091029689

11110710094

8.17.36.66.15.7

8.17.77.06.45.95.5

8.17.46.76.25.85.5

8.17.87.16.56.05.7

7.46.86.35.95.6

6.96.66.15.8

%BHP KTAS GPH

20°C BELOWSTANDARD TEMP

STANDARDTEMPERATURE

20°C ABOVESTANDARD TEMPPRESS

ALTFT

RPM

Figure 5-7. Cruise Performance

CRUISE PERFORMANCE

CONDITIONS:2400 Pounds

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PERFORMANCEPAGE 8

SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |

RANGE PROFILE

45 MINUTE RESERVE40 GALLONS USABLE FUEL

CONDITIONS:2400 PoundsRecommended Lean Mixture forCruiseStandard TemperatureZero Wind

Note:This chart allows for the fuel usedfor engine start, taxi, takeoff andclimb, and thedistance during climb

12000

10000

8000

6000

4000

2000

S.L.600550500450400

101KIAS

RANGE - NAUTICAL MILES

ALT

ITU

DE

- FE

ET

12000

10000

8000

6000

4000

2000

S.L.750700650600550


ALT

ITU

DE

- FE

ET

55

% P

OW

ER

RANGE PROFILE




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PERFORMANCEPAGE 9

SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |

101KIAS

120KIAS

118KIAS

109KIAS

99KIAS

112KIAS

105KIAS

96KIAS

114KIAS

118KIAS

120KIAS

109KIAS

99KIAS

96KIAS

105KIAS

112KIAS

75

% P

OW

ER

65

% P

OW

ER

55

% P

OW

ER

FULL

TH

ROTT

LE

FULL

THRO

TTLE

75%

PO

WER

65%

PO

WER

114KIAS





RANGE PROFILE




12000

10000

8000

6000

4000

2000

S.L.900850800750700


ALT

ITU

DE

- FE

ET

950

ENDURANCE PROFILE


CONDITIONS:2400 PoundsRecommended Lean Mixture forCruiseStandard Temperature


12000

10000

8000

6000

4000

2000

S.L.76543

ENDURANCE - HOURS

ALT

ITU

DE

- FE

ET

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PERFORMANCEPAGE 10

SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |

75%

PO

WER

65%

PO

WER

55%

PO

WER

FULL

THRO

TTLE

101KIAS114

KIAS

120KIAS

118KIAS

109KIAS

99KIAS

112KIAS

105KIAS

96KIAS

FULL

TH

RO

TTLE

75

% P

OW

ER

65

% P

OW

ER

55%

PO

WER





ENDURANCE PROFILE




12000

10000

8000

6000

4000

2000

S.L.87654

ENDURANCE - HOURS

ALT

ITU

DE

- FE

ET

ENDURANCE PROFILE




12000

10000

8000

6000

4000

2000

S.L.109876

ENDURANCE - HOURS

ALT

ITU

DE

- FE

ET

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PERFORMANCEPAGE 11

SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |

FULL

TH

ROTT

LE

75

% P

OW

ER

65%

PO

WER

55%

PO

WER

FULL

THRO

TTLE

75

% P

OW

ER

65

% P

OW

ER

55%

PO

WER





LANDING DISTANCE

CONDITIONS:Flaps 30°Power OffMaximum BrakingPaved, Level, Dry RunwayZero Wind

NOTES:1. Short field technique asspecified in Section 4.2. Decrease distances 10% foreach 9 knots headwind. Foroperation with tailwinds up to 10knots, increase distances by 10%for each 2 knots.4. For operation on a dry, grassrunway, increase distances by15% of the „ground roll“ figure.

Figure 5-10. Landing Distance

WEIGHTLBS

510530550570595615640665690

123512651295133013651400143514751515

530550570590615640660690715

126512951330136014001435147015151555

550570590615635660685710740

129513251360139514301470151015501595

570590610635660685710735765

132513601390143014701510155015901635

585610630655680705730760790

135013901425146015001540158016301675

S.L10002000300040005000600070008000

2400

PRESSALTFT GRND

ROLL

TOTALTO CLR

50 FT OBSGRNDROLL

TOTALTO CLR

50 FT OBSGRNDROLL

TOTALTO CLR

50 FT OBSGRNDROLL

TOTALTO CLR

50 FT OBSGRNDROLL

TOTALTO CLR

50 FT OBS

0°C 10°C 20°C 30°C 40°CSPEED

AT50 FTKIAS

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PERFORMANCEPAGE 12

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AIRPLANE & SYSTEMS DESCRIPTIONTOC

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•Instrument Panel•Engine Oil System•Inition-Starter System•Air Induction System•Carburetor and Priming System•Cooling System•Propeller•Fuel System•Brake System•Electrical System•Lighting•Stall Warning System•Avionivs Support Equipment•Static Dischargers•Pitot Static System and Instruments•Vacuum System and Instruments

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INSTRUMENT PANEL

1 2 4 5 6 7 8 10

3 9 11

12 13 14 15 17 19 21 23 25 27 28

16 18 20 22 24 26

1. Oil Temperature/Oil Pressure2. Fuel Quantity Indicators3. Suction gage4. Clock/Timer5. Air Spee Indicator6. Attitude Indicator7. Altimeter8. Course Deviation Indicator9. Magnetic Compass10. COM/NAV Radios

11. Autopilot12. Ammeter13. Master Switch14. Primer15. Ignition Switch16. Thermometer17. Tachometer18. Turn Coordinator19. RGT / CHT20. Heading Indicator

21. Circuit Breakers/Light Switches22. Vertical Speed Indicator23. Instrument Lighting Dimmer24. Carburetor Heat25. Throttle Control26. Course Deviation Indicator27. Mixture Control28. Wing Flap Switch

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AIRPLANE & SYSTEMS DESCRIPTIONPAGE 1

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Oil for the engine lubrication issupplied from a sump at thebottom of the engine. Thecapacity of the enfine sump isseven quarts (one additionalquart is contained in the full flowoil filter. Oil is drawn from thesump through an oil suctionstrainer screen into the engine-driven oil pump. From the pumpoil is routed to a bypass valve. Ifthe oil is cold, the bypass valveallows the oil to bypass the oilcooler and go directly from thepump to the full flow oil filter. If

the oil is hot, the bypass valveroutes the oil out of the accessoryhousing and into a flexible hoseleading to the oil cooler on theright rear engine baffle. Pressureoil from the cooler returns to theaccessory housing where it passesthrough the full flow oil filter.The filter oil then enters apressure relief valve whichregulates engine oil pressure byallowing excessive oil to returnto the sump while the balance ofthe oil is circulated to variousengine parts for lubrication.

Residual oil is returned to sumpby gravity flow.

An oil filter cap/oil dipstick islocated at the right rear of theengine. The filler cap/dipstick isaccesible through an access dooron the top right side of the enginecownling. The engine should notbe operated on less that fivequarts of oil. For extended flightfill to seven quarts (dipstickindication only). •

ENGINE OIL SYSTEM

IGNITION-STARTER SYSTEMEngine ignition is provided bytwo engine-driven magnetos, andtwo spark plugs in each cylinder.The right magneto fires the lowerright and upper right spark-plugs.Normal operation is conductedwith both magnetos due to themore complete burning of thefuel-air mixture with dualignition.

Ignition and starter operation iscontrolled by a rotary type switchlocated on the left switch andcontrol panel. The switch islabelled clockwise: OFF, R, L,BOTH and START. The engineshould be operated on BOTHm a g n e t o s e x c e p t f o rmagnetochecks. The R and Lposition are for checking

purposes and emergency useonly. When the switch is rotatedto the spring-loaded START-position, the starter contactor isenergized and the starter willcrank the engine. When theswitch is released, it willautomatically return to the BOTH-position. •

AIR INDUCTION SYSTEMThe engine air induction systemreceives ram air through anintake in the lower front portionof the engine cowling. The intakeis covered by an air-filter whichremoves dust and other foreignmatter from the induction air.Airflow passing through the filterenters an airbox. After passingthrough the airbox, induction air

enters the inlet in the carburetorwhich is under the engine, andis then ducted to the enginecylinders through intake manifoldtubes. In the event carburetor iceis encountered or the intake filterbecomes blocked, alternateheated air can beobtained froma shroud around an exhaust riserthrough a duct to a valve in the

airbox operated by the carburetorheat control on the instrumentpanel. Heated air from the shroudis obtained from an unfilteredoutside source. Use of fullcarburetor heat at full throttlewi l l resul t in a loss ofapproximately 75 to 150 RPM. •

CARBURETOR AND PRIMING SYSTEMThe engine is equipped with anup-draft, float-type, jetcarburetormounted on the bottom of theengine. The carburetor isequipped with an enclosedaccelerator pump, an idle cut-offmechanism and a manual mixturecontrol. Fuel is delivered to thecarburetor by gravity flow from

the fuel system. In the carburetor,fuel is atomized, properly mixedwith intake air and delivered tothe cylinders through intakemanifold tubes. The proportionof atomized fuel to air may becontrolled, within limits, by themixture control on the instrumentpanel.

For easy starting in cool weather,the engine is equipped with amanual primer. The primer isactually a small pump whichdraws fuel from the fuel strainerwhen the plunger is pulled out,and injects it into the cylinderintake ports when the plunger ispushed back in. •

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The airplane may be equippedwith a standard fuel system oreither of two long range systems.Each system consists of twovented fuel tanks (one tank eachwing), a four-position selectorvalve, fuel strainer, manualprimer, and carburetor. The 68-gallon long-range system utilizes

Ram air for engine cooling entersthrough two intake openings inthe front of the engine cowling.The cooling air is directed around

the cylinders and other areas ofthe engine by baffling, and is thenexhausted through an opening atthe bottom aft edge of the

cowling. No manual coolingsystem control is provided. •

COOLING SYSTEM

The airplane is equipped with atwo-bladed, fixed-pitch, one-piece

forged aluminium alloy propellerwich is anodized to retard

corrosion. The propeller is 75inches in diameter. •

PROPELLER

FUEL SYSTEM

FUEL TANKS

STANDARDLONG RANGELONG RANGE(INTEGRAL)

FUELLEVEL

FULLFULLFULL

TOTAL FUEL

435468

TOTALUNUSABLE

346

TOTALUSABLE

405062

integral tanks and the other twosystems employ removablealuminium tanks. Fuel flows bygravity from the two wing tanksto a four-position selector valvelabelled BOTH, LEFT, RIGHT and

OFF. With the selector valve ineither the BOTH, LEFT or RIGHTposition, fuel flows through astrainer to the carburetor. Fromthe carburetor, mixed fuel andair flows to the cylinders through

intake manifold tubes. Themanual primer draws its fue fromthe fuel strainer and injects itinto the cylinder intake ports.Fuel system venting is essentialto system operation. Blockage

drainvalve

carburetor

toengine

to engine

engineprimer

fuelstrainer fuel

strainercraincontrol

throttlecontrol

mixturecontrol

selector valvedrain plug

selectorvalve

drainvalve

right fuel tankleft fuel tank

vented filler capfiller cap

vent withcheck valve

fuel quantitytansmitter

fuel quantitytansmitter

of the system will result indecreasing fuel flow and eventualengine stoppage. Venting isa c c o m l i s h e d b y a ninterconnecting line from theright fuel tank to the left fueltank. The left fuel tank is ventedoverboard through a vent line,equipped with a check valve,which protrudes from the bottomsurface of the left wing near thewing strut. The right fuel tankfiller cap is also vented.When long range integral tanksare installed, the airplane may beserviced to a reduced capacity topermit heavier cabin loadings.This is accomplished by fillingeach tank to the bottom edge ofthe fuel filler collar, thus givinga reduced fuelload of 24 gallonsin each tank.Fuel Quantity is measured by twof loa t - type fue l quant i tytransmitters and indicated by twoelictrically-operated fuel quantity

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indicators on the left side of theinstrument panel. An empty tankis indicated by a red line and theletter E. When an indicator showsan empty tank, approximately1.5 gallons remain in a standardtank, and 2 gallons remain in along range tank (3 gallons whenlong range integral tanks areinstalles) as unusable fuel. Theindicators cannot be relied uponfor accurate readings duringskids, slips, or unusual attitudes.The fuel selector valve should bein BOTH position for takeoff,climb, landing and maneuversthat involve prolonged slips orskids. Operation from either LEFTor RIGHT tank is reserved forcruising flight.

NOTE1:When the fuel selector valvehandle is in the BOTH position incruising flight, unequal fuel flowfrom each tank may occur if the

wings are not maintained exactlylevel. Resulting wing heavinesscan be alleviated gradually byturning the selector valve handleto the tank in the heavy wing.

NOTE2:When the fuel tanks are 1/4 fullor less, prolonged uncoordinatedflight such as slips or skids cancover the fuel tank outlets.Therefor, if operating with onefuel tank dry or if operating onLEFT or RIGHT tank when 1/4 fullor less, do not allow the airplaneto remain in uncoordinated flightfor periods in excess of 30seconds.

NOTE3:It is not practical to measure thetime required to consume all ofthe fuel in one tank, and, afterswitching to the opposite tank,expect an equal duration fromthe remaining fuel. The airspace

i n b o t h f u e l t a n k s i sinterconnected by a vent line and,therefor, some sloshing of fuelbetween tanks can be expectedwhen the tanks are nearly fulland the wings are not level.

The fuel system is equipped withdrain valves to provide a meansfor the examination of fuel in thesystem foe contamination andgrade. The system should beexamined before the first flightof every day and after eachrefueling, by using the samplercup provided to drain fuel fromthe wing tank sumps, and byutilizing the fuel strainer drainunder an access door on the aftright side of the top enginecowling. If takeoff weightlimitations for the next flightpermit, the fuel tanks shoul befilled after each flight to preventcondensation. •

BRAKE SYSTEMThe airplane has a singe -disc,hydraulically-actuated brake onech main landing gear wheel.Each brake is connected, by ahydraulic line, to a mastercylinder attached to each of thepilot‘s rudder pedals. The brakesare operated by applyingpressure to the top of either theleft (pilot‘s) or right (copilot‘s)set of rudder pedals, which areinterconnected. When theairplane is parked, both mainwheel brakes may be set byutilizing the parking brake whichis operated by a handle under

the left side of the instrumentpanel. To apply the parkingbrake, set the brakes with therudder pedals, pull the handleaft, and rotate it 90° down.For maximum brake life, keep theb r a k e s y s t e m p r o p e r l ymaintained, and minimize brakeusage during taxi operations andlandings.Some of the symtoms ofimpending brake failure are:gradual decrease in brakingaction after brake application,noisy or dragging brakes, soft orspongy pedals, and excessive

travel and weak braking action.If any of these symptoms appear,the brake system is in need ofimmediate attention. If, duringtaxi or landing roll, braking actiondecreases, let up on the pedalsand then re-apply the brakes withheavy pressure. If the brakesbecome spongy or pedal travelincreases, pumping the pedalsshould build braking pressure. Ifone brake becomes weak or fails,use the other brake sparinglywhile using opposite rudder, asrequired, to offset the good brake. •

ELECTRICAL SYSTEMThe airplane is equipped with a28-volt, direct-current, electricalsystem. The system is poweredby a belt-driven, 60-ampalternator and a 24-volt battery,located on the left forward sideof the firewall. Power is suppliedto most general electrical and all

avionics circuits through theprimary bus bar and the avionicsbus bar, which is interconnectedby an avionics power switch. Theprimary bus is on anytime themaster switch is turned on, andis not affected by starter orexternal power usage. Both bus

bars are on anytime the masterand avionics power switches areturned on.

CAUTION:Prior to turning the master switchon or off, starting the engine orapplying an external power

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source, the avionics power switch,labeled AVIONICS POWER, shouldbe turned off to prevent anyharmful transient voltage fromd a m a g i n g t h e a v i o n i c sequipment.

MASTER SWITCHThe master switch is a splitrocker-type switch labeledMASTER, and is ON in the upposition. The right half of theswitch labeled BAT controls allthe electrical power to theairplane. The left half, labeledALT controls the alternator.Normally, both sides of the mastersw i t ch shou ld be u s edsimultaneously; however, the BATside of the switch could be turnedon seperately to check equipmentwhile on the ground. To check oruse avionics equipment or radioswhile on the ground, the avionicspower switch must also be turnedon. The ALT side of the switch,when placed in the OFF position,removes the alternator from theelectrical system. While thisswitch in the OFF position, theentire electrical load is placed onthe battery. Continued operationwith the alternator switch in theOFF position will reduce batterypower low enough to open thebattery contactor, remove powerfrom the alternator field, andprevent alternator restart.

AVIONICS POWER SWITCHElectrical power from the airplaneprimary bus to the avionics busis controlled by a toggleswitch/circuit braker labeledAVIONICS POWER. The switch islocated on the left side of theswitch and control panel and isON in the up position. With theswitch in the OFF position, noelectrical power will be appliedto the avionics equipment,regardless of the position of themaster switch or the individualequipment switches. The avionicspower switch also functions as acircuit breaker. If an electricalmalfunction should occur andcause the circuit braker to open,electrical power to the avionicsequipment will be interruptedand the switch will automatically

move to OFF position. If thisoccurs, allow the circuit breakerto cool for about two minutesbefore placing the switch in theON position again. If the circuitbreaker opens again, do not resetit. The avionics power switchshould be placed in the OFFposition prior to turning themaster switch ON or OFF, startingthe engine, or applying anexternal power sourve, and maybe utilized in place of theindividual avionics equipmentswitches.

AMMETERThe ammeter, located on thelower left side of the instrumentpanel, indicates the amount ofcurrent in amperes, from thealternator to the battery or fromthe battery to the airplaneelectrical system. When theengine is operating and themaster switch is turned on, theammeter indicates the chargingrate applied to the battery. In theevent the alternator is notfunctioning or the elctrical loadexceeds the output of thealternator, the ammeter indicatesthe battery discharge rate.

ALTERNATOR CONTROL UNITA N D L O W - V O L T A G EWARNING LIGHTThe airplane is equipped with acombination alternator regularhigh-low voltage control unitmounted on the engine side ofthe firewall and a red warninglight , labeled LOW VOLTAGE, onthe left side of the instrumentpanel below the ammeter.In the event an over-voltagecondition occurs, the alternatorcontrol unit automaticallyremoves alternator field currentwhich shuts down the alternator.The battery will then supplysystem current as shown by adischarge rate on the ammeter.Under these condi t ions ,depending on electrical systemload, the low-voltage warninglight will illuminate when systemvoltage drops below normal. Thealternator control unit may bereset by turning the master switch

off and back on again. If thewarning light does not illuminateagain, a malfunction has occured,and the fl ight should beterminated as soon as practical.

CIRCUIT BREAKERS ANDFUSESMost of the elecrical circuits inthe airplane are protected by„push-to-reset“ type circuitbreakers mounted on the left sideof the switch and control panel.However, circuit breakersprotecting the alternator outputand the strobe light/avionicscooling fan circuits are the „pull-off“ type. In addition to theindividual circuit breakers, atoggle switch/circuit breaker,labeled AVIONICS POWER, on theleft side of the switch and controlpanel, also protects the avionicssystem. The control wheel maplight (if installed) is protected bythe NAV LT circuit breaker anda fuse behind the instrumentpanel. Electrical circuits whichare not protected by circuitbreakers are the battery contactorclosing (external power) circuit,clock circuit, and flight hourrecorder circuit. These circuitsare protected by fuses mountedadjacent to the battery. •

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Conventional navigation lightsare located on the wing tips andtop of the rudder. A singlelanding light is located in thecowl nose cap. Dual landing/taxilights are available and alsolocated in the cowl nose cap.Additional lighting is available

and includes a flashing beaconmounted on top of the verticalfin, a strobe light on each wingtip, and a courtesy light recessedinto the lower surface of eachwing slightly outboard of thecabin doors.The flashing beacon should not

be used when flying throughclouds or overcast; the flashinglight reflected from the waterdroplets or particles in theatmosphere, particularly at nightcan produce vertigo and loss oforientation. •

LIGHTING

STALL WARNING SYSTEMThe airplane is equipped with apneumatic-type stall warningsystem consisting of an inlet inthe leading edge of the left wingand an air-operated horn nearthe upper left corner of the

windshield. As the airplaneapproaches a stall, the lowpressure on the upper surface ofthe wings moves forward aroundthe leading edge of the wings.This low pressure creates a

differential pressure in the stallwarning system which draws airthrough the warning horn,resultig in an audible warning at5 to 10 knots above stall. •

AVIONICS SUPPORT EQUIPMENTIf the airplane is equipped withavionics, various avionics supportequipment may also be installed.

Equipment available includes anavionics cooling fan, microphone-headset installations and control

surface dischargers. •

STATIC DISCHARGERSIf frequent IFR flights are planned,installation of wick-type staticdischargers is recommended toimprove radio communicationsduring flight through dust orvarious forms of precepitation.Under these conditions, the build-

up and discharge of staticelectricity from the trailing edgesof the wings, rudder, elevator,propeller tips and radio antennascan result in loss of usable radiosignals on all communicationsand navigation equipment.

Usually the ADF is first to beaffected and VHF communicationequipment is the last to beaffected. •FL

IGHT

SIM

ULAT

ION

USE

ON

LYAIRPLANE & SYSTEMS DESCRIPTION

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vacuum systemair filter

vacuumpump overboard

vent line

attitudeindicator

directionalindicator

suctiongage

vacuum reliefvalve

inlet air

vacuum

discharge air

PITOT STATIC SYSTEM AND INSTRUMENTSThe pitot-static system suppliesram air pressure to the airspeedindicator and static pressure tothe air speed indicator, verticalspeed indicator and altimeter.The system is composed of eitheran unheated or heated pitot tubemounted on the lower surface ofthe left wing, an external staticport on the lower left side of theforward fuselage, and theassociated plumbing necessaryto connect the instruments to thesources. The heated pitot system(if installed) consists of a heatingelement in the pitot tube, a rockerswitch labeld PITOT HT, a 5-ampcircuit breaker, and associatedwiring.A static pressure alternate source

valve may be installed on theswitch and control panel belowthe throttle, and can be used ifthe external static pressure sourceis malfunctioning.

AIRSPEED INDICATORThe airspeed indicator iscalibrated in knots. Limitationand range markings include thewhite arc, green arc, yellow arcand a red line.

VERTICAL SPEED INDICATORThe vertical speed indicatordepicts airplane rate of climb anddescent in feet per minute. Thepo in t e r i s a c tua t ed byatmospheric pressure changesresulting from changes of altitude

as supplied by static source.

ALTIMETERAirplane altitude is depicted bya barometric type altimeter. Aknob near the lower left portionof the indicator providesadjustment of the instrument‘sbarometric scale to the currentaltimeter setting. •

VACUUM SYSTEM AND INSTRUMENTSAn engine-driven vacuum systemprovides the suction necessaryto operate the attitude indicatorand directional indicator. Thesystem consistes of a vacuumpump mounted on the engine, a

vacuum relief valve and vacuumsystem airfilter on the left sideof the firewall below thei n s t r u m e n t p a n e l , a n dinstruments on the left side ofthe instrument panel.

ATTITUDE INDICATORThe attitude indicator gives avisual indication of flight attitude.Bank attitude is presented by apointer at the top of the indicatorrelative to the bank scale whichhas index marks at 10°, 20°, 30°,60° and 90° either side of thecenter mark. Pitch and rollattitudes are presented by aminiature airplane superimposedover a symbolic horizon areadivided into two sections by awhite horizon bar.

DIRECTIONAL INDICATORA directional indicator displaysairplane heading on a compasscard in relation to a fixedsimulated airplane image andindex. The indicator will precessslightly over a period of time.Therefor the compass card shouldbe set in accordance with themagnetic compass just prior totakeoff, and occasionally re-adjusted on extended flights.

SUCTION GAGEThe suction gage is calibrated ininches mercury and indicatessuction available for operation ofthe attitude and directionalindicators. •

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SUPPLEMENTTABLE OF CONTENTS

•Digital Clock/Timer•Cessna 400 Glide Slope•Autopilot•Autopilot Procedures

-Before Takeoff and Landing-Inflight Wings Leveling-NAV Intercept (VOR/LOC)-NAV Tracking (VOR/LOC)-Heading Select

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SUPLEMENTSTOC

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DIGITAL CLOCK/TIMER

The Astro Tech LC-2 QuartzChronometer is a precision, solidstate time keeping device whichwill display to the pilot the time-of-day, the calendar date, andthe elapsed time interval betweena series of selected events, suchas in-flight check points or legsof a cross-country flight, etc.These three modes of operationfuction independently and canbe alternately selected for viewingin the liquid crystal display (LCD)on the front face of theinstrument. Four push buttontype switches directly below thedisplay control all time keepingfunctions.The digital display features an

internal light to ensure goodvisibility under low cabin lightingconditions or at night.

Buttons:ST/SPStarts and Stops the Stopwatch

RSTResets the Stopwatch

Lower MODEToggles between Stopwatch /Simulation Speed / Zoom Factor

Upper ModeSwitches between Local Time andZulu Time (indicated by a yellowspot)

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CESSNA 400 GLIDE SLOPEThe Cessna 400 Glide Slope is anairborne navigation receiverwhich receives and interpretsglide slope signals from a ground-based Instrument Landing System(ILS). It is used with the localizerfunction of a VHF navigationsystem when making instrumentapproaches to an airport. Theglide slope provides vertical pathguidance while the localizerprovides horizontal trackguidance.

The Cessna 400 Glide Slopesystem consists of a remote-mounted receiver coupled to anexisting navigation system, apanel-mounted indicator and anexternally mounted antenna.Operation of the Cessna 400 GlideSlope system is controlled by theassociated navigation system.

TO RECEIVE GLIDE SLOPE SIGNALS

[1] NAV FrequencySelect Knob --- Select desired localizer

AUTOPILOT

GENERAL INFORMATIONThe installed autopilot is a single-axis (aileron control) autopilotwith an additional altitude holdand glide slope hold function.Roll and yaw motions of theairplane are sensed by the turncoordinator gyro. Deviation fromthe selected heading are sensedby the directional gyro. Thecomputer-amplifier electronicallycomputes the necessarycorrection and signals theactuator to move the ailerons tomaintain the airplane in thecommanded lateral attitude orheading.

BUTTONSON/OFFThe autopilot can be activatedvia the on/off switch located tothe left of the large center knob.The switch will turn to the off-position when the battery isswitched off.

HDG SELBy engaging this button theairplane will turn to and maintain

t h e h e a d i n gselected via theb u g o n t h ed i r e c t i o n a lindicator.

NAV TRKBy engaging thisbutton the airplane will hold aradial selected on NAV1. It ispossible to engage both HDG SELand NAV TRK simultanously. HDGSEL is given priority until a VORradial is intercepted, at whichpoint the HDG SEL button willdisengage and the aircraft willturn to and track the radial. Thismode is generally unavailable ifan active frequency is notselected.

HI SENSBy depressing this button theaircraft will track a localizerfrontcourse and also the glideslope.

BCK CRSThis mode permits tracking ofthe back course localizer.generally unavailable if an active

frequency is not selected.

CENTER BANK KNOBThe center knob provides variableaileron control to execute astandard rate turn. In the defaultstate, the knob is off (pushed in).Clicking on the center of the knobwill pull it in the on position,engaging the wing leveler.With the knob pulled out movingit into the right position theaircraft will enter a standard rateturn to the right. Moving it intothe left position the aircraft willenter a standard rate turn to theleft. Re-centering the knob fromeither the left or right positionwill re-engage the wing leveler.

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BEFORE TAKE-OFF AND LANDING

[1] A/P on/off switch --- OFF

INFLIGHT WINGS LEVELING

[1] Rudder Trim --- ADJUST for zero slip[2] A/P turn knob --- CENTER and PULL out[3] A/P on/off switch --- ON

AUTOPILOT PROCEDURES

[1] NAV TRK button --- PUSH when CDI centers and airplane heading is within 10° of course heading

[2] HI SENS button --- Disengage for enroute omni tracking

[1] A/P turn knob --- CENTER and PULL[2] NAV Receiver OBS --- SET desired course[3] Heading Selector --- ROTATE bug to selected

course[4] Directional Gyro --- SET for magnetic

heading[5] HI SENS button --- PUSH for localizer

intercepts[6] BCK CRS button --- PUSH ONLY if inter-

cepting front course outbound or back course inbound

[7] A/P turn knob --- PUSH

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NAV INTERCEPT (VOR/LOC)

CAUTION:With BCK CRS button pushedin and localizer frequencyselected, the CDI on selectednav radio wil l be reversedeven when the au top i l o tswitch is OFF.

NOTE:Airplane will automaticallyt u r n t o a 4 5 ° i n t e r c e p tangle.

NAV TRACKING (VOR/LOC)

HEADING SELECT

[1] Directional Gyro --- SET to magnetic heading[2] Heading Selector --- ROTATE bug to desired

heading[3] HD SEL Button --- PUSH

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