Cessna 172 P Pilot Operating Handbook

D r e a m f l e e t 2 0 0 0

CESSNA MODEL 172 P

P O H

THIS MANUAL IS INTENDED FOR

FLIGHT SIMULATION USE ONLY. NO

RESPONSIBILITY FOR TYPOGRAPHIC

OR OTHER ERRORS IS TAKEN.

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 Betti

Executive Director - DreamFleet 2000

FOREWORD

SECTION:

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2 | 3 | 4 | 5 | 6 | SUPP |

SECTION 1

TABLE OF CONTENTS

•Introduction

•Performance-Specifications

•Dimensions

•Descriptive Data

-Engine

-Propeller

-Fuel

-Oil

-Maximum Certificated Weight

-Standard Airplane Weight

3

3

3

3

4

4

2

3

1

1

GENERAL INFORMATION

TOC

SECTION:

| 1 |

2 | 3 | 4 | 5 | 6 | SUPP | GENERAL INFORMATION

PAGE 1

INTRODUCTION

This handbook includes the material 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 level

Cruise, 75% power at 8000 ft

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

75% power at 8000 ft

40 gallons usable fuel





Maximum Range at 10000 ft






RATE OF CLIMB AT SEA LEVEL

SERVICE CEILING

TAKEOFF PERFORMANCE

Ground Roll

Total Distance Over 50-ft Obstacle

LANDING PERFORMANCE (KCAS)

Ground Roll

Total Distance Over 50-ft Obstacle

STALL SPEESDS (KCAS)

Flaps Up, Power Off

Flaps Down, Power Off

MAXIMUM WEIGHT

Ramp

Takeoff or Landing

STANDARD EMPTY WEIGHT

Skyhawk

Skyhawk II

MAXIMUM USEFUL LOAD

Skyhawk

Skyhawk II

BAGGAGE ALLOWANCE

WING LOADING: Pounds/Sq Ft

POWER LOADING: Pounds/HP

FUEL CAPACITY

Standard Tanks

Long Range Tanks

Integral Tanks

PROPELLER: Fixed Pitch, Diameter

123 Knots

120 Knots

440 NM

3.8 HRS

585 NM

5.0 HRS

755 NM

6.4 HRS

520 NM

5.6 HRS

680 NM

7.4 HRS

875 NM

9.4 HRS

700 FPM

13000 FT

890 FT

1625 FT

540 FT

1280 FT

51 Knots

46 Knots

2407 LBS

2400 LBS

1414 LBS

1440 LBS

993 LBS

967 LBS

120 LBS

13.8

15.0

43 GAL

54 GAL

68 GAL

75 IN

NOTE:

The performance figures are based on the indicated weights, standard atmospheric conditions, level, hard-surface, dry runways and no wind. They are calculated values derived from flight tests conducted by the Cessna Aircraft

Company under carefully documented conditions and will vary with individual airplanes and numerous factors affecting flight performance.

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DIMENSIONS

GENERAL INFORMATION

PAGE 2

5‘-4.15‘‘

26‘-11‘‘

11‘-4‘‘

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

installed

3. Proper ground clearance is

11 3/4‘‘

4. Wing area is 174 square feet

5. Minimum turning radius is

25‘-5 1/2‘‘

36‘-0‘‘

75‘‘ max

8‘-4 1/2‘‘

SECTION:

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PAGE 3

DESCRIPTIVE DATA

ENGINE

- Number of engines: 1

- Engine Manufacturer: Avco

Lycoming

- Engine Model Number: O-320-

D2J

- Engine Type: Normally aspirated, direct-drive, air-cooled, horizontally opposed, carburetor equipped, four-cylinder engine with 319.8 cu.in. displacement

- Horsepower Rating and Engine

Speed: 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 Each Tank: 27 gallons


Integral Tanks:




OIL

Oil Grade (Specififications):

MIL-L-6082 Aviation Grade

Straight Mineral Oil: Use to replenish supply during first 25 hours and at the forst 25-hour oil change. Continue to use until a total of 50 hours has accumulated or oil consumption has stabilized. MIL-L-22851

Ashless Dispersant Oil: This oil must be used after first 50 hours or oil consumption has stabilized.

NOTE:

Isopropyl alcohol or ethylene glycol monomethyl ether may be added to the fuel supply.

NOTE:

To ensure maximum fuel capacity when refueling and minimize cross-feeding when parked on a sloping durface, place the fuel selector valve in either LEFT or

RIGHT position.

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PAGE 4

MAXIMUM CERTIFICATED WEIGHT

-Ramp

Normal Category: 2407 lbs

Utility Category: 2107 lbs

-Takeoff



-Landing



NOTE:

The maximum combined weight capacity for baggage areas 1 and

2 is 120 lbs

STANDARD AIRPLANE WEIGHT

-Standard empty weight:

Skyhawk: 1414 lbs

Skyhawk II: 1440 lbs

-Maximum useful load:

Skyhawk



Skyhawk II



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SECTION 2

TABLE OF CONTENTS

•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

2

2

1

1

3

3

3

4

3

3

5

5

4

4

LIMITATIONS

TOC

SECTION: | 1

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3 | 4 | 5 | 6 | SUPP | LIMITATIONS

PAGE 1

AIRSPEED LIMITATIONS

Airspeed Limitations and their operational significance are shown in figure 2-1. Maneuvering speed shown apply to normal category operations. The utility category maneuvering speed is

102 KIAS at 2100 pounds.

V

NE

SPEED KCAS KIAS REMARKS

Never Exceed Speed 152 158 Do not exceed this speed in any operation

V

NO

Maximum Structural

Cruising Speed

123 127 Do not exceed this speed except in smooth air, and then only with caution

V

A

Maneuvering Speed:

2400 Pounds

2000 Pounds

1600 Pounds

97

91

81

V

FE

Maximum Flaps Extended

Speed:

10° Flaps

10° - 30° Flaps

108

84

Maximum Window Open

Speed

152

99

92

82

110

85

158

Do not make full or abrupt control movements above this speed

Do not exceed this speed with flaps down

Do not exceed this speed with windows open

Figure 2-1. Airspeed Limitations

AIRSPEED INDICATOR MARKINGS

Airspeed Indicator markings and their color code significance areshown in figure 2-2.

MARKING KIAS VALUE SIGNIFICANCE

OR RANGE

White Arc 33 - 85

Green Arc

Yellow Arc

Red Line

44 - 127

127 - 158

158

Full Flap Operating Range. Lower landing configuration. Upper limit is maximum speed permissible with flaps extended.

Normal Operating Range. Lower limit

C.G. with flaps retracted. Upper limit is maximum structural cruising speed.

Operating must be conducted with aution and only in smooth air.

Maximum speed for all operations.

Figure 2-2. Airspeed Indicator Makings

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PAGE 2

POWER PLANT LIMITATIONS

-Engine Manufacturer:

Avco Lycoming.

-Engine Model Number:

O-320-D2J.

-Maximum Power:

160 BHP rating.

-Engine Operating Limits or

Takeoff and continous

Operations:

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 full throttle (carburetor heat off and mixrure leaned to maximize

RPM) is 2300 tp 2420 RPM.

POWER PLANT INSTRUMENT MARKINGS

Power plant instrument markings and their color code significance are shown in figure 2-3

INSTRUMENT

RED LINE GREEN ARC RED LINE

MINIMUM NORMAL MAXIMUM

LIMIT OPERATING LIMIT

Tachometer:

Sea Level

5000 Feet

10000 Feet

Oil Temperature

Oil Pressure

Fuel Quantity

(Standard

Tanks)

Fuel Quantity

(Long Range

Tanks)

Fuel Quantity

(Integral

Tanks)

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 RPM

2100-2575 RPM

2100-2700 RPM

100°-245°F

60-90 psi

- - -

- - -

- - -

2700 RPM

245°F

115 psi

- - -

- - -

- - -

- - 4.5 - 5.5 in. Hg - - -

Figure 2-3 Power Plant Instrument Markings

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PAGE 3

WEIGHT LIMITS

NORMAL CATEGORY

-Maximum Ramp Weight:

2407 lbs.

-Maximum Takeoff Weight:

2400 lbs.

-Maximum Landing Weight:

2400 lbs.

-Maximum Weight in Baggage

Compartment:

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 Baggage

Compartment:

In the utility category, the

baggage compartement and

rear seat must not be

occupied.

NOTE:

The maximum combined weight capacity for baggage areas 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 LIMITS

NORMAL CATEGORY

This airplane is certificated in both the normal and utility category. The normal category is applicable to aircraft intended for non-aerobatic operations.

These include any maneuvers incidental to normal flying, stalls (except whip stalls), lazy eights, chandelles, and turns in which the angle of bank is not more than 60°. Aerobatic maneuvers, including spins, are not approved.

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3 | 4 | 5 | 6 | SUPP |

UTILITY CATEGORY

This airplane is not designed for purely aerobatic flight. However, in the aquisition of various certificates such a commercial pilot and flight instructor, certain maneuvers are required by the

FAA. All of these maneuvers are permitted in this airplane when operated in the utility category.

In the utility category, the baggage compartment and rear seat must not be occupied. No a e r o b a t i c m a n e u v e r s a r e approved except those listed below:

MANEUVER RECOMMENDED ENTRY SPEED*

Chandelles

Lazy Eights

Steep Turns

Spins

Stalls (except Whip Stalls)

105 knots

105 knots

95 knots

Slow Deceleration

Slow Deceleration

*Abrupt use of the controls is prohibited above 99 knots

Aerobatics that may impose high loads should not be attempted.

The important thing to bear in mind in flight maneuveres is that t h e a i r p l a n e i s c l e a n i n aerodynamic design and will buils up speed quickly with the nose down. Proper speed control is an essential requirement for execution of any maneuver, and care should always be exercised to avoid excessive speed which in turn can impose excessive loads. In the execution of all maneuvers, avoid abrupt use of the controls. Intentional spins w i t h f l a p s e x t e n d e d a r e prohibited.

FLIGHT LOAD FACTOR LIMITS

NORMAL CATEGORY

Flight Load Factors (maximum Takeoff Weight - 2400 lbs):

*Flaps Up

*Flaps Down

+3.8g, -1.52g

+3.0g

*The design load factors are 150% of the

above, and in all cases, the structure meets

or exceeds design loads.

UTILITY CATEGORY

Flight Load Factors (maximum Takeoff Weight - 2100 lbs):

*Flaps Up

*Flaps Down

+4.4g, -1.76g

+3.0g

*The design load factors are 150% of the

above, and in all cases, the structure meets

or exceeds design loads.

LIMITATIONS

PAGE 4

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PAGE 5

KINDS OF OPERATIONAL LIMITS

The airplane is equipped for day

VFR and may be equipped for night VFR and/or IFR operations.

FAR Part 91 establishes the m i n i m u m r e q u i r e d instrumentation and equipment for these operations. The reference to types of flight operations on the operating limitations placard reflects equipment i n s t a l l e d a t t h e t i m e o f

Airworthiness Certificate issuance.

Flights into known icing conditions is prohibited.

FUEL LIMITATIONS

Fuel Capacity:

Standard Tanks:


Total Capacity Each Tank: 21.5 gallons

Tatal Usable: 40 gallons

Long Range Tanks:




Integral Tanks:




NOTE:

To ensure maximum fuel capacity when refueling and minimize cross-feeding when parked on a sloping surface, place the fuel selector valve either LEFT or

RIGHT position.

Takeoff and land with the fuel selector valve handle in the BOTH position

Maximum slip or skid duration with one tank dry: 30 seconds.

With 1/4 tank or less, prolonged imcoordinated flight is prohibited when operating on either left or right tank in level flight.

Fuel remaining in the tank after the fuel quantity indicator reads empty (red line) cannot be safely used in flight.

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SECTION 3

TABLE OF CONTENTS

EMERGENCY PROCEDURES

TOC

•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

•Landing with a Flat Main Tire

•Electrical Power Supply System Malfunctions

-Ecxessive rate of Discharge

-Low-Voltage Light illuminates

•Icing

-Engine Fire in Flight

-Electrical Fire in Flight

-Cabin Fire

-Wing Fire

-Inadverted Icing Encounter

-Static Source Blockage

3

4

4

4

4

5

5

5

2

2

3

1

1

2

1

1

6

6

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4 | 5 | 6 | SUPP | EMERGENCY PROCEDURES

PAGE 1

INTRODUCTION

This Section provides checklists and amplified procedures for coping with emergencies that might occur. Emergencies caused b y a i r p l a n e o r e n g i n e malfunctions are extremely rare if proper preflight inspections and maintainance are practiced.

Enroute weather emergencies can be minimized or eliminated by careful flight planning and good judgement when unexpected weather is encountered. However, should an emergency arise, the basic guidelines described in this section should be considered and applied as necessary to correct the problem. •

AIRSPEEDS FOR EMERGENCY OPERATION

Engine Failure After Takeoff:

Wing Flaps Up

Wing Flaps Down

Maneuvering Speed:

2400 Lbs

2000 Lbs

1600 Lbs

Maximum Glide

Precautionary Landing With Engine Power

Landing Without Engine Power:

Wing Flaps Up

Wing Flaps Down

65 KIAS

60 KIAS

99 KIAS

92 KIAS

82 KIAS

65 KIAS

60 KIAS

65 KIAS

60 KIAS

ENGINE FAILURES

ENGINE FAILURE DURING TAKEOFF RUN

[1]

[2]

[3]

[4]

[5]

[6]

Throttle

Brakes

Wing Flaps

Mixture

Ignition Switch

Master Switch

--- IDLE

--- APPLY

--- RETRACT

--- IDLE CUT-OFF

--- OFF

--- OFF

ENGINE FAILURE IMMEDIATELY AFTER

TAKEOFF

[1] Airspeed

[2]

[3]

Mixture

--- 65 KIAS (flaps up)

60 KIAS (flaps down)

--- IDLE CUT-OFF

Fuel Selector Valve --- OFF

[4]

[5]

[6]

Ignition Switch

Wing Flaps

Master Switch

--- OF

--- AS REQUIRED

--- OFF

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4 | 5 | 6 | SUPP |

ENGINE FAILURE DURING FLIGHT

[1]

[2]

[3]

[4]

[5]

[6]

Airspeed

Carburetor Heat

Fuel Selevtor Valve

Mixture

Ignition Switch

Primer

--- 65 KIAS

--- ON

--- BOTH

--- RICH

--- BOTH

--- IN and LOCKED

FORCED LANDINGS

EMERGENCY LANDING WITHOUT

ENGINE POWER

[1] Airspeed

[2]

[3]

Mixture

Fuel Selector Valve

[4]

[5]

Igition Switch

Wing Flaps

[6]

[7]

[8]

[9]

Master Switch

Doors

Touchdown

Brakes

--- 65 KIAS (flaps up)

60 KIAS (flaps down)

--- IDLE CUT-OFF

--- OFF

--- OFF

--- AS REQUIRED

(30° recommended)

--- OFF

--- UNLATCH PRIOR

TO TOUCHDOWN

--- SLIGHTLY TAIL LOW

--- APPLY HEAVILY

PRECAUTIONARY LANDING WITH

ENGINE POWER

[1]

[2]

[3]

[4]

[5]

[6]

[7]

[8]

[9]

[10]

[11]

Wing Flaps

Airspeed

Selected Field

--- 20°

--- 60 KIAS

--- FLY OVER, noting terrain

and obstruction then retract

flaps upon reaching a safe

altitude and airspeed

Avionics Power Switch and Electrical Switches --- OFF

Wing Flaps

Airspeed

Master Switch

Doors

Touchdown

Ignition Switch

Brakes

--- 30° (on final approach)

--- 60 KIAS

--- OFF

--- UNLATCH PRIOR

TO TOUCHDOWN

--- SLIGHTLY TAIL LOW

--- OFF

--- APPLY HEAVILY


PAGE 2

SECTION: | 1 | 2

| 3 |


PAGE 3

DITCHING

[1]

[2]

[3]

[4]

[5]

[6]

[7]

[8]

[9]

[10]

Radio --- TRANSMIT MAYDAY on

121.5 MHz, giving location

and intentions and

SQUAWK 7700

--- SECURE OR JETTISON Heavy Objects)

Approach

High Winds, Heavy Seas --- INTO THE WIND

Lgt. Winds, Heavy Swells --- PARALLEL TO SWELLS

Wing Flaps

Power

Cabin Doors

Touchdown

--- 20° - 30°

--- ESTABLISH 300 FT/MIN

DESCENT AT 55 KIAS

--- UNLATCH

Face

--- LEVEL ATTITUDE AT EST.

RATE OF DESCENT

--- CUSHION at touchdown

with folded coat

Airplane

Life Vests and Raft

--- EVACUATE through cabin

doors.

--- INFLATE

REMEMBER:

Mayday 121.5 MHz

Squawk 7700

If necessary, open window and flood the cabin to equalize pressure so doors can be opened.

FIRES

DURING START ON GROUND

[1] Cranking

A. If engine starts

[2]

[3]

Power

Engine

--- CONTINUE to get a start...

--- 1700 RPM for a few minutes

--- SHUTDOWN and inspect

for damage

B. If engine fails to start

[4] Throttle

[5]

[6]

[7]

Mixture

Cranking

Fire Extinguisher

[8] Engine

--- FULL OPEN

--- IDLE CUT-OFF

--- CONTINUE

--- OBTAIN (have ground

attendants obtain if not

installed)

--- SECURE a. Master Switch --- OFF

[9]

[10]

Fire

Fire Damage b. Ignition Switch --- OFF c. Fuel Selector Valve --- OFF

--- EXTINGUISH using fire

extinguisher, wool blanket

or dirt

--- INSPECT

...which would suck the flames and accumulated fuel through the carburetor and into the engine repair damage or replace damaged components or wiring before conducting another flight

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PAGE 4

ENGINE FIRE IN FLIGHT

[1]

[2]

[3]

[4]

[5]

[6]

Mixture

Fuel Selector Valve

Master Switch

Cabin Heat and Air

Airspeed

Forced Landing

--- IDLE CUT-OFF

--- OFF

--- OFF

--- OFF (except overhead vents)

--- 100 KIAS

--- EXECUTE

If fire is not extinguished, increase glide speed to find an airspeed which will provide an incombustible mixture

ELECTRICAL FIRE IN FLIGHT

[1]

[2]

[3]

[4]

[5]

Master Switch --- OFF

Avionics Power Switch --- OFF

All other switches

(except ignition switch) --- OFF

Vents/Cabin Air/Heat --- CLOSED

Fire Extinguisher --- ACTIVATE (if available)

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

[6]

[7]

[8]

[9]

[10]

[11]

Master Switch

Circuit Breakers

--- ON

--- CHECK for faulty circuit

Radio Switches

Do not reset

--- OFF

Avionics Power Switch --- ON

Radio/Electrical Switches --- ON one at a time, with delay

after each until short circuit

is localized

Vents/Cabin Air/Heat --- OPEN when it is ascertained

that fire completely

extinguished

WARNING:

After discharging an extinguisher within closed cabin, ventilate the cabin!

CABIN FIRE

[1]

[2]

[3]

[4]

Master Switch --- OFF

Vents/Cabin Air/Heat --- CLOSED (to avoid drafts)

Fire Extinguisher --- ACTIVATE (if available)

Land the airplane as soon as possible to inspect for damage

WARNING:

After discharging an extinguisher within closed cabin, ventilate the cabin!

WING FIRE

[1]

[2]

[3]

Navigation Light Switch --- OFF

Pitot Heat Switch (if installed) --- OFF

Strobe Light Switch (if installed) --- OFF

NOTE:

Perform a sideslip to keep the flames away from the fuel tank and cabin, and land as soon as possible using wing flaps only as required for final approach.

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LANDING WITH A FLAT MAIN TIRE

LANDING WITH A FLAT MAIN TIRE

[1]

[2]

Approach

Touchdown

--- NORMAL

--- GOOD TIRE FIRST


PAGE 5

NOTE:

Try to hold airplane off flat tire as long as possible.

ELECTRICAL POWER SUPPLY SYSTEM

MALFUNCTIONS

[1]

[2]

[3]

[4]

AMMETER SHOWS EXCESSIVE RATE

OF DISCHARGE

Alternator

Alternator Circuit

Breaker

Nonessential Electrical

Equipment

Flight

--- OFF

--- PULL

--- OFF

--- TERMINATE as soon

as practical

LOW-VOLTAGE LIGHT ILLUMINATES

DURING FLIGHT

(Ammeter Indicates Discharge)

[1]

[2]

[3]

[4]

[5]

[6]

Avionics Power Switch --- OFF

Alternator Circuit

Breaker

Master Switch

--- CHECK IN

--- OFF

Master Switch

Low-Voltage Light

--- ON

--- CHECK OFF


If low-voltage Light illuminates again:

[7] Alternator --- OFF

[8]

[9]

Nonessential Radio and

Electrical Equipment

Flight

--- OFF

--- TERMINATE as soon

as practical

NOTE:

Illumination of the lowvoltage light may occur during low RPM conditions with an electrical load on the system such as during low RPM taxi.

Under these conditions, the light will go out at higher RPM.

The master switch need not be recycled since an overvoltage condition has not occured to de-activate the alternator system.

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4 | 5 | 6 | SUPP |

ICING

INADVERTED ICING ENCOUNTER

[1]

[2]

[3]

[4]

[5]

[6]

[7]

[8]

[9]

[10]

[11]

[12]

Turn pitot heat switch ON (if installed)

Turn back or change altitude to obtain an outside air temperature that is less conductive to icing.

Pull cabin heat control full out and open defroster outlets to obtain maximum windshield defroster airflow. Adjust cabin air control to get maximum defroster heat and airflow.

Open the throttle to increase engine speed and minimize ice build up on propeller blades.

Watch for signs of carburetor air filter ice and apply carburetor heat as required. An unexplained loss in engine speed could be caused by carburetor ice or air intake filter ice. Lean the mixture for maximum RPM, if carburetor heat is used continously.

Plan a landing at the nearest airport. With an extremely rapid ice build-up, select a suitable „off airport“ landing site.

With an ice accumulation of 1/4 inch or more on the wing leading edges, be prepared for significantly higher stall speed.

Leave wing flaps retracted. With a severe ice build-up on the horizontal tail, the change in wing wake airflow direction caused by wing flap extension could result in a loss of elevator effectiveness.

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

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

Approach at 65 to 75 KIAS depending upon the amount of the accumulation.

Perform a landing in level attitude.


PAGE 6

[1]

[2]

STATIC SOURCE BLOCKAGE

(Erroneous Instrument Reading Suspected)

Alternate Static Source

Valve

Airspeed

--- PULL ON

--- Consult appropriate

calibration tables in Section 5

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| 4 |

5 | 6 | SUPP |

SECTION 4

TABLE OF CONTENTS

•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

4

4

3

3

3

3

1

2

1

1

2

4

5

5

5

5

NORMAL PROCEDURES

TOC

SECTION: | 1 | 2 | 3

| 4 |

5 | 6 | SUPP | NORMAL PROCEDURES

PAGE 1

INTRODUCTION

Section 4 provides checklists and amplified procedures for t h e c o n d u c t o f n o r m a l operation.

SPEEDS FOR NORMAL OPERATION

Unless otherwise noted, the following speeds are based on a maximum weight of 2400 pounds and may be used for lesser weight. However, to a c h i e v e t h e p e r f o r m a n c e specified in Section 5 for takeoff distance, the speed

Takeoff, Flaps Up:

Normal Climb Out

Short Field Takeoff, Flaps 10°,

Speed at 50 Feet

Enroute Climb, Flaps Up:

Normal, Sea Level

Normal, 10000 Feet

Best Rate of Climb, Sea Level

Best Rate of Climb, 10000 Feet

Best Angle Of Climb, Sea Level

Best Angle Of Climb, 10000 Feet

Landing Approach:

Normal Approach, Flaps Up

Normal Approach, Flaps 30°

Short Fiel Approach, Flaps 30°

Balked Landing:

Maximum Power, Flaps 20°

Maximum Recommended Turbulent

Air Penetration Speed:

2400 lbs

2000 lbs

1600 lbs

Maximum Demonstrated Crosswind Velocity:

Takeoff or Landing

70 - 80 KIAS

56 KIAS

75 - 85 KIAS

70 - 80 KIAS

76 KIAS

71 KIAS

60 KIAS

65 KIAS

65 - 75 KIAS

60 - 70 KIAS

61 KIAS

55 KIAS

99 KIAS

92 KIAS

82 KIAS

15 KNOTS appropriate to the particular weight must be used.

BEFORE STARTING ENGINE

BEFORE STARTING ENGINE

[1]

[2]

[3]

[4]

[5]

[6]

Preflight Inspection --- COMPLETE

Seats, Seat Belts,

Shoulder Harnesses --- ADJUST and LOCK.

Fuel Selector Valve --- BOTH

Avionics Power Switch,

Autopilot,

Electrical Equipment --- OFF

Brake --- TEST and SET

Circuit Breakers --- CHECK IN

CAUTION:

The Avionics Power Switch must be OFF during engine s t a r t t o p r e v e n t p o s s i b l e damage to avionics.

SECTION: | 1 | 2 | 3

| 4 |

5 | 6 | SUPP |

STARTING ENGINE

STARTING ENGINE

[5]

[6]

[7]

[8]

[9]

[1]

[2]

[3]

[4]

[10]

[11]

Mixture

Carburetor Heat

Master Switch

Prime

Throttle

Propeller Area

Ignition Switch

Oil Pressure

--- RICH

--- COLD

--- ON

--- AS REQUIRED

--- OPEN 1/8 INCH

--- CLEAR

--- START

--- CHECK

Flashing Beacon and

Navigation Lights --- ON as required


Radios --- ON

NORMAL PROCEDURES

PAGE 2

Prime 2 to 6 strokes; none if engine is warm

BEFORE TAKEOFF

[1]

[2]

[3]

[4]

[5]

[6]

[7]

[8]

[9]

[10]

[11]

[12]

[13]

[14]

BEFORE TAKEOFF

Parking Brake

Cabin Doors and

Windows

Flight Controls

Flight Instruments

Fuel Selector Valve

Mixture

Elevator Trim and

--- SET

--- CLOSED and LOCKED

--- FREE and CORRECT

--- SET

--- BOTH

--- RICH (below 3000 feet)

Rudder Trim

Throttle

--- TAKEOFF

--- 1700 RPM a. Magnetos --- CHECK b. Carburetor Heat --- CHECK (for RPM drop) c. Engine Instruments and

Ammeter --- CHECK d. Suction Gauge --- CHECK

Throttle

Radios

--- 1000 RPM or LESS

--- SET

Autopilot (if installed) --- OFF

Air Conditioner (if installed)

Strobe Lights

Brakes

--- OFF

--- AS DESIRED

--- RELEASE

RPM drop should not exceed

125 RPM on either magneto or

50 RPM difference between magnetos

SECTION: | 1 | 2 | 3

| 4 |

5 | 6 | SUPP |

TAKEOFF

NORMAL TAKEOFF

[1]

[2]

[3]

[4]

Wing Flaps

Carburetor Heat

Throttle

Elevator Control

[5] Climb Speed

--- 0° - 10°

--- COLD

--- FULL OPEN

--- LIFT NOSE WHEEL

(at 55 KIAS)

--- 70 - 80 KIAS

SHORT FIELD TAKEOFF

[1]

[2]

[3]

[4]

[5]

Wing Flaps

Carburetor Heat

Brakes

Throttle

Mixture

[6]

[7]

[8]

Brakes

Elevator Control

Climb Speed

--- 10°

--- COLD

--- APPLY

--- FULL OPEN

--- RICH (above 3000 feet

LEAN for max RPM)

--- RELEASE

--- SLIGHTLY TAIL DOWN

--- 56 KIAS (until obstacles

are cleared)

NORMAL PROCEDURES

PAGE 3

ENROUTE CLIMB

ENROUTE CLIMB

[1]

[2]

[3]

Airspeed

Throttle

Mixture

--- 70 - 80 KIAS

--- FULL OPEN

--- RICH (above 3000 feet

LEAN to obtain max RPM)

If a maximum performance climb is necessary, use speeds shown in the Rate of Climb chart in Section 5.

CRUISE

CRUISE

[1]

[2]

[3]

Power

Elevator and Rudder

Trim (if installed)

Mixture

--- 2100 - 2700 RPM

--- ADJUST

--- LEAN

(no more than 75% recommended)

SECTION: | 1 | 2 | 3

| 4 |

5 | 6 | SUPP |

DESCENT

DESCENT

[1]

[2]

[3]

[4]

Fuel Selector Valve

Mixture

Power

Carburetor Heat

--- BOTH

--- ADJUST for smooth

operation

--- AS DESIRED

--- FULL HEAT AS REQUIRED

BEFORE LANDING

[1]

[2]

[3]

[4]

[5]

[6]

BEFORE LANDING

Seats, Seat Belts,

Shoulder Harnesses --- SECURE

Fuel Selector Valve

Mixture

--- BOTH

--- RICH

Carburetor Heat

Autopilot

Air Conditioner

(if installed)

--- ON

--- OF

--- OFF

NORMAL PROCEDURES

PAGE 4

LANDING

NORMAL LANDING

[1]

[2]

Airspeed

Wing Flaps

[3]

[4]

[5]

[6]

Airspeed

Touchdown

Landing Roll

Braking

--- 65 - 75 KIAS (flaps up)

--- AS DESIRED (0° - 10° below

110 KIAS, 10° - 30°

below 85 KIAS)

--- 60 - 70 KIAS (flaps DOWN)

--- MAIN WHEELS FIRST

--- LOWER NOSE WHEEL

GENTLY

--- MINIMUM REQUIRED

SECTION: | 1 | 2 | 3

| 4 |

5 | 6 | SUPP |

SHORT FIELD LANDING

[1]

[2]

[3]

[4]

Airspeed

Wing Flaps

Airspeed

Power

[5]

[6]

[7]

Touchdown

Brakes

Wing Flaps

--- 65 - 75 KIAS (flaps UP)

--- FULL DOWN

--- 61 KIAS (until flare)

--- REDUCE to idle after

clearing obstacles

--- MAIN WHEELS FIRST

--- APPLY HEAVILY

--- RETRACT

BALKED LANDING

[1]

[2]

[3]

[4]

[5]

Throttle

Carburetor Heat

Wing Flaps

Climb Speed

Wing Flaps

--- FULL OPEN

--- COLD

--- 20° (immediately)

--- 55 KIAS

--- 10° (until obstacles are

cleared)

RETRACT (after reaching

a safe altitude and

60 KIAS)

NORMAL PROCEDURES

PAGE 5

AFTER LANDING

AFTER LANDING

[1]

[2]

Wing Flaps

Carburetor Heat

--- UP

--- COLD

SECURING AIRPLANE

[3]

[4]

[5]

[6]

SECURING AIRPLANE

[1]

[2]

Parking Brake

Avionics Power Switch,

Electrical Equipment,

Autopilot

Mixture

Ignition Switch

Master Switch

Control Locks

--- SET

--- OFF

--- IDLE CUT-OFF

--- OFF

--- OFF

--- INSTALL

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

SECTION 5

TABLE OF CONTENTS

•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

8

9, 10

7

7

10, 11

12

5

6

3

4

2

2

1

1

PERFORMANCE

TOC

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

EXAMPLE

Throughout this Section we will c o n s i d e r t h e f o l l o w i n g specifications an example to demonstrate usage of the performance charts.

PERFORMANCE

PAGE 1

TAKEOFF CONDITIONS

Field length

Field pressure altitude

Temperature

CRUISE CONDITIONS

Total distance

Pressure Altitude

Temperature

Expected wind enroute

LANDING CONDITIONS

Field length

Field pressure altitude

Temperature

3200 feet

2000 feet

30°C

320 nm

5500 feet

20°C

10 knot headwind

3000 feet

2000 feet

25°C

TAKEOFF

The takeoff distance chart, figure

5-4 should be consultet, keeping in mind that that the distances shown are based on the short field technique. Conservative distances can be established by reading the chart at the next higher value of weight, altitude and temperature. For example, a weight of 2400 pounds, pressure altitude of 2000 feet and a temperature of 30°C should result in the following: •

Ground roll

Total distance to clear a 50-foot obstacle

A correction for the effect of wind may be based on Note 3 of the

1200 Feet

2220 Feet takeoff chart. The correction for a 12 knot headwind is:

12 Knots

9 Knots

10% = 13% Decrease

This results in the following distances, corrected for wind:

Ground roll, zero wind

Decrease in ground roll

(1200 Feet 13%)

Corrected Ground Roll

1200

156

1044

Total distance to clear a

50-foot obstacle, zero wind

Decrease in total distance

(2220 Feet 13%)

Corrected total distance

to clear 50-foot obstacle

2220

289

1931

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

PAGE 2

CRUISE

The cruising altitude should be selected based on a consideration of trip length, winds aloft, and the airplane‘s performance. A typical cruising altitude and the expected wind enroute have been given for the sample problem.

However, the power setting selection for cruise must be determ i n e d b a s e d o n s e v e r a l considerations. These include the c r u i s e p e r f o r m a n c e characteristics presented in figure

5-7, the range profile chart presented in figure 5-8, and the endurance profile chart presented in figure 5-9.

The relationship between power and range is illustrated by the range profile chart. Considerable fuel savings and longer range result when lower power settings are used. For thze sample problem, a cruise power of approximately 65% will be used.

The cruise performance chart, figure 5-7, is centered at 6000 feet altitude and 20°C above standard temperature. These values most nearly correspond to the planned altitude and expected temperature conditions.

The engine speed chosen is 2500

RPM, which results in the following: •

Power

True airspeed

Cruise fuel flow

66%

112 knots

7.4 GPH

FUEL REQUIRED

The total fuel requirement for the flight may be estimated using the performance information in figzres 5-6 and 5-7. For the sample problem, figure 5-6 shows that a climb from 2000 feet to

6000 feet requires 1.6 gallons of fuel. The corresponding distance during the climb is 10 nautical miles. These values are for a standard temperature and are sufficiently accurate for most flight planning purposes.

However, a further correction for the effect of temperature may be made as noted on the climb chart.

The approximate effect of a nonstandard temperature is to increase the time, fuel, and distance by 10% for each 10°C above standard temperature, due to the lower rate of climb. In this case, assuming a temperature

16°C above standard, the correction would be:

16°C

10°C

10% = 16% Increase

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

Fuel to climb, standard temperature

Increase due to non-standard temperature

(1.6 16%)

Corrected fuel to climb

1.6

0.3

1.9 gal.

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

Using a similar procedure for the distance to climb results in

12 nautical miles. The resultant cruise distance is:

With an expected 10 knot headwind, the ground speed for cruise is predicted to be:

Total distance

Climb distance

Cruise distance

320

-12

308 nm

PERFORMANCE

PAGE 3

112

-10

102 knots

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

The fuel required for cruise is:

308 nm

102 knots

= 3.0 hours

3.0 hours 7.4 gallons/hour = 22.2 gallons

A 45-minute reserve requires: 45

60

7.4 gallons/hour = 5.6 gallons

The total estimated fuel required is as follows:

Engine start, taxi, takeoff

Climb

Cruise

Reserve

Total fuel required

1.1

1.9

22.2

5.6

30.8

gallons

Once the flight is underway, ground speed checks will provide a more accurate basis for estimating the time enroute and the corresponding fuel required to complete the trip with ample reserve.

LANDING

A procedure similar to takeoff should be used for estimating the l a n d i n g d i s t a n c e a t t h e destination airport. Figure 5-10 presents landing distance information for the short field t e c h n i q u e . T h e d i s t a n c e corresponding to 2000 feet and

30°C are as follows:

Ground roll

Total distance to clear a 50-foot obstacle

610

1390 feet feet

A correction for the effect of wind may be made based on

Note 2 of the landing chart using the same procedure as outlined for takeoff.

•

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

AIRSPEED CALIBRATION

CONDITION:

Power required for level flight or maximum rated RPM dive.

FLAPS UP

KIAS

KCAS

FLAPS 10°

KIAS

KCAS

FLAPS 30°

KIAS

KCAS

50

56

60

62

70

70

80

79

90

89

100

98

110

107

120

117

130

126

140

135

150

145

160

154

40

49

40

47

50

55

50

53

60

62

60

61

70

70

70

70

80

79

80

80

90

89

85

84

100

98

---

---

110

108

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

HEATER/VENTS AND WINDOWS CLOSED

FLAPS UP

NORMAL KIAS

ALTERNATE KIAS

FLAPS 10°

50

51

60

61

70

71

80

82

NORMAL KIAS

ALTERNATE KIAS

FLAPS 30°

NORMAL KIAS

ALTERNATE KIAS

40

40

40

48

50

51

50

50

60

61

60

60

70

71

70

70

90

91

80

81

80

79

100

101

110

111

90

90

85

83

100

99

---

---

120

121

130

131

140

141

110

108

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

HEATER/VENTS OPEN AND WINDOWS CLOSED

FLAPS UP

NORMAL KIAS

ALTERNATE KIAS

FLAPS 10°

40

36

50

48

60

59

70

70

80

80

NORMAL KIAS

ALTERNATE KIAS

FLAPS 30°

NORMAL KIAS

ALTERNATE KIAS

40

38

40

34

50

49

50

47

60

59

60

57

70

69

70

67

80

79

80

77

90

89

90

88

85

81

100

99

---

---

110

108

100

97

110

106

---

---

120

118

130

128

140

139

---

---

---

---

---

---

---

---

---

---

---

---

WINDOWS OPEN

FLAPS UP

NORMAL KIAS

ALTERNATE KIAS

FLAPS 10°

NORMAL KIAS

ALTERNATE KIAS

FLAPS 30°

NORMAL KIAS

ALTERNATE KIAS

40

26

40

25

40

25

50

43

60

57

50

43

50

41

60

57

60

54

70

70

70

69

80

82

80

80

90

93

90

91

100

103

100

101

110

113

110

111

120

123

---

---

130

133

---

---

140

143

---

---

70

67

80

78

85

84

---

---

---

---

---

---

---

---

---

---

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

PERFORMANCE

PAGE 4

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

STALL SPEEDS

CONDITIONS:

Power Off

NOTES:

1. Altitude loss during a stall recovery may be as much as 230 feet.

2. KIAS values are appoximate.

MOST REARWARD CENTER OF GRAVITY

WEIGHT

LBS

FLAP

DEFLECTION

2400

UP

10°

30°

ANGLE OF BANK

KIAS

0° 30° 45° 60°

KCAS KIAS KCAS KIAS KCAS KIAS KCAS

44

35

33

51

48

46

47

38

35

55

52

49

52

42

39

61

57

55

62

49

47

72

68

65

MOST FORWARD CENTER OF GRAVITY

WEIGHT

LBS

FLAP

DEFLECTION

2400

UP

10°

30°

ANGLE OF BANK

KIAS

0° 30° 45° 60°

KCAS KIAS KCAS KIAS KCAS KIAS KCAS

44

37

33

52

49

46

47

40

35

56

53

49

52

44

39

62

58

55

62

52

47

74

69

65

Figure 5-3 Stall Speeds

PERFORMANCE

PAGE 5


PAGE 6

TAKEOFF DISTANCE

CONDITIONS:

FLAPS 10°

Full Throttle Prior to Brake

Release

Pavel, Level, Dry Runway

Zero Wind

Maximum Weight 2400 lbs

NOTES:

1. Short field technique as specified in Section 4.

2. Prior to takeoff from fields above 3000 feet elevation, the mixture should be leaned to give maximum RPM in a full throttle, static runup.

3. Decrease distances 10% for each 9 knots headwind. For operation with tailwinds up to 10 knots, increase distances by 10% for each 2 knots.

4. For operation on a dry, grass runway, increase distances by

15% of the „ground roll“ figure.

WEIGHT

LBS

TAKEOFF

SPEED

KIAS

LIFT

OFF

AT

50 FT

PRESS

ALT

FT

2400 51 56 S.L

1000

2000

3000

4000

5000

6000

7000

8000

GRND

ROLL

795

875

960

1055

1165

1285

1425

1580

1755

2200 49 54 S.L

1000

2000

3000

4000

5000

6000

7000

8000

650

710

780

855

945

1040

1150

1270

1410

0°C

TOTAL

TO CLR

50 FT OBS

1460

1605

1770

1960

2185

2445

1755

3140

3615

1195

1310

1440

1585

1750

1945

2170

2440

2760

10°C 20°C 30°C 40°C

GRND

ROLL

860

940

1035

1140

1260

1390

1540

1710

1905

700

765

840

925

1020

1125

1240

1375

1525

TOTAL

TO CLR

50 FT OBS

1570

1725

1910

2120

2365

2660

3015

3450

4015

1280

1405

1545

1705

1890

2105

2355

1655

3016

GRND

ROLL

925

1015

1115

1230

1355

1500

1665

1850

2060

750

825

905

995

1100

1210

1340

1485

1650

TOTAL

TO CLR

50 FT OBS

1685

1860

2030

2295

2570

2895

3300

3805

4480

1375

1510

1660

1835

2040

2275

2555

2890

3305

GRND

ROLL

995

1090

1200

1325

1465

1620

1800

2000

- - - -

805

885

975

1070

1180

1305

1445

1605

1785

TOTAL

TO CLR

50 FT OBS

1810

2000

2220

2480

2790

3160

3620

4220

- - - -

1470

1615

1785

1975

2200

2465

2775

3155

3630

GRND

ROLL

1065

1170

1290

1425

1575

1745

1940

- - - -

- - - -

865

950

1045

1150

1270

1405

1555

1730

1925

TOTAL

TO CLR

50 FT OBS

1945

2155

2395

2685

3030

3455

3990

- - - -

- - - -

1575

1735

1915

2130

2375

2665

3020

3450

4005

2000 46 51 S.L

1000

2000

3000

4000

5000

6000

7000

8000

525

570

625

690

755

830

920

1015

1125

970

1080

1160

1270

1400

1545

1710

1900

2125

565

615

675

740

815

900

990

1095

1215

1035

1135

1240

1365

1500

1660

1845

2055

2305

605

665

725

800

880

970

1070

1180

1310

1110

1215

1330

1465

1615

1790

1990

2225

2500

650

710

780

860

945

1040

1150

1275

1410

1185

1295

1425

1570

1735

1925

2145

2405

2715

695

765

840

920

1015

1120

1235

1370

1520

1265

1385

1525

1685

1865

2070

2315

2605

2950

Figure 5-4. Takeoff Distance


PAGE 7

MAXIMUM RATE OF CLIMB

WEIGHT

LBS

2400

PRESS

ALT

FT

S.L.

2000

4000

6000

8000

10000

12000

CLIMB

SPEED

KIAS

76

75

74

73

72

71

70

-20°

RATE OF CLIMB - FPM

0° 20° 40°

805

695

590

485

380

275

175

745

640

535

430

330

225

125

685

580

480

375

275

175

- - -

625

525

420

320

220

- - -

- - -

Figure 5-5. Maximum Rate of Climb

CONDITIONS:

Flaps Up

Full Throttle

NOTE:

Mixture leaned above 3000 feet for maximum RPM:

TIME, FUEL AND DIATNCE TO CLIMB

MAXIMUM RATE OF CLIMB

WEIGHT

LBS

PRESSURE

ALTITUDE

FT

TEMP

°C

CLIMB

SPEED

KIAS

RATE OF

CLIMB

FPM

TIME

MIN

FROM SEA LEVEL

FUEL USED

GALLONS

DISTANCE

NM

2400 S.L.

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

11000

12000

3

1

7

5

15

13

11

9

-1

-3

-5

-7

-9

74

74

73

72

76

76

75

75

72

71

71

70

70

700

655

610

560

515

470

425

375

330

285

240

190

145

7

9

11

14

3

5

0

1

17

20

24

29

35

1.4

1.7

2.2

2.6

0.0

0.3

0.6

1.0

3.1

3.6

4.2

4.9

5.8

9

11

14

18

4

6

0

2

22

26

32

38

47

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

CONDITIONS:

Flaps Up

Full Throttle

S t a n d a r d T e m p e r a t u r e

NOTES:

1. Add 1.1 gallons of fuel for engine start, taxi and takeoff allowance.

2. Mixture leaned above

3000 feet for maximum RPM.

3. Increase time, fuel and distance by 10% for each 10°C above standard temp.

4. Distances shown are based on zero wind.

CONDITIONS:

Flaps Up

Full Throttle

NOTE:

Mixture leaned above 3000 feet for maximum RPM:

CONDITIONS:

Flaps Up

Full Throttle

S t a n d a r d T e m p e r a t u r e

NOTES:

1. Add 1.1 gallons of fuel for engine start, taxi and takeoff allowance.

2. Mixture leaned above

3000 feet for maximum RPM.

3. Increase time, fuel and distance by 10% for each 10°C above standard temp.

4. Distances shown are based on zero wind.

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

CRUISE PERFORMANCE

PERFORMANCE

PAGE 8

PRESS

ALT

FT

2000

4000

6000

8000

10000 2600

2500

2400

2300

2200

12000

2550

2500

2400

2300

2200

2100

2600

2500

2400

2300

2200

2100

RPM

2500

2400

2300

2200

2100

20°C BELOW

STANDARD TEMP

%

BHP KTAS GPH

- - -

72

65

58

52

- - -

110

104

99

92

- - -

8.1

7.3

6.6

6.0

STANDARD

TEMPERATURE

%

BHP KTAS GPH

76

69

62

55

50

114

109

103

97

91

8.5

7.7

6.9

6.3

5.8

20°C ABOVE

STANDARD TEMP

%

BHP KTAS GPH

72

65

59

53

48

114

108

102

96

89

8.1

7.3

6.6

6.1

5.7

- - -

72

69

62

56

51

- - -

115

109

104

98

91

- - -

73

66

60

54

49

- - -

114

108

103

96

90

- - -

8.2

7.4

6.7

6.1

5.7

- - -

8.6

7.8

7.0

6.3

5.8

76

73

65

59

54

48

77

69

63

57

52

47

117

114

108

102

96

89

119

113

107

101

95

88

8.5

8.1

7.3

6.6

6.1

5.7

8.6

7.8

7.0

6.4

5.9

5.5

72

69

62

57

51

47

72

66

60

55

50

46

118

112

106

99

92

86

116

113

107

101

94

88

8.1

7.4

6.7

6.2

5.8

5.5

8.1

7.7

7.0

6.4

5.9

5.5

2650

2600

2500

2400

2300

2200

2550

250

2400

2300

67

64

59

53

74

67

61

55

50

- - -

77

70

63

57

52

- - -

119

113

106

101

95

118

112

106

100

93

114

111

105

98

- - -

8.7

7.8

7.1

6.4

6.0

8.3

7.5

6.8

6.3

5.8

7.5

7.2

6.6

6.1

77

73

66

60

55

50

70

64

58

53

49

64

61

56

51

121

118

112

106

100

93

117

111

105

98

91

8.6

8.2

7.4

6.7

6.2

5.8

7.8

7.1

6.5

6.0

5.7

73

69

63

58

53

49

66

61

56

51

47

120

117

111

104

97

91

115

109

102

96

89

8.1

7.8

7.1

6.5

6.0

5.7

7.4

6.8

6.3

5.9

5.6

112

109

103

96

7.1

6.8

6.3

5.9

61

59

54

50

111

107

100

94

6.9

6.6

6.1

5.8

Figure 5-7. Cruise Performance

CONDITIONS:

2400 Pounds

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

RANGE PROFILE

12000

114

KIAS

101

KIAS

10000

8000

6000

FULL THROTTLE

120

KIAS

118

KIAS

109

KIAS

99

KIAS

4000

2000

S.L.

400

75% POWER 65% POWER

112

KIAS

105

KIAS

96

KIAS

450 500 550

RANGE - NAUTICAL MILES

600

RANGE PROFILE

12000

114

KIAS

101

KIAS

10000

8000

6000

FULL THROTTLE

120

KIAS

118

KIAS

109

KIAS

99

KIAS

4000

2000

S.L.

550

75% POWER 65% POWER

112

KIAS

105

KIAS

96

KIAS

600 650 700


750

PERFORMANCE

PAGE 9

45 MINUTE RESERVE

40 GALLONS USABLE FUEL

CONDITIONS:

2400 Pounds

Recommended Lean Mixture for

Cruise

Standard Temperature

Zero Wind

Note:

This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the distance during climb

45 MINUTE RESERVE


CONDITIONS:

2400 Pounds


Cruise


Zero Wind

Note:


CONDITIONS:

2400 Pounds


Cruise


Zero Wind

Note:


CONDITIONS:

2400 Pounds


Cruise


Zero Wind

Note:



PAGE 10

RANGE PROFILE

12000

114

KIAS

101

KIAS

10000

8000

6000

FULL THROTTLE

120

KIAS

118

KIAS

109

KIAS

99

KIAS

4000

2000

S.L.

700

75% POWER

65% POWER

55% POWER

112

KIAS

105

KIAS

96

KIAS

750 800 850


900 950

45 MINUTE RESERVE


CONDITIONS:

2400 Pounds


Cruise


Zero Wind

Note:


ENDURANCE PROFILE

12000

10000

8000

6000

4000

2000

S.L.

3

75% POWER

FULL THROTTLE

65% POWER

55% POWER

4 5

ENDURANCE - HOURS

6 7

45 MINUTE RESERVE


CONDITIONS:

2400 Pounds


Cruise


Note:


CONDITIONS:

2400 Pounds


Cruise


Zero Wind

Note:


CONDITIONS:

2400 Pounds


Cruise


Note:


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

ENDURANCE PROFILE

12000

10000

8000

6000

4000

2000

S.L.

4

75% POWER

FULL THROTTLE

65% POWER

5 6

ENDURANCE - HOURS

7

55% POWER

8

ENDURANCE PROFILE

12000

10000

8000

FULL THROTTLE

6000

4000

2000

75% POWER

S.L.

6

65% POWER

55% POWER

7 8

ENDURANCE - HOURS

9 10

PERFORMANCE

PAGE 11

45 MINUTE RESERVE


CONDITIONS:

2400 Pounds


Cruise


Note:


45 MINUTE RESERVE


CONDITIONS:

2400 Pounds


Cruise


Note:


CONDITIONS:

2400 Pounds


Cruise


Note:


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

LANDING DISTANCE

CONDITIONS:

Flaps 30°

Power Off

Maximum Braking

Paved, Level, Dry Runway

Zero Wind

NOTES:

1. Short field technique as specified in Section 4.

2. Decrease distances 10% for each 9 knots headwind. For operation with tailwinds up to 10 knots, increase distances by 10% for each 2 knots.

4. For operation on a dry, grass runway, increase distances by

15% of the „ground roll“ figure.

PERFORMANCE

PAGE 12

WEIGHT

LBS

2400

SPEED

AT

50 FT

KIAS

61

0°C 10°C 20°C 30°C 40°C

S.L

1000

2000

3000

4000

5000

6000

7000

8000

PRESS

ALT

FT

GRND

ROLL

510

530

550

570

595

615

640

665

690

TOTAL

TO CLR

50 FT OBS

1235

1265

1295

1330

1365

1400

1435

1475

1515

GRND

ROLL

530

550

570

590

615

640

660

690

715

TOTAL

TO CLR

50 FT OBS

1265

1295

1330

1360

1400

1435

1470

1515

1555

GRND

ROLL

550

570

590

615

635

660

685

710

740

TOTAL

TO CLR

50 FT OBS

1295

1325

1360

1395

1430

1470

1510

1550

1595

GRND

ROLL

570

590

610

635

660

685

710

735

765

TOTAL

TO CLR

50 FT OBS

1325

1360

1390

1430

1470

1510

1550

1590

1635

GRND

ROLL

585

610

630

655

680

705

730

760

790

Figure 5-10. Landing Distance

TOTAL

TO CLR

50 FT OBS

1350

1390

1425

1460

1500

1540

1580

1630

1675

CONDITIONS:

2400 Pounds


Cruise


Note:


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

| 6 |

SUPP |

SECTION 6

TABLE OF CONTENTS

•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

AIRPLANE & SYSTEMS DESCRIPTION

TOC

7

7

6

6

6

6

4

4

3

3

2

3

2

2

1

2

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

| 6 |

SUPP | AIRPLANE & SYSTEMS DESCRIPTION

PAGE 1

INSTRUMENT PANEL

3 9 11

1 2 4 5 6 7 8 10

12 13 14 15 17 19 21 23 25 27 28

16 18 20 22 24 26

1. Oil Temperature/Oil Pressure

2. Fuel Quantity Indicators

3. Suction gage

4. Clock/Timer

5. Air Spee Indicator

6. Attitude Indicator

7. Altimeter

8. Course Deviation Indicator

9. Magnetic Compass

10. COM/NAV Radios

11. Autopilot

12. Ammeter

13. Master Switch

14. Primer

15. Ignition Switch

16. Thermometer

17. Tachometer

18. Turn Coordinator

19. RGT / CHT

20. Heading Indicator

21. Circuit Breakers/Light

Switches

22. Vertical Speed Indicator

23. Instrument Lighting Dimmer

24. Carburetor Heat

25. Throttle Control

26. Course Deviation Indicator

27. Mixture Control

28. Wing Flap Switch

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

| 6 |


PAGE 2

ENGINE OIL SYSTEM

Oil for the engine lubrication is supplied from a sump at the bottom of the engine. The capacity of the enfine sump is seven quarts (one additional quart is contained in the full flow oil filter. Oil is drawn from the sump through an oil suction strainer screen into the enginedriven oil pump. From the pump oil is routed to a bypass valve. If the oil is cold, the bypass valve allows the oil to bypass the oil cooler and go directly from the pump to the full flow oil filter. If the oil is hot, the bypass valve routes the oil out of the accessory housing and into a flexible hose leading to the oil cooler on the right rear engine baffle. Pressure oil from the cooler returns to the accessory housing where it passes through the full flow oil filter.

The filter oil then enters a pressure relief valve which regulates engine oil pressure by allowing excessive oil to return to the sump while the balance of the oil is circulated to various engine parts for lubrication.

IGNITION-STARTER SYSTEM

Engine ignition is provided by two engine-driven magnetos, and two spark plugs in each cylinder.

The right magneto fires the lower right and upper right spark-plugs.

Normal operation is conducted with both magnetos due to the more complete burning of the fuel-air mixture with dual ignition.

Ignition and starter operation is controlled by a rotary type switch located on the left switch and control panel. The switch is labelled clockwise: OFF, R, L,

BOTH and START. The engine should be operated on BOTH m a g n e t o s e x c e p t f o r magnetochecks. The R and L position are for checking

Residual oil is returned to sump by gravity flow.

An oil filter cap/oil dipstick is located at the right rear of the engine. The filler cap/dipstick is accesible through an access door on the top right side of the engine cownling. The engine should not be operated on less that five quarts of oil. For extended flight fill to seven quarts (dipstick indication only). • purposes and emergency use only. When the switch is rotated to the spring-loaded STARTposition, the starter contactor is energized and the starter will crank the engine. When the switch is released, it will automatically return to the BOTHposition. •

AIR INDUCTION SYSTEM

The engine air induction system receives ram air through an intake in the lower front portion of the engine cowling. The intake is covered by an air-filter which removes dust and other foreign matter from the induction air.

Airflow passing through the filter enters an airbox. After passing through the airbox, induction air enters the inlet in the carburetor which is under the engine, and is then ducted to the engine cylinders through intake manifold tubes. In the event carburetor ice is encountered or the intake filter becomes blocked, alternate heated air can beobtained from a shroud around an exhaust riser through a duct to a valve in the airbox operated by the carburetor heat control on the instrument panel. Heated air from the shroud is obtained from an unfiltered outside source. Use of full carburetor heat at full throttle w i l l r e s u l t i n a l o s s o f approximately 75 to 150 RPM.

•

CARBURETOR AND PRIMING SYSTEM

The engine is equipped with an up-draft, float-type, jetcarburetor mounted on the bottom of the engine. The carburetor is equipped with an enclosed accelerator pump, an idle cut-off mechanism and a manual mixture control. Fuel is delivered to the carburetor by gravity flow from the fuel system. In the carburetor, fuel is atomized, properly mixed with intake air and delivered to the cylinders through intake manifold tubes. The proportion of atomized fuel to air may be controlled, within limits, by the mixture control on the instrument panel.

For easy starting in cool weather, the engine is equipped with a manual primer. The primer is actually a small pump which draws fuel from the fuel strainer when the plunger is pulled out, and injects it into the cylinder intake ports when the plunger is pushed back in. •

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

| 6 |


PAGE 3

COOLING SYSTEM

Ram air for engine cooling enters through two intake openings in the front of the engine cowling.

The cooling air is directed around the cylinders and other areas of the engine by baffling, and is then exhausted through an opening at the bottom aft edge of the cowling. No manual cooling system control is provided.

•

PROPELLER

The airplane is equipped with a two-bladed, fixed-pitch, one-piece forged aluminium alloy propeller wich is anodized to retard corrosion. The propeller is 75 inches in diameter. •

FUEL SYSTEM

The airplane may be equipped with a standard fuel system or either of two long range systems.

Each system consists of two vented fuel tanks (one tank each wing), a four-position selector valve, fuel strainer, manual primer, and carburetor. The 68gallon long-range system utilizes integral tanks and the other two systems employ removable aluminium tanks. Fuel flows by gravity from the two wing tanks to a four-position selector valve labelled BOTH, LEFT, RIGHT and

FUEL TANKS FUEL

LEVEL

STANDARD

LONG RANGE

LONG RANGE

(INTEGRAL)

FULL

FULL

FULL

OFF. With the selector valve in either the BOTH, LEFT or RIGHT position, fuel flows through a strainer to the carburetor. From the carburetor, mixed fuel and air flows to the cylinders through fuel quantity tansmitter filler cap left fuel tank vent with check valve drain valve to engine engine primer fuel strainer selector valve vented filler cap fuel quantity tansmitter right fuel tank drain valve selector valve drain plug fuel strainer crain control throttle control carburetor mixture control to engine

TOTAL FUEL TOTAL

UNUSABLE

TOTAL

USABLE

43

54

68

3

4

6

40

50

62 intake manifold tubes. The manual primer draws its fue from the fuel strainer and injects it into the cylinder intake ports.

Fuel system venting is essential to system operation. Blockage of the system will result in decreasing fuel flow and eventual engine stoppage. Venting is a c c o m l i s h e d b y a n interconnecting line from the right fuel tank to the left fuel tank. The left fuel tank is vented overboard through a vent line, equipped with a check valve, which protrudes from the bottom surface of the left wing near the wing strut. The right fuel tank filler cap is also vented.

When long range integral tanks are installed, the airplane may be serviced to a reduced capacity to permit heavier cabin loadings.

This is accomplished by filling each tank to the bottom edge of the fuel filler collar, thus giving a reduced fuelload of 24 gallons in each tank.

Fuel Quantity is measured by two f l o a t - t y p e f u e l q u a n t i t y transmitters and indicated by two elictrically-operated fuel quantity

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

| 6 |


PAGE 4 indicators on the left side of the instrument panel. An empty tank is indicated by a red line and the letter E. When an indicator shows an empty tank, approximately

1.5 gallons remain in a standard tank, and 2 gallons remain in a long range tank (3 gallons when long range integral tanks are installes) as unusable fuel. The indicators cannot be relied upon for accurate readings during skids, slips, or unusual attitudes.

The fuel selector valve should be in BOTH position for takeoff, climb, landing and maneuvers that involve prolonged slips or skids. Operation from either LEFT or RIGHT tank is reserved for cruising flight.

NOTE1:

When the fuel selector valve handle is in the BOTH position in cruising flight, unequal fuel flow from each tank may occur if the wings are not maintained exactly level. Resulting wing heaviness can be alleviated gradually by turning the selector valve handle to the tank in the heavy wing.

NOTE2:

When the fuel tanks are 1/4 full or less, prolonged uncoordinated flight such as slips or skids can cover the fuel tank outlets.

Therefor, if operating with one fuel tank dry or if operating on

LEFT or RIGHT tank when 1/4 full or less, do not allow the airplane to remain in uncoordinated flight for periods in excess of 30 seconds.

NOTE3:

It is not practical to measure the time required to consume all of the fuel in one tank, and, after switching to the opposite tank, expect an equal duration from the remaining fuel. The airspace i n b o t h f u e l t a n k s i s interconnected by a vent line and, therefor, some sloshing of fuel between tanks can be expected when the tanks are nearly full and the wings are not level.

The fuel system is equipped with drain valves to provide a means for the examination of fuel in the system foe contamination and grade. The system should be examined before the first flight of every day and after each refueling, by using the sampler cup provided to drain fuel from the wing tank sumps, and by utilizing the fuel strainer drain under an access door on the aft right side of the top engine cowling. If takeoff weight limitations for the next flight permit, the fuel tanks shoul be filled after each flight to prevent condensation.

•

BRAKE SYSTEM

The airplane has a singe -disc, hydraulically-actuated brake on ech main landing gear wheel.

Each brake is connected, by a hydraulic line, to a master cylinder attached to each of the pilot‘s rudder pedals. The brakes are operated by applying pressure to the top of either the left (pilot‘s) or right (copilot‘s) set of rudder pedals, which are interconnected. When the airplane is parked, both main wheel brakes may be set by utilizing the parking brake which is operated by a handle under the left side of the instrument panel. To apply the parking brake, set the brakes with the rudder pedals, pull the handle aft, and rotate it 90° down.

For maximum brake life, keep the b r a k e s y s t e m p r o p e r l y maintained, and minimize brake usage during taxi operations and landings.

Some of the symtoms of impending brake failure are: gradual decrease in braking action after brake application, noisy or dragging brakes, soft or spongy pedals, and excessive travel and weak braking action.

If any of these symptoms appear, the brake system is in need of immediate attention. If, during taxi or landing roll, braking action decreases, let up on the pedals and then re-apply the brakes with heavy pressure. If the brakes become spongy or pedal travel increases, pumping the pedals should build braking pressure. If one brake becomes weak or fails, use the other brake sparingly while using opposite rudder, as required, to offset the good brake.

•

ELECTRICAL SYSTEM

The airplane is equipped with a

28-volt, direct-current, electrical system. The system is powered by a belt-driven, 60-amp alternator and a 24-volt battery, located on the left forward side of the firewall. Power is supplied to most general electrical and all avionics circuits through the primary bus bar and the avionics bus bar, which is interconnected by an avionics power switch. The primary bus is on anytime the master switch is turned on, and is not affected by starter or external power usage. Both bus bars are on anytime the master and avionics power switches are turned on.

CAUTION:

Prior to turning the master switch on or off, starting the engine or applying an external power

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

| 6 |


PAGE 5 source, the avionics power switch, labeled AVIONICS POWER, should be turned off to prevent any harmful transient voltage from d a m a g i n g t h e a v i o n i c s equipment.

MASTER SWITCH

The master switch is a split rocker-type switch labeled

MASTER, and is ON in the up position. The right half of the switch labeled BAT controls all the electrical power to the airplane. The left half, labeled

ALT controls the alternator.

Normally, both sides of the master s w i t c h s h o u l d b e u s e d simultaneously; however, the BAT side of the switch could be turned on seperately to check equipment while on the ground. To check or use avionics equipment or radios while on the ground, the avionics power switch must also be turned on. The ALT side of the switch, when placed in the OFF position, removes the alternator from the electrical system. While this switch in the OFF position, the entire electrical load is placed on the battery. Continued operation with the alternator switch in the

OFF position will reduce battery power low enough to open the battery contactor, remove power from the alternator field, and prevent alternator restart.

AVIONICS POWER SWITCH

Electrical power from the airplane primary bus to the avionics bus is controlled by a toggle switch/circuit braker labeled

AVIONICS POWER. The switch is located on the left side of the switch and control panel and is

ON in the up position. With the switch in the OFF position, no electrical power will be applied to the avionics equipment, regardless of the position of the master switch or the individual equipment switches. The avionics power switch also functions as a circuit breaker. If an electrical malfunction should occur and cause the circuit braker to open, electrical power to the avionics equipment will be interrupted and the switch will automatically move to OFF position. If this occurs, allow the circuit breaker to cool for about two minutes before placing the switch in the

ON position again. If the circuit breaker opens again, do not reset it. The avionics power switch should be placed in the OFF position prior to turning the master switch ON or OFF, starting the engine, or applying an external power sourve, and may be utilized in place of the individual avionics equipment switches.

AMMETER

The ammeter, located on the lower left side of the instrument panel, indicates the amount of current in amperes, from the alternator to the battery or from the battery to the airplane electrical system. When the engine is operating and the master switch is turned on, the ammeter indicates the charging rate applied to the battery. In the event the alternator is not functioning or the elctrical load exceeds the output of the alternator, the ammeter indicates the battery discharge rate.

ALTERNATOR CONTROL UNIT

A N D L O W - V O L T A G E

WARNING LIGHT

The airplane is equipped with a combination alternator regular high-low voltage control unit mounted on the engine side of the firewall and a red warning light , labeled LOW VOLTAGE, on the left side of the instrument panel below the ammeter.

In the event an over-voltage condition occurs, the alternator control unit automatically removes alternator field current which shuts down the alternator.

The battery will then supply system current as shown by a discharge rate on the ammeter.

U n d e r t h e s e c o n d i t i o n s , depending on electrical system load, the low-voltage warning light will illuminate when system voltage drops below normal. The alternator control unit may be reset by turning the master switch off and back on again. If the warning light does not illuminate again, a malfunction has occured, and the flight should be terminated as soon as practical.

CIRCUIT BREAKERS AND

FUSES

Most of the elecrical circuits in the airplane are protected by

„push-to-reset“ type circuit breakers mounted on the left side of the switch and control panel.

However, circuit breakers protecting the alternator output and the strobe light/avionics cooling fan circuits are the „pulloff“ type. In addition to the individual circuit breakers, a toggle switch/circuit breaker, labeled AVIONICS POWER, on the left side of the switch and control panel, also protects the avionics system. The control wheel map light (if installed) is protected by the NAV LT circuit breaker and a fuse behind the instrument panel. Electrical circuits which are not protected by circuit breakers are the battery contactor closing (external power) circuit, clock circuit, and flight hour recorder circuit. These circuits are protected by fuses mounted adjacent to the battery. •

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

| 6 |


PAGE 6

LIGHTING

Conventional navigation lights are located on the wing tips and top of the rudder. A single landing light is located in the cowl nose cap. Dual landing/taxi lights are available and also located in the cowl nose cap.

Additional lighting is available and includes a flashing beacon mounted on top of the vertical fin, a strobe light on each wing tip, and a courtesy light recessed into the lower surface of each wing slightly outboard of the cabin doors.

The flashing beacon should not be used when flying through clouds or overcast; the flashing light reflected from the water droplets or particles in the atmosphere, particularly at night can produce vertigo and loss of orientation. •

STALL WARNING SYSTEM

The airplane is equipped with a pneumatic-type stall warning system consisting of an inlet in the leading edge of the left wing and an air-operated horn near the upper left corner of the windshield. As the airplane approaches a stall, the low pressure on the upper surface of the wings moves forward around the leading edge of the wings.

This low pressure creates a differential pressure in the stall warning system which draws air through the warning horn, resultig in an audible warning at

5 to 10 knots above stall. •

AVIONICS SUPPORT EQUIPMENT

If the airplane is equipped with avionics, various avionics support equipment may also be installed.

Equipment available includes an avionics cooling fan, microphoneheadset installations and control surface dischargers. •

STATIC DISCHARGERS

If frequent IFR flights are planned, installation of wick-type static dischargers is recommended to improve radio communications during flight through dust or various forms of precepitation.

Under these conditions, the buildup and discharge of static electricity from the trailing edges of the wings, rudder, elevator, propeller tips and radio antennas can result in loss of usable radio signals on all communications and navigation equipment.

Usually the ADF is first to be affected and VHF communication equipment is the last to be affected. •

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

| 6 |


PAGE 7

PITOT STATIC SYSTEM AND INSTRUMENTS

as supplied by static source.

The pitot-static system supplies ram air pressure to the airspeed indicator and static pressure to the air speed indicator, vertical speed indicator and altimeter.

The system is composed of either an unheated or heated pitot tube mounted on the lower surface of the left wing, an external static port on the lower left side of the forward fuselage, and the associated plumbing necessary to connect the instruments to the sources. The heated pitot system

(if installed) consists of a heating element in the pitot tube, a rocker switch labeld PITOT HT, a 5-amp circuit breaker, and associated wiring.

A static pressure alternate source valve may be installed on the switch and control panel below the throttle, and can be used if the external static pressure source is malfunctioning.

AIRSPEED INDICATOR

The airspeed indicator is calibrated in knots. Limitation and range markings include the white arc, green arc, yellow arc and a red line.

VERTICAL SPEED INDICATOR

The vertical speed indicator depicts airplane rate of climb and descent in feet per minute. The p o i n t e r i s a c t u a t e d b y atmospheric pressure changes resulting from changes of altitude

ALTIMETER

Airplane altitude is depicted by a barometric type altimeter. A knob near the lower left portion of the indicator provides adjustment of the instrument‘s barometric scale to the current altimeter setting. •

VACUUM SYSTEM AND INSTRUMENTS

An engine-driven vacuum system provides the suction necessary to operate the attitude indicator and directional indicator. The system consistes of a vacuum pump mounted on the engine, a vacuum relief valve and vacuum system airfilter on the left side of the firewall below the i n s t r u m e n t p a n e l , a n d instruments on the left side of the instrument panel.

vacuum system air filter suction gage vacuum pump overboard vent line vacuum relief valve attitude indicator directional indicator inlet air vacuum discharge air

ATTITUDE INDICATOR

The attitude indicator gives a visual indication of flight attitude.

Bank attitude is presented by a pointer at the top of the indicator relative to the bank scale which has index marks at 10°, 20°, 30°,

60° and 90° either side of the center mark. Pitch and roll attitudes are presented by a miniature airplane superimposed over a symbolic horizon area divided into two sections by a white horizon bar.

DIRECTIONAL INDICATOR

A directional indicator displays airplane heading on a compass card in relation to a fixed simulated airplane image and index. The indicator will precess slightly over a period of time.

Therefor the compass card should be set in accordance with the magnetic compass just prior to takeoff, and occasionally readjusted on extended flights.

SUCTION GAGE

The suction gage is calibrated in inches mercury and indicates suction available for operation of the attitude and directional indicators. •

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SUPPLEMENT

TABLE 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

2

2

3

3

3

2

2

1

1

SUPLEMENTS

TOC

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DIGITAL CLOCK/TIMER

The Astro Tech LC-2 Quartz

Chronometer is a precision, solid state time keeping device which will display to the pilot the timeof-day, the calendar date, and the elapsed time interval between a series of selected events, such as in-flight check points or legs of a cross-country flight, etc.

These three modes of operation fuction independently and can be alternately selected for viewing in the liquid crystal display (LCD) on the front face of the instrument. Four push button type switches directly below the display control all time keeping functions.

The digital display features an internal light to ensure good visibility under low cabin lighting conditions or at night.

Buttons:

ST/SP

Starts and Stops the Stopwatch

RST

Resets the Stopwatch

Lower MODE

Toggles between Stopwatch /

Simulation Speed / Zoom Factor

Upper Mode

Switches between Local Time and

Zulu Time (indicated by a yellow spot)

SUPPLEMENTS

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CESSNA 400 GLIDE SLOPE

The Cessna 400 Glide Slope is an airborne navigation receiver which receives and interprets glide slope signals from a groundbased Instrument Landing System

(ILS). It is used with the localizer function of a VHF navigation system when making instrument approaches to an airport. The glide slope provides vertical path guidance while the localizer provides horizontal track guidance.

The Cessna 400 Glide Slope system consists of a remotemounted receiver coupled to an existing navigation system, a panel-mounted indicator and an externally mounted antenna.

Operation of the Cessna 400 Glide

Slope system is controlled by the associated navigation system.

TO RECEIVE GLIDE SLOPE SIGNALS

[1] NAV Frequency

Select Knob --- Select desired localizer

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AUTOPILOT

GENERAL INFORMATION

The installed autopilot is a singleaxis (aileron control) autopilot with an additional altitude hold and glide slope hold function.

Roll and yaw motions of the airplane are sensed by the turn coordinator gyro. Deviation from the selected heading are sensed by the directional gyro. The computer-amplifier electronically c o m p u t e s t h e n e c e s s a r y correction and signals the actuator to move the ailerons to maintain the airplane in the commanded lateral attitude or heading.

BUTTONS

ON/OFF

The autopilot can be activated via the on/off switch located to the left of the large center knob.

The switch will turn to the offposition when the battery is switched off.

HDG SEL

By engaging this button the airplane will turn to and maintain t h e h e a d i n g selected via the b u g o n t h e d i r e c t i o n a l indicator.

NAV TRK

By engaging this button the airplane will hold a radial selected on NAV1. It is possible to engage both HDG SEL and NAV TRK simultanously. HDG

SEL is given priority until a VOR radial is intercepted, at which point the HDG SEL button will disengage and the aircraft will turn to and track the radial. This mode is generally unavailable if an active frequency is not selected.

HI SENS

By depressing this button the aircraft will track a localizer frontcourse and also the glide slope.

BCK CRS

This mode permits tracking of the back course localizer.

generally unavailable if an active frequency is not selected.

CENTER BANK KNOB

The center knob provides variable aileron control to execute a standard rate turn. In the default state, the knob is off (pushed in).

Clicking on the center of the knob will pull it in the on position, engaging the wing leveler.

With the knob pulled out moving it into the right position the aircraft will enter a standard rate turn to the right. Moving it into the left position the aircraft will enter a standard rate turn to the left. Re-centering the knob from either the left or right position will re-engage the wing leveler.

AUTOPILOT PROCEDURES

BEFORE TAKE-OFF AND LANDING

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

INFLIGHT WINGS LEVELING

[1]

[2]

[3]

Rudder Trim

A/P turn knob

A/P on/off switch

--- ADJUST for zero slip

--- CENTER and PULL out

--- ON

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SUPPLEMENTS

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[4]

[5]

[6]

NAV INTERCEPT (VOR/LOC)

[1]

[2]

[3]

A/P turn knob

NAV Receiver OBS

Heading Selector

Directional Gyro

HI SENS button

BCK CRS button

[7] A/P turn knob

--- CENTER and PULL

--- SET desired course

--- ROTATE bug to selected

course

--- SET for magnetic

heading

--- PUSH for localizer

intercepts

--- PUSH ONLY if inter-

cepting front course

outbound or back

course inbound

--- PUSH

CAUTION:

With BCK CRS button pushed in and localizer frequency selected, the CDI on selected nav radio will be reversed e v e n w h e n t h e a u t o p i l o t switch is OFF.

NOTE:

Airplane will automatically t u r n t o a 4 5 ° i n t e r c e p t angle.

NAV TRACKING (VOR/LOC)

[1] NAV TRK button

[2] HI SENS button

--- PUSH when CDI centers

and airplane heading

is within 10° of course

heading

--- Disengage for enroute

omni tracking

HEADING SELECT

[1]

[2]

Directional Gyro

Heading Selector

[3] HD SEL Button

--- SET to magnetic heading

--- ROTATE bug to desired

heading

--- PUSH

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