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172 P
Pilot Operating Handbook
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Cessna 172 P Pilot Operating Handbook

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Page 1
Dreamfleet 2000
CESSNA MODEL 172 P
POH
THIS MANUAL IS INTENDED FOR FLIGHT SIMULATION USE ONLY. NO RESPONSIBILITY FOR TYPOGRAPHIC OR OTHER ERRORS IS TAKEN.
Page 2
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.
FOREWORD
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
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SECTION 1
TABLE OF CONTENTS
GENERAL INFORMATION
TOC
•Introduction
•Performance-Specifications
•Dimensions
•Descriptive Data
-Engine
-Propeller
-Fuel
-Oil
-Maximum Certificated Weight
-Standard Airplane Weight
1 1 2 3 3 3 3 3 4 4
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INTRODUCTION
GENERAL INFORMATION
PAGE 1
This handbook includes the material required to be furnished
to the pilot by CAR Part 3. Section 1 provides basic data and
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
75% power at 8000 ft
50 gallons usable fuel
75% power at 8000 ft
62 gallons usable fuel
Maximum Range at 10000 ft
40 gallons usable fuel
Maximum Range at 10000 ft
50 gallons usable fuel
Maximum Range at 10000 ft
62 gallons usable fuel 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
PROPELLER: Fixed Pitch, Diameter
Standard Tanks
Long Range Tanks
Integral Tanks
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
information of general interest.
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
5‘-4.15‘‘
26‘-11‘‘
11‘-4‘‘
GENERAL INFORMATION
PAGE 2
8‘-9 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 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‘‘
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DESCRIPTIVE DATA
ENGINE
GENERAL INFORMATION
PAGE 3
- Number of engines: 1
- Engine Manufacturer: Avco Lycoming
- Engine Model Number: O-320­D2J
- Engine Type: Normally
PROPELLER
- Propeller Manufacturer: McCauley Accessory Division.
- Propeller Model Number: 1C160/DTM7557
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.
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
- Number of Blades: 2
- Propeller Diameter, Maximum: 75 inches, Minimum: 74 inches.
- Propeller Type: Fixed Pitch
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.
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.
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MAXIMUM CERTIFICATED WEIGHT
GENERAL INFORMATION
PAGE 4
-Ramp Normal Category: 2407 lbs Utility Category: 2107 lbs
-Takeoff Normal Category: 2400 lbs Utility Category: 2100 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
-Landing Normal Category: 2400 lbs Utility Category: 2100 lbs
Skyhawk II Normal Category: 967 lbs Utility Category: 667 lbs
NOTE: The maximum combined weight capacity for baggage areas 1 and 2 is 120 lbs
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SECTION 2
TABLE OF CONTENTS
LIMITATIONS
TOC
•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
1 1 2 2
3 3
3 3
3 4
4 4 5 5
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AIRSPEED LIMITATIONS
LIMITATIONS
PAGE 1
Airspeed Limitations and their operational significance are shown in figure 2-1. Maneuvering
SPEED KCAS KIAS REMARKS
Never Exceed Speed
V
NE
Maximum Structural
V
NO
Cruising Speed
Maneuvering Speed:
V
A
2400 Pounds 2000 Pounds 1600 Pounds
FE
Maximum Flaps Extended
V
Speed:
10° Flaps 10° - 30° Flaps
speed shown apply to normal category operations. The utility category maneuvering speed is
Do not exceed this speed
97 91 81
84
158
in any operation
Do not exceed this speed
127
except in smooth air, and then only with caution
Do not make full or abrupt
99
control movements above
92
this speed
82
Do not exceed this speed
110
with flaps down
85
152
123
108
102 KIAS at 2100 pounds.
Maximum Window Open Speed
152
158
AIRSPEED INDICATOR MARKINGS
Airspeed Indicator markings and their color code significance
MARKING KIAS VALUE SIGNIFICANCE OR RANGE
White Arc
Green Arc
Yellow Arc
Red Line
33 - 85
44 - 127
127 - 158
158
areshown in figure 2-2.
Full Flap Operating Range. Lower limit is maximum weight V in landing configuration. Upper limit is maximum speed permissible with flaps extended. Normal Operating Range. Lower limit is maximum weight V at most forward 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.
Do not exceed this speed with windows open
Figure 2-1. Airspeed Limitations
S0
S
Figure 2-2. Airspeed Indicator Makings
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POWER PLANT LIMITATIONS
LIMITATIONS
PAGE 2
-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.
POWER PLANT INSTRUMENT MARKINGS
Power plant instrument markings and their color code significance are shown in figure 2-3
RED LINE GREEN ARC RED LINE
INSTRUMENT
MINIMUM NORMAL MAXIMUM LIMIT OPERATING LIMIT
NOTE: The static RPM range at full throttle (carburetor heat off and mixrure leaned to maximize RPM) is 2300 tp 2420 RPM.
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
(1.5 gal. Unusable
(2.0 gal. Unusable
(3.0 gal. Unusable
- - -
- - -
25 psi
E
Each Tank)
E
Each Tank
R
Each Tank)
- - -
Figure 2-3 Power Plant Instrument Markings
2100-2450 RPM 2100-2575 RPM 2100-2700 RPM
100°-245°F
60-90 psi
- - -
- - -
- - -
4.5 - 5.5 in. Hg
2700 RPM
245°F
115 psi
- - -
- - -
- - -
- - -
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WEIGHT LIMITS
LIMITATIONS
PAGE 3
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.
CENTER OF GRAVITY LIMITS
NORMAL CATEGORY
UTILITY CATEGORY
NOTE: The maximum combined weight capacity for baggage areas 1 and 2 is 120 lbs.
-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.
-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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LIMITATIONS
PAGE 4
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
MANEUVER
Chandelles Lazy Eights Steep Turns Spins Stalls (except Whip Stalls)
*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 the airplane is clean in 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
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 aerobatic maneuvers are approved except those listed below:
RECOMMENDED ENTRY SPEED*
105 knots 105 knots
95 knots Slow Deceleration Slow Deceleration
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 with flaps extended are prohibited.
FLIGHT LOAD FACTOR LIMITS
NORMAL CATEGORY
Flight Load Factors (maximum Takeoff Weight - 2400 lbs):
UTILITY CATEGORY
Flight Load Factors (maximum Takeoff Weight - 2100 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.
*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.
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KINDS OF OPERATIONAL LIMITS
LIMITATIONS
PAGE 5
The airplane is equipped for day VFR and may be equipped for night VFR and/or IFR operations. FAR Part 91 establishes the minimum required
FUEL LIMITATIONS
Fuel Capacity:
Standard Tanks: Total Capacity: 43 gallons Total Capacity Each Tank: 21.5 gallons Tatal Usable: 40 gallons Long Range Tanks: Total Capacity: 54 gallons Total Capacity Each Tank: 27 gallons Tatal Usable: 50 gallons Integral Tanks: Total Capacity: 68 gallons Total Capacity Each Tank: 34 gallons Tatal Usable: 62 gallons
instrumentation and equipment for these operations. The refer­ence to types of flight operations on the operating limitations placard reflects equipment
installed at the time of Airworthiness Certificate issuance. Flights into known icing conditions is prohibited.
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
-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
1 1
1 1 2
2 2 3
3 4 4 4 4 5
5 5
6 6
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INTRODUCTION
EMERGENCY PROCEDURES
PAGE 1
This Section provides checklists and amplified procedures for coping with emergencies that might occur. Emergencies caused by airplane or engine 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
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
basic guidelines described in this section should be considered and applied as necessary to correct the problem. •
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 AFTER TAKEOFF
[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
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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 WITHOUT ENGINE 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
EMERGENCY PROCEDURES
PAGE 2
PRECAUTIONARY LANDING WITH ENGINE 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 Switch
and Electrical Switches --- OFF [5] Wing Flaps --- 30° (on final approach) [6] Airspeed --- 60 KIAS [7] Master Switch --- OFF [8] Doors --- UNLATCH PRIOR
[9] Touchdown --- SLIGHTLY TAIL LOW [10] Ignition Switch --- OFF [11] Brakes --- APPLY HEAVILY
TO TOUCHDOWN
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DITCHING
EMERGENCY PROCEDURES
PAGE 3
[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 WIND
Lgt. 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
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 --- 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 --- SECURE
a. Master Switch --- OFF b. Ignition Switch --- OFF c. Fuel Selector Valve --- OFF
[9] Fire --- EXTINGUISH using fire
[10] Fire Damage --- INSPECT
extinguisher, wool blanket
or dirt
...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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ENGINE FIRE IN FLIGHT
[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
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 for continuance of flight:
EMERGENCY PROCEDURES
PAGE 4
If fire is not extinguished, in­crease glide speed to find an airspeed which will provide an incombustible mixture
WARNING: After discharging an extinguisher within closed cabin, ventilate the cabin!
[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
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
WARNING: After discharging an extinguisher within closed cabin, ventilate the cabin!
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] Approach --- NORMAL [2] Touchdown --- GOOD TIRE FIRST
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS
AMMETER SHOWS EXCESSIVE RATE OF DISCHARGE
EMERGENCY PROCEDURES
PAGE 5
NOTE: Try to hold airplane off flat tire as long as possible.
[1] Alternator --- OFF [2] Alternator Circuit
Breaker --- PULL
[3] Nonessential Electrical
Equipment --- OFF
[4] Flight --- TERMINATE as soon
as practical
LOW-VOLTAGE LIGHT ILLUMINATES DURING 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 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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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 air
control to get maximum defroster heat and airflow. [4] Open the throttle to increase engine speed and minimize ice
build up on propeller blades. [5] 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 mix-
ture for maximum RPM, if carburetor heat is used continously. [6] Plan a landing at the nearest airport. With an extremely rapid
ice build-up, select a suitable „off airport“ landing site. [7] With an ice accumulation of 1/4 inch or more on the wing
leading edges, be prepared for significantly higher stall speed. [8] 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. [9] Open left window and, if practical, scrape ice from a portion of
the 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 the
accumulation. [12] Perform a landing in level attitude.
EMERGENCY PROCEDURES
PAGE 6
STATIC SOURCE BLOCKAGE (Erroneous Instrument Reading Suspected)
[1] Alternate Static Source
Valve --- PULL ON [2] Airspeed --- Consult appropriate
calibration tables in Section 5
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SECTION 4
TABLE OF CONTENTS
NORMAL PROCEDURES
TOC
•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
1 1 1 2 2
3 3 3 3 4 4
4 5 5 5 5
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INTRODUCTION
NORMAL PROCEDURES
PAGE 1
Section 4 provides checklists and amplified procedures for
the conduct of normal 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
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
lesser weight. However, to achieve the performance specified in Section 5 for takeoff distance, the speed
70 - 80 KIAS
75 - 85 KIAS 70 - 80 KIAS
65 - 75 KIAS 60 - 70 KIAS
15 KNOTS
appropriate to the particular weight must be used.
56 KIAS
76 KIAS 71 KIAS 60 KIAS 65 KIAS
61 KIAS
55 KIAS
99 KIAS 92 KIAS 82 KIAS
BEFORE STARTING ENGINE
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,
[5] Brake --- TEST and SET [6] Circuit Breakers --- CHECK IN
Electrical Equipment --- OFF
CAUTION: The Avionics Power Switch must be OFF during engine start to prevent possible damage to avionics.
Page 23
SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |
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
NORMAL PROCEDURES
PAGE 2
Prime 2 to 6 strokes; none if engine is warm
BEFORE TAKEOFF
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 --- CHECK
b. Carburetor Heat --- CHECK (for RPM drop)
c. Engine Instru-
ments and Ammeter --- CHECK
d. Suction Gauge --- CHECK [9] Throttle --- 1000 RPM or LESS [10] Radios --- SET [11] Autopilot (if installed) --- OFF [12] Air Conditioner (if
[13] Strobe Lights --- AS DESIRED [14] Brakes --- RELEASE
installed) --- OFF
RPM drop should not exceed 125 RPM on either magneto or 50 RPM difference between magnetos
Page 24
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)
NORMAL PROCEDURES
PAGE 3
ENROUTE CLIMB
ENROUTE CLIMB
[1] Airspeed --- 70 - 80 KIAS [2] Throttle --- FULL OPEN [3] Mixture --- RICH (above 3000 feet
LEAN to obtain max RPM)
CRUISE
CRUISE
[1] Power --- 2100 - 2700 RPM
[2] Elevator and Rudder
Trim (if installed) --- ADJUST
[3] Mixture --- LEAN
If a maximum performance climb is necessary, use speeds shown in the Rate of Climb chart in Section 5.
(no more than 75% recommended)
Page 25
SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |
DESCENT
DESCENT
[1] Fuel Selector Valve --- BOTH [2] Mixture --- ADJUST for smooth
operation [3] Power --- AS DESIRED [4] Carburetor Heat --- FULL HEAT AS REQUIRED
BEFORE LANDING
BEFORE LANDING
[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
NORMAL PROCEDURES
PAGE 4
LANDING
NORMAL LANDING
[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
Page 26
SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |
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)
NORMAL PROCEDURES
PAGE 5
AFTER LANDING
AFTER LANDING
[1] Wing Flaps --- UP [2] Carburetor Heat --- COLD
SECURING AIRPLANE
SECURING AIRPLANE
[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
Page 27
SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |
SECTION 5
TABLE OF CONTENTS
PERFORMANCE
TOC
•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
1 1 2 2 3 4 5 6 7 7 8
9, 10
10, 11
12
Page 28
SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |
EXAMPLE
PERFORMANCE
PAGE 1
Throughout this Section we will consider the following specifications an example to demonstrate usage of the performance charts.
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
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
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
3200 feet 2000 feet
30°C
320 nm
5500 feet
20°C
10 knot headwind
3000 feet 2000 feet
25°C
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
12 Knots
9 Knots
This results in the following distances, corrected for wind:
Ground roll, zero wind Decrease in ground roll (1200 Feet 13%) Corrected Ground Roll
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
10% = 13% Decrease
takeoff chart. The correction for a 12 knot headwind is:
1200 Feet 2220 Feet
1200
156
1044
2220
289
1931
Page 29
SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |
CRUISE
PERFORMANCE
PAGE 2
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 deter­mined based on several considerations. These include the cruise performance
Power True airspeed Cruise fuel flow
FUEL REQUIRED
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
66%
112 knots
7.4 GPH
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: •
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
16°C 10°C
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
10% = 16% Increase
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:
1.6
0.3
1.9 gal.
Page 30
SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |
PERFORMANCE
PAGE 3
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:
Therefor, the time required for the 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:
Total distance Climb distance Cruise distance
112
-10 knots
102
308 nm 102 knots
3.0 hours 7.4 gallons/hour = 22.2 gallons
45 60
= 3.0 hours
7.4 gallons/hour = 5.6 gallons
320
-12
308
nm
Engine start, taxi, takeoff Climb Cruise Reserve Total fuel required
Once the flight is underway, ground speed checks will provide a more accurate basis
LANDING
A procedure similar to takeoff should be used for estimating the landing distance at the
Ground roll Total distance to clear a 50-foot obstacle
1.1
1.9
22.2
5.6
30.8
for estimating the time enroute and the corresponding fuel required to complete the trip
destination airport. Figure 5-10 presents landing distance information for the short field
gallons
with ample reserve.
technique. The distance corresponding to 2000 feet and 30°C are as follows:
610
feet
1390
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.
•
Page 31
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
HEATER/VENTS AND WINDOWS CLOSED
FLAPS UP NORMAL KIAS
ALTERNATE KIAS FLAPS 10° NORMAL KIAS
ALTERNATE KIAS FLAPS 30° NORMAL KIAS
ALTERNATE KIAS
50 56
40 49
40 47
60 62
50 55
50 53
50 51
40 40
40 48
70 70
60 62
60 61
60 61
50 51
50 50
80 79
70 70
70 70
70 71
60 61
60 60
90 89
80 79
80 80
80 82
70 71
70 70
100
98
90 89
85 84
90 91
80 81
80 79
110 107
100
98
---
---
100 101
90 90
85 83
120 117
110 108
---
---
110 111
100
130 126
99
---
---
---
---
---
---
120 121
110 108
---
---
140 135
---
---
---
---
130 131
---
---
---
---
150 145
---
---
---
---
140 141
---
---
---
---
160 154
---
---
---
---
PERFORMANCE
PAGE 4
NORMAL STATIC SOURCE
---
---
---
---
---
---
HEATER/VENTS OPEN AND WINDOWS CLOSED
FLAPS UP NORMAL KIAS
ALTERNATE KIAS FLAPS 10° NORMAL KIAS
ALTERNATE KIAS FLAPS 30° NORMAL KIAS
ALTERNATE KIAS
WINDOWS OPEN
FLAPS UP NORMAL KIAS
ALTERNATE KIAS FLAPS 10° NORMAL KIAS
ALTERNATE KIAS
FLAPS 30° NORMAL KIAS
ALTERNATE KIAS
40 36
40 38
40 34
40 26
40 25
40 25
50 48
50 49
50 47
50 43
50 43
50 41
60
70
59
60 59
60 57
60 57
60 57
60 54
80
70
80
70
80
69
79
70
80
67
77
70
80
70
82
70
80
69
80
70
80
67
78
Figure 5-1 Airspeed Calibration (Sheet 2 of 2)
90 89
90 88
85 81
90 93
90 91
85 84
100
99
100
97
---
---
100 103
100 101
---
---
110 108
110 106
---
---
110 113
110 111
---
---
120 118
---
---
---
---
120 123
---
---
---
---
130 128
---
---
---
---
130 133
---
---
---
---
ALTERNATE STATIC SOURCE
140 139
---
---
---
---
140 143
---
---
---
---
Page 32
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
ANGLE OF BANK
WEIGHT
LBS
2400
FLAP
DEFLECTION
UP 10° 30°
0° 30° 45° 60°
KIAS
KCAS 44 35 33
51 48 46
KIAS
47 38 35
KCAS
55 52 49
KIAS
52 42 39
KCAS
61 57 55
KIAS
62 49 47
PERFORMANCE
PAGE 5
KCAS
72 68 65
MOST FORWARD CENTER OF GRAVITY
WEIGHT
LBS
2400
FLAP
DEFLECTION
UP 10° 30°
0° 30° 45° 60°
KIAS
KCAS
44
52
37
49
33
46
ANGLE OF BANK
KIAS
KCAS
47
56
40
53
35
49
KIAS
KCAS 52 44 39
Figure 5-3 Stall Speeds
62 58 55
KIAS
62 52 47
KCAS
74 69 65
Page 33
SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |
TAKEOFF DISTANCE
PERFORMANCE
PAGE 6
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
TAKEOFF
SPEED
WEIGHT
LBS
KIAS
LIFT
OFFAT50 FT
56512400
54492200
PRESS
ALT
FT
S.L 1000 2000 3000 4000 5000 6000 7000 8000
S.L 1000 2000 3000 4000 5000 6000 7000 8000
GRND
ROLL
795 875
960 1055 1165 1285 1425 1580 1755
650 710 780 855
945 1040 1150 1270 1410
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.
0°C 10°C 20°C 30°C 40°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
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
50 FT OBS
TOTAL
TO CLR
1945 2155 2395 2685 3030 3455 3990
- - - -
- - - -
1575 1735 1915 2130 2375 2665 3020 3450 4005
525
S.L
51462000
1000 2000 3000 4000 5000 6000 7000
8000
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 34
SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |
MAXIMUM RATE OF CLIMB
PERFORMANCE
PAGE 7
WEIGHT
LBS
2400
PRESS
ALT
FT
S.L. 2000 4000 6000 8000
10000 12000
CLIMB SPEED
KIAS
76 75 74 73 72 71 70
RATE OF CLIMB - FPM
-20°
805 695 590 485 380 275 175
0°
745 640 535 430 330 225 125
Figure 5-5. Maximum Rate of Climb
20°
685 580 480 375 275 175
- - -
40°
625 525 420 320 220
- - -
- - -
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
2400 S.L.
PRESSURE
ALTITUDE
FT
1000 2000 3000 4000 5000 6000 7000 8000
9000 10000 11000 12000
CLIMB
TEMP
°C
15 13 11
9 7 5 3 1
-1
-3
-5
-7
-9
RATE OF
SPEED
KIAS
Figure 5-6. Time, Fuel, and Distance to Climb
76 76 75 75 74 74 73 72 72 71 71 70 70
CLIMB
FPM
700 655 610 560 515 470 425 375 330 285 240 190 145
FROM SEA LEVEL
TIME
MIN
0 1 3 5 7
9 11 14 17 20 24 29 35
FUEL USED
GALLONS
0.0
0.3
0.6
1.0
1.4
1.7
2.2
2.6
3.1
3.6
4.2
4.9
5.8
DISTANCE
NM
0 2 4 6
9 11 14 18 22 26 32 38 47
CONDITIONS: Flaps Up Full Throttle Standard Temperature
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.
Page 35
SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |
CRUISE PERFORMANCE
PERFORMANCE
PAGE 8
PRESS
ALT
FT
2000
4000
6000
RPM
2500 2400 2300 2200 2100
2550 2500 2400 2300 2200 2100
2600 2500 2400 2300 2200 2100
20°C BELOW
STANDARD TEMP
%
BHP KTAS GPH
- - ­72 65 58 52
- - ­72 69 62 56 51
- - ­73 66 60 54 49
- - ­110 104
- - ­115 109 104
- - ­114 108 103
99 92
98 91
96 90
- - -
8.1
7.3
6.6
6.0
- - -
8.6
7.8
7.0
6.3
5.8
- - -
8.2
7.4
6.7
6.1
5.7
STANDARD
TEMPERATURE
%
BHP KTAS GPH
76 69 62 55 50
76 73 65 59 54 48
77 69 63 57 52 47
114 109 103
117 114 108 102
119 113 107 101
97 91
96 89
95 88
8.5
7.7
6.9
6.3
5.8
8.5
8.1
7.3
6.6
6.1
5.7
8.6
7.8
7.0
6.4
5.9
5.5
20°C ABOVE
STANDARD TEMP
%
BHP KTAS GPH
72 65 59 53 48
72 69 62 57 51 47
72 66 60 55 50 46
114 108 102
116 113 107 101
118 112 106
96 89
94 88
99 92 86
8.1
7.3
6.6
6.1
5.7
8.1
7.7
7.0
6.4
5.9
5.5
8.1
7.4
6.7
6.2
5.8
5.5
CONDITIONS: 2400 Pounds
8000
10000
12000
2650 2600 2500 2400 2300 2200
2600 2500 2400 2300 2200
2550 250 2400 2300
77 70 63 57 52
74 67 61 55 50
67 64 59 53
- - ­119 113 106 101
118 112 106 100
114 111 105
95
93
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
117 111 105
112 109 103
8.6
8.2
7.4
6.7
6.2
93
5.8
7.8
7.1
6.5
98
6.0
91
5.7
7.1
6.8
6.3
96
5.9
Figure 5-7. Cruise Performance
73 69 63 58 53 49
66 61 56 51 47
61 59 54 50
120 117 111 104
97 91
115 109 102
96 89
111 107 100
94
8.1
7.8
7.1
6.5
6.0
5.7
7.4
6.8
6.3
5.9
5.6
6.9
6.6
6.1
5.8
Page 36
SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |
RANGE PROFILE
PERFORMANCE
PAGE 9
12000
10000
8000
6000
ALTITUDE - FEET
4000
2000
S.L.
101
114
KIAS
KIAS
FULL THROTTLE
120 KIAS
118 KIAS
75% POWER
112 KIAS
109 KIAS
65% POWER
105 KIAS
55% POWER
99 KIAS
96 KIAS
RANGE - NAUTICAL MILES
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
600550500450400
RANGE PROFILE
12000
114 KIAS
10000
FULL THROTTLE
8000
6000
ALTITUDE - FEET
4000
2000
S.L.
120 KIAS
118 KIAS
75% POWER
112 KIAS
109 KIAS
65% POWER
105 KIAS
RANGE - NAUTICAL MILES
101 KIAS
99 KIAS
55% POWER
96 KIAS
45 MINUTE RESERVE 50 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
750700650600550
Page 37
SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |
RANGE PROFILE
PERFORMANCE
PAGE 10
12000
10000
8000
6000
ALTITUDE - FEET
4000
2000
S.L.
FULL THROTTLE
120 KIAS
118 KIAS
75% POWER
112 KIAS
65% POWER
105 KIAS
RANGE - NAUTICAL MILES
114 KIAS
109 KIAS
101 KIAS
99 KIAS
55% POWER
96 KIAS
900850800750700
45 MINUTE RESERVE 62 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
950
ENDURANCE PROFILE
12000
10000
8000
FULL THROTTLE
6000
ALTITUDE - FEET
4000
65% POWER
2000
75% POWER
55% POWER
S.L.
ENDURANCE - HOURS
45 MINUTE RESERVE 40 GALLONS USABLE FUEL
CONDITIONS: 2400 Pounds Recommended Lean Mixture for Cruise Standard Temperature
Note: This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the distance during climb
76543
Page 38
SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |
ENDURANCE PROFILE
PERFORMANCE
PAGE 11
12000
10000
8000
6000
ALTITUDE - FEET
4000
2000
S.L.
FULL THROTTLE
75% POWER
ENDURANCE - HOURS
65% POWER
55% POWER
87654
45 MINUTE RESERVE 50 GALLONS USABLE FUEL
CONDITIONS: 2400 Pounds Recommended Lean Mixture for Cruise Standard Temperature
Note: This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the distance during climb
ENDURANCE PROFILE
12000
10000
8000
6000
ALTITUDE - FEET
4000
2000
S.L.
FULL THROTTLE
75% POWER
65% POWER
ENDURANCE - HOURS
55% POWER
45 MINUTE RESERVE 62 GALLONS USABLE FUEL
CONDITIONS: 2400 Pounds Recommended Lean Mixture for Cruise Standard Temperature
Note: This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the distance during climb
109876
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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
PRESS
ALT
FT
S.L 1000 2000 3000 4000 5000 6000 7000 8000
0°C 10°C 20°C 30°C 40°C
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
Figure 5-10. Landing Distance
GRND
ROLL
585 610 630 655 680 705 730 760 790
TOTAL
TO CLR
50 FT OBS
1350 1390 1425 1460 1500 1540 1580 1630 1675
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SECTION 6
TABLE OF CONTENTS
AIRPLANE & SYSTEMS DESCRIPTION
TOC
•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
1 2 2 2 2 3 3 3 4 4 6 6 6 6 7 7
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AIRPLANE & SYSTEMS DESCRIPTION
INSTRUMENT PANEL
3 9 11
1 2 4 5 6 7 8 10
PAGE 1
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
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ENGINE OIL SYSTEM
AIRPLANE & SYSTEMS DESCRIPTION
PAGE 2
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 magnetos except for 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
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.
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 will result in a loss of approximately 75 to 150 RPM.
•
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. •
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COOLING SYSTEM
AIRPLANE & SYSTEMS DESCRIPTION
PAGE 3
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
PROPELLER
The airplane is equipped with a two-bladed, fixed-pitch, one-piece
forged aluminium alloy propeller wich is anodized to retard
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 quantity
tansmitter
left fuel tank
vent with
check valve
to engine
drain valve
fuel
strainer
engine primer
carburetor
selector
valve
FUEL TANKS
STANDARD LONG RANGE LONG RANGE (INTEGRAL)
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
vented filler capfiller cap
drain valve
selector valve drain plug
to
engine
fuel quantity
tansmitter
right fuel tank
fuel strainer crain control
throttle control
mixture control
FUEL
LEVEL
FULL FULL FULL
cowling. No manual cooling system control is provided.
•
corrosion. The propeller is 75 inches in diameter. •
TOTAL FUEL
TOTAL
UNUSABLE
43 54 68
3 4 6
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 accomlished by an 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 float-type fuel quantity transmitters and indicated by two elictrically-operated fuel quantity
TOTAL
USABLE
40 50 62
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AIRPLANE & SYSTEMS DESCRIPTION
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
in both fuel tanks is 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 brake system properly 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
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
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.
•
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
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AIRPLANE & SYSTEMS DESCRIPTION
PAGE 5
source, the avionics power switch, labeled AVIONICS POWER, should be turned off to prevent any harmful transient voltage from damaging the avionics 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 switch should be used 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 AND LOW-VOLTAGE 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. Under these conditions, 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. •
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LIGHTING
AIRPLANE & SYSTEMS DESCRIPTION
PAGE 6
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
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
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 build-
up 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.
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. •
surface dischargers. •
Usually the ADF is first to be affected and VHF communication equipment is the last to be affected. •
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AIRPLANE & SYSTEMS DESCRIPTION
PITOT STATIC SYSTEM AND INSTRUMENTS
PAGE 7
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 pointer is actuated by atmospheric pressure changes resulting from changes of altitude
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 system
air filter
suction
gage
vacuum
pump
attitude
indicator
directional
indicator
vacuum relief valve and vacuum system airfilter on the left side of the firewall below the instrument panel, and instruments on the left side of the instrument panel.
overboard
vent line
vacuum relief
valve
inlet air
vacuum
discharge air
as supplied by static source.
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. •
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
SUPLEMENTS
TOC
•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
1 1 2 2 2 2 3 3 3
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DIGITAL CLOCK/TIMER
SUPPLEMENTS
PAGE 1
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)
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.
TO RECEIVE GLIDE SLOPE SIGNALS
[1] NAV Frequency
Select Knob --- Select desired localizer
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.
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AUTOPILOT
SUPPLEMENTS
PAGE 2
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 computes the necessary 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
the heading selected via the bug on the directional 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] Rudder Trim --- ADJUST for zero slip [2] A/P turn knob --- CENTER and PULL out
[3] A/P on/off switch --- ON
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NAV INTERCEPT (VOR/LOC)
[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
NAV TRACKING (VOR/LOC)
SUPPLEMENTS
PAGE 3
CAUTION: With BCK CRS button pushed in and localizer frequency selected, the CDI on selected nav radio will be reversed even when the autopilot switch is OFF.
NOTE: Airplane will automatically turn to a 45° intercept angle.
[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
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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