PILOT S OPERATING HANDBOOK LOG OF REVISIONS. Current Revisions to the Gavilan 358 Pilot s Operating Handbook, El Gavilan Report 1208

Transcription

1 PILOT S OPERATING HANDBOOK LOG OF REVISIONS Current Revisions to the Gavilan 358 Pilot s Operating Handbook, El Gavilan REV No. Revised Pages Description of Revision New First issue Rev. 1 ALL The following changes were made: Spelling and presentation format checked. In Title Page P/N added, UAEAC approved signature added. Effective Pages Format changed to indicate effectivity of each page. In Section 1. General: Added on footer Rev 1 In page 1-4 Three View Added Approved Propeller Models added in page 1-7. In Section 2. Limitations: Added on footer Rev 1 In Page 2-2 V FE updated in conformity to TIR Report In Page 2-4 Propeller Models Added In Page 2-4 propeller caution note changed to: Do NOT Operate above 38 inches of manifold pressure when propeller is between 2200 and 2400 RPM, if you are using a propeller with blades model F8468A In Pages 2-10 through 2-13 frames added to placards. In Section 3. Emergency Procedures: In Footer Rev. 1 added Paragraph Nos. Revised In Section 4. Normal Procedures: Frames added to Cautions and Warning Notes. Paragraph 4.3 Normal Procedures Checklist Preflight Check revised in following pages: 4-16, 4-18, 4-19, 4-22, 4-23, 4-24, 4-25, 4-26, In Section 5. Performance: In Footer Rev. 1 Added Tables 5-9, 5-14, 5-15 & 5-16 added. In Section 6. Weight and Balance: In Footer added Rev. 1 Paragraphs 6.6 to 6.11 added Figures 6.4 to 6.11 added In Section 7. Aircraft and Systems Descriptions: In footer Rev. 1 Added Spelling and Paragraph Nos. revised Approval Signature

2 PILOT S OPERATING HANDBOOK TABLE OF CONTENTS. SECTION General 1 Limitations 2 Emergency Procedures 3 Normal Procedures 4 Performance 5 Weight and Balance 6 Aircraft and Systems 7 (Reserved) 8 Supplements 9

3 Page 1-3 PILOT S OPERATING HANDBOOK EL GAVILAN S.A. GAVILAN 358 (MODEL EL-1C) Serial Number: Registration Number: El Gavilán P/N G This is an UAEAC required Airplane Flight Manual (AFM) UAEAC Approved: El Gavilán S.A. Bogotá, Colombia ISSUED: February 16, 1998 REVISED: DEC. 07, 2000 REVISED: Dec. 07, 2000

4 Page 1-4 SECTION 1 GENERAL Table of Contents Para. Title Page 1.1 Introduction Warnings, Cautions and Notes General Data Engine Propeller Fuel Oil Maximum Weights Standard Airplane Weight Specific Loading Cabin and Entry Dimensions (Inches) Baggage Space and Entry Dimensions Cargo Space and Entry Dimensions Symbols, Abbreviations and Terminology 11 Figures Page 1-1 EL-1C Three View Turning Clearances 5 REVISED: Dec. 07, 2000

5 Page 1-5 SECTION 1 GENERAL 1.1 INTRODUCTION This Pilot s Operating Handbook presents operational information to the pilot that is clear, concise and provides all information required by the Colombian Aeronautical Regulations (R.A.C.) plus additional information found appropriate by the manufacturer. This manual is the U.A.E.A.C. Approved Pilot s Operating Handbook required to be supplied with, and carried in, each Gavilan airplane by R.A.C. and contains all information required by R.A.C. section This handbook is not designed as, and its purpose is not intended to be, a flight instruction manual. It is not a substitute for adequate, competent flight training, knowledge of current Airworthiness Directives affecting the airplane or applicable aviation regulations. The manufacturer will occasionally supply revisions to this manual. The airplane may not be legally operated unless the manual is maintained in a current status by the insertion of revisions as periodically furnished by, and in accordance with, instructions supplied by the manufacturer. Assurance that the airplane is in an airworthy condition is the responsibility of the owner. The pilot in command is responsible for determining that the airplane is safe for flight. He is also responsible to see that all operations are conducted within the limitations defined by instrument markings, placards and those set forth in this manual. This manual is arranged to enhance its use in flight. However, it is not to be used solely as an occasional operating reference. The pilot must study this entire manua l and be familiar with all limitations, performance, procedures and operational handling characteristics of the airplane prior to flight. The information in this manual is divided into numbered (Arabic) sections, each of which is provided with a tab divider for quick reference to the desired section. LIMITATIONS, EMERGENCY and ABNORMAL PROCEDURES SECTIONS have been located ahead of NORMAL and PERFORMANCE SECTIONS and other sections so as to provide easier access to information that may be needed quickly in flight. Additionally, the EMERGENCY PROCEDURES SECTION is further identified with a RED divider tab to present instant reference to the section. Provisions for expansions have been made by the deliberate omission of certain paragraph numbers, figure numbers, item numbers and pages noted as being intentionally left blank. REVISED: Dec. 07, 2000

6 Page WARNINGS, CAUTIONS AND NOTES WARNINGS, CAUTIONS and NOTES are used to emphasize critical and important information, and are used as defined below: WARNING AN OPERATING PROCEDURE, PRACTICE OR A CONDITION WHICH, IF NOT CORRECTLY FOLLOWED OR CORRECTED, COULD RESULT IN SERIOUS PERSONAL INJURY OR LOSS OF LIFE. REVISED: Dec. 07, 2000

7 Re Mo CAUTION An operating procedure, practice or a condition which, if not strictly observed or corrected, could result in destruction of, or damage to equipment. NOTE An operating procedure, practice or condition which is important to emphasize. REVISED: Dec. 07, 2000

8 Page 2-8 REVISED: Dec. 07, 2000

9 Page 2-9 GAVILAN EL-1C THREE VIEW Figure 1-1 REVISED: Dec. 07, 2000

10 Page 2-10 TURNING CLEARANCES Figure 1-2 REVISED: Dec. 07, 2000

11 Page GENERAL DATA a. Wing Span (Feet) 42.0 b. Chord (Inches) 62.0 c. Wing Area (Square Feet) d. Wing Loading (Pounds per square foot 21.8 e. Airfoil Section NACA 4412 f. Dihedral 1.5 degrees g. Twist (Geometric) 2.5 degrees h. Aspect Ratio 7.7 i. Aileron Area (Square Feet) 19.6 j. Flap Area (Square Feet) 24.0 k. Horizontal Tail Surface Span (Feet) 15.3 l. Horizontal Tail Surface Area (Square Feet) 50.6 m. Horizontal Tail Airfoil Section NACA 0012 n. Vertical Tail Surface Area (Square Feet) 25.5 o. Vertical Tail Airfoil Section NACA ENGINE a. Manufacturer Textron L ycoming b. Model Number TIO540-W2A c. Rated Power (Horsepower) 350 d. Rated Speed (RPM) 2600 e. Maximum Manifold Pressure (In. Hg.) 50.6 f. Bore (Inches) 5.1 g. Stroke (Inches) 4.4 h. Displacement (Cubic Inches) i. Compression Ratio 7.3:1 j. Weight (Pounds, dry) 567 k. Type Six Cylinder, Direct Drive, Fuel injected, Turbocharger, Horizontally Opposed, Air Cooled REVISED: Dec. 07, 2000

12 Page PROPELLER El Gavilan 358, has been tested and approved with the following propeller models: a. Manufacturer Hartzell b. Model HC-C3YR-IRF/F8468A c. Number of Blades 3 d. Diameter (Inches) 86 e. Type Constant Speed, Controllable Pitch f. Manufacturer Hartzell g. Model HC-C3YR-IRF/F8468A-6R h. Number of Blades 3 i. Diameter (Inches) 80 j. Type Constant Speed, Controllable Pitch k. Manufacturer Hartzell l. Model HC-C3YR-IRF/F8468A-2R m. Number of Blades 3 n. Diameter (Inches) 84 o. Type Constant Speed, Controllable Pitch 1.6 FUEL (AVIATION GASOLINE ONLY) a. Fuel Capacity Maximum total (U.S. 107 Gallons) b. Useable Capacity (U.S. Gallons) 104 c. Minimum Aviation Grade 100(Green) or 100LL(Blue) d. Alternate Fuels: Refer to latest revision of Lycoming Service Instruction1070. Alcohol is NOT approved for use in this airplane. 1.7 OIL a. Oil Capacity (U.S. Quarts) 12 b. Oil Specification: Refer to latest revision of Lycoming Service REVISED: Dec. 07, 2000

13 Page 2-13 c. Recommended Seasonal Oil Grades AVERAGE AMBIENT TEMPERATURE Instruction 1014 (Latest revision). MIL-L ASHLESS DISPERSANT SAE GRADES All Temperatures 15W-50 or 20W-50 Above 80 deg. F 60 Above 60 deg. F 40 or to 90 deg. F 40 0 to 70 deg. F 30, 40 or 20W-40 Below 10 deg. F 30 or 20W-30 NOTE When operating temperatures overlap indicated ranges, use the next lighter grade oil. REVISED: Dec. 07, 2000

14 Page MAXIMUM WEIGHTS a. Ramp Weight (Pounds) 4500 b. Takeoff Weight (Pounds) 4500 c. Landing Weight (Pounds) 4500 d. Useful Load (Pounds, Approximate) 1700 e. Baggage 200 (See Section 6 for actual Useful Load or Section 8 for passenger and cargo configurations) 1.9 STANDARD AIRPLANE WEIGHT Standard Empty Weight (Pounds, Approximate) 2800 (See Section 6 for actual Empty Weight) 1.10 SPECIFIC LOADINGS a. Wing Loading (Pounds per square foot) 21.8 b. Power Loading (Pounds per horsepower) CABIN AND ENTRY DIMENSIONS a. Cabin Width (Inches, inside) 53.5 b. Cabin Length (Inches, Instrument Panel to rear Bulkhead) c. Cabin Height inside (Inches) 53.0 d. Cabin Entry: Height (Inches) 44.5 Width (Inches, Maximum) 24.0 e. Cockpit Entry (Pilot): Height (Inches) 48.0 Width (Inches, Maximum) 30.0 f. Cockpit Entry (Copilot/Emergency Exit): Height (Inches) 48.0 Width (Inches, Maximum) 30.0 REVISED: Dec. 07, 2000

15 Page BAGGAGE SPACE AND ENTRY DIMENSIONS a. Baggage Compartment: Height (Inches) 50.3 Width (Inches) 53.5 Length (inches) 24.0 Floor Loading (Pounds per Square Foot) 50.0 b. Baggage Compartment Entry: Height (Inches) 44.5 Length (Inches, Maximum) CARGO SPACE AND ENTRY DIMENSIONS (Cabin Seats Removed) a. Cargo Compartment: Height (Inches) 53.0 Width (inches) 53.5 Length (Inches) Floor Loading (Pounds per Square 50.0 Foot) b. Cargo Compartment Entry (Both doors open) Height (Inches) 44.5 Length (Inches) 48.0 REVISED: Dec. 07, 2000

16 Page SYMBOLS, ABBREVIATIONS AND TERMINOLOGY The following definitions are for symbols, abbreviations and terminology used throughout this manual and others, which may be of added operational assistance to the pilot: a. General Airspeed Terminology and Symbols CAS GS IAS KCAS KIAS KTAS TAS Vfe Vne Vno Vo Vs Calibrated Airspeed - The indicated speed of an aircraft, corrected for position and instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level. Ground Speed - The speed of an aircraft relative to the ground. Indicated Airspeed - The speed of an aircraft as shown on the airspeed indicator when corrected for instrument error. IAS values published in this manual assume zero instrument error. Calibrated Airspeed (In Knots). Indicated Airspeed (In knots). True Airspeed in knots. True Airspeed - The speed of an aircraft relative to undisturbed air, which is CAS, corrected for altitude and temperature. Maximum Flap Extended Speed - (The maximum speed allowable with the wing flaps in a prescribed position). Never Exceed Speed - The speed that may not be exceeded at any time. Maximum Structural Cruising Speed The speed that should not be exceeded except in smooth air, and then, only with caution. Operating Maneuvering Speed - The maximum speed at which application of full available aerodynamic control will not overstress the airplane. Stalling Speed or Minimum Steady Flight Speed - The minimum speed at which the airplane is controllable. REVISED: Dec. 07, 2000

17 Page SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Cont.) Vso V X V Y Stalling Speed or Minimum Steady Flight Speed - The minimum speed at which the airplane is controllable in the landing configuration at maximum gross weight. Best Angle of Climb Speed The speed at which the greatest gain of altitude is obtained in the shortest possible horizontal distance. Best Rate of Climb Speed The speed at which the greatest gain of altitude is obtained in the shortest possible time. b. Meteorological Terminology IND. PRESS. ALT. ISA Indicated Pressure Altitude The number actually read from an altimeter when the barometric sub-scale has been set to mb (29.92 in. Hg.). International Standard Atmosphere Atmosphere in which: (1) The air is a dry perfect gas; (2) The temperature at sea level is 15 deg. C (59 deg. F); (3) The atmospheric pressure at sea level is mb (29.92 in. Hg); (4) The temperature gradient from sea level to the altitude at which the temperature is deg. C (-69.7 deg. F) is deg. C( deg. F.) per foot and zero gradient above that altitude. OAT PRESS. ALT. STA. PRESS. Outside Air Temperature Free air static temperature obtained from in-flight temperature indications or ground meteorological sources. Pressure Altitude - The altitude measured from standard sea level pressure, mb (29.92 in. Hg) by a pressure or barometric altimeter. It is the indicated pressure altitude corrected for position and instrument error. In this manual, altimeter instrument errors are assumed to be zero. Station Pressure - Actual atmospheric pressure at a field elevation. REVISED: Dec. 07, 2000

18 Page SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Cont.) WIND The wind velocities recorded, as variables on the charts of this handbook are to be understood as the headwind or tailwind components of the reported winds. c. Power Terminology MAXIMUM CLIMB POWER MAXIMUM CRUISE POWER M.C.P. TAKEOFF POWER Maximum power permissible during climb. Maximum power permissible during cruise. Maximum Continuous Power Maximum power permissible continuously during flight. Maximum power permissible for takeoff. d. Engine Instruments CHT EGT/TIT MP Cylinder Head Temperature. Exhaust Gas Temperature/Turbine Inlet Temperature. Manifold Pressure. e. Airplane Performance and Flight Planning BALKED LANDING CLIMB GRADIENT DEMON- STRATED CROSSWIND VELOCITY An aborted landing in which takeoff power is applied with the flaps in the landing configuration. The demonstrated ratio of the change in height during a portion of a climb, to the horizontal distance traversed in the same time interval. The velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was demonstrated during certification flight tests. REVISED: Dec. 07, 2000

19 Page SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Cont.) f. Weight and Balance Terminology ARM BASIC EMPTY WEIGHT C.G. C.G. ARM C.G. LIMITS MAX. LANDING WEIGHT MAX. RAMP WEIGHT MAX. TAKEOFF WEIGHT MAX. ZERO FUEL WEIGHT MOMENT PAYLOAD The horizontal distance along the airplane fuselage from the Ref. Datum to the Sta., or Center of Gravity (CG), of an item. Standard Empty Weight plus optional equipment. Center of Gravity - The point at which an airplane would balance if suspended. Its distance from the Ref. Datum is found by dividing the total moment by the total weight of the airplane. The Arm obtained by adding the airplane's individual moments and dividing the sum by the total weight The extreme center of gravity locations within which the airplane must be operated at a given weight. Maximum weight approved for the landing touchdown. Maximum weight approved for operating and maneuvering on the ground (It includes the weight of fuel for starting, taxiing and run-up). Maximum weight approved for the start of the takeoff run. Maximum Weight exclusive of Usable Fuel. The product of the weight of an item multiplied by its arm. (Moment divided by a constant is used to simplify balance calculations by reducing the number of digits). Weight of occupants, cargo and/or baggage. REVISED: Dec. 07, 2000

20 Page SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Cont.) REF. DATUM An imaginary vertical plane from which all distances are measured for balance calculation purposes. STA. STANDARD EMPTY WEIGHT UNUSABLE FUEL USABLE FUEL USEFUL LOAD Station - A location along the airplane fuselage usually given in terms of distance from the Ref. Datum. Weight of a standard airplane including Unusable Fuel, full operating fluids and full oil Fuel remaining after U.A.E.A.C. fuel run out tests has been conducted. Unusable Fuel cannot be safely used in flight and must never be included in range or endurance computations. Fuel available for flight planning purposes. Difference between Maximum Takeoff Weight, or Maximum Ramp Weight if applicable, and Basic Weight. g. Miscellaneous Terminology RAC UAEAC Colombian Aeronautical Regulations Unidad Administrativa Especial de Aeronáutica Civil REVISED: Dec. 07, 2000

21 Page 2-21 SECTION 2 LIMITATIONS Table of Contents Para. Title Page 2.1 General Airspeed Limitations and Airspeed Instrument Markings Power Plant Limitations and Power Plant Instrument Markings Weight Limits Center of Gravity Limits Flight Load Limit Flight Load Factor Limits Kinds of Operations Limits Kinds of Operation Equipment List Maximum Operating Altitude Limit Maximum Passenger Seating Limits Allowed Lateral Fuel Loading Limits Other Limitations Placards 10 REVISED: Dec. 07, 2000

22 Page GENERAL SECTION 2 LIMITATIONS This section provides the U.A.E.A.C. approved operating limitations, instrument markings, color-coding and basic placards necessary for operation of the airplane and its systems. This airplane must be operated in compliance with the operating limitations stated in this section of the U.A.E.A.C. approved Pilot s Operating Handbook. Limitations associated with optional systems and equipment requiring Operating Handbook supplements will be provided separately, according to the configuration supplied by the manufacturer. 2.2 AIRSPEED LIMITATIONS AND AIRSPEED INSTRUMENT MARKINGS REVISED: Dec. 07, 2000

23 Page 3-23 NOTE Airspeeds listed in this manual are expressed in KIAS. Assume zero instrument error unless otherwise noted. SPEED Never Exceed Speed (Vne) (Do not exceed this speed in any operation). Operating Maneuvering Speed (Vo) (Do not make full or abrupt control movements above this speed). Maximum Structural Cruising Speed (Vno) (Do not exceed this speed except in smooth air and then only with caution). KIAS Maximum Flaps Extended Speed (Flaps 15 Deg) 107 Maximum Flaps Extended Speed (Flaps 30 Deg) 107 Maximum Flaps Extended Speed (V FE ) (Do not exceed this speed with full flaps) 107 REVISED: Dec 07,2000

24 Page AIRSPEED LIMITATIONS AND AIRSPEED INSTRUMENT MARKINGS (Cont.) CAUTION The "Operating Maneuvering Speed" presented above (123 KIAS) is the maximum speed which is appropriate to the airplane at maximum gross weight. Do not exceed Operating Maneuvering Speed while operating in rough air. AIRSPEED INDICATOR MARKINGS Red Radial Line Yellow Arc Green Arc White Arc 155 KIAS 123 to 155 KIAS 63 to 123 KIAS 58 to 107 KIAS 2.3 POWER PLANT LIMITATIONS AND POWER PLANT INSTRUMENT MARKINGS Power Plant Limitations Engine Manufacturer Engine Model Number Textron Lycoming TIO-540-W2A Engine Operating Limits: Maximum Continuous Power Maximum Engine Speed Maximum Manifold Pressure Maximum Cyl. Head Temp Maximum Oil Temp 350 BHP Rating 2600 RPM 50.6 Inches Hg. 450 Degrees F 245 Degrees F REVISED: Dec 07,2000

25 Page POWER PLANT LIMITATIONS AND POWER PLANT INSTRUMENT MARKINGS (Cont.) Oil Pressure Minimum Maximum 25 PSI 115 PSI Fuel Pressure Maximum 65 PSI Exhaust Gas temp Degrees F Propeller: Propeller Manufacturer Propeller Model(s) Number: Hartzell HC-C3YR-1RF/F8468A-6R Propeller Diameter: Maximum 80 No Cut Off Allowed Propeller Blade Angle at 30 inch station: Low HC-C3YR-1RF/F8468A-2R Propeller Diameter: Maximum 84 Minimum 78 HC-C3YR-1RF/F8468A Propeller Diameter: Maximum 86 Minimum Degrees High 34.0 Degrees CAUTION Do NOT operate the engine above 38 inches of manifold pressure when propeller is between 2200 and 2400 RPM, if you are using a propeller with blades model F8468A This is valid only for blades F8468A. 2.3 POWER PLANT LIMITATIONS AND POWER PLANT INSTRUMENT MARKINGS (cont.) REVISED: Dec 07,2000

26 Page 3-26 Fuel: Fuel Cap. Maximum total (U.S. 107 Gallons) Usable Capacity (U.S. Gallons) 104 Minimum Aviation Grade 100 (Green) or 100LL (Blue) Alternate Fuels Refer to latest revision of Lycoming Service Instruction1070. Alcohol is NOT approved for use in this airplane. Oil: Oil Capacity (U.S. Quarts) 12 Oil Specification Refer to latest revision of Lycoming Service Instruction1014. (Latest revision) Recommended Seasonal Oil Grades: AVERAGE AMBIENT TEMPERATURE All Temperatures Above 80 deg. F Above 60 deg. F MIL-L ASHLESS DISPERSANT SAE GRADES SAE15W50 or SAE20W50 SAE60 SAE40 or SAE50 30 to 90 deg. F SAE40 0 to 70 deg. F SAE30, 40 or SAE20W40 0 to 90 deg. F SAE20W50 or SAE15W50 Below 10 deg. F SAE30 or SAE20W30 REVISED: Dec 07,2000 NOTE When operating temperatures overlap indicated ranges, use the next lighter grade oil. 2.3 POWER PLANT LIMITATIONS AND POWER PLANT INSTRUMENT MARKINGS (cont.) Power Plant Instrument Markings:

27 Red Line Yellow Arc Green Arc Page 3-27 Maximum and/or Minimum Caution Range Normal Operating Range a.)tachometer: Radial Red Line Green Arc 2600 RPM RPM b.)manifold Pressure (MP): Red Radial Line 50.6 In-Hg c.)cylinder Head Temperature (CHT): Radial Red Line Green Arc Yellow Arc 450 Deg F Deg F Deg F d.)exhaust Gas Temperature (EGT)/(TIT): Radial Red Line Green Arc 1650 Deg F 1200 to 1650 Deg F e.)oil Temperature: Radial Red Line Yellow Arc Green Arc 245 Deg F Deg F Deg F f.)oil Pressure: Radial Red Line Yellow Arc Green Arc 115 PSI PSI PSI g.)fuel Pressure: Radial Red Line Green Arc 65 PSI PSI REVISED: Dec 07,2000

28 Page WEIGHT LIMITS Maximum Ramp Weight Maximum Takeoff Weight Maximum Landing Weight 4500 Lbs Lbs Lbs. 2.5 CENTER OF GRAVITY LIMITS (Inches aft of datum) Forward (At 4500 Lbs.) 120 (At 3350 Lbs. or less) 112 Rearward (At all weights) 126 NOTE Straight line variation between points given. The datum is inches ahead of the wing leading edge. NOTE The pilot in command is responsible for ascertaining that the airplane is properly loaded prior to conducting flight operations. Approved loading instructions are contained in Section 6 (Weight and Balance) and paragraphs 6.6 through 6.7 (Airplane Configurations and General Loading Recommendations) of this AFM. WARNING OPERATION BEYOND THE MANEUVERING AND LOAD LIMITS OF THE AIRCRAFT MAY RESULT IN COMPLETE STRUCTURAL FAILURE OF ONE OR MORE COMPONENTS. 2.6 MANEUVERING LIMITS This airplane is certificated in the normal category. a. No acrobatic maneuvers, including spins, approved. b. Bank limits are 60 degrees and pitch limits are 30 degrees above and below the horizon. REVISED: Dec 07,2000

29 Page FLIGHT LOAD FACTOR LIMITS c. Maximum Positive Load Factor 3.8 G. d. Maximum Negative Load Factor 1.52 G. e. Maximum Positive Load Factor with Flaps Extended 2.0 G. 2.8 KINDS OF OPERATIONS LIMITS This airplane is approved for day, VFR flight only. Intentional flight into known icing conditions is prohibited. NOTE Intentional flight into known moderate turbulence, or into, or in the vicinity of towering cumuliform clouds is NOT recommended. Severe turbulence can cause high vertical gust velocities (positive and negative) with resultant high rates of airplane climb and sink. Turbulence can cause difficulty in maintaining airplane control. Hazardous hail, lightning and icing conditions can be present in, and in the vicinity of, cumuliform clouds. 2.9 KINDS OF OPERATION EQUIPMENT LIST This airplane may be operated in day, VFR conditions when equipment appropriate to the intended flight is installed and operable. The following equipment list identifies the systems and equipment upon which approval for each kind of operation is predicated. This equipment must be installed and operable for the kinds of operation indicated. The following list summarizes the equipment required by R.A.C. section (FAR 23) for airworthiness for the particular kind of operation. Those minimum items of equipment necessary under the operating rules are defined in R.A.C. Part 4 (IV) as applicable. REVISED: Dec 07,2000

30 Page KINDS OF OPERATION EQUIPMENT LIST (Cont.). INSTRUMENT, SYSTEM, or EQUIPMENT KINDS OF OPERATION DAY VMC Airspeed indicator 1 Alternate engine induction air system 1 Alternator 1 Altimeter 1 Ammeter 1 Anti-collision light 2 Approved Airplane Flight Manual 1 Auxiliary Electric Pump 1 Battery 1 Fire extinguisher 1 Circuit breakers A/R Pitot-static system 1 Safety restraint system (each occupant) A/R Trim indicator (elevator) 1 Trim indicator (rudder) Trim system (elevator) 1 1 Stall warning system. 1 Compass, magnetic 1 Cylinder head temperature gage 1 Turbine inlet temperature gage (EGT) 1 Tachometer 1 Manifold pressure gage 1 Fuel flow indicator 1 Fuel pressure indicator 1 Fuel quantity-indicating system Oil pressure gage 1 1 Oil temperature gage MAXIMUM OPERATING ALTITUDE LIMIT According to dispositions of RAC, fight over 10,000 feet is not approved without oxigen equipment MAXIMUM PASSENGER SEATING LIMITS The maximum number of passengers approved is seven (7). Refer to Section 7 (Airplane Configurations and General Loading Recommendations) ALLOWABLE LATERAL FUEL LOAD LIMITS The maximum lateral fuel unbalance permitted is 1/4 tank. REVISED: Dec 07,2000

31 Page OTHER LIMITATIONS Flap Limitation Approved takeoff range Approved landing range: 0 to 15 Degrees 0 to 40 Degrees 2.14 PLACARDS The following placards are required for Gavilan EL-1C On instrument panel: NO SMOKING Near the magnetic compass: A calibration card giving the accuracy of the compass in 30 degree increments Near the manifold pressure gage: (For aircraft with propeller diameter between 86 to 85 inches only) DO NOT OPERATE ABOVE 38 MANIFOLD PRESSURE BETWEEN 2200 AND 2400 RPM. Near the fuel selector: BOTH USABLE FUEL 104 U.S. GAL. LIFT AND ROTATE POINTER TO DESIRED DETENT LIFT AND ROTATE POINTER TO DESIRED DETENT LEFT RIGHT USABLE FUEL USABLE FUEL 52 U.S. GAL. 52 U.S. GAL LEVEL FLIGHT LEVEL FLIGHT ONLY ONLY LIFT POINTER OVER GATE TO PLACE IN OFF POSITION LIFT POINTER OVER GATE TO PLACE IN OFF POSITION OFF REVISED: Dec 07,2000

32 Page PLACARDS (cont.) In the cargo area: MAX. WEIGHT 1200 LBS. MAX. FLOOR LOADING 50 LBS. SEE POH FOR CARGO LOADING INFORMATION At each fuel filler cap: AV GAS ONLY 100 OR 100LL CAPACITY 52 U.S. GAL. At the oil filler: OIL SPECIFICATION Average Ambient Temp. MIL-L Spec. Ashless Dispersant Grades All Temps. SAE15W50 or SAE20W50 Above 80 Deg. F Above 60 Deg. F SAE60 SAE40 or SAE50 30 Deg. F to 90 Deg. F SAE40 0 Deg. F to 70 Deg. F SAE30, SAE40 or SAE20W40 0 Deg. F to 90 Deg. F SAE20W50 or SAE15W50 Below 10 Deg. F SAE30 or SAE20W30 Capacity - 12 U.S. Quarts At emergency exit controls (rear doors) in red: EMERGENCY EXIT PUSH RELEASE BUTTON ON FWD DOOR ROTATE FWD DOOR LATCH UPWARD PUSH FWD DOOR OPEN AS FAR AS POSSIBLE ROTATE AFT LATCH UPWARD FORCIBLY PUSH AFT DOOR OPEN At external power connection: EXTERNAL POWER 28 VDC REVISED: Dec 07,2000

33 Page PLACARDS (cont.) In clear view of the pilot: OPERATING LIMITATIONS THE MARKINGS AND PLACARDS INSTALLED IN THIS AIRPLANE CONTAIN OPERATING LIMITATIONS THAT MUST BE COMPLIED WITH WHEN OPERATING THIS AIRPLANE IN THE NORMAL CATEGORY. OTHER OPERATING LIMITATIONS WHICH MUST BE COMPLIED WITH WHEN OPERATING THIS AIRPLANE IN THIS CATEGORY ARE CONTAINED IN THE PILOT S OPERATING HANDBOOK AND U.A.E.A.C. APPROVED AIRPLANE FLIGHT MANUAL. NO ACROBATIC MANEUVERS, INCLUDING INTENTIONAL SPINS, APPROVED. MAXIMUM OPERATING ALTITUDE FEET. FLIGHT INTO KNOW ICING CONDITIONS PROHIBITED. THIS AIRPLANE APPROVED FOR THE FOLLOWING FLIGHT OPERATIONS: DAY VFR On/near rear bulkhead access panel: Near the airspeed indicator: Near the parking brake control: EMERGENCY LOCATOR TRANSMITTER INSIDE Vo 123 KIAS AT 4500 LBS WARNING NO BRAKING WILL OCCUR IF AIRCRAFT BRAKES ARE APPLIED WHILE PARKING BRAKE HANDLE IS PULLED OR HELD PARKING BRAKE SET: DEPRESS PEDALS, PULL HANDLE FULLY AFT RELEASE: DEPRESS PEDALS, PUSH HANDLE FULLY FORWARD REVISED: Dec 07,2000

34 Page PLACARDS (cont.) At each forward door handle: On each seat back and frame: Near flap handle: Near flap control: Near/on flap handle: At each static port: Near each fuselage sump drain: At each fueling tab: TO OPEN PUSH BUTTON ROTATE HANDLE DO NOT PLACE OBJECTS UNDER SEAT DO NOT LOWER FLAPS WITH CARGO DOORS OPEN DO NOT LOWER FLAPS WITH CARGO DOORS OPEN FLAP POSITIONS NOTCH 1-15 NOTCH 2-30 NOTCH 3-40 STATIC PORT DO NOT OBSTRUCT KEEP CLEAN FUEL DRAINS GROUNDING TAB REVISED: Dec 07,2000

35 Page 3-35 Section 3 EMERGENCY PROCEDURES Table of Contents Para. Title Page 3.1 General Emergency Procedures Checklist 5 3.2a Engine Fire During Start (3.4) 5 3.2b Engine Power Loss (Takeoff) (3.5) 5 3.2c Engine Power Loss (In Flight) (3.6) 6 3.2d Power Off Landing (3.7) 7 3.2e Fire In Flight (3.8) 8 3.2f Cockpit/Cabin Smoke/Fumes (3.9) 9 3.2g Loss of Oil Pressure (3.10) h High Oil Temperature (3.11) i High Cylinder Head Temperature (3.12) j Loss of Fuel Flow/Pressure (3.13) k Alternator Failure (3.14) l Propeller Overspeed (3.15) m Engine Roughness (3.16) n Inadvertent Stall/Spin (3.17) o Emergency Descent (3.18) p Inadvertent Icing Encounter (3.19) 14 REVISED: Dec 07,2000

36 Page 3-36 Section 3 AMPLIFIED EMERGENCY PROCEDURES Table of Contents Para. Title Page 3.3 Amplified Emergency Procedures General Engine Fire During Start (3.2a) Engine Power Loss (TAKE-OFF) (3.2b) Engine Power Loss (In Flight) (3.2c) Power Off Landing (3.2d) Fire In Flight (3.2e) Cockpit/Cabin Smoke/Fumes (3.2f) Loss Of Oil Pressure (3.2g) High Oil Temperature (3.2h) High Cylinder Head Temperature (3.2i) Loss Of Fuel Flow/Pressure (3.2j) Alternator Failure (3.2k) Propeller Overspeed (3.2l) Engine Roughness (3.2m) Inadvertent Stall/Spin (3.2n) Emergency Descent (3.2o) Inadvertent Icing Encounter (3.2p) 25 Fig. 3-1 Power-Off Landing 26 REVISED: Dec 07,2000

37 Page 3-37 EMERGENCY PROCEDURES 3.1 GENERAL This section provides the recommended procedures for coping with various emergency or critical situations. All of the emergency procedures required by the U.A.E.A.C. as well as those necessary for operation of the airplane, as determined by the operating and design features of the airplane, are presented. This section consists of abbreviated emergency procedures checklists, each of which supplies an action sequence with little emphasis on the operation of systems. Pilots must familiarize themselves with the procedures given in this section and must be prepared to take the appropriate action should an emergency situation arise. The procedures are offered as a course of action for coping with the particular situation or condition described. These procedures are not a substitute for sound judgement and common sense. Most basic emergency procedures are a normal part of pilot training. The information presented in this section is not intended to replace that training. This information is intended to provide a source reference for the procedures, which are applicable to the Gavilan Model EL-1C airplane. The pilot should review standard emergency procedures periodically to remain proficient. Emergency procedures associated with optional systems and equipment which require flight manual supplements are provided in Section 9 (Supplements). The pilot must always remember and adhere to the following basic steps during an emergency: 1 In all emergencies: MAINTAIN AIRPLANE CONTROL (FLY THE AIRPLANE). 2. Analyze emergency: TAKE APPROPRIATE ACTIONS. 3. Land: SOON AS EMERGENCY REQUIRES OR CONDITIONS PERMIT. REVISED: Dec 07,2000

38 Page GENERAL (Cont.) 4. Airspeed for Emergency Operations: Engine Failure After takeoff: Wing Flaps Up Wing Flaps Down Operating Maneuvering Speed (4500 lbs.) Recommended Glide Speed Landing Without Power: Wing Flaps Up Wing Flaps Down 85 KIAS 75 KIAS 123 KIAS KIAS 85 KIAS 75 KIAS LAND IMMEDIATELY MEANS: Land at the nearest location where personal survival can be assured, regardless of airplane damage or loss. LAND AS SOON AS POSSIBLE MEANS: Land without delay at the nearest suitable landing area. The primary consideration of the landing site is survival of persons onboard the airplane. It is accepted that the nature of the emergency may require landing at an off-airport site. NOTE Critical emergency procedures checklists are shown with BOLD face and underlined titles. The aircrew must be familiar enough with these procedures to execute them immediately as the situation dictates. Reference within a checklist or amplified procedural discussion to a separate checklist that is required for completion of the sequence is indicated by UPPER CASE lettering. REVISED: Dec 07,2000

39 Page EMERGENCY PROCEDURES CHECKLIST 3.2a ENGINE FIRE DURING START (3.4) Starter... ENGAGE Mixture... IDLE CUT-OFF Throttle... OPEN Fuel Selector... OFF Aircraft... ABANDON IF FIRE CONTINUES 3.2b ENGINE POWER LOSS [TAKEOFF] (3.5) If sufficient runway remains for a normal landing, land straight ahead. If insufficient runway remains and the area ahead is rough or has obstructions that must be cleared: Airspeed KIAS Mixture... IDLE CUT-OFF Fuel Selector... OFF Master Switch... OFF Aircraft... STEER TO AVOID OBSTACLES If sufficient altitude has been gained to attempt a restart: Aircraft... MAINTAIN AIRSPEED AND CONTROL Fuel Selector... SELECT DIFFERENT TANK Mixture... FULL RICH Electric Fuel Pump... ON 5 sec. OFF Induction Air... ALTERNATE NOTE If propeller has stopped the starter may be engaged while accomplishing above checklist. REVISED: Dec 07,2000

40 Page b ENGINE POWER LOSS?TAKEOFF? (3.5) (Cont.) CAUTION If normal engine operation and fuel flow are not re-established, the lack of fuel flow indication could indicate a leak in the fuel system. If a fuel system leak is veri fied, switch fuel selector to OFF. If power is not regained: Aircraft... PREPARE FOR POWER OFF LANDING 3.2c ENGINE POWER LOSS [IN FLIGHT] (3.6) Airspeed...80 to 85 KIAS Fuel Selector... SELECT DIFFERENT TANK Mixture... FULL RICH (Above 5000 feet may require leaning for restart) Induction Air... ALTERNATE Engine Gauges... CHECK INDICATIONS If power is restored: Induction Air... PRIMARY Mixture... AS REQUIRED Aircraft... LAND AS SOON AS PRACTICAL AND DETERMINE CAUSE OF POWER LOSS CAUTION If normal engine operation and fuel flow are not re-established, the lack of a fuel flow indication could indicate a leak in the fuel system. If fuel system leak is verified, switch fuel selector to OFF. REVISED: Dec 07,2000

41 Page c ENGINE POWER LOSS [IN FLIGHT] (3.6) (Cont.) NOTE If propeller has stopped the starter may be engaged while accomplishing above check list. If power is not restored: Aircraft... PREPARE FOR POWER OFF LANDING 3.2d POWER OFF LANDING (3.7) Propeller... FULL DECREASE RPM Airspeed...80 to 85 KIAS Landing Area... LOCATE BEST AVAILABLE Passengers... BRIEF Loose equipment... SECURE Seat belts/shoulder harnesses...secure & TIGHTEN If altitude and nature of engine failure permit, attempt air start. If start not achieved: Throttle... CLOSED Mixture... IDLE CUT-OFF Magneto Switches... OFF Fuel Selector... OFF Transponder... EMERGENCY Radio...TRANSMIT MAYDAY Approach... ESTABLISH SPIRAL PATTERN (See Figure 3-1, Power Off, Off Airport Landing) Flaps... AS REQUIRED Master Switch... OFF Touch-down Speed... SLOWEST POSSIBLE REVISED: Dec 07,2000

42 Page e FIRE IN FLIGHT (3.8) Type of Fire (Electrical or Other)... DETERMINE If electrical and source of fire is apparent: Defective equipment... OFF Defective equipment circuit breakers... PULL If fire persists or sources of fire is not apparent: Master Switch... OFF Alternator Switch... OFF Fire Extinguisher(s)... ACTIVATE If fire is extinguished and avionics are required: Circuit Breakers (All)... PULL Master Switch... ON Alternator Switch... ON Avionics Circuit Breakers (One at a time)... RESET (One at a time for necessary equipment) If fire recurs: Offending Circuit Breaker... PULL If fire is extinguished: Land AS SOON AS POSSIBLE and correct problem. If cockpit/cabin fire and not electrical: Fire Extinguisher(s)... ACTIVATE Cockpit/Cabin Smoke and Fumes... EVACUATE Land AS SOON AS POSSIBLE and correct problem. REVISED: Dec. 07,2000

43 Page e FIRE IN FLIGHT (3.8)(cont.) If fire persists: EMERGENCY DESCENT, LAND IMMEDIATELY AND ABANDON AIRPLANE If engine fire: Throttle... CLOSED Mixture... IDLE CUT-OFF Fuel Selector... OFF Magneto Switches... OFF Cabin Heat Control... OFF Cockpit/Cabin Smoke and Fumes... EVACUATE Proceed with POWER OFF LANDING procedure (3.2d). If fire persists: EMERGENCY DESCENT, LAND IMMEDIATELY AND ABANDON AIRPLANE WARNING DO NOT ATTEMPT AN ENGINE RESTART AFTER ANY ENGINE COMPARTMENT FIRE 3.2f COCKPIT/CABIN SMOKE/FUMES (3.9) Cockpit Heat... OFF Cockpit/Cabin Vents... OPEN Speed... REDUCE Pilot and Copilot Doors...AJAR-TRAIL If smoke/fumes persist: Oxygen Masks [If installed]... ON Oxygen... ON DO NOT USE OXYGEN IF FLAMES ARE PRESENT Smoke Goggles [If installed]... ON Pilot and Copilot Doors... CLOSE Radio... ADVISE EMERGENCY Transponder... SET EMERGENCY CODE Conduct EMERGENCY DESCENT and LAND AS SOON AS POSSIBLE. REVISED: Dec. 07,2000

44 Page g LOSS OF OIL PRESSURE (3.10) Land AS SOON AS POSSIBLE and investigate. Be prepared for possible POWER OFF, OFF AIRPORT LANDING. 3.2h HIGH OIL TEMPERATURE (3.11) Power... REDUCE (Reduce Manifold Pressure and RPM) Mixture... RICHEN Airspeed... INCREASE If climbing: Rate of Climb... REDUCE OR LEVEL OFF If high oil temperature persists or other indications of engine malfunction occur: Land AS SOON AS POSSIBLE and determine cause of excess temperature. Be prepared for possible POWER OFF LANDING. If temperature subsides: Continue flight but monitor temperature closely. 3.2i HIGH CYLINDER HEAD TEMPERATURE (3.12) Power... REDUCE Mixture... RICHEN Airspeed... INCREASE (If possible) If high temperature persists: Land AS SOON AS POSSIBLE and determine cause of excess temperature. Be prepared for possible POWER OFF LANDING. REVISED: Dec. 07,2000

45 Page j LOSS OF FUEL FLOW/PRESSURE (3.13) Fuel Selector... CHECK-ON-BOTH Fuel Boost Pump... ON If power is restored: Mixture... AS REQUIRED 3.2k ALTERNATOR FAILURE (3.14) Alternator output failure is indicated by the "Alternator Fail" light in the annunciator panel and/or by a negative ammeter indication. Output failure may be the result of a mechanical failure of the alternator, by failure of the alternator drive belt or by a momentary over voltage condition. Alternator Switch... OFF Circuit Breakers...CHECK IN If alternator drive belt failure is NOT obvious and NO circuit breakers are out: Alternator Switch... ON If drive belt failure is obvious, circuit breakers are out or electrical power is NOT restored: Alternator Switch... OFF Alternator Control Circuit Breaker... PULL Electrical Load... REDUCE NOTE Drive belt failure may be accompanied by unusual sounds emanating from the engine compartment. REVISED: Dec. 07,2000

46 Page k ALTERNATOR FAILURE (3.14) (Cont.) CAUTION Battery life following alternator output failure is dependent on numerous factors such as battery condition at time of failure and the amount of electrical loads necessary for continued flight, therefore is not predictable. Prompt recognition of an alternator failure and reduction of electrical load by eliminating all nonessential equipment loads is essential to prolonging battery life. Safe flight is still possible without electrical power. Landing should be AS SOON AS POSSIBLE. 3.2l PROPELLER OVER SPEED (3.15) Throttle... RETARD Propeller Pitch Control... DECREASE (As required to remain below 2600 RPM) Oil Pressure... CHECK Airspeed... REDUCE Throttle... ADJUST (As required to remain below 2600 RPM) Land AS SOON AS POSSIBLE to correct problem. If engine shut-down is required due to excessively rough engine operation, be prepared for POWER OFF, OFF AIRPORT LANDING. 3.2m ENGINE ROUGHNESS (3.16) Throttle and Mixture... ADJUST (To obtain maximum smoothness) Induction Air... ALTERNATE Fuel Selector... DIFFERENT POSITION Magnetos... CHECK (Left, right and both) Magneto... ON (If single magneto operation is smoother than both) REVISED: Dec. 07,2000

47 Page m ENGINE ROUGHNESS (3.16) (Cont.) Land AS SOON AS POSSIBLE. In the event that the engine must be shut down due to unacceptable roughness, be prepared for POWER OFF, OFF AIRPORT LANDING. 3.2n INADVERTENT STALL/SPIN (3.17) Aileron Control... NEUTRAL Throttle... CLOSED Rudder... FULL OPPOSITE (Opposite to direction of spin) Elevator Control... FORWARD (To break stall) Elevator and Throttle... AS REQUIRED (To smoothly resume level flight) 3.2o EMERGENCY DESCENT (3.18) WARNING 1. DO NOT ALLOW AIRSPEED TO EXCEED 155 KIAS IN SMOOTH AIR (Flaps retracted). 2. DO NOT ALLOW AIRSPEED TO EXCEED 123 KIAS IN ROUGH AIR (Flaps retracted). 3. DO NOT ALLOW AIRSPEED TO EXCEED 107 KIAS WITH FLAPS EXTENDED. 4. DO NOT PERFORM ABRUPT MANEUVERS AT SPEEDS IN EXCESS OF 123 KIAS. Throttle... CLOSE Propeller...FULL INCREASE RPM Wing Flaps... EXTENDED 40 DEG Speed... ADJUST (DO NOT exceed the above speed limitations) REVISED: Dec. 07,2000

48 Page p INADVERTENT ICING ENCOUNTER (3.19) WARNING THIS AIRPLANE IS NOT APPROVED FOR FLIGHT IN ICING CONDITIONS FLIGHT INTO KNOWN ICING CONDITIONS IS PROHIBITED Ice accumulation over engine induction air inlet can cause engine roughness and/or loss of power. Ice accumulation over oil cooler inlet will cause high oil temperature. Ice formations on the propeller may cause severe propeller/engine vibrations. Ice accumulation on the wings and other airframe components will greatly increase the stall speed of the airplane and result in unpredictable flight characteristics. Ice accumulation over the static ports of the air speed indicating system will cause erroneous air speed indications. Ice build-up on the windshield will distort vision and probably obscure forward visibility. Windshield Defroster... ON Outside Air Temperature... MONITOR If ice build-up is evident on windshield or lift struts: Induction Air... ALTERNATE Mixture... ADJUST (For maximum smoothness) Propeller... CYCLE (To shed ice build-up) Fly toward warmer air, clear of visible moisture or descend to lower altitude (If possible). If ice build-up continues: Radio... ADVISE OF EMERGENCY Land AS SOON AS POSSIBLE. Be prepared for possible POWER OFF, OFF AIRPORT LANDING. 3.3 AMPLIFIED EMERGENCY PROCEDURES GENERAL REVISED: Dec. 07,2000

49 Page 3-49 The following paragraphs furnish the pilot with additional, expanded information in order that he may better understand the reasons for the recommended emergency procedures indicated in this manual. 3.4 ENGINE FIRE DURING START (3.2a) Engine fires during start are usually the result of over priming. The first effort to extinguish the fire is an attempt to start the engine and draw the excess fuel and fire back into the induction system. If a fire is present before the engine has started, move the mixture control to idle cut-off, open the throttle and crank the engine. This is an attempt to draw the fire back into the engine. If the engine has started, continue operating to try to pull the fire into the engine induction system. In either case, if fire continues more than a few seconds, the fire should be extinguished by the best available external means. If an external fire extinguishing method is to be used, turn OFF the fuel selector valve, place the mixture control in the IDLE CUT-OFF position, place the master switch in the OFF position and ABANDON the airplane. WARNING IF A FIRE IS ON THE GROUND, UNDER THE AIRPLANE, DUE TO OVER PRIMING AND THE ENGINE HAS STARTED, TAXI AWAY FROM THE FIRE AS QUICKLY AS POSSIBLE. IF A FIRE IS ON THE GROUND BUT THE ENGINE HAS NOT STARTED, ABANDON THE AIRPLANE IMMEDIATELY. 3.5 ENGINE POWER LOSS [TAKE-OFF] (3.2b) The proper course of action to be taken in the event of loss of power during take-off depends primarily on the location along the length of the runway and the height attained above the runway surface when the power loss occurs. Land straight ahead if power loss occurs early in the take-off run and/or sufficient runway remains to land from the height attained. REVISED: Dec. 07,2000

50 Page ENGINE POWER LOSS [TAKE-OFF] (3.2b) (Cont.) If the take-off has progressed to the point where a safe landing cannot be performed on the remaining runway, land as nearly straight ahead as possible. Moderate turns may be made when necessary, to avoid rough terrain or obstructions. DO NOT attempt to return to the runway unless ample altitude has been gained to safely perform a 180 degree, power-off turn. (If a return to the runway is chosen, be aware of the increased stall speed during turns and be absolutely certain to maintain adequate airspeed during the turn). If time permits, move the mixture control to IDLE CUT-OFF, turn OFF the fuel selector valve, turn OFF the magnetos and master switch and select full flaps. Touch down at the slowest controlled speed. If sufficient altitude has been gained to attempt a restart, maintain a safe airspeed, select a different fuel tank, check mixture control FULL RICH, turn electric fuel pump ON 5 seconds then OFF, and select ALTERNATE induction air source. If power is not regained, proceed with POWER OFF LANDING procedure (refer to paragraph 3.9). 3.6 ENGINE POWER LOSS [IN FLIGHT] (3.2c) Modern aircraft engines are extremely reliable and complete engine power loss is rare and usually caused by fuel flow interruption rather than mechanical failure of the engine. Power will normally be restored shortly (10 sec. or less) after fuel flow is restored. The first step is to establish a trim speed of 80 to 85 KIAS. If altitude permits, turn fuel selector to a different fuel tank, ENRICH THE mixture, move induction air selector to ALTERNATE. Check engine gauges for a possible indication of the cause of the power loss. If no fuel flow is indicated, check the fuel selector valve to be assured that it is on a tank containing fuel or move it to the both position. REVISED: Dec. 07,2000

51 Page ENGINE POWER LOSS [IN FLIGHT] (3.2c) (Cont.) If power is restored, move the induction air to PRIMARY (unless induction ice is suspected), and adjust the mixture control as necessary. If the cause of the power loss was anything except fuel exhaustion (of one source with adequate fuel remaining in the other), land AS SOON AS POSSIBLE and investigate the cause. If the preceding steps have not restored power, call ATC, declare emergency and intentions, set Transponder to Emergency Code or that assigned by ATC and prepare for a POWER OFF LANDING (Paragraph 3.9). 3.7 POWER OFF LANDING (3.2d) If power is lost at altitude, trim the airplane to a gliding speed (80 to 85 KIAS) and look for the best available landing area. If time and altitude permit, check charts and/or calls ATC for the nearest airport in the immediate vicinity. Report the emergency and your intentions (It may be possible to land at an airport - if sufficient altitude is available). Advise passengers to tighten seat belts harnesses and secure all loose equipment. When a suitable field (whether airport or off-airport) has been located, establish a spiral pattern around the field. Attempt to be at 1200 to 1400 feet above the field at the downwind position so that a normal landing approach may be conducted (Excess altitude can be lost by widening the pattern, using flaps or slipping or a combination of these). When the field is assured, slow the airplane to normal approach speed and deploy the flaps as required. Crew should tighten seat belts and harnesses at this time. If the landing is to be made at an offairport field, it is normally best to make the final approach and touch-down at the slowest practical speed consistent with good control of the airplane. If the field is suspected to be excessively soft or when. landing in water of any significant depth, always hold the nose wheel off as long as possible. When committed to land CLOSE the throttle, move the mixture control to IDLE CUT-OFF, shut OFF the magneto switches, turn the fuel selector to OFF and turn OFF the alternator and master switches. REVISED: Dec. 07,2000

52 Page 3-52 NOTE With the master switch OFF landing lights and navigation lights will not be usable. REVISED: Dec. 07,2000

53 Page POWER OFF LANDING (3.2d)(cont.) NOTE With the airplane trimmed at a gliding speed (80 to 85 KIAS) and under no wind conditions, the airplane will travel approximately (TBA) miles for each 1,000 feet of altitude above terrain. WARNING BE EXTREMELY CAUTIOUS WHEN MANEUVERING FOR LANDING AT LOW ALTITUDES. MAINTAIN A SAFE MARGIN ABOVE STALL SPEED. SEE FIGURE 5-3FOR STALL SPEEDS VS. ANGLES OF BANK. 3.8 FIRE IN FLIGHT (3.2e) Fire will be detected through the presence of smoke, odor and probably heat in the cockpit/cabin of the airplane. Since the action to be taken will be based on the type and location of the fire, it is imperative that the pilot quickly identify the type and source of the fire by the character of the smoke and possibly from instrument readings. If the source of the fire is electrical equipment and the offending equipment is apparent, turn equipment OFF and PULL corresponding circuit breaker(s). If the fire persists or the source is not apparent, turn Master Switch OFF, turn Alternator Switch OFF, turn OFF cabin heat and attempt to extinguish fire with fire extinguisher. If fire is extinguished and avionics are required for navigation or communication, PULL all circuit breakers, turn ON, Master and Alternator Switches then reset appropriate circuit breakers (One-at-a-time). Allow sufficient time between resetting circuit breakers to determine which is the defective item of equipment. If fire recurs, PULL the circuit breaker of the offending equipment, land AS SOON AS POSSIBLE and correct the problem. If fire persists, conduct EMERGENCY DESCENT, LAND IMMEDIATELY and EVACUATE the airplane if necessary. REVISED: Dec. 07,2000

54 Page FIRE IN FLIGHT (3.2e) (Cont.) If fire is in cabin/cockpit and is other than electrical in nature, fire extinguisher must be used in an attempt to extinguish the fire. If fire is extinguished, land AS SOON AS POSSIBLE and correct problem. If fire persists, conduct EMERGENCY DESCENT, LAND IMMEDIATELY and EVACUATE the airplane if necessary. If an engine fire is indicated, CLOSE the throttle, select IDLE CUT-OFF on the mixture control, turn OFF the fuel selector valve, turn magneto switches OFF, turn OFF electric fuel pump, turn cabin heat OFF and proceed with POWER OFF LANDING. If fire persists, conduct EMERGENCY DESCENT, LAND IMMEDIATELY and EVACUATE the airplane if necessary. NOTE It may be necessary to evacuate smoke/fumes (3.11). 3.9 COCKPIT/CABIN SMOKE/FUMES (3.2f) Turn cockpit/cabin heat OFF, OPEN cockpit/cabin vents, REDUCE speed and, if necessary OPEN and allow pilot and copilot doors to trail LOSS OF OIL PRESSURE (3.2g) Loss of oil pressure can be partial or total. A partial loss usually indicates a malfunction in the oil pressure regulating system and a landing should be made AS SOON AS POSSIBLE to investigate the cause and to prevent possible engine damage. A total loss of oil pressure and increased oil temperature probably indicates oil exhaustion. A total loss of oil pressure without a temperature increase may be the result of a faulty gauge. In either case, proceed toward the nearest airport, advise ATC of the nature of the problem and your intentions. Maintain altitude, at reduced power, until a POWER OFF LANDING can be accomplished or as long as possible. Make power changes only as required. Altering the power setting may hasten a complete power loss. REVISED: Dec. 07,2000

55 Page LOSS OF OIL PRESSURE (3.2g) (Cont.) Circumstances may dictate an "Off-Airport" landing while power is still available. This is particularly true if actual oil pressure loss is indicated by a sudden increase in oil or cylinder head temperature, abnormal engine sounds or the odor of oil smoke and an airport is not nearby. Be prepared for a possible POWER OFF, OFF AIRPORT LANDING (Paragraph 3.9) HIGH OIL TEMPERATURE (3.2h) An abnormally high oil temperature indication can be caused by low oil quantity, an obstruction in the oil cooler an obstructed oil cooler air inlet, damaged baffles, a defective gauge or other causes. A steady, rapid rise in oil temperature is a sign of serious trouble. A rise in oil temperature will probably be accompanied by a loss of oil pressure (monitor the oil pressure gauge). Power should be reduced as much as possible, enrich the mixture, if possible, increase the airspeed. Land AS SOON AS POSSIBLE at an appropriate airport and investigate the cause but be prepared for a possible POWER OFF, OFF AIRPORT LANDING HIGH CYLINDER HEAD TEMPERATURE (3.2i) Excessively high cylinder head temperatures may accompany excessive oil temperature. Reduce power, enrich the mixture as much as possible, and increase airspeed if possible or practical. If high cylinder head temperature persists, LAND AS SOON AS POSSIBLE and investigate cause. Be prepared for a possible POWER OFF, OFF AIRPORT LANDING. REVISED: Dec. 07,2000

56 Page LOSS OF FUEL FLOW/PRESSURE (3.2j) Loss of fuel flow/pressure is normally caused by depletion of fuel from the selected source or by engine driven fuel pump failure or, on rare occasion, by a failed fuel line. If loss of flow/pressure occurs, the fuel selector should be set on the fuel source containing the most fuel or on the BOTH position and turn on FUEL pump. If power is restored, turn the electric fuel pump OFF. If power is again lost, it is an indication that the engine driven pump has failed and the electric pump must be turned ON to continue flight. Adjust the throttle and mixture as required. A landing should be made at the nearest airport and repairs accomplished. If turning the electric fuel pump on and selecting the other fuel source does not restore power, proceed with POWER OFF LANDING procedure (Paragraph 3.9). CAUTION If normal engine operation and fuel flow/pressure can not be reestablished, turn the electric fuel pump and fuel selector valve OFF. Lack of fuel flow/pressure may be an indication of a leak in the fuel system and if the fuel is left ON, presents a potential fire hazard. NOTE If flow/pressure loss is caused by fuel depletion, it will normally be restored in 10 seconds or less after selection of an adequate source of fuel ALTERNATOR FAILURE (3.2k) Alternator output failure can be caused by a mechanical failure of the alternator, a momentary overvoltage condition, a failed alternator drive belt or other reasons. Alternator output failure will be indicated by the illumination of the ALT FAIL light in the annunciator panel and by a zero or negative reading on the ammeter. A momentary overvoltage or other condition may cause the alternator circuit breaker to "trip". REVISED: Dec. 07,2000

57 Page ALTERNATOR FAILURE (3.2k) (Cont.) Failure of the alternator drive belt or a mechanical failure of the alternator may be accompanied by unusual sounds emanating from the engine compartment, possibly accompanied by a hot rubber-like odor. The first step is to reduce the electrical load to minimum. NOTE Duration of the battery is dependent on the condition of the battery at the time of the failure and electrical load being supplied. Turn the alternator switch OFF for at least one second, check circuit breaker and RESET if tripped. Turn the alternator switch ON, check ALT FAIL light EXTINGUISHED and that the ammeter shows a POSITIVE indication. If alternator returns on line, continue flight, monitor ammeter and annunciator light and have system checked after landing. If the alternator does not return on line, reduce electrical load to minimum required for safe flight by turning OFF switches and pulling circuit breakers for all nonessential electrical equipment (Maintain only that equipment required to provide information for safe flight). Land AS SOON AS POSSIBLE and conduct appropriate repairs PROPELLER OVERSPEED (3.2 l) Propeller overspeed is rare. If it should occur, it is normally the result of a malfunction of the governor or loss of oil pressure to the governor. The propeller control should be moved to the full DECREASE rpm position. RESET the propeller pitch control to the original setting and determine if any control is available. If control is returned, land at the first available airport and investigate the cause of the overspeed. If control is not returned, move the propeller pitch control to the full DECREASE rpm position, REDUCE power and airspeed in order to control propeller at no more than 2600 rpm. If control is still not returned or if severe vibrations develop, the engine should be shut down and preparations made for a POWER OFF, OFF AIRPORT landing ENGINE ROUGHNESS (3.2m) REVISED: Dec. 07,2000

58 Page 3-58 Engine roughness can be the result of numerous conditions such as dirt in the injector nozzles, induction filter icing, ignition problems, water contamination etc. First adjust the mixture control to obtain the maximum smoothness (Rough operation can occur if the mixture is too lean or too rich). If roughness persists: Move the induction air control to ALTERNATE and switch the fuel selector valve to a different fuel source. Check the engine gauges for any abnormal readings. If any gauge reading is abnormal take corrective action as necessary. If roughness persists: Turn the left magneto OFF, check engine operation and then turn ON. Turn the right magneto OFF, check engine operation and then turn ON. If operation is satisfactory on only one magneto, proceed on the good magneto, at reduced power, and land at the first suitable airport for repairs. If roughness persists: Consider a precautionary landing while power is still available. Prepare for a possible POWER OFF, OFF AIRPORT landing INADVERTENT SPIN (3.2n) This airplane is prohibited from intentional spins. If an inadvertent spin is entered, close throttle, neutralize ailerons and apply full rudder opposite to the direction of the spin. Move the elevator control full forward to break the stall after applying the rudder. When rotation stops, neutralize the rudder, relax forward pressure on the elevator control as required to smoothly regain level flight and return to initial power setting. REVISED: Dec. 07,2000

59 Page EMERGENCY DESCENT (3.2o) An Emergency Descent should be initiated whenever a situation occurs at high altitude requiring a high rate of descent. This is done in order to minimize exposure of the crew and passengers to an uncontrolled fire or when smoke, toxic fumes or other cause threatens control of the airplane through incapacitation or restricted visibility for the pilot (See paragraphs 3.10, FIRE IN FLIGHT and 3.11, COCKPIT/CABIN SMOKE/FUMES). Retard throttle to IDLE, advance propeller pitch to FULL INCREASE rpm and switch to a different fuel tank. Trim airplane for maximum allowed indicated airspeed appropriate to the configuration selected and the atmospheric conditions. Advise the control center if flight path is in an airway. WARNING USING FULL FLAPS, SLOW THE AIRPLANE TO 107 KIAS PRIOR TO FLAP EXTENSION AND PRIOR TO STARTING THE DESCENT. EXCEEDING THE FLAP EXTENDED SPEED (107 KIAS), CAN CAUSE DAMAGE TO THE WING STRUCTURE AND POSSIBLE FAILURE OF THE FLAP ATTACHMENTS. MADE WITH THE FLAPS RETRACTED, DO NOT EXCEED 155 KIAS (IN SMOOTH AIR) OR 123 KIAS (IN ROUGH AIR). DO NOT MAKE FULL ABRUPT CONTROL MOVEMENTS ABOVE 123 KIAS.EXCEEDING THE NEVER EXCEED SPEED (155 KIAS, IN SMOOTH AIR), OR THE DESIGN AND MANEUVERING SPEEDS (123 KIAS, IN ROUGH AIR), CAN CAUSE SEVERE DAMAGE TO AND POSSIBLY FAILURE OF THE AIRPLANE STRUCTURE. Call ATC, report the nature of the emergency, your intentions and set transponder to EMERGENCY code. If the engine has been shut down due to fire, it may be necessary to slip the airplane in an attempt to divert flames away from the cockpit area. Be prepared for a POWER OFF, OFF AIRPORT LANDING. REVISED: Dec. 07,2000

60 Page INADVERTENT ICING ENCOUNTER (3.2p) Icing conditions are very difficult to predict. Aviation Weather Service may predict light, moderate or severe icing conditions at certain locations and altitudes and no icing will be encountered. On the other hand, icing conditions may not be forecast and any of the above levels of icing may occur. As indicated above, icing conditions can be encountered in areas and at altitudes where no icing is forecast. Under these conditions, immediate action must be taken to divert from the icing conditions. It may be possible to descend to a lower, warmer altitude or it may be necessary to return to an area where no icing was present (At any time the flight is conducted in clouds or visible moisture, turn windshield defroster ON and MONITOR the outside air temperature gage. If ice build-up becomes evident on the windshield and/or the lift struts or if engine operation becomes rough, select Alternate Air ON, if engine operation remains rough, adjust mixture control to obtain maximum smoothness. If engine operation continues to be rough it may indicate that ice is accumulating on the propeller and cycling the propeller from high to low rpm and return may shed the ice. WARNING ICING ENCOUNTERS CAN CAUSE ICE ACCUMULATION OVER THE ENGINE INDUCTION AIR INLET, RESULTING IN ROUGH ENGINE OPERATION. ACCUMULATION OVER THE OIL COOLER INLET WILL CAUSE HIGH OIL TEMPERATURES. ACCUMULATION ON THE PROPELLER MAY CAUSE SEVERE PROPELLER/ENGINE VIBRATION. ACCUMULATION ON WINGS, TAIL SURFACES AND OTHER AIRFRAME COMPONENTS CAN GREATLY INCREASE THE STALL SPEED OF THE AIRPLANE AND CAUSE UNKNOWN FLIGHT CHARACTERISTICS. ACCUMULATION OF ICE OVER THE STATIC PORTS WILL CAUSE ERRONEOUS AIR SPEED INDICATIONS. ACCUMULATIONS ON THE WINDSHIELD WILL DISTORT VISION AND PROBABLY OBSCURE FORWARD VISIBILITY. REVISED: Dec. 07,2000

61 Page 5-61 If ice build-up continues: Advise ATC of emergency, land AS SOON AS POSSIBLE. Be prepared for possible POWER OFF, OFF AIRPORT LANDING.

62 Page 5-62 POWER-OFF LANDING Low Key Approximately High Key Approximately ? WIND Turn 45 from landing point Final Min 300 AGL MAINTAIN BEST GLIDE AIR SPEED UNTIL NORMAL PATTERN CUES ARE OBTAINED. WHENEVER THIS OCCURS, FLY BEST GLIDE OR NORMAL PA TTERN AIRSPEEDS AS REQUIRED. USE FLAPS ONLY AFTER ESTABLISHED IN A NORMAL PATTERN AND A SAFE LADING IS A SSURED. Figure 3-1

63 Page 5-63 Section 4 NORMAL PROCEDURES Table of Contents Para Title Page 4.1 General Airspeeds for Normal Operations Normal Procedures Checklists Amplified Normal Procedures (General) Preflight Check Before Starting Engine Engine Start Before Taxi Taxi Ground Run-Up Before Takeoff Takeoff After Takeoff/Climb (a) Climb (Best Angle) (b) Climb (Best Rate) (c) Climb (Normal/Cruise) Cruising Powerplant Management Descent 41

64 Page 5-64 Section 4 NORMAL PROCEDURES Table of Contents Para Title Page 4.16 Approach to Landing (Normal) (a) Approach to Landing (Obstacle Clearance) Landing Parking Practice Maneuvers 44 FIGURES Figure 4.1 Walk Around 5

65 Page 5-65 Section 4 NORMAL PROCEDURES 4.1 GENERAL This section describes the recommended procedures for the conduct of normal operations in the Gavilan at maximum gross weight. The first portion of this section provides abbreviated checklists, which supply an action, sequence for normal operation in the basic EL-1C airplane and are suitable for reference in the cockpit. The second portion of this section supplies amplified information and explanations of the basic checklists. It provides the pilot with detailed descriptions for a better understanding of the procedures and techniques presented. The second portion is not intended for use as an in-flight reference. Amplified information is not provided for those checklists which are self-explanatory. Refer to Section 9 (Supplements) for checklists which provide procedures for optional equipment in EL-1C airplanes. Pilots should familiarize themselves with the applicable procedures given in Section 9 in order to become proficient in the normal operations of their particular airplane.

66 Page AIRSPEEDS FOR NORMAL OPERATIONS The following airspeeds are those which are significant to the safe and efficient operation of the airplane during performance of normal procedures contained in this section. The airspeeds presented are applicable to airplanes flown at maximum gross weight in standard atmospheric conditions. Airplane performance and the best airspeed for normal operations vary from published figures depending upon actual aircraft weight, atmospheric conditions, engine performance and piloting techniques. a. Never Exceed Speed (Vne) 155 KIAS b. Operating Maneuvering Speed (Vo) 123 KIAS c. Maximum Flap Speed (VFE)[Flaps 40 deg.] 107 KIAS d. Cruise Climb Speed KIAS e. Best Rate of Climb Speed SL 80 KIAS f. Best Angle of Climb Speed SL 70 KIAS g. Final Approach Speed (Flaps 40 deg.) KIAS h. Balked landing speed (Flaps 40 deg.) 69 KIAS I. Normal Rotation Speed (Vr)(Flaps 15 deg.) KIAS j. Short field obstacle clearance speed (Takeoff) (Flaps 15 deg.) (Landing) (Flaps 40 deg.) 72 KIAS k. Maximum demonstrated cross wind component 14 KIAS

67 Page 5-67 Figure 4-1. WALK-AROUND

68 Page NORMAL PROCEDURES CHECKLIST PREFLIGHT CHECK (fig.4.1) a. COCKPIT Parking Brake Flight Controls Fuel Selector Static System Drain Trim Wing Flaps SET RELEASE CHECK - FREEDOM/PROPER SENSE SET BOTH DRAIN - SET PRIMARY SOURCE SET TAKEOFF EXTEND - 40 DEG (ensure cargo doors are closed) Oxygen Supply/Masks (If installed) (Adequate for intended flight) CHECK QUANTITY Empty Seat SECURE BELTS AND HARNESSES FASTENED Airworthiness Certificate, Aircraft Registration, Radio Station License, Airplane Flight Manual, Navigation/Approach Charts, Portable Equipment Weight & Balance Magnetos Circuit Breakers Battery Switch Fuel Quantity Gauges CHECK-ONBOARD/STOWED/COMPLETE CHECK - OFF CHECK - SET ON CHECK - INDICATED QUANTITY

69 Page NORMAL PROCEDURES CHECKLIST - PREFLIGHT CHECK (cont.) Nav./Strobe/Landing/Taxi Lights Stall Warning Horn BatterySwitch ON CHECK OFF CHECK OPERATION OFF b. FORWARD FUSELAGE (LEFT SIDE) General Condition Fuel (drains) 2 ea. CHECK DRAIN c. LEFT WING General Condition Fuel Cap Fuel Quantity Fuel Cap Tie down Pitot Tube Wing Tip Fuel Vent Aileron, Hinges and Balance Weight Drain Grommets Flap and Hinges CHECK OPEN CHECK AGREES WITH COCKPIT FUEL GAUGE REPLACE - CLOSED/LOCKED REMOVE CHECK OBSTRUCTIONS CHECK CONDITION CHECK CLEAR CHECK CONDITION/SAFETIES CHECK - OPEN, NO FUEL LEAKS CHECK CONDITION/SAFETIES

70 Page NORMAL PROCEDURES CHECKLIST - PREFLIGHT CHECK (cont.) d. AFT FUSELAGE (Left Side) Landing Gear and Tires Brake Disks and Lines Landing Gear Strut Seals Chocks Cargo Doors Access Panels Antennas Static Ports CHECK CONDITION/INFLATION CHECK CONDITION/LEAKS CHECK CONDITION REMOVE SECURE SECURE CHECK CONDITION/SECURITY CHECK CLEAR e. EMPENNAGE General Condition CHECK Stabilizer, Elevator, Fin, CHECK CONDITION/SAFETIES/OPERATION/TAB FREEPLAY Rudder, Trim Tabs Tail Tie Down REMOVE

71 Page NORMAL PROCEDURES CHECKLIST PREFLIGHT CHECK (cont.) f. AFT FUSELAGE (RIGHT SIDE) General Condition Static Ports Antennas Access Panels Landing Gear Strut Seals Chocks Brake Disks and Lines Landing Gear and Tires CHECK CHECK CLEAR CHECK CONDITION/SECURITY SECURE CHECK CONDITION REMOVE CHECK CONDITION/LEAKS CHECK CONDITION/INFLATION g. RIGHT WING General Condition Antennas Flap and Hinges Drain Grommets Aileron, Hinges, Balance Weight and Wing Tip Fuel Vent Tie down Fuel Cap CHECK - DAMAGE/FUEL LEAKS CHECK CONDITION/SECURITY CHECK CONDITION/SAFETIES CHECK - OPEN, NO FUEL LEAKS CHECK CONDITION/SAFETIES CHECK CLEAR REMOVE OPEN Fuel Quantity Fuel Cap CHECK AGREES WITH COCKPIT FUEL GAUGE REPLACE CLOSED/LOCKED

72 Page NORMAL PROCEDURES CHECKLIST PREFLIGHT CHECK (cont.) h. FORWARD FUSELAGE/NOSE SECTION Fuel Tank Drains (1) Access Panels Exhaust Tail Pipe Oil Dipstick DRAIN,SAMPLE,COLOR,CONTAMINATION SECURE SECURE CHECK QUANTITY (8-11 qt) INSERT PROPERLY SEATED Right Engine Compartment, Lines/Fittings, CHECK CONDITION/LEAKS/CRACKS/SEAL Baffles Oil Access Door Propeller and Spinner Ram Air/Vent Air Inlets Nose Cowl Nose Landing Gear/Tire Chocks Left Engine Compartment Lines/Fittings Baffles Access Door Cowling Windshield CLOSED SECURE CHECK CONDITION/NICKS/CRACKS REMOVE COVERS CHECK CLEAR CHECK CONDITION/CRACKS CHECK CONDITION/INFLATION REMOVE CHECK CONDITION/LEAKS/CRACKS/SEAL CLOSED, SECURE CHECK CONDITION/CLOSED/SECURE CHECK CONDITION/CLEAN

73 Page NORMAL PROCEDURES CHECKLIST PREFLIGHT CHECK (cont.) NOTE Check that all external surfaces of the airplane are free from frost, ice, snow and that interiors of control surfaces are free of internal debris, ice or snow. NOTE It is the responsibility of the pilot to ensure that all aspects of flight preparation are conducted prior to flight. Items of consideration include, but are not necessarily limited to the following: (1) Pilot condition (both physical and emotional), and proficiency. (2) Airplane airworthiness, its loading (weight and balance), its performance based on field elevation and temperature versus takeoff weight, surface condition and length at departure and destination airports. (3) Route of the flight, weather (both) enroute destination and alternate, (if appropriate), fuel quantity on board versus fuel required for the intended flight, enroute and destination navigation facilities, appropriate navigation charts, NOTAMS affecting the flight and facilities at airports of intended use. WARNING FAILURE TO TAKE ITEMS IN THE ABOVE NOTES INTO CONSIDERATION MAY RESULT IN AN ACCIDENT WHICH COULD CAUSE EXTENSIVE DAMAGE TO THE AIRPLANE AND SERIOUS OR FATAL INJURIES TO THE AIRPLANE OCCUPANTS AND/OR TO PEOPLE ON THE GROUND. NOTE Refer to section 9 for other checklists applicable to this specific airplane.

74 Page NORMAL PROCEDURES CHECKLIST PREFLIGHT CHECK (cont.) I. BEFORE STARTING ENGINE Preflight Inspection Weight and Balance Cockpit/Cabin Doors Pilot Seat Parking Brake All Switches Avionics Master Switch Throttle Control Prop Control Mixture Control Fuel Selector Elevator and Rudder Trim Wing Flaps Battery Switch External Power (If installed) COMPLETE CHECKED CHECK CLOSED AND LOCKED ADJUST CHECK SET OFF OFF CHECK TRAVEL, SET CLOSED CHECK FULL INCREASE RPM CHECK IDLE CUT-OFF CHECK ON - (BOTH) CHECK - SET TAKEOFF RETRACT ON AS REQUIRED NOTE External power is optional, but if installed, its use is suggested during cold weather or if low battery charge. Annunciator Panel CHECK TEST

75 Page NORMAL PROCEDURES CHECKLIST PREFLIGHT CHECK (cont.) j. ENGINE START Propeller area CHECK CLEAR (1) Normal Start Throttle Battery /Alternator Switch Magneto Switches Beacon Electric Fuel Pump Mixture Electric Fuel Pump Prop Starter 1/4 OPEN ON ON ON ON CHECK PRESSURE FULL RICH (PRIME) - (5 SEC) IDLE CUT-OFF OFF CHECK CLEAR ENGAGE (15 SEC MAX) NOTE Engage starter for seconds. If engine fails to achieve a normal start after second attempt, or if fuel drips from the injector overflow drain under the engine compartment, use FLOODED ENGINE START procedure. A 5 minute cooling period should be observed between cranking periods. Longer cranking periods shorten starter life. Mixture Throttle Oil Pressure FULL RICH (WHEN ENGINE FIRES) ( RPM) CHECK - IN GREEN

76 Page NORMAL PROCEDURES CHECKLIST PREFLIGHT CHECK (cont.) (1) Normal Start (Cont) External Power Fuel Pressure DISCONNECT (IF USED) CHECK - IN GREEN (2) Hot Engine Start PROCEDURE NORMAL EXCEPT: Mixture IDLE CUT-OFF (3) Flooded Engine Start Throttle Battery/Alternator Switch Magneto Switches Beacon Electric Fuel Pump Mixture Prop Starter Throttle Mixture Throttle Oil Pressure External Power Fuel Pressure FULL OPEN ON ON ON OFF IDLE CUT-OFF CHECK CLEAR ENGAGE (15 SEC MAX) IDLE (WHEN ENGINE FIRES) FULL RICH (WHEN ENGINE FIRES) RPM CHECK - IN GREEN DISCONNECT (IF USED) CHECK - IN GREEN

77 Page NORMAL PROCEDURES CHECKLIST PREFLIGHT CHECK (cont.) NOTE At high altitudes, mixture may need to be leaned to maintain engine operation at low power settings prior to takeoff. k. BEFORE TAXI Avionics Master Switch Headsets Radio & Nav Equipment External Lights SET ON ON SET ON/FREQUENCIES SET-ON AS REQUIRED l. TAXI Taxi Area Parking Brakes Brakes Steering Flight Instruments CHECK CLEAR RELEASE CHECK OPERATION CHECK OPERATION CHECK OPERATION m. ENGINE RUN-UP Aircraft Nose Wheel Brakes Fuel Selector Propeller Mixture Throttle POSITION INTO WIND CENTER PARKING BRAKE BOTH SET - FULL INCREASE RPM SET FULL RICH SET RPM (50-60% Power) 4.3 NORMAL PROCEDURES CHECKLIST PREFLIGHT CHECK (cont.)

78 Page 5-78 m. ENGINE RUN-UP (cont.) Magnetos (R, BOTH, MAX DROP 175 RPM, L, BOTH) MAX DIF 50 RPM Propeller Engine Instruments EXERCISE RETURN TO FULL INCREASE RPM CHECK - IN GREEN Gyro Pressure (if installed) CHECK TO 5.2 IN HG CAUTION To avoid over-boosting engine, do not allow RPM to drop more than 500 RPM during propeller check. Fuel Pressure/Flow Throttle CHECK RETARD CHECK IDLE ( RPM) WARM UP AT APPROXIMATELY RPM. AVOID PROLONGED IDLING. DO NOT EXCEED 2200 RPM ON GROUND. NOTE The engine is warm enough for takeoff when throttle can be opened without the engine faltering. However, takeoff should not be initiated if the indicated oil pressure is above maximum (Increased oil pressure closes the turbo-charger waste gate and increases power therefore, excessive oil pressure can cause over-boost and resultant engine damage). n. BEFORE TAKEOFF Flight Controls Flight Instruments Engine Instruments RECHECK FREE (PROPER SENSE) SET DIRECTIONAL GYRO/ALTIMETER TO FIELD ELEVATION CHECK IN GREEN 4.3 NORMAL PROCEDURES CHECKLIST PREFLIGHT CHECK (cont.) n. BEFORE TAKEOFF (cont.)

79 Fuel Selector Fuel Quantity Mixture Elevator Trim Rudder Trim Propeller Runup Belts/Harnesses Loose Gear Lights Flaps Page 5-79 CHECK - BOTH ON CHECK ADEQUATE FULL RICH CHECK - SET/TAKEOFF CHECK - SET/TAKEOFF FULL INCREASE RPM COMPLETE CHECK SECURE CHECK SECURE CHECK - ON (IF REQUIRED) SET/TAKEOFF (0 or 15 DEG) O. TAKEOFF CAUTION MAXIMUM MANIFOLD PRESSURE IS 50.6 IN. HG. DO NOT EXCEED (1) Normal Takeoff Flaps Brakes Elevator Control Propeller Control RECHECK desired (0 or 15 deg.) RELEASE NEUTRAL CHECK FULL FORWARD Mixture Control CHECK FULL RICH 4.3 NORMAL PROCEDURES CHECKLIST PREFLIGHT CHECK (cont.) o. TAKEOFF (cont.) Throttle (Observe MP Limits) FULL POWER

80 Accelerate to Elevator Control Accelerate to Page to 65 KIAS SLIGHT UP PRESSURE UNTIL NOSE GEAR LIFTED 75 to 80 KIAS IN GROUND EFFECT AND CLIMB OUT (2) Obstacle Clearance/Minimum Ground Run Takeoff Flaps Brakes Propeller Control Mixture Control Throttle (Observe MP Limits) Brakes Accelerate to Elevator Control Accelerate to Flaps SET - 15 DEG SET CHECK FULL FORWARD CHECK - FULL RICH FULL POWER RELEASE 60 KIAS UP ELEVATOR PRESSURE AND LIFT OFF 72 KIAS CLIMB UNTIL OBSTACLE IS CLEARED THEN ACCELERATE TO 75 to 80 KIAS SLOWLY RETRACT AND CONTINUE CLIMB 4.3 NORMAL PROCEDURES CHECKLIST PREFLIGHT CHECK (cont.) (3) Soft Field Takeoff NOTE

81 Page 5-81 Takeoff ground run is increased significantly on soft surfaces and/or uphill gradients. Consult performance tables (Section 5). Flaps Brakes Elevator Control Propeller Control Mixture Control Throttle Elevator Control Accelerate to Elevator Control Flaps SET - 15 DEG RELEASE FULL AFT CHECK - FULL FORWARD CHECK - FULL RICH GRADUAL APPLICATION (TO INITIATE ROLL) TO FULL POWER [OBSERVE MP LIMITS]. UP PRESSURE UNTIL MAIN GEAR CLEARS GROUND, THEN RELAX PRESSURE WITH MAIN GEAR CLEAR OF SURFACE 75 to 80 KIAS IN GROUND EFFECT UP AND CLIMB AT DESIRED SPEED SLOWLY RETRACT o. TAKEOFF (cont.) (4) Crosswind Takeoff Flaps Brakes Propeller Control Mixture Control SET - 0 or 15 DEG RELEASE CHECK FULL FORWARD CHECK - FULL RICH 4.3 NORMAL PROCEDURES CHECKLIST PREFLIGHT CHECK (cont.) (4) Crosswind Takeoff (cont.) Throttle (Observe MP Limits) Elevator Control FULL POWER NEUTRAL

82 Aileron Control Page 5-82 DEFLECT INTO WIND Accelerate to a higher than normal lift off speed and pull airplane off abruptly. Maintain runway heading with brake and rudder controls. At lift off, smoothly adjust aileron and rudder control to achieve coordinated flight at the drift angle appropriate to fly straight along runway, accelerate to 75 to 80 KIAS, climb out and slowly retract flaps. p. AFTER TAKEOFF Trim (Elevator and Rudder) Engine/Flight Instruments Climb Out Throttle/Propeller Electric Fuel Pump Fuel Pressure External Lights AS REQUIRED CHECK NORMAL ESTABLISH DESIRED RATE ESTABLISH DESIRED SETTINGS OFF CHECK AS APPROPRIATE q. CLIMB (BEST ANGLE) Throttle (Observe MP Limits) Propeller Mixture Flaps Speed/Trim FULL POWER FULL FORWARD FULL RICH 0 DEG. TRIM TO 70 KIAS 4.3 NORMAL PROCEDURES CHECKLIST PREFLIGHT CHECK (cont.) q. CLIMB (BEST ANGLE) (cont.) Engine Gages OBSERVE LIMITS r. CLIMB (BEST RATE) Throttle (Observe MP Limits) FULL POWER

83 Propeller Mixture Flaps Speed/Trim Page 5-83 FULL FORWARD FULL RICH 0 DEG. TRIM TO 80 KIAS s. CLIMB (NORMAL/CRUISE) Throttle Propeller Mixture Speed/Trim 35 in. Hg 2600 RPM FULL RICH TRIM TO 90 to 100 KIAS t. CRUISE Engine/Flight Instruments Throttle/Prop/Mixture Fuel Pressure/Flow Trim (Elevator and Rudder) EGT & CHT Gauges CHECK SET PER PERFORMANCE TABLES CHECK SET MONITOR BELOW MAX 4.3 NORMAL PROCEDURES CHECKLIST PREFLIGHT CHECK (cont.) u. APPROACH TO LANDING Fuel Selector Mixture Prop Control Engine/Flight Instruments ON - BOTH FULL RICH SET FULL INCREASE RPM CHECK

84 External Lights Belts/Harnesses Page 5-84 AS APPROPRIATE SECURE Flaps AS DESIRED (0 to 40) NOTE Maximum flap extension & extended speed is 107 KTS. v. GO AROUND Throttle Propeller Mixture Airspeed Flaps Trim Airspeed Flaps Airspeed SET - FULL POWER (OBSERVE MP LIMITS) FULL INCREASE RPM FULL RICH ACCELERATE TO 70 KIAS RETRACT TO 15 DEG SET - AS APPROPRIATE KIAS RETRACT TO 0 DEG KIAS 4.3 NORMAL PROCEDURES CHECKLIST PREFLIGHT CHECK (cont.) w. LANDING NOTE Additional airspeed should be used on final approach in gusty or turbulent wind conditions. Add 1 KIAS for each 2 reported knots of gust regardless of the type of landing. It may be desirable to use NO flaps under extremely gusty, and/or cross-wind conditions. (1) Normal Landing Airspeed MAINTAIN 80 to 90 KIAS AN APPROX. NORMAL 3 DEG

85 Page 5-85 GLIDE PATH ON INITIAL SEGMENT OF APPROACH Flaps Decelerate to Throttle Elevator Control Brakes Flaps (When clear of runway) 40 DEG 75 to 85 KIAS ON FINALAPPROACH AS REQUIRED GRADUALLY ROTATE NOSE UPWARD AS AIRPLANE APPROACHES RUNWAY AS REQUIRED RETRACT (2) Obstacle Clearance Landing Airspeed Flaps Throttle MAINTAIN 76 KIAS ON APPROACH AN APPROX. NORMAL 3 DEG GLIDE PATH ON FINAL SET 40 DEG REDUCE TO IDLE WHEN OBSTACLE CLEARENCE IS ASSURED THEN MAINTAIN UNTIL FLARE TO TOUCHDOWN 4.3 NORMAL PROCEDURES CHECKLIST PREFLIGHT CHECK (cont.) (2) Obstacle Clearence Landing (cont.) Elevator Control Brakes FULL NOSE UP APPLY HEAVILY AS NECESSARY (3) Soft Field Landing Airsped Flaps Throttle MAINTAIN 76 KIAS SET 40 DEG REDUCE TO MINIMIZE SINK RATE AT TOUCHDOWN ON MAIN WHEELS

86 Page 5-86 Elevator Control Brakes FULL NOSE UP APPLY AS NECESSARY (4) Crosswind Landing Airspeed MAINTAIN NORMAL APPROACH SPEED AND GLIDE PATH ON INITIAL SEGMENT OF FINAL APPROACH, WITH AIRPLANE CRABBING INTO WIND Flaps (See NOTE under Para. w LANDING) EXTEND Decelerate Aileron Control Rudder Control Throttle TO NORMAL SPEED ON FINAL APPROACH APPROACHING TOUCHDOWN LOWER UPWIND WING USE OPPOSITE RUDDER TO ALIGN AIRPLANE WITH RUNWAY CENTERLINE THEN ROUND OUT SLOWLY TO LANDING IDLE 4.3 NORMAL PROCEDURES CHECKLIST PREFLIGHT CHECK (cont.) (4) Crosswind Landing (cont.) Aileron Control Rudder Control Elevator Control Aileron Control Elevator Control RETAIN INTO WIND RETAIN OPPOSITE RUDDER TO MAINTAIN RUNWAY HEADING ALLOW NOSE TO SLOWLY DROP AS AIRPLANE DECELERATES MAINTAIN AILERON DEFLECTION INTO WIND AFTER NOSE WHEEL TOUCH DOWN NEUTRAL

87 Rudder Control Brakes Page 5-87 AS REQUIRED AS REQUIRED x. AFTER LANDING Flaps External Lights RETRACT AS REQUIRED y. ENGINE SHUTDOWN Avionics Master Switch Electrical Switches Throttle Magnetos (Both momentarily) Mixture Magnetos Battery Switch OFF OFF IDLE OFF THEN ON IDLE CUT-OFF OFF OFF 4.3 NORMAL PROCEDURES CHECKLIST PREFLIGHT CHECK (cont.) y. ENGINE SHUTDOWN (cont.) Beacon OFF z. PARKING Parking Brake Flight Controls Cockpit and Cabin Doors Chocks Tie Downs SET ON SECURE CLOSE/LOCK INSTALL ATTACH (ALLOW SOME SLACK) aa. Practice Maneuvers

88 Page 5-88 (1) Touch And Go's Approach to Landing Checklist Normal/Obstacle Clearance Landing Elevator and Rudder Trim Throttle (Observe MP Limits) Flaps Accelerate to Elevator Control COMPLETE COMPLETE (EXCEPT DO NOT APPLY BRAKES) RESET AS REQUIRED FULL POWER SET 15 DEG 60 to 65 KIAS APPLY SLIGHT UP PRESSURE TO LIFT THE NOSE GEAR Accelerate to 72 KIAS IN GROUND EFFECT (FOR OBSTACLE CLEARENCE CLIMB) OR 75 to 80 KIAS (FOR NORMAL CLIMB) Flaps RETRACT (SLOWLY) 4.3 NORMAL PROCEDURES CHECKLIST PREFLIGHT CHECK (cont.) (2). Stalls WARNING DO NOT PRACTICE STALLS BELOW 5000 ft. AGL. Seat Belts/Harnesses Airspace below Fuel Pump Mixture Propeller Throttle Airspeed SECURE CHECK CLEAR ON AS REQUIRED (as required for smooth operation) FULL INCREASE RPM AS DESIRED (75% power or less) DECELERATE AT 1 KT/SEC (3)At Stall Break

89 Page 5-89 Pitch Power REDUCE INCREASE AS REQUIRED CAUTION If throttle is moved to full, mixture should be moved to full rich 4.4 AMPLIFIED NORMAL PROCEDURES (GENERAL) This section supplies amplified information, explanations for the basic checklists and provides a detailed description and explanation of procedures to be followed in particular instances. These amplified procedures are not designed, nor intended, for use in-flight. Certain checklists are self-explanatory so amplified information is not provided. 4.5 PREFLIGHT CHECK The pilot is responsible for ensuring that a thorough walk-around/preflight inspection is conducted. Preflight preparations must include a check of the airplane's operational status, determination that weight and C.G. are within limits, 4.5 PREFLIGHT CHECK (Cont.) calculation of fuel requirements, takeoff distance, in-flight performance and landing distance. Flight planning factors such as enroute and destination weather, air traffic control, navigation facilities status and NOTAMS should also be checked along with any other factors relating to safe flight. All equipment must be functional and suitable to the flight. a. Cockpit Prior to entering the airplane, remove the pitot tube cover, if installed. After entering the cockpit, check that the parking brake is set and release any restraints securing the flight controls. Check that the fuel selector valve is positioned to BOTH, drain the static source lines and return to ON, set the rudder and elevator trims to TAKEOFF range, extend the wing flaps 40 Deg and note free movement of controls. Check cockpit doors and latch operation. Check that all required aircraft paperwork is onboard and properly stowed and the weight and balance for the planned flight is within

90 Page 5-90 limits. Check magneto switch and all other equipment switches are OFF. Turn the battery switch ON, and check all circuit breakers SET. Check indicated fuel quantity. Turn ON and check all external lights, the n turn lights OFF. Turn heated pitot ON for one (1) minute, then OFF. Exit the cockpit and carefully feel the heated pitot tube to determine that it was functioning, then manually activate the stall warning vane and listen for operation of the stall warning horn. Turn the battery switch OFF prior to beginning the external preflight check. b. Forward Fuselage (Left Side) Check the general condition of the fuselage skins and access panels. Drain both fuel sumps. c. Left Wing Check that wing and control surfaces are free of snow, ice, frost or any other foreign matter. Check for skin damage, cracks and loose screws or rivets and that there is no evidence of fuel leaks. Check the aileron and flap surfaces, hinges and operating mechanisms for safeties, damage and operational interference. Check wing tips access panels. 4.5 PREFLIGHT CHECK (Cont.) c. Left Wing (cont.) Remove fuel cap and visually check fuel quantity (Be certain that the quantity compares favorably with quantity indicated during the cockpit check). Replace the fuel cap and be absolutely certain that the fuel cap is properly installed and locked. The fuel tank filler assemblies are designed to prevent siphoning of fuel in the event of a missing or loose fuel cap. However, a loose cap will flail at the end of its attachment and cause damage to the wing surface. Check pitot mast for security and pitot head for obstructions. Check fuel vent to be sure that there is no obstruction (A plugged vent can cause fuel tank collapse and/or fuel starvation). Remove wing tie-down (if used) d. Aft Fuselage (Left Side) Check the landing gear and wheels for condition and security. Check the condition (Abnormal wear or damage) and inflation of the tires. Check the brake discs for wear and the hydraulic lines and fittings for condition and leaks. Remove wheel chocks, if used. Be certain that all access panels, doors etc. are secure and that all antennas are in place and secure. Check to be sure that the airspeed static vents are unobstructed (A plugged static vent will cause erroneous airspeed indications).

91 Page 5-91 e. Empennage Surfaces of the empennage should be examined for frost, ice or snow accumulation, damage and operational interference. Check the elevator trim tab and rudder trim for damage, excessive play and the internal accumulation of debris, water or ice. Check all visible and accessible hinges, attachments and pins for excessive wear and that all safeties are in place. Be certain that the static wicks (if installed) are in good condition and secure. Remove the tail tie-down if one has been employed. f. Aft Fuselage (Right Side) Check the aft right side of the fuselage using the same procedures as performed on the aft left side. g. Right Wing Follow the same general procedures as performed for the left wing. 4.5 PREFLIGHT CHECK (Cont.) h. Forward Fuselage (Under Side) Nose Section Check the general condition of the fuselage and check for any damage and signs of abnormal leakage of oil, fuel or hydraulic fluid. Drain fuel sumps. Drained fuel must be checked for proper grade and for contaminates such as water or sediment. If unapproved fuel is observed, the fuel system must be purged and fuel replaced with the proper fuel. If water is present, continue draining the fuel sumps until uncontaminated fuel is obtained from each sump. If sediment is observed, continue draining the sumps until fuel drained from each sump is clear. If continued draining fails to clear the sediment or other contamination, the fuel system must be completely drained, the source of contamination located and corrected (Check and be certain that fuel sump quick drains are properly closed after draining). Check that all antennas, access panels and external equipment are secure. WARNING PRIOR TO DRAINING FUEL SUMPS, BE POSITIVE NO IGNITION SOURCE OR FIRE HAZARD IS PRESENT. NOTE

92 Page 5-92 Properly dispose of all drained fuel. Check the general condition of the nose section, and check for abnormal oil leakage on the airplane and/or on the ground. The propeller and spinner should be checked for oil leaks, detrimental nicks, cracks, dents or other defects. Remove covers from all openings and inlets and check for debris or obstructions. Open the engine cowling access doors and check all wires, hoses etc. for chafing and security. The engine compartment should be clean and show no signs of excessive oil leakage. All fuel and oil lines and their fittings should be checked for condition and that no leaks are apparent. Baffles should be checked for cracks and that their seals appear to be properly seating against the cowl. Check the oil level (See Note below), then replace the dipstick, ensuring that it is firmly seated. Inspect the exhaust system for security, cracks and any sign of leakage. NOTE Although the minimum safe oil quantity is 4 qts.,it is recommended that flight be initiated with a larger quantity (Max capacity is 11 qts l.). 4.5 PREFLIGHT CHECK (Cont.) WARNING CRACKS AND LEAKS IN THE EXHAUST SYSTEM ARE A FIRE AND CARBON MONOXIDE HAZARD. Close cowling access doors and be certain they are secured. Inspect the windshield for cleanliness and cracks. Depending upon the severity of a crack, the windshield may require replacement. A small crack may be stop-drilled as a temporary expedient. At any time cracks are evident in the windshield, appropriate action should be taken prior to flight. 4.6 BEFORE STARTING ENGINE Check that all cockpit and cabin doors are closed and locked and that the pilot seat is adjusted for best comfort and visibility. Check that the parking brake is "Set" by depressing toe brakes and pulling parking brake "T" handle out, then releasing toe brakes. Recheck that rudder and elevator trims are set for takeoff. Retract the wing flaps. Check the fuel selector is on "Both". Check all electrical switches are "Off". Exercise the throttle, propeller and mixture controls through their full travels to be certain there is no binding, then position the throttle to "Closed" position,

93 Page 5-93 propeller to the "Full Increase RPM" position and the mixture to the "Idle Cut-Off" position. Turn battery switch "On". Check operation of annunciator panel by pressing the "Press-to-test" function. NOTE Use of external power (if so equipped) is optional, but is recommended during cold weather or if low battery charge. Connect external power if needed. Turn ON beacon to alert ground personnel attention. Don head-sets and check intercom if copilot seat is occupied. Warn ground personnel and clear propeller area.

94 Page ENGINE START a. Normal Start (Engine Cold) Open throttle approximately 1/4 travel. Check battery ON. Turn electric fuel pump ON and CHECK FUEL PRESSURE. Prime engine by moving the mixture control to FULL RICH for five (5 SECONDS), then move mixture control to the IDLE CUT-OFF position and turn electric fuel pump OFF. Check that all ground personnel and equipment are well clear of propeller. ENGAGE starter and when engine fires, release starter and push mixture control smoothly to FULL RICH. Adjust throttle to obtain RPM. Check engine gauges (If oil pressure is not indicated within thirty seconds, shut the engine down by pulling mixture to IDLE CUT-OFF, turn OFF all electrical switches, including magnetos, and investigate). When engine is running smoothly, disconnect external power (if used) and turn alternator switch ON. Note that during extremely cold weather, it may be necessary to preheat the engine, and oil, before attempting a start. NOTE Engage starter 10 to 15 seconds (maximum).if engine fails to achieve a normal start after second attempt and no unusual symptoms are noted, or if fuel is observed dripping from the injector overflow drain under the engine compartment, use FLOODED ENGINE START procedure. If engine fails to start after the third attempt, a five (5) minute starter cooling period is required prior to further starter engagement. Except in emergencies, allow proper starter cooling times between engine start attempts (Extended cranking or short cooling times between start attempts will cause overheating and consequent early failure of the starter). b. Hot Engine Start Proceed as with normal start, except prime engine for only two (2) seconds. A slightly longer cranking time and a short period of rough engine operation is not unusual (It may be more difficult to start the engine when hot due to the fact that fuel "percolates" in the induction and fuel injector line system and must be purged of vapor the same as for a flooded engine start).

95 Page ENGINE START (Cont. ) c. Flooded Engine Start Move throttle control full OPEN. Check battery switch ON. Turn the electric fuel pump OFF. Maintain mixture control at IDLE CUT-OFF position. Engage starter and when engine fires, quickly set throttle to IDLE, set mixture control to FULL RICH and adjust throttle to obtain RPM. (See CAUTION below). 4.8 BEFORE TAXI 4.9 TAXI CAUTION If fuel has dumped overboard during start attempt and a backfire should occur, a fire on the ground is possible. Be prepared to execute the EMERGENCY PROCEDURES (Section 3), paragraphs 3.2a/(3.6). NOTE Normally the mixture control will be set to full rich. However, under certain conditions (high altitudes and others) during idle and taxiing operations, leaning may be required to maintain smooth engine operation. Turn avionics master switch ON. Turn ON, test and set radio and navigation frequencies. Turn ON external lights as required. Obtain taxi clearance if required. Do not begin taxi operations until the area of propeller blast and taxi areas are clear. Release the parking brakes and apply power slowly to start the taxi roll. Taxi a few feet forward and apply the brakes to determine their effectiveness. If brakes are not effective, shut engine down and coast to a stop. During initial taxiing, make slight turns (using differential braking) in both directions to determine maneuvering capability and to determine proper flight instrument response. Carefully observe wing clearances when taxiing near buildings or other stationary objects. If necessary, station a taxi director outside the aircraft. The normal power setting during taxi is RPM. (Lower power settings may result in low alternator output and can cause spark plug fouling, higher power settings cause inordinate brake wear and increase the risk of damage to propeller, fuselage and tail surfaces from blowing gravel or other objects). Avoid holes, ruts and taxiing over loose objects which could cause damage to the nose gear and/or propeller or be blown by propeller blast and cause airframe damage.

96 Page TAXI (Cont. ) CAUTION Maintain safe, controlled taxi speeds. If taxiing on soft or uneven surfaces is required, maintain full nose up elevator and use power carefully to maintain aircraft momentum. Avoid very soft or rough surfaces which may cause tires to bog down or sink, increasing the possibility of nose strut or propeller strike damage. It is important to be aware of the relative wind direction and speed and to correctly position the controls during taxi. If a strong headwind or tailwind exists, maintain the elevator in the neutral position or a position that provides the maximum weight on the landing gear. Taxiing with winds in excess of 30 knots or in the vicinity of propeller or jet blast can make taxiing difficult and could cause a wing to lift. Taxi with up-wind aileron deflected up GROUND RUN-UP If possible, position the airplane into the wind, with the nose wheel centered (Observe above "CAUTION"). Hold the toe brakes, set mixture to FULL RICH, set propeller control to FULL INCREASE RPM. Check oil temperature is 75 Deg. F (24 Deg. C) or higher, then smoothly advance throttle to attain 2000 RPM. Note engine instruments, checking for relatively even CHT/EGT rise, a rise in oil pressure, and smooth engine performance. Check the ignition system by setting the magneto switch to R for 2 to 3 seconds, then to BOTH for 2-3 seconds, then to L for 2 to 3 seconds, and then back to BOTH. "Drop-off" on either magneto should not exceed 175 RPM. Difference between the magnetos should not exceed 50 RPM. No significant engine roughness should be present. If drop-off exceeds 175 RPM on either side, set magneto switch to BOTH then increase throttle to obtain 2000 RPM, carefully lean mixture to peak EGT for 3-5 seconds to burn off spark plug deposits, set mixture to FULL RICH and repeat magneto check at 2000 RPM.

97 Page GROUND RUN-UP (Cont.) Check propeller operation by setting the throttle to 1800 RPM with prop control set to FULL INCREASE RPM. Smoothly decrease propeller RPM by moving propeller control full aft. As RPM decreases to 1100, return control to FULL INCREASE RPM. A smooth drop in RPM should be noted followed by a momentary (1-2 second) stabilization at followed by a smooth rise back to 1500 RPM (Do not permit the RPM to drop more than 500 RPM). Repeat the procedure, cross check for a drop in RPM and a rise in oil pressure as RPM changes. Engine performance at idle is checked by moving throttle to IDLE and noting smooth engine operation between RPM. Reset throttle to RPM. Return the fuel selector to the BOTH. CAUTION Position the airplane into the wind. If a cross-tailwind run-up must be made in high winds, the elevator control should be in the neutral or nose up position with the aileron deflected away from the wind. If a wing begins to lift, immediately release brakes, retard the throttle to IDLE and attempt to position airplane more directly into wind. If both magneto switches are inadvertently turned OFF during magneto check, leave OFF and pull mixture to IDLE CUTOFF (Turning a magneto switch back to ON after both being inadvertently turned OFF could result in a backfire with resultant severe engine and/or exhaust system damage). Restart using FLOODED ENGINE START procedure. NOTE Operating on either L or R magneto for more than a few seconds may cause spark plug fouling BEFORE TAKEOFF All aspects of each takeoff should be thoroughly considered prior to proceeding. These aspects include runway conditions, wind, takeoff performance, traffic conflicts and clearances. Check that the propeller pitch control is set at FULL INCREASE RPM and that the mixture control is set at FULL RICH. Turn the electric pump ON. Check engine gages in the NORMAL range.

98 Page BEFORE TAKEOFF (Cont.) Check that elevator and rudder trims are set to takeoff positions. Cycle the flight controls to confirm freedom. Set the flaps to TAKE OFF position. Turn external lights ON as required. Check seat belts and harnesses SECURE. Ensure that any loose gear is securely stowed. Check the flight instruments for proper indications and alignment and that the field elevation (altimeter setting) is accurately set into the altimeter. Check all flight controls and flaps for freedom of movement by operating them through full travel. Any binding or unusual noises must be investigated prior to flight. Ensure that control surface response is correct relative to cockpit control commands. Visually observe that both ailerons displace in the proper direction when the aileron control is activated and that the elevators move in the commanded direction TAKEOFF a. Normal Takeoff Set flaps at 0 or 15 degrees for normal take-off. Release toe brakes, smoothly apply FULL THROTTLE. Use a smooth, steady movement and avoid rapid or abrupt opening, or closing, of the throttle, monitor manifold pressure. As the airplane accelerates to 60 to 65 KIAS, ease the elevator control back to raise the nose gear. Maintain directional control by using rudder and differential braking (if necessary) to counteract torque effect and/or crosswind. Maintain aircraft in ground effect until normal climb speed (75 to 80 KIAS) has been attained. NOTE On the first flight of the day or with a cold engine manifold pressure must be monitored to avoid exceeding limiting manifold pressure of 50.6 in. Hg. Normal full throttle power will result in manifold pressure in the in. Hg range depending on altitude and temperature.

99 Page TAKEOFF (Cont.) b. Obstacle Clearance/Minimum Ground Run Takeoff Consult Section 5,(PERFORMANCE DATA) to ensure that sufficient runway length is available and that any obstacles can be safely cleared. Position the airplane as close to the runway end as possible, apply brakes, set flaps to 15 Deg., check mixture is full rich, smoothly apply full power, and release brakes. Accelerate to 60 KIAS, apply up elevator control, lift off, and climb at 72 KIAS until the obstacle has been cleared. Relax the elevator back pressure, slowly retract flaps and accelerate to 75 to 80 KIAS for normal climb. WARNING OBSTACLE CLEARANCE TAKEOFFS SHOULD BE MADE ONLY WHEN ABSOLUTELY ESSENTIAL. MANEUVERABILITY, STALL MARGINS, AND PILOT VISIBILITY ARE SEVERELY REDUCED. c. Soft Field Takeoff WARNING THE TAKEOFF RUN FROM AN UNPREPARED OR SOFT AREA WILL INCREASE SIGNIFICANTLY OVER THAT FROM A HARD SURFACE RUNWAY. CONSULT "SECTION 5, PERFORMANCE DATA" TO DETERMINE FIELD LENGTH REQUIREMENT. Survey the takeoff area to ensure that the surface is suitable for a takeoff and select the best possible direction based on wind, obstacles and surface conditions. Ensure that adequate length is available and that any obstacles can safely be cleared. Set flaps to 15 degrees, apply full up elevator control, roll into take-off position without stopping and smoothly apply full power. Maintain full up elevator until nose wheel lifts off. Relax elevator up control and with the airplane just clear of the ground, accelerate in ground effect to approximately 75 to 80 KIAS and apply elevator up control to establish the desired climb, slowly raise flaps and assume normal climb.

100 Page TAKEOFF (Cont. ) d. Crosswind Takeoff Smoothly apply full power, position aileron control to place upwind aileron in the up position and use rudder and brakes throughout the takeoff roll (as necessary) to maintain directional control. Accelerate to a higher than normal lift off speed and pull aircraft off abruptly. As the airplane lifts off, adjust rudder and aileron to establish a coordinated crab into wind and maintain runway direction. Maintain the airplane in ground effect at 10 feet AGL while accelerating to climb airspeed AFTER TAKEOFF/CLIMB Use elevator trim to establish the desired climb speed. Slightly higher airspeeds should be used in gusty wind conditions. At lighter weights, slightly lower airspeeds may be used. Maximum continuous power (2600 RPM and Full Throttle) in climb must be conducted with full rich mixture. If climb performance permits, the throttle may be reduced slightly at 500 feet AGL. The mixture may be leaned if a power less than 85% is used. During climb outs, monitor engine and flight instruments, ensure that CHT does not exceed 450 F (249 Deg C), oil temperature does not exceed 245 F (118 Deg C), EGT does not exceed 1650 Deg F (899 Deg C), and that the attitude indicator and compass are functioning properly (a) CLIMB (Best Angle) With full throttle, full rich mixture, full increase RPM, wing flaps in the retracted position, use elevator trim to establish the airplane at a climb speed of 70 KIAS. Be certain that all engine limits are observed (b) CLIMB (Best Rate) Conduct "Best Rate" climbs same as "Best Angle", except trim the airplane to 80 KIAS(Sea Level). See Section 5 for variation of climb speed with altitude.

101 Page AFTER TAKEOFF/CLIMBS (cont.) 4.13 (c) CLIMB (Normal/Cruise) Cruise climbs are performed with flaps retracted, power at cruise settings (Normally 75%) and trimmed to air speeds between 90 and 100 KIAS. During extended cruise climb, the mixture may be leaned as altitude increases if the EGT, CHT and oil temperatures are normal (Lean to maintain temperatures within the approved ranges for the power setting being used). No leaning permitted above 85% power CRUISING POWERPLANT MANAGEMENT Upon reaching the selected cruising altitude, level off and check flight instruments for normal indications. Adjust throttle and RPM to provide the desired power setting (Reduce throttle prior to reducing RPM). For "Best Economy Cruise", lean to peak EGT or 1650 Deg F. (899 Deg C), whichever occurs first. For "Maximum Power Cruise", before leaning to obtain maximum power mixture, it is necessary to establish a reference point. This point is determined as follows: (1). Establish a peak EGT for best economy operation at the highest economy cruise power without exceeding 1650 Deg F (899 Deg C). (2). Deduct 125 Deg F (52 Deg C) from the above temperature. This establishes the temperature reference point for use when operating at maximum power mixture. (3). Return mixture control to full rich and adjust the RPM and manifold pressure to obtain the desired cruise operation. (4). Lean mixture until EGT is at the value established in (2) above. Mixture is now set for best power.

102 Page CRUISING POWERPLANT MANAGEMENT (Cont.) NOTE For maximum engine service life maintain the following limits for continuous operation: Engine Power settings - 65% of rated power or less Cylinder Head temperature deg. F or below Oil Temperature to 220 deg. F Exhaust Gas temperature deg. rich of peak Refer to Lycoming Service instruction 1094D Maximum cylinder head temperature (CHT) is 450 Deg F (249 Deg C). However, maximum CHT should not exceed 450 Deg F (232 Deg C) when operating at 85% power or above and 435 Deg F (224 Deg C) below 85% power. For maximum engine service life, maintain CHT at or below 400 Deg F. Enrichen mixture or reduce power as necessary to maintain the CHT at or below 450 Deg F (232 Deg C) for high performance cruise or 435 Deg (224 Deg C) for economy cruise. When increasing power to increase air speed in level cruise flight or to initiate a cruise climb, first enrichen the mixture then increase propeller RPM (if desired) and finally the throttle. Re-adjust the mixture to yield the EGT appropriate to the new power setting. If power is increased to full power, set mixture to FULL RICH, propeller to FULL INCREASE RPM, and throttle FULL FORWARD. DO NOT lean the mixture during full power operations. When making power reductions to decrease airspeed, maintain the mixture and propeller settings and reduce throttle setting. When established at the new airspeed, adjust the throttle, propeller and mixture settings to provide the desired power. If an RPM increase is desired, enrichen mixture slightly, increase propeller RPM slightly and then set throttle to yield the desired power. Re-adjust mixture to yield the correct EGT for the new power setting. When decreasing RPM, maintain the mixture setting, reduce the throttle setting by the number of In. Hg approximately equal to the number of hundreds of RPM to be decreased then decrease propeller RPM and re-adjust the throttle to establish the desired power. Readjust mixture to yield the EGT appropriate to the new power setting.

103 Page DESCENT The recommended procedure for descent is to leave engine controls at cruise settings and increase airspeed to give the desired rate of descent (Observe limiting airspeeds). Monitor the manifold pressure and adjust to maintain the cruise setting. Leave the mixture leaned to the cruise is setting to prevent rapid engine cooling. Should additional rate of descent be desired, the power can be reduced. However, at reduced power, maintain an EGT of at least 1350 Deg F (732 Deg C) to avoid thermal shock and possible severe damage to the engine. NOTE It may be necessary to manually lean engine to maintain smooth engine operation. NOTE Avoid abrupt reduction in power to idle, or prolonged descent with throttle at idle or low power settings at excessive airspeeds. These operations cause thermal shock to the cylinders which can result in damage to the engine APPROACH TO LANDING (NORMAL) Check fuel selector on BOTH. Set the mixture to FULL RICH and the propeller to FULL INCREASE RPM so that full power will be available if needed for a goaround. Turn boost pump ON. Check all instruments NORMAL. Select appropriate external lights and adjust internal lights as necessary. Secure seat belts and harnesses. Enter airport pattern, fly the established pattern altitude to the location abeam of the point of intended touch-down, extend the flaps to 15 Deg. Adjust power and trim to fix airspeed at 90 to 100 KIAS. For a normal final approach, select landing flaps, adjust power and trim the elevator to maintain 80 to 90 KIAS with a 3 degree glide path. CAUTION If an unbalanced load exists, it is recommended that side slips not be used for the approach. It is possible that a side slip may "unport" the fuel source feeding the engine and cause fuel starvation. If a slip must be used, slip with the wing having the fullest tank on the high side of the slip.

104 Page (a) APPROACH TO LANDING (OBSTACLE CLEARANCE) See NORMAL PROCEDURES CHECKLIST PARA. 4.3 (1) LANDING CAUTION Plan the pattern so that steep turns are not required when turning from down-wind to base leg and from base leg to final. Steep turns increase stall speed (Fig 5-3, Stall Speed vs Angle of Bank). Steep turns, low power and slow airspeed can be dangerous, particularly if the airplane is heavily loaded and/or with gusty or turbulent wind conditions. NOTE Observe 107 KIAS full flap extension and flap extended speed limitation. NOTE It is recommended that a slightly higher airspeed be used on final approach during gusty or turbulent wind conditions. Add approximately one (1) KIAS for each two,(2) knots of reported gust. Under extreme gusty or cross-wind conditions the use of flaps is NOT suggested. Slightly lower airspeeds may be used when operating at lighter weights and in calm wind conditions. a. Normal. Adjust throttle and pitch attitude to compensate for ground effect as the aircraft approaches the runway. At approximately 10 feet AGL, smoothly begin landing flare. Maintain this attitude and adjust the throttle to accomplish a smooth touchdown. When touch-down has been accomplished, reduce the throttle to IDLE, allow the airplane weight to settle onto the main wheels and maintain the initial touchdown attitude as long as possible by increasing elevator up command (Do not increase up elevator quickly enough to cause the airplane to "Balloon" back into the air). The nose will gradually lower as airspeed is lost. After nose wheel touch down, maintain directional control with rudder and differential braking as necessary.

105 Page LANDING (Cont.) b. Obstacle Clearance. After completing the appropriate checklists and executing the desired pattern entry, establish the aircraft on final approach using a 3 glide path at 76 KIAS with 40 deg. flaps. Continue approach until a point has been reached from which a steep descent can be made, clear of the obstacle, to a point on the landing surface which will allow a safe rollout distance following normal touchdown, adjust pitch attitude, and set throttle to maintain the required descent angle at 76 KIAS. Flare and adjust the throttle to accomplish a smooth touchdown. Apply maximum braking usable, short of sliding tires. c. Soft Field. After completing the appropriate checklists and executing the desired pattern entry, establish the aircraft on final approach using a 3 glide path at 80 to 85 KIAS. Flare gradually and adjust throttle to allow the airplane to gently touch down as slowly as possible in a nose-high attitude with full nose up elevator, reduce throttle to IDLE and maintain nose wheel clear of runway as long as possible if surface is soft or allow the nose wheel to touch down as the airplane slows if surface is smooth. Procedures for landing rollout are the same as those given for a normal landing, except that brake application should be judicious on soft surfaces. d. Crosswind. After completing appropriate checklists and executing the desired pattern entry, establish the airplane on final approach using a 3 glide path at normal final approach speed. At approximately 20 feet AGL, establish a "wing-down-top-rudder" landing crosswind correction by adjusting the ailerons and rudder to lower the upwind wing while maintaining the fuselage aligned with the runway centerline. At approximately 10 feet AGL, increase the pitch attitude to flare. Maintain this attitude and adjust the throttle to accomplish a smooth touchdown on the upwind main wheel. When a satisfactory touchdown has been accomplished, reduce the throttle to IDLE and adjust ailerons slightly to allow the downwind main wheel to touchdown.

106 Page LANDING (cont.) d. Crosswind. (cont.) Maintain the initial touchdown pitch attitude momentarily, with control wheel deflected into the wind as necessary to keep the upwind wing from lifting and use rudder and differential braking, as necessary, to maintain directional control. As airplane slows, gradually lower the nose, allowing the nose wheel to touch down as airspeed falls. Apply brakes only as required to slow to taxi speed or stop PARKING The parking location should be free of loose material such as gravel, debris or unsecured tiedown ropes, which could be blown up by the propeller. The relatively high gross weight of the airplane should be considered when parking on un-prepared surfaces such as loose dirt, sand or mud. These types of surfaces could allow the airplane to sink during taxiing or settle while parked. After the airplane has been positioned, release the toe brakes and determine whether the airplane is likely to drift as the crew exits. If so, set the parking brake. If not, leave the brake released to prevent binding. Extend the flaps to prevent damage to the flaps and their operating mechanism in the event of strong winds from the tail direction, also secure the control wheel with the seat belt to prevent the elevator and ailerons from moving. Install wheel chocks if available. Install tiedowns at both wing tie-down points and at the tailskid. Straps or ropes are preferred over chains. Tie downs should be firmly secured but without excessive tension. Close and lock the cockpit and cabin doors. If the fuel caps are equipped with locks, check that they are locked if so desired. Install a windshield cover if desired (Extended exposure of the windshield to direct sunlight and excessive heat causes more rapid deterioration of the windshield) PRACTICE MANEUVERS a. Touch-and-Go Landings. Touch-and-go landings should be performed using the standard APPROACH TO LANDING checklist. NORMAL, OBSTACLE CLEARANCE, SHORT/SOFT FIELD, or CROSSWIND procedures may be used. However, if the touch-andgo is to be performed on a runway which has an actual obstacle, or if the runway is actually short or soft, it must be ascertained that the maneuver can be safely completed. In some cases, a runway that is suitable for a full stop landing may not be suitable for a touch-and-go. (See Section 5, PERFORMANCE) 4.19 PRACTICE MANEUVERS (Cont.)

107 Page The procedures for completing the touch-and-go are the same as those for fullstop landing, except that as the aircraft settles onto the runway, the take-off should be initiated by smoothly applying full power, retracting the flaps to 15 Deg. and then continuing with the lift-off and climbout appropriate to the desired type of take-off. The take-off portion of the maneuver may be initiated once both main wheels are on the runway, or may be delayed until the nose wheel has also touched down. In either case, attention should be paid to airspeed to ensure that rotation and lift-off are performed correctly. b. Stalls. Practice stalls should be performed above 5,000 feet AGL to allow adequate altitude margin in case of an inadvertent spin. Prior to performing practice stalls, ensure that seat belts and harnesses are secure. Turn the fuel pump ON. Perform a clearing turn to ensure that there is no conflicting traffic. Set throttle and mixture for the stall, with propeller RPM to full RPM to ensure that sufficient power will be available for stall recovery. Adjust the throttle as required to obtain or simulate various power conditions for stalls. c. Engine Emergencies and Power-Off Landings. Simulated power-off conditions should not be initiated below 500 feet AGL when any turns will be required prior to landing (Cockpit workload saturation may ensue when attempting to complete the ENGINE POWER LOSS and POWER- OFF LANDING procedures during a demanding turn at low altitude). The APPROACH TO LANDING checklist should normally be completed (with the exception of flap extension) prior to initiating the simulated power Loss. Power loss should be simulated by smoothly retarding the throttle to IDLE. After this point, completion of the various engine emergency procedures and the power-off landing procedures may be practiced, except as follows: Switching the magneto switches to OFF position should be SIMULATED; Movement of the mixture control to the IDLE-CUTOFF position should be SIMULATED; MAYDAY call and selection of the transponder to EMERGENCY should be SIMULATED; Turning OFF of the alternator and/or battery should be SIMULATED.

108 Page Section 5 PERFORMANCE Table of Contents Para. Title Page 5.1 General Introduction Flight Planning Example Performance Graphs/Figures 10

109 Page SECTION 5 PERFORMANCE 5.1 GENERAL All performance data required by the U.A.E.A.C. is provided in this section. In the cases of takeoff distance, landing distance and climb performance, U.A.E.A.C. regulations require that they be provided under standard conditions, ie. Sea level, in HG ( mb), and 59 Deg F (15 Deg C). U.A.E.A.C. regulations also require that takeoff distance, landing distance and climb performance be calculated for other than standard sea level conditions. Calculated performance data must be provided from sea level to 10,000 feet with temperatures at those altitudes ranging from 60 Deg F (-18 Deg C) below standard to 40 Deg F (+37 Deg C) above standard. However, due to the anticipated high altitude usage that is intended for this airplane, calculated performance data is expanded to 12,000 feet. 5.2 INTRODUCTION - PERFORMANCE AND FLIGHT PLANNING Except as described in Paragraph 5.1 above, performance information presented in this section is based on measured flight test data corrected to I.C.A.O. standard day conditions, expanded analytically for the various conditions of weight and "off standard" conditions. Performance charts are unfactored. They do not make allowance for degrees of pilot proficiency or any mechanical deterioration of the airplane or engine. Performance values can be duplicated by an average pilot following the approved procedures in a properly maintained airplane with a properly maintained engine. Takeoff and landing performance data is determined from a level, paved, dry runway. Various factors affecting takeoff and landing performance cannot be predicted and therefore are not accounted for in the performance charts. Typical examples of factors affecting takeoff and landing performance are the gradient (up or down) of the runway surface and the type of surface ie. wet or dry grass, snow, slush etc.. General "Rules of Thumb" for estimating takeoff and landing performance from sloping and dry grass runways are:

110 Page INTRODUCTION - PERFORMANCE AND FLIGHT PLANNING (Cont.) 1. Takeoff uphill, increase published ground distance by 10% per 1% gradient and for landing uphill, decrease the ground distance 7% per 1%. 2. Takeoff downhill, decrease published ground distance by 10% per 1% gradient and for landing downhill, increase the ground distance 7% per 1%. 3. Takeoff from close-cropped dry grass, increase published distance by 6.5% and for landing, increase the published distance by 11%. A "Rule of Thumb" for wet grass is not possible due to the fact that the surface may be relatively solid or it may be very soft. Likewise, standing water, snow or slush covered runways are unpredictable. The pilot must evaluate the surface and determine whether a takeoff or landing should be attempted. When landing on wet grass, standing water, snow or slush covered surfaces the pilot must attempt to determine the conditions from radio contact with the airport or by an over-fly of the field. Special precautions must be taken to avoid soft spots and to be alert to the possibility of a slippery surface. If landings must be made on such surfaces, they should be made at the slowest possible controlled touch-down speed. Flight performance charts do not consider the effects of winds aloft on ground speed and range. Range and endurance can be grossly reduced by improper or non-leaning of the engine during flight. Monitoring of fuel flow versus power chart settings should be practiced at all times during flight. TO OBTAIN CHART PERFORMANCE FOLLOW CHART PROCEDURES Paragraph 5.3 (FLIGHT PLANNING EXAMPLE) provides a detailed flight plan incorporating information contained in the performance charts presented in this section. Each pertinent chart has an example of how it is to be used, based on the "Flight Planning Example".

111 Page INTRODUCTION - PERFORMANCE AND FLIGHT PLANNING (Cont.) CAUTION Performance information obtained by extrapolation beyond limits shown on the charts should not be used for flight planning purposes.

112 Bogotá Colombia Page FLIGHT PLANNING EXAMPLE a. Aircraft Loading After conducting the preflight, walk-around inspection and determining that the airplane is airworthy and in a condition for safe flight, the first step is to determine the airplane weight and its center of gravity. Use the information provided in Section 6 (WEIGHT AND BALANCE). Basic Empty Weight of the airplane was established by the factory when the airplane was licensed and entered in the Airplane Logbook and Weight and Balance Record in order to determine the current Basic Empty Weight and Center If alterations have been made to the airplane that affect the weight and center of gravity since it was licensed, refer to center of gravity. Use the Weight and Balance Loading Form and the C.G. Range and Weight chart to determine that the total weight and center of gravity of the airplane are within approved limits. The sample Take-off weight has been determined based on the following assumptions: (1) Basic Empty Weight 2850 lbs. (2) Occupants (5 x 170 lbs.) 850 lbs. (3) Baggage 130 lbs. (4) Fuel (6 lb/gal x 100 gal) 600 lbs. (5) Takeoff Weight 4430 lbs. The takeoff weight is 70 lbs. less than the maximum gross weight of 4500 lbs and balance calculations have determined that the C.G. location is within approved limits.

113 Bogotá Colombia Page FLIGHT PLANNING EXAMPLE (Cont.) b. Takeoff and Landing From "a" above it has been determined that the airplane is airworthy, safe for flight and that the weight and center of gravity are within approved limits. It is now necessary to consider all aspects of the takeoff and landing. Determine the conditions existing at the departure and destination airports. Departure airport conditions and takeoff weight are applied to the appropriate Takeoff Distance (Figures 5-5) to determine the length of runway required for the takeoff and/or obstacle clearance. Landing distance calculations are performed using the same procedures and the existing conditions at the destination airport. Assumed conditions for the sample flight are: Conditions Departure Destination Airport Airport (1) Press. Alt. (ft) 9,000 7,500 (2) Temperature (C) 5 10 (3) Wind Component (Kt) (Headwind +, Tailwind -) (4) Runway Length (ft) 5,200 4,800 (5) Takeoff and Landing Distance (ft) From the above it has been determined that there is adequate runway length for takeoff and landing under the conditions presented. If either the takeoff or landing distance exceeds available runway length at either the departure or destination airport, the airplane must be "Off loaded" to permit a legal takeoff (Probably reduction of fuel load).

114 Bogotá Colombia Page FLIGHT PLANNING EXAMPLE (Cont.) b. Takeoff and Landing NOTE The remaining performance charts used in this flight plan example assume no wind conditions. Effects of winds aloft must be accounted for when computing climb, cruise and descent performance. c. Climb The next step in planning the flight is to determine the climb segment components. The type of climb (Maximum Continuous Power or Cruise Climb) must be decided upon by the pilot and the appropriate chart selected. The selected cruise pressure altitude and corresponding outside air temperature values are the first variables needed in the determination of climb components from the Time, Distance and Fuel to Climb graph (Figure 5-9). After fuel, time and distance for the cruise pressure altitude and outside air temperature values have been determined, apply the existing conditions at the departure field to graph (Figure 5-7),then subtract the values obtained from the graph for the departure field conditions from those for the cruise pressure altitude. Values obtained are the fuel, distance and time components for the climb segment of the sample flight plan, corrected for field pressure altitude and temperature. The following values were determined for the instructions in the sample flight plan. (1) Cruise Pressure Altitude (ft) 12,500 (2) Cruise OAT (C) - 15 (3) Time to Climb (Min) ( min - min) (4) Distance to Climb (Kt miles) ( Kt miles - Kt miles) (5) Fuel to Climb (U.S. Gal) ( gal - gal) Reference Figure 5-8 or 5-9

115 Bogotá Colombia Page FLIGHT PLANNING EXAMPLE (Cont.) d. Descent Descent data is established prior to cruise data so that the distance to descend can be used in determining the total cruise distance. Using the cruise pressure altitude and OAT, determine the basic time, distance and fuel required to descend. These values must be adjusted for the destination airport field pressure altitude and temperature. To determine the necessary adjustment values, use the altitude and temperature conditions as variables to find the fuel, distance and time values. Subtract the values obtained from the destination field conditions from the values obtained from the cruise conditions to find the true fuel, distance and time values needed for the descentportion of the flight. Values determined by utilization of the charts for the descent portion of the example follow: (1) Time to descend (Min) ( Min - Min) (2) Distance to descend (Kt miles) ( Kt miles - Kt miles) (3) Fuel to descend (U.S. Gal) ( Gal - Gal) e. Cruise Knowing the total distance of the flight, add the calculated distance to climb to the calculated distance to descend and subtract this value from the total distance to establish the cruise distance. The pilot must decide upon the power setting desired for the cruise portion of the flight, See Power Setting Table. The cruising true airspeed is determined using the selected power, cruising altitude and temperature values in the Cruise Speed vs. Altitude chart. Determine the cruise fuel consumption appropriate to the power setting from the Power Setting Table.

116 Bogotá Colombia Page FLIGHT PLANNING EXAMPLE (Cont.) e. Cruise (Cont.) The cruising time is calculated by dividing the cruise distance by the cruise speed. The cruise fuel burn is determined by multiplying the cruise fuel consumption by the cruise time. Following are the calculations for the cruise portion of the sample flight: (1) Total Distance (Kt miles) 450 (2) Cruise Distance (Kt miles) e(1) - (c[4] + d[2]) (3) Cruise Power (%) 75 (4) Cruise Speed (KTAS) (5) Cruise Fuel Consumption (U.S. Gal/Hr) (6) Cruise Time (Hours) e(2)/e(4) (7) Cruise Fuel Consumption (U.S. Gal) e(5) x e(6) f. Total Flight Time Total flight time is determined by adding the time to climb, the time to descend and the cruise time. Time to climb and descend are in minutes while the cruise portion of the flight is in hours therefore, minutes must be converted to tenths of an hour before adding. Total flight time calculation: (1) c(3) + d(1) + e(6) min + min + hrs hrs +. hrs + hrs

117 Bogotá Colombia Page FLIGHT PLANNING EXAMPLE (Cont.) g. Total Fuel Required Calculate the total fuel required by adding the fuel for start, taxi and takeoff ( gal, is calculated by allowing 5 minutes of fuel flow at takeoff power) to climb, descent and cruise fuel. When the total fuel (in gallons) is determined, multiply this value by 6 to determine the total fuel weight (in pounds) used for the flight. The total fuel consumption calculation: (1) Total Fuel Required (U.S. Gallons) Fuel to start, taxi and takeoff plus (c)(5) Plus (d)(3) plus (e)(7) Gal + gal + gal + gal ( x 6)

118 Bogotá Colombia Page PERFORMANCE CHARTS LIST OF FIGURES Fig. No Description 5-1 Airspeed Calibration (Primary Static Source) Page No Temperature Conversion (Deg F Deg C) Stall Speed vs Angle of Bank Wind Components Takeoff Distance Maximum Rate of Climb Climb Gradient at Best Rate of Climb Time Distance Fuel to Climb at Maximum Continuous Power 5-9 Time Distance Fuel to Climb Cruise Climb Power Maximum Takeoff Rate of Climb Takeoff Climb Gradient (15 Deg. Flaps) Maximum Balked Landing Rate of Climb Balked Landing Climb Gradient Power Setting Chart Range Chart Endurance Chart Landing Distance 28

119 Bogotá Colombia Page Figure 5-1 Airspeed Calibration (Primary Static Source)

120 Bogotá Colombia Page (Deg. F vs Deg. C) Figure 5-2 Temperature Conversion

121 Bogotá Colombia Page STALLING SPEEDS CONDITIONS : Power Off 4500 Pounds NOTES: 1. Maximum altitude loss during a stall recovery demonstrated in certification was 180 feet from wing level. Altitude lost may be greater from a turning stall. 2. KIAS values are approximate. MOST FORWARD CENTER OF GRAVITY WEIGHT LBS ANGLE OF BANK FLAP 0? 30? 45? 60? POSITION KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS 0? ? 30? ? MOST REARWARD CENTER OF GRAVITY WEIGHT LBS ANGLE OF BANK FLAP 0? 30? 45? 60? POSITION KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS 0? ? 30? ? Figure 5-3 Stall Speed vs Angle of Bank

122 Bogotá Colombia Page Figure 5-4 Wind Components

123 Bogotá Colombia Page CONDITIONS: Flaps 15º Full Throttle,Mixture Rich Maximum braking Paved level,dry Runway No wind Obstacle Clearance Speed is 72 KIAS TAKEOFF DISTANCE MAXIMUN WEIGHT 4500 LBS Notes: 1. Short field procedures as specified in section 4. PRESURE ALTITUDE -40?C -20?C -10?C 0?C GND GND GND GND ROLL ROLL ROLL ROLL DISTANCE TO CLEAR 50 OBST. DISTANCE TO CLEAR 50 OBST. DISTANCE TO CLEAR 50 OBST. DISTANCE TO CLEAR 50 OBST. ft SL ft 860 Ft 1550 Ft 980 ft 1660 ft 1035 ft 1720 ft 1090 ft PRESSURE ALTITUDE ? C 20?C 30?C 40? C GND GND GND GND ROLL ROLL ROLL ROLL DISTANCE TO CLEAR 50 OBST. DISTANCE TO CLEAR 50 OBST. DISTANCE TO CLEAR 50 OBST DISTANCE TO CLEAR 50 OBST. ft Ft Ft ft ft ft ft ft

124 Bogotá Colombia Page SL Figure 5-5 Takeoff Distance

125 Bogotá Colombia Page MAXIMUM RATE OF CLIMB CONDITIONS: Flaps up 2600 RPM Full throttle Mixture Full Rich WEIGHT LBS PRESS ALT FT 4500 S.L CLIMB RATE OF CLIMB FPM SPEED KIAS -20? C 0? C 20? C 40?C Figure 5-6 Maximum Rate of Climb

126 Bogotá Colombia Page THIS PAGE INTENTIONALLY LEFT BLANK

127 Bogotá Colombia Page CLIMB GRADIENT AT BEST RATE OF CLIMB SPEED CONDITIONS: Flaps Up 2600 RPM Full Throttle Mixture Full Rich WEIGHT LBS PRESS ALT FT 4500 S.L CLIMB CLIMB GRADIENT SPEED KIAS -20? C 0?C 20? C 40? C : 9.7 1:10.4 1:11.2 1:12.1 1:13.1 1:14.5 1:10.5 1:11.2 1:12.1 1:13.2 1:14.5 1:16.2 1:11.3 1:12.2 1:13.2 1:14.5 1:16.1 1:18.5 1:12.2 1:13.2 1:14.4 1:16.0 1:18.2 1:21.8 Figure 5-7 Climb Gradient at Best Rate of Climb

128 Bogotá Colombia Page Time-Distance-Fuel to Climb at Maximum Continuous Power. CONDITIONS: POWER: 100% Standard Temperature Flaps up Zero Wind WEIGHT LBS PRESSURE ALTITUDE FT 4500 S.L TIME MIN DISTANCE NM FUEL USED GALLONS Figure 5-8 Time - Distance - Fuel to Climb at Maximum Continuous Power

129 Bogotá Colombia Page Time - Distance - Fuel to Climb Cruise Climb Power CONDITIONS: POWER: 80% Standard Temperature Flaps up Zero Wind WEIGHT LBS PRESSURE ALTITUDE FT 4500 S.L TIME MIN DISTANCE NM FUEL USED GALLONS Figure 5-9 Time - Distance - Fuel to Climb Cruise Climb Power

130 Bogotá Colombia Page MAXIMUM TAKEOFF RATE OF CLIMB FLAPS 15? CONDITIONS: FLAPS RPM Full Throttle Mixture Full Rich. WEIGHT LBS PRESS ALT FT 4500 S.L CLIMB RATE OF CLIMB FPM SPEED KIAS -20? C 0? C 20? C 40? C Figure 5-10 Maximum Takeoff Rate of Climb

131 Bogotá Colombia Page TAKEOFF CLIMB GRADIENT AT BEST RATE OF CLIMB SPEED FLAPS 15? CONDITIONS: FLAPS RPM Full Throttle Mixture Full Rich. WEIGHT LBS PRESS ALT FT 4500 S.L CLIMB CLIMB GRADIENT SPEED KIAS -20? C 0? C 20? C 40? C :10.4 1:11.1 1:11.8 1:12.7 1:13.7 1:15.0 1:11.2 1:11.9 1:12.8 1:13.9 1:15.1 1:16.7 1:12.0 1:12.9 1:13.9 1:15.1 1:16.7 1:19.0 1:12.9 1:13.9 1:15.1 1:16.6 1:18.7 1:22.5

132 Bogotá Colombia Page Figure 5-11 Takeoff Climb Gradient (15 Deg. Flaps)

133 Bogotá Colombia Page MAXIMUM BALKED LANDING RATE OF CLIMB FLAPS 40? CONDITIONS: FLAPS RPM Full Throttle Mixture Full Rich. WEIGHT LBS PRESS ALT FT 4500 S.L CLIMB RATE OF CLIMB FPM SPEED KIAS -20? C 0? C 20? C 40? C Figure 5-12 Maximum Balked Landing Rate of Climb

134 Bogotá Colombia Page BALKED LANDING CLIMB GRADIENT AT BEST RATE OF CLIMB SPEED FLAPS 40? CONDITIONS: FLAPS RPM Full Throttle Mixture Full Rich. WEIGHT LBS PRESS ALT FT 4500 S.L CLIMB CLIMB GRADIENT SPEED KIAS -20? C 0? C 20? C 40? C :11.4 1:12.5 1:13.9 1:15.5 1:17.7 1:20.8 1:12.6 1:14.0 1:15.7 1:17.9 1:20.9 1:25.4 1:14.0 1:15.7 1:17.8 1:20.7 1:25.1 1:32.8 1:15.6 1:17.7 1:20.4 1:24.5 1:31.5 1:49.0 Figure 5-13 Balked Landing Climb Gradient

135 Bogotá Colombia Page ENGINE POWER SETTINGS P.A Alt Ft S.L Std Temp?F BHP (Aprox. 65%) RPM & M.P BHP(Aprox. 75%) RPM & M.P P.A Alt Ft S.L To maintain constant power, correct manifold pressure approximately 1% MAP for each 10 F variation in induction air temperature from standard altitude temperature. Add manifold pressure for air temperatures above standard; substract for temperatures below standard. Observe maximum allowable manifold pressure limitations, see maximum manifold pressure limitation chart. Figure 5-14 Power Setting Chart

136 Bogotá Colombia Page Range Chart Power 75% 65% 55% Units nm nm nm Altitude Range Range Range Figure 5-15 Range Chart

137 Bogotá Colombia Page Endurance Range Chart Power 75% 65% 55% Units Hr, min Hr, min Hr, min Altitude Endurance Endurance Endurance :32 6:01 6: :31 6:00 6: :30 5:58 6: :30 5:57 6: :27 5:54 6: :26 5:52 6: :24 5:51 6: :23 5:49 6: :21 5:48 6: :20 5:46 6: :11 5:35 5: :10 5:32 5:54 Figure 5-16 Endurance Chart

138 Bogotá Colombia Page CONDITIONS: Flaps 36 Power Idle After Clearing Obstacles Maximum braking Paved level, Dry Runway No wind Obstacle Clearance Speed is 76 KIAS LANDING DISTANCE MAXIMUM WEIGHT 4500 LBS Notes: 2. Short field procedures as specified in section 4. PRESURE ALTITUDE -40?C -20?C -10?C 0?C GND GND GND GND ROLL ROLL ROLL ROLL DISTANCE TO CLEAR 50 OBST. DISTANCE TO CLEAR 50 OBST. DISTANCE TO CLEAR 50 OBST. DISTANCE TO CLEAR 50 OBST. Ft SL ft 840 Ft 1670 Ft 910 ft 1720 ft 945 Ft 1790 ft 960 ft PRESURE ALTITUDE ? C 20?C 30?C 40? C GND GND GND GND ROLL ROLL ROLL ROLL DISTANCE TO CLEAR 50 OBST. DISTANCE TO CLEAR 50 OBST. DISTANCE TO CLEAR 50 OBST DISTANCE TO CLEAR 50 OBST. Ft ft Ft Ft ft ft Ft ft Ft

139 Bogotá Colombia Page SL Figure 5-17 Landing Distance

140 Bogotá Colombia Page TABLE OF CONTENTS SECTION 6 WEIGHT AND BALANCE Para. Title Page 6.1 General Weight and Balance Information Airplane Weighing Procedure Weight and Balance Determination for Flight Equipment List Airplane Configurations and General Loading Recommendations 6.7 Airplane Loading Configurations Standard Configuration Cargo and Passengers Configuration Cargo Configuration Weight and Balance Determination for Flight 19 FIGURES 6.1 Sample Aircraft Weighing Center Of Gravity Limits Sample Loading 9

141 Bogotá Colombia Page SECTION 6 WEIGHT AND BALANCE FIGURES 6.4 Standard Configuration Passengers and cargo Configuration Cargo Configuration Sample Loading Standard Configuration 6.8 Sample Loading Standard Configuration 6.9 Sample Loading Passenger and Cargo Configuration Sample Loading Cargo Configuration 22 SECTION 6 WEIGHT AND BALANCE

142 Bogotá Colombia Page GENERAL NOTE Weight and balance limits are placed on airplanes for two reasons: First, the effect of the weight on the primary and secondary structures; and second, the effect of the weight and balance on performance, stability and control characteristics particularly in stall and spin recovery. Maximum weight and C.G. are also factors in takeoff and landing performance. In order to achieve the performance and flying characteristics, which are designed into the airplane, it must be flown with the weight and center of gravity (C.G.) position within the approved operating range (envelope). It is the pilots responsibility to ensure that the airplane is loaded within the loading envelope before takeoff. Improper loading carries consequences for any aircraft. An overloaded airplane will not take off, climb or cruise as well as a properly loaded one. The heavier the airplane is loaded, the less climb performance it will have. Center of gravity is a determining factor in flight characteristics. If the C.G. is too far forward the aircraft will require very large stick forces for control. If the C.G. is too far aft, the airplane may be hard to rotate on takeoff or tend to pitch up during climb. Longitudinal stability will be reduced. This can lead to inadvertent stalls and even spins. Spin recovery becomes more difficult as the center of gravity moves aft of the approved limit. A properly loaded airplane, however, will perform as intended. Before the airplane is delivered, it is weighed. Basic empty weight and C.G. location are computed. Basic empty weight consists of the standard empty weight of the airplane plus the weight of optional equipment. The correct loading of the airplane can be ascertained by summing the weights and moments from the loading graph, then checking the total weight and moment against the loading envelope (Figure 6-2). A sample-loading problem is shown in Figure 6-3. Additional moment calculations, based on the actual weight and C.G. arm (Fuselage Station) of the item being loaded, must be made if the position of the load is different from that shown on the loading graph.

143 Bogotá Colombia Page PERTINENT WEIGHT AND BALANCE INFORMATION CAUTION It is the responsibility of the pilot to ensure that the airplane is loaded properly. Operation outside of prescribed weight and balance limitations could result in an accident and serious or fatal injury.

144 Bogotá Colombia Page a. Allowable weight and center of gravity (C.G.)limits are; Forward (At 4500 Lbs.) (At 3350 Lbs. or less) Rearward (At all weights) 120 aft of Datum 112 aft of Datum 126aft of Datum The datum is inches ahead of the wing leading edge(figure 6-1). b. Gross Weight is 4500 pounds. c. Weight is obtained with an accurate scale placed under the nose and main wheels with the aircraft in the level position (Figure 6-1). d. The fuel moment, pilot and passenger moment, and baggage moment can be obtained from the equipment list. e. C.G. and moment are shown on the Weight and Balance Form and Operator s Loading Calculations (Figures 6-2 and 6-3, respectively). The following list is provided in order to familiarize pilots and owners with the terminology used in calculating the weight and balance:

145 Bogotá Colombia Page Arm Basic Empty Weight C.G. Limits The horizontal distance from the reference datum to the center of gravity (C.G.) of an item. The standard empty weight plus the weight of installed optional equipment. The extreme center of gravity locations within which the airplane must be operated at a given weight.

146 Bogotá Colombia Page PERTINENT WEIGHT AND BALANCE INFORMATION (Cont.) Center of Gravity(C.G.) The point at which an airplane or item of equipment would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane or item of equipment. Mean Aerodynamic Chord(MAC) Maximum Landing Weight Maximum Ramp Weight Maximum Takeoff Weight The chord of an imaginary airfoil which, throughout the flight range, will have the same force vectors as those of the wing. The maximum weight approved for the landing weight at touchdown. The maximum weight approved for ground maneuver. It includes the weight of start, taxi and run-up fuel. The maximum weight approved for the start of the takeoff roll. 6.3 AIRPLANE WEIGHING PROCEDURE The Basic Empty Weight and Center of Gravity for this airplane was determined by the factory at the time of licensing and is recorded in the aircraft weight and balance paper work. If equipment has been added or removed or airplane modifications accomplished since delivery, these alterations may affect the Basic Empty Weight and Center of Gravity. Following is a procedure for determining the new BEW and CG following additions, removals or modifications: (a) Preparation (1) Ascertain that all equipment checked in the Airplane Equipment List is installed and in it s proper location. (2) Clean all excess dirt, grease and moisture from the airplane and remove any foreign items such as tools, rags, magazines, etc.

147 Bogotá Colombia Page AIRPLANE WEIGHING PROCEDURE (Cont.) (3) Defuel the airplane. This may be accomplished by siphoning or pumping the fuel from the wing tanks and then opening the "Quick- Drain" valves located under the fuselage until all drainable fuel is obtained, then close the valves. The engine should be started and run until all undrainable fuel has been exhausted from each source. (4) Check that oil level is full (12 Qts) be indicated on the dip stick. (5) Position the pilot and copilot seats in their neutral positions. Fully retract the flaps, position all control surfaces in their neutral positions and be certain that all doors (baggage and entrance) are closed. (6) To prevent scale-reading errors due to wind, place the airplane in a hangar with all doors closed. (b) Leveling (1) Place the airplane on calibrated weigh scales. (2) Place a spirit level on the seat track beside the main cabin entrance door. (3) To level the airplane longitudinally, inflate or deflate the nose wheel tire as required to center the bubble of the spirit level. (4) It is desirable, but not required, to also level the airplane laterally. This can be accomplished by placing the level across the seat tracks and inflating or deflating a main wheel tire as required to center the bubble on the level and then level the airplane longitudinally as described in steps 2 and 3 above. (c) Weighing - Airplane Basic Empty Weight (1) When the airplane has been leveled as described above, record the nose and main wheel weights shown on each weigh scale and deduct any tare from the readings.

148 Bogotá Colombia Page AIRPLANE WEIGHING PROCEDURE (Cont.) Scale Position Scale Reading Tare Symbol Net Weight Left Wheel L Right Wheel R Nose Wheel N Sum of Net Weights (as weighed) W X = ARM (A)- (N) x (B); X = ( )-( ) x ( ) = ( W ( ) )Inches. Item Airplane Weight (dry) Add: Oil (12 lbs per gal) Add: Unuseable fuel (3 6 lbs per gal) Equipment Changes Weight (Lbs) x C.G. Arm (in.) = (Mom/1000 (lbs in) Airplane Basic Empty Wt Figure 6-1 Sample Aircraft Weighing

149 Bogotá Colombia Page Figure 6-2 Center of Gravity Limits

150 Bogotá Colombia Page WEIGHT AND BALANCE DETERMINATION FOR FLIGHT 1. Add the weight of all items to be loaded to the Basic Empty Weight. 2. Multiply the weight by the arm to determine the moment of all items to be carried in the airplane. 3. Add the moment of all items to be loaded to the Basic Empty Weight moment. 4. Divide the total moment by the total weight to determine the C.G. location. 5. By using the figure 6.2, locate a point on the Weight and C.G envelope. If the point falls within the C.G. envelope, the loading meets the weight and balance requirements. 6. Location of the point on the Weight and C.G. envelope indicates whether the airplane is slightly nose heavy or slightly tail heavy and can assist in setting pitch trim for takeoff. IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT OWNER TO ENSURE THAT THE AIRPLANE IS LOADED PROPERLY. THE CHARTS, GRAPHS, INSTRUCTIONS, AND PLOTTER SHOULD BE CHECKED TO ASSURE THAT THE AIRPLANE IS WITHIN THE ALLOWABLE WEIGHT VS. CENTER OF GRAVITY ENVELOPE.

151 Bogotá Colombia Page ITEM WEIGHT ARM Pilot Copilot Passenger Passenger Passenger Passenger Ballast 207 Ballast Misc. Misc. Fuel WEIGHING Left Wheel Weight: 1066 Right Wheel Weight: 1008 Nose Wheel Weight: 718 Total Weight: 2792 Sample Loading AIRCRAFT LOADING AS WEIGHED F.S. of Reference: MAC: 62 L.E MAC: ADJUSTMENTS TO WEIGHED CONFIGURATION ITEM WEIGHT ARM MOMENT % MAC. Aircraf As Weighed Change Pilot Change Copilot Change Passenger 0.0 Change Passenger 0.0 Ballast Ballast Misc Misc Weight as Adjusted AIRCRAFT WEIGHT & CG FOR FLIGHT Zero Fuel Weight Fuel Load at Engine Sta 104 gal Total Ramp Weight & Balance Figure 6-3 Sample Loading 6.5 EQUIPMENT LIST

152 Bogotá Colombia Page The following is the list of equipment, which may be installed in the Gavilan 358 aircraft. It consists of those items used for defining the configuration of an airplane when the basic empty weight is established at the time of manufacture. WEIGHT AND BALANCE EQUIPMENT LIST Item Description Weight (lb) C.G. Location (in) Moment (lb*in) 1. Seats, pilot and co-pilot Seats passengers (first row) Seats passengers (second row) Seats passengers (third row) Cockpit doors Cargo doors Battery Voltage regulator Landing Lights (2) Navigation Lights Rotating Beacon Stall Warning ELT Strobe power supply Engine TIO-540-W2A (dry) Vacuum pump Governor Oil coolers Spinner Propeller EQUIPMENT LIST (Cont.)

153 Bogotá Colombia Page WEIGHT AND BALANCE EQUIPMENT LIST (Cont.) Item Description Weight C.G. Moment (lb) Location (in) (lb*in) 20. Fuel flow transducer Airspeed A/G D/G R/C Altimeter encoder T/B Anunciator panel Tachometer MP Oil pressure/temp EGT gauge CHT gauge Ammeter Fuel Pressure gauge Fuel Quantity gauges Compass United 5035P Encoding Alt KLN89 GPS KY96A Comm KT76A Xponder Antenna AIRPLANE CONFIGURATIONS AND GENERAL LOADING RECOMMENDATIONS

154 Bogotá Colombia Page The following section is intended to provide extended instructions for the proper loading of the airplane when performing a change in the basic seat configuration of the airplane (from passenger to cargo configuration or a mixed configuration). Is very important that the pilot had establishes that the C.G. of the aircraft, after it has been loaded is within the approved limits. It is highly recommended that the pilot reviews carefully previous paragraphs, to compare the results explained herein with the limitations and recommendations established there. This section provides examples of typical loading configurations. Remember that it is the pilot s responsibility to ascertain that the aircraft is properly loaded prior to flight. 6.7 AIRPLANE LOADING CONFIGURATIONS. Due to its huge and accessible cabin, the Gavilán 358 has enough space to accommodate awkward pieces of cargo, and different combinations of passenger seating. Following are the recommended configurations that will give the maximum flexibility. a) Standard Seating (2+2+2 see figure 6.4) b) Passenger and cargo. (See figure 6.5) c) Cargo. (See figure 6.6) NOTE These are general loading recommendations. The charts and instructions should be checked to ensure that the airplane is within the allowable Weight vs. Center of gravity envelope. 6.8 STANDARD CONFIGURATON (2+2+2) This configuration is suited, for operations where baggage or cargo is not a consideration. (See figure 6.4) Usually this configuration is used for scenic tours operation, in which each passenger desires to have his own window. When the seating arrangement is changed from what the aircraft was originally delivered with, the Basic Empty Weight and corresponding C.G. must be corrected prior to the determination of the loading schedule.

155 Bogotá Colombia Page The following instructions apply to this configuration. a) Fuel the airplane according to flight plan. b) Load from front to rear progressively. Seats should be located, providing enough leg room for occupants (see maintenance manual section 11 for removing and installation procedures). If preferred, these seats can be located close to the back panel, as long as the heavies t occupants are located in the first two rows. c) If baggage is going to be carried the loading procedure should be as follows: i) Removes last two seats (follow procedures described in section 11 in maintenance Manual). ii) Load the first and second row of seats. Be sure that heaviest occupants are located in these positions. (See figure 7.2 for stations) iii) iv) Load baggage in rear space. Once baggage is loaded and secure, attach last two seats as forward as possible, leaving room for emergency exit. v) Check C.G. envelope for limits, cargo may have to be removed or fuel downloaded, to keep airplane within limits. d) If 5 or less passengers are going to be loaded, baggage area may be increased, leaving space at the side of the last passenger (rear right) free for evacuation, and being carefully to secure cargo with any approved restraint system (refer to maintenance manual section 11 for part numbers and installation procedures). e) This configuration may be varied in any other combination as long as the aircraft is loaded within the allowable weights and C.G. range.

156 Bogotá Colombia Page Fig. 6.4 Standard Configuration 6.9 CARGO AND PASSENGERS CONFIGURATION (see figure 6.5)

157 Bogotá Colombia Page This configuration is the result of mixing one row of seats, with the cargo area enlarged. This arrangement is intended for those operations in which the airplane is going to move more cargo than passengers, but there is enough useful load left to make use of one row of seats. When seating arrangement is changed, the Basic Empty Weight and corresponding C.G. must be corrected prior to the determination of the loading schedule. Is important to ensure that cargo is properly secured to avoid possible injury to occupants. The following procedure apply for this condition: a) Is recommended that for this type of condition, the seats used are those located in the last row of seats (third row in standard configuration), to provide as much space as possible to load cargo. A third seat may be added between the two seats usually located in this row. The other seats may be removed but if they are going to be carried in flight, they must be secured as if they were cargo, remembering that this will decrease the useful load. (See paragraph 6.5 for weights). b) Fuel the airplane according to flight plan. This step is important because it will help to calculate the amount of useful load left for cargo and passengers. c) Locate load as evenly as possible, to make easier to secure to the seat tracks. Use as many hooks as possible. Leave enough space to evacuate the aircraft in case of an emergency. d) Using cargo net and tie downs (if provided) or any other approved mean, fasten the load to the floor; and bear in mind that the maximum allowable load is 50 Lbs. per foot. e) Try to locate the cargo as forward as possible, leaving space for passengers seated in forward facing row. This will help to keep C.G., within limits. f) Load the cargo progressively from front to rear and evenly distributed. g) Secure the cargo with any type of restraint accessories approved. Leave enough space for evacuation in case of emergency. At least twenty inches (20 ) measured from the knee of a passenger to the bulk of cargo, must be left to provide enough space for evacuation in case of an emergency. h) Load passengers.

158 Bogotá Colombia Page Fig. 6.5 Passengers and Cargo Configuration. 6.10CARGO CONFIGURATION (See figure 6.6) Arrangement intended for operations such as courier, or to transporting awkward pieces of cargo, in which the entire cabin is needed. It only takes into account cargo weight, and weight of accessories provided for securing cargo to the floor. It is assumed that for this type of operation the seats are not required so they are removed from the airplane. When seats are removed, the Basic Empty Weight and corresponding C.G. must be corrected prior to the determination of the loading schedule. Following are the instructions for a proper loading: