~" -~lrcraft Certification Office Federal Aviation Administration Wichita, Kansas

SUPPLEMENTAL AIRPLANE FLIGHT MANUAL For CESSNA 182 H, J, K, L, M Serial No. 18255845 to 18260055 DOCUMENT NO: 182058 Applicable to N: Serial No.: ------------- ---------------- The information contained in this manual is FAA Approved Material, which along the FAA Approved placards and instrument markings, is applicable to the operation of the airplane when modified in accordance with STC SA00152WI, which installs an I0-550-D engine and Hartzell 3 blade propeller. The information contained herein supplements or supersedes the basic Manual only in those areas outlined herein. For limitations, procedures, perf01mance and loading information not contained in this supplement, consult the Basic Owners Handbook. FAA Approved JJi:Atf'.. ~ kn ~~argaret Kline, Manager ~" -~lrcraft Certification Office Federal Aviation Administration Wichita, Kansas Date: ~ //,, 7-0/1; OriginalDa~: Ju;e 13, 1996 May 16,2016 Page 1 of39

Log of Revisions Rev. Pages Rev. Description FAA Approved Date - - Original Added Table of Contents, Added G.M Baker June 13, 1996 "FAA Approved and Date" to all pages, Added Hartzell Prop 1 ALL PHC-G 3 YF -1 RF /F8468A()-6R Corrected graphs: Center of Gravity Moment Envelope and Center of Gravity Limits Revised Center of Gravity limits 2 7, 10, 34, 35 and Moment Envelope dtw./~111~ information Tina L. Miller October 10, 2008 Page 2 of39

Table of Contents Section 1-General...4 Section 2-Limitations.5 Section 3-Emergency Procedures.10 Section 4-Normal Procedures......18 Section 5-Performance..29 Section 6-Weight and Balance/Equipment List.34 Section 7-Airplane System and Descriptions.36 Page 3 of 39

SECTION 1. GENERAL DESCRIPTIVE DATA ENGINE Engine Manufacture: Teledyne Continental Engine Model No.: IO-550-D Engine Type: Normally aspirated, direct drive, aircooled, horizontally opposed, fuel injected six-cylinder engine with 550 cu. in. displacement. Horsepower rating and engine speed: Maximum Power: 300 rated at 2700 RPM. Maximum continuous Power: 300 rated BHP at 2700 RPM. PROPELLER Propeller Manufacture: Hartzell Propeller Inc. Propeller Model No.: PHC-L3YF-1RF/F7691 Number of Blades: 3 Propeller Diameter: Maximum 78 inches Minimum 77 inches Propeller Type: Constant speed and hydraulically actuated with a low pitch setting of 14.5 and a high pitch setting of 26.8. Or Propeller Manufacture: Hartzell Propeller Inc. Propeller Model No.: PHC-G3YF-1RF/F8468A()-6R Number of Blades: 3 Propeller Diameter: Maximum 80 inches Minimum 78 inches Propeller Type: Constant speed and hydraulically actuated with a low pitch setting of 13.2 ± 0.1 and a high pitch setting of 31.0, at 30 inch station. Page 4 of 39

SECTION 2. LIMITATIONS AIRSPEED LIMITATIONS Vne Never Exceed Speed...193 MPH CAS Vno Max. Structural Cruising...160 MPH CAS Va Maneuvering Speed: 2800 Lbs...128 MPH CAS Vfe Maximum Flap Extended:10 to 35 Flaps...110 MPH CAS AIR SPEED INDICATOR MARKINGS (CAS) White Arc:... 60-110 MPH Green Arc:... 67-160 MPH Yellow Arc:... 160-193 MPH Red Line:... 193 MPH POWER PLANT LIMITATIONS Engine Manufacture: Teledyne Continental Engine Model No.: IO-550-D Engine Operating Limits for Takeoff and Continuous Operation: Maximum Power: 300 BHP rating. Continuous: 300BHP rating. Maximum Engine Speed: 2700 Maximum Cylinder Head Temperature:... 460 F. Maximum oil Temperature:... 240 F. Oil Pressure, Minimum:... 10 PSI Maximum:... 100 PSI Fuel Pressure, Minimum:... 3.5 PSI Maximum:... 19.54 PSI (25.2 gal/hr) Page 5 of 39

SECTION 2. LIMITATIONS (Cont.) Propeller Manufacture: Hartzell Propeller Inc. Propeller Model No.: PHC-L3YF-1RF/F7691 Propeller Diameter, Maximum:... 78.0 inches Minimum:... 77.0 inches Propeller Blade Angle at 30-Inch Station, Low:... 14.5 + or - 0.2 High:... 26.8 + or - 1.0 or Propeller Manufacture: Hartzell Propeller Inc. Propeller Model No.: PHC-G3YF-1RF/F8468A()-6R Propeller Diameter, Maximum:... 80.0 inches Minimum:... 78.0 inches Propeller Blade Angle at 30-Inch Station, Low:... 14.2 + or - 0.1 High:... 31.0 SECTION 2. LIMITATIONS (Cont.) POWER PLANT INSTRUMENT MARKINGS Tachometer: Normal Operating:...2500-2200 RPM... Green Arc Maximum Limit:... 2700 RPM... Red Line Oil Temperature: Normal Operating:... 100-240 F.... Green Arc Maximum Limit:... 240 F.... Red line Cylinder Head Temperature: Normal Operation:... 200-460 F... Green Arc Maximum Limit:... 460 F... Red Line Page 6 of 39

Fuel Flow (Pressure): Minimum Limit:... 3.5 psi... Red Line Normal Operating:... 7.0-17.0 gal/hr... Green Arc Maximum Limit:... 19.5 psi... Red Line (25.2 gal/hr) Oil Pressure: Minimum Limit:... 10 psi... Red Line Normal Operating:... 30-60 psi... Green Arc Maximum Limit:... 100 psi... Red Line CENTER OF GRAVITY LIMITS Center of Gravity Range: Forward: 33.0 inches aft of datum at 2250 Lbs. or less, with straight line variation to 38.4 inches aft of datum at 2800 Lbs. Aft: 46.5 inches aft of datum at all weights. Reference Datum: Front face of firewall. Page 7 of 39

SECTION 2. LIMITATIONS (Cont.) OTHER LIMITATIONS Flap Settings Approved Takeoff Range: 0 to 20. Approved Landing Range: 0 to 35. PLACARDS Forward of fuel tank filler cap. (Standard Tanks) Service this airplane with 100LL/100 minimum grade gasoline. Capacity 30.5 gal. (Long Range Tanks) Service this airplane with 100LL/100 minimum grade gasoline. Capacity 40.0 gal. On the instrument panel close to the Fuel flow gage. MIN. FUEL FLOWS AT FULL THROTTLE RPM SL 4000 8000 12000 2700 24 GPH 22 GPH 20 GPH 18 GPH Page 8 of 39

SECTION 2. LIMITATIONS (Cont.) On lower console next to the fuel shut off valve. Fuel Shut OFF On the instrument panel next to the manifold pressure gage. DO NOT EXCEED 20" MAP BELOW 2250 RPM On the instrument panel above the alternate air control. ALT. AIR Page 9 of 39

SECTION 3. EMERGENCY PROCEDURES AIRSPEEDS FOR EMERGENCY OPERATIONS Engine Failure After Takeoff: Wing Flaps Up:... 80 MPH IAS Wing Flaps Down:... 75 MPH IAS Maneuvering Speed: 2800 Lbs:... 126 MPH IAS Maximum Glide: 2800 Lbs:... 80 MPH IAS Precautionary Landing With Engine Power:... 75 MPH IAS Landing Without Engine Power: Wing Flaps Up:... 80 MPH IAS Wing Flaps Down:... 75 MPH IAS Page 10 of 39

SECTION 3. EMERGENCY PROCEDURES (Cont.) OPERATIONAL CHECKLISTS ENGINE FAILURES Engine Failure During Takeoff Run (1) Throttle -- IDLE. (2) Brakes -- APPLY. (3) Wing Flaps -- RETRACT. (4) Mixture -- IDLE CUT-OFF. (5) Ignition Switch -- OFF. Engine Failure Immediately After Takeoff (1) Airspeed -- 80 MPH IAS (Flaps UP). 75 MPH IAS (Flaps DOWN). (2) Mixture -- IDLE CUT-OFF. (3) Fuel Selector Valve -- OFF. (4) Ignition Switch -- OFF. (5) Wing Flaps--AS REQUIRED (35 recommended). (6) Master Switch -- OFF. Engine Failure During Flight (1) Airspeed -- 80 MPH IAS. (2) Alternate Air -- ON. (3) Fuel Shutoff Valve -- ON. (4) Fuel Selector -- BOTH. (5) Throttle -- OPEN "1" INCH. (6) Mixture -- RICH. (7) Auxiliary Fuel Pump -- ON TO OBTAIN 4-6 GPH, THEN OFF. (9) Ignition Switch -- BOTH (or START if propeller is stopped). Page 11 of 39

SECTION 3. EMERGENCY PROCEDURES (Cont.) FORCED LANDINGS Emergency Landings Without Engine Power (1) Airspeed -- 80 MPH IAS (Flaps UP). 75 MPH IAS (Flaps DOWN). (2) Mixture -- IDLE CUT-OFF. (3) Fuel Shutoff -- OFF. (4) Ignition Switch -- OFF. (5) Wing Flaps -- AS REQUIRED (35 recommended). (6) Master Switch -- OFF. (7) Doors -- UNLATCH PRIOR TO TOUCHDOWN. (8) Touchdown -- SLIGHTLY TAIL LOW. (9) Brakes -- APPLY HEAVILY. Precautionary Landing with Engine Power (1) Wing Flaps -- 20. (2) Airspeed -- 75 MPH IAS. (3) Selected Field -- FLY OVER, noting terrain and obstructions, then retract flaps upon reaching a safe altitude and airspeed. (4) Radio and Electrical Switches -- OFF. (5) Wing Flaps -- 35 (on final approach). (6) Airspeed -- 75 MPH IAS. (7) Master Switch -- OFF. (8) Doors -- UNLATCH PRIOR TO TOUCHDOWN. (9) Touchdown -- SLIGHTLY TAIL LOW. (10) Ignition Switch -- OFF. (11) Brakes -- APPLY HEAVILY. Page 12 of 39

SECTION 3. EMERGENCY PROCEDURES (Cont.) Ditching (1) Radio -- TRANSMIT MAYDAY on 121.5 MHZ, giving location and intentions. (2) Heavy objects (in baggage area) -- SECURE OR JETTISON. (3) Flaps -- 20-35. (4) Power -- ESTABLISH 300 FT/MIN DESCENT at 69 MPH IAS. (5) Approach -- High Winds, Heavy Seas -- INTO THE WINDS. Light Winds, Heavy Swells -- PARALLEL TO SWELLS. NOTE If no power is available, approach at 80 MPH IAS with flaps up or at 75 MPH IAS with flaps at 10. (6) Cabin Doors -- UNLATCH. (7) Touchdown -- LEVEL ATTITUDE AT ESTABLISHED DESCENT. (8) Face -- CUSHION at touchdown with folded coat or seat cushion. (9) Airplane -- EVACUATE through cabin doors. If necessary, open vent window to flood cabin to equalize pressure so doors can be opened. (10) Life Vests and Raft -- INFLATE. FIRES During Start On Ground (1) Cranking -- CONTINUE cranking to obtain a start. (2) Auxiliary Fuel Pump -- OFF verify. (3) Power -- 1700 RPM for a few minutes, (4) Engine -- SHUTDOWN and inspect for damage. Page 13 of 39

SECTION 3. EMERGENCY PROCEDURES (Cont.) IF ENGINE FAILS TO START: (5) Throttle -- FULL OPEN. (6) Mixture -- IDLE CUT-OFF. (7) Fire Extinguisher -- OBTAIN (have ground attendants obtain if not installed). (8) Engine -- SECURE. a. Master Switch -- OFF. b. Ignition Switch -- OFF. c. Fuel Shutoff Valve -- OFF. (9) Fire -- EXTINGUISH using fire extinguisher, seat cushion, wool blanket, or dirt. (10) Fire Damage -- INSPECT, repair damage or replace damaged components or wiring before conducting another flight. Engine Fire In Flight (1) Mixture -- IDLE CUT-OFF. (2) Fuel Shutoff Valve -- OFF. (3) Master Switch -- OFF. (4) Cabin Heat and Air -- OFF (except for overhead vents). (5) Airspeed -- 115 MPH IAS (If fire is not extinguished, increase glide speed to find and airspeed which will provide and incombustible mixture), (6) Forced Landing -- EXECUTE (as described in Emergency Landing Without Engine Power). ICING Inadvertent Icing Encounter (1) Turn pitot heat switch ON (if installed). (2) Turn back or change altitude to obtain an outside air temperature that is less conducive to icing. (3) Pull cabin heat control full out and rotate defroster control clockwise to obtain maximum defroster airflow. (4) Increase engine speed to minimize ice build up on propeller blades. Page 14 of 39

SECTION 3. EMERGENCY PROCEDURES (Cont.) (5) Watch for signs of induction air filter ice and use alternate air as required. An unexplained loss of manifold pressure could be caused by air intake filter ice. Lean the mixture if alternate air is used continuously. (6) Plan a landing at the nearest airport. With an extremely rapid ice buildup, select a suitable "off airport" landing site. (7) With an ice accumulation of 1/4 inch or more on the wing leading edges, be prepared for significantly higher stall speed. (8) Leave wing flaps retracted. With a severe ice build-up on the horizontal tail, the change in wing wake airflow direction caused by wing flap extension could result in a loss of elevator effectiveness. (9) Perform a landing approach using a forward slip, if necessary, for improved visibility. (10) Approach at 92-103 MPH IAS, depending upon the amount of ice accumulation. (11) Perform a landing in level attitude. Emergency Descent Through Clouds (1) Reduce power to set up a 500 to 800 ft./min rate of descent. (2) Adjust mixture as required for smooth engine operation. (3) Adjust the elevator and rudder trim control wheels for a stabilized descent at 92 MPH IAS. (4) Keep hands off control wheel. (5) Monitor turn coordinator and make corrections by rudder alone. (6) Adjust rudder trim to relieve unbalanced rudder force, if present. (7) Check trend of compass card movement and make cautious corrections with rudder to stop turn. (8) Upon breaking out of the clouds resume normal cruising flight. Page 15 of 39

SECTION 3. EMERGENCY PROCEDURES (Cont.) Recovery From A Spiral Dive (1) Close the throttle. (2) Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line. (3) Cautiously apply elevator back pressure to slowly reduce the indicated airspeed to 92 MPH IAS. (4) Adjust the elevator trim control to maintain an 92 MPH IAS glide. (5) Keep hands off control wheel, using rudder control to hold a straight heading. Use rudder trim to relieve unbalanced rudder force if present. (6) Clear engine occasionally, but avoid using enough power to disturb the trimmed glide. (7) Upon breaking out of clouds, resume normal cruising flight. ROUGH ENGINE OPERATION Induction Icing The fuel injection system on this engine is considered to be non-icing. In the event that icing conditions cause the intake air filter to become clogged or iced over, the alternate air source should be manually opened. Due to the lower intake pressure available through the alternate air valve, full throttle manifold pressure can decrease approximately 1.5 inches Hg. Page 16 of 39

SECTION 3. EMERGENCY PROCEDURES (Cont.) Engine Driven Fuel Pump Failure Failure of the engine-driven fuel pump will be evidenced by a sudden reduction in the fuel flow indication prior to a loss of power, while operating from a tank containing adequate fuel. In the event of an engine-driven fuel pump failure during takeoff, immediately place the fuel pump switch in the HI position until the airplane is well clear of obstacles. Upon reaching a safe altitude and reducing the power to a cruise setting, place the fuel pump in the low position. The low position will then provide sufficient fuel flow to maintain engine operation while maneuvering for a landing. If an engine-driven fuel pump failure occurs during cruise flight apply full rich mixture and momentarily place the fuel pump switch in the high position to reestablish fuel flow. Then the low position may be used to sustain level flight. If necessary, additional fuel flow is obtainable by placing the fuel pump switch in the high position. Page 17 of 39

SECTION 4. NORMAL PROCEDURES SPEEDS FOR NORMAL OPERATION Takeoff: Normal Climb Out:....80-92 MPH IAS Max. Performance Takeoff, Speed at 50 ft:... 63 MPH IAS Enroute Climb, Flaps UP: Normal Sea Level:... 110 MPH IAS Normal 10,000 Feet:... 98 MPH IAS Best Rate of Climb, Sea Level:... 95 MPH IAS Best Rate of Climb, 10,000 Feet:....92 MPH IAS Best Angle of Climb, Sea Level:... 67 MPH IAS Best Angle of Climb, 10,000 Feet:... 77 MPH IAS Landing Approach: Normal Approach, Flaps Up:... 80-92 MPH IAS Normal Approach, Flaps 35 :... 69-80 MPH IAS Short Field Approach, Flaps 35 :... 69 MPH IAS Balked Landing: During Transition to Maximum Power, Flaps 20 :... 80 MPH IAS Maximum Recommended Turbulent Air Penetration Speed: 2800 Lbs:...128 MPH CAS Maximum Demonstrated Crosswind Velocity: Takeoff:... 20 KNOTS Landing:... 15 KNOTS Page 18 of 39

SECTION 4. NORMAL PROCEDURES (Cont.) CHECKLIST PROCEDURES PREFLIGHT INSPECTION 1 CABIN (1) Control Wheel Lock -- REMOVE. (2) Ignition Switch -- OFF. (3) Master Switch -- ON. (4) Fuel Quantity Indicators -- CHECK QUANTITY. (5) Master Switch -- OFF. (6) Fuel Selector Valve -- BOTH. (7) Fuel Shutoff Valve -- ON. (8) Baggage Door -- CHECK for security and lock wit key if child seat is to be occupied. 2 EMPENNAGE (1) Rudder Gust Lock -- REMOVE. (2) Tail Tie-Down -- DISCONNECT. (3) Control Surfaces -- CHECK freedom of movement and security. 3 RIGHT WING TRAILING EDGE (1) Aileron -- CHECK freedom of movement and security. 4 RIGHT WING (1) Wing Tie-Down -- DISCONNECT. (2) Main Wheel Tire -- CHECK for proper inflation. (3) Before first flight of the day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick-drain valve to check for water, sediment and proper fuel grade (blue). (4) Fuel Quantity -- CHECK visually for desired level. (5) Fuel Filler Cap -- SECURE and vent unobstructed. Page 19 of 39

SECTION 4. NORMAL PROCEDURES (Cont.) 5 NOSE (1) Static Source Openings, (both sides of fuselage) -- CHECK for stoppage. (2) Propeller and Spinner -- CHECK for nicks, security and oil leaks. (3) Landing Lights -- CHECK for condition and cleanliness. (4) Induction Air Filter -- CHECK for restrictions by dust or other foreign matter. (5) Nose Wheel Strut and Tire -- CHECK for proper inflation. (6) Nose Tie-Down -- DISCONNECT. (7) Engine Oil Level -- CHECK. Do not operate with less than 9 quarts. Fill to twelve quarts for extended flight. (8) Before first flight of the day and after each refueling, pull out the strainer drain knob for about four seconds to clear fuel strainer of possible water and sediment. If water is observed, The fuel system may contain additional water, and further draining of the system at the strainer, fuel tank sumps, and fuel selector valve drain plug will be necessary. (9) Fuel Reservoir Tank (locate in belly, aft of the nose wheel) -- CHECK use sampler cup and drain small amount of fuel. Drain until all trace of water or sediment disappears. 6 LEFT WING (1) Main Wheel Tire -- CHECK for proper inflation. (2) Before first flight of the day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick-drain valve to check for water, sediment and proper fuel grade (blue). (3) Fuel Quantity -- CHECK VISUALLY for desired level. (4) Fuel Filler Cap -- SECURE and vent unobstructed. Page 20 of 39

SECTION 4. NORMAL PROCEDURES (Cont.) 7 LEFT WING LEADING EDGE (1) Pitot Tube Cover -- REMOVE and check opening for stoppage. (2) Fuel Tank Vent Opening -- CHECK for stoppage. (3) Stall Warning Vane -- CHECK for freedom of movement while master switch is momentarily turned ON (horn should sound when vane is pushed upward). (4) Wing Tie-Down -- DISCONNECT 8 LEFT WING TRAILING EDGE (1) Aileron -- CHECK for freedom of movement and security. BEFORE STARTING ENGINE (1) Preflight Inspection -- COMPLETE. (2) Seats, Belts, Shoulder Harness -- ADJUST and LOCK. (3) Fuel Selector Valve -- BOTH. (4) Fuel Shutoff Valve -- ON. (5) Radios, Autopilot, Electrical Equipment -- OFF. (6) Brakes -- TEST and SET. (7) Cowl Flaps -- OPEN (move lever out of locking hole to reposition). (8) Circuit Breakers -- CHECK IN. STARTING ENGINE (1) Throttle -- OPEN half way. (2) Propeller -- HIGH RPM. (3) Mixture -- RICH. (4) Propeller Area -- CLEAR. (5) Master Switch -- ON. (6) Auxiliary Fuel Pump -- ON until positive fuel flow, then OFF. (7) Throttle -- OPEN ½ inch. (8) Ignition Switch -- START, Release on engine start. (9) Throttle -- RETARD slowly to 1000 RPM or less. Page 21 of 39

SECTION 4. NORMAL PROCEDURES (Cont.) NOTE The engine should start in two to three revolutions. If it does not continue running, start again at step 4 above. If the engine does not start, leave auxiliary fuel pump switch off, set mixture to idle cut-off, open throttle and crank until engine fires or for approximately 15 seconds. If still unsuccessful, start again using the normal starting procedure after allowing the start motor to cool. NOTE After starting, check for oil pressure within 30 seconds in normal temperatures and 60 seconds in cold temperatures. If no indication appears, shut off engine and investigate. BEFORE TAKEOFF (1) Cabin Doors and Windows -- CLOSED and LOCKED. (2) Flight Controls -- FREE and CORRECT. (3) Elevator and Rudder Trim -- SET. (4) Flight Instruments -- SET. (5) Radios -- SET. (6) Autopilot (if installed) -- OFF. (7) Fuel Shutoff Valve -- ON. (8) Fuel Selector Valve -- ON. (9) Parking Brake -- SET. (10) Throttle -- 1700 RPM. a. Magnetos -- CHECK (RPM drop should not exceed 150 RPM on either mag or 50 RPM differential between magnetos). b. Propeller-- CYCLE from high to low RPM; return to high RPM (full in). c. Alternate Air -- CHECK for RPM drop. d. Engine Instruments and Ammeter -- CHECK. e. Suction Gage -- CHECK. (11) Flashing Beacon, Navigation Lights and/or Strobe Lights -- ON as required. (12) Throttle Friction Lock -- ADJUST. (13) Wing Flaps -- 20. (14) Cowl Flaps -- OPEN. Page 22 of 39

SECTION 4. NORMAL PROCEDURES (Cont.) TAKEOFF NORMAL TAKEOFF (1) Wing Flaps -- 20. (2) Power -- FULL THROTTLE and 2700 RPM. (3) Mixture -- LEAN FOR FIELD ELEVATION. (4) Elevator Control -- LIFT NOSE WHEEL at 60 MPH IAS. (5) Climb Speed -- 80 MPH IAS (flaps 20 ). (6) Wing Flaps -- RETRACT slowly after reaching 80 MPH IAS. (7) Power -- FULL THROTTLE and 2700 RPM. (8) Climb Speed -- 92 MPH IAS (flaps UP). MAXIMUM PERFORMANCE TAKEOFF (1) Wing Flaps -- 20. (2) Brakes -- APPLY. (3) Power -- FULL THROTTLE and 2700 RPM. (4) Mixture -- LEAN FOR FIELD ELEVATION. (5) Brakes -- RELEASE. (6) Elevator Control -- MAINTAIN SLIGHTLY TAIL LOW ATTITUDE. (7) Climb Speed -- 60 MPH IAS (until all obstacles are cleared). (8) Wing Flaps -- RETRACT slowly after reaching 80 MPH IAS. (9) Power -- FULL THROTTLE and 2700 RPM. (10) Climb Speed -- 92 MPH IAS (flaps UP). ENROUTE CLIMB NORMAL CLIMB (1) Airspeed -- 103 MPH IAS. (2) Power -- 25 INCHES Hg and 2500 RPM. (3) Fuel Selector -- BOTH. (4) Mixture -- LEAN for altitude as necessary. (5) Cowl Flaps -- OPEN as required. Page 23 of 39

SECTION 4. NORMAL PROCEDURES (Cont.) MAXIMUM PERFORMANCE CLIMB (1) Airspeed -- 95 MPH IAS at sea level to 92 MPH IAS at 10,000 feet. (2) Power -- FULL THROTTLE and 2700 RPM. (3) Mixture -- ADJUST for altitude per fuel flow placard. (4) Cowl Flaps -- FULL OPEN. CRUISE (1) Power -- 15-25 INCHES Hg, 2200-2500 RPM (no more than 75% power). CAUTION Do not exceed 20 inches Hg at 2250 RPM or below (2) Elevator and Rudder Trim -- ADJUST. (3) Mixture -- LEAN. (4) Cowl Flaps -- CLOSED. DESCENT (1) Power -- AS DESIRED. (2) Mixture -- ENRICHEN as required. (3) Cowl Flaps -- CLOSED. (4) Wing Flaps -- AS DESIRED (0-10 below 160 MPH IAS, 10-35 below 110 MPH IAS). BEFORE LANDING (1) Seats, Belts, Shoulder Harnesses -- ADJUST and LOCK. (2) Fuel Selector -- BOTH. (3) Propeller -- HIGH RPM. (4) Cowl Flaps -- CLOSED. (5) Airspeed -- 80-92 MPH IAS (flaps UP). (6) Wing Flaps -- 0-35 (below 110 MPH IAS). (7) Airspeed -- 70-80 MPH IAS (flaps DOWN). (8) Elevator and Rudder Trim -- ADJUST. Page 24 of 39

SECTION 4. NORMAL PROCEDURES (Cont.) BALKED LANDING (1) Power -- FULL THROTTLE and 2700 RPM. (2) Wing Flaps -- RETRACT TO 20. (3) Airspeed -- 80 MPH IAS. (4) Wing Flaps -- RETRACT slowly. (5) Cowl Flaps -- OPEN. NOTE Expect pitch control forces up to 75 Lbs until flaps are retracted and airplane is trimmed. NORMAL LANDING (1) Touchdown -- MAIN WHEELS FIRST. (2) Landing Roll -- LOWER NOSE WHEEL GENTLY. (3) Braking -- MINIMUM REQUIRED. AFTER LANDING (1) Wing Flaps -- UP. (2) Cowl Flaps -- OPEN. SECURING AIRPLANE (1) Parking Brake -- SET. (2) Radios, Electrical Equipment, Autopilot -- OFF. (3) Throttle -- IDLE. (4) Mixture -- IDLE CUT-OFF (pulled full out). (5) Ignition Switch -- OFF. (6) Master Switch -- OFF. (7) Control Lock -- INSTALL. (8) Fuel Selector -- RIGHT. Page 25 of 39

SECTION 4. NORMAL PROCEDURES (Cont.) AMPLIFIED PROCEDURES STARTING ENGINE Proper fuel management and throttle adjustments are the determining factors in securing an easy start from your continuous-flow fuel-injection engine. The procedure outlined in the checklist should be followed closely as it is effective under nearly all operating conditions, including hot and cold weather conditions. Slight variations from this procedure may be necessary at times to compensate for extreme conditions. Conventional full rich mixture and high RPM propeller settings are used for starting; the throttle, however, should be fully closed initially. When ready to start, advance the throttle half way, place the auxiliary fuel pump switch in the ON position until positive fuel flow is observed on the fuel flow indicator. Then promptly turn off the auxiliary fuel pump and return the throttle ½ inch open position. Rotate the ignition switch to the START position. Return the ignition switch to the both position when the engine starts and slowly retard the throttle to 1000 RPM or less. Engine starting in hot weather or with a hot engine is sometimes hampered by vapor formation in the fuel lines. To purge the vapor, move the mixture control to full rich, open the throttle 1 ½ inches, and prime with the auxiliary fuel pump switch in the ON position (or HI position, as required) until the fuel flow indicator reads 8-10 gal/hr. Then turn off the fuel pump switch and engage the starter. As the flooded mixture becomes progressively leaner, reaching a combustible mixture, the engine will start. If the engine tends to die, turn the auxiliary fuel pump switch momentarily to ON at appropriate intervals until the vapor is fully cleared and the engine runs smoothly. Page 26 of 39

SECTION 4. NORMAL PROCEDURES (Cont.) If prolonged cranking is necessary, allow the starter motor to cool at frequent intervals, since excessive heat may damage the armature. If oil pressure is not indicated within 30 seconds in normal temperatures and 60 seconds in cold temperatures, shut off engine and investigate the cause. ENROUTE CLIMB A cruising climb at 25 inches of manifold pressure, 2500 RPM (approximately 75% power and 97 to 110 MPH IAS is normally recommended to provide optimum combination of performance, visibility ahead, engine cooling, economy, and passenger comfort (due to lower noise level). Cruising climbs should be conducted at 18 GPH up to 4000 feet and then reduced by 1 GPH every 2000 feet. If it is necessary to climb rapidly to clear mountains or reach favorable winds at high altitudes, the best rate-of-climb speed should be used with maximum power. This speed is 95 MPH IAS at sea level, decreasing to 92 MPH IAS at 10,000 feet. The mixture should be set at the placard fuel flow for maximum power. If an obstruction ahead requires a steep climb angle, a best angle-of-climb speed should be used with flaps up and maximum power. This speed is 67 MPH IAS at sea level, increasing to 77 MPH IAS at 10,000 feet. Page 27 of 39

SECTION 4. NORMAL PROCEDURES (Cont.) CRUISE IN ADDITION TO THE INFORMATION PROVIDED IN THE OWNERS HANDBOOK THE FOLLOWING INFORMATION IS APPLICABLE. The fuel injection system on this engine is considered to be non-icing. In the event that unusual conditions cause the intake air filter to become clogged or iced over, the alternate air should be manually opened. Due to the lower intake pressure available through the alternate air valve, full throttle manifold pressure can decrease approximately 1.5 inches Hg. NOISE ABATEMENT The flyover noise level established in compliance with FAR 36 Appendix G at maximum continuous power is 81.9 db(a). No determination has been made by the Federal Aviation Administration that the noise levels of this aircraft are or should be acceptable for operation at, into, or out of any airport. Page 28 of 39

SECTION 5. PERFORMANCE AIRSPEED CALIBRATION NORMAL STATIC SOURCE Flaps UP MPH IAS 60 80 100 120 140 160 180 MPH CAS 68 83 100 118 137 156 175 Flaps Down (20 to 35 ) MPH IAS 40 50 60 70 80 90 100 110 MPH CAS 58 63 68 75 84 92 101 110 Page 29 of 39

SECTION 5. PERFORMANCE (Cont.) TIME, FUEL, AND DISTANCE TO CLIMB Maximum Rate-of-Climb MIXTURE SETTING Pres. Alt. GPH SL 23 4000 21 8000 19 12000 17 16000 15 Conditions: Flaps UP 2700 RPM Full Throtte Cowl Flaps Open Mixture Set per Placard Standard Temperature Weight 2800 Lbs. Notes: 1. Add 2.0 gallons of fuel for engine start, taxi, and takeoff allowance. 2. Increase time, fuel and distance by 10% for each 10 above standard temperature. 3. Distances shown are based on zero wind. 4. All speeds shown are MPH IAS. Press C Climb Rate of Fuel Dist. ALT Temp Speed Climb Time Used NM. SL 15 95 1225 0 0 0 2000 11 94 1130 2 0.6 2 4000 7 93 1030 4 1.3 5 6000 3 93 930 6 2.0 8 8000-1 92 830 8 2.8 11 10000-5 92 735 11 3.6 14 12000-9 91 630 13 4.4 18 14000-13 91 535 17 5.3 22 16000-17 90 435 21 6.4 27 Page 30 of 39

SECTION 5. PERFORMANCE (Cont.) MAXIMUM RATE OF CLIMB MIXTURE SETTING Pres. Alt. GPH SL 23 4000 21 8000 19 12000 17 16000 15 Conditions: Flaps UP 2700 RPM Full Throttle Cowl Flaps Open Mixture Set per Placard Press. Climb Alt Speed Rate of Climb. Ft. IAS -20 C 0 C 20 C 40 C SL 95 1335 1270 1210 1145 2000 94 1220 1160 1105 1045 4000 93 1110 1050 995 935 6000 93 995 940 885 835 8000 92 885 830 780 730 10000 92 770 720 675 --- 12000 91 655 615 570 --- 14000 91 550 505 --- --- 16000 90 445 --- --- --- Page 31 of 39

SECTION 5. PERFORMANCE (Cont.) Conditions Power Off. STALL SPEEDS Notes: 1. Maximum altitude loss during a stall recovery is approximately 150 ft. 2. MPH IAS values are approximate. 3. Weight is 2800 lbs. 4. Airspeeds are MPH CAS POWER OFF - AFT C.G. (CAS) MOST REARWARD CENTER OF GRAVITY Angle of Bank Flap 0 30 60 Setting CAS CAS CAS UP 64 69 91 20 57 61 81 35 56 60 79 Page 32 of 39

SECTION 5. PERFORMANCE (Cont.) Cruise power fuel flows to be used to determine fuel consumption and endurance. Conditions 1 Standard day conditions 2 Recommended lean mixture Note: Maximum fuel flow for 75% power at each altitude shown. Reduced power will result in reduced fuel flow. ALTITUDE RPM MP GPH 2000 2500 25 16.4 4000 2500 24 16.3 6000 2500 23 15.4 8000 2500 22 15.0 10000 2500 20 13.7 12000 2500 18 12.4 LANDING DISTANCE With flap travel limited to 35 maximum, expect 5% increase in landing distances. Increase approach speed by 1 MPH IAS. Page 33 of 39

SECTION 6. WEIGHT AND BALANCE / EQUIPMENT LIST Center of Gravity Moment Envelope Page 34 of 39

SECTION 6. WEIGHT AND BALANCE / EQUIPMENT LIST (Cont.) Center of Gravity Limits Page 35 of 39

SECTION 7. AIRPLANE SYSTEMS AND DESCRIPTIONS ENGINE The airplane is powered by a horizontally-opposed, six cylinder, overheadvalve, fuel injected engine with a wet sump oil system. The engine is a Continental IO-550-D and is rated at 300 horsepower at 2700 RPM. Major engine accessories include a propeller governor on the front of the engine and dual magnetos, starter, and belt driven alternator on the rear of the engine. Provisions are also made for a vacuum pump and a full flow oil filter. ENGINE INSTRUMENTS IN ADDITION TO THE INFORMATION PROVIDED IN THE OWNERS HANDBOOK THE FOLLOWING INFORMATION IS APPLICABLE. The Manifold Pressure / Fuel Flow gage is a dual indicating instrument displaying manifold pressure on the left side and fuel flow on the right side. The manifold pressure side is direct reading and indicates induction air pressure in inches of mercury. It has a normal operating range (green arc) of 15 to 25 inches of mercury. The fuel flow side is fuel pressure gage calibrated to indicate the approximate gallons per hour of fuel being metered to the engine. The normal operating range (green arc) is from 7 to 17 gallons per hour, the minimum (red line) is 3.5 psi, and the maximum (red line) is 25.2 gallons per hour (19.5 psi). AIR INDUCTION SYSTEM The engine air induction system receives ram air through an intake in the lower front portion of the engine cowling. The intake is covered by an air filter which removes dust and other foreign matter from the induction air. Airflow passing through the air filter enters an air box which has a cable controlled alternate air valve. If the induction air filter should become blocked, actuating the alternate air control will open the alternate air valve and draw unfiltered air from inside the cowl area. Page 36 of 39

SECTION 7. AIRPLANE SYSTEMS AND DESCRIPTIONS (Cont.) FUEL INJECTION SYSTEM The engine is equipped with a fuel injection system. The system is comprised of an engine driven fuel pump, fuel/air control unit, fuel manifold, fuel flow indicator and air bleed type injector nozzles. Fuel is delivered by the engine driven fuel pump to the fuel/air control unit on the bottom of the engine. The fuel/air control unit correctly proportions the fuel flow to the induction air flow. After passing through the control unit, induction air is delivered to the cylinders through intake manifold tubes and metered fuel is delivered to a fuel manifold. The fuel manifold, through spring tension on a diaphragm and valve, evenly distributes the fuel to an air-bleed type injector nozzle in the intake valve chamber of each cylinder. A pressure line is also attached to the fuel manifold, and is connected to a fuel flow indicator on the instrument panel. PROPELLER IN ADDITION TO THE INFORMATION PROVIDED IN THE OWNERS HANDBOOK THE FOLLOWING INFORMATION IS APPLICABLE. The airplane is equipped with a three blade, all metal, constant speed, governorregulated propeller. Oil pressure acting on the piston twists the blades toward high pitch (low RPM). The centrifugal twisting moment of the blades tends to move them into low pitch (high RPM) in the absence of governor oil pressure. FUEL SYSTEM IN ADDITION TO THE INFORMATION PROVIDED IN THE OWNERS HANDBOOK THE FOLLOWING INFORMATION IS APPLICABLE. Fuel flows by gravity from the wing tanks to a four position selector valve, labeled BOTH, RIGHT, LEFT and OFF. With the fuel selector in the LEFT TANK, RIGHT TANK, or BOTH position fuel flows through a reservoir tank, fuel shutoff valve, fuel strainer and through a bypass in the auxiliary fuel pump (when it is not in operation) to an engine driven fuel pump. The engine driven fuel pump delivers the fuel to the fuel control unit where it is metered and directed to a manifold which distributes it to each cylinder. Vapor and excess fuel from the engine driven fuel pump and fuel control unit are returned by way of a vapor return line to the right wing tank. Page 37 of 39

SECTION 7. AIRPLANE SYSTEMS AND DESCRIPTIONS (Cont.) NOTE Wing heavy conditions may occur during cruising flight. Wing heavy conditions can be alleviated gradually by turning the fuel selector to the heavy wing until balance is achieved then returning the fuel selector to BOTH. An additional fuel sump drain is installed in the aircraft belly aft of the firewall. This drain allows water and or contaminates to be drained from the reservoir tank. A fuel shut off is installed in the fuel system between the reservoir tank and the fuel strainer to shut off all fuel to the engine. An electric fuel pump is used for normal engine starting, minor vapor purging and continued engine operation in the event of an engine driven fuel pump failure. The fuel pump is controlled with a three position toggle switch located in the lower section of the instrument panel. The center position is off, up is the emergency position, and down is on. With the fuel pump in the on position the pump operates at one of two flow rates that are dependent upon the setting of the throttle. With the throttle open to a cruise setting the pump operates at a high enough capacity to supply sufficient fuel flow to maintain flight with an inoperative engine driven fuel pump. When the throttle is moved toward the closed position the flow rate is automatically reduced, preventing an excessive rich mixture during those periods of reduced engine speed. NOTE With the engine pump operating and the electric fuel pump placed in the on position an excessively rich fuel mixture will be produced unless the mixture is leaned. The electric fuel pump switch should be OFF for takeoff. NOTE Operating the electric fuel pump with the engine off will result in flooding of the intake manifold. If a fuel tank is completely exhausted of fuel the electric fuel pump will be needed to assist in restarting the engine. Prior to running a fuel tank dry an operational check of the electric fuel pump should be accomplished by momentarily switching the pump on and watching for a slight rise in fuel flow. Page 38 of 39

SECTION 7. AIRPLANE SYSTEMS AND DESCRIPTIONS (Cont.) Page 39 of 39