4.1 General

This section defines the recommended procedures for the normal operations of the airplane. All FAA required procedures and those necessary for the operation of the airplane as determined by the operating and design features are presented.

Normal procedures associated with optional equipment which require supplements will be supplied in Section 9.

These procedures are presented as a ready reference to supply information which may be unique to this airplane. Pilots should study procedures given in this section in order to become proficient in normal operations.

The first section provides an operational check list for use prior to, during and after flight.

The remainder of this section provides enhanced information pertaining to normal operation of the aircraft. It is not intended for use in flight because of the lengthy explanation.

4.3 Airspeed for safe operation

Airspeeds presented are those significant to safe operation of the aircraft. Values given are for standard-airplanes at gross weight under standard sea level conditions.

Performance may vary from published figures depending on equipment installed, conditions of the engine, airplane and equipment, atmospheric conditions and pilot technique.

Airspeed	IAS MPH	IAS KT
Best rate of climb speed — see note	70	61
Best angle of climb speed	60	52
Turbulent air operating speed — see caution, paragraph 2.3	93	81
Final approach speed	65–70	56–61

4.5 Normal procedures check list

Preflight check

Walk-around route around the airplane — Original preflight walk-around route.

Cockpit

Item	Action
Control wheel	Free
Ignition	Off
Master switch	Off
Fuel quantity gauges	Check
Flight controls	Proper operation
Windshield/windows	Clean
Baggage	Secure
Required papers	On board
Parking brake (if desired)	Set on

Nose section (left)

Item	Action
Propeller spinner (condition/clearance)	Check
Propeller (condition)	Check
Nose cowl (condition)	Check
Carburetor air inlet	Clear
Alternator belt	Check
Cowling (condition)	Check
Engine compartment	Check
Cowling	Close and secure
Gascolator low point drain	Drain
Fuselage quick drain	Drain
Windshield	Check
Nose strut and tire condition	Check

Fuselage (left)

Item	Action
Main wheel/brake/tire/fairing (condition)	Check
Door/side window (condition)	Check
Wing root fairing	Secure
General condition	Check

Wing (left)

Item	Action
Surface conditions and gap seals	Check
Aileron & hinges	Check
Flaps & hinges	Check
Lift strut (condition)	Check
Landing light	Check
Navigation lights & strobe lights (if installed)	Check
Pitot tube	Clear
Fuel quantity & color	Check
Fuel cap	Close and secure
Fuel vent	Clear
Fuel tank sump	Drain

Empennage (left)

Item	Action
Stabilizer/elevator/fin/rudder (surface condition)	Check
Tail brace wires upper/lower (condition)	Check
Elevator trim tab (condition) (pushrod)	Check
Elevator/rudder/tab hinge pins	Safetied
Tail light	Check

Empennage (right)

Repeat left side.

Wing (right)

Repeat applicable items from left side.

Item	Action
Stall warn vane	Check

Fuselage (right)

Repeat left side.

Nose section (right)

Repeat applicable items from left side.

Item	Action
Oil quantity	Check
Dip stick	Secure

Before starting engine

Item	Action
Seat belts and harnesses	Fastened
Cabin doors	Closed
Circuit breakers	In
Parking brake	As desired
Flight controls	Free/response
Flap control	Check
Carburetor heat	Off
Fuel selector	On

Engine start — starting engine when cold

Item	Action
Prime	As needed
Throttle	Open 1/4 inch
Master switch	On
Mixture	Rich
Starter	Engage
Throttle	Advance slightly
Oil pressure	Check
Primer	Check locked

Starting engine when hot

Item	Action
Throttle	Cracked
Master switch	On
Mixture	Rich
Starter	Engage
Throttle	As needed

Starting engine when flooded

Item	Action
Throttle	Full open
Master switch	On
Mixture	Idle cut-off
Starter	Engage
Throttle	Retard
Mixture	Advance
Oil pressure	Check

Warm-up

Item	Action
Throttle	Set 800 to 1200 RPM

Taxiing

Item	Action
Parking brake	Release
Radios	On
Taxi area	Clear
Brakes	Check
Steering	Check

Ground check

Item	Action
Brakes	Set
Throttle	1800 RPM
Magnetos	Max. drop 175 RPM; max. diff. 50 RPM
Vacuum (if installed)	4.5 to 5.0 in. Hg
Oil temperature	Check
Oil pressure	Check
Carburetor heat	Check
Throttle	Retard
Magneto	Check grounding at idle RPM then Both

Before takeoff

Item	Action
Master switch	Check on
Flight instruments	Check
Fuel selector	Check on
Mixture	Set
Carburetor heat	Off
Engine gauges	Check
Seat belts/harnesses	Secure
Empty seat	Seat belt secure
Trim tab	Set
Controls	Free and correct
Flaps	Up
Doors	Closed

Takeoff

Item	Action
Tab	Set
Throttle	Open
Control wheel	Neutral till rudder is effective then slightly aft until flying speed is attained.

Climb

Item	Action
Best rate	70 MPH (61 KT)
Best angle	60 MPH (52 KT)

Cruising

Reference Lycoming Operator’s Manual.

Item	Action
Normal max power	75%
Power	Set per power table
Mixture	Adjust
Trim	As required

Approach and landing

Item	Action
Seat belts/harnesses	Secure
Mixture	Set
Carburetor heat	If required full on
Trim	To approximately 75 MPH (65 KT)
Final approach speed (approximate)	70 MPH (61 KT)
Flaps as desired	Set

Stopping engine

Item	Action
Radios and lights (if installed)	Off
Throttle	Closed
Mixture	Idle cut-off
Magnetos	Off
Master switch	Off

Parking

Item	Action
Parking brake (if desired)	Set
Control wheel	Secure with belts
Tie downs	Secure
Flaps	Extended

4.7 Amplified normal procedures (general)

Following is detailed information concerning normal procedures for the aircraft.

4.9 Preflight check

A thorough preflight and walk-around check should be conducted. The preflight should include a check of aircraft’s operational status, determination of the weight and C.G., takeoff distance and performance. A weather briefing should be obtained for the intended flight.

Cockpit

Release any restraints securing the control wheel. Ascertain that the ignition switch is off and the mixture control is in idle cut-off. Check fuel gauges for adequate fuel. Check the flight controls for freedom of operation through their entire range and that they operate in the proper directions. Check windshield and windows for unobstructed visibility. Assure that baggage is properly loaded and secure. Be certain that required aircraft paperwork (registration, airworthiness and radio license) is in order. Check that charts appropriate to the flight are on-board. Set parking brake.

Nose section

Check the propeller spinner for security, cracks, clearance with the propeller and clearance with the nose cowl. Check that the propeller has no nicks. Check the nose cowl for cracks and condition. Check that the engine cooling air inlets and the carburetor air inlet are clear of debris, rags, bird nests or other obstructions. Check alternator belt. Check baffles for cracks and sealing. Check left side cowl for condition, then open cowl and check engine baffles, ignition harness, engine mount, plumbing, oil cooler, exhaust system and engine for general leakage. Engine compartment should be clean and free from oil and grease accumulation — inspection. Check gascolator bowl for security and leaks. Close and secure cowl door. Drain gascolator and fuselage contaminates. Be certain quick drain valves seal after closing. Check windshield for condition. Check nosewheel strut and tire for condition and inflation, approximately 2–3 inches of strut should be exposed.

Fuselage (left)

Check the fabric of the main landing gear leg for condition. Check that the tire is not damaged or excessively worn, and is properly inflated. The brake blocks and disc should not evidence excessive wear. Check all safeties and check hydraulic brake line for condition and evidence of hydraulic leakage. If wheel fenders are installed, they should be inspected for cracks and security of attachment.

The door should be checked for condition and that the attachment bolts/nuts are properly safetied. Check door windows for condition and cleanliness. Check wing root fairing for tightness and security. Check the fuselage fabric for general condition.

Wing (left)

Check for general condition of fabric and aileron and flap flexible gap seals. Check the aileron and its hinges for condition and that hinge pins are safetied. Check flap hinges and pushrod. Inspect lift and jury struts for general condition and possible damage, and that pitot tube is clear of any obstructions. Check condition of landing, navigation and strobe light lenses and that they are operational. Remove fuel cap and check quantity and type (color) of fuel. Replace fuel cap and check security (a loose fuel cap will allow siphoning of fuel). Be certain that fuel tank vent is clear. Drain the fuel tank sump into a container and check contents for color and contaminates. Be certain that quick drain does not leak after closing.

Empennage (left)

Check all surfaces (stabilizer, elevator, fin and rudder) for general condition. Check condition and tautness of upper and lower tail brace wires. Check elevator tab attachment, tab actuator rod/horn for condition and safety. Check elevator and rudder hinge pins for safeties. Check the rudder horn, tailwheel and steering springs for attachment, condition and safeties. Be certain that all control cable attachments to horns are free to swivel and that bolts/nuts are safe-tied. Check condition of strobe and tail light and that they operate.

Empennage (right)

Repeat left side checks.

Wing (right)

Repeat inspections conducted on left wing and check stall warning vane for freedom of movement and that the stall warning horn sounds in the cockpit (master switch must be in on position).

Fuselage (right)

Repeat checks which were conducted on left side.

Nose section (right)

Repeat inspections conducted on left side and check engine lubricating oil quantity. Replace and secure oil dip stick. Close and secure oil door.

4.11 Before starting engine

Be certain that seat belts and harnesses are fastened (if flying solo, fasten passenger seat belt). Close cabin doors and check that they are latched. Check to see that all circuit breakers are in. Set parking brake. Check all flight controls for freedom of movement and that they move in proper directions. Check to see that the carburetor heat control is in (off), and that fuel control is on.

4.13 Engine start

Starting engine when cold

Prime engine with two to four strokes of the primer when the temperature is more than 40°F (4.4°C); more strokes of the primer may be required when the temperature is lower. It may be helpful to leave the primer pump unlocked and “cracked” slightly after the last stroke. This will allow the pump to be activated rapidly if more priming is needed during start. The throttle should be advanced approximately 1/4 inch. Turn the master switch on and move the mixture control to full rich. Be certain that parking brake is set or toe brakes are on. Engage the starter by turning the magneto/start switch clockwise. When engine fires, release magneto switch from start position. Advance throttle slightly and when smooth operation is attained, lock primer. If engine does not start within ten seconds, disengage starter, wait thirty seconds and attempt another start.

Starting engine when hot

Close the throttle, turn master switch on, move mixture control to full rich and engage the starter by turning magneto clockwise to start. When engine starts, release magneto switch to Both position, and advance throttle as needed.

If engine does not start, “crack” throttle approximately 1/2 inch and attempt another start.

Starting when engine is flooded

Throttle control should be full open, master switch on and mixture control in “idle cut-off”. Be certain brakes are applied or parking brake set. Engage the starter and when engine fires, release the starter switch, retard the throttle and advance the mixture control.

When the engine is running smoothly, advance the throttle to obtain approximately 800 RPM. If, within 30 seconds, oil pressure is not indicated, stop the engine and determine the cause. However, if the temperature is cold, it may take a few seconds longer to indicate oil pressure.

The starter manufacturer recommends that cranking periods be no longer than 30 seconds with a 2 minute rest/cool-down between starter engagements. Long cranking periods shorten the life of the starter.

Should the engine fail to start, consult the Lycoming Operating Handbook, under “Section 6, Trouble Shooting”.

4.15 Warm-up

The engine should be warmed up at 800 to 1200 RPM for a period of 2 to 4 minutes, depending on the ambient air temperature. Do not idle the engine at low RPM for extended periods due to the possibility of fouling the plugs.

Take care when taxiing or conducting the run-up on loose stones or gravel. High RPM could pick up loose materials and damage the propeller.

4.17 Taxiing

Ground personnel should be instructed and approved for taxiing the aircraft by a qualified person who is authorized to permit taxiing of the aircraft.

As the taxi roll is begun, the brakes should be applied to test their effectiveness. Also steering with brakes and/or rudder should be checked at this time. Avoid holes, ruts and other obstructions during all ground operations. Observe wing tip clearances at all times. If maneuvering in close proximity to other aircraft and fixed objects, attempt to obtain a “wing-walker”.

4.19 Ground check

The engine is air pressure cooled and depends on forward motion through the air in order to maintain proper cooling. Any ground check that requires full throttle operation must be limited to three minutes or less.

Set the parking brakes, or hold the brake pedals. Advance throttle to obtain 1800 RPM. Switch from Both magnetos to one and observe RPM drop-off, return to Both until engine regains speed, then switch to the other magneto and note RPM drop-off. RPM drop-off may not exceed 175 and should not exceed 50 RPM difference between L and R. A smooth drop-off beyond normal is usually an indication of a too lean or too rich mixture. Do not operate on a single magneto for too long a period, 2 to 3 seconds should be ample to check RPM drop and will minimize plug fouling.

Check carburetor heat at 1800 RPM. The RPM drop-off should be approximately 50 RPM. The heated air is not filtered, therefore, use of carburetor heat on the ground must be held to an absolute minimum in order to preclude as much dirt and other foreign matter as possible from being ingested in the engine and causing premature cylinder and piston ring wear.

Check the vacuum gauge (if installed); the indicator should read 4.5 to 5 in. Hg.

Check both oil temperature and pressure. The temperature may be low for some time if the engine is being run for the first time of the day, or if the ambient air temperature is very low.

Check magneto grounding. Retard throttle to idle RPM and turn magneto switch to Off and immediately back to Both. If the magnetos are properly grounded, the engine will stop firing when the switch is in the Off position. (This check may be performed just before shutdown at the end of the flight, instead of just before takeoff).

4.21 Before take-off

Before executing the takeoff, all conditions such as wind, temperature, elevation, load, other traffic, etc., must be considered.

Check and set all flight instruments, check elevator trim, check flight control movement and response, be certain seat belts and harnesses are fastened and adjusted, check engine gauges, check carburetor heat off, check mixture rich, check fuel selector on, check cabin doors are properly latched. Set 0° flaps.

4.23 Takeoff

Normal

Set elevator tab to approximately neutral (aircraft loading will determine the proper setting). Center aircraft on runway and apply throttle, maintain directional control with nosewheel steering until sufficient forward speed is attained for the rudder to become effective (approximately 35 to 40 MPH, 30 to 35 KT) then raise the nose by applying light back pressure on control wheel and accelerate on runway until lift off occurs at approximately 55 MPH (48 KT). Trim aircraft to approximately 80 MPH (70 KT) for cruise climb, or 70 MPH (61 KT) for best rate of climb speed.

Pulling the aircraft off the ground at too slow an airspeed decreases controllability in the event of power failure.

4.25 Climb

70 MPH (61 KT) yields the best rate of climb at gross weight and 60 MPH (52 KT) provides the best angle of climb. Speeds somewhat less than these may be used at lighter gross weights. The deck angle of the aircraft is quite steep at both of the above speeds, therefore, it may be desirable to establish a “cruise climb” of 80 to 85 MPH (70 to 75 KT). A cruise climb will provide better forward visibility, an increased distance covered and more cooling of the engine.

4.27 Cruising

Normal cruise power is 75%. Use power charts in the Lycoming Operator’s Manual to establish the cruise power desired.

The mixture control should be used when cruising, especially above 5,000 feet.

Leaning may be done at any altitude that the engine will accept leaning. The higher the altitude, the more important leaning becomes. Proper leaning will produce more power, more airspeed, more normal oil and cylinder head temperatures, more spark plug life, less lead fouling and less fuel consumption.

When cruising at 75% power or less, slowly move the mixture control from full rich towards lean. Continue leaning until engine roughness is detected and then enrich until power is regained and smoothness is restored.

An alternate method of leaning is to slowly move the mixture control toward the lean position while observing the tachometer. Continue leaning until a drop of RPM is observed. At this point, enrich the mixture until RPM peaks. The correct fuel-air ratio occurs at this point.

Always enrich mixture prior to increasing power.

4.29 Approach and landing

Set mixture full rich. Check seat belts and shoulder harnesses for security and adjustment.

A good, suggested approach technique is to trim the aircraft to 90 MPH (78 KT) for the initial approach and downwind leg while adequate power is being developed to produce heat for melting ice.

Notes

Under certain moist atmospheric conditions, it is possible for ice to form in the induction system, even in summer weather. This is due to the high air velocity through the carburetor venturi and fuel vaporization. The temperature in the mixing chamber can drop 20 to 70°F below the temperature of the incoming air. If the air contains a high amount of moisture, the cooling process will cause precipitation in the form of ice. If not detected and heat is not applied, this condition will continue to such a point as to cause total engine power loss.

Do not operate with partial heat. Moisture in crystal form that would normally pass through the induction system can be raised in temperature by use of partial heat to the point where the crystals melt. This moisture can then re-freeze due to the temperature drop as it passes through the carburetor venturi. This is the reason that if conditions favor icing, that carburetor heat be applied while substantial power/heat is being developed on the downwind leg.

On base leg trim to 76 MPH (66 KT) and extend 10° or 20° of flaps if desired. On final extend remaining flaps and trim to 65–70 MPH (56–61 KT) and arrive over the runway threshold at 60 MPH (52 KT). Speeds in excess of 60 MPH (52 KT) at the threshold will result in aircraft “floating” and the use of an inordinate length of runway. If gusty or crosswind conditions exist, it is advisable to maintain a slightly higher speed prior to touch-down and a power-on landing be accomplished. Maintain directional control with nosewheel steering. Flaps, up to the maximum 30°, can be extended with airspeed below 76 MPH. In strong crosswind conditions, restrict the amount of flap extension depending on crosswind component. In the event of go-around with flaps extended, apply full power, establish a gentle climb, then retract flaps slowly.

4.31 Stopping engine

If installed, turn radios and lights off. Stop engine by pulling mixture control to idle cut-off. After engine has stopped, turn magneto and master switch off.

4.33 Parking

Set the parking brake by depressing toe brakes, then pulling “T” handle out and then releasing toe brakes. Secure elevator and aileron controls by looping a seat belt around the control wheel and pulling it snug.

Tie the airplane down utilizing the tie down rings located on each forward lift strut. The tail may be secured by tieing to the tail skid on the rear fuselage. Extend flaps to 30° to prevent flap damage in strong ground tailwinds.

4.35 Stalls

An impending stall is indicated by a stall warning horn which sounds between 5 and 10 MPH above the actual stall of the airplane.

The stalling speed, power off, at a gross weight of 1750 pounds, is 48 MPH (42 KT) IAS with 0° flaps; and 45 MPH (39 KT) IAS with 30° flaps. Up to 300′ of altitude may be lost before recovery, if stalled from an excessive nose-high pitch attitude.

During the preflight check, the stall warning system should be checked by turning the master switch on and lifting gently on the vane to determine if the horn sounds. After checking, turn master switch off.

4.37 Turbulent air operation

When turbulent air is encountered or anticipated, the airspeed should be reduced to maneuvering speed 93 MPH (81 KT) at 1750 lbs., or 86 MPH (75 KT) at 1380 lbs. The reduced speeds reduce the aerodynamic loads caused by gusts. Flight into or in the vicinity of thunderstorms or areas of severe or forecast severe turbulence is to be avoided.

4.39 Weight and balance

It is the responsibility of the pilot and aircraft owner to determine that the airplane remains within the allowable weight vs. center of gravity envelope while in flight. Note that this airplane incorporates a small “removable” lead ballast slug in the tailcone (right side access) to permit tailoring C.G. for various loading combinations.

Refer to Section 6 (Weight and Balance).

4.41 Maneuvers

Certain limited acrobatic maneuvers are approved, provided the aircraft is loaded within the Utility category weight and center of gravity limits (see Section 2 — Limitations). The approved maneuvers are spins, chandelles, lazy eights, steep turns and stalls. There are no inverted maneuvers permitted. For entry speeds see Section 2 — Limitations. No baggage may be carried for Utility category operations.

4.43 Spins — Utility-category source text, not applicable to this model

The airplane is approved for spins in the Utility category. Spins with flaps extended are not permitted. Spins with power above idle are not permitted.

Before spinning

No luggage is permitted when conducting spins. Any loose articles in the cockpit or baggage area should be removed or secured. If the aircraft is to be flown solo, the passenger seat belt and harness should be secured and snug. Climb to a sufficient altitude to allow recovery from the spin at least 4,000 feet AGL. Be certain that the area is clear of other aircraft traffic and that spins are conducted off-airways (see FAR 91 for regulations). Trim the aircraft for a power-off glide of approximately 70 to 75 MPH (61 to 65 KT). If conditions are conducive to carburetor icing, turn carburetor heat full on.

Spin entry

The spin should be entered from a power-off glide by reducing the speed with a pull on the elevator control sufficient to reduce the speed at approximately 1 MPH per second, until the airplane stalls. With the elevator control full aft and wings maintained level with aileron control, apply full rudder control in the desired direction of the spin. This configuration, with the throttle closed, should be held for the duration of the spin.

Spin recovery

At the conclusion of the spin, apply full opposite rudder and move the control wheel forward of neutral (full-forward if spin does not immediately start to break). Keep ailerons neutral and power idle throughout spin and recovery. Use 2–3G on pullout to prevent high airspeeds and excessive altitude loss. Approximately 1000′ of altitude will be lost during a 1-turn spin and recovery.

Flight manual

Complete original flight manual