NOTE. CAUTION! When either battery voltage is low, inspection should be conducted to determine condition of battery and/or reason for battery being low. Replacement or servicing of batteries is essential and charging for at least one hour should be done before engine is started. Batteries must be serviceable and IT IS RECOMMENDED THAT BATTERIES BE FULLY CHARGED TO OPERATE AIRCRAFT. Electrical components may also be damaged if aircraft is operated when batteries are low.
NOTE. DO NOT START ENGINE IF BOTH BATTIERIES ARE INCAPABLE OF STARTING ENGINE. Recharge dead batteries for at least one hour (at 3-4 amps) before starting.
NOTE. COLD ENGINE START - Low fuel boost pump ON during 'Start'sequence. Turn low fuel boost pump OFF when engine obtains smooth operation.
NOTE. "START POWER" warning light should illuminate when Magneto / Starter switch is in "START“ position.
NOTE. Cranking should be limited to 30 seconds, and several minutes allowed between cranking periods to permit the starter to cool.
NOTE. Do not operate engine above 1000 RPM unless oil temperature is 75°F (24°C) minimum. Operation of engine above 1000 RPM at temperatures below 75°F (24°C) may damage engine.
Startup and taxi
FLOODED ENGINE START
Startup and taxi
WARM ENGINE START
Startup and taxi
HOT ENGINE START
Startup and taxi
BEFORE TAXI
Indicator Red Button visible
Indicator Red Button not visible
Startup and taxi
TAXI
NOTE. With rudder trim in the full right position, the aircraft will tend to steer to the right during taxi.
NOTE. CAUTION! To prevent battery depletion in prolonged taxi or holding position before takeoff, increase RPM until AMMETER indicates a positive charge.
Takeoff
BEFORE TAKEOFF
NOTE. An absence of RPM drop may be an indication of faulty magneto grounding or improper timing. If there is doubt concerning ignition system operation, RPM check at a leaner mixture setting or higher engine speed will usually confirm whether a deficiency exists.
Takeoff
TAKEOFF
NOTE. Proper engine operation should be checked early in the takeoff roll. Any significant indication of rough or sluggish engine response is reason to discontinue takeoff.
NOTE. When takeoff must be made over a gravel surface, it is important that the throttle be applied SLOWLY. This will allow the aircraft to start rolling before high RPM is developed, and gravel or loose material will be blown back from the propeller area instead of being pulled into it.
Takeoff
NORMAL TAKEOFF
NOTE. If maximum performance takeoffs are desired obtain full power before brake release. Use lift off and climb speed as specified in SECTION VI.
Takeoff
CLIMB (CRUISE)
Takeoff
CLIMB (BEST RATE) (Vy)
Takeoff
CLIMB (BEST ANGLE) (Vx)
Cruise
CRUISE
NOTE. Prolonged climbs to high cruise altitudes during hot weather operations may result in some fuel flow fluctuations as throttle is reduced. If fluctuations occur, turn Low Boost Pump Switch ON until cooling has alleviated fluctuations.
NOTE. Cruise operation at BEST POWER will result in a substantial increase in fuel flow, greatly decreasing range and endurance; reference charts published in SECTION 5.
NOTE. Careful leaning of mixture control will result in best fuel efficiency. This requires operating at proper EGT. Failure to do so will result in excessive fuel burn. After leveling off at cruise altitude, set RPM for desired power setting per Cruise Power Chart in Section V. Slowly lean Mixture until EGT reaches peak value. Enrichen to 50°F rich of peak EGT for best power (50°F lean of peak is best economy); careful adjustments are necessary for accurate setting. Changes in altltude or power MAY REQUIRE readjustment of EGT.
NOTE. When increasing power, always return mixture to full rich, then increase RPM before increasing manifold pressure; when decreasing power, decrease manifold pressure before reducing RPM. Always stay within the established operating limits, and always operate the controls slowly and smoothly.
Cruise
FUEL TANK SELECTION
Descent
NORMAL DESCENT - GEAR UP
NOTE. Avoid extended descents at low manifold pressure setting, as engine can cool excessively and may not accelerate satisfactorily when power is re-applied.
Descent
NORMAL DESCENT - GEAR DOWN
NOTE. Avoid extended descents at low manifold pressure setting, as engine can cool excessively and may not accelerate satisfactorily when power is re-applied.
NOTE. Using landing gear as a descent aid will result in a steeper descent rate (greater altitude loss per horizontal distance traveled)
Landing
APPROACH FOR LANDING
NOTE. CAUTION! The airplane must be within allowable weight and balance envelope for landing (REF. SECTION VI). It will require a minimum of one hour of flight before a permissable landing weight is attained when takeoffs are made at maximum gross weight. If landing at a weight exceeding maximum landing weight (3200 Lbs.) (1452 Kgs.) is required, see OVERWEIGHT LANDING PROCEDURE, SECTION III.
NOTE. CAUTION! To minimize control wheel forces when entering landing configuration, timely nose-up trimming is recommended to counteract nose down pitching moment caused by reduction of power and / or extension of flaps
NOTE. The parking brake should be rechecked to preclude partially applied brakes during touchdown.
Landing
GO AROUND
NOTE. CAUTION! To minimize control wheel forces during GO-AROUND, timely nose-down trimming is recommended to counteract nose up pitching moment as power is increased and/or flaps are retracted.
Landing
NORMAL LANDING
NOTE. Landing information for reduced flap settings is not available. See SECTION V for Landing Distance tables.
NOTE. If maximum performance landings are desired, use above procedures, except reduce approach airspeed to 70 KIAS (flaps full down) and apply maximum braking (without skidding tires) during rollout.
NOTE. Crosswind landings should be accomplished by using above procedures except maintain approach speed appropriate for wind conditions. Allow aircraft to crab until the landing flare. Accomplish touchdown in a slight wing low sideslip (low wing into wind) and aircraft aligned with runway. During landing roll, position flight controls to counteract crosswind.
NOTE. CAUTION! Landing gear may retract during landing roll if landing gear switch is placed in the UP position.