(or rolling on touch-and-go)
On damp days, especially cloudy, foggy, hazy, or rainy days, regardless of the temperature, keep a sharp look-out for gradual power loss, even during climbs. If the engine begins to lose power, apply full carburetor heat and open the throttle. If ice is the cause of the drop in RPM, and the carburetor heat is turned on to melt the ice, a slight additional drop and some engine roughness will result. This is normal and if there is ice in the carburetor this slight drop in RPM will be regained as the ice melts. (Fuel vaporization can be helped by using carburetor heat when the outside air temperatures is between 21¨ and 50º F.)
It is essential to put the aircraft on the ground as quickly as possible: from altitude, dive at VNE - 1. For landing, slip with the pilot's wing down. (N.B., high speed will increase the oxygen supply to the fire, increasing the intensity: however, as a general rule, getting the aircraft down will take precedence over the intensity of the burn.)
The best glide speed (i.e., the most speed at which the most distance may potentially be traveled) is a function of the aircraft's sink rate (i.e., the rate of descent) and the head-wind component on any given heading. In theory, regardless of the aircraft sink rate, a headwind component equal to the airspeed will produce a groundspeed of zero: a higher airspeed (with the resulting higher sink rate) would be necessary to maximize glide distance.
Best rate of climb, SL: | 67 knots (77 mph) | [VY] |
Best angle of climb, SL: | 55 knots (63 mph) | [VX] |
Normal approach speed: | 45 knots (51 mph) | [VREF] (1.3 Vso) |
Short field approach speed: | 54 knots (62 mph) | |
Stall speeds at gross weight: | ||
---|---|---|
Clean: | 40 knots (46 mph) IAS | [VS1] |
10° flaps: | 40 knots (46 mph) IAS | |
30° flaps: | 35 knots (40 mph) IAS | [VS0] |
Maximum smooth air: | 149 kts (172 mph) | [VNE] |
Caution range: | 111-149 kts (128-172 mph) | |
Normal range: | 40-111 kts (46-128 mph) | |
Flap operating range: | 35- 85 kts (41-98 mph) | |
Maneuvering speed: | 98 kts (113 mph) | [VA] |
Max. Normal Operating: | 108 kts (123 mph)) | [VNO] |
Max. Flap Extended Speed: | 100 kts (115 mph) | [VFE] |
Maximum rate of climb | 715 FPM |
Takeoff ground roll | 645 ft. |
Takeoff distance over 50' obstacal | 1,190 ft. |
Landing roll | 450 ft. |
Landing distance over 50' obstacal | 1,160 ft. |
Service cieling | 14,700 ft. |
Altitude (feet) | 60% | 75% |
---|---|---|
2,000 | 2200 | 2400 |
4,000 | 2250 | 2450 |
6,000 | 2300 | 2500 |
8,000 | 2330 | 2550 |
10,000 | 2390 | ---- |
12,000 | 2420 | ---- |
Altitude (feet) | 65% | 75% |
---|---|---|
2,000 | 4.8 | 5.1 |
4,000 | 4.9 | 6.1 |
6,000 | 4.9 | 6.1 |
8,000 | 4.9 | 6.1 |
10,000 | 5.0 | --- |
12,000 | 4.9 | --- |
RANGE at 75% power, 8000 feet: ~350 NM. | |||
GROSS WEIGHT … | 1670 lbs. | ||
---|---|---|---|
EMPTY WEIGHT … | ~1155 lbs. | } (check current a/c w&b) { | [N24522] |
USEFUL LOAD… | ~515 lbs. | [N24522] | |
MAXIMUM BAGGAGE | 120 lbs. | ||
ENGINE … | Lycoming 0-235-L2C | ||
HORSEPOWER … | 110 HP @ 25500 RPM | ||
FUEL CAPACITY … | 26 gals. | ||
USEABLE FUEL … | 26 gals. | ||
FUEL GRADE … | 80/87 or 100 LL | ||
OIL CAPACITY … | 6 qts. |
Degrees climb/descent ↓ |
feet/nm | Ground speed (knots) | ||||||||
---|---|---|---|---|---|---|---|---|---|---|
50 | 60 | 70 | 80 | 90 | 100 | 110 | 120 | |||
fpm climb/descent | ||||||||||
2° | 212 | 177 | 212 | 248 | 283 | 319 | 354 | 389 | 425 | |
3° | 319 | 265 | 354 | 372 | 425 | 478 | 531 | 584 | 637 | |
4° | 425 | 354 | 425 | 496 | 566 | 637 | 708 | 779 | 850 | |
5° | 532 | 443 | 532 | 620 | 709 | 797 | 886 | 975 | 1,063 | |
6° | 638 | 532 | 638 | 745 | 851 | 958 | 1,064 | 1,170 | 1,277 | |
7° | 746 | 632 | 746 | 870 | 994 | 1,119 | 1,243 | 1,367 | 1,492 | |
8° | 850 | 708 | 850 | 991 | 1,133 | 1,274 | 1,416 | 1,558 | 1,699 | |
9° | 956 | 795 | 956 | 1,115 | 1,274 | 1,434 | 1,593 | 1,752 | 1,912 | |
10° | 1,063 | 886 | 1,063 | 1,240 | 1,418 | 1,595 | 1,772 | 1,949 | 2,126 |
revised: 12 June 2010
Printer-friendly versions:
[ HOME ] [ back to forms page ]
Copyright © 2004 - 2010
Steve Sconfienza, Ph.D.
All Rights Reserved