(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 temperature is between 21º 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: | 80 knots (92 mph) | [VY] |
Best angle of climb, SL: | 65 knots (74 mph) | [VX] |
Normal approach speed: | 61 knots (71 mph) | [VREF] (1.3 Vso) |
Short field approach speed: | 50 knots (57 mph) | |
Stall speeds at gross weight: | ||
---|---|---|
Clean: | 53 knots (61 mph) IAS | [VS1] |
20° flaps: | 51 knots (58 mph) IAS | |
40° flaps: | 47 knots (54 mph) IAS | [VS0] |
Maximum smooth air: | 158 kts (182 mph) | [VNE] |
Caution range: | 126-158 kts (145-182 mph) | |
Normal range: | 53-126 kts (61-145 mph) | |
Flap operating range: | 47-87 kts (54-100 mph) | |
Maneuvering speed: | 97 kts (112 mph) | [VA] |
Max. Normal Operating: | 126 kts (145 mph) | [VNO] |
Max. Flap Extended Speed: | 87 kts (100 mph) | [VFE] |
Maximum rate of climb | 645 FPM |
Takeoff ground roll | 865 ft. |
Takeoff distance over 50' obstacle | 1,525 ft. |
Landing roll | 520 ft. |
Landing distance over 50' obstacle | 1,250 ft. |
Service ceiling | 13,100 ft. |
Altitude (feet) | 50% | 65% | 75% |
---|---|---|---|
2,500 | 2175 | 2400 | 2550 |
5,000 | 2225 | 2450 | 2600 |
7,500 | 2275 | 2500 | 2650 |
10,000 | 2325 | 2575 | ---- |
12,500 | 2400 | 2625 | ---- |
Altitude (feet) | 65% | 75% |
---|---|---|
2,500 | 7.2 | 8.1 |
5,000 | 7.2 | 8.1 |
7,500 | 7.2 | 8.1 |
10,000 | 7.1 | --- |
12,500 | 7.1 | --- |
RANGE at 75% power, 9000 feet: ~450 NM. | |||
GROSS WEIGHT … | 2300 lbs. | ||
---|---|---|---|
EMPTY WEIGHT … | ~1445 lbs. | } (check current a/c w&b) { | [N9492H: Weight: 1435.6; Moment: 56.005] |
USEFUL LOAD … | ~855 lbs. | [N9492H: Useful Load: 864.4 lbs.] | |
MAXIMUM BAGGAGE | 120 lbs. | ||
ENGINE … | Lycoming 0-320-E2D | ||
HORSEPOWER … | 150 HP @ 2700 RPM | ||
FUEL CAPACITY … | 42 gals. (Std. Tanks) | ||
USEABLE FUEL … | 38 gals. | ||
FUEL GRADE … | 80/87 or 100 LL | ||
OIL CAPACITY … | 8 qts. |
Degrees climb/descent ↓ |
feet/nm | Ground speed (knots) | ||||||||||
---|---|---|---|---|---|---|---|---|---|---|---|---|
60 | 70 | 80 | 90 | 100 | 110 | 120 | 130 | 140 | 150 | 160 | ||
fpm climb/descent | ||||||||||||
2° | 212 | 212 | 248 | 283 | 319 | 354 | 389 | 425 | 460 | 496 | 531 | 566 |
3° | 319 | 319 | 372 | 425 | 478 | 531 | 584 | 637 | 690 | 743 | 797 | 850 |
4° | 425 | 425 | 496 | 566 | 637 | 708 | 779 | 850 | 920 | 991 | 1,062 | 1,133 |
5° | 532 | 532 | 620 | 709 | 797 | 886 | 975 | 1,063 | 1,152 | 1,240 | 1,329 | 1,418 |
6° | 638 | 638 | 745 | 851 | 958 | 1,064 | 1,170 | 1,277 | 1,383 | 1,490 | 1,596 | 1,702 |
7° | 746 | 746 | 870 | 994 | 1,119 | 1,243 | 1,367 | 1,492 | 1,616 | 1,740 | 1,865 | 1,989 |
8° | 850 | 850 | 991 | 1,133 | 1,274 | 1,416 | 1,558 | 1,699 | 1,841 | 1,982 | 2,124 | 2,266 |
9° | 956 | 956 | 1,115 | 1,274 | 1,434 | 1,593 | 1,752 | 1,912 | 2,071 | 2,230 | 2,390 | 2,549 |
10° | 1,063 | 1,063 | 1,240 | 1,418 | 1,595 | 1,772 | 1,949 | 2,126 | 2,304 | 2,481 | 2,658 | 2,835 |
revised: 12 June 2010
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Steve Sconfienza, Ph.D.
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