2.0 LIMITATIONS

3.0 Emergency Procedures

3.1 Fire. Electrical and fuel are the two most common sources of fire. In the event of fire while on the ground, set Master-OFF, Mags-OFF, Mixture-IDLE CUTOFF, Fuel-OFF and clear the aircraft. For inflight fire, attempt to ascertain the cause. If an electrical fire, set Master-OFF. If a fuel fire, set Master-OFF, Mags-OFF, Mixture-IDLE CUTOFF and Fuel-OFF. Execute an Emergency landing immediately and clear the aircraft. A small Halon extinguisher is mounted inside the cabin.

3.2 Engine Roughness. Modern aircraft engines are durable and seldom fail catastrophically without advance warning (erratic/lowering oil or fuel pressures, unusual/excessive mechanical noise, rising oil and/or cylinder head temperatures, etc.). If these are experienced, the flight should be promptly aborted, and the problem corrected prior to further flight. Pilot induced failures are more common (carb ice, fuel starvation, improper use of controls, poor fuel management). If the engine begins to run roughly, especially at partial throttle settings, suspect carb icing and set Carb Heat-ON until normal operation is restored. Readjust Carb Heat to maintain >5° C on the CAT gauge for best performance and continued protection against carb ice formation as long as conditions warrant, then set Carb Heat-OFF. If carb ice is not the problem, check Mags-BOTH, set Boost Pump-ON, Mixture-ENRICHEN and Fuel-SWITCH TANKS. If these actions fail to correct the roughness, make a precautionary landing as soon as possible. DO NOT attempt to further troubleshoot the problem in the air. Avoid vapor lock in the fuel system by being aware of the conditions which can promote it, running the Boost Pump for >5 minutes and verifying that fuel pressure has stabilized prior to takeoff.

3.3 Engine Failure. In the event of inflight engine stoppage, setup for best glide (V_GLIDE) and continue to fly the aircraft. Then set Mixture-RICH, Fuel-SWITCH TANKS, Boost Pump-ON, Mags-BOTH, and attempt engine restart if there is time. If failure occurs during departure, DO NOT turn back to the airport unless you are certain that a safe landing can be made. Below 1000 ft AGL, it is often preferable to land nearly straight ahead, if feasible. DO NOT hesitate to declare an Emergency with ATC in order to report position, request vectors to the nearest safe landing site and/or to obtain a priority landing clearance. Announce Emergencies on 121.50 MHz.

3.4 Engine Out Approach. At best glide (V_GLIDE), for every 1000 ft of altitude AGL the aircraft will travel about 1.75 miles (at 764 fpm sink rate). This is less than a 5° glide angle. A stopped prop produces more drag than a windmilling one, so the actual distance may be less. Plan a good approach and stick with the plan. Set final flaps after the landing site is made. Setup the final approach at 70 Kts (no slower). Prepare for any off-airport landing by setting Master-OFF, Mags-OFF and Fuel-OFF to reduce the chances of fire. Land and promptly clear the aircraft.

3.5 Crash Concepts. Pilots flying VFR flight plans stand a better chance of timely rescue in remote areas than those who are not. Activate ELT manually during the Emergency approach. Touchdown with the least forward speed and sink rate consistent with good aircraft controllability. Sacrifice non-vital aircraft structures if helpful in reducing damage to vital structures surrounding occupants. Land on vegetation (brush or dense crops) or pass between two trees to break the landing roll. Endeavor to contact the ground in a nearly flat attitude. If ditching over water, don emergency life vests, if available, and prepare for egress. Land in the direction of the swell on the backside or across the swell at the crest and as near the shore as possible. Perform a full stall landing with tail contacting first. A snow landing should be approached in similar fashion.

3.6 Inflight Canopy Opening. The sliding canopy opening in flight need not be a catastrophic event. Continue to maintain control of the aircraft and slow the forward speed to <85 Kts to minimize wind blast. If it is then possible to close the canopy, do so. If not, make a precautionary landing and correct the situation on the ground.

3.7 Main Brake Failure. As the main gear brakes are the primary means of directional control below 20 mph, landing with one brake out poses a special kind of problem. If possible, select a runway with a crosswind coming from the side of the failed brake. The aircraft will weather-vane into the crosswind and by careful application of the remaining good downwind brake, adequate directional control can be maintained. If it is inevitable that the aircraft will exit the runway surface and enter rough terrain or strike an obstacle, a ground loop performed using the remaining brake may be the better option and should be considered.

3.8 Alternator Failure. The Low Volts lamp illuminates when main bus voltage is less than 13VDC, indicating that the alternator is producing insufficient energy to run accessories and/or charge the battery. Although this is not necessarily an Emergency during the day, it can be critical to continued safe flight at night. Set all external lights-OFF to shed high lighting loads. Cycle the alternator field switch to see if the alternator will come back on-line. If alternator output is not restored, the remaining battery power will need to be rationed for the remainder of the flight. Turn OFF the alternator field. Close the emergency master by-pass switch, then set Master-OFF to shed the Master contactor load. Set any unneeded appliances OFF as feasible. Be aware that transponder cycle time can be as long as 5 minutes and the four GPS/Comm startup pages each need to be acknowledged (using ENT key) following restoration of power. Endeavor to reduce the load on the battery to the maximum practical extent. Determine the proper flight termination strategy and implement it based on an honest assessment of the current situation. Contact ATC as necessary to request assistance and safely terminate the flight as soon as feasible.

3.9 Master Contactor Failure. If power to all systems is abruptly lost, suspect Master contactor failure. Although this is not necessarily an Emergency during the day, it can be a shock when it happens at night. Close the emergency master by-pass switch, then set Master-OFF. All systems will be restored except starter capability.

3.10 Go-Around. Carb Heat-OFF, Throttle-FULL, Flaps-RETRACT TO ½ (then remove balance of flaps slowly when able). Side-step the runway if possible and re-establish normal pattern flight on the crosswind leg. Communicate situation or intentions as necessary.

4.0 NORMAL OPERATIONS

4.1 Ground Handling. Use towbar or tug on nose gear front cap head screws to manually position the aircraft. DO NOT push or pull on control surfaces.

4.2 Boarding. Complete the preflight checklist prior to boarding. Board by placing the inboard foot on the step and swinging the outboard foot onto the anti-skid coated wing walk area. Note: Applying flaps aids entry and egress. DO NOT step on flaps or any other wing surfaces beyond the anti-skid material. Unlock the key lock on the left side of the fuselage and rotate the access handle on top clockwise to release the sliding canopy latch. Open canopy fully prior to entering. Grasp roll over bar center brace and step onto the seat. Swing feet forward onto the floor and sit down. Secure harnesses and don headsets.

4.3 Pilot and Passenger Position. Pilots and passengers from 5'-2" to 6'-4" tall and from 100 to 250 lb can be accommodated with a combination of seatback position adjustments and use of seat booster pad(s). Correct positioning will normally place the head within 2 to 4" of the canopy.

4.4 Cold Engine Start. Preheat engine as necessary in cold climates. Complete the startup checklist. Prime for 4 seconds, hold brakes, clear the prop area and start engine. Oil pressure should come up within 20 seconds. Lean the mixture aggressively during sustained idle to reduce the tendency for plug fouling. For all normal operations, the oil cooler door control should be left in the fully OPEN (forward) position unless a minimum cruise oil temperature of 180° F cannot be maintained.

4.5 Hot Engine Start. If a hot start within a short period of time is anticipated, open the oil dipstick access door after shutdown to reduce heat soak tendency in high heat ramp conditions. Shut the oil access door prior to engine start. Complete the startup checklist. Turn Boost Pump-ON. Do not prime, hold brakes, clear the prop area and start engine. Run-up engine for 5 minutes minimum with Boost Pump-ON and do not attempt takeoff until fuel pressure has stabilized.

4.6 Taxiing. All harnesses shall be secured prior to ground taxi operations. Taxiing may be performed with the sliding canopy open or closed depending on conditions. Taxi at a brisk walking pace using rudder and differential braking to steer the aircraft with the castoring nose wheel. Lean the mixture aggressively during taxi to reduce the tendency for plug fouling.

4.7 Normal Takeoff. Complete the run-up check-list prior to take-off. Set elevator pitch trim and aileron roll trim to their center positions for takeoff. Ensure that the canopy is closed and latched prior to takeoff. Apply throttle smoothly (three second count) and ensure engine reaches full takeoff rpm (2650 to 2700 rpm) prior to rotation. As the aircraft accelerates, use rudder as necessary to maintain directional control. Maintain slight aft stick pressure to relieve weight on the nose gear. When passing thru rotation speed (V_R), rotate smoothly, then establish an appropriate climb attitude. Avoid the tendency to over-rotate. Be aware that dynamic hydroplaning on wet runways begins around 57 mph IAS on this aircraft.

4.8 Crosswind Takeoff. Preferred technique is to hold aileron into the wind and use downwind rudder. In severe gusty crosswind conditions, apply the downwind brake intermittently and allow the aircraft to accelerate between applications. The takeoff run can be extended by 50% or more in the presence of a strong crosswind. For crosswind components above 10 mph, add 5 mph plus ½ the gust speed to normal rotation speed and raise the nose more abruptly to achieve a clean lift-off without side-skip.

4.9 Short Field Takeoff and/or Obstacle Clearance. Reduce gross weight as much as is feasible and ensure that the aircraft CG is nominal. Ensure that the engine oil is fully warmed up and lean as necessary for best power (max rpm) above 5000 ft PA. Apply 10 to 15° of flaps. Using all of the available runway, align the aircraft with the centerline and hold full brakes while applying full power. Release brakes and use minimum differential braking for directional control. Rotate at V_R and climb at best angle (V_X) until any obstacle is cleared, then slowly retract flaps and establish an appropriate climb attitude.

4.10 Rough or Soft Field Conditions. The aircraft gear is suitable for operation from turf runways, however, the use of excessively soft, rough, gravel or unprepared surfaces should be approached with caution. If a takeoff must be made from such a marginal surface, reduce the gross weight as much as possible, taxi onto the runway without stopping, apply full power, hold back stick and attempt to rotate as soon as possible. Release stick back pressure after lift off and accelerate in "ground effect" until adequate climb airspeed is achieved, then establish an appropriate climb attitude. In the presence of sloping runway conditions, it may be preferable to takeoff downhill, even though there may be a slight tailwind present.

4.11 High Density Altitude. Pay attention to runway length limitations and limit gross weight as feasible. Always lean for best power at pressure altitudes exceeding 5000 ft. Refer to charts in Section 5.0.

4.12 Climb. Best angle of climb (V_X) is achieved at 90 mph IAS. Best rate of climb (V_Y) is achieved at 105 mph IAS. A cruise-climb of 120 mph IAS at 25 square is recommended for best cooling and increased forward visibility. Set Boost Pump-OFF when above 1000 ft AGL.

4.13 Cruise. Depending on weather and other factors, higher cruising altitudes (10,500 to 17,500 ft MSL) will allow for improved ground speeds and often less thermally induced turbulence. The maximum recommended continuous cruise power setting is 75% power (24 square) and best endurance is achieved between 55% and 65% power (21 to 22.5 square). At 75% power and below, the mixture may be leaned 150° F rich of peak EGT for best power and 100° F rich of peak EGT for best economy. Endeavor to switch tanks every 30 to 60 minutes over areas where a landing may be easily accomplished. Set Boost Pump-ON for a moment during tank changeover. Be aware of conditions which promote carburetor icing and adjust carb heat promptly as required to maintain an adequate air temperature, especially at low throttle settings in the presence of visible moisture. Adjust oil cooler door control as necessary to maintain oil temperature between 180 and 200° F for best performance and minimum moisture evaporation.

4.14 Low Speed Handling and Stall Behavior. The aircraft has good slow speed handling and the stall warning is a slight buffet, followed by a crisp break with moderate left wing drop. Stall recovery upon stick release is nearly instantaneous and the altitude loss can be held to as little as 100 to 150 ft. Control feel is light at all speeds. Rudder and ailerons are effective into the stall. Normal spin recovery techniques are effective. Caution: Fully developed recreational spins are not encouraged as downhill speed builds quickly in this aircraft.

4.15 Descent. Plan the descent well in advance of arrival, considering the cruising altitude and the elevation of the destination. Reduce power slowly to avoid shock cooling the engine and adjust the prop pitch such that a descent under power (>20 square) will not exceed limiting airframe speed (V_NE). Start the descent about 6 miles (2 minutes) out for every 1000 ft of altitude loss required allowing for a nominal 500 fpm sink rate.

4.16 Operation in Congested Traffic Areas. Use landing light Wig/Wag feature in addition to strobes to enhance the visibility of this aircraft when operating in close proximity with other aircraft and particularly in congested traffic areas. Fly standard patterns and be especially vigilant when operating from non-towered airports.

4.17 Approach and Landing. Plan the arrival so that a normal pattern entry to the active runway can be made from the aircraft’s present position. Select a runway which (1) will minimize excessive tailwinds/crosswinds, (2) is of an adequate length, (3) has an adequate surface and (4) presents minimal downslope. Fly 90 Kts IAS on downwind, 80 Kts IAS on base and 70 Kts IAS on final. 65 Kts IAS may be used for final speed if there are no turbulent or gusty conditions. Flaps may be deployed below 87 Kts IAS to a maximum of 40° . Operate boost pump below 1000 ft AGL. Establish a 500 fpm sink rate on final approach. Round out a few feet above the landing surface, hold it off and touchdown on the main gear at about 55 Kts IAS. Hold aft stick as long as the elevator is effective to reduce loads on the nose gear. Use rudder and differential braking to steer during the roll out.

4.18 Crosswind Landings. Both the side-slip to landing or wings level crab techniques work well in this aircraft, although a slip is preferred to minimize side loading the gear. Maximum recommended crosswind component is 15 kts.

4.19 Ground Handling and Tie-Down. The aircraft handles easily using a common towbar or tug attached to the nose gear forward cap screws. The aircraft is equipped with a permanent tail tie down ring and two removable wing tie down rings. All are stainless steel. The wing tie-down structural supports are threaded 3/8"-16 UNC-2B and may serve as safe aircraft jacking points for performing gear maintenance.

4.20 Aerobatics. Entry speeds for various aerobatic maneuvers are as follows:

Loops 120 to 165 Kts

Immelmanns 125 to 165 Kts

Aileron and Barrel Rolls 105 to 165 Kts

Vertical Rolls 155 to 165 Kts

Split-S 85 to 95 Kts

5.0 PERFORMANCE

(Sea Level, ISA, IAS @ 1750 lbs Utility Gross Weight)

Stall (½ to Full Flaps) (V_SO): 42 Kts

Stall (No Flaps) (V_S1): 47 Kts

Touchdown: 55 Kts

Rotation (V_R): 55 Kts

Final Approach (Full Flaps) (V_REF): 60-65 Kts

Minimum Sink Rate: 750 fpm @ 80 Kts

Best Angle of Climb (V_X): 65 Kts

Maximum Full Flap Extended (V_FE): 87 Kts

Best Rate of Climb (V_Y): 2000 fpm @ 75 Kts

Best Glide (Max L/D=12.21) (V_GLIDE): 80 Kts

Cruise-Climb: 120 Kts

Maneuvering (V_A): 117 Kts

Best Speed vs Drag (Carson’s Speed): 120 Kts

Maximum Structural Cruise (V_NO): 157 Kts

Maximum Cruise (V_MAX): 175 Kts

OIL COOLER