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STANDARDIZED
FLIGHT MANEUVERS GUIDE
(C – 172)
Rev Apr 2015
 TABLE OF CONTENTS

Contents ...................................................................... 2
Purpose ....................................................................... 3

Back to Basics ........................................................... 4

Slow Flight.................................................................... 5
Power-Off Stall ............................................................ 6
Power-On Stall ............................................................ 7
Steep Turns.................................................................. 8
Chandelles ................................................................... 9
Lazy Eights................................................................... 10
Eights-on-Pylons ......................................................... 11
Steep Spiral.................................................................. 12
Normal and Crosswind Takeoff and Climb .................. 13
Normal and Crosswind Approach and Landing ........... 14
Soft Field Takeoff and Climb ....................................... 15
Soft Field Approach and Landing ................................ 16
Maximum Performance Takeoff and Climb ................. 17
Maximum Performance Approach and Landing .......... 18
Normal Traffic Pattern ................................................. 19
Normal Traffic Pattern Figure...................................... 20
Power-Off 180 Deg Accuracy Approach and Landing.. 21
Balked Landing (Go Around) ....................................... 22

Aircraft Key Figures ..................................................... 23

2
 PURPOSE

The purpose of this guide is to establish a standard for specific flight maneuvers.
Applicable maneuvers from this guide will be used for all Initial and Annual Flight
Evaluations.

Standardizing the way maneuvers are performed establishes a solid foundation

of basic procedural skills and knowledge. This, coupled with experience gained
over time, will enable all pilots to handle most unusual situations and
emergencies in a more predictable fashion with a greater chance of a successful
outcome.

Flight instructors and students should find these standards helpful in preparation
for any flight evaluation. Chandelles, lazy eights, steep spirals, eights-on-pylons,
and power-off 180 degree accuracy approach and landings are commercial
maneuvers and will only be required for Commercial Pilots.

This guide does not replace the practical test requirements for pilot certification
or flight reviews. The specific airspeeds, power settings, and flap settings used in
this guide are for the C172P. Stalls, slow flight, chandelles, lazy 8’s, steep turns,
and unusual attitudes shall be performed at an altitude which allows for recovery
no lower than 1500 feet AGL. Steep spirals and emergency procedures will be
terminated at 500 feet AGL unless the aircraft is in a position to land at an
authorized airport.

3
 BACK TO BASICS

1. Every maneuver begins and ends the same way: SLUF (Strait and Level
Unaccelerated Flight – i.e.; cruise power, trimmed, on altitude and heading, and
stabilized). That way, you know exactly when you are beginning the maneuver,
and exactly when you are done.

2. The recovery altitude is the altitude you are at when you are finished with the
maneuver (i.e.; SLUF). It will probably be different than the altitude from which
you started the maneuver. That being said, your instructor may want you to
return to your original altitude after recovering from a power off stall.

3. There is no requirement to establish a positive rate of climb when recovering

from a stall in a fixed gear aircraft. The PTS only requires a positive rate of climb
prior to retracting the landing gear. However, the aircraft should be in a pitch
attitude that will result in a positive rate of climb at the end of the maneuver.

4. To consistently raise or lower the flaps “incrementally,” use airspeeds that

equate to something useful. Pattern airspeeds work well for extending the flaps
and V-speeds work well for retracting them during a stall recovery or a go-
around.

5. Clearing turns will be accomplished by turning 90 degrees in each direction or

180 Degrees in one direction.

6. The importance of proper trim techniques cannot be over emphasized. Trim

constantly changes throughout the flight. Any change in power, pitch, bank,
airspeed or weight/CG (fuel burn) requires a corresponding trim change. You
should constantly strive to keep the aircraft trimmed “hands off.” A properly
trimmed aircraft will allow you to do other things with your eyes and hands (e.g.
navigating, taking notes, inserting coordinates in the GPS) without having to
constantly monitor altitude, airspeed and heading.

7. The following maneuver descriptions are designed to produce standardized

performance by each pilot. Therefore, they should be considered procedural in
nature. By performing each maneuver as described, you will consistently fly the
aircraft (and think through the maneuver) the same way every time. This will
develop a sound knowledge and flying skills base and allow you to handle any
emergency or unusual flight situation in a predictable fashion based on a solid
foundation of the basics.

4
 SLOW FLIGHT

1. Clear the area using clearing turns.

2. Fuel: BOTH - Mixture: FULL RICH - Carb Heat: ON.

3. Establish and announce altitude and heading.

4. Power, approximately 1600 RPM;

5. Airspeed in flap operating range, extend flaps in 10-degree increments to

desired setting. (85 KIAS – flaps 10°; 75 KIAS – flaps 20°; 65 KIAS – flaps 40°)

6. As airspeed diminishes, adjust power and pitch attitude to maintain level flight.

7. Establish and maintain an airspeed at which any further increase in pitch, load
factor, and/or reduction in power would result in an immediate stall.

8. Recognize and announce the first aerodynamic indications of an oncoming

stall (e.g., stall warning, mushy flight controls, buffeting).

9. Perform coordinated turns, climbs, and descents as directed by the instructor.

10. Recover to cruise flight by simultaneously applying maximum power,

carburetor heat cold, flaps 20°. Adjust pitch attitude to maintain altitude. Retract
flaps to 10 degrees at Vx, and full up at Vy. (The recovery is analogous to a Go-
Around procedure.)

5
 POWER-OFF STALL

1. Clear the area using clearing turns.

2. Fuel: BOTH - Mixture: FULL RICH - Carb Heat: ON.

3. Power, approximately 1600 RPM.

4. Establish and announce altitude and heading.

5. Airspeed in flap operating range, extend flaps in 10-degree increments to

desired setting. (85 KIAS – flaps 10°; 75 KIAS – flaps 20°; 65 KIAS – flaps 40°)

6. When airspeed reaches an approach speed of 60 to 65 KIAS, reduce power to

idle. Establish a glide and trim at that speed while continuing to maintain heading
unless instructor directs a turn.

7. After establishing a stabilized descent, call out the altitude you have picked for
the “simulated ground” and transition smoothly to a pitch attitude that will hold
that altitude.

8. Recognize and announce the first aerodynamic indications of an oncoming

stall (e.g., stall warning horn, mushy controls, buffeting).

9. Recognize and announce the stall, then promptly recover by simultaneously:

A. Decreasing angle of attack (relaxing backpressure)

B. Maintaining wings level using primarily rudder inputs.
C. Applying full power, carburetor heat cold, flaps 20°.

10. Adjust pitch to maintain altitude.

11. Retract flaps to 10 degrees at Vx, and full up at Vy. Determine and announce
your new cruise altitude. Return to cruise flight by setting cruise power, and
trimming the aircraft to maintain altitude and heading.

6
 POWER-ON STALL

1. Clear the area using clearing turns.

2. Fuel: BOTH - Mixture: FULL RICH - Carb Heat: ON

3. Power, approximately 1600 RPM.

4. Establish and announce altitude and heading.

5. Slow to lift-off speed (60 – 65 KIAS), then simultaneously apply full power,
carburetor heat cold, and establish a takeoff attitude.

6. Establish desired bank angle (as directed by instructor). If a turn is used, 20-
degree max bank angle.

7. Transition smoothly from the takeoff attitude to the pitch attitude that will
induce a stall. (Feet on the horizon or approximately 20 degrees nose high).
(Max allowable pitch is 30 degrees).

8. Recognize and announce the first aerodynamic indications of the oncoming

stall (e.g., stall warning horn, mushy aileron control, buffeting).

9. Announce the stall (at the buffet); then promptly recover by simultaneously:

A. Decreasing angle of attack (relaxing backpressure).

B. Maintaining wings level using primarily rudder inputs.
10. Maintain present altitude and accelerate to Vy.

11. Determine and announce your new cruise altitude.

12. Return to cruise flight by setting cruise power and maintaining altitude,
heading, and airspeed.

7
 STEEP TURNS

1. Cear the Area using Clearing Turns

2. Establish cruise flight (Power approximately 2200 RPM, airspeed at or below

VA). Trim for level, hands-off flight.

3. Establish and announce altitude and heading. Determine a visual reference

point (if practical).

4. Smoothly roll into a 45 degree banked turn using coordinated ailerons and
rudder. (50 degrees for Commercial Pilots)

5. Maintain a level turn by looking outside and “dragging the nose across the
horizon.”

6. Vary backpressure to maintain altitude, ailerons to maintain bank angle, rudder

to maintain coordinated flight, and power to maintain airspeed.

7. Approaching the visual reference point (within approximately 5-10 degrees of

initial heading) transition smoothly back to straight and level flight using
coordinated ailerons and rudder. Reduce backpressure to maintain altitude and
power to maintain airspeed.

8. Smoothly transition into a step turn in the opposite direction.

9. After completion of the second 360 degree turn, return to cruise flight by
setting cruise power and maintaining altitude, heading, and airspeed.

8
 CHANDELLES

1. Clear the area using clearing turns.

2. Establish cruise flight (Power approximately 2400 RPM and 23” MP, airspeed
at or below VA). Trim for level, hands-off flight.

3. Establish and announce altitude and heading. Determine visual reference

points and wind direction.

4. PROP – FULL.

5. Smoothly roll into the wind and establish a 30-degree bank.

6. Apply full power while increasing backpressure to increase pitch to

approximately 5-10 degrees nose high.

7. Maintain 30 degrees bank and continue to increase pitch until the 90 degree
point (altitude is increasing, airspeed is decreasing).

8. Gradually start rolling out bank at the 90 degree point while maintaining pitch.

9. Complete the rollout to wings level at the 180 degree point. Airspeed should
be approximately 1.2 VS.

10. Momentarily hold airspeed without stalling.

11. Resume straight and level flight while letting airspeed increase to cruise.

12. Reduce power to cruise setting and maintain altitude, heading, and airspeed.

9
 LAZY EIGHTS

1. Clear the area using clearing turns.

2. Establish cruise flight (Power approximately 2400 RPM and 19” – 20” MP,
airspeed at or below VA). Trim for level, hands-off flight.

NOTE: The hardest part of Lazy 8’s is returning to the starting airspeed and
altitude at the 180 and 360 degree points. When you slow from normal
cruise speed to below Va, reset the power to between 19” and 20” MP. This
lower MP will give you a “tactical advantage” in loosing the altitude you
gained during the first part of the maneuver without busting the ± 10 KIAS
PTS tolerance.
3. Establish and announce altitude and heading. Determine visual reference
points and wind direction. (Select a reference point abeam the wingtip.)

4. Raise the nose above the horizon and begin a climb (approximately 5-10
degrees nose high).

5. Slowly roll in bank and enter a coordinated climbing turn.

6. Pass the 45 degree point with maximum nose-up for the maneuver. (Bank is
increasing through 15 degrees; speed is decreasing; pitch begins decreasing;
bank angle continues to increase).

7. Arrive at the 90 degree reference point with a maximum bank angle of 30

degrees. (Pitch is momentarily level, then descending through the horizon; bank
begins to decrease; speed begins to increase).

8. Take note of the altitude and airspeed at the 90 degree point.

9. Pass the 135 degree point with the lowest pitch attitude for the maneuver.
(Bank is reducing through 15 degrees; speed continues to increase; pitch begins
increasing; bank angle continues to decrease).

10. At the 180 degree point the aircraft is momentarily level at the same altitude
and airspeed as at entry.

11. Smoothly roll bank in the opposite direction and re-accomplish the maneuver.

12. Complete the rollout to wings level at the 180 degree point. Airspeed,
altitude, and heading should be the same as at entry.

13. Resume cruise flight after completing the maneuver.

10
 EIGHTS-ON-PYLONS

1. Clear the area using clearing turns.

2. Establish cruise flight at 800 feet AGL. (Power approximately 2400 RPM and
23” MP, airspeed at or below VA). Trim for level, hands-off flight.

3. Calculate pivotal altitude (ground speed in knots squared divided by 11.3).

4. Select 2 pylons approximately . nm apart, perpendicular to the wind.

NOTE: Fly over one of the 2 pylons, put the wingtip on the other pylon and
note the bank angle on the attitude indicator. 20 degrees bank angle means
the pylons are approximately . nm apart. If the bank angle is more than 20
degrees, the pylons are less than . nm apart. If the bank angle is less than
20 degrees, the pylons are more than . nm apart.
5. Enter the maneuver by approaching the midpoint between the pylons
diagonally, with the wind to your back.

6. Just past the intended pylon, roll into a turn around that pylon (approximately
30 to 40 degrees of bank) and place the wingtip on that pylon.

7. Use ailerons to correct up and down movement and elevator (pivotal altitude)
to correct fore and aft movement of the pylon on the wingtip.

NOTE: If the pylon moves forward of the wingtip, apply forward elevator
( i.e. descend to increase ground speed). If the pylon moves aft of the
wingtip, apply aft elevator pressure (i.e. climb to decrease ground speed).
Do not use rudder to maintain wingtip position on the pylon.
8. Crossing the midpoint between the pylons, roll back to wings level.

9. Just past the opposite pylon, roll into a turn around that pylon (approximately
30 to 40 degrees of bank) and place the wingtip on that pylon.

10. Use ailerons to correct up and down movement and elevator to correct fore
and aft movement of the pylon on the wingtip.

11. Complete the maneuver by crossing the midpoint between the pylons wings
level, at the same altitude and airspeed at which the maneuver was entered.

11
 STEEP SPIRAL

1. Clear the area using clearing turns.

2. Establish cruise flight (Power approximately 2400 RPM and 23” MP, airspeed
at or below VA). Trim for level, hands-off flight at an altitude that will allow at least
3 descending 360 degree turns.

3. Select an appropriate landing area.

4. While maneuvering to the intended landing area, slow the aircraft to best glide
speed and configure for landing (up to full flaps may be used).

5. Maintain altitude and trim for hands-off at best glide speed.

6. Abeam the intended landing area, reduce power toward idle (approximately
10” MP), allow the nose to drop, and re-trim for hands-off at best glide speed.
PROP – FULL.

7. Maintain a constant radius turn around the intended landing area by varying
bank angle to correct for wind. (Normal 20-30 degrees of bank; Max 60 degrees).

8. After the 3rd 360 degree turn, execute a power off landing or go around, as
applicable.

NOTE 1: Clear the engine at least once during the maneuver.

NOTE 2: If you are not at an airfield suitable for landing, discontinue the
approach and execute a go around above 500 feet AGL.

12
 NORMAL / CROSSWIND TAKEOFF AND CLIMB

1. Accomplish the before takeoff checklist.

2. Align aircraft with runway centerline with ailerons fully deflected into the wind if
crosswind is present.

3. Smoothly apply full power and check instruments. Announce, “Engine

instruments in the green, Airspeed alive.”

4. As the aircraft accelerates, reduce aileron deflection as necessary and

maintain runway alignment with rudder.

5. At 55 KIAS, apply backpressure to establish Vy climb attitude.

NOTE: If a significant crosswind exists, increase the rotation speed by one

half the gust factor, not to exceed 10 knots. This holds the aircraft on the
ground a little longer so that a smooth and definite liftoff can be made.
6. As the aircraft lifts off, establish a crab into the wind; then level the wings.

7. Maintain climb power, Vy, and a ground track along the extended runway
centerline during climb out.

13
 NORMAL / CROSSWIND APPROACH AND LANDING

1. Accomplish the before landing checklist. (GUMPS)

2. While flying the appropriate traffic pattern, assess the wind by the required
wind correction angles and by the surface wind indicators. (Consider the use of
reduced flap settings for landing, depending on the crosswind conditions.)

3. Prior to 300 feet AGL on final approach, stabilize the aircraft with the final flap
setting and crab angle. Maintain final approach airspeed of 60 - 65 KIAS with
approximately 500 feet per minute rate of descent, 1200 RPM.
NOTE: If gusty conditions are present, increase final approach speed by
one half the gust factor, not to exceed 10 knots.

4. Prior to the flare, establish and maintain a drift correction using the wing low
(side-slip) method: opposite rudder to keep the aircraft’s longitudinal axis aligned
with the runway centerline, aileron into the wind to control drift.

NOTE: When to transition to the sideslip depends on pilot proficiency.

Establishing the sideslip earlier on final (for low time pilots) allows for a
more stabilized approach with maximum exposure to the control inputs
needed for the touchdown.

5. At the appropriate flare altitude, reduce power toward idle and slow the
descent by increasing pitch attitude. As the aircraft decelerates, increase aileron
and rudder deflection to maintain the necessary sideslip. Allow the aircraft to
touch down on the upwind main wheel first, followed by the downwind main
wheel, then the nose wheel.

6. Maintain backpressure on the yoke throughout the landing roll and continue to
increase aileron deflection fully into the wind as the aircraft slows to taxi speed.

14
 SOFTFIELD TAKEOFF AND CLIMB

1. Accomplish the before takeoff checklist.

2. Prior to taxiing onto the takeoff surface, check the flaps up and apply full
elevator backpressure.

3. Taxi onto the takeoff surface at a speed consistent with safety. Avoid stopping
on a soft surface.

4. Smoothly apply full power and check instruments while adjusting the elevator
to maintain minimum nose wheel pressure on takeoff surface (approximately 1”
to 2” off the runway). Announce ”Engine instruments in the green, Airspeed
alive”.

5. Lift off at the lowest possible airspeed, then reduce back pressure to lower the
pitch attitude to remain in ground effect (one wingspan length) while the aircraft
accelerates.

6. Establish Vx or Vy pitch attitude as appropriate.

7. Maintain takeoff power and a ground track along the extended runway
centerline during climb out.

8. Set climb power (2400 RPM) when clear of obstacles. Continue climbout at
Vy.

NOTE: If a crosswind exists, apply the appropriate crosswind procedures

as described in crosswind takeoff procedures and raise the flaps.

15
 SOFTFIELD APPROACH AND LANDING

1. Accomplish the before landing checklist. (GUMPS)

2. Select the desired touchdown point and complete the appropriate traffic
pattern. Extend downwind to allow sufficient time on final for establishing the
desired descent profile.

3. Stabilize the airplane on final approach at 55 KIAS (1.3 Vso). Descent rate
should be approximately 500 feet per minute, flaps full down, and power between
12” to 15” MP. PROP – FULL.

4. When the intended landing area is assured, reduce power toward idle. As you
initiate the flare, increase power to break the descent rate of the aircraft just
above the landing surface. Maintain pitch with elevator and control descent rate
with power.

5. Hold this power setting all the way through the flare and touchdown. As the
main wheels touch, hold backpressure to prevent the nose wheel from touching.
Once the aircraft is stabilized with the main wheels on the ground, smoothly
reduce power as required while maintaining sufficient backpressure to hold the
nose off the runway as long as possible. Adjust power according to the surface
conditions.

6. When the nose wheel settles to runway, maintain full elevator back pressure to
minimize the weight on the nose wheel.

NOTE: If a crosswind exists, apply the appropriate crosswind procedures

as described in crosswind takeoff procedures.

16
 MAXIMUM PERFORMANCE TAKEOFF AND CLIMB
(SHORT FIELD)

1. Accomplish the before takeoff checklist.

2. Set flaps as recommended by POH.

3. Taxi into position at the end of the runway so that maximum runway is
available for takeoff.

4. Smoothly advance the throttle to full power. Check engine instruments and
announce “Engine instruments in the green, Airspeed alive.”

5. Rotate at 55 KIAS and establish Vx pitch attitude. After liftoff, establish and
maintain Vx until clear of real or simulated obstacles.

6. Once all obstacles are cleared, lower the nose and accelerate to Vy. Trim the
aircraft to maintain Vy and continue the climb to cruise altitude.

Note: If crosswind exists, apply the appropriate crosswind procedures as

described in crosswind takeoff procedures.

17
MAXIMUM PERFORMANCE APPROACH AND LANDING
(SHORT FIELD)

1. Accomplish the before landing checklist. (GUMPS)

2. Select the desired touchdown point and complete the appropriate traffic
pattern. Extend downwind to allow sufficient time on final for establishing the
desired descent profile.

3. Stabilize the airplane on final approach at 55 KIAS (1.3 Vso). Descent rate
should be approximately 500 feet per minute, flaps full down, and power between
12” to 15” MP.

4. Select an appropriate aim point situated approximately 100-200 feet short of

the specified touchdown point and adjust power as necessary to avoid over- or
undershooting that aim point. Precise airspeed control is essential for judging the
descent profile.

5. In the flare, reduce power toward idle to land on (or slightly beyond) the
specified touchdown point. Touch down at minimum control airspeed with no side
drift, minimum float, and with the airplane’s longitudinal axis aligned with and
over the runway center/landing path.

6. Begin smoothly applying brakes immediately after touchdown. Retract the

flaps while holding positive backpressure on the elevator. Continue applying full
elevator backpressure and maximum braking (without skidding the tires) until the
aircraft has slowed to normal taxi speed.

NOTE: If crosswind exists, apply the appropriate crosswind procedures as

described in crosswind takeoff procedures.

18
 NORMAL TRAFFIC PATTERN
Accomplish the before landing checklist prior to entering the pattern.

1. Entry: Enter traffic pattern from a 45 to downwind, at pattern altitude (1000

feet AGL), Carb Heat on, approximately 2000 RPM, and 90 KIAS.

2. Abeam Touchdown Point: Pwr to 1500 RPM, Flaps to 10 degrees, Trim for
500 feet per minute rate of descent (Approximately 80 KIAS).

3. Turn to Base: 45 degrees to touchdown point (700 - feet AGL), Flaps 20

degrees (Flaps, Turn, Talk), Re-trim for 500 feet per minute rate of descent
(Approximately 70 KIAS).

4. Turn to Final: 20 degrees to touchdown point (500 feet AGL), Flaps 30

degrees (Flaps, Turn, Talk). Roll out on final approximately . NM from
touchdown, 300-400 feet AGL. Adjust pitch and power to maintain a stabilized
approach at approximately 65 KIAS and 500 feet per minute rate of descent.
Final GUMPS Check.

5. Turn to Crosswind: Maintain climb at Vy with max continuous power until

within 300 feet below pattern altitude.

6. Turn to Downwind: level off at pattern altitude, reduce power to

approximately 2000 RPM, Carb Heat on.

19
20
 POWER-OFF 180 DEGREE
ACCURACY APPROACH AND LANDING

1. Position the aircraft on a normal downwind and complete the before landing
checklist. (GUMPS)

2. Determine projected ground track for a continuous turn to final (based on

wind).

3. Determine desired reference altitudes around the turn to final (based on field
elevation).

NOTE: As a general rule of thumb, divide the final turn into thirds. If the
pattern altitude is 1000 feet AGL, plan on being approximately 700 feet AGL
at the first 3rd of the turn, 500 feet AGL at the second 3rd of the turn, and
rolling out on final at approximately 300 feet AGL and 1 nm from the
intended touchdown point. If you are above these projected altitudes, add
more flaps or extend the ground track. If you are below these projected
altitudes, shorten the ground track.

4. Close the throttle abeam the intended touchdown point.

5. Establish glide speed based on wind and projected ground track.

6. Evaluate aircraft performance based on determined ground track and

reference altitudes.

7. Lower flaps as desired. (Consider delaying the last 10 degrees of flaps until
landing is assured).

8. Touchdown at or within 200 feet beyond the intended touchdown point, on

centerline, with the aircraft aligned parallel to the runway.

21
 BALKED LANDING (GO-AROUND)

1. Smoothly apply full power, retract the flaps to 20 degrees and push Carb Heat
in. Establish a pitch attitude equivalent to Vy.

(Warning: Jamming the throttle forward can cause the engine to falter or
quit. Additionally, if the prop is not full forward, significant engine damage
can occur)

2. If obstacles are present, establish a Vx pitch attitude and maintain Vx until

clear of obstacles.

3. As the aircraft accelerates, retract flaps to 10 degrees at Vx and flaps up at Vy.

Continue climb to pattern altitude.

4. Side step to the right to keep conflicting runway traffic in sight.

5. Announce the go-around on CTAF or to the Tower

NOTE: The decision to execute a go around is no reason for

embarrassment, but rather the manifestation of sound judgment.
Welcome any opportunity to practice this vital maneuver!

22
 KEY FIGURES FOR C-172

GENERAL:

MAX GROSS WEIGHT - 2550

ENGINE - 4 CYL; 180 HP; Lycoming O-360-A4M
PROPELLER – Fixed Pitch
FUEL - 40 GAL MAX; ?? GAL USABLE; 100LL (BLUE) 110/130 (GREEN)
OIL - 7 QT MAX; 5 QT MIN; SAE 15W50
WING SPAN - ??’
MIN TURN RADIUS - ??

ENGINE:

MAX RPM - 2700

MAX CONTINUOUS - 2540
WARM-UP – 1000 RPM
ENGINE RUNUP – 1700 RPM
MAX CYL HEAD TEMP - ?? DEGREES
NORMAL RANGE - ?? – ?? DEGREES

OIL:

MAX TEMP - 240F

NORMAL RANGE - 100-240F
MIN PRESSURE - 10 PSI
MAX PRESSURE - 100 PSI
NORMAL POWER - 30 - 60 PSI

ACCELERATION:

FLAPS UP - +3.8 TO -1.52 G

FLAPS DOWN - +2.0 TO 0 G

23
MAG CHECK (1700 RPM):
MAX DROP - 150 RPM (FOR EITHER MAG)
COMPARISON - +/-50 RPM (BETWEEN MAGS)
VACUUM CHECK (1700 RPM):
ALLOWABLE RANGE - 4.5 TO 5.4 PSI
ELECTRICAL SYSTEM:
ALTERNATOR - 60 AMP
BATTERY - 24V
OVER VOLTAGE LIMIT - 31.5 VOLTS
ELECTRICAL INSTRUMENTS:
FUEL QUANTITY INDICATORS
OIL TEMP
CYLINDER HEAD TEMP
COURSE DIRECTION INDICATOR (CDI)
RADIO MAGNETIC INDICATOR (RMI)
TURN COORDINATOR AMMETER
ENGINE DRIVEN INSTRUMENTS
ENGINE TACHOMETER (RPM)
OIL PRESSURE
MANIFOLD PRESSURE
VACUUM DRIVEN INSTRUMENTS:
DIRECTION GYRO (DG)
ATTITUDE SITUATION INDICATOR (ASI)
PITOT STATIC DRIVEN INSTRUMENTS:
AIRSPEED INDICATOR (AI) VERTICAL SPEED INDICATOR (VSI) ALTIMETER
(ALT) 24

24
INSTRUMENT GROUP CATEGORIES:
POWER - RPM; OIL TEMP; OIL PRESS; MAN PRESS,
CYL HEAD TEMP
PERFORMANCE - AI; VSI; TURN COORDINATOR
FLIGHT - ASI; ALT; DG; CDI; RMI
WARNING - AMMETER; VACUUM GAGE; LOW VOLTAGE LIGHT;
KEY SPEEDS:
VA - 111 BEST GLIDE - 76
VNE - 179 FINAL APPROACH - 65 (FULL FLAPS)
VNO - 143 MAX CROSS WIND - 15
VFE - 95 HYDROPLANE - 58
VS - 50 STALL WARNING - 5-10 KNOTS ABOVE THE STALL VSO - 40
VX - 59
VY - 81
VR - 50
NORMAL CLIMB
2400 RPM; 23” MP; 85 – 95 KIAS
CRUISE POWER SETTINGS (4000’; +7C [STD DAY])
2300 RPM (63%); 20” MP; 127 KIAS; 10.8 GPH
NORMAL PATTERN:
PATTERN ENTRY - 1000 AGL; AIRSPEED/POWER AS REQUIRED
ABEAM TOUCHDOWN - 15” MP; FLAPS 10; TRIM FOR 500 FPM DESC
TURN TO BASE - 700 AGL; 45 DEGREE ANGLE-OFF; FLAPS 20;
500 FPM DESC
TURN TO FINAL - . NM FROM TOUCHDOWN; 300-400 AGL; FLAPS 40
DESCENT ON FINAL - 500 FPM (4.5 DEGREE G/S) @ 65 KIAS (60 KIAS
SHORT/SOFT, 70 KIAS NO-FLAP); 12-15” MP; PROP FULL

25