Grumman American AA-5 1975 User manual

I GRUMMAN AMERICAN
u
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1 ' I
r
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1975
Madel AA-5~~~~~
and Travele r
0\IV N E R ,S MANUAL

CHECK LIST
MODEL AA -5 & TRAVEL ER
BEFORE STARTI NG TAKE -OFF
1. PRE FLI G HT - Fu el. Oil, Prop, 1. Aux. Pump- ON
Tire s, A1rc ra ft Ge ne ra l Co nd1t1on 2.
FULL THROTTL E
2. S
ea ts and Be lt s- A DJUSTED 3.
Ra1 se Nose- 55 to 60 MPH
3.
Br akes- ON
CLIMB
4. Co ntr ols- FREE
5. FUEL -Fullest Tank ,.
FULL THROTTLE
2. N or mal-100 MP H
ST ARTI NG ENG INE
CRUISE
1. Primer-AS REQUIRED
1. Power-
2200 to 2700 RPM
2. Mixture- RICH 2.
Aux . Pump- OFF
3. Thrott le- OPEN 1/8 IN CH 3. L
ean -AS REQUIRED
4. Carb. Heat- OFF
4. Fuel Quant ity -CHECK
5. Master/Alt. Switc h- ON
6. Au x. Pu mp- ON (0.5 to 8 psi) BEFORE LA
NDING
Au x. Pu m p-O FF 1. FU
EL-Fu ll est Ta nk
7. CL
EAR PROP
2. Aux. P ump -ON
8.
Ignition Switch- ON BOTH 3. Mi
xture - AI CH
9.
Starter- P RESS
4. Carb. Heat- AS R EQUIRED
10. Oil Pres sure-CHECK 5. Fl
aps -AS REQ UI RED
ENGINE RUNUP (Max. 120 MPH)
1. B
ra ke s- ON 6.
Appr oach- 75 MPH
2.
Thr o tt le -SET (1800 RPM)
AFTER LANDIN G
3. Engme lnst.- CHECK 1. Flaps-
UP
4. Magneto- CHECK (1 75 R PM ea .) 2. Carb. Heat-
OF F
(Max. Di
ff erence 50 RPM) 3. Aux. Pu
mp - OFF
5. Ca rb. Heat-CHECK
SHUT DOWN
BEFORE T AK E-OFF
1.
Elec. EqUip .- OFF
1. Flap s- CHECK OPERA TI ON
2. Mi
xtur e- IDL E CUT-OFF
2. Flaps- UP 3. Magnet
os- a FF
2. Tnm ·- SET 4.
Ma ster S wit ch- OFF
3. Pnm er - LOCKED
4. M1xture- RICH
5. Carb Heat-OFF
6.
Contr o ls -CHECK
7. Engine lnst.- CHECK
8. Flight lnst . -SET & C HECK
9. Canop y- CH EC K

SERVICE REQUIREMENTS
FUEL:
Aviation grade . . ...... . ..... 80 / 87 minimum grade
Capacity each tank .... ...... ... .... .... 19 ga ll ons
ENGINE OIL:
Aviation Grade
*R
eco mmended Grade Oil
Average
Ambient Air
Above 600F
30° to 90°F
0° to 70°F
Below lOOF
Mineral Grade
SAE 50
SAE 40
SAE
30
SAE 20
Ashless Dispersant
SAE 40 or SAE 50
SAE 40
SAE 40 or SAE 30
SAE 30
O il Sump Capacity ................... 8 U.S. qu arts
M
inimum Saf e Quant ity in S ump ...... . . 2 U.S. quarts
HYDR AU LI C FLUID:
TIRE I NF LATION:
Nose
Wh ee l
Main Wheels
MIL-H-56
06
21 PS I
24 PSI
5.00 x 5 tire
6.00 x 6 tires
*
Refer to lat est revision of L ycoming Service Ins truction
No. 1014.
Ful ly illu strated Parts Catalogs and Service Manuals are obtainab le
through authorized Dealers of Grumman American Aviation Corpora-
tion or from the Customer Service Department, Clevel and, Oh i o.

Owner ____ ______ ____ ________________________ _
Registr
at ion No.
PERFORMANCE/S PEC I FICATIONS : MODEL AA -5
GROSS WE IGHT . ..... . ........... . ........ 2200 lbs.
SP EED : * To p Speed at Sea Level . . . . . .. .... 157 m.p.h.
Cruise,
75 % Power at 85 00 ft .. ... .. 147 m.p.h.
Cruise,
65 % Power at 8500 ft .. . .... 136 m.p.h.
RANGE: Cruise,
75 % Power at 8500 ft . . ....... 638 mi.
37 Gallons, No Reserve . . .......... .4. 3 hrs.
Cruise, 65 % Power at 8500 ft ......... 674 mi.
37 Gallons, No Reserve ............. 5. 0 hrs .
Opti mum Range at 1 0,000 ft ......... 680 m i.
37 Ga ll ons, No Reserve ............. 5. 0 h rs.
RATE OF CLIMB AT SEA LEVEL ............ 660 f. p.m.
SERVICE CEILING
...... . . . ....... . ....... 12,650 ft.
TAKE
OFF: Gr ound Ro ll ..... . ............... . . 880ft.
Total Distance Over 50 ft. Ob stade .... 1600 ft.
LANDING:
Ground Ro ll ............ . ..... . .... 380ft.
Total Distance Over 50 ft. Ob stacle .... 1100 ft.
WING LOADING ........ .. ... . .... .. . .. 15.7 lb./sq. ft.
POWER LOADING ..................... . 14.7 lb./bhp.
BAGGAGE
.... . .. . ....... . . .......... . ..... 120 lbs.
FUEL CAPACI TY: TOTA L. . .. . . .... . .......... 38 gal.
OIL CAPACITY: TOTAL . .. .. .... . . ............ 8 qts.
PROPELLER: McCAULEY Fixed Pitch (Diamet e r) .... 73 in.
ENGINE: LYCOMING
Model 0-320-E2G ...... 150 hp. at 2700 r.p.m.
* Equi pped with wheel fairings.
AAS-137-3-MUL-6000-9/74
This manual applicab le to 1975 m ode l.

Welcome Aboard!
Congr at ulations! Your AA-5 ha s been designed to provide a
responsive, high
performance four-place aircraft. It offers l ow hourly
cost in flight and minimum maintenance. The materials, tec hniqu es
and design innovations which m ade the AA-5 possible al so made it
much stronger and more hand some than any ot her four-place airc raf t
in its class.
Metal-to-metal
bonding eliminates the many sou rces of drag and
st ress concent r at ions built in to other four-place aircraft, and leaves
the
aerodynamic su rf aces s mo ot h as glass. Aluminum h oneyco mb
co mpl ete ly su rround s the cabin, providing a lightweig ht, except ionally
st rong passenger co mp a rtm ent for maximum safety.
The AA-5's com bina tio n of st ren gt h, performance, agili ty and
economy plus the rear seat conve rtibility, make it an exce ll ent
passenger or utility aircr aft for l oca l or cross- country flights.
Get to know yo ur authorized Grumman Amer ican Aviation Co rp -
oration Dealer. He can provide the fast, expe rt service that will keep
your AA-5 in excelle nt condition for many, many years. His factory-
trained service people are professionals.

9-1/ 8"
PRINCIPAL
~
~
DIMENSIONS
II II
. .
;] .
[)
"-,
' "" ../
~
31' 6"
73" MA X.
i i

TABLE OF CONTENTS
Performance/Specifications
Section I
Section II
Section III
Section IV
Section V
Section VI
Section VII
Warranty
Description of Systems & Structures
Check List & Operating Instructions
Operating Procedures
Operating Limitations
Performance Charts
Emergency Procedures
Care of the Airplane
Service Requirements
Check List
Illustrations, Charts and Graphs
Three View
Fuel System Diagram
Electrical System Schematic
Walk-Around Inspection
Instrument Panel Diagram
Seating-Cargo Arrangements
Loading Graph
Sample Loading Problem
Center of Gravity Envelope Graph
Cargo Belt Configuration
Baggage Strap Buckling Illustration
Take Off Data
Maximum Rate-of-Climb Data
Cruise & Range Performance
Landing Data
Stall Speeds
Airspeed Correction Table
Maximum Glide Chart
PAGE
inside front
cover
1-1
2-1
3-1
4-1
5-1
6-1
7-1
7-4
inside back
cover
back cover
ii
1-4
1-6
2-1
3-2
4-3
4-4
4-5
4-6
4-7
4-7
5-2
5-3
5-4
5-5
5-5
5-5
5-6
i i i

SECTION I
DESCRIPTION OF SYSTEMS & STRUCTURES
The Model AA-5 is a four-place, all metal, low-wing monoplane. It
is powered by a 150 horsepower Lycoming four-cylinder, horizontally
opposed engine with a fixed-pitch metal propeller.
Airframe components such as wings, fuselage and tail assemblies
employ high-strength adhesive bonding
of aluminum sheet metal to ribs
and bulkheads.
The cabin area is constructed primarily of bonded
aluminum honeycomb panel.
CABIN DESCRIPTION
1. CABIN DOME LIGHT
A cabin dome light is provided for illuminating the seating area and
baggage compartment. It is controlled by a 3-position rocker
switch which is located on the fuselage side panel to the left of the
pilot's control wheel. This location provides easy operation by the
pilot when in flight, and also convenient access from the outside
when entering
the aircraft at night. The switch forward position
illuminates
the front cabin area, the center position is off, and the
aft position illuminates both the front and rear cabin areas. It is
energized directly from the battery regardless of the master switch
position.
2. SEAT AND BELTS
Contoured front seats are individually adjustable fore and aft using
the adjustment levers located on the outboard side of each seat. The
front seat backs fold forward for easy access to the rear seat.
NOTE
Shoulder belts are provided for your safety. Be sure to use them.
The shoulder belt fastens to the end of the outboard lap belt,
allowing
both belts to be fastened or removed in one operation.
Lap and shoulder belts may
be neatly stowed by hanging them on
the side panel supports provided.
Lap belts should
be adjusted to lie low on the hips, without any
slack. Shoulder belts should lie over
the outer shoulder and across
the chest, with just enough slack to reach all controls comfortably.
3. CARGO CONFIGURATION
The rear seat and seat back may be folded forward to provide a
1-1

large cargo area. Both front seats should be in the full forward
position
to swing the rear seat bottom up and fold it forward.
NOTE
When the rear seat bottom is folded forward, the rear seat back
must be folded down.
The rear seat shoulder harnesses may be removed and used to secure
items in
the cargo area when the rear seats are folded down in the
cargo configuration. These harnesses may be hooked to any of the
exposed lap belt attachment points as shown in the cargo belt
diagram in Section 4.
A baggage door is provided on the left side of the fuselage for access
to the baggage compartment. The baggage door latch is key operated
from the outside and can be opened from the inside by a simple slide
handle.
Consult Section 4, Weight and Balance,
for loading instructions to
load the airplane with cargo.
4. INSTRUMENT PANEL
The instrument panel employs a unique "eyebrow" design which
shields
the windshield from panel reflections during night flights.
The eyebrow also houses
the instrument panel lights which are
controlled
by a switch rheostat (ON-oFF and INTENSITY)
located
just above the throttle. Other panel switches are also the
rocker type.
5. CONSOLE
The center console serves as a front seat divider, provides storage
for the microphone, houses the microphone jack, the flap switch,
flap position indicator,
trim wheel, trim position indicator, ash
tray, cigarette lighter, fuel selector valve,
and fuel gauges.
FLIGHT CONTROLS
The control surfaces are operated by a combination of torque tubes
and conventional cable systems. The elevator trim tabs are located on
the elevator trailing edges and are anti-servo tabs. These trim tabs are
actuated manually by the trim wheel located on the center console.
Ground adjustable tabs on
the rudder and ailerons provide a simple
method of adjusting directional and lateral trim.
Electrically operated flaps provide a full range of settings by means
of a spring-loaded, three position switch. The flap actuator switch is
held down until the flap position indicator shows the desired flap angle;
when released,
it returns to neutral, and flap travel stops.
1-2

(Caution: abruptly releasing the switch may cause it to snap through the
neutral detent, into the retract position.) To retract flaps, push the
switch forward and release it; the flaps retract fully with no further
attention, and the flap drive motor shuts off automatically.
ENGINE CONTROLS
The push-pull throttle control, located in the lower center in-
strument panel, is equipped with a friction lock to prevent creeping
(but which can be overridden manually). The mixture control and
carburetor heat control, to the right and left of the throttle, respectively,
are also
of the push-pull design.
FUEL SYSTEM
The AA-5's fuel system (Figure 1) consists of two tanks located
just
outboard of the wing root fairing, two sump tanks (one in each
wing
root fairing),independent fuel gauges and a fuel selector valve. The
fuel tanks are vented and equipped with two main fuel lines in each
tank, located to assure fuel supply in all normal flight attitudes. The
flush mounted fuel tank vents are located in the bottom of the out-
board wing panels,
just forward and inboard from the wing tie downs.
A mechanical fuel pump mounted on the engine transfers fuel from the
tanks to carburetor.
An au.xiliary electric fuel
pump supplements the engine-driven
pump. Fuel pressure is indicated on a gauge in the engine instrument
cluster, located to the right of the radio section of the instrument panel.
The electric pump should be turned on if the engine-driven pump fails
as noted by a loss of fuel pressure. The electric fuel pump can also be
used
to provide fuel pressure redundancy during low altitude operation,
such as during take-off and landing.
There are
four fuel drains on the airplane. One is located in each
fuel
tank, and one in each sump tank. They can be reached under the
front side of the wing at the wing root on each side of the airplane. A
drain cup is provided (in the glove box) for draining fuel which should
be inspected for water
or sediment contamination.
HEATING AND VENTILATION
Cabin heat and defrost air are supplied by a heat exchanger on the
engine
exhaust system. The supply of warm air for the heater and de-
froster is controlled by the cabin heater control on the center of the
instrument panel.
Fresh air ventilation is provided by adjustable vents located just
below the instrument panel, with the air supply being ducted in from
inlets in the fuselage. Maximum ventilation can be obtained by sliding
1-3

1-4
FUEL SYSTEM Schematic- Model AA-5
n.r.onu: co:.'TROI.
[}>---- -~
I
' .... ____ _
I
~----_:
MIXTURE COlo'TROL
AUXILIARY'~
t'UEL I'UMP .,.,......-,
SWITCii
TO ENGINE
ENGINE
PRIMER
OFF
::ARt:um:Tm:
ENGt:lE-IlRI
VEtl
FUEL PUMP
FUEL TA.'>K SELECfOR
&
f1JEL QUANTITY GAUGES
FUEL I'RI:SSURL
<;,wc.e
____ CODE ___ ....,
1::;::: :::.:;:;.;;:;:;}::.1 FUEl. SUPPLY
I I VENT
--- - - MEChANICAL LINKAGE
----- ELECfRICAI. CONNECfiON
Figure 1

the canopy open to the placard marker on the canopy track at speeds
up to 130 MPH.
Fresh air ventilation for
the rear cabin area (optional), is provided
by adjustable vents located just forward
of the rear arm rests. They are
operated by a twisting motion and air may be directed by positioning
the vent in the desired direction.
To obtain warm defrost air, pull out the cabin heat control (on
the right side of the instrument panel) and slide open the defroster
vents near
the lower edge of the windshield. The fresh air vent also pro-
vides good defrost action when partially opened with the louvers directed
toward the side canopy.
When cool
and high humidity conditions exist, do not use partial
defrost as the windshield may fog rapidly on take-off. Always check
defroster position before flight.
NOTE
The heater system and fresh air system can be turned on simul-
taneously during cold weather operations to provide a comfortable
cabin atmosphere.
ELECTRICAL SYSTEM
The electrical system (Figure 2) uses a 14-volt, 60-amp alternator
with internal power diodes which delivers DC power direct to the main
bus
through a 60-amp circuit breaker. An external voltage regulator
controls the alternator output voltage and automatically adjusts the
battery charging rate to maintain proper charge. The electrical system
ammeter is located in the enginejnstrument cluster and indicates
current charge(+) and discharge(-) of the battery.
The master switch is a split rocker type which serves two functions.
One side (master) energizes the battery circuit for engine starting and
operating electrical systems with the engine OFF. The other side (alt)
energizes
the alternator field circuit which produces the electrical field
in
the alternator. With the electrical field energized, the alternator
supplies all of the required current for the system loads through the
bus bar.
In
the event of alternator failure, as indicated by a battery dis-
charge indication on the ammeter, the alternator side of the master
switch
can be turned OFF and the aircraft systems then operated on
the existing battery voltage. To conserve the battery voltage, only the
necessary electrical systems should be ON when operating from the
battery.
The alternator circuits are protected by a 60-amp alternator cir-
cuit breaker and a 5-amp alternator field circuit breaker. Should either
1-5

HOURMETER
1-6
REGULATOR
OVERVOL T AGE
PROTECTOR
AMMETI::.R
... ~STARTER
c, A~A:~:"''o ~TTOlN
y: [[~;; MAGNETO
- ~ ()SWITCH
I
~~ ll\
( CJ I~
1 ·+
--{
INST. & NAV.
LIGHTS
-TURN & BANK
-
LANDING LIGHT
-FLASHING BEACON
~-FUEL GAUGES
5
-{8TtL-ft~~RN
-FLAPS
-?ITOT HEAT
5 -i~~·5sruMP
_STARTER
ELECTRICAL SYSTEM
=====SCHEMATIC===
Figure 2

of these breakers open due to excessive current in the system, they
should be reset after waiting at least 15 seconds. If either breaker
continues
to open, the alternator side of the master switch should be
turned OFF and the aircraft systems then operated on existing
battery voltage.
Fuses and circuit breakers for
the electrical systems are located on
the lower right side of the instrument panel, and spare fuses are mount-
ed in
the right side of the glove compartment. Electrical switches for
exterior lighting and accessories are located
at the right of the pilot's
wheel.
The engine's dual-magneto ignition system
is completely inde-
pendent of the aircraft electrical system, and will continue to operate
in the
event of an electrical system failure.
LANDING GEAR
The FACE SA VER®main landing gear struts are of tough, lam-
inated fiberglass
to achieve outstanding shock absorption and good
ground stability. The nose gear
is free-castering to 90° on either side
of the center line, which gives good maneuverability on the ground.
BRAKES
The brakes are toe-operated, single-disc hydraulic systems with
integral parking brakes. The brakes provide all steering
control while
taxiing
at speeds up to 15 to 20 MPH, where the rudder becomes
effective
and the brakes and the rudder can be used together. The
parking brake
is set by pressing the toe brakes; then pulling the
parking brake knob; then releasing brake pedal pressure. To release,
push
the parking brake knob in, then press the toe-brakes firmly.
Parking brakes are
operated from the left side only.
EMERGENCY LOCATOR TRANSMITTER
(Factory Installed Model)
The emergency locator transmitter (ELT) is a self contained
battery powered radio transmitter which emits a signal (121.5/
243.0 MHZ) to assist in locating a downed aircraft. The ELT consists
of a transmitter located in the aft fuselage section under the vertical
stabilizer
and a transmitting antenna mounted on the leading edge of
the vertical stabilizer. The ELT has self-contained batteries and is com-
pletely
independent of the aircraft electrical system. The ELT is acti-
vated automatically
by a deceleration of 5 G's along the flight axis
of the aircraft or manually by removing the left side empennage
inspection cover and moving
the transmitter control switch to the
"on" position.
1-7

PREFLIGHT
EXTERIOR
INSPECTION
The airplane should be given a thorough visual inspection prior to each
flight. This procedure
is recommended as shown on Figure 3.
1. Unlock and open canopy. (Latch handle turns counterclockwise
to open)
2. CHECK: Ignition switch
OFF, Master switch OFF, mixture con-
trol in FULL AFT, IDLE CUT-OFF position. Remove control lock.
3. Check for flap security.
Check ailerons for freedom
of movement.
4. Check wing surface and tip for damage.
Remove
left wing tie down.
Inspect
pitot opening for foreign particles.
Inspect fuel
tank vent for foreign material.
5. Visually check fuel level and check cap for
tight seal.
Drain sample from
the left fuel tank and left sump tank.
Inspect landing gear and tires for general condition (wear,
cuts, abrasions, leaking brakes, tire inflation.)
Check windshield
and canopy for general condition.
Check fresh air vents for blockage.
2-1------------------------

SECTION II
CHECK LIST AND OPERATING INSTRUCTIONS
PREFLIGHT (Continued)
6. Check pr opeller a nd sp inner for cracks, ni cks an d security.
Che ck cow ling for dama ge and secu rit y of latches.
Ch eck landing li g ht for damage.
Ch eck ca rbur eto r air passage for obst ructions.
7. Engine baffles
and coo ling ope nin gs free of foreign mat e ri als/
obst ructions.
Remove
tow bar from nose gear.
8. Check oil leve l. It is reco mmend ed yo u DO NOT OPERATE
E NG INE WITH LESS TH AN 4 QUA RT S. FILL TO 8 QUARTS
MAXI MUM FOH. EXTENDED FLIGHT.
Check nose gear and tire for wear, cu ts, ab rasions and pr oper
infl at ion.
9.
In spect landing gear and tire for general co ndition (wear, c ut s,
abrasions, le
aking bra kP s, proper inflation.)
Drain sample
from the right fuel Lank and right sump tank.
Visua
ll y check fuel level and check cap for tig ht seal.
10. I nspect fuel ta nk vent for for eign mat erial.
Check stall ho rn vane for freedom of movement.
11. Check wing surface and tip for damag e.
Re
mov e right tie down.
Check ailerons for freed om of mov emen t.
Check for flap sec urity.
12. Check static s ourc e for for eign particles.
13. Check elevators and rudder for fre edom of movement.
Ch ec k trim tabs for security.
Check
ta il co ne for sec urity.
Re mov e tail tie down.
14. Che ck s tatic s ourc e for foreign particles.
15. Ch eck baggage door for se curit y.
N OTE
For night operations: alwa ys check instrument, position and land-
ing lights for proper operation prior
to starting engin e. Always
carry a flashlight during night
op erations.
-----------------------2-2

BEFORE STARTING ENGINE
1. Seat: Adjusted and locked.
2.
Seat belts and shoulder harnesses: Buckled and adjusted.
3. Brakes: Set.
4. Check all
controls for operation.
5. Fuel selector: To fullest tank.
6. Radios and lights: OFF.
STARTING ENGINE
1. Prime engine if necessary.
2. Mixture control: Full rich.
3.
Throttle: Open 1/8 inch.
4.
Carburetor heat: OFF.
5. Master/Alternator switch: ON.
6. Auxiliary fuel pump: ON. Check for operation (Pressure 0.5 to
8 psi.) then turn fuel pump OFF.
7. Clear propeller.
8. Ignition switch: ON BOTH.
9. Press starter button.
10. Check oil pressure. If no pressure indicated in 30 seconds, shut
engine down and determine trouble.
11. Warm up engine at 800 to 1200 RPM.
ENGINE RUN-UP
1. Throttle setting: 1800 RPM.
2. Engine instruments: Operating properly in green arc ranges.
3. Check magnetos:
RIGHT-BOTH-LEFT-BOTH. 175 RPM
maximum drop on either magneto, no more than 50 RPM dif-
ference
between magnetos.
4.
Carburetor heat: ON check for RPM drop, then OFF.
5. Suction gauge (if installed): 4.6 to 5.4 inches Hg.
6. Radio (if installed): Opcmtion checked.
7. Engine is ready for take-off when it will take throttle without
hesitating or faltering.
BEFORE TAKE-OFF
1. Console check:
a. Microphone (if installed): Secure.
2-3

b. Trim \Vheel: At take-off setting
c. Flaps: Check for
correct operation.
d. Flaps: UP
e. Fuel: On fullest tank.
2. Panel and control Check:
a. Primer
knob: In and locked.
b. Mixture: Full rich.
c.
Carburetor heat: OFF.
d. Auxiliary fuel pump: ON.
e. Controls: Free-no binding-movement in proper direction.
f. Flight instruments: Set.
g. Radios: ON.
h. Engine instruments: Normal.
TAKE-OFF (Normal)
1. Auxiliary fuel pump: ON.
2. Throttle: Full open.
3. Raise nose wheel between 55 and 60 MPH.
4. Normal climb speed: 100 MPH.
TAKE-OFF (Obstacle Clearance)
1. Auxiliary fuel pump: ON.
2. Throttle: Full open.
3. Controls: Apply light elevator back pressure
at 55 MPH, lift
nose wheel
at 60 MPH.
4. Climb speed: 73 MPH.
CLIMB
1. Normal 100 MPH-full throttle.
2. Best rate 91 MPH at sea level-full throttle.
3. Best angle 78 MPH at sea level-full throttle.
CRUISE
1. Auxiliary fuel pump: OFF.
2. Power Setting: 2200 to 2700 RPM.
3. Mixture: Full rich when operating at more than 7 5% power. If
in doubt as to percentage of power being used, use full-rich
mixture for all operations below 5,000 ft.
BEFORE LANDING
1. F'w~l selector: To fullest tank.
2. Mixture: Full rich.
3. Auxiliary fuel
pump: ON.
4. Carburetor heat: Check, leave ON if icing conditions are known
to exist.
2-4

.
5. Wing flaps: As desired below 120 MPH.
6. Airspeed: 75
to 80 MPH.
LANDING (Normal)
1. Touchdown on main gear.
2. Lower nose wheel slowly as speed decreases.
3. Directional Control: Use
rudder while it is effective (Down to
approximately 20 MPH).
4. Brakes:
As required for stopping and directional control.
LANDING (Obstacle Clearance)
1. Flaps: Fully extended below 120 MPH.
2. Airspeed:
70 MPH.
3. Land on main wheels first.
4. Apply full
up elevator.
5. Flaps:
UP.
6. Brakes: As required for stopping ~nd directional control.
BALKED LANDING
1. Apply full
throttle.
2. Carburetor heat OFF.
3. Establish climb attitude.
4. Flaps: Retract, after accelerating to safe airspeed.
AFTER LANDING
1. Flaps: UP.
2. Carburetor heat: OFF.
3. Auxiliary fuel pump: OFF.
SHUT-DOWN
1. All electrical equipment: OFF.
2. Mixture: To idle cut-off.
3. Magneto switch:
OFF.
4. Master switch: OFF.
5. Install control lock.
6. Brakes:
Set and/or wheels chocked.
2-5

SECTION Ill
OPERATING PROCEDURES
STARTING THE ENGINE
Before priming, set the parking brake by depressing the tops of
both rudder pedals, and pulling out on the parking brake control knob.
It is good practice to have all radios and lights off, both to limit battery
drain during
the start and to protect avionics from voltage surges.
NOTE
Normally, one to three strokes of the priming pump is sufficient
for
quick starting. In temperatures below 40 o F, however, four
to six strokes may be necessary. During extremely cold days,
starting will
be aided by pulling the propeller through four or
five revolutions by hand. Switches must be OFF when pulling the
propeller. Preheating the engine or oil before starting in sub-zero
temperatures will speed
the start and conserve the battery charge.
With the parking brake set, place the mixture in the full rich
position;
turn master switch and alternator switch ON; clear propeller
area;
set ignition switch to both; and engage the starter. If the engine
fails
to start on the first attempt, a second attempt should be made
without priming. If the day is hot and the second attempt fails, it is
possible
the engine is over-primed. Pull the mixture control to full lean,
throttle 1/4 open, and turn the engine with the starter. When the engine
starts, push
the mixture control to full rich. If the day is cold, it is more
likely
the engine is under-primed. In this event, a few extra strokes of
the primer should provide a prompt start.
Check
the oil pressure as the engine starts. If no oil pressure is
indicated within 30 seconds (60 seconds on a very cold day), stop the
engine and determine the source of trouble. Oil pressure should indicate
approximately 25 psi with the engine at idle.
WARM-UP AND GROUND CHECK
Engine warm-up should be at 800 to 1200 RPM. The magneto
check
is run at 1800 RPM using the BOTH-RIGHT-BOTH-LEFT-BOTH
sequence. Maximum RPM drop per magneto should not exceed 175
RPM, or 50 RPM differential between magnetos. The carburetor heat
should be checked for operation at this time, then returned to the full
OFF position. The engine is ready for take-off when it will take full
throttle without hesitation or faltering.
3-1