AIRSPEED
CORRECTION
TABLE
OPTIMUM
CRUISE
PERFORMANCE
IAS
40 50
60
70
80
90
100
110
120
130
140
ALTITUDE RPM
TRUE
AIRSPEED
RANGE
FLAPS
UP
CAS 55
58
65
72
-82
91
101
110
120
129
139
Sea Level
2490
123
575
5000 ft.
2600
128
600
FLAPS
DOWN
CAS
48
54
63
72
82
93
105
•
•
•
•
9000
ft.
Full
Throttle
132
620
Figure
5-1.
To
achieve
the
lean mixture fuel consumption figures shown in Section
V, the
mixture should be leaned as follows: pull
mixture
control out until
engine
RPM
peaks and begins to fall off, then
enrichen
slightly
back
to
peak RPM.
Carburetor
ice, as
evidenced
by
an unexplained drop in
RPM,
can
be
removed by application of full carburetor heat. Upon regaining the
origi-
nal RPM
(with
heat
off),
use
the minimum amount
of heat
(by
trial and
error) to prevent ice from
forming.
Since
the
heated
air causes
a richer
mixture, readjust
the
mixture
setting
when carburetor
heat is to
be
used
continuously
in
cruise
flight.
The
use
of
full carburetor heat
is
recommended during flight
in
heavy
rain
to
avoid the possibility
of
engine stoppage due to excessive
water
in-
gestion
or carburetor ice. The mixture
setting
should be
readjusted for
smoothest operation.
POWER
OFF
STALLING
SPEEDS
MPH
-
CAS
In extremely
heavy rain, the use
of
partial carburetor
heat
(control
approximately
2/3
out),
and part throttle
(closed at least one
inch),
may
'
be
necessary
to
retain adequate power. Power
changes should be
made
ANGLE
OF
BANK
cautiously
followed
by
prompt adjustment
of the mixture
for
smoothest
CONDITION
0°
20° 40°
60•
operation.
FLAPS
UP
57
59
65
81
STALLS.
2300
LBS.
GROSS
FLAPS
10°
52
54
59
74
The
stall
characteristics are
conventional
and
aural
warning
is
pro-
WEIGHT
vided
by
a stall
warning
horn
which sounds
between
5
and 10
MPH above
the stall
in all configurations.
FLAPS
40°
49
51
56
69
Power-off
stall speeds
at
maximum gross
weight and aft
c.g.
posi-
tion are
presented
on page
5-2
as calibrated
airspeeds since
indicated
Figure
5-2.
airspeeds
are
unreliable
near the stall.
5-2
2-11
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