canon eos digital rebel rebel xt 350d 300d quickpro camera guide an instructional dvd
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canon eos digital rebel rebel xt 350d 300d quickpro camera guide an instructional dvdThis handbook cannot be used for operational purposes designated by unless kept in a current status. REVISIONS The information compiled in the Pilot's distributed to the airplane owners.Page numbers followed by a small letter shall be inserted in direct sequence common numbered page. Identification by -revisions current with handbook and shall the same of Revised Material Revised text and illustrations shall be indicated by a black vertical line along the outside margin of page, opposite revised, added or deleted material. A line along the outside margin of the page opposite page number will indicate that an entire page was added.Changes in capitalization, spelling, punctuation or the physical location of material on a page will not be identified by symbols. Revision Number and Code Rev. 1 761 619 - (PR760106). Revised Pages 6-i 6-37 644 646 7-25 8-5 REPORT: iv VB-760 Archer ll Pilot's Operating Description of Revision Revised wording of 6.9 (a). Removed Piper Dwg. No. from item 155. Added items 236 and 238. Revised item 263. Revised ELT pilot's remote switch info. Revised 8.7 (a), items (1), (2), and (3). Ilandbook, REPORT: VB-760 FAA Approval Signature and Date Ward Evans Jan. 6, 1976 TABLE OF CONTENTS SECTION 1 GENERAL SECTION 2 LIMITATIONS SECTION 3 EMERGENCY SECTION 4 NORMAL PROCEDURES SECTION 5 PERFORMANCE SECTION 6 WEIGHT SECTION 7 DESCRIPTION AIRPLANE SECTION 8 AIRPLANE HANDLING, SERVICING AND MAINTENANCE SECTION 9 SUPPLEMENTS SECTION 10 SAFETY TIPS PROCEDURES AND BALANCE AND OPERATION OF THE AND ITS SYSTEMS REPORT: VB-760 Y TABLE OF CONTENTS SECTION 1 GENERAL Page No. Paragraph No. 1.1 1.3 1.5 1.7 1.9 1.11 1.13 1.15 1.17 1.19 1.21 Introduction. Engines. Propellers Fuel........ Oil.. MaximumWeights StandardAirplaneWeights. It includes the material required to be furnished to the pilot by C.A.R. 3 and FAR Part 21, Subpart J. It also contains supplemental data supplied by the airplane manufacturer.
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This handbook is not designed as a substitute for adequate and competent flight instruction, knowledge of current airworthiness directives, applicable federal air regulations or advisory circulars. It is not intended to be a guide for basic flight instruction or a training manual and should not be used for operational purposes unless kept in a current status. Assurance that the airplane is in an airworthy condition is the responsibility of the owner. The pilot in commandris responsible for determining that the airplane is safe for flight. The pilot is also responsible for markings, placards, and this remaining within the operating limitations as outlined by instrument handbook. Although the arrangement of this handbook is intended to increase its in-flight capabilities, it should not be used solely as an occasional operating reference. The pilot should study the entire handbook to familiarize himself with the limitations, performance, procedures and operational handling characteristics of the airplane before flight. The limitations and emergency procedures have been placed ahead of the normal procedures, performance and other sections to provide easier access to information that may be required in flight. Provisions for expansion of the handbook have been made by the deliberate omission of certain paragraph numbers, figure numbers, item numbers and pages noted as being left blank intentionally.REPORT: VB-760 1-4 Refer to Figure 6-5 for the useful load ISSUED: AUGUST 15, 1975 PIPER AIRCRAFT CORPORATION PA-28-181, CHEROKEE ARCHER II SECTION 1 GENERAL 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY The handbook (a) following definitions are of symbols, abbreviations and and those which may be of added operational significance to terminology used throughout the the pilot. General Airspeed Terminology and Symbols CAS Calibrated Airspeed means the indicated speed of an aircraft, corrected for position and instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level. IAS values published in this handbook assume zero instrument error. VA Maneuvering Speed is the maximum speed at which application of full available aerodynamic control will not overstress the airplane. VFE Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. VNO Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air and then only with caution. VS Stalling Speed or the minimum airplane is controllable. VSO Stalling Speed or the minimum airplane is controllable VX in to the ground.Best Angle-of-Climb Speed is the airspeed which delivers the greatest gain of altitude in the shortest possible horizontal distance. VY ISSUED: AUGUST 15, 1975 Speed is the airspeed which delivers Best Rate-of-Climb gain altitude in in the shortest possible time. OAT Outside Air Temperature is the free air static temperature, obtained either from inflight temperature indications or ground meteorological adjusted for instrument error and sources, compressibilityeffects. Indicated Pressure Altitude The number actually read from an altimeter when the barometric subscale has been set to 29.92 inches of mercury (1013 millibars). Pressure Altitude Altitude measured from standard sea-level pressure (29.92in. Hg) by a pressure or barometric altimeter. It is the indicated pressure altitude corrected for position and instrument error. In this handbook, altimeter instrument errors are assumed to be zero. Station Pressure Actual atmospheric Wind The wind velocities recorded as variables on the charts of this handbook are to be understood as the headwind or tailwind components of the reported winds. REPORT: VB-760 1-6 pressure at field elevation.https://www.ziveknihy.sk/audiokniha/dk-h32-manual Crosswind The demonstrated crosswind velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests. Accelerate-Stop Distance The distance required to accelerate an airplane to a specified speed and, assuming failure of an engine at the instant that speed is attained, to bring the airplane to a stop. MEA Minimum en route IFR altitude. Route Segment A part of a route. Each end of that part is identified by: (1) a geographical location; or (2) a point at which a definite radio fix can be established. ISSUED: AUGUST 15, 1975 REPORT: VB-760 1-7 SECTION 1 GENERAL (f) PIPER AIRCRAFT CORPORATION PA-28-181, CHEROKEE ARCHER II Weight and Balance Terminology Reference Datum An imaginary vertical plane from which all horizontal measured for balance purposes. Station A location along the airplane fuselage usually given in terms of distance from the reference datum. Arm The horizontal distance from gravity (C.G.).of an item. Moment The product of the weight of an item multiplied by its arm. (Moment divided by a constant is used to simplify balance calculations by reducing the number of digits.) Center of Gravity (C.G.) The point distances are the reference datum to the center of at which an airplane would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. C.G. Arm The arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. C.G. Limits The extreme center of gravity locations within which the airplane must be operated at a given weight. Usable Fuel Fuel available for flight planning. Unusable Fuel Fuel remaining after a runout test has been accordance with governmental regulations. Standard Empty Weight Weight of a standard Basic Empty Weight Standard empty weight plus optional equipment. Payload Weight of occupants, cargo and baggage. Useful Load Difference between takeoff weight, or ramp weight if applicable, and basic empty weight. Maximum Ramp Weight Maximum weight approved for ground weight of start, taxi and run up fuel.) Maximum Takeoff Maximum weight approved for the start of the takeoff run.Maximum Zero Fuel Maximum weight exclusive of usable fuel.REPORT: VB-760 1-13 SECTION 1 GENERAL PIPER AIRCRAFT CORPORATION PA-28-181, CHEROKEE ARCHER H THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB-760 1-14 ISSUED: AUGUST 15, 1975 TABLE OF CONTENTS SECTION 2 LIMITATIONS Page No. Paragraph No. 2.1 General. 2.3 2.5 2.7 2.9 AirspeedLimitations AirspeedIndicatorMarkings. PowerPlantLimitations PowerPlantInstrumentMarkings. WeightLimits CenterofGravityLimits. CAS (VNE) - this speed in Do not exceed 171 MPH (148 KTS) 140 MPH (121 KTS) Design Maneuvering Speed (Vg) Do not make full or abrupt control movements above this speed. 124 MPH (108 KTS) Maximum Flaps Extended Speed (VFE) this speed with the flaps extended. 115 MPH (100 KTS) Maximum Structural Cruising Speed (VNo) exceed this speed except in smooth air and with caution. ISSUED: AUGUST 15, 1975 for maximum weight as limited REPORT: VB-760 2-3 SECTION 2 LIMITATIONS PIPER AIRCRAFT CORPORATION PA-28-181, CHEROKEE ARCHER H 2.13 CENTER OF GRAVITY LIMITS (a) Normal Category Weight Pounds Forward Limit Rearward Limit Inches Aft of Datum Inches Aft of Datum 2550 2050 (and less) 88.6 82.0 93.0 93.0 (b) Utility Category Weight Pounds 1950 (and less) Forward Limit Rearward Limit Inches Aft of Datum Inches Aft of Datum 82.0 86.5 NOTES Straight line variation between points given. The datum used is 78.4 inches ahead of the wing leading edge at the inboard intersection of the straight and tapered section.Usable Fuel The usable fuel in this airplane has been determined as 24.0 gallons in each wing.PowerOffLanding FireInFlight LossofOilPressure. All of required (FAA regulations) emergency procedures and those necessary for the safe operation of the airplane as determined by the operating and design features of the airplane are presented. Emergency procedures associated with those optional systems and equipment supplements are provided by Section 9 (Supplements).Since emergencies rarely happen in modern aircraft, their occurrrence is usually unexpected and the best corrective action may not always be obvious. Pilots should familiarize themselveswith the procedures given in this section and be prepared to take appropriate action should an emergency arise. Most basic emergency procedures, such as power off landings, are a normal part of pilot training. Although these emergencies are discussed here, this information is not intended to replace such training, but only to provide a source of reference and review, and to provide information on procedures which are not the same for all aircraft. It is suggested that the pilot review standard emergency procedures periodically to remain proficient in them. Trim for 87 MPH IAS (76 KTS IAS) off Mixture Throttle.open Electric fuel pump Fuelselector.OFF Abandon if fire continues............ OFF ENGINE POWER LOSS DURING TAKEOFF If sufficient land straight landing, remains for a normal runway ahead. Establish spiral pattern. 1000 ft. above field at downwind position for normal landing approach. When field can easily be reached slow to 76 MPH IAS (66 KTS IAS) for shortest landing.If insufficient runway remains: Maintain safe airspeed Make only shallow turn to avoid obstructions Flaps as situation requires. Primer If no fuel pressure is indicated, check tank selector position to be sure it is on a tank containing fuel. LOSS OF OIL PRESSURE.. ISSUED: AUGUST 15, 1975.......... OFF Land as soon as possible and investigate cause. Prepare for power off landing. HIGH OIL TEMPERATURE Land at nearest airport and investigate the problem. Carburetor heat Rudder... Reduce electrical load and land as soon as practical. The first attempt try to start the engine and draw the excess fuel back into the induction system.This is an attempt to draw the fire back into the engine. If the engine has started, continue operating to try to pull the fire into the engine. In either case (above),if fire continues more than a few seconds, the fire should be extinguished by the best available external means. The fuel selector valves should extinguishing method is to be used. If sufficient runway remains to complete a normal If insufficient avoid obstructions.Normally, flaps should be fully extended for touchdown. If sufficient altitude has been gained to attempt a restart, maintain a safe airspeed and switch the fuel selector to another tank containing fuel. This may require up to ten seconds. If power is not regained, proceed check list and paragraph 3.13). ISSUED: AUGUST 15, 1975 with the Power Off Landing procedure (refer to the emergency REPORT: VB-760 3-7 SECTION 3 EMERGENCY PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-181, CHEROKEE ARCHER II 3.11 ENGINE POWER LOSS IN FLIGHT Complete engine power loss is usually caused by fuel flow interruption and power will be restored shortly after fuel flow is restored. If power loss occurs at a low altitude, the first step is to prepare for an emergency landing (refer to paragraph 3.13). An airspeed of at least 87 MPH IAS (76 KTS IAS) should be maintained. Check to insure the primer is locked. If no fuel pressure is indicated, check the tank selector position to be sure it is on a tank containing fuel. When power is restored move the carburetor fuel pump. This may restore power if the problem is too rich or too lean a mixture or if there is a partial fuel system restriction. Try other fuel tanks. Water in the fuel could take some time to be used up, and allowing the engine to windmill may restore power. If power is due to water, fuel pressure indications will be normal. If engine failure was caused by fuel exhaustion power will not be restored after switching fuel tanks until the empty fuel lines are filled. This may require up to ten seconds.If measures taken to restore power are not effective, and if time permits, check your charts for airports in the immediate vicinity; it may be possible to land at one if you have sufficient altitude. If possible, notify the FAA by radio of your difficulty and intentions. If another pilot or passenger is aboard, let him help. When you have located a suitable field, establish a spiral pattern around this field. Try to be at 1000 feet above the field at the downwind position, to make a normal landing approach. When the field can easily be reached, slow to 76 MPH IAS (66 KTS IAS) with flaps down for the shortest landing. Excess altitude may be lost by widening your pattern, using flaps or slipping, or a combination of these. Touchdown should normally be made at the lowest possible airspeed. When committed to a switches. Flaps may be used cut-off. Touchdown should be possible airspeed. ISSUED: AUGUST 15, 1975 PIPER AIRCRAFT CORPORATION PA-28-181, CHEROKEE ARCHER II SECTION 3 EMERGENCY PROCEDURES 3.15 FIRE IN FLIGHT The presence of fire is noted through smoke, smell and heat in the cabin. It is essential that the source of the fire be promptly identified through instrument readings, character of the smoke, or other indications since the action to be taken differs somewhat in each case. Check for the source of the fire first. The mixture should be at idle cut-off. NOTE The possibility of an engine fire in flight is extremely remote. The procedure given is general and pilot judgment should be the determining factor for action in such an emergency. 3.17 LOSS OF OIL PRESSURE Loss of oil pressure may be either partial or complete. A partial loss of oil pressure usually indicates a malfunction in the oil pressure regulating system, and a landing should be made as soon as possible to investigate the cause and prevent engine damage.If the In nearest toward the gauge.Maintain altitude until such time as a dead stick landing can be accomplished. Don't change power settings unnecessarily, as this may hasten complete power loss. A complete loss of oil pressure indication Depending on the circumstances, it may be advisable to make an off airport landing while power is still available, particularly if other indications of actual oil pressure loss, such as sudden increases in oil smoke, are apparent, and an airport is not close.Land as soon as practical at an appropriate airport and have the cause investigated. A steady, rapid rise in oil temperature is a sign of trouble. Land at the nearest airport and let a mechanic investigate the problem. Watch the oil pressure gauge for an accompanying loss of pressure. 3.23 ALTERNATOR FAILURE Loss of alternator output is detected through zero reading on the ammeter. Before executing the following procedure, insure that the reading is zero and not merely low by actuating an electrically powered device, such as the landing light. If no increase in the ammeter reading is noted, alternator failure can be assumed. The electrical load should be reduced popped circuit.Check the alternator circuit breakers for a The next step is to attempt to reset the overvoltage relay. All electrical load is being supplied by the battery. 3.25 SPIN RECOVERY Intentional spins are prohibited in this airplane. If a spin is inadvertently the throttle to idle and the ailerons to neutral.When the rotation stops, neutralize the rudder and ease back on the control wheel as required to smoothly regain a level flight attitude. REPORT: VB-760 3-10 ISSUED: AUGUST 15, 1975 PIPER AIRCRAFT CORPORATION PA-28-181, CHEROKEE ARCHER II SECTION 3 EMERGENCY PROCEDURES 3.27 OPEN DOOR The cabin door on the Cherokee is double latched, so the chances of its springing open in flight at both the top and bottom are remote. However, should you forget the upper latch, or not fully engage the lower latch, the door may spring partially open. This will usually happen at takeoff or soon afterward. A partially open door will not affect normal flight characteristics, and a normal landing can be made with the door open. If both upper and lower latches are open, slightly.If the top latch is open, latch it. If the lower latch is open, open the top latch, push the door further open and close rapidly. Then secure the top latch. A slip in the direction of the open door will assist in the latching procedure. 3.29 ENGINE ROUGHNESS Engine roughness is usually due to carburetor icing which is indicated by a drop in RPM, and may be accompanied by a slight loss of airspeed or altitude. If too much ice is allowed to accumulate, restoration of full power may not be possible; therefore, prompt action is required. Turn carburetor heat on (See Note). RPM will decrease slightly and roughness will increase. Wait for a decrease in engine roughness or an increase in RPM, indicating ice removal. The engine will run rough if rich too or too lean. Check the engine gauges for abnormal readings. If any gauge readings are abnormal, proceed accordingly. If roughness persists, prepare for a precautionary landing at pilot's discretion. NOTE Partial carburetor heat may be worse than no heat at all, since it may partially melt ice, which will refreeze in the intake system. When using carburetor heat, therefore, always use full heat, and when ice is removed return the control to the full cold position. NormalProceduresCheckList Amplified Normal Procedures (General). All of the required (FAA regulations) procedures and those necessary for the safe operation of the airplane as determined by the operating and design features of the airplane are presented.Pilots should familiarize procedures given in this section in order to become proficient in the normal operations to supply information themselves with the of the airplane. The first portion of this section consists of a short form check list which supplies an action sequence for normal operations with little emphasis on the operation of the systems. The remainder of the section is devoted to amplified normal procedures which provide detailed information and explanations of the procedures and how to perform them. This portion of the section is not intended for use as an in-flight reference due to the lengthly explanations. The short form check list should be used for this purpose. 4.3 AIRSPEEDS FOR SAFE OPERATIONS The following airspeeds are those which are significant to the safe operation of the airplane. These figures are for standard airplanes flown at gross weight under standard conditions at sea level.NORMAL (87 KTS IAS) Electricfuelpump Flaps Tab 74 MPH IAS.. OFFat desiredaltitude..set.set Accelerate to 60 to 75 MPH IAS (52 to 65 KTS IAS) back pressure to Control wheel........... CRUISING. to climb attitude rotate SHORT FIELD, OBSTACLE CLEARANCE performance Manual.The preflight should include check of the airplane's operational status, computation of weight and C.G. limits, takeoff distance and a performance. A weather briefing should be obtained for the intended flight path, and any other in-flight relating safe flight should be checked before takeoff.Insure that other foreign materials. The next step is to check the navigation lights. A visual check of the fuel tank quantity should be performed. Remove the filler cap from each and visually check the supply and color. Be sure to secure the caps properly after the check is complete.Each fuel tank is equipped with an individual quick drain located at lower inboard rear comer of the tank. The fuel strainer is equipped with a quick drain valve located on front lower corner of the fire wall. It is important that the fuel system be drained properly.Place a container under the drain and examine the contents for sediment and water.Repeat the procedure with the fuel selector valve changed to the other tank. CAUTION When draining any amount of fuel, care should be taken to insure that no fire hazard exists before starting engine. After using the quick drain, it should be checked has closed completely'and is not leaking. ISSUED: AUGUST 15, 1975 to make sure it REPORT: VB-760 4-7. PIPER AIRCRAFT CORPORATION PA-28-181, CHEROKEE ARCHER II SECTION 4 NORMAL PROCEDURES Check all of the fuel tank vents to make sure they are open. Next, a complete check of the landing gear. Check the main gear shock struts for proper inflation. There should be 4.50 inches of strut exposure under a normal static load. The nose gear should be checked for 3.25 inches of strut exposure. Check all tires for cuts and wear and insure proper inflation. Make a visual check of the brake blocks for wear or damage. Remove the cover from the pitot head on the underside of the left wing. Check the pitot head to make sure the holes are open and clear of obstructions. Don't forget to clean and check the windshield. The propeller and spinner should be checked for defects or nicks. Lift the cowling and check for any obvious fuel or oil leaks. Check the oil level. Make sure that the dipstick has properly seated after checking. Secure the cowling and check the inspection covers. Check the air inlets for foreign matter and the alternator belt for proper tension. Stow the tow bar and check the baggage for proper storage and security. The baggage compartment doors should be closed and secure. Upon entering the aircraft, ascertain that all primary flight controls operate properly. Close and secure the fore and aft cabin doors and check that all the required papers are in order and in the airplane. Fasten the seat belts and shoulder harness and check on the strap. The fuel selector should then be moved to the desired tank. When the engine fires, release the magneto switch, and move the throttle to the desired setting. Move the mixture control lever to idle cut-off and engage the starter by rotating the magneto switch clockwise and pressing in. Move the mixture control lever to idle cut-off and engage the starter by the rotating the magneto switch clockwise and pressing in. When the engine fires, release the magneto switch, advance the mixture and retard the throttle. (d) Starting Engine With Extemal Power Source An optional feature called the Piper External Power (PEP) allows the operator to use an extemal battery to crank the engine without having to gain access to the airplane's battery. Insert the plug of the jumper cable to the socket located on the fuselage.If oil pressure is not indicated within thirty seconds, stop the engine and determine the trouble. In cold weather it will take a few seconds longer to get an oil pressure indication. If the engine has failed to start, refer to the Lycoming Operating Handbook, Engine Troubles and Their Remedies. Starter manufacturers recommend that cranking periods be limited minute rest between cranking periods. Longer cranking periods will shorten REPORT: VB-760 4-10 to thirty seconds with a two the life of the starter. ISSUED: AUGUST 15, 1975 PIPER AIRCRAFT CORPORATION PA-28-181,CHEROKEE ARCHER II SECTION 4 NORMAL PROCEDURES - 4.15 WARM-UP Warm-up the engine at 800 to 1200 RPM for not more than two minutes in warm weather and four minutes in cold. Avoid prolonged idling at low RPM, as this practice may result in fouled spark plugs. Takeoff may be made as soon as the ground check is completed, provided that the opened fully without backfiring or skipping, and without a reduction in engine oil pressure. Ascertain that the propeller back blast and taxi areas are clear. Power should be applied slowly to start the taxi roll. Taxi a few feet forward and apply the brakes to determine their effectiveness. While taxiing, make slight turns to ascertain the effectiveness of the steering. Observe wing clearances when observer outside the airplane.If possible, station an Avoid holes and ruts when taxiing over uneven ground. Do not operate the engine at high RPM when running up or taxiing over ground containing stones, gravel or any loose material that may cause damage to the propeller blades. loose 4.19 GROUND CHECK The magnetos should be checked at 2000 RPM. Drop off on either magneto should not exceed 175 RPM and the difference between the magnetos should not exceed 50 RPM. Operation on one magneto should not exceed 10 seconds. The temperature may be low for some time if the engine is being run for the first time of the day, but as long as the pressure is within limits the engine is ready for takeoff. Check the annunciator panel lights with the press-to-test button. Also check the air conditioner. Carburetor heat should also be checked prior to takeoff to be sure the control is operating properly and to clear any ice which may have formed during taxiing. Prior to takeoff the electric pump should be turned ON again to prevent loss of power during takeoff should the engine driven pump fail. The engine is warm enough for takeoff when the throttle can be opened without the engine faltering.All seat backs should be erect. The mixture should be set and the seat belts and shoulder harness fastened. Fasten the seat belts snugly around the empty seats. Exercise and set the flaps and trim tab. Insure proper flight control movement and response. All doors should be properly secured and latched. The tab should be set slightly aft of neutral, with the exact setting determined by the loading of the airplane. Allow the airplane to accelerate to 60 to 75 MPH IAS (52 to 65 KTS IAS) depending on the weight of the aircraft and ease back on the control wheel to rotate to climb attitude. The procedure used for a short field takeoff with an obstacle clearance or a soft field takeoff differs slightly from the normal technique. Allow the aircraft to accelerate to 47 to 56 MPH IAS (41 to 49 KTS IAS) depending on the aircraft weight and rotate the aircraft to climb attitude. After breaking ground, accelerate to 52-62 MPH IAS (45 to 54 KTS IAS), depending on aircraft weight. Continue to climb while accelerating to the flaps-up rate of climb speed, 87 MPH IAS (76 KTS IAS) if no obstacle is present or 74 MPH IAS (64 KTS IAS) if obstacle clearance is a consideration. Slowly retract the flaps while climbing out. REPORT: VB-760 4-12 ISSUED: AUGUST 15, 1975 PIPER AIRCRAFT CORPORATION PA-28-181, CHEROKEE ARCHER II SECTION 4 NORMAL PROCEDURES 4.25 CLIMB The best rate of climb at gross weight will be obtained at 87 MPH IAS (76 KTS IAS). The best angle of climb may be obtained at 74 MPH IAS (64 KTS IAS). At lighter than gross weight these speeds are reduced somewhat. For climbing en route, a speed of 100 MPH IAS (87 KTS IAS) is recommended. This will produce better forward speed and increased visibility over the nose during the climb. The normal maximum cruising power is 75 of the rated horsepower of the engine. Airspeeds which may be obtained at various altitudes and power settings can be determined from the performance graphs provided by Section 5. Use of the higher altitudes.Then enrich the mixture by pushing the control towards the instrument panel until engine operation becomes smooth. If the airplane is equipped with the optional exhaust gas temperature (EGT) gauge, a more accurate means of leaning is available to the pilot. In order to keep the airplane in best lateral trim during cruising flight, the fuel should be used alternately from each tank.