BELLANCA CITABRIA Model 7ECA Checklist

Little or no oil pressure is usually caused by a failed pressure relief valve, pump, loss of oil, clogged oil line, high oil temperature or a defective gauge. A landing should be made as soon as practical using minimum RPM changes. Plan a “Precautionary Landing Approach” as complete engine failure is possible at any time. -6- EMERGENCY PROCEDURES -LANDINGS PRECAUTIONARY LANDING APPROACH A precautionary landing approach should be used whenever power is still available but a complete power failure is considered imminent. Maintain a higher and closer pattern then normal in attempt to remain in gliding distance of the intended touchdown point. Use the normal landing procedures in addition: 1) Airspeed ⇒ 65 MPH recommended (60 MPH minimum) 2) Throttle ⇒ CLOSED when in gliding distance from the runway NOTE Slipping the aircraft by cross controlling the rudder and ailerons will increase the rate of descent. If crosswind exists place the lower wing into the wind. FORCED LANDING (Complete Power Failure) If the engine cannot be restarted in flight, trim the aircraft to the recommend glide speed. Remain within gliding distance of the intended point of landing. Maintain a higher and closer pattern then normal making allowance for wind. Additional altitude can be lost slipping the aircraft. Diving the aircraft in an attempt to loose altitude will only increase the required landing distance. 1) Airspeed ⇒ Maintain 60 to 65 MPH 2) Mixture ⇒ IDLE CUT-OFF 3) Fuel shut-off valve ⇒ OFF 4) Master switch ⇒ ON 5) Radio ⇒ MAYDAY (Emergency frequency 121.5MHz) 6) Transponder ⇒ 7700 7) Attempt to position the aircraft approximately 1000ft above ground level (AGL) over the intended point of landing or 500 ft when downwind and abeam the intended point of landing. 8) Electrical switches ⇒ ALL OFF 9) Airspeed on final ⇒ 65 MPH recommended (60 MPH minimum) 10) Touchdown with minimum airspeed (three point full stall) if landing on rough terrain. NOTE If necessary, after airplane has come to a complete stop, remove and activate the emergency locator transmitter from the aircraft for increased transmitting range. -7- 4) NOSE SECTION a) Windshield ⇒ CHECK condition, cleanliness b) Oil ⇒ CHECK quantity, dip stick secure c) Fuel ⇒ DRAIN gascolator, CHECK leakage d) Engine compartment ⇒ CHECK condition, leakage, etc. e) Cowling and inspection door ⇒ CHECK condition, security f) Propeller and spinner ⇒ CHECK condition, security g) AIR filter ⇒ CHECK condition h) Landing light ⇒ CHECK condition i) Fuel drain ⇒ DRAIN, check leakage 5) LEFT MAIN GEAR a) Chocks ⇒ REMOVE b) Tires ⇒ CHECK condition, inflation c) Brakes ⇒ CHECK condition, leakage 6) RIGHT WING a) Wing root fairing ⇒ CHECK secure b) Aileron ⇒ CHECK condition, freedom of movement, security c) Wing tip and light ⇒ CHECK condition d) Wing struts ⇒ Inspect front and rear lift struts for straightness, dents and other damage. Check struts drain holes to insure they are not plugged and the struts do not contain water. e) Tie-down ⇒ REMOVE f) Pitot tube/Static ports ⇒ CHECK unobstructed g) Fuel ⇒ CHECK quantity (compare with fuel gauges indication), color, cap secure h) Fuel vent ⇒ CHECK unobstructed i) Stall warning vane (if installed) ⇒ CHECK freedom of movement 7) FUSELAGE LEFT SIDE a) Fabric ⇒ CHECK condition, oil, battery acid leakage, etc. b) Windows ⇒ CHECK condition, cleanliness c) Fuel belly drain ⇒ DRAIN, check leakage d) Radio Antennas ⇒ CHECK secure -12- UNUSUAL FLIGHT CONDITIONS TURBULENCE To prevent overstressing the aircraft do not exceed 120 MPH in rough air. To minimize personal discomfort, decrease the indicated airspeed below 80 MPH. Maintain a level flight attitude rather then flying by reference to the altimeter and airspeed indicator as the pitot-static instruments may become very erratic. STALLS The Citabria stall characteristics are conventional. The stall warning horn (if installed) will precede the actual stall by 5 to 10 MPH depending on the amount of power used. There is sufficient aerodynamic buffeting preceding the stall to provide the pilot with adequate warning. Aileron control response in a fully stalled condition is marginal. Large aileron deflections will aggravate a near stalled condition and their use is not recommended to maintain lateral control. The rudder is very effective and should be used for maintaining lateral control in a stalled condition with the aileron placed in a neutral position. To recover form a stall proceed as follows: 1) Nose attitude ⇒ LOWER with forward movement of control stick 2) Throttle ⇒ FULL OPEN simultaneously with control stick movement 3) Use rudder to maintain lateral control SPINS If a spin is inadvertently entered, immediate recovery should be initiated. The recovery procedure is as follows: 1) Throttle ⇒ CLOSED 2) Rudder ⇒ FULL DEFLECTION opposite direction of rotation 3) Elevator ⇒ SLIGHTLY FORWARD OF NEUTRAL 4) Ailerons ⇒ NEUTRAL POSITION When rotation stops (1/2 to 1 turn after recovery initiated) 5) Rudder ⇒ NEUTRALIZE 6) Nose attitude ⇒ RAISE smoothly to level flight attitude WARNING During spin recovery, the airspeed will build very rapidly with a nose low attitude. Do not use full or abrupt elevator control movements. -9- OVERSTRESSING Should an overstress occur due to exceeding the airspeed or load factor limits, maneuvering should be terminated immediately. Fly at reduced airspeed (60 to 70 MPH) to a suitable landing point. DO NOT under any circumstances, make large control movements or subject the aircraft to additional G loadings above the required for straight and level flight. After landing, the aircraft should be inspected by a mechanic prior to the next flight. EMERGENCY EXIT/BAIL OUT 1) Throttle ⇒ CLOSED 2) Door ⇒ JETTISON 3) Use the cabin door frame for support. Dive straight out and slightly aft of wing struts. 4) Parachute ⇒ OPEN immediately when clear of aircraft (preflight and familiarize yourself with operating procedures of the parachute before the flight). NOTE Emergency exit is also possible through the left window. -10- NORMAL PROCEDURES - PREFLIGHT PREFLIGHT INSPECTION 1) CABIN a) Documents/equipment required for the flight: Airworthiness, Registration, Flight Manual Pilot documents, Maps, Airport Facility Directory, FSS Briefing a) Cabin door ⇒ CHECK condition, security b) TACH time ⇒ Take note. c) Flight controls ⇒ CHECK freedom of movement d) Magneto and electrical switches ⇒ OFF (check operation of lights if required and stall warning system with respective switches ON) e) Fuel quantity gauges ⇒ CHECK quantity f) Fuel shutoff valve ⇒ ON g) Seat belts ⇒ CHECK CONDITION, secure rear belt and harness if not in use h) Emergency locator transmitter ⇒ ARMED 2) RIGHT WING a) Wing root fairing ⇒ CHECK secure b) Aileron ⇒ CHECK condition, freedom of movement, security c) Wing tip and light ⇒ CHECK condition d) Wing struts ⇒ Inspect front and rear lift struts for straightness, dents and other damage. Check struts drain holes to insure they are not plugged and the struts do not contain water. e) Tie-down ⇒ REMOVE f) Pitot tube ⇒ CHECK unobstructed g) Fuel ⇒ CHECK quantity (compare with fuel gauges indication), color, cap secure 3) RIGHT MAIN GEAR a) Chocks ⇒ REMOVE b) Tires ⇒ CHECK condition, inflation c) Brakes ⇒ CHECK condition, leakage -11- NORMAL PROCEDURES -TAXI, TAKEOFF, CLIMB TAXI Taxi operations during high winds require the conventional use of the flight controls. With a headwind or quartering headwind, place the control stick full aft and into the wind. With a tailwind or quartering tailwind, place the control stick full forward and away from the wind. The use of the wheel brakes in conjunction with the rudder will assist the pilot in maintaining directional control. BEFORE TAKEOFF 1) Brakes ⇒ SET 2) Flight controls ⇒ CHECK freedom of movement, proper operation 3) Elevator trim ⇒ SET takeoff position 4) Flight instrument/radio ⇒ CHECK and SET 5) Fuel shut-OFF valve ⇒ ON 6) Mixture ⇒ FULL RICH (lean as required for high altitude) 7) Primer ⇒ CHECK LOCKED 8) Engine instruments ⇒ CHECK normal indications 9) Engine run-up ⇒ 1800 RPM (elevator control FULL BACK) a) Magnetos ⇒ CHECK (200 RPM maximum drop, 50 RPM maximum differential) b) Carburetor ⇒ CHECK operation then return to COLD position c) Engine instruments ⇒ CHECK normal indications d) Throttle ⇒ 1000 RPM 10) Cabin door and windows ⇒ CLOSED and LATCHED 11) Seat belts/shoulder harness ⇒ FASTENED High power operations (above 2200 RPM) and engine run-up should be made into the wind and kept to a minimum especially during high temperature conditions. The stick should also be held full aft to prevent the possibility of the aircraft nosing over. -16- 8) EMPENNAGE a) Horizontal stabilizer and brace wires ⇒ CHECK condition, security b) Vertical stabilizer and tail light ⇒ CHECK condition c) Elevator, trim tab and rudder ⇒ CHECK condition, freedom of movement, security d) Tail wheel ⇒ CHECK condition, inflation, and security e) Tie-down ⇒ REMOVE 9) FUSELAGE RIGHT SIDE a) Fabric ⇒ CHECK condition, oil, battery acid leakage, etc. b) Windows ⇒ CHECK condition, cleanliness c) Radio Antennas ⇒ CHECK secure -13- NORMAL PROCEDURES -STARTING BEFORE STARTING 1) Passenger briefing 2) Seat belts/shoulder harness ⇒ FASTENED 3) Seat belts ⇒ Verify no interference with rudder controls 4) Fuel shut-off valve ⇒ ON 5) Brakes ⇒ SET 6) Electrical switches ⇒ OFF 7) Cabin door ⇒ CLOSED (window as desired) STARTING 1) Master switch ⇒ ON 2) Magneto switches ⇒ ON (2 switches) 3) Throttle ⇒ CRACKED OPEN (1/2” to 1”) 4) Carburetor air ⇒ COLD 5) Mixture ⇒ FULL RICH 6) Primer ⇒ AS REQUIRED, check locked 7) Propeller ⇒ CLEAR, front and rear 8) Starter button ⇒ PUSH, release after engine starts 9) Throttle ⇒ 1000 RPM 10) Oil pressure ⇒ CHECK, must indicate pressure within 30 seconds maximum 11) Radio/lights switches ⇒ AS DESIRED CAUTION Do not over-prime or excessively pump the throttle (carburetor accelerator pump) due to the resulting fire hazard. To clear an engine that has been flooded due to excessive priming, proceed as follows: 1) Mixture ⇒ IDLE CUT-OFF 2) Throttle ⇒ FULL OPEN 3) Magneto switches ⇒ OFF 4) Starter ⇒ ENGAGE for several propeller revolutions 5) Repeat ⇒ Normal starting procedures using no prime. CAUTION Limit the use of the starter to 30 seconds duration maximum with two minute cooling off period between each starter engagement. -14- - WARNING Do not attempt to turn over and/or start the engine by hand unless you have had proper instruction and experience. If pulling the propeller through by hand is necessary, be sure the master and magnetos are in the OFF position and the throttle is closed. Have a pilot at the controls and chock/tie down the aircraft. When pulling the propeller through by hand, treat it as if the ignition switch is turned ON. A loose or broken ground wire on either magneto could cause the engine to fire. During cold weather operations (below 20º F), it is recommended that the engine be preheated by directing warm air though the opening in the bottom or front of the engine cowl. This practice will prolong the service life of the engine and starter. In very cold weather, it is important to use the proper viscosity engine oil and to run the engine sufficiently long to bring the engine oil to the normal operating temperature. During ground operations, the mixture should be FULL RICH and the carburetor air COLD to insure good engine cooling and filtered air. Prolonged idle below 1000 RPM is not recommended due to plug fouling and insufficient cooling air when the aircraft is not in motion. -15- NORMAL PROCEDURES -LANDING NORMAL LANDING 1) Seat belt and shoulder harness ⇒ FASTENED 2) Mixture ⇒ RICH 3) Brakes ⇒ CHECK FIRM (parking brake OFF) 4) Approach airspeed ⇒ 60-70 MPH 5) Throttle ⇒ AS DESIRED to control rate of descent 6) After touchdown ⇒ Brakes as required Aircraft landing characteristics are conventional. Either wheel landings or full stalls (3 point) are permissible. During gusty wind conditions, increase airspeed approximately 5MPH above normal followed by a wheel landing. Full stall (3 point) landings are recommended for soft and rough fields. Crosswind approaches can be best accomplished by using the wing down top rudder (side slip) method followed by either a full stall or wheel landing technique. Keep the lower wing into the wind after touchdown. Do not drop the tail until airspeed is well below flying speed. CAUTION The use of wheel brakes is not recommended until after the tailwheel is in contact with the ground. For maximum braking, the control stick should be FULL AFT. LANDING OVERFLYING AN OBSTACLE Use of normal landing procedures and in addition: 1) Approach airspeed ⇒ 60 MPH 2) Throttle as desired to control rate of descent 3) Slip aircraft as necessary to increase rate of descent WARNING A relatively high rate of descent is possible in this configuration when at full gross and the throttle closed. If airspeed is allowed to decrease below 60 MPH, level off can only be assured with the application of power. -20- NORMAL TAKEOFF 1) Throttle ⇒ FULL OPEN apply smoothly 2) Engine instruments ⇒ CHECK normal indications 3) Attitude ⇒ RAISE TAIL to level flight attitude 4) Lift off ⇒ 55-60 MPH 5) Climb ⇒ Vx (58 MPH, best angle of climb) or Vy (69 MPH best rate of climb) 6) At a safe altitude ⇒ Normal climb 75-80 MPH Takeoff characteristics are conventional. It is recommended to raise the tail with the elevator during the takeoff roll for better forward visibility and directional control. Transition into flight with a smooth but positive rotation. CAUTION In the level flight attitude, the wheel brakes are very sensitive. It is recommended that directional control be maintained with the use of the rudder only. During crosswind conditions, place the control stick into the wind (up wind aileron up) and assume a tail high attitude with the elevator to prevent drifting or premature lift-off. High altitude takeoffs are accomplished by using the normal takeoff procedures with the addition of leaning the mixture control for smooth engine operation. -17- SHORT FIELD TAKEOFF For short field takeoff, use the normal takeoff procedures with the following exceptions: 1) Lift-off ⇒ 50-55 MPH 2) Climb ⇒ Vx (58 MPH best angle of climb) After the obstacle Vy (69 MPH best rate of climb) 3) At a safe altitude ⇒ Normal climb 75-80 MPH SOFT FIELD TAKEOFF For soft field takeoff, use the normal takeoff procedures with the following exceptions: 1) Attitude ⇒ TAIL LOW but clear of the ground 2) Lift-off ⇒ AS SOON AS POSSIBLE 3) After lift-off ⇒ STAY in GROUND EFFECT until Vx (58 MPH) 4) Climb ⇒ Vx (58 MPH, best angle of climb) or Vy (69 MPH best rate of climb) 5) At a safe altitude ⇒ Normal climb 75-80 MPH WARNING The aircraft will lift-off at very low IAS but continued climb- out below 58 MPH immediately after takeoff is not recommended. CLIMB 1) Throttle ⇒ FULL OPEN 2) Mixture ⇒ FULL RICH below 5000 feet 3) Airspeed ⇒ Vx (58 MPH, best angle of climb) or Vy (69 MPH best rate of climb) 75-80 MPH (normal climb) -18- NORMAL PROCEDURES - CRUISE, DESCENT CRUISE 1) Level-off ⇒ TRIM 2) Airspeed ⇒ ACCELERATE to desired cruise airspeed 3) Throttle ⇒ SET RPM to cruise power 4) Mixture ⇒ LEAN when below 75% power The fuel mixture should be leaned at any altitude when below 75% of maximum power. Lean to peak EGT if equipped. If no EGT is installed, lean until engine roughness is noted then enrich until smooth. WARNING Flight manual range and endurance information is based on a properly leaned fuel mixture. Failure to lean the fuel mixture will increase fuel consumption appreciably. DESCENT 1) Mixture ⇒ FULL RICH 2) Carburetor air ⇒ FULL HOT when below RPM green arc range 3) Throttle ⇒ REDUCE as desired 4) Airspeed ⇒ AS DESIRED The descent should be made with enough power to maintain cylinder head and oil temperatures in green arc. If possible, avoid windmilling the engine with the propeller by reducing airspeed or increasing power. -19- NORMAL PROCEDURES SHUTDOWN SHUTDOWN 1) Brakes ⇒ SET 2) Electrical equipment ⇒ OFF 3) Mixture ⇒ IDLE CUT-OFF 4) Magnetos and master switches ⇒ OFF after propeller stops 5) Controls ⇒ SECURE with lap-belt around forward control stick only. 6) Wheel ⇒ CHOCKED 7) Wing and tail tie downs ⇒ SECURE 8) Engine heater (winter only) ⇒ CONNECT 9) TACH time ⇒ Take note. -21- WEIGHT AND BALANCE CITABRIA 7ECA Registration: N8503 Weight and balance Weight (lbs) Moment (lbs.-inches) Basic Empty Weight (no fuel and no oil) CG Arm: 10.50" Useful Load:586.31lbs 1063.69 11169.63 Oil 6qts (at 7.5 Lbs/Gal) station –36" 11.25 -405 Fuel (At 6 Lbs./Gal) standard tanks (26 Gal. Maximum) station +24.5" 156 3822 Empty weight with full oil and full fuel 1230.94 14586.63 Pilot (front seat) station +11.5" Passenger (rear seat) station +42" Baggage (normal category only, 100Lbs. Max.) station +69" TAKEOFF WEIGHT AND MOMENT C.G. Arm = Takeoff Moment / Takeoff Weight =……………….…inches Fuel required for the flight (At 6 Lbs./Gal) Landing WEIGHT AND MOMENT Zero FUEL WEIGHT AND MOMENT -22- -23- 1650 1600 1550 1500 1450 1400 1350 1300 1250 1200 10000 15000 25000 20000 30000 35000 Weight (Lbs) Moment (Inch*Lbs) Citabria 7ECA CENTER OF GRAVITY MOMENT ENVELOPE Normal and acrobatic category Normal category only Flight PROHIBITED Flight PROHIBITED Citabria N8503 [1] Empty weight&moment (no oil, no fuel): [2] Empty weight&moment (6qts oil, no fuel): [3] Empty weight&moment (6qts oil, 26 gals fuel):1230.94 Lbs, 14586.63 Inch*Lbs 1063.69 Lbs, 11169 Inch*Lbs 1074.94 Lbs, 10764 Inch*Lbs [3] 1150 1100 1050 [1] [2] FUEL OIL Baggage reference line Passenger reference line Pilot reference line