GRUMMAN AMERICAN OWNER MANUAL

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 TAGE 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 fo r dama ge and secu rity of latches. Ch eck landin g li ght for da mage. Ch eck ca rbur eto r air passage fo r obst ructions. 7. Engine baffles and coo ling ope nin gs free of foreign mat e ri als / obst ru ctio ns. Remove tow bar from nose gear. 8. Chec k oil leve l. It is reco mmend ed yo u DO NOT OPERATE E NG INE WIT H LESS T H AN 4 QUA RT S. FILL TO 8 QUARTS MAX I MUM FOH. EXTENDE D FLIGHT. Ch eck nose gear and t ire for wear, cu ts, ab rasions and pr oper infl at ion . 9. In spect landing gear and tire fo r general co ndi tion (wear, c ut s, abrasions, leaking bra kP s, proper inflation.) Drain sample from the righ t fuel Lank and right su mp tank. Visua ll y check fuel level and check cap for tig ht seal. 10. I nspect fue l ta nk vent for for eign mat erial. Check stall h o rn vane for freedom of movement. 11 . Check wing surface and tip for damage . Re mov e right tie down. Check ailerons for freed om of movemen 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 move tail tie down. 14. Che ck static s ourc e for foreign particles . 15. Check baggage door for se curity. 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 INSTRUMENT PANEL 10 11 12 18 17 1. Compass Correction Card 21. Instrument Light Rheostat 2. Compass 22. Engine Primer 3. Airspeed Indicator 23. Mixture Control 4. Aircraft Registration Number 24. Throttle Control 5. Horizon Gyro (opt.) 25. Carb Heat Control 6. Altimeter 26. Tachometer 7. Omni Head (opt.) 27. Individual Circuit Controls 8. Radios (opt.) 28. Vertical Speed Indicator (opt.) 9. Radio Selector Switches (opt.) 29. Vent Louver (LH) 10. Instrument Cluster 30. Directional Gyro (opt.) 11. Suction Gauge (opt.) 31. Starter Button 12. Hounneter (opt.) 32. Tum & Bank Indicator (opt.) 13. Map Compartment 33. Master Switch 14. Spare Fuses 34. Ignition Switch 15. Fuses & Circuit Breakers 35. Vent Control (LH) 16. Vent Control (RH) 36. Head Phone Jack 17. Vent Louver (RH) 37. Clock (opt.) 18. Transponder (opt.) 38. Fuel Quantity Gauges 19. Parking Brake Control 39. Fuel Selector 20. Cabin Heat Control Figure 4 3-2 TAKE-OFF Before beginning the take-off roll, align the airplane with runway. Aligning the nose wheel with the take-off direction will allow minimum brake usage during the initial ground roll. When full power is applied for take-off, directional control is maintained with light toe pressure on the brakes. At speeds above 15-20 MPH, the rudder becomes fully effective and brake steering is NOT necessary. Continued use of brake steering will only prolong the take-off roll. Accelerate to 55 MPH before applying a light back pressure on the control wheel to lift off. Raising the nose wheel too soon or to an excessive angle may increase take-off ground distance. When airborne, accelerate to the desired climb speed. SOFT FIELD TAKE-OFF After alignment in the take-off direction and with the elevator held in the full up position, apply take-off power smoothly. As the airplane accelerates and the elevator becomes effective, the nose load will lighten reducing nose wheel drag. As the nose raises, the elevator should be eased forward so the nose wheel is held just clear of the ground. After lift-off, accelerate to the best angle of climb speed (78 MPH at sea level) or best rate of climb (91 MPH at sea level) depending on obstacles. NOTE A void prolonged engine run-up in loose grauel, since the propeller will tend to picll up stones and debris causing blade damage. SHORT FIELD TAKE-OFF After alignment in the take-off direction, advance the throttle without hesitation, and begin the take-off roll with the elevator neutral. Use light smooth brake pressures to maintain low speed directional con- trol. At 60 MPH apply elevator back pressure for rotation, then climb at 73 MPH while in ground effect below 50 ft. If terrain or further ob- stacles are to be cleared after take-off and above the 50 foot obstacle, accelerate to the best angle of climb speed (78 MPH at sea level). When obstacles are cleared, accelerate to the desired climb speed. NOTE Speeds given are for gross weight, sea level conditions. CLIMB A normal climb speed of 100 MPH is recommended once over ground obstacles. This speed offers good visibility, excellent over-the- ground speed and rate of climb. The best rate of climb speed varies from 91 MPH at sea level to 85 MPH at 10,000 ft. The best angle of climb speed varies from 78 MPH at sea level to 81 MPH at 10,000 ft. Refer to Section V performance charts for additional information. 3-3 NOTE The mixture should be full rich during take-off and climb at altitudes below 5000 ft. MSL. However, during take-off or climb from high-altitude airports, the engine should be leaned to achieve best power (maximum RPM). CRUISE The maximum recommended cruise power setting is 75% of the rated horsepower. True airspeeds, which are determined by the particular altitude and power setting chosen, can be obtained from the tables in Section V. Fuel consumption can be reduced significantly, especially at high altitudes, by leaning the mixture in cruising flight. For optimum fuel consumption in cruise at 75% power or less, lean the mixture as follows: 1. Slowly move the mixture control from full rich position toward lean position. 2. Continue leaning until engine roughness is noted. 3. Enrich mixture slightly until engine runs smoothly. The Cruise Performance fuel consumption given in Section V is based upon this leaning technique. NOTE If engine runs rough during cruise with carburetor heat on, it may be due to an over-rich condition. To correct for engine roughness in such a situation, lean to smooth engine operation. STALLS The AA-5 's stall characteristics are conventional in all configura- tions. Elevator buffeting occurs approximately 3 MPH above the stall and becomes more pronounced as the stall occurs. An audible stall warning horn begins to blow steadily 5 to 10 MPH above the actual stall speed. NOTE Rudder is the primary control for yaw and roll through the stall. In addition, the aileron is effective for roll control. Both controls- should be used as necessary to control roll and yaw through the stall. For specific stall speeds at maximum weight with flaps up and down, refer to the Stall Speed Table in Section V. NORMAL APPROACH AND LANDING Trim the airplane to an approach speed between 7 5 and 80 MPH, depending on weight and wind conditions. Normal approach speed is 75 MPH. Maximum flap extension speed is 120 MPH. Any flap setting may be used for landings. 3-4 As a general rule, it is good practice to contact the ground at a minimum safe speed consistent with existing conditions. Mter touch- down, hold the nose wheel off as long as possible on roll-out. Lower the nose gently and apply brakes as needed. Retract the flaps after touchdown to minimize the possibility of skidding when braking. In gusty or crosswind conditions, many pilots prefer to increase their airspeed slightly above the normal approach speed; this decision, how- ever, can only be made by the pilot in light of his own experience and training. NOTE A pilot-induced porpoise maneuver may be encountered during landing by contacting the nose wheel first with excessive touch- down speed. The porpoise could be accentuated by a wavy or rolling runway surface. Should a porpoise occur, use the following technique to recover: 1. Apply full power. 2. Maintain steady elevator-back pressure for a normal climb. 3. Normal climb - 100 MPH. 4. Carburetor heat- OFF. 5. Retract flaps. 6. Execute normal go-round. A power-off tail-low touchdown attitude is the best assurance of a porpoise-free landing, and excessive touchdown speed is notre- quired with direct crosswinds up to 13 MPH. SHORT FIELD LANDING When making a landing where obstacle clearance or ground roll is a factor, the AA-5 should be trimmed to an approach speed of 70 MPH with flaps fully extended. Touchdown should be made on the main gear at the slowest safe airspeed. Best braking can be obtained by applying light pressure immediately after touchdown and continuously increasing brake pressure just enough so the wheels do not skid. SOFT FIELD LANDING For soft fields, the AA-5 should be trimmed to an approach speed of 70 MPH with flaps fully extended. Use power as necessary to control glide path consistent with existing conditions. Touchdown in a rough or soft field should be in a nose-high pitch attitude at the slowest safe air- speed. The nose wheel should be held off the surface as long as possible, and braking should be the minimum required for directional control and safety. (Maximum braking on soft surfaces may lead to excessive gear loads.) BALKED LANDINGS (Go-arounds) Should a landing be balked, apply full power immediately; 3-5 carburetor heat OFF; establish a positive rate of climb; retract the flaps and trim for normal climb. SLIPS TO LANDINGS Slips are very effective in the AA-5. Rapid descents with high sink rates can be obtained through a properly executed slip. It is recom- mended, however, that slips be practiced at altitude until the pilot is familiar with the AA-5. The recommended slip speeds are 7 5 to 85 MPH, depending on load, pilot proficiency, and local conditions. Pilots should make themselves familiar with the airplane at a variety of slip speeds. GROUND HANDLING AND TIE-DOWN The AA-5 is easily handled on the ground by hand with the aid of a tow bar attached to the nose wheel fork. Tie-down rings are pro- vided under each wing tip and under the tail. Proper tie-down is the best insurance against damage to the airplane by gusty or strong winds. Installation of the control wheel lock helps avoid damage to the movable surfaces under such conditions. Care should be taken when using the parking brakes for an ex- tended period of time during which an air temperature rise could cause the hydraulic fluid to expand, which in turn could damage the brake system and/or cause difficulty in releasing the parking brake. For pro- longed parking, tie-downs and wheel chocks are recommended. ADDITIONAL ENGINE OPERATING INFORMATION Refer to the "Operating Instructions" section of the "Lycoming Engine Operator's Manual" for additional information on fuel mixture leaning procedures, the use of carburetor heat and general good engine operating procedures to assure maximum engine performance. 3-6 SECTION IV OPERATING LIMITATIONS The AA-5 is approved for day VFR ope ration with sta ndard equ ip- ment installed. With app r opriate optional eq uipm e nt installed, the AA-5 is certified for day and night VFR and IFR. Operation must be in accordance with all FAA approved markings, placards and c heck li sts in the airplane . NORMAL CATEGORY OPERATION The normal category is limited to airplanes intended for non- acrobatic operation within the flig ht load factor limitations listed below. The AA-5 is app rov ed for the following normal category maneuvers: 1. Any man e uver incident to normal flying. 2. Stalls (except whip stalls). 3. Lazy eights, chandelles, and steep turns in which the angle of bank is not more t han 60 °. Maximum Design Weight Design Maneuvering Spe ed Flight Load Factors- Flaps Up Flight Load Factors- Flaps Down UTILITY CATEGORY OPERATION 2200 lb s. 122 MPH +3.8 - 1.52 +3.5 The utility category is limit ed to airplanes int e nd ed for limited ac robati c operat ion within the flight l oad factor limi tatio ns listed below. The rear seat must not be occupied during utility category operations. The AA-5 is approved for th e following utility category maneuvers: 1. All maneuvers li sted und er normal catego ry operation. 2. Lazy eights, chande ll es, and steep t urn s, in which angle of bank is more than 60 ° . Maximum Design Weight Design Maneuvering Speed Flight Load Factors - Flaps Up Flight Load Factors - Flaps Down ACROBATIC LIMITATIONS Maneuver Chandelles Lazy Eights Steep Turns Stalls (except whip sta ll s) SPINS PROHIBITED 1850 lbs. 122 MPH +4.4 - 1.76 +3 .5 Entry Speei_- CAS 122 MPH 122 MPH 122 MPH Slow decel e ration 4- 1 All approved maneuvers listed can be performed to normally ac- ceptable standards. As noted, spins are prohibited. In case of an inad- vertent spin, recovery is effected by applying full rudder opposite to the spin rotation and neutralizing the aileron, then app l ying full down elevator. The contro ls shou ld be applied briskly. As the rotation stops, neutralize the anti-spin rudder and elevator, then apply smooth ele vator back pressure to bring the nose up to level flight . AIRSPEED LIMITATIONS Maximum Glide or Dive, Smooth Air (Red Line) 190 MPH CAS Caution Range (Ye ll ow Ar c) 150-190 MPH CAS Norma l Range (Green Arc) 63-150 MP H CAS '- • F lap Op erating Range (White Arc) 61-120 MPH CAS Maneuvering Speed 122 MP H CAS Maximum Canopy Partially Open 130 MP H CAS ENGINE INSTRUMENT MARKINGS Oil Temp e rature Gauge --Normal Operating Range Green Arc Maximum A ll owab le 245° (Red Line) Oil Pressure Gauge- Minimum Idling 25 PSI Normal Operating Range 60-90 PSI Maximum Allowable 100 PSI Fu el Pr ess ur e Gauge-· Normal Operating Range 0.5-8 PSI Tachometer-Norma l Operating Range 2200-2700 RPM CARGO LOADIN G With re ar s eat s fold ed down , in the cargo c onfiguration , no passen- gers are allowed in the cargo area. Place plywood or ot her suitable material under all hi gh den sity cargoes to distribute th e loads and pr e vent damage to the floors or s upporting structure s. WEIGHT AND BALANCE The following information will enab le you to fly your AA -5 within the prescribed weight and ce nt er of gravi ty li mit ation s. To calculat e the weight and balance for y our AA-5 , use th e Sample Problem , Loading Graph and Center of Gravity Envelope c hart s as follows : Write down t he "Li censed Empty Weight" and "Mom e nt" on the Sample Loading Problem c har t under th e c olumn mark ed "y our air- plane" from the Weight a nd Balance Data sheet (and/or cha nges li sted on FAA Form 337) included with yo ur air c raft pap ers. Al so add all ad- ditional weights and t heir corresponding moment s (obtain ed from the "loadin g graph") of items to be carried on th e flight. Plot th e tota l we ight weight and moment on the "Center of Gravity Enve lope" chart and if th e intersection point is within the envelope, the loading is acceptab le. 4- 2 .p. I w SEATING - CARGO ARRANGEMENTS 90.6 PILOT COPILOT 126.0 ---t-+-- !tEAl\ PASSE:-IGERS 151. O• ------1!------ Figure 5 PILOT CO PI LOT I I 90.6 : . ' •• 1 116.4 * ----t---151.0• • Arms m easu re to c~ntc r of area shown. ~ I ~ '----- :r. c: 7. :::> 0 0.. 7. :::: 6 <;; ::: 0 < 0 ..J 600 c.oo 400 ::JOO 200 100 0 j j I l l l I l l l j LOADING GRAPH I I r 1- 1- - ~- : -r~- I- - !- I- '- - i- 1- 1- 1- I- I- I- 1- I-I- I-I- 1- I 1- 1- IT I-I- I-l-l- l 1- 1- 1- 1- 1- I- 1- 1- I- 1- I- '- ~\. .) . I- I - ~-t r-b rt r- !1-1- :o\.e- 4 v~ I \. ""s:.~,. ~rt~~ l-}"'"'~ - ~ "c,C,I'c,t. l~~~ t- flli"" 5 10 15 - - - - 1- I- I- I- I- - ~'t ~.c~? - ,_o't y~ I - __. ....~--'~--" :..-- ......... p-V '- ~)~ !--" .......... l A-"" .LI- r- ~ ~ ~-- 1- - - I - , r- 1- ~ I- 1- 1- 1- 1- I- I- -- 1- 1- 1- h 2() 25 30 MOMENT/ 1000 INCH POUNDS Figure 6 I- I- - ~ 1- - - 1- - I- I- I- - - - - - I -tS s'i>~~c,~ _ - lo I ....- p.~-:t yl' -t- Cl'~ "" ~~ c;V -+- - 1-~ ./ ...... t- - ..... I l-1 - !--" - - - :- - 1- -1 - 1-L 1-i- I-I- ~- 1- - - :- - ;-I- I - r- j 6-f '- - - i :- ~ Add weight of items to be c:uricd to airplane licensed I- empty weight. Add momcnt / 1000 of items to be carried I- to t otal airplane moment / 10 00. Usc Center of Gravity I- Enve lope to d ete rmi ne acceptability. 1- 35 40 45 50 55 ~ I CJ1 SAMPLE AIRPLANE YOUR AIRPLANE SAMPLE LOADING PROBLEM Weight Arm Moment Weight Artn (lbs.) (in.) (lb.-in. (lbs.) (in.) /1000) 1. Licensed Empty Weight 1271 80.3 102.04 2. Oil (8ql~.) 15 32.0 .48 32.0 1 qt.= 1.8 lbs. 3. Fu(•l 1in excess of unuseable) 222 90.9 20.18 90.9 4. Pilot and Co-Pilot 340 90.6 30.80 90.6 5. Rear Seat Passengers 340 126.0 42.84 126.0 *' 6. Baggage ( in baggage compartment ) 12 151.0 1.81 151.0 Max. allowable 120 lbs. 7. Cargo Area 116.4 116.4 Max. allowable 340 lbs. 8. Total Aircraft Weight ( loaded ) 2200 90.1 198.15 ---- NOTE: Change in moment from upright to fold-down position of rear seal is negligible. "'Maximum allowable is 120 pounds if C.G. is within Center of Gravity Envelope. Refer to Cargo Loading and Weight and Balance Sections for cargo loading instructions. Figure 7 .Moment (lb.-in. /1000) ---- ---- ---- ---- ---- ---- I I ---- I I I ---- I ~ I CJ) :r. 0 z ::l 0 :.. ~ E:: C3 ;:j ::: E-- :... <c:: '-i ::::: <0 ::..:: 0 ;:: ~ 2200 r--+- 1-1- 2100 2000 1900 1800 1700 1600 1500 1400 1300 1200 90 ) CENTER OF GRAVITY ENVELOPE: I I l..o' v IL ~J/~ ..... 17:[/,[)' &.J. A[/ II~ ~0~1.1 " v.~ ?-~ -~ 'i '-j_'J~ ~G V' ""' II' ~~ I" I VI'/. 'I 'I. , ~0 ~~.J. '1.. L 11;r1 0~ 1/ v;r~~G ./ ~~G~~~.. ~ - ~~~.J. tV , lA'~"'~ ~ ..;j;t~ , '/~ .L ~I r.l ./ I.'. VI ./ WI! Ill I' v 'fJ rI rJIY v ~r; 'IJ' v P?J/1/. ~,V.I/. If:[/, V.~' !/ ~v.v. [./ If: ~ 1/ ~II.~ l.t"" 100 110 120 130 140 150 160 MOMENT/1000 INCH POUNDS Figure 8 II"'" 1/ l,.o' ~..-' """ ~ 1..; I" I'" I" .., v l...o' 1.; 1/ ,. l.l ~ v I.,.. [/ --- -t-+- -- 170 180 190 200 ~ I -....J Lap Belt Attachment Points LAP BELT ATTACHMENT POINTS CARGO BELT ALTERNATE ARRANGEMENTS Figure 9 BAGGAGE STRAP BUCKLING ILLUSTRATION SECTION V PERFORMANCE CHARTS Performance information has been derived from actual flight tests and corrected to standard atmospheric conditions at 2200 pounds maximum gross weight. All performance is representative of the AA-5 equipped with the standard McCauley 1Cl72/SBTM7359 propeller. Actual performance will vary from standard due to variations in atmospheric conditions, engine and propeller condition, mixture leaning technique, and other variables associated with the particular performance item. 5-1 CJ1 ~ TAKE-OFF DATA HARD SURFACE RUNWAY· FLAPS UP Gross lAS Head At Sea Level & S9° F. At 2000 Ft. & S2° F. At 4000 Ft. & 4S° F. At 6000 Ft. & 38° F. Weight At SO' Wind Ground Total Ground Total Total Total Pounds MPH Knots To Clear To Clear Ground To Clear Ground To Clear Run SO' Obs. Run SO' Obs. Run SO' Obs. Run SO' Obs. 0 880 1600 lOlS 1915 119S 2375 140S 307S 2200 73 10 61S 1215 71S 147S 8SO 1845 1010 2430 20 39S 875 46S 1075 S6S 137S 680 184S 0 680 126S 785 1SlS 925 1880 108S 2445 2000 70 10 475 960 SS5 116S 660 1460 780 1930 20 30S 690 360 850 435 1088 S25 1465 0 510 975 590 1170 695 14SS 81S 189S 1800 67 10 35S 740 41S 900 49S 1130 S8S lSOO 20 230 S35 270 6SS 330 840 395 1140 NOTES: 1. Increase ground run 7% for each 20° F. above standard temperatures. 2. The increase in total take-off distance varies from 8% at sea level to 14% at 6000 feet for each 20 o F. above standard temperature. Figure 10 CJ1 I w ALTITUDE FEET S. L. 2500 4500 6500 8500 10500 NOTES: MAXIMUM RATE-OF-CLIMB DATA 2200 POUNDS GROSS WEIGHT - FLAPS RETRACTED I TEMPERATURE IAS RATE OF CLIMB oF. MPH FT./MIN. I 59° 91 660 I 50° 89 550 I 43° 88 460 I 36° 87 370 I 28° 86 280 I 21° 85 200 1. Full throttle climb, mixture leaned above 5,000 feet to smooth engine operation. 2. Fuel used includes taxi and warm up allowance. 3. Power loss attributable to the presence of humidity can be as high as 7%, this represents approximately 100 FPM loss in climb rate at sea level. Figure 11 FUEL USED FROM SEA LEVEL GALLONS 1.0 1.8 2.7 3.7 4.9 6.5 CRUISE & RANGE GROSS WEIGHT-2200 LBS. PERFORMANCE STANDARD CONDITIONS ZERO WIND LEAN MIXTURE MODELAA-5 ALTITUDE RPN PERCENT TRUE AIR GALLONS/ ENDURN:CE I'.Ar:GJ: POWER SPEED--NPH HOUR HOURS mu:s 2600 76 142 8.9 4.0 ~ 71 2500 71 136 8.1 4.4 604 2500 2400 63 129 7 ') 4.9 635 2300 57 121 6.5 5.5 661 2200 52 113 5.9 6.0 6HO 2600 74 142 8.5 4.2 588 2500 67 135 8.0 4.6 617 4500 2400 61 127 6.9 5.1 644 2300 55 118 6.2 5.6 666 2200 50 110 5.7 6.1 679 2700 78 148 9.0 4.0 575 2600 71 141 8.1 4.3 603 6500 2500 65 133 7.3 4.8 629 2400 58 124 6.6 5.3 653 2300 53 116 6,0 5.8 666 2700 75 147 8.5 4.1 594 2600 68 139 7.7 4.5 616 8500 2500 62 131 7.0 5.0 638 2400 56 122 6.4 5.4 656 2300 52 113 5.8 5.9 662 2700 71 145 8.1 4.3 606 2600 65 137 7.3 4.7 630 10500 2500 59 128 6.7 5.1 642 2400 54 119 6.2 5.5 651 2300 51 110 5.8 5.8 640 NOTES: 1. Range and endurance data include allowance for take-off and climb. No fuel reserve is included. 2. Fuel consumption is for level flight with mixture leaned. See Section III for proper leaning technique. Continuous operations at po1o~ers above 757. should be with full rich mixture. 3. Speed performance is with wheel fairings. Subtract If MPH without wheel fairings. 4. For temperatures other than standard, add or subtract 1% power for each 10° ~below or above standard temperature respectively. Figure 12 5-4 LANDING DATA I.ANUING DISTANCE ON liARD SURFACE RUNWAY ZERO WIND-FLAPS DOWN-2200 LBS. GROSS WEIGHT 70 MPH lAS AT 50 FEET ALTITUDE SEA LEVEL 2000 FT. 4000 FT. n:~tPERATUHE 59' F. 52 o F. 45° F. liHOUND HUN 3~0 405 430 TOTAL DISTANCE 1100 1150 1205 i'iOTI-:: I. Ht>dun• total landing distancl' 10"~ for eal'h 5 knots of head wind. CONDITION FI..-\I'S lT FLAI'S DO\'JN lAS CAS STALL SPEEDS - MPH CAS BANK ANGLE 0 20'' •tOO ()2 64 71 58 60 66 2200 LBS. GltoSS WEiliHT ·POWER OF!''· AFT CG LOADING AIRSPEED CORRECTION TABLE 2200 LBS. GIWSS Wl-:J<~IIT-FI.AI'S lll' ·-DOWN Figure 13 6000 FT. 37 o F. 455 1265 60° 88 82 190 191 5-5 U1 I0) Speed 83 MPH (lAS) MAXIMUM GLIDE Propeller Windmilling Flaps Up Zero Wind - 10000 .. . .. ·..... w w LL. 8000~--------~--------~-------- z <~ ~ 6000 I I ...,.. ..... w > 0 4000 a:l <( ., ..;.::·.···· ..... ~ 2000 . <!> _, .. ,:·.: ·."··· · w ~ 0 ... 0 5 10 15 GROUND DISTANCE (STATUTE MILES) Figure 1 4 20 SECTION VI EMERGENCY PROCEDURES BRAKE FAILURE Although brake failure is infrequent in any aircraft, landing with- out brakes is no problem in the AA-5. If a brake failure is detected, proceed to the nearest airport with adequate runway length to accom- modate an emergency brake-failure landing. It is recommended, with a single brake failure, that neither brake be utilized during landing and roll-out. Plan the touchdown near the approach end of the runway. The aircraft nose should be aligned with the runway centerline. Use minimum safe airspeeds for existing conditions. Maintain directional control straight down the runway with use of rudder only. Allow the airplane to roll to a stop without the use of brakes. The engine may have to be stopped (with mixture control) to stop the ground roll. Re- quest assistance from the appropriate ground control authority, and it is recommended that towing to a parking area be accomplished with hand tow or "tug". LOW OIL PRESSURE/ENGINE OVERHEAT A low oil pressure reading may be caused by malfunction of the indicating system, oil pump failure, or loss of oil. Monitor the oil tem- perature gauge for a marked increase in temperature. If no temperature change is detected, the failure is most likely in the oil pressure indi- cating system. Proceed to the nearest airport, land, check the oil level and determine the difficulty. In flight, if the oil pressure indication is low and is confirmed by high oil temperatures, reduce power and proceed to the nearest airport or suitable landing area. If possible, notify the nearest ATC radio facility of your difficulty and land. REMEMBER: A thorough and complete preflight will usually prevent low-oil pressure emergencies. ELECTRICAL SYSTEM MALFUNCTION The ammeter system on the AA-5 indicates current flow to or from the battery. During normal operation, with a fully charged bat- tery, the ammeter will indicate near zero or slightly toward the charge side. This indication will be true even though all electrical systems are energized, unless the capacity of the alternator (60 amps) has been 6-1 exceeded. Failure of the alternator is easily detected since the ammeter will show discharge to the extent of the loads being applied. Should a component of the electrical system fail (landing light, radio, turn and bank indicator, etc.), visually check the related circuit protector and replace or reset it as required. If the alternator circuit breaker opens (pops out), wait 15 seconds then reset by pushing the circuit breaker back into position. If either fuses or circuit breakers continue to indicate a malfunc- tion, turn off the electrical component causing the problem or turn off the alternator switch respectively, and land at an airport for electrical system inspection. OVERVOLTAGE PROTECTION (1973 & ON) Overvo!tage protection is provided by a diode attached to the field circuit breaker forward of the instrument panel. A sustained overvolt- age condition will result in failure of the diode and subsequent opening of the alternator field circuit breaker. The breaker will not reset until the fault is corrected and the diode replaced. INSUFFICIENT OUTPUT If the ammeter shows discharge, an alternator failure has occurred, or the electrical system load exceeds the output of the alternator. The alternator switch must be on. To determine if alternator capacity has been exceeded, turn off the accessories one at a time and note if am- meter moves toward the charge side. No change in the ammeter indicates the alternator is not charging. EMERGENCY LOCATOR TRANSMITTER OPERATION (Factory Installed Model) In the event of an inadvertant landing in a remote area, the emergency locator transmitter will automatically be activated by a deceleration of 5 G's along the flight axis of the aircraft or it can be manually activated by removing the left side empennage inspec- tion cover and moving the transmitter control switch to the "on" position. The lower attach holes in the inspection cover are slotted to allow emergency removal of the cover without the use of tools by pulling it up at this point. The transmitter emits a signal on the standard aircraft emergency frequencies of 121.5/243.0 MHZ and the self contained batteries have power to provide operation for a minimum of 48 hours. ENGINE FAILURE Engine failures are very rare in modern aircraft. Should an engine failure occur, the basic procedures listed below may be a useful guide: 1. Establish best glide speed of 83 MPH for best range. 6-2