ABBREVIATED CHECKLIST

11. Elevator Trim – SET FOR TAKEOFF 12. Flaps – AS NEEDED – 20° or UP (as desired) 13. Engine Run-Up: Elevator – STICK BACK Minimum Oil Temp – 75° F Throttle – 1700 RPM Magnetos Switch – CHECK LEFT & RIGHT (RPM drop not to ex ceed 150 on either magneto or 50 RPM differential between man etos) Carb Heat – ON [Verify Carb Temp increase & Engine RPM de crease] Engine Instruments – CHECK Amps & Volts – Check 14. Throttle – BACK TO IDLE [900 – 1000 RPM] 15. Throttle Friction Lock – ADJUST 16. COM Frequency – SET 17. GPS Flight Plan – CONFIRM AS DESIRED 18. Transponder – SET [1200 / VFR] / AS ASSIGNED 19. Brakes – RELEASE BEFORE TAKE OFF 1. Flaps – AS NEEDED 2. Fuel Valve – ON (PUSH FULL IN) 3. Mixture – RICH (PUSH FULL IN) 4. Carb Heat – OFF (PUSH FULL IN) 5. Lights – ON AS REQUIRED 6. Brakes – RELEASE NORMAL TAKE-OFF 1. Control Stick – HALFWAY BETWEEN NEUTRAL AND AFT 2. Throttle – SMOOTHLY PUSH FULL IN 3. Directional Control – MAINTAIN (use differential braking until rudder becomes effective) 4. Elevator Control – LIFT NOSE WHEEL AT 45-50 KIAS CLIMB OUT 1. Airspeed – 60 KIAS (Vx) – 75 KIAS (Vy) – 85 KIAS (Cruise climb) 2. Wing Flaps – RETRACT AT SAFE ALTITUDE 3. Trim – AS REQUIRED 4. Engine Instruments – CHECK 5. Landing Light – PULSE / STEADY 6. Autopilot – AS REQUIRED CRUISE 1. Flaps – CHECK UP 2.Trim – AS NEEDED 3. Airspeed – AS NEEDED [Above 103 KIAS in smooth air only] 4. Power – 2200 – 2700 RPM (2750 RPM max) 5. Mixture – LEAN WHEN BELOW 75% POWER [Monitor EMS page for PEAK leaning] 6. Engine Instruments – CHECK & MONITOR DESCENT 1. ATIS – Get Information 2. Altimeter – SET 3. Autopilot – ADJUST AS REQUIRED 4. Carb Heat – AS NEEDED 5. Throttle – REDUCE AS NEEDED 6. Airspeed – AS DESIRED 7. Mixture – ADJUST AS NEEDED [PUSH IN] 8. Flaps – AS NEEDED [Below 90 KIAS] 9. Trim – AS REQUIRED 10. Landing Light – PULSE / STEADY AT NIGHT 11. Autopilot - OFF BEFORE LANDING 1. C – Carb Heat – ON (PULL OUT - IF NEEDED) 2. G – Gas (Fuel) Valve – ON (PUSH FULL IN) 3. U – Undercarriage – SAFE FOR LANDING 4. M – Mixture – FULL RICH 5. P – Preparation – CABIN SECURE 6. S – Safety – SEAT BELTS SECURE 7. Autopilot – OFF NORMAL APPROACH TO LANDING 1. Downwind Leg – 80 KIAS / Flaps 20 2. Base Leg – 70 KIAS / Flaps 20 3. Final – 60 KIAS / Flaps 20 or 40 4. Touchdown – 55 KIAS / Flaps 20 or 40 5. Brakes – MINIMUM REQUIRED AFTER LANDING 1. Flaps – RETRACT 2. Carb Heat – OFF (PUSH FULL IN) 3. Mixture – LEAN (PULL OUT) 4. Landing Light – PULSE / STEADY 5. Strobe Light – STROBE / NAV SHUT DOWN / SECURING AIRPLANE 1. Brakes – PRESS & HOLD 2. Throttle – IDLE 3. Mixture – PULL OUT [CUT-OFF] 4. Lights – OFF 5. ELT – CHECK LIGHT OFF & CHECK SIGNAL ON 121.5 MHZ 6. Ignition – OFF 7. Alternator Field Switch – OFF 8. Autopilot Switch – OFF 9. Avionics Switch – OFF 10. Master Switch – OFF 11. SECURE / TIE DOWN V-SPEED REFERENCE CARD FLIGHT PHASE V speed KIAS Take-Off & Climb Vr (Normal) 60 Vr (Short/Soft) 55/F20 Vx 60/F20 Vy 75 Cruise Climb 85 In-Flight Va 90 Vfe 90 Vs 50 Vso 46 Vno 103 Vne 131 Vglide (min sink) 59 Vglide (max dist) 63 Maneuvers Chandelle/Lazy 8 95 Steep Turns 95 Approach Downwind/Base/Fi- nal 80/70/60 Landing Normal 60 Short 55 Balked 60/F20 ENGINE PERFORMANCE CARD Tachometer Normal Range (green arc) 900 to 2750 RPM Caution Range (yellow arc) 675 to 900 RPM Maximum (red line) above 2750 RPM Cylinder Head Temperature Minimum for Take-Off 205°F Normal in Cruise (green arc) 205° to 385°F Caution Range (yellow arc) 385° to 445°F Maximum (red line) 445°F Oil Temperature Minimum for Take-Off 75°F Normal in Cruise 170° to 220°F Caution Range (yellow arc) 220° to 240°F Maximum (red line) 240°F Oil Pressure Minimum at Idle (red line) 10 PSI Normal Operation 30 to 60 PSI Maximum – Cold (red line) 100 PSI Fuel Pressure Minimum 0.1 PSI Maximum (red line) 6.0 PSI *0.3 PSI in the system when SkyView displays 0 PSI and Fuel on PERFORMANCE PROCEDURES SHORT FIELD TAKE-OFF 1. Wing Flaps – 20° 2. Carb Heat – OFF (PUSH FULL IN) 3. Brakes – APPLY 4. Mixture – RICH 5. Throttle – FULL IN 6. Brakes – RELEASE 7. Directional Control – MAINTAIN 8. Lift – OFF – 50 to 55 KIAS 9. Climb – 60 kts (best angle of climb) until clear of obstacle 10. Wing Flaps – RETRACT SLOWLY (WHEN AIRSPEED IS ABOVE 60 KIAS) SOFT FIELD TAKE-OFF For soft field takeoff, use the normal take-off procedures with the follow- ing exceptions: 1. Wing Flaps – 20° 2. Carb Heat – OFF (PUSH FULL IN) 3. Mixture – RICH 4. Throttle – PUSH FULL IN 5. Elevator Control – RAISE NOSE TO TAKEOFF ATTITUDE 6. Lift – OFF – AS EARLY AS POSSIBLE 7. After Lift – OFF – LEVEL FLIGHT TO OBTAIN SAFE MARGIN OF AIR- SPEED PRIOR TO CLIMB 8. Climb – 60 KIAS (Vx) UNTIL CLEAR OF OBSTACLE WARNING THE AIRCRAFT WILL LIFT OFF AT VERY LOW KIAS BUT CONTINUED CLIMB OUT BELOW 60 KTS IMMEDIATELY AFTER TAKE OFF IS NOT RECOMMENDED. ENROUTE CLIMB 1. Throttle – FULL 2. Mixture – RICH 3. Airspeed – Best Angle (VX) 60 KIAS (Flaps – 20°) Best Rate (VY) 75 KIAS (Flaps – UP) Cruise-climb 85 KIAS (Flaps – UP) 4. Trim – AS REQUIRED SHORT FIELD LANDING Use of normal landing procedures in addition: 1. Flaps – 40 ° (FULL DOWN) 2. Approach Airspeed – 55 KIAS 3. Throttle – AS DESIRED TO CONTROL RATE OF DESCENT 4. Touchdown - FIRMLY 5. Braking - MAXIMUM AS NEEDED FOR MINIMUM GROUND ROLL Slip aircraft as necessary to increase rate of descent BALKED LANDING Use of normal landing procedures in addition at the time of going around: 1. Throttle – FULL OPEN 2. Carburetor Heat – OFF (PUSH FULL IN) 3. Wing Flaps – RETRACT TO 20° 4. Climb Speed – 65 KIAS / Flaps 20° [UNTIL CLEARED OF OBSTACLE] 5. Climb Speed – 75 KIAS / FLAPS UP [AFTER CLEAR OF OBSTACLE] 6. Flaps – RETRACT to 0° AT SAFE ALTITUDE AND 75 KIAS HOT WEATHER PROCEDURES WARNING PROLONGED HIGH OIL, CHT, & EGT TEMPERATURES WILL LEAD TO ENGINE DAMAGE. THE FOLLOWING PROCEDURES ARE AIMED AT REDUCING HIGH TEM- PERATURES IN THE ENGINE. PLEASE SEE THE ENGINE PERFORMANCE CARD FOR NORMAL OPER- ATING RANGES. TAKE OFF and/ or CLIMB OUT Use normal takeoff & climb out procedures, then when practical: Airspeed - Cruise - climb 85 KIAS (Flaps - UP) Throttle - ESTABLISH MANIFOLD PRESSURE of 24’’ or less for Airspeed Mixture - RICH Trim - AS REQUIRED Monitor Engine Temperatures ENROUTE CLIMB Airspeed - Cruise - climb 85 KIAS Throttle - ESTABLISH MANIFOLD PRESSURE of 24’’ or less for Airspeed Mixture - RICH Trim - AS REQUIRED Monitor Engine Temperatures EMERGENCY CHECKLIST FIRES ENGINE FIRE DURING START ON GROUND If the fire is believed to be confined to the intake or exhaust system (result of flooding engine): ΅ Continue cranking engine with starter ΅ Throttle – FULL OPEN ΅ Mixture – IDLE CUT-OFF ΅ Inspect aircraft thoroughly for damage and cause prior to restart If fire persists or is not limited to intake or exhaust system: ΅ Fuel Shut-Off Valve – PULL OUT – OFF ΅ Electrical switches – ALL OFF ΅ Ignition switch – OFF ΅ Exit Aircraft Direct fire extinguisher through the air outlet tunnel at the bot- tom of the cowl Inspect Aircrat thoroughly for damage and cause prior to restart ENGINE FIRE IN FLIGHT ΅ Fuel Valve – OFF (PULL OUT) ΅ Ignition Switch – OFF ΅ Effect an expedited descent and land immediately ΅ Establish Glide Speed – 63 KIAS ΅ Trim – AS REQUIRED ΅ Radio – MAYDAY 121.5 MHz (or frequency in use) ΅ On Final Approach – Master Switch – OFF WARNING DO NOT ATTEMPT TO RESTART ENGINE /////////////// /////////////// ALTERNATOR/ELECTRICAL FAILURE An alternator failure is indicated by a voltage indication less than 13.5 volts. ΅ Turn OFF all non-essential electrical equipment to conserve battery power. WARNING ELECTRICAL FUEL PUMP OPERATION DEPENDS UPON SUFFICIENT BATTERY POWER. TURN FUEL PUMP ON ONLY IN CASE OF LOW FUEL INDICATION ON THE EFIS. ΅ Avionics switch – OFF NOTE The primary EFIS and GPS will continue to operate on their internal battery. ΅ Land as soon as possible as the battery will furnish electrical power for a limited time only. OVERVOLTAGE CONDITION An overvoltage condition is indicated by a voltage indication in excess of 14.8 volts. ΅ ALT switch – OFF ΅ Turn OFF all non-essential electrical equipment to conserve battery power. ΅ Airspeed – 60 kts (55 kts minimum) ΅ Flaps – DOWN after intended point of landing assured ΅ Touchdown with minimum airspeed particularly if landing on rough terrain. /////////////// /////////////// ELECTRICAL FIRE An electrical fire is usually indicated by an odor of hot or burning insulation. ΅ Electrical Switches – ALL OFF (Both Master and Alternator ΅ or OFF) (leave ignition switches ON) ΅ Doors &/or Air Vent – OPEN if necessary for smoke removal and ventilation ΅ Use hand fire extinguisher if available ΅ Land immediately (or as soon as practical if location for safe landing is not available) The battery will furnish electrical power for a limited time only. /////////////// /////////////// ENGINE MALFUNCTION ENGINE FAILURE ON TAKE-OFF WARNING IN THE EVENT OF ENGINE FAILURE, THE CONTROL STICK MUST BE IMMEDIATELY AND AGGRESSIVELY MOVED FORWARD TO PREVENT LOSS OF AIRSPEED. ΅ Airspeed – 60 kts IAS (55 kts IAS minimum) If airborne and sufficient runway remains: ΅ Throttle – CLOSED ΅ Land using maximum braking after touchdown. If airborne and insufficient runway remains for landing, attempt an engine restart if altitude permits: ΅ Ignition Switch – BOTH ΅ Fuel Shut-Off Valve – CHECK ON – PUSH ΅ Mixture – FULL RICH - PUSH ΅ Fuel Pump – ON ΅ Carburetor Heat - ON - PULL If no restart is possible: ΅ Select most favorable landing area ahead ΅ Flaps – FULL DOWN ΅ Fuel Shut-Off Valve – OFF ΅ Ignition switch – OFF WARNING MAINTAIN FLYING SPEED AT ALL TIMES AND DO NOT ATTEMPT TO TURN BACK TOWARD THE RUNWAY UNLESS SUFFICIENT ALTITUDE HAS BEEN ACHIEVED. Just before touchdown: ΅ Master switch – OFF ΅ Touchdown with minimum airspeed particularly if landing on rough terrain. /////////////// /////////////// ENGINE AIR RESTART ΅ Maintain Airspeed – 60 kts IAS (55 kts IAS minimum) ΅ Ignition Switch – BOTH ΅ Fuel Shut-Off Valve – CHECK ON – DOWN ΅ Mixture – FULL RICH – PUSH ΅ Fuel Pump – ON ΅ Carburetor Heat – ON ΅ Engine starter may be engaged when propellor stops wind- milling. (Properller will not windmill below 70 KIAS.) ΅ If restart not possible, change throttle and/or mixture set- tings in attempt to restart ΅ Follow “Forced Landing Procedure” if unable to restart PARTIAL POWER LOSS/ROUGH RUNNING ΅ Follow the engine air restart procedures ΅ Land as soon as possible using “Precautionary Landing Ap- proach” procedures ABNORMAL OIL PRESSURE/TEMPERATURE INDICATIONS Oil pressure and temperature problems are usually related with one affecting the other. Before any drastic action is taken, cross check other engine instruments and control settings in an attempt to deter- mine the source of the problem. High oil temperature is generally a result of loss of oil or overheating (note CHT). If the situation remains unchecked, oil pressure usually drops resulting in possible engine damage. Power should be reduced while maintaining cruise airspeed; land as soon as practical. Low or zero oil pressure is usually caused by a failed pressure relief valve, oil pump, loss of oil, 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 en- gine failure is possible at any time. /////////////// /////////////// LANDING EMERGENCIES PRECAUTIONARY LANDING APPROACH A precautionary landing approach should be used whenever power is still available. But, a complete power failure is considered immi- nent. Maintain a higher and closer pattern than normal in attempt to remain in gliding distance of the intended touchdown point. Use the normal landing procedures in addition: ΅ Airspeed – 60 kts recommended (55 kts minimum) ΅ Throttle – CLOSED when in gliding distance of runway ΅ Flaps – LOWER AS NEEDED to increase approach descent angle NOTE Slipping the aircraft by cross controlling the rudder and ailerons will increase the rate of descent either with or without flaps. NOTE If a crosswind exists, place the lower wing into the wind. INDICATED AIRSPEED IN A FULL RUDDER DEFLECTION SLIP IS 3 KT HIGHER THAN IN COORDINATED FLIGHT. /////////////// /////////////// FORCED LANDING (Complete Power Failure) If the engine cannot be restarted in flight, trim the aircraft to the rec- ommended glide speed (63 KIAS). Remain within gliding distance of the intended point of landing. Maintain a higher and closer pattern than normal, making allowance for wind. Extending flaps or slipping the aircraft can lose additional altitude. Diving the aircraft in an attempt to lose altitude when flying into a headwind will only increase the required landing distance. ΅ Maintain a higher and closer pattern than normal making allow- ance for wind. ΅ Fuel Valve – OFF (PULL OUT) ΅ Flaps – UP to maximize glide range ΅ Radio – MAYDAY 121.5 MHz (or frequency in use) ΅ Ignition Switch – OFF On Final Approach: ΅ Airspeed – 60 kts (55 kts minimum) ΅ Flaps – DOWN (After intended point of landing assured) ΅ Master switch – OFF ΅ Touchdown with minimum airspeed particularly if landing on rough terrain. DITCHING Should it become necessary to make a forced landing over water, follow the “Forced Landing Procedures” in addition to the following: On Final Approach: ΅ Land into wind if high winds are evident or parallel to swells with calm winds ΅ Flaps – UP (allows higher nose attitude at touchdown) ΅ Door – UNLATCH ( just before touchdown) ΅ Contact the water with nose high attitude ΅ After coming to complete stop – EXIT AIRCRAFT NOTE Aircraft cannot be depended upon to provide flotation after contacting the water. /////////////// /////////////// UNUSUAL FLIGHT CONDITIONS SEVERE TURBULENCE To prevent overstressing the aircraft do not exceed 103 KIAS in rough air. To minimize personal discomfort, decrease the KIAS below 90 kts. Maintain a level flight attitude rather than flying by reference to the EFIS as the pitot-static indications may become very erratic. STALLS The RANGER R7 stall characteristics are conventional. Additionally, the RANGER R7 is equipped with an Angle of Attack (AoA) system that warns of impending stall via visual indication and audio indica- tions beginning approximately 5 knots above stall speed. 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 ailerons placed in a neutral position. To recover from a stall, proceed as follows: ΅ Nose attitude – LOWER with relaxation of back pressure on control stick ΅ Throttle – FULL OPEN simultaneously with relaxation of back pressure on stick ΅ Use rudder to maintain lateral control /////////////// /////////////// SPINS If a spin is inadvertently entered, immediate recovery should be ini- tiated. The recovery procedure is as follows: ΅ Throttle – CLOSED ΅ Rudder – FULL DEFLECTION opposite direction of rotation ΅ Elevator – SLIGHTLY FORWARD OF NEUTRAL ΅ Ailerons – NEUTRAL POSITION When rotation stops (1/2 – 1 turn after recovery initiated): ΅ Rudder – NEUTRALIZE ΅ Nose Attitude – RAISE smoothly to level flight attitude WARNING DURING THE SPIN RECOVERY, THE AIRSPEED WILL BUILD VERY RAPIDLY WITH A NOSE LOW ATTITUDE. DO NOT USE FULL OR ABRUPT ELEVATOR CONTROL MOVEMENTS. RUNAWAY TRIM MOTOR If the trim motor should begin to run uncommanded in either direc- tion the following actions should be taken: ΅ Autopilot Switch - OFF ΅ Elevator - HOLD against out of trim condition ΅ (Airspeed may be reduced as a way to lessen the amount of stick force required to maintain level flight) ΅ Land as soon as possible /////////////// /////////////// IN-FLIGHT OVERSTRESS Should an overstress occur due to exceeding the airspeed and/or load factor limits, aggressive maneuvering should be immediately terminated. Fly at a reduced airspeed (65 – 75 kts) IAS to a suitable landing point. DO NOT under any circumstances make large control movements or subject the aircraft to additional G loadings above that required for straight and level flight. After landing, the aircraft should be inspected by a mechanic or re- pairman prior to the next flight. /////////////// /////////////// Date: 11/14/19