110CF
From Blue Horizons Flying Club, Toledo, OH
| ||
| Tail Number | N110CF | |
|---|---|---|
| Manufacturer | Piper Aircraft | |
| Model Year | 1975 | |
| Type | PA-32-300 | |
| Equipment | IFR Certified Garmin GNS-430 NAV/COM/GPS Autopilot | |
| Hourly Rate | $145 | |
| V-Speeds | ||
| VA | 149mph | |
| VX | 95mph | |
| VY | 105mph | |
| VS1 | 70mph | |
| VS0 | 63mph | |
| VFE | ||
| Vglide | 100mph | |
| Vr | 65mph - 70mph | |
| Weight and Balance | ||
| Basic Empty | 1978lb | |
| Max Gross | 3400lb | |
| Fuel Capacity | 504lb (84gal) | |
| Payload | 918lb | |
| Maintenance | ||
| Main Gear | 600x6 8-ply 35psi - 40psi | |
| Nose Gear | 500x5 8-ply 28psi - 30psi | |
| Engine Oil | Exxon Elite 20w50 Capacity=12qt Target=11qt | |
| Type Certificate | A3SO | |
| Insurance | ||
| Effective Dates | Dec 14th 2008 - Dec 13th 2009 | |
| Insurance Documents | ||
Contents |
Description
Procedures
Preflight
Planning
Plan on 130kts at low to mid weights below 8000' running 75% power, use 120kts at gross or high ambient temperature. Higher speeds can be gained at higher altitudes but engine output drops off fairly rapidly. Higher is most useful eastbound where tailwinds can improve ground speeds considerably.
Fuel Management
This aircraft has 4 fuel tanks - 2 main wing tanks of 25 gallons each and 2 wingtip tanks of 17 gallons each for a total of 84 gallons. The fuel selector chooses between ONE of the 4 tanks - fuel flows ONLY from the selected tank. If you run a tank dry it can take up to 11 seconds to get fuel back to the engine after switching tanks - be very careful not to run a tank dry at low altitudes.
When fueling the aircraft fill the tip tanks first, then the mains. Burn fuel from the main tanks first and then the tip tanks. If you need to fly with reduced fuel keep the majority of the fuel in the tip tanks.
Fuel burn is roughly 16gph at 75% power and 24gph at takeoff power.
Weight & Balance
Notice: The following information is for advisory purposes ONLY. Consult the actual aircraft flight manual for current values.
110CF has a basic empty weight of 1,978.3 lbs with an arm of 80.7959 inches giving the moment as 159,838.5.
Arms for the aircraft are:
Pilot and Front Passenger: 85.5 Center Passengers: 118.1 Rear Passengers: 155.7 Fuel: 95.0 Forward Baggage: 42.0 Rear Baggage: 178.7
The acceptable CG limit graph is below.
Maximum passenger and baggage weight is 3112 lbs - the remaining 288lbs must be in fuel only (48 gallons). This gives you 6 170 lbs passengers, 112 lbs of baggage, and 48 gallons of gas - enough for a short flight anyway.
A Excel spreadsheet is available to assist in planning: W&B Files
Start
110CF is a fuel injected engine without a separate primer. To prime the engine place the mixture control at cutoff, throttle approx 1" open, prop full forward, fuel pump on. Advance the mixture control full forward until flow appears on the fuel flow gauge. Note that you will not see fuel flow if the throttle is not open far enough. Return the mixture control to cutoff. This serves to provide just enough fuel to the engine to start. If you leave the mixture forward too long you will flood the engine. Clear the prop area. With the mixture in cutoff crank the engine. When the engine starts (actually running - not just a cylinder firing) release the starter and move the mixture control full forward and adjust the throttle for warmup idle (approx 1000rpm). Check engine gauges for correct oil pressure.
If the engine fires and dies before or while advancing the mixture return the mixture to cutoff and attempt to start the engine (without additional priming). If the engine does not fire within a few seconds stop cranking and repeat the original priming sequence.
Turn off the electric fuel pump after the engine starts - you do not want to taxi with the pump on - if you do the first indication of a engine driven pump failure will be when you turn off the electric fuel pump after takeoff.
Hot Starts: When priming the engine fuel flow will continue to indicate on the gauge for several seconds after the mixture is pulled back to cutoff - this is caused by fuel in the lines evaporating and is not a problem. Very minimal priming is needed when the engine is hot.
Cold (winter) Starts: Preheating the engine makes life much easier - both for the engine and the pilot. Additional priming fuel is needed and is supplied by leaving the mixture control forward longer. A delay of 10 to 20 seconds between priming and cranking allows the fuel to vaporize and makes starting easier (make sure you read that right - DO NOT prime for 20 seconds - it's a delay between priming and cranking).
Pre-Takeoff
Use the checklist in the aircraft.
Normal Takeoff
One notch of flaps (10 degrees). Smoothly apply full power while tracking the centerline. Accelerate to ~75 mph and add back pressure to the yoke to rotate the aircraft. Accelerate to 95 mph for the initial climb. Once in stable climb retract the flaps and accelerate to 105 mph. Reduce throttle to 25 inches manifold pressure and RPM to 2500 upon reaching 1000' AGL and turn off the fuel pump. Continue to climb at 2500 rpm and 25" manifold pressure - additional throttle will be needed to maintain 25" manifold pressure as you climb higher. Leaning of the fuel mixture can be started once the engine is at or below 75% power or the aircraft is above 5000' (since the engine won't make more than 75% power above 5000'). Initial leaning can be made by watching the fuel flow indicator (adjust to match % of power). Final leaning once at cruise altitude and airspeed should be made using the EGT gauge.
Normal Landing
A normal landing is made with full flaps. Airspeeds are 90mph on final, slowing to 80mph on short final and touchdown at or near 70mph.
