Pilot's Operating Handbook - Citabria and Decathlon for Fly!II

Citabria Normal Operating Procedures

General
Preflight Inspection
Before Starting
Starting
Taxi
Before Take-Off
Take-Off (Normal)
Take-Off (Obstacle)
Take-Off (Soft Field)
Climb
Cruise
Aerobatics
Descent
Landing (Normal)
Landing (Obstacle)
Shutdown

General

This section covers all recommended normal operating procedures using a checklist format whenever possible with additional information if further explanation is required.
Note: All recommended airspeeds in this section are INDICATED AIRSPEEDS (IAS) with the aircraft loaded to the maximum gross weight of 1650 lbs.

Preflight Inspection

1. Cabin

a. Cabin Door.- CHECK condition, security
b. Flight Control - CHECK freedom of movement
c. Magneto and Electrical Switches - OFF (check operation of lights if required and stall warning system with respective switches ON)
d. Fuel Quantity Gauges - CHECK quantity
e. Fuel Shut-Off Valve - ON
f. Seat Belts- CHECK CONDITION - SECURE rear belt and harness if not in use
g. Emergency Locator Transmitter - ARMED

2. Right Wing

a. Wing Root Fairing - CHECK - secure
b. Flaps - CHECK - condition, freedom of movement, security (7GCBC)
c. Aileron - CHECK- condition, freedom of movement, security
d. Wing Tip and Light - CHECK - condition
e. Wing and Struts - CHECK - condition, security
f. Tie-Down - REMOVE
g. Pitot-Static Tube - CHECK - unobstructed (visual check only)
h. Fuel - CHECK- quantity, colour, cap secure

3. Right Main Gear

a. Chocks - REMOVE
b. Tyres - CHECK condition, inflation
c. Brakes - CHECK condition, leakage

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

5. Left Main Gear

a. Same as right main gear

6. Left Wing

a. Same as right wing, in addition
b. Fuel Vent- CHECK unobstructed
c. Stall Warning vane -CHECK freedom of movement (if installed)

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 Antenna(s) - CHECK secure

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, security
e. Tie-Down -REMOVE

9. Fuselage (Right Side)

a. Same as fuselage left side (no fuel drain on right side)

Before Starting

1. Seat Belts/Shoulder Harness - FASTENED
2. Fuel Shut-Off Valve - ON
3. Brakes - SET
4. Electrical Switches - OFF
5. Cabin Door- CLOSED (windows as desired)

Starting

1. Master Switch - ON
2. Magneto Switches - ON(2)
3. Throttle -CRACKED OPEN (1/2" - 1")
4. Alternate Air - COLD
5. Mixture - FULL RICH
6. Fuel Boost Pump - ON until fuel pressure is indicated then OFF (priming)
7. Mixture - IDLE CUT-OFF
8. Propeller - CLEAR, front and rear
9. Starter - ENGAGE, release after engine fires
10. Mixture - FULL RICH after engine fires
11. Throttle - 1000-1200 RPM
12. Oil Pressure - CHECK, must indicate pressure within 30 seconds maximum
13. Radio/Light Switches - AS DESIRED

The use of the fuel primer will vary with each engine and temperature condition. If the engine is warm, little or no prime is required. During cold weather conditions, increase the priming time with the mixure control and fuel boost pump.

Caution: Do not over prime or excessively pump the throttle due to the resulting fire hazard.

To clear an engine that has been flooded due to excessive priming, proceed as follows:

1. Fuel Boost Pump - OFF
2. Mixture - IDLE CUT-OFF
3. Throttle - FULL OPEN
4. Magneto Switches - OFF
5. Starter - ENGAGE for several propeller revolutions
6. Repeat normal starting procedures using no prime

Caution: Limit the use of the starter to 30 seconds duration maximum with a 2 minute cooling off period between each starter engagement. During cold weather operation, (below 20°F) it is recommended that the engine be pre-heated by directing warm air through the opening in the bottom or front of the engine cowl. This practice will prolong the service life of the engine and starter.

During ground operation, the mixture should be FULL RICH and the alternate air COLD to insure good engine cooling and filtered air. Prolonged idle below 1000 RPM is not recommended due to plug fowling and insufficient cooling air when the aircraft is not in motion.

Taxi

Taxi operations during high winds requires the conventional use of the flight controls. With a head wind or quartering head wind, place the control stick full aft and into the wind. With a tail wind or quartering tail wind, use the opposite procedures. The use of the wheel brakes in conjunction with the rudder will assist the pilot in maintaining directional control.

Before Take-off

1. Brakes - SET
2. Flight Controls - CHECK freedom of movement, proper operation.
3. Elevator Trim - SET take-off position
4. Flight Instruments/Radio(s) - CHECK and SET
5. Flaps - SET as desired (7GCBC only)
6. Fuel shut-off Valve - ON
7. Mixture - FULL RICH (lean as required for high altitude)
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) Alternate Air - CHECK operation then return to COLD position
---c) Engine Instruments - CHECK normal indications
---d) Throttle - 1000 RPM
10. Fuel Boost Pump - ON
11. Cabin Door and windows - CLOSED and LATCHED
12. Seat Belts/Shoulder Harness - FASTENED

Take-Off (Normal)

1. Flaps - UP (7GCBC)
2. Throttle - FULL OPEN applying smoothly
3. Engine Instruments - CHECK normal indications
4. Attitude - RAISE TAIL to level flight attitude
5. Lift-off - 48-52 KIAS
6. Climb - 65-70 KIAS

Take-off characteristics are conventional. It is recommended to raise the tail with elevator as soon as possible for better forward visibility and directional control.

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 take-offs are accomplished by using the normal take-off procedures with the addition of leaning the mixture control for smooth engine operation.

Take-Off (Obstacle)

During an obstacle take-off, use the normal take-off procedures with the following exceptions:

1. Flaps -SET 14° (2nd notch, 7GCBC only)
2. Lift -off - 43-48 KIAS
3. Climb - 50 KIAS (best angle of climb) until clear of obstacle

Take-Off (Soft Field)

1. Flaps - SET 14° (2nd notch, 7GCBC only)
2. Attitude -TAIL LOW but clear of ground
3. Lift-off - ASSIST using elevator
4. After Lift-off - LEVEL FLIGHT to obtain safe margin of airspeed prior to climb
5. Flaps - UP (7GCBC only)

Warning: The aircraft will lift-off at very low IAS but continued climb-out below 50 KIAS immediately after take-off is not recommended.

Climb

1. Throttle - FULL OPEN
2. Mixture - FULL RICH below 5000 feet
3. Airspeed - 65-70 KIAS

For maximum performance climbs, use full throttle and the following conditions:

Best Rate of Climb

1) Flaps - UP
2) Airspeed - 60 KIAS

Best Angle of Climb

1) Flaps - 14° (2nd notch, 7GCBC only)
2) Airspeed - 50 KIAS

Cruise

1. Level-Off - TRIM
2. Airspeed - ACCELERATE to desired cruise airspeed
3. Throttle - SET RPM to cruise power (normal cruise @ 2300 RPM)
4. Fuel Boost Pump - OFF
5. 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: Range and endurance information is based on a properly leaned fuel mixture. Failure to lean the fuel mixture will increase fuel consumption appreciably.

Aerobatics

The Citabria is certified in the Acrobatic Category. However, this desirable capability also places a much greater demand on the pilot's ability, knowledge of the aircraft and current regulations. The following information is provided to make aerobatic flying enjoyable, with the utmost emphasis on safety.

Federal Aviation regulations (FARSs) Part 9171 specify the airspace and altitudes required for aerobatic flight. The minimum altitude of 1500 FT AGL is the pilot's greatest safety factor and should not be compromised. The wearing of approved parachutes is specified in Part 91.15. It is strongly recommended that parachutes always be worn during aerobatic flight.

The Citabria structure is designed to withstand a maximum load factor of +5 G's and -2 G's at maximum gross weight of 1650 lbs. (Includes approximately 500lbs. Useful load) and below. A change in the gross weight also changes the effective load factor limit. To fly at reduced weights increases the safety factor and improves performance. To fly above 1650 lbs. is not only prohibitive, but also greatly increases the chances of a serious overstress resulting in damage or possible structural failure.

The Citabria exhibits excellent control response and stability. However, to maintain this for aerobatic flight, the rear centre of gravity (C.G.) limit is critical. The rear C.G. is therefore reduced when flying in the Acrobatic Category. This limit is specified in section 1. The flight envelope in section V also reflects this change. For this reason, baggage is NOT allowed during aerobatic flight. Also, all personal equipment (charts, flight computer, etc.) should be properly secured.

A person learning to fly must be taught how to do so safely. The same holds true for a pilot learning aerobatics. To attempt an aerobatic manoeuver with no prior instruction is extremely dangerous and NOT recommended.

Aerobatic flight places a greater demand on both the pilot and aircraft. A thorough pre-flight inspection/evaluation for both is considered essential. The pilot must know and abide by the limitations of the aircraft and his own personal limitations as well. At the completion of the flight, a post-flight inspection of the aircraft should also be conducted. If any discrepancies or doubts exist that concern airworthiness, consult a mechanic prior to the next flight.

Descent

1. Mixture - FULL RICH
2. Throttle - REDUCE as desired
3. 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.

Landing (Normal)

1. Seat and Shoulder Harness - FASTENED
2. Mixture - RICH
3. Fuel boost Pump - ON
4. Brakes - CHECK FIRM (Park Brake - OFF)
5. Flaps - AS DESIRED (14° degrees normal)
6. Approach Airspeed - 60 KIAS
7. Throttle - AS DESIRED to control rate of descent
8. After Touchdown - FLAPS UP (7GCBC) - Brake as desired

Aircraft landing characteristics are conventional. Either wheel landings or full stalls (3 point) are permissible. During gusty wind conditions, increase airspeed approximately 5 Kts above normal followed by a wheel landing. Full stall (3 point) landings are recommended for soft or rough fields. Cross wind approaches can best be accomplished by using the wing down top rudder method followed by a wheel landing. 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 tail wheel is in contact with the ground. For maximum braking, the control stick should be FULL AFT.

Landing (Obstacle)

Use of normal landing procedures in addition:

1. Flaps - FULL DOWN (7GCBC)
2. Approach Airspeed - 52 KIAS
3. Throttle - AS DESIRED to control rate of descent

Warning: A relatively high rate of descent is possible in this configuration when at full gross weight and the throttle closed. If airspeed is allowed to decrease below 52 KIAS, level off can only be assured with an application of power.

Shutdown

1. Brakes - SET
2. Electrical Equipment - OFF
3. Mixture - IDLE CUT-OFF
4. Magnetos/Master Switch - OFF after propeller stops
5. Controls - SECURE with lap belt around forward control stick only
6. Wheels - CHOCKED
7. Wing/Tail Tie Downs - SECURE

Note: If high winds are anticipated, the aircraft should be hangared. If the aircraft must be left out, park into the wind and use additional tie-down ropes for security. Place the flaps in the FULL DOWN position (7GCBC) and secure forward control stick with the lap belt.