Private Pilot-Oral Exam-Determining Performance And Limitations

Front 1

A. Aerodynamics
1. What are the four dynamic forces that act on an airplane during all maneuvers?

Back 1

Lift - the upward acting force
Gravity - or weight, the downward acting force
Thrust - the forward acting force
Drag - the backward acting force

Hint 1

FAA-H-8083-25

Front 2

A. Aerodynamics
2. What flight condition will result in the sum of the opposing forces being equal?

Back 2

In steady-state, straight-and-level, un-accelerated flight, the sum of the opposing forces is equal to zero. There can be no unbalanced forces in steady, straight flight (Newton's Third Law). This is true whether flying level or when climbing or descending. This simply means that the opposing forces are equal to, and thereby cancel the effects of, each other.

Hint 2

FAA-H-8083-25

Front 3

A. Aerodynamics
3. What is an airfoil? State some examples.

Back 3

An airfoil is a device which gets a useful reaction from air moving over its surface, namely LIFT. Wings, horizontal tail surfaces, vertical tail surfaces, and propellers are examples of airfoils.

Hint 3

FAA-H-8083-25

Front 4

A. Aerodynamics
4. What is "angle of incidence"?

Back 4

The angle of incidence is the angle formed by the longitudinal axis of the airplane and the chord of the wing. It is measured by the angle at which the wing is attached to the fuselage. The angle of incidence is fixed and cannot be changed by the pilot.

Hint 4

FAA-H-8083-25

Front 5

A. Aerodynamics
5. What is a "relative wind"?

Back 5

The relative wind is the direction of the airflow with respect to the wing. When a wing is moving forward and downward the relative wind moves backward and upward. The flight path and relative wind are always parallel but travel in opposite directions.

Hint 5

FAA-H-8083-25

Front 6

A. Aerodynamics
6. What is the "angle of attack"?

Back 6

The angle of attack is the angle between the wing chord line and the direction of the relative wind; it can be changed by the pilot.

Hint 6

FAA-H-8083-25

Front 7

A. Aerodynamics
7. What is "Bernoulli's Principle"?

Back 7

Bernoulli's Principle - The pressure of a fluid (liquid or gas) decreases at points where the speed of the fluid increases. In the case of airflow, high speed flow is associated with low pressure and low speed flow with high pressure. The airfoil of an aircraft is designed to increase the velocity of the airflow above its surface, thereby decreasing pressure above the airfoil. Simultaneously, the impact of the air on the lower surface of the airfoil increases the pressure below. This combination of pressure decrease above and increase below produces lift.

Hint 7

FAA-H-8083-25

Front 8

A. Aerodynamics
8. What are several factors which will affect both lift and drag?

Back 8

Wing area - Lift and drag acting on a wing are roughly proportional to the wing area. A pilot can change wing area by using certain types of flaps (i.e., Fowler flaps).

Shape of the airfoil - As the upper curvature of an airfoil is increased (up to a certain point) the lift produced increases. Lowering an aileron or flap device can accomplish this. Also, ice or frost on a wing can disturb normal airflow, changing its camber, and disrupting its lifting capability.

Angle of attack - As angle of attack is increased, both lift and drag are increased, up to a certain point.

Velocity of the air - An increase in velocity of air passing over the wing increases lift and drag.

Air density - Lift and drag vary directly with the density of the air. As air density increases, lift and drag increase. As air density decreases, lift and drag decrease. Air density is affected by these factors: pressure, temperature, and humidity.

Front 9

A. Aerodynamics
9. What is "torque effect"?

Back 9

Torque effect involves Newton's Third Law of Physics - for every action, there is an equal and opposite reaction. Applied to the airplane, this means that as the internal engine parts and the propeller are revolving in one direction, an equal force is trying to rotate the airplane in the opposite direction. It is greatest when at low air-speeds with high power settings and a high angle of attack.

Hint 9

FAA-H-8083-25

Front 10

A. Aerodynamics
10. What effect does torque reaction have on an airplane on the ground and in flight?

Back 10

In flight - torque reaction is acting around the longitudinal axis, tending to make the airplane roll. To compensate, some of the older airplanes are rigged in a manner to create more lift on the wing that is being forced downward. The more modern airplanes are designed with the engine offset to counteract this effect of torque.

On the ground - during the takeoff roll, an additional turning moment around the vertical axis is introduced. As the left side of the plane is being forced down, more weight is being placed on the left main landing gear. This results in more ground friction, or drag, on the left tire than on the right, causing a further turning moment to the left.

Hint 10

FAA-H-8083-25

Front 11

A. Aerodynamics
11. What are the four factors that contribute to torque effect?

Back 11

1. Torque reaction of the engine and propeller.
2. Gyroscopic effect of the propeller.
3. Corkscrewing effect of the propeller slipstream.
4. Asymmetrical loading of the propeller (P-Factor).

Hint 11

FAA-H-8083-25

Front 12

A. Aerodynamics
12. What is "centrifugal force"?

Back 12

Centrifugal force is the "equal and opposite reaction" of the airplane to the change in direction, and it acts "equal and opposite" to the horizontal component of lift.

Hint 12

FAA-H-8083-25

Front 13

A. Aerodynamics
13. What is "load factor"?

Back 13

Load factor is the ration of the total load of the airplane's wing to the actual weight of the airplane and its contents. In other words, it is the actual load supported by the wings divided by the total weight of the airplane.

Hint 13

FAA-H-8083-25

Front 14

A. Aerodynamics
14. For what two reasons is load factor important to pilots?

Back 14

a. Because of the obviously dangerous overload that it is possible for a pilot to impose on the aircraft structure.

b. Because an increased load factor increases the stalling speed and makes stalls possible at seemingly safe flight speeds.

Hint 14

FAA-H-8083-25

Front 15

A. Aerodynamics
15. What situations may result in load factors reaching the maximum or being exceeded?

Back 15

Level Turns - The load factor increases at a terrific rate after a bank has reached 45 or 50 degrees. The load factor in a 60-bank turn is 2Gs. The load factor in a 80-bank turn is 5.76 Gs. The wing must produce lift equal to these load factors if altitude is to be maintained.

Turbulence - Severe vertical gusts cause a sudden increase in angle of attack, resulting in large loads which are interested by the inertia of the airplane.

Speed - The amount of excess load that can be imposed upon the wing depends on how fast the airplane is flying. At speeds below maneuvering speed, the airplane will stall before the load factor can become excessive. At speeds above maneuvering speed, the limit load factor can be exceeded by abrupt or excessive application of the controls or by strong turbulence.

Hint 15

FAA-H-8083-25

Front 16

A. Aerodynamics
16. What are the different operational categories for aircraft and within which category does your aircraft fall?

Back 16

The maximum safe load factors specified for airplanes in the various categories are as follows:

a. Normal -> +3.8 to -1.52
b. Utility -> +4.4 to -1.76
c. Aerobatic -> +6.0 to -3.00

Hint 16

FAA-H-8083-25

Front 17

A. Aerodynamics
17. What effect does an increase in load factor have on stalling speed?

Back 17

As load factor increases, stalling speed increases. Any airplane can be stalled at any speed within the limits of its structure and the strength of its pilot. At a given airspeed the load factor increases as angle of attack increases, and the wing stalls because the angle of attack has been increased to a certain angle. Therefore, there is a direct relationship between the load factor imposed upon the wing and its stalling characteristics. A rule for determining the speed at which a wing will stall is that stalling speed increases in proportion to the square root of the load factor.

Hint 17

FAA-H-8083-25

Front 18

A. Aerodynamics
18. Define the term "maneuvering speed."

Back 18

Maneuvering speed is the maximum speed at which abrupt control movement can be applied or at which the airplane could be flown in turbulence without exceeding design load factor limits. When operating below this speed, a damaging positive flight load should not be produced because the airplane should stall before the load becomes excessive.

Hint 18

FAA-H-8083-25

Front 19

A. Aerodynamics
19. Discuss the effect on maneuvering speed of an increase or decrease in weight?

Back 19

Maneuvering speed increases with in increase in weight and decreases with a decrease in weight. An aircraft operating at a reduced weight is more vulnerable to rapid accelerations encountered during flight through turbulence or gusts. Design limit load factors could be exceeded if a reduction in maneuvering speed is not accomplished. An aircraft operating at or near gross weight in turbulent air is much less likely to exceed design limit load factors and may be operated at the published maneuvering speed for gross weight if necessary.

Hint 19

FAA-H-8083-25

Front 20

A. Aerodynamics
20. What causes an airplane to stall?

Back 20

An airplane stalls when the critical angle of attack. When the angle of attack increases to approximately 18 to 20 degrees, the air can no longer flow smoothly over the top wing surface. Because the airflow cannot make such a great change in direction so quickly, it becomes impossible for the air to follow the contour of the wing. This is the stalling or critical angle of attack. This can occur at any speed, in any altitude, with any power setting.

Hint 20

FAA-H-8083-25

Front 21

A. Aerodynamics
21. What is a "spin"?

Back 21

A spin in a small airplane or glider is a controlled (recoverable) or uncontrolled (possibly unrecoverable) maneuver in which the airplane or glider descends in a helical path while flying at an angle of attack greater than the critical angle of attack. Spins result from aggravated stalls in either a slip or a skid. If a stall does not occur, a spin cannot occur.

Hint 21

AC 61-67C

Front 22

A. Aerodynamics
22. What causes a spin?

Back 22

The primary cause of an inadvertent spin is exceeding the critical angle of attack while applying applying excessive or insufficient rudder, and to a lesser extent, aileron.

Hint 22

AC 61-67C

Front 23

A. Aerodynamics
23. When are spins most likely to occur?

Back 23

A stall/spin situation can occur in any phase of flight but is most likely to occur in the following situations:

a. Engine failure on takeoff during climb-out - pilot tries to stretch glide to landing area by increasing back pressure or makes an uncoordinated turn back to departure runway at a relatively low airspeed.

b. Crossed-control turn from base to final (slipping or skidding turn) - pilot overshoots final and makes uncoordinated turn at a low speed.

c. Engine failure on approach to landing - pilot tries to stretch glide to runway by increasing back pressure.

d. Go-around with full nose-up trim - pilot applies power with full flaps and nose-up trim combined with uncoordinated use of rudder.

e. Go-around with improper flap retraction - pilot applies power and retracts flaps rapidly resulting in a rapid sink rate followed by an instinctive increase back pressure.

Hint 23

AC 61-67C

Front 24

A. Aerodynamics
24. What procedure should be used to recover from an inadvertent spin?

Back 24

a. Close the throttle.
b. Neutralize the ailerons.
c. Apply full opposite rudder.
d. Briskly move the elevator control forward to approximately the neutral position.
e. Once the stall is broken the spinning will stop. Neutralize the rudder when the spinning stops.
f. When the rudder is neutralized, gradually apply enough aft elevator pressure to return to level flight.

Hint 24

AC 61-67C

Front 25

A. Aerodynamics
25. What causes "adverse yaw"?

Back 25

When turning an airplane to the left for example, the downward deflected aileron on the right produces more lift on the right wing. Since the downward deflected right aileron produces more lift, it also produces more drag, while the opposite left aileron has less lift and less drag. This added drag attempts to pull or veer the airplane's nose in the direction of the raised wing (right); that is, it tries to turn the airplane in the direction opposite to that desired. This undesired veering is referred to as adverse yaw.

Hint 25

FAA-H-8083-25

Front 26

A. Aerodynamics
26. What is "ground effect"?

Back 26

Ground effect is a condition of improved performance the airplane experiences when it is operating near the ground. A change occurs in the three-dimensional flow pattern around the airplane because the airflow around the wing is restricted by the ground surface. This reduces the wing's upwash, downwash, and wingtip vortices. in order for ground effect to be of a significant magnitude, the wing must be quite close to the ground.

Hint 26

FAA-H-8083-3

Front 27

A. Aerodynamics
27. What major problems can be caused by ground effect?

Back 27

During Landing - at a height of approximately one-tenth of a wing span above the surface, drag may be 40% less than when the airplane is operating out of ground effect. Therefore, any excess speed during the landing phase may result in a significant float distance. In such cases, if care is not exercised by the pilot, he/she may run out of runway and options at the same time.

During Takeoff - due to the reduced drag in ground effect, the aircraft may seem capable of takeoff well below the recommended speed. However, as the airplane rises out of ground effect with a deficiency of speed, the greater induced drag may result in very marginal climb performance, or the inability of the airplane to fly at all. In extreme conditions, such as high temperature, high gross weight, and high-density altitude, the airplane may become airborne initially with a deficiency of speed and then settle back to the runway.

Hint 27

FAA-H-8083-3

Front 28

B. Weight & Balance
1. Define the following:
a. Empty Weight
b. Gross Weight
c. Useful Load
d. Arm
e. Moment
f. Center of Gravity
g. Datum

Back 28

Empty Weight - Airframe, engines, permanently fixed equipment, including hydraulic fluid, unusable fuel, and un-drainable oil.

Gross Weight - Maximum allowable weight of the aircraft and its contents.

Useful Load - Weight of pilot, copilot, passengers, baggage, usable fuel and drainable oil.

Arm - Horizontal distance in inches from the reference datum line to the center of gravity of the item.

Moment - Product of the weight of an item multiplied by its arm, expressed in pound-inches.

Center of Gravity - Point about which an aircraft would balance if it were possible to suspend it at that point, expressed in inches from datum.

Datum - Imaginary vertical plane or line from which all measurements of arm are taken. Established by the manufacturer.

Hint 28

FAA-H-8083-25

Front 29

B. Weight & Balance
2. What basic equation is used in all weight and balance problems to find the center of gravity location of an airplane and/or its components?

Back 29

Weight x Arm = Moment
By rearrangement of this equation to the forms:

Weight = Moment / Arm

Arm (CG) = (total) Moment / (total) Weight

With any two known values, the third value can be found.

Hint 29

FAA-H-8083-25

Front 30

B. Weight & Balance
3. What performance characteristics will be adversely affected when an aircraft has been overloaded?

Back 30

a. Higher takeoff speed
b. Longer takeoff run
c. Reduced rate and angle of climb
d. Lower maximum altitude
e. Shorter range
f. Reduced cruising speed
g. Reduced maneuverability
h. Higher stalling speed
i. Higher landing speed
j. Longer landing roll
k. Excessive weight on the nose-wheel

Hint 30

FAA-H-8083-1

Front 31

B. Weight & Balance
4. What effect does a forward center of gravity have on an aircraft's flight characteristics?

Back 31

a. Higher stalling speed - stalling angle of attack is reached at a higher speed due to increased wing loading.

b. Slower cruise speed - increased drag; greater angle of attack is required to maintain altitude.

c. More stable - the COG is farther forward from the center of pressure which increases the longitudinal stability.

d. Greater back elevator pressure required - longer takeoff roll; higher approach speeds and problems with landing flare.

Hint 31

FAA-H-8083-1

Front 32

B. Weight & Balance
5. What effect does a rearward center of gravity have on an aircraft's flight characteristics?

Back 32

a. Lower stall speed - less wing loading.

b. Higher cruise speed - reduced drag; smaller angle of attack is required to maintain altitude.

c. Less stable - stall and spin recover more difficult; the COG is closer to the center of pressure, causing longitudinal instability.

Hint 32

FAA-H-8083-1

Front 33

B. Weight & Balance
6. What are the standard weights assumed for the following when calculating weight and balance problems?

Back 33

Crew and passengers - 170 lbs each
Gasoline - 6 lbs/U.S. gal
Oil - 7.5 lbs/U.S. gal
Water - 8.35 lbs/U.S. gal

Hint 33

FAA-H-8083-25

Front 34

C. Aircraft Performance
1. What are some of the main elements of aircraft performance?

Back 34

a. Takeoff and landing distance
b. Rate of climb
c. Ceiling
d. Payload
e. Range
f. Speed
g. Fuel economy

Hint 34

FAA-H-8083-25

Front 35

C. Aircraft Performance
2. What factors affect the performance of an aircraft during takeoffs and landings?

Back 35

a. Air density (density altitude)
b. Surface wind
c. Runway surface
d. Upslope or downslope of runway
e. Weight

Hint 35

FAA-H-8083-25

Front 36

C. Aircraft Performance
3. What effect does wind have on aircraft performance?

Back 36

Takeoff - a headwind will shorten the takeoff distance and increase the angle of climb. However, a tailwind will increase the takeoff distance and reduce the angle of climb. The decrease in airplane performance must be carefully considered by the pilot before a downwind takeoff is attempted.

Landing - a headwind will steepen the approach angle and reduce the landing distance. A tailwind will decrease the approach angle and increase the landing distance. Again, the pilot must take the wind into consideration prior to landing.

Cruise flight - winds aloft have somewhat an opposite effect on airplane performance. A headwind will decrease ground speed, which in turn increases the fuel requirements. A tailwind will increase ground speed, which in turn decreases fuel requirements.

Hint 36

FAA-H-8083-25

Front 37

C. Aircraft Performance
4. How does weight affect takeoff and landing performance?

Back 37

Increased gross weight can have a significant effect on takeoff performance:
a. Higher takeoff speed;
b. Greater mass to accelerate (slow acceleration);
Increased retarding force (drag and ground friction); and
d. Longer takeoff distance.

The effect of gross weight on landing distance is that the airplane will require a greater speed to support the airplane at the landing angle of attack and lift coefficient resulting in an increased landing distance.

Hint 37

FAA-H-8083-25

Front 38

C. Aircraft Performance
5. What effect does an increase in density altitude have on takeoff and landing performance?

Back 38

An increase in density altitude results in:
a. Increased takeoff distance (greater takeoff TAS required).

b. Reduced rate of climb (decreased thrust and reduced acceleration).

c. Increased true airspeed on approach and landing (same IAS).

d. Increased landing roll distance.

Hint 38

FAA-P-8740-2

Front 39

C. Aircraft Performance
6. Define the term "density altitude".

Back 39

Density altitude is pressure altitude corrected for nonstandard temperature. Under standard atmospheric condition, air at each level in the atmosphere has a specific density, and under standard conditions, pressure altitude and density altitude identify the same level. Therefore, density altitude is the vertical distance above sea level in the standard atmosphere at which a given density is found.

Hint 39

FAA-H-8083-25

Front 40

C. Aircraft Performance
7. How does air density affect aircraft performance?

Back 40

The density of the air has a direct effect on:
a. Lift produced by the wings;
b. Power output of the engine;
c. Propeller efficiency; and
d. Drag forces

Hint 40

FAA-H-8083-25

Front 41

C. Aircraft Performance
8. What factors affect air density?

Back 41

Altitude - the higher the altitude, the less dense the air.
Temperature - the warmer the air, the less dense the air.
Humidity - more humid air is less dense.

Hint 41

FAA-P-8740-2

Front 42

C. Aircraft Performance
9. How does temperature, altitude, and humidity affect density altitude?

Back 42

a. Density altitude will increase (low air density) when one or more of the following occurs:
- High air temperature
- High altitude
- High humidity

b. Density altitude will decrease (high air density) when one or more of the following occurs:
- Low air temperature
- Low altitude
- Low humidity

Hint 42

FAA-P-8740-2

Front 43

C. Aircraft Performance
10. Know the following speeds for your airplane!
Vso
Vs
Vx
Vy
Vle
Vlo
Vfe
Va
Vno
Vne

Back 43

Vso = Stall speed in landing configuration = 40 KIAS

Vs = Stall speed clean = 48 kts

Vx = Best angle-of-climb speed = 56 kts

Vy = Best rate-of-climb speed = 74 kts

Vle = Max landing gear extension speed = N/A

Vlo = Max landing gear operating speed = N/A

Vfe = Max flaps extension speed = 85 kts

Va = Maneuvering speed = 105 kts

Vno = Normal operating speed = 129 kts

Vne = Never exceed speed = 163 kts

Hint 43

POH

Front 44

C. Aircraft Performance
11. What information can you obtain from the following charts?
a. Takeoff Performance Charts
b. Climb Performance Charts
c. Cruise Performance Charts
d. Stall Speed Charts
e. Landing Performance Charts

Back 44

a. Takeoff Performance Charts
- Normal takeoff ground roll in feet
- Obstacle clearance ground run in feet (50 ft)
b. Climb Performance Charts
- Rate of climb under various conditions
- Best climb airspeed under various conditions
c. Cruise Performance Charts
At various altitudes the following:
- Recommended power settings
- Percent brake horsepower
- Rate of fuel consumption (gal/hr)
- True airspeed
- Hours of endurance with full tanks
- Range in miles
d. Stall Speed Charts
- stall speed with different flap settings and bank angles.
e. Landing Performance Charts
- Normal landing distance
- Landing distance to clear a 50-foot obstacle

Hint 44

FAA-H-8083-25

Front 45

C. Aircraft Performance
12. Define the term "pressure altitude", and state why it is important.

Back 45

Pressure Altitude - the altitude when the altimeter setting window (barometric scale) is adjusted to 29.92. This is the altitude above the standard datum plane, a theoretical plane where air pressure (corrected to 15C) equals 29.92 in. Hg. Pressure altitude is used to compute density altitude, true altitude, true airspeed, and other performance data.

Hint 45

FAA-H-8083-25

Front 46

C. Aircraft Performance
13-1. What is the normal climb-out speed?

Back 46

80 kts

Hint 46

POH

Front 47

C. Aircraft Performance
13-2. What is the best rate-of-climb speed?

Back 47

Vy = 74 kts

Hint 47

POH

Front 48

C. Aircraft Performance
13-3. What is best angle-of-climb speed?

Back 48

Vx = 56 kts

Hint 48

POH

Front 49

C. Aircraft Performance
13-4. What is the maximum flap extension speed?

Back 49

Vfe = 110 kts (0-10*), 85 kts (10-30*)

Hint 49

POH

Front 50

C. Aircraft Performance
13-5. What is the stall speed in normal landing configuration?

Back 50

Vso = 40 kts

Hint 50

POH

Front 51

C. Aircraft Performance
13-6. What is the stall speed in clean configuration?

Back 51

Vs = 48 kts

Hint 51

POH

Front 52

C. Aircraft Performance
13-7. What is the normal approach-to-land speed?

Back 52

Vg = 68 kts

Hint 52

POH

Front 53

C. Aircraft Performance
13-8. What is maneuvering speed?

Back 53

Va = 105 kts (2550 lbs), 98 kts (2200 lbs), 90 kts (1900 lbs)

Hint 53

POH

Front 54

C. Aircraft Performance
13-9. What is red-line speed?

Back 54

Vne = 163 kts

Hint 54

POH

Front 55

C. Aircraft Performance
13-10. What engine-out glide speed will give you maximum range?

Back 55

Vg = 68 kts

Hint 55

POH

Front 56

C. Aircraft Performance
13-11. What is the make and horsepower of the engine?

Back 56

Textron Lycoming IO-360-L2A, normally aspirated, direct drive, air cooled, horizontally opposed, fuel injected, four cylinder engine with 360 cu. in. displacement and 180 BHP at 2700 RPM.

Hint 56

POH

Front 57

C. Aircraft Performance
13-12. How many usable gallons of fuel can you carry?

Back 57

53 usable
56 total

Hint 57

POH

Front 58

C. Aircraft Performance
13-13. Where are the fuel tanks located, and what are their capacities?

Back 58

Two 28 gal tanks located in the airplanes wings.

Hint 58

POH

Front 59

C. Aircraft Performance
13-14. Where are the fuel vents for your aircraft?

Back 59

Venting is accomplished by an interconnecting line from the right tank to the left tank. The left tank is vented overboard through a vent line, equipped with a check valve, which protrudes from the bottom surface of the left wing near the wing strut.

Hint 59

POH

Front 60

C. Aircraft Performance
13-15. What is the octane rating of the fuel used by your aircraft?

Back 60

100LL (blue)
100 (green)

Hint 60

POH

Front 61

C. Aircraft Performance
13-16. Where are the fuel sumps located on your aircraft? When should you drain them?

Back 61

5 on the bottom surface of each wing and 3 on the bottom surface of the fuselage directly beneath the engine.

They should be drained prior to each flight and after each refueling. If any fuel contamination is found, it must be eliminated.

Hint 61

POH

Front 62

C. Aircraft Performance
13-17. What are the minimum and maximum oil capacities?

Back 62

Min = 6 U.S. qts
Max = 8 U.S. qts

Hint 62

POH

Front 63

C. Aircraft Performance
13-18. What weight of oil is being used?

Back 63

15W-50 or 20W-50

Hint 63

POH

Front 64

C. Aircraft Performance
13-19. What is the maximum oil temperature and pressure?

Back 64

Minimum:
20 PSI

Normal:
100-245*F
50-90 PSI

Maximum:
245*F
115 PSI

Hint 64

POH

Front 65

C. Aircraft Performance
13-20. What is the maximum allowable/demonstratedcrosswind component for the aircraft?

Back 65

15 kts

Hint 65

POH

Front 66

C. Aircraft Performance
13-21. How many people will this aircraft carry safely with a full fuel load?

Back 66

4

Hint 66

POH

Front 67

C. Aircraft Performance
13-22. What is the maximum allowable weight the aircraft can carry with baggage in the baggage compartment?

Back 67

2550 lbs

Hint 67

POH

Front 68

C. Aircraft Performance
13-23. What takeoff distance is required if a takeoff were made from a sea-level pressure altitude?

Back 68

1070 ft at 30*C

Hint 68

POH

Front 69

C. Aircraft Performance
13-24. What is your maximum allowable useful load?

Back 69

874 lbs

Hint 69

POH