CESSNA 152 STUDY MATERIAL.

CESSNA - 152A STUDY MATERIAL

1. Section 1 - GENERAL. 2. a. Wing span 33 4 b. propeller ground clearance 12" c. wing area 159.5 sq. feet. 3. Additive to the fuel a. Isopropyl alcohol 1% b. EGME .15% 4. Static RPM range 2280-2380 rpm. (Carb. heat off and mixture leaned) 5. Center of Gravity range Forward: 31.0 inch aft of datum at 1350 lbs or less with straight line variation to 32.65 inch aft of datum at 1670 lbs. Aft: 36.5 inch aft of datum at all weights. 6. Baggage compartment must not be utilised during aerobatics. SECTION 2 - LIMITATION. 7. Minimum oil to be carried 5 quarts. 8. Continuous inverted flight is not permitted because the gravity fuel system and conventional carburetor will not permit continuous engine operation. 9. Power off dives can produce undesirable engine/propeller roughness, which is also characteristic at speeds above 130 kt. 10. Use of flaps in aerobatics is prohibited.

11. Flight load factor: Flap up: +6 g to -3g. Flap down: +3.5 g. The design load factor is 150% of the above. 12. Take off has not been demonstrated with less than 2 gallons of fuel. 13. Approved take off range: 0 deg. - 10 deg. Landing range: 0 deg. - 30 deg. 14. Speed Entry a. 130 kts b. 115 kts c. 105 kts d. 100 kts e. 80 kts Manoeuvres Immelmanns and Cuban 8. Loops, Aileron rolls, Barren rolls. Chandellas, Lazy 8. Steep turns. Vertical reversements, Snap rolls.

15. Emergency door release - unlatch door and pull the 'D' ring. 16. Spin recovery a. verify aileron neutral and throttle closed. b. Apply full opposite rudder. c. Move control wheel briskly forward to break stall. d. neutralize rudder and recover from dive. 17. A calibration card must be provided to indicate the accuracy of magnetic compass in 30 deg. increment. 18. The a/c is equipped with alternator and negative ground system on 24 volt DC.

19. Airspeed limitations. Vne (never exceed speed) Vno (max. structural cruising speed) Va (manoeuvring speed) Vfe (max. flap extended speed) Max. window open speed 20. ASI Markings.... SECTION 3 - EMERGENCY PROCEDURES. 21. Engine failure during take-off roll. Throttle, Brakes, Wing flap, Mixture, Ignition, Master switch. To make it easy.... The Baby Will Mix Ice in Milk. 22. Engine failure immediately after take-off. Airspeed, Mixture, Fuel shutoff valve, Ignition switch, Wing flap, Master switch. To make it easy.... Air Mixed with Fuel Is Wasted More. 23. Engine failure during flight (restart procedure). Airspeed, Carb heat, Primer, Fuel shutoff valve, Mixture, Ignition switch. To make it easy.... ACP Finds Murder Investigation. 24. Emergency landing without engine power. Seats belts harness, Airspeed, Mixture, Fuel shutoff valve, Ignition switch, wing flaps, Master switch, Doors, Touchdown, Breaks. To make it easy.... SAM First Investigates what Master David Touched and Breaks. KCAS 168kt 122kt 106kt 87kt 145kt KIAS 172kt 125kt 108kt 85kt 149kt

25. Precautionary landing with engine power. Seats belts harness, Airspeed, Wing flaps, Selected field, Radio and Electrical switches, Wing flaps, Airspeed, Master switch, Doors, Touchdown, Ignition switch, Breaks. To make it easy..... SAW SREe With A Monkey Dying To Investigate the Basket. 26. Ditching. Transmit mayday on 121.5 mhz. and squak 7700 if transponder installed. Wing flaps 30 deg. Power- Establish 300 ft/min descend at 55 KIAS. 27. Fire during start on ground. Continue Cranking, to get a start which would suck the flames and accumulated fuel through the carburetor and into the engine. IF engine starts. Power 1700rpm for few min., engine shutdown and inspect. 28. Engine Fire in Flight. Mixture, Fuel shutoff valve, Master Switch, Cain heat, Airspeed, Forced ldg. To make it easy.... Max Fuel Must be Carried in All Flights. 29. An unexpected loss in engine speed is caused by carb. Heat or intake filter on. 30. If carb heat is used continuously, lean the mixture for max. rpm. 31. Higher stall speed is caused by 1/4 th of ice accumulation on wing leading edge. 32. Landing with a flat main tyre- WAT.

33. Ammeter shows excessive rate of charge (full scale deflection)Electrical power supply malfunction or over voltage sensor malfunction. Action- alternator off, circuit breakers pulled, non-essential equipment turn off and flight terminated as soon as practical. 34. Illumination of low voltage lights occur at low rpm (such as low rpm taxi). It shows that ammeter is discharging. 35. Over voltage condition deactivates the alternator system. ACTIONS- radio off, alternator circuit breaker in, master switch off (both sides), master switch on, low voltage lights check off, radios on. If low voltage light illuminates again- alternator off, non-essential radio and electrical equipment off, flight terminate. 36. Landing without elevator control is by trim for horizontal flight and by throttle and elevator trim control, with airspeed of approx. 55KIAS and flaps lower to 20deg. At flare out set the trim at the nose up position and adjust power and wings level. 37. At engine fires do not attempt to restart the engine. 38. A vacuum system failure during flight (if electric standby vacuum pump not installed) the direction gyro indicator and attitude indicator is disabled and pilot have to rely on turn co-ordinator and turn and bank indicator. 39. Turn coordinator and turn and bank indicator are electrically powered and mechanically driven. 40. Execute a 180 deg. turn in case of inadvertently entering the clouds. 41. In clouds avoid over controlling by keeping the hands off the control wheel as much as possible and steer only with rudder by monitoring turn co-ordinator. 42. To guard against the spiral dive, choose an easterly or westerly heading to minimize compass card swing due to changing bank angle.

43. While descending in clouds- apply full rich mixture, carb heat full on, 500-800 feet per min descend, elevator trim adjusted for 70KIAS, hands off control wheel, monitor by turn co-ordinator and rudder, check compass card movement. 44. A gradual loss in rpm and eventual engine roughness may result from formation of carburetor ice. 45. To clear carb icing apply full throttle and carb heat knob full out. 46. For continuous use of carburetor heat in cruise flight use min amount of heat to prevent ice and lean the mixture for max rpm. 47. Engine roughness is caused by spark plug fouling. This may be checked by momentarily turning the ignition from both to either left or right. An obvious power loss shows spark plug or magneto trouble. To check further for spark plug foul lean the mixture for cruise flight, if the problem does not clear up in several min, enrich the mixture to see smooth operation. 48. Indication of low oil pressure for normal oil temperature- oil pressure guage or relief valve malfunctioning. 49. Total loss of oil pressure with rise in oil temperature- Engine failure is imminent. 50. If the charging rate were to remain above the value on a long flight the battery would overheat and evaporate the electrolyte. 51. The alternator control unit includes an over voltage sensor, which automatically shuts down the alternator if the charge voltage reaches approx. 31.5 volts. 52. A broken windshield causes performance loss, which may be minimised by opening the side window when the aeroplane is manoeuvred for landing.

53. BAIL OUT. Unlatch the door, pull the d ring, push door clear of airplane, release seat belt and shoulder harness, bail out. 54. Firing order-1-3-2-4. 55. Tyre pressure- main wheel 29lbs. Nose wheel- 30 lbs. 56. Location of mixture control- on the right side of the throttle on the control panel. 57. Location of the suction guage and recommended suction- suction guage located on left side of the instrument panel and range 4.5-5.4 inch of Hg. 58. Nose wheel movement- 8.5deg on either side and 30deg max with brakes 59. To check the generator whether the battery is charging or not- load the system with landing lights etc and watch the ammeter for charge. 60. Wing construction- Semi cantilever, semi monocoque. 61. Under carriage- Tricycle type- made of spring steel. 62. Stall warning- pneumatic type- 5-10 kts before the actual stall. 63. Blockage of the fuel vent will cause- the engine to cut-off. 64. Pitot heat system should warm within 30 sec. 65. Operation of oil temperature guage- Thermosensor type. 66. Location of gyro instruments- Left of the control column arrange one on top of other. 67. Elevator trim- fitted on right side elevator. 68. Controls are operated by cables.

69. In cold weather operations pre-heat is recommended below -7 deg. centigrade. 70. Electrical starter motor- mounted in front of the engine top left. 71. Recommended cruising power in percent- 65-75% at 1900 to 1950 rpm. 72. Gross weight- 1670 lbs. 73. Fuel line quick drain valve- on bottom of fuselage near cabin door(on the right wing). 74. Engine should not be operated for less than 4 quarts of oil. 75. Airspeed for Emergency Operations. a. Engine failure after take-off- 60 KIAS. b. Manoeuvring speed (at all weights)- 108 KIAS. c. max glide- 60 KIAS. d. Precautionary landing with engine power- 55 KIAS. e. Landing without engine power- wing flap up- 65KIAS. Wing flap down- 60KIAS. 76. Speed for normal operations. a. Take off. Normal climbing- 65-75KIAS. SHORT FIELD T/O- 54KIAS. b. Climb flaps up normal- 65-75 KIAS Best rate of climb, sea level- 67KIAS. Best rate of climb, 10000 feet.- 61KIAS. Best angle of climb, sea level.- 55KIAS. c. Landing Approach Normal approach flaps up- 60-70KIAS. Normal approach flaps 30deg- 55-65KIAS. Short field Approach flaps 30deg- 54KIAS. d. Balked landing Max power flap 20deg- 55KIAS. Max. Recommended turbulent air (Penetration Speed) - 108KIAS. Max. Demonstrated cross wind velocity- 12KT.

77. Fuel strainer drain knob- fitted on the nose should be pulled for at least 4 sec. to clear strains of possible water if any. 78. Static source opening- on the left side of fuselage. 79. Fuel tank sump quick drain valve- fitted on both the wing. 80. Pitot tube and stall warning on the leading edge of the left wing. 81. If ammeter shows two-third scale or more charge with engine running at 1000 rpm- starter is engaged. 82. Mixture rich below 3000 feet and lean above 3000 feet. 83. Magnetos should be checked at 1700 rpm and rpm drop should not exceed 125 rpm on either magneto or 50 rpm differential between magnetos. 84. In freezing temperature prime upto 3 strokes. 85. Weak intermittent firing followed by puff of black smoke from the exhaust at start indication of over priming or flooding. 86. To check excess fuel- mixture idle cut-off, throttle full open and crank the engine through several operations with starts. 87. Oil pressure indicator should show pressure indications within 30 sec in summer and about twice that long in cold weather. 88. During take-off when carb heat knob is pulled out to the heat position, air entering the engine is not filtered. 89. An absence of rpm drop may be an indication of faulty grounding of one side of the ignition system or might be that magneto timing is set in advance.

90. To check for the ammeter working normal the electrical system on or wing flaps operated at 1700 rpm to see for the ammeter remain within needle width. 91. Throttle fiction nut moved clockwise for lock position. 92. 10 deg flaps reduces the total dist. over an obstacle approx. by 10%. 93. At take-off 10deg flaps should not be cleared unless 60 KIAS speed is attained. 94. Normal flight are performed with flaps up and full throttle and speed 5-10 kts higher than best rate of climb speed, for higher performance. 95. For steep climb, Vx with flaps up and max. power. 96. To achieve the recommended lean mixture fuel consumption, the mixture should be leaned until engine rpm peaks and drops 10-25 rpm. 97. The certified noise level for the model A 152 at 1670 lbs max. weight is 66.3 db. 98. Preheat is generally required with outside air temp. below -18deg cel(0deg F) and is recommended when temp are below -7deg cel(20 deg F). Partial carb heat is avoided below -18 deg cel as this may intimate icing condition range. 99. The mixture can be leaned for max. rpm below 3000 feet when using 75% or less power. 100. When balked landing wing flap setting should be reduced to 20deg immediately after full power is applied. 101. When landing in strong cross wind minimum flap setting is required. 102. All aerobatics are performed with +6g to -3g limit.

103. The aircraft is equipped with tricycle landing gear and designed for utility purpose. 104. The fuselage is designed semi monocoque. 105. Four engine mount stringer are attached to the forward doorpost and extend forward to the firewall. 106. The entire structure is covered with aluminium skin. 107. Ailerons are conventional hinged to the trailing edge of the wings. 108. Horizontal stabilizer also contains the elevator trim tab actuator hinged to the right half. 109. The leading edge of both left and right elevator tips incorporate extensions which contains balance weights. 110. The gyro instruments are arranged one above the other, slightly to the left of the control column with low vaccum and low voltage warning lights between them. 111. To the left of gyro instruments are ASI & Turn Co-ordinator. 112. The Altimeter, VSI, Digital clock, Suction gaze and navigation instruments are above and to the right of control column. 113. The right side of the panel contain the tachometer, ammeter, EGT, and additional equipment such as flight hour recorder and accelerometer. 114. The fuel quantity indicator and engine instruments are on the left switch and control panel under the primary instrument panel below the pilots control wheel. 115. The engine control, wing flap switch, standby vaccum pump switch, and cabin air and heat control knob are to the right of the panel near the centre of the switch and control panel.

116. Directly below the controls are the elevator trim control wheel, trim position indicator microphone and circuit breaker. 117. A map compartment to the extreme right side of the switch & control panel. 118. The aircraft must be towed by never turning the nose by more than 30deg on either side. 119. The minimum turning radius of the airplane by using differential braking and nose wheel steering during taxi is 25 feet 1 inch. 120. The wing flaps are of single slat type with a max. deflection of 30deg. The wing flap system is protected by a 15 amp-circuit breaker labelled FLAP near the center of the switch and control panel. 121. Shock Absorption- Main landing gear struts- tubularspring steel. Nose gear- Air/oil shock stuts. 122. Each main landing gear is equipped with hydraulically actuated disc-type brake on inbound side of each wheel. The landing gear is equipped with wheel fairing. 123. The pilot's and passengers seats are available in two design- four way and six way adjustable. 124. A key operated door is on the left door only. 125. The window may be opened at any speed upto 149KIAS. 126. To lock the aircraft, set the aileron in neutral position and the elevator slightly trailing edge down position. 127. Proper installation of lock will place the flag over the ignition switch. 128. On front of engine-starter, belt driven alternator and an oil cooler. On the rear of the engine- the magnetos, a full flow oil filter and vaccum pump.

129. The oil pressure gaze located on the left switch and control panel. red-25psi, green-60-90psi, red-115psi. 130. The oil temp and gaze on the left switch and control panel, operated by an electrical resistance type temp. sensor receive power from a/c electrical system. Green- 100deg F(38deg cel) - 245 deg F(118 deg cel). Red- 245 deg F(118 deg cel.) 131. The engine driven tachometer, calibration in increment of 100 rpm, is located on near the upper center portion of the instrument panel. It indicates both engine and propeller speed. 132. Flight hour recorder records elapsed engine time in hours and tenths. 133. The upper end of tachometer in green arc is stepped to indicate approx rpm for 75% engine power at sea level(2350 rpm) at 4000ft. (2450 rpm) & at 8000ft. (2550 rpm). 134. Economy mixture (EGT) indicator- located on the right side of the instrumental panel. It varies with fuel to air ratio power & rpm. 135. The cruising should be accomplished at 75% power as much as practicable until a total of 50 hrs has accumulated or oil consumption has established. 136. Oil is drawn from the sump (capacity 6 quarts) through an oil suction strainer screen into the engine driven oil pumpthermostatically controlled by pass valve. 137. Oil filler cap/oil dipstick on the rear of the engine on the right side. 138. Engine ignition is provided by two engine driven magnetos which are driven by spark plugs in each cylinder. The right magneto fires the lower right and upper left spark plug and the left magneto fires the lower left and upper right spark plugs. 139. Ignition switch labelled clockwise OFF-R-L-BOTH-START.

140. Use of full carburetor heat at full throttle will result in a loss of approx- 150rpm. 141. Heated air from the shroud is obtained from the unfiltered outside source. 142. The engine is equipped with an up-draft, float type, fixed jet carburetor mounted on the bottom of the engine. 143. The primes draws fuel from fuel strainer when pulled out and injects it to the cylinder intake part when pushed in. 144. To lock the primer knob must be rotated either right or left. 145. There are two intake opening for the ram air to enter, in front of the engine cawling. 146. The a/c has two bladed, fixed pitch, one piece forged aluminium alloy propeller which is anodized. 147. Fuel System Wing tank--> fuel shutoff valve-->through strainer--> carburetor(fuel air mixed)--> through intake manifold tubes--> cylinders. 148. The left tank is vented and the right fuel tank filler cap is also vented. 149. Fuel quantity is measured by two-float type fuel quantity transmitter(one on each tank) and indicative by two electrically operated fuel quantity indicator on the lower left portion of the instrument panel. An empty tank indicate a red line and letter 'E' (approx .75 gal remain in either tank). 150. The aircraft has single disc, hydraulically actuated brake on each main landing gear wheel. If one brake become weak or fails use the other brake sparingly while using opposite rudder.

151. The aircraft is equipped with 28 volt d.c. electrical system which uses 24 volt battery mounted on the right forward side of the firewall & a belt driven 60 amp. alternator to maintain the battery state of charge. 152. The flight hour recorder receives power through activation of oil pressure switch whenever the engine is operating. 153. The master switch is split-rocker type labelled MASTER and is on in the up position and off in down position. The right half is labelled battery controls electrical power and the left half is labelled ALT controls the alternator. 154. Indication of low voltage warning light and ammeter discharge- low rpm with electrical load on the system. 155. Circuit breakers are push to reset type. 156. Circuit breaker protecting the alternator and radio cooling fan/strobe lights circuit are the pull-off type. 157. Clock circuit & flight hour recorder circuit are protected by fuses mounted adjacent to the battery. 158. All external lights are controlled by rocker switches on the left switch and control panel. 159. The flashing beacon should not be used when flying through clouds or overcast and particularly during night as they can produce vertigo & loss of orientation. 160. Flood lights consists of a single red flood light in the forward part of the overhead console used by rotating the panel. LT rheostat control knob clockwise for the desired intensity. 161. Light intensity of the radio lighting is controlled by the radio LT rheostat control knob.

162. Door past map light- left forward doorpast , up red, center off, bottom white, intensity control by rheostat control knob.

163. For cabin ventilation- Cabin air knob out. For cabin air temperature- cabin heat knob out. Additional air ventilation may be obtain by adjusting ventilators near the upper left and right corner of the windshield. 164. Ram air pressure- ASI (pitot static system). Static Pressure- ASI, VSI, Altimeter. 165. A heated element in the pitot tube is operated by pitot heat on the left switch & control panel, protected by 15 amp circuit breaker. 166. VSI depicts a/c rate of climb in feet per min. 167. Altimeter is barometric type. 168. Vaccum system is engine driven and operate the AI and direction indicator. 169. Attitude indicator are index marked at 10, 20, 30, 60, 90 deg on either side of the center mark. Pitch and Roll attitude are presented by a miniature a/c superimposed over a symbolic horizon area having sky blue and ground white. 170. Due to low atmospheric pressure at higher altitude suction gaze indicate as low as 4 hg. at 20000 feet. 171. A wick type static discharger is recommended to improve radio communication during dust or various types of precipitation. 172. Installation of static discharger reduces interference from precipitation static. 173. Static dischargers lose their effectiveness with age and should be checked periodically; generally the wick should be replaced every two year.

174. A portable dry chemical fire extinguisher (sodium bicarbonate) is on the right cabin wall. 175. The extinguisher has an underwater laboratories classification of 5 B-C. Approximately eight seconds of discharge duration. 176. Section 8- Handling and Maintenance. 177. The serial no., model no., production certificate no., and type certificate no. is found on the Identification plate on left rearward of left pilot seat. 178. The finish and trim plate (a code describing the exterior scheme & trim plate) is adjacent to the Identification Plate. 179. To be displayed in airplane all the timea. Aircraft airworthiness certificate. b. Aircraft registration certificate. c. Aircraft radiostation license if transmitter is installed. 180. To be carried in the aircraft all the time a. Pilots operating handbook. b. A/C registration certificate weight and balance paper. c. Equipment form. 181. To be made available on request a. Airplane logbook. b. Engine logbook. 182. In addition to Annual Inspection a/c operator commercial must have a complete inspection after every 100 hrs of operation. 183. The Cessna Progressive Care has four operations which are recycled each 200 hrs & are recorded in specially provided a/c inspection logbook on each operation conducted. 184. The tow bar is stored on the flier in the baggage area.

185. A flat nose tyre or deflated strut increases tail height. 186. Do not set the parking brakes during cold weather, when accumulated moisture may freeze the brakes or when the brakes are overheated. 187. Tie down ropes or chain should have tensile strength of 700 lbs. 188. Jack pads incorporated in the main landing gear. Both landing gear must not be jacked simultaneously using the individual main gear jack pods. 189. The nose wheel may be raised off the ground by pressing down the tailcone bulkhead just ahead of the horizontal stabiliser. (Do not apply pressure on the elevator or outboard A 190. Levelling screws are located at stations 94-63, and 132.94on the left side of tail cone. 191. Non-operational storage for max 30 days after 30 days flown for 30 min or ground run up should be made to produce an oil temp within green arc. 192. The propeller should be rotated by hand through five revolutions every 7 days due operational or flyable storage to limber the oil and prevent corrosion. 193. Recommended viscosity Above 16 deg Celsius(60 deg far) SAE 50. -1 deg cel (30 deg far) to 32 deg cel (90 deg far) SAE 40. -18 deg cel(0 deg far) to 21 deg cel (70 deg far) SAE 30. 194. The introduction of alcohol or EGME into fuel produces two distinct effectsi. Absorbs dissolved mater from the gasoline. ii. Alcohol has a freezing temp depressant effect. 195. Isopropyl alcohol with max water content exceed 0.4% by volume must be used such as anti-icing fluid ( MIL-F-5566).

196. Excess of EGME (greater than .15% by volume) will result in detrimental effect to fuel tanks. Such as(i) Detoriation of protective primer and seal. (ii) Damage to o-ring and seal in fuel system. 197. Prolonged storage of the airplane will result in water build up in the fuel. 198. Nose wheel tyre pressure- 30psi on 5.00-5.4 ply rated. Main wheel tyre pressure- 29 psi on 15*6.00-6.4 ply rated 21 psi on 6.00-6.4 ply rated tyres. 199. Nose gear shock struts- filled with MIL-H-5606 hydraulic fluid and with no load on struts inflate with air to 20 psi. 200. SECTION 9- Supplements (optional systems Description and Operating Procedures) 201. The digital clock is astro tech LC-2 quartz chronometer type with four digit LCD. The back light is controlled by RADIO LT rheostat. 202. Just before connecting an external power the master switch should be turned on. 203. If the ammeter does not shows charge or the low-voltage warning light does not go off, the battery should be removed from the airplane and be properly serviced prior to flight. 204. Strobe light is protected by a 5 amp'pull-off' type circuit breaker labelled strobe radio fan on the right switch and control panel. 205. Strobe lights should be turned off when taxing in the vicinity of airplane or during night flight through clouds fog or haze. 206. The ELT is activated by an impact of 5g or more. It provides SOS transmission upto 100 miles at 10000 feet. It transmits distress frequency at 75 mw rated power approx for 48 continuous hours in temp range of -4 deg far to 131 deg far.

207. ELT can be identified as bright orange unit behind the baggage compartment. 208. ELT is activated by three position toggle switch. 209. In auto position ELT gets activated by an impact of 5g or more within a short period of time. 210. Satisfactorily engine cooling has been demonstrated OAT 23 deg cel above standard. 211. During taxi strong quartering tail wind require caution- Avoid sudden burst of throttle and sharp braking, use the steerable nose wheel and rudder to maintain drift. 212. Tail wind increases by 10% for each increase in 9 kts. Head wind increases by 10 % for each decreases of 9 kts. For the approximate of effect of a non-standard temp is to increase the time fuel and distance by 10% for each 10 deg cel above standard fuel to climb standard temp. 213. SECTION 1- GENERAL. SECTION 2- LIMITATIONS. SECTION 3- EMERGENCY PROCEDURES. SECTION 4- NORMAL PROCEDURES. SECTION 5- PERFORMANCE. SECTION 6- WEIGHT AND BALANCE/ EQUIPMENT LISTS. SECTION 7- AIRPLANE AND SYSTEM DESCRIPTION. SECTION 8- HANDLIING, SERVICE AND MAINTAINENCE. SECTION 9- SUPPLEMENTS. 214. Engine: Manufacturer- Avco Lycoming. Model no.- O-235-N2C. Description- Normally aspirated, direct drive, air cooled, horizontally opposed, carburetor equipped, four cylinder engine with 233.3 cu in displacement. 108 rated BHP with 2550 rpm.

219. Propeller Model no.- 1A103/TCM 6958. 220. WeightRamp wt.- 1675 lbs. Take-off wt.- 1670 lbs. Landing wt- 1670 lbs. Wing loading- 10.5 lbs/ sq. feet. Power loading- 15.5 lbs/hp.

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