Normally aspirated, direct drive, air-cooled, horizontally opposed, fuel injected, four cylinder engine with 360 cu. in. displacement.
Approved Fuel Additives
Isopropyl Alcohol and Diethylene Glycol Monomethyl Ether (DiEGME). May not exceed 1% for isopropyl alcohol or 0.10% to 0.15% for DiEGME.
Maximum Certificated Baggage Weights
Baggage Area 1: 120 POUNDS. Baggage Area 2: 50 POUNDS. Maximum Combined Weight Capacity: 120 POUNDS.
V-Speed: VA (Normal Category)
Maneuvering Speed: 2550 POUNDS - 105 KNOTS. 2200 POUNDS - 98 KNOTS. 1900 POUNDS - 90 KNOTS.
Airspeed Indicator Marking: Green Arc
Normal Operating Range: 48 KNOTS to 129 KNOTS. 48 KNOTS represents VS1 at most forward C.G.
Flight Load Factor Limits - Normal Category
At Maximum Takeoff Weight (2550 POUNDS). Flaps Up: +3.8g, -1.52g. Flaps Down: +3.0g.
Flight Load Factor Limits - Utility Category
At Maximum Takeoff Weight (2200 POUNDS). Flaps Up: +4.4g, -1.76g. Flaps Down: +3.0g.
Maximum Cylinder EGT Difference
100ºF. A temperature difference greater than 100ºF indicates that fuel injection system maintenance is necessary.
The ignition system is composed of two engine-drive magnetos, and two spark plugs in each cylinder.
Air Induction System
Ram air is received through the air intake on the lower front portion of the engine cowling. Air passes through an air filter into an air box. The air box features a spring-loaded alternate air door. After the air box, air is ducted to the engine cylinders through intake manifold tubes.
Exhaust gas from each cylinder passes through riser assemblies to a muffler and tailpipe. Outside air is pulled in around shrouds which are constructed around the outside of the muffler to form heating chambers which supply heated air to the cabin.
Low Fuel Indications
The fuel quantity indicators detect low fuel conditions and incorrect sensor outputs. When fuel quantity is less than 5 gallons (and remains at this level for more than 60 seconds), the appropriate LOW FUEL annunciator will illuminate and a tone will sound.The annunciators will turn to red when the fuel quantity reaches the calibrated usable fuel empty level.
Maximum Fuel Indication
Each fuel tank sensor is capable of depicting a maximum of 24 gallons of the 26.5 usable gallons of fuel in each tank.
Purpose of Auxiliary Fuel Pump
The auxiliary fuel pump is used primarily for priming the engine before starting. It may also be used for vapor suppression in hot weather. Normally, momentary use will be sufficient for vapor suppression.
"Tabs" Fuel Level
When fueled to "tabs", each wing will hold 17.5 gallons of fuel, providing a total of 35 gallons of fuel.
Fuel System Components and Layout
Wings tanks -> Fuel selector valve -> Fuel reservoir tank -> Auxiliary fuel pump -> Fuel shutoff valve -> Fuel strainer -> Engine-driven fuel pump -> Fuel/Air control unit -> Fuel distribution unit.
Fuel Venting Methods
Fuel venting is accomplished by three methods. 1) An interconnecting line between the fuel tanks, 2) an overboard fuel vent line in the left wing, and 3) vented fuel filler caps.
Fuel Return System
The fuel return system helps provide smooth engine operation on the ground during hot weather. Provides higher fuel flow rates, lower fuel temperatures, and minimizes the amount of fuel vapor generated in the fuel lines.
The airplane has a single-disc, hydraulically actuated brake on each main landing gear wheel. Each break is connected, by a hydraulic line, to a master cylinder attached to each of the pilot's rudder pedals. Right seat pedals are connected to the left seat pedals.
Symptoms of Impending Brake Failure
1) Gradual decrease in braking action after application, 2) noisy or dragging brakes, 3) soft or spongy pedals, 4) excessive travel and weak braking action.
The airplane is equipped with a 28-volt direct current (DC) system, consisting of a belt-driven 60-ampere alternator and a 24-volt main storage battery, and a 24-volt Ni-CAD standby battery.
The standby battery is a 24-volt Ni-CAD battery. The battery provides an electrical current to the essential bus. When the main battery is turned on, the standby battery will stop providing a charge to the essential bus.
G1000 Component: GIA 63 Integrated Avionics Unit
Two GIA 63 units are installed in the tailcone These units are the main communications hub linking all of the other components to the GDU 1040 displays. Each unit contains a GPS receiver, a VHF navigation receiver, VHF communication transceiver, and the main system microprocessors.
G1000 Component: GRS 77 Attitude Heading Reference System (AHRS)
The GRS 77 AHRS provides airplane attitude and flight characteristics information to the GIA 63 units. It is located in the tailcone. The unit contains accelerometers, tilt sensors, and rate sensors that replace spinning gyros.
G1000 Component: GMU 44 Magnetometer
The GMU 44 Magnetometer is located in the left wing. It interfaces with the AHRS to provide heading information.
G1000 Component: GDC 74A Air Data Computer
The GDC 74A compiles information from the aircraft's pitot/static system. The unit is mounted behind the instrument panel, behind the MFD. The ADC calculates pressure altitude, airspeed, true airspeed, vertical speed, and outside air temperature.
KAP 140 Autopilot Modes: VS
VS Mode: Vertical Speed - holds the climb or descent rate at the moment the autopilot is engaged or a manually-set climb or descent rate. Controlled by the UP and DN buttons.
KAP 140 Autopilot Modes: ALT
ALT Mode: Altitude Hold - holds a set altitude using combined engine power, pitch and pitch trim control.
KAP 140 Autopilot Modes: HDG
HDG Mode: Heading Hold - holds the magnetic heading set using the HDG bug on the PFD.
KAP 140 Autopilot Modes: NAV
NAV Mode: Navigation hold mode - Locks on a course set using the CRS knob when a valid VHF navigation source or GPS course (or OBS course) is set on the CDI.
KAP 140 Autopilot Modes: APR
APR Mode: Approach Mode - locks on-course with greater sensitivity than NAV mode. APR mode is used to lock on the final approach course to start the final approach segment of an instrument approach. This mode should be armed (ARM) while in HDG or NAV mode. Will function on VOR, LOC, GPS, RNAV/GPS and ILS approaches. APR Mode will automatically lock onto the glideslope (GS) using vertical speed more during ILS approaches.