Thorp T-18 P.O.H.

SUMMARY SPECIFICATIONS.......................................2

PERFORMANCE SUMMARY..........................................3

OPERATING CHECK LIST.........................................4 - 6
	A. Before entering airplane..........................4
	B. Before engine start...............................4
	C. Engine start and warm-up..........................4
	D. Before take-off...................................5
	E. Take-off and Cruise...............................5
	F. Before landing....................................5
	G. Pattern entry.....................................5
	H. Normal landing....................................6
	I. Three point landing...............................6
	J. Shut down.........................................6

EMERGENCY PROCEDURES.........................................7 - 9
	A. GENERAL...........................................7
	B. ENGINE FIRE DURING START..........................7
	C. ENGINE FIRE WHILE TAXIING.........................7
	D. ENGINE FIRE IN FLIGHT.............................7
	E. ELECTRICAL FIRE...................................8
	F. ALTERNATOR FAILURE................................8
	G. ENGINE FAILURE ON TAKE-OFF........................8
	H. ENGINE AIR RESTART................................9
	I. FORCED LANDING (COMPLETE POWER FAILURE)...........9

WEIGHT & BALANCE CALCULATIONS................................10 - 11

ANNUAL INSPECTION CHECK-OFF LIST.............................12 - 13

SUMMARY SPECIFICATIONS

DIMENSIONS

Wing Span....................................................21' 3"
Wing Chord...................................................4' 2"
Wing Aspect Ratio............................................5.0
Length Overall...............................................18' 11"
Height Overall...............................................5' 1"
Wheel Track..................................................5' 3"
Propeller Diameter...........................................68"
Propeller Pitch..............................................68.5"

AREAS

Wings (gross)................................................86.0 sq ft
Ailerons (total).............................................6.8 sq ft
Flaps (total)................................................6.0 sq ft
Fin..........................................................4.8 sq ft
Rudder.......................................................3.2 sq ft
Horizontal Stabilator........................................14.2 sq ft
Vertical Tail................................................8.0 sq ft

WEIGHTS AND LOADINGS

Weight Empty.................................................1000 lbs
Max Gross Weight.............................................1700 lbs
Max Wing Loading.............................................19.75 lbs/sq ft
Max Span Loading.............................................80 lbs/ft
Max Power Loading............................................9.4 lb/hp

PERFORMANCE

Max Speed at Sea Level.......................................195 mph
Max Climb at Sea Level.......................................2000 fpm
Max Climb at 10,500   .......................................800 fpm
Cruise, Sea Level @ 75%......................................175 mph
Cruise, 10,500 ft @ 75%......................................180 mph
Stall Speed, 30O Flaps ......................................58 mph
Stall Speed, 40O Flaps ......................................54 mph
Stall Speed, Power on .......................................50 mph
Normal Rate Of Climb at Sea Level..........(140 MPH) approx. 1000 fpm
Takeoff Roll.................................................900 feet
Landing Roll (Max braking)...................................900 feet
Range, with 30 Min Reserve...................................4.0 hrs. 
                        (about 700 statute miles) including aux. tank

PERFORMANCE SUMMARY

	1330 lbs Gross Weight - All Airspeeds IAS
	IAS-(MPH)

Power-Off Stall, Clean (Vs1).................................58
Power-Off Stall, Full (40o) Flap (Vso).......................54
Power-On Stall, Clean........................................50
Best Rate of Climb (Vy)......................................120
Best Angle of Climb (Vx).....................................85
Never Exceed Speed (Vne).....................................214
Maneuvering Speed (Va).......................................160
Max Flap Extension Speed (Vfe)...............................110
Best Glide Speed approx. 112 MPH, glide ratio 8:1
Minimum Rate Of Descent	approx. 90 MPH, 900 FPM

POWERPLANT LIMITATIONS AND INSTRUMENT MARKINGS

Engine - Lycoming 0-360 A4-J Rated 180 BHP 
	 360 cubic inches, Rated for 100LL octane fuel
	 Marvel Schebler MA-4-5 Carburetor
	 Slick 4740 & 4743 Magnetos

Propeller - Props Inc. Maple, glassed, 68" diameter by 69.5" pitch.

Tachometer

Normal Range (Green Arc)..........................1700-2600 RPM
Maximum (Red Line)................................2600 RPM

Cylinder Head Temperatures

Normal Range......................................280-420  Deg. F.
Maximum...........................................450  Deg. F.

Oil Temperature

Normal Range (Green Arc)..........................160-190 Deg. F.
Caution (Yellow Arc)..............................190-235 Deg. F.
Maximum (Red Line)................................235 Deg. F.

Oil Pressure (Gauge reads 10 lb. high). Pressures shown are indicated.

Normal Range (Green Arc)..........................70-90 PSI
Maximum (Red Line)................................100 PSI
Minimum at Idle (Red Line)........................25 PSI


OPERATING CHECKLIST - N647C 

BEFORE ENTERING AIRPLANE
1. Check oil level. Do not operate with less than 6 quarts. Normal oil 
   quantity is 8 quarts. 
2. Drain gas from gascolater to check for water and proper octane. 
   Drain a sample from the Aux tank, if it is in use.
3. Visually check fuel quantity.
4. Clean windshield if needed, using only Meguiar's or other approved 
   plastic cleaner.
5. Make a thorough visual check of the airplane to include at least the 
   following:
   a. Ensure that wing bolts are secure and there is no excessive play
      (.1" at the wing tip).
   b. Wing gap covers in place and secured.
   c. Flaps, ailerons and elevator free but not loose.
   d. Prop secure and free of nicks and dings and has no free play.
   e. Check entire airframe for warpage, looseness and any previously 
      unnoted dents or deformation.
6. Notify any passengers of experimental status of airplane.


BEFORE STARTING ENGINE
1. Check controls - free and correct.
2. Check Brakes.
3. Fasten seat belts and shoulder harnesses.


ENGINE START AND WARM-UP
1. Set carb heat cold -between mixture & throttle- (full in).
2. Set mixture (left knob on center quadrant under panel) to full rich 
   (full in).
3. Set fuel tank selector pointed forward (in forward section of center 
   console). Never take off on Aux tank!
4. In normal weather pump throttle (right knob on center quadrant under 
   panel) 2-3 times and set to idle 1/8" (1/2" if engine is hot). 
   In very cold weather, pump 4 times.
5. Set battery switch on; alternator and radio switch off.
6. Clear the prop. Apply brakes, using toe pressure on the rudder pedals.
7. Start engine by turning key fully clockwise until engine starts. 
   Release key as soon as engine starts.
8. Check oil pressure in green arc. Pressure will normally register in 
   2 to 5 seconds. If pressure does not register within 15 seconds, shut 
   down engine!
9. Turn alternator on. Check alternator charging at this RPM.
10. Idle at 800 RPM for 1 minute. Do not idle below 600 RPM.
11. Set transponder to standby. It takes about 5 minutes to warm up the 
    encoder.

BEFORE TAKE-OFF
1. Radios on. Turn and Bank on. Check ELT on.
2. Run for 3 to 5 minutes or until oil temp is at least 100 degrees and 
   CHT is at least 200 degrees on coldest cylinder.
3. Set Altimeter (use top edge of kollsman window, not center line, for 
   accurate pressure).
4. Check oil pressure in green range.
5. Set trim to 1/8" from rear of the trim indicator on the center console.
6. Check to be sure that all instruments are operating properly.
7. Set mixture to full rich, unless it is necessary to lean for altitude.
8. Apply brakes.
9. Check Mags and carb heat at 1800 RPM. Each mag should indicate a 
   50-100 RPM drop. 	


TAKE-OFF AND CRUISE
1. Release brakes and gradually apply full throttle.
2. Rotate at 60 miles per hour.
3. Set transponder to ALT.
4. Climb out at 120-140 miles per hour or cruise climb at 150-160 mph.
5. Lean to 125 degrees rich of peak EGT (Never higher than 1600 degrees) 
   above 4000 feet (only at or below 75% power settings).
6. Cruise at 75% power (2450-2500 RPM).
7. Avoid sudden or extreme throttle changes, but make minor changes 
   occasionally.
8. Use Aux tank only during Cruise, if at all. For best weight & balance, 
   use all aux fuel, then switch to main tank. Aux tank requires auxiliary 
   fuel pump turned on. 
9. Heater may be turned on by pulling out on heater control (under panel 
   on right side).


BEFORE LANDING
1. Use gradual descents where feasible. Avoid high speed, low-power 
   descents to avoid shock-cooling. Lean to peak EGT during descent.
2. Set Fuel to main tank.
3. Set Mixture to full rich (Full in).
4. Apply Carb heat (Full out).


PATTERN ENTRY
The T-18 is a fast, low drag aircraft requiring pilot planning to descend 
to pattern altitude and reduce speed to levels compatible with other traffic.

A downwind speed of 100 to 120 MPH is recommended when traffic permits, 
or 7° (1st notch) flap at 85-90 MPH if required for spacing, Maximum flap 
extension speed is 110 MPH (white arc of the airspeed indicator). 

The aircraft should be trimmed in pitch for all phases of the traffic pattern 
up to the landing flare.

NORMAL LANDING
Recommended procedure is to slow to 90-100 MPH before turning base.  Partial 
or full flap is recommended below 90 MPH to improve over the nose visibility 
and speed stability as the "backside" of the power curve is approached.  
Slowing to less than 80 MPH (1.3 Vso) is not recommended until over the fence. 
Slowing to 75 MPH results in substantial sink rate which may be used with 
great caution to lose excess altitude. Turns under 80 MPH should also be 
avoided.
Recommended setup is:
	(1)   Airspeed--80 MPH IAS recommended on approach (75 MPH minimum).
	(2)   Throttle--1000 RPM on short final.
	(3)   Flaps--17o (2nd notch) just before turning base.

Preferred approach is power reduced to allow 80 MPH indicated with 30° flaps 
at a descent rate of 500 FPM. Allowing approach speed to increase to 90 MPH 
will significantly increase float in the flare. Decreasing approach speed to 
below 80 MPH should be avoided and 85 MPH is preferable in gusting conditions.

The glide path may be steepened as required by use of full 28° flaps (3rd notch) 
or side slipping with full rudder at 80 to 90 MPH. Use of full flaps results 
in substantial pitch down, so use caution. The flap handle passes quite close 
to the throttle when in the full (40°) flap position. Use caution to avoid 
inadvertently bumping the throttle, especially when retracting the flaps from 
this position.

Touchdown is smoothest at 60 MPH on the mains using just a little power (about 
1000 RPM). After touchdown reduce power to idle. The tail will lower naturally 
as flaps are retracted. Taxi is bit a less stable around 40 MPH, so keep on the 
rudder pedals. Gentle taps are more effective than hard pushes on the pedals.

THREE POINT LANDING
In calm air, establish a power off 17° flaps glide at 80 MPH to a point 200 
feet short of the touchdown zone. Gently initiate the flare at 40 feet AGL 
and use a smooth continuously increasing pitch attitude to arrive at runway 
elevation in 3-point attitude. Flaring too high or too quickly will result 
in rapid air-speed decay leaving the aircraft dangerously high and slow. 
Power must be smoothly applied for recovery.

CAUTION
The relatively high T-18 span loading will result in rapid speed decay if the 
aircraft is flared high with power off. Use power to recover from high flare/
low speed conditions.

SHUT DOWN
1. Raise Flaps.
2. Carb heat to cold (Full-in).
3. Allow engine to idle at 600-800 RPM for at least 5 minutes before shut down.
4. Radio master off. Transponder off. 
5. Run for 20 seconds at 1200 RPM then slowly pull mixture to cut-off.
6. All switches off.
7. Magnetos off.
8. Lock stick full back with seat belt.

EMERGENCY PROCEDURES

GENERAL
This section covers the recommended procedures to follow during emergency 
and adverse flight conditions. As it is not possible to define every type of 
emergency that may occur, it is the pilot's responsibility to use sound 
judgment based on experience and knowledge of the aircraft to determine the 
best course of action. It is mandatory that the pilot familiarize himself 
with the entire flight manual, particularly this section, prior to flight.

NOTE: All airspeeds in this section are indicated airspeeds (IAS) unless 
otherwise stated.

ENGINE FIRE DURING START
If the fire is believed to be confined to intake or exhaust system (result of 
flooding engine):

	(1)  Continue cranking engine with starter.
	(2)  Mixture Control--IDLE CUT-OFF
	(3)  Throttle--DO NOT MOVE
	(4)  Inspect aircraft thoroughly for damage and cause prior to restart.

ENGINE FIRE WHILE TAXIING
If fire persists or is not limited to intake or exhaust system:

	(1)  Mixture Control--IDLE CUTOFF
	(2)  Fuel Selector Valve--OFF (pointed aft)
	(3)  Electrical and Magneto Switches--OFF
	(4)  Remove fire extinguisher from glove box
	(5)  Exit Aircraft
	(6)  Direct fire extinguisher through the cowling side air vents.

ENGINE FIRE IN FLIGHT
	(1)  Mixture control--IDLE CUT-OFF.
	(2)  Fuel Selector Valve--OFF
	(3)  Electrical and Magneto Switches--OFF
	(4)  Cabin Heat--OFF
	(5)  Canopy Vents--CLOSE
	(6)  Land immediately using "Forced Landing Procedures" on page 10.


	WARNING
	Do NOT attempt to restart engine.

NOTE: One or more of the canopy vents may be used for cabin air in the event 
of an engine fire, providing there is no smoke entering the cockpit from the 
vent.

ELECTRICAL FIRE
An electrical fire is usually indicated by an acrid odor of hot or burning 
insulation and wisps of smoke.
	(1)  Electrical Switches--ALL OFF (Leave Magneto Key Switch On Both).
	(2)  Cabin Heater--OFF
	(3)  Air Vents--OPEN only if absolutely necessary for smoke removal 
             and ventilation.
	(4)  Direct fire extinguisher to the smoke source (the extinguisher 
             is non-toxic HALON gas).
	(5)  If fire continues, land immediately.

If fire/smoke stop and electrical power is required for the remainder of the 
flight, put all switches in the OFF position. Turn the battery switch on, then 
turn on the alternator switch and other desired switches one at a time. Allow 
a minute between turning on each switch in order to allow identification and 
isolation of the faulty circuit(s). If a circuit breaker pops, it indicates a 
faulty circuit; don't attempt a second reset of the breaker. Switch off any 
faulty circuits.


ALTERNATOR FAILURE
The voltmeter displays voltage supplied by the alternator. Alternator failure 
is indicated by abnormally low voltage (generally 12 volts or less) from the 
alternator. It can easily be verified by turning off the alternator switch. 
A faulty alternator or voltage regulator will result in no change in the 
voltmeter reading. A runaway alternator may also read very high and should be 
switched off immediately to avoid avionics damage.

	(1)  Alternator Switch--CYCLE to reset the over-voltage relay
	(2)  If alternator voltage (13-17 volts) is not restored, turn OFF all 
             non-essential electrical equipment to conserve battery power and 
             land as soon as practical.

If sufficient Runway Remains:
	(1)   Throttle--CLOSED
	(2)   Land using brakes as required.

If airborne and insufficient runway remains for landing:
	(1)  Select most favorable landing area straight ahead.
	(2)  If altitude permits, attempt engine restart:
	         * Carb Heat--FULL HOT (Pulled out)
	         * Mixture Control--FULL RICH (Pushed in) unless at high 
                   altitude. 
	         * Fuel Selector Valve--CHECK: Main tank or AUX tank whichever 
                   has more fuel. Remember use of auxiliary tank requires Fuel 
                   Pump ON!
	         * Magneto Switch--EXPERIMENT WITH LEFT, RIGHT, BOTH.
	(3)  If Engine restart is not possible, follow forced landing procedures 
             below.

WARNING
Maintain flying speed at all times and do not attempt to turn back towards the 
runway unless sufficient altitude has been achieved. Altitude required for 
turn back with no margin is 500 feet. A 50 degree banked turn at 100 MPH is 
recommended for turn back.  

ENGINE AIR RESTART
	(1)  Maintain Airspeed--100 MPH minimum recommended.
	(2)  Carb Heat--FULL HOT
	(3)  Magneto Switch--BOTH
	(4)  Mixture-- FULL RICH or LEANED as required at high altitude.
	(5)  Fuel Selector Valve--CHECK ON TANK WITH FUEL
	(6)  Check fuel pump on if using AUX tank.
	(7)  If restart does not occur, change throttle, mixture, and magneto 
             settings in attempt to restart.
	(8)  Follow "Forced Landing Procedure" if unable to restart.


NOTE: The engine will normally continue to Windmill if airspeed is maintained, 
so the starter shouldn't be needed.


FORCED LANDING (COMPLETE POWER FAILURE)
(1) Airspeed--Maintain 100 MPH until landing location is assured.
(2) Mixture--IDLE CUT-OFF
(3) Fuel Selector Valve--OFF
(4) Radio--MAYDAY 121.5 MHZ if not already in contact with someone. 
(5) Transponder--CODE 7700
(6) Attempt to position the aircraft 1000 ft. AGL when downwind and abeam of the 
    intended point of landing.
(7) All Electrical Switches--OFF (Except Battery and Radio)
(8) On Final Approach--Airspeed 80 MPH (75 minimum if necessary to lose excess 
    altitude).  
(9) All Electrical Switches--OFF just prior to touchdown
(10) Canopy Latch--Released
(11) Flaps--Full when field is assured. Touchdown in 3-point or full-stall landing 
     (to land at slowest possible speed).

The ELT is located behind the baggage compartment and may be activated by the 
switch on the panel, or it may be removed by releasing the retention strap, and 
activated by inserting the portable antenna and turning it on at the ELT.

Weight & Balance Calculations
For N647C 6/11/1995

Item            Lbs.	Arm	    Moment	
Left Wheel	536	 55.75      29,882.00	
Right Wheel	544	 55.75      30,328.00	
Tail Wheel	 54	215         11,610.00	
Less oil	-15	 27	      -405.00	
Less Fuel      -108	 50	    -5,400.00	
Total         1,011.00   65.30	    66,015.00	

Empty Weight Total Moment = 66,015 inch lbs.
Empty C.G. = Total Moment = 66,015 = 65.3 inches
Total Weight = 1,011

This includes the jump seat in the baggage compartment.
C.G. limits are 62.5 inches forward, and 70.5 inches rearward.

On 6/14/95 the battery, solenoids and voltage regulator were moved from the 
baggage compartment to the right side of the fire wall, a shift of twenty-five 
pounds 76" forward. This resulted in a reduction in total moment of 1900 inch 
lbs. and a reduction of 1 lb. total weight. On 7/5/95 the starter was replaced 
with a Skytec flyweight with a reduction in total moment of 120 inch lb. and a 
reduction in total weight of 10 lbs. The current (7/8/95) empty C.G. is now as 
follows:

Empty Weight Total Moment = 63,995 inch lbs.
Empty C.G. = Total Moment = 63,995 = 64.0 inches
Total Weight = 1,000

C.G. with full load and low fuel. REVISED 7/8/95

Item            Weight	Arm	Moment	
Aircraft Empty	1000	64.0	64,000.00	
Oil               15	27	   405.00	
Pilot            190	85	16,150.00	
Passenger        150	85	12,750.00	
Jump Seat Pas.    40   115	 4,600.00	
Fuel              24	50	 1,200.00	
Baggage           30   109	 3,270.00	
Total          1,449    70.65  102,375.00

C.G. limits are 62.5 inches forward, and 70.5 inches rearward.

C.G. with full load and full fuel tanks.

Item            Weight	Arm	Moment	
Aircraft Empty	1000	64.0	64,000.00	
Oil               15	27	   405.00	
Pilot            190	85	16,150.00	
Passenger        150	85	12,750.00	
Jump Seat Pas.    40   115	 4,600.00	
Fuel             162	50	 8,100.00	
Baggage           30   109	 3,270.00	
Total          1,659    69.56  115,395.00	


Annual Inspection for Thorp T18 N647C

__ Check ELT batteries & replace if needed
__ Check battery electrolyte level
__ Check brake fluid- top with red MIL SPEC brake fluid 
   Inspect, lube (with LPS-3) and adjust:
__ Flap cables and pulleys
__ Rudder cables
__ Throttle cable
__ Mixture cable
__ Carb heat cable
__ Remove wing inspection plates. Lube and inspect aileron belcranks & pushrods
   Lube (with LPS-3) and inspect:
__ Walking beam
__ Elevator trim indicator shaft. Lube (with high temp bearing grease) 
   and inspect:
__ Elevator trim universal joints
__ Elevator trim threaded shaft

__ Check for tire wear, damage & pressure (32 lbs/in2)
__ Check brake pads for wear
__ Check wheels for looseness
__ Check main gear wheel bearings and grease if needed
__ Grease tailwheel
__ Clean gascolator
__ Change oil and filter.
__ Open & inspect oil filter
__ Replace oil filter & lube gasket with Dow Corning #4
__ Inspect exhaust stacks for cracks
__ Remove spark plugs and inspect - Regap if necessary
__ Clean threads in cyl head with Dow Corning DC4

__ Check cylinder compression  	cyl 1 ____/80
                                cyl 2 ____/80
                                cyl 3 ____/80
                                cyl 4 ____/80 

__ Check plugs (clean threads & lube with Champion plug lube) 35ft. lbs.

Check all engine and airframe nuts for tightness especially:
__ Prop bolts (35 ft lbs)
__ Cyl base nuts(3/8 100 in lb; 7/16 - 200 in lb; 1/2 250 in lb)
__ Engine mounting bolts
__ Wing attach bolts
__ Exhaust manifold bolts (3/8 100 in lb; 7/16 - 200 in lb)
   Torque for unlisted bolts  5/16 - 17 ft lb
                              3/8  - 30 ft lb
                              7/16 - 50 ft lb
__ Check mag timing
__ Check for oil leaks
__ Check all wires under cowling for chafing or cracked insulation
__ Check all hoses for holes, burning or cracking

__ Check prop for nicks and cracks
__ Check prop tracking

Check safety wire on:
__ Prop & Prop extension
__ Carburetor
__ Brake calipers
__ Alternator
__ Aileron pins

__ Check alternator V-belt for tightness and cracking
__ Clean engine compartment and fuselage interior