Checklists
- Essential
- Piloting
- ATC
- Realism
PREFLIGHT CHECK
BEFORE ENGINE START
ENGINE START
BEFORE TAXI
TAXI
RUN‑UP
BEFORE ENTERING RUNWAY
LINE-UP
TAKEOFF
Rotation speeds by weight
| 2,000 | 2,200 | 2,400 | 2,600 | 2,800 | 3,000 | |
|---|---|---|---|---|---|---|
| Vr normal takeoff flaps 0° | 70 | 74 | 78 | 82 | 85 | 88 |
| Vr short field flaps 18° | 65 | 68 | 70 | 72 | 75 | 78 |
Speeds in mph, weights in lbs.
CLIMB
Climb speeds by weight
| 2,000 | 2,200 | 2,400 | 2,600 | 2,800 | 3,000 | |
|---|---|---|---|---|---|---|
| Vx best angle | 76 | 78 | 80 | 82 | 84 | 86 |
| Vy best rate | 97 | 99 | 101 | 103 | 105 | 107 |
Speeds in mph, weights in lbs.
CRUISE
CRUISE SET-UP
CRUISE MONITORING
Every 15 minutes or at each turning point
Cruise Power
CRUISE CLIMB AND DESCENT
Climb
target speed 110 mph
Descent
target speed 150 mph
~500 ft/min
DESCENT
APPROACH
Initial Approach
No later than 10 NM before entering the downwind leg
target speed 125 mph
Downwind Leg
1,000 ft AGL
target speed 100 mph
Base Turn
target speed 95 mph
Final
target speed 90 mph
Go Around
Optional procedure
target speed 90 mphAFTER LANDING
SHUTDOWN
EMERGENCY: POWER LOSS IN FLIGHT
EMERGENCY: POWER OFF APPROACH
EMERGENCY: POWER OFF LANDING
EMERGENCY: ENGINE FIRE
EMERGENCY: ELECTRICAL FIRE
EMERGENCY: CARBURETOR ICING
Note: expect initial engine roughness due to ice ingestion when using carburetor heat.
EMERGENCY: ENGINE ROUGHNESS
If roughness continues after 1 minute:
EMERGENCY: HIGH OIL / CHT TEMPERATURE
EMERGENCY: LOSS OF FUEL PRESSURE
CAUTION: if normal engine operation and fuel flow is not immediately re‑established, TURN THE ELECTRIC FUEL PUMP OFF (lack of fuel flow indication could indicate a leak or exhaustion).
EMERGENCY: LOSS OF OIL PRESSURE
Be aware running an engine with no oil pressure increases fire risk.
EMERGENCY: PROPELLER OVERSPEED
Note: REMAIN BELOW 2575 RPM — Land as soon as possible.
EMERGENCY: ALTERNATOR FAILURE
If no output, minimise electrical load and land as soon as practical planning for emergency gear extension procedure.
EMERGENCY: SPIN RECOVERY
EMERGENCY: EMERG. LANDING GEAR EXTENSION
Power setting table
✈ Target manifold-pressure calculator
POWER SETTING TABLE
NORMALLY ASPIRATED LYCOMING O-540-A ENGINE, 250 HP
| ALTITUDE & TEMP. STD |
138 HP - 55% RATED
1. APPROX 10.3 GPH
2. APPROX 12.0 GPH |
163 HP - 65% RATED
1. APPROX 12.3 GPH
2. APPROX 14.0 GPH |
188 HP - 75% RATED
1. APPROX 14.0 GPH
2. APPROX 16.0 GPH |
|||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| RPM AND MANIFOLD PRESSURE | RPM AND MANIFOLD PRESSURE | RPM AND MANIFOLD PRESSURE | ||||||||||||
| ALTITUDE ALT | F. | C. | 2100 | 2200 | 2300 | 2400 | 2100 | 2200 | 2300 | 2400 | 2100 | 2200 | 2300 | 2400 |
| SEA LEVSL | 59 | 15 | 21.6 | 20.8 | 20.2 | 19.6 | 24.2 | 23.3 | 22.6 | 22.0 | — | 25.8 | 25.1 | 24.3 |
| 1,000 | 55 | 13 | 21.4 | 20.6 | 20.0 | 19.3 | 23.9 | 23.0 | 22.4 | 21.8 | — | 25.5 | 24.8 | 24.1 |
| 2,000 | 52 | 11 | 21.1 | 20.4 | 19.7 | 19.1 | 23.7 | 22.8 | 22.2 | 21.5 | — | 25.3 | 24.6 | 23.8 |
| 3,000 | 48 | 09 | 20.9 | 20.1 | 19.5 | 18.9 | 23.4 | 22.5 | 21.9 | 21.3 | — | 25.0 | 24.3 | 23.6 |
| 4,000 | 45 | 07 | 20.6 | 19.9 | 19.3 | 18.7 | 23.1 | 22.3 | 21.7 | 21.0 | — | 24.8 | 24.1 | 23.3 |
| 5,000 | 41 | 05 | 20.4 | 19.7 | 19.1 | 18.5 | 22.9 | 22.0 | 21.4 | 20.8 | — | — | 23.8 | 23.0 |
| 6,000 | 38 | 03 | 20.1 | 19.5 | 18.9 | 18.3 | 22.6 | 21.8 | 21.2 | 20.6 | — | — | — | 22.8 |
| 7,000 | 34 | 01 | 19.9 | 19.2 | 18.6 | 18.0 | 22.3 | 21.5 | 21.0 | 20.4 | — | — | — | — |
| 8,000 | 31 | -01 | 19.6 | 19.0 | 18.4 | 17.8 | — | 21.3 | 20.7 | 20.1 | — | — | — | — |
| 9,000 | 27 | -03 | 19.4 | 18.8 | 18.2 | 17.6 | — | — | 20.5 | 19.9 | — | — | — | — |
| 10,000 | 23 | -05 | 19.1 | 18.6 | 18.0 | 17.4 | — | — | — | 19.6 | — | — | — | — |
| 11,000 | 19 | -07 | 18.9 | 18.3 | 17.8 | 17.2 | — | — | — | — | — | — | — | — |
| 12,000 | 16 | -09 | 18.6 | 18.1 | 17.5 | 17.0 | — | — | — | — | — | — | — | — |
| 13,000 | 12 | -11 | — | 17.9 | 17.3 | 16.8 | — | — | — | — | — | — | — | — |
| 14,000 | 09 | -13 | — | — | 17.1 | 16.5 | — | — | — | — | — | — | — | — |
| 15,000 | 05 | -15 | — | — | — | 16.3 | — | — | — | — | — | — | — | — |
💡 Mixture management & atmospheric corrections (Lycoming O-540-A)
- ROP vs LOP mixture: In Best Power (ROP), set the mixture 100–150°F rich of peak EGT for maximum speed. In Best Economy (LOP / Peak EGT), lean to peak EGT or slightly lean of peak (A2A Accu-Sim simulates the associated reduction of approximately 1.1 to 1.5 GPH).
- Non-standard temperature correction: For every 10°F above the standard temperature shown in the STD AIR TEMP column, add 0.17 inHg of manifold pressure to maintain the target power percentage. Conversely, subtract 0.17 inHg for every 10°F below standard.
- Economy setting at 2100 RPM: This low setting significantly reduces cabin noise and engine wear. At 2100 RPM, the normally aspirated engine cannot reach 75% cruise power and becomes limited above 7,000 ft at 65% power.
Aircraft data
Takeoff, climb and cruise
Rotation speeds by weight
| 2,000 | 2,200 | 2,400 | 2,600 | 2,800 | 3,000¹ | |
|---|---|---|---|---|---|---|
| Vr normal takeoff flaps 0° | 70 | 74 | 78 | 82 | 85 | 88 |
| Vr short field flaps 18° | 65 | 68 | 70 | 72 | 75 | 78 |
Climb speeds by weight
| 2,000 | 2,200 | 2,400 | 2,600 | 2,800 | 3,000 | |
|---|---|---|---|---|---|---|
| Vx best angle | 76 | 78 | 80 | 82 | 84 | 86 |
| Vy best rate | 97 | 99 | 101 | 103 | 105 | 107 |
Speeds in mph, weights in lbs. Indicative operational values for the A2A simulation. IAS, sea level, standard conditions. Adjust speed for wind, density altitude and aircraft behaviour. ¹ The 3,000 lbs weight is approved only with tip tanks.
|
Vcc
110mph
Normal Climb Out
|
Cruise quick reference
| Recommended setting | 75 % — 7,000 ft — 2,400 RPM — 22.6 inHg |
| Performance | 181 mph — about 14 gal/h |
| Range | 4.3 h / 740 mi — 6.4 h / 1,100 mi with tip tanks |
Approach, landing and glide
Glide
|
Vbg
105mph
Best Glide — Range
|
|
Vbg
95mph
Best Glide — Endurance
|
Stall
|
Vs
71mph
Stall, normal configuration
|
|
Vs0
64mph
Stall, landing configuration
|
Approach speeds
|
Vapp
95mph
Final Approach, Flaps Up
|
|
Vapp
90mph
Final Landing Approach, Flaps 27°
|
Flaps and gear
|
Vfe
100mph
Recommended Flap Extension Speed
|
|
Vlo
125mph
Recommended Maximum Landing Gear Operation Speed
|
Speed limits
|
Vfe
125mph
Max Flaps Extended
|
|
Vlo
125mph
Max Landing Gear Operation
|
|
Vle
150mph
Max Landing Gear Extended Speed
|
|
Va
120mph
Design Maneuvering @ 1,900 lbs
|
|
Va
144mph
Design Maneuvering @ 2,800 lbs
|
|
Vno
180mph
Max Structural Cruising
|
|
Vne
203mph
Never Exceed
|
|
Vne
229mph
Never Exceed (with stabilator tips)
|
Va decreases as weight decreases: a linear interpolation may be used between 1,900 and 2,800 lbs.
Airspeed indicator markings
|
White Arc
64 to 125 mph
Flap Down
|
|
Green Arc
71 to 180 mph
Normal Operating Range
|
|
Yellow Arc
180 to 227 mph
Caution Range – Smooth Air Only
|
|
Red Radial Line
203 mph, or 229 mph with stabilator tips
Never Exceed
|
Engine limits and references
| Maximum RPM | 2575 RPM |
| Fuel Grade (AVGAS ONLY) | 90/96 (blue) |
| Fuel Pressure (min – max) | 0.5 – 5 PSI |
| Vacuum Limits | 4.8 – 5.1 inHg |
Cylinder head temperature (CHT)
| JPI programmed normal operating limit | 380 °F |
| Prolonged operation not recommended | 400 °F |
| Red line, absolute limit | 500 °F |
Oil
| Maximum Oil Temperature | 245 °F |
| Oil Pressure (min – max) | 25 – 100 PSI |
| Oil capacity | 12 quarts |
| Recommended maximum level | 9 quarts |
| 20W-50 | All-weather, best in cold weather |
| 25W-60 | All-weather, best in hot weather |
| 100AW | Straight weight, consistently hot conditions only |
Weights and capacities
| Maximum Takeoff Weight | 2,800 lbs — 3,000 lbs with tip tanks |
| Empty Weight | 1,708 lbs — 1,732 lbs with tip tanks |
| Maximum Useful Load | 1,092 lbs — 1,268 lbs with tip tanks |
| Maximum Baggage | 200 lbs |
| Standard fuel | 60 gal, 56 gal usable |
| Fuel with tip tanks | 90 gal, 86 gal usable |
| Fuel Density | 6 lbs per gallon |
Weights read in the simulator: they increase with every option installed. The standard airplane of the A2A manual has an empty weight of 1,690 lbs.
Engine and propeller
| Engine | Lycoming O-540-A |
| Configuration | Six cylinders, horizontally opposed |
| Cooling | Air cooled |
| Drive | Direct drive |
| Displacement | 541.5 in³ — 8.9 L |
| Compression ratio | 8.5:1 |
| Maximum power | 250 HP at 2,575 RPM |
| Propeller | Three-blade, constant speed |
Airframe and structure
| Type | Single-engine low-wing monoplane |
| Construction | All-metal, mainly aluminium |
| Landing gear | Electrically retractable tricycle |
| Seats | 4 |
| Wingspan | 36 ft — 10.97 m |
| Length | 24 ft 10 in — 7.57 m |
| Height | 7 ft 5 in — 2.26 m |
| Wing area | 178 ft² — 16.5 m² |
| Wing airfoil | NACA-642A215 laminar flow |
| Tail | Full-flying stabilator, anti-servo trim |
| Baggage compartment | 20 ft³, 20 × 20 in door, 200 lbs maximum |
| Minimum turning radius | 28.5 ft, from pivot point to wing tip |
| Propeller ground clearance | About 11 in |
| Nosewheel steering | 40° |
Flaps
| Control | Mechanical |
| Flaps up | 0° |
| Flaps 1 | 9° |
| Flaps 2 | 18° |
| Flaps full | 27° |
Electrical system
| Circuit | 12 V direct current |
| Generation | Alternator |
| Battery | 12 V — 33 ampere hour |
Airframe dimensions come from the PA-24-250 specifications, not from the text of the A2A manuals.
Aircraft operation
| Max Demonstrated Crosswind | 17 kt |
| Gear warning horn | Sounds below about 12 inHg manifold pressure if the gear is not down |
Accessories and options
| Tip tanks | Add 2 × 15 gal, 90 gal in total, and raise the maximum weight to 3,000 lbs |
| Stabilator tips | Increase the allowable top speed from 203 to 229 mph |
| Wing gap seals | Cover the gaps under the wing: a little more speed and lift at slow speeds |
| Wing root fairings | Clean up the wing to fuselage joint: less drag and slightly more lift |
| Slipper fairing | Increases the airflow through the engine: cooler running and less airframe drag |
| Gear lobe fairings | The largest drag reduction of all the modifications |
| Soundproofing | Fire resistant lightweight material, lowering cabin noise in flight |
| MT propeller | Composite with a wood core, 74 in: absorbs about half of the engine vibration |
| McCauley propeller | Metal, 77 in: flatter pitch and slightly higher static RPM on the ground |