User Guide

172
173
Bring the prop back up to 2500 RPM, enrich the mixture to
about 22 gph, reduce the throttle to around 20-25 in. Hg., and
pull up into a gentle straight-ahead stall. You’ll find the “break” a
bit sharper than in the 172, but there’s plenty of warning from the
stall horn. As you release back pressure to start the recovery,
smoothly bring the throttle up to 35 in. Hg. (that’s why we
advanced the prop and mixture before starting the stall series).
You’ll notice that even with good technique, the Mirage will prob-
ably lose a bit more altitude during the stall and recovery; that’s
typical for higher-performance airplanes. Notice, too, that as you
bring in the power, it might take quite a bootful of right rudder to
keep the ball centered.
Here’s an excellent exercise to develop both a good instru-
ment scan, and an awareness of how changes in aircraft configu-
ration affect its performance. It’s called “the FAA Weave,” as it
often shows up during check rides.
Begin by setting the airplane up in normal cruise, trimmed
out to hold altitude “hands-off.” Set the course arrow at your cur-
rent course, and the heading bug sixty degrees to one side-let’s say
the left. What we’re going to do is make steady turns back and
forth between the course arrow and the heading bug, holding our
current altitude, while changing aircraft configuration and power
setting as required. Roll into a standard-rate turn to the left (i.e.,
turn at a rate so the little airplane in the turn coordinator points its
wingtip at an index mark). When you have the turn established,
extend the first (approach) notch of flaps. Maintain altitude and
allow the airspeed to stabilize.
As you approach the heading bug, roll back into a right turn
and extend the landing gear. Continue to maintain altitude; you’ll
notice that the airplane will slow quite dramatically. Add power,
if necessary, to maintain 100 knots.
By now, you should be approaching the course arrow once
again. Roll back into a second left turn and extend the second
notch of flaps, still maintaining altitude. Adjust power to maintain
90 knots. As you approach the heading bug, roll back into a right
turn, extend the last of the flaps, and-this is the tricky one-adjust
power to maintain 75 knots, while still maintaining altitude.
TAKEOFF AND CLIMBOUT
Taxi into position and line up on the runway. Normal take-
offs in the Mirage are made with flaps retracted. On a very short
field, however, the first notch of flaps will get you off the ground
a bit quicker; we’ll practice that one on our next takeoff.
Make sure that the prop and mixture controls are all the way
forward and turn on the emergency fuel pump. Now, smoothly
bring the throttle up to a manifold pressure of 42 in. Hg. If every-
thing is working properly, that will correspond with the full for-
ward position of the throttle. When the engine is cold, however,
manifold pressure may “overshoot” slightly, requiring a small
adjustment.
Let the airplane accelerate and begin the rotation to takeoff
attitude at 80 to 85 knots. As the airplane leaves the ground, wait
until there’s no longer enough runway to land on, or until you see
a definite climb indicated on the VSI and altimeter; then tap the
brakes and retract the landing gear. Airspeed and rate of climb
will begin to increase at once. Aim for 91 knots until all obstacles
are cleared, then continue to accelerate to 125 knots for a normal
cruise climb. Check that the HYDRAULIC PUMP light has gone
out after the gear has completed retraction.
While the airplane can be climbed indefinitely at full take-
off power, it’s wasteful and noisy. Instead, let’s set cruise climb
power: we’ll gently reduce the throttle to 35 in. Hg., then slowly
bring the mixture back until fuel flow indicates 32 gph. Leave the
prop at 2500 RPM for the moment. Once we’re at a safe altitude
- say, 1000 feet AGL - relax, take a deep breath, and turn off the
emergency fuel pump. Is the airplane in trim? Is the skid ball in
the center? Adjust the trim wheels as necessary.
Let’s level off at 5000 feet for some preliminary airwork. As
the airplane accelerates, set up an economical cruise power of 30
in. Hg. and 2400 RPM. Remember, the throttle is reduced first,
then the RPM. Set the mixture for a fuel flow of about 18-19 gph.
Now try a couple of steep turns. You’ll notice that the air-
plane isn’t quite as “nimble” as the 172; control pressures are
higher, and the roll rate is slower. Try to get a feel for the amount
of back pressure required. Let’s consider these clearing turns, as
well, and we’ll try a couple of stalls.
Flight Instruction
Flight Instruction