Pilot Operating Handbook. and. Flight Training Supplement. Apollo Aircraft, Inc. Apollo Fox. Light Sport Aircraft Revision 2

Transcription

1 Pilot Operating Handbook and Flight Training Supplement Apollo Aircraft, Inc. Apollo Fox Light Sport Aircraft Revision 2

2 Aircraft Type: Apollo Fox Serial Number: Registration: Date of Issue: October 5, 2009 Stamp, Signature This aircraft was manufactured in accordance with Light Sport Aircraft airworthiness standards and does not conform to standard category airworthiness requirements. 2

3 RECORD OF REVISIONS Any revisions or amendments to the present manual shall be issued in the form of bulletins with attached new pages. It is in the interests of every user to enter such revision into the table of revisions and to replace the existing page by the new one. Rev. No. Pages Affected Date of Issue Bulletin Number New Page Inserted On, Signature 2 N/A Oct 5, New manual version 3

4 TABLE OF CO TE TS: RECORD OF REVISIONS GE ERAL I FORMATIO INTRODUCTION CERTIFICATION BASIS MANUFACTURER WARNING, CAUTION AND NOTE AIRPLA E A D SYSTEMS DESCRIPTIO ENGINE PROPELLER FUEL AND FUEL CAPACITY OIL OPERATING WEIGHTS AND LOADING (OCCUPANTS, BAGGAGE, FUEL, BALLAST) COCKPIT OVERVIEW GLASS PANEL (ENIGMA) START-UP QUICK REFERENCE (IF EQUIPPED) Glass Panel Acronyms used Indicator unit warning limits How to access Enigma Glass Panel GPS functions if aircraft was equipped with Glass Panel? Quick Reference How to set Calculated fuel level in the Enigma? How to set frequency on your radio with your MGL Avionics EFIS AIRCRAFT LIGHTING EQUIPMENT MINIMUM EQUIPMENT LIST (MEL) OPERATI G LIMITATIO S AIRSPEED INDICATOR SYSTEM CALIBRATION: STALL SPEED AT MAXIMUM TAKE-OFF WEIGHT (V S AND V SO ) FLAPS EXTENDED SPEED RANGE (V SO TO V FE ) MAXIMUM MANEUVERING SPEED (V A ) NEVER EXCEED SPEED (V NE ) CROSSWIND AND WIND LIMITATION SERVICE CEILING LOAD FACTORS PROHIBITED MANEUVERS OTHER LIMITATIONS WEIGHT A D BALA CE I FORMATIO INSTALLED EQUIPMENT LIST CENTER OF GRAVITY (CG) RANGE AND DETERMINATION Weight and balance determination for flight Detailed calculation of CG position PERFORMA CE TAKE-OFF AND LANDING DISTANCES RATE OF CLIMB CRUISE SPEEDS RPM FUEL CONSUMPTION OTHER PERFORMANCE DATA

5 5. EMERGE CY PROCEDURES INTRODUCTION ENGINE FAILURE AND EMERGENCY LANDINGS Engine failure during take-off run Engine failure during take-off In-flight engine failure Additional information to engine failure and emergency landing procedures Carburetor icing IN-FLIGHT ENGINE STARTING FIRES Engine fire on the ground Engine fire during take-off Engine fire in-flight Cockpit or electrical fire GLIDING PRECAUTIONARY LANDING LANDING WITH BLOWN-OUT TIRE LANDING WITH A DAMAGED GEAR LANDING VIBRATIONS OR OTHER ENGINE PROBLEM INADVERTENT ICING ENCOUNTER EXTREME TURBULENCE ENCOUNTER ELECTRICAL SYSTEM MALFUNCTIONS Alternator or battery charging circuit warning lamp INADVERTENT STALL AND SPIN RECOVERY The following general procedure should be followed should a stall occur: The following general procedure should be followed should an inadvertent spin occur: ORMAL PROCEDURES PREFLIGHT INSPECTION Preflight Inspection ENGINE STARTING Use of external power supply Engine starting Engine warm-up, power check TAXIING Prior to taxiing Taxiing NORMAL TAKE-OFF Prior to take-off Take-off SHORT FIELD TAKE-OFF PROCEDURE SOFT FIELD TAKE-OFF PROCEDURE BEST ANGLE OF CLIMB SPEED (V X ) Climbing BEST RATE OF CLIMB SPEED (V Y ) Climbing CRUISE Cruise flight APPROACH Descent Downwind NORMAL LANDING

6 On base leg On final Landing SHORT FIELD LANDING On base leg On final Landing SOFT FIELD LANDING On base leg On final Landing ABORTED LANDING PROCEDURES ENGINE SHUT-DOWN POST-FLIGHT CHECK OPERATING THE AUTO-PILOT (IF EQUIPPED OPTIONAL) INFORMATION ON STALLS, SPINS AND ANY OTHER USEFUL PILOT INFORMATION: RAIN AIRCRAFT GROU D HA DLI G A D SERVICI G REFUELING, SERVICING OIL AND COOLANT Refueling Servicing oil Servicing coolant LANDING GEAR TIRE DIMENSIONS AND PRESSURE MOVING THE AIRCRAFT ON THE GROUND AND TIE-DOWN INSTRUCTIONS Moving the aircraft on the ground Aircraft tie-down instructions REQUIRED PLACARDS A D MARKI GS AIRSPEED INDICATOR RANGE MARKINGS OPERATING LIMITATIONS ON INSTRUMENT PANEL PASSENGER WARNING MISCELLANEOUS PLACARDS AND MARKINGS SUPPLEME TARY I FORMATIO FLIGHT FAMILIARIZATION PROCEDURES PILOT OPERATING ADVISORIES FURTHER INFORMATION

7 0.1 Introduction 0. General information This handbook is provided with your aircraft to allow you to attain as much knowledge about the aircraft and its operation as possible. This manual is following ASTM F 2245 document Standard Specification for Design and Performance of a Light Sport Airplane. Read this manual thoroughly before your first flight and make sure you understand all the information contained within. This aircraft is equipped with a non-certified engine that meets the ASTM F-2339 engine standard. Flying this aircraft must always be done with the possibility of a safe landing due to loss of engine power. Pay attention to the fact that you as the pilot are fully responsible for the safety of yourself, your passengers and persons or property on the ground. 0.2 Certification basis This aircraft was manufactured in accordance with Light Sport Aircraft airworthiness standards and does not conform to standard category airworthiness requirements. 0.3 Manufacturer Apollo Aircraft, Inc South Avenue Zephyrhills. FL USA 0.4 Warning, caution and note In this handbook the following is used to highlight especially important information: WARNING Information which could prevent personnel injury or loss of life CAUTION Information which could prevent damage to equipment NOTE Information of special importance to pilots 7

8 1. Airplane and systems description 8

9 Fox is a LSA designed as a high-wing monoplane. A two-spar wing is equipped with flaperons. Fuselage is an open truss structure welded of steel tubes. Tail unit is formed of a lattice-work tube frame. The airplane is equipped with tricycle landing gear and incorporates a steerable nose wheel in its tri-gear format. In the classic format it is a tail dragger. Wing area including flaperon sq. ft Chord length (including flaperon) ft Wing loading lbs/sq. ft Power loading lbs/hp (with 912ULS) lbs/hp (with 912UL) Aspect-ratio Engine The Fox LSA is powered by the Rotax 912 UL (80 HP) or 912ULS (100 HP) engine. It is a fourcylinder, four-stroke, horizontally-opposed, center-camshaft engine with overhead valves. Engine cooling is of a combined type; cylinder heads are water-cooled while cylinders are air-cooled. The engine has dry-sump lubrication. The ignition system is a dual, distributor-less and capacitor flywheel magneto type. The engine is equipped with an electric starter, AC generator and a mechanical fuel delivery pump. The propeller is driven by an integrated reduction gearbox with mechanical damping. The Rotax 912ULS in the Fox is equipped with slipper clutch and heavy duty starter for smoother operation at start-up and shutdown and in the mid range ROTAX 912UL (80 HP) Engine Limitations Metric Imperial E GI E RPM Max RPM 5800 RPM (5 minutes max) 5800 RPM (5 minutes max) Maximum Continuous 5500 RPM 5500 RPM RPM Idle RPM Approximately 1700 RPM Approximately 1700 RPM POWER DATA Takeoff Performance 59.6 KW 80 HP Continuous Performance 58 KW 78 HP OIL PRESSURE Maximum Oil Pressure (allowed for short period at cold start) Minimum Oil Pressure (below 3500 RPM) Normal Oil Pressure (above 3500 RPM) OIL TEMPERATURE Maximum Oil Temperature Minimum Oil Temperature (idle at 2000 for 2 minutes and proceed to 2500 RPM till minimum oil temperature is reached) 7 bar 102 psi 0.8 bar 12 psi 2 5 bar psi 140 C 285 F 50 C 120 F Normal Oil Temperature C F CYLI DER HEAD TEMPERATURE 9

10 Maximum CHT 150 C 300 F Normal CHT C F EXHAUST GAS TEMPERATURE Maximum at max. 880 C 1620 F Takeoff Power Maximum at max. 850 C 1560 F Continuous Power Normal EGT 800 C 1472 F FUEL PRESSURE Maximum Fuel Pressure 0.4 bar 5.8 psi Minimum Fuel Pressure 0.15 bar 2.2 psi AMBIE T OPERATI G TEMPERATURE Maximum 50 C 120 F Minimum -25 C -13 F ROTAX 912ULS (100 HP) Engine Limitations Metric Imperial E GI E RPM Max RPM 5800 RPM (5 minutes max) 5800 RPM (5 minutes max) Maximum Continuous 5500 RPM 5500 RPM RPM Idle RPM Approximately 1700 RPM Approximately 1700 RPM POWER DATA Takeoff Performance 59.6 KW 80 HP Continuous Performance 58 KW 78 HP OIL PRESSURE Maximum Oil Pressure (allowed for short period at cold start) Minimum Oil Pressure (below 3500 RPM) Normal Oil Pressure (above 3500 RPM) OIL TEMPERATURE Maximum Oil Temperature Minimum Oil Temperature (idle at 2000 for 2 minutes and proceed to 2500 RPM till minimum oil temperature is reached) 7 bar 102 psi 0.8 bar 12 psi 2 5 bar psi 130 C 266 F 50 C 120 F Normal Oil Temperature C F CYLI DER HEAD TEMPERATURE Maximum CHT 135 C 275 F Normal CHT C F 10

11 EXHAUST GAS TEMPERATURE Maximum at max. 880 C 1620 F Takeoff Power Maximum at max. 850 C 1560 F Continuous Power Normal EGT 800 C 1472 F FUEL PRESSURE Maximum Fuel Pressure 0.4 bar 5.8 psi Minimum Fuel Pressure 0.15 bar 2.2 psi AMBIE T OPERATI G TEMPERATURE Maximum 50 C 120 F Minimum -25 C -13 F For more details see Operator s Manual for all versions of Rotax 912 supplied with the engine. WARNING This aircraft is equipped with a non-certified engine that meets ASTM F-2339 engine standard. Flying this aircraft must always be done with the possibility of a safe landing due to loss of engine power. The pilot is fully responsible for consequences of such failure. 1.2 Propeller The Sensinich propeller is made by Sensinich Propellers located in Plant City, Florida, USA. The propeller is a 2-bladed composite, ground adjustable, clockwise rotation, tractor, made of composite materials. Propeller diameter - 67 inches. For additional propeller information see Manual supplied with the propeller. 1.3 Fuel and fuel capacity Fuel tank capacity - wing tanks (S/N 00001, 00002, 00003) U.S. gallons each Fuel tank capacity wing tanks (S/N all others) U.S gallons each - central connecting tank U.S. gallons Max. fuel quantity 15.5 U.S. gallons (S/N 00001, 00002, 00003), 21.1 U.S. gallons (all others) Usable fuel quantity 15.0 U.S. gallons (S/N 00001, 00002, 00003), 20.6 U.S. gallons (all others) Unusable fuel quantity U.S. gallons Fuel specifications... Premium unleaded auto fuel (Standard Spec. for Automotive Spark-Ignition Engine, Fuel, ASTM D 4814) or AVGAS 100 LL. Avoid ethanol containing gas. Due to the higher lead content in AVGAS, the wear of the valve seats, the deposits in combustion chamber and lead sediments in the lubrication system will increase. Therefore, use AVGAS only with mineral or semi-synthetic oils and change oil every 25 to 30 hours instead of 50 hours as with auto gas. FAA approved lead scavenger TCP can be used as per Rotax with AVGAS to reduce lead deposits CAUTION Ethanol or alcohol in fuel needs to be avoided 11

12 For additional information concerning fuel specification consult Operator s Manual for all versions of Rotax 912 supplied with the engine. The fuel system includes two wing tanks and a central tank. The fuel drain valve, fuel valves, three fuel filters, an auxiliary electric fuel pump and an engine driven fuel pump and connecting lines. The fuel is gravity-fed from the right-hand or left-hand wing tank via fuel filters from each wing tank into the central tank depending which wing tank fuel valve is open. The fuel is then further directed from the central tank via the electric fuel pump fuel filter located behind the pilot seat into the mechanical fuel pump on the engine which delivers the fuel to the carburettors. If the aircraft is equipped with a glass panel, a fuel flow sender is also fitted in the cockpit under the dash The amount of fuel in each tank is indicated by a visual fuel gauge which is a part of each tank. Minimum fuel quantity in the central tank is indicated by a warning light on the instrument panel. The remaining fuel (1.5 U.S. gallons), is in that case enough for approximately 15 to 20 minutes of cruise flight. Check fuel quantity in wing tanks and land as soon as you are not confident of the fuel quantity inside the wing tanks. NOTE Low fuel warning lamp indicates 1.5 US gallons of fuel left in the header tank. Do not forget to properly manipulate the fuel tank valves to ensure continuous flow of fuel to the engine. WARNING In normal operation all fuel valves should be in the ON position. There are three fuel valves, two near the tanks in the cockpit and one on the panel towards the center. 1.4 Oil The fuel quick drain valve outlet is behind the left seat on the outside bottom side of the fuselage; to drain off water and dirt, the drain pipe is to be pressed into the fuselage and subsequently a fuel sample is to be taken. For refuelling information see section 7.1 Oil tank capacity quarts Minimum oil quantity quarts Oil specification: Use motorcycle oil of a registered brand with gear additive. Caution: When selecting the most suitable lubricants refer to the additional information in the Rotax Service Information SI Use only oil with API classification "SF" or "SG"! Due to the high stresses in the reduction gears, oils with gear additives such as high performance motor cycle oils are required Because of the incorporated friction clutch, oils with friction modifier additives are unsuitable as this could result in a slipping clutch during normal operation. Heavy duty 4-stroke motor cycle oils meet all the requirements. These oils are normally not mineral oils but semi- or full synthetic oils. Oils primarily for Diesel engines are insufficient due to high temperature properties and additives which favor clutch slipping, generally therefore are unsuitable. 12

13 CAUTION If the engine is mainly run on AVGAS more frequent (25 to 30 hours) oil changes will be required. These should be mineral or semi-synthetic oil changes, never fully synthetic in gas 100LL Avgas is to be used. See Rotax Service Information SI For additional information concerning oil system consult Operator s Manual for all versions of Rotax 912 supplied with the engine. The maximum and minimum oil level is indicated by two marks on the dipstick in the oil tank. 1.5 Operating weights and loading (occupants, baggage, fuel, ballast) Empty weight (standard version) lbs Max. take-off weight lbs Max. landing weight lbs Max. fuel weight 93 lbs (S/N 00001, 00002, 00003), lbs (all others) Max. baggage weight in baggage compartment...40 lbs Maximum number of persons on board. 2 WARNING Make sure that above-mentioned weight limits are strictly followed. Structural failures which result from overloading of the aircraft may be dramatic and catastrophic. The additional stress placed on the structural parts by overloading can accelerate the occurrence of metal fatigue failures. Also flight characteristics might change significantly when aircraft is overloaded. Take-off and landing distance is significantly longer for overloaded aircraft. Overloading of the aircraft is one of the typical causes of accidents. 13

14 1.6 Cockpit overview LAYOUT OF CONTROLS AND INSTRUMENTS 14

15 List of installed instruments and other equipment: Type FALCON AIRSPD 3-1/ KT Airspeed indicator Model ASI140N-3 OR UMA Apollo FOX ASI Falcon Gauge Sensitive 3- Altimeter hand 3-1/8 Model ALT20IMF-3 Falcon Gauge Vertical Speed Vertical speed indicator Indicator 3-1/8" Model VSI2FM-3 Falcon Gauge Inclinometer Inclinometer Model SI-2Q Falcon Gauge Electrical Turn Electrical 2-minute Turn Coordinator Coordinator (optional) Model TC02E-3A-2 Airpath COMPASS C2300 or Magnetic compass Precision Vertical card compass Model PAI7005V UMA sensor for glass panel or Fuel pressure Rotax fuel pressure gauge ELT AK 450 Radio XCOM with VOX COM Transponder MicroAir T2000SFL Enigma (Replaces all engine monitoring and flight instruments Backup Altimeter, ASI, Magnetic Color Glass Panel with Aviation GPS compass are kept). Uses UMA Fuel sender instead of Rotax fuel pressure gauge for showing fuel pressure SP-2 (Heading) and SP-4 AHRS Sensor for Color Glass panel (Attitude) from MGL Avionics Enigma as brain and 2 Gold 2-axis auto-pilot trip servos Serial No. 15

16 Figure 1 Airspeed Indicator marking Figure 2 - Ignition and master switch 16

17 Figure 3 - Main Fuel Valve open and closed position 17

18 Figure 4a Left panel operational explanation Figure 4b Central panel operational explanation 18

19 Figure 5 Cocpit between seat levers Figure 6 Door locking mechanism 19

20 The battery is located behind the right-hand pilot s seat. Nominal voltage in aircraft system is 13.3 to 14.2 V. The engine is equipped with integrated AC generator with external rectifier-regulator (12 V, 20A DC) 20

21 1.7 Glass Panel (Enigma) start-up quick reference (if equipped) Figure 7a Enigma Glass Panel Keypad and slots explained 21

22 Figure 7b Glass Panel Screen number 2 (Start-up VFR screen) 22

23 Figure 7c Glass Panel Screen number 2 Variation (Start-up VFR screen) 23

24 Figure 7d Glass Panel Screen number 1 24

25 Figure 7e Glass Panel Screen number 3 25

26 Figure 7f Glass Panel Screen number 4 26

27 Figure 7g Glass panel screen number 5 (GPS Moving Map view) 27

28 1.7.1 Glass Panel Acronyms used 1.. RPM Revolutions Per Minute for engine 2 FF.. Fuel Flow 3 EGT. Exhaust Gas Temperature 4 CHT. Cylinder Head Temperature 5 OILT. Oil Temperature 6 OILP. Oil Pressure 7 Gs Ground Speed 8 ETA.. Estimated Time of Arrival 9 ETE.. Estimated Time Enroute Dist.. Distance 11.. Calc Fuel Calculated Fuel Level 12.. ALT.. Altitude 13.. ASI Air Speed or Air Speed Indicator 14.. TRK.. Track 15.. FP. Fuel Pressure 16.. Tas True Air Speed 17.. nm. Nautical Miles Indicator unit warning limits Engine rotation speed (rpm) EGT/Exhaust gas temperature (ºF) CHT/cylinder head temperature, (ºF) (912UL) or 275 (912ULS) Oil temperature, (ºF) (912UL) or 266 (912ULS) Oil pressure, max (psi) Oil pressure, min (psi)...12 Oil pressure, normal (psi) When one or more warning limits are exceeded - corresponding value will blink on the display and also the alarm lamp (Check Display) on the instrument panel blinks. NOTE The above shown 5 screens (1 through 5) are reserved by the factory and should never be changed unless authorized via a safety directive or a service bulletin There are 4 screen slots left that are not shown or documented. These can be accessed by hitting the keypad 6, 7, 8 or 9 buttons. These screens are allowed to be user defined and maintained. Please refer to the glass panel/enigma manual (separate) to get more information on how user defined screens can be stored. Defining screens requires a PC and a simulator software installed on the PC. This software can be downloaded from the MGL Avionics website How to access Enigma Glass Panel GPS functions if aircraft was equipped with Glass Panel? Quick Reference. Hitting 0 on the glass panel keypad brings up the 10 closest airports list. Selecting the number from the list via the keypad shows information such as runways, CTAF, Unicom etc. of this 28

29 airport. One of the options should state Go To this airport. Pressing that will set GPS to plot a course to the selected airport. Hitting Shift & 1 will get you a list of all airports in the database. Hitting Enter on the keypad will bring up a search windows. Airports can be searched by putting in short names like KZPH or long names like Zephyrhills Municipal Airport. Once the airport is found, it can be selected to show all its information like runways, Unicom, CTAF etc. and then a GoTo can be selected to plot the GPS course to this airport. For more information on routes and advanced features of the Glass Panel GPS, please refer to the glass panel manual provided separately. Please keep this manual updated by checking for Enigma glass panel documentation How to set Calculated fuel level in the Enigma? Your aircraft is equipped with simple clear sight gauges in the cockpit, that give the pilot the clearest and most reliable picture of fuel level available. However, on the glass panel there is a feature called Calculated fuel level on certain screens (refer to screen displays earlier in this chapter). Calculated fuel level depends on the pilot entering or telling the glass panel exactly how much fuel is present in the aircraft before the flight and then uses fuel flow computer (installed with each glass panel) to calculate fuel level and displays it. For example, lets assume that the pilot tells the glass panel that he has 8 gallons of fuel on the aircraft by selecting Menu Selecting Fuel Level Calculated and entering the desired and hitting enter on the keypad The calculated fuel on the screens relevant will now show 8 gallons. If the fuel burn of the aircraft per fuel flow meter is 4 gallons per hour average and the pilot then proceeds to fly one hour, the calculated fuel will show about 4 gallons left. Please refer to the Enigma glass panel documentation for further info. 29

30 1.7.5 How to set frequency on your radio with your MGL Avionics EFIS Press the Zero Key to bring up a list of closest airports and this screen: Closest airports are displayed with relative direction arrow, distance, identifier, primary frequency and runway headings. Press 4 to select EMT (El Monte, CA) and bring up this screen with frequencies and runways for the airport: At this point, pressing 1 automatically sets ATIS frequency to your radio: MHz 30

31 When you have checked ATIS, you can press 3 to set Tower frequency to your radio: MHz When you have Tower you can press the Menu key to go back to your navigation with Tower frequency set on radio: 31

32 1.8 Aircraft lighting equipment The Fox when optioned and equipped features an integrated position lights and anti-collision lighting system along with a taxi light on the front along with RED LED dome cockpit light. There is also panel LED lights that optionally for night flights which hook up to a rotating DIMMER switch on the right hand side of the panel. The strobe or anti-collision system is driven by a main power box which is fixed to the baggage compartment behind the seats. Power for the light system is taken from the aircraft's main power supply. 1.9 Minimum Equipment List (MEL) 1 x AirSpeed Indicator 1 x Altimeter 1 x Fuel Quantity indicator for each tank 1 x Engine Kill Switch Engine Monitoring Instruments as REQUIRED by engine manufacturer (Rotax 912 series) RPM Gauge Oil Temperature Oil Pressure Cylinder Head Temperature (CHT) 32

33 2. Operating limitations 2.1 Airspeed indicator system calibration: Knots / MPH (Indicated Air speed) Knots / MPH (Calibrated Air speed) 33 / / / / / / / / / / / / / / / / 116 As requested by ASTM F all flight speeds are presented as calibrated airspeeds in miles per hours (MPH). As the calibrated airspeed cannot be usually determined by a simple reading of the aircraft airspeed indicator, corresponding Indicated airspeeds in miles per hours (MPH) are also presented in this document. All airspeed values in this handbook assume no instrument error. 2.2 Stall speed at maximum take-off weight (V S and V SO ) Aircraft configuration Knots / MPH (Indicated Air speed) Stall speed angle of bank 0 Knots / MPH (Calibrated Air speed) Flaps down (V so) 32 / / 39 Flaps up (V s) 40 / / 48 WARNING The stall speed mentioned above are with wings level. Once any angle of bank (e.g. turn) is encountered the stall speed is significantly increased. Example: angle of bank 60. V S = 56 knots or 64 MPH The more bank the higher the stall speed. This simple rule is especially important when a turn at maximum permitted angle of bank (60 ) is performed. Do not start the turn until you have sufficient airspeed reserve recommended entry speed is 70 knots or 81 MPH. Increased throttle is also essential to have sufficient thrust reserve as the drag is increasing during a steep turn. 33

34 2.3 Flaps extended speed range (V SO to V FE ) Knots / MPH (Indicated Air Speed) Knots / MPH (Calibrated Air Speed) Lower limit 32 / / 39 Upper limit 81 / / Maximum maneuvering speed (V A ) Max. manoeuvring speed (V A ) (at gross weight) Knots / MPH Knots / MPH (Indicated Air Speed) (Calibrated Air Speed) 87 / / Never exceed speed (V NE ) Never exceed speed (V NE) Knots / MPH Knots / MPH (Indicated Air Speed) (Calibrated Air Speed) 118 / / Crosswind and wind limitation Maximum permitted wind speed components for take-off and landing: Max. headwind Knots (30 mph) Crosswind.. 17 knots (20 mph) tail wind 10 knots (12 mph) Crosswind take-offs and landings require training and experience, the higher crosswind component, the better your skill must be. Do not fly without proper experience when the wind speed is approaching the limit. Avoid take-offs with tail wind when possible the total take-off distance is significantly longer and longer ground distance is required to gain altitude. When landing with tail wind the aircraft s ground speed is higher resulting in longer landing distance. 2.7 Service ceiling Service ceiling feet (912UL, 80 HP) OR feet (912ULS, 100 HP) 34

35 2.8 Load factors Flaps up: Maximum positive center of gravity load factor Gs Maximum negative center of gravity load factor Gs Flaps down: Maximum positive center of gravity load factor Gs Maximum negative center of gravity load factor...0 Gs 2.9 Prohibited maneuvers WARNING Aerobatics and intentional spins are prohibited. Maximum angle of bank : Other Limitations WARNING No smoking WARNING Flights with rear canopy removed are prohibited WARNING Only VFR day flights at ambient temperature above 14 F are permitted. Flights at ambient temperature between 14 F and 32 F are permitted only under no icing conditions WARNING IFR flights and flying in clouds is prohibited. Night Flights are prohibited unless night flight addendum for a particular serial number aircraft is attached by the manufacturer Flight into known icing conditions is prohibited This aircraft is not certified for operation in IMC (Instrument Meteorological Conditions). Always stay clear of clouds and have visual contact with the ground. Follow the airspace classification regarding distance from clouds. Always evaluate weather during your flight and try to get weather information from your destination using radio whenever possible. When weather is deteriorating make a diversion or turn back before the low cloud base and/or low visibility are critical. VFR night flight is only permitted when special night flight addendum from the manufacturer is present in the aircraft for this serial number aircraft and only by properly trained and rated pilot. 35

36 3.1 Installed equipment list 3. Weight and balance information Color Enigma Glass Panel with Aviation GPS (includes engine monitoring and flight) AHRS compass heading, attitude and artificial horizon sensors for glass panel Analog altimeter Analog ASI Analog Vertical Speed Indicator 2- minute electrical turn coordinator Inclinometer Slip Ball Fuel flow sender Warning lights Low fuel, EFIS alarm, Charging circuit failure Magnetic compass Vertical Card Compass Radio Transponder COM Jacks ELT VFR X X X X X X X X X 2 x12v sockets X BRS 1350 X Enigma Backup Battery X Stratomaster E2 EMS (Engine Monitoring) FAR 23 night lights on wing X tips including strobe Taxi light Dome LED light (red) Panel dimming LED lights Auto-Pilot System X X X X X X X 36

37 3.2 Center of gravity (CG) range and determination Aircraft handling and performances have been determined for this range of CG positions. DATUM: Leading edge of the wing LEVELING MEANS: Horizontal stabilizer Front limit (in) (BRS installed) Rear limit (in) Center of gravity limits Weight and balance determination for flight The weight and balance and CG determination should be done using the appendix A. for moment arms. A sheet. A CG calculation sheet is provided with the aircraft and should be present in the aircraft for the pilot to use. A detailed calculation example is given in the following section Detailed calculation of CG position As all items are located behind the leading edge of the wing, the leading edge was selected as the reference plane. The table below shows a typical calculation including an example FUEL TANKS CREW BAGGAGE COMPARTMENT 37

38 Registration: Serial: Weight (lbs) Arm (in) Moment (lb.in) Empty aircraft Example: Example: Crew Fuel U.S. Gallons Example: Example: Example: 15.5 Example: 93 Example: Baggage Example: Example: Total Example: 1103 Example: Loaded aircraft CG position in inches: CG = Total Moment / Weight Example CG = = in Permitted C.G. range in inches in in 38

39 4. Performance The data is based on particular flight measurements undertaken with the aircraft of this type in good service conditions and with application of average piloting technique. The performances stated below are calculated at sea level at the international standard atmosphere (ISA). Variations in pilot technique can cause significant differences as well as the other conditions such as runway slope, runway surface condition, humidity, etc. Use the following data for guidance but do not plan a take-off or landing when only 50 ft excess runway is available or do not plan a cross country with only 2 gallons fuel planned when arriving at your destination. Always be conservative when planning a flight and be ready for the unexpected not forecasted winds, turbulence or sudden weather change at your destination, forcing you to divert to an airfield 60 NM away. Always plan a reasonable fuel reserve 30 to 60 minutes seems to be sufficient time for most flights, but this time should be increased even more when complicated weather conditions (strong headwind or rain showers) are expected en route. 4.1 Take-off and landing distances Surface Ground run Take-off distance (ft) Take-off distance to 50 ft Grass runway Concrete runway Surface Landing distance from 50 ft Landing distance (ft) Ground run Grass runway Concrete runway Both take-off and landing distances are significantly increased by the following factors: Tailwind High airport elevation High air temperature and/or humidity Uphill runway slope Runway wet or covered with snow, dust or water 4.2 Rate of climb MTOW 1265 lbs Rate of climb (fpm)

40 4.3 Cruise speeds 912ULS: Cruising speed at 75% knots / 115 mph (Indicated) (112 mph Calibrated) Cruising speed at 65% knots/ 103 mph (indicated) (102 mph Calibrated) 912UL: Reserved 4.4 RPM Max. RPM rpm Max. continuous RPM rpm Cruise flight rpm Idle speed approx rpm 4.5 Fuel consumption Fuel consumption Engine settings (U.S. gallons per hour) Take-off power performance 7.1 Max. continuous performance 6.6 Cruise performance Fuel consumption during cruise flight is dependent on various factors. The most important one is the engine power setting. The higher the engine RPM is set during cruise, the higher the fuel consumption. When planning a flight, always consider these and other factors such as wind direction and speed or expected weather en route. Always plan for sufficient fuel reserve when arriving at the destination. Always carefully evaluate fuel consumption during the flight. One of the better ways of judging cruise power being utilized is by looking at the fuel flow per hour. A 65% power utilization is about 4.6 gallons per hour whereas 75% power utilization is about 5.3 gallons per hour. 4.6 Other performance data Max. endurance with standard tanks. 5.5 hours (7 Gallon wing tanks), 7.6 hours (9.8 Gallon wing tanks) Max. range 410 sm (356 nm) (7 Gallon Wing tanks), 568 sm (494 nm) (9.8 Gallon wing tanks) 40

41 5.1 Introduction 5. Emergency procedures This section contains procedures for various emergencies which may occur. Emergencies caused by aircraft or engine malfunctions are rare if proper pre-flight inspections and maintenance are practiced. This chapter describes basic emergencies and recovery procedures. Not all emergencies that may occur can be listed here in full, therefore their solution depends on experience of the crew controlling the course of such events. All airspeed values in this chapter are presented in MPH Indicated Airspeed, as this value represents instrument readings better than the Calibrated airspeed. 5.2 Engine failure and emergency landings Engine failure during take-off run - throttle REDUCE TO IDLE - ignition OFF - master switch OFF - brakes AS REQUIRED Engine failure during take-off - airspeed 65 knots or 75 MPH - choice of landing site - after take-off and up to 150 ft - land in straight direction ahead, if possible - over 150 ft choose suitable landing site The landing site is to be preferably chosen in the runway direction or the nearest suitable site clear of obstacles. - master switch OFF - ignition OFF - main fuel valve SHUT - tank fuel valves SHUT - flaps EXTEND AS NEEDED - safety belts TIGHTEN after touchdown: - brakes AS REQUIRED In-flight engine failure - airspeed 60 knots or 69 MPH - landing site selection SELECT - transmit MAYDAY on MHz, ELT ON, XPDR if time permits check - master switch ON - ignition ON 41

42 - main fuel valve OPEN - wing tank fuel valves OPEN to tank with more fuel - throttle SET TO 1/3 OF TRAVEL - starter START THE ENGINE If the engine cannot be restarted, proceed in accordance with the procedure Additional information to engine failure and emergency landing procedures If the engine failure occurs during the take-off run, the pilot s main concern should be to stop the aircraft on the remaining runway. Those extra items in the checklist are to add protection should the runway be too short to stop. In-flight, prompt reduction of pitch attitude to obtain and maintain a proper glide speed upon experiencing an engine failure is the first priority. If the failure has occurred shortly after take-off, a landing should be planned straight ahead with only small changes in the flight direction to avoid obstacles. The best gliding ratio can be achieved with flaps up flaps down will decrease the stall speed but at the same time reduce gliding performance. Try to stop rotation of propeller if restarting efforts are not successful a wind milling propeller has higher drag than a stopped propeller. While gliding towards a selected forced landing site, an effort should be made to determine and correct the cause of engine failure time and altitude permitting. Do not concentrate on the cause of the engine failure or attempt an engine restart unless you have selected a suitable landing site and have sufficient altitude and time. Flying the aircraft (especially maintaining the proper gliding speed) is always the first priority. If the cause cannot be determined and corrected the emergency landing must be accomplished. Always announce your intentions and position after engine failure using radio and other equipment when time permits. Turn radio to international emergency frequency and transmit MAYDAY message. Activate Emergency Locator Transmitter (ELT) set the switch to ON position. Set transponder (XPDR) to emergency code When the above mentioned procedure cannot be performed due to time constrains, try to complete as many steps as possible. Transmitting MAYDAY message on the frequency already tuned on your radio should be the minimum procedure. WARNING During a landing it is vital for the pilot to continue to fly the aircraft. Damages and/or injuries can be minimized if the pilot is fully concentrating on controlling the aircraft until it comes to complete stop Carburetor icing Carburettor icing mostly occurs when getting into an area of ice formation. The carburettor icing shows itself through a decrease in engine power. Your aircraft may be equipped with an always-on carb heat that heats the carb throat with hot coolant that constantly keeps the temperature in the area above freezing. In this case carb icing is very unlikely to occur. If carb ice is suspected, to recover the engine power, the following procedure is recommended: - airspeed 65 knots or 75 MPH - throttle 1/3 of power (3500 RPM) - if possible, leave the icing area - increase gradually the engine power to cruise power after 1-2 minutes. - if you fail to recover the engine power, land on the nearest airfield (if feasible), or, depending on circumstance, off-airfield, following the procedure given under

43 5.3 In-flight engine starting - airspeed 65 knots or 75 MPH - landing site selection SELECT - master switch ON - main fuel valve OPEN - wing tank fuel valves OPEN to tank with most fuel - choke SWITCH ON (cold engine only) - throttle - ADJUST to 1/3 of travel - ignition ON - starter ACTIVATE - IDLE (when choke is activated) - if the engine cannot be restarted, increase the airspeed to knots or MPH so that air flow can rotate the propeller, thus enabling engine starting. WARNING 5.4 Fires For in-flight engine restart, the altitude loss will be about feet at a minimum Follow these procedures when fire or smoke in the engine compartment or cockpit is detected (though fires are extremely rare in properly maintained aircraft) Engine fire on the ground - main fuel valve SHUT - tank fuel valves SHUT - throttle FULL to burn off carburettor fuel - ignition switch off when engine has stopped as all remaining fuel in carburettors was burned - master switch OFF - abandon the aircraft and extinguish fire (if possible) - Fire damage INSPECT NOTE Time needed to burn fuel remaining in carburettors after fuel valves are closed is around 30 seconds. WARNING DO NOT CONDUCT ANOTHER FLIGHT BEFORE THE FIRE CAUSE HAS BEEN DETERMINED AND REPAIRED BY AUTHORIZED PERSONNEL Engine fire during take-off - throttle IDLE - main fuel valve SHUT - tank fuel valves SHUT - brakes STOP 43

44 - throttle FULL - ignition switch off when engine has stopped as all remaining fuel in carburettors has burned - abandon the aircraft and extinguish fire (if possible) once the aircraft is stopped Engine fire in-flight - main fuel valve SHUT - tank fuel valves SHUT - throttle FULL - airspeed INCREASE as required to find an airspeed which will provide an incombustible mixture. Do not exceed V NE - landing site selection guide the aircraft to the nearest airfield, or choose a suitable landing site for emergency landing - ignition switch off when engine has stopped as all remaining fuel in carburettors was burned - master switch OFF - airspeed 60 knots or 69 MPH - wings flaps EXTEND AS NEEDED - safety belts TIGHTEN - perform emergency landing - abandon the aircraft and extinguish fire (if possible) WARNING DO NOT ATTEMPT TO RESTART THE ENGINE WARNING DO NOT CONDUCT ANOTHER FLIGHT BEFORE THE FIRE CAUSE HAS BEEN DETERMINED AND REPAIRED BY AUTHORIZED PERSONNEL Cockpit or electrical fire Electrical fires are usually signalled by the odor of burning insulation and/or smoke from the wiring. - cockpit door OPEN to remove smoke from the cockpit - avionics and other switches OFF Land at the nearest suitable landing site. Consider shutting down the engine (and master switch) once the suitable landing site is reached. Extinguish fire as soon as possible. 5.5 Gliding gliding ratio...1 : 12 optimum gliding speed...60 knots or 69 MPH rate of descent fpm (at gross weight) Always consider that you might fly though areas of descending air when calculating gliding range. Do not forget to have sufficient altitude to perform a landing procedure once a suitable landing site has been reached. 44

45 5.6 Precautionary Landing - choose suitable landing site, evaluate wind direction and speed, surface, surrounding obstacles and total safety of the manoeuvre under consideration - perform approach and fly-over at a speed of 65 knots or 75 MPH along the selected landing site at a height of 150 ft to estimate the area condition, obstacles and to determine exact landing direction - follow normal landing checklist and land after touchdown - ignition OFF - master switch OFF - fuel valves SHUT - brakes AS REQUIRED Precautionary landing should be preferred instead of emergency landing. When engine vibration or engine roughness is presented, do not wait until the engine stops and instead perform a precautionary landing. Precautionary landing is also used when a fuel exhaustion is imminent. This should not happen when proper flight preparation is performed. Always perform a precautionary landing before all fuel is consumed, emergency landing following the loss of power is more complicated and more risky. Also, consider a precautionary landing when bad weather is encountered. Again, it should not happen when proper flight planning is done. When the cloud base is forcing you to fly in low altitude and/or visibility is limited, try to reverse course to avoid bad weather area. If the conditions are not getting better or even are deteriorating, perform a precautionary landing before the conditions get even worse. 5.7 Landing with blown-out tire - carry out normal approach-to-land - when flaring at landing, keep the damaged wheel above ground as long as possible using ailerons (or elevator for the nose wheel) - maintain the direction upon landing run, applying rudder 5.8 Landing with a damaged gear landing - carry out a normal approach-to-land - if the nose wheel is damaged, perform a touch-down on main wheels and hold the aircraft nose wheel up as long as possible until the speed is lost. - if the main landing gear is damaged, perform touch-down at the lowest speed possible and maintain direction upon landing, if possible 5.9 Vibrations or other engine problem If any unusual or forcible vibrations appear in the aircraft, it is necessary: - to set engine speed to such power setting where the vibrations are the lowest - to land on the nearest airfield, or to perform a precautionary landing off-airfield - if the vibrations are increasing, carry out an emergency landing off-airfield, following procedures given under If the oil pressure reduces during a flight, an engine failure is probable. Reduce the engine power and execute a nearest airfield or precautionary landing before the engine failure occurs Inadvertent icing encounter - throttle INCREASE above normal cruise settings 45

46 - course REVERSE or ALTER as required to avoid icing WARNING EVASIVE ACTION SHOULD BE INITIATED IMMEDIATELY WHEN ICING CONDITIONS ARE ENCOUNTERED A prompt action must be taken immediately once icing conditions are encountered. A 180 turn and a climb is usually appropriate. If the airframe ice builds extremely rapidly, consider off-airport forced landing. Approach speed should be increased depending upon icing severity Extreme turbulence encounter - airspeed REDUCE to Va 87 knots or less (100 MPH) - safety belts SECURED - loose objects SECURED When an area of extreme turbulence is entered, reduce airspeed to approximately 87 Knots (Va) or less. Be careful not to reduce airspeed too much as to encounter an inadvertent stall due to windshear Electrical system malfunctions Alternator or battery charging circuit warning lamp When the Alternator red light is illuminated, an immediate action is required. All avionics and other equipment is powered from the battery, so the power source is limited. Try to switch off instruments not necessary for flight and land at the nearest airfield 5.13 Inadvertent stall and spin recovery Inadvertent stall or spin should not occur during normal cruise aircraft operation with a trained pilot. Intentional spins are prohibited The following general procedure should be followed should a stall occur: - lower the nose by pushing the control stick, use rudder (opposite) to keep the aircraft from falling to one side if necessary as flaperons may not be very effective at stall. Center rudder and stick and establish level flight smoothly, build safe airspeed. - gradually increase power The following general procedure should be followed should an inadvertent spin occur: - throttle IDLE - rudder opposite to rotation - control stick fully pushed Once the rotation is stopped, center rudder and establish a level flight Rescue System (optional equipment) A rescue system may be installed in your airplane. 46

47 WARNING Do not make changes or modifications to any part of the rescue system to guarantee safety and proper operation. Follow the recommendations published by the manufacturer of your installed system and pay special attention to the maintenance intervals. WARNING Before each flight please remove the securing pin at the emergency handle of the rescue system so the system is ready for use in case of an emergency. Reinstall the pin after each flight, so that the rescue system cannot be activated by mistake Operating the Rescue System - Stop the engine by switching off the ignition key - Pull out the emergency handle with force Refer to the BRS operator's manual for detailed advisory. 47

48 6. Normal procedures All air speed values in this chapter are presented in knots but also in MPH Indicated Airspeed, as this value represents instrument reading better than the Calibrated air speed. 6.1 Preflight inspection Pre-flight inspection must be conducted before the first flight of the day. The pre-flight inspection is recommended prior to any flight or series of flights by one pilot on any given day. Prior to any flight at least fuel and oil quantity should be checked. If the aircraft has been stored outside, the engine area and other points of entry should be checked for evidence of bird or rodent occupancy. Wiring should be checked in such a case for possible rodent bites. All control surfaces and travel stops should be examined for damage. Wheel fairings are not recommended for muddy field or rough field operation due to possible mud or grass accumulation inside the fairings. When operating from gravel fields, pay special attention to propeller leading edges. Fuel caps should be periodically monitored for any deterioration to avoid fuel leakage in-flight or water or grime infiltration. The aircraft general condition should be noted during a visual inspection of the aircraft. Inspect any signs of deterioration, distortion and any damage to the fabric skin of the aircraft. In cold weather, all traces of ice, snow, and frost should be removed from the aircraft. Make sure that no ice, snow or debris is trapped between any movable control surfaces. Make sure that all instruments are in good condition and that there is no cracked or broken glass. The Airspeed indicator should read zero and altimeter should be checked against ramp or field elevation. Do not activate the electrical system when anyone is near the propeller in order to prevent injury that can possibly result from electrical system malfunction. Pay special attention to the propeller area make sure the ignition and master switches are OFF before touching the propeller. Avoid touching propeller when possible to prevent potential injury resulting from electrical system malfunction. WARNING DO NOT FLY THE AIRCRAFT IF YOU FIND ANY DAMAGE OR PROBLEMS DURING A PREFLIGHT INSPECTION. ALWAYS CONSULT AUTHORIZED PERSONNEL FOR REPAIRS. 48

49 6.1.1 Preflight Inspection 1. Cockpit: POH and other documentation master switch ignition fuel valves instruments safety belts flaperon tie rods control stick rudder pedals brakes trim engine controls loose objects in cockpit cockpit windows doors review and available to pilot OFF OFF OPEN, fuel quantity check, fuel lines near wing NOT kinked INSPECT INSPECT INSPECT INSPECT, freedom of movement INSPECT, freedom of movement INSPECT freedom of movement, proper function INSPECT, freedom of movement remove or secure INSPECT INSPECT, shut and latched 2. Main landing gear: gear legs and attachment INSPECT 49

50 wheels brakes INSPECT, tire pressure psi (mains) INSPECT 3. Wings INSPECT wing, struts, hinges, surface 4. Pitot tube INSPECT 5. Flaperons INSPECT hinges, surface freedom of movement counterweights attachment. 6. Rear cockpit cover INSPECT, secured 7. Fuselage INSPECT 8. Stabilizer, elevator, hinges INSPECT surface, hinges, attachment of stabilizer struts freedom of movement of elevator and trim tab. 9. Fin, rudder, hinges INSPECT surface, attachment, freedom of movement condition and attachment of balance tab. 10. Nose wheel INSPECT, tire pressure 20 psi 11. Propeller INSPECT / blades, propeller hub and spinner, check propeller locking nuts (when visible) 12. Engine (first pre-flight )* Remove the top engine cowling and INSPECT - engine mount INSPECT - air intake, carburettors and controls INSPECT - exhaust system INSPECT coolant, quantity - (between MIN and MAX marks), leakages INSPECT oil, quantity (between MIN and MAX marks), leakages. The oil level should be at least in between the marks on the dipstick when planning a long flight. When checking the oil level, it is important to turn the propeller a few times in its operating direction till you can hear some kind of bubbling noise coming out of the oil expansion tank. Ensure the ignition key has been removed before turning the propeller. This is the only way to check the engine oil level correctly. INSPECT - fuel lines and carbs INSPECT - electrical system, ignition, cable connections 13. Fuel Quantity (between MIN and MAX, at least middle for longer flights) INSPECT Fuel sample from the quick drain valve located below on the belly of the fuselage. Look for impurities and water contamination Fuel caps secured, vented * Required for at least the first pre-flight of each day 6.2 Engine starting Lack of oil pressure within 10 seconds after engine starting can lead to serious engine damage. 50

51 Make sure nobody and/or nothing is near the propeller when starting the engine Use of external power supply The aircraft is not provided with a connection for an external power supply - the external power supply may be connected to battery contacts when necessary Engine starting - pre-flight inspection COMPLETED - passenger briefed COMPLETED Brief about BRS activation procedure and loose objects in cockpit among other things - safety belts ADJUST AND SECURE - rudder pedals FREEDOM OF MOVEMENT - brakes CHECK FUNCTION AND SET - control stick FREEDOM OF MOVEMENT - trim FREEDOM OF MOVEMENT - wing flaps FREEDOM OF MOVEMENT, RETRACTED - engine controls FREEDOM OF MOVEMENT - instruments CHECK OF VALUES, SETTINGS (EFIS ON if applicable), SET ALTIMETER - doors CLOSED, LOCKED - master switch SWITCH ON - main fuel valve OPEN - wing tank fuel values OPEN - choke PULL ON (COLD ENGINE ONLY) - throttle 1/3 OF TRAVEL (idle for cold engine) - control stick PULLED (clamped between legs) - brakes ON - propeller area CLEAR - mags and starter SWITCH ON (10 sec as maximum without interruption, followed by a cooling period of 2 minutes) - instruments Check for oil pressure to rise to 30 PSI or more within 10 seconds of engine start-up. - after starting the engine, adjust speed to smooth operation IDLE - choke OFF (cold engine only) - avionics and other switches SWITCH ON (transceiver, etc...) Engine warm-up, power check - brakes on - warming-up to operating temperature - first at 2000 RPM for 2 minutes, then at 2500 RPM to reach oil temperature of 120 F - temperature and pressure values - within operating limits 51

52 CAUTION - mag check set approximately 4000 RPM, RPM drop should not exceed 300 on either magneto nor 115 differential between magnetos - idle speed RPM - all engine instrument readings must not exceed operating limits under any power setting Perform the engine check heading upwind. Do not carry it out on loose terrain. Nobody is allowed to stand within dangerous proximity of the propeller. Also, select proper aircraft orientation propeller blast can be surprisingly powerful and hazardous. CAUTION The engine is cowled for optimum cooling during flight. Use high power settings for limited time only during ground operation to avoid engine overheating. CAUTION After check of engine power, run the engine at a low power setting to cool-down the engine for a short time to avoid overheating of the coolant in cylinder heads. 6.3 Taxiing Prior to taxiing Be aware of the entire area around the aircraft to ensure that the aircraft will clear all obstructions and other aircraft. When first beginning to taxi, the brakes should be tested for proper operation as soon as the aircraft is put in motion. If braking action is unsatisfactory, the engine should be shut-down immediately. - brakes FUNCTIONAL CHECK - time record time Taxiing - taxiing speed is 9 mph (8 knots) maximum. Steering is performed by rudder pedals controlling the nose wheel. - in crosswind hold ailerons upwind, using the control stick. - in very strong crosswind perform the taxiing with an assisting person holding the wing by its windward side. - when taxing on gravel surfaces use as low engine power as possible to help prevent damage to the propeller leading edges. 6.4 Normal take-off Prior to take-off - trim TAKE-OFF POSITION - wing flaps TAKE-OFF POSITION (HALF) IF SHORT OR SOFT FIELD. NORMAL TAKEOFF DOES NOT REQUIRE FLAPS - instruments ALTIMETER SET, EFI - door CLOSED, LOCKED - safety belts FASTENED, TIGHTENED AND INSIDE AIRPLANE - runway not occupied by another aircraft or by an aircraft on short final - BRS ARMED (SAFETY PIN OUT AND SECURED) 52

53 - Confirm engine warm up and run up with mag checks has been performed. Refer to section Take-off Continuously increasing engine power to maximum (max RPM will not to be reached as the aircraft is not moving at sufficient speeds), accelerating the aircraft. At a speed above 45 knots or 52 MPH rotate the aircraft by gently raising the nose of the aircraft. If using flaps in short or soft field operations, rotate at 42 knots or 48 MPH. Allow the speed to increase to 60 knots or 70 MPH before raising the nose further, maintain 65 knots or 75 MPH to climb at the best rate climb unless the best angle of climb is required. When using best angle climb, take care not to let the speed drop below 55 knots or 63 MPH. - throttle FULL - engine instruments CHECK - elevator control ROTATE at 45 knots or 52 MPH (NORMAL). IF USING FLAPS FOR SOFT OR SHORT FIELD, ROTATE at 42 knots or 48 MPH - initial climb speed 65 knots or 75 MPH (NORMAL). 55 knots (SHORT FIELD with obstacle) - engine instruments CHECK - wing flaps slowly FLAPS UP ABOVE 150 FT (46 meters) or when appropriate - trimming TRIM WARNING Take-off is forbidden... - if engine is not running smooth or doesn t seem to produce full power as before - if runway is occupied or a landing aircraft is in sight If the take-off is to be from a gravel surface apply the power slowly to prevent damage to the propeller leading edges. Always retract wing flaps slowly sudden retracting of wing flaps might cause a loss of attitude. Always judge, based on your experience, whether the available runway is sufficient for normal take-off. Always make a realistic estimation and be ready to abort the take-off before critical speed is reached or before insufficient remaining runway distance available to brake. 6.5 Short field take-off procedure Flaps to takeoff position are applied. Full throttle is applied with brakes on. Brakes are released when the maximum RPM is achieved by the engine. Rotate at 42 to 45 knots. Go to best angle of climb procedures till obstacle is cleared. 6.6 Soft Field take-off procedure Flaps to takeoff position are applied. Full throttle is applied with brakes off and stick aft, holding the nose wheel off the ground. After aircraft lifts off, lower the nose to stay in ground effect until aircraft accelerates to Vx speed before climbing out further. 6.7 Best angle of climb speed (V X ) Climbing - throttle FULL POWER (5800 RPM 5 minutes max, 5500 RPM continuous) - airspeed 55 knots or 63 MPH 53

54 - engine instruments CHECK 6.8 Best rate of climb speed (V y ) Climbing - speed FULL POWER (5800 RPM 5 minutes max, 5500 RPM continuous) - airspeed 65 knots or 75 MPH - engine instruments CHECK 6.9 Cruise Cruise flight - put the aircraft into level flight - engine speed RPM - airspeed knots or MPH as required - engine instruments CHECK - fuel tank levels CHECK During cruising flight an RPM up to 5500 can be used. Always monitor all engine parameters during cruise flight, especially when high engine power settings are used. Higher RPM means higher speed, but fuel consumption is increased at the same time. An RPM setting around 4500 is usually the best compromise between speed and fuel consumption. Monitor the condition minimum fuel indicator bulb by pushing the control button when you expect minimum fuel quantity (1.5 U.S. gallons). Monitor the atmospheric conditions as well do not enter areas of turbulence at high speed. Be ready for sudden weather changes during your flight stronger headwinds can limit your ability to safely reach your planned destination. The fuel consumption and remaining fuel on board should be monitored. Always make a comparison between estimated and actual time above any waypoint. Take care when selecting the flight path avoid flying over large urban areas, large forests or large water areas as well as over mountains. Landing possibilities are very limited in case of engine failure or other emergency over those areas. Always have some suitable landing area within a gliding range. When it is necessary to cross a large area not suitable for emergency landing, always climb to an appropriate altitude to reach a suitable landing site should an emergency occur. Always monitor the airspace around you to prevent a mid-air collision Approach Descent - throttle JUST ABOVE IDLE OR AS REQUIRED - engine instruments CHECK 54

55 WARNING During long approaches and when descending from a considerable height, it is not advisable to reduce the engine throttle control to idle. In such cases the engine becomes overcooled and a loss of power might occur. When descending, set the power to just above the idle so that engine instrument readings range within the limits for normal use Downwind - power RPM - airspeed knots or MPH - engine instruments CHECK - fuel FUEL QUANTITY CHECK - safety belts TIGHTEN, CHECK - base leg and final leg airspace CHECK FOR OTHER TRAFFIC - landing site SITUATION 6.11 Normal Landing On base leg - power AS NEEDED - airspeed knots or MPH - engine instruments CHECK - wing flaps AS REQUIRED - trimming TRIM - final leg CHECK FOR OTHER TRAFFIC On final - airspeed knots or MPH - power ADJUST AS NEEDED - engine instruments CHECK - wing flaps AS REQUIRED - trimming TRIM - engine instruments WITHIN LIMITS - check for clear landing site (people, obstacles) Landing Always judge, based on your experience, whether the available runway is of sufficient length for a normal landing. Always make a realistic estimation and be ready to abort any landing. At a height of about 30 feet, reduce the engine speed to idle. Maintain speed of knots or MPH until the flare. When flaring at a height of 1.5 to 3 feet above the runway, allow the airspeed to decrease by gradually pulling the control stick rearward. Ideally, the aircraft should touch down at a speed of about knots or MPH. When landing with a significant crosswind component, do not set the flap to the landing position use take-off setting (half flaps) or even no flaps to touch down at higher speed to ensure proper control over the aircraft during the latter stages of the landing. 55

56 Entry speed for a side slips knots or 70 MPH After touchdown reduce flaps to zero. Brakes with smoothly pulling stick aft Short Field Landing On base leg - power AS NEEDED - airspeed knots or MPH - engine instruments CHECK - wing flaps HALF - trimming TRIM - final leg CHECK FOR OTHER TRAFFIC On final - airspeed 50 knots or 58 MPH - power ADJUST AS NEEDED (Reduce after obstacle is cleared) - engine instruments CHECK - wing flaps FULL - trimming TRIM - engine instruments WITHIN LIMITS - check for clear landing site (people, obstacles) Landing Maintain 50 knots to round out. After touchdown reduce flaps to zero. Brakes with smoothly pulling stick aft Soft Field Landing On base leg - power AS NEEDED - airspeed knots or MPH - engine instruments CHECK - wing flaps HALF - trimming TRIM - final leg CHECK FOR OTHER TRAFFIC On final - airspeed 50 knots or 58 MPH - power ADJUST AS NEEDED - engine instruments CHECK - wing flaps FULL 56

57 - trimming TRIM - engine instruments WITHIN LIMITS - check for clear landing site (people, obstacles) Landing Maintain 50 knots to round out. During the round out slight increase of power will arrest descent rate and soften the touchdown After touchdown reduce power and maintain aft stick to hold nose wheel off the ground as long as possible. Minimum use of brakes. Flaps up after the airplane comes to a full stop Aborted landing procedures - power MAX RPM - airspeed 65 knots or 75 MPH - engine instruments CHECK - wing flaps TAKE-OFF (HALF TRAVEL) - trimming TRIM as necessary - wing flaps RETRACT SMOOTHLY AT A HEIGHT OF 150 FT - trimming TRIM as necessary 6.15 Engine shut-down - power cool down the engine at 2000 RPM when necessary - engine instruments CHECK - avionics and other switches OFF - ignition OFF - master switch OFF - secure the aircraft chocks and tie-down ropes or other ways to prevent the aircraft from unintended movement, lock the controls (using safety belts) During normal operation, the engine is usually sufficiently cooled during the approach and landing. Make sure that all avionics and other instruments are switched off before the engine is shut down. Do not rely on only parking brake to hold unattended aircraft Post-flight check - check - check fuel system, check for fuel leakage - check oil system, check for oil leakage - check cooling circuit, check for liquid leakage - check of aircraft exterior - fuselage - wings, flaperons - tail unit - landing gear - fiberglass fairings and covers 57

58 - wash the aircraft as necessary. - cover the cockpit with a protective cover if available Operating the Auto-Pilot (if Equipped Optional) Auto-pilot should only be used after takeoff during cruise phase of the flight and never used to land the aircraft. In any emergency auto-pilot should be dis-engaged. For operating the auto-pilot please see the Quick Reference Guide of the auto-pilot (if equipped). WARNING Addition of auto-pilot does not allow the aircraft to be flown over terrain and in conditions that it would not normally be flown in, including IMC/IFR 6.18 Information on stalls, spins and any other useful pilot information: WARNING Aerobatics and intentional spins are prohibited Rain When flying in rain, reduce engine RPM down to limit prop paint finish damage. No additional steps are required. Aircraft qualities and performance are not substantially changed. 58

59 7. Aircraft ground handling and servicing 7.1 Refueling, servicing oil and coolant Refueling 1. verify the main switch OFF position 2. Ground the aircraft by hooking ground strap to exhaust muffler (be careful it may be hot) 3. remove fuel tank cap 4. refuel with correct fuel grade until level rises to near the filler opening (or any required level do not over fill) 5. replace fuel cap and check for security 6. wipe off any spilled fuel from wings with water immediately take great care to prevent fuel getting on to windscreen, skylights, or door windows. 7. repeat for opposite fuel tank Refuelling should be carried out in areas where there is no risk of endangering either the aircraft, personnel, other property, or the environment. When refuelling from a container, a funnel with a screen or filter to trap impurities must be used. Before flight, it is necessary to check fuel system for evidence of water. Samples should be taken in a transparent container from the fuel drain valve located at the bottom of the fuselage below the cockpit area. The total content of fuel can be drained when necessary by means of the fuel drain valve. When putting fuel into tanks, be careful to avoid getting any fuel onto the windscreen or window panels with fuel as fuel contains corrosive components that will cause IMMEDIATE damage to cockpit glazing. Make sure that the fuel tank caps are securely closed when refuelling is completed Servicing oil The proper oil type should always be used see this manual or the engine manual. 1. make sure that the ignition and master switches are off, BRS pin is in BRS activation handle 2. remove the top engine cowling 3. remove oil tank filler cap and remove and inspect dipstick 4. when the oil level is not between minimum and maximum marks on the dipstick add oil. Do not add oil above the MAX level the excess oil would be overflowed out of the engine anyway 5. replace oil tank filler cap 6. replace the top engine cowling The oil is to be changed every 50 hours of operation or at 25 hours if using Avgas (100 LL) see Maintenance Manual and engine documentation for details. The first oil change is to be performed after the initial 25 hours of operation on a new or overhauled engine Servicing coolant The proper coolant type should always be used see this manual or the engine manual. Unless mandated by a Safety Directive in the future, 50/50 DexCool coolant distilled water mix should be used 1. make sure that ignition and master switch are off 2. remove the top engine cowling 3. remove the cap of the coolant tank 59

60 4. add coolant as necessary 5. replace coolant tank cap 6. replace the top engine cowling 7.2 Landing gear tire dimensions and pressure Main landing gear wheel tire dimensions... 14x4 Tire pressure psi Nose wheel tire dimensions...12x4 Tire pressure...20 psi 7.3 Moving the aircraft on the ground and tie-down instructions Moving the aircraft on the ground 1. make sure that parking brake is off 2. check the space around the aircraft and in the proposed direction of movement 3. push and hold the tail down -- using handle located on the fuselage close to horizontal stablizer leading edge 4. push the aircraft in the desired direction The aircraft can also be towed using a tow bar CAUTION Never push, pull, or lift the aircraft by use of the control surfaces. Do not push from the wing strut covers, wing tips or prop blade tips. Only use the handle on aft port side or at the prop blade hub Aircraft tie-down instructions 1. turn the aircraft into the wind, if possible 2. lock the controls (using ASTM compliant gust locks) 3. make sure that the parking brake is on, and install wheel chocks when possible 4. attach ropes to the outer area of the front main wing struts near wing strut attachment junction. 5. the nose of the aircraft can be tied by attaching a rope to the area between the spinner and the cowling 6. attach rope to the tail by using the removable rear tie-down rings 7. secure all ropes to the tie-down points It is recommended to install a soft foam rubber or fabric cover into engine intakes to prevent foreign matter from accumulating inside the engine cowling. Before using chocks, make sure they do not collide with the wheel fairings in order to prevent damage. 60

61 8.1 Airspeed indicator range markings 8. Required placards and markings Marking Knots / MPH (Indicated Air Speed) Significance White arc / Flaps operating range. The lower limit is the maximumweight zero thrust stall speed in the landing configuration. The upper limit is the maximum speed allowable with flaps extended. Green arc / Normal operating range. The lower limit is the maximumweight zero thrust stall speed with flaps retracted, and the upper limit is manoeuvring speed. Yellow arc / Caution range operation must be conducted with caution and only in smooth air. Red line 118 / 136 Never exceed speed. Maximum speed for all operation. Overview of speed limits: Speed Knots / MPH (Indicated Air Speed) Remarks V NE Never exceed speed 118 / 136 Do not exceed this speed in any operation. V A Manoeuvring speed 87 / 100 Do not make full or abrupt control movements -- the maximum is 1/3 deflections of control surfaces above this speed or the aircraft may overstress. V FE Maximum flaps extended speed 81 / 93 Do not exceed this speed with wing flaps extended. V S0 V S1 Minimum steady flight speed 32 / 37 Minimum steady flight speed 40 / 46 with extended flaps wing flaps retracted 61

62 8.2 Operating limitations on instrument panel No intentional spins No aerobatics Max. angle of bank Passenger warning This aircraft was manufactured in accordance with Light Sport Aircraft airworthiness standards and does not conform to standard category airworthiness requirements. PASSE GER WAR I G This aircraft was manufactured in accordance with Light Sport Aircraft airworthiness standards and does not conform to standard category airworthiness requirements 62

63 8.4 Miscellaneous placards and markings 7 U.S. GALLONS 100 LL AV GAS 91 OCTANE AUTO NO ALCOHOL OR 9.8 U.S. GALLONS 100 LL AV GAS 91 OCTANE AUTO NO ALCOHOL 63

64 9.1 Flight familiarization procedures 9. Supplementary information Familiarization flight procedures depends on the pilot s experience. The whole familiarization should start with a careful study of this document (Pilot Operating Handbook and Flight Training Supplement). The Maintenance Manual should also be read as well. The recommended procedure for an experienced pilot usually consists of: - local flight in duration of approximately 30 minutes with a qualified instructor - 5 to 10 traffic patterns with instructor - 5 flights reviewing emergency procedures - local flight.. 30 minutes solo - 5 traffic patterns solo Always perform as many flights as required to be able to properly control the aircraft, the syllabus above is for reference only. 9.2 Pilot operating advisories reserved 9.3 Further information The following general information is recommended for further study among other books that are available: The Pilot s Handbook of Aeronautical Knowledge provides general basic knowledge that is essential for pilots. The Airplane Flying Handbook is designed as a general technical manual to introduce basic pilot skills and knowledge that are essential for piloting airplanes. Both handbooks are available online and paper copies are available from various sources. 64

65 Appendix 1. Flight Performance conversion figure 65

66 ight Flight Addendum Apollo Fox serial number is approved not approved for night VFR flight. It is equipped with proper lighting and meets ASTM night flight standard at the time of its manufacture which includes tefzel coated milspec wiring, attitude indicator, backup analog flight instruments including a 2-minute turn co-ordinator and backup compass. The main instrumentation is via color glass EFIS which includes a GPS. Remote heading sensor and attitude sensor are installed behind the BRS Aluminum box and under the seat respectively. There is a Uf capacitor after the battery for providing protecting against spikes. A master solenoid near the battery behind the seats is employed to turn on and off all current cold to the cockpit and every electrical accessory or instrument. A terminal plate is located under the panel that has all power input and distribution links to various instruments etc. Circuit breakers are employed to isolate each electrical circuit. PANEL SENSORS circuit breaker protects SP-2 and SP-4 AHRS sensors. The electrical charging circuit diagram is per Rotax engine manufacturer in Rotax 912 Series installation manual, section 17, fig 29 (please refer to engine installation manual). A power system diagram is given below The glass panel EFIS from MGL Avionics called Enigma is the primary backlit instrument cluster and has aviation GPS capabilities and reads its terrain and airport data from a SDRAM memory card that inserts on its front face to the left side. Enigma connects to an RDAC (Remote Data Acquisition Computer) that s mounted on the cockpit side of the firewall under the panel. The RDAC collects all information like engine RPM, Oil temperature, oil pressure, CHTs, EGTs, Fuel pressure, fuel flow from all the sensors, it than translates this data into a binary bit stream and sends it to the Enigma EFIS module where its translated into bar graphs etc. and shown. Enigma EFIS module will talks to the RDAC via a 2-conductor shielded cable and if any of these 3 conducting entities is not making a good solid connection from the RDAC to the Enigma, an error message 66

67 is shown that states RDAC Failure. In fact it s a failure to communicate with the RDAC. It can of course also be that RDAC has truly failed and has stopped transmitting if the wires are found to be in good shape. A connection diagram from the back of the Enigma EFIS module is shown below. Note that fuses are in fact circuit breakers on the Fox panel. This is just to show the conceptual connections on the back of the Enigma EFIS The battery on the back of Enigma EFIS (battery cover) should be replaced every 2 years. A backup battery is connected to the Enigma EFIS. There is a switch just above the EFIS panel that should be turned to ON position during normal operation. This allows secured the backup battery to be charged via the normal electrical system during normal operation. If the normal electrical system fails, a light on the right side of the panel will come on. This means that the rectifier is connected but no longer charging indicating a failure of the charging system. In this case once the main battery power runs out, the EFIS backup battery should provide about ONE hour of operation with full EFIS instrumentation. Pilot should make a landing as soon as practicable to correct such a scenario. There is a 2-minute turn co-ordinator electrical gyro as a backup on the panel. This provides a partial panel capability working with other backup analog gauges to the pilot if the EFIS goes completely out. However, the turn co-ordinator is electrical and will not work if the electrical system has failed. WARNING All pre-cautions should be taken to not fly in IMC and avoid clouds at all costs during day or night. The plane is strictly VFR and the instruments provided are for emergencies only 67