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3 LOG OF REVISIONS Issue / Revision Section Description 2/0 All New Issue Approved Date Endorsement Remark: The parts of the text which changed are marked with a vertical line on the margin of the page. LIST OF EFFECTIVE SECTIONS Section Issue/ Revision Date 1 2/0 June 1, /0 June 1, /0 June 1, /0 June 1, /0 June 1, /0 June 1, /0 June 1, /0 June 1, 2010 Page iii

4 TABLE OF CONTENTS SECTION 1 GENERAL SECTION 2 LIMITATIONS SECTION 3 EMERGENCY PROCEDURES SECTION 4 NORMAL PROCEDURES SECTION 5 PERFORMANCE SECTION 6 WEIGHT AND BALANCE SECTION 7 DESCRIPTION AND OPERATION OF THE AIRPLANE AND ITS SYSTEMS SECTION 8 AIRPLANE HANDLING; SERVICING AND MAINTENANCE Page iv

5 CONVERSION TABLES VOLUME Unit [Abbr] Conversion factor Conversion factor SI to US / Imperial US / Imperial to SI Liter [l] [l] / = [US gal] [l] / = [US qt] [l] / = [Imp gal] [l] x = [in 3 ] US gallon [US gal] [US gal] x = [l] US quart [US qt] [US qt] x = [l] Imperial gallon [Imp gal] [Imp gal] x = [l] Cubic inch [in 3 ] [in 3 ] / = [l] TORQUE Unit [Abbr] Conversion factor Conversion factor SI to US / Imperial US / Imperial to SI Kilopondmeter [kpm] [kpm] x = [ft.lb] [kpm] x = [in.lb] Foot pound [ft.lb] Inch pound [in.lb] TEMPERATURE [ft.lb] / = [kpm] [in.lb] / = [kpm] Unit [Abbr.] Conversion factor Conversion factor SI to US / Imperial US / Imperial to SI Degree Celsius [ C] Degree Fahrenheit [ F] [ C] x = [ F] SPEED ([ F] - 32) / 1.8 = [ C] Unit [Abbr.]] Conversion factor Conversion factor SI to US / Imperial US / Imperial to SI Kilometers per hour [km/h] [km/h] / = [kts] [km/h] / = [mph] Meters per second [m/s] [m/s] / = [fpm] Miles per hour [mph] [mph] x = [km/h] Knots [kts] [kts] x = [km/h] Feet per minute [fpm] [fpm] / = [m/s] Page v

6 PRESSURE Unit [Abbr.] Conversion factor Conversion factor SI to US / Imperial US / Imperial to SI Bar [bar] [bar] x = [psi] Hectopascal [hpa]=millibar [mbar] [hpa] / = [inhg] [mbar] / = [inhg] Pounds per square inch [psi] [psi] / = [bar] Inches of mercury column [inhg] [inhg] x = [hpa] [inhg] x = [mbar] MASS Unit [Abbr.] Conversion factor Conversion factor SI to US / Imperial US / Imperial to SI Kilogram [kg] [kg] / = [lb] Pound [lb] [lb] x = [kg] LENGTH Unit [Abbr.] Conversion factor Conversion factor SI to US / Imperial US / Imperial to SI Meter [m] [m] / = [ft] Millimeter [mm] [mm] / 25.4 = [in] Kilometer [km] [km] / = [nm] [km] / = [sm] Inch [in] [in] x 25.4 = [mm] Foot [ft] [ft] x = [m] Nautical mile [nm] [nm] x = [km] Statute mile [sm] [sm] x = [km] FORCE Unit [Abbr.] Conversion factor Conversion factor SI to US / Imperial US / Imperial to SI Newton [N] [N] / = [lb] Decanewton [dan] [dan] / = [lb] Pound [lb] [lb] x = [N] [lb] x = [dan] Page vi

7 Page vii

8 Page viii Supplement POH PA

9 Abbreviations TAE FADEC Thielert Aircraft Engines GmbH, the developing and manufacturing company of TAE 125 Full Authority Digital Engine Control CED 125 Compact Engine Display of TAE 125 Multifunctional instrument for indication of engine data of TAE 125 AED 125 Auxiliary Engine Display Multifunctional instrument for indication of engine and airplane data Page ix

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11 SECTION 1 GENERAL CONVENTIONS IN THIS HANDBOOK This manual contains following conventions and warnings. They should be strictly followed to rule out personal injury, property damage, impairment to the aircraft's operating safety or damage to it as a result of improper functioning. WARNING: Non-compliance with these safety rules could lead to injury or even death. CAUTION: Note: Non-compliance with these special notes and safety measures could cause damage to the engine or to the other components. Information added for a better understanding of an instruction. UPDATE AND REVISION OF THE MANUAL WARNING: A safe operation is only assured with an up to date POH supplement. Information about actual POH supplement issues and revisions are published in the TAE Service Bulletin TM TAE Note: The TAE-No of this POH supplement is published on the cover sheet of this supplement. Page 1-1

12 ENGINE Engine manufacturer: Thielert Aircraft Engines GmbH Engine model: TAE The TAE is a liquid-cooled in-line four-stroke 4-cylinder engine with DOHC (double overhead camshaft). The engine is a direct Diesel injection engine with common-rail technology and turbo charging. The engine is controlled by a FADEC system. The propeller is driven by a built-in gearbox (i = 1.69) with mechanical vibration damping and overload release. The engine has an electrical self starter and an alternator. The constant speed propeller MTV-6-A/ has three propeller blades and is electronically controlled by the FADEC. Due to this specific characteristic, all of the information from the flight manual recognized by FAA is no longer valid with reference to: carburetor and carburetor pre-heating ignition magnetos and spark plugs, and mixture control and priming system WARNING: The engine requires an electrical power source for operation. If the main battery and alternator fail simultaneously, the engine will only operate on A-FADEC for maximum 30 minutes on FADEC backup battery power. Therefore, it is important to pay attention to indications of alternator failure. PROPELLER Manufacturer: MT Propeller Entwicklung GmbH Model: MTV-6-A/ Number of blades: 3 Diameter: 1.87 m (73.6 in) Type: Variable-pitch propeller (constant speed) Page 1-2

13 LIQUIDS CAUTION: Use of unapproved fuels may result in damage to the engine and fuel system components, resulting in possible engine failure. Fuel: JET A and Jet A-1 (ASTM 1655) Engine oil: AeroShell Oil Diesel 10W-40 Shell Helix Ultra 5W-40 Shell Helix Ultra 5W-30 Gearbox oil: CAUTION: Shell Getriebeöl EP 75W-90 API GL-4 Shell Spirax GSX 75W-80 GL-4 Use the approved oil with exact designation only. Coolant: Water/Radiator Protection at a ratio of 50:50 Radiator Protection: WARNING: CAUTION: Note: BASF Glysantin Protect Plus/G48 Mobil Antifreeze Extra/G48 ESSO Antifreeze Extra/G48 Comma Xstream Green - Concentrate/G48 Zerex Glysantin G 48 The engine must not be started under any circumstances if any fluid level is too low. Normally it is not necessary to fill the cooling liquid or gearbox oil between maintenance intervals. If the level is too low, please notify the service department immediately. The freezing point of the coolant is F ( 36 C) Page 1-3

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15 AIRSPEED LIMITATIONS No change SECTION 2 LIMITATIONS AIRSPEED INDICATOR MARKINGS No change ENGINE OPERATING LIMITS Engine manufacturer: Thielert Aircraft Engines GmbH Engine model: TAE Maximum continuous power: 99 kw (135 HP) Maximum continuous engine speed: 2300 rpm Propeller Manufacturer: Propeller Model: MT-Propeller MTV-6-A/ WARNING: WARNING: Note: Note: Note: The engine requires an electrical power source for operation. If the main battery and alternator fail simultaneously, the engine will only operate on A-FADEC for maximum 30 minutes on FADEC backup battery power. Therefore, it is important to pay attention to indications of alternator failure. It is not allowed to start up the engine using external power. If starting the engine is not possible using battery power, the condition of the battery must be verified before flight. The FADEC backup battery test included in Section 4 must be performed before flight. This change of the original aircraft is certified up to an altitude of 14,500 ft. In the absence of any other explicit statements, all of the information on RPM in this supplement to the Pilot s Operating Handbook are propeller RPM. Page 2-1

16 Engine operating limits for take-off and continuous operation: Note: The operating limit temperature is a temperature limit below which the engine may be started, but not operated at the take-off RPM. The warm-up RPM to be selected can be found in Section 4 of this supplement. WARNING: It is not allowed to start the engine outside of these temperature limits. Min. oil temperature (engine starting temperature): C (-25.6 F) Min. oil temperature (min. operating limit temperature): C (122 F) Max. oil temperature: C (284 F) Min. cooling water temp. (engine starting temperature): - 32 C (-25.6 F) Min. cooling water temp. (min. operating limit temperature): C... (140 F) Max. cooling water temperature: C (221 F) Min. gearbox temperature C (-22 F) Max. gearbox temperature: C (248 F) Min. fuel temperature limits in the fuel tank: Fuel Page 2-2 Minimum permissible fuel temperature in the fuel tank before takeoff Minimum permissible fuel temperature in the fuel tank during the flight Jet A-1 and Jet A -30 C (-22 F) -35 C (-31 F) WARNING: Tab. 2-3a Minimum fuel temperature limits in the fuel tank The fuel temperature of the fuel tank not used should be observed if it s later use is intended. Min. oil pressure: bar (14.5 psi) Min. oil pressure (at take-off power) bar (33.4 psi) Min. oil pressure (in flight) bar (33.4 psi) Max. oil pressure bar (87 psi) Max. oil pressure (cold start < 20 sec.): bar (94.3 psi) Max. oil consumption: l/h (0.1 quart/h)

17 ENGINE INSTRUMENT MARKINGS The engine data of the TAE 125 installation to be monitored are integrated in the combined engine instrument CED-125. The ranges of the individual engines monitoring parameters are shown in the following table. Instrument Red Amber Green Amber Red range range range range range Tachometer [RPM] > 2300 Oil pressure [bar] > 6.0 [psi] > 87.0 Coolant [ C] < > 105 temperature [ F] < > 221 Oil [ C] < > 140 temperature [ F] < > 284 Gearbox [ C] < > 120 temperature [ F] < > 248 Load [%] Note: Tab. 2-3b Markings of the engine instruments If an engine reading is in the amber or red range, the Caution lamp is activated. It only extinguishes when the CED/AED -Test/Confirm button is pressed. If this button is pressed longer than a second, a selftest of the instrument is initiated. Fig. 2-1 AED 125 Fig. 2-2 CED 125 Page 2-3

18 WEIGHT LIMITS Supplement POH PA PA (Normal category, Warrior reduced weight): Maximum Ramp Weight:...1,056 kg (2327 lbs) Maximum Takeoff weight...1,055 kg (2325 lbs) Maximum Landing Weight...1,055 kg (2325 lbs) PA (Utility category): Maximum Ramp Weight: kg (2022 lbs) Maximum Takeoff weight kg (2020 lbs) Maximum Landing Weight: kg (2020 lbs) CENTER OF GRAVITY LIMITS No change, note the maximum weight MANOEUVER LIMITS CAUTION: Intentionally initiating negative G maneuvers is prohibited. Normal Category: Utility Category: FLIGHT LOAD FACTORS No change CAUTION: Note: No change Intentionally initiating spins is prohibited Avoid extended negative g-loads duration. Extended negative g-loads can cause propeller control and engine problems. The load factor limits for the engine must also be observed. Refer to the Operation & Maintenance Manual for the engine. KINDS OF OPERATION EQUIPMENT LIST No change PERMISSIBLE FUEL GRADES CAUTION: Using non-approved fuels and additives can lead to dangerous engine malfunctions. Fuel:... JET A-1, Jet A (ASTM 1655) Page 2-4

19 MAXIMUM FUEL QUANTITIES Due to the higher specific density of Kerosene in comparison to Aviation Gasoline (AVGAS) with the TAE 125 installation the permissible tank capacity has been reduced. 2 standard tanks:...each 85.2 l (22.5 US gal) Total capacity: l (45 US gal) Total usable fuel l (43 US gal) Total unusable fuel: l (2 US gal) CAUTION: Note: PERMISSIBLE OIL TYPES To prevent air from penetrating into the fuel system avoid flying the tanks dry. As soon as the Low Level Warning Lamp illuminates, switch to a tank with sufficient fuel or land. The tanks are equipped with a Low Fuel Warning. If the fuel level is below 10 l (2.6 US gal), the Fuel L or Fuel R Warning Lamp illuminates respectively. Engine oil: AeroShell Oil Diesel 10W-40 Shell Helix Ultra 5W-40 Shell Helix Ultra 5W-30 Gearbox oil: Shell Getriebeöl EP 75W-90 API GL-4 Shell Spirax GSX 75W-80 GL-4 CAUTION: Use the approved oil with exact designation only. PERMISSIBLE COOLING LIQUID Coolant: Water/Radiator Protection at a ratio of 50:50 Radiator Protection: BASF Glysantin Protect Plus/G48 Mobil Antifreeze Extra/G48 ESSO Antifreeze Extra/G48 Comma Xstream Green - Concentrate/G48 Zerex Glysantin G 48 WARNING: The engine must not be started under any circumstances if any fluid level is too low. Page 2-5

20 NOISE LEVEL The noise level for the TAE installation has been established in accordance with: a) FAR 36 Appendix G as 75.5 db(a) b) ICAO Annex 16, Chpt. 10 as 75.5 db(a). The noise level when the airplane is equipped with muffler option Akrapovic D4D has been established in accordance with: a) FAR 36 Appendix G as 70.2 db(a) b) ICAO Annex 16, Chpt. 10 as 70.2 db(a). No determination has been made by the Federal Aviation Administration that the noise levels of this aircraft are or should be acceptable or unacceptable for operation at, into, or out of, any airport. Page 2-6

21 PLACARDS Near the fuel tank caps: JET A-1 Fuel ONLY CAP. 81 LITRES (21.5 US GALLONS) USABLE TO BOTTOM OF FILLER INDICATOR TAB On the oil funnel or the flap on the engine cowling: "Oil, see POH supplement If installed, at the flap of the engine cowling to the External Power Receptacle: "ATTENTION 12 V DC OBSERVE CORRECT POLARITY or "ATTENTION 24 V DC OBSERVE CORRECT POLARITY Near the Force B switch "Warning: Do not activate the Force B switch when operating on FADEC backup battery only, this will shut down the engine In full view of the pilot Take off is only allowed if - battery and alternator ON - all warning lights off - FADEC test procedure positive Page 2-7

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23 SECTION 3 EMERGENCY PROCEDURES INDEX OF CHECKLISTS Page GENERAL EMERGENCY PROCEDURES CHECK LIST ENGINE FIRE WHEN STARTING ENGINE ON GROUND ENGINE MALFUNCTION DURING TAKE-OFF (ON GROUND) ENGINE MALFUNCTION IMMEDIATELY AFTER TAKE-OFF LOSS OF ENGINE POWER DURING FLIGHT EMERGENCY LANDING WITH ENGINE OUT ENGINE FIRE IN FLIGHT ELECTRICAL FIRE IN FLIGHT LOSS OF OIL PRESSURE LOSS OF FUEL PRESSURE HIGH OIL TEMPERATURE HIGH COOLANT TEMPERATURE LAMP Water Level ILLUMINATES HIGH GEARBOX TEMPERATURE ALTERNATOR WARNING LAMP ILLUMINATES DURING NORMAL ENGINE OPERATION AMMETER SHOWS BATTERY DISCHARGE DURING NORMAL ENGINE OPERATION FOR MORE THAN 5 MINUTES SIMULTANEOUS FAILURE OF ALTERNATOR AND MAIN BATTERY POWER SUPPLY FADEC WARNING LIGHTS ILLUMINATE ABNORMAL ENGINE BEHAVIOR SPIN RECOVERY OPEN DOOR ROUGH ENGINE OPERATION ENGINE MALFUNCTION DURING FLIGHT PROPELLER RPM TOO HIGH FLUCTUATIONS IN PROPELLER RPM ENGINE SHUT DOWN IN FLIGHT RESTART AFTER ENGINE FAILURE CARBURETOR ICING Page 3-1

24 GENERAL In addition to the original AFM/POH, the following applies: WARNING: Due to an engine shut-off or a FADEC diagnosed failure there might be a loss propeller valve control which results in a low pitch setting of the propeller. This might result in engine overspeed. Airspeeds below 100 KIAS/ 115 mph are suitable to avoid engine overspeed in this case. If the propeller speed control fails, climb flights can be performed at 65KIAS / 75 mph and a power setting of 100%. EMERGENCY PROCEDURES CHECK LIST ENGINE FIRE WHEN STARTING ENGINE ON GROUND (1) Engine Master OFF (2) Fuel Selector CLOSED (3) Electrical Fuel Pump OFF (4) Switch Battery OFF (5) Extinguish the flames with a fire extinguisher, wool blankets or sand. (6) Examine the fire damages thoroughly and repair or replace the damaged parts before the next flight. ENGINE MALFUNCTION DURING TAKE-OFF (ON GROUND) (1) Thrust Lever IDLE (2) Brakes APPLY (3) Wing flaps (if extended) RETRACT to increase the braking effect on the runway (4) Engine Master OFF (5) Switches Alternator, Main Bus and Battery OFF Page 3-2

25 ENGINE MALFUNCTION IMMEDIATELY AFTER TAKE-OFF -Take-off abort- If there is an engine malfunction after take-off, at first lower the nose to keep the airspeed and attain gliding attitude. In most cases, landing should be executed straight ahead with only small corrections in direction to avoid obstacles. WARNING: Altitude and airspeed are seldom sufficient for a return to the airfield with a 180 turn while gliding. (1) Airspeed 73 KIAS (wing flaps retracted) 65 KIAS (wing flaps extended) (2) Fuel Selector CLOSED (3) Engine Master OFF (4) Wing flaps as required (40 is recommended) (5) Switches Alternator, Main Bus and Battery - OFF LOSS OF ENGINE POWER DURING FLIGHT (1) Push Thrust Lever full forward (Take-off position). (2) Fuel Selector to tank with sufficient fuel quantity and temperature. (3) Electrical Fuel Pump ON (4) Establish Best Glide Speed (5) Check engine parameters (FADEC lamps, oil pressure and temperature, fuel quantity). If normal engine performance is not achieved, the pilot should: i. Land as soon as possible. ii. iii. Be prepared for an emergency landing. Expect an engine failure. WARNING: The high-pressure pump must be checked before the next flight. Page 3-3

26 EMERGENCY LANDING WITH ENGINE OUT Supplement POH PA If all attempts to restart the engine fail and an emergency landing is imminent, select suitable site and proceed as follows: (1) When field can easily be reached slow down to 63 KIAS for shortest landing. (2) Fuel Selector CLOSED (3) Engine Master OFF (4) Flaps as required (40 is recommended). (5) Switches Alternator, Main Bus and Battery - OFF (6) Seat belts and harnesses TIGHT (7) Touch-down - slightly nose up attitude (8) Brake firmly Note: ENGINE FIRE IN FLIGHT (1) Engine Master OFF (2) Fuel Selector CLOSED Gliding Distance. Refer to Figure "Glide range in Section 5 of this Supplement to the Pilot's Operating Handbook. (3) Select an appropriate airspeed to avoid engine overspeed (4) Electrical Fuel Pump - OFF (if in use) (5) Switch Main Bus - OFF (6) Cabin heat and defroster OFF (7) Perform emergency landing (as described in the procedure Emergency Landing With Engine Out ). Page 3-4

27 ELECTRICAL FIRE IN FLIGHT The first sign of an electrical fire is usually the odour of burning or smouldering insulation. Proceed as follows: (1) Switch Main Bus OFF (2) Switch Avionics OFF (3) Vents OPEN (4) Shut-off Cabin Heat OFF (5) Land as soon as possible LOSS OF OIL PRESSURE (< 2.3 bar (33.5 PSI) IN CRUISE OR < 1.2 bar (17.4 PSI) AT IDLE) (1) Reduce power as quickly as possible. (2) Check oil temperature: If the oil temperature is high or near operating limits, i. Land as soon as possible. Note: ii. iii. Be prepared for an emergency landing. Expect an engine failure. During warm-weather operation or longer climbouts at low airspeed engine temperatures could rise into the amber range and trigger the Caution lamp. This warning allows the pilot to avoid overheating of the engine as follows: (1) Increase airspeed by decreasing the pitch angle. (2) Reduce power, if the engine temperatures approach the red area. LOSS OF FUEL PRESSURE Not applicable for TAE 125 installation Page 3-5

28 HIGH OIL TEMPERATURE ( OT in red range) Supplement POH PA (1) Increase airspeed and reduce power as quickly as possible. (2) Check the oil pressure: if the oil pressure is lower than normal (< 2.3 bar (33.5 PSI) in cruise or < 1.2 bar (17.4 PSI) at idle), i. Land as soon as possible. ii. iii. Be prepared for an emergency landing. Expect an engine failure. (3) If the oil pressure is in normal range: i. Land as soon as practical. HIGH COOLANT TEMPERATURE ( CT in red range) (1) Increase airspeed and reduce the power as quickly as possible. (2) Cabin Heat COLD (3) If this reduces the coolant temperature to within the normal operating range quickly, continue to fly normally and observe coolant temperature, Cabin Heat as required. (4) As far as this does not cause the coolant temperature to drop, i. Land as soon as practical. ii. iii. Be prepared for an emergency landing. Expect an engine failure. Page 3-6

29 LAMP Water Level ILLUMINATES (1) Increase airspeed and reduce the power as quickly as possible. (2) Coolant temperature CT - CHECK and OBSERVE (3) Oil temperature OT - CHECK and OBSERVE (4) As far as coolant temperature and/or oil temperature are rising into amber or red range, i. Land as soon as practical. ii. iii Be prepared for an emergency landing. Expect an engine failure. HIGH GEARBOX TEMPERATURE ( GT in red range) (1) Reduce power to 55% 75% as quickly as possible. (2) Land as soon as practical. Page 3-7

30 ALTERNATOR WARNING LAMP ILLUMINATES DURING NORMAL ENGINE OPERATION (1) Ammeter CHECK (2) Alternator Switch CHECK ON (3) Battery Switch CHECK - ON CAUTION: If the FADEC was supplied by battery only until this point, the RPM can momentarily drop, when the alternator will be switched on. In any case: leave the alternator switched ON! (4) Electrical Load REDUCE IMMEDIATELY as follows: i. NAV/ COM 2 OFF ii. Fuel Pump OFF iii. Landing Light OFF (use as required for landing) iv. Taxi Light OFF v. Strobe Light OFF vi. Nav Lights OFF vii. Beacon OFF viii. Interior Lights OFF ix. Intercom OFF x. Pitot Heat OFF (use as required) xi. Autopilot OFF xii. Non-essential equipment OFF (5) The pilot should i. Land as soon as practical. ii. iii. Be prepared for an emergency landing Expect an engine failure. Page 3-8

31 AMMETER SHOWS BATTERY DISCHARGE DURING NORMAL ENGINE OPERATION FOR MORE THAN 5 MINUTES Note: When the AED Ammeter indication illuminated at the outer left side and the voltage indication is decreasing simultaneously, the battery is being discharged. (1) Alternator Switch CHECK ON (2) Battery Switch CHECK - ON CAUTION: If the FADEC was supplied by battery only until this point, the RPM can momentarily drop, when the alternator will be switched on. In any case: leave the alternator switched ON! (3) Electrical Load REDUCE IMMEDIATELY as follows: i. NAV/ COM 2 OFF ii. Fuel Pump OFF iii. Landing Light OFF (use as required for landing) iv. Taxi Light OFF v. Strobe Light OFF vi. Nav Lights OFF vii. Beacon OFF viii. Interior Lights OFF ix. Intercom OFF x. Pitot Heat OFF (use as required) xi. Autopilot OFF xii. Non-essential equipment OFF (4) The pilot should i. Land as soon as practical. ii. iii. Be prepared for an emergency landing. Expect an engine failure. Page 3-9

32 SIMULTANEOUS FAILURE OF ALTERNATOR AND MAIN BATTERY POWER SUPPLY (all equipment inoperative, except engine) WARNING: If the power supply from both alternator and main battery is interrupted simultaneously, continued engine operation is dependant on the remaining capacity of the FADEC backup battery. The engine has been demonstrated to continue operating for 30 minutes when powered by the FADEC backup battery only. In this case, all other electrical equipment will not operate. WARNING: If the aircraft was operated on battery power only until this point (alternator warning light illuminated), the remaining engine operating time may be less than 30 minutes. (1) Alternator Switch CHECK ON (2) Battery Switch CHECK ON (3) Land as soon as possible i. Be prepared for an emergency landing ii. Expect an engine failure WARNING: Do not active the FORCE-B switch, this will shut down the engine Page 3-10

33 FADEC WARNING LIGHTS ILLUMINATE Note: The FADEC consists of two components that are independent of each other: FADEC A and FADEC B. In case of malfunctions in the active FADEC, it automatically switches to the other. a) One FADEC Lamp is flashing (1) Press FADEC-Testknob at least 2 seconds (2) FADEC Lamp extinguished (LOW category warning): a. Continue flight normally, b. Inform service center after landing. (3) FADEC Lamp steady illuminated (HIGH category warning): a. Observe the other FADEC lamp, b. Land as soon as practical, c. Chose airspeed to avoid engine overspeed d. Inform service center after landing. b) Both FADEC Lamps are flashing Note: The load display may not correspond to the current value. (1) Press FADEC-Testknob at least 2 seconds (2) FADEC Lamps extinguished (LOW category warning): a) Continue flight normally, b) Inform service center after landing. (3) FADEC Lamps steady illuminated (HIGH category warning): a) Check the available engine power, b) Expect engine failure. c) The pilot should i. Select an appropriate airspeed to avoid engine overspeed ii. Land as soon as practical. iii. Be prepared for an emergency landing. d) Inform service center after landing. Continued on next page Page 3-11

34 Page 3-12 Supplement POH PA In case a tank was flown dry, proceed at the first signs of insufficient fuel feed as follows: (1) Immediately switch the Fuel Selector to tank with sufficient fuel quantity. (2) Electrical Fuel Pump ON. (3) Select an appropriate airspeed to avoid engine overspeed. (4) Check the engine (engine parameters, airspeed / altitude change, whether the engine responds to changes in the Thrust Lever position). (5) If the engine acts normally, continue the flight and land as soon as practical. WARNING: ABNORMAL ENGINE BEHAVIOR The high-pressure pump must be checked before the next flight. If the engine acts abnormally during flight and the system does not automatically switch to the B-FADEC, it is possible to switch to the B- FADEC manually. WARNING: It is only possible to switch from the automatic position to B-FADEC. This only becomes necessary when no automatic switching occurred in case of abnormal engine behavior. (1) Select an appropriate airspeed to avoid engine overspeed (2) FADEC-Force Switch SELECT manually to B-FADEC WARNING: (3) The pilot should When operating on FADEC backup battery only, the "Force B" switch must not be activated. This will shut down the engine. i. Select an appropriate airspeed to avoid engine overspeed. ii. iii. Land as soon as practical. Be prepared for an emergency landing.

35 SPIN RECOVERY No change for the TAE 125 installation. OPEN DOOR No change for the TAE 125 installation. ROUGH ENGINE OPERATION ENGINE MALFUNCTION DURING FLIGHT Note: Flying a tank dry activates both FADEC lamps flashing. In case that one tank was flown dry, at the first signs of insufficient fuel feed proceed as follows: (1) Immediately switch the Fuel Selector to tank with sufficient fuel quantity. (2) Electrical Fuel Pump ON (3) Check the engine (engine parameters, airspeed/altitude change, whether the engine responds to changes in the Thrust Lever position). (4) If the engine acts normally, continue the flight and land as soon as practical. WARNING: The high-pressure pump must be checked before the next flight. Page 3-13

36 PROPELLER RPM TOO HIGH Supplement POH PA Propeller RPM between 2,400 and 2,500 for more than 10 seconds or over 2,500: (1) Reduce power. (2) Reduce airspeed below 100 KIAS or as appropriate to prevent propeller overspeed. (3) Set power as required to maintain altitude and land as soon as practical. Note: If the propeller speed control fails, climb flights can be performed at 65KIAS / 75 mph and a power setting of 100%. In case of overspeed the FADEC will reduce the engine power at higher airspeeds to avoid propeller speeds above 2500rpm FLUCTUATIONS IN PROPELLER RPM If the propeller RPM fluctuates by more than + / RPM with a constant Thrust Lever position: (1) Change the power setting and attempt to find a setting where the propeller RPM no longer fluctuates. (2) If this does not work, set the maximum power at an airspeed < 100 KIAS until the propeller speed stabilizes. (3) If the problem is resolved, continue the flight. (4) If the problem continues, reduce power to 55% 75% or select a power level where the propeller RPM fluctuations are minimum. Fly at an airspeed below 110 KIAS and land as soon as practical. Page 3-14

37 ENGINE SHUT DOWN IN FLIGHT If it is necessary to shut down the engine in flight (for instance, abnormal engine behavior does not allow continued flight or there is a fuel leak, etc.), proceed as follows: (1) Select an appropriate airspeed to avoid engine overspeed. (2) Engine Master OFF (3) Fuel Selector CLOSED (4) Electrical Fuel Pump OFF (if in use) (5) If the propeller also has to be stopped (for instance, due to excessive vibrations) i. Reduce airspeed to below 55 KIAS. ii. when the propeller is stopped, continue to glide at 73 KIAS. Page 3-15

38 RESTART AFTER ENGINE FAILURE Supplement POH PA Whilst gliding to a suitable landing strip, try to determine the reason for the engine malfunction. If time permits and a restart of the engine is possible, proceed as follows: (1) Airspeed between 65 and 85 KIAS (maximal 100 KIAS). (2) Glide below ft (3) Fuel Selector to tank with sufficient fuel quantity and temperature. (4) Electrical Fuel Pump ON (5) Thrust Lever IDLE (6) Engine Master OFF, then ON (if the propeller does not turn, then additionally Starter ON * ) (7) Check the engine power: Thrust Lever 100%, engine parameters, check altitude and airspeed Note: The propeller will normally continue to turn as long as the airspeed is above 65 KIAS. Should the propeller stop at an airspeed of 65 KIAS or more, the reason for this should be found out before attempting a restart. If it is obvious that the engine or propeller is jammed, do not use the Starter. Note: If the Engine Master is in position OFF, the Load Display shows 0% even if the propeller is turning. CARBURETOR ICING Not applicable for the TAE installation. Page 3-16

39 PREFLIGHT INSPECTION SECTION 4 NORMAL PROCEDURES Preparation Airplane status...airworthy, papers on board Logbook... CHECK refuelling with allowed fuel (see section 2) Weather...suitable Baggage... weighed, stowed, tied Weight and CG...within limits Navigation... planned Charts and navigation equipment...on board Performance and range... computed and safe Cockpit Control wheel...release belts Avionics...OFF Parking brake... SET Electric switches...off Engine Master switch...off Shut-off Cabin Heat...OPEN Page 4-1

40 WARNING: Page 4-2 When turning on the Battery switch, using an external power source, or pulling the propeller through by hand, treat the propeller as if the Engine Master was on. Switches "Battery and "Main Bus...ON Fuel quantity gauges... CHECK Fuel Temperature... CHECK "Water level Lamp on AED...CHECK, that OFF Annunciator panel... CHECK Switches "Battery and "Main Bus...OFF Flight Controls... CHECK Flaps... CHECK Trim... CHECK, set NEUTRAL Pitot drain... DRAIN, CLOSE Static drain... DRAIN, CLOSE Windows... CHECK, CLEAN Tow bar... STOW Baggage...SECURE Baggage door...close, SECURE RIGHT WING Wing... free of ice, snow, frost Control surfaces...check for interferencefree of ice, snow, frost Hinges...CHECK for interference Static wicks... CHECK Wing tip and lights... CHECK Fuel tank...check supply visually, fuel level not above bottom of filler indicator tab, secure caps Fuel tank sump...drain, CHECK for water, sediment and proper fuel (see section 2) Fuel vent...clear Tie down and chock... REMOVE Main gear strut...proper Inflation ( mm / 4.50 in.) Tire... CHECK Brake block and discs... CHECK Fresh air inlet...clear

41 Nose Oil...CHECK level... Do not operate below the minimum dipstick indication. Oil dipstick... SECURE Fuel and oil...check for leaks Cowling... SECURE Windshield... CHECK Propeller and spinner... CHECK Air inlets... UNDAMAGED and CLEAR Landing light... CHECK Gearbox oil...check level Nose chock... REMOVE Nose gear strut...proper Inflation ( mm / 3.25 in.) Nose wheel tire... CHECK Fuel strainer...drain, CHECK for water, sediment and proper fuel (see section 2) Left wing Wing...free of ice, snow, frost Fresh air inlet... CLEAR Main gear strut Proper Inflation ( mm / 4.50 in.) Tire... CHECK Brake block and discs... CHECK Fuel tank...check supply visually, fuel level not above bottom of filler indicator tab, secure caps Fuel tank sump...drain, CHECK for water, sediment and proper fuel (see section 2) Fuel vent... CLEAR Tie down and chock... REMOVE Pitot heat...remove cover holes CLEAR Wing tip and lights... CHECK Control surfaces...check for interferencefree of ice, snow, frost Hinges...CHECK for interference Static wicks... CHECK Page 4-3

42 Fuselage Antennas... CHECK Empennage... free of ice, snow, frost Fresh air inlet...clear Stabilator and trim tab...check for interference Tie down... REMOVE Battery switch...on Check lighting... CHECK Nav and strobe lights... CHECK Stall warning... CHECK Pitot heat... CHECK All switches...off Passengers...board Cabin door... CLOSE and SECURE Seat belts and harnesses... FASTEN CHECK inertia reel BEFORE STARTING ENGINE Brakes...SET Fuel Selector... desired tank Radios...OFF Alternate Air Door... CLOSED STARTING ENGINE WARNING: It is not allowed to start up the engine using external power. If starting the engine is not possible using battery power, the condition of the battery must be verified before flight. Thrust Lever...IDLE Switch Alternator... CHECK ON, cover down Switches "Battery and "Main Bus...ON CHECK fuel quantity and temperature CAUTION: The electronic engine control needs an electrical power source for its operation. For normal operation Battery, Alternator and Main Bus have to be switched on. Separate switching is only allowed for tests and in the event of emergencies. Page 4-4

43 Strobe lights...on Electrical fuel pump...on Engine Master...ON Glow Control Lamp...CHECK ON, then OFF Starter... ENGAGE until engine starts Oil pressure... CHECK CAUTION: If after 3 seconds the minimum oil pressure of 1 bar is not indicated: shut down the engine immediately! CED/AED Test Button...PRESS (to delete Caution Lamp) Ammeter...CHECK for positive charging current Voltmeter...CHECK for Green range FADEC Backup Battery Test a. Alternator... OFF, engine must operate normally b. Battery... OFF, engine must operate normally c. Battery...ON d. Alternator...ON WARNING: It must be ensured that both battery and alternator are ON! The alternator switch guard must be closed. Avionics...ON Ammeter...CHECK for positive charging current Voltmeter...CHECK for Green range STARTING ENGINE WHEN COLD...N/A STARTING ENGINE WHEN HOT...N/A STARTING ENGINE WHEN FLOODED...N/A WARM UP Let the engine warm up for about 2 minutes at 890 RPM. Increase RPM to 1,400 until Oil temperature 50 C, Coolant temperature 60 C. GROUND CHECK...N/A Page 4-5

44 Page 4-6 Supplement POH PA FADEC AND PROPELLER ADJUSTMENT FUNCTION CHECK a. Thrust Lever - IDLE (both FADEC lamps should be OFF). WARNING: Note: Note: WARNING: b. FADEC Test Button - PRESS and HOLD for entire test. c. Both FADEC lamps ON, RPM increases to 1200 RPM approximately. If the FADEC lamps do not come on at this point, it means that the test procedure has failed and take-off should not be attempted. d. The FADEC automatically switches to B-component (only FADEC B lamp is ON). e. The propeller control is excited; RPM decreases to 800 RPM approximately. f. The FADEC automatically switches to A-component (only FADEC A lamp is ON), RPM increases to 1200 RPM approximately. g. The propeller control is excited; RPM decreases to 800 RPM approximately. h. FADEC A lamp goes OFF, idle RPM is reached, the test is completed. i. FADEC Test Button - RELEASE. If the Test Button is released before the self-test is over, the FADEC immediately switches over to normal operation. While switching from one FADEC to another, it is normal to hear and feel a momentary surge in the engine. If there are prolonged engine misfires or the engine shuts down during the test, take off may not be attempted. Continued on next page

45 WARNING: The whole test procedure has to be performed without any failure. In case the engine shuts down or the FADEC lamps are flashing, take-off is prohibited. This applies even if the engine seems to run without failure after the test. Thrust Lever...FULL FORWARD, load display min. 94%, RPM Thrust Lever... IDLE BEFORE TAKE-OFF Switches Alternator, "Battery and "Main Bus...CHECK ON Flight instruments... CHECK Fuel Selector...proper tank Fuel Temperature... CHECK Electrical Fuel Pump...ON Engine Instruments... CHECK Alternate Air Door... CLOSED Seat backs...erect Belts / harness... FASTENED / CHECK Empty seats....seat belts snugly FASTENED Flaps... SET Trim tab... SET Controls... FREE Door... LATCH TAKE-OFF Normal take-off Flaps (first notch) Trim... SET Accelerate to 50 KIAS Control wheel...back pressure to rotate to climb attitude Accelerate to and maintain 55 KIAS until obstacle clearance is achieved and climb out at 79 KIAS. Best rate climb speed (flaps 10 )...65 KIAS Flaps... RETRACT slowly Page 4-7

46 CLIMB Supplement POH PA Best rate climb speed (flaps up)...70 KIAS Note: For better engine cooling a climb speed of 79 KIAS is recommended. En route...87 KIAS Electrical Fuel Pump... OFF at desired altitude CRUISING Cruise Power...SET (max. 100%, 75% or less is recommended) CED 125, AED 125 and Caution Lamp... MONITOR...(oil pressure, water level as well as temperature of oil,...water, gearbox and fuel within operating limits) Fuel quantity...monitor (Gauges and LOW LEVEL warning lamps) Select the other fuel tank approximately every 30 minutes to empty and heat both tanks equally. (observe Section 2 "Operating Limits Chapter "Engine Operating Limits ) CAUTION: Do not use any fuel tank below the minimum permissible fuel temperature! FADEC Warning Lamps...MONITOR DESCENT Normal Thrust Lever... AS REQUIRED Airspeed...NOT EXCEED VNO Power off Thrust Lever...IDLE Airspeed... AS REQUIRED Power... verify with Thrust Lever every 30 seconds Page 4-8

47 APPROACH AND LANDING Fuel Selector...proper tank Seat backs...erect Belts / harness... FASTEN / CHECK Electrical Fuel Pump...ON Flaps... SET - NOT EXCEED VFE Trim...to 70 KIAS Final approach speed (flaps 40 )...63 KIAS STOPPING ENGINE Flaps...RETRACT Electrical Fuel Pump...OFF Radios...OFF Thrust Lever... IDLE Engine Master...OFF Switches "Battery and "Main Bus...OFF Page 4-9

48 This page has been intentionally left blank Page 4-10

49 FLIGHT PLANNING EXAMPLE SECTION 5 PERFORMANCE Note: The information contained in this Section is to be used for example purposes only. The maximum weights according to section 2 are to be observed for flight planning. This example is based on a PA Normal category; Max. Ramp Weight 1056 kg (2327 lbs), Max. Take- Off Weight 1055 kg (2325 lbs) (a) Airplane Loading The first step in planning a flight is to calculate the airplane weight and center of gravity by utilizing the information provided by Section 6 (Weight and Balance) of this supplement to the Pilot's Operating Handbook. The Basic Empty Weight of the airplane, determined by the company who made the modification, has been entered in Figure 6-5a of this supplement. If any alterations to airplane have been made affecting weight and balance, reference to the aircraft logbook and Weight and Balance Record (Figure 6-7) should be made to determine the current Basic Empty Weight of the airplane. Make use of the Weight and Balance Loading Form (Figure 6-11a) of this supplement and the C.G. Range and Weight graph (Figure 6-15) of the Pilot's Operating Handbook approved by the FAA to determine the total weight of the airplane and the center of gravity position. Page 5-1

50 After proper utilization of the information provided, the following weights apply to the flight planning example: The landing weight cannot be determined until the weight of fuel to be used has been established (refer to item (g)(1)). (1) Basic Empty Weight kg (1609 lbs) (2) Occupants (2 x 77 kg/ 170 lbs) kg (340 lbs) (3) Baggage and cargo...30 kg (66 lbs) (4) Fuel (0.84 kg/l x 170 l, 6.75 lb/gal x 45 US gal) kg (302 lbs) (5) Take-off Weight...1,050 kg (2315 lbs) (6) Landing Weight (a) (5) minus (g) (1) (1048 kg minus 49.1 kg)...= kg (2312 lbs minus lbs) lbs The take-off weight is below the maximum of 1055 kg (2325 lbs), and the weight and balance calculations have determined that the C.G. position is within the approved limits. (b) Take-off and landing Now that the aircraft loading has been determined, all aspects of the take-off and landing must be considered. All of the existing conditions at the departure and destination airport must be acquired, evaluated and maintained throughout the flight. Apply the departure airport conditions and take-off weight to the appropriate take-off performance figures (Figure 5-1) to determine the length of runway necessary for the take-off and/or the barrier distance. The landing distance calculations are performed in the same manner using the existing conditions at the destination airport and, when established, the landing weight. Page 5-2

51 The conditions and calculations for the example flight are listed below. The take-off and landing distances required for the example flight have fallen well below the available runway lengths. Departure Airport Destination Airport (1) Pressure Altitude 1,500 ft 2,500 ft (2) Temperature 27 C (ISA + 15 C) 24 C (ISA + 14 C) 81 F (ISA + 27 F) 75 F (ISA + 25 F) (3) Wind Component 0 knots 0 knots (4) Runway Length Available 1,463 m 2,316 m The takeoff distance chart, Figure 5-1 (Takeoff Distance), should be consulted, keeping in mind that distances shown are based on the short field technique. Conservative distances can be established by reading the chart at the next higher value of weight, temperature and altitude. For example, in this particular sample problem, the takeoff distance information presented for a weight of 1,055 kg, pressure altitude of 2000 ft and a temperature of ISA+20 C/ +38 F should be used and results in the following: Ground Roll 424 m (1391ft) Total Distance to clear a 15 m obstacle 714 m (2343 ft) For calculation of landing distance refer to original POH. Note: The remainder or the performance charts used in this flight planning example assume no wind condition. The effect of winds aloft must be considered by the pilot when computing climb, cruise and descent performance. Page 5-3

52 (c) Climb Supplement POH PA The next step in the flight plan is to determine the necessary climb segment components. The desired cruise pressure altitude and corresponding cruise outside air temperature values are the first variables to be considered in determining the climb components from the table "Time, Fuel and Distance to Climb" (Tab. 5-3). After time, distance and quantity of fuel for the cruise pressure altitude and outside air temperature values have been established, apply the existing conditions at the departure field to Tab Now, subtract the values obtained from the table for the field of departure conditions from those for the cruise pressure altitude. The remaining values are the true fuel, time and distance components for the climb segment of the flight plan corrected for field pressure altitude and temperature. The following values were determined from the above instructions in the flight planning example: (1) Cruise Pressure Altitude...5,000 ft (2) Cruise OAT C (ISA + 11 C) F (ISA + 20 F) Due to the difference in temperature to the standard atmosphere, the following correction applies: 11 C 10 C (20 F) 10% = 11% (18 F) Increase (3) Time to Climb ((8.4 min minus 1.6 min = 6.8) + 11%)... 7,5 min (4) Distance to Climb ((10.4 NM minus 1.9 NM = 8.5) + 11%))... 9,4 NM (5) Fuel to Climb ((4.3 l minus 0.8 l Jet A-1 = 3.5 l)+ 11%)... 3,9 l ((1.1 minus 0.2 US gal = 0.9 US gal)+ 11%)... 1 US gal (6) Fuel for start-up, taxi and take-off... 1l/ 0.3 US gal (7) Fuel for start-up, taxi and take-off and climb (1 l plus 3.9 l) l (0.3 US gal plus 1 US gal) US gal Page 5-4

53 (d) Descent To determine the descent data for fuel, time and distance Table 5-4 "Cruise performance, range and endurance can be used with sufficient accuracy. (e) Cruise Using the total distance to be traveled during the flight, subtract the previously calculated distance to climb to establish the total cruise distance. Calculate the cruise fuel consumption for the cruise power setting with Table 5-4. The cruise time is found by dividing the cruise distance by the cruise speed and the cruise fuel is found by multiplying the cruise fuel consumption by the cruise time. The cruise calculations established for the cruise segment of the flight planning example are as follows: (1) Total Distance NM (2) Cruise Distance (e)(1) minus (c)(4) (300 NM NM)... = NM (3) Cruise Power...70% (4) Cruise Speed (98 KTAS + 2%) KTAS (5) Cruise Fuel Consumption l/h (5.1 US gal/h) (6) Cruise Time (e)(2) divided by (e)(4), (290.6 NM divided by 100 KTAS)...= 2.91 h (7) Cruise Fuel (e)(5) multiplied by (e)(6), (19.4 l/h x 2.91 h)... = 56.5 l ( 5.1 US gal/h x 2.91 h)... =14.9 US gal Page 5-5

54 (f) Total Flight Time The total flight time is determined by adding the time to climb and the cruise time. Note: The time values taken from the climb table are in minutes and must be converted to hours before adding them to the cruise time. The following flight time is required for the flight planning example: (1) Total Flight Time (c)(3) plus (e)(6), (0.1 h h)...= 3.01 h (g) Total Fuel Required Determine the total fuel required by adding the fuel to climb and the cruise fuel. When the total fuel (in US gal or liters) is determined, multiply this value by 0.80 kg/l (6.7 lb/us gal) for JET A-1 to determine the total fuel weight used for flight. The total fuel calculations for the example flight plan are shown below: (1) Total Fuel Required (c)(7) plus (e)(7), (4.9 l plus 56.5 l of Jet A-1)... = 61.4 l (1.3 US gal plus 14.9 US gal)...=16.2 US gal (61.4 l x 0.80 kg/l)...= 49.1 kg (16.2 US gal x 6.7 lb/ US gal)... =108.5 lbs Page 5-6

55 TAKE-OFF DISTANCE for PA Conditions Flaps at 10 Full Power Prior to Brake Release Paved, level, dry runway Zero wind Climb speed 50 KIAS Speed at 15 m (50 ft) 55 KIAS Notes: (1) Decrease distances 10% for each 9 Knot headwind; Increase distances 10% for each 2 knots of tailwind up to 10 knots. (2) For operation on dry, grass runway, increase distances by 15% of the ground roll figure. (3) Consider additionals for wet grass runway, softened ground or snow. Page 5-7

56 Take-off distance at 1,055 kg (2325 lbs) PA Supplement POH PA ISA ISA + 10 C ISA + 20 C ISA + 30 C Pressure Altitude Ground roll Total distance to clear a 15m obstacle Ground roll Total distance to clear a 15 m obstacle Ground roll Total distance to clear a 15 m obstacle Ground roll Total distance to clear a 15 m obstacle [ft] [m] [m] [m] [m] [m] [m] [m] [m] ISA ISA + 18 F ISA + 36 F ISA + 54 F Pressure Altitude Ground roll Total distance to clear a 50 ft obstacle Ground roll Total distance to clear a 50 ft obstacle Ground roll Total distance to clear a 50 ft obstacle Ground roll Total distance to clear a 50 ft obstacle [ft] [ft] [ft] [ft] [ft] [ft] [ft] [ft] [ft] Figure 5-1a Take-off distance at take-off weight 1055 kg (2325 lbs) Page 5-8

57 Take-off distance at 885 kg (1950 lbs), PA ISA ISA + 10 C ISA + 20 C ISA + 30 C Pressure Altitude Ground roll Total distance to clear a 15m obstacle Ground roll Total distance to clear a 15 m obstacle Ground roll Total distance to clear a 15 m obstacle Ground roll Total distance to clear a 15 m obstacle [ft] [m] [m] [m] [m] [m] [m] [m] [m] ISA ISA + 18 F ISA + 36 F ISA + 54 F Pressure Altitude Ground roll Total distance to clear a 50 ft obstacle Ground roll Total distance to clear a 50 ft obstacle Ground roll Total distance to clear a 50 ft obstacle Ground roll Total distance to clear a 50 ft obstacle [ft] [ft] [ft] [ft] [ft] [ft] [ft] [ft] [ft] Figure 5-1b Take-off distance at take-off weight 885 kg (1950 lbs) Page 5-9

58 MAXIMUM CLIMBSPEED for PA Conditions: Take-off weight 1055 kg (2325 lbs) Climb speed v y = 70 KIAS Flaps up, Full Power Pressure altitude (ft) Climbspeed (ft/min) ISA ISA + 10 C ISA + 20 C (ISA +18 F) (ISA +36 F) Figure. 5-2a Climbspeed, PA , 1055 kg (2325 lbs) ISA + 30 C (ISA +54 F) Page 5-10

59 MAXIMUM CLIMBSPEED for PA Conditions: Take-off weight 885 kg (1950 lbs) Climb speed v y = 70 KIAS Flaps up, Full Power Pressure altitude (ft) Climbspeed (ft/min) ISA ISA + 10 C ISA + 20 C (ISA +18 F) (ISA +36 F) Figure 5-2b Climbspeed, PA , 885 kg (1950 lbs) ISA + 30 C (ISA +54 F) Page 5-11

60 Notes: Supplement POH PA TIME, FUEL AND DISTANCE TO CLIMB for PA (1) Add 1 l (0.3 US gal) of fuel for engine start, taxi and take-off allowance. (2) Increase time and distance by 10% for 10 C/ 18 F above standard temperature. Above ft, increase time by 5%. (3) Distances shown are based on zero wind. (4) Time, distance and fuel required are only valid from the point where the airplane climbs at v y = 70 KIAS Conditions: Take-off weight 1055 kg (2325 lbs) Climb speed v y = 70 KIAS Flaps up, Full Power, Zero wind, Standard Temperature From Sea Level Press. Rate of Temp. (ISA) Alt. Climb Time Distance Fuel used [ft] [ C] [ F] [ft/min] [min] [NM] [US gal] [ltr] 0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 9,000 10,000 11,000 12, Figure 5-3a Time, Fuel and Distance to Climb at 1055 kg (2325 lbs) PA Page 5-12

61 Conditions: Take-off weight 885 kg (1950 lbs) Climb speed v y = 70 KIAS Flaps up, Full Power, Zero wind, Standard Temperature From Sea Level Press. Rate of Temp. (ISA) Alt. Climb Time Distance Fuel used [ft] [ C] [ F] [ft/min] [min] [NM] [US gal] [ltr] 0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 9,000 10,000 11,000 12, Figure 5-3b Time, Fuel and Distance to Climb at 885 kg (1950 lbs) PA Page 5-13

62 CRUISE PERFORMANCE, RANGE AND ENDURANCE for PA Conditions: Flaps up Zero wind Notes: Supplement POH PA Endurance information are based on fuel tanks with a capacity of l (43 US gal) usable fuel and include a reserve of 45 min at 55% power (11.1 l / 2.9 US gal). 2. Increase true airspeed and range by 2% per 10 C/ 18 F above ISA temperature. Decrease true airspeed and range by 2% per 10 C/ 18 F below ISA temperature. 3. Data is not FAA approved, for reference only Page 5-14

63 Cruise Performance, Range and Endurance for PA at 1055 kg (2325 lbs) Not FAA approved, for reference only Press.Alt. [ft] Load [%] KTAS FF[l/h] FF [US gal/h] NM Hours Figure 5-4a Cruise Performance, Range and Endurance at 1055 kg (2325 lbs) Page 5-15

64 Cruise Performance, Range and Endurance for PA at 885 kg (1950 lbs) Not FAA approved, for reference only Press.Alt. [ft] Load [%] KTAS FF[l/h] FF [US gal/h] NM Hours Figure 5-4b Cruise Performance, Range and Endurance at 885 kg (1950 lbs) Page 5-16

65 Conditions: Take-off weight 1055 kg (2325 lbs) Propeller windmilling Flaps 0, Zero wind, 73 KIAS GLIDE RANGE PA Pressure Altitude [ft] Glide Distance Propeller Windmilling Glide Range [Nm] Figure 5-5a Glide Range PA Page 5-17

66 Page 5-18 Figure 5-6a Power Diagram

67 Airplane Serial Number: Registration Number: Date: Item Standard Empty Weight. Optional Equipment Basic Empty Weight SECTION 6 WEIGHT & BALANCE MODEL PA AIRPLANE BASIC EMPTY WEIGHT Weight x C.G. Arm = Moment (kg/ lb) (m/ in Aft (kgm/ lbs in) of Datum) Actual: Computed: * The standard empty weight includes full engine oil capacity, full gearbox oil capacity, full coolant capacity and 8 l (2 US gal) unusable fuel. AIRPLANE USEFUL LOAD (Ramp Weight) - (Basic Empty Weight) = Useful Load (Normal category: 1056 kg) - (......kg) = kg (2327 lb) - (......lb) = lb (PA Utility cat.: 917 kg) - (......kg) = kg (2022 lb) - (......lb) = lb THIS BASIC EMPTY WEIGHT, C.G. AND USEFUL LOAD ARE FOR THE AIRPLANE AS INSPECTED AFTER MODIFICATION. REFER TO APPROPRIATE AIRCRAFT RECORD WHEN ALTERATIONS HAVE BEEN MADE. WEIGHT & BALANCE DATA FORM Figure 6-5a Page 6-1

68 (a) (b) (c) (d) (e) WEIGHT & BALANCE DETERMINATION FOR FLIGHT Add the weight of all items to be loaded to the basic empty weight. Use the Loading Graph (Figure 6-13) to determine the moment of all items to be carried in the airplane. Add the moment of all items to be loaded to the basic empty weight moment. Divide the total moment by the total weight to determine the C.G. location. By using the figures of item (a) to (c) (above), locate a point on the C.G. range and weight graph. If the point falls within the C.G. envelope, the loading meets the weight and balance requirements. Page 6-2

69 WEIGHT & BALANCE LOADING FORM PA Warrior - Basic Empty Weight - Pilot and Front Passenger - Passengers (Rear Seats)* - Fuel (max l usable) - Baggage * (max. 90 kg, PA Cadet max. 23 kg) - Ramp Weight PA (1056 kg Normal aircraft, 917 kg Utility, Maximum) Weight (kg) Arm Aft Datum (m) Moment (kgm) - Fuel Allowance for Engine Start, Taxi and Run Up - Take-off Weight PA (1055 kg Normal aircraft, 916 kg Utility, Maximum) * Utility Category Operation No baggage or aft passengers allowed. Maximum baggage as per original POH Totals must be within approved weight and C.G. limits. It is the responsibility of the airplane owner and the pilot to insure that the airplane is loaded properly. The Basic Empty Weight C.G. is noted on the Weight & Balance Data Form (Figure 6-5a). If the airplane has been altered, refer to the Weight and Balance Record for this information. Page 6-3

70 - Basic Empty Weight - Pilot and Front Passenger - Passengers (Rear Seats)* - Fuel (max. 43 gal usable) - Baggage * (max. 200 lbs) PA Cadet max. 50 lbs) - Ramp Weight PA (2327 lbs Normal aircraft, 2022 lbs Utility Maximum) Weight (lb) Arm Aft Datum (in) Moment (lbs in) - Fuel Allowance for Engine Start, Taxi and Run Up - Take-off Weight PA (2325 lbs Normal aircraft, 2020 lbs Utility Maximum) * Utility Category Operation No baggage or aft passengers allowed. Maximum baggage as per original POH Totals must be within approved weight and C.G. limits. It is the responsibility of the airplane owner and the pilot to insure that the airplane is loaded properly. The Basic Empty Weight C.G. is noted on the Weight & Balance Data Form (Figure 6-5a). If the airplane has been altered, refer to the Weight and Balance Record for this information. WEIGHT & BALANCE LOADING FORM PA Warrior Figure 6-11a Page 6-4

71 200 LOADING GRAPH PA LOAD WEIGHT (kg) MOMENT(kgm) Pilot and front passenger Rear Passengers Fuel (0.84 kg/ltr) Baggage Figure 6-13a Page 6-5

72 LOAD WEIGHT (lbs) LOADING GRAPH PA MOMENT(in lb) Pilot and front passenger Rear Passengers Fuel (6.75 lbs/ gallon) Baggage Figure 6-13b Page 6-6

73 C.G. Range and Reduced Weight Envelope PA Warrior (normal category) Aircraft Weight [kg] C.G. Location [cm aft datum] Figure 6-13c Page 6-7

74 C.G. Range and Reduced Weight Envelope PA Warrior (normal category) Aircraft Weight [lbs] C.G. Location [inches aft datum] Figure 6-13d Page 6-8

75 SECTION 7 DESCRIPTION AND OPERATION OF THE AIRPLANE AND ITS SYSTEMS ENGINE AND PROPELLER The TAE is a liquid-cooled in-line four-stroke 4-cylinder engine with DOHC (double overhead camshaft). The engine is a direct Diesel injection engine with common-rail technology and turbo charging. The engine is controlled by a FADEC system. The propeller is driven by a built-in gearbox (i = 1.69) with mechanical vibration damping and overload release. The engine has an electrical self starter and an alternator. The constant speed propeller MTV-6-A-187/129 has three propeller blades and is electronically controlled by the FADEC. ENGINE CONTROLS The engine TAE 125 is operated by the pilot exclusively by means of the Thrust Lever (see Figure 7-5a). The friction lock as the lower knob on the Thrust Lever can easily be operated with the forefinger and middle finger. Due to the Diesel principle mixture control, carburetor pre-heating, ignition magnetos and spark-plugs as well as priming system are omitted. The Alternate Air Door has been added and can opened by the pilot in case of a blocked air filter. The control is located right of the Thrust Lever. Figure 7-5a Thrust Lever Page 7-1