Flight manual and Maintenance manual

Transcription

1 Flight manual and Maintenance manual applies to Apis/Bee, all models equipped with Hirth F33 BS engine Aircraft Registration Number: Aircraft Serial Number: REVISION 1 (14th November, 2014) This is the original manual of Pipistrel d.o.o. Ajdovščina Should third-party translations to other languages contain any discrepancies. Pipistrel d.o.o. Ajdovščina denies all responsibility. WARNING! This booklet MUST be present inside the cockpit at all times! Should you be selling the aircraft make sure this manual is handed over to the new owner.

2 2 Apis/Bee light powered glider Apis/Bee model: Factory serial number: Date of manufacture: Aircraft empty weight (kg): Available crew weight: Available luggage weight: List of equipment included in aircraft empty weight: Date and place of issue: Ajdovščina. Tracking and reporting of service notices & airworthiness information feedback To receive notices and report safety concerns or service difficulties, issues and anomalies identified by the aircraft owner or maintainer during the operation or maintenance of this aircraft or to report content errors in this AOI/ POH then please log into the Owner s section of the Pipistrel website where you can provide feedback of service difficulties and receive updates and information relevant to the service and airworthiness of this aircraft. Go to: and log in the top right corner of the page with: Username: owner1 Password: ab2008

3 Apis/Bee light powered glider 3 Pipistrel d.o.o. Ajdovščina. Goriška cesta 50a. SI Ajdovščina. Slovenija tel: +386 (0) fax: +386 (0) info@pipistrel.si Flight manual and Maintenance manual for Apis/Bee (all models) Model: Apis/Bee 15 (Hirth F33 BS) Data Sheet: Factory serial number: Registration number: Date of Issue: November 2014 Authority: Signature: Stamp: Pages signed under Approval in section Index of revisions and List of valid pages (pages 4 and 5 of this manual) are approved by: Original date of Approval: 10th April 2009 This aircraft is to be operated in compliance with information and limitations contained herein. The original English Language edition of this manual has been approved as operating instruction according to Pravilnik o ultralahkih letalnih napravah of Republic of Slovenia. Approval of translation has been done by best knowledge and judgment.

4 4 Apis/Bee light powered glider Index of revisions Enter and sign the list of revised pages in the manual into the spaces provided below. All revised pages should be clearly designated in the upper right corner of the page, also, any changes in page content should be clearly visible (e.g. marked with a bold black vertical line). Name of revision Reason for Revision Revision no. date Description Affected pages Approval signature Original / Rev April First original release / Revision 1 Full update for release Rev. 1 November Revision 1 ALL T. Tomazic

5 List of valid pages This manual contains 94 original and revised pages listed below. Apis/Bee light powered glider 5 Pages State (Revision) Approval: Cover T. Tomazic Page numbering T. Tomazic Authority approval sheet 3 T. Tomazic Index of revisions 4 T. Tomazic List of valid pages 5 T. Tomazic Table of contents 7 T. Tomazic General 9-12 T. Tomazic Limitations T. Tomazic Emergency procedures T. Tomazic Normal procedures T. Tomazic Performance T. Tomazic Weight and balance T. Tomazic Aircraft and on board systems T. Tomazic Handling and maintenance T. Tomazic Appendix T. Tomazic CAUTION! This manual is valid only if it contains all of the original and revised pages listed above. Each page to be revised must be removed shredded and later replaced with the new revised page in the exact same place in the manual. Note: The aircraft name APIS is used in some markets and the name BEE is used in others when referring to this aircraft. This POH may refer to the aircraft under the name APIS or BEE or even APIS/BEE but they are exactly the same aircraft. The name APIS is trademarked in some countries and cannot be used.

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7 Table of contents Apis/Bee light powered glider 7 General Limitations Emergency procedures Normal procedures Performance Weight and balance Aircraft and on board systems Handling and maintenance Appendix

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9 Apis/Bee light powered glider 9 General Introduction Certification basis Notes and remarks Technical data 3-view drawing

10 10 Apis/Bee light powered glider General Introduction Certification basis This manual contains all information needed for appropriate and safe use of the Apis/Bee 15 self-launching glider IT IS MANDATORY TO CAREFULLY STUDY This MANUAL PRIOR TO Use OF AIRCRAFT In case of aircraft damage or people injury resulting form disobeying instructions in the manual PIPISTREL d.o.o. Ajdovščina denies all responsibility. All text, design, layout and graphics are owned by PIPISTREL d.o.o. Ajdovščina Therefore this manual and any of its contents may not be copied or distributed in any manner (electronic, web or printed) without the prior consent of PIPISTREL d.o.o. Ajdovščina. The Apis/Bee self-launching glider has been approved by the Civil Aviation Authority of the Republic of Slovenia (SI- CAA). Certification basis conforms with the Slovenian airworthiness requirements for light aircraft/ula Regulation of the Ultra Light Devices Official Gazette of RS No. 02/96 as well as German LTF-UL2003 and sections of EASA CS-22, current release & ASTM Standard F Category of Airworthiness: Utility Notes and remarks Safety definitions used in the manual: WARNING! DISREGARDING THE FOLLOWING INSTRUCTIONS WILL LEAD TO SEVERE DETERIORATION OF FLIGHT SAFETY AND HAZARDOUS SITUATIONS, INCLUDING SUCH RESULTING IN INJURY AND LOSS OF LIFE. CAUTION! DISREGARDING THE FOLLOWING INSTRUCTIONS WILL LEAD TO SERIOUS DETERIORATION OF FLIGHT SAFETY. Technical data PROPORTIONS Apis/Bee wing span 14.8 m length 6.22 m height (cockpit) 0.87 m height (propeller extended) 1.34 m wing area m 2 aspect ratio positive flap deflection (down) negative flap deflection (up) Mean aerodynamic chord (MAC) m centre of gravity (mm aft of datum) 328 mm - 437mm

11 3-view drawing Apis/Bee light powered glider 11 General

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13 Apis/Bee light powered glider 13 Limitations Introduction Operational velocities Engine, fuel, oil Weight limits Centre of gravity limits Manoeuvre limits G-load factors Cockpit crew Types of operations Minimum equipment list Other restrictions Warning placards

14 14 Apis/Bee light powered glider Limitations Introduction This chapter provides information about operational restrictions, instrument markings and basic knowledge on safe operation of aircraft, engine and on-board appliances. Operational velocities Speed limits VNE VPE VPO VRA Velocity IAS [km/h (kts)] Velocity never to be exceeded 220 (119) Max. speed with powerplant extended 110 (59) Max. speed to extend or retract powerplant 95 (51) Maximum safe velocity in rough air 144 (78) VA Maneuvering velocity 144 (78) VFE Max. velocity flaps extended 117 (63) Max. velocity of airbrake extension Remarks Never exceed this speed, Should the VNE be exceeded land as soon as possible and have the aircraft verified for airworthiness by authorized service personnel. Do not exceed this speed with powerplant extended. Do not extend or retract powerplant above this speed. Also known as Vb. Turbulence penetration speed. Do not use rough or full stick and rudder deflections above this speed. Do not exceed this speed with +5 flaps (VFE for +10 flaps is 100 km/h (54 kts) Do not extend spoilers above this speed. Once fully extended, VNE is the limit. VAE 220 (119) VT Max. air-towing speed 131 (71) Do not exceed this speed during an air tow VW Max winch launch speed 120 (65) Airspeed indicator markings Do not exceed this speed during winch towing MARKING IAS [km/h (kts)] Definition white arc (33-63) green arc (36-78) yellow arc (78-119) 220 red line Maximum speed allowed. (119) blue line 85 (46) Best climb rate speed (V Y ) Bottom of white arc is 110% of VS0, top of whit arc is VFE for +5 flaps Normal operating range (lower limit is 110% of VS1, upper limit is rough air speed) Manoeuvre the aircraft with great caution in calm air only. WARNING! ABOVE PRESSURE ALTITUDE OF 4000 METERS (13100 FT) ALL SPEED LIMITS MUST BE TREATED AS TRUE AIRSPEED (TAS). INDICATED AIRSPEED (IAS) MUST BE REDUCED ACCORDINGLY!

15 VNE at altitude (standard ICAO atmosphere) Apis/Bee light powered glider Limitations 15 The tables below indicate IAS to TAS relation for an altitude span of m (0 - FL165) in different atmospheres (variable is temperature). TAS is a constant of 225 km/h (122 kts) - VNE for the entire tables. ISA-20 (-5 C at sea level): Altitude (meters) Altitude (flight level) 0 FL16 FL33 FL50 FL66 FL82 FL98 FL115 FL131 FL148 FL165 VNE IAS (km/h) VNE IAS (kts) ISA-10 (5 C at sea level): Altitude (meters) Altitude (flight level) 0 FL16 FL33 FL50 FL66 FL82 FL98 FL115 FL131 FL148 FL165 VNE IAS (km/h) VNE IAS (kts) ISA (15 C at sea level): Altitude (meters) Altitude (flight level) 0 FL16 FL33 FL50 FL66 FL82 FL98 FL115 FL131 FL148 FL165 VNE IAS (km/h) VNE IAS (kts) ISA+10 (25 C at sea level): Altitude (meters) Altitude (flight level) 0 FL16 FL33 FL50 FL66 FL82 FL98 FL115 FL131 FL148 FL165 VNE IAS (km/h) VNE IAS (kts) ISA+20 (35 C at sea level) : Altitude (meters) Altitude (flight level) 0 FL16 FL33 FL50 FL66 FL82 FL98 FL115 FL131 FL148 FL165 VNE IAS (km/h) VNE IAS (kts) Note how VNE decreases at higher altitudes! WARNING! RESPECT THE LISTED VALUES AT ALL TIMES, NOT TO REACH FLUTTER CRITICAL SPEED.

16 16 Apis/Bee light powered glider Limitations Engine, fuel, oil Engine manufacturer: Gobler Hirth Engine types: F33 BS The engine is not certified for aviation use, therefore, there is no assurance it cannot fail in its operation at any given moment, without prior notice to the user. The engine TEMPERATURE C / Hirth F33 BS cylinder head temp. (CHT); highest 230 exhaust gas temp. (EGT); max. 680 Max. air intake temp. (AIR) 50 Min. air intake temp. (AIR) -25 RPM F33 BS Maximum rpm 6500 Maximum static rpm 5800 Maximum continuous power at rpm 6200 Idle rpm 2000 Fuel and oil HIRTH ENGINE recommended fuel fuel to be discouraged from using recommended oil F33 BS leaded or unleaded super (unleaded preferred) everything under AKI 87 super 2-stroke API-TC IMPORTANT! Two-stroke engines should be powered only by fuel complying with MON 83 (or higher) or RON 90 (or higher) classification. As for mixing fuel and oil manually, it is best to use recommended oil (see above). Dedicated lead additives should not be used (see detailed instructions in the engine manual). MIXING RATIO: 50 UNITS of FUEL and 1 UNIT of OIL (e.g. 200 ml of oil every 10 litres of fuel) Provided you are unable to use unleaded fuel on a regular basis, make sure the engine parts (pistons, cylinder heads) are decarbonised more often.

17 Propeller Apis/Bee light powered glider Limitations 17 Apis/Bee two-blade fixed pitch (wooden or composite) PIPISTREL 1600 mm Engine instrument markings WARNING! USER IS TO VERIFY ENGINE SPECIFIC VALUES. Instrument Tachometer (RPM) Cylinder head temp. Red line (minimum) Green arc (normal) Yellow arc (caution) Red line (maximum) Fuel quantity Weight limits Apis/Bee ultralight motorglider basic model weights WEIGHT empty aircraft weight including basic equipment single wing mass max. takeoff weight (MTOW/MTOM) fuel capacity max. fuel weight allowable minimum pilot weight (depends on C.G. of empty aircraft) maximum pilot weight (depends on C.G. of empty aircraft) Apis/Bee 215 kg 40 kg kg 1 x 20 l 15.2 kg typical 75 kg. see page 51 for calculation typical 110 kg. see page 51 for calculation WARNING! SHOULD ONE OF THE ABOVE-LISTED VALUES BE EXCEEDED. OTHERS MUST BE REDUCED IN ORDER TO KEEP MTOM BELOW KG. MAKE SURE MAXIMUM AND MINIMUM PILOT WEIGHT ARE ALWAYS KEPT WITHIN ALLOWABLE LIMITS. FAILING TO COMPLY WITH ANY OF THE WEIGHT LIMITATIONS MAY RESULT IN AIRCRAFT BEING UNCONTROLLABLE ON GROUND AND/OR IN FLIGHT DUE TO EXTREME CENTRE OF GRAVITY POSITION. WARNING! CHECK AND VERIFY PILOT S WEIGHT BEFORE EVERY FLIGHT AS IT MAY INFLU- ENCE THE CENTRE OF GRAVITY OF AIRCRAFT TO THE POINT WHERE IT IS NO LONGER CON- TROLLABLE!

18 18 Apis/Bee light powered glider Limitations Centre of gravity limits Aircraft's safe centre of gravity position ranges between 29% and 42% of MAC (Mean Aerodynamic Chord) C.G. point ranges between 328 mm and 437 mm aft of datum, datum is a vertical line through the wing leading edge at the root rib (slope is 1000/34 measured on the fuselage tube in front of the vertical stabilizer). Manoeuvre limits Apis/Bee light powered glider is certified as an Ultralight aircraft in most countries. Therefore, no aerobatic manoeuvres are permitted. WARNING! FLYING IN CONSIDERABLE SIDE-SLIP WHEN THE ENGINE IS EXTENDED AND RUNNING MAY DAMAGE THE ENGINE-PROPELLER ASSEMBLY. YOU ARE STRONGLY DISCOUR- AGED FROM SIDE-SLIPPING WHEN ENGINE IS EXTENDED AND RUNNING! G-load factors at VA at VNE max. positive wing load: G G max. negative wing load: 2.65 G 1.5 G Cockpit crew The Apis/Bee is a single-seater. The procedure for determining the min, and max, pilot weight can be found on page 51 of this manual, Inside the cockpit, there must be a clearly visible placard stating the minimum and maximum combined weight of the crew for the particular aircraft. Maximum takeoff weight (MTOW) MUST NOT, under any circumstances, exceed kg. which includes the rescue system. Types of operations The Apis/Bee light powered glider is built to fly under day visual flight rules (day VFR). Flight into known icing conditions is prohibited.

19 Apis/Bee light powered glider Limitations 19 WARNING! SHOULD YOU FIND WATER DROPS ON THE AIRFRAME DURING PREFLIGHT CHECK-UP AT TEMPERATURES CLOSE TO FREEZING, YOU MAY EXPECT ICING TO APPEAR IN FLIGHT. AIRBRAKES ARE ESPECIALLY PRONE TO ICING UNDER SUCH CIRCUMSTANCES, AS WATER MAY ACCUMULATE UNDERNEATH THE TOP PLATE(S), SPOILERS MAY FREEZE TO THE WING SURFACE, SHOULD THIS OCCUR, YOU WILL MOST DEFINITELY BE UNABLE TO EXTEND SPOILERS BEFORE THE ICE MELTS, THEREFORE, FLYING UNDER CIRCUMSTANCES MENTIONED ABOVE, IT IS RECOMMENDED TO EXTEND AND RETRACT THE SPOILERS IN FLIGHT FREQUENT- LY TO PREVENT ITS SURFACE FREEZING TO THE AIRFRAME. Minimum equipment list Airspeed indicator (functional), top limit 250 km/h (135 kts). with color marks as described on page 14 Altimeter (functional) Compass (functional) RPM indicator (functional) Engine operating hours meter (functional) Fuel indicator (functional) Ballistic rescue system (where legally required) Other restrictions Due to flight safety reasons it is forbidden to: fly in heavy rainfalls; fly during thunderstorm activity; fly in a blizzard; fly according to instrumental flight rules (IFR) or attempt to fly in zero visibility conditions (IMC); fly when outside air temperature (OAT) reaches 40 C or higher; perform any form of aerobatic flying; take off and land with flaps set to any of the negative positions; take off with spoilers extended. Warning placards Depending on the area, a placard stating that the aircraft is not certified to FAA or EASA standards and is therefore flown completely at pilot s own risk is to be installed.

20 20 Apis/Bee light powered glider Limitations Placards DANGER WARNING ROCKET FOR PARACHUTE DEPLOYMENT INSIDE PULL FOR PARACHUTE DEPLOYMENT EGRESS EXPLOSIVE LX 9000 LX 1606 baggage max. 2kg LX 8000 LX 160 secure baggage at all times! LX 7007 LX 166 LX AVIONICS ENGINE SYSTEM SPEED COMMAND RS232 BINDER VARIO PRIORITY max useful load kg max cockpit load kg without water ballast min cockpit load kg without water ballast Reduce min cockpit load for 2.3 kg per each litre of water ballast. Remove water ballast for duo flight! MAIN ENGINE ENGINE INSTR. XPDR SOCKET RS 232 OFF MASTER C. B. 80A ON COM VARIO MAGNETOS 12V DC/5A SPEED C. TAKE-OFF PRIMER FUSE THROTTLE GLIDE PARACHUTE MIC HPH VSO VS1 VFE VA VNO 34 kts 37 kts 63 kts 78 kts 78 kts VNE 119 kts Respect limits from POH! EAW MTOW CREW WT LUGGAGE WT kg kg see POH 5 kg EAW MTOW CREW WT LUGGAGE WT lbs 710 lbs see POH 11 lbs This aircraft is approved to fly in visual meteorological conditions (VMC) only and flights in instrumental meteorological conditions (IMC) are prohibited! PASSENGER WARNING This aircraft was manufactured in accordance with Light Sport Aircraft airworthiness standards and does not conform to standard category airworthiness requirements This aircraft is equipped with a rocket powered ballistic rescue system. This aircraft is equipped with a rocket powered ballistic rescue system.

21 Apis/Bee light powered glider 21 Emergency procedures Introduction Canopy jettison Bailing out Stall recovery Spin recovery Engine failure Engine fire Smoke in cockpit Electrical system failure Carburettor icing Flutter Exceeding VNE Other emergencies Parachute rescue system

22 22 Apis/Bee light powered glider Emergency procedures Introduction This chapter provides information on how to react when confronted with typical flight hazards. Canopy jettison The canopy should be jettisoned as follows: First open both left and right canopy opening handles, by pulling them firmly towards yourself. Then pull on the red ball on the right hand side of the canopy frame. The canopy will be opened by a spring and blown away by the oncoming air. To improve the canopy blowing away push upwards with both hands on the plexy glass of the canopy. Bailing out First jettison the canopy, then unlock the safety harness and bail out. The low walls of the cockpit allow for a quick push-off exit. WARNING! IN CASE OF RUNNING ENGINE, IT IS STRONGLY RECOMMENDED TO SWITCH OFF AND STOP THE RUNNING ENGINE BEFORE BAILING OUT. FIRST SWITCH OFF THE IGNITION AND THEN RETRACT THE ENGINE WITH THE MANUAL RETRACTING BUTTON, EVEN IF THE PROPELLER IS STILL RUNNING. THIS WILL RESULT IN THE PROPELLER STOPPING QUICKER. THE NORMAL ENGINE RETRACTING METHOD TAKES MORE TIME TO ENSURE SAFE BAILING. Stall recovery Before stalling, tail buffeting will be experienced by the Apis/Bee irrespective of the c.g. position. The buffeting is not strong especially when the engine is running and some vibration also comes from the power plant. For stall recovery the following measures should be undertaken: Push the pilot stick forward in order to gain speed, If necessary, reduce angle of bank using the ailerons and the rudder or pick up a dropping wing with sufficient opposite rudder. For stalling characteristics see the section Performance of this manual. If the angle of attack or the angle of bank increases during a stall, the powered glider can wing over and depending on the c.g. position, go into a spin. WARNING! DURING STALL RECOVERY WITH THE AIRCRAFT BANKED A LOSS OF ALTITUDE OF APPROXIMATELY 50 M (150 FT) CAN OCCUR.

23 Spin recovery Apis/Bee light powered glider 23 Emergency procedures The Apis/Bee can be successfully recovered from a spin within operating limitations by applying the standard methods : 1. Apply full rudder opposite to the direction of spin. 2. Apply stick forward until rotation ceases. 3. The ailerons should be kept neutral during recovery. 4. If the engine is running - when appropriate, throttle to idle position. 5. Wait until the spinning stops. 6. Rudder in neutral position. 7. Centralize the controls and carefully pull out of the dive. When the aircraft is straight and level resume normal flight. WARNING! IF THE ELEVATOR IS PULLED BACK BEFORE THE SPINNING STOPS. THIS COULD RESULT IN THE APIS/BEE GOING INTO A SPIN IN THE OTHER DIRECTION WITH UNFAVORABLE CENTER OF GRAVITY POSITIONS! WARNING! AFTER HAVING STOPPED SPINNING, RECOVERING FROM THE DIVE MUST BE PERFORMED USING GENTLE STICK MOVEMENTS (PULL). RATHER THAN OVERSTRESSING THE AIRCRAFT, HOWEVER, VNE MUST NOT BE EXCEEDED DURING THIS MANOEUVRE. CAUTION! FLY WITH ENOUGH SPEED RESERVE ESPECIALLY IN GUSTY CONDITIONS AND IN THE LANDING PATTERN TO PREVENT UNINTENTIONAL SPINNING, HEIGHT LOST DURING RECOVERY IS APPROX, M ( FT) AND THE SPEED DURING RECOVERY IS MAX. 131 KM/H (71 KT). Engine failure Engine failure during takeoff or initial climb If the engine fails or there is a power loss during takeoff or the initial climb, push the control stick forwards immediately, watch the airspeed indicator! If there is sufficient runway: 1. Land normally straight ahead with engine extended 2. Flaps full (+10 ) 3. Airbrakes as desired If there is insufficient runway: 1. Decision based on position, terrain and height, Flying the aircraft is your first priority! 2. Switch off ignition 3. Power plant extended reduces L/D to approx. 15! WARNING! DO NOT CHANGE COURSE OR MAKE TURNS IF THIS IS NOT OF VITAL NECESSITY! AFTER HAVING LANDED SAFELY, ENSURE PROTECTION OF AIRCRAFT AND VACATE THE RUNWAY TO KEEP THE RUNWAY CLEAR FOR ARRIVING AND DEPARTING TRAFFIC. DO THIS CALMLY AND CAREFULLY NOT TO CAUSE DAMAGE TO YOURSELF AND EQUIPMENT.

24 24 Apis/Bee light powered glider Emergency procedures Engine failure in flight If the engine fails in flight and you have sufficient altitude, the following procedure should be undertaken to attempt restarting of the engine: 1. Push control stick forward and immediately check airspeed 2. Check the amount of fuel 3. The main switch should be on 4. The engine ignition switch should be on 5. The throttle should be in idle 6. The avionics master should be off 7. Press the starter Once the engine has re-started: 1. Put the throttle to full power 2. Turn the avionics on If the engine does not re-start 1. Set the throttle to idle 2. Turn the ignition off 3. Turn the avionics on 4. Retract the engine or land with extended engine 6. Prepare for a forced landing if necessary CAUTION! THE POWER PLANT BATTERY WILL NOT BE RE-CHARGED IF THE ENGINE IS NOT RUNNING, BATTERY VOLTAGE IS, HOWEVER, REQUIRED FOR THE EXTENSION AND RETRACTION OF THE POWER PLANT. IN THE CASE OF THE ENGINE FAILURE, ALL NON- ESSENTIAL ELECTRICAL EQUIPMENT SHOULD BE SWITCHED OFF. WARNING! IN THE CASE OF ENGINE FAILURE AT LOW ALTITUDES (E.G. IMMEDIATELY AF- TER TAKE-OFF), DO NOT ATTEMPT TO RESTART THE ENGINE, LAND THE GLIDER WHERE THE TERRAIN PERMITS. IF THE POWERED GLIDER HAS REACHED SUFFICIENT ALTITUDE, ATTEMPT A REVERSE TURN OR AN ABBREVIATED TRAFFIC CIRCUIT. Engine fire If smoke is detected or burning smelt the following procedure should be carried out whenever possible: Fire on the ground while the engine is running 1. Apply the brakes 2. Turn off the main switch 3. Wait seconds 4. Set the throttle to idle 5. Turn the ignition off 6. Keep the power plant extended 7. Evacuate the aircraft 8. Extinguish the fire

25 Fire during take off Apis/Bee light powered glider Emergency procedures Terminate take-off, If the aircraft has already reached sufficient altitude, do a reverse turn or a short traffic circuit and land, Otherwise carry out a forced landing where the terrain permits. Land as soon as possible. 2. Turn off the main switch 3. Set the throttle to full 4. Wait seconds 5. Set the throttle to idle 6. Keep the power plant extended 7. Evacuate the aircraft 8. Extinguish the fire Fire in flight 1. Turn off the main switch 2. Set the throttle to full 3. Wait seconds, check the fire 4. Set the throttle to idle 5. Descend 6. If smoke prevents flying, open the fresh air ventilation 7. If appropriate, land as soon as possible on an airfield or make a forced landing on a suitable terrain (if neither is possible, bail out or activate the parachute rescue system) Smoke in cockpit Smoke in cockpit is usually a consequence of electrical wiring malfunction, since the engine compartment is fully enclosed and separated from the cockpit. As there is most definitely a short circuit somewhere it is required from the pilot to react as follows: 1. Leave the engine extended and set main switch to OFF. 2. Open all slide windows and set front ventilation to OFF. 3. Land as soon as possible. Electrical system failure With the engine retracted: Continue flying and land as a sailplane. With the engine extended and not running: Look for a landing field to do a safe out-landing, Landing with the engine extended and stopped is not a potential risk. However due to the high drag from the extended power plant, the approach is steeper. Do not use the airbrakes fully extended, Fully extended airbrakes may result in a heavy and uncomfortable landing, It is recommended to approach somewhat faster than usual. With the engine extended and running: Do not stop the engine, Fly to the next airfield and land. The fuel pump will receive electric power directly from the generator to allow engine operation without battery power.

26 26 Apis/Bee light powered glider Emergency procedures Carburetor icing First noticeable signs of carburetor icing are loud engine noises and gradual loss of power. Carburetor icing may occur even at temperatures as high as 10 C, provided the air humidity is increased. Running the engine at full power under cloud base, where humidity is increased may lead to carburetor icing even in the summer. Be aware that the engine will not provide 100% power in that case and plan your flying accordingly. Should you suspect carburetor icing is taking place, descend immediately! In the case of power loss, perform emergency landing procedure. Flutter Flutter is described as the oscillation of control surfaces. In most cases it is caused by abrupt control deflections at speeds close or in excess of VNE. As it occurs, the ailerons, elevator or even the whole aircraft start to vibrate violently. Should flutter occur, pull on the stick! WARNING! FLUTTERING OF AILERONS OR TAIL SURFACES MAY CAUSE PERMANENT STRUCTURAL DAMAGE AND/OR INABILITY TO CONTROL THE AIRCRAFT. AFTER A SAFE LANDING, THE AIRCRAFT MUST UNDERGO A SERIES OF CHECKS PERFORMED BY AUTHORIZED SERVICE PERSONNEL TO VERIFY AIRWORTHINESS. Exceeding VNE Should the VNE be exceeded, reduce airspeed slowly and continue flying using gentle control deflections. Land safely as soon as possible and have the aircraft verified for airworthiness by authorized service personnel.

27 Other emergencies Apis/Bee light powered glider Emergency procedures 27 Recovery after unintentionally flying in clouds Spins are not to be used to loose altitude, In an emergency, pull out the dive brakes slowly and fully before exceeding a speed of 160 km/h (86 kt). At higher speeds up to V NE, pull out the dive brakes very carefully because of high aerodynamic and g-loads. Emergency landing (forced landing) If a forced landing is necessary due to technical problems or for reasons of flight safety, particular attention should be paid to the nature of the terrain and surface conditions when choosing the landing area. If there is the risk of overshooting the landing strip you have to decide at least 40 m (130 ft) before the end of the field to execute a controlled ground loop, If possible turn into the wind, lift the tail by pushing the stick forward. Emergency landing on water Forced landings on water are high-risk landings and should only be undertaken as a last resort when there is no other suitable terrain to land on. CAUTION! EXPERIENCE HAS SHOWN THAT GLIDERS TEND TO UNDERCUT RATHER THAN TO GLIDE ON THE SURFACE OF WATER, THE COCKPIT CAN BECOME COMPLETELY SUBMERSED, MAKING OPENING THE CANOPY EXTREMELY DIFFICULT. MAKE SURE YOU UNLOCK (PULL LEFT AND RIGHT HANDLES) THE CANOPY BEFORE ACTUALLY LANDING ON WATER. Loss of airbrake control If air brake control is lost, the air brakes should remain retracted whenever possible. The angle of approach can be controlled by either engine power or by side-slipping. WARNING! IF THE AIR BRAKES BLOCK WHEN THEY ARE PARTIALLY OR COMPLETELY EX- TENDED, THE GLIDER SHOULD NOT BE SLIPPED, WHEN SLIPPING THE APIS/BEE WITH THE AIR BRAKES EXTENDED, SPEED WILL INCREASE CONSIDERABLY AND ELEVATOR EFFECTIVENESS DOES NOT SUFFICE TO RETAIN LOW AIRSPEEDS. IF THE AIR BRAKE BLOCKS EXTENDED IN ONE SIDE ONLY, THE POWERED GLIDER WILL ROLL ABOUT ITS LONGITUDINAL AXIS AND THESE MOVEMENTS ARE GENERALLY UNCONTROLLABLE, THE PILOT MUST BAIL OUT OR ACTIVATE THE PARACHUTE RESCUE SYSTEM

28 28 Apis/Bee light powered glider Emergency procedures Electrical power system defects The entire electrical power system can only fail if the generator fails and the battery is completely empty. If an individual instrument fails, the circuit breaker should first be checked. If a circuit breaker trips, all instruments and the main and engine switches should be switched off before reactivating the circuit breaker. The main switch is switched on first followed by the individual instruments. If the circuit breaker trips again after a specific instrument has be switched on, this instrument should be switched off and the circuit breaker then reactivated. After this instruments check procedure also power plant system to be checked when engine switch on. Depending upon the importance of the affected instrument or power plant, the powered glider should be landed as soon as possible at the next appropriate airfield. Maximum permissible RPM Exceeded If the maximum permissible RPM is exceeded, engine power must be reduced immediately. After landing, the engine must be checked thoroughly. This may easily happen when you fly to fast. Reduce the speed in such the situation. Parachute rescue system System description Depending on the canopy size, the main canopy system is open and fully inflated above the aircraft between seconds after being fired with regard to the flight speed. This means that a rescue can be successful from as little as 80 m to 150 m over the ground, depending on the installation. position of the aircraft, its speed and trajectory. The necessary height needed for a rescue is deduced from measured figures in horizontal flight up to the stated VNE of aircraft in its MTOW. These figures are stated in the technical parameters of the system. It is possible to aim the rocket in any direction but, the best direction is vertical to the lengthwise axis of the plane in an upward or slightly oblique aft direction. The rocket system has been designed with sufficient power reserve so that it can pull out the chute even under extreme conditions ranging in temperatures from -40 C up to +60 C. WARNING! ACTIVATION HANDLE SAFETY PIN SHOULD BE INSERTED WHEN THE AIRCRAFT IS PARKED OR HANGARED TO PREVENT ACCIDENTAL DEPLOYMENT. HOWEVER, AS SOON AS THE PILOT BOARDS THE AIRCRAFT, SAFETY PIN MUST BE REMOVED! Use of parachute rescue system In situations such as: structural failure mid-air collision loss of control over aircraft engine failure over hostile terrain

29 Apis/Bee light powered glider 29 Emergency procedures pilot incapacitation (incl. heart attack, stroke, temp blindness, disorientation...) the parachute SHOULD be deployed. Prior to firing the system: shut down the engine and set master switch to OFF (key in full left position) shut both fuel valves fasten safety harnesses tightly protect your face and body. To deploy the parachute pull the activation handle (located on the instrument panel) hard for a length of at least 30 cm towards yourself. Once you have pulled the handle and the rocked is deployed, it will be less than two seconds before you feel the impact produced by two forces. The first force is produced by stretching of all the system. The force follows after the inflation of the canopy from opening impact and it will seem to you that the aircraft is pulled backwards briefly. The airspeed is reduced instantly and the aircraft now starts do descent to the ground underneath the parachute. As a pilot you should know that the phase following parachute deployment may be a great unknown and a great adventure for the crew. You will be getting into situation for the first time, where a proper landing and the determination of the landing site are out of your control. CAUTION! SHOULD YOU END UP IN POWER LINES (CARRYING ELECTRICAL CURRENT). DO NOT UNDER ANY CIRCUMSTANCES TOUCH ANY METAL PARTS INSIDE OR OUTSIDE THE COCK- PIT, THIS ALSO APPLIES TO ANYONE ATTEMPTING TO HELP OR RESCUE YOU, BE AWARE THAT ANYONE TOUCHING A METAL PART WHILE STANDING ON THE GROUND WILL PROBABLY SUF- FER MAJOR INJURY OR DIE OF ELECTROCUTION, THEREFORE, YOU ARE STRONGLY ENCOUR- AGED TO CONFINE YOUR MOVEMENTS UNTIL QUALIFIED PERSONAL ARRIVE AT THE SITE TO ASSIST YOU. After the parachute rescue system has been used or if you suspect any possible damage to the system, do not hesitate and immediately contact the manufacturer! Handling and maintenance of Parachute rescue system Prior to every flight all visible parts of the system must be checked for proper condition. Special attention should be paid to eventual corrosion on the activation handle inside the cockpit. Also, main fastening straps on the inside of the fuselage must remain undamaged at all times. Furthermore, neither the system, nor any of its parts should be exposed to moisture, vibration and UV radiation for long periods of time to ensure proper system operation and life. CAUTION! IT IS STRONGLY RECOMMENCED TO THOROUGHLY INSPECT AND GREASE THE ACTIVATION HANDLE, PREFERABLY USING SILICON OIL SPRAY, EVERY 50 FLIGHT HOURS. All major repairs and damage repairs MUST be done by the manufacturer or authorized service personnel. For all details concerning the rescue system, please see the Rescue System Manual for Assembly and Use.

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31 Apis/Bee light powered glider 31 Normal procedures Introduction Assembling and disassembling the aircraft Daily check-up Preflight check-up Normal procedures and recommended speeds

32 32 Apis/Bee light powered glider Normal procedures Introduction This chapter provides information on everything needed to fly Apis/Bee light powered glider safely. Assembling and disassembling the aircraft CAUTION! PRIOR TO EACH ASSEMBLING OR DISASSEMBLING ACTION.THE APIS/BEE POWERED GLIDER SHOULD NOT BE PLACED UNDER STRONG SUNSHINE, AS COMPOSITE PARTS EXPAND AND CONTRACT AND YOU MAY NOT BE ABLE TO ASSEMBLE OR DISASSEMBLE THE AIRFRAME. DO NOT, UNDER NO CIRCUMSTANCES, ATTEMPT TO ASSEMBLE OR DISASSEMBLE ANY PARTS OF THE AIRCRAFT FORCEFULLY! Assembling the wings The Apis/Bee can be assembled by two persons (one person assembly equipment is optional) as follows. Height adjustable wing support is necessary. Prepare the fuselage and open the canopy. Clean and lube the pins, bushings and the control connections. With the helper on the wingtip, push the right wing in to the place, put the wing support under the right wing then push the left wing in to place. All controls will hook up automatically. The flaperons should be held at neutral for rigging, airbrakes locked. You shall look through the wings main pin bushings to determine alignment and adjust the left wing up or down accordingly. Optional eccentric pin for wing assembly can be of important help. Push the main pins in as far as possible. Fasten the main pin bolts with washers from the cockpit side and from back side special washers, washers and self-locking nuts and tight them to the end with special tool set (supplied with your glider). NOTE: CONNECT AUTOMATIC FUEL CONNECTORS TO THE FUEL TANK INSIDE THE WING. Assembling the stabilizer Set the trim from middle position to position nose down. Set the horizontal stabilizer on top of the vertical fin, so that the elevator is first inserted in to composite holder; than turn the horizontal tail in the direction to locate two pins in to the bushings. When the horizontal stabilizer is set down and it is lying on the fin, push it in the opposite direction of flight and the elevator will fit inside the control composite holder. With the special 14 mm wrench (supplied with your glider) tighten the front mounting bolt firmly (the brass securing sleeve shall be pushed down by the wrench). Then rotate the bolt right pressing the wrench down in the same time. When end rotate the bolt head a little back and forth so that the securing sleeve engages. The securing sleeve should move up so far, that its upper surface is even with the upper surface of the bolt head.

33 Apis/Bee light powered glider Normal procedures 33 NOTE: ONCE ASSEMBLY HAS BEEN COMPLETED, THE FUNCTIONS OF ALL THE CONTROL SURFACES AND THE AIR BRAKE LOCKS MUST BE POSITIVE CHECKED NOTE: IT IS RECOMMENDED THAT THE WING-FUSELAGE CONNECTION JUNCTIONS AND EL- EVATOR FIN CONNECTION JUNCTIONS BE TAPED TO ENSURE BETTER PERFORMANCES AND LOW NOISE LEVELS IN FLIGHT NOTE: SPECIAL WING ASSEMBLY TROLLEYS AND SUPPORTS CAN REPLACE HELPING HANDS Disassembling the wings After removing the tapes, the Apis/Bee is de-rigged follows the reverse of rigging. Make sure the fuel tank is empty, then disconnect the connector from the wing fuel tank. The airbrakes must be locked. WARNING! DO NOT REMOVE SPAR PINS YET! Once the fuel tanks are empty, disconnect the fuel hoses inside the cockpit as well. Make sure you tape the end attached to the wing not to spill any eventual leftover fuel over the fuselage or glass surfaces as substantial damage may occur. Two people must now lift the wingtips (one wingtip each) and the person in the cockpit remove the main spar pins, one by one, smoothly. Forcing pins out of their position may result in structural damage, therefore the wingtip holders must hold the wing sections precisely at certain height! Using slight circular movement at the wingtip, the wing sections must now be pulled out of the fuselage slowly. On pulling, each wing-half must be held by two, one at the wingtip and one near the spar. As the wing sections have been pulled out, place them onto a soft surface to prevent their damage. Filling and refueling the fuel tanks Approved fuel types: mixture gasoline & two stroke oil regular Gasoline, octane number not below MON 83 or RON 90 (unleaded preferred). Super 2-stroke oil (for high performance air cooled 2-cycle engines, ASTM/CEC standard API-TC (e.g. Castrol TTS). Engine producer recommended mixing ratio 1 : 50 (2 %). NOTE: FOR THE FIRST FLIGHTS WITH THE NEW ENGINE, A MIXING RATION OF 3% (1:33) IS RECOMMENDED AND THEN FROM 2-2.5% (APPROX. 1:40), THIS IS BASED ON THE EXPERIENCES OF HIRTH ENGINE USERS. The fuel and the oil shall be premixed before filling in to the fuel tanks. For this reason use a clean approved container of known volume. To help mixing the oil, pour a bit fuel into the container, then fill a known amount of oil into the container. Then add gasoline to obtain desired mixture

34 34 Apis/Bee light powered glider Normal procedures (use fine mesh screen). Replace container cap and shake the container thoroughly before the refueling in to powered glider fuel tanks using a fine screen mesh. WARNING! BE SURE TO USE ONLY METAL CONTAINERS FOR REFUELING AND TO GROUND THE AIRCRAFT ACCORDING TO THE GROUNDING SPECIFICATIONS, THIS IS DONE TO AVOID ELECTROSTATIC CHARGING! IN ADDITION GROUND THE AIRCRAFT EVERYTIME BEFORE REFU- ELING. The wing fuel tank filler connector is at the wing root ribs or are above the tanks on the upper side of the wing exterior surfaces. Refueling with the electric pump system (option) is possible via the filler neck opening on the wing The filler caps are opened by turning them left. They can then be removed. The filler caps are placed after filling the tank by turning them to the right till end. The wing tank indicator (visual hose on the root ribs of the wings show how much fuel is currently in the wing fuel tank) is located behind the cockpit when the aircraft is assembled. CAUTION! EMPTY THE WING FUEL TANKS PRIOR TO DISASSEMBLING THE GLIDER. DO NOT PARK THE ASSEMBLED GLIDER WITH FULL WING FUEL TANKS FOR LONG PERIODS! Refueling with the electrical pump system (optional): 1. Couple coupling of the pump to the fuel tank coupling (or put the proper fuel tube into the fuel neck) and put the other fuel line in to the outside fuel container. 2. Insert voltage plug in to the socket Soc. 12 V which is fixed in on the right back rest side. 3. Switch glider main switch ON. 4. Monitor the fuel tank capacity as indications defined above. 5. Switch the main switch OFF and disconnect the 12 V socket when the fuel tank is refueled.

35 Daily check-up Apis/Bee light powered glider Normal procedures 35 WARNING! EVERY SINGLE CHECK-UP MENTIONED IN THIS CHAPTER MUST BE PER- FORMED PRIOR TO EVERY FLIGHT, REGARDLESS OF WHEN THE PREVIOUS FLIGHT TOOK PLACE! THE PERSON RESPONSIBLE FOR THE PREFLIGHT CHECK-UP IS THE PILOT FROM WHOM IT IS REQUIRED TO PERFORM THE CHECK-UP IN THE UTMOST THOROUGH AND PRECISE MANNER. PROVIDED THE STATUS OF ANY OF THE PARTS AND/OR OPERATIONS DOES NOT COMPLY WITH CONDITIONS STATED IN THIS CHAPTER, THE DAMAGE MUST BE REPAIRED PRIOR TO ENGINE START-UP, DISOBEYING THIS INSTRUCTIONS MAY RESULT IN SERIOUS FURTHER DAMAGE TO THE PLANE AND CREW, INCLUDING INJURY AND LOSS OF LIFE! Schematic of preflight check-up 1 All parts of the airframe 5 Left wing 9 Horizontal tail 2 Cockpit 6 Powerplant 10 Right wing 3 Tow hooks (nose. C.G.) 7 Tail wheel 11 Fuselage nose 4 Main landing wheel 8 Rear end of fuselage

36 36 Apis/Bee light powered glider Normal procedures Check all parts of the airframe 1 1. Check for any flaws such as bubbles, holes, bumps and cracks in the surface 2. Check the leading and trailing edges of the wings, as well as all control surfaces for cracks Cockpit area check 2 1. Check the canopy locking mechanism 2. Check the canopy emergency release (not each day, but min, every three months) 3. Check the main bolts securing 4. Check all controls for wear and function, including positive control check 5. Check the tow release system (If installed) for wear and function including cable release check 6. Check for foreign objects 7. Check elevator, flaperon, rudder and air brake controls for freedom of movement, function and security; do this by moving all controls to the limit while observing the relevant control surface. Hold control surfaces in position to check play 8. Check the instrumentation and transceiver for wear and function 9. Switch ON the engine switch, check the engine controls and operation 10. Check the circuit breakers including ones from the options 11. Check the extension-retraction mechanism by operating it in both directions; the extension time should not exceed the time achieved the times by previous the same tests 11. Extend the engine, then switch OFF the engine switch and ignition 12. Check the fuel level Tow hooks (nose. C.G. ) check (if installed) 3 1. Check the ring muzzle of the hooks for wear and function 2. Check hook-s (optional installed) for cleanliness and corrosion Main landing wheel check 4 1. Check the canopy locking mechanism 2. Check the canopy emergency release (not each day, but min, every three months) 3. Check the main bolts securing Left wing check 5 1. Check locking of the wing tip (when installed); safety pin must be properly fastened 2. Check flaperon for the excessive free play 3. Check drives and hinges on the flaperon for tight screwed connections and free play 4. Check airbrake, airbrake box and control rods for wear and free play; check air brake compartment for dampness, water inside and foreign objects; if there is any water in the airbrake box this has to be removed

37 Apis/Bee light powered glider Normal procedures 37 Powerplant check 6 This check is to be performed when the powerplant is extended. 1. Check all screwed connections to their fastenings and their securing 2. Check function of throttle and choke including wires for their tight fit 3. Check ignition system including wires and the spark plug connectors for their tight fit 4. Check toothed belt for wear and correct tension; sudden loss of the tension indicates damage of the engine assembly 5. Check propeller position locking mechanism including wire for their tight fit without free play 6. Check engine retaining cables, their connections and leading wheel, in the engine compartment and in the engine 7. Check fuel lines, electrical wires, bowden cables and structural parts for wear and kinks 8. Check exhaust muffler, propeller mount, carburettor, limit switches and accessories for tight fit and any cracking 9. Check the propeller blades for damage i.e. breaks, scores, nicks, cracks, delaminating and security of the leading edge sheet 10. Check the propeller mount and its hub bolt nuts for tightness; apply pressure to the propeller blade end in forward backward to check the potential friction between the propeller hub and the axis flange 11. Apply moderate pressure to the propeller mount in forward, backward and sidewards direction to check if the bolted connections, mounts or anything else is loose or damaged 12. Check the power plant rubber mounts 13. Check power plant rotation screws (2) inside the rubber mounts for their fastenings and friction 14. Check ignition and engine switch, both OFF, then turn the propeller for one revolution by hand listen for abnormal sounds which may indicate engine damage; when do so check that the blades lie in the same distance from chosen reference point on the engine mount 15. Drain condensed water from the fuel tanks; drain the tank using a glass and pressing the drain valve fuselage external surface below DRAINER check drained fuel for impurities and water content; the fire risk increases during draining. Before starting the engine, make sure that there is no risk of fire 16. Check the fuel filter for dirt or sludge Tail wheel check 7 1. Check for wear, free play and excessive dirt in the wheel box; remove excessive dirt prior take off 2. Check tire pressure, 2.5 bar (36 psi) 3. With the optional retractable gear, check the condition of metal parts and sliding guide rails for proper lubrication Rear end of the fuselage check 8 1. Check the lower rudder hinge and the connection of the rudder cables for wear, free play and correct fixation; check the upper rudder hinge and the rudder complete for wear and free play; left right, up, down 2. Check the bulkhead and fin trailing edge shear web for cracks or delaminating

38 38 Apis/Bee light powered glider Normal procedures Horizontal tail check 9 1. Check the elevator for free ply and correct control hook up, look the tightness between the elevator and its composite drive 2. Check the securing of the front mounting bolt; securing sleeve upper surface is even with the upper surface of the bolt head 3. Check the horizontal stabilizer for free play 4. Check the TE or Multi-probe for correct insertion and fit (no wobbling). Right wing check Conduct the same check of the right wing as outlined for the left wing (step 5). Fuselage nose check Check the ports for static pressure and pitot for cleanliness 2. If the powered glider has been parked in rain and you suspect water has accumulated inside the pitot static system, consult a Pipistrel factory representative as no how to drain the system. WARNING! BY NO MEANS ATTEMPT TO BLOW OR SUCK THE WATER OUT OF ANY OF THE PITOT STATIC OPENINGS! Preflight check-up General aircraft inspection check list 1. Daily check-up completed? 2. C.G. position and max. mass within limits 3. Fuel level 4. Parachute worn properly or rescue system activation pin removed 5. Pedals in the right positions 6. Seat belts fastened and buckled 7. All levers and instruments within reach 8. Air brakes locked after functional check 9. Controls move freely 10. Wing flaps in take off position 11. Trim set 12. Canopy shut and locked?

39 Apis/Bee light powered glider Normal procedures 39 Cockpit inspection check list 1. Sufficient fuel 2. Battery voltage sufficient 3. Check take-off rpm - min. 4. Altimeter SET - QNH/QFE 5. Correct frequency set on radio Normal procedures and recommended speeds To enter the cabin first unlock the canopy frame and lift the glass canopy all the way by lifting the lock levers or lifting pads on each side of the cabin. Sit onto the cabin s edge and support your body by placing hands onto this same cabin edge and middle cockpit console. Drag yourself into the seat lifting first the inner and then the outer leg over the control stick. Immediately after having sat into the seat, check rudder pedals position to suit your size and needs. Bring the pedals closer or further away by pulling the handle behind the control stick and slide them to the desired position. To lower the canopy gently hold and pull the metal levers on the side of the cockpit. To lock the canopy once closed, push the levers forward so that they become parallel to the surface of the glass frame. Verify that the canopy is closed by applying upward-pressure to the canopy. Fasten the safety harnesses according to your size. WARNING! THE SAFETY HARNESS MUST HOLD YOU IN YOUR SEAT SECURELY. THIS IS ES- PECIALLY IMPORTANT WHEN FLYING IN ROUGH AIR, AS OTHERWISE YOU MAY BUMP INTO THE CANOPY OVERHEAD. Engine start-up Before engine start-up: CAUTION! TO ENSURE PROPER AND SAFE USE OF AIRCRAFT IT IS ESSENTIAL FOR ONE TO FAMILIARIZE WITH ENGINE S LIMITATIONS AND ENGINE MANUFACTURER S SAFETY WARN- INGS. BEFORE ENGINE START-UP MAKE SURE THE AREA AROUND THE PROPELLER IS CLEAR. YOU CAN ALSO CHECK THIS IN THE INSTRUMENT PANEL MIRROR. IT IS RECOMMENDED TO START-UP THE ENGINE WITH AIRCRAFT S NOSE POINTING AGAINST THE WIND. Make sure the fuel quantity will suffice for the planned flight duration. Make sure the pitot tube is not covered and rescue parachute (if installed) safety pin removed. Engage wheel brakes. Hold and/or trim the control stick in full aft position always when on the ground. CAUTION! SHOULD YOU NOT BE HOLDING THE CONTROL STICK IN FULL AFT POSITION. YOU MAY TIP THE NOSE OF THE AIRCRAFT AS THE CENTRE OF PROPULSION IS HIGH ABOVE THE FUSELAGE. The following steps should be taken when starting the engine: Make sure the master switch is in ON position.

40 40 Apis/Bee light powered glider Normal procedures Make sure the engine switch is in ON position. Extend the propulsion unit by selecting UP on the right hand switch of the engine control instrument Extend the airbrakes to prepare the wheel brakes. Set the primer ON if the engine is cold. Set the throttle to the IDLE or slightly above IDLE position. After the propulsion unit is extended, set ignition ON by operating the left hand switch on the engine control instrument. Make sure the propeller area is CLEAR. Engage engine starter and keep it engaged until the engine starts. When the engine is running, set throttle to IDLE. NOTE: IF THE ENGINE IS ALREADY WARM, YOU CAN START IT WITHOUT THE PRIMER, WHEN YOU SELECT THE PRIMER ON, THE PRIMER IS ACTUALLY ARMED, IT FUNCTIONS ONLY WHEN THE STARTER BUTTON IS ENGAGED, THIS IS TO PREVENT INADVERTENT ENGINE FLOODING. If the engine does not start If the engine does not start after applying the starter five times, then there is probably excess fuel in the combustion chambers. In this case, the following procedure may help: Switch the primer OFF Set the throttle to FULL POWER. Press the starter and stop cranking after, at the most. 15 seconds. Wait for 1 minute. Repeat standard start procedure as above. Engine warm-up procedure Engine warm-up is carried out as follows: Monitor engine rpm. Perform engine warm-up with rpm until CHT temperature reaches 90 C (194 F). In cases of higher rpm, TRIM the elevator NOSE UP and engage the WHEEL BRAKE. Before takeoff, perform the engine and magneto check. Verify magneto drop of no more than 300 rpm at a set point of 3500 rpm. Then apply full throttle and verify the RPM reaches at least 5600 rpm. CAUTION! DURING HIGH-RPM GROUND TESTS, THE NOSE OF THE GLIDER CAN GO DOWN TO THE GROUND AND THE TAIL UPWARDS. CARE SHOULD BE TAKEN WHEN TESTING THE EN- GINE AND WHEN TAXIING, NOT TO DAMAGE THE GLIDER. A HELPER IS NECESSARY ON THE FU- SELAGE NOSE FOR HIGHER RPM TESTS ON THE GROUND CAUTION! AVOID ENGINE WARM-UP AT IDLE THROTTLE AS THIS CAUSES SPARK PLUGS TO TURN DIRTY AND THE ENGINE TO OVERHEAT. CAUTION! SHOULD ENGINE S RPM BE LOWER THAN MAX. RECOM. RPM ON GROUND OR IN EXCESS OF MAXIMUM ALLOWABLE RPM ON GROUND DURING THIS MANOEUVRE. CHECK EN- GINE AND WIRING FOR CORRECT INSTALLATION.

41 Taxiing Apis/Bee light powered glider 41 Normal procedures Taxing technique does not differ from other taildragger aircrafts. Prior to taxiing it is essential to check wheel brake for proper braking action. In case you expect taxiing to last, take engine warm-up time into account and begin taxiing immediately after engine start-up. Warm-up the engine during taxiing in order to avoid engine overheating because of prolonged ground operation. The following should be observed while taxiing: Set the trim full nose UP to prevent nose down during straight taxiing and during turns with steerable tail wheel. Flap-setting 0. Monitor taxiing area. Steer with the rudder pedals and brake with the handle on the airbrake control stick. To prevent damage to the power plant, taxi slowly with reduced rpm on gritted or gravel surfaces. Use engine speed such that the engine runs smoothly. Take-off and initial climb Before take-off, the checks in Chapter 4.4 must be carried out. The recommended take-off and climb procedures, which also apply for cross-wind conditions (such as for take-off and climb), are as follows: Line up aircraft on the runway. Flaps in take-off position +9. Apply throttle smoothly. Elevator first full back to prevent nose down rolling, than at speed km/h (22-24 kt) set elevator on neutral to lift the tail. Take-off at approx, km/h (35 38 kt). Increase speed in level flight and start climb with approx, 85 km/h ( kt). Climb with full throttle i.e. with rpm. Retract landing gear when comfortable and set flaps to 0. CAUTION! KEEP ADDING POWER GRADUALLY. WARNING! SHOULD ENGINE RPM NOT REACH SUFFICIENT RPM WHEN AT FULL THROT- TLE, ABORT TAKE-OFF IMMEDIATELY, COME TO A STANDSTILL AND VERIFY THE PROPULSION UNIT. CAUTION! CROSSWIND (MAX 15 KM/H (8 KTS)) TAKEOFF SHOULD BE PERFORMED WITH AI- LERONS DEFLECTED OPPOSITE THE DIRECTION OF THE WIND. SPECIAL ATTENTION SHOULD BE PAID TO MAINTAINING RUNWAY HEADING AND NOT LOWERING THE WINGTIP TOO MUCH! WARNING! ALWAYS MOVE THE LANDING GEAR COCKPIT HANDLE STRONGLY, WITHOUT HESITATION AND WITH ONE SINGLE CONTINUOUS MOVEMENT TOWARDS THE DESIRED POSITION. CAUTION! REDUCE RPM AND INCREASE SPEED IN ORDER TO COOL THE ENGINE DOWN IF NECESSARY.

42 42 Apis/Bee light powered glider Normal procedures Level flight The engine of the powered glider is not designed for continuous cruise with the engine. Due to the high drag of the extended power-plant and propeller design for optimum take-off and climb performances, cruise with higher speed is neither efficient nor possible. WARNING! CRUISING IN COMMON SENSE OF THE WORD IS TO BE STRONGLY AVOIDED AND WILL SEVERELY DECREASED THE LIFE-TIME OF CRITICAL COMPONENTS. CONVENTIONAL CRUISING SHOULD BE USED ONLY IF THERE IS NO OTHER OPTION, SAW-TOOTHING IS. HOWEVER, APPROVED AND PUTS LESS STRESS TO THE AIRCRAFT AND ENGINE COMPONENTS. WARNING! SHOULD YOU ATTEMPT LEVEL FLIGHT CRUISING, RESPECT THIS PARAGRAPH. THE CRUISING SPEED IS LIMITED BY THE WINDMILL EFFECT AND THUS EGT ENGINE VALUES. THESE AND THE CRUISE SPEED MAY VERY DEPENDING ON OUTSIDE AIR TEMPERATURE. ELEVATION AND THE HUMIDITY OF THE AIR, SHOULD EGT VALUES BE REACHING MAXIMUM ALLOWABLE LIMITS, REDUCE AIRSPEED IMMEDIATELY AND INITIATE CLIMB AT FULL THROTTLE, USE AIRBRAKES ACCORDINGLY TO MAINTAIN LEVEL ALTITUDE, THIS WILL COOL DOWN THE ENGINE. WARNING! SHOULD YOU ATTEMPT LEVEL FLIGHT CRUISING, RESPECT THIS PARAGRAPH. DUE TO THE DESIGN OF THE POWERPLANT THERE MAY BE A REGION OF RPM IN LEVEL FLIGHT CRUISING, WHICH CAUSES INCREASED VIBRATION. THIS VIBRATION TRANSFERS FROM THE POWERPLANT TO THE REST OF THE AIRCRAFT (ELECTRONICS, AVIONICS, INSTRUMENTS, EQUIPMENT ETC.). THIS REGION OF SEVERE VIBRATION NORMALLY LIES SOMEWHERE BETWEEN RPM AND MUST BE AVOIDED. YOU SHOULD NOT, UNDER ANY CIRCUMSTANCES, ATTEMPT TO DO LEVEL FLIGHT CRUISING WITH THE ABOVE MENTIONED VIBRATION OCCURRING. AS A PILOT, YOU SHOULD EITHER ADD OR REDUCE POWER, LOWER OR RAISE THE FLAPS TO AVOID RPM IN LEVEL FLIGHT CRUISING WHICH INVOKES VIBRATION. Level flight The powered glider has docile flight characteristics at all airspeeds, weights, configuration and c.g. positions. It can be flown easily without undue effort. With mid c.g. positions, the trim air-speed range lies between VS1 and 200 km/h. At the IAS speed of 100 km/h (54 kt) a change in bank from -45 to + 45 can be accomplished in approx. 3.5 seconds without side-slipping, whereby aileron and rudder are fully deflected. Flights in rough atmosphere Should you experience turbulence, reduce airspeed and continue flying with flaps set to neutral position. CAUTION! IN ROUGH AIR EXTEND AIRBRAKES (UNPOWERED FLIGHT) FOR SHORT TIME IF NECESSARY TO KEEP AIRSPEED BELOW VRA.

43 Flight in rain Apis/Bee light powered glider 43 Normal procedures The stalling characteristics of the Apis/Bee do not change and are the same as those under normal conditions. On approaching stalling speed, empennage buffeting is experienced and the glider then goes into a controllable level descending flight. At forward c.g. positions, the powered glider will not drop a wing. The stall speeds are approx. 5 km/h (3 kt) above those under normal conditions. Take-off, approach and landing may be carried out in rain in the same way as under dry conditions. Climb and approach speeds should, however, be increased by 10 km/h (5 kt). A longer take-off roll and reduced climb performance should be reckoned with. It is not recommended to fly using the power-plant - engine in the rain. Descent and final approach The normal procedure for landing the Apis/Bee is with its powerplant retracted. Performing the landing procedure with the engine extended and running is to be considered a major exception and should only be carried out when a glider approach is not possible. Glider approach - powerplant retracted Set the wing flap to +1 or +2 (L). Use L in calm weather. With gust and crosswinds +1 is recommended. Trim for approach speed, 90 km/h (49 kt) when flap setting in L. During final, control glide angle with the air brakes. Powered glider approach - running engine Set the wing flap to +1 or +2 (L), Use L in calm weather. With gust and crosswinds +1 is recommended. Trim for approach speed, 90 km/h (49 kt) when flap setting in L. During final, control glide angle with the air brakes, set engine to idle; in case of low approach. retract air brakes and apply throttle. WARNING! A GLIDER WITH ITS ENGINE RUNNING HAS A STEEPER ANGLE OF APPROACH. THEREFORE RESUME A HIGHER APPROACH PROFILE THAN GLIDER (RETRACTED POWER PLANT) CONFIGURATION. WARNING! REGARD THIS PROCEDURE AS A MAJOR EXCEPTION, WHEN PLANNING A POWER-ON APPROACH AND LANDING, MAKE SURE THAT THE ENGINE IS UP AND RUNNING BEFORE ENTERING DOWNWIND LEG OF THE LANDING PATTERN. DO NOT ANY UNDER CIR- CUMSTANCES ATTEMPT TO EXTEND AND OR START UP THE ENGINE ANYWHERE AFTER HAV- ING JOINED THE DOWNWIND LEG OF THE LANDING PATTERN, FURTHERMORE, YOU SHOULD STRONGLY AVOID EXTENDING AND STARTING UP THE ENGINE BELOW THE ALTITUDE OF 400 M (1312 FT) ABOVE THE TERRAIN. Powered glider approach - stopped engine This is considered an emergency. Refer to chapter EMERGENCY PROCEDURES.

44 44 Apis/Bee light powered glider Normal procedures NOTE: THE PROCEDURES DESCRIBED ABOVE ARE ALSO APPROPRIATE FOR APPROACHES IN CROSS-WIND CONDITIONS. IN STRONG OR GUSTY WIND CONDITIONS, APPROACH SPEED SHOULD BE INCREASED TO KM/H (54-62 KTS). WARNING! THE GLIDER SHOULD BE SLIPPED ON APPROACH, ONLY VERY CAREFULLY. THE APIS/BEE DROPS ITS NOSE MARKEDLY, DO NOT RESUME SIDE SLIP BELOW 30M (98FT) ABOVE TERRAIN, ELEVATOR EFFECTIVENESS IS SUFFICIENT. Roundout and touchdown Whether in glider or power-on configuration, a two-point touch-down should be made with the air brakes extended. The usual touch-down speed is 60 km/h (32kt). After touch-down, continue to pull back the control stick and leave the air brakes extended so that the Apis/Bee does not bounce The rudder is used to control direction on the ground. To brake, apply the wheel brake on air brakes handle carefully. Retracting the propulsion unit in flight Make sure you can see the propeller in the mirror. Maintain a speed of approx. 80 km/h (43 kt). Set the throttle to IDLE. When appropriate, it is recommended to fly for a time of approx. 2 min, with the engine running idle cool down the engine, follow the CHT gauge. Turn the ignition OFF. After the propeller stops (check mirror). Push the engine retraction switch DOWN. Set the propeller in vertical position using the mirror and at different airspeeds between 80 (43 kt) and 95 km/h (51 kt), so that the propeller comes slowly in to the vertical position where it will be locked with the limited force (spring) automatically. When the propeller is in vertical position, the amber light on the engine control unit will light up and the powerplant retraction will continue automatically until the green led indication light (right) on engine control instrument shows that engine is RETRACTED Turn the engine switch OFF CAUTION! DURING A GLIDING FLIGHT LASTING SEVERAL HOURS, ALL NON-ESSENTIAL ELECTRICAL EQUIPMENT SHOULD BE SWITCHED OFF, SO AS TO ENSURE THAT THE BATTERY WILL NOT BE DISCHARGED. IF THE BATTERY IS COMPLETELY DISCHARGED, THE ENGINE CAN- NOT BE RESTARTED AND POWER-PLANT CAN NOT BE EXTENDED OR RETRACTED, FOLLOW THE BATTERY VOLTAGE FROM TIME TO TIME WHEN SOARING. SECOND INDEPENDENT SOARING BATTERY IS OPTIONAL.

45 Extending the propulsion unit in flight Apis/Bee light powered glider 45 Normal procedures Reduce speed to approx. 80 km/h (43 kt). Turn engine switch ON. Extend engine push switch UP until green led indication (left) on engine control instrument shows engine extended. Set throttle to IDLE or slightly above idle. If the engine is cold, turn the primer ON. Turn the ignition ON. Apply starter until the engine starts. Perform engine warm-up with throttle idle until CHT temperature reaches 90 C (194 F). Set throttle to full power. CAUTION! IN ORDER TO PREVENT DAMAGE TO THE ENGINE, IT MUST BE WARMED-UP AFTER A RE-START WITH REDUCED POWER, SIMILAR TO PROCEDURES FOR A START ON THE GROUND, BEFORE HIGHER POWER IS SET. CAUTION! WITH THE POWERPLANT EXTENDED, BUT NOT RUNNING, THE RATE OF SINK OF 90 KM/H (49KTS) INCREASES APPROX. 2 M/S (394 FT/MIN), THEREFORE, RESTARTING THE EN- GINE SHOULD ONLY BE DONE OVER LANDABLE TERRAIN AND NOT BELLOW 400M (1312FT). SHOULD A FLIGHT BE CONDUCTED OVER A WIDE EXPANSE OF UNLANDABLE TERRAIN, THE ENGINE SHOULD THEN BE RESTARTED AT 1000M (3280FT) ABOVE GROUND LEVEL, SO THAT IF THE ENGINE DOESN T START, ALL THE EMERGENCY STARTING PROCEDURES CAN BE FOL- LOWED IN PEACE, INCLUDING RETRACTION OF THE POWERPLANT IF NECESSARY. IN A NOR- MAL ENGINE RESTARTING SITUATION, THE LOSS OF ALTITUDE FROM STARTING THE EXTEN- SION PROCEDURE UNTIL IT IS RUNNING IS ABOUT 50M (150 FT). CAUTION! TO ACTIVATE THE AUTOMATIC EXTENSION IT IS NECESSARY THAT THE IGNITION SWITCH IS OFF (DOWN). ENGINE WILL NOT START IF THE POWER-PLANT IS NOT EXTENDED COMPLETE OUT (UPPER GREEN LED INDICATION LIGHT IN THE MCU)! Shutdown of the engine on ground The engine is shut down as follows: 1. Set the throttle to IDLE 2. Turn the avionics OFF 3. Turn the ignition OFF 4. Turn the engine switch OFF 5. Turn the main switch OFF It is recommended to leave the power plant extended before retraction for a time to cool down the engine, follow the CHT gauge.

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47 Apis/Bee light powered glider 47 Performance Introduction Airspeed indicator calibration Take-off performance Climb performance Crosswind limitations Gliding performance Speed polar Optimal flap settings Additional technical data

48 48 Apis/Bee light powered glider Performance Introduction Chapter 5 provides data for airspeed calibration, stall speeds and take-off performance as well as non-approved data and values. The data in the tables have been computed from actual flight tests with the powered glider and its engine in good condition and using average piloting techniques. Airspeed indicator calibration The diagram below shows the error in the airspeed indicator system due to the location of the total pressure pick-up and static pressure pick-ups. The Pitot pressure pick-up is inside the fuselage nose hole. Static pressure pick-ups take the form of two bore-holes, left and right in a plane on the fuselage in both fuselage sides on the cockpit area. Look Chap All speeds given in this manual are indicated speeds, if not CAS extra marked. Calibration data between IAS (IAS = Indicated airspeed) and CAS (= Calibrated airspeed): IAS km/h (kt) CAS km/h (kt) Difference in % 58 (31) 55 (29) 5 60 (32) 58(31) 4 70 (38) 67 (36) 4 80 (43) 77 (41) 4 90 (49) 86 (46) (54) 98 (53) (59) 108 (58) (65) 119 (64) (70) 128 (69) (76) 140 (75) (81) 149 (80) (86) 162 (87) (92) 171 (92) (97) 182 (98) (103) 192 (104) (108) 200 (108) (119) 220 (119) 0 The calibration values for powered and gliding flight almost overlap completely so that the same indicator error can be used for both configurations.

49 Stall speeds Apis/Bee light powered glider 49 Performance Stall speeds at MTOM are as follows: Configuration: Engine power airbrakes Engine running on FULL POWER Engine running on IDLE Engine extended NOT RUNNING Engine retracted CLEAN CONFIGURATION and Airbrakes retracted Airbrakes extended Airbrakes retracted Airbrakes extended Airbrakes retracted Airbrakes extended Airbrakes retracted Airbrakes extended Flap setting Indicated Airspeed IAS km/h (kt) c.g. foremost c.g. rearmost +10 o o o o o o o o o o o o o o o o o o o o o o o o Indicated airspeeds above are results of several repeated tests at any position. In banked flight, the stall speeds will increase, for example by a factor of 1.2 for a 45 angle of bank and by a factor of 1.4 for a 60 angle of bank as compared to normal values. Lower take-off masses will reduce stalling speeds. In the case of a wing drop, an altitude loss of up to 30 m (98ft) can be experienced between the start of the wing drop and the recovery to normal flight attitude. Take-off performance At the elevation 500 m (1640 ft) and under international standard atmospheric (ISA) conditions, at the temperature 16 C (61 F) with the wind less than 0.7 m/s (2.3 ft/s), the ground roll of the glider at a maximum take-off mass of kg (710 lb) on a dry grass runway measures 137 m (450 ft) while the total distance required to clear a 50 ft (15 m) obstacle measures 243 m (800 ft). Take-off speed is 70 km/h (38 kt) and the speed over the 50 ft (15 m) obstacle is 85 km/h (45 kt). Different ground rolls and distances to clear a 50 ft (15 m) obstacle are required for various take-off masses, ambient air temperatures and altitudes above sea-level.

50 50 Apis/Bee light powered glider Performance The following additions must be made: - 10% value when 10% lower take-off mass, dry grass runway - 10% value when dry level hard surface + 18% value for elevation of 500 m (1640 ft) higher pressure altitude, dry grass runway + 10% value for a 15 C (59 F) higher temperature, dry grass runway + 10 % value for a wet grass runway + 20 % value for high grass runway, dry grass runway + 50 % value for soft underground, dry grass runway + 30 % value for a snow slush, lying water on the grass runway + 10 % for each percent of rising runway (gradient of 1 % = 10% value on runway length) WARNING! INSTRUCTIONS FROM NORMAL PROCEDURES-FLYING IN RAIN APPLY. Climb performance Apis/Bee best climb speed Vy best climb rate at MTOM Apis/Bee 85 km/h (45 kts) 1.9 m/s (380 fpm) Crosswind limitations The maximum demonstrated crosswind component for taxiing, take-off and landing is 15 km/h (8 kt), according to the airworthiness requirements. Gliding performance The glide is defined as unpowered straight and level flight at a speed providing best lift over drag ratio or minimum sink rate. Should the engine become inoperative in flight, as a result of either intended or unintended action, and it cannot be restarted, react as follows: Establish straight and level flight at the speed providing best lift over drag ratio, if you desire to overcome greatest distance at reach from initial altitude. Establish straight and level flight at speed providing minimum sink rate, if you desire do stay airborne the longest. This may come in handy in case you are forced to give way to other aircraft or if you simply need time to determine the most appropriate site to land. Apis/Bee Apis/Bee minimum sink speed 84 km/h (45 kts) minimum sink rate (prop.unit.. gear retracted) 0.59 m/s (120 fpm) best lift/drag ratio speed 94 km/h (51 kts) best lift/drag ratio (prop.unit.. gear retracted) 40:1

51 Speed polar Apis/Bee light powered glider 51 Performance The flight polars for the glider in the glider configuration at various wing loadings and based on ISA conditions are given below: Optimal flap settings The following table shows recommended IAS speeds for flap settings during gliding for optimum gliding performance: Recommended speed km/h (kt) IAS Flap setting Wing load 20.4 kg/m 2 (4.13 lb/ft 2 ) kg/m 2 (5.01 lb/ft 2 ) +2 (L) -73 (39) -78 (42) (41-49) (43-51) (49-56) (51-60) (57-71) (61-75) -2 (S) (72-108) (76-108)

52 52 Apis/Bee light powered glider Performance Additional technical data Apis/Bee Hirth F33 BS stall speed (322.5 kg. flaps at +10. engine retract.) 57 km/h (31 kts) stall speed (322.5 kg. flaps at +0 ). engine retract.) 61 km/h (33 kts) max. speed of spoiler extension 220 km/h (119 kts) max. speed with flaps in +5 position 117 km/h (63 kts) max. speed with flaps in +10 position 100 km/h (54 kts) maneuvering velocity Va 144 km/h (78 kts) maximum rough air speed Vb (gusts 15 m/s) 144 km/h (78 kts) max. speed with powerplant extended 110 km/h (59 kts) max. speed in tow (where permitted legally) 131 km/h (71 kts) VNE 220 km/h (119 kts) Vx - best climb-over-distance ratio speed 80 km/h (42 kts) Vy - best climb rate speed 85 km/h (45 kts) max. climb rate at MTOM 1.9 m/s (380 fpm) minimum sink speed 84 km/h (45 kts) minimum sink rate 0.59 m/s (120 fpm) max. sink rate with spoilers extended 4.6 m/s (920 fpm) best glide ratio speed 94 km/h (51 kts) takeoff runway length at MTOM 137 m (450 ft) takeoff runway length over 15 m obst. 243 m (800 ft) service ceiling at MTOM 3900 m ( ft) best glide ratio 1:40 glide ratio at 150 km/h 1:27 45 left to 45 right - bank to bank time 3.5 s fuel flow at full power 8 l/h (2.1 US gal/h) max. wing load factors +5.3 G G WARNING! Wing and propeller surfaces must be immaculately clean, dry and undamaged at all times. As all airfoils are laminar any impact spots, bumps and even a dirty (incl. water, snow...) surface may significantly lower flight performance. Stall speed, takeoff and landing runway length, sink rates and fuel consumption increase, while climb rates, ceiling, lift-over-drag ratio and endurance decrease. Some of the these are effected by as much as 30%!

53 Apis/Bee light powered glider 53 Weight and balance Introduction Weighing and centre of gravity calculation for empty mass Weight and Balance report (including useful load distribution) Definitions and explanations

54 54 Apis/Bee light powered glider Weight and balance Introduction Based on the initial equipment installed in the powered glider, a weighing sheet is compiled and the empty mass centre of gravity is calculated. The position of the empty mass centre of gravity determines the useful load for the cockpit. Any alteration to the powered glider such as the installation of additional equipment, the removal of equipment, repair work to the aircraft skin, etc. results in an alteration to the empty mass and thus to the position of the empty mass centre of gravity. It is thus essential that the new empty mass be determined by weighing and the relevant empty mass centre of gravity position calculated anew. Weighing and c.g. calculation for empty mass To determine the empty mass of the powered glider, two scales must be placed under the main (MW) and tail wheel (TW). The tail wheel has to be brought into the horizontal position. The powered glider is in the horizontal position when the top of the aft fuselage boom has a tail-down slope of 1000 : 34. Reference datum is wing leading edge at root rib. Execute the weighing with the power-plant retracted, without parachute, with cushions/seat, without loose objects from the cockpit and all tanks emptied. The empty mass centre of gravity. X empty. is than calculated using the following formula: TW. b empty X = a empty GW empty The useful load (pilot with parachute + cushions + fuel + baggage). ULW. is determined as follows: ULW = kg (710 lb) GW empty The flight mass centre of gravity. X flight. is than calculated using the following formula: TW flight. b X flight = a GW flight

55 Apis/Bee light powered glider Weight and balance 55 The flight mass includes empty mass items plus pilot, parachute, fuel, baggage and all items needed in flight (camera, IPAQ, etc). Using the empty mass. GW empty. and the empty mass centre of gravity. X empty. determine above. flight mass centre of gravity X flight can be determined from the C.G. calculation formula below. This C.G. calculation formula is valid for maximum baggage load of 7 kg (and for all fuel levels). Maximum permissible load. ULW, may, however, never be exceeded. The placards showing load limits for the pilot s seat should be checked to ensure they are accurate. The weighing results must be recorded in the Mass and balance log in Chapter 6.2. of the flight manual. Generally, the load range for the pilot s seat in the Apis/Bee is greater than the 75 to 97 kg (165 to 214 lb) range. For this reason, load checks are usually restricted to maximum load levels. In case detailed information is required about the current centre of gravity or the loading limits, the relevant moments and limits are given below: Power plant retracted: X = 437 mm X = 328 mm X = mm X = mm X = mm X = 3888 mm X = mm Aft-most (rear limit) permissible center of gravity Foremost permissible center of gravity C.G. position for a main battery moment inside the glider nose C.G. position for a soaring battery moment ahead of the rudder pedals C.G. position for instrument moment, average instrument installed inside instrument panel C.G. position for the tail wheel (fixed) moment C.G. position for the ballast added in the pilot seat on bottom 1 kg = lb 1 mm = in m = 1 ft The fuel is carried in the wing and does not influence the centre of gravity. The pilot C.G. position is dependent on the pilots shape, mass, thickness of the parachute (if installed) and the seat back position. The pilot C.G. position can be determined by executing a weight and balance measurement with glider empty and equipped with the pilot etc. The pilot C.G. can be determined by the following equation: ( X * GW ) ( X * GW ) flight flight empty empty X = pilot & parachute W pilot & parachute

56 56 Apis/Bee light powered glider Weight and balance If the actual pilot C.G. X pilot & parachute is not known, you have to take the values from the following table: Pilot mass W pilot (kg) Pilot seats cockpit forward pilot C.G. (mm) Pilot seats cockpit aft pilot C.G. (mm) The foremost empty mass centre of gravity position is achieved when power-plant is extended, with minimum fuel, no baggage, soaring battery ahead installed, maximum weighing instruments installed, ballast added bottom the pilot seat and a heavy pilot seats cockpit forward. The aft-most permissible centre of gravity position is achieved when power-plant is retracted, with full fuel tank, maximum baggage, soaring battery not installed, minimum instrumentation installed, no ballast bottom the pilot seat and a light pilot seats cockpit aft. If the actual X flight weighing is not known, the flight mass centre of gravity. X flight can be also determined by executing a weight and balance measurement with glider empty (power-plant retracted) and equipped with the pilot etc. The flight C.G. can be determined by the following equation: (X * GW ) (X * W ) + (X * W ) (X * W ) empty empty pilot pilot & parachute bagagge bagagge ballast ballast X = flight (GW + W + W + W + W ) empty pilot & parachute fuel bagagge ballast C.G. positions X should be included inside the formula in absolute values without minuses! The limits of the flight C.G. X flight of 328 mm and 437 mm should not be exceeded. C.G. power-plant retracted shift due to extension of the power-plant is C.G. X empty change for 12 mm more forward. Weight and balance report (including useful load distribution) Fill-out the»mass and Balance«report on the next page. Each weighing and centre of gravity calculation has to be entered in the»mass and Balance«. If minimum and maximum cockpit load change with respect to last weighing, cockpit placard must be changed or corrected as well. After installation or removal of equipment or accessories, repair, painting, or any change which affects mass and balance, a new»mass and Balance«(weighed or calculated, whatever is more appropriate) must be accomplished.

57 Apis/Bee light powered glider 57 Weight and balance Mass and Balance Report

58 58 Apis/Bee light powered glider Weight and balance Definitions and explanations Useful load distribution Useful load items are cockpit load, fuel and baggage. Cockpit load = pilot The sum of useful load items must not exceed max useful load. Max useful load = max.mass - empty mass. Aircraft flight mass and c.g. depend on quantity and distribution of useful load. Quantity and distribution of useful load items are explained below. However, the influence of useful load items is briefly expressed in the condition that, if for a given empty mass and c.g. the max useful. max and min cockpit load from»weight and Balance«or cockpit placard are respected, aircraft max mass and in-flight c.g. will also be kept within limits, Refer to»weight and Balance«or cockpit placard for actual value of max useful load and its distribution. Cockpit load Refer to»weight and Balance«or cockpit placard for max and min cockpit load. Max mass of single occupant (due to structural load per seat) is 110 kg. The formula to calculate the maximum pilot weight is the following: Wpilotmax = (Xempty mm) * GWempty / (326 mm mm) The formula to calculate the minimum pilot weight is the following: Wpilotmin = (Xempty mm) * GWempty / (326 mm mm) Fuel Max fuel = 1 20 litre (15.6kg). fuel [kg] = 0.76kg/litre litres. Fuel quantity depends on useful load, and cockpit load. The sum of cockpit load and fuel must not exceed max useful load. Fuel is close to aircraft c.g.. hence the the influence on aircraft c.g. is negligible. Negligible is also the asymmetry effect. The reference must be determined when the axis of the fuselage boom is horizontal. This can be achieved by putting a 1000/34 wedge on the boom and leveling the fuselage so the top of the wedge is horizontal. The centre of gravity range of the Apis/Bee stretches from 328 mm behind the reference datum to 437 mm behind the reference datum. The maximum take-off mass of the Apis/Bee is kg (710 lbs). There is a placard in the cockpit showing the minimum and maximum payload for the pilot s seat and the baggage compartment.

59 Apis/Bee light powered glider 59 Weight and balance Before each flight, the payload limits should be checked using the following method: Mass (kg) Remarks Payload in pilot s seat for limits. cf. record sheet. page Fuel mass + litre x 0.76 = kg Total = max. total payload acc. to record sheet If the powered aircraft is within the permissible payload limits then it will always be within the permissible centre of gravity range and centre of gravity calculations will not be necessary. Example calculation of payload: The pilot weighs 78 kg (172 lb). his parachute 7 kg (15.4 lb). He has a 10l (2.64 US Gal) filled fuel tank. According to the mass and balance record, the max, total payload is 97 kg (214 lb). Mass (kg) Remarks Payload in pilot s seat 85 e.g. <96 kg. >80 kg Fuel mass l x 0.72 = 7.6 kg Total = 92 < 97 kg The powered glider is thus within maximum total payload and centre of gravity limits.

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61 Apis/Bee light powered glider 61 Aircraft and on board systems Introduction Cockpit levers Undercarriage Seats and safety belts Pitot-static lining Air brakes (spoilers) Flap settings Power plant and propeller Fuel system Electrical system Engine cooling system Engine lubrication system Wheel brake system

62 62 Apis/Bee light powered glider Aircraft and on board systems Introduction The PIPISTREL Apis/Bee is a light-weight, single-seat, self-launching powered glider (abbreviated to powered glider or glider) made of composite material. The powered glider has a cantilever wing in mid position with mixed ailerons and flaps (flaperons) as well as airbrakes and T type empennage with fixed damping surfaces. The power-plant is retractable. The Apis/Bee ensures a good soaring performance. The aircraft is easily assembled and can be stored in a standard class sailplane trailer. The profile is 17% IMD029. In addition to excellent performance, the airfoil with optional zick-zack turbulators on the lower side (on 65% of MAC) results in very docile stall behavior. Optimal dimensioned Schempp-Hirth airbrakes permit steep approaches and short landings. Control harmony and agility is perfect. The wing comprises a carbon-glass-fiber, sandwich-foam skin with a carbon-fiber spar. Hook-ups are automatic for all controls. Flap and aileron construction are in one piece named flaperon. The main fuel tank is located in one of the wings and carries 20L. With one main wheel the Apis/Bee is tail-dragger configured. The main landing gear is a fixed or retractable construction with aerodynamic fairing or door installed around it. Efficient disk brake is operated simultaneously using the airbrake lever. It is activated when pulling the lever to the maximum opening of the airbrakes. The steerable tail wheel permits good taxiing with use of the engine, when running only with a bit added power-throttle. The reliable, air cooled, two stroke, dual-ignition, engine Hirth F33 BS has declared 20.6 KW ( RPM take off performance (ISA). Two blades propeller of diameter 1.60 m is driven via toothed belt with a reduction of 3 : 1. Modern electrical linear actuator-unit for power-plant extension and retraction is operated manually-automatically through the IBIS II (motor-engine control unit) when main and engine switches are on and when ignition switch is off; installed are electronic safety devices to avoid miss-operation. The fuselage is a glass-fiber and partly carbon-fiber monocoque construction. The spacious seat and the adjustable rudder pedals ensure that pilots of every shape and size will be comfortable even when sporting a parachute. Easily set ventilation, the map and snack pockets add to that comfort. The instrument panel offers sufficient room for gliding equipment including a transceiver. EGT. GPS. computer and transponder. The room behind the seat offers space for oxygen bottle or even glider rescue equipment space. Basic instruments come installed with operational limits pre-designated. A ballistic parachute rescue system can be installed as an option (in some countries e.g. Germany the ballistic rescue system must be installed). All control surfaces lock automatically to the control system when assembled. The horizontal tail unit is secured by means of the screw, the wings are secured by means of two main bolts with the screws.

63 Apis/Bee light powered glider 63 Aircraft and on board systems Steel and light materials Material number Remarks all flat steel parts St 35 all steel tubing Composite materials and woods Material number Remarks Interglas glass-fiber cloth. plain. 80 g/m 2 Interglas glass-fiber cloth. twill. 163 g/m 2 Interglas glass-fiber cloth. plain. 280 g/m 2 Interglas glass-fiber cloth. plain. 390 g/m 2 Interglas glass-fiber. unidirectional cloth. 220 g/m 2 GG carbon-fiber cloth. plain. 160 g/m 2 GG carbon-fiber cloth. plain. 200 g/m 2 Cramer C 450 carbon-fiber cloth. canvas. 205 g/m 2 KDU 300 carbon-fiber. unidirectional tape. 300 g/m carbon tape. 420 g/m 2 KDK 8043 carbon. twill 2/ g/m 2 Herex C Scheuffler L 285 Scheuffler L 285 foams epoxy resin epoxy hardener

64 64 Apis/Bee light powered glider Aircraft and on board systems Cockpit levers This section deals with the cockpit controls of the Apis/Bee powered glider

65 Apis/Bee light powered glider 65 Aircraft and on board systems

66 66 Apis/Bee light powered glider Aircraft and on board systems The following is a description of the individual controls and instrumentation that is labeled in the diagrams above: No. Control Color Motion and Effect 1 Air brakes. wheel brakes Blue 2 Flaps Black pull back to unlock and extend: pull back more to brake main wheel. push forward to retract and lock Middle position is 0. for landing and take off pull back to +1 (first step) or to L ( 2). for high-speed flight push forward to -1 (first step) or to S (-2) 3 Undercarriage Black Push handle to engage the undercarriage. pull to retract 4 Cabin ventilation Black 5 Canopy emergency release - jettison Red Pull back (out) to open the cabin ventilation Push in (forward) to close the cabin ventilation Pull back (out) to activate the emergency jettison of the canopy 6 Canopy lock (on left and right side) White Pull up (in vertical) to release the lock; Push down (horizontal) - canopy locked 7 Compass Black on top of the instrument panel. 8 Throttle Black Push forward to increase power. backward to decrease power 9 Primer Silver On/Off as designated 10 IBIS II. motor-engine control unit Black See IBIS II section of this chapter 11 Control stick Black To the left operate ailerons - left aileron up and right aileron down; to the right to operate ailerons - right aileron up and left aileron down; Pull back - elevator up; Push forward - elevator down 12 Mirror Black Adjustable. to see the propeller position when retracting the power-plant 13 Transceiver PTT switch White. Silver Push to talk transceiver switch 14 Engine main switch Silver On/Off as designated. 15 Avionics switch Silver On/Off as designated. 16 Fuses Black 17 Engine position switch Silver 18 Ignition switch Silver On/Off as designated 19 Starter Red Button. press to operate 20 Master switch Silver On/Off as designated. Switch up - engine switch on (power plant operating) Switch down - engine switch off

67 Undercarriage Apis/Bee light powered glider 67 Aircraft and on board systems The Apis/Bee has one fixed main wheel or retractable gear and a steerable tail wheel. The main landing gear tyres are of the type 4.00 x 6-4 PR, Also available is 5.00 x 5. Tyre pressure is 2.2 bar (32 psi) bar (50 psi). The standard tail landing gear is steerable. The dimension of the tube type tail wheel is 200mm x 50mm. The maximum pressure for the tail wheel tyre is 2.0 bar (30 psi). Seats and safety belts The Apis/Bee has a two-piece seat comprising the seat shell and the seat back. The seat shell is a Kevlar-component bonded to the fuselage shells. The attachment points for the safety harness are in the seat shell as well as in the aft cockpit area (fuselage tangential-s metal tube frame construction). The seat back is also a GFRP part. There is a head rest which hangs down from the cockpit roof and is adjustable in the front/back direction. The safety harness system comprises a n H-type safety belt from Schroth with the belly belt being equipped with the locking mechanism. A snapping sound is audible if the belt has been properly fastened. To unlock the safety harness, the locking mechanism is moved pressing the red button until the belt is released. The belly belts are fed through the fittings on the seat shell whereas the shoulder belts are fed through a tube in the tangential supports frame by the baggage department. The seat cushion can be removed. Accommodations have been made for the use of a flat backpack parachute. Pitot-Static lines Pitot total pressure pick-up is located in the front glider side inside the fuselage nose opening. The pick-up for total-energy compensation is located at the top of the vertical tail fin. Static pressure is acquired through two holes in both sides of the fuselage by the cockpit area. Air brakes (spoilers) The airbrakes are one-deck Schempp-Hirth airbrakes which extend upwards out of the wing when the blue air brake lever is operated by pulling. The over-center mechanisms of the air brakes are in the left and right wing airbrake boxes. The air brakes are automatically connected during rigging. WARNING! WHEN THE AIR BRAKES ARE FULLY EXTENDED, THE NOSE OF THE AIRCRAFT WILL DROP MARKEDLY AND SPEED WILL DECREASE BY UP TO 15 KM/H (8 KT) IF SPEED IS NOT CONTROLLED BY MEANS OF THE ELEVATOR, SIMILARLY, WHEN THE AIRBRAKES ARE RETRACTED, AN EQUIVALENT REDUCTION IN SPEED WILL OCCUR WHICH CAN LEAD TO A STALL IF THE APPROACH SPEED IS NOT PROPERLY MONITORED.

68 68 Apis/Bee light powered glider Aircraft and on board systems Flap settings The following table shows recommended IAS speeds for flap settings: RECOMMENDED SPEED km/h (kts) FLAP POSITION WING LOAD 20.4 kg/m2 (3.48 lb/ft2) WING LOAD 24.5 kg/m2 (4.18 lb/ft2) (82-119) (76-119) (65-80) (61-75) (49-56) (51-60) (41-49) (43-51) (39) 78 (42) Power plant and propeller Apis/Bee has an engine mounted on the retractable arm in the rear of the fuselage. The propeller is mounted on an aluminum vertical bed and is driven via an exposed belt-drive system. The whole propulsion unit can be lowered for gliding or raised for powered flight by simple use of the engine control unit. Engine: Engine: Hirth F33 BS (two-stroke, one cylinders, 313 cm 3 ) single carburated - dual electronic ignition cooling: ram air cooling lubrication: by adding oil into fuel reduction gearbox: belt drive el. generator output power: 130 W AC at 6000 RPM reduction ratio: 1 : 3 carburettor: Mikuni Membrane starter: Electric engine power: 28 HP at 6500 RPM Propeller: Apis/Bee propeller: twin blade, fixed pitch wood-composite propeller - diameter 1600 mm Ibis II - engine control & monitoring instrument In order to simplify aircraft handling. the Ibis II system takes complete control over the propulsion unit except for throttle and choke, which are operated by cockpit levers. The system is very light and reliable as all switches and sensors used to monitor the operations are inductive type and as such not sensitive to vibration, mechanical damage and/or dirt.

69 Apis/Bee light powered glider 69 Aircraft and on board systems Panel view: START RPM X10 Ibis II UP DOWN Ignition warning light when the propeller arm is extended and the ignition is still switched off, the red light will flash and a tone will beep. Propeller status light when the propeller is in vertical position, a yellow light is on. Propeller arm extended when the propeller arm is extended, a green light is on. Ignition switch when the switch is the up position, the ignition is on, In this case the ignition warning light stops flashing, If the switch is down, the ignition is off. Speaker LED display it displays the engine RPM while the engine is running e.g. 621 = 6210 RPM. When the engine is not running, the display indicates the engine hours (up to 400 hours). If the master switch is switched off and back on while the engine is extended, the display shows minutes of the past hour. When the master switch is switched off and back on while the engine is retracted, the display shows total engine hours (hours only). Propeller arm retracted when the propeller arm is retracted completely, a green light is on. Propeller arm control switch Engine starter button Starter will be activated only when the engine is completely extended and the ignition is switched on. Otherwise the starter remains inactive even if this button is pressed. The starter is also inactive while the engine is running. This button has an additional function; while the propeller arm is retracting, press this button to stop it in any position (in order to cool down the engine). Press the same button again to reactivate the retraction.

70 70 Apis/Bee light powered glider Aircraft and on board systems Other important switches and buttons: Main SW. ON This is the lowest switch, located below the control stick, when switched ON, activates the powered glider s electricity. Engine SW. ON This switch is located above the control stick and when switched upwards, activates engine electricity. Avionics SW. ON This switch is located above the control stick and when switched upwards, activates avionics electricity. Fuel system description: gascolator: fuel capacity: unusable fuel: fuel filter: vented wing fuel tank with refueling aperture on top of the wing filter equipped with drain valve 1 x 20 liters 2 liters metal, inside the gascolator AND paper filter before gascolator All fuel hoses are protected with certified glass-teflon cover. There is a fuel return circuit leading excess fuel back into the wing tank. CAUTION! DUE TO THE POSITION OF THE FUEL RESERVOIR SUPPLY POINT, FLYING IN CONSIDERABLE SIDESLIP FOR A LONGER TIME MAY RESULT IN FUEL STARVATION TO THE ENGINE. SHOULD THIS OCCUR, RIGHTEN THE FLIGHT IMMEDIATELY TO PREVENT ENGINE FAILURE. Electrical system The electric system is powered by a battery with a voltage of +/- 12 V and a maximum current of 7 A. The engine electrical generator provides 130W of power when engine is running at take-off power. Engine cooling system The Hirth F33 BS engine is air-cooled by taking advantage of propeller airflow. Cold air accelerated by the propeller is forced to spread over the engine cooling ribs. There is sufficient cooling regardless of the flight regime. CAUTION! BEFORE ENGINE RETRACTION ALLOW FOR SUFFICIENT COOL-PERIOD BEFORE RETRACTING THE ENGINE, DEPENDING ON THE OUTSIDE AIR TEMPERATURE This MAY REQUIRE FLYING WITH ENGINE AT IDLE UP TO 2 MINUTES. DO PLAN FOR THIS WHEN DECIDING TO RETRACT THE ENGINE.

71 Engine lubrication system Apis/Bee light powered glider 71 Aircraft and on board systems Hirth F33 BS is a two-stroke engine and is adequately lubricated by oil/fuel mixture. Lubrication oil of engine (fuel mixture): Super 2-stroke oil (for high performance air cooled 2-cycle engines, ASTM/CEC standard API-TC (e.g. Castrol TTS) Wheel brake system Wheel brake system features common braking action for the main wheel. Wheel brakes are hydraulically driven disc type. Wheel brakes are operated by extending the airbrake lever past the full extension point. Hydraulic brake fluid used for hydraulic type brakes is DOT 4. If the braking action on your aircraft is poor even while the full backward pressure is applied on the airbrake handle, please see chapter on Handling and Maintenance of this manual to learn how to rectify this problem.

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73 Apis/Bee light powered glider 73 Handling and maintenance Introduction Inspection periods Repairs, spare part replacements and preventative maintenance Special check-ups Draining and refueling Tie down Parking, Storage and Transport Cleaning Keeping your aircraft in perfect shape

74 74 Apis/Bee light powered glider Handling and maintenance Introduction This chapter contains manufacturer s recommended procedures for proper ground handling and servicing of the powered glider. It also identifies certain inspection and maintenance requirements which must be followed if the powered glider is to retain that new-plane performance and dependability. THE FOLLOWING ARE PROVISIONAL VALUES SUBJECT TO CHANGE WITHOUT NOTICE! CAUTION! IT IS WISE TO FOLLOW A PLANNED SCHEDULE OF LUBRICATION AND PREVEN- TIVE MAINTENANCE BASED ON CLIMATIC AND FLYING CONDITIONS ENCOUNTERED. Inspection periods The following inspection periods must be upheld: Engine and propeller Airframe and control system shortest interval 25 hours annually (same as 50 hrs check) The annual inspection according to responsible authority remains unaffected by the above inspection intervals. The extent of necessary maintenance work is defined in the Apis/Bee maintenance manual and in the engine maintenance manual, respectively. Repairs, spare part replacements and preventative maintenance All major repairs and spare part replacements MUST be done by authorized service personnel. However, you are encouraged to take care of preventative maintenance yourself. This includes: tire and wheel bearings replacements, safety wire replacements, safety harness replacement, light bulb replacements, fuel hose replacements, battery servicing and replacement, spark plugs replacements and air filter replacements. The table below indicates recommended maintenance periods (see Service manual for detailed information). Table legend: C Check-up - visual only, check for free play and whether everything is in position - DO IT YOURSELF CL Cleaning - DO IT YOURSELF LO Lubricating, oiling - lubricate all designated parts and spots using proper lubricant - DO IT YOURSELF

75 Apis/Bee light powered glider 75 Handling and maintenance R SC O Replacement - replace designated parts regardless of state and condition. You are encouraged to DO undemanding replacements YOURSELF, otherwise have replacements done by AUTHORIZED SERVICE PERSONNEL Special check-up - measuring, verifying tolerances and functionality - DONE BY AUTHORIZED SERVICE PERSONNEL ONLY Overhaul EACH daily first 5 hours 50 hours 100 hours 250 hours 500 hours hours WING AND TAIL SURFACES SC O surface and structure condition C SC deflections without free play C SC bearings - moving parts bushings C SC self-adhesive sealing tape C C R horizon. tail mount C C SC drain holes CL EACH daily fist 5 hours 50 hours 100 hours 250 hours 500 hours hours FUSELAGE SC O surface and structure condition C SC elevator control tube bearing C SC doors, hinges C C SC LO rudder control wires and hinges C C SC drainage holes C CL CABIN SC O control levers, instr. panel, seats C SC control levers free play C C SC instruments and pitot-static C SC test glass surfaces: clean, attached C C SC rivet condition C SC safety harnesses and attach. points C SC wing connectors: fuel, electrical C C SC bolts and spar pins C C SC wing main bushings, control connectors SC hours hours UNDERCARRIAGE tires C C R wheel axis and wheel C wheel bearings C SC R wheel fairings C C C tail wheel mounting bolt check and fasten every 50 landings O CONTROLS general free play C C SC control stick C LO SC rudder pedals (damage, centered, para.) C C C LO rudder wire rope C SC R

76 76 Apis/Bee light powered glider Handling and maintenance EACH daily first 5 hours 50 hours 100 hours 300 hours bolts, visible bearings (tail, fuselage) SC LO difficult-to-reach bearings (wings, under cabin floor) aileron, elevator and rudder hinges SC LO 500 hours LO hours hours equal spoiler extension, undisrupted m. C SC LO spoiler plate springs stiffness C flap handle C SC LO elevator trim C LO springs: flaps, rudder, el. trim, stabilizer main fastening bolt LO C R airbrakes internal connector rod (if flown or stored where possibility for corrosion is increased (oceanside, wet regions...) replace every 2 years spoilers (airbrakes ) drive fine adjustment see page 83 for detailed description PITOT-STATIC LINING SC O instrument to pitot tube lining C C instrument setting C C pitot tube condition (clean, firmly C C attached.) whole pitot-static lining C C ENGINE see enclosed Hirth engine manual for detailed engine maintenance information. In addition to Hirth manual: two-stroke engines (overhaul every 300 hours) C cylinder head and exhaust pipe bolts C C (two-stroke engines) engine bearer dumpers and other C SC R rubber parts air filers C C CL R elect, terminals, joints and connectors, hoses C C SC pre-chamber and exhaust silencer C C SC R exhaust pipe springs and fire protect. C C R throttle wire drive R ENGINE CONTROL throttle lever wire ropes C C SC R levers C SC O PROPELLER SC O surface condition C fastening bolts C R propeller bushings R propeller balance C

77 Apis/Bee light powered glider 77 Handling and maintenance EACH daily first 5 hours 50 hours 100 hours 300 hours 500 hours FUEL LINES general leakage C C SC water inside gascolator C dirt and gascolator filter CL CL CL R engine hoses and temp. protection C SC R wing fuel tank caps C fuel tank caps o-ring axillary fuel pump fuel valves leakage C C CL hours O hours ELECTRICAL WIRING SC R battery C SC R instr.panel wires and connectors C C fuses (instrument panel - automatic) C C C C C C C fuses (engine electrical panel) C C R PROPULSION UNIT SC transmission belt C SC R engine retaining wire C C SC R engine bay door rubbers ropes C R exhaust system springs C C C R exhaust system rubber C R carburetors CL rubber shock absorbers (main) C R rubber shock absorbers (actuator) C R fuel filter (paper filter) replace every 25 hrs engine-propeller arm CHECK CONDITION EVERY DAY R

78 78 Apis/Bee light powered glider Handling and maintenance Spoilers (airbrakes) drive fine adjustment CAUTION! PERFORM This OPERATION ONLY ONCE AFTER FIRST 50 FLIGHT HOURS! CHECK SPOILERS THOROUGHLY FOR UNOBSTRUCTED, SMOOTH AND EVEN EXTENSION BEFORE EVERY FLIGHT! Schematic of spoilers (airbrakes ) drive fine adjustment (see next page for detailed description) Perform the adjustment as follows: Unscrew and remove the inner horizontal bolt of the airbrakes plate. Do not lose any parts! Lift the airbrake in order to make room for further operation. Unscrew and remove the bolt attaching the rod-end bearing to the airbrakes plate lever. Do not lose any parts! 5 Rotate the rod-end bearing fine-setting nut 360 so that the rod end moves towards the other end of the airbrakes box (length of rod increases). Make sure you secure this nut after turning it for 360! Grease the drive around the rubber sleeve inside the airbrakes box using rubber-non-aggressive lubricant spray.

79 Apis/Bee light powered glider 79 Handling and maintenance Once you have accomplished this, repeat steps 1-3 in opposite order (3.2.1). Make sure you apply adhesive (e.g. Loctite) on all screws when reattaching! Perform the procedure at the other airbrake as well. When finished, verify airbrakes for equal extension. WARNING! SHOULD THE AIRBRAKES NOT RETRACT EVENLY, APPLY STEP 4 ACTION AGAIN FOR THE AIRBRAKE, WHICH REMAINS HIGHER WHEN RETRACTING. Clicking noise behind the cockpit The wings are factory fitted to the fuselage to make a tight fit at approximately 20 Celsius. When exposed to low temperatures, materials shrink. Therefore, flying in the winter or in cold temperatures, you may encounter click-clack like noises above your head. The remedy for this unpleasant noise is to add washers, typically of 0.5 mm thickness in-between wing and fuselage. Washers must be added both at rear and front bushings on one side of the fuselage only! WARNING! IT IS MANDATORY TO CONSULT THE MANUFACTURER OR AUTHORIZED SERVICE PERSONNEL BEFORE APPLYING WASHERS! Bleeding the hydraulic brake system Two persons are needed to perform the hydraulic brake system bleeding in the traditional way. First, fill up the hydraulic fluid reservoir, mounted on the bottom of the fuselage behind the cockpit, with DOT 4 fluid. Then, one person should pump the hydraulic oil towards the main landing wheels using pumping motion on the airbrake handle. After 5-10 complete forward-aft movements, hold the airbrakes handle in fully engaged position. Now, the second person must open the bleed valve on one of the main wheels to bleed the air pockets from the hydraulic lines. Close the bleed valve each time before continuing with the pumping motion on the airbrake handle. Repeat this procedure until no more air is bled out of the bleed valve. Then perform the same procedure for the other main wheel. WARNING! SHOULD YOU ENCOUNTER ANY DIFFICULTIES DURING This PROCEDURE OR THE AIR POCKETS WOULD NOT VENT, PLEASE CONSULT THE MANUFACTURER OR AUTHORIZED SERVICE PERSONNEL FOR FURTHER INSTRUCTIONS. Poor braking action In case you notice poor braking action even when hydraulic brakes are fully engaged (airbrake lever full back). it is not necessary the air bubbles in the hydraulic lining, which is causing the problem. The main wheel s main axis nut (especially after a wheel and/or axis replacement nut) may be tightened incorrectly so that the brake shims do not make contact with the brake plate. Please consult the manufacturer or authorized service personnel for further information. Special check-ups After having exceeded VNE or landed in a rough manner:

80 80 Apis/Bee light powered glider Handling and maintenance check the undercarriage, fuselage & wing surfaces and main spars for abnormalities. It is highly recommended to have the aircraft verified for airworthiness by authorized service personnel. Draining and refueling Whenever draining or refueling make sure master switch is set to OFF (key in full left position). Draining the fuel system The gascolator is located on the bottom of the fuselage and accessible through the aft cabin. To drain the fuel system, open the drain valve on the gascolator. Drain no more than a couple of spoonfuls of fuel. Try to prevent ground pollution by intercepting the fuel with a canister. To close the valve simply turn it in the opposite direction. Do not use force or special tools! CAUTION! ALWAYS DRAIN THE FUEL SYSTEM BEFORE YOU HAVE MOVED THE AIRCRAFT FROM A STANDSTILL TO PREVENT MIXING OF THE FUEL AND EVENTUAL WATER OR PARTICLES. Refueling CAUTION! BEFORE REFUELING IT IS NECESSARY TO GROUND THE AIRCRAFT! Refuel the aircraft by pouring the gasoline through the top-wing fuel reservoir openings or using a pump to do so. Tie down Tie down the wings using a rope over the winglets area, however make sure you place a soft piece of foam or equivalent between the wing surface and the rope, not to cause surface and structural damage in case of over-tightening the rope. Tie down the tail by leading the rope over the fuselage just where the vertical tail surface meets the fuselage. Tighten this rope in backwards (45 ) direction/position). Parking, Storage and Transport Wedges shall be laid under front and rear side of the main wheel. Parking in the open If the powered glider is parked in the open. it is recommended that the canopy is covered with a clean cloth. If the aircraft is to be parked for any length of time in the open, it should be tied down using ropes across the wing ends and the fuselage. Weather and UV protection covers on the powered glider are recommended. The varnish should be frequently treated with car polish, If the varnish should become dulled, the powered glider should be polished as dull varnish is more easily and quickly weathered.

81 Towing backwards Apis/Bee light powered glider 81 Handling and maintenance The vertical tail fin of the glider must be guided when towing backwards. It can be manually towed by a single person when optional tail dolly with steer-able wheel for ground handling connected on the fuselage tube by the vertical fin. Additional helpers should only push at the inside of the wing. Road transport The individually dismounted components should be stored in the custom-built trailer if the powered glider is to be transported by road. Particular attention should be paid to the proper securing of the spar stub trolleys and fuselage nose and tail fixing. Wing spar fitting point is as close to wing root-rib as possible. Wing cradle should be positioned at the taper change. For storing the fuselage use a felt lined fiberglass nose cap which does not extend over the canopy, secured to the floor or a support attached to the lift (tangential) pins (use plastic or brass bushings). Tail wheel to be secured in trailer floor, with a belt in front of the tail or hold it down with the trailer top (soft foam in top). The cockpit should be properly prepared for transportation. i.e. all lose objects should be re moved or stored in such a manner that they will cause no damage during the journey. The trailer should be well ventilated so as to prevent moisture build up which could result in bubbles forming in the gel-coat. A solar powered ventilator is recommended. Storage The aircraft is ideally stored in a hangar. For increased in-hangar maneuverability use of original push-cart or free turning tail wheel adapter is recommended. Even for over-night storage it is recommended to leave the spoilers (airbrakes ) handle unlocked in order to reduce pressure on plate springs and maintain their original stiffness. Also, disconnect the battery from the circuit to prevent battery self-discharge (pull battery disconnection ring on the instrument panel s switch column) during storage period. The Apis/Bee should be stored in a closed, waterproof, ventilated trailer, Irrespective of the prevalent weather conditions, low temperatures do not present a problem. In order to prevent high temperatures within the trailer itself, the trailer should have a white surface. If the powered glider is to be stored for a long period of time in the trailer, all uncovered metal fittings (wing bolts, empennage fittings) should be greased to protect them from corrosion. When storing the assembled Apis/Bee in an powered glider hangar for longer periods of time, particular attention should be paid to the fact that the hangar is dry. Parking the powered glider in the open in normal weather conditions poses no problem, even if it is parked for several weeks during a holiday. The canopy should, however, be covered with a clean cloth. Should heavy rainfall be forecast, it is recommended that the canopy slit be taped up in order to prevent water from gathering in the cockpit.

82 82 Apis/Bee light powered glider Handling and maintenance Should thunderstorms or heavy winds be forecast, the Apis/Bee should be tied down, preferably in front of the horizontal tail fin and at the wing tips. If hail is expected, the varnish can be protected against damage by covering the Apis/Bee with a large tarp. CAUTION! SHOULD THE AIRCRAFT BE STORED AND/OR OPERATED IN AREAS WITH HIGH AT- MOSPHERIC HUMIDITY PAY SPECIAL ATTENTION TO EVENTUAL CORROSION OF METAL PARTS, ESPECIALLY INSIDE THE WINGS. UNDER SUCH CIRCUMSTANCES IT IS NECESSARY TO REPLACE THE SPOILERS (AIRBRAKES ) CONNECTOR ROD EVERY 2 YEARS. CAUTION! MAKE SURE THE CABIN IS CLOSED AND LOCKED EVERYTIME YOU LEAVE THE AIR- CRAFT AS OTHERWISE THE FRAME CANOPY FRAME MAY NO LONGER FIT THE FUSELAGE AFTER A WHILE AS PLEXIGLASS AND FIBER HAVE SIGNIFICANTLY DIFFERENT STRETCH COEFFICIENTS. Cleaning Use pure water and a soft piece of cloth to clean the aircraft s exterior. If you are unable to remove certain spots, consider using mild detergents. Afterwards, rinse the entire surface thoroughly. Lexan glass surfaces are protected by an anti-scratch layer on the outside and an anti-fog coating on the inside of the cabin. Always use pure water only to clean the glass surfaces, not to damage these protection layers and coatings. To protect the aircraft s surface (excluding glass surfaces) from the environmental contaminants, use best affordable car wax. The interior is to be cleaned with a vacuum cleaner. Keeping your aircraft in perfect shape Precautions 1) DO NOT Use ANY aggressive cleaning solutions and organic solvents, also the window cleaning spray, benzene, acetone. aggressive shampoos etc. 2) If you must use an organic solvent (acetone) on small areas to remove certain glue leftovers or similar, the surface in question MUST be polished thereafter. The only section where polishing should be avoided is the edge on the wing where the sealing gasket is applied. 3) When flying in regions with a lot of bugs in the air, you should protect the leading edges of the airframe before flight (propeller, wings, tail) with Anti static furniture spray cleaner: Pronto (transparent), manufacturer: Johnson Wax (or anything equivalent) Worldwide, approximate price is only $3 USD / 3 EUR for a 300 ml spray bottle. Using such spray, do not apply it directly onto the wing but into a soft cloth instead (old T-shirts are best). 4) After having finished with flight activity for the day, clean the leading edges of the airframe as soon as possible with a lot of water and a drying towel (chamois, artificial leather skin). This will be very easy to do if you applied a coat of Pronto before flight. Detailed handling (Airframe cleaning instructions) Every-day care after flight Bugs, which represent the most of the dirt to be found on the airframe, are to be removed with clean water and a soft mop (can be also drying towel, chamois, artificial leather skin).

83 Apis/Bee light powered glider 83 Handling and maintenance To save time, soak all the leading edges of the airframe first. Make sure to wipe ALL of the aircraft surface until it is completely dry at the end. Clean the propeller and the areas with greasy spots separately using a mild car shampoo with wax. CAUTION! DO NOT, UNDER ANY CIRCUMSTANCES ATTEMPT TO USE AGGRESSIVE CLEANING SOLUTIONS, AS YOU WILL SEVERELY DAMAGE THE LACQUER, WHICH IS THE ONLY PROTECTIVE LAYER BEFORE THE STRUCTURAL LAMINATE. When using the aircraft in difficult atmospheric conditions (intense sunshine, dusty winds, coastline, acid rains etc.) make sure to clean the outer surface even more thoroughly. If you notice you cannot remove the bug-spots from the leading edges of the aircraft, this means the lacquer is not protected any more, therefore it is necessary to polish these surfaces. CAUTION! DO NOT, UNDER ANY CIRCUMSTANCES ATTEMPT TO REMOVE SUCH BUG-SPOTS WITH ABRASIVE SPONGES AND/OR ROUGH POLISHING PASTES. Periodical cleaning of all outer surfaces with car shampoo Clean as you would clean your car starting at the top and working your way downwards using a soft sponge. Be careful not to use a sponge that was contaminated with particles e.g. mud, fine sand) not to grind the surface. While cleaning, do soak the surface and the sponge many, many times. Use a separate sponge to clean the bottom fuselage, as is it usually more greasy than the rest of the airframe. When pouring water over the airframe, be careful not to direct it over the fuel reservoir caps, wing-fuselage joining section, parachute rescue system straps and cover, pitot tube, tail static probe and engine covers. Always water the shampooed surfaces again before they become dry! Thereafter, wipe the whole of the aircraft dry using a drying towel, chamois or artificial leather skin. Also, clean the Mylar wing and tail control surfaces gaskets. Lift the gaskets gently and insert ONE layer of cloth underneath, then move along the whole span of the gasket. Ultimately, you may wish to apply Teflon grease (in spray) over the area where the gaskets touch the control surfaces. Polishing by hand Use only the highest quality polishing pastes WITHOUT abrasive grain, such as Sonax Extreme no.1 or similar. Start polishing on a clean, dry and cool surface, never in the sunshine! Machine polishing requires more skills and has its own particularities, therefore it is recommended to leave it to a professional. Cleaning the Plexiglass transparent surfaces It is most important to use really clean water (no cleaning solutions are necessary) and a really clean drying towel (always use a separate towel ONLY for the glass surfaces), Should the glass surfaces be dusty, remove the dust first by puring water (not spraying!) and gliding your hand over the surface, Using the drying towel, simply glide it over the surface, then squeeze it and soak it before touching the glass again. If there are bugs on the windshield, soak them with plenty of water first, so less wiping is necessary. Ultimately, dry the whole surface and apply JT Plexus Spray ($10 USD / 10 EUR per spray) or at least Pronto anti static (transparent) spray and wipe clean with a separate soft cotton cloth.

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85 Apis/Bee light powered glider 85 Appendix Conversion tables Apis/Bee motorglider checklist