Union Aviation, Inc. P.O. Box # 207 Sturgis, Kentucky 42459

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1 P. 0. Box 207 Sturgis, KY, Hand Control Cessna 172, A-N P.O. Box # 207 Sturgis, Kentucky FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT UNION AVIATION HAND CONTROL Table of Contents SECTION PAGE General 4 Limitations.4 Emergency Procedures 6 Normal Procedures.6 Performance 7 Weight and Balance 7 Airplane & System Descriptions 7 Installation Instructions 8 3 Cessna 172 FAA Approved DATE: DEC kev. A

3 P. 0. Box 207 Sturgis, KY, Hand Control Cessna 172, A-N P.O. Box # 207 Sturgis, Kentucky FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT UNION AVIATION HAND CONTROL SECTION I GENERAL The information in this document is FAA Approved material which together with the basic Cessna CE-172, 172A, 172B, 172C, 172D, 172E, 172F, 172G, 172H, 172J, 172K, 172L, 172M and 172N Airplane Flight Manual, is applicable and must be carried in the basic manual when the airplane is modified by the installation of a hand-operated rudder control system in accordance with Supplemental Type Certificate SA860S0. The Union Aviation Hand Control enables the pilot to have full rudder, nose wheel and brake control of the aircraft. The control arm extends from the rudder pedals upward and rearward on the pilot's right side. The control ring is mounted on the control arm at the upper end and is adjustable for the pilot's requirements. The pilot with his arm inserted through the ring may position his hand on the throttle and move the control left or right as required with forearm and wrist movement. Movement of the control arm to the left deploys the left rudder. By raising the bar in the left position left rudder is still deployed and the left brake is activated. Movement to the right attains the same results with right rudder or rudder and brake. With the control centered and the rudder pedals in neutral position, lifting of the arm activates both brakes. If the pilot chooses to use the control without the control ring attached he may develop his own techniques moving his right hand from the bar to the throttle or flaps. This may limit the utility of the control. Cessna 172 FAA Approved DATE: jvc Rev. A 4

5 P. 0. Box 207 Sturgis, KY, Taxi During taxi the nose wheel is steered through rudder deployment and if required brake may be used. Due to the amount of travel required it may be advisable to use the left hand to operate the control in hard left turns leaving the right arm for throttle control. Also, the left hand may be used to hold brake while the run-up is conducted. The control wheel can be left free during normal taxi conditions. Takeoff With the pilot's hand through the control ring and on the throttle advance the throttle while gradually adding right forearm pressure to offset the torque and maintain runway heading. Lift off is accomplished in the normal manor with the left hand on the control wheel. At the pilot's discretion he may remove his arm from the ring and maintain rudder pressure, holding the bar or ring in his right hand. During rotation maintain climb attitude to preclude nose wheel touchdown should the aircraft contact the runway after liftoff. Directional control is maintained with coordinated rudder and aileron during climb out. Flight Operation During flight many maneuvers can be made without use of the rudder. However, the pilot can use the control to perform slips, stalls and other maneuvers with his arm through the control ring and hand on the throttle, or simply using the control with his right hand. Landing The landing approach is made with the pilot's arm through the control ring and his hand on the throttle. Normal crosswind landing techniques are used as required. With the pilot's left hand on the control wheel and his right forearm providing directional control with rudder and his right hand controlling the throttle. Flaps should be extended as desired early on final approach because it may require removing the pilot's arm from the control ring to reach the flap control. Aborted Landings Hand Control Cessna 172, A-N Normal procedures for a go-around should be used. The pilot may have to remove his arm form the control bar for flap retraction. This should be done only if the aircraft is not in contact with the ground. Cessna 172 FAA Approved DATE: DEC Rev. A 5

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7 SECTION P. 0. Box 207 Sturgis, KY, II LIMITATIONS Hand Control Cessna 172, A-N 1. The Following placard is to be installed on the Rudder Hand Control in full view of the Pilot: "OPERATION OF THE AIRCRAFT WITH THE HAND-CONTROLLED RUDDER SYSTEM INSTALLED MUST BE CONDUCTED IN ACCORDANCE WITH THE UNION AVIATION, INC. FAA APPROVED AFM SUPPLEMENT DATED 2. Installation of the Union Aviation Hand Control System by a certificated (Student Pilot or Private Pilot) is approved only if that pilot has demonstrated installation proficiency to FAA Flight Standards and has obtained the appropriate logbook endorsement from the FAA. 3. Prior to Solo operation of the aircraft by a (student or private) pilot, authorization (Pilot Logbook Endorsement) by either a Certificated Flight Instructor (CFI) or FAA Operations Safety Inspector must have been obtained. 4. Prior to operation of the aircraft by a certificated pilot, proficiency in the use of the system must have been demonstrated to an FAA Operations Safety Inspector in accordance with 14 CFR Section , Special Issuance of Medical Certificates. 5. Maximum demonstrated cross-wind velocity is 12 knots. SECTION III EMERGENCY PROCEDURES No change. Cessna 172 FAA Approved DATE: DEC Rev. A 6

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9 P. 0. Box 207 Sturgis, KY, Hand Control Cessna 172, A-N SECTION IV NORMAL PROCEDURES The control is designed to provide fully operated hand control in Cessna CE-172, 172A, 172B, 172C, 172D, 172E, 172F, 172G, 172H, 172J, 172K, 172L, 172M and 172N aircraft. FAA approved by Supplemental Type Certificate SA860S0. The control attaches to the rudder pedals in accordance with the attached installation instructions. Prior to flight the pilot should ensure there is full braking and rudder movement. The Union Aviation Hand Control FAA approved AFM Supplement Dated XXXXXX is required when this control is installed. An appropriate maintenance record entry: INSTALLED UNION AVIATION HAND CONTROL IN ACCORDANCE WITH STC SA860S0. ENSURED THERE IS FULL BRAKING AND RUDDER MOVEMENT. AIRCRAFT TOTAL TIME: PILOTS NAME & CERT#: The hand control can be operated from either the left or right pilot position. It does not interfere with the normal rudder leg operation by either pilot. SECTION V PERFORMANCE No Change. SECTION VI WEIGHT AND BALANCE See current weight and balance data. Cessna 172 FAA Approved DATE: DFc Rev. A 7

11 P. 0. Box 207 Sturgis, KY, SECTION VII AIRPLANE & SYSTEM DESCRIPTION Hand Control Cessna 172, A-N See Union Aviation, Inc STCSA860S0, Installation instructions for aircraft Hand Control for complete description of the system. INSTALLATION INSTRUCTIONS A. Bracket Attachment Begin installation by attaching Brackets C-3-1L or C-3-4L and C- 3-1R or C-3-4R to the respective rudder pedals. C-3-1L to the left rudder and C-3-1R to the right rudder. Position brackets in place, make sure they rest squarely on the top of the rudder pedals and that they are as close to the center of the pedal as side clearance will allow. To permanently attach brackets C-3-1L and R mark and drill 1/4" holes for bracket mounting bolts C-3-2 and nuts C-3-3. The holes are not required for the portable brackets C-3-4L and R. Attach and secure 4 bolts C-3-2 and nuts C-3-3. For portable installation position brackets C-3-4L, C-3-4R in place and tighten bolts C-3-2 securely and lock in place with check nuts C-2-7. The security of these bolts should be included in the preflight check of the aircraft prior to any flight. C-2-7 is also used as a check nut for brake adjustment bolts. Cessna 172 FAA Approved DATE: DEC 2 p 2 Rev. A 8

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13 B. P. 0. Box 207 Sturgis, KY, *Assembly of Spherical Pivots C-5-1 Hand Control Cessna 172, A-N Screw check nuts C-5-2 on both C-5-1 pivots about one-inch in on shaft. Screw the threaded shafts of the pivots into each bracket until the shaft becomes flush with the back side of the bracket's threaded collar, and the pivot's retainer is at a right angle with the bracket top. Tighten check nuts. C. *Control Unit Assembly Insert brake adjustment bolts and check nuts C-2-6 and C-2-7 in the pivot blocks C-2-2. The end of the bolts should extend approximately' inch into the channel. D. *Attach Control Unit to Brackets With the unit in front of the pedals and below, raise the left side and slide the end of Control Bar C-2-1 into the left pivot. 411 Slide the bar to the extreme left while raising it then slip the right end of the Control Bar into the right pivot. Install washers C-2-9 and pins C-2-8 on the terminal ends of the Control Bar. Attach "J" Bars C-4-1 on to the pivot blocks C-2-2 with Clevis pin C-2-3 Washers C-2-4 and Cotter pin C-2-5. Notice the middle hole in the "J" Bar is used in this installation. Cessna 172 FAA Approved DATE: DEC Rev A 9

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15 P. 0. Box 207 Sturgis, KY, Hand Control Cessna 172, A-N E. Adjustment The inside radius of the "J" Bar should be a minimum of one-half inch below the bottom edge of the rudder pedal. If this is not the case change the mounting hole on the top of the "J" Bar to provide the needed clearance. *The units are shipped with these assembled. Upward travel of the control arm should provide full braking before the arm comes in contact with the instrument panel, control yolk (all positions) or throttle, carb heat etc. Conversely braking action should not be effected while the arm is in it's down position. Braking action can be changed by changing the position of adjusting bolts C-2-6. As the bolts are turned in (clockwise) the brakes will be engaged sooner relative to control arm vertical/up movement. Conversely turning this bolt out (counter-clockwise) brake action will be delayed. If full rudder movement is not attained in lateral movement of the control arm, adjustment of the spherical pivots in or out will provide a change in the control arm position, providing more clearance as needed. Any change in the spherical pivots position will require further adjustment of the brake adjustment screws. The Unit is designed so the control arm and control bar will have adequate clearance. If adjustments do not provide the required clearances the control arm may be bent provided no stress is placed on the control bar, or the weld attaching the control arm to the control bar. Cessna 172 FAA Approved DATE: nec 2 o 2004 Rev. A 10

17 P. 0. Box 207 Sturgis, KY, F. Checks Check pins at the control bar ends for security. Hand Control Cessna 172, A-N G. Control Removal Check the ends of the Control Bar and bracket for sufficient clearance between the center console and the left wall of the fuselage through full travel of the unit. Check clearances of the control arm in all positions with control wheel, throttle, carburetor heat, etc in their respective full travel positions. Remove "J" Bars and loosen bolts that attach brackets and remove unit. For the hand control to work safely and efficiently it is important that the rudder and brake systems of the aircraft be in good condition Check the rudder system for weak springs and replace them if necessary. H. Parts List C Control Arm C Control Bar C-3-1L 1 Bracket, Left C-3-1R 1 Bracket, Right C "J" Bars C Control Ring C Spherical Pivot C Clevis Pin C Clevis Pin Washers C Clevis Pin Cotter Pins C Adjustment Bolt C Adjustment Bolt-Check Nut C Control Bar Pin C Control Bar Washer C Bracket Attachment Bolts C Bracket Attachment Nuts C Spherical Pivot Check Nut C-3-4L 1 Bracket, Left Portable C-3-4R 1 Bracket, Right Portable Cessna 172 FAA Approved DATE: DEC Rev. A

19 INSTALLATION INSVUCTIONS CESSNA 172 and 177 j UNION AVIATION Co Arr,419.. HAND CONTROL R/440 UNION AVIATION, INC..0.. Box 207 urgis, Ky CON 2"-Rot_ ARIT awgz4k, nssi-,e,,,,,t Fiyor 1E3 (ftdrehc n;:i7r 6j 04 s pir 4e.?IN 4 S p "' / E_ Air'ACk IC ).07', V.7 r afficke.tr. c- c-. z M oog- Page 6 of 6

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... III/11111V 1111 M,r..e.,."4/2 (Ca4,,ea...c.i.le. 3tipp1clucno1 Tiruc -0:crtificnit SA860S0,Ce,/.102,..P.AfIAZIGCC01..6, %? "le/ At '1.778/i?,6111.CILYZA&G.Z.,7%!Zal;:0 24.+1;14,74:4017.41,:e47.72.

21 ... III/11111V 1111 M,r..e.,."4/2 (Ca4,,ea...c.i.le. 3tipp1clucno1 Tiruc -0:crtificnit SA860S0,Ce,/.102,..P.AfIAZIGCC01..6, %? "le/ At '1.778/i?,6111.CILYZA&G.Z.,7%!Zal;: ;14,74: ,:e , reee". 2: A17.-..on,"?/?.ccil -,././u.,...a.17,..wr,-.4(4:gr.c.12p,,nryee-fi,ci.nenal,-1/ge,w 3* C iv 11 Air *Part 3 effective Nov. 1, 1949, as amended by 3-1 through Al2 Cessna Ari., , 172A,.172B, 172C, 172D, 172E, 172F, 172G, 172H, 172J, 172K, 172L, 172M and 172N Installation of portable hand control manufactured in accordance with Union Aviation, Inc. Drawing LiSt. No. 101, dated August 27, 1975, and installed in accordance with Installation Instructions dated - October 15, FAA approved Supplemental Flight Manual dated October 21, 1975, is a required part of this modification. 411 enz,"..,/,: 1,,,14,',atz, 4,:The approval of this change in type design applies basically to the Cessna 172 series airplanes only. This approval should not be extended to other aircraft of this model on which other previously approved modifications are incorporated unless it is determined by the installer that the interrelationship between this change - and any of those other - previously approved modifications will introduce no adverse effect upon the. airworthiness of that aircraft. The determination should include consideration of significant changes in'weight distribution such as an increase in the fixed disposable weight in the fuselage....66),194.24,..and...lkaanw,4 7/4-2!241,...a4..,LA.:1://taa.iiek-,a//,roval-dcaltncruzen,...:n////44.46rcii144-ar-.4NC/IZZ ".64: G124:-er..I.P.CliC4.42,11.C4:42,-4.1"-MaL04:67?".4:44,-4:1,,WIGT`Lt Cle:Z X614te'S& ,V7V2i07.C/e/Le...1.1,76.-a dye:ate:on, Siiii-u7n.c.-14.aire:o.ru 6.?..4,,A2hapv: June 20, October 21, 1975 November 22, A4nAin4:16927 r. - N F. VOGEL, (szlenature) Chief, ngineering and Manufacturing Branch Fliht Standards Diviqinn (Tide) Any alteration of this certificate is punishable by a fine of not exceeding SI,000, or imprisonment not exceeding 3 years, or both. FAA f cakm (10-68)- This certificate may be transferred in accordance with FAR

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23 ON AVIATION, INC. 0. BOX STURGIS, KENTUCKY FAA APPROVED SUPPLEMENTAL FLIGHT MANUAL FOR UNION AVIATION HAND CONTROL ON CESSNA MODEL 172 This Supplemental Flight Manual provides information pertaining to the Union Aviation hand control when installed in accordance with STC SA860S0. For limitations, procedures and performance. information not contained in this manual, refer to the FAA approved markings, placards and manuals. FAA Approved 4, ief, nginee ing and,nrnufacturing ranch //Southern Region, FAA Date October 21, 1975 Page 1 of 3 Pages

25 e UNION AVIATION, INC. P. 0. BOX 207 STURGIS, KENTUCKY SUPPLEMENTAL FLIGHT MANUAL FOR CESSNA - I-7T SECTION I. LIMITATIONS No change. SECTION II. OPERATING PROCEDURES General The Union Aviation Hand Control enables the pilot to have full rudder nose wheel and brake control of the aircraft. The control arm extends from the rudder pedals upward and -- rearward on the pilots right side. The control ring is mounted on the control arm at the upper end and is adjustable for the pilot's requirements. The pilot with his arm inserted through,the ring may position his hand on the throttle and --.' move the control left or right as required with forearm and wrist movement. Movement of the control arm to the left deploys the left rudder. By raising the bar in the left position left rudder is still deployed and the left brake is activated. Movement to the right attains the same results with right rudder or rudder and brake. With the control centered and the rudder pedals in neutral position, lifting of the arm activates both brakes. If the pilot chooses to use the control without the control ring attached he may develop his own techniques moving his right hand from the bar to the throttle or flaps. This may limit the utility of the control. Taxi During taxi the nose wheel is steered through rudder deployment and if required brake may be used. Due to the amount of travel required it may be advisable to use the left hand to operate the control in hard left turns leaving the right arm for throttle control. Also, the left hand may be used to hold brake while the run-up is conducted. The control wheel can be left free during normal taxi conditions. FAA APPROVED October 21, 1975 Page 2 of 3 Pages

27 ".). UNION AVIATION, INC. AIIP. O. BOX 207 SUPPLEMENTAL FLIGHT MANUAL 10,STURGIS, KENTUCKY FOR CESSNA 172 Takeoff With pilot's hand through the control ring and on the throttle advance the throttle while gradually adding right forearm pressure to offset the torque and maintain runway heading. Lift off is accomplished in the normal manner with the left hand on the control wheel. At the pilot's discretion he may remove his arm from the ring and maintain rudder pressure, holding the bar or ring in his right hand. During rotation maintain climb attitude to preclude nose wheel touchdown should the aircraft contact the runway after liftoff. Directional control is maintained with coordinated rudder and aileron during climb out. Flight Operation During flight many maneuvers can be made without use of the rudder. However, the pilot can use the control to perform slips, stalls and other maneuvers with his arm through the control ring and hand on the throttle, or simply using the control with his right hand. Landing The landing approach is made with the pilot's arm through the control ring and his hand on the throttle. Normal crosswind landing techniques are used as required. With the pilot's left hand on the control wheel and his right forearm providing directional control with rudder and his right hand controlling the throttle. Flaps should be extended as desired early on final approach because it may require removing the pilot's arm from the control ring to reach the flap control. Aborted Landings Normal procedures for a go-around should he used. The pilot may have to remove his arm from the control bar for flap retraction. This should be done only if the aircraft is not in contact with the ground. SECTION III. PERFORMANCE INFORMATION Maximum demonstrated cross-wind velocity is 12 knots. Amk.FAA APPROVED October 21, II/ Page 3 of 3 Pages

29 o INSTALLATION INSTRUCTIONS SSNA 172 and 177 UNION AVIATION HAND CONTROL UNION AVIATION, INC.. P.O. Box 207 Sturgis, Ky INSTALLATION INSTRUCTIONS UNION AVIATION, INC. AIRCRAFT HAND CONTROL October 15, 1975 For the hand control to work safely and efficiently it is important that the rudder and brake systems of the aircraft be in good condition. Check the rudder system for weak springs and replace them if necessary. Page 1 of 6

31 111NS:TALLATION IITRUCTIONS tessna 172 and 177 ' UNION AVIATION HAND CONTROL UNION AVIATION, INC. P.O. Box 207 St'irgis, KY A. Bracket Attachment Begin installation by attaching Brackets C-3-IL or C-34L and C-3-IR or C-3-4R to the respective rudder pedals. C-3-IL to the left rudder and C-3-IR to the right rudder. Position brackets in place,.make sure they rest squarely on the top of the rudder pedals and that they are as close to the center of the pedal as side clearance will allow. To permanently attach brackets C-3-IL and R mark and drill 4" holes for bracket mounting bolts C-3-2 and nuts C-3-3. The holes are not required for the portable brackets C-3-4L and R. Attach and secure 4 bolts C-3-2 and nuts C-3-3. (Do not exceed one turn after contact with pedal.) For portable installation position brackets C-3-4L, C-3-4R in place and tighten bolts C-3-2 securely and lock in place with check nuts C-2-7. The security of these bolts should be included in the preflight check of the aircraft prior to any flight. C-2-7 is also used as a check nut for brake adjustment bolts. B. *Assembly of Spherical Pivots C-5-1 Screw check nuts C-5-2 on both C-5-1 pivots about one-inch in on shaft. Screw the threaded shafts of the pivots into each bracket until the shaft becomes flush with the back side of the bracket's threaded collar, and the prvot's retainer is at a right angle with the bracket top. Tighten check nuts. C. *Control Unit Assembly Insert brake adjustment bolts and check nuts C-2-6 and C-2-7 in the pivot blocks C-2-2. The end of the bolts should extend approximately 4 inch into the channel. *The units are shipped with these assembled. Page 2 of 6

33 41,. einstallati9n INSTRUCTIONS. CESSNA 172 and 177 UNION AVIATION HAND CONTROL.UNION AVIATION, INC. P.O. Box 207 Sturgis, Ky ' E. Adjustment D. *Attach Control Unit to Brackets With the unit in front of the pedals and below, raise the left side and slide the end of Control Bar C-2-1 into the left pivot. Slide the bar to the extreme left while raising it then slip the right end of the Control Bar into the right pivot. Install washers C-2-9 and pins C-2-8 on terminal ends of the Control Bar. Attach "J" Bars C-4-1 on to the pivot blocks C-2-2 with Clevis pin C-2-3 Washers C-2-4 and Cotter pin C-2-5. Notice the middle hole in the "J" Bar is used in this installation. The inside radius of the "J" Bar should be a minimum of one-half inch below the bottom edge of the rudder pedal. If this is not the case change the mounting hole on the top of the "J" Bar to provide the needed clearance. Upward travel of the control arm should provide full braking before the arm comes in contact with the instrument panel, control yoke (all positions) or throttle, carbheat etc. Conversely braking action should not be effected while the arm is in it's down position. Braking action can be changed by changing the position of adjusting bolts C-2-6. As the bolts are turned in (clockwise) the brakes will be engaged sooner relative to control arm vertical/up movement. Conversely turning this bolt out (counter-clockwise) brake action will be delayed. If full rudder movement is not attained in lateral movement of the control arm, adjustment of the spherical pivots in or out will provide a change in the control arm position, providing more clearance as needed. Any change in the spherical pivots position will require further adjustment of the brake adjustment screws. *The units are shipped with these assembled. Page 3 of 6

35 IIKSTALLATION INSTRUCTIONS - CISSNA 172 and 177 UNION AVIATION HAND CONTROL -UNION AVIATION, INC.. P.O. Box 207 Sturgis, Ky The Unit is designed so the control arm and control bar will have adequate clearance. g,adjustmehts do not prov,i0 the required clearances the control 71Arit,;,proyided no stress is placed on the arrig-the weld attaching the control arm otdwintro4, bar. F. Checks G. Control Removal Check pins at the control bar ends for security. Check the ends of the Control Bar and bracket for sufficient clear-dance between the center console and the left wall of the fuselage through full travel of the unit. Check clearances of the control arm in all positions with control wheel, throttle, carburetor heat, etc in their respective full travel positions. Remove "J" Bars and loosen bolts that attach brackets and remove unit. For the hand control to work safely and efficiently it is important that the rudder and brake systems of the aircraft be in good condition Check the rudder system for weak springs and replace them if necessary. Page 4 of 6

37 ., to INSTALLATION INSTRUCTIONS CESSNA 172 and 177 UNION AVIATION HAND CONTROL UNION AVIATION, INC. P.O. Box 207 Sturgis, Ky H. Parts List Part Quantity Part Name C-1-1 C-2-1 C-3-1L C-3-1R C-4-1 C-6-1 C-5-1 C-2-3 C-2-4 C-2-5 C-2-6 C-2-7 C-2-8 C-2-9 C-3-2 C-3-3 C-5-2 C-3-4L C-3-4R 1 Control Arm Control Bar 1 Bracket, Left 1 Bracket, Right 2 "J" Bars 1' Control Ring 2 Spherical Pivot 2 Clevis Pin 4 Clevis Pin Washers 2 Clevis Pin Cotter Pins 2 Adjustment Bolt 2 Adjustment Bolt-Check Nut 2 Control Bar Pin 2 Control Bar Washer 4 Bracket Attachment Bolts 4 Bracket Attachment Nuts 2 Spherical Pivot Check Nut 1 Bracket, Left Portable 1 Bracket, Right Portable Page 5 of 6

39 UN,ION AVIATION, INC. P. O. BOX 207 STURGIS, KENTUCKY FAA APPROVED SUPPLEMENTAL FLIGHT MANUAL FOR UNION AVIATION HAND CONTROL ON CESSNA MODEL 172 This Supplemental Flight Manual provides information pertaining to the Union Aviation hand control when installed in accordance with STC SA860S0. For limitations, procedures and performance. information not contained in this manual, refer to the FAA approved markings, placards and manuals. FAA Approved lef, nginee ing and )1,1Fnufacturing ranch /Southern Region, FAA Date October 21, 1975 Page 1 of 3 Pages

I. DISPATCH PLANNING & AIRCRAFT EXTERIOR CHECK

SCHODACK AVIATION Page 1 of 10 I. DISPATCH PLANNING & AIRCRAFT EXTERIOR CHECK 1. Flight Planning 1. Aircraft requirements & preparation: 1. Required aircraft documents: 1. Airworthiness Certificate 2.