X-AIR Series "H" - Raj Hamsa Ultralight
Contents
1. corns or crops This will protect you from a violent braking effect due to the plants c On Water Height over water is difficult to judge Release your safety belt Face the wind Make a mental preparation for your landing and try to figure out the best direction to swim away Touch the water as slow as you can slightly nose up Once in the water don t panic leave the aircraft without haste the aircraft will not start sinking before a couple of minutes and don t try to take anything with you 10 d In the Trees If possible select preferably low and dense trees fasten your safety belt full tight Keep good speed in final the air is often turbulent over trees As soon as you hear the first leaves brushing your wheels pull the nose up full stick back to cut the speed and good luck XV DISMANTLING FOR LAND TRANSPORT We suggest to operate on grass or a soft surface to avoid damaging tubes or spoiling the sail A Dismantling The stabilisers elevators The rudder and the tail plane will remain in place or the horizontal surfaces may be removed 1 Release cables tension by turning clockwise the tensioner on the fin leading edge 2 Take out the lower cables 3 Pull out the stabilisers from their sockets Store safely Removal of the wings Each wing is fixed in 3 points Leading edge cockpit Trailing edge cockpit Wing struts cockpit 1 Remove 1 safety ring inside cockpit from each pin 2 12. left hand side rudder pedals only control 1 brake on each main undercarriage wheel Trim handle located on cabin ceiling centre controls elevator trim forward aircraft nose down Flaps control lever on cabin ceiling left side lever down flaps down Two engine ignition switches dual electronic ignition toggle up on Master switch key operated turn clockwise on Self starter switch press to start fuel pump switch toggle up on Choke lever lever pulled choke open conventional Effects of controls Action on controls Effect obtained Press right foot aircraft yaws to the right Press left foot aircraft yaws to the left Stick to the right aircraft banks to the right Stick to the left aircraft banks to the left Stick forward aircraft nose down Stick back aircraft nose up Throttle forward increase power Throttle back reduce power 2 Instruments Standard ASI air speed indicator Altimeter Ball Compass Tachometer RPM Hour meter CHT Oil temperature amp pressure gauge Charge indicator Options Intercom VHF radio and additional engine monitoring instruments GPS etc 3 Fuel tanks Standard capacity 80 liters in 1 single FRP tank located behind the seats Drain Breather Tank transparency ensures visual fuel level check 4 Other features cockpit doors luggage boot 20 kg max behind seats and wheel pants are standard HI PRE FLIGHT CHECK A go
3. sail the elevator hinges amp the sail condition the stabiliser cables on top and bottom proper tension is required these cables should never be loose the elevator control plates as well as connection to push pull rods fork the rudder hinges amp the sail condition the rudder cables connection with the rudder plate the trim tab connections go on observing the left side of the fuselage look into the cockpit and check the sticks and corresponding pulleys cables ailerons cables fittings turnbuckles and pulleys on top the rudder cables condition especially between the seats and make sure that they are crossed in the fuselage ref annex 4 the throttle cable and choke cable connections in the cockpit free moving and exempt of fray or damage the fuel tank cap is closed and the content is sufficient for the anticipated flight the fuel filter condition the fuel line connections check the left wing in the same manner as you did the right one You are back at the nose your tour is now complete and you may fly with peace of mind 3 Instruments verify ASI functioning and set altimeter verify the proper functionning of all installed instruments before take off for a cross country flight the reading of the compass must be checked against a known reference runway markings for example IV STARTING THE ENGINE Jabiru 2200 If you respect the following procedure you will avoid problems while st
4. CRAFT MAINTENANCE LOG BOOK where you will record any problem work modification etc related to your aircraft This is a mandatory DGCA requirement You will have to comply with the maintenance schedule of annex 3 then sign amp date the sheets in the bottom box after having executed and ticked the respective operations ATTENTION At the time of renewal of your PERMIT TO FLY you will have to provide an up to date Journey Log Book and an up to date Maintenance Log Book along with the duly filled Maintenance Shedule sheets ann 3 The in between 1000 hours operations of maintenance are simple and anyone with a sense of cleanliness and method can do it On the other hand We recommand that you send your engine to us For OVERHAUL EVERY 1000 HOURS We have the expertise for decarbonising and overhaul and it is easy enough for you to remove the engine and crate it to us the work will be done quickly and safely at a reasonnable fee To make our task easier we request you to send your Maintenance Log Book along with the engine XVII CONCLUSION We have tried to give a maximum of usefull informations in this manual however it is possible that in the course of your flying activities some questions will raise in your mind When in doubt do not hesitate to contact us at the phone numbers given at the beginning of this manual Always remember that in our sport mistakes may be heavy in consequences so check and recheck your air
5. X AIR Series H Aircraft designed amp manufactured by RAJ HAMSA ULTRALIGHTS PVT LTD INDIA Aircraft denomination X air H Hanuman France Europe X air H Hanuman India X air H Hawk UK USA Canada Australia USER S MANUAL AND MAINTENANCE MANUAL FOR AIRFRAME amp JABIRU 2200 AERO ENGINE SUMMARY PAGE I Description and usage II List of controls instruments and equipment III Pre Flight Check IV Starting the engine V Taxiing and the vital actions VI Take off VII Turn and evolutions VIII Flying in turbulence IX Stall X Flying at high speed XI Approach and landing XII Flying in cross wind XIII Behaviour of the aircraft with respect to weight XIV Emergency procedures forced landings XV Dismantling for transport XVI Maintenance XVII Conclusion Annex 1 Aircraft limitations Annex 2 Technical Data amp Performance MPONNNDIADIF BNR RP nnmnnn BERO O Raj Hamsa Ultralights Pvt Ltd 40 Goshala Road Mahadevpura P O BANGALORE 560048 Tel 91 0 8056965835 Fax 91 0 808518485 Web site http www x air in RAJ HAMSA ULTRALIGHTS PRIVATE LIMITED X AIR Series H USER S MANUAL AND MAINTENANCE MANUAL I DESCRIPTION amp USAGE HANUMAN is a fixed wing ultralight aircraft two seater side by side front engine mounted low in a cowling high wing tricycle undercarriage fitted with conventional 3 axis controls ailerons elevator and rudder In its sta
6. act that the aircraft may eventually endure the loads applied while executing drastic maneuvres it has not been designed in view of performing aerobatics and furthermore aerobatic maneuvers are prohibited with an ultralight aircraft VIII FLYING IN TURBULENCE Thanks to the dihedral the sweep back and the washout induced in the wing design Hanuman is self stable and when disturbed from its course will return to a normal attitude on its own therefore it is important for the pilot to understand that tension is not necessary just let the aircraft fly and do the least possible corrections While landing in strong wind conditions never forget the gradient effect which may induce unexpected stalls at low altitude particularly in the last turn misjudment of gradient is a too frequent cause of accident in light aircraft so beware avoid steep banks and at low height do fly at 80 Km h or more IX STALL To understand perfectly the flight envelope of your machine you must perform a few stalls To do so climb at 1000 ft AGL and begin with stalls engine idle At about 60 Km h the aircraft clean becomes less responsive If you pull the stick further backwards the aircraft will execute a gentle stall break Allow the stick forward open throttle and the aircraft will recover by himself At higher power settings the high nose attitude will be more impressive and the break rougher the maximum altitude loss will be 30 meters in a fu
7. arting your engine a Cold engine Check throttle closed Lever back Prime the carburetors by mean of electric pump Keep ignition off and choke closed Press starter button amp rotate the propeller for a few seconds Choke fully closed pulled up Throttle closed Both ignition switches on Check for CLEAR PROP Press the self starter button the engine should start at once 9 As soon as started open throttle slowly up to 1300 RPM and upon CHT reaching about 100 degree C re open progressively the choke till fully opened pushed down 10 Warm up the engine till CHT reaches about 150 deg C Oil temperature should reach about 80 deg C ANAT PEP SNP WARNING Never forget to close the choke failing which your power will be drastically affected in flight Never forget to switch off the electric pump a pump permanently on increases fuel consumption by 30 This pump is a primer or else a back up to be used only in the 2 following cases 1 emergencies due to engine misbehaviour related to fuel starvation whatever the cause 2 aS a preventive measure in case of marginal take off in hostile surroundings for a brief duration say 1 minute b Warm engine throttle idle position pressing the starter is sufficient to restart Do NOT use the choke V TAXIING amp THE VITAL ACTIONS Before anything you should have investigated your aircraft limitations Please refer to annex 1 You are now sitting on board you h
8. ave tightened your shoulder harness The front wheel control is coupled with the rudder Push the left pedal to turn left the right pedal to turn right On rough surface we recommend to taxi faster with stick back front wheel up Steering control with the rudder becomes efficient from 15 Km h onwards At the end of the taxiway and before take off you are invited to perform the vital actions 1 open doors and VISUALLY check for free and correct directional movement of all control surfaces 2 doors locked 3 no obstructions loose objects in the cockpit which could interfer with the controls 4 mag check maximum drop permitted 200 rpm In normal conditions both ignitions should be ON while flying 5 instruments check 6 choke closed 7 fuel quantity check do NOT take off with less than 10 liters in the tank Make sure your fuel is sufficient for the intended flight duration 8 flaps lowered in take off position first notch 10 degrees 8 no aircraft in approach 9 line up Everything in order you may take off VI TAKE OFF WARNING PILOT QUALIFICATION It is clear that the following advices are not a flying course and that you are supposed to have passed with success the theoretical and practical tests under an authorised Instructor as required in your Country Furthermore we wish to warn conventional aeroplane pilots that a few hours of conversion to the type is recommanded before flying solo The particu
9. craft till you are fully satisfied as the pilot YOU are entirely responsible NO one else NO Government Organisation NO Maintenance Engineer for your maintenance your aircraft airworthiness your flying This axiome is the foundation of Ultralight Aviation and we at RAJ HAMSA wish to promote this spirit So never take anything or anyone whatever his qualification for granted do not underestimate situations keep your judgement sharp at all time and above all NEVER SHOW OFF We wish you many happy landings RREKE Maximum all up weight permitted Maximum load in luggage compartment VNE Maximum speed for flaps 1st notch 10 Maximum speed for flaps 2nd notch 20 Maximum speed for flaps 3rd notch 35 Maximum engine revs Maximum revs in constant utilisation 12 Annex 1 AIRCRAFT LIMITATIONS 450 kg 20 kg 200 km h IAS 110 km h 100 km h 90 km h 3300 rpm 3300 rpm CG range refer to weight amp balance schedule Maximum cross wind component 30 km h ALL AEROBATIC MANOEUVERS ARE PROHIBITED ON THIS AIRCRAFT NO INTENTIONAL SPIN REEKE Annex 2 TECHNICAL DATA amp PERFORMANCE Wings Leading edge Trailing edge Compression struts Thrust drag Wing tip Wing struts Profile Sail fabric for all Ailerons amp flaps Leading edge Trailing edge Profile Fuselage and tail surfaces Fuselage tubes Tail surfaces Seat Nose and mai
10. helper holds the wing where the struts meet with the wing 3 Pull out the 3 pins 4 Pull the wing out 5 for transport remove the wing altogether and store safely 6 All components should be handled with care and wrapped in plastic or cloth for transport Salient fittings should be further protected with foam NOTE It is a well known fact that careless transportation generates more wear and tear than lots of flying hours B Reassembling Follow exactly the same procedure in the reverse at the end make sure that all pins amp safety rings are in place and proceed with a careful and complete preflight check as described in para III Make sure that the stabiliser elevator ring is nicely tight NO loose rigging cable XVI MAINTENANCE We cannot insist enough on the importance of the maintenance of your aircraft only a strict maintenance discipline applied to both engine and airframe will give you peace of mind in flight In addition to the daily inspection schedule Preflight Check para III you will find in annex 3 a comprehensive maintenance schedule for both engine and airframe this schedule is based on our long standing experience of flying under tropical conditions 11 observing scrupulously this shedule will give you the best possible garantie of trouble free operation You may also refer to the JABIRU engine manual for more details specific to your engine It is also important that you maintain an up to date AIR
11. lar behaviour of a microlight related to its comparatively low wing loading demands some acclimatation Well The breeze is gentle The aircraft is lined up Push progressively the throttle to full open and gradually release the pressure on the front wheel At 60 Km h IAS pull back progressively on the stick maintaining your heading by foot control At 80 Km h indicated you are rotating ease the stick forward to level off and increase your speed then climb at 95 Km h up to 100 meters 300 ft full throttle the rate of climb is about 4 meters per second with passenger Note The normal engine RPMs in the take off run should be in the range of 3000 to 3300 In the event of your engine not reaching at least 3000 rpm at full throttle YOU MUST ABORT TAKE OFF and investigate the cause of lack of power When you reach the altitude of 100 meters retract the flaps reduce throttle keeping at 110 Km h airspeed and climb gradually up to the safe altitude of 300 m AGL 1000 ft At this altitude you may level off reducing throttle to 2800 rpm and maintaining a circuit speed of 110 120 Km h IAS This air speed is also the best handling speed and should be given preference in turbulent air Note Tree top height circuits are not recommended 200 m 600 ft is just fine In the case of loss of power or worst of engine failure during take off push immediately the stick forward to maintain maneuvrable speed and try to land ahead Avoid stee
12. lly loaded two seater An assymmetrical stall generates a larger loss of altitude recovery comes with stick forward followed by opposite aileron By design HANUMAN is reluctant to enter into spin but beware if you call loud for it you will get it Spin recovery is standard stick forward opposite rudder X FLYING AT HIGH SPEED Beyond 100 Km h IAS the back pressure on the stick due to the longitudinal self stability will force you to maintain a forward pressure on the stick to maintain level flight or to make use of the elevator trim in order to cancel the nose up tendency please note that the trim is capable of taking care of all the longitudinal situations in the flight enveloppe However high speeds are not fuel efficient and submit your engine to unnecessary stress Do avoid them XI APPROACH amp LANDING To begin the descent reduce throttle and set 90 to 100 Km h indicated air speed in the final Remember that you adjust the speed with the stick and the approach angle with the throttle If the aircraft tends to overshoot reduce throttle and vice versa if you undershoot but in both cases do maintain your airspeed constant It is airspeed which will give you protection against turbulence and gradient while landing Maintain a safe altitude before the threshold of the runway then come in with flaps down second notch 25 throttle reduced at 1400 RPM no less to keep a clean prop wash and airflow on the tail surface
13. n wheels Tyres Landing gear Brake 64 x 2 mm sleeved with 60 x 2 50 x 2 mm sleeved with 45 x 1 5 38 x 1 5 mm cables 3 mm 25 x 1 5 mm special Raj Hamsa aerofoil tube 20 ribs per wing 12 7 x 1 2 mm T S aluminium root Stabilised Sailcloth Polyant 185 gr sq m 38 x 1 5 mm 12 7 x 1 2 mm ribs 12 7 x 1 2 mm inserted 25 x 1 5 mm amp 12 7 x 1 2 25 x 1 5 mm Upholstered bucket seats adjustable with 4 points safety harness Aluminium cast alloy 8 4 plys 3 50 x 8 Bunjee front amp rear Drum brakes on main landing gear Controls Type Rudder pedals Stick Throttle Stick to elevator connection Stick to aileron connection Miscellaneous Bolts Fitting tangs Paint Structural stress resistance at 450 Kg all up weight Maximum load on controls Weight and dimensions Empty weight Empty weight to power ratio Total weight to power ratio Maximum All Up Weight Length Overall height Wing span Chord Wing area Dihedral angle Sweep back angle Washout angle Vertical stabiliser area Rudder area Horizontal stabiliser area Elevator area Aspect ratio Wheel base Wheel track C G Load Displacement the aircraft Engine Brand Type Cooling Power Maximum At Duration maximum 13 3 Axis conventional dual acting on front wheel through connecting rods and on rudder thr
14. ndard version equipped with complete dual controls HANUMAN can be used for recreational flying as well as for instruction the excellent behaviour of this aircraft in terms of responsiveness docility forgiveness slow landing speed make it idealy suitable for this activity HANUMAN is an inexpensive aircraft in terms of capital investment and cost of operation However the controls layout and the feeling in flight are even more similar to those of a light aircraft example Cessna 152 than its predecessor our X AIR HANUMAN although it fits by all criteria in the MICROLIGHT CATEGORY has nothing to envy from a small aeroplane and as such offers an undisputed alternative for imparting flight training within the constraint of limited budgets HANUMAN is fitted in its standard version with the JABIRU 2200 A J naturally air cooled engine developping 80 55 5 bhp thus bringing the peace of mind and fuel economy of a 4 stroke engine an excellent rate of climb at take off with 10 degrees of flaps brings an added safety in routine circuits and there will be that comfortable feeling of always having extra power at one s finger tips if required II LIST OF CONTROLS INSTRUMENTS amp EQUIPMENT 1 Controls Control stick 2 Nos controls elevator pitch and ailerons roll Rudder pedals 2 pairs controls rudder yaw and nose wheel steering Throttle lever 2 Nos left hand controls power push for power Toe brakes differential on
15. od pre flight is the foundation of safe flying We suggest that you go through the following checks before each flight session 1 Engine Stand in front of the engine with top cowling open and check the propeller and its bolts the engine supporting frame ensure that the rubber foundations are in good condition aspect of the ignition units and adjoining leads spark plug caps properly fitted exhaust fittings no cracks developing in the exhaust throttle and choke cables for fray or misadjustment carburetor and air filter properly secured An aircraft engine should always be spotless clean 2 Airframe Start towards left looking at the aircraft from front and check the following stations Cowling properly secured Fork nose wheel assembly amp front tyre pressure check the right wing the wing struts surface from top to bottom and the stainless steel tangs secured with pins safety rings the jury struts and pins safety rings the sail condition at the leading edge the wing tip tube fully secured the sail condition at the trailing edge battens properly positioned the compression struts at both ends inside the sail open zip Have a look at the ailerons push pull rods too the root attachements of the trailing edge and leading edge pins safety rings check aileron connexion check flap connection follow the fuselage up to the tail and check the following attachments check for damages in
16. ough cables dia 3 mm dual between legs dual at left hand By push pull rod By cables dia 3 mm push pull rods High tensile grade 8 8 Stainless steel 2 3 and 4 mm thickness Powder coating 6G and 3G Rudder Elevator Aileron 1400 NEWTON 1500 NEWTON 1300 NEWTON 280 kg 3 5 Kg hp 5 6 Kg hp 450 kg 6 0 m 2 3 m rudder top 10 0 m 1 45 m 13 7 m 1 ay 72 0 4 m 0 5 m 1 1 m 0 8 m 7 3 1 5 m 1 7 m Ref to Weight amp Balance Report provided with JABIRU 2200 A J ram air cooled 80 55 5 bhp 3300 3100 RPM 5 minutes Capacity petrol best octane available Fuel tank capacity Self starter Ignition Carburetor brand and number Reduction gear type Generator output D C supply Propeller Type Rotational speed max Maximum static thrust Time Between Overhaul 14 2200 Type of fuel ordinary automotive 80 liters Electric Dual electronic Single BING Direct drive 10 amps continuous 12 volts Two blades Carbon DUC 3300 rpm 200 Kg 71000 hours Performances standard version 410 kg AUW at seal level Minimum speed flaps up flaps down Maximum speed level flight Turbulent air best speed Economic cruise speed Stall speed flaps up flaps down Best climb rate Glide ratio engine off Take off roll without wind Take off distance to clear a 15 meter obstacle Landing roll with b
17. p banks which will increase your loss of altitude Do not fiddle with the engine but concentrate on your landing face the wind and keep an eye on your ASI It will help you to relax if you remember that HANUMAN glides very well engine off and remains perfectly maneuvrable For safety do maintain an air speed of at least 90 Km h If they have already been retracted Do not forget to lower the flaps in final which is of prime importance for short landing Third notch 35 deg is usefull in case of a congested landing area featuring obstructions in approach and short runway or while performing a field emergency landing However it is good to keep in mind that your engine reliability is fairly high provided that you scrupulously observe the maintenance schedule given by the manufacturer VII TURNS amp EVOLUTIONS HANUMAN responds neatly to any stick input in roll Be very gentle with the stick the effect is immediate Keep the banked attitude as long as you need then simply come back to neutral coordinating the maneuver with your feet To begin with limit yourself to a gentle bank of not more than 10 to the horizon Watch the ball and seek for perfection Never forget that while banking the stall speed of the aircraft increases with the angle From a mere 50 Km h in horizontal flight it shoots up to 70 Km h in a 60 bank You will quickly enjoy the superb maneuvrability of HANUMAN but never forget that in spite of the f
18. r to aircraft limitations annex 1 Of course it is clearly understood that 1 The luggage boot behind the seats has not been designed to carry gold bars 20 kg max please 2 The volume of fuselage behind the boot and the fuel tanks is NOT a cargo bay The cockpit rear partition is there to remind everyone that NOTHING should be stored behind a further complication being the possible interference with the control push pull rods and cables When flown at lower weights solo for example be prepared for a short take off and steep rate of climb while landing you should avoid any abrupt flare to prevent the aircraft from ballooning remember that an important characteristic of a microlight is its low wing loading XIV EMERGENCY PROCEDURES amp FORCED LANDINGS a Emergency Procedures Before attempting a forced landing Stay cool relax there is nothing to fear it s NORMAL Pick the largest field available aligned with the wind Fasten seat belts full tight except over water Lower the flaps 2 notches 25 third notch only if landing space is very congested Switch both ignitions OFF More important than anything else WATCH YOUR AIRSPEED amp LAND INTO WIND After touch down keep nose wheel up if you can avoid braking immediately If the field is ploughed do land along the furrows b On Corns and Crops Bring the aircraft in final at the lowest possible speed and stall when your wheels are almost to touch the
19. rakes Landing distance to clear a 15 meter obstacle Useful cealing bank 30 to 30 Fuel consumption at full load Endurance range 65 km h 60 55 50 km h 170 Km h 120 Km h 120 130 Km h 60 Km h 55 50 45 km h 3 m sec 10 to1 60m 230 m 100 m 250 m 3000 m 10 000 ft 2 sec 131 h 6 h approx 600 Km approx KRREEKE
20. s and execute a neat flare avoiding fiddling with ailerons but rather using rudder if you have to correct course at the last moment This method is the safest for landing on unprepared fields A speed reserve will allow you to keep clear of non visible obstacles such as fences wires big rocks etc and it will also be your protection against turbulence and wind gradient A shallow angle powered approach should be used only for landing on full fledge aerodromes with a clear and safe approach After touch down maintain your stick up till your front wheel naturally touches the ground This is a way to protect your front wheel from hitting roughly a stone or a clod of earth In case of a small field with obstructions a side slip may come handy HANUMAN is perfectly fit for this maneuver at the condition again that you watch your airspeed 80 km h and no less ADVICE If you have this creepy feeling that your final has become a mess don t hesitate to overshoot and start a fresh circuit XII FLYING IN CROSS WIND Don t fly in cross winds in excess of 20 Km h unless you have a good experience of your aircraft Take off is not a problem just keep a bit of stick into the wind While landing do a crabwise final and first touch the ground with the wheel in the wind then rectify your heading while bringing the second wheel on the ground Keep nose wheel up and steer with rudder for as long as possible till your speed has dropped so much tha
21. t the wheel will drop on its own Taxi with stick towards the wind In any event relax since HANUMAN s behaviour in cross wind is examplary and in many cases thanks to the short rolling distance required you will be able to take off and land head wind eventually across a runway Also stronger the wind shorter the rolling distance IMPORTANT ADVICE Never forget that an ultralight aircraft due to its very concept has a lower engine reliability than a certified aircraft and may be submitted to unexpected engine failure Therefore maintain sufficient altitude to have the choice of a safe emergency landing field Never fly over a congested area or a hostile area at a low height particularly over city forest lake hills Make it a rule to be always within gliding distance of a safe field as it was customary in the old days of Aviation XIII BEHAVIOUR OF THE AIRCRAFT WITH RESPECT TO WEIGHT By the very concept of the aircraft it is impossible to locate any load out of the C G range and all normal situations will be taken care of by the trim However there is a slight tendency towards tail heaviness increasing with load to be aware of although the C G remains always well within limits Refer to the Weight and Balance Schedule of your aircraft The elevator trim a standard feature is there to take care of these small variations and allow you to fly hands off at any load and speed within the respective permitted ranges refe
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