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Aircraft Operating Instructions (AOI)

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1. 7 1 T 1 PU Ve 7 1 7 2 TEN 7 3 7 3 FEUCHT CONTROL 7 9 7 4 EEE A 2 7 14 7 5 PLACARDS AND MARKINGS E E EI 7 20 8 HANDLING AND SERVICING 2 222 cccccccssssccccccsscccccccsscccccccssccccccccscccccccsscccccsccccccccscescccccseecccccsseeecs 8 1 8 1 RKPR A 8 1 8 2 SECURING THE AIRCRAFT FOR ROAD 0 0 66 60 1111 8 2 8 3 PARACHUTE RECOVERY SYSTEM 100000000000000 0 0009898000098996000866000 8 2 8 4 CLEANING AND 2122 8 2 8 5 MANDATORY 8 3 8 6 REPAIRS TO THE AIRFRAME csscccccsecccccccccccccccuseccccaecccccsccccuucecccuceccusccceusceceeauceccuscececauaceceaceecuaseees 8 4 8 7 CONTROL SURFACE DEFLECTIONS 8 5 ADUPPLEMENTS iioii A ENAA PER OUS 9 1 9 1 M E M E 9 1 9 2 2225205 uu 9 1 APPENDICES
2. 1 APPENDIX 1 CURRENT WEIGHING REPORT csccccccsecccccccccccccccccscccecuccecueccccuseccecsuceccusececeaucesensuseecuceceeaceceuaesss 1 APPENDIX 2 CURRENT EQUIPMENT 157 2 02 0 0000 000000000 2 APPENDIX SAFETY FLIGHT REPORT FORM ssccccssecccccececccsccccccccccceccecussececaucccccseccecusceceeaucescesuceccuucececaceecuaescs 3 APPENDIX A ELECTRICAL 4 AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI INTRODUCTION Every pilot must familiarize him herself with the specific characteristics of each Light Sport aircraft This Aircraft Operating Instruction AOI must be studied in detail before the first flight is undertaken with the aircraft The same rule applies to the operating handbooks and manuals of the ballistic recovery system the engine and all other equipment installed in the aircraft such as the Dynon EFIS EMS etc All avionics and instruments recommendations following in this document are for reference only Engines of Light Sport aircraft are not Part 33 certified aviation engines The flight route must thus be chosen to ensure that an emergency landing after engine failure can be undertaken without difficulty The MC may only be operated under visual flight rules VFR Based on national regulations operation under IFR but in VMC may be permissible ba
3. 5130 FLIGHT DESIGN Dynon EFIS D100 XM Antenna only for USA with XM music MC block diagram D100 D180 SL30 Avionic 10 July 2009 Date Revision No 00 AA 04300001 lt w 70 pe 70 O 6 C g 6 lt FLIGHT DESIGN ENGINE Rotax 912 ULS2 Fuel Flow L1 FightDEK Warning Light GPS Antenna Serial Data NMEA Roll servo Heading Autopilot Pitch servo Frequency data GPS audio Oil pressure Garmin GPS496 696 Qil temperature Fuel pressure H EGT CYL i TRN Antenna CYL A CYL 2 CHER CYLS Music switch Transponder GTX327 330 Music input Dynon FlightDEK D180 TRN Audio alert COMM Antenna Pilot and Copilot headphones FightDEK audio alert Microphone COMM Audio BENI EDC D10A Remote compass Pilot and Copilot Mic Pilot and Copilot PIT key COMM SL40 Intercom MC block diagram D180 SL40 Avionic 10 July 2009 Date Revision No 00 AA 04300001 lt 70 pe 70 O Q O lt Page Al 10 Series VAC LSA FLIGHT DESIGN ENGINE Rotax 912 ULS2 Fuel Flow il pressure Oil temperature Fuel press
4. pods 14671 ejduiexe ue se senses siu OW jeoid FLIGHT DESIGN Aircraft Operating Instructions AOI FLIGHT DESIGN Type Page 4 12 4 8 Take off and climb The airfoil of the MC offers good climb characteristics even in the cruise optimized flap position Normally on short runways the flaps are set to 15 for take off On hard surface runways however take off is more efficient with the flaps set to O This setting can also be used for a closed circuit as it reduces the pilot workload as the flaps need not be reset until abeam the touchdown point Performance data and speeds for 0 flaps are provided in chapter 5 During the take off roll engine rpm should be checked after full throttle has been applied Indicated engine rpm should be about 4900 RPM Only when the engine has reached this speed is the correct take off power available In order to be able to hold direction on the runway the MC pilot must look for an appropriate reference point Pilots used to flying other types of aircraft are often confused by the strongly tapered fuselage nose of the MC tending to take off and land with a lot of sideslip The pilots view straight ahead is very much to the left At first this appears to be far too far to the left but it is indeed correct The point can be located by drawing a vertical line upwards from the between the rudder pedals View fr
5. uer 541 Indu USMS JNN WANN Heg Pues 513 SH 549 Wy 549 ie 101095 PUD 39114 Intercom PM3000A Garmin GPS496 698 zx CTX327 330 T Ex e 3 a m 2n n 1 A ps o c3 n Ei e gt I 98 5 4 gt 5 2 m 5 T e T 3 a OSS onas COMM 5140 MC block diagram D100 D120 SL40 Avionic AA 04300001 Revision No 00 Date 10 July 2009 Serial Data NMEA DSAB Dynon HSJ4 Serial Data NMEA EMS Warning Light Fuel Flow GPS Antenna Heading Antenna Autopilot Pitch servo Garmin GPS696 GPS audio Dynon EMS D180 Qil temperature EST CILJ a Music switch CARL CILA CYL EDC D10A Backup remote compass ENGINE Rotax 912 ULSZ Transponder GTX327 330 Music input lt c o o d O c d ES o lt TRN Audio alert Frequency data EMS and EFIS Audio alert Backup OAT sensor Pilot and Capilot headphones Microphone COMM Audio NAV Audio COMM Antenna NAY Antenna Pilot and Copilot Mic Pilot and Copilot PTT ke DAT sensor Remote compass Intercom 5000
6. Y 2 1 2 1 PIRSPEEPUSIMETATIONS 2 1 2 2 FLIGHT LOAD FACTOR LIMITS PUTEM e __6___ __ ___ 2 2 2 3 TEPES ULE 2 2 2 4 MASS AND CENTER OF GRAVITY LIMITS ccccccsssssccccsssssceceeessseececcessseeceeessseeeceeessseeceeeessseeceeessseeeeeeessaeeeeeens 2 2 2 5 POWER PLANT LIMITATIONS ___ E 2 3 2 6 TFET ie ___ _____ 6_6_ _ 6_6_6__ 2 4 3 EMERGENCY PROCEDURES sireeni nna a d ROSTER PETIERE 3 1 3 1 EMERGENCY PROCEDURES CHECKLISTS d 3 1 3 2 3 3 3 3 I Ec M 3 3 3 4 zscimsedkuiscm e 3 4 3 5 AFTER OVERTURN ON LANDING c cccccsesssscecceessseeccecsssseeccesssseecceeessseeeceeessseeceeeessseeceeeeseeeeeeensseeeeeeeseeeeeeens 3 5 3 6 DEPLOYING THE BALLISTIC RECOVERY SYSTEM sis SDN RIS NOVENA TaN EE 3 6 3 7 ENGINE __ __ __ __ ___ __ _____ 6 6_ _ 3 7 3 8 CARBURETOR OR ENGINE FIRE ssscccccssssessccvsssecscccsesseesecceesseesessesseeesessesseesescsesseesessesseeseccsesseesecceesseesesse 3 8 3 9 Foccteieoek 3 9 o 3 9 FAILURE OF ___________ _ ___
7. AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type Page 5 7 5 5 1 Take off distance charts The take off roll distance defines the distance between the begin of the take off roll and the point where the aircraft leaves the ground This distance is given for concrete without inclination and without wind influence Distances for short mown grass on a hard and dry level soil are comparable with the MC 5 5 1 1 Charts for flaps setting 0 Roll Distance at Mass and Density Altitude 5000 4500 990 Ib 1 100 Ib 3500 i amp o o Bosw lt 02500 E gt T 2000 5 450 990 15 5 1500 g ons 500 kg 1 100 Ib 550 kg 1 210 Ib 209 600 kg 1 320 Ib 300 400 500 600 700 800 900 1000 1100 1200 1300 Roll Distance ft Takeoff Distance 15m 50ft Obstacle at Mass and Density Altitude 5000 4500 4000 990 Ib 3500 5 1 100 10 ww sok lt 2500 lt E p 2000 5 5 A 1500 450 990 15 s 500 kg 1 100 Ib 550 kg 1 210 Ib ns 600 kg 1 320 Ib 550 700 850 1000 1150 1300 1450 1600 1750 1900 2050 2200 Takeoff Distance ft AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type Page 5 8 5 5 1 2 Char
8. FLIGHT DESIGN MC LSA SERIAL NUMBER Aircraft Operating Instructions AOI THIS DOCUMENT AND THE TECHNICAL DATA HEREON DISCLOSED ARE PROPRIETARY TO FLIGHT DESIGN AND SHALL NOT BE USED RELEASED OR DISCLOSED IN WHOLE OR IN PART WITHOUT EXPRESS WRITTEN PERMISSION FROM FLIGHT DESIGN X Aircraft Operating Instructions AOI RECORD OF MANUAL REVISIONS 10 July 2009 New Document Oleksandr Kozyriev AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI TABLE OF CONTENTS INTRODUC HON e n V 1 GENERAL INFORMA TION ee 1 1 1 1 WIANUFACTUREIRS ____________ __ 1 1 1 2 glo pM 1 1 1 3 CONTINUED AIRWORTHINESS 1 2 1 4 ________________ 1 4 1 5 zc m 1 6 1 6 PROPET ER 1 6 1 7 QUIE MENT carers cer ge E 1 7 1 8 RECOMMENDED ADDITONAL eC UMP dE zat 1 7 AMENS ggg
9. 130 93 70 130 10000 160 08 71 132 711 132 Climb performance at taps 0 Aircraft 600 ee lbs moo Hmmm km h 59 109 e000 28 Climb performance flaps 15 Aircraft weight 600 kg 1320 lbs density rate of climb rate of climbat CAS aei INE EN NN ms kts km h 80o 54 100 54 100 10 000 54 100 12 000 55 102 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type Page 5 11 5 7 Gliding characteristics The following chart shows the distances the aircraft can glide dependent upon altitude assuming smooth air no wind and no vertical air currents Glideslope MC a ij M M l ua D 10 000 ft 5 000 ft 5 NM 10 NM Warning Intensive thermal activity can prolong these distances Turbulence however usually leads to a reduction in gliding distance One should never expect favorable conditions when estimating a possible gliding distance Glide angle of the MC can be assumed in practice to be 8 to 1 With flaps extended this ratio gets worse One effect of moderately set flaps is to reduce the minimum sink but the speed at which the minimum sink is observed reduces faster This results in a reduced possible gliding distance Speeds for best glid
10. 3 10 3 12 DYNON EMS FAILURE IF INSTALLED 3 10 A 4 1 4 1 NORMAL PROCEDURES ONEA NEENA ENAA NEENA EEEE ENNES a 4 1 4 2 PREFLIGHT INSPECTION m 4 6 4 3 PASSENGER un VEN PESO __ _ gt 4 7 4 4 STARTING THE ENGINE 4 8 4 5 AUTOPILOT 4 8 4 6 BEFORE TAKE ORP M D Mm 4 9 4 T M e Ni P m uu uU 4 9 4 8 I rel INCI 4 12 4 9 4 14 WIRING 4 15 _______________ 4 16 4 12 APPROACH ___ _ _ _ 4 16 4 13 SHUTTING DOWN THE ENGINE 4 18 4 14 CHECKING THE EMERGENCY LOCATION TRANSMITTER 4 18 AA 04300001 Revision No 00 Date 10 J
11. 4 008 099 UV puiMSSO42 01 uin gt gt gt gt gt gt gt SBP aH sde J 011 37 19 oseg u100 31 0001 tuu 90 p JeMog eC 0 sde 4 HO 19 91 S 06 gt ejBue yueg y du uin gt ejBue yueg 10 oseg 0 0 59481 ywy GEL GZ 9 qeiins peoueuue oi speedsauire y suonipuoo 9502 000 Weeqy jenuew si ui pequosep 10 eoejdaij jou op pue 104 pue JO 5 e20 pe depe 01529 Yey e JO ue se samas Ajuo siu JIN jeoid 10 July 2009 Date 2 ision 04300001 udi 006 emoJui que exXou2 ujyoouus esou y7 oG 59814 ye 266 77 06 4 29 4 27 U W
12. ERE 5 8 E 5 E a 8x COMM 5140 MC block diagram Classic SL 40 Avionic AA 04300001 Revision No 00 Date 10 July 2009 Serial Data NMEA Dynon HS34 Serial Data NMEA Fuel Flow EMS Warning Light v GPS Antenna Antenna Shunt Roll servo Autopilot Pitch servo Manifold pressure GPS audio Garmin CPS496 696 Oil pressure Qil temperature Fuel pressure EGT CIL CIL A TRN Antenna Dynon EMS D120 Music switch ENGINE Rotax 912 ULS2 Transponder GTX327 330 CHT L CYL 2 CHT R CYL Music input Aircraft Operating Instructions AOl TRN Audio alert EMS and EFIS Audio alert Pilot and Capilot headphones Microphone COMM Audio NAV Audio COMM Antenna EDC D10A OAT sensar Remote compass Pilot and Copilot Mic Pilot and Copilot PTT ke Intercom 5 Dynon EFIS D100 FLIGHT DESIGN NAY Antenna COMM NAV 5130 Frequency data MC block diagram D100 D120 SL30 Avionic 10 July 2009 Date Revision No 00 AA 04300001 gt gt Aircraft Operating Instructions AOI Desen ENGINE Rotax 912 UE ume Ah Tm 5 153 Hdd a LH popuoy 10 2118590 E T TF 8 VOULU OU sspduo3 5 0100 Dynon 0120
13. Packing interval according to recovery systenrecovery system handbook handbook and on recovery system Baggage Compartment 55 max 25 kg each side Oil grade and amount Posted on both sides of the Baggage payload baggage compartment Secure Baggage amp hook in all 3 points Posted on both sides of the Baggage payload hat rack hat rack at the back max Weight rr P nach side 25x25x8cm h side ym 1 CERES an Posted on all sides of the Open Door gt Posted on the outside of Thru Venti 4 each door OPEN Not Open Doors In Flight CLOSED oor handle Recovery system only in a emergency Posted near the actuation Warning 1 switch off engine handle for the parachute 2 deploy recovery system recovery system 3 protect yourself Posted near Observe towing speed indicator if tow hook installed Door opening instructions AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type Page 8 1 8 HANDLING AND SERVICING Warning Attention must be paid to the proper securing of the recovery system during any servicing or repair work to ensure that it is not inadvertently activated ensure that the activation handle is secured with the safety pin inserted 8 1 Jacking The jacking of the MC aircraft requires special care The outer shape 15 provided by light weight com
14. above the main landing gear attachments From here the flaps are activated by pushrods and rockers The main torsion tube ensures that the flaps are always extended symmetrically Warning individual maximum airspeed is defined for each wing flap setting The pilot must observe these limits to ensure that the aircraft and the flight controls are not over stressed The flap servo has an internal load limiting device which prevents the extension of the flaps at too high airspeeds which could cause sustainable damage to the structure Should the indicator blink constantly when extending the flaps airspeed should be reduced If the flaps then extend the internal load limiting device was in operation If extension speed is below the maximum speed for flap extension as given in the instruction the flap system may be out of adjustment The nearest Flight Design service station should be contacted The flap control dual circuit breaker is to be found directly adjacent to the flap controls It will pop if the flap servo is continuously over loaded As it is a thermal circuit breaker it AA 04300001 Revision No 00 Date 10 July 2009 Aircraft Operating Instructions AOI FLIGHT DESIGN Type MC Page 7 11 can take some time before it can be pushed back in We emphasize once again that the MC can be flown and landed safely in any flap position Refer to Chapter 3 Emergency Procedures 7 3 6 Ballistic recovery system The MC LSA is
15. 1 d LL 81 e z z T 94 ft a 5 ES E 5 25 e gt lt EES o 98 845 _ 888 5 ul N eo N gt LO o LO LO o LO LO o LO N N e N N N N LO LO LO T o o o o o o o o o 2 N Q LO e LO e LC sse N 14614 The example shown in this diagram represents the verification of the mass and cg position values achieved as by the example shown in the analysis table The aircraft with no fuel is represented by the values 472 6 kg 1041 Ib and 172 4 kg m 14 903 in Ib The aircraft takeoff fuel is represented by the values 509 6 kg 1 122 b and 182 kg m 15 737 Both values are within the allowed range AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type Page 6 10 6 4 Equipment An example of an equipment list is given below Each aircraft is delivered with an initial equipment list as part of this handbook A new equipment list must be compiled and added to aircraft logbook and to this manual when there is any change to the equipment The owner of the aircraft is responsible for ensuring that the equipment list is current The equipment list includes options which are not certified in all the countries in which the MC may be operated It is the responsibi
16. 61 RPM max 5500 RPM CRUISE Throttle Engine parameters as required in the green DESCENT Carburetor heat Altimeter as required set to field barometric BEFORE LANDING Safety harnesses Airspeed Wing flaps Landing light tight 110 km h 61 kts 15 35 as required Tec FLIGHT DESIGN NORMAL LANDING Approach airspeed Flaps in finals Airspeed on final Flare After touchdown AFTER LANDING Throttle Brakes Carburetor heat Landing light Wing flaps GO AROUND Throttle Carburetor heat Rate of climb Wing flaps Airspeed Rate of climb AA 04300001 Revision No 00 Date 10 July 2009 90 km h 48 kts 15 or 30 as required 90 km h 48 kts smoothly nose not too high stick smoothly back to relieve nose wheel idle as required off off retract full off confirm positive rate 15 90 km h 49 kts continue positive rate Aircraft Operating Instructions AOI SHUTTING DOWN THE ENGINE Parking brake Avionics Electrical equipment Alternator Ignition Master switch Ignition key Recovery system ELT Passenger briefing Safety harness Door lock Recovery system Fire extinguisher spray ELT remote control set off off off off off remove lock pin in check off instructed instructed instructed instructed instructed 9 Aircraft Operating Instructions AOI FLIGHT DESIGN Type Page 4 6 4 2 Preflight inspection Eve
17. 8 and 10 9 zinc plated or stainless steel according to DIN standard Warning Generally should the aircraft structure be damaged detailed information must be requested from the manufacturer This also applies to standard parts such as bolts rivets and bearings 7 1 3 Baggage compartments The aircraft has two possibilities to stow baggage or personal items 1 baggage compartment behind the pilot s seats 2 ahator jacket rack at the main frame behind the seats Warning Baggage always must be carefully stored Even in apparently calm weather turbulence can occur at any time Baggage poses a great danger as it can slip in such a way as to adversely affect or even block the controls Loose objects flying around in the cockpit can injure the pilot and or passengers Displaced baggage can also adversely affect the center of gravity of the aircraft making it no longer controllable baggage compartment is accessibly through the cabin when inclining the seats forward A maximum of 50 kg 110 155 of luggage are allowed when evenly distributed The compartment is equipped with luggage tie down points Straps not delieverd with the aircraft shall be used on these tie downs to properly fix luggage The hat rack offers storage space for small and flat objects only The size of the object may not exceed 25 cm x 25 cm x 8 5 cm 10 in x 10 in x 4 in nor weigh more than 2 5 kg 5 Ibs This storage space may only be used if the baggage net is
18. always delivered with a ballistic recovery system from BRS Deployment of the recovery system is described in detail in Chapter 3 Emergency Procedures Warning The recovery system is a very important safety element of this aircraft Even assuming that the recovery system will never be used it is absolutely essential that the pilot regularly familiarizes him herself with the deployment of the system and the simple actions involved It also pays off to watch the videos showing successful deployment of the parachute which the recovery system manufacturer has posted on its website Some of the videos show real life deployment filmed from the cockpit and illustrate well just how useful this system can be in doubtful situations The ballistic recovery system comprises a recovery parachute and a ballistic rocket which are located above the baggage compartment behind the hat rack fairing The rocket is activated via a pull cable attached to the deployment handle on the upper side of the tunnel in the cockpit right between the seats The parachute egress hatch is on the upper side of the fuselage directly above the recovery system The opening is covered by a light flap which easily lifts off when the system is deployed After deployment of the recovery system the aircraft is suspended by four main belts Two front and two rear belts are connected to the steel fuselage framework directly next to the wing attachment points In non deployed cond
19. be checked for accidental deployment Under certain unfavorable circumstances a hard landing can result in the activation of the ELT It has also been known for the ELT to be switched on accidentally by hand during loading or unloading A false alarm can be simply detected by listening to the international emergency frequency 121 5 MHz on the COM radio An active ELT is also shown on the remote control unit in the lower instrument panel AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type Page 5 1 5 PERFORMANCE Performance data is based on an aircraft in good condition and correct settings Even the smallest adjustments to the controls or the omission of a small piece of fairing can adversely affect aircraft performance Sufficient reserve should be added to the data given in this handbook to cover all such possibilities 5 1 Performance data for MTOW 600 kg 1320 Ibs Warning All performance data are based on standard atmosphere at sea level and the Neuform CR3 65 47 101 6 propeller They are also based on the procedures described in this instruction Higher runway elevations higher temperatures and other propellers can lead to considerable differences in the data Takeoff distances in different conditions Mowed level dry grass runway or pavement Note These two surface types both in good condition do not make a noticeable difference on this aircraft Wit
20. carried out as soon as possible AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI Flight DESIGN Type Page 3 10 3 17 Failure of flap control The flap motor is activated by a controller which allows the preselection of the desired flap position The flap position is indicated digitally In principle the MC can be landed irrespective of flap position However with negative flaps the stall speed is higher and the resulting landing distance longer When in doubt an alternate airfield with a longer runway should be chosen Recommended approach speed with flaps O is 100 km h 54 kts With flaps 12 the recommended approach speed increases to 120 km h 65 kts Should the control unit fail not the motor the electronic control of the flap motor should be reset This is achieved by switching the alternator switch and the master switch off and then on again It is safe to do this in flight as engine ignition is independent from the aircraft s power supply Should this not work the flaps can be set manually by moving the flap selection lever past the detent up or down To set the flaps to negative the flap lever is moved past and above the 12 position Once the desired setting has been reached the lever is returned to the 12 position The flaps remain in the set position To set the flaps to positive the flap lever is moved past and below the 35 position Once the desired se
21. deposition in the combustion chamber should thus only be used if fuel vapor or octane problems arise or if MOGAS is not available AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Type Page 2 4 Warning When using AVGAS particular attention must be paid to type of oil used For details refer to the valid version of the ROTAX engine manual Warning The engine data given here is not complete For complete information refer to the current version of the relevant engine manual from the Rotax company 2 6 Other limitations Warning The aircraft is not certified for aerobatics The aircraft may only be operated during the day in visual flight conditions Flight into instrument meteorological conditions IMC is prohibited Flight into icing conditions is prohibited Turns steeper than 60 degrees of bank are prohibited Flight operations are not recommended during strong gusty winds or wind speeds on the ground of more than 40 km h 21 6 kts AA 04300001 Revision No 00 Date 10 July 2009 Aircraft Operating Instructions AOI 3 EMERGENCY PROCEDURES 3 1 Emergency procedures are initially presented in the form of checklists Amplified emergency procedures follow later in the chapter FLIGHT DESIGH Emergency procedures checklists Even experienced pilots are strongly recommended to work with the checklists in the cockpit It is the only way to ensur
22. in place The net can be removed at the forward edge to facilitate loading It must be hung back on all three hooks when loading has been completed Warning The pilot is responsible for ensuring that any baggage has been properly stored and secured before taxi and take off AA 04300001 Revision No 00 Date 10 July 2009 Aircraft Operating Instructions AOI FLIGHT DESIGN Type MC 7 3 7 2 Systems 7 21 Engine The engine of the MC is a standard Rotax 912 series engine It is a horizontally opposed four cylinder four stroke engine with central camshaft push rod OHV liquid cooled cylinder heads and a dry sump pump fed lubrication system The propeller is attached to the engine by an integrated gearbox 2 43 1 or 2 27 1 reduction with a mechanical vibration damper It is equipped with two constant depression carburetors The engine has an electric starter and a capacitive discharge CDI dual ignition As an option the engine can be equipped with a slipper clutch Fresh air is provided to the engine through a NACA air inlet on the right side of the lower cowling The air passes through a cylinder air filer and is guided to the airbox From there the two carburetors are supplied with air The airbox allows selction of preheated air The preheated air is provided through a separate air intake below the water cooler The air is preheated in a shroud around the exhaust muffler Airbox Carburetor 1 Carburetors 2 Inl
23. landing gear 2 5 bar 36 3 psi Nose landing gear 2 5 bar 36 3 psi 2 4 Mass and center of gravity limits Minimum weight solo pilot 54 kg 119 108 Maximum mass per seat 130 kg 286 Ibs Typical Empty weight incl recovery system 358 kg 788 Ibs Maximum take off weight MTOW 600 kg 1322 Ibs Baggage compartment 25 55 lbs maximum on each side 50 110 Ibs maximum total Center of gravity range 42 84 318 392 mm 12 5 in 15 4 in Nominal empty weight with minimum equipment The true empty weight depends greatly upon the equipment installed The current weight of each aircraft is registered in the current weighing record Refer to Chapter 6 Weight and Balance Maximum values The correct values for each aircraft may be calculated from the current weighing record Refer to Chapter 6 Weight and Balance Reference datum is the wing leading edge with the aircraft in the neutral position Refer to Chapter 6 Weight and Balance Design rear cg limit is 458 mm 18 0 in Out of safety reasons at this point in time rear flight cg range limited flight tests not fully completed for most rear cg position Warning The weight data given are standard values The correct data for each aircraft must be extracted from the current weighing record Refer to Chapter 6 Weight and Balance AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLIGHT DE
24. level spanwise This can be determined by placing a level on the tube that crosses the cabin between the forward wing attachment points above the instrument panel Using a plumb bob the middle of the wheel axles is projected on to the floor and marked The same procedure is used to mark the reference datum A plumb bob is dropped from the wing leading edge on the outer side of the root rib The distance between the wheels must be measured during each weighing These values must then be used in the tabulation If the original Flight Design weighing form is used as a spread sheet the distances must be recorded with a positive algebraic sign If the calculations are done manually one must be careful to use the proper algebraic signs It is easy to make mistakes when weighing particularly if the scales are interfered with by a side load e g due to landing gear strut compression It is therefore very important that the weighing process remains free from distortion Distortion can be avoided if at least one of the main wheels better both is placed on a pair of metal plates with grease in between The two plates slide easily on each other which reduces the tension due to side loads virtually to zero An example of a weighing record is given below The weighing data for the aircraft as delivered from the factory is to be found in this Pilots Operating Handbook and Maintenance Manual It is the responsibility of the owner of the aircraft to ensure th
25. of fuel weighs 6 05 Ib The table above provides you with the calculation scheme for the aircraft center of gravity for your flight You have the possibility to calculate the moments analytically or to read them from the following diagrams Both methods will lead to the same result Always make AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Type Page 6 6 sure that you calculate the results for your takeoff configuration and for the configuration with empty fuel tanks In both cases the center of gravity must be within the defined limits The following chart Loading Diagram provides you with a graphical method to determine the mass moments of the individual positions To obtain the value select the correct weight or volume on the vertical axis Go horizontally to the intersection with the correct loading graph Go vertically down to the horizontal axis to obtain the mass moment value Enter this mass moment value to the correct line in the analysis table above The next chart Permissible Moment Range allows you to verify if your aircraft is within the allowable moment range The allowable range is shaded in this chart Six center of gravity positions are marked as lines The third chart Permissible CG Range allows you to verify if your aircraft is within the allowable cg range The allowable range is shaded in this chart Forward and aft cg limit as well as ma
26. the A columns They have a large volume so that even with virtually empty tanks enough fuel is available in a sideslip to ensure engine power for landing The two lines are connected to each other T fitting The fuel shutoff valve is located behind a second fuel filter and directly in front of the line through the fire wall The fuel flow sensor mounted on the fuel line in cockpit near firewall The fuel flows from here into the gascolator which finally is equipped with a very fine filter screen The gascolator is the lowest point in the fuel system and has a drain valve The fuel system must be drained at this point before the first flight day and after filling up with fuel The fuel pump picks up fuel from the gascolator and feeds the fuel to the two carburetors Excess fuel is pumped back to the gascolator The fuel system is presented schematically in the following diagram AA 04300001 Revision No 00 Date 10 July 2009 9 Aircraft Operating Instructions AOI FLIGHT DESIGN Series 2 15 7 6 Tank Ventilation Tank 54 Anti Sloshing Ribs Anti Sloshing Ribs fuel inlet filters Flapper A piia Carburetors 2 Fuel pump engine driven Fuel Flowmeter 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AO
27. the aircraft is not operated for 100 hours during the calendar year The interval to the next inspection starts with this advanced inspection 200 h inspection The same as the 100 h inspection this inspection can be brought forward when fewer hours have been flown is performed at every other 100 h inspection The TBO times for the engine and propeller must also be observed Provision is made for these items in the 100 h and 200 h inspection lists The current maintenance list as required by the engine manufacturer is mandatory for engine maintenance The inspection items listed here give only general conditions indication frequency of whole installation not of the engine itself These inspections do not supersede any mandatory airworthiness inspections required by the national aviation authority of the country in which the aircraft is registered The record of the inspections must be documented A copy of following list in which the points are ticked off or appropriate notes should be kept as a record The detailed maintenance procedures for the MC LSA version are described in a separate Maintenance and Inspection Manual The MC is a modern and somewhat complex machine which requires specific training for proper maintenance We therefore recommend that the 100 h inspections be carried out at Flight Design approved repair station if possible Besides that for all maintenance steps the minimum qualification requirements for the repairm
28. 0 220 og FX Qo NO ZH 4 Example 1 Permissible Moment Range 87 Ne LUZ GL 24874 18 000 e e N 16 000 Flight Mass Moment 0 14 000 flight mass 16 max permitted 600 1320 Ib 140 12 000 Lo o e T e o 19 o LO LO LO o LO o LO LO o E N e 9 N e N 9 N e N Q e LO LO LO 9 er er e e SSe N 14614 The example shown in this diagram represents the verification of the mass and mass moment values achieved as by the example shown in the analysis table The aircraft with no fuel is represented by the values 472 6 kg 1041 Ib and 172 4 kg m 14 903 in Ib The aircraft takeoff fuel is represented by the values 509 6 kg 1 122 b and 182 kg m 15 737 in Ib Both values are within the allowed range The two center of gravity positions can be determined as 0 356 m 14 0 in 0 365 m 14 37 in AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Series 2 15 6 9 ui 6081 quu 1894 IIL 711110 i Oo 5 cg range temp limited o c to rear 392 mm 15 4 in di o a 3 gt 5 aug e e gt O N 5 pw O d 5 LO E o P 111111 197 8 A z
29. 06 17 ung 10 July 2009 06 17 6 AA 02 gt ejBue yueg I pina OSL 4 00S eu 1snf sou s 0 i Date 062 00 008 059 puiMSSO42 0 UINL Series gt gt gt lt lt P 00 06 4 u uM 06 P 6 oseg ision lt s 70 pun 70 O C lt 0 u 0001 HY tur OOS JeMog 0 sde 10 1 08 gt ejDue yueg siu yulod UIYUM ui 10 eoejdai JOU op pue AjUO uonejuano 10 pepiAOJd uonisod uin L m eC L 0 sde 4 06 gt ejBue xueg nyed q ueosep JO seg o O ET 26 54814 5 06 PI 67 speedsure y U U 06 Pl A 940 4 104 jeno pue 10 se oejsqo seouejsuunouro e90 oj sey y
30. 9 Aircraft Operating Instructions AOI FLIGHT DESIGN Type Page 4 7 they must be secured so that they cannot shift even if the aircraft experiences strong vertical gusts and accelerations 4 3 Passenger briefing Before take off passengers should be briefed on the emergency procedures This ensures that in an emergency passengers will act properly and not become a further problem for the pilot Even although one can confidently assume that these circumstances may never happen it is important that they be discussed calmly on the ground In this way one can be sure that if it comes to it the passenger will react correctly The briefing should include at the least the following points Passengers should be briefed on the proper use of the safety harness how it is worn locked tightened and opened The safety harness is tightened first at the waist and then the shoulders in order to prevent the lap strap from riding up in a dangerous manner The safety harness should be held tight at all times as light aircraft such as the MC can experience turbulence at any time during flight The door latching mechanism should be demonstrated Particular emphasis should be placed on the fact that the doors must be pulled firmly against the door seals before locking the doors in order to prevent the latches from jamming Deployment of the recovery system should be explained Passengers must be told of the importance of the handle in the mid
31. AS 80 kts CAS flaps 12 4300 rpm 5 2 Flight altitude and density altitude In order to determine exactly the aircraft performance available for a particular flight the density altitude must be calculated The MC is equipped with a carbureted engine the performance of which varies according to ambient temperature and pressure This is the reason that density altitude is so important The aerodynamic characteristics of the aircraft are also dependent upon this parameter Density altitudes can easily be calculated using the chart below Using this density altitude as the input parameter the performance which can truly be expected will be calculated in the following sections An example is given in this diagram Outside air temperature is 10 C 14 and the altimeter shows a pressure altitude of 8000ft Warning pressure altitude can be obtained with the reference pressure of the altimeter set to standard atmosphere 1013 25 hPa 7229 92 Hg only The corresponding density altitude is 2100 6885 ft Performance values are thus equivalent to those given in the next chapter for 2100 m If the pressure altitude of 2400 m 7868 ft were used the performance figures would be wrong This difference can be very significant particularly in the summer months when the density altitude is much higher than the pressure altitude due to the higher temperatures AA 04300001 Revision No 00 Date 10 July 2009 Aircraft Operating
32. I FLIGHT DESIGN Type Page 7 8 7 2 5 Landing gear and brakes The main landing gear of the MC is made from composite materials and is of the cantilever spring type The cantilever spring ensures harmonic deflection behavior with good damping The two separate struts left right are mounted with brackets to the steel fuselage framework The struts are attached to the structure by two bolts at the top ends A clamp cushioned by a thin layer of rubber at the fuselage pass through supports the strut The fuselage pass through is faired to an aerodynamically optimized form At the bottom of the landing gear strut there is a stub axle to which the main wheels and the brakes are attached The main wheels have removable fairings The main wheels of the MC have hydraulic disc brakes which are activated via a centrally located lever in the cockpit The brake lines are reinforced with fiber cloth and connections are crimped tightly on to the lines thus ensuring high line rigidity and stability at a low installed weight This also results in better brake efficiency By blocking the return line the brakes can be locked for a parking brake function The locking lever is in the middle console in the cockpit directly behind the throttle quadrant The parking brake can be locked before activating the brakes The brakes can then be activated once through the check valve The check valves keep the system under pressure thus making single hand o
33. I FLiGHT DESIGN Type Page 7 7 7 2 4 Electrical system The design of the electrical system is based on the ASTM 2245 design specifications for LSA requirements for night flight Only high quality wiring is used the cross sections and insulation meet applicable aviation requirements The electrical system is based on a 12V 7 lead gel battery which is charged with a maximum output of 250 Watt by a DC integrated alternator This battery has very high performance and needs specific charging procedure if discharged If properly maintained it has a very long service life Power is distributed via a common power bus which the fuses and circuit breakers of the individual instrument groups are directly connected Power is then transferred to the instruments and avionics using switches where it is necessary All ground lines are connected to the battery via a ground bus The avionics are grounded separately from the rest of the aircraft in order to avoid interference The layout of the electrical system is depicted in the block diagrams in Appendix 4 They show the wiring layout and help to explain the function of the installation with respect to power supply as well as the data interchange between the individual instruments Should more detailed schematic diagrams be required for maintenance purposes these can be requested from Flight Design AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AO
34. Instructions AOI FLIGHT DESIGH m 6 500 6 000 5 500 5 000 4 500 4 000 3 500 Pressure Altitude 3 000 2 500 2 000 1 500 1 000 Type MC Series 15 Page 5 3 ft ft e EXPL aPaPapi Outside Air Temperature m 6 500 6 000 5 500 5 000 4 500 4 000 3 500 3 000 2 500 2 000 1 500 1 000 AA 04300001 Revision No 00 Date 10 July 2009 Density Altitude X Aircraft Operating Instructions AOI FLIGHT DESIGN Type Page 5 4 5 3 Significance of the wind component Wind directly affects the flight path and thus aircraft performance Two diagrams are presented below which show the significance of the wind component 5 3 1 Wind influence on take off roll and landing To determine whether the aircraft can take off safely it is necessary to determine the prevailing crosswind component On the one hand this determines the appropriate take off procedure while on the other hand it ensures that the demonstrated permissible crosswind component for take off and landing is not exceeded The following diagram is used to determine the crosswind component Crosswind EEE 0 0 O AY 20 Kt Taxi or Flight Direction 9 1 Headwind An example is shown in the diagram T
35. SIGN Series 2 15 2 3 2 5 Power plant limitations ROTAX 912 ULS Maximum take off power 73 5 kW 100 HP at 5 800 RPM max 5 min Maximum continuous power 69 kW 93 HP at 5 500 RPM Maximum continuous engine speed Idle engine speed 5500 RPM 1400 RPM Cylinder head temperature 135 C 275 F maximum Oil temperature minimum 50 120 F Oil temperature maximum 130 C 266 F Recommended operating 90 110 C 190 F 230 F temperature Oil pressure normal 2 0 5 0 bar 29 73 51 operation Oil pressure short term 7 bar 101 5 psi maximum during extreme cold start conditions Oil grade brand automotive engine oils no aviation oil refer to the relevant ROTAX operating handbook for information on viscosity Do not use oil additives Oil tank capacity 2 0 3 01 2 1 3 1 quarts Oil consumption maximum 0 06 I h 0 063 q h Fuel tank capacity 100 26 4 gal 2 wing tanks with 50 1 13 2 each tank capacity Usable fuel 98 25 9 gallons Type of fuel Premium Automotive unleaded per ASTM D 4814 Minimum AKI 91 For more complete information refer to the Rotax 912series Operators manual AVGAS 100 LL Coolant temperature is monitored via the cylinder head temperature which is measured at the measuring point of the hottest cylinder Warning Due to its high lead content AVGAS has a detrimental effect on valve seating and causes greater
36. T if installed can be activated manually thus alerting the search and rescue services Warning X Every MC is delivered with a fire extinguisher in a pocket on the back of the passenger seat can be used to fight small fires in the cockpit AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type Page 3 7 3 7 Engine failure Warning Do not attempt to restart the engine at altitudes below 100 m 328 ft Warning Do not attempt to return to the airfield if engine failure occurs immediately after take off below an altitude of 250 m 820 ft Warning Due to the increased loss in altitude turns should not be attempted at altitudes below 50 m 164 ft After an engine failure in flight an engine restart should be attempted if altitude and time permits The prerequisites for a successful restart should first be checked Fuel shutoff valve open Amount of fuel fuel available in both wing tanks Ignition both If the fuel level is low in both tanks and one of the fuel tanks appears to be empty level the wings and make certain that the aircraft is not side slipping or holding the wing with the apparently empty tank higher If the aircraft is level and one of the tank indicators shows fuel available make certain you keep that wing slightly higher to ensure fuel is being supplied to the engine If airspeed is so low that the propeller has stopped the engine must be started in t
37. When adjusting the flaps to the negative position the drag and lift co efficient of the airfoil are reduced for the same angle of incidence The aircraft must thus be accelerated during flap retraction As a result climb rate drops initially before it then picks up again When retracting the flaps in horizontal flight the aircraft can sink slightly Therefore the flaps should never be moved in the negative direction near the ground AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Type Page 4 14 4 9 Cruise Normal cruise is performed with the flaps set at 12 airfoil offers the lowest drag in this setting and fuselage airflow is the most favorable This is immediately apparent when the flaps are adjusted to this setting the aircraft accelerates markedly The ground adjustable propeller installed in the MC is set by the manufacturer to ensure that maximum continuous power 5500 RPM cannot be exceeded in horizontal cruise with full throttle Despite this attention should be paid to this limitation as climatic variations temperature air pressure can lead to it being marginally exceeded Efficient cruise performance is achieved at about 4800 5000 RPM Greater rpm means greater airspeeds but this can only be achieved at the expense of much higher fuel consumption The greatest range is achieved at the relatively low value of 4300 RPM The carburetor heat lever s
38. ____ ed ___ o oo ood oo o o o e o o og o ____ NENNEN ______ ______ _____ _______ pn en L anzherg kherson Ukraine 1 09 Signature City Date AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Series 15 Page 6 12 Equipment List for LSA Aircraft Prod Number A 08 01 31 01 09 FLIGHT DESIGN 1 Minimum Equipment 2 2 2 Additional Equipment ____ _ _ _ _____ _____ 3 Additional Equipment Avionic ________ ___ ________ MEME 4 Optional Equipment Oil and Water Thermostat FlightDesign 382in 3656 Autopilot 2 3 Ais 213 5 _ Tmtrak Strobe i Position Light EPL ACL ERB Thiesen 103 0in 141b X Landing Light LED 01 0771125 10 Rev E Whelen Engineering 48 4in 0339 X Sport Seat Leather and cushio 1 FlightDesigm 333 6399 FireExingusher 121 354in 10 Main wheel Fairings F ghtDesign 248i 353 X Nose Wheel n 323im 2366 Weight Equipment 144 14 Ib L anzberg Khersan Ukraine 01 09 Signature City Date AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Type Page 7 1 7 DESCRIPTION OF AIRPLANE AND SYSTEMS 7 1 A
39. aft Nose C Right side of aircraft 44 Engine cowling remove 29 Horizontal tail check 45 Exhaust system check 30 Vertical tail check 46 Nose gear check 31 Underfin check 47 Air inlet check 32 Fuselage check 48 Fluid lines check 33 Baggage compartment locked 49 Electrical wiring check 34 Main landing gear tire fairings check 90 Fuel drain no contamination 51 Landing light check D Right wing 52 Propeller check 35 Wing flap check 53 Spinner check 36 Aileron check 54 Battery check 3 Winglet wing tip check 55 Oil quantity check 56 Coolant quantity check 38 Navigation light check F Left wing 39 Pitot probe check 57 Wing leading edge check 40 Tie down remove 58 Fuel quantity check 41 Fuel quantity check 59 Filler cap shut 42 Filler cap shut Vent clear Vent clear 60 Tie down remove 43 Wing leading edge check 61 Navigation light check 62 Winglet wing tip check 63 Aileron check AA 04300001 Revision No 00 Date 10 July 2009 FLIGHT DESIGH STARTING THE ENGINE Preflight inspection complete Parking brake set Carburetor heat off Circuit breakers all in Avionics off Master switch on ACL on Fuel shutoff valve on up Ignition key in Choke as required Throttle idle Propeller area clear Ignition key turn to start then release Choke adjust then off forward Oil pressure check Alternator switch on Avionics switch on Wing flaps retract TAXIING Brakes Steering BEFORE TAKE OFF continued Passenger briefing compl
40. after landing Warning Every MC is delivered with a fire extinguisher in a pocket on the back of the passenger seat can be used to fight small fires in the cockpit AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Type Page 3 9 3 9 Loss of coolant A loss of engine coolant does not mean that a forced landing must be carried out immediately The coolant is used solely to cool the cylinder heads The cylinders are air cooled As coolant temperature is only indirectly indicated via the cylinder head temperature of the hottest cylinder engine temperature monitoring is still possible even after a total loss of coolant In the case of a loss of coolant engine power should be reduced enough to ensure that the cylinder head temperature remains within normal operation limits below 150 C 302 F If airspeed becomes too low the flaps may be partially extended from 0 to 157 The aircraft can then be flown to a suitable airfield without causing permanent damage to the engine If the temperature cannot be held within operating limits one must decide whether one is prepared to risk damage to the engine in order to reach a suitable field for an emergency landing 3 10 Loss of oil A loss of oil is a very serious condition as the hot oil can easily ignite if it drops on to the hot exhaust system An emergency landing performed to the procedures described above should be
41. ake off direction is 120 The wind direction is 70 wind speed 11 kts The wind angle is thus 120 70 50 Wind speed is plotted along the circle segment 1 to the point where it intersects the wind angle 2 The corresponding value on the x axis 3 results in a head wind component of 7 1 kts the value on the y axis 4 in a crosswind component of 8 4 kts Values for landing are determined in a similar manner AA 04300001 Revision No 00 Date 10 July 2009 Aircraft Operating Instructions AOI Pago 55 5 3 2 Wind influence on cruise Wind also has a noticeable influence on the forward progress of the aircraft over ground in cruise The relevant components can be easily calculated from the graph c gt cC ce oF g Dem LA x OL 5E 8 8 gt 9 e T 2 N 20 An e 15 N gt lt 2 WW 2 10 H 775 i NN gt 79 n cC Jp M Y 7 80 L N Taxi or Flight Direction TS ANN N E Ne 2 20 AN mL _ 20 Tailwind Kt Crosswind Calculation procedures are analogous to those u
42. al inspection Important Should an Owner Operator not comply with any mandatory service requirement the LSA shall be considered not in compliance with the applicable ASTM Standards and may be subject to regulatory action by the FAA AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Series 2 15 1 4 1 4 Main dimensions Geometry Geometry Aspect ratios AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI Desen AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Type Page 1 6 1 5 Engine The MC is available with the Rotax 912 UL with 80 rated BHP also Rotax 912 ULS with 100 rated BHP is available upon your request More detailed information on the engine is available from Rotax for your specific engine serial number Rotax 912 ULS Engine type horizontally opposed four cylinder four stroke engine Cooling water cooled cylinder heads Horsepower rating and engine 73 5 kW 100 rated BHP at 5800 rpm speed Carburetor type Bing constant pressure carburetor Ignition electronically controlled dual ignition Propeller gear reduction 2 43 1 1 6 Propeller Various types of propeller are available for the MC Each propeller has its own operating handbook and maintenance manual published by th
43. ample Takeoff at 500 kg 1 100 Ib at 20 C 68 F at 600 m 2000 ft pressure altitude in high grass with a runway 2 inclination As by chapter 5 2 density altitude for this case is 900m 3000 ft Takeoff charts show a take off roll distance of 190 m 620 ft and a take off distance of 340 m 1120 ft Consideration of the deviating factors delivers Take off roll 620 ft x 1 2 x 1 1 820 ft 250 m and Take off distance 1120 ft x 1 17 x 1 1 1 440 ft 440 m O o Q O O mms 0 4 mme r ALLE r mme 5 mms 7 04300001 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Type Page 5 10 5 6 Calculating climb performance The aircraft is nearly always operated under different conditions than ISA standard atmosphere Aircraft climb performance under different conditions can be estimated according to the following tables The basis for these values is an aircraft in good conditions Best climb is achieved with O flaps Data are provided for 12 0 and 15 flaps cruise climb and take off condition Warning Knowledge of the correct density altitude is mandatory to obtain reliable values for the aircraft performance Climb performance at flaps 12 Aircraft weight 600 kg 1320 Ibs density rate of climb rate of climbat CAS MINE EN m kts km h 79 70
44. an are defined AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI Flight DESIGN Type Page 8 4 8 6 Repairs to the airframe Warning Minor repairs on non lifting parts may only be carried out by qualified personnel approved by the manufacturer Warning Major repairs particularly after accidents may only be carried out by the manufacturer or by a Flight Design authorized aviation workshop Original materials only should be used for repair work Should you discover structural damage please contact a Flight Design service station or a workshop qualified to undertake such repair work Should this not be possible please contact Flight Design at the valid service mail address listed on the website Based on your description of the damage we shall make recommendations as to what you should do You will also receive precise repair instructions and documents showing exact structural details for the part of the aircraft affected 8 6 1 Lubricants and operating fluids Brake fluid Aeroshell Fluid 41 MIL H 5606 Brake Fluid Use only this type red aircraft fluid or other suitable petroleum or silicone based fluid Warning Due to the material of the sealings in the brake system Buna Nitrile usage of automotive glycol based brake fluid is striktly prohibited as it will damage the sealings Coolant Glysantine water mixture 50 50 in accordance with the instructions in the engine oper
45. ants or the failure of aircraft systems ominous weather conditions may also lead to an emergency landing In order to carry out an emergency landing a suitable landing site must be found It should be free of obstacles including the approach and should be long enough The final approach to the site should be flown at the usual approach speed of 100 km h 54 15 The following points should be implemented during the approach Safety harness lap belt tight shoulders snug Loose objects in the cockpit securely stored Radio signal transmit to the appropriate ATC or to a nearby airfield so that the emergency services can be informed if necessary During a landing on unknown terrain it is recommended that the landing be accomplished at minimum safe speed The landing flare should be initiated at approx 50 cm 2 ft above the ground and the aircraft slowed down to minimum speed During flare it is recommended that the engine be shut down in order to reduce as far as possible the danger of a fire Ignition off Fuel shutoff valve closed On touchdown the stick should be pulled back smoothly to prevent as far as possible overturning on landing caused by the nose wheel sinking into soft ground Apply the brakes smoothly to bring the aircraft to a controlled stop During landings in cornfields the tops of the trees or other crops should be seen as the landing surface On short finals the flaps should be fully extended and airspeed should
46. arning Oil pressure must begin to show at the latest 10 seconds after the engine has started to turn If this is not the case the engine must be cut immediately Engine RPM may only be increased once oil pressure exceeds 2 bar 28 psi Allow the engine to warm up at medium RPM We recommend 2 minutes at 2000 RPM and then increase to 2500 RPM The engine is ready for operation when the oil temperature has reached 50 C 122 F 4 5 Autopilot operation The autopilot master switch should be in the off position when the engine 15 started After the engine is started turn on the autopilot master switch and hold the aircraft stationary as the internal gyros are initialized The model and software version will be displayed briefly For approximately ten seconds afterward the display will show the words PWR UP in the lower display When initializing is complete PWR UP will change to AP OFF The autopilot can be turned on and off by pressing the control buttons on the Autopilot controller itself The Autopilot can also be turned on and off using the white button on the control stick AA 04300001 Revision No 00 Date 10 July 2009 9 Aircraft Operating Instructions AOI FLIGHT DESIGN Type Page 4 9 For more details regarding the Autopilot operation please take the time to look at the Autopilot manual Warning not mistake the autopilot button on the control stick with the Radio Transmit button During the flight pay attentio
47. at the aircraft 15 weighed after any relevant changes change in equipment repair work Furthermore it is mandatory that the main mass data be recorded on the relevant page of the Aircraft Operational Instruction AA 04300001 Revision No 00 Date 10 July 2009 Aircraft Operating Instructions AOI FLIGHT DESIGN Type MC Page 6 2 X Weight and Balance of LSA Aircraft FLIGHT DESIGN Reference Point Wing leading Ref Plane Tunnel roof in cabin horizontal otal weight wt poi Net weight Moment 78 00 kg 564 7 297 60 kg 0 635 m 189 0 kg m Component weight Rude Waight of non lifting parts 300 30 kg Certification Basis MTOW 600 00 kg Empty weight Ex payload Max 1 fuselage Max weight of non 40 ka parts 519 00 kg L angberg Kherson Ukraine 01 Mar Q9 Signature City i AA 04300001 Revision No 00 Date 10 July 2009 Aircraft Operating Instructions AOI FLIGHT DESIGN Type MC Page 6 3 X Weight and Balance of LSA Aircraft DESIGN Equipment list with date Datum Point inc ing edge Datum Plane Tunnel roof in cabin horizontal Scaling and Empty Aircraft Total weight Support point Gross weight Tara weight Distance to ref Moment Nose wheel 171 96 Ib 5619 Ib in Main wheels 656 08 Ib 16402 Ib in Deng O00b 83m Om A
48. ate 10 July 2009 g 1908 28308 Vim cas y J9ypoJg 19509 1 va 1990919 m yg 1910919 19110 ACI ve ven vc 1990948 SHJ TH El 1988091 Bupuo 190808 jubr 1454000 allel fe vc VE 4340 1 upu is soo vouh lt c o o d O c d ES o lt vc 19109 0 syy 5 Ht e eres L REGI GE mper M 1911035 yaz 1950914 190 ACI AMILLVE ho o 19150 SOIUOIAY UNUS GAY p aoonoy Xe 2208 n LL x m OC apay J MO br 2 5 lt J0 D19U845 10 July 2009 Date MC block diagram Power bus supply Revision No 00 AA 04300001 9 Aircraft Operating Instructions AOI FLiGHT DESIGN Page 912 anjnjaduis p 2156210 nalog instruments o8 p 2 FE amp o Intercom Transponder x CTX327 330 Garmin GPS496 696 IR vg S 7 04 3 E 5 a el 3 E a i 1 B
49. ating handbook Warning X Anti freeze from different manufacturers must not be mixed as they may react with each other and flocculate If in doubt the mixture should be completely drained off and replaced Flight Design uses BASF Protect Plus as recommended by Rotax If the anti freeze is changed an aluminum compatible anti freeze recommended by Rotax should be used Warning Flight Design advises against the use of Evans coolant The advantages offered by this fluid are negated by sustained operational problems e g moisture absorption Based on the results of testing under various climatic conditions it has been demonstrated that Evans is not necessary for the safe operation of the MC Engine oil in accordance with the Rotax manual Fuel EN 228 Super or Super Plus 91 AKTI octane premium unleaded auto AVGAS 100 LL Warning _ Not every oil type is suited to engine operation with AVGAS or MOGAS Refer to the relevant version of the Rotax engine manual for detailed information on suitable oil types The list of suitable engine oils is constantly adjusted according to availability It is therefore recommended you consult the current list on the Rotax Service Bulletins website Hydraulic fluid variable pitch propeller DOT 4 SAE J1703 FMVSS 116 AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Page 8 5 Lubricant wing and strut attachments Heavy duty greas
50. be 90 km h 48 knots The landing flare should be initiated at approx 50 cm 2 ft above the assumed landing plain and the aircraft slowed down to minimum speed On touchdown the stick should be pulled back smoothly to prevent as far as possible overturning on landing Warning lf urgent help is required after a forced landing the ELT if installed can activated manually thus alerting the search and rescue services Warning X Every MC is delivered with a fire extinguisher in a pocket on the back of the passenger seat It can be used to fight small fires in the cockpit Should a forced landing not be possible and should the aircraft be at a sufficiently high altitude the ballistic recovery system may be deployed Refer to special emergency procedures for the deployment of the recovery system AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Type Page 3 5 3 5 After overturn on landing Due to its design the MC offers good occupant protection during an overturn Should you find yourself in this situation brace yourself with your legs against the windshield Unhook your safety harness Be careful not to injure yourself on shards from the windshield or broken parts of the structure when you drop out of the seat Evacuate the aircraft as quickly as possible Warning Check for leaking fuel when evacuating the aircraft acute fire hazard the fuel system is not design
51. ceed 29 The aircraft does not go into a spin during a stall in a 30 turn Normal flight attitude can be recovered by pushing the stick forward increasing speed and then smoothly pulling the aircraft up and simultaneously correcting the angle of bank Maximum loss of altitude during recovery is 60 m 197 ft The angle of bank does not exceed 60 3 3 Inadvertent spin The aircraft shows no inclination to go into an inadvertent spin during normal stall or during stalls in turns Should the aircraft however inadvertently enter into a spin the following recovery procedure should be used All control surfaces in neutral position When rotation does not stop immediately rudder slightly opposite to direction of rotation retard throttle omooth recovery in the neutral attitude Warning When encountering an inadvertent spin airspeed increases quickly during dive It is essential that attention be paid to airspeed limitations control surface deflection and flight load factors when recovering the aircraft from a steep dive Warning Should the attempt to recover the aircraft fail or should recovery appear doubtful due to low altitude the recovery system should be deployed AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI Flight DESIGN Type Page 3 4 3 4 Emergency landing An emergency landing may be necessary for several different reasons In addition to the loss of lubric
52. covery system selected tight securely stored transmit as required as required 50 cm 20 in above ground or tree tops off closed tail low automatic as required AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI Engine fire Failure of flap control Fuel shutoff valve off Alternator off Throttle full Master switch off Ignition off Master switch after 3 seconds to on Ignition key remove Alternator on Flight attitude slip away from flames If everything okay end of procedure Landing make an emergency Flaps in cruise flight manually set to max landing negative Long runway landing flap max Loss of coolant negative Short runway in short final manually Engine power reduce set to max positive Cylinder head temperature below 150 C Landing as soon as possible at airfield EMS failure Reduce airspeed 185 km h 100 knots Loss of oil with flaps negative Ignition off Ignition key remove Fuel shutoff valve off Landing make emergency landing AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Type Page 3 3 3 2 Stalls The stall characteristics in level flight are docile Normal flight attitude can be recovered by pushing the stick forward increasing speed and then smoothly pulling the aircraft up again Maximum loss of altitude during stall recovery is 50m 164 ft Pitch down does not ex
53. de to with certainty AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Type Page 3 8 3 8 Carburetor or engine fire If a fire breaks out in the engine compartment the fuel shutoff valve must be turned off immediately Throttle to full open to allow the engine to use up the fuel in the system quickly Turn the Ignition off and take out the ignition key to ensure that the ignition is not inadvertently turned Check that the fuel shutoff valve is still completely closed In the fully closed position the lever is covering the slot for the ignition key Descend as quickly as possible holding the flames away from the aircraft by side slipping and perform an emergency landing similar to that without engine power If the flames have been extinguished and an emergency landing cannot be performed without engine power an attempt may be made to restart the engine should it indeed restart an emergency landing should be made immediately The deployment of the recovery system can be a good alternative If the aircraft has become uncontrollable during the fire or if an emergency landing cannot be performed the recovery system should not be deployed at greater altitudes i e descend to an altitude of approx 200 m 656 ft make sure that the maximum deployment speed for the recovery system is not exceeded The recovery system can then be deployed Evacuate the aircraft immediately
54. dle console and how to operate it In the unlikely event that the pilot is incapacitated this information is very important Warning Even if the passenger is an experienced General Aviation pilot he she should be briefed on the peculiarities of Light Sport aircraft This is especially the case with respect to the parachute recovery system as these are usually not installed in GA aircraft A fire extinguisher spray is provided in a pocket on the back of the passenger seat It can be used to extinguish small fires in the cockpit This may be necessary after an emergency landing Briefing passengers accordingly on the use of the fire extinguisher spray is very important If immediate help is required after an emergency landing the ELT if installed can be activated using the remote control in the lower central panel If the pilot is no longer capable of acting the passenger should know how he can activate the unit This information is very important AA 04300001 Revision No 00 Date 10 July 2009 9 Aircraft Operating Instructions AOI FLIGHT DESIGN Type Page 4 8 4 4 Starting the engine The fuel shutoff valve is positioned so that it impedes the turning of the ignition key so that it is virtually impossible to forget it completely However before starting the engine one should make sure that the valve is completely open as only then is the supply of sufficient fuel to the engine guaranteed Before starting the engine i
55. e WGF 130 DIN 51502 Lubricant bearings rod ends GLEITMO 805 Mobilux EP 2 or any lithium based grease Warning _ The plastic bearings on the flaps and the ailerons are maintenance free and should not be greased 8 7 Control surface deflections The settings of the control surfaces and the wing flaps greatly influence aircraft characteristics The correct surface deflections and the procedure to adjust the system are defined within the Aircraft Maintenance Manual AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Page 9 1 9 SUPPLEMENTS 9 1 Sailplane tow At this point of time the flight testing for sailplane towing is not yet finished Your local Flight Design Dealer can inform you when this part of the certification is finished Your Flight Design dealer can also provide you with the revised manual containing all instructions for glider towing once released 9 2 Bannertow Banner towing is not allowed in all countries At this point of time the flight testing for banner towing is not yet finished Your local Flight Design Dealer can inform you when this part of the certification is finished Your Flight Design dealer can also provide you with the revised manual containing all instructions for glider towing once released AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Page A
56. e at flight mass and negative flaps can be assumed as follows 600 kg 1320 1 5 140 km h 78 kts 500 kg 1100 Ibs 124 km h 67 kts 400 kg 880 Ibs 115 km h 62 kts AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Type Page 6 1 6 WEIGHT AND BALANCE AND EQUIPMENT LIST 6 1 Weight Limits The following limits ensure the safe operation of the aircraft Maximum take off weight MTOM 600 kg 1320 155 max according to national laws and certification requirements lower limits may exist Minimum crew weight 54 kg 119 Ibs Maximum load per seat 130 kg 286 Ibs Maximum baggage load total 2 x 25 kg 55 Ibs 50 kg 110 Ibs but per side limited to max 25 kg 55 Ibs 318 392 mm 12 5 in 15 4 in _ Reference datum is the wing leading edge with the aircraft in the neutral position Refer to Chapter 6 Weight and Balance Center of gravity range Design rear cg limit is 458 mm 18 0 in Out of safety reasons at this point in time rear flight cg range limited flight tests not fully completed for most rear cg position 6 2 Weighing To weigh the aircraft three scales must be set on a level floor The aircraft is leveled by shimming either the nose wheel or both of the main wheels It is in the correct position for weighing when the tunnel where the throttle quadrant is located in the cockpit is in the horizontal position The aircraft must also be
57. e landing configuration is taken up in good time and at a sufficiently high altitude the pilot s work load may be reduced considerably With the aircraft flying stably it can be more easily controlled down to touch down Too high approach speeds with flap changes shortly before touch down lead very quickly to dynamic flight conditions which are very stressful for the pilot If in doubt abandon the approach and perform a go around This is always better than taking a chance of damaging the aircraft due to a hard landing Some power 10 20 96 should be maintained during approach This makes it easier to determine that the engine is running properly and is able to provide full power if required The slightly increased pressure on the empennage also has a positive effect on controllability and control feel If there is a risk of carburetor icing the carburetor heat should be pulled on during the approach It should however be pushed off in short finals so that full engine power is available should a go around be necessary Approach the ground with constant power setting About a meter 3 ft above the ground retard the throttle completely and smoothly flare the aircraft A somewhat higher approach speed should be used for landings in a crosswind to ensure that the aircraft remains controllable In addition it is also recommended that the wing flaps be set at maximum 15 or even 07 when landing in a crosswind Be mentally prepared to perfo
58. e propeller manufacturer These documents are delivered with the aircraft and must also be studied in detail The following types of propeller have been certified for the MC Manufacturer Parameters OOOO O O TXR 2 65 47 101 6 1 66 m diameter 2 blade composite propeller ground adjustable Neuform CR3 65 47 101 6 1 70 m diameter 3 blade composite propeller ground adjustable Kaspar Br ndel KA1 1 60 m diameter 3 blade composite propeller ground adjustable A R 65 T 1 65 m diameter 3 blade composite propeller ground adjustable AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Type Page 1 7 1 7 Minimum equipment Airspeed indication up to at least 270 km h 146 knots Altimeter with Barometric adjustment possibility Safety harness four point one for each seat Magnetic compass with calibration Engine indication CHT Oil Temp Oil press RPM Aircraft documents national regulations apply 1 9 Recommended additional equipment Ballistic recovery system national regulations apply Emergency locator transmitter ELT mandatory in some countries Radio with intercom and headsets Transponder Mode C or S External lighting anti collision light ACL and navigation lights landing light AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI Flight DESIGN Page 2 1 2 LIMITATIONS 2 1 Airspeed l
59. e that in the distraction during flight important items are not overlooked The checklists are formulated so that they may be made into a small booklet which can be used in the cockpit This booklet can be augmented with specific operational aspects should this be necessary The detailed procedures augment those points of the checklists which can only be explained in detail It is important for safe operation that the pilot familiarize himself with these detailed procedures before starting flight operations Spinning Controls Rudder Rotation Throttle Elevator neutral opposite rotation stopped retard smooth dive direction recovery from Deploying the ballistic recovery system Ignition Recovery system Fuel shutoff valve Emergency radio call Master switch Safety harness protective position Engine failure Below 100m 300 Ft AGL Above 200m 600 Ft AGL off release off transmit off tight taken make an emergency landing straight ahead refer to procedures for restarting the engine Restarting the engine Fuel shutoff valve Fuel amount Ignition Propeller stopped Engine fails to restart Emergency landing No suitable landing field Landing field Safety harness Objects in cockpit Emergency radio call Flaps Airspeed Flare Ignition during flare Fuel shutoff valve Elevator on touchdown ELT open check both ignition key to start make an emergency landing deploy re
60. ed for the upside down position Warning urgent help is required after an emergency landing the ELT if installed can be activated manually thus alerting the search and rescue services Warning X Every MC is delivered with a fire extinguisher in a pocket on the back of the passenger seat can be used to fight small fires in the cockpit AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Page 3 6 3 6 Deploying the ballistic recovery system Refer to the operating handbook published by the manufacturer of the recovery system for operating details The recovery system can be deployed in relatively low altitudes If deployed at a low airspeed the damage to the aircraft can be kept to a remarkable minimum Due to the position in which the aircraft is suspended from the parachute the pilot is as well protected as possible during the deployment of the recovery system For the deployment of the ballistic recovery system the manufacturer gives the following sequence of activities The manufacturer s manual provides further details the pilot has to acknowledge prior to first flight with the aircraft Kill the engine that the rotating prop does not damage the parachute deploy the parachute to do this pull the handle with force to the very end until the rocket has started re tighten your seat belts that they give best protection at touchdown brace you
61. er in the lever and the corresponding line a hydraulic actuator in the engine compartment is activated The actuator is located on the rear side of the gearbox above the crankshaft The propeller is adjusted via a control rod which runs through the hollow propeller shaft The variable pitch propellers are factory set so that engine speed at lowest pitch during take off and initial climb does not exceed the maximum short term permissible speed of 5800 RPM The climb speeds given in the normal procedures section must be observed exactly Should they be exceeded there is a risk of the engine over revving and being damaged Warning If a variable pitch propeller is not operated properly the engine over rev Propeller speed will increase constantly with increasing airspeed For this reason the variable pitch propeller must already be adjusted to a higher pitch during climb It is the responsibility of the pilot to ensure that engine operating limits are adhered to AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Type Page 7 5 7 2 3 Fuel system A fuel tank with a capacity of 50 13 2 gal is installed to the leading edge section of each wing Fuel tanks are integral tanks The fuel tanks are each equipped with anti sloshing ribs The innermost anti sloshing rib is equipped with a flapper valve at the lower opening The flapper does not completely seal the opening Howeve
62. et for carb heat Warning Since the supply ducts for fresh air and heated air are separate up to air box the engine can be easily supplied with alternate heated air should the air inlet become blocked in flight AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type Series 15 Page 7 4 7 2 2 Propeller The MC may be equipped with various propellers The operating handbook and the maintenance manual of the relevant propeller published by the propeller manufacturer are delivered with the aircraft and must be studied in detail The following propellers are approved for usage on the MC SSCs The ground adjustable propellers are factory set to prevent over revving the engine during take off climb and level flight Full throttle static engine speed on the ground will be roughly 4900 RPM Engine speed of approximately 4800 4900 RPM is achieved during climb whereas almost 5500 RPM are reached during level flight with full throttle corresponding to maximum continuous engine speed This pre setting makes the monitoring of the correct propeller speed in flight very simple for the pilot Variable pitch propellers are controlled via a hydraulic adjustment mechanism The lever has several indexed positions To set the propeller the notch under the lever is released the lever moved to the desired position and the notch locked in place Via a hydraulic cylind
63. ete Approach amp departure clear Parking brake release NORMAL TAKE OFF Wing flaps 0 15 Carburetor heat off Throttle full Take off rom 4800 5000 RPM Best rate of climb 100 km h 54 kts flaps 15 113 km h 61 kts flaps 0 124 km h 67 kts flaps 12 90 km h 48 kts flaps 15 102 km h 55 kts flaps 0 113 km h 61 kts flaps 12 SHORT FIELD TAKE OFF Wing flaps 15 Parking brake set Choke shut Carburetor heat off Throttle full Parking brake release Rotation 90 km h 49 kts Acceleration 90 km h 49 kts Best angle of climb 90 km h 49 kts Best angle of climb AA 04300001 Revision No 00 Date 10 July 2009 Aircraft Operating Instructions AOI BEFORE TAKE OFF Parking brake set Safety harnesses lap tight shoulders snug Doors shut Control surfaces free Altimeter set to field elevation Transponder on standby Choke shut Carburetor heat off Throttle 4000 RPM Engine gauges check Magneto left max drop 300 RPM Magnetos both check Magneto right max drop 300 RPM max diff 120 RPM Magnetos both check Oil temperature min 51 C 122 F Alternator control lamp off Throttle idle Flaps set Pitch trim set neutral for takeoff Radios set Recovery system unlocked pin out ELT armed continued CLIMB Wing flaps 12 0 Airspeed 12 and 600 kg 1320 Ibs for best rate of climb 124 km h 67 kts best angle of climb 113 km h
64. fied in your relevant country Wanring Explicit data used as example in the following charts have nothing to do with your real aircraft The only purpose of these data is to illustrate the process of determining the required values for the flight planning In any case you must make sure that you take the correct data as valid for your individual aircraft Mass Mass Momen Mass Mass Momen ia kg m kg kg m in lb Ib in Ib 1 Empty mass amp mass moment Welg Balan Weight and Balance Report mass on front seats Lever arm 0 42 m 16 5 in did 135 3 Mass loaded to oe 125 compartment behind the cabin 985 Lever arm 1 042 m 39 4 in Total mass amp total mass 472 6 1724 moment with empty fuel tanks 10 43 14 903 total of 1 3 Center of gravity with empty 0 365 m fuel tanks Mass Moment of 4 14 29 in divided by Mass of 4 Usable fuel as verified to be 37 9 62 filled on the aircraft 81 5 833 7 Lever arm 0 26 m 10 23 in 9 1 15 737 4 plus 6 Center of gravity including fuel 0 357 m Mass Moment of 8 divided by 14 0 in Mass of 8 The results in lines 4 and 7 must be all within the certified limits as defined for this aircraft in Chapter 6 1 Mass moments can be checked in the mass moment chart below The results in lines 5 and 8 must be both within the limits as defined for this aircraft in Chapte 6 1 One Liter of fuel weighs 0 725 kg one US gal
65. h flaps 15 Take off roll 190m 625 ft distance to clear 50 ft obstacle 300m 985 ft at take off speed 90 km h 49 kts CAS With flaps 0 Take off roll 260 m 850 ft distance to clear 50 ft obstacle 450m 1475 ft at take off speed 105 km h 57 kts CAS With flaps 12 Take off roll 320 m 1050 ft distance to clear 50 ft obstacle 540 m 1775 ft at take off speed 115 km h 62 kts CAS Note Takeoff with flaps negative is not recommended but values shown for completeness Best rate of climb flaps 15 100 km h 54 kts CAS 4 2 m s 830 ft min flaps 0 113 km h 61 kts CAS 4 3 m s 850 ft min flaps 12 124 km h 67 kts CAS 4 0 m s 790 ft min Best angle of climb flaps 15 90 km h 48 kts CAS approx 6 1 18 flaps 0 102 km h 55 kts CAS approx 6 5 1 16 5 flaps 12 113 km h 61 kts CAS approx 8 1 14 Note 6 1 means Fly 6 ft to climb 1 ft Means 8 1 is less steep than 6 1 Maximum level speed VH flaps 12 195 km h 105 kts CAS 5500 rpm Typical cruise performance point flaps 12 175 km h 95 kts TAS engine setting and density altitude 0 5000 rpm 24 8 in Hg 04500 ft D Alt AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type Page 5 2 consumption endurance range 5 0 US Gal h 4 8 hrs 850 km 455 Nm Note includes 30 min reserve Maximum range 1150 km 640 NM 150 km h I
66. he same way as on the ground using the starter The Rotax 912 series engine ignition is only active once a certain minimum propeller rpm is achieved above 1200 If the propeller is wind milling it may be that the propeller rpm is too low to restart the engine In this case the starter must be used Warning Restarting the engine requires the full attention of the pilot The stress factor in the cockpit increases considerably and simple mistakes may be made by even the most experienced pilot It is therefore imperative that you continue to fly the aircraft Be careful of controlled flight into terrain and other hazards of distraction If the engine can not be restarted or if altitude does not allow an attempt to restart a controlled forced landing should be carried out The power off emergency landing procedure is basically the same as an emergency landing with engine power The best glide speed is 140 km h 76 knots at a flight mass of 600 kg 1320 Ibs The flaps should be set to 0 The flaps should only be extended beyond 0 when it is assured that the landing field will be reached If you arrive too high at the chosen field perform descending figure 8 s keeping the landing site in view until the turn for final approach Warning During a landing without engine power the glide path cannot be extended Due to flap effectiveness and side slipping the glide path can be shortened considerably Choose a landing field that you can gli
67. hould be pulled out if there is a risk of carburetor icing Once ice has accumulated it takes more than a few seconds for it to be removed Carburetor heat must be left on for a long time However carburetor heat should not be kept on continuously as this leads to an enriching of the air fuel mixture in the engine and can lead to fouling of the spark plugs which in turn adversely affects the smooth running of the engine and performance Warning Never put on carburetor heat during take off and climb as carburetor heat reduces engine performance During cruise fuel consumption should be monitored closely The Dynon EMS if installed shows current consumption total consumption since take off and remaining fuel quantity Warning n order to achieve an accurate indication of fuel consumption using the Dynon EMS the correct amount of fuel available must be programmed before take off Otherwise the values shown are not reliable It is thus recommended that you do not rely on values programmed by someone else Fuel quantity should also be continuously monitored during flight by checking the fuel tank indicators in the wing roots Despite their simplicity they represent clear information about the fuel load in the tanks particularly as fuel the level drops Warning correct indication on the fuel quantity tubes in the wing ribs is only possible when the wings are completely level Warning There is a tendency to fly the MC with a small side
68. imitations Stall speeds flaps 12 Vs1 87 km h 47 kts CAS flaps 0 Vs1 78 km h 42 kts CAS flaps 15 Vs1 69 km h 37 kts CAS flaps 30 Vs1 67 km h 36 kts CAS flaps 35 Vso 67 km h 36kts CAS Maneuvering speed Va 185 km h 100 kts CAS Maximum flap extended speed flaps 0 166 km h 90 kts CAS flaps 15 152 km h 82 kts CAS flaps 30 136 km h 73 kts CAS flaps 35 130 km h 70 kts CAS Maximum rough air speed 222 km h 120 kts CAS Caution range 222 250 km h 120 135 kts CAS Never exceed speed Vne Vne 250 km h 135 kts CAS Maximum demonstrated crosswind flaps 0 16 kts flaps 357 20km h 11kts Warning _ Take off and landing with crosswinds require a lot of training and experience The greater crosswind component the more experience required AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Type Page 2 2 2 2 Flight load factor limits Maximum flight load factor up to Va 4g 2g up to Vne 4g 1 5g Warning Up to Va 185 km h 100 kts maneuvering speed full control movements may be made Above Va all control surfaces may only be deflected to a third of their maximum displacement Warning Up to Vra 222 km h 120 kts IAS the MC can safely withstand a vertical gust of 15m s 2955 FPM Above Vra 222 km h 120 kts IAS the MC can withstand the load of a vertical gust of 7 5 m s 1478 FPM 2 3 Tire pressure Main
69. individual points again Following charts show two variants of traffic patterns The big one is used when flying together with General Aviation Aircraft in the same pattern In order to not slow them down flaps are retracted relatively early and portions of the pattern are flown at good speed The pattern is more roomy and fast The small pattern can be flown on typical small light sport or private airstrips and together with slower aircraft Emphasis is laid upon keeping flaps set and speed controlled within the lower but safe limits The pattern can be flown much more narrow this way without generating pilot overload AA 04300001 Revision No 00 Date 10 July 2009 a lt w 70 ru 70 O 65 n Som t 4 10 Page FLIGHT DESIGN 006 4 1e9u que 91045 uyoouus esou yr1 61 4 ue H 206 77 6 54814 uny yooye 4 06 17 8 u u 06 Pl 67 U W 001 9 U W 06 17 67 gt ejBue yueg OSL 009 Ajyyoows CO ywy LL M L9 U W ZOL M 99 XA 2054614 06 091 4 1 2 062 002
70. ing Light 9 QE 2 gt 16 6 Instrument Beacon ition Intercom GPS Light Light Circuit Breakers Push off AA 04300001 Revision No 00 Date 10 July 2009 9 Aircraft Operating Instructions AOI FLIGHT DESIGN Type MC Page 7 17 7 4 4 Lower panel The equipment in the lower panel varies only slightly If no avionics are installed there is no intercom Otherwise the controls and switches are always configured as shown below The backup headphone jacks connect directly to the radio and can be used in case of a intercom failure Switches panel Intercom 12V power outlet selector XM or AUX music Audio input jack Backup headphone jacks Flap position indicator Flap circuit breaker Ignition ELT remote control Flap selection switch Fuel shutoff Alternator switch Master switch AA 04300001 Revision No 00 Date 10 July 2009 Aircraft Operating Instructions AOI FLIGHT DESIGN Type MC Page 7 18 7 4 5 Throttle quadrant The throttle quadrant is located in the middle console tunnel in front of the lower instrument panel It can be easily operated from both seats although it is primarily designed to be operated from the left seat by the pilot in command A TE LES AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type MC Page 7 19 7 4 0 Carbon monoxide detector Every MC aircraft is eq
71. irframe The Flight Design MC is a two seat LSA aircraft with high strutted wing of conventional arrangement with a cruciform tail The primary structures are made of metal with aluminum skin The aircraft is equipped with a tricycle landing gear with a steerable nose wheel The spacious cockpit is comfortably accessible to the pilot and passenger via two large doors held open by gas struts The extensive acrylic windshield offers for a high wing aircraft outstanding visibility Additional skylight windows above the pilots head complete the basis for excellent visibility The rear side windows allow rearward vision and give the cabin an open feeling Behind the cockpit a spacious baggage compartment mounted directly behind the occupant seats The baggage compartment is equipped with standard tie downs for simple baggage fixation The baggage compartments are accessed through the cabin folding one or both seats forward 7 1 1 Assembly instructions Assembly and disassembly of an LSA aircraft is only allowed to licensed mechanics Instructions for assembly and disassembly are given in the separate MC LSA maintenance manual 7 1 2 Materials used for the airframe The structural parts of the airframe are made of metal materials with best durability characteristics The wings of the aircraft are built in riveted Aluminum and fully covered High loaded brackets are made of steel The wing struts are made from Aluminum extrusion profiles wi
72. ition the belts are covered by the fuselage roof and stored behind the main bulkhead When deployed typically the opening forces are strong enough to pull these belts through the roof In very rare cases extreme low aircraft weight and at stall speed it might happen that the belts do not tear open the aircraft roof In this case the aircraft will descend with little more pitch down and the rear belt will be not tightened AA 04300001 Revision No 00 Date 10 July 2009 Aircraft Operating Instructions AOI FLiGHT DESIGN Type MC Page 7 12 The following picture shows the installation of the recovery system in the aircraft The next illustration not to scale shows the aircraft position suspended under the parachute AA 04300001 Revision No 00 Date 10 July 2009 Aircraft Operating Instructions AOI Desen AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Page 7 14 7 4 Cockpit 7 4 1 Instrument panel The instrument panel for the MC is available in various layouts The large mushroom shaped panel is usually standard It has four sections upper left upper center upper right and lower The flight instruments are located in the three upper panels whereas the lower panel contains aircraft controls the switches panel and the intercom Standardized numbering of equipment based on the table below is used for the diagrams on the foll
73. l 1 APPENDICES Appendix 1 Current Weighing Report The current weighing report should be inserted here Old weighing reports should be kept so that the history of the aircraft is properly documented They should be marked by hand with the word INVALID The owner of the aircraft is responsible for ensuring that a valid weighing report is made available AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type Page Al 2 Appendix 2 Current Equipment List The current equipment list should be inserted here Old equipment lists should be kept so that the history of the aircraft is properly documented They should be marked by hand with the word INVALID The owner of the aircraft is responsible for ensuring that a valid equipment list is available AA 04300001 Revision No 00 Date 10 July 2009 Aircraft Operating Instructions AOI FLIGHT DESIGN Type Page Appendix 3 Safety Flight Report Form Flight Design USA Flight Design USA 325 Safety of Flight Report 91 Route 169 South Woodstock Ct 06267 Number F L H T D ES G N ainworthiness iflightdesignusa com i www flightdesignusa com Received Person Reporting Contact Information Time and Location Aircraft Engine Model and SN Total Time Airframe Engine Description of Event FDUSA SFR Ver 1 1 AA 04300001 Revision No 00 D
74. l equipped for training and instruction 7 3 2 Rudder and nose wheel steering The rudder is activated via control cables which pass through the tunnel cabin and are guided inside the lower tail boom structure The left and right foot pedals are installed to torsion tubes that pass through the tunnel The turnbuckle units to tension the cables and the connection to the nose wheel steering are in the tail fuselage right in front of the stabilizer They are accessible through a hatch at the left tail fuselage side Warning We advise against making adjustments to the rudder steering Due to the mechanical interlinking this can adversely affect cable tension and or wheel alignment Please contact a Flight Design service station 7 3 3 Elevator and Elevator The complete horizontal tail is designed as rib spar construction with full aluminium skin The horizontal tail is attached to the upper side of the tail beam and can be removed for road transport of the aircraft The elevator is attached to the stabilizer using a piano hinge The elevator is actuated from the control sticks with pushrods installed along the lower side of the cabin framework section and the aluminum tail beam The elevator is trimmed with a trim tab integrated to the trailing edge of the elevator and extending from the middle of the elevator to both sides The trim tab is actuated by an electric servo that is installed in elevator before trim tab See illus
75. lity of the owner to ensure that national regulations are followed for example with respect to the ballistic recovery system and the autopilot The equipment list is a summary of the aircraft at the time of an annual inspection or weighing lt is mandatory to record the installation and or removal of instruments in the aircraft logbook AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type Series 15 Page 6 11 FLIGHT DESIGN 1 Minimum Equipment 1 11 1 1 14 Equipment List for LSA Aircraft Prod Number 09 01 31 ______ MC Date 01 09 7 2 Additional Equipment EFIS EFIE D100 Dynon Avionics ING 0 217 m 2 650 kg 5 0120 Dynon Avionics INC 0 285 m 3 150 kg Engine Hour Courter 85094 0 180 m 0 090 3 Additional Equipment Avionic 11 Oil and Water Thermostat Flightbesign 0970m 1670kg x Autopilot2 73Axs CTPilot2 3 Axs Trurak Spor Seat Leather and cushion FlightDesign 0660m 2900kg X Fire Extinguisher J 9 D800m 0500 X Main Wheel Fairings Flight Design 0630m 1600kg X Mose wheel Fairing Flightbesign 0620m 1070kg X 2 24 1141 E 5 Misc Equipment _________ _ ____________ ________ lt ______ __
76. n the stabilator below the compass upper half central instrument panel Warnings and load limits Take off checklist summary left instrument panel left instrument panel Checklist Summary Final Quantity canfirm checked Choke Carb Heat _ conmfirm aff Presiight Chal gomir complaba Valve is uos Flight Controls i ehacked All Doors eanfirm closed Belo lakton combate Flaps n is Safety mella fastened Pitch Trim Parachute amned Warning Instrument panel low center MINIMUM 91 Octane Auto Fuel orot LL AVGAS adjacent to each fuel tank 13 2 Gallons Per Side 12 8 Useable Ful Throttle 4 Choke onp or Brake np AA 04300001 Revision No 00 Date 10 July 2009 Fuel grade filler cap X Aircraft Operating Instructions AOI FLIGHT DESIGN Series 2 15 7 21 Flap position 12 0 15 30 35 flap selection lever Grade According To Rotax Manual inspection engine cowling Currently filled en 32 3 4 I if oil thermostat installed Main circuit breakers accordin Circuit breakers instrument panel to function Master switch Batt instrument panel Alternator switch Gen instrument panel
77. n if the MC was operated within the last 24 hours it is essential that the aircraft be thoroughly inspected before the first flight of each day This also means removing the engine cowling Warning The inadvertent start up of the engine is dangerous Always ensure that the ignition and master switch are off Inspection details are given in the Rotax engine operating handbook This pilot s operating handbook can only deal with the more important points Oil quantity can only be checked after the propeller has been slowly cranked always crank in the rotation direction of the propeller never against the direction of rotation until a gurgling noise is clearly heard Only then has the measurable amount of oil been transported into the oil reservoir The amount of oil must lie between the two limits on the oil dipstick max min and should never be allowed to sink below the minimum level Before undertaking an extended trip make sure that the oil level lies at least midway between the two limits Do not overfill the tank Warning lf leakage of operating liquids is discovered the engine may not be started until the cause of the leakage has been rectified This is particularly important in the case of oil and fuel leaks as both constitute a fire risk The various propellers which can be installed in the MC are made of light weight composite materials In comparison to propellers from the General Aviation sector these propellers do not consi
78. n that you DO NOT press unintentionally white button on the control stick because it turns on and off the autopilot Warning Normally the Autopilot is using your GPS Track as source for the course it tries to follow In this case you see TRK in the upper half When your plane holds wings level but does not follow the selected route in your GPS check if the Autopilot has lost the GPS signal This can be clearly seen in the display as the TRK display is gone and replaced by NO GPS BANK In this backup mode the Autopilot tries to hold the wings according to the selected bank angle 4 6 Before take off A flight should only be undertaken after a proper flight planning has been completed Even if only pattern training is planned you should first check if the runway length suffices under the prevailing conditions surface conditions wind humidity temperature The relevant checklist should be properly executed before each take off Small mistakes such as the wrong flap setting can lead to unanticipated developments during take off and quickly lead to problems for example on short runways with obstacles 4 7 Typical pattern The typical pattern can serve as a guidance for the suitable flight configuration during the various different phases of the pattern In practice it must of course be modified to take into account external influences local circumstances or a compulsory pattern Nevertheless you will be able to find the
79. om the pilot s seat line indicates looking straight ahead As soon as the aircraft starts to accelerate the stick should be pulled back slightly to unload the nose wheel The aircraft takes off faster when the nose wheel is slightly lifted When airborne relax the aft pressure slightly to increase speed to best rate of climb speed 100 km h 54 kts with wing flaps 15 113 km h 61 kts with wing flaps 0 both takeoff weight of 1320 lbs 600 kg Warning _ Climbing at speeds below the recommended rate of climb speed does bring any advantages as the aircraft will not climb as steeply when it is flying below the best angle of climb speed With decreasing speed the aircraft also becomes more difficult to control These circumstances should be brought to mind when taking off from a short runway with obstacles Wing flap settings may be adjusted once a safe altitude of 50 m 164 ft has been reached The MC climbs at a better rate and a better angle with the flaps retracted to O It is AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type Page 4 13 recommended that once as airspeed of 105 km h 57 kts is exceeded to retract the flaps from 15 to 07 The climb can then be continued at 113 km h 61 kts When this speed is exceeded the flaps can be further adjusted to 12 The aircraft can then climb further and efficiently at 125 km h 67 kts Warning
80. orded in the recovery system handbook The recovery system should only be removed from the aircraft by an authorized workshop Depending upon national regulations special approval may be required to handle the recovery system rocket 8 4 Cleaning and care Each aircraft must be cleaned with caution Please select cleaners that are specifically developed for aircraft use Warning High pressure washer equipment should never be used to clean the aircraft 8 4 1 Airframe The metal parts of the airframe tail fuselage wings stabilizer can be cleaned conventionally with water pure or with addition of mild washing agents As the MC structure is made of Aluminum and Steel it is robust against cleaning agents Care must be taken when cleaning the composite fuselage fairings such as around the cabin Please only use composite specific cleaning agents in this area to avoid damages 8 4 2 Windshield and windows The windshield and windows of the MC are made of perspex plexiglass acrylic glass which was formed at high temperatures Although perspex is very robust it must be cleaned with care to ensure that it is not scratched Never use abrasive cleaning agents or dirty cloths Usually the windshield and windows can be cleaned using lots of clean water However if dirt is stubborn perspex cleaning agents only should be used Only use special perspex polish for the windshield and windows Never polish in a circular movement always in
81. ormulated so that they may be made into a small booklet which can be used easily in the cockpit This booklet can be augmented with specific operational aspects including helpful local information The amplified procedures augment those points of the checklists which can only be explained in detail Self explanatory points will not be further dealt with Both sources checklists and amplified procedures should be used during normal operation AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI Dess PREFLIGHT INSPECTION PREFLIGHT INSPECTION A Cabin B Left side of aircraft 1 Aircraft documents on board 13 Main landing gear tire 2 Control surfaces free and correct fairing check 3 Main pins inserted caps in place 14 Baggage compartment locked and secured 15 Antennas undamaged 4 Ignition off key removed 16 Static pressure source check clear 5 Electrical equipment off 17 Fuselage no damage 6 Avionics switch off 18 Rear tie down remove 7 Master switch on 19 Vertical tail check 9 Wing flaps extended 20 Underfin check 9 Master switch off 21 Horizontal tail check 10 Fuel shutoff valve open 22 Elevator s link piano hinge check 11 Doors function checked 23 Trim tab check 12 Windows check 24 Trim tab link piano hinge check 25 Rudder check cables bolts 26 Rudder ACL check 2 Tow release check 28 Tail navigation light check PREFLIGHT INSPECTION PREFLIGHT INSPECTION E Aircr
82. owing pages EMS Dynon 120 electronic flight information system EFIS Dynon 100 engine monitoring system Autopilot FD Pilot 1 axis 2 axis 2 axis w vertical speed control Back up airspeed indicator D 57 mm 2 1 4 not used 6 Back up altimeter D 57 mm 2 1 4 8 motused o 9 Slipindicator O 12 Alarm light alternator 13 Alarm light electronic engine monitoring 14 Comm radio Garmin 5140 15 Nav Comm Garmin 5130 16 Transponder GTX 328 Mode A C oder GTX 330 Mode S 17 GPS Garmin 496 18 Dynon HS34 input system for GPS 8 VOR for EFIS Dynon FlightDEK 180 EMS and EFIS monitoring system AA 04300001 Revision No 00 Date 10 July 2009 Aircraft Operating Instructions AOI FLIGHT DESIGN Type MC Series MC LSA Page 7 15 7 4 2 Upper panel Panel with Glass cockpit without NAV radio AA 04300001 Revision No 00 Date 10 July 2009 Aircraft Operating Instructions AOI Fue DESIGN Type Page 7 16 7 4 3 Circuit Breakers All circuit breakers except the circuit bkeaker for the flap controller which is located directly next to the flap controller are located in the lower part of the upper right panel Depending from the actual aircraft equipment these are installed The following illustration shows the order of the circuit breakers EY Autopilot PT Land
83. peration of the parking brake simple Warning Changes in temperature or longer parking times can cause a hydraulic brake system blocked in this way to lose pressure resulting in released brakes Therefore when the aircraft is parked usage of chocks 15 highly recommended The nose gear leg is mounted to the fuselage steel framework in front of the firewall below the big engine mount The nose gear is steerable The rotating section is actuated from the pedals using pushrods The nose gear has an aerodynamically optimized composite fairing This fairing can only be removed completely after the nose gear fork has been removed Changin of the tire is possible without removing of the nose gear fairing It is sufficient to lift the fairing slightly When remounting the fairing ensure that it is positioned properly into the guide track at the top end of the fork The fairing could otherwise flutter and become damaged AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Page 7 9 7 3 Flight controls 7 3 1 Dual controls The aircraft has dual controls thus allowing operation from both seats The dual controls cannot be separated Even although the aircraft can be flown from both seats the pilot in command sits in the left seat The arrangement of the instruments and operating devices is primarily optimized for this seat Thanks to the dual controls the aircraft is wel
84. posite fairings that are in no way designed to take jacking loads So usage of support cushions on the area is no appropriate means to jack the MC and will result in fairing and attachment point damages There are two possibilities to lift off the aircraft from the ground When work has to be done that requires the landing gear legs unloaded the aircraft shall be lifted with padded supports set under the wing main spar directly outside the wing strut attachment See area marked in figure below area for support Warning When applying jacks under the wing make absolutely sure that padded surface only supports exactly at the spar position Otherwise the high loads will push the wing skin inside This can in addition easily damage the ribs inside the wings When work has to be done only on the main wheels and the gear legs need not be unloaded a simpler method can be chosen Set parking brake and block the wheel that remains on the ground with chocks The wheel fairing must be removed first at the side that shall be lifted off the ground The aircraft can then be lifted off the ground on the appropriate side A assistant holds the aircraft in the area of the strut attachment on the wing under the spar same area as above Same warning applies be very careful to really only push under the spar as otherwise the wing skin and the ribs below can be damaged from the high local load and lifts the wing slightly As soon as the
85. r it greatly restricts the return flow of fuel into the outer chamber when one wing is low sideslip A sideslip can thus be undertaken even when low on fuel without risking fuel starvation to the engine Fuel is filled into the outermost section via a fuel filler opening on the upper side of each wing s consoles To open the fuel filler cap the lever the cap must be raised and turned 90 anti clockwise The cap can then be removed The cap is properly shut when the lever is pressed down into position Warning The pilot must be certain during the preflight inspection that the fuel filler Caps are properly shut An improper closed or even missing fuel cap leads to a massive loss of fuel in flight as the fuel is sucked out of the tank The tanks are vented individually by poles mounted to the fuel filler caps These tubes are equipped with a cap that prevents rain water to enter the fuel tanks The lower edge of this cap is cut under an angle so that the dynamic air pressure in flight slightly overpressures the fuel tank in flight Warning Care must be given to the correct position of the fuel filler cap and thus the vent tubes The lower edge of the vent tube cap must be such that it goes up towards flight direction Each tank outlet has a coarse screen which can be removed from the tank for visual inspection and cleaning Cleaning intervals are defined in the MC LSA maintenance manual Fuel is fed by gravity via two fuel lines along
86. r immediately for a go around and a new approach A go around initiated with full flaps is not a problem for the MC It is however recommended not to use full flaps when landing in a crosswind After landing all unnecessary electrical equipment especially the landing light should be switched off As this equipment requires a lot of power and since the alternator does not produce much power during taxiing due to relatively low engine rpm the battery would discharge considerably before the engine is finally shut down AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI Flight DESIGN Type Page 4 18 4 13 Shutting down the engine Under normal conditions the engine cools sufficiently during descent and taxiing that it may be shut down by switching off the ignition All electrical equipment along with the alternator should be switched off before the engine is shut down in order to protect the equipment from damage caused by a voltage spike The Dynon EFIS and the Garmin 496 have back up batteries which are activated if the aircraft power system fails or is switched off These instruments are therefore still active when the power supply is switched off Since they are independent from the aircraft power system no damage can occur when the engine is shut down 4 14 Checking the emergency location transmitter ELT After every landing and especially after parking the aircraft the ELT should
87. rd Practice for Continued Operational Safety Monitoring of a Light Sport Aircraft 1 3 1 Manufacturer Responsibilities In order to fulfill the manufacturers responsibilities Flight Design USA maintains an Operational Safety Monitoring System that provides for the following practices A Operational Safety Monitoring a system by which 1 Safety of Flight and Service Difficulties are reported by the Owner Operator 2 Safety of Flight and Service Difficulty issues are received tracked and evaluated by Flight Design USA B B Continued Airworthiness Support a system by which 1 1 Flight Design USA issues Safety Directives Notices of Corrective Action directed towards correcting Safety of Flight and Service Difficulty issues 2 2 The Owner Operator obtains and verifies that they have the latest safety of flight information developed by the manufacturer C C Maintenance Instructions 1 Provided to the Owner Operator and pertaining to 100 hour and annual condition inspections D D Continued Airworthiness Instructions 1 Provided to the Owner Operator and pertaining to maintaining the certification compliance of their S LSA 1 3 2 Owner Operator Responsibilities and nstructions F 2295 states that the Owner Operator shall A Read and comply with the maintenance and continued airworthiness information and instructions provided by the manufacturer These instructions are included in the Aircraft Operating Instruc
88. re than 30 bank should therefore not be flown below an airspeed of 100 km h 54 kts Should one of the wings drop and the aircraft go into a spin because of too low airspeed and crossed controls it can be easily recovered Refer to the relevant emergency procedures in Chapter 3 AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI Flight DESIGN Type Page 4 16 4 11 Stall Stalling speed for the MC with a weight of 600 kg 1320 Ibs is 67 km h 36 kcas with the flaps set at 35 78 km h 42 kcas with the flaps retracted to 0 and 87 km h 47 kcas with flaps in fast cruise 12 Approaching stall is indicated by a sluggishness around the vertical axis The controls become soft about 5 km h 3 kts above stall Release the aft pressure on the stick to increase airspeed Close to stall the aircraft can only be controlled by rudder and stabilizer In a stall the effectiveness of the ailerons is greatly reduced When the nose drops during a stall the aircraft will lose approx 50 m 164 ft altitude Thus near the ground a safety minimum speed of approx 115 km h 62 kts should be maintained 4 12 Approach and landing When possible an aircraft should land into the wind Final approach should be flown in a straight line extending in the direction of the runways and begun at sufficient altitude Warning stable final approach is important for a successful landing If th
89. riately registered It is also possible that national regulations require weighing to be carried out at specified intervals or after specified work on the aircraft It is the responsibility of the owner to conform to such national requirements The aircraft is operated in different countries under different certification regulations There is also a wide variety of options available for the aircraft some of which may not be installed in some countries A variety of these options can also lead to an increase in aircraft empty weight which exceeds that set down in the certification regulations of some countries It is the responsibility of the owner to ensure that national regulations concerning aircraft specification and operation are followed AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Type Page 6 5 6 3 Flight Mass and Center of Gravity The flight mass and the connected center of gravity in flight must be determined prior to each flight The following table and charts provide you with all necessary information to perform this part of your flight preparation Warning You always have to expect that you burn all your fuel during one flight Therefore in all cases both conditions have to be verified to be within allowed limits With tanks filled as on takeoff and with tanks completely empty In no case you may neither get out of the allowed cg range nor exceed MTOM as certi
90. rm a missed approach go around if needed During a landing with crosswind the upwind wing should be dipped by applying aileron against the wind and direction kept using the rudder As the MC is a high wing airplane there is no risk of the wing tips touching the ground Warning not rely on the demonstrated wind speed data in the manual for crosswind landings Local conditions can lead to lower limits For example hangars are often found at right angles to the touch down point causing dangerous leeward turbulence which cannot be avoided AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Type Page 4 17 Warning The aircraft can be landed with ease and safely with flaps set at 157 A landing with flaps set at O or even 12 is possible The maximum positive flap deflection 35 should be used to land on very short runways less than 1000ft under favorable wind condition no crosswind component very light wind and low gusts Landing with flaps set at 35 requires a lot of practice and should be trained with an experienced flight instructor familiar with the MC The increased flap deflection does not reduce the attainable minimum speed it does however greatly increase drag This permits very short landings but can also create a rapid loss of speed during the landing flare Flaring too high above the ground will cause the aircraft to drop In this case apply full powe
91. rself hands in the neck arms to protect face and head The release lever is located in the centre console between the seats In an emergency the lever must be pulled forcefully forward to detent Warning Read recovery system operation manual for mandatory information provided by the recovery system manufacturer Warning Once the recovery system is activated the pilot gives up all active control of the aircraft There is no possibility to release the parachute and return to aerodynamic flight Warning The activation of the rescue system depends on the situation and is in the pilot s decision Once you decided to activate the rescue system do it at once and do not waste precious time Before deployment if possible tighten lap belts tight shoulder harnesses snug Warning rescue system requires a certain time and therefore altitude to be fully deployed In an emergency where the pilot has no more control about the aircraft the recovery system should be deployed regardless of altitude Warning Maximum speed for deployment is 178 kts 276 km h IAS Should condition of the aircraft permit aircraft speed should be reduced to below this value If unavoidable the recovery system can be deployed at a speed above the maximum The parachute is attached to the aircraft at multiple hard points so the chances of recovery are still good Warning If urgent help is required after a landing using the recovery system the EL
92. sed on the installed equipment to the individual aircraft Due to the high cruise speed and the great range pilots may encounter meteorologically critical weather conditions more often Flying into IMC conditions without the necessary training is extremely dangerous As the pilot in command you are responsible for the safety of your passenger as well as for your own safety You are also responsible for the safety of uninvolved third parties Avoiding dangerous situations is a pilot s first duty AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Type Page 1 1 1 GENERAL INFORMATION 1 1 Manufacturer Flight Design GmbH Sielminger Str 51 70771 L Echterdingen Germany 1 2 In the USA contact Flight Design USA P O Box 325 South Woodstock CT 06267 860 963 7272 airworthiness flightdesignUSA com AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI Flight DESIGN Type Page 1 2 1 3 Continued Airworthiness Instructions Unlike other aircraft for which the Aviation Authority FAA EASA is responsible for the continued certification compliance for Light Sport Aircraft the burden of continued certification compliance rests on a cooperative effort between the manufacturer and the Owner Operator of the aircraft To this end certain Manufacturer and Owner Operator responsibilities are outlined in ASTM F 2295 Standa
93. sed to determine take off procedures the only difference being the possible inclusion of a tailwind component AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type Page 5 6 5 4 Engine performance subject to altitude Engine performance decreases with increasing density altitude The following data may be used to determine available engine performance The data show the engine power with fully opened throttle and at different engine rpm 5800 1 min full throttle _ takeoff performance power kW 1000 2000 3000 4000 5000 6000 7000 density m 5 5 Calculating the take off distance Takeoff distances in the following charts have been analyzed for varying conditions and takeoff weights using FAA approved analysis methods Warning Important for the usage of these charts is again the correct density altitude Field elevation is not sufficient as this dies neither consider local day air pressure nor local temperature Both have noticeable effect to the takeoff performance Warning Dont forget that these are handbook methods which in practice are heavily dependent upon many factors and in particular from the way the take off is actually performed The values are based on an aircraft in good conditions piloted by an experienced pilot Always add a reserve to the data which takes into consideration the local conditions and your level of piloting experience
94. slip angle Flight performance is only marginally affected but it can lead to the tanks emptying at different rates In this case it is recommended that the wing with the fuller tank be raised in a gentle slip temporarily The aircraft should be returned to level flight after a few minutes and the fuel indication checked The amount in the tanks should now be more even Warning The tanks in the MC have return flow flapper valves on the fuel tank anti sloshing rib refer to Chapter 7 Systems description They prevent fuel from quickly flowing into the outer tank area during side slipping where it could not be fed into the engine The return flow valve reduces but does not completely prevent return flow An exact indication of fuel quantity is thus only possible at the wing root when after a sideslip the aircraft has returned to normal AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Page 4 15 flight attitude and the amount of fuel inside and outside the anti sloshing rib has evened out 4 10 Turns Each heading change is flown coordinated in the MC with aileron and rudder The horizon is held level with the stabilizer Maximum permissible airspeed dependent upon the ballistic recovery system should never be exceeded Steep turns should not be flown particularly at low altitudes At low speeds in tight turns the aircraft loses altitude rapidly Turns with mo
95. st of a wooden core which has been covered with composite material Should such a full composite propeller be damaged then the entire load carrying structure is affected The propeller can no longer be used and must be inspected by a qualified technician The same applies to the spinner It is subject to high loads which can cause the smallest damage to grow very quickly If it is damaged it too may no longer be used If necessary the aircraft may however be flown to an aviation workshop without the spinner cap Should cracks appear in the finish the cause should be sought immediately Cracks in composite structures are often indication of damage to the underlying structure A qualified technician often has the means to check the structure without first having to remove the finish During the inspection of the cockpit and the baggage compartment particular attention should be paid to loose objects Objects easily fall out of bags and or pockets when leaving the aircraft These objects can then shift during flight and interfere with the control surfaces When flying alone the passenger seat safety harness should be pulled tight and locked No loose objects should be on the passenger side as they are not accessible to the pilot during flight Warning passenger seat is not intended for the transport of objects or bags However should objects e g bags be placed on the passenger seat AA 04300001 Revision No 00 Date 10 July 2009
96. straight lines up and down or from side to side This prevents the AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Type Page 8 3 occurrence of the disturbing halo effect caused by circular scratches Light scratching can usually be polished out by your Flight Design service station Make sure that you never leave solvent soaked cleaning cloths under the windshield or near the windows Vapors can quickly lead to small stress cracks in the glass A windshield or windows damaged in this way cannot be repaired and must be replaced 8 4 3 Power plant The Rotax 912 series engine operating handbook recommends the use of a standard degreaser Please follow the instructions given in the operating handbook and make sure that the degreaser does not come in contact with the airframe Warning lf a moisture based cleaning agent is used on the engine the electronics must be protected from getting damp High pressure cleaning devices should never be used to clean the engine 8 5 Mandatory aircraft inspections The following inspections are a minimum requirement for the maintenance of the aircraft 25 h inspection engine only It is carried out only once on new aircraft after they have clocked the first 25 hours of operation It must also be carried out 25 hours after a major overhaul 100 h inspection or annual This inspection must be carried out at least once a year even if
97. t should be cranked manually in the direction of rotation to prevent a hydraulic lock and thus damage to the engine The safety regulations given in the engine operating handbook must be followed Warning When starting the engine the pilot s attention is directed to inside the cockpit The parking brake should thus be applied to prevent the aircraft from moving Should the aircraft despite parking brake start to taxi after the engine has been started the engine must be cut immediately by turning off the ignition The aircraft has a tendency to move with the engine in idle when on concrete or if a tail wind prevails To start the engine the starter should be activated for a maximum of 10 seconds This prevents over heating and a continuous over loading of the battery A cool down period lasting two minutes is recommended between attempts at starting Pull the choke out completely and keep it fully open for about 20 30 seconds after the engine starts to turn then slowly push shut Adjust the throttle as required The throttle must be closed full aft on lever during choke operation for mixture enrichment to function Since the engine has a propeller gearbox start up impact loads should be avoided When starting the engine the throttle should not be more than 10 open Once the engine starts to turn the throttle should be adjusted to ensure that the engine runs smoothly This is usually the case at engine rpm between 2000 and 2500 RPM W
98. th steel brackets The structure of the cabin area up to the first frame of fuselage beam behind the doors is designed as a welded steel framework The steel framework is fully covered with light weight composite panels which allow a smooth and aerodynamically efficient outer shape Due to the weight limitations of the LSA aircraft category these panels are made from high performance carbon partially in sandwich design The tail beam of the fuselage starting from the first frame behind the cabin doors is designed as riveted Aluminum skin stringer construction Horizontal and vertical tails are also designed as riveted Aluminum construction Repair work on metal parts of airframe may be undertaken only by a qualified facility For this reason only general information about the materials used is given in this handbook Should the aircraft structure be damaged detailed information should be requested from the manufacturer oteel typically St 37 Aluminium typically 2024 T3 Rivets AN 470 AD 470 A Cherry N rivets Cherry Q rivets AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Type Page 7 2 Carbon glass fiber various qualities Lange amp Ritter Gerlingen Resin and hardener Larit L 285 Lange amp Ritter Gerlingen Core material Rohacell Airex various qualities Lange amp Ritter Gerlingen Screws and bolts unless otherwise stated class 8
99. tions Maintenance and Inspection Procedures and Flight Supplement manuals B Provide the manufacturer with current contact information where the manufacturer may send the Owner Operator supplemental notification bulletins At the time of delivery the Owner Operator will provide the contact information to Flight Design USA or its representative Contact information may be updated at any time by Writing to Flight Design USA P O Box 325 South Woodstock CT 06267 Or email airworthiness flightdesignusa com AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Type Page 1 3 C Notify the Manufacturer of any Safety of Flight issue or any significant Service Difficulty issue upon discovery Safety of Flight report forms and Service Difficulty report forms can be found in the aircraft manuals and on the Operational Safety Monitoring page of the Flightdesignusa com website D Comply with all manufacturer issued notices of corrective actions and for complying with all applicable FAA regulations in regard to maintaining the airworthiness of the LSA airplane Airworthiness information will be sent to the Owner operator contact address of record Airworthiness information can also be obtained from Safety section of the Flightdesignusa com website E The Owner operator shall ensure that any needed corrective action be completed as specified in a notice or by the next scheduled annu
100. tration below The trim servo is actuated by a control switch mounted on the left side of throttle quadrant When the switch is pushed the servo moves as long as the button is pressed in the desired direction Elevator trim indication is provided on the screen of the Dynon D120 or D180 EMS AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI 7 3 4 Ailerons The ailerons are actuated by pushrods which run from the control stick through the tunnel and follow the B pillars up to the wing root ribs From here again pushrods follow the main spar inside the wing The ailerons are actuated at their inboard end rib The ailerons are not coupled with the flaps When extending the flaps the ailerons stay This results in an aerodynamic twist of the wing resulting in higher drag as desired for a descent and approach 7 3 5 Wing flaps The flaps are driven by a geared electric motor and are activated via the flap control in the lower section of the instrument panel The desired flap setting is selected with a lever switch The position indicator will flash as long as the flaps are moving to the desired setting Once the desired setting has been reached the position will be constantly illuminated The flaps may be set at any of the following positions 12 fast cruise 0 retracted 15 30 35 The flap motor is positioned under the tunnel and actuates a torsion tube located right
101. ts for flaps setting 15 Roll Distance at Mass and Density Altitude 990 Ib 200 EC ka 1 320 Ib 5 B B lt lt gt 5 450 kg 990 Ib 5 500 kg 1 100 Ib 550 kg 1 210 Ib 600 kg 1 320 Ib 200 20 200 350 400 4S0 500 550 600 650 700 750 800 850 900 Roll Distance ft Takeoff Distance 15m 50ft Obstacle at Mass and Density Altitude 5000 4500 990 Ib 4000 d a 1 320 Ib 3500 550 kc E S 3000 2500 lt 2000 z 5 5 3 1500 450 kg 990 Ib aa 500 kg 1 100 Ib 550 kg 1 210 Ib any 600 kg 1 320 1b 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 Takeoff Distance ft AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type Series 15 Page 5 9 5 5 2 Influences to take off distance Take off performance for conditions different to the ones named before can be estimated by using the following rules of thumb Again the basis is an aircraft in good condition and a well trained pilot l Increase of take off roll Increase of take off distance distance app 2096 app 1 app 1 tail wind 5 kts app 20 app 30 soaked soil 1 2 in 3cm deep app 16 x 1 16 Each factor occurring at a time has to be considered individually Ex
102. tting has been reached the lever is returned to the 35 position The flaps remain in the set position Warning Ifthe lever is not returned from the manual position the flap motor continues to run until the end position is reached Warning the flap position is no longer regulated by the controller the pilot must ensure that airspeeds for flight with flaps extended are not above the limits shown on the flap lever placard 3 12 Dynon EMS failure if installed Dynon EMS failure if installed does not automatically adversely affect flight safety However should the Dynon EMS fail completely engine parameters can no longer be monitored by the pilot In order to reduce the risk of damage to a minimum the flight may be continued but engine speed should be kept moderate 160 km h 85 kts cruise speed with negative flaps Sailplane towing or banner towing should be stopped when this failure occurs AA 04300001 Revision No 00 Date 10 July 2009 Aircraft Operating Instructions AOI FLIGHT DESIGN Type Page 4 1 4 NORMAL PROCEDURES 4 1 Normal procedures checklists Normal procedures are initially presented in the form of checklists Amplified normal procedures follow later in the chapter All pilots are strongly recommended to work with the checklists in the cockpit It is the only way to ensure that in the distractions that may arise during flight important points are not overlooked The checklists are f
103. uipped with Carbon Monoxide CO Detector The owner pilot is responsible to watch the date on the detector and when necessary replace it The owner pilot is also responsible to mark the date when install the new one The manufacturer of the detector clearly specifies the product lifetime that has to be considered G QUANTUM EYE COLOR OF INNER CIRCLE INDICATES 18 Month Visual _ AIR QUALITY CARBON MONOXIDE DETECTOR Replace By AUG 2003 CAUTION The picture shows the detector installed upon delivery of the plane There are multiple detectors available on the market You can use any one that is specified for aircraft usage Befor usage check suitability for the type of operation of the MC aircraft AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Page 7 20 7 5 Placards and markings item Whitea 95 70 kts 65 130 km h Green 80 120 kts 92 222 km h Yellow arc BRS 1350 120 135 kts 222 250 km h Redline 435 kts 250 km h Redline tach 5800 rpm Redline 102 psi 5 bar Red line 266 F 130 C oil temperature indicator 248 F 120 C water temperature indicator Aircraft h irf insi h Type MC on the airframe inside the Stainless steel fireproo engine compartment or the identification plate Flight Design GmbH left side rear fuselage near s n Date Manufactured Calibration card after calibratio
104. uly 2009 X Aircraft Operating Instructions AOI PERFORMANCE 5 1 5 1 PERFORMANCE DATA FOR MTOW 600 1320188 5 1 5 2 FLIGHT ALTITUDE AND DENSITY ALTITUDE ccccseccccceccccccccccccscccccucecccscccccueccccaececcuseeecaceceuaeceecuaeeees 5 2 5 9 SIGNIFICANCE OF THE WIND COMPONENT ed ror et eese 5 4 5 4 ENGINE PERFORMANCE SUBJECT TO ALTITUDE 202 0000 000 0 00000 000000 5 6 5 5 CALCULATING THE TAKE OFF DISTANCE ccsccccsssccccscccccsssccccceccccesccccssceceuseseusscececececeuseseusssccnecesenees 5 6 5 6 CALCULATING CLIMB PERFORMANCE NEEE SURAE AEA TA 5 10 5 7 GLIDING CHARACTERISTICS 5 11 6 WEIGHT AND BALANCE AND EQUIPMENT LIST 2 6 1 6 1 WEIGHT LIMITS MONROE 6 1 6 2 WEIGHING cccccccseccccceccccccecccccscccccaucccccuecccusececcuscecccsuceceuseseceuscececauceccuascccususcecaucececaceecusesesecucceeaecsecuaesss 6 1 6 3 FLIGHT MASS AND CENTER OF GRAVITY ccccccsecccccsecccccecccccccccccscecccuecccescecenseecccaccccuscececauceeceaececeuaeseees 6 5 6 4 FP EID EEES 6 10 7 DESCRIPTION OF AIRPLANE AND 5 5 65
105. ure EGT CILS EGT CYLA CYL2 CYL S Monifold pressure EDC D10A Remote compass Dynon FlightDEK D180 DSAB HightDEK Warning Light Music switch Music input Dynon 534 GPS Antenna Antenna GPS audio Transponder Ca Pilot and Copilot Mic Pilot and Copilot PTT Serial Data NMEA Serial Data NMEA Roll servo Heading Autopilot Pitch servo rmin GPS496 696 TRN Antenna GTX327 330 TRN Audio alert EMS and EFIS Audio alert Pilot and Capilot headphones Microphone COMM Audio NAV Audic COMM Antenna NAY Antenna Intercom 5000 Frequency data 5130 MC block diagram D180 SL30 Avionic 10 July 2009 Date Revision No 00 AA 04300001
106. wcratt 792 feu nau reu rau BD 840 Certification Basis MTOW 1320 00 lb Max weight of 4 lifting parts 110 5 pl fuselage 482 14 Ib L anzberg Kherson Ukraine 01 Mar 098 Signature City Date AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI Flight DESIGN Type Page 6 4 Warning The empty weight data in this example does not correspond to an actual aircraft Use only the empty weight and center of gravity data from the most current weight record of your specific aircraft The weighing record provides an insight into the state of the aircraft at the time of weighing The MTOW as defined by the certification regulations and the maximum weight of the aircraft as defined for structural proofs are used to calculate the maximum permissible payload and the maximum payload in the fuselage A diagram in the weighing form gives information about the position of the empty weight center of gravity The aircraft is designed to make it impossible for the permissible center of gravity to be exceeded when the aircraft has been loaded within the limits set down in this handbook and the empty weight is within the specified range If necessary trim ballast weight should be installed to remain in the permissible empty weight cg range weighing record is only valid in connection with the current equipment list Any changes to the aircraft must be approp
107. wheel is free a wooden block is placed under the lower end of the landing gear strut AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Type Page 8 2 Warning Only use a wooden block to support the main gear leg Metal jacks can damage the composite structure of the gear leg Make sure that the leg is supported not on a simgle point Warning Be careful not to damage the brake caliper Work on the main wheel can now be conducted When using this method only lift one side at a time A second simplified method is available when work needs to be done at the nose wheel only In this case the aircraft remains standing on the main wheels Using a belt around the tail fuselage in the area of a bulkhead refer to the rivet lines and ballast e g a jerry can filled with water the tail is held down until the nose wheel is free Never try to jack the aircraft under the firewall this area is not designed to take the resulting forces 8 2 Securing the aircraft for road transportation Road transport is only allowed by qualified mechanics Necessary procedures for assembly and disassembly are given in the separate MC LSA Maintenance and Inspection Manual 8 3 Parachute recovery system maintenance The parachute recovery system requires no maintenance except observance of the pack intervals for the parachute and the exchange intervals for the rocket These intervals are rec
108. ximum permissible flight mass are marked as lines This allows you to determine the actual center of gravity position you have achieved AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Page 6 7 kg m in Ib 70 80 90 100 110 Pilot mass 85 kg 60 gives mass moment 44 2 kg m 50 Load Moment 30 20 Lvl 1 000 2 000 3 000 4 000 5 000 6 000 7 000 8 000 9 000 10 000 10 Loading Diagram At _ LLLA an 2 0 oo o LO o LO o LO o T o T Te N e Te Q e a T T T T LO N m N o o o o o o o e N D e Te e Te e Te e Te e TA 16 ln eT E e N N Sse peo gt p oo o o l A EE J O 5 2 LL The example shown in this diagram represents the determination of the mass moment value as by the example shown in the analysis table The pilot mass of 85 kg 190 Ib is selected at the vertical axis Intersection with the line Seats leads to a mass moment of 44 2 kg m 3895 AA 04300001 Revision No 00 Date 10 July 2009 X Aircraft Operating Instructions AOI FLiGHT DESIGN Page 6 8 300 kg m 26 000 in Ib 260 280 24 000 mass moment with full fuel tanks 22 000 with empty fuel 240 mass moment 20 00

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