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Aircraft Operating Instructions (AOI)

1. The flap servo has an internal load limiting device which prevents the extension of the flaps at too high airspeeds without causing sustainable damage to the structure Should the indicator blink constantly when extending the flaps airsoeed 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 handbook 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 can take some time before it can be pushed back in We emphasize once again that the CTLS can be flown and landed safely in any flap position Refer to Chapter 3 Emergency Procedures AU 010 11000 Date 05 Feb 2009 ad Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 7 3 8 Rudder trim Rudder trim is activated via the trim wheel on the top of the tunnel near the aileron trim In front of the recovery system released lever Turning the trim wheel to the right steers the aircraft nose to the right turning the wheel to the left steers the aircraft nose to the left The rudder trim is attached directly to the rudder cables 7 3 9 Ballistic recovery system The CTLS LSA is always delivered wit
2. 10 3 F man el n zh 15 pL E OD Ez EG w z _ m T 75 Fa e ex ES 9 O Calculation procedures are analogous to those used to determine take off procedures the only difference being the possible inclusion of a tailwind component AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS Lsa 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 Engine Power at Altitude and Power Setting 4 2 10 6000 I 50 power 5500 rpm her 62 power 5500 rpm 16 104 75 power 5500 rpm 15000 i 87 power 5500 rpm q 1410 100 power 5500 rpm T 100 power 5800 rpm E lt 1 10 3000 lt 2 iz z 8000 z e Gone 2000 A 4000 1000 2000 0 0 30 35 40 45 50 55 60 65 70 75 Power kW Power at Power Setting and Altitude 80 Power 100 Power 75 70 Power 10096 5 000 ft Power 75 5 000 ft enl Power 100 10 000 ft Power 75 10 000 ft a Powe 100 15 000 ft soH Power 75 15 000 ft D z 40 30 20 10 2500 3000 3500 4000 4500 5000 5500 6000 Engine RPM AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN T
3. Behind the cockpit there are baggage compartments on the right and left side with standard tie downs for simple baggage The baggage compartments are accessed via lockable hatches on the side of the aircraft to facilitate loading and unloading 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 CTLS LSA maintenance manual AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 7 1 2 Materials used for the airframe The airframe is made of high quality composite materials which permit excellent aerodynamic characteristics to be achieved at an efficient structural weight Due to the strict weight regulations for light sport aircraft reinforced carbon and aramide fiber materials are used in the more advanced designs Due to the complex nature of composite materials and the necessary knowledge in the lay up of a specific structure repair work on the composite airframe may only be undertaken 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 must be requested from the manufacturer Carbon aramide glass fiber various qualities Lange amp Ritter Gerlingen Resin and hardener Larit L 285 Lange amp Ritter Gerli
4. Climb performance at flaps 0 Aircraft weight 472 9 kg 1042 Ibs Aircraft weight 600 kg 1320 Ibs 99 kts km h a n HTELA km h 1000 72 130 800 73 1 132 s 0 38 rest 0 28 ris 12000 400 20 68 122 120 06 69 126 1500 300 15 67 120 l Climb performance at flaps 15 Aircraft weight 472 5 kg 1042 Ibs Aircraft weight 600 kg 1320 Ibs density alt rate of climb rate of climb at CAS rate of climb rate of climb at CAS mr MTT AE km h 9 A m MM km h 64 115 740 67 120 1d500 26 4143 61 10 J j AU 010 11000 Date 29 Apr 2008 ad Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CT LS LSA 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 CTLS 10 000 ft i 2 Mss m ru LN i j K uk Flaps 12 r 140 kmh kuk 1 Kk E I E 3 c rm E 1 hs a hu AT im E s k i x x W i 2 r k ict s L k P k TA 5 NM 10 NM 15 NM Klappen 15 100kmh L 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 es
5. 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 If 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 CTLS are made of light weight composite materials In comparison to propellers from the General Aviation sector these propellers do not consist 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
6. i E i a of anon 10000 ZLM 2000 l 2000 SD 1500 4000 1000 2000 R A D Q a I in P Outside Air Temperature 20003 20 10 t 0 20 30 40 OAT PC AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS Lsa Page 5 3 An example is given in this diagram Outside air temperature is 10 C 14 F 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 229 92 in Hg only The corresponding density altitude is 6800 ft or 2100 m Performance values are thus equivalent to those given in the next chapter for 2100 m If the pressure altitude of 2400 m 8000 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 AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 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 sa
7. FLIGHT DESIGN CILS 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 Aircraft Operating Instructions AOI FLIGHT DESIGN Series CT LS LSA REVISION STATUS Pages De Chapter completed All Jan 08 2008 All OR TP 7 25 Mar 03 2008 7 4 6 Carbon monoxide detector added Vasyl Sys Apr 01 2008 System of pages numbering changed Formatting page breaks partially changed All avionics and instruments recommendations in this document is for reference only Added to item 1 1 1 3 1 4 Continued airworthiness instructions added as item 1 4 4 14 Autopilot control added 6 4 Equipment List updated 7 6 7 7 7 2 3 Fuel system updated 11 3 Safety of flight report form added 4 4 7 Apr 29 2008 4 5 Autopilot operation chapter moved from 4 14 Vasyl Sys to 4 5 and updated 7 7 Fuel system diagram corrected D 1 1 Jan 16 2009 1 1 Warning re formatted and reworded Oliver Reinhardt Rev rad kn OT N Co 1 2 Manufacturer address corrected house no 2 1 stall speed flaps 12 added note added 2 5 Idle engine speed corrected 7 26 7 5 green arc limits for flaps 12 case added 9 Chapter reworded 10 Chapter reworded 1 3 05 Feb 2009 Address was changed from FD U
8. n 4 jo Jeay que UMOPY ONO 0 ae 110 9X0u2 Ajyjoows esou LIT penau ul 9IpI oG sdej4 WL HE 1V OGE o 08 Sde J lej4 U W 004 M rS Jeui4 U W GZ M LE ung jJ0oyxye Ulbag 4 10 05 Feb 2009 Page U WY OLE L9 C i 08 gt ejBue yueg qui puno1B ui OSL 1 006 HY Aj yyOOWS Yds Ind i Date w 082 002 14 008 099 UV pulMSSO412 0 UINL Series CT LS LSA 08 sde J Y WY 001 D rS aseg O t w N c Q O 5 pem prar 7 c cO PT O gt O 5 je Y E ad ab 5 or t u100 11 0001 WY WHL uid 00 p JeMOd o0 sde 4 HO 194971 1 ME 06 gt ejDue ueg np ES E eg PUIMUMOG oi uan L O O oZl 0 sde 4 90 gt ojBue yueg O ainjiedag uled JUSNSSpP JO POW WHT aseg 0 uin m ial oG Sde J im m iron ara E S9AJ9S91 9 qe1ins YLIM pooueuue aq 01 BABY speedsuie u n 34 suonipuoo JISN ul 960 9601 J9MOg m Jenueu SIU Anug usayed juiod uwopuono Wweaqy UIYLIM IE 9P 940u ui Paqlidsap s inp 5Soiud 10 S SOYIYD gorda JOU OP pue Ajuo UONEJUSUO 10 9Je ejep papiAOJd uonIsod 2 ejdurexe JO suJejjed 9111 E194JO sjue WaJINbaJ pue ejduuexe JO s bpe1sqo seouejsuinoaulo e5o 0 pajdepe aq 0 seu 1 lt Seng usayyed oyei pods 146 e 10 ejdurexe ue se samas juo UISJJE SIYJ SILO Wane 2181 Jews jeoid p ad Aircraft Operating Instructions AOI FLIGHT DESI
9. 29 Apr 2008 ad Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 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 the m e Je AEE er EAM z 4 p i Mg 4 z 4 zz a EE THROTTLE CX Ta TS or j duum re m amp Li F wakanta a LIE LO M t db E a a r zc sa AU 010 11000 Date 29 Apr 2008 ad Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 7 4 6 Carbon monoxide detector Every CTLS aircraft starting S N 07 11 15 is equipped 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 G QUANTUM EYE COLOR OF INNER CIRCLE INDICATES AIR QUALITY Condition Color Normal Yellow Caution Green Danger Dark Blue The Quantum Eye is a multi level Carbon Monoxide Detector It provides a visual indication of carbon monoxide contamination Each detector is packaged in a protective bag that when opened activates it Once activated the minimum product lifetime is 18 months Adhesive backing allows it to be
10. AOI FLIGHT DESIGN Type CT Series CTLSLsA Page 8 6 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 Coolant Glysantine water mixture 50 50 in accordance with the instructions in the engine operating 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 sh
11. MINIMUM 91 Octane Auto Fuel Fuel grade or 100 LL AvGas adjacent to each fuel tank filler cap 17 Galona Per Side MESMIES ru Throttie es Es adjacent to choke AU 010 11000 Date 05 Feb 2009 Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS Lsa Page 7 27 Down 9 4 adjacent to trim wheel E Off Brake On p adjacent to brake lever Flap position 12 0 15 30 35 flap selection lever O Grade According l To Rotax Manual Oil grade and amount eet li TED Hon T ap Qty 32 engine cowling 3 4 I if oil thermostat installed Circuit breakers Men pied UIEDEGBRSIS SOSOTOIRg instrument panel to function Master switch Batt instrument panel Alternator switch Gen instrument panel m according to recovery system recovery system handbook Packing interval handbook and on recovery system Baggage Compartment Baggage payload max 55 IDs 25 kg Secure Baggage hook in all 3 points Baaaaae pavload hat rack Posted on both sides of the re i rn each side hat rack at the back 25 275 cm i a TE a Posted on all sides of the 5 B Waming AN VER ENE baggage compartment Door opening instructions Open Door i d Posted on the outside of diii I hru Vent s each door OPEN Do Not Open Doors In Flight C LO S E D Posted on the inside of each door handle P Parachute recovery system Recovery sys
12. Premium Automotive unleaded per ASTM D 4814 Minimum AKI 91 For more complete information Refer to the Rotax 912ULS Operators manual Or 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 deposition in the combustion chamber It should thus only be used if fuel vapor or octane problems arise or if MOGAS is not available AU 010 11000 Date 16 Jan 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 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 Ihe 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 or night 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 46 km h 24kts 30 mph AU 010 11000 Date 29 Apr 2008
13. a maximum output of 250 Watt by a DC alternator integrated into the engine compartment 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 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 following block diagrams 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 AU 010 11000 Date 29 Apr 2008 ad Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA rire Lu Block diagram power supply AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LSA M anan Id cR aae Block diagram avionics installation without VOR HS34 zx epe M s da i EM r ME a T 11 1 I w 4 D Lui
14. 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 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 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 As the CTLS is aerodynamically very efficient emphasis is laid upon keeping flaps set and speed controlled within the lower but safe limits The pattern can be flown much narrower this way without generating pilot overload AU 010 11000 Date 29 Apr 2008 O t s c O p Q im s c p 90 um Q O s im 90 x Q t FLIGHT DESIGN CTLS LSA Series
15. longer capable of acting the passenger should know how he can activate the unit This information is very important AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 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 it 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 start
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17. 0 335 m 13 2 in Total mass amp total mass moment with empty fuel tanks ee a total of 1 4 Center of gravity with empty fuel tanks Mass Moment of 7 prs divided by Mass of 7 j Total mass amp total mass 458 174 moment including fuel 1 011 15 127 5 plus 7 Center of gravity including fuel Mass Moment of 8 divided by oem m 15 0 in in 0 The results in lines 5 and 8 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 6 and 9 must be both within the limits as defined for this aircraft in Chapter 6 1 AU 010 11000 Date 05 Feb 2009 7 Usable fuel as verified to be 43 9 0 filled on the aircraft 95 789 Lever arm 0 21 m 8 3 in X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS Lsa Page 6 5 One Liter of fuel weighs 0 725 kg one US gal 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 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 Load
18. Aircraft Operating Instructions AOI Series CT LS LSA 3 EMERGENCY PROCEDURES 3 1 Emergency procedures are initially presented in the form of checklists Amplified emergency procedures follow later in the chapter x FLIGHT DESIGN Emergency procedures checklists Even experienced pilots are strongly recommended to work with the checklists in the cockpit It is the only way to ensure 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 Hotation Throttle Elevator neutral opposite direction of rotation stopped retard smooth recovery from dive Deploying the ballistic recovery system Ignition Recovery system Fuel shutoff valve Emergency radio call Master switch Safety harness protective position Engine failure Below 300 Ft 100m AGL Above 600 Ft 200m AGL off release off transmit off tight taken make an emergency landing straight ahead refer to procedures for restarting the engine Restarting the
19. 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 AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 2 LIMITATIONS 2 1 Airspeed limitations otall speed flaps 12 v 90 km h 49 kts CAS flaps O vs 78 km h 42 kts CAS flaps 35 vs 72 km h 39 kts CAS Maneuvering speed Va 184km h 98 kts CAS Maximum flap extended speed flaps O vie 184 km h 100 kts CAS flaps 15 vi 148 km h 80 kts CAS flaps 30 35 vie 115 km h 62 kts CAS Maximum rough air speed Va 222 km h 120 kts CAS Caution range 222 269 km h 120 145 kts CAS Never exceed speed Vne Vne 269 km h 145 kts CAS The never exceed speed VNE demonstrated during flight testing is 301 km h However VNE is limited by the maximum deployment speed for the ballistic recovery system or national regulatory requirements Maximum demonstrated crosswind flaps 0 30 km h 16 kts flaps 35 20 km h 11 kts Warning Take off and landing with crosswinds require a lot of training and experience The greater the crosswind component the more experience required AU 010 11000 Date 04 Dec 2009 X Aircraft Operating Instruct
20. Before Take off Operational readiness of the towing installation must be verified with a release test To do this the rope must be released with the controls in the cockpit under a preload assisting person pulls the rope When this is done the function must be confirmed and attention must be paid to unusual control forces in the release When positively confirmed that banner and tow rope are free laid out the rope gets connected to the tow hook of the aircraft Wind conditions get checked and considered The place to drop the banner is defined and clear An assistant is available to remove the banner in case the banner drop area is within the aircraft movement areas Warning Pay attention to wind direction and runway boundaries A banner rod can be up to 8 m long 10 4 4 Take off Warning Takeoff is only permitted with banner attached Catching the banner while in flight is prohibited When the runway is clear carefully enter the runway The banner and the required space must be considered Takeoff is performed with flaps set to 15 Accelerate on the centerline of the runway the towed banner may not be outside the runway limits When it can be seen in the rearview mirror that the banner catches or shows any other problem the banner must be released immediately The towing aircraft performs its takeoff with safe minimum speed and accelerates parallel to the ground to 100 km h Only then climb is carefully initiated Wh
21. 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 carried out as soon as possible AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LSA Page 3 10 3 11 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 CTLS 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 0 is 100 km h 54 kts With flaps 12 the recommended approach speed increases to 130 km h 64 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 b
22. Sielminger Str 51 70771 L Echterdingen Germany AU 010 11000 Date 05 Feb 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 1 4 Continued Airworthiness Instructions Unlike other aircraft for which the 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 Standard Practice for Continued Operational Safety Monitoring of a Light Sport Aircraft 1 4 1 Manufacturer Responsibilities In order to fulfill the manufacturer s 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 GmbH B Continued Airworthiness Support a system by which 1 Flight Design GmbH issues Safety Directives Notices of Corrective Action directed towards correcting Safety of Flight and Service Difficulty issues 2 The Owner Operator obtains and verifies that they have the latest safety of flight information developed by the manu
23. Thiesen 1 y Tundra Wheels 1 pp Sport Seat Leather and cushion ight Desig Fire Extinguisher TC Fin 130lb Main Wheel Fairings FlihtDesign Nose Wheel Fairing FlightCesign 339in 22906 E mua Fedchun Khersan L kraiae NX MXX EN signature City Hate AU 010 11000 Date 05 Feb 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 7 AIRPLANE AND SYSTEMS DESCRIPTION 7 1 Airframe The CTLS is a conventional high wing aircraft The wings can be easily removed but should only be removed after appropriate instruction as important control elements and the fuel system must be properly attached on remounting The horizontal tail of the CTLS is a stabilator all moving horizontal tail To improve control feel an anti servo tab has been attached which moves in the opposite direction as the stabilizer when deflected This anti servo tab can be adjusted via the standard stabilator trim and is attached to the horizontal tail by means of a composite membrane which provides an aerodynamically clean attachment to the anti servo tab 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 The rear side windows which have been added to the CTLS allow rearward vision and give the cabin a more open feeling
24. a a 4 8 4 8 TAKE OFF AND CLIMB 0 cccseccceseccceecccesccececccusececucccueecesuccceueceeuecesucesuecesecseuueceeuaeceuseceeans 4 11 4 9 VEE hp 4 13 AO Tu 4 14 4 11 TN 4 15 4 12 APPROACH AND LANDING a 4 15 4 13 SHUTTING DOWN THE ENGINE cecccceeecccceseccccsscccceusccccesccccuacccccuusccecauscceeuusccesuucccesauscceeaaness 4 17 4 14 CHECKING THE EMERGENCY LOCATION TRANSMITTER ELT 4 17 5 PERFORMAN Eh he 5 1 5 1 PERFORMANCE DATA FOR MTOW 600 KG 1320 LBS errrnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn 5 1 5 2 FLIGHT ALTITUDE AND DENSITY ALTITUDE 5 2 5 93 SIGNIFICANCE OF THE WIND COMPONENT a 5 4 AU 010 11000 Date 04 Dec 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LSA 5 4 ENGINE PERFORMANCE SUBJECT TO ALTITUDE cccccecceccccceccecceccceccescecccescescescesceescscasceecenss 5 6 5 5 CALCULATING THE TAKE OFF DISTANCE Ven c TERR dH ase rk E ERE FREIE TTE ETE AFTRDORGO 5 7 5 6 CALCULATING CLIMB PERFORMANCE ccccecccecesccsccscccccecceecccsccacccasceesceescesccaescascescenseeseuecs 5 10 5 7 ATID ING CHARACTERISTICS ekke 5 11 5 8 CALCULATING THE LANDING DISTANGE srrrrvrnnnrnnernnersnensnenrnrnnernnernnersnersnensns
25. attempt to recover the aircraft fail or should recovery appear doubtful due to low altitude the recovery system should be deployed AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 3 4 Emergency landing An emergency landing may be necessary for several different reasons In addition to the loss of lubricants 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 54kts 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 and with the flaps set to 30 or 35 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 v
26. distance 5 13 7 5 PowerFin propeller added AU 010 11000 Date 05 Aug 2009 e Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA REVISION STATUS 2 1 2 2 Dec 04 2009 Values of speeds corrected ird udko Chapter 10 completely updated 10 10 AU 010 11000 Date 04 Dec 2009 O t s c O p Q im s c p 90 um Q O s im 90 x Q t Page iii Series CT LS LSA LIST OF EFFECTIVE PAGES B elelelelelele e lt lelelelelelolololololelelelel LLI see OIDO co YY Y TV Y B Y Y Y Y rm w r7 JIII o Ol wiodoisiunmiduolr o oioi cew cos t n PG REG PES PG FOG FG ES bol bal bal bal bol bal bal bal bal bal RJ RJ RJ RIKER cO I NINJ ININIRIRINRNIRININIRTININININININISNINININININININ 6 C Cr C HERRREREEEEEEREEEREEEEREEHBHERHHRH LLI BEEEBEEBEBEEPEBSEBEBEBREBBBEEE C ww s O uvel i1 1 1 r 1 1 Faal ela z ael s 2 s s s ili DP E F C F 7 26 1 27 11 3 10 10 CHAPTER CHAPTER cont CHAPTER CHAPTER 04 Dec 2009 Date Revision No 9 AU 010 11000 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA TABLE OF CONTENTS J GENERAL eeeee H 1 1 1 1 MERODIO TIO me E 1 1 1 2 MN TURER RR ude AT E EE caate
27. for deployment is 178 kts 276 km h IAS Should the 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 ELT if installed can be activated manually thus alerting the search and rescue services Warning Every CTLS 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 AU 010 11000 Date 07 May 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 3 Engine failure Warning Do not attempt to restart the engine at altitudes below 100 m 300 ft Warning X Do not attempt to return to the airfield if engine failure occurs immediately after take off below an altitude of 250 m 750 ft Warning Due to the increased loss in altitude turns should not be attempted at altitudes below 50 m 150 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 tank
28. 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 glide to with certainty AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLSLsA 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 go
29. lift the fairing slightly When remounting the fairing ensure that it has threaded properly into the guide track at the top end of the fork where the telescope is attached the fairing could otherwise flutter and become damaged AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 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 well equipped for training and instruction 7 3 2 Rudder and nose wheel steering The rudder is activated via control cables which are housed in a plastic sleeve in the tunnel on the fuselage floor The left and right foot pedals are coupled in the tunnel The turnbuckle units to tension the cables and the connection to the nose wheel steering are in the front section of the tunnel 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 AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT S
30. may only be used if the baggage net is in place The net can be removed to facilitate loading It must be hung back on all three hooks when loading has been completed The storage compartment in the floor in front of the seats is for small light objects only For example snacks water bottle light tools or the fuel dipstick etc can be stored here The cover must be closed during flight Warning The pilot is responsible for ensuring that any baggage has been properly stored before take off AU 010 11000 Date 29 Apr 2008 Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 7 2 Systems 7 2 1 Engine The engine of the CTLS is a standard Rotax 912 ULS 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 reduction with a mechanical vibration damper It is also equipped with a Bing constant pressure carburetor The engine has an electric starter and a capacitive discharge CDI dual ignition As an option the engine can be equipped with a friction clutch and thermostats for the oil and water cooling systems Air is fed into the engine via an aluminum air box which fills both carburetors with equal volumes Fresh air is fed into the system via a cylinder air filter attached to the fire wall in an expand
31. positive rate Aircraft Operating Instructions AOI Series CTLS LsA 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 AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 4 2 Preflight inspection Even if the CTLS 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
32. the wing with the fuller tank be raised in a gentle slip temporarily This can be achieved with the help of the rudder trim if installed 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 AU 010 11000 Date 05 Feb 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CT LS LSA Warning The tanks in the CTLS 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 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 CTLS 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 more than 30 bank should therefore not be flown below airspeed of 100 km h 54 kts Should one of
33. 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 AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 4 11 Stall Stalling speed for the CTLS with a weight of 600 kg 1320 Ibs is 72 km h 39 kcas with the flaps set at 35 77 km h 42 kcas with the flaps set at 0 and 90 km h 44 kcas with flaps set at 12 Approaching stall is indicated by a sluggishness around the vertical axis The controls become soft about 5 km h 3 kts above stall speed 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 165 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 A stable final approach is important for a successful landing If the landing configuration is taken up in good time and at a sufficiently high altitude the pilot s work load may be reduced considera
34. 0 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLSLsA 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 165 ft Pitch down does not exceed 25 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 180 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 Rudder opposite to direction of rotation Retard throttle omooth recovery in the neutral attitude Warning As this aircraft is aerodynamically very efficient with low drag airspeed increases quickly during a 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
35. 0 km 830 NM 180 km h IAS 97 kts CAS flaps 12 4300 rpm 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 handbook Higher runway elevations higher temperatures and other propellers can lead to considerable differences in the data AU 010 11000 Date 05 Feb 2009 e Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 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 CTLS 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 following table Using this density altitude as the input parameter the performance which can truly be expected will be calculated in the following sections Density Altitude ft im SAU ny aC K Md e SA 6500 qe sS lt i qe yO i 0000 P I z pr ADN NS 5500 TRCDD 2 N s xS FMH E TECH KI vare M gt X gt o 4500 i A 74 000 ET SEE i gt I l l Jono I 1200 L Af M m 3506
36. 29 Apr 2008 Aircraft Operating Instructions AOI ZW FLIGHT DESIGN Type CT Series CTLS LsA 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 formulated 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 AU 010 11000 Date 29 Apr 2008 Aircraft Operating Instructions AOI Series CTLS tsa PREFLIGHT INSPECTION x FLIGHT DESIGN PREFLIGHT INSPECTION A Cabin 1 Aircraft documents 2 Control surfaces 3 Main pins 4 Ignition 5 Electrical equipment 6 Avionics switch 7 Master switch 8 Wing flaps 9 Master switch 10 Fuel shutoff valve 11 Doors 12 Windows PREFLIGHT INSPECTION C Right side of aircraft 29 Horizontal tail 30 Vertical stabilizer 31 Fin 32 Fuselage 33 B
37. CTLS LsA 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 certified in your relevant country Warning 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 CTLS example Your CTLS Mass Mass Momen Mass Mass Momen kg kg m kg kg m Ib in lb Ib in lb 1 Empty mass amp mass moment 318 107 1 from most recent valid 701 9 318 Weight and Balance Report l Combined pilot and passenge T NEN mass on front seats l Lever arm 0 52 m 20 5 in dida dd 3 Mass loaded to luggage 12 13 7 compartment behind the cabin 25 1 125 Lever arm 1 140 m 45 in l 4 Mass loaded to luggage compartments in foot area in front of the seats Lever arm
38. Distance Charts The landing distance is determined for a landing over an obstacle of 50 ft 15 m height up to a full stop of the aircraft The landing roll distance defines the distance between touch down and the point where the aircraft comes to full stop This distance is given for short mown grass on a hard and dry level soil without wind influence Distances for concrete are comparable with the CTLS Warning Be aware that obtaining these minimum landing distances requires perfect following of the landing procedures and good training on the actual aircraft landing Distance lam S0tt Obstacle at Mass and Density Altitude L 500 so if B soat oal oe nm 12 T Lanka J 100 T0 w Annn 550 kg 1 320 Ib y 600 ko gen Tin ip g 400 ke 880 Ih LOGA l l 850 ke 1 210 1b ai AOO ke 1 320 Tt FU TEH i 1 1125 134 E 1 EIE EE Altitude fi Density Altitude un FIX Density S00 ke 1 100 I 450 ke 990 Th 4 250 40D zs TIT 3 1480 1 750 1800 2050 2200 Landing Distance ft AU 010 11000 Date 05 Aug 2009 Aircraft Operating Instructions AOI W FLIGHT DESIGN Type CT Series CTLS Lsa Page 5 13 Landing Koll at Mass and Density Alutude LS O00 KO 400 ke 880 Ib 450 ke 990 Ib Hon 500 ke 1 100 Ib 23 20 ke 1 210 Ibi Altitude fi Density Altitude m Density Landing Roll TI 5 8 2 Influences to landing di
39. ETY OF FLIGHT REPORT FORM Flight Design GmbH ii Sielminger Str 51 70771 L Echterdingen Germany F L G H T D 9 G N airworthiness flightdesign cam www flightdesign com Flight Design GmbH Safety of Flight Report Number Received Person Reporting Contact Information Time and Location Aircraft Engine Model and SN Total Time Airframe Engine Description of Event AU 010 11000 Date 05 Feb 2009
40. GN Type CT Series CT LS LSA 4 8 Take off and climb The airfoil of the CTLS 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 0 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 During the take off roll engine rpm should be checked after full throttle has been applied Indicated engine rpm should be about 4800 rpm Only when the engine has reached this speed is the correct take off power available These values are not valid for variable pitch propellers which lead to higher rpm for take off which in turn results in better take off performance In order to be able to hold direction on the runway the CTLS 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 CTLS tending to take off and land with a lot of sideslip The pilot s 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 from the pilot s seat looking straight ahead As soon as the aircraft starts to accelerate the stick shoul
41. However Rohacell is not resistant to alkaline liquids For this reason no alkaline cleaning agents such as Fantastic Formula 409 Carbonex or Castrol Super Clean should be used These alkaline cleaning agents can cause the Rohacell foam core to disintegrate if they penetrate to the core A rippled surface is an indication of such disintegration Components damaged in this way cannot be repaired and have to be replaced The wing spars of the CTLS cannot be damaged in this way Products from the ComposiClean series which has been specially developed for aircraft made of composite materials are approved as cleaning agents Each CTLS leaves the factory with a basic set of this cleaning agent series 8 4 2 Windshield and windows The windshield and windows of the CTLS 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 straight lines up and down or from side to side This prevents the occurrence of the disturbing halo effect caused by circular scratches Light scratching can usually be polished out by yo
42. Mui SUE ED CEDE MELDE CC dU LUE DUE 3 3 3 4 E MERGENO NNN 3 4 3 9 AFTER OVERTURN ON EM B CNN T M 3 5 3 6 DEPLOYING THE BALLISTIC RECOVERY SYSTEM rovorrnevrnnnerennuvennnvvennnvvnnnevennnnvnnnevennnnunnnenennneuennenene 3 6 3 7 E NGINE FPAIEJPE u s G sus sasana E au asus oe te ass a asas sassa a aasma 3 7 3 8 CARBURETOR OR ENGINE FIRE sccsscscnsssascsssancoaasasameoarnascoannacnbannneanencaneanmesadsannosasauaneansannveoananesoaaces 3 8 3 9 LOSS OF C EEE EEE Cetera 3 9 TEEN 3 9 PURE PNL 3 10 3 12 DYNON EMS FAILURE IF INSTALLED errrrrrrrrnnrrrrnnnnnnnnrrnrnrrrrrrnrrrnrrrnrnnnrrrnnrrrnnnnnrnnnnnnnnnnnnnnnnnnnnn 3 11 4 NORMAL PROCEDURES 4 1 4 1 NORMAL PROCEDURES CHECKLISTS cseecccseccceseccceecccecccesscecucceesececusceueececueseuueceeaeceuseseeaes 4 1 4 2 PREFLIGHT INSPECTION 0ccccssecccssccccssccncscccescceescccessccesscccesccesncecessccsesceeeesceeescseuseccescseuseses 4 5 4 3 PASSENGER ET 4 6 4 4 STARTING THE ENGINE a 4 7 4 5 AUTOPILOT OPERATION ovsmnnevennnvvnnnuvvnnnnvvnnunennnevennunenennvennununnnunennnnunnnunennneunnnunennnevennununnneveneueeneneee 4 7 4 6 BEFORE TAKE OFF ccccccssesccssccccssccesscecescccsscscescceecscesscceesescussceceescessceceueceusceeesscessncseasecess 4 8 4 7 TYPICAL PATTERN
43. SA to FD GmbH Address was changed from FD USA to FD GmbH 2 1 Stall speed flaps 12 added 6 deleted Flap s positions and corresponding data were changed Flap s positions and corresponding data were changed 4 9 Flap s position 6 deleted in the picture Flap s position 6 deleted in the picture AU 010 11000 Revision No 6 Date 05 Feb 2009 Sergey Pilipenko OD ER B O T Co A 1 2 2 1 2 3 9 1 10 1 e Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA REVISION STATUS Chapter Completed Flap s position 6 deleted Flap s position 6 deleted Flap s position 6 deleted Flap s position 6 deleted Flap s positions and corresponding data were changed Flap s positions and corresponding data were changed Chapter 6 complete enhanced by weight and balance chart equipment chapter in contents unchanged A A BY 2E sme D O O wl N OT OT _ P o p N ci AJ 6 10 11 3 Address was changed from FD USA to FD GmbH 7 13 6 May 07 2009 3 6 information updated to match Junkers Oliver Magnum Rescue System Reinhardt 7 17 7 3 9 Information updated to match Junkers Magnum Rescue System 7 19 Attitude angle corrected to 13 4th belt added in illustration with deployed system 1 6 Aug 05 2009 PowerFin propeller added Oliver Reinhardt 2 0 Flight load factor was changed from 1 5g to 29 5 8 Calculating the landing
44. Series CT LS LSA AU 010 11000 Date 07 May 2009 ad Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 7 4 Cockpit 7 4 1 Instrument panel The instrument panel for the CTLS 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 following pages 1 EFIS Dynon 100 electronic flight information system EMS Dynon 120 engine monitoring system Autopilot CT Pilot 1 axis 2 axis 2 axis w vertical speed control 4 Back up airspeed indicator D 57 mm 2 1 4 Back up altimeter D 57 mm 2 1 4 8 notused X O 9 Slip indicator 10 notused J O 11 Hobbshourmeter A 0 O 12 Alarm light alternator 13 Alarm light electronic engine monitoring 15 Nav Comm Garmin SL30 16 Transponder GTX 328 Mode A C oder GTX 330 Mode S GPS Garmin496 1 2 4 GPS Garmin 496 18 Dynon HS34 input system for GPS amp VOR for the EFIS AU 010 11000 Date 29 Apr 2008 Aircraft Operating Instruct
45. achment points to the engine firewall at the A pillar root The two rear belts are attached to hard points close to the main landing gear support on the main bulkhead With this attachment the aircraft is suspended with approximately 13 AU 010 11000 Date 07 May 2009 ad Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA nose down pitch under the parachute In this stable position the aircraft will come down nose wheel and engine engine mount first Deformation of the metal structure will absorb much of the impact energy before the airframe itself is affected In non deployed condition 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 come down with little more pitch down and the rear belt not tightened Experience from a real CT ejection has shown this is a proper descent position The following picture shows the installation of the two variants of recovery systems used in the aircraft The next illustration not to scale shows the aircraft position suspended under the parachute Installation of Junkers Magnum rescue system Softpack AU 010 11000 Date 07 May 2009 Aircraft Operating Instructions AOI
46. aft Maintenance Manual The aileron flap mixer system is highly sensitive to adjustments in the control elements Modifying the adjustment of a bellcrank may change the mixing function All adjustments to the control system must be done according to Flight Design specifications We therefore recommend strongly that this type of work only be done by Flight Design approved service stations AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 9 SAILPLANE TOW A towing hook intended to tow sailplanes may be already factory installed to the aircraft Flight testing of sailplane towing according to the standards is not yet concluded Towing of gliders is therefore not permitted Warning X Even when the towing hook is already installed to the aircraft towing of Sailplanes is not permitted with the CTLS LSA Your local Flight Design Dealer can inform you when the system is ready tested and released for use This requires replacement of this chapter of the AOI against the released version containing all operation limitations and procedures for the explicit aircraft through Flight Design and may require updates to the installed towing system AU 010 11000 Date 16 Jan 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 10 BANNER TOW 10 1 General The CTLS can be optionally equipped with a TOST towing hook as to allow towing of banner
47. aggage compartment 34 Main landing gear and tire D Right wing 35 Wing flap 36 Aileron 37 Winglet wing tip 38 Navigation light 39 Pitot probe 40 Tie down 41 Fuel quantity 42 Filler cap 43 Wing leading edge AU 010 11000 Date 29 Apr 2008 on board free and correct inserted caps in place and secured off key removed off off on extended off open function checked check check check check check locked check check check check vent clear check check remove check shut check B Left side of aircraft 13 Main landing gear tire Landing gear fairing 14 Baggage compartment 15 Antennas 16 Static pressure source 17 Fuselage 18 Rear tie down 19 Vertical stabilizer 20 lower Fin 21 Horizontal stabilizer 22 Trim tab 23 Elastic flap hinge 24 Trim tab link 25 Rudder 26 Rudder ACL 27 Tow release 28 Tail navigation light PREFLIGHT INSPECTION E Aircraft Nose 44 Engine cowling 45 Exhaust system 46 Nose gear 47 Air inlet 48 Fluid lines 49 Electrical wiring 50 Fuel 51 Landing light 52 Propeller 53 Spinner 54 Battery 55 Oil quantity 56 Coolant quantity F Left wing 57 Wing leading edge 58 Fuel quantity 59 Filler cap 60 Tie down 61 Navigation light 62 Winglet wing tip 63 Aileron 64 Wing flap check locked undamaged check clear no damage remove check check check check check check check cables bolts check check check remove c
48. alve 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 be 90 km h 48 knots The landing flare should be initiated at approx 2 ft 50 cm 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 If urgent help is required after a forced landing the ELT if installed can be activated manually thus alerting the search and rescue Services Warning Every CTLS 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 AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLSLsA Page 3 5 3 5 After overturn on landing Due to its design the CTLS offers good occupant protection during an
49. ance distance 4 inclination of runway app 20 x 1 2 app 25 x 1 25 app 30 x 1 3 soaked soil 1 2 in 3cm deep app 16 96 x 1 16 Each factor occuring at a time has to be considered individually Example Takeoff at 1 100 Ib 500 kg at 68 F 20 C at 2000 ft 600 m pressure altitude in high grass with a runway 2 inclination As by chapter 5 2 density altitude for this case is 3000 ft 900m Takeoff charts show a take off roll distance of 620 ft 190 m and a take off dictance of 1 120 ft 340 m Consideration of the deviating factors delivers Take off roll 2 620 ft x 1 2 x 1 1 2 820 ft 250 m and Take off distance 1 120 ft x 1 17 x 1 1 2 1 440 ft 440 m Easy to see that just using the field elevation 200 ft would have delivered values by 409 too low AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLSLsA 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 0 flaps Data are provided for 0 and 15 flaps climb and take off condition Warning Knowledge of the correct density altitude is mandatory to obtain reliable values for the aircraft performance
50. aracteristics of each Light oport aircraft This Aircraft Operating Handbook AOI POH must be studied in details before the first flight is undertaken with the aircraft The same 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 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 CTLS may only be operated under visual flight rules VFR Due to the high cruise speed and the great range pilots may encounter meteorologically critical weather conditions more often Flying into IFR 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 Warning Use only alkali free products when cleaning your composite aircraft For more information refer to chapter 8 Handling Service Maintenance AU 010 11000 Date 16 Jan 2009 e Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 1 2 Manufacturer Flight Design GmbH
51. asaceeheedncies Obvencbdnswchsebescens 8 6 8 7 CONTROL SURFACE DEFLECTIONS ccccscccecccecccecccecceeccesccascesccsccesceeccauccaeceascesceusceescueceuecensces 8 7 PEIN FOW 2 9 1 10 BANNER FOW NR O OE 10 1 SEN EN 10 1 12 BE u lx ee eee eer kusqa 10 1 10 3 EMERGENCY PROCEDURES ccccccceccesccecceccescceccccecccecceccaeceescascescceccscesceesescaseeesetscasceeseuss 10 2 10 4 NORMAL PROCEDURES a 10 3 10 5 PERFORMANCE a a r 10 5 10 6 WEIGHT CENTER OF GRAVITY EQUIPMENT cccccseccceccccscccecccnecccecccascccecccaucecuecentcecescenscees 10 6 10 7 SYSTEM DESCRIPTION AN FUNCTION cccccccccccccccceccceccsccusccuccceccceccueccescesccescescaeseueceusceseens 10 7 10 8 MAINTENANCE cccccecceccsccecceccecccecceccecccecceccecceeccescescesecescscesceescscesctescscesseeseuscuseuecensens 10 10 11 APPENDIQES ed 11 1 1 CURRENT WEIGHING REPORII a 11 1 12 CURRENT EQUIPMENT EIS husa 11 2 11 8 SAFETY OF FLIGHT REPORT FORM irrrvrvrervnerrnerrnrrrnrnnnrenerenersnersnerrnsrrnenrnenneeenerenerrnersneenn 11 3 AU 010 11000 Date 04 Dec 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CT LS LSA 1 GENERAL 1 1 Introduction Every pilot must familiarize him herself with the specific ch
52. 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 The passenger seat is not intended for the transport of objects or bags However should objects e g bags be placed on the passenger seat AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 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
53. bly 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 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 15 or even 0 when landing in a crosswind Be mentally prepared to perform a missed approach go around if needed During a landing with crosswind the upwind wing should be dipped by applying aileron against
54. cy 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 operation of the parking brake simple Warning his does not however mean that chocks are not needed when the aircraft is parked Changes in temperature can cause a hydraulic brake system blocked in this way to lose pressure The nose gear strut is attached to the lower section of the large engine mount via journal bearings making it steerable The rotating section is a telescopic spring strut Inside the strut urethane inserts act as springs and dampeners effectively preventing purposing The nose wheel is steered via control rods which are attached directly to the pedals Warning X Should the aircraft no longer taxi straight do not simply adjust the push rods Due to the special kinematics the tension of the rudder cables and thus the force gradient of the rudder will also be affected Please contact a Flight Design service station The nose gear has an aerodynamically optimal composite fairing This fairing can only be removed completely after the nose gear fork has been removed This is however not necessary when the tire must be changed It suffices to
55. d 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 120 km h 67 kts with wing flaps 15 132 km h 73 kts with wing flaps 0 both at takeoff weight of 1320 Ibs 600 kg Warning Climbing at speeds below the recommended rate of climb speed does not 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 AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 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 150 ft has been reached The CTLS climbs at a better rate and a better angle with the flaps retracted to 0 It is recommended that once airspeed of 120 km h 67 kts is exceeded to retract the flaps from 15 to 0 The climb can then be continued at 132 km h 73 kts When this speed is exceeded the flaps can be further adjusted to 12 The aircraft can then climb further and efficiently at 140 km h 78 kts Warning When adjusting the flaps to the negative position the drag and lift co efficient of the airfoil are reduced for the same angle of incide
56. dicator is located directly adjacent to the wheel The aircraft becomes nose heavy when the wheel is rotated forward and tail heavy when it is turned backward Via a Bowden cable the trim wheel activates a threaded spindle at the stabilator pivot bearing This spindle is self locking and adjusts the zero position of the anti servo tab Since the anti tab has a large span the required deflection is not very big L ER aum Ti Er m AU 010 11000 Date 29 Apr 2008 XX Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 7 3 5 Ailerons The ailerons are activated via push rods which run from the control stick through the tunnel to the mixer in the baggage compartment behind the main frame In the mixer the ailerons are coupled with the flap controls as the ailerons are deflected when the flaps are set Control rods run from the mixer upwards behind the main bulkhead where the associated bell cranks on the wing root rib are activated via a torsion shaft and a connecting rod The following diagram depicts the aileron controls orange and flap controls turquoise in the fuselage with mixer and with connection to the wings The aileron controls have return springs which ensure more harmonic force gradients These springs are attached to the rear of the main bulkhead and engage in the mixer 7 3 6 Aileron trim Aileron trim is activated by a trim wheel in the middle of the tunnel between the pi
57. ding Final approach and landing are conducted as described in normal procedures for the aircraft Make sure that the banner is not obstructing the landing zone 10 5 Performance 10 5 1 Takeoff Distance Considering the CTLS with a typical takeoff weight when banner towing of 470 kg the following take off distances and conditions have been determined Take off distance to clear 50ft obstacle flaps 15 400 m variable pitch propeller set for take off 300 m Take off speed flaps 15 75 km h IAS Best angle of climb Vx flaps 15 100 km h IAS with fixed propeller ca 4800 rom 2 4 m s with variable pitch propeller ca 5500 rom 3 5 m s level grass runway dry and mown short Warning The actual condition of the takeoff runway has significant influence to the achievable take off distance The individual effects as described in chapter Takeoff Distances of this manual must be considered Using the charts displayed there takeoff distances for density altitude conditions other than ISA Om can be derived AU 010 11000 Date 04 Dec 2009 ad Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LSA Page 10 6 10 6 Weight Center of Gravity Equipment 10 6 1 Determination of Center of Gravity When calculating the center of gravity the weight of the banner must be considered To do this the analysis scheme for weight and balance of the aircraft is enhanced by one position The following tabel gives an examp
58. dle an assistant can comfortably attach the banner during takeoff preparation TI e The removable adjustable rearview mirror is to be attached to the left wing leading edge The mirror must be adjusted so that the tow pilot can see the banner in all relevant positions during takeoff and flight considering his properly attached and tightened safety belts When this is not possible a second mirror potentially on the other wing must be attached and adjusted AU 010 11000 Date 04 Dec 2009 Aircraft Operating Instructions AOI Series CTLS tsa 10 7 2 Banner Only banners made from non hygroscopic materials with known characteristics and limits should be used The banner must be made by a qualified manufacturer The banner in its entirety consists of Banner Hod Wheels Central distribution box Tow line Harness lines Weak link Ring Wheels Gale Weak Link oe o Tow Rope Bm a Bob weight The banner must comply at all times with the valid certification requirements for banner tow as laid down by the competent aviation authority or association AU 010 11000 Date 04 Dec 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Series CTLS Lsa Page 10 10 10 8 Maintenance Service and maintenance as described in the aircraft handbook In addition when performing the 100 hrs inspection the condition of the tow release cable must be determined When individual broken strands ar
59. dry It is not a problem if it starts to rain after take off as the banner must be made of non hygroscopic material Banner tow should not be carried out if the wind is strong and gusty particularly if wind speed exceeds 40 km h 10 3 Emergency Procedures The emergency procedures described in the main part of the handbook retain their validity and are supplemented by the following for banner tow 10 3 1 Aborted Takeoff The banner must be released immediately Power is reduced to idle and aircraft is braked as required 10 3 2 Banner Does Not Lift Particular caution is necessary on grass runways he banner characteristics must be borne in mind If the banner does not lift off the ground it should be released AU 010 11000 Date 04 Dec 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LSA Page 10 3 immediately If the remaining runway is long enough land the aircraft If the remaining runway is not long enough continue with take off climb and then fly a normal approach During landing take special care of the banner that might lie in the landing area This procedure is valid for any difficulty which arises during take off even if it is not explicitly mentioned here 10 3 3 Difficulties of Any Kind in Flight If difficulties arise in flight the banner should be dropped if this will lead to a return to safe flight conditions If at all possible the banner should only be dropped o
60. e o eo e e eo e e o 2 o e LO e LO e W e LO e ID lO LO ot ot co co N N T Y SSE N peo ao S com ere D o O TN gt O O Oo Xo o o o o T 2 gt To AN A lt L 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 in Ib AU 010 11000 Date 05 Feb 2009 e Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLSLsA Page 6 7 E NY x G 5 z ON 97 gt e _ ceo O 280 220 240 260 18 000 20 000 22 000 24 000 26 000 in Ib mass moment with empty fuel tanks ble Moment Range _ c E eo e o U o N W ty On ou Og e U Z e A uj S 41 alo amp m ets 2 LL 2 T v Q9 Ego o o E Sc s E NEN Er T n OL N SE Y ru x 2 G OQ Slo O S s E oO rio Q o T o e T e e e co e co 0 o LO o LO o LO o LO o LO o LO o S N o N LO N o O QI e N LO N eo o cO LO LO LO LO er hu Y lt eo eo co eo I l o o o o o o o o G 82 eo LO e LO eo LO eo TA TA in B IN NV QA r FE a Q o N N T T YT T TT T T TT SSe N 146114 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 aircra
61. e 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 setting 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 As 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 AU 010 11000 Date 05 Feb 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CT LS LSA 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 185 km h 100 kts cruise speed with negative flaps Sailplane towing or banner towing should be stopped when this failure occurs AU 010 11000 Date
62. e fuel system must be drained at this point before the first flight of the day and after filling up with fuel The fuel pump feeds fuel from the gascolator to the engine which then feeds the fuel to the carburetors Excess fuel is pumped back to the gascolator The fuel system is presented schematically in the following diagram AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA Filler cap Sloshing rib Sloshing rib Filler cap NACA nozzle Tank ventilation with ventilation with ventilation Tank ventilation NACA nozzle in winglet in winglet Tank vent connection left right n MEME GR ED T i Coarse EJ fuel inlet filters a Flapper Flapper valve valve Left wing aiu pe A pillar Right wing eft i Carburetors e right C e isl V Fuel fine filter e x Fuel pump engine driven Fuel shutoff valve Fuel backflow N Flowmeter Gascolator RI Firewall 24 Drain valve AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 7 2 4 Electrical system The design of the electrical system is based on the ASTM F2245 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 7Ah lead gel battery which is charged with
63. e identified the steel cable must be replaced Check the propeller blades intensively due to higher loads Check the landing gear intensively due to higher loads Maintenance and overhaul instructions and schedules for the tow hook mechanism are provided by the manufacturer of the mechanism Maintenance and overhaul instructions and schedules for the banner are provided by the manufacturer of the banner AU 010 11000 Date 04 Dec 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CT LS LSA 11 APPENDICES 11 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 AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 11 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 AU 010 11000 Date 29 Apr 2008 Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 11 3 SAF
64. e 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 The weighing record is only valid in connection with the current equipment list Any changes to the aircraft must be appropriately 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 AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series
65. easily mounted in the cockpit or any clearly visible surface Operating temperature range is from 41 to 100 F 5 to 38 C relative humidity RH range from 25 to 9096 RH Sensor Regeneration from caution 2 hours from danger 6 hours Note This information is for examination only For details please refer to the manufacturer website www QGinc com AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 7 9 Placards and markings Green aro 49 120kts 90 222km h airspeed indicator flap s 12 Aircraft on the airframe inside the Type CTLS engine compartment or the Metal identification plate Flight Design GmbH left side rear fuselage near s n 07 11 12 the stabilator Date Manufactured 16 Oct 07 Calibration card after calibration below the compass upper half central instrument panel Warnings and load limits LEG off checklist summary left instrument panel Checklist Summary left instrument panel Fuel Quantiby Ganfirm checked Choke Carb Heat confrm off Preig Caci conSrm complete Fie Valya confirm Goan Fhghi Controls woe 5t firm ehacked All Doors Eanfirm closed Baier akaat Checks onim compte Flaps ai ii CONE za Safety Bells iir confirm fastened Puch Trim ii a BOGEN reulral Parachule oo LL GOTT amed Warning Instrument panel low center Te
66. ed information on the engine is available from Rotax for your specific engine serial number Engine type horizontally opposed four cylinder four stroke engine Cooling water cooled cylinder heads Horsepower rating and engine speed 73 5 KW 100 rated BHP at 5800 rpm Carburetor type Bing constant pressure carburetor Ignition electronically controlled dual ignition Propeller gear reduction 2 43 1 1 7 Propeller Various types of propeller are available for the CTLS Each propeller has its own operating handbook and maintenance manual published by the 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 CTLS Neuform CR3 65 47 101 6 3 blade composite propeller adjustable Neuform CR3 V R2H 1 70m diameter 3 blade hydraulically activated variable pitch composite propeller Kaspar Br ndel KA1 1 60 m diameter 3 blade variable pitch composite propeller PowerFin A R 65 T 1 65 m diameter 3 blade composite propeller ground adjustable AU 010 11000 Date 05 Aug 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 1 8 Minimum equipment Airspeed indicator up to at least 350 km h 200 knots Altimeter with Barometric window oafety harness four point one for each seat Magnetic compass with calibration card Engine instruments CHT Oil Temp Oil press RPM
67. emains standing on the main wheels Using the tail tie down belt and ballast e g a jerry can filled with water the tail is held down until the nose wheel is free Alternatively the aircraft can be jacked exactly under the firewall bulkhead making sure that the fuselage is adequately cushioned When a requirement exists to jack the entire aircraft off the ground this can be done as described above using the jack point on the firewall bulkhead It can also be jacked at the main bulkhead exactly between the main landing gear struts using a soft wide support In this case both wings must also be supported to keep the plane level Warning Particular care should be taken if the entire aircraft has to be jacked off the ground The fuselage is a delicate light weight composite sandwich structure The jacking load must therefore be distributed over a large area In addition there is also the risk of the fuselage starting to roll on the jacks when the aircraft is raised completely off the ground AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 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 CTLS LSA maintenance manual 8 3 Parachute recovery system maintenance The parachute recovery system requires no maintenance except observance o
68. en doing this take special care that the banner lifts off without problems 10 4 5 Climb Full throttle until the lowest point of the tow combination reaches the 50 ft obstacle height Keep in mind that the banner end can be up to 50 ft lower than the aircraft see sketch below Climb to the desired altitude taking the airspeed limitations into account Reduce throttle slowly Max ca 15m AU 010 11000 Date 04 Dec 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLSLsA Page 10 5 10 4 6 Flight With Banner Attached After climbing to the desired altitude slowly reduce engine speed until desired cruise speed is reached Observe the maximum speed for the flap setting and the maximum banner speed With the variable pitch propeller it is recommended to keep engine speed at roughly 5000 rpm to ensure that the engine is properly cooled during low airspeeds Particular attention should be paid to oil temperature especially on hot days 10 4 7 Turns Turns should be flown smoothly and with a large radius 10 4 8 Dropping the banner Prior to banner drop it must be checked that the drop area is free from obstacles and persons Fly above the drop area with approx 100 km h airspeed Make the over flight in the lowest safe altitude Warning The lowest part of the banner is approx 50 ft below the aircraft Release the banner when right above the drop area 10 4 9 Final approach and lan
69. 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 recovery system selected tight securely stored transmit as required as required 2 50 cm above ground or tree tops off closed tail low automatic as required AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 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 100 knots 185 km h Loss of oil with flaps negative Ignition off Ignition key remove Fuel shutoff valve off Landing dos an emergency anding AU 01
70. ennnsnnerenenenensnensnennneenee 5 12 6 WEIGHT AND BALANCE EQUIPMENT A 6 1 6 1 VVE I P LIJNIP uuu u ua a u may Rukay kukaa uyaykuy ku eee Ben dee eee ykuna 6 1 6 2 WE NN 6 1 6 3 FLIGHT MASS AND CENTER OF GRAVITY cccccecccccccecccccscccccecceeccasceesccasececceescueceasccscetscenscuecs 6 4 6 4 EPER 6 9 7 AIRPLANE AND SYSTEMS DESCRIPTION 7 1 7 1 PU AAE u uu I MM IM E E ate E MAE 7 1 7 2 NE 7 4 7 3 m cimmee ge T7512 7 4 EP 7 20 1739 PLACARDS AND MARKINGS ei 7 26 8 HANDLING SERVICE MAINTENANCE 8 1 8 1 JACKING cccccccccceccesccccceccccescceccescescceccsceeceeccscescceceesceseueccscuscesceeccesetsccccuscesceescuseueseeseuscatceeseass 8 1 8 2 SECURING THE AIRCRAFT FOR ROAD TRANSPORTATION sccseccscceccsccecceccesceecsescsceeccescsceesenses 8 2 8 3 PARACHUTE RECOVERY SYSTEM MAINTENANCE 0 ccsccecceccccccecceccecceeccescecceeccescescesccescescasceecenss 8 2 8 4 EEE 8 3 8 5 MANDATORY AIRCRAFT INSPECTIONS rrrrnrrnernnrnnennennnrnnennennernnennennernnennennennnennenneennennenneernenneeneennee 8 5 8 6 REPAIRS TO THE AIRFRAME sstece cnet vocecicetssxewsdcncernentSencesdlvcedncaboevexedcvcccueeu
71. eps c t JF m JE LEG XX Vis vo tjern I3T 7 x ol ME ej xk U E mE a ae ka Y Mp de zla 8 Uo Block diagram avionics installation with VOR HS34 AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LSA 7 2 5 Landing gear and brakes The main landing gear of the CTLS is made of composite materials and is of the cantilever spring type The cantilever spring design ensures proper deflection behavior with good dampening The two separate gear legs left right are mounted in a load bearing attachment in the fuselage This attachment is in the fuselage main frame where the landing loads are introduced into the structure The legs are attached to the structure by two bolts at the top ends A clamp cushioned by a thin layer of rubber at the fuselage exit supports the gear leg The fuselage exit 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 CTLS 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 efficien
72. erational Safety Monitoring page of the Flightdesign 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 Flightdesign 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 annual 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 AU 010 11000 Date 05 Feb 2009 Aircraft Operating Instructions AOI EN FLIGHT DESIGN Type CT Series CTLS LsA 1 5 Three view main dimensions 1170 3 ft 16 im Main Dimensions Wing span 8 60 m 28 ft 2 in Length 6 61 m 21 ft 8 in Wing area 9 98 sq m 107 4 sq ft B 1780 S 10 ni 237D 7 R 9 in o m 125 4 59 m 1760 5 ft 9 In 2554 20 f 2 in AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 1 6 Engine The CTLS is only available with the Rotax 912 ULS with 100 rated BHP More detail
73. eries CTLS LsA 7 3 3 Stabilator The CTLS has a drag optimized stabilator with an anti servo tab It is attached to a fuselage mounted stabilator pivot bearing An individually matched counter weight with which the stabilator is completely mass balanced is also attached to this bearing The anti servo tab on the trailing edge of the horizontal tail covers 75 of the stabilizer span It is aerodynamically optimally attached to the fin by an elastic composite hinge It is activated through a mechanical coupling when the stabilizer is deflected In this way the anti servo tab deflects in the opposite direction as the stabilator thus improving stabilator effectiveness and generating a proper force gradient on the control stick Warning When dismounted or when the controls are disconnected the anti servo tab must never be pushed beyond normal operating limits as this causes damage to the elastic hinge We recommend that the trim tab be clamped with an edge guard or taped to the outside edges to prevent inadvertent movement The stabilizer is activated via a special push pull cable that runs through the tunnel and along the fuselage floor This push pull cable aligns itself to the fuselage and is maintenance free AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CT LS LSA 7 3 4 Stabilizer trim Stabilizer trim is adjusted via the trim wheel adjacent to the throttle The trim in
74. f the pack intervals for the parachute and the exchange intervals for the rocket These intervals are recorded 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 AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS Lsa Page 8 3 8 4 Cleaning and care A modern aircraft made of composite materials must be cleaned with caution Numerous cleaning agents have been developed especially for certain materials and can indeed cause damage to others Using the wrong cleaning agent can damage your aircraft or parts of it This damage may be visible or not directly detectable Damage can take the form of simple flaws or can impair the structure It is thus essential that you check the ingredients of a cleaning agent before use If in doubt contact your local Flight Design service station Warning High pressure washer equipment should never be used to clean the aircraft 8 4 1 Airframe Many components of composite aircraft are sandwich constructions comprising a foam core and layers of glass fiber carbon fiber or aramid fiber The CTLS is made from a carbon or aramid sandwich and is painted with a two component polyurethane paint The Rohacell foam core used for the wings was chosen for its fuel durability
75. facturer C Maintenance Instructions Provided to the Owner Operator and pertaining to 100 hour and annual condition inspections D Continued Airworthiness Instructions Provided to the Owner Operator and pertaining to maintaining the certification compliance of their S LSA 1 4 23 Owner Operator Responsibilities and Instructions 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 Instructions 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 GmbH or its representative Contact information may be updated at any time by AU 010 11000 Date 05 Feb 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA Writing to Flight Design GmbH Sielminger Str 51 70771 L Echterdinger Germany Or email airworthinessQflightdesign com 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 Op
76. fely 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 kruh 40 Fy 20 Ant M an 15 30 20 16 10 10 P i pisa 20 kmh 20 Ikt Taxi or Flight Direction 3 Headwind An example is shown in the diagram Take off direction is 120 The wind direction is 070 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 AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLSLsA Page 5 5 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 xe c o EE s gt EE 629 LE 8 g D I i Ei 15 10 NY 5 Taxi or Flight Direction P M BAM MM i ES
77. 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 AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 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 9 600 kg 1320 Ibs Take off roll flaps 15 250m 820 ft Take off distance to clear 50ft obstacle flaps 15 450 m 1500 ft Mowed level dry grass runway or pavement It does not make a noticeable difference on this aircraft Take off speed flaps 15 85 km h 47 kts CAS flaps 0 100 km h 54 kts CAS Best rate of climb flaps 15 120 km h 62 kts CAS 3 m s 740 ft min flaps 0 132 km h 73 kts CAS 4 0m s 800 ft min flaps 12 140 km h 78 kts CAS 3 8 m s 770 ft min Best angle of climb flaps 15 110 km h 61 kts CAS approx 8 1 flaps 0 120 km h 66 kts CAS approx 8 1 Maximum level speed vr flaps 12 222 km h 120 kts CAS 5500 rpm Maximum range 154
78. ft with no fuel is represented by the values 415 kg 916 Ib and 165 kg m 14 338 in Ib The aircraft takeoff fuel is represented by the values 458 kg 1 011 b and 174 kg m 15 127 in b Both values are within the allowed range The two center of gravity positions can be determined as 0 380 m 15 0 in and 0 400 m 15 7 in AU 010 11000 Date 05 Feb 2009 lt Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS Lsa Page 6 8 rm E E E eo O e Oo oo T e w E e BS lt QD gt 53 I O 2 Eo E a T C f SE o ES ES O e ES S eo s q jud tc 4 E T gt o 2 E o OQO e x Te S bal o le o 3 NN E e t HE c 9 O o m E NEN UO eo els D Q 2 c gt lt eo G E N X e N o e w e cO N e T 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 415 kg 916 Ib and 380 mm 15 0 in The aircraft takeoff fuel is represented by the values 458 kg 1 011 b and 0 398 m 15 6 in Both values are within the allowed range AU 010 11000 Date 05 Feb 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS Lsa Page 6 9 6 4 Equipment An example of an equipment list is given below Each aircraft is delivered with an in
79. h a ballistic recovery system 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 in the upper baggage compartment above the controls mixer behind the main bulkhead The rocket is activated via a pull cable attached to the deployment handle on the upper side of the tunnel in the cockpit 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 The installations design effectiveness has been repeatedly confirmed through ejection tests After deployment of the recovery system the aircraft is suspended by four main belts Two front belts are connected to the big engine frame directly next to its att
80. he normal procedures section must be observed exactly Should they be exceeded there is a risk of the engine over revving and being damaged Warning lfavariable pitch propeller is not operated properly the engine may 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 AU 010 11000 Date 05 Aug 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 7 2 3 Fuel system A fuel tank with a capacity of 65 I 17 gal is integrated into each wing The fuel tanks are each divided into two sections by an anti sloshing rib Fuel is filled into the outer section via a fuel filler opening on the upper side of each wing To open the fuel filler cap the lever in 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 Ihe pilot must be certain during the preflight inspection that the fuel filler caps are properly shut A missing cap leads to a massive loss of fuel in flight as the fuel is sucked out of the tank Fuel flows via a flapper valve into the inner section of the fuel tank inboard of the anti sloshing rib The flapper does not completely seal the inner tank It does however greatly
81. heck check check check check drain no contamination check check check check check check check check shut remove check check vent clear check check x FLIGHT DESIGN 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 oteering BEFORE TAKE OFF continued Passenger briefing complete Approach amp departure clear Parking brake release NORMAL TAKE OFF Wing flaps 0 15 Carburetor heat off Throttle full Take off rpm 4800 5000 rpm Best rate of climb 120 km h 67 kts flaps 15 132 km h 73 kts flaps 0 140 km h 78 kts flaps 12 110 km h 61 kts flaps 15 120 km h 66 kts flaps 0 SHORT FIELD TAKE OFF Wing flaps 15 Parking brake set Choke shut Carburetor heat off Throttle full Parking brake release Rotation 75 km h 42 kts Acceleration 110 km h 61 kts Best angle of climb 110 km h 61 kts Best angle of climb Aircraft Operating Instructions AOI perra BEFORE TAKE OFF Parking brake set Safety harnesses lap tight shoulders snug Doors shut Control surfaces free Altimeter
82. 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 reduce 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 that the aircraft is 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 logbook AU 010 11000 Date 05 Feb 2009 Aircraft Operating Instructions AOI Series CTLS LsA 7 Weight and Balance of LSA Aircraft XXXX FLIGHT DESIGN Mode 5 datum point i Production Number l E Qa i A EngineNumber ME Cr EY Equipment list eg k lt TEUER winaa m Z7 0 Grey fields require inputs G lt gt lt b gt Datum Point Wing leading edge Datum Plane Tunnel roof in cabin horizontal Scaling and Empty Aircraft cg Total weight Net weight Distance to ref 169 75 Ib 0 00 Ib 169 75 Ib 5748 Ib in Main wheel left 266 75 Ib 0 00 Ib 266 75 Ib 7562 lb in Main wheel right 264 11 Ib 0 00 Ib 264 11 Ib 7487
83. ing 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 1096 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 Warning 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 is 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 initializi
84. ing 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 maximum permissible flight mass are marked as lines This allows you to determine the actual center of gravity position you have achieved AU 010 11000 Date 05 Feb 2009 e Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLSLsA Page 6 6 E a Oo lt o o Y eo RE M d T 16 e e e T T im o e e o o nm E 5 S o ele N z z 218 lt D 9 o E a S os e E O Oo E o e 8 gt eoo c OG Ed oi Pig x gt WE e ce o O 9 E e a Sg e O Eo o 5g o A E eo o N 9 e M RA N N kn 8 N o T 0 E e og BE D 2925 q ee
85. ing chamber The expanding chamber is supplied by a NACA air inlet located on the right side of the lower cowling When the carburetor heat is on air flow into the aluminum air box changes from fresh air to heated air The heated air comes from the same exhaust shroud as supplies the cabin heating system Air for this shroud is supplied from an inlet in the front underside of the lower cowling Carburetors 2 Airbox Air filter expanding chamber Inlet for carb heat Warning Since the supply ducts for fresh air and heated air are separate up to the air box the engine can be easily supplied with alternate heated air should the air inlet become blocked in flight AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 7 2 2 Propeller The CTLS 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 certified for the CTLS Neuform CR3 65 47 101 6 3 blade composite propeller adjustable Neuform CR3 V R2H 1 70m diameter 3 blade hydraulically activated variable pitch composite propeller Kaspar Br ndel KA1 1 60m diameter 3 blade variable pitch composite propeller PowerFin A R 65 T 1 65 m diameter 3 blade composite propeller ground adjustable Warning Depend
86. ing on national regulations in some countries like USA usage of variable pitch propellers is not allowed for LSA aircraft The adjustable propeller from Neuform is 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 approx 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 Both variable pitch propellers are controlled via a hydraulic adjustment mechanism The lever is located in the central instrument panel behind the power quadrant 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 cylinder 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 t
87. ing 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 yourself 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 Ihe 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
88. ions AOI FLIGHT DESIGN Type CT Series CTLS LsA 2 2 Flight load factor limits Maximum flight load factor up to VA 49 2g up to VNE 4g 2g Warning Up to va 184 km h 99 kts maneuvering speed full control movements may be made Above v all control surfaces may only be deflected to a third of their maximum displacement Warning Upto va 222 km h 120 kts IAS the CTLS can safely withstand a vertical gust of 15m s 3000 fom Above va 222 km h 120 kts IAS the CTLS can withstand the load of a vertical gust of 7 5 m s 1500 fom 2 3 Tire pressure Main landing gear tires 2 bar 28 psi Nose wheel tire 2 bar 28 psi 2 4 Mass and center of gravity limits Minimum weight solo pilot 54 kg 120 Ibs Maximum mass per seat 118 kg 260 Ibs Typical Empty weight incl recovery system 310 kg 730 Ibs Maximum take off weight MTOW 600 kg 1320 lbs Baggage compartment 25 kg 55 lbs maximum on each side 50 kg 110 lbs maximum in total Center of gravity range 282 478 mm 11 1 inches 18 8 inches 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 i
89. ions AOI ON FLIGHT DESIGN Type CT Series CTLS LsA 7 4 2 Upper panel Panel with Glass cockpit without NAV radio AU 010 11000 Date 29 Apr 2008 ad Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS Lsa Page 7 22 7 4 3 Circuit Breakers All circuit breakers except the circuit breaker 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 P 9 m Nav Transponder Autopilot HS34 lt W m Pa L d 1 e T p P P x Cockpit Instrument Beacon Position Light Light Light Light Circuit Breakers Push off 12V Outlet AU 010 11000 Date 29 Apr 2008 ad Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 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 Pasai Ere Switches panel Selector XM or AUX music Se rd 00 9 1 Audio input jack Flap position indicator Fuel shutoff Flap circuit breaker Flap selection switch Alternator switch Ignition Master switch AU 010 11000 Date
90. itial 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 CTLS may be operated It is the responsibility 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 It is mandatory to record the installation and or removal of instruments in the aircraft logbook AU 010 11000 Date 05 Feb 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS Lsa Page 6 10 Equipment List for LSA Aircraft Prod Number XXX Model ETLS FLIGHT DESIGN 1 Minimum Equipment s i Rescue System attery T Propeller 3 blade fixed pitch waw FIS EMS 8 7 in Engine Hour Counter Gmm ri ua 3 Additional Equipment Avionic Radio ransponder ELT AK ABD au o j 4 Optional Equipment Dil and Water Tharmastat 2 O ligt eign 3 66 Ib x owing Hook last VE Towing Mira Systarn aa eee ight Desi Autopilot 1 Axis GT Filet 1 Ax s Trutrak be I Position Lig EFL ACL ERB Lancing Light ight Design Lancing Light LED BIL
91. lb in Deductions Ful pp Og X 000 Empty Weight and cg 700 62Ib 13 3in 9301 Ib in Allowed empty aircraft cg range Component weight Wing left 22 Wing right Stabilizer gt hes Aircraft Weight of non lifting 700 62 Ib m parts 600 610 620 630 640 650 660 670 680 690 700 710 720 730 740 750 760 770 780 790 800 810 820 Weight Ib Oo cg position in Summary Certification Basis Data of Aircraft 1322 75 Ib Empty weight 700 62 Ib Max weight of non Max payload 622 131Ib lifting parts TIS Max pl fuselage 600 09 Ib Fedchun Kherson Ukraine 17 Oct 2007 Signature City Date Warning Ihe empty weight data in this example does not correspond to an actual aircrafts Use only the empty weight and center of gravity data from the most current weight record The weighing record provides an insight into the state of the aircraft at the time of weighing In addition to the empty weight with the currently installed equipment and AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLSLsA Page 6 3 the relevant center of gravity the weighing record also states the empty weight with standard equipment installation The MTOW as defined by the certification regulations and the maximum weight of the aircraft as defined for structural proofs ar
92. le Weight Aircraft loaded 0 380 m 14 9 in 457 8 kg xxx Ib 174 kg m xxxx Ib in ready for takeoff Position Weight 4 80 m 189 0 in 20 kg 44 Ib 71 kg m xxxx Ib in Take off weight 472 5 kg xxx Ib 0 519 m xx x in fl Moment Weight 245 kg m xxx Ib in weight of the banner with all flying accessories rope rod rollers coupling box etc The moments are achieved by multiplying the individual weights with the lever indicated The columns with individual weights and moments are added up to total weight and total moment The total moment divided by the total weight results in the center of gravity 10 6 2 Permissible Weight and Center of Gravity The maximum permissible of the aircraft including banner is identical to the maximum permissible weight as defined for the aircraft Maximum forward cg position 0 282 m Max rear cg limit The permissible cg in flight with banner attached depends from the size of the banner A large banner has more stabilizing effect to the aircraft and therefore allows a more rearward cg position than a small banner The applicable maximum rear cg position can be derived from the following chart Max rear cg position with banner attached Banner size xi 62 270 520 37D G20 cg position AU 010 11000 Date 04 Dec 2009 Aircraft Operating Instructions AOI ON FLIGHT DESIGN Type CT Series CTLS LsA The orange dashed lines provide an example Banner size 140m t rea
93. lot and co pilot By turning the trim wheel to the right the aircraft will bank to the right by turning it to the left the aircraft will bank to the left Aileron trim influences the return springs in the aileron controls Due to trim kinematics it is usual that trimming in one direction is tauter than in the other direction as it changes the tension of one of the two springs AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 7 3 7 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 0 415 430 35 The flap motor is integrated into the mixer behind the main bulkhead in the aircraft baggage compartment As It acts on the controls mixer the flaps are activated via push rods Both flaps are directly attached to a torque tube in the fuselage thus ensuring that they are always deflected symmetrically Warning An individual maximum airspeed is defined for each wing flap setting The pilot must observe these to ensure that the aircraft and the flight controls are not over stressed
94. nce 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 AU 010 11000 Date 05 Feb 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 4 9 Cruise Normal cruise is performed with the flaps set at 12 The 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 CTLS 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 rom Greater rom 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 should 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 hea
95. neacendsass EEEE 1 2 1 4 CONTINUED AIRWORTHINESS INSTRUCTIONS cseeccccessccccessccccescceceusccceuaecceeueccseeuaeceeuanceess 1 3 1 5 THREE VIEW MAIN DIMENSIONS L 00cccccsscccssccccssccesscccessccessccecsscceecseessceeecscessceeesssensceeusess 1 5 1 6 ENE ph 1 6 1 7 FRONT 1 6 1 8 MINIMOM EOUIBMENT Em 1 7 1 9 RECOMMENDED ADDITIONAL EQUIPMENT a 1 7 2 EIMITATIONS ee 2 1 2 1 AIRSPEED LIMITATIONS ovvvrvvvernnvvrnnnvvnrnnvverunsnnnnnvnnnnsnnnnnsnrnnsnnnunsnnnnsnnsunsnenusnnsuesnnvuvensuesennuvnsunssenee 2 1 2 2 FLIGHT LOAD FACTOR LIMITS a 2 2 2 9 TIRE PRESSURE ccccccssscccssscccscccescscescccsscsccsscccessscnsscecesccussceeeesccesscsenssceeecseuseceeeasseusuceeusess 2 2 2 4 MASS AND CENTER OF GRAVITY LIMITS 2 2 2 5 POWER PLANT LIMITATIONS cccccsecccesecccescecesccccesccceucceceecccuueceeeucceuecesaeceeuueceescceusecesaucceuscess 2 3 2 6 OE ON 2 4 3 EMERGENCY PROCEDURES u i 3 1 3 1 EMERGENCY PROCEDURES CHECKLISTS 3 3 2 D a 3 3 a9 ND FET SPI oes cedent ecpe i tadedeM iacens isse RR
96. ng is complete PWR UP will change to AP OFF AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 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 For more details regarding the Autopilot operation please take the time to look at the Autopilot manual Warning X Do not mistake the autopilot button on the control stick with the Radio Transmit button During the flight pay attention 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
97. ngen Core material Rohacell Airex various qualities Lange amp Ritter Gerlingen Screws and bolts unless otherwise stated class 8 8 zinc plated or stainless steel according to DIN standard AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 7 1 3 Baggage compartments The aircraft has three different baggage compartments 1 a baggage compartment behind the pilots seats 2 a hat or jacket rack at the main frame behind the seats 3 storage locker in the floor in front of the seats Warning Baggage must be carefully stored in all of the compartments 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 The baggage compartment in the fuselage barrel behind the pilots seats has a maximum payload of 25 kg 55 Ibs on each side Inside each of the compartments hooks are attached to the fuselage walls with the help of which baggage can be secured 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
98. od 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 600 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 after landing Warning Every CTLS 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 AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLSLsA 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 0 15 The aircraft can then be flown to a suitable airfield without causing permanent damage to the engine
99. oll Distance at Mass and Density Altitude 990 Ib 450 k 1400 1 100 Ib 500 k 1 210 Ib 550 k 1 320 Ib 600 k 1200 1000 800 600 1000 500 200 5000 300 400 500 600 700 900 1000 Roll Distance ft 1100 400 kg 880 Ib 450 kg 990 Ib 500 kg 1 100 Ib 550 kg 1 210 Ib 600 kg 1 320 Ib 1200 Takeoff Distance 15m 50ft Obstacle at Mass and Density Altitude ib 200 0 1300 1400 4500 4000 880Ib 400 k 4 990 Ib k 1 100 Ib 3500 3000 k 1 210 Ib k 1 320 Ib k 1200 1000 2500 800 2000 1500 600 1000 500 250 400 550 700 850 1000 1150 1450 1600 Takeoff Distance ft 400 kg 880 Ib 450 kg 990 Ib 500 kg 1 100 Ib 550 kg 1 210 Ib 600 kg 1 320 Ib 1900 2050 400 200 0 2200 Density Altitude m Density Altitude m X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS Lsa 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 Increase of take off roll Increase of take off dist
100. ould 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 CTLS 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 Lubricant wing bolts Heavy duty grease WGF 130 DIN 51502 AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA Lubricant bearings rod ends Heavy duty grease WGF 130 DIN 51502 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 are defined within the Aircr
101. 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 designed for the upside down position Warning If urgent help is required after an emergency landing the ELT if installed can be activated manually thus alerting the search and rescue services Warning Every CTLS 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 AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS Lsa 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 follow
102. r cg limit 580mm Warning cg position in flight must be within the allowed ranges in both conditions with banner attached and released 10 6 3 Equipment The fixed installed portion of the Aero towing equipment must be considered by amount weight and center of gravity within the valid aircraft equipment list 10 7 System Description an Function 10 7 1 Towing Equipment The towing equipment consists of the following components e The TOST tow hook is factory installed to the rear end of the lower fin of the aircraft e The tow hook release handle yellow is installed to the middle section of the instrument board The handle is connected with a bowden cable to the tow hook Using this handle the pilot is safely able to release the banner at any time even under normally to be expected pull on the rope When intentionally releasing the banner the release handle must be pulled to the full stop Then the handle gets guided back completely To ensure a successful banner release this procedure must be repeated at least once more Release of the banner must be positively verified by watching it through the rearview mirror AU 010 11000 Date 04 Dec 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Series CT LS LSA F LR 2 ri E ry LES p nd EN 1 m A UM et taii DC ae A e An additional release handle is installed at the rear end of the lower fin of the aircraft right above the tow hook With this han
103. restrict 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 The tanks are vented via coupled tubes in the outer tank sections the air coming from NACA inlets on the outer side of each of the upper winglets The vent tube is led through the tank in a loop along the upper wing skin along the main spar In this way the risk of fuel escaping into the vent tubes should the aircraft be parked with a wing low is minimized As the vent tubes left and right are coupled equal pressure prevails in both tanks even when the winglets experience different flow conditions Each tank outlet has a coarse screen which can be removed via a maintenance plate in the root rib for visual inspection and cleaning Fuel is fed by gravity via two fuel lines in the A columns They have a large volume so that even with virtually empty tanks enough fuel is available in a sideslip to ensure a engine power for landing The two lines are connected to each other via a 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 is in this line to the engine compartment on the cabin side of the firewall The fuel flows from there into the gascolator which finally has very fine filter The gascolator is the lowest point in the fuel system and has a drain valve Th
104. s The hook can be released using a yellow handle located inside the cockpit Warning All operation instructions given by this manual continue to apply This chapter only adds the specific aspects to be considered in addition during towing Warning National operational regulations must be complied with Every tow pilot must have good knowledge of the specific characteristics of the tow airplane This Pilot s Operating Handbook and this chapter must be studied in detail before undertaking the first banner tow Warning The study of this handbook does not waive the requirement to obtain any relevant national authorization 10 2 Limitations In addition to the normal operating limits for the aircraft the following limits must be observed for banner tow 10 2 1 Maximum take off mass of the aircraft The maximum take off mass of the aircraft does not change for the towing operation Warning Increased takeoff mass of the aircraft has considerable negative effect to the takeoff and climb performance Due to this reason it is strongly recommended During towing operation all unnecessary things have to be removed from the aircraft Fuel tanks shall only be filled as much as needed for a safe towing operation A complete filling of the fuel tanks is not recommended due to the high weight of the fuel Aero towing has to be conducted single seated only When double seated towing flights are needed for instruction it must be absolu
105. s 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 the same way as on the ground using the starter The Rotax 912 ULS engine ignition is only active once a certain minimum propeller rpm is achieved above 1200 rpm 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 cannot 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 78 knots 140 km h at a flight mass of 1320 Ibs 600 kg The flaps should be set to 0 The flaps should only be extended beyond 0 when it
106. s the wing leading edge with the aircraft in the neutral position Refer to Chapter 6 weight and Balance 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 AU 010 11000 Date 04 Dec 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 2 5 Power plant limitations Maximum take off power 73 5 KW 100 HP at 5800 rpm max 5 min Maximum continuous power 69 kW 95 HP at 5500 rpm Minimum take off engine speed fixed pitch propeller 4800 rom Maximum continuous engine speed 5500 rom Idle engine speed approx 1500 rom Cylinder head temperature maximum 120 C 248 F Oil temperature minimum 50 120 F Cil temperature maximum 140 C 248 F Recommended operating temperature 90 110 C 190 230 F Oil pressure normal operation 2 0 5 0 bar 29 73 psi Oil pressure minimum 0 8 bar 12 psi Oil pressure short term maximum during extreme cold start conditions 7 0 bar 101 psi 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 06 l h 06 g h Fuel tank capacity 1301 34 gals 2 wing tanks with 65 I 17 gallons each Usable fuel 1281 32 gallons Type of fuel
107. 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 6 and 600 kg 1320 lbs for best rate of climb vy 140 km h 78 kts best angle of climb vx 126 km h 70 kts Hpm 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 159 95 as required AU 010 11000 Date 05 Feb 2009 T 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 Wing flaps Airspeed Rate of climb Type CT 100 km h 54 kts 15 or 30 as required 100 km h 54 kts smoothly nose not too high stick smoothly back to relieve nose wheel idle as required off off retract full off 15 110 km h confirm
108. stance Landing 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 Increase of take off roll Increase of take off distance distance 2 inclination of runway app 10 x 1 1 app 10 x 1 1 4 inclination of runway app 14 x 1 14 app 12 x 1 12 tail wind 5 kt app 20 x 1 2 app 25 x 1 25 Each factor occurring at a time has to be considered individually Example Landing at 1 100 Ib 500 kg at 68 F 20 C at 2000 ft 600 m pressure altitude on a runway 2 inclination downwards As by chapter 5 2 density altitude for this case is 3000 ft 900m Landing charts show a landing distance of 1100 ft 335 m and a landing roll distance of 450 ft 140 m Consideration of the deviating factor delivers Landing roll 450 ft x 1 1 495 ft 150 m and landing distance 1 100 ft x 1 1 1 210 ft 870 m AU 010 11000 Date 05 Aug 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 6 WEIGHT AND BALANCE EQUIPMENT 6 1 Weight Limits The following limits ensure the safe operation of the aircraft Maximum take off weight MTOM 450 kg 600 kg 992 Ibs 1320 Ibs according to national laws and certification requirements Minimum crew weight 60 kg 120 Lbs Maximum load per seat 120 kg 260 Ibs Maximum baggage load to
109. t 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 In 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 do give clear information about the fuel load in the tanks particularly as fuel the level drops Warning A 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 CTLS with a small sideslip 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
110. t 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 rom the battery would discharge considerably before the engine is finally shut down AU 010 11000 Date 05 Feb 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 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 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
111. tal 50 kg 110 Ibs in each compartment side max 25 kg 55 Ibs Center of gravity range 0 282 0 478 m 11 1in 18 8 in Datum is the wing leading edge 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 The aircraft must also be level span wise This can be determined by placing a level on the cabin roof in the vicinity of the skylight 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 transition to the fuselage is faired in the root rib area which can lead to an incorrect measurement The distance between the wheels must be measured during each weighing These values must be 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
112. tely considered that the banner to be towed is of adequate characteristic that allows for a short takeoff run 10 2 2 Airspeeds Warning Banner tow may only be performed with flaps in either position 415 or 0 The following maximum speed limits apply during banner tow Minimum airspeed with flaps 15 Banner 70 x 1 2 84 km h IAS Maximum airspeed with flaps 159 115 km h IAS Minimum airspeed with flaps 0 Banner 75 x 1 2 90 km h IAS AU 010 11000 Date 04 Dec 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLSLSA_ Page 10 2 Maximum airspeed with flaps 0 Warning Ifthe maximum permissible banner speeds are lower than the maximum speeds listed above the banner limit soeeds must be obeyed 10 2 3 Banner Maximum mass 20 kg including all flying parts Maximum banner drag 70 daN Banner size according to banner manufacturer instructions considering these limit values 10 2 4 Towrope Material textile rope made of synthetic material Length approx 25 m Strength at least 20 above the breaking force of the weak link Breaking force of weak link 200 daN 10 2 5 Placards In the cockpit next to the airspeed indicator a placard Observe towing speed must be mounted 10 2 6 Environmental Limitations Take off from a grass runway is only permitted when the runway is dry and the grass mown short Take off from a hard runway is only permitted when the runway is
113. tem only in an emergency Posted near the actuation Warning 1 switch off engine handle for the parachute 2 deploy recovery system recovery system Posted on both sides of the each side baggage compartment each side 3 protect yourself Posted near the airspeed Warning Observe towing speed indicator if tow hook installed AU 010 11000 Date 05 Feb 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 8 HANDLING SERVICE MAINTENANCE Warning X 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 There are several ways of jacking the aircraft However it must always be secured against inadvertent rolling by applying the parking brake and positioning chocks under the wheels which are on the ground The wheel fairing must be removed before work can be started on a main wheel The aircraft can then be lifted off the ground on the appropriate side A helper holds the aircraft in the area of the tie down points on the wing under the spar 2 exactly at the tie down point and lifts the wing slightly As soon as the wheel is free a chock or jack is placed under the lower end of the landing gear strut The wheel can now be removed When work must be carried out on the nose wheel the aircraft r
114. the wind and direction kept using the rudder As the CTLS is a high wing airplane there is no risk of the wing tips touching the ground AU 010 11000 Date 05 Feb 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA Warning Do 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 Warning The aircraft can be landed with ease and safely with flaps set at 15 A landing with flaps set at 0 or even 12 is possible The maximum positive flap deflection 85 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 CTLS 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 power immediately for a go around and a new approach A go around initiated with full flaps is not a problem for the CTLS It is however recommended no
115. 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 CTLS 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 middle console and how to operate it In the unlikely event that the pilot is incapacitated this information is very important Warning X 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
116. timating a possible gliding distance Glide angle of the CTLS can be assumed in practice to be 8 5 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 glide at flight mass and negative flaps can be assumed as follows 600 kg 1320 Ibs 140 km h 78 kts 500 kg 1100 Ibs 124 km h 69 kts 400 kg 880 Ibs 115 km h 64 kts AU 010 11000 Date 05 Feb 2009 Aircraft Operating Instructions AOI Series CTLS LsA 5 8 Calculating the landing distance Landing 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 landing 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 5 8 1 Landing
117. ur 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 AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA windshield or windows damaged in this way cannot be repaired and must be replaced 8 4 3 Power plant The Rotax 912 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 If 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 AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLSLsA Page 8 5 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 the aircraft is not operated for 100 hours during the calendar year The inter
118. val 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 It 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 only give a general indication of the condition of the installation as a whole 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 CTLS LSA version are described in a separate maintenance manual The CTLS 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 repairman are defined AU 010 11000 Date 29 Apr 2008 X Aircraft Operating Instructions
119. ver free terrain Ensure that the banner will not injure anyone on the ground or cause any damage to property 10 3 4 Engine Failure Direct After Takeoff The banner is released immediately to avoid increased drag Select speed for best glide approx 115 km h at flaps 15 Cut ignition Close fuel valve Perform emergency landing as described in the emergency procedures of the aircraft 10 4 Normal Procedures All normal procedures of the aircraft must be followed In addition the following applies 10 4 1 Daily inspections Visual inspection of the towing installation and its connection points to the aircraft for dirt and other abnormalities Visual inspection of the rearview mirror its attachment and verification of the adjustment 10 4 2 Laying out the banner The entire banner is spread out To reduce the risk of damage to the banner two wheels 20 to 40 cm diameter are attached to the rod see sketch below This ensures that the banner does not catch and rip during take off As the banner is towed at the end of a rope which is approx 25 m long it can glide and lift off independent of the aircraft Wheels both ends Sketch View of the rod with wheel and banner The lower end of the rod at the front end of the banner has a bob weight to ensure that it hangs down properly in flight AU 010 11000 Date 04 Dec 2009 X Aircraft Operating Instructions AOI FLIGHT DESIGN Type CT Series CTLS LsA 10 4 3
120. ype CT Series CTLS LsA 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 Don t 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 AU 010 11000 Date 29 Apr 2008 Aircraft Operating Instructions AOI Series CTLS tsa Take off distance charts aa FLIGHT DESIGN 9 9 1 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 short mown grass on a hard and dry level soil without wind influence Distances for concrete are comparable with the CTLS AU 010 11000 Date 29 Apr 2008 Density Altitude ft Density Altitude ft 5000 4500 4000 3500 3000 2500 2000 1500 880Ib 400 k R

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