Flight manual and Maintenance manual

CAUTION! Disregarding the following instructions leads to serious deterioration of flight safety. Technical data PROPORTIONS Model 503 Model 582 Model 912 wing span 14,97 m 14,97 m 14,97 m length 6,6 m 6,6 m 6,6 m height 1,70 m 1,70 m 1,70 m wing surface 12,26 m2 12,26 m2 12,26 m2 vertical fin surface 1,1 m2 1,1 m2 1,1 m2 horizontal stabilizer and elevator surface 1,63 m2 1,63 m2 1,63 m2 aspect ratio 18,3 18,3 18,3 positive flap deflection (down) 9 °, 18 ° 9 °, 18 ° 9 °, 18 ° negative flap deflection (up) 5° 5° 5° centre of gravity (MAC) 20% - 39% 20% - 39% 20% - 39% General 11 SINUS motorglider www.pipistrel.si REV. 1 3-view drawing General 12 SINUS motorglider www.pipistrel.si REV. 1 This page is intentionally left blank. 13 SINUS motorglider www.pipistrel.si REV. 1 Introduction Operational velocities Engine, fuel, oil Weight limits Centre of gravity limits Manoeuvre limits G-load factors Cockpit crew Types of operations Minimum equipment list Other restrictions Warning placecards Limitations Limitarions 14 SINUS motorglider www.pipistrel.si REV. 1 Operational velocities Speed limits Velocity TAS [km/h (kts)] Remarks Vmax Maximum permitted horizontal speed 220 (119) Never exceed this speed in horizontal flight. When flying close to the Vmax never use more than one third of controls' deflecions. VNE Velocity never to be exceeded 225 (122) Never exceed this speed. Should the VNE be exceeded, land as soon as possible and have the aircraft verified for airworthiness by authorised service personnel. VRA Maximum safe velocity in rough air 141 (76) Exceed this speed in calm air only and even then with great caution. VA Manoeuvering velocity 141 (76) Do not use rough or full stick and rudder deflecions above this speed. VFE Max. velocity flaps extended 130 (70) Do not exceed this speed with flaps extended. VAE Max. velocity of airbrake extention 160 (86) Do not extend spoilers above this speed. Airspeed indicator markings MARKING [km/h (kts)] Definition white arc 63 - 130 (34 - 70) Speed range where flaps may be extended. Lower end is defined as 110% of VS (stall speed in landing configuration at MTOM), up- per end of speed range is limited by VFE (see above). green arc 66 - 141 (36 - 76) Speed range of normal operation. Lower end is defined as 110% of VS1 (stall speed at MTOM with flaps in neutral position), upper end is limited by VRA (see above). yellow arc 141 - 220 (76 - 119) Manouvre the aircraft with great caution in calm air only. red line 220 - 225 (119 -122) Maximum speed allowed. blue line 115 (62) Best climb rate speed (VY) Indicated airspeed (IAS) to true airspeed (TAS) relation Airspeed indicator measures the difference between total and static pressure (also called dynamic pressure), which does not only change as speed increases, but is also linked with altitude. Flying at high altitudes, where the air is getting thinner, results in misinterpreting airspeed which is being indicated. The indicated airspeed value is actually lower than the true airspeed to which the aircraft is exposed. The higher you fly, the bigger the Introduction This chapter provides information about operational restrictions, instrument markings and basic knowledge on safe operation of aircraft, engine and on-board appliances. Limitations 15 SINUS motorglider www.pipistrel.si REV. 1 Limitations difference between IAS and TAS. Be aware of this effect especially when flying at high altitude at high speeds, not to exceed VNE unawarely. Bear in mind this can happen even with the indicator still pointing within the yellow arc! However, for flight planning purposes TAS is the most accurate speed, which then can be corrected by eventual tail/head wind component to obtain the aircraft’s ground speed (GS). 200 108 210 113 220 119 230 124 240 130 250 135 260 140 270 146 280 151 290 156 300 162 310 167 320 173 330 178 340 184 350 189 360 194 370 200 380 205 390 211 400 216 0 3000 6000 9000 12000 15000 18000 21000 24000 27000 30000 1000 2000 3000 4000 5000 6000 7000 8000 9000 km/h kts pressure altitude True AirSpeed (TAS) IAS=220 km/h (119 kts) IAS=240 km/h (130 kts) m ft 100 54 110 59 120 65 130 70 140 76 150 81 160 86 170 92 180 97 190 103 200 108 210 113 220 119 230 124 240 130 250 135 260 140 270 146 280 151 0 3000 6000 9000 12000 15000 18000 21000 24000 27000 30000 1000 2000 3000 4000 5000 6000 7000 8000 9000 km/h kts pressure altitude Indicated AirSpeed (IAS) m ft TAS=225 km/h (122 kts) TAS=250 km/h (135 kts) The graph below shows which indicated airspeed (IAS) must be maintained to keep the true air- speed (TAS) constant Note that true airspeed (TAS) is constant along the entire servicable altitude range! (VNE for Sinus is 225 km/h (122 kts) TAS. Note how VNE decreases at higher altitudes! IAS & TAS graphs (standard ICAO atmosphere) WARNING! Above pressure altitude of 1000 meters (3300 ft) all speed limits (see previous page) MUST be treated as True AirSpeed (TAS). Indicated AirSpeed (IAS) MUST be reduced accordingly (see graphs above)!!! Hint: You can draw your own lines for other speeds on these graphs. At 0 meters (0 feet) start at the desired IAS (1st graph) or TAS (2nd graph) and follow the same line curvature. The graph below shows how TAS changes in relation to pressure altitude. Note that the indicated air- speed (IAS) is constant along the entire servicable altitude range! (Vmax for Sinus ultralight motorglider is 220 km/h (119 kts) TAS) 16 SINUS motorglider www.pipistrel.si REV. 2 Limitations Engine, fuel, oil Engine manufacturer: ROTAX Engine types: ROTAX 503, ROTAX 582, ROTAX 912 The engine TEMPERATURE °C / ROTAX ENGINE 503 UL 582 UL 912 UL cylinder head temp. (CHT); min., work, highest 100; 200; 250 110; 130; 150 80; 110; 150 max. CHT difference 20 10 / exhaust gas temp. (EGT); normal, max. 460-580; 650 500-620; 650 650-800; 900 max. EGT difference 25 25 30 air intake temp. (AIR); highest 40 40 40 cooling fluids temp. (WATER); min., highest / 50; 80 50; 110 oils temp. (OIL TEMP); min., normal, highest / 50; 90-110; 140 RPM, PRESSURE 503 UL 582 UL 912 UL oil pressure (OIL PRESS); lowest, highest / / 1,0; 6,0 engine revolutions (RPM); on ground recom. 6400 6100 5500 RPM on ground; max. allowable 6800 6800 5800 magneto check at (RPM) 3500 3500 4000 max. single magneto drop (RPM) 200 200 300 Fuel and oil ROTAX ENGINE 503 UL 582 UL 912 UL recommended fuel unleaded super, no alcohol content unleaded super, no alcohol content unleaded super, no alcohol content fuel to be discouraged from using everything under AKI 87 everything under AKI 87 leaded* or 100LL* recommended oil super 2-stroke API-TC super 2-stroke API-TC API SJ SAE 10W-50 *Engine life is reduced. Should you be forced to use this kind of fuel, change of engine oil every 50 flight hours is crucial. Please consult the manufacturer on which type of oil to use. WARNING! Use of fuel with alcohol content and/or other additives is not permitted. IMPORTANT! Two-stroke engines should be powered only by fuel complying with MON 83 (or higher) or RON 90 (or higher) classification. As for mixing fuel and oil manually, it is best to use recommended oil (see above). Dedicated lead additives should not be used (see detailed instructions in the engine manu- al). MIXING RATIO: 50 UNITS of FUEL and 1 UNIT of OIL (e.g. 2 dl of oil every 10 litres of fuel) When using engines equipped with oil injection pump it is vital to monitor the oil level in its contain- er. There should always be enough oil to suffice for the intended flight duration, including reserve. Four-stroke engines should only be powered by unleaded fuel, for lead sedimentation inside the en- gine shortens its life. Provided you are unable to use unleaded fuel, make sure engine oil and the oil filter are replaced every 50 flight hours. 2 2 17 SINUS motorglider www.pipistrel.si REV. 1 Limitations Propeller SINUS Model 503 Model 582 Model 912 fixed pitch Pipistrel BAM 2 Pipistrel BAM 2 Pipistrel BAM 2 variable pitch Pipistrel VARIO Pipistrel VARIO Pipistrel VARIO Engine instrument markings WARNING: fill in engine specific values. Instrument Red line (minimum) Green arc (normal) Yellow arc (caution) Red line (maximum) Tachometer (RPM) Oil temperature Cylinder head temp. Oil pressure Fuel quantity Weight limits Sinus ultralight motorglider basic model weights WEIGHT Model 503 Model 582 Model 912 empty aircraft weight 265kg 274 kg 284kg max. takeoff weight (MTOM) 450 / 472,5 kg 450 / 472,5 kg 450 / 472,5 kg fuel capacity 2 x 30 l 2 x 30 l 2 x 30 l max. fuel weight allowable 45,6 kg 45,6 kg 45,6 kg minimum cockpit crew weight no limit no limit no limit maximum cockpit crew weight 180 kg 180 kg 180 kg joint parachute rescue sys. and luggage weight 15 kg 16 kg 18 kg WARNING! Should one of the above-listed values be exceeded, others MUST be reduced in order to keep MTOM below 450 / 472,5 kg. However, the joint parachute rescue system and lug- gage weight must NEVER be exceeded as it can influence aircraft’s balance to the point when the aircraft becomes uncontrollable! Owners of Sinus ultralight motorglider equipped with the GRS parachute rescue system (weigh- ing 14 kg on itself), must keep luggage weight below 1 kg (model 503), 2kg (model 582), 4 kg (model 912) to keep aircraft’s centre of gravity within safe range. 18 SINUS motorglider www.pipistrel.si REV. 1 Centre of gravity limits • Aircraft's safe centre of gravity position ranges between 20% and 39% of mean aero- dynamic chord. • Reference point ranges between 243 mm and 408 mm, datum is wing's leading edge. Manoeuvre limits Sinus ultralight motorglider is certified as an Ultralight aircraft. Therefore, all basic non-aerobatic manoeuvres are permitted within operational speed range, regardless of wing flap position. Following NON-aerobatic manoeuvres are permitted as defined: • Power on and off stalls not below 150 meters (500 feet) above ground level. • Power on and off lazy eights not below 150 meters (500 feet) above ground level. • Steep turns with a maximum bank of 60° and initial speed of 160 km/h (85 kts). • Chandelle maneuver not below 150 meters (500 feet) above ground level. • Intended spin (at most 180° in actual spinning manoeuvre). G-load factors max. positive wing load: + 4 G max. negative wing load: – 2 G Cockpit crew • There is NO LIMIT to the minimum cockpit crew weight. • Cockpit crew may weigh at most 180 kg. • Maximum takeoff weight (MTOM) MUST NOT, under any circumstances, exceed 450 / 472,5kg. Types of operations Sinus ultralight motorglider is built to fly under day visual flight rules (day VFR) in zero icing conditions. Limitations 19 SINUS motorglider www.pipistrel.si REV. 1 Limitations WARNING! Should you find water drops on the airframe during preflight check-up at temperatures close to freezing, you may expect icing to appear in flight. Spoilers (airbrakes) are especially prone to icing under such circumstances. As water may accumulate underneath the top plate(s), spoilers may freeze to the wing surface. Should this occur, you will most definitely be unable to extend spoilers before the ice melts. Therefore, flying under circumstances mentioned above, it is recommended to extend and retract the spoilers in flight frequently to prevent its sur- face freezing to the airframe. Minimum equipment list • Airspeed indicator • Altimeter • Compass • Tachometer (RPM) Other restrictions Due to flight safety reasons it is forbidden to: • fly in heavy rainfalls; • fly during thunderstorm activity; • fly in a blizzard; • fly according to instrumental flight rules (IFR) or attempt to fly in zero visibility condi- tions (IMC); • fly when outside air temperature (OAT) reaches 40°C or higher; • perform any form of aerobatic flying; • take off and land with flaps retracted or set to negative (-5°) position; • take off with spoilers extended. Warning placecards Sinus ultralight motorglider is categorised as an Ultralight aircraft and must wear a warning placecard as such. The placecard indicates the aircraft was not built according to the ICAO standards and is therefore flown completely at pilot’s own risk. 20 SINUS motorglider www.pipistrel.si REV. 1 Placards Limitations 21 SINUS motorglider www.pipistrel.si REV. 1 Introduction Stall recovery Spin recovery Engine failure Landing out Engine fire Smoke in cockpit Carburator icing Flutter Exceeding VNE Emergency procedures Emergency procedures 22 SINUS motorglider www.pipistrel.si REV. 1 Emergency procedures Introduction This chapter provides information on how to react when confronted with typical flight hazards. Stall recovery First reduce angle of attack by easing-off on the control stick, then 1. Add full power (throttle lever in full forward position). 2. Resume horizontal flight. Spin recovery Sinus ultalight motorglider is constructed in such manner that it is difficult to be flown into a spin. However, once spinning, intentionally or unintentionally, react as follows: 1. Set throttle to idle (lever in full back position). 2. Apply full rudder deflection in the direction opposite the spin. 3. Lower the nose towards the ground to build speed (stick forward). 4. As the aircraft stops spinning neutralise rudder deflection. 5. Slowly pull up and regain horizontal flight. Sinus ultralight motorglider tends re-establish rightened flight by itself usually after having spinned for a mere 90°. WARNING! Keep the control stick centred along its lateral axis (no aileron deflections throughout the recovery phase! Do not attempt to stop the aircraft from spinning using ailerons instead of rudder! WARNING! After having stopped spinning, recovering from the dive must be performed using gentle stick movements (pull), rather than overstressing the aircraft. However, VNE must not be exceeded during this manoeuvre. When the aircraft is rightened and flies horizontally, add throttle and resume normal flight. Engine failure Engine failure during takeoff Ensure proper airspeed by reducing angle of attack and land the aircraft in runway heading, avoiding eventual obstacles in your way. Shut both fuel valves and set master switch to OFF position (key full left). WARNING! DO NOT CHANGE COURSE OR MAKE TURNS IF THIS IS NOT OF VITAL NECESSITY! After having landed safely, ensure protection of aircraft and vacate the runway as soon as possi- ble to keep the runway clear for arriving and departing traffic. 23 SINUS motorglider www.pipistrel.si REV. 1 Engine failure in flight First ensure proper airspeed by reducing angle of attack, then start analysing terrain underneath and choose in your opinion the most appropriate site for landing out. WARNING! The decision where to land when landing out is FINAL! DO NOT change your mind even if you happen to come across a different, perhaps more appropriate landing site. Provided the engine failed aloft, react as follows: Make sure the master switch is in the ON position (key full right), magneto switches both set to ON and both fuel valves OPEN. Should the propeller not be spinning (motor blocked!), the engine is probably seriously damaged. In this case DO NOT attempt to restart the engine. Instead begin with the landing out procedure immediately. Should the propeller be spinned by air current freely, fuel or electrical system is probably malfunc- tioning. Verify on-board fuel quantity and make sure both fuel valves are open and magneto switches set to ON. Restart the engine. Landing out 1. Shut both fuel valves. 2. Master switch OFF (key in full left position). 3. Approach and land with extreme caution, maintaining proper airspeed. 4. After having landed abandon the aircraft immediately. The landing out manoeuvre MUST be preformed with regard to all normal flight parameters. Engine fire Engine fire on ground This phenomenon is very rare in the field of Ultralight aviation. However, coming across engine fire on ground, react as follows: 1. Shut both fuel valves. 2. Come to a full-stop, engage starter and set throttle to full power (lever full forward). 3. Disconnect the battery from the circuit (pull battery disc. ring on the switch column) 4. Master switch OFF immediately after the engine has stopped. 5. Abandon the aircraft and start fire extinguishing. WARNING! After the fire has been extinguished DO NOT attempt to restart the engine. Engine fire in flight 1. Shut both fuel valves and set magnetos switches to OFF. 2. Set full power (throttle lever in full forward position). 3. Disconnect the battery from the circuit (pull battery disc. ring on the switch column) 4. Close all windows and set all ventilation devices to OFF. 5. Perform side-slip (crab) manoeuvre in direction opposite the fire. 6. Perform emergency landing out procedure. Emergency procedures 24 SINUS motorglider www.pipistrel.si REV. 1 Smoke in cockpit Smoke in cockpit is usually a consequence of electrical wiring malfunction. As it is most definitely caused by a short circuit it is required from the pilot to react as follows: 1. Master switch to I (key in central position). This enables unobstructed engine opera- tion while at the same time disconnects all other electrical devices from the circuit. 2. Disconnect the battery from the circuit (pull battery disconnection ring on the instru- ment panel’s switch column). 3. Land as soon as possible. In case you have trouble breathing or the visibility out of the cockpit has degraded severely due to the smoke, open the cabin door and leave it hanging freely. Flying with the door open, do not, under any circumstances exceed 90 km/h (50 kts). Carburator icing First noticable signs of carburator icing are loud engine noises and gradual loss of power. Carburator icing may occur even at temperatures as high as 10°C, provided the air humidity is increased. One should know that aircrafts equipped with two-stroke engines, powered by fuel and oil mixture, hardly ever suffer from carburator icing phenomenon. However, the probability of carburator icing is increased by planes equipped with two-stroke engines using a separate oil injection unit and four- stroke engines. The carburator air-intake in Sinus ultralight motorglider is preheated, running over the water cooling radiator before entering the carburators. Therefore the possibility of carburator icing is slight. Should you be suspecting carburator icing to take place, descent immediately! In case of complete power loss perform emergency landing out procedure. Flutter The flutter is defined as the oscillation of control surfaces. It is most cases caused by abrupt control deflections at speeds close or in excess of VNE. As it occurs, the ailerons, elevator or even the whole aircraft start to vibrate violently. Should flutter occur, reduce throttle immediately and increase the angle of attack in order to reduce speed. WARNING! Fluttering of ailerons or tail surfaces may cause permanent structural damage and/or inability to control the aircraft. After having landed safely, the aircraft MUST undergo a series of check-ups performed by authorised service personnel to verify airworthiness. Exceeding VNE Should the VNE be exceeded, reduce airspeed slowly and continue flying using gentle control de- flections. Land safely as soon as possible and have the aircraft verified for airworthiness by authorised service personnel. Emergency procedures 25 SINUS motorglider www.pipistrel.si REV. 1 Introduction Assembling and disassembling the aircraft Daily check-up Preflight check-up Normal procedures and recommended speeds Normal procedures Normal procedures 26 SINUS motorglider www.pipistrel.si REV. 1 Normal procedures Introduction This chapter provides information on everything needed to fly Sinus ultralight motorglider safely. Assembling and disassembling the aircraft CAUTION! Prior to each assembling or disassembling action Sinus ultalight motorglider must be placed inside a closed space. Under no circumstances attempt to assemble or disassemble any parts of the aircraft in the sun or at temperatures higher or as high as 20°C for you will not be able to assemble certain parts. Assembling the wings Three people are needed to assemble the wings to the fuselage. First block all three wheels for the fuselage to stay in position. If your aircraft has been deliv- ered in a container, make sure you reapply the washers onto the tail wheel fork (Virus TW) cor- rectly - one on the inside, one on the outside of the fork - at both sides. Clean and grease the main wing pins and in- sertion openings. Inside the cockpit set the flap handle to neutral position and leave the spoilers’ handle hanging down freely. Make sure you have all bolts, nuts, washers and span- ners needed at a reach of a hand. Lift one wing-half (one person at each end) and bring it closer to the fuselage. While the two are holding the wing-half high up, the third person directs their movement to put the wing’s main spar into the opening on the adjacent side of the fuselage. As the wing is about 10 cm away from its final position, fit the electrical cables, fuel hose and pitostatic lines through the opening. Now push the wing-half into its final position slowly. The person closest to the fuselage must make sure the spoiler and flap connectors have fitted into adequate fuselage fittings prop- erly. At the same time, the person holding the wingtip must start with slight circular move- ments (1cm each direction) in order to assure a tight fit of the wing and its adequate bushings. As this is done the person at the wingtip must remain in positon holding the wing, whereas the other two move over to the other wing- half, lift it and bring it closer to the fuselage. Again, all cables, hoses and lines must be fitted through the openings prior the wing-half be- ing pushed into its final position. Do not forget to make sure the spoiler and flap connectors have fitted into adequate fittings properly on this wing-half as well. Both wing-halfs should now be in their final position but still being held at wingtips. The person not holding the wings must now open the cabin door and insert both pre-greased spar pins. First insert the pin on the right-hand side of the cockpit because of easier insersion (thinner spar infront), then the pin on the lefe- hand side of the cockpit. If necessary, the two at the wingtips can assist by rocking the wings a couple of millimeters up and down. Only when both spar pins have been inserted and secured, wingtips may be released and door fully opened and fastened to the wing. Now check all control deflections as well as flap and spoilers’ extensions for smooth, unobstructed movement. Insert all bolts and pins and secure them with self-locking nuts. Do not forget to put alumini- um washers underneath the nuts! Connect all electical clables, fuel hoses (fixed or click-on connectors!) and pitostatic lines to their adequate fittings. Check for adequate fuel flow through the fuel connectors before attempting the first flight (1 liter / 1 quart per minute). For fixed fuel connectors make sure you have tightened the metal clamp around the tube securely! Connect all electical cables, fuel hoses and pitostatic lines to their adequate fittings. Check for adequate fuel flow through the fuel con- nectors before attempting the first flight. Screw on the pitot tube on bottom side of the right wing at aproximately 2/3 of the wing- span. Be extra careful not to switch the two tubes as this causes misinterpretation of indicated airspeed! Finally tape the gap between the fuselage and the wing using self-adhesive tape. 2 27 SINUS motorglider www.pipistrel.si REV. 1 Three people again are needed to disassemble the wings. First block all three wheels for the fuselage to stay in position. Empty both fuel tanks by opening both fuel valves inside the cockpit and the drain valve beneath the bottom en- gine cover. Place a canister under the drain valve to intercept fuel. While you wait for the tanks to empty, disas- semble the horizontal tail surfaces, disconnect all electrical cables and pitot-static lines. Do not forget to unscrew the pitot tube on the bottom side of the right wing. Then, inside the cockpit, unscrew the middle main spar screw first, then unscrew and remove both pin bolts. WARNING! Do not remove spar pins yet! Once the fuel tanks are empty, disconnect the fuel hoses inside the cockpit as well. Make sure you tape the end attached to the wing not to spill any eventual leftover fuel over the fuselage or glass surfaces as substantial damage may occur. Two people must now lift the wingtips (one wingtip each) and the person in the cock- pit remove the main spar pins, one by one, smoothly. Forcing pins out of their position may result in structural damage, therefore the wingtip holders must hold the wing-halfs precisely at certain height! Using slight circular movement at the wingtip, the wing-halfs must now be pulled out of the fuselage slowly. On pulling, each wing-half must be held by two, one at the wingtip and one near the spar. As the wing-halfs have been pulled out, place them onto a soft surface to prevent their damage. Schematic of wing (dis)assembly Disassembling the wings Normal procedures 28 SINUS motorglider www.pipistrel.si REV. 1 Set the trim handle to full forward position and remove the safety sticker covering the hole on top of the horizontal stabilizer and the tape covering the gab between horizontal and vertical tail surfaces. Now use the enclosed “T” key to push the safety pin screw down while spinning it counter-clockwise until it is completely loose. To detach the horizontal tail unit push it forward using firm palm strokes until the unit pops out. When detached, always place the horizontal tail unit onto a soft surface to prevent damage. Normal procedures Fitting the horizontal tail surfaces Horizontal stabilizer and elevator MUST be united during the following procedure. To fit the horizon- tal tail surfaces first set the trim handle inside the cockpit to full forward position. Make sure the pins, their holes and bushings have been cleaned and greased! Lift the joint stabilizer and elevator and slide them into position by pushing them backwards while the elevator is deflected DOWN fully. Now use the enclosed “T” key to push the security screw down while spinning it clockwise until the screw is completely tightened. Pull the “T” key out and make sure the safety pin holds the head of the screw, so that eventual unscrewing will not occur. At the end tape the gap between horizontal and vertical tail surfaces and cover the hole on top of the vertical stabilizer with a sticker. Check control deflections for smooth, unobstructed movement. Detaching the horizontal tail surfaces Schematic of horizontal tail surfaces (dis)assembly 29 SINUS motorglider www.pipistrel.si REV. 1 Bring the rudder close to fuselage and fit it first onto the top and then to the bottom hinge. The rudder must then be fully deflected to one side to provide access to the rudder bolts. Use a self- securing, pre-glued M10 nut together with an aluminium washer and gently screw them onto the bolt using size 10 spanner. To reach the other rudder bolt deflect the rudder to the opposite direc- tion and repeat the up-stated procedure. With both nuts tightened check full rudder deflections for smooth, unobstructed movement. Detaching the rudder Deflect the rudder to one side fully and unscrew the nut of the bolt with which the rudder is at- tached to the bottom hinge. This is the bolt located in-between the central bolt (axis of rotation) and the bolt holding the metal ropes. DO NOT touch these two bolts - unscrew the nut of the middle bolt ONLY. Now deflect the rudder to the opposite direction and repeat the up-stated procedure. After both bolts have been unscrewed, lift the rudder and detach it first from the bottom, then from the top hinge. Schematic of rudder (dis)assembly Attaching the rudder Normal procedures 30 SINUS motorglider www.pipistrel.si REV. 1 Normal procedures Daily check-up The daily check-up matches the preflight check-up. Preflight check-up WARNING! Every single check-up mentioned in this chapter must be performed prior to EVERY FLIGHT, regardless of when the previous flight took place! The person responsible for the preflight check-up is the pilot from whom it is required to perform the check-up in the utmost thorough and precise manner. Provided the status of any of the parts and/or operations does not comply with conditions stated in this chapter, the damage MUST be repaired prior to engine start-up. Disobeying this instruc- tions may result in serious further damage to the plane and crew, including injury and loss of life! Schematic of preflight check-up 12 1 2 3 4 5 6 7 8 9 10 11 13 14 15 16 17 18 19 20 21 22 1 Engine, engine cover 8 Right wing - trailing edge 15 Hor. tail surfaces (left) 2 Gascolator 9 Right spoiler 16 Fuselage, continued (left) 3 Spinner 10 Fuselage (RH side) 17 Fuselage (LH side) 4 Propeller 11 Fuselage, continued (right) 18 Left spoiler 5 Undercarriage, RH wheel 12 Hor. tail surfaces (right) 19 Left wing - trailing edge 6 Right wing - leading edge 13 Vert. tail surfaces (right) 20 Left wingtip, lights 7 Right wingtip, lights 14 Vert. tail surfaces (left) 21 Left wing - leading edge 22 Undercarriage, LH wheel 31 SINUS motorglider www.pipistrel.si REV. 1 Engine, engine cover Cooling fluid level (models 582 & 912): half way to the top Oil quantity (model 912): within designated limits Injection oil quantity (optional oil injection pump): sufficient for the planned flight duration Throttle, choke and oil pump wires: no mechanical damage, smooth and unobstructed movement Radiators and hoses: no mechanical data and/or leakage, air filters clean and intact Exhaust pipes and collectors: firmly in position, no cracks, springs intact and in position, rubber dumpers intact Eventual fuel and/or oil leakage: no spots on hoses, engine housing or engine cover Reduction gearbox: check for eventual oil leakage, all bolts and plugs attached firmly Fasteners and engine cover screws: tightened, engine cover undamaged Gascolator Drain approximately 1/3 decilitre of fuel (prevent gnd. pollution and intercept fuel with a canister). Spinner Spinner: no mechanical damage (e.g. cracks, impact spots), screws tightened Bolts and nuts: secured Propeller Hub and blades: no mechanical damage (e.g. cracks), both immaculately clean Bolts and nuts: secured VARIO propeller: smooth, unobstructed movement along propeller pitch Undercarriage, wheels Bolts: fastened Landing gear strut: no mechanical damage (e.g. cracks), clean Wheel: no mechanical damage (e.g. cracks), clean Wheel axis and nut: fastened Brake cable: intact, no twists or sharp curves Oil line (hydraulic brakes): no mechanical damage and/or leakage Tire: no cracks, adequate pressure Wheel fairing: undamaged, firmly attached, clean (e.g. no mud or grass on the inside) Wings’ leading edge Surface condition: pristine, no cracks, impact spots, no paint and/or edge separations Pitot tube: firmly attached, no mechanical damage or bendings. Remove protection cover and make sure it is not blocked or full of water. Wing drain holes: make sure they are not blocked and clean accordingly. 1 2 3 4 5 6 Normal procedures 22 21 32 SINUS motorglider www.pipistrel.si REV. 1 Wingtip, lights Surface condition: pristine, no cracks, impact spots or bumps, no paint separations Wings’ trailing edge Surface condition: pristine, no cracks, impact spots, no paint and/or edge separations Mylar sealing tape between wing and aileron: undamaged and in position Aileron: pristine surface, no cracks and/or impact spots, no paint abnormalities and edge separa- tions, no vertical or horizontal free play, smooth and unobstructed deflections Spoilers, fuel reservoir cap Spoiler: firm, smooth, equal and unobstructed extension, tightly fitted when retracted, springs stiff and intact. Fuel reservoir cap: fastened. Make sure the pipe is completely clean. Fuselage, antenna, rescue parachute hood Self-adhesive tape: in position, no separations Controls’ cap, antenna: firmly attached Fuselage, continued Surface condition: pristine, no cracks, impact spots or bumps, no paint separations Horizontal tail surfaces Surface condition: pristine, no cracks, impact spots or bumps, no paint and/or edge separations Hinges: no free play in any direction Central securing screw on top or the horizontal stabilizer: fastened and secured Self-adhesive tape covering the gap between horizontal and vertical tail surfaces: in position Elevator: smooth and unobstructed up-down movement, no side-to-side free play Vertical tail surfaces Vertical fin bottom part: no cracks, impact spots or paint separations along main chord Surface condition: pristine, no cracks, impact spots or bumps, no paint separations Hinges: no free play in any direction Rudder metal rope endings: intact, bolts in position Tail wheel Neutral positioning ball bolt: tightened Wheel fairing: undamaged, firmly attached, clean (e.g. no mud or grass on the inside) Tire: no cracks, adequate pressure Wheel fork and fork base: nut tightened, no abnormalities, bearing and positioning ball in position Should the aircraft be equipped with a stearable tail wheel, check the spring and release mecha- nism condition. Lift the tail high enough so that the tail wheel is not touching the ground and make sure the wheel side-to-side deflections are smooth and unobstructed. CAUTION! Preflight check-up should be performed following stations 1 through 22! 7 20 8 19 9 18 10 17 11 16 12 15 13 14 Normal procedures 33 SINUS motorglider www.pipistrel.si REV. 1 Normal procedures In-cockpit preflight check-up Instrument panel and instruments: checked Fuses: screwed in position Battery disconnection lever: in position for battery operation (lever deflected towards the firewall) Master switch OFF (key in full left position): no control lights and/or electronic instrument activity Master switch ON (key in full right position): control lights and electronic instrument active Make sure you have set all instruments to correct initial setting. Main wing spars and connectors: no visible abnormalities of metal parts, spars, pins and bolts; all bolts and nuts in position and tightened Fuel hoses, pitot-static lines and electrical cables: correctly connected and in position Transparent plastic providing visual fuel quantity monitoring: clean with no cracks Safety harness: undamaged, verify unobstructed harness opening; fastening points intact Glass doors and windshield: perfect closing at all three points, smooth opening, hinges firmly at- tached; glass immaculately clean with no cracks. Flap handle: button spring firm, locking mechanism working properly, smooth movement along full deflections, no free play or visible damage. Spoilers (Airbrakes) handle: full-up and locked Radio wiring: test the switches, check connectors and headset, perform radio check Injection oil quantity (optional oil injection pump): sufficient for the planned flight duration Battery (some models): firmly in position, check water level (if not dry version), joints clean with wires connected Emergency parachute release handle (optional): safety pin removed. Make sure unobstructed access is provided. Normal procedures and recommended speeds To enter the cabin first lift the glass door all the way to the bottom wing surface. The silver knob will grab and secure the glass door in position. Sit onto the cabin’s edge and support your body by placing hands onto this same cabin edge. Drag yourself into the seat lifting first the inner and then the outer leg over the control stick. Immediately after having sat into the seat, check rudder pedals’ position to suit your size and needs. Bring the pedals closer or further away by removing the pin in between the pedals and slide them to desired position. Do not forget to re-insert the pin in order to secure pedals in position. To lower the door DO NOT attempt to grab and pull door’s handle but gently pull the silver knob instead. To close the door securely, rotate the handle so that it locks (click here to see picture) and verify that all three closing points are secured. Fasten the safety harnesses according to your size. If the aircraft is equipped with in-flight adjustable rudder pedals, adjust the pedals as follows: Sit inside the cockpit and release the pressure off the pedals. Pull the black knob in front of the con- trol stick to bring the pedals closer to you. To move the pedals further away, first release the pressure of the pedals, then pull on the knob slightly (this will release the lock in the mechanism). Now push the pedals forward using with your feet, while keeping the black adjusment knob in your hand. WARNING! The safety harness must hold you in your seat securely. This is especially impor- tant when flying in rough air, as otherwise you may bump into the tubes and/or spars overhead. 34 SINUS motorglider www.pipistrel.si REV. 1 Engine start-up Before engine start-up CAUTION! To ensure proper and safe use of aircraft it is essential for one to familiarise with engine’s limitations and engine manufacturer’s safety warnings. Before engine start-up make sure the area in front of the aircraft is clear. It is recommended to start-up the engine with air- craft’s nose pointing against the wind. Make sure the fuel quantity will suffice for the planned flight duration. Make sure the pitot tube is uncovered and rescue parachute safety pin removed. Engage wheel brakes, or parking brake. Engine start-up Make sure both fuel valves are open and master switch in OFF position (key full left). Set propeller pitch to flat (prop. pitch screw to the left fully). Should the engine be cold, apply choke (lever full back). Set master switch ON (key in full right position). Set both magneto switches ON. Engage engine starter and keep it engaged until the engine starts. For two-stroke engines, set throttle to at most 3500 RPM, for four-stroke engines to 2500 RPM. Slide the choke lever forward gradually. CAUTION! When the engine is very cold, the engine may refuse to start. Should this occur, jerk the choke handle fully backwards and hold it there for some 20 seconds to make mixture richer. Engine warm-up procedure A two-stroke engine should be warmed-up at 3500 RPM, a four-stroke, however, at 2500 RPM up to the point working temperature is reached. Warming-up the engine you should: 1 Point aircraft’s nose against the wind. 2 Verify the engine temperature ranges within operational limits. CAUTION! Avoid engine warm-up at idle throttle as this causes sparks to turn dirty and the engine to overheat. With wheel brakes engaged and control stick in full back position, first set engine power to 3500 RPM (two-stroke engine) or 4000 RPM (four-stroke engine) in order to perform the magneto check. Set the magneto switches OFF and back ON one by one to verify RPM drop of not more than 250 RPM (two-stroke engines) or 300 RPM (four-stroke engine). When the magneto check has been completed, add full power (throttle lever full forward) and monitor engine’s RPM. Make sure they range between maximum recommended and maximum allowable RPM limits. Note that engines do not reach 5800 RPM on ground. Engines are factory set to reach maximum ground RPM of 5300 - 5500 at sea level at 20° C with propeller at minimum pitch setting. Maximum ground RPM may vary depending on the season and service elevation. CAUTION! Should engine’s RPM be lower than max. recom. RPM on ground or in excess of maximum allowable RPM on ground during this manoeuvre, check engine and wiring for correct installation. Normal procedures 35 SINUS motorglider www.pipistrel.si REV. 1 Taxi Taxing technique does not differ from other taildragging aircrafts. Prior to taxiing it is essential to check wheel brakes for proper braking action. Release parking brake before rolling. In case you expect taxiing to last, take engine warm-up time into account and begin taxiing imme- diately after engine start-up. Warm-up the engine during taxiing not to cause engine overheating because of prolonged ground operation. Holding point Make sure the temperatures at full power range within operational limits. Make sure the safety harnesses are fastened and doors closed and secured at all three closing points. Set flaps to 2nd position (flap handle full up). Power idle. CAUTION! Should the engine start to overheat because of long taxi and holding, shut down the engine and wait for the engine temperatures drop to reasonable values. If possible, point the aircraft’s nose towards the wind. This will provide radiators with airflow to cool down the engine faster. Take-off and initial climb Before lining-up verify the following: Spoilers: retracted and secured Fuel valves: fully open Fuel quantity: sufficient Safety harnesses: fastened Cabin doors: closed securely Trim handle: in neutral position or slightly forward Flap handle: 2nd position (flap handle full up) Propeller pitch: minimum - flat setting (propeller pitch knob screwed to the left fully) Runway: clear Now release brakes, line up and add full power. Verify engine for sufficient RPM at full throttle (5300 - 5500 RPM). CAUTION! Keep adding power gradually. WARNING! Should engine RPM not reach 5300 - 5500 RPM when at full throttle, ABORT TAKE-OFF IMMEDIATELY, come to a standstill and verify that the propeller is at minimum pitch setting. Start the takeoff roll pushing elevator one third forward and lift the tail wheel of the ground as you accelerate. Reaching VR (between 60 -70 km/h; 32-38 kts), gently pull on the stick to get the aircraft airborne. CAUTION! Crosswind (max 28 km/h (15 kts)) takeoff should be performed with ailerons deflected opposite the direction of the wind. Special attention should be paid to maintaining runway heading! Normal procedures 36 SINUS motorglider www.pipistrel.si REV. 1 Normal procedures Initial climb When airborne, engage brakes momentarily to prevent in-flight wheel spinning. Accelerate at full power and later maintain proper speed of climb. As you reach 90 km/h (50 kts) at above 50 meters (165 ft), set flaps to 1st stage, reaching 110 km/h (60 kts) at above 100 meters (330 ft) set flaps to neutral position. Reduce RPM by 10% (RPM reduction re- fers to 912 model only!) and continue climbing at 115 km/h (62 kts). Adjust the trim to neutralise the stick force if necessary. Remember to keep the temperatures and RPM within operational limits during this manoeuvre. CAUTION! Reduce RPM and increase speed in order to cool the engine down if necessary. Reaching cruise altitude, establish horizontal flight and set engine power to cruise. Cruise As horizontal flight has been established, verify on-board fuel quantity again. Keep the aircraft balanced while maintaining desired flight parameters. Should you desire to cruise at low speed (up to 130 km/h (70 kts)), set flaps to neutral position, otherwise flaps should be set to negative position (flap handle full down). Check engine operation and flight parameters regularly! WARNING! Sinus ultralight motorglider is sensitive to correct flap settings. To maintain ex- cellent and safe flight performance it is important to set flaps according to airspeed. As the pilot you must know that the higher the speed the greater the force on the flapperons. To prevent overstressing the flapperons it is of vital importance to always fly at the correct flap setting as you may otherwise damage the flapperons controls’ inner structure. At speeds in excess of VNE, even at negative flap setting this may lead to flutter, loss of control over aircraft, serious injury and even loss of life. CAUTION! Do not, under any circumstances attempt to fly the aircraft at speeds exceeding 150 km/h (80 kts) using flap setting other than negative! Flying the 912 Model, check fuel levels as well. For it fuel system design, the fuel tents to gradually cross-flow from the right tank to the left. To prevent this, shut the right fuel valve by 1/2 and open it again when the fuel level inside left tank has lowered. CAUTION! If the fuel quantity in a fuel tank is low, it is possible that the engine starts to suck air into the fuel system. To prevent this and concequent engine failure, always close the fuel valve of the tank where the fuel quantity is very low. Cruising in rough atmosphere Should you experience wake turbulence, reduce airspeed and continue flying with flaps set to neu- tral position. CAUTION! In rough air, reduce engine power if necessary to keep airspeed below VRA. 37 SINUS motorglider www.pipistrel.si REV. 1 Normal procedures Descent and final approach Reduce speed to 90 km/h (48 kts), set propeller to minimum pitch setting (screw propeller pitch knob to the left fully) and set flaps to 1st position. Adjust engine power to maintain proper airspeed. Set trim to neutralise stick force if necessary. During the descent monitor temperatures and keep them within operational limits. CAUTION! When descending, make sure the propeller is set to minimum pitch! CAUTION! During the descent engine power MUST be reduced. Should you be forced to descend at idle power, make sure you keep adding throttle for short periods of time, not to turn the sparks dirty. CAUTION! With flaps in 2nd position only half way aileron deflections are permitted. On final, set flaps to 2nd position. Align with the runway and reduce power to idle. Extend spoilers and maintain an airspeed of 90 km/h (48 kts). Instead of throttle use spoilers to control your descent glide path. CAUTION! Crosswind landings require higher final approach speeds to ensure aircraft’s safe manoeuvrability. Roundout and touchdown CAUTION! See chapter “Performance” for landing performance. Roundout and touchdown (flare) should be performed at following airspeeds: Calm air, aircraft at MTOM 75 km/h (40 kts) IAS Rough air, aircraft at MTOM (incl. strong crosswinds up to 28 km/h (15 kts)) 78 km/h (42 kts) IAS CAUTION! Land the aircraft in such a manner that all three wheels touch the ground at exactly the same time. When touching down, rudder MUST NOT be deflected in any direction (rudder pedals centred). When on ground, start braking action holding the control stick in full back position. Stear the aircraft using brakes and rudder only. Provided the runway length is sufficient, come to a complete standstill without engaging the brakes but holding the control stick slightly forward not to overstress the tail wheel. WARNING! After touchdown, DO NOT retract spoilers immediately, for this causes sudden lift increase and the aircraft may rebound off the ground. Should this occur, hold the elevator steady; under no circumstances attempt to follow aircraft’s movement with elevator deflections, for Sinus ultralight motorglider tends to attenuate rebounding by itself. However, it is important to maintain runway heading using the rudder at all times. Retract spoilers only after the aircraft has come to a complete standstill. CAUTION! Should you be performing the touch-and-go manoeuvre, retract spoilers carefully before re-applying full power. 38 SINUS motorglider www.pipistrel.si REV. 1 Normal procedures Crosswind approach and roundout CAUTION! Crosswinds prolong landing runway length (see chapter “Performance”). Performing a crosswind landing, the wing-low method should be used. When using the wing-low method it is necessary to gradually increase the deflection of the rudder and aileron to maintain the proper amount of drift correction. WARNING! If the crab method of drift correction has been used throughout the final ap- proach and roundout, the crab must be removed the instant before touchdown by applying rud- der to align the aircraft’s longitudinal axis with its direction of movement. Parking Come to a complete standstill by engaging brakes, apply parking brake if applicable. Re-check RPM drop by switching magnetos OFF and back ON, one by one. Leave the engine running at idle RPM for a minute in order to cool it down. Set master switch and magneto switches OFF. Set propeller pitch to flat (prop. pitch knob screwed to the left fully). Unlock spoilers (handle hanging down freely) and insert paracute rescue system handle’s safety pin (if rescue system installed). Open cabin door, unfasten safety harnesses and exit the cockpit (watch for the wheel fairings!). Block the wheels and secure the pitot tube by putting on a protection cover. Apply the tubes onto fuel line vents so that fuel would not spill onto the wing in event of full fuel tanks, temperature expansion of fuel and/or parking on a slope. CAUTION! Should the aircraft be parked on a slope it is recommended to shut one of the fuel valves to prevent overflooding of the adjacent fuel tank. Restarting the engine in flight This procedure applies only for restarting the engne following an intentional unpowered flight. Reduce speed to 90 km/h (50 kts) and set propeller to minimum pitch setting Master switch ON (key in full right position) Magnetos ON WARNING! Before you activate the starter make sure the propeller is not feathered any more but at minimum pitch setting (propeller pitch knob full forward and screwed left fully). Should the engine cool down during unpowered flight, apply choke. Always start the engine at idle throttle. CAUTION! Do not add full power while the engine is still cool. Fly at lower airspeeds at low power engine setting to warm it up instead (e.g. 90 km/h (50 kts) at 3000 RPM). 39 SINUS motorglider www.pipistrel.si REV. 1 Introduction Airspeed indicator calibration Take-off performance Climb performance Cruise Descent Landing performance Vg diagram Speed polar Additional technical data Noise levels Performance Performance 40 SINUS motorglider www.pipistrel.si REV. 1 Performance Introduction This chapter provides information on aircraft’s airspeed calibration, stall speeds and general per- formance. All data published was obtained from test flight analysis. Test pilots were instructed to control the plane simulating average pilot’s flying skills. Airspeed indicator calibration (IAS to CAS) Pitot tube’s ingenious mounting and construction makes IAS to CAS correction values insignificant. Therefore pilots should regard IAS to be same as CAS. IAS = CAS. Stall speeds Stall speeds at MTOM are as follows: flaps in negative position; -5° (up): 69 km/h (36,7 kts) flaps in neutral position; 0° (neutral): 66 km/h (35,6 kts) flaps in 1st position; +9° (down): 65 km/h (35,0 kts) flaps in 2nd position: +18° (down): 63 km/h (34,0 kts) Take-off performance All data published in this section was obtained under following conditions: aircraft at MTOM elevation: 100 meters (330 feet) wind: calm runway: dry grass runway with low-cut grass ICAO standard atmosphere SINUS Model 503 Model 582 Model 912 takeoff runway length at MTOM (VARIO prop.) 123 m (405 ft) 100 m (330 ft) 93 m (305 ft) takeoff runway length (over 15m (50 ft) obstacle) 215 m (705 ft) 170 m (555 ft) 153m (450 ft) Note: in order to meet the data for takeoff runway lenght over 15 m obstacle maintain Vx after take-off. Takeoff runway length may vary depending on the wind, temperature, elevation and wing & propeller surface condition.