RV-12iS Flight Training Supplement

area means they have a low wing loading thus making them more susceptible to wind currents than larger, high wing loading aircraft. A good pilot needs, therefore, to remain vigilant from the time the aircraft first moves under its own power until after the landing is complete and the aircraft is brought to a full stop. Pilots who may have experience with traditional aircraft but are new to LSAs need to approach LSAs with an open mind: Open to the fact that a Light Sport Aircraft is different than a traditional aircraft, and open to the reality that pilots can, over time, develop flying habits that are flat-out wrong or at least inappropriate to an aircraft with the weight, power loading and wing loading of an LSA. RV-12iS DESIGN PHILOSOPHY INTRODUCTION: Let's take a look at the design philosophy and goals that are the basis for this airplane. The goal was to achieve the maximum overall performance, flying enjoyment, ease of construction, building and flying economy, ease of maintenance, and pleasing appearance possible for a two-place airplane. Understanding how this was achieved might help you better appreciate many features of the RV-12iS as you encounter them while flying. The formula for achieving maximum overall performance is amazingly simple: Maximize thrust, minimize drag; maximize lift, minimize weight. The implementation of this formula is a bit more complex, however. Thrust, for a given HP engine, has been maximized through use of a good propeller, streamlining of the engine cowl, and directing the engine outlet rearward. Drag is minimized by keeping the aircraft frontal area to a minimum and shaping all airframe components to reduce aerodynamic drag. Lift is maximized through use of a wing with adequate area and good airfoil. Weight is minimized by careful structural design, by using the best airframe materials, and by installation of only essential instrumentation and equipment. Most of the literally hundreds of features which comprise the overall RV-12iS package have been determined in the design stage. Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 2-2 RV-12iS DESIGN FEATURES: The RV's "traditional" configuration - tractor engine, monoplane, stabilizer in the rear - is an exercise in logic and not simply a concession to convention. There are many good reasons why light planes have been built this way for decades, other than the often heard arguments of "entrenched design mentality" from those seeking "technological breakthroughs.". The bottom line is that this configuration has proven to offer the best compromise resulting in the best all-around airplane. Designers often use the term "Mission Profile," which simply refers to the function an airplane is designed to perform. The RV-12iS mission profile is rather broad – it is intended to fill nearly all sport flying needs. The profile includes excellent flying qualities, maximum speed allowed under LSA rules, low stall speed, good visibility, simple assembly for the home-builder, and economical to own and operate. Meeting all these needs required a design "balancing act.” Favoring one need often adversely affects others. An example would be emphasizing cross country cruise performance by installing extra radios, instruments and upholstery. The weight added would adversely affect all other performance parameters. This is not a "maybe," it is a certainty. Given that low cost of ownership is a selling point for any Light Sport Aircraft and is a prime design goal of all RV designs, the RV-12iS incorporates wings that are easily removable. Because the cost of hangar space is typically the single largest aircraft ownership expense, removable wings mean that storage costs can be reduced (by sharing of 'on- airport' hangar space) or eliminated (by storage 'off-airport' at home). This design feature drove other features such as placement of fuel tank in the fuselage, selection of full-span drooping ailerons (flaperons) which automatically hook-up upon wing installation, and location of the pitot tube in the spinner. Because the RV-12iS would possibly be trailered to and from the airport, the wings-removed width had to be sufficiently narrow to allow it to be legally trailered. This limited the span of the horizontal tail surface to 8 ft. The limited tail span requires that the RV-12iS use a long fuselage placing the tail surfaces well aft for good control authority. Seating arrangements vary between the RV designs, depending on the primary mission envisioned. Side-by-side seating was chosen for the RV-12iS because this arrangement is generally preferred for its primary mission: Sport Flying. Specific advantages of the side-by-side configuration include equal visibility for both occupants, more-easily achieved dual control capability, lots of instrument panel space, minimized CG travel for various loading conditions and a full cowling with room for engine accessories and plumbing. The RV-12iS design places the occupants further forward than the other side-by-side RV designs. This seating position allows for excellent visibility even in the downward direction because the wing leading edge is far aft relative to the occupants' eyes. The potential down-side of this 'cab- forward' arrangement is a CG further forward than desired. The selection of the light Rotax 912 iS Sport engine enables the RV-12iS to balance well, even with two heavy occupants sitting forward of the wing spar. We feel that an RV-12iS in its basic form - with fixed-pitch prop, modest instrumentation and avionics, and Rotax 912 iS Sport engine - represents the best compromise. Obviously, we could go on and on, covering every design decision, compromise, or concession. However, it should be apparent by now that every feature of the RV-12iS, whether major or minor, was the end product of much deliberation. RV-12iS GENERAL DESCRIPTION AIRFRAME: The RV-12iS is an all metal, two place, low wing, single engine fixed tricicle gear airplane designed to conform to the LSA category. The fuselage is made of conventional formed sheet bulheads, stringers and skin (semimonocoque). A major component of the fuselage is the center section bulkhead that supports the load of each wing spar and main landing gear. The removeable constant-chord wing is built around a main spar that inserts into the center section bulkhead. The empennage consists of a convetional fin, rudder and a stabilator/anti-servo tab. ENGINE AND PROPELLER: The RV-12iS is powered by a Rotax 912 iS Sport four-stroke, four-cylinder, horizontaly-opposed, air-cooled with liquid- cooled cylinder heads, electronic fuel injection, rated at 100 HP/73.5 kW @ 5800RPM. Power to the dual spark plugs is provided by two independent electronic ignition units. The 912 iS engine is furnished with a starter, two 14-volt generators and external rectifier-regulators. The propeller is a gear-driven Sensenich model 2A0R5R70E, composite two blade, fixed ground adjustable pitch with a 70 inch/177.8 cm diameter. Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 2-3 FLIGHT CONTROLS: The full span ailerons and flaps are combined into a single control unit, called flaperons. An internal mechanical mixer allows the flaperons, via torque rods, to “droop” and simultaneously perform the function of ailerons and flaps. The flap action on the RV-12iS is electrically operated. The stabilator and rudder are connected to the controls by pull cables. The stabilator trim tab is driven by a DC motor. FLIGHT INSTRUMENTS: The RV-12iS instrument panel employs an electronic flight instrument system (EFIS) display unit(s). All flight, navigation and engine parameter data are displayed on one screen, with an optional second screen available. Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 2-4 THIS PAGE INTENTIONALLY LEFT BLANK Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 3-1 SECTION III GENERAL OPERATION INFORMATION AND PRE-FLIGHT PLANNING INDEX GENERAL 3-1 BASICS OF LOADING THE RV-12iS 3-1 COLD WEATHER OPERATION 3-3 HOT WEATHER OPERATION 3-4 AIRCRAFT FUELING 3-5 GENERAL This section will give you the basic parameters and considerations for using your RV-12iS. Each phase of flight should be considered during pre-flight planning. Read through the information in the sections within the remainder of the FTS to help prepare for each phase of the upcoming flight. BASICS OF LOADING THE RV-12iS The RV-12iS design places the pilot and passenger forward of the CG and baggage/other payload aft of the CG. Thus, the most-forward loading condition occurs with the heaviest possible pilot and passenger weights combined with minimum fuel and no baggage. Conversely, the most-aft loading condition occurs when there is a very light pilot, no passenger, full fuel and maximum baggage. The forward CG limit is established by the strength of the nose landing gear, by the amount of pitch trim authority required to trim the aircraft to 1.3 times stall speed with power off and flaps fully deployed, and by the pitch control authority required to rotate the aircraft to a landing attitude in ground effect, with power off and flaps fully deployed. The aft CG limit is established by minimum pitch and yaw stability requirements. WARNING Loading the aircraft such that the CG falls outside the allowable range compromises safety and may result in injury or loss of life as well as damage to the aircraft. COLD WEATHER OPERATION The minimum operating temperature of the aircraft is -20 OF (-30OC) and is limited by the EFIS. SEVERE COLD: • Drain the fuel system if the temperature falls below -30⁰F [-34⁰C]. WARMING OIL/BLOCKOFFS: Engine RPM is limited until the oil reaches the minimum operating temperature. On cold days it will take longer to raise the temperature to the minimum temperature. Installing cooler blockoffs as described below will aid in heating the oil. To raise the temperature more rapidly, run the engine at the highest rpm allowed. Even though more air will be pushed through the coolers by the propeller at higher rpm, this cooling effect will be more than offset by the extra heat generated by the engine at higher rpm. You may install oil cooler and radiator blockoffs as required to allow the oil to reach minimum operating temperatures. When installing blockoffs make sure to placard the panel as a reminder that blockoffs are installed. This will help ensure the operator is aware of the installation and in turn prevent inadvertent overheating concerns when flights are made from cold to warm weather conditions with the blockoffs mistakenly left in place. FUEL SYSTEM CONSIDERATIONS: It is imperative that the aircraft fuel system be properly checked at the fuel strainer valve and verified to be free of contaminants and water: • Prior to flight as part of a pre-flight walkaround check. • After the aircraft has been parked on the ground in conditions that are conducive to water entering the fuel system or with a partially full tank where condensation may form on the empty sides of the tank. • After flight through precipitation in which water may have entered the fuel system through the fuel cap vent or worn seal or operations in humid conditions. • After fueling the aircraft. For further information see the FTS section on fueling the aircraft. Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 3-2 Water remaining in the system in cold conditions may freeze in the fuel system lines and cause a blockage. A partially blocked fuel line should be noted by a corresponding drop in the fuel flow rate (fuel flow rate only available on Rotax 912 iS engines). HOT WEATHER OPERATION Satisfactory engine cooling and cooling of critical electrical components such as the 912ULS voltage regulator has been demonstrated for this aircraft at an outside air temperature of 100 OF (38OF). This is not to be considered an operating limitation. Extra caution should be used when operating near or above this demonstrated temperature. Beyond the normal reductions in aircraft performance there are three main areas of focus when operating at elevated temperatures, coolant temperature while operating at low rpm on the ground, oil temperature during climb and elevated temperatures in the engine compartment beneath the cowling after shutdown. Operating on the ground at idle rpm, little air is passed through the radiator and oil cooler. When temperatures are elevated a minimum 2000 rpm should be used instead of idle (which on the Rotax 912 iS may be as low as 1440 rpm). If the coolant temperature begins to rise engine rpm should be increased to 3000 rpm and above. This will push air from the propeller through the radiator and return the coolant temperature to a stable value within the operating limitations of the engine. Coolant temperature will rise more quickly with the wind coming from behind the aircraft or directly from the right side. During climb oil temperature will begin to rise. The oil cooler has been designed for optimal flow and heat dissipation for the aircraft in a V Y climb. When climbing at airspeeds below V Y oil temps may reach elevated levels. If this happens lower the nose and choose a higher climb airspeed that will stabilize the oil temperature within operational limits. There is a possibility of developing vapor lock when aircraft are parked in hot weather conditions. A Rotax 912ULS aircraft will be more susceptible to vapor lock than a Rotax 912iS equipped aircraft. This condition is worsened after shutdown resulting in heat building up in the cowling compartment from the hot engine and oil tank. Under these conditions elevated temperatures may turn fuel into vapor. For this reason, when operating in hot weather conditions leave the oil door open after shutdown as a means of letting the heat escape. Also, leaving the canopy closed will elevate temperatures inside the cockpit on a hot day. If possible the canopy should be latched in the mid open position using the Support Plate Canopy Latch. If it is not possible to leave the aircraft in this condition, extra care should be taken to open the cockpit, ventilate the cabin, cool objects that may have been in direct sunlight and run the fuel pump(s) to purge the fuel system of vapor (for more information see the POH Section 4, Normal Procedures). AIRCRAFT FUELING See also POH Section 8.3 - FUEL The fuel tank is designed to be sufficiently vented to allow fueling at fairly rapid rates. Some hoses may be able to deliver fuel at a high enough rate that the baffling inside the tank in combination with the vent size is insufficient. Use caution when using high rate of delivery hoses to avoid “burping” fuel out of the tank and possibly onto the person filling the tank. As the tank is filled use the mechanical gauge on top of the tank to stay aware of when the tank is nearly full. Even when the mechanical gauge shows full (due to tank geometry) the tank can still hold more fuel. Slow the fueling rate and while looking down the filler neck at the fuel level, slowly fill the tank into the base of the filler neck even with the seal between the tank and the filer neck to achieve the full 20.2 US gallon capacity. After fueling the aircraft it is important (as instructed in the POH) to remove water and containments from the fuel system. Water in the fuel may cause engine failure, poor performance, may freeze in the fuel lines as noted above in cold weather operations etc. • For Rotax 912 iS powered aircraft, turning on the boost pump will emulsify the water into the fuel making it impossible to remove at a gascolator.. Wait until the water and contaminants have settled to the bottom of the drain line coming from the bottom of the fuel tank then drain them from the fuel system via the sump valve fitting. • For Rotax 912ULS powered aircraft, the fuel pump is located between the tank and the gascolator. First run the fuel pump for 2 mins, then drain the gascolator to remove contaminants and water. Note the water may be mixed with the fuel (as shown in the pre-flight section below). Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-1 SECTION IV PRE-FLIGHT INSPECTION INDEX GENERAL 4-1 CABIN 4-3 LEFT MAIN LANDING GEAR 4-13 LEFT WING 4-14 FUSELAGE (LEFT SIDE) 4-16 EMPENNAGE 4-17 FUSELAGE (RIGHT SIDE) 4-20 RIGHT WING 4-22 RIGHT MAIN LANDING GEAR 4-25 NOSE SECTION 4-26 GENERAL Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-2 Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-3 Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-4 CABIN • Canopy – OPEN Unless you are quite tall, it may be necessary to stand on the step or wing to unlatch the canopy. • Canopy – CHECK operation, condition Lift handles are located on each side of the canopy frame to be used for raising the canopy CAUTION: Take care unlocking the controls in gusty conditions. In gusty conditions, a canopy left in the open position must be latched with the Support Plate Canopy Latch. LATCHED UNLATCHED ROTATE UP LIFT HANDLE CANOPY LATCHED POSITION Support Plate Canopy Latch Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-5 CABIN (continued) • Flight Control Locks – REMOVE Collapse Rudder Lock then stow in baggage area. CAUTION: Take care unlocking the controls in gusty conditions. In gusty conditions, the canopy left in the open position must be latched with the Support Plate Canopy Latch. Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-6 • Fuel tank – CHECK FUEL LEVEL using the mechanical fuel gauge in the top of the tank WARNING Sample the fuel to remove contaminates (mainly water) before the fuel pumps are turned on. The high flow rate of the fuel pump(s) (especially for the 912 iS) will emulsify the water into the fuel making removal impossible. • Fuel Sample – CHECK for water or sediment contamination. For E10 use, see the three photos showing the progressive separation of an ethanol-gas and water mixture, (shown on the next page). WARNING Continue sampling fuel until there are no contaminants detected. WARNING During high ambient temperature conditions, run the fuel pump for 5 mins to flush the fuel lines and minimize the potential for vapor lock. MECHANICAL FUEL GAUGE Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-7 Refer to the pictures above: E10 (fuel) - transparent yellow E10 & Water - cloudy and yellowish Ethanol & Water - transparent and colorless ROTAX 912ULS SECOND FUEL SAMPLE • For Rotax 912ULS equipped aircraft complete the rest of the pre-flight inspection with the fuel pump running; about 2 minute, and then resample the fuel. Since the 912ULS gascolator is not at the absolute bottom of the fuel system, running the fuel pump will help move any water trapped in other areas of the system into the gascolator bowl. If a sample yields a large amount of water, the procedure should be repeated with at least 2 min intervals between attempts with the fuel pump on, until all water or debris are removed from the system. The restrictor fitting on the return line limits the flow rate and the pause between samples allows time for fuel within the system to move into the gascolator. The recommended fuel pump run time to flush the fuel system is based on the low flow rate through the return line restrictor fitting. Particular attention should be given to the battery voltage when flushing the system; turn off all unnecessary electrical equipment to conserve battery power. If the battery voltage is low, proceed to engine start and then let the engine run for at least 5 mins at 2000 rpm to flush the fuel system INITIAL STATE (AFTER MIXING) MINUTES LATER FINAL STATE E10 & WATER E10 E10 E10 E10 & WATER ETHANOL & WATER ETHANOL & WATER Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-8 CABIN (continued) • Master switch – ON • (If Garmin GTR-200 Installed Check Radio – ON) • Avionics – ON MASTER SWITCH AVIONICS SWITCH Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-9 CABIN (continued) • Stall warning vane – ACTUATE • Stall warning horn – ON (tone through headset) when vane is actuated. • Fuel Shut-Off Valve – OPEN (Push Down) • Lights / Strobes – CHECK then OFF • Avionics – OFF • Master Switch – OFF • ELT – OFF Baggage – RESTRAINED • Foreign or Misplaced Objects - CHECK WARNING Any items not stowed (such as glasses cases, water bottles, notebooks, pens/pencils) can fall into places in the cabin where they are inaccessible in flight. Additionally, these items could become lodged behind rudder pedals or fall into the area under the seat pans where they may interfere with free and clear motion of the flight controls, thus presenting a safety hazard. Baggage must also be restrained from moving forward into the seat back. Placing a flat sheet of material able to withstand a forward load of 450lb resting on the c-channel and the seat back brace is one possible method of restraining the baggage from forward movement. Baggage should not be loaded so high in the baggage area that it may come forward. ACK ELT Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-10 LEFT MAIN LANDING GEAR • Tire – CONDITION, proper inflation 25 psi • Brake – CHECK condition, NO leakage • Axle Nut – CHECK cotter pin installation • Wheel Bearings – SHAKE top of tire left and right • Wheel Pant (If Installed) – CONDITION CHECK • Wheel Chocks – REMOVE NOTE Properly inflated tire has no contact between the outer portion of tread and pavement AXLE NUT COTTER PIN VERIFY NO BRAKE FLUID LEAKAGE VERIFY NO TIRE CORDS SHOWING; TIRE TREAD IN GOOD SHAPE WITH FEW OR NO BALD SPOTS BRAKE PADS INTACT Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-11 LEFT WING • Wing – CONDITION AND CONTAMINATION: Look at wing in general, look for dents, wrinkles, missing or loose rivets (particularly dents in the leading edge) snow, frost. • Tie-Down – UNTIE the tie-down rope/chain, REMOVE eye bolt if desired. Ensure eye bolt is secured in the wing if not removed. • Stall warning vane and optional AOA port – check for obstructions • Wing Hand Hold - APPLY FORCE fore/aft & up/down; CHECK no free movement. WARNING When applying fore and aft force check for play at the rear spar junction. This is usually discovered by hearing a clicking noise. If this is the case, refer to the Maintenance Manual for corrective action. Excessive fore and aft play in the left wing may also render the EFIS AOA indications inaccurate. UP AFT FWD DOWN Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-12 LEFT WING (continued) • Flaperon – CONDITION Look at flaperon in general, look for dents (particularly dents in the trailing edge), wrinkles, missing or loose rivets • Flaperon – FREEDOM OF MOVEMENT Move the flaperon through its full range of motion. Verify that it hits a definite stop at both ends of its travel and that there is no binding or limiting friction. FLAPERON MOVEMENT TRAILING EDGE DOWN FLAPERON MOVEMENT TRAILING EDGE UP OUTBD HINGE BRACKET BOLT Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-13 LEFT WING (continued) • Flaperon - HINGE BRACKET ATTACHMENT Verify that the outboard, mid, and inboard flaperon hinge bracket bolts are installed FUSELAGE (LEFT SIDE) • Controls – CONNECTED Verify that the tab on the inboard end of the flaperon fully engaged into the slot in the actuator when the wing was installed. MID HINGE BRACKET BOLT FLAPERON TAB FULLY ENGAGED IN ACTUATOR SLOT INBD HINGE BRACKET BOLT Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-14 FUSELAGE (LEFT SIDE) (continued) • Static Port – CLEAN & OPEN EMPENNAGE • Vertical Stabilizer – CHECK condition and security Look at vertical stabilizer in general, look for dents (Particularly dents in the leading edge), wrinkles, missing or loose rivets, missing or loose screws. Confirm solid attachment to the fuselage. LEFT SIDE STATIC PORT Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-15 EMPENNAGE (continued) • Stabilator – CHECK condition, freedom of movement Look at stabilator in general; look for dents (particularly dents in the leading or trailing edges), wrinkles, missing or loose rivets. Move the stabilator through its full range of motion. Verify that it hits a definite stop at both ends of its travel and that there is no binding or friction. • Empennage Fairing - CHECK all screws installed, no evidence of interference with stabilator, anti-servo tab pushrod, or rudder • Anti-Servo Tab – CHECK condition, proper attachment Look at anti-servo tab in general, look for dents (particularly dents in the trailing edge), wrinkles, missing or loose rivets. Verify that the anti-servo tab hinge pins are installed and that the anti-servo tab pushrod attach bolt is installed and that there is no free play in the anti- servo tab rod end bearing. Verify clearance between anti-servo tab pushrod in fully up position and rudder in any position. STABILATOR MOVEMENT LEADING EDGE DOWN RUDDER ANTI-SERVO TAB PUSHROD EMPENNAGE FAIRING STABILATOR MOVEMENT LEADING EDGE UP EMPENNAGE FAIRING UP AFT FWD DOWN ANTI-SERVO TAB HINGE PINS ANTI-SERVO TAB PUSHROD ATTACH BOLT Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-16 EMPENNAGE (continued) • Rudder – CHECK condition, proper attachment, freedom of movement Look at rudder in general; look for dents (particularly dents in the trailing edge), wrinkles, missing or loose rivets. Verify that the rudder hinge bolts and locknuts are installed. • Look into the slot for the anti-servo pushrod and check: Lower Rudder Hinge Bolt Elevator Cable Bolts Rudder Cable Bolts Elevator Trim RUDDER HINGE BOLT RUDDER MOVEMENT FULL RIGHT VERIFY LOWER HINGE BOLT RUDDER MOVEMENT FULL LEFT EMPENNAGE FAIRING Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-17 EMPENNAGE (continued) • Tie-Down – UNTIE RESTRAINT from eyelet (Leave eyelet installed to minimize or prevent damage in case of over rotation of the aircraft; verify eyelet installed fully/tight) FUSELAGE (RIGHT SIDE) • Static Port – CLEAN & OPEN • ADS-B Antenna – CONDITION (located beneath the tailcone) • Comm. Antenna - CHECK condition & security Verify that the ADS-B & comm. antennas are securely attached and have not been damaged. Verify that the skin surrounding the antennas is not bent or wrinkled. RIGHT SIDE STATIC PORT Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-18 FUSELAGE (RIGHT SIDE) (continued) • Fuel Vent Line- CLEAR • Fuel Vent Air Line - CLEAR • Fuel Cap - SECURE WHEN LATCHED FUEL VENT LINE FUEL VENT AIR LINE Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-19 FUSELAGE (RIGHT SIDE) (continued) • Controls - CONNECTED RIGHT WING • Flaperon - HINGE BRACKET ATTACHMENT Verify that the outboard, mid, and inboard flaperon hinge bracket bolts are installed Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-20 RIGHT WING (Continued) Flaperon – FREEDOM OF MOVEMENT Move the flaperon through its full range of motion. Verify that it hits a definite stop at both ends of its travel and that there is no binding or friction. • Flaperon – CONDITION Look at flaperon in general, look for dents (particularly dents in the trailing edge), wrinkles, missing or loose rivets. Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-21 RIGHT WING (Continued) • Wing – CONDITION AND CONTAMINATION Look at wing in general, look for dents, wrinkles, missing or loose rivets (particularly dents in the leading edge) snow, frost. • Wing Hand Hold – APPLY FORCE fore/aft & up/down; CHECK no free movement. NOTE: When applying fore and aft force check for play at the rear spar junction. This is usually discovered by hearing a clicking noise. If this is the case refer to the Maintenance Manual for corrective action. • Tie-Down – UNTIE the tie-down rope/chain, REMOVE eye bolt if desired. Ensure eye bolt is secured in the wing if not removed. Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-22 RIGHT MAIN LANDING GEAR • Tire – CONDITION, proper inflation 25psi • Brake – CHECK condition, NO leakage • Axle Nut – CHECK cotter pin installation • Wheel Bearings – SHAKE top of tire left and right • Wheel Pant (If Installed) – CONDITION CHECK • Wheel Chocks – REMOVE Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-23 NOSE SECTION • Transponder Antenna – CHECK condition & security • Muffler – CHECK condition, security of attachment Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-24 NOSE SECTION (Continued) • Cowl Door - OPEN • Coolant – LEVEL CHECK • Engine Oil – CHECK quantity, color, and clarity WARNING Before performing the engine oil check procedure, make sure the master and both ignition switches are at the OFF position. 1. Remove oil cap from tank cover. 2. Turn propeller by hand in direction of propeller rotation several times to pump oil from engine into oil tank. 3. A gurgling sound will be heard. 4. Check oil level on stick. 5. Replace the cap from the oil tank. ALTERNATIVE Engine Oil – CHECK 1. Remove oil cap from tank cover. 2. MASTER – ON 3. Ignitions A OFF- B OFF 4. Use the start key to turn the propeller for 10 seconds 5. MASTER OFF 6. Check the oil level 7. Replace the cap from the oil tank • Cowl Door - CLOSED • Nose Landing Gear – • CHECK attachment to fuselage COOLANT LEVEL Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-25 NOSE SECTION (Continued) • Nose Tire – CONDITION, proper inflation 22psi (23psi maximum) NOTE Properly inflated tire has no contact between the outer portion of tread and pavement • Wheel Pant (If Installed) – CONDITION CHECK • Wheel Chocks - REMOVE • Cowling – CHECK condition, all screws properly installed • Right Air Inlet – CHECK unobstructed • Propeller and Spinner – CHECK condition, security • Pitot – CLEAN & OPEN • Oil & Coolant Radiators – CHECK unobstructed • Left Air Inlet – CHECK unobstructed FINAL WALKAROUND • Fuel Sample – CHECK until no more fuel/ water mixture is present. • CHECK quick drain valve for leakage. PITOT TUBE LEFT AIR INLET RIGHT AIR INLET OIL & COOLANT RADIATORS WHEELPANT Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 4-26 THIS PAGE INTENTIONALLY LEFT BLANK Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 5-1 SECTION V CABIN OVERVIEW INDEX GENERAL 5-1 SEAT POSITION ADJUSTMENT 5-2 ENTRY & EXIT TECHNIQUE 5-3 OCCUPANT RESTRAINT 5-4 HEADSET, AUDIO INPUT, & AUXILIARY POWER RECEPTACLES 5-4 FLIGHT CONTROL SYSTEM 5-5 RUDDER PEDAL EXTENSIONS 5-6 TRIM 5-9, 11 ENGINE CONTROLS 5-13 THROTTLE RETURN SPRINGS 5-14 FRICTION-VERNIER THROTTLE 5-14 VENTILATION & HEATER 5-15 CANOPY CLOSED SAFETY SWITCH 5-16 GENERAL This section covers the features of the RV-12iS cabin. See POH Section 7 and RV-12 FTS Section VI for labeled diagrams of the instrument panel, stick grips and center console. Revision: 2 Date: 11/15/18 RV-12iS Flight Training Supplement 5-2 ENTRY & EXIT TECHNIQUE How to get in & out: Entry method 1: Stand just forward of the wing leading edge facing the cabin. Step up onto the boarding step with your leg that is closest to the front of the aircraft. Place the hand closest to the rear of the aircraft onto the roll bar. Bring your other leg over the cabin deck and place your foot on the non-skid area just forward of the seat. Then move your foot from the step to just forward of the seat and then sit in the seat. Entry method 2: Sit on the non-skid area of the wing. Swing inboard leg over cabin deck. Place outboard foot on step and push-off with that foot and outboard hand to move from being seated on the wing to being seated on the cabin deck. (Apply hand pressure only over rivet heads on wing to avoid denting the wing skin.) Swing outboard leg into cabin and lower bottom from cabin deck to seat. Lower the canopy by pulling aft on the canopy frame. As the canopy rotates down, grasp the canopy latch handle and allow the canopy to finish its rotation down to the closed position. Rotate the canopy handle to the latched position (oriented pointing fore and aft). The aft ear of the canopy handle rides on a plastic latch block and clicks or detents into place when latched. Unlatching the canopy requires that the handle be pulled, then rotated past the detent before it can be raised up. Exiting the aircraft is accomplished by performing the reverse of one of the above entry methods. PASSENGER RESTRAINTS HEADSET PLUGS (ON SEAT PAN NOT VISABE) (OPTIONAL) CABIN LIGHT SPAR PIN NON-SKID BOARDING STEP CABIN DECK ROLL BAR