RV-12iS PILOT'S OPERATING HANDBOOK

Design F 2245 Construction F 2563 Continued Airworthiness F 2295 Pilot Operating Handbook F 2746 Manufacturer Contact Information for an SLSA Aircraft: Van’s Aircraft, Inc. 14401 Keil Rd NE Aurora, Oregon 97002 Phone: 503-678-6545 Data Location and Contact: ASTM F2746 6.4.3 contact information is listed on the Vans Aircraft web site. Revision: 11 Printed Copies Are Uncontrolled 06/30/24 VAD-10003 RV-12iS PILOT'S OPERATING HANDBOOK vii THIS PAGE INTENTIONALLY LEFT BLANK Revision: 11 Printed Copies Are Uncontrolled 06/30/24 VAD-10003 RV-12iS PILOT'S OPERATING HANDBOOK 1-1 SECTION 1 GENERAL INFORMATION INDEX 1.1 GENERAL INFORMATION 1-1 1.2 SUMMARY OF PERFORMANCE SPECIFICATIONS 1-2 1.1 GENERAL INFORMATION This manual has been prepared to inform the pilot of the features and systems incorporated in the RV-12iS. Recommended operating procedures and performance data are provided so that maximum utilization can be obtained with the utmost of safety, economy, and serviceability. A companion manual, the RV-12iS iS Flight Training Supplement, mirrors the content of this manual but presents operating procedures at a greater level of detail than can effectively be presented in this manual. It is strongly recommended that the pilot be familiar with the aircraft, the RV-12iS FTS, and this manual prior to flight. The pilot must have either an electronic copy or a paper copy of this POH in the aircraft during flight. The words “WARNING”, “CAUTION”, and “NOTE” are used throughout the manual with the following definitions: WARNING An operating procedure, practice, or condition, etc. which may result in injury or fatality if not carefully observed or followed. CAUTION An operating procedure, practice, or condition, etc. which if not strictly observed may damage the aircraft or equipment. NOTE An operating procedure, practice or condition. Sections or items pertaining to the Rotax 912 ULS or Rotax 912 iS engine type will be clearly marked. If a Section or item is not marked for a particular engine it applies to both engine types. 06/30/24 Printed Copies Are Uncontrolled Revision: 11 VAD-10003 RV-12iS PILOT'S OPERATING HANDBOOK 1-2 1.2 SUMMARY OF PERFORMANCE SPECIFICATIONS Gross Weight 1320 lb Performance Rotax 912 iS (at gross weight with wheel pants) Top Speed 120 KIAS Cruise (7,500 ft, 5,500 RPM) 104 KIAS Cruise (7,500 ft, 5,000 RPM) 92 KIAS Stall Flaps Down, VSO 45 KIAS 41 KCAS Stall Flaps ½ Down, VS1 48 KIAS 44 KCAS Stall Clean, VS 50 KIAS 45 KCAS Range (7,500 ft, 5,500 RPM) 493 nm* Range (7,500 ft, 5,000 RPM) 547 nm* Rate of Climb, VY, 75 KCAS, sea level) 1,000 ft/min Performance Rotax 912 ULS (at gross weight with wheel pants) Top Speed 120 KIAS Cruise (7,500 ft, 5,500 RPM) 102 KIAS Cruise (7,500 ft, 5,000 RPM) 91 KIAS Stall Flaps Down, VSO 45 KIAS 41 KCAS Stall Flaps ½ Down, VS1 48 KIAS 44 KCAS Stall Clean, VS 50 KIAS 45 KCAS Range (7,500 ft, 5,500 RPM) 368 nm* Range (7,500 ft, 5,000 RPM) 440 nm* Rate of Climb, VY, 75 KCAS, sea level) 900 ft/min Glide Ratio 10.6:1 Total Fuel Capacity 20.2 US Gallons Total Unusable Fuel 0.5 US Gallons Approved Fuel Types 100 LL or UL94 Aviation Fuel or 91 AKI Premium Unleaded Automotive (See Fuel Type - Vapor Lock, 8.3 Fuel and SL-00078). Ethanol blended fuels of up to 10% (E10) are compatible with all fuel system components. Maximum Engine Power 100 hp @ 5,800 RPM (5 minutes maximum) *No allowance for taxi, takeoff, climb, descent, or reserve Revision: 11 Printed Copies Are Uncontrolled 06/30/24 VAD-10003 RV-12iS PILOT'S OPERATING HANDBOOK 2-1 SECTION 2 LIMITATIONS INDEX 2.1 INTRODUCTION 2-1 2.2 FLIGHT OPERATIONS 2-2 2.3 AIRSPEED LIMITATIONS 2-3 2.4 CEILING 2-3 2.5 FLIGHT LOAD FACTORS 2-4 2.6 PROHIBITED MANEUVERS 2-4 2.7 POWERPLANT LIMITATIONS 2-4 2.8 FUEL LIMITATIONS 2-4 2.9 AIRSPEED/POWERPLANT INDICATOR MARKINGS 2-6 2.10 OPERATING LIMITATIONS 2-6 2.11 PASSENGER WARNING 2-6 2.12 MISCELLANEOUS PLACARDS 2-7 2.1 INTRODUCTION This section lists all power plant and airframe operating limitations. These limitations are also indicated in the aircraft in the form of placards, instrument color markings, and audio warnings. The aircraft placards, instrument color markings, and audio warnings are to be the authority if an inconsistency exists with this manual. WARNING All operating limitations must be strictly adhered to for reasons of safety and serviceability. 06/30/24 Printed Copies Are Uncontrolled Revision: 11 2-2 RV-12iS PILOT'S OPERATING HANDBOOK VAD-10003 2.2 FLIGHT OPERATIONS The RV-12iS iS is designed for operation in the Light Sport Category. Daytime flight in VFR conditions only is approved providing that the aircraft is operating as specified under Part 91 of the Federal Air Regulations (F.A.R.’s). WARNING Night flight is prohibited (unless equipped with optional lighting). WARNING Flight in IFR/IMC conditions is prohibited. WARNING Flight into known icing conditions is prohibited. The minimum operating temperature of the aircraft is -20OF (-30OC) and is limited by the EFIS. Drain the fuel system if the temperature falls below -30⁰F [-34⁰C]. Satisfactory engine cooling and cooling of critical electrical components has been demonstrated for this aircraft at an outside air temperature of 100OF (38OF). This is not to be considered an operating limitation. Revision: 11 Printed Copies Are Uncontrolled 06/30/24 VAD-10003 RV-12iS PILOT'S OPERATING HANDBOOK 2-3 2.3 AIRSPEED LIMITATIONS Airspeed Designation KIAS KCAS Stall Flaps Down at gross weight 1320 lbs. VSO 45 41 Stall Flaps ½ Down at gross weight 1320 lbs. VS1 48 44 Stall at gross weight 1320 lbs. VS 50 45 Flap Operating Range VSO – VFE 45-82 Flap Operating Range VSO – VFE (UK CERTIFICATION) 45-74 Normal Operating Range green arc 45-108 Operating Maneuvering VO 1320 lbs. 90 Operating Maneuvering VO 850 lbs. 72 Maximum Structural Cruise VNO 108 Caution Range yellow arc 108-136 Maximum Direct Crosswind Component 11 Maximum Wind Limitation (Ground Operations) 30 Never Exceed VNE red line below 16,000 feet 136 Best angle of climb Vx 60 Best rate of climb Vy 75 Airspeed Designation KTAS Never Exceed VNE red line 136 Airspeed Descriptions KCAS Knots Calibrated airspeed is indicated airspeed (IAS) corrected for installation and instrument error. KIAS Knots Indicated airspeed assumes zero instrument error only. KTAS Knots speed of the aircraft relative to the air mass in which it is flying. VNE Maximum safe airspeed, not to be exceeded at any time. VNO Not to be exceeded except in smooth air and then with caution. VFE Not to be exceeded with flaps extended. VO (VA) No full or abrupt control movements allowed above this airspeed. 2.4 CEILING Rotax 912 iS Service Ceiling Estimated 17,300 ft Rotax 912 ULS Service Ceiling Estimated 13,000 ft OAT above 80 deg F (26 deg C) and or Fuel Temperature above 68 deg C (20 deg C): Rotax 912ULS may operate only using approved fuel Rotax 912iS 6000 ft density altitude unless using approved fuel (See 2.8 Fuel Limitations and SL-00078) At high altitudes the provision for oxygen for occupants is necessary. Legal requirements for the provision of oxygen should be adhered to. 06/30/24 Printed Copies Are Uncontrolled Revision: 11 2-4 RV-12iS PILOT'S OPERATING HANDBOOK VAD-10003 2.5 FLIGHT LOAD FACTORS Category Limit Load Factor Light Sport Category +4.0g/-2.0g 2.6 PROHIBITED MANEUVERS AEROBATICS PROHIBITED! Intentional spinning prohibited 2.7 POWERPLANT LIMITATIONS ROTAX 912 iS / ROTAX 912 ULS Rated Horsepower 100 hp @ 5,800 RPM (5 minutes maximum) 95 hp @ 5,500 RPM (continuous) Tachometer Caution Range (yellow arc) 1,400 to 1,800 RPM Normal Range (green arc) 1,800 to 5,500 RPM Caution Range (yellow arc) 5,500 to 5,800 RPM Maximum (red line) 5,800 RPM Coolant Maximum (red line) 248 F Oil Temperature Minimum 120 F Normal in Cruise 190 to 230 F Caution Range (yellow arc) 230 F to 248 F Maximum (red line) 266 F Oil Pressure Minimum at Cruise 29 psi Maximum at Cruise 73 psi Maximum – Cold (red line) 102 psi Minimum at Idle (red line) 12 psi Exhaust Gas Temperature Maximum 1,742F 2.8 FUEL LIMITATIONS Fuel Pressure Rotax 912 iS Minimum (red line) 40.6 psi Normal Range 40.6 to 55.1 psi Maximum (red line) 55.1 psi Fuel Pressure Rotax 912 ULS Minimum (red line) 2.2 psi Normal Range 2.2 to 7.2 psi Maximum (red line) 7.2 psi Revision: 11 Printed Copies Are Uncontrolled 06/30/24 VAD-10003 RV-12iS PILOT'S OPERATING HANDBOOK 2-5 Fuel Capacity Capacity 20.2 US Gallons Unusable Fuel Climbs and sideslips 0.5 US Gallons Fuel Type 100 LL or UL94 Aviation Fuel or 91 AKI Premium Unleaded Automotive (See Fuel Type - Vapor Lock and 8.3 Fuel, See SL-00078). Ethanol blended fuels of up to 10% (E10) are compatible with all fuel system components. CAUTION Long term storage of aircraft with ethanol fuel may cause damage. See SB 13-03-21. CAUTION Prolonged use of Aviation Fuel Avgas 100LL results in greater wear of valve seats and greater combustion deposits inside cylinders due to higher lead content. It is therefore suggested to avoid using this type of fuel unless strictly necessary. NOTE See the latest version of the Rotax Operators Manual and SI 912 i-001 / SI 912- 016 to determine other approved fuel types, limitations, and maintenance considerations. Fuel Type - Vapor Lock WARNING Use of 91 AKI Premium Unleaded Automotive gas especially winter blend fuels or any fuel with high RVP (Reid Vapor Pressures) may lead to the formation of vapor lock at elevated OAT above 80 deg F and fuel temperatures above 68 deg F. There is an increased risk of vapor lock with a heat-soaked engine. See other procedures in the manual about opening the canopy and oil door, engine cooldown runs, and running the fuel pump before startup to minimize the risk of vapor lock. OAT above 80 deg F (26 deg C) and or Fuel Temperature above 68 deg F (20 deg C): Rotax 912ULS must use 100LL at any altitude to prevent the formation of vapor lock or mixed fuel (pending approval as defined below). Rotax 912iS must use 100LL for operations above 6000 ft density altitude to prevent the formation of vapor lock or mixed fuel (pending approval as defined below). Mixed Fuel: (Pending Approval – See SL-00078) A 50% mixture by volume of 100LL and 91AKI Premium Unleaded Automotive fuel for operation at elevated temperatures to inhibit the formation of vapor lock. 06/30/24 Printed Copies Are Uncontrolled Revision: 11 2-6 RV-12iS PILOT'S OPERATING HANDBOOK VAD-10003 NOTE Van’s Aircraft is in the process of testing but has not yet approved UL94 Aviation Fuel for operation above 80 deg F for the Rotax 912ULS and above 6000 ft DA for the Rotax 912iS. See Also 2.4 Ceiling , 3.7.14 Vapor Lock, 4.3 Preflight Inspection (Run Fuel Pump Warning), 4.17 Hot Weather Shutdown, 8.3 Fuel 2.9 AIRSPEED/POWERPLANT INDICATOR MARKINGS Limitations are displayed electronically. 2.10 OPERATING LIMITATIONS Limitations are displayed electronically. 2.11 PASSENGER WARNING Displayed on instrument panel. “PASSENGER WARNING THIS AIRCRAFT WAS MANUFACTURED IN ACCORDANCE WITH LIGHT SPORT AIRCRAFT AIRWORTHINESS STANDARDS AND DOES NOT CONFORM TO STANDARD CATEGORY AIRWORTHINESS REQUIREMENTS NO INTENTIONAL SPINS” “WARNING! FLIGHT INTO IMC IS PROHIBITED” Revision: 11 Printed Copies Are Uncontrolled 06/30/24 VAD-10003 RV-12iS PILOT'S OPERATING HANDBOOK 2-7 2.12 MISCELLANEOUS PLACARDS • Registration number on outside of aircraft, 2 places • Stainless steel data plate on outside of aircraft • Registration number on instrument panel • “LIGHT-SPORT” (SLSA) placard on baggage bulkhead • “EXPERIMENTAL” (ELSA) placard on baggage bulkhead • Instrument panel switches and fuses are all labeled • “OPEN” (near canopy latch on outside of rear window) • Fuel capacity and type near fuel cap • “THROTTLE” forward of throttle • Throttle position/engine mode indication strip near throttle • “CABIN HEAT” between cabin heat knobs, “PULL ON” on each knob • “FUEL” “UP-OFF” “DOWN-ON” adjacent to fuel valve • “300 LB WEIGHT LIMIT PER SEAT” between seats on tunnel cover • “BAGGAGE CAPACITY MAXIMUM 75 LB” on baggage bulkhead • “NO PUSH” placards (2 places) on anti-servo tab • “AUTOPILOT DISCONNECT” adjacent to switch (If optional Autopilot installed) • “USB POWER” near USB power outlet (5 Volt, 4.8 Amp max) • “ELT” label on baggage area floor and incorporated into instrument panel switch • “FLAPS” “UP” “DOWN” near flaps switch • “PTT” near push-to-talk switch • “DIMMER” near cockpit lighting dimmer knob Placards for UK Certification (in view of the pilot) • Empty (actual) and Maximum weight • Minimum pilot wight and loading conditions when flown solo • Fuel load limitations for the range of allowable cockpit loads 06/30/24 Printed Copies Are Uncontrolled Revision: 11 2-8 RV-12iS PILOT'S OPERATING HANDBOOK VAD-10003 THIS PAGE INTENTIONALLY LEFT BLANK Revision: 11 Printed Copies Are Uncontrolled 06/30/24 VAD-10003 RV-12iS PILOT'S OPERATING HANDBOOK 3-1 SECTION 3 EMERGENCY PROCEDURES INDEX 3.1 INFORMATION 3-3 3.2 ABNORMAL ENGINE INDICATIONS 3-3 3.2.1 LANE FAULT INDICATIONS 3-3 3.2.2 EFIS INDICATIONS 3-4 3.2.3 LOSS OF SENSOR VALUES WITH LANE SHUTDOWN 3-4 3.3 FIRE 3-5 3.3.1 ENGINE FIRE DURING START 3-5 3.3.2 ENGINE FIRE IN FLIGHT 3-5 3.3.3 ELECTRICAL FIRE 3-6 3.4 GENERATOR/ELECTRICAL FAILURE 3-6 3.4.1 GENERATOR A OR B FAILURE ROTAX 912 iS 3-6 3.4.2 GENERATORS A & B FAILURE ROTAX 912 iS 3-7 3.4.3 GENERATOR FAILURE ROTAX 912 ULS 3-6 3.4.4 HIGH VOLTAGE ROTAX 912 iS/ULS 3-7 3.4.5 VOLTAGE REGULATOR FAILURE ROTAX 912 ULS (Silent Hektik Regulator Installed) 3-7 3.4.6 VOLTAGE REGULATOR FAILURE ROTAX 912 ULS (B&C AVC1 Voltage Regulator Installed) 3-8 3.5 ENGINE MALFUNCTION 3-8 3.5.1 SPAR PIN OVERRIDE SWITCH 3-8 3.5.2 ENGINE FAILURE ON TAKE-OFF 3-9 3.5.3 ENGINE FAILURE IN FLIGHT 3-11 3.5.4 PARTIAL POWER LOSS/ROUGH RUNNING 3-11 3.5.5 ABNORMAL OIL PRESSURE/TEMPERATURE INDICATIONS 3-12 3.5.6 ABNORMAL COOLANT TEMPERATURE INDICATIONS / OVERHEATING – ROTAX 912 iS 3-13 3.6 EMERGENCY LANDING 3-14 3.6.1 PRECAUTIONARY LANDING APPROACH 3-14 3.6.2 FORCED LANDING – COMPLETE POWER FAILURE 3-15 3.6.3 DITCHING 3-16 3.7 UNUSUAL FLIGHT CONDITIONS 3-17 3.7.1 SEVERE TURBULENCE 3-17 3.7.2 STALLS 3-17 3.7.3 SPINS 3-18 3.7.4 RUNAWAY TRIM MOTOR 3-18 3.7.5 LOSS OF TRIM TAB 3-19 3.7.6 EMERGENCY DESCENT 3-19 3.7.7 LOSS OF FLIGHT INSTRUMENTS (EFIS) 3-19 3.7.8 EFIS REBOOT PROCEDURE 3-20 3.7.9 IN-FLIGHT OVERSTRESS 3-20 3.7.10 UNINTENTIONAL FLIGHT INTO ICING 3-20 Continued on next page 06/30/24 Printed Copies Are Uncontrolled Revision: 11 3-2 RV-12iS PILOT'S OPERATING HANDBOOK VAD-10003 3.7.11 LOSS OF FLIGHT CONTROLS 3-21 3.7.12 LOSS OF BRAKE 3-22 3.7.13 CANOPY OPEN IN FLIGHT 3-22 3.7.14 VAPOR LOCK 3-23 Revision: 11 Printed Copies Are Uncontrolled 06/30/24 VAD-10003 RV-12iS PILOT'S OPERATING HANDBOOK 3-3 3.1 INFORMATION This section covers the recommended procedures to follow during abnormal, emergency and/or adverse flight conditions. As it is not possible to define every type of emergency that may occur, it is the pilot’s responsibility to use sound judgment based on personal experience and knowledge of the aircraft to determine the best course of action. It is considered mandatory that the pilot be familiar with this entire manual, in particular, Section 3 “Emergency Procedures” prior to flight. NOTE All airspeeds in this section are indicated knots airspeeds (KIAS) unless stated otherwise. 3.2 ABNORMAL ENGINE INDICATIONS ROTAX 912 iS 3.2.1 LANE FAULT INDICATIONS See Figure 7-3 in Section 7 for location of LANE A and LANE B fault indicator lights on instrument panel. LANE A LANE B Action on Ground Action in Flight OFF FLASHING Flight only to maintenance facility Fly to destination at own discretion FLASHING OFF Flight only to maintenance facility Fly to destination at own discretion OFF ON Do not fly aircraft Precautionary Landing FLASHING FLASHING Do not fly aircraft Precautionary Landing FLASHING ON Do not fly aircraft Precautionary Landing ON OFF Do not fly aircraft Precautionary Landing ON FLASHING Do not fly aircraft Precautionary Landing ON ON Do not fly aircraft Precautionary Landing NOTE A flashing fault indicator light indicates an error of less severity than a permanently lit light. A Lane A or B light that is on indicates an error within the ignition and/or injection Lane and there will be a transfer of control to the error free Lane. WARNING A lane failure may result in the engine running in rich mode only (eco mode may not be possible). This may result in a significant increase in fuel consumption. 06/30/24 Printed Copies Are Uncontrolled Revision: 11 3-4 RV-12iS PILOT'S OPERATING HANDBOOK VAD-10003 3.2.2 EFIS INDICATIONS Dynon SkyView A detailed list of faults reported by the Rotax 912 iS engine computer is shown under MENU > ENGINE MENU > FAULTS. Normally, it should say NONE. Consult your Rotax service organization for details of what to do if a fault is shown. Garmin G3X Rotax 912 iS engine faults are indicated by a fault warning on the home screen. Fault descriptions can be viewed by entering Configuration Mode and selecting SYSTEM INFO > FADEC. Consult your Rotax service organization for details of what to do if a fault is shown. 3.2.3 LOSS OF SENSOR VALUES WITH LANE SHUTDOWN NOTE LANE A and LANE B have different associated sensor inputs. Not available sensor values if LANE A = OFF and LANE B = ON: • Coolant temperature • Exhaust gas temperatures • Ambient temperature • Ambient pressure • Throttle lever position Not available sensor values if LANE B = OFF and LANE A = ON: • Oil temperature • Oil pressure Revision: 11 Printed Copies Are Uncontrolled 06/30/24 VAD-10003 RV-12iS PILOT'S OPERATING HANDBOOK 3-5 3.3 FIRE 3.3.1 ENGINE FIRE DURING START If the fire is believed to be confined to the intake or exhaust system (result of flooding engine): • Continue cranking engine with starter until checklist completed • Choke (912 ULS Only) – PUSH OFF • Throttle – FULL OPEN • Fuel Shut-Off Valve – PULL UP – OFF • Fuel Pump Switches (912 iS Only) – BOTH OFF • “Fuel Pump” Fuse (912 ULS Only) – PULL – REMOVE • Inspect aircraft thoroughly for damage and cause prior to restart If fire persists or is not limited to intake or exhaust system: • Electrical Switches – ALL OFF • Lane A & B (or Ignition Switches) – BOTH OFF • Evacuate aircraft immediately • If available, direct fire extinguisher through the air outlet tunnel at the bottom of the cowl 3.3.2 ENGINE FIRE IN FLIGHT An engine fire in flight is typically the result of an oil or fuel leak coming in contact with the exhaust manifold. To extinguish the fire, it is necessary to remove the heat source by shutting down the engine and initiating an emergency descent. • Fuel Shut-Off Valve – PULL UP – OFF • Fuel Pump Switches (912 iS Only) – BOTH OFF • “Fuel Pump” Fuse (912 ULS Only) – PULL – REMOVE • Lane A & B (or Ignition Switches) – BOTH OFF • Air Vents and Cabin Heat – BOTH CLOSED • Airspeed – INCREASE glide speed to find an airspeed which will provide an incombustible mixture without exceeding Vne (Vno if turbulence exists). • Consider sideslip to divert smoke from pilot side • Follow 3.6.2 “Forced Landing” procedures WARNING Do not attempt to restart engine. 06/30/24 Printed Copies Are Uncontrolled Revision: 11 3-6 RV-12iS PILOT'S OPERATING HANDBOOK VAD-10003 3.3.3 ELECTRICAL FIRE An electrical fire is usually indicated by an odor of hot or burning insulation. • Electrical Switches – ALL OFF (leave Lane/Ignition Switches – ON) • 30A “Gen Main Bus” Fuse – PULL – REMOVE • Air Vent – OPEN if necessary for smoke removal and ventilation • Use hand fire extinguisher if available • Land immediately (or as soon as practical if location for safe landing is not available) 3.4 GENERATOR/ELECTRICAL FAILURE WARNING Failure of both generators will result in engine stoppage (912iS only). Electrical fuel pump operation depends upon sufficient battery power. Electric flaps and Stabilator trim operation depends on battery power. 3.4.1 GENERATOR A OR B FAILURE ROTAX 912 iS Failure of Generator A or B is indicated by a steady discharge on the ammeter, a voltage indication of less than 13.0 volts. Failure of Generator A only is also indicated by flashing of both the Lane A and Lane B fault indicator lights. Potential failure of the remaining generator will result in engine stoppage. If the EMS power supply (Generator A) fails the ECU automatically switches one-time over to the second EMS power supply (Generator B). No charging of the aircraft battery occurs during this mode. • Non-Essential Electrical Equipment – OFF • Land as soon as possible as the battery and EFIS backup battery will furnish electrical power for a limited time only. NOTE Generator A is able to supply a limited amount of power to the main bus if the EMS Backup Battery Switch is turned ON. Turn off all non-essential electrical equipment first. Revision: 11 Printed Copies Are Uncontrolled 06/30/24 VAD-10003 RV-12iS PILOT'S OPERATING HANDBOOK 3-7 3.4.2 GENERATORS A & B FAILURE ROTAX 912 iS Failure of Generators A & B will result in engine stoppage. • Non-Essential Electrical Equipment – OFF • EMS Backup Battery Switch – ON • Follow 3.5.3 “Engine Failure in Flight” procedures • Land as soon as possible using 3.6.1 “Precautionary Landing Approach” procedures. 3.4.3 GENERATOR FAILURE ROTAX 912 ULS A generator failure is indicated by a steady discharge on the ammeter and voltage indication less than 12.0 volts. • Non-Essential Electrical Equipment – OFF • Land as soon as possible as the battery and EFIS backup battery will furnish electrical power for a limited time only. 3.4.4 HIGH VOLTAGE ROTAX 912 iS/ULS A voltage in excess of 15 volts indicates a runaway generator. • 30A “Gen Main Bus” Fuse – PULL – REMOVE immediately • Non-Essential Electrical Equipment – OFF • Land as soon as possible as the battery and EFIS backup battery will furnish electrical power for a limited time only. 3.4.5 VOLTAGE REGULATOR FAILURE ROTAX 912 ULS (Silent Hektik Voltage Regulator Installed) NOTE The regulator has a voltage ramp-up schedule and will take 30 minutes to reach full output. The voltage regulator will give a warning via the EFIS for one of three reasons (All three should be considered since there is only a single warning indication): 1. Overvoltage condition (steady light) 2. No generator output (steady light) • Non-Essential Electrical Equipment – OFF • Land as soon as possible as the battery and EFIS backup battery will furnish electrical power for a limited time only Continued on next page 06/30/24 Printed Copies Are Uncontrolled Revision: 11 3-8 RV-12iS PILOT'S OPERATING HANDBOOK VAD-10003 3. Over-temp condition (if EA-F4122 and SkyView is installed the light will flash) This would most likely occur in elevated temperatures during lengthy ground operations, during a long climb at slow airspeed, or after extended periods of slow flight just above stall speed. • Reduce angle of attack • Increase airspeed • If warning is given on the ground, increase RPM to force more air through the cooling duct NOTE Warning 2 above will occur on a Dynon system when the engine is not running. 3.4.6 VOLTAGE REGULATOR FAILURE ROTAX 912 ULS (B&C AVC1 Voltage Regulator Installed) The voltage regulator will give a warning via the EFIS if the regulator detects an overvoltage condition. • Non-Essential Electrical Equipment – OFF • Land as soon as possible as the battery and EFIS backup battery will furnish electrical power for a limited time only 3.5 ENGINE MALFUNCTION 3.5.1 SPAR PIN OVERRIDE SWITCH The spar pin unsafe override switch is a lighted momentary contact switch that serves primarily as an indicator of a potential unsafe spar pin condition. The starter circuit is disabled when the indicator is lit. Should the spar pin indication system develop a fault at the same time an in-flight engine re-start is necessary, the disable function may be overridden by pressing the switch while activating the starter. See Figure 7-3 in Section 7 for location of the spar pin override switch. Revision: 11 Printed Copies Are Uncontrolled 06/30/24 VAD-10003 RV-12iS PILOT'S OPERATING HANDBOOK 3-9 3.5.2 ENGINE FAILURE ON TAKE-OFF 3.5.2.1 ENGINE FAILURE ON TAKE-OFF ROTAX 912 iS WARNING In the event of engine failure while airborne, the control stick must be moved forward IMMEDIATELY to prevent loss of airspeed. WARNING Maintain flying speed at all times and do not attempt to turn back toward the runway unless sufficient altitude had been achieved. • Airspeed – 60 KIAS (55 KIAS minimum) Sufficient runway remains for landing: • Throttle – CLOSED • Land using maximum braking after touchdown. If airborne and insufficient runway remains for landing, attempt an engine restart if altitude permits: • Follow 3.5.3.1 “Engine Air Restart Rotax 912 iS” procedures If no restart is possible: • Select most favorable landing area ahead • Flaps – FULL DOWN • Fuel Shut-Off Valve – OFF • Ignition Switches – BOTH OFF • Fuel Pump Switches – BOTH OFF • Master Switch – OFF • EMS Backup Battery Switch – OFF (If turned on previously above) • 30A “Gen Main Bus” Fuse – PULL – REMOVE • Touchdown with minimum airspeed, particularly if landing on rough terrain. • ELT – Consider ACTIVATING for off-airport landing 06/30/24 Printed Copies Are Uncontrolled Revision: 11 3-10 RV-12iS PILOT'S OPERATING HANDBOOK VAD-10003 3.5.2.2 ENGINE FAILURE ON TAKE-OFF ROTAX 912 ULS WARNING In the event of engine failure while airborne, the control stick must be moved forward IMMEDIATELY to prevent loss of airspeed. WARNING Maintain flying speed at all times and do not attempt to turn back toward the runway unless sufficient altitude had been achieved. • Airspeed – 60 KIAS (55 KIAS minimum) Sufficient runway remains for landing: • Throttle – CLOSED • Land using maximum braking after touchdown. If airborne and insufficient runway remains for landing, attempt an engine restart if altitude permits: • Follow 3.5.3.2 “Engine Air Restart Rotax 912 ULS” procedures If no restart is possible: • Select most favorable landing area ahead • Flaps – FULL DOWN • Fuel Shut-Off Valve – OFF • Ignition Switches – BOTH OFF • Master Switch – OFF • 30A “Gen Main Bus” Fuse – PULL – REMOVE • Touchdown with minimum airspeed, particularly if landing on rough terrain. • ELT – Consider activating for off-airport landing Revision: 11 Printed Copies Are Uncontrolled 06/30/24 VAD-10003 RV-12iS PILOT'S OPERATING HANDBOOK 3-11 3.5.3 ENGINE FAILURE IN FLIGHT 3.5.3.1 ENGINE AIR RESTART ROTAX 912 iS • Maintain Airspeed – 60 KIAS minimum (see note below) • Smart Glide – Hold Direct-To Button on G3X (Garmin Only) • Lane A & B Switches – BOTH ON • EMS Backup Battery Switch – ON • Fuel Pump Switches – BOTH ON • Fuel Shut-Off Valve – CHECK ON – DOWN • Throttle – SET TO 55% - 65% OPEN • Spar Pin Override Switch – HOLD DOWN • Ignition Key – ENGAGE • If restart not possible, change throttle settings in attempt to restart • Follow 3.6.2 “Forced Landing” procedures if unable to restart NOTE The engine starter must be engaged in flight should the propeller stop windmilling. Propeller will not windmill below 80 KIAS. 3.5.3.2 ENGINE AIR RESTART ROTAX 912 ULS • Maintain Airspeed – 60 KIAS minimum (see note below) • Ignition Switches – BOTH ON • Fuel Shut-Off Valve – CHECK ON – DOWN • Choke – CHECK OPEN – PUSH • Spar Pin Override Switch – HOLD DOWN • Ignition Key – ENGAGE • If restart not possible, change throttle and/or choke settings in attempt to restart • Follow 3.6.2 “Forced Landing” procedures if unable to restart NOTE The engine starter must be engaged in flight should the propeller stop windmilling. Propeller will not windmill below 80 KIAS. 3.5.4 PARTIAL POWER LOSS/ROUGH RUNNING • Follow the 3.5.2 “Engine Air Restart” procedures (Ignition Key – ENGAGE only required if engine stops completely) • Land as soon as possible using 3.6.1 “Precautionary Landing Approach” procedures • If descending results in the engine performance improving and increasing fuel pressure vapor lock may be present. See 3.7.14 “Vapor Lock” 06/30/24 Printed Copies Are Uncontrolled Revision: 11 3-12 RV-12iS PILOT'S OPERATING HANDBOOK VAD-10003 3.5.5 ABNORMAL OIL PRESSURE/TEMPERATURE INDICATIONS Oil pressure and temperature problems are usually related with one affecting the other. Before any drastic action is taken, cross check other engine instruments and control settings in an attempt to determine the source of the problem. High Oil Temperature High oil temperature (commonly related to overheating, read below) could be a result of loss of oil. If the situation remains unchecked, oil pressure usually drops resulting in possible engine damage. Power should be reduced to minimum necessary and land as soon as practical. • Throttle – RPM reduce to MINIMUM NECESSARY • PERFORM precautionary landing as soon as able Low Oil Pressure Little or no oil pressure is usually caused by a failed pressure relief valve, pump, loss of oil, high oil temperature or a defective oil pressure sending unit. A landing should be made as soon as practical using minimum RPM changes. Plan a “Precautionary Landing Approach” as complete engine failure is possible at any time. • Throttle – RPM minimum adjustment • PERFORM precautionary landing as soon as able High Oil Pressure High oil pressure is admissible for a short period at cold start. Should high oil pressure occur in flight, reduce power to the minimum necessary; land as soon as practical. • Throttle – RPM reduce to MINIMUM NECESSARY • PERFORM precautionary landing as soon as able High Oil Temperature – Ground High oil temperatures on the ground are usually related to high ambient temperatures and excessive engine idling, particularly with a right crosswind (which reduces airflow through the engine cowl & radiator). • Throttle – 2,500-3,000 RPM • Turn aircraft turned into the wind, if possible High Oil Temperature – Flight High oil temperatures in flight are usually related to low airspeed and/or extreme climb angle. Should high oil temperature occur in flight: • Reduce pitch angle • Increase airspeed Revision: 11 Printed Copies Are Uncontrolled 06/30/24 VAD-10003 RV-12iS PILOT'S OPERATING HANDBOOK 3-13 3.5.6 ABNORMAL COOLANT TEMPERATURE INDICATIONS / OVERHEATING – ROTAX 912 iS High Coolant Temperature – Ground High coolant temperatures on the ground are usually related to high ambient temperatures and excessive idling, particularly with a right crosswind (which reduces airflow through the engine cowl & radiator). • Throttle – 2,500-3,000 RPM • Turn aircraft turned into the wind, if possible. High Coolant Temperature – Flight High coolant temperatures in flight are usually related to low airspeed and/or extreme climb angle. Should high coolant temperature occur in flight: • Reduce pitch angle • Increase airspeed 06/30/24 Printed Copies Are Uncontrolled Revision: 11 3-14 RV-12iS PILOT'S OPERATING HANDBOOK VAD-10003 3.6 EMERGENCY LANDING NOTE An egress hammer must be carried in the aircraft at all times within reach of each occupant. See 7.9 Emergency Equipment. If the canopy cannot be opened, break out the canopy/rear window with an egress hammer, and crawl through the opening. NOTE The aircraft is equipped with a canopy made of polycarbonate that is designed to shatter under load. The shape of the canopy is designed to be slightly proud of the roll bar such that when the aircraft is overturned the canopy will shatter on impact. There are many variables which may prevent the canopy from shattering. Be prepared to use an egress hammer to break or enlarge an opening in the canopy to exit the aircraft. 3.6.1 PRECAUTIONARY LANDING APPROACH A precautionary landing approach should be used whenever power is still available but a complete power failure is considered imminent. Maintain a higher and closer pattern than normal in attempt to remain in gliding distance of the intended touchdown point. Use the normal landing procedures and in addition: • Airspeed – 60 KIAS recommended (55 KIAS minimum) • Throttle – CLOSED when in gliding distance of runway • Flaps – LOWER AS NEEDED to increase approach descent angle NOTE Slipping the aircraft by cross controlling the rudder and ailerons will increase the rate of descent both with and without flaps. If a crosswind exists, place the lower wing into the wind. Revision: 11 Printed Copies Are Uncontrolled 06/30/24 VAD-10003 RV-12iS PILOT'S OPERATING HANDBOOK 3-15 3.6.2 FORCED LANDING (Complete Power Failure) If the engine cannot be restarted in flight, trim the aircraft to the recommended glide speed. Remain within gliding distance of the intended point of landing. Maintain a higher and closer pattern than normal making allowance for wind. Extending flaps or slipping the aircraft can lose additional altitude. Diving the aircraft in an attempt to lose altitude when flying into a headwind will only increase the required landing distance. • Airspeed: Maximum gliding distance – 63 KIAS Minimum rate of descent airspeed – 59 KIAS • Smart Glide – Hold Direct-To Button on G3X (Garmin Only) • Fuel Shut-Off Valve – PULL UP – OFF • “Fuel Pump” Fuse (912 ULS Only) – PULL – REMOVE • Fuel Pump Switches (912 iS Only) – BOTH OFF • Flaps – UP to maximize glide range • Transponder – 7700 • ELT – ACTIVATE for off-airport landing • Radio – MAYDAY 121.5 MHz (or frequency in use) • Attempt to position the aircraft approximately 1,000 feet above ground level (AGL) when on downwind and abeam the intended point of landing. • Lane A & B (or Ignition Switches) – BOTH OFF • Final Approach a) Airspeed – 55-60 KIAS b) Flaps – DOWN when intended point of landing assured WARNING Electric flap operation depends on battery power. • Master Switch – OFF • 30A “Gen Main Bus” Fuse – PULL – REMOVE • Touchdown with minimum airspeed, particularly if landing on rough terrain. 06/30/24 Printed Copies Are Uncontrolled Revision: 11 3-16 RV-12iS PILOT'S OPERATING HANDBOOK VAD-10003 3.6.3 DITCHING Should it become necessary to make a forced landing over water: • APPROACH INTO WIND if high winds are evident • APPROACH PARALLEL TO SWELLS with light winds • Airspeed: Maximum gliding distance – 63 KIAS Minimum rate of descent airspeed – 59 KIAS • Smart Glide – Hold Direct-To Button on G3X (Garmin Only) • Fuel Pump Switches (912 iS Only) – BOTH OFF • “Fuel Pump” Fuse (912 ULS Only) – PULL – REMOVE • ELT – ACTIVATE • Transponder – 7700 • Radio – MAYDAY 121.5 MHz • Lane A & B (or Ignition Switches) – BOTH OFF • Flaps – DOWN • Master Switch – OFF • 30A “Gen Main Bus” Fuse – PULL – REMOVE • Contact the water with minimum airspeed and a NOSE HIGH attitude • After coming to complete stop – EXIT AIRCRAFT NOTE Aircraft cannot be depended upon to provide flotation after contacting the water. Revision: 11 Printed Copies Are Uncontrolled 06/30/24 VAD-10003 RV-12iS PILOT'S OPERATING HANDBOOK 3-17 3.7 UNUSUAL FLIGHT CONDITIONS 3.7.1 SEVERE TURBULENCE To prevent overstressing the aircraft do not exceed 108 KIAS in rough air. To minimize personal discomfort, decrease the airspeed below 90 KIAS. Maintain a level flight attitude rather than flying by reference to the EFIS as the pitot-static indications may become very erratic. Disengage the autopilot if applicable. Turbulence will agitate fuel and possibly increase the risk of vapor lock. 3.7.2 STALLS The RV-12iS stall characteristics are conventional. Additionally, the RV-12iS is equipped with a vane-type stall warning buzzer that activates approximately 7 KIAS above stall speed. For aircraft equipped with a Garmin Nav/Com Avionics System, the stall warning buzzer can be turned off by pressing the “AUX” button on the Audio Panel. The aircraft is equipped with an AOA indicator with a three color range on the EFIS display accompanied by aural tone. Refer to your EFIS pilots guide for specific details. For aircraft equipped with a Garmin Avionics System the ESP function will become active before the stall occurs, gradually pushing back on the control stick with increasing force as the stall condition is reached. This feature may be turned off for stall training. To turn off the ESP function select the AP annunciator bar at the top of the Flight Instruments area of the EFIS screen. When the Automatic Flight Control System screen appears, select ESP and turn it off. Aileron control response in a fully stalled condition is marginal. Large aileron deflections will aggravate a near stalled condition and their use is not recommended to maintain lateral control. The rudder is very effective and should be used for maintaining lateral control in a stalled condition with the ailerons placed in a neutral position. To recover from a stall, proceed as follows: • Stabilator– RELAX back pressure on control stick. • Throttle – FULL OPEN • Rudder – To maintain lateral control If the throttle is applied immediately altitude loss in a level or turning stall will be less than 60 feet. See RV-12iS FTS for further information. 06/30/24 Printed Copies Are Uncontrolled Revision: 11 3-18 RV-12iS PILOT'S OPERATING HANDBOOK VAD-10003 3.7.3 SPINS If a spin is inadvertently entered, immediate recovery should be initiated. The recovery procedure is as follows: • Throttle – CLOSED • Rudder – FULL OPPOSITE direction of rotation • Aileron – NEUTRAL POSITION • Stabilator – SLIGHTLY FORWARD OF NEUTRAL • Flaps – UP When rotation stops (1/2 – 1 turn after recovery initiated): • Rudder – NEUTRALIZE • Attitude – RAISE NOSE SMOOTHLY to level flight attitude • Throttle – Add power as required WARNING During the spin recovery, the airspeed will build very rapidly with a nose low attitude. Do not use full or abrupt stabilator control movements. 3.7.4 RUNAWAY TRIM MOTOR If the trim motor should begin to run un-commanded in one or the other direction the following actions should be taken: • Verify passenger is not depressing a trim button • Activate trim in the opposite direction* • “Trim / Start” Fuse – PULL – REMOVE as soon as runaway condition is recognized • “Autopilot” Fuse – PULL – REMOVE (G3X Only)** • STABILATOR – HOLD against out of trim condition • AIRSPEED – reduce as a way to lessen the amount of stick force required to maintain level flight • Land as soon as possible NOTE The Trim system is designed to “time-out” after six seconds of travel, if additional trim input is required, release and re-engage trim button. * If the trim system receives conflicting trim inputs all power to the trim motor will be shut off. ** On Dynon equipped aircraft, or a Garmin equipped aircraft with the autopilot not engaged, trim power is used to change the position of the trim motor. When using a Garmin system with the autopilot activated, trim power commands the autopilot servo which direction the trim motor should move. The autopilot servo uses autopilot power to change the position of the trim motor. Revision: 11 Printed Copies Are Uncontrolled 06/30/24 VAD-10003 RV-12iS PILOT'S OPERATING HANDBOOK 3-19 3.7.5 LOSS OF TRIM TAB Should the trim tab become disconnected from its actuation shaft, neither trim or anti-servo function will be available. WARNING Pitch forces will become very light, nonexistent or even self-driven. Pitch control commands will need to be based solely on visual pitch attitude and Indicated Airspeed references, not on normal control stick pressures. • Airspeed – REDUCE to minimize possibility of trim tab flutter • Control Stick – FIRM GRIP to prevent un-commanded pitch excursions. • Land as soon as possible. 3.7.6 EMERGENCY DESCENT If the need for an immediate descent to a lower altitude due to a smoke, pilot/passenger illness or other unusual situation occurs, perform an emergency descent mindful of airspeeds and load factors. • Throttle – CLOSED • Control Stick – BANK 30 TO 45 to maintain positive load factor • Airspeed – Increase without exceeding Vne. (Vno if turbulence exists) • Do not exceed 82 KIAS if flaps are extended • Throttle – CLEAR the engine every 1,000 ft with a short application of power 3.7.7 LOSS OF FLIGHT INSTRUMENTS (EFIS) Electronic Flight Information systems are subject to complete or partial failure due to electrical system, AHRS/ADC, GPS module or software failures. If an aircraft system electrical failure occurs, the internal back up battery will furnish EFIS electrical power for a limited time only. In the event of a complete loss of display information, fly the airplane to the nearest suitable airport using the present power settings and normal maneuvers. Stall Warning aural warnings will remain functional with the Master and Avionics Switches – ON. • POWER – Based on throttle position and engine noise • PITCH – Nose slightly below horizon 06/30/24 Printed Copies Are Uncontrolled Revision: 11 3-20 RV-12iS PILOT'S OPERATING HANDBOOK VAD-10003 3.7.8 EFIS REBOOT PROCEDURE DYNON SKYVIEW • Buttons 1,2,5 – PRESS simultaneously GARMIN G3X • Master Switch – OFF • 30A “Gen Main Bus” Fuse – PULL – REMOVE • 30A “Gen Main Bus” Fuse – REINSTALL • Master Switch – ON In the event of a complete loss of display information, fly the airplane to the nearest suitable airport using present power settings and normal maneuvers. • POWER – Based on throttle position and engine noise • PITCH – Nose slightly below horizon 3.7.9 IN-FLIGHT OVERSTRESS Should an overstress occur due to exceeding the airspeed or load factor limits, aggressive maneuvering should be terminated immediately. DO NOT under any circumstances make large control movements or subject the aircraft to additional G loadings above that required for straight and level flight. • Throttle – REDUCE • Airspeed – 65-75 KIAS • Flaps – UP • Land as soon as practical After landing, the aircraft should be inspected per the Maintenance Manual prior to the next flight. 3.7.10 UNINTENTIONAL FLIGHT INTO ICING • Leave the icing area (by changing altitude, course or both, in order to reach zones with a higher ambient temperature). • Cabin Heat – ON • Autopilot Switch – OFF • Throttle – RPM INCREASE in order to prevent ice build-up on the propeller blades. Do not exceed VNE. • Flaps – LEAVE RETRACTED • ATC – Contact as required CAUTION Ice build-up increases the stalling speed. Carry extra speed on landing approach. The stall warning horn may not function. See RV-12iS FTS for further information.