aircraft flight manualbackcountry super cub boss flight manual 1 06nov2016 aircraft flight manual...

Backcountry Super Cub BOSS Flight Manual

1 06NOV2016

Aircraft flight manual

Builder: N-285BC INC.

Serial Number. BC 31407008

Builder / Owner: Fredrik Duenger (President N-285BC Inc.)

Released: 6NOV2016

Sign builder/owner: ____________

1. CONTENTS: Section: GENERAL 1

LIMITATIONS 2

EMERGENCY PROCEDURES 3

NORMAL PROCEDURES 4

PERFORMANCE 5

WEIGHT AND BALANCE / EQUIPMENT LIST 6

SYSTEM DESCRIPTION 7

SERVICE AND MAINTENANCE 8

SUPPLEMENT: 9

SECTION 1: GENERAL

1. CONTENT 1.1 INTRODUCTION

1.2 AFFIDAVIT OF OWNERSHIP FOR AMATEUR-BUILT AIRCRAFT

1.3 SPECIAL AIRWOTHINES CERTIFICATE

1.4 WARNING, IMPORTANT AND NOTES 1.5 DESCRIPTION

1.6 3D PLAN

1.1 INTRODUCTION This Aircraft flight manual is ment to be the pilots and instructors need to know information for safe

operation of the Aircraft. Data is based on registrations and observations from the test flight period of this

specific aircraft, and the data supplied from the constructor of the aircraft.


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1.2 AFFIDAVIT OF OWNERSHIP FOR AMATEUR-BUILT AIRCRAFT


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1.3 SPECIAL AIRWORTHINESS CERTIFICATE

1.4 WARNING, CAUTION AND ADVISORIES This specific definition is for the specific grades of warnings given in this POH.

WARNINGS: DEVIATIONS WILL LEAD TO A ESSENTIAL OR IMIDIATLY

REDUCTION OF THE FLIGHT SAFETY.

CAUTION: DEVIATIONS WILL LEAD TO A SHORT OR LONGTERM REDUCTION OF

THE FLIGHT SAFETY.

ADVISORIES: GIVE A SPECIAL NOTE TO DATA OR PROCEDURES, WHO IS NOT

DIRECTLY RELATED TO FLIGHT SAFETY.

1.5 DESCRIPTION Type of aircraft: 4 Seat single engine piston aircraft with high end STOL capabilities.

Construction details: 3D cut metal tubes welded together to a rigid steel frame. Truss type construction.

Aluminum wing construction

Motor description: 4 cylinder Superior XP400 build by Barrett Precision Engines.

Propeller description: 2 blade Whirlwind constant speed STOL propeller

Wing span: 39 ft. 5in Length: 24 ft. 1,75 in Height: 7 ft. 1,5in Wing area: 193,6sq ft


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1.6 3D PLAN


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SECTION 2: LIMITATIONS

CONTENTS 2.1 INTRODUCTION

2.2 SPEEDS

2.3 AIR SPEED INDICATOR AND MARKINGS

2.4 MOTOR / PROPELLER

2.5 ENGINE / PROPELLER INSTRUMENT MARKINGS

2.6 WEIGHT

2.7 POINT OF GRAVITY

2.8 APPROVED FLIGHT MANUVERS

2.9 G-LIMITATIONS

2.10 CREW

2.11 OPERATIONAL LIMITATIONS

2.12 FUEL

2.13 MAXIMUM PASSENGERS ALLOWED ONBOARD

2.14 OTHER LIMITATIONS

2.15 MARKINGS OF LIMTATIONS

2.1 INTRODUCTION Section 2 contents operational limitations, instrument markings and other general markings needed for

safe operation of the aircraft, motor, propeller, systems and equipment.

2.2 SPEEDS Limitations of speed and the operativ cause.

Velocity (IAS) Comments

VNE Maximum airspeed 139MPH Never exceed this speed during any circumstances

VSO Stallspeed flaps down 30MPH Landing configuration

VS Stallspeed flaps up 35MPH Minimum steady flight

VFE Maximum flap extended speed 65MPH Do not exceed this airspeed with flap 10 DEGREE

extended

VO Maximum operating

maneuvering speed

90MPH

VX Best angle of climb 38MPH

VY Best rate of climb 65MPH

Cross Wind limitations

20MPH Maximum demonstrated crosswind landing.

2.3 AIR SPEED INDICATOR AND MARKINGS

Markings (IAS) Description

White speed range strip 0-60MPH Flaps operating range

Green speed range strip 40-95MPH Normal operating range

Yellow speed range strip 95-139 MPH Caution speed range. Only operate in calm air

Red speed range strip 139-Above Never exceed speed


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2.4. MOTOR / PROPELLER Engine manufacture: Superior Air Parts

Engine model: XP 400 by Barrett Precision Engines

Maximum HP: 215 Departure: 28 Inches MP Continuous: 24,5 Inches MP

Maximum RPM: 2700 Departure: 2700RPM Continuous: 2500RPM

Maximum cylinder head temperature: 500℉ NEVER EXCEED / 430℉ high performance

cruise / 400℉ Economy cruise

Maximum oil temperature: 240℉ NEVER EXCEED / 120-220℉ Cruise / 130-200℉ Optimal.

Oil pressure: 55-95PSI(1800-2700RPM) Maximum: 115 PSI Cold start. Minimum: 20 PSI

Idling

Fuel pressure: Maximum: 35 PSI Minimum: 2 PSI

Fuel type: 100LL / 98

Oil type: SAE J 1899 Ashless / MIL-L-22851

Propeller: Manufacture: Whirl Wind

Model: Whirl Wind STOL CS 200G-CS

Diameter: 80 Inch

RPM limitation: 2700 RPM

2.5 ENGINE / PROPELLER INSTRUMENT MARKINGS:

Instrument Red range - low

Minimum value

Green range

Normal operating

Yellow range

Caution area

Red range - high

Warning area

RPM Indicator 0-749 750-2550 2551-2700 2701-3000

Oil temperature 0-89℉ 120-220℉ 90-119℉ / 221-239℉ 240℉

Cylinder head temp 0-179℉ 300-430℉ 180-299℉ / 431-499℉ 500℉

Fuel pressure 0-10 PSI 25-35 PSI 11-24 PSI / 36-40 PSI 41-50 PSI

Oil pressure 0-19 PSI 55-95 PSI 20-54 PSI / 96-114 PSI 115 PSI

Fuel consumption 25-40 L/h

2.6 WEIGHTS Maximum takeoff weight: 2600 Lbs. Maximum landing weight: 2600 Lbs.

Maximum empty weight: 1555,99Lbs Maximum weight in cargo compartment: 250 Lbs.

2.7 POINT OF GRAVITY Allowed point of gravity area: 10 inch to 23 inch

Refer to Weight and balance scheme

2.8 APPROVED FLIGHT MANUVERES This aircraft is approved for flight in the normal flight category only.

2.9 G-LIMITATIONS Normal category of flight. +3,8G and -1,5G

2.10 CREW Single pilot operation

2.11 OPERATIONAL LIMITATIONS The airplane is approved for VFR DAY operations.

2.12 FUEL Maximum quantity: 82 US Gal Non-useable quantity: 3 Us Gal

Useable quantity: 79 US Gal Approved fuel types: 100LL / 98

2.13 MAXIMUM PASSENGERS ALLOWED ONBOARD Refer to weight and balance scheme for calculations before each flight. Seating for 3 passengers + Pilot.


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2.14 OTHER LIMITATIONS VFR Day Only

Initialt spinn prohibited

2.15 MARKINGS OF LIMITATIONS • Experimental plackard both in both side windows

• Passenger Warning: THIS AIRCRAFT IS AMATURE BUILT AND DOES NOT

COMPLY WITH THE FEDRAL SAFETY REQUIREMENTS FOR``STANDARD

AIRCRAFT``

• Registration marking N-285BC on both sides of the tail.

• Aircraft identification plate: R/H Cargo compartment door


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SECTION 3: EMERGENCY PROCEDURES

CONTENTS

3.1 INTRODUCTION

3.2 ENGINE FAILURE

3.3 ENGINE START IN AIR

3.4 FIRE AND SMOKE

3.5 GLIDING

3.6. EMERGENCY LANDING

3.7 BOUNCING DURING LANDING

3.8 OTHER EMERGENCY PROCEDURES

3.1 INTRDUCTION

Section 3 contains checklists and procedures you need to handle emergencies or other malfunctions during

flight. Emergency situations caused by the aircraft or engine itself are rare if you do a proper inspection

before flight and the maintenance is followed thoroughly.

If an emergency situation occurs, the procedures in this section should be used to accomplish the problem.

3.2 ENGINE FAILURE

ENGINE FAILURE AT TAKEOFF

Throttle ..................................... CLOSED

Land ................................................ ASAP

Do not make big changes in directional control.

Find a place to land in front of you. You decide

where to land, not let it find you.

EMERGENCY LANDING

Best Glide Speed ........................ 65 MPH

Landing field ........................ SELECTED

Seats & Belts .......................... SECURED

Door ........................................ SECURED

Time permitting:

- Engine ............................... AIR START

- Radio (121.5) ....................... MAYDAY

- Transponder ................................... 7700

- ELT .................................................. ON

If No Luck Restarting Engine ....... THEN

- - Fuel Shut-Off Valve .....................OFF

Final Approach ........................... 55 MPH

Before Touchdown ...... DO NOT STALL

3.3 ENGINE START IN AIR

ENGINE AIR START WHEN 1000ft AGL

Airspeed ................................... 80+ MPH

ECU .................................... ON / CYCLE

Throttle ........................... 3/4 FORWARD

Mixture knob ............................ MIDDLE

Prop ........................... FULL FORWARD

Fuel ........ CHECK ON FULLEST TANK

Fuel Pump .......................................... ON

If Prop Stops Wind milling, .......... THEN

- Starter ................................... ENGAGE


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3.4 FIRE AND SMOKE

ENGINE FIRE – GROUND Starter ................ CONTINUE CRANKING Throttle ....................................... CLOSED If Fire Persist ................................... THEN - Fuel Shut-Off Valve ......................... OFF - Master switch key ............................ OFF Exit Plane ........................................ ASAP Fire Extinguisher ......................... AS REQ

ENGINE FIRE – IN FLIGHT Fuel Shut-off Valve ............................ OFF Master switch key .............................. OFF Cabin Heat ......................................... OFF Fire Extinguisher ......................... AS REQ Land ................................................ ASAP

ELECTRICAL FIRE

Master switch key .............................. OFF Emergency power .............................. ON Cabin Vents/Window ......... OPEN IF REQ Fire Extinguisher ......................... AS REQ - Electric Switches ................... 1 AT TIME Land ................................................ ASAP

3.5 GLIDING FLIGHT Decent with loss off engine power is best achieved with the aircraft trimmed and stabilized at 65MPH

and one notch of flap. Remember that the pilot has to decide where to land, not let the aircraft do it for

you.

3.6 EMERGENCY LANDING a. Pre-cautionary landing: Make a precautionary landing as soon as possible if you get abnormal high

or low oil pressure. In case of cylinder head temperature rise above max continuous for a period of time,

land as soon as possible. Look for nearest airport, if it is not possible to make it to an airport, find a

suitable field or road and do the landing there. Reduce power, do not change power setting rapidly, this

can cause engine to fail.

b. Landing with engine running: Make an approach as you would land without any engine. This let

you be prepared and can reach the airfield if the engine should fail during landing. Make small and slow

power corrections during approach.

c. Landing without engine power: Decide where to land. Stabilize and trim the aircraft to 65MPH and

one notch flap. Do the normal approach procedure and on final stabilize and trim to 55MPH and two

notches of flap. Land the aircraft as you would do on a normal day. Keep calm.

d. Ditching: Find a place to land. Locate boats and try to make the landing as close to them as possible

for rescue reasons. When you are going to ditch the aircraft into water, open the cabin doors. If it is high

swells, land parallel to them, if no swells, land into the wind. Do the approach as always. 55MPH on

final and two-three notches of flap. During landing reduce speed and land it on the water. Keep calm

DITCHING OVER WATER

Cabin Side Door ............................. OPEN If High Swells ............... LAND PARALLEL Else ............................. LAND INTO WIND Before Touchdown .......... DO NOT STALL


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3.7 BOUNCING DURING LANDING If heavy bouncing during landing occur, apply more power, pitch nose down, gain control, keep

directional control and make a second attempt.

3.8 OTHER EMERGENCY PROCEDURES

ALTERNATOR/ELECTRIC FAILURE Emergency power .............................. ON Master ................................ OFF, then ON If Discharge Continues ................... THEN - All Non-Essential Electric ................ OFF - Fuses ......................................... CHECK Land ................................................ ASAP

ABNORMAL OIL PRESS/TEMP Throttle ........................ REDUCE POWER Land ................................................ ASAP

ICING CONDITIONS Pitot Heat ............................................ ON Cabin Heat ......................................... OFF Direction and/or Altitude ........... CHANGE


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SECTION 4: NORMAL PROCEDURES

CONTENTS 4.1 INTRODUCTION

4.2 PRE-FLIGHT INSPECTION

4.3 NORMAL PROCEDURES AND CHECKLISTS

4.1 INTRODUCTION Section 4 contains checklists and complete procedures for normal operation of the aircraft.

4.2 PRE-FLIGHT INSPECTION


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The following safety procedure safety instructions must become an integral part of the

aircraft owner operational routine and pre-flight inspection

1. Overview on ramp – Wings level (Tire inflation, shock strut inflation)

2. Open Pilot side door – Inspect cabin for cleanliness, controls free, flaps down. Flight gear

stowed, adequate headsets. Remove fuel strainer/tool from pilot’s seat back pouch.

3. Inspect left main tire for cuts/wear & brake leaks.

4. Check fuel cap security, left gear leg for distortion and hardware. Check all VG vanes

present.

5. Inspect left wing leading edge for damage/cleanliness/slats for free operation/hardware

security.

6. Inspect left aileron for smooth operation and full range of travel, trailing edge

damage/hardware security.

7. Flaps for security/hardware.

8. Inspect wing root fairing (top & bottom) for security/hardware.

9. Examine fuel sample from left low point drain for contamination.

10. Examine left side fuselage for overall condition (wrinkled fabric).

11. Fuel sample from belly low point drains.

12. Inspect left horizontal stabilizer for leading edge damage/security/hardware/brace wire

tension.

13. Particular attention to lower tail surface for fabric damage from rocks/brush etc.

14. Inspect Left elevator for range of movement, free operation & hardware.

15. Inspect rudder for condition, range of movement, hardware.

16. Inspect tail wheel assembly for tire condition/inflation/ hardware.

17. Inspect Right side tail surfaces – Same details & criteria as left side.

18. Inspect Right side fuselage – same as left.

19. Verify baggage door is KEY LOCKED.

20. Inspect right wing in counter clockwise direction – same as left wing – beginning with right

wing fuel sample.

21. Inspect right wheel & gear leg – same as left.

22. Inspect right side cowling for condition/hardware.

23. Check oil level through cowl door, secure dipstick.

24. Inspect propeller for cleanliness, both blades for surface scratches, cracks, and leading edge

& tips for damage.

25. Cowl openings - check for obstructions/security or baffles.

26. Left side cowling for condition.

27. Check for oil and fuel leaks below the cowling

28. Verify load for intended flight is secure and with-in weight & CG limitations.


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4.3 NORMAL PROCEDURES AND CHECKLISTS

a.

Before engine start

Gust Lock .................................. REMOVE Check cockpit .................. CLEANLINESS Fuel Gauges ................................ CHECK Tie Downs & Chocks .............. REMOVED Left Wing & Strut ......................... CHECK Left Wheel & Brake ...................... CHECK Left Fuel Qty ............. CHECK & SECURE Windshield .................................... CLEAN Pitot Tube .................................... CHECK Aileron and flap ............................ CHECK Antennas ...................................... CHECK Aft Belly Sump (1st Flight)........... SAMPLE Empennage ................................. CHECK Rudder & Elevator ....................... CHECK Tail Wheel .................................... CHECK Right Wing-same as left ............... CHECK Oil Level ...................................... 6-8 QTS Prop/Spinner/Filter/Light .............. CHECK Check for oil and fuel leaks .......... CHECK

b.

Engine start Pre-flight inspection .............. COMPLETE Passenger Brief .................... COMPLETE Seats, Harness, Door ................ SECURE Fuel on proper tank ............................. ON Brakes .................................. TEST & SET Emergency power .............................. ON Master switch ..................................... ON Emergency power ............................. OFF Check fuel pump on ............................. #2 Cycle switch to pump ........................... #1 Verify ECU .......................................... UP Start battery select ... UP/CENTER/DOWN Throttle ........................... IDLE POSITION Prop Area ...................................... CLEAR Control Stick ............................ FULL AFT

PUSH START Oil pressure ................................. CHECK Ammeter (AMF) .......................... CHECK

Cycle ECU to verify back-up ECU

c.

Before taxi ATC clearance. Received Flight instruments Check & Set Engine instruments Check

d.

Taxi Brakes and steering Check Flight instruments Check


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e. RUN-UP

Flight Controls ........... FREE & CORRECT Elevator Trim Position .............. TAKEOFF Verify oil temp above ........... 100 degress Verify backup ECU ....................... CYCLE Mixture ....................................... MIDDLE Throttle ..................................... 1500 RPM

- Prop CYCLE 3 TIMES 1st start of the day. Once for restart, to verify operation - Engine Instruments .................... GREEN - Throttle ........................................... IDLE Flaps………………………………........SET

f.

Departure checklist Strobes/Lights ..................................... ON Fuel Pump ..................................... ON #1

Throttle/Prop/Mixture FULL FORWARD Rotate

Climb Speed 65 MPH

g.

Climb Power ...................... MAX MP / 2500 RPM

Monitor oil and cylinder temp

h.

Cruise Power ............................... AS REQUIRED

Trim for cruise speed Lean as required

i.

Decent Power setting for decent Verify mixture for lower altitude

j.

Landing checklist Fuel on proper tank ................................ G Check brakes ......................................... U Mixture ................................................... M Prop forward / high RPM ....................... P Seat belts secured ................................. S GUMPS Check ..................... COMPLETE Final Approach ............................. 55 MPH

k.

Aborted landing Power ............................................... FULL Airspeed ........................................ 65MPH Flaps .................. UP when above 65MPH Mixture ........................................ MIDDLE

Prop forward / high RPM Notify ATC

l.

After landing Cool down as necessary at 1000RPM

Stop engine by turning of master switch key Tach Time ................................. RECORD Gust Lock by seat belt ............... SECURE

Tie down, chock or hangar aircraft


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m.

ELT-check after flight Monitor 121.5 MHz, to ensure the ELT not inadvertently activated.

ENGINE STARTING

To start this engine, it is the same procedure if the engine is cold or warm. Make sure fuel is on proper tank.

Brakes is set. Turn on the Garmin G3X by switching the emergency power ON. The PFD will now power up.

When the screen is on turn the Master switch to ON. Now you can turn the emergency power to off. This is

because you have now functional tested the emergency power. Check the fuel pump by switching it to pump #2,

look at the green light. Cycle the switch back to pump #1. Green light still on. Make sure that the ECU switch is

in UP position. Switch the Start battery select switch to it different positions. This is to make sure the battery

deliver power from battery #1, both and #2. Make sure the throttle are in idle position. Mixture knob is in middle

position. Push start and the engine starts. Follow the checklist through.

WARM UP AND RUN-UP

As soon as the engine starts, the oil pressure should be checked. If no pressure is indicated whit in 30 seconds,

stop the engine and determine the problem. In cold weather, it will take a few seconds longer to get oil pressure

indication. Also, check the ammeter for charging and cycle the ECU to verify that the backup ECU function.

Warm up the engine at 800 to 1000 RPM until the engine oil temp is above 100 degrees F. In the meanwhile,

check the flight controls for free movement and correct deflections. Elevator trim is adjusted to takeoff position

(neutral position). When the oil temp is above 100 f, advance the throttle to 1500 RPM, cycle the prop 3 times if

its 1st start of the day, or twice for re-start to verify operation. Check all engine instruments is whit in limits,

(green) then throttle back to idle. Flaps set for takeoff.

NB! You may lean or rich the mixture to ensure smooth engine operation.

TAKE OFF, CLIMB AND STALL

Doors and windows are secured; fuel pump is running on pump #1, propeller is full forward position and

advance throttle for takeoff. Climb out with 65 MPH and retracted the flaps to achieve maximum rate of climb.

Monitor oil and cylinder temperatures.

CRUISE

Set your cruise power as required. The propeller manufacture recommends using the propeller in the range from

2300 – 2600 RPM due to stress on the propeller. Example: MP 24, 2450RPM Trim the aircraft for

cruise sped and verify fuel mixture for cruise altitude.

APPROACH AND LANDING

During approach trim the plane with the stabilizer until no force is required on the stick to maintain gliding speed

at 65MPH. Lower the flap never exceeding 65MPH. Verify fuel on proper tank, check brakes for leak by

depressing pedals, mixture in the middle position, the propeller is full forward and all passenger’s seatbelts are

secured. Turning final approach reduce speed to 55MPH. Stall speed at gross weight with flaps is at 30MPH,

without flaps 5 MPH higher. During landing roll, use the steerable tail wheel for directional control. Brake used

as little as possible to avoid excessive brake and tire wear.


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SECTION 5: PERFORMANCE

CONTENTS 5.1. INTRODUCTION

5.2. DATA

5.2.1 SPEED

5.2.2. TAKEOFF AND LANDING PERFORMANCE

5.2.3 CLIMB PERFORMANCE

5.2.4 HORIZONTAL FLIGHT

5.2.5 ENDURANCE

5.1. INTRODUCTION Section 5 contain information about airspeeds, stall speeds, take-off and landing performance and

endurance.

5.2. DATA

5.2.1 SPEED

Velocity (IAS) Comments

VNE Maximum airspeed 139MPH Never exceed this speed during any circumstances

VSO Stallspeed flaps down 30MPH Landing configuration

VS Stallspeed flaps up 35MPH Minimum steady flight

VFE Maximum flap extended speed 65MPH Do not exceed this airspeed with flap 10 DEGREE

extended

VO Maximum operating

maneuvering speed

90MPH

VX Best angle of climb 38MPH

VY Best rate of climb 65MPH

Cross Wind limitations

20MPH Maximum demonstrated crosswind landing.

5.2.2 TAKEOFF AND LANDING PERFORMANCE T/O max gross: 420ft Grass Field

Landing max gross: 330ft

5.2.3 CLIMB PERFORMANCE

1200ft/min

5.2.4 HORIZONTAL FLIGHT 90MPH : 2500RPM and 23,5 MP

5.2.5 ENDURANCE 90MPH cruise 7,5 hour endurance: 675 miles with one hour reserve.


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SECTION 6: WEIGHT AND BALANCE CONTENTS

6.1 INTRODUCTION

6.2 WEIGHT AND BALANCE DATA

6.3 LOAD DIAGRAM

6.1 INTRODUCTION. This section contains weight and balance data for an empty aircraft and the load diagram with limitations

for safe loading. Procedures for weighing the aircraft and a updated list for the equipment installed in the

aircraft.

6.2 WEIGHT AND BALANCE DATA Empty weight 8,5`-6 wheels: 1555,99 lbs

Gross Weight: 2600 lbs

Useful load: 1044,01 lbs

6.3 LOAD DIAGRAM Load diagram for Backcountry Super Cub Boss N-285BC


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SECTION 7: SYSTEM DESCRIPTION CONTENTS: 7.1 INTRODUCTION 7.8 DOORS AND WINDOWS

7.2 STRUCTURE 7.9 ENGINE INSTALLATION

7.3 FLIGHT CONTROLS 7.10 FUEL SYSTEM

7.4 INSTRUMENT PANEL 7.11 ELECTRICAL SYSTEM

7.5 LANDING GEAR 7.12 PITOT/STATIC-SYSTEM

7.6 SEATS AND SEATBELTS 7.13 AVIONICS

7.7 CARGO COMPARTMENT 7.14 ELT

7.1 INTRODUCTION This section gives description and operation of the aircraft and its systems.

7.2 STRUCTURE

General:

The airframe consists of 100% Chrome Molly Tubing. The airframe is made from ¾ tubing all the way

through to the firewall. It is overhead X bracing that give more strength to the upper cage when there is

a wing strike. The lower Tail Brace Wire Attach consist of a heavy duty fitting that bolts on to the tail

wheel as well. The aircraft is equipped with welded float fittings and the motor mount uses 0.49 tubing.

The landing gear tubes is 1 3/8 size.

The wing structure is cut using a CNC and the wings are square. The wing is a long leading edge

application. The wing tip is made from a round tube of aluminum, the wings seems extend compared

with a regular super cub, but actually they are the same length. But it utilizes full ribs all the way and no

bow on the end. Instead of tapering the wing and using the wing tip bow, it uses full ribs to the end of

the spar with excellent quality fiberglass tips. It has extended the ailerons 14 inches and the flaps an

extra 12 inches. The extra length of flaps and ailerons requires an extra hanger, increasing the number

of aileron hinges from three to four and the flaps to three instead of the original two. The original flap

was driven from the inboard hinge, but with the extra length of flaps, it drives the flap from the middle

to eliminate any extra stress.

The wing profile is the same as the original Super Cub, but for the perimeter of the ribs it uses an

extruded cap strip. It has an offset T-shape that will allow you to either use pop rivets or rib stitch your

fabric on the wings. This extrusion is also a lot stronger than the original ribs. Instead of using the

standard wire bracing in the wings, like the original Super Cubs, this use drag and anti-drag

compression tubes.

Fuselage: The fuselage is a TRUSS type. The frame is welded steel tube trusses. Supported with

stringers to allow fabric covering to form an aerodynamic shape. The cowling is molded glass fiber.

The Fabric is the Superflite System 7. This is an all-urethane system which is the most advanced

covering system in the world.

Wings: Aluminum High lift wing construction with ribs and spars covered with Superflite System 7.

Leading edge slats and vortex generators provide for slow controlled flight.

Flight controls: Rudder and Elevator are welded steel tube trusses. Covered with Superflite System 7.

Aileron and Flaps are aluminum construction covered with Superflite System 7

Tail surfaces: The tail surfaces are welded steel tube trusses. Covered with Superflite System 7. The

Horizontal stabilizer act as the elevator trim. Its controlled by an electrical trim actuator located inside

the empennage.


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7.3 FLIGHT CONTROLS The units which make up the empennage are the fin, rudder, stabilizers and elevators. They are all

constructed of tubular steel with steel channel ribs. Stainless steel tie rods brace the stabilizer to the fin

and fuselage. The tail brace wire should not be used for lifting or handling the airplane.

The flap lever is located between pilot seat and the front passenger seat. It can be set in any one of four

positions. Full flap is recommended for minimum speed landings. 1 or 2 notches of flap can be applied

to reduce take off run. A minimum take off distance is obtained by takeoff with flap full up, then

applying flap when takeoff speed has been reached. The best angle of climb is obtained with flaps; the

best rate of climb is obtained with no flap applied. The stabilizer trim system is controlled by a switch

on the pilots stick. Stabilizer trim system is full electric with position indication.

The aileron, rudder, elevator and flap are all controlled by wires, pulleys and bell cranks. The stabilizer

trim is electrical controlled. The autopilot servos are connected to the aileron and elevator control

system.

7.4 INSTRUMENT PANEL See next page for illustration.

1. Master key: Turn on the electricial systems

2. Engine start: Push buttom to crank the engine

3. Fuel transfer pump: push buttom to turn on each transfer pump.

4. ECU programming switch: Select between ECU 1 or 2 for programming.

5. ECU display: Shows all information stored inside the ECÙs.

6. Fuel pump selector: Select between fuelpump 1 or 2. 7. Engine fault light: Will illuminate when it is an sensor fault etc.

8. Mixture knob: 50% rich or lean the mixture manually.

9. SD Card: Record all engine data and flight log

10. ELT control panel: Manually turn on the ELT

11. Low voltage light: indicated when it is below 11,5 volts.


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7.5 LANDING GEAR 7075 heat treated aluminium body, brushed finish with superior cooling. Ceramic coated high strength

solid aluminium shaft. Chrome Moly rod end and lower bearing. Nitrogen charged air w/ dual seals and

completely re-valvable piston design.

Matco hydraulic single disk brakes and axle. 6`` wheel and 1,5`` axle stud.

7.6 SEATS AND SEATBELTS. Partial leather and textile seats and bench.

The pilot and co-pilot seat are adjustable back and fore. This is controlled by a lever located in front of

each seat. Each seat has inertia activated shoulder harness. Pockets are located on the backside of the

seatbacks.

The passenger bench suit comfortable 2 passengers in the rear. Each passenger has a manual adjustable

shoulder harness.

7.7 CARGO COMPARTMENT The cargo compartment is accessed through the cargo door on the right side of the fuselage. The cargo

door has to be key locked during flight, to prevent it from opening. The compartment is located aft of

the rear passenger bench. Wooden floor with aluminum walls. Six tie down rings are mounted in the

floor to achieve that the cargo is strapped and secured.

7.8 DOORS AND WINDOWS It is three doors on the aircraft. Left side pilot door, right side passenger door and a cargo door. The

pilot and passenger door is split type door. The upper part is the window that can be opened, and the

lower part is the door and door frame. The window can be opened during flight below 100 MPH IAS.

The windows can only be opened from inside the cabin. The doors can be opened from inside and

outside. Each door has its own key lock.

7.9 ENGINE INSTALLATION The Backcountry Super Cub Boss is powered with a Superior XP-400 engine. This engine generates

215 HP at 2700 RPM. The engine has electronic fuel injection and electronic ignition. This system is

called FLYEFII. The cowling consists of an upper and a lower cowling that is easily removed. The

exhaust is the Vetterman dual muffler exhaust system. The muffler is shrouded and has a cabin heat

shroud installed providing the cabin heat.

The propeller is a Whirlwind Aviation Propeller. 2 blade 80-inch diameter STOL constant speed

composite propeller with swept tip. The propeller has nickel guarded leading edge. See whirlwind

propeller manual for further information.


22 06NOV2016

7.10 FUEL SYSTEM The fuel system consist of 2 main tanks and 2 aux tanks. Fuel from the aux to main is transfered through and

electrical operated transfer pump operated from the lower left side on the instrument panel.

The fuel tanks are ventilated through their respective tank caps.

The fuel quantity system is monitored by old fashion site tube gauges in the cockpit.

Below each tank it is a fuel drain valve. Under the center of the fuselage it is two more fuel drains. This is the

lowest point in the system.

Fuel selector with left, right and Off selection.

Function: Fuel is supplied by gravity feed down through the fuel selector and into the dual fuel pumps. Here

pressure builds up and fuel is supplied to each fuel nozzle. The fuel nozzles are electrical operated through the

EFI system. Excessive fuel is returned to the fuel tank via the fuel selector. See EFII manual for further

information.

7.11 ELECTRICAL SYSTEM See Bus Manager manual FLYEFII, and Garmin G3X Touch installation manual.

7.12 PITOT / STATIC-SYSTEM. Garmin pitot tube is installed on the right wing. The pitot tube is electrically heated to prevent ice build

up. The pitot tube receives Static and Dynamic pressure. The pressure is transferd via tubes to a Garmin

pressure transduce rinstalled in the avionic compartment.

7.13 AVIONICS See Garmin G3X touch user manual for further information.

7.14 ELT The ELT is located on the right hand side of the fuselage aft of the cargo compartment door, behind an

access panel. On the right side of the instrument panel is the ELT control panel located.


23 06NOV2016

SECTION 8: SERVICE AND MAINTENANCE


8.2. INSPECTION INTERVALS

8.3 MODIFICATIONS AND REPAIRS

8.4 GROUND HANDLING

8.5 WASH AND PRESERVATION

8.6 GENERAL MAINTENANCE

8.1 INTRODUCTION This section contains recommended procedures for safe ground handling and maintenance of the aircraft.

It also contains specific inspections and inspection intervals that has to be followed to maintain a safe

operating aircraft.

8.2 INSPECTION INTERVALS

The air plane maintenance program consists of a 50-hour inspection, 100-hour inspection, 500-hour

inspection and 1000-hour inspection.

It also contains special inspection, such as Propeller overspeed inspection and hard landing inspection.

Refer to the Maintenance Program for further details.

8.3 MODIFICATIONS AND REPAIRS Here it will be added information if the aircraft is being modified or has gone through major repairs.

8.4 GROUND HANDLING a. Parking

Parking is done by heading the aircraft into the wind, apply the parking brake and use shocks on the

main wheel. If the aircraft is parked over a period of time, do not use the park brake. Use shocks on the

main wheel and on the tail wheel.

b. Tie down

Tie down is accomplished by using ropes, or a specific tie down kit. Use rope to tie the aircraft with its

tie down rings on each wing, and secure it to the ground. Do not make the rope tight. Make a little slack

on the rope so the aircraft is allowed to move a little.

You can also tie the aircraft using a rope in the center of the landing gear.

Do not tie the tail wheel to the ground. This is because during heavy winds or gust you can damage the

wings, if the aircrafts tail is not allowed to ‘’fly’’.

c. Aircraft jacking.

Lift the aircraft using the hook on the top of the engine. You can also jack the aircraft by using strops

and an elephant jack and lift each main wheel. Jacking the tail is accomplished by lifting the tail onto a

platform.

d. Leveling in front of weighing.

The aircraft has to be in level flight attitude and standing on a level floor. This is accomplished by

lifting the tail onto a platform that is high enough, so the aircraft has its level flight attitude.


24 06NOV2016

8.5 WASH AND PRESERVATION Procedures for washing and preservation.

a. External surfaces.

External surfaces are washed using water and soap. To maintain a smooth surface and a nice-looking

aircraft it is important to keep the aircraft clean. Wipe of leading edges for bugs after each flight.

b. Windows

Windows have to be free from particles like dust and sand before you start washing them. Blow of the

particles or wipe them gently of before washing. When cleaning a window, always remove as much

abrasive dirt as possible without touching the surface. Ideally this would involve flushing the surface

with water and allowing the accumulated bug residue to soak, possibly with a little dish washing liquid

added to the water. If a little rubbing is needed, do it lightly with your bare hand. After a final flushing

with more water and carefully drying with a clean soft cloth, use a good grade cleaner/polish intended

for acrylic windows.

c. Propeller

Clean the propeller using dish washing liquid added to water. Rub the propeller as needed with your

bare hand.

d. Seats

Clean the leather seat using leather cleaner products.

d. Engine wash and preservation

Clean the engine using white spirit and rags and wipe off excessive oil and dirt. Refer to a Lycoming service letter:

Engines in aircraft that are flown only occasionally may not achieve normal service life because

of corrosion. This occurs when moisture from the air and products of combustion combine to

attack cylinder walls and bearing surfaces during periods when the aircraft is not used. The

procedures for combating this condition consist of coating the vulnerable surfaces with rust

inhibitive compounds as herein described.

NOTE

Need for preservation must be evaluated by the owner or operator of the

aircraft based on environmental conditions and frequency of aircraft

activity. The time periods given are recommendations based on normal

conditions.

Our experience has shown that in regions of high humidity, active corrosion can be found on

cylinder walls of new engines inoperative for periods as brief as two days. In engines that have

accumulated 50 hours or more time in service in a short period, the cylinder walls will have

acquired a varnish that tends to protect them from corrosive action; such engines under favorable

atmospheric conditions can remain inactive for several weeks without evidence of damage by

corrosion.

Aircraft operated close to oceans, lakes, rivers and in humid regions have a greater need for

engine preservation than engines operated in arid regions.

ACTIVE ENGINES:

Engine temperature and length of operating time are very important in controlling rust and

corrosion. The desired flight time for air cooled engines is at least one continuous hour at oil

temperatures of 165°F to 200°F at intervals not to exceed 30 days, depending on location and

storage conditions. This one hour does not include taxi, take-off and landing time.


25 06NOV2016

8.6 GENERAL MAINTENANCE

Tire Inflation

For maximum tire service, keep the tires inflated to the proper pressure, which is 30 PSI when using

Airtrac 8.5-6 tires. Reverse the tires on the wheels, if necessary, to produce even wear.

Battery Service

The Earth X 900 Battery installed is fully protected by an integrated Battery Management System that

protects the cell’s from over discharge, over charge, short circuit, thermal protection and built in cell

balancing to ensure charge levels are equal (balanced) 100% of the time for optimal performance and

life.

The operational temperature range is -30 ° C to 60° C. Refer to its own respective manual for charging.

If at any time the aircraft will not start or the battery seems low, charge it for the recommended time and

charge rates shown below and disconnect the charger when charging is complete.

Model Charging amps Charging time

ETX 900 1 amps 16 hour

5 amps 3 hour

20 amps 45 min

The ETX Lithium battery is compatible with most “modern” lead-acid battery chargers or 4cell

LiFePO4 battery chargers. By “modern” we mean a charger that automatically turns off when the

battery is fully charged, a charger with a micro-processor, or a charger with multiple mode charging.

The “full charge” voltage for the ETX Lithium battery is 13.3V or higher.

Brake Service

The brake system is filled with MIL-H.5606 hydraulic brake fluid. This should be checked at every

100-hour inspection and replenished if necessary. Do not use or mix mineral or vegetable base fluids

when refilling system.

To fill the brake system, remove the filler plug on the reservoir in front of the firewall and fill the

system until the reservoir is full. If you suspect air in the system, pump the brakes several times. Open

the bleed port on one brake at a time. Depress the affected brake and open the bleed port until oil with

no air comes out. If necessary, this operation needs to be done several times.


26 06NOV2016

SECTION 9: SUPPLEMENTS


9.2. LIST OF SUPPLEMENTS

9.3 SUPPLEMENTS ADDED

9.1 INTRODUCTION This section contains supplements needed for safe operation of the aircraft.

9.2 LIST OF SUPPLEMENTS:

Date Doc. nr. Title

9.3 SUPPLEMENTS ADDED Each supplement should only cover one system or equipment, such as the autopilot og ski configuration.

The supplements can be provided by the manufacture or by the owner itself. The supplements need to

be approved by the CAA and should contain all changes from the basics in the pilot operating

handbook. Each supplement should contain the following contents.

Section 1 General

The purpose of the supplement and the system it is affecting

Section 2 Limitations

All changes to limitations, marking and labels

Section 3 Emergency procedures

Supplements or changes to the emergency procedures. If it is no changes, it should be

mentioned.

Section 4 Normal procedures

Supplements or changes to the normal procedures. If no changes, it should be mentioned

Section 5 Performance

Changes in aircraft performance, due to the extra equipment installed. If it is no changes, it is

mentioned.

Section 6. Weight and Balance

Weight and balance data due to the installation of the new equipment. If it is no changes, it is

mentioned.

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