information manualthe extra ng is a high performance aerobatic (unlimited) two-seater airplane in...

Information Manual

Designation of Aircraft:

EXTRA NG Manufacturer:

EXTRA Flugzeugproduktions- und Vertriebs- GmbH Flugplatz Dinslaken

46569 Hünxe, Federal Republic of Germany

W A R N I N G

This is an Information Manual and may be used for general purposes only.

This Information Manual is not kept current.

It must not be used as a substitute for the official FAA/EASA approved Pilot’s Operating Handbook required for operation of the airplane.

Information Manual EXTRA NG

Left blank intentionally

Pilot’s Operating Handbook Preceding Pages EXTRA NG

Page Date: 8. October 2019 i

Log of Revisions

Initial Issue ...................................................................... 8. October 2019 Revision 1 .................................................................... 24. February 2020

Page Date: 24. February 2020

Preceding Pages Pilot’s Operating Handbook EXTRA NG

ii Page Date: 8. October 2019

Log of Effective Pages

Title pages ................................................................... 24. February 2020

I thru iv ........................................................................ 24. February 2020

v thru 2-11 ..................................................................... 8. October 2019

2-12 ............................................................................. 24. February 2020

2-13 thru 2-22 ............................................................... 8. October 2019

2-23 ............................................................................. 24. February 2020

2-24 thru 9-02 ............................................................... 8. October 2019

9-03 ............................................................................. 24. February 2020

9-04 thru 905-10 ........................................................... 8. October 2019



Page Date: 8. October 2019 iii

Introduction

This handbook contains 9 sections, and includes the material required to be furnished to the pilot by FAR Part 23. It also contains supplementary data supplied by EXTRA.

THIS MANUAL IS FURNISHED TO THE CIVIL AVIATION AUTHORITIES AS A PART OF THE CERTIFICATION MATERIAL FOR THIS MODEL.

Notes

This Flight Manual applies only to the aircraft whose nationality and registration marks are noted on the title page. This Flight Manual is only valid in connection with the latest approved revision. Refer to the EXTRA Homepage (direct link: http://www.extraaircraft.com/techserv.asp), where the POH Revision Index always shows the current revision status. It is the responsibility of the pilot to be familiar with the contents of this Flight Manual including revisions and any relevant supplements. Pages of this Airplane Flight Manual must not be exchanged and no alterations of or additions to the approved contents may be made without EXTRA/EASA approval. The editor has the copyright of this Flight Manual and is responsible for edition of revisions/amendments and supplements. Amendments, which affect the airworthiness of the aircraft will be announced in mandatory Service Bulletins issued by the manufacturer EXTRA together with the "Airworthiness Directive" (AD) publications issued by



iv Page Date: 8. October 2019

EASA. The owner is responsible for incorporating prescribed amendments and should make notes about these on the records of amendments. Should this Flight Manual get lost, inform EXTRA, Flugplatz Dinslaken 46569 Hünxe, Federal Republic of Germany. Should this Flight Manual be found, kindly forward it to the civil board of aviation in the country the aircraft is registered in.

Notes and Safety Notes

Safety notes in this manual are marked by a boxed textmarker in the margin column of the page and written in semi-bold characters. This manual distinguishes three warning levels:

DANGER Indicates a hazardous situation which, if not avoided, will result in death or serious injury.

WARNING Indicates a hazardous situation which, if not avoided, could result in death or serious injury.

CAUTION Indicates a hazardous situation which, if not avoided, could result in minor or moderate injury.

Additional information given in this manual is also marked by boxed textmarkers in the margin column of the page and is also written in semi-bold characters:

NOTICE Is used to address practices not related to physical injury.

NOTE Represents a useful or remarkable hint.



Page Date: 8. October 2019 v

Terminology

The words "shall", "must" or "will" are used to express a mandatory requirement.

The word "should" is used to express non-mandatory provisions.

The word "may" is used to express permissible.


vi Page Date: 8. October 2019

Main Table of Contents

Section ................................................................... Page

1 GENERAL .................................................................. 1-1

2 LIMITATIONS ............................................................ 2-1

3 EMERGENCY PROCEDURES ......................................... 3-1

4 NORMAL PROCEDURES .............................................. 4-1

5 PERFORMANCE .......................................................... 5-1

6 WEIGHT & BALANCE/EQUIPMENT LIST ........................ 6-1

7 AIRPLANE & SYSTEMS DESCRIPTIONS ........................ 7-1

8 AIRPLANE HANDLING, SERVICE & MAINTENANCE ....... 8-1

9 SUPPLEMENTS ........................................................... 9-1

Pilot’s Operating Handbook EXTRA NG

Page Date: 8. October 2019 1

Section 1 General

Table of Contents

Paragraph Page

1.1 Introduction ................................................................. 3

1.2 3-View Drawing ........................................................... 4

1.3 Main Data .................................................................... 5 1.3a Wing .............................................................................. 5 1.3b Horizontal Tail .............................................................. 5 1.3c Elevator ......................................................................... 5 1.3d Vertical Tail ................................................................... 6 1.3e Rudder .......................................................................... 6

1.4 Engine ......................................................................... 6

1.5 Propeller ...................................................................... 6

1.6 Exhaust System ............................................................ 6

1.7 Fuel ............................................................................. 7

1.8 Oil ............................................................................... 8

1.9 Loading ....................................................................... 8

1.10 Terminology ................................................................ 9 1.10a Air Speeds ..................................................................... 9 1.10b Meteorological Terminology .......................................... 9 1.10c Secondary Terminology ............................................... 10 1.10d Conversion Table ........................................................ 11

Section 1 Pilot’s Operating Handbook General EXTRA NG

2 Page Date: 8. October 2019

Intentionally left blank

Pilot’s Operating Handbook Section 1 EXTRA NG General


1.1 Introduction

The EXTRA NG is a high performance aerobatic (unlimited) two-seater airplane in carbon fiber composite construction. It has a low-wing design and a conventional tail.

The rear seat is instrumented for pilot in command.

The aircraft is certified in normal and acrobatic category.



1.2 3-View Drawing

1.80 m5.91 ft

2.48

m7.

11 m

2.52

m

4.90 m

7.00 m

8.14

ft23

.33

ft8.

27 ft

16.08 ft

22.97 ft

8.00 m (+ 0.30 m)26.25 ft (+ 0.98 ft)



1.3 Main Data

Length 7.11 m (23.33 ft) Height 2.52 m (8.27 ft) Span 8.30 m (27.23 ft) Wheel base 4.90 m (16.08 ft) Wheel track 1.80 m (5.91 ft)

1.3a Wing

Wing span (with wing tips) 8.30 m (27.23 ft) Wing-area (with wing tips) 10.94 m² (117.76 ft²) Airfoil Root: MA 15 S Airfoil Tip: MA 12 S Chord Root: 1.850 m (6.07 ft) Chord Tip: 0.830 m (2.72 ft) MAC 1.405 m (4.61 ft) Aileron area 2 x 0.876 m² (2 x 9.43 ft²) Aileron deflection up/down 30°, tolerance ± 2°

1.3b Horizontal Tail

Span 3.30 m (10.83 ft) Area 2.83 m² (30.46 ft²) Airfoil NACA 0012

1.3c Elevator

Area 1.19 m² (12.81 ft²) Elevator-deflection up 25°, tolerance ±0° down 25°, tolerance -2° Trim-tab-deflection up 35°, down 35°, tolerance ±2°



1.3d Vertical Tail

Area 1.846 m² (19.87 ft²) Airfoil NACA 0012

1.3e Rudder

Area 0.877 m² (9.44 ft²) Rudder deflection left/right 30°, tolerance ±2°

1.4 Engine

Manufacturer: Textron-Lycoming Williamsport Plant PA 17701 USA Type: Lycoming AEIO-580-B1A Rated power: 235 kW (315 HP) @ 2700 RPM 228 kW (306 HP) @ 2600 RPM 215 kW (288 HP) @ 2400 RPM

1.5 Propeller

Manufacturer: MT-Propeller Entwicklung GmbH Federal Republic of Germany Type 1: MTV-9-B-C/C 198-25 3-blade constant speed. Type 2: MTV-14-B-C/C 190-130 4-blade constant speed.

1.6 Exhaust System

1 Manufacturer: Gomolzig Flugzeug- und Maschinenbau GmbH Federal Republic of Germany Complete 6 in 1 System with integrated Silencer.



2 Manufacturer: SAS Atelier Chabord, France Acro Cat (aerial work) without silencer (6-in-2).

1.7 Fuel

Fuel type: AVGAS 100/100 LL (for alternate fuel grades see later issues of Textron Lycoming S.I. No 1070)

Minimum 100/130 octane.

Total fuel capacity: 196.0 L (51.8 US.gal) Total usable fuel capacity: 193.0 L (51.0 US.gal) AUX tank (LH + RH wing tanks): 120.5 L (31.8 US.gal) AUX tank usable fuel capacity: 120.0 L (31.7 US.gal) Center tank: 62.0 L (16.4 US.gal) Center tank usable fuel capacity: 62.0 L (16.4 US.gal) Acro tank: 13.5 L (3.4 US.gal) Acro tank usable fuel capacity: 11.0 L (2.8 US.gal) Total fuel capacity for aerobatics: MAIN tank (acro and center tank): 75.5 L (19.9 US.gal) MAIN tank usable fuel capacity: 73.0 L (19.3 US.gal)



1.8 Oil

Maximum sump capacity: 15.13 L (16 US.qt) Minimum sump capacity: 8.51 L ( 9 US.qt)

Average ambient air temperature

Mil-L6082 grades

Mil-22851 ashless dispersant

grades

All temperatures ---- SAE 15W50 or 20W50

> 27°C (80°F) SAE 60 SAE 60

> 16°C (60°F) SAE 50 SAE 40 or 60

- 1°C til 32°C (30°F - 90°F) SAE 40 SAE 40

- 18°C til 21°C (0°F - 70°F) SAE 30 SAE 30,40 or 20W40

- 18°C til 32°C (0°F - 90°F) SAE 20W50 SAE 20W50 or 15W50

< -12°C (10°F) SAE 20 SAE 30 or 20W30 (single or multi - viscosity aviation grade oils see latest issue of Textron Lyc. S.I. No. 1014)

1.9 Loading

Wing loading @ MTOW: Normal/Acrobatic III 88.62 kg/m² (18.15 lbs/ft²) Acrobatic II 83.96 kg/m² (17.20 lbs/ft²) Acrobatic I 76.49 kg/m² (15.67 lbs/ft²)

Wing loading @ MTOW (with wing tips): Normal/Acrobatic III 86.84 kg/m² (17.78 lbs/ft²) Acrobatic II 82.27 kg/m² (16.85 lbs/ft²) Acrobatic I 74.95 kg/m² (15.35 lbs/ft²)

Power loading @ MTOW: Normal/Acrobatic III 4.04 kg/kW (6.65 lbs/hp) Acrobatic II 3.83 kg/kW (6.30 lbs/hp) Acrobatic I 3.49 kg/kW (5.74 lbs/hp)



1.10 Terminology

CFRP Carbon fiber reinforced polymer

EFIS Electronic flight instrument system

1.10a Air Speeds

CAS Calibrated Air Speed. CAS is the same as TAS (True Air Speed) in standard atmospheric condition at sea level

KCAS Calibrated speed in knots

GS Ground speed

IAS Indicated air speed

KIAS Indicated speed in knots

TAS True air speed. It's the same as CAS compensated for altitude, temperature and density

VA Maneuvering speed

VNE Never exceed speed

VNO Maximum structural cruising speed

VS Stalling speed or minimum steady flight speed

VX Best angle-of-climb speed

VY Best rate-of-climb speed

1.10b Meteorological Terminology

ISA International standard atmospheric condition

OAT Outside air temperature



1.10c Secondary Terminology

fpm Feet/minute

ft Foot = 0.3048 m

in Inch = 2.54 cm

m Meter

L Liter

US.gal US (liquid) gallon = 3.79 liters

US.qt US (liquid) quart = 0.946 liters

hp Horse power (english)

h Hour

kts Knots (nm/h) = 1.852 kilometer per hour

km/h Kilometer per hour

lb English pound = 0.4536 kg

hPa hekto Pascal

inHg Inches of mercury

MP Manifold pressure

PA Pressure altitude (ft)

nm Nautical mile = 1.852 km

rpm Revolutions per minute

CG Center of gravity

Arm Arm is the horizontal distance from reference datum

Moment is the product of weight of an item multiplied by its arm.



1.10d Conversion Table


Page Date: 8. October 2019 Page approved 1

Section 2 Limitations

Table of Contents

Paragraph Page

2.1 General ........................................................................ 3

2.2 Airspeeds (IAS) ............................................................. 3

2.3 Engine ......................................................................... 4 2.3a Fuel ............................................................................... 4 2.3b Engine Limitations ......................................................... 4

2.4 Propeller ...................................................................... 5

2.5 Weight Limits ............................................................... 6

2.6 Weight and C.G. Envelope ............................................ 6

2.7 Flight Maneuvers ......................................................... 7

2.8 Load Factor ................................................................ 10

2.9 Flight Crew Limits ...................................................... 10

2.10 Kinds of Operation Limits ........................................... 10 2.10a Structural Temperature Limitation ............................... 11

2.11 Maximum Operating Altitude ..................................... 11

2.12 Tire Pressure ............................................................. 11

2.13 Baggage Compartment............................................... 11

2.14 Markings and Placards ............................................... 12 2.14a Aircraft Identification Plate .......................................... 12 2.14b Operating Placards ...................................................... 13 2.14c Instrument Markings ................................................... 20

2.15 Kinds of Operation Equipment List ............................. 21

Section 2 Pilot’s Operating Handbook Limitations EXTRA NG

2 Page approved Page Date: 8. October 2019


Pilot’s Operating Handbook Section 2 EXTRA NG Limitations


2.1 General

This section includes operating limitations, instrument markings, and basic placards necessary for the safe operation of the aircraft, its engine, standard systems, and standard equipment. The limitations included in this section have been approved by EASA. Observance of these operating limitations is required by national aviation regulations.

NOTE In case of an aircraft equipped with specific options additional information required for safe operation will be contained in Section 9 "Supplements".

Instrument markings and placards are provided for the acrobatic category only; for normal category refer to corresponding limitations. This aircraft is certified under Type Certificate Data Sheet (TCDS) EASA.A.620.

Any exceedance of given limitations has to be reported by the pilot so that necessary inspection or maintenance procedures according to the Maintenance Manual EXTRA NG (Doc. N°: EX-01702) can be performed.

2.2 Airspeeds (IAS)

VNE 221 knots (409 km/h) VNO (Normal Cat.) 144 knots (267 km/h) VNO (Acro Cat. I, II, III) 161 knots (298 km/h) VO (Normal Cat.) 144 knots (267 km/h) VO (Acro Cat. I, II, III) 161 knots (298 km/h)

Max. Aileron Control Inputs (Acro Cat. I , II, III) up to 187 knots (346 km/h)



2.3 Engine

Engine-type: Textron-Lycoming AEIO-580-B1A Rated maximum power: 235 kW (315 HP) @ 2700 rpm.

2.3a Fuel

Minimum grade aviation gasoline: 100/100LL; for alternate fuel grades see latest revision of Lycoming S.I. No. 1070.

Total fuel capacity: 196.0 L (51.8 US.gal)

Total usable fuel capacity: 193.0 L (51.0 US.gal)

Total fuel capacity for aerobatics in MAIN tank (acro and center tank): 75.5 L (19.9 US.gal)

Total usable fuel capacity for aerobatics in MAIN tank (acro and center tank): 73.0 L (19.3 US.gal)

For acrobatic flight wing tanks must be empty.

2.3b Engine Limitations

1 Maximum Rotational Speed Take-Off and Maximum Continuous: 2700 rpm*

NOTE* Applicable propeller RPM limitations must be observed.

2 Oil-Temperature Maximum 118°C (245°F)

3 Oil Pressure Minimum Idling 172 kPa (25 psig) Normal 379 - 655 kPa (55 - 95 psig) Starting, Warm up, Taxi & Take-Off 793 kPa (115 psig)



WARNING It is normal for the oil pressure to "flicker" from 69 to 207 kPa (10 to 30 psig) when going from upright to inverted flight. During knife edge flights and zero-g flights oil pressure may drop and the oil system may not scavenge resulting in engine failure or damage if flight is prolonged. Knife edge and zero-g flight should not exceed 10 seconds.

WARNING If oil pressure drops to 0 kPa (psig) the propeller pitch changes automatically to coarse (high) pitch with a corresponding decrease in RPM. Apply positive g to avoid engine stoppage.

4 Fuel Pressure Maximum (at fuel flow divider): 97 kPa (14 psig)

5 Cylinder Head Temperature Maximum 241°C (465°F)

2.4 Propeller

MT-Propeller Entwicklung GmbH, Federal Republic of Germany

Standard: MTV-9-B-C/C198-25, 3-blade constant speed*

Maximum rotational speed: Take-Off and Maximum Continuous: 2700 rpm

NOTE* Compliance with applicable noise protection requirements (ICAO Annex 16 and FAR 36) has not been demonstrated for the MTV-9-B-C/C198-25 propeller. However for non-US registered airplanes this propeller is permissible when registered in the Acrobatic Category only as ICAO Annex 16 grants an exception for airplanes specially designed for aerobatic purposes.



Alternative: MTV-14-B-C/C190-130, 4-blade constant speed

Maximum rotational speed: Take-Off and Maximum Continuous: 2700 rpm

2.5 Weight Limits

1 Maximum allowed empty weight: Normal category 732 kg (1614 lbs) Acrobatic category III 742 kg (1636 lbs) Acrobatic category II 692 kg (1526 lbs) Acrobatic category I 680 kg (1499 lbs)

2 Maximum allowed T/O weight: Normal category 950 kg (2095 lbs) Acrobatic category III 950 kg (2095 lbs) Acrobatic category II 900 kg (1984 lbs) Acrobatic category I 820 kg (1808 lbs)

3 Max allowed landing weight: Normal category 902 kg (1989 lbs) Acrobatic category III 902 kg (1989 lbs) Acrobatic category II 900 kg (1984 lbs) Acrobatic category I 820 kg (1808 lbs)

2.6 Weight and C.G. Envelope

Vertical reference: fire-wall

1 Normal Flight Max T/O Weight: 950 kg (2095 lbs) (and below) Forward C.G.: 63.6 cm (25.04") Rear C.G.: 80.5 cm (31.69")



2 Acrobatic Flight Max T/O Weight: 950 kg (2095 lbs) (and below) Forward C.G.: 63.6 cm (25.04") Rear C.G.: 80.5 cm (31.69")

2.7 Flight Maneuvers

1 Normal Flight All aerobatic maneuvers are prohibited except stall, chandelle, lazy eight and turns up to 60 degrees bank angle.

2 Acrobatic Flight The plane is designed for unlimited aerobatics (wing tanks must be empty). Inverted flight maneuvers are limited to max. 4 minutes.

The structure is designed for full aileron control input up to 187 KIAS (346 km/h) in combination with 2/3 of the applicable maximum load factor.

Recommended basic maneuver entry speeds are listed in the following list.

NOTE This airplane is capable of maneuvers up to 10g. If aerobatic maneuvers will be performed with a co-pilot or passenger, the pilot should ensure that the co-pilot/passenger has been properly briefed on the physiological effects of high g maneuvers. This briefing should include accepted muscles straining and breathing techniques to counter the physiological effects of high g maneuvers. During the flight, the pilot should ensure the co-pilot/passenger is doing OK.

► Check weight and C/G!



WARNING Particular caution must be exercised when performing maneuvers at speeds above VA [161 KIAS (298 km/h)]. Large or abrupt rudder and elevator control inputs above this speed as well as full aileron control inputs above 187 KIAS (346 km/h) may impose unacceptably high loads which exceed the structural capability of the aircraft.

NOTE For aerobatic maneuvers see Section 4. All maneuvers can be performed in upright and inverted flight attitude.



Maneuvers Recommended

entry speeds IAS Symbol Remarks

Segment: min knots

(km/h) max knots

(km/h)

horizontal Line VS VNE

45°climbing 80 (148) VNE

90° up VO VNE

45° diving VS VNE

reduce throttle

90° diving VS VNE

reduce throttle

1/4 Loop climb. 100 (185) 190 (352)

Loop 100 (185) 190 (352)

Stall turn 100 (185) 190 (352)

Aileron roll 80 (148) 185 (343)

full deflection

Snap roll 80 (148) 140 (259)

"tail slide" 100 (185) 190 (352)

Spin VS

Inverted spin VS

Knife edge >150 (278)

< 10 s

Inverted Flight >VS 190 (352)

< 4 min



2.8 Load Factor

1 Normal Flight MTOW 950 kg (2095 lbs) + 6 g / - 3 g

2 Acrobatic Flight Category I MTOW 820 kg (1808 lbs) + 10 g / - 10 g for 1 seat occupied / pilot only

Category II MTOW 900 kg (1984 lbs) + 8 g / - 8 g for 2 / both seats occupied

Category III MTOW 950 kg (2095 lbs) + 6 g / - 6 g for 2 / both seats occupied

2.9 Flight Crew Limits

Minimum crew is one pilot in the rear seat. Solo flying from rear seat only. Maximum 2 persons are allowed. For hearing protection noise suppression (passive or active) communication headsets are required. The rear cockpit is equipped with a complete set of airplane controls and instruments.

2.10 Kinds of Operation Limits

Only VFR flights at day are allowed. The aircraft may be operated at OAT from -20°C (-4°F) to +44°C (+111°F). Below temperatures of -10°C (+14°F) the oil vent line must be modified by the low temperature kit (breather line). Flight in known icing-conditions is prohibited. Smoking is prohibited



2.10a Structural Temperature Limitation

Structure is qualified up to 72°C (161.6°F). Structure temperatures (composite) above 72°C (161.6°F) are not permitted.

2.11 Maximum Operating Altitude

Max. certified operating altitude is 10 000 ft (3048 m) MSL.

2.12 Tire Pressure

The tire pressure is 3.4 bar (49 psi).

2.13 Baggage Compartment

The use of baggage compartment is prohibited.



2.14 Markings and Placards

The following list of placards does not define the layout but the content and intent of the placards.

2.14a Aircraft Identification Plate

*)The latest national aviation regulations must be observed in determining whether the placard is required.

**) call sign placard




2.14b Operating Placards

V = 161 KTS (ACRO)V = 144 KTS (NORMAL)

OO or

V = 289 km/h (ACRO)V = 267 km/h (NORMAL)

OO

near the airspeed indicators

The markings and placards installed in this airplane contain operating limitations which must be complied with when operating this airplane in the acrobatic category. Other operating limitations which must be complied with when operating this airplane in this category or in the normal category are contained in the Airplane Flight Manual. Applicable RPM limitations must be observed.

In the rear cockpit

This airplane is certified for VFR dayoperation. Operation under known

icing conditions is prohibited.

On the rear instrument panel

On the control stick grip handle in the rear cockpit



In the rear cockpit on the selector valve handle

WING TANK MUST BE EMPTY FOR AEROBATICSUSABLE FUEL 120L (31.7 US GAL)

On the rear instrument panel

AEROBATIC:CAT I: ±10 G, 1 Pilot, MTOW 820 kg (1808 lbs)CAT II: ± 8 G, 2 Persons on board, MTOW 900 kg (1984 lbs)CAT III: ± 6 G, 2 Persons on board, MTOW 950 kg (2095 lbs) Maximum Landing Weight 902 kg (1990 lbs)

In the rear cockpit

NORMAL:+6G / -3G MTOW 950 kg (2095 lbs)Maximum Landing Weight AEROBATICS INCL. SPIN NOT APPROVED!

902 kg (1990 lbs)

In both cockpits

NO SMOKING

In both cockpits



USE OF HEADSET IS REQUIREDUSE OF PARACHUTE IS RECOMMENDED

On the right side of both instrument panels

MIXTUREPULL - LEAN

PROPELLERPUSH - HIGH RPM

Between RPM and mixture control units in the rear cockpit

CLOSE THROTTLE OPEN Near throttle control in both cockpits

UNLOCKLOCK

Around the cutout in the canopy frame for the movable canopy locking handles in each cockpit

VENTOPEN

Near the eyeball-type adjustable vents

On the LH storage box in the rear cockpit

FIRE EXTINGUISHER

On the RH storage box in the rear cockpit

POH/AFM



On the LH armrest in the rear cockpit, near the backrest adjustment button

PEDAL ADJUST

On the seats in both cockpits, near the pedal adjustment button

Maneuvers Airspeeds Maneuvers Airspeedsmin KIAS max KIAS min KIAS max KIAS

Segment:

Horizontal Line V V Aileron roll 80 185

45°climbing 80 V Snap roll 80 140

90° up V "Tail-slide" 100 190

45° diving V V Spin V ----

90° diving V V Inverted spin V ----

1/4 Loop climb. 100 190 Inverted flight > V 190(Less than 4 min)

Loop 100 190Knife edge >150 ----

Stall turn 100 190 (Less than 10 s)

S NE

NE

NE

S NE S

S NE S

S

VO

Approved aerobatic maneuvers and recommended entry airspeeds

or

Maneuvers Airspeeds Maneuvers Airspeedsmin km/h max min max

Segment:

Horizontal Line V V Aileron roll 148 343

45°climbing 148 V Snap roll 148 259

90° up V V "Tail-slide" 185 352

45° diving V V Spin V ----

90° diving V V Inverted spin V ----

1/4 Loop climb. 185 352 Inverted flight > V 352(Less than 4 min)

Loop 185 352Knife edge >278 ----

Stall turn 185 352 (Less than 10 s)

km/h km/h km/h

S NE

NE

NE

S NE S

S NE S

S

O

Approved aerobatic maneuvers and recommended entry airspeeds

In both cockpits

BACKREST ADJUST



CAUTIONParticular caution must be exercised when performing maneuvers at speeds above V [161 KIAS (298 km/h)]. Large or abrupt rudder and elevator control inputs above this speed as well as full aileron control inputs above 187 KIAS (346 km/h) may impose unacceptable high loads which exceed the structural capability of the aircraft.

O

In both cockpits

WARNING:SOLO FLYING FROMREAR SEAT ONLY!

On front instrument panel

This airplane must be operated in accordance with the airplane flight manual only.

In the rear cockpit

SPIN RECOVERY:- Apply opposite rudder- Power idle- Ailerons neutral- Stick in neutral position

In the rear cockpit

CALLSIGN

In both cockpits

EXTRA NG

On both instrument panels



For N 030 060 E 120 150

Steer

For S 210 240 W 300 330

Steer

Date:

Airpath Near Mag. Dir. Indicator

For situational awareness only

Near the EFIS on both instrument panels

MICRO

PHONES

In both cockpits, on the RH side

F U E LAVGAS 100/100LL

Near each filler cap

OIL

On the separate hatch / upper cowling, outside

USE STRAIGHT MINERAL OILFOR A MINIMUM OF 50 HOURS

On the separate hatch / upper cowling, inside



CHARGE (12V)

Near the charging socket, LH front lower side of the fuselage

Near the rear drain valve on the RH side of the bottom fuselage cover

Near the front drain valve on the RH side of the bottom fuselage cover

GASCOLATOR DRAIN

Near the drain valve on the RH lower side of the firewall

3.4 BAR49 PSI

On the outside of the wheel fairings

In the baggage compartment

MAIN TANK DRAIN

AUX TANK DRAIN

NO BAGGAGE



2.14c Instrument Markings

1 Airspeed Indicator green arc 63 KIAS (116 km/h) - 161 KIAS (298 km/h) yellow arc 161 KIAS (298 km/h) - 221 KIAS (409 km/h) red line 221 KIAS (409 km/h)

2 Oil Pressure Indicator red line 25 psig yellow range 25 psig - 55 psig green range 55 psig - 95 psig yellow range 95 psig - 115 psig red line 115 psig

3 Oil Temperature Indicator yellow range 100 °F - 140 °F green range 140 °F - 210 °F yellow range 210 °F - 245 °F red line 245 °F

4 Cylinderhead Temperature Indicator yellow range 100 °F - 150 °F green range 150 °F – 435 °F yellow range 435 °F – 465 °F red line 465 °F

5 RPM Indicator green range 700 rpm - 2600/2700 rpm red line 2600/2700 rpm *) Refer to Section 2.3b and 2.4.

6 G - Meter green arc -6 g - +6 g yellow arc +6 g - +10 g -6 g - -10 g



red line +10 g -10 g

7 Fuel Pressure Indicator green range 0 psig - 14 psig red line 14 psig

8 Manifold Pressure Indicator green range marking 10 in - 30 in

2.15 Kinds of Operation Equipment List

The aircraft may be operated in day VFR when the appropriate equipment is installed and operable. No Pilot's Operating Handbook Supplement grants approval for IFR operation. Flight in icing conditions is prohibited.

The following equipment list identifies the systems and equipment upon which type certification for each kind of operation was predicated. The following systems and items of equipment must be installed and operable for the particular kind of operation indicated.

Normal Acrobatic

1 seat 2 seats

Communication

Transceiver-VHF 1 1 1

Electrical Power

Battery 1 1 1

Alternator 1 1 1

Ammeter 1 1 1

Voltmeter 0 0 0

Flight Control System

Elevator-trim control (electric) 1 1 1



Normal Acrobatic

1 seat 2 seats

Fuel

Boost pump 1 1 1

Fuel quantity indicator (MAIN tank) 1 1 1

Fuel quantity indicator (AUX tank) 1 1 1

Fuel pressure indicator 1 1 1

Light

Wing-tip NAV lights 0 0 0

Wing-tip strobe lights 1 1 1

Navigation

Altimeter 1 1 1

Airspeed indicator 1 1 1

Mag. direction indicator 1 1 1

OAT indicator 0 0 0

Vertical speed indicator 0 0 0

Turn and bank indicator 0 0 0

Artificial horizon 0 0 0

Directional gyro 0 0 0

Transponder1 * * *

Engine Indication

RPM indicator 1 1 1

Manifold pressure indicator 1 1 1

Exhaust gas temperature indicator 0 0 0

Cylinder head temperature indicator 0 0 0

1 In some airspaces Mode S Elementary Surveillance functionality is required



Normal Acrobatic

1 seat 2 seats

Oil

Oil temperature indicator 1 1 1

Oil pressure indicator 1 1 1

Flight Crew Equipment

Parachute rear 0 * *

Parachute front 0 0 *

Seat belt rear 1 1 1

Seat belt front 1 0 1

Headset rear 1 1 1

Headset front 1 0 1

NOTE The zeros ( 0 ) used in the above list mean that either the equipment or system, or both were not required for type certification for that kind of operation. Either equipment or systems in addition to those listed above may be required by the national operating regulations. The asterisks ( * ) used in the above list mean that latest national aviation regulations must be observed in determining whether the equipment and/or system are required. According FAR Part 91 „General Operating and Flight Rules" each occupant of an US registered airplane must wear an approved parachute when performing aerobatic maneuvers. EXTRA considers aerobatics without wearing an approved parachute to be unsafe.




Section 3 Emergency Procedures

Table of Contents

Paragraph Page

3.0 Introduction ................................................................. 3 3.0a General ......................................................................... 3 3.0b General Behavior in Emergency Situations ..................... 3

3.1 Airspeeds for Emergency Operation ............................. 5

3.2 Operational Checklist ................................................... 5 3.2a Engine Failure during Take-off Roll ............................... 5 3.2b Engine Failure immediately after Take-off ..................... 6 3.2c Engine Failure during Flight (Restart Process) ................ 6 3.2d Loss of Oil Pressure ....................................................... 7 3.2e High Oil Temperature .................................................... 7 3.2f Alternator Failure .......................................................... 7 3.2g EFIS Failure .................................................................... 8 3.2h Loss of Navigation Functionality of GPS or Navigation

Radio ............................................................................. 9 3.2i Failure or Error of Manifold Pressure Indication ........... 10 3.2j Failure or Error of One or Several CHT Indications ....... 10 3.2k Failure or Error of Oil Pressure Indication .................... 10 3.2l Failure or Error of Oil Temperature Indication ............. 10 3.2m Failure or Error of Fuel Quantity Indication .................. 11 3.2n Failure or Error of Fuel Pressure Indication .................. 11

3.3 Forced Landings ........................................................ 11 3.3a Emergency Landing without Engine Power ................... 11 3.3b Precautionary Landing with Engine Power .................... 12 3.3c Overweight Landing .................................................... 12

3.4 Fires .......................................................................... 13 3.4a During Start on Ground ............................................... 13 3.4b Engine Fire in Flight .................................................... 14

Section 3 Pilot’s Operating Handbook Emergency Procedures EXTRA NG


3.5 Icing ........................................................................... 14 3.5a Inadvertent Icing Encounter ......................................... 14

3.6 Unintentional Spin ...................................................... 14

3.7 Manual Bail-out .......................................................... 15

3.8 Emergency Exit after Turn-over .................................. 16

3.9 Elevator Control Failure............................................... 16

4.0 Trim Runaway ............................................................. 17

Pilot’s Operating Handbook Section 3 EXTRA NG Emergency Procedures


3.0 Introduction

3.0a General

This section contains the checklists and procedures coping with emergencies that may occur. These checklists must be followed in various emergencies to ensure maximum safety for the crew and/or aircraft.

For checklists and procedures associated with optional systems or equipment refer to the applicable Supplements as listed in Section 9.

Thorough knowledge of these procedures will enable the aircrew to better cope with an emergency. The steps should be performed in the listed sequence. However, the procedures do not restrict the aircrew from taking any additional action necessary to deal with the emergency.

3.0b General Behavior in Emergency Situations

As soon as one of the crew members becomes aware that an emergency situation exists, he must immediately alert the other crew member of the situation. In any emergency situation, contact should be established with a ground station as soon as possible after completing the initial corrective action. Include position, altitude, heading, speed, nature of the emergency and pilot's intentions in the first transmission. Thereafter the ground station should be kept informed of the progress of the flight and of any changes or developments in the emergency. Three basic rules apply to most emergencies and should be observed by each aircrew member:

▶ Maintain aircraft control

▶ Analyze the situation and take proper action



▶ Land as soon as possible/as soon as practical

The meaning of "as soon as possible" and "as soon as practical" as used in this section is as follows:

Land AS SOON AS POSSIBLE (ASAP): Emergency conditions are urgent and require an immediate landing at the nearest suitable airfield, considering also other factors, such as weather conditions and aircraft mass.

Land AS SOON AS PRACTICAL: Emergency conditions are less urgent and in the aircrews judgment the flight may be safely continued to an airfield where more adequate facilities are available.

WARNING Make only one attempt to restore an automatically disconnected power source or to reset or replace an automatically disconnected CPD (circuit protection device) that affects flight operations or safety. Each successive attempt to restore an automatically disconnected power source, or the resetting of an automatically disconnected CPD can result in progressively worse effects.



3.1 Airspeeds for Emergency Operation

Stall speed 63 KIAS (116 km/h)

Engine failure after take-off 90 KIAS (167 km/h)

Best recommended gliding speed (glide angle 1/8):

Normal & Acro III Category 950 kg (2095 lbs) 100 KIAS (185 km/h)

Acro II Category 900 kg (1984 lbs) 97 KIAS (180 km/h)

Acro I Category 820 kg (1808 lbs) 93 KIAS (172 km/h)

Precautionary landing with engine power

90 KIAS (167 km/h)

Landing without engine power 90 KIAS (167 km/h)

3.2 Operational Checklist

3.2a Engine Failure during Take-off Roll

Item Condition

Throttle IDLE

Brakes APPLY

Mixture IDLE CUT OFF

Ignition switch OFF

Battery switches OFF

Alternator switch OFF



3.2b Engine Failure immediately after Take-off

Stall speed: 63 KIAS (116 km/h)

Item Condition

Airspeed 90 KIAS (167 km/h)


Fuel shutoff valve OFF (Pull & Turn)

Ignition switch OFF



Forced landing PERFORM as practical

3.2c Engine Failure during Flight (Restart Process)

Item Condition


Fuel shutoff valve FULLEST TANK

Mixture RICH

Boost pump ON

Ignition switch BOTH (or START if propeller has stopped)



3.2d Loss of Oil Pressure

Item Condition

Positive "g" APPLY

If oil pressure is not regained then:


Throttle REDUCE AS REQUIRED

Engine oil temperature OBSERVE INDICATION

Land ASAP be prepared for power off landing

NOTE If oil pressure drops to 0 psi (kPa) the propeller pitch changes automatically to coarse (high) pitch with a corresponding decrease in RPM.

3.2e High Oil Temperature

Item Condition

Throttle REDUCE

Mixture ENRICH; if practical

Airspeed INCREASE, if practical

Land ASAP be prepared for power off landing

3.2f Alternator Failure

An alternator failure does not mean an immediate danger.



The aircraft has sufficient battery capacity installed for more than one hour, if smoke pump is not operated. However a landing on appropriate airfield is recommended.

An alternator failure is indicated by a yellow ALTERNATOR annunciation on the right side next to the PFD indication of the EFIS.

Item Condition

If yellow ALTERNATOR indication is displayed: Digital voltage indication CROSS CHECK

If indication is above 13 V, alternator is in function: Flight CONTINUE

if it is not: rpm CHECK min. 2500 rpm

ALTERNATOR switch OFF AND ON

ALTERNATOR circuit breaker

PULL AND RESET

Low voltage monitor CHECK INDICATION

If yellow ALTERNATOR indication is off: Flight CONTINUE

If yellow ALTERNATOR indication is displayed again:

SMOKE ARM switch CHECK OFF

Land AS SOON AS PRACTICAL within 1 hour

3.2g EFIS Failure

The failure of the EFIS may have different causes:

• Loss of electrical power (Avionic Bus or Main Bus)

• Defective screen



In case of electrical power loss the EFIS can be recovered by activating the backup battery.

The EFIS is installed for situational awareness only and the primary source for flight data is the mechanical instrumentation. Loss of flight instrumentation in the EFIS is therefore not an emergency. The aircraft may be flown without further limitations.

Although all engine and system indications are lost, this failure does not cause any harm. The engine cannot be operated outside its limitations.

However: Fuel needs to be checked by time-check.

Landing on appropriate airfield is recommended.

Item Condition

If EFIS is black:

BACKUP BATTERY switch ON

If screen recovers:

Land AS SOON AS PRACTICAL backup battery will ensure screen indication for 30 minutes.

if it does not recover: Fuel quantity CHECK by time-check

Land AS SOON AS PRACTICAL on appropriate airfield. Consider possible loss of COM and XPDR.

3.2h Loss of Navigation Functionality of GPS or Navigation Radio

The EFIS is installed for situational awareness only and the primary source for flight data is the mechanical



instrumentation. Loss of flight instrumentation in the EFIS is therefore not an emergency.

The aircraft may be flown without further limitations.

3.2i Failure or Error of Manifold Pressure Indication

Follow RPM/fuel-flow setting as per Performance Chart in Section 5 of this POH.

3.2j Failure or Error of One or Several CHT Indications

CHT indication is not essential for flight. The aircraft may be flown without further limitations.

3.2k Failure or Error of Oil Pressure Indication

Oil temperature may be used as backup.

With stable oil and cylinder head temperature and without oil leak a sensor failure is likely.

Continue flight and land on appropriate airfield to determine the reason for the oil pressure indication loss.

3.2l Failure or Error of Oil Temperature Indication

Oil pressure may be used as backup: With stable oil pressure and cylinder head temperature and without oil leak a sensor failure is likely.

Continue flight and land on appropriate airfield to determine the reason for the oil temperature indication loss.



3.2m Failure or Error of Fuel Quantity Indication

Fuel needs to be checked by time-check.

Landing on appropriate airfield recommended.

3.2n Failure or Error of Fuel Pressure Indication

Fuel flow may be used as backup; manifold pressure and RPM indications can be used as an emergency backup to control power.

With stable fuel flow and without fuel leak a sensor failure is likely.

Landing on appropriate airfield recommended.

3.3 Forced Landings

3.3a Emergency Landing without Engine Power

Item Condition

Seat belts, shoulder harnesses

SECURE




Ignition switch OFF



Touchdown SLIGHTLY TAIL LOW

Brakes OPTIMUM BRAKING



3.3b Precautionary Landing with Engine Power

Item Condition


SECURE


Selected field FLY OVER, noting terrain and obstructions, then reaching a safe altitude and airspeed



Touchdown SLIGHTLY TAIL LOW

Ignition switch OFF



Brakes APPLY HEAVILY

3.3c Overweight Landing

An overweight landing can be necessary if started with a take-off weight of more than 900 kg (1984 lbs) and the need of an immediate landing.

Item Condition


SECURE


Touchdown AS SMOOTH AS POSSIBLE

Brakes AS NEEDED

Hard Landing Check PERFORM as per Maintenance Manual



3.4 Fires

3.4a During Start on Ground

Item Condition

Cranking CONTINUE to get a start which would suck the flames and accumulated fuel through the air inlet and into the engine.

If engine starts: Fuel shutoff valve OFF (Lift knob & turn)

Power 1700 RPM for one minute

Engine SHUT DOWN

If engine fails to start: Cranking CONTINUE , hold elevator

up and apply brakes

Fuel shutoff valve OFF (Lift knob & turn)

Throttle FULL OPEN




Ignition switch OFF

WARNING Risk of burns due to flames shooting out.

► Do not open engine compartment access doors while engine is on fire.

After engine stop ABANDON aircraft

Fire EXTINGUISH using fire extinguisher

Aircraft INSPECT



3.4b Engine Fire in Flight

Item Condition





Airspeed 100 KIAS (185 km/h), find your airspeed/attitude which will keep the fire away from the cockpit

Land ASAP

3.5 Icing

3.5a Inadvertent Icing Encounter

▶ Turn back or change altitude to obtain an outside temperature that is less conductive to icing.

▶ Plan a landing at the nearest airfield. With extremely rapid ice build-up select a suitable "off airport" landing field.

3.6 Unintentional Spin

To stop the spin:

▶ Apply opposite rudder

▶ Make sure, power idle

▶ Hold ailerons neutral

▶ Stick to neutral position



The plane will recover within 1/2 turn. Recovery can still be improved by feeding in in-spin ailerons.

If ever disorientation should occur during spins (normal or inverted) one method always works to stop the spin:

▶ Power idle

▶ Kick rudder to the heavier side (this will always be against spin direction)

▶ Take hands off the stick

The spin will end after 1/2 turn. The plane will be in a steep dive in a side-slip.

▶ Recover to normal flight (can be performed easily).

NOTE After six turns of spinning the altitude loss including recovery is 3200 ft.

3.7 Manual Bail-out

When in an emergency situation that requires abandoning the aircraft and while wearing a parachute, which is at least strongly recommended for aerobatics:

▶ Inform your passenger.

▶ Reduce speed to 100 KIAS (185 km/h) if possible.

▶ Pull mixture to lean.

▶ Open canopy. (The low pressure over the canopy in normal flight will flip the canopy fully open immediately)

▶ Take off headset.

▶ Open seat belt.

▶ Leave airplane to the left side.

▶ Try to avoid wing and tail.

▶ Open parachute.



3.8 Emergency Exit after Turn-over

Item Condition




Seat belts OPEN

Parachute harnesses (if wearing a parachute)

OPEN

Canopy handle PULL TO OPEN

If canopy fails to open and not already shattered: Canopy BREAK with shoulder strap

link

Aircraft EVACUATE ASAP

3.9 Elevator Control Failure

In case of elevator control failure the aircraft can be flown with the elevator trim:

▶ Trim nose up to the desired speed.

▶ Control horizontal flight or descend with engine power.

For landing:

▶ Trim nose up.

▶ Adjusting throttle to establish a shallow descend.

To flare the plane:

▶ Gently increase power to bring the nose up to landing attitude.



4.0 Trim Runaway

In case of trim runaway the aircraft remains controllable in all normal flight conditions. However, higher control forces have to be expected especially at high airspeeds.

▶ Abort aerobatics.

▶ Keep moderate airspeeds.

▶ Reset TRIM circuit breaker (1 attempt only).

▶ Land at nearest suitable airfield.

▶ Expect higher control forces.



Section 4 Normal Procedures

Table of Contents

Paragraph Page

4.0 General ........................................................................ 3 4.0a Airspeeds for Normal Operation .................................... 3 4.0b Checklist and Procedures .............................................. 4

4.1 Preflight Inspection ...................................................... 5 4.1a Exterior Inspection Illustration ...................................... 5 4.1b General ......................................................................... 5

4.2 Checklist Procedures .................................................... 6

4.3 Starting Procedures .................................................... 10 4.3a Cold Engines ............................................................... 10 4.3b Hot Engines ................................................................. 11

4.4 Taxiing the Aircraft .................................................... 11

4.5 Take-Off Procedure ................................................... 12 4.5a Before Take-Off .......................................................... 12 4.5b Take-Off ..................................................................... 13

4.6 Climb ........................................................................ 13

4.7 Cruise ........................................................................ 14

4.8 Landing Procedures ................................................... 14 4.8a Descent ....................................................................... 14 4.8b Approach .................................................................... 15 4.8c Before Landing ............................................................ 15 4.8d Normal Landing ........................................................... 16

4.9 Go-Around ................................................................ 16

4.10 Shutdown .................................................................. 17

4.11 Leaving the Aircraft .................................................... 17

Section 4 Pilot’s Operating Handbook Normal Procedures EXTRA NG


4.12 Aerobatic Maneuvers .................................................. 18 4.12a General ....................................................................... 18 4.12b Maneuvers ................................................................... 18 4.12c Spin ............................................................................. 20

4.13 Noise Characteristics .................................................. 22

Pilot’s Operating Handbook Section 4 EXTRA NG Normal Procedures


4.0 General

4.0a Airspeeds for Normal Operation

Category: Acro 950 kg

(2095 lbs)

Normal 950 kg

(2095 lbs) KIAS (km/h) KIAS (km/h)

Start

Rotation Speed 85 (157) 85 (157)

Climb

best angle Vx 80 (148) 80 (148)

max climb Vy 105 (195) 105 (195)

Recommended Climb Speed 110 (204) 110 (204)

Cruise

Max. Cruise 200 (370) 200 (370)

Landing

Approach 90 (167) 90 (167)

Go-Around Speed 90 (167) 90 (167)

General

Recommended Airspeed For Flight In Rough Air (max.) (VO) 161 (298) 144 (267)

Max. Demonstrated Cross Wind Component 15 kts (27) 15 kts (27)



4.0b Checklist and Procedures

This handbook contains the checklists and procedures to operate the aircraft in normal and aerobatic operation. The pilot should be familiar with all procedures contained in this Pilot's Operating Handbook, which must be carried on board. The pilot has to comply with the checklists for daily check and inspections (see Section 8, Handling, Servicing and Maintenance).

For checklists and procedures associated with optional systems or equipment refer to the applicable Supplements as listed in Section 9.



4.1 Preflight Inspection

4.1a Exterior Inspection Illustration

4.1b General

▶ Visually check airplane for general condition during walk around inspection.

▶ Perform exterior check as outlined in the picture above in counterclockwise direction.

1

2

3

4

5



4.2 Checklist Procedures

1 Cockpit

Item Condition

Pilot's Operating Handbook

AVAILABLE

Airplane weight and balance

CHECKED

Ignition switch OFF

Battery switch ON

Fuel quantity indicators CHECK

Battery switch OFF

NOTE Although safe operation does not require the use of the tanks in a specific sequence, it is recommended to set fuel selector to "MAIN" position!

Fuel selector MAIN

2 Empennage

Item Condition

All round inspection, canopy, surfaces, stabilizer, elevator, trim rudder and tailwheel

CHECK

Horizontal stabilizer attachment bolts

CHECK for free play by moving the tip of the horizontal stabilizer up- and downwards.



3 Right Wing

Item Condition

Aileron, freedom of movement and security

CHECK

Trailing edge CHECK

Fuel tank vent opening (right landing gear)

CHECK

Fuel quantity CHECK

Fuel tank filler cap CHECK

Right landing gear, wheel CHECK

4 Nose

Item Condition

Engine oil dipstick CHECK

Propeller and spinner CHECK

Air inlet CHECK

MAIN, AUX and gascolator drain

DRAIN for at least 4 seconds to clear filter of possible water; CHECK CLOSED

Exhaust silencer CHECK for damage and secure attachment



5 Left Wing

Item Condition

Left landing gear, wheel and brakes

CHECK

Fuel quantity CHECK

Fuel tank filler cap CHECK

Pitot cover REMOVE

Trailing edge CHECK

Aileron, freedom of movement and security

CHECK



6 Before Starting Engine

Item Condition

Preflight inspection COMPLETE

Passenger briefing COMPLETE

Parachute handling briefing COMPLETE

Seats, seatbelts, shoulder harnesses

ADJUST AND LOCK

Rudder pedal position CHECK consider symmetry

Canopy CLOSE AND LOCK

Brake CHECK

AVIONICS switch OFF

Electrical equipment OFF

BACKUP BATTERY switch ON

EFIS Ensure successful boot-up

Voltage indication CHECK LOW

BATTERY switch ON

Voltage indication CHECK NORMAL

ALTERNATOR ON

STROBE LIGHT switch ON

NAV LIGHT switch ON



4.3 Starting Procedures

4.3a Cold Engines

The following starting procedures are recommended, however, the starting conditions may necessitate some variation from these procedures.

Item Condition

Pre-flight inspection VERIFY PERFORMED

Propeller governor control SET to "High RPM" position.

Throttle OPEN approximately 1/4 travel.

Boost pump ON

Mixture control MOVE to FULL RICH until a slight but steady fuel flow is noted (approximately 3 to 5 seconds) and return mixture control to IDLE CUT-OFF.

Boost pump OFF

Starter ENGAGE, hold elevator up and apply brakes

When engine fires: Ignition switch RELEASE back to BOTH.

Mixture control Move slowly and smoothly to FULL RICH.

Oil pressure indication CHECK

If minimum oil pressure is not indicated within 30 seconds:

Engine SHUT OFF and determine cause of trouble.



4.3b Hot Engines

Because of the fact that the fuel percolates and the system must be cleared of vapor, it is recommended to use the same procedure as outlined for cold engine start.

4.4 Taxiing the Aircraft

Item Condition

Canopy VERIFY CLOSE AND LOCK

Brake CHECK

Altimeter Set on QFE or QNH

AVIONICS switch ON

Electrical equipment ON

Radio SET and TEST

Mixture LEAVE in FULL RICH position

Aircraft OPERATE only with the propeller in minimum blade angle (High RPM).

Engine WARM-UP at approximately 1000-1200 RPM. The engine is ready for take-off when the throttle can be opened without the engine faltering.



4.5 Take-Off Procedure

4.5a Before Take-Off

Item Condition

Before you line up at the runway for take-off:

Oil pressure and oil temperature

CHECK

Magnetos CHECK as follows:

Engine RPM SET to 1800 min-1

NOTE The maximal allowed RPM drop at 1800 min-1 is 175 min-1. The maximum difference between the magnetos shall not to be more than 50 RPM.

Ignition switch position: LEFT

Display: shows RPM drop

Ignition switch position: RIGHT

Display: shows RPM drop

Ignition switch position: BOTH

Alternator output CHECK

Propeller control MOVE through its complete range to check operation and return to full HIGH RPM position.

Boost pump ON (check indicator movement on the fuel flow gauge).

Flight controls CHECK free and correct

Trim SET to appropriate takeoff position (middle of range)



4.5b Take-Off

Item Condition

Throttle SET smoothly to MAXIMUM and let the airspeed go up to 80-85 KIAS (148-157 km/h).

Attitude LIFT the TAIL to horizontal position by a light pressure on the stick

Aircraft ROTATE at 85 KIAS (157 km/h).

On reaching climb speed of 110 KIAS (204 km/h): Flight PROCEED with CLIMB.

4.6 Climb

Climbs may be performed up to maximum continuous RPM. RPM above 2400 should, however, be used only when necessary for maximum performance in order to avoid unnecessary noise.

Item Condition

Boost pump OFF



4.7 Cruise

Item Condition

Altitude As selected

Throttle/RPM ADJUST for cruising speed

Mixture ADJUST for minimum fuel consumption

Trim As required

Fuel CHECK periodically

4.8 Landing Procedures

4.8a Descent

Item Condition

Throttle REDUCE

Mixture FULL RICH

RPM Control SET to 2400 RPM

Trim ADJUST

NOTE Although safe operation does not require the use of the tanks in a specific sequence, it is recommended to set fuel selector to "MAIN" position!

Fuel selector MAIN



4.8b Approach

Item Condition

Boost pump ON

Mixture SET to RICH

Airspeed REDUCE to approach speed

NOTE It is recommended to set the RPM to 2400 during approach and landing in order to avoid unnecessary noise. In case of "Go Around", RPM control must be set to HIGH RPM before applying power.

Propeller SET to HIGH RPM (low pitch)

4.8c Before Landing

Item Condition

Landing approach PROCEED

Airspeed on final MAINTAIN 90 KIAS (167 km/h)

Elevator trim ADJUST

NOTE Stall speed will be: MTOW = 820 kg (1808 lbs): 58 KIAS (108 km/h) MTOW = 900 kg (1984 lbs): 61 KIAS (113 km/h) MTOW = 950 kg (2095 lbs): 63 KIAS (116 km/h)



4.8d Normal Landing

Item Condition

Landing PERFORM as practicable with respect to surface and weather condition

Landing light As desired

NOTE The rudder is effective down to 30 KIAS (56 km/h)

Touchdown 3 point landing

Throttle CLOSE/IDLE

Braking Minimum required

4.9 Go-Around

▶ Decide early in the approach if it is necessary to perform go-around and then start go-around before too low altitude and airspeed are reached.

Proceed as follows:

Item Condition

RPM control HIGH RPM / Full forward

Mixture FULL RICH

Throttle OPEN / Take-off power

Airspeed Min. 90 KIAS (167 km/h)



4.10 Shutdown

Item Condition

Boost pump OFF

LANDING LIGHT switch OFF

Engine RUN for 1 min. at 1000 RPM

Dead cut check PERFORM

AVIONICS switch OFF


Ignition switch OFF

ALTERNATOR switch OFF

BATTERY switch OFF

BACKUP BATTERY switch OFF

4.11 Leaving the Aircraft

Item Condition

Canopy CLOSE and LOCK

Aircraft SECURE

Pitot cover ATTACH

Log book COMPLETE



4.12 Aerobatic Maneuvers

4.12a General

NOTE Prior to executing these maneuvers tighten harnesses and check all loose items are stowed. Start the maneuvers at safe altitude and maximum continuous power setting if not otherwise noted.

For maneuver limits refer to Section 2 Limitations.

At high negative g-loads and zero g-periods it is normal that oil pressure and RPM indication might drop down momentarily returning to normal status at positive g-loads.

WARNING The high permissible load factors of the airplane may exceed the individual physiological limits of pilot or passenger.

► Consider this fact when pulling or pushing high gs.

4.12b Maneuvers

WARNING Large or abrupt rudder and elevator control inputs above VO [161 KIAS (298 km/h)] as well as full aileron control inputs above 187 KIAS (346 km/h) may impose unacceptable high loads which exceed the structural capability of the aircraft.

► Exercise particular caution when performing maneuvers above these speeds.

Aerobatics is traditionally understood as maneuvers like loop, humpty bump, hammerhead turn, aileron roll etc..

This manual does not undertake to teach aerobatics, however, it is meant to demonstrate the plane's capabilities.



For this reason maneuvers are divided into segments. The segments are described. Limitations are pointed out.

• Segment horizontal line:

A horizontal line may be flown with any speed between VS and VNE

• Segment line 45° climbing:

The plane will follow the line at max. power. The speed will not decrease below 80 KIAS (148 km/h)

• Segment line 90° up:

Any entry speed may be used. Out of a horizontal pull-up at 200 KIAS (370 km/h) the vertical penetration will be 2.500 ft. The speed will gradually decrease to 0.

NOTICE In extremely long lines a RPM-decay may occur. This is related to a loss of oil pressure.

► Pull immediately positive gs in order to protect the engine. Oil pressure will return immediately.

• Segment line 45° diving:

Throttle must be reduced in order to avoid exceeding VNE.

• Segment line 90° diving:

Throttle must be reduced to idle in order to avoid exceeding VNE.

Above segments may be filled up with aileron rolls or snap rolls. Watch 187 KIAS (346 km/h) for aileron rolls with maximum deflection.

Snap rolls should not be performed at speeds above 140 KIAS (259 km/h).

• Segment 1/4 loop, climbing:



The minimum recommended speed is 100 KIAS (185 km/h). If the maneuver is to be followed by a vertical line, a higher entry speed is required depending on the expected length of the line. A complete loop can be performed at speeds above 100 KIAS (185 km/h).

NOTE Since the maximum horizontal speed is 200 KIAS (370 km/h), higher speeds should be avoided in aerobatics since an unnecessary loss of altitude would occur.

• Torque maneuvers:

All maneuvers with high angular velocity associated with high propeller RPM must be considered dangerous for the engine crankshaft.

Although wooden composite propeller blades are used, the gyroscopic forces at the prop flange are extremely high.

NOTE If performing a gyroscopic maneuver such as flat spin, power on, or knife edge spin, reduce RPM to 2400 in order to minimize the gyroscopic forces.

4.12c Spin

To enter a spin proceed as follows: ▶ Reduce speed, power idle

When the plane stalls: ▶ Kick rudder to desired spin direction


▶ Stick back (positive spinning), stick forward (negative spinning)

The plane will immediately enter a stable spin.

Ailerons against spin direction will make the spin flatter. Ailerons into spin direction will lead to a spiral dive.



Above apply for positive and negative spinning.

To stop the spin: ▶ Apply opposite rudder

▶ Make sure, power idle


▶ Stick to neutral position

The plane will recover within 1/2 turn.

Recovery can still be improved by feeding in in-spin ailerons.

NOTE If ever disorientation should occur during spins (normal or inverted) one method always works to stop the spin:

▶ Power idle

▶ Kick rudder to the heavier side (this will always be against spin direction)

▶ Take hands off the stick

The spin will end after 1/2 turn. The plane will be in a steep dive in a side-slip.

▶ Recovery to normal flight can be performed easily.

NOTE After six turns of spinning the altitude loss including recovery is 3200 ft.



4.13 Noise Characteristics

Compliance with noise requirements has not been shown with the Gomolzig EA300-606000 (6 in 1) and propeller MTV-9-B-C/C 198-25.

Therefore this exhaust/propeller combination is limited to the Acrobatic Category.

The noise level with silencer Gomolzig EA300-606000 (6 in 1) and propeller MTV-14-B-C/C 190-130 at 2700 RPM has been established in accordance with:

• ICAO Annex 16, 8th Edition incorporating Amendment 11, Volume 1, Chapter 10 as 77.1 dB(A).

and

• FAR 36 Appendix G, Amendment 30 as 77.1 dB(A).

No determination has been made by the Federal Aviation Administration that the noise levels of this aircraft are or should be acceptable or unacceptable for operation at, into, or out of any airport. The above noise levels were established at 950 kg [1980 lbs] takeoff weight.

This aircraft model is in compliance with all ICAO and FAR 36 noise standards applicable to this type.



Section 5 Performance

Table of Contents

Paragraph Page

5.1 General ........................................................................ 3 5.1a Performance Charts ....................................................... 3 5.1b Definitions of Terms ..................................................... 4

5.2 ISA Conversion............................................................. 4

5.3 Airspeed Calibration .................................................... 5

5.4 Stall Speed ................................................................... 6

5.5 Take-Off Performance ................................................. 6

5.6 Rate of Climb Performance ......................................... 16

5.7 Glide Performance ..................................................... 17

5.10 Cruise Performance .................................................... 17

5.11 Landing Performance ................................................. 21

Section 5 Pilot’s Operating Handbook Performance EXTRA NG



Pilot’s Operating Handbook Section 5 EXTRA NG Performance


5.1 General

Performance data charts on the following pages are presented to facilitate the planning of flights in detail and with reasonable accuracy under various conditions. The data in the charts have been computed from actual flight tests with the aircraft and engine in good condition and using average piloting techniques.

It should be noted that the performance information presented in the range and endurance charts allow for 30 minutes reserve fuel at specified speeds. Some indeterminate variables such as engine and propeller, air turbulence and others may account for variations as high as 10% or more in range and endurance. Therefore, it is important to utilize all available information to estimate the fuel required for the particular flight.

5.1a Performance Charts

Performance data are presented in tabular or graphical form to illustrate the effect of different variables. Sufficiently detailed information is provided in the tables so that conservative values can be selected and used to determine particular performance figures with reasonable accuracy.

All speeds in this chapter are Indicated Air Speeds (IAS) except otherwise stated. The performance figures below are given under following conditions:

• Maximum allowed weight 950 kg (2095 lbs) except otherwise stated

• Take-off and landing on concrete surface.

• No wind.

• Standard atmospheric condition.



5.1b Definitions of Terms

For definition of terms, abbreviations and symbols refer to Section 1, General.

5.2 ISA Conversion

Figure 1 ISA Conversion of Pressure Altitude and Outside Air

Temperature



5.3 Airspeed Calibration

Figure 2 Airspeed Calibration: KCAS = 1,03*KIAS – 7,05

NOTE The graph shows the calibration curve of the pitot-static system. The airspeed indicator is checked for correct indication upon installation.



5.4 Stall Speed

Condition: Power idle Forward CG

Angle of bank: g-load

0° 1 g

30° 1,15 g

45° 1,41 g

60° 2 g

Weight kg (lbs)

Category KIAS

(km/h) KIAS

(km/h) KIAS

(km/h) KIAS

(km/h)

950 (2095)

NORMAL/ ACRO III

63 (116)

67 (125)

74 (138)

89 (164)

900 (1984)

ACRO II 61

(113) 65

(121) 72

(134) 86

(160)

820 (1808)

ACRO I 58

(108) 62

(116) 69

(128) 82

(152)

Max altitude loss during stall recovery is approximately 100 ft (30 m).

5.5 Take-Off Performance

The following tables show both the distances of the take-off run and the take-off distances to a height of 15 m (50 ft). The tables are prepared for different take-off weights, pressure altitudes and ISA conditions. Intermediate values can be obtained by interpolation. To calculate conservatively always take the higher value of the respective table.

The listed take-off distances are valid for a hard surface runway, clean airplane and no wind.



For other conditions, use following factors1:

Condition Distance Increase

Factor

for dry grass 20% 1.20

for wet grass 30% 1.30

for soft surface Minimum 25% 1.25

for dirty or wet wings 30% 1.30

per 1 knots tailwind component 3% 1.03

per 1% uphill slope 5% 1.05

NOTE Reduction of take-off distances due to downhill slope or headwind must not be taken into account.

1 Refer to CAA-circular AIC 127-2006 for more detailed information.



Take-Off Weight 950 kg (2094 lbs), RPM 2700

ISA-15 ISA ISA+15 ISA+30

Pressure Altitude

T/O run

15 m (50 ft)

T/O run

15 m (50 ft)

T/O run

15 m (50 ft)

T/O run

15 m (50 ft)

ft (m)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

0 227 310 260 354 295 402 333 453 (0) (746) (1016) (853) (1161) (968) (1319) (1093) (1488)

1000 240 327 275 374 312 425 352 480 (305) (788) (1073) (901) (1227) (1024) (1394) (1156) (1574) 2000 254 346 291 396 331 451 374 509 (610) (834) (1135) (955) (1300) (1086) (1479) (1227) (1671) 3000 269 366 308 419 351 477 397 540 (914) (882) (1201) (1011) (1376) (1150) (1566) (1301) (1772) 4000 284 387 326 444 372 506 421 573

(1219) (933) (1271) (1071) (1458) (1220) (1661) (1381) (1880) 5000 301 410 346 471 395 538 447 609

(1524) (989) (1347) (1136) (1547) (1295) (1764) (1467) (1998) 6000 320 435 368 501 420 571 476 648

(1829) (1049) (1428) (1206) (1642) (1377) (1874) (1561) (2125) 7000 339 461 390 531 445 606 505 688

(2134) (1111) (1513) (1279) (1742) (1461) (1990) (1658) (2258) 8000 359 489 414 564 473 644 538 732

(2438) (1179) (1605) (1358) (1849) (1553) (2114) (1764) (2401) 9000 381 519 440 599 504 686 572 779

(2743) (1252) (1704) (1444) (1965) (1652) (2250) (1878) (2557) 10000 404 551 467 636 535 728 609 829 (3048) (1327) (1806) (1532) (2086) (1755) (2390) (1997) (2719)





Pressure Altitude

T/O run

15 m (50 ft)

T/O run

15 m (50 ft)

T/O run

15 m (50 ft)

T/O run

15 m (50 ft)

ft (m)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

0 196 266 223 304 254 345 286 390 (0) (641) (873) (733) (998) (832) (1133) (939) (1279)

1000 206 281 236 321 268 365 303 412 (305) (677) (922) (775) (1055) (880) (1198) (994) (1353) 2000 218 297 250 341 284 387 321 438 (610) (717) (976) (821) (1117) (933) (1271) (1055) (1436) 3000 231 315 265 361 301 410 341 464 (914) (758) (1032) (869) (1183) (989) (1346) (1118) (1523) 4000 245 333 281 382 320 435 362 493

(1219) (802) (1092) (920) (1253) (1049) (1428) (1187) (1616) 5000 259 353 298 405 339 462 384 523

(1524) (850) (1157) (976) (1329) (1113) (1516) (1261) (1717) 6000 275 374 316 430 361 491 409 557

(1829) (902) (1228) (1037) (1412) (1183) (1611) (1342) (1827) 7000 291 396 335 456 383 521 434 591

(2134) (955) (1301) (1100) (1497) (1256) (1710) (1425) (1941) 8000 309 420 356 484 407 554 462 629

(2438) (1013) (1379) (1167) (1589) (1335) (1817) (1516) (2064) 9000 328 446 378 515 433 589 492 670

(2743) (1076) (1465) (1241) (1689) (1420) (1933) (1614) (2198) 10000 348 473 401 546 460 626 523 712 (3048) (1140) (1553) (1317) (1793) (1509) (2054) (1716) (2337)





Pressure Altitude

T/O run

15 m (50 ft)

T/O run

15 m (50 ft)

T/O run

15 m (50 ft)

T/O run

15 m (50 ft)

ft (m)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

0 151 205 172 234 195 266 221 300 (0) (494) (673) (565) (769) (641) (873) (724) (985)

1000 159 217 182 248 207 281 233 318 (305) (522) (710) (597) (813) (678) (923) (766) (1043) 2000 168 229 193 262 219 298 248 337 (610) (552) (752) (632) (861) (719) (979) (813) (1107) 3000 178 242 204 278 232 316 263 358 (914) (584) (795) (669) (911) (762) (1037) (862) (1173) 4000 188 257 216 294 246 335 279 380

(1219) (618) (842) (709) (966) (808) (1100) (915) (1245) 5000 200 272 229 312 261 356 296 403

(1524) (655) (892) (752) (1024) (858) (1168) (972) (1323) 6000 212 288 243 332 278 378 315 429

(1829) (695) (946) (799) (1088) (912) (1241) (1034) (1407) 7000 224 305 258 352 295 402 335 456

(2134) (736) (1002) (847) (1154) (968) (1318) (1098) (1495) 8000 238 324 274 373 313 427 356 485

(2438) (781) (1063) (899) (1225) (1029) (1400) (1168) (1590) 9000 253 344 291 397 334 454 379 516

(2743) (829) (1129) (956) (1302) (1094) (1490) (1244) (1693) 10000 268 365 309 421 354 482 403 549 (3048) (879) (1196) (1015) (1381) (1162) (1583) (1322) (1801)





Pressure Altitude

T/O run

15 m (50 ft)

T/O run

15 m (50 ft)

T/O run

15 m (50 ft)

T/O run

15 m (50 ft)

ft (m)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

0 117 160 134 183 152 207 172 234 (0) (385) (524) (440) (599) (500) (680) (564) (767)

1000 124 169 142 193 161 219 182 248 (305) (406) (553) (465) (633) (528) (719) (596) (812) 2000 131 179 150 204 171 232 193 263 (610) (430) (586) (493) (671) (560) (763) (633) (862) 3000 139 189 159 216 181 246 205 279 (914) (455) (619) (521) (710) (593) (808) (671) (914) 4000 147 200 168 229 192 261 217 296

(1219) (481) (656) (552) (752) (629) (857) (712) (970) 5000 156 212 179 243 204 277 231 314

(1524) (510) (695) (586) (798) (668) (910) (757) (1031) 6000 165 225 190 258 216 295 245 334

(1829) (541) (737) (622) (847) (710) (967) (805) (1096) 7000 175 238 201 274 230 313 261 355

(2134) (573) (781) (660) (899) (754) (1026) (855) (1165) 8000 185 252 214 291 244 332 277 378

(2438) (608) (828) (701) (954) (801) (1091) (910) (1239) 9000 197 268 227 309 260 354 295 402

(2743) (646) (879) (745) (1014) (852) (1160) (969) (1319) 10000 209 284 241 328 276 376 314 427 (3048) (684) (932) (790) (1076) (905) (1233) (1030) (1402)





Pressure Altitude

T/O run

15 m (50 ft)

T/O run

15 m (50 ft)

T/O run

15 m (50 ft)

T/O run

15 m (50 ft)

ft (m)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

0 232 317 265 362 301 411 339 464 (0) (761) (1039) (869) (1188) (987) (1348) (1114) (1521)

1000 245 335 281 383 319 436 360 492 (305) (805) (1100) (921) (1258) (1046) (1429) (1182) (1614) 2000 260 355 298 407 338 462 383 523 (610) (853) (1165) (977) (1334) (1111) (1517) (1255) (1714) 3000 275 376 315 431 359 490 406 554 (914) (902) (1233) (1034) (1413) (1177) (1608) (1332) (1819) 4000 291 398 334 457 381 520 431 589

(1219) (956) (1306) (1097) (1498) (1250) (1707) (1414) (1932) 5000 309 422 355 485 405 553 458 626

(1524) (1014) (1385) (1164) (1591) (1328) (1814) (1504) (2055) 6000 327 447 376 514 429 587 487 665

(1829) (1074) (1467) (1235) (1687) (1409) (1925) (1598) (2182) 7000 347 474 399 546 456 623 518 707

(2134) (1139) (1555) (1310) (1790) (1497) (2045) (1699) (2320) 8000 368 503 424 580 485 663 551 753

(2438) (1209) (1651) (1392) (1902) (1592) (2175) (1808) (2470) 9000 390 533 450 615 515 704 586 800

(2743) (1281) (1750) (1477) (2018) (1691) (2310) (1922) (2626) 10000 415 567 480 655 550 751 625 854 (3048) (1363) (1862) (1574) (2150) (1803) (2463) (2051) (2802)





Pressure Altitude

T/O run

15 m (50 ft)

T/O run

15 m (50 ft)

T/O run

15 m (50 ft)

T/O run

15 m (50 ft)

ft (m)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

0 199 272 228 311 259 353 292 399 (0) (654) (893) (747) (1021) (848) (1159) (957) (1308)

1000 211 288 241 330 274 374 310 423 (305) (692) (945) (792) (1081) (899) (1229) (1016) (1387) 2000 223 305 256 349 291 397 329 449 (610) (733) (1001) (839) (1147) (955) (1304) (1079) (1474) 3000 236 323 271 370 308 421 349 477 (914) (776) (1060) (889) (1215) (1012) (1382) (1145) (1564) 4000 250 342 287 393 327 447 371 506

(1219) (822) (1122) (943) (1288) (1074) (1467) (1216) (1661) 5000 266 363 305 417 348 475 394 538

(1524) (871) (1190) (1001) (1367) (1141) (1559) (1293) (1766) 6000 281 384 323 442 369 504 419 572

(1829) (923) (1261) (1061) (1450) (1211) (1654) (1373) (1876) 7000 298 407 343 469 392 536 445 608

(2134) (979) (1337) (1126) (1539) (1287) (1758) (1460) (1994) 8000 317 433 365 498 417 570 474 647

(2438) (1039) (1419) (1197) (1635) (1369) (1869) (1554) (2123) 9000 336 458 387 529 443 605 504 688

(2743) (1101) (1504) (1270) (1735) (1453) (1985) (1652) (2257) 10000 357 488 412 563 472 645 537 734 (3048) (1171) (1600) (1353) (1848) (1550) (2117) (1763) (2408)





Pressure Altitude

T/O run

15 m (50 ft)

T/O run

15 m (50 ft)

T/O run

15 m (50 ft)

T/O run

15 m (50 ft)

ft (m)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

0 154 210 176 240 199 272 225 307 (0) (504) (688) (576) (787) (654) (893) (738) (1008)

1000 162 222 186 254 211 289 239 326 (305) (533) (728) (610) (833) (693) (947) (783) (1069) 2000 172 235 197 269 224 306 253 346 (610) (565) (772) (647) (884) (736) (1005) (831) (1135) 3000 182 249 209 285 238 325 269 367 (914) (598) (816) (685) (936) (780) (1065) (882) (1205) 4000 193 264 221 302 252 345 286 390

(1219) (633) (865) (726) (992) (828) (1131) (937) (1280) 5000 205 280 235 321 268 366 304 415

(1524) (671) (917) (771) (1054) (879) (1201) (996) (1361) 6000 217 296 249 340 284 389 322 441

(1829) (711) (972) (818) (1117) (933) (1275) (1058) (1445) 7000 230 314 265 361 302 413 343 468

(2134) (754) (1030) (868) (1186) (991) (1354) (1125) (1537) 8000 244 333 281 384 321 439 365 499

(2438) (800) (1093) (922) (1260) (1055) (1441) (1198) (1636) 9000 259 353 298 407 341 466 388 530

(2743) (848) (1159) (978) (1337) (1120) (1530) (1273) (1739) 10000 275 376 318 434 364 497 414 566 (3048) (903) (1233) (1042) (1424) (1194) (1631) (1358) (1856)





Pressure Altitude

T/O run

15 m (50 ft)

T/O run

15 m (50 ft)

T/O run

15 m (50 ft)

T/O run

15 m (50 ft)

ft (m)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

0 120 163 137 187 155 212 175 239 (0) (392) (536) (449) (613) (509) (696) (575) (785)

1000 127 173 145 198 165 225 186 254 (305) (415) (567) (475) (649) (540) (737) (610) (833) 2000 134 183 154 210 175 239 197 270 (610) (440) (601) (504) (688) (573) (783) (647) (884) 3000 142 194 163 222 185 253 209 286 (914) (466) (636) (534) (729) (607) (830) (687) (938) 4000 150 205 172 236 196 268 222 304

(1219) (493) (674) (566) (773) (645) (881) (730) (997) 5000 159 218 183 250 209 285 237 323

(1524) (523) (714) (601) (821) (685) (936) (776) (1060) 6000 169 231 194 265 222 303 251 343

(1829) (554) (757) (637) (870) (727) (993) (824) (1126) 7000 179 245 206 281 235 322 267 365

(2134) (587) (802) (676) (923) (772) (1055) (876) (1197) 8000 190 260 219 299 250 342 284 388

(2438) (623) (852) (718) (981) (821) (1122) (933) (1274) 9000 201 275 232 317 266 363 302 413

(2743) (661) (903) (762) (1041) (872) (1192) (992) (1354) 10000 214 293 247 338 283 387 322 441 (3048) (703) (960) (812) (1109) (930) (1270) (1058) (1445)



5.6 Rate of Climb Performance

Climb speeds are determined for MTOW and fwd CG, with full throttle and corrected to ISA at MSL.

Climb performance Rate of climb fpm

Airspeed KIAS

Best angle Vx 2250 80

Maximum climb Vy 2400 105 The climb performance as rate of climb over altitude is shown in the graph below:

Figure 3 Rate of Climb Performance

0

2000

4000

6000

8000

10000

12000

1200 1400 1600 1800 2000 2200 2400 2600

Dens

ity A

ltitu

de [f

t]

Rate of Climb [fpm]



5.7 Glide Performance

Condition: Power: idle Propeller: full back

Climb performance Airspeed KIAS

Sink rate fpm

Glide ratio

Minimum sink rate 70 -1000 1/7

Best glide 100 -1200 1/8

5.10 Cruise Performance

Configuration: T/O weight: 950 kg (2095 lbs) Total usable fuel capacity: 193 L (51.0 US gal) Total fuel for performance planning2: 180 L (47.6 US gal)

Range and Endurance values include fuel for warm-up, taxi and take-off from SL, max. cont. power climb to cruising altitude, descent and landing, and a reserve for 30 minutes with 45% power (at ISA-Conditions). See following tables:

2 If the center tank is empty the MAIN tank fuel capacity indicator shows “0”. For that reason the amount of remaining usable fuel in the acro tank [13 L (3.4 US gal)] cannot be checked during flight and therefore must not be taken into account for cruise performance planning.



Fuel Consumption during Different Phases Phase Fuel

consumption

Warm-up & taxi 5 L

Take-off, descent and landing 5 L

Climb 120 L/h

30 min. Reserve 20 L

Time and Fuel to Climb Altitude Time to climb Fuel to climb

0 – 3000 ft 01:30 min. 3 L

0 – 6000 ft 03:00 min. 6 L

0 – 9000 ft 04:30 min. 9 L Rule of thumb for the climb values (see above table):

1 L and ½ min. per 1000 ft



Legend (for the following table):

*1 For temperatures above/below Standard (ISA), increase/decrease Endurance by 1,1% for each 10°C (18°F) above/below Standard Day Temperature for the particular altitude.

*2 For temperatures above/below Standard (ISA), increase/decrease Range by 1,7% for each 10°C (18°F) above/below Standard Day Temperature for the particular altitude.

*3 Leaning with exhaust gas temperature (EGT) gage.

WARNING Risk of engine overheating.

► Always return the mixture to full rich before increasing power settings. For the adjustment "Best Power", first lean the mixture to achieve the top exhaust temperature (peak EGT) and then enrich again until the exhaust temperature is 100°F lower than peak EGT. For the adjustment "Best Economy", simply lean the mixture to achieve the top exhaust temperature (peak EGT).



PA Eng. MAP PWR sett.

Fuel Cons.

TAS IAS End. *1

Range *2

Mixt. *3

ft (m)

rpm inHg % hp l/h (gal/h)

kts (km/h)

kts (km/h)

h:mm nm (km)

3000 (914)

2700 28,4 95% 299 125 (33,1)

198 (367)

192 (355)

01:10 232 (429)

FULL RICH

2600 28,3 92% 290 122 (32,3)

194 (363)

189 (350)

01:12 234 (433)

FULL RICH

2500 25,1 79% 249 102 (26,9)

186 (348)

181 (335)

01:26 268 (496)

FULL RICH

2400 24,2 73% 230 93 (24,5)

175 (330)

170 (316)

01:34 277 (512)

FULL RICH

2200 22 61% 192 50 (13,1)

166 (313)

162 (300)

02:57 492 (911)

ECO

2000 19,9 50% 158 41 (10,8)

148 (280)

145 (269)

03:35 530 (982)

ECO

6000 (1829)

2700 25 85% 268 117 (31)

195 (364)

181 (335)

01:13 240 (444)

FULL RICH

2500 24,7 78% 246 112 (29,6)

190 (356)

176 (326)

01:17 244 (452)

FULL RICH

2400 24,9 76% 239 104 (27,4)

187 (350)

173 (321)

01:23 259 (480)

FULL RICH

2200 22,7 63% 198 55 (14,4)

171 (321)

159 (294)

02:38 450 (833)

ECO

2000 19,7 50% 158 43 (11,4)

158 (299)

148 (274)

03:19 526 (975)

ECO

9000 (2743)

2700 22,7 78% 246 108 (28,5)

193 (361)

171 (317)

01:18 253 (468)

FULL RICH

2500 22,4 72% 227 102 (26,8)

189 (354)

168 (311)

01:23 262 (486)

FULL RICH

2400 22,1 68% 214 98 (25,9)

184 (345)

163 (302)

01:26 265 (490)

FULL RICH

2200 21,8 62% 195 57 (15,1)

178 (335)

158 (293)

02:27 438 (812)

ECO

2000 20 51% 161 45 (11,8)

169 (318)

150 (278)

03:08 531 (983)

ECO



5.11 Landing Performance

Conditions: Power: idle Runway: concrete Brakes: maximum

For other conditions, use following factors3:

Condition Distance Increase

Factor

for dry grass 15% 1.15

for wet grass 35% 1.35

for soft surface Minimum 25% 1.25

for dirty or wet wings 30% 1.30

per 1 knots tailwind component 3% 1.03

per 1% downhill slope 5% 1.05

NOTE Reduction of landing distances due to uphill slope or headwind must not be taken into account.

3 Refer to CAA-circular AIC 127-2006 for more detailed information.



Landing Weight 950 kg (2094 lbs)4


Pressure Altitude

Ldg. run

15 m (50 ft)

Ldg. run

15 m (50 ft)

Ldg. run

15 m (50 ft)

Ldg. run

15 m (50 ft)

ft (m)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

0 121 474 136 533 152 596 169 663 (0) (397) (1555) (446) (1749) (499) (1955) (555) (2174)

1000 125 491 141 552 158 618 175 688 (305) (411) (1610) (462) (1812) (517) (2028) (576) (2256) 2000 130 508 146 572 164 641 182 714 (610) (425) (1667) (479) (1878) (537) (2103) (598) (2342) 3000 134 526 151 593 170 665 189 741 (914) (441) (1727) (497) (1947) (557) (2182) (620) (2432) 4000 139 545 157 615 176 690 196 770

(1219) (456) (1789) (515) (2019) (578) (2265) (644) (2526) 5000 144 565 163 638 183 717 204 800

(1524) (473) (1854) (534) (2094) (600) (2351) (669) (2624) 6000 149 586 169 662 190 744 212 831

(1829) (490) (1922) (554) (2173) (623) (2441) (696) (2726) 7000 155 607 175 687 197 773 220 864

(2134) (508) (1993) (575) (2255) (647) (2536) (723) (2834) 8000 161 630 182 714 205 803 229 898

(2438) (527) (2067) (597) (2341) (672) (2634) (752) (2947) 9000 167 654 189 741 213 834 238 934

(2743) (547) (2144) (620) (2431) (699) (2738) (782) (3065) 10000 173 678 196 770 221 868 248 972 (3048) (568) (2225) (644) (2525) (726) (2846) (814) (3188)

4 As the maximum landing weight is 902 kg (1989 lbs), this table provides additional information for the case an emergency landing must be performed shortly after take-off with more than maximum landing weight (overweight landing).



Landing Weight 900 kg (1984 lbs)


Pressure Altitude

Ldg. run

15 m (50 ft)

Ldg. run

15 m (50 ft)

Ldg. run

15 m (50 ft)

Ldg. run

15 m (50 ft)

ft (m)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

0 104 407 117 458 131 512 145 570 (0) (341) (1336) (384) (1503) (429) (1681) (477) (1869)

1000 108 422 121 475 136 531 151 591 (305) (353) (1384) (397) (1557) (445) (1743) (495) (1939) 2000 111 437 126 492 141 551 157 614 (610) (366) (1433) (412) (1614) (461) (1808) (514) (2013) 3000 115 452 130 510 146 572 163 637 (914) (379) (1484) (427) (1674) (479) (1876) (533) (2090) 4000 120 469 135 529 151 593 169 662

(1219) (392) (1538) (443) (1736) (497) (1947) (554) (2171) 5000 124 486 140 549 157 616 175 687

(1524) (407) (1594) (459) (1800) (516) (2021) (575) (2255) 6000 128 504 145 569 163 640 182 714

(1829) (422) (1652) (477) (1868) (535) (2098) (598) (2343) 7000 133 522 151 591 169 664 189 742

(2134) (437) (1713) (495) (1938) (556) (2179) (622) (2436) 8000 138 541 157 613 176 690 197 772

(2438) (453) (1777) (513) (2012) (578) (2264) (646) (2533) 9000 143 562 163 637 183 717 205 803

(2743) (470) (1843) (533) (2090) (600) (2353) (672) (2634) 10000 149 583 169 662 190 746 213 835 (3048) (488) (1912) (554) (2170) (624) (2446) (699) (2740)





Pressure Altitude

Ldg. run

15 m (50 ft)

Ldg. run

15 m (50 ft)

Ldg. run

15 m (50 ft)

Ldg. run

15 m (50 ft)

ft (m)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

0 80 314 90 353 101 395 112 439 (0) (263) (1030) (296) (1158) (330) (1295) (367) (1440)

1000 83 325 93 366 104 409 116 456 (305) (272) (1066) (306) (1200) (343) (1343) (381) (1494) 2000 86 337 97 379 108 425 121 473 (610) (282) (1104) (317) (1244) (355) (1393) (396) (1551) 3000 89 349 100 393 112 441 125 491 (914) (292) (1144) (329) (1290) (369) (1445) (411) (1611) 4000 92 361 104 408 117 457 130 510

(1219) (302) (1185) (341) (1337) (383) (1500) (427) (1673) 5000 96 374 108 423 121 475 135 530

(1524) (313) (1228) (354) (1387) (397) (1557) (443) (1738) 6000 99 388 112 439 126 493 140 550

(1829) (325) (1273) (367) (1439) (413) (1617) (461) (1806) 7000 103 402 116 455 131 512 146 572

(2134) (337) (1320) (381) (1494) (428) (1679) (479) (1877) 8000 106 417 121 473 136 532 152 595

(2438) (349) (1369) (396) (1551) (445) (1745) (498) (1951) 9000 110 433 125 491 141 553 158 619

(2743) (362) (1420) (411) (1610) (463) (1813) (518) (2030) 10000 115 449 130 510 147 575 164 644 (3048) (376) (1474) (427) (1672) (481) (1885) (539) (2112)





Pressure Altitude

Ldg. run

15 m (50 ft)

Ldg. run

15 m (50 ft)

Ldg. run

15 m (50 ft)

Ldg. run

15 m (50 ft)

ft (m)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

m (ft)

0 62 244 70 275 78 307 87 342 (0) (205) (802) (230) (902) (257) (1009) (286) (1122)

1000 65 253 73 285 81 319 91 355 (305) (212) (830) (239) (935) (267) (1046) (297) (1164) 2000 67 262 75 295 84 331 94 368 (610) (219) (860) (247) (969) (277) (1085) (308) (1208) 3000 69 272 78 306 88 343 98 382 (914) (227) (891) (256) (1004) (287) (1126) (320) (1255) 4000 72 281 81 318 91 356 101 397

(1219) (235) (923) (266) (1042) (298) (1168) (332) (1303) 5000 74 292 84 329 94 370 105 413

(1524) (244) (956) (276) (1081) (309) (1213) (345) (1353) 6000 77 302 87 342 98 384 109 429

(1829) (253) (992) (286) (1121) (321) (1259) (359) (1406) 7000 80 313 90 355 102 399 114 446

(2134) (262) (1028) (297) (1163) (334) (1308) (373) (1462) 8000 83 325 94 368 106 414 118 463

(2438) (272) (1066) (308) (1208) (347) (1359) (388) (1520) 9000 86 337 98 382 110 430 123 482

(2743) (282) (1106) (320) (1254) (360) (1412) (403) (1581) 10000 89 350 101 397 114 448 128 501 (3048) (293) (1148) (332) (1303) (375) (1468) (420) (1645)



Section 6 Weight & Balance

Table of Contents

Paragraph Page

6.1 General ........................................................................ 3

6.2 Aircraft Weighing Procedure ......................................... 3 6.2a Weight and Balance Record ........................................... 5

6.3 Center of Gravity Calculation ........................................ 6 6.3a Sample Problem ............................................................ 6 6.3b Weight and Balance Calculation Sheets .......................... 8 6.3c Loading Weights and Moments ...................................... 9

6.4 Weights and Moments Limits ...................................... 10

Section 6 Pilot’s Operating Handbook Weight & Balance EXTRA NG



Pilot’s Operating Handbook Section 6 EXTRA NG Weight & Balance


6.1 General

This section describes the procedure for establishing the basic weight and moment of the aircraft. Sample forms are provided for reference. Procedures for calculating the weight and movement for various operations are also provided. A comprehensive list of all equipment available for this aircraft is included. It is the responsibility of the pilot to ensure that the aircraft is loaded properly.

6.2 Aircraft Weighing Procedure

The aircraft weight is determined by weighing all three wheel loads simultaneously by three scales with the aircraft levelled (horizontal reference line is the canopy frame).

Reference plane for weight arms X is the firewall.

W1 Net weight indicated by the scale below the LH main wheel

W2 Net weight indicated by the scale below the RH main wheel

W3 Net weight indicated by the scale below the tail wheel

W Total weight = W1 + W2 + W3

X1 Distance: fire wall plane - main wheels

X2 Distance: fire wall plane - tail wheel

XG Distance: fire wall plane - Center of Gravity

Calculation:

XG = W1 · X1+ W2 · X1+ W3 · X2W



Figure 1 Weighing

If a new item has been added to the aircraft the resulting new weight and CG can be obtained by the following simple calculation:

W0 Airplane weight before adding item

XG0 CG position before adding item

WN Weight of item to add

XN Distance from fire wall of item to add (aft firewall positive values (+X), firewall forward negative values (–X))

Wnew New total weight = W0 + WN

XGnew New Center of Gravity

Calculation:

XGnew = W0 · XG0 + WN · XNWnew



6.2a Weight and Balance Record

Enter below all weight change data from aircraft log book.

EXTRA NG Serial Number: Date Description of

modification Weight change

added (+), removed (-) Running basic empty weight

Weight Arm Moment Weight Moment

kg (lbs)

cm (inch)

kg*cm (lbs*inch)

kg (lbs)

kg*cm (lbs*inch)

Basic empty weight as delivered

— — —



6.3 Center of Gravity Calculation

6.3a Sample Problem

Refer to Figure 2.

Take-off Condition: Pilot on rear seat 80.0 kg (176.4 lbs) Copilot on front seat 80.0 kg (176.4 lbs) 73 L fuel in MAIN tank 52.6 kg (116.0 lbs) 120 L fuel in AUX tank 86.4 kg (190.5 lbs) Aircraft empty weight 640.0 kg (1411.0 lbs) ================== 939.0 kg (2070.3 lbs)

To find C/G:

▶ Follow line from “empty a/c” to "PiC 80 kg" .

▶ Continue on line to “Pax 80 kg” .

▶ Now follow line for “+ full MAIN tank” .

▶ Now follow line for “+ full AUX tank” .

▶ Find:

Weight 939 kg (2070.3 lbs) CG position ~70.0 cm (27.6 inch)



Figure 2 Center of Gravity Calculation (Overview)



6.3b Weight and Balance Calculation Sheets

SI Units Weight W (kg)

Arm X (cm)

Moment W · X (kg cm)

Aircraft basic empty weight

Pilot 205

Copilot 105

Acro tank fuel 7.92 10 79.2

MAIN fuel 20

AUX fuel 46

Weight sum Ʃ W

Moment sum Ʃ (W · X)

XG = Ʃ (W · X) Ʃ W

= . . . . . cm

US Units Weight W (lbs)

Arm X (in)

Moment W · X (in lbs)

Aircraft basic empty weight

Pilot 80.7

Copilot 41.3

Acro tank fuel 17.5 3.9 68.25

MAIN fuel 7.9

AUX fuel 18.1

Weight sum Ʃ W

Moment sum Ʃ (W · X)

XG = Ʃ (W · X) Ʃ W

= . . . . . . in

▶ Check if values are within limits (refer to Section 6.4)



6.3c Loading Weights and Moments

Occupants: maximum 2

Weight Moment Pilot/Copilot

including parachute

Pilot rear seat

Arm = 205 cm (80.7 in)

Copilot front seat

Arm = 105 cm (41.3 in)

kg (lbs) kg · cm (in · lbs) kg · cm (in · lbs)

60 (132) 12300 (10675) 6300 (5463)

65 (143) 13325 (11564) 6825 (5918)

70 (154) 14350 (12454) 7350 (6374)

75 (165) 15375 (13344) 7875 (6829)

80 (176) 16400 (14233) 8400 (7284)

85 (187) 17425 (15123) 8925 (7739)

90 (198) 18450 (16012) 9450 (8195)

95 (198) 19475 (16902) 9975 (8650)

100 (209) 20500 (17791) 10500 (9105)

105 (220) 21525 (18681) 11025 (9560)

110 (231) 22550 (19571) 11550 (10016)

115 (243) 23575 (20460) 12075 (10471)

120 (254) 24600 (21350) 12600 (10926)

125 (265) 25625 (22239) 13125 (11381)



Total Usable Fuel Capacity: 193 L (51.0 US gal)

Volume Weight Moment Fuel MAIN tank

Arm = 20 cm (7.9 in)

AUX tank Arm =

46 cm (18.1 in)

L US. gal kg (lbs) kg · cm (in · lbs) kg · cm (in · lbs)

10 (2.6) 7,2 (15,9) 144 (125,4) 331,2 (287,3)

15 (3.9) 10,8 (23,8) 216 (188,1) 496,8 (431,0)

20 (5.3) 14,4 (31,7) 288 (250,8) 662,4 (574,6)

25 (6.6) 18,0 (39,7) 360 (313,5) 828,0 (718,3)

30 (7.9) 21,6 (47,6) 432 (376,2) 993,6 (861,9)

35 (9.2) 25,2 (55,6) 504 (438,9) 1159,2 (1005,6)

40 (10.6) 28,8 (63,5) 576 (501,6) 1324,8 (1149,2)

45 (11.9) 32,4 (71,4) 648 (564,3) 1490,4 (1292,9)

50 (13.2) 36,0 (79,4) 720 (627,0) 1656,0 (1436,5)

55 (14.5) 39,6 (87,3) 792 (689,7) 1821,6 (1580,2)

60 (15.9) 43,2 (95,2) 864 (752,4) 1987,2 (1723,8)

65 (17.2) 46,8 (103,2) 936 (815,1) 2152,8 (1867,5)

70 (18.4) 50,4 (111,1) 1008 (877,8) 2318,4 (2011,2)

80 (21.1) 57,6 (127,0) 2649,6 (2298,5)

100 (26.4) 72,0 (158,7) 3312,0 (2873,1)

120 (31.7) 86,4 (190,5) 3974,4 (3447,7)

6.4 Weights and Moments Limits

Normal and Acrobatic Flight: Max T/O Weight: 950 kg (2095 lbs) (and below) Forward C.G.: 63.6 cm (20.87") Rear C.G.: 80.5 cm (26.41")



Section 7 Description & Operation of Aircraft and Systems

Table of Contents

Paragraph Page

7.1 The Aircraft ................................................................. 3

7.2 Fuselage ...................................................................... 3

7.3 Wing ............................................................................ 4

7.4 Empennage .................................................................. 5

7.5 Flight Control System ................................................... 5 7.5a Primary Control System ................................................. 5 7.5b Longitudinal Flight Control System ................................ 6 7.5c Lateral Flight Control System ......................................... 6 7.5d Directional Flight Control System .................................. 6 7.5e Secondary Control ......................................................... 6

7.6 Cockpit ........................................................................ 7 7.6a Instrumentation ............................................................ 7 7.6b Controls and Boxes ..................................................... 13 7.6c Seats, Seat Belts .......................................................... 14 7.6d Cabin Environment Control ......................................... 15

7.7 Canopy ...................................................................... 15

7.8 Landing Gear ............................................................. 16

7.9 Power Plant ................................................................ 17 7.9a Engine ......................................................................... 17 7.9b Engine Installation ....................................................... 18 7.9c Exhaust System ........................................................... 18 7.9d Oil System ................................................................... 19 7.9e Throttle ....................................................................... 19 7.9f Mixture ....................................................................... 19

Section 7 Pilot’s Operating Handbook Description & Operation EXTRA NG


7.9g RPM-Control ............................................................... 19 7.9h Fuel Selector Valve ...................................................... 19 7.9i Propeller ...................................................................... 20

7.10 Fuel System ................................................................ 21 7.10a MAIN Tank .................................................................. 21 7.10b AUX Tank .................................................................... 24 7.10c Firewall Forward Installations ...................................... 24

7.11 Electrical System ......................................................... 24

Pilot’s Operating Handbook Section 7 EXTRA NG Description & Operation


7.1 The Aircraft

The aircraft EXTRA NG is designed to fulfill primary flight training, normal operation rules and aerobatic training up to unlimited aerobatic level.

The EXTRA NG is a high performance aerobatic (unlimited), two-seater airplane in carbon fiber composite construction. It has a low-wing design and conventional tail. The single-engine propulsion system uses a tractor propeller. A six-cylinder piston engine acts directly on the propeller. The airplane is equipped with constant-speed propeller and fixed taildragger landing gear.

The fiber composite parts of the airplane are qualified up to 72°C (161.6°F). In order not to exceed this temperature an appropriate color specification for composite structure is defined by the manufacturer.

The standard aircraft is designed to operate within a range of ambient air temperature from -20°C to +44°C (-4°F to 111°F) at sea level. It is possible to start the engine using the aircraft battery at -20°C (-4°F) without preheating. Below -10°C (+14°F) OAT a special oil breather line must be adapted (available as kit).

7.2 Fuselage

The fuselage is a CFRP semi-monocoque construction including

• the vertical stabilizer

• the structural support for the wing, horizontal tail, the main and tail landing gear

• the canopy



• the engine mount

• the engine cowling

• fairings.

The front bulkhead CFRP structure is protected by a titanium firewall and an additional thermal insulation. The engine mount is made of TIG-welded steel tubes.

The canopy frame itself is constructed from CFRP. The canopy is one part, opens to the right and is held in the open position by a belt. Emergency jettisoning is achieved by simply unlatching the canopy. For additional pilot protection a roll bar is integrated in the fuselage carbon structure behind the rear pilot’s seat.

7.3 Wing

The wing is a CFRP construction. The dual chamber main spar - being a failsafe design - consists of carbon roving caps combined with CFRP webs. Core foam is a PVC foam. The wing shell is built from a Honeycomb sandwich with CFRP laminates. Wing box ribs are made of carbon fiber composite with honeycomb core. The ribs in the nose section are made of wood. The connection to the fuselage is arranged by two bolts piercing through the spar parallel to the centerline of the fuselage and two brackets at the rear spars.

The ailerons are supported at four points in spherical bearings. In addition the aileron tip has a shielded horn balance.

The hinge line of the ailerons is positioned at 25% of the aileron chord. Furthermore the ailerons are equipped with "spades" to decrease stick forces. The aileron control push-pull rods are connected to the aileron at the second bearing point (in span-wise direction). To



prevent flutter the ailerons are mass balanced at the leading edge of the shielded horn.

7.4 Empennage

The EXTRA NG possesses a cruciform empennage with fixed stabilizers and moveable control surfaces. It is constructed of CFRP. The vertical stabilizer is integrated in the fuselage structure.

The spars consist of PVC foam cores, CFRP caps and CFRP laminates. The shell is built using honeycomb sandwich with CFRP laminates.

To reduce the control forces and increase maneuverability, the rudder incorporates an unshielded aerodynamic horn balance at the tip and the elevator incorporates a shielded aerodynamic horn balance at both tips.

The control surfaces are mounted in spherical bearings. On the R/H elevator half a trim tab is fitted with two hinges.

To prevent flutter rudder and elevator are mass balanced.

7.5 Flight Control System

7.5a Primary Control System

The EXTRA NG is standard equipped with full dual primary flight controls including front and rear sticks and adjustable rudder pedals. The primary control surfaces are operated through a direct mechanical linkage.



7.5b Longitudinal Flight Control System

Front and rear sticks are interconnected by a push-pull rod inside the torque tube. From there the control movements are transferred to the elevator by two additional push rods.

7.5c Lateral Flight Control System

Push and pull rods are connected by sealed ball bearings from the torque tube to the ailerons.

The ailerons are statically as well as dynamically balanced (dynamically with spades).

The ailerons are supported by lubricated, sealed bearings.

7.5d Directional Flight Control System

The dual adjustable rudder pedals with brake pedals operate the rudder through a cable system. Springs keep the cables under tension when they are not operated.

7.5e Secondary Control

The elevator trim tab is actuated by an electric trim servo located in the right rear fuselage. It is controlled by a trim switch integrated in the control stick handle. Trim position is indicated on the PFD.



7.6 Cockpit

7.6a Instrumentation

The Extra NG is equipped with flight instruments in both cockpits.

Instruments and placards can be provided with markings in either metric or imperial units. The color markings in instruments follow EASA CS-23 and US-FAR, part 23 recommendations (see Section 2).



1 Rear Instrument Panel

Figure 1 Rear Instrument Panel and Center Console



Position Item Position Item

1 Rear instrument panel 9 Fuel selector

2 Compass 10 ELT switch

3 Eye ball vent 11 Ignition switch

4 Altimeter 12 COM

5 Switches 13 Center console

6 Circuit breaker row 1 14 Airspeed indicator

7 Circuit breaker row 2 15 Eye ball vent

8 Transponder 16 EFIS

NOTE This list may be modified by the minimum equipment requirements of individual certifying authorities!



Figure 2 Switch Labels

Figure 3 Circuit Breaker Labels

The two circuit breaker rows are covered with lids.

If one circuit breaker trips it automatically opens the respective lid thus alerting the pilot and showing the circuit breaker labels.



To open a lid by hand:

▶ Use one finger as shown in the following figure:

Figure 4 Lid Opening



2 Front Instrument Panel The instrument panel in the front cockpit is equipped with an airspeed/altimeter display.

Figure 5 Front Instrument Panel


1 Front instrument panel 3 Eye ball vent

2 Eye ball vent 4 Display



7.6b Controls and Boxes

Figure 6 LH Cockpit Side


1 LH storage box opening knob 5 LH pedal unlock

2 LH storage box1 6 Mixture control

3 Backrest unlock 7 Propeller control

4 Throttle lever

1 The LH storage box contains the POH.



Figure 7 RH Cockpit Side


1 RH pedal unlock 4 RH storage box2 opening strap 2 Headphone plug

3 Microphone plug 5 RH storage box

7.6c Seats, Seat Belts

The seats are ergonomically shaped composite designs. The rear seat's backrest angle is adjustable by using a manually lockable gas spring device. The rear and front seat pan are a fixed part of the fuselage. The pedal-to-seat distance may be varied. Standard equipment is a seven-point harness. All belts are adjustable. The two lap belts with single-point release are attached to one

2 The RH storage box contains the fire extinguisher



harness padding. The lap belts are redundant for safety during aerobatic maneuvers. If one release is opened unintentionally, the second one guarantees full safety. For safe operation the releases are arranged in a way that one has to be closed to the right side, the other one to the left. One of the lap belts incorporates a steel ratchet.

7.6d Cabin Environment Control

On the left and right side of the front and rear instrument panels eyeball-type adjustable vents are installed.

A bad weather window on the left side of the canopy is also provided for the supply of fresh air to the cabin.

7.7 Canopy

The canopy is manufactured in one piece and can be manually operated by interior locking handles located on the left side on the canopy.

To open the canopy from the inside proceed as follows:

▶ Pull together the interior locking handles of the front or rear seat and lift canopy to the right.

The canopy strap will limit the opening angle.

To lock the canopy:

▶ Pull together the interior locking handles

▶ Close the canopy. Verify the canopy reaches the locked position.

▶ Release locking handles. Verify aft handle has reached the locking position.



To open the canopy from the outside:

▶ Reach through the small window (bad weather window), pull together the aft interior locking handles and open canopy.

Generally the emergency operation is equal to the normal procedure. When opening the canopy in normal flight the low pressure over the canopy will flip the canopy fully open immediately. However complete jettison of the canopy is also possible. In this case the canopy can be finally unlatched at its RH hinge line by the following action:

▶ Push canopy slightly forward while opening.

7.8 Landing Gear

The landing gear is a conventional, fixed taildragger type. The main gear features a multi-box cross section glass fiber reinforced plastic (GFRP) composite spring. The main wheels have a size of 5.00-5 with at least 6-ply tyres; they are equipped with hydraulic disc brakes.

To reduce aerodynamic drag carbon fiber wheel fairings can be installed with three bolts. For tire pressure check the fairings must be removed.

The aircraft may be operated without fairings.

The steerable tail wheel features a solid rubber tire 125/50-75 ZL.



7.9 Power Plant

7.9a Engine

The power plant consists of one Textron-Lycoming six-cylinder, horizontally opposed, air-cooled, direct drive, fuel injection engine type with inverted oil system.

The AEIO-580-B1A engine is characterized by the following performance data:

• Rated power at 2700 RPM: 315 HP (234.9 kW).



The engine is equipped on the left side with a retard type magneto. This magneto has a retard breaker providing a fixed retard and long duration boosted spark for starting. A Slick Start System completes the installation.

For the present TBO refer to latest issue of Textron - Lycoming SERVICE LETTER No. L 201.

The AEIO-580-B1A engine is equipped with special anti-vibration counterweights.

The following accessories are included in the power plant installation:

• Fuel Injector

• Magnetos/Start System

• Alternator

• Starter

• Fuel pump

• Shielded ignition system

• Propeller governor drive



The engine is operated with the following manual controls:

• Throttle control, dual

• RPM control

• Fuel mixture control

The starter/magneto switch is located on the center console in front of the rear seat.

The propeller governor monitors the RPM automatically and prevents overspeeding. In the event that oil pressure is lost the propeller is automatically adjusted to coarse pitch in order to avoid overspeeding.

The use of 100/130 aviation grade fuel (AVGAS 100/100 LL) is the minimum grade recommended by the manufacturer of the AEIO-580-B1A engine.

7.9b Engine Installation

The engine is supported by four shock mounts to the tig-welded steel tube engine mount which is attached to the fuselage with four bolts.

The engine cowling is divided into two parts, a lower and an upper part both made of CFRP. The parts are fixed by a number of screws and the upper cowling has a separate hatch for easy access to the oil dip-stick.

7.9c Exhaust System

A complete Gomolzig 6 in 1 System with integrated silencer is installed on the NG.

As an option a light-weight Chabord 6 in 2 type exhaust can be installed.



7.9d Oil System

The oil cooler is mounted on the aft, right hand side of the engine. The oil level is determined by a dip-stick, accessible by a hatch in the upper cowling.

A thermostatic valve is fitted upstream of the oil cooler. This valve ensures a quick warm-up of the oil after engine start.

For oil capacities, temperatures and grades refer to Section 1.8.

7.9e Throttle

Dual control mounted on the left side of the cockpit.

7.9f Mixture

Vernier-control located at the left side of the rear cockpit (red knob).

7.9g RPM-Control

Vernier-control on the left side of the rear cockpit.

Preselection of RPM possible due to constant speed governor (blue knob).

7.9h Fuel Selector Valve

A rotary fuel selector valve is mounted behind the firewall on the right side of the fuselage. A torque tube connects the valve to the rear cockpit handle (2, Figure 3) located on the lower part of the center console.



The fuel selector valve has the following positions:

Position up: MAIN (tank)

Position left: AUX (tank)

Position right: OFF (closed)

The fuel selector valve also shows the total usable fuel capacity of either tank:

MAIN tank: 73 L (19.3 US GAL)

AUX tank: 120 L (31.7 US GAL)

▶ Lift the knob (1) to switch from or to the OFF-position.

Figure 8 Fuel Selector

7.9i Propeller

The standard propeller is a 3-blade wood composite, constant speed MTV-9-B-C/C 198-25 type propeller having a diameter of 1.98 m (77.95 in).



Alternatively a 4-blade constant speed MTV-14-B-C/C190-130 propeller can be installed. This propeller has a diameter of 1.90 m (74.8 in).

7.10 Fuel System

The fuel system (refer to Figure 9) consists of two separate, independent tanks:

• MAIN tank in the fuselage

• AUX tank (LH and RH) in the wing

Separate drains are installed at the lowest point of each tank system.

The MAIN and AUX tank drains are located on the RH fuselage underside next to the landing gear leg.

A gascolator drain is located on the RH fuselage underside next to the firewall.

7.10a MAIN Tank

The MAIN tank consists of a center tank and an acro tank (refer to Figure 9) mounted in a separate fuselage compartment just behind the firewall. The acro tank is connected with the center tank in a gravity feed system and allows fuel supply even in knife-edge or inverted flight attitudes for up to 4 minutes.

The center tank has a 2" diameter filler cap for gravity refuelling.

Adequate venting is provided in each tank to a main ventilation-tube, ending outside the fuselage at the right side.



One capacitance sensor is used for the center tank and values are indicated on the EFIS in the rear cockpit. The fuel inside the acro tank cannot be indicated.

For fuel capacities and grades refer to Section 1.7.



Figure 9 Fuel System Schematic

Cen

ter

tank

Fuel

quan

tity

tran

sduce

rs

RH

Win

g t

ank

Fire

wal

l

Engin

e

Acr

o t

ank

LH W

ing t

ank

ove

rboar

d

Legen

d: Fu

el lin

eV

ent

line

Dra

in

Fuel

sel

ecto

r

Gas

cola

tor

Elec

tric

alfu

el p

um

pEn

gin

e dri

ven

fuel

pum

pFu

el f

low

senso

rIn

ject

or



7.10b AUX Tank

Two interconnected tanks located in the root section of each wing - in front of main spars - form an integral AUX tank.

Each side of the wing has a 2" diameter filler cap for gravity refuelling.

Normal float type transducers are used and values are indicated on the EFIS in the rear cockpit.

For fuel capacities and grades refer to Section 1.7.

7.10c Firewall Forward Installations

In addition to the engine driven fuel pump an electrically driven auxiliary fuel pump (boost pump) with by-pass is installed as a safety device against failure of the engine-driven pump. The boost pump has sufficient capacity to feed the engine at take-off power. The BOOST PUMP switch is located on the instrument panel.

A fuel filter with drain is installed between the fuel selector valve and the boost pump.

A fuel flow sensor is installed between the engine driven fuel pump and the injector. The fuel flow values are indicated on the EFIS in the aft cockpit.

7.11 Electrical System

The electrical system (refer to Figure 10) is supplied by a 12 V alternator with integrated rectifier voltage regulator. The belt-driven alternator is mounted on the the engine.

The field current is controlled by the voltage regulator to nominal 14.5 V under all load conditions. The alternator



switch is located on the rear instrument panel. Circuit protection against overvoltage is provided by the voltage regulator.

Depending on the alternator installed the maximum alternator output varies from 60 to 65 A. Refer to the Equipment List in Section 6 for identification of alternator installed.

A 12 V leak proof battery is connected across the alternator output to stabilize the supply and to maintain all essential services in the event of an alternator failure and when the engine is not operating. The battery is mounted below the center console. The BATTERY switch is located on the rear instrument panel.

An Internal Back-up Battery System (IBBS) is also installed below the center console. It provides a stable independent power source to the following critical equipment requiring back-up power:

• EFIS

• ADAHRS

• Engine analyser

• Magnetometer

All electrical circuits are protected by circuit breakers located on the rear instrument panel and they are easily accessible to the pilot during flight.

All wires, switches, circuit breakers etc. are manufactured to related aeronautical specifications.



Figure 10 Electrical System Schematic

Legen

d:

Indi

cato

n on

dis

play

Circ

uit b

reak

er

Switc

h

Sock

et

Fuse

Mai

n Bu

s

Avio

nics

Bus

EFIS

ADAH

RSEn

gine

Ana

lyse

rM

agne

tom

eter

ALT

ER

NA

TO

R

BA

TT

ER

Y

Char

ge

Star

ter

AV

ION

ICS 2

0A

ST

AR

T

80A

12V

5A

Batt

ery

Alte

rnat

or

Exte

rnal

Pow

er

Shun

t

V A

BA

CK

-UP

BA

TT

ER

Y

12V

Back

-up

Batt

ery



Section 8 Handling, Servicing and Maintenance

Table of Contents

Paragraph Page

8.1 Introduction ................................................................. 3

8.2 Airplane Inspection Periods .......................................... 3

8.3 Pilot Owner Maintenance .............................................. 3

8.4 Alterations or Repair .................................................... 4

8.5 Servicing ...................................................................... 4

8.6 Ground Handling ......................................................... 4

Section 8 Pilot’s Operating Handbook Handling, Servicing and Maintenance EXTRA NG



Pilot’s Operating Handbook Section 8 EXTRA NG Handling, Servicing and Maintenance


8.1 Introduction

• The airplane owner should establish contact with a dealer or certified service station for service and information.

• All correspondence regarding the airplane must include its serial number which is stamped on a plate on the L/H rear part of the fuselage.

• A Maintenance Manual in PDF format can be downloaded from the EXTRA homepage.

8.2 Airplane Inspection Periods

As required by national operating rules all airplanes must pass a complete annual inspection every twelve calendar months. In addition to the annual inspection airplanes must pass a complete inspection after every 100 flights hours with a minor check after 50 hours.

The Airworthiness Authority may require other inspections by the issuance of airworthiness directives applicable to the aircraft, engine, propeller and components. The owner is responsible for compliance with all applicable airworthiness directives and periodical inspections.

8.3 Pilot Owner Maintenance

Pilots operating the airplane should refer to the regulations of the country of certification for information of preventive maintenance that may be performed by pilots. All other maintenance required on the airplane is to be accomplished by appropriately licensed personnel.

Section 8 Pilot’s Operating Handbook Handling, Servicing and Maintenance EXTRA NG


Airplane dealer or manufacturer should be contacted for further information.

Preventive maintenance shall be accomplished according to the appropriate Maintenance Manual.

8.4 Alterations or Repair

Alterations or repairs of the airplane must be accomplished by licensed personnel.

8.5 Servicing

In addition to the airplane inspection periods (8.2) information for servicing the aircraft with proper oil and fuel is covered in Section 2 (Limitations) and Section 7 (Description and Operation).

8.6 Ground Handling

• Due to its low weight and the free swiveling tail wheel two persons can easily move the airplane by hand.

• To tie down the airplane ring plates are provided at the wing tips. The tail wheel leg can be used as third point to tie down the airplane. If the aircraft is parked in the open, it must be protected against the effects of weather, the degree of protection depending on severity of the weather conditions and the expected duration of the parking period. When the airplane is parked in good weather conditions, at least park the aircraft headed into the wind and place wheel chocks at the main wheels.



Section 9 Supplements

Document No. EX-01701.1

Table of Contents

Section ins. Pages

9 Supplements ................................................................ 4

901 GARMIN G3X Touch ................................................... 32

902 GARMIN G5 ................................................................ 10

903 ARTEX ME-406 ELT .................................................... 10

904 TRIG TY91 VHF Radio ................................................. 14

905 TRIG TT21/22 Mode S Transponder ........................... 10

Section 9 Pilot’s Operating Handbook Supplements EXTRA NG



Pilot’s Operating Handbook Section 9 EXTRA NG Supplements


9.1 Introduction

Section 9 "Supplements" of the Pilot´s Operating Handbook contains all information necessary for a safe and efficient operation of the airplane when equipped with one or more of the various optional systems and equipment not provided with the standard airplane.

9.2 Notes

The described systems and equipment are certified by EASA for the EXTRA NG. Pages and contents of this section must not be exchanged and alterations of or additions to the approved contents must not be made without EXTRA/EASA approval. The editor has the copyright of these Supplements and is responsible for edition of revisions. The log of effective pages is found on the preceding pages of this Pilot´s Operating Handbook.

Each Supplement section covers only a single system, device, or piece of equipment and is a self-contained, miniature Pilot´s Operating Handbook. The owner is responsible for incorporating prescribed amendments and should make notes about these on the records of amendments. It is the responsibility of the pilot to be familiar with the contents of relevant supplements.

POH Supplements must be in the airplane for flight operations when the subject equipment is installed or special operations are to be performed.

The Table of Contents shows all EXTRA Supplements available for the EXTRA NG. A check mark in the “inserted (ins.)” column indicates that the corresponding supplement must be included in this POH.


Section 9 Pilot’s Operating Handbook Supplements EXTRA NG





Section 901 GARMIN G3X TOUCH

Table of Contents

Paragraph Page

901.1 General ........................................................................ 3 901.1b Abbreviations and Terminology ..................................... 5

901.2 Limitations .................................................................. 8 901.2a System Software Requirements ...................................... 8 901.2b Databases ..................................................................... 8 901.2c Aerobatic Maneuvers ..................................................... 8 901.2d Synthetic Vision ............................................................. 9 901.2e Moving Maps ................................................................. 9 901.2f Terrain Display .............................................................. 9 901.2g Terrain Alerts ................................................................ 9 901.2h Traffic Display ............................................................... 9 901.2i Surface Operations ........................................................ 9 901.2j Glide Range Ring ......................................................... 10 901.2k Powerplant Gauge Markings ........................................ 10 901.2l Weight and Balance ..................................................... 10 901.2m Data Link Products (SiriusXM, FIS-B, and Connext) ...... 11 901.2n Glove Usage ................................................................ 11 901.2o Screenshots ................................................................. 11 901.2p Service Required .......................................................... 12 901.2q Portable Electronic Devices .......................................... 12 901.2r Kinds of Operations .................................................... 12 901.2s Placards ...................................................................... 12

901.3 Emergency Procedures ............................................... 13 901.3a ADC Failure (GSU 25) ................................................... 13 901.3b Attitude Failure (GSU 25) ............................................. 13 901.3c Attitude Aligning / Keep Wings Level .......................... 14 901.3d AHRS ALIGN ................................................................ 14 901.3e G3X Touch Altimeter Barometric Window Cyan ............ 14

Section 901 Pilot’s Operating Handbook GARMIN G3X TOUCH EXTRA NG


901.3f EIS Failure .................................................................... 15 901.3g Erroneous Air Data or Attitude Information ................. 15 901.3h G3X Touch Failure Annunciations ................................ 16 901.3i Heading Failure, Loss of Magnetometer Data, or

Magnetic Field Error .................................................... 16 901.3j PFD Failure .................................................................. 17 901.3k Navigation Data Failure (GPS) ...................................... 17 901.3l TERRAIN ALERTS .......................................................... 18 901.3m WARNINGs, and CAUTIONs .......................................... 19

901.4 Normal Procedures ..................................................... 23 901.4a Before Starting Engine ................................................. 23 901.4b After Starting Engine ................................................... 23 901.4c COM Radio Tuning ...................................................... 23 901.4d Lateral Navigation ....................................................... 24 901.4f Barometric Minimums Alert ......................................... 24

901.5 Performance ............................................................... 25

901.6 Weight and Balance ..................................................... 25

901.7 System Description ..................................................... 25 901.7a Flight Instruments ....................................................... 25 901.7d Course Deviation Indicator (CDI) .................................. 29 901.7e Engine Indication System ............................................. 30 901.7f Communication / Navigation / Surveillance System ..... 30 901.7g Minimum Altitude Display and Alerting ....................... 31

Pilot’s Operating Handbook Section 901 EXTRA NG GARMIN G3X TOUCH


901.1 General

NOTE This supplement describes only functions and capabilities which are part of the certification (i.e. Day VFR). For information about further features refer to G3X Touch Pilots’ Guide. Those further features are NOT part of the certified scope and may only be used for additional information.

The G3X Touch provides one or more of the following functions:

• Primary Flight Display (PFD) Provides attitude, air data, heading, and navigation information to the pilot.

• Multi-Function Display (MFD) Provides pilot awareness of factors that may affect the overall conduct of the flight such as advanced moving map including terrain, obstacle and traffic alerts, and SafeTaxi® airport diagrams. Georeferenced FliteCharts® or Jeppesen® ChartView™ charts are optional features.

• Engine Indication System (EIS) Provides engine and airframe operating parameters to the pilot.

The G3X Touch is installed in the following configuration:

One GDU 46X, 10” touchscreen display, split screened providing PFD, MFD and EIS functions.



Single 10” GDU (PFD, MFD & EIS)

This display comes with a built-in WAAS GPS receiver for VFR operations and native infrared touchscreen interface.

PFD installations require the installation of a GSU 25 ADAHRS, GMU 11 magnetometer, and the GTP 59 temperature probe.

The EIS functions installed require the installation of a remote mounted GEA 24 Engine Airframe unit and associated engine sensors.

MFD functions are supported by an internal GPS receiver. G3X Touch flight displays can be seamlessly integrated with a variety of radios, transponders, audio panels, ADS-B, SiriusXM ® data links, mobile devices via Garmin Connext ® and autopilot systems.

Use of this supplement requires the installation of Garmin G3X Touch Electronic Flight Instrument hardware



and system software version 8.40 or a later software version in the aircraft. Pilots are advised to carefully review the contents of this Airplane Flight Manual Supplement before operating the airplane.

The following table lists the Pilot’s Guide applicable to the respective system software version.

System Software Version Pilot’s Guide Part Number

8.40 or later 190-02472-00, Rev A or later

901.1b Abbreviations and Terminology

The following glossary is applicable within the airplane flight manual supplement:

AC Advisory Circular

ADAHRS Air Data Attitude Heading Reference System

ADC Air Data Computer

ADS-B Automatic Dependent Surveillance-Broadcast

AFM Airplane Flight Manual

AFMS Airplane Flight Manual Supplement

AHRS Attitude Heading Reference System

ALT Altitude

AMMD Airport Moving Map Display

ATT Attitude

Baro Barometric

CDI Course Deviation Indicator

COM Communication

DG Directional Gyro

ECS Electrical Control System



EIS Engine Indication System

FIS-B Flight Information Service – Broadcast

FPM Feet Per Minute

GDU Garmin Display Unit

GEA Garmin Engine and Airframe

GMU Garmin Magnetometer Unit

GPS Global Positioning System

GS Ground Speed

GSU Garmin Sensor Unit (ADAHRS)

GTP Garmin Temperature Probe

HDG Heading

HSI Horizontal Situation Indicator

IAS Indicated Airspeed

K factor Fuel flow transducer calibration factor

MFD Multi-Function Display

N/A Not Available

NAV Navigation

NOTAM Notice to Airmen

NRST Nearest

PFD Primary Flight Display

OAT Outside Air Temperature

OBS Omni Bearing Selector

REV Revision or Reversion

RPM Revolutions per Minute

SD Card Secure Digital Card

SFD Standby Flight Display



STBY Standby

SYNC Synchronize

TAS True Airspeed

TAWS Terrain Alert and Warning System

TFR Temporary Flight Restriction

VFR Visual Flight Rules

VHF Very High Frequency

VOR VHF Omni-directional Range

VSI Vertical Speed Indicator

WAAS Wide Area Augmentation System

XTK Cross Track Error



901.2 Limitations

901.2a System Software Requirements

The G3X Touch must utilize the following or later FAA approved software versions for this AFMS revision to be applicable:

Component Software Version

G3X Touch Electronic Flight Instrument

8.40

NOTE This section is not intended to be a comprehensive list of approved software. It is intended to provide a means to determine if this AFMS revision is applicable to the software that is installed in the aircraft. Do not use this AFMS revision if the installation has a software version less than that shown in the table above.

901.2b Databases

Databases identified as intended for helicopters must not be used. These databases are identified by the word “HELI” or “HELICOPTER” in their title, as displayed on the database status page.

Database updates via SD card must be done while the aircraft is on the ground and stationary. Database transfers or updates are prohibited in flight.

901.2c Aerobatic Maneuvers

Do not conduct aerobatic maneuvers if uninterrupted attitude information is required on the PFD.



901.2d Synthetic Vision

The synthetic vision presentation must not be used as the sole reference for aircraft control (without reference to the primary flight instruments).

The synthetic vision presentation must not be used as the sole reference for navigation or obstacle/terrain/traffic avoidance.

901.2e Moving Maps

Moving map displays (ownship position relative to map features) must not be used as the primary or sole means of navigation or course guidance.

901.2f Terrain Display

Maneuvers and navigation must not be based solely on the display of terrain or obstacles on the moving map terrain displays.

901.2g Terrain Alerts

Terrain alerts must be inhibited when landing at an airport that is not in the airport database.

901.2h Traffic Display

The display of traffic is intended as an aid to visual acquisition and must not be used as the sole basis for aircraft maneuvering.

901.2i Surface Operations

The optional SafeTaxi or Chartview functions shall not be used as the sole basis for ground maneuvering. SafeTaxi and Chartview functions do not comply with the



requirements of AC 20-159 and are not qualified to be used as an airport moving map display (AMMD). SafeTaxi and Chartview use is limited to airport surface orientation to improve flight crew situational awareness during ground operations.

901.2j Glide Range Ring

In the event of engine failure or engine malfunction, the Glide Range Ring must not be used to determine gliding distance. Refer to the airplanes’ Pilot’s Operating Manual / Airplane Flight Manual for engine failure emergency procedures and glide distance data.

901.2k Powerplant Gauge Markings

Fuel flow values may be in error by as much as 15% if the K factor calibration is improperly set. Do not depend solely on the fuel flow indication or the fuel totalizer to determine fuel used, fuel remaining, or fuel reserves.

The fuel computer functions must not be used as the primary means of determining the quantity of fuel in the tanks. The aircraft fuel quantity gauge(s) are the primary means of determining fuel quantity.

The Manifold Pressure gauge and the Propeller RPM gauge are the primary means for power setting as described in Section 5 of this Handbook.

The % power display is for information purposes only.

901.2l Weight and Balance

The weight and balance tool provided by the G3X Touch is for flight planning purposes only. Consult the aircraft’s Pilot’s Operating Handbook for the official weight and balance data.



901.2m Data Link Products (SiriusXM, FIS-B, and Connext)

NOTE This paragraph is valid only for aircraft certified in the US.

Do not use data link weather information for maneuvering in, near, or around areas of hazardous weather. Information provided by data link weather products may not accurately depict current weather conditions.

Do not use the indicated data link weather product age to determine the age of the weather information shown by the data link weather product. Due to time delays inherent in gathering and processing weather data for data link transmission, the weather information shown by the data link weather product may be significantly older than the indicated weather product age.

Do not rely solely upon data link services to provide Temporary Flight Restriction (TFR) or Notice to Airmen (NOTAM) information. Not all TFRs and NOTAMS may be depicted.

901.2n Glove Usage

No device or apparel may cover the pilot’s fingers used to operate the G3X Touch display.

901.2o Screenshots

Do not take screenshots of the G3X Touch displays while in flight.



901.2p Service Required

It is prohibited to initiate flight when a “Service Required” advisory is present on the PFD, MFD, or EIS display.

901.2q Portable Electronic Devices

Data provided to a portable electronic device from the G3X Touch Bluetooth interface is not approved to replace any aircraft display equipment, including navigation or traffic/weather display equipment.

901.2r Kinds of Operations

No change.

901.2s Placards

No change.



901.3 Emergency Procedures

901.3a ADC Failure (GSU 25)

ADC FAIL

ADC failure is indicated by:

• Red X over the airspeed and altitude tapes.

• Red X over the vertical speed tape.

• Red X over the TAS and OAT fields.

▶ Use primary/mechanical Airspeed Indicator and Altimeter or Garmin G5 (front cockpit).

NOTE If the primary ADC fails, the G3X Touch will automatically revert and use air data from the Garmin G5 Electronic Flight Instrument installed in the front cockpit. An amber ADC REVERT annunciation will automatically be displayed on the PFD and air data from the G5 will be displayed on the G3X Touch.

901.3b Attitude Failure (GSU 25)

AHRS FAIL

Attitude failure is indicated by:

• removal of the sky/ground presentation.

• Red X over the sky/ground presentation.

• “ATTITUDE FAIL” on the PFD display.

OR Degraded Attitude is indicated by:

• Amber AHRS ALIGN displayed on the sky presentation

▶ Use real horizon as usual.



NOTE If the primary ADC fails, the G3X Touch will automatically revert and use air data from the Garmin G5 Electronic Flight Instrument installed in the front cockpit. An amber AHRS REVERT annunciation will be displayed on the PFD and attitude information from the G5 will automatically be displayed on the G3X Touch.

901.3c Attitude Aligning / Keep Wings Level

If the “ALIGNING KEEP WINGS LEVEL” indication occurs during flight, the G3X Touch has detected an invalid attitude solution and will not display any attitude information.

▶ Use the real horizon as usual to maintain 1° nose up pitch and wings level flight. The system will display attitude when internal accuracy tolerances have been met.

▶ Limit aircraft attitude to +10° bank, +5° pitch, 200 KTAS or less.

▶ If attitude does not return, continue to use the real horizon for aircraft attitude control.

901.3d AHRS ALIGN

This annunciation indicates that the AHRS is beginning to fail and the internal sensors are trying to realign themselves. The attitude presentation behind the annunciation is still valid but should be crosschecked using the real horizon.

901.3e G3X Touch Altimeter Barometric Window Cyan

If the G3X Touch Altimeter Barometric Setting window is cyan and the digits are changing without the pilot manually adjusting the Barometric Altimeter setting



knob on the G5, disable the G5/G3X Touch Baro synchronization as follows:

▶ Press MENU, MENU

▶ Scroll down to SETTINGS and Select.

▶ Scroll down to PFD and Select.

▶ Scroll down to ‘SFD Baro Sync’ and Select.

▶ Change the selection from ENABLED to DISABLE.

▶ Press and hold the BACK button to return to a normal PFD display.

▶ Adjust the G3X Touch Altimeter Barometric Setting to the current local setting.

▶ Disregard the G5 Standby Instruments altimeter display and use the G3X Touch’s.

901.3f EIS Failure

EIS failure is indicated by the loss of displayed information on the EIS, including a blank, frozen, red ‘X’ over the display, or unresponsive display of EIS parameters.

Loss of EIS is not an emergency. The aircraft cannot be operated outside of the engine limitations.

901.3g Erroneous Air Data or Attitude Information

▶ PULL the AHRS circuit breaker.

G5 air data and AHRS data will automatically revert to the G3X Touch. ADC FAIL, AHRS FAIL, ADC REVERT, AHRS REVERT, and ECS FAIL messages will be displayed.



901.3h G3X Touch Failure Annunciations

If a G3X Touch function fails, a large red ‘X’ is typically displayed over the instrument(s) or data experiencing the failure. Upon G3X Touch power-up, certain instruments remain invalid as equipment begins to initialize. All instruments should be operational within one minute of power-up. If any instrument remains flagged the G3X Touch should be serviced by a Garmin-authorized repair facility.

901.3i Heading Failure, Loss of Magnetometer Data, or Magnetic Field Error

A heading failure, loss of magnetometer data, or magnetic field error is indicated by removal of the digital heading readout, a red X, and an Amber “HDG” on the display.

▶ Use primary magnetic compass.



NOTE If the G3X Touch DG/HSI has a valid GPS signal the G3X Touch DG/HSI instrument will display the GPS track information in magenta.

901.3j PFD Failure

PFD failure is indicated by the loss of displayed information on the PFD, including a blank, frozen, or unresponsive display.

▶ Use real horizon for attitude, primary flight instruments for airspeed and altitude, and external navigation data for heading reference.

901.3k Navigation Data Failure (GPS)

Navigation data failure may be indicated by any or all of the following:

• Loss of course deviation information on PFD

• Loss of glideslope/glidepath information on PFD

• Loss of bearing pointer on HSI

▶ Refer directly to external navigation data.

If No Alternate Navigation Sources Are Available and ‘REV’ is Displayed on HSI:

▶ Use the CDI and compass for course information.

▶ Fly toward known visual conditions.



901.3l TERRAIN ALERTS

Aural Alert Visual Alert Action

“Terrain Ahead! Pull Up!”

“Terrain, Terrain Pull up! Pull Up!”

“Obstacle Ahead!

Pull Up!”

“Obstacle, Obstacle Pull Up! Pull Up!”

“Sink Rate, Pull Up!”

“Pull Up!”

-OR-

-OR-

NOTE: The arrow indicates the terrain is outside the Synthetic Vision field of view.

Initiate maximum performance climb (maximum takeoff power and best angle of climb airspeed) NOTE: Only the climb maneuver is recommended, unless it is determined, based on all available information, that turning in addition to climbing is the safest course of action.

“CAUTION, Terrain”

“CAUTION, Terrain Ahead”

“CAUTION, Obstacle”

“CAUTION, Obstacle

Ahead”

“CAUTION, Sink

Rate”

TERRAIN

-OR-

OBSTACLE

-OR-

NOTE: The arrow indicates the

obstacle is outside the Synthetic Vision

field of view.

Take corrective action until the alert ceases. Using all available information to determine the appropriate action, alter the flight path away from the threat by stopping descent, climbing, and/or turning.



901.3m WARNINGs, and CAUTIONs

The following tables show the color and significance of the warning, caution, and advisory messages which may appear on the G3X Touch display.

WARNING Annunciations – Red

Annunciation Pilot Action Cause

Red X Reference the data source or alternate equipment.

A red X through any display field indicates that display field is not receiving data or is corrupted.

Red Engine Parameter

Take appropriate action to correct condition causing engine parameter exceedance.

The engine parameter has exceeded the warning threshold.

Select full screen mode on display to view WARNING annunciations.

Display is in split screen mode and WARNING annunciations are not displayed.



CAUTION Annunciations – Amber


HDG (amber background)

Use primary compass Displayed heading is outside of the internal accuracy limits.

Select full screen mode on display to view CAUTION annunciations.

Display is in split screen mode and CAUTION annunciations are not displayed.

AHRS ALIGN – Keep Wings Level

Crosscheck attitude indication with real horizon. Limit aircraft attitude to ±10º bank and ±5º pitch as AHRS Aligns - OK to taxi.

Attitude and Heading Reference System is aligning. AHRS may not align with excessive pitch/bank angles.

AHRS ALIGN Crosscheck attitude indication with real horizon and other sources of attitude information (airspeed, heading, altitude, etc.)

The AHRS monitors have detected a possible AHRS malfunction or an error with the attitude presentation. The AHRS is attempting to realign itself.





ATT MISCOMP

Cross-check the flagged information against real horizon and other sources to identify erroneous information.

Difference detected between the G3X Touch attitude display and the G5 attitude display.

AHRS FAIL ATTITUDE FAIL

Use real horizon. If AHRS REVERT message is also displayed, you may also use the G3X Touch. Attitude will be from the G5.

The GSU 25 AHRS has failed.

AHRS REVERT

You may continue to use the G3X Touch.

The GSU 25 AHRS has failed and attitude from the G5 is being displayed on the G3X Touch.

AIR MISCOMP IAS MISCOMP

Cross-check the flagged information against primary instruments and other sources to identify erroneous information.

Difference detected between the G3X Touch airspeed or altitude and the G5 airspeed or altitude.

ADC FAIL Use primary airspeed and altimeter indicator, or, if ADC REVERT message is also displayed, continue to use the G3X Touch.

The GSU 25 air data computer has failed.





ADC REVERT Continue to use the G3X Touch.

The GSU 25 air data computer has failed and air data from the G5 is being displayed on the G3X Touch.

(Flashing) MESSAGE

Press the flashing message annunciation to view a new system message.

A new system message has annunciated.

Amber EIS Parameter

Take appropriate action to correct condition causing engine parameter exceedance.

The engine parameter has exceeded the caution threshold.

TAWS N/A, TAWS FAIL

Use vigilance, terrain depiction and TAWS alerting is no longer provided.

Database errors or lack of required GPS position.



901.4 Normal Procedures

901.4a Before Starting Engine

Item Condition

Database Acknowledgement (PFD)

Press “CONTINUE’ button

NOTE The data link weather advisory and current database information are displayed during power-up including valid operating dates, cycle number, and database type. When this information has been reviewed for currency (to ensure that no databases have expired), the pilot is prompted to continue.

901.4b After Starting Engine

Item Condition

Altimeters SET (PFD and primary Altimeter)

▶ Touch the Barometric Pressure Display on the PFD.

▶ Enter the desired pressure using the keypad and touch ENTER.

▶ Verify Barometric setting on the primary Altimeter matches the G3X Touch.

901.4c COM Radio Tuning

The COM Frequency Box is composed of two fields; one active frequency is on the left side and the standby frequency is on the right.

To tune the COM radio:

▶ Touch STBY com display window



▶ Enter the frequency using the keypad or dual concentric knob

▶ Touch ENTER to enter the frequency in the STBY window, or,

▶ Touch <-> to transfer the entered frequency directly into the COM window.

To transfer STBY frequency to Active frequency:

▶ Touch the Active COM frequency field

901.4d Lateral Navigation

GPS DIRECT TO

▶ Press DIRECT TO button

▶ Select Waypoint

▶ Execute DIRECT TO

GPS OBS

▶ Select GPS

▶ Select waypoint and make it the active waypoint.

To set the CDI to the desired course:

▶ Touch the Selected Course (OBS) window on the PFD.

▶ Enter the desired GPS course. Press ENTER

▶ Establish Intercept Heading

901.4f Barometric Minimums Alert

A barometric minimums alert is provided in the G3X Touch to enhance the pilot’s awareness of approaching altitude minimums.

Setting the barometric minimums alert bug:

▶ On the PFD, Touch the HSI.



▶ Touch the Highlight Minimums window.

▶ Enter Barometric Altitude Minimums and touch ENTER

901.5 Performance

No change.

901.6 Weight and Balance

See current weight and balance data.

901.7 System Description

The G3X Touch System increases situational awareness by complementing the traditional instruments on the panel with an easy-to-scan Primary Flight Display (PFD) that features a horizon, airspeed, attitude, altitude, vertical speed, heading, and course deviation information.

The mechanical airspeed indicator, altimeter and compass remain the primary instruments.

901.7a Flight Instruments

Attitude information is displayed over a virtual blue sky and synthetic ground with a white horizon line. The Attitude Indicator displays the pitch (indicated by the Amber symbolic aircraft on the pitch scale), roll, and slip/skid information.

The horizon line is part of the pitch scale. Pitch markings occur at 2.5˚ intervals through all pitch ranges.



The inverted white triangle indicates zero on the roll scale. Major tick marks at 30˚ and 60˚ and minor tick marks at 10˚, 20˚, and 45˚ are shown to the left and right of the zero. Angle of bank is indicated by the position of the pointer on the roll scale. Slip/skid is indicated by the location of the ball.

Bezel Overview (GDU 46X)

NRST Key Press to display the Nearest Page for viewing the nearest airports, intersections, NDBs, VORs, waypoints, frequencies, and airspaces

Direct- To Key Press to activate the Direct-To function, enter a destination waypoint establish a direct-to course to the selected destination

MENU Key Press once to view the Page Menu Press twice to view the Main Menu Press a third time to clear the Main Menu enabled.



BACK Key Press to return to the previous screen Press and hold to return to the default MFD Page

Pointers The Standard Rate Turn Bank Angle Pointers are green pointers displayed on the roll scale that show the bank angle corresponding to a standard rate turn.

Standard Rate Turn Bank Angle Pointers

Turn Rate Indicator The Turn Rate Indicator is located at the top of the HSI. Tick marks to the left and right of the displayed heading denote standard turn rates (3 deg/sec). A magenta Turn Rate Trend Vector shows the current turn rate. The end of the trend vector gives the heading predicted in 6 seconds, based on the present turn rate. A standard-rate turn is shown on the indicator by the trend vector stopping at the standard turn rate tick mark, corresponding to a predicted heading of 18˚ from the current heading. At rates greater than 4 deg/sec, an arrowhead appears at the end of the magenta trend vector and the prediction is no longer valid.

Airspeed Indicator The Airspeed Indicator may be displayed as a vertical tape or a round dial. When the Airspeed Indicator is displayed as a tape, it displays a range of 70 knots on a rolling number gauge using a vertical tape. Numeric labels and major tick marks are shown at intervals of 10 knots. Minor tick marks are at intervals of 5 knots. The current airspeed is displayed in the black pointer. The True Airspeed (TAS) is displayed above the scale in white digits and the Ground Speed (GS) is displayed below the scale in magenta digits.



Altimeter The Altimeter may be displayed as a vertical tape or a round dial. When the Altimeter is displayed as a tape, it displays 400 feet of barometric altitude values at a time on a rolling number gauge using a moving tape. Numeric labels and major tick marks are shown at intervals of 100 feet. Minor tick marks are at intervals of 20 feet. The current altitude is displayed in the black pointer. The barometric pressure setting is displayed below the Altimeter in inches of mercury (in Hg) or hectopascals (hPa) when metric units are selected.

The Selected Altitude is displayed above the Altimeter in the box indicated by a selection bug symbol. A bug corresponding to this altitude is shown on the altimeter; if the Selected Altitude exceeds the range shown on the tape, the bug appears at the corresponding edge of the tape.

The Altitude Alerting function provides the pilot with visual and aural alerts when approaching the Selected Altitude. Whenever the Selected Altitude is changed, the Altitude Alerter is reset. The following will occur when approaching the Selected Altitude:

• Passing within 1000 feet of the Selected Altitude, the Selected Altitude (shown above the Altimeter) flashes for 5 seconds and an aural tone is generated.

• When the aircraft passes within 200 ft of the Selected Altitude, the Selected Altitude flashes for 5 seconds and an aural tone is generated to indicate that the aircraft is approaching the selected altitude.

• After reaching the Selected Altitude, if the pilot flies outside the deviation band (±200 Feet of the Selected Altitude), the Selected Altitude changes to Amber text on a black background, flashes for 5 seconds, and an aural tone is generated.



Vertical Speed Indicator The Vertical Speed Indicator (VSI) may be displayed as a tape or an arc segment. The VSI displays the aircraft vertical speed using a non-moving tape labeled at 500, 1000 and every 1000 fpm up to the maximum with minor tick marks every 100 feet up to 1000 fpm. The current vertical speed is displayed using a white arrow along the scale.

901.7d Course Deviation Indicator (CDI)

The HSI contains a Course Deviation Indicator (CDI), with a Course Pointer, To/From Indicator, and a sliding deviation bar and scale. The course pointer is a single line arrow (GPS1) which points in the direction of the set course. The To/From arrow rotates with the course pointer and is displayed when the active NAVAID is received.

The Course Deviation Indicator (CDI) moves left or right from the course pointer along a lateral deviation scale to display aircraft position relative to the course. If the course deviation data is not valid, the CDI is not displayed.

Another Lateral Deviation Scale and combination Course Deviation and To/From Indicator is located below the slip/skid indicator.

Lateral Deviation Indication

The color indicates the current navigation source: magenta (for GPS). The full-scale limits for the CDI are defined by a GPS-derived distance when coupled to GPS.



The CDI has the same angular limits as a mechanical CDI. If the CDI exceeds the maximum deviation on the scale (two dots) while coupled to GPS, the crosstrack error (XTK) is displayed below the white aircraft symbol.

In addition to the flight instruments, the PFD also displays supplemental information, including the Outside Air Temperature (OAT), wind data, User Timer, and G-Meter.

901.7e Engine Indication System

The G3X Touch EIS displays engine, electrical, and other system parameters. Additional EIS information can be viewed by selecting the Eng Page on the MFD.

Green bands on the instruments indicate normal ranges of operation; amber and red bands indicate caution and warning, respectively. When unsafe operating conditions occur, the corresponding caution readout will display solid amber and the warning readout will flash red. If sensory data to an instrument becomes invalid or unavailable, a red “X” is displayed across the instrument.

901.7f Communication / Navigation / Surveillance System

The Communication/Navigation/Surveillance (CNS) system includes the audio interface and communication units. These functions can be accessed from the boxes that make up the CNS Data Bar located at the top of the PFD and/or MFD.

CNS Data Bar



901.7g Minimum Altitude Display and Alerting

When enabled by the pilot, an altitude minimums bug will be displayed in cyan on the barometric altitude tape. Altitude minimums are accessed under the PFD Options Menu -> Minimums sub menu and can be set by touchscreen keypad or dual-concentric knob.

Both visual and aural altitude minimums alerts are provided. During a descent to minimums, the minimums bug will change from cyan to white when the aircraft descends to within 100 ft of minimums. An aural “Minimums, Minimums” alert will be triggered when the aircraft’s altitude descends through minimums and the minimums bug will change to Amber. As the aircraft altitude climbs back above minimums, the minimums bug will change to white 50 ft above minimums and cyan 150 ft above minimums. Alerting is rearmed once the aircraft is 150 ft or more above the minimum’s altitude.



Section 902 GARMIN G5

Table of Contents

Paragraph Page

902.1 General ........................................................................ 3

902.2 Limitations .................................................................. 4 902.2a System Software Requirements ...................................... 4 902.2b Use of Instruments ........................................................ 4 902.2c Kinds of Operations ...................................................... 4 902.2d Placards ........................................................................ 4

902.3 Emergency Procedure ................................................... 5 902.3a G5 Failure Indications .................................................... 5 902.3b Attitude Aligning ........................................................... 5 902.3c Attitude Aligning / Keep Wings Level ............................ 6 902.3d Loss of Electrical Power ................................................. 6 902.3e System Messages .......................................................... 6

902.4 Normal Procedures ...................................................... 8 902.4a G5 Power Button and Knob ............................................ 8 902.4b Backlight Intensity Adjustment ...................................... 8

902.5 Performance ................................................................ 9

902.6 Weight and Balance ...................................................... 9

902.7 System Description ...................................................... 9

Section 902 Pilot’s Operating Handbook GARMIN G5 EXTRA NG



Pilot’s Operating Handbook Section 902 EXTRA NG GARMIN G5


902.1 General

The G5 Electronic Flight Instrument installed in the front instrument panel is an electronic instrument which displays attitude, slip and turn rate information to the pilot. It also contains indications of airspeed and altitude. Additionally ground track and ground speed are indicated. An optional backup battery sustains the G5 attitude for up to four hours, in case of a loss of aircraft electrical power.

The internal ADAHRS of the G5 is connected to the ADAHRS of the Garmin EFIS via CAN bus. This connection is used for flight data sharing and cross-checking in case of a failure of either system.



902.2 Limitations

902.2a System Software Requirements

The G5 must utilize the following or later software versions for this AFMS revision to be applicable:

Component Software Version

G5 Electronic Flight Instrument 6.30

902.2b Use of Instruments

The original type design approved instruments for airspeed and altitude installed in the rear instrument panel remain the primary indications for these parameters.

The attitude and navigation data (except airspeed and altitude) provided by the GARMIN G5 is for situational awareness only and shall not be relied upon for navigation.

902.2c Kinds of Operations

No change.

902.2d Placards

(Next to the GARMIN G5)

(Below the GARMIN G5 circuit breaker on the rear

instrument panel)

For situational awareness only



902.3 Emergency Procedure

902.3a G5 Failure Indications

When a G5 function fails, a large red ‘X’ is typically displayed over the instrument(s) or data experiencing the failure. Upon G5 power-up, certain instruments remain invalid as equipment begins to initialize. All instruments should be operational within one minute of power-up. If any instrument remains flagged and it is not likely an installation related problem, the G5 should be serviced by a Garmin-authorized repair facility.

Attitude Failure Attitude failure is indicated by removal of the sky/ground presentation, a red X, and a yellow “ATTITUDE FAIL” on the display.

Rate-of-turn and slip information will not be available.

902.3b Attitude Aligning

During system initialization, the G5 displays the message ‘ALIGNING’ over the attitude indicator. The G5 should display valid attitude typically within the first minute of power-up. The G5 can align itself both while taxiing and during level flight.



Even if the attitude “ALIGNING” indication occurs during flight and attitude remains displayed, the attitude display can be used for situational awareness. The message will clear when the attitude solution is within the systems internal accuracy tolerances.

It is recommended to keep wings level to reduce the time for the message to clear.

902.3c Attitude Aligning / Keep Wings Level

If the “ALIGNING KEEP WINGS LEVEL” indication occurs during flight, the G5 has detected an invalid attitude solution and will not display any attitude information.

It is recommended to keep wings level to reduce the time for system recovery.

The system will display attitude when internal accuracy tolerances have been met again.

902.3d Loss of Electrical Power

In the event of a loss of aircraft electrical power to the G5, the indicator will continue to function on its optional internal battery, when the following action is performed within 45 seconds:

"External Power Lost" indication

▶ Press any key to continue on battery power

Internal battery endurance is then indicated on the G5 display in hours and minutes, the charging symbol will be removed and the internal battery will not be charged.

902.3e System Messages

The G5 has the capability to display system messages to the crew along the bottom of the display. The following



table shows the meaning of each message. System messages are displayed in white text.

Message Meaning

External Power Lost Aircraft power has been removed from the G5

Critical battery fault! Powering off ...

Battery has critical fault condition and the unit is about to power off to avoid damage to the battery.

Battery fault Battery has a fault condition - contact Garmin if it persists.

Battery charger fault Battery charger has a fault condition - contact Garmin if it persists.

Low battery Battery charge level is low

Hardware fault Unit has a hardware fault - contact Garmin for service

Power supply fault Unit power supply fault detected - contact Garmin for service if it persists

Unit temperature limit exceeded

Unit is too hot or too cold

Communication error

General communication error (most commonly appears in conjunction with Network Address Conflict message)

Factory calibration data invalid

Unit calibration data not valid - return to Garmin

Magnetic field model database out of date

Internal magnetic field database is out of date - software update required

No specific pilot action is required for any of the displayed system messages. As long as attitude is displayed, the system is adequate for situational awareness.

These messages remain while the condition persists, or until cleared by pressing the knob.




902.4a G5 Power Button and Knob

The G5 display will power on with the application of aircraft power.

▶ Use the G5 power button to turn the display on and off.

▶ Press and hold the power button to turn the display off.

▶ Use the knob to adjust the baro setting on the secondary display of altitude.

▶ Press the knob to get access to a menu, allowing the entry of altitude preselect or desired track information.

▶ Press the knob subsequently to remove the menu.

902.4b Backlight Intensity Adjustment

The power up state of the G5 backlight is in Auto adjustment mode.

To adjust the backlighting:

if unit is in Auto mode and manual adjustment is desired:

▶ While the unit is turned on, press the Power button.

▶ Turn the knob to manually adjust the backlight intensity.

▶ Press the knob to close the backlight page.

if unit has been manually adjusted and Auto mode is desired:

▶ While the unit is turned on, press the Power button.

▶ Press the Power button again to select Auto.

▶ Press the knob to close the backlight page.



902.5 Performance

No change.


See current weight and balance data.


Refer to Garmin G5 Pilot’s Guide P/N 190-01112-12 for a description of the G5 electronic flight instrument. This reference material is not required to be on board the aircraft but does contain a more in depth description of all the functions and capabilities of the G5.

The G5 circuit breaker located in the rear center console supplies power to the G5 instrument for normal power operation and to charge the optional internal battery.



Section 903 KANNAD AF 406 ELT

Table of Contents

Paragraph Page

903.1 General ........................................................................ 3

903.2 Limitations .................................................................. 4

903.3 Emergency Procedures ................................................. 5

903.4 Normal Procedures ...................................................... 5

903.5 Performance ................................................................ 7

903.6 Weight & Center of Gravity ........................................... 7

903.7 System Description ...................................................... 7 903.7.1 Switch Operation ........................................................... 8

903.8 Handling, Servicing and Maintenance ........................... 8 903.8.1 Periodic Inspection ........................................................ 9 903.8.2 Battery Replacement ...................................................... 9

Section 903 Pilot’s Operating Handbook KANNAD AF 406 ELT EXTRA NG



Pilot’s Operating Handbook Section 903 EXTRA NG KANNAD AF 406 ELT


903.1 General

To improve the passive security, the EXTRA NG can be equipped with an optional Emergency Locator Transmitter KANNAD AF 406-INTEGRA ELT.

In the event of a crash, the AF 406 activates automatically (automatic fixed „AF“ configuration), and transmits the standard swept tone on 121.5 MHz lasting until the battery is depleted. This 121.5 MHz signal is mainly used to pinpoint the beacon during search and rescue operations. In addition, for the first 24 hours of operation, a 406 MHz signal is transmitted at 50-second intervals. This transmission lasts 440 ms and contains identification data programmed into the beacon and is received by Cospas-Sarsat satellites. The transmitted data is referenced in a database (maintained by the national authority responsible for ELT registration) and used to identify the beacon and owner.

When the ELT is activated, the panel LED pulses periodically. The time between pulses lengthens after a predetermined transmitter ‘on’ time.

NOTE In October 2000 the International Cospas-Sarsat Program, announced at its 25th Council Session held in London, UK that it plans to terminate satellite processing of distress signals from 121.5 and 243 MHz emergency beacons on February 1, 2009.

Accuracy Doppler positioning is employed using both 121.5 MHz and 406 MHz signals. Position accuracy of the 121.5 MHz signal is within an area of approximately 15-20 km radius about the transmitter. Due to the better integrity of the 406 MHz signal, its location accuracy is within about a 3 km radius.



903.2 Limitations

The operation limitations are not affected by the installation of the KANNAD AF 406-INTEGRA ELT.

For the operation of the transmitter the following placard is on the front face of the remote switch:

(on the ELT remote switch)

(outside on the left fuselage in the vicinity of the ELT

unit)




▶ In case of a forced landing switch the remote switch in the rear instrument panel to the "ON" position prior to touch down.

▶ Although the ELT will be activated automatically after an aircraft accident or forced landing with high G-force, switch additionally the remote switch in the rear panel to the "ON" position.

After sighting rescue aircraft:

▶ Switch the remote switch to the "ARM" position to prevent radio interference.

▶ Attempt contact with rescue aircraft with the radio transceiver set to a frequency of 121.5 MHz. If no contact is established, switch the remote switch to the "ON" position immediately.

If the function of the remote switch is in doubt proceed as follows:

▶ Remove quick pins from the backrest adjustment and swivel the backrest forward to get access to the ELT unit.

▶ Use the master switch at the ELT unit analogously.

Function Check of the ELT

▶ If the aircraft receiver is operable, check ELT function by listening on 121.5 MHz for ELT transmission. Ensure that the ELT antenna is clear of any obstructions.


It is recommended by the manufacturer to test the ELT to detect any possible failure.



An operational check must be performed regularly by a pilot or maintenance personnel from the cockpit (Remote Control Panel). It is recommended to perform a self-test once a month but it should not be done more than once a week.

Each self-test consumes energy from the battery. Should self-tests be carried out more often than the maximum allowed, the battery life-time might be shorter than specified.

Self-Test Procedure

▶ Check that the antenna is correctly connected.

▶ Do not perform self-test without antenna connected.

▶ Tune aircraft radio to 121.5 MHz and adjust volume to ensure you can hear it.

▶ Switch from position „OFF“ to position „ARM“ or press RESET & TEST on the Remote Control Panel (ensure that the ELT switch is in position „ARM“).

Close to the end of the self-test a short (3-4 sweeps) 121.5 transmission is made.

▶ Confirm this on the aircraft radio.

After a few seconds, the test result is displayed with the red visual indicator:

One long flash indicates that the system is operational and that no error conditions were found.

A series of short flashes indicates the test has failed.



Remark: The number of flashes gives an indication of the faulty parameter detected during the self-test.

Flashes Meaning

3 + 1 Low battery voltage

3 + 2 Low RF power

3 + 3 Faulty VCO locking (faulty frequency)

3 + 4 No identification programmed If self-test fails, contact the distributor as soon as possible. Unless a waiver is granted, flight should be cancelled.

903.5 Performance

Not affected.

903.6 Weight & Center of Gravity

Refer to Section 6 of this Handbook.


The ELT installation consists of the ELT unit fastened to the fuselage structure aft of the back seat, an antenna located on the main fuselage behind the cockpit, and a remote switch with a red visual indicator (LED) located on the center console. The remote switch has the positions 'ON', 'ARMED' and 'RESET/TEST'.The switch on the ELT unit has the positions 'ARM', 'OFF' and 'ON'.



903.7.1 Switch Operation

In a crash, an acceleration activated crash sensor (G-switch) turns the ELT ‘on’ automatically. Activation is also accomplished by switching the cockpit mounted remote switch or the switch on the ELT to the 'ON' position. To deactivate the ELT place the switch on the ELT unit to the ‘OFF’ position.

NOTE With remote switch disconnected or during transport the ELT can still be manually activated using the local switch on the front of the ELT. Care should be taken when transporting or shipping the ELT not to move the switch or allow packing material to become lodged such as to toggle the switch.

It is possible to stop the ELT in case of unintentional activation:

▶ Switch to 'OFF'.

Regulations state that no transmission must be interrupted unless all means are used to contact and inform the Air Traffic Controller of this action.

NOTE As 406 MHz transmission is effective 50 seconds after the ELT activation, if it is switched off within this delay, no further radio contact will be necessary.

903.8 Handling, Servicing and Maintenance

Refer to the following applicable instructions for further detailed information or when working on the Kannad 406 AF ELT:

• EASA Safety Information Bulletin 2019-09R1 or later

• Initial Installation Manual 406 AF-INTEGRA ELT (P/N: DOC09081E Rev. 04)



• Operation Manual 406 AF-INTEGRA ELT (P/N: DOC09078E Rev. 04)

Manufacturer:

Kannad Aviation (McMurdo Group) Orolia SAS Z.I. des 5 Chemins BP 23 56520 Guidel (F)

903.8.1 Periodic Inspection

Depending if the ELT is opened or not, PART 145 or FAR 145 (or equivalent) may be required. Refer to local regulations.

903.8.2 Battery Replacement

Carried out by an accredited PART 145 or FAR 145 (or equivalent) maintenance station.

Battery replacement requirements Battery replacement is mandatory:

• after more than 1 hour of real transmission (cumulated duration);

• before or on the battery expiration date;

• after use in an emergency;

• after an inadvertant activation of unknown duration.

Only an original and approved battery pack included in battery KIT BAT200 (P/N S1840510-01) supplied by KANNAD must be installed. [SAFT-FRIWO , Lithium Manganese Dioxide, 2 x M20 (D-type) cells]

KANNAD refuses all responsibility and invalidates all warranty should other packs be installed.



Battery packs or KITs are available from any KANNAD distributor or dealer.

A list of distributors is available on http://www.kannad.com



Section 904 TRIG TY91 VHF Radio

Table of Contents

Paragraph Page

904.1 General ........................................................................ 3

904.2 Limitations .................................................................. 4



904.5 Performance ................................................................ 5


904.7 Description .................................................................. 6 904.7a Controls and Indicators ................................................. 6 904.7b Remote Frequency Database ......................................... 8 904.7c Frequency Memory ...................................................... 10 904.7d Stuck Mic Function ...................................................... 11 904.7e Configuration Mode .................................................... 11 904.7f Dual Control Operation ............................................... 12 904.7g General Low Temperature Operation ........................... 13 904.7h Warning Messages ....................................................... 13 904.7i Fault Annunciation ...................................................... 14

Section 904 Pilot’s Operating Handbook TRIG TY91 VHF Radio EXTRA NG



Pilot’s Operating Handbook Section 904 EXTRA NG TRIG TY91 VHF Radio


904.1 General

The TY91 VHF radio system is an ED-23C compliant class C (25 kHz offset carrier) and class E (8.33 kHz single carrier) VHF radio.

The TY91 VHF radio is controlled using a separate front panel controller, called the TC90. This allows the radio to be mounted separately from the instrument panel, and reduces the amount of panel space taken by the VHF radio.

The TC90 is certified to ETSO 2C169a, and TSO C169a.



904.2 Limitations

The following table lists devices installed and their applicable system software versions.

Device System Software Version

TY91 VHF Radio 1.5 or later

TC90 controller 1.4 or later




Not affected.


Not affected.

904.5 Performance

Not affected.


Not affected.



904.7 Description

904.7a Controls and Indicators

Front Panel

Display The display shows the primary and standby frequencies and a series of icons to indicate the operating mode of the radio.

The primary frequency is at the top and the standby frequency is at the bottom half of the screen. The TX icon shows that the radio is transmitting. An RX icon shows that the frequency is active and the audio will be heard through the headphone and speaker outputs. The standby frequency will only be received during the MONITOR function which is indicated by a +2 icon when active.

The bottom right hand side indicates what frequency step size is selected.



On/Off, Volume and Squelch Knob The left hand knob controls the power to the VHF radio, adjusts the audio volume, and controls the squelch. Turning this knob clockwise will switch on the radio and then increase the volume. Turning anticlockwise will reduce the volume and eventually will click off.

Pressing this knob toggles the automatic squelch on and off, which can be used to listen for faint stations and as a simple audio test.

Tuning Knobs The right hand concentric knobs are used to tune the radio. The large knob adjusts the MHz portion of the standby frequency, and the smaller knob adjusts the kHz portion of the standby frequency.

Pressing the end of the small knob changes the channel spacing that the small knob operates through. If the radio is configured for 8.33 kHz operation, the steps toggle between 8.33 kHz channels and 25 kHz channels. If the radio is configured only for 25 kHz operation, the steps toggle between 25 kHz and 50 kHz channels.

Changing the step size does not change the behaviour of the radio, only the tuning knob step size – it helps to quickly tune a frequency.

Flip-flop Button The flip-flop button swaps the frequency in the standby position into the active position, and moves the active frequency to the standby position.

MON Button The VHF radio includes a dual-frequency listen feature; pressing the MON button toggles this feature on and off.

When the monitor is active, a +2 icon appears next to the standby frequency, and the radio will scan between the active and standby frequencies listening for



transmissions. The primary channel has priority – a transmission on the primary channel will interrupt the secondary channel. As an aid to identifying which channel is active, the RX icon will light next to the active channel and the secondary channel will appear slightly quieter than the primary.

This is useful in an aircraft with only a single radio since it allows you, for example, to copy the ATIS whilst maintaining a listening watch on the ATC frequency.

904.7b Remote Frequency Database

If a compatible GPS is connected, the controller will be loaded with airport frequencies from the GPS database. These frequencies are accessed by pressing the MEM button. The airport frequencies and selection order are determined by the data sent to the controller from the GPS.

The available airports can be scrolled through using the large frequency select knob. The individual frequencies associated with that airport can be scrolled through by



using the smaller frequency select knob. After you have stepped through all the loaded airports, or if there is no GPS attached, the built-in memory of the controller will be displayed.

In each case the selected frequency is loaded into the standby position. Pressing MEM again leaves the stored frequency in the standby window. Pressing the Flip-flop button loads the stored frequency directly into the active channel.

NOTE When the controller is displaying the available airport frequencies it will not accept any new updates from the GPS to avoid the frequencies changing during selection. To allow the GPS to update the available frequency database you must come out of memory mode by pressing the MEM or flip-flop button.



904.7c Frequency Memory

If no GPS is connected and the MEM button is pressed, or if the large knob is rotated beyond the remote database the controller will access the internal quick reference memory. There are 9 quick reference memory locations and the bottom edge of the screen will display which memory location is currently selected (1 – 9).

Rotating the small frequency selector knob will step through the memory locations. The standby frequency window will display the stored frequency.

To store a frequency in one of the memory locations it must first be tuned and active as the primary frequency. Press MEM to enter the memory mode in the usual way. Select the channel you want to overwrite with the tuning knobs.

Now press, AND HOLD, the MEM button for 2 seconds. The current active frequency will be moved to the selected memory location, overwriting the existing contents.



904.7d Stuck Mic Function

If the PTT switch is stuck in the ON or transmit position, the radio will automatically cut out after 35 seconds as a safety measure.

904.7e Configuration Mode

Additional setup items can be accessed by holding down the MON button for 5 seconds. The menu options can be selected using the larger inside tuning knob and the parameter value can be altered using the smaller outside tuning knob.

AUX In Volume Sets the volume level of the auxiliary input

AUX In Mute Mutes the auxiliary audio when a VHF transmission is received by the radio

Sidetone Volume

Sets the volume level of sidetone heard when transmitting

Radio Squelch Sets the sensitivity of the radio squelch

Enable 8.33 kHz

Sets the frequency step size to 8.33/25 kHz or 25/50 kHz

Brightness Sets the LCD backlight brightness



904.7f Dual Control Operation

If two control heads are installed for a dual control setup then changes made to one controller will be automatically updated on the second controller. There is a small time lag between operating one controller and updating the display on the second controller. This is purely a delay in the display and there is no delay in the tuning or operation of the TY91 radio.

The exception is that the radio volume knob works on a “loudest wins” basis. The radio volume will always correspond to the control head that has the volume knob set to the highest position. This means that only one of the controllers needs to be turned up to operate the radio normally, for example when flying a tandem aircraft solo.

Dual Control Individual Functions The following functions are local to the individual control head and will not automatically update or transfer between two controllers:

Frequency Step Size

Changing the frequency step size by pressing the PUSH/STEP button on one controller does not affect the other controller.

Brightness The brightness is separately adjusted on each controller.

Memory The frequencies stored in the memory are local to each controller. The memory data is not transferred between controllers, although a frequency selected from the memory will appear on the screen on the other controller.



904.7g General Low Temperature Operation

The TY91 is certified to operate correctly down to -20°C, but at low temperatures the controller display may be impaired. On a cold day you may need to wait for the cockpit to warm up to ensure normal operation.

904.7h Warning Messages

If the VHF radio detects a problem, the screen will indicate WARNING and a brief statement of the problem. Depending on the nature of the problem, your VHF radio may not be working properly. Note the message on the screen and pass that information to your avionics maintenance organisation. Press the flip-flop button to clear the message.

The following warnings may be seen:

Remote Hot The remote radio is overheating Stuck Mic The PTT switch has been closed for more than 35

seconds. Low Volts The aircraft power input is below 10 volts. No Radio Connection between the controller and the remote

radio has been lost. Radio Fault The remote radio is reporting an unspecified fault.



904.7i Fault Annunciation

If the VHF radio detects a catastrophic internal failure, the screen will indicate FAULT and a brief statement of the problem. Note the FAULT message at the bottom of the screen and pass that information to your avionics maintenance organization. The fault may be cleared by re-cycling the power to the radio but if the fault is still present the message will reappear.



Section 905 TRIG TT21/22 Mode S Transponder

Table of Contents

Paragraph Page

905.1 General ........................................................................ 3

905.2 Limitations .................................................................. 4



905.5 Performance ................................................................ 5


905.7 Description .................................................................. 6 905.7a Controls and Indicators ................................................. 6 905.7b Altitude Encoder Warm Up ............................................. 8 905.7c General Low Temperature Operation ............................. 8 905.7d ADS-B Monitor .............................................................. 9 905.7e Display Brightness Control ............................................ 9 905.7f Warning Messages ......................................................... 9 905.7g Fault Annunciation ...................................................... 10

Section 905 Pilot’s Operating Handbook TRIG TT21/22 Transponder EXTRA NG



Pilot’s Operating Handbook Section 905 EXTRA NG TRIG TT21/22 Transponder


905.1 General

The TT21/TT22 Mode S transponder system is an ED-73C compliant Mode S level 2els datalink transponder, with support for ADS-B extended squitter, elementary surveillance and SI codes, which also meets the relevant environmental requirements of ED-14F.

The TT21 has a nominal power output of 125 Watts, and meets the power output requirements for Class 2. The TT22 has a nominal power output of 250 watts, and meets the power output requirements for Class 1. The ADS-B function meets DO-260B class B0 for the TT21 and class B1S for the TT22. The TT21/TT22 is certified to ETSO 2C112b and ETSO C166a, and to FAA TSO C112c and C166b.

The TT21/TT22 transponder is controlled using a separate front panel controller, called the TC20. This allows the transponder to be mounted separately from the instrument panel, and reduces the amount of panel space taken by the transponder. The TC20 includes an altitude encoder. The TC20 is certified to ETSO 2C112b and ETSO C88a, and to FAA TSO C112c and TSO C88b.



905.2 Limitations

The following table lists devices installed and their applicable system software versions.

Device System Software Version

TT21/22 transponder 2.12 or later

TC20 controller 1.14 or later




Not affected.


Not affected.

905.5 Performance

Not affected.


Not affected.



905.7 Description

905.7a Controls and Indicators

Front Panel

Display The display shows the operating mode of the transponder, the reported pressure altitude, and the current squawk code and Flight ID. The reply indicator is active when the transponder replies to interrogations.

The pressure altitude is displayed as a Flight Level, which is the pressure altitude in hundreds of feet. When non-standard atmospheric conditions apply, this may not match the altimeter indicated altitude, but will be correctly displayed by the ATC radar.

Mode Selector Knob The left hand knob controls the power to the transponder and the operating mode.

OFF Power is removed from the transponder.

SBY The transponder is on, but will not reply to any interrogations.



GND The transponder will respond to Mode S ground interrogations from surface movement radar.

ON The transponder will respond to all interrogations, but altitude reporting is suppressed.

ALT The transponder will respond to all interrogations.

When airborne, the transponder should always be set to ALT unless otherwise directed by Air Traffic Control. When you are taxiing on the ground, the transponder should be set to GND mode. If your installation includes a squat switch or is configured with an automatic air/ground system it will switch automatically and you do not need to manually select the GND position.

Push Buttons IDT Press the IDT button when ATC instructs you to “Ident”

or “Squawk Ident”. This activates the SPI pulse in the transponder replies for 18 seconds. IDT will appear in the display.

FN Pressing the FUNC button provides access to changing the Flight ID and the ADS-B position monitor (depending on installation) and display brightness control.

VFR Pressing the VFR button sets the transponder to the pre-programmed conspicuity code. Pressing the button again restores the previous squawk code.

ENT The ENT button enters a digit in the code selector.

Code Selector Knob The right hand knob is used to set squawk codes and the Flight ID. The FN button selects which will be updated. Turning the knob will highlight the first digit on the display, and the digit can be changed as required. Press the ENT button to advance to the next digit. When ENT is pressed on the last digit, the new squawk code or Flight ID will replace the previous value.



If the code entry is not completed within 7 seconds, the changes are ignored and the previous code restored.

1200 VFR code in the USA

7000 VFR code commonly used in Europe.

7500 Hijack code

7600 Loss of communications

7700 Emergency code

The Flight ID should correspond to the aircraft call sign entered on your flight plan. If no flight plan is active, the aircraft registration should be used as your Flight ID. Use only letters and digits. If the Flight ID is less than 8 characters long, entering a blank character will end it.

905.7b Altitude Encoder Warm Up

The built in altitude encoder uses a sensor that is temperature dependent. A small internal heater circuit keeps the sensor at the correct temperature. When the ambient temperature is below 0 °C there may be a delay between switching on the transponder and seeing an altitude reported. In very cold weather this delay can be several minutes. You should always switch on the transponder (usually to GND mode) before taxiing to the runway, to ensure that the sensor is operating before you become airborne.

905.7c General Low Temperature Operation

The transponder is certified to operate correctly down to -25 °C, but at low temperatures the display may be impaired. On a cold day you may need to wait for the cockpit to warm up to ensure normal operation.



905.7d ADS-B Monitor

The ADS-B Monitor is only available on installations that include an ADS-B position source. The ADS-B Monitor provides a display of the position information that is being transmitted in ADS-B position reports. This can provide confirmation that the correct information is being transmitted, particularly where the GPS source is remote from the transponder.

In the event that valid position information is NOT available from the GPS, the latitude and longitude display will be replaced by dashes; if no valid latitude and longitude is shown then ADS-B position information is NOT being transmitted.

Loss of ADS-B position information will also result in a WARNING message being displayed.

905.7e Display Brightness Control

Pressing the FN button will allow access to change the display brightness. A bar will appear on the display with the title “Brightness” above the bar. Rotate the Code Knob to select the desired brightness level. Press FN to save the setting and return to the Squawk code display.

905.7f Warning Messages

If the transponder detects a problem, the screen will indicate WARNING and a brief statement of the problem. Depending on the nature of the problem, your transponder may not be replying to interrogations. Note the message on the screen and pass that information to your avionics maintenance organisation. Press ENT to clear the message; if the fault is still present the message will reappear.



905.7g Fault Annunciation

If the transponder detects a catastrophic internal failure, the screen will indicate FAULT and a brief statement of the problem. No replies will be made to interrogations when a fault has been detected.

Some FAULT indications can be recovered by switching the transponder off and back on again, although in all cases a FAULT code implies that there is a fault with the transponder or the installation. Note the FAULT message at the bottom of the screen and pass that information to your avionics maintenance organization.

information manualthe extra ng is a high performance aerobatic (unlimited) two-seater airplane in...

Documents