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��6LOHQW�LQ� Flight and Maintenance Manual

Rev 04 – April 2002 II

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This flight manual is supplied with the aircraft

“Silent-in”, serial number _________,

registration number _____________,

delivered on ____ / ____ / _____ ,

to Mr. __________________________________________ ,

address

Alisport, Engineering Section


Rev 04 – April 2002 III

__________________________________________________________ Fig. I The “Silent-in” light sailplane


Rev 04 – April 2002 IV

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Rev 04 – April 2002 VI

6XPPDU\� Chapter

Introduction 1

Operating Limitations 2

Emergency Procedures 3

Normal Operating Procedures 4

Performance Data 5

Weight and Balance 6

Sailplane and Systems Description 7

Sailplane Handling, Care, and Maintenance 8

Engine: Operation and Maintenance Manual

9

Supplements 10


Rev 04 – April 2002 1.1

Chapter 1

INTRODUCTION 1.1 General Description 1.2 Warnings, Cautions and Notes 1.3 Sailplane General Data 1.4 Engine General Data 1.5 Three-View Drawing 1.6 Abbreviations


Rev 04 – April 2002 1.2

1.1 General Description This manual was prepared to provide pilots and instructors with information necessary to accomplish all maneuvers, in flight or on the ground, in a safe and effective manner. The “Silent-in” manufactured by Alisport is a light self-launching sailplane. It is a single-seat performance monoplane with a cantilever, laminar airfoil wing, enclosed cockpit, T-tail, fixed landing gear, and airbrakes extending from the upper wing surface. It does not have movable ballast. It is constructed entirely from composite materials, and carbon-fiber is used extensively in both the fuselage and the wings. The 12 meter (39.4 feet) wingspan of the “Silent-IN” gives it all the advantages typical of a light airplane, including the possibility of being hangared without dissassembly.


Rev 04 – April 2002 1.3

1.2 Warnings, Cautions, Notes The following definitions apply to the following terms used in this manual: :$51,1*�� )$,/85(� 72� &203/


Rev 04 – April 2002 1.4

1.3 Technical Data

Data Metric Imperial

Wingspan 12.0 m 39.4 ft

Wing area 10.3 m2 110.9 ft2

Aspect ratio 14 14

Mean aerodynamic chord (MAC) 885 mm 34.84 in

Fuselage length 6.4 m 21 ft

Fuselage width 0.61 m 24 in

Height at top of vertical stabilizer 1.25 m 4.1 ft

Empty weight (dry) 170 kg 375 lbs

0D[LPXP�JURVV�ZHLJKW 290 kg 639 lbs Maximum wing loading 28 kg/m2 5.75 psf


Rev 04 – April 2002 1.5

The performance speeds are listed below:

Speed IAS1 Notes

VL/D Best glide ratio speed

85 km/h (46 kts)

Speed at which best L/D ratio is achieved

VMS Minimum sink speed

70 km/h (38 kts)

Speed at which minimum sink is achieved

The speed polar is shown in Chapter 5.

1Indicated Air Speed


Rev 04 – April 2002 1.6

1.4 Engine Technical Data For engine technical data, please refer to pages 9.9 and 9.10.


Rev 04 – April 2002 1.7

1.5 Three-View Drawing

_________________________________________________________________________________________________________________ Fig. 1.1 “ Silent-club” three-view drawing

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Rev 04 – April 2002 1.8

1.6 Abbreviations and acronyms CAS Calibrated Airspeed ELT Emergency Locator Transmitter IAS Indicated Airspeed MAC Mean Aerodynamic Chord RH Right Hand LH Left Hand TAS True Airspeed LE Leading Edge TE Trailing Edge GS Ground Speed


Rev 04 – April 2002 2.1

Chapter 2

OPERATING LIMITATIONS 2.1 Speed Limits 2.2 Airspeed Indicator Markings 2.3 Limit Load Factors


Rev 04 – April 2002 2.2

2.1 Speed Limits

Speed IAS1 Note

VNE 2 Never exceed speed in still air

Flap setting: -7°

200 km/h (108 kts)

Do not exceed this speed in any flight condition, and do not deflect controls by more than 1/3 of full travel in this condition. �

VRA Rough air speed 135 km/h (73 kts)

Do not exceed this speed if not in still air, and when necessary, exercise the utmost care. Vertical gusts or strong thermals encountered when flying beyond this speed may result in the maximum allowable load factor being exceeded.

VA Design maneuvering speed

135 km/h (73 kts)

Do not apply controls sharply or to full travel when flying beyond this speed as this may result in aircraft overloading.

VFE Maximum flap extension speed

Flap setting: 0°

160 km/h (86 kts)

Do not exceed this speed with the specified flap setting.

VT Maximum aerotow speed

130 km/h (70 kts)

Do not exceed this speed during aerotow.

VAB Maximum air brake speed

130 km/h (70 kts)

Do not exceed this speed with air brakes deployed.

1Indicated Air Speed 2With engine stowed and doors locked


Rev 04 – April 2002 2.3

127(� �7KH�6LOHQW�LQ�KDV�QR�SRVLWLYH�IODS�VHWWLQJV��127(�� 7KH� 6LOHQW�LQ� PD\� IO\� RQO\� GXULQJ� WKH� GD\�� LQ� YLVXDO�PHWHRURORJLFDO�FRQGLWLRQV��90&�� As far as landing speeds are concerned, comply with the following instructions: Speed in the landing pattern: 80 km/h (43 kts) Increase as necessary to compensate for a higher wing loading, and/or strong and gusty wind conditions3.

3The applicable increase should be equal to ½ the estimated wind speed.


Rev 04 – April 2002 2.4

2.2 Airspeed Indicator Markings

Reference IAS Value or Range

Normal: general ,WDOLFV: flap a 0° %ROG: flap at -7°

Indication

Green Arc 72 – 135 km/h (39 – 73 kts)

Normal operating range

Yellow Arc ��±��NP�K��±��NWV��±��NP�K��±��NWV��

Flight maneuvers shall be performed with care, not permitted in rough air

Red Line 200 km/h (108 kts)

Never exceed speed (VNE)

Yellow Marker

80 km/h (43 kts)

Pattern speed at gross weight

For a graphic representation of the metric airspeed markings, please refer to Fig. 2.1 on the following page.


Rev 04 – April 2002 2.5

Fig. 2.1. Metric airspeed indicator markings.


Rev 04 – April 2002 2.6

2.3 Load Factor Limits The following load factor limits shall not be exceeded:

IAS speed Positive load factors

Negative load factors

VA up to 135 km/h (73 kts) + 4.60 g - 2.65 g

VNE up to 200 km/h (108 kts) + 4.00 g - 1.50 g

Constantly comply with the prescribed maneuvering and never exceed (VNE) speed, and bear in mind that control deflection cannot exceed 1/3 of full deflection at VNE. Full control deflection is allowed only at speeds below maneuvering speed (VA).


Rev 05 – October 2004 3.1

Chapter 3

EMERGENCY PROCEDURES 3.1 Introduction 3.2 Bail-Out 3.3 Stall Recovery 3.4 Spin Recovery 3.5 Flat Spin Recovery 3.6 Miscellaneous Emergencies



3.1 Introduction This chapter covers the procedures to be followed in case of emergency. The chapter is divided and has a layout different from that of the other chapters to emphasise its importance. Pilots must be familiar with it. The correct execution of the pre-flight checks minimizes the liklihood of emergencies. 3.2 Parachute Bail-Out :$51,1*�7851� 2))� 7+(� (1*,1(� %()25(� 23(1,1*� 7+(�&$123



flight attitude. If necessary, apply opposite rudder and center the control stick. Recovery from stall is possible also with full aft stick, provided the CG location is within limits. 3.4 Spin Recovery :$51,1*�,17(17,21$/�63,1�(175



• tendencies to spin as described above were never encountered with aircraft CG locations forward of 38% MAC. However, it is imperative that the CG be kept forward of 38% MAC. In other words, at a distance forward of the location 386 mm (15.2 in) from the wing root leading edge.

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3.5 Flat Spin Recovery As a function of CG location, flap setting and control application, an conventional spin may develop into a flat spin. A flat spin is characterised by a rapid increase in aircraft speed and acceleration rate. Recovery from flat spin is achieved by pushing the control stick forward and applying opposite rudder. :$51,1*��:+(1� 5(&29(5,1*� )520� $� 63,1�� '2� 127�(;&(('�7+(�0$;,080�63(('�3(50,77('�)25�7+(� 6(/(&7('� )/$3� 6(77,1*� �,)� 1(&(66$5



�3.6 Miscellaneous Emergencies Loss of flap or elevator control While a failure of the flaps only has the result of the aircraft behaving as if its flaps were of the fixed type, a failure of the elevator can have serious consequences. In the latter case, it is important that the pilot bears in mind that the aircraft can still be controlled by use of the flaps, although pitch control will be significantly degraded: Flaps in 0° position = the aircraft is slower Flaps at -7° = the aircraft is faster The residual aircraft control should enable the pilot to reach a safe area for bail-out, or even to bring the aircraft to a landing. Loss of aileron control Depending on the position of the ailerons, the aircraft may still be fully controllable via rudder. The residual aircraft control will enable the pilot to bring the aircraft to a safe landing. Avoid steep turns and fly a wide pattern landing into the wind. If control via rudder is not possible perform a bail-out.



Short field landing Use the following emergency procedure if you note that the selected landing strip or outlanding field is too short, or the airbrakes fail when landing. • Slip the aircraft if necessary to increase the sink rate; • Make an effort to touch-down on the main landing gear; • Take maximum advantage of the remaining landing

space by bringing and keeping the nosewheel down. This ensures the best possible deceleration;

• If necessary, force a wing-tip down to the ground and intentionally groundloop the aircraft. In the case of a crosswind, make an effort to groundloop into the headwind. At the same time, move the stick forward to prevent damage to the tail.

Accidental loss of altitude during landing Be aware that: • a straight stall results in an altitude loss of at least 15 to

20 meters (50 – 65 feet) • safe recovery from a turning stall or a stall developing

into a spin requires a significantly more altitude.


Rev 05 – October 2004 4. 1

CHAPTER 4

NORMAL OPERATING PROCEDURES 4.1 Daily Pre-Flight Inspection 4.2 Engine Operating Procedures 4.3 Take-Off Procedures 4.4 In-Flight 4.5 Acrobatics 4.6 Landing Procedures


Rev 05 – October 2004 4. 2

4.1 Daily Pre-Flight Inspection The importance of performing a careful and thorough inspection of the aircraft after rigging and before flight cannot be overemphasized. Accidents and incidents are far more likely if this inspection is skipped, carried out carelessly, or performed in a hurry.

_________________________________________________ Figure 4.1 Pre-flight inspection pattern.


Rev 05 – October 2004 4. 3

Walk around the “Silent in” in a counterclockwise direction and check all aircraft surfaces for cracks, blisters, uneven material, and damage. When in doubt, seek expert advice. Avoid distractions from other people or goings-on while performing the check. Remain focused and exercise the utmost care. ��a. Open the canopy and check correct engagement and

freedom of movement of the levers. Check that the instrument panel operates correctly. Extract the engine, retract the engine (check the correct closing of the doors), extract again the engine and leave it in that position.

b. Check that the spar pins are engaged and secure. c. Check the controls for freedom of movement and full

travel along with a positive control check. d. Check that there are no foreign objects in the cockpit; they

could become entangled in the controls and prevent control free movement.

e. Check the front wheel for freedom of rotation and check that pressure of the main tire. The pressure is a function of aircraft weight and runway surface characteristics and should be between 2.7 bar (39 psi) and 3.5 bar (50 psi).

f. Check the tow hook (if installed) for condition and safe operation.

��


Rev 05 – October 2004 4. 4

�� a. Check the wing upper and lower surfaces for damage b. Check the ailerons for condition and freedom of

movement. Check that no abnormal play is evident by slightly shaking the trailing edge. Check the hinges for damage.

c. Check the airbrakes for correct operation, and check that they are locked.

��a. Check the fuselage, particularly its bottom surface, for

damage. Powerplant visual check b. Check that all bolts and nuts are secure. c. Check that there are no cracks in the engine pylon

structure, the exhaust pipe, and in particular check that there are no cracks at the weld seams.

d. Press the spark plug cap to check if it is correctly seated, and check that the electrical components are secure.

e. Check that the decompression valve is secure. f. Check the fuel hoses for secure attachment by pulling

them. g. Check that the fuel tank breather tube (exits the fuselage

aft of the main wheel and faces forward) is not blocked by mud or other debris

h. Check the drive belt interior surface for damage, correct tension, and cuts. Replace the belt before flying if any trace of wear is noted.


Rev 05 – October 2004 4. 5

i. Check the propeller blade and hub for wear, cracks or other defects and damage. Immediately replace these parts if any wear, crack or defect and damage are noted.

j. Check the propeller blade for freedom of movement about the pivot point.

k. Rotate the propeller by hand and listen for abnormal noises, which may be indicator of engine problems.

l. Check the connection of the mechanical actuator to the pylon weldment and airframe and that the fuel quantity is sufficient for the planned flight.

�� a. Check the fuselage for condition in the tail skid/wheel

area. b. Check that the total energy probe (Althaus) on the

vertical stabilizer is unobstructed. If some air is JHQWO\ blown towards the probe, the indicator should show a value.

�� a. Check the horizontal stabilizer for correct installation. b. Check the elevator and rudder for freedom of movement. c. Check the elevator and rudder trailing edges for damage. d. Check that there is no abnormal play in the elevator and

rudder by slightly shaking their trailing edges �� See point 2.


Rev 05 – October 2004 4. 6

�� a. Check that the static ports on the outside of the fuselage

are unobstructed. b. Check that the Pitot tube in the fuselage nose is

unobstructed; if some air is gently blown towards the Pitot tube, the airspeed indicator should show a value.

CAUTION IT IS RECOMMENDED THAT THE AIRCRAFT BE CAREFULLY INSPECTED BY A QUALIFIED PERSON AFTER A HARD LANDING, OR IF WAS SUBJECTED TO EXCESSIVE LOADING DURING HIGH "G" MANEUVERS. :$51,1*��%()25(�(17(5,1*�7+(�&2&.3,7�&+(&.�7+$7�7+(� $&&(6625,(6� 86('� )25� *5281'�+$1'/,1*�+$9(�%((1�5(029('� �7$,/�'2//


Rev 05 – October 2004 4. 7

35(�/$81&+�&+(&.�/,67�1 Fuel Sufficient for the flight

2 Parachute Correctly fastened

3 Harness Correctly fastened and tensioned

4 Head rest and pedals In comfortable position

5 Controls and Instruments

Within easy reach and well visible

6 Control surfaces Free and full movement

7 Airbrakes Checked and locked

8 Trim Correctly set

9 Flaps Take-off setting ( 0° )

10 Canopy Closed and locked

11 Altimeter Set

12 Engine RPM Correct

13 Radio Turned on and tuned to the correct frequency

14 Wind Verify direction and strength

15 Take-off clearance Requested and obtained from the air traffic controller


Rev 05 – October 2004 4. 8

4.2 Engine Operating Procedures

NOTE: The A300efi self-launching powerplant is optimized for take-off and climb to altitude. It is recommended that taxiing and cruise flight duration be kept to a minimum. Refueling Fuel: use XQOHDGHG gasoline with a minimum octane number of 93. Recommended fuel is Amoco Ultimate 93. Lubricant: use synthetic two-stroke oil suitable for 2.0% (50:1) premix. Recommended oil is Castrol TTS Premix. It is recommended that a plastic fuel container be used to premix the fuel. Always mix the oil into the gasoline immediately before refueling the aircraft. The following are recommended volumes (highlight the measurements used frequently and write them on the fuel container):

Fuel Lubricant Liter US Gallon Milliliter Fluid Ounce

1 0.26 20 0.68 5 1.32 100 3.38 10 2.64 200 6.76 20 5.28 400 13.53

3.79 1 76 2.56 7.57 2 151 5.12

11.36 3 227 7.68 15.14 4 303 10.24 18.93 5 379 12.80


Rev 05 – October 2004 4. 9

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Rev 05 – October 2004 4. 10

position sensor reading as a reference when the ignition is turned on.

• Set the ignition pull-switch to ON (see item 4, Fig. 7.3) and check that the corresponding green indicator light illuminates (see item 1, Fig 7.3)

• Press the starter button (see item 2, Fig. 7.3). If the engine does not start within a few cranking revolutions, turn off the ignition and turn it back on to reset the ECU. Press the starter again.

• Warm up the engine at idle rpm for a few minutes (approximately 1 to 3, depending on the outside air temperature).

• Gradually increase the throttle setting up to maximum rpm: if the engine is warm enough it will run smoothly at all settings. If the optimal operating temperature has not been attained, the ECU will limit the maximum rpm by momentarily cutting the ignition. This is normal and it will appear that the engine is missing. In this case, reduce the throttle setting and warm-up the engine for some more time.

127(�� After take-off, engine rpm shall be more than 6000 and less than 6400 rpm. The electronic control unit (ECU) automatically limits the maximum rpm (6400) partially and progressively to approximately 6200/6300 rpm. In this phase, that is until the engine rpm attains 6200/6300 rpm, you may perceive that the engine occasionally misses. This may initially be disconcerting, but it is normal. ��


Rev 05 – October 2004 4. 11

Engine re-starting in flight • Reduce the airspeed to 80 km/h (43 kts) and set the trim. • Speeds in excess of 90 km/h (48 kts) result in high

aerodynamic forces on the pylon with corresponding high loads on the actuator and unnecessary battery drain. Conversely, at speeds close to stall, the turbulence generated by engine pylon negatively affects aircraft controllability, and the propeller does not aid the starter motor rotation .

• Unlatch the engine and door lock lever, and check that the propeller blade stop lever is released (see item 9, Fig. 7.1). Both levers will be aft.

• Set the master rocker switch to ON (see item 5, Fig. 7.3). • Press and hold the UP/DN rocker switch (see item 6, Fig.

7.3) until the pylon is completely raised, and verify that the green indicator light illuminates (see item 7, Fig. 7.3).

• Make sure that the throttle lever is in the fully back position (idle position) (see item 4 Fig. 7.1).

• Set the ignition pull-switch to ON (see item 4, Fig. 7.3) and check that the corresponding green indicator light illuminates (see item 1, Fig 7.3)

• Press the starter button (see item 2, Fig. 7.3). If the engine does not start within a few cranking revolutions, turn off the ignition and turn it back on to reset the ECU. Press the starter again.

• Keep the throttle at idle for a few seconds to warm-up the engine. Progressively increase the throttle setting up to maximum rpm. If the engine does not run smoothly, retard the throttle as necessary, and warm-up the engine for a few more seconds.


Rev 05 – October 2004 4. 12

• Once full throttle has been reached, re-trim the aircraft for best climb.

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Rev 05 – October 2004 4. 13

revolution. Check the propeller blade position by means of the rear-view mirror (see item 6, Fig. 7.2).

• Press the UP/DN rocker switch (see item 6, Fig. 7.3) and hold it pressed in the DN position, until a rotation angle of approx. 40 to 50 degrees is attained, then lower the blade stop arm by releasing the propeller blade stop lever (see item 9, Fig. 7.1) and resume the retraction of the engine pylon. Apply slight pressure to the left pedal to ensure that the doors close in the correct sequence.

• Latch the engine and door locking lever (see item 9, Fig. 7.1). If the lever is stiff to operate, raise the engine pylon slightly (just enough to open the doors), then re-lower the pylon and latch the doors.

• Set the master switch to OFF (see item 5, Fig. 7.3). Engine shut-down and retraction on the ground • Retard the engine throttle (see item 4, Fig. 7.1) to idle,

then shut down the engine by pressing the ignition pull-switch (see item 4, Fig. 7.3); verify that the corresponding green indicator light goes off (see item 1, Fig. 7.3).

• Manually rotate the propeller blade to the low position and parallel to the engine mount.

• Check that the propeller blade stop lever is released (see item 9, Fig. 7.1)

• Press the UP/DN rocker switch (see item 6, Fig. 7.3) and hold it pressed in the DN position until the engine bay doors are completely closed.

• Latch the engine and door locking lever (see item 9, Fig. 7.1).

• Set the master switch to OFF (see item 5, Fig. 7.3).


Rev 05 – October 2004 4. 14

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Rev 05 – October 2004 4. 15

4.3 Take-Off Procedures Take-offs may be performed both from grass and paved surfaces.

The take-off distance depends on a number of factors, such as propeller pitch angle, ability of the pilot, surface characteristics, outside air temperature, and field elevation. At sea level, this distance is approximately between 120 and 180 m (see following table): Propeller pitch Surface type Take-off distance

Standard Asphalt ~ 120 m (400 ft)

Standard Grass ~ 180 m (600 ft)

Accomplish the take-off run with flaps at 0° and trim in “nose-up” position (trim aft). Keep the nosewheel a few centimeters off the ground.

After lift-off, when the aircraft has attained a speed of 70 to 80 km/h (38 - 43 kts), the trim may be set as necessary to achieve minimum stick force, as a function of wing loading, and as preferred by the pilot. Flying faster will significantly decrease the climb rate due to the drag of the pylon. :$51,1*�,)�7+(�:,1'�63(('�,6�+,*+(5�7+$1��.0�+��.76�� &5266:,1'� 7$.(2))6� $5(� 127�3(50,77('�� 81'(5� 7+(6(� &21',7,216�� 7$.(�2))�,172�7+(�:,1'��


Rev 05 – October 2004 4. 16

4.3 In-Flight The “Silent-in” flight characteristics at stall and in slow flight should be investigated in order to become thoroughly familiar with the aircraft. Perform these familiarization exercises at a safe altitude. Become acquainted with both straight and turning flight stall characteristics. Stall speeds as a function of take-off weight are shown in the table in paragraph 5.1. Pay special attention to maximum speed limits, related flap settings, and weather conditions when flying at high speed. This is especially important if previous experience is with high-performance sailplanes. Refer to the table in paragraph 2.1 for the limit values. Ice formation or accumulation can be a problem during flight at high altitude or in the winter months. If icing conditions are suspected, increase minimum speeds by 5 km/h (3 kts) and move the controls surfaces now and then to make sure they do not become blocked by ice. Airbrakes are particularly prone to ice accumulation. To alleviate this problem smear the airbrake surfaces with petroleum jelly (Vaseline). As far as flight at high altitude is concerned, it should be noted that true airspeed (TAS) increases with respect to indicated airspeed (IAS). To avoid any risk of flutter, do not exceed the values plotted in the chart shown in Figure 4.2.


Rev 04 – April 2002 4.17

��

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(224 TAS)

(227 TAS)

(233 TAS)

(232 TAS)

(236 TAS)

(179 TAS)

(186 TAS)

(191 TAS)

(203 TAS)

(214 TAS)

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_________________________________________________________________________________________________________________ Figure 4.2 Altitude/ VNE speed limits chart; (H, VNE IAS). Example: at 4000 m ASL (Above Sea Level) indicated VNE (with -7° flaps), is approx. 185 km/h IAS, and

true airspeed is 227 km/h TAS.


Rev 04 – April 2002 4.18

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Rev 04 – April 2002 4.19

4.6 Landing Procedures Comply with the following instructions when landing: • set flaps to 0° • land into headwind Speed on final, before the threshold, shall be at least 15 km/h (8 kts) higher than stall speed, i.e. approx. 80 km/h (43 kts). Carry out the flare in ground effect just before touch-down at a speed that is 5 to 10 km/h (3 – 5 kts) higher than VS in no wind conditions. Increase this value by 15 to 20 km/h (8 – 11 kts) in case of crosswind or strong gusts up to 30 to 40 km/h (16 – 21 kts). As a rule, increase speed on final by an amount equal to half the estimated wind speed. Ground roll will be shorter when landing into headwind than when landing in still air even with the additional speed margins. 1

1 The importance of landing (and taking-off) into a headwind is quite evident.

Doing so reduces the landing and take-off runs and the stresses applied to the landing gear and nosewheel. For example, a 23 % increase in groundspeed during landing results in a 50% increase in the kinetic energy to be dissipated.


Rev 04 – April 2002 4.20

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Rev 04 – April 2002 5.1

Chapter 5

PERFORMANCE DATA 5.1 Stall Speeds 5.2 Polar Chart


Rev 04 – April 2002 5.2

5.1 Speed Limits The stall speeds, with flaps at 0°, as a function of aircraft gross weight are given in the following table:

Gross Weight VS IAS Note

240 kg (529 lbs)

270 kg (595 lbs)

290 kg (639 lbs)

58 km/h (31 kts)

61 km/h (33 kts)

64 km/h (35 kts)

Velocity below which aircraft lift is insufficient for flight as a function of take-off gross weight.�


Rev 04 – April 2002 5.3

5.2 Polar Chart of “Silent-in”

_________________________________________________________________________________________________________________ Figure 5.1 Theoretical polar curves for aircraft in 0° or –7° flap configuration.

0

0,5

1

1,5

2

2,5

3

3,5

40 50 60 70 80 90 100 110 120 130 140 150 160 170

� � � ��

0° flap -7° flap

� ��

100

��

�

�

�

�

� ��

��

�

��

0

200

300

400

500

600

35 45 55 65 75 85 95 10525


Rev 05 – Oct 2004 6.1

Chapter 6

WEIGHT AND BALANCE 6.1 Weight Limits 6.2 CG Position Limits at Full Load 6.3 Checking CG Position


Rev 05 – Oct 2004 6.2

6.1 Weight Limits The following limits apply to payload: • Minimum weight of pilot + parachute 76 kg (167 lbs) • Maximum weight of pilot + parachute 105 kg (230 lbs) If the weight of pilot + parachute is less than 76 kg (167 lbs), add suitable ballast. The following limit applies to aircraft maximum gross weight: • Maximum take-off weight 290 kg (639 lbs) 6.2 CG Position Limits at Full Load The CG position at full load must always be within the specified limits. These limits are indicated both as a distance to a reference point (as shown in Fig. 6.1) and as a percentage of the mean aerodynamic chord. Reference point(DATUM): wing leading edge at root Front CG limit position: 300 mm aft the reference point Rear CG limit position: 405 mm aft the reference point


Rev 05 – Oct 2004 6.3

_________________________________________________ Fig. 6.1 CG position limits. ��6.3 Checking CG Position In order to weigh the empty glider, it is necessary to prepare it with all the equipment on board, except for the parachute and the pilot. � � ��PHWKRG�� Obtain two scales and place the nose-wheel and the tail- wheel on the scales as shown in figure 6.2. Position the glider so that the edge of the canopy is horizontal. The nose will require a scale with a capacity of at least 130 kg (286 lbs) and the tail will require a scale with a capacity of at least 70 kg (154 lbs).

405 mm

300 mm

DATUM

FRONT CG LIMIT

REAR CG LIMIT


Rev 05 – Oct 2004 6.4

Fig. 6.2 Weighing arrangement and moment arms. Insert the two weight values into the following equation:

P tot_empty P 1 P 2+:= ��Now, in this position, measure L1 and L2 which are the distances between front wheel axis and rear wheel axis in respect of the leading edge, as you can see in Fig. 6.2. Now place the values in the following equation:

XCG_emptyP2 L2⋅ P1 L1⋅−

Ptot_empty

L1 L2


Rev 05 – Oct 2004 6.5

The values obtained are:

P tot_empty �«««.J�

X CG_empty �«««.J�

And the resultant point must lay between the two curves plotted in the figure 6.5: � � ��PHWKRG��

Fig. 6.3 Scheme of Rear wing shear pin and cross tube. Obtain a tension scale with a capacity of at least 250 kg. (551 lbs). Using a (hand-)hoist and lifting strap, suspend the

Rear wing-shear-pin cross-tube axis on fuselage

Rear wing-shear-pin axis on fuselage


Rev 05 – Oct 2004 6.6

glider by the rear wing-shear-pin cross-tube (see Fig. 6.3 and Fig. 6.4).

Fig. 6.4 Weighting arrangement and moment arms.


Rev 05 – Oct 2004 6.7

It is better to suspend the glider passing with the ropes externally respect to the fuselage. If your rope is too thick to pass between the wing and the fuselage, you can pass inside the engine bay. In this case the engine-bay doors will need to be opened and the lifting strap must also be positioned so as to avoid damage to the retracted engine or pylon. Pay attention that you do not cause too friction with the propulsion unit or fuselage, so compromising the precision of the data acquired.

When the glider is lifted in this configuration either the nose or the tail may rise depending on the empty cg location. Balance the glider by placing a known weight on either the tailboom or on the nose, till the edge of the canopy is horizontal; then record the distance from the weight to the reference point. Any known weight can be used. For example, begin with a weight of 2 kg (4.5 lbs) and move it until the glider becomes balanced. Figure 6.4 shows the balance arrangement. If PW is the weight of the mass used to balance the glider and XW is its distance from the rear wing-shear-pin cross tube axis, then the total weight shown by the scale is:

3� � � � �3 �� 3 � And

3 � � �� 3 � � ��3 �� «««.J� Also

PP3;3PP;

��

��

�� ...........732_

_ =⋅

−=


Rev 05 – Oct 2004 6.8

180181182 183184 185186 187188189 190191 192193 194195196 197198 199200 201202203 204205 206207 208209 210570

580

590

600

610

620

630

640

650

660

670

680

690

fwd CG limit curveaft CG limit curve

GENERAL CG CHART [datum LE at wing root]

sailplane empty weight [kg]

Xcg

em

pty

posi

tion,

ref.

to D

AT

UM

[mm

]

Fig. 6.5 Curves that determine the CG limit position for the empty aircraft.


Rev 06 – January 2005 7.1

Chapter 7

AIRCRAFT AND SYSTEMS DESCRIPTION

7.1 The Cockpit 7.2 The Instrument Panel 7.3 The Engine Control Panel 7.4 Table of Installed Instruments and Devices 7.5 Wiring Diagram 7.6 Engine 7.7 Airbrakes 7.8 Miscellanea



7.1 The Cockpit

________________________________________________ Figure 7.1 Location of components in the cockpit. 1. Trim control lever: it is the third control from the top; to

move it, push on one side of the small block only (don’t squeeze on both sides).

2. Airbrake control lever: it is the second control from the top; full aft travel activates the main wheel brake.



3. Flap control lever: it is the first control from the top. It has two positions: a full aft position which corresponds to the 0° flap setting and a full forward position which corresponds to the –7° flap setting.

4. Throttle. 5. Instrument pod. 6. Rudder pedals: they can be adjusted on the ground

only1. 7. Tow release loop. 8. Control stick. 9. Blade stop control (short lever positioned on left side

closest to the pilot) and engine door lock (long lever on left side, closest to the fuselage wall).

10. Headrest: it consists of two separate straps, held together by a Velcro strip.

1Once you have verified to be within the “maximum allowed weight”-“minimum allowed weight” range (see par. 6.1), adjust the pedals as necessary to be comfortably supported by the seat back-rest (no additional cushion). This will provide for flight in the most comfortable seating condition.



7.2 The Instrument Panel

_________________________________________________ Figure 7.2 Example instrument panel layout.



1. Tow release loop. 2. Communications radio. 3. Airspeed indicator. 4. Filser LX50 instrument (optional) with integrated GPS,

data logger, and altimeter. 5. Battery charging terminals. 6. Rear-view mirror (to check the blade position). 7. Variometer. 8. Compass. 9. Cockpit ventilation control.



7.3 Engine Control Panel ________________________________________________________ Figure 7.3 Engine control panel. 1. Green indicator light (ignition turned on). 2. Starter push-button. 3. Fuse. 4. Ignition pull switch. 5. Master rocker switch. 6. Pylon UP/DN rocker switch. 7. Green indicator light (pylon completely raised) 8. Red warning light (gasoline level on reserve)

1 2

3

7 6

5 4

8



7.4 Table of Instruments and Devices Installed

� 'HVFULSWLRQ� 0DQXIDFW�� 7\SH� 3RVLWLRQ� Airspeed indicator Altimeter Compass Variometer Variometer Turn and bank indicator Slip ball Artificial horizon Clock Thermometer Radio Engine instrument Engine tachometer Cylinder head

temperature indicator

Exhaust gas temperature indicator

Main battery Supplementary battery Oxygen Harness Tow hook Cushion



7.5 Wiring Diagram

FUSE 10 A

FUSE 5 A

IGNITION SWITCH

FUEL LED

PYLON LED

UP and DOWN PYLON

FUEL PUMP ECU

DOWN

UP

TO ENGINE STARTER

B+ C

TO GENERATOR

G G

FUSE 20 A

RELAY

STARTER

MAIN FUSE 15 A

VOLTAGE REGULATOR

STARTER FUSE 60 A

MASTER SWITCH

ACTUATOR

PYLON OUT END STROKE SWITCH

__________________________________________________________________________________________________________________ Figure 7.4 “ Silent in” wiring diagram



7.6 Engine The most important components of the powerplant are illustrated in Figure 7.5.

_________________________________________________________________________ Figure 7.5 Detail of engine pylon and indication of different

components.


Rev 06 – January 2005 7.10

1. Engine bay doors. 2. Cylinder and cylinder head. 3. Idler pulley. 4. Single blade propeller. 5. Propeller hub. 6. Counterweight. 7. Driven pulley. 8. Pylon welded frame. 9. Muffler. 10.Idler pulley.


Rev 06 – January 2005 7.11

7.7 Airbrakes The “ Silent-in” airbrakes extend from the upper surface of the wing. The airbrakes significantly increase the aircraft drag and decrease lift. :$51,1*� 7+(�$,5%5$.(6�6+28/'�%(�23(1('�$7�63(('6�%(7:((1� �� $1'� �� .0�+� �$1'� 1(9(5� $7�63(('6�,1�(;&(66�2)��.0�+��:$51,1*��,)� 127� 3523(5/


Rev 06 – January 2005 7.12

7.8 Miscellanea Drain hole In the bottom of the engine bay there is a little hole for draining all the liquids (water, oils, fuel). Oxygen system The installation of an oxygen bottle is optional; couplings may be fitted on request. :$51,1*� ,7� ,6� '$1*(5286� 72� )/


Rev 06 – January 2005 7.13

Correct fastening of the harness.

Figure 7.6 Note the fastening pattern of the four straps that make up

the harness.


Rev 06 – January 2005 7.14

Rudder pedal adjustment

_________________________________________________ Figure 7.7 Note the center rod and ball-detent pin which is used for

rudder pedal position adjustment.


Rev 04 – April 2002 8.1

Chapter 8

USE, CARE, AND MAINTENANCE INSTRUCTIONS

8.1 Scheduled Maintenance

8.1.1 Miscellanea 8.1.2 Lubrication

8.1.3 Engine 8.2 Trailer 8.3 Aircraft Rigging 8.4 Storage in Trailer 8.5 Cleaning Instructions


Rev 04 – April 2002 8.2

8.1 Scheduled Maintenance 8.1.1 Miscellanea Airframe maintenance No maintenance action is required to the airframe under normal operating conditions, except for the greasing of the bayonet couplings, the pins, and the bushings of the wing and elevator. If flight controls are felt to become hard, lubricate the flight control bearings and joints installed in the fuselage. Rudder cables The cables shall be inspected for free movement in the area where they exit the S guides and enter the rudder pedals, every 100 flight hours and during the annual inspection. 5HSODFHPHQW� LV� PDQGDWRU\ if the cables show damage, wear, or corrosion. Modifications It is essential that the manufacturer of “Silent-in” is contacted SULRU to performing any modification to the aircraft in order to make sure that safety of flight is in no way impaired.


Rev 04 – April 2002 8.3

Repair As specified at the beginning of Chapter 4, the aircraft is to be carefully checked on the ground before take-off. Special attention is required when the check is performed after the aircraft has not been flown for an extended period. The aircraft must be checked for conditions with great care: defects may include superficial cracks, holes, and delamination of the exterior surfaces, etc. If a hard landing occurs, carefully check the lower part of the fuselage and, through the opening on the seat, the control stick transmission (see figure 8.1). If any doubt exists about the type of observed defect, have the aircraft inspected by a qualified person. The manufacturer allows user repair of minor damage that do not affect the safety of flight. Contact the manufacturer for major repairs. 8.1.2 Lubrication This paragraph shows, by means of photographs and references, the points that have to be greased at regular intervals, every 100 flight hours or annually.


Rev 04 – April 2002 8.4

________________________________________________ Figure 8.1 Greasing point of control stick transmission.

_________________________________________________ Figure 8.2 Greasing points of elevator control.

*5($6(�

*5($6(�


Rev 04 – April 2002 8.5

_______________________________________________ Figure 8.3 Greasing area of control stick terminal

_________________________________________________ Figure 8.4 Greasing points of flap linkage inside the fuselage.

*5($6(�

*5($6(�


Rev 04 – April 2002 8.6

_________________________________________________ Figure 8.5 Greasing points of aileron control transmission.

_________________________________________________ Figure 8.6 Greasing points of wing-to-fuselage connection.

GREASE

*5($6(�


Rev 04 – April 2002 8.7

________________________________________ Figure 8.7 Greasing points of rudder pins.

_________________________________________________ Figure 8.8 First two greasing points of aileron.

*5($6(�

*5($6(�


Rev 04 – April 2002 8.8

_________________________________________________ Figure 8.9 Greasing points of the wing-to-aileron hinge. 8.1.3 Engine &$5()8//


Rev 04 – April 2002 8.9

8.2 Trailer “Vienna” model closed “clam-shell” type trailer. A minimum of two persons are required to handle the wings. 8.3 Aircraft Rigging Some key points that will facilitate rigging the aircraft correctly: 1. Keep the fuselage level, remove the canopy (if

removable type) and store it in a safe place, remove the panels behind the pilot’s shoulders, and clean and lubricate the wing spar pins.

2. Before assembling the wings, be sure that the airbrakes are closed and locked. Move the airbrake control in the cockpit to the full forward position.

3. Keep the flap control at 0° and the control stick at center. 4. Have the assistant at the wingtip hold the wingtip at a

suitable height. Note that the height can be misleading since the wing is stiff and has no dihedral.

5. When inserting the wing spars in the fuselage, take care not to rub them on the lower edge of the spar openings.

6. When inserting the wing shear pins in their bushings in the fuselage, keep the flaperons in trail, and verify that the wing gap seals do not get pinched or folded. As the wing is moved towards the fuselage, carefully guide the flaperon fitting into the bayonet socket without letting the socket contact the flaperon skin.


Rev 04 – April 2002 8.10

The operations required to bring the aircraft from the de-rigged condition in the trailer to the flight-ready condition are described below: 1. Position the trailer in the desired location, making sure

there is adequate room for rigging. 2. Extract the engine from the fuselage before assembling

and disassembling the wings. 3. Level the trailer and apply the parking brake. 4. Open the trailer by lifting the clam-shell cover and

lowering the tail-gate. 5. Slide out the ramp and insert the two pins into the holes

provided. 6. Carefully extract the fuselage. Pay special attention as the

cradle rolls down the inclined ramp. Remove the fuselage cradle strap.

7. With help from an assistant, take out the RH wing paying attention to not scratch the wing surface on the fuselage or the side of the trailer.

8. Insert the RH wing spar in the fuselage opening making sure you do not rub it against the lower edge of the opening. Check that the airbrake and aileron controls connect correctly.

9. Rest the RH wing on a support or wing saddle. 10.Repeat steps 6 and 7 for the LH wing. 11.With the assistant holding the LH wing tip, align the spar

bushings with the aid of the tapered nylon pin, and insert the steel spar pins.

12.Secure the spar pins with the bolts and special cap nuts. 13.Re-install the panels behind the pilot’s shoulders.


Rev 04 – April 2002 8.11

14.Check that all controls (airbrakes, ailerons, and flaps) operate correctly.

15.Take the horizontal stabilizer out of its rack located in the

ceiling of the trailer clam-shell. 16.Fit the horizontal stabilizer to the top of the vertical

stabilizer by inclining the leading edge upward and inserting the elevator notch into the control yoke. Lower the horizontal stabilizer until it lays flat on top of the vertical stabilizer, and then slide it aft to engage the pins.

17.Install the bolt in the top of the horizontal stabilizer and tighten it using the special socket wrench. To allow the bolt to rotate, push downwards with the socket wrench to move the spring loaded safety retainer. Tighten as necessary to obtain a secure connection, but avoid over-tightening.

18.Check that the elevator and rudder operate correctly. 19.Remove the sailplane from the fuselage cradle by pushing

it backwards. 20.Perform a positive control check with an assistant. 8.4 Storage in Trailer To de-rig and store the aircraft in its trailer, follow the procedure described in the paragraph 8.3 in a reverse order.


Rev 04 – April 2002 8.12

8.5 Cleaning Instructions Cleanliness of the aircraft surfaces is very important. Dirt or insects on the wings may alter the characteristics of the wing boundary layer and thus degrade aircraft performance. It is, therefore, essential that the aircraft be always kept thoroughly clean. Use special products (e.g. “ Plexiklar” , “ Mirror Glaze” , or equivalent) to clean the transparent canopy, and wash it with warm water only if necessary. Wipe the surface dry only with a chamois, very soft cloth, or tissues. Absolutely do not clean the canopy when it is dry. CAUTION THE “ SILENT IN” SHALL NOT BE UNNECESSARILY KEPT EXPOSED TO SOLAR RAYS OR STRONG HEATING. ADDITIONALLY, IT SHOULD NOT BE SUBJECTED TO CONTINUOUS MECHANICAL LOADS.


Rev July 2005 9.1

$��HILL�(1*,1(�

(1*,1(�23(5$7,21�$1'�0$,17(1$1&(�0$18$/�


Rev July 2005 9.2

�&217(17��

�6(&7,21�

Overview of the “A302efi” engine 9.1 Introduction 9.2 Important notice 9.3 Technical characteristics 9.4 Main torque values 9.5 Fuel and lubricant 9.6 Check at the time of first start 9.7 First start and engine run-in 9.8 Final check 9.9 Starting procedure 9.10 Idle setting adjustment 9.11 Reduction drive 9.12 Diagnostics and Maintenance Schedule 9.13 Fuel injection system diagram 9.14 Electrical connections 9.15 Daily checks 9.16 Engine repair record 9.17 Useful addresses 9.18


Rev July 2005 9.3

9.1 Overview of the Alisport A302efi Engine

The Alisport A302efi is a single-cylinder, air-cooled, high performance two-stroke engine. It is fitted with an external counterbalance shaft adjacent to the crankshaft. Induction is via reed valves and lubrication is pre-mixed into the fuel. Only the latest technologies were used in the design of this engine that features unique characteristics. The cylinder is made of heat-treated Nikasil alloy. It is light, reliable, and has excellent wear properties. The crankshaft is made of high-strength nickel-chromium-molybdenum steel. The aluminum alloy engine casing is extremely light yet high-strength. CAD-CAM and NC machine tools were used to design and manufacture it. The engine is fitted with a 12 Volt, 180 Watt generator that is integrated into the flywheel. The generator provides power to the ignition and fuel injection systems, the fuel pump, and for battery recharging, which is essential for in-flight re-start. The electronic injection and ignition provides for Full Authority Digital Engine Control (FADEC) and is a most advanced solution. It constantly optimizes air-fuel mixture as a function of ambient conditions and provides for single lever operation. The electronic control unit (ECU) changes the air-fuel ratio based on the temperature of the intake air, ambient pressure, engine temperature, the throttle position, and the engine rpm. The ECU is programmed as necessary to ensure best engine performance, reliability, and safety.


Rev July 2005 9.4

NOTE 5HDG� WKLV� PDQXDO� FDUHIXOO\� WR� REWDLQ� WKH� EHVW�SHUIRUPDQFH� IURP�\RXU�HQJLQH��7KH�HQJLQH�ZLOO� SURYLGH�PDQ\� \HDUV� RI� UHOLDEOH� VHUYLFH� DQG� ZLOO� H[FHHG�H[SHFWDWLRQV��

:$51,1*� 7+,6�(1*,1(�,6�127�&(57,),('�)25�$(521$87,&$/�$33/,&$7,216�� This engine did not undergo endurance or reliability tests to demonstrate compliance with specific aeronautical standards. This engine is designed for use in sport aircraft or vehicles in which an eventual engine failure does not lead to dire consequences. The user accepts all risks deriving from the use of the engine as well as acknowledges the fact that this engine can be subject to sudden failures. CAUTION NEVER FLY AIRCRAFT EQUIPPED WITH THIS ENGINE IN ATMOSPHERIC CONDITIONS, IN AREAS OR AT ALTITUDES THAT COULD PRESENT PROBLEMS FOR LANDING FOLLOWING AN UNEXPECTED ENGINE FAILURE. An engine failure can result in an unavoidable landing and may cause material damage as well as serious harm to the occupant.


Rev July 2005 9.5

�9.2 Introduction Your A302efi needs to be maintained with care and operated as a high performance engine. CAUTION ENSURE THAT A 50:1 MIXTURE OF HIGH QUALITY GASOLINE AND SYNTHETIC OIL SUITABLE FOR 2-STROKE ENGINES IS ALWAYS USED.

Perform any maintenance in a professional manner, and operate the engine in accordance with the specifications.

��


Rev July 2005 9.6

9.3 Notes Safety is a critical issue. A list of the main items concerning safety related to the use of the A302efi engine is presented below, however this list is in no way comprehensive. Use sound judgment and be aware of the importance of safety to further reduce risks.

Safety recommendations • Never prepare the fuel mixture in a closed room or where

the vapors may cause an explosion. • Do not smoke or handle fuel near an open flame. Keep a

fire extinguisher close by. • Make sure that all the engine controls operate correctly,

and that you know where the engine ignition-switch (START/STOP) is located. Ensure you have easy access to the engine controls, and that you can operate them immediately if required.

• Do not refuel the engine if there is the danger that the mixture can be spilled on a hot engine. Only use fuel canisters of approved type, and comply with applicable safety regulations when transporting the fuel.

• Every time you expect to operate the engine, make sure you inspect the engine attachment points, the components, the fuel lines, the electrical system, and fuel filter.

• Use only clean gasoline, and mix it with the oil shortly before refueling.

• Check that the exhaust is unobstructed. • Protect the engine when not used to prevent

contaminants from entering the intake. Make sure that the intake is unobstructed before starting the engine.�


Rev July 2005 9.7

• Even with perfect engine maintenance conditions, be aware that a sudden engine stoppage may occur at any time.

• Do not run the engine on the ground if you are unable to ensure that bystanders or objects are clear of the danger area.

• Never leave the aircraft unattended with the engine running.

• Maintain an engine logbook, and document any abnormal behavior of the engine. If you experience engine problems, do not fly before having solved them and entered the corrective action taken in the log book.

• Before starting the engine, always check the fuel supply lines for condition. Make sure they are free of kinks and have no cracks. Also make sure that metal clamps are fitted at every connection: HIGH FUEL SUPPLY PRESSURE!�

��


Rev July 2005 9.8

9.4 Technical Characteristics

Manufacturer $/,63257�V�U�O��Via Confalonieri 22 Cremella (LC), 23894 Italy Phone: 011-39-039-9212128 Fax: 011-39-039-9212130 E-mail: [email protected] Web: www.alisport.com

Model A302efi Type Single-cylinder, two-stroke,

with reed valves Cooling Air (forced by propeller) Rotation Clockwise (as seen from

behind propeller) Cylinder Aluminum Displacement 313 cc Stroke x Bore 69 mm x 76 mm Compression ratio 9.3:1 Maximum power 28 hp at 6300 RPM Maximum torque 35 Nm at 4500 RPM Fuel Gasoline/oil mixture 50:1

• Unleaded Premium gasoline min. octane number 93 PON (98 RON)

• Synthetic oil suitable for 2 stroke engines at 2% (Castrol TTS Premix)


Rev July 2005 9.9

Ignition Inductive discharge with

mapped timing advance and Hall-effect rpm sensor.

Injection Mapped electronic fuel injection with electric fuel-pump and pressure regulator 2.8 bar (40 psi).

Spark plug NGK C8HSA D10 x 12,7(1/2”) Gap: 0.7 mm (0.028 in)

Cylinder head temperature Max. 280°C (536°F)

Generator 180 Watt, 14 A – 14.5 V regulator output

Starter Electric Fuel consumption 5 l/h (1.3 gph) at 5500 RPM

� 9.5 Main Torque Values �'HVLJQDWLRQ 1P ,Q�OEV Cylinder head screws M6 12 +2 106 +18 Crankcase screws M6 14 +2 124 +18 Flywheel bolt M10 70 +3 620 +26 Cylinder base bolt M8 20 +2 177 +18 Fuel pump inlet M6 6 +2 53 +18 Spark plug M10 20 +2 177 +18

�


Rev July 2005 9.10

�9.6 Fuel and Lubricant Irrespective of the brand of gasoline/oil mixture used, complying with the following suggestions will help you to keep your engine in perfect operating conditions. • The impurities in the fuel are one of the main causes of

engine failures. Take proper precautions before pouring the premixed fuel in the tank to prevent impurities from entering the tank, where they are most likely to lead to problems. Always use a clean canister conforming to the applicable safety rules and regulations. Always filter the fuel when you fill or change the canister. Do not fill the canister to the full level, as vapors expand when the ambient temperature increases.

• Never use a mixture that has been kept in storage for a

long time or has been exposed to the sun in a translucent container. Carefully mix the gasoline and oil before pouring the fuel in the tank. Oil and gasoline may separate after some time.

• Choose a type and brand of oil and always use it unless it

causes problems. If you consistently use the same oil, you will be able to verify if it is suited for your engine. Changing the oil will prevent you from determining which oil may be the cause of a noted problem.

• It is essential that you avoid switching from synthetic oil

to non-synthetic oil. The two types of oils are often not compatible. Mixing them may result in th

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