viper sd-4 flight manual sn 0018 - esme

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Flight Manual

Manufacturer : Tomark s.r.o, Strojnícka 5, Prešov 08001,

Slovakia

Type : Viper SD - 4 Model : UL Serial number : 0042 Aircraft registration : Category : Aircraft conforming to the Regulation (EC) No.

216/2008 of the European Parliament and Council, Annex II, Article 4, Section 4, letter e), (v), and the UL-2 / LTF-UL airworthiness requirements for ultra light aircraft

Manufacturer : Tomark s.r.o., Strojnícka 5, 08001 Prešov,

Slovakia The aircraft must be operated in line with the information and limitations specified in this manual. Date of approval: 26 June 2013

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Chapter 0

Flight Manual Technical Information

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0. Technical information 0.1 Aircraft details Completed by the manufacturer of the plane.

Type

Manufacturer Serial number Year of

manufacture

Airframe Viper SD - 4

TOMARK s.r.o

0042 2013

Engine ROTAX 912

ULS2 BRP-ROTAX

GmbH 6 780 729 2012

Propeller Peszke

AS 1730 Pezske s.c.

642/ 1929, 1930, 1931

2013

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Technical Information Flight Manual

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0.2 Details of the owner of the aircraft The details of the owner of the aircraft are completed by the owner of the aircraft according to the details specified in the Certificate of the Registration of the Aircraft in the Civil Aircraft Register. Owner of the aircraft Name : NLA Sweden AB

Address : Svenska vägen 10

226 39 LUND

From :

................................................... signature Change of the owner of the aircraft :

Name :

Address :

From :

................................................... signature

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Change of the owner of the aircraft : Name :

Address :

From :

................................................... signature Change of the owner of the aircraft : Name :

Address :

From :

................................................... signature

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0.3 List of changes

Any change in the valid manual shall be recorded in the following table, and, in the case of approved sections, the change must be approved by the responsible authority that approves airworthiness. A new or modified text on corrected pages shall be marked by a vertical line on the left margin and the number of the change, with the date of approval, shall be specified on the bottom left margin.

Change ordinal number

Number of bulletin by which the change was

made

Numbers of the pages the change concerns

Date of the issuing of new pages

Date of the replacement of

pages and signature

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0.4 List of valid pages

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0.5 Abbreviations

°C degree Celsius - unit of temperature

Amp. ampere - unit of electric current

bar. bar - unit of pressure

CAS calibrated airspeed, airspeed corrected by the error of the speed measuring system

FLAPS flaps

FUEL PUMP fuel pump

GPS global positioning system

HP horse power - unit of power

IAS indicated airspeed

inHg English unit of atmospheric pressure

kW kilowatt - unit of power

mbar millibar - unit of atmospheric pressure

ISA international standard atmosphere

NACA National Advisory Committee for Aeronautics

EASA European Aviation Safety Agency

OFF switched off

RADIO designation of a VHF communication device

MAC mean aerodynamic chord

STROBO designation of anti-collision lights of the aircraft

TRIM trimming

V volt - unit of potential difference

VA design manoeuvring speed

VFE maximum flap extended speed

VNE never exceed speed

VS stalling speed in clean configuration

VSO stalling speed in landing configuration

VFR visual flight rules

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0.6 Contents 1. General information 2. Limitations 3. Emergency procedures 4. Normal procedures 5. Performance 6. Weight and Balance

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Chapter 1

Flight Manual General Information

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1. General Information 1.1 Regulatory base 1.2 Warnings, cautions and notes 1.3 Important information 1.4 Drawing of the aircraft 1.5 Description of the aircraft Fuselage Wing Empennage Cockpit Landing gear Control Fuel system Engine Propeller 1.5.1 Orientation of the moments of control elements 1.5.2 Basic technical specifications of the aircraft 1.5.3 Controls and instruments in the cockpit 1.5.4 Basic control of onboard instruments

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General Information Flight Manual

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1.1 Regulatory base This aircraft has been built in conformity with the Regulation (EC) No. 216/2008 of the European Parliament and Council, Annex II, Article 4, Section4, letter e), (v), and the Czech UL-2 and German LTF-UL airworthiness requirements for ultra light aircraft. 1.2 Warnings, cautions and notes The warnings, cautions and notes contained in this manual have the following meanings

WARNING

It means that the failure to observe the specified procedures will lead to an immediate or substantial decrease of the flight safety.

CAUTION

It means that the failure to observe the specified procedures will lead to a smaller or longer-term decreased flight safety.

NOTE

Focuses attention to a special step, which is not related directly with the flight safety but which is important or unusual.

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1.3 Important information

The content of this Flight Manual covers all instructions for carrying out a safe flight with the Viper SD - 4 aircraft. Each pilot, student pilot, instructor and maintenance technician of the Viper SD - 4 aircraft is obliged to get acquainted with this Flight Manual. The Viper SD - 4 aircraft is operated upon its user’s own responsibility. The Viper SD - 4 is designed for sporting purposes, recreational purposes and pilot training. This Flight Manual must be present on board of the aircraft, together with other prescribed documents, during all flights. The manufacturer of the Viper SD - 4 aircraft does not bear responsibility for damage to the aircraft caused by the use of the aircraft in breach of individual provisions of the operation, control or maintenance documentation of the aircraft.

Documentation for the operation, control and maintenance of Viper SD - 4 :

Flight Manual

Technical Description and Operation and Maintenance Manual

Engine Operation Manual

MGL Voyager EFIS Operation Manual

MGL XTreme EFIS Operation Manual

Peszke AS Type Propeller’s Manual

Garrecht VT-01 Transponder Manual

Funkwerk ATR 833 VHF Communication Transceiver Manual

GRS6/473 SD DULV Ballistic Rescue System Manual

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1.4 Drawing of the aircraft

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1.5 Description of the aircraft

Viper SD - 4 is an aerodynamically controlled, single-engine, single-pilot, two-seater, low-wing all-metal aircraft with the side-by-side configuration of the seats. Fuselage The aircraft’s fuselage is made as an all-metal monocoque frame structure, comprising stringers and aluminium alloy skin; the vertical stabiliser is an integral part of the fuselage. The engine compartment is separated from the crew compartment by a steel firewall. Wing It is all-metal, of a rectangular planform and a single-spar design, with an auxiliary spar. The wing is equipped with ailerons, slot flaps, controlled electrically into four positions, and with integral fuel tanks. The wing tips are equipped with composite wingtip devices. Empennage

It consists of a vertical tail surface and a horizontal tail surface at the back end of the fuselage. The vertical tail surface is made of a single-piece stabiliser with a right and left elevators, which are interconnected by the control transmission. The elevator is equipped with a trimming tab, controlled electrically. The vertical tail surface of a trapeze shape consists of a vertical stabiliser and a rudder. Cockpit The seats are configured side-by-side. The cockpit is covered by a clear or tinned canopy, which ensures very good outlook. The canopy opens up and backwards. The closing of the canopy is a two point one, controlled by two independent levers on the inner sides of the canopy, which allow its locking. The cockpit is ventilated by the pressure of the flowing air above the instrument panel without a possibility to control the air through-flow. The canopy is equipped with two ventilation windows. The cockpit is equipped with three air vents. Two vents are located on

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the left side of the fuselage in front of the cockpit and one on the right side of the fuselage in front of the cockpit. The air from the lower two vents is led to the air showers. The air showers are controllable and located in the corners of the instrument panel. The cockpit is equipped with an on-board electric socket, located on the right instrument panel. The socket is under voltage only when the master switch of the on-board electric network is switched on.

CAUTION

Connect only appliances with a power consumption of not more than 30 watts to the on-board network socket.

Landing gear

It is tricycle with a front wheel. The main landing gear comprises composite springs; the wheels of the main landing gear are braked by hydraulic disk brakes. The brakes are controlled centrally by a lever located on the central panel, between the pilots’ seats. The front landing gear is cushioned by a rubber band. The front landing gear wheel is steerable. The wheels of the landing gear are equipped with streamline covers. Control

It is doubled. The elevator and the ailerons are controlled via control rods and the rudder is controlled via a pair of Bowden cables. Fuel system

The fuel system comprises two lockable integrated tanks in the wings, equipped with fuel gauge floats and a drain valve, fuel piping, a main fuel valve and a fuel filter. Engine

The aircraft is powered by a non-certified Rotax 912 ULS engine, whose cylinder heads are liquid-cooled and cylinders are air-cooled. The engine is equipped with a reduction gear and two carburettors, an electric starter, dual ignition and an exhaust silencer.

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Propeller There is a Peszke AS 1730/1950 propeller with a constant-speed effect installed on the aircraft. The propeller used has very good flight and performance parameters, which ensure optimal transformation of the engine’s power to a forward thrust during a take-off, climbing, as well as cruising modes. It also induces sufficient drag in descent modes or breaking by the engine. The description of the propeller is contained in the Peszke AS Type Propeller’s Manual.

1.5.1 Orientation of the movements of control elements Rudder The pushing of the left control pedal turns aircraft leftwards during its movement on the ground and in the air; the pushing of the right control

pedal turns the aircraft to the right. Control stick When the control stick is pulled, the nose of the aircraft goes up and the aircraft ascends, when the control stick is pushed, the aircraft descends. When the control stick is moved to a side, the aircraft rolls to the side of the movement of the control stick. Landing gear brakes Both wheels of the main landing gear are braked simultaneously, without the possibility of independent braking of individual wheels. The hydraulic brake control lever is located on the central control panel between the pilots’ seats, under the engine throttle lever. The braking effect on the wheels is actuated by the pushing of the lever downwards. The lever may be locked in the braking position by a push-button on the left side of the braking cylinder bracket.

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Flaps The flaps are controlled in four positions electrically, by a lever control, located on the central control panel between the pilots’ seats. The signalling of individual positions of the flap lever control is done by a single LED in the OFF position (retracted) and three yellow LEDs in positions I, II and III (extended). By pushing the lever to the right and pulling it backwards, the pilot extends the flaps into individual positions: 0 - OFF

I - 15° II - 30° III - 40° When the flap control lever is moved forwards, the flaps will retract. The flap servo is equipped with overload protection, which may be switched on or off according to the user’s preferences. In the case of overloading, it is not possible to extend the flaps to a higher angle. Trimming

The control of the elevator’s trim tab and the right aileron tab are electric, by the joystick buttons located on the control stick of the commander’s seat. The indicators of the positions of the trim tabs are located on the left instrument panel above the MGL Voyager EFIS. By pushing the joystick button at the top of the control stick forward, the aircraft is balanced into a nose-heavy position; by pushing it backward, the aircraft is balanced into a tail-heavy position. Two additional buttons on the control stick are reserved for the control of the autopilot and are not connected on this aircraft.

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1.5.2 Basic technical specifications of the aircraft Wing span 8.34 m Length 6.40 m Height 2.20 m Wing area 10.45 m2

Wing chord 1.29 m Aspect ratio 6.6 Wing planform rectangular Sweep angle 0° Wing twist 0° Dihedral 3° Control surfaces Aileron length 0.96 m Aileron chord 0.27 m Aileron area 0.26 m2

Type of flap slot Flap length 2.197 m Flap depth 0.255 m Flap area 0.57 m2 Horizontal tail surface Planform rectangular Span 2.800 m Chord 0.785 m Area 2.20 m2

Dihedral 0° Leading edge sweep angle 0° Twist 0° Elevator Chord 0.32 m Span 2.60 m Area 0.75 m2

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Vertical tail surface

Planform trapeze Root chord 1.217 m End chord 0.587 m Area 1.178 m2

Height 1.3 m Rudder Area 0.61 m2 Leading edge sweep angle 35° Trailing edge sweep angle 11° Landing gear Track width 2.190 mm Wheel base 1.270 mm Brakes hydraulic, disk on the wheels of

the main landing gear the front wheel is not braked Cushioning of the main landing gear by tyres, flexibility of the legs Cushioning of the front wheel by the tyre and a rubber band Main landing gear wheel dimensions 4.00 - 6 Front landing gear wheel dimensions 5.00 - 5

Power plant Engine ROTAX 912 ULS 100 HP Maximum take-off power 73.4 kW at 5,800 RPM Propeller Peszke AS 1730/1950 Number of blades 3 Diameter 1730 mm Rescue system Galaxy High Technology

Type GRS6/473 SD DULV Weights Empty weight of the aircraft 297 kg Maximum take-off mass MTOM 472,5 kg

Fuel tank capacity 2 x 35 litres

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1.5.3 Controls and instruments in the cockpit

1 Dual control stick 15 Canopy lock indicators 2 Dual rudder control pedals 16 Aileron trim indicator 3 Flaps 17 Elevator trim indicator 4 Elevator trim buttons 18 Funkwerk ATR833 transceiver 5 Aileron trim buttons 19 MGL Voyager EFIS/EMS 6 Main fuel valve 20 Magnetic compass 7 Engine throttle 21 Garrecht VT-01 transponder 8 Brake lever 22 Section switches/circuit breakers 9 Ignition switch ACS 23 MGL XTreme EFIS/EMS

10 Master switch 24 Onboard 12 V power supply socket 11 Air shower 25 Choke 12 Battery charging warning light 26 Ballistic rescue parachute control 13 EMS alarm light 27 Push-to-talk button 14 Electric fuel pump indicator 28 Headset sockets

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1.5.4 Basic control of onboard instruments MGL Voyager EFIS/EMS

To switch on: Switch on the EFIS section switch. To switch off: Switch off the EFIS section switch.

MGL XTreme EMS

To switch on: Switch on the EMS section switch. To switch off: Switch off the EMS section switch.

Garrecht VT-01 transponder

To switch on: Push the ON/OFF button. STBY: to choose the standby mode. ON: to choose the A/C and S mode, altitude info set to zero. ALT: to choose the A/C and S mode.

To switch off: Push the ON/OFF button. Funkwerk ATR 833 transceiver:

To switch on:

Push the I/O button for about 0.5 sec.

To adjust the volume:

Push the SET button for 1.5 sec., set the VOL option, and adjust the volume by turning the VOL/SEL button.

To choose a standby frequency:

With the ► button, highlight the part of the standby frequency to

be changed and change its value by turning the FREQ button.

To switch between the standby and active frequencies:

Push the ▲▼button.

To switch off: Push the I/O button for about 2 sec.

Chapter 2

Flight Manual Limitations

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2. Limitations

2.1 Introduction 2.2 Types of operation 2.3 Weights and useful load 2.3.1 Maximum useful load 2.4 Aircraft’s CG positions 2.5 Power plant 2.5.1 Operational limitations of the Rotax 912 ULS engine 2.5.2 Colour markings of the power plant instruments 2.6 Propeller 2.6.1 Operational limitations of the propeller 2.7 Fuel 2.7.1 Fuel reserve 2.7.2 Fuel consumption 2.8 Lubrication oil 2.9 Airspeed limitations 2.10 Manoeuvring limitations 2.10.1 Allowed turns 2.10.2 Flight g-forces 2.11 Service ceiling 2.12 Meteorological limitations 2.13 Crew

2.13.1 Crew 2.13.2 Minimum crew weight 2.14 Luggage distribution 2.15 On-board smoking 2.16 Labels

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Limitations Flight Manual

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2.1 Introduction This section contains operational limitations specified by the aircraft’s manufacturer for the safe operation of the aircraft, of the power plant and of the systems and equipment of the aircraft. The operational limitations specified in this section have been approved European Aviation Safety Agency. 2.2 Types of operation

Viper SD - 4 may only be used for flights during the day, under the VMC conditions, according to the VFR rules. Other flights are forbidden. Aerobatic flights and intentional spins with the Viper SD - 4 are forbidden. 2.3 Weights and payload Aircraft empty weight ..................................................................... 297 kg Maximum take-off weight ............................................................ 472.5 kg Maximum landing weight ............................................................ 472.5 kg

2.3.1 Maximum useful load Maximum crew weight ................................................................... 161 kg Minimum crew weight ...................................................................... 55 kg Maximum fuel weight ....................................................................... 50 kg Maximum luggage weight ......................................................... 2 x 7.5 kg Table: Payload versus fuel quantity

Fuel tank filling Litres Crew + luggage weight

1/1 70 125 kg

3/4 52.5 138 kg

1/2 35 150 kg

1/4 17.5 163 kg

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WARNING

Do not exceed the maximum take-off weight of 472.5 kg.

2.4 Aircraft’s CG positions

Empty aircraft CG position................................... 23.4 % MAC @ 297 kg Operational limit CG positions .................... front 25.0 % MAC @ 402 kg rear 32.5 % MAC @ 472.5 kg Design CG range ...................................................... 20.0 – 34.0 % MAC

2.5 Power plant 2.5.1 Operational limitations of the Rotax 912 ULS engine Minimum air temperature for starting ............................................. -25°C Maximum air temperature for starting .............................................. 50°C Minimum oil temperature .................................................................. 50°C Maximum oil temperature ............................................................... 130°C Maximum cylinder head temperature ............................................. 135°C Maximum allowed engine RPM .......................................... 5,800 (5 min) Maximum permanent engine RPM .................................................. 5,500 Idle engine RPM .............................................................................. 1,400 Maximum oil pressure ...................................................... 7 bar (102 psi) Minimum oil pressure ...................................................... 0.8 bar (12 psi) Maximum fuel pressure ..................................................... 0.5 bar (6 psi) Minimum fuel pressure .................................................... 0.15 bar (2 psi)

CAUTION

The aircraft is not equipped with a fuel pressure sensor.

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2.5.2 Colour marking of the engine instruments

Instrument Red line

Lower limit

Yellow band Warning

range

Green band Normal

operation

Yellow band Warning

range

Red line Upper limit

Tachometer 1,400 RPM - - - 1,400 –

5,500 RPM 5,500 – 5,800

RPM 5,800 RPM max. 5 min

Cylinder head thermometer

60 °C 60 – 75 °C 75 – 134 °C 134 – 135°C 135°C

Oil temperature

50°C 50 – 90°C 90 – 110°C 110 – 130°C 130°C

Fuel pressure - - - - - - - - - - - - - - -

Oil pressure

0.8 bar

(12 psi) below

3,500 RPM

0.8 – 2.0 bar

(12 – 29 psi)

2.0 – 5.0 bar

(29 – 73 psi)

above 3,500 RPM

5.0 – 7.0 bar

(73 – 102 psi)

7.0 bar

(102 psi)

Ammeter -14 A - - - -10 – 15 A 15 – 16 A 16 A

Voltmeter 11 V - - - 12.4 – 14.6 V 14.6 – 15.6 V 15.6 V

Fuel gauge 10 litres - - - 10 – 35 litres - - - - - -

WARNING

In the event of exceeding operational limits of the engine, it is necessary to make a record in the engine log book and carry out an inspection of

the engine.

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2.6 Propeller 2.6.1 Operational limitations of the Peszke AS 1730/1950 propeller with constant-speed effect: Maximum RPM of the propeller: ......................................3,000 RPM Operation temperature range: ................................... -25°C - +50°C The propeller has very good flight and performance parameters, which ensure optimal transformation of the engine’s power to a forward thrust during the take off and climbing as well as during cruising modes. It also produces a sufficient drag during descents and braking by the engine. In the case of any damage to the propeller that causes increased vibrations, it is necessary to interrupt the flight and repair the propeller according to the manufacturer’s instructions.

WARNING

In the event of exceeding the operational limits of the propeller, it is necessary to make a record in the propeller’s log book and check the

propeller in line with its documentation.

The manufacturer of the aircraft recommends to observe the following values:

Power Setting Engine RPM Manifold Pressure

mbar (inHg)

Take off 5300 914 (27.0)

Climb 5100 897 (26.5)

Cruise 4200 - 5300 779 – 846 (23 - 25)

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WARNING

Do not start the engine without a mounted propeller. There is a risk of exceeding its maximum allowed RPM.

2.7 Fuel The following fuels may be used MOGAS 912 UL/A/F 912 ULS/S

European standard EN 228 Normal1)

EN 228 Super1) EN 228 Super2)

EN 228 Super plus1) EN 228 Super plus2)

Canadian standard CAN/CGSB-3,5 Grade 1 3)

CAN/CGSB-3,5 Grade 3 4)

US standard ASTM D 4814 ASTM D 4814

AVGAS

US standard AVGAS 100LL (ASTM D910)

AVGAS 100LL (ASTM D910)

1) min. ROZ 90 2) min. ROZ 95 3) min. AKI 87 4) min. AKI 91 The AVGAS 100LL petrol, with its higher content of led, more stresses valve seats, forms more sediments in the lubrication system and carbonates more. Use this fuel only in the event of problems with the fuel evaporation or if no other type of fuel is available. You can find more information about the choosing of the right fuel in the valid issue of the Service Information SI-912-016.

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2.7.1 Fuel reserve Total tank volume Left tank ..................................................................................... 35 litres Right tank ................................................................................... 35 litres Unusable fuel reserve Left tank ...................................................................................... 1.5 litre Right tank ....................................................................................1.5 litre Minimum fuel quantity for take off Left tank ..................................................................................... 10 litres Right tank ................................................................................... 10 litres

2.7.2 Fuel consumption The fuel consumption is influenced significantly by the following factors: flying technique, total aircraft weight, flight altitude, chosen flight mode and meteorological conditions. For a stable flight at 190 km/h (102 kts) of indicated airspeed with the Rotax 912 ULS engine, the Peszke AS 1730/1950 propeller and the aircraft’s weight 472.5 kg, the average fuel consumption is 18.5 litres of fuel per hour.

CAUTION

At outside air temperatures exceeding 25°C do not fill the fuel tanks at more than 90 % of their maximum volume.

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2.8 Lubrication oil For the lubrication of the ROTAX 912 ULS engine only use oils marked according to API – SG or higher. ROTAX 912 ULS is lubricated by the Shell Advance ULTRA4 10W-40 or AeroShell Oil Sport Plus 4 Aviation Oil 10W – 40. Filled oil quantity .......................................................................... 3 litres Minimum oil quantity: ................................................................... 2 litres Oil consumption: .................................................................. 0.06 litre/h

You can find details in the Operation Manual for the ROTAX 912 ULS engine, section 10.2.3. You can find more information on the selection of suitable oil in the valid issue of the Service Information SI-912-016.

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2.9 Airspeed limitations

The following airspeeds apply at the maximum take-off weight of 472.5 kg:

Air-speed

Description IAS (km/h)

(kts)

Notes

VNE Never-exceed speed 240

(130)

Do not exceed this speed in any flight mode!

VNO Maximum structural cruising speed

200

(108)

Do not exceed this speed except when flying in calm air.

VA Design manoeuvring speed

154

(83)

Above this speed do not use full movements of controls or make fast interventions into the aircraft’s control – the aircraft might get overloaded.

Vra Rough air speed 160

(86)

Do not exceed this speed except in calm air.

Flight in rotors of lee waves, in storm clouds or above mountain ridges is considered to be a flight in rough air.

VFE Maximum flap extended speed

134

(72)

It must not be exceeded with extended flaps.

VS1 Stalling speed in clean configuration

77

(42)

The aircraft’s weight, soiling of the wing, rain and frost on the wing increase the aircraft’s stalling speed.

VSO Stalling speed in landing configuration

65

(35)

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Marking on the airspeed indicator

Marking Value or range (IAS) in km/h (kts)

Meaning

White band 65 - 134

(35 - 72)

Operating range with extended flaps.

The lower limit is VS1 at the maximum weight in the landing configuration.

The upper limit is the maximum flap extended speed.

Green band 77 - 200

(42 - 108)

Normal operating range.

The lower limit is VSI at the maximum weight and the front-most CG position with retracted flaps.

The upper limit is the maximum structural cruising speed.

Yellow band

200 - 240

(108 - 130)

Turns must be made with care and in calm air.

Red line 240

(130)

Never-exceed speed for any flight mode.

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2.10 Manoeuvring limitations 2.10.1 Allowed turns: Sharp turns with banks of up to 60° – recommended entry speed 160 km/h (86 kts).

WARNING

The aircraft is designed only for non-aerobatic operation.

2.10.2 Flight g-forces A flight g-force expresses the loading of the aircraft’s structure in operation by aerodynamic forces in relation to its total allowed maximum

take-off weight and airspeed. At its maximum take-off weight of 472.5 kg, Viper SD - 4 has the allowed operational g-forces as follows: positive + 4 negative - 2

Turning speed Speed in km/h (kts) g-force

VA – turn with the full movement of the elevator

154 (83) +4

VNE – never-exceed airspeed 240 (130) +4

VA – turn with the full movement of the elevator

154 (83) -2

VNE – never-exceed

airspeed 240 (130) -2

VFE – with extended flaps 134 (72) +2

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2.11 Service ceiling The aircraft’s service ceiling depends on the actual weight of the aircraft, meteorological conditions, engine throttle setting, etc. Viper SD - 4 has the service ceiling of 5,000 m (16,400 ft) MSL. 2.12 Meteorological limitations Depending on meteorological conditions, the operation of the aircraft, is limited by the provisions of the applicable regulations for carrying out a flight and by technical and flight properties of the aircraft. Limitations for the aircraft’s take off : Maximum outside air temperature .................................................+40 °C Minimum outside air temperature .................................................. -25 °C Maximum head wind speed .............................................. 12 m/s (23 kts) Maximum cross-component of wind ..................................... 4 m/s (8 kts) Maximum back wind speed .................................................. 1 m/s (2 kts)

WARNING

It is forbidden to carry out flights with Viper SD - 4 in icing conditions and IFR flights!

CAUTION

The aircraft’s engine is equipped with an air intake heating system (AIRBOX).

Icing from the air humidity forms in the carburettor at the fuel nozzle and on the throttling flap. Icing leads to a loss in the engine’s power and to

a change in the richness of the mixture.

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2.13 Crew 2.13.1 Crew Viper SD - 4 is designed as a single-pilot aircraft. The left pilot’s seat is specified as the commander’s seat. 2.13.2 Minimum crew weight The crew’s minimum weight is 55 kg. This minimum weight guarantees the observation of the CG position range of the aircraft and thus its good manoeuvrability and flight stability. If this condition is not met, it is necessary to meet it by attaching a weight to the right seat. 2.14 Luggage distribution

The maximum weight of the luggage is 2 x 7.5 kg. The luggage must be placed behind the pilots’ seats in closable compartments designed for that. 2.15 On-board smoking It is FORBIDDEN to smoke on board the Viper SD - 4 aircraft.

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2.16 Labels

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Chapter 2


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2 - 16 26 June 2013

Location of label Text

Left and right flaps DON’T STEP

Tank filling openings Max. 35 l

ROZ 95

Oil tank SHELL ADVANCE ULTRA 10W-40

Cooling system expansion tank SHERON ANTIFREEZE G12

Main landing gear spring TYRE 200+10 kPa

Main landing gear TYRE 110+10 kPa

Canopy frame – right lock control CLOSE - OPEN

Canopy frame – left lock control OPEN - CLOSE

Ailerons, flaps, elevator NO PUSH

Baggage area Baggage max. 7.5 kg

Marking of section switches Right panel above section switches

Right instrument panel Labels with basic data

Aircraft’s registration marks on the sides of the fuselage and on the bottom surface of the left wing

Chapter 3

Flight Manual Emergency Procedures

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26 June 2013 3 - 1

3. Emergency Procedures 3.1 Introduction 3.2 Engine failure 3.2.1 Engine failure during take off 3.2.2 Engine failure after take off 3.3 Engine in-flight restart 3.4 Fire and smoke 3.4.1 Engine fire during take off (on the ground) 3.4.2 Engine fire after take off 3.5 Fire in the cockpit 3.6 Vibrations 3.7 Electrical system failures 3.8 Drop in oil pressure under the minimum value in flight 3.9 Drop in fuel pressure under the minimum value in flight 3.10 Recovery from an unintended spin 3.11 Activation of the rescue system 3.11 Emergency landing

Chapter 3

Emergency Procedures Flight Manual

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3 - 2 26 June 2013

3.1 Introduction This section contains a control list of steps and procedures for the solution of emergency situations on the ground or in flight. 3.2 Engine failure

3.2.1 Engine failure during take off

Engine throttle ........................... pull back to idle

Ignition switch ACS ................... switch off

Main fuel valve .......................... close

Brakes ....................................... brake until the aircraft stops

Master switch ............................ switch off

Harness ..................................... release (after the aircraft stops)

Canopy......................................open and get out

3.2.2 Engine failure after take off

Airspeed .................................... adjust to 120 km/h (65 kts)



Flaps .......................................... extend as necessary

Carry out an emergency landing

Instruments ................................ switch off after landing

Section switches........................ switch off after landing

Master switch ............................ switch off after landing


Canopy ...................................... open and get out

CAUTION

- If the engine fails under or at 50 m (160 ft), carry out landing in the

direction of the flight (with diverting, if there are obstacles in the direction of the flight).

- If the engine fails above 50 m (160 ft), choose landing in the direction of a free area without obstacles and land against the wind, if possible.

Chapter 3


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26 June 2013 3 - 3

3.3 Engine in-flight restart

If the engine fails in-flight at an altitude above 200 m (650 ft):


Main fuel valve .......................... switch to the tank with more fuel;

Master switch ............................ check it is switched ON

Fuel Pump ................................. switch on

Ignition switch ACS ................... off and then on

Start cutout section switch ........ check it is ON

Start the engine After starting the engine, land at the nearest airport or airfield.

CAUTION

If you do fail to start the engine, proceed according to point 3.2.2.

3.4 Fire and smoke

3.4.1 Engine fire during take off (on the ground)

Main fuel valve .......................... close (OFF)

Engine throttle ........................... idle


Brakes ....................................... stop the aircraft

Master switch......................... ... switch off



Chapter 3


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3 - 4 26 June 2013

3.4.2 Engine fire after take off




Equipment unnecessary for the continuation of the flight ................................................... switch off


Brake ......................................... stop the plane




CAUTION

Do not start the engine after you extinguish a fire!

3.5 Fire in the cockpit

Localise the place of fire

Extinguish the fire with all available means If you fail to extinguish the fire:




Equipment unnecessary for the continuation of the flight ................................................... switch off


Brakes ....................................... stop the aircraft




Chapter 3


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26 June 2013 3 - 5

3.6 Vibrations

Vibrations may occur as a consequence of:

1. An adverse flight mode (slipping/skidding, stalling speed)

Change the flight mode.

2. A technical fault of the engine or propeller

Choose an engine mode in which the vibrations are the lowest (by controlling the engine’s RPM)


If the vibrations increase, carry out an emergency landing with the engine switched off

3. Carburettor icing

4. Lack of fuel

Switch to the other fuel tank. 3.7 Electrical system failures Generator failure When the red CHARGE indicator on the left instrument panel, located above the master switch, is ON, it informs the pilot about charging failure.

Switch off electrical devices not necessary for the continuation of the flight.

Carry out safety landing at the nearest suitable airport, airfield or land within 30 min.

NOTE: If the battery is fully charged, it should be able to supply power

for at least 30 minutes. The failure of the generator does not affect the operation of the engine.

CAUTION

After a flight with a failed generator, the battery has to be checked and recharged before the next flight.

Chapter 3


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3 - 6 26 June 2013

Overloading of the current circuit (shortcut)

An overloading of a current circuit is signalled by the failure of the device concerned and the activation of the automatic circuit breaker in the respective section switch on the right instrument panel.

Let the automatic circuit breaker to cool for about 60 seconds.

Switch on the respective automatic circuit breaker.

Check the functionality of the device concerned.

WARNING

After repeated overloading of a current circuit do not switch on the respective automatic circuit breaker; there is a risk of permanent

damage to the current circuit and/or to the device concerned.

3.8 Drop in oil pressure under the minimum value in flight

Decrease the power of the engine to essential minimum.

Land at the nearest suitable airport or land.

After landing check the lubrication system.

3.9 Drop in fuel pressure under the minimum value in flight

Check the quantity of fuel.

Switch the main fuel valve to the tank with a bigger quantity of fuel.

Switch on the electric fuel pump.

3.10 Recovery from an unintended spin

Engine throttle ........ idle

Rudder pedals ........ fully push against the direction of rotation

Elevator .................. full forward without the use of ailerons

Rudder pedals ........ when the rotation stops, return the pedals into the neutral position

Elevator .................. recover from the dive (do not exceed the never-exceed airspeed)

Chapter 3


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26 June 2013 3 - 7

3.10 Activation of the rescue system

Engine throttle ......................... pull to idle

Ignition switch ACS ................. switch off

Activation handle ..................... pull strongly

Protect your face and body, if possible.

After the activation of the ballistic rescue system, switch off all devices not necessary for further descent.

WARNING

The maximum allowed airspeed to activate of the rescue system is 310 km/h (167 kts).

The guaranteed functioning of the system is in the temperature range between -30 and +50 °C.

The period until repackaging has been set by the manufacturer to 6 years.

CAUTION

The system is designed for the use in the following cases: Damage to the aircraft after its collision with other aircraft;

Damage to the aircraft caused by the loss of the integrity of the aircraft’s structure;

Loss of the possibility to control the aircraft; Engine failure over a terrain in which it is not possible to land safely;

Pilot’s difficulties during the flight that may cause his inability to land normally.

CAUTION

The use of the rescue system will always cause damage to the plane.

Chapter 3


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3 - 8 26 June 2013

3.11 Emergency landing

It is carried out in the case of a fault on the aircraft, orientation loss, insufficient fuel reserves, dangerous worsening of meteorological conditions (visibility, storms), or a starting sunset.

Select a suitable area for landing, against the wind direction, if possible.

Carry out a fly-over 50 m (165 ft) above the ground against the wind with flaps at 15° at 120 km/h (65 kts) and examine thoroughly the condition of the surface (obstacles, quality of the surface).

Do a traffic pattern at 150 m (650 ft) above the ground or at an altitude allowed by a decreased cloud base, carry out mandatory procedures downwind, connect the 3rd and 4th turns, extend the flaps into the take-off position before making the last turn.

In the case of decreased visibility, do not lose the sight of the selected area.

Make the final approach in the landing configuration, with increased power of the engine, adjust the approach to touch down right after the passing of the edge of the selected area.

Brake after touch down; when the aircraft stops, stop the engine, switch off the master switch, close the fuel valve and secure the aircraft against movement.

Chapter 4

Flight Manual Normal Procedures

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26 June 2013 4 - 1

4. Normal Procedures 4.1 Pre-flight inspection 4.2 Engine start 4.2.1 After getting into the cockpit 4.2.2 Engine start 4.3 Engine test 4.4 Important steps after engine start 4.5 Taxiing 4.6 Before take off 4.7 After take off at 50 m (165 ft) 4.8 When the flight level is reached 4.9 Descent and landing 4.10 Slip 4.11 Landing 4.12 Aborted landing 4.13 After the landing 4.14 Engine stop 4.15 Flight in a cross-wind 4.16 Flight in rough air 4.17 Between-flight inspection 4.18 After-flight inspection

Chapter 4

Normal Procedures Flight Manual

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4 - 2 26 June 2013

4.1 Pre-flight inspection

Pre-flight inspection is carried out by the plane’s mechanic always before the first flight of the day according to the procedure specified below. Identified deficiencies have to be removed before the flight and the carried out inspection must be recorded in the maintenance log book. Cockpit

Check the canopy for cleanliness, possible damage, functioning of the canopy locks.

Check the seat harness.

Attach free objects (put them into boxes) or remove them.

Check whether the magneto switches and the master switch are off.

Check the movements of the control stick.

Set all on-board instruments to zero.

Check the quantity of fuel (MGL XTreme EMS) Left side of the fuselage

Check the fuselage skin, damage to the coating, riveted joints, check the attachment of covers.

Empennage

Check the attachment and skins of the surfaces, riveted joints, free movement of the rudder and of the elevator; the functioning of the trimming; play in the hinge pins of the rudder and elevator hinges. Check the static pressure sensor at the top of the vertical stabiliser for possible damage.

Right side of the fuselage

Check the fuselage skin for damage to the coating and riveted joints, check the attachment of the covers and antennas.

Chapter 4


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26 June 2013 4 - 3

Right half of the wing

Check the wing for the integrity of the skin, riveted joints, attachment of the wing-tip device; flap and aileron hinges and their free movement, securing of flap and aileron pins; identical extension of the flaps in all positions; check visually the quantity of fuel; check the closing of the fuel tank, check the functioning and the condition of the navigation lights.

Engine compartment

Demount the upper part of the engine cowl.

Check the attachment of the engine mount and of the engine.

Check the electric cable cabling, connector connections.

Check hoses and their attachment.

Check the attachment of the cables to the battery and the air filter.

Check the attachment of the exhaust pipes.

Check the tightness of the engine, lubrication system, cooling system, oil radiator and cooling radiator (traces of operation fluids), attachment of the high-voltage cables of the sparking plugs.

Check the level of the oil, coolant, brake fluid and add more oil, coolant or brake fluid if necessary.

Check the fuel filter for clogging.

Check the free movement of the operation of the carburettor throttle plates and choke plates.

Check the exhaust pipes and muffle for damage, leakage, and overall condition.

Check the cleanness of the radiator inlets.

Check the condition of the cushioning rubber band of the front landing gear.

Mount the upper part of the engine cowl. Propeller

Check propeller for plays in its attachment and for damage, check the attachment of the spinner.

Turn the propeller several turns in the direction of its rotation.

Chapter 4


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4 - 4 26 June 2013

Front landing gear

Check the wheel for symmetry, deformities and plays of the wheel fairing; integrity of the colour line indicating the turning of the tyre against the disk; the locking of the wheel pin nut; the inflation of the tyre (the pressure according to the value on label); the wear of the tyre; check condition of the rubber cushioning band of the front landing gear; check the condition of the grounding cable on the landing gear’s leg.

Left half of the wing

Check the wing for the integrity of the skin, riveted joints, attachment of the wing-tip device, flap and aileron hinges and their free movement; securing of flap and aileron pins; identical extension of the flaps in all positions; check visually the quantity of fuel; check the closing of the fuel tank; check the functioning and the condition of the navigation lights; remove the Pitot tube cover.

Main landing gear

Check the wheels for symmetry, deformities and plays of the wheel fairing; integrity of the colour line indicating the turning of the tyre against the disk, the inflation of the tyres and their wear; check the surface of the main landing gear legs for cracks; the locking of the wheel pin nuts, the overall condition of the disk brakes and of the brake tubing.

WARNING

Before manual turning of the propeller, switch off both ignition circuits (if the ignition is not off, there is a risk of injury). The propeller must not be

turned in the direction opposite to that of its normal rotation.

Chapter 4


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26 June 2013 4 - 5

10

1

2

3

4

5

6

7

8

9

1 - Cockpit 2 - Left side of the fuselage 3 - Empennage 4 - Right side of the fuselage 5 - Right half of the wing 6 - Engine compartment 7 - Propeller 8 - Front landing gear 9 - Left half of the wing 10 - Main landing gear

Chapter 4


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4 - 6 26 June 2013

4.2 Engine start

4.2.1 After getting into the cockpit

Canopy ...................................... close, lock

Remove the lock of the rescue system

Harness ..................................... fasten, tighten

Brakes ....................................... brake

Control stick movements ........... free

4.2.2 Engine start

Main fuel valve ......................... position to the tank with the higher quntity of fuel; if the fuel quantity in the tanks is the same, switch to the LEFT tank

Master switch ............................ switch on

EMS ........................................... switch on

Start Cutout section switch........ switch on

Choke ........................................ pull out (if the engine is cold)

Ignition switch ACS ................... switch ON both

Start the engine

EFIS........................................... switch on

After starting .............................. increase engine speed to 2,000 RPM

Other section switches .............. switch on as necessary

Chapter 4


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26 June 2013 4 - 7

CAUTION

The oil pressure must rise within 10 seconds after starting. Only when the oil reaches a stable pressure, the engine’s RPM may be increased.

If the oil is cold, constantly monitor the oil pressure since, because of an

increased flow resistance in the suction branch, the oil pressure may drop again.

To avoid acceleration stresses, when starting the engine, set the throttle to idle or do not open it to more than 10 %. For the same reason, after reducing the throttle, wait for about 3 seconds before increasing the

throttle to achieve constant RPM of the engine.

NOTE

When starting a cold engine, move the engine throttle to idle and switch

on the choke.

When starting a warm engine, move the engine throttle to a no more than 10 % position with the choke off.

If the engine does not start, repeat the starting not earlier than in

2 minutes, during which the starter will cool off.

4.3 Engine test

Before starting the engine test, put wedges in front on the wheels.

Start the engine in line with point 4.2.2.

2000 RPM .............................. for 2 minutes

2500 RPM .............................. warm up the oil to 50°C

Maximum take off RPM .......... for a short time

4000 RPM .............................. carry out ignition test (A drop in RPM for each ignition circuit must not exceed 300 RPM and the RPM difference between the two circuits must not exceed 115 RPM).

Set the throttle to idle.

Chapter 4


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4 - 8 26 June 2013

4.4 Important steps after the engine start

RADIO ....................................... switch on

TRANSPONDER ....................... set the respective code

Flaps .......................................... extend and retract

Flight instruments ...................... set the QNH 4.5 Taxiing

elevator ...................................... full back

taxiing speed ............................. max. 4 km/h (2 kts)

brakes ........................................ test

WARNING

It is forbidden to taxi with a partially open canopy. The canopy might get damaged when taxiing through rough surface or due to the airflow

from the rotating propeller.

CAUTION

When testing the ignition circuits, only one ignition circuit may be switched on/off at a time.

After testing the full power, leave the engine to cool for a short time, so

that the steam in the cylinder heads is released into the expansion tank.

No run irregularity or RPM fluctuations may occur during the engine test. The maximum allowed temperatures and pressures must not be

exceeded during the engine test.

Chapter 4


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26 June 2013 4 - 9

4.6 Before take off

Main fuel valve ......................... (position to the tank with the higher quntity of fuel; if the fuel quantity in the tanks is the same, switch to the LEFT tank)

Flaps ................... ..................... extended (position 1)

Trim ........................................... central position

Master switch ............................ switched on

Ignition switch ACS ................... switched to BOTH

Section switches........................ switched on

Choke ........................................ closed

Flight instruments ...................... adjust

Navigation and communication instruments...adjust

Check of the canopy locking ..... check the locking (two red LEDs on above flight instruments)

Check of the engine values ....... check they are in the green bands

Harness ..................................... check its locking and tightening

Check the area ahead is free before the taxiing to the runway

Brakes ....................................... release

Engine throttle ........................... smoothly full

WARNING

Take off is forbidden, if: - the engine runs irregularly; - any of the engine parameter is not in the green band; - the fuel quantity in the tanks is less than 2x10 litres.

4.7 After take off at 165 ft (50 m)


Flaps .......................................... retract at a safe height

Engine RPM .............................. set 5,100 RPM

Trim ........................................... trim both as necessary

Engine parameters .................... in green bands

Chapter 4


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4 - 10 26 June 2013

4.8 When the flight level is reached

Engine RPM .............................. keep within the cruise range (4,400 – 5,100 RPM)

Engine parameters .................... green field

Trims.......................................... trim as necessary

Fuel ........................................... keep even withdrawal from both tanks by switching the fuel valve

4.9 Descent and landing

Airspeed ................................... adjust to 120 km/h (65 kts)

Flaps ........................................ extend as necessary

Trim .......................................... trim as necessary

Main fuel valve ........................ (position - the tank with the higher quntity of fuel

NOTE

It is recommended to descend from higher flight levels with the engine at increased idle RPM to prevent its excessive cooling.

Chapter 4


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26 June 2013 4 - 11

4.10 Slip

Carry out slips in the landing configuration of the aircraft at 120 km/h (65 kts). A slip must be ended not lower than 50 m (165 ft) above the ground. Putting the aircraft into a slip


Engine throttle .......................... idle

Rudder ..................................... smoothly to full position

Ailerons.................................... maintain the flight direction in the slip

Elevator ................................... keep the aircraft’s nose at the chosen descent angle

CAUTION

Due to a side airflow around the static pressure sensor and pitot tube, the aircraft’s airspeed indicator may provide distorted airspeed indication

in a slip.

Recovery from a slip


Rudder ..................................... smoothly back to straight

Ailerons .................................... return to the zero bank angle

Elevator .................................... adjust the descent angle

Trim .......................................... trim the aircraft 4.11 Landing


Engine RPM ............................. as necessary

Flaps ........................................ extended as necessary

Trim .......................................... trim as necessary

Chapter 4


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4 - 12 26 June 2013

NOTE

When landing in a strong wind, we recommend to increase the airspeed to 130 km/h (72 kts) and extend the flaps to position II or

position I.

NOTE

When landing in a strong cross-wind (more than 4 m/s (8 kts)) maintain the flight speed at 130 km/h (72 kts) . and extend the flaps to position II

or position I.

4.12 Aborted landing


Engine throttle ........................... full

Flaps ......................................... move to position 1 (retract at 50 m /160 ft)

4.13 After the landing

Flaps ........................................ retract

4.14 Engine stop

Engine throttle .......................... idle

Brakes ...................................... in the parking position

EFIS ......................................... switch off

Individual devices .................... switch off

Ignition switch ACS .................. switch OFF both

EMS ......................................... switch off

Section switches ...................... switch off

Master switch ........................... switch off

Main fuel valve ......................... close

Chapter 4


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26 June 2013 4 - 13

4.15 Flight in a cross wind A safe take off or landing in a crosswind can be made only up to the wind speeds of 4 m/s (8 kts). When landing in a strong crosswind, it is recommended to extend the flaps to position II or position I. 4.16 Flight in rough air Flight in rough air is demanding for both the pilot and the aircraft. If it is possible, avoid flying in rough air by changing the flight direction or the flight level. The maximum allowed airspeed in rough air is 160 km/h (86 kts). 4.17 Between-flight inspection

Check the aircraft’s skin.

Check the condition of the propeller’s blades.

Check the tightness of the fuel, oil and cooling systems.

Check the condition of the tyres.

Check the quantity of fuel, oil and coolant.

Check the covers. 4.18 After-flight inspection Carry out the inspection to the extent of the pre-flight inspection. Clean

the aircraft’s surfaces, if necessary.

NOTE

Under normal conditions, during the descent and taxiing, the engine is cooled sufficiently, so it can be switched off without the necessity of further cooling.

At higher operational temperatures, the engine is cooled at idle RPM until the temperatures drop to normal operational values, as it is specified in the Operation Manual for the Rotax 912ULS engine, section 10.1.

Chapter 4


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4 - 14 26 June 2013


Chapter 5

Flight Manual Performance

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26 June 2013 5 - 1

5. Flight Performance 5.1 Introduction 5.2 Conditions for determining flight performance 5.3 Performance validity 5.4 Speeds (IAS) 5.4.1 Calibration of the speed measurement system 5.5 Take-off performance 5.6 Climb rate 5.7 Altitude loss from the start of a stall 5.8 Flight endurance and range 5.9 Service ceiling 5.10 Glide ratio 5.11 Landing performance

Chapter 5

Performance Flight Manual

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5 - 2 26 June 2013

5.1 Introduction

The data about the flight performance were obtained by measurements during flight tests at the maximum take-off weight and a good technical condition of the power plant. 5.2 Conditions for determining flight performance The below-specified performance values apply under the conditions of the standard atmosphere at the sea level for a stable flight and the maximum take-off weight. 5.3 Performance validity The performance data are specified for a good condition of the aircraft, the engine and the propeller, and for usual flying techniques and in calm air. 5.4 Speeds (IAS) Stalling speed in the landing configuration: ............. 65 km/h (35 kts) Never-exceed speed: .......................................... 240 km/h (130 kts) 5.4.1 Calibration of the speed measurement system

IAS (kts) 32 43 54 65 76 86 97 108 119 130 CAS (kts) 33 43 53 65 76 87 98 109 120 131

5.5 Take off performance The specified take off ground roll is specified for the maximum take off weight of 472.5 kg and calm air. Take off ground roll, grass ......................................................... 220 m Take off over a 15 m obstacle ................................................... 330 m Take off ground roll, tarmac....................................................... 190 m Take off over a 15 m obstacle ................................................... 290 m

Chapter 5

Flight Manual Performance

___________________________________________________________________________

26 June 2013 5 - 3

NOTE

The take-off performance is specified for the propeller setting that gives 5,300 RPM at full throttle on the ground.

5.6 Climb rate Climb rate at MTOM 472.5 kg and full throttle .......... 5.5 m/s (1080 ft/min)

NOTE

The climb rate is specified for the propeller setting that gives 5,300 RPM at full throttle on the ground.

5.7 Altitude loss from the start of a stall

The altitude loss from the start of a stall in a direct flight until the recovery into a level flight with the use of usual procedures is 60 m (190 ft). 5.8 Flight endurance and range

The flight endurance is a period for which the aircraft stays airborne without refuelling. The flight endurances and ranges for different engine RPM settings and the cruise density altitude of 1500 m (4920 ft) and MTOM 472.5 kg are specified in the table below. The range values take into account 5 l of fuel required for take off and climb to the cruise altitude and a 10 l of fuel reserve at the end of the cruise.

Engine RPM

IAS [kts]

TAS [kts]

Fuel consumption [l]

Endurance

[h:min]

Range [km]

4400 78 84 11,0 5:30 770

4600 82 87 12,3 4:50 730

4800 85 92 13,6 4:30 690

5000 95 102 14,9 4:00 690

5200 99 107 16,6 3:40 660

Chapter 5

Performance Flight Manual

___________________________________________________________________________

5 - 4 26 June 2013

NOTE

Due to the fact that the overall fuel consumption during the flight is influenced by a number of factors (the aircraft’s weight, meteorological

conditions, type of propeller, engine mode, propeller setting, flying technique, flight altitude, etc.), please consider the flight endurance and

range only as indicative.

5.9 Service ceiling The service ceiling at the maximum take off weight with the Rotax 912 ULS engine is 5,000 m (16,400 ft). 5.10 Glide ratio The specified glide ratio is specified for the flight speed of 120 km/h (65 kts).

Glide ratio with idle engine: .......................................................... 1 : 7 Glide ratio with stopped engine: ................................................. 1 : 10 5.11 Landing performance The specified landing ground roll i specified for the maximum take off weight of 472.5 kg on a grass runway in calm air.

Landing distance..................................... 250 m from 90 km/h (49 kts) Landing ground roll distance with braking ................................. 150 m

Section 6

Flight Manual Weight and Balance

___________________________________________________________________________

26 June 2013 6 - 1

6. Weights and CG Positions 6.1 Definitions and marking 6.2 Calculation formulae 6.3 Weighing records

Section 6

Weight and Balance Flight Manual

___________________________________________________________________________

6 - 2 26 June 2013

6.1 Definitions and marking

0 ....................... reference plane, identical with the plane of the aircraft’s

wing’s leading edge in the horizontal attitude of the aircraft.

mR .................... weight on the right wheel of the main landing gear mL ..................... weight on the left wheel of the main landing gear mF ..................... weight on the wheel of the front landing gear mT ..................... total weight of the aircraft, equal to mR + mL + mF xT ...................... distance of the CG from the leading edge T ....................... centre of gravity LF ...................... distance of the front landing gear wheel axis from the

wing’s leading edge LM ..................... distance of the main landing gear wheel axis from the

wing’s leading edge L ....................... landing gear base MAC ................. mean aerodynamic cord (1.29 m)

xT = ((mR + mL) . LM – LF . mF)/mT

The position of the centre of gravity expressed in % of the mean aerodynamic cord bMAC is then calculated on the basis of the formula:

xT [% MAC] = xT / MAC . 100 %

Section 6

Flight Manual Weight and Balance

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26 June 2013 6 - 3

6.2 Calculation formulae

For the calculation of the CG position it is necessary to know the length of the mean aerodynamic chord (MAC). The calculated CG position must be within the range specified by the manufacturer.

MAC .................................................................... 1.29 m Design limit CG range ........................................ 20.0 – 34.0 % MAC CG position of empty aircraft .............................. 23.41 % MAC

When establishing the CG position and the subsequent calculation of the CG position as % MAC, put the plane in the flight position on three balances and proceed as follows:

Weighing of the aircraft for the establishment of the allowed front-most CG position:

The fuel tanks have to be full and there must not be any luggage in the luggage compartments of the aircraft.

Occupy the pilot’s seat with the minimum allowed weight (55 kg).

Read the weight readings of the balances under the wheels of the main landing gear (mR and mL respectively).

Read the weight reading of the balance under the wheel of the front landing gear.

You will get the total weight of the aircraft as the sum of mR + mL + mF.

Calculate the distance of the CG from the wing’s leading edge by using the formula: xT = ((mR + mL) . LM – LF . mF)/mT.

Calculate the front-most position as % MAC by using the formula: xT [% MAC] = xT / MAC . 100 %.

Weighing of the aircraft for the establishment of the rear-most CG position as % MAC: Put 2x 7.5 kg weights into the luggage compartments and fill the tanks with the minimum allowed take off fuel quantity (for a 30-minute flight). Load both seats with the maximum allowed crew weight that will cause the airplane to reach its MTOW of 472.5 kg). The weighing and calculation procedure is the same as in the case of establishing of the front-most CG position as % MAC.

Section 6

Weight and Balance Flight Manual

___________________________________________________________________________

6 - 4 26 June 2013

6.3 Weighing records

Sig

natu

re

No

te

Th

e w

eig

hin

g w

as

carr

ied o

ut w

ith

opera

tion liq

uid

s a

t th

e

leve

ls o

f re

sp

ective

to

p

line

s.

CG

po

sit

ion

s

em

pty

: 23.4

1 %

@ 2

97.0

kg

most fo

rward

: 25.0

5 %

@ 4

02.4

kg

most re

ward

: 32.5

3 %

@ 4

72.5

kg

Em

pty

weig

ht

297.0

kg

Da

te

20.6

.2013

viper sd-4 flight manual sn 0018 - esme

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