P2002 Sierra

FLIGHT MANUAL

Introduction

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P2002 Sierra
MANUFACTURER: COSTRUZIONI AERONAUTICHE TECNAM S.r.l. AIRCRAFT MODEL: P2002 Sierra SERIAL NUMBER:................................................................. BUILD YEAR:........................................................................ REGISTRATION MARKINGS:.................................................. This manual must always present on board the aircraft. The aircraft is to be operated in compliance with information and limitations contained herein. 1st Israeli edition 1 january 2006 i-1

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FLIGHT MANUAL RECORD of REVISIONS

Introduction

Any revisions to the present Manual, except actual weighing data, must be recorded in the following table. New or amended text in the revised pages will be indicated by a black vertical line in the left-hand margin; Revision No. and date will be shown on the left-hand side of the amended page.

LOG of REVISIONS
Rev n Section Pages Date Signature

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General Limitations Emergency Procedures Normal Procedures Performances Weight & Balance Systems Ground Handling & Services

Introduction

Section 1 Section 2 Section 3 Section 4 Section 5 Section 6 Section 7 Section 8

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SECTION 1 GENERAL
TABLE OF CONTENTS
INTRODUCTION ........................................................................................ 5 WARNINGS - CAUTIONS - NOTES .......................................................... 5 THREE-VIEW DRAWING .......................................................................... 6 DESCRIPTIVE DATA ................................................................................. 7 CONTROL SURFACES TRAVEL LIMITS ................................................ 7 ENGINE ....................................................................................................... 8 PROPELLER ................................................................................................ 8 FUEL ............................................................................................................ 9 OIL SYSTEM ............................................................................................... 9 COOLING .................................................................................................... 9 MAXIMUM CERTIFIED WEIGHTS ........................................................ 10 STANDARD WEIGHTS ............................................................................ 10 SPECIFIC LOADINGS .............................................................................. 10 ABBREVIATIONS AND TERMINOLOGY ............................................. 11 UNIT CONVERSION CHART .................................................................. 14

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INTRODUCTION
The P2002 Sierra is a twin seat, single engine aircraft with a tapered, low wing. fixed main landing gear and steerable nosewheel. This Flight Manual has been prepared to provide pilots and instructors with information for the safe and efficient operation of this aircraft. This Flight Manual contains 8 sections. Section 1 provides basic data and information of general interest. It also contains definitions and explanations of symbols, abbreviations and commonly used terminology.

WARNINGS - CAUTIONS - NOTES

The following definitions apply to warnings, cautions and notes used in the Flight Manual. WARNING Means that the non-observation of the corresponding procedure leads to an immediate or important degradation of the flight safety. Means that the non-observation of the corresponding procedure leads to a minor or to a more or less long term degradation of the flight safety. Draws the attention to any special item not directly related to safety but which is important or unusual.

CAUTION

NOTE

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THREE-VIEW DRAWING

Introduction

8 .6 m

6 .6 1 m

2 .4 3 m

NOTE

Dimensions shown refer to aircraft weight of 450 kg and normal operating tire pressure. Propeller ground clearance 320mm Propeller ground clearance with deflated front tire and nosewheel shock absorber compressed by 102mm Minimum ground steering radius 5.5m

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DESCRIPTIVE DATA
WING Wing span: Wing surface Wing loading Aspect ratio Taper ratio Dihedral FUSELAGE Overall length Overall width Overall height EMPENNAGE Stabilator span Vertical tail span LANDING GEAR Wheel track: Wheel base: Main gear tires: Air Trac Nose gear tire: Sava 2.90 m 1.10 m 6.61 m 1.11 m 2.43 m 8.6 m 11.5 m2 39 kg/m2 6.4 0.6 5

1.85 m 1.62 m 5.00-5 4.00-6

CONTROL SURFACES TRAVEL LIMITS

Ailerons Stabilator Trim-Tab Rudder Flaps Up 20 down 15 2 Up 15 down 3 1 2 ; 9 1 RH 30 LH 30 2 0; 40 2

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ENGINE
Manufacturer: Model Type:

Introduction

Bombardier-Rotax GmbH 912 ULS 4 cylinder horizontally-opposed twins with overall displacement of 1352 c.c., mixed cooling, (water-cooled heads and air-cooled cylinders), twin carburetors, integrated reduction gear with torque damper. 73.5 kW (98.5 hp) @ 5800 rpm (max. 5) 69.0 kW (92.5 hp) @ 5500 rpm (cont.)

Maximum power:

PROPELLER
Manufacturer: Model: Number of blades: Diameter: Type: F.lli Tonini Giancarlo & Felice S.n.c. GT-2/173/VRR-SRTC FW 101 2 1730 mm (no reduction permitted) Fixed pitch - wood

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FUEL
Fuel grade: Min. RON 95 EN 228 Premium EN 228 Premium plus Fuel tanks:

Introduction

AVGAS 100LL (see Section 2.9) 2 wing tanks integrated within the wing's leading edge with fuel strainer located in engine cowling. 50 liters 100 liters

Capacity of each wing tank Total capacity:

OIL SYSTEM
Oil system type: Oil: Forced, with external oil reservoir Lubricant specifications and grade are detailed into the Rotax Operators Manual and in its related documents. Max. 3.0 litres min. 2.0 liters

Oil Capacity:

COOLING
Cooling system: Coolant: Mixed air and liquid pressurized closed circuit system Coolant type and specifications are detailed into the Rotax Operators Manual and in its related documents

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MAXIMUM WEIGHTS
Maximum take-off weight: Maximum landing weight: 450 kg 450 kg

Introduction

STANDARD WEIGHTS
Empty Weight 268 kg

SPECIFIC LOADINGS
Wing Loading Power Loading 39 kg/m2 4.6 kg/hp

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ABBREVIATIONS AND TERMINOLOGY

Introduction

GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS CAS IAS TAS Calibrated Airspeed is the indicated airspeed corrected for position and instrument error and expressed in km/h. Indicated Airspeed is the speed shown on the airspeed indicator and expressed in km/h. True Airspeed is the airspeed expressed in km/h relative to undisturbed air which is CAS corrected for altitude and temperature. Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, then only with caution. Never Exceed Speed is the speed limit that may not be exceeded at any time. Stalling Speed. Stalling speed in landing configuration Stalling speed in clean configuration (flap 0) Best Angle-of-Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance. Best Rate-of-Climb Speed is the speed which results in the greatest gain in altitude in a given time. Rotation speed: is the speed at which the aircraft rotates about the pitch axis during takeoff Lift off speed: is the speed at which the aircraft generally lifts off from the ground.

VFE VNO VNE VS VS0 VS1 VX VY Vr VLO

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METEOROLOGICAL TERMINOLOGY OAT TS HP

Introduction

Outside Air Temperature is the free air static temperature expressed in degrees Celsius (C). Standard Temperature is 15C at sea level pressure altitude and decreased by 2C for each 1000 ft of altitude. Pressure Altitude is the altitude read from an altimeter when the barometric subscale has been set to 1013 mb.

ENGINE POWER TERMINOLOGY rpm Revolutions Per Minute: is the number of revolutions per minute of the engine, divided by 2.4286 yields props RPM.

AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Crosswind Velocity Usable fuel Unusable fuel g TOR TOD GR LD S/R is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing is guaranteed. is the fuel available for flight planning. is the quantity of fuel that cannot be safely used in flight.. is the acceleration of gravity. is the takeoff distance measured from actual start to wheel liftoff point is total takeoff distance measured from start to 15m obstacle clearing is the distance measured during landing from actual touchdown to stop point is the distance measured during landing, from 15m obstacle clearing to actual stop. is specific range, that is, the distance (in nautical miles) which can be expected at a specific power setting and/or flight configuration per kilo of fuel used.

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WEIGHT AND BALANCE TERMINOLOGY Datum Arm Moment C. G. Is an imaginary vertical plane from which all horizontal distances are measured for balance purposes. Is the horizontal distance from the reference datum to the center of gravity (C.G.) of an item. Is the product of the weight of an item multiplied by its arm. Center of Gravity is the point at which the airplane, or equipment, would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. Empty Weight is the weight of the aeroplane with engine fluids and oil at operating levels. Is the difference between takeoff weight and the basic empty weight. Is the maximum weight approved for the start of the takeoff run. Is the maximum weight approved for the landing touch down. Is the weight of chocks, blocks, stands, etc. used when weighing an airplane, and is included in the scale readings. Tare is deducted from the scale reading to obtain the actual (net) airplane weight.

Empty Weight Useful Load Maximum Takeoff Weight Maximum Landing Weight Tare

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UNIT CONVERSION CHART MULTIPLYING
TEMPERATURE Fahrenheit Celsius FORCES Kilograms Pounds SPEED Meters per second Feet per minute Knots Kilometers / hour PRESSURE Atmosphere Pounds / sq. in LENGTH Kilometers Nautical miles Meters Feet Centimeters Inches VOLUME Liters U.S. Gallons AREA Square meters Square feet [m2] [sq ft] 10.76 0.0929 [l] [US Gal] 0.2642 3.785 [km] [nm] [m] [ft] [cm] [in] 0.5396 1.853 3.281 0.3048 0.3937 2.540 [atm] [psi] 14.7 0.068 [m/s] [ft/min] [kts] [km/h] 196.86 0.00508 1.853 0.5396 [kg] [lbs] 2.205 0.4536 Pounds Kilograms [F] [C]
5 ( F 32) 9 9 C + 32 5

Introduction

BY

YIELDS

Celsius Fahrenheit

[C] [F]

[lbs] [kg] [ft/min] [m/s] [km/h] [kts] [psi] [atm] [nm] [km] [ft] [m] [in] [cm] [US Gal] [l] [sq ft] [m2]

Feet per minute Meters per second. Kilometers / hour Knots Pounds / sq. in Atmosphere Nautical miles Kilometers Feet Meters Inches Centimeters U.S. Gallons Liters Square feet Square meters

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FLIGHT MANUAL SECTION 2 LIMITATIONS

TABLE OF CONTENTS

Introduction

INTRODUCTION ....................................................................................16 AIRSPEED LIMITATIONS ....................................................................16 AIRSPEED INDICATOR MARKINGS ..................................................17 POWERPLANT LIMITATIONS ............................................................18 PROPELLER ...........................................................................................20 POWERPLANT INSTRUMENT MARKINGS ......................................21 OTHER INSTRUMENT MARKINGS ....................................................21 WEIGHTS ................................................................................................22 CENTER OF GRAVITY RANGE ...........................................................22 APPROVED MANEUVERS ...................................................................23 MANEUVERING LOAD FACTOR LIMITS .........................................23 FUEL ........................................................................................................23 CROSSWIND LIMITATIONS ................................................................24

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FLIGHT MANUAL INTRODUCTION

Introduction

Section 2 includes operating limitations, instrument markings, and basic placards necessary for safe operation of the P2002 Sierra, its engine, standard systems and standard equipment.

AIRSPEED LIMITATIONS
Airspeed limitations and their operational significance are shown below: IAS SPEED
(km/h) MPH
(285)

REMARKS Never exceed this speed in any operation. Never exceed this speed unless in smooth air, and then only with caution.

VNE Never exceed speed VNO Maximum Structural

Cruising Speed

178
(210)

131
(160) 100

Vmo Maximum
Operational Speed in level flight

VA

Maneuvering speed

(160)

100

Do not make full or abrupt control movements above this speed as this may cause stress in excess of limit load factor Never exceed this speed for any given flap setting over 15.

VFE Maximum flap

(130)

extended speed

81

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AIRSPEED INDICATOR MARKINGS

Airspeed indicator markings and their color code are explained in the following table Refer to section 9 of this Flight Manual for operational limitations for aircraft fitted with optional equipment. MARKING IAS (km/h) MPH SIGNIFICANCE

White arc

(72 130) Positive Flap Operating Range (lower limit is 1.1VSO, at maximum weight and upper limit is the 45 - 81 maximum speed permissible with flaps extension over 15, until its maximum deflection) (130 210) Normal Operating Range (lower limit is VFE at 81 131 maximum weight and most forward c.g. and upper limit is maximum structural speed VNO). (210 285) Maneuvers must be conducted with caution and 131 178 only in smooth air. (285) 178 Maximum speed for all operations.

Green arc

Yellow arc Red line

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POWERPLANT LIMITATIONS
The following table lists operating limitations for aircraft installed engine: ENGINE MANUFACTURER: Bombardier Rotax GmbH. ENGINE MODEL: 912 ULS MAXIMUM POWER: (see table below) Max Power kW (hp) Max. Max cont. TEMPERATURES: Max cylinder heads Max/min Oil Oil normal operating temperature (approx.) OIL PRESSURE: Min Normal 0.8 bar 2.0 - 5.0 bar (below 3500 rpm eng.) (above 3500 rpm eng.) 135 C 130 C / 50 C 90 C 110 C 73.5 (98.5) 69 (92.5) Max RPM. RPM eng. (prop.) 5800 (2388) 5500 (2265) Time max. (min.) 5 -

ENGINE START, OPER. TEMP: OAT Min OAT Max -25 C +50 C

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Warning
Admissible pressure for cold start is 7 bar maximum for short periods.

FUEL PRESSURE: Min Max 0.15 bar (2.2 psi) 0.40 bar (5.8 psi)

VISCOSITY Use viscosity grade oil as specified in the following table:

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warning

Introduction

Use of Aviation Grade Oil with or without additives is not permitted

COOLANT:
Coolant type and specifications are detailed into the Rotax Operators Manual and in its related documents.

PROPELLER
MANUFACTURER: F.lli Tonini Giancarlo & Felice S.n.c. MODEL: GT-2/173/VRR-SRTC FW 101 PROPELLER TYPE: Wood twin blade fixed pitch DIAMETER: 1730 mm (no reduction permitted)

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POWERPLANT INSTRUMENT MARKINGS

Powerplant instrument markings and their color code significance are shown below:
RED LINE INSTRUMENT GREEN ARC YELLOW ARC RED LINE

Minimum limit -------50 -------0.8

Normal operating 1400-5500 90-110 50-135 25

Caution 5500-5800 50 - 90 110-130 ------0.8 2 5 7 (1)

Maximum limit 5800 130 135 7

Engine tach Oil Temp. Cylinder heads temp. Oil pressure

rpm C C bar

OTHER INSTRUMENT MARKINGS

INSTRUMENT

RED LINE

GREEN ARC

YELLOW ARC

RED LINE

Minimum limit Voltmeter 10 Volt

Normal operating 12 - 14 Volt

Caution ------

Maximum limit ------

1 Admissible pressure for cold start is 7 bar maximum for short periods.

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FLIGHT MANUAL WEIGHTS

Maximum takeoff weight: 454 kg Maximum landing weight: 454 kg

Introduction

CENTER OF GRAVITY RANGE

Ref. for levelling Datum Forward limit Aft limit Seat track supporting trusses (ref. to sect.6 for the procedure) Propeller support flange without spacer 1.693 m (26.0% MAC) aft of datum for all weights 1.782 m (32.5% MAC) aft of datum for all weights

WARNING It is the pilot's responsibility to insure that the airplane is properly loaded. Refer to section 6 for appropriate instructions.

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APPROVED MANEUVERS

Any maneuver pertaining to normal flight Stalls (except whip stalls) Lazy eights Chandelles Turns in which the angle of bank is not more than 60

Acrobatic maneuvers, including spins, are not approved

MANEUVERING LOAD FACTOR LIMITS

Maneuvering load factors are as follows: FLAPS 0 38 +4.0 +2.0 - 2.0 0

FUEL
TWO TANKS: TOTAL FUEL CAPACITY:

50 liters each 100 liters During all phases of flight engine fuel feed must be supplied by both tanks. Compensate uneven fuel tank levels by acting on fuel taps located in cabin. APPROVED FUEL Min. RON 95 EN 228 Premium EN 228 Premium plus AVGAS 100LL (see Warning below)

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WARNING Prolonged use of Aviation Fuel Avgas 100LL results in greater wear of valve seats and greater combustion deposits inside cylinders due to higher lead content. It is therefore suggested to avoid using this type of fuel unless strictly necessary.

CROSSWIND LIMITATIONS
Maximum allowed crosswind component is 17 Mph (28 km/h) (refer to section 5 for further details).

Placard
1. Maximum Takeoff Weight: 2. Minimum Fuel Capacity: 10 Kg. 454 Kg.

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FLIGHT MANUAL SECTION 3 EMERGENCY PROCEDURES

TABLE OF CONTENTS

Introduction

INTRODUCTION ....................................................................................26 ENGINE FAILURES ...............................................................................26 AIR START .............................................................................................28 SMOKE AND FIRE .................................................................................28 GLIDE ......................................................................................................30 RECOVERY FROM UNINTENTIONAL SPIN .....................................31 OTHER EMERGENCIES ........................................................................31

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INTRODUCTION
Section 3 includes checklists and detailed procedures to be used in the event of emergencies. Emergencies caused by a malfunction of the aircraft or engine are extremely rare if appropriate maintenance and pre-flight inspections are carried out. In case of emergency, suggestions of the present section should be considered and applied as necessary to correct the problem. Before operating the aircraft, the pilot should become thoroughly familiar with the present manual and, in particular, with the present section. Further, a continued and appropriate training should be provided.

ENGINE FAILURES
Should an emergency arise, the basic guidelines described in this section should be considered and applied as necessary to correct the problem.

ENGINE FAILURE DURING TAKEOFF RUN

1. 2. 3. 4. 5. 6. 7. Throttle: idle (fully out) Brakes: apply as needed Ignition Switches: OFF. Flap: retract Master switch: OFF. Fuel shutoff valves: both OFF Electric fuel pump: OFF

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ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF

1. 2. Check for a suitable place on the ground to land safely The landing should be planned straight ahead with only small changes in directions not exceeding 45 to the left and 45 to the right Speed maintain best glide speed Harness sacured Throttle: idle (fully out) Fuel shutoff valves: both OFF Electric fuel pump: OFF Ignition switches: OFF Flaps: as needed. Master switch: OFF.

3. 4. 5. 6. 7. 8. 9. 10.

ENGINE FAILURE DURING FLIGHT

IRREGULAR ENGINE RPM 1. 2. 3. 4. 5. 6. Throttle: adjust power in order to have minimum vibration Check engine gauges. Check both fuel quantity indicators. Electric fuel pump: ON (check) Fuel shutoff valves: both ON If engines rpm remains irregular land as soon as possible.

LOW FUEL PRESSURE If the fuel pressure indicator falls below the 0.15 bar (2.2 psi) limit, it is necessary to apply the following procedure: 1. 2. 3. Electric fuel pump: ON (check) Fuel shutoff valves: both ON Land as soon as possible

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LOW OIL PRESSURE 1. Check oil temperature: If stable within green arc: Land as soon as possible If increasing: Land as soon as possible and be alert for impending engine fault and consequent emergency landing

2.

AIR START
1. 2. 3. 4. 5. 6. 7. 8. Altitude: preferably below 4000 ft Fuel shutoff valves: both ON Electric fuel pump: ON Throttle: middle position Master switch: ON. Ignition switches: BOTH. Master switch to: START If engine restarts, keep an eye on instrument readings and land as soon as possible.

SMOKE AND FIRE

ENGINE FIRE WHILE PARKED OR DURING TAKEOFF
1. 2. 3. 4. 5. 6. 7. 8. Fuel shutoff valves: both OFF Electric fuel pump: OFF Abort takeoff if possible. If engine is running, use up remaining fuel in carburetors. Ignition switches: OFF. Master switch: OFF. leave a/c after stop Without removing the engine cowling use a CO2 or a powder fire extinguisher to put out flames directing spray towards cowling's air intakes.

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WARNING DO NOT USE WATER to put out fire and do not open engine cowling until absolutely confident that fire is extinguished.

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ENGINE FIRE DURING FLIGHT

1. 2. 3. 4. 5. 6. 7. Fuel shutoff valves: both OFF. Electric fuel pump: OFF Throttle: all in. Ignition switches: OFF. Do not attempt air start. Flaps as necessary. execute emergency landing.

CABIN FIRE DURING FLIGHT

1. 2. 3. Master switch: OFF Canopy: open Try to choke the fire and if available, direct fire extinguisher towards flame base

GLIDE
1. 2. 3. Flaps: retract Speed IAS: 76 mph (123 km/h) Glide ratio is 12.8 therefore with 1000ft elevation it is possible to cover ~3.9 km (~2 nautical miles) in zero wind conditions.

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RECOVERY FROM UNINTENTIONAL SPIN

Should an unintentional spin occur, the following recovery procedure should be used: 1. Adjust throttle to idle (full outward position) 2. Apply and hold full rudder opposite to the direction of spin. 3. Move and hold stick forward until spin is halted. 4. Neutralize rudder 5. Make a smooth recovery by pulling the stick back gently averting speeds in excess of VNE and maximum load factor. 6. Readjust throttle to restore engine power.

OTHER EMERGENCIES
UNINTENTIONAL FLIGHT INTO ICING CONDITIONS
1. 2. 3. 4. Get away from icing conditions by changing altitude or direction of flight in order to reach an area with warmer external temperature. Carb heat (optional): ON Increase rpm to avoid ice formation on propeller blades. Cabin heat (optional): ON

WARNING

In case of ice formation on wing leading edge, stall speed may increase.

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ELECTRIC POWER SYSTEM MALFUNCTION

Electric power supply system malfunctions may be avoided by carrying out inspections as scheduled and prescribed in the Service Manual. Causes for malfunctions are hard to establish but, in any case, problems of this nature must be dealt with immediately. The following may occur:

GENERATOR LIGHT ILLUMINATES Generator light may illuminate for a faulty alternator. If the generator light illuminates proceed as follows: Continue flight on battery power alone; the battery is capable of supplying the electrical system for about 20 min. with normal flight electric loads including operation of flap and trim. 1. Check V meter reading. 2. If generator is not charging disconnect unnecessary electrical systems. 3. Notify controller. 4. Land at the nearest suitable airfield.

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TRIM SYSTEM FAILURE

LOCKED CONTROL In case the trim control should not respond, act as follows: 1. 2. 3. 4. Check fuses / breakers Check lh/rh switch for correct position. Adjust speed to control aircraft without excessive stick force Land aircraft as soon as possible.

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FLIGHT MANUAL SECTION 4 NORMAL PROCEDURES

TABLE OF CONTENTS

Introduction

INTRODUCTION ....................................................................................35 RIGGING AND DERIGGING ENGINE COWLING .............................35 PRE-FLIGHT INSPECTIONS .................................................................36 CHECKLISTS ..........................................................................................41

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Introduction

Section 4 contains checklists and the procedures for the conduct of normal operation.

RIGGING AND DERIGGING ENGINE COWLING

UPPER COWLING: I. II. Parking brake: ON. Fuel shutoff valves: OFF.

III. Master switch: OFF, Ignition switches: OFF. IV. Unlatch all four butterfly Cam-locks mounted on the cowling by rotating them 90 counterclockwise while slightly pushing inwards. V. Remove engine cowling paying attention to propeller shaft passing through nose.

VI. To assemble: rest cowling horizontal insuring proper fitting of nose base reference pins. VII. Secure latches by applying light pressure, check for proper assembly and fasten Cam-locks. WARNING Butterfly Cam-locks are locked when tabs are horizontal and open when tabs are vertical. Verify tab is below latch upon closing.

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LOWER COWLING I. II. After disassembling upper cowling, bring propeller to horizontal position. Using a standard screwdriver, press and rotate 90 the two Camlocks positioned on lower cowling by the firewall.

III. Pull out the first hinge pin positioned on the side of the firewall, then, while holding cowling, pull out second hinge pin; remove cowling with downward motion. IV. For installation follow reverse procedure.

PRE-FLIGHT INSPECTIONS
Before each flight, it is necessary to carry out a complete inspection of the aircraft starting with an external inspection followed by an internal inspection as hereby detailed. CABIN INSPECTION A Flight Manual: check that a copy is on board B Weight and balance: check if within limits C Safety belts used to lock controls: free D Flight controls: activate and check for proper movement and direction of flight control rods and surfaces. E Parking brake: engage F Throttle: adjust friction lock G Ignition Switches: OFF H Master switch: ON I J Generator switch: ON, check generator switch is illuminated and ammeter is operational. Fuel pump: ON, audible sound and correct operation of fuel pressure indicator. i-36

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K Flaps control: activate control to full extension checking travel limits and instrument indication. L Trim control: activate control to full scale checking travel limits and instrument indication M Acoustic stall warning (optional): check operation N Navigation lights and strobe-light (both optional): check operation O Landing light (optional): check operation P Master switch: OFF Q Fuel level: check level on the basis of flight plan

WARNING

Fuel level indicated by the fuel quantity indicators (on the instrument panel) is only indicative. For flight safety, pilot should verify actual fuel quantity embarked before takeoff.

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EXTERNAL INSPECTION

Introduction

To carry out the external inspection it will be necessary to follow the checklist below with the station order outlined in fig. 4-1. WARNING

Visual inspection is defined as follows: check for defects, cracks, detachments, excessive play, unsafe or improper installation as well as for general condition. For control surfaces, visual inspection also involves additional check for freedom of movement and security. A Left fuel filler cap: check visually for desired fuel level and secure.

FIG. 4-1

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C Left side leading edge and wing skin: visual inspection

Introduction

D Left aileron: visual inspection; Left tank vent: check for obstructions. E Left flap and hinges: visual inspection F Left main landing gear; check inflation 23 psi (1.6 bar), tire condition, alignment, fuselage skin condition. G Horizontal tail and tab: visual inspection. H Vertical tail and rudder: visual inspection. I Right side main landing gear; check inflation 23 psi (1.6 bar), tire condition, alignment, fuselage skin condition.

L Right flap and hinges: visual inspection. M Right aileron: visual inspection; Right side tank vent: check for obstructions. N Right leading edge and wing skin: visual inspection. O Check freedom of movement of stall indicator microswitch (optional) on right side leading edge, activate Master switch and check cabin acoustic warning signal is operative, deactivate Master switch. P Right side fuel filler cap: check visually for desired fuel level and secure. Q Nose wheel strut and tire: check inflation 15 psi (1.0 bar), tire condition and condition of rubber shock absorber discs. R Propeller and spinner condition: check for nicks and security. S Open engine cowling and perform the following checklist:

I. II.

Check no foreign objects are present. Check the cooling circuit for losses, check coolant reservoir level, insure radiator honeycomb is unobstructed.

III. Check lubrication circuit for losses, check oil reservoir level, and insure radiator honeycomb is unobstructed.

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IV. Open both fuel shutoff valves, inspect fuel circuit for losses. Drain circuit using a cup to collect fuel by opening the specific drainage valve located on the firewall, close shutoff fuel valves. Check for water or other contaminants. Drainage operation must be carried out with aircraft parked on level surface. V. Check integrity of silent-block suspensions.

VI. Check connection and integrity of air intake system, visually inspect that ram air intake is unobstructed. VII. Check that all parts are secure or safetied. T Close engine cowling. U Visual inspection of the Landing Light (optional) V Remove tow bar and chocks. N O T E Avoid blowing inside Pitot-tube and inside airspeed indicator system's static vents as this may damage instruments.

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BEFORE STARTING ENGINE (after preflight inspection) I. Flight planning, fuel consumption, refueling. II. Aircraft loading and related inspections (see section 6) III. Seat position and safety belts adjustment IV. Canopy: Closed V. Parking brake: ON.

Introduction

WARNING Check to insure no person or object is present in the area close to propeller.

STARTING ENGINE I. II. Circuit Fuses / Breakers: check IN Master switch: ON.

III. Fuel shutoff valves: both ON. IV. Electric fuel pump: ON (check for audible pump noise and fuel pressure) V. Engine throttle to idle.

VI. Choke: as needed. VII. Ignition switches left & right: ON. VIII. Propeller area: CLEAR IX. Master switch set to: START. X. Engine rpm: 2400-2600 rpm

XI. Choke: OFF XII. Check engine instruments 1st Israeli edition 1 january 2006

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Introduction

XIII. Check oil pressure rise within 10 sec. (maximum cold value 7 bar) XIV. Electric fuel pump: OFF XV. Check fuel pressure XVI. Electric fuel pump: ON

BEFORE TAXING I. II. Altimeter: reset. Navigation lights (optionals): as required

III. Parking brake: OFF and taxi.

TAXIING I. Brakes: CHECK II. Flight instruments: CHECK

PRIOR TO TAKE-OFF I. II. III. Parking brake: ON. Turn on navigation lights, strobe light, and landing light (optionals) Check engine instruments: Oil temperature: 50-110 C. Cylinder heads temperature: max 135 C. Oil pressure: 2-5 bar. Fuel pressure: 0.15-0.40 bar (2.2 5.8 psi) IV. V. Check ammeter to insure alternator is charging. Engines rpm at 4000 rpm and test Ignition circuits (speed drop with only one ignition circuit must not exceed 300 engines rpm).

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VI. VII. VIII. IX. Check fuel quantity indicators. Flaps at 15 (takeoff) Stick free and trim set at zero Seat belts fastened and canopy closed and secured.

Introduction

TAKEOFF AND CLIMB I. II. III. IV. V. VI. VII. VIII. IX. X. XI. XII. Check for clear final and wind on runway. Parking brake OFF, Carburetor heat (optional): OFF Taxi to line-up Full throttle (approx. 5100 200 rpm) Rotation speed Vr = 56 mph Rotation and takeoff Slight braking to stop wheel spinning. Flaps retracted Landing light (optional): OFF. Trim adjustment Establish climb rate

CRUISE I. II. Reach cruising altitude Set power and engine rpm's for cruise. Oil temperature: 90-110 C. Oil pressure: 2 - 5 bar. Fuel pressure: 0.15 0.40 bar (2.2 5.8 psi) 1st Israeli edition 1 january 2006 i-43

III. Check engine instruments

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N O T E

Introduction

Compensate unpredicted asymmetrical fuel consumption between left and right fuel tanks by closing appropriate fuel shutoff valve inside cabin. BEFORE LANDING I. II. III. IV. V. Electric fuel pump: ON (check) Turn on landing light (optional). Check runway final and establish descent and approach to final. Extend flaps gradually to maximum deflection of 40. Optimal touchdown speed: 50 mph

BALKED LANDING I. II. III. Full throttle Flaps position: T.O Speed: 66 mph

NORMAL LANDING I. II. III. IV. Land and taxi. Flaps to 0. Parking brake ON. Turn off landing, navigation and strobe lights (optionals).

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Introduction

ENGINE SHUT DOWN I. II. III. IV. V. VI. Keep engine running at 3000 rpm for about two minutes in order to reduce latent heat. Electric fuel pump: OFF Turn off all electrical utilities. Ignition switches: both OFF. Master switch: OFF. Set both fuel shutoff valves to OFF.

POSTFLIGHT CHECK I. II. Insert hood over pitot tube on left wing Lock controls using seat belts.

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FLIGHT MANUAL SECTION 5 PERFORMANCES

TABLE OF CONTENTS

Introduction

INTRODUCTION ...................................................................................... 47 USE OF PERFORMANCE CHARTS ........................................................ 47 AIRSPEED INDICATOR SYSTEM CALIBRATION .............................. 48 STALL SPEED ........................................................................................... 50 CROSSWIND ............................................................................................. 51 TAKEOFF PERFORMANCES .................................................................. 52 CLIMB PERFORMANCES ....................................................................... 53 CRUISE ...................................................................................................... 54 LANDING DISTANCE.............................................................................. 55 CONSEQUENCES FROM RAIN AND INSECT ...................................... 55

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INTRODUCTION
This section provides all necessary data for accurate and comprehensive planning of flight activity from takeoff to landing. Data reported in graphs and/or in tables were determined using: * Flight Test Data * aircraft and engine in good condition * average piloting techniques Each graph or table was determined according to ICAO Standard Atmosphere (ISA - m.s.l.); evaluations of the impact on performance was carried out by theoretical means for: * airspeed * external temperature * altitude * weight * type and condition of runway

USE OF PERFORMANCE CHARTS

Performance data is presented in tabular or graphical form to illustrate the effect of different variables such as altitude, temperature and weight. Given information is sufficient to plan journey with required precision and safety. Additional information is provided for each table or graph.

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Introduction

AIRSPEED INDICATOR SYSTEM CALIBRATION

Graph shows calibrated airspeed VCAS as a function of indicated airspeed VIAS.

130 120 110 CAS (mph) 100 90 80 70 60 50 40 30 30 40 50 60 70 80 90 100 110 120 130

IAS (mph) Fig. 5-1. CALIBRATED VS. INDICATED AIRSPEED Example: Given VIAS = 84 mph NO TE Find VCAS = 83 mph

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Introduction

Indicated airspeed assumes 0 as an instrument error

Fig.5-2. ICAO CHART

Example:
Given Temperature = 20C Pressure Altitude = 1600 ft 1st Israeli edition 1 january 2006 Find Ts = 12

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STALL SPEED
CONDITIONS: - Weight 454 kg - Engine Idle - No ground effect

Introduction

NO TE Altitude loss during conventional stall recovery as demonstrated during test flights is approximately 100ft with banking under 30

LATERAL BANKING FLAPS 0 15 40 0 46 43 40 30 49 47 43 45 52 49 49 60 63 60 57

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CROSSWIND

Introduction

Maximum demonstrated crosswind velocity is 15 kts Example: Given Find Wind direction = 30 Headwind = 17.5 Kts

Wind velocity = 20 Kts Crosswind = 10 Kts Fig.5-3.CROSSWIND CHART 1st Israeli edition 1 january 2006 i-51

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Takeoff performances
TAKEOFF DISTANCE CONDITIONS: - ISA - Engine: Full throttle (see Sect.4 Takeoff and climb) - Runway: dry, compact, grass Rotation Speed 50 mph
300

Introduction

- Flap: 15 - Slope: 0 - Wind: zero

250

200 TOR / TOD (m)

TOR TOD

150

100

50

Maximom t/o Weight

0 400

410

420

430

440

450

460

470

480

490

500

Peso / Weight (kg)

Fig. 5-4 TAKEOFF PERFORMANCES

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CLIMB PERFORMANCES
CLIMB RATE IN CLEAN CONFIGURATION CONDITIONS: - Flap: 0 - Engine: Full throttle - VY = 81 mph IAS

Introduction

- R/C residual: 100 ft/min.

Fig. 5-5 CLIMB

Example:
Given O.A.T. = 17C Pressure altitude = 5600 ft Weight = 450 Kg Find Rate of climb = 860 ft/min

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CRUISE
CONDITIONS: - ISA - Wind: zero - MTOW = 450 kg
220

Introduction

215

75%

70%

65% 5400 RPM 60% 5300 RPM 5200 RPM

210

205

200 TAS (km/h) 55% 195 5000 RPM 190 50% 185 4800 RPM 45% 175 4600 RPM 170 0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 Quota densit / Density altitude (ft)

180

Fig. 5-6 CRUISE FUEL CONSUMPTION TABLE: Rating

(%Max T/O power)

Fuel consumption
(l/h)

75% 70% 65% 60% 55% 50%

20.4 19.1 17.7 16.3 15.0 13.6

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LANDING performances
LANDING DISTANCE. CONDITIONS: - Flap: 40 - Engine: idle - Vrif 55 mph (Approach Speed) Distance over a 15 m high obstacle
300

Introduction

- Runway: dry, compact, grass - Slope: 0 - Wind: zero

250

Ground roll, Distance (m)

200

Ground roll DISTANCE

150

100

Maximum landing Weight

50

0 400 410 420 430 440 450 WEIGHT (Kg) 460 470 480 490 500

Fig. 5-7 LANDING

CONSEQUENCES FROM RAIN AND INSECT

Flight test have demonstrated that neither rain nor insect impact build-up on leading edge have caused substantial variations to aircrafts flight qualities. Such variations do not exceed: 5 kts for stalls, 100 ft/min for climb rates and 50m for takeoff runs.

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FLIGHT MANUAL SECTION 6 WEIGHT & BALANCE

Introduction

TABLE OF CONTENTS

INTRODUCTION ....................................................................................57 AIRCRAFT WEIGHING PROCEDURES ..............................................57 Centre of gravity range .................................................................................

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Introduction

This section describes the procedure for establishing the basic empty weight and moment of the aircraft. Loading procedure information is also provided.

AIRCRAFT WEIGHING PROCEDURES

PREPARATION a. b. c. d. e. f. g. h. i. j. Carry out weighing procedure inside closed hangar Remove from cabin any objects left unintentionally Insure on board presence of the Flight Manual Align nose wheel Drain fuel via the specific drain valve. Oil, hydraulic fluid and coolant to operating levels Move sliding seats to most forward position Raise flaps to fully retracted position (0) Place control surfaces in neutral position Place scales (min. capacity 200 kg) under each wheel

LEVELLING Level the aircraft. Reference for levelling: remove a seat and then place a level between the two seats fwd and aft supporting trusses. b. Center bubble on level by deflating nose tire WEIGHING a. b. c. Record weight shown on each scale Repeat weighing procedure three times Calculate empty weight a.

DETERMINATION OF C.G. LOCATION (SEE FIG. 6-1) a. Drop a plumb bob tangent to the leading edge (at 15mm inboard respect the rib#7 riveting line) and trace reference mark on the floor. Repeat operation for other half-wing. Stretch a taught line between the two marks Measure the distance between the reference line and main wheel axis i-57

b. c. d.

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e.

Introduction

Using recorded data it is possible to determine the aircraft's C.G. location and moment (see following table)

WEIGHING REPORT
Model P2002 Sierra S/N:________ Weighing n____ Date:_________ Datum: Propeller support flange without spacer.
1337
Datum

Reference line

Plumb Line

W2 * A - W1 * B D= W1 + W2 D

W1
B

W2=WL+WR
A

D% = 1370

* 100

Kg Nose wheel weight LH wheel weight RH wheel weight W2 = WL+WR = Empty weight We = W1 + W2 =
D= W2 A W1 B = We
m

meters Plumb bob distance Plumb bob distance

(1) (1)

W1 = WL = WR =

LH wheel RH wheel
(1)

AL = AR = A = B =

Average distance (AL+ AR)/2 Bob distance from nose wheel

D% =

D 100 = 14 .
Kg . m
(1) To determine the Mean Aerodynamic Chord (MAC) and the plumb line see FIG. 6-1.

Empty weight moment: M = [(D+1.337) .We] = Maximum takeoff weight Empty weight Maximum payload WT - We 1st Israeli edition 1 january 2006 WT = We = Wu =

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MAC 1370
7 6

15 mm inboard from rib n 7

2 1

1337 from the propeller's flange (without sapacer) D

Reference line

W2 * A - W1 * B D= W1 + W2 D

W1
B A

W2=WL+WR

D% = 1370

* 100

C.G. Condition
ITEM Empty Pilot Fuel Baggage Full Load Wt (Kg) Arm (mm) 1723 1880 1545 2280 7428 WX

WXT=

WXT ----------- = Full Load 1st Israeli edition 1 january 2006

C.G.

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CENTRE OF GRAVITY RANGE

Introduction

The centre of gravity maximum range for the various load condition is as follows:

26 % (1693mm) 32.5% (1782mm) of the Mean Aerodynamic Chord

(MAC)

Kg 450 400 350 300 250 200 1680 1700 1800 1720 1740 C . G . mm 1760 1780

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FLIGHT MANUAL SECTION 7

Introduction

AIRCRAFT & SYSTEMS DESCRIPTION

TABLE OF CONTENTS
INTRODUCTION ....................................................................................62 AIRFRAME .............................................................................................62 FLIGHT CONTROLS ..............................................................................63 INSTRUMENT PANEL ..........................................................................64 SEATS AND SAFETY HARNESS .........................................................65 CANOPY .................................................................................................65 POWERPLANT .......................................................................................66 FUEL SYSTEM .......................................................................................66 ELECTRICAL SYSTEM .........................................................................68 PITOT AND STATIC PRESSURE SYSTEMS.......................................70 BRAKES ..................................................................................................71

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Introduction

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

AIRFRAME
WING
The wing is constructed of a central light alloy torque box; an aluminium leading edge with integrated fuel tank is attached to the front spar while flap and aileron are hinged to rear spar. Flaps and ailerons are constructed of a centre spar to which front and rear ribs are joined; wrap-around aluminium skin panels cover the structure.

Fig. 7-1. RIGHT WING EXPLODED VIEW

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FUSELAGE

Introduction

The front part of the fuselage is made up of a mixed structure: a truss structure with special steel members for cabin survival cell, and a lightalloy semi-monocoque structure for the cabin's bottom section. The aft part of the fuselage is constructed of an aluminium alloy semi-monocoque structure. The engine housing is isolated from the cabin by a firewall; the steel stringers engine mount is attached to the cabin's truss structure in four points.

EMPENNAGES
The vertical tail is entirely metal: the vertical fin is made up of a twin spar with stressed skin while the rudder consists of an aluminium torque box made of light alloy ribs and skin. The horizontal tail is an all-moving type (stabilator); its structure consists of an aluminium spar connected to ribs and leading edge covered by an aluminium skin.

FLIGHT CONTROLS
Aircraft flight controls are operated through conventional stick and rudder pedals. Longitudinal control acts through a system of push-rods and is equipped with a trim tab. Aileron control is of mixed type with push-rods and cables; the cable control circuit is confined within the cabin and is connected to a pair of push-rods positioned in the wings that control ailerons differentially. Aileron trimming is carried out on ground through a small tab positioned on left aileron. Flaps are extended via an electric servo actuator controlled by a switch on the instrument panel. Flaps act in continuous mode, the indicator displays the two positions relative to takeoff (15) and landing (40). A fuse positioned on the right side of the instrument panel protects the electric circuit. Longitudinal trim is performed by a small tab positioned on the stabilator and controlled via an electric servo operating a rocker switch located between the seats or (optional equipment) by pushing Up/Down the pushbutton on the control stick, for this optional installation a shunt switch placed on the instrument panel enables control of either left or right stick.

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Introduction

The conventional type instrument panel allows placement of a broad range of equipment. Instruments marked with an asterisk (*) are optional.

Fig. 7-2. INSTRUMENT PANEL

CARBURETTOR HEAT (OPTIONAL)

Carburettor heat control knob is located just to the left of the centre throttle control; when the knob is pulled fully outward from the instrument panel, carburettors receive maximum hot air. During normal operation, the knob is OFF.

CABIN HEAT (OPTIONAL)

The cabin heat control knob is positioned on the lower left side of the instrument panel; when knob is pulled fully outward, cabin receives maximum hot air. Vents are located by the rudder pedals and above instrument panel. If necessary, outside fresh air can be circulated inside cabin by opening the vents on the dashboard.

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THROTTLE FRICTION LOCK

Introduction

It is possible to adjust the engine's throttle friction lock by appropriately tightening the friction lock disk located on the instrument panel near the center throttle control.

SEATS AND SAFETY HARNESS

Aircraft features four point fitting safety belts with waist and shoulder harnesses adjustable via sliding metal buckle. Seats are built with light alloy tube structure and synthetic material cushioning. A lever located on the right lower side of each seat allows for seat adjustment according to pilot size.

CANOPY
The cabin's canopy slides on wheel bearings along tracks located on fuselage sides; canopy is made out of composite material. Latching system uses a central lever located overhead and two additional levers positioned on canopy's sides.

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ENGINE
Manufacturer Model Type

Introduction

Maximum rating

Bombardier-Rotax GmbH ROTAX 912ULS 4 stroke, horizontally-opposed 4 cylinders, mixed air and water cooled, twin electronic ignition, forced lubrication. 98.6hp (73.5Kw) @ 5800 rpm/min (2388 rpm/min. prop). Gear reduction ratio - 2.4286:1

PROPELLER
Manufacturer Model N of blades Diameter Type F.lli Tonini Giancarlo & Felice S.n.c. GT-2/173/VRR-SRTC FW101 2 1730 mm (no reduction permitted) wood, fixed pitch

FUEL SYSTEM
The system is equipped with two aluminium fuel tanks integrated within the wing leading edge and accessible for inspection through dedicated covers. Capacity of individual tank is 50lt and the total fuel capacity is 100lt. Each fuel tank is equipped with a cabin installed shutoff valve. A strainer cup with a drainage valve (Gascolator) is located on the engine side of the firewall. Fuel level indicators for each tank are located on instrument panel. Fuel feed is through an engine-driven mechanical pump and through an electric pump that supplies adequate engine feed in case of main pump failure. Figure 7-3 illustrates the schematic layout of the fuel system.

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Fig.7-3. FUEL SYSTEM SCHEMATIC

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ELECTRICAL SYSTEM
The aircraft's electrical system consists of a 12 Volt DC circuit controlled by the Master Switch located on the instrument panel. Electricity is provided by an alternator and by a buffer battery. Generator light is located on the right side of the instrument panel. WARNING If the Ignition Switches and the Master Switch are ON, an accidental movement of the propeller may start the engine with possible danger for bystanders.

FIG.7-4. ELECTRICAL SYSTEM SCHEMATIC

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GENERATOR LIGHT Generator light (red) illuminates for the generator failure The battery can support energy requirements for 20 min VOLT-AMMETER(OPTIONAL) The voltmeter indicates voltage on bus bar; a positive value of the ammeter indicates the generator is charging the battery, a negative value indicates the battery's discharge rate. OIL AND CYLINDER HEADS TEMP. - OIL PRESSURE These instruments are connected in series with their respective sensors. The same fuse protects all temperature instruments while a second fuse protects oil pressure indicator and other instruments. O.A.T. INDICATOR (OPTIONAL) A digital Outside Air Temperature indicator (C) is located on the upper left side of the instrument panel. The sensor is placed on cabin top. STALL WARNING SYSTEM (OPTIONAL) The aircraft is equipped with a stall warning system consisting of a sensor located on the right wing leading edge connected to a warning noisemaker located on the instrument panel. AVIONICS (OPTIONAL) The central part of the instrument panel holds room for avionics equipment. The manufacturer of each individual system furnishes features for each system.

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Introduction

PITOT AND STATIC PRESSURE SYSTEMS

The airspeed indicator system for the aircraft is shown below. Below the left wings leading edge are positioned in a single group (1) both the Pitot tube (6, total pressure intake) and a series of static ports (3). Two flexible hoses (5) feed the airspeed indicator (4) on the instrument panel.

FIG.7-5. AIRSPEED INDICATOR SYSTEM

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BRAKES
The aircraft's braking system is a single system acting on both wheels of main landing gear through disk brakes, the same circuit acts as parking brake via an intercept valve (2). To activate brakes it is sufficient to verify that brake shut-off valve (2) positioned on tunnel between pilots is OFF, then activate brake lever (1) as necessary. To activate parking brake pull brake lever (1) and set brake shut-off valve (2) to ON.

FIG. 7-6. BRAKE SYSTEM

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FLIGHT MANUAL SECTION 8

Introduction

GROUND HANDLING & SERVICE

TABLE OF CONTENTS

INTRODUCTION ...................................................................................... 73 AIRCRAFT INSPECTION PERIODS ....................................................... 73 AIRCRAFT ALTERATIONS OR REPAIRS ............................................. 73 GROUND HANDLING ............................................................................. 73 CLEANING AND CARE ........................................................................... 74

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INTRODUCTION

Introduction

This section contains factory-recommended procedures for proper ground handling and routine care and servicing. It also identifies certain inspection and maintenance requirements, which must be followed if the aircraft is to retain its new-plane performance and dependability. It is recommended to follow a planned schedule of lubrication and preventive maintenance based on climatic and flying conditions encountered locally.

AIRCRAFT INSPECTION PERIODS

Inspection intervals occur at 100 hours and in accordance with special inspection schedules which are added to regularly scheduled inspections. Correct maintenance procedures are described in the aircrafts Service Manual or in the engines Service Manual.

AIRCRAFT ALTERATIONS OR REPAIRS

For repairs, refer to aircrafts Service Manual.

GROUND HANDLING
TOWING The aircraft is most easily and safely maneuvered by pulling it by its propeller near the axle. Aircraft may be steered by turning rudder or, for steep turns, by pushing lightly on tailcone to lift nose wheel. PARKING AND TIE-DOWN When parking airplane outdoors, head it into the wind and set the parking brake. If chocks or wedges are available it is preferable to use the latter. In severe weather and high wind conditions it is wise to tie the airplane down. Tie-down ropes shall be fastened to the wing strut attachments and anchoring shall be provided by ramp tie-downs. Nose gear fork can be used for front tie-down location. Flight controls shall be secured to avoid possible weathervaning damage to moving surfaces. For this purpose, seatbelts may be used to latch control stick to prevent its movement.

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JACKING Given the light empty weight of the aircraft, lifting one of the main wheels can easily be accomplished even without the use of hydraulic jacks. For an acceptable procedure please refer to the Service Manual. LEVELING Aircraft leveling may become necessary to check wing incidence, dihedral or the exact location of CG. Longitudinal leveling verification is obtained placing a level between the front and aft seats supporting trusses (slide off the seats to get the access to the two trusses).

ROAD TRANSPORT It is recommended to secure tightly all aircraft components onto the cart to avoid damage during transport. Minimum cart size is 7x2.5 meters. It is suggested to place wings under the aircrafts bottom, secured by specific clamps. Secondary components such as stabilator and struts shall be protected from accidental hits using plastic or other material. For correct rigging and de-rigging procedure, refer to Service Manual.

CLEANING AND CARE

To clean painted surfaces, use a mild detergent such as shampoo normally used for car finish; use a soft cloth for drying The plastic windshield and windows should never be dusted when dry; use lukewarm soapy water and dry using chamois only. It is possible to use special glass detergents but, in any case, never use products such as gasoline, alcohol, acetone or other solvents. To clean cabin interior, seats, upholstery and carpet, it is generally recommended to use foam-type detergents.

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