Professional Documents
Culture Documents
S-LSA Glider
TST 14 BONUS M
SERIAL NUMBER: 14010906
REGISTRATION:
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0 basic issue --- 061129
1.1 INTRODUCTION
This manual contains the minimum required procedures that have to be followed in
order for the aircraft to be operated safely. The owner of the aircraft must comply with
all regulations that apply to this type of aircraft and flight rules generally valid for
operation of aircraft in this category.
This aircraft is designed for VFR flight only. The entry into bad weather or IFR
conditions by VFR pilots and aircraft is extremely dangerous. As the owner or
operator of an aircraft you are responsible for the safety of your passenger and
yourself. Do not attempt to operate this aircraft in any manner that would endanger
the aircraft, the occupants or persons on the ground.
1.2 CERTIFICATION
The glider has been designed and certified in accordance with the standard of the
Aeroclub of the Czech Republic Airworthiness Requirements ULK Ultralight Gliders
and Motorized Gliders, registered by the Czech Air Office UCL under nr. TI-676/98
th
from 18 February 1998. The airplane with installed engine Rotax 503 UL-I D.C.D.I.
complies with the standard UL-2 part I. for powered airplanes.
NOTE: Explains an item, which does not affect safety directly, but is important or
unusual.
1.4 MANUFACTURER
2.1.1 Wing
The wing consists of a sandwich structure equipped with ailerons and an air brake on
the upper surface. There are no ribs in the wing. The strength of the wing system is
formed by the main spar, the aileron spar and the root rib. The spar has a C-D shape
including flanges made of carbon composite. The complete wing profile of the
sandwich structure forms a torsion box. The wings are interconnected by fittings and
two horizontal pins while the wing-fuselage connection is made by means of pins and
fittings placed in the fuselage and the wing root rib. The composite ailerons are
attached via four hinges with the axis of rotation on the upper side. Air brakes on the
upper side of the wing are made of aluminum and are retracted into pits.
2.1.2 Fuselage
The fuselage is a composite shell structure made in a negative mould including the
fin.
2.1.3 Tail
The tail is a T-shaped composite sandwich structure.
2.1.4 Controls
Pitch, roll, air brake and trim are controlled via a lever design, with a push-pull rod
system. The control backstops are placed on the control stick. Yaw control includes
adjustable pedals and is transmitted by cables. The aircraft can be trimmed by a
torsional member in the elevator drive that is controlled by a lever in the left of the
front cockpit.
2.1.5 Undercarriage
The main landing gear with main wheel (350 x 100 mm) is housed in a swinging
spring-mounted fork. The front wheel is fixed. A lever located on the left hand side of
The pilot controls extension and retracting of the power unit by two push buttons on
the instrument panel, one for extension, the other one for retracting. The movement is
controlled by an electronic unit controlled by a microprocessor, which takes care of an
automatic opening of the engine doors, end position voltage-out switches, signals
informing the pilot and connecting of the starter only in fully extended position. Also
retraction of the engine while the engine is running is not possible. The propeller is
stopped in its vertical position for retraction by an automatic backstop.
The fuel tank is from welded aluminum sheet placed in a sealed composite
compartment in front of baffle Nr.5. Venting and drainage is through landing gear pit.
Fuel is supplied to the engine by a flexible hose through an interchangeable fuel filter,
fuel cock and membrane fuel pump into two floatless membrane carburetors. There is
a fuel capacity sensor in the tank. Refueling is done by means of a funnel through a
25 mm hose with a filler cap on the right side of the fuselage. Drainage is possible
through the landing gear pit. A manually operated fuel priming pump is located on the
instrument panel.
Maximum take off weight (MTOW) (with BRS): 520 kg [1146 lbs]
Empty weight (with BRS): 310 kg [683 lbs]
Maximum weight of occupants (including parachute): 200 kg [441 lbs]
Maximum weight of pilot in the front seat (including parachute): 100 kg [220 lbs]
Minimum weight of pilot in the front seat (including parachute): 75 kg [165 lbs]
WARNING: Care must be exercised to ensure that the correct amount of additional
ballast is used. Install and secure the weights properly.
WARNING: If there is only one occupant, the aircraft must be flown from the front
seat. Ensure that the minimum weight of the pilot including parachute is not below 75
kg. If the pilot is lighter, add appropriate ballast under the pilots seat, or to the fixed
ballast position if provided.
2.3 ENGINE
Note: For actual and complete information read the ROTAX operation manual
supplied with the aircraft
2.4 PROPELLER
Note: For complete fuel specifications see the ROTAX operation manual supplied with
the aircraft
2.6 OIL
Note: For complete oil specifications see the ROTAX operation manual supplied with
the aircraft
2.8 DIMENSIONS
2.8.1 Wing:
Span 17.00 m (55.8 ft)
2 2
Area 12.084 m (130.2 ft )
Aspect ratio 23.92
Root chord 1.00 m (3.3 ft)
2.8.4 Fuselage:
Length 8.24 m (27.1 ft)
Width 0.64 m (2.1 ft)
Height 1.1 m (3.6 ft)
2 2
Max. Cross Section 0.48 m (4.9 ft )
Legend:
3 OPERATING LIMITATIONS
3.1 GENERAL
This section provides limits for speed, mass, CG and other specifications that are
necessary for the safe operation of the aircraft.
WARNING: Ignoring any of the limits published below could result in damage to the
aircraft and / or personal injury or loss of life.
3.2.3 VNE Never Exceed Speed ................................ 205 km/h [110.7 kt]
WARNING: Do not exceed the above speed limit in flight. When operating near this
speed limit do not use more than 30% deflection of control surfaces.
ATTENTION: Do not operate the aircraft if wind velocity exceeds the maximum
permissible speed.
3.2.6 VB Maximum Speed in Turbulent Air ........... 150 km/h [81.0 kt]
WARNING: Do not fly the aircraft over this speed in gusty or turbulent conditions.
3.2.7 VC Maximum Speed with Running Engine .. 140 km/h [75.6 kt]
WARNING: Do not fly the aircraft over this speed while the engine is running.
n1
4
n2
speed (km/h)
0
0 20 40 60 80 100 120 140 160 180 200 220
-1
n3
-2
n4
-3
The datum line is a vertical level perpendicular to the longitudinal axis of the aircraft,
touching the nose in the flight position.
A weight and balance sheet is supplied with each aircraft filled out with the values for
that particular aircraft as it left the factory. An example of the form is shown on the
next page:
Note: Whenever any modifications are made to the aircraft, a new weight and
balance form must be generated. These modifications include, but are not limited to:
repairs, painting, adding or removing instruments or upholstering.
reg. Nr.
XNB (Neutral point)
ZC (rear CF limit)
PC (front CG limit)
Xs SAT
central aerodynamical chord
Xo
Xf
Xp2
Xp1
Xh
Xb
Evaluation: The addmissible centre of gravity position of the empty aircraft is 3300 +-20 mm. The value
determined by weighing is within this range and thus allows achievement of the required flight CG position.
Datum: Signature:
WARNING: If the front pilot weight is below the minimum allowable, additional ballast
must be added at the appropriate position. Required ballast amounts are given in
section 2.2
Note: The maximum weight with crew (MWwC) must be less than the MTOW given in
section 2.2. The difference between the MWwC and the MTOW is the weight of fuel
allowed on board with a front and rear pilot of maximum weight on board.
The actual weight and CG of the aircraft with pilot(s) and ballast and fuel can be
determined from the following procedure:
1. With the aircraft on a level surface with wings level, ballast weights to be
used installed, engine retracted and fuel tank filled with an appropriate
amount of fuel, determine the net weight on the main (Wmw) and rear
wheels (Wrw). The actual the weight of the aircraft with a front pilot (Wp1)
and rear pilot (Wp2) is given by.
Wactual = Wmw + Wrw + Wp1 + Wp 2
2. The actual CG is given by:
Note: Using this procedure, the amount of fuel and ballast is automatically taken into
account
Note: Extension of the engine results is less than a 10 mm shift in the CG towards the
nose.
Note: If the pilot weight(s) are in the allowable ranges and the CG of the empty
aircraft is in the admissible range, the actual CG will be within the allowable range.
WARNING: The actual CG, CG flight front and CG flight rear must be within allowable
CG range
WARNING: Any modifications done on the aircraft, which can change the CG
position must be consulted with the manufacturer.
The performance figures stated below are given at sea level for standard atmospheric
conditions. Operation at higher density altitudes will reduce performance.
5.1 GLIDER
ATTENTION: Do not operate the aircraft if wind velocity exceeds the maximum
permissible speed.
The takeoff distance can be considerable longer for soft or sloping fields, grass and
changes in density altitude or wind conditions.
For more engine data, refer to the ROTAX Operators Manual supplied with the aircraft
ATTENTION: Do not operate the aircraft if wind velocity exceeds the maximum
permissible speed.
6 EMERGENCY PROCEDURES
6.1 GENERAL
This section outlines recommended procedures for emergency situations that could
occur in flight. Before each flight, be aware of the possibility of an emergency
situation, and mentally prepare a plan to resolve the situation. If possible practice the
emergency procedures during training.
At low speed, close to the stall speed (about 70 km/h 37.8 kt) in straight flight, the
aircraft will begin gently shaking just prior to the separation of airflow. In this situation,
a forward movement of the stick will return the aircraft to normal flight. During slow
flight, controls are fully in force and effective during speed reduction towards stall.
With further speed reduction, the aircraft comes to a stall the nose goes down below
the horizon and left or right wingtip drops. The stall recovery is to be carried out as
follows:
briskly move the stick forward, maintain the straight direction with rudder pedals
after flying speed is regained, smoothly raise the nose to maintain horizontal flight
at the desired airspeed
WARNING: When recovering from a stall, never use ailerons. The steep flight must
be recovered smoothly only after sufficient speed is reached. A violent steep flight
recovery at insufficient speed can lead to a secondary stall that ends in a spin.
Do not fly or try flying at the stall speed intentionally.
WARNING: During powered flight the engine must be throttled to idle. This prevents
over speeding of the engine during spin recovery. Always fly in such a way in order to
prevent spiral dives.
WARNING: The pilot must be sure that the aircraft is in a spiral dive and not a spin to
use this recovery. Using this procedure to attempt a spin recovery is very dangerous.
WARNING: The spin is a dangerous flight regime and therefore it is not allowed in this
aircraft. The response of the aircraft due to incorrect piloting cannot be anticipated.
Always fly in such a way in order to prevent spins.
Performing spins intentionally is prohibited. However, if it occurs by error or by an
extraordinary circumstance, execution of the following steps will lead to its recovery:
1. Apply full opposite rudder and at the same time push the control stick to the
forward position. Ailerons must be in neutral position.
2. When rotation stops, return the rudder to normal (neutral) position and pull out of
the dive in shallow climb. Move the controls gently to prevent stress and
WARNING: During powered flight the engine must be throttled to idle. This prevents
over speeding of the engine during spin recovery.
WARNING: The engines installed in this aircraft are not certificated as aircraft
engines and potential failures can occur more frequently. Take this into account and
maintain sufficient height over hostile terrain such that a safe emergency landing at
another location is possible at any time.
WARNING: Complete all attempts to restart at an altitude above 150 m (450 ft AGL)
so that sufficient altitude remains for a landing in a selected area.
If the aircraft is equipped with a rocket rescue system, study and adhere to the
manufacturers instructions. When it becomes necessary to use the system, perform
the following steps:
1. Tighten the safety belts
2. Main switch off
3. Engine ignition off
7 NORMAL PROCEDURES
7.1 GENERAL
NOTE: If ignition switches are also installed in the rear instrument panel, they must
be in position ON. If they are in position OFF, starting of the engine from the front seat
is not possible. An instructor seated in the rear seat can switch-off the ignition during
flight.
Before each flight inspect the aircraft for general condition, damage, incorrect fitting of
parts and equipment, dirt, ruptures, clearances and leaks.
WARNING: If any damage is found or if the condition of any part of the aircraft has
been found unsatisfactory do not operate the aircraft.
Recommended pre flight inspection procedure: open the canopy and extend the dive
brakes. Inspect the following:
WARNING: When flying over 300 m (984 ft) AGL, the use of the personal parachute
is recommended if BRS is not installed.
WARNING: During take off, use ailerons to keep the wings level. Use rudder only to
eliminate crosswind. If a wing contacts the ground, abort the take off immediately.
Release the towrope and simultaneously smoothly and fully push down the nose with
the elevator and wait until the aircraft stops. Before the next take off, inspect the
aircraft (refer to section 7.2 above).
WARNING: Do not take-off if any of the above tests show failure of any of the engine
controls, rough running engine at any power level or failure of the engine to develop
fully rated power. Read the instructions from the engine manufacturer and follow
them.
WARNING: While carrying out the engine test, sit in the cockpit with both canopies
closed. The aircraft must be secured with chocks. Pay attention absolutely no one
is allowed to be in the plane of propeller rotation nor to be close enough to the
fuselage to touch the propeller in any way.
7.4.2 Taxiing
Where a power unit is installed, taxing under own power is possible. The pilot in the
cockpit controls the engine with an assistant holding the wing tip. On a smooth
surface, taxing without an assistant is also possible (wing tip wheels aid in keeping
the desired heading).
1. Trim in the middle position, elevator in the full back position. The assistant keeps
the wing in the horizontal position. Alternatively, the pilot can take-off
independently (initially with one of wingtips on the ground if ground conditions
permit).
2. Smoothly increase the engine rpm to set the aircraft into motion. As the aircraft
gathers momentum, smoothly position it on to the main wheel. Keep this
position and smoothly increase the rpm to maximum.
3. Wait until the speed reaches 65-75 km/h (35-41 kt). Then by gentle backward
pull of the control stick raise the aircraft into the air, up to 1 m (3 ft) above
ground. Maintain this altitude until the speed reaches 85-90 km/h (47-49 kt) after
which a transition to climb is made by a gentle pull on the control stick.
4. At an altitude of about 50 m (150 ft) decrease the engine rpm to 6000 in order to
climb about 1.5 m/s (3 kt) at 90-100 km/h (48-59 kt), if the air is turbulent, climb
at 100-110 km/h (59-65 kt). Trim the aircraft for this flight mode.
WARNING: When taking-off, keep the wings level with ailerons. Check any cross
wind drift with rudder only. If a wing tip touches the ground, interrupt the take-off.
Drop the rpm to idle and simultaneously push the stick forward. Wait until the aircraft
stops and then switch-off the engine. Before the next take-off check the aircraft as
per section 7.2 above
NOTE: remember, that the engine is defined as an auxiliary one. Self launching is
possible only from a good quality and sufficiently long runway. From a soft surface,
from high grass or against a slope, the take-off could be unsuccessful.
WARNING: Take into account that the time necessary for the extension of the engine
and its starting takes approximately one minute. Recognize also, that while extending
the engine, the sink rate of the aircraft will increase geometrically with the degree of
the erection until the engine is running.
To fully understand the effect of the engine extension process while in flight, one
should practice as follows:
on the first attempt, one should climb to 4000 ft AGL or above and then shut
down the engine. With a watch, measure the time required to descend 500 ft.
This will demonstrate the sink rate when a dead engine is sitting back there fully
erected
retract the engine so that thermal climbing is possible. Climb back up to over
4000 ft AGL and mark altitude loss while fully extending the engine (as per
section 7.4.5.1 above) and getting it started
this training should be carried out in non-turbulent and non-thermic conditions
first
Only then can one have a relatively reliable understanding of how much altitude will
be lost in the erecting process and how much more will be lost if the engine fails to
start the first time. That knowledge then will help you determine at what altitude the
engine can be safely extended and started. If an occasion arises later to attempt a
restart and the altitude above the ground is below that predetermined figure, one must
abandon a restart and complete an emergency landing.
WARNING: Extending of the engine and its starting to be always done only in stable
straight flight. Remember, that the engine with a stopped propeller causes a
significant increase in drag and deterioration of the flight characteristics
WARNING: Remember, that your engine and accessories is only an auxiliary power
unit. Always fly in such a way as to be able to land on a suitable area in the terrain in
case engine extension or starting should fail.
NOTE: When extending or retracting the engine, the ignition switches must be in OFF
position. The controlling electronics do not allow the extending or retracting if these
switches are ON.
NOTE: The controlling unit does not allow running the starter, if the engine is in any
other position than extended.
WARNING: If engine starting is unsuccessful and the ground height has decreased
below 150 m (450 ft) AGL, land on the selected emergency strip.
NOTE: Extension or retraction of the engine can be reversed at any time by activating
the relevant push button. Switching-off the main switch after any manipulation of the
engine (up or down), is highly recommended. This provides additional protection for
the actuator motor. Any appliances like radio, GPS etc. must be connected to the
battery directly, by-passing the main switch (key).
WARNING: Switching-off of the engine or its retraction should always be done only in
a stable straight flight. Remember, that the engine with the stopped propeller causes
a significant increase in drag and deterioration of the flight characteristics
Normally climb at 90-100 km/h (48-59 kt), if the air is turbulent, climb at 100-110 km/h
(59-65 kt).
WARNING: Take into account that the time necessary for the extension of the engine
and its starting takes approximately one minute. Recognize also, that while extending
the engine, the sink rate of the aircraft will increase geometrically with the degree of
the erection until the engine is running.
To fully understand the effect of the engine extension process while in flight, one
should practice as follows:
on the first attempt, one should climb to 4000 ft AGL or above and then shut
down the engine. With a watch, measure the time required to descend 500 ft.
This will demonstrate the sink rate when a dead engine is in the extended
position.
retract the engine so that thermal climbing is possible. Climb back up to over
4000 ft AGL and mark altitude loss while fully extending the engine (as per
section 7.4.5.1 above) and getting it started.
this training should be carried out in non-turbulent and non-thermic conditions
first
Only then can one have a relatively reliable understanding of how much altitude will
be lost in the erecting process and how much more will be lost if the engine fails to
start the first time. That knowledge then will help you determine at what altitude the
engine can be safely extended and started. If an occasion arises later to attempt a
restart and the altitude above the ground is below that predetermined figure, one must
abandon a restart and complete an emergency landing.
WARNING: Extending and starting of the engine should always be done only in stable
straight flight. Remember, that the engine with a stopped propeller causes a
significant increase in drag and deterioration of the flight characteristics
WARNING: Remember, that your engine and accessories is only an auxiliary power
unit. Always fly in such a way as to be able to land on a suitable area in the terrain in
case engine extension or starting should fail.
NOTE: When extending or retracting the engine, the ignition switches must be in OFF
position. The controlling electronics do not allow the extending or retracting if these
switches are ON.
NOTE: The controlling unit does not allow running the starter, if the engine is in any
other position than extended.
WARNING: If engine starting is unsuccessful and the ground height has decreased
below 150 m (450 ft) AGL, land on the selected emergency strip.
Take into consideration that the extended engine with stopped propeller creates a
significant drag and its mass is high over the centerline of the aircraft. This decreases
the flight characteristics of the aircraft, its glide ratio and stall speed, particularly in a
7.5 CRUISE
7.5.1 Glider
1. After releasing from the towrope, trim the aircraft for level flight at the speed
desired.
2. The aircraft is fully trimable in the whole range of allowed speeds. All of the
control surfaces are effective throughout the whole speed range; the dive
brakes have essentially no influence on the trim. The view from the cockpit
to the front and upper hemisphere is good. The view to the left and right rear
is partially obscured by the wings; therefore use caution when maneuvering
into these directions.
3. The recommended thermalling speed is 85-95 km/h (46-51 kt), depending on
the flight weight of the aircraft. The aircraft keeps the required attitude and
speed with minimal control intervention. The roll rate is approximately 3
seconds for a 45 degree to 45 degree roll.
4. When flying close to the upper speed limit (yellow arc on the airspeed
indicator), i. e. 150 - 205 km/h (81.0-110.7 kt), use only a maximum of 1/3
deflection of the control elements. Deflect smoothly and carefully to avoid
excessive loading of the airframe and control surfaces. Dive brakes must be
extended slowly and smoothly; speed should be reduced to 150 km/h (81.1
kt) before retracting them.
7.5.2 Powered
1. When the desired altitude is reached, level out the aircraft. Set the rpm in order to
fly at desired speed. Trim the aircraft for this speed.
2. The aircraft is fully trimable in its full speed range. All of the control surfaces are
7.6 APPROACH
1. At the height of 5 m (15 ft), smoothly raise the nose to horizontal flight to flare at
0.3-0.5m [11.5 ft] above the ground. In order to prevent a rough contact with
the ground, reduce the dive brakes. Allow the speed to reduce by holding the
constant height such that the aircraft lands at the speed of 60-65 km/h [32-35 kt]
on the wheel. Maintain this "wheel" position until the front wheel settles to the
runway by itself.
2. The landing can be shortened by full extension of the dive brakes and by using
the wheel brake immediately after the landing.
3. Switching off the engine in the approach final position will help to shorten the
landing run if one is landing with the engine extended.
Spins are not allowed in this aircraft. For more information on stalls and spins see the
emergency procedures.
8.1.1 Fueling:
1. Mix fuel with oil at the prescribed ratio.
2. The ignition switch must be OFF.
3. Left wing tip on the ground.
4. The fueling is done using a funnel with a fine screen installed to catch impurities.
5. Open the fuel filler cap and pour in the desired amount of fuel.
6. Close the filler cap.
The maximum tank volume is 20 liters (5.2 US gallons); unusable amount is 1 liter
(about 0.25 US gallons). While fueling, observe standard precautions for handling
flammable liquids.
WARNING: Fueling must be done outside in the open air. Be aware of handling
precautions for combustibles and obey them. A functional fire extinguisher must be
WARNING: Only use fresh fuel in this aircraft. Do not store either fuel or fuel/oil
mixtures for extended periods of time before fueling the aircraft.
8.1.2 Oil
Castrol TTS or equivalent mixed with fuel 1:50
See the ROTAX operation manual supplied with this aircraft for additional information.
8.1.3 Cooling
There is no engine coolant in this aircraft.
8.2.1 Towing
The aircraft is equipped with a castering tail wheel that enables easy manipulation of
the aircraft on the ground. The aircraft can be pushed backwards as well as turned
on the spot without lifting the tail. Towing behind a car is possible using a 5 m long
cable (connected to the aerotow hook). Tow speed should not exceed a fast walking
speed. An assistant is required to keep the wing tip off the ground. The canopies
must be closed.
Where an engine is installed, taxing under own power is possible. The pilot in the
cockpit controls the engine with an assistant holding the wing tip. On a smooth
surface, taxing without an assistant is also possible (wingtip wheels aid in keeping the
desired heading).
NOTE: The undercarriage and most of all, the tail wheel are designed for usual
operation on a good surface. If the surface is not smooth, an assistant should lift the
tail wheel or a suitable jig should be used.
8.2.2 Tie-down
Parking this aircraft in the open air for extended periods should be avoided. It should
only be stored or parked in well-ventilated buildings. When parking, close and cover
the canopies.
When parking this aircraft for short periods of time, use ropes attached to the wingtip
wheels and the tail wheel to secure the aircraft. Do not apply excessive force to the
aircraft with the ropes.
1. Using the inspection mode (turn the key to position 1 while simultaneously
holding both the green and yellow buttons) open the engine door and extract the
engine. Stop the extraction before the engine door closes. Switch the key back
to position 0.
4. Insert both wings onto the fuselage, position them properly so that the fuselage
pins match their counterparts in the wings, level the holes for the main wing pins.
11. Remove the part blocking the ailerons during the transport, remove the adhesive
tapes blocking the air brakes and inspect deflections of ailerons and air brakes.
13. Switch over to automatic regime (turn key to position 1 without holding any
extraction/retraction button), and extract or retract the engine if needed.
14. Lubricate the surfaces of the horizontal tail that come into metal-to-metal contact.
16. Screw down the vertical bolt connecting the elevator to the rudder and secure it
by screwing down the securing red plate. Fix the small white cover using a bolt.
19. Use adhesive tape to seal the gap between the wings and fuselage.
WARNING: After each rigging of the airplane check again the correct connection and
securing of all pins and connections. It is strongly recommended this duplicate
inspection should be carried out by an independent and experienced person.
WARNING: Keep the marking visible and keep to the recommended speed limits
This aircraft was manufactured in accordance with Light Sport Aircraft airworthiness
standards and does not conform to standard category airworthiness requirements.
The placard showing empty weight, MTOW, max. weight of crew, min. weight of pilot
in the front seat and allowable weight of baggage is placed on the left side panel.
The placard showing stall speed, max. allowed speed, max. gust speed, max. rpm
and max. CHT is placed on the left side of the instrument panel.
None
Front seat only. Placard is placed on both sides of the front seat.
Canopy: open
None
When loading the aircraft into the RHC trailer, perform the following steps:
1. Remove the wingtips from the wings and place in the rear seat of the fuselage.
2. Remove the loading ramp from the trailer and place in mounting holes at back of
trailer. Place the fuselage buggy at the end of the loading ramp. Roll the
fuselage onto the buggy.
3. Disconnect the wing controls and attach pins. Remove the left wing from the
fuselage first, followed by the right wing.
4. Secure the left wing spar to the right wing buggy with the mounting bolt. Roll the
left wing into the right side of the trailer with the wing buggy wheel in the track
until fully in the trailer. Make sure that the wing alignment pin is in the hole of the
wing root. Place the leading edge of the wing in its cradle secured to the floor of
the trailer. Secure the wing buggy to its bracket with the attach bolt. Secure the
trailing edge of the wing to the trailer with the mounting bracket and cotter pin.
5. Insert the right wing into the left side of the trailer the same way as the left wing.
6. Disconnect the elevator controls; remove the horizontal stabilizer from the vertical
stabilizer and place in its cradle.
7. Attach the bracing of the fuselage buggy to the wing roots. The fuselage is rolled
into the trailer such that the nose is inserted into the alignment ring and the front
fuselage buggy wheels are in their respective hold down clamps. The winch in
the front of the trailer can be used to pull the fuselage into the trailer. Bolt the
tongue of the fuselage buggy to the floor of the trailer to fix it in place.
8. The vertical stabilizer is fixed in place with its mounting bracket affixed to either
side of the trailer.
9. Affix the horizontal stabilizer cradle to the trailer floor by insertion into its hold
down bracket and tightening the bolt.
10. Reinstall the loading ramp into the trailer.
WARNING: The trailer tongue must always push down onto the towing car ball. With
the aircraft loaded in the trailer, this condition is fulfilled. However, when towing the
empty trailer, a weight (ballast) must be fixed in the forward part of the trailer to
provide sufficient weight on the tongue.
The notice takes the form of notification bulletins. The bulletin is sent to current
owners/operators via their preferred communication channels. All bulletins are also
Note: The owner/operator of the aircraft is responsible for complying with all
manufacturer issued bulletins (notices of corrective action) and for complying with all
applicable aviation authority regulations.
Note: The owner of the aircraft should ensure that any needed corrective action be
completed as specified by notice, or by the next Schedule annual inspection.
Pilot name
Pilot email
Pilot telephone
1/2
Reported by: ..
Signature: ..
The flight characteristics of this aircraft are similar to other high performance gliders.
However, this aircraft has a retractable engine with specific procedures required for its
safe use. Be certain to follow the procedures contained in the AOI for engine
extraction/retraction and operation.
During the initial phase of becoming familiar with this aircraft, favourable weather
should be utilized. Visibility should exceed 10 km (7 miles), cloud bases should be at
least 1000 m (3000 ft) AGL with winds not exceeding 5 m/s (10 kts) with a maximum
cross wind component of 2 m/s (4 kts) and minimal turbulence. In the initial flights,
limit bank angles to 30 degrees.
If equipped with a tow hook, the initial familiarization flights should be done with
aerotow so not as to incur the added complexity of engine operation.
Once familiar with the basic flight characteristics of the aircraft, or if the aircraft is not
equipped with a tow hook, the engine can be utilized for takeoff. On the first takeoff
under engine power, one should climb to 4000 ft AGL or above and then shut down
and retract the engine and land the aircraft. In-flight engine extraction and starting
should not be attempted until familiar with the basic flight characteristics of the aircraft
under powered flight and with the engine retracted. Initial in-flight engine extraction
and starting should not be attempted below 4000 ft AGL. It is important to take into
account that the time necessary for the extension of the engine and its starting takes
approximately one minute. Recognize also, that while extending the engine, the sink
rate of the aircraft will increase geometrically with the degree of the erection until the
engine is running.
Performing spins, even for training purposes, is prohibited. When training for
recovery from spiral dives, great care must be taken to ensure that one is not
inadvertently in a spin.