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AIRCRAFT OPERATING INSTRUCTIONS

S-LSA Glider

TST 14 BONUS M
SERIAL NUMBER: 14010906

REGISTRATION:

DATE OF ISSUE: 2006-11-29

MANUFACTURER: TeST, spol. s r. o.

SIGNATURE:

REGISTERED COPY NR.:

To ensure a safe flight, this aircraft must be operated according to the


information and limits published in this document !

PLEASE READ ALL INSTRUCTIONS CAREFULLY BEFORE OPERATING


THE AIRCRAFT !

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CONTENTS

1 GENERAL INFORMATION .................................................................................. 8


1.1 INTRODUCTION ........................................................................................... 8
1.2 CERTIFICATION ........................................................................................... 8
1.3 WARNINGS AND MISCELANEOUS ............................................................. 8
1.4 MANUFACTURER......................................................................................... 9
2 AIRCRAFT AND SYSTEMS DESCRIPTION ..................................................... 10
2.1 GENERAL DESCRIPTION .......................................................................... 10
2.1.1 Wing ..................................................................................................... 10
2.1.2 Fuselage............................................................................................... 10
2.1.3 Tail........................................................................................................ 10
2.1.4 Controls ................................................................................................ 10
2.1.5 Undercarriage....................................................................................... 10
2.1.6 Propulsion group .................................................................................. 11
2.2 OPERATING WEIGHTS AND LOADING .................................................... 11
2.3 ENGINE ....................................................................................................... 12
2.4 PROPELLER ............................................................................................... 12
2.5 FUEL AND FUEL CAPACITY ...................................................................... 13
2.6 OIL............................................................................................................... 13
2.7 MINIMUM EQUIPMENT .............................................................................. 13
2.8 DIMENSIONS .............................................................................................. 13
2.8.1 Wing: .................................................................................................... 13
2.8.2 Horizontal Tail:...................................................................................... 14
2.8.3 Vertical Tail:.......................................................................................... 14
2.8.4 Fuselage:.............................................................................................. 14
2.9 THREE VIEW DIAGRAM............................................................................. 15
2.10 INSTRUMENT PANEL ............................................................................. 16
3 OPERATING LIMITATIONS............................................................................... 16
3.1 GENERAL.................................................................................................... 16
3.2 SPEED LIMITATIONS ................................................................................. 16
3.2.1 VSO Stall Speed 70 km/h [37.8 kt] ......................................................... 16
3.2.2 VA Maximum Maneuvering Speed 150 km/h [81,0 kt].......................... 17
3.2.3 VNE Never Exceed Speed 205 km/h [110.7 kt]...................................... 17
3.2.4 VT Maximum Aerotow Speed 150 km/h [81.0 kt] .............................. 17
3.2.5 Crosswind and Wind Limitations for Takeoff and Landing .................... 17
3.2.6 VB Maximum Speed in Turbulent Air 150 km/h [81.0 kt] ....................... 17
3.2.7 VC Maximum Speed with Running Engine 140 km/h [75.6 kt] .............. 17
3.3 LOAD FACTORS ......................................................................................... 17
3.4 PROHIBITED MANEUVERS ....................................................................... 18
3.5 ENGINE LIMITATIONS................................................................................ 18

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4 WEIGHT AND BALANCE INFORMATION........................................................ 19
4.1 CENTER OF GRAVITY (CG) RANGE AND DETERMINATION ................. 19
5 PERFORMANCE ............................................................................................... 22
5.1 GLIDER ....................................................................................................... 22
5.1.1 Maximum Lift to Drag Ratio.................................................................. 22
5.1.2 Minimum Sink Speed ........................................................................... 22
5.1.3 Crosswind and Wind Limitations for Takeoff and Landing.................... 22
5.2 POWERED GLIDER ................................................................................... 22
5.2.1 Takeoff Distances................................................................................. 22
5.2.2 Rate of Climb ....................................................................................... 22
5.2.3 Climbing Speeds .................................................................................. 22
5.2.4 Maximum RPM..................................................................................... 23
5.2.5 Time Limit for the Use of Takeoff Power .............................................. 23
5.2.6 Fuel Consumption and Total Usable Fuel Volume ............................... 23
5.2.7 Crosswind and Wind Limitations for Takeoff and Landing.................... 23
5.2.8 Speeds for Extracting and Retracting Powerplant................................ 23
6 EMERGENCY PROCEDURES .......................................................................... 23
6.1 GENERAL ................................................................................................... 23
6.2 STALL CHARACTERISTICS....................................................................... 24
6.3 SPIRAL DIVE RECOVERY ......................................................................... 24
6.4 SPIN RECOVERY....................................................................................... 24
6.5 ENGINE FAILURE ...................................................................................... 25
6.5.1 Engine failure during acceleration on the runway................................. 25
6.5.2 Engine failure after take-off .................................................................. 25
6.6 ENGINE FIRE ............................................................................................. 25
6.6.1 Fire with engine extended .................................................................... 25
6.6.2 Fire with engine retracted..................................................................... 26
6.7 BAILING OUT OF THE AIRCRAFT............................................................. 26
6.8 USE OF A ROCKET RESCUE SYSTEM (BRS) ......................................... 26
7 NORMAL PROCEDURES.................................................................................. 27
7.1 GENERAL ................................................................................................... 27
7.2 PRE FLIGHT CHECK.................................................................................. 28
7.3 UNPOWERED FLIGHT ............................................................................... 29
7.3.1 Prior to Take Off................................................................................... 29
7.3.2 Aerotow Take Off ................................................................................. 29
7.3.3 Flight Without Power Unit..................................................................... 30
7.4 POWERED FLIGHT .................................................................................... 30
7.4.1 Ground Engine Starting........................................................................ 30
7.4.2 Taxiing.................................................................................................. 31
7.4.3 Prior to Take Off................................................................................... 31
7.4.4 Normal Take Off................................................................................... 32
7.4.5 Engine Extraction and Retraction......................................................... 32
7.4.6 Best Rate of Climb Speed (VY)............................................................. 34
7.4.7 In-flight Starting of Engine .................................................................... 34

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7.4.8 Ground Shutdown of Engine................................................................. 36
7.5 CRUISE ....................................................................................................... 36
7.5.1 Glider .................................................................................................... 36
7.5.2 Powered ............................................................................................... 36
7.6 APPROACH................................................................................................. 37
7.7 NORMAL LANDING .................................................................................... 38
7.8 INFORMATION ON STALLS SPINS AND ANY OTHER USEFUL
INFORMATION ...................................................................................................... 38
8 AIRCRAFT GROUND HANDLING AND SERVICING ....................................... 38
8.1 SERVICING FUEL, OIL AND COOLANT .................................................... 38
8.1.1 Fueling:................................................................................................. 38
8.1.2 Oil ......................................................................................................... 39
8.1.3 Cooling ................................................................................................. 39
8.2 TOWING AND TIE-DOWN INSTRUCTIONS............................................... 39
8.2.1 Towing .................................................................................................. 39
8.2.2 Tie-down............................................................................................... 39
8.3 RIGGING AND DERIGGING OF THE AIRCRAFT ...................................... 40
8.3.1 Rigging of the wings ............................................................................. 40
8.3.2 Rigging of the horizontal tail ................................................................. 48
8.4 ADDITIONAL INSPECTIONS ...................................................................... 51
8.4.1 Post Flight Inspection ........................................................................... 51
8.4.2 Regular End of Day Inspection ............................................................. 51
9 REQUIRED PLACARDS AND MARKINGS ....................................................... 52
9.1 AIRSPEED INDICATOR MARKINGS .......................................................... 52
9.2 OPERATING LIMITATIONS ON INSTRUMENT PANEL............................. 52
9.3 PASSENGER WARNING ............................................................................ 52
9.4 NO INTENTIONAL SPINS ........................................................................... 52
9.5 EMPTY WEIGHT ......................................................................................... 52
9.6 SPEED AND ENGINE VALUES .................................................................. 52
9.7 MAXIMUM AND MINIMUM WEIGHT OF CREW......................................... 53
9.8 ALLOWABLE WEIGHT OF BAGGAGE ....................................................... 53
9.9 SEAT FOR SOLO OPERATIONS ............................................................... 53
9.10 MISCELLANEOUS PLACARDS AND MARKINGS .................................. 53
9.10.1 Outside Signs.................................................................................... 53
9.10.2 Inside Placards ................................................................................. 53
9.10.3 Symbols Used................................................................................... 54
10 SUPPLEMENTARY INFORMATION .............................................................. 56
10.1 FAMILIARIZATION FLIGHT PROCEDURES........................................... 56
10.2 PILOT OPERATING ADVISORIES.......................................................... 56
10.3 TRANSPORT IN THE TRAILER .............................................................. 56
10.4 CONTINUED AIRWORTHINESS INSTRUCTIONS ................................. 57
10.4.1 Reporting maintenance, service and safety difficulties...................... 57
10.4.2 Reporting aircraft owner/operator contact information ...................... 57
10.4.3 Obtaining the latest safety of flight information ................................. 57
10.4.4 Bulletin requisites .............................................................................. 58

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10.4.5 Report of non-standard event ........................................................... 58
11 FLIGHT TRAINING SUPPLEMENT ............................................................... 61
11.1 FAMILIARIZATION FLIGHTS .................................................................. 61
11.2 SPINS AND SPIRAL DIVES .................................................................... 61

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1 GENERAL INFORMATION

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.

In accordance with ASTM F2564-06 each aircraft includes Aircraft Operating


Instructions (AOI) whose content and format are defined by F2564-06. Additional
items to this standard are included where considered necessary. All flight speeds are
given in terms of calibrated airspeeds (CAS). All specifications and limitations
conform to ASTM F2564-06.

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.

This aircraft conforms to the following ASTM standards:


ASTM F2564-06 Design and Performance of a Light Sport Glider
ASTM F2295-06 Continued Operational Safety Monitoring of a Light Sport Aircraft
ASTM F2279-06 Quality Assurance in the Manufacture of Fixed Wing Light Sport
Aircraft
ASTM F2316-06 Airframe Emergency Parachutes for Light Sport Aircraft

1.3 WARNINGS AND MISCELANEOUS

Expressions such as WARNING, ATTENTION and NOTE, which appear in this


document, are defined as follows:

WARNING: Ignoring recommended procedures could create dangerous or


hazardous conditions in flight, which could cause serious injury or death.

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ATTENTION: Ignoring recommended procedures could create dangerous or
hazardous conditions in flight and could compromise the safety of the flight..

NOTE: Explains an item, which does not affect safety directly, but is important or
unusual.

1.4 MANUFACTURER

TeST spol. s.r.o.


K Libusi 4/24
148 00 Praha 4 Kunratice
Czech Republic

Telephone: +420 241 004 499


Email: info@testandfly.com
www.testandfly.com

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2 AIRCRAFT AND SYSTEMS DESCRIPTION

2.1 GENERAL DESCRIPTION

The aircraft is a two-seat, high-winged monoplane with a cantilever wing, T-shaped


tail and a tandem two-wheel undercarriage. Its composite structure is made in
negative molds.

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

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the cockpit floor controls the brake. The tail landing gear is provided with a castering
tail wheel (80 x 30 mm).

2.1.6 Propulsion group


The aircraft is driven by an auxiliary engine ROTAX 503UL-D.C.D.I cooled by the air
stream with a 1:2 type B reducer. The fixed wooden propeller has a diameter of 1200
mm and a pitch of 850 mm. The engine bed is made of thin-wall steel profiles
(material L-CM 3), mounted using four rubber springs with a diameter of 60 mm. The
engine bed rotates on a 15 mm diameter pin and includes swivel bearings placed in
brackets on the wing root spar fittings. The power plant is extended by a 12 V DC
servo with an epicyclical gear and trapezoidal self-locking screw with a nut. A gas
strut balances the weight of the engine. Both the servo and the struts act on the bed
via a common pin, with their reaction with the fuselage baffle being distributed through
the common pin and a support. The position of the main turning point, the angle of the
extension and small distance between the engine CG and the aircraft CG results in an
insignificant displacement of the CG between the extended and retracted power plant.
The power plant is locked in both end positions by backstops. Doors controlled by an
independent servo cover the engine area.

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.

2.2 OPERATING WEIGHTS AND LOADING

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]

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Additional ballast must be added for a lighter pilot in the front cockpit in order to
satisfy the minimum weight requirements

Pilot 75 kg and more: no weight


Pilot 70-75 kg: 1 weight ( 3 kg )
Pilot 65-70 kg: 2 weights ( 6 kg )
Pilot 60-65 kg: 3 weights ( 9 kg )

WARNING: Care must be exercised to ensure that the correct amount of additional
ballast is used. Install and secure the weights properly.

ATTENTION: Do not overload the aircraft.

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

Type: Rotax 503 UL SCDI


Two cylinders, two stroke, with type B reducer 1:2
Cooling: Air cooled
Cylinder capacity: 496.7 ccm (30.0 cu.in.)
Stroke: 61 mm (2.40 in.)
Bore: 72 mm (2.82 in.)
Performance: 37 kW / 6500 rpm
Lubrication: Fuel mixed with oil, 50 : 1
Starter: electric
Weight: 45.7 kg (101 lbs)
Carburetors: 2x membrane (floatless) type
Battery: 12V / 14 Ah
Lubricant: Castrol TTS or equivalent

Note: For actual and complete information read the ROTAX operation manual
supplied with the aircraft

2.4 PROPELLER

Type: Wooden with fixed pitch


Diameter: 1200 mm
Pitch: 850 mm

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Note: For actual and complete information read the propeller operation manual
supplied with the aircraft

2.5 FUEL AND FUEL CAPACITY

Fuel: automotive gasoline, minimum 95 octane

Note: For complete fuel specifications see the ROTAX operation manual supplied with
the aircraft

Fuel tank volume: 20 liters [5.3 US gal]


Usable fuel: 19 liters [5.0 US gal]

2.6 OIL

Lubricant: Castrol TTS or equivalent mixed with fuel 1:50

Note: For complete oil specifications see the ROTAX operation manual supplied with
the aircraft

2.7 MINIMUM EQUIPMENT

The aircraft is required to have the following minimum equipment


 Flight instruments for the front cockpit including one of the following:
o 1 AlphaMFD multifunction instrument panel
o classical instruments including
 1 airspeed indicator with markings
 1 altimeter
 1 engine RPM monitor
 1 CHT temperature gauge with two probes
 1 fuel quantity indicator
 2 symmetrical safety belts
 1 magnetic compass
 1 engine ignition switch
 1 rear view mirror

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)

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Tip chord 0.36 m (1.1 ft)
o
Angle of Attack +4
o
Dihedral +3
Geometrical Torsion 0
Airfoil Wortmann mod.
o o
Aileron deflection +12 24
2 2
Dive brakes on the upper side 0.16 m (1.77 ft )

2.8.2 Horizontal Tail:


Span 2.4 m (7.9 ft)
2
Area 1.07 m
Root chord 0.55 m (1.8 ft)
Tip chord 0.35 m (1.1 ft)
2 2
Elevator area 0.355 m (3.82 ft )
Arm of the horizontal tail 4.18 m (13.7 ft)
o
Deflection Up -20
o
Deflection Down +16
Airfoil NACA 0011
o
Angle of attack 0

2.8.3 Vertical Tail:


Height 1.19 m (3.9 ft)
Root chord 0.99 m (3.2 ft)
Tip chord 0.65 m (2.1 ft)
2 2
Area 0.949 m (10.2 ft )
2 2
Rudder Area 0.294 m (3.15 ft )
o
Deflection +/- 35
Airfoil E 474

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 )

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2.9 THREE VIEW DIAGRAM

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2.10 INSTRUMENT PANEL

Legend:

1. Instrument panel AlphaMFD


2. Power indication lamp - green
3. Ignition switch
4. Main switch starter
5. Radio (optional)
6. Fuel PRIMER
7. Tow rope release
8. Engine retraction push button
9. Not used
10. Engine extending push button
11. Bank indicator
12. Compass
NOTE: The instrument panel can vary depending on the individual requirements of
the customer. In such a case, see the attached photograph.

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 SPEED LIMITATIONS

3.2.1 VSO Stall Speed ................................................70 km/h [37.8 kt]


Stall speed in landing configuration as shown on the airspeed indicator to be
corrected for the instrument installation error.

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WARNING: In flight, do not fly the aircraft less than 10 km/h (4 kt) above the stall
speed.

3.2.2 VA Maximum Maneuvering Speed................ 150 km/h [81,0 kt]


WARNING: Full deflections of controls are not permitted at speeds above VA.

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.

3.2.4 VT Maximum Aerotow Speed ......................... 150 km/h [81.0 kt]


WARNING: Do not exceed the above speed limit while aerotowing. Verify (before
beginning aerotow), that the towing aircraft is able to tow safely at a speed lower than
this maximum speed.

3.2.5 Crosswind and Wind Limitations for Takeoff and Landing


Maximum wind speed parallel to the line of take off or landing: 8 m/s [15.5 kt]
o
Maximum wind speed for 90 crosswind: 4 m/s [7.8 kt]

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.

3.3 LOAD FACTORS

When maneuvering, the following load factors cannot be exceeded:


up to vA = 150 km/h [81,0 kt] n1 = +4 and n2 = -2
at vNE = 205 km/h [110,7 kt] n4 = +3 and n3 = -1.5

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TST-14 Speed Envelope M=520 Kg
5

n1
4
n2

speed (km/h)
0
0 20 40 60 80 100 120 140 160 180 200 220

-1

n3
-2
n4

-3

3.4 PROHIBITED MANEUVERS


o
This aircraft is not certified for aerobatics. Steep turns with a maximum 45 bank
angle are permitted.

WARNING: Aerobatics, intentional stalls and spins are prohibited!

3.5 ENGINE LIMITATIONS

Engine: Rotax 503 UL SCDI


max. take-off performance 37 kW / 6 500 rpm
max. take-off rpm 6 500
o
max. cylinder head temperature 280 C
fuel gasoline 95 octane, synthetic oil 1:50
fuel tank volume 20 liters [5.3US gal]
usable fuel 19 liters [5.0 US gal]

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4 WEIGHT AND BALANCE INFORMATION

4.1 CENTER OF GRAVITY (CG) RANGE AND DETERMINATION

MAXIMUM FRONT 2770 mm from the datum line


MAXIMUM AFT 2920 mm from the datum line
EMPTY CG RANGE 3300 +/- 20 mm from the datum line

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.

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Weight and Balance
Type TST-14 M ser. Nr. 14010906

reg. Nr.
XNB (Neutral point)
ZC (rear CF limit)
PC (front CG limit)
Xs SAT
central aerodynamical chord
Xo
Xf
Xp2
Xp1
Xh
Xb

Ballast Main wheel Pilot Pilot Fuel Rear wheel


VR
Reference Plane VR is a plane perpendicular to the fuselage axis touching the nose.
Basic and measured values:
XNB mm 2940
ZC mm 2920
PC mm 2770
Xs mm 2586
Xh mm 2860
Xo mm 7690
Xf mm 2610
Xp1 mm 1370
Xp2 mm 2595
Xb mm 250
Weights: btto tara ntto
Main wheel (Wmw) Kg 287.5 0.0 287.5 =Wbtto-Wtara
Rear wheel (Wrw) Kg 27.5 0.0 27.5 =Wbtto-Wtara
Pilot 1 min. (Wp1min) Kg 75.0
Pilot 1 max. (Wp1max) Kg 100.0
Pilot 2 min (Wp2min) Kg 0.0
Pilot 2 max (Wp2max) Kg 100.0
Fuel (Wfmax) Kg 14.7
Ballast (Wb) Kg 0.0

Calculated Empty weight (EW) kg 315.0 =Wmw+Wrw+Wb


values: Max. weight w/crew (MWwC) kg 515.0 =EW+Wp2max+Wp1max+Wfmax
Min. weight w/crew (MinWwC) kg 390.0 =EW+Wp1min+Wp2min
CG of the empty aircraft mm 3281.7 =[Wmw*Xh+Wrwn*Xo]/EW
CG flight front mm 2777.1 =[Wmw*Xh+Wrw*Xo+Wp1max*Xp1+Wp2min*Xp2+Wb*Xb+Wfmax*Xf]/MWwC
CG flight rear mm 2914.0 =[Wmw*Xh+Wrw*Xo+Wp1min*Xp1+Wp2min*Xp2+Wb*Xb]/MinWwC

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.

Conclusion: conformity to all conditions

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

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The CG of the empty aircraft is determined by the following procedure:
1) With the aircraft on a level surface with wings level, no ballast weights,
engine retracted and fuel tank empty, determine the net weight on the main
(Wmw) and rear wheels (Wrw).
2) The empty weight and empty CG are calculated with the equations given in
the Calculated values table of the Weight and Balance Form

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:

Wmw * Xh + Wrw * Xo + Wp1 * Xp1 + Wp 2 * Xp 2


CGactual =
Wactual
Note: The actual weight (W actual) must be less than the MTOW given in section 2.2.
The difference between these weights is the weight of fuel allowed on board.

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.

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5 PERFORMANCE

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

5.1.1 Maximum Lift to Drag Ratio


The L/D ratio is 40.2 at a speed of 105 km/hr [56.8 kt]

5.1.2 Minimum Sink Speed


The minimum sink is 0.65 m/s at 85 km/hr [46 kt]

5.1.3 Crosswind and Wind Limitations for Takeoff and Landing


Maximum wind speed parallel to the line of take off or landing: 8 m/s [15.5 kt]
o
Maximum wind speed for 90 crosswind: 4 m/s [7.8 kt]

ATTENTION: Do not operate the aircraft if wind velocity exceeds the maximum
permissible speed.

5.2 POWERED GLIDER

5.2.1 Takeoff Distances


The takeoff distance (to 50 ft AGL) is 500 m [1640 ft] on a level hard surface runway
with no wind.

The takeoff distance can be considerable longer for soft or sloping fields, grass and
changes in density altitude or wind conditions.

5.2.2 Rate of Climb


The rate of climb at full throttle: 2.5 m/sec

5.2.3 Climbing Speeds


After takeoff, climb 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 speed.

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5.2.4 Maximum RPM
Maximum takeoff RPM: 6500 RPM

5.2.5 Time Limit for the Use of Takeoff Power


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). Do not operate at full throttle for more than 5 minutes.

5.2.6 Fuel Consumption and Total Usable Fuel Volume


Fuel consumption at full throttle: 16 liters / hour
Fuel consumption at cruising power: 12 liters / hour
Usable fuel: 19 liters [5.0 US gal]

For more engine data, refer to the ROTAX Operators Manual supplied with the aircraft

5.2.7 Crosswind and Wind Limitations for Takeoff and Landing


Maximum wind speed parallel to the line of take off or landing: 8 m/s [15.5 kt]
o
Maximum wind speed for 90 crosswind: 4 m/s [7.8 kt]

ATTENTION: Do not operate the aircraft if wind velocity exceeds the maximum
permissible speed.

5.2.8 Speeds for Extracting and Retracting Powerplant


Minimum speed for engine extraction and retraction: 90 km/h (49 kt)
Maximum speed for engine extraction and retraction: 130km/h (70 kt)

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.

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6.2 STALL CHARACTERISTICS

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.

6.3 SPIRAL DIVE RECOVERY

Recovery from a spiral dive is as follows:


apply opposite rudder (against the direction of rotation)
apply opposite aileron (against the direction of rotation)
apply up elevator, ensuring that the maximum pull-out load factor is not exceeded

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.

6.4 SPIN RECOVERY

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

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excessive speed build-up.

WARNING: During powered flight the engine must be throttled to idle. This prevents
over speeding of the engine during spin recovery.

6.5 ENGINE FAILURE

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.

6.5.1 Engine failure during acceleration on the runway


1. Rpm to idle , apply wheel brake .
2. Ignition switch OFF, fuel valve OFF.
3. Roll out straight ahead or avoid obstacles, if necessary.

6.5.2 Engine failure after take-off


1. Set the aircraft into gliding regime. Push the nose down if in a climb. Switch off
the ignition. Switch off the fuel valve.
2. At altitudes less than 50 m AGL [160 ft AGL] land straight ahead making shallow
turns to avoid obstacles only.
3. At higher altitudes, land into the wind or if the elevation is sufficient provide a
normal shortened pattern landing. The glide ratio of the aircraft enables one to
select a suitable area for an emergency landing in most cases.
4. At a sufficient altitude, one may try to restart the engine. The following procedure
is to be followed:
find a suitable area for emergency landing
ignition switch ON, fuel valve ON
increase the speed to 130-140 km/h (70-76 kt)
start the engine

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.

6.6 ENGINE FIRE

6.6.1 Fire with engine extended


If there is a fire during the flight, it is caused by failure either of the engine, electrical
system or of the fuel system. Proceed as follows:
1. Switch off the main and ignition switches and close the fuel valve, set up a
normal glide.

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2. Increase the speed to 130-140 km/h (70-76 kt), extend the dive brakes
and with the rudder set the aircraft into slip. Maintain direction with the
ailerons.
3. Complete emergency landing immediately on the nearest area that a
suitable landing can be made. When on the ground, release the safety
belts and when stopped, immediately exit the aircraft.

6.6.2 Fire with engine retracted


If there is a fire during the flight, it is caused by failure either of the engine or of the
fuel system. Proceed as follows:
1. Extend the engine with ignition and fuel valve off, set up a normal glide.
Turn off main electrical switch.
2. Increase the speed to 130-140 km/h (70-76 kt), extend the dive brakes and
with the rudder set the aircraft into slip. Maintain direction with the ailerons.
4. Complete emergency landing immediately on the nearest area that a suitable
landing can be made. When on the ground, release the safety belts and when
stopped, immediately exit the aircraft.
NOTE: If the pilot is wearing a parachute, the altitude is sufficient, and the fire is
weakening the structure or threatening the pilot, a bail out may be preferable to a
landing attempt.

6.7 BAILING OUT OF THE AIRCRAFT

If you must bail out, proceed as follows:


1. Switch the engine off (both ignition and fuel valve)
2. Release the canopy front hinge by a firm pull on the canopy ejection lever
3. Unlock the canopy side locks using both hands, open it and lift it up.
Then, again using both hands, move the canopy up and back and throw
it off. In the rear seat, the same procedure applies.
4. Release the lock of the safety belts. Place your legs close to the pilot
seat.
5. Bail out of the aircraft over the right or left cockpit side.
6. When sufficiently clear of the aircraft, open your personal parachute.

WARNING: Practice this procedure before your initial flights.

6.8 USE OF A ROCKET RESCUE SYSTEM (BRS)

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

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4. Fuel valve off
5. Lower the speed to minimum
6. Pull the rocket handle and launch the parachute.
In case of a sudden failure or collision with another aircraft, if further flight is
impossible even while using emergency procedures, shut off the engine (both ignition
and fuel valve) and activate the BRS. In case of a fire, the fire could ignite the BRS as
well, especially if it is deployed, therefore do not activate the BRS at a high altitude.
Wait till one has descended to the lowest altitude possible that still allows safe
deployment of the BRS to deploy it. Before impact with the ground gather up your
legs and protect your face and head.

ATTENTION: Before commencing flight, practice emergency and rescue procedures.


On the first flight that is possible to attain a safe altitude, practice flying the aircraft as
if one or more of the controls were blocked or disabled to get a feel for how the
aircraft would react if a control had not been properly connected during rigging. On
an early flight, also practice the engine restart procedures as outlined in section 6.5.2
above. On any flight, assume that an emergency could become necessary. That is
why one must avoid flying over woods, lakes, cities and mountains at altitudes that
would not permit an escape to suitable terrain should an emergency landing become
imminent. Look for the weather development and in case of dangerous weather
deterioration accomplish an emergency landing on suitable terrain if escape from the
weather condition is not possible.

7 NORMAL PROCEDURES

7.1 GENERAL

ATTENTION: The recommended procedures described in this section are important.


Be sure to follow recommended speeds and all prescribed procedures and
inspections.
EXTRACTING ENGINE ON THE GROUND FOR PREFLIGHT INSPECTION
The inspection mode of the engine controls is used when manipulating the engine and
the engine doors during refueling, inspections or repairs. The procedure is as follows:
1. Simultaneously push both buttons for engine retraction and erection.
2. Keep these buttons pushed and turn the main switch to position 1
3. Release both push buttons. Both pilot lamps flash.
In this mode the opening of the engine doors and the movement of the engine can be
controlled by activating and keeping the buttons pushed.
Turning the main switch to the position 0 reactivates basic automatic mode.

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NOTE: Manipulation with the engine is possible only when the main switch (key) is in
position 1. Switching-off this main switch (key) immediately after any manipulation of
the engine (up or down) has been finished is highly recommended (it provides an
additional protection for the actuator motor).

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.

7.2 PRE FLIGHT CHECK

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:

1. Right side of the cockpit


2. Fuselage under the cockpit
3. Landing wheel from the right side
4. Leading edge and the bottom of the right wing
5. Inspection cup of the right wing-aileron control drive
6. Outer part of the right wing
7. Right aileron
8. Upper surface of the right wing and spoiler
9. Power-plant from the right side
10. Right side of the fuselage
11. Tail
12. Fairings of the tail section
13. Right side of the tail
14. Fin and rudder
15. Tail wheel
16. Left side of the stabilizer and elevator
17. Left side of the fuselage
18. Upper surface of the left wing and spoiler
19. Power plant from the left side
20. Aileron of the left wing
21. Outer part of the left wing
22. Leading edge and the bottom of the left wing
23. Landing wheel from the left side
24. Fuselage under the canopy on the left side
25. Both cockpits and their equipment
26. Instruments

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27. Canopy
28. If the engine is installed, inspect all parts of the power unit

WARNING: Do not operate the aircraft if any damage has occurred!

7.3 UNPOWERED FLIGHT

7.3.1 Prior to Take Off


Prior to each take off execute the following steps:

1. Adjust the seat back support


2. Confirm ballast requirements
3. Fit ballast if required
4. Enter the aircraft
5. Adjust the rudder pedals
6. Check the control stick and rudder pedals for full range of motion
7. Adjust and tighten the seat belts
8. Check the zero values of instruments, adjust the altimeter
9. Check the trim for the full range and set to the take off position
10. Close the cockpit canopy
11. Check that the dive brakes are closed and in the locked position
12. For aerotow, connect the tow rope
13. For self-launch, extend engine and verify proper engine operation
14. Verify that canopy is properly closed

WARNING: When flying over 300 m (984 ft) AGL, the use of the personal parachute
is recommended if BRS is not installed.

7.3.2 Aerotow Take Off


For take off by towing adhere to the following instructions:

1. The length of the towing rope must be at least 40 m (131 feet)


2. The tow rope or the towrope weak link must have a minimal tensile strength of
3 000 N. The minimum diameter of the pull rope end eye is 30 mm (1 3/16).
3. The maximum allowed towing speed VT = 150 km/h (81.1 kt). The pilot of the
towing aircraft must be informed not to exceed this speed.
4. Prior to the take off move the trim lever approximately 15 mm (5/8) ahead of its
neutral position, hold the control stick in the neutral position. An assistant is
required to keep the wings level. It is forbidden make an aerotow take off with the
wing touching the ground. While stretching the towrope lightly activate the wheel
brake to prevent looping of the rope. After leaving the ground at a speed 65-70
Km/h (depending on the weight of the pilots) trim the aircraft for the given flight
regime and speed. When releasing the towrope pull the handle several times to
its backstop. Verify that the towrope has been released before maneuvering.

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5. In case of crosswind, take off the aircraft at higher speed while controlling the
direction by rudder.

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).

7.3.3 Flight Without Power Unit


1. After releasing the towrope or retracting the engine, 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 (81.1-110.7 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.

7.4 POWERED FLIGHT

7.4.1 Ground Engine Starting


1. Extract the engine
insert the key into the switch box, turn right to position 1. Green pilot lamp
must be illuminated
push the engine extension push button for approx 1 second. The relevant
pilot lamp must flash. The engine is being extended
full extension is signaled by extinguishing of the pilot lamp
open the fuel valve
ignition switch ON. Turn the starter key further right and start the engine. In
case the engine has not been run for an extended period of time or is cool,
use the fuel primer
turn the key back to position 0
2. Verify that sufficient fuel is in the fuel tank

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3. Ignition switches and fuel valve ON
4. Activate the priming pump three times
5. Throttle 1/3, start the engine.
6. Let the engine warm up at higher rpm, approximately 3500 RPM
7. Full throttle, performance test duration 30 seconds with minimum RPM of
6000
8. Test both ignition circuits
9. Test the idle of the engine
10. Test the engine shut off by a short switch OFF

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).

WARNING: Always taxi at walking speed or slower.

7.4.3 Prior to Take Off


Prior to each take off execute the following steps:

1. Adjust the seat back support


2. Confirm ballast requirements
3. Fit ballast if required
4. Enter the aircraft
5. Adjust the rudder pedals
6. Check the control stick and rudder pedals for full range of motion
7. Adjust and tighten the seat belts
8. Check the zero values of instruments, adjust the altimeter
9. Check the trim for the full range and set to the take off position
10. Close the cockpit canopy
11. Check that the dive brakes are closed and in the locked position
12. For areotow, connect the tow rope
13. For self-launch, extend engine and verify proper engine operation
14. Verify that canopy is properly closed

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WARNING: When flying over 300 m (984 ft) AGL, the use of the personal parachute
is recommended if BRS is not installed.

7.4.4 Normal Take Off


For take off using the installed engine adhere to the following instructions:

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.

7.4.5 Engine Extraction and Retraction


WARNING: Prior to extending and retracting the engine during the flight, fully
familiarize yourself with the procedure while on the ground. Only after all the above-
mentioned steps are mastered, should one attempt them during flight. Take into
account that the time necessary for the extension of the engine and its starting takes
approximately one minute.

7.4.5.1 EXTRACTING THE ENGINE


Bring the aircraft into level flight mode, reduce flight speed to 90-100 km/h (49-54 kt)
and carry out the following steps:
1. insert the key into the switch box, turn right to position 1. Green pilot lamp must
be illuminated

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2. push the engine extension push button for approx 1 second. The relevant pilot
lamp must flash. The engine is being extended
3. full extension is signaled by extinguishing of the pilot lamp
4. open the fuel valve
5. ignition switch on. Turn the starter key further right and start the engine. In case
the engine has not been run for an extended period of time or is cool, use the fuel
primer
6. turn the key back to position 0

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.

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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
turn. That is why when flying in this configuration keep higher speed and do not
exceed a bank angle of 30 degrees in turns.

7.4.5.2 RETRACTING THE ENGINE


1. bring the aircraft into level flight mode; reduce airspeed to 90-100 km/h [49-54 kt].
Reduce the engine rpm down to its idle rpm
2. ignition switch off, fuel valve off
3. after the engine has stopped, wait about 90 seconds for cooling of the engine and
its exhaust manifold
4. during this cooling put the main switch (key) into the position 1
5. open the engine doors by activating the engine retraction push button
6. wait until the windmill effect has moved the propeller into the vertical position,
check in the mirror to ascertain that the propeller is indeed in the vertical position
(stopped by the plastic flap)
7. activate for the second time the engine retracting push button. The relevant pilot
lamp flashes. The engine is being retracted
8. the engine is fully retracted when the pilot light goes off.
9. turn the main switch (key) back to the position 0.

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

7.4.6 Best Rate of Climb Speed (VY)


The best rate of climb speed occurs at 90 km/h (48 kt),

Normally climb at 90-100 km/h (48-59 kt), if the air is turbulent, climb at 100-110 km/h
(59-65 kt).

7.4.7 In-flight Starting of Engine


Bring the aircraft into level flight mode, reduce flight speed to 90-100 km/h (49-54 kt)
and carry out the following steps:
1. insert the key into the switch box, turn right to position 1. Green pilot lamp must
be illuminated
2. push the engine extension push button for approx 1 second. The relevant pilot
lamp must flash. The engine is being extended
3. full extension is signaled by extinguishing of the pilot lamp

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4. open the fuel valve
5. ignition switch on. Turn the starter key further right and start the engine. In case
the engine has not been run for an extended period of time or is cool, use the fuel
primer
6. turn the key back to position 0

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

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turn. That is why when flying in this configuration keep higher speed and do not
exceed a bank angle of 30 degrees in turns.

7.4.8 Ground Shutdown of Engine


1. ignition switch off, fuel valve off
2. after the engine has stopped, wait about 90 seconds for cooling of the
engine and its exhaust manifold
3. during this cooling put the main switch (key) into the position 1
4. open the engine doors by activating the engine retraction push button
5. manually move the propeller against its stop in the vertical position
6. activate for the second time the engine retracting push button. The relevant
pilot lamp flashes. The engine is being retracted
7. the engine is fully retracted when the pilot light goes off.
8. turn the main switch (key) back to the position 0.

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

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effective throughout the whole speed range. 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 economy cruising speed is 90-110 km/h (49-59 kt).
4. Recommended circling speed is 90-100 km/h (49-56 kt) according to 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
o
degree roll. With extended engine, do not turn with a bank over 30 .
5. When flying close to the upper speed limit (yellow arc on the airspeed indicator), i.
e. 150 - 205 km/h (81.1-110.7 kt), use only a maximum 1/3 deflection of the
control elements. Deflect smoothly and carefully to avoid excessive loading of the
airframe and control surfaces. Dive brakes to be extended slowly and smoothly,
speed should be reduced to 150 km/h (81.1 kt).
5. To continue in flight as a pure sailplane, switch off the engine and drop the air
speed to 90 - 100 km/h (49-56 kt). Retract the engine after the propeller has
stopped in the vertical position.
6. When one has descended to an altitude unsafe for flying as a pure sailplane,
adhere to the following procedure:
- select a suitable strip for an emergency landing
perform an approach and landing as described below or
extend engine and restart as described above
if the engine fails to start, land at the preselected emergency landing strip
WARNING: When flying over 300 m (900 ft) AGL, the pilot should be equipped with a
personal parachute. This is not needed if the aircraft is equipped with integrated
rescue system (BRS).

7.6 APPROACH

1. Before turning to the base leg check the dive brakes.


2. Set speed to 90-100 km/h [49-54 kt]. In case of turbulence or rain increase it to
100-110 km/h [54-60 kt]. Maintain these speeds during the whole approach.
3. On final, use the dive brakes to control the descent of the aircraft (fully extended,
the glide ratio drops to less than 1:7). Operate the dive brakes gently to prevent
dropping or floating of the aircraft.
WARNING: You may control the descent of the aircraft when flying the landing
pattern. However, before entering any turn, close the dive brakes. Flying with the
dive brakes extended when the aircraft is in a turn is not recommended.

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7.7 NORMAL LANDING

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.

7.8 INFORMATION ON STALLS SPINS AND ANY OTHER


USEFUL INFORMATION

Spins are not allowed in this aircraft. For more information on stalls and spins see the
emergency procedures.

8 AIRCRAFT GROUND HANDLING AND


SERVICING

8.1 SERVICING FUEL, OIL AND COOLANT

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

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available. Pay attention to the possibility of static electricity discharge originated from
clothing made from synthetic fabric, or other sources.
Pay attention in the last phase of the refueling in order to prevent spilling.

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 TOWING AND TIE-DOWN INSTRUCTIONS

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.

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WARNING: Parking this aircraft in the open air without protection against weather and
sunlight affects the life of the airframe, canopy and interior.

8.3 RIGGING AND DERIGGING OF THE AIRCRAFT

8.3.1 Rigging of the wings

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.

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2. Remove the cover behind the passenger head.

3. Lubricate all moving parts and abrasive surfaces.

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.

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5. Push the main wing pins to their holes. Use the special tool supplied with the
aircraft.

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6. Insert the pin bolts into the main wing pins.

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7. Screw the large round aluminum nuts on both pin bolts. Use the small nuts to
secure the winding. Tighten the bolts and nuts in order to minimize the clearance
between spars.

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8. If butterfly nuts are used to secure the winding, tighten them and secure with the
wire.

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9. Connect the pushrods of the ailerons and air brakes with pins on both sides. Do
not forget to secure the nuts with safety pins or split pins.

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10. Put the winglets on the wings and fix them with the screw.

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.

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12. Remount the cover behind the passenger head and adjust the seat belts.

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.

8.3.2 Rigging of the horizontal tail

14. Lubricate the surfaces of the horizontal tail that come into metal-to-metal contact.

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15. Insert the horizontal tail strut into the hole in the fin and push it back it will insert
the horizontal tail pins into the sleeves in the fin.

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.

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17. Interconnect the control rod with the elevator push rod and secure it with the split
pin.

18. Inspect the deflection of the elevator for proper movement.

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.

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8.4 ADDITIONAL INSPECTIONS

8.4.1 Post Flight Inspection


Wear and tear of single parts and groups to be inspected as in the pre-flight
inspection. Any defects and wear must be repaired.

WARNING: Do not operate the aircraft if any damage has occurred!

8.4.2 Regular End of Day Inspection


Carry out the following checks after every flight day:

1. Surface of the aircraft: clean the entire surface.


2. Electric system: check the battery and its charge state.
3. Internal fixtures and emergency devices: check the first-aid kit. Check the
canopy release mechanism.
4. Controls and Levers: check all control devices, their function and condition,
also check the engine controls
5. Instrument Panel: check the fittings of the instrument panel and the
instruments for potential damage
6. Undercarriage: check the condition of the landing wheels, check the brake, and
check the tire pressures
7. Flight Instruments: check adjustment and zero values of the instruments
8. Fuselage: check the condition of the surface, the wing to fuselage pins
connection.
9. Tail: check the skin surface, the deflections of the rudder and the elevator.
Check the connecting pins to the fuselage.
10. Canopy: check the canopy, the locks and hinges. Clean the canopy.
11. Wing: check the skin surface, the ailerons and their hinges. Check the pins
connecting the wings together.
12. Power Plant: check the condition of the engine fittings. Check the fuel tank,
and the fuel line for leakage. Check all joints of the retracting mechanism.
Check the engine itself in accordance with its manufacturers instructions.
13. Propeller: inspect the propeller for damage and check the condition of the bolts
in the hub.
14. Engine: check all the pins and bolts connecting the engine to the airframe.
Check the fixing of the engine cover.

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9 REQUIRED PLACARDS AND MARKINGS

9.1 AIRSPEED INDICATOR MARKINGS

WHITE BAND 65-80 km/h Speed from VSO up to min. cruising


speed
GREEN BAND 80-150 km/h NORMAL cruising speed up to VB speed
YELLOW BAND 150-205 km/h Flight can be executed in calm air only
up to VNE
RED LINE 205 km/h NEVER EXCEED SPEED VNE
65 km/h 65 km/h STALL SPEED VSO
YELLOW TRIANGLE 100 km/h Landing approach speed with max.
gross weight

WARNING: Keep the marking visible and keep to the recommended speed limits

9.2 OPERATING LIMITATIONS ON INSTRUMENT PANEL

Max RPM: 6500, Max CHT: 280 C [536 F]

9.3 PASSENGER WARNING

This aircraft was manufactured in accordance with Light Sport Aircraft airworthiness
standards and does not conform to standard category airworthiness requirements.

The placard is placed on the left side of the instrument panel.

9.4 NO INTENTIONAL SPINS

The placard NO INTENTIONAL SPINS is placed on the instrument panel

9.5 EMPTY WEIGHT

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.

9.6 SPEED AND ENGINE VALUES

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.

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9.7 MAXIMUM AND MINIMUM WEIGHT OF CREW

Placard is on instrument panel.

9.8 ALLOWABLE WEIGHT OF BAGGAGE

None

9.9 SEAT FOR SOLO OPERATIONS

Front seat only. Placard is placed on both sides of the front seat.

9.10 MISCELLANEOUS PLACARDS AND MARKINGS

9.10.1 Outside Signs


Left side of the fuselage near the landing gear: TIRE 250 kPa [38 psi]
Trailing edges of the wings, ailerons and elevator: DO NOT PUSH
Trailing edge of the rudder on both sides: DO NOT PUSH
Pitot pressure tube: red color

9.10.2 Inside Placards


On the instrument panel at the push-buttons: ENGINE UP and ENGINE
DOWN
On the instrument panel at the ignition switch: IGNITION
Cockpit right side at the BRS handle: BALLISTIC RESCUE
SYSTEM
At single fuses: FUSE BRAUNIGER, FUSE
ELECTRONICS, FUSE
RECHARGE
Front side of the front instrument panel: name plate

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9.10.3 Symbols Used

Trim: heavy on tail heavy on nose

Air brakes: extended retracted

Fuel valve: open closed

Air ventilation: open closed

Canopy: open

A photograph of all placards is shown below:

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10 SUPPLEMENTARY INFORMATION

10.1 FAMILIARIZATION FLIGHT PROCEDURES

For familiarization flight procedures, refer to the Flight Training Supplement

10.2 PILOT OPERATING ADVISORIES

None

10.3 TRANSPORT IN THE TRAILER

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.

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10.4 CONTINUED AIRWORTHINESS INSTRUCTIONS

10.4.1 Reporting maintenance, service and safety difficulties


The owner/operator of the aircraft is responsible for notifying the manufacturer of any
safety of flight issue or significant maintenance or service difficulty upon discovery.
The notification can be accomplished via any communication channel to the
manufacturer at the address given in section 1.4. The preferred method is via email
to the address info@testandfly.com.
The notification should be in English and should comprise following information:
Name, email address, postal address and telephone number of the aircrafts
owner/operator
Name and contact information of the reporting person
Serial number of the affected aircraft
Make and model of the affected aircraft
Exact date and time of the reported event
Location of the reported event
Weather conditions (if relevant)
Detail description of the event
Severity of the reported event
The owner/operator can photocopy, fill-out and fax the form in section 10.4.5, or use
the report form downloaded from manufacturers web pages (www.testandfly.com),
section Download.

10.4.2 Reporting aircraft owner/operator contact information


The owner/operator of the aircraft is responsible for providing the aircraft
manufacturer with current contact information where the manufacturer may send the
owner/operator supplemental notification bulletins. This contact information should
contain (if applicable):
name
email address
telephone number
postal address

10.4.3 Obtaining the latest safety of flight information


Reports with safety of flight and service difficulty issues received by the manufacturer
from the aircraft owners/operators are immediately recorded and evaluated. When
corrective action is determined to be warranted, a notice is issued to all known
owners/operators of the effected aircraft.

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

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published on the manufacturers web pages (www.testandfly.com) in section
Bulletins.

10.4.4 Bulletin requisites


1. The bulletin is issued in a form of PDF document.
2. The page header of the bulletin contains the following information:
a. The name, postal address, email address, and telephone number of the
company,
b. The date the notice is released,
c. The date the notice takes effect,
d. The make and model of the affected aircraft,
e. The serial number of the affected aircraft,
f. The number that uniquely identifies the bulletin,
g. The page number and number of total pages.
3. The first page of the bulletin denotes the type of notification. This can be one of
the following:
a. SAFETY ALERT for notifications that require immediate action
b. SERVICE BULLETIN for notifications that do not require immediate
action but do recommend future action
c. NOTIFICATION for notifications that do not necessarily recommend
future action but are primarily for promulgation of continued
airworthiness information

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.

10.4.5 Report of non-standard event

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REPORT OF NON-
STANDARD EVENT
Report number
TeST, spol. s r.o. Tel: +420 241 00 44 99
K Libusi 4/24 eMail: info@testandfly.com
148 00 Prague Web : www.testandfly.com
Czech Republic

Aircraft make and model

Aircraft serial number

Pilot name

Pilot postal address

Pilot email

Pilot telephone

Date and time of the


event

Location / place of event

1/2

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REPORT OF NON-
STANDARD EVENT
Report number
TeST, spol. s r.o. Tel: +420 241 00 44 99
K Libusi 4/24 eMail: info@testandfly.com
148 00 Prague Web : www.testandfly.com
Czech Republic

Detailed Event Description

Reported by: ..

Signature: ..

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11 FLIGHT TRAINING SUPPLEMENT

This supplement contains important information regarding flight training requirements


specific to this aircraft type. Read all documents supplied with this aircraft carefully
before flight. In particular, the Aircraft Operating Instructions contain important
procedures that must be followed for safe operation of this aircraft.

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.

11.1 FAMILIARIZATION FLIGHTS

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.

11.2 SPINS AND SPIRAL DIVES

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.

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