Tel.: +420 572 537 111 Fax: +420 575 537 910 e-mail: [email protected]http://www.evektor.cz EVEKTOR - AEROTECHNIK, a.s. Letecká 1384 686 04 Kunovice Czech Republic Copyright 2006 EVEKTOR - AEROTECHNIK, a.s. AIRCRAFT OPERATING INSTRUCTIONS FOR SPORTSTAR LIGHT SPORT AIRCRAFT Serial number: 2006 0702 Registration mark: N644SB Document number: S2006AOIUS Date of issue: January 15, 2006 This manual must be on the airplane board during operation. This manual contains information which must be provided to the pilot and also contains supplementary information provided by the airplane manufacturer - Evektor - Aerotechnik a.s. This aircraft must be operated in compliance with the information and limitations stated in this manual.
This manual must be on the airplane board during operation. This manual contains informationwhich must be provided to the pilot and also contains supplementary information provided by theairplane manufacturer --- Evektor --- Aerotechnik a.s.
This aircraft must be operated in compliance with the information and limitationsstated in this manual.
0.1 Log of RevisionsAll revisions or supplements to this manual, except actual weighing data, are issuedin form of revisions, which will have new or changed pages as appendix and thelist of which is shown in the Log of Revisons table.
The new or changed text in the revised pages will be marked by means of blackvertical line on the margin of page and the revision number and date will be shownon the bottom margin of page.
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1.1 IntroductionPARTICIPANT�S RESPONSIBILITYThere are inherent risks in participating in aviation activities, these risks are significant,up to and potentially including death. Operators and passengers of recreational avi-ation aircraft, by participation, accept the risks inherent in such participation of whichthe ordinary prudent person is or should be aware. Pilots and passengers have a dutyto excersise good judgment and act in a responsible manner while using the aircraftand to obey all oral or written warnings, or both, prior to and/or during use of the air-craft.
This Flight manual has been prepared to provide pilots and instructors with informa-tion for safe and efficient operation of the SPORTSTAR airplane. It also contains sup-plementary information considered to be important by the airplane manufacturer.
1.2 Certification basisThe aircraft described herein complies with the Standard Specification for Designand Performance of a Light Sport Airplane, Designation F 2245---04, issued byASTM International Committee F37.
This type of aircraft complies with the Czech UL---2 airworthiness requirements, ithas been type certified by the Light Aircraft Association of the Czech Republic andthe type certificate ULL 07/2003 was issued in December 18th, 2003.
1.2.1 Data location
The certification documentation is available from the US General importer or air-plane manufacturer on a request of competent aviation authority and/or DesignatedAirworthiness Representative.
SPORTSTAR airplane is an all---metal low---wing of semimonocoque structure withtwo side by side seats and nose wheel landing gearFor further description see Section 7 --- Airplane and system description.
1.4.2 Powerplant
The standard powerplant consists of ROTAX 912 (80 hp) engine (100 hp optionally)and WOODCOMP KLASSIC 170/3/R propeller.For further description see Section 7 --- Airplane and system description.For concrete engine and propeller type --- see Section 9 --- Supplements --- Airplanedescription.
NOTEThe abbreviations on placards in the airplane cockpit,are printed in BOLD CAPITAL LETTERS in the text ofthis Flight manual.
ACCU accumulatorALT ENC encoding altimeterATC air traffic controlbar bar 1 bar = 100 kPaBEACON anti---collision beacon˚C Celsius degreeCAS calibrated airspeedCLOCK aircraft clockft foot 1 ft = 0.305 mGPS global positioning systemHTU horizontal tail unitIAS indicated airspeedIC intercomIFR instrument flight rulesISA international standard atmospherekg kilogramKIAS indicatedair speed in knotsKCAS calibrated airspeed in knotsmph mile per hourmph CAS calibrated airspeed in miles per hourkm/h CAS calibrated airspeed in km/hkts knots 1 kt = 1.852 km/hlitres litrelbs pounds 1 lb = 0.45 kgm meterMAC mean aerodynamical chordmax. maximummin. minimum or minutemm milimeterm/s meter per secondOAT outside air temperatureOFF system is switched off or control element is in off---positionON system is switched on or control element is in on---positionPa pascal 1Pa = 1N/m2
Section 2 contains operation limitation, instrument marking and basic placardsnecessary for safe operation of airplane and its engine, standard systems andequipment.Limitation for optional systems and equipment are stated in section 9 --- Supple-ments.
2.2 Airspeed
Airspeed limitations and their meaning for operation are stated in the table below:
Speed KIAS mph IAS Meaning
VNE Never exceed speed 146 168 Do not exceed this speedin any operation.
VNOMaximum structural cruis-ing speed 103 118
Do not exceed thisspeed, with exception offlight in smooth air, andeven then only with in-creased caution.
VA Manoeuvring speed 86 99
Do not make full orabrupt control movementabove this speed, be-cause under certain con-ditions the aircraft may beoverstressed by full con-trol movement.
VFE Maximum flap extendedspeed 70 81 Do not exceed this speed
with the given flap setting.
2.3 Airspeed indicator marking
Airspeed indicator markings and their colour---code significance are shown in thetable below:
MarkingRange
MeaningMarkingKIAS mph IAS
Meaning
Red line 37 43 VS0 at maximum weight (flaps in land-ing position 50˚)
White arc 37 --- 70 43 --- 81
Operating range with extended flaps.Lower limit--- VS0 at maximum weight(flaps 50˚)Upper limit --- VFE
Maximum weight in baggage compartment 55 lbs. . . . .
WARNING
DO NOT EXCEED MAXIMUM WEIGHTS! THEIREXCEEDINGLEADSTOAIRPLANEOVERLOADINGAND TO DEGRADATION OF FLIGHTCHARACTERISTICS AND DETERIORATION OFMANOEUVRABILITY.
DO NOT EXCEED MAXIMUM WEIGHTS! THEIR EX-CEEDING LEADS TOAIRPLANE OVERLOADINGANDTO DEGRADATION OF FLIGHT CHARACTERISTICSAND DETERIORATION OF MANOEUVRABILITY.
2.12 Kinds of operationThe airplane is standardly approved for VFR daylight flights.
WARNING
NIGHT FLIGHTS ACCORDING TO VFR, FLIGHTSACCORDING TO IFR (BY INSTRUMENTS) ARE AP-PROVED ONLY WHEN INSTRUMENTATION RE-QUIRED FOR SUCH FLIGHTS IS INSTALLED ANDFLIGHT PERFORMED BY A PILOT WITH AP-PROPRIATE RATING! INTENTIONAL FLIGHTS UN-DER ICING CONDITIONS ARE PROHIBITED.
Instruments and equipment for daylight flights according to VFR :1 Airspeed indicator (the colour marking according to par. 2.3)1 Sensitive barometric altimeter1 Magnetic compass1 Fuel gauge indicator1 Oil temperature indicator1 Oil pressure indicator1 Cylinder head temperature indicator1 Engine speed indicator1 Safety harness for every used seat
CAUTION
ADDITIONAL EQUIPMENT NECESSARY FOR AIR-PLANE OPERATION IS GIVEN IN APPROPRIATEOPERATION REGULATION OF AIRPLANE OPERA-TOR’S COUNTRY.
Unusable fuel 0.5 U.S. gallons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(0.25 US gal per tank)
NOTEIt is not recommended to fully tank the fuel tanks.Due to fuel thermal expansion keep about 2.11U.S.gallons of free space in the tank to prevent fuel bleedthrough the vents in the wing tips thus preventing envi-ronmental contamination. This should be adhered es-pecially when cold fuel from an underground tank istanked.
Approved fuel grades:
--- automotive petrol with min RON 95
--- EN 228 Premium
--- EN 228 Premium plus
--- AVGAS 100 LLDue to higher lead content in AVGAS, the wear of valve seats and deposits in thecombustion chamber and lead sediments in the lubrication system will increase.Therefore, use AVGAS only if you encouter problem with vapour lock or if theother fuel types are not available
For other suitable fuel types refer to the engine Operator�s Manual
NOTEUse only fuel suitable for the respective climatic zone.Risk of vapour formation if usingwinter fuel for summeroperation.
2.14 OilPerformance classification SF, SG according to API
2.16 Other limitationsSMOKING IS PROHIBITED on the airplane board.
PASSENGER NOTICEThis aircraft conforms to ASTM Consensus Standards of airworthiness developedand maintained by the aviation community under ASTM Technical Committee F37.
PASSENGER WARNING !This aircraft was manufactured in accordance with Light Sport Aircraft airworthinessstandards and does not conform to standard category airworthiness requirements.
The following placards are located on the tilting canopy:
or
or
NOTEThe values stated on the placard “LOAD LIMITS” arevalid for the empty weight of the airplane with standardequipment. The placard with values valid for the actualempty weight of the airplane will be placed in the cock-pit.
Other placards and labels are shown in AircraftMainte-nance and Inspection Procedures.
NOTEIt is possible to start the engine by means of thestarter within the whole range of operation speeds aswell as flight altitudes. The engine started up immedi-ately after switching the ignition to START position.
If the engine is shut down, the altitude loss during en-gine starting can reach up to 1000 ft.
10. If engine starting does not occur, increase gliding speed up to 108 KIAS(124 mph IAS) (see NOTE), so that air--- flow turns the propeller and engine willstart.
NOTEFor extinguishing the engine fire, you can perform slipunder assumption that you have sufficient altitude andtime.
WARNING
AFTER EXTINGUISHING THE ENGINE FIRE STARTENGINE ONLY IF IT NECESSARY TO SAFELANDING. FUELLEAK INENGINECOMPARTMENTCOULD CAUSE FIRE AND FIRE COULD RESTOREAGAIN.
8. If you start engine again, switch off all switches, switch on the MASTERSWITCH, and then subsequently switch on only equipment necessary to safelanding.
9. Emergency landing carry out according to. . . . . . . . . . . . . . . . . . . . . . .paragraph 3.8.1
4. After fire extinguishing aerate the cockpit. . . . . . . . . . . . . . . . . . . . .
5. Carry out safety landing according to 3.8.2
WARNING
NEVER AGAIN SWITCH THE DEFECTIVE SYSTEM.
NOTEIf a defective electrical system circuit was detected asthe fire source, then switch off appropriate circuitbreaker and switch over MASTER SWITCH to ONposition.
3.7 Gliding flight
NOTEGliding flight can be used for example in case of engine failure.
Wing flaps position Retracted (0˚) Take---off (15˚)
WHEN LANDING AT HOLDING, KEEP THE WHEELWITH BURST TIRE ABOVE THE GROUND AS LONGASPOSSIBLEBYMEANSOFAILERONS. INCASEOFNOSE WHEEL BY MEANS OF ELEVATOR.
1. At running hold airplane direction by means of foot control and brakes
3.8.4 Landing with damaged landing gear
1. In case of nose landing gear damage touch down at the lowest possible speedand try to keep the airplane on main landing gear wheels as long as possible
2. In case of main landing gear damage touch down at he lowest possible speedand if possible keep direction at running
3.9 Unintentional spin recovery
NOTEThe airplane has not, when using normal techniquesof pilotage, tendency togoover to spin spontaneously.
If abnormal vibrations occur on the airplane then:
1. Set engine RPM to the mode in which the vibrations are the lowest
2. Land on the nearest possible airport, possibly perform safety landingaccording to par. 3.8.2. Safety landing.
3.10.2Carburettor icing
Carburettor icing happens when air temperature drop in the carburettor occurs dueto its acceleration in the carburettor and further cooling by evaporating fuel. Carbu-rettor icing mostly happens during descending and aproaching for landing (low en-gine RPM). Carburettor icing shows itself by engine power decreasing and by en-gine temperature increasing.
Recommended procedure for engine power regeneration is as follows:
NOTEIce coating in the carburettor should be removed bydecrease and reincrease of engine power.
3. If the engine power is not successfully increased, then carry out landing at thenearest suitable airport or, if it is not possible, carry out precautionary landingaccording to par. 3.8.2 Precautionary landing.
4.1 IntroductionSection 4 describes operations and recommended procedures for normal opera-tion of the airplane. Normal procedures following from system installation and op-tional equipment, which require supplementation of thess Instructions, are shownin section 9 --- Supplements.
Carry out pre--- flight check according to the following procedure:
Figure 4-1 Scheme of airplane pre--- flight check
WARNING
CHECK BEFORE PRE---FLIGHT CHECK THATIGNITION IS SWITCHED OFF !
NOTEThe word “condition”, used in procedures of pre---flight check, means visual check of surface, damage,deformation, scratches, attrition, corrosion, icing orother effects decreasing flight safety.
1. Left landing gear leg --- check
D landing gear leg attachment and condition
D landing gear wheel condition
D tire condition and inflation
D condition and attachment of wheel covers, mudguards (if installed)
12. Right wing --- see 2. except the landing light (if installed) and Pitot tube
13. Right landing gear leg --- see 1.
14. Front part of the fuselage --- right hand side --- check
D tilting canopy attachment and condition
D condition of the nose landing gear leg
D nose wheel condition
D condition of the nose weel control rods
15. Engine
Checks before the first flight of day --- it is necessary to remove upper enginecowling:
D condition of engine bed
D condition of engine attachment
D condition of exhaust system
D condition of engine cowlings
D visual check on fuel and electrical system condition
D check on cooling liquid volume in the expansion tank on the engine body(replenish as required up to max. 2/3 of the expansion tank volume)
Checks before every flight:
D cleanness of air intakes
D check on oil level (between marks --- flattenings on the dip stick)
D check on cooling liquid level in the overflow bottle (level should be betweenmin. and max. mark)
D proper closing of the upper cowling
16. Propeller --- check
D attachment
D condition of blades, hub and spinner
17. Front part of fuselage --- left hand side --- check
D tilting canopy attachment and condition
18. Cockpit --- check
NOTETurn handle clockwise to open cockpit. When keywayis in handle axix, cockpit is locked. Unlock it first withkey to keyway perpendicular position to the handleaxis.
3. FUEL SELECTOR LEFT. . . . . . . . . . . . . . . . . . . . . . . .Pull the safety button on the fuel selector, turn the handle to the left and thenrelease safety button. Now the handle can be freely moved between left andright position. Safety button prevents unintentionally switch the selector to OFFposition.
NOTEAfter starting up engine, adjust throttle for smooth en-gine running at about 2500 RPM. Check oil pressure.Pressure must increase within 10s. Increase engineRPM until oil pressure is stabilised over 2 bar (29 PSI).
NOTEBegin warming up with engine running at 2000 RPM.for about 2 minutes, continue at 2500 RPM. Warmingtime depends on outside air temperature until oil tem-perature reaches 50˚C (122 ˚F).
18. FUEL SELECTOR RIGHT. . . . . . . . . . . . . . . . . . . . . . . .Verify proper engine feeding from the right tank for approx. 1 minute.
NOTEStart engine with the fuel selector set to to LEFT. If youwould start the engine with the fuel selector set toRIGHT and the left tank is full, than fuel bleed from theleft tank vent may occur (and pollute environment) be-cause a fuel return hose is led only into the left tank andreturning fuel will overfill the left tank.
4. Direction of taxiing control by rudder pedals (these are mechanically con-nected with nose wheel control), possibly by slacking up left and right wheel ofthe main landing gear.
NOTECarry out ignition check in the following way :Set engine speed to 4000 RPM. Switch ignition gradu-ally to L, BOTH, R position and return to BOTH..RPM drop with one ignition circuit switched off mustnot exceed 300 RPM. Maximum RPM difference at us-ing one of the L or R circuits is 120 RPM.
FUEL GAUGES DISPLAY TRUE FUEL QUANTITYONLY ON GROUND AND IN A LEVEL FLIGHT. TOREAD TRUE FUEL QUANTITY AFTER TRANSITIONFROM CLIMB/DESCENT WAIT APPROX. 2 MINUTESTO FUEL TO LEVEL.
NOTEIt is recommended to alternately switch the tanksduring cruise to equally consume fuel from both tanksand minimize airplane tendency to bank withunbalanced tanks.Do not fly with the fuel selector set to RIGHT if the lefttank is full to avoid fuel bleed from left tank vent.When the left tank fuel gauge indicates approx. 1/8 offuel quantity (needle in the middle between 1/4 and 0)then switch to the right tank to consume remaining fueland then switch back the left tank to complete the flightat left tank. If the engine conks out due to fuelconsumption from either tank, then immediatelyswitch the fuel selector to other tank and engine runwill be recovered within 7 seconds.
5. CARBURETTOR PREHEATER (if installed) as necessary. .
5. CARBURETTOR PREHEATER (if installed) as necessary. .
CAUTION
AT LONG APPROACHING AND DESCENDING FROMHIGH ALTITUDE IT IS NOT SUITABLE TO REDUCETHROTTLE TO MINIMUM FOR THE REASON OF POS-SIBLE ENGINE UNDERCOOLING AND SUBSEQUENTLOSS OF POWER. PERFORM DESCENDING AT IN-CREASED IDLE AND CHECK OBSERVANCE OF THEALLOWED VALUES ON ENGINE INSTRUMENTS.
FUEL GAUGES DISPLAY TRUE FUEL QUANTITYONLY ON GROUND AND IN A LEVEL FLIGHT. TOREAD TRUE FUEL QUANTITY AFTER TRANSITIONFROM CLIMB/DESCENT WAIT APPROX. 2 MINUTESTO FUEL TO LEVEL.
3. FUEL SELECTOR OFF. . . . . . . . . . . . . . . . . . . . . . . .Pull the safety button on the fuel selector, turn the handle to the OFF positionand then release safety button. Now the handle is blocked in the OFF position.Safety button prevents unintentionally switch the selector from the OFF posi-tion.
NOTEIt is recommended to use parking brake (if installed) forshort---time parking only, between flights during aflight day. After ending the flight day or at low tempera-tures of ambient air, do not use parking brake, but usethe wheel chocks instead.
5.1 IntroductionSection 5 provides data for airspeed calibration, stall speeds, take---off performanceand nonapproved additional information, provided by the airplane type certificateowner.
The stated performance data has been computed from actual flight tests with theSPORTSTAR airplane and ROTAX 912 ULS engine in good condition and usingaverage piloting techniques.
CAUTION
THE PERFORMANCE STATED IN THIS SECTION ISVALID FOR ROTAX 912 ULS (100 HP) TOGETHERWITH WOODCOMP KLASSIC 170/3/R PROPELLERINSTALLED IN THE AIRPLANE, OTHERWISE SEESECTION 9 --- SUPPLEMENTS FOR ACTUAL PER-FORMANCE.
Conditions: --- engine: max. take---off power--- flaps: Take---off (15˚)--- carburetter preheating: OFF--- airplane weight: 1213 lbs (550 kg)--- Altitude: 0 ft ISA--- ambient air temperature: ISA
Take---off run Take---off distance toheight of 50 ft (15 ft)
Dray concrete 570 ft (174 m) 1310 ft (399 m)Grass 660 ft (200 m) 1395 ft (425 m)
Corrections: --- Influence of wind: Add 4% on every 1 kt (1.15 mph) of tail wind--- RWY inclination: Add 8% of the take---off run distance on 1% of ruway
inclination up the slope
5.2.4 Landing distance
Conditions: --- engine: idle--- flaps: Landing 50˚--- carburetter preheating: OFF--- airplane weight: 1213 lbs (550 kg)--- Altitude: 0 ft ISA--- ambient air temperature: ISA
Landing distancefrom height of50 ft (15 ft)
Braked landing run
Dray concrete 1185 ft (360 m) 545 ft (165 m)Grass 1125 ft (343 m) 485 ft (148 m)
Corrections: --- Influence of wind: Add 4.5 % on every 1 kt (1.15 mph) of tail wind--- RWY inclination: Add 8% of the landing run distance on 1% of
6.1 IntroductionThis section includes airplane weighing procedure a determination of its centre ofgravity position, further then determination of allowed loading range at whichSPORTSTAR airplane can be safely operated.
Proceduresfor weighing the airplane and the calculation method for establishingthe permitted payload range are contained in the Aircraft Maintenance and Inspec-tion Procedures for the SPORTSTAR Light Sport Aircraft.
7.1 IntroductionThis section describes systems of the airplane and its operation.More detailed information on optional systems and equipment are available in sec-tion 9, Supplements.
7.2 AirframeThe airframe of SPORTSTAR airplane is of semimonocoque structure consisting ofmetal reinforcement, frames and duralumin sheet skin.
7.2.1 Fuselage
The fuselage is of semimonocoque structure consisting of reinforcements and du-ralumin skin. Fuselage section is rectangular in the lower part and eliptic in the up-per part. The fin is an integral part of fuselage. The cockpit for two---member crew islocated in the middle part of the fuselage that is accessible after uncovering thesingle---piece organic glass canopy. The engine compartment in the front part ofthe fuselage is separated from the cockpit by the steel fire wall to which the enginebed is attached.
7.2.2 Wing
The wing is of rectangular shape, single---spar structure with the auxiliary spar withsuspended ailerons and split wing flaps. Riveting is used for connecting individual-structural elements. Fiber---glass wing tips are riveted on the wing ends.
7.2.3 Horizontal tail unit (HTU)
The VTU of conventional type consists of the stabilizer and elevator with the trimtab. Single---spar structure of HTU consists of duralumin ribs, spar and skin. Topview of HTU is of rectangular shape.
7.2.4 Vertical tail unit (VTU)
VTU is of trapezoidal shape. Its fin is an integral part of the fuselage. The rudder issuspended on the fin by means of two hinges. The VTU structure consists of theduralumin spar and skin.
7.3 ControlAirplane control consists of ailerons, elevator and rudder. Directional control isconnected by means of pull rods with nose landing gear control. Main landing gearbrakes are controlled by pedals of directional control.Airplane is equipped with dual control enabling flight with two---member crew.
7.3.1 Longitudinal control
Longitudinal control is actuated by the control stick. Longitudinal movement of con-trol stick is transferred to the elevator by mechanical system of pull rods and levers.
7.3.2 Lateral control
Lateral control is actuated by the control stick. From the control stick the movementis transferred through the system of levers and pull rods to ailerons.
7.3.3 Rudder control
Rudder control is controlled by pedals of foot control. The rudder is interconnectedwith foot control pedals by cable system.
Foot control pedals adjustable into three positions can be installed as an option.
Way of adjustment of ruder pedals:
1. Release the pin from the adjusting groove
2. Set pedal to one of three possible positions
3. Check on the pin locking---on in the adjusting groove
WARNING
RIGHT AND LEFT PEDAL OF RUDDER CONTROLMUST BE ADJUSTED IN THE SAME POSITIONSAND SECURED!
7.3.4 Elevator trim tab control
The elevator trim tab is controled by the lever located in between the pilot seats.The control lever is interconnected with the trim tab by means of bowdwen---cables.
7.6 Inside and outside marking and placardsSee Aircraft Maintenance and Inspection Procedures.
7.7 Landing gear and brakes
7.7.1 Landing gear
The airplane is equipped with a sort of fixed nose landing gear. Main landing gearlegs are produced from composite spring. Nose landing gear leg is welded fromtwo pieces --- the tube and the yoke--- in which the nose wheel is mounted. Thenose landing gear is spring--- loaded by a rubber rope. The nose wheel is steerable,wheel control is coupled with rudder control by means of two pull rods. Wheels canbe fitted with fiber---glass aerodynamic pants.
7.7.2 Brakes
The SPORTSTAR airplane is equipped with disk hydraulic brakes on main landinggear wheels. Brake system is composed of brake pedals (these are a part of ruddercontrol pedals), brake pumps, hoses for leading brake liquid, brake yokes withwheel cylinders and brake pads. By depressing the brake pedals compression ofbrake pumps occurs, which generates pressure in brake circuit and hydraulic cyl-inders press the brake pads onto the brake disks. Braking pressure can be regu-lated only by force of brake pedals depressing.
The airplane can be equipped by mechanical manually controlled parking brake.PARKING BRAKE handle is located in between the pilot seats.
7.8 Seat and safety harnessesSPORTSTAR is a two---seat airplane with side---by---side seats. Seats are fixed,non---adjustable and fitted with light upholstery.
Each of seats is fitted with four---point safety harness which is composed of safetybelts, shoulder straps and lock. The safety harness is anchored in the middle of theframe behind the baggage compartment and on the seat sides .
7.9 Baggage compartmentBaggage compartment is positioned behind seat rests.Maximum weight of baggage is 55 lbs (25 kg) and is stated on the placard in thebaggage compartment. The baggage compartment is fitted with rubber straps forbaggage fixation.
7.10 CanopyThe cocpit canopy is of a semidrop shape. The framework is composed of metalstructure on which the organic glass canopy is fixed by bolts.
The canopy is attached to the fuselage in the front part by two swivel pins bymeans of which it can be folded up forwards. In order to make opening easier, theactual weight of canopy is balanced by two gas struts, besides the canopy is pro-vided with holders on the lower framework for easier handling. The canopy is pro-vided with the lock in the rear upper part of framework for locking.
7.11 Power unit
7.11.1General
The engine ROTAX 912 ULS (100 hp) is used to power SPORTSTAR airplane.ROTAX 912 ULS is a four---cylinder, four---stroke engine with opposite cylinders,central cam shaft and OHV valve mechanism.
The on---groun adjustable, composite, 3---blade propeller WOODCOMP KLASSIC170/3/R. is standardly mounted on the engine ROTAX 912 ULS. Other propellertype can be installed on customer�s request --- see sec. 9 for detailed information .
7.11.2Engine control
Engine power is controlled by means of THROTTLE lever, which is located in themiddle of the instrument panel and which controls engine power range from idle upto maximum take---off . Engine power controller is mechanically interconnectedwith the flap on carburetters.
If the lever is fully pushed in, then this position corresponds to maximum enginepower. If the lever is fully pulled out, then this position corresponds to idle. Rapidchanges in engine power setting can be made by pressing down the round buttonon the lever body and by its pulling out or pushing in. Small changes in power set-ting can be performed through lever turning (conterclockwise --- power increase).
The lever is fitted with the locking ring, counterclockwise turning of which ensureslocking of the lever in requested position.
7.11.3Engine intruments
The following analog instruments located on the instrument panel serve for engineperformance monitoring. The digital engine monitoring system can be installed inthe airplane instead of analog engine instruments.
RPM indicator
The electrical RPM indicator is controlled by signal from the generator RPM trans-mitter. Working range of the RPM indicator is 0 --- 7000 RPM.. Colour code isstated in section 2, page 2---5.
The cylinder head thermometer transmitter senses temperature of cylinder No. 3.Working range of the cylinder head thermometer is 120 300˚F. Colour code isstated in section 2, page 2---5.
Oil thermometer
Oil temperature on engine input is measured by the sensor located behind the oilpump. Working range of oil thermometer is 120 300˚F. Colour code is stated insection 2, page 2---5.
Oil pressure gauge
Oil pressure on the oil input into engine is measured by means of sensor which islocated behing the oil filter. Working range is 0 150 PSI. Colour code is stated insection 2, page 2---5.
7.11.4Engine cooling system
Engine cooling is combined, cylinder heads are cooled by water, cylinders arecooled by air.
Cooling circuit of cylinder heads is designed as a closed system containing pump, ex-pansion reservoir (1) with pressure closure (3), cooler of cooling liquid (2) and drainagereservoir (4). Scheme of cylinder head cooling system is shown in Fig. 7-2.
When changing, the cooling liquid is filled up through the cap of expansion reser-voir (1), during airplane operation it is replenished into drainage reservoir (4) be-tween the lines of maximum and minimum level.
Engine lubrication system is performed with the dry crank case. Engine lubrication sys-tem is equipped with oil pump (1) ensuring oil feeding from reservoir (4) located on thefire wall through the oil cooler (5) and the oil cleaner (6) to the lubricated points of en-gine. The pressure sensor (2) is located behind the oil pump. The oil recervoir is aer-ated by the hose (7) which is led under the airplane. Oil pressure and temperature areindicated on instruments in right side of the instrument panel. Oil is replenishedthrough the lid in the upper part of the oil reservoir.
Figure 7-3 Scheme of engine lubrication system
7.11.6Engine intake system
Engine intake system ensures delivery of sufficient air into engine. Air is taken intothe engine through openings on the engine covers through the air filters.The intake system can be equipped with carburettor heating system. Hot air from theheat exchanger (located on the exhaust collector) is taken to the mixing chamber.Amount of in---taken hot air is regulated by flaps in mixing chamber inlets. Flaps arecontrolled by the CARBURETTOR PREHEATER knob on the instrument panel.
7.11.7Ignition system
The engine is equipped with the double contactless ignition system. Each ignitioncircuit has own source of energy, control unit, 2 ignition coils and 4 spark plugs. Itis fully autonomous on the other circuit of accumulator. High voltage current is dis-tributed to the spark plugs through high---voltage cables. Ignition sequence of indi-vidual engine cylinders:
Ignition circuits are controlled by the ignition switch on the instrument panel.Positions of ignition switch:OFF engine ignition is offR only ignition circuit B is onL only ignition circuit A is onBOTH both circuits are onSTART both circuits are on and starter is cranking the engine
7.12 Fuel systemFuel system serves for keeping fuel in the airplane and its feeding to the engine.Fuel system of SPORTSTAR airplane is composed of integral fuel tanks, fuel line, fuelselector, fuel filter, mechanical fuel pump --- located on the engine (auxiliary electricalfuel pump can be installed), distribution pipe of fuel with, return branch of fuel, fuelgauges and fuel tanks draining valves.
7.12.1Fuel tanks
Fuel is contained in the wing integral tanks having volume 15.85 U.S. gallons each.Each tank is fitted with air venting (output is under the wing tip) and draining valveon the bottom side of the wing. Fuel is led from the tanks through the hoses to thefuel selector located on a central console under the instrument panel and thenthrough a fuel filter to the engine pump and carburetors. Fuel return hose goesfrom the fuel pump into the left tank, which is due to considered as a �primary�tank. See figure 7---4 for Scheme of fuel system.
7.12.2Fuel selector
The fuel selector serves for tank selection and fuel delivery interruption in case ofengine fire or long parking of airplane.To move selector from OFF (closed) position it necessary pull the safety button onthe fuel selector, turn the handle from the OFF position to the left and then releasesafety button. Now the handle can be freely moved between LEFT and RIGHT posi-tion. Safety button prevents unintentionally switch the selector to OFF position.To move selector to OFF (closed) position it is necessary pull the safety button onthe fuel selector, turn the handle to the OFF position and then release safety button.Now the handle is blocked in the OFF position. Safety button prevents unintention-ally switch the selector from the OFF position during parking.
The fuel filter separates all mechanical impurities from fuel. The fuel filter is locatedin the cockpit on the left airframe panel.
7.12.4Indication of fuel quantity
Fuel quantity is measured by a float fuel gauge transmitter in each tank and indi-cated on fuel gauge on the instrument panel. LH fuel gauges indicates fuel quantityin the left (primary) tank, RH indicator in the right tank. True fuel quantity is indi-cated only on ground and in level flight and it takes approx. 2 minutes to level fuelafter transition from climb/descent.
7.12.5Fuel tank draining
Draining of the fuel tank is specified in chapter 8.5 in page 8---7.
7.13 Electrical systemThe airplane is equipped with 14 V DC electrical installation. A generator with pow-er of 250 W is the primary source of electrical energy. The secondary source of en-ergy is the accumulator 12V/16Ah that is located in the engine compartment on thefire wall. It is used for engine starting and in case of generator failure as an emer-gency source of energy and also serves as the smoothing filter of power system.
DC voltage is distributed to individual systems by main busbar. Each system is pro-tected by circuit breaker. If overloading of any of the circuits occurs, then the circuitbreaker is pulled out. Circuit beakers are listed in the Aircraft Maintenance and In-spection Procedures.
After switching MASTER SWITCH on and by turning the ignition key to STARTposition the starter is activated. The starter is power supplied from the accumulatorbefore engine start. After engine has been started and idle RPM reached, generatorstarts supplying current into electrical network.
7.13.1Lighting
Airplane can be equipeed with a external lighting.
External lighting can be composed of position lights and anticollision beaconswhich are located in wing tip and landing headlight which is located in left wingleading edge or in the lower engine cowling. Position lights are switched by POS.LIGHTS switch and anticollision beacon by BEACON switch. Landing headlight isswitched by LDG LIGHT (or REFLECTOR) switch.
7.13.2Electrical system scheme
See Aircraft Maintenance and Inspection Procedures.
7.14 Pitot---static systemPitot---static tube for sensing static and total pressure is located under the left halfof the wing. Total pressure is sensed through the opening in the Pitot---static tubeface. Static pressure is sensed through openings on the tube circumference. Sys-tem of pressure distribution to individual instruments are made by means of flexibleplastic hoses. Transparent draining reservoirs are located in the pressure branch ofstatic and total pressure on the left fuselage side by the wing leading edge.
Static pressure is led to altimeter, airspeed indicator, variometer and altitude encoder (ifinstalled). Total pressure is led only to the airspeed indicator.
Cockpit ventilation is ensured by two sliding windows located on the tilting canopy.
Cocpit heating is ensured by hot air from the heat exchanger. The heat exchangeris located on the exchaust pipe collector. Air from outside atmosphere is warmedup in the exhaust pipe collector and delivered through air hoses into the cockpit.Hot air quantity is regulated by the flap which is controlled by the HOT AIR knobon the instrument panel. The cockpit heating system can be equipped with a wind-shield blowing system.
7.16 Navigation and communication equipmentDescription of operation of navigation and communication equipment see section9 --- Supplements.
Section 8Airplane Handling,Servicing and Maintenance
January 15, 20068---2
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Section 8Airplane Handling,
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January 15, 2006 8---3
8.1 IntroductionThis section includes the procedures for airplaine handling, maintenance andoperation recommended by the manufacturer.
It is necessary to follow the set---down lubrication plan, scope and periodocity ofpreventive maintenance depending on climatic and flight conditions according tothe Aircraft Maintenance and Inspection Procedures of SPORTSTAR Light SportAircraft
Airplane owner should be in a permanent touch with the manufacturer, either direct-ly or through the network of business representatives, which enables him to get thenewest information concerning airplane operation, handling and maintenance. Themanufacturer distributes this information to users through Service bulletins (Manda-tory bulletins), Information bulletins (letters) and further instructions.
Mandatory bulletins are especially important for keeping up airworthiness and themanufacturer considers them mandatory although they do not come into effectbefore Airworthiness Directive is issued by aviation authority of user‘s country.
All correspondence with the airplane manufacturer, distributor or service centermust contain the airplane serial number. The airplane serial number is shown onthe title sheet of this Instructions and on the production plate behind the rest of pi-lot seats.
The manufacturer delivers along with aircraft SPORTSTAR the“ Aircraft OperatingInstructions (AOI)“ and the “ Aircraft Maintenance and Inspection Procedures(AMIP)”.
Qualification requirements to perform maintenance and repairs are mentioned inthe AMIP --- item 4.1.1.
Owner/Operator Responsibilities:
--- Each owner/operator of an LSA airplane shall read and comply with themaintenance and continued airqworthiness information and isntructionsprovided by the manufacturer.
--- Each owner/operator of an LSA airplane shall be responsible for providing themanufacturer with current contact information where the manufacturer maysend the owner/operator supplemental notification bulletins.
--- The owner/operator of an LSA airplane shall be responsible for notifying themanufacturer of any safety of flight issue or significant service difficulty upondiscovery.
--- The owner/operator of an LSA airplane shall be responsible for complying withall manufacturer issued notices of corrective action and for complying with all
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Section 8Airplane Handling,Servicing and Maintenance
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applicable aviation authority regulations in regard to maintaining theairworthiness of the LSA airplane.
--- An owner of an LSA airplane shall ensure that any needed corrective actionmust be completed as specified in a notice, or by the next scheduled annualinspection.
--- Should an owner/operator not comply with any mandatory service requirement,the LSA airplane shall be considered not in compliance with applicable ASTMStandards and may be subject to regulatory action by the presiding aviationauthority.
8.2 Airplane inspection periodPeriodical inspections and reviews of airplane must be carried out at the latest inthe following intervals:
--- after first 25¦ 2 hours of operation
--- after every 50¦ 3 hours of operation
--- after every 100¦ 5 hours of operation
--- annual inspection
Details on periodical inspections are provided in the Aircraft Maintenance and In-spection Procedures of SPORTSTAR.
Refer to the Rotax 912 Operator’s Manual for engine maintenance.Refer to the Propeller Maintenance Manual for propeller maintenance.
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Section 8Airplane Handling,
Servicing and Maintenance
January 15, 2006 8---5
8.3 Modifications or airplane repairsAll airplane repairs and modifications of airplane must be carried out by qualifiedpersonnel in an approved service center ( see AMIP --- item 4.1.1.).
Before any repairs/modification is made to the aircraft, consult the Civil aviation au-thority of the country in which the airplane is registered to assess effect of the re-pair/modification on the airworthiness.
Basic repairs of airplane are described in the Aircraft Maintenance and InspectionProcedures of SPORTSTAR.
8.4 Road transport
8.4.1 Airplane towing
It is possible to move the airplane on a short distance by holding the fuselage endin the position before the fin, enventually by holding the root part of wings.
The hand towing bar can be used for airplane relocation which will be fastened tothe nose wheel axis.
To turn the airplane on the spot, push on the fuselage end part in the area beforethe fin, lift the nose wheel and turn the airplane in required direction.
WARNING
SWITCH OFF IGNITION BEFORE GROUNDHANDLING WITH THE AIRPLANE!
CAUTION
AVOID EXCESSIVE PRESSURESON THE AIRFRAMESTRUCTURE, ESPECIALLYONTHEWINGTIPS,HTU,VTU ETC.
WHEN HANDLING THE AIRPLANE BY MEANS OFTHE TOWING BAR, PROPELLER BLADES MUST BESET TO HORIZONTAL POSITION. MAXIMUMDEFLECTION OF THE NOSE WHEEL IS ± 10˚.
AT MANUAL ENGINE STARTING GRASP THE PRO-PELLER BLADE AREA, I.E. NOT ONLY PROPELLEREDGE.
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Section 8Airplane Handling,Servicing and Maintenance
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8.4.2 Airplane parking
It is the most suitable solution to place the airplane into a hangar possibly into ano-ther covered room with stable temperature, good venting, low humidity and dust---free environment. In case of parking out of the hangar it is necessary to anchor theairplane and at long--- term parking to cover the canopy, possibly the whole air-plane with suitable tarpaulins.
8.4.3 Airplane anchoring
The airplane is anchored at parking out of hangar after termination of flight day oraccording to need. Anchoring of the airplane is necessary for its protection againstpossible damage, caused by wings and gusts. For this purpose the airplane isequipped with fixing eyes on the lower side of wings.
Procedure:
1. Check of fuel selector, off---position of all switches, ignition and master switch.
2. Lock manual control, e.g. by using safety belts
3. Close vent windows
4. Close and lock the cockpit canopy
5. Anchor the airplane to the ground by means of cables pulled through fixingeyes which are located on the lower side of wings. Further it is necessary to an-chor the nose landing gear.
NOTEIn case that long--- term airpplane anchoring is sup-posed, namely in winter period, it is suitable to coverthe canopy, eventually the whole airplane by appropri-ate tarpaulins which must be properly secured to theairplane structure.
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January 15, 2006 8---7
8.4.4 Airplane jacking
Airplane jacking presents no big difficulties due to relatively low airplane emptyweight and can be performed by two persons.
First, it is necessary to prepare two suitable rests which will support the airplane.
The airplane can be jacked in the following way:
--- by pushing from the above to the fuselage rear part in the position before the finthe front part of fuselage can be jacked and subsequently supported under thefire wall.
--- Rear part of fuselage can be slightly jacked only by grasping in the position nearthe auxiliary skid and by pushing from below and then the lower part of fuse-lage can be supported by the rest located in the area of the skid.
--- Wings van be jacked by pushing on the wing from below in the area of the mainspar. It is necessary to avoid jacking by grasping the wing tip.
8.4.5 Levelling
Levelling procedure is described in the Maintenance manual for SPORTSTAR air-plane.
8.4.6 Road transport
The airplane can be transported on communication after its laoding on an appropri-ate trail. It is necessary to dismount wings. The airplane must be secured againstpossible movement. This way you will preclude possible damage to the airplane.
8.5 Draining of fuel tankDraining should be done prior to first flight each day.
There is a drain valve of each wing tank located on its bottom.
Procedure:
1. Put a transparent cup under the drain valve.
2. Using screwdriver (or appropriate jig) press and turn drain valve counterclock-wise to open it.
3. Drain required quantity of fuel.
NOTEDraining serves to elimination of impurities anddepos-its from the fuel. Drain until clean fuel flows from thedrain valve.
4. Using screwdriver (or appropriate jig) turn drain valve clockwise to close it.
5. Repeat procedure for the opposite tank.
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Section 8Airplane Handling,Servicing and Maintenance
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8.6 Cleaning and careAlways use appropriate cleaning agents when cleaning airplane surface. Residuumof oil and fat can be removed form the airplane surface (excluding the canopy) bysuitable detergents, posibbly by petrol.
The canopy only to be cleaned by washing with ample stream of tepid water withaddition of appropriate detergents. Use soft rag, sponge or wash leather. Use suit-able polishing agent after wiping rests of water.
CAUTION
NEVERDRY---CLEANTHECANOPYANDNEVERUSEPETROL NOR CHEMICAL SOLVENTS!
Coating, upholstery and carpets in the cocpit can be removed from the cocpit,brushed and, if need be, cleaned with warm water with addition of appropriate de-tergent. Dry up upholstery after doing this .
This section contains the appropriate supplements necessary to safely and efficient-ly operate the airplane when equipped with various optional systems and equip-ment not provided with the standard airplane.
9.2 List of inserted supplements
Instal. Date Doc. No. Title of inserted supplement
Jan 15/06 S2006AOIUSS01 Transceiver KY97A
Jan 15/06 S2006AOIUSS02 Intercom PM 1000
Jan 15/06 S2006AOIUSS03 Transponder KT76A
Jan 15/06 S2006AOIUSS04 Airplane description of S/N
Jan 15/06 S2006AOIUSS05 GPS/COMM receiver KLX 135
Jan 15/06 S2006AOIUSS06 Flight clock LC---2
Jan 15/06 S2006AOIUSS07 Transceiver FILSER ATR 600
Jan 15/06 S2006AOIUSS08 GPS/NAV/COMM receiverGARMIN GNS 430/430A
Jan 15/06 S2006AOIUSS09 Transponder ATC GARMIN GTX 327
Jan 15/06 S2006AOIUSS010 Intercom PCD7100---I(PS ENGINEERING INCORPORATED)
Jan 15/06 S2006AOIUSS011 Rocket activated parachute rescuesystem Magnum Speed Soft 650
Jan 15/06 S2006AOIUSS012 Horizon RCA 26
Jan 15/06 S2006AOIUSS013 Float operation CZAW 1150
Jan 15/06 S2006AOIUSS014 Horizon LUN 1202
Jan 15/06 S2006AOIUSS015 Towing gear
Jan 15/06 S2006AOIUSS016 Pitot tube heating
Jan 15/06 S2006AOIUSS017 Emergency Locator Transmitter AK---450
--- --- S2006AOIUSS018 Not used
Jan 15/06 S2006AOIUSS019 Stall warning system ACI type T1b
9.1 Introduction This section contains the appropriate supplements necessary to safely and efficiently operate the airplane when equipped with various optional systems and equipment not provided with the standard airplane.
9.2 List of inserted supplements
Instal. Date Doc. No. Title of inserted supplement
� Jan 15/06 S2006AOIUSS01 Transceiver KY97A
� Jan 15/06 S2006AOIUSS02 Intercom PM 1000
� Jan 15/06 S2006AOIUSS03 Transponder KT76A
� Jul 20/06 S2006AOIUSS04 Airplane description of S/N 2006 0702
Jan 15/06 S2006AOIUSS05 GPS/COMM receiver KLX 135
Jan 15/06 S2006AOIUSS06 Flight clock LC-2
Jan 15/06 S2006AOIUSS07 Transceiver FILSER ATR 600
Jan 15/06 S2006AOIUSS08 GPS/NAV/COMM receiver
GARMIN GNS 430/430A
Jan 15/06 S2006AOIUSS09 Transponder ATC GARMIN GTX 327
Jan 15/06 S2006AOIUSS010 Intercom PCD7100-I
(PS ENGINEERING INCORPORATED)
Jan 15/06 S2006AOIUSS011 Rocket activated parachute rescue system
Magnum Speed Soft 650
Jan 15/06 S2006AOIUSS012 Horizon RCA 26
Jan 15/06 S2006AOIUSS013 Float operation CZAW 1150
Jan 15/06 S2006AOIUSS014 Horizon LUN 1202
Jan 15/06 S2006AOIUSS015 Towing gear
Jan 15/06 S2006AOIUSS016 Pitot tube heating
� Jan 15/06 S2006AOIUSS017 Emergency Locator Transmitter AK-450
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Section 9 Supplements
- - S2006AOIUSS018 Not used
� Jan 15/06 S2006AOIUSS019 Stall warning system ACI type T1b
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Section 9 Communication
Transceiver KY 97A
SUPPLEMENT No. 1
TRANSCEIVER
BENDIX/KING KY 97 A
Registration mark: N644SB
Serial number: 2006 0702
This Supplement must be contained in the Aircraft Operating Instructions if communication system BENDIX/KING KY 97 A is installed on the airplane in accordance with the approved airplane manufacturer documentation.
Information contained in this Supplement add or replace information from the standard Aircraft Operating Instructions in the further mentioned parts only.
Limitations, procedures and information not mentioned in this Supplement are contained in the standard Aircraft Operating Instructions.
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Section 9 Communication
Transceiver KY 97A
Communication system BENDIX / KING KY 97A
Section 1 - GENERAL This Supplement adds information necessary for airplane operation with navigation and communication system BENDIX/KING KY 97 A installed on the airplane SPORTSTAR.
Section 2 - LIMITATIONS During engine starting the navigation and communication system KY 97 A must be switched off.
Section 3 - EMERGENCY PROCEDURES NOT AFFECTED
Section 4 - NORMAL PROCEDURES
Operation of communication radiostation (COMM) POWER UP
1. ON/OFF/VOLUME knob turn clockwise to the ON position
The transceiver will display the last used frequencies in the USE and STBY windows.
To override the automatic squelch, pull the ON/OFF/VOLUME knob out and rotate it for desired listening level on the noise being produced by the transceiver. Push the knob back in to activate the automatic squelch.
FREQUENCY MODE
1. PULL 25K frequency selection knobs SET the required frequency (in the standby window STBY)
2. Transfer button PRESS
Frequency is transferred from the standby to the active window.
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Section 9 Communication Transceiver KY 97A
3. Button on the control stick – at transmitting PRESS – at receiving RELEASE
“TX” lights up at receiving next to the active frequency.
If transmitting takes longer than 35 s, transmitting mode is changed automatically to receiving and the active COMM frequency starts flashing.
PROGRAM MODE
The program mode is used to set memory locations for use in the channel mode.
1. CHAN button PRESS and HOLD longer than 2 sec.
PG annunciator appears in the display. The last used active frequency will remain tuned in the USE window and the last used channel will flash.
2. Turn eighter frequency selection knob changes the channel number.
After selecting the desired channel number:
3. Transfer button PRESS
The channel number will fash.
4. PULL 25K frequency selection knobs SET the required frequency
To exit the Program mode, momentarily press the CHAN button. The unit will also automatically exit the Program mode if approximately 20 seconds elapse with no programming.
CHANNEL MODE
The channel mode is used to recall preset channel stored in memory.
In frequency mode:
1. CHAN button PRESS
The last active frequency remains displayed in the USE window. The last used channel number is displayed in the channel window.
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Section 9 Communication
Transceiver KY 97A
2. PULL 25K frequency selection knobs TURN to change the channel number and the channel’s corresponding frequency in the STBY window
If there is no activity for 5 seconds the unit will return to the frequency mode with the channel frequency remaining in the STBY window.
If you press the transfer button, while the unit is in the channel mode, the channel frequency will become the USE frequency and the last USE frequency will become the STBY frequency.
COMM DIRECT TUNING MODE
1. Transfer button PRESS and HOLD longer than 2 sec.
2. PULL 25K frequency selection knobs SET the required frequency
3. Directly set the required frequency in the active window, the STBY window is not indicated.
4. Transfer button PRESS
The unit returns to the frequency mode.
DEFAULT MODE
1. Transfer button PRESS and simultaneously switch on the unit
In this way it is possible to set frequency of 120.00 MHz automatically at random in case of frequency indication failure on the display.
2. PULL 25K frequency selection button SET the required frequency
By turning the outer knob of frequency selection clockwise (CW), frequency of 120.00 MHz is increased by 1 MHz, by turning it counter- clockwise (CCW), this frequency is decreased by 1 MHz, by every turning the inner knob of frequency selection CW, the frequency is increased by 50 kHz, by turing CCW, the frequency is decreased by 50 kHz, by pulling the inner knob of frequency selection and by turning it CW, the frequency is increased by 25 kHz, by turning it CCW, the frequency is decreased by 25 kHz
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SETTING VOLUMEOF LISTENING-IN
1. PULL IDENT knob PULL, set volume by turning
Section 5 - PERFORMANCE - NOT AFFECTED
Section 6 - WEIGHT AND BALANCE NOT AFFECTED
Section 7 - AIRPLANE AND SYSTEM DESCRIPTION Communication transceiver BENDIX/KING KY 97 A contains 760-channel communication VHF radiostation. Communication transceiver (COMM) works in frequency range of 118.000 up to 136.975 MHz with 25 kHz interval.
Figure 1 Front panel KY 97A
Communication transceiver has four operation modes: frequency mode, direct tuning mode, program mode and default mode. In the frequency mode it is possible to tune the standby frequency and to replace it by the active one. In the mode of direct tuning it is possible to set the active frequency directly. The program mode enables to store or recall frequency in/from the memory. The default mode enables to set frequency at random in case of a display failure.
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Section 9 Communication
Transceiver KY 97A
Communication radiostation is equipped with automatic squelch that is active in pressed down position of the controller OFF/PULL TEST. When the controller is pulled, the automatic squelch is suppressed.
Frequency is set by two concentric knobs on the right side of the unit. By turning the bigger knob, the frequency is set left from decimal point (MHz), by turning the smaller knob, the frequency is set right from decimal point (kHz). If the smaller knob is pressed, the frequency is change by 50 kHz step, if pulled, the frequency is changed by 25 KHz step. By turning knobs clockwise, the frequency is increased, by turning counter-clockwise the frequency is decreased.
By pressing the transfer button for 2 sec., the frequency indication display goes over to the so called direct tuning mode. Only the active frequency is indicated which can be directly tuned by both of the concentric knobs. Display will return to the active mode/standby frequency mode by pressing the transfer button again.
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Section 9 Intercom PM 1000
SUPPLEMENT No. 2
INTERCOM
PM1000
Registration mark: N644SB
Serial number: 2006 0702
This Supplement must be contained in the Aircraft Operating Instructions if intercom PM 1000 is installed on the airplane in accordance with the approved airplane manufacturer documentation.
Information contained in this Supplement add or replace information from the standard Aircraft Operating Instructions in the further mentioned parts only.
Limitations, procedures and information not mentioned in this Supplement are contained in the standard Aircraft Operating Instructions.
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Section 9 Intercom PM 1000
Intercom PM 1000
Section 1 - GENERAL This Supplement adds information necessary for airplane operation with intercom PM 1000 that is installed according to the approved airplane manufacturer documentation.
Section 2 - LIMITATIONS - Not affected
Section 3 - EMERGENCY PROCEDURES FAILURE OF INTERCOM ELECTRICAL FEEDING
If electric current feeding of intercom is interrupted, then the installed relay interconnects pilot head set directly with the VHF radiostation.
Section 4 - NORMAL PROCEDURES Switching-on
1. Left inner knob SWITCH ON by clockwise turning. and set volume
2. Left outer knob by turning set the level of intercom switching
Volume level and squelch for co-pilot can be set by right outer and inner knob.
ISO mode
1. Mode switch ISO
Pilot is disconnected from communication with the co-pilot and can hear just received signal from the radiostation.
ALL mode
2. Mode switch ALL
Pilot and co-pilot can communicate with each other and both can hear the received signal from the radiostation.
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Section 5 - PERFORMANCE - Not affected
Section 6 - WEIGHT AND BALANCE - Not affected
Section 7 - AIRPLANE AND SYSTEM DESCRIPTION PM 1000 is a voice-activated intercom that enables to interconnect up to four headsets. It is equipped with setting volume and level of switching the intercom individually for pilot headsets and for co-pilot. For transmitting via VHF radiostation it is necessary to press down and hold the button on the control sticks.
PM 1000 works in two modes:
ISO - pilot is disconnected from voice communication with the other crew member and is connected with VHF radiostation only.
ALL- both crew members are connected to radiostation receiving and can communicate with each other.
Figure 1 Intercom PM 1000
volume for pilotKnob for switching and setting
of intercom switching for pilotKnob for setting level Mode
selector switching for the other crew member
Knob for setting of intercom
for co-pilotKnob for setting volume
Green light signallingelectric current feeding
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Section 8 - AIRPLANE HANDLING, SERVICING AND MAINTENANCE Not affected
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Section 9 ATC Transponder
KT 76A
SUPPLEMENT No. 3
ATC TRANSPONDER
BEDIX/KING KT 76A
Registration mark: N644SB
Serial number: 2006 0702
This Supplement must be contained in the Aircraft Operating Instructions if transponder BENDIX/KING KT 76A is installed on the airplane in accordance with the approved airplane manufacturer documentation.
Information contained in this Supplement add or replace information from the standard Aircraft Operating Instructions in the further mentioned parts only.
Limitations, procedures and information not mentioned in this Supplement are contained in the standard Aircraft Operating Instructions.
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Section 9 ATC Transponder
KT 76A
ATC transponder KT 76A
Section 1 - GENERAL This Supplement adds information necessary for operation of the airplane with the ATC transponder BENDIX/KING KT 76A that is installed in accordance with the approved airplane manufacturer documentation.
Section 2 - LIMITATIONS The transponder must be switched off during engine starting.
Section 3 - EMERGENCY PROCEDURES Meaning of emergency codes:
7500 - subject of illegal action
7600 – radio communication off
7700 - state of emergency
0000 - DO NOT USE, it is designed for military purposes
Section 4 - NORMAL PROCEDURES SWITCHING ON THE TRANSPONDER
Before engine starting make sure that the transponder is switched off (OFF position). Switch the transponder on after its starting up.
1. Knobs of code selection SET the required code
After engine starting set the mode selector to SBY position.
2. Mode selector SBY
Wait 45-50 second until the transponder is able to transmit. The transponder is in waiting mode now, it is ready for transmitting.
3. Mode selector ON or ALT
After take-off switch to ON position (the transponder will transmit in A mode) or to ALT position (the transmitter will transmit in A and also C mode, i.e. it will transmit airplane altitude, too)
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4 of 6 January 15, 2006
Section 9 ATC Transponder KT 76A
RESETTING THE CODE
1. Mode selector SBY
2. Knobs for code selection SET the required code
3. Mode selector ON or ALT
The required code is loaded in permanent memory (it does not require battery feeding) and will be transmitted automatically until it is resetted.
CAUTION
CODES MUST BE SET ACCORDING TO VALID REGULATIONS FOR AIRPLANE OPERATION OR ACCORDING TO ATC. INSTRUCTIONS (STANDARD STRANSPONDER SETTING CODE FOR FLIGHTS IN CONTROLLED AREA IS 2000 (UNLESS ATC SETS ANOTHER ONE), FOR FLIGHTS IN NON-CONTROLLED AREA IS STANDARD TRANSPONDER SETTING CODE 7000).
TRANSPONDER MUST NOT BE SWITCHED ON TO “ON” OR “ALT” MODE WITH SET EMERGENCY CODE 7500, 7600, 7700.
TRANSPONDER CODER CODES STANDARD ALTITUDE (29.92 IN.HG OR 1013.2 HPA).
If ATC requires for switching off transmitting altitude:
1. Mode selector ON
Responder is liable for all valid requests in A mode. Information on altitude in C mode are suppressed .
If ATC requires for IDENT transmitting:
1. IDENT button PRESS DOWN
The transponder will transmit code in A mode and special identification signal enabling ATC better to identify the airplane in a heavy traffic. During this time the transponder light above IDENT button will light. .
AIRCRAFT OPERATING INSTRUCTIONS
Doc. No. S2006AOIUSS03
January 15, 2006 5 of 6
Section 9 ATC Transponder
KT 76A
TESTING TRANSPONDER FUNCTION
1. Mode selector HOLD IN POSITION TST
Transponder light will light up permanently at a proper feeding.
Section 5 - PERFORMANCE - Not affected
Section 6 - WEIGHT AND BALANCE - Not affected
Section 7 - AIRPLANE AND SYSTEM DESCRIPTION Transponder KT 76A is a part of radiolocation ATC system installed on the airplane board. It enables air traffic controller to identify the airplane on the radar screen. In connection with the altitude encoder the transponder can transmit flight level of the airplane.
If interrogated by ground radar in A mode, the transponder will respond by transmitting the encoded four-digit identification number allocated by the air traffic controller. This code is l entered by pilot into the responder and on the basis of it the air traffic controller can identify every airplane quipped with the transponder according to the set code. Code information is displayed on the ground radar screen in an appropriate area and azimuth.
Responder can send information on flight level altitude with step of 100 ft within the range from 1000 to 35 000 ft.
By turning the mode selector (Fig. 1) the individual modes of the transponder OFF, SBY, TST, ON and ALT can be selected. Special identification code transmitting for ATC needs is activated by IDENT button.
AIRCRAFT OPERATING INSTRUCTIONS
Doc. No. S2006AOIUSS03
6 of 6 January 15, 2006
Section 9 ATC Transponder KT 76A
Figure 1 Front panel KT 76A
The transponder is not supplied with power in OFF mode (switched off).
In SBY (standby) mode the transponder is supplied but does not transmit answers. It is possible to reset code in this mode.
In TST mode (testing) the transponder light is permanently on.
In On mode (operation) answers are transmitted to all valid interrogations in A mode.
In ALT mode (altitude) answers are transmitted to all valid interrogations in A and C mode. Information on altitude is transmitted in C mode.
Transponder transmission is automatic and is indicated by transponder light flashing above IDENT button within interval of 10 - 15 s. Transponder light can light on more often, possibly nearly permanently in case of location by more radars.
Section 8 - AIRPLANE HANDLING, SERVICING AND MAINTENANCE - Not affected
AIRCRAFT OPERATING INSTRUCTIONS
Doc. No. S2006AOIUSS04
July 20, 2006 1 of 10
Section 9 Aircraft Description
S/N 2006 0702
SUPPLEMENT No. 4
AIRCRAFT DESCRIPTION
Registration mark: N644SB
Serial number: 2006 0702
This Supplement must be contained in the Aircraft Operating Instructions during operation of the airplane of S/N 2006 0702.
Information contained in this Supplement add or replace information from the basic Aircraft Operating Instructions in the further mentioned parts only.
Limitations, procedures and information not mentioned in this Supplement are contained in the basic Aircraft Operating Instructions.
AIRCRAFT OPERATING INSTRUCTIONS
Doc. No. S2006AOIUSS04
2 of 10 July 20, 2006
Section 9 Aircraft Description S/N 2006 0702
RECORD OF REVISIONS
Rev. No.
Affected Pages Description/Validity Approved / Date
Incorpo-rated by / Date
AIRCRAFT OPERATING INSTRUCTIONS
Doc. No. S2006AOIUSS04
July 20, 2006 3 of 10
Section 9 Aircraft Description
S/N 2006 0702
AIRCRAFT DESCRIPTION
SECTION 1 - GENERAL This Supplement adds information necessary for airplane operation with equipment installed in the airplane SPORTSTAR of S/N 2006 0702.
Limitations, procedures and information not mentioned in this Supplement are contained in the basic Aircraft Operating Instructions.
SECTION 2 - LIMITATIONS
2.4 POWERPLANT
Engine type: ROTAX 912ULS
This engine type is valid in the all Aircraft Operating Instructions.
2.6 MISCELLANEOUS INSTRUMENT MARKING There are additional instruments with following colour marking in the aircraft:
Instrument Units Red line Green arc Yellow arc Red line
Lower limit Normal
operation
range
Caution
range
Upper limit
Fuel pressure
indicator
PSI 2.2 - - 5.8
Voltmeter V 10 12.4 - 15.1 10 - 12.4 15.1
AIRCRAFT OPERATING INSTRUCTIONS
Doc. No. S2006AOIUSS04
4 of 10 July 20, 2006
Section 9 Aircraft Description S/N 2006 0702
Section 3 - EMERGENCY PROCEDURES Not affected
Section 4 - NORMAL PROCEDURES Not affected
Section 5 - PERFORMANCE Not affected
Section 6 - WEIGHT AND BALANCE Not affected
AIRCRAFT OPERATING INSTRUCTIONS
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July 20, 2006 5 of 10
Section 9 Aircraft Description
S/N 2006 0702
Section 7 - AIRPLANE AND SYSTEM DESCRIPTION
7.3.4 Elevator trim tab control Elevator trim tab control is electric. Control elements are located on the top of the left and right stick. Trim tab position indicator is located on the instrument panel.
7.4 CONTROLS IN COCKPIT Pos. 14 is cancelled. Elevator trim tab control is electric. Control elements are located on the top of the left and right stick.
AIRCRAFT OPERATING INSTRUCTIONS
Doc. No. S2006AOIUSS04
6 of 10 July 20, 2006
Section 9 Aircraft Description S/N 2006 0702
7.5 INSTRUMENT PANEL
AIRCRAFT OPERATING INSTRUCTIONS
Doc. No. S2006AOIUSS04
July 20, 2006 7 of 10
Section 9 Aircraft Description
S/N 2006 0702
Switches from the left - See Instrument panel SOCKET - if switched on, the socket is under electric power FUEL PUMP - switches on/off the fuel pump COCKPIT LIGHT- switches on/off the cockpit light LDG LIGHT - switches on/off the landing light POS LIGHTS - switches on/off the position lights and instrument lighting BEACONS - switches on/off the beacons ADI- switches on/off the attitude direction indicator A/P- switches on/off the autopilot AVIONICS SWITCH - switches on/off avionics AUX GEN - switches on/off auxiliary generator GEN - switches on/off generator MASTER SWITCH
Left side of the instrument panel: LDG LIGHT circuit breaker of landing light COCKPIT LIGHT circuit breaker of cockpit light INSTR LIGHTING circuit breaker of instrument lighting POS LIGHTS circuit breaker of position lights BEACONS circuit breaker of beacons ADI circuit breaker of attitude direction indicator INSTR circuit breaker of OAT indicator and voltmeter FUEL IND circuit breaker of fuel indicator and fuel pressure indicator ENGINE INSTR circuit breaker of the oil temperature indicator, oil pressure indicator and cylinder head temperature indicator ENGINE INSTR circuit breaker of the engine speed indicator and engine hours indicator AUX GEN FIELD circuit breaker of auxiliary electric generator field AUX GEN circuit breaker of auxiliary electric generator GEN circuit breaker of electric generator ACCU circuit breaker of accumulator Right side of the instrument panel: FUEL PUMP circuit breaker of electric auxiliary fuel pump TRIM circuit breaker of electric trim tab position control STALL WARNING circuit breaker of stall warning system A/P circuit breaker of autopilot COMM circuit breaker of radiostation IC circuit breaker of intercom XPDR circuit breaker of transponder ALT ENCOD circuit breaker of altitude encoder GPS circuit breaker of GPS
AIRCRAFT OPERATING INSTRUCTIONS
Doc. No. S2006AOIUSS04
8 of 10 July 20, 2006
Section 9 Aircraft Description S/N 2006 0702
7.5.1 Instruments
No. of
installed
Instrument Type
1 Airspeed indicator LUN 1106.14B2
1 Altimeter LUN 1128.12B3
1 Rate-of-climb indicator LUN 1144.A2B1
1 Compass C2300-L4
1 Outer air thermometer Mitchell
7.5.2 Navigation and communication equipment
No. of
installed
Equipment Type
1 Communication transceiver KY 97A
1 Transponder KT 76A with A-30 enc.
1 Intercom PM 1000 II
1 Horizon with directional gyro ADI
1 Autopilot TruTrak Digiflight II
1 GPS GARMIN 396
1 Emergency locator transmitter AK-450
NOTE For autopilot and GPS operating instructions see manual delivered with instrument.
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July 20, 2006 9 of 10
Section 9 Aircraft Description
S/N 2006 0702
7.11 POWER UNIT
7.11.3 Engine instruments The following instrument are added:
No. of
installed
Equipment Type
1 Fuel pressure indicator Mitchell
1 Engine hours indicator HOBBS
1 Voltmeter Mitchell
7.11.5 Engine lubrication system Oil thermostat is added to lubrication system to stabilize oil temperature.
7.13 Electrical system The auxiliary generator is installed on this aircraft.
7.13.1 Lighting The instruments with internal lighting and cockpit light are installed on this aircraft.
7.15 SUPPLEMENTARY EQUIPMENT
7.15.1 Ventilation and heating system The cockpit heating system is equipped with canopy defog system.
Other airplane equipment There is installed following equipment in the airplane:
- auxiliary generator SD20 - auxiliary electric fuel pump - double brake system with parking brake - electric trim tab control - stall warning system ACI type T1b - adjustable rudder control pedals
AIRCRAFT OPERATING INSTRUCTIONS
Doc. No. S2006AOIUSS04
10 of 10 July 20, 2006
Section 9 Aircraft Description S/N 2006 0702
- position lights with beacons Whelen A 600 - landing light Whelen A715 - aerodynamic wheel covers - cap for oil level check on the upper engine cowling - upholstered instrument panel cover and baggage compartment - sun shield in the cockpit
Section 8 - AIRPLANE HANDLING, SERVICING AND MAINTENANCE Not affected
AIRCRAFT OPERATING INSTRUCTIONS
Doc. No. S2006AOIUSS17
January 15, 2006 1 of 10
Section 9 ELT
AK - 450
SUPPLEMENT No. 17
EMERGENCY LOCATOR TRANSMITTER
MODEL AK-450
AMERI-KING CORPORATION
Registration mark: N644SB
Serial number: 2006 0702
This Supplement must be contained in the Aircraft Operating Instructions if Emergency Locator Transmitter (ELT) AK-450 is installed on the airplane in accordance with the approved airplane manufacturer documentation.
Information contained in this Supplement add or replace information from the basic Aircraft Operating Instructions in the further mentioned parts only.
Limitations, procedures and information not mentioned in this Supplement are contained in the basic Aircraft Operating Instructions.
AIRCRAFT OPERATING INSTRUCTIONS
Doc. No. S2006AOIUSS17
2 of 10 January 15, 2006
Section 9 ELT AK-450
RECORD OF REVISIONS
Rev. No.
Affected Pages Description/Validity Approved
/ Date
Incorpo-rated by / Date
AIRCRAFT OPERATING INSTRUCTIONS
Doc. No. S2006AOIUSS17
January 15, 2006 3 of 10
Section 9 ELT
AK - 450
Emergency Locator Transmitter AK-450
Section 1 - GENERAL This Supplement adds information necessary for operation of the airplane with the Emergency Locator Transmitter (ELT) AK-450 that is installed in accordance with the approved airplane manufacturer documentation.
Section 2 - LIMITATIONS
CAUTION
NEVER UNREASONABLY ACTIVATE ELT
Section 3 - EMERGENCY PROCEDURES Before performing a forced landing, especially in remote and mountainous areas, the ELT should be activated manually by pressing the ON button on the remote unit. The red LED on the remote unit illuminates.
Immediately after a forced landing where emergency assistance is required, the ELT should be utilized as follows:
CAUTION
THE REMOTE UNIT COULD BE INOPERATIVE IF DAMAGED DURING FORCED LANDING. HOWEVER, TURNING THE ELT ON REQUIRES MANUAL SWITCHING TO ON POSITION OF THE MAIN SWITCH WHICH IS LOCATED ON THE ELT MAIN UNIT.
1. ENSURE ELT ACTIVATION
• Press the ON button on the remote unit, even if the LED illuminates.
• Ensure that the external ELT antenna has no damage. If the antenna has broken, continue according to item 3.
• If the aircraft’s radio is operable and can be safely used (no threat of fire or explosion), turn ON and select 121.5 MHz. If the ELT can be heard transmitting, it is working properly.
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4 of 10 January 15, 2006
Section 9 ELT AK-450
2. PRIOR TO SIGHTING RESCUE AIRCRAFT
• Conserve airplane battery. Do not activate radio transceiver.
3. WHEN LEAVING THE SCENE OF THE ACCIDENT
• Disconnect remote unit and external antenna.
• Remove ELT main unit from the aircraft.
• Attach an auxiliary antenna (stored on the ELT case) to the ELT and fully extend it. Keep the antenna vertically oriented as much as possible.
• Place main switch to ON position. The ELT LED ON light should be illuminated.
• When portable ELT is used in cold weather, unit should be kept as warm as possible by placing it inside your clothing with the antenna protruding.
4. AFTER SIGHTING RESCUE AIRCRAFT
• Press RESET button on the remote unit or on the main unit to prevent radio interference. Attempt contact with rescue aircraft with the radio transceiver set to a frequency to 121.5 MHz. If no contact is established, press ON button on the remote unit or switch on main switch on the main unit immediately.
5. FOLLOWING RESCUE
• Press the RESET button on the remote unit or main unit to terminate emergency transmission.
Section 4 - NORMAL PROCEDURES PREFLIGHT CHECK
On the main ELT unit (in the baggage compartment)
1. Main switch ARM
2. Red LED check off
On the remote ELT unit (on the instrument panel)
3. Red LED check off
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Doc. No. S2006AOIUSS17
January 15, 2006 5 of 10
Section 9 ELT
AK - 450
IN FLIGHT
NOTE The ELT may be activated inadvertently by heavy turbulence. The ELT should then be reset by pressing RESET button on the remote unit. Ensure that the ELT does not transmit - red LED must not illuminate. If the RESET button on the remote unit does not cause the LED ON light to extinguish, the RESET button on the main unit should be pressed.
POSTFLIGHT CHECK
On the remote ELT unit (on the instrument panel)
1. Red LED check off
On the main ELT unit (in the baggage compartment)
2. Red LED check off
3. Main switch OFF
Section 5 - PERFORMANCE - Not affected
Section 6 - WEIGHT AND BALANCE - Not affected
Section 7 - AIRPLANE AND SYSTEM DESCRIPTION The emergency locator transmitter model AK-450 is installed in this aircraft. It is intended to be rigidly attached to the aircraft before the crash, but readily removable from the aircraft after a crash. The aircraft mounted antenna may be disconnected and an auxiliary antenna (stored on the ELT case) attached to the ELT. The ELT can be tethered to a survivor. The ELT is intended to aid SAR teams in locating the crash site or survivor(s).
The ELT is automatically activated upon sensing a change of velocity of 3.5 +/- 0.5 feet/second, along its longitudinal axis. When activated ELT is transmitting the standard swept tone on 121.5 and 243.0 MHz . The entire ELT system is self powered by its own internal batteries.
AIRCRAFT OPERATING INSTRUCTIONS
Doc. No. S2006AOIUSS17
6 of 10 January 15, 2006
Section 9 ELT AK-450
Figure1 - ELT remote unit
Figure2 - ELT main unit
NOTE For detailed description see Installation and Operation Manual For Model AK-450, document No. IM-450, Rev. A dated 10/18/95 or later applicable version, which is delivered with the ELT.
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January 15, 2006 7 of 10
Section 9 ELT
AK - 450
Section 8 - AIRPLANE HANDLING, SERVICING AND MAINTENANCE
TESTING ELT FUNCTION
NOTE The ELT function should be tested every 3 months.
The test consist of turning the unit “ON” and then resetting it to verify that the transmitter, latch circuit, batteries and associated equipment are operating properly. Regulations require that the transmitter test only be done during the first 5 minutes of each hour and must not last more then 3 audio sweeps (1.5 seconds). If you are at location where there is an control tower or other monitoring facility, notify the facility before beginning the tests. Never activate the ELT while airborne.
1. Monitor 121.5 MHz using the aircraft COM receiver or portable hand held receiver. Turn the squelch all the way down or OFF.
On the main unit
2. Main switch ARM
On the remote unit
3. ON button push
Verify that both the LED ON lights, located on the main unit and the remote unit, are illuminated. Verify that the audio sweep tone can be heard on the COM receiver.
On the remote unit
4. RESET button push
Verify that the both LED ON lights are extinguished and the audio sweep tone should stop.
AIRCRAFT OPERATING INSTRUCTIONS
Doc. No. S2006AOIUSS17
8 of 10 January 15, 2006
Section 9 ELT AK-450
PERIODIC MAINTENANCE
NOTE The ELT inspection must be performed a minimum of one time each 12 months.
Inspection procedure is mentioned in the Installation and Operation Manual For Model AK-450, document No. IM-450, Rev. A dated 10/18/95 or later applicable version.
You can also obtain manual from http://www.ameri-king.com/pdf/9.1.22.pdf
BATTERY REPLACEMENT
NOTE Battery replacement procedure is mentioned in the item 2.5 of the Installation and Operation Manual For Model AK-450, doc. No. IM-450, Rev. A dated 10/18/95 or later applicable version.
MAIN UNIT The ELT main unit is designed to use only DURACELL MN1300 alkaline batteries which are dated by the manufacturer. The use of any other battery will void any warranties of the ELT producer and ELT does not meet the requirements of TSO-C91a.
Battery replacement is required upon reaching the date marked upon each cell. All cells must be replaced at the same time and the cells must have the same expiration date.
The expiration date of the batteries must be indicated on the outside of the ELT battery case and recorded in the aircraft log book. Adhesive labels are provided to record this information.
REMOTE UNIT The ELT remote unit is designed to be powered by a single Duracell DL1/3NB 3 Volt Lithium battery. Under normal operating condition the lithium battery must be replaced every eight years. Alkaline type cells are available from various manufacturers and may be used in place of the lithium cell. Under normal operating conditions, the alkaline battery must be replaced every four years.
AIRCRAFT OPERATING INSTRUCTIONS
Doc. No. S2006AOIUSS17
January 15, 2006 9 of 10
Section 9 ELT
AK - 450
The expiration date of the battery must be indicated on the outside of the ELT battery case and recorded in the aircraft log book. Adhesive labels are provided to record this information.
NOTE The all batteries (for main and remote unit) must be also replaced when the ELT has been in use for more than one cumulative hour or when ELT was activated for an unknown period of time (i.e. unintentional activation).
AIRCRAFT OPERATING INSTRUCTIONS
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10 of 10 January 15, 2006
Section 9 ELT AK-450
Intentionally left blank
AIRCRAFT OPERATING INSTRUCTIONS
Doc. No. S2006AOIUSS19
January 15, 2006 1 of 6
Section 9 Stall Warning System
ACI type T1b
SUPPLEMENT No. 19
STALL WARNING SYSTEM
ACI type T1b
Registration mark: N644SB
Serial number: 2006 0702
This Supplement must be contained in the Aircraft Operating Instructions if Stall Warning System ACI type T1b is installed on the airplane in accordance with the approved airplane manufacturer documentation.
Information contained in this Supplement add or replace information from the basic Aircraft Operating Instructions in the further mentioned parts only.
Limitations, procedures and information not mentioned in this Supplement are contained in the basic Aircraft Operating Instructions.
AIRCRAFT OPERATING INSTRUCTIONS
Doc. No. S2006AOIUSS19
2 of 6 January 15, 2006
Section 9 Stall Warning System ACI type T1b
RECORD OF REVISIONS
Rev. No.
Affected Pages Description/Validity Approved / Date
Incorpo-rated by / Date
AIRCRAFT OPERATING INSTRUCTIONS
Doc. No. S2006AOIUSS19
January 15, 2006 3 of 6
Section 9 Stall Warning System
ACI type T1b
Section 1 - GENERAL This Supplement adds information necessary for airplane operation with stall warning system ACI type T1b that is installed according to the approved airplane manufacturer documentation.
Section 2 – LIMITATIONS
2. 17 Limitation placards The following placard is added on the instrument panel:
Section 3 - EMERGENCY PROCEDURES
3.10.3 Stall warning system (SWS) audio signalizati on When SWS audio alarm is heard:
1. Control stick release or pull to increase airspeed, adjust engine power
SWS audio alarm must end.
Section 4 - NORMAL PROCEDURES
4.4 Pre-flight check 2. Left wing - check
• stall speed vane conditon and its free movement
12. Right wing - see 2. except the landing light (if installed), Pitot tube and stall speed vane
• stall speed vane conditon and its free movement
AIRCRAFT OPERATING INSTRUCTIONS
Doc. No. S2006AOIUSS19
4 of 6 January 15, 2006
Section 9 Stall Warning System ACI type T1b
18. Cockpit check
• Perform stall warning system check:
MASTER SWITCH ON
Stall speed vane (on the left wing) lift
The audio alarm must sound when vane is lifted.
Stall speed vane release
MASTER SWITCH OFF
NOTE
During ground manoeuvring in blustery wind conditions the SWS audio alarm may sound occasionally.
Section 5 - PERFORMANCE
5.2.2 Stall speeds If airplane speed is approximately 8 kts (9 mph) and less above stall speed the audible alarm is heard.
Section 6 - WEIGHT AND BALANCE - Not affected
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Doc. No. S2006AOIUSS19
January 15, 2006 5 of 6
Section 9 Stall Warning System
ACI type T1b
Section 7 - AIRPLANE AND SYSTEM DESCRIPTION
7.15 Miscellaneous equipment 7.15.1 Stall warning system
Stall warning system ACI type T1b is installed on this airplane to warn pilot that airspeed is decreasing near to stall.
Stall speed vane (sensor) is located on the left wing, audible alarm box is located in the cockpit (behind the instrument panel).
Fig.1- Stall speed vane on the left wing
Section 8 - AIRPLANE HANDLING, SERVICING AND MAINTENANCE
8.2 Airplane inspection period Lubricating points
Annualy apply a drop of engine oil to each end of the stall warning system vane shaft on the left wing.
