GLASAIR SUPER II-S FT N11HC - 44RF.com11hc.44rf.com/manuals/poh/poh_n11hc.pdf · FAA Approved...

Pilot’s Operating Handbook for Glasair Super II-S FT, N11HC

Slotted Flaps, Extended Wing Tips, IO-360, C/S Prop

12-10-2014 Intro to POH for N11HC Intro – 1

Pilot’s Operating Handbook (POH) and FAA Approved Airplane Flight Manual

GLASAIR SUPER II-S FT – N11HC

Date Shipped: 8 Sept 1994 Kit Number: 2329

Date Started: 8 Sept 1994 Date First Flight: June 6, 2012

Date Unlimited Duration Airworthiness Certificate Issued: Jan. 17, 2013

Manufacturer: Original Kit from Stoddard-Hamilton Aircraft (out of business) Current Glasair Kit Manufacturer is New Glasair N11HC Produced and Assembled by: Philip Conway and Friends

Model: Glasair Super II-S FT

Serial Number: 2329

Registration Number: N11HC

Part Number 632-0127-103

FAA approved in the Aerobatic Category based on FAR23.3(c). See Section 2 for restrictions.

This handbook includes the material required to be furnished to the pilot by the federal aviation regulations and additional information provided by the manufacturer, and constitutes the FAA approved airplane flight manual.

This document (in paper or electronic format) must be carried in the airplane at all times.

Approved by the Federal Aviation Administration

By: Todd L. Elliefson, DAR, May 6, 2012



Intro – 2 Intro to POH for N11HC 12-10-2014

INTENTIONALLY LEFT BLANK



12-10-2014 Intro to POH for N11HC Intro – 3

Contents

This Section ............................................................... Introduction Pages

Section 1 .................................................................. General Information

Section 2 ................................................................................. Limitations

Section 3 ............................................................ Emergency Procedures

Section 4 .................................................. Normal Operating Procedures

Section 5 .............................................................................. Performance

Section 6 ......................................................................Weight & Balance

Section 7 ............................................................... Systems Descriptions

Section 8 ...................................... Handling, Servicing and Maintenance

Section 9 ............................................................................. Supplements

Section 10 ................................................... Safety and Operational Tips

Section 11 .............................. Changes, Logs, Updates and Inspections

Section 12 ..................................................................... Flight Test Cards



Intro – 4 Intro to POH for N11HC 12-10-2014

NOTE

Hyperlinks or bookmarks for this POH in electronic format:

All section TOC pages are hyperlinked (bookmarked). This Intro TOC is hyperlinked when reading the PDF version of the entire POH.

In addition to clicking on a TOC line, you may click the BOOKMARK icon on the left side of Adobe Reader.

The official website is “http://11HC.44RF.com.” This site contains many publications and information relevant to this airplane and flying in general.

For additional information contact:

Richard Fechter [email protected]



12-10-2014 Section 1 – General Information 1-1

Section 1 - General Information

Table of Contents

1-1. INTRODUCTION ...................................................................... 1-3

1-2. TYPES OF GLASAIRS ............................................................. 1-4

1-3. USE OF THE POH ................................................................... 1-5

1-4. REVISING/UPDATING THE POH ............................................ 1-5

1-5. PRINTING THE POH ............................................................... 1-6

1-6. WARNINGS, CAUTIONS AND NOTES ................................... 1-6

1-7. AIRPLANE THREE VIEW ........................................................ 1-7

1-8. AIRCRAFT DESCRIPTION ...................................................... 1-8

1-9. REFERENCES TO OTHER PUBLICATIONS .......................... 1-8

1-10. SPECIFICATIONS .................................................................... 1-9

1-11. SYMBOLS, ABBREVIATIONS AND TERMINOLOGY .......... 1-10

1-11.1. General Airspeed and AOA ................................................ 1-10

1-11.2. Speed Terminology ............................................................ 1-11

1-11.3. Meteorological Terminology ............................................... 1-12

1-11.4. Power Terminology............................................................. 1-13

1-11.5. Aircraft Performance Terminology ..................................... 1-13

1-11.6. Weight and Balance ........................................................... 1-14

1-11.7. Other Abbreviations ............................................................ 1-15

1-12. °C TO °F & °F to °C CONVERSION TABLE .......................... 1-17



1-2 Section 1 – General Information 12-10-2014





1-1. INTRODUCTION

The sole purpose of this Pilot’s Operating Handbook (POH) is to explain the safe and efficient operation of N11HC –. Glasair Super ll-S FT.

The Glasair Super ll-S FT is a two-place, low-wing, aircraft that features fixed tricycle landing gear and an airframe made entirely from female-molded fiberglass composite components.

The Glasair is designed to provide the highest utility possible in a home built aircraft. The aerodynamically clean airframe is responsible for the Glasair's high top speed and its exceptional operating efficiency. The excellent high speed performance is complemented by good slow flight characteristics and an honest, predictable stall. The rugged landing gear permits operation from rough, short fields. The Glasair Super ll-S FT's comfortable side-by-side seating, ample baggage capacity and good range make it an unparalleled cross-country traveler. Thanks to the light, responsive controls, sport aerobatics in the Glasair are pure delight. The integration of all these capabilities in a single aircraft makes the Glasair Super ll-S FT the ultimate in performance and versatility.




1-2. TYPES OF GLASAIRS

TD=Tail Dragger, FT=Fixed Tricycle, or RG=Retractable Gear

Glasair I o Kits 1 thru 803 o delivered through about 1985 o Compared to current version:

Approximately 2 ½” narrower in the fuselage (shoulder width)

1” shorter in canopy height Builders had to make their own canopy frames by

cutting the frame out of the fuselage shells and reinforcing and finishing off the frame to be a good fit.

Canopies were cut out as either an internal sliding canopy or gull wing style.)

Glasair II

Kits 1001 thru 1119

Compared to Glasair 1: o 2 1/2” wider fuselage but same length o 1” taller fuselage o Flange joggles at the firewall, belly panel, wingtips, cowl,

inspection holes, windshield, canopies, etc. o Canopy frames, gear box structures, stabilizer and

elevator ribs and spars were included as formed assemblies

Glasair IIS o Kits 2001 thru 2184 o “S” is for Stretch o Compared to Glasair II

fuselage was lengthened in the aft end CG slightly too far aft with light engine and/or prop. Many builders ended up modifying their IIS to Super IIS

configuration




Glasair Super IIS o Kits 2201 thru XXXX o Currently in production o Compared to the original Glasair IIS:

longer horizontal stabilizer wing in the original location (2 ½” back) 6” added to nose for leg room Has a wider CG range Baggage weight carrying increased Improved stability and control

1-3. USE OF THE POH

This N11HC – Glasair Super ll-S FT POH is designed to maintain documents necessary for the safe and efficient operation of the aircraft. This manual attempts to follow the guidelines of the General Aviation Manufacturers Association’s “Specification for Pilot’s Operating Handbook.”

The POH is divided into major sections which are listed in the “Intro” section under “Contents” at the front of the manual. Each section also has its own individual Table of Contents which, in MS Word or Adobe PDF format, is hyperlinked to that specific paragraph. When viewing this POH in Adobe Acrobat, the Table of Contents in the intro section is also hyperlinked to each chapter’s Table of Contents.

Speeds in this manual are in knots. To convert to MPH, multiply the knots by 1.15.

1-4. REVISING/UPDATING THE POH

Revise this POH as needed and required by testing, experience and factory requirements as a MS Word document. To make updates easier, use the “Styles” provided with Word 2007 and higher. Don’t forget to update the footer dates and TOC.

http://gama.aero/files/gama_specification_1_october_1996_pdf_498ca05388.pdf




1-5. PRINTING THE POH

The font is Arial 16 so it can be printed in half-sheet format to go into an 8.5” x 5.5” loose-leaf notebook.

Page Layout should be “Fit-to-Page Printing”. It is formatted for “mirrored” margins with the inside (hole-punch margin) at 1.1” and the outside at 0.3”.

1-6. WARNINGS, CAUTIONS AND NOTES

The following definitions apply to WARNINGS, CAUTIONS and NOTES throughout this manual.

WARNING

Procedures, practices, etc., which may result in Personal injury or loss of life if not carefully followed

CAUTION

Procedures, practices, etc., which if not strictly observed may result in damage or destruction of equipment

NOTE

An operating procedure, condition, etc, which is considered essential to emphasize.




1-7. AIRPLANE THREE VIEW




1-8. AIRCRAFT DESCRIPTION

Low Wing with Slotted Flaps

Wing loading – 24.04 lb/ft2

2-Seat (Side-by-Side)

Single Engine (see section 7 for more engine information) o Lycoming IO-360-B1E o 180 HP at 2700 RPM o Air cooled o Normally aspirated o Horizontally Opposed o 4 cylinder o Fuel Injected

Propeller (see section 7 for more propeller information) o Constant Speed (Engine Oil Pressure Activated) o Two Blade Hartzell o Direct Drive o 68 Inch

Fixed Tricycle Gear

1-9. REFERENCES TO OTHER PUBLICATIONS

Most references to other publications are directly hyperlinked

References within the “Lycoming Operator’s Manual” can be found by actual page number (x-x at the bottom of each page) or the PDF page number (x/x on the Adobe tool bar) or by using

Bookmarks .

http://11hc.44rf.com/manuals/engine-prop/lycoming/lycoming---operator's_manual.pdf




1-10. SPECIFICATIONS

Gross Weight ................................................................................... 2200 Gross Weight for Aerobatic Flight ............................................... 1900 lbs Empty Weight.............................................................................. 1403 lbs Useful Load ................................................................................... 797 lbs Person & Baggage Weight available with full fuel ........................ 497 lbs Fuel Capacity ................................................................... 50 gal / 300 lbs Top Speed (sea level) .............................................................. 168 KTAS Cruise Speed - 75% @ 8,000' ................................................. 153 KTAS Cruise Speed - 65% @ 8,000' ................................................. 147 KTAS Rate of Climb at light weight ....................................................... 900 fpm Rate of Climb at gross ................................................................ 700 fpm Vso - Stall @ Gross .................................................................... 58 KIAS Vs - Stall @ Gross ...................................................................... 67 KIAS Vy (best rate) .............................................................................. 85 KIAS Vx (best angle) ............................................................................ 75 KIAS Vref (approach speed) (Instrument Cat A) ................................. 90 KIAS Vfe (flap extension) ................................................................... 122 KIAS Va (maneuvering ...................................................................... 126 KIAS Vno (top of green arc) ............................................................... 174 KIAS Nne (Red line) .......................................................................... 226 KTAS 1900 lb limit load ..................................................................... +6.0 / -4 G 2200 lb limit load ..................................................................... +3.8 / -1 G Roll Rate ................................................................................. 85 deg/sec Fuel Consumption at 65% power ..................................................8 GPH Service Ceiling ..............................................................................17,500’




1-11. SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

1-11.1. General Airspeed and AOA

1G – AOA (One Green Light

Cruise

2G-1Y – AOA (Between Two Green and First Yellow Lights)

~85 KIAS

L/D Max Max Endurance

Max Glide Range VX

2Y – AOA (Two Yellow Lights)

~75 KIAS

Optimum Approach

CAS / KCAS ..... Knots Calibrated Airspeed is the indicated speed of an airplane corrected for position and instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level.

GS .................... Ground Speed is the speed of an airplane relative to the ground.

IAS / KIAS ........ Knots Indicated Airspeed is the speed of an airplane as shown on the airspeed indicator when corrected for instrument error. IAS values published in this handbook assume zero instrument error.

TAS / KTAS ...... Knots True Airspeed is the airspeed of an airplane




relative to undisturbed air which is the CAS corrected for altitude, temperature, and compressibility.

1-11.2. Speed Terminology

MPH ................................... Speed where 1 MPH = traveling 5280 ft in one hour

Knots .................................. Speed where 1 knot = traveling 6076 feet in one hour (1 knot = 1.150779448 mph)

Va ....................................... Maneuvering Speed is the maximum speed at which application of full available aerodynamic control will not over stress the airplane.

Vfe ...................................... Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position.

Vg ....................................... Best Glide (L/D Max)

Vne ..................................... Never exceed speed is the speed limit that may not be exceeded at any time. (Redline).

Vno ..................................... Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air and then only with caution.

Vs ....................................... Stalling Speed or the minimum steady flight speed at which the airplane is controllable.

Vso ..................................... Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configuration.




Vr ........................................ Rotate is about 1.05 x Vs for flap setting.

Vref ..................................... Reference in Pattern or Instrument Category, 1.3 x Vs (90 KIAS w/EWT)

Votf ..................................... Over the Fence – 1.2 x Vs

Vx ....................................... Best Angle-of-Climb Speed is the airspeed at which delivers the greatest gain of altitude in the shortest possible horizontal distance.

Vy ....................................... Best Rate-of-climb Speed is the airspeed which delivers the greatest gain in altitude in the shortest possible time.

V speeds change with wgt . (√W1 / Wg) x V. Where: W1=current wgt,

Wg=Max Gross Wgt, V=Published V-speed

1-11.3. Meteorological Terminology

ISA ..................................... International Standard Atmosphere is a nominal atmosphere where air is a dry perfect gas with a temperature of 15°C (59°F) at sea level. The pressure at sea level is 29.92 in. Hg. The temperature gradient from sea level to 36,089 ft is -1.98°C per 1,000 ft.

OAT .................................... Outside Air Temperature is the free static air temperature. It is obtained from meteorological sources or in-flight instruments adjusted for instrument error and compressibility effects.

PA ...................................... Pressure Altitude is the altitude read from




an altimeter when the altimeter’s barometric scale has been set to 29.92 inches Hg assuming zero position and instrument error (instrument error is assumed to be zero in this POH).

1-11.4. Power Terminology

BHP .................................... Brake Horsepower is the power developed by the engine.

RPM ................................... Revolutions Per Minute is engine speed.

MP ...................................... Manifold Pressure is a pressure measured in the engine’s induction system and is expressed in inches of mercury (in Hg).

1-11.5. Aircraft Performance Terminology

Climb Gradient ................... Climb Gradient is the ratio of the change in height during a climb, to the horizontal distance covered in the same time interval.

Demonstrated Crosswind .. Demonstrated crosswind velocity is the velocity of the crosswind component for which adequate control of the aircraft during takeoff and landing has been demonstrated during flight tests. The value shown is not considered to be limiting.

Usable Fuel ........................ Usable Fuel is the fuel that can be safely used in flight.

Unusable Fuel .................... Unusable Fuel is the fuel that cannot be safely used in flight.

GPH ................................... Gallons Per Hour is the amount of fuel (in




US gallons) consumed per hour.

G’s ...................................... Acceleration due to gravity.

1-11.6. Weight and Balance

Datum: ................................ An imaginary vertical plane from which all horizontal distances are measured for balance purposes.

Station: ............................... A location along the airplane fuselage usually given in terms of distance from the reference datum.

Arm: .................................... The horizontal distance from the reference datum to the center of gravity (CG) of an item.

Moment: ............................. The product of the weight of an item multiplied by its arm.

MAC: .................................. Mean Aerodynamic Chord. The value that. When multiplied by the span, results in the wing area.

CG: ..................................... Airplane Center of Gravity. The point at which an airplane would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane.

CG Arm: ............................. The arm obtained by adding the airplane's individual moments and dividing the sum by the total weight.

CG Limits: .......................... The extreme center of gravity locations within which the airplane must be operated




at a given weight.

Empty Weight:.................... Weight of an airplane including full operating fluids, unusable fuel, full oil, and optional equipment.

Max Gross Wgt: ................. Maximum weight approved for flight operations.

Useful Load: ....................... Difference between maximum gross weight and empty weight.

Payload: ............................. Weight of occupants and baggage.

Tare: ................................... The weight of chocks, blocks, stands, etc., used on the scales when weighing an airplane

1-11.7. Other Abbreviations

AOA ................................... (Angle of Attack) The angular difference between the wing cord and the relative wind.

CG ...................................... (Center of Gravity) The point where the weight of the front of the aircraft equals the weight of the back of the airplane.

CHT .................................... (Cylinder Head Temperature) The temperature of the cylinders.

EGT .................................... (Exhaust Gas Temperature) The temperature of the exhaust gases at the exhaust manifold.

ELT .................................... (Emergency Locator Transmitter) A transmit only radio that can be set off by a




crew member or impact forces. It transmits information on an emergency frequency.

EOR ................................... (End of Runway) Sometimes referred to as “Run-up” or “Last Chance.” It is where the pilot accomplishes the last engine, aircraft, navigation and instrument checks before taking off.

FOD .................................... (Foreign Object Damage) Damage to an aircraft, propeller or engine from a “foreign object” (example: bird, rocks, dirt, parts of other aircraft, etc.)

EWT ................................... Extended Wing Tips, or W/EWT is With Extended Wing Tips.

MFD ................................... (Multi Function Display) The G3X(s) which is displaying multiple items – usually the center and maybe the right G3X.

MP ..................................... (Manifold Pressure) The absolute pressure as measured at the appropriate point in the induction system and expressed in inches of mercury.

PFD .................................... (Primary Flight Display) Usually the G3X on the left displaying flight attitude.

POH ................................... Pilots Operating Handbook

RPM ................................... Revilutions per minute of the propeller and crankshaft.

SWT .................................. Standard Wing Tips or W/SWT is With Standard Wing Tips.




1-12. °C TO °F & °F to °C CONVERSION TABLE

Centigrade to Fahrenheit Conversion Table







12-10-2014 Section 2 – Limitations 2-1

Section 2 – Limitations Table of Contents

2-1. INSTRUMENT MARKINGS ......................................................... 3

2-2. AIRSPEED LIMITATIONS ........................................................... 3

2-2.1. ...... Va Changes with Weight ....................................................... 4

2-2.2. ...... Airspeed Indicator Markings .................................................. 4

2-3. POWERPLANT LIMITATIONS .................................................... 5

2-3.1. ...... Installed Engine ..................................................................... 5

2-3.2. ...... Stabilized operation is prohibited .......................................... 5

2-3.3. ...... Tachometer (RPM) ................................................................ 6

2-3.4. ...... Manifold Pressure ................................................................. 7

2-3.5. ...... Cylinder Head Temperature .................................................. 8

2-3.6. ...... Oil Temperature..................................................................... 9

2-3.7. ...... Oil Pressure ......................................................................... 10

2-3.8. ...... Mixture Settings ................................................................... 10

2-4. FUEL .......................................................................................... 11

2-4.1. ...... Fuel Grade ........................................................................... 11

2-4.2. ...... Fuel Flow ............................................................................. 11

2-4.3. ...... Fuel Pressures .................................................................... 11

2-4.4. ...... Fuel Capacity ....................................................................... 12

2-4.5. ...... Fuel Tank Markings ............................................................. 12

2-4.5.1. Header (Aux)Tank 12

2-4.5.2. Wing (Main) Tank 12

2-4.6. ...... Fuel Controls ....................................................................... 12

2-5. ELECTRICAL ............................................................................. 13

2-5.1. ...... Load ..................................................................................... 13


Slotted Flaps, Extended Wing Tips IO-360, C/S Prop

2-2 Section 2 – Limitations 12-10-2014

2-5.1.1. Main Alternator 13

2-5.1.2. Standby Alternator 13

2-5.2. ...... Voltage ................................................................................. 14

2-6. WEIGHT LIMITS ........................................................................ 14

2-7. CENTER OF GRAVITY LIMITS ................................................. 15

2-8. FLIGHT LOAD FACTORS ......................................................... 15

2-9. AEROBATIC MANEUVERING LIMITATIONS .......................... 15

2-10. INTENTIONAL SPINS PROHIBITED ........................................ 17

2-11. FLIGHT IN ICING CONDITIONS ............................................... 17

2-12. FLIGHT IN THE VICINITY OF THUNDERSTORMS ................. 17

2-13. PRECAUTIONS CONCERNING SLIPS .................................... 18

2-14. MINIMUM EQUIPMENT LIST .................................................... 19

2-15. PLACARDS and MARKINGS .................................................... 22

2-15.1. ... Experimental ........................................................................ 22

2-15.2. ... Data Plate ............................................................................ 22

2-15.3. ... Passenger Warning ............................................................. 23

2-15.4. ... AOA Exterior Placards ......................................................... 23

2-15.5. ... Canopies .............................................................................. 23

2-15.6. ... Arm-Rest Labels: ................................................................. 23

2-15.7. ... Other Instrument Panel Labels: ........................................... 23

2-15.8. ... Control Stick Grip Placards ................................................. 24




2-1. INSTRUMENT MARKINGS

Screen shots of the G3X instrument markings are at: http://aswebs.com/44rf/11hc/panel/inst_markings/inst_markings.htm

2-2. AIRSPEED LIMITATIONS

Speed CIAS Remarks

Vne Never Exceed

226 (TAS)

Do not exceed this speed in any operation (Red Line)

Vno Maximum Structural Cruising

174 Do not exceed this speed except in smooth air and then only with caution. (Yellow Arc)

Va Maneuvering Speed

126 Do not make full or abrupt control movements above this speed

Vfe Limit for Slotted Flaps

122 Do not extend flaps or operate with flaps extended above this speed

NOTE

http://aswebs.com/44rf/11hc/panel/inst_markings/inst_markings.htm




Definitions of these airspeeds are given in FAR Part 1, and Section 1 of this POH. All airspeeds are calibrated airspeeds (CAS) except Vne is TAS.

2-2.1. Va Changes with Weight

Va is 126 KIAS only at the GW of 2200 lbs. It reduces by about 3 knots for every 100 lbs below 2200 lbs. {Va = 126*sqrt(A/C Wgt / GW)}

A/C Wgt Va w/EWT

A/C Wgt

Va w/EWT

2200 126 1800 114

2100 123 1700 111

2000 120 1600 107

1900 117 1500 104

2-2.2. Airspeed Indicator Markings

Color Coded Speed

KIAS Range Significance

White Strip/Arc

Stby Gauge 55 – 122 G3X Gauge 58 - 122

Full flap operating range. Lower Limit = Stall speed with flaps down at maximum weight. Upper Limit = Maximum Speed with Flaps Extended.

Green Strip/Arc

67 - 174 Normal Operating Range Lower Limit = Stall speed with flaps up at maximum weight. Upper Limit = Maximum Structural Cruise Speed




Yellow Strip/Arc

174-226 Caution Range. Approved for Smooth Air Only. Lower Limit = Maximum Structural Cruise Speed. Upper Limit = Never Exceed Speed.

Red Line 226 TAS Maximum Speed for all Operations

2-3. POWERPLANT LIMITATIONS

NOTE

References within the “Lycoming Operator’s Manual” can be found by actual page number (x-x at the bottom of each page) or the PDF page number (x/x on the Adobe tool bar) or by using Bookmarks .

Another source of limitations is from the Original POH from Glasair (pg 95-200).

2-3.1. Installed Engine

N11HC has a 180 hp Lycoming IO-360 B1E Engine. See Section 7 for details on the engine.

2-3.2. Stabilized operation is prohibited

IAW FAA Document: “Type Certificate Data Sheet No. P-920”, page 8 of 13 (8/13).

> 25” MP and ................................................................ 2300-2350 RPM < 15” MP and ................................................ > 2600 RPM (white range)


http://44rf.com/11hc/manuals/POH/poh_original.pdf

http://44rf.com/11hc/manuals/engine-prop/prop/Prop_Hartzell_P-920_data_sheet.pdf




2-3.3. Tachometer (RPM)

Maximum RPM (Red Line)....................................................... 2700 rpm Gauge Range .................................................................... 0 to 2800 rpm

2700-2800 RPM ................................................ Red Range + Alert 2600-2700 RPM ............................. White Range – keep MP > 15“ 2300-2350 RPM .............................. Cyan Range – keep MP < 25” 600-2700 RPM......................... Green Range with MP Restrictions 400-600 RPM – Yellow Range – Low RPM

Note

Stabilized operation is prohibited when MP is greater than 25” and RPM is between 2300 and 2350 RPM (cyan range). Stabilized operation is also prohibited when MP is less than 15” and RPM is greater than 2600 RPM (white arc). Therefore do not continuously run both RPM & MP indicators in the cyan arcs or both indicators in the white arcs at the same time.

http://44rf.com/11hc/manuals/engine-prop/Prop_Hartzell_P-920_data_sheet.pdf




2-3.4. Manifold Pressure

Operating Range ........................................................ >10.0 to 29.6” Hg Gauge Range............................................................... 10.0” – 30.0” HG

25” – 29.6” ......Cyan Range – Keep RPM out of 2300-2350 Range 15” – 25” ..................................................................... Green Range 10” – 15” ............................ White Range – Keep RPM Below 2600

Rule of thumb for MP at altitudes up to 15,000 ft or so is 29" minus the actual altitude in thousands. i.e. 22" at 7,000', 26” at 3000’.

Between 1800 & 2300 RPM, MP can be 4.5 above square.

Between 2400 & 2700 RPM, MP can be 2 above square. Reference POH Section 5 Performance chart




2-3.5. Cylinder Head Temperature

IAW Lycoming Operators Manual page 3-6 (23/51) (General Rules): For maximum service life, cylinder head temperatures should be maintained:

Below 435°F during High performance cruise operation

Below 400°F for economy cruise power. IAW Lycoming Operators Manual page 3-13 (30/51) (Sec 3-8. Fuel, Oil Burn & CHTs): For maximum service life of the engine maintain cylinder head temperatures between 150°F and 400°F during continuous operation. Minimum in-flight CHT should be 149°F Gauge Range ................................................................. 150°F to 500°F

495-500°F ............................ Red Range + Alert – Maximum Temp 435°F to 495°F .......................................................... Yellow + Alert 400°F to 435°F ............................................................ Cyan Range

High Performance Cruise

150°F to 400°F ....................................... Green – Best CHT Range






2-3.6. Oil Temperature

IAW Lycoming Operators Manual page 3-11 (28/51) (Sec 3-8. Oil Grades for Temps): Engine oil temperature should not be below 140°F during continuous operation.

IAW the Original POH from Glasair (pg 95-200) the green arc is 160°F-220°F.

Ambient Air Temps vs. Desired Oil Temps

Ambient Air Temps Desired Oil Temps

30°F to 90°F / 180°F

0°F to 70°F 170°F

< 10°F 160°F

Engine oil temperature should be >140°F during continuous operation. Gauge Range.................................................................... 130°F - 250°F

>245°F ............. Red Range + Alert - Maximum All Ambient Temps 220°F to 245°F .............................................. Yellow Range + Alert 160°F to 220°F ............................... Green Range – Normal Range 180°F ........................... White Line – Recommended Temperature 140°F to 160°F ...................... Yellow Range–Min. Continuous Ops 130°F to 140°F ..................... Red Range – Below min continuous


http://44rf.com/11hc/manuals/POH/poh_original.pdf




2-3.7. Oil Pressure

IAW Lycoming Operators Manual page 3-12 (29/51) ( Sec 3-8. Oil Pressure): Engine Gauge Range ............................................................ 20-120 psi

115 psi .............................. Cyan Line (Start & Warm-up Maximum) 95-120 psi ..... Red Range + Alert (95 psi Maximum for Operation) 90-95 psi.... Yellow Range (Buffer between Normal and Maximum) 60-90 psi..................................... Green Range (Normal Operating) 55-60 psi..... Yellow Range (Buffer between Normal and Minimum) 55 psi ............................... Cyan Line (Normal Operation Minimum) 25-55 psi...................... Yellow Range + Alert (OK for Ground Idle) 20-25 psi............................................... Red Line + Alert (Too Low)

CAUTION

If at least 25 psi oil pressure is not indicated within 30 seconds, stop engine and determine trouble

2-3.8. Mixture Settings

> 75% power ............................................................................. Full Rich .......................................... Except takeoffs at high elevations 75% Max Power Cruise .................................................... < 150°F ROP < 75% Power .................................................................................... LOP Descents ........................................................................ Smooth Engine





2-4. FUEL

2-4.1. Fuel Grade

IAW Lycoming Operators Manual page 3-10 (27/51) (Sec 3-8. Fuel & Oil): Aviation grade 100LL fuels in which the lead content is limited to 2 c.c. per gal are approved for continuous use. Also the minimum grade aviation fuel is 91/96 or 100/130.

2-4.2. Fuel Flow

Gauge Range......................................................................... 0-25 gal/hr

Takeoff & Climb (Yellow Range) ................................. 11-25 gal/hr

Operating Range (Green Range) .................................. 7-11 gal/hr Less than 65% power (White Range) .............................. 1-7 gal/hr Flameout (Red Range + Alert .......................................... 0-1 gal/hr

(IAW Lycoming Operators Manual page 3-23 (34/51):

Best Power - 75% power = ~11 gph,

Best Economy - 65% power = 8.5 gph

2-4.3. Fuel Pressures

IAW Lycoming Operators Manual page 3-10 (27/51) (Sec 3-8. Fuel Pressure): Inlet to fuel pump.

Gauge Range.......................................................................... 0 - 36 psi

Red Range + Alert .......................................................... 35 - 36 psi Green Range .................................................................... 2 - 35 psi Red Range + Alert .............................................................. 0 - 2 psi







2-4.4. Fuel Capacity

Header (Aux) Tank .......................................................................... 7 Gal Wing Tank .....................................................................................43 Gal

2-4.5. Fuel Tank Markings

2-4.5.1. Header (Aux)Tank

Gauge Range ..................................................................................... 0-7

3-7 Gal ....................................................................... Green Range

2-3 Gal ........................................................... Yellow Range + Alert 0-2 Gal ............................................................... Red Range + Alert

2-4.5.2. Wing (Main) Tank

Gauge Range ................................................................................... 0-43

13-43 Gal .................................................................... Green Range

10-13 Gal ....................................................... Yellow Range + Alert 0-10 Gal (No Slips Below 10 gal) ...................... Red Range + Alert

2-4.6. Fuel Controls

Use the Header Tank for landings if:

Header If X-Wind / slipping and ≤ 10 gal in wing tank

Header If slipping for > 30 seconds while on wing tank




This is due to possible uncovering of the wing tank sumps due to sloshing or slipping maneuvers during landings.

Do not takeoff if fuel quantity display indicates less than 10 gal total fuel.

2-5. ELECTRICAL

2-5.1. Load

2-5.1.1. Main Alternator

Gauge Range.......................................................................... 0-61 amps

60-61 ................................................................... Red Range + Alert 55-60 ............................................................... Yellow Range + Alert 1-55 ............................................................................. Green Range 0-1 ....................................................................... Red Range + Alert

2-5.1.2. Standby Alternator

Gauge Range.......................................................................... 0-20 amps

15-20.................................................................... Red Range + Alert 0-15 .............................................................................. Green Range




2-5.2. Voltage

Gauge Range .......................................................................... 11-15.1 V

15.0-15.1 Volts................................................... Red Range + Alert 14.1-15.0 Volts............................................... Yellow Range + Alert 13.4-14.1 Volts........................................................... Green Range 12.4-13.4 Volts............................................... Yellow Range + Alert 12.0-12.4 Volts................................................... Red Range + Alert

2-6. WEIGHT LIMITS

Maximum Takeoff/Landing Weight (Gross) ................................ 2200 lb Maximum Baggage Weight ........................................................... 100 lb Maximum Aerobatic Weight (Gross) ........................................... 1900 lb

WARNING

These figures depend on the airplane being within safe Center of Gravity limits. Do not fly the airplane if its computed flight CG falls outside of the published limits. Due to variables such as fuel, passenger, and baggage weight, these figures may be reduced somewhat. Before each flight, compute the CG to determine whether the aircraft is within safe CG limits.




2-7. CENTER OF GRAVITY LIMITS

See Section 6 of this POH for CG limits.

2-8. FLIGHT LOAD FACTORS

Between 1900 lbs and 2200 lbs .................................... +3.8 to -1.0 Gs At an aerobatic weight of <1900 lbs. .............................. +6.0 to -4.0 Gs

2-9. AEROBATIC MANEUVERING LIMITATIONS

During the flight test period, the below maneuvers were successfully tested and logged by the test pilot. These maneuvers are now approved in N11HC:

To add any aerobatic maneuvers beyond the nine listed above as approved in N11HC will require putting the aircraft back into a Phase I program and testing the new maneuvers for safety

The Glasair is not a competition class aerobatic aircraft. It was designed as a sport aerobatic type plane.

NOTE

These listed aerobatic maneuvers are maneuvers that can be performed in N11HC; pilot ability and skill will determine whether they can be accomplished safely. It is recommend that pilots new to N11HC get some aerobatic dual in N11HC to become proficient in them before attempting any solo aerobatics in the N11HC. Treat any aerobatic maneuvers with respect and approach all practice with a calm, disciplined attitude. Wear a parachute at all times and never attempt any maneuvers below 4000 feet AGL.

Aileron rolls Slow rolls Continuous rolls

Loops Cuban eights Cloverleaf

Split-S Barrel rolls Immelmanns




NOTE

Adhere to FAR Part 91.303 when engaging in aerobatic maneuvers. Refer to FAR Part 91.307 on the use of parachutes.

WARNING

Snap rolls, tail slides, torque rolls, Lomcevaks, or any other high empennage or fuselage loading maneuvers are prohibited in the Glasair.

WARNING

The Glasair is a high performance aircraft. Aerobatics in the Glasair are to be approach with caution and only after dual from an experienced instructor. The aircraft has such a low drag coefficient that in the event of falling out of a maneuver, red line velocity can be reached or exceeded in very little time.

WARNING

Do not exceed the structural design limits of the aircraft. The limits are +6 Gs and -4 Gs at an aerobatic weight of less than 1900 lb. Structural failure can occur if these limits are exceeded.

WARNING

The wing tip extensions reduce the roll rate but do not reduce the strength limitation. The reduction of roll rate makes aerobatic maneuvers more challenging.

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WARNING

N11HC does NOT have an inverted oil system. Any negative, slipping, or cross-controlling maneuvers are prohibited.

2-10. INTENTIONAL SPINS PROHIBITED

Due to many variables that affect spin recovery, intentional spins are prohibited. Some of the variables that are cause of concern are: pilot technique, the manner in which the spin is entered, slight differences in wing and horizontal stabilizer incidence angles, center of gravity location, number of turns into the spin, spin direction, aileron position, power carried, and control rigging and adjustment

2-11. FLIGHT IN ICING CONDITIONS

Flight in icing conditions is prohibited in the Glasair Super II-S FT. The Glasair must not be exposed to icing encounters of any intensity. If the airplane is inadvertently flown into icing conditions, the pilot must make an immediate diversion by flying out of the area of visible moisture or going to an altitude where icing is not encountered.

2-12. FLIGHT IN THE VICINITY OF THUNDERSTORMS

The FAR Part 23 Airworthiness Standards for Normal, Utility, and Acrobatic Category Airplanes require that the airplane’s structure be protected from the catastrophic effects of lightning, and that the airplane’s fuel system be designed to prevent the ignition of fuel vapor by lighting

WARNING

The Glasair Super II-S FT does not comply with FAR Part 23 Standards for lightning protection because of its composite structure which is transparent to an electrical




charge. For this reason, the Glasair Super II-S FT is prohibited from flight in conditions that would expose the airplane to the possibility of a lightning strike.

2-13. PRECAUTIONS CONCERNING SLIPS

In order to help prevent fuel starvation as the result of slips or other uncoordinated flight, a pair of fuel tank check valves are installed in the wing tank. They help ensure that the wing tank fuel sump will remain covered with fuel as fuel transfers from one side of the wing to the other.

If drawing from the wing tank:

Slips are prohibited – with less than 10 gal. of fuel in the wing tank. Slips longer than 30 seconds are prohibited.

WARNING

If the aircraft is parked on sloping ground with one wing low and with a partially empty wing fuel tank, fuel slowly transfers into the low wing creating a wing-heavy condition that can cause control difficulty after takeoff. Making tight turns while taxiing can have the same effect. A heavy left wing is especially critical since the resulting left-turning tendency exacerbates the effects of engine torque. If you suspect an unbalanced fuel condition, taxi to level ground and allow sufficient time for the wing tank fuel level to equalize before attempting takeoff.

NOTE

Because of the total drag with flaps extended, slips should rarely be needed in the Glasair Super II-S FT.




2-14. MINIMUM EQUIPMENT LIST

Builders of Experimental Category aircraft must comply with Part 91.33 of the Federal Aviation Regulations which specifies the minimum instrumentation and equipment that must be installed and operational for various flight conditions. Equipment is specified for both VFR and IFR flight and for both day and night conditions.

Switches on the control stick of N11HC are duplicated on the panel except for flap operation and PTT. A PTT alternative is a handheld mike or a portable PTT switch inserted into a TRS receptacle.

System and/or Equipment

VF

R D

ay

VF

R N

igh

t

IFR

Da

y

IFR

Nig

ht Remarks and/or

Exceptions

ELECTRICAL POWER

Alternators 1 1 2 2

Battery System 1 1 2* 2* *Stby ADI Battery

COCKPIT DISPLAY SYSTEM

Primary Flight Display (PFD) 1 1 1 1

Multifunction Display (MFD) 0 1 1 1

GMU 44 Magnetometer Unit 0 1 1 1

GSU 73 ADAHRS Air Data, Attitude, Heading and

Reference System 0 1 1 1

EIS – Engine Information System 1 1 1 1

Min day VFR: MP, Tach, Fuel Gauge, Oil Temp & Press

GTP 59 Temperature Probe 0 1 1 1 For ADC

PMA8000B Audio Panel 0 1 1 1

GT-50 G-Meter, clock etc. 0 0 0* 0* * If another clock is available

Current Database 0 0 0* 0* * If VOR nav and paper or electronic charts are





VF

R D

ay

VF

R N

igh

t

IFR

Da

y

IFR

Nig

ht Remarks and/or

Exceptions

available

RADIOS

G430W 1 1 For Nav (GPS or VOR)

SL40 or G430W 1 1 For Comm

Control Stick PTT 0 0 0 0 Provided alternate mic available

Intercom 0 0 0 0

ELT 1 1 1 1 Remote Switch N/R if ELT is operative in ARMED mode

STANDBY INSTRUMENTS

Airspeed Indicator 1* 1 1 1 * If inop on PFD

Attitude Indicator 0 0 1 1

Altimeter 1* 1* 1 1 * If inop on PFD

Magnetic Compass 1* 1* 1 1 * If inop on PFD

FLIGHT CONTROLS

Elevator Trim Tab 1 1 1 1

Trim Tab Indicator 0 0 0 0

Flap System 1 1 1 1

AOA System 0 0 0 0

Toe Brakes 1 1 1 1

Parking Brakes 0 0 0 0

AUTOPILOT

Autopilot System 0 0 0 0 Provided deactivated

Disconnect Functions 0 0 0 0 Provided alternate disconnect available

FUEL

Electrically Driven Boost Pump 1 1 1 1

Engine Driven Boost Pump 1 1 1 1

Fuel Selector Valve 1 1 1 1





VF

R D

ay

VF

R N

igh

t

IFR

Da

y

IFR

Nig

ht Remarks and/or

Exceptions

Fuel Gauge 1 1 1 1 Each Tank

ICE AND RAIN PROTECTION

Emergency Static Air System 0 0 1 1

Pitot Heat 0 0 1 1

LIGHTS

Cockpit and Display Lighting 0 1 0 1

Landing Light 0 0 0 0

Navigation Lights 0 3 0 3

Strobe Light 0 1 0 1

Flashlight 0 1 0 1

RESTRAINT SYSTEM

Seat Belt and Shoulder Harness

1 1 1 1 (per occupied seat)

ELT 1 1 1 1

DOCUMENTS(FAA required) 5 5 5 5 Airworthiness, Registration, FCC (out-of-US, POH, W&B, Limitations,

When the left PFD is inoperative, the system is limited to DAY VFR operations only and the autopilot may be inoperative.




2-15. PLACARDS and MARKINGS

Most labels are printed on Staples 1" x 2 5/8" compatible with Avery 5160/8160. The text for these labels are located here.

Labels for the control stick are printed on 2x3 rectangle ULTRA Water-Resistant White Vinyl Inkjet Label Sheets from www.labelsbythesheet.com. One label can be used for all decals and there are 12 labels per sheet. The text for the labels are within one .gif picture located here and can be printed onto one label.

NOTE

All placards should be highly visible and easy to read. Advise passengers of pertinent placards.

2-15.1. Experimental

The FAA required word “EXPERIMENTAL”, in 2 inch high block letters to be displayed near each entrance to the cabin is displayed on the baggage hat rack.

2-15.2. Data Plate

The FAA requires a permanently installed; fireproof identification plate must be permanently stamped or engraved with the information required by FAR 45.13. The data plate must be located on the exterior of the aircraft, either just aft of the entry door or on the fuselage near the tail surfaces and must be legible to a person standing on the ground. Data Plate for N11HC is located just under the leading edge of the left horizontal stabilizer and states::

Builder - “Philip J. Conway”

Model – “Glasair Super II-S FT

Serial No – “2329”

http://44rf.com/11hc/labels/labels.doc

http://www.labelsbythesheet.com/

http://11hc.44rf.com/labels/control_stick_label_base.gif

http://11hc.44rf.com/labels/control_stick_label_base.gif




2-15.3. Passenger Warning

The Passenger Warning Placard, is permanently installed on the panel in full view of the occupants with the words: “PASSENGER WARNING – THIS AIRCRAFT IS AMATURE BUILT AND DOES NOT COMPLY WITH FEDERAL SAFETY REGULATIONS FOR STANDARD AIRCRAFT.”

2-15.4. AOA Exterior Placards

Around top and bottom of left wing AOA holes

2-15.5. Canopies

Located near the latch handle for each gull wing canopy:

“WARNING – DO NOT OPEN CANOPY IN FLIGHT”, then “OPEN” with arrow in proper direction

2-15.6. Arm-Rest Labels:

RT CTRL STK BUTTONS Disable (with up arrow) – near control switch on armrest.

12 VDC 5 Amp Max – by auxiliary electrical receptacle

TRIM UP/DN with arrows – next to trim

2-15.7. Other Instrument Panel Labels:

“AOA” “NOT TO BE USED AS A PRIMARY INSTRUMENT” “Stabilized operation is prohibited: > 25” MP and 2300-2350 RPM / < 15” MP and >2600 RPM”.LOW VOLTAGE – On Instrument panel under autopilot.

THROTTLE Push To Increase – above throttle

MIXTURE Push To Increase – above mixture

PROP RPM Push To Increase – above prop control




PARKING BRAKE PULL ON While Applying Toe Brakes – above parking brake knob.

“AOA” – below AOA indicator

“LOW VOLTAGE” – below red light below AOA indicator.

IPS DISABLE (with down arrows) – by white toggle switch beside rheostats

SWITCHES – by left rheostat controlling switch lighting

INSTRUMENTS – by center rheostat controlling standby instrument lighting

G3X – by right rheostat controlling G3X lighting

2-15.8. Control Stick Grip Placards



12-10-2014 Section 3 – Emergency Procedures 3-1

Section 3 - Emergency Procedures

Table of Contents

3-1. INTRODUCTION ........................................................................ 3-3

3-2. OFF AIRPORT LANDING .......................................................... 3-4

3-3. ENGINE FAILED OR FAILING – Time to Analyze ..................... 3-4

3-4. ABORTS ..................................................................................... 3-5

3-4.1. Abort Takeoff – While on Runway ........................................ 3-5

3-4.2. Abort After Takeoff – Land on Runway ................................ 3-5

3-5. FIRE ............................................................................................ 3-5

3-5.1. Fire Extinguisher ................................................................... 3-5

3-5.2. Engine Fire – During Start .................................................... 3-6

3-5.3. Engine Fire – In Flight .......................................................... 3-6

3-5.4. Cabin / Wing Fire – In Flight ................................................. 3-7

3-5.5. Electrical Fire – On Ground .................................................. 3-8

3-5.6. Electrical Smoke or Fire – In Flight ...................................... 3-8

3-6. ENGINE PROBLEMS ................................................................. 3-9

3-6.1. Low Oil Pressure & Normal Oil Temperature ....................... 3-9

3-6.2. Low Oil Pressure & High Oil Temperature ........................... 3-9

3-6.3. Rough Running Engine - Suddenly .................................... 3-10

3-6.4. Rough Running Engine – Slowly ........................................ 3-10

3-7. ELECTRICAL OR AUTOPILOT ............................................... 3-10

3-7.1. Alternator Failure (Main or Standby) .................................. 3-10

3-7.2. Autopilot Malfunction .......................................................... 3-11

3-8. ADC OR AHRS ......................................................................... 3-11

3-9. EMERGENCY DESCENT ........................................................ 3-12

3-10. GLIDE ................................................................................... 3-12



3-2 Section 3 – Emergency Procedures 12-10-2014

3-11. SPIRAL DIVES ..................................................................... 3-12

3-12. SPINS ................................................................................... 3-13




3-1. INTRODUCTION

The following basic rules apply to all aircraft emergencies and should be thoroughly understood by all aircrews:

Maintain Aircraft Control. Analyze the situation and take proper action Land as soon as practicable.

The emergency procedures described in this section are applicable to most aircraft including the Glasair Super II-S FT. These procedures are suggested as the best course of action for coping with the particular condition described, but are not a substitute for sound judgments and common sense. Since emergencies rarely happen, their occurrence is usually unexpected, and the best corrective action may not always be obvious. Pilots should familiarize themselves with the procedures given in this section and be prepared to take appropriate action should an emergency arise.

These are only recommended procedures and might need to be modified depending upon the situation. Each pilot must make the final decision as to the correct procedure under the circumstances and is responsible for the final decision.

The Lycoming aircrat engine is very reliable and the probability of a catasrophic engine failure without some type of advance warning is quite low. Early indications of an engine failure are lowering oil pressure, increasing oil temprature, high cylinderhead temperatures, excessive mechanical noise, lowering fuel pressure, and so on. Pilot induced failures on the other hand are far more common: mixture set too lean, fuel starvation etc. Keep these in mind if an engine problem or failure should arise.




3-2. OFF AIRPORT LANDING

Airspeed / AOA ............................................................ Vg (1Y ~85 K) Best Field ............................................................................ Into Wind Fuel Pump ...................................................................................... Off 3 Power Knobs .............................................................................. Aft Fuel Selector ................................................................................. Off Mags ............................................................................................... Off Seat Belts ................................................................................... Tight Flaps ................................................................................ As Required Talk .................................................................................... Emergency Squawk ........................................................................................ 7700 High Key / Low Key.......................................................... 1000’ & 500’ Before Touchdown Master Switch ................................................................................ Off ELT .......................................................................................... Activate

Touch down at the minimum controllable airspeed, being careful not to stall and drop the airplane in. Especially if forced to land in trees, allow the airplane to fly into the trees rather than stalling and dropping to the ground through the trees.

In very rough terrain, try to fly the airplane so that the fuselage area misses the larger objects, such as the biggest tree trunks and rocks. Sacrifice other parts of the airframe to absorb the impact energy.

Tall soybean fields are more apt to flip the airplane on its back than a corn field.

3-3. ENGINE FAILED OR FAILING – Time to Analyze

Airspeed /AOA ............................................................. Vg (1Y ~85 K) Best Field ................................................... GPS Nearest / Into Wind Fuel Pump ...................................................................................... On 3 Power Knobs ....................................................... 1/4 Open / In / In Fuel Selector ......................................................................... Change Mags ....................................................................................... Change




Engine Instruments .................................................................... Check Talk .................................................................................... Emergency Squawk ........................................................................................ 7700 Refer to "OFF AIRPORT LANDING " (If Required) Land ............................................................................................ ASAP

NOTE

A rough engine may be caused by a bad magneto, induction problems, improper leaning, plug fouling, fuel starvation, water in the fuel, etc.

3-4. ABORTS

3-4.1. Abort Takeoff – While on Runway

Flaps ........................................................................................ Retract Mixture ................................................................................. Idle Cutoff Master Switch .................................................................................. Off Mags ................................................................................................ Off Fuel Selector .................................................................................... Off

3-4.2. Abort After Takeoff – Land on Runway

DIVE ........................................................ Best Glide AOA (1-Yellow) Flaps .............................................................................................. Full Mixture ................................................................................. Idle Cutoff Master Switch .................................................................................. Off Mags ................................................................................................ Off Fuel Selector .................................................................................... Off

3-5. FIRE

3-5.1. Fire Extinguisher




A Halon 1211 fire extinguisher is installed behind the right seat. Unclip from the mounting bracket, pull the safety pin and spray at base of fire.

3-5.2. Engine Fire – During Start

If Engine is NOT Running o Continue Cranking with Starter

This is an attempt to pull the fire back into the engine o Mixture ...................................................................... Idle Cutoff o Throttle....................................................................... Full Open o Fuel Selector ......................................................................... Off o If Sill on Fire ..................................................Use Extinguisher

If Engine IS Running o Continue Running for a few Seconds then… o Mixture ...................................................................... Idle Cutoff o Throttle....................................................................... Full Open o Fuel Selector ......................................................................... Off o If Sill on Fire ..................................................Use Extinguisher

3-5.3. Engine Fire – In Flight

Fuel Selector ................................................................................. Off 3 Power knobs ............................................................................... Aft Heat/Defrost & Air Vents .............................................................. Off ADI Backup Battery ........................................................ On (If IMC) Master Switch ................................................................................ Off




NOTE

The G3X’s and AOA will become inoperative with the battery and alternators off. Only the standby instruments will be available.

Prop .......................................................................... Stop (If Possible) Door .................................................................... Jettison (if Required) Refer to .............................................. Off Airport Landing – No Power

WARNING

Open the door in flight only as a last resort effort. Never attempt this procedure under normal circumstances as the doors will depart the aircraft. Remember to let go of the door as it departs.

NOTE

Consider going fast to blow out the fire and get on the ground faster. Consider slipping to get the flames to one side of the aircraft.

3-5.4. Cabin / Wing Fire – In Flight

Vents, Heat/Defrost................................................................ Closed ADI Backup Battery ........................................................ On (If IMC) Master Switch ................................................................................ Off

NOTE

The G3X’s and AOA will become inoperative with the battery and alternators off. Only the standby instruments will be available.

Attitude ......................................................................................... Slip Fire Extinguisher ................................................................. Activate Land .......................................................................................... ASAP




3-5.5. Electrical Fire – On Ground

All Electrical Switches .................................................................. Off Mixture ................................................................................ Full Lean Extinguisher ............................................................................. Use It

3-5.6. Electrical Smoke or Fire – In Flight

Master Switch ................................................................................ Off Heat/Defrost ................................................................................... Off ADI Backup Battery ........................................................ On (If IMC)

WARNING

The G3X’s and AOA will become inoperative with the battery and alternators off. Only the standby instruments will be available if the Stby ADI battery switch is on.

All Electrical Switches ..................................................................... Off Speed .................................................................................. < 80 Knots Air Vents ....................................................................... Open (maybe) Fire Extinguisher ........................................................ Use (If Possible) Slip ................................................................................... If Necessary

NOTE

Consider slipping to get the flames away from the aircraft.

Door ................................................................. Jettison (if Required)

WARNING

Open the door in flight only as a last resort effort. Never attempt this procedure under normal circumstances as the doors will depart the aircraft. Remember to let go of the door as it departs.




NOTE

If smoke or fire ceases and equipment is necessary, individually restore only the required electrical equipment – one system at a time.

Flap Switches ............................................................... Off (Centered) Battery .............................................................................................. On Standby Alternator ........................................................................... On Required Electrical Equipment ....................................... One at a time Land ................................................................... As Soon As Practical

3-6. ENGINE PROBLEMS

3-6.1. Low Oil Pressure & Normal Oil Temperature

Maybe the oil pressure gauge or relief valve is malfunctioning

A leak in the line to the gauge is not necessarily cause for an immediate precautionary landing because an orifice in this line will prevent a sudden loss of oil from the engine sump.

Engine Power ................................................ Set Then Leave Alone Land ............................................................................................ ASAP Refer to .................................................................. Off Airport Landing

3-6.2. Low Oil Pressure & High Oil Temperature

Imminent Engine Failure ..................................................... Suspect Engine Power ................................................ Set Then Leave Alone Refer to .................................................................. Off Airport Landing




3-6.3. Rough Running Engine - Suddenly

................................. If it came on SUDDENLY, suspect a mag problem

Mag Switch .......................................................... Choose Best Power Power Settings .........................................................................Change Mixture ....................................................................................... Enrich Land ............................................................................................ ASAP

3-6.4. Rough Running Engine – Slowly

............................... If it came on SLOWLY, suspect a fouled spark plug

Mag Switch .......................................................... Choose Best Power Mixture Control ......................... Select Bad Mag & Lean Aggressively Problem Continues ..................................................................... Land

NOTE

A rough engine may be caused by a bad magneto, induction problems, improper leaning, plug following, fuel starvation, water in the fuel, etc.

3-7. ELECTRICAL OR AUTOPILOT

3-7.1. Alternator Failure (Main or Standby)

Zero amps and volts indicates an alternator failure

Standby Alternator .......................................................................... On Main Alternator ........................................... OFF Momentarily then ON If Output is Restored .............................................................. Continue If Output is NOT restored ................................ Failed Alternator - OFF Nonessential Equipment ......................................... OFF (as required) Good Alternator ........................................................................ Monitor Land ............................................................................................ ASAP




3-7.2. Autopilot Malfunction

The Autopilot can be disconnected by: Control Stick Disconnect Button ................................................. Press AP Key on MFD .......................................................................... Press AP Key on AP Controller ............................................................ Press Autopilot Rocker Switch ................................................................... Off AP Circuit Breaker ......................................................................... Pull

3-8. ADC OR AHRS

The Attitude and Heading Reference System (AHRS) performs attitude, heading, and vertical acceleration calculations for the G3X System, utilizing GPS, magnetometer, and air data in addition to information from its internal sensors. Attitude and heading information are updated on the PFD while the AHRS receives appropriate combinations of information from the external sensor inputs.

Loss of GPS, magnetometer, or air data inputs is communicated to the pilot by message advisory alerts. Any failure of the internal AHRS inertial sensors results in loss of attitude and heading

information (indicated by red ‘X’ flags over the corresponding

flight instruments). If GPS input fails, the AHRS can continue to provide attitude and heading information to the PFD as long as magnetometer and airspeed data are available and valid.

If the magnetometer input fails, the AHRS continues to output valid attitude information; however, the heading output on the PFD Page is

flagged as invalid with a red ‘X’.

Failure of the air data input has no effect on the AHRS output while AHRS is receiving valid GPS information. Invalid/unavailable airspeed data in addition to GPS failure results in loss of all attitude and heading information. Likewise, loss of magnetometer (heading) data, in




combination with loss of GPS data results in a loss of all attitude and heading information.

3-9. EMERGENCY DESCENT

Throttle .......................................................................................... Idle Propeller ..................................................................... In – High RPM Flaps ................................................................................... Full Down Airspeed ..................................................................... 122 Knots Max

3-10. GLIDE

Throttle ............................................................................. As Required Propeller ....................................................................... Aft – Low RPM Flaps ................................................................................................ Up Speed/AOA Best Glide (Vy) .......................................................................... 104? K Best Endurance (Vx) ..................................................................... 86 K

3-11. SPIRAL DIVES

Throttle ........................................................................................... Idle G ............................................................................................... Unload Wings ........................................................................................... Level Aircraft Pitch ................................................................................. Level

A spiral dive is a situation that develops when the nose of the aircraft begins dropping out of a turn. (A spin, on the other hand, develops from excessive yaw during a stall.) In a spiral dive, speed builds rapidly as the nose drops and, if the pilot attempts to raise the nose by applying back pressure, the turn will tighten and G forces will begin to build. If allowed to continue, the aircraft will either strike the ground at high speed or will suffer in-flight structural failure from excessive G loads.

The proper recovery from a spiral dive is to first reduce power by bringing the throttle control back to prevent exceeding Vne.




Simultaneously with the power reduction, level the wings and then apply gentle back pressure to stop the dive.

A spiral dive is a common result (usually fatal) of flying into instrument

conditions without proper training or proper instrumentation. For this

reason, pilots who are not rated and current in IFR flight must avoid

flight in conditions of reduced visibility.

3-12. SPINS

WARNING

Intentional spins are prohibited in the Glasair Super II-S FT.

Since the wing must be stalled for a spin to occur, inadvertent spins can be prevented by avoiding inadvertent stalls. The pilot must be thoroughly familiar with the Glasair’s stall and pre-stall behavior to avoid inadvertent stalls. Remember that a stall can occur at any airspeed and attitude. A pilot who is thoroughly familiar with the Glasair’s stall behavior under all conditions will be unlikely to enter an inadvertent spin.

The stall strips must be installed on the inboard wing leading edges to help ensure that there is no tendency for a wing to drop during the stall and to provide a good margin of pre-stall buffet or stall warning.

If a spin is entered inadvertently, immediately apply standard spin recovery control inputs.

Rudder ....................................................... FULL Opposite Rotation Stick ........................................ Neutral (full aft for developed spin) Power ............................................................................................ Idle Flaps ................................................................................................ Up




As rotation stops Rudder................................................................................ Neutralize Stick ................................................................ Release or Neutralize Dive ......................................................................................... Recover AOA ............................................................................................. Use It G ................................................................................................ +6 / -4

WARNING

If a spin is entered inadvertently, do not push full forward stick. This action will substantially delay recovery, accelerate the spin, and could prevent recovery. Recommended action is full aft stick until rotation stops. This holds the elevator in the up position which provides more airflow over the rudder to help stop rotation. As rotation stops, release back pressure to recover from the stall. Also, keep the ailerons neutral. Aileron opposite to the spin direction will flatten the spin, making recovery more difficult

If a wing drops during a stall, immediately apply “top” rudder to catch the wing drop and then apply forward stick to break the stall before the situation can progress to a fully developed spin.



12-10-2014 Section 4 – Normal Operating Procedures 4-1

Section 4 - Normal Operating Procedures Table of Contents

4-1. INTRODUCTION ...................................................................... 4-3

4-2. PREFLIGHT CHECKLIST ........................................................ 4-3

4-2.1. PREFLIGHT / WALK AROUND INSPECTION .................. 4-3

4-3. PRE-START, START & TAXI CHECKLIST ............................. 4-6

4-3.1. BEFORE STARTING ENGINE........................................... 4-6

4-3.2. STARTING ......................................................................... 4-7

4-3.3. AFTER STARTING ............................................................ 4-7

4-4. TAXI .......................................................................................... 4-8

4-5. EOR (LAST CHANCE) ............................................................. 4-8

4-6. TAKEOFF ............................................................................... 4-10

4-6.1. TAKEOFF - Normal .......................................................... 4-10

4-6.2. CLIMB ............................................................................... 4-10

4-6.3. Stabilized operation is prohibited ..................................... 4-10

4-7. CRUISE .................................................................................. 4-11

4-7.1. Cruise Performance ......................................................... 4-11

4-7.2. Cruise Settings ................................................................. 4-11

4-8. LEANING ................................................................................ 4-12

4-8.1. Limits ................................................................................ 4-12

4-9. VFR DESCENT & LANDING .................................................. 4-13

4-9.1. PRE DESCENT ................................................................ 4-13

4-9.2. DESCENT ........................................................................ 4-13

4-9.3. PATTERN ......................................................................... 4-14

4-9.3.1. 45° to Downwind ...................................................... 4-14

4-9.3.2. Downwind (FGuMPSS) ............................................ 4-14



4-2 Section 4 – Normal Operating Procedures 12-10-2014

4-9.3.3. Base / Final ............................................................... 4-14

4-9.3.4. Traffic Pattern Picture ............................................... 4-15

4-9.4. Rollout ............................................................................... 4-16

4-9.5. CLEAR OF RUNWAY ....................................................... 4-16

4-9.6. SHUTDOWN ..................................................................... 4-16

4-9.7. REFUELING ..................................................................... 4-16

4-10. IFR DESCENT, APPROACH & LANDING ............................. 4-17

4-10.1. PRE DESCENT ................................................................ 4-17

4-10.2. DESCENT ......................................................................... 4-18

4-10.3. IAF – IF ............................................................................. 4-18

4-10.4. IF – FAF ............................................................................ 4-18

4-10.5. FAF ................................................................................... 4-19

4-10.6. 500’ AGL ........................................................................... 4-19

4-10.7. MISSED APPROACH ....................................................... 4-19

4-11. AEROBATICS ......................................................................... 4-20

4-11.1. Over-The-Top Maneuvers ................................................ 4-21

4-11.2. HASELL Check ................................................................. 4-21

4-11.3. Entry Parameters .............................................................. 4-21

4-11.4. Spin Recovery – Primed ................................................... 4-21

4-12. MOORING .............................................................................. 4-22




4-1. INTRODUCTION

This section describes the normal operating procedures for both ground and flight operations. See Section 10 – Safety and Operational Tips for additional information plus Warnings, Cautions, and Notes concerning items in this section.

Items highlighted in yellow are items that could cause embarrassment if not complied with.

4-2. PREFLIGHT CHECKLIST

Before every flight, inspect the exterior and interior of the aircraft for anything that looks suspicious or out of line. Use the following preflight walk-around checklist as a guide when “preflighting” the aircraft.

4-2.1. PREFLIGHT / WALK AROUND INSPECTION

Walk-up

If < 40°F / 4°C ......................................................... Preheat Engine

FSS Called ........................................................Wx, TFR, NOTAMS

Oil Qty .................................................................................... Check o 6 qt minimum (Double Ring = 6 qt)

Oil Dip-Stick & Door .............................................................. Secure

Windows ................................................................................. Clean

Remove: o Rudder Control-Lock o Tie-downs o Chocks o Pitot Cover o Tow Adaptor

Tires ......................................................................50 nose, 35 main

Wings ....................................................................................... Level o Expect heavy wing on T/O if tanks not full




Cabin

Fire Extinguisher ................................................................ Charged

#1 POH .............................................................................. ARROW o Airworthiness, Registration, Restrictions Letter. POH, W&B

#2 POH – VOR Log & GPS dB ............................................ Current

Controls ..................................................................................... Free

Cross-Cockpit Air Vent ............................................................... Set

ELT .................................................................................... No lights

Circuit Breakers ............................................................................ In

Small Toggle Switches ................................. Up, Test/Down, Down o IPS Switch, ADI Backup Battery, A/P Source

Mag Switch .............................................................. Off, Key Handy

Battery ......................................................................................... On

Lights ........................................................................... On to Check

Power Levers .............................................................. Out / In / Out

Fuel Selector ........................................................................ Header

Static - Alternate Air ..................................... Cycle - Horz is Closed

Pitot Heat .................................................................................... On

PFD ..................................................................... Log Hobbs & Fuel

Fuel Gauges .......................................................................... Check

Bat Voltage ............................................................................ Check

Battery ......................................................................................... Off

Rocker Switches ......................................................................... Off




Left Wing / Sumps / Left Gear

Pitot Tube .............................................................. Warm and Clear

AOA Air/Water Separator .................................................... Drained

AOA Pressure Ports (2) ........................................................... Clear

Fuel Cap ............................................................................... Secure

Belly Panel Screws ............................................................... Secure

Left Gear ...................................................... Condition/Inflation (35)

Nose & Right Gear

Nose Gear ............................................. Condition/Inflation (50 psi)

Air Intakes ................................................................................ Clear

Alternator Belt .......................................................... Check Tension

Header Fuel Cap .................................................................. Secure

Oil Stick and Door ................................................................. Secure

Exhaust Pipe ......................................................................... Secure

Right Gear ................................................... Condition/Inflation (35)

Belly Panel Screws ............................................................... Secure

Right Wing, Left Fuselage

Fuel Cap ............................................................................... Secure

Aileron ................................................. Free, Secure, Counter Wgts

Flap ....................................................................................... Secure

Static Port ................................................................................ Clear

Remainder

Strobe ............................................................................... Complete

Elevators & Rudder ............................ Free, Secure, Counter Wgts

Static Port ................................................................................ Clear

OAT Sensor .................................................................. No Damage

Flap ....................................................................................... Secure

Aileron ................................................. Free, Secure, Counter Wgts




4-3. PRE-START, START & TAXI CHECKLIST

4-3.1. BEFORE STARTING ENGINE

IAW Lycoming Operators Manual page 3-2 (19/51) (Starting Procedures)

Key ................................................................................................ In

Cell Phones ................................................................................. Off

Master Switch ............................................................................. On

Exterior Preflight ............................................................... Complete o Chocks .......................................................................... Removed o Oil Cap and Door ................................... In Place / Tight / Closed

Brakes ............................................................................. Test & Set

Belts, S/H ........................................................... Adjust and Locked

Cockpit .......................................................... Organized & Secured

Crew Briefing o Responsibilities, Who’s PIC, Quiet Cockpit o Door Operation, Vents, Seat Belts, Fire Ext

Control Stick Enable Rocker Switch .............................. As Desired

Trim ............................................................................................. Set

Fuel Selector ............................................................................ Wing

Power Levers ................................................................. In / In / Out

PFD Engine – Fuel ............................................. Set Fuel on Board

PFD Engine – Main .......................................... Fuel Pressure Page





4-3.2. STARTING

Strobes ........................................................................................ On

Boost Pump ................................................................... On (If Req)

Mixture .................................................................... In / Out (If Req) Until a slight but steady fuel flow noted (approx 3-5 sec)

Boost Pump ................................................................................. Off

Throttle ................................................................. 1 turn in from idle o (½ way in if Flooded or in if hot)

Starter .................................................................................. Engage

Mixture ........................................................... SLOWLY to Full Rich

Throttle ................................................................... 900 - 1000 RPM o <= 1000 RPM until oil temp registering o < 1200 RPM until oil temp > 90°

Oil Pressure .......................................................................... Check o Idling ................................................................................. >24 psi o Normal out of idle ..........................................................60-90 psi o Minimum ............................................................................. 55 psi o Maximum ............................................................................ 95 psi

4-3.3. AFTER STARTING

Rocker Switches ...................................................................As Req

Flaps ............................................................................................ Up

Mixture ................................................................ Lean Aggressively

G3Xs/G430 dB currency ............................................. Menu2/Aux2↓

Transponder ..................................................................... 1200 / Alt

AOA .......................................................................................... Test o Red Tests, Black Dims o All lights for several sec & audio

Autopilot ........................................................................... AP / EFIS o HDG .......................................................................... Moves Stick o Alt & Vert Speed ....................................................... Moves Stick o Control Stick ............................................................. Disconnects




Flap Switches.............................................................................. Off

Flight Instruments .................................................................. Check o Standby Compass ............................................................. Check o Heading Indicators (2) ....................................................... Check o Attitude Indicators (3)......................................................... Check o Altimeters (3) ................................................Field Elevation ±75’

4-4. TAXI

Parking Brake ............................................................................. Off

Toe Brakes ............................................................................. Check

Turning Taxi .......................................................................... Check o Attitude indicators o Rate of Turn o Skid Indicator (Ball) o Heading indicators

4-5. EOR (LAST CHANCE)

IAW Lycoming Operators Manual page 3-4 (21/51) ( Ground Check)

Flight Controls ....................................................... Free and Correct

Avionics ........................................................................ Check & Set o Radios ..................................................................... Comm & Nav o Altimeters ................................................................................ Set o Altitude & Heading ........................................................ Preselect o CDI ............................................................................ Nav Source o Transponder ........................................................................... Set o Flight Plan ........................................................................Entered o Destination ....................................................................... Correct o DTK, Miles, Time ............................................................. Correct

Flight Instruments ............................................ PFDs & Stby Check

Engine Instruments .......................... (before > 1200 RPM) GREEN

Mixture ............................................................ As Lean As Possible





Alternator Checks ..................................................... Oil temp > 90° o MFD .......................................................................... Engine/Elec o RPM ..................................................................................... 1200 o Voltage ............................................................... 13.4 - 14.1 Volts o Amps ............................................................................. Indicating o MAIN ALT ............................................... Off (Checking Bat Pwr) o STBY ALT .......................................... On (STBY Picks Up Load) o MAIN ALT .................................................... On (Relieves STBY) o STBY ALT ................................................................................ Off

MAG / Prop Check .............................................. MFD Engine Main o RPM ................................... (Enrichen Mixture if Required) 1700 o Prop ................................................. (If Oil Cold) Cycle Quickly o MAG ....................(Check EGT Rise on Single MAGs) B-L-R-B

Pitot Heat, Lights, Etc ..................................................... As Desired

Fuel Pump ................................................................................... On

Flaps ......................................................................................... ~20°

Doors, Seats & Seatbelts ...................................................... Check

Mixture ...................................................................................... Rich

Warning/Caution Lights .............................................................. Out

Engine Gauges ...................................... (Oil Temp > 100°) Normal

DOUBLE CHECK DOORS!

If Mags check bad: o Mixture .......................................................................... Full Rich. o Throttle ....................................................................... 2200 RPM. o Mixture ...................................... Lean slowly to slight roughness. o Mixture ......................... Enrich slightly to obtain smooth running. o Timer .................................................... Start, run for 60 seconds. o Mixture .......................................................................... Full Rich. o Throttle ........................................................................ 1700 RPM o Mags ........................................................................ Check again




4-6. TAKEOFF

4-6.1. TAKEOFF - Normal

Prepare to Abort ................................................................ Psyched

Runway Hdg .......................................................................... Check

Power Levers ................................................................. All Forward

Engine Gauges .....................................................................Normal

Rotate (Vr) ....................................................................... ~60 knots o Vy ................................................................................. 108 knots o Va & Vclimb ................................................................. 126 knots o Vx, Vg, L/Dmax, Max End ......................................... 1Y ~85 knots o Vs, V15, V25, V40 ............................................ 67, 64, 60, 58 knots

4-5 KIAS Slower at 1700 lbs

Flaps ....................................................... Up > 90 KIAS < 122 KIAS

4-6.2. CLIMB

Flap Switches.............................................................................. Off


Fuel Pump ................................................................................... Off

Power ...................................................................... Adjust for CHTs

4-6.3. Stabilized operation is prohibited

> 25” MP and ................................................................ 2300-2350 RPM < 15” MP and .................................................... > 2600 RPM (white arc)




4-7. CRUISE

4-7.1. Cruise Performance

The following figures are “starting points” for fuel flow and TAS.

GW 1755 55% TAS/FF/OAT

65% TAS/FF/OAT

75% TAS/FF/OAT

PA 3000’

PA 5000’

PA 7000’

PA 9000’

GW 2150 55% TAS/FF/OAT

65% TAS/FF/OAT

75% TAS/FF/OAT

PA 3000’

PA 5000’

PA 7000’

PA 9000’

4-7.2. Cruise Settings


Power .......................................................................................... Set o Rule of thumb for MP at altitudes up to 15,000 ft or so is 29"

minus the actual altitude in thousands. i.e. 22" at 7,000', 26” at 3000’.

o Between 1800 & 2300 RPM, MP can be 4.5 above square. o Between 2400 & 2700 RPM, MP can be 2 above square. o Reference POH Section 5 Performance chart

Mixture ............................................................................. Fine Tune




Lights (in & out) ............................................................ As Required

Power Setting Results ..........................................................Record

Ops Check

Fuel Pump ................................................................................... Off


Fuel Quantity........................................................................ Enough

Engine Gauges ...................................................................... Check

Altimeters .................................................................................... Set

Compass vs AHARS .............................................................. Check

Flap Switch ................................................................................. Off

4-8. LEANING

NOTE:

IAW Lycoming Operators Manual page 3-5 (22/51) (Leaning Procedures)

N11HC has GAMI injectors so: Stay away from 50° ROP. Always cross-check the CHT when leaning. Maximum CHT temperatures have priority over reaching peak EGT temps.

Maximum Power Cruise (approximately 75% power) – Never lean beyond 150°F / 66°C ROP.

Best Economy Cruise (approximately 74% power and below) – Operate LOP.

4-8.1. Limits

CHT No Way – No How (Red Flash) ................................... <500°F

CHT Getting Too High (Red Steady) .............................. 435-499°F

CHT High Performance Cruise (Yellow) ......................... 400-435°F

CHT Economy Cruise (Green) ............................................ <400°F

>75% Power .................................................................. 150°F ROP





<75% Power ..................................................................... LOP EGT

Before increasing power ................ Mixture then Prop then Throttle

4-9. VFR DESCENT & LANDING

(See next main paragraph for IFR Descent)

4-9.1. PRE DESCENT

Pitot Heat & Defrost ..................................................... As Required

Belts – S/H ............................................................................ Secure

Airport Information .................................................................. Study

ATIS ......................................................................................... Copy

Altimeters (2) .............................................................................. Set

Radios .................................................................................... Preset

4-9.2. DESCENT

Altitude ................................................................................... Preset

Power .......................................................................... CHT > 240°F

Speed ............................................................................. <170 KIAS Va = 126 KIAS

Mixture .......................................................... Enrich during Descent (<50°F/min or ~ 8°/10 sec)




4-9.3. PATTERN

4-9.3.1. 45° to Downwind

Autopilot ...................................................................................... Off

Lights .................................................................. Aircraft & Runway

Speed .................................................................... 1Y, 90-110 KIAS

4-9.3.2. Downwind (FGuMPSS)

Flaps ............................................................. (Vfe = 122 KIAS) Set

Gas ....................................................................... Selector & Boost o Header If X-Wind / slipping and ≤ 10 gal in wing tank

Header If slipping for > 30 seconds while on wing tank

Mixture ...................................................................................... Rich

Propeller ........................................................................... High RPM

Switches ...................................................................................... Set

Seat Belts – S/H ................................................................... Secure

4-9.3.3. Base / Final

Base ............................................................. Best Glide (1Y), ~85 K

Final ........................................................ AOA Opt App (2Y), ~75 K o Idle Power Approach ...................................................... Add 5 K o 20° Flaps .............................................................. 2Y or + 3 knots o No Flap ............................................................... 2Y or +10 knots

Max Glide Range

L/D Max

(1Y)

Optimum Approach

(2Y)




4-9.3.4. Traffic Pattern Picture




ROLLOUT, CLEAR OF RUNWAY AND SHUTDOWN

4-9.4. Rollout

Flaps ............................................................................................ Up

4-9.5. CLEAR OF RUNWAY

Flap Switch ................................................................................. Off

Gas – Pump & Selector .................................................... Off & Set

Mixture ................................................................Lean Aggressively

Switches ............................................................................... As Req

4-9.6. SHUTDOWN

P-Lead Check .......................................................... Mags Off & On

Flaps ................................................................................ Full Down

Switches ...................................................................................... Off

Throttle ................................................................... 1000-1200 RPM

Mixture .................................................................................. Cut-off

Fuel Selector ............................................................................... Off

Trim Tab ...................................................................................... Set

Postflight Fuel & Hobbs ............................................................. Log

Master & Mags ............................................................................ Off

Cell Phone .................................................................................. On

Flight Plan ............................................................................... Close

4-9.7. REFUELING

The right fuel cap and the header fuel cap have electrical conductive chains between the fuel surface and the caps. Always ensure the electrical potential at the fuel surface is the same as the fuel nozzle (grounded) before and during refueling. Before unlocking and during the opening of these fuel caps, hold the grounding cable clip to the cap




(Header or right wing as appropriate) and then clip it to the cap’s chain during refueling. Always have a fire extinguisher nearby.

Fuel Used .............................................................. Note for Top-Off

Grounding Cable ......................................... Clipped to Cap Chains o Hold Grounding Cable Clip onto the right cap or header cap (as

appropriate) while removing caps, then clip to cap chain. o Header Tank Chain must be touching fuel in tank.

If Topping off: Cycle between wings but cap low wing when about 10 gal from full

Fuel Added ........................................................... Log Qty & Hobbs

Fuel Qty ..................................................................... Reset to Total

4-10. IFR DESCENT, APPROACH & LANDING

4-10.1. PRE DESCENT

Pitot Heat & Defrost ..................................................... As Required

Belts – S/H ............................................................................ Secure

Airport Information .................................................................. Study

ATIS ......................................................................................... Copy

Altimeters (2) .............................................................................. Set

Approach plate.......................................................................... Brief o Waypoint / Chart o Destination Airport o Type/Name of approach o Currency o Inbound Course o Comm & Nav freq o Transition (vectors / IAF) o Step down fixes, procedure turns, etc o FAF o DA / MDA




o Missed approach fix / procedures

G3X FPL .................................................................... Load External

430 PROC ........................................................... Activate Approach

Waypoints & IAP ..................................................................... Same

Radios ......................................................................................... Set

4-10.2. DESCENT

Altitude ................................................................................... Preset

Power .......................................................................... CHT > 240°F

Mixture .................... Enrich during descent (<50°/min ~8°/10 SEC)

4-10.3. IAF – IF

Power .................................................................... 50% (110-115 K)

Minimums ....................................................... Set (Baro/Minimums)

AP ........................................................................... APPR OR NAV

Comm ......................................................................................... Set + Runway Lights Freq

Altimeters .................................................................................... Set

Altitudes ............................................................ Preset & Minimums

Non-GPS o Nav Aids........................................................................ Freq & ID o Marker Beacon ....................................................................... On o CDI Pointers ...................................................................... Ready

Radios .............................................................. Set Tower & Missed

Source, Force, Course ..................... GPS-VLOC, TERM-LPV, A/P

What’s Next & After That?

4-10.4. IF – FAF

F-GuMpS o Flaps .................................................................... 15° (100 KIAS) o Gas ................................................................... Boost & Selector




Header If X-Wind / slipping and ≤ 10 gal in wing Tk Header If slipping for > 30 seconds

o Mixture ........................................................................... Full Rich o Switches ................................................................................. Set o Seatbelts & SH ................................................................. Secure

Altitudes ............................................................ Preset & Minimums

Source, Force, Course ..................... GPS-VLOC, TERM-LPV, AP o ILS ........................................................ VLOC - CDI, AP - LOC o VOR ........................................................ VLOC - CDI, AP-NAV

What’s Next & After That

4-10.5. FAF

Time ......................................................................................... Hack

Flaps ........................................................................................... 25°

Glideslope Altitude ................................................................. Check

Power / Speed ........................................................ 30% / 2G ~ 90K

Talk ........................................................................... “FAF Inbound”

Lights .................................................................. Aircraft & Runway

Source, Force, Course ..................... GPS-VLOC, TERM-LPV, A/P


4-10.6. 500’ AGL

F-GuMPS ....................................................................... Last Check

4-10.7. MISSED APPROACH

Autopilot .............................................................. CWS / Disconnect

Power UP, Pitch Up, Clean Up ........................................................

Suspend .................................................................................. Press

CDI ............................................................................................ GPS

Autopilot ..................................................................... Engage / Nav

Talk .....................................................................Missed / Climb out




Flap Switch ................................................................................. Off


Fuel Pump ................................................................................... Off

Source, Force, Course


4-11. Cross Wind Component Graph




4-12. AEROBATICS

4-12.1. Over-The-Top Maneuvers

Start about 150 knots and 3g

4-12.2. HASELL Check

Height ...................................................... <8000 MSL, > 4500 AGL

Airframe ................................................... GW < 1900#, Flaps, Trim Empty a/c-1350#, Parachutes 15# each, 155# CFI, 220# Student, 6# trash, 23 gal fuel = 1900#

Security .......................................... Parachute, Harnesses, Cockpit

Engine .................................................... Boost Pump, Fuel, Mixture

Location ........................................................................ Satisfactory

Lookout ..................................................................... Clearing Turns

G check ..................................................................... (Limits) +6 / -4

No Rolling Recoveries.

4-12.3. Entry Parameters

Altitude ....................................................... >6000 MSL / 4500 AGL

Airspeed ............................................................................ 150 KIAS

Over the Top ....................................... (Limits +6 & -4) 3 G then 2Y

4-12.4. Spin Recovery – Primed

o Power ....................................................................................... Off o Flaps ........................................................................................ Up o Rudder .................................................. FULL Opposite Rotation o Stick ...................................... Neutral (full aft for developed spin)

As rotation stops

o Stick .......................................................... Release or Neutralize o Rudder ......................................................................... Neutralize o Dive ................................................................................. Recover




o AOA .................................................................................... Use It

4-13. MOORING

The airplane should be moored for immovability, security and protection. The following procedures should be used for the proper mooring of the airplane:

Head the airplane into the wind if possible

Retract the flaps

Immobilize the ailerons and elevator

Chalk the wheels

Secure the rudder

Secure tie-down ropes to the wing tie-down rings and to the tail tie-down ring at approximately 45° angles to the ground. Tie-down rings are usually kept in the small storage area below the baggage compartment. When using rope of non-synthetic material, leave sufficient slack to avoid damage to the airplane should the ropes shrink while drying out. o Use bowline knots, square knots or locked slip knots. Do not

use plain slip knots

Install the pitot tube cover Close and lock the doors



12-10-2014 Section 5 – Performance 5-1

Section 5 - Performance

Table of Contents

5-1. AIRCRAFT SPECIFICATIONS .................................................. 5-3

5-1.1. With Wing Tip Extensions .................................................... 5-3

5-1.2. Without Wing Tip Extensions .. Error! Bookmark not defined.

5-2. PERFORMANCE DATA ............................................................. 5-4

5-2.1. With Extended Wing Tips ........ Error! Bookmark not defined.

5-2.2. Without Extended Wing Tips ... Error! Bookmark not defined.

5-3. POWER CHARTS ...................................................................... 5-5

5-4. CLIMB PERFORMANCE ............................................................ 5-7

5-5. FUEL, TIME, DISTANCE TO CLIMB ......................................... 5-7

5-6. SPEED POWER PERFORMANCE CRUISE ............................. 5-7

5-7. SPEED POWER ECONOMY CRUISE ...................................... 5-7

5-8. FUEL, TIME, DISTANCE TO DESCEND ................................... 5-7

5-9. GLIDE TIME AND DISTANCE ................................................... 5-7

5-10. LANDING DISTANCE OVER 50’ OBSTICAL ........................ 5-7

5-11. LANDING GROUND ROLL DISTANCE ................................ 5-7



5-2 Section 5 –Performance 12-10-2014





5-1. AIRCRAFT SPECIFICATIONS

5-1.1. With Wing Tip Extensions

Wing Span .................................................................................... 27.3 ft Wing Area ................................................................................... 91.5 ft2

Wing Aspect Ratio ........................................................................... 7.64 Wing Loading (gross) ............................................................ 24.04 lb/ft2

Length Overall............................................................................... 20.7 ft Height Overall (without propeller) ................................................. 6.8 ft? Wheel Base ..................................................................................... 5.1 ft Wheel Span (Track) ........................................................................ 6.3 ft Cabin Width .................................................................................... 42 in Baggage Space ............................................................................. 12 ft3 Baggage Capacity (max) ............................................................ 100 lbs Gross Weight non-aerobatics. .................................................. 2200 lbs Gross Weight for Aerobatics ..................................................... 1900 lbs Empty Weight.......................................................................... ~1350 lbs Useful Load ............................................................................... ~825 lbs Fuel Capacity

Wing Tank .............................................................. 43 gal (258 lbs) Header Tank ............................................................. 7 gal ( 42 lbs)

Oil Capacity ....................................................................................... 8 qt Seats ........................................................................................... 2 Souls Tire size

Main Gear ...................................................... 5.00 x 5, 6 ply rating Nose Gear ................................................ 11 x 4.00-5, 8 ply rating




5-2. PERFORMANCE DATA

Top Speed (Sea level, TAS) .................................................... 1??knots Cruise Speed (75% power @ 8000’, TAS) ............................. 1?? knots Rate of climb (from sea level) Solo (approx 1700 lbs) ......................................................... ?00 ft/min Gross .................................................................................. 1100 ft/min Stall speed with flaps (Vs)......................................................... 58 knots Stall speed clean ....................................................................... 67 knots Best Glide .................................................................................. 86 knots Best Rate of Climb (Vy) .......................................................... 108 knots Best Angle of Climb (Vx) .......................................................... 85 knots Approach Speed ....................................................................... 75 knots Never Exceed Speed (Vne) .................................................... 226 knots Maneuvering Speed (Va) ........................................................ 126 knots Maximum Structural Cruising Speed (Vno) ............................ 174 knots Maximum Flap Extension Speed (Vfe) ................................... 122 knots Structural Load Limits (2200 lb gross wgt)

Positive .................................................................................... 3.8 g Negative ................................................................................... 1.0 g

Structural Load Limits (1900 lb aerobatic wgt) Positive .................................................................................... 6.0 g Negative ................................................................................... 4.0 g

Service Ceiling (approx)............................................................ 19,000ft Roll Rate – Extended Wing Tips .............................................. 90 ° /sec




5-3. POWER CHARTS

First chart shows representative effect of fuel/air ratio on engine

operation

Second chart gives available horse power for changes in mp, rpm and

altitude.

Third chart gives several extractions from the second chart plus

percent power for different conditions







5-4. TAKEOFF PERFORMANCE

There is an Excel Takeoff Distance Spreadsheet at

http://11hc.44rf.com/manuals/manuals.htm that can be used to

approximate takeoff distance. It is based on rules-of-thumb on how

takeoff distance changes with gross weight, Density Altitude,

Headwind/tailwind and runway slope.

5-5. CLIMB PERFORMANCE

5-6. FUEL, TIME, DISTANCE TO CLIMB

5-7. SPEED POWER PERFORMANCE CRUISE

5-8. SPEED POWER ECONOMY CRUISE

AOA Maximum Range and Glide ................................. Blinking 1-Yellow

5-9. FUEL, TIME, DISTANCE TO DESCEND

5-10. GLIDE TIME AND DISTANCE

5-11. LANDING DISTANCE OVER 50’ OBSTICAL

5-12. LANDING GROUND ROLL DISTANCE

http://11hc.44rf.com/manuals/manuals.htm

Pilot’s Operating Handbook (POH) for N11HC Glasair Super II-S FT, Slotted Flaps, IO-360, C/S Prop

12-10-2014 Section 6 – Weight and Balance 6-1

Section 6 - Weight and Balance

Table of Contents

6-1. CG COMPUTATIONS ................................................................ 6-3

6-1.1. Maximum Gross Weight ....................................................... 6-3

6-1.2. Mean Aerodynamic Chord (MAC) ........................................ 6-3

6-1.3. Wing Leading Edge at MAC ................................................. 6-3

6-1.4. Flight CG Limits .................................................................... 6-3

6-1.5. % MAC Computations .......................................................... 6-4

6-1.6. Various Moment Arms (Glasair Super II-S FT) .................... 6-4

6-2. EMPTY WEIGHT CG CALCULATION ....................................... 6-4

6-2.1. CG Computations ................................................................. 6-6

6-3. EXTREME CG CALCULATIONS ............................................... 6-8

6-3.1. Forward CG Limit Check (Extended Wingtips) .................... 6-8

6-3.2. Aft CG Limit Check (Extended Wingtips) ............................. 6-9


6-2 Section 6 – Weight and Balance 12-10-2014




6-1. CG COMPUTATIONS

A N11HC specific Weight and Balance Excel Spreadsheet is available at: http://aswebs.com/44rf/11hc/manuals/w&b_spreadsheet.xls You can easily change the blue boxes’ weights and determine if the aircraft is within weight and balance. Make sure you use beginning and ending fuel loads. Another option is using the W&B section of the G3X.

Definitions of weight and balance terms are located in section 1 of this POH.

WARNING

To operate the Glasair safely, it must be flown within the specified CG limits. These limits must be strictly adhered to. Flight in either a nose-heavy or tail-heavy airplane is unsafe and can result in loss of control.

6-1.1. Maximum Gross Weight

With Wing Tip Extensions ................................................. 2200 lb Aerobatic ........................................................................... 1900 lb

6-1.2. Mean Aerodynamic Chord (MAC)

With Wing Tip Extensions ..................................................... 43.0”

6-1.3. Wing Leading Edge at MAC

With Wing Tip Extensions ................................................... 84.11”

6-1.4. Flight CG Limits

Forward Limit ................................................ 89.91” / 13.5% MAC Aft Limit ......................................................... 97.65” / 31.5% MAC

http://aswebs.com/44rf/11hc/manuals/w&b_spreadsheet.xls



6-1.5. % MAC Computations

Extended Wingtips (27.3 ft wing span) CG Station – 84.11 ÷ 43% = %MAC

6-1.6. Various Moment Arms (Glasair Super II-S FT)

Cowling Attach Flange Joggle .............................. Station 58.000 Nose Wheel Axle .................................................. Station 40.375 Main Gear Axles ................................................. Station 102.060 Oil (1.9 lb / qt) ....................................................... Station 44.000 Fuel – Wing Tank (6.0 lb / gal .............................. Station 89.850 Fuel – Header Tank (6.0 lb/gal ............................. Station 68.000 Firewall ................................................................. Station 60.000 Baggage ............................................................. Station 136.000 Passengers ......................................................... Station 115.500 Instrument Panel .................................................. Station 89.000 Ballast (~22 lbs) .................................................. Station 196.000

The REFERENCE DATUM is located 58.0” forward of the cowling attach flange joggle (aft edge of the engine cowling). Stations are measured in inches from the datum.

6-2. EMPTY WEIGHT CG CALCULATION

With the wings and waterline 100 level, a plumb bob is used to mark the location of the cowling attach flange joggle (the aft edge of the cowling) onto the floor.

NOTE

For procedures on how to mark waterline 100, see “Marking the Fuselage Reference Lines” in Subsection D of the Fuselage Assembly section of the Instruction Manuals.



WARNING

Any modifications to the aircraft that add, subtract, or shift weight change the location of the empty weight CG. If any such modifications are made, therefore, the empty weight CG must be determined again to permit accurate flight CG calculations.



6-2.1. CG Computations

The aircraft was weighed with full fuel tanks, so the fuel had to be removed via calculations to arrive at an empty weight and CG for the aircraft.





6-3. EXTREME CG CALCULATIONS

CG changes for most forward and most aft CG possible during flight have been calculated for N11HC. Below are two extremes for fore and aft CGs.

6-3.1. Forward CG Limit Check (Extended Wingtips)



6-3.2. Aft CG Limit Check (Extended Wingtips)




Pilot’s Operating Handbook for Glasair Super II-S FT N11HC


12-10-2014 Section 7 – Systems Description 7-1

Section 7 - Systems Description

Table of Contents

7-1. CHANGES FROM ORIGINAL PLANS ....................................7-7

7-1.1. Parking Brake ......................................................................7-7

7-1.2. Door Unlocked Warning System .........................................7-7

7-1.3. Flap Position Indicator .........................................................7-7

7-1.4. Oil Cooler .............................................................................7-7

7-1.5. Cowl Pin Retainers ..............................................................7-7

7-1.6. Header Tank Vent ...............................................................7-8

7-1.7. External Power Receptacle .................................................7-8

7-2. POWERPLANT .......................................................................7-8

7-2.1. Engine Access .....................................................................7-9

7-2.2. Instrumentation ....................................................................7-9

7-2.3. Accessory Data ...................................................................7-9

7-2.4. Oil System .........................................................................7-10

7-2.5. Fuel Injection System ........................................................7-11

7-2.6. Magneto System ................................................................7-12

7-2.7. Additional Information ........................................................7-12

7-2.8. Power Plant Displays ........................................................7-13

7-2.9. Cylinders ............................................................................7-13

7-3. PROPELLER .........................................................................7-13

7-4. STARTER SYSTEM ..............................................................7-15

7-5. FUEL SYSTEM ......................................................................7-15

7-5.1. Fuel Grade .........................................................................7-15

7-5.2. Fuel System Sequence .....................................................7-15

7-5.3. Two fuel tanks. ..................................................................7-15


Glasair Super II-S FT, Slotted Flaps, IO-360, C/S Prop

7-2 Section 7 – Systems Description 12-10-2014

7-5.4. Fuel Pumps ....................................................................... 7-17

7-5.4.1. Engine Driven Fuel Pump ...................................... 7-17

7-5.4.2. Electrical Fuel Pump .............................................. 7-17

7-5.5. Fuel Selector ..................................................................... 7-17

7-6. LANDING GEAR ................................................................... 7-18

7-7. BRAKES ............................................................................... 7-18

7-8. COCKPIT .............................................................................. 7-19

7-8.1. Seating Area ..................................................................... 7-19

7-8.2. Baggage ........................................................................... 7-19

7-8.3. Doors ................................................................................ 7-19

7-9. AIRFOILS.............................................................................. 7-20

7-9.1. Wing .................................................................................. 7-20

7-9.1.1. Airfoil ....................................................................... 7-20

7-9.1.2. Stall Strip ................................................................ 7-21

7-9.2. Flaps ................................................................................. 7-21

7-9.2.1. Type and Purpose .................................................. 7-21

7-9.2.2. Flap Operation ........................................................ 7-21

7-10. HEAT AND VENT SYSTEMS ............................................... 7-22

7-10.1. Heat/Defrost System ........................................................ 7-22

7-10.2. Fresh Air System .............................................................. 7-23

7-10.3. CO Detector ...................................................................... 7-24

7-10.3.1. Pocket CO Operation: ............................................ 7-24

7-11. ELECTRICAL SYSTEM ........................................................ 7-25

7-11.1. Battery/Relay Electrical System ....................................... 7-25

7-11.2. Wiring Picture – Under Right Seat ................................... 7-27

7-11.3. Other Electronic Components .......................................... 7-27

7-11.3.1. Rheostat Control Modules ...................................... 7-27




7-11.3.2. Positive Buss Bar ....................................................7-28

7-11.4. Alternators .........................................................................7-28

7-11.5. MASTER Switch ................................................................7-29

7-11.6. Circuit Breakers .................................................................7-30

7-11.7. Inside Lighting ...................................................................7-30

7-11.7.1. Rheostat Controlled Lights. .....................................7-30

7-11.7.2. Dome Light ..............................................................7-30

7-11.8. Outside Lighting .................................................................7-31

7-11.8.1. Navigation lights ......................................................7-31

7-11.8.2. Strobe Lights ...........................................................7-31

7-11.8.3. Landing Light ...........................................................7-31

7-11.9. Intelligent Power Stabilizer (IPS) .......................................7-32

7-12. ELECTRICAL LOADS ...........................................................7-33

7-13. PITOT-STATIC SYSTEM ......................................................7-34

7-13.1. Diagram .............................................................................7-34

7-13.2. Pitot Tube and Heat ..........................................................7-34

7-14. ANTENNAS ...........................................................................7-35

7-15. MAIN ROCKER SWITCHES .................................................7-35

7-16. INSTRUMENTATION ............................................................7-36

7-16.1. Garmin Sensor Unit (GSU 73) ...........................................7-36

7-16.2. G3X PFD/MFD (GDU 370/375) .........................................7-37

7-16.2.1. Configuration mode .................................................7-37

7-16.2.2. Left Screen (PFD1) .................................................7-37

7-16.2.3. Center Screen (MFD) ..............................................7-38

7-16.2.4. Right Screen (PFD2) ...............................................7-38

7-16.2.5. Redundancy and Integration ...................................7-38

7-16.2.6. Part Numbers etc. ...................................................7-38




7-16.2.7. G3X Pilot’s Guide ................................................... 7-39

7-16.2.8. Data Bar Fields ....................................................... 7-39

7-16.2.9. G3X Software/Manuals Updates ............................ 7-41

7-16.2.10. Flight Data Files...................................................... 7-43

7-16.2.11. G3X / G430W Subscriptions .................................. 7-43

7-16.2.12. Airspeed V-Speeds and Trend Line ....................... 7-44

7-16.2.13. Gee Wiz .................................................................. 7-45

7-16.2.14. Solid-State ADAHRS (GSU 73) ............................. 7-46

7-16.2.15. Magnetometer (GMU 44) ....................................... 7-46

7-16.3. Garmin GNS 430W ........................................................... 7-47

7-16.3.1. GNS430W is the #2 radio ....................................... 7-47

7-16.3.2. Control Stick Operations ........................................ 7-47

7-16.3.3. Data Bar Fields ....................................................... 7-47

7-16.3.4. Integrate Avionics ................................................... 7-48

7-16.3.5. Data Cards ............................................................. 7-48

7-16.3.6. Configuration Mode Operations ............................. 7-49

7-16.4. Autopilot ............................................................................ 7-49

7-16.4.1. TruTrak GX Autopilot .............................................. 7-50

7-16.5. PMA8000B Audio Panel ................................................... 7-51

7-16.5.1. Comm 1 vs. Comm 2: ............................................. 7-51

7-16.5.2. Control Stick Swap Mode: ...................................... 7-51

7-16.5.3. Recorder System .................................................... 7-51

7-16.5.4. Split Mode ............................................................... 7-51

7-16.5.5. More Information .................................................... 7-51

7-16.5.6. Data Plate ............................................................... 7-51

7-16.6. Garmin SL40 Communication Radio ................................ 7-52

7-16.6.1. SL40 is the #1 radio ............................................... 7-52




7-16.6.2. EC – Emergency Channel .......................................7-52

7-16.6.3. MON - Monitor 2 frequencies ..................................7-53

7-16.6.4. RCL – Recall Memory .............................................7-53

7-16.6.5. MEM – Button ..........................................................7-54

7-16.6.6. SL40 S/N 258 10 848 ..............................................7-54

7-16.6.7. Garmin GTX 327 Transponder................................7-55

7-16.6.8. Transponder Controls .............................................7-55

7-16.6.9. S/N 837 36 966 .......................................................7-55

7-16.6.10. Transponder Features .............................................7-55

7-16.7. Standby Instruments .........................................................7-56

7-16.7.1. Airspeed ..................................................................7-56

7-16.7.2. Attitude Indicator .....................................................7-56

7-16.7.3. Altimeter ..................................................................7-59

7-16.8. Compass ...........................................................................7-59

7-16.9. GT-50.................................................................................7-59

7-16.10. AOA Indicator...............................................................7-60

7-16.10.1. Checklists ................................................................7-61

7-16.10.2. Preflight ...................................................................7-61

7-16.10.3. Operating Temperatures .........................................7-61

7-16.10.4. AOA Labels .............................................................7-61

7-16.10.5. Indications ...............................................................7-62

7-16.10.6. AOA Buttons ............................................................7-62

7-16.10.7. AOA Test .................................................................7-62

7-16.10.8. AOA Enunciator.......................................................7-62

7-16.10.9. Flap Micro Switch ....................................................7-62

7-17. WING TIP EXTENSIONS ......................................................7-63

7-18. ELT ........................................................................................7-63




7-18.1. Operation .......................................................................... 7-63

7-19. CONTROL STICK GRIP ....................................................... 7-64




7-1. CHANGES FROM ORIGINAL PLANS

There were eight changes made to the original Glasair Kit # 2329.

7-1.1. Parking Brake

A parking brake was not included in the kit plan. N11HC now incorporates a parking brake. More information is available in the “Brakes” paragraph of this section.

7-1.2. Door Unlocked Warning System

The original plans had no warning if the door latching mechanism was not in the locked position. One has been added to the G3X display on N11HC. More information is available in the “Cockpit/Doors” paragraph of this section.

7-1.3. Flap Position Indicator

The original plans had no provision for a flap position indicator. One has been added to the G3X display on N11HC. More information is available in the “Flaps” paragraph of this section.

7-1.4. Oil Cooler

The original oil cooler was replaced with a more efficient Glasair III oil cooler.

7-1.5. Cowl Pin Retainers

The builder modified the original plans for retaining the cowl’s piano hinge pins which allows spinning the pins with an electric drill for both insertion and removal. More information is available in the “Powerplant/Engine Access” paragraph of this section.




7-1.6. Header Tank Vent

The header vents were removed because they siphoned fuel before the tank was full and drained it overboard. A venting fuel cap was made and allows the header tank to be topped off.

7-1.7. External Power Receptacle

A single pin Piper type plug is mounted under the fuselage just aft of the right wing flap. More information is available in the “Electrical System” paragraph of this section.

7-2. POWERPLANT

Make: .......................................................................... Aero Sport Power Model: .................................................................................. IO-360-B1E S/N: ........................................................................................... 0571-SP

Date: ................................................................................... Jan 12, 2004 N11HC’s engine was assembled by Aero Sport Power (www.AeroSportPower.com) with components from Engine Components Inc. (http://www.ECi.aero). ECI produces the same parts for the Lycoming factory for Lycoming certified engines. Even though the parts are the same as those used in Lycoming certified engines, this engine is not certified. This is because Lycoming did not assemble

http://www.aerosportpower.com/

http://www.eci.aero/




the parts (Aero Sport Power did) making this is a “non-certified” engine. The Lycoming website is http://www.lycoming.textron.com.

The IO-360-B1E is:

Similar to –B1B with rear mounted fuel injection and -1200 series impulse coupling Magnetos.

The B1B is the same as –B1A except for Bendix fuel injection system.

The B1A is the same as the O-360-A1D except for the Simmonds 530 fuel injection system.

The A1D is similar to –B1B with rear mounted fuel injection and -1200 series impulse coupling Magnetos.

(IAW Lycoming Operators Manual….)

7-2.1. Engine Access

The top cowl is held in place by Camloc fasteners toward the back, screws in front and piano hinges along the sides. The piano hinge wires are accessed by first removing the nipples at the front to expose the wires and then using a drill to spin the wire during both removal and insertion.

7-2.2. Instrumentation

See the G3X paragraph in this section concerning the Garmin Sensor Unit (GSU 73)

7-2.3. Accessory Data

Part P/N S/N

Fuel Injector 2576536-2--H 72FE3705

Fuel Pump AF-15473 06ZL17

Distributor 2524232-2 0283545

Left Slick Magneto 4371 03021764

Right Slick Magneto 4370 3121176

Starter (Kelly Aerospace Power) MZ-6222 D014216

http://www.lycoming.textron.com/





Alternator (main) B & C Specialty Products

L60 0792213

Alternator (stby) B & C Specialty Products SD20 0897617K

C/Case AEL365460-0 23-11

C/Shaft AEL36002-1 73472-04

Engine Number ......................................................................... 0571-SP FAA Type Certificate ....................................................................... 1E10 Rated Horsepower ............................................................................ 180 Rated Speed, RPM ......................................................................... 2700 Oil Capacity ...................................................................................... 8 qt. Bore, inches ................................................................................... 5.125 Stroke, Inches ................................................................................ 4.375 Displacement, Cubic Inches .......................................................... 361.0 Compression Ratio ....................................................................... 8.5 : 1 Firing Order ..................................................................................1-3-2-4 Spark occurs, Degrees BTC .............................................................. 25° Valve Rocker Clearance (hydraulic tappets collapsed) .................... 0.28-0.080 Propeller Drive Ratio ........................................................................ 1 : 1 Propeller Drive Rotation (cockpit view) ................................... Clockwise Weight ..........................................................................................296 lbs Height / Width / Length (in inches) ............................. 20.70/33.37/32.09

7-2.4. Oil System

The full pressure wet sump lubrication system is actuated by an impeller type pump contained within the accessory housing. The engine oil system uses a mechanical oil pump with a wet sump on the bottom of the engine.

The oil dipstick does not have engraved numbers indicated oil quantity in quarts. Instead, there are seven single rings engraved in the dipstick plus a double rings engraved indicating the six quart level. It is recommended keeping the oil above the double ring on the dipstick.

http://www.bandc.biz/






7-2.5. Fuel Injection System

Fuel Injection Servo was replaced about September 2014

The alternate air source of the induction system is a door that functions automatically if the primary source is obstructed. The alternate air source is from inside the heated area of the cowling and is unfiltered air.

IAW Lycoming Operators Manual page 1-4 (9/51) ( Sec 1. The Bendix fuel injections): “The Bendix RSA type fuel injection system is based on the principle of measuring air flow and using the air flow signal in a stem type regulator to

convert the air force into a fuel force. This fuel force (fuel pressure differential) when applied across the fuel metering section (jetting system) makes fuel flow proportional to air flow.”

The IO-360-B1E is the same engine used in the Piper Arrow. Below is information from Aerotech about its induction system: “The induction system of the non-turbocharged aircraft incorporates a Bendix RSA-5AD1 type fuel injector. The injector is based on the principal of the differential pressure, which balances air pressure against fuel pressure. The regulated fuel pressure established by the servo valve when applied across a fuel control (jetting system) makes the fuel flow proportional to airflow. Fuel pressure regulation by the servo valve causes a minimal drop in fuel pressure throughout the metering system. Metering pressure is maintained above most vapor forming conditions while fuel inlet pressure is low enough to allow use of a diaphragm pump. The servo system feature also checks vapor lock and associated starting problems.

The servo regulation meters fuel flow proportionally with airflow and maintains the mixture as manually set for all engine speeds. The fuel flow divider receives metered fuel and distributes fuel to each cylinder fuel nozzle.


http://www.aerotech.net/On_Line_Schedule/stuffforcfiam/8162s_Powerplant.pdf




The fuel flow portion of the manifold pressure / fuel flow gauge is connected to the flow divider and monitors fuel pressure. This instrument converts fuel pressure to an indication of fuel flow in gallons per hour and percentage of rated horsepower.”

Precision is the company that now makes the Bendix system (and has re-engineered it to some extent). It is a continuous flow system that pours a continuous stream of fuel into the inlet port (not directly into the cylinder). The injector body (the thing that looks a bit like a carburetor) attempts to measure the mass flow of air entering the engine, and schedules the appropriate quantity of fuel to be sent to the injectors. Fuel quantity is regulated by the injector body by changing fuel pressure. The spider is the really only a way of splitting off 4 smaller pipes from the larger feed pipe from the injector body (it does also incorporate a low pressure shut off valve).

Link to Troubleshooting Techniques for the Precision Airmotive RSA Fuel Metering System. Link to injector service publications.

7-2.6. Magneto System

There are two Slick magnetos. The system does not incorporate electronic ignition because the prop was not certified for electronic ignition and it may cause damaging harmonics.

7-2.7. Additional Information

Basic engine information is in section 1.

http://www.precisionairmotive.com/Publications/15-810_b.pdf

http://www.precisionairmotive.com/servpubs.htm




Lycoming books are in the “Manuals” section on the http://11HC.44RF.com website

7-2.8. Power Plant Displays

Basic/ required Power Plant Displays are always on the PFD. Additional power plant information is displayed on the Engine Default page of the MFD or the PFD if the MFD is not operating. Section 2 of this POH shows how the G3X is programmed to display the limits (Gauge ranges, color codes along with limit numbers).

7-2.9. Cylinders

IAW Lycoming Operators Manual page 1-1 (6/51) ( Sec 1. Description): Reference to the left and right side is made with the observer facing the rear of the engine (as viewed from the pilot’s seat).

Cylinder 1 = front right

Cylinder 2 = front left

Cylinder 3 = rear right

Cylinder 4 = rear left

Mags - left S4LN-1227, right S4LN-1209

7-3. PROPELLER

Manufacturer (http://www.hartzellprop.com) .............................. Hartzell Propeller Owners Manual: 115N, 61-00-15, Revision 16, October 2009. Model (Hub/Blade) .................................. Hub - HC-C2YR-1BF/F7068-2 Hub breakdown

No prefix = Indicates dowel location with respect to centerline through blade sockets when viewing hub from flange mounting face 90 & 270 deg. Clockwise

HC = Hartzell Controllable

C = Standard Hub

2 = Number of blades

http://11hc.44rf.com/


http://www.hartzellprop.com/

http://44rf.com/11hc/manuals/engine-prop/prop/prop_owner's_manual.pdf




Y = Y Shank, Aluminum Blade, Integral Pitch Change Arm

R = 475” Bolt Circle, N/A Dowels, 6 (1/2”) Bolts

1 = Constant Speed, non-feathering, no counterweights, governor oil pressure increases pitch, blade centrifugal force to low pitch

B = 2 Blade: Different cylinder, P.C. Rod, Spring, low pitch stop

F = Large pitch change knob, fork

Blade Breakdown

F = a large pitch change knob

Blank = no counterweights

70 = Basic diameter in inches

68 = Basic blade model

-2 = Subtract 2” from the basic 70 giving a 68” diameter prop

Diameter ............................................................................................. 68” Low Pitch ........................................................................................ 12.2° High Pitch ........................................................................................ 39.4° Propeller Serial Number....................................................... CH-32998B Blade Serial Numbers ............................................. J13227 and J13230 HUB .......................................................................................... D-6529-1 Factory Number ....................................................................... A41559B On 4/9/2010 this prop was sent to a Hartzell repair shop due to non-use for several years. It came back as a “Repair Order” (Not Overhaul) and the following notes: Repair Order (not overhaul) on 4/19/2010

Serviced IAW Hartzell Manuals

113B Revision 37

133C Revision 26

202A Revision 35

Complied with Hartzell Service letter:

189 Revision 2

229 Revision 2

293 Revision 1




7-4. STARTER SYSTEM

The starter is a 12 volt system manufactured by Kelly Aerospace. Part number M2-6228 0014216. It should be serviced every 50 hours.

7-5. FUEL SYSTEM

7-5.1. Fuel Grade

IAW Lycoming Operators Manual page 3-10 (27/51) (Sec 3-8. Fuel & Oil): Aviation grade 100LL fuels in which the lead content is limited to 2 c.c. per gal are approved for continuous use. Also the minimum grade aviation fuel is 91/96 or 100/130.

7-5.2. Fuel System Sequence

Fuel flows into the fuel selector from either the wing tank or the header tank (not both at once). From the fuel selector, it goes through the electric fuel pump (while operating or not), then the fuel flow meter and on to the fuel filter. From the fuel filter it goes through the engine driven fuel pump then the fuel control and onto the spider and into the cylinder fuel injectors.

7-5.3. Two fuel tanks.

The WING tank is a 43 gallon tank in the wing leading edge D-section. A very small amount of fuel is unusable.

The HEADER tank is a 7 gallon tank aft of the firewall (in the cockpit) and is vented by a venting fuel cap.

The wing-tip extensions cannot contain fuel in N11HC.

http://www.airpowerinc.com/productcart/pc/prodparts.asp?catid=6&subcat=10&mfgid=KE





NOTE

Use only grade 100 (green) or 100LL (blue) fuel with this engine.

The wing fuel tank incorporates a system of baffles and check valves designed to help prevent fuel starvation resulting from slips or other uncoordinated maneuvers.

N11HC uses capacitance probe fuel senders in the wing tank. This tank is vented through the lower wing panel at each tip.

Fuel vent float valves are installed at each wing tip to prevent spilling fuel when the airplane is parked on uneven ground with full tanks. Each float valve incorporates a pressure relief valve, which prevents damage to the fuel tank from thermal expansion of the fuel, and a check valve, which opens to allow the engine to pull fuel from the tank in the unlikely event that both float valves stick in the closed position.

A mechanical fuel pump on the engine and an electric auxiliary pump under the pilot’s seat supply fuel to the fuel injector. A three position fuel valve with positions for fuel off, wing tank fuel on and header tank fuel on is used for fuel management. A fuel sump with a fuel drain is mounted at the bottom of each tank.

A fuel screen is fitted to the fuel pickup in each sump and a cartridge type fuel filter is mounted at the low point of the fuel line forward of the firewall.

There is an inverted fuel system for the Header tank on N11HC.




7-5.4. Fuel Pumps

7-5.4.1. Engine Driven Fuel Pump

There is a mechanically driven main engine fuel pump which operates when the engine is turning over. It was replaced about September 2014.

7-5.4.2. Electrical Fuel Pump

There is an electrically driven auxiliary fuel pump located under the pilot’s seat and activated by the “FUEL PUMP” rocker switch. Monitor the fuel pressure when turning the fuel pump off,

The aux pump switch should be on:

For all traffic patterns takeoffs and landings

When switching fuel tanks

For engine emergencies or problems

7-5.5. Fuel Selector

The fuel selector is made by Andair.

The selector has a large red lever with 'Fuel' engraved on it and a clearly labeled fascia plate to indicate which tank has been selected. The lever incorporates a safety detent mechanism which allows for a good solid detent at each tank position

http://www.andair.co.uk/system/index.html




and also the button on top of the lever must be raised to switch the fuel off. When switching off check to make sure the locking button is locked.

7-6. LANDING GEAR

A fixed tricycle landing gear is used on the Glasair Super II-S FT. The main gear struts are of the spring type, fabricated from unidirectional and bidirectional fiberglass laminates. The nose gear is a simple, rubber shock mounted, heat-treated 4130 steel tube strut.

Grove Brakes and wheels: 5.00 x 5 wheels and brakes are used on the main gear. A Cleveland 5.00 x 5 wheel, fitted with a Lamb 11 x 4.00-5, 8 ply tire, is used on the nose gear.

The nose gear is free-castering, and steering is accomplished by differential braking. A friction type shimmy damper is incorporated on the nose gear.

Toe-in on the main gear is set at 1° per gear or 2° total toe-in.

7-7. BRAKES

Brake pedals are installed for both occupants. The master cylinder is located at the pilot’s toe brakes. The brake fluid reservoir is mounted to the engine mount. Toe pressure on the top of the rudder pedals actuates the Grove brakes. A parking brake is applied by applying pressure to the toe brakes while

http://groveaircraft.com/brakeinstall.html




pulling the parking brake pull knob on the center console. Therefore, it is part of the toe brake system and not independent.

7-8. COCKPIT

7-8.1. Seating Area

N11HC provides comfortable side-by-side seating for two people over 6’ 6” and weighing up to 250 lbs. each. Cabin width is approximately 42 inches.

7-8.2. Baggage

Baggage is stored directly behind the seat back and should be securely anchored down when in flight. A small storage area is located below the baggage area for tools, chocks, spare parts, oil, rags etc.

WARNING

Do not place any small loose articles in the baggage compartment. Stow all baggage in containers such as packs, suitcases, or bags. A small article, if misplaced, could bind up a control linkage causing loss of control of the aircraft.

7-8.3. Doors

The Glasair Super II-S FT utilizes gull wing canopies with fore and aft bullet type latches. The latch system uses two-way handles, which can be operated from both inside and outside of the cockpit. This provides access from the outside in the event of an emergency. Canopies can be left open for ventilation during ground taxi. The front bullet of each door activates a switch in its receptacle when locked. If the switches are not depressed by the locking mechanism, the G3X warning area will state “Pilot Door” or “Co-Pilot Door”.

WARNING




Do not open the canopies in flight. They will depart the aircraft.

7-9. AIRFOILS

Flight Controls

The controls are of a conventional 3-axis design using dual stick controls for pitch and roll, and dual rudder pedals for yaw. Controls are light and responsive in all modes of flight. The rudder movement is small creating sensitive yaw movements.

All flight control interconnections are push-pull tube linkages except for rudder control. Rudder cables are used between the rudder pedals and the rudder bellcrank. A push-pull tube connection is used from the rudder bellcrank to the rudder.

The elevator trim system functions by introducing a spring tension on the elevator control horn in the direction desired by the pilot. The system also prevents an oversensitive elevator control and provides desirable control pressure feel. The elevator trim system is actuated by an elevator trim control wheel located in the center console. The trim wheel is geared to a cable drum around which the elevator trim actuating cable is wound. The ends of the elevator trim cable, with tension springs installed in line, are routed between the cable drum and the ends of the elevator actuator arm.

Rudder trim is accomplished by a fixed external trim tab and aileron trim by either an external trim tab or by rigging the flaps differently. Aileron and rudder trim are adjustable on the ground only. Adjust the external trim tabs for optimum cruise conditions. See the instruction manuals and the flight test section for further details.

7-9.1. Wing

7-9.1.1. Airfoil

The Airfoil is GAW-2.




7-9.1.2. Stall Strip

There are small stall strips toward the inboard side of the leading edge that cause the air to separate there before it separates outboard and gives better aileron control at high AOA.

7-9.2. Flaps

7-9.2.1. Type and Purpose

N11HC has electrically actuated slotted flaps.. These flaps reduce the stall speed by 9-10 knots and shorten the takeoff and landing distances and lower approach speeds. They improve visibility over the nose on landing approach and have a maximum speed of 122 knots.

Flap motor information: Part # 73463, Motor # PE2433Q RPM 6000

7-9.2.2. Flap Operation




The flaps are controlled by the 3-position toggle switch next to the china hat switch on the stick grip. The center position is the off position and the switch should be kept in this position when the flaps are not in transit. The flaps only go down as long as the switch is held down (the switch is spring-loaded from the down position to the center position). Moving the switch to the up position moves the flaps up. A clutch mechanism allows the flap motor to continue running even when the flaps are fully up or down. Note that the switch is not spring-loaded from the up position to the off position which requires the pilot to move the switch to the off position after the flaps retract. The flap position is indicated on the G3X as: zero degrees, 15°, 25° and 40°. The flap switch position is not indicated on the G3X.

7-10. HEAT AND VENT SYSTEMS

7-10.1. Heat/Defrost System

When desired, aircrew can direct warm air to provide windshield defrosting and/or heating for the occupants. A pull/push knob is located below the throttle quadrant. Heated air is provided by a heat exchanger mounted on the exhaust system crossover tube from cylinder #2, with a heater valve mounted on the firewall. The push/pull knob opens and closes the cabin heat valve.

When the knob is retracted, all heated air from the heat exchanger goes out the bypass to outside. As the knob extends, it pulls a rotating lever which turns the heater/defrost valve. As it opens, more heat goes to the outboard area of the cockpit crew’s feet. As it extends even more, the heat starts to close and the defrost begins to open.




When fully extended, it provides all defrost. The most heat for the feet is when the knob’s cable is aligned with the red ring

Originally the system was operated by a robotic arm which was controlled by a rheostat in the upper right corner of the instrument panel. The robotic arm proved unreliable and was replaced by the current pull/push cable. However, for to panel aesthetics, the disconnected rheostat is still in place.

7-10.2. Fresh Air System

Two fresh air cabin vents are provided for the cockpit area. NACA style inlet ducts on both sides of the fuselage feed air into boxes which incorporate “eyeball” vent valves to control the flow of ventilation air into the cockpit.

Left and Right Cabin Heat Vents




7-10.3. CO Detector

The Carbon Monoxide Detector is a Pocket CO Model 300 which will Velcro attach to the glare shield. The LED will light if there is a problem.

7-10.3.1. Pocket CO Operation:

Other Information:

Pocket CO 300 Manual

This in PDF or DOCX (select “save”)

Data Sheet

Notes:

Wait for the back light to turn on after first push before continuing with more pushes.

Vibrator is turned off

50 PPM Alarm is turned off

Turn On Push & Release button once Will stay on for 12 hours or until turned off. Make sure it says “12 hr”

Turn Off Push & Release then Push & hold for 2 seconds (until red flash) Make sure it’s off and quiet. Alarm activates when:

125 – 399 PPM Alarms every 10 seconds

> 400 PPM Alarms every 5 seconds

OAT < 32°F Shows “COLD”

OAT > 122°F Shows “HOT”

During Self test

To get Dosimeter Info if On: Push & Release twice

To get Dosimeter Info if Off: Push & Release button 3 times Will automatically turn back off

http://11hc.44rf.com/manuals/CO_Detector/Pocket-CO-Model-300-r2.8.pdf

http://11hc.44rf.com/manuals/CO_Detector/Pocket_CO_Operation.pdf

http://11hc.44rf.com/manuals/CO_Detector/CO.htm




(Shows last operational info)

Codes:

TE – Total Exposure

TWA – Time Weighted Average

MAX – Maximum concentration

TIME – Elapsed Time after turn on that MAX occurred

RUN – Run time in minutes

7-11. ELECTRICAL SYSTEM

7-11.1. Battery/Relay Electrical System

Starter Relay System







7-11.2. Wiring Picture – Under Right Seat

7-11.3. Other Electronic Components

7-11.3.1. Rheostat Control Modules

Located on right side of fuselage and behind the panel.




7-11.3.2. Positive Buss Bar

Located next to Rheostat Control Modules

7-11.4. Alternators

There are two alternators. The main alternator is operated by the red Master (ALT BATT) rocker switch and has the capacity of 60 Amps. The standby alternator is operated by the left most rocker switch labeled STBY ALT and has the capacity of 20 amps. Typically, the standby alternator is off during flight. If the low voltage light illuminates, the pilot should trun the STBY ALT on. A square red “STBY ALT ON” warning light in the top-middle of the panel will illuminate if the standby alternator is providing voltage. Turn the STBYALT on if the main alternator has failed; reached its maximum output or the load is too high for the main alternator. The standby alternator must have at least between 1800 and 2000 RPM to operate. Both alternators are manufactured by B & C Specialty Products Contact people are Bill Bambridge and Gregg.





Main Standby

Part # L60 SD20

Volts 14 14-28

S/N 0792213 0897617K

Amps 60 20

TBO 2000 Hrs 1700 Hrs

7-11.5. MASTER Switch

The Master switch is actually two switches – Alternator and Battery (Labeled “ALT BATT”). The switch is split and the left side controls the main alternator while the right side controls the battery. They are normally moved together except for EOR alternator checks.

The BATT switch activates:

PFD1 (for engine instruments)

AHARS

AOA

Standby ADI

Audio Panel

#1 Communication Radio (SL-40)

All other avionics switches are activated by the MFD, AVI, or Auto Pilot switches.

NOTE

Turning the battery switch off while external power is connect may cause the CB located in front of the aircraft battery to activate.




7-11.6. Circuit Breakers

Never reset a non-critical circuit breaker in the air. Never reset a critical circuit breaker more than once without determining the cause of the tripped circuit breaker.

All circuits are protected by push-pull type circuit breakers located on the right side of the panel. Because the Glasair Super II-S FT does not conduct electricity, there is a negative bus bar with a return circuit for every electrical device. It is located inside the cockpit on the co-pilot’s side of the firewall.

7-11.7. Inside Lighting

7-11.7.1. Rheostat Controlled Lights.

A rocker switch labeled “INTER LTS” is the master on/off for the three rheostats located below the right MFD/PFD. The left rheostat controls the rocker switch backlighting. The center rheostat controls the standby instrument lights and other avionics lights. The right rheostat controls the G3X backlighting.

7-11.7.2. Dome Light

A single adjustable light is on the overhead. It is an “EyeBeam Touch” from Aveo Engineering. It is on the battery bus and the

on/off button glows. Touching the white or red button produces a similar beam of light. Brightness is controlled by touching anyplace along the ± line. It will swivel to shine on where you want the light.

http://www.aveoengineering.com/Aviation/Airplane_LED_Lights/cockpit_LED_lights/EyeBeam_Touch/index.php




7-11.8. Outside Lighting

7-11.8.1. Navigation lights

Navigation lights are installed on the ends of each wingtip and vertical fin. They are controlled by a rocker switch labeled “NAV LGTS.” The navigation-position lights consist of an appropriately colored lens (red for left, green for right and white for tail). Lights are Pulsar-EXP, 13 Watts and manufactured by Aeroleds.

7-11.8.2. Strobe Lights

Strobe lights are incorporated into the navigation lights and the landing light has a wigwag function when the strobe rocker switch (STRB LGTS) is on.

Note

With both alternators on and strobes on plus a heavy electrical load the square low voltage light will blink in time with the strobes. Normal work-around is to turn the standby alternator off.

7-11.8.3. Landing Light

A landing light is mounted in the lower engine cowl. It is controlled by a rocker switch labeled “LAND LGT.” If the “LAND LGT” switch is on along with “STRB LGTS”, the landing light will cease the wigwag function and create one solid

beam.

The light is a Sunspot 36HX from Aeroleds.com. 61-0361-001

Product # 01-1030-HA

Voltage Range 9-36VDC

Diameter / Depth 4.24” / 1.9”

http://aeroleds.com/




Current Draw at 12VDC 3.75 Amps Max / 45 Watts Max

Total LED Lumens 1500+

16 Temperature Range -55°C to +70°C

7-11.9. Intelligent Power Stabilizer (IPS)

The IPS-12v-4a Intelligent Power Stabilizer, IPS, is an electronic power converter providing aircraft bus voltage surge and sag protection for the left G3X. The IPS system will operate over an input voltage range from 5 volts to 15

volts and provides a regulated output voltage of greater than 11.25 volts. Prior to the IPS installation in N11HC the PFD would reboot when the starter was engaged. The reboot was caused by the starter’s electric draw lowering the voltage to the G3X enough to cause a reboot of the system. The reboot, in turn, caused a temporary loss of critical engine instrument monitoring during the start.

A picture of the IPS’s location above the pilot’s left knee area in N11HC is in the Heating and Ventilation System paragraph this section.

If the PFD C/B is pulled and the battery switch is on or alternators operating, the IPS will continue to provide power to the PFD until the small “IPS” white toggle switch, right of the light dimming knobs, is turned off.

If the aircraft battery is extremely weak, the IPS system may not be able to keep the connected equipment operational during engine starting. If the battery is incapable of driving the starter to rotate the engine through a complete compression cycle the aircraft battery may be sagging below 4 volts. During these conditions the IPS system will protect itself and the attached equipment by shutting down.

http://tcwtech.com/IPS-12v.htm




Battery replacement is strongly encouraged if this condition exists.

Additionally, if the aircraft battery is deeply discharged, i.e. below 9 volts continuous output with no load attached, then when the aircraft systems are initially energized (i.e. at aircraft power-up) the IPS system will not boost the output voltage and it is likely the attached equipment will not power up. This is a warning the aircraft battery is in a state of deep discharge and may be in need of service or replacement.

More information on the IPS is available on the N11HC website

7-12. ELECTRICAL LOADS

Amperage loads of the components were measured using the analog amp meter on the external power supply. Therefore the results are not exact, but probably within 0.5 amps.

Normal Cruise Amps 14.0 A*

Battery Only 2.75A

PFD #1 0.50A

AHRS 0.75A

MFD 1.0 A

Avionics Master Switch 0.25A

PFD #2 0.50A

Audio Panel 0.10A

G430W 1.15A (2.25A while transmitting)

Transponder 0.75A

G-Meter and interior lights Nill

SL40 0.25A (3.75A while transmittine)

ADI and AOA 0.85A

http://44rf.com/11hc/manuals/avionics-instruments/ips_installation.pdf




Autopilot 1.65A

Pitot Heat 11.0 A

Flaps 5.00A

Fuel Pump 5.0 A*

Main Alternator and Sensor 3.00A

Standby Alternator and Sensor nil

Nav Lights 1.0 A*

Strobe Lights 4.0 A*

Landing Light 2.0 A*

7-13. PITOT-STATIC SYSTEM

7-13.1. Diagram 7-13.2. Pitot Tube and Heat

The Pitot Tube should be covered when not flying to prevent bugs from plugging the tub. A rocker switch labeled “PITOT HEAT” controls heat to the pitot tube. The pitot tube can get very hot, so do not touch or cover it until it has time to cool. Periodically check this system by turning on the battery and pitot heat for several seconds, then turn them off and feel the pitot tube. Also insure there is an increase in electrical load when the pitot heat switch is turned on.




7-14. ANTENNAS

The avionics antennas are mounted internally inside the fiberglass structure except for the transponder antenna and the ELT antenna on a dome, both of which are on the inside of the fuselage belly.

7-15. MAIN ROCKER SWITCHES

STBY ALT ........................................... Standby Alternator

MFD .................................................... Multi Function Display

AVI ...................................................... Avionics (G430, Right G3X, Transponder & G-Meter)

AUTO PILOT ...................................... GX auto pilot

NAV..................................................... Navigation Lights (Red, Green and White)

STRB .................................................. Strobe Lights (Includes pulsing landing light)

LAND .................................................. Landing Light

INTER LTS ......................................... Interior Lights (Dimmed by 3 rheostats on right)

PITOT HEAT ....................................... Pitot Heat switch

FUEL PUMP ....................................... Fuel Pump switch




7-16. INSTRUMENTATION

The instrument panel on N11HC consists of:

Three Garmin G3X PFD/MFDs

GSU 73 Sensor Unit

GMU 44 Magnetometer Unit

GTP 59 Temperature Probe

Garmin GNS 430W

Garmin SL40 Communication Radio

Garmin GTX 327 Transponder

TruTrak GX autopilot

PS Engineering PMA8000B Audio Panel

Standby instruments (Airspeed, Attitude, Altimeter)

AOA Indicator

Flight Data Systems GT50 G meter

406 MHz Emergency Locator Beacon

7-16.1. Garmin Sensor Unit (GSU 73)

The G3X’s incorporate a GSU 73 which senses and displays on the G3X all engine gauge, ADC, Airframe, and AHRS information. Located above and forward of the pilot’s left knee.




7-16.2. G3X PFD/MFD (GDU 370/375)

Designed around the GDU 370/375 series of panel-mount displays, the G3X suite provides a non-TSO’d PFD/MFD system.

7-16.2.1. Configuration mode

Configuration mode is used to set specific G3X parameters while on the ground. This mode is entered by starting or rebooting the G3X.

If the PFD is off, turn on electrical power while holding the bottom left button.

If the PFD is already powered up, press and hold the two bottom outboard buttons while pressing the RNG down button to start the reboot. Then hold the bottom left soft key while the system reboots.

Instrument markings are entered in the configuration mode and screen shots of set markings are on the 11HC website.

NOTE

Turning the battery switch off while external power is connect may activate the CB located in front of the aircraft battery. Avoid this by always having the battery on before plugging in or unplugging the external power.

7-16.2.2. Left Screen (PFD1)

When the MFD is operating, PFD1 is a dedicated full Primary Flight Display showing attitude/directional guidance. When the MFD is not operating, PFD1 shows some engine instruments in the top portion and the bottom half can provide MFD information including additional electronic and engine monitoring information.

http://www8.garmin.com/manuals/G3XElectronicFlightInstrumentationSystem_PilotsGuide.pdf

https://buy.garmin.com/shop/shop.do?cID=155&pID=14856


http://44rf.com/11hc/panel/inst_markings/inst_markings.htm

http://44rf.com/11hc/panel/inst_markings/inst_markings.htm




7-16.2.3. Center Screen (MFD)

The center screen is a multifunction display (MFD) showing items such as detailed moving-maps, instrument approach plates, weather, terrain, and engine gauges.

7-16.2.4. Right Screen (PFD2)

The right screen can be use for either a second PFD or second MFD.

The software switch allows for either full MFD mode or full PFD mode (Full PFD mode does not allow the lower half of the screen to display MFD information).

There is a toggle switch behind the panel on the lower left side of PFD2. This switch goes to pin 9 and was originally installed to select MFD or PFD while on the ground with all power off. Software does this now and moving the switch when power is on the aircraft could be very bad for the G3X. Just leave the switch up!!! When the switch is on, it tells the right G3X that it is a PFD2 system. Old pilot rule – don’t mess with the dull switches, play only with shiny switches.

7-16.2.5. Redundancy and Integration

The three displays are interlinked through the built-in network interface. This allows full reversionary backup for added safety and redundancy.

The G3X displays are also integrated with the GX TruTrac Autopilot, SL40 and G430W.

7-16.2.6. Part Numbers etc.

System ID = 22B02D761F096

Information listed on the back of these are:

left PFD is:

GDU 370 AM GPS

011-01 747-15




Bar Code 1M8 0000 49

Center MFD is:

GDU 375

011-01 747-30

Bar Code 1LD 0000 76

Right PFD or MFD

GDU 370 AM GPS

011-01 747-15

Bar Code 1M8 0000 296

GSU 73

S/N 1D 00000 37

7-16.2.7. G3X Pilot’s Guide

Pilots should check for updates to the G3X Pilot’s Guide by going to: https://buy.garmin.com/shop/store/manual.jsp?product=010-00G3X-00&cID=155&pID=63892&ra=true

7-16.2.8. Data Bar Fields

The Data Bar Fields are located at the top of each G3X and are customizable. See the G430W paragraph of this section for its programmed data fields. As of January 2013, the programmed data fields are:

PFD1 WPT DST DTK TRK

MFD BRG VSR ETA UTC

PFD2 ECO EDR FF REM

http://www8.garmin.com/manuals/G3XElectronicFlightInstrumentationSystem_PilotsGuide.pdf

https://buy.garmin.com/shop/store/manual.jsp?product=010-00G3X-00&cID=155&pID=63892&ra=true

https://buy.garmin.com/shop/store/manual.jsp?product=010-00G3X-00&cID=155&pID=63892&ra=true




Definitions of Available Data Bar Fields:

BRG Bearing to Waypoint The compass direction from the present position to the next waypoint.

DA Density Altitude Pressure Altitude adjusted for non-standard temperature.

DST Distance to Waypoint

The distance to the next waypoint in the Active Flight Plan.

DTK Desired Track The desired course between the active “from” and “to” waypoints.

ECO Fuel Economy This value is calculated by dividing the current ground speed by the current fuel flow.

EDR Fuel Enduranc This value is obtained by dividing the amount of fuel on board by the current fuel flow (endurance to empty - no reserve included).

ESA En Route Safe Altitude

The recommended minimum altitude within ten miles left or right of the desired course on an active flight plan or direct-to.

ETA Estimated Time of Arrival

The estimated time at which the aircraft should reach the next waypoint, based upon current ground speed and track.

ETE Estimated Time En Route

The estimated time it takes to reach the next waypoint from the present position, based upon current ground speed.

FLT Flight Time The total time in flight.

FF Fuel Flow The current fuel flow.

G G-Meter The amount of positive or negative G’s.

GS Ground Speed The velocity that the aircraft is traveling relative to a ground position.




LCL Time of Day (Local) The current time and date in 12-hour or 24- hour format

MACH Mach Number A unit of speed that measures the ratio of the speed of an airplane to the speed of sound in the same atmospheric conditions

MSA Minimum Safe Altitude

Uses Grid MORAs to determine a safe altitude within ten miles of the aircraft’s present position.

REM Fuel Remaining The current fuel remaining (gal) adjusted for fuel burn and based on fuel flow.

TRK Ground Track Direction of aircraft movement relative to a ground position.

USD Fuel Used The quantity of fuel used (gal) based on fuel flow.

UTC Time The current time and date in Universal (UTC) time.

VSR Vertical Speed Required

The vertical speed necessary to descend/climb from the current position and altitude to the previously selected VNAV position and altitude, based upon current ground speed.

WPT Next Waypoint The next waypoint in the flight plan or direct-to route.

XTK Crosstrack Error The distance the aircraft is from a desired course in either direction, left or right.

7-16.2.9. G3X Software/Manuals Updates

See https://buy.garmin.com/shop/shop.do?cID=155&pID=63892 for updated G3X information





Software Update Instructions

Download the self-extracting update file onto your hard drive.

Insert an SD card with at least 20 MB of free space into your card reader.

Open the self-extracting update file and follow the instructions provided by the installer application. You will be prompted to specify the drive letter of the SD card you wish to use for the update.

Apply power to your cockpit display.

Insert the SD card containing the software update. You will be prompted to confirm before the update is installed.

During the software update, the display will indicate 'Loading'. Do not remove power during the update process.

When the update is completed, the display will reset itself and turn on normally.

Repeat steps 5-7 for each display unit in the aircraft.

If prompted to perform a GSU 73 software update, follow steps 10-12:

Enter config mode by holding down the leftmost softkey on PFD1 while powering on the system.

Scroll to the 'GSU' page and press the 'UPDATE SW' softkey.

Press the Enter key to begin updating the GSU 73 software. Do not remove power during the update process.

Note

Even if it does not prompt to perform a GSU-73 software update, check for one anyway by following the last three steps above. The GSU page will state if it is out of date and point to a softkey to update. You can also reload the current update if you wish via other keystrokes.




7-16.2.10. Flight Data Files

Flight and engine data are stored on the removable SD memory cards in each G3X. You can analyze almost everything about your flights with this data.

You can uploaded the data to MS Excel or to cirrusreports.com and review all your flight and engine data such as EGT, CHT, oil temp and pressure, fuel flow, airspeed, ground speed, distance, etc.

It creates an electronic logbook and even summarizes your fuel burn, ground op time, and flight time for each flight. The next time you repeat a flight you can go to your flight log and see how much fuel you used the last time you flew that trip.

If you click on the Google Earth 3DView selection above the map it will immediately launch Google Earth and export the selected flight into Google Earth and show the 3D "roller coaster" for that flight. If you click on the Google Earth Cockpit View it will launch Google Earth and allow you to re-fly the flight as if you were in the cockpit looking out.

Just go to cirrusreports.com, create a free account (specify aircraft type as Other and Log Format as G1000 or G900X) and upload your G3X flight data log files to create your online logbook of flight and engine data. You can either choose to share this flight data or hide it from others.

Google Earth GPS Tracking

Vans Air Force net has a great article on how to get the GPS track

from the G3X into Google Earth.

7-16.2.11. G3X / G430W Subscriptions

The most current software must be loaded into the system. Refer to the Garmin website and the MFD “splash screen”.

http://www.vansairforce.net/articles/GPS_Tracking/GPSTrack.htm

https://buy.garmin.com/shop/store/downloadsUpdates.jsp?product=010-00G3X-00&cID=155&pID=63892




Database Subscription

Garmin and Jeppesen offer a PilotPak pricing program for multiple G3X’s in a single aircraft. Below is what’s included in the pilotPak and their individual costs.

Nav Data (13 updates/year) ............... $160

Obstacle (7 updates/year) .................. $195

Terrain (Single) ................................... $150

Safe Taxi (7 updates/year) ................. $195

AOPA (7 updates/year) ....................... $195.00

FlightCharts (13 updates/year) ........... $199.95

Individual Annual Total ....................... $1094.95

PilotPak Price...................................... $500

Additional G430W Nav Data (required for IFR) ............................................................ $410

XM Weather Aviator ............................ $660

Total Annual Subscription ................... $1570

Total Monthly Cost .............................. $131

All avionics updates including 28-day databases must be logged into the N11HC Avionics Update Table. This table is located in the back of this POH – Logs for Inspections, Updates and Checks.

The G3X package includes a Terrain dB, so a Garmin USB Aviation Data Card Programmer, Part Number 010-10579-00 ($195) is not required as this is only for terrain a GNS430W terrain dB. However, a Jeppesen Skybound G2 USB Adapter, part number DSKYG241 ($49.95) is required for the GNS430W Nav data card.

7-16.2.12. Airspeed V-Speeds and Trend Line

The G3X Airspeed Trend Vector is a vertical, magenta line, extending up or down on the airspeed scale, shown to the right of the color-coded speed range strip. The end of the trend vector corresponds to the

https://fly.garmin.com/fly-garmin/aviation_database_cycles.jsp

https://fly.garmin.com/fly-garmin/pilotpak/

http://jeppdirect.jeppesen.com/main/store/avionics/AvionicsWizardSelection.action

http://www.xmwxweather.com/aviation/




predicted airspeed in 6 seconds if the current rate of acceleration is maintained. If the trend vector crosses Vne, the text of the actual airspeed readout changes to yellow. The trend vector is absent if the speed remains constant or if any data needed to calculate airspeed is not available due to a system failure.

References speeds for Glide, Vx, and Vy are pilot programmable and selectable within the G3X. A pointer can be displayed on the right side of the airspeed display opposite the speed that was programmed. The pointer are placarded [G] for glide, [Y] for Vy, and [X] for Vx.

NOTE:

Indicated gross weight stall speed with flaps (Vso) for the white arc and the indicated clean stall speed (Vs) for the green arc are yet to be determined during flight testing. AOA will also be documented for these conditions.

7-16.2.13. Gee Wiz

Highly Evolved.

These synthetic vision GDUs feature 7-inch high-definition WVGA screens, built-in high-sensitivity GPS receivers, rotary joystick cursor controls for data entry, redundant power inputs, and softkeys for mode selection. There’s a front-loading SD card slot for easy software and database updates. Plus, built-in aviation basemaps help provide realistic visual reference – identifying cities, roads, rivers, lakes, and other ground features. There’s a built-in terrain elevation database that uses color-coding to alert you as you approach potentially hazardous terrain. Both overhead and vertical profile views of this data are graphically depicted on the terrain page.

Electronic Charts

G3X system includes Geo-Referenced SafeTaxi® airport diagrams and Garmin FliteCharts®. Plus, there’s also AOPA Airport Directory data




that offers detailed information on over 7,400 U.S. airports, along with airports of entry for Canada, Mexico and the Caribbean.

XM Data

N11HC incorporates XM™ WX satellite datalink capability provides graphical NEXRAD imagery, METARS, TAFs, TFRs, winds aloft, echo tops, lightning strikes, storm cell data, and more. It also has an XM receiver for 170 channels of digital inflight XM Radio.

7-16.2.14. Solid-State ADAHRS (GSU 73)

The G3X system uses the latest in GPS-aided digital ADAHRS (Air Data and Attitude Heading and Reference Systems). Leveraging solid-state sensors and sophisticated attitude determination and integrity monitoring algorithms used in Garmin’s high-end G1000 system, the G3X’s ADAHRS provides highly accurate and reliable referencing of aircraft position, rate, vector and acceleration data. The complete sensor package includes: ADAHRS, EIS (engine monitoring), magnetometer and temperature probe.

Information Printed on the GSU 73 is:

P/N 001-01817-00

Bar Code *1D 000 00 37

7-16.2.15. Magnetometer (GMU 44)

The Magnetometer continuously updates the heading indicator of the G3X and is located about halfway between the tail and the cockpit and on the upper left side. It is cylinder in shape and must face directly forward.

Information Printed on the GMU 44 is:

P/N 001-00870-10

DO-160D, DO-178B Level B

TSO-C6d; ETSO-C6d




Bar Code *1CH005064*

7-16.3. Garmin GNS 430W

To augment the G3X’s non-TSO’d internal VFR GPS, N11HC incorporates the Garmin GNS 430W WAAS-certified IFR GPS/Nav/Comm unit – Thus making N11HC IFR capable.

7-16.3.1. GNS430W is the #2 radio 7-16.3.2. Control Stick Operations

The control stick on N11HC can control several functions of the GNS 430W. Using the “Chinaman’s Hat” switch and the top round button next to the Chinaman’s Hat switch:

Forward – flip/flops the Comm frequencies Aft – flip/flops the Nav frequencies Left – cycles the CDI (or is the same as pressing the CDI button) Right – cycles the OBS (or is the same as pressing the OBS button) The top round button next to the China Hat cycles through the channelized Comm frequencies.

See Control Stick Grip diagram toward the end of this section.

7-16.3.3. Data Bar Fields

As of September 2011 the programmed Data Bar Fields were:

https://buy.garmin.com/shop/store/manual.jsp?product=010-00412-01&cID=194&pID=301





XTK ESA ETA

TKE MSA ETE

See the G3X paragraph for what these abbreviations mean.

Available Data Bar Fields:

BRG .................................................... Bearing to Waypoint

DIS ...................................................... Distance

DTK ..................................................... Desired Track

ESA ..................................................... Enroute Safe Altitude

ETA ..................................................... Estimated Time Arrival

ETE ..................................................... Estimated Time Enroute

GS ....................................................... Ground Speed

MSA .................................................... Minimum Safe Altitude

TKE ..................................................... Tracking Angle Error

TRK ..................................................... Track Over Ground

VSR ..................................................... Vertical Speed Required

WPT .................................................... Waypoint - Next

XTK ..................................................... Cross Tracking Error

7-16.3.4. Integrate Avionics

GNS 430W is an all-in-one GPS/Nav/Comm and meets TSO C146a standards for WAAS "sole means" navigation and 10 watts minimum transmitting communications plus a 200-channel ILS/VOR with localizer and glideslope.

7-16.3.5. Data Cards

The GNS 430W has two removable data cards, one with a Jeppesen database (inserted in the left-most card slot) and the second being a Terrain database (inserted in the right-most card slot). For information on removing and installing the data card, see Appendix A – “NavData Card Use” – in the 400W Series Pilot’s Guide & Reference.

http://44rf.com/11hc/manuals/avionics-instruments/g430/gns430w_pilots_guide_.pdf




The Jeppesen database contains all airports, VORs, NDBs, Intersections, FSS, Approach, DPs/STARs, and SUA information. The G3X database system includes its own Terrain database, so N11HC is not carrying an updated Terrain database within the G430W.

7-16.3.6. Configuration Mode Operations

With power applied to the aviation rack and the 400W Series unit turned off, press and hold the ENT key and turn the unit on. Release the ENT key when the display activates. After the Data Base and Instrument Panel Self-test pages, the first page displayed is the MAIN ARINC 429 CONFIG page. While in Configuration Mode, pages can be selected by ensuring the cursor is off and rotating the small right knob.

To change the data on the displayed Configuration Page, press the small right knob (CRSR) to turn on the cursor. Rotate the large right knob to change between data fields. Rotate the small right knob to change a field that the cursor is on. Once you have made the desired selection, press the ENT key to accept the entry. For instance, activating the remote channelization was under Main System Config, then Configure-Discretes.

More information is available in Chapter 5 of the G430 Install Manual.

7-16.4. Autopilot

N11HC’s TruTrac GX autopilot accepts roll-steering commands from the GNS 430W and can automatically fly the aircraft through holding patterns, procedure turns and other position-critical IFR flight procedures.

http://aswebs.com/44rf/11hc/manuals/avionics-instruments/g430/gns430w_Install_Manual.pdf




7-16.4.1. TruTrak GX Autopilot

Designed to interface with Garmin G3X™ and is controlled through the G3X.

1.7” x 6.25” Built-in Ground Track DG Track Select Mode Altitude Hold VS Select Mode EFIS Mode (Lateral and Vertical Steering) Control Wheel Steering Pitch Trim Annunciation

The autopilot is activated and turned off with the “AUTO PILOT” rocker switch. The control stick also has a switch about half-way down to engage and disengage the autopilot with a quick click or enter the “Control Wheel Steering” (CWS) mode by holding the button while setting the desired aircraft attitude.

N11HC has a GX autopilot and there is a short manual for it. Use the G3X Pilot's Guide for most operational information. Both are posted on the 11HC website.

Information printed on the back of the Trutrak GTFP GX Pilot Flat Pack:

P/N 8000-138

S/N 100 503-8000-138-001

http://www.trutrakap.com/products/GX_Pilot.html

http://44rf.com/11hc/manuals/manuals.htm




7-16.5. PMA8000B Audio Panel

7-16.5.1. Comm 1 vs. Comm 2:

Comm 1 controls the SL40 and Comm 2 controls the GNS430W radio.

7-16.5.2. Control Stick Swap Mode:

The “pinky” button on the control stick will flip/flop the MIC button between Comm 1 and Comm 2.

7-16.5.3. Recorder System

Push and hold the COM Receive pushbutton associated with the transmission (~1 sec.). To cancel the playback, press and hold the playback button for two seconds. The next time the button is pressed for one second, the next earlier message will be heard.

7-16.5.4. Split Mode

Pressing Com 1 and Com 2 XMT buttons at the same time puts the left seat on Com 1 and the right seat on Com 2.

7-16.5.5. More Information

Operation of the PMA8000B is common to most pilots but much more information is in its manual.

7-16.5.6. Data Plate

http://44rf.com/11hc/manuals/avionics-instruments/audio/pma_8000b_pilot_guide.pdf




Note that this version of PMA8000B cannot upgrade to the newer model that will mute the second radio automatically.

7-16.6. Garmin SL40 Communication Radio

SL40 incorporates active and standby flip-flop frequency tuning, direct sunlight-readable alphanumeric display, easy

access to National Weather Service broadcasts saved and used freq. storage/recall.

With 8 watts of transmit power and only 35-watt DC input, the SL40 is cool and efficient.

7-16.6.1. SL40 is the #1 radio 7-16.6.2. EC – Emergency Channel

Sets 121.5 into the standby frequency in “Monitor” function.

http://www8.garmin.com/manuals/SL40Comm_UserGuide.pdf




7-16.6.3. MON - Monitor 2 frequencies

Press the MON button to listen to the standby frequency. A small ’m” is displayed in front of the Standby frequency. When the active frequency receives a signal, the unit will switch automatically to the Active frequency and then switch back when activity ceases. An arrow (< or>) will point to the frequency that you are currently

The SL40's frequency-monitoring function gives the ability to monitor ATIS or the 121.5 emergency frequencies without leaving an assigned ATC channel. This allows you to listen to standby frequencies while giving priority to the active channel, meaning you'll never miss a transmission.

7-16.6.4. RCL – Recall Memory

Recall is 4 areas of stored frequencies. Press “RCL” then rotate outer knob to desired icon (REM, LST, MEM, WTH). Then use inside knob to select frequency.




REM – Remote

Accesses the G430 frequency database. The waypoint type and frequencies are displayed.

LST - Auto Stack List

Recalls a list of last 8 frequencies.

MEM – User Stored Freq. Memory

Gives list of stored frequencies (after storing with MEM button)

WTH – Weather

Has the standard weather channels. (162.475 is RST)

7-16.6.5. MEM – Button

Pressing the MEM button puts the Standby freq into user Memory. Press MEM and turn big knob for “Remove” option. Then turn the small knob to freq to remove. Then MEM to remove the freq.

7-16.6.6. SL40 S/N 258 10 848




7-16.6.7. Garmin GTX 327 Transponder

The GTX 327 is a TSO-certified Mode C digital transponder.

7-16.6.8. Transponder Controls

OFF – Powers off the GTX 327. Pressing STBY, ON, or ALT key powers on the transponder displaying the last active identification code.

STBY – Selects the standby mode. When in standby mode, the transponder will not reply to any interrogations.

ON – Selects Mode A. In this mode, the transponder replies to interrogations, as indicated by the Reply Symbol ( ). Replies do not include altitude information.

ALT – Selects Mode A and Mode C. In ALT mode, the transponder replies to identification and altitude interrogations as indicated by the Reply Symbol ( ). Replies to altitude interrogations include the standard pressure altitude received from an external altitude source, which is not adjusted for barometric pressure. The ALT mode may be selected in aircraft not equipped with an optional altitude encoder; however, the reply signal will not include altitude information.

Any time the function ON or ALT is selected the transponder becomes an active part of the Air Traffic Control Radar Beacon System (ATCRBS). The transponder also responds to interrogations from TCAS equipped aircraft.

7-16.6.9. S/N 837 36 966 7-16.6.10. Transponder Features

http://www8.garmin.com/manuals/GTX327Transponder_PilotsGuide.pdf




GTX 327 features a solid state design, and with no warm up time, lower power consumption and much lower heat emissions. It provides 200 watts nominal power output and has an easy-to-read DSTN liquid crystal display which reverses the numbers out of black for optimal viewing. An innovative keypad makes entering a squawk code a snap, and a dedicated VFR button allows for quick-and-easy VFR squawking. The 327 also offers several timing and display functions, including flight time, count-up and count-down timers, as well as current pressure altitude.

See the GTX 327 manual for more information.

7-16.7. Standby Instruments

The 2.25” Standby Instruments are located on the left side of the panel and are as follows:

7-16.7.1. Airspeed

The airspeed indicator has a white arc between 59 and 122 knots, a green arc between 67 and 174 knots, a yellow arc between 174 and 225 knots, and a red line at 126 knots

Information Printed on the back of the AS indicator:

UMA

MFG P/N 16-211-240

P/N Spec ?KGS

S/N A4336

7-16.7.2. Attitude Indicator

The Attitude indicator is a TruTrak Flight Systems 8300-016 Rev B indicator. The system incorporates the following information:

Gyro / VS pitch display Bank Angle display

http://44rf.com/11hc/manuals/avionics-instruments/GTX327Transponder_PilotsGuide.pdf




Built-in Ground Track DG Low Airspeed Warning Link to: TS Manual or RF Manual

The ADI is easy to fly partly because it contains in one instrument, roll, pitch, and direction. Beyond this, it is the content of each of these displays that make this instrument easy to fly.

The direction display is located in the center of the instrument just below the rotating horizon mask. As is often the case with an inexperienced pilot caught in IMC, the instrument may be viewed with tunnel vision. For this reason it is good to have the direction in the center of the tunnel. Of more importance is that this display is track instead of magnetic heading in that the modern way to navigate is to fly track. When track is presented as a gyro display, the numbers move sequentially one degree at a time. Experience is showing that direction control with this digital DG placed immediately below the horizon mask is as easy to fly as the conventional vertical card DG in combination with the conventional horizon placed nearby.

The bank angle display is driven in a manner similar to that used in the pictorial turn and bank. The only difference is that in this instrument the display shows bank angle instead of turn rate. The advantage of this is that the presentation is instantaneous data only. It cannot drift to accumulate error as is possible with the more complex AHRS driven systems. It shows bank angles of up to +/- 45° while the requirement on conventional gyro horizons is +/- 100°. Note that when flying on instruments the object is to stay level or at least in shallow banks. This instrument is therefore designed to keep the pilot out of trouble.

The pitch display is perhaps the most beneficial feature of the ADI when compared with conventional horizon indicators. For short term or immediate movement of the nose up or down, this instrument responds and is flown like any other gyroscopic pitch indicator. The difference is that after the display has moved in response to an attitude change the deflection is sustained by the resulting vertical speed. As compared to

http://www.trutrakap.com/documents/ADIInstallandUserguide.pdf




a pitch attitude display, the vertical speed display makes it easier to hold altitude and to maintain stable climbs and descents. Also, the movable airplane symbol does not have to be adjusted to compensate for the angle the fuselage flies when vertical speed is zero. It is recognized that an aircraft when at the limit of its altitude capability can fly at an ever increasing angle of attack when vertical speed indicates zero. For this reason an airspeed warning in the form of the letters “A-S” flashing in the DG display is provided. The answer to this situation is then to observe the airspeed indicator. For stall prevention airspeed is the best information short of an angle of attack indicator. (Better than attitude)

Another plus regarding this display is that when the airplane is going straight or not turning a wing level presentation is shown. With this presentation one can disregard the effect of the rudder being out of trim (ball off center) just as crosswind is not a factor when flying GPS track for direction. This is easier than trying to fly straight with the display showing a wing down as is the case with a conventional horizon display when the rudder is out of trim.

There is an “ADI Backup Battery” toggle switch just right of the autopilot control panel. Moving the switch up provides power to the standby ADI via the internal standby ADI battery.

Information Printed on the TruTrak CPU, which is mounted on the Aux. fuel tank is:

ADI BB 12V

P/N 8000-037

S/N 091014-3000-037-008

See the manual for more information.

ADI Backup Battery & Servicing:

The servicing of the ADI backup battery is simply a matter of inspection of the functionality and confirming charge and discharge rates.

http://44rf.com/11hc/manuals/avionics-instruments/adi_install_and_user_guide.pdf




Recommendation of a function test during the pre-takeoff checklist to confirm the LED switch illuminates with activation of the backup battery. The ADI should function normally in this mode. Once it has been verified that the backup battery is properly functioning, return the switch to the normal position.

Information Printed on the back of the TruTrak instrument is:

TruTrac ADI 2

P/N 8000-033

S/N 091029-8000-033-002

Max Amps: 1

7-16.7.3. Altimeter

From UAM, this simple type (single pointer) is not designed as a backup IFR altimeter when accomplishing approaches to low minimums. Altitudes can be read in ± 500’ markings. The altimeter utilizes a knob adjustable barometric scale, viewed through a Kollsman Window. It is not connected to the outside static system. S/N A3122

7-16.8. Compass

The “Whisky” compass is from Sirs Navigation. Part number: NV2C-12V, S/N 715962-04. The spec sheet is also on the N11HC website but is very small print. A modified version is also on the website with larger print.

7-16.9. GT-50

The GT-50 from Flight Data Systems incorporates the following:

Instantaneous Accelerometer to +12/-10 G's

http://www.sirs.co.uk/aircraft

http://44rf.com/11hc/manuals/compass%20_installation.pdf

http://44rf.com/11hc/manuals/avionics-instruments/compass_larger_print.pdf

http://fdatasystems.com/GT_50.htm




Records MAX and MIN G's

12/24 hour Quartz Chronometer

Timer/Stopwatch

Automatic Flight Timer

Voltmeter

Standard 2-1/4" Instrument

Information printed on the back of the GT-50:

GT-50 9322, Rev 4a

7-16.10. AOA Indicator

The AOA indicator is from Advanced Flight Systems, Inc (http://Angle-of-Attack.com). Its 3-color, 8-LED ladder provides the pilot with critical AOA information such as: best glide, best approach, high angle and stall critical information which is consistent even with different G loading or weight. It is affected by wing contamination such as ice or other foreign objects which distort the wings ability to create lift.

Stall warning devices and AOA devices are different in design. This AOA instrument does not meet the FAA TSO requirements for stall warning devices.

A failure of the Pitot/Static pneumatic system such as taking off with a covered pitot tube will cause the AOA to give false and unreliable information.

This system, like other electrical systems, requires a minimum voltage.

The term "angle of attack” is the angle between the relative wind and the chord of the airfoil. This instrument uses “angle from zero lift” ± a constant to compute zero AOA. “Angle from zero lift” is when the wing isn’t creating lift (zero G). This AOA Instrument technically measures angles from zero lift.

http://angle-of-attack.com/




As good as this is, it is not to be used as a primary instrument and should always be cross-checked with the airspeed indicator for reasonableness.

Information Printed on the back of the AOA CPU:

P/N: Sport 111 07 03

S/N: 40261

7-16.10.1. Checklists

Verification and Calibration checklists are at: http://44rf.com/11hc/checklists/aoa/aoa_checklists.pdf.

7-16.10.2. Preflight

For proper operation the two wing ports and the aircraft main static ports must be clear – checked on preflight. Also on preflight, the pilot must drain the AOA air/water separator.

The top wing port is located 31” from the wing’s end and 17.375” at 90° from the trailing edge. The bottom wing port is located 33” from the wing’s end and 17.375” at 90°from the trailing edge. The air/water separator is located next to the bottom port and just inside about a ¾” diameter hole on the wing bottom (press to drain).

7-16.10.3. Operating Temperatures

IAW the AOA manual specifications page, the operating temperature of the CPU is -1 to 43°C (30-110°F) which is why the CPU is in the heated area of the cockpit (mounted on the header tank).

7-16.10.4. AOA Labels

The AOA Display must be placard with “NOT TO BE USED AS A PRIMARY INSTRUMENT.”

http://44rf.com/11hc/checklists/aoa/aoa_checklists.pdf




7-16.10.5. Indications

7-16.10.6. AOA Buttons

There are two buttons – test and dim. Pressing them both at the same time enters the calibrate mode. See the AOA manual concerning calibration.

7-16.10.7. AOA Test

After pressing the “TEST” button the display will be blank for several seconds then all the light bars will display for several seconds. The audio should enunciate “Angle Angle Push”, “Flaps”, “AOA Pass”.

7-16.10.8. AOA Enunciator

When the AOA reaches a high and almost stall condition the enunciator will enunciate “Angle Angle Push”. When the flaps are deployed it will enunciate “Flaps”.

7-16.10.9. Flap Micro Switch

There is a micro switch that determines the flap position. When the flaps are deployed beyond 20°, a different set of AOA settings are automatically shown which compensates for the change in lift.

1G

Cruise

2G-1Y

L/D Max

Vx

Max Endurance

Max Glide Range

1Y

2Y

Optimum Approach

Angle Advisory

Critical AOA




When the flaps are deployed, there will be an aural enunciator of “FLAPS”.

7-17. WING TIP EXTENSIONS

These wing tip extensions add four feet to the wing-span which increases the aspect ratio from 6.2 to 7.6. The climb performance is increased by 150 feet/min., stall speed is reduced up to 9 knots., and the lateral (roll) stability is greatly improved for cross-country flying. They add 100 lbs to the maximum gross weight and increase the glide ratio.

Since the tip extensions reduce the roll rate considerably, they make aerobatic maneuvers more challenging.

The shorter tips should be installed prior to extensive aerobatic maneuvering.

The extensions do not reduce maximum G load limits.

The tip extensions serve to lower the wing loading and reduce approach speed for those pilots with limited experience in high performance aircraft.

7-18. ELT

7-18.1. Operation

The main on/off switch is behind the baggage compartment and is always on. The cockpit “ON” button (left) will turn the system on to transmit a distress signal and will also activate the center light. To turn the transition and light off, press and release the




“RESET” button (right)

7-19. CONTROL STICK GRIP

The control stick grip is from Infinity Aerospace

Just as one peek is worth a thousand crosschecks, so too is one picture worth a thousand words…

See the Placards and Markings paragraph in Section 2 for details and downloads for printing these decals.

http://infinityaerospace.com/infgrip.htm


08-10-2013 Section 8 – Handling, Servicing & Maintenance 8-1

Section 8 - Handling, Servicing and Maintenance Table of Contents

8-1. GENERAL ................................................................................ 8-5

8-2. AIRPLANE INSPECTION PERIODS ....................................... 8-5

8-3. PREVENTATIVE MAINTENANCE ........................................... 8-5

8-4. AIRPLANE PAPERWORK ....................................................... 8-6

8-5. GROUND HANDLING .............................................................. 8-7

8-5.1. Tire Inflation .......................................................................... 8-7

8-5.2. Towing .................................................................................. 8-7

8-5.3. Parking ................................................................................. 8-8

8-5.4. Mooring ................................................................................. 8-8

8-6. ADDITIONAL ITEMS TO CHECK DURING OIL CHANGES ... 8-9

8-7. OIL REQUIREMENTS .............................................................. 8-9

8-8. FUEL REQUIREMENTS .......................................................... 8-9

8-8.1. Fuel Grade ............................................................................ 8-9

8-8.2. Draining Fuel Strainer, Sumps and lines ........................... 8-10

8-9. ADVISORY PUBLICATIONS ................................................. 8-10

8-10. CONDITION INSPECTION CHECKLIST ............................... 8-11

8-10.1. Service Lives ...................................................................... 8-11

8-10.2. Inspection Times ................................................................ 8-11

8-10.3. Advisory Publications, AD’s etc. ......................................... 8-11

8-10.4. Parts & Supplies ................................................................. 8-11

8-10.5. Pre Condition Checks & Prep ............................................ 8-12

8-10.5.1. Engine Run-up: ........................................................... 8-12

8-10.5.2. Engine In Flight Checks:............................................. 8-13

8-10.5.3. External Lights ............................................................ 8-14

8-10.6. Powerplant and Propeller ................................................... 8-14


8-2 Section 8 – Handling, Servicing & Maintenance 08-10-2013

8-10.6.1. Engine Compression Check ....................................... 8-14

8-10.6.2. Engine Oil & Filter ....................................................... 8-14

8-10.6.3. Plugs ........................................................................... 8-15

8-10.6.4. Magnetos .................................................................... 8-15

8-10.6.5. Engine Controls: ......................................................... 8-16

8-10.6.6. Fuel System: ............................................................... 8-16

8-10.6.7. Engine & Accessories: ................................................ 8-17

8-10.6.8. Propeller and Spinner ................................................. 8-18

8-10.6.9. Ground Run-up Check ................................................ 8-19

8-10.6.10. Cowling Installation ................................................... 8-20

8-10.7. Cabin & Fuselage ............................................................... 8-20

8-10.7.1. Interior Lighting ........................................................... 8-20

8-10.7.2. General Cockpit Inspection ........................................ 8-21

8-10.7.3. Canopy Latch & Lock Mechanisms ............................ 8-21

8-10.7.4. Interior Panel Removal ............................................... 8-21

8-10.7.5. Forward Cabin Checks ............................................... 8-22

8-10.8. Control System Inspection ................................................. 8-23

8-10.8.1. Under Seat Pan Area ................................................. 8-24

8-10.8.2. Battery inspection: ...................................................... 8-24

8-10.8.3. Control Tunnel Area ................................................... 8-24

8-10.8.4. Aft Fuselage Area: ...................................................... 8-25

8-10.9. External Fuselage & Belly Pan ........................................... 8-25

8-10.9.1. Control Surfaces & Rigging ........................................ 8-25

8-10.9.2. Low Checks ................................................................ 8-26

8-10.10. Wings & Control Surfaces: ........................................... 8-26

8-10.11. Landing Gear ................................................................ 8-27

8-10.12. Post Maint Systems Check: .......................................... 8-28



8-10.13. Post Maint In-Flight Checks: ......................................... 8-29

8-10.14. Paperwork ..................................................................... 8-29

8-10.15. Completion Sign-Off: .................................................... 8-30






8-1. GENERAL

This section provides general guidelines relating to the handling, servicing, and maintenance of the Glasair Super II-S FT, N11HC. For more complete maintenance instructions, refer to the original building manual.

The owner should stay in close contact with New Glasair (http://www.glasairaviation.com) and watch the forum posts at http://www.glasair.org. These will show service bulletins and any new problems and ideas other users may have.

8-2. AIRPLANE INSPECTION PERIODS

This aircraft requires an Annual Conditional Inspection and maintenance of proper documentation in logbooks and / or maintenance records. The original inspection was May 2012. A checklist for the Annual Conditional Inspection is toward the end of this section.

8-3. PREVENTATIVE MAINTENANCE

The holder of a pilot certificate issued under Federal Aviation Regulations *FAR) Part 61 may perform certain preventive maintenance as defined in the FARs. This maintenance may be performed only on an aircraft which the pilot owns and operates and which is not used in air carrier or air taxi/commercial operations service. Therefore, this paragraph applies to owners after Phil Conway.

All other aircraft maintenance must be accomplished by a person or facility appropriately certificated by the FAA to perform that work. In the case of N11HC, it includes Philip Conway.

Anytime maintenance is accomplished, an entry must be made in the appropriate aircraft maintenance records. The entry shall include:

The date the work was accomplished

Description of the work

http://www.glasairaviation.com/

http://www.glasair.org/



Number of hours on the aircraft

The certificate number of the pilot performing the work

Signature of the individual doing the work.

8-4. AIRPLANE PAPERWORK

The owner or pilot is required to ascertain that the following Aircraft Papers are in order and in the aircraft. N11HC’s paperwork is kept in the 8.5x5.5 3-ring notebook which is kept on the hat rack.

Aircraft Airworthiness Certificated Form FAA-8100-2. Displayed under the clear plastic of the outside front cover so it is viewable without moving the note book.

Operating Limitations letter from DAR

Aircraft Registration Certificate Form FAA-8050-3

Aircraft Radio Station License if flown outside the USA

This POH which includes current: o Weight and Balance data (Section 6 of this POH) o Minimum Equipment list (Section 2 of this POH) o Copy of the latest Repair and Alteration Form FAA-337, if

applicable.

Although the aircraft, engine and propeller logbooks are not required to be in the aircraft, they should be made available upon proper request. Logbooks should be complete and up to date. Good records will give information about what has or has not been accomplished.



8-5. GROUND HANDLING

8-5.1. Tire Inflation

Use 35-50 PSI on Mains and 50 PSI for Nose gear.

Tire pressures should always be checked with the tire at ambient temperatures. A temperature change of 5°F (3°C) produces approximately one percent (1%) pressure change. It can take up to 3 hours or more after a flight for tire temperatures to return to ambient.

If all tires are normally at 50 psi this would require a 1 psi increase above 50 psi for every 10° F expected decrease in temperature. This applies to either at the destination or from a heated hangar to local conditions.

The mains on N11HC are usually kept closer to 35 psi do to tire ware.

8-5.2. Towing

The airplane can be moved on the ground by the use of the nose wheel steering bar or power equipment that will not damage or excessively strain the nose gear steering assembly. A tow bar is stored behind the seat. Towing receptacles are incorporated into the nose gear.

There is a towing adaptor pin located in the battery area storage compartment that will let a universal towbar attach using the Beechcraft setting.

If pushing the aircraft backwards without the nose wheel steering bar, the nosewheel will caster to its turn limits.

CAUTION

When towing with power equipment, do not turn the nose gear beyond its steering radius in either direction, as this will result in damage to the nose gear mechanism.



8-5.3. Parking

When parking the airplane, be sure that it is sufficiently protected from adverse weather conditions and that it presents on danger to other aircraft. When parking the airplane for any length of time or overnight, it is suggested that it be moored securely.

To park the airplane, head it into the wind if possible.

Set the parking brake by applying toe-brake pressure then pull the parking brake knob. To release the parking brake, push the parking brake knob in.

CAUTION

Care should be taken when setting brakes that are overheated or during cold weather when accumulated moisture may freeze a brake.

Aileron and ruder controls should be secured with control locks kept with the towbar adaptor. Chocks should also be used to properly block the wheels. The seatbelt can be used to lock the elevator.

8-5.4. Mooring

Wing and tail tiedown rings are stored behind the battery.

The airplane should be moored for immovability, security and protection. The following procedures should be used for the proper mooring of the airplane:

Head the airplane into the wind if possible.

Retract the flaps

Immobilize the ailerons and elevator by looping the seat belt around the control stick and pulling snug.

Chalk the wheels

Secure the rudder



Secure tie-down ropes to the wing tie-down rings and to the tail skid at approximately 45° angles to the ground. Tie-down rings are usually kept in the small storage area below the baggage compartment. When using rope of non-synthetic material, leave sufficient slack to avoid damage to the airplane should the ropes shrink while drying out.

CAUTION

Use bowline knots, square knots or locked slip knots. Do not use plain slip knots.

Install the pitot tube cover

Close and lock the doors

8-6. ADDITIONAL ITEMS TO CHECK DURING OIL CHANGES

Air Filter

Brake Fluid and Pads

Tire Pressure

8-7. OIL REQUIREMENTS

Change the oil every 50 hours or 4 months – whichever is less.

Minimum oil level is 2 quarts to prevent engine damage and 5.5 quarts for takeoff.

Use 15W-50 or 20W-50 oil

8-8. FUEL REQUIREMENTS

8-8.1. Fuel Grade

See “FUEL / Fuel Grade” paragraph in section 2 of this POH. Normal fuel is 100LL (blue) Aviation grade fuel



8-8.2. Draining Fuel Strainer, Sumps and lines

The fuel system sumps and strainer should be drained daily prior to the first flight and after refueling to avoid the accumulation of contaminants such as water or sediment.

The wing tank drain is located in the center of the fuselage

The header tank drain is located near the left wing’s leading edge

The strainer drain is located near the right wing’s leading edge

8-9. ADVISORY PUBLICATIONS

AD’s, Service Bulletins, Service Letters and Advance Notices of Revisions are located in the Advisory Publications area of the Glasair website. This includes certified equipment on the airplane and advisories from Glasair.

Usually, the Glasair advisories published before 8 Sept 1994 are not applicable because they would have been incorporated in N11HC’s September 1994 kit. The last addition to this list was May, 7 2007. The list will be revisited during each Annual Condition Inspection.

A sorted listing of Service Bulletins applicable to N11HC are in the Advisory Publications area of the N11HC website. All have either been accomplished, incorporated into the Condition Inspection Checklist or, just not applicable. A complete list of Service Bulletins that do and do not apply are on this linked Excel spreadsheet.

Service Letters with any applicability to N11HC have been considered.

There are no relevant Advance Notices of Revisions for N11HC.

http://www.glasairaviation.com/advisglasair.html

http://44rf.com/11hc/advisory_publications/advisory_publications.htm

http://44rf.com/11hc/advisory_publications/glasair/service_bulletins.xls



8-10. CONDITION INSPECTION CHECKLIST

Date Started: Date Completed:

Hobbs Start: Hobbs End: Pay Minnesota’s Tax Last/prior annual inspection completed on ___________ at _________hrs. This annual inspection procedure details a complete and thorough inspection of the entire airframe, engine and all systems. It is a recommended guide only. If the regular 50 and 100 hour inspections are complied with then many of the inspection items and tasks in this document are redundant and need not apply. These items are noted with an "if required" comment.

8-10.1. Service Lives

Main Alternator ....................................................................................... 2000 Hours

Standby Alternator ................................................................................. 1700 Hours

Regulator (Main Alternator) LR3C-14 ....................................................... Indefinite

Regulator (Standby Alternator) SB1B-14 ................................................. Indefinite

8-10.2. Inspection Times

Starter ......................................................................................................... 50 Hours

8-10.3. Advisory Publications, AD’s etc.

See N11HC Advisory Publications website for list of items to check .................... □

8-10.4. Parts & Supplies

Parts & Supplies Required For Condition Inspection: Hartzell Propeller Owners Manual. ......................................................................... □

Lycoming Service Bulletins & Letters (see section IX-A ) ...................................... □

Oil, Oil Filter (CH-48110) ........................................................................................ □

Oil Analysis Kit ........................................................................................................ □

Filter Wrench, Drain Hose, Trash Bag ................................................................... □




Fuel Filter: Fram HPGC1 (NAPA p/n: 3900R), ..................................................... □

Filter Bowl Retaining Bolt Stat-a-Seal Washer (S-H p/n: 620-7500-038 ) ............ □

Fuel Lube Lubricant (for above washer). ............................................................... □

Bracket Air Filter Element p/n: BA-23 (or entire filter assy BA-110) ...................... □

Aeroshell 6 Grease (Prop Hub Lube) (if required) ................................................. □

Grease Gun (Prop Hub) (if required) ...................................................................... □

Wheel Bearing Grease (Blue) ................................................................................. □

LPS-2 Lubricant or Tri-Flow non-drying penetrating lube. ..................................... □

Degreaser Solvent/Cleaner (cowling/engine compartment) .................................. □

Injector Servo Fuel Inlet Fitting Oring (may not be needed - check before reinstalling) .............................................................................................................. □

.032 Stainless Steel Safety Wire (prop bolts). ....................................................... □

Brake Pads (Cleveland #66-106), Rivets, Rivet Tool (if required) ........................ □

Torque Wrench ....................................................................................................... □

Air Compressor, Hose & Filtered Nozzle ............................................................... □

Tire Pressure Gage................................................................................................. □

Differential Compression Tester ............................................................................. □

Magneto Timing Box ............................................................................................... □

Slick Mag Timing Lock Pin (if mags are to be removed for inspection/servicing) . □

Angle Finder (Elevator, Aileron & Flap travel) ........................................................ □

Rudder Travel Jig .................................................................................................... □

Misc Screws: AN509-10R10 (MS24694-S52) Belly Pan; Wing Tip:S56, S57, S58 .......................................................................................................................... □

Part Cups/cans/small boxes ................................................................................... □

4 Small jars or cans with tops for soaking fuel injectors. ....................................... □

12 mm box wrench or socket for starter terminal nut............................................. □

8-10.5. Pre Condition Checks & Prep

Preliminary Condition Checks & Preparation

8-10.5.1. Engine Run-up:

Start the engine and warm it up thoroughly. Check the following: Note OAT:________ ........................................................................................................ □

Set parking brake and run engine at 2000 RPM for the following checks: ........... □

Left magneto drop (switch to L position):_______rpm. ....................................... □

Right magneto drop (switch to R position):________rpm. .................................... □



Propeller control and governor action (do not exceed 500 RPM drop). ................ □

Oil Temp:_______ Oil Pressure: Idle (800 rpm):________ 2000 rpm:_______ ......................................................................................................... □

Static RPM - Idle:______ ....................................................................................... □

Main Alternator output - Idle: Voltage: _________ Amps: _________ ........ □

Secondary Alternator output - Idle: Voltage: _________ Amps: _________□

Parking brake - operation and will hold at 2000 rpm. ............................................ □

Magneto ground: Shutoff engine with key switch. Warning: let engine come to a complete stop - do not turn key on or a backfire will occur and damage the exhaust! Be sure to restart engine and shut down with mixture cut-off to insure no combustible fuel remains in the cylinders which would create a serious prop hazard. .................................................................................................................... □

Remarks:

8-10.5.2. Engine In Flight Checks:

Prepare for take-off. Perform the following in-flight checks: .................................. □

Take Off Roll - Full throttle RPM: ________ Manifold Pressure:_________ ...... □

Check engine operation on all fuel selector valve positions (__Header, __Left, __Right) ................................................................................................................... □

Alternator full load output - (2000 rpm min): Volts: _________ Amps:________ ** .............................................................................................................................. □

** Full load output: check with all equipment turned on: Nav lights, Strobe Lights, Landing Lights, Interior Lights, Fuel Pump, Pitot Heat, All Avionics & COM Xmit. Cycle gear (in-flight only!) and operate flap motor to draw maximum current. .... □

Check cabin heat and defrost functioning properly. ............................................... □

Note OAT:_________ Cruise Oil Temp:_________ Max Climb Oil Temp:_________ .................................................................................................... □

Oil Pressure (Hot, 2400 RPM):_____________ .................................................... □

Accomplish Flight Test Profile items from Jan 2012 Sport Aviation ...................... □

Return to airport & land. .......................................................................................... □

Mixture cutoff RPM rise at idle:_______ ................................................................ □

Check functioning of ELT - 1st 5 min of the hour: Trigger for 3 cycles max. Listen on 121.5 ....................................................................................................... □

Remarks:

http://44rf.com/11hc/manuals/flight_testing/3-engine_test_profiles/3-engine_profiles_checks.pdf



8-10.5.3. External Lights

External Lights - Check security and operation - Prior to removing cowling. ........ □

Nav Lights - Left (red):_______ Tail (white):_______ Right (green):_______□

Strobe Lights - Left: _______ Right:_______ Tail: _________ ....................... □

Landing/Taxi Light: ______ WigWag Lights:_______ ....................................... □

Remarks:

8-10.6. Powerplant and Propeller

8-10.6.1. Engine Compression Check

While engine still Hot (if required):

Remove the engine cowl and check for leaks and stains. ..................................... □

Secure oil cooler to fuse/cowl hinge with temporary mounting fixture. ................. □

Check engine for any Oil Leaks or Fuel Leaks ...................................................... □

Perform compression check per Lycoming Service Instruction 1191-A ................ □

#1: #2: #3: #4: ...................... □

Record results in Engine Log Book. .................................................................... □

Last (prior) Compression Check @__________ hrs. ............................................ □

Remarks:

8-10.6.2. Engine Oil & Filter

Engine Oil & Filter Change, while engine still Hot (if required):

Drain oil & replace spin-on filter. Take oil sample for analysis. ............................. □

Safety wire filter. ..................................................................................................... □

Refill with new oil. ................................................................................................... □

Last (prior) Oil & Filter Change @_________hrs. ................................................. □

Remarks:



8-10.6.3. Plugs

Plug Rotation Cleaning & Gapping (if required):

Clean, Gap & Rotate spark plugs (Gap .016-.022)- note measured plug gap as removed. ................................................................................................................. □

[ ]1T<-->4B 1T Gap: 4B Gap: [ ]2B<-->3T 2B Gap: 3T Gap: [ ]1B<-->4T 1B Gap: 4T Gap: [ ]2T<-->3B 2T Gap: 3B Gap:

Check ignition harness for breaks; check cigarettes and contact springs. ........... □

Clean cigarettes and contact springs with alcohol - (do not touch springs with fingers) .................................................................................................................... □

Re-install spark plugs (420 in-lbs/35 ft-lbs) ............................................................ □

Re-install ignition leads. Torque lead nuts 80-90 in-lbs max (dry). ....................... □

Last (prior) Plug Rotation & Cleaning @__________hrs. ..................................... □

Remarks:

8-10.6.4. Magnetos

Magnetos: 100 hr Inspection (if required):

See Slick service manual for 500 hr inspection, removal & service. .................... □

Inspect security of mounting bolts & Ignition harness cap. ................................... □

Check security of P-leads (15 IN-LBS MAX) and check wires for breaks or frays.□

Check security of Mag ground wires and check wires for breaks or frays. ........... □

Check and adjust magneto timing per Lycoming: 25 deg BTDC (if not recently done). ...................................................................................................................... □

Note timing - LEFT Before:______ After:______ Right Before_______ After:_______.......................................................................................................... □

Torque magneto clamp down nuts to 17 ft-lbs (204 in-lbs) max or the flange may become permanently damaged. ............................................................................. □

Last (prior) Mag 100 hr inspection @_________ hrs. ........................................... □

Remarks:



8-10.6.5. Engine Controls:

Check the following controls for security, full range of travel, interference, rubbing or chafing of the control linkage/arms through the full range of travel. .............................. □

Lubricate if necessary. ............................................................................................ □

Throttle. ................................................................................................................... □

Mixture. .................................................................................................................... □

Prop pitch control. ................................................................................................... □

Inspect each mounting clamp and cable housing end keeper for wear or looseness. Replace any aluminum keeper with a steel keeper if it shows signs of wear from vibration. ............................................................................................ □

Remarks:

8-10.6.6. Fuel System:

Drain the fuel tank sumps and check for contaminants. Remove and clean the fuel sump strainers (finger screens) if excessive contamination is apparent. ....... □

Inspect & replace fuel filter element & Stat-O-Seal washer. Lube Stat-o-Seal & bolt with thin film of fuel lube to prevent rubber seal damage. Safety wire filter bowl bolt. ................................................................................................................. □

Remove and clean injector servo body fuel inlet screen. Replace o-ring if necessary. ............................................................................................................... □

Check fuel flow through fuel line with electric fuel pump ON. ............................... □

Remove fuel injectors - use 6 point socket. Identify cylinder and keep separate. - Do not mix injectors or components. .............................................................. □

Clean Fuel Injector Nozzles w/ Hopps #9 to remove all gum and varnish. DO NOT SOAK MORE THAN 1 HOUR! .......................................................... □

Re-install Fuel Injector Nozzles - do not use thread sealant. Re-torque injectors to 60 in-lbs using 6 point long reach socket. ...................... □

Torque injector line B-nuts to 25-50 in-lb max. Do Not Over Tighten. Per SB 1414A ...................................................................................................................... □

Last (prior) Fuel Injector Check & Cleaning done at @_________ hrs; date:___________ .................................................................................................. □

Remarks:



8-10.6.7. Engine & Accessories:

General Engine Compartment and Engine Accessories:

Inspect alternator: mounting, wiring, terminals for security and condition. ........... □

Check field connector plug and grip of connectors on spade terminals. Pinch down female connector for firm/tight sliding grip on male spade terminals if required. .................................................................................................................. □

Inspect alternator belt and adjust tension, if needed. ............................................ □

Inspect starter: mounting bolts, wiring & terminals for security & condition. ......... □

Remove cabin heat muff scat hoses and check exhaust for cracks. (Soot on the inner surface of the heat muff indicates a crack). Remove the heat muff from the exhaust pipe for further inspection if any trace of exhaust soot is found indicating a crack exists. ......................................................................................... □

Carefully inspect all welded exhaust joints paying close attention to the welded "Y" joints. ................................................................................................................. □

Check exhaust springs & safety wire, gaskets and shrouds for security and cracks. ..................................................................................................................... □

Check cylinder baffles for cracks and proper seal. ................................................ □

Check engine mount and braces for security, rust, chafing, cracks & condition of rubber bushings and bonding straps. ..................................................................... □

Check engine mount to firewall securing bolts. Torque to 200 in-lbs min. Note that these become loose over time due to heating of the fiberglass firewall mounting surface allowing it to shrink and/or compress. ....................................... □

Check engine for loose nuts, bolts and screws. **Check Acc. Case Ground Lug Bolt** ....................................................................................................................... □

Check oil cooler and lines for security, chafing, signs of leaks and obstructions. □

Check all breather and overboard lines for security and obstruction.1 ................. □

Inspect injector body, fuel pump and fuel filter fuel lines for security and leaks. . □

Check fuel distributor/fuel injector fuel lines for cracks, nicks, sharp bends or leaks. ....................................................................................................................... □

Inspect cabin heat box and control for security. Check hoses for security and leaks. ....................................................................................................................... □

Inspect manifold pressure hose from cylinder fitting to firewall fitting for security, chafing and leaks. ................................................................................................... □

Inspect the induction air filter and clean with compresssed air. Replace if it is difficult to see light through it due to foreign material or if it has been in service



for 12 months or 200 hours since last replacemen (per Brackett Instructions). BA-110 assy; BA-23 Element. ................................................................................ □

Clean engine and cowling, using a suitable solvent or degreaser to remove all traces of oil, soot, dirt and fuel stains. .................................................................... □

Check cowling for chafing, cracks or heat damage. .............................................. □

Check taxi & landing lights for security. Check wire terminal connections snug. . □

Top up brake fluid reservoir, leave an air space for fluid expansion. .................... □

Check engine for any loose hardware and tools that may have been left in the engine compartment during maintenance. ............................................................. □

Check the main alternator externally for security of mounting and wiring. Belt tension should be checked by making sure that the alternator pulley may not be rotated by hand inside the belt. Alternately, approximately 50 Lbs. belt tension may be used. The belt should be checked for cracking or fraying and replaced if these conditions are found. (IAW B&C) ................................................................. □

Check the Standby alternator externally for security of mounting and wiring (IAW B&C) ........................................................................................................................ □

Check the main and standby regulator (LR3C-14) (SB1B-14) externally for security of mounting, tightness of terminal screws, and chafing or breakage of wiring. (IAW B&C). Hyperlink also has info on the calibration of the SB1B-14. ... □

Remarks:

8-10.6.8. Propeller and Spinner

Propeller and Spinner (grease only if > 100 hrs since last grease):

Remove propeller spinner and check spinner, front plate and back plate for security and cracks. ................................................................................................ □

Inspect propeller track. .......................................................................................... □

Check blades for nicks. Repair nicks per Hartzell Propeller Owners Manual. ...... □

Remove mounting bolt safety wire. Check torque of mounting bolts (60-70 ft-lbs). Resafety bolts with .032 Stainless Steel safety wire. ..................................... □

Grease propeller hub. Aeroshell 6 per Hartzell Prop Manual No. 115N Rev 5 pg 605-606. Remove the rubber lubricaps from all four fittings (pull off - do not remove safety wire). Remove the engine-side (rear) fitting from each blade socket. Remove any hardened grease with safety wire. Pump 1 fl.oz grease (maximum) into each cylinder-side (front) fitting, or until grease emerges from the opposite hole where the fitting was removed - whichever occurs first. Note:

http://www.bandc.biz/pdfs/ICA-l60.pdf

http://www.bandc.biz/pdfs/ICA-SD20.pdf

http://www.bandc.biz/pdfs/ICA-SD20.pdf

http://www.bandc.biz/pdfs/ICA-lr3c.pdf

http://www.bandc.biz/pdfs/ICA-sb1b-14.pdf



one (1) ounce grease is aprox 6 pumps on hand held grease gun. DO NOT USE AIR AN ASSISTED GREASE GUN. .............................................................. □

Reinstall spinner. Do not over tighten spinner screws. ......................................... □

Make an entry in propeller log book of this inspection and any maintenance performed. ............................................................................................................... □

Remarks:

8-10.6.9. Ground Run-up Check

Ground Run-up Check (After Engine Maintenance Completed):

Start the engine and warm it up thoroughly. Check the following: Note OAT:________ ........................................................................................................ □

Set parking brake and run engine at 2000 RPM for the following checks: ........... □

Check engine operation on all fuel selector valve positions (__Header, __Left, __Right) ................................................................................................................... □

Left magneto drop (switch to L position):_______rpm. ....................................... □

Right magneto drop (switch to R position):________rpm. .................................... □

Propeller control and governor action (do not exceed 500 RPM drop). ................ □

Suction Gage Vacuum: @Idle:______ 1000 rpm:_______1400:_______2000:_______ ............................................................ □

Oil Temp:_______ Oil Pressure: Idle (800 rpm):________ 2000 rpm:_______ ......................................................................................................... □

Static RPM - Idle:______ ....................................................................................... □

Main alternator output - Perform an operational test to determine that the main alternator maintains the aircraft electrical bus at the approximate regulator set point as loads are added and removed (at high loads, cruise RPM may be required). ................................................................................................................. □

Standby alternator -- perform the before takeoff test described under the “Final Test” described in the B&C installation drawing. ................................................... □

Main Alternator Regulator -- check to determine that the regulator maintains the aircraft electrical bus at its approximate set point as loads are added and removed (at high loads, cruise RPM may be required). ........................................ □

Parking brake - operation and will hold at 2000 rpm. ............................................ □

Magneto ground: Shut off engine with key switch. Warning: let engine come to a complete stop - do not turn key on or a backfire will occur and damage the exhaust! Be sure to restart engine and shut down with mixture cut-off to insure



no combustible fuel remains in the cylinders which would create a serious prop hazard. .................................................................................................................... □

Mixture cutoff RPM rise at idle:_______ ................................................................ □

After engine shut-down, carefully check for any oil or fuel leaks. ......................... □

Remarks:

8-10.6.10. Cowling Installation

Replace Taxi and/or Landing Lights if necessary. ................................................ □

Adjust taxi and landing light positions if required. .................................................. □

Pre-Cowling Check: ............................................................................................... □ o Check: Oil cooler secure w/ pins & safety screws. ........................................... □ o Check: Taxi/Ldg Light Connectors .................................................................... □ o Check: Side Hinge Pins Secure ....................................................................... □ o Check: Induction SCEET Tube Secure - No Rips. ........................................... □ o Check: Lower Cowling Screws ........................................................................ □

Reinstall upper cowling. Check all screws secure. ............................................ □

Verify operation of Taxi & Landing Lights .............................................................. □

Remarks:

8-10.7. Cabin & Fuselage

8-10.7.1. Interior Lighting

Interior Lighting (prior to removing interior component & console):

Baggage Compartment/Interior Flood Light ........................................................... □

Map/Reading Lights ................................................................................................ □

Panel Flood Lights .................................................................................................. □

Instrument Post Lights & Dimmer ........................................................................... □

Internal Instrument Lights & Dimmer ...................................................................... □

Remarks:



8-10.7.2. General Cockpit Inspection

Check instruments for security, legibility and markings. ........................................ □

Check the fuel tank gauges and senders, if applicable, for proper markings, indication, and freedom of movement. ................................................................... □

Check the compass for discoloration, compass card displayed. ........................... □

Check the circuit breakers and switches for security and condition. ..................... □

Check all Plexiglas for cracks. ................................................................................ □

Check canopy hinges and latches for security. Lubricate as required. ................. □

Test Standby ADI Backup Battery IAW Users Guide (pg 2) .................................. □ (Once a year a complete function test of the backup battery system is recommended:

Activate the ADI backup battery and confirm LED is illuminated. Continue in this mode, note the time of activation and confirm minimum one hour function of the ADI.

If function time is less than one hour then remove backup battery and charge on the bench for a minimum of eight hours and retry function test above.)

Remarks:

8-10.7.3. Canopy Latch & Lock Mechanisms

Remove inside canopy latch handle covers ........................................................... □

Check actuator bars secure, cir-clips & safety wire secure - not flopping over pin. ........................................................................................................................... □

Check security & operation of lock mechanism - clears safety wire loop. ............ □

Check for excessive free-play & rattling of actuator bars. ..................................... □

Lubricate mechanism pivot points and pins with graphite lube. ............................ □

Check mill-fiber handle stop pad is secure - not fractured off canopy frame. ....... □

Remarks:

8-10.7.4. Interior Panel Removal

Remove: wing attach bracket black covers, overhead console, center console, baggage bulkheads, rear control tunnel top, carpets, heal rests, seat pans, belly pan, and gear doors (as necessary)....................................................................... □

Check all seat pan screws - discard & replace screws with chewed heads (they will wear holes in leather seat cushions) ................................................................ □

http://44rf.com/11hc/manuals/avionics-instruments/adi_install_and_user_guide.pdf



Check the seat pans for cracks or stress marks. ................................................... □

Check the seat belts and shoulder harnesses for security and condition. ............ □

Check the wing attach bolts and fittings for security, integrity and safety. ............ □

Remarks:

8-10.7.5. Forward Cabin Checks

Fwd cabin - Instrument Panel & Forward, Header Tank, Firewall.

Check the pitot tube line and static line plumbing and fittings behind the panel. . □

Check all instrument wiring and plumbing for security and chafing behind the panel. ....................................................................................................................... □

Check radio equipment, wiring & antenna connectors for security & proper connection. .............................................................................................................. □

Check all cabin ground bus terminal screws tight. ................................................. □

Check all EPI-DPU wire terminal connections snug. Do not over tighten. ............ □

Check the fuel tank, fuel lines, vent lines and fuel standpipes and fittings behind the panel for security, leaks or contaminants also check all lines and fittings in the seat pan area and where they pass thru the lower center panel and console.□

Inspect engine mount points on the aft side of firewall for cracks or stress marks in the fiberglass. ...................................................................................................... □

Check & tighten Main Bus power feed terminals & Alternator fuse bolts/nuts on copper bus bar on aft firewall - co-pilot side. ......................................................... □

Check Main Bus Power feed terminal stud bolt is tight (behind breaker panel section on upper fuselage next to cabin ground bus bar. ...................................... □

Check all Cabin Ground Bus Bar terminal connections are tight. ......................... □

Inspect parking brake cable, cable keeper, security and operation. ..................... □

Check the brake master cylinders and brake line fittings for leaks. ...................... □

Check all brake pedal and cylinder pivot points free with no excessive wear or free play ................................................................................................................... □

Verify all brake pedal and cylinder pivot bolts/nuts properly cotter-pinned and secure. ..................................................................................................................... □

Lubricate brake cylinder pivot points with a light lubricant..................................... □

Remarks:



8-10.8. Control System Inspection

Inspect the following control system components: pushrods, rod end bearings, cable and linkages for corrosion, safety, security and chafing. Clean and lubricate all rod-end bearing surfaces, pulleys and gears as necessary. Check the following systems:

Aileron system......................................................................................................... □ o Check rod end bearings & jam nuts tight. ........................................................... □ o Check control stick pivot not binding and not loose. .......................................... □ o Check control stick wires not being pinched or binding. .................................... □ o Remove aileron counterweight assemblies and inspect for rust inside tubes

IAW Glasair Service Bulletin #153 ..................................................................... □

Elevator system (seat pan area, see section II-I for rear control tunnel & aft fuse area): ....................................................................................................................... □ o Check rod end bearings & jam nuts tight on both control tubes. Check tubes

are free and clear with no interference or rubbing on wires, cables etc. through full range of travel. ................................................................................. □

Trim system: ............................................................................................................ □ o Check trim cables for any wear, rubbing or binding. .......................................... □ o Check trim cable pullys for free rotation. Check for excessive wear or cable

cuts. ..................................................................................................................... □ o Inspect trim spring tension: ................................................................................ □ o Inspect each trim cable ferrel for wear and carefully inspect each nico-press

sleeve for signs of slippage - at both the spring end and the control arm end. . □ o Lubricate trim box shafts & gears with graphite lubricant. ................................. □

Rudder system: ....................................................................................................... □ o Inspect rudder cables for any wear, rubbing or binding throughout full range of

travel. ................................................................................................................... □ o Check rudder cable pulleys for free rotation. Check for excessive wear or

cable cuts............................................................................................................. □ o Check rudder cable NicoPress swages for corrosion IAW SB152 .................... □ o Check rudder return springs and attach bracket. Inspect spring attach holes

for wear. ............................................................................................................... □ o Lubricate hinge pin and between hinge knuckles with an appropriate grease

lubricant while holding rudder up to open the lower hinge knuckle gaps on bottom side for grease. ....................................................................................... □

o Verify that the rudder hinge is properly safetied and bracket is secure. ............ □

Flap system: Note: Lube flap actuator linkages and pivot points. ........................ □ o Inspect flap motor attach and pivot points for security. ...................................... □



o Inspect flap actuator linkage for security with all pivot bolts/nuts cotter pinned.□ o Check linkage free from binding, interference and rubbing on wires, hoses etc.

through the full range of travel. ........................................................................... □ o Check the flap/gear warning cam and micro switch for security. ....................... □ o Lubricate the flap linkage with a light lubricant. .................................................. □

Remarks:

8-10.8.1. Under Seat Pan Area

Seat Pan Area - Fuel Lines & Wiring

Check the operation of the fuel selector valve. Remove, disassemble and lubricate if necessary. Check the handle position markings on the console overlay. .................................................................................................................... □

Check all fuel lines for leaks, security and chafing in the seat pan area. .............. □

Check all wiring bundles for security and chafing. ................................................. □

Check wiring terminal blocks for security & check each screw terminal is tight/secure. ............................................................................................................. □

Inspect gear brackets for corrosion (see website for example pictures) ............... □

Remarks:

8-10.8.2. Battery inspection:

Inspect and clean the battery terminals if necessary. Check all terminal connections on battery master contactor. .............................................................. □

Inspect and clean the battery box (if installed)....................................................... □

Check the electrolyte level and top up if applicable. .............................................. □

For an enclosed battery box, inspect the drain tube and vent lines for damage and obstructions if applicable. ................................................................................ □

Note: Replace the battery every 3 years to guarantee maximum performance and reserve capacity. 3 years max or at first sign of poor cranking power. .......... □

Remarks:

8-10.8.3. Control Tunnel Area

Check all wire bundles secure & not chafing. ........................................................ □

http://aswebs.com/44rf/11hc/manuals/gear_rust.htm



Check fuel vent lines & fittings secure, not rubbing or loose. ................................ □

Check all cables & control tubes free of interference. ........................................... □

Check NicoPress sleeves on cables IAW Glasair Service Bulletin #152 .............. □

Remarks:

8-10.8.4. Aft Fuselage Area:

Check static tube security and connection to static ports & tee. ........................... □

Check ELT Battery replacement date (on back of battery):_________ ................ □

Verify ELT switch set to ARMED. ........................................................................... □

Check Transponder Antenna secure. ................................................................... □

Remove transponder antenna connector, check for corrosion, clean & re-connect. ................................................................................................................... □

Check aft elevator control tube secure, jam nuts tight ........................................... □

Check rudder bell-crank, cable clevis's & rudder pushrod secure. ....................... □

Check Trim cables & pullys free, not worn & nico press crimps secure. Be sure to check all cables & sleeves including at the elevator control horn with light & mirror. ...................................................................................................................... □

Lubricate rudder cable clevis's & all rod ends as necessary. ................................ □

Remarks:

8-10.9. External Fuselage & Belly Pan

8-10.9.1. Control Surfaces & Rigging

Check the stabilizer for security and cracks. .......................................................... □

Check elevators for security: .................................................................................. □ o Check hinges & hinge bolts tight. ....................................................................... □ o Check elevator hinge pivot bolts secure. ............................................................ □ o Check elevator pivot points for excessive bushing wear and excessive side

play. ..................................................................................................................... □ o Check elevator control horn secure between elevators: No up/down

movement between the left and right elevators when moved independently by the trailing edges. ................................................................................................ □

Check the elevator counterweights for cracks or any signs of rubbing. ................ □

Lubricate the elevator hinge bushings with a graphite lubricant. .......................... □



Remarks:

8-10.9.2. Low Checks

Under wing/belly-pan wiring, plumbing and hardware check:

Check all hydraulic lines & brake lines that run under the wing for security, leaks, chafing, corrosion and general condition. .................................................... □

Check all hydraulic manifold fittings for signs of leaks. Check aft edge of wing for signs of hydraulic fluid indicating a hydraulic leak somewhere. ....................... □

Check all antenna cables for security, proper routing and general condition. ...... □

Check battery cables security, proper mounting clamps, any chafing, condition, etc. ........................................................................................................................... □

Check static system tubing for security, proper mounting, abrasion and condition. ................................................................................................................. □

Remarks:

8-10.10. Wings & Control Surfaces:

Remove all inspection covers and remove the wing tips. ...................................... □

Check the wing tips for cracks and stress marks. .................................................. □

Check all wiring and plumbing for chafing and security. Fuel vent lines secure. .. □

Check all control rods, rod ends and bell cranks for corrosion, safety, security and chafing: ............................................................................................................. □ o Aileron bell cranks secure with full freedom of movement at full elevator

up/down. .............................................................................................................. □ o Aileron control rod ends & jam nuts tight ............................................................ □ o Aileron counter weights secure ........................................................................... □ o Remove aileron counterweights and inspect inside tubing for corrosion

(SB#______) if aircraft has been flown in rain or tied down outside. Check for corrosion every 2 yrs min. ................................................................................... □

Check the flaps, ailerons and rudder for full freedom of movement (and proper travel *): ................................................................................................................... □ o Ailerons: 19 deg down, 21 deg up (+/- 1 deg.) Left:_____________

Right:___________ ............................................................................................. □ o Flaps: 0 to 40 degrees down (slotted flaps) Full down travel:____________ □



o Elevator: 18 degrees down, 30 degrees up. Measured:________________________........................................................... □

o Rudder: 24 degrees left, 25 degrees right (+/- 1 deg.) Measured:_______________ ............................................................................. □

*Note: Check travel if any control system has been removed or adjusted since last check.

Check all vent and drain holes in control surfaces are free and unobstructed. .... □ o Ailerons ................................................................................................................ □ o Flaps .................................................................................................................... □ o Elevators .............................................................................................................. □ o Rudder ................................................................................................................. □

Inspect & lubricate hinges: (Do NOT use graphite on piano hinges!!) .................. □ o Aileron hinges: Check for security and wear. Lubricate with non-drying

penetrating lube. .................................................................................................. □ o Flap hinges: Check for security and wear. Lubricate with non-drying

penetrating lube. .................................................................................................. □ o Rudder hinge: Lubricate hinge pin and between hinge nuckles with grease or

non-drying lubricant while holding rudder up to open hinge nuckle gaps on bottom. **See above** ........................................................................................ □

o Verify that the rudder hinge is properly safetied. ................................................ □

Check the wing skins, the leading edge and the wheel wells for cracks, stress marks and delamination.......................................................................................... □

Check the fuel tank, the fuel lines, vent lines and wing tank end rib ground studs at each wing tip for security, leaks or contaminants. ............................................. □

Check the fuel filler caps for proper labeling: ......................................................... □

Check all drain and vent holes for obstructions. .................................................... □

Check inside the wings for loose hardware tools or any other FOD. .................... □

Check pitot tube mounting, wiring and hose connection. Check mounting screws tight. ......................................................................................................................... □

Reinstall the inspection covers and wing tips. ....................................................... □

Remarks:

8-10.11. Landing Gear

Check the main tires for cracks, wear and proper inflation. .................................. □

Remove main wheels. Repack wheel bearings & inspect wheels for cracks and corrosion.................................................................................................................. □



Inspect the brake discs for excessive scoring, the brake lines for leaks or chafing and the brake pads for wear. Replace the brake pads if necessary. Check the operation of the brakes and bleed them, if necessary. ........................ □

Check the nose gear shimmy damper for security. Inspect the damper clamps . Tighten shimmy damper clamp bolts to increase damping friction if required. ..... □

Check inflation & condition of main tire. Replace if necessary. ............................. □

Remove Nose Wheel. Clean and re-pack wheel bearings. ................................... □

Check the gear doors for damage and security of mounting. ................................ □

Lubricate flap actuator arm/rod clevis pins with a non-drying penetrating lubricant. .................................................................................................................. □

Remarks:

8-10.12. Post Maint Systems Check:

Replace interior components. Check inside fuselage and seat pan areas for any tools, rags or loose hardware prior to covering up. ................................................ □ o Center Console, Seat Pans................................................................................. □ o Overhead Console .............................................................................................. □ o Control Tunnel Top .............................................................................................. □ o Aft Baggage Bulkhead - Lower Verify ELT set to ARMED prior to installing

bulkhead. ............................................................................................................. □ o Upper Baggage Bulkhead - Upper & Hat Shelf .................................................. □ o Carpets & Seat Cushions .................................................................................... □ o Battery Box/Cover ............................................................................................... □

External Lights - Check security and operation: .................................................... □ o Nav Lights - Left (red):_______ Tail (white):_______ Right

(green):_______ .................................................................................................. □ o Strobe Lights - Left: _______ Right:_______ Vertical Tail __________ ..... □ o Landing Light:_______ WigWag Lights:_______ ............................................ □

Interior Lighting: ...................................................................................................... □ o Baggage Compartment/Interior Flood Light ....................................................... □ o Map/Reading Lights ............................................................................................ □ o Panel Flood Lights ............................................................................................... □ o Instrument Post Lights & Dimmer ....................................................................... □ o Internal Instrument Lights & Dimmer .................................................................. □

Remarks:



8-10.13. Post Maint In-Flight Checks:

Perform this check after all other inspections and service has been accomplished and the aircraft is considered airworthy for a test flight.

Take Off Roll - Full throttle RPM: ________ Manifold Pressure:_________ ...... □

Check cabin heat and defrost functioning properly. ............................................... □

Remarks:

8-10.14. Paperwork

Verify compliance with ALL known and applicable ADs for the engine or other components.□ o Known recurring/repetitive SBs & ADs at time of this writing:............................ □ o SB 518 - Thermostatic Bypass Valve (Oil) ........................................................ □ o SB 466 - Oil Filter base Adapter Cracks ............................................................ □ o SB 388B- Exhaust Valve & Guide Condition Check (Wobble Check) ............... □

Check that all Stoddard Hamilton Service Bulletins are complied with. ................ □

Additional Inspection Items, Service Items, Replacement Items & Notes: ........... □ o Replace the DPU Battery every 2 years. (Note: new style battery may last 5

yrs?) ..................................................................................................................... □ o Replace main 14v 25 amp-hr battery 36 months max. ...................................... □ o Pitot Static System & Transponder Check - 24 calendar months. ..................... □ o Air Filter - Replace Annually ............................................................................... □ o Fuel Filter - Replace Annually IAW SB’s 101, 130 and 150............................... □

Make sure the following documents are present, current and properly displayed if applicable o Airworthiness Certificate ..................................................................................... □ o Registration Certificate ........................................................................................ □ o Weight and Balance ............................................................................................ □ o Placards ............................................................................................................... □ o Radio Station License (Not required for flights within continental US) .............. □

Logbook: make the appropriate log book entries, noting any discrepancies and other pertinent information. Sign off the annual condition inspection as required by the operating limitations imposed with the Experimental Airworthiness Certificate. ............................................................................................................... □ o Airframe Logbook Entry: ..................................................................................... □ o Engine Logbook Entry: ........................................................................................ □ o Propeller Logbook Entry: ..................................................................................... □



Remarks:

8-10.15. Completion Sign-Off:

Note the date when all of the above inspections have been completed:_____________ Remarks: Additional Remarks & Notes to Include In Next Inspection: END OF ANNUAL CONDITION INSPECTION CHECKLIST


12-10-2014 Section 9 – Supplements 9-1

Section 9 - Supplements

Table of Contents

9-1. SUPPLEMENTS ......................................................................... 9-1

9-1. SUPPLEMENTS

Because this POH is specifically written for N11HC, there is no

supplemental information for this chapter.


9-2 Section 9 - Supplements 12-10-2014



08-10-2013 Section 10 –Safety and Operational Tips 10-1

Section 10 - Safety and Operational Tips

Table of Contents

10-1. PILOT ABILITY ..................................................................... 10-3

10-2. FAA REGULATIONS ............................................................ 10-3

10-3. IMPORTANT NOTICE .......................................................... 10-4

10-4. ENGINE OPERATIONS ....................................................... 10-5

10-4.1. Engine Ground Operations .............................................. 10-5

10-4.2. Engine Break-in ................................................................ 10-5

10-4.3. Best Economy Mixture ..................................................... 10-7

10-4.4. Best Power Mixture .......................................................... 10-7

10-4.5. Changing Power Settings -- Sequence ............................ 10-7

10-4.6. Cylinder Head Temperatures ........................................... 10-8

10-4.7. Fuel Pump ........................................................................ 10-9

10-4.8. Engine General Information ........................................... 10-10

10-4.9. Frequency of Flight ......................................................... 10-11

10-4.10. Fouled Spark Plugs .................................................... 10-11

10-4.11. Rapid Engine Cool Downs .......................................... 10-12

10-5. PREFLIGHT ....................................................................... 10-12

10-6. TAKEOFFS ......................................................................... 10-12

10-6.1. Takeoff - Short Field ....................................................... 10-14

10-6.2. Takeoff - High Density Altitude ....................................... 10-14

10-7. CRUISE .............................................................................. 10-14

10-8. DESCENTS ........................................................................ 10-15

10-8.1. Sudden Cooling .............................................................. 10-15

10-8.2. Descent Mixture ............................................................. 10-16


10-2 Section 10 –Safety and Operational Tips 08-10-2013

10-9. SLIPPING THE GLASAIR .................................................. 10-17

10-10. LANDING ............................................................................ 10-17

10-10.1. Slips and Skids ........................................................... 10-17

10-10.2. Use of Flaps ................................................................ 10-17

10-10.3. Crosswind Landings ................................................... 10-18

10-10.4. Other Landing Observations ....................................... 10-18

10-11. STALLS .............................................................................. 10-19

10-11.1. General ....................................................................... 10-19

10-11.2. Power Off Stalls .......................................................... 10-21

10-11.3. Power on Stalls ........................................................... 10-21

10-11.4. Accelerated Stalls ....................................................... 10-22

10-12. TAXIING ............................................................................. 10-22

10-13. FUEL................................................................................... 10-22

10-13.1. Fuel Management ....................................................... 10-22

10-13.2. Fuel En Route ............................................................. 10-23

10-13.3. Fuel Filling (Thermal expansion) ................................ 10-23

10-13.4. Fuel Filling (Grounding) .............................................. 10-23

10-14. TESTING ............................................................................ 10-24

10-14.1. Study Materials ........................................................... 10-24

10-14.2. Aerobatics ................................................................... 10-24

10-14.3. Final Certification ........................................................ 10-25



10-1. PILOT ABILITY

The Glasair Super ll-S FT is a high performance airplane. To fly it safely, the pilot needs the necessary skills and confidence to operate and control the airplane automatically. Activities requiring attention outside the airplane, such as avoiding traffic and flight path planning, will occupy much of the pilot's thought and time.

Glasair Super ll-S FT pilots must be honest with themselves about their experience and ability. N11HC is starting with extended wingtips (EWT) until the primary pilots gain adequate experience in the aircraft. The longer wing permits slower approaches that feel more comfortable during the "training phase." The wing tip extensions will be replaced with the standard tips only when the primary pilots feel comfortable and confident enough to do so.

10-2. FAA REGULATIONS

The airplane must be operated and maintained in accordance with FAA Airworthiness Directives which may be issued against the power plant, propeller, and any other parts not manufactured by Glasair Aviation.

WARNING

Revisions or Service Bulletins issued by Glasair Aviation are mandatory and must be complied with. Review a current Service Bulletin list to determine which Service Bulletins apply to Glasair Super ll-S FT Kit 2329 (N11HC).

Applicable bulletins, AD’s, etc. as of January 2013 are on the N11HC Advisory Publications Website. This site also contains hyperlinks to PDF copies of applicable bulletins and an excel spreadsheet showing applicable and non-applicable bulletins.

The Federal Aviation Regulations place the responsibility for maintenance of this airplane on the owner and operator. All limits procedures, safety practices, time limits, servicing, and maintenance requirements contained in this manual are considered mandatory for

http://www.glasairaviation.com/glasairadvisories.html





continued safe airworthiness and to maintain the airplane in a condition equal to that of its original construction.

10-3. IMPORTANT NOTICE

This manual is not designed, nor can it serve as a substitute for adequate and competent flight instruction. It is not intended to be a guide of basic flight instruction or a training manual.

Most of the information here came from other publications which can be found at http://11HC.44RF.com under manuals.

This POH should be read thoroughly and carefully by the owner and/or operator in order to become familiar with the operation of the aircraft. It is intended to serve only as a guide under most circumstances, but cannot take the place of good sound judgment during flight operations. Multiple emergencies, adverse weather, terrain, etc., may require deviation from the recommended procedures. Furthermore, this Pilot's Operating Handbook does not provide a discussion of all possible dangerous situations an owner or operator may encounter.

Flying in itself is not inherently dangerous, but to an even greater extent than any other mode of travel, it is terribly unforgiving of any carelessness, incapacity, or neglect. The builder/pilot is entirely responsible for manufacture, inspection, maintenance, test flight, and normal operation of the aircraft. Thorough, careful procedures, therefore, must be carried out in all these phases.

How well the plane is built, maintained, and operated will determine how safely it performs. Maximum performance and safe operation can only be achieved by a skilled pilot and a good mechanic. Thorough, careful construction, continued maintenance, and diligent practice during the early phases of flight familiarization are mandatory.

The information contained in this POH refers to the Glasair Super ll-S FT aircraft and more specifically to N11HC. Every attempt will be made to keep this manual updated to deal with modifications and additional information.

http://11hc.44rf.com/

http://44rf.com/11hc/manuals/manuals.htm



10-4. ENGINE OPERATIONS

The following information is from Lycoming Flyer “Operations”

10-4.1. Engine Ground Operations

The engine ground operation greatly influences formation of lead salt deposits on spark plugs and exhaust valve stems. Proper operation of the engine on the ground (warm-up, landing, taxi and engine shut-down) can greatly reduce the deposition rate and deposit formation which cause spark plug fouling and exhaust valve sticking.

1. Proper adjustment of the idle speed (600 to 650 RPM) fuel mixture, and maintenance of the induction air system will ensure smooth engine operation and eliminate excessively rich fuel/air mixtures at idle speeds. This will minimize the separation of the nonvolatile components of the high-leaded aviation fuels greatly retarding the deposition rate.

2. The engine should be operated at engine speeds between 1000 and 1200 RPM after starting and during the initial warm-up period. Avoid prolonged closed-throttle idle engine speed operation (when possible). At engine speeds from 1000 to 1200 RPM, the spark plug core temperatures are hot enough to activate the lead scavenging agents contained in the fuel which retards the formation of the lead salt deposits on the spark plugs and exhaust valve stems. Avoid rapid engine speed changes after start-up, and use only the power settings required to taxi.

10-4.2. Engine Break-in

A new, rebuilt or overhauled engine should receive the same start, warm-up and preflight checks as any other engine. A good break-in requires that the piston rings expand sufficiently to seat with the cylinder walls. This seating of the ring with the cylinder wall will only occur when pressures inside the cylinder are great enough to cause expansion of the piston rings. Pressures in the cylinder only become great enough for a good break-in when power settings above 65% are used.

http://44rf.com/11hc/manuals/engine-prop/lycoming/lycoming---flyer_operations.pdf



Full power for takeoff and climb during the break-in period is not harmful; it is beneficial, although engine temperatures should be monitored closely to ensure that overheating does not occur. Cruise power settings above 65%, and preferably in the 70% to 75% of rated power range, should be used to achieve a good engine break-in.

Remember that if the new or rebuilt engine is normally aspirated (non-turbocharged), it will be necessary to cruise at lower altitudes to obtain the required cruise power levels. Density altitudes in excess of 8000 feet (5000 feet is recommended) will not allow the engine to develop sufficient cruise power for a good break-in.

The use of low power settings does not expand the piston rings enough, and a film of oil is left on the cylinder walls. The high temperatures in the combustion chamber will oxidize this oil film so that it creates a condition commonly known as glazing of the cylinder walls. When this happens, the ring break-in process stops, and excessive oil consumption frequently occurs. The bad news is that extensive glazing can only be corrected by removing the cylinders and rehoning the walls. This is expensive, and it is an expense that can be avoided by proper break-in procedures.

To summarize, there are just a few items to remember about engine break-in:

1. If a preservative oil has been added by the aircraft manufacturer, drain it no later than the first 25 hours of operation;

2. Follow the engine manufacturer’s recommendation regarding the oil to be used for break-in and the period between changes;

3. Run the engine at high cruise power levels for best piston ring/cylinder wall mating;

4. Continue break-in operation for 50 hours or until oil consumption stabilizes. These simple procedures should eliminate the possibility of cylinder wall glazing and should prepare the engine for a long and satisfactory service life.



10-4.3. Best Economy Mixture

Because N11HC has GAMI injectors, the best economy mixture is LOP. As long as the engine is running smooth and cool, the leaner the mixture, the better the economy.

10-4.4. Best Power Mixture

If running ROP, be at least 100° Rich of peak EGT.

In summary, proper leaning will:

10-4.5. Changing Power Settings -- Sequence

TO INCREASE POWER

1. Enrich Mixture 2. Increase RPM 3. Follow with Throttle.

TO DECREASE POWER:

1. Reduce Throttle 2. Reduce RPM, 3. Adjust Mixture.

INCREASING POWER

1. Enrich Mixture first to ensure protecting the engine against damage from higher power when previously leaned out for a lower power setting.

2. Next, Increase RPM so the engine and propeller will not have undesirable pressure and stresses with a high manifold pressure and lower RPM.

3. Then, follow with the appropriate Manifold Pressure, now that the mixture and RPM have been correctly set to accommodate the increased throttle.



10-4.6. Cylinder Head Temperatures

If head temperatures are higher than normal during flight, it should not be ignored, because there is some reason for it. It may be caused by hot ambient temperatures, a lean fuel metering device at higher than cruise power, bad baffles or leaking cowling, or malfunctioning of the ignition system. Even old and tired engine mounts that allow the engine to sag slightly may cause a change in the airflow pattern and an abnormal increase in CHT. It is also possible that a mechanical problem may be developing in the engine.

When higher than normal cylinder head temperatures are showing on the gage, the pilot should take steps to bring the temperatures down to the normal operating range in order to keep the remaining flight safe. Head temperatures may be reduced by:

1. Enriching the mixture

2. Reducing power

3. Both the above

To help the mechanic diagnose the problem, provide him with the G3X recorded data. Just read a memory card with MS Excel.

A first step in diagnosing abnormal cylinder head temperatures would be ensuring that the gages are providing accurate readings. If they are, the mechanic can then proceed to check engine baffles that may have deteriorated, proper flow of the fuel metering device, and then other more time-consuming checks for ignition or mechanical malfunction.

Minimum in-flight CHT should be 149°F / 65˚C, and maximum in normally aspirated Lycoming engines is 500°F / 260˚C. Although these are minimum and maximum limits, the pilot should operate his or her engine at more reasonable temperatures in order to achieve the expected overhaul life of the power plant. Engines have benefited during continuous operation by keeping CHT below 392°F / 200˚C in order to achieve best life and wear of the power plant. In general, it



would be normal during all-year operations, in climb and cruise to see head temperatures in the range of 350°F / 177˚C to 435°F / 224˚C.

N11HC has bayonet probes in all cylinders; it is not unusual to see variations in CHT readings on fuel-injected engines of 100°F / 38˚C between cylinders. Other influences on CHT are such items as cylinder baffles, cowling, cowling flaps, location of engine accessories and, of course, manual control of fuel mixture.

10-4.7. Fuel Pump

Most Lycoming fuel-injected engines are simply primed by turning the Boost Pump on, opening the mixture briefly to full rich, and cracking the throttle. Any pumping of the throttle is ineffective until the engine begins to fire.

It is necessary to supply the engine with a steady, uninterrupted flow of fuel for all operating conditions. Entrapped air, temperature changes, pressure drops, agitation in the fuel lines and other factors affect the release of air and vapor from the fuel system. Under some circumstances where an engine-mounted fuel pump is provided, it may not be able to pump a continuous fuel supply free of excessive vapor.

An effective continuous fuel supply is provided by use of the Boost Pump. As a general recommendation, the Boost Pump should be used with Lycoming engines in all conditions where there is any possibility of excessive vapor formation, or when a temporary cessation of fuel flow would introduce undesirable hazards. The conditions under which Lycoming recommends operation of the Boost Pump are as follows:

1. Every takeoff.

2. Climb after takeoff.

3. When switching fuel selectors from one separate fuel tank to another, the Boost Pump should be “on” in the new tank until the operator is assured there will be no interruption of the fuel flow.

4. Every landing approach.



5. Any time the fuel pressure is fluctuating, and the engine is affected by the fluctuation.

6. Hot weather, hot engine ground operation where fuel vapor problems cause erratic engine operation.

8. If the engine-mounted fuel pump fails.

If the Boost Pump is used during ground operation, don’t fail to check the condition of the engine-mounted fuel pump before takeoff by turning the boost pump off briefly, and then back “on” for takeoff. If the engine-mounted pump has failed, it would be safer to know that on the ground rather than in the air when the Boost Pump is turned “off.”

When in doubt, do the safest thing and use the Boost Pump with Lycoming engines. Don’t be “stingy” with the boost pump. In most cases, they last the overhaul life of the engine, and are then exchanged or overhauled themselves.

10-4.8. Engine General Information

1. Never lean the mixture from full rich during take-off, climb or high-performance cruise operation. However, during takeoff from high-elevation airports or during climb at higher altitudes, roughness or reduction of power may occur at full-rich mixture. In such a case, the mixture may be adjusted only enough to obtain smooth engine operation. Careful observation of temperature instruments should be practiced.

2. Operate the engine at maximum power mixture for performance cruise powers and at best economy mixture for economy cruise power.

3. Always return the mixture to full rich before increasing power settings.

4. During let-down and reduced-power flight operations, it may be necessary to manually lean or leave mixture setting at cruise position prior to the landing pattern. During the landing sequence, the mixture control should then be placed in the full-rich position, unless landing at



high-elevation fields where operation at a lean setting may be necessary.

10-4.9. Frequency of Flight

Frequency of flight also plays an important part in the operating history of an engine. Engines flown only occasionally and with extended periods between oil changes are subject to corrosion because of acids that build up in the oil and attack internal metallic parts of the engine. Only regular oil changes can eliminate these acids.

Moisture that enters through the breather or exhaust system can cause rusting of cylinders and other steel parts. Rings may take a set and stick in the groove. Condensation in the magnetos may cause shorting of the breaker points. Flying as often as possible to bring the engine temperatures up to their normal operating levels will help to eliminate moisture. A ground run of the engine only is not considered satisfactory. Frequent flights are needed.

The number of hours that need to be flown each month, and the length of time between flights cannot be specified for every aircraft and engine. Variables such as geographic location and local temperature and humidity must be considered. Inactivity and time will cause hardening of gaskets, seals and hoses. Long periods between flights can be expected to cause excessive wear during engine start due to loss of the protective oil film on bearing surfaces during the long periods of inactivity. Regardless of the operating hours, those engines that have not reached the recommended number of operating hours for TBO in a 12-year period should be considered for overhaul or replacement.

10-4.10. Fouled Spark Plugs

If the magneto check before or after flight reveals any roughness caused by a fouled spark plug, open the throttle slowly and smoothly to cruise RPM, and lean the mixture as far as possible (yet with a smooth engine). After several seconds leaned, return to the proper mixture



position for takeoff and recheck the magneto. If two such attempts do not clear the fouled plug, then return to the line and report the problem to maintenance.

10-4.11. Rapid Engine Cool Downs

Rapid engine cool down from low-power altitude changes, low-power landing approach and/or engine shut-down too soon after landing or ground runs should be avoided.

10-5. PREFLIGHT

NOTE

Fuel selector must be on header tank to provide pressure head of fuel to filter.

10-6. TAKEOFFS

Use 15° to 25° of flaps for all takeoffs. Anything less will cause a very high pitch attitude and loss of forward visibility at rotation.

Do not raise takeoff flaps until at least 90 KIAS after liftoff. Raising them early will cause a settling effect, resulting in a nose-high attitude and loss of forward visibility.

NOTE

No leaning except MAYBE high altitude takeoffs. During take-off from high elevation airport or during climb, roughness or loss of power may result from over-richness. In such a case adjust mixture control only enough to obtain smooth operation – not for economy. Observe instruments for temperature rise.



NOTE

If the RPM drop exceeds 175 RPM, slowly lean the mixture until the RPM peaks. Then retard the throttle to 2100 and repeat the check. If the drop-off does not exceed 175 RPM, the difference between the magnetos does not exceed 50 RPM, and the engine is running smoothly, then the ignition system is operating properly. Return the mixture to full rich.

NOTE

N11HC’s Vs is stall speed.

WARNING

If the aircraft is parked on sloping ground with one wing low and with a partially empty wing fuel tank, fuel slowly transfers into the low wing creating a wing-heavy condition that can cause control difficulty after takeoff. Making tight taxi turns can have the same effect. A heavy left wing is especially critical since the resulting left-turning tendency exacerbates the effects of engine torque. If you suspect an unbalanced fuel condition, taxi to level ground and allow sufficient time (20 minutes) for the wing tank fuel level to equalize before attempting takeoff.

NOTE

Engine is warm enough for take-off when the throttle can be opened without the engine faltering.

NOTE

Leave the electric Boost Pump on at all times while in the pattern. When leaving the pattern, attain adequate altitude before switching the pump off.



10-6.1. Takeoff - Short Field

The short field takeoff is the same as the normal takeoff except that, after lining up on the runway, hold the brakes while advancing the power. Release the brakes after full power is reached. Use 15° of flaps. As the airplane passes through Vs ease the stick back to rotate the wing to a takeoff angle of attack.

Once airborne, the airplane will accelerate quickly to 86 knots which is the best angle of climb speed (~2 Green on AOA). Establish a climb at this airspeed until obstacles are cleared. When all obstacles are cleared, raise the flaps while accelerating to the best rate of climb speed of 104 knots.

10-6.2. Takeoff - High Density Altitude

At high density altitude (above 4000 ft MSL), lean the engine during run-up for best takeoff power.

10-7. CRUISE

Hold the plane at the desired altitude, when it is reached, and don’t throttle back until reaching the approximant cruise airspeed. Then reduce to the desired cruise MP / RPM. This technique will quickly get you into a stabilized flight attitude and trim.

CAUTION

Throttle movements from full power to idle or from idle to full power are full range movements. Full range throttle movements must be performed over a minimum time duration of 2 to 3 seconds. Performing a full range throttle movement at a rate of less than 2 seconds is considered a rapid or instant movement. Performing rapid movements may result in detuned counterweights which may lead to failure of the counterweight lobes and subsequent engine damage.



10-8. DESCENTS

10-8.1. Sudden Cooling

Never pull power off and dive down in cold air. The rapid cooling at idle and high velocity can be very hard on an engine. When descending keep a little power on and don’t descend too fast. Another thing to keep in mind when descending is that the airplane is very clean aerodynamically. If you are in a 165 to 175 knot cruise, it doesn’t take much for a descent angle to reach red line, so be cautious. Also remember that, with a very clean airframe, you are limited to fairly shallow descents, so plan your descent in advance to reach your destination airport at pattern altitude.

Generally speaking, pilots hold the key to dodging these problems. They must avoid fast letdowns with very low power (high-cruise RPM and low manifold pressure), along with rich mixtures that contribute to sudden cooling. It is recommended that pilots maintain at least 15" MP or higher, and set the RPM at the lowest cruise position. This should prevent ring flutter and the problems associated with it.

Letdown speed should not exceed high cruise speed or approximately 1,000 feet per minute of descent. Keeping descent and airspeed within these limits will help to prevent the sudden cooling that may result in cracked cylinder heads, warped exhaust valves and bent pushrods.

The mixture setting also has an effect on engine cooling. To reduce spark plug fouling and keep the cylinder cooling within the recommended 50°F / 10˚C per-minute limit, the mixture should be left at the lean setting used for cruise and then richened gradually during descent from altitude. The lean mixture, maintaining some power and using a sensible airspeed should achieve the most efficient engine temperatures possible.

Be sure your seat belts are fastened snugly when descending. Coming down from smooth air into turbulent air at a high rate of speed can be



especially tough on you and the airframe. Maximum structural cruising speed (Vno) of the Glasair is 175 knots IAS.

Gradually push the mixture control to rich during long descents.

NOTE

Complete the pre-landing check list before entering the pattern so your attention can be directed outside the airplane to clear for other traffic while in the pattern. Some Glasair pilots like to go to full flaps early in the approach (before turning onto the downwind leg) to provide maximum visibility over the nose and also to reduce their work load while in the pattern.

NOTE

When on final, you should be pattern high with your speed down and a somewhat high angle of descent. This allows visibility over the nose all the way down through final. Do not approach the field low and slow with a shallow descent angle. If you’re low and slow, go around and try again. If you can’t see the runway numbers all the way down to flare, your approach is not correct.

10-8.2. Descent Mixture

Regardless of the field elevation where the pilot intends to land, the descent from cruise altitude to traffic pattern altitude should be made with the engine leaned for smooth engine operation. Low elevation fields (below 5,000 feet density altitude) will require that the mixture be moved to full rich in the “before landing checklist.” Landing at airports above 5,000 feet density altitude, the mixture must be leaned to smooth engine operation during traffic pattern flight and landing; otherwise, the engine may stop on the runway because of excessive richness.



10-9. SLIPPING THE GLASAIR

The Glasair Super II-S FT will slip with full flaps. With the normal high descent rate with the flaps extended, however, slips should not be necessary. The amount of slip is limited by the amount of rudder power available. On a full flap, slipping approach, there is a very rapid sink rate which must be checked by adding power. Speed should be kept comfortably above the stall (75-78 KIAS) throughout the approach.

WARNING

If less than ten (10) gallons of fuel remain in the wing tank, slips are prohibited when drawing fuel from the wing tank.

CAUTION

Attempt such maneuvers as full flap, full slip approaches only after becoming thoroughly familiar and proficient with the normal flying and handling characteristics of your Glasair Super II-S FT.

10-10. LANDING

10-10.1. Slips and Skids

Be aware that the rudders are very effective, but have very little movement. Therefore it is easy to over-control the rudders especially in the pattern. Rudder pressures that had you coordinated on downwind may be completely different turning final. Check the ball often in the pattern to maintain coordinated flight.

10-10.2. Use of Flaps

Always use at least 15° of flaps for landing and 40° is much better. Without flaps you will lose sight of the end of the runway and might



misjudge your height above the runway resulting in a hard to very hard touchdown.

10-10.3. Crosswind Landings

Normal crosswind landing procedures for conventional aircraft apply to the Glasair Super II-S FT. Recommended technique is to use the wing-low method from short approach until the airplane is chalked. Flap settings do not appear to have a large effect on control response during crosswind landings. If you don’t like the approach with full flaps, go around and try less flaps. If 15° still seems like too much, find a different runway.

The maximum crosswind that can be handled in the Glasair Super II-S FT is highly dependent on pilot proficiency and technique. The maximum demonstrated cross wind to date is 17 knots.

10-10.4. Other Landing Observations

If you lose site of the end of the runway with flaps at least 15°, you are too high – get closer to the runway and land like a good pilot.

The landing in the Glasair Super II-S FT is similar to the landing in any nose wheel airplane. Due to the high sink rate with flaps extended and the propeller in flat pitch, the flare may have to be started somewhat higher above the ground and back pressure applied to the stick more rapidly in order to break the glide.

Keep the power off sink rate in mind during landing approaches. At a standard pattern altitude of 1000 ft AGL, a tight pattern must be maintained to execute a power off glide to the runway. Fly a 2G-1Y AOA and back it up with IAS. Avoid letting the airspeed get too low during a power off approach as you will need the excess airspeed (lift available) to make the round-out and flare. The sink rate increases at lower approach speeds and you have less excess lift available to arrest the descent in the flare.



Touchdown should be in a near stall attitude and speed. There is enough elevator authority to hold the nose gear off for a long time and then set it down gently.

CAUTION

If you don’t like the way you’re set up for landing, don’t be ashamed or too proud to go around and try it again. It is much better to go around than to damage the plane or yourself.

On a balked landing (go-around), add full power (applying right rudder, as necessary), stabilize the plane in a climb, and ease the flaps up (the last 15° when above 90 KIAS). The plane has enough power to go around with full flaps, but with limited performance.

NOTE

It cannot be stressed enough that, if the pilot does not have a lot of flying experience in aircraft with wing loading and performance similar to the Glasair Super II-S FT; use the wing tip extensions. They can be thought of as transforming your Glasair into an intermediate trainer.

10-11. STALLS

10-11.1. General

Stall recovery for the Glasair Super II-S FT is typical of most conventional aircraft – lower the nose with forward stick, and add power. The stall characteristics are predictable in both power off and moderate power on stalls. Just before the stall, slight buffeting is felt, giving an early indication of the stall.



Note:

Continuing to pull back while N11HC is buffeting will usually cause it to quickly roll inverted. Therefore going beyond the buffet stage is not recommended.

The Glasair Super II-S FT should not be intentionally stalled with any heavy baggage in the baggage compartment unless it is securely fastened down. When practicing stalls, be sure to check the airspace for any conflicting traffic.

NOTE

Stall strips are mandatory on the Glasair Super II-S FT to induce the wing roots to stall first. Without these stall strips properly installed, the stall may be unpredictable or erratic. The stall strips make a nice gentle stall possible with an adequate margin of stall warning.

WARNING

Intentional spins are prohibited in the Glasair Super II-S FT. It is strongly recommend that stalls be practiced at least 3000 ft AGL. Be familiar with standard spin recovery procedures in the event of an inadvertent spin entry while practicing stalls.

Remember that an airplane can stall at any airspeed and attitude (high speed stalls) but the recovery is always the same: stick forward and add power (unless you are inverted). The rudder is effective in keeping the wings level throughout the stall.

Just prior to the stall, a moderate burble or airframe shake, induced by the stall strips at the wing root, will be felt. If the stick is held back, the shake will become more pronounced, followed by the nose dropping. To recover, move the stick forward and apply power. Level the wings with the rudder.



WARNING

Do not use the ailerons to keep the wings level in a stall as this will more easily cause a spin entry or aggravate spin recovery.

10-11.2. Power Off Stalls

When practicing power off stalls, hold the nose up in a slight climb attitude, gradually bringing the stick back as the airspeed bleeds off, until the plane begins to stall. Practice power off stalls at each flap setting to get the feel of the stall in each mode from fully retracted to fully extended flaps.

With flaps applied, the plane feels more stabilized, the stall speed is lowered by a few knots, the actual point of the stall is a little more sudden, and the nose drops slightly lower. Because of the extra drag with the flaps lowered, the stall is more pronounced and there is less time lag between the wing root buffet and the nose dropping. The stall with full flaps is still quite gentle and a quick recovery with minimal altitude loss is possible. Release back pressure on the stick, apply full power, stabilize the plane back into a climb and raise the flaps.

10-11.3. Power on Stalls

Do not practice these types of stalls lower than 5000 ft AGL. Power on stalls are more pronounced or sudden because of the high angle of attack, but recovery is the same as with power off stalls. Stick forward and add power. With power applied, the torque effects of the engine and propeller induce rolling and yawing forces during the stall. For this reason, a wing drop is more likely to occur in a power on stall.

WARNING

Power on stalls can more easily lead to a spin entry. Give yourself plenty of recovery room for safety in the event of an inadvertent spin. As the power is increased



above 1800 rpm, a spin becomes more and more likely during power on stalls.

10-11.4. Accelerated Stalls

An airplane can stall at any airspeed and any attitude since exceeding the acceptable angle of attack is what causes a stall. As with most aircraft, the Glasair will stall at a progressively higher airspeed as the angle of bank in a turn is increased.

A common means of inadvertently entering an accelerated stall is to pull the stick back too suddenly after recovery is made from an initial stall. This is typically done to avoid altitude loss.

In most cases, incipient stall recovery is made by simply relaxing the back pressure or neutralizing the stick. To minimize altitude loss during an inadvertent approach-to-landing stall or a departure stall, immediate application of full power is necessary.

10-12. TAXIING

The tricycle landing gear configuration makes taxiing the Glasair Super II-S FT a simple matter. Visibility over the nose is excellent. Steering at slow taxi speeds is by differential braking. Above about 26 knots IAS, the rudder begins to become effective for directional control. It is best to keep the speed well under control while taxiing and to taxi defensively when in the vicinity of other ground traffic.

10-13. FUEL

10-13.1. Fuel Management

WARNING

Make sure that the fuel selector valve engages the detent for the desired tank. If the valve is positioned between detents, fuel will feed from the header tank. When the



header tank is empty, the engine will pull air from the tank and quit from fuel starvation. Make sure that the valve cannot inadvertently be bumped out of position during flight.

10-13.2. Fuel En Route

Determine by careful experimentation what your aircraft burns in fuel per hour at various power settings such as 55% and 75% power. Plan your flights so that you always have an HOUR reserve on board in case of any unexpected delays. Always keep track of how much fuel remains in both the wing and header tanks. Make sure that for takeoff and landing, the fuel tank selector valve is set to a full tank that has ample fuel.

10-13.3. Fuel Filling (Thermal expansion)

When filling the wing fuel tank allow for 2 gallons of thermal expansion. Standard useable capacity is 40 gallons. Total volume is 43 gallons. If topped off, the expanding fuel in the wing tank will be forced overboard through the wing vent system.

10-13.4. Fuel Filling (Grounding)

The right fuel cap and the header fuel cap have electrical conductive chains between the fuel surface and the caps. Always ensure the electrical potential at the fuel surface is the same as the fuel nozzle (grounded) before and during refueling. Before unlocking and during the opening of these fuel caps, hold the grounding cable clip to the cap (Header or right wing as appropriate) and then clip it to the cap’s chain during refueling. Always have a fire extinguisher nearby.

WARNING

When fueling the airplane, always ground it properly as described above.



WARNING

Fuel spills (caused by overfilling, fuel expansion, improperly installed fuel vent lines, or the wings not being level) are always a possibility when fueling the aircraft. Be aware of the potential for spills, especially when the airplane is parked on uneven ground. If a fuel spill occurs, move the airplane well away from the spill (upwind if possible), and have someone stand by with a fire extinguisher before attempting to start the engine.

10-14. TESTING

Because Phase I is complete, much of the information that was contained here has been removed.

10-14.1. Study Materials

AC 90-89A

ASA Flight Testing Homebuilt Aircraft

10-14.2. Aerobatics

After the normal handling characteristics of the airplane have been explored and you feel completely comfortable with the control and operation of the airplane, aerobatics may be attempted, if desired. Log all the aerobatic maneuvers performed. When the flight test period has been completed, and you apply for the unlimited duration airworthiness certificate, you can request that the operating limitations be amended to permit those aerobatic maneuvers that you have logged. The inspector may also request an actual flight demonstration of the maneuvers. If you are unfamiliar with aerobatics, the operating limitations can be amended at a later time, after you have received proper instruction and gained some experience.



NOTE

Consult the Limitations Section of this manual for a further discussion of aerobatics.

10-14.3. Final Certification

The following aircraft logbook entry graduating N11HC from Phase I into

Phase II was made on January 17th 2013:

I certify that the prescribed flight test hours have been completed and the aircraft is controllable throughout its normal range of speeds and throughout all maneuvers to be executed, has no hazardous characteristics or design features, and is safe for operation. The following aircraft operating data has been demonstrated during the flight testing (speeds are in KIAS). Vs and Vso were measured between two GW / CG data points – 1726# / 91.48” and 2166# / 96.48”. Vs = 63 and 67, Vso = 54 and 57 (power idle). At 65% power these stall speeds decrease 2 to 3 KIAS). At 1726# / 91.48”, Vx and Vy are 85 and 108 KIAS. Best glide speed is also 85 KIAS. I certify that the following aerobatic maneuvers have been test flown and that the aircraft is controllable throughout the maneuvers’ normal range of speeds, and is safe for operation. The flight-tested aerobatic maneuvers are: Aileron Rolls, Slow Rolls, Barrel Rolls, Loops, Cuban Eights, Immelmanns, Clover Leaf and Split-S.





08-22-2013 Section 11 – Logging Info 11-1

Section 11 - Logging Changes, Updates and Inspections

Table of Contents

11-1. GENERAL ............................................................................ 11-3

11-2. VOR Accuracy Checks (Every 30 days) .............................. 11-3

11-3. G3X and G430 Jeppesen NavData Update (Every 28 days)11-6

11-4. G3X Obstacle Data Update (Every 56 days) ....................... 11-7

11-5. G3X Terrain Data Update (As Needed) ............................... 11-8

11-6. G3X SafeTaxi Data Update (Every 56 days) ....................... 11-8

11-7. G3X FliteCharts Data Update (Every 28 days) .................... 11-9

11-8. G3X AOPA Airport Data Update (Every 56 days).............. 11-10

11-9. Pitot/Static/Transponder Checks Due: (24 Months) .......... 11-11

11-10. Condition Inspection Due: (12 Months) ........................... 11-11

11-11. Time-Change or Inspection Requirements ...................... 11-12

11-11.1. Starter – every 50 hours ............................................. 11-12

11-11.2. ELT – every year ........................................................ 11-12

11-11.2.1. Reference page 26 of Operations and Instructions for

Continued Airworthiness (ICA) Manual ..................................... 11-12

11-11.2.2. Test IAW Para 2.3 .................................................... 11-12

11-11.3. Propeller - 2016 .......................................................... 11-12


11-2 Section 11 – Logging Info 08-22-2013




11-1. GENERAL

This section provides a central location for documenting and tracking

required updates and changes to both the POH and aircraft.

Documentation of non-applicable or one-time accomplishment of

Glasair Service Letter requirements are in a separate folder.

11-2. VOR Accuracy Checks (Every 30 days)

The VOR accuracy must be checked and within limits and the check

documented within 30 days of an IFR flight which uses VOR

information.

IAW FAR 91.171:

(a) No person may operate a civil aircraft under IFR using the VOR system of radio navigation unless the VOR equipment of that aircraft—

(1) Is maintained, checked, and inspected under an approved procedure; or

(2) Has been operationally checked within the preceding 30 days, and was found to be within the limits of the permissible indicated bearing error set forth in paragraph (b) or (c) of this section.

(b) Except as provided in paragraph (c) of this section, each person conducting a VOR check under paragraph (a)(2) of this section shall—

(1) Use, at the airport of intended departure, an FAA-operated or approved test signal or a test signal radiated by a certificated and appropriately rated radio repair station or, outside the United States, a test signal operated or approved by an appropriate authority to check the VOR equipment (the maximum permissible indicated bearing error is plus or minus 4 degrees); or

(2) Use, at the airport of intended departure, a point on the airport surface designated as a VOR system checkpoint by the Administrator, or, outside the



United States, by an appropriate authority (the maximum permissible bearing error is plus or minus 4 degrees);

(3) If neither a test signal nor a designated checkpoint on the surface is available, use an airborne checkpoint designated by the Administrator or, outside the United States, by an appropriate authority (the maximum permissible bearing error is plus or minus 6 degrees); or

(4) If no check signal or point is available, while in flight—

(i) Select a VOR radial that lies along the centerline of an established VOR airway;

(ii) Select a prominent ground point along the selected radial preferably more than 20 nautical miles from the VOR ground facility and maneuver the aircraft directly over the point at a reasonably low altitude; and

(iii) Note the VOR bearing indicated by the receiver when over the ground point (the maximum permissible variation between the published radial and the indicated bearing is 6 degrees).

(c) If dual system VOR (units independent of each other except for the antenna) is installed in the aircraft, the person checking the equipment may check one system against the other in place of the check procedures specified in paragraph (b) of this section. Both systems shall be tuned to the same VOR ground facility and note the indicated bearings to that station. The maximum permissible variation between the two indicated bearings is 4 degrees.

(d) Each person making the VOR operational check, as specified in paragraph (b) or (c) of this section, shall enter the date, place, bearing error, and sign the aircraft log or other record. In addition, if a test signal radiated by a repair station, as specified in paragraph (b)(1) of this section, is used, an entry must be made in the aircraft log or other record by the repair station certificate holder or the certificate holder's representative certifying to the bearing transmitted by the repair station for the check and the date of transmission.



IAW Airport/Facility Directory, Rochester’s check is done at 3000’ MSL

over intersection of runways. And be ± 6° of the 024 radial.

Date Where Air ±6°

Gnd ± 4°

VOT ± 4°

Signature

KRST RW inter



11-3. G3X and G430 Jeppesen NavData Update (Every 28 days)

No. Effective Date Installed By

1409 2014 Jul 24 – 2014 Aug 21

1410 2014 Aug 21 - 2014 Sep 18

1411 2014 Sep 18 - 2014 Oct 16

1412 2014 Oct 16 - 2014 Nov 13

1413 2014 Nov 13 - 2014 Dec 11

1501 2014 Dec 11 - 2015 Jan 08

1502 2015 Jan 08 - 2015 Feb 05

1503 2015 Feb 05 - 2015 Mar 05

1504 2015 Mar 05 - 2015 Apr 02

1505 2015 Apr 02 - 2015 Apr 30

1506 2015 Apr 30 - 2015 May 28

1507 2015 May 28 - 2015 Jun 25

1508 2015 Jun 25 - 2015 Jul 23

1509 2015 Jul 23 - 2015 Aug 20

1510 2015 Aug 20 - 2015 Sep 17

1511 2015 Sep 17 - 2015 Oct 15

1512 2015 Oct 15 - 2015 Nov 12

1513 2015 Nov 12 - 2015 Dec 10

1601 2015 Dec 10 - 2016 Jan 07

1602 2016 Jan 07 - 2016 Feb 04

1603 2016 Feb 04 - 2016 Mar 03

1604 2016 Mar 03 - 2016 Mar 31



11-4. G3X Obstacle Data Update (Every 56 days)

No Effective Installed By

14B4 2014 Jul 24 - 2014 Sep 18

14B5 2014 Sep 18 - 2014 Nov 13

14B6 2014 Nov 13 - 2015 Jan 08

15B1 2015 Jan 08 - 2015 Mar 05

15B2 2015 Mar 05 - 2015 Apr 30

15B3 2015 Apr 30 - 2015 Jun 25

15B4 2015 Jun 25 - 2015 Aug 20

15B5 2015 Aug 20 - 2015 Oct 15

15B6 2015 Oct 15 - 2015 Dec 10

15B7 2015 Dec 10 - 2016 Feb 04

16B1 2016 Feb 04 - 2016 Mar 31

16B2 2016 Mar 31 - 2016 May 26

16B3 2016 May 26 - 2016 Jul 21

16B4 2016 Jul 21 - 2016 Sep 15



11-5. G3X Terrain Data Update (As Needed)

Terrain databases are updated on an "as needed" basis, and not on a regular

schedule. Terrain databases do not have effective or expiration dates.

Installed Terrain Data Base:

11-6. G3X SafeTaxi Data Update (Every 56 days)


14S4 2014 Jul 24 - 2014 Sep 18

14S5 2014 Sep 18 - 2014 Nov 13

14S6 2014 Nov 13 - 2015 Jan 08

15S1 2015 Jan 08 - 2015 Mar 05

15S2 2015 Mar 05 - 2015 Apr 30

15S3 2015 Apr 30 - 2015 Jun 25

15S4 2015 Jun 25 - 2015 Aug 20

15S5 2015 Aug 20 - 2015 Oct 15

15S6 2015 Oct 15 - 2015 Dec 10

15S7 2015 Dec 10 - 2016 Feb 04

16S1 2016 Feb 04 - 2016 Mar 31

16S2 2016 Mar 31 - 2016 May 26

16S3 2016 May 26 - 2016 Jul 21

16S4 2016 Jul 21 - 2016 Sep 15



11-7. G3X FliteCharts Data Update (Every 28 days)


1408 2014 Jul 24 - 2014 Aug 21

1409 2014 Aug 21 - 2014 Sep 18

1410 2014 Sep 18 - 2014 Oct 16

1411 2014 Oct 16 - 2014 Nov 13

1412 2014 Nov 13 - 2014 Dec 11

1413 2014 Dec 11 - 2015 Jan 08

1501 2015 Jan 08 - 2015 Feb 05

1502 2015 Feb 05 - 2015 Mar 05

1503 2015 Mar 05 - 2015 Apr 02

1504 2015 Apr 02 - 2015 Apr 30

1505 2015 Apr 30 - 2015 May 28

1506 2015 May 28 - 2015 Jun 25

1507 2015 Jun 25 - 2015 Jul 23

1508 2015 Jul 23 - 2015 Aug 20

1509 2015 Aug 20 - 2015 Sep 17

1510 2015 Sep 17 - 2015 Oct 15

1511 2015 Oct 15 - 2015 Nov 12

1512 2015 Nov 12 - 2015 Dec 10

1513 2015 Dec 10 - 2016 Jan 07

1601 2016 Jan 07 - 2016 Feb 04

1602 2016 Feb 04 - 2016 Mar 03

1603 2016 Mar 03 - 2016 Mar 31

1604 2016 Mar 31 - 2016 Apr 28



1605 2016 Apr 28 - 2016 May 26

1606 2016 May 26 - 2016 Jun 23

1607 2016 Jun 23 - 2016 Jul 21

1608 2016 Jul 21 - 2016 Aug 18

11-8. G3X AOPA Airport Data Update (Every 56 days)


14D4 2014 Jul 24 - 2014 Sep 18

14D5 2014 Sep 18 - 2014 Nov 13

14D6 2014 Nov 13 - 2015 Jan 08

15D1 2015 Jan 08 - 2015 Mar 05

15D2 2015 Mar 05 - 2015 Apr 30

15D3 2015 Apr 30 - 2015 Jun 25

15D4 2015 Jun 25 - 2015 Aug 20

15D5 2015 Aug 20 - 2015 Oct 15

15D6 2015 Oct 15 - 2015 Dec 10

15D7 2015 Dec 10 - 2016 Feb 04

16D1 2016 Feb 04 - 2016 Mar 31

16D2 2016 Mar 31 - 2016 May 26

16D3 2016 May 26 - 2016 Jul 21

16D4 2016 Jul 21 - 2016 Sep 15



11-9. Pitot/Static/Transponder Checks Due: (24 Months)

11-10. Condition Inspection Due: (12 Months)

Date Due Date Accomplished By

Date Due Date Accomplished By



11-11. Time-Change or Inspection Requirements

11-11.1. Starter – every 50 hours

11-11.2. ELT – every year

11-11.2.1. Reference page 26 of Operations and Instructions for

Continued Airworthiness (ICA) Manual

11-11.2.2. Test IAW Para 2.3

11-11.3. Propeller - 2016

Ref: Propeller Owner’s Manual 115N. If routinely exposed to aerobatic

flight, 1000 hours, otherwise 2400 hours or 72 months whichever comes

first.

http://11hc.44rf.com/manuals/avionics-instruments/ELT/03c%20ICA-451%20Rev%20NC-1%20Operations%20and%20ICA.pdf

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