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Sonex Aircraft, LLC

N604CM

Pilot’s Operating Handbook

Revision 7Updated May 1, 2015

Pilot’s Operating Handbook

Make: Jeffrey ShultzModel: SonexSerial Number: 1374Registration Number: N604CMDate of Certification: Sep 30, 2013First Flight: Oct 27, 2013

Owner Information

Name: Jeffrey D. ShultzAddress: xxxx

xxxx

Telephone: xxxxEmail Address: xxxx

Kit Manufacturer: Sonex Aircraft LLCAddress: P.O. Box 2521

Oshkosh, WI 54903-2521

Mfg Telephone: 920-231-8297INDEX

N604CM Pilot Operating Handbook 2

Section PAGE

I Introduction and Description 4

II Aircraft Specifications 10

III Preflight Inspection Checklist 17

IV Normal Procedures 20

V Emergency Procedures 24

VI Performance 27

VII Engine Operation 34

VIII Weight and Balance 38

IX Systems 43

X Servicing Requirements 62

XI Equipment List 68

XII Passenger Disclaimer Form 70

XIII Revisions List 71

I. Introduction and Description


The Sonex is a high-performance, homebuilt aircraft. Its compact external size and extremely efficient design results in superb performance and excellent fuel economy using a relatively low power engine, outperforming many general aviation aircraft. Typical cruise speed is 150 mph, burning approximately 5 gallons per hour, yielding fuel economy in excess of 30 miles per gallon.

The structure of the Sonex is almost entirely 6061T6 aluminum, yielding a design that is easy to construct, conventional to maintain, and resistant the effects of weather and corrosion.

Power is supplied by a Jabiru 3300 6-cylinder aircraft engine, produced in Australia by Jabiru Aircraft Pty, Ltd. This engine is largely CNC-machined from billet aluminum, and features a forged steel crankshaft, dual spark plugs per cylinder, 2 independent ignition systems, adjustable mixture control, alternator, and electric starter. It is a lightweight, modern, reliable aircraft engine that is easily maintained. The Jabiru is fitted with an AeroInjector, offering superior operation, power, and efficiency in all modes of operation.

Flight Instruments and Avionics

The Sonex was designed as a VFR sport plane, and the installed flight instruments reflect this mission. All primary flight instruments, engine monitoring instruments and navigation instruments are provided by a 7” display Dynon “Skyview” system. An Air Data/Attitude/Heading Reference System (ADAHRS) provides airspeed, altitude, rate of climb, heading, and attitude information; an Engine Monitoring System (EMS) module provide monitoring of all engine temperatures, pressures, fuel flow and RPM; an external Global Positioning System (GPS) receiver provides moving


map navigation and location information; a Dynon remote-mounted transponder unit provides Mode C/S transponder functionality, controlled through the main Skyview display.

Two-way radio communication is provided separately from the Skyview system by an MGL “V6” VHF Airband Communications Radio (COMM), which also provides a voice-activated (VOX) cockpit intercom for the aircraft occupants. The V6 radio also provides auxiliary audio input and output through 1/8” headphone plugs. Auxiliary input provides for music and entertainment sources, and auxiliary output provides for recording cockpit intercom and COMM radio audio signals. Auxiliary audio input automatically fades and mutes during incoming radio transmissions.

Flight Controls

Pitch and roll capability is accomplished by conventional dual control sticks located at each seat. Pitch control is provided by elevators mounted on the horizontal stabilizer. Roll control is accomplished by ailerons on the outboard portion of the main wing. N604CM is equipped with the optional large “acro” ailerons, providing excellent and responsive roll authority. Yaw control is provided by a rudder mounted on the vertical stabilizer, and is actuated by conventional rudder pedals and control cables. All other flight controls including the flaps are pushrod actuated.

Pitch Trim System

An in-flight cockpit adjustable pitch trim system is provided. A lever mounted on the left cockpit sidewall adjusts a movable control tab mounted on the left elevator half. The trim system is completely independent of the normal pitch


control system, thus providing back-up pitch control system in the event of a primary control problem. The primary pitch control system (i.e. the stick) can override any position of the trim system.

Engine Controls

The throttle, identified with a black T-handle, is located in the lower portion of the center instrument panel. It is a quadrant style control, in which the lever is rotated forward (towards to nose) to open the throttle (increasing power) and rearward to close the throttle (decreasing power). A friction control knob is located on the right side of the quadrant to set the desired resistance to movement of the lever. A button-locking mixture control is located to the right of the throttle, and is identified by a red handle. Carburetor heat is not installed, nor is it required by the AeroInjector.

Landing Gear

The main landing gear legs are 1-1/8” titanium rod, mounted directly into the engine mount. Due to the mechanical properties of titanium, the Sonex gear is extremely robust, yet forgiving. The titanium gear legs will bend gently under landing loads, and then rebound slowly without springing the aircraft back into the air. The tail wheel is mounted to a 5/8” titanium rod. Steering is accomplished through a direct linkage to the rudder, resulting in very accurate and positive directional control while taxiing, and during takeoff and landing.

Brakes


The braking system consists of hydraulic disc brakes on each main wheel. Braking action is non-differential, actuated by a single aluminum lever in the center control console between the occupants. Brakes are applied by pulling the lever rearward. A parking brake detent locks the brake lever in the rear, fully-engaged position. Brakes set to the parking detent are sufficient to prevent the aircraft’s movement at all throttle settings including full static rpm (i.e. WOT). Care must be used in brake application during high-speed taxi (30+ mph) to avoid flipping the aircraft over on its back.

Fuel System

A single 16-gallon molded polyethylene main fuel tank is located just aft of the firewall above the occupant’s legs. Unusable fuel quantity is less than ¼ gallon. The fuel filler cap is located on the upper forward fuselage, accessible from the outside of the aircraft through the fuel filler door in the cowling. Approved fuels include 91 octane (or higher) automotive fuel and 100LL aviation fuel. Fuel is delivered by gravity feed, and the engine-driven fuel pump has been removed. A fuel shutoff valve is located inside the cockpit at the tank outlet, consisting of a ¼ turn ball valve. The fuel valve is closed by pulling the fuel shutoff valve control cable rearward. A machined billet-aluminum fuel filter is located on the engine side of the firewall immediately after the fuel line passes through the firewall. The fuel filter captures particles down to 40 microns on a metal mesh screen, and is easily disassembled and cleaned during servicing.

Fuel Flow Meter


An FT-60 “Red Cube” fuel flow meter is installed inside the cockpit just after the fuel shutoff valve to measure the consumption of fuel. No direct measurement of fuel quantity is available while in flight, but accurate fuel totalizer information is provided by the Skyview EMS, including fuel used, fuel remaining, and time/range to fuel exhaustion. Fuel quantity must be confirmed visually and manually input into the Skyview system at the beginning of each flight. Auxiliary Fuel Tank

The main fuel tank has provisions for an auxiliary tank to be optionally connected. The upper 1/8 NPT fitting molded into the main tank serves as the aux fuel inlet, and contains a checkvalve, hose, and quick disconnect assembly. This allows a portable auxiliary fuel tank to be placed in the cabin (PAX seat or baggage compartment) and connected to the main fuel tank. The checkvalve prevents fuel from escaping the main tank at the aux fuel inlet. CG effects and baggage compartment weight limits must be considered when using an aux fuel tank.

Smoke System

The aircraft is equipped with an AeroConversions Smoke System. Smoke fluid is contained in a welded aluminum tank attached to the engine-side of the firewall. The approximate capacity of the tank is 4 quarts. The smoke system pumps smoke fluid into both 3-in-1 exhaust collector pipes. Control of the smoke pump is provided by a panel-mounted on-off toggle switch, or alternately through a remote momentary switch that can be fastened to the control stick. The smoke tank holds enough fluid for 3-4 minutes of continuous smoke.


Engine Cowling

The cowling is split into right and left sections. To remove the cowling, loosen the six ¼-turn SouthCo fasteners along the upper firewall and the two fasteners below the spinner and oil cooler air inlet. Next, remove the upper and lower piano hinge pins, thereby separating the right and left cowling sections. Lastly, the hinge pins connecting the cowl section to the fuselage may be removed, and the cowling detached from the fuselage.

Baggage Compartment

A baggage compartment is located aft of the occupants’ seats. Baggage weight is limited to 40 pounds. Lightweight bulky items may be placed in the cavity above the baggage compartment, but heavier items should be placed as low as possible to prevent shifting in flight. An elastic cargo net may be attached to the rear bulkhead and tie down hooks located on the underside of the spar carry-through box. Depending on pilot, passenger, and fuel loads, baggage may need to be further restricted to remain within gross weight and/or center-of-gravity (CG) limits.

Ventilation and Heating

NACA scoops on the forward fuselage sides provide fresh air ventilation. These scoops feed into rotating eyeball vents mounted in the corners of the instrument panel. The flow of air can be directed and controlled by adjusting the vent opening. No cabin heat is installed, but each passenger seat contains electric seat heater elements, controlled by switches on the panel.


Canopy

The Sonex canopy is hinged along the right side cockpit sidewall and opens by swinging over to the right. A stainless steel cable restrains the canopy at maximum opening to prevent damage. To close the canopy, rotate the canopy down to the left cockpit sidewall, aligning the canopy rail tabs into the slots in the left longeron. Push the canopy handle forward to latch the canopy into the closed position. Do not leave the canopy unattended while open as wind can blow it closed and crack the plexiglas or distort the canopy frame.


II. Aircraft Specifications

3 View Diagram


Exterior DimensionsSpan: 22 ftLength: 17 ft, 7 inHeight: 4 ft, 4 inWing Area: 98 sq ft

WeightsEmpty Weight: 675 lbsGross Weight: 1200 lbsAerobatic Gross Weight: 950 lbsUseful Load: 525 lbsFuel (17 gal): 102 lbsFull Fuel Payload: 423 lbsMax Baggage: 40 lbs

CG LimitationsDatum 53” Forward of Wing Leading EdgeMean Aerodynamic Cord: 54”Forward CG Limit: 63.8” (20% MAC)Aft CG Limit: 70.3 “ (32% MAC)Acro CG Limits: 65.4” – 68.7” (23-29% MAC)

LoadingsWing Loading: 12.2 lb/sq ftPower Loading: 10 lb/hpLoad Factor Limit - 950 lbs +6.0, -3.0 - 1200 lbs +4.0, -2.0

Control Surface DeflectionsAilerons 20° up, 12° downFlaps 0°, 10°, 30°Rudder 25° right and leftElevator 25° up, 20° down


Elevator Trim Tab 30° up, 30° downEngine Information

SpecificationsModel: Jabiru 3300, Hydraulic LifterSerial #: 33A2557 (converted to 33L-106)Carburetor: AeroInjector ACV-C08LS-35mmProp: Sensenich 54x64 (W54SK-64G)Engine Type: 6 cylinder, 4 stroke, horizontally

opposed, normally aspiratedCooling: Air-cooled, with external oil coolerDrive: Direct driveRotation: Clockwise, from Pilot’s viewWeight (complete, less oil) 178 lbsRated HP: 120Rated RPM: 3300Maximum RPM: 3400Cruise RPM: 2850 +/- 200Idle RPM: 800-1000Bore: 97.5mmStroke: 74mmDisplacement: 3300 ccCompression Ratio: 8:1Firing Order: 1-4-5-2-3-6Alternator: 17 amp, single phase

IgnitionTiming: Fixed @ 20° BTDCIgnition Module Gap: 0.010” – 0.012”Spark Plugs: NGK D9EAPlug Gap: 0.022” – 0.024”


Ignition: “Left” Setting Left Distributor, Front PlugsIgnition: “Right” Setting Right Distributor, Rear Plugs

FuelApproved Fuel Grades: 91 octane Auto fuel

100LL Av-gasTotal Fuel Capacity: 16 GallonsUsable Fuel: Approximately 15.8 Gallons

Lubricant

CAUTION

Do not use Automotive Motor Oil!

Automotive oil does not contain sufficient anti-wear additives, and may result in excessive internal

wear.

Type: W100 Ashless, Dispersant15W-50 or 20W-50 Multigrade(Winter: W80AD optional)

Oil Capacity (w/oil cooler): 3.0 – 3.5 Quarts Minimum Safe Quantity: 3.0 Quarts (Bottom of dipstick)Oil Filter: Napa 1394 (or RYCO Z386)

Operating ConditionsCylinder Head Temp: 250-350° F desired, 396° F max


Exhaust Gas Temp: 1200-1350° F desired, 1400° F maxOil Temp: 160° F min, 220° F maxOil Pressure: 11 psi min (idle), 76 psi max

30-60 psi cruiseFuel Pressure: 1 psi min, 4 psi max (gravity flow)


Airspeed Limitations

Speed IAS Remarks

VNE Never Exceed Speed

197 MPH

Do not exceed this speed in any operations

VNOMaximum Structural

Cruising Speed125 MPH

Exceed this speed only in smooth air

VA Maneuvering Speed

125 MPH

Do not make full control movements

above this speed. Full elevator deflection at

this speed will result in a 6g load.

VFE Maximum Flap Extended Speed

100 MPH

Do not exceed this speed with flaps down

Vy Best Rate of Climb 75 MPH Most altitude gain per

unit of timeVx Best Angle of

Climb 67 MPH Most altitude gain per distance traveled

VS Stall Speed Clean 42 MPHSignificant Instrument

Error exists at low speeds

VSOStall Speed

Landing Configuration

40 MPHSignificant Instrument

Error exists at low speeds

Airspeed Indicator Markings

Marking Value / Range Significance

White Arc 40–100 MPH

Full Flap Operating Range. Lower limit is Vso. Upper Limit is maximum speed with flaps

extended.Green

Arc42–125 MPH Normal Operating Range. Lower

limit is Vs. Upper limit is


maximum structural cruising speed.

Yellow Arc 125–197 MPH

Operations must be conducted with caution and only in smooth

air.Red Line 197 MPH Maximum speed for all operations.

Crosswind Limitations

The aircraft has a demonstrated crosswind component of 15 mph when using full flaps. Landings during strong or gusty crosswinds may require less flap and slightly more airspeed on final approach to compensate for the wind condition s and provide better control authority.

Spin Recovery

Spins in the Sonex are conventional in both entry and recovery technique. Recovery is quick and without complication when the aircraft is loaded with the approved CG range. The preferred recovery technique is the “P.A.R.E.” technique. Reduce POWER, ALIERONS neutral, RUDDER opposite the rotation, when rotation stops ELEVATOR forward slightly to brake the stall, then recover normally from the resulting dive.

Maneuvers – Aerobatic Category

When operating in the aerobatic category (950 lbs gross weight), the following maneuvers with recommended entry speeds are approved:

Stalls (except whip stalls) --Spins --


Chandelles 80 – 110 mphLazy Eights, Wing Over 80 – 125 mphLoops, Horizontal Eights 110 – 150 mphAileron Rolls, Barrel Rolls 100 – 150 mphHammerhead (Stall Turn) 80 – 150 mphSplit S 75 – 110 mphImmelmann 110 – 150 mph

While executing these maneuvers, do not use abrupt control inputs. Aerobatics that may impose high loads must not be attempted. Bear in mind that the airplane is clean in aerodynamic design and will build speed quickly with the nose down. Proper speed control is essential for execution of any maneuver, and care must be exercised to avoid excess speed, which in turn can impose excessive loads.

Inverted Flight

Flight at negative “G” conditions is to be avoided due to lack of inverted fuel and oil systems.

Required Placards

The following placards must be in full view of passengers:

1. WARNING THIS AIRCRAFT IS AMATEUR BUILT AND MAY NOT COMPLY WITH FEDERAL AIRWORTHINESS STANDARDS

2. EXPERIMENTAL


III. Pre-Flight Inspection Checklist

1. CABIN AROW Seat Belt Securing Control Stick – RELEASE Elevator Trim – SET TO MIDDLE Ignition (Key) Switch – OFF Mixture – IDLE CUT-OFF (pulled full out) Fuel Shutoff Valve – ON for fuel sump Flaps – DOWN


2. EMPENNAGE Control Surfaces – CHECK for movement & security Empennage Fairing – CHECK for security Elevator Trim – CHECK for movement & security Rudder Cables – CHECK for security Tail Tie-Down – REMOVE Tail Wheel – CHECK for condition Tail Wheel Pushrod – CHECK for security

3. RIGHT WING Aileron – CHECK for movement & security Flap – CHECK for security

4. RIGHT FRONT Wing Tie-Down – REMOVE Pitot/Static Tube – REMOVE cover – CHECK for

obstruction AoA Pressure Port – CHECK for obstruction Wheel Chock – REMOVE Main Wheel Tire – CHECK for proper inflation Wheel Pant Fairing – CHECK for security Gear Leg Fairing – CHECK for security

5. NOSE Engine Oil Level – CHECK – 3 qts min (bottom of

dipstick) Oil Door – CLOSED Propeller & Spinner – CHECK for nicks & security


Cowl Fasteners & Hinge Pins – CHECK for security Cooling Inlets – CHECK for obstructions Fuel Tank – INSPECT visually for quantity Fuel Tank Cap – SECURED Fuel Filler Door – CLOSED Fuel Filter Sump – DRAIN sump (3-4 seconds) Exhaust – CHECK for security

6. LEFT FRONT Wing Tie-Down – REMOVE Wheel Chock – REMOVE Main Wheel Tire – CHECK for proper inflation Wheel Pant Fairing – CHECK for security Gear Leg Fairing – CHECK for security

7. LEFT WING Aileron – CHECK for movement & security Flap – CHECK for security

8. COCKPIT Canopy – CHECK for condition Canopy Latch – CHECK for operation and security Fuel Shutoff Valve – OFF until engine start BAT/ALT Switch – ”BAT” Aeronautical Charts & Skyview Map Update –

CURRENT Fuel Gauge (EFIS) – CHECK & ADJUST quantity Altimeter Baro – SET BAT/ALT Switch – ”OFF” Flaps – UP



IV. Normal Procedures

BEFORE STARTING ENGINE Preflight Inspection – COMPLETE Passenger Briefing – COMPLETE Seat Belts & Shoulder Harnesses – ADJUST & LOCK

STARTING ENGINE Brakes – ENGAGED to “Park” Flaps – UP Propeller Area – CLEAR Battery – Alternator Switch – ”BAT” Throttle – “CRACKED” OPEN approx. ¼” Fuel Shutoff Valve – ON Mixture – Push RICH; Wait 1-2 seconds to prime Keyed Ignition Switch – ”START” Battery – Alternator Switch – ”ALT” Avionics Switch – “ON” EFIS – CHECK for alerts Oil Pressure – CHECK Throttle – 1400 RPM for engine warm up (CHT>200º

F)

BEFORE TAKE-OFF Fuel Shutoff Valve – ON Flight Controls – FREE & CORRECT Radio – SET Flight Instruments – SET Engine Instruments – CHECK Elevator Trim – SET TO MIDDLE Throttle – 1800 RPM Engine Run-up – CHECK MAGS – 100 RPM drop on

each


Throttle – 1000 RPM Seat Belts – ADJUST & SECURED Canopy – CLOSED & LATCHED Mixture – FULL RICH (forward)

NORMAL TAKE-OFF Brakes – HOLD Throttle – FULL “OPEN” Brakes – RELEASE Elevator – slightly tail high Engine RPM – 3000 RPM minimum Climb Speed – 70-80 MPH

MAXIMUM PERFORMANCE TAKE-OFF Throttle – FULL “OPEN” Elevator – LIFT TAIL Airspeed – ROTATE at 60 MPH*

* 65 MPH with 2 people on board Engine RPM – 3000 RPM minimum Climb Speed – 67 MPH (Vx)

CRUISE CLIMB Airspeed – 100-110 MPH Throttle – 2900 RPM or full throttle Mixture – LEAN for best power Engine Instruments – MONITOR Temperatures

CRUISE Throttle – 2750 RPM Trim – ADJUST Mixture – LEAN as needed


BEFORE LANDING Mixture – FULL RICH Airspeed – REDUCE to 100 MPH or less Flaps – AS DESIRED Airspeed – 70 MPH* Throttle – AS NEEDED to maintain 70 MPH* * 78 MPH with 2 people on board

BALKED LANDING (GO AROUND) Throttle – FULL OPEN Flaps – RETRACT (fully or to takeoff setting) Climb Speed – 75 MPH Climb out and reenter traffic pattern

NORMAL LANDING (3-POINT LANDING) Throttle – CLOSED Flaps – AS NEEDED Touchdown – Full stall with stick full back Landing Roll – Maintain straight line down runway Brakes – AS NEEDED (minimum required)

WHEEL LANDING Throttle – AS NEEDED to maintain 60 MPH Touchdown – Main wheels first Landing Roll – Stick back slowly, lower tail gently Brakes – Minimum required

AFTER LANDING


Flaps – UP Taxi – At slow walking speed, observe other traffic

ENGINE SHUTDOWN Throttle – 1000 RPM for engine cool down Avionics Switch – “OFF” BAT/ALT Switch – ”BAT” MAGS – CHECK for engine cut-off Mixture – IDLE CUT-OFF (pulled full out)

After Engine Stops Fuel Shutoff Valve – OFF Avionics Switch – ”OFF” BAT/ALT Switch – ”OFF” Keyed Ignition Switch – ”OFF”

Note: Failure to close fuel shutoff valve may result in fuel flowing from the AeroInjector after shut-down.

SECURE AIRCRAFT Brakes – ENGAGED to “park” as required Master & MAG Switches – CHECK OFF Fuel Shutoff Valve – CHECK “OFF” Throttle – FULL CLOSED Mixture – IDLE CUT-OFF (pulled full out) Cockpit – CLEAN & SECURE Seat Belt – SECURED around control stick Canopy – LATCHED AND LOCKED Pitot Tube – INSTALL COVER as required Wheel Chocks – INSTALL as required Wing & Tail Tie-Downs – INSTALL as required


V. EMERGENCY PROCEDURES

POWER LOSS ON TAKEOFF Stick – FORWARD Airspeed – 70 MPH Best Glide Throttle – CLOSE Mixture – IDLE CUT-OFF Fuel Shutoff Valve – OFF BAT & MAG Switches – OFF Flaps – AS REQUIRED Land and/or Stop Straight Ahead Brakes – AS REQUIRED

POWER LOSS IN FLIGHT TRIM FOR BEST GLIDE – 70 MPH Note Wind Direction & Velocity PICK A LANDING SPOT Mixture – FULL RICH Fuel Shutoff Valve – ON MAGS – ON BAT/ALT – “BAT” Engine – CHECK EFIS

If Power Not Restored & Time Permits Maintain Best Glide – 70 MPH Radio – 121.5 – CALL MAYDAY Mixture – IDLE CUT-OFF Fuel Selector – OFF BAT/ALT – OFF Flaps – AS NEEDED Canopy – UNLATCH Seat Belts & Shoulder Harnesses – PULLED TIGHT Land Tail Low


ROUGH ENGINE Mixture – ADJUST Fuel Shutoff Valve – ON MAGS – CYCLE KEY SWITCH Throttle – CYCLE OPEN AND CLOSED Run On Best Settings Locate Suitable Landing Site & Land ASAP Prepare For Off Field Landing If Necessary

OIL PRESSURE LOSS Locate Suitable Landing Site & Land ASAP Prepare For Off Field Landing If Necessary

HIGH OIL TEMPURATURE Reduce Power (<2800 rpm) Increase Airspeed (>100 mph) Observe Trend

If Oil Temperature Cannot Be Stabilized Locate Suitable Landing Site & Land ASAP Prepare For Off Field Landing If Necessary

ENGINE FIRE DURING START-UP Throttle – FULLY OPEN Starter – CRANK Mixture – IDLE CUT-OFF Fuel Selector – OFF BAT and MAG Switches – OFF

ENGINE FIRE IN FLIGHT Throttle – CLOSED Mixture – IDLE CUT-OFF Fuel Selector – ON BAT & MAG Switches – OFF Locate Suitable Landing Site & Land ASAP


LOW VOLTAGE / ALTERNATOR FAILURE Check EFIS for Bus Voltage Indication Check “ALT” Circuit Breaker & “ALT FAIL” warning

light (If light is illuminated, the crowbar overvoltage protection circuit has tripped.)

ALT Circuit Breaker – Push to Reset

If over-volt condition exists, Battery-Alternator Switch – “BAT” Land within 30 minutes

If greater than 30 minutes of flight time is required Battery - Alternator Switch – “OFF” Avionics Switch – “ALT POWER” Locate Suitable Landing Site & Land within 60

minutes


VI. Performance

Speed 950 lbs 1200 lbsBest Angle of Climb (Vx) 67 mph 70 mphBest Rate of Climb (Vy) 75 mph 75 mphTop Speed (Indicated): 150 mph 140 mphMax Speed (S.L. @ max cont pwr): 138 mph

135 mphCruise (TAS): 75% power @ 8000 ft 165 mph

160 mphCruise (TAS): 60% power @ 8000 ft 140 mph

135 mphStall Speed (Clean, Indicated): 42 mph 44 mph

Ground Performance 950 lbs 1200 lbsTakeoff Distance: 600 ft 750 ftLanding Distance: 700 ft 900 ft

Climb / Ceiling 950 lbs 1200 lbsS.L. Rate of Climb: 1400 fpm 800 fpmCeiling: 17,500 ft 16,000 ft

EnduranceFuel Quantity: 15.8 gallonsFuel Consumption: 100% 9.4 gphFuel Consumption: 75% 7.3 gphFuel Consumption: 60% 6.2 gphRange: 75% (2800 rpm @ 4000 ft) 300 smRange: 60% (2750 rpm @ 8000 ft) 350 sm

Note: Performance values are stated at Sea Level (S.L.), Standard Temperature and Pressure, with all fairings


installed, unless otherwise noted. Units are stated in feet (ft), feet per minute (fpm), gallons per hour (gph), miles per hour (mph) and statute miles (sm).

CRUISE PERFORMANCE (Full Fuel 16 Gal)

Altitude

(Feet)RPM %

BHPTAS

(MPH)

Fuel Flow

(GPH)

Endurance

(Hours)Range (Miles)

S.L.3100 100 145 9.4 1.7 2402900 90 130 8.5 1.9 2462750 83 125 7.8 2.1 2562500 78 120 7.3 2.2 262

4,0003100 87 155 8.2 2.0 3032900 78 140 7.4 2.2 3042750 72 130 6.8 2.4 3062500 68 125 6.4 2.5 314

8,0003100 72 168 7.4 2.1 3612900 65 151 6.7 2.4 3652750 60 135 6.2 2.6 3502500 56 123 5.8 2.8 339

12,000

3100 59 175 7.4 2.2 3802900 53 155 6.3 2.5 3942750 49 140 5.5 3.0 4232500 46 125 4.7 3.4 428

1. Maximum Cruise is normally limited to 75% power.2. Endurance and Range are for No-Wind, No

Reserve conditions.3. Figures do not include take off, landing, or reserve.4. Normal cruise RPM is 2900, +/- 200 RPM.


5. Figures assume wheel pants and gear leg fairings installed.

TIME, DISTANCE, & FUEL TO CLIMB

Weight (lbs)

DA (Feet

)

Climb

Speed

(MPH)

ROC (FPM

)

From Sea Level

Time (Min)

Fuel (Gal)

Distance

(Miles)

950S.L. 75 1415 0 0 0

1000 75 1350 1 0.1 1

2000 74 1285 1 0.2 2

3000 74 1220 2 0.4 3

4000 74 1150 3 0.5 4

5000 73 1085 4 0.6 5

6000 73 1020 5 0.8 7

7000 72 955 6 0.9 8

8000 72 890 7 1.1 10

9000 72 820 8 1.3 12

10000 71 755 10 1.5 14

11000 71 690 11 1.7 16

12000 71 625 12 1.9 18

1200S.L. 75 800 0 0 0

1000 75 755 1 0.2 2

2000 74 710 3 0.4 3

3000 74 665 4 0.6 5

4000 74 620 6 0.9 8

5000 73 575 7 1.1 10

6000 73 530 9 1.4 12

7000 72 485 11 1.7 15

8000 72 440 13 2.1 18


9000 72 395 16 2.5 22

10000 71 350 18 2.9 26

11000 71 305 21 3.4 31

12000 71 260 25 3.9 36

TAKE OFF DISTANCE (No Flaps)

Elevation and Temperature

950 lbs 1200 lbsGround

Run (Feet)

Over 50-ft Obstacle

(Feet)

Ground Run

(Feet)

Over 50-ft

Obstacle (Feet)

Sea Level @ 59° F 600 865 750 1360

2500 ft @ 50° F 720 1025 900 15955000 ft @ 41° F 840 1195 1050 18508000 ft @ 30° F 985 1420 1230 22201. Figures for no flap, no wind, clean level, hard-surface

runway.2. Increase distance 10% for each 10° F increase in

temperature above standard day temperature.3. Increase distance by 10% for dry grass runway, 25%

for wet grass.

LANDING DISTANCE (Full Flaps)

Elevation and Temperature

950 lbs 1200 lbsGround

Run (Feet)

Over 50-ft Obstacle

(Feet)

Ground Run

(Feet)

Over 50-ft

Obstacle (Feet)

Sea Level @ 59° F 700 1295 900 1495

2500 ft @ 50° F 760 1320 980 15405000 ft @ 41° F 825 1350 1060 1580


8000 ft @ 30° F 900 1390 1155 16501. Figures for full-flap, no wind, clean, level, hard-surface

runway2. Increase distance by 50% for no-flap landing.3. Increase distance by 50% for each 10 mph of tail wind.4. Increase distance 10% for each 10° F increase in

temperature above standard day temperature.5. Increase distance by 10% for dry grass runway.6. Decrease distance by 30% for each 10 mph of head

wind.


1200 lbs


STATUTE MILES OR MPH

250225200175150125100755025

0 20 40 60 80 120100 140 160 200180 220 260240 280

0NAUTICAL MILES OR KNOTS

11090705030

TEMPERATURE C5040302010-30 -20 -10 0

120100 1109070 80605030 4020100-10-20TEMPERATURE F

DENS

ITY

ALTI

TUDE

(ft)

IND PRESSURE ALTITUDE @ 29.92 inHg10000 8000

6000

4000

2000

MSL

12010080604020

2000

6000

10000

12000

8000

4000

MSL

900011000 7000

5000

3000

1000

Effect of Wheel Pants and Fairings

All performance figures listed were obtained with the wheel pants, gear leg and intersection fairings installed. Removing fairings will increase the aircraft’s total drag, and result in somewhat lower performance. With fairings removed, full power maximum airspeed is reduced approx 10 mph, and cruise flight at 2750 rpm results in approx 7 mph slower airspeed and 0.2 gph higher fuel consumption.

Estimating Density Altitude


Pressure Altitude @ 29.92 in Hg

(1 KNOT = 1.15 MPH)


VII. Engine Operation

The Jabiru engine is equipped with an AeroInjector float-less carburetor. The AeroInjector is not altitude compensating, but is designed with an in-flight mixture adjustment control. The ability to lean the engine in flight allows the pilot to configure the engine for peak performance. Generally, Exhaust Gas Temperature (EGT) is used as an indication of mixture setting. All references to engine EGT are typically to the hottest cylinder(s). Due to the design of the induction system, the rear cylinder EGTs typically run 100º-150º hotter (thus leaner) than the front cylinders.

Starting

Starting the engine is accomplished by first turning on the battery (master) switch to the “BAT” position, closing the throttle to 1/8” “cracked” open, opening the fuel shutoff valve by moving the fuel shutoff control cable (black knob) to the forward “On” position, pushing the red mixture knob to the forward “Full-Rich” position, and then rotating the ignition key to the “Start” position. Fuel will begin to flow through the AeroInjector immediately after moving the mixture knob to full-rich position, and will drip into the air cleaner within a few seconds. If the engine starter is not engaged within 3-4 seconds, fuel will accumulate in the air cleaner and hinder normal starting. In extreme cases, excessive fuel accumulation may present a fire hazard.

Taxi

The design of the AeroInjector inherently results in a relatively rich mixture setting at low rpm. It is


recommended to “aggressively lean” at low rpm to reduce spark plug fouling and carbon buildup inside the engine. Aggressively leaning is defined as leaning to the point where any additional leaning or increased throttle movement will cause the engine to sputter or stumble from lack of fuel. Aggressive leaning creates a fail-safe situation where it is impossible to attempt a takeoff with a partially leaned mixture. Should a takeoff be attempted while aggressively leaned, the engine will sputter and instantly remind the pilot of the leaned mixture.

Take Off and Climb

Allow the engine to warm up to a minimum CHT of 200º Fahrenheit and oil temp of 100º before running at full power. Takeoffs should generally be conducted at full throttle, using the full rich setting. This allows the full required fuel flow to reach the engine, and is important to achieving full power as well as proper cooling. When the AeroInjector is properly adjusted, takeoff EGTs should be approximately 1200-1350º Fahrenheit. Under certain conditions, including high Density Altitude or very hot outside air conditions, it may be desirable or necessary to lean for takeoff. The recommended procedure is to lean the engine while on the ground so that full throttle EGTs are between 1100º -1200º, or until the engine runs smoothly. Engine roughness is very typical of overly-rich mixtures. Temperatures should be monitored throughout the takeoff roll and initial climb out, and the mixture adjusted as needed to remain within limits.

Cruise


Cruise flight is typically conducted between 2700 and 3000 rpm, but may vary with DA and temperature. Significant reductions in fuel flow can be achieved by properly leaning the engine during cruise flight. Additionally, proper leaning in cruise helps reduce carbon buildup inside the engine and prolong engine life.Prior to leaning for cruise, the engine should be allowed to stabilize in both rpm and temperature for a short time. Once stabilized, the engine should be leaned according to the following procedures, with minor modifications as needed to keep the engine running smoothly and within temperature limits. The engine may be operated in the following 3 modes: 1) Rich of Peak, whereby more fuel is consumed for the sake of cooler temperatures, near Peak, producing maximum power, but at greater heat and strain on the engine, or Lean of Peak, resulting in the lowest fuel flow. Peak EGT is approximately 1450º -1480º Fahrenheit. When operating Lean of Peak, EGTs will peak, then fall somewhat. The engine will not be damaged as long as CHTs are stable and within limits (350º Fahrenheit or less).

Rich of Peak (ROP): 1275º -1350º EGT

When leaning to ROP, the recommended procedure is to gradually move the mixture lever while watching EGT readings, stopping at the desired setting.

Peak Power: 1350º -1400º EGT

Gradually reduce the mixture setting until EGTs on the hottest cylinders reach approximately 1375º. Continue to monitor CHTs to ensure they remain within limits. This setting will generally produce the best power, but at somewhat greater engine stress.


Maximum Engine Stress: 1380º -1430º EGT

The engine is under maximum stress when EGTs are approximately 50º -100º rich of peak. This generally corresponds to EGTs of approximately 1380º -1480º. High power settings should be avoided in this mixture range. Lean of Peak (LOP): 1375º -1420º EGT

For LOP operation, it is preferable to lean quickly and drastically to reduce the time spent at peak EGT settings. This can be described as “the big mixture pull”, whereby the mixture knob is pulled out 1”-1.5” over the course of 3-5 seconds, while observing EGTs. Due to imbalances in the induction system, it may not always be possible to lean all 6 cylinders to LOP operation without causing engine roughness and/or vibration. If roughness occurs, richen the mixture slightly until the engine runs smooth again. Continue to monitor CHT to ensure they remain within limits. In some cases, several cylinders may be running near peak EGT while others are LOP. This poses no problem as long as the CHTs are stable and within limits, and the engine runs smoothly. If a suitable setting cannot be found, it may be necessary to richen the mixture enough to return to ROP operation on all cylinders to control CHTs.

Descent

Descent may be initiated by simply reducing the throttle to the desired rpm, while leaving the mixture setting leaned as in cruise. This will help prevent cooling the engine excessively during the descent and low power operation.


Prior to resuming application of cruise power setting, as in entering the traffic pattern, the mixture should be adjusted or richened accordingly. In the event of a touch-and-go landing, or go-around, the mixture should be returned to the takeoff setting (full-rich, or leaned as appropriate) before advancing the throttle to full.


VIII. Weight and Balance



323 lbs 318 lbs

34 lbs

8.0”

167.5”

55.5” 215.0”

Blank Weight and Balance Worksheet

The following table can be used to determine the aircraft’s weight and center of gravity for any loading situation. Complete the weight column in the table below using the fuel, baggage, and pilot/passenger weights for the situation being considered. Next, using the moment charts on the following pages, record the appropriate moments into the table. Use the Total Weight and Total Moment from the table to find the aircraft’s loaded center of gravity using the Allowable Weight and Balance chart.

Weight x Arm = Moment

Item Weight(lbs)

Arm(inch)

Moment(in-lbs)

Aircraft, Empty 675 63.8 43,058Fuel 45.8

Pilot & Passenger 76.9Baggage 102.0

Total ---

CG (inch) =Total Moment

=Total Weight

CG (inch) =

CG Range: 63.8” – 70.3” Safe to Fly? YES □ / NO □


Note: Pitch stability is significantly reduced at C.G. conditions aft of 69.9”. Exercise caution when operating from 70.0” – 70.3”.


Moments


Fuel = 6 lbs / gal


IX. Systems

Electrical System

The aircraft is equipped with a simple but robust electrical system. Electrical power is supplied by a single 12 volt sealed lead-acid battery, and supplemented by a 20-amp output permanent magnet stator coil (alternator) on the Jabiru engine. The stator outputs alternating current (14-40 volts AC), which is then rectified to DC and regulated to a max of 14.0 volts (+/- 0.8 volts) by a separate regulator/rectifier unit. Output current varies with engine rpm, and at low rpm (2000 rpm or less) very little current is generated.

Instrument Panel Switches

The electrical system is controlled through two switches located on the instrument panel: the “BAT-ALT Switch” and the “AVIONICS Switch”. The BAT-ALT switch is a three-position switch: Off (down), Battery On (middle position) and Battery On + Alternator On (up). The AVIONICS switch is also a three-position switch: Avionics Off (down), Avionics On (middle position), and Alternate Power to Avionics On (up).

Normal practice is to start the engine with the BAT-ALT switch in the BAT position, and the AVIONICS switch in the OFF position. This ensures any short-term voltage spikes caused by engine starting are not transmitted to the avionics, and ensures the alternator is offline until the engine is started and running at a stable idle speed. Once the engine has started, the BAT-ALT switch can be moved to BAT+ALT (up position) and the AVIONICS switch can be moved to ON (middle position).


Power Bus: Main Bus & Avionics Bus

The electrical system includes two power distribution busses: the main bus and the avionics bus. The main bus is energized by the main Battery Contactor relay when the BAT-ALT switch is moved to either the BAT or BAT+ALT position, and supplies power to the fuel flow sensor, 12 v accessory plugs (cigarette lighter sockets), smoke system, and key switch starter position. Each circuit is fuse protected with an automotive blade-style fuse located on the engine-side of the firewall.

The avionics bus is energized off the main bus through the AVIONICS switch, and supplies fuse-protected power to the EFIS (including EMS and GPS receiver), COMM and Transponder. The avionics switch includes an alternate power supply pathway (labeled ALT PWR). This switch position energizes a separate connection directly to the battery and is independent of the main bus or battery contactor pathways. This is useful as a backup to a failed battery contactor or in situations where only essential avionics are desired to be powered (such as conserving electrical power after an alternator failure).

Overvoltage Protection & Alternator Control

The electrical system includes built-in protection from excessive voltage coming from the alternator (via the regulator/rectifier). A “crowbar overvoltage (OV) module” continuously monitors the output voltage of the regulator. Should the voltage rise above 16.4 volts for more than a few milliseconds, the OV module immediately shorts to ground, causing the 5 amp “ALT” circuit breaker to trip open. The


loss of this circuit breaker causes the alternator disconnect relay to disconnect the alternator from the regulator/rectifier and cease operation all together. An amber warning light will illuminate when the circuit breaker has tripped. Resetting the circuit breaker re-engages the ALT disconnect relay, bringing the alternator back online and connected to the electrical system. If the over-voltage fault is still present, the crowbar will trip again repeating the entire cycle. No more than one or two circuit breaker resets should be attempted in flight, as the problem likely requires detailed troubleshooting once on the ground.

12 Volt Accessory Plugs

12 volt accessory plugs (cigarette lighter sockets) are located in each corner of the panel and are approved for electrical loads up to 5 amps each. The sockets are only energized when the BAT-ALT switch is on (either the BAT or the BAT+ALT positions). Each socket is protected with a 7 amp fuse located in the main bus fuse block on the firewall.

Electrical Seat Warmers

Each seat contains an electric seat warmer in the seat cushion and seat back positions. Three-position rocker switches control each warmer and are located in each corner of the panel. The top position sets the warmer to high, drawing approximately 5 amps of current per seat. The bottom position sets the seat to low heat (3 amps), and the center position is off. The rocker switches are illuminated with colored LED’s indicating their status: green=high power, red=low power, off=warmer off. Seat warmers should only be used when the engine is running and providing sufficient electrical power so as to not drain the aircraft battery.


Electrical System Diagram


Electrical System Connector Pinout Diagrams








Note: Mono headset jacks are installed in the aircraft, and the COMM radio stereo outputs are connected together into one signal. To eliminate potential problems with the audio amps fighting each other, 4.7 ohm resistors are placed inline with the headphone wiring (pins 5, 6, 8, 9).

Note: Unused pins: 2, 4 12, 15, 17, 20, 24


Avionics Hardware






Fuel System


Fuel System Parts List


X. SERVICING REQUIREMENTS

Exterior Care

Fiberglass components are primed with Krylon Automotive Primer spray paint. Color coats are Rustoleum Color Top Coats, and select areas (cowling, wheel pants, gear leg fairings) are clear coated with Rustoleum Clear Coat. Vinyl graphics are applied in various areas.

Some exterior surfaces are bare aluminum polished to a high shine with the “Nuvite” polishing system. Polishing with Nuvite is a multi-step process, where the surface is initially polished with a rougher grit of polish to remove surface blemishes, mill marks and corrosion pitting. This step is typically performed with a napped-wool pad on a rotary buffer using Nuvite “F9” polishing compound; residue is removed with clean microfiber cloths and pure mineral spirits. The intermediate step is performed with a fine-grit compound to clarify the surface, remove swirl marks, and enhance the shine. This step is accomplished with Nuvite “C” compound on unbleached terrycloth (sweatshirt material) using a “Cyclo” polisher. The final step is performed with Nuvite “S” compound, hand-rubbed with a new microfiber cloth, or using a cyclo polisher with new terrycloth material.

Routine care of polished surfaces consists of removing dirt, fingerprints and insect remnants with pure water and a clean microfiber cloth, then hand-rubbing the affected area with “S” on a new microfiber cloth. Harsh cleaning chemicals are not required, and abrasive materials (e.g. shop rags, wash cloths, or scotchbrite pads) should not be used. In extreme cases, some additional re-polishing may


be required with F9 or C compounds. A complete re-polishing of the external surfaces is recommended annually to maintain a high shine; it is easier to maintain the shine with periodic touch-ups rather than repair a badly-degraded surface. Waxes and clear coats over the polished surfaces are not recommended as they tend to turn the polished surface cloudy after just a few days.

Windshield and Canopy Care

The windshield is made of a flat-wrap of lexan, and the canopy is blow-molded from “Soniplex”, Sonex’s proprietary plexiglass-like acrylic. Care must be taken to keep the plexiglass clean and unscratched. Flush away grit with water to prevent scratching, then wash with water with mild detergent or commercial plexiglass cleaner, such as Novus or Plexus. Never use benzene, gasoline, alcohol, acetone, carbon tetrachloride, lacquer thinner or glass cleaner with ammonia to clean plastic. These materials will damage the plastic and may cause severe crazing. The lexan windshield is especially susceptible to damage (crazing and cracking) from spilled gasoline, so care must be exercised while filling the main fuel tank.

Airframe Lubrication

Most moving parts on the airframe may be lubed with a medium viscosity general-purpose lubricant, such as “LPS-2”. The following items should be lubed annually, or as needed: control surface hinges; rod end bearings; oilite bushings in the elevator idler, aileron bellcranks, and control pushrods and control column pivots; tail wheel pivot and steering pushrod. Although not required, anti-corrosion sprays such as “ACF-50” or “Corrosion-X” may be applied to


the interior structures such as inside the wings, tail surfaces and fuselage tailcone as desired to inhibit internal corrosion.

Brakes

N604CM uses Great Plains hydraulic disc brakes. A single Hegar Model 3520 master cylinder drives both wheel brakes. Two brake pucks are used, with one located on the caliper and one fixed to the brake unit housing with 2 socket head screws. Pucks should be checked for wear annually, and replaced when the wear surface of the puck gets within 1/16” of the puck housing. Normal brake puck life is estimated at 500 hours. Fluid level should be checked for condition and the presence of air. If air is observed in the lines, or braking action is “soft” or “spongy”, air must be removed through bleeding the brakes and servicing with fresh fluid. Only Automatic Transmission Fluid (ATF) is used, and the use of aircraft/automotive brake fluids or silicon-based fluids will damage the seals within the system. Dexron VI ATF is preferred, but ATF Type A, Dexron II/III or Mercon V are also permitted.

Wheels, Tires and Tubes

McCreary Air Hawk (Aircraft Spruce PN 06-07710) 5.00x5 6-ply tires and Aero Classic Leak Guard (Aircraft Spruce PN 06-00755) 5.00x5 tubes are used. Other sizes and brands of tires may also be used. Tires should be replaced when the remaining tread depth reaches 1/16”. Inflate tires to a pressure of 40 PSI. Use of higher tire pressures is not recommended due to loss of shock absorption and increased wear of the tires. Clean and repack the main wheel


bearings after the first 100 hours, then subsequently every 200 hours or three years, whichever occurs first. Automotive wheel bearing grease is used, although other grease may be used so long as all traces of the old grease are first removed. Replace the bearings with Azusa ¾” ID tapered roller bearings (PN: AZ8256) when they become rough or “noisy” when turned by hand.

Propeller

The Sensenich propeller is a laminated wood propeller, coated with a composite shell. It is extremely durable, and resistant to corrosion and damage. Minor repairs can be made by the user to dress small nicks or chips in the outer composite coating. Larger repairs require consultation with the factory. Re-torque propeller bolts every 50 flight hours, every 6 months, or with drastic seasonal changes. Proper torque is 17 ft-lbs, +/-2 ft-lbs. Place the propeller in a horizontal position when not in use. Routine cleaning can be accomplished with mild detergents.

Battery

The Odyssey PC625 battery is a high performance, sealed lead-acid 12 volt battery, rated at 16 amp-hours and 625 cranking amps for 5 seconds. Under normal conditions, no servicing or maintenance is required. The battery cable terminals, lugs, and wires should be inspected annually for security and corrosion.

Fuel and Oil Requirements


The Jabiru engine is rated for 91 Octane automotive fuel, including up to 10% ethanol. Aviation grade 100LL fuel (Av-gas) may also be used, and may be combined with auto fuel in any proportion. Addition of TCP lead scavenger fuel additive is recommended when using 100LL fuel for extended periods of time, and will help prevent lead buildup inside the engine. Auto fuel, especially fuel containing alcohol, is susceptible to vapor lock in warm climates. Blending auto fuel with 25%-50% 100LL will greatly reduce the potential for vapor lock and/or detonation from insufficient octant rating, and is a recommended practice for ambient temperatures greater than 90º F.

The aircraft is equipped with a serviceable fuel filter attached to the fuel line just after it penetrates the firewall into the engine compartment. Inside the filter housing is a fine-mesh wire screen (40 micron) designed to filter out debris and contaminants. This screen should be inspected and cleaned every 100 hours, or annually. Replace the screen as needed. Care should be taken when reassembling the filter to prevent leaks or premature loosening of the filter housing.

Recommended oils include ashless dispersant 100-weight aviation oil and 15W-50 or 20W-50 multigrade aviation oil. The preferred oil is Phillips XC 20W-50 or AeroShell 15W-50 semi-synthetic for year-round use. Aeroshell W100 Plus is also acceptable for warmer climates above 45º Fahrenheit. Lighter weight oil may be used in colder climates if hard starting occurs. In very cold temperatures (below 32º F), W80 oil may be substituted. Engine pre-heat is recommended when temperature is below 40º F to save unnecessary wear and tear.

Oil change is recommended every 25 hours of engine operation, or every 4 months. A Napa Gold 1394 oil filter is


the preferred filter used on the Jabiru engine, and is changed along with the engine oil, hand-tightened only. When installing the filter ensure the filter canister is not damaged or dented as this can cause the filter to rupture under pressure and leak oil in flight. When checking the oil level on the engine dipstick (with the tailwheel on the ground), the level should be kept near the scribe mark on the custom dipstick (275-280 mm from bottom of oil filler threaded plug). Filling the oil level higher than this level (3.25 – 3.5 qts) will result in the excess oil expelled overboard through the breather vent and onto the belly of the aircraft. Overfilling the oil level will also result in higher cylinder head and oil temperatures. The aircraft is fitted with a custom oil recovery bottle that will minimize oil loss under normal conditions, and requires no routine maintenance.

Spark Plugs

Spark plugs (NGK D9EA) should be cleaned, tested, and re-gaped every 100 hours, or annually. If CHT probe ring terminals are used on the spark plugs, ensure the ring terminals are properly placed between the plug body and the sealing crush washer, not between the crush washer and the head. Apply anti-seize lubricant and re-torque plugs to 8 ft-lbs. Apply a small amount (pea sized drop) of silicon dielectric grease to the spark plug terminal and inside the plug boot to prevent corrosion. Using 100LL Av-gas may result in lead deposits forming on the plug electrodes. Replace plugs as needed, or every 200 hours.

Carburetor Air Filter

The engine is fitted with a K&N high performance filter (PN: RU-0630). Clean and re-oil the carburetor air filter every 50


hours, or annually. Very dusty conditions may require more frequent servicing of the air filter. To remove the air filter, remove the engine cowl and loosen the retaining worm-drive hose clamp on the filter housing.

Smoke System

The smoke system is compatible with multiple types of smoke oil, including “Super-Dri”, Corvus concrete form oil and light-weight petroleum oils such as 5W oil, automatic transmission fluid, or baby oil. Under no circumstances should diesel fuel or other highly flammable fluids by used. Ensure that the fill line cap has been securely tightened after filling the smoke fluid tank.


XI. Equipment List (Updated Sep 23, 2013)

Engine: Jabiru 3300 Hydraulic Lifter SN: 33A2557 (33L-106)

Oil Cooler: Aero Classics PN: 8000075SN: 10425704

Carburetor: AeroInjector Model: ACV-C08LS-35mm

Air Filter: K&N Model: RU-0630

Fuel Filter: Jegs Compact Billet Inline Model: 15031 (-6AN

Male/Female)

Oil Pressure Sender: VDO Model: 360 001

Oil Temp Sender: VDO Model: 320 028

Propeller: Sensenich 54x64 Model: W54SK-64GSN: AK1283

Battery: Odyssey PC625 Catalog Number: 0768-0001

ELT: AmeriKing – AK-450 ELT SN: 457 014


EFIS: Dynon Skyview, 7” Display Model: SV-D700SN: 003044

ADAHRS: Dynon ADAHRS-200 Model: SV-ADAHRS-200SN: 05489

EMS: Dynon EMS-220 Model: SV-EMS-220SN: 4199

GPS: Dynon GPS-250 Model: SV-GPS-250SN: N/A

Map Software: Dynon Map-270 Model: SV-MAP-270License Code: BDCD39

Transponder: Dynon XPNDR-262 Model: TT21 (Mode S)PN: 00675-00-03SN: 03814Class 2, <15,000 ft, <175 kts

Comm: MGL V6 SN: 130201530IC: 8346A-V6

Fuel Flow Meter: Electronics International Model: FT-06 “Red Cube”


XII. Passenger Disclaimer Form

[To be read and signed by all passengers before flight]

I, acknowledge having been informed that:

1. The Sonex aircraft, N604CM, is an Experimental aircraft;Airworthiness of this aircraft cannot be certified. However, but maintained by the owner to the best of his knowledge and ability.

2. The aircraft is for recreational use only, and may not be operated for remuneration. Passengers are taken as an act of friendship and courtesy, and at their own risks.

3. Risks are inherent to experimental aircraft operation.

I hereby:4. Indemnify the owner/operator and his next of kin for any loss or damage occurred during operation.

5. Declare that I have not made any financial arrangement with the owner/operator with regards to payment of the flight, except for voluntary sharing of the aircraft operating cost, which is limited to fuel cost and airport fees.

Made at , this day of _________


___________________ [Signed]


XIII. Revisions List

Rev # Description Date0 Updated Skyview Firmware to Version

5.11 Oct 13

0 Revised performance based on flight testing

9 Dec 13

1 Revised performance tables 23 Dec 132 Revised performance tables; updated

comm. radio and EMS pinout diagrams.23 Jan 14

3 Revised Section IX (Systems) to include additional electrical system description text.

6 May 14

4 Revised performance (cruise speeds and fuel flows) based on flight testing; updated Skyview Firmware to Version 10

14 Jul 14

5 Revised servicing requirements; updated Skyview Firmware to Version 11.1

2 Dec 14

6 Revised electrical system text, fuel system diagram & exterior care instructions; updated Skyview Firmware to Version 12

23 Feb 15

7 Revised Takeoff and Landing distance performance tables

7 Apr 15


Notes

Cowl Hardware: SouthCo, Stainless Steel Phillips Head Studs.Lengths (Clockwise, view from front): 240, 260, 240, 320, 280, 240Oil Cooler Inlet Stud Length: Top 220, Bottom 140Oil Cooler Block-off Plate Studs: In Plate 180, Cowl Only 140Stud P/N: 82-19-XXX-20 Wear Washer P/N: 82-46-101-39

Weal Pant & Gear Fairing Hardware:Wheel Pant Outer Bolt (into axle): AN3-15AWheel Pant Inner Screws (SS Flush Machine Screw): MS24693C273

Lower Fairing Screws (#10 SS Flush Mach Screw): MS24693C272SS Countersunk Washers (#10, 100 deg): P/N 04-00398

Upper Fairing Screws (#8 SS Flush Mach Screw): MS24693-S50SS Countersunk Washers (#8, 100 deg): P/N 04-00392

Inspection Cover Hardware:#8 Washer Head Screws: AN525-832R6


Tail Fairing Hardware:SS Self-tapping Screw (#6X3/8): 6Rx3/8-THA-SS

Acceptable Oil Filters:Royal Purple 10-2840 K&N HP-1003Mobile 1 M1-103 Fram ExtraGuard XG4967* The Jabiru 3300 uses the same filter as a 2011 Toyota Yaris

Notes



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