Flight Manual p2002 Sierra

FLIGHT MANUAL

P2002 Sierra In t roduct ion

1st

Israeli edition – 1 january 2006 i-1

Doc. n° 2002/127

1st

Israeli edition – 1 january 2006

P2002 Sierra

MANUFACTURER: COSTRUZIONI AERONAUTICHE TECNAM S.r.l.

AIRCRAFT MODEL: P2002 Sierra

SERIAL NUMBER:.................................................................

BUILD YEAR:........................................................................

REGISTRATION MARKINGS:..................................................

This manual must always present on board the aircraft.

The aircraft is to be operated in compliance with information and

limitations contained herein.

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RECORD of REVISIONS Any revisions to the present Manual, except actual weighing data, must be

recorded in the following table.

New or amended text in the revised pages will be indicated by a black

vertical line in the left-hand margin; Revision No. and date will be shown

on the left-hand side of the amended page.

LOG of REVISIONS

Rev n° Section Pages Date Signature

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General Section 1

Limitations Section 2

Emergency Procedures Section 3

Normal Procedures Section 4

Performances Section 5

Weight & Balance Section 6

Systems Section 7

Ground Handling & Services

Section 8

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SECTION 1

GENERAL

TABLE OF CONTENTS

INTRODUCTION ........................................................................................ 5 WARNINGS - CAUTIONS - NOTES .......................................................... 5 THREE-VIEW DRAWING .......................................................................... 6 DESCRIPTIVE DATA ................................................................................. 7 CONTROL SURFACES TRAVEL LIMITS ................................................ 7 ENGINE ....................................................................................................... 8 PROPELLER ................................................................................................ 8 FUEL ............................................................................................................ 9 OIL SYSTEM ............................................................................................... 9 COOLING .................................................................................................... 9 MAXIMUM CERTIFIED WEIGHTS ........................................................ 10 STANDARD WEIGHTS ............................................................................ 10 SPECIFIC LOADINGS .............................................................................. 10 ABBREVIATIONS AND TERMINOLOGY ............................................. 11 UNIT CONVERSION CHART .................................................................. 14

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INTRODUCTION

The P2002 Sierra is a twin seat, single engine aircraft with a

tapered, low wing. fixed main landing gear and steerable nosewheel.

This Flight Manual has been prepared to provide pilots and

instructors with information for the safe and efficient operation of

this aircraft.

This Flight Manual contains 8 sections. Section 1 provides basic data

and information of general interest. It also contains definitions and

explanations of symbols, abbreviations and commonly used

terminology.

WARNINGS - CAUTIONS - NOTES

The following definitions apply to warnings, cautions and notes

used in the Flight Manual.

Means that the non-observation of the

corresponding procedure leads to an

immediate or important degradation of the

flight safety.

Means that the non-observation of the

corresponding procedure leads to a minor or to

a more or less long term degradation of the

flight safety.

Draws the attention to any special item not

directly related to safety but which is important

or unusual.

WARNING

CAUTION

NOTE

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THREE-VIEW DRAWING

• Dimensions shown refer to aircraft weight of 450 kg and

normal operating tire pressure.

• Propeller ground clearance 320mm

• Propeller ground clearance with deflated front tire and

nosewheel shock absorber compressed by 102mm

• Minimum ground steering radius 5.5m

NOTE

8 .6 m

6 .61 m

2 .43 m

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DESCRIPTIVE DATA

WING

Wing span: 8.6 m

Wing surface 11.5 m2

Wing loading 39 kg/m2

Aspect ratio 6.4

Taper ratio 0.6

Dihedral 5°

FUSELAGE

Overall length 6.61 m

Overall width 1.11 m

Overall height 2.43 m

EMPENNAGE

Stabilator span 2.90 m

Vertical tail span 1.10 m

LANDING GEAR Wheel track: 1.85 m

Wheel base: 1.62 m

Main gear tires: Air Trac 5.00-5

Nose gear tire: Sava 4.00-6

CONTROL SURFACES TRAVEL LIMITS

Ailerons Up 20° down 15° ± 2°

Stabilator Up 15° down 3° ± 1°

Trim-Tab 2° ; 9° ± 1°

Rudder RH 30° LH 30° ± 2°

Flaps 0°; 40° ± 2°

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ENGINE

Manufacturer: Bombardier-Rotax GmbH

Model 912 ULS

Type: 4 cylinder horizontally-opposed twins

with overall displacement of 1352

c.c., mixed cooling, (water-cooled

heads and air-cooled cylinders), twin

carburetors, integrated reduction gear

with torque damper.

Maximum power: 73.5 kW (98.5 hp) @ 5800 rpm (max. 5’)

69.0 kW (92.5 hp) @ 5500 rpm (cont.)

PROPELLER

Manufacturer: F.lli Tonini Giancarlo & Felice S.n.c.

Model: GT-2/173/VRR-SRTC FW 101

Number of blades: 2

Diameter: 1730 mm (no reduction permitted)

Type: Fixed pitch - wood

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FUEL

Fuel grade: • Min. RON 95

• EN 228 Premium

• EN 228 Premium plus

• AVGAS 100LL (see Section 2.9)

Fuel tanks: 2 wing tanks integrated within the

wing's leading edge with fuel strainer

located in engine cowling.

Capacity of each wing tank 50 liters

Total capacity: 100 liters

OIL SYSTEM

Oil system type: Forced, with external oil reservoir

Oil: Lubricant specifications and grade

are detailed into the “Rotax

Operator’s Manual” and in its related

documents.

Oil Capacity: Max. 3.0 litres – min. 2.0 liters

COOLING

Cooling system: Mixed air and liquid pressurized closed

circuit system

Coolant: Coolant type and specifications are detailed into

the “Rotax Operator’s Manual” and in its related

documents

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MAXIMUM WEIGHTS

Maximum take-off weight: 450 kg

Maximum landing weight: 450 kg

STANDARD WEIGHTS

Empty Weight 268 kg

SPECIFIC LOADINGS

Wing Loading 39 kg/m2

Power Loading 4.6 kg/hp

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ABBREVIATIONS AND TERMINOLOGY

GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS

CAS Calibrated Airspeed is the indicated airspeed corrected for

position and instrument error and expressed in km/h.

IAS Indicated Airspeed is the speed shown on the airspeed indicator

and expressed in km/h.

TAS True Airspeed is the airspeed expressed in km/h relative to

undisturbed air which is CAS corrected for altitude and

temperature.

VFE Maximum Flap Extended Speed is the highest speed

permissible with wing flaps in a prescribed extended position.

VNO Maximum Structural Cruising Speed is the speed that should

not be exceeded except in smooth air, then only with caution.

VNE Never Exceed Speed is the speed limit that may not be

exceeded at any time.

VS Stalling Speed.

VS0 Stalling speed in landing configuration

VS1 Stalling speed in clean configuration (flap 0°)

VX Best Angle-of-Climb Speed is the speed which results in the

greatest gain of altitude in a given horizontal distance.

VY Best Rate-of-Climb Speed is the speed which results in the

greatest gain in altitude in a given time.

Vr Rotation speed: is the speed at which the aircraft rotates about

the pitch axis during takeoff

VLO Lift off speed: is the speed at which the aircraft generally lifts

off from the ground.

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METEOROLOGICAL TERMINOLOGY

OAT Outside Air Temperature is the free air static temperature

expressed in degrees Celsius (°C).

TS Standard Temperature is 15°C at sea level pressure altitude

and decreased by 2°C for each 1000 ft of altitude.

HP Pressure Altitude is the altitude read from an altimeter when

the barometric subscale has been set to 1013 mb.

ENGINE POWER TERMINOLOGY

rpm Revolutions Per Minute: is the number of revolutions per

minute of the engine, divided by 2.4286 yields prop’s RPM.

AIRPLANE PERFORMANCE AND FLIGHT PLANNING

TERMINOLOGY

Crosswind

Velocity

is the velocity of the crosswind component for which

adequate control of the airplane during takeoff and landing

is guaranteed.

Usable fuel is the fuel available for flight planning.

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

g is the acceleration of gravity.

TOR is the takeoff distance measured from actual start to wheel

liftoff point

TOD is total takeoff distance measured from start to 15m obstacle

clearing

GR is the distance measured during landing from actual

touchdown to stop point

LD is the distance measured during landing, from 15m obstacle

clearing to actual stop.

S/R is specific range, that is, the distance (in nautical miles)

which can be expected at a specific power setting and/or

flight configuration per kilo of fuel used.

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WEIGHT AND BALANCE TERMINOLOGY

Datum Is an imaginary vertical plane from which all horizontal

distances are measured for balance purposes.

Arm Is the horizontal distance from the reference datum to the

center of gravity (C.G.) of an item.

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

C. G. Center of Gravity is the point at which the airplane, or

equipment, would balance if suspended. Its distance from

the reference datum is found by dividing the total moment

by the total weight of the airplane.

Empty

Weight

Empty Weight is the weight of the aeroplane with engine

fluids and oil at operating levels.

Useful Load Is the difference between takeoff weight and the basic

empty weight.

Maximum

Takeoff

Weight

Is the maximum weight approved for the start of the takeoff

run.

Maximum

Landing

Weight

Is the maximum weight approved for the landing touch

down.

Tare Is the weight of chocks, blocks, stands, etc. used when

weighing an airplane, and is included in the scale readings.

Tare is deducted from the scale reading to obtain the actual

(net) airplane weight.

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UNIT CONVERSION CHART

MULTIPLYING BY �� YIELDS

TEMPERATURE

Fahrenheit [°F] ( )5

932⋅ −F

Celsius [°C]

Celsius [°C] 9

532⋅

+C

Fahrenheit [°F]

FORCES

Kilograms [kg] 2.205 Pounds [lbs]

Pounds [lbs] 0.4536 Kilograms [kg]

SPEED

Meters per second [m/s] 196.86 Feet per minute [ft/min]

Feet per minute [ft/min] 0.00508 Meters per second. [m/s]

Knots [kts] 1.853 Kilometers / hour [km/h]

Kilometers / hour [km/h] 0.5396 Knots [kts]

PRESSURE

Atmosphere [atm] 14.7 Pounds / sq. in [psi]

Pounds / sq. in [psi] 0.068 Atmosphere [atm]

LENGTH

Kilometers [km] 0.5396 Nautical miles [nm]

Nautical miles [nm] 1.853 Kilometers [km]

Meters [m] 3.281 Feet [ft]

Feet [ft] 0.3048 Meters [m]

Centimeters [cm] 0.3937 Inches [in]

Inches [in] 2.540 Centimeters [cm]

VOLUME

Liters [l] 0.2642 U.S. Gallons [US Gal]

U.S. Gallons [US Gal] 3.785 Liters [l]

AREA

Square meters [m2] 10.76 Square feet [sq ft]

Square feet [sq ft] 0.0929 Square meters [m2]

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SECTION 2

LIMITATIONS

TABLE OF CONTENTS

INTRODUCTION .................................................................................... 16 AIRSPEED LIMITATIONS .................................................................... 16 AIRSPEED INDICATOR MARKINGS .................................................. 17 POWERPLANT LIMITATIONS ............................................................ 18 PROPELLER ........................................................................................... 20 POWERPLANT INSTRUMENT MARKINGS ...................................... 21 OTHER INSTRUMENT MARKINGS .................................................... 21 WEIGHTS ................................................................................................ 22 CENTER OF GRAVITY RANGE ........................................................... 22 APPROVED MANEUVERS ................................................................... 23 MANEUVERING LOAD FACTOR LIMITS ......................................... 23 FUEL ........................................................................................................ 23 CROSSWIND LIMITATIONS ................................................................ 24

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INTRODUCTION

Section 2 includes operating limitations, instrument markings, and

basic placards necessary for safe operation of the P2002 Sierra, its

engine, standard systems and standard equipment.

AIRSPEED LIMITATIONS

Airspeed limitations and their operational significance are shown below:

SPEED

IAS (km/h)

MPH REMARKS

VNE Never exceed speed (285)

178

Never exceed this speed in any

operation.

VNO Maximum Structural

Cruising Speed

(210)

131

Never exceed this speed unless in

smooth air, and then only with

caution.

Vmo Maximum

Operational Speed in

level flight

(160)

100

VA Maneuvering speed (160)

100

Do not make full or abrupt control

movements above this speed as this

may cause stress in excess of limit

load factor

VFE Maximum flap

extended speed

(130)

81

Never exceed this speed for any

given flap setting over 15°.

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AIRSPEED INDICATOR MARKINGS

Airspeed indicator markings and their color code are explained in the

following table

Refer to section 9 of this Flight Manual for operational limitations for

aircraft fitted with optional equipment.

MARKING IAS (km/h)

MPH

SIGNIFICANCE

White arc (72 – 130)

45 - 81

Positive Flap Operating Range (lower limit is

1.1VSO, at maximum weight and upper limit is the

maximum speed permissible with flaps extension

over 15°, until its maximum deflection)

Green arc (130 – 210)

81 – 131

Normal Operating Range (lower limit is VFE at

maximum weight and most forward c.g. and upper

limit is maximum structural speed VNO).

Yellow arc (210 – 285)

131 – 178

Maneuvers must be conducted with caution and

only in smooth air.

Red line (285)

178

Maximum speed for all operations.

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POWERPLANT LIMITATIONS

The following table lists operating limitations for aircraft installed

engine:

ENGINE MANUFACTURER: Bombardier Rotax GmbH.

ENGINE MODEL: 912 ULS

MAXIMUM POWER: (see table below)

Max Power

kW (hp)

Max RPM.

RPM eng. (prop.)

Time max.

(min.)

Max. 73.5 (98.5) 5800 (2388) 5

Max cont. 69 (92.5) 5500 (2265) -

TEMPERATURES:

Max cylinder heads 135° C

Max/min Oil 130° C / 50° C

Oil normal operating temperature (approx.) 90° C – 110° C

OIL PRESSURE:

Min 0.8 bar (below 3500 rpm eng.)

Normal 2.0 - 5.0 bar (above 3500 rpm eng.)

ENGINE START, OPER. TEMP:

OAT Min -25° C

OAT Max +50° C

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Admissible pressure for cold start is 7 bar maximum for short

periods.

FUEL PRESSURE:

Min 0.15 bar (2.2 psi)

Max 0.40 bar (5.8 psi)

VISCOSITY

Use viscosity grade oil as specified in the following table:

Warning

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Use of Aviation Grade Oil with or without additives is not permitted

COOLANT: Coolant type and specifications are detailed into the “Rotax Operator’s

Manual” and in its related documents.

PROPELLER

MANUFACTURER: F.lli Tonini Giancarlo & Felice S.n.c.

MODEL: GT-2/173/VRR-SRTC FW 101

PROPELLER TYPE: Wood twin blade fixed pitch

DIAMETER: 1730 mm (no reduction permitted)

warning

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POWERPLANT INSTRUMENT MARKINGS

Powerplant instrument markings and their color code significance are

shown below:

INSTRUMENT

RED LINE

Minimum limit

GREEN ARC

Normal

operating

YELLOW ARC

Caution

RED LINE

Maximum

limit

Engine tach rpm -------- 1400-5500 5500-5800 5800

Oil Temp. °C 50 90-110 50 - 90

110-130 130

Cylinder

heads temp.

°C -------- 50-135 ------- 135

Oil pressure bar 0.8 2 – 5 0.8 – 2

5 – 7 (1)

7

OTHER INSTRUMENT MARKINGS

INSTRUMENT RED LINE

Minimum

limit

GREEN ARC

Normal operating

YELLOW ARC

Caution

RED LINE

Maximum

limit

Voltmeter 10 Volt 12 - 14 Volt ------ ------

1 Admissible pressure for cold start is 7 bar maximum for short periods.

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WEIGHTS

Maximum takeoff weight: 454 kg

Maximum landing weight: 454 kg

CENTER OF GRAVITY RANGE

Ref. for levelling Seat track supporting trusses

(ref. to sect.6 for the procedure)

Datum Propeller support flange without spacer

Forward limit 1.693 m (26.0% MAC) aft of datum for all weights

Aft limit 1.782 m (32.5% MAC) aft of datum for all weights

It is the pilot's responsibility to insure that the airplane is properly

loaded. Refer to section 6 for appropriate instructions.

WARNING

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APPROVED MANEUVERS

• Any maneuver pertaining to “normal” flight

• Stalls (except whip stalls)

• Lazy eights

• Chandelles

• Turns in which the angle of bank is not more than 60°

Acrobatic maneuvers, including spins, are not approved

MANEUVERING LOAD FACTOR LIMITS

Maneuvering load factors are as follows:

FLAPS

0° +4.0 - 2.0

38° +2.0 0

FUEL

TWO TANKS: 50 liters each

TOTAL FUEL CAPACITY: 100 liters

During all phases of flight engine fuel feed must be supplied by both tanks.

Compensate uneven fuel tank levels by acting on fuel taps located in cabin.

APPROVED FUEL

∗ Min. RON 95

∗ EN 228 Premium

∗ EN 228 Premium plus

∗ AVGAS 100LL (see Warning below)

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Prolonged use of Aviation Fuel Avgas 100LL results in greater wear of

valve seats and greater combustion deposits inside cylinders due to

higher lead content. It is therefore suggested to avoid using this type of

fuel unless strictly necessary.

CROSSWIND LIMITATIONS

Maximum allowed crosswind component is 17 Mph (28 km/h) (refer to

section 5 for further details).

Placard 1. Maximum Takeoff Weight: 454 Kg. 2. Minimum Fuel Capacity: 10 Kg.

WARNING

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SECTION 3

EMERGENCY PROCEDURES

TABLE OF CONTENTS

INTRODUCTION .................................................................................... 26 ENGINE FAILURES ............................................................................... 26 AIR START ............................................................................................. 28 SMOKE AND FIRE ................................................................................. 28 GLIDE ...................................................................................................... 30 RECOVERY FROM UNINTENTIONAL SPIN ..................................... 31 OTHER EMERGENCIES ........................................................................ 31

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INTRODUCTION

Section 3 includes checklists and detailed procedures to be used in the event

of emergencies. Emergencies caused by a malfunction of the aircraft or

engine are extremely rare if appropriate maintenance and pre-flight

inspections are carried out.

In case of emergency, suggestions of the present section should be considered

and applied as necessary to correct the problem.

Before operating the aircraft, the pilot should become thoroughly

familiar with the present manual and, in particular, with the

present section. Further, a continued and appropriate training

should be provided.

ENGINE FAILURES

Should an emergency arise, the basic guidelines described in this

section should be considered and applied as necessary to correct the

problem.

ENGINE FAILURE DURING TAKEOFF RUN

1. Throttle: idle (fully out)

2. Brakes: apply as needed

3. Ignition Switches: OFF.

4. Flap: retract

5. Master switch: OFF.

6. Fuel shutoff valves: both OFF

7. Electric fuel pump: OFF

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ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF

1. Check for a suitable place on the ground to land safely

2. The landing should be planned straight ahead with only small

changes in directions not exceeding 45° to the left and 45° to the

right

3. Speed – maintain best glide speed

4. Harness sacured

5. Throttle: idle (fully out)



8. Ignition switches: OFF

9. Flaps: as needed.


ENGINE FAILURE DURING FLIGHT

IRREGULAR ENGINE RPM

1. Throttle: adjust power in order to have minimum vibration

2. Check engine gauges.

3. Check both fuel quantity indicators.

4. Electric fuel pump: ON (check)

5. Fuel shutoff valves: both ON

6. If engine’s rpm remains irregular land as soon as possible.

LOW FUEL PRESSURE

If the fuel pressure indicator falls below the 0.15 bar (2.2 psi) limit, it is

necessary to apply the following procedure:

1. Electric fuel pump: ON (check)


3. Land as soon as possible

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LOW OIL PRESSURE

1. Check oil temperature:

If stable within green arc: Land as soon as possible

If increasing:

2. Land as soon as possible and be alert for impending engine fault

and consequent emergency landing

AIR START

1. Altitude: preferably below 4000 ft


3. Electric fuel pump: ON

4. Throttle: middle position

5. Master switch: ON.

6. Ignition switches: BOTH.

7. Master switch to: START

8. If engine restarts, keep an eye on instrument readings and land as soon

as possible.

SMOKE AND FIRE

ENGINE FIRE WHILE PARKED OR DURING

TAKEOFF



3. Abort takeoff if possible.

4. If engine is running, use up remaining fuel in carburetors.

5. Ignition switches: OFF.


7. leave a/c after stop

8. Without removing the engine cowling use a CO2 or a powder fire

extinguisher to put out flames directing spray towards cowling's air

intakes.

9.

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DO NOT USE WATER to put out fire and do not open engine cowling

until absolutely confident that fire is extinguished.

WARNING

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ENGINE FIRE DURING FLIGHT

1. Fuel shutoff valves: both OFF.


3. Throttle: all in.

4. Ignition switches: OFF.

5. Do not attempt air start.

6. Flaps as necessary.

7. execute emergency landing.

CABIN FIRE DURING FLIGHT

1. Master switch: OFF

2. Canopy: open

3. Try to choke the fire and if available, direct fire extinguisher towards

flame base

GLIDE

1. Flaps: retract

2. Speed IAS: 76 mph (123 km/h)

3. Glide ratio is 12.8 therefore with 1000ft elevation it is possible to

cover ~3.9 km (~2 nautical miles) in zero wind conditions.

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RECOVERY FROM UNINTENTIONAL SPIN

Should an unintentional spin occur, the following recovery procedure

should be used:

1. Adjust throttle to idle (full outward position)

2. Apply and hold full rudder opposite to the direction of spin.

3. Move and hold stick forward until spin is halted.

4. Neutralize rudder

5. Make a smooth recovery by pulling the stick back gently averting

speeds in excess of VNE and maximum load factor.

6. Readjust throttle to restore engine power.

OTHER EMERGENCIES

UNINTENTIONAL FLIGHT INTO ICING CONDITIONS

1. Get away from icing conditions by changing altitude or direction of

flight in order to reach an area with warmer external temperature.

2. Carb heat (optional): ON

3. Increase rpm to avoid ice formation on propeller blades.

4. Cabin heat (optional): ON

In case of ice formation on wing leading edge, stall speed may increase.

WARNING

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ELECTRIC POWER SYSTEM MALFUNCTION

Electric power supply system malfunctions may be avoided by carrying out

inspections as scheduled and prescribed in the Service Manual. Causes for

malfunctions are hard to establish but, in any case, problems of this nature

must be dealt with immediately. The following may occur:

GENERATOR LIGHT ILLUMINATES

Generator light may illuminate for a faulty alternator. If the generator

light illuminates proceed as follows:

Continue flight on battery power alone; the battery is capable of supplying

the electrical system for about 20 min. with normal flight electric loads

including operation of flap and trim.

1. Check V meter reading.

2. If generator is not charging – disconnect unnecessary electrical

systems.

3. Notify controller.

4. Land at the nearest suitable airfield.

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TRIM SYSTEM FAILURE

LOCKED CONTROL

In case the trim control should not respond, act as follows:

1. Check fuses / breakers

2. Check lh/rh switch for correct position.

3. Adjust speed to control aircraft without excessive stick force

4. Land aircraft as soon as possible.

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SECTION 4

NORMAL PROCEDURES

TABLE OF CONTENTS

INTRODUCTION .................................................................................... 35 RIGGING AND DERIGGING ENGINE COWLING ............................. 35 PRE-FLIGHT INSPECTIONS ................................................................. 36 CHECKLISTS .......................................................................................... 41

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INTRODUCTION

Section 4 contains checklists and the procedures for the conduct of

normal operation.

RIGGING AND DERIGGING ENGINE

COWLING

UPPER COWLING:

I. Parking brake: ON.

II. Fuel shutoff valves: OFF.

III. Master switch: OFF, Ignition switches: OFF.

IV. Unlatch all four butterfly Cam-locks mounted on the cowling by

rotating them 90° counterclockwise while slightly pushing inwards.

V. Remove engine cowling paying attention to propeller shaft passing

through nose.

VI. To assemble: rest cowling horizontal insuring proper fitting of nose

base reference pins.

VII. Secure latches by applying light pressure, check for proper

assembly and fasten Cam-locks.

Butterfly Cam-locks are locked when tabs are horizontal and

open when tabs are vertical. Verify tab is below latch upon

closing.

WARNING

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LOWER COWLING

I. After disassembling upper cowling, bring propeller to horizontal

position.

II. Using a standard screwdriver, press and rotate 90° the two Cam-

locks positioned on lower cowling by the firewall.

III. Pull out the first hinge pin positioned on the side of the firewall,

then, while holding cowling, pull out second hinge pin; remove

cowling with downward motion.

IV. For installation follow reverse procedure.

PRE-FLIGHT INSPECTIONS

Before each flight, it is necessary to carry out a complete inspection of

the aircraft starting with an external inspection followed by an internal

inspection as hereby detailed.

CABIN INSPECTION

A Flight Manual: check that a copy is on board

B Weight and balance: check if within limits

C Safety belts used to lock controls: free

D Flight controls: activate and check for proper movement and

direction of flight control rods and surfaces.

E Parking brake: engage

F Throttle: adjust friction lock

G Ignition Switches: OFF

H Master switch: ON

I Generator switch: ON, check generator switch is illuminated and

ammeter is operational.

J Fuel pump: ON, audible sound and correct operation of fuel pressure

indicator.

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K Flaps control: activate control to full extension checking travel limits

and instrument indication.

L Trim control: activate control to full scale checking travel limits and

instrument indication

M Acoustic stall warning (optional): check operation

N Navigation lights and strobe-light (both optional): check operation

O Landing light (optional): check operation

P Master switch: OFF

Q Fuel level: check level on the basis of flight plan

Fuel level indicated by the fuel quantity indicators (on the instrument panel)

is only indicative. For flight safety, pilot should verify actual fuel quantity

embarked before takeoff.

WARNING

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EXTERNAL INSPECTION

To carry out the external inspection it will be necessary to follow the

checklist below with the station order outlined in fig. 4-1.

Visual inspection is defined as follows: check for defects, cracks,

detachments, excessive play, unsafe or improper installation as well as

for general condition. For control surfaces, visual inspection also

involves additional check for freedom of movement and security.

A Left fuel filler cap: check visually for desired fuel level and secure.

FIG. 4-1

B Remove protection cap and check the Pitot tube and the static ports

mounted on left wing are unobstructed, do not blow inside vents,

place protection cap inside aircraft.

WARNING

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C Left side leading edge and wing skin: visual inspection

D Left aileron: visual inspection; Left tank vent: check for obstructions.

E Left flap and hinges: visual inspection

F Left main landing gear; check inflation 23 psi (1.6 bar), tire

condition, alignment, fuselage skin condition.

G Horizontal tail and tab: visual inspection.

H Vertical tail and rudder: visual inspection.

I Right side main landing gear; check inflation 23 psi (1.6 bar), tire

condition, alignment, fuselage skin condition.

L Right flap and hinges: visual inspection.

M Right aileron: visual inspection; Right side tank vent: check for

obstructions.

N Right leading edge and wing skin: visual inspection.

O Check freedom of movement of stall indicator microswitch

(optional) on right side leading edge, activate Master switch and

check cabin acoustic warning signal is operative, deactivate Master

switch.

P Right side fuel filler cap: check visually for desired fuel level and

secure.

Q Nose wheel strut and tire: check inflation 15 psi (1.0 bar), tire

condition and condition of rubber shock absorber discs.

R Propeller and spinner condition: check for nicks and security.

S Open engine cowling and perform the following checklist:

I. Check no foreign objects are present.

II. Check the cooling circuit for losses, check coolant reservoir

level, insure radiator honeycomb is unobstructed.

III. Check lubrication circuit for losses, check oil reservoir

level, and insure radiator honeycomb is unobstructed.

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IV. Open both fuel shutoff valves, inspect fuel circuit for losses.

Drain circuit using a cup to collect fuel by opening the

specific drainage valve located on the firewall, close shutoff

fuel valves. Check for water or other contaminants.

Drainage operation must be carried out with aircraft parked on

level surface.

V. Check integrity of silent-block suspensions.

VI. Check connection and integrity of air intake system,

visually inspect that ram air intake is unobstructed.

VII. Check that all parts are secure or safetied.

T Close engine cowling.

U Visual inspection of the Landing Light (optional)

V Remove tow bar and chocks.

N

O

T

E

Avoid blowing inside Pitot-tube and inside airspeed indicator system's static

vents as this may damage instruments.

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CHECKLISTS

BEFORE STARTING ENGINE (after preflight inspection)

I. Flight planning, fuel consumption, refueling.

II. Aircraft loading and related inspections (see section 6)

III. Seat position and safety belts adjustment

IV. Canopy: Closed

V. Parking brake: ON.

WARNING

Check to insure no person or object is present in the area

close to propeller.

STARTING ENGINE

I. Circuit Fuses / Breakers: check IN

II. Master switch: ON.

III. Fuel shutoff valves: both ON.

IV. Electric fuel pump: ON (check for audible pump noise and fuel

pressure)

V. Engine throttle to idle.

VI. Choke: as needed.

VII. Ignition switches left & right: ON.

VIII. Propeller area: CLEAR

IX. Master switch set to: START.

X. Engine rpm: 2400-2600 rpm

XI. Choke: OFF

XII. Check engine instruments

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XIII. Check oil pressure rise within 10 sec. (maximum cold value 7 bar)

XIV. Electric fuel pump: OFF

XV. Check fuel pressure

XVI. Electric fuel pump: ON

BEFORE TAXING

I. Altimeter: reset.

II. Navigation lights (optionals): as required

III. Parking brake: OFF and taxi.

TAXIING

I. Brakes: CHECK

II. Flight instruments: CHECK

PRIOR TO TAKE-OFF

I. Parking brake: ON.

II. Turn on navigation lights, strobe light, and landing light

(optionals)

III. Check engine instruments:

• Oil temperature: 50-110 °C.

• Cylinder heads temperature: max 135 °C.

• Oil pressure: 2-5 bar.

• Fuel pressure: 0.15-0.40 bar (2.2 – 5.8 psi)

IV. Check ammeter to insure alternator is charging.

V. Engine’s rpm at 4000 rpm and test Ignition circuits (speed drop

with only one ignition circuit must not exceed 300 engine’s

rpm).

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VI. Check fuel quantity indicators.

VII. Flaps at 15° (takeoff)

VIII. Stick free and trim set at zero

IX. Seat belts fastened and canopy closed and secured.

TAKEOFF AND CLIMB

I. Check for clear final and wind on runway.

II. Parking brake OFF,

III. Carburetor heat (optional): OFF

IV. Taxi to line-up

V. Full throttle (approx. 5100 ± 200 rpm)

VI. Rotation speed Vr = 56 mph

VII. Rotation and takeoff

VIII. Slight braking to stop wheel spinning.

IX. Flaps retracted

X. Landing light (optional): OFF.

XI. Trim adjustment

XII. Establish climb rate

CRUISE

I. Reach cruising altitude

II. Set power and engine rpm's for cruise.

III. Check engine instruments

• Oil temperature: 90°-110 ° C.

• Oil pressure: 2 - 5 bar.

• Fuel pressure: 0.15 – 0.40 bar (2.2 – 5.8 psi)

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N

O

T

E

Compensate unpredicted asymmetrical fuel consumption between

left and right fuel tanks by closing appropriate fuel shutoff valve

inside cabin.

BEFORE LANDING

I. Electric fuel pump: ON (check)

II. Turn on landing light (optional).

III. Check runway final and establish descent and approach to final.

IV. Extend flaps gradually to maximum deflection of 40°.

V. Optimal touchdown speed: 50 mph

BALKED LANDING

I. Full throttle

II. Flaps position: T.O

III. Speed: 66 mph

NORMAL LANDING

I. Land and taxi.

II. Flaps to 0°.

III. Parking brake ON.

IV. Turn off landing, navigation and strobe lights (optionals).

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ENGINE SHUT DOWN

I. Keep engine running at 3000 rpm for about two minutes in

order to reduce latent heat.

II. Electric fuel pump: OFF

III. Turn off all electrical utilities.

IV. Ignition switches: both OFF.

V. Master switch: OFF.

VI. Set both fuel shutoff valves to OFF.

POSTFLIGHT CHECK

I. Insert hood over pitot tube on left wing

II. Lock controls using seat belts.

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SECTION 5

PERFORMANCES

TABLE OF CONTENTS

INTRODUCTION ...................................................................................... 47 USE OF PERFORMANCE CHARTS ........................................................ 47 AIRSPEED INDICATOR SYSTEM CALIBRATION .............................. 48 STALL SPEED ........................................................................................... 50 CROSSWIND ............................................................................................. 51 TAKEOFF PERFORMANCES .................................................................. 52 CLIMB PERFORMANCES ....................................................................... 53 CRUISE ...................................................................................................... 54 LANDING DISTANCE .............................................................................. 55 CONSEQUENCES FROM RAIN AND INSECT ...................................... 55

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INTRODUCTION

This section provides all necessary data for accurate and

comprehensive planning of flight activity from takeoff to landing.

Data reported in graphs and/or in tables were determined using:

* “Flight Test Data”

* aircraft and engine in good condition

* average piloting techniques

Each graph or table was determined according to ICAO Standard

Atmosphere (ISA - m.s.l.); evaluations of the impact on performance

was carried out by theoretical means for:

* airspeed

* external temperature

* altitude

* weight

* type and condition of runway

USE OF PERFORMANCE CHARTS

Performance data is presented in tabular or graphical form to

illustrate the effect of different variables such as altitude,

temperature and weight. Given information is sufficient to plan

journey with required precision and safety.

Additional information is provided for each table or graph.

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30 40 50 60 70 80 90 100 110 120 130

AIRSPEED INDICATOR SYSTEM CALIBRATION

Graph shows calibrated airspeed VCAS as a function of indicated airspeed

VIAS.

IAS (mph)

Fig. 5-1. CALIBRATED VS. INDICATED AIRSPEED -

⇒ Example:

Given Find

VIAS = 84 mph VCAS = 83 mph

NO

TE

130

120 110 100

90

80

70

60

50

40

30

C

AS

(m

ph

)

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Indicated airspeed assumes 0 as an instrument error

Fig.5-2. ICAO CHART

⇒ Example:

Given Find

Temperature = 20°C Ts = 12°

Pressure Altitude = 1600 ft

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STALL SPEED

CONDITIONS:

- Weight 454 kg

- Engine Idle

- No ground effect

NO

TE

Altitude loss during conventional stall recovery as demonstrated

during test flights is approximately 100ft with banking under

30°

LATERAL BANKING

FLAPS 0° 30° 45° 60°

0° 46 49 52 63

15° 43 47 49 60

40° 40 43 49 57

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CROSSWIND

Maximum demonstrated crosswind velocity is 15 kts

⇒ Example:

Given Find

Wind direction = 30° Headwind = 17.5 Kts

Wind velocity = 20 Kts Crosswind = 10 Kts

Fig.5-3.CROSSWIND CHART

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Takeoff performances

TAKEOFF DISTANCE

CONDITIONS:

- ISA - Flap: 15°

- Engine: Full throttle

(see Sect.4 – Takeoff and climb)

- Slope: 0°

- Runway: dry, compact, grass - Wind: zero

Rotation Speed – 50 mph

Fig. 5-4 TAKEOFF PERFORMANCES

0

50

100

150

200

250

300

400 410 420 430 440 450 460 470 480 490 500

Peso / Weight (kg)

TO

R /

TO

D (

m)

TOR

TOD

Maximom t/o Weight

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CLIMB PERFORMANCES

CLIMB RATE IN CLEAN CONFIGURATION

CONDITIONS:

- Flap: 0°

- Engine: Full throttle

- VY = 81 mph IAS - R/C residual: 100 ft/min.

Fig. 5-5 CLIMB

⇒ Example:

Given Find

O.A.T. = 17°C Rate of climb = 860 ft/min

Pressure altitude = 5600 ft

Weight = 450 Kg

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CRUISE

CONDITIONS:

- ISA

- Wind: zero

- MTOW = 450 kg

Fig. 5-6 CRUISE

FUEL CONSUMPTION TABLE:

Rating (%Max T/O power)

Fuel consumption (l/h)

75% 20.4

70% 19.1

65% 17.7

60% 16.3

55% 15.0

50% 13.6

170

175

180

185

190

195

200

205

210

215

220

0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000

Quota densità / Density altitude (ft)

TA

S (

km

/h)

4600 RPM

4800 RPM

5000 RPM

5200 RPM

5300 RPM

5400 RPM

75%70%

65%

60%

55%

50%

45%

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Maximum landing Weight

LANDING performances

LANDING DISTANCE.

CONDITIONS:

- Flap: 40° - Runway: dry, compact, grass

- Engine: idle

- Vrif – 55 mph (Approach Speed)

- Slope: 0°

- Wind: zero

Distance over a 15 m high obstacle

Fig. 5-7 LANDING

CONSEQUENCES FROM RAIN AND INSECT

Flight test have demonstrated that neither rain nor insect impact

build-up on leading edge have caused substantial variations to

aircraft’s flight qualities. Such variations do not exceed: 5 kts for

stalls, 100 ft/min for climb rates and 50m for takeoff runs.

0

50

100

150

200

250

300

400 410 420 430 440 450 460 470 480 490 500

WEIGHT (Kg)

Gro

un

d r

oll, D

ista

nce (

m)

Ground roll

DISTANCE

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SECTION 6

WEIGHT & BALANCE

TABLE OF CONTENTS

INTRODUCTION .................................................................................... 57 AIRCRAFT WEIGHING PROCEDURES .............................................. 57 Centre of gravity range .................................................................................

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INTRODUCTION

This section describes the procedure for establishing the basic

empty weight and moment of the aircraft. Loading procedure

information is also provided.

AIRCRAFT WEIGHING PROCEDURES

PREPARATION

a. Carry out weighing procedure inside closed hangar

b. Remove from cabin any objects left unintentionally

c. Insure on board presence of the Flight Manual

d. Align nose wheel

e. Drain fuel via the specific drain valve.

f. Oil, hydraulic fluid and coolant to operating levels

g. Move sliding seats to most forward position

h. Raise flaps to fully retracted position (0°)

i. Place control surfaces in neutral position

j. Place scales (min. capacity 200 kg) under each wheel

LEVELLING

a. Level the aircraft.

Reference for levelling: remove a seat and then place a level

between the two seat’s fwd and aft supporting trusses.

b. Center bubble on level by deflating nose tire

WEIGHING

a. Record weight shown on each scale

b. Repeat weighing procedure three times

c. Calculate empty weight

DETERMINATION OF C.G. LOCATION (SEE FIG. 6-1)

a. Drop a plumb bob tangent to the leading edge (at 15mm inboard

respect the rib#7 riveting line) and trace reference mark on the

floor.

b. Repeat operation for other half-wing.

c. Stretch a taught line between the two marks

d. Measure the distance between the reference line and main wheel

axis

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e. Using recorded data it is possible to determine the aircraft's C.G.

location and moment (see following table)

WEIGHING REPORT Model P2002 Sierra S/N:________ Weighing n°____

Date:_________

Datum: Propeller support flange without spacer.

Kg meters

Nose wheel weight W1 = Plumb bob distance(1)

LH wheel AL =

LH wheel weight WL = Plumb bob distance(1)

RH wheel AR =

RH wheel weight WR = Average distance (AL+ AR)/2 A =

W2 = WL+WR = Bob distance from nose wheel(1)

B =

Empty weight We = W1 + W2 =

DW A W B

We=

⋅ − ⋅=2 1 m

DD

%.

= ⋅ =14

100

Empty weight moment: M = [(D+1.337) .We] = Kg

. m

Maximum takeoff weight WT = (1) To determine the Mean

Aerodynamic Chord (MAC) and

the plumb line see FIG. 6-1. Empty weight We =

Maximum payload WT - We Wu =

W2=WL+WR

1337 D

B

W1

Datum

Plu

mb

Lin

e

A

* 100

W2 * A - W1 * BD =

D% =

1370

W1 + W2

D

Reference line

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1337 from the propeller's flange (without sapacer)

W2=WL+WR

D

B

W1

A

15 mm inboard

from rib n°7

4

2

1

3

6

5

7

W2 * A - W1 * B

* 100D% =

D =

D

1370

W1 + W2

Reference line

MAC 1370

C.G. Condition

ITEM Wt (Kg) Arm (mm) WX

Empty 1723

Pilot 1880

Fuel 1545

Baggage 2280

Full Load 7428 WXT=

WXT

----------- = C.G.

Full Load

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CENTRE OF GRAVITY RANGE

The centre of gravity maximum range for the various load condition is as

follows:

26 % (1693mm) – 32.5% (1782mm) of the Mean Aerodynamic Chord

(MAC)

1680 1700 1720 1740 1760 1780

1800

C . G . mm

Kg

450

400

350

300

250

200

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SECTION 7

AIRCRAFT & SYSTEMS DESCRIPTION

TABLE OF CONTENTS

INTRODUCTION .................................................................................... 62 AIRFRAME ............................................................................................. 62 FLIGHT CONTROLS .............................................................................. 63 INSTRUMENT PANEL .......................................................................... 64 SEATS AND SAFETY HARNESS ......................................................... 65 CANOPY ................................................................................................. 65 POWERPLANT ....................................................................................... 66 FUEL SYSTEM ....................................................................................... 66 ELECTRICAL SYSTEM ......................................................................... 68 PITOT AND STATIC PRESSURE SYSTEMS ....................................... 70 BRAKES .................................................................................................. 71

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INTRODUCTION

This section provides description and operation of the aircraft and its

systems.

AIRFRAME

WING

The wing is constructed of a central light alloy torque box; an

aluminium leading edge with integrated fuel tank is attached to the front

spar while flap and aileron are hinged to rear spar. Flaps and ailerons are

constructed of a centre spar to which front and rear ribs are joined;

wrap-around aluminium skin panels cover the structure.

Fig. 7-1. RIGHT WING EXPLODED VIEW

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FUSELAGE

The front part of the fuselage is made up of a mixed structure: a truss

structure with special steel members for cabin survival cell, and a light-

alloy semi-monocoque structure for the cabin's bottom section. The aft

part of the fuselage is constructed of an aluminium alloy semi-monocoque

structure. The engine housing is isolated from the cabin by a firewall; the

steel stringers engine mount is attached to the cabin's truss structure in

four points.

EMPENNAGES

The vertical tail is entirely metal: the vertical fin is made up of a twin spar

with stressed skin while the rudder consists of an aluminium torque box

made of light alloy ribs and skin. The horizontal tail is an all-moving type

(stabilator); its structure consists of an aluminium spar connected to ribs

and leading edge covered by an aluminium skin.

FLIGHT CONTROLS

Aircraft flight controls are operated through conventional stick and rudder

pedals. Longitudinal control acts through a system of push-rods and is

equipped with a trim tab. Aileron control is of mixed type with push-rods

and cables; the cable control circuit is confined within the cabin and is

connected to a pair of push-rods positioned in the wings that control

ailerons differentially. Aileron trimming is carried out on ground through a

small tab positioned on left aileron.

Flaps are extended via an electric servo actuator controlled by a switch on

the instrument panel. Flaps act in continuous mode, the indicator displays

the two positions relative to takeoff (15°) and landing (40°). A fuse

positioned on the right side of the instrument panel protects the electric

circuit.

Longitudinal trim is performed by a small tab positioned on the stabilator

and controlled via an electric servo operating a rocker switch located

between the seats or (optional equipment) by pushing Up/Down the push-

button on the control stick, for this optional installation a shunt switch

placed on the instrument panel enables control of either left or right stick.

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INSTRUMENT PANEL

The conventional type instrument panel allows placement of a broad

range of equipment. Instruments marked with an asterisk (*) are

optional.

Fig. 7-2. INSTRUMENT PANEL

CARBURETTOR HEAT (OPTIONAL)

Carburettor heat control knob is located just to the left of the centre

throttle control; when the knob is pulled fully outward from the

instrument panel, carburettors receive maximum hot air. During normal

operation, the knob is OFF.

CABIN HEAT (OPTIONAL)

The cabin heat control knob is positioned on the lower left side of the

instrument panel; when knob is pulled fully outward, cabin receives

maximum hot air. Vents are located by the rudder pedals and above

instrument panel. If necessary, outside fresh air can be circulated inside

cabin by opening the vents on the dashboard.

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THROTTLE FRICTION LOCK It is possible to adjust the engine's throttle friction lock by appropriately

tightening the friction lock disk located on the instrument panel near the

center throttle control.

SEATS AND SAFETY HARNESS

Aircraft features four point fitting safety belts with waist and shoulder

harnesses adjustable via sliding metal buckle.

Seats are built with light alloy tube structure and synthetic material

cushioning. A lever located on the right lower side of each seat allows

for seat adjustment according to pilot size.

CANOPY

The cabin's canopy slides on wheel bearings along tracks located on

fuselage sides; canopy is made out of composite material. Latching

system uses a central lever located overhead and two additional levers

positioned on canopy's sides.

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POWERPLANT

ENGINE Manufacturer Bombardier-Rotax GmbH

Model ROTAX 912ULS

Type 4 stroke, horizontally-opposed 4 cylinders, mixed

air and water cooled, twin electronic ignition,

forced lubrication.

Maximum rating 98.6hp (73.5Kw) @ 5800 rpm/min (2388 rpm/min.

prop). Gear reduction ratio - 2.4286:1

PROPELLER Manufacturer F.lli Tonini Giancarlo & Felice S.n.c.

Model GT-2/173/VRR-SRTC FW101

N° of blades 2

Diameter 1730 mm (no reduction permitted)

Type wood, fixed pitch

FUEL SYSTEM

The system is equipped with two aluminium fuel tanks integrated within

the wing leading edge and accessible for inspection through dedicated

covers. Capacity of individual tank is 50lt and the total fuel capacity is

100lt. Each fuel tank is equipped with a cabin installed shutoff valve. A

strainer cup with a drainage valve (Gascolator) is located on the engine

side of the firewall. Fuel level indicators for each tank are located on

instrument panel. Fuel feed is through an engine-driven mechanical pump

and through an electric pump that supplies adequate engine feed in case of

main pump failure. Figure 7-3 illustrates the schematic layout of the fuel

system.

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Fig.7-3. FUEL SYSTEM SCHEMATIC

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ELECTRICAL SYSTEM

The aircraft's electrical system consists of a 12 Volt DC circuit

controlled by the Master Switch located on the instrument panel.

Electricity is provided by an alternator and by a buffer battery.

Generator light is located on the right side of the instrument panel.

If the Ignition Switches and the Master Switch are ON, an

accidental movement of the propeller may start the engine

with possible danger for bystanders.

FIG.7-4. ELECTRICAL SYSTEM SCHEMATIC

WARNING

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GENERATOR LIGHT

Generator light (red) illuminates for the generator failure

The battery can support energy requirements for 20 min

VOLT-AMMETER(OPTIONAL)

The voltmeter indicates voltage on bus bar; a positive value of the

ammeter indicates the generator is charging the battery, a negative value

indicates the battery's discharge rate.

OIL AND CYLINDER HEADS TEMP. - OIL PRESSURE

These instruments are connected in series with their respective sensors.

The same fuse protects all temperature instruments while a second fuse

protects oil pressure indicator and other instruments.

O.A.T. INDICATOR (OPTIONAL)

A digital Outside Air Temperature indicator (°C) is located on the upper

left side of the instrument panel. The sensor is placed on cabin top.

STALL WARNING SYSTEM (OPTIONAL)

The aircraft is equipped with a stall warning system consisting of a sensor

located on the right wing leading edge connected to a warning noisemaker

located on the instrument panel.

AVIONICS (OPTIONAL)

The central part of the instrument panel holds room for avionics

equipment.

The manufacturer of each individual system furnishes features for each

system.

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PITOT AND STATIC PRESSURE SYSTEMS

The airspeed indicator system for the aircraft is shown below.

Below the left wing’s leading edge are positioned in a single group (1)

both the Pitot tube (6, total pressure intake) and a series of static ports

(3). Two flexible hoses (5) feed the airspeed indicator (4) on the

instrument panel.

FIG.7-5. AIRSPEED INDICATOR SYSTEM

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BRAKES

The aircraft's braking system is a single system acting on both wheels of

main landing gear through disk brakes, the same circuit acts as parking

brake via an intercept valve (2).

To activate brakes it is sufficient to verify that brake shut-off valve (2)

positioned on tunnel between pilots is OFF, then activate brake lever (1)

as necessary.

To activate parking brake pull brake lever (1) and set brake shut-off

valve (2) to ON.

FIG. 7-6. BRAKE SYSTEM

1

2

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SECTION 8

GROUND HANDLING & SERVICE

TABLE OF CONTENTS

INTRODUCTION ...................................................................................... 73 AIRCRAFT INSPECTION PERIODS ....................................................... 73 AIRCRAFT ALTERATIONS OR REPAIRS ............................................. 73 GROUND HANDLING ............................................................................. 73 CLEANING AND CARE ........................................................................... 74

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INTRODUCTION

This section contains factory-recommended procedures for proper ground

handling and routine care and servicing. It also identifies certain inspection

and maintenance requirements, which must be followed if the aircraft is to

retain its new-plane performance and dependability. It is recommended to

follow a planned schedule of lubrication and preventive maintenance based

on climatic and flying conditions encountered locally.

AIRCRAFT INSPECTION PERIODS

Inspection intervals occur at 100 hours and in accordance with special

inspection schedules which are added to regularly scheduled inspections.

Correct maintenance procedures are described in the aircraft’s Service

Manual or in the engine’s Service Manual.

AIRCRAFT ALTERATIONS OR REPAIRS

For repairs, refer to aircraft’s Service Manual.

GROUND HANDLING

TOWING

The aircraft is most easily and safely maneuvered by pulling it by its

propeller near the axle. Aircraft may be steered by turning rudder or, for

steep turns, by pushing lightly on tailcone to lift nose wheel.

PARKING AND TIE-DOWN

When parking airplane outdoors, head it into the wind and set the parking

brake. If chocks or wedges are available it is preferable to use the latter.

In severe weather and high wind conditions it is wise to tie the airplane

down. Tie-down ropes shall be fastened to the wing strut attachments and

anchoring shall be provided by ramp tie-downs. Nose gear fork can be used

for front tie-down location.

Flight controls shall be secured to avoid possible weathervaning damage to

moving surfaces. For this purpose, seatbelts may be used to latch control

stick to prevent its movement.

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JACKING

Given the light empty weight of the aircraft, lifting one of the main wheels

can easily be accomplished even without the use of hydraulic jacks. For an

acceptable procedure please refer to the Service Manual.

LEVELING

Aircraft leveling may become necessary to check wing incidence, dihedral

or the exact location of CG. Longitudinal leveling verification is obtained

placing a level between the front and aft seat’s supporting trusses (slide off

the seats to get the access to the two trusses).

ROAD TRANSPORT

It is recommended to secure tightly all aircraft components onto the cart to

avoid damage during transport. Minimum cart size is 7x2.5 meters. It is

suggested to place wings under the aircraft’s bottom, secured by specific

clamps. Secondary components such as stabilator and struts shall be

protected from accidental hits using plastic or other material. For correct

rigging and de-rigging procedure, refer to Service Manual.

CLEANING AND CARE

To clean painted surfaces, use a mild detergent such as shampoo normally

used for car finish; use a soft cloth for drying

The plastic windshield and windows should never be dusted when dry; use

lukewarm soapy water and dry using chamois only. It is possible to use

special glass detergents but, in any case, never use products such as

gasoline, alcohol, acetone or other solvents.

To clean cabin interior, seats, upholstery and carpet, it is generally

recommended to use foam-type detergents.

Flight Manual p2002 Sierra

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