TST-13 Aircraft Manual With 503 Engine LSA Rev.1

TST-13 – Aircraft Operating Instructions

rev.1.2 issued 2007-09-09 – page 1 of 52

AIRCRAFT OPERATING INSTRUCTIONS S-LSA Glider

TST – 13 JUNIOR SERIAL NUMBER: REGISTRATION: DATE OF ISSUE: 2008-01-11 MANUFACTURER: TeST, COMP-LET s. r. o., organizační složka SIGNATURE: REGISTERED COPY NR.: To ensure a safe flight, this aircraft must be operated according to the information and limits published in this document ! PLEASE READ ALL INSTRUCTIONS CAREFULLY BEFORE OPERATING THE AIRCRAFT !



LIST OF REVISIONS

Rev. Description (modification) Pages

changed Date

1.0 basic issue --- 080111 1.1 manufacturer, corrected weight data 1, 10, 19 080901 1.2 removal of non pertinent information 31 080927 1.3 fixed pitch propeller only 5,10,11,21

22,27,29,30 080927



LIST OF VALID PAGES

Page Nr. Date Page Nr. Date Page Nr. Date

1 2008-09-01 31 2008-9-27

2 2008-1-11 32 2008-1-11 3 2008-1-11 33 2008-1-11 4 2008-1-11 34 2008-1-11 5 2008-9-27 35 2008-1-11 6 2008-1-11 36 2008-1-11 7 2008-1-11 37 2008-1-11 8 2008-1-11 38 2008-1-11 9 2008-1-11 39 2008-1-11

10 2008-9-27 40 2008-1-11 11 2008-9-27 41 2008-1-11 12 2008-1-11 42 2008-1-11 13 2008-1-11 43 2008-1-11 14 2008-1-11 44 2008-1-11 15 2008-1-11 45 2008-1-11 16 2008-1-11 46 2008-1-11 17 2008-1-11 47 2008-1-11 18 2008-1-11 48 2008-1-11 19 2008-09-01 49 2008-1-11 20 2008-1-11 50 2008-1-11 21 2008-9-27 51 2008-1-11 22 2008-9-27 52 2008-1-11 23 2008-1-11 24 2008-1-11 25 2008-1-11 26 2008-1-11 27 2008-9-27 28 2008-1-11 29 2008-9-27 30 2008-9-27



CONTENTS

1 GENERAL INFORMATION .................................................................................. 7 1.1 INTRODUCTION ........................................................................................... 7 1.2 CERTIFICATION ........................................................................................... 7 1.3 WARNINGS AND MISCELANEOUS ............................................................. 7 1.4 MANUFACTURER ........................................................................................ 8

2 AIRCRAFT AND SYSTEMS DESCRIPTION ....................................................... 9 2.1 GENERAL DESCRIPTION ............................................................................ 9

2.1.1 Wing ....................................................................................................... 9 2.1.2 Fuselage ................................................................................................ 9 2.1.3 Tail ......................................................................................................... 9 2.1.4 Controls .................................................................................................. 9 2.1.5 Undercarriage ........................................................................................ 9 2.1.6 Propulsion group .................................................................................. 10

2.2 OPERATING WEIGHTS AND LOADING ..................................................... 10 2.3 ENGINE ....................................................................................................... 10 2.4 PROPELLER ............................................................................................... 11 2.5 FUEL AND FUEL CAPACITY ...................................................................... 11 2.6 OIL .............................................................................................................. 11 2.7 MINIMUM EQUIPMENT .............................................................................. 12 2.8 DIMENSIONS .............................................................................................. 12

2.8.1 Wing: .................................................................................................... 12 2.8.2 Horizontal Tail: ..................................................................................... 12 2.8.3 Vertical Tail: ......................................................................................... 13 2.8.4 Fuselage: ............................................................................................. 13

2.9 THREE VIEW DIAGRAM ............................................................................. 14 2.10 INSTRUMENT PANEL ............................................................................. 15

3 OPERATING LIMITATIONS .............................................................................. 15 3.1 GENERAL ................................................................................................... 15 3.2 SPEED LIMITATIONS ................................................................................. 16

3.2.1 VSO Stall Speed 70 km/h [37.8 kt] ......................................................... 16 3.2.2 VA Maximum Maneuvering Speed 140 km/h [75,6 kt] ......................... 16 3.2.3 VNE Never Exceed Speed 200 km/h [108.0 kt] ..................................... 16 3.2.4 Crosswind and Wind Limitations for Takeoff and Landing .................... 16 3.2.5 VB Maximum Speed in Turbulent Air 140 km/h [75.6 kt] ....................... 16

3.3 LOAD FACTORS ......................................................................................... 16 3.4 PROHIBITED MANEUVERS ....................................................................... 17 3.5 ENGINE LIMITATIONS ............................................................................... 17

4 WEIGHT AND BALANCE INFORMATION ........................................................ 18 4.1 CENTER OF GRAVITY (CG) RANGE AND DETERMINATION ................... 18



5 PERFORMANCE ................................................................................................ 20 5.1 GLIDER – WITH NON ROTATING PROPELLOR ........................................ 21

5.1.1 Maximum Lift to Drag Ratio .................................................................. 21 5.1.2 Minimum Sink Speed ............................................................................ 21 5.1.3 Crosswind and Wind Limitations for Landing ........................................ 21

5.2 POWERED GLIDER .................................................................................... 21 5.2.1 Takeoff Distances ................................................................................. 21 5.2.2 Rate of Climb ........................................................................................ 21 5.2.3 Climbing Speeds ................................................................................... 21 5.2.4 Maximum RPM ..................................................................................... 21 5.2.5 Time Limit for the Use of Takeoff Power ............................................... 21 5.2.6 Fuel Consumption and Total Usable Fuel Volume ................................ 22 5.2.7 Crosswind and Wind Limitations for Takeoff and Landing .................... 22

6 EMERGENCY PROCEDURES ........................................................................... 22 6.1 GENERAL .................................................................................................... 22 6.2 STALL CHARACTERISTICS ....................................................................... 22 6.3 SPIRAL DIVE RECOVERY .......................................................................... 23 6.4 SPIN RECOVERY ........................................................................................ 23 6.5 ENGINE FAILURE ....................................................................................... 23

6.5.1 Engine failure during acceleration on the runway ................................. 24 6.5.2 Engine failure after take-off ................................................................... 24

6.6 ENGINE FIRE .............................................................................................. 24 6.7 BAILING OUT OF THE AIRCRAFT .............................................................. 24 6.8 USE OF A ROCKET RESCUE SYSTEM (BRS) ........................................... 25

7 NORMAL PROCEDURES .................................................................................. 26 7.1 GENERAL .................................................................................................... 26 7.2 PRE FLIGHT CHECK ................................................................................... 26 7.3 FLIGHT ........................................................................................................ 27

7.3.1 Ground Engine Starting ........................................................................ 27 7.3.2 Taxiing .................................................................................................. 28 7.3.3 Prior to Take Off.................................................................................... 28 7.3.4 Normal Take Off.................................................................................... 28 7.3.5 Best Rate of Climb Speed (VY) ............................................................. 29 7.3.6 In-flight Engine Shutdown ..................................................................... 29 7.3.7 In-flight Starting of Engine ..................................................................... 30 7.3.8 Ground Shutdown of Engine ................................................................. 30

7.4 CRUISE ....................................................................................................... 30 7.4.1 Glider .................................................................................................... 30 7.4.2 Powered ................................................................................................ 31

7.5 APPROACH ................................................................................................. 32 7.6 NORMAL LANDING ..................................................................................... 32 7.7 INFORMATION ON STALLS SPINS AND ANY OTHER USEFUL

INFORMATION ....................................................................................................... 32 8 AIRCRAFT GROUND HANDLING AND SERVICING ........................................ 32



8.1 SERVICING FUEL, OIL AND COOLANT ..................................................... 32 8.1.1 Fueling: ................................................................................................ 32 8.1.2 Oil ......................................................................................................... 33 8.1.3 Cooling ................................................................................................. 33

8.2 TIE-DOWN INSTRUCTIONS ....................................................................... 33 8.3 RIGGING AND DERIGGING OF THE AIRCRAFT ....................................... 33

8.3.1 Rigging of the wings ............................................................................. 33 8.3.2 Rigging of the horizontal tail ................................................................. 39

8.4 ADDITIONAL INSPECTIONS ...................................................................... 42 8.4.1 Post Flight Inspection ........................................................................... 42 8.4.2 Regular End of Day Inspection ............................................................. 42

9 REQUIRED PLACARDS AND MARKINGS....................................................... 43 9.1 AIRSPEED INDICATOR MARKINGS .......................................................... 43 9.2 OPERATING LIMITATIONS ON INSTRUMENT PANEL ............................. 43 9.3 PASSENGER WARNING ............................................................................ 43 9.4 NO INTENTIONAL SPINS ........................................................................... 43 9.5 EMPTY WEIGHT ......................................................................................... 43 9.6 SPEED AND ENGINE VALUES .................................................................. 43 9.7 MAXIMUM AND MINIMUM WEIGHT OF CREW ......................................... 44 9.8 ALLOWABLE WEIGHT OF BAGGAGE ....................................................... 44 9.9 MISCELLANEOUS PLACARDS AND MARKINGS ...................................... 44

9.9.1 Outside Signs ....................................................................................... 44 9.9.2 Inside Placards ..................................................................................... 44 9.9.3 Symbols Used ...................................................................................... 45

10 SUPPLEMENTARY INFORMATION .............................................................. 45 10.1 FAMILIARIZATION FLIGHT PROCEDURES ........................................... 45 10.2 PILOT OPERATING ADVISORIES .......................................................... 45 10.3 CONTINUED AIRWORTHINESS INSTRUCTIONS ................................. 45

10.3.1 Reporting maintenance, service and safety difficulties ..................... 45 10.3.2 Reporting aircraft owner/operator contact information ...................... 46 10.3.3 Obtaining the latest safety of flight information ................................. 46 10.3.4 Bulletin requisites .............................................................................. 46 10.3.5 Report of non-standard event ........................................................... 47

11 FLIGHT TRAINING SUPPLEMENT ............................................................... 50 11.1 FAMILIARIZATION FLIGHTS .................................................................. 50 11.2 SPINS AND SPIRAL DIVES ..................................................................... 50



1 GENERAL INFORMATION

1.1 INTRODUCTION

This manual contains the minimum required procedures that have to be followed in order for the aircraft to be operated safely. The owner of the aircraft must comply with all regulations that apply to this type of aircraft and flight rules generally valid for operation of aircraft in this category. In accordance with ASTM F2564-06 each aircraft includes Aircraft Operating Instructions (AOI) whose content and format are defined by F2564-06. Additional items to this standard are included where considered necessary. All flight speeds are given in terms of calibrated airspeeds (CAS). All specifications and limitations conform to ASTM F2564-06. This aircraft is designed for VFR flight only. The entry into bad weather or IFR conditions by VFR pilots and aircraft is extremely dangerous. As the owner or operator of an aircraft you are responsible for the safety of flight. Do not attempt to operate this aircraft in any manner that would endanger the aircraft, the occupants or persons on the ground.

1.2 CERTIFICATION

The glider has been designed in accordance with the standard of the Aeroclub of the Czech Republic “Airworthiness Requirements ULK – Ultralight Gliders and Motorized Gliders”. The airplane with installed engine Rotax 503 UL-I D.C.D.I. complies with the standard UL-2 part I. for powered airplanes. This aircraft conforms to the following ASTM standards: ASTM F2564-06 Design and Performance of a Light Sport Glider ASTM F2295-06 Continued Operational Safety Monitoring of a Light Sport Aircraft ASTM F2279-06 Quality Assurance in the Manufacture of Fixed Wing Light Sport Aircraft ASTM F2316-06 Airframe Emergency Parachutes for Light Sport Aircraft

1.3 WARNINGS AND MISCELANEOUS

Expressions such as WARNING, ATTENTION and NOTE, which appear in this document, are defined as follows: WARNING: Ignoring recommended procedures could create dangerous or hazardous conditions in flight, which could cause serious injury or death.



ATTENTION: Ignoring recommended procedures could create dangerous or hazardous conditions in flight and could compromise the safety of the flight.. NOTE: Explains an item, which does not affect safety directly, but is important or unusual.

1.4 MANUFACTURER

TeST spol. s.r.o. Příkop 843/4 602 00 BRNO



2 AIRCRAFT AND SYSTEMS DESCRIPTION

2.1 GENERAL DESCRIPTION

The aircraft is a single-seat, mid-winged monoplane with a cantilever wing, T-shaped tail and a two-wheel undercarriage. Its composite structure is made in negative molds.

2.1.1 Wing

The wing consists of a sandwich structure equipped with ailerons and an air brake on the upper surface. There are no ribs in the wing. The strength of the wing system is formed by the main spar, the aileron spar and the root rib. The spar has a C-D shape including flanges made of carbon composite. The complete wing profile of the sandwich structure forms a torsion box. The wings are interconnected by fittings and two horizontal pins while the wing-fuselage connection is made by means of pins and fittings placed in the fuselage and the wing root rib. The composite ailerons are attached via four hinges with the axis of rotation on the upper side. Air brakes on the upper side of the wing are made of aluminum and are retracted into pits.

2.1.2 Fuselage

The fuselage is a composite shell structure made in a negative mould including the fin.

2.1.3 Tail

The tail is a T-shaped composite sandwich structure.

2.1.4 Controls

Pitch, roll, air brake and trim are controlled via a lever design, with a push-pull rod system. The control backstops are placed on the control stick. Yaw control includes adjustable pedals and is transmitted by cables. The aircraft can be trimmed by a torsional member in the elevator drive that is controlled by a lever in the left of the front cockpit.

2.1.5 Undercarriage

The main landing gear with two main wheels (300 x 100 mm) housed on a fexible duraleg. A lever located on the control stick controls the brake. The tail landing gear is provided with a stearable tail wheel (120 x 30 mm).



2.1.6 Propulsion group

The aircraft is driven by an engine ROTAX 503UL-D.C.D.I cooled by the air stream with a 1:2 type B reducer. A fixed pitch SPORTPROP Varia 160-2-L propeller has a diameter of 1600 mm.

The fuel tank is located behind the pilots seat. Venting and drainage is through the bottom of the fuselage. Fuel is supplied to the engine by a flexible hose through an interchangeable fuel filter, fuel cock and membrane fuel pump into two floatless membrane carburetors. There is a fuel capacity sensor in the tank. Refueling is done by means of a funnel through a 25 mm hose with a filler cap on the right side of the fuselage. Drainage is possible through the bottom of the fuselage. A manually operated fuel priming pump is located on the instrument panel.

2.2 OPERATING WEIGHTS AND LOADING

Maximum take off weight (MTOW) (with BRS): 405 kg [895.1 lbs] Empty weight (with BRS): 281 kg [619.5 lbs] Maximum weight of pilot and fuel (including parachute): 120 kg [275.6 lbs] Minimum weight of pilot (including parachute): 65 kg [143.3 lbs] Additional ballast must be added for a lighter pilot under the seat in order to satisfy the minimum weight requirements

Pilot 65 kg and more: no weight Pilot 60-65 kg: 1 weight ( 3 kg ) Pilot 55-60 kg: 2 weights ( 6 kg ) Pilot 50-55 kg: 3 weights ( 9 kg )

WARNING: Care must be exercised to ensure that the correct amount of additional ballast is used. Install and secure the weights properly. ATTENTION: Do not overload the aircraft.

2.3 ENGINE

Type: Rotax 503 UL SCDI Two cylinders, two stroke, with type B reducer 1:2 Cooling: Air cooled Cylinder capacity: 496.7 ccm (30.0 cu.in.) Stroke: 61 mm (2.40 in.) Bore: 72 mm (2.82 in.) Performance: 37 kW / 6500 rpm Lubrication: Fuel mixed with oil, 50 : 1 Starter: electric



Weight: 45.7 kg (101 lbs) Carburetors: 2x membrane (floatless) type Battery: 12V / 14 Ah Lubricant: Castrol TTS or equivalent Note: For actual and complete information read the ROTAX operation manual supplied with the aircraft

2.4 PROPELLER

Type: SPORTPROP Varia 160-2-L Diameter: 1600 mm . Note: For actual and complete information read the propeller operation manual supplied with the aircraft

2.5 FUEL AND FUEL CAPACITY

Fuel: automotive gasoline, minimum 95 octane Note: For complete fuel specifications see the ROTAX operation manual supplied with the aircraft Fuel tank volume: 40 liters [10.6 US gal] Usable fuel: 38 liters [10.0 US gal]

2.6 OIL

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



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

2.7 MINIMUM EQUIPMENT

The aircraft is required to have the following minimum equipment Flight instruments for the cockpit including one of the following:

o 1 AlphaMFD multifunction instrument panel o classical instruments including

1 airspeed indicator with markings 1 altimeter 1 engine RPM monitor 1 CHT temperature gauge with two probes 1 fuel quantity indicator

1 symmetrical safety belts 1 magnetic compass 1 engine ignition switch

2.8 DIMENSIONS

2.8.1 Wing:

Span 15.00 m (49.2 ft) Area 10.024 m2 (106.2 ft2) Aspect ratio 22.424 Root chord 1.00 m (3.3 ft) Tip chord 0.35 m (1.1 ft) Angle of Attack +4o Dihedral +3o Geometrical Torsion 0 Airfoil Wortmann mod. Aileron deflection +12o –24o

Dive brakes on the upper side 0.16 m2 (1.77 ft2)

2.8.2 Horizontal Tail:

Span 2.4 m (7.9 ft) Area 1.07 m2

Root chord 0.55 m (1.8 ft) Tip chord 0.35 m (1.1 ft) Elevator area 0.355 m2 (3.82 ft2) Arm of the horizontal tail 3.58 m (13.7 ft) Deflection Up -20o Deflection Down +16o Airfoil NACA 0011 Angle of attack 0o



2.8.3 Vertical Tail:

Height 1.19 m (3.9 ft) Root chord 0.99 m (3.2 ft) Tip chord 0.65 m (2.1 ft) Area 0.949 m2 (10.2 ft2) Rudder Area 0.294 m2 (3.15 ft2) Deflection +/- 35o Airfoil E 474

2.8.4 Fuselage:

Length 7.45 m (24.4 ft) Width 0.64 m (2.1 ft) Height 0.835 m (3.6 ft) Max. Cross Section 0.48 m2 (4.9 ft2)



2.9 THREE VIEW DIAGRAM



2.10 INSTRUMENT PANEL

1.

NOTE: The instrument panel can vary depending on the individual requirements of the customer. In such a case, see the attached photograph.

3 OPERATING LIMITATIONS

3.1 GENERAL

This section provides limits for speed, mass, CG and other specifications that are necessary for the safe operation of the aircraft. WARNING: Ignoring any of the limits published below could result in damage to the aircraft and / or personal injury or loss of life.



3.2 SPEED LIMITATIONS

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

Stall speed in landing configuration as shown on the airspeed indicator to be corrected for the instrument installation error. WARNING: In flight, do not fly the aircraft less than 10 km/h (4 kt) above the stall speed.

3.2.2 VA Maximum Maneuvering Speed ................ 140 km/h [75,6 kt]

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

3.2.3 VNE Never Exceed Speed ................................ 200 km/h [108.0 kt]

WARNING: Do not exceed the above speed limit in flight. When operating near this speed limit do not use more than 30% deflection of control surfaces.

3.2.4 Crosswind and Wind Limitations for Takeoff and Landing

Maximum wind speed parallel to the line of take off or landing: 8 m/s [15.5 kt] Maximum wind speed for 90o crosswind: 4 m/s [7.8 kt] ATTENTION: Do not operate the aircraft if wind velocity exceeds the maximum permissible speed.

3.2.5 VB Maximum Speed in Turbulent Air ........... 140 km/h [75.6 kt]

WARNING: Do not fly the aircraft over this speed in gusty or turbulent conditions.

3.3 LOAD FACTORS

When maneuvering, the following load factors cannot be exceeded:

up to vA = 140 km/h [75,6 kt] n1 = +4.8 and n2 = -2.8 at vNE = 200 km/h [108,8 kt] n4 = +4.2 and n3 = -2.3



3.4 PROHIBITED MANEUVERS

This aircraft is not certified for aerobatics. Steep turns with a maximum 45o bank angle are permitted. WARNING: Aerobatics, intentional stalls and spins are prohibited!

3.5 ENGINE LIMITATIONS

Engine: Rotax 503 UL SCDI max. take-off performance 37 kW / 6 500 rpm max. take-off rpm 6 500 max. cylinder head temperature 280oC fuel gasoline 95 octane, synthetic oil 1:50 fuel tank volume 40 liters [10.6 US gal] usable fuel 38 liters [10.0 US gal]

Strength envelope TST-13 m=375 kg

-3

-2

-1

0

1

2

3

4

5

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230

(km/h)



4 WEIGHT AND BALANCE INFORMATION

4.1 CENTER OF GRAVITY (CG) RANGE AND DETERMINATION

MAXIMUM FRONT 1300 mm from the index plane MAXIMUM AFT 1390 mm from the index plane The index plane is at the engine firewall with the aircraft in a position that an axis going through the aircraft nose is horizontal. A weight and balance sheet is supplied with each aircraft filled out with the values for that particular aircraft as it left the factory. An example of the form is shown on the next page: Note: Whenever any modifications are made to the aircraft, a new weight and balance form must be generated. These modifications include, but are not limited to: repairs, painting, adding or removing instruments or upholstering.



WARNING: If the front pilot weight is below the minimum allowable, additional ballast must be added at the appropriate position. Required ballast amounts are given in section 2.2



The CG of the empty aircraft is determined by the following procedure: 1) With the aircraft on a level surface with wings level, no ballast weights and

fuel tank empty, determine the net weight on the main (Wmw) and rear wheels (Wrw).

2) The empty weight and empty CG are calculated with the equations given in the ‘Calculated values’ table of the Weight and Balance Form

Note: The maximum weight with crew (MWwC) must be less than the MTOW given in section 2.2. The difference between the MWwC and the MTOW is the weight of fuel allowed on board with a front and rear pilot of maximum weight on board. The actual weight and CG of the aircraft with pilot and ballast and fuel can be determined from the following procedure:

1. With the aircraft on a level surface with wings level, ballast weights to be used installed and fuel tank filled with an appropriate amount of fuel, determine the net weight on the main (Wmw) and rear wheels (Wrw). The actual the weight of the aircraft with a pilot (Wp) is given by.

WpWrwWmwWactual

2. The actual CG is given by:

actual

actual W

XpWpXoWrwXhWmwCG

***

Note: The actual weight (Wactual) must be less than the MTOW given in section 2.2. The difference between these weights is the weight of fuel allowed on board. Note: Using this procedure, the amount of fuel and ballast is automatically taken into account Note: If the pilot weight IS in the allowable ranges and the CG of the empty aircraft is in the admissible range, the actual CG will be within the allowable range. WARNING: The actual CG, CG flight front and CG flight rear must be within allowable CG range WARNING: Any modifications done on the aircraft, which can change the CG position must be consulted with the manufacturer.

5 PERFORMANCE

The performance figures stated below are given at sea level for standard atmospheric conditions. Operation at higher density altitudes will reduce performance.



5.1 GLIDER – WITH NON ROTATING PROPELLOR

5.1.1 Maximum Lift to Drag Ratio

The L/D ratio is 29 at a speed of 100 km/hr [54.0 kt]

5.1.2 Minimum Sink Speed

The minimum sink rate with feathered propellor is 0.8 m/s at 85 km/hr [46 kt]

5.1.3 Crosswind and Wind Limitations for Landing

Maximum wind speed parallel to the line of landing: 8 m/s [15.5 kt] Maximum wind speed for 90o crosswind: 4 m/s [7.8 kt] ATTENTION: Do not operate the aircraft if wind velocity exceeds the maximum permissible speed.

5.2 POWERED GLIDER

5.2.1 Takeoff Distances

The takeoff distance (to 50 ft AGL) is 450 m [1476 ft] on a level hard surface runway with no wind. The takeoff distance can be considerable longer for soft or sloping fields, grass and changes in density altitude or wind conditions.

5.2.2 Rate of Climb

The rate of climb at full throttle: 4.5 m/sec

5.2.3 Climbing Speeds

After takeoff, climb at 90-100 km/h (48-59 kt). If the air is turbulent, climb at 100-110 km/h (59-65 kt). Trim the aircraft for this flight speed.

5.2.4 Maximum RPM

Maximum takeoff RPM: 6500 RPM

5.2.5 Time Limit for the Use of Takeoff Power

At an altitude of about 50 m (150 ft) decrease the engine rpm to 6000 in order to climb about 2.0 m/s (4 kt). Do not operate at full throttle for more than 5 minutes.



5.2.6 Fuel Consumption and Total Usable Fuel Volume

Fuel consumption at full throttle: 18 liters / hour at 6200 RPM Fuel consumption at cruising power: 8 liters / hour at 5200 RPM Usable fuel: 38 liters [10.0 US gal] For more engine data, refer to the ROTAX Operators Manual supplied with the aircraft

5.2.7 Crosswind and Wind Limitations for Takeoff and Landing

Maximum wind speed parallel to the line of take off or landing: 8 m/s [15.5 kt] Maximum wind speed for 90o crosswind: 4 m/s [7.8 kt] ATTENTION: Do not operate the aircraft if wind velocity exceeds the maximum permissible speed.

6 EMERGENCY PROCEDURES

6.1 GENERAL

This section outlines recommended procedures for emergency situations that could occur in flight. Before each flight, be aware of the possibility of an emergency situation, and mentally prepare a plan to resolve the situation. If possible practice the emergency procedures during training.

6.2 STALL CHARACTERISTICS

At low speed, close to the stall speed (about 70 km/h – 37.8 kt) in straight flight, the aircraft will begin gently shaking just prior to the separation of airflow. In this situation, a forward movement of the stick will return the aircraft to normal flight. During slow flight, controls are fully in force and effective during speed reduction towards stall. With further speed reduction, the aircraft comes to a stall – the nose goes down below the horizon and left or right wingtip drops. The stall recovery is to be carried out as follows: briskly move the stick forward, maintain the straight direction with rudder pedals after flying speed is regained, smoothly raise the nose to maintain horizontal flight

at the desired airspeed



WARNING: When recovering from a stall, never use ailerons. The steep flight must be recovered smoothly only after sufficient speed is reached. A violent steep flight recovery at insufficient speed can lead to a secondary stall that ends in a spin. Do not fly or try flying at the stall speed intentionally.

6.3 SPIRAL DIVE RECOVERY

Recovery from a spiral dive is as follows: apply opposite rudder (against the direction of rotation) apply opposite aileron (against the direction of rotation) apply up elevator, ensuring that the maximum pull-out load factor is not exceeded WARNING: During powered flight the engine must be throttled to idle. This prevents over speeding of the engine during spin recovery. Always fly in such a way in order to prevent spiral dives. WARNING: The pilot must be sure that the aircraft is in a spiral dive and not a spin to use this recovery. Using this procedure to attempt a spin recovery is very dangerous.

6.4 SPIN RECOVERY

WARNING: The spin is a dangerous flight regime and therefore it is not allowed in this aircraft. The response of the aircraft due to incorrect piloting cannot be anticipated. Always fly in such a way in order to prevent spins.

Performing spins intentionally is prohibited. However, if it occurs by error or by an extraordinary circumstance, execution of the following steps will lead to its recovery:

1. Apply full opposite rudder and at the same time push the control stick to the forward position. Ailerons must be in neutral position.

2. When rotation stops, return the rudder to normal (neutral) position and pull out of the dive in shallow climb. Move the controls gently to prevent stress and excessive speed build-up.

WARNING: During powered flight the engine must be throttled to idle. This prevents

over speeding of the engine during spin recovery.

6.5 ENGINE FAILURE

WARNING: The engines installed in this aircraft are not certificated as aircraft engines and potential failures can occur more frequently. Take this into account and maintain sufficient height over hostile terrain such that a safe emergency landing at another location is possible at any time.



6.5.1 Engine failure during acceleration on the runway

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

6.5.2 Engine failure after take-off

1. Set the aircraft into gliding regime. Push the nose down if in a climb. Switch off the ignition. Switch off the fuel valve.

2. At altitudes less than 50 m AGL [160 ft AGL] land straight ahead making shallow turns to avoid obstacles only.

3. At higher altitudes, land into the wind or if the elevation is sufficient provide a normal shortened pattern landing. The glide ratio of the aircraft enables one to select a suitable area for an emergency landing in most cases.

4. At a sufficient altitude, one may try to restart the engine. The following procedure is to be followed: find a suitable area for emergency landing ignition switch ON, fuel valve ON increase the speed to 130-140 km/h (70-76 kt) start the engine

WARNING: Complete all attempts to restart at an altitude above 150 m (450 ft AGL) so that sufficient altitude remains for a landing in a selected area.

6.6 ENGINE FIRE

If there is a fire during the flight, it is caused by failure either of the engine, electrical system or of the fuel system. Proceed as follows:

1. Switch off the main and ignition switches and close the fuel valve, set up a normal glide.

2. Increase the speed to 130-140 km/h (70-76 kt), extend the dive brakes and with the rudder set the aircraft into slip. Maintain direction with the ailerons.

3. Complete emergency landing immediately on the nearest area that a suitable landing can be made. When on the ground, release the safety belts and when stopped, immediately exit the aircraft.

NOTE: If the pilot is wearing a parachute, the altitude is sufficient, and the fire is weakening the structure or threatening the pilot, a bail out may be preferable to a landing attempt.

6.7 BAILING OUT OF THE AIRCRAFT

If you must bail out, proceed as follows: 1. Switch the engine off (both ignition and fuel valve)



2. Release the canopy front latch by a firm pull on the canopy ejection lever 3. Unlock the canopy side locks using both hands, open it and lift it up.

Then, again using both hands, move the canopy up and back and throw it off.

4. Release the lock of the safety belts. Place your legs close to the pilot seat.

5. Bail out of the aircraft over the right or left cockpit side. 6. When sufficiently clear of the aircraft, open your personal parachute.

WARNING: Practice this procedure before your initial flights.

6.8 USE OF A ROCKET RESCUE SYSTEM (BRS)

If the aircraft is equipped with a rocket rescue system, study and adhere to the manufacturer’s instructions. When it becomes necessary to use the system, perform the following steps: 1. Tighten the safety belts 2. Main switch off 3. Engine ignition off 4. Fuel valve off 5. Lower the speed to minimum 6. Pull the rocket handle and launch the parachute. In case of a sudden failure or collision with another aircraft, if further flight is impossible even while using emergency procedures, shut off the engine (both ignition and fuel valve) and activate the BRS. In case of a fire, the fire could ignite the BRS as well, especially if it is deployed, therefore do not activate the BRS at a high altitude. Wait till one has descended to the lowest altitude possible that still allows safe deployment of the BRS to deploy it. Before impact with the ground gather up your legs and protect your face and head.

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



7 NORMAL PROCEDURES

7.1 GENERAL

ATTENTION: The recommended procedures described in this section are important. Be sure to follow recommended speeds and all prescribed procedures and inspections.

7.2 PRE FLIGHT CHECK

Before each flight inspect the aircraft for general condition, damage, incorrect fitting of parts and equipment, dirt, ruptures, clearances and leaks. WARNING: If any damage is found or if the condition of any part of the aircraft has been found unsatisfactory do not operate the aircraft. Recommended pre flight inspection procedure: open the canopy and extend the dive brakes. Inspect the following: 1. Propeller 2. Power plant from the right side 3. Right side of the cockpit 4. Fuselage under the cockpit 5. Landing gear from the right side 6. Leading edge and the bottom of the right wing 7. Inspection cup of the right wing-aileron control drive 8. Outer part of the right wing 9. Right aileron 10. Upper surface of the right wing and spoiler 11. Right side of the fuselage 12. Tail 13. Fairings of the tail section 14. Right side of the tail 15. Fin and rudder 16. Tail wheel 17. Left side of the stabilizer and elevator 18. Left side of the fuselage 19. Upper surface of the left wing and spoiler 20. Aileron of the left wing 21. Outer part of the left wing 22. Leading edge and the bottom of the left wing 23. Landing gear from the left side 24. Fuselage under the canopy on the left side 25. Power plant from the left side 26. Propeller from the left side



27. Cockpit interior and its equipment 28. Instruments 29. Canopy WARNING: Do not operate the aircraft if any damage has occurred!

7.3 FLIGHT

Prior to each take off execute the following steps:

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

7.3.1 Ground Engine Starting

1. Verify that sufficient fuel is in the fuel tank 2. Fuel valve ON 3. Ignition switches ON 4. Activate the priming pump three times 5. Throttle 1/3, start the engine. 6. Let the engine warm up at higher rpm, approximately 3500 RPM 7. Full throttle, performance test – duration 30 seconds with minimum RPM of

6000 8. Test both ignition circuits 9. Test the idle of the engine 10. Test the engine shut off by a short switch OFF WARNING: Do not take-off if any of the above tests show failure of any of the engine controls, rough running engine at any power level or failure of the engine to develop fully rated power. Read the instructions from the engine manufacturer and follow them.



WARNING: While carrying out the engine test, sit in the cockpit with the canopy closed. The aircraft must be secured with chocks. Pay attention – absolutely no one is allowed to be in the plane of propeller rotation nor to be close enough to the fuselage to touch the propeller in any way.

7.3.2 Taxiing

Taxiing under own power is possible. Always taxi at walking speed or slower. WARNING: Always taxi at walking speed or slower.

7.3.3 Prior to Take Off

Prior to each take off execute the following steps:

1. Adjust the seat back support 2. Confirm ballast requirements 3. Fit ballast if required 4. Enter the aircraft 5. Adjust the rudder pedals 6. Check the control stick and rudder pedals for full range of motion 7. Adjust and tighten the seat belts 8. Check the zero values of instruments, adjust the altimeter 9. Check the trim for the full range and set to the take off position 10. Close the cockpit canopy 11. Check that the dive brakes are closed and in the locked position 12. Verify that canopy is properly closed WARNING: When flying over 300 m (984 ft) AGL, the use of the personal parachute is recommended if BRS is not installed.

7.3.4 Normal Take Off

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

1. Trim in the middle position, elevator in the full back position. 2. Smoothly increase the engine rpm to set the aircraft into motion. As the aircraft

gathers momentum, smoothly position it on to the main wheels. Keep this position and smoothly increase the rpm to maximum.

3. Wait until the speed reaches 65-75 km/h (35-41 kt). Then by gentle backward pull of the control stick raise the aircraft into the air, up to 1 m (3 ft) above ground. Maintain this altitude until the speed reaches 85-90 km/h (47-49 kt) after which a transition to climb is made by a gentle pull on the control stick.

4. At an altitude of about 50 m (150 ft) decrease the engine rpm to 6000 in order to climb about 1.5 m/s (3 kt) at 90-100 km/h (48-59 kt), if the air is turbulent, climb at 100-110 km/h (59-65 kt). Trim the aircraft for this flight mode.



WARNING: When taking-off, keep the wings level with ailerons. Check any cross wind drift with rudder only. If a wing tip touches the ground, interrupt the take-off. Drop the rpm to idle and simultaneously push the stick forward. Wait until the aircraft stops and then switch-off the engine. Before the next take-off check the aircraft as per section 7.2 above NOTE: remember, that the engine is defined as an auxiliary one. Self launching is possible only from a good quality and sufficiently long runway. From a soft surface, from high grass or against a slope, the take-off could be unsuccessful.

7.3.5 Best Rate of Climb Speed (VY)

The best rate of climb speed occurs at 90 km/h (48 kt), Normally climb at 90-100 km/h (48-59 kt), if the air is turbulent, climb at 100-110 km/h (59-65 kt).

7.3.6 In-flight Engine Shutdown

1. Ignition switch off.

2. Fuel valve off.

3. Trim the aircraft for level flight at the speed desired.

4. The aircraft is fully trimable in the whole range of allowed speeds. All of the control surfaces are effective throughout the whole speed range; the dive brakes have essentially no influence on the trim. The view from the cockpit to the front and upper hemisphere is good. The view to the left and right rear is partially obscured by the wings, therefore use caution when maneuvering into these directions

5. The recommended thermalling speed is 85-95 km/h (46-51 kt), depending on the flight weight of the aircraft. The aircraft keeps the required attitude and speed with minimal control intervention. The roll rate is approximately 3 seconds for a 45 degree to 45 degree roll.

6. When flying close to the upper speed limit (yellow arc on the airspeed indicator), i. e. 140 - 200 km/h (75.6-108 kt), use only a maximum of 1/3 deflection of the control elements. Deflect smoothly and carefully to avoid excessive loading of the airframe and control surfaces. Dive brakes must be extended slowly and smoothly; speed should be reduced to 150 km/h (81.1 kt) before retracting them.



7.3.7 In-flight Starting of Engine

Bring the aircraft into level flight mode, reduce flight speed to 90-100 km/h (49-54 kt) and carry out the following steps: 1. open the fuel valve. 2. ignition switch on. Turn the starter key further right and start the engine. In case

the engine has not been run for an extended period of time or is cool, use the fuel primer

WARNING: Take into account that the time necessary for starting takes approximately one half minute.

WARNING: Starting of the engine should always be done only in stable straight flight.

WARNING: Remember, that your engine and accessories is only an auxiliary power unit. Always fly in such a way as to be able to land on a suitable area in the terrain in case engine extension or starting should fail.

WARNING: If engine starting is unsuccessful and the ground height has decreased below 150 m (450 ft) AGL, land on the selected emergency strip.

7.3.8 Ground Shutdown of Engine

1. ignition switch off, fuel valve off 2. after the engine has stopped, wait about 90 seconds for cooling of the

engine and its exhaust manifold

7.4 CRUISE

7.4.1 Glider

1. After shutting down the engine, trim the aircraft for level flight at the speed desired.

2. The aircraft is fully trimable in the whole range of allowed speeds. All of the control surfaces are effective throughout the whole speed range; the dive brakes have essentially no influence on the trim. The view from the cockpit to the front and upper hemisphere is good. The view to the left and right rear is partially obscured by the wings; therefore use caution when maneuvering into these directions.



3. The recommended thermalling speed is 85-95 km/h (46-51 kt), depending on the flight weight of the aircraft. The aircraft keeps the required attitude and speed with minimal control intervention. The roll rate is approximately 3 seconds for a 45 degree to 45 degree roll.

4. When flying close to the upper speed limit (yellow arc on the airspeed indicator), i. e. 150 - 205 km/h (81.0-110.7 kt), use only a maximum of 1/3 deflection of the control elements. Deflect smoothly and carefully to avoid excessive loading of the airframe and control surfaces. Dive brakes must be extended slowly and smoothly; speed should be reduced to 150 km/h (81.1 kt) before retracting them.

7.4.2 Powered

1. When the desired altitude is reached, level out the aircraft. Set the rpm in order to fly at desired speed. Trim the aircraft for this speed.

2. The aircraft is fully trimable in its full speed range. All of the control surfaces are effective throughout the whole speed range. The view from the cockpit to the front and upper hemisphere is good. The view to the left and right rear is partially obscured by the wings; therefore use caution when maneuvering into these directions.

3. The recommended economy cruising speed is 90-110 km/h (49-59 kt).

4. Recommended circling speed is 90-100 km/h (49-56 kt) according to flight weight of the aircraft. The aircraft keeps the required attitude and speed with minimal control intervention. The roll rate is approximately 3 seconds for a 45 degree to 45 degree roll. With extended engine, do not turn with a bank over 30o.

5. When flying close to the upper speed limit (yellow arc on the airspeed indicator), i. e. 140 - 200 km/h (75.6-108 kt), use only a maximum 1/3 deflection of the control elements. Deflect smoothly and carefully to avoid excessive loading of the airframe and control surfaces. Dive brakes to be extended slowly and smoothly, speed should be reduced to 150 km/h (81.1 kt).

5. To continue in flight as a pure sailplane, switch off the engine and drop the air speed to 90 - 100 km/h (49-56 kt).

6. When one has descended to an altitude unsafe for flying as a pure sailplane, adhere to the following procedure: – select a suitable strip for an emergency landing – perform an approach and landing as described below or – restart engine as described above – if the engine fails to start, land at the preselected emergency landing strip

WARNING: When flying over 300 m (900 ft) AGL, the pilot should be equipped with a personal parachute. This is not needed if the aircraft is equipped with integrated rescue system (BRS).



7.5 APPROACH

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

2. Set speed to 90-100 km/h [49-54 kt]. In case of turbulence or rain increase it to 100-110 km/h [54-60 kt]. Maintain these speeds during the whole approach.

3. On final, use the dive brakes to control the descent of the aircraft (fully extended, the glide ratio drops to less than 1:7). Operate the dive brakes gently to prevent dropping or floating of the aircraft. If engine is running, set it to idle RPM.

WARNING: You may control the descent of the aircraft when flying the landing pattern. However, before entering any turn, close the dive brakes. Flying with the dive brakes extended when the aircraft is in a turn is not recommended.

7.6 NORMAL LANDING

1. At the height of 5 m (15 ft), smoothly raise the nose to horizontal flight to flare at 0.3-0.5m [1–1.5 ft] above the ground. In order to prevent a rough contact with the ground, reduce the dive brakes. Allow the speed to reduce by holding the constant height such that the aircraft lands at the speed of 60-65 km/h [32-35 kt] on the wheel. Maintain this "wheel" position until the front wheel settles to the runway by itself.

2. The landing can be shortened by full extension of the dive brakes and by using the wheel brake immediately after the landing.

7.7 INFORMATION ON STALLS SPINS AND ANY OTHER USEFUL INFORMATION

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

8 AIRCRAFT GROUND HANDLING AND SERVICING

8.1 SERVICING FUEL, OIL AND COOLANT

8.1.1 Fueling:

1. Mix fuel with oil at the prescribed ratio.

2. The ignition switch must be OFF.



3. The fueling is done using a funnel with a fine screen installed to catch impurities.

4. Open the fuel filler cap and pour in the desired amount of fuel.

5. Close the filler cap.

The maximum tank volume is 40 liters (10.6 US gallons); unusable amount is 2 liter (about 0.5 US gallons). While fueling, observe standard precautions for handling flammable liquids. WARNING: Fueling must be done outside in the open air. Be aware of handling precautions for combustibles and obey them. A functional fire extinguisher must be available. Pay attention to the possibility of static electricity discharge originated from clothing made from synthetic fabric, or other sources. Pay attention in the last phase of the refueling in order to prevent spilling. WARNING: Only use fresh fuel in this aircraft. Do not store either fuel or fuel/oil mixtures for extended periods of time before fueling the aircraft.

8.1.2 Oil

Castrol TTS or equivalent mixed with fuel 1:50 See the ROTAX operation manual supplied with this aircraft for additional information.

8.1.3 Cooling

There is no engine coolant in this aircraft.

8.2 TIE-DOWN INSTRUCTIONS

Parking this aircraft in the open air for extended periods should be avoided. It should only be stored or parked in well-ventilated buildings. When parking, close and cover the canopy. When parking this aircraft for short periods of time, use ropes attached to the wingtip wheels and the tail wheel to secure the aircraft. Do not apply excessive force to the aircraft with the ropes. WARNING: Parking this aircraft in the open air without protection against weather and sunlight affects the life of the airframe, canopy and interior.

8.3 RIGGING AND DERIGGING OF THE AIRCRAFT

8.3.1 Rigging of the wings



1. Remove the cover behind the passenger head.

2. Lubricate all moving parts and abrasive surfaces.



3. Insert both wings onto the fuselage, position them properly so that the fuselage pins match their counterparts in the wings, level the holes for the main wing pins.

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

aircraft.



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

6. Screw the large round aluminum nuts on both pin bolts. Use the small nuts to

secure the winding. Tighten the bolts and nuts in order to minimize the clearance between spars.



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

8. Connect the pushrods of the ailerons and air brakes with pins on both sides. Do

not forget to secure the nuts with safety pins or split pins.



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

10. Remove the part blocking the ailerons during the transport, remove the adhesive

tapes blocking the air brakes and inspect deflections of ailerons and air brakes.



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

8.3.2 Rigging of the horizontal tail

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



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

14. Screw down the vertical bolt connecting the elevator to the rudder and secure it

by screwing down the securing red plate. Fix the small white cover using a bolt.



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

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

17. Use adhesive tape to seal the gap between the wings and fuselage.

WARNING: After each rigging of the airplane check again the correct connection and securing of all pins and connections. It is strongly recommended this duplicate inspection should be carried out by an independent and experienced person.



8.4 ADDITIONAL INSPECTIONS

8.4.1 Post Flight Inspection

Wear and tear of single parts and groups to be inspected as in the pre-flight inspection. Any defects and wear must be repaired. WARNING: Do not operate the aircraft if any damage has occurred!

8.4.2 Regular End of Day Inspection

Carry out the following checks after every flight day:

1. Surface of the aircraft: clean the entire surface. 2. Electric system: check the battery and its charge state. 3. Internal fixtures and emergency devices: check the first-aid kit. Check the

canopy release mechanism. 4. Controls and Levers: check all control devices, their function and condition,

also check the engine controls 5. Instrument Panel: check the fittings of the instrument panel and the

instruments for potential damage 6. Undercarriage: check the condition of the landing wheels, check the brake, and

check the tire pressures 7. Flight Instruments: check adjustment and zero values of the instruments 8. Fuselage: check the condition of the surface, the wing to fuselage pins

connection. 9. Tail: check the skin surface, the deflections of the rudder and the elevator.

Check the connecting pins to the fuselage. 10. Canopy: check the canopy, the locks and hinges. Clean the canopy. 11. Wing: check the skin surface, the ailerons and their hinges. Check the pins

connecting the wings together. 12. Power Plant: check the condition of the engine fittings. Check the fuel tank,

and the fuel line for leakage. Check all joints of the retracting mechanism. Check the engine itself in accordance with its manufacturer’s instructions.

13. Propeller: inspect the propeller for damage and check the condition of the bolts in the hub.

14. Engine: check all the pins and bolts connecting the engine to the airframe. Check the fixing of the engine cover.



9 REQUIRED PLACARDS AND MARKINGS

9.1 AIRSPEED INDICATOR MARKINGS

WHITE BAND 70-80 km/h Speed from VSO up to min. cruising speed

GREEN BAND 80-140 km/h NORMAL cruising speed up to VB speed YELLOW BAND 140-200 km/h Flight can be executed in calm air only

up to VNE RED LINE 200 km/h NEVER EXCEED SPEED VNE 70 km/h STALL SPEED VSO

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

9.2 OPERATING LIMITATIONS ON INSTRUMENT PANEL

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

9.3 PASSENGER WARNING

“This aircraft was manufactured in accordance with Light Sport Aircraft airworthiness standards and does not conform to standard category airworthiness requirements.” The placard is placed on the left side of the instrument panel.

9.4 NO INTENTIONAL SPINS

The placard “NO INTENTIONAL SPINS” is placed on the instrument panel

9.5 EMPTY WEIGHT

The placard showing empty weight, MTOW, max. weight of crew, min. weight of pilot in the front seat and allowable weight of baggage is placed on the left side panel.

9.6 SPEED AND ENGINE VALUES

The placard showing stall speed, max. allowed speed, max. gust speed, max. rpm and max. CHT is placed on the left side of the instrument panel.



9.7 MAXIMUM AND MINIMUM WEIGHT OF CREW

Placard is on instrument panel.

9.8 ALLOWABLE WEIGHT OF BAGGAGE

None

9.9 MISCELLANEOUS PLACARDS AND MARKINGS

9.9.1 Outside Signs

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

9.9.2 Inside Placards

On the instrument panel at the ignition switch: ”IGNITION” Cockpit – right side at the BRS handle: ”BALLISTIC RESCUE

SYSTEM” At single fuses: “BRAUNIGER”, “SECOND

BATTERY”, “RECHARGE”, “RADIO”, “TRANSPONDER” Front side of the front instrument panel: name plate



9.9.3 Symbols Used

Trim: heavy on tail – heavy on nose

Air brakes: extended – retracted

Fuel valve: open – closed

Air ventilation: open – closed

Canopy: open

10 SUPPLEMENTARY INFORMATION

10.1 FAMILIARIZATION FLIGHT PROCEDURES

For familiarization flight procedures, refer to the Flight Training Supplement

10.2 PILOT OPERATING ADVISORIES

None

10.3 CONTINUED AIRWORTHINESS INSTRUCTIONS

10.3.1 Reporting maintenance, service and safety difficulties

The owner/operator of the aircraft is responsible for notifying the manufacturer of any safety of flight issue or significant maintenance or service difficulty upon discovery. The notification can be accomplished via any communication channel to the manufacturer at the address given in section 1.4. The preferred method is via email to the address [email protected]. The notification should be in English and should comprise following information:



Name, email address, postal address and telephone number of the aircraft’s owner/operator

Name and contact information of the reporting person Serial number of the affected aircraft Make and model of the affected aircraft Exact date and time of the reported event Location of the reported event Weather conditions (if relevant) Detail description of the event Severity of the reported event

The owner/operator can photocopy, fill-out and fax the form in section 10.3.5, or use the report form downloaded from manufacturer’s web pages (www.testandfly.com), section “Download”.

10.3.2 Reporting aircraft owner/operator contact information

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

name email address telephone number postal address

10.3.3 Obtaining the latest safety of flight information

Reports with safety of flight and service difficulty issues received by the manufacturer from the aircraft owners/operators are immediately recorded and evaluated. When corrective action is determined to be warranted, a notice is issued to all known owners/operators of the effected aircraft. The notice takes the form of notification bulletins. The bulletin is sent to current owners/operators via their preferred communication channels. All bulletins are also published on the manufacturer’s web pages (www.testandfly.com) in section „Bulletins“.

10.3.4 Bulletin requisites

1. The bulletin is issued in a form of PDF document. 2. The page header of the bulletin contains the following information:

a. The name, postal address, email address, and telephone number of the company,

b. The date the notice is released,



c. The date the notice takes effect, d. The make and model of the affected aircraft, e. The serial number of the affected aircraft, f. The number that uniquely identifies the bulletin, g. The page number and number of total pages.

3. The first page of the bulletin denotes the type of notification. This can be one of the following:

a. SAFETY ALERT for notifications that require immediate action b. SERVICE BULLETIN for notifications that do not require immediate

action but do recommend future action c. NOTIFICATION for notifications that do not necessarily recommend

future action but are primarily for promulgation of continued airworthiness information

Note: The owner/operator of the aircraft is responsible for complying with all manufacturer issued bulletins (notices of corrective action) and for complying with all applicable aviation authority regulations. Note: The owner of the aircraft should ensure that any needed corrective action be completed as specified by notice, or by the next Schedule annual inspection.

10.3.5 Report of non-standard event



REPORT OF NON-STANDARD EVENT

TeST, spol. s r.o. Příkop 843/4 602 00 BRNO Czech Republic

Tel: +420 241 00 44 99 eMail: [email protected] Web : www.testandfly.com

Report number

Aircraft make and model

Aircraft serial number

Pilot name

Pilot postal address

Pilot email

Pilot telephone

Date and time of the event

Location / place of event

1/2



REPORT OF NON-

STANDARD EVENT

TeST, spol. s r.o. Příkop 843/4 602 00 BRNO Czech Republic

Tel: +420 241 00 44 99 eMail: [email protected] Web : www.testandfly.com

Report number

Detailed Event Description

Reported by: ……………………………….. Signature: …………………………………..



11 FLIGHT TRAINING SUPPLEMENT

This supplement contains important information regarding flight training requirements specific to this aircraft type. Read all documents supplied with this aircraft carefully before flight. In particular, the Aircraft Operating Instructions contain important procedures that must be followed for safe operation of this aircraft. The flight characteristics of this aircraft are similar to other high performance gliders. However, this aircraft has a retractable engine with specific procedures required for its safe use. Be certain to follow the procedures contained in the AOI for engine extraction/retraction and operation.

11.1 FAMILIARIZATION FLIGHTS

During the initial phase of becoming familiar with this aircraft, favourable weather should be utilized. Visibility should exceed 10 km (7 miles), cloud bases should be at least 1000 m (3000 ft) AGL with winds not exceeding 5 m/s (10 kts) with a maximum cross wind component of 2 m/s (4 kts) and minimal turbulence. In the initial flights, limit bank angles to 30 degrees. Once familiar with the basic flight characteristics of the aircraft, or if the aircraft is not equipped with a tow hook, the engine can be utilized for takeoff. On the first takeoff under engine power, one should climb to 4000 ft AGL or above and then shut down the engine and land the aircraft. In-flight engine starting should not be attempted until familiar with the basic flight characteristics of the aircraft under powered flight and with the engine switched off. Initial in-flight engine restarting should not be attempted below 4000 ft AGL.

11.2 SPINS AND SPIRAL DIVES

Performing spins, even for training purposes, is prohibited. When training for recovery from spiral dives, great care must be taken to ensure that one is not inadvertently in a spin.



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TST-13 Aircraft Manual With 503 Engine LSA Rev.1

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