Symphony SA 160 Aircraft Flight Manual
Below you will find brief information for Aircraft SA 160. The Aircraft SA 160 is a single-engine, fixed-wing aircraft that is designed for VFR and IFR operations. It can be flown day or night. The aircraft is certified for normal category operations and is not approved for flight into known icing conditions. This manual will provide information on operating limits, emergency procedures, normal procedures, and performance data.
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Symphony AIRCRAFT APPLICABILITY / REVISIONS SA 160 APPLICABILITY This handbook contains information applicable to the model SA 160 aircraft designated by serial number and registration number shown on the title page. All information is based on data available at the time of delivery of your aircraft by Symphony Aircraft Industries Inc. NOTE: A current handbook must be in the aircraft during flight. It is the operator's responsibility to maintain the handbook in a current status. Revisions The information in this handbook will be kept current by revisions issued by Symphony Aircraft Industries. Revision material will contain information necessary to update the text, figures, and charts of the present handbook and / or add information. 1. Incorporating Revisions Revisions must be incorporated as they are issued. Revision status is noted on List of Revisions page and Log of Effective Pages table in this section. Revisions shall be inserted into the handbook as follows: (a) Always replace pages with revision pages of same page number. (b) Insert additional pages in correct numerical order within each section. Feb 25, 2005 i Symphony AIRCRAFT APPLICABILITY / REVISIONS SA 160 2. Identification of Revised Material Revisions, additions and deletions will be identified by a vertical black line along the outside of the page opposite only the portion of the printed matter that was changed. A line along the outside margin of the page beside the page number indicates that non-changed material has a new physical location only. The date of the revision is shown on each revised page. ii Feb 25, 2005 Symphony AIRCRAFT LOG OF EFFECTIVE PAGES SA 160 LOG OF EFFECTIVE PAGES The following Log of Effective Pages provides a listing of all effective pages in the POH, as well as the date of issue or revision. Revision Level Date of Issue 0 (Original Issue) Feb 25, 2005 PAGE Title i ii iii iv v vi vii viii ix x xi 1-1 1-2 1-3 1-4 1-5 1-6 DATE Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 PAGE 1-7 1-8 1-9 1-10 1-11 1-12 1-13 1-14 2-1 2-2 2-3 2-4 2-5 2-6 2-7 2-8 2-9 2-10 DATE Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 iii Symphony AIRCRAFT LOG OF EFFECTIVE PAGES PAGE 2-11 2-12 3-1 3-2 3-3 3-4 3-5 3-6 3-7 3-8 3-9 3-10 3-11 3-12 3-13 3-14 3-15 3-16 3-17 3-18 3-19 3-20 3-21 4-1 4-2 4-3 4-4 4-5 4-6 4-7 4-8 4-9 iv DATE Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 SA 160 PAGE 4-10 4-11 4-12 4-13 4-14 4-15 4-16 4-17 4-18 4-19 4-20 4-21 4-22 4-23 4-24 4-25 4-26 4-27 4-28 4-29 4-30 4-31 4-32 5-1 5-2 5-3 5-4 5-5 5-6 5-7 5-8 5-9 DATE Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Symphony AIRCRAFT LOG OF EFFECTIVE PAGES SA 160 PAGE DATE PAGE DATE 5-10 5-11 5-12 5-13 5-14 5-15 5-16 5-17 5-18 5-19 5-20 5-21 5-22 5-23 5-24 6-1 6-2 6-3 6-4 6-5 6-6 6-7 6-8 6-9 6-10 6-11 6-12 6-13 6-14 7-1 7-2 7-3 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 7-4 7-5 7-6 7-7 7-8 7-9 7-10 7-11 7-12 7-13 7-14 7-15 7-16 7-17 7-18 7-19 7-20 7-21 7-22 7-23 7-24 7-25 7-26 7-27 7-28 7-29 7-30 7-31 7-32 7-33 7-34 7-35 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 v Symphony AIRCRAFT SA 160 LOG OF EFFECTIVE PAGES PAGE 7-36 7-37 7-38 7-39 7-40 7-41 7-42 7-43 7-44 7-45 7-46 7-48 7-49 7-50 7-51 7-52 7-53 7-54 8-1 8-2 8-3 8-4 8-5 8-6 8-7 8-8 8-9 8-10 8-11 8-12 8-13 8-14 vi DATE Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 PAGE DATE 8-15 8-16 8-17 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Symphony AIRCRAFT SA 160 LOG OF EFFECTIVE PAGES INTENTIONALLY LEFT BLANK Feb 25, 2005 vii Symphony AIRCRAFT LOG OF EFFECTIVE PAGES SA 160 INTENTIONALLY LEFT BLANK viii Feb 25, 2005 Symphony AIRCRAFT LIST OF REVISIONS SA 160 LIST OF REVISIONS Rev. No. Date Feb 25, 2005 Page No. Description Approval ix Symphony AIRCRAFT LIST OF REVISIONS SA 160 INTENTIONALLY LEFT BLANK x Feb 25, 2005 Symphony AIRCRAFT SA 160 CONTENTS CONTENTS SECTION GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . 2 EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . 3 NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . 4 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . 5 WEIGHT AND BALANCE EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . 6 DESCRIPTION AND OPERATION OF THE AIRCRAFT AND ITS SYSTEMS . . . . . . . . . . 7 HANDLING, SERVICING AND MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . 8 SUPPLEMENT . . . . . . . . . . . . . . . . . . . . . . . . . 9 Feb 25, 2005 xi Symphony AIRCRAFT SA 160 Symphony SECTION 1 GENERAL AIRCRAFT SA 160 SECTION 1 GENERAL TABLE OF CONTENTS Page Aircraft Views (3) ..............................................................................1-2 1.1 Introduction..........................................................................................1-4 1.3 Technical Data ......................................................................................1-5 Engine.................................................................................................1-5 Propeller .............................................................................................1-5 Fuel......................................................................................................1-5 Oil........................................................................................................1-6 Maximum Certificated Weights......................................................1-6 Typical Aircraft Weights ...................................................................1-6 Cabin and Entry Dimensions .........................................................1-7 Baggage Space...................................................................................1-7 Specific Loadings ..............................................................................1-7 Other Data .........................................................................................1-7 1.5 Symbols, Abbreviations and Terminology .......................................1-8 (a) General Airspeed Terminology and Symbols......................1-8 (b) Meteorological Terminology ................................................1-10 (c) Power Terminology................................................................1-11 (d) Engine Instruments ...............................................................1-11 (e) Aircraft Performance and Flight Planning Terminology...........................................................1-11 (f) Weight and Balance ...............................................................1-12 (g) Other Definitions ...................................................................1-14 Feb 25, 2005 1-1 Symphony SECTION 1 GENERAL AIRCRAFT SA 160 AIRCRAFT VIEWS m (ft.) 10.67 (35) 2.11 (6.92) 1.118 (3.67) 0.86 (2.82) 3.27 (10.75) Abb. 1-1(1) Aircraft Views 1-2 Feb 25, 2005 Symphony SECTION 1 GENERAL AIRCRAFT SA 160 2.82 (9.25) 1.72 (5.67) 6.960 (22.84) Notes: The ground clearance of the propeller at maximum takeoff weight and in the takeoff attitude is at least 0.180 m (7 in.). Maximum propeller diameter is 1.854 m (73 in.). The wing area is 11.93 m² (128.4 sq.ft.). A minimum turning radius of 6.6 m (21.7 ft) (Pivot point to the wing tip) can be achieved. Control Surface Deflections: - Aileron Up 23° - Down 17°; - Elevator Up 21° - Down 20°; - Rudder Left 21°- Right 21°; - Trim Tab Up 10° - Down 20°; - Flaps - Down 0° to 40°. Abb. 1-1(2) Aircraft Views Feb 25, 2005 1-3 Symphony SECTION 1 GENERAL AIRCRAFT SA 160 1.1 INTRODUCTION This manual constitutes a Transport Canada approved Airplane Flight Manual for Canadian registered airplanes in accordance with AWM 523. In countries other than Canada, Transport Canada operating rules may not apply. Operators must ensure that the aircraft is operated in accordance with national operating rules. The manual is divided into 8 sections and contains data for the pilot that must be available in accordance with the CARs. Supplementary specifications of the aircraft manufacturer are also included. The handbook is intended to familiarize the pilot with the aircraft, operating limits, emergency procedures, normal procedures and performance. The handbook does not serve as a substitute for appropriate flight training and knowledge of valid airworthiness advisories, the relevant official aviation rules and the advisory circulars. It is not intended as orientation for flight, basic training, or as a training manual, and it may only be used as the current status for the operation of the Aircraft. The handbook is divided into sections, which are numbered with Arabic digits. Each section is divided by separator sheets for speedy reference. The operating limits and the emergency procedures are placed before the normal procedures, the performance data and the other sections. The section "Emergency Procedures" is marked with a red tab divider so that this section can be looked up immediately. Provision for an extension to the handbook is provided. Therefore, some paragraph numbers, figure numbers, position numbers and pages are deliberately omitted and annotated "Intentionally left blank". 1-4 Feb 25, 2005 Symphony SECTION 1 GENERAL AIRCRAFT SA 160 1.3 TECHNICAL DATA Engine (a) Number (b) Engine Manufacturer (c) Engine Model (d) Engine Type (e) Rated Power (f) Rated Speed (g) Bore (h) Stroke (i) Displacement (j) Compression Ratio 1 Textron Lycoming. O-320-D2A Four cylinder, direct drive, horizontally opposed, air cooled engine with a float type carburetor 119 kW (160 BHP) 2700 RPM 130.175 mm (5.125 in.) 98.425 mm (3.875 in.) 5.24 l (319.8 cu.in.) 8.5:1 Propeller (a) Number (b) Propeller Manufacturer (c) Propeller Model (d) Number of Blades (e) Propeller Diameter (f) Propeller Type 1 MT-propeller MT 186 R 140-3D P-244-3 2 1860 mm, (73.2) Wood, fixed pitch Fuel (a) Fuel (b) Total Capacity (c) Total Usable Feb 25, 2005 Approved Fuel Grades AVGAS 100 LL blue 122 l (32.2 U.S. Gal) 110 l (29.1 U.S. Gal) 1-5 Symphony SECTION 1 GENERAL AIRCRAFT SA 160 Oil (a) Oil Specification Aviation Grade Straight Mineral Oil MIL-L-6082 and Aviation Grade Ashless Dispersant Oil MIL-L-22851 (b) Oil Viscosity Mean EnvironmentTemperature MIL-L-6082 Above 16°C (60°F) -1°C (30°F) to 32°C (90°F) -18°C (0°F) to 21°C(70°F) Below -12°C (10°F) MIL-L-22851 Ashless Dispersant SAE 50 SAE 40 SAE 30 SAE 20 SAE 40 or SAE 50 SAE 40 SAE 30 or SAE 40 SAE 30 (c) Max. Oil Capacity (d) Recommended Oil Quantity 7.6 l (8 qt) 4.7 - 6.6 l (5 -7 qt) Maximum Certified Weights (a) Maximum Ramp Weight (b) Maximum Takeoff Weight (c) Landing Weight (d) Maximum Weight in Baggage Compartment but in the front or rear area maximum 975 kg (2150 lbs) 975 kg (2150 lbs) 926 kg (2041 lbs) 75 kg (165 lbs) 45 kg (99 lbs) Typical Aircraft Weights (a) Empty Weight depending on installed equipment: (b) Maximum Useful Load 1-6 630 - 660 kg (1389 - 1455 lbs) 345 kg (761 lbs) Feb 25, 2005 Symphony SECTION 1 GENERAL AIRCRAFT SA 160 Cabin and Entry Dimensions (a) Maximum Cabin Width (b) Maximum Cabin Length (c) Maximum Cabin Height (d) Maximum Entry Width (e) Maximum Entry Height (f) Maximum Sill Height 1.10 m (43.3 in.) 1.22 m (48.0 in.) 1.14 m (44.8 in.) 0.805 m (31.7 in.) 0.80 m (31.5 in.) 0.838 m (33 in.) Baggage Spaces (a) Compartment Width (b) Compartment Length (c) Compartment Height (a) Volume 0.44 m (17.3 in.) - 0.87 m (34.3 in.) 1.255 m (49.4 in.) 0.45 m (17.7 in.) - 0.77 m (30.3 in.) 870 l (30.72 cu.ft) Specific Loadings (a) Wing Area Loading (b) Power Loading Feb 25, 2005 2 81.7 kg/m (16.73 lbs/sq.ft.) Takeoff Power (N) / 975 x 9.81 (N) = 0.122 = 8.19 kg/kW (13.89 lbs/hp) 1-7 SECTION 1 GENERAL Symphony AIRCRAFT SA 160 1.5 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY The following definitions are for symbols, abbreviation, and terms which are used in this handbook or are relevant for the pilot during the operation of the Aircraft. (a) General Airspeed Terminology and Symbols CAS Calibrated Airspeed means the indicated speed of an aircraft, corrected for position and instrument error. CAS is equal to TAS in standard atmosphere at sea level. KCAS Calibrated Airspeed expressed in "knots”. GS Ground Speed is the speed relative to the ground. IAS Indicated Airspeed is the speed of an aircraft as shown on the airspeed indicator when corrected for instrument error. IAS values published in this Handbook assume zero instrument error. KIAS Indicated Airspeed expressed in "knots". M Mach Number is the ratio of true airspeed to the speed of the sound. TAS True Airspeed is the airspeed of an Aircraft relative to undisturbed air which is the CAS corrected for altitude, temperature and compressibility. 1-8 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 1 GENERAL VA / VO Maneuvering Speed is the maximum speed at which application of full available aerodynamic control will not overstress the Aircraft. VFE Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. VNE/MNE Never Exceed Speed or Mach Number is the speed limit that may not be exceeded at any time. VNO Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air and then only with caution. VS Stall Speed or the minimum steady flight speed at which the Aircraft is controllable. VSO Stall Speed with flap or the minimum steady flight speed at which the Aircraft is controllable in the landing configuration. Vx Best Angle-of-Climb Speed is the airspeed which delivers the greatest gain of altitude in the shortest possible horizontal distance. VY Best Rate-of-Climb Speed is the airspeed which delivers the greatest gain in altitude in the shortest possible time. Feb 25, 2005 1-9 SECTION 1 GENERAL Symphony AIRCRAFT SA 160 (b) Meteorological Terminology ISA International Standard Atmosphere in which (1) The air is a dry perfect gas; (2) The temperature at sea level is 15° Celsius (59° Fahrenheit); (3) The pressure at sea level is 29.92 inches h g.(1013.2 mb); (4) The temperature gradient from sea level to the altitude at which the temperature is -56.5°C ( -69.7°F) is - 0.00198°C ( - 0.003564°F) per foot and zero above that altitude. OAT Outside Air Temperature is the free air static temperature, obtained either from inflight temperature indications or ground meteorological sources, adjusted for instrument error and compressibility effects. MSN Mean Sea Level Indicated Pressure Altitude The number actually read from an altimeter when the barometric subscale has been set to 29.92 inches of mercury (1013.2 mb). Pressure Altitude Altitude measured from standard sea level pressure (29.92 in. hg.) by a pressure or barometric altimeter. It is the indicated pressure altitude corrected for position and instrument error. In this Handbook, altimeter instrument errors are assumed to be zero. Station Pressure Actual air pressure at field elevation. 1-10 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 1 GENERAL (c) Power Terminology Takeoff Power The maximum power permissible for takeoff (may be time limited). Maximum Continuous Power Highest power setting, not limited by time. Cruise Climb Power Power recommended for cruise climb. Maximum Cruise Power The maximum power setting for which specific values of fuel flow and airspeed are presented. (d) Engine Instruments EGT-Indicator Exhaust Gas Temperature Indicator CHT-Indicator Cylinder Heat Temperature Indicator (e) Aircraft Performance and Flight Planning Terminology Climb Gradient The demonstrated ratio of the change in height during a portion of a climb, to the horizontal distance traversed in the same time interval Feb 25, 2005 1-11 SECTION 1 GENERAL Symphony AIRCRAFT SA 160 Demonstrated Crosswind Velocity The demonstrated crosswind velocity is the velocity of the crosswind component for which adequate control of the Aircraft during takeoff and landing was actually demonstrated during certification tests. Accelerate-Stop Distance The distance required to accelerate an Aircraft to a specified speed and, assuming failure of an engine at the instant that speed is attained, to bring the Aircraft to a stop. Route Segment A part of a route. Each end of that part is identified by: (1) a geographical location; or (2) a point at which a definite radio fix can be established. MEA Minimum enroute IFR altitude. (f) Weight and Balance Reference Datum An imaginary vertical plane from which all horizontal distances are measured for balance purposes. Station A location along the Aircraft fuselage usually given in terms of distance from the reference datum. Arm The horizontal distance from the reference datum to the center of gravity (C.G.) of an item. 1-12 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 1 GENERAL Moment The product of the weight of an item multiplied by its arm. (Moment divided by a constant is used to simplify balance calculations by reducing the number of digits.) Center of gravity (C.G.) The point at which an Aircraft would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the Aircraft. C.G. Arm The arm obtained by adding the Aircraft's individual moments and dividing the sum by the total weight. C.G. Limits The extreme center of gravity locations within which the Aircraft must be operated at a given weight. Usable Fuel Fuel available for flight planning purposes. Unusable Fuel Fuel remaining after a run out test has been completed in accordance with governmental regulations. Standard Empty Weight Weight of a standard Aircraft including unusable fuel, full operating fluids and full oil. Basic Empty Weight Standard empty weight plus optional equipment. Useful load Difference between take off weight, or ramp weight if applicable, and basic empty weight. Feb 25, 2005 1-13 SECTION 1 GENERAL Symphony AIRCRAFT SA 160 Payload Weight of occupants, cargo and baggage. Maximum Ramp Weight Maximum weight approved for ground maneuvre. (It includes weight of start, taxi and run up fuel.) Maximum Takeoff Weight Maximum weight approved for the start of the takeoff run. Maximum Landing Weight Maximum weight approved for the landing touchdown. Maximum Zero Fuel Weight Maximum weight exclusive of usable fuel. (g) Other Definitions WARNING ! Methods, procedures or limits which must be followed precisely to avoid injury or death. CAUTION ! Methods, procedures or limits which must be followed to avoid damage to equipment. NOTE: Additional procedures or information pertaining to the text. 1-14 Feb 25, 2005 Symphony SECTION 2 LIMITATIONS AIRCRAFT SA 160 SECTION 2 LIMITATIONS TABLE OF CONTENTS 2.1 2.3 2.5 2.7 2.9 2.11 2.13 2.15 2.17 2.19 2.21 2.23 2.25 General ..................................................................................................2-2 Airspeed Limitations...........................................................................2-2 Airspeed Indicator Markings.............................................................2-3 Power Plant Limitations .....................................................................2-4 Engine Parameter Color Markings ...................................................2-5 Weight Limits .......................................................................................2-6 Center of Gravity Limits.....................................................................2-6 Maneuver Limits .................................................................................2-6 Flight Load Factor Limits ...................................................................2-7 Crew ......................................................................................................2-7 Kinds of Operations ............................................................................2-7 Fuel Limitations ...................................................................................2-8 Other Limitations ................................................................................2-8 (a) Airframe.....................................................................................2-8 2.27 Temperature Limitation ......................................................................2-8 2.29 Placards .................................................................................................2-9 Feb 25, 2005 2-1 Symphony SECTION 2 LIMITATIONS AIRCRAFT SA 160 2.1 GENERAL This section contains the operating limits (approved by the regulatory authority), the instrument markings, the color coding and the most important placards that are necessary for the safe operation of the aircraft, engine, systems, and the aircraft's standard equipment. The Chapter 4 "Airworthiness" of the SA 160 Maintenance Manual contains the prescribed limitations concerning the maintenance. The aircraft must be operated in compliance with these operating limits, which are provided in the form of markings and placards as well as in this manual. Operating limits for specific systems and equipment are incorporated in section 9, entitled "Supplements". 2.3 AIRSPEED LIMITATIONS Airspeed KIAS KCAS VNE Do not exceed this speed in any operation. 162 162 Maximum Structural Cruising Speed VNO - Do not exceed this speed except in smooth air and then only with caution. 130 130 116 116 Maneuvering Speed VA / VO at weight 975 kg (2150 lbs). Do not make full or abrupt control movements above this speed. 2-2 Feb 25, 2005 Symphony SECTION 2 LIMITATIONS AIRCRAFT SA 160 Airspeed KIAS KCAS Maximum Flap Extended Speed VFE, Flap setting 20° and 40° Do not exceed this speed with flaps down. 90 89 Stalling Speed VS - Minimum steady flight speed at which the aircraft is controllable. 60 59 Stalling Speed VSO - Minimum steady flight speed at which the aircraft is controllable in the landing configuration. 51 50 WARNING ! The maneuvering speed decreases at lighter weight as the effects of aerodynamic forces become more pronounced. Linear interpolation may be used for intermediate gross weights. Maneuvering speed should not be exceeded while operating in rough air. 2.5 AIRSPEED INDICATOR MARKINGS Markings KIAS Remarks Red Line 162 Yellow Arc 130 - 162 Never exceed speed. Maximum speed for all operations. Operations must be conducted with caution and only in smooth air. Feb 25, 2005 2-3 Symphony SECTION 2 LIMITATIONS AIRCRAFT SA 160 Markings KIAS Remarks Green Arc 60 - 130 Normal Operating Range White Arc 51 - 90 Full Flap Operating Range 2.7 POWER PLANT LIMITATIONS (a) Number of Engines (b) Engine Manufacturer (c) Engine Model Number (d) Engine Operating Limits (1) Maximum Takeoff Power (2) Maximum Engine Speed (3) Maximum Oil Temperature (e) Oil Pressure Minimum Oil Pressure (Red Line) Maximum Oil Pressure (Red Line) (f) Fuel Pressure Minimum Pressure (Red Line) Maximum Pressure (Red Line) (g) Fuel grade (minimum requirement) only aviation fuel (h) Oil grades (minimum requirement) (h) Number of Propellers (i) Propeller Manufacturer (j) Propeller Model (k) Propeller Diameter (l) Static RPM at Maximum Takeoff Power 2-4 1 Textron Lycoming O-320 D2A 119 kW (160 BHP) 2700 RPM 245 °F (118°C) 25 psi 97 psi 0.5 psi 8 psi AVGAS 100LL aviation oils (see section 8, para. 8.11) 1 MT-Propeller MT 186 R 140-3D 1.854 m (73 in.) 2700 RPM Feb 25, 2005 Feb 25, 2005 2 -16 0.5 - 8.0 150 - 435 1300 -1550 24.0 - 28.7 1 - 50 FUEL PRES ~ PSI CHT ~ °F EGT ~ °F VOLTS ~ V AMPS ~ A 55 - 95 FUEL FLOW ~ GPH 25 - 54 75 - 245 0 - 24 OIL TEMP ~ °F OIL PRES ~ PSI 13.0 - 29.0 GREEN ARC (NORMAL OPERATING RANGE) MAN PRES ~ HG LOW YELLOW ARC (CAUTION!) 0600 - 2700 LOW RED ARC (PROHIBITED) RPM ~ U / MIN Parameter AIRCRAFT 32.0 501 8.1 19 SA 160 28.8 - 31.9 436 - 500 17 - 18 98 96 - 97 246 31.1 2701 UPPER RED ARC (PROHIBITED) 29.1 - 31.0 UPPER YELLOW ARC (CAUTION!) ENGINE PARAMETER COLOR MARKINGS ON THE VM 1000 INDICATOR Symphony SECTION 2 LIMITATIONS 2.9 ENGINE PARAMETER COLOR MARKINGS 2-5 Symphony SECTION 2 LIMITATIONS AIRCRAFT SA 160 2.11 WEIGHT LIMITS (a) Maximum Ramp Weight: (b) Maximum Takeoff Weight: (c) Maximum Landing Weight (d) Maximum Weight in Baggage Compartment but in the front or rear area maximum NOTE: 975 kg (2150 lbs) 975 kg (2150 lbs) 926 kg (2042 lbs) 75 kg (165 lbs) 45 kg (99 lbs) For dependence maximum weights on performance see section 5, “Performance”. 2.13 CENTER OF GRAVITY LIMITS Weight kg /lbs 648 / 1428 975 / 2150 NOTE: Forward (m / in. aft of Datum.) Aft (m / in. aft of Datum) 2.45 / 96.46 - 2.60 / 102.36 Changes between the specified points are linear. The reference datum is 1.5367 m (60.5 in.) in front of the firewall. Statements for correct loading see also in section 6, “Weight and Balance". 2.15 MANEUVER LIMITS All aerobatics maneuvers including spins are prohibited. The aircraft is authorized for maneuvers in which the angle off bank is not more than 60°. 2-6 Feb 25, 2005 Symphony SECTION 2 LIMITATIONS AIRCRAFT SA 160 2.17 FLIGHT LOAD FACTOR LIMITS Configuration Maximum Flight Load Factor Flaps Up Flaps Down 3.80 / -1.5 2.00 Maneuvers with a negative flight load factor are prohibited. 2.19 CREW (a) Minimum Crew VFR (b) Minimum Crew IFR (c) Max. Persons on Board 1 Pilot 1 Pilot* (FAA registered Aircraft) 2 * Pilots operating aircraft of other than U.S. registry should refer to the appropriate regulations of the country of certification. 2.21 KINDS OF OPERATIONS The aircraft is certified for VFR Day /Night and IFR operations as long as the equipment required by FAR Part 91 is installed and operational. Flight into known or forecast icing conditions is prohibited. The reference to types of flight operations on the operating limitation placard reflects equipment installed at the time of Airworthiness Certificate issuance. Feb 25, 2005 2-7 Symphony SECTION 2 LIMITATIONS AIRCRAFT SA 160 2.23 FUEL LIMITATIONS (a) Total Fuel: (b) Usable Fuel: (c) Unusable Fuel: 122 l (32.2 U.S. Gallons) 110 l (29.1 U.S. Gallons) 12 l (3.1 U.S. Gallons) Additional Fuel Limitations: (a) With less than 12 liters (3 U.S. Gallons) per each wing tank (Indicator shows “Lo”) power on descents with flaps fully extended must be limited to maximum 10 minutes duration. 2.25 OTHER LIMITATIONS (a) Airframe For safe aircraft operation all four Vortex Generators (Refer to Section 7, 7.3 Aircraft) must be in place and in good condition. WARNING ! Absence of one or several Vortex Generators affects the flight behavior of the aircraft unfavorably when close to the stall speed. 2.27 TEMPERATURE LIMITATION (a) OAT for Operating (Avionics) 2-8 -20/+50°C Feb 25, 2005 Symphony SECTION 2 LIMITATIONS AIRCRAFT SA 160 2.29 PLACARDS The following placards must be attached inboard and outboard of the aircraft in the required places. 1. In full view of the pilot: WITH FUEL BELOW 12 LITERS (3 U.S. GAL.) IN EACH WING TANK (”Lo” IND.), POWER ON DESCENTS WITH FLAPS DOWN ARE LIMITED TO 10 MINUTES MAX DURATION. (SEE POH) OPERATING MODE: NORMAL CATEGORY FOR FLIGHTS IN VFR, DAY AND NIGHT CERTIFIED FLIGHTS INTO KNOWN ICING CONDITIONS ARE PROHIBITED! FLIGHTS IN HEAVY TURBULENT AIR AND CLOSE TO THUNDERSTORMS ARE PROHIBITED! SEE THE LIMITATION SECTION IN THE POH MAXIMUM GROSS WEIGHT: MAXIMUM LANDING WEIGHT: MANEUVERING SPEED: MAX. FLAP EXTENDED SPEED: MAX. DEMONSTRATED CROSSWIND COMPONENT: TAKEOFF LANDING 2150 [lbs] 2042 [lbs] 116 [kts] 90 [kts] 20 [kts] 17 [kts] For VFR equipped aircraft only. OPERATING MODE: NORMAL CATEGORY FOR FLIGHTS IN VFR, IFR, DAY AND NIGHT CERTIFIED FLIGHTS INTO KNOWN ICING CONDITIONS ARE PROHIBITED! FLIGHTS IN HEAVY TURBULENT AIR AND CLOSE TO THUNDERSTORMS ARE PROHIBITED! SEE THE LIMITATION SECTION IN THE POH MAXIMUM GROSS WEIGHT: MAXIMUM LANDING WEIGHT: MANEUVERING SPEED: MAX. FLAP EXTENDED SPEED: MAX. DEMONSTRATED CROSSWIND COMPONENT: TAKEOFF LANDING Feb 25, 2005 2150 [lbs] 2042 [lbs] 116 [kts] 90 [kts] 20 [kts] 17 [kts] For IFR equipped aircraft only. 2-9 Symphony SECTION 2 LIMITATIONS AIRCRAFT SA 160 NO SMOKING THE AIRCRAFT MUST BE OPERATED IN COMPLIANCE WITH THE PILOT’S OPERATING HANDBOOK ACROBATIC MANEUVERS, INCLUDING SPINS, ARE NOT APPROVED 2. Near oil access door ENGINE OIL ABOVE 16°C (60°F) -1°C (30°F) TO 32°C (90°F) -18°C (0°F) TO 21°C (70°F) BELOW -12°C (10°F) SAE 40 OR SAE 50 SAE 40 SAE 30 OR SAE 40 SAE 30 USE ONLY OIL THAT COMPLIES WITH APPLICABLE PILOT’S OPERATING HANDBOOK 3. Left fuselage, near the engine cowling Symphony Aircraft Industries T r o i s - R i v i e r e s-Q u é b e c Canada MODEL SA 160 MANUFACTURED 0X/200X 2-10 TYPE CERTIFICATE A 229 SERIAL NO. S-XXXX Feb 25, 2005 Symphony SECTION 2 LIMITATIONS AIRCRAFT SA 160 4. On the left fuselage side below the horizontal stabilizer AIRCRAFT DATA PLATE LOCATED AT FIREWALL THIS SIDE! 5. On the doors below the door handle Rescue! 1. PUSH PUSH AND TURN DOWN TO OPEN 2. OPEN 6. On the baggage door 99 LBS MAXIMUM BAGGAGE FORWARD OF RED MARKING 99 LBS MAXIMUM BAGGAGE AFT OF RED MARKING MAXIMUM 165 LBS COMBINED SEE WEIGHT AND BALANCE DATA Feb 25, 2005 2-11 Symphony SECTION 2 LIMITATIONS AIRCRAFT SA 160 7. Near external power receptacle CAUTION 24 VOLTS D.C. THIS AIRCRAFT IS EQUIPPED WITH ALTERNATOR AND A NEGATIVE GROUND SYSTEM. OBSERVE PROPER POLARITY REVERSE POLARITY WILL DAMAGE ELECTRICAL COMPONENTS. 8. Near fuel tank filler cap For aircraft registered in countries where imperial units are used. For aircraft registered in countries where SI units are used. 2-12 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Page 3.1 General ..................................................................................................3-2 3.3 Airspeeds for Emergency Operations ..............................................3-3 3.5 Emergency Procedures Checklist .....................................................3-4 (a) Engine Failure During Takeoff Roll.......................................3-4 (b) Engine Failure Immediately After Takeoff ...........................3-4 (c) Engine Failure During Flight (Restart Procedures) ............3-4 (d) Landing Without Engine Power............................................3-5 (e) Rough Engine Operation .......................................................3-5 (f) Precautionary Landing With Engine Power........................3-6 (g) Ditching .....................................................................................3-6 (h) Engine Fire During Start.........................................................3-7 (i) Engine Fire In Flight................................................................3-7 (j) Electrical Fire In Flight ............................................................3-8 (k) Loss Of Oil Pressure ................................................................3-8 (l) Power Supply System Malfunction.......................................3-9 (m) Excessive Rate Of Charge .......................................................3-9 (n) Icing............................................................................................3-9 (o) Flap Actuator Drive Failure ...................................................3-9 (p) Static Source Blockage (IFR).................................................3-10 (q) Spin Recovery Procedure .....................................................3-10 3.7 Amplified Emergency Procedures ..................................................3-11 Engine Failure During Takeoff Roll (3.5 a)..................................3-11 Engine Failure Immediately After Takeoff (3.5 b) ......................3-11 Engine Failure During Flight (3.5 c).............................................3-12 Landing Without Engine Power (3.5 d) ......................................3-13 Rough Engine Operation (3.5 e)...................................................3-14 Feb 25, 2005 3-1 SECTION 3 EMERGENCY PROCEDURES Symphony AIRCRAFT SA 160 TABLE OF CONTENTS (Continued) Precautionary Landing With Engine Power (3.5 f) ...................3-14 Ditching (3.5 g)................................................................................3-15 Engine Fire During Start (3.5 h) ...................................................3-15 Engine Fire In Flight (3.5 i)............................................................3-16 Electrical Fire In Flight (3.5 j) ........................................................3-16 Loss Of Oil Pressure (3.5 k) ...........................................................3-17 Power Supply System Malfunction (3.5 l)...................................3-18 Excessive Rate Of Charge (3.5 m).................................................3-18 Icing (3.5 n) ......................................................................................3-19 Static Source Blockage IFR (3.5 p) ................................................3-20 Spin Recovery Procedure (3.5 q) ..................................................3-20 3.1 GENERAL This section contains the recommended procedures for coping with various emergencies or critical situations as required by the Aviation Authorities, as well as those necessary for operation of the aircraft, as determined by the operating and design features of the aircraft. Emergency procedures associated with optional systems and equipment, which require handbook supplements, are presented in Section 9, “Supplements”. This section is divided into two main parts: 1) The first part contains the emergency procedure checklists. These checklists are clearly arranged to give an action sequence to be followed during given situations without explanations. 2) The second part provides amplified emergency procedures corresponding to the emergency procedures checklist items. These amplified emergency procedures contain additional information to 3-2 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 3 EMERGENCY PROCEDURES provide the pilot with a more complete description of the procedures and a better understanding of the reasons for the actions listed. The numbers located in parentheses () after each paragraph heading indicate the corresponding checklist paragraph. It is recommended that pilots familiarize themselves with the emergency procedures described in this section and review them periodically. This process helps ensure pilots take the appropriate action should an emergency situation arise. These procedures are offered as a course of action for coping with a given situation or condition. They are not a substitute for sound judgment, good airmanship and common sense. Standard Emergency Procedures are a part of pilot training. The information given here does not replace this education. They provide a source of reference for the procedures that are applicable to this aircraft. 3.3 AIRSPEEDS FOR EMERGENCY OPERATIONS (a) Stalling Speeds 975 kg (2150 lbs) Flaps Up ............................................................60 KIAS 975 kg (2150 lbs), Flaps Full Down..............................................51 KIAS (b) Maneuvering Speeds 975 kg (2150 lbs) ...........................................................................116 KIAS (c) Never Exceed Speed ..................................................................162 KIAS (d) Speed For Maximum Gliding Distance Without Engine Power i) Flaps Up.......................................................................................74 KIAS ii) Flaps 20° ......................................................................................65 KIAS Gliding at the above speeds will result in 1.6 NM of gliding distance per 1000 ft for both flight configurations. Feb 25, 2005 3-3 SECTION 3 EMERGENCY PROCEDURES Symphony AIRCRAFT SA 160 3.5 EMERGENCY PROCEDURES CHECKLIST (a) Engine Failure During Takeoff Roll 1. 2. 3. 4. 5. 6. Throttle ...........................................................................................IDLE Apply brakes and hold direction. Avoid obstructions, if possible: Flaps .......................................................................................RETRACT Mixture ........................................................................IDLE CUT-OFF Ignition Switch ...............................................................................OFF Switch ALT / BAT............................................................................OFF (b) Engine Failure Immediately After Takeoff 1. Establish glide, Airspeed with Flaps down .....................................................65 KIAS Airspeed with Flaps up...........................................................74 KIAS 2. Land straight ahead, make only shallow turn to avoid obstructions, if possible: 3. Mixture ........................................................................IDLE CUT-OFF 4. Fuel Valve ........................................................................................OFF 5. Ignition Switch ...............................................................................OFF 6. Switch ALT / BAT............................................................................OFF (c) Engine Failure During Flight (Restart Procedures) 1. Establish glide - secure airspeed of 74 KIAS. Locate suitable field. At sufficient flight altitude: 2. Mixture................................................................CHECK FULL RICH 3. Aux. Fuel Pump ...............................................................................ON 4. Carburetor Heat...............................................................................ON 5. Ignition Switch ........................................................................“BOTH“ 3-4 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 3 EMERGENCY PROCEDURES 6. 7. 8. 9. Fuel Valve ..........................................................................CHECK ON Fuel Quantity ...........................................................................CHECK Engine Parameters...................................................................CHECK If propeller is stopped (V<70 KIAS): Ignition switch shortly ..........................................................“START“ to initiate autorotation. If power is not restored, prepare for Landing Without Engine Power (d). (d) Landing Without Engine Power 1. Airspeed ....................................................................................74 KIAS 2. Seat Belts and Harnesses..........................................................TIGHT 3. Flaps .............................................................................as required SET Before landing: 4. Mixture ........................................................................IDLE CUT-OFF 5. Fuel Valve ........................................................................................OFF 6. Ignition Switch ...............................................................................OFF 7. Switch ALT / BAT............................................................................OFF Touchdown with lowest possible airspeed 8. Doors................................UNLATCH PRIOR TO TOUCHDOWN 9. Brakes as required .....................................................................APPLY (e) Rough Engine Operation 1. 2. 3. 4. 5. Carburetor Heat...............................................................................ON Aux. Fuel Pump ...............................................................................ON Mixture ...........................ADJUST for MAXIMUM SMOOTHNESS Primer ......................................................................CHECK LOCKED Ignition Switch...................................................L then R; then BOTH If operation is satisfactory on either magneto, continue on that magneto to first suitable airfield. 7. Engine Parameters...................................................................CHECK If roughness continues for some minutes and atmospheric conditions make carburetor icing unlikely: 8. Carburetor Heat .............................................................................OFF Feb 25, 2005 3-5 SECTION 3 EMERGENCY PROCEDURES Symphony AIRCRAFT SA 160 (f) Precautionary Landing With Engine Power 1. Locate suitable field. Test suitability of the field with overflight. 2. If radio contact is available, inform the corresponding ground station about intentions and location. 3. Prepare for landing approach. In final turn: 4. Airspeed ....................................................................................65 KIAS 5. Flaps....................................................................................................40° 6. Seat Belts and Harnesses..........................................................TIGHT Before landing: 7. Switch ALT / BAT............................................................................OFF 8. Cabin Doors........................UNLATCH PRIOR TO TOUCHDOWN 9. After touchdown with lowest possible airspeed, apply brakes and attempt to avoid obstructions, if possible: 10. Mixture ........................................................................IDLE CUT-OFF 11. Ignition Switch ...............................................................................OFF 12. Fuel Valve ........................................................................................OFF (g) Ditching After an engine failure immediately secure glide speed 74 KIAS, trim aircraft. When the mainland can't be reached: 1. Transmit Mayday message giving location and intentions, set Squawk 7700 (or as directed by TC) Perform approach into the wind if strong winds and heavy seas, otherwise parallel to swells. 2. Seat Belts and Harnesses..........................................................TIGHT 3. ELT ........................................................................................ACTIVATE 4. Flaps (65 KIAS) ..................................................................................40° 5. Cabin Doors......................UNLATCH PRIOR TO TOUCHDOWN 6 Touchdown on water surface should be made at lowest possible airspeed with maximum angle off attack. 7. Aircraft ................................................................................EVACUATE 8. Inflate Life Vests and Raft when clear of aircraft. 3-6 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 3 EMERGENCY PROCEDURES (h) Engine Fire During Engine Start 1. Ignition Switch........................................................CRANK ENGINE If engine starts: 2. Keep throttle for a few minutes at.....................................1800 RPM 3. Engine .............................................................................SHUTDOWN and inspect for damage. If engine fails to start: 4. Ignition Switch.........................CONTINUE CRANKING ENGINE 5. Throttle .............................................................................FULL OPEN 6. Mixture ........................................................................IDLE CUT-OFF 7. Fuel Valve ........................................................................................OFF If fire continues 8. “ALT / BAT“ ......................................................................................OFF 9. Fire Extinguisher ............................................................................USE 10. Aircraft ................................................................................EVACUATE (i) Engine Fire In Flight 1. 2. 3. 4. 5. 6. Fuel Valve ........................................................................................OFF Throttle....................................................................................CLOSED Mixture ........................................................................IDLE CUT-OFF Aux. Fuel Pump ..............................................................................OFF Cabin Heat.......................................................................................OFF Cabin Ventilation for Lowest Smoke in Cabin ...............................................................................SET Inform the corresponding ground station 7. “ALT / BAT“ ......................................................................................OFF 8. Fire Extinguisher as required............................................ACTIVATE Proceed with Landing Without Engine Power(d) Feb 25, 2005 3-7 SECTION 3 EMERGENCY PROCEDURES Symphony AIRCRAFT SA 160 (j) Electrical Fire In Flight 1. 2. 3. 4. 5. Switch ALT / BAT............................................................................OFF Cabin Ventilation ...................................................................CLOSED Cabin Heat.......................................................................................OFF Fire Extinguisher as required............................................ACTIVATE All other Switches (except ignition switch) .................................................................OFF WARNING ! After fire is completely extinguished, ventilate cabin. If it cannot be visually determined that the fire is completely extinguished, land as soon as possible. After ascertaining that fire has been extinguished completely: 6. Cabin ventilation.............................................................FULL OPEN 7. Switch ALT / BAT.............................................................................ON 8. Circuit Breakers........................................................................CHECK If the short circuit is localized: 9. Required electrics ............................................................................ON 10. Land as soon as practical to inspect damages. (k) Loss Of Oil Pressure Land as soon as possible. Oil Temperature.............................................................................CHECK Prepare for Landing Without Engine Power (d). 3-8 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 3 EMERGENCY PROCEDURES (l) Power Supply System Malfunction Ammeter and voltmeter shows a power supply system malfunction. 1. “ALT“ Switch .....................................................................CHECK ON 2. ALT FLD circuit breaker..........................................................CHECK and reset as required. 3. “ALT“ Switch ..................................................................OFF then ON If power of alternator is not restored: 4. “ALT“ Switch....................................................................................OFF 5. Non-essential electrical equipment.............................................OFF 6. Land as soon as practical. (m) Excessive Rate Of Charge Ammeter and voltmeter shows a excessive rate of charge. 1. “ALT“ Switch ...................................................................................OFF 2. Non-essential electrical equipment.............................................OFF 3. Land as soon as practical. (n) Icing Watch for signs of icing conditions, immediately leave the region in which the icing occurred. If possible, change flight altitude. (o) Flap Actuator Drive Failure “Flap in Motion” light stay ¨on¨ when the flaps are fully retracted or extended. 1. FLAPS circuit breaker .......................................................................PULL 2. Land as soon as practical. Feb 25, 2005 3-9 Symphony AIRCRAFT SA 160 Symphony AIRCRAFT SA 160 SECTION 3 EMERGENCY PROCEDURES WARNING ! Icing has a very strong negative effect on the aerodynamic characteristics of the aircraft. Stalling speed increases. Continued flight in icing conditions is prohibited. 1. Pitot Heat Switch.............................................................................ON 2. Carburetor Heat...............................................................................ON 3. Cabin Heat / Ventilation .................................................................ON Land at the nearest airfield. 4. Wind shield Heat .............................................................................ON With an ice accumulation of 5mm ore more on the wing leading edges, perform landing with flaps retracted or in 20° position. Airspeed in final approach must be higher corresponding the ice accumulation and the flap position. (p) Static Source Blockage (IFR) 1. Alternate Static Source ....................................................................OPEN 2. Airspeed .........................................................................................ADJUST According to the Airspeed Calibration (Alternate Static Source) table in Section 5. P.5.11 (q) Spin Recovery Procedure 1. Throttle ..........................................................................................IDLE 2. Ailerons ................................................................................NEUTRAL 3. Rudder ..........FULL OPPOSITE TO DIRECTION OF ROTATION At the same time 4. Elevator ................................................................................NEUTRAL 5. Rudder (when rotation stops) ..........................................NEUTRAL As rotation stops make a smooth recovery from the dive. If flaps were extended, retract and establish horizontal flight with engine power as required. 3-10 Feb 25, 2005 Symphony SECTION 3 EMERGENCY PROCEDURES AIRCRAFT SA 160 3.7 AMPLIFIED EMERGENCY PROCEDURES Engine Failure During Takeoff Roll Checklist 3.5 a If loss of power occurs during takeoff roll, the aircraft must be brought to a halt as soon as possible in order to avoid leaving the runway. Engine power must be reduced to idle. It is recommended that flaps be retracted in order to reduce lift force. This increases the rolling friction and therefore decreases the accelerate-stop distance. If the aircraft goes off the runway, damage (possible collision with obstacles and even overturning) cannot be excluded. Seat belts and harnesses must be tight to reduce the possibility of injury. In order to reduce the danger of a short circuit and /or fire, the fuel supply to the engine should be cut off and the electrical system turned off. Cut off the fuel supply by moving the Mixture control to the position IDLE CUT-OFF. Turn off the ALT / BAT switch and the ignition switch. Engine Failure Immediately After Takeoff Checklist 3.5 b In climbing flight without engine power, the aircraft will lose airspeed very quickly. In order to guarantee further controllability the control stick must be moved forward to establish a glide attitude. Avoid obstacles and avoid steep angles of bank. WARNING ! At no time should the airspeed decrease below the stalling speed for the configuration setting. Note: This speed increases by increasing the angle of bank of the aircraft. See section 5 Fig. 5-5 "Stalling Speed". Feb 25, 2005 3-11 Symphony AIRCRAFT SA 160 SECTION 3 EMERGENCY PROCEDURES When performing an off field landing, damage (possible collision with obstacles and even overturning) cannot be excluded. Seat belts and harnesses must be tight to reduce the possibility of injury. In order to reduce the danger of a short circuit and /or fire, the fuel supply to the engine should cut off and the electrical system turned off. Cut off the fuel supply by moving the Mixture control to the position IDLE CUT-OFF and the fuel valve to OFF. Turn off the ALT / BAT switch and the ignition switch. Touchdown should be made at the lowest possible airspeed. Engine Failure During Flight (Restart Procedures) Checklist 3.5 c Sudden and complete engine power loss is usually the result of fuel flow interruption. Power should be restored shortly after fuel flow is restored. If power loss occurs at low altitude, the first step is to prepare for an emergency landing. Promptly establish a glide attitude and secure the speed for best gliding angle (74 KIAS). Trim the aircraft and look for a field suitable for landing. If altitude permits, move the mixture control to RICH and check the auxiliary fuel pump and, if required, switch to ON. It supports the fuel supply to the engine if the engine driven fuel pump has failed. Switch the carburetor heat to ON. Check to ensure the ignition switch is in "BOTH" position. WARNING ! At airspeeds below 75 KIAS the propeller can stop (no autorotation). In this event increase the airspeed to autorotation or turn ignition 3-12 Feb 25, 2005 Symphony AIRCRAFT SA 160 Symphony AIRCRAFT SA 160 SECTION 3 EMERGENCY PROCEDURES switch to START to start the engine. Check the fuel valve is in ON position, and the fuel quantity in the wing tanks is sufficient. By examining the engine parameters, it is usually possible to determine the cause of the power loss and rectify the situation. As soon as the engine power is restored, and if the failure cause was not carburetor icing, move the carburetor heat to the OFF position. If power is not regained, proceed with the “Landing Without Engine Landing Without Engine Power Checklist 3.5 d The gliding air speed of 74 KIAS (flaps up) and 65 KIAS (flaps 20°) delivers minimum loss of altitude in a given time. Over a distance of 1.6 NM the loss of altitude is 1000 ft. With sufficient altitude and after selection of a suitable field, a spiral pattern should be attempted around the selected field. In this way, a series of correction possibilities are available in order to complete a precise landing at the chosen point without engine power. While descending, if radio contact is available, notify the corresponding ground station of your difficulty, location and intentions. Excess altitude may be lost by widening the pattern, using flaps, side-slipping, or a combination of these. WARNING ! At no time should the airspeed reduce below the stalling speed for the configuration setting. Note: This speed increases by increasing the angle of bank of the aircraft. See section 5, Fig. 5-4 “Stalling Speed“. In order to contact the ground at the lowest possible speed, flaps should be full extended just before landing and the speed should be 65 KIAS. Feb 25, 2005 3-13 Symphony SECTION 3 EMERGENCY PROCEDURES AIRCRAFT SA 160 While perform a forced landing on unknown field, damage (possible collision with obstacles and even overturning) cannot be excluded. Seat belts and harnesses must be tight to reduce the possibility of injury. In order to reduce the danger of a short circuit and /or fire, the fuel supply to the engine should cut off and the electrical system turned off. Cut off the fuel supply by moving the Mixture control to the position IDLE CUT-OFF and the fuel valve to OFF. Turn off the ALT / BAT switch and the ignition switch. Rough Engine Operation Checklist 3.5 e Rough engine operation can be caused by various problems. In the case of carburetor icing, turn carburetor heat ON. Wait for a decrease in engine roughness or an increase in RPM, indicating ice removal. If carburetor heat shows no effect, and atmospheric conditions make carburetor icing unlikely (if CAT indicator installed, check reading), after some minutes turn carburetor heat OFF. Check the fuel valve is in ON position. The auxiliary fuel pump supports the fuel supply to engine if the engine driven fuel pump does not work correctly. Check the mixture control lever position, adjust for maximum smoothness. A unlocked primer may also cause for engine roughness. Switching from BOTH to either L or R ignition switch position will identify a magneto or a spark plug problem. Check the VM 1000 display for abnormal readings that may indicate the cause. Precautionary Landing With Engine Power Checklist 3.5 f A precautionary landing with engine power usually offers sufficient time reserve to take all the necessary measures to minimize the danger. The choice of the field should be made considering size, surface conditions, vegetation, any obstructions in the planned 3-14 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 3 EMERGENCY PROCEDURES approach direction and the current wind direction. A fly-over provides the opportunity for a better assessment of the selected field. A ground station by radio should if possible, be informed of the decision for precautionary landing and the location. It is recommended to make a landing approach from the downwind leg above the field. This procedure provides enough time and correction possibilities for a precise approach. On final approach the normal speed and flap settings should be taken. Perform a landing on an non-prepared field, any damage (possible collision with obstacles or overturn) can not be excluded. Seat belts and harnesses set up tightly reduce the injury hazard. When committed to a landing, turn OFF the ALT / BAT switch before touchdown and unlatch both doors before touch down. After touchdown at the lowest possible airspeed, attempt to brake the aircraft as soon as possible. Stop the engine with mixture control and Ignition Switch. Then, closing the fuel valve, interrupt the fuel supply. Ditching Checklist 3.5 g During a landing in water, tighten seat belts to reduce the risk of injury. Brief passenger, if any, on the opening mechanism of the seat belts before touchdown.Unlatch door before touchdown. Touchdown on the water surface with minimum possible airspeed and maximum angle of attack. Evacuate aircraft, inflate life vests and raft when clear of aircraft. Engine Fire During Engine Start Checklist 3.5 h Engine fires during engine start are usually the result of over priming. In such a case, the first effort to extinguish the fire should be to Feb 25, 2005 3-15 Symphony SECTION 3 EMERGENCY PROCEDURES AIRCRAFT SA 160 attempt an engine start in order to draw the excess fuel back into the induction system. If the engine starts, with higher RPM there is a good chance to blow out a possible external fire. If the engine fails to start, try to draw the fire back into the engine by moving the mixture control to IDLE CUT-OFF, opening the throttle, turning OFF the fuel valve, while cranking the engine. If is not possible to extinguish the fire, turn OFF the ALT / BAT switch, use the fire extinguisher, evacuate the aircraft. Engine Fire In Flight Checklist 3.5 i If an engine fire clearly exists, shut off the fuel supply to the engine by closing the fuel valve. Then, stop the engine with the throttle, the mixture control and the ignition switch. Turn OFF the auxiliary fuel pump. In order to avoid smoke reaching the cabin, check cabin heat is off. If smoke enters the cabin via cabin ventilation, close it. After information of the corresponding ground station about the situation, turn OFF ALT / BAT switch. Proceed with the “Landing Without Engine Power” procedure (Checklist 3.5 d). Electrical Fire In Flight Checklist 3.5 j If smoke and/or fumes are experienced in the cabin, this may indicate a cable fire, the whole electrical system of the aircraft should be switched off to prevent spreading of any fire: With the exception of the ignition, turn all electrical equipment and the ALT / BAT switch OFF. Turn the cabin heat OFF and close the cabin ventilation to avoid smoke ingress into the cabin. After discharging fire extinguisher ascertain that the fire has been extinguished. Then ventilate the cabin sufficiently. 3-16 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 3 EMERGENCY PROCEDURES WARNING ! Residual smoke in the cabin can cause feeling of sickness and of nausea. Therefore, ventilate cabin fully and make a precautionary emergency landing. Pop all circuit breakers and set ALT / BAT switch ON. Then set circuit breakers one by one for required electrics and to localize a possible short circuit. Loss of Oil Pressure Checklist 3.5 k Loss of oil pressure may be either partial or complete. A partial loss of oil pressure usually indicates a malfunction in the oil pressure regulating system of the engine. However, an oil loss and/or defect of the oil pump is also possible. In either case, a landing should be made as soon as possible to investigate the cause and to prevent engine damage. A complete loss of oil pressure indication may be the result of a faulty gauge, a total oil pump failure, or may signify oil exhaustion. Immediately proceed toward the nearest airfield, and be prepared for the engine to stop suddenly. Avoid unnecessary loads on the engine. Flight altitude should be maintained. Pay particular attention to the oil temperature. Depending on the circumstances, it may be advisable to make a off field landing while power is still available, particularly if other indications of actual oil pressure loss, such as sudden increase in temperatures, or oil smoke, or oil on the windshield, are apparent, and an airfield is not close. If an engine stoppage occurs, proceed with “Landing Without Engine Power” (Checklist 3.5 d) Feb 25, 2005 3-17 Symphony SECTION 3 EMERGENCY PROCEDURES Power Supply System Malfunction AIRCRAFT SA 160 Checklist 3.5 l Loss of alternator output can be detected by monitoring the ammeter and the voltmeter on the VM 1000 indicator. Verify the “ALT” switch is on. Check the ALT FLD circuit breaker and reset if required. Attempt to reset the over voltage protection system of the alternator regulator by turning “ALT” OFF and then ON. Check the ammeter and voltmeter. If the alternator will not reset, turn OFF the ALT switch and reduce the electrical load to a minimum. All electrical load is now being supplied by the battery. Turn off all non-essential electrical equipment. Proceed toward nearest airfield. NOTE: A power supply malfunction has no effect of the engine operation. Excessive Rate Of Charge Checklist 3.5 m With a faulty alternator regulator an excessive rate of charge and an overcharging of the battery may occur. Electrical equipment may be damaged by over voltage. If ammeter and voltmeter on the VM 1000 indicator indicates an excessive rate of charge, turn OFF the Alternator by the switch ALT. Turn off non-essential electrical equipment, to decreases the battery discharge. In such case all electrical load is being supplied by the battery. Terminate flight as soon as practical. 3-18 Feb 25, 2005 Symphony AIRCRAFT SA 160 Icing SECTION 3 EMERGENCY PROCEDURES Checklist 3.5 n Under certain circumstances, usually in cold weather, icing conditions may prevail and ice can accumulate on external surfaces of the aircraft. The occurrence and the manner of icing depends on the air temperature, humidity, as well as other atmospherically condition but also on the airspeed of the aircraft. At the first sign of icing conditions the area of icing should be left as soon as possible. WARNING ! Icing has a very strong negative effect on the aerodynamic characteristics of the aircraft. Stalling speed increases. Continued flight in icing conditions is prohibited. A change of temperature will occur with a change of altitude. The pitot heat reduces the chance of ice accumulation on the pitot tube, which could cause wrong indications and failure of the static / dynamic system. The carburetor is especially at risk because of the rapid absorption of heat from the air by vaporization of the fuel. To prevent carburetor icing and an engine power loss, switch carburetor heat ON. Cabin heating and cabin ventilation prevents icing on the windshield. It is advisable to proceed toward the nearest airfield and wait for better weather conditions. With an ice accumulation on the wing leading edges of 5mm or more, perform a landing with flaps up or in 20° position. The landing approach speed should be higher depending upon amount of the accumulation. Feb 25, 2005 3-19 Symphony SECTION 3 EMERGENCY PROCEDURES Static Source Blockage (IFR) AIRCRAFT SA 160 Checklist 3.5 If erroneous readings of the static source instruments (aispeed, altimeter and vertical speed) are suspected, the alternate static source valve, on the left side of instrument panel, should be opened to supply static pressure from the cabin to these instruments. With the alternate static source on, adjust indicated airspeed slightly during climb or approach according to the Airspeed Calibration (Alternate Static Source) table in section 5 as page 5.11 appropriate for vent configuration, causing the aircraft to be flown within the normal operating speed limits. Spin Recovery Procedure Checklist 3.5 p WARNING ! Intentional spins in the SA 160 are prohibited. Cause of inadvertent spins is usually the result of heavy or insensitive control inputs. The spin recovery is unproblematic with the SA 160. Once the spin is recognized: first move the throttle to idle and the ailerons to neutral. Stop the rotation of the aircraft by applying the rudder full opposite to the direction of yaw. At the same time move the control stick forward up until the elevator is approx. in neutral position, to reduce the angle of attack to sub critical values. When the rotation stops, neutralize the rudder and make a smooth recovery from the resulting dive increasing engine power as required. If flaps were down retract as soon as rotation is stopped. NOTE: 3-20 For spin recovery move the ailerons in neutral position and Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 3 EMERGENCY PROCEDURES check this by means of control stick position to the panel. Different aileron forces cause an incorrect neutral position and may delay the spin recovery. The maximum altitude loss for a 1-turn spin is 300 ft. 1000 ft may required to accomplishing both, the spin recovery and the dive Feb 25, 2005 3-21 Symphony AIRCRAFT SA 160 Symphony SECTION 4 NORMAL PROCEDURES AIRCRAFT SA 160 SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS Page 4.1 General ..................................................................................................4-3 4.3 Airspeeds For Normal Operation .....................................................4-4 4.5 Normal Procedures Checklist............................................................4-4 (a) Preflight Inspection .................................................................4-4 (b) Before Starting Engine ............................................................4-9 (c) Starting Engine.........................................................................4-9 (d) Starting Hot Engine ..............................................................4-10 (e) Engine Start With External Power Source .........................4-10 (f) Warm-Up .................................................................................4-10 (g) Taxiing ......................................................................................4-11 (h) Ground Check ........................................................................4-11 (i) Before Takeoff .........................................................................4-12 (j) Takeoff......................................................................................4-12 Normal Conditions .............................................................4-12 Short Field ............................................................................4-13 (k) Climb........................................................................................4-13 (l) Cruise .......................................................................................4-13 (m) Descent ....................................................................................4-14 (n) Before Landing .......................................................................4-14 (o) Landing....................................................................................4-15 Normal Conditions .............................................................4-15 Balked Landing ...................................................................4-15 (p) After Landing..........................................................................4-15 (q) Engine Shut Down 4-16 (r) After Engine Shut Down ......................................................4-16 Feb 25, 2005 4-1 SECTION 4 NORMAL PROCEDURES Symphony AIRCRAFT SA 160 TABLE OF CONTENTS (Continued) Page 4.7 Amplified Normal Procedures ........................................................4-17 (a) Preflight Inspection (4.5 a)....................................................4-17 Cabin .....................................................................................4-17 Left Wing ..............................................................................4-18 Nose Section.........................................................................4-19 Right Wing ...........................................................................4-19 Fuselage ................................................................................4-20 (b) Before Starting Engine (4.5 b) ..............................................4-21 (c) Starting Cold Engine (4.5c)...................................................4-22 (d) Starting Hot Engine (4.5d)....................................................4-23 (e) Engine Start with External Power Source ..........................4-23 (f) Warm-Up (4.5f) .......................................................................4-24 (g) Taxiing (4.5 g) ..........................................................................4-24 (h) Ground Check(4.5h) ..............................................................4-25 (i) Before Takeoff (4.5i) ...............................................................4-26 (j) Takeoff (4.5j) ............................................................................4-26 Normal Conditions .............................................................4-26 Short Runway ......................................................................4-27 (k) Climb (4.5k) .............................................................................4-27 (l) Cruise (4.5l) .............................................................................4-28 (m) Descent (4.5m) ........................................................................4-29 (n) Before Landing (4.5n)............................................................4-30 (o) Landing (4.5o).........................................................................4-31 Normal Conditions .............................................................4-31 Balked Landing ...................................................................4-31 (p) After Landing (4.5p) ..............................................................4-32 (q) Engine Shut Down (4.5q)......................................................4-32 (r) After Engine Shut Down (4.5r) ............................................4-32 4-2 Feb 25, 2005 Symphony SECTION 4 NORMAL PROCEDURES AIRCRAFT SA 160 4.1 GENERAL This section contains the normal operating procedures for the aircraft. All of the normal operating procedures required by the Aviation Authorities, as well as those necessary for operation of the aircraft, as determined by the operating and design features of the aircraft, are presented. Normal operating procedures associated with optional systems and equipment, which require handbook supplements, are presented in Section 9, “Supplements”. This section should put the pilot in a position to use the aircraft and/or its systems and equipment optimally and safely. Therefore, it is recommended to make yourself familiar with the procedures and be able to master them. This section is divided into two main parts: 1. The first part contains the normal procedure checklists. These checklists are clearly arranged to give an action sequence for normal procedures with little emphasis on the operation of the systems. 2. The second part provides amplified normal procedures corresponding to the normal procedures checklist items. These amplified normal procedures contain detailed information and explanations of the procedures and how to perform them. This portion of the section is not intended for use in flight. The numbers located in parentheses () after each paragraph heading indicate the corresponding checklist paragraph. Feb 25, 2005 4-3 SECTION 4 NORMAL PROCEDURES Symphony AIRCRAFT SA 160 4.3 AIR SPEEDS FOR NORMAL OPERATION The following air speeds are important for the safe operation of the aircraft. These air speeds apply to a standard aircraft up to maximum weight and under standard conditions at sea level. Performance for a specific aircraft may vary from published values depending upon different condition; e.g: different equipment on the aircraft, another engine, and other atmospheric factors etc. (a) Best Rate of Climb Speed ............................................................80 KIAS (decrease ofone knot per 1000 ft to min. 73 KIAS) (b) Best Angle of Climb Speed..........................................................70 KIAS (c) Final Approach Speed (Flaps 40°) ..............................................65 KIAS (d) Balked Landing............................................................................65 KIAS (e) Maximum Turbulent Air Operating Speed ............................130 KIAS (f) Max. Demonstr. Crosswind Velocity Takeoff/Ldg. .................20/17 kts 4.5 NORMAL PROCEDURES CHECKLIST (a) Preflight Inspection 1. Cabin Control Stick Lock .....................................................................UNLOCK POH / Checklists ....................................................................AVAILABLE Electrical Switches................................................................................OFF Light Dimmer Switches ......................................................................OFF Ignition Switch .....................................................................................OFF Circuit Breakers........................................................................CHECK IN Throttle..........................................................................................CLOSED Mixture ..............................................................................IDLE CUT-OFF Flight Controls ....................................................................CHECK FREE Trim.....................................................................CHECK, SET NEUTRAL 4-4 Feb 25, 2005 Symphony SECTION 4 NORMAL PROCEDURES AIRCRAFT SA 160 2 3 1 5 4 PREFLIGHT INSPECTION Figure 4-1 Feb 25, 2005 4-5 SECTION 4 NORMAL PROCEDURES Symphony AIRCRAFT SA 160 Seat position ...................................................................................CHECK BAT Switch .............................................................................................ON Fuel Quantity .................................................................................CHECK Flaps EXTEND, Yellow Light “Flaps in Motion” ......................CHECK Landing Light (at Night) ..............................................................CHECK Strobe Light (at Night)..................................................................CHECK NAV Light (at Night) ....................................................................CHECK Instr. / Map Lights (at Night) .......................................................CHECK BAT Switch............................................................................................OFF 2. Left Wing Fuel Tank Sump .............................................DRAIN fuel into clear cup Fuel ................................................................................CHECK for water, sediment and proper fuel Left Main Gear Strut and Wheel Fairing ...................................CHECK Main Wheel Tire ............................................................................CHECK for proper inflation and general condition Wing Surface .............................................FREE of ICE, FROST, SNOW Left-Side Top-Deck Hatch.......................................CHECK for security 20° Flap Position Color Marking on Flap Track ........................CHECK for condition Flap and Aileron......................................................CHECK for freedom of movement and security Bonding Straps ...............................CHECK for security of attachment and general conditions Static Dischargers ...........................CHECK for security of attachment and general conditions Counter Weight ..............................CHECK for security of attachment Wing Tip and Lights .....................................................................CHECK Wing Leading Edge with Vortex Generators ............................CHECK Stall Warning System ....................................................................CHECK Fuel Tank Vent Line ..........................................CHECK for free venting 4-6 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 4 NORMAL PROCEDURES Pitot Tube........................................................REMOVE pitot tube cover Pitot Tube Hole .....................................................................CHECK clear Fuel Tank ....................................................................CHECK VISUALLY for desired level Fuel Filler Cap ................................................................................CHECK secure and vent unobstructed 3. Nose Cowling...........................................................................................CHECK fasteners for security Windshield ........................................................CHECK for any damage Air Inlets.............................................................CHECK for obstructions Landing Light ........................................................CHECK for condition Propeller and Spinner ..............................CHECK for nicks and cracks Generator Drive Belt.......................................................CHECK tension Oil ...........................................................................................CHECK level Oil Filler Cup...................................................................................CLOSE Oil Access Door...............................................................................CLOSE Nose Gear Strut and Wheel Fairing ...........................................CHECK Nose Wheel Tire CHECK For proper inflation and general condition 4. Right Wing Wing Surface .............................................FREE of ICE, FROST, SNOW Fuel Tank ....................................................................CHECK VISUALLY for desired level Fuel Filler Cap ................................................................................CHECK Secure and Vent unobstructed Wing Leading Edge with Vortex Generators ............................CHECK Fuel Tank Vent Line ..........................................CHECK for free venting Wing Tip and Lights .....................................................................CHECK Counter Weight ..............................CHECK for security of attachment Feb 25, 2005 4-7 SECTION 4 NORMAL PROCEDURES Symphony AIRCRAFT SA 160 Static Dischargers ...........................CHECK for security of attachment and general conditions Flap and Aileron......................................................CHECK for freedom of movement and security Bonding Straps ...............................CHECK for security of attachment and general conditions 20° Flap Position Color Marking on Flap Track ........................CHECK for condition Right-Side Top-Deck Hatch ....................................CHECK for security Fuel Tank Sump .............................................DRAIN fuel into clear cup Fuel ................................................................................CHECK for water, sediment and proper fuel Right Main Gear Strut and Wheel Fairing ................................CHECK Main Wheel Tire ............................................................................CHECK for proper inflation and general condition 5. Fuselage Fuselage Skins ..........................CHECK for stress cracks and fractures Antennas .........................................................................................CHECK Empennage ............................................CLEAR of ICE, FROST, SNOW Elevator .....................CHECK for freedom of movement and security Trim Tab ....................................................................CHECK for integrity Rudder ......................CHECK for freedom of movement and security Static Dischargers ...........................CHECK for security of attachment and general conditions Baggage Compartment ...................CHECK baggage anchored down Baggage Door ..................................................CLOSED AND LOCKED At fuselage bottom: Fuel System Low-Point Drain......................DRAIN fuel into clear cup Fuel..................................CHECK for water, sediment and proper fuel Static/Dynamic System Drain Valve..........................CHECK for water Cabin: BAT Switch .............................................................................................ON 4-8 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 4 NORMAL PROCEDURES Flaps.............................................................................................RETRACT BAT Switch............................................................................................OFF (b) Before Starting Engine Preflight Check ......................................................................COMPLETE BAT switch..............................................................................................ON Cabin Lighting (at Night)................................................AS REQUIRED Fuel Quantity ........................................................................SUFFICIENT Seat Belts and Harnesses........................................FASTENED/CHECK Cabin Doors ...........................................................CLOSED / LATCHED Charts, Navigation Equipment, and Flashlight (at Night) ..............................................................ON BOARD AVIONIC 1, AVIONIC 2 (IFR) Switches...........................................OFF Fuel Valve ................................................................................CHECK ON (c) Starting Cold Engine Brakes......................................................................................................SET ALT Switch ............................................................................................ON INST LT / MAP LT Dimmer Switches (at Night) ..............................ON DOME LT Switch (at Night)...............................................................OFF STROBE LT Switch ...............................................................................ON Carburetor Heat ...................................................................................OFF Throttle .....................................................................6 mm (1/4 in.) OPEN Mixture.....................................................................................FULL RICH Primer ......................................................... ONE TO THREE STROKES Propeller Area .................................................................................CLEAR Ignition Switch .................................................................................START Throttle ...........................................................................................ADJUST to 1000 - 1200 RPM Oil pressure ....................................................................................CHECK NAV LT Switch (at Night) ....................................................................ON Feb 25, 2005 4-9 SECTION 4 NORMAL PROCEDURES Symphony AIRCRAFT SA 160 (d) Starting Hot Engine Brakes......................................................................................................SET ALT Switch .............................................................................................ON STROBE LT Switch ...............................................................................ON Carburetor Heat ...................................................................................OFF Throttle .....................................................................6 mm (1/4 in.) OPEN Mixture.....................................................................................FULL RICH Propeller Area .................................................................................CLEAR Ignition Switch .................................................................................START Throttle ...........................................................................................ADJUST to 1000 - 1200 RPM Oil pressure ....................................................................................CHECK NAV LT Switch (at Night) ....................................................................ON (e) Engine Start With External Power Source External Power Source ...........................................................CONNECT Start engine according (b) and (c) or (b) and (d), then: Throttle.................................................................................................IDLE External Power Plug.........................................................DISCONNECT Throttle ...........................................................................................ADJUST to 1000 - 1200 RPM Ammeter .........................................................................................CHECK NOTE! If engine does not start within 10 sec., disengage the starter and try again after a few seconds. (f) Warm-Up Throttle.............................................................................1000 - 1200 RPM Avionic Equipment ..................................................ON AS REQUIRED 4-10 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 4 NORMAL PROCEDURES Vacuum ...........................................................................................CHECK Ammeter .........................................................................................CHECK Oil Temperature.............................................................................CHECK Circuit Breakers .............................................................................CHECK (g) Taxiing Taxi Area...........................................................................................CLEAR Throttle............................................................................APPLY SLOWLY Brakes ..............................................................................................CHECK Controls ...................................CHECK for free and correct movement (h) Ground Check Brakes ................................................................................................APPLY Throttle ........................................................................................1800 RPM Magnetos ..................................................................CHECK “L“ then “R“ Maximum Drop 175 RPM Maximum Difference 50 RPM between magneto Ignition Switch..............................................................................“BOTH“ Carburetor Heat ....................................................................................ON RPM drop at least 50 RPM Throttle.................................................................................................IDLE Engine runs smooth with..................................................500 - 700 RPM Carburetor Heat ...................................................................................OFF Throttle.............................................................................1000 - 1200 RPM Voltage.............................................................................................CHECK Oil Pressure ....................................................................................CHECK Oil Temperature.............................................................................CHECK Fuel Pressure ..................................................................................CHECK Feb 25, 2005 4-11 SECTION 4 NORMAL PROCEDURES Symphony AIRCRAFT SA 160 (i) Before Takeoff Brakes ................................................................................................APPLY Throttle.............................................................................1000 - 1200 RPM Seats ...........................................................................................ENGAGED Seat Belts and Harnesses........................................FASTENED/CHECK Empty Seat ...........................................Seat Belts SNUGLY FASTENED Cabin Doors ...................................................CLOSED AND LATCHED Instrument/Map Light (at Night)...............................................ADJUST Primer ...........................................................................................LOCKED Fuel Valve ................................................................................CHECK ON Pitot Heat................................................................................................ON Aux. Fuel Pump .....................................................................................ON Fuel Quantity .................................................................................CHECK Mixture.....................................................................................FULL RICH Carburetor Heat ...................................................................................OFF Ignition Switch..............................................................................“BOTH“ Engine Parameters.........................................................................CHECK Flight Instruments.....................................................adjust and CHECK Navigation Equipment .............................OPERATIONAL as required Trim .........................................................................................................SET (j) Takeoff Normal Conditions Flaps..........................................................................................................20° Brakes ...........................................................................................RELEASE Throttle ...................................................................................FULL OPEN At a speed of 53 KIAS..................................................ROTATE to lift-off After lift-off accelerate to: Airspeed...................................................................................65 - 75 KIAS After an altitude of 50 ft is achieved: 4-12 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 4 NORMAL PROCEDURES Wing Flaps ..................................................................................RETRACT Airspeed ..........................................................................................80 KIAS Short Field Flaps..........................................................................................................20° Brakes ................................................................................................APPLY Throttle ...................................................................................FULL OPEN When full engine power is available: Brakes ...........................................................................................RELEASE At a speed of 53 KIAS..................................................ROTATE to lift-off After lift-off accelerate to: Airspeed ..........................................................................................62 KIAS After an altitude of 50 ft is achieved: Wing Flaps ..................................................................................RETRACT Airspeed ..........................................................................................80 KIAS (k) Climb Flaps .......................................................................................RETRACTED Trim .................................................................................................ADJUST Best Rate Climb Speed ..................................................................80 KIAS Best Angle Climb Speed ...............................................................70 KIAS Aux. Fuel Pump ....................................................................................OFF Engine Parameters.........................................................................CHECK (l) Cruise Trim .........................................................................................................SET Cruise Power ....................in accordance with the flight planning SET Feb 25, 2005 4-13 SECTION 4 NORMAL PROCEDURES Symphony AIRCRAFT SA 160 Mixture ...........................................................................................ADJUST Engine Parameters.........................................................................CHECK Fuel Quantity .................................................................................CHECK CAUTION ! Prolonged operation with a lean mixture, at more than 75% engine power, could result in engine damage. (m) Descent Carburetor Heat................................................................AS REQUIRED Mixture ..............................................................ENRICH AS REQUIRED Power ......................................................................................................SET Airspeed .............................................................................AS REQUIRED Cylinder Head Temperature........................................................CHECK (n) Before Landing Seat Belts and Harnesses.........................................FASTENED/CHECK Mixture.....................................................................................FULL RICH Aux. Fuel Pump .....................................................................................ON Carburetor Heat ....................................................................................ON Landing Light ........................................................................................ON Flaps ..................................................................................As required SET Trim .........................................................................................................SET Parking Brake Control Knob (optional)..............CHECK PUSHED IN Final Approach Speed: Flaps 40° ..........................................................................................65 KIAS NOTE: 4-14 It is recommended that all necessary landing checks and actions in the cabin are completed before turning Feb 25, 2005 Symphony SECTION 4 NORMAL PROCEDURES AIRCRAFT SA 160 on to the final approach. In this way, the pilot's attention can be directed completely to controlling the aircraft. (o) Landing Normal Conditions Flaps..........................................................................................................40° Airspeed...........................................................................................65 KIAS Flare the aircraft, so that it flares out at approx. 0,5 m over, and parallel to, the runway surface. Increase pitch with decreasing speed, so that the aircraft slowly approaches the ground and make contact with the lowest possible speed - main wheels first. After touchdown: Nose Wheel ...................................................................LOWER GENTLY Braking................................................................................AS REQUIRED Balked Landing Throttle....................................................................................FULL OPEN Carburetor Heat....................................................................................OFF Airspeed ...........................................................................Stabilize 65 KIAS Trim .........................................................................................................SET After reaching the safety height of 50 ft: Flaps.............................................................................................RETRACT (p) After Landing Flaps.............................................................................................RETRACT Carburetor Heat....................................................................................OFF FUEL PUMP Switch .............................................................................OFF Feb 25, 2005 4-15 SECTION 4 NORMAL PROCEDURES Symphony AIRCRAFT SA 160 PITOT HT Switch .................................................................................OFF LDG LT Switch .........................................................................on day OFF (q) Engine Shut Down Flaps.............................................................................................RETRACT Avionics .................................................................................................OFF Throttle ..............................................................................1000 - 1200 RPM Mixture...............................................................................IDLE CUT-OFF Ignition Switch......................................................................................OFF STROBE LT Switch ...............................................................................OFF NAV LT Switch (at Night)...................................................................OFF DOME LT Switch (at Night)................................................................ON INST LT /MAP LT Dimmer Switch (at Night)..................................OFF ALT / BAT Switch (on Day).................................................................OFF ALT Switch (at Night)..........................................................................OFF (r) After Engine Shut-Down All Electrical Equipment ......................................................................OFF Ignition Switch......................................................................................OFF Throttle........................................................................................FULL AFT Mixture...............................................................................IDLE CUT-OFF Control Stick ................................................................................LOCKED DOME LT Switch (at Night)...............................................................OFF BAT Switch (at Night)...........................................................................OFF Wheel Chocks .............................................................................IN PLACE Tie Downs ......................................................................................SECURE Coverings................................................................................INSTALLED 4-16 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 4 NORMAL PROCEDURES 4.7 AMPLIFIED NORMAL PROCEDURES The following provides detailed information and supplementary notes for normal operation of the aircraft. (a) Preflight Inspection (4.5 a) The aircraft should be given a thorough preflight check. A check of the aircraft's logs is also required. Scheduled aircraft inspections and maintenance must be completely documented. The main component of preflight inspection is an aircraft visual check in accordance with the check-list (Fig. 4-1). 1. Cabin In the cabin: first, unlock the control stick. You should ascertain that a current SA 160 flight manual as well the checklists are on-board. The instrumentation and the control elements of the cockpit are to be checked for external damage. Check the fuel quantity by means of the fuel level indicator. All switches (inclusive the ignition switch) must be OFF. Verify the instrument/map light dimmer switches are in off position. CAUTION ! When the instrument light dimmer switch is in ON position the annunciator lights “Fuel Pump” and “Flaps in Motion” will be dimmed (See Section 7, “Lights”). Feb 25, 2005 4-17 SECTION 4 NORMAL PROCEDURES Symphony AIRCRAFT SA 160 All circuit breakers are in ON position. The throttle control lever should be in the closed position and the mixture in idle cut-off. While moving control stick, check the ailerons and the elevator for free and correct movement. Check the trim for freedom of movement and set to neutral. The seat position and its locking are to be checked. Extend the wing flaps and leave this position for a better view of mechanics. 2. Left Wing Bleed fuel from the left wing fuel tank drain into a clear vessel and inspect for water and sediment contamination. Drain until water or sediment is gone. Both fuel tank sumps should be drained daily prior to the first flight. The left main gear strut with wheel fairing is to be checked for damage. The tire should be checked for proper inflation and condition. Next, check the wing surface is clear of ice, frost, snow or other extraneous substances. The quick-release locks of the top-deck hatches for the left wing are to be checked for proper lock. Verify the 20° flap position color marking on the inboard flap track is present and in good condition. At the wing trailing edge, the wing flaps and ailerons as well as its hinges are to be checked for damage and condition, the ailerons for smoothness and freedom of operation. Bonding straps and static dischargers should be firmly attached and in good condition. The security of attachment of the aileron counter weight is to be checked. Check the wing tip and the navigation / strobe lights for damage. Check the wing leading edge with the vortex generators for any damage. With ALT / BAT in ON position it is possible to check the general function of the stall warning system by carefully moving upwards the small plate on the transmitter. 4-18 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 4 NORMAL PROCEDURES Check the end of fuel tank vent line for obstructions. Remove the cover from the pitot tube and check the pitot pressure hole for integrity and that it is clear of obstructions. Open the fuel cap and visually check the fuel level for correspondence with fuel level indicator reading. After this, replace cap securely. 3. Nose Section Check the cowling for damage and correct fitting. All quick-release fasteners of the cowling must be locked. Check the windshield for damage such as cracks and scratches and clean if necessary. Check the air inlets for damage and obstructions (use only authorized cleaning materials). The propeller and the spinner are to be checked for nicks, cracks, or other defects. Through the right air inlet check the proper tension of the alternator belt. Open the oil access door on the right side of the upper cowling and check the oil level with the dipstick. It should be no less as 5 liters (5,3 qts). Then, close the oil filler cap accurately. Close the oil access door. Check the nose gear strut and the wheel fairing for damage. If required remove the wheel chock. Check tire for cuts, wear, and proper inflation. 4. Right Wing The wing surface should be clear of ice, frost, snow or other extraneous substances. Open the fuel cap and visually check the fuel level for correspondence with fuel level indicator reading. After this, replace cap securely. Check the wing leading edge with the vortex generators for any damage. The end of fuel tank vent line must be free of obstructions. Check the wing tip and the navigation / strobe lights for mechanical Feb 25, 2005 4-19 SECTION 4 NORMAL PROCEDURES Symphony AIRCRAFT SA 160 damage. The security of attachment of the aileron counter weight is to be checked. At the wing trailing edge, the ailerons and wing flaps as well as its hinges are to be checked for damage and condition, the ailerons for smoothness and freedom of operation. Bonding straps and static dischargers should be firmly attached and in good condition. Verify the 20° flap position color marking on the inboard flap track is present and in good condition. The quick-release locks of the top-deck hatches for the right wing are to be checked for proper lock. Next, through the quick drain of the right wing fuel tank sump drain fuel into clear cup and check for water and sediment. Drain until water or sediment is gone. The right main gear strut and wheel fairing is to be checked for damage. The tire should be checked for proper inflation and condition. 5. Fuselage The fuselage skins are to be checked for damage such as delaminations or tears and the antennae for their integrity and security. Check the static ports for obstructions and integrity. The empennage should be clear of ice, frost, snow or other extraneous substances. The security of attachment of the horizontal stabilizer, and the freedom of movement of the elevator are to be checked. The piano type hinges of the elevator show no damage and are secured properly as well as the elevator pushrod. The trim tab is in neutral position. Check trim tab pushrod. Rudder as well as its hinges are to be checked for damage, smoothness and freedom of operation there. The static dischargers should be firmly attached and in good condition. The baggage in the baggage compartment should be securely anchored down. Close the baggage door and lock it by means of both locks. 4-20 Feb 25, 2005 Symphony SECTION 4 NORMAL PROCEDURES AIRCRAFT SA 160 Next, through the fuel system low-point drain located on the bottom of the cabin, drain fuel into clear cup and check for water and sediment. Drain until water or sediment is gone. Check the pitot and static systems low-point drains for water. Finally, enter the cabin and turn ON the BAT switch. Retract the flaps and switch BAT OFF. (b) Before Starting Engine (4.5 b) Prior to starting the engine, a pre-flight check must be Icompleted. At night use the dome light. The fuel on board must be sufficient for the flight. Pilot and passenger must be securely fastened by the seat lapbelts and shoulder harnesses and the doors must be closed and secure. NOTE: Make sure that with the seat belts securely fastened all controls can be easily reached and can be move full travel without obstruction. Check all navigation material necessary for the flight is on board (at night additionally a flashlight for emergency purposes). The AVIONICS switch should be in OFF position. CAUTION ! Any Avionics in the ON position could be damaged during engine start. NOTE: Equipment unnecessarily switched ON during the start sequence, could complicate the starting process because of their power consumption. Check the fuel valve is in ON position for fuel supply. Feb 25, 2005 4-21 SECTION 4 NORMAL PROCEDURES Symphony AIRCRAFT SA 160 (c) Starting Cold Engine (4.5 c) Set the brakes and turn on the alternator and the strobe light. At night turn on the instrument and map lights. They should be switched on to check the engine parameters on the VM 1000 display during start. Check the carburetor heat is OFF. It is recommended, that when starting a cold engine, prime it by pumping throttle one to three strokes. In this way extra fuel becomes injected directly into the cylinder fuel-air induction system. Then open the throttle lever approximately 6 mm (1/4 in.). Set the MIXTURE lever to the FULL RICH position. For aircraft equipped with a primer system, it is recommended,that when starting a cold engine, prime it (max. 3 strokes) and secure the primer button. WARNING ! Overpriming complicates the engine starting process, it may result in a discharge of fuel or even an engine fire. A unlocked primer button can affect negatively to engine operation. After ascertaining that the propeller area is clear of people (6 meters), engage the starter by rotating the ignition switch clockwise. As soon as the engine fires, release ignition switch, and move the throttle to attain 1000 - 1200 RPM. If the engine does not fire within 5 - 10 seconds, disengage the starter and repeat starting procedure after approx 2 minutes. The oil pressure immediately after starting should at least be 25 psi. Otherwise, shut down engine. At night, turn ON the NAV light. 4-22 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 4 NORMAL PROCEDURES (d) Starting Hot Engine (4.5d) Set the brakes and turn on the alternator and the strobe light. At night, turn on the instrument and map lights. They should be switched on to check the engine parameters on the VM 1000 display during start. Check the carburetor heat is OFF. Open the throttle lever approximately 6 mm (1/4 in.). The MIXTURE lever must be in FULL RICH position. After ascertaining that the propeller area is clear of people (6 meters), engage the starter by rotating the ignition switch clockwise. As soon as the engine fires, release ignition switch, and move the throttle to attain 1000 - 1200 RPM. If the engine does not fire within 5 - 10 seconds, disengage the starter and repeat starting procedure after approx. 2 minutes. The oil pressure immediately after starting should at least be 25 psi. Otherwise, shut down engine. At night turn ON the NAV light. (e) Engine Start With External Power Source (4.5e) The voltmeter indication on the VM 1000 display will show the proper connection of the external power source. If necessary the external power may be electrical disconnected from aircraft by turning “BAT” off. After the engine has started according to (b) and (c) or (b) and (d), reduce power to idle and disconnect the external power source from the aircraft by an assistant. After removing the external power source, increase the engine power to 1000 - 1200 RPM and check that the ammeter indicates an alternator output. Feb 25, 2005 4-23 SECTION 4 NORMAL PROCEDURES Symphony AIRCRAFT SA 160 CAUTION ! If oil pressure is not indicated or it is too low within 30 seconds after engine start, stop the engine and determine the cause. NOTE: In very cold weather it will take a few seconds longer to get an oil pressure indication. NOTE: Starter manufacturers recommend limiting cranking periods to 30 seconds with a two minutes rest between cranking periods. Longer starting attempts will shorten the life of the starter. (f) Warm up (4.5f) Warm-up the engine at 1000 - 1200 RPM. Engine is warm for takeoff when throttle can be opened without engine faltering. In the meantime, turn on required electrical equipment such as the navigation equipment, setup if necessary and check for proper functioning. Check all engine parameters, the volt- / ammeter as well as the suction gauge readings. All circuit breakers must be ON. (g) Taxiing (4.5 g) After ascertaining the area in the intended taxi direction is clear, increase the engine power slowly. Taxi forwards a few feet, and apply the brakes to determine their effectiveness. While taxiing, make slight turns to check the function of the steering. Check once more ailerons, elevator and rudder for proper deflection, smoothness and 4-24 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 4 NORMAL PROCEDURES freedom of movement in their entire operating range. Avoid holes and ruts in the taxi surface when taxiing over uneven ground. Do not operate the engine at high RPM while running up or taxiing over gravel, loose stones, or any loose material to prevent abrasion and stone damage to the propeller blades. (h) Ground Check (4.5h) Set the brake and advance the throttle to 1800 RPM. Move Ignition switch to L (magneto) Position, note RPM and switch back to BOTH. Move Ignition switch to R (magneto) position, note RPM and switch back to BOTH. RPM drop should not exceed 175 RPM on either magneto and the difference between the magnetos should not exceed 50 RPM. Move the throttle control to the most rear position. Engine must be run at 500 - 700 RPM without extreme vibrations. Open the throttle smoothly to full throttle. The engine should accelerate to maximum RPM without faltering. Set 1800 RPM and switch ON carburetor heat. Its operation makes itself noticeable through a RPM drop at least of 50 RPM. Turn OFF carburetor heat. The RPM should adjust itself. Check engine parameters on VM 1000 display. The oil pressure, the oil temperature and the fuel pressure must be within the green ranges. CAUTION ! Since the engine is closely cowled for efficient in-flight engine cooling, do not operate it more than 3 minutes at maximum RPM. Prolonged engine operations below 1000 RPM may cause spark plug fouling. Feb 25, 2005 4-25 SECTION 4 NORMAL PROCEDURES Symphony AIRCRAFT SA 160 (i) Before Takeoff (4.5i) All circumstances for each particular takeoff, such as runway surface, meteorological conditions etc., should be considered. With brakes set to avoid fouled spark plugs and battery discharge, perform the necessary checks with approx. 1000-1200 RPM engine speed. Ensure that the seats are fixed, and both seat belts are fastened even if no passenger. Check that the cabin doors are closed and latched. At night adjust instrument and map light intensity corresponding to surrounding light conditions. Check the fuel valve is open. Turn ON the auxiliary fuel pump to prevent loss of power should the engine driven fuel pump fail during takeoff. Ensure the fuel quantity is sufficient for the planned flight. Check the mixture is in the FULL RICH position, the carburetor heat is OFF and the Ignition switch is in BOTH position. Check again that all engine parameters are within the permissible limits. Set up the attitude indicator and the compass. Adjust the barometric altimeter as required. Check the navigation equipment required for planned flight is operational. Adjust the trim slightly aft of neutral. Set flaps in takeoff position and check visually that they are down. NOTE: A minimum amount of leaning is permitted for smooth engine operation when taking off at high elevation airfields. (j) Takeoff (4.5 j) Normal Conditions Normal take-offs are accomplished with flaps in 20° position. However, under difficult wind conditions such as crosswind near at the maximum demonstrated crosswinds, a takeoff with flaps up may be advisable. 4-26 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 4 NORMAL PROCEDURES Set the trim as required. Move the throttle control fully forward and allow the aircraft to accelerate to 53 KIAS. Lift the nose wheel and let the aircraft lift-off. Accelerate the aircraft in a shallow climb to 65 KIAS and then transfer to climb flight with 65 - 75 KIAS. Slowly retract the flaps at an altitude of at least 50 ft and perform further climbing with 80 KIAS airspeed. Short Runway Lower the flaps to takeoff position 20°. Set the trim as required. Hold the brakes on. Move the throttle control fully forward and only upon reaching the full engine power, release the brakes. After reaching a airspeed of 53 KIAS, lift the nose wheel and let the aircraft l ift-off. Accelerate the aircraft in a shallow climb to 65 KIAS and then transfer to climb flight with this speed. Once clear of any obstacles, slowly retract the flaps at an altitude of at least 50 ft and climb at 80 KIAS airspeed. Cross- Wind When performing a flap-ups take off due to heavy crosswinds, the aircraft must be accelerated to 60 kias prior to nose wheel lift off. (k) Climb (4.5 k) Once established into the climb (flaps-up and A/C trimmed), Turn OFF the auxiliary fuel pump. The best rate of climb speed at maximum weight is 80 KIAS (Mean Sea Level). The speed decreases one knot per 1000 ft to 75 kts as minimum. The best angle of climb speed is 70 KIAS (flaps retracted). For climbing en route, the best rate of climb speed plus 5 - 10 KIAS is recommended. The visibility over the aircraft is therefore increased. During the climb, the engine parameters are to be checked, especially the cylinder head temperature. Under very high outside temperatures, climb speed can be increased to maximize engine cooling. 4-27 Feb 25, 2005 SECTION 4 NORMAL PROCEDURES Symphony AIRCRAFT SA 160 (l) Cruise (4.5 l) Adjust the elevator trim, to make flying on long routes easier. The cruise speed and the cruise power settings depend on many factors such as altitude, air temperature, aircraft loading and so on. The normal cruising power is 55% - 75% of the rated horsepower of the engine. Airspeeds, which may be obtained at various altitudes and power settings, can be determined from the performance graphs provided in section 5. A correct mixture setting can significantly reduce fuel consumption. For that: (a) Establish desired cruise power and allow engine parameters to stabilize. (b) Press BUTTON 1 at VM 1000 display (see Section 7) to activate the “Lean EGT Mode”. CAUTION ! Never exceed the maximum red line cylinder head temperature limit. Always return the mixture to full rich before increasing power settings. Prolonged operation with a lean mixture, at more than 75% engine power, can result in engine damage. Avoid rough engine operation (c) Smoothly lean engine mixture by rotating the knob counterclockwise to start the EGT bars climbing (about one bar per 2 seconds). If the leanest EGT has been detected, the bar graph for that EGT will begin flashing. Stop leaning. (d) Enrich engine mixture by rotating mixture knob counterclockwise to set final mixture as follows: (1) For Maximum Power Cruise (up to 75% power) - 150°F on rich side peak EGT. 4-28 Feb 25, 2005 Symphony SECTION 4 NORMAL PROCEDURES AIRCRAFT SA 160 (2) For Best Economy Cruise (75% power and below) Operate at peak EGT, or enrich to obtain engine smoothness. For further information, refer to Lycoming Operator's manual and VM 1000 Manual. While cruising, check the engine parameters on VM 1000 display frequently. Keep track of fuel status in terms of flight time and fuel burn per hour as well as by indications of fuel level indicators. (m)Descent (4.5 m) Before descent turn ON the carburetor heat or set according to atmospheric conditions ( if CAT indicator is installed, check reading), and enrich the mixture as required. While performing a power off descent, in order to check the power response and prevent plug fouling, periodically partially open and then close the throttle. When leveling off, set power as required and select carburetor heat OFF. NOTE: In order to avoid an overcooling of the engine avoid prolonged descent at high speed and low power. WARNING ! With less than 12 liters (3 U.S. Gal.) per each wing tank (”Lo” at indicator) power on descents (50 - 75%) with flaps fully extended and more as 70 KIAS airspeed must be limited to maximum 10 minutes duration. Before continuing descent, perform a 3 minute level flight with flaps up (refer section 7). Feb 25, 2005 4-29 SECTION 4 NORMAL PROCEDURES Symphony AIRCRAFT SA 160 (n) Before Landing (4.5n) Check that seat belts are fastened securely. The mixture control should be kept FULL RICH to ensure maximum acceleration if it should be necessary. Turn ON the auxiliary fuel pump, the carburetor heat, and the landing light. Extend the flaps as required. On final approach, landing flaps should be selected according to the runway surface, wind conditions and aircraft loading. Adjust trim. Verify the parking brake control knob is pushed in. CAUTION ! If landing is made with the parking brake set, the brakes will maintain any pressure applied after touchdown. The final approach speed with flaps extended to 40° is 65 KIAS. NOTE! It is recommended that all necessary landing checks and actions in the cabin are completed before turning into the final approach. In this way, the pilot's attention can be dedicated to controlling the aircraft CAUTION ! The maximum speed with flaps in extended position is 90 KIAS. 4-30 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 4 NORMAL PROCEDURES (o)Landing (4.5o) Normal Conditions The amount of flap used during approach and landing should be varied according to the runway surface, wind conditions and aircraft loading. It is recommended generally to perform the touch down at the minimum possible safe speed consistent with existing conditions. Under normal conditions, that will be with full extended flaps and approach speed of 65 KIAS. When landing in a strong wind, particular in crosswind, it can be required to select a higher approach speed and extend the flaps only partially or not at all. When landing, flare the aircraft, so that it flares out at approx. 0.5 m over and parallel to the runway surface. While decreasing speed, increase angle of attack by easing the stick back, so that the aircraft contacts with the lowest possible speed main wheels first at the lowest possible speed. After touch down, hold the nose wheel off the ground as long as possible, and as the aircraft slows down, gently lower the nose. Apply brakes as required. Balked Landing After making the decision for a balked landing; move the throttle full forward swiftly but not abruptly and turn OFF the carburetor heat to ensure the maximum engine power. An easy torque effect of the aircraft around the longitudinal axis to the Whilst accelerating, transfer aircraft to level flight and then to climbing flight. Stabilize at a speed of 65 KIAS. Retract flaps slowly upon reaching a safe altitude. Feb 25, 2005 4-31 SECTION 4 NORMAL PROCEDURES Symphony AIRCRAFT SA 160 (p) After Landing (4.5p) Retract flaps. Turn OFF the carburetor heat and the auxiliary fuel pump. Turn OFF pitot tube heat, if it was in operation. Turn OFF the landing light. NOTE: Unnecessary further electrical equipment may be turned OFF to reduce the discharge of the battery. (q) Engine Shut Down (4.5q) Check the flaps are completely retracted. Turn OFF all avionics. Adjust the throttle to 1000 - 1200 RPM and pull the mixture control back to IDLE CUT-OFF. ,Turn OFF the ignition switch. Turn off the strobe light and at night the navigation lights. Turn off the instrument and map lights, cabin lighting turn on the dome light. If the dome light is needed, leave the BAT switch on. (r) After Engine Shut Down(4.5 r) In the cabin, check all electrical equipment is turned OFF. Ignition switch and ALT / BAT switch must be switched OFF. The throttle must be closed and the mixture in the position IDLE CUT-OFF. The installation of control locks protects against damage in strong wind and preserves the flying control hinges. Chocking the main wheels and the installation of tie downs prevents inadvertent run away or turnover of the aircraft in high wind conditions. 4-32 Feb 25, 2005 Symphony SECTION 5 PERFORMANCE AIRCRAFT SA 160 SECTION 5 PERFORMANCE TABLE OF CONTENTS Page 5.1 General ..................................................................................................5-2 5.3 Introduction to the Performance Parameters and Flight Planning ....................................................................................5-2 5.5 Flight Planning Example ....................................................................5-3 (a) Takeoff..............................................................................................5-4 (b) Cruise...............................................................................................5-4 (c) Fuel Required .................................................................................5-5 (d) Landing ...........................................................................................5-6 5.7 Use of Performance Charts ................................................................5-8 (a) Approximation Method ................................................................5-9 (b) Interpolation Method....................................................................5-9 5.9 Performance Charts...........................................................................5-10 Fig. 5-1 5-2 5-3 5-4 5-5 5-6 5-7 5-8 5-9 5-10 5-11 5-12 Air Speed Calibration ............................................................5-10 Altimeter Correction..............................................................5-12 Temperature Conversion ......................................................5-14 Liters / Gallons Conversion ..................................................5-15 Stall Speeds .............................................................................5-16 Takeoff Distance (for short fields)........................................5-17 Rate of Climb ..........................................................................5-18 Time, Fuel and Distance to Climb .......................................5-19 Cruise Performance ...............................................................5-20 Best Range Profile ..................................................................5-22 Endurance Profile ..................................................................5-23 Landing Distance (for short fields) .....................................5-24 Feb 25, 2005 5-1 Symphony SECTION 5 PERFORMANCE AIRCRAFT SA 160 5.1 GENERAL This SECTION contains all the prescribed performance data as well as supplementary information for this aircraft. Performance data for optional equipment that requires handbook supplements is provided in Section 9, “SUPPLEMENTS”. 5.3 PERFORMANCE PARAMETERS AND FLIGHT PLANNING - INTRODUCTION The performance information on the following pages shows what is to be expected of the aircraft under various conditions. They are also a means for sufficient and correct flight planning. The data has been computed from extensive flight tests with the aircraft and engine in good condition and is approximated to average piloting techniques. Effects of ambient conditions (such as a soft or grass runway surfaces fortakeoff and landing, or winds aloft on cruise and range performance) are not considered on the charts, and tables must be interpolated by the pilot. Performance information presented in the range and endurance profile charts allow for 45 minutes of reserve fuel at the specified power settings. Fuel consumption is based on flight with appropriate leaning techinque for the mixture at different altitudes. The recommended procedures for leaning mixture are explained in Section 4, 4.7 “AMPLIFIED NORMAL PROCEDURES“ of this handbook. Due to the various influences on fuel consumption during flight, (use all available information) check fuel flow and quantity frequently while in flight. To obtain the performance indicated in the charts, follow the chart procedures. This section contains a flight planning example. This example shows the order as well as the manner in which to perform flight planning with reasonable accuracy by using the performance charts and tables. In addition, each chart includes it own example. 5-2 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 5 PERFORMANCE 5.5 FLIGHT PLANNING EXAMPLE The following example uses information from the performance charts to plan a flight. Example The following information is used: Aircraft Configuration Takeoff Weight Usable Fuel 975 kg (2150 lbs) 110 l (29.1 U.S.Gal.) Takeoff Conditions Airfield Pressure Altitude Air Temperature Wind Component Runway Length 930 ft 13 °C 14 kts Headwind 800 m(2625 ft) Cruise Conditions Total Distance Cruise Pressure Altitude Cruise OAT Wind 280 NM 6000 ft 3 °C 20 kts Headwind Landing Conditions Airfield PressureAltitude Air Temperature Runway Length Feb 25, 2005 2000 ft 11 °C 1200 m (3937 ft) 5-3 Symphony SECTION 5 PERFORMANCE AIRCRAFT SA 160 (a) Takeoff For this the chart: fig. 5-6 "Takeoff Distance (for short fields)" is to be used. The values shown are based on the normal procedure "Takeoff - Short Field“ (see Section 4, “NORMAL PROCEDURES“). By means of the appropriate column with the air temperature and the line with corresponding altitude, the takeoff distance is found. Conservative values can be safely established by reading the chart at the next higher value of altitude or temperature. This results in the following: Ground Roll Total distance to clear a 50-ft obstacle 370 m (1214 ft) 475 m (1558 ft) The runway length of 2000 ft.is therefore sufficient. The Chart figure then shows the existing wind conditions. The correction for a 14 kts headwind becomes; 14 kts / 9 kts x 10% = 15.6% decrease This results in the following takeoff distances, corrected for the wind: Ground Roll Total distance to clear a 50-ft obstacle 312 m (1024 ft) 329 m (1316 ft) (b) Cruise The cruising altitude and the winds enroute are determined from route restrictions and meteorological conditions. The optimal power setting selection for cruise must be determined based on several factors. This includes the closer consideration of the cruise performance data (Fig. 5-9), range profiles (Fig. 5-10), and endurance profile charts (Fig. 55-4 Feb 25, 2005 Symphony SECTION 5 PERFORMANCE AIRCRAFT SA 160 11). The relationship between engine power and range is presented in the range profile chart. Accordingly, the most economical fuel consumption or the longest range will be achieved at a cruise power of approx. 65% at 6000 ft. Next the cruise performance table data can be read, by using the 65% cruise power determined above and the other given values the following result is obtained: True Airspeed Fuel Consumption 117 kts 28 l / h (7.4 U.S.Gal. / h) (c) Fuel Required The fuel required for this flight may be estimated by use of the chart "Time, Fuel, and Distance to climb” (Fig. 5-8) and the Cruise Performance chart (Fig. 5-9). These values are based on standard ICAO temperatures. However, they are sufficiently precise for most flight planning purposes. Temperature correction is explained on the “ ... Performance” ... Note. Fuel Required for Climb Climb Distance 6.4 Liters (1.69 U.S.Gal.) 12.6 NM The cruise distance is now: Total Distance Climb Distance Cruise Distance Feb 25, 2005 280 - 13 = 267 NM 5-5 Symphony SECTION 5 PERFORMANCE AIRCRAFT SA 160 With an assumed headwind of 20 kts enroute, the ground speed for cruise is: 117 - 20 = 97 kts Using these two values, the time for the cruise can be calculated: 267 NM / 97 kt = 2.8 h The fuel required for cruise is: 2.8 h x 28 l/h (7.4 U.S.Gal. / h) = 78.4 l (20.7 U.S.Gal.) 45-minute reserve: 45 / 60 x 28 l/h (7.4 U.S.Gal. / h) = 21 l (5.54 U.S.Gal.) Next the total fuel required can be calculated as follows: Engine start, taxi, and takeoff Climb Cruise Reserve 4.0 l (1.05 U.S.Gal.) 6.4 l (1.69 U.S.Gal.) 78.4 l (20.7 U.S.Gal.) 21.0 l (5.54 U.S.Gal.) Total fuel required 109.8 l (29 U.S.Gal.) (d) Landing For estimating the landing distance at the destination airfield, a procedure similar to takeoff should be used. For this fig. 5-12 "Landing Distance (for short fields)" is to be used. The 5-6 Feb 25, 2005 Symphony SECTION 5 PERFORMANCE AIRCRAFT SA 160 values are based on using the normal procedure “Landing - Short Field“ (see Section 4 “NORMAL PROCEDURES“). By means of the corresponding column with the air temperature and the line with corresponding altitude, the landing distances are determined. Conservative values can be safely determined by reading the chart at the next higher value of altitude or temperature. In such a way, the given situation equals: Ground Roll Landing distance to clear a 50-ft obstacle Feb 25, 2005 295 m (968 ft) 725 m (2379 ft) 5-7 Symphony SECTION 5 PERFORMANCE AIRCRAFT SA 160 5.7 USE OF PERFORMANCE CHARTS Tabulations of performance are presented in increments of temperature, altitude and other variables. Performance for a given set of conditions may be approximated as follows: Takeoff, climb, and landing - Enter tables at next higher increment of altitude, temperature, weight and at zero wind. For cruise: Enter tables at next lower increment of temperature, altitude and fuel loading; and the next higher increment of weight if applicable. To obtain exact performance values from tables, it is necessary to interpolate between the incremental values. TAKEOFF-SPEED ~ KIAS WEIGHT lbs LIFT OFF 2150 58 50 ft 62 PRESS ALT ft MSL 1000 2000 3000 ISA+30 °C ISA+20 °C GROUND ROLL ft 1329 1394 1493 1624 TOTAL TO CLEAR 50 ft OBS ft GROUND ROLL ft TOTAL TO CLEAR 50 ft OBS ft 1690 1772 1870 2034 1411 1493 1575 1722 1788 1886 1985 2149 Example: Given: - Takeoff Weight - Air Temperature - Airfield Pressure Altitude - Headwind 2150 lbs 40 °C 2200 ft 10 kts Find: - Takeoff Speed at Lift-Off - Speed at 50 ft - Ground Roll - Total Distance to Clear 50 ft Obstacle 5-8 Feb 25, 2005 Symphony SECTION 5 PERFORMANCE AIRCRAFT SA 160 (a) Approximation Method Read values at 2150 lbs, ISA+30 °C, and 2000 ft: - Lift-Off Speed - Speed at 50 ft - Ground Roll - Total to Clear a 50 ft Obstacle 58 KIAS 62 KIAS 1575 ft 1985 ft (b) Interpolation Method - The example airfield pressure altitude is 20% of the difference between 2000 ft and 3000 ft. - The temperature is 50% of the difference between 35 °C and 45 °C. Between the read values, the corresponding percentages are to be considered: - Lift-Off Speed - Speed at 50 ft - Ground Roll - Total to Clear a 50 ft Obstacle 58 KIAS 62 KIAS 1562 ft 1960 ft The correction for headwind: For a 10 kts headwind, decrease distances by 10%. Ground Roll 1562 ft - (10%)x 1562 ft = 1406 ft Total to Clear a 50 ft Obstacle 1960 ft - (10%)x 1960 ft = 1764 ft Feb 25, 2005 5-9 Symphony SECTION 5 PERFORMANCE AIRCRAFT SA 160 5.9 PERFORMANCE CHARTS AIRSPEED CALIBRATION CONDITIONS: KIAS ASSUMES ZERO INSTRUMENT ERROR. FLAPS 00° FLAPS 20° FLAPS 40° KIAS 65 75 85 95 105 115 125 >135 KCAS 64 74 84 94 107 115 126 >135 KIAS 55 60 65 70 80 90 - - KCAS 54 59 64 70 80 90 - - KIAS 55 60 65 70 80 90 - - - KCAS 54 59 64 70 80 90 - - Kias : Knots Indicated Air Speed Kias : Knots Calibrated Air Speed EXAMPLE: FLAPS INDICATED AIRSPEED 20° 60 KIAS CALIBRATED AIRSPEED 59 KCAS Figure 5-1(1) 5-10 Feb 25, 2005 Symphony SECTION 5 PERFORMANCE AIRCRAFT SA 160 AIRSPEED CALIBRATION (Alternate Static Source) CONDITIONS: COCKPIT VENTILATION OFF Normal KIAS 50 60 70 80 90 100 110 120 Alternate KIAS 51 61 73 85 96 107 119 130 140 150 160 129 140 151 161 172 NOTES: 1. INFLUENCE OF VENTILATION: WITH THE COCKPIT VENTILATION OPEN (ONE OR TWO FRESH AIR NOZZLES), THE VALUES IN THE ALTERNATE KIAS COLUMN DECREASE BY 0.5 KT. 2. INFLUENCE OF THE CABIN HEAT IS FOUND TO BE NEGLIGEABLE. EXAMPLE: DESIRED AIRSPEED 70 KIAS AIRSPEED INDICATOR READING 73 KIAS Figure 5-1(2) Feb 25, 2005 5-11 Symphony SECTION 5 PERFORMANCE AIRCRAFT SA 160 ALTIMETER CORRECTION CONDITIONS: MSL KIAS AND INDICATED ALTITUDE ASSUME ZERO INSTRUMENT ERROR. CORRECTION TO BE ADDED ~FEET CONDITION 55 60 65 70 KIAS 80 90 105 115 125 FLAPS 00° -10 -10 -10 -10 -10 -10 +15 0 +10 FLAPS 20° -10 -10 -5 -5 -5 0 - - - FLAPS 40° -10 -10 -5 -5 -5 0 - - - EXAMPLE: FLAPS INDICATED AIRSPEED 0° 95 KIAS ALTIMETER CORRECTION -10 ft Figure 5-2(1) 5-12 Feb 25, 2005 Symphony SECTION 5 PERFORMANCE AIRCRAFT SA 160 ALTIMETER CORRECTION (Alternate Static Source) CONDITIONS: MSL COCKPIT VENTILATION OFF KIAS CORRECTION TO BE ADDED - FEET 60 70 80 90 -10 -25 -40 -50 100 110 120 130 140 -70 -70 -90 -110 -130 150 160 -145 -165 NOTES: 1. INFLUENCE OF VENTILATION: WITH THE COCKPIT VENTILATION OPEN (ONE OR TWO FRESH AIR NOZZLES), ADD TO THE VALUES IN THE “CORRECTION TO BE ADDED” COLUMN +5 ft. 2. INFLUENCE OF THE CABIN HEAT IS FOUND TO BE NEGLIGEABLE. EXAMPLE: FLAPS INDICATED AIRSPEED 0° 90 KIAS ALTIMETER CORRECTION -50 ft Figure 5-2(2) Feb 25, 2005 5-13 Symphony SECTION 5 PERFORMANCE AIRCRAFT SA 160 TEMPERATURE CONVERSION 120 100 DEGREES FAHRENHEIT 80 60 40 20 0 -20 -40 -40 -20 0 20 40 60 DEGREES CELSIUS Figure 5-3 5-14 Feb 25, 2005 Symphony SECTION 5 PERFORMANCE AIRCRAFT SA 160 LITERS / GALLONS CONVERSION 120 60 31 14 30 110 13 28 12 20 8 100 Liters 10 9 30 27 11 Gallons Liters 40 0 26 25 90 24 7 23 6 22 80 5 21 20 4 10 29 Gallons 50 15 3 70 19 2 18 1 17 60 0 16 Figure 5-4 Feb 25, 2005 5-15 Symphony SECTION 5 PERFORMANCE AIRCRAFT SA 160 STALL SPEED CONDITIONS: POWER IDLE WEIGHT 975 kg (2150 lbs) Most forward C.G. Position STALL SPEEDS ~ KNOTS CONDITIONS ANGLE OF BANK 0° KIAS 45° 30° KCAS 60° KIAS KCAS KIAS KCAS KIAS KCAS FLAPS 00° 60 59 65 64 72 71 85 84 FLAPS 20° 53 52 57 56 63 62 74 74 FLAPS 40° 51 50 55 54 61 60 71 71 NOTES: 1. THE MAXIMUM ALTITUDE LOSS DURING STALL RECOVERY CAN BE UP TO 250 FT. 2. AT MIDDLE AND AFT C.G. POSITIONS LOWER ABOVE SHOWN VALUES BY 1 KT. EXAMPLE: WEIGHT FLAPS ANGLE OF BANK 975 kg (2150 lbs) 40° 30° STALL SPEED 55 KIAS 54 KCAS Figure 5-5 5-16 Feb 25, 2005 Symphony SECTION 5 PERFORMANCE AIRCRAFT SA 160 TAKEOFF DISTANCE (FOR SHORT FIELDS) CONDITIONS: LIFT-OFF 58 KIAS SPEED AT 50 ft 62 KIAS WEIGHT 975 kg (2150 lbs) FLAPS 20° TAKEOFF POWER SET BEFORE BRAKE RELEASE. PAVED, DRY RUNWAY, ZERO WIND. ISA-10 °C PRESS ALT ft MSL 1000 2000 3000 4000 5000 6000 7000 8000 ISA ISA+10 °C TOTAL TOTAL TOTAL TO TO TO GROUND GROUND GROUND CLEAR CLEAR CLEAR ROLL ROLL ROLL 50 FT 50 FT 50 FT ft ft ft OBS OBS OBS ft ft ft 1050 1115 1198 1312 1460 1575 1706 1854 2001 1378 1444 1542 1673 1837 1985 2133 2297 2477 1148 1214 1296 1427 1558 1690 1821 1969 2116 1476 1558 1640 1804 1952 2116 2264 2444 2608 1230 1312 1394 1526 1673 1804 1936 2083 2231 1591 1657 1755 1919 2083 2231 2395 2575 2740 ISA+20 °C ISA+30 °C TOTAL TOTAL TO TO GROUND GROUND CLEAR CLEAR ROLL ROLL 50 FT 50 FT ft ft OBS OBS ft ft 1329 1394 1493 1624 1772 1903 2051 2182 2329 1690 1772 1870 2034 2198 2362 2526 2690 2871 1411 1493 1575 1722 1870 2001 2149 2297 2444 1788 1886 1985 2149 2329 2477 2657 2822 3002 NOTES: 1. THE TAKEOFF PROCEDURE FOR SHORT RUNWAYS IS DESCRIBED IN SECTION 4. 2. DECREASE DISTANCES BY 10% FOR EVERY 9 KNOTS OF HEADWIND. FOR OPERATION WITH TAILWINDS UP TO 10 KNOTS, INCREASE DISTANCES BY 10% FOR EVERY 2 KNOTS OF TAILWIND. 3. FOR OPERATION ON DRY, GRASS RUNWAY, INCREASE DISTANCES BY 10% OF THE GROUND ROLL FIGURE. EXAMPLE: WEIGHT AIR TEMPERATURE AIRFIELD PRESSURE ALTITUDE HEADWIND COMPONENT 2150 lbs 21 °C 2000 ft 13.5 kts GROUND ROLL OVER A 50 FT OBSTACLE 1394 ft 1755 ft THE CORRECTION FOR HEADWIND: READ VALUE AT ISA+10 °C BECAUSE THE STANDARD TEMPERATURE IN 2000 FT IS 11°C. 11°+10°=21 °C 13.5 kts / 9 kts X 10% = 15% DECREASE GROUND ROLL OVER A 50 FT OBSTACLE 1185 ft 1492 ft Figure 5-6 Feb 25, 2005 5-17 Symphony SECTION 5 PERFORMANCE AIRCRAFT SA 160 RATE OF CLIMB CONDITIONS: FLAPS 0° FULL THROTTLE WEIGHT lbs 2150 1830 NOTE: PRESS ALT ft CLIMB SPEED ~KIAS RATE OF CLIMB ~ FT/MIN ISA -10 °C ISA ISA +10 °C ISA ISA +20 °C +30 °C MSL 2000 4000 6000 8000 10000 12000 80 78 76 74 73 73 73 740 645 550 455 365 270 175 710 615 520 425 340 245 150 680 590 495 400 315 220 130 655 560 470 375 290 195 105 630 535 445 350 270 175 - MSL 2000 4000 6000 8000 10000 12000 14000 80 78 76 74 73 73 73 73 995 890 790 685 590 485 380 270 965 860 755 655 560 460 355 250 930 830 725 625 535 430 330 225 900 800 700 600 510 410 310 205 870 770 670 570 485 385 285 185 LEAN MIXTURE AS PER LYCOMING O-320 INSTRUCTIONS AT 5000 FT AND ABOVE. EXAMPLE: WEIGHT PRESSURE ALTITUDE AIR TEMPERATURE RATES FOR GIVEN WEIGHTS, THE CORRESPONDING PERCENTAGE IS TO BE CONSIDERED. 1990 lbs MSL 15 °C THE EXAMPLE WEIGHT IS 50% OF THE DIFFERENCE BETWEEN 1830 LBS AND 2150 LBS. BETWEEN THE READ VALUES OF CLIMB CLIMB SPEED RATE OF CLIMB 80 KIAS 838 ft/min Figure. 5-7 5-18 Feb 25, 2005 Symphony SECTION 5 PERFORMANCE AIRCRAFT SA 160 TIME, FUEL,AND DISTANCE TO CLIMB CONDITIONS: WEIGHT 975 KG (2150 LBS) FLAPS 0° FULL THROTTLE FUEL MIXTURE AS RECOMENDED BY LYCOMING O-320 LEANING SCHEDULE ZERO WIND, ISA FROM SEE LEVEL PRESSURE ALTITUDE ft CLIMB SPEED KIAS 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000 NOTE: 79 78 77 76 75 74 73 73 73 73 73 73 TIME min 1,5 3,0 4,7 6,6 8,6 10,9 13,3 16,1 19,3 23,2 27,8 33,7 FUEL USED U.S. l GAL. 1,0 2,2 3,4 4,6 6,0 7,4 8,9 10,6 12,4 14,5 17,0 20,0 DISTANCE N.M. 0,26 0,58 0,90 1,21 1,58 1,95 2,35 2,80 3,28 3,83 4,49 5,28 1,9 4,0 6,3 8,7 11,5 14,5 17,8 21,5 25,9 31,0 37,8 46,6 1. ADD 4.0 l (APPROX. ONE GALLON) OF FUEL FOR START, TAXI AND TAKEOFF. 2. FOR TEMPERATURES ABOVE STANDARD, INCREASE VALUES BY 10% FOR EVERY 10 °C. EXAMPLE: DEP. AIRFIELD PRESSURE ALTITUDE DEP. AIRFIELD TEMPERATURE CRUISE PRESSURE ALTITUDE 2000 ft 11 °C 6000 ft TIME: FUEL: DIST. : 10.9 min - 3 min = 1.95 - 0.58 = 14.5 NM - 4 NM = 7.9 min. 1.37 U.S.Gal. 10.5 NM Figure 5-8 Feb 25, 2005 5-19 Symphony SECTION 5 PERFORMANCE AIRCRAFT SA 160 CRUISE PERFORMANCE CONDITIONS: WEIGHT 975 kg (2150 lbs) ZERO WIND, ISA Pressure Altitude ft LEAN MIXTURE UP TO 75% POWER FOR BEST ECONOMY AND ADJUST FULL RICH ABOVE 75%. Standard Temperature U.S.GAL./h RPM %BHP KTAS A l/h 2000 2700 2600 2500 2400 2300 2100 2000 92.5 83.8 75.6 70.0 60.0 53.8 41.3 128 123 118 114 107 101 88 48 43 33 31 26 24 18 12.7 11.4 8.7 8.2 6.9 6.3 4.8 4000 2700 2600 2500 2400 2300 2100 2000 84.4 78.1 70.0 65.6 56.9 50.6 40.0 128 123 118 114 107 101 88 43 40 31 29 25 22 18 11.4 10.6 8.2 7.7 6.6 5.8 4.8 6000 2700 2600 2500 2400 2300 2100 2000 81.3 72.5 66.3 60.0 53.8 47.5 38.1 128 123 118 114 107 101 88 42 32 29 26 24 21 17 11.1 8.5 7.7 6.9 6.3 5.5 4.5 8000 2700 2600 2500 2400 2300 2100 2000 73.8 67.5 61.9 56.9 50.0 45.6 36.9 128 123 118 114 107 101 88 32 30 27 25 22 20 16 8.5 7.9 7.1 6.6 5.8 5.3 4.2 (Minimum) Figure 5-9(1) 5-20 Feb 25, 2005 Symphony SECTION 5 PERFORMANCE AIRCRAFT SA 160 CRUISE PERFORMANCE (Continued) Pressure Altitude ft Standard Temperature RPM %BHP KTAS A l/h U.S.GAL./h (Minimum) 10000 2700 2600 2500 2400 2300 2100 2000 63,1 56,9 53,8 46,9 43,1 35,0 123 118 114 107 101 88 28 25 24 21 19 15 7.4 6.6 6.3 5.5 5.0 4.0 12000 2700 2600 2500 2400 2300 2100 2000 59,4 53,8 50,0 44,4 40,6 34,4 123 118 114 107 101 88 26 24 22 19 18 15 6.9 6.3 5.8 5.0 4.8 4.0 EXAMPLE: WEIGHT TEMPERATURE PRESSURE ALTITUDE ENGINE SPEED 975 kg (2150 lbs) 7 °C 4000 ft 2400 RPM % BHP TRUE SPEED MIN. FUEL CONSUMPTION 65% 114 KTAS 29 l/h (7.7 U.S. Gal. /h) Figure 5-9(2) Feb 25, 2005 5-21 Symphony SECTION 5 PERFORMANCE AIRCRAFT SA 160 BEST RANGE PROFILE CONDITIONS: ZERO WIND, ISA WEIGHT 975 kg (2150 lbs), INITIAL FUEL LOADING 110 LITERS (29.1 U.S.GAL.)USABLE LEAN MIXTURE UP TO 75% POWER FOR BEST ECONOMY AND ADJUST RICH ABOVE 75%. 12,000 e ttl ro h ll T Fu 8000 6000 200 250 300 60% BHP 2000 70% BHP 4000 80% BHP PRESSURE ALTITUDE ~ FEET 10,000 350 400 450 RANGE ~ NM NOTE: RANGE INCLUDES START, TAXI, CLIMB AND DESCENT WITH 45 MINUTES RESERVE FUEL AT MAXIMUM RANGE POWER. Figure 5-10 5-22 Feb 25, 2005 Symphony SECTION 5 PERFORMANCE AIRCRAFT SA 160 ENDURANCE PROFILE CONDITIONS: ZERO WIND, ISA WEIGHT 975 kg (2150 lbs), INITIAL FUEL LOADING 110 LITERS (29.1 U.S.GAL.)USABLE LEAN MIXTURE UP TO 75% POWER FOR BEST ECONOMY AND ADJUST FULL RICH ABOVE 75%. 12,000 e ttl ro h ll T Fu 8000 6000 1,5 2 70% BHP 2000 60% BHP 4000 80% BHP PRESSURE ALTITUDE ~ FEET 10,000 2,5 3 3,5 4 ENDURANCE ~ HOURS NOTE: ENDURANCE INCLUDES FUEL FOR START, TAXI, CLIMB AND DESCENT WITH 45 MINUTES RESERVE AT CRUISE POWER, AND TIME FOR CLIMB. Figure 5-11 Feb 25, 2005 5-23 Symphony SECTION 5 PERFORMANCE AIRCRAFT SA 160 LANDING DISTANCE (FOR SHORT FIELDS) CONDITIONS: WEIGHT 975 kg (2150 lbs) FLAPS 40° APPROACH SPEED AT 50 FT 65 KIAS PAVED, DRY RUNWAY, ZERO WIND ISA-10 °C Pressure Altitude ft Total to Clear 50 ft OBS ft MSL 1000 2000 3000 4000 5000 6000 7000 8000 2182 2264 2313 2379 2428 2493 2543 2608 2674 ISA Ground Roll ft Total to Clear 50 ft OBS ft 869 902 935 951 984 1017 1050 1083 1115 2280 2329 2379 2444 2493 2559 2625 2690 2756 ISA+10 °C Ground Roll ft Total to Clear 50 ft OBS ft 902 935 968 984 1017 1050 1083 1115 1148 2346 2395 2444 2510 2575 2641 2707 2772 2838 ISA+20 °C Ground Roll ft Total to Clear 50 ft OBS ft Ground Roll ft 935 968 1001 1033 1066 1083 1132 1165 1198 2395 2461 2510 2575 2641 2707 2772 2854 2936 968 1001 1033 1066 1099 1132 1165 1198 1247 ISA+30 °C Total to Clear 50 ft OBS ft Ground Roll ft 2461 2526 2575 2641 2707 2789 2854 2936 3018 1001 1033 1066 1099 1132 1165 1198 1247 1280 NOTES: 1. THE LANDING PROCEDURE FOR SHORT FIELDS IS DESCRIBED IN SECTION 4. 2. DECREASE DISTANCES BY 10% FOR EVERY 10 KNOTS OF HEADWIND. FOR OPERATION WITH TAILWINDS UP TO 10 KNOTS, INCREASE DISTANCES BY 10% FOR EVERY 2 KNOTS. 3. INCREASE GROUND ROLL ON DRY GRASS SURFACE BY 35%. 4. FOR EACH DEGREE OF RUNWAY SLOPE INCREASE GROUND ROLL BY 15%. 5. WITH FLAPS UP (VAPP74 KIAS), INCREASE LANDING DISTANCE BY 45%. EXAMPLE: WEIGHT AIR TEMPERATURE AIRFIELD PRESSURE ALTITUDE HEADWIND COMPONENT 2150 lbs 33 °C 1000 ft 10 kts READ VALUE AT ISA+20 °C BECAUSE THE STANDARD TEMPERATURE IN 1000 FT IS 13 °C. 13°+20°=33 °C TOTAL OVER 50 FT OBSTACLE GROUND ROLL 2461 ft 1001 ft THE CORRECTION FOR HEADWIND: 10 kts / 10 kts x 10%=10% DECREASE TOTAL OVER 50 FT OBSTACLE GROUND ROLL 2215 ft 901 ft Figure 5-12 5-24 Feb 25, 2005 Symphony SECTION 6 WEIGHT AND BALANCE AIRCRAFT SA 160 SECTION 6 WEIGHT AND BALANCE / EQUIPMENT LIST TABLE OF CONTENTS Page 6.1 General ..................................................................................................6-2 6.3 Aircraft Weighing Procedure .............................................................6-2 6.5 Weight and Balance Determination, Weight and Balance Record...............................................................6-9 6.7 Weight and Balance Determination for Flight................................6-9 6.8 Weight and Balance Example ..........................................................6-14 6.9 Equipment List...................................................................................6-15 Fig. 6-1 6-2 6-3 6-4 6-5 6-6 6-7 6-8 Weight and Balance Data Form .............................................6-5 Markings for Aircraft Longitudinal Leveling ......................6-6 Weight and Balance Record ...................................................6-8 Weight and Balance Loading Form.....................................6-10 Loading Graph .......................................................................6-11 Moment Arm ..........................................................................6-12 Weight and Moment Limits .................................................6-13 Weight and Balance Example...............................................6-15 Feb 25, 2005 6-1 SECTION 6 WEIGHT AND BALANCE Symphony AIRCRAFT SA 160 6.1 GENERAL This section provides information to determine the aircraft weight and center of gravity. The performance and flying characteristics of the SA 160 aircraft can only be achieved if it is flown within the approved weight and Center-of-Gravity (C of G) envelope. In addition, flight operation outside of the approved weight and C of G envelope will have a negative impact on the aircraft flight characteristics and represent a significant risk to the aircraft and its occupants. WARNING ! It is the responsibility of the pilot in command to ensure the aircraft is loaded properly and operated within the prescribed weight and C of G envelope. Operation outside of the authorizedweight and balance limitations could cause an accident to occur. The following sections provide information on how to determine the aircraft weight and center of gravity for safe aircraft operation. Specific information regarding the weight, moment arm of installed equipment for the SA 160 can be found in the aircraft equipment list provided with the aircraft technical records at the time of aircraft delivery. 6.3 AIRCRAFT WEIGHING PROCEDURE At the time of delivery, Symphony Aircraft Industries provides for each aircraft the basic empty weight and center of gravity location. This data is provided on the Weight and Balance Data Form shown in Figure (6.1). The removal or addition of equipment will affect the basic empty weight and center of gravity position. As such, a weight and balance amendment or a new aircraft weight and balance will need to be performed. 6-2 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 6 WEIGHT AND BALANCE The following procedure must be followed prior to weighting the aircraft; (a) Preparation (1) Verify the aircraft equipment against the provided equipment.. list to ensure that the list is complete and that all equipment is installed in its proper location. (2) Remove all foreign items from aircraft. (3) Defuel aircraft, drain all remaining fuel, and add the unusable fuel again. Refer for the proper procedure in the “SA 160 Maintenance Manual, "Chapter 12 SERVICING". (4) Remove excessive dirt or moisture. (5) Top up engine oil as required to the max. oil level (7,6 liter / 8qt). (6) Adjust the seats to the maximum forward position. (7) Retract the flaps completely. (8) Put all control surfaces in the neutral position. CAUTION ! Whenever the fuel system is completely drained and fuel is replenished, it will be necessary to run the engine for a minimum of three (3) minutes at 1000 RPM in order to ensure that no air remains in the fuel supply lines (b) Leveling (1) Place properly calibrated scales with the corresponding loadcarrying capacity under each wheel. (2) Using the aircraft marking for longitudinal leveling shown in Figure (6.2) level the aircraft by changing the air pressure in the nose wheel tire to center the bubble on a spirit level. Feb 25, 2005 6-3 SECTION 6 WEIGHT AND BALANCE Symphony AIRCRAFT SA 160 (c) Weighing Aircraft Basic Empty Weight (1).With the airplane level and brakes released, record the weight shown on each scale. From the scale calibration data, deduct the tare weight, if any, from each reading. Enter values into the weight data form of Figure (6.1). * The standard empty weight includes the required oil level (7.6 liters / 8 qt.) and 12 liters (3.1 US Gal.) unusable fuel. 6-4 Feb 25, 2005 Symphony SECTION 6 WEIGHT AND BALANCE AIRCRAFT SA 160 AIRCRAFT WEIGHING FORM SERIAL NUMBER: MODEL: DATE: REGISTRATION NUMBER: LEVELING DIAGRAM REFERENCE DATUM 60.5 in. C.G. A X B A = 44.2 in. B = 113.3 in. AIRCRAFT AS WEIGHED SCALE READING POSITION - SYMBOL NOSE WHEEL SCALE ERROR NET WEIGHT ~lbs -N RIGHT MAIN WHEEL -R LEFT MAIN WHEEL -L AIRCRAFT TOTAL AS WEIGHED Empry Weight We; We = N + L + R Center of Gravity C of GWe; C of GWe = N(A) + (R+L)(B) We Empty Weight Me; Me = We x C of GWe ; BASIC EMPTY WEIGHT AND C. G. ITEM WEIGHT ~ lbs C.G. ARM ~ in. MOMENT ~ in-lbs BASIC EMPTY WEIGHT * The standard empty weight includes the required oil level (8quarts) and 2.4 US Gal. unusable fuel. Figure 6-1 Feb 25, 2005 6-5 Symphony SECTION 6 WEIGHT AND BALANCE AIRCRAFT SA 160 Marked Hole Static Port Hole Figure 6-2 Markings for Aircraft Longitudinal Leveling 6-6 Feb 25, 2005 Symphony SECTION 6 WEIGHT AND BALANCE AIRCRAFT SA 160 (d) Basic Empty Weight Center of Gravity (1) The basic empty weight We (as weighed including equipment noted in the equipment list, required oil level and unusable fuel) is given by: We = N + L + R where; N = Nose wheel net weight (lbs) R = Right main wheel net weight (lbs) L = Left main wheel et weight (lbs) (2) The center of gravity C of GWe corresponding to the basic aircraft empty weight is given by; C of GWe = N(A) + (R+L)(B) We where; A = Distance from nose wheel from reference datum 44.2 In. B = Distance from right and left main wheel from reference datum 113.2 In. (3) The empty weight moment Me corresponding to the basic aircraft empty weight and C of GWe is given by; Me = We x C of GWe This data is provided for each SA 160 at time of delivey. Feb 25, 2005 6-7 6-8 “+” “-” ITEM EMPTY WEIGHT: REVISE DATA BASIC EMPTY DATA: DATE BASIC EMPTY WEIGHT: AIRCRAFT MODEL: WEIGHT AND BALANCE RECORD C of G: DESCRIPTION OF ARTICLE OR MODIFICATION ARM (in.) ADDED (+) WEIGHT (lbs) C of GWe SERIAL NUMBER: MOMENT (in-lbs) ARM (in.) MOMENT (in-lbs) RUNNING BASIC EMPTY WEIGHT MOMENT WEIGHT (lbs) (in-lbs) REMOVED (-) MOMENT: WEIGHT (lbs) WEIGHT CHANGE BASIC MOMENT: REGISTRATION NUMBER: (Continuous History of Changes in Structure or Equipment Affecting Weight and Balance) SECTION 6 WEIGHT AND BALANCE Symphony SA 160 AIRCRAFT Figure 6-3 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 6 WEIGHT AND BALANCE 6.5 WEIGHT AND BALANCE DETERMINATION AND RECORD The basic empty weight and center of gravity location data, as provided in the Aircraft Weight Form (See Figure 6.1) was determined when the aircraft was delivered at the factory. This information can be applied only to the specific aircraft serial number and registration number shown on the form. The same values, basic empty weight, moment and C of GWe are listed in the first line of the Weight and Balance Record shown in Figure (6.3). This form is provided to track the current status of the aircraft basic empty weight after the addition of new equipment or aircraft modifications. Once completed this form provides the new basic weight information required for any in-flight loading calculation. The form also provides a complete history of all modifications, which affects weight or moment and is used to amend the basis empty weight and balance data. 6.7 WEIGHT AND BALANCE DETERMINATION FOR FLIGHT The following procedure will enable the determination of the aircraft weight and C of G position for flight operation. The results obtained must be compared with the authorized weight and C of G envelope to ensure that the aircraft operation is within the prescribed limits. It is recommended that the SA 160 Weight and Balance Loading Form provided as Figure (6.4) be used to perform the calculation. (a)Enter the weight of all items to be loaded in the weights and balance loading form of Figure (6.4), and add each item to the basic empty weight. Write the aircraft total weight at the bottom of the table. Feb 25, 2005 6-9 Symphony SECTION 6 WEIGHT AND BALANCE AIRCRAFT SA 160 (b)Determine the moment of all items to be carried by using the graph provided as Figure (6-5), or by multiplying the weight of each item by the moment arms provided in Figure (6.6). Enter the arm and moment data into the loading form. Add all resulting moment arm for each item to the empty weight moment. Write the aircraft total moment at the bottom of the table. (c)Divide the total moment by the total weight to determine the aircraft new C of G location . (d)In (a) and (c) plot the weight and C of G values on the graph “Weight and Moment Limits“ provided as Figure (6.7), to ensure that the point falls within the envelope, and the intended weight and C of G loading is permissible. WEIGHT AND BALANCE LOADING FORM WEIGHT lbs ARM in. MOMENT in-lbs/100 Basic Empty Weight Pilot and Passenger Fuel (Usable) Baggage 1 Baggage 2 Ramp Weight Fuel for Engine Start, Taxi and Runup Total Loaded Aircraft (T) Figure 6-4 6-10 Feb 25, 2005 Symphony SECTION 6 WEIGHT AND BALANCE AIRCRAFT SA 160 LOADING GRAPH 525 500 475 LOADING WEIGHT ~ lbs 450 425 400 PILOT AND PASSENGER 375 350 325 300 275 250 225 FUEL 200 175 150 125 BAGGAGE AREA 1 100 75 BAGGAGE AREA 2 50 25 0 0 50 100 150 200 250 300 350 400 450 500 MOMENT / 100 ~ in-lbs Figure 6-5 Feb 25, 2005 6-11 Symphony SECTION 6 WEIGHT AND BALANCE AIRCRAFT SA 160 MOMENT ARM MOMENT ARM (in) 101.2 122.8 159.1 107.4 ITEM Pilot Passenger Baggage #1 Baggage #2 Fuel (Usable) Figure 6-6 6-12 Feb 25, 2005 SA 160 AIRCRAFT 2100 2000 1900 1800 1700 1600 1500 96 2.45 97 2.50 99 100 2.55 101 102 LIMIT 2.60 C.G. LOCATION ~ METERS AFT OF REFERENCE DATUM 98 C.G. LOCATION ~ INCHES AFT OF REFERENCE DATUM 103 980 960 940 900 920 860 880 840 820 800 780 760 740 700 720 680 640 660 104 6-13 Feb 25, 2005 SECTION 6 WEIGHT AND BALANCE Symphony WEIGHT AND MOMENT LIMITS WEIGHT ~ lbs WEIGHT ~ kg Figure 6-7 SECTION 6 WEIGHT AND BALANCE Symphony AIRCRAFT SA 160 6.8 WEIGHT AND BALANCE EXAMPLE The following example is provide as a guide for weight and balance calculation and does not reflect a specific aircraft. The weight and balance data specific to each aircraft must be performed before each flight. Assuming the following basic data we have: Basic empty weight : 1470 Lbs Empty weight moment: 1449.32 in-lbs/100 C of G (Empty): 98.6Iinches From the following aircraft loading information we have: Pilot: 200 lbs Passenger: 185 lbs Baggage area #1: 60lbs t HE Baggage area #2: 40lbs Fuel: 20 USG Using the Weight and Balance Loading Graph of Figure (6.4) and the data of Figures (6.5) and (6.6) we obtain the weight and balance data shown in Figure ( 6.8). In the example the center of gravity location at take-off is found to be: C of G T/O= 199510 in-lbs/1966. lbs = 101.5 in This point is found to be within the envelope of the graph “Weight and Moment Limits” of Figure (6.7). Hence one can find that it lies in the permissible range and therefore the planned loading is permissible. 6-14 Feb 25, 2005 Symphony AIRCRAFT SA 160 WARNING ! The data provided in Figure (6.7) is provided in both inches/pounds and in meters/kilograms. One should ensure that consistent units are used throughout the calculation. WEIGHT lbs ARM in. MOMENT in-lbs/100 Basic Empty Weight 1470 98.6 1449.32 Pilot and Passenger 385 101.2 389.62 Fuel 30.1 Gallons Usable 120 107.4 128.08 Baggage 1 60 122.8 73.68 Baggage 2 40 159.1 63.64 Ramp Weight 2075 101.45 2105.14 Fuel for Engine Start, Taxi and Runup -8.8 107.4 -9.45 2066.2 101.42 2095.65 Total Loaded Aircraft Figure 6-8 6.9 EQUIPMENT LIST The equipment list applicable to a particular aircraft serial number is included in the Serialized Equipment List is provided with the aircraft Technical Log at delivery. Feb 25, 2005 6-15 Symphony AIRCRAFT SA 160 Symphony SECTION 7 DESCR. & OPERATION AIRCRAFT SA 160 SECTION 7 DESCRIPTION AND OPERATION OF THE AIRCRAFT AND ITS SYSTEMS TABLE OF CONTENTS Page 7.1 7.3 7.5 7.7 7.9 7.11 7.13 7.15 7.17 7.19 7.21 7.23 7.25 General ..................................................................................................7-5 Aircraft...................................................................................................7-5 Airframe ................................................................................................7-6 Flight Controls .....................................................................................7-7 Instrument Panel ...............................................................................7-11 Flight Instruments.............................................................................7-11 Ground Control .................................................................................7-14 Wing Flap System..............................................................................7-14 Landing Gear .....................................................................................7-15 Baggage Compartment.....................................................................7-16 Seats and Seat Belts ...........................................................................7-16 Doors and Windows .........................................................................7-17 Engine..................................................................................................7-17 (a) Engine Controls......................................................................7-18 (b) VM 1000 Engine Management System...............................7-19 (c) New Engine Break-In Period ...............................................7-27 (d) Ignition and Starting System ...............................................7-27 (e) Air Induction System.............................................................7-28 (f) Lubrication System ................................................................7-28 (g) Cooling System.......................................................................7-29 (h) Exhaust System ......................................................................7-29 7.27 Propeller..............................................................................................7-30 Feb 25, 2005 7-1 SECTION 7 DESCR. & OPERATION Symphony AIRCRAFT SA 160 TABLE OF CONTENTS (CONTINUED) Page 7.29 Fuel System.........................................................................................7-31 (a) Fuel Distribution ....................................................................7-31 (b) Fuel Quantity Indication ......................................................7-34 (c) Fuel Venting ............................................................................7-35 (d) Fuel Drain System..................................................................7-35 7.31 Brake System ......................................................................................7-38 7.33 Electrical System ................................................................................7-39 (a) ALT / BAT Switch....................................................................7-39 (b) AVIONICS Switch..................................................................7-40 (c) Indicating and Warning Devices .........................................7-40 7.35 Lights ...................................................................................................7-45 (a) Interior Lighting.....................................................................7-45 (b) Exterior Lighting ....................................................................7-46 7.37 Ventilating and Heating ...................................................................7-47 7.39 Static and Pitot Pressure System .....................................................7-48 7.41 Vacuum System..................................................................................7-60 7.43 Stall Warning System .......................................................................7-62 7.45 Avionics ...............................................................................................7-62 (a) Radio and Intercom ...............................................................7-62 (b) Transponder ............................................................................7-63 7.47 Emergency Locator Transmitter (ELT) ...........................................7-66 Fig. 7-1 7-2 7-3 7-4 7-5 7-6 7-2 Aileron Control System...........................................................7-8 Elevator Control System .........................................................7-9 Rudder Control System ........................................................7-10 Instrument Panel....................................................................7-12 VM 1000-Schematic................................................................7-20 VM 1000 Indicator..................................................................7-22 Feb 25, 2005 Symphony AIRCRAFT SA 160 TABLE OF CONTENTS (CONTINUED) Fig. 7-7 EC 100 Display........................................................................7-24 7-8 Leaning Mode.........................................................................7-26 7-9 Fuel System Schematic ..........................................................7-32 7-10 Fuel Shut-Off Valve ...............................................................7-33 7-11 Fuel Level Indicator ...............................................................7-34 7-12 Drain Valves ............................................................................7-36 7-13 Drain Valves on base wing fuel thanks ..............................7-37 7-14(1)Electrical Power Distribution ...............................................7-41 7-14(2)Electrical Power Distribution ...............................................7-42 7-15 Circuit Breaker Panel .............................................................7-44 7-16 Static and Pitot Pressure System Schematic ......................7-49 7-17 Vaccum System.......................................................................7-51 7-18 INTERCOM Control Panel ..................................................7-54 7-18 NAV / COM Receiver-Transmitter .......................................7-54 7-19 ITransponder Front View......................................................7-55 7-20 ELT Remote Switch/ Annunciator .......................................7-56 Feb 25, 2005 7-3 SECTION 7 DESCR. & OPERATION Symphony AIRCRAFT SA 160 INTENTIONALLY LEFT BLANK 7-4 Feb 25, 2005 Symphony SECTION 7 DESCR. & OPERATION AIRCRAFT SA 160 7.1 GENERAL This section describes the operation of the aircraft with its equipment and its systems. The user should become familiar with the aircraft system operation to ensure optimal and secure usage of the aircraft. The content of this section refers to a standard SA 160 aircraft. Description and operation of optional equipment is described in the Section 9 under “SUPPLEMENTS“. 7.3 AIRCRAFT The SA 160 is a single engine, high wing aircraft equipped with fixed tricycle landing gear and designed for general utility operation. The cabin provides comfortable side-by-side seating for two people with dual flight control. A spacious baggage compartment is located behind the seats with access through the baggage door. A wide windshield, large convex door windows as well as windows in the top of the cabin ensure very good visibility. Entry to, and exit from the aircraft is effected through a door on each side of the cabin. The rectangular wings are dihedral and strut braced. Fowler flaps extend from the trailing edge up to the ailerons, and along to the wing tips. At the outboard portion of each wing, on the top side, two Vortex Generators are installed. They increase the effectiveness of the ailerons at high angle of attack near the aircraft stall. The otherwise conventionally designed empennage, contains strakes on the horizontal stabilizer leading edge. The control surfaces of the aircraft are operated utilizing cables, pulleys and push roads. The flaps are operated electrically. An elevator trim tab Feb 25, 2005 7-5 SECTION 7 DESCR. & OPERATION Symphony AIRCRAFT SA 160 is operated manually. All three wheels of the landing gear are equipped with fairings. The wheels of the main landing gear have hydraulically actuated disc type brakes. The SA 160 is powered by the proven and reliable engine of the manufacturer Textron Lycoming, model O-320-D2A, with a fixed twobladed propeller. The modern design and materials used in this aircraft forms the basis for very good flight characteristics, performance, secure operation, and serviceability. Special features such as the strakes and the vortex generators improve the aircraft handling characteristic at the edge of the flight envelope. 7.5 AIRFRAME The SA 160 airframe uses well proven aerospace design concepts as well as high quality fabrication techniques with distinct advantages for servicing procedures, strength, durability and safety. The primary structure of the fuselage is a welded high-strength 4130 steel tube cage, which is enveloped by two, non-structural, fiberglass shell half that run from the cowl split line to the tail cone. The engine mount and nose gear strut attach to the front section of the tube cage At the upper mid fuselage areas are the wing attachment points, and at the bottom, the leaf spring steel struts of the main landing gear and the wings struts attachments. The fuselage cage ends in the tail cone. The fuselage cage carries all the in-service loads. The welded cage structure also provides an exceptional degree of crash worthiness. The wings are typical aluminum skin, spar and rib construction. They are equipped with fowler flaps and ailerons. Aluminum alloys are 7-6 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 7 DESCR. & OPERATION exclusively used in the wings, flaps and ailerons. One piece fore and aft spars are made of extruded aluminum construction to carry bending and torsion loads. At the roots, they are attached by removable bolts to the fuselage cage. Attached to the aft spar are the flap tracks, the aileron hinges and the bearings for pulleys and bell cranks. The wing strut ties into a reinforced rib beam, which spans between fore and aft spars. Welded aluminum fuel tanks are fitted into the first main bay at the root of the wings. Filler cups, vents and drains are provided in each tank. Ailerons are actuated via control cables and bell cranks with push rods. The ailerons are mass balanced. The fowler flaps are actuated by an electric flap actuator that is installed in the left wing structure. The tail control surfaces are also of conventional aluminum construction. The vertical tail has a vertical stabilizer and a rudder with aerodynamic and mass compensation at the top end. The rudder is connected to the vertical stabilizer by three hinged brackets. The lower one has a yoke that drives the rudder by means of control cables. The horizontal tail has a stabilizer and an elevator. The elevator is attached to the stabilizer by piano-type hinges and is driven by a pushrod at the center of the elevator base. The elevator has a trim tab, which is attached to the trailing edge (starboard side). The elevator is aerodynamic and mass balanced at the tips. 7.7 FLIGHT CONTROLS The aircraft is equipped with dual controls. The ailerons and the elevator are operated by the control stick, and the rudder by foot pedals in front of each seat, via a system of control cables, pulleys and turnbuckles. (See Fig. 7-1, 7-2 and 7-3) The trim-tab serves the dual function of providing trim control and pitch control forces. The trim tab is actuated by a trim control wheel located on the control console between the seats. Forward rotation of the wheel gives nose down trim and aft rotation gives nose up trim. Feb 25, 2005 7-7 Symphony SECTION 7 DESCR. & OPERATION AIRCRAFT AILERON CONTROL SYSTEM SA 160 Figure 7-1 Aileron Control System 7-8 Feb 25, 2005 Symphony AIRCRAFT SECTION 7 DESCR. & OPERATION ELEVATOR CONTROL SYSTEM SA 160 Figure 7-2 Elevator Control System Feb 25, 2005 7-9 Symphony SECTION 7 DESCR. & OPERATION AIRCRAFT RUDDER CONTROL SYSTEM SA 160 Figure 7-3 Rudder Control System 7-10 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 7 DESCR. & OPERATION 7.9 INSTRUMENT PANEL The instrument panel of the SA 160 is shown in Fig. 7-4. For an easy and quick reference, the instruments and controls are clearly divided in three sections: left centre and right sections The left section is comprised of a group of six flight instruments located in front of the pilot (for further details se Fig 7-4). Below the flight instrument is a row of switches for system command. The middle section of the panel contains the avionics equipment. The avionics equipment type is depended upon the configuration of the aircraft (i.e. VFR or IFR version). Below the avionics equipment is the throttle, mixture and carburetor heat. On the center console pedestal is located the flap switch and next to it the light dimmer switches. On the lower part of the pedestal are the heat controls, the fuel shut-off valve, the primer and the parking brake control buttons. The VM 1000 Engine Management System indicator is on the right side of the avionics column. It shows the manifold pressure, the engine speed, oil temperature, oil pressure, cylinder head temperature, exhaust gas temperature, fuel pressure, as well as alternator output amperage and voltage of the electrical system. The circuit breaker panel is located on the extreme right side of the panel. 7.11 FLIGHT INSTRUMENTS Flight instruments are standard and arranged around the basic “T” configuration. Those are the airspeed indicator (top left), the attitude indicator (top), the altimeter (top right), the turn coordinator (lower left), the directional gyro (center below) and the vertical speed indicator (lower right). Feb 25, 2005 7-11 Symphony SECTION 7 DESCR. & OPERATION AIRCRAFT SA 160 1 2 3 4 9 18 17 6 5 10 11 12 13 19 20 21 22 7 16 15 14 37 36 23 8 38 39 42 43 40 44 26 24 25 30 28 27 29 32 31 34 33 41 35 45 46 47 49 48 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 Annunciator for Fuel Pump Operation (green) “FLAPS IN MOTION” Annunciator (yellow) “PITOT HT Inop”(IFR) (yellow) “EXT PWR” (yellow) EC 100 Display Magnetic Compass ELT (optional) Hour Meter Suction Gauge Air Speed Indicator Attitude Indicator Altimeter CDI (IFR) Reserved Avionics VM 1000 Display Alt. Static Source Valve (IFR) Clock Turn Indicator Directional Gyro Vertical Speed CDI (optional) Clock Switch (optional) Ignition Switch 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 Fuel Pump Switch Avionik 1 Switch Avionik 2 Switch (IFR) Pitot Heat Switch Strobe Light Switch Navigation Light Switch Landing Light Switch Dome Light Switch Flap Position Indicator Carburator Heat Control Throttle Mixture Control Fuel Level Indicator OAT/CAT Indicator (optional) Circuit Breakers Flap Switch Dimmer Switch for Instrument Lights Dimmer Switch for Map Lights Heated Air Distributor Control Headset Jacks Cabin Heat Control Fuel Shut-Off Valve 43 44 45 46 47 48 Primer Pump (optional) 49 Parking Brake (optional) ALT / BAT Ext P-Schalter Figure 7-4 Instrument Panel 7-12 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 7 DESCR. & OPERATION INTENTIONALLY LEFT BLANK Feb 25, 2005 7-13 SECTION 7 DESCR. & OPERATION Symphony AIRCRAFT SA 160 7.13 GROUND CONTROL The directional control of the aircraft on the ground is accomplished by differential breaking of the main gear wheels. The brakes are actuated by pushing the upper part of the appropriate rudder pedal. Use of the right brake pedal has a breaking effect on the right main gear wheel and will steer the nose to the right. Use of the left brake pedal has a braking effect of the left main gear wheel and will steer the nose to the left. The braking force depends upon the intensity of the pressure applied to the brake pedals. Because the nose wheel fork can rotate, the front wheel will pivot and turn in the direction of the directional control applied through the brakes and rudder. To decelerate the aircraft in a straight line, a uniform pressure should be applied simultaneously to both brake pedals. CAUTION ! Before every takeoff, and landing, ensure that the feet of the non flying individual are clear of the brakes and rudder pedals. 7.15 WING FLAP SYSTEM The SA 160 employs electrically actuated Fowler flaps, which can be extended from 0°- 40° without increments. The left flap is directly connected to an electrical flap actuator through a bellcrank and a pushrod. The right flap is driven through control cables, a bellcrank and a pushrod. The flap position indicator is located on the instrument panel right to the row of control switches. 7-14 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 7 DESCR. & OPERATION From the retracted position the flaps are extended by pressing and holding the flaps switch until the desire flap deflection is achieved. A limit switch on the actuator will stop the flaps movement when the flaps reach the 40° position. To retract the flaps, the flaps switch must be placed in the upper position from the neutral position. The switch will remain in the upper position until reset to neutral. After the complete or partial flaps retraction, the flaps switch is to be set into neutral position. A micro switch will stop the full flaps retraction at the 0° setting. A yellow annunciator light, “Flaps in Motion”, indicates that the flaps are in transition. The light is located beside the EC 100 Display, above the flight instruments (Figure 7-2). The light will illuminate, whenever the flap actuator is in operation. The purpose of this light is to inform the pilot when the actuator is in operation. If the light remains ON when the flaps are fully extended or retracted that there is likely an actuator problem that needs to be investigated. 7.17 LANDING GEAR The aircraft has a fixed tri-cycle landing gear. All three wheels are equipped with an aerodynamic wheel fairing to reduce drag. The main gear struts are cantilever leaf springs, which are mounted at the bottom of the fuselage cage. Hydraulically actuated disc type brakes are fitted to the inboard side of the main gear wheel. The nose gear strut consists of a spring steel tube with a turnable wheel fork. Nose gear shock absorption is provided by a rubber disc shock absorber unit mounted on the truss structure of the fore fuselage cage. The tire sizes for all three wheels are 5.0“x 5.0”. At maximum gross weight, a tire pressure of 2,87 bars (41 psi) for the nose wheel, and 2,5 bars (36 psi) for the main wheels is required. Feb 25, 2005 7-15 SECTION 7 DESCR. & OPERATION Symphony AIRCRAFT SA 160 7.19 BAGGAGE COMPARTMENT The baggage compartment in the SA 160 is located behind the seats. A baggage door is provided on the left side of the aircraft just behind the pilot's door. During flight the baggage should be properly secured at all time. For this purpose four cargo tie-downs located on the baggage compartment floorboard and two small cargo nets are provided. Maximum weight in the baggage compartment is limited to 165 lbs. (75 kg) however the maximum baggage compartment floor load for each baggage area (red marking) is limited to a maximum of 99 lbs (45 kg). WARNING ! Do not place any small loose articles in the baggage compartment. All baggage must be stowed in containers such as packs, suitcases or bags to avoid potential injuries in the event of a forced landing. 7.21 SEATS AND SEAT BELTS The aircraft cabin provides side-by-side seating for two. The seats are adjustable fore and aft. To position the seat, lift the handle located below the seat frame, slide the seat into position, and release the handle. Ensure that the seat is locked into position. The seats are equipped with automatic, four point seat belts/shoulder harness assemblies. To fasten the seat belts/shoulder harness a center link is used. The design incorporates an inertia reel system for the shoulder portion. The shoulder harnesses are attached to the cage truss structure behind the seats, and allows for complete freedom of movement of the upper torso area. In the event of a sudden deceleration, the reels lock up to provide positive restraint for the user. 7-16 Feb 25, 2005 Symphony SECTION 7 DESCR. & OPERATION AIRCRAFT SA 160 7.23 DOORS AND WINDOWS The SA 160 has two cabin doors. Each door is secured by a three-point latch system actuated by an interior and exterior door handle on each cabin door. To close the door from inside the airplane, pull the door shut, and push the door locking handle forward into the locked position. The door handle is spring loaded to the close position. To open the door from inside pull the door handle aft to the open position. To open the door from the outside, utilize the recessed door handle by pressing onto the round part of the handle, pulling the handle outward, and then turning it down. The doors open fully forward. The doors and the baggage compartment can be locked with a key from the outside. The windshield, door and cabin roof windows are produced of polyacryl and bonded to the door and fuselage shell structure. They cannot be opened. For cleaning and care of the windows refer to section 8 of this manual. 7.25 ENGINE The aircraft is powered by an air-cooled, four-cylinder, direct-drive, horizontally opposed gasoline engine with wet sump lubrication. The engine is a Lycoming Model O-360-D2A and is rated at 119 KW (160HP) at 2700 RPM. The engine is mounted at four points on a steel tube engine mount via dynafocal mounts. The engine is equipped with: A single barrel float-type carburetor with manual mixture control and an idle cut-off on the bottom of the engine, a starter motor (front lower left), a belt driven 70A-28V DC-alternator (front right), a dual ignition system with two magnetos (rear), a vacuum pump to provide suction for the gyro instruments, and a fuel pump mounted on the rear of the engine accessory case. Feb 25, 2005 7-17 SECTION 7 DESCR. & OPERATION Symphony AIRCRAFT SA 160 For maintenance and repairs the engine cowling consists of an upper and lower half fiberglass shell that can be removed. In order to obtain maximum efficiency and time between overhauls, the pilot should familiarize himself and follow the procedures recommended in the Lycoming Operator's Manual. (a) Engine Controls Engine controls include a throttle, a mixture control and a carburetor heat control. The throttle, mixture, and carburetor heat controls are placed at the lower center of the instrument panel (See Fig. 7-2). The throttle controls engine power. The throttle is fully open in the full forward position and closed in the fully aft position. The throttle has a friction lock. Rotating the round knurled knob at the base of the throttle clockwise increases the friction, and counterclockwise decreases the friction.The fuel / air ratio is adjusted by the mixture control. The RICH position is full forward, and full aft is the IDLE CUT-OFF position. For small adjustments, the control may be moved forward by rotating the knob clockwise and aft by rotating the knob counterclockwise. For larger adjustments, the knob may be moved forward or aft by depressing the lock button in the end of control. CAUTION ! Do not force the pressure on the Mixture control and do not turn the knurled knob when the mixture control is already fully forward (RICH) as this may cause damage to the mixture control mechanism. The carburetor heat is activated by pulling aft on the “Carburetor Heat” control knob. This will supply the carburetor with unfiltered preheated air. 7-18 Feb 25, 2005 Symphony SECTION 7 DESCR. & OPERATION AIRCRAFT SA 160 (b) The VM 1000 Engine Management System NOTE! Feb 25, 2005 The VM 1000 engine management system and its operation is described subsequently with sufficient information for safe operation of the aircraft. For a more complete description and operation of the VM-1000 System refer to the VM 1000 Supplement at Section 9. 7-19 Symphony SECTION 7 DESCR. & OPERATION AIRCRAFT SA 160 VM 1000 (Schematic) RPM XDUCER CHT PROBE 2 MAN PRES XDUCER EGT PROBE 1 EGT PROBE 2 EGT PROBE 3 EGT PROBE 4 VM 1000 Display Fuel Indicator FUEL PRES XDUCER OIL TEMP XDUCER AMP XDUCER TO AUDIO PANEL INPUT CHT PROBE 4 Oil PRES XDUCER FUEL PROBE RIGHT CHT PROBE 3 FUEL PROBE LEFT DATA PROCESSING UNIT CHT PROBE 1 EC 100 Figure 7-5 VM 1000 - Schematic 7-20 7-17 Feb 25, 2005 Symphony SECTION 7 DESCR. & OPERATION AIRCRAFT SA 160 (1) Description A data processing unit (DPU) receives electrical signals generated from different engine sensors. The DPU output is connected with the VM 1000 indicator (See Fig. 7-6), the EC 100 system (See Fig. 77), and when installed, with a digital clock and an OAT / CAT indicator.(See Fig. 7-5) The VM 1000 Indicator The VM 1000 Indicator is located on the right section of instrument panel adjacent to the radios. Table 7-1 shows the displayed engine parameters, the units, the full sweep graphic display resolution, and the incremental steps of the digital readout. Color markings of operating ranges, caution ranges, and prohibited ranges are described in Section 2 “Limitations”. Parameter Unit Graphic Display Resolution Man Pressure Engine Speed Fuel Pressure Oil Pressure Oil Temperature Voltage Amperage CHT EGT in.HG RPM PSI PSI °F V A °F °F 1’’ IN. HG Proportional Proportional Proportional Proportional Proportional Proportional N.A. N.A. Digit. Display Incremental Steps 0.01 IN.HG 10 RPM 0.1 PSI 1 PSI 1 °F 0.1 V 1A 1 °F 1° F Table 7-1 VM 1000 - Display parameters Feb 25, 2005 7-21 Symphony SECTION 7 DESCR. & OPERATION 1 Button 1: Button 2: Button 3: Button 4: Button 5: 2 AIRCRAFT SA 160 3 4 5 Select EGT Graphic Modes Select EGT & CHT Digital Modes Select Autotrack ON / OFF Select Fuel Computer Modes Select Flight Data Recorder Info Figure 7-6 VM 1000 Indicator 7-22 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 7 DESCR. & OPERATION The Electronic Checklist and Caution Advisory System EC 100 WARNING ! The EC 100 checklist function may serve as a general guideline for the pilot while accomplishing normal procedures. However, the pilot must be fully familiar with the normal and emergency procedures provided in Section 3 and Section 4 of this handbook. The EC 100 display is incorporated in the upper left instrument panel. The system provides four several categories of easily accessed information: - Engine information, such as power, number of cylinders, etc; - Normal procedures checklists; - Alerts and warnings. The following lists the normal procedures checklists that may be selected: - Before Starting Engine - Starting Cold Engine - Starting Hot Engine - Taxiing - Run Up - Takeoff (Normal Conditions) - Climb - Cruise - Descent - Approach - Landing - Engine Shut Down Feb 25, 2005 7-23 Symphony SECTION 7 DESCR. & OPERATION AIRCRAFT SA 160 Figure 7-7 EC 100 Display The checklist actions and/or checks will appear in the EC 100 display shortened. When an alert/warning condition occurs, the EC 100 will automatically begin to flash the condition and a pulsing audio side tone will be momentarily present. 7-24 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 7 DESCR. & OPERATION (2) Operation The VM 1000 Indicator To set the VM 1000 engine management system in operation, place the “BAT” switch in ON position. After power-up the system is ready for flight. Five control buttons are located below the VM 1000 indicator. Refer to figure 7-6 for a quick reference. To change graphic sweep display formats, simply hold BUTTON 3 in during power-up until the display begins showing actual parameters and is operating. The diamond graph display in the lower left corner of the VM 1000 indicator has two display modes: Normal Modes: The diamond graph system displays CHT between the green, yellow and red range marks, left to right, one through four. EGT graphics are displayed above the CHT redline marks where they can be easily observed. A defective CHT or EGT probe will leave the respective graph blank. A flashing CHT graph indicates a cylinder is too hot or is being shock cooled. The digital display below the diamond graph system shows in the default mode the number of the cylinder that leaned before any other during leaning mode (ex: “P1” means cylinder 1), and the hottest cylinder (ex: “H3” means cylinder 3). By pressing BUTTON 2 one can select other cylinders. Then the display will show temperatures for each EGT and CHT pair and periodically the cylinder number. Feb 25, 2005 7-25 Symphony SECTION 7 DESCR. & OPERATION AIRCRAFT SA 160 Leaning Mode: Leaning mode is selected by pressing BUTTON 1 while in normal mode. The entire diamond graph display is temporarily used for precise high resolution leaning. A flashing EGT graph indicates that the leanest EGT has been detected. The display can be returned to the normal mode by pressing BUTTON 1 again. Brackets Figure 7-8 Leaning Mode The Electronic Checklist and Caution Advisory System EC 100 With reference to Figure 7-8, to select the desired category, press the button to go forward or the button to go backwards. When the desired category appears, press the button to select it and again to see further information. In the event of an alert or warning, pressing any button will cause 7-26 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 7 DESCR. & OPERATION the EC 100 alarm will be removed for approx. 1,5 minutes, allowing to access other information. In case of an emergency, press BOTH the and buttons. This will immediately select the emergency checklist category and disable any warning/alert messages. Use to page through the major checklist topics. Press button to select desired information. To quickly return to the beginning display, press both the and buttons until the beginning display appears. (c) New Engine Break-In Period The Lycoming Engine Operation Manual should be consulted to obtain detailed information regarding the new engine break-in period. When the engine leaves the Lycoming factory, it is usable throughout the entire power spectrum. However, Pilots should not, if at all possible exceed cruise powers of 80% until a total of 50 hours has been accumulated and oil consumption has stabilized. Until this time aviation mineral oil (MIL-L-6082) should be used. (d) Ignition and Starting System Engine ignition is provided by two engine driven magnetos, and two spark plugs in each cylinder. The right magneto fires the lower right and upper left spark plugs, and the left magneto fires the lower left and upper right spark plugs. Both magnetos work simultaneously and, in such a way, guarantee a more complete combustion of the fuel/air mixture. Ignition and starter operation is controlled by a combined, rotary type switch. This switch is located on the left side of the instrument panel. It has the positions OFF, R, L, BOTH and START. During normal engine operation, the switch must be placed on the BOTH position and only for magneto checks or for emergency use are the R or L Feb 25, 2005 7-27 SECTION 7 DESCR. & OPERATION Symphony AIRCRAFT SA 160 positions used. While starting the engine, the switch is to be rotated to the spring loaded START position. This will activate the starter when ALT / BAT switch in the ON position. When released, the starter engage switch will return automatically to the BOTH position. To provide an easier starting in cold weather conditions the aircraft is equipped with an engine priming system. The system consists off one primer pump and three priming nozzles on the cylinders No. 1, 2, and 4. The manually driven primer pump is installed on the middle console left to the fuel shut-off valve. The fuel priming nozzles inject the fuel direct in front of the cylinder intake valves. (e) Air Induction System Carburetor induction air enters through an air intake on the right side of the lower cowling and is carried through a wet air filter, an alternate air door and ducts to the carburetor air box. Should the air induction filter become blocked or when the carburetor heat is in the ON position the engine will draw unfiltered preheated air from the area around the exhaust pipe inside the lower cowl. CAUTION ! When the carburetor heat switched ON, the heated air is sucked in without filtering. Therefore, the carburetor heat should always be turned off on the ground. (f) The Lubrication System The engine has a fully pressurized wet sump lubrication system. Aviation grade oil serves as lubricant with the correct viscosity recommended by the engine manufacturer depending on the conditions for use. For engine oil grade and specifications, refer to Section 8 “HANDLING AND MAINTENANCE“. 7-28 Symphony AIRCRAFT SA 160 SECTION 7 DESCR. & OPERATION The capacity of the engine sump is 7,6 Liters (8 U.S. quarts). The oil passes through an oil suction strainer screen into the engine driven oil pump, and then to the engine parts to be lubricated. A bypass valve on the oil pump allows cold oil passage and directs hot oil from the engine to the oil cooler. After the cooling oil return, it passes the full-flow oil filter again and into the engine. The oil pressure is held constant by an oil pressure relief valve, which allows excessive oil to return to the sump. After lubrication, the oil flows back into the sump again by gravity. The oil filler cap/oil dipstick for oil level check is located at the right rear of the engine. It is accessible through a small access door on the top right side of the engine cowling. CAUTION ! The engine should not be operated on less than 5 Liters (5,2 U.S. quarts) of oil. (g) Cooling System The engine cooling air enters through two intake openings located in front of the engine cowling on both sides of the propeller. The air is then directed by air baffles around the cylinders and other relevant areas of the engine. The air is discharged through an opening at the bottom rear edge of the cowling. (h) Exhaust System The exhaust system is constructed of stainless steel and incorporates a main exhaust with a heater shroud and a secondary exhaust. The heater shroud supplies heated air for the cabin and the defroster system. Feb 25, 2005 7-29 SECTION 7 DESCR. & OPERATION Symphony AIRCRAFT SA 160 7.27 PROPELLER The aircraft is equipped with a fixed pitch, composite, two blade MTPropeller. The propeller composite construction consists of multiples laminated and plastic covered ash wood strips with bonded stainless steel metal tips. The Propeller has a diameter of 1,854 m (73 in.), and a pitch of 9 mm (0.35 in.) at 0,75 blade radius. 7-30 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 7 DESCR. & OPERATION 7.29 FUEL SYSTEM The fuel system of the SA 160 (See Fig. 7-9) consists of two main fuel tanks which are installed in the wings, a feeder tank behind the seats, a fuel shut-off valve on the center pedestal, an auxiliary fuel pump, a gascolator, an engine driven fuel pump and a single-barrel float type carburetor in the engine compartment. Fuel lines are made of flexible hoses and aluminum depending upon location. The fuel system quantities are as follow: Fuel Quantity Data: Total Fuel: Usable Fuel: Unusable Fuel: 123 l (32.5 U.S. Gallons) 114 l (30.2 U.S. Gallons) 9 l (2.3 U.S. Gallons) (a) Fuel Distribution In the SA 160, fuel flows from the tank to the engine by gravity. However, an electrically operated auxiliary fuel pump is provided to support fuel supply in case of the failure of the engine driven pump. Fuel flows from the two wing tanks through flexible hoses and aluminum-fuel-lines to air bleeder tubes and to the feeder tank. The feeder tank guarantees a continuous fuel supply to the engine during a possible short-term interruption of the fuel flow from the wing fuel tanks. This may occur during descend with high nose down attitude when the wing tank have little fuel remaining since the fuel is draw-off from the rear part of the wing fuel tanks. However the size of the feeder tank guarantees a secure fuel supply to the engine during longer descents. Feb 25, 2005 7-31 Symphony SECTION 7 DESCR. & OPERATION AIRCRAFT SA 160 FUEL SYSTEM SCHEMATIC Fuel Venting Wing Fuel Tanks Fuel Vent Line C C 3 3 2 2 VM 1000 INTERFACE 1 1 F F E GAL E FUEL LEVEL Feeder Tank 2 Drain Valves 3 Check Valves 2 AN E Air Bleeder D N AIR GL L AN TD D 1 LIFT KNOB Fuel Shut-Off Valve O F F ON “Fuel Pump” “Fuel Pump” Aux. Fuel Pump Gascolator Carburetor Fuel Pump Drain Valve Figure 7-9 Fuel System Schematic 7-32 Feb 25, 2005 Symphony SECTION 7 DESCR. & OPERATION AIRCRAFT SA 160 WARNING ! With less than 10 liters (2.5 Gallons) per each wing tank (red arc at indicator) power on descents with flaps extended must be limited to maximum 10 minutes duration. After 10 minutes of descend in this regime, a three-minute level flight attitude with flaps retracted is to be accomplished. From the feeder tank, the fuel flows to the fuel shut off valve to the auxiliary fuel pump (through fire a wall fitting) and to the gascolator. Past the gascolator, fuel flows through the fuel pump located on the engine rear accessory case, to the carburetor located at the bottom of the engine (See Fig. 7-8). AN D EN AIR LTD GLAND Pull knob before rotating valve. Figure 7-10 Fuel Shut-Off Valve Feb 25, 2005 7-33 Symphony SECTION 7 DESCR. & OPERATION AIRCRAFT SA 160 The fuel shut off valve (See Fig. 7-10) is located on the center pedestal below the instrument panel. The valve has two positions "OFF" or "ON". When in the "OFF" position, the valve shuts off the fuel supply to the engine during critical emergencies such as engine fire. Before it can it can be rotated to the desired position, the valve must be unlocked by pulling the round knob on the center of the valve while initiating the rotation. (b) Fuel Quantity Indication Fuel quantity is measured by two capacitive type fuel level probes: one in each tank. Fuel quantity is indicated by a fuel quantity indicator located on the instrument panel below the VM 1000 display (Figure 7-11). The indicator displays a left and a right digital read-out of gallons of fuel remaining in each tank. Additionally the left and right F F E GAL E FUEL LEVEL Figure 7-11 Fuel Level Indicator 7-34 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 7 DESCR. & OPERATION displays are also presented graphically to show percentage of fuel remaining for quick reference. The indicator red arc shows a low fuel level, in the corresponding tank, from 0 - 2.5 gallons. When a fuel level of 2.5 gallons and less has been reached in a given tank, a “Lo” will be displayed in the corresponding display area of the fuel indicator and the EC 100 will begin to flash low fuel level warning signal coupled to a pulsing audio warning tone. Accurate fuel reading can only be taken in non-accelerated level flight. (c) Fuel Venting Adequate fuel tank venting is essential for a continuous fuel supply. Blockage of the system will result in decreased fuel flow and a potential engine stoppage. Both fuel tanks are vented outboard through vent lines which protrude through the bottom surface of both wings near the wing strut. The tanks are interconnected by a vent line from the right fuel tank to the left tank. The header-tank vent line also connects to the left and right wing tank vent line. CAUTION ! Clean and non-obstructed fuel vents are essential for an uninterrupted fuel supply. (d) Fuel Drain System The fuel system is equipped with drain valves to provide a means for removing trapped water and for the examination of fuel contamination. (See Fig. 7-12). Each wing fuel tank has a drain-valve at its base. The wing tank drain valves are located on the underside of wing in the wing root area (See Fig. 7-13). A drain-valve is also located at the lowest point of the fuel system, which can be accessed at the bottom of the fuselage. In Feb 25, 2005 7-35 Symphony SECTION 7 DESCR. & OPERATION AIRCRAFT SA 160 addition, the gascolator, located on the lower left front of the firewall, has also a drain, which is accessible from the bottom of the cowling section. The fuel should be checked daily before the first flight while performing the preflight checks and after each refueling to check for water or sediment contamination. Fuel contamination check can be done by using a sampler cup. Make sure that enough fuel has been drained to ensure that all water and sediment has been removed. 1 2 3 4 3x Figure 7-11 Drain Valves 7-36 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 7 DESCR. & OPERATION Right Wing Cabin Figure 7-13 Drain Valves on the base of the wing fuel tanks. Feb 25, 2005 7-37 SECTION 7 DESCR. & OPERATION Symphony AIRCRAFT SA 160 7.31 BRAKE SYSTEM The brake system of the SA 160 comprises of single disc, hydraulically actuated brakes on each main landing gear wheel, 4 master cylinders, located immediately behind the 4 rudder pedals, a brake fluid reservoir on the left cabin wall near the fire wall, and brake fluid lines and hoses. The brakes are operated by pushing the upper part of either the left or right rudder pedal at each pilot position. Each set of rudder pedals is interconnected. The applied pressure is mechanically transmitted to the respective brake master cylinder to the respective hydraulic brake assembly via hydraulic lines. Parking Brake The SA 160 is equipped with a parking brake system. The parking brake system consists of a parking brake valve, the parking brake control knob on the middle console, right to the fuel shut-off valve, and brake lines. The brake lines from the toe brakes to the main wheel brake calipers are plumped through the parking brake valve. With the parking brake control knob pushed in, the check valves are mechanically held open allowing normal brake operation. When the knob is pulled out, the parking brake valve holds the applied brake pressure, locking the brakes into their current position. To set the parking brake, first apply brake pressure using the toe brakes and then pull the parking brake knob. 7-38 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 7 DESCR. & OPERATION 7.33 ELECTRICAL SYSTEM The SA 160 is equipped with a 28-volt, DC electrical system. It is powered by a belt driven alternator and a 24V battery, located in the aft fuselage behind the baggage compartment. An external power source can be connected. The external power receptacle is located on the aft wall of the baggage compartment. All electrical systems components are protected by circuit breakers. The circuit breaker panel is located on the extreme right side of the instrument panel. The electric power distribution to the various accessories has been designed for functionality and safety (See Fig. 7-14). The alternator output is connected to the main bus through a 50-amp circuit breaker. The battery bus is connected to the battery or the external power source. The main and battery bus are interconnected by a 50-amp circuit breaker. The avionic bus 1 is powered through the battery bus and the avionic bus 2 through the main bus. (a) ALT/BAT Switch The switch ALT / BAT, also named master switch, is a split rocker type switch. The master switch is located on the instrument panel on the extreme left of the row of switches. The master switch is colored red. Through the right half of the switch, labeled BAT, the battery and main bus bars are supplied with power. All electrical devices connected to the main bus can then be activated. If an external power source is connected to the aircraft, the electrical power to the main bus is still done through the BAT switch. The left section of the master switch, the alternator ALT switch controls the alternator. During start up the alternator is put into standby and when the engine is running the alternator powers all the electrical devices connected to the main and battery bus bars. Normally, both sides of the ALT / BAT switch should be used Feb 25, 2005 7-39 SECTION 7 DESCR. & OPERATION Symphony AIRCRAFT SA 160 simultaneously. However, if a situation so demands, it is possible to switch to either battery ON or alternator OFF only. (b) AVIONIC Switches The AVIONIC 1 and AVIONIC 2 (IFR) switches are located on the left part of the instrument panel, right to the ALT / BAT switch. They control the flow of current to the avionic bus 1 and the avionic bus 2 (IFR). For IFR equipped aircraft the bus 1 and bus 2 switches provide the option to remove power supply from the avionic buses separately. This provides the capability to disconnect nonessential electrical accessories in the event of an alternator failure. CAUTION ! To avoid damage to the avionics equipment the AVIONIC power switches should be placed in the OFF position prior to turning the ALT / BAT switch ON or OFF, starting the engine, or applying an external power source. (c) Indicating and Warning Devices Ammeter The ammeter is integrated in the VM 1000 Engine Management System. The amperage is displayed on the VM 1000 indicator in the lower right area both graphically and digitally (See Fig. 7-6). The ammeter system functions as an “alternator load meter” displaying current flow from the alternator to aircraft electrical system. Additionally the system has a built-in warning that is coupled with the EC 100. When the alternator does not produce enough power for the electrical system, the EC 100 will automatically begin to flash the warning “AMPS TO LOW” and a pulsing audio tone will be present. 7-40 Feb 25, 2005 Symphony SECTION 7 DESCR. & OPERATION AIRCRAFT SA 160 Ammeter Sensor Alternator Regulator Alternator VM 1000 BAT/Ext P ALT From “ALT FIELD” Circuit Breaker Master Relay Ext. Power Relay Starter Starter Relay Ignition Switch External Power Socket L R Magneto Battery ELT Figure 7-14 (1) Electrical Power Distribution (Simplified) Feb 25, 2005 7-41 Symphony SECTION 7 DESCR. & OPERATION AIRCRAFT SA 160 “ALT” Switch AVIONIC 2 Strobe Lights VM 1000 COM 2 Flap Control System Blower Electrical Fuel Pump Avionic Bus 2 Main Bus Map Light GPS 2 Intercom DME n. a. Ignition Switch IFR only NAV Lights AVIONIC 1 Landing Light COM 1 Instrument Lights Stall Warning System Pitot Heat DC Convenience Outlet Turn Coordinator Avionic Bus 1 Battery Bus Dome Lights NAV 1 GPS 1 Transponder / Encoder Intercom (VFR) Figure 7-14 (2) Electrical Power Distribution (Simplified) 7-42 7-39 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 7 DESCR. & OPERATION This occurs at low amperage levels of approximately less than 2 amps. Voltmeter The voltmeter is integrated in the VM 1000 Engine Management System. The voltage supplied to the aircraft electrical system is displayed on the VM 1000 indicator in the lower right area both graphically and digitally (See Fig. 7-5). If the BAT switch is ON (without further accessories) approximately 25 V will be indicated. When the engine is operating and the electrical power supply system is functioning proprely, approximately 26 - 28 V should be indicated. Additionally the system has a built-in warning that is coupled with the EC 100. When the system voltage is out of nominal range ( 26 - 28 V), either to low or to high, the EC 100 will automatically begin to flash the respective warning and a pulsing audio tone will be present. indicated. Additionally the system has a built-in warning that is coupled with the EC 100. When the system voltage is out of nominal range ( 26 - 28 V), either to low or to high, the EC 100 will automatically begin to flash the respective warning and a pulsing audio tone will be present. Circuit Breakers The circuit breaker panel is located on the extreme right side of the instrument panel (See Fig. 7-15). Feb 25, 2005 7-43 Symphony SECTION 7 DESCR. & OPERATION 15 AIRCRAFT SA 160 3 1 2 7,5 3 15 1 7,5 35 BAT BUS 15 10 3 1 7,5 3 1 10 5 50 MAIN BUS 5 5 2 2 AVIONIC 1 5 5 5 3 AVIONIC 2 IFR Figure 7-15 Circuit Breaker Panel 7-44 Feb 25, 2005 Symphony SECTION 7 DESCR. & OPERATION AIRCRAFT SA 160 7.35 LIGHTS (a) Interior Lighting The interior lighting of the SA 160 consists of three independent lighting systems: dome light, instrument light, and map light. Dome Light Two single, ceiling mounted incandescent dome lights provides for general illumination of the cabin area during pre-flight preparation and after landing. Additionally they can be used as an emergency light in the event the instrument lights fail. The dome lights are turned off and on with a rocker type switch located in the row of switches below the flight instruments, which is labeled “DOME LIGHT”. Instrument Light The instrument light system subdivides into three portions: internal lighted instruments, external lighted instruments, and the spotlight for various controls. Most of the flight instruments and the avionics equipment are integrally lighted. All other instruments are lighted with standard postlights. Four LED spotlights: three mounted in the headliner above the seats and one above the heat controls, provide additional light for specific instrument panel section and middle console areas. The instrument light system is controlled and dimmed through the instrument light dimmer switch (labeled “INST LT”) located right side the row of switches below the flight instruments. Map Light Two luminescent stripes installed under the glareshield provide Feb 25, 2005 7-45 SECTION 7 DESCR. & OPERATION Symphony AIRCRAFT SA 160 overall lighting for the instrument panel. In the event of an instrument light failure, the map light is sufficient to light all the instruments and controls required for safe flight and landing by night. The map light system is controlled and dimmed through the instrument light dimmer switch (labeled “MAP LIGHT”) located right side the row of switches below the flight instruments. Day/Night Function for Advisory Lights When the instrument light system is turned on the brightness of the “Fuel Pump”, “Pitot HEAT” and “Flaps in Motion” annunciator lights will be simultaneously reduced. CAUTION ! In order to obtain the proper light intensity from the warning lights the instrument light dimmer switch must be in the off position for flight during the day. (b) Exterior Lighting The aircraft has a combined navigation / strobe lights on each wing tip as well as a landing light installed on the left side of the lower engine cowling. The exterior light control switches are located on the lower section of the left instrument panel in front of the first pilot. To activate the navigation lights, strobe light and landing light, the respective switches must be placed in the “ON” position. 7-46 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 7 DESCR. & OPERATION 7.37 VENTILATION AND HEATING To supply fresh air into the cabin, two adjustable air nozzles are provided. They are located on the forward left and right cabin sidewall areas just below the instrument panel. Ram air is provided to the air nozzles using air intake located on each side of the fuselage. The amount of fresh air can be adjusted by pivot tabs inside the nozzles. The heating system is used to supply heated air to the cabin and to the windshield. Ram air flows through a shroud attached to the exhaust and a duct to the heat valve. The heat valve is located on the firewall in the engine compartment. Using this valve, the amount of heated air can be regulated. The valve is actuated by a control “CABIN HEAT“, located on the center pedestal below the instrument panel, via a ‚Bowden cable. If the “CABIN HEAT” knob in the full forward position the heat relief valve is closed and heated air cannot enters the cabin. If the knob is pulled out, the heat relief valve opens. Additional heat is available by pulling the knob out further. Maximum heat is available with the cabin heat knob in the most rear position. Via the heat valve the hot air travels through to the heated air distributor box. This box is located in the cabin at the firewall. By the heated air distributor, the amount of heated air which should reach to the area of the pilot's and co-pilot's feet and to the windshield can be adjusted. A door inside the heated air distributor is operated by the control “WINDSHIELD / CABIN” via a Bowden cable. The control knob is located just below the “CABIN HEAT” control on the center pedestal. For maximum effect, the fresh air nozzles should be closed. Feb 25, 2005 7-47 SECTION 7 DESCR. & OPERATION Symphony AIRCRAFT SA 160 7.39 STATIC AND PITOT PRESSURE SYSTEM The static and pitot pressure system supplies pitot and static pressure for the airspeed indicator, the altimeter and the vertical speed indicator (See fig. 7-16). The aircraft dynamic pressure is picked up by the pitot tube, installed on the underside of the left wing, and carried through a line inside the wing strut and fuselage to the relevant instruments on the panel. The static pressure source is performed by two static-ports on the left and right side of the fuselage before the empennage. The static pressure reaches the instrument panel via a static pressure line in the fuselage. The pitot tube head is equipped with a heating element to prevent icing during the flight in potential icing conditions. Pitot tube heating is activated switching the PITOT HT switch on the ON position. Illumination of an amber “PITOT HT OFF” caution light (IFR), located on the upper instrument panel left to the EC 100 indicates that the pitot heater is not operational. Both the pitot and the static pressure lines can be drained through separate drain valves, located on the bottom of the fuselage. A cover should be placed over the pitot tube while the aircraft is parked outside, to prevent insects and water from entering the pitot orifice. A partially or completely blocked pitot vent will result erroneous, erratic, or zero readings on the associated instruments. CAUTION ! Make sure that the pitot cover is removed before flight. 7-48 Feb 25, 2005 Symphony SECTION 7 DESCR. & OPERATION AIRCRAFT SA 160 Air Speed Indicator Altimeter Vertical Speed Indicator To Transponder Blind Encoder IFR Alternate Static Source Valve (from inside of cabin) Static-Port 1 Pitot Tube Pitot Pressure Static Pressure Drain Valves Static-Port 2 Figure 7-16 Static and Pitot Pressure System Schematic Feb 25, 2005 7-49 SECTION 7 DESCR. & OPERATION Symphony AIRCRAFT SA 160 Alternate Static Source (IFR) An alternate static pressure source valve is installed on the left instrument panel. This valve supplies static pressure from inside the cabin instead of the external static ports. If a blockage in the standard static system is suspected due water or ice, the alternate static source valve should be turned on. Whenever the alternate static pressure source is selected, refer to airspeed calibration table (Alternate Static Source) in Section 5 for the corrections to be applied. 7.41 VACUUM SYSTEM The vacuum system is provided to operate the air driven directional and attitude gyro instruments. The systems consists of an engine driven vacuum pump, a vacuum relief valve, filters, a vacuum suction gauge, and the necessary connecting tubing (See Fig. 7-17). The dry-type air vacuum pump is flanged on the upper rear engine accessory case. A shear drive protects the pump from damage. If the vacuum pump fails or the drive shears, the air driven directional and attitude gyros will become inoperative. A vacuum gauge, placed on the upper left instrument panel, provides the pilot with the system vacuum pressure during operation. A prolonged pressure decrease in the system over an extended period may indicate a dirty filter, dirty screens, a sticky vacuum regulator, or a leakage in the system. Zero pressure would indicate a sheared pump drive, a failed pump, a defective gauge, or a collapsed line. In the event of any gauge variation from the normal, the system should be checked by an authorized mechanic to prevent possible damage to system components 7-50 Feb 25, 2005 Symphony SECTION 7 DESCR. & OPERATION AIRCRAFT SA 160 ATTITUDE GYRO SUCTION GAUGE DIRECTIONAL GYRO VACUUM SYSTEM AIR FILTER ENGINE DRIVEN VACUUM PUMP P VACUUM RELIEF VALVE VACUUM INLET AIR Figure 7-17 Vacuum System Feb 25, 2005 7-51 Symphony SECTION 7 DESCR. & OPERATION AIRCRAFT SA 160 or eventual system failure. To protect the gyroscopes, the system has a vacuum relief valve that is attached to the firewall in the cabin that is adjusted so that the vacuum gauge will normally indicate 4.5 - 5.5 in. Hg.. This is sufficient to operate all gyroscopes within their rated RPM. A higher setting will damage the gyroscopes; at a lower setting, the gyroscopes could provide unreliable information. At high altitudes (above 12.000 ft), and at low engine RPM (for example during an approach), the vacuum gauge indicates lower vacuum pressure. This is normal and should not be construed as a system malfunction or an improperly adjusted vacuum relief valve. 7.43 STALL WARNING SYSTEM The aircraft is equipped with a stall warning system. The signal provides the pilot with an audible alarm to warn him that a stall situation is developing. The stall warning system consists of a mechanical transmitter, located in the leading edge of the left wing and a warning buzzer behind the instrument panel. Both are connected by electrical wires. As the aircraft approaches a stall, the center of pressure on the upper surface of the wings moves much forward towards the leading edge of the wings. As a result, a micro plate located at the transmitter is deflected upwards. A mechanical contact is made thereby sending an electrical signal to the warning buzzer in the cockpit. The warning buzzer gives off an alerting tone. 7.45 AVIONICS The following provides a description of the avionics package for the basic VFR version of the SA 160. For the SA 160 IFR version the owners should refer to the applicable supplements provided in section 9. (a) 7-52 Radio and Intercom Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 7 DESCR. & OPERATION The standard equipment of the SA 160 includes a Bendix/King KX 125 VHF NAV/COM receiver-transmitter and an intercom system. The NAV/COM receiver-transmitter is mounted in the center of the instrument panel over the transponder. The intercom control panel is installed over the NAV/COM radio. The NAV/COM is for radio communication with ground control or other aircraft. In addition, data of ground stations can be received and indicated for navigation purposes. The connection of the crew headsets to the NAV/COM radio is provided and controlled by the intercom system. It facilitates external and internal communication of the crew members. Fig. 7-XX shows the front view of the VHF NAV/COM receivertransmitter and the control panel of the intercom system. The power supply of the NAV/COM radio is accomplished via a voltage converter set at 14 Volts. The current is connected through the “AVIONICS” switch. The radio and the intercom system are protected by the circuit breakers labeled NAV/COM and ICS. (b) Transponder The Transponder answers interrogating signals from ground stations and enables the ground station to determine the location and altitude of the aircraft. A Bendix/King KT 76C is incorporated into the SA 160. The set consists of the antenna, which is mounted at the bottom of the fuselage, the encoder, located behind the instrument panel, and the receiver-transmitter unit, which is mounted in the instrument panel just below the NAV/COM radio. The circuit breaker for the transponder is labeled “ATC”. Fig. 7-XX shows the Transponder front view. For operating instructions and further information about the VHF NAV/COM radio and the transponder, please refer to the appropriate Bendix/King publications. Feb 25, 2005 7-53 Symphony SECTION 7 DESCR. & OPERATION AIRCRAFT SA 160 POWER POWER LED Co-Pilot Pilot SQUELCH ISO ALL VOLUME Volume Volume Squelch Squelch MODE SWITCH ONLY LEFT / BOTH NAV INFORMATION WINDOW COMM FREQUENCY WINDOW NAV FREQUENCY WINDOW BENDIX / KING KX 125 TSO T X S B Y S B Y TO FR FLAG OBS NAV COMM OFF PULL TEST PULL 25K MODE PULL IDENT PULL 25K NAV MODE BUTTON COMM FREQUENCY TRANSFER BUTTON COMM VOLUME / PULL TEST KNOB COMM FREQUENCY SELECTION KNOBS STANDBY FREQUENCY Figure 7-18 INTERCOM Control Panel and NAV / COM Receiver-Transmitter 7-54 Feb 25, 2005 Symphony SECTION 7 DESCR. & OPERATION AIRCRAFT SA 160 REPLAY LIGHT CODE WINDOWS KT 76A TSO BENDIX / KING SBY OFF ON 0 ALT TEST 0 0 0 IDENT FUNCTION SELECTOR CONTROL KNOBS IDENT-PUSHBUTTON Figure 7-19 Transponder Front View Feb 25, 2005 7-55 Symphony SECTION 7 DESCR. & OPERATION AIRCRAFT SA 160 7.47 EMERGENCY LOCATOR TRANSMITTER (ELT) The SA 160 comes equipped with an Artex ELT-200 emergency locator transmitter. The ELT activates automatically during a crash or manually by a remote switch. The ELT transmits the standard swept tone on international distress frequencies of 121,5 MHz and 243,0 MHz. EMERGENCY USE ONLY ARTEX ELT Red LED ON ARM TEST/RESET PRESS ON WAIT 1 SECOND PRESS ARM Figure 7-20 ELT Remote Switch /Annunciator 7-56 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 7 DESCR. & OPERATION The ELT unit itself is located in the fuselage behind the cabin just over the battery. It is accessible through the baggage door. The ELT can be manually operated by the flight crew using the remote switch/ annunciator installed on the upper right instrument panel (See Fig. 7-20). The red LED over the rocker switch illuminates when the ELT is transmitting. The emergency transmitter works independently from the power supply of the aircraft since it has its own battery. For complete operating instructions, refer the Artex ELT-200 Installation and Operation Manual published by the Artex Aircraft Supplies, Inc. Feb 25, 2005 7-57 Symphony AIRCRAFT SA 160 Symphony AIRCRAFT SA 160 SECTION 8 GROUND HANDLING, SERVICING & MAINTENANCE SECTION 8 TABLE OF CONTENTS (CONTINUED) GROUND HANDLING, SERVICING AND MAINTENANCE TABLE OF CONTENTS Page 8.1 8.3 8.5 8.7 8.9 General ..................................................................................................8-3 Inspection Periods ...............................................................................8-4 Preventive Maintenance.....................................................................8-4 Alterations to the Aircraft...................................................................8-5 Ground Handling................................................................................8-6 (a) Towing .......................................................................................8-6 (b) Parking .......................................................................................8-7 (c) Tiedown.....................................................................................8-8 (d) Jacking........................................................................................8-8 (e) Leveling .....................................................................................8-8 8.11 Servicing................................................................................................8-9 (a) Oil ...............................................................................................8-9 Oil Specification ....................................................................8-9 Oil Viscosity ...........................................................................8-9 Capacity ..................................................................................8-9 Oil and Oil Filter Change ....................................................8-9 (b) Fuel ...........................................................................................8-10 Approved Fuel Grades .......................................................8-10 Capacity ................................................................................8-10 8.13 Cleaning and Care.............................................................................8-11 (a) Windshield and Windows ....................................................8-11 (b) Exterior Surfaces ....................................................................8-12 (c) Propeller ..................................................................................8-13 (d) Engine ......................................................................................8-13 (e) Interior .....................................................................................8-15 8.14 During Flyable Storage .....................................................................8-16 Feb 25, 2005 8-2 Symphony SECTION 8 SA 160 GROUND HANDLING, SERVICING & MAINTENANCE AIRCRAFT 8.1 GENERAL This section provides recommended procedures for proper ground handling, servicing, and maintenance of the SA 160. The operator of an aircraft is responsible for ensuring that all airworthiness directives are complied with and that the handling, servicing and maintenance of the aircraft is done when required and in accordance with the appropriate Aviation Regulations. The following information will help you to keep your aircraft in the best mechanical and airworthy condition. The SA 160 owner should stay in close contact with an authorized Symphony Aircraft Industries Inc. Service Station or with the Customer Service Department of SAI in order to keep abreast of the newest information on the management of this aircraft. Any correspondence regarding your aircraft should include the aircraft serial number to ensure proper response. The Serial Number can be found on the Identification Plate, located on the lower part of the left forward doorpost. The SA 160 Maintenance Manual, Illustrated Parts Catalog, and their revisions are available from Symphony Aircraft Industries Inc. Customer Service Department. 8-3 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 8 GROUND HANDLING, SERVICING & MAINTENANCE 8.3 INSPECTION PERIODS Symphony Aircraft Industries Inc. has developed an Inspection Time Interval Chart for the SA 160. This chart, provided by SAI, recommends inspection items and time intervals (e.g. 50, 100, 200 hours). Inspections requirements are provided in the SA 160 Maintenance Manual Chapter 5. As required by the airworthiness regulations, all civil aircraft must undergo a complete inspection each twelve calendar months (annual), and in addition to this inspection, aircraft operated commercially (for hire) must have a complete inspection every 100 hours of operation in order to keep the Certificate of Airworthiness in effect. Applicable inspection items for 100 hrs or annual inspection are specified by the airworthiness authority of the respective SA 160 owners. The SA 160 Inspection Time Intervals Chart should be used as specific augmentation, but it is not intended to be utilized as the primary checklist for inspection of the aircraft. The required inspections should be accomplished by a properly trained and qualified mechanic of an authorized SAI Service Station. SAI will not accept responsibility for the continued airworthiness of an aircraft not maintained to these standards, and / or not brought into compliance with applicable Service Bulletins issued by SAI instructions issued by the engine, propeller, or accessory manufacturers, or Airworthiness Directives issued by the national Airworthiness Authority 8.5 PREVENTIVE MAINTENANCE A certified pilot who owns or operates an aircraft not used as an air carrier may be authorized by its local airworthiness authority to perform limited preventive maintenance. Please refer to the specific local airworthiness authority to determine specific maintenance procedures, which are allowed. Feb 25, 2005 8-4 Symphony SECTION 8 SA 160 GROUND HANDLING, SERVICING & MAINTENANCE AIRCRAFT All other maintenance operations necessary for the aircraft must be accomplished by authorized and licensed personnel only. Prior to performing any preventive maintenance, SA 160 Maintenance Manual must be obtained to ensure that proper procedures are followed. Please, contact your SAI authorized Service Station or the SAI Customer Service Department to obtain a copy of the manual. When maintenance is carried out, an entry must be made in the appropriate aircraft maintenance records. 8.7 ALTERATIONS TO THE AIRCRAFT Prior to any alterations to the aircraft, please ensure that airworthiness of the aircraft is not violated. WARNING ! Alterations or repairs to aircraft must only be carried out by licensed personnel. 8-5 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 8 GROUND HANDLING, SERVICING & MAINTENANCE 8.9 GROUND HANDLING (a) Towing The aircraft may be moved by hand with a tow bar, or by a towing vehicle. Towing by Tow Bar One person can move the aircraft on a smooth, level surface by using a tow bar attached to the nose wheel. Helpers can push on the wing struts near their attachments to the fuselage or on the leading edge of the vertical fin. CAUTION ! Do not exert force on the control surfaces, the propeller blades, or on the propeller spinner. Towing with a Vehicle To tow the aircraft with a vehicle, you should follow these steps: (1) Attach the tow bar to the nose wheel and secure. (2) Attach the tow bar to the vehicle. (3) Remove any installed rudder lock. (4) Remove wheel chocks. (5) Tow aircraft to the desired location. Feb 25, 2005 8-6 Symphony SECTION 8 SA 160 GROUND HANDLING, SERVICING & MAINTENANCE AIRCRAFT CAUTION ! While towing the aircraft with a vehicle a person should be in the cockpit, in order to be able to apply the brakes in the event of an emergency. In confined spaces two other helpers should ensure that the wings are clear of any obstacles while the aircraft is being towed. Do not exceed the nose gear turning angle of 90° either side of center, or damage to the nose gear or main gear may occur. Make sure that the tow bar is proper connected to the vehicle. (6) Chock the main wheels fore/aft. (7) Remove the tow bar from the vehicle and the aircraft. (b) Parking Park the aircraft as follows: (1) If possible park the aircraft with the nose into the wind. (2) Ensure that the flaps retracted. (3) Check that all electrical devices are turned OFF and that the ALT /BAT switch is in OFF position. (4) Set the parking brake. CAUTION ! During cold weather accumulated moisture may freeze the brakes. (5) Close cabin and baggage doors. 8-7 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 8 GROUND HANDLING, SERVICING & MAINTENANCE (c) Tiedown A correct tiedown protects the parked aircraft against damage by gusty or strong winds. The aircraft is to be parked as described in (b). In addition: (1) Immobilize the ailerons and elevator by looping the seat belt around the control stick and pulling it tight. (2) Chock the main gear wheels fore and aft. (3) Secure tie-down ropes to the wing tie-down rings and to the tail ring. The wing tie-down rings are located on each upper end of the wing struts. Secure at approximately 45-degree angles to the ground and secure each rope to a ramp tie-down point. (4) Install a pitot-tube cover. (d) Jacking If the aircraft requires jacking for maintenance, it may be jacked completely or partially off the ground, refer to the SA 160 Maintenance Manual. In Chapter 7 the specific procedures and required equipment are provided. (e) Leveling (1) For longitudinal leveling of the aircraft, the markings of the waterline may be used. These are located at the left side of the fuselage before the empennage (see Fig. 6-2, Section 6). To this points a suitable level should be placed. Deflate the nose tire and/or raise the nose strut to properly center the bubble in the level. (2) To level the aircraft laterally the cage tube, located in the upper cabin area (with wing attaching points) may be used. Deflate the main gear wheels tires differentially . Feb 25, 2005 8-8 Symphony SECTION 8 SA 160 GROUND HANDLING, SERVICING & MAINTENANCE AIRCRAFT 8.11 SERVICING (a) Oil Oil Specification Oil must be conform to the last revision of the Textron Lycoming Service Instruction No. 1014. MIL-L-6082 Aviation Grade Straight Mineral Oil and MIL-L-22851 Aviation Grade Ashless Dispersant Oil should be used. Oil Viscosity Recommended viscosity of oils for air temperature range: Mean EnvironmentTemperature Above 16°C -1°C (30 °F) to 32°C -18°C (0 °F) to 21°C Below -12°C MIL-L-6082 Mineral SAE 50 SAE 40 SAE 30 SAE 20 MIL-L-22851 Ashless Dispersant SAE 40 or SAE 50 SAE 40 SAE 30 or SAE 40 SAE 30 Capacity The engine has a oil capacity of 7.6 Litres (8 quarts), but it must not be operated on less than 5 Litres (5.2 quarts). Oil and Oil Filter Change (1) 8-9 The SA 160 is delivered with straight mineral engine oil (MIL-L6082). If the oil level is topped up within the first 25 hours of Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 8 GROUND HANDLING, SERVICING & MAINTENANCE operation, engine oil of the same specification and of the same recommended viscosity must be used (MIL-L-6082). After 25 hours of operation, an oil and oil filter change is required. Refill the sump again with straight mineral oil and use until a total of 50 hours has accumulated or oil consumption has stabilized. After this, an oil and filter change is to be carried out and ashless dispersant oil (MIL-L 22851) should be now be used. (2) For oil and oil filter change time intervals, refer to Lycoming Operator's Manual and appropriate Lycoming Service Instruction (Lubricating Oil Recommendations), latest issue. Complete procedures for oil and filter change are described in the SA 160 Maintenance Manual, Chapter 12. (b) Fuel Approved Fuel Grades 100 LL Grade Aviation Fuel Color: Blue CAUTION ! Approved grades aviation fuel only must be used for the SA 160 Capacity Total Fuel: Usable Fuel: Unusable Fuel: 123 l (32.2 U.S. Gallons) 114 l (29.1 U.S. Gallons) 9 l (3.1 U.S. Gallons) For a fast and complete refueling of the tanks follow these steps: (1) Move aircraft in a designated fuel loading area. Feb 25, 2005 8-10 Symphony SECTION 8 SA 160 GROUND HANDLING, SERVICING & MAINTENANCE AIRCRAFT (2) Make sure that the BAT switch is in OFF position. (3)Ensure fire fighting equipment is positioned and immediately available. (4) Ground the aircraft and filling device as required. (5) Place a suitable ladder to achieve easily the fuel filler caps on the top of wings. (6) Fuel aircraft. Ensure approved grade of aviation fuel is used. (a) Remove the fuel cap and fill left tank to the desired level. Install fuel cap. (b) Remove the fuel cap and fill right tank to the desired level. Install fuel cap. (7) Check correct lock of both fuel filler caps. Remove excess fuel from wing area using a cloth. (8) Remove ground cables. (9) Compare reading of fueled amount on filling device with reading on the fuel indicator in the aircraft. Additives The operation of the aircraft with an anti-freezing additive is approved. When anti-freezing additive is used, it must meet the specification MIL-I-27686. It should be blended uniformly with fuel while refueling and should not exceed 0.15% by volume of refueled quantity, and for effectiveness it should be blended at no less than 0.10% by volume. For example 42,6 ccm (1,5 fl.oz.) anti-freezing additive per 38 Liters (10 U.S. Gallons) fuel would fall in this range. Use only blending equipment that is recommended by the manufacturer to obtain proper fuel mixing ratio. In addition to the information in this section, the manufacturer's blending instructions should be used. 8-11 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 8 GROUND HANDLING, SERVICING & MAINTENANCE CAUTION ! Direct the anti-freezing additive into the flowing fuel stream. Start the additive feed after the start of refueling and stop before completion of refueling. Assure that the concentrated additive never comes into contact with any aircraft painted surfaces. Fuel additive cannot be used as a substitute for preflight draining of the fuel system drains (see section 4 NORMAL PROCEDURES, “Preflight Check“). NOTE! Some fuels have anti-freezing additives included at the refinery, so no further blending is required. The supplier and/or the specialists of the service station can offer information on the fuel composition. 8.13 CLEANING AND CARE (a) Windshield and Windows For cleaning the windshield and the windows use the following procedure: (1) Park the aircraft in a hangar or in the shade, avoid places with a lot of dust caused by wind or vehicles. (2) To prevent scratches, wash the windows carefully with plenty of a mild soap-and-water solution, using the palm of the hand to feel and dislodge dirt and mud. A soft cloth, chamois leather or sponge should be used. (3) Rinse thoroughly and then dry with a clean chamois. (4) Wax the surface with a good commercial wax in accordance with manufacturer's instructions. Feb 25, 2005 8-12 Symphony SECTION 8 SA 160 GROUND HANDLING, SERVICING & MAINTENANCE AIRCRAFT (5) Remove oil and grease with a cloth moistened with isopropy alcohol. CAUTION ! Never use gasoline, benzene, alcohol, acetone, carbon tetrachloride, lacquer thinner or glass cleaner. These materials will soften the plastic and may cause it to crack. Do not use cleaners with such chemical supplements whose effect is unknown on the windows surface. (b) Exterior Surfaces For cleaning the exterior surfaces use the following procedure: (1) Park the aircraft in a hangar or in the shade, avoid places with a lot of dust caused by wind or vehicles. (2) Close doors, if open, close access / inspection plates. CAUTION ! Keep water away from pitot and static ports, electrical and avionics equipment. Do not use harsh abrasives, alkaline soaps or detergents. (3) Flush away loose dirt with water. (4) Using a soft cleaning cloth or a sponge, wash with a mild, nonalkaline soap and water solution. (5) Rinse thoroughly with clean water and then dry with a soft cloth or chamois. (6) Apply regularly a high-quality automotive wax for aircraft care in accordance with manufacturer's instructions . This will 8-13 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 8 GROUND HANDLING, SERVICING & MAINTENANCE prevent painted surfaces from oxidizing and will help prevent unpainted surfaces from corroding. A heavier coating of wax on the leading surfaces will reduce abrasion problems in these areas. (c) Propeller As a part of every preflight inspection, take a look at the complete propeller observing the leading edge for cracks and the trailing edge for possible splitting by stone damage. Check for existing and proper PU-strip. Clean propeller - if necessary - with any car wash solution or equivalent, or at least every 50 hours. Remove grease and dirt with a commercial detergent which is suitable for polyurethane-lacquers. Small scratches and nicks should be protected during routine maintenance with a coating of water resistant lacquer, preferably Polyurethane. Further instructions for propeller operation, servicing and maintenance are contained in the propeller owner's manual furnished with the propeller. (d) Engine Periodic cleaning of engine and engine compartment can be very effective in preventive Maintenance. Cleaning Procedures WARNING ! Do not smoke or expose a flame within 100 feet of the cleaning area. Feb 25, 2005 8-14 Symphony SECTION 8 SA 160 GROUND HANDLING, SERVICING & MAINTENANCE AIRCRAFT (1) Remove Cowling. WARNING ! Do not use gasoline or other highly flammable substances. Do not attempt to wash an engine when it is still hot or running. CAUTION ! Do not direct cleaning solvents or water streams at openings on the alternator, vacuum pump, starter or magnetos. (2) Carefully cover the openings on the alternator, the vacuum pump, the starter, and on the magnetos (3) If engine is contaminated with salt or corrosive chemicals, first flush engine compartment with water. (4) Apply a suitable solvent or cleaning agent to the engine compartment in accordance with manufacturer's instructions. (5) Allow the solvent to remain on the engine from five to ten minutes. CAUTION ! Cleaning agents should never be left in engine compartment Remains of cleaner or solvent may cause damage to components such as neoprene seals and silicone fire sleeves. (6) (7) (8) (9) (10) 8-15 Thoroughly rinse with clean warm water. Allow engine to dry or dry it completely using compressed air. Remove all coverings positioned to protection while cleaning. Lubricate all control arms and moving parts as required. Reinstall cowling. Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 8 GROUND HANDLING, SERVICING & MAINTENANCE WARNING ! Do not operate the engine until excess solvent has evaporated or otherwise been removed. WARNING ! Before rotating the propeller by hand, ensure ignition switch is OFF, mixture control is in the IDLE CUT-OFF position, and the throttle is closed. (11) Before starting engine, rotate the propeller by hand in the direction of normal rotation, no less than five complete revolutions. e) Interior To remove dust and loose dirt from seats and carpet, clean the interior regularly with a vacuum cleaner. Interior panels such as sidewalls, door panels etc. may be cleaned using a mild detergent solution. Stubborn deposits may be removed using a suitable material cleaner in accordance with manufacturer's instructions. If in doubt, apply a small amount of cleaner to a small unobtrusive part and test it for reaction. The instrument panel and center pedestal can be wiped with a slightly moistened cloth. CAUTION ! Ensure the ALT / BAT switch is in the OFF position. Feb 25, 2005 8-16 Symphony SECTION 8 SA 160 GROUND HANDLING, SERVICING & MAINTENANCE AIRCRAFT For cleaning and care of the seat upholstery use foam type detergent, such as is commercially available for car seats. Follow the manufacturer's instructions. Oil spots may be removed with household spot removers. Read the manufacturer's instructions on the container test it to an inconspicuous place and use it sparingly. If the carpet is soiled, use a commercially available carpet cleaning product. 8.14 DURING FLYABLE STORAGE The following guidelines are applicable for situations in which the aircraft is not used for periods of time between 7 and 30 Days. They are meant to help prevent deterioration of the aircraft during periods of non-use. NOTE! If the aircraft is to be stored for longer periods, consult your Lycoming Operator's Manual for engine preservation recommendations, and the SA 160 Maintenance Manual chapter 10. To prepare the engine for storage, check for correct oil level and add oil if necessary to bring the level to the full mark. Then, run the engine for at least five minutes at 1200 to 1500 RPM with oil and cylinder heat temperatures in the normal operating range. Shut down the engine. Top up the fuel tanks to prevent condensation of water in the tanks. If a dry hangar is not available, secure the aircraft as described above in this section (paragraph 8.9 c „Tie Down“). Install covers over the cabin area to keep out moisture and sunlight. Install the pitot tube cover. To prevent oxidation of the finish, the use of light-colored slip covers over the composite fuselage during extended periods of outdoor tie-down, especially in summer time, is recommended. 8-17 Feb 25, 2005 Symphony AIRCRAFT SA 160 SECTION 8 GROUND HANDLING, SERVICING & MAINTENANCE After every seven days during storage, rotate the propeller by hand. After rotating the engine six revolutions, stop the propeller 60° to 120° from its former position. WARNING ! Before rotating the propeller blades, make certain that the ignition switch is OFF, the throttle is closed and the mixture is in the IDLE CUT-OFF position. Always stand in the clear when turning the propeller. If, at the end of 30 days, the aircraft will not be removed from storage, the engine should be started and run in a safe area. The preferred method is to fly the aircraft for 30 minutes. For returning to service remove all covers, locks etc., and give the aircraft a thorough preflight inspection (see Section 4). Feb 25, 2005 8-18 Symphony AIRCRAFT SA 160 Symphony Symphony AIRCRAFT SA160 AIRCRAFT Quebec, Canada Approved Airplane Flight Manual Model SA 160 LOG OF SUPPLEMENTS Installed No. Title Rev. Date 1 Garmin GNS 430 VHF Comm. Transceiver / VOR/ILS Receiver /GPS Receiver March, 10, 05 2 Garmin GNC 420 VHF Comm. Transceiver / GPS Receiver March, 10, 05 3 Garmin GMA 340 Audio Panel March, 10, 05 4 Garmin GTX 327 Transponder March, 10, 05 5 Bendix/King DME KN 62 A March, 10, 05 6 VM-100 Operation March, 10, 05 7 Parking Brake System March, 10, 05 Symphony AIRCRAFT SA160 Symphony Symphony AIRCRAFT SA160 AIRCRAFT Quebec, Canada Airplane Flight Manual Supplement Model SA 160 SUPPLEMENT 1 GARMIN GNS 430 VHF COMMUNICATIONS TRANSCEIVER / VOR/ILS RECEIVER / GPS RECEIVER This supplement must be inserted into Section 9 of the Pilot’s Operating Handbook and TC Approved Airplane Flight Manual when the GARMIN GNS 430 navigation system has been installed in accordance with GARMIN Installation Manual 190-00140-02 (Rev.A or later) . The Information contained herein supplements or supersedes the basic Pilot’s Operating Handbook and TC Approved Airplane Flight Manual only in those areas listed in here. For limitations, procedures, and performance information not contained in this document, consult the basic Airplane Flight Manual. Approved Date: ................................ Transport Canada Issued: Feb 25, 2005 By: ............................... Symphony AIRCRAFT SA160 Symphony SECTION 9 SUPPLEMENT 1 AIRCRAFT SA160 LOG OF EFFECTIVE PAGES The following Log of Effective Pages provides a listing of all effective pages in the Supplement, as well as the date of issue or revision. Revision Level Date of Issue 0 (Original Issue) Feb 25, 2005 PAGE Title i ii 1 of 16 2 of 16 3 of 16 4 of 16 5 of 16 6 of 16 7 of 16 8 of 16 9 of 16 10 of 16 11 of 16 12 of 16 13 of 16 14 of 16 16 of 16 Feb 25, 2005 DATE Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 i Symphony SECTION 9 SUPPLEMENT 1 AIRCRAFT SA160 LIST OF REVISIONS Rev. No. ii Date Page No. Description Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 1 AIRCRAFT SA160 SUPPLEMENT 1 TABLE OF CONTENTS SECTION PAGE GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 of 16 LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . 3 of 16 EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . 5 of 16 NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . 6 of 16 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . 9 of 16 WEIGHT AND BALANCE . . . . . . . . . . . . . . . . . . 9 of 16 DESCRIPTION AND OPERATION . . . . . . . . . . . . 10 of 16 Feb 25, 2005 1 of 16 Symphony SECTION 9 SUPPLEMENT 1 AIRCRAFT SA160 SECTION 1 GENERAL 1.1 INTRODUCTION The GNS 430 System is a fully integrated, panel mounted instrument, which contains a VHF Communications Transceiver, a VOR/ILS receiver, and a Global Positioning System (GPS) Navigation computer. The primary function of the VHF Communication portion of the equipment is to facilitate communication with Air Traffic Control. The primary function of the VOR/ILS Receiver portion of the equipment is to receive and demodulate VOR, Localizer, and Glide Slope signals. The primary function of the GPS portion of the system is to acquire signals from the GPS system satellites, recover orbital data, make range and Doppler measurements, and process this information in real-time to obtain the user's position, velocity, and time. 1.2 SPECIFICATIONS Provided the GARMIN GNS 430 's GPS receiver is receiving adequate usable signals, it has been demonstrated capable of and has been shown to meet the accuracy specifications for: (a) VFR/IFR enroute, terminal, and non-precision instrument approach ( G P S , L o r a n - C , VO R- D M E , TACA N , N D B , N D B - D M E , RNAV)operation within the U.S. National Airspace System in accordance with AC20-138. (b) One of the approved sensors, for a single or dual GNS 430 installation, for North Atlantic Minimum Navigation Performance Specification (MNPS) Airspace in accordance with AC91-49 and AC120-33 2 of 16 Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 1 AIRCRAFT SA160 (c)The systems meets RNP5 airspace (BRNAV)requirements of AC90-96 and in accordance with AC 20-138, and JAA AMJ 20X2 Leaflet 2 Revision 1, provided it is receiving usable navigation information from the GPS receiver. (b)Navigation is accomplished using the WGS-84 (NAD83) coordinate reference datum. Navigation data is based upon use of only the Global Positioning System (GPS) operated by the United States of Amercia SECTION 2 LIMITATIONS 2.1 GARMIN GNS 430 PILOT'S GUIDE The GARMIN GNS 430 Pilot's Guide, P/N 190-00140-00, Rev. A, dated October, 1998, or later appropriate revision, must be immediately available to the flight crew whenever navigation is predicated on the use of the system. 2.2 SOFTWARE The GNS 430 must utilize the following or later software versions: Feb 25, 2005 Sub-System Software Version Main GPS COMM VOR/LOC G/S 2.00 2.00 1.22 1.25 2.00 3 of 16 SECTION 9 SUPPLEMENT 1 Symphony AIRCRAFT SA160 The Main software version is displayed on the GNS 430 self test page immediately after turn-on for 5 seconds. The remaining system software versions can be verified on the AUX group sub-page 2, “SOFTWARE/ DATABASE VER”. 2.3 ENROUTE NAVIGATION (IFR) IFR enroute and terminal navigation predicated upon the GNS 430's GPS Receiver is prohibited unless the pilot verifies the currency of the data base or verifies each selected waypoint for accuracy by reference to current approved data. 2.4 INSTRUMENT APPROACH (IFR) Instrument approach navigation predicated upon the GNS 430's GPS Receiver must be accomplished in accordance with approved instrument approach procedures that are retrieved from the GPS equipment data base. The GPS equipment database must incorporate the current update cycle. (a) Instrument approaches utilizing the GPS receiver must be conducted in the approach mode and Receiver Autonomous Integrity Monitoring (RAIM) must be available at the Final Approach Fix. (b) Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, and MLS or any other type of approach nor approved for GPS overlay with the GNS 430's GPS receiver is not authorized . (c) Use of the GNS 430 VOR/ILS receiver to fly approaches not approved for GPS require VOR/ILS navigation data to be present on the external indicatore. 4 of 16 Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 1 AIRCRAFT SA160 (d) When an alternate airport is required by the applicable operating rules, it must be served by an approach based on other than GPS or Loran-C navigation, the aircraft must have the operational equipment capable of using that navigation aid, and the required navigation aid must be operational. (e) VANV information may be utilized for advisory information only. Use of VNAV information for Instrument Approach procedures does not guarantee Step-Down Fix altitude protection, or arrival at approach minimums in normal position to land. 2.5 DEFAULT SETTINGS If not previously defined, the following default settings must be made in the "SET UP 1" menu of the GNS 430 prior to operation (refer to Pilot's Guide for procedure id necessary): (a) dis, spd (b) alt, Vv (c) map datum (d) posn Note: nm, kts (sets navigation units to "nautical miles" and "knots") ft, fpm (sets altitude units to "feet" and "feet per minute") WGS 84 (sets map datum to WGS-84, see note below) deg-min (sets navigation grid units to decimal minutes) In some areas outside in United States, datums other than WGS-84 or NAD-83 may be used. If the GNS 430 is authorized for use by the appropriate Airworhiness authority, the required geodetic datum must be set in the GNS 430 prior to its use for navigation. Feb 25, 2005 5 of 16 SECTION 9 SUPPLEMENT 1 Symphony SECTION 9 SUPPLEMENT 1 AIRCRAFT SA160 SECTION 3 EMERGENCY PROCEDURES 3.1 ABNORMAL PROCEDURES (a) Missing or Invalid Navigation Information If GARMIN GNS 430 navigation information is not available or invalid, utilize remaining operational navigation equipment as required. (b) “RAIM POSITION WARNING” If that message is displayed the system will flag and no longer provide GPS based navigational guidance. The crew should revert to the GNS 430 VOR/ILS receiver or an alternate means of navigation other than the GNS 430's GPS Receiver. (c) “RAIM IS NOT AVAILABLE” If that message is displayed in the enroute, terminal, or initial approach phase of flight, continue to navigate using the GPS equipment or revert to an alternate means of navigation other than the GNS 430's GPS receiver appropriate to the route and phase of flight. When continuing to use GPS navigation, position must be verified every 15 minutes using the GNS 430's VOR/ILS receiver or another IFR-approved navigation system. 5 of 14 6 of 16 Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 1 AIRCRAFT SA160 (d)“RAIM IS NOT AVAILABLE”on the Final Approach If that message is display while on the final approach segment, GPS based navigation will continus for up to 5 minutes with approach CDI sensitivity (0.3 nautical mile).After 5 minutes the system will flag and no longer provide course guidance with approach sensitivity. Missed approach course guidance may still be available with 1 nautical mile CDI sensitivity by executing the missed approach. (e) Emergency Frequency of 121.500 MHz In an in-flight emergency, depressing and holding the Comm transfer button for 2 seconds will select the emergency frequency of 121.500 MHz into the "Active" frequency window. SECTION 4 NORMAL PROCEDURES Normal operating procedures are completely described in the GARMIN GNS 430 Pilot's Guide, P/N 190-00140-00, Rev. A, dated October 1998, or later appropriate revision. NOTE: The GNS 430 is shown in figure 7-1. Feb 25, 2005 7 of 16 Symphony AIRCRAFT SA160 4.1 POWERING ON THE GNS 430 (a) Rotate the Com power/volume knob on and set the desired radio volume. clockwise to turn the unit (b) A welcome page appears briefly and the unit will conduct a self-test to ensure proper operation. (c) Once the self-test concludes, the database confirmation page is displayed, showing the effective and expiration dates of the Jeppesen database on the NavData card. Press to acknowledge the database page and proceed to the instrument panel self-test page. (d)The instrument panel self-test page allows you to verify that the GNS 430 is communicating properly with in-panel instruments. Compare on-screen indications with the information depicted on connected instruments, such as the CDI, HIS, RMI and/or external annunciators. Once you have verified proper operation, press to display the Satellite Status Page. (e) Rotate the small right knob Group. 8 of 16 to select the desired page in the NAV Feb 25, 2005 Symphony AIRCRAFT SA160 4.2 FREQUENCY SELECTION (a) If the tuning cursor is not currently in the desired window (COM or VLOC), press the small left knob momentarily. (b) Rotate the large left knob value. (c) Rotate the small left knob value. to select the desired megahertz (MHz) to select the desired kilohertz (kHz) (d)To activate the selected frequency, press the corresponding flip-flop key for COM frequencies or for VLOC frequencies. 4.3 DATA ENTRY (a) Data is entered in the GPS window using the large and small right knobs. The large right knob is used to move the cursor about the page. The small right knob is used to select individual characters for the highlighted cursor location. 4.4 PAGE SELECTION (a) Selection of any main page is performed using the large and small right knobs. The large right knob selects the page group: NAV, WPT or AUX. The small right knob selects the desired page within a group. To quickly select the default NAV page, press and hold . Feb 25, 2005 9 of 16 Symphony SECTION 9 SUPPLEMENT 1 AIRCRAFT SA160 4.5 TO SELECT A DIRECT-TO DESTINATION (a) Press the key. A select direct to waypoint page will appear, with the waypoint identifier field highlighted. (b) Use the small and large right knobs to enter the identifier of the desired destination waypoint. (c) Press to confirm the selected waypoint, and the direct-to function. to activate 4.6 TO SELECT A NEARBY AIRPORT AS A DIRECT-TO DESTINATION (a) Press to display the select direct-to waypoint page. (b) Rotate the large right knob nearest airport (NRST) field. to place the flashing cursor on the (c) Rotate the small right knob nine nearest airports. to display a window, listing up to (d)Continue rotating the small right knob airport. to highlight the desired (e) Press to accept the selected waypoint's identifier and press a second time (with "Activate?" highlighted) to begin navigating to the selected waypoint. 10 of 16 Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 1 AIRCRAFT SA160 4.7 GNS 430 INTEGRATION The GNS 430 system is integrated into the aircraft avionics installation in two configurations: (a) Single GNS 430 (GPS 1) interfaced with the CDI (VOR/LOC/ILS/GS Indicator) and a single GNC 420 (GPS 2) not integrated with a remote indicator. (b) Single GNS 430 (GPS 1)interfaced with the CDI (VOR/LOC/ILS/GS Indicator) and a single GNC 420 (GPS 2) interfaced with a second CDI (VOR/LOC Indicator). In both configurations, pressing the CDI push-button on the GNS 430 alternately selects GPS or NAV for display on the CDI each time the button is pressed. The CDI source is indicated by illumination of the “GPS” or “VLOC” annunciation in the lower left corner of the GNS 430 display. When VLOC is selected for display, the CDI displays course deviation from a VOR, Localizer (LOC) or Glideslope (G/S), and GPS truck deviation when GPS is selected. SECTION 5 PERFORMANCE No change. SECTION 6 WEIGHT AND BALANCE Factory installed optional equipment is included in the licensed weight and balance data in the paperwork delivered with the aircraft. Feb 25, 2005 11 of 16 Symphony SECTION 9 SUPPLEMENT 1 AIRCRAFT SA160 SECTION 7 DESCRIPTION AND OPERATION 7.1 GENERAL The information contained in here supersedes the information on the Bendix/King KX 125 VHF NAV/COM receiver-transmitter, provided in the Description & Operation Section of the basic Pilot's Operating Handbook and TC Approved Airplane Flight Manual. For a complete description of the GNS 430 system, refer to the GARMIN GNS 430 Pilot's Guide, P/N 190-00140-00, Rev. A, dated October, 1998, or later appropriate revision. 7.2 SYSTEM DESCRIPTION The GNS 430 system consists primarily of the GNS 430 unit, a GPS antenna, a VHF VOR/LOC/GS antenna, and a VHF COMM antenna. The GNS 430 unit contains the GPS Receiver, the VOR/ILS receiver, and the VHF Communications Transceiver. The unit is mounted in the center of instrument panel; in the avionics column. The GNS 430 system can be turned ON if the BAT switch and the AVIONICS switch are in the ON position. 12 of 16 Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 1 AIRCRAFT SA160 WPT DTK DIS GS Figure 7-1 Front View of the GNS 430 Unit (a) Key and Knob Functions (1) Left-hand Keys and Knobs The COM power/volume knob controls unit power and communications radio volume. Press momentarily to enable/disable automatic squelch control. The VLOC volume knob controls audio volume for the selected VOR/ Localizer frequency. Press momentarily to enable/disable the ident tone. The large left knob is used to tune the megahertz (MHz) value of the standby frequency for the COM transceiver or the VLOC receiver, whichever is currently selected by the tuning cursor. The small left knob is used to tune the kilohertz (kHz) value of the standby frequency for the COM transceiver or the VLOC receiver, whichever is currently selected by the tuning cursor. Press this knob momentarily to toggle the tuning cursor between the COM and VLOC windows. Feb 25, 2005 13 of 16 SECTION 9 SUPPLEMENT 1 Symphony AIRCRAFT SA160 The COM flip-flop key is used to swap the active and standby COM frequencies. Press and hold to select emergency channel (121.500 MHz). The VLOC flip-flop key is used to swap the active and standby VLOC frequencies (i.e., make the selected standby frequency active). (2) Right-hand Keys and Knobs The range key allows selecting the desired map scale. Use the up arrow side of the key to zoom out or the down arrow side to zoom in. The direct-to key allows entering a destination waypoint and establishing a direct course to the selected destination. The menu key displays a context-sensitive options list. The options list allows making settings changes which relate to the currently displayed page. The clear key is used to erase information or cancel an entry. Press and hold this key to immediately display the Default NAV Page. The enter key is used to approve an operation or complete data entry. It is also used to confirm information, such as during power on. The large right knob is used to select between the various Page groups: NAV, WPT AUX or NRST. With the on-screen cursor enabled, the large right knob allows moving the cursor about the page. The small right knob is used to select between the various pages within one of the groups listed above. Press this knob momentarily to display the on-screen cursor. The cursor allows entering data and/or making a selection from a list of options. 14 of 16 Feb 25, 2005 Symphony AIRCRAFT SA160 SECTION 9 SUPPLEMENT 1 (3) Bottom Row Keys The CDI key is used to toggle which navigation source (GPS or VLOC) provides output to an external HSI or CDI. The OBS key is used to select manual or automatic sequencing of waypoints. Pressing the OBS key selects OBS mode, which will retain the current "active to" waypoint as the navigation reference even after passing the waypoint (i.e., prevents sequencing to the next waypoint). Pressing the OBS key again will return to normal operation, with automatic sequencing of waypoints. Whenever OBS mode is selected, the user may set the desired course to/from a waypoint using the OBS Page, or an external OBS selector on the HSI or CDI. The message key is used to view system messages and to alert the pilot to important warnings and requirements. The flight plan key allows creating, editing, activating and inverting flight plans, as well as access approaches, departures and arrivals. A closest point to flight plan feature is also available from the flight plan key. The procedures key allows selecting approaches, departures and arrivals from the active flight plan. When using a flight plan, available procedures for departure and/or arrival airport are offered automatically. Otherwise, the user may select the desired airport, then the desired procedure. Feb 25, 2005 15 of 16 Symphony SECTION 9 SUPPLEMENT 1 AIRCRAFT SA160 (b) Screen Areas Map Display WPT COM Window DTK NAV Window Data Fields DIS GS Map Page Map Scale Present Position Desired Track Figure 7-2 Screen Areas (Map Page) (c) NavData Card Slots There are two data card slots on the face of the GNS 430. The Jeppesen NavData card should be inserted in the left-most slot. The second slot is provided for future options and expansion capabilities. Insert the card with the swing arm handle at the bottom and the label facing to left. 16 of 16 Feb 25, 2005 Symphony AIRCRAFT SA160 Symphony AIRCRAFT SA160 Symphony Symphony AIRCRAFT SA160 AIRCRAFT Quebec, Canada Airplane Flight Manual Supplement Model SA 160 SUPPLEMENT 2 GARMIN GNC 420 VHF COMMUNICATIONS TRANSCEIVER / GPS RECEIVER This supplement must be inserted into Section 9 of the Pilot’s Operating Handbook and TC Approved Airplane Flight Manual when the GARMIN GNS 430 navigation system has been installed in accordance with GARMIN Installation Manual 190-00140-02 (Rev.A or later) . The Information contained herein supplements or supersedes the basic Pilot’s Operating Handbook and TC Approved Airplane Flight Manual only in those areas listed in here. For limitations, procedures, and performance information not contained in this document, consult the basic Airplane Flight Manual. Date: ................................ Approved Transport Canada By: ............................... Issued: Feb 25, 2005 Symphony AIRCRAFT SA160 Symphony SECTION 9 SUPPLEMENT 2 AIRCRAFT SA160 LOG OF EFFECTIVE PAGES The following Log of Effective Pages provides a listing of all effective pages in the Supplement, as well as the date of issue or revision. Revision Level Date of Issue 0 (Original Issue) Feb 25, 2005 PAGE Title i ii 1 of 15 2 of 15 3 of 15 4 of 15 5 of 15 6 of 15 7 of 15 8 of 15 9 of 15 10 of 15 11 of 15 12 of 15 13 of 15 14 of 15 Feb 25, 2005 DATE Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 i Symphony SECTION 9 SUPPLEMENT 2 AIRCRAFT SA160 LIST OF REVISIONS Rev. No. ii Date Page No. Description Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 2 AIRCRAFT SA160 SUPPLEMENT 2 TABLE OF CONTENTS SECTION PAGE GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 of 15 LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . 3 of 15 EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . 6 of 15 NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . 7 of 15 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . 10 of 15 WEIGHT AND BALANCE . . . . . . . . . . . . . . . . . . 10 of 15 DESCRIPTION AND OPERATION . . . . . . . . . . . . . 11 of 15 Feb 25, 2005 1 of 15 Symphony SECTION 9 SUPPLEMENT 2 AIRCRAFT SA160 SECTION 1 GENERAL 1.1 INTRODUCTION The GNC 420 System is a fully integrated, panel mounted instrument, which contains a VHF Communications Transceiver and a Global Positioning System (GPS) Navigation computer. The system consists of a GPS antenna, GPS Receiver, VHF COMM antenna and a VHF Communications Transceiver. The primary function of the VHF Communication portion of the equipment is to facilitate communication with Air Traffic Control. The primary function of the GPS portion of the system is to acquire signals from the GPS system satellites, recover orbital data, make range and Doppler measurements, and process this information in real-time to obtain the user's position, velocity, and time. 1.2 SPECIFICATIONS Provided the GARMIN GNC 420 's GPS receiver is receiving adequate usable signals, it has been demonstrated capable of and has been shown to meet the accuracy specifications for: (a) VFR/IFR enroute, terminal, and non-precision instrument approach (GPS, Loran-C, VOR, VOR-DME, TACAN, NDB, NDB-DME, RNAV)operation within the U.S. National Airspace System in accordance with AC20-138. (b) One of the approved sensors, for a single or dual GNC 420 installation, for North Atlantic Minimum Navigation Performance Specification (MNPS) Airspace in accordance with AC91-49 and AC120-33 2 of 15 Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 2 AIRCRAFT SA160 (c)The systems meets RNP5 airspace (BRNAV)requirements of AC90-96 and in accordance with AC 20-138, and JAA AMJ 20X2 Leaflet 2 Revision 1, provided it is receiving usable navigation information from the GPS receiver. (b)Navigation is accomplished using the WGS-84 (NAD83) coordinate reference datum. Navigation data is based upon use of only the Global Positioning System (GPS) operated by the United States of Amercia SECTION 2 LIMITATIONS 2.1 GARMIN GNC 420 PILOT'S GUIDE The GARMIN GNC 420 Pilot's Guide, P/N 190-00140-20, Rev. A, dated July 1999, or later appropriate revision, must be immediately available to the flight crew whenever navigation is predicated on the use of the system. 2.2 SOFTWARE The GNC 420 must utilize the following or later software versions: Sub-System Software Version Main GPS COMM 2.08 2.00 2.00 Feb 25, 2005 3 of 15 SECTION 9 SUPPLEMENT 2 Symphony AIRCRAFT SA160 The Main software version is displayed on the GNC 420 self test page immediately after turn-on for 5 seconds. The remaining system software versions can be verified on the AUX group sub-page 2, “SOFTWARE/DATABASE VER” 2.3 ENROUTE NAVIGATION IFR enroute and terminal navigation predicated upon the GNC 420's GPS Receiver is prohibited unless the pilot verifies the currency of the data base or verifies each selected waypoint for accuracy by reference to current approved data. 2.4 INSTRUMENT APPROACH Instrument approach navigation predicated upon the GNC 420's GPS Receiver must be accomplished in accordance with approved instrument approach procedures that are retrieved from the GPS equipment data base. The GPS equipment database must incorporate the current update cycle. (a) Instrument approaches utilizing the GPS receiver must be conducted in the approach mode and Receiver Autonomous Integrity Monitoring (RAIM) must be available at the Final Approach Fix. (b) Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, MLS or any others type of approach not approved for GPS overlay with the GNC 420's GPS reveiver is not authorized. 4 of 15 Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 2 AIRCRAFT SA160 (c) When an alternate airport is required by the applicable operating rules, it must be served by an approach based on other than GPS or LORAN-C navigation, the aircraft must have the operational equipment capable of using that navigation aid, and the required navigation aid must be operational. (d) VANV information may be utilized for advisory information only. Use of VNAV information for Instrument Approach procedures does not guarantee Step-Down Fix altitude protection, or arrival at approach minimums in normal position to land. 2.5 DEFAULT SETTINGS If not previously defined, the following default settings must be made in the "SET UP 1" menu of the GNC 420 prior to operation (refer to Pilot's Guide for procedure if necessary): (a) dis, spd (b) alt, Vv (c) map datum (d) posn Note: nm, kts (sets navigation units to "nautical miles" and "knots") ft, fpm (sets altitude units to "feet" and "feet per minute") WGS 84 (sets map datum to WGS-84, see note below) deg-min (sets navigation grid units to decimal minutes) In some areas outside in United States, datums other than WGS-84 or NAD-83 may be used. If the GNC 420 is authorized for use by the appropriate Airworhiness authority, the required geodetic datum must be set in the GNC 420 prior to its use for navigation. Feb 25, 2005 5 of 15 Symphony SECTION 9 SUPPLEMENT 2 AIRCRAFT SA160 SECTION 3 EMERGENCY PROCEDURES 3.1 ABNORMAL PROCEDURES (IFR) (a) Missing or Invalid Navigation Information If GARMIN GNC 420 navigation information is not available or invalid, utilize remaining operational navigation equipment as required. (b) “RAIM POSITION WARNING” If that message is displayed the system will flag and no longer provide GPS based navigational guidance. The crew should revert to an alternate means of navigation other than the GNC 420's GPS Receiver. (c) “RAIM IS NOT AVAILABLE” If that message is displayed, continue to navigate using the GPS equipment or revert to an alternate means of navigation other than the GNC 420's GPS receiver appropriate to the route and phase of flight. When continuing to use GPS navigation, position must be verified every 15 minutes using another IFR-approved navigation system. (d)“RAIM IS NOT AVAILABLE”on the Final Approach If that message is display while on the final approach segment, GPS based navigation will continus for up to 5 minutes with approach CDI sensitivity (0.3 nautical mile).After 5 minutes the system will flag and no longer provide course guidance with approach sensitivity. Missed 6 of 15 Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 2 AIRCRAFT SA160 approach course guidance may still be available with 1 nautical mile CDI sensitivity by executing the missed approach. (e) Emergency Frequency of 121.500 MHz In an in-flight emergency, depressing and holding the Comm transfer button for 2 seconds will select the emergency frequency of 121.500 MHz into the "Active" frequency window. SECTION 4 NORMAL PROCEDURES Normal operating procedures are completely described in the GARMIN GNC 420 Pilot's Guide, P/N 190-00140-20, Rev. A, dated July 1999, or later appropriate revision. NOTE: The GNC 420 is shown in figure 7-1. 4.1 POWERING ON THE GNC 420 (a) Rotate the Com power/volume knob on and set the desired radio volume. clockwise to turn the unit (c) A welcome page appears briefly and the unit will conduct a self-test to ensure proper operation. During the self-test check for: (1) CDI-halfleft/ no flag (2) G/S-half/ no flag (3) TO/From flag-to (4) Bearing to-135° Feb 25, 2005 7 of 15 Symphony SECTION 9 SUPPLEMENT 2 (5) (6) (7) (8) AIRCRAFT SA160 Time To-4 minutes) Distance to-10.0 nm Ground Speed-150 kts Ext.Annunciators-ON (c) Once the self-test concludes, the database page will appear, showing the effective and expiration dates of the Jeppesen database on the NavData card. (d) Press to acknowledge the database page and proceed to the instrument panel self-test page. (f) Rotate the small right knob Group. to select the desired page in the NAV 4.2 COM FREQUENCY SELECTION (a) Rotate the large left knob value. (b) Rotate the small left knob value. to select the desired megahertz (MHz) to select the desired kilohertz (kHz) (c) To activate the selected frequency, press the flip-flop key . 4.3 DATA ENTRY (a) The GPS window cursor is used to select the desired fields. Press the small right knob to activate the cursor. Press again to deactivate it. The large right knob is used to move the cursor the Febabout 25, 2005 page. The small right knob is used to select individual characters for the highlighted cursor location. 8 of 15 Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 2 AIRCRAFT SA160 4.4 PAGE SELECTION (a) Selection of any main page is performed using the large and small right knobs. The large right knob selects the page group: NAV, WPT orAUX. The small right knob selects the desired page within a group. To quickly select the default NAV page, press and hold . 4.5 TO SELECT A DIRECT-TO DESTINATION (a) Press the key. A select direct to waypoint page will appear, with the waypoint identifier field highlighted. (b) Use the small and large right knobs to enter the identifier of the desired destination waypoint. (c) Press to confirm the selected waypoint, and the direct-to function. to activate 4.6 TO SELECT A NEARBY AIRPORT AS A DIRECT-TO DESTINATION (a) Press to display the select direct-to waypoint page. (b) Rotate the large right knob nearest airport (NRST) field. to place the flashing cursor on the (c) Rotate the small right knob nine nearest airports. to display a window, listing up to Feb 25, 2005 9 of 15 Symphony SECTION 9 SUPPLEMENT 2 AIRCRAFT SA160 (d)Continue rotating the small right knob desired airport. to highlight the (e) Press to accept the selected waypoint's identifier and press a second time (with "Activate?" highlighted) to begin navigating to the selected waypoint. 4.7 GNC 420 Integration The GNC 420 system is integrated into the aircraft avionics installation in two configurations: (a) Single GNS 430 (GPS 1) interfaced with the CDI (VOR/LOC/ILS/GS Indicator) and a single GNC 420 (GPS 2) not integrated with a remote indicator. (b) Single GNS 430 (GPS 1)interfaced with the CDI (VOR/LOC/ILS/GS Indicator) and a single GNC 420 (GPS 2) interfaced with a second CDI (VOR/LOC Indicator). In this configuration GNC 420 GPS course information is displayed on the second CDI. SECTION 5 PERFORMANCE No change. SECTION 6 WEIGHT AND BALANCE Factory installed optional equipment is included in the licensed weight and balance data in the paperwork delivered with the aircraft. 10 of 15 Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 2 AIRCRAFT SA160 SECTION 7 DESCRIPTION AND OPERATION 7.1 GENERAL The information contained in here supersedes the information on the Bendix/King KX 125 VHF NAV/COM receiver-transmitter, provided in the Description & Operation Section of the basic Pilot's Operating Handbook and TC Approved Airplane Flight Manual. For a complete description of the GNC 420 system, refer to the GARMIN GNC 420 Pilot's Guide, P/N 190-00140-20, Rev. A, dated July 1999, or later appropriate revision. 7.2 SYSTEM DESCRIPTION The GNC 420 system consists primarily of the GNC 420 unit, a GPS antenna, and a VHF COMM antenna. The GNC 420 unit contains the GPS Receiver and the VHF Communications Transceiver. The unit is mounted in the center of instrument panel; in the avionics column. Feb 25, 2005 11 of 15 Symphony SECTION 9 SUPPLEMENT 2 AIRCRAFT SA160 COM WPT DTK DIS ETE 01:12 TERM GS Figure 7-1 Front View of the GNC 420 Unit (a)Key and Knob Functions (1)Unit Keys and Knobs(Excluding bottom row) The COM power/volume knob controls unit power and communications radio volume. Press momentarily to enable/disable automativ squelch control. The large left knob is used to tune the megahertz (MHz) value of the stanby frequency for the COM transceiver. The small left knob is usedto tuned the kilohertz (kHz)value of the stanby frequency for the COM transceiver. 12 of 15 Feb 25, 2005 Symphony AIRCRAFT SA160 SECTION 9 SUPPLEMENT 2 The COM flip-flop key is used to swap the active and stanby COM frequencies. Press and hold to select emergency channel (121.500 MJz). The range key allows selecting the desired mape scale. Use the up arrow side of the key to zoom out or the down arrow side to zoom in. The direct-to key allows entering a destination waypoint and establishing a direct course to the selected destination. The menu key displays a context-sensitive options list. The options list allows making settings changes which relate to the currently displayed page. The clear key is used to erase information or cancel an entry. Press and hold this key to immediately display the Default NAV Page. The enter key is used to approve an operation or complete data entry. It is also used to confirm information, such as during power on. The large right knob is used to select between the various Page groups: NAV, WPT or AUX. With the on-screen cursor enabled, the large right knob allows moving the cursor about the page. The small right knob is used to select between the various pages within one of the groups listed above. Press this knob momentarily to display the on-screen cursor. The cursor allows entering data and/or making a selection from a list of options. Feb 25, 2005 13 of 15 Symphony SECTION 9 SUPPLEMENTS AIRCRAFT SA160 (2) Bottom Row Keys The NRST key small right knob displays the nearest airport page. Then, rotating the steps through the NRST Pages. The OBS key is used to select manual or automatic sequencing of waypoints. Pressing the OBS key selects OBS mode, which will retain the current "active to" waypoint as the navigation reference even after passing the waypoint (i.e., prevents sequencing to the next waypoint). Pressing the OBS key again will return to normal operation, with automatic sequencing of waypoints. Whenever OBS mode is selected, the user may set the desired course to/from a waypoint using the OBS Page, or an external OBS selector on your HSI or CDI. The message key is used to view system messages and to alert the pilot to important warnings and requirements. The flight plan key allows creating, editing, activating and inverting flight plans, as well as access approaches, departures and arrivals. A closest point to flight plan feature is also available from the flight plan key. The procedures key allows selecting approaches, departures and arrivals from the active flight plan. When using a flight plan, available procedures for departure and/or arrival airport are offered automatically. Otherwise, the user may select the desired airport, then the desired procedure. 14 of 15 Feb 25, 2005 Symphony AIRCRAFT SA160 (b) Screen Areas Map Display COM WPT COM Window DTK User Selectable Data Field Data Fields DIS ETE 01:12 GS TERM Map Page Map Scale Present Position Desired Track Figure 7-2 Screen Areas (Map Page) (c) NavData Card Slots There are two data card slots on the face of the GNC 420. The Jeppesen NavData card should be inserted in the left-most slot. The second slot is provided for future options and expansion capabilities. Insert the card with the swing arm handle at the bottom and the label facing to left. Feb 25, 2005 15 of 15 Symphony AIRCRAFT SA160 Symphony Symphony AIRCRAFT SA160 AIRCRAFT Quebec, Canada Airplane Flight Manual Supplement Model SA 160 SUPPLEMENT 3 GARMIN GMA 340 AUDIO PANEL This supplement must be inserted into Section 9 of the Pilot’s Operating Handbook and TC Approved Airplane Flight Manual when the GARMIN GMA 340 Audio Panel has been installed. The Information contained herein supplements or supersedes the basic Pilot’s Operating Handbook and TC Approved Airplane Flight Manual only in those areas listed herein. For limitations, procedures, and performance information not contained in this document, consult the basic Airplane Flight Manual. Date: ................................ Approved Transport Canada By: ............................... Issued: Feb 25, 2005 Symphony AIRCRAFT SA160 Symphony SECTION 9 SUPPLEMENT 3 AIRCRAFT SA160 LOG OF EFFECTIVE PAGES The following Log of Effective Pages provides a listing of all effective pages in the Supplement, as well as the date of issue or revision. Revision Level Date of Issue 0 (Original Issue) Feb 25, 2005 PAGE Title i ii 1 of 11 2 of 11 3 of 11 4 of 11 5 of 11 6 of 11 7 of 11 8 of 11 9 of 11 10 of 11 11 of 11 Feb 25, 2005 DATE Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 Feb 25, 2005 i Symphony SECTION 9 SUPPLEMENT 3 AIRCRAFT SA160 LIST OF REVISIONS Rev. No. ii Date Page No. Description Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 3 AIRCRAFT SA160 SUPPLEMENT 3 TABLE OF CONTENTS SECTION PAGE GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 of 11 LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . 4 of 11 EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . 4 of 11 NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . 4 of 11 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . 7 of 11 WEIGHT AND BALANCE . . . . . . . . . . . . . . . . . . 7 of 11 DESCRIPTION AND OPERATION . . . . . . . . . . . . . 7 of 11 Feb 25, 2005 1 of 11 Symphony SECTION 9 SUPPLEMENT 3 AIRCRAFT SA160 SECTION 1 GENERAL 1.1 INTRODUCTION The Garmin GMA 340 Audio Panel provides audio amplification, audio selection, marker beacon control, and a voice activated intercom system for the headsets and microphones. The system allows audio switching for up to three transceivers (COM 1,COM 2, and COM 3) and five receivers (NAV 1, NAV 2, ADF, DME, and MKR). A fail-safe mode connects the pilot headphone and microphone to COM 1 if power is removed or if the Mic Selector switch is turned to the OFF position. 1.2 SPECIFICATIONS (a) General Physical dimensions: Length 6.4” Width: 6.29” Height: 1.3” Power Requirements: Supply voltage: Operating current: 11-33 Vdc 2.2A (13.8V, spkr on) Temperature range: -20°C to +55°C (normal operation) Altitude: 50,000 MSL unpressurized 2 of 11 Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 3 AIRCRAFT SA160 (b) Audio Panel Transceiver inputs: Receiver inputs: Unswitched inputs: Input impedance: Input isolation: 3 5 2 500 ohms 60 dB min (c) Intercom Volume controls: VOX level controls: VOX circuits: Music inputs (stereo): Intercom isolation modes: 3 (pilot, copilot, passengers) 2 (pilot, copilot/passengers) 6 (one per mic input) 2 (one input mutable) 3 (pilot, crew, all) (d) Headphone Outputs Output amplifiers: Power: Frequency response: A/C radio: ICS mic: Feb 25, 2005 3, stereo (pilot, copilot, passengers) 100 mW per stereo channel, each headset, into 150 ohms with not more than 5% distortion, any normal supply voltage. Music: 100 Hz to 15 kHz nom 100 Hz to 6 kHz nom (Special cabin noise band deemphasis) 3 of 11 Symphony SECTION 9 SUPPLEMENT 3 AIRCRAFT SA160 SECTION 2 LIMITATIONS No change. SECTION 3 EMERGENCY PROCEDURES 3.1 ABNORMAL PROCEDURES (a) Failsafe Operation A failsafe circuit connects the pilot's headset and microphone directly to COM 1 in case the power is interrupted or the GMA 340 unit is turned off. SECTION 4 NORMAL PROCEDURES Normal operating procedures are completely described in the GARMIN GMA 340 Audio Panel Pilot's Guide, P/N 190-00149-10, Rev. A, or later appropriate revision. NOTE: The GMA 340 Audio Panel is shown in figure 7-1. 4.1 POWERING ON THE GMA 340 To turn the unit on, rotate the left small knob click. 4 of 11 clockwise past the PILOT Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 3 AIRCRAFT SA160 4.2 SELECT A TRANSCEIVER COMx MIC Press either COM 1 MIC, COM 2 MIC, or COM 3 MIC button for selection of either COM 1, COM 2, or COM 3 for both MIC and audio source. The active com audio is always heard on the headphones. COMx Additionally, each audio source can be selected independently by pressing COM 1, COM 2, or COM 3 . When selected in this way, they remain active as audio sources regardless of which transceiver has been selected for microphone use. COMx 4.3 SELECT THE INTERCOM MODE To activate other then ALL mode, press or button. Press again to deactivate the mode. The operator can switch directly from PILOT to CREW or from CREW to PILOT by pressing the other mode button. The ALL mode is active when neither PILOT nor CREW LED are lit. CREW PILOT 4.4 ADJUSTING INTERCOM VOLUME AND SQUELCH (a) LEFT SMALL KNOB - Unit ON/OFF power control and pilot ICS volume. Full counterclockwise detent position is OFF PILOT Feb 25, 2005 5 of 11 Symphony SECTION 9 SUPPLEMENT 3 AIRCRAFT SA160 (b) LEFT LARGE KNOB - Pilot ICS mic VOX squelch level. Clockwise rotation increases the amount of mic audio (VOX level) required to break squelch. Full counterclockwise is the "HOT MIC” position. PILOT (c) RIGHT SMALL KNOB COPILOT - Copilot ICS volume. (d)RIGHT LARGE KNOB - Copilot mic VOX squelch level. Clockwise rotation increases the amount of mic audio (VOX level) required to break squelch. Fully counterclockwise is the "HOT MIC” position. COPILOT NOTE: Audio level is always controlled be the selected COM or NAV radio volume. 4.5 SELECT SPLIT COM MODE COM 1/2 Press the COM 1/2 button to activate the Split COM function. When this mode is active, COM 1 is dedicated solely to the pilot for MIC/audio while COM 2 is dedicated to the copilot for MIC/ audio. The pilot and copilot can simultaneously transmit in this mode over separate radios. Both pilots can still listen to COM 3, NAV 1, NAV 2, DME, ADF, and MKR as selected. The Split COM mode is canceled by pressing the COM 1/2 button a second time. COM 1/2 4.6 SELECT A NAV AUDIO SOURCE Press NAV 1, NAV 2, DME, ADF , or MKR each audio source. A second button press deselects the audio. NAVx 6 of 11 DME ADF MKR MUTE to select Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 3 AIRCRAFT SA160 SECTION 5 PERFORMANCE No change. SECTION 6 WEIGHT AND BALANCE Factory installed optional equipment is included in the licensed weight and balance data in the paperwork delivered with the aircraft. SECTION 7 DESCRIPTION AND OPERATION 7.1 GENERAL The information contained herein supersedes the information on the intercom system, provided in the Description & Operation Section of the basic Pilot's Operating Handbook and TC Approved Airplane Flight Manual. For a complete description of the GMA 340 Audio Panel, refer to the GARMIN GMA 340 Audio Panel Pilot's Guide, P/N 190-00149-10, Rev. A, or later appropriate revision. Feb 25, 2005 7 of 11 Symphony SECTION 9 SUPPLEMENT 3 AIRCRAFT SA160 7.2 SYSTEM DESCRIPTION The GMA 340 intercom system consists primarily of the GMA 340 audio control unit, located on the instrument panel, center-high, the pilot and Co-pilot audio jacks mounted on the middle console, and the Push-ToTalk switches located on the control sticks. MKR/BCN AOM COM MKR MUTE COM1 COM2 NAV COM3 NAV1 DME NAV2 TEST ADF SQ SQ HI LO OFF/ VOL SENS COM1 MIC COM2 MIC COM3 MIC SPKR COM 1/2 CABIN AUDIO PILOT ICS ISOLATION PA VOL PULL CREW PILOT PASS VOL COPILOT ICS Figure 7-1 Front View of the GMA 340 Unit 7.3 KEY AND KNOB FUNCTIONS The left small knob controls ON/OFF function. PILOT AOM MKR 8 of 11 MKR MUTE Marker Beacon Lamps Marker Beacon Receiver Audio Select/Mute Button Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 3 AIRCRAFT SA160 MKR HI LO SENS Marker Beacon Receiver Sensitivity Indicator LEDs Marker Beacon Receiver Sensitivity Selection Button Pilot Intercom System (ICS) Volume PILOT PILOT ICS Pilot ICS Voice Activated (VOX) Intercom Squelch Level Copilot ICS Volume Control COPILOT Copilot VOX Intercom Squelch Level COPILOT CREW Crew, Isolation Intercom Mode Button PILOT Pilot Isolation Intercom Mode Button PA COM/ NAV NAVx DME Passenger Address (PA) Function Button (n.a.) SPKR Speaker Function Button COMx Transceiver Audio Selector Buttons (COM 1, COM 2, COM 3) COMx MIC Transmitter (Audio/Mic) Selection Buttons COM 1/2 Split COM Button ADF Aircraft Radio Audio Selection Buttons (NAV 1, NAV 2, DME, ADF) Feb 25, 2005 9 of 11 Symphony SECTION 9 SUPPLEMENT 3 TEST AIRCRAFT SA160 Annunciator Test Button Locking Screw Access Photocel-Automatic Annunciator Dimming 7.4 ICS MODES (a) PILOT mode isolates the pilot from everyone else and dedicates the aircraft radios to the pilot exclusively. The copilot and passengers share communication between themselves but cannot communicate with the pilot or hear the aircraft radios. (b) CREW mode places the pilot and copilot on a common ICS communication channel. (c) ALL mode allows full intercom communication between everyone plugged in to the GMA 340. Aircraft radios are heard by all. (d) MUSIC 1 and MUSIC 2 stereo entertainment inputs are affected by the intercom mode selected. 7.5 MARKER BEACON RECEIVER The marker beacon audio level is aligned at the factory to produce its rated audio output. However, the output level is adjustable by your avionics installing agency. The GMA 340's marker beacon receiver controls are located on the left side of the front panel. The SENS button selects either high or low sensitivity as indicated by the HI or LO LED being lit. Low sensitivity is used on ILS approaches while high sensitivity allows operation over airway markers or to get an earlier indication of nearing the outer marker during an approach. SENS 10 of 11 Feb 25, 2005 Symphony AIRCRAFT SA160 SECTION 9 SUPPLEMENT 3 The marker audio is selected initially by pressing the MKR/mute button . lf no marker beacon signal is received, then pressing again will deselect the marker audio. This operation is similar to selecting any other audio source on the GMA 340. However, if the second button press occurs while a marker beacon signal is received, then the marker audio is muted but not deselected. The button's LED will remain lit to indicate that the source is still selected. TM The GMA 340's SmartMute function then monitors the marker signal and automatically unmutes the audio when the current marker signal is no longer being received. In all cases, the marker beacon lamps operate independently of any audio selection and cannot be turned off. The GMA 340 can drive external marker lamps if required. MKR MUTE Feb 25, 2005 11 of 11 SECTION 9 SUPPLEMENT 3 Symphony AIRCRAFT SA160 Symphony AIRCRAFT SA160 SECTION 9 SUPPLEMENT 4 Symphony AIRCRAFT SA160 Symphony Symphony AIRCRAFT SA160 AIRCRAFT Quebec, Canada Airplane Flight Manual Supplement Model SA 160 SUPPLEMENT 4 GARMIN GTX 327 MODE A/C TRANSPONDER This supplement must be inserted into Section 9 of the Pilot’s Operating Handbook and TC Approved Airplane Flight Manual when the GARMIN GTX 327 Transponder has been installed. The Information contained herein supplements or supersedes the basic Pilot’s Operating Handbook and TC Approved Airplane Flight Manual only in those areas listed herein. For limitations, procedures, and performance information not contained in this document, consult the basic Airplane Flight Manual. Date: ................................ Approved Transport Canada By: ............................... Issued: Feb 25, 2005 SECTION 9 SUPPLEMENT 4 Symphony AIRCRAFT SA160 Symphony SECTION 9 SUPPLEMENT 4 AIRCRAFT SA160 LOG OF EFFECTIVE PAGES The following Log of Effective Pages provides a listing of all effective pages in the Supplement, as well as the date of issue or revision. Revision Level Date of Issue 0 (Original Issue) Feb 25, 2005 PAGE Title i ii 1 of 8 2 of 8 3 of 8 4 of 8 5 of 8 6 of 8 7 of 8 8 of 8 Feb 25, 2005 DATE Feb 25, 2005 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 i Symphony SECTION 9 SUPPLEMENT 4 AIRCRAFT SA160 LIST OF REVISIONS Rev. No. ii Date Page No. Description Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 4 AIRCRAFT SA160 SUPPLEMENT 4 TABLE OF CONTENTS SECTION PAGE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 of 8 LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 3 of 8 EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . 3 of 8 NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . 3 of 8 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . 5 of 8 WEIGHT AND BALANCE . . . . . . . . . . . . . . . . . . . 5 of 8 DESCRIPTION AND OPERATION . . . . . . . . . . . . . . 5 of 8 Feb 25, 2005 1 of 8 Symphony SECTION 9 SUPPLEMENT 4 AIRCRAFT SA160 SECTION 1 GENERAL 1.1 INTRODUCTION The Garmin GTX 327 Transponder, located mid-avionics panel, receives interrogations from a ground based secondary radar transmitter and transmits the aircraft's identification to the Air Traffic Control Center via Mode A transmissions and altitude information via Mode C. 1.2 SPECIFICATIONS Power Requirements: 11.0 to 33.0 Vdc; Power Input 15 W typical Transmitter Frequency: 1090 MHz Transmitter Power: 150 W Nominal Receiver Frequency: 1030 MHz Receiver Sensitivity: -72 dBm Nominal Mode A Capability: 4096 Identifications Codes Mode B CapabilityÊ: 100 Foot Increments from -1000 to 63,000 feet GTX Unit Weight: 2.39 lbs. Altitude: 50,000 feet 2 of 8 Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 4 AIRCRAFT SA160 SECTION 2 LIMITATIONS No change. SECTION 3 EMERGENCY PROCEDURES No change. SECTION 4 NORMAL PROCEDURES Normal operating procedures are completely described in the GARMIN GTX 327 Mode A/C Transponder Pilot's Guide, P/N 190-00187-00, Rev. A, or later appropriate revision. NOTE: The GTX 327 Mode A/C Transponder is shown in figure 7-1. OF F 4.1 POWERING ON THE GTX 327 Place BAT and AVIONIC switches in ON position (VFR). Place BAT and AVIONIC 1 switches in ON position (IFR). The transponder will turn on in the standby mode. After power on a start-up page will be displayed while the unit performs a self test. Feb 25, 2005 3 of 8 ON ALT Y B ST Symphony SECTION 9 SUPPLEMENT 4 AIRCRAFT SA160 4.2 SELECT A TRANSPONDER MODE ON ST BY OF F ALT (a) To select the standby mode press STBY key; Powers on the transponder in standby mode. At power on the last active identification code will be selected. When in standby mode, the transponder will not reply to any interrogations, (b) To select the Mode A press the ON key; Powers on the transponder in Mode A. At power on the last active identification code will be selected. In this mode, the transponder replies to interrogations, as indicated by the Reply Symbol. Replies do not include altitude information. (c) To select the Mode C press the ALT key; Powers on the transponder in Mode A and Mode C. At power on the last active identification code will be selected. In ALT mode, the transponder replies to identification and altitude interrogations, as indicated by the Reply Symbol. Replies to altitude interrogations include the standard pressure altitude received from an external altitude source, which is not adjusted for barometric pressure. The ALT mode may be used in aircraft not equipped with the optional altitude encoder; however, the reply signal will not include altitude information. 4.3 CODE SELECTION 0 1 2 3 4 5 6 7 Code selection is done with eight keys (0 - 7) that provide 4,096 active identification codes. Pushing one of these keys begins the code selection sequence. The new code will not be activated until the fourth digit is 4 of 8 Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 4 AIRCRAFT SA160 entered. Pressing the CLR key will move the cursor back to the previous digit. Pressing the CLR key when the cursor is on the first digit of the code, or pressing the CRSR key during code entry, will remove the cursor and cancel data entry, restoring the previous code. The numbers 8 and 9 are not used for code entry, only for entering a Count Down time, and in the Configuration Mode. SECTION 5 PERFORMANCE No change. SECTION 6 WEIGHT AND BALANCE Factory installed optional equipment is included in the licensed weight and balance data in the paperwork delivered with the aircraft. SECTION 7 DESCRIPTION AND OPERATION 7.1 GENERAL The information contained herein supersedes the information on the BENDIX KING KT 76 A Transponder, provided in the Description & Operation Section of the basic Pilot's Operating Handbook and TC Approved Airplane Flight Manual. Feb 25, 2005 5 of 8 Symphony SECTION 9 SUPPLEMENT 4 AIRCRAFT SA160 For a complete description of the GTX 327 Mode A/C Transponder, refer to the GARMIN GTX 327 Mode A/C Transponder Pilot's Guide, P/N 19000187-00, Rev. A, or later appropriate revision. 7.2 SYSTEM DESCRIPTION The GTX 327 unit is located on the instrument panel, in the avionics column. The transponder antenna is installed on the bottom surface of the fuselage. The transponder is connected with the blind encoder, which transfers altitude data from the pitot-static system. ON IDENT FUNC CRSR START STOP CLR 8 9 BY 0 ST VFR 1 OF F ALT 2 3 4 5 6 7 Figure 7-1 Front View of the GTX 327 Unit 6 of 8 Feb 25, 2005 Symphony AIRCRAFT SA160 SECTION 9 SUPPLEMENT 4 7.3 KEY AND KNOB FUNCTIONS NOTE: For mode selection keys see Section 4. IDENT VFR FUNC START STOP CRSR CLR 8 Feb 25, 2005 IDENT- Pressing the IDENT key activates the Special Position Identification (SPI) Pulse for 18 seconds, identifying the transponder return from others on the air traffic controller's screen. The word “IDENT” will appear in the upper left corner of the display while die IDENT mode is active. VFR- Sets the transponder code to the pre-programmed VFR code selected in Configuration Mode (this is set to 1200 at the factory). Pressing the VFR key again will restore the previous identification code. FUNC- Changes the page shown on the right side of the display. Displayed data includes Pressure Altitude, Flight Time, Count Up timer, Count Down timer, and may include Contrast and Display Brightness, depending on configuration. START/STOP- Starts and stops the Count Up and Count Down timers. CRSR- Initiates entry of the starting time for the Count Down timer and cancels transponder code entry. CLR- Resets the Count Up and Count Down timers and cancels the previous keypress during code selection. 8- Reduces Contrast and Display Brightness when the respective pages are displayed. Also enters the number eight into the Count Down timer. 7 of 8 SECTION 9 SUPPLEMENT 4 9 Symphony AIRCRAFT SA160 9- Increases Contrast and Display Brightness when the respective pages are displayed. Also enters the number nine into the Count Down timer. 7.4 ALTITUDE TREND INDICATOR When the “PRESSURE ALT” page is displayed, an arrow may be displayed to the right of the altitude, indicating that the altitude is increasing or decreasing. Of two sizes of arrows may be displayed depending on the rate of climb/descent. The sensitivity of these arrows is set using the GTX 327 Configuration Mode. 7.5 AUTOMATIC ALT/STBY MODE SWITCHING The GTX 327 is configured for automatic standby switching. The mode will automatically change to ALT when the aircraft has become airborne. Also, the mode will change to STBY automatically when the aircraft has touched down. The signal for that switching the GTX 327 receives from the GPS unit depending on aircraft speed. Additionally, a delay time can be set in the Configuration Mode, causing the GTX 327 to wait a specified length of time after landing before automatically changing to STBY mode. 8 of 8 Apr 02, 2002 Symphony AIRCRAFT SA160 SECTION 9 SUPPLEMENT 4 SECTION 9 SUPPLEMENT 4 Symphony AIRCRAFT SA160 Symphony Symphony AIRCRAFT SA 160 AIRCRAFT Quebec, Canada Approved Airplane Flight Manual Model SYMPHONY SA160 SUPPLEMENT 5 BENDIX/KING DME KN 62A This supplement must be inserted into Section 9 of the Pilot’s Operating Handbook and LBA Approved Airplane Flight Manual when the Bendix/King DME KN 62A has been installed. The Information contained herein supplements or supersedes the basic Pilot’s Operating Handbook and LBA Approved Airplane Flight Manual only in those areas listed herein. For limitations, procedures, and performance information not contained in this document, consult the basic Airplane Flight Manual. Date: ................................ Approved Transport Canada By: ............................... Issued: Feb 25, 2005 Symphony AIRCRAFT SA 160 Symphony SECTION 9 SUPPLEMENT 5 AIRCRAFT SA 160 LOG OF EFFECTIVE PAGES The following Log of Effective Pages provides a listing of all effective pages in the Supplement, as well as the date of issue or revision. Revision Level Date of Issue 0 (Original Issue) Feb 25, 2005 PAGE DATE Title I Ii 1 of 6 2 of 6 3 of 6 4 of 6 5 of 6 6 of 6 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 2005 i Symphony SECTION 9 SUPPLEMENT 5 AIRCRAFT SA 160 LIST OF REVISIONS Rev. No. ii Date Page No. Description Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 5 AIRCRAFT SA 160 SUPPLEMENT 5 TABLE OF CONTENTS SECTION PAGE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 of 6 LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 3 of 6 EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . 3 of 6 NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . 3 of 6 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . 4 of 6 WEIGHT AND BALANCE . . . . . . . . . . . . . . . . . . . 4 of 6 DESCRIPTION AND OPERATION . . . . . . . . . . . . . . 5 of 6 Feb 25, 2005 1 of 6 Symphony SECTION 9 SUPPLEMENT 5 AIRCRAFT SA 160 SECTION 1 GENERAL 1.1 INTRODUCTION The KN 62 A is a compact, panel mounted, 200 channel DME that simultaneously indicates range, speed, and time to selected station or range and frequency. The unit can be channeled manually using the frequency selection knobs or externally from an other in the aircraft installed NAV receiver. 1.2 SPECIFICATIONS Weight: Power Requirements: Output Power: Channels: Measuring Method: Range Accuracy: 2 of 6 1.18 Kg (2.6 lbs) 11 33 VDC at 15 W 100 W Nominal 200 Digitally, using Large Scale Integrated circuits +/- .1 NM or +/- .14 %, whichever is greater, from 0 to 99.9 NM +/- 1 NM from 100 to 389 NM Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 5 AIRCRAFT SA 160 SECTION 2 LIMITATIONS No change. SECTION 3 EMERGENCY PROCEDURES No change. SECTION 4 NORMAL PROCEDURES The KN 62A is shown in figure 7-1. NOTE: 4.1 POWERING ON THE KN 62A (a) With BAT and Avionic II switches ON, place the ON/OFF switch of the unit in ON position. NOTE: Turn on the unit only after engine start-up. Also, turn unit off prior to engine shut down. That will protect the solid-state circuitry from short duration high voltage spikes and extend the operational life of the unit. (b) Place the 3-position function switch on Frequency (FREQ). Feb 25, 2005 3 of 6 Symphony SECTION 9 SUPPLEMENT 5 AIRCRAFT SA 160 (c) Select the desired frequency using the frequency selector. (1) Rotate the outer, larger knob to change the larger digits (1 MHz, 10 MHz) (2) Rotate the inner smaller knob to change the 0.1 MHz digit (0.0, 0.1, 0.2, etc.). When this knob is pulled “out”, it adds 0.05 MHz to the frequency and tunes in 0.1 MHz steps (0.05, 0.15, 0.25, etc.). Pushing the knob “in” subtracts 0.05 MHz from the displayed frequency. The unit is in FREQ Mode and will display distance and the selected frequency. SECTION 5 PERFORMANCE No change. SECTION 6 WEIGHT AND BALANCE Factory installed optional equipment is included in the licensed weight and balance data in the paperwork delivered with the aircraft. 4 of 6 Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 5 AIRCRAFT SA 160 SECTION 7 DESCRIPTION AND OPERATION 7.1 GENERAL For a complete description of the KN 62A, refer to the applicable BENDIX/KING publications. 7.2 SYSTEM DESCRIPTION The DME system consists primarily of the KN 62A unit and the antenna that is located on the bottom of fuselage below the co-pilot's seat. The unit has a 7-Segment gas discharge display that is dimmed automatically by a photocell. An audio output is provided for use in identifying the DME ground station being received. The unit electronically converts to distance the elapsed time required for signals to travel to and from the ground station. The groundspeed feature incorporated in the unit measures the rate of change in DME slant range distance with time. The DME system can be turned ON if the BAT switch and the AVIONIC II switch are in the ON position. (a) Key and Knob Functions The 3-position function switch determines both the information displayed and the channeling source. Three modes can be selected: (1) FREQ Mode The unit is channeled internally with its own frequency selection knobs. The unit will display distance and the selected frequency. Feb 25, 2005 5 of 6 Symphony SECTION 9 SUPPLEMENT 5 AIRCRAFT SA 160 (2) GS/T Mode The unit will hold the internally selected frequency and will display distance, groundspeed and time-to-station. (3) RMT Mode The DME will be channeled by selecting NAV frequency on the NAV receiver. When the unit locks on a ground station, it will display distance, groundspeed and time-to-station. Prior to lock on, “dashes” will be displayed. With the frequency selection knobs station frequency is selected. the desired DME ground (1) The outer, larger knob changes the larger digits (1 MHz, 10 MHz). (2) The smaller knob changes the 0.1 MHz digit (0.0, 0.1, 0.2, etc.). When pulled “out”, it adds 0.05 MHz to the frequency and tunes in 0.1 MHz steps (0.05, 0.15, 0.25, etc.). Pushing this knob “in” subtracts 0.05 MHz from displayed frequency. Ground Speed Distance Time to Station Figure 7-1 Front View of the KN 62A Unit 6 of 6 Feb 25, 2005 Symphony AIRCRAFT SA 160 Symphony AIRCRAFT SA 160 Symphony Symphony AIRCRAFT SA160 AIRCRAFT Quebec, Canada Airplane Flight Manual Supplement Model SA 160 SUPPLEMENT 6 VM 1000 Electronic power Plant Instrumentation This supplement must be inserted into Section 9 of the Pilot’s Operating Handbook and TC Approved Airplane Flight Manual when VM-1000 Electronic Power Plant Instrumentation has been installed into the SA 160 using the Vision Microsystem Inc. VM-1000 Installation Manual, P/N 5010012A , dated 2001. The Information contained herein supplements the basic Pilot’s Operating Handbook and TC Approved Airplane Flight Manual only in those areas listed herein. For limitations, procedures, and performance information not contained in this document, consult the basic Airplane Flight Manual. Date: ................................ Approved Transport Canada By: ............................... Issued: Feb 25, 2005 Symphony AIRCRAFT SA160 Symphony SECTION 9 SUPPLEMENT 6 AIRCRAFT SA160 LOG OF EFFECTIVE PAGES The following Log of Effective Pages provides a listing of all effective pages in the Supplement, as well as the date of issue or revision. Revision Level Date of Issue 0 (Original Issue) Feb 25, 2005 PAGE Title i ii 1 of 27 2 of 27 3 of 27 4 of 27 5 of 27 6 of 27 7 of 27 8 of 27 9 of 27 10 of 27 11 of 27 12 of 27 13 of 27 14 of 27 15 of 27 Feb 25, 2005 DATE PAGE DATE Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 16 of 27 17 of 27 18 of 27 19 of 27 20 of 27 21 of 27 22 of 27 23 of 27 24 of 27 25 of 27 26 of 27 27 of 27 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 i Symphony SECTION 9 SUPPLEMENT 6 AIRCRAFT SA160 LIST OF REVISIONS Rev. No. ii Date Page No. Description Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 6 AIRCRAFT SA160 SUPPLEMENT 6 TABLE OF CONTENTS SECTION PAGE GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 of 27 LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . 3 of 27 EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . 3 of 27 NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . 3 of 27 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . 3 of 27 WEIGHT AND BALANCE . . . . . . . . . . . . . . . . . . 4 of 27 DESCRIPTION AND OPERATION . . . . . . . . . . . . . 4 of 27 Feb 25, 2005 1 of 27 Symphony SECTION 9 SUPPLEMENT 6 AIRCRAFT SA160 SECTION 1 GENERAL 1.1 INTRODUCTION The VM-1000 Electronic Powerplant Instrumentation system is a multi-channels engine monitoring system that provides the pilot with all the necessary engine parameters, fuel indication and flight parameters to enable safe operation and management of the powerplant during flight. The system is comprised of an engine parameters displays VM-1000, advisory display EC-100, a fuel indicator display a digital clock a data processing units and engine sensors. The VM 1000 indicator is located on the right section of instrument panel adjacent to the radios. The fuel indicator is located underneath the VM 1000. The EC-100 is located on the upper section of the left instrument panel section. The EC 100 display is located in the upper left instrument panel. The system provides four several categories of easily accessed information: - Engine information, such as power, number of cylinders, etc; - Normal procedures checklists; - Alerts and warnings. The EC 100 checklist function may serve as a general guideline for the pilot while accomplishing normal procedures. However, the pilot must be fully familiar with the normal and emergency procedures provided in Section 3 and Section 4 of this handbook. 2 of 27 Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 6 AIRCRAFT SA160 1.2 Specifications Weight: Power Requirements: Channels: Display Method: Operating Temperature: 2.5 Kg (5.5 lbs) 20 29 VDC 20 channels (depending upon configuration) LED and Liquid Crystal Display o o -50 C or +70 C SECTION 2 LIMITATIONS No change. SECTION 3 EMERGENCY PROCEDURES No change. SECTION 4 NORMAL PROCEDURES-OPERATION 4.1 INITIAL SYSTEM SET-UP The initial system set-up of the VM-1000 for your aircraft has been performed at the factory. In the event that a system re-initialisation would be required, refer to the VM-1000 installation manual provided with your aircraft for the proper procedures. Feb 25, 2005 3 of 27 Symphony AIRCRAFT SA160 SECTION 4 NORMAL PROCEDURES-OPERATION 4.2 TACHOMETER OPERATION The tachometer system provides both a full sweep graphic analog display and four place digital displays. When you start the engine you will see the analog graph rise in proportion to the engine speed. Full color range marks provide you with a quick reference to monitor normal, caution and red line engine RPM. RPM: The digital readout provides you with exact RPM information. The resolution (or incremental steps) of the digital display is 10 RPM. For example, the display might read '2400' and after you make a slight increase in power, it would read '2410'. This is a definite advantage over other digital tachs that read in less than 10 RPM steps. They change so frequently that it becomes very distracting and annoying to the pilot. We recommend using the digital display for RPM checks and letting the engine stabilize for a minimum of three seconds during the checks. The high accuracy of the tach will allow you to follow long-term performance trends of your engine and prop, such as static maximum rpm, carb heat effectiveness, and typical mag drops. These can be important indicators of engine and accessory condition. Engine Operating Hours: Another feature is the 'engine hours counter'. When the engine is off, the digital display reads the total accumulated engine hours to a maximum of '5999.9'. Engine hours are accumulated any time RPM is greater than 1500. 4 of 27 Feb 25, 2005 Symphony AIRCRAFT SA160 RPM Alert: A warning alert activates whenever the engines redline is reached. The RPM display will flash until this condition is corrected. 4.3 MANIFOLD PRESSURE OPERATION The manifold pressure system provides both a full sweep graphic analog display and three place digital display. The full sweep graphic display resolution is 1" IN. HG. The full color range marks provide you with a quick reference to manifold pressure when making fast power changes. The digital readout provides you with precise manifold pressure information. This allows very precise power settings to be achieved. You can, for example, in stabilized conditions, watch for small changes in pressure that can indicate throttle creep or induction problems. For new induction system designs, or modifications to existing designs, this repeatability is extremely valuable to judge the performance of the design or design changes. Manifold Pressure Alert: A warning alert activates whenever the engines redline is reached (typically only for turbocharged engines). The display will flash until this condition is corrected. Feb 25, 2005 5 of 27 Symphony AIRCRAFT SA160 4.4 OIL SYSTEM OPERATION Both oil pressure and oil temperature are displayed continuously in two separate full sweep graphic and digital areas. Oil Pressure: As oil pressure rises, the graph size increases proportionately. The full color range marks let you see at a glance how close to red line oil pressure you are. The digital display reads out in 1 PSI increments to a maximum of 99. This is very useful for monitoring typical engine oil pressure trends. Because of the high accuracy and repeatability of this system, the oil pressure can be closely monitored for unusual trends. For example, if you are cruising in a stabilized condition;" and the oil pressure starts to count down, and oil temp is counting' up, this could help you to identify impending oil-loss or cooling problems. Oil Pressure Alert: A warning alert activates whenever the engines redline is reached. The display will flash until this condition is corrected. Oil Temperature: Oil temperature is displayed both graphically and digitally. As oil temperature rises, the graph size increases proportionately. This is consistent with the oil pressure display and makes it very easy to determine relationships between the two parameters. The full color range marks let you see at a glance how close to red line oil temperature you are. The digital display reads out in 1 degree Fahrenheit increments to a maximum of 300 degrees. This is very useful for monitoring typical 6 of 27 Feb 25, 2005 Symphony AIRCRAFT SA160 engine oil cooling system performance. For new engine installations, you can take advantage of the high accuracy and repeatability for analyzing the engine oil cooler system efficiency. If the cooling does not seem to be effective enough, you can make changes and repeat your tests with the confidence that the next test data will reflect the results of your changes. Oil Temperature Alert: Your oil temp system also provides you with built-in warning annunciators. If the oil temperature rises above redline, the system captures the event and the display is flashed until the problem is corrected. This is a real advantage in the busy cockpit. 4.5 FUEL COMPUTER SYSTEM OPERATION Fuel Pressure: Fuel Pressure is displayed both digitally and graphically. As fuel pressure rises, the graph rises proportionately. Full color operating range marks are provided that indicates the normal operating range of fuel pressure for your engine at a glance. The digital display allows you to see small variations and make notations of typical fuel pressure behaviour. Fuel Pressure Alert: The system has a built-in warning system and will flash should fuel pressure move outside of the limits for your particular engine. Fuel Flow: Feb 25, 2005 7 of 27 Symphony AIRCRAFT SA160 Fuel Flow is displayed both digitally and graphically. As fuel flow increases, the graph increases proportionately. The digital display provides tenth gallon resolution. There are four additional features that the fuel computer provides: - 'REM' - Fuel remaining onboard - 'BRN' - Fuel burned since last power-up - 'HRS' - Hours of fuel remaining - 'ADD' - Add fuel to computer memory. An exclusive feature of our fuel flow computer is its ability to 'damp out' the wide variations in displayed fuel flow normally seen on other fuel flow digital readouts. The system will smooth these short term flow variations to give you a steady flow indication with NO sacrifice in accuracy. Fuel Remaining Alert: Your fuel computer has a built-in 'Low Fuel Remaining' warning annunciator. When the computed fuel total is less than a factory programmed amount (10 gallons standard), the display will flash. 4.6 INITIAL SET UP OF THE FUEL COMPUTER The initial fuel system set-up is performed at the aircraft factory. In the event that a system re-initialisation would be required, refer to the VM1000 installation manual provided with your aircraft for the proper procedures. 8 of 27 Feb 25, 2005 Symphony AIRCRAFT SA160 4.7 ADDING FUEL TO THE FUEL COMPUTER WARNING ! IMPROPER USE OF THIS FEATURE WILL GIVE YOU INCORRECT FUEL 'REM' AND 'HRS' INFORMATION. INSURE THAT YOU UNDERSTAND THE OPERATION OF THIS SYSTEM BEFORE U S I N G I T I N F L I G H T. A F T E R I N S TA L L AT I O N A N D PERIODICALLY THEREAFTER, VERIFY THAT THE SYSTEMS ACCURACY IS ACCEPTABLE FOR YOUR INTENDED USE. Your fuel computer has a unique feature that allows you to 'ADD' fuel according to how much has been pumped into the tank(s). You are not required to calculate the new total fuel level after adding fuel, as on many other fuel computers. This system does it for you. Follow the steps below to 'ADD' fuel to the computer, referring to 'FIGURE 6.X : VM1000 QUICK REFERENCE': 1 2 3 4 5 VM 1000 Quick Reference Figure 6.x Feb 25, 2005 9 of 27 Symphony AIRCRAFT SA160 STEP 1. Press 'BUTTON 4' until the 'ADD' indicator activates STEP 2. Press 'BUTTON 3 to add tens and 'BUTTON 5' to add ones to match the fuel that was pumped into the tank(s). NOTE To 'top off the tank(s) just press 'BUTTON 3' to run up a number more that your max capacity. The system will only add what is needed to 'fill' the computers electronic tank to its max capacity as set up in 'INITIAL SET UP OF THE FUEL COMPUTER'. STEP 3. If you made a mistake just leave everything alone for more than 20 seconds and the computer will automatically cancel the 'ADD' mode. If you are happy with the entered value, then press 'BUTTON 4' and the new fuel will be automatically added to the prior fuel 'REM' total. Double check this new total by pressing 'BUTTON 4' until the 'REM' fuel is shown. NOTE In the event you want to 'zero' the current fuel remaining value, press 'BUTTON 4' until 'REM' is displayed and continue holding it in. Simultaneously press 'BUTTON 3' and 'REM' value will be cleared to zero. 4.8 FUEL COMPUTER NORMAL OPERATION MODES Press 'BUTTON 4' to select the desired fuel computer operating mode. The mode is displayed below the permanent words 'FUEL FLW' on the display: 10 of 27 Feb 25, 2005 Symphony AIRCRAFT SA160 'FUEL FLW'. Fuel Flow is the default mode after powering up. This mode displays the fuel Oow in the appropriate Units Per Hour both digitally and graphically. The digital section provides 0.1 unit resolution. The graphic section provides you with a quick reference of the current fuel flow. 'REM'. This mode displays the current fuel total remaining in gallons. It is digitally displayed in 0.1 gallon increments. This mode is ONLY usable, if you have kept the computer's memory updated with fuel information corresponding to the actual aircraft usable fuel and have always had the computer operational when fuel is being burned. The graphic display is shut off as it has no relationship to this parameter. 'HRS': This mode displays the calculated hours of fuel remaining (sometimes referred to as endurance), as a function of the current flow rate and current fuel total in the computer's memory. It is digitally displayed in 0.1 hour increments. This mode is ONLY usable, if you have kept the computer's memory updated with fuel information corresponding to the actual aircraft usable fuel and have always had the computer operational when fuel is being burned. The graphic display is shut off as it has no relationship to this parameter. 'BRN': This mode displays the gallons of fuel burned in flight since system power up. It is digitally displayed in 0.1 gallon increments. The graphic display is shut off as it has no relationship to this parameter. 'ADD'. This mode allows you to add fuel to the fuel computers 'electronic tank' after fuel has physically been added to the aircraft tanks. See section on 'ADDING FUEL TO THE COMPUTER'. Feb 25, 2005 11 of 27 Symphony AIRCRAFT SA160 4.9 CYLINDER ANALYZER SYSTEM OPERATION The engine analyzer system displays all cylinder information both graphically and digitally. Full color reference marks are provided for cylinder head green, yellow and redline temperatures. 'DIAMOND GRAPH' DISPLAY MODES: 'NORMAL MODE' - The system powers up in this mode and is ready for flight. The Diamond Graph system displays CHT between the green, yellow and red range marks, left to right, one through four. EGT graphics are displayed above the CHT redline marks where they can be easily observed. A defective CHT or EGT probe will leave the respective graph blank. A flashing CHT graph indicates a cylinder is too hot or is being shock cooled. 'LEANING MODE' - Leaning mode is selected by pressing 'BUTTON 1' while in 'Normal Mode'. The entire Diamond Graph display is temporarily used for precise high resolution leaning. The display can be returned to the 'Normal Mode' by pressing 'BUTTON 1' again. Notice that left and right 'brackets' appear on the sides of the graphs when in 'Leaning Mode'. 'Leaning mode' is not allowed if a EGT probe was defective at power up. A flashing EGT graph indicates that the leanest EGT has been detected. DIGITAL DISPLAY MODES: The digital display shows the temperatures for each EGT and CHT pair and periodically shows the cylinder number (ex: 'E1' 'C1'). A warning message is shown if a cylinder has reached 'red line' temperature (ex: 'h2' for hot cylinder 2), or is being 'shock cooled' (ex: 'c3' for cooled cylinder 3). 12 of 27 Feb 25, 2005 Symphony AIRCRAFT SA160 The default mode at power-up is 'PEAK DISPLAY MODE' (ex: 'P1' means EGT 1 leaned before any other during leaning mode, 'H3' means CHT 3 is the hottest). Select any combination by pressing 'BUTTON 2' as described below: Display Mode Cyl. 1 Pair Cyl. 2 Pair Cyl. 3 Pair Cyl. 4 Pair Peak Mode Cyl. Numbers 'E1' 'C1' 'E2' 'C2' 'E3' 'C2' 'E4' 'C2' 'P'? 'H'? Probes displayed EGT1 & CHT1 EGT2 & CHT2 EGT3 & CHT3 EGT4 & CHT4 PEAK DISPLAY MODE 4.10 LEANING YOUR ENGINE: Our exclusive automatic 'LEANING MODE' makes leaning the engine a simple operation, without the need to remember values. STEP 1- STABILIZE: the aircraft engine temps, throttle, RPM and insure mixture is on the rich side of peak EGT. This can be verified by enriching mixture to see that all EGT values decrease. Press 'BUTTON 1' (far left) to activate the 'Lean EGT Mode'. Notice that the graphic display changes its appearance. The graph is normalized to the bottom to give you a baseline reference while leaning. Each bar represents ten degrees in this mode. STEP 2 - LEAN: the engine mixture smoothly to start the bars climbing (about one bar per 2 seconds). The computer monitors all EGT values and detects the first EGT to lean out. When this happens, the bar graph for that EGT will begin flashing and if optionally equipped an audio/visual alert occurs. This is your signal to stop leaning. NOTE: If it looks as if the graphs will “fill up” Feb 25, 2005 13 of 27 Symphony AIRCRAFT SA160 before you achieve leanest EGT, you can simply reinitialize by pressing 'BUTTON 1' twice which 're-arms' the Lean EGT mode and normalizes the graphs to the bottom again. Do not lean further if engine roughness occurs. STEP 3 - ENRICH: after the lean EGT graph stops flashing, noting that the lean EGT graph (the graph that now has a single bar marking where the peak was found) goes up. This signifies that the mixture is returning to the peak value again. Set your final mixture via the bar graph or by the digital readout (now showing the leanest EGT) according to your particular engines operating handbook. Some engines require a mixture 50 - 75 degrees rich of peak at high power settings, while others allow running at peak or even leaner! Consult your engine manual. TIP: Initially set a rich fuel flow achieving approximately 100 degrees cooler than the last known peak. The 'PEAK DISPLAY MODE' (see 'Digital Display Modes') can be used to perform this, if the system has previously found a lean EGT. 4.11 ELECTRICAL MONITORING SYSTEM OPERATION VOLTAGE is displayed both graphically and digitally. Full color range marks provide a quick reference for fast analysis of voltage levels. As voltage rises, the graph size increases proportionately. Additionally your system has a built-in warning system that flashes the graph when system voltage is out of nominal range (either too low or too high) . 14 of 27 Feb 25, 2005 Symphony AIRCRAFT SA160 AMPERAGE is displayed both graphically and digitally. Full color range marks provide a quick reference for fast analysis of amperage levels. As amperage rises, the graph size increases proportionately. The digital readout displays amperage at 1 amp resolution. This is useful for troubleshooting. The amp system functions as an 'alternator load meter' displaying current flow FROM the alternator TO the aircraft electrical system allowing you to see if a load (such as pitot heat) is really drawing current when turned on. You should see an increase on the amp display when you turn on a load, such as pitot heat for example. This tells you that the pitot heater is drawing power and is probably OK. By verifying that voltage remains the same, then it can be assumed that the alternator is supporting the additional load. This is a very handy feature for in-flight testing/verification of electrical loads and the alternator charging system. Additionally your system has a built-in warning that flashes the graph and triggers the audio/visual annunciator system (if installed) when the alternator does not produce power for the electrical system. This occurs at low amperage levels of approximately less than 2 amps. 4.12 “AUTOTRACK” SYSTEM OPERATION The “Autotrack” system is a breakthrough in modern engine monitoring technology. Designed to reduce the pilot's workload by assisting in the tedious and often overlooked job of monitoring engine parameters for deviations from one minute to the next, “Autotrack”adds a new level of safety to engine management. Subtle changes may occur in engine parameters that can precede major problems. These changes are often missed by even the most attentive of pilots. “Autotrack” alerts you to these changes allowing you to analyze the situation and take appropriate action. Feb 25, 2005 15 of 27 Symphony AIRCRAFT SA160 Refer to FIGURE 6.: VM1000 QUICK REFERENCE'. 1 2 3 4 5 WHEN TO USE “Autotrack”. Climb - Activate during climb to alert you periodically as CHT increases and to a decrease in manifold pressure. Cruise - Activate during cruise to alert you if any parameter begins to drift from your selected starting point. Descent - Activate during descent to alert you to increasing manifold pressure and rising EGT due to a leaning mixture. HOW TO USE “Autotrack”: STEP 1 - STABILIZE the aircraft. Set up your desired power and 16 of 27 Feb 25, 2005 Symphony AIRCRAFT SA160 mixture condition. Allow the engine time to stabilize (i.e, engine temps and pressures, etc.). STEP 2 - Press 'BUTTON 3'. The 'Autotrack' indicator will activate in the display and the system will begin tracking the engine's performance from this point. The “Autotrack” system is now armed and watching for engine deviation from the point you picked. To cancel, simply press 'BUTTON 3' again to extinguish the “Autotrack” indicator. Re-arm again at any time. NOTE Any important alert condition, (i.e., low fuel pressure, high CHT, etc.) automatically cancels “'Autotrack” mode. “Autotrack” ALERT INDICATIONS: If any engine parameter deviates beyond the initial set point, the system will flash the corresponding graphic display and the “AUTOTRACK” indicator. If the deviation is large enough, a graphic pointer (circular sweep displays only) will show where the parameter was before the deviation occurred. This gives you a chance to evaluate the magnitude of the deviation and take the appropriate action. To shut off the alert condition, return the parameter to its previous value (example: adjusting manifold pressure due to a climb) or simply press 'BUTTON 3' to shut off the 'AUTOTRACK' system. If optionally equipped, an audible and visual alert will activate in the EC100 caution advisory system. Feb 25, 2005 17 of 27 Symphony AIRCRAFT SA160 4.13 FLIGHT DATA RECORDER SYSTEM OPERATION The Flight Data Recorder System comes standard with your VM- 1000 and is designed to allow you to review and record the performance of the engine and systems during each flight. This is extremely valuable during initial Right testing and for subsequent trend analysis. You may retrieve data using the Flight Data Recorder at any time during the flight or even after the aircraft has been shut down for a prolonged period of time. Minimum and maximum values are automatically recorded during the flight and can be reviewed at any time before the next flight. Taxi data is automatically omitted, as this info is generally not important. Actual time of flight is also recorded. Refer to 'FIGURE 7: VM1000 QUICK REFERENCE'. 1 18 of 27 2 3 4 5 Feb 25, 2005 Symphony AIRCRAFT SA160 HOW TO USE 'Flight Data Recorder': STEP -Press 'BUTTON 5'. The first set of data are flight minimums encountered (i.e., lowest fuel pressure, lowest voltage, amperage, etc.). Also the RPM digital display now shows the actual flight hours and tenths. STEP 2 - Press 'BUTTON 5' again. The next set of data are flight maximums encountered (i.e., max CHT, max Oil Temp, max RPM, etc.). STEP 3 - Press 'BUTTON 5' again. The Flight Data Recorder is shut off. The recorder data will automatically shut off in approximately 20 seconds if no button is pressed. 4.14 AIR TEMPERATURE SYSTEM OPERATION (opt.) Both Outside Air Temp and Carburetor Air Temp are displayed, at the same time, in one compact indicator for complete air temperature information at a glance. OUTSIDE AIR TEMPERATURE 'OAT' is displayed on the left hand side of the indicator both graphically and digitally in degrees C. Most true airspeed indicators have the temperature correction scale calibrated in Degrees C, making it easy to enter the temperature directly from the OAT display. CARBURETOR AIR TEMP 'CAT' (or 'cabin air temp' for injected aircraft) is displayed on the right hand side of the indicator both graphically and digitally in degrees C. As temperatures increase, the graph sizes increase proportionately. The full color range marks let you see at a glance if you are in a temperature Feb 25, 2005 19 of 27 Symphony AIRCRAFT SA160 area conducive to icing. The digital displays read out in 1 degree C increments to a maximum of 99 C and a minimum of -50 C. This is very useful for monitoring small changes in temperatures and for calculating temperature related parameters. For new engine installations, you can take advantage of the high accuracy and repeatability for analyzing carburetor heat effectiveness. 4.15 CHRONOMETER SYSTEM OPERATION (opt.) The chronometer system has BOTH digital and graphic displays of various time-related parameters. The digital readout displays hours 'HRS', minutes 'MIN', and seconds 'SEC', continuously. The exclusive positive-action rotary switch is used to select the various operating modes. The CHRONOMETER displays time in a 24 hour format. Both LOCal hours 'LOC' and universal 'UTC' time functions are provided. The stop watch timer will both 'count up' and 'count down'. In the 'Count Down mode' the graphic display initially starts at full scale, and as time counts down, decreases in size proportionately (i.e. when half the initial time remains, half of the graph remains). This is very handy for timing instrument approaches, fuel tank changes and next fix arrival. An additional feature is the alarm annunciator. When time expires, the entire display flashes alerting you to this fact. This is great for applications such as timing approaches, time to destination or expected checkpoint, or time to change tanks -- to name just a few. 20 of 27 Feb 25, 2005 Symphony AIRCRAFT SA160 The following page contains easy steps for initial setup and operation of your chronometer. 4.16 INITIAL CHRONOMETER SET UP You will want to set your chronometer's universal and locall time functions. This is easily done by performing the following steps: SETTING UNIVERSAL TIME COORDINATED (UTC): STEP 1 - With power on, place the selector switch in the 'straight up' position (between the 'RUN' and 'STOP' positions). The display should go blank. STEP 2 - Turn the power off for a few seconds, then back on. After a short period of time, the display will alternate between 'UTC?' or 'LOC?'. STEP 3 - First, you should set UTC time. When the display shows 'UTC?', quickly move the selector switch to the 'HRS' position. When the 'hours' value gets to the correct hour, move the switch to the 'MIN' position. Set the 'minutes' value a few ahead of actual time to allow you to set seconds. Move the selector to 'SEC' and set it to your desired future time. Move the switch to the 'STOP' position. STEP 4 - When the preset time equals the current time, move the selector switch to the 'straight up' position as before. The display will read 'UTCrdy'. Wait for this message to disappear, then move the selector to any desired position. (You can now check 'UTC' for Feb 25, 2005 21 of 27 Symphony AIRCRAFT SA160 the correct universal time.) SETTING LOCAL TIME: STEP 1- With power on, place the selector switch in the 'straight up' position (between the 'RUN' and 'STOP' positions). The display should go blank. STEP 2 - Turn the power off for a few seconds, then back on. The display will now alternately show 'UTC?' and 'LOC?'. STEP 3 - When the display shows 'LOC?', move the selector switch to the 'HRS' position. When the hours value gets to the correct hour, move the switch to the 'straight up' position as before. The display will read 'LOC rdy'. Wait for this message to disappear, then move the selector to any desired position. (You can now check 'LOC' for the correct local time). NOTE: Since universal and local minutes and seconds are the same, you can only set local hours. 4.17 CHRONOMETER MODES: TIME FUNCTIONS 'UTC' UNIVERSAL TIME COORDINATED Simply move the selector to the 'UTC' position. The display will show universal time in hours, minutes and seconds. A distinct graphic pattern is also displayed to indicate that the 'time' mode is active. 'LOC' LOCAL TIME 22 of 27 Feb 25, 2005 Symphony AIRCRAFT SA160 Move the selector to the 'LOC' position. The display will show LOCal time in hours, minutes and seconds. A distinct graphic pattern is also displayed to indicate that one of the two 'time' modes is active. 'FLT' FLIGHT TIMER Move the selector to the 'FLT' position. The display will show the total time in hours, minutes and seconds since the system was last 'powered-up'. This is useful for your log book entries and in- flight time keeping. Be sure to note the 'FLT' time before shutting off the master as it is cleared at next 'power-up'. 'COUNT UP' STOP WATCH FUNCTION STEP 1 - Move the selector switch to the 'STOP' position. The display will freeze. STEP 2 - When you want to begin timing, simply move the selector to the 'RUN' position and the display will begin counting up. An additional feature is that other functions (such as 'UTC', 'LOC', and 'FLT') are available while the stop watch is counting. STEP 3 - When you want to stop timing, simply select 'STOP' and the time is frozen for you to observe and/or record. 'COUNT DOWN' STOP WATCH FUNCTION STEP 1 - First, you will 'pre-set' your timer by moving the selector to the appropriate 'SEC' (seconds), 'MIN' (minutes) and 'HRS' Feb 25, 2005 23 of 27 Symphony AIRCRAFT SA160 (hours) and allowing each to increment up to the desired value, then quickly moving the selector to the next desired position. When this is completed, move the selector to 'STOP' to hold the current value. If you made a mistake, move to the 'RUN' position for a few seconds, then set again. STEP 2 - When you are ready to begin timing, move the selector to the 'RUN' position. The graph will fill to full scale and the timer will begin counting down. The graph now represents the percentage of 'pre-set' time remaining. This is very handy for an instrument approach or for timing when to switch fuel tanks. It relieves you of the chore of noting clock times and calculating minutes remaining, etc. STEP 3 - When time expires, the entire display flashes alerting you to this fact. Move the selector switch to the 'STOP' position to clear the countdown timer mode. NOTE: You can dear the countdown timer mode any time it is running by moving the switch to the 'stop' position. 4.18 INITIAL EC100 SET UP The initial set-up of the EC-100 is performed at the aircraft factory. In the event that a system re-initialisation would be required, refer to the VM1000 installation manual provided with your aircraft for the proper procedures. 4.19 EC100 SYSTEM OPERATION The EC100 system provides several categories of easily accessed information. Select the desired category by pressing the W button to go 24 of 27 Feb 25, 2005 Symphony AIRCRAFT SA160 forward or the 4 button to go backwards. When you see a category you want, press the T button to select it and again to see further information. The following lists the major categories that may be selected: 1) ENGINE INFORMATION: Some of the typical subjects are 'POWER', 'CYLNDRS', 'F COMP', etc. 2) AIRCRAFT OPERATIONAL CHECKLISTS: Some typical subjects are 'CLDSTRT', 'HOTSTRT', 'RUNUP', 'TAKEOFF', etc (NOTE: You may customize your checklist on paper, then send it to the factory and we will 'program' a permanent memory chip. We recommend sending this in along with your fuel calibration info. See sheets in 'Illustrations section for both fuel cal and checklist recording.) 3) ALERTS and WARNINGS: These are conditions are of importance and corrective action and/or attention is needed. When an alert/warning condition initially happens, the EC100 will automatically begin to flash the condition and a pulsing audio side tone will be momentarily present. Each time any button is pressed, the EC100 alarm will be removed for approx. 1 % minutes, allowing you to access other information. To quickly return to the beginning display, press both the ? and ? buttons until you see the beginning display. 4.20 FUEL LEVEL SYSTEM OPERATION Feb 25, 2005 25 of 27 Symphony SECTION 9 SUPPLEMENT 6 AIRCRAFT SA160 The fuel level system operates automatically, once the 'FUEL LEVEL SYSTEM CALIBRATION' has been performed. The indicator displays a left, center, and right digital read-out of the units of fuel remaining of up to 99 units per tank. Additionally the left and right displays are also presented graphically to show percentage of fuel remaining for quick reference. WARNING ! AIRCRAFT ATTITUDE AND OTHER FACTORS CAN AFFECT THE ACCURACY OF THE FUEL LEVEL READINGS. AFTER INSTALLATION AND PERIODICALLY THEREAFTER, VERIFY THAT THE SYSTEMS ACCURACY IS ACCEPTABLE FOR YOUR INTENDED USE. If a probe is not installed or not functioning, that display is blanked. An unsteady display value should be suspect and possibly disregarded as faulty operation. Fuel Level Alert: A low fuel level alarm has been incorporated into the system which signals you when a minimum fuel level has been reached in a given tank by displaying 'Lo' in the corresponding display area. This value is picked at our factory but may be specified upon written request at the time fuel calibration information is submitted to us. SECTION 6 PERFORMANCE No change. 26 of 27 Feb 25, 2005 Symphony AIRCRAFT SA160 SECTION 7 DESCRIPTION AND OPERATION 7.1 SYSTEM DESCRIPTION Factory installed optional equipment is included in the licensed weight and balance data in the paperwork delivered with the aircraft. Feb 25, 2005 27 of 27 Symphony Symphony AIRCRAFT SA160 AIRCRAFT Quebec, Canada LBA Approved Airplane Flight Manual Model SYMPHONY SA160 SUPPLEMENT 7 PARKING BRAKE SYSTEM This supplement must be inserted into Section 9 of the Pilot’s Operating Handbook and TC Approved Airplane Flight Manual when a parking brake system has been installed. The Information contained herein supplements or supersedes the basic Pilot’s Operating Handbook and TC Approved Airplane Flight Manual only in those areas listed herein. For limitations, procedures, and performance information not contained in this document, consult the basic Airplane Flight Manual. Date: ................................ Approved Transport Canada By: ............................... Issued: Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 7 AIRCRAFT SA160 LOG OF EFFECTIVE PAGES The following Log of Effective Pages provides a listing of all effective pages in the Supplement, as well as the date of issue or revision. Revision Level Date of Issue 0 (Original Issue) Feb 25, 2005 PAGE DATE Title i ii 1 of 4 2 of 4 3 of 4 4 of 4 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 05 Feb 25, 2005 i Symphony SECTION 9 SUPPLEMENT 7 AIRCRAFT SA160 LIST OF REVISIONS Rev. No. ii Date Page No. Description Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 7 AIRCRAFT SA160 SUPPLEMENT 7 TABLE OF CONTENTS SECTION PAGE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 of 4 LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 2 of 4 EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . 2 of 4 NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . 2 of 4 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . 3 of 4 WEIGHT AND BALANCE . . . . . . . . . . . . . . . . . . . 3 of 4 DESCRIPTION AND OPERATION . . . . . . . . . . . . . . 3 of 4 HANDLING, SERVICING & MAINTENANCE . . . . . . . 4 of 4 Feb 25, 2005 1 of 4 Symphony SECTION 9 SUPPLEMENT 7 AIRCRAFT SA160 SECTION 1 GENERAL 1.1 INTRODUCTION This aircraft is equipped with a parking brake system for an easier aircraft handling on ground. This supplement covers additional instructions for aircraft operation pertaining the parking brake. SECTION 2 LIMITATIONS No change. SECTION 3 EMERGENCY PROCEDURES No change. SECTION 4 NORMAL PROCEDURES 4.1LANDING (a) Before Landing Use procedure as outlined in the basic Airplane Flight Manual. Additional check the parking brake is released. The parking brake control knob must be full in. 2 of 4 Feb 25, 2005 Symphony SECTION 9 SUPPLEMENT 7 AIRCRAFT SA160 CAUTION ! If landing is made with the parking brake set, the brakes will maintain any pressure applied after touchdown. SECTION 5 PERFORMANCE No change. SECTION 6 WEIGHT AND BALANCE Factory installed optional equipment is included in the licensed weight and balance data in the paperwork delivered with the aircraft. SECTION 7 DESCRIPTION AND OPERATION 7.1 SYSTEM DESCRIPTION The parking brake system consists of parking brake valve, the parking brake knob on the forward portion of the middle console, and brake lines. The brake lines from the toe brakes to the main wheel brake calipers are plumped through the parking brake valve. With the parking brake Feb 25, 2005 3 of 4 Symphony SECTION 9 SUPPLEMENT 7 AIRCRAFT SA160 control knob pushed in , check valves are mechanically held open allowing normal brake operation. When the knob is pulled out, the parking brake valve holds applied brake pressure, locking the brakes. To set the parking brake, first apply brake pressure using the toe brakes and then pull the parking brake knob aft. SECTION 8 HANDLING, SERVICING AND MAINTENANCE 8.1 GROUND OPERATION (a) Parking Park the aircraft as follows: (1) If possible park the aircraft with the nose into the wind. (2) Ensure that the flaps retracted. (3) Set parking brake. CAUTION ! Do not set parking brake with overheated brakes or during cold weather when accumulated moisture may freeze the brakes. (4) Check that all electrical devices are turned OFF and that the ALT /BAT switch is in OFF position. (5) Close cabin and baggage doors. 4 of 4 Feb 25, 2005 ">

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Key features
- VFR and IFR operations
- Normal category operations
- Day and night flight
- Single-engine
- Fixed-wing
- 110 liters (29.1 U.S. Gallons) usable fuel
- Maximum takeoff weight of 975 kg (2150 lbs)
- Maximum landing weight of 926 kg (2042 lbs)
- Maneuvering speed of 116 KIAS, maximum flap extended speed of 90 KIAS
Frequently asked questions
The maximum takeoff weight is 975 kg (2150 lbs).
The maximum landing weight is 926 kg (2042 lbs).
The maneuvering speed is 116 KIAS.
The maximum flap extended speed is 90 KIAS.
The usable fuel capacity is 110 liters (29.1 U.S. Gallons).
The Aircraft SA 160 is certified for normal category operations and is not approved for flight into known icing conditions. It is also not allowed to be flown in heavy turbulent air or near thunderstorms. See the Limitation Section in the Flight Manual for more information.