Progressive Aerodyne SeaRey Flight Manual
Below you will find brief information for SeaRey. The SeaRey is an experimental aircraft that can be used for both land and water operations. It is a versatile aircraft that can be used for a variety of purposes, including recreational flying, aerial photography, and even light cargo transport.
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RECOMMENDED FLIGHT MANUAL COVER PAGE Nationality and Identification Number: Vlanufacturer/Builder: Address of Manufacturer/Builder: Aircraft Type: LL. Kit Manufacturer: Progressive Aerodyne, Inc. — e. AN 520 Clifton St. - — Oo Orlando, FL 32808 NS SA Kit Manufacturer's Serial Number: NUMBER AFFECTED NOTE: Amendment numbers may not always be consecutive. INTRODUCTION This Flight Manual contains material to be supplied by the owner/bullder ("Test Aircraft’), as well as supplemental data supplied by Progressive Aerodyne, Inc. Sample data from the Progressive Aerodyne Demonstration SeaRey (“P/A Demo”) is included for reference. This Fight Manual applies only to the particular aircraft ¡identified by the Identification Number and Serial Number on the cover page and contains limitations and essential data for this aircraft. X This aircraft Is registered as an experimental-type aircraft on the basis of the equipment fitted at the time of issue of the Airworthiness Certificate. Any changes in equipment must be listed in the aircraft's logbook and appropriate amendments should be made in this Manual. + я ||. — FLIGHT MANUAL — TABLE OF CONTENTS TABLE OF CONTENTS SECTION AIRCRAFT GENERAL DATA LIMITATIONS EMERGENCY PROCEDURES NORMAL PROCEDURES PERFORMANCE WEIGHT 8: BALANCE (LOADING DATA) AIRCRAFT 8: SYSTEMS DESCRIPTIONS AIRCRAFT HANDLING, SERVICE 8: MAINTENANCE SUPPLEMENTS 1 | БЕС ПОМ 1 - AIRCRAFT GENERAL DATA TABLE OF CONTENTS PAGE ENGINE PROPELLER FUEL OIL MAXIMUM APPROVED WEIGHTS BASIC EMPTY WEIGHT ABBREVIATIONS, DEFINITIONS & TERMINOLOGY WEIGHT & BALANCE TERMINOLOGY — — —]— ныне ок с = ——— OU О ЛО № = 2 —х — 1.0 Recommended Flight Manual SECTION 1— AIRCRAFT GENERAL DATA, CONTINUED MAXIMUM APPROVED WEIGHTS Test Aircraft (P/A Demo) Gross Weight: _ nn 1370 Ibs Max Take-off Weight: ~~ ~~ 1370 155 Max Landing Weight: o E. 1370 Ibs Max Baggage Weight: _ О 55 Ibs Basic Empty Weight: ___ 850 Ibs ABBREVIATIONS & DEFINITIONS The following shall apply throughout this Manuat: PRESSURE ALTITUDE is the altitude read from an altimeter when the altimeter's barometric scale has been set to 29.82 H.g. (inches of mercury). IAS (Indicated Airspeed) is the speed shown on the airspeed indicator TAKE-OFF SAFETY SPEED is a speed chosen to ensure that adequate control will exist under all conditions, including turbulence and sudden and complete engine failure, during the climb after take-off APPROACH SPEED is a speed chosen to ensure that adequate control exists under all conditions, including turbulence, to carry out a normal flare and touchdown. Ve - NORMAL OPERATING LIMIT SPEED is the speed that shall normally not be exceeded. Operations above Vc shall be conducted with caution and only in smooth air. Va — MANUEVERING SPEED 15 the maximum speed at which you may use abrupt control travel. Vie - MAXIMUM FLAP EXTENDED SPEED is the highest speed permissible with wing flaps in a prescribed extended position. Vno — MAXIMUM STRUCTURAL CRUISING SPEED is the speed that should not be exceeded except In smooth air, then only with caution. i NJ J ! = FT "A mended Liralaf A Tv ind smd RECO NTE | Heir VGL GE ENGINE Manufacturer SECTION 1- AIRCRAFT GENERAL DATA Test Aircraft (P/A Demo) Bombardier Rotax Model: Type: Rotax 912UL See Engine Manual RPM Full Throttle: 2300 rpm PROPELLER Manufacturer: R.P.M. Type: 2 Blade Wood Diameter: 70 inches Pitch: Fixed 38 inches FUEL Grade: Capacity, Total: 93 Oct. Auto Gas 18 gal. Capacity, Useable: 1/ gal. OIL Grade: Capacity: _ See Engine Manual 3.5 at. il | 7 Recommended Flight Manual SECTION 2 — LIMITATIONS TABLE OF CONTENTS AIRSPEED LIMITATIONS AIRSPEED INDICATOR MARKINGS ENGINE LIMITATIONS FUEL LIMITATIONS — UNUSABLE FUEL GRADE AIRCRAFT CATEGORY WEIGHT LIMITATIONS CENTER OF GRAVITY LIMITATIONS FLIGHT LOAD FACTOR LIMITS OPERATION LIMITS OTHER LIMITATIONS FLAPS CROSSWIND SMOKING PLACARDS TO BE DISPLAYED PAGE 2.1 2.2 2.3 2.3 2.3 2.4 2.4 2.4 2.5 2.5 2.5 2.5 2.5 2.5 2.0 Recommended Flight Manual SECTION 1— AIRCRAFT GENERAL DATA, CONTINUED Vs — STALL SPEED or the minimum steady flight speed at which the aircraft 's controllable. Vso — STALL SPEED or the minimum steady flight speed at which the aircraft Is controllable in the landing configuration at the most forward center of gravity. AIRCRAFT PERFORMANCE & FLIGHT PLANNING TERMINOLOGY USABLE FUEL 15 the fuel available for flight planning. UNUSABLE FUEL is the quantity of fuel that can not be safely used in flight. WEIGHT & BALANCE TERMINOLOGY X -or complete Weight & Balance terminology, see Section 6 of this manual. REFERENCE DATUM is an imaginary vertical plane from which all horizontal distances are measured for balance purposes. ARM is the horizontal distance from the reference datum to the center of gravity of an item. MOMENT is the product of the weight of an item multiplied by its arm. CENTER OF GRAVITY (C.G.) is the point at which an aircraft, or equipment, would balance is suspended. its distance from the reference datum is found by dividing the total moment by the total weight of the aircraft. CENTER OF GRAVITY LIMITS are the extreme C.G. locations within which the aircraft must be operated at a given weight. BASIC EMPTY WEIGHT is the weight of the aircraft including unusable fuel full operating fluids and full engine oil. GROSS WEIGHT is the maximum weight to which the aircraft can be loaded for taxi, take-off, flight and landing. 1.3 Recommended Flight Manual SECTION 2 — LIMITATIONS, CONTINUED AIRSPEED INDICATOR MARKINGS Test Aircraft (P/A Demo) White Arc: 40-85 mph =P PA Sf ML mr Full Flap Operating Range. Lower limit 1s at Gross VWelght. Vso In landing configuration. Upper limit is maximum speed permissible with flaps extended. Green Arc: e 50-100 mph Normal Operating Range. Lower limit is at Gross Weight. Vs at most forward C.G. with flaps retracted. Upper limit is maximum structural cruising speed. Yellow Arc: 0 100-115 mph Operations must be conducted with caution and only in smooth air. Red Line: — — 115 mph Maximum Speed. Notto be exceeded. 2.2 Recommended Flight Manual SECTION 2 — LIMITA HHIONS AIRSPEED LIMITATIONS (Flaps 10°/20°) Test Aircraft (P/A Demo) Va — Design Maneuvering Speed: 85 mph Vc — Design Cruising Speed: 85 mph Vie — Maximum Flap Extended Speed. 80 mph (Flaps 20°/30°) Vie — Maximum Landing Gear Extended Speed: None Vio — Maximum Landing Gear Operating Speed: ____ None Viof — Lift-off Speed: 52 Mph (Flaps 20°) Vne — Never Exceed Speed. 115 mph Vno Maximum Structural Cruising Speed: 100 mph Vr — Rotation Speed: 50 mph (Flaps 20°) Vso — Stall Speed in Landing Configuration: 38 mph (Flaps 30°) VX — Speed for Best Angle of Climb: 65 mph (Flaps 20°) Vy — Speed for Best Rate of Climb: 70 mph (Flaps 10°) Best Speed for Approach: 70 mph (Flaps 10°/20°) Speed to Raise/Lower Landing Gear in Water _ Dead Slow (Engine at Idle) Best Approach for Short Field Landing: 62 mph NO I=. Take-off and landing on water should be done using 20° of flaps under all conditions. 2. Recommended Fiight Manual SECTION 2 — LIMITATIONS, CONTINUED EXPERIMENTAL-TYPE CATEGORY This aircraft 1s accepted in the Experimental Type Category Only. Aerobatic maneuvers including spins are not permitted. WEIGHT LIMITATIONS Test Aircraft (P/A Demo) Maximum Take-off Weight o nn 1370 Ibs Maximum Landing Welgnt: o 1370 Ibs Baggage Compartment Loading Max. Permissible Compartment Load: _ ____ o 55 Ibs Maximum Occupant Loading Maximum Combined Occupant Load: _ 7 o 380 Ibs Minimum Occupant Loading Min. Occupant Load to be not less than: __ o 116 Ibs CENTER OF GRAVITY LIMITATIONS Center of Gravity Range Forward Limit Aft of Datum: 9/.5 in. Rear Limit Aft of Datum: o a 105 In. Datum, lest Aircraft: (P/A Demo Datum used above is /0 inches forward of the wing root leading edge.) 2.4 Recommended Flight Manual SECTION 2 - LIMITATIONS, CONTINUED ENGINE LIMITATIONS Power, Pressure and Temperatures: Test Aircraft Minimum Maximum _ MIN. Take-off Power Setting for 5 Minimum Safe dling _2258psi —_ ON Pressure Green Arc Oil Temp. Green Arc 130-240” Cylinder Head Temperatures FUEL LIMITATIONS Test Aircraft Take-oft/Climb Configuration Unusable Fuel: Cruise Configuration Unusable Fuel: Landing/Descent Configuration Unusable Fuel: Fuel Grades. 2.3 (P/A Demo) - Minimum Maximum -— 0,800 rpm 1,400 rpm me 22 DSI 08 ps Red Line Red Line 130° F 280° F Red Line Red Line 300° F -— Red Line (P/A Demo) 5 Gal. 1.5 Gal. 3 Gal see Engine Manual Recommended Flight Manual SECTION 2 - LIMITATIONS, CONTINUED PLACARDS The following information must be displayed: EXPERIMENTAL AMATEUR BUILT AIRCRAFT placard (listing Model, Serial No., Date of Manufacture, Empty Weight, Gross Weight, слоте, Horsepower, and Name and Address of Builder) installed in full view either Internally or externally. Recommended installation: on center pylon. PASSENGER WARNING placard (stating “This aircraft is amateur built and does not comply with the federal safety regulations for standard aircraft”) Installed In full view of passenger. Recommended installation: on instrument panel. EXPERIMENTAL decal installed in full view of passenger. Recommended installation: on lower outboard cockpit tube or floor pan. DOCUMENTATION The following documentation must be carried on aircraft and accessible in the cockpit at all times: The Airworthiness Certificate and the Registration. Recommendea: waterproof covering. 2.0 Recommended Flight Manual SECTION 2 — LIMITATIONS, CONTINUED FLIGHT LOAD FACTOR LIMITS Test Aircraft (P/A Demo) Normal Category Flight Load Factors: I +3.89, -1.52g Avoid coarse control movements above Va = 80 mph to ensure these limit load factors are not exceeded. KINDS OF OPERATION LIMITS 1 his aircraft is approved for day VER and may be equipped for night VFR operations. OTHER LIMITATIONS Flap Limitations Flap setting for take-off and landing, Land & Water, Normal Operations: _ o 20° Crosswind Component Maximum permissible crosswind component for take-off and landing. ~~ В 17 mph Smoking Smoking is not permitted at any time. 2.5 Recommended Flight Manual SECTION 3- EMERGENCY PROCEDURES AIRSPEEDS FOR EMERGENCY OPERATION Test Aircraft (P/A Demo) Engine Failure After Take-off: Wing Flaps, Up Le ee 09 mph Wing Flaps, Down 20° 64 mph Landing Without Engine Wing Flaps, Up —— Lo 69 mph Wing Flaps, Down 20° _ | 64 mph ENGINE FAILURES During Take-off Run 1. Throttle LC. — CLOSE 2. Drakes | 0000 APPLY 3. gnition Switch Le OFF Immediately After Take-off 1. Airspeed — Flaps UP _ 69 mph Airspeed — Flaps DOWN ee 64 mpn 2. Fuel Le Orr 3 gnition Switch Lee OFF 4. Wing Flaps В 1 AS REQD Other Procedures: a. If sufficient runway/strip/waterway is available, lower the nose sufficiently to maintain speed and make a normal landing straight ahead. D. If over the airport boundary and/or in a position where obstacles are in the path of the aircraft and height permits, a slight change In heading may be made to line up on the most suitable landing area. C. If time permits, carry out the engine failure checks listed on Page 3.2 — Initial Checks. During Flignt 1, Airspeed ee 69 mph 2. Fuel (Troubleshoot) o CHECK ON 3. Electric Fuel Pump, if installed _____ _— ON 4 ignition Switch — If | Propeller Is stopped e START 3.1 Recommended Flight Manual SECTION 3 — EMERGENCY PROCEDURES TABLE OF CONTENTS PAGE AIRSPEEDS FOR EMERGENCY OPERATION 3.1 ENGINE FAILURE 3.1 During Take-off Run 3.1 Immediately After Take-off 3.1 During Flight 3.1 Restarting Engine in Flight 3.2 Engine Failure Checks 3.2 FORCED LANDINGS 3.3 Emergency Landing Without Engine Power 3.3 Precautionary Landing With Engine Power 3.4 Ditching 3.4 FIRES 3.5 Action In the Event of Fire 3.5 Engine Fire on the Ground 3.5 Engine Fire in Flight 3.5 lectrical Fire in Flight 3.5 ICING 3.6 Inadvertent Icing Encounter 3.6 ELECTRICAL POWER SYSTEM MALFUNTIONS 3.6 Ammeter Shows Excessive Rate of Charge 3.6 Generator “Out” Light llluminates During Flight 3.0 ROUGH ENGINE OR LOSS OF POWER 3.7 Carburetor Icing 3.7 Spark Plug Fouling 3.7 Low Oil Pressure 3.7 SPINS 3.7 3.0 Recommended Flight Manual SECTION 3 - EMERGENCY PROCEDURES, CONTINUED FORCED LANDINGS Emergency Landing Without Engine Power SON" ~ On Test Aircraft (P/A Demo) Alrspeed Lo 69 mph Fuel Le OFF lgnition Switch —]————]]]]]— OFF Radio, If available I Transmit Distress Call Transponder, If available Set code 7700 Wing Flaps LC — | 20° Sliding Canopies Unlatched, Partially Open LAND-Brake hard WATER — As normal, If short, back stick Touchdown Other procedures: d. D. C. Convert any excess speed to height and at the same time perform the checks listed on Page 3.2, Initial Checks. Place the aircraft at optimum gliding angle/attitude/speed. Select the most suitable field/waterway, bearing in mind height above the ground, wind speed and direction and the availability of assistance after landing. Plan descent in relation to the selected field/waterway — aiming to reach a base leg position — as for a normal glide approach. Keeping within easy gliding distance of the field/waterway, carry out the Troubleshoot on Page 3.2, Initial Checks. If the engine cannot be restarted, continue as planned, brief the passenger and send distress signal, if radio is available. During descent, use flaps intelligently. Aim to have 10° of flap on base leg — use 20° when you are sure of making the field/waterway — turn off all fuel and electrical switches at a time early enough not to interfere with concentration over the final stages of the emergency landing. Refer to Page 3.2, Safety Check. Note: If intending to use the aircraft radio for communication, make a tnorough Inspection to ensure that no fuel is spilled that would be likely to cause a fire If the electrical circuits are reactivated. 3.3 Recommended Flight Manual SECTION 3 — EMERGENCY PROCEDURES, CONTINUED Restarting The Engine in Flight General — It is unlikely that the engine will stop during normal maneuvers. However, in the event of the engine stopping in flight the following procedures will normally allow the engine to be restarted without problems. Using Starter Motor Test Aircraft (P/A Demo) 1. Throttle OPEN 12 2. вне CHECK ON 3. Electric Fuel Pump, if Installed ON 4. Master Switch LL ON >. Ignition — _… — BOTHL&RON >. Starter LU _ Turn Key & Start CAUTION Because of the high compression ratio of the Rotax four-cycle engines, the propeller will not windmill, even in a steep dive. If the engine cannot be restarted by using the starter motor, carry out the procedure as set out in Emergency Landing Without Power" on Page 3.3. Engine Failure Checks Initial Check Fuel ÓN — Check contents — Fuel fitter bowl. if installed. Troubleshoot 1. Fuel ON — Contents sufficient OIl pressure & temperature normal 2. 3. Switches — Both ON — Check L & R Ignition 4 throttle checked for operation — Open Safety Check 1. Brakes OFF 2. Switches, Ignition and Master OFF _ 3. Fuel OFF 4 Harness secure — All occupants 5 Canopies/Hatches set for landing 6 Undercarriage — set for landing 3.2 Recommended Flight Manual SECTION 3 - EMERGENCY PROCEDURES, CONTINUED FIRE Action in the Event of Fire General — due to the high octane fuel carried by the aircraft, there is always the possibility of a violent explosion occurring If an aircraft catches fire. Personnel are therefore warned not to take undue risks in attempting t&o save an aircraft which is obviously well alight. A small fire extinguisher Is only meant to be used on small fires. For large fires, trained personnel with appropriate equipment are required. Engine Fire on the Ground 1. ihrottle CLOSED 2. gnition OFF 3. Fuel OFF 4. Master switch OFF 5. Evacuate the aircraft 6. Use fire extinguishers as applicable. Engine Fire In Flight Engine Fire — Symptoms confirmed — Shut Down Immediately 1. Throttle CLOSED 2. ignition OFF 3. Fuel OFF 4. Landing Plan EMERGENCY descent and landing 5. Radio, If available TRANSMIT MAYDAY CALL O. Emergency landing Refer to Page 3.2, Safety Check Electrical Fire In Flight 1. Master Switch OFF 2. Troubleshoot ¡identify and Isolate Faulty Circuit 3. Canopy CLOSED 4. Fire Extinguisher ACTIVATE (if available) WARNING: After discharging extinguisher within closea cabin, open sliding canopies to ventilate cabin. 5. Carry out an emergency landing at the nearest appropriate alrport/watenway or landing ground. 6. If the fire persists, sideslip away from the flames. Instruct the passenger as necessary and proceed to an early landing. clectrical Power Do not turn the generator (if installed) off In flight, except in an emergency 3.5 Recommended Flight Manual SECTION 3- EMERGENCY PROCEDURES, CONTINUED Precautionary Landing With Engine Power in the event of a landing having to be made by virtue of deteriorating weather conditions, or for any reason where It is impossible to continue a flight and where no engine malfunction has occurred, proceed as follows: Test Aircraft (P/A Demo) 1. Airspeed Le a 69 mph 2. Wing Flaps ee 20° Other Procedures: a. Alm to land the aircraft at the nearest airfield/waterway or authorized landing ground, suitable for the type. bp. If worsening flying conditions make this impossible or a proper landing ground Is unavailable, select the largest and best open area for landing (as close as possible to habitation). c. Where any area other than a recognized airport or waterway is to be used, make dummy runs over the selected approach and landing path. The dummy runs shoulg be flown at various heights where possible. Never carry out dummy runs up and down sloping terrain, always fly across the slope. d. Where appropriate, carry out a short field landing. Ditching 1. Landing Gear: UP POSITION 2. Radio, if avallable: TRANSMIT DISTRESS CALL 3. Transponder, if avallable: SQUAWK 7700 4. Baggage, etc. SECURE OR JETTISON >. Approach: HIGH WINDS/HEAVY SEAS — Into Wind LIGHT WINDS/HEAVY SWELL — Parallel to swell 6. Wing Flaps: 20° /. Power: 100 FT/MIN DESCENT AT 60 MPH 8. Passenger Brief — Headset, Seat Belts, Canopy, Orientation, Cockpit Exit, Life Jacket/Raft, Face Protection, Clothing 3.4 Recommended Flight Manual SECTION 3 - EMERGENCY PROCEDURES, CONTINUED ROUGH ENGINE OPERATION OR LOSS OF POWER Carburetor icing A gradual loss of RPM and eventual engine roughness may result from the formation of carburetor ice. If carburetor heat is available: To clear the ice, apply full throttle and pull the carburetor heat knob full out until the engine runs smoothiy. hen remove the carburetor heat and adjust the throttle. Spark Plug Fouling A slight engine roughness in flight may be caused by one or more spark plugs becoming fouled. This may be verified by turning the ignition switch from BO [H to either L or R position. An obvious power toss in a single ignition operation is evidence of spark plug trouble. Low Oil Pressure If low oll pressure is accompanied by normal oil temperature, there is a possibility the oll pressure gauge or relief valve is malfunctioning. If the condition persists a landing at the nearest atrport would be advisable to inspect the source of trouble. if a total loss of oil pressure is accompanied by a rise in oil temperature, there |5 every reason to suspect an engine failure is imminent. Reduce engine power immediately and select a suitable forced landing field, using only the Minimum amount of power application to carry out the landing. SPINS DELIBERATE SPINS ARE PROHIBITED If an inadvertent spin is encountered, proceed as follows: 1. Throttle CLOSED 2. Ailerons NEUTRAL 3. Spin Direction IDENTIFY 4. Ruader ULL OPPOSITE to direction of spin 5. Stick Progressively forward until rotation ceases 6. VVhen rotation ceases Level wings and recover from dive 3.7 Recommended Flight Manual SECTION 3 — EMERGENCY PROCEDURES, CONTINUED ICING Inadvertent icing Encounter 1. Turn pitot heat switch ON if installed. 2. Alter course or change altitude to obtain an outside air temperature that is less conducive to icing. 3. Open throttle to increase engine speed and minimize ice buildup on propelier blades. 4. Watch for signs of carburetor icing and apply carburetor heat, if installed, as necessary. Loss In engine RPM could be caused by carburetor ice buildup. 0. It airframe Ice formation is rapid or buildup is significant, plan a landing at the nearest airport. ©. Be prepared for a higher stall speed. /. With Ice buildup, make faster landing approach, 69-75 mph. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS Ammeter Shows Excessive Rate of Charge 1. Generator OFF 2. “Generator C/Breaker PULL OFF 3. Avionics & High Load Equipment OFF 4. Flight ~ TERMINATE — Generator “Out” Light (if fitted) llluminates During Flight — Ammeter Indicates Discharge 1. Non-essential Equipment OFF 2. Generator C/Breaker CHECK — IN 3. Master Switch OFF 4. Master Switch ON 9. Low Voltage Light — CHECK OFF 6. Avionics & Equipment TURN ON AGAIN If low voltage light illuminates again: /. Generator OFF 3. All Non-essential Equipment OFF 9. Flight TERMINATE 3.0 Recommended Flight Manual SECTION 4 - NORMAL PROCEDURES This Section contains essential information relating to performance and handling characteristics for conducting normal operation of the aircraft SPEEDS FOR NORMAL OPERATIONS Test Aircraft (P/A Demo) Va — Design Maneuvering Speed: 85 Mph Ve — Design Cruising Speed ВЕ 80 mph Vie — Maximum rlap Extended Speed: i 80 mph (Flaps 20°/30°) Vle — Maximum Landing Gear Extended Speed: 1 None Vio — Maximum Landing Gear Operating Speed: ___ | None Viof — Lift-off Speed: (Flaps 20°) Eee... 52 mph Vne — Never Exceed Speed: В 115 mph Vno Maximum Structural Cruising Speed: _ _ 100 mph Vr — Rotation Speed (Flaps 20°). o 50 mph Vso — Stall Speed In Landing Configuration: В 38 mph (Flaps 30°) Vx — Speed for Best Angle of Climb (Flaps 20°). _____ 65 mph Vy — Speed for Best Rate of Climb (Flaps 10°) Е /0 mph Best Speed for Approach (Flaps 10°/20°): _ 10 mph Speed to Raise/l.ower Landing Gear in Water: Dead Slow (Engine at idle) Best Approach for Short Field Landing: a 62 mph (Flaps 10°/20°) NOTE: Take-off and landing on water should be done using 20° of flaps under normal! conditions. 4,7 Recommended Flight Manual SECTION 4 — NORMAL PROCEDURES TABLE OF CONTENTS PAGE SPEEDS FOR NORMAL OPERATIONS 4.1 AIRCRAFT SKETCH - PREFLIGHT INSPECTION 4.2 DAILY PREFLIGHT INSPECTION 4.3 DAILY PREFLIGHT INSPECTION, CONTINUED 4.4 COCKPIT SECURITY 4.5 BEFORE STARTING ENGINE 4.5 STARTING ENGINE 4.5 BEFORE TAKE-OFF 4.6 B=FORE TAKE-OFF — WATER OPERATIONS 4.6 TAKE-OFF 4.6 ENROUTE CLIMB 4.0 CRUISE 4.6 DESCENT 4.7 BEFORE LANDING 4.7 LANDING — LAND OPERATIONS 4.7 LANDING — WATER OPERATIONS 4.7 AFTER LANDING 47 AFTER LANDING — WATER OPERATIONS 4.8 SHUTDOWN 4.8 SECURING AIRCRAFT 4.8 4.0 Recommended Flight Manual SECTION 4 — NORMAL PROCEDURES, CONTINUED SECTION 4 - NORMAL PROCEDURES, CONTINUED DAILY PREFLIGHT INSPECTION AIRCRAFT SKETCH — PREFLIGHT INSPECTION 1. Cockpit & Forward Fuselage Test Aircraft (P/A Demo) 1. Flight Manual & Aircraft Documentation AVAILABLE 2. Control Lock (if fitted) _ REMOVE 3. Ignition Switch Ш о OFF À Master Switch o ON e Fuel Quantity Visual Quantity & Gauge o CHECK С. Electric Trim Operation CHECK /. Bilge Pump Operation & Hull Water CHECK - Drain Any Accumulated Vater ГОРА 8. Master Switch o OFF fo 9. Carburetor Heat Actuation (if fitted) FREE fo 10. Undercarriage Overcenter 0 LOCKED f Ê 7 \ 11. Flight Control Full & Free Movement De © CHECK fo 12. Aileron Push Rods, Bolt Ends & Cables SECURE a 13. Fuel Filter/Glass Bowl-Leaks, Contamination___ CHECK E 14. Check Fuel for Contamination if Fitted with _ _ _ N/A 7 Fuel Drain or Gascolator fo 15. Instruments Free of Damage € Secure о CHECK о) 16. Static Ports Clear of Blockage & Obstruction ___ CHECK 17. Windshield Cracks & Clean o CHECK 18. Seat Belts Inertia Reels Secure 8 Functional ____ CHECK 19. Hull Sides & Underside Free of Damage I CHECK 2. Starboard Wing 1. Starboard Tire Inflation, Condition, Attachment___ CHECK 2. Lower Strut/Fuselage Attachment Bolts o SECURE 3. Outer Strut & Jury Strut Attachment o SECURE 4 Wing Float, Braces & Secure Attachment CHECK 5. Aileron Outer Push-Pull Rod Attachment о | SECURE С. Aileron Movement I _ FREE f. Flap & Push-Pull Attachment SECURE 8. Wing to Aft Fuselage Brace Cable o SECURE 9. Wing Tie-Down o REMOVE 4.3 Recommended Flight Manual 4.7 Recommended Flight Manual SECTION 4 - NORMAL PROCEDURES, CONTINUED COCKPIT SECURITY Before starting the engine and conducting any operation, ensure that all articles and equipment are stowed safely and secured. This is of particular importance in the event of any object exiting the cockpit, which could cause damage to the propeller because of the pusher configuration of this aircraft. BEFORE STARTING ENGINE Test Aircraft (P/A Demo) 1. Preflight Inspection В Complete 2. Pull Through Prop — Minimum 2 Revolutions ~~ Complete 3. Seat Belts & Shoulder Harnesses Adjusted CHECK 4. Fuel Selector Valve ON 0. All Radio Equipment & Avionics Power _ OFF CAUTION — Damage to avionics equipment can occur during engine start If avionics are left on. С. Brakes or Chocks as Required SET 7. Circuit Breakers In CHECK STARTING ENGINE 1 Master Switch . ON 2 Prime (none if engine warm) _ AS REQD 3. Electric Fuel Pump, if Fitted _ ON 4. Throttle 72" approx. OPEN О. Propeller Area CLEAR С. lgnttion Switch to Both Position, then START A Oil Pressure CHECK 8. Radio & clectrical Equipment as Required _ ON 45 Recommended Flight Manual ONDA — SECTION 4- NORMAL PROCEDURES, CONTINUED DAILY PREFLIGHT INSPECTION, CONTINUED 3. Engine Oil Level (Run engine 3 min prior to checking) Propeller — Nicks, Cracks & Security Carburetor Attachment & Induction System All Pipes & Hoses — Leakage, Wear & Security IN Е a =xhaust & Muffler Springs, Cracks, Attachment __ Coolant Level & Color Engine Mounts —lectrical Cables — Wear 8: Security 4. Empennage Stabilizer Leading Edge Trim Attachment Elevator Push-Pull Tubes € Horn Attachment -levators & RKRudder — Free Movement, Security _ Upper & Lower Tail Cables Tall Wheel for Inflation & Wear Tail Tie-Down DNS N = o. Port Wing in addition to carrying out checks as for the Starboard Wing: 1. Fuel Cap Securely Attached 2. Pitot Tube Clear of Obstruction-Cover Removed Test Aircraft (P/A Demo) CHECK CHECK SECURE CHECK CHECK CHECK _ SECURE CHECK CHECK CHECK CHECK SECURE CHECK REMOVE CHECK CHECK 4 4 Recommended Flight Manual SECTION 4- NORMAL PROCEDURES, CONTINUED SECTION 4— NORMAL PROCEDURES, CONTINUED DESCENT Test Aircraft (P/A Demo) BEFORE TAKE-OFF Test Aircraft (P/A Demo) 1. Hatches as Required I CHECK 1. -uel Contents ae AS REOD (closed but not locked during water operation) 2. Throttle Set | —— с 2. Seat Belts & Shoulder Harness On BN — SECURE 3 Carb Heat to Prevent Icing — AS REQD 3 Trim — Full Up for Take-off BD | SET 4. Fuel — Double Check ON BEFORE LANDING — DOWN WIND CHECK 5. Electric Fuel Pump, if Fitted o ON | | 6. laps - 20° SET 1. Canopies Closed but Not Locked — CHECK 7. Engine Run Up 3500 RPM | COMPLETE 2. ceat Beits & Shoulder Harnesses ———————[]—— 5 REOD Lam Ignition - RPM drop-not less than 300 I BB N CHECK 3. Carburetor Heat (if fitted) i HECK Carb Heat, if fitted — note RPM drop CHECK 4. -uel Contents — SN Engine Instruments (Temps) & Ammeter ~~ CHECK D. rue Dump —— Minimum Oil Temperature 130 * F _ oo CHECK С. Undercarriage for GROUND LANDING ee DOWN а Throttle Reduced to [die \ 1700 RPM Over Center Lock — . CHECK 0. Radios Frequencies etc. if Fitted — SET Undercarriage for WATER LANDING o UP 10. Transponder (if fitted) SET /. Flaps Set ни. 12. Clearance a Da AS REQD LANDING — LAND OPERATIONS BEFORE TAKE-OFF — (ADDITION FOR WATER OPERATION) 1. Airspeed Approach 05-15 MPA 1. Undercarriage UP & LOCKED — CHECK 2 FlapsSet — eu 2. Bilge Pump ON/OFF 3. Undercarriage — DOUBLE CHECK В DOWN 4. Touchdown —————— 46-52 mph TAKE-OFF LANDING — WATER OPERATIONS 1. Throttle Maximum 5800 RPM o OPEN | 2. LAND ONLY: Elevator Control Forward LE AS REQD 1 Airspeed Approach a 65-75mph to Lift Tail 2 Flaps Set I 20° 3, Lift Off 46-52 mph 3. Undercarriage — DOUBLE CHECK I UP 4. Accelerate to 2 65 MPh 4. Canopies Closed But Not Locked О СНЕСК 5 Climb Out and When Established COMPLETE D. Touchdown — CARE IN ee 40-52 MPA Retract Undercarriage (Ground Operation) Glassy VVater Conditions С. At Safe Height Reduce Flaps to 10° AFTER LANDING ENROUTE CLIMB 1 Wing Flaps o UP 1 Airspeed _û. _ 63mph 2. Fuel Pump — OFF 2 Throtte CT 5500 RPM 3. Strobe Lights a AS REQD 3 Flaps Set _ о UP 4. ruel Pump o OFF CRUISE 1. 1 hrottle As Required 4900-5200 rpm 2. Speed a 80-90 mph 3. Trim o AS REQD 4 / Recommended Fight Manual 4.6 recommended Flight Manual SECTION 5 — PERFORMANCE TABLE OF CONTENTS PERFORMANCE CHARTS — INTRODUCTION TAKE-OFF PERFORMANCE — GENERAL TAKE-OFF PERFORMANCE CHART SAMPLE TAKE-OFF PERFORMANCE CHART CLIMB PERFORMANCE CHART LANDING PERFORMANCE — GENERAL LANDING PERFORMANCE CHART SAMPLE LANDING PERFORMANCE CHART Cn CO PAGE 3.1 0.1 5.2 5.3 0.4 5.5 5.0 o.f Recommended Flight Manual SECTION 4— NORMAL PROCEDURES, CONTINUED AFTER LANDING — Water Operations — Docking & Beaching In the case of Docking or Beaching the following points are recommended to assist In effective & safe operation. Test Aircraft (P/A Demo) 1. Radio OFF 2. Headsets REMOVE 3. Seat Bells & Harnesses — RELEASE 4. Undercarrtage DOWN/UP & LOCKED AS REQD О. Canopies OPEN 6. Ropes READY 7 Ignitton — When Required OFF 8. Master Switch OFF SHUT DOWN 1. Radio OFF 2. All Electrical Equipment OFF 3. ignition Switch OFF 4 Master Switch OFF SECURING AIRCRAFT 1 All Radio & Electrical Equipment OFF 2. Ignition Switch OFF 3. Master Switches OFF 4. Controls Tethered with Seat Belt _ SECURE 5. Canopies LOCKED O. Pitot Tube Cover FT TED A Chocks LOCATED 8. Tre-Downs ~~ SECURE 9 Cockpit/Engine Covers Fitted _ AS REQD 4.8 Recommended Flight Manual SECTION 5 — PERFORMANCE, CONTINUED TAKE-OFF PERFORMANCE CHART - TEST AIRCRAFT __ Pressure Altitude-OFeet 0 o — 599F.OAT — | — B8B8%*FOAT — | Wind — mph [10 10 T0 | 0 10 | 20 e A e Pressure Altitude — 2,500 Feet o ] | Но 59°F. OAT | 86° F. OAT Wind ~mph 0 10 20 | O | 10 | 20 __ | Ground Roll — Feet Ш о _ Distance to 50 Feet — Pressure Altitude - 5,000 Feet ~~ o S9°F.O0A1 86°F OAT ‘Wind — mph | 0 | 10 | 20 | O | 10 20 | “Ground Roll — Feet | - | | Distance to 50 Feet | — — Pressure Altitude —~7,500 Feet ~~ DO 99°F. OAT ~~ 86°F. OAT Wind — mor : OAL 5 > rod | — T— 9 20 e | | 20 _ Sistancs to 80 Esef TT - 9.2 Recommended Flight Manual SECTION 5— PERFORMANCE PERFORMANCE CHARTS — INTRODUCTION The charts in this Section contain data establishing runway and waterway lengths for take-off, landing and climb performance at a gross weight of 1370 DS. TAKE-OFF PERFORMANCE - GENERAL The maximum gross weight for take-off shall not exceed the maximum take-off welght specified in Section 2 of this Manual. The take-off distance (ground run in feet) with full throttle, flaps deflected 20° and a take-off safety speed of 50 mph can be determined from the following chart. The take-off distances are for a hard surface runway and/or waterway. Soft ground and/or wet grass will increase the land take-off distance and pilots should satisfy themselves that adequate runway is available to cover these conditions. The take-off distance can be read from the table, at the appropriate values of pressure altitude and outside air temperature. For values of temperature and altitude not listed, interpolation between the values in the table is permitted. Ground Take-off: Before commencing the take-off roll, check that the gear is In the fully “down” and locked position. To do this check that the over center lock indicator is in the full forward position. After take-off retract the gear only after the take-off safety speed is reached and the aircraft is established in the climb. Water Take-off: The aircraft may be taxied slowly in the water with the gear In the down position, when transitioning from land or water. Check that the gear s retracted before commencing the take-off run. 0. Recommended Flight Manual SECTION 5 — PERFORMANCE, CONTINUED SECTION 5— PERFORMANCE, CONTINUED The climb performance can be determined from the following chart. This chart assumes that maximum take-off power is used. _ I 7 a I Е a Pressure Altitude — 0 Feet ) 59° F. OAT 86°F. OAT _Wind-mph | © 10 | 20 | 0 | 10 | 20 Ground Roll-Feet | 522 | 312 | 155 | 546 | 326 | 163 | CLIMB PERFORMANCE CHART Distance to 50 Feet —| 1078 | 742 | 489 | 1428 1 776 1 aso — Test Alrcraït (PIA Demo) E . Pressure Altitude — 2,500 Feet | 59° F. OAT 86° F. OAT Altitude ROC ROC Wind =mph" — 0 2 1 0 fo 20 reel p.m. f.p.m. Ground Во! - Feet | 683 | 408 | 203 | 714 | 427 | 213 7 Distance to 50 Feet | 1411 | 970 | 600 | 1476 | 1015 | 628 O o 400 A | _ oo 1,000 | 373 2,000 348 | Pressure Altitude — 5,000 Feet _ 3,000 _ 323 oo —_ SeF.OAT | _86° F. OAT 4.000 | | 299 “Wind — mph’ Г о 10 | 20 | o 10 20 | 5 000 276 “Ground Roll— Feet | 906 541 | 270 | 948 | 566 | 282 6,000 o 254 Distance to 50 Feet | 1872 | 1287 | 796 | 1958 | 1347 | 833 8 000 — 212 LL 9.000 | 192 О В —Pressul re Altitude — -7, 500 Feet 10,000 | 173 | _ — 59° F. OAT — 86% F.OAT Ш 11 000 — 154 | Wind —- mph_ | 0 | 10 | 20 | O1 10 | 20 ,Ç > 000 т 137 | Ground Roll—Feet | 1237 | 739 | 368 | 1294 | 773 | 385 | 13.000 TT _ 190 Distance to 50 Feet —| 2555 | 1757 | 1087 26/3 1839 1137 | 14,000 o 104 Note: Chimp Data is for Standard Atmospheric Conditions. .e. 59° F and 29.92 H.g. 2.3 К ded Fight 0.4 Recommended Flight Manual ecommendea right Manual SECTION 5 — PERFORMANCE, CONTINUED SECTION 5 — PERFORMANCE, CONTINUED LANDING PERFORMANCE —- GENERAL CLIMB PERFORMANCE Test Aircraft (P/A Demo) Ine climb performance can be determined from the following chart. This chart assumes that maximum take-off power is used. . Minimum Approach Speed _ 58 mph 20° Hap Normal Approach Speed: —— 63 — 69 mph CLIMB PERFORMANCE CHART 20° Flap I'he landing distances (ground run In feet) that appear in the chart have been Test Aircraft (P/A Demo) calculated by using the gross welght of 1370 Ibs. The landing distance can be read from the table, at the appropriate values of Altitude ROC ROC pressure altitude and outside air temperature. For values of temperature and eel L.p.m. fp.m. altitude not listed, interpolation between the values In the table is permitted. O 400 These distances are derived Using the above minimum approach speed with 1,000 me 373 20° of flap and engine at idle. After touchdown maximum braking Is used to 2 000 о о 248 bring the aircraft to a stop. These distances are for a hard level surface. Wet 3 000 a a 322 and/or slippery surfaces will increase these distances and pilots should satisfy 4.000 ни a 299 themselves that adequate runway length Is available to cover these conditions. 5 000 TT — 276 — In the case of water landings, full reduction of power after touchdown and 6,000 —— 294 application of full up elevator below 25 mph will result in best speed reduction 1,000 = 233 and reduced landing distance covered. 3,000 —— — 212 9,000 — oe 192 Ground Landing: Check that the gear Is fully extended In the down” and 10,000 In a 173 locked position. lo do this, check that the over center lock indicator ts in the 11,000 154 full forward position. In the event that the gear cannot be extended, use a 12.000 a 137 grass runway and land the aircraft on the hull. Minimal damage will result. 13.000 ms 190 Water Landing: Check that the gear Is fully retracted and locked In the “up” 14,000 TTT 104 position. Note: In the interest of safety and good airmanship, pilots should include in the pre-landing check schedule, the habit of double-checking the undercarnage for correct position, particularly when carrying out water landings. This practice is Note: Climb Data is for Standard Atmospheric Conditions. of particular importance. Le. 59° F and 29.92 H.g. 5.0 Recommended Flight Manual 2.4 Recommended Fiight Manual SECTION 5 — PERFORMANCE, CONTINUED SECTION 5— PERFORMANCE, CONTINUED LANDING PERFORMANCE CHART -— TEST AIRCRAFT _ | Pressure Altitude = __ a Ea o] 59° FP, OAT 86° Fo OAT E o pele arr TE я и FEE y Na a" "E e Wid-mph | o | 10 | 20 | o Tim | 20 | _ Ground Roll — Feet | he Tell gle ope = ge a EEE E rr "E, NU ЛОННН Distance to 50 Feet | Pressure Altitude — -2, 500 Feet _ | В I 59% F OAT _86% E. OAT Wind—mph | 0 | 10 | 36 | 6 | | 2 Ground Roll — Feet | | | Distance to 50 Feet — ' BD Pressure Altitude — 5 ‚000 Feet SAMPLE LANDING PERFORMANCE CHART - (P/A DEMO) — Pressure Altitude —0 Feet — | | 59°F. OAT 86°F. OAT | Wind — mph 0 10 | 20 0 10 | 20 | Ground Roll - Feet 655 | 438 | 265 | 685 | 459 277 Distance to 50 Feet | 1492 | 1123 | 798 | 1522 | 1144 | 810 _ N _Pressure Altitude — 2, 500 Feet ВЕ ) _ 59°F. OAT 86°F OAT Wind ~ mph I 0 | 10 20 0 10 | 20 — Ground Roll -- Feet 718 | 480 | 290 | 751 | 503 | 304 Distance to 50 Feet 1555 | 1165 | 823 | 1588 | 1187 836 ) Pressure Altitude — 5 000 Feet - _ 59°F. OAT | 86° = OAT | Wind —mph | © | 10 20 0 | 10 | 20 Ground Roll — Feet _787 | 527 | 319 | 824 | 551 | 333 | Distance to 50 Feet | 1624 | 1212 | 851 | 1661 | 1236 | 866 | _ 59° F. OAT 86° F. OAT Wind — mph Oo | 10 | 20 | 0 | 10 | 20 Ground Roll — Feet о a a Ш о Distance to 50 Feet - Pressure Altitude — 7, 500 Feet a Pressure Altitude — -7, 200 Feet 59° FOAT | — 86°F OAT | | | Wind — mph_ | 0 | 10 | 20 0 | 10 | 20 | Ground Roll — Feet 856 | 579 | 350 905 1 606 | 366 _Distanceto 50 Feet | 1702 | 1264 | 883 | 1742 | 1291 | 899 | 5.7 Recommended Flight Manual || 59°F. OAT 86°F OAT | Wind — mph Dj 0 | 16 | 20 [0 [10 | 20 Ground Roll — Feet o | Distance to 50 Feet ; ! 9.6 Recommended Flight Manual SECTION 6 — WEIGHT AND BALANCE (LOADING) WEIGHT AND BALANCE INFORMATION All aircraft are structurally and aerodynamically engineered for certain load conditions which result from specific weights and forces anticipated to occur in normal operations within its specified flight envelope. An aircraft's handling qualities and structural integrity may be seriously compromised if the welght and balance limits are exceeded in normal operations. 1 15 the pilot's responsibility to make sure the weight and balance limits are not exceeded as to weight, its location, distribution and security prior to any flight DEFINITIONS EMPTY WEIGHT: The actual weight of the individual aircraft, including the structure, power plant, fixed equipment, any fixed ballast unusable (In-flight) fuel, lubricants and coolant Original Empty Weight is determined by actually weighing the new aircraft before If Is flown. Any time a major alteration, modification, or repair is performed on the aircraft ts new Empty Weight must be determined by either weighing the aircraft again, or by accurate calculation of the weight changes and their effect on =mpty Weight Center of Gravity (EWCG) location. - A major alteration or modification results from the addition, deletion, or redistribution of existing equipment and accessories, or from a repair which results In a significant increase of weight of the airframe or engine. For example, addition or removal of battery, radios, installation of a larger fuel tank or engine, painting the airframe, installation of heavier wheels and tires, etc. GROSS WEIGHT: The maximum total weight for which an aircraft's structure and performance have been approved for normal operations by its manufacturer. №15 the maximum weight (Empty Weight plus useful load) at which an alrcraft can be safely operated. Maximum take-off weight must never exceed the published Gross Weight. USEFUL LOAD: The total amount of weight available for pilot, passengers, baggage, cargo and in-flight usable fuel. MAXIMUM/MINIMUM WEIGHTS: Due to certain balance, structural and aerodynamic considerations, sometimes a maximum or minimum weight may pe specified for certain locations on the aircraft. CENTER OF GRAVITY (C.G.): A point along an aircraft's longitudinal axis at which all the loads and forces are perfectly concentrated and balanced. 0. Recommended Flight Manual SECTION 6 — WEIGHT AND BALANCE TABLE OF CONTENTS PAGE WEIGHT AND BALANCE INFORMATION 0.1 DEFINITIONS 6.1 DEFINITIONS, CONTINUED 6.2 PROCEDURE 6.3 EMPTY WEIGHT CENTER OF GRAVITY CALCULATION 6.4 LOADED WEIGHT AND BALANCE CALCULATIONS 0.4 CRITICAL LOADING CONDITIONS 6.5 LIST Or INSTALLED EQUIPMENT 6.6 WEIGHT AND BALANCE FORM 6.7 WEIGHT AND BALANCE LIMITS 6.7 WEIGHT AND BALANCE DATA SHEET 0.9 MP TY WEIGHT AND BALANCE FORM 0.8 6.0 Recommended Flight Manual SECTION 6 — WEIGHT AND BALANCE, CONTINUED PROCEDURE All permanent equipment, options and accessories should be installed on the aircraft prior to weighing. All equipment options and accessories installed in the aircraft must be listed on the “Installed Equipment List”. That list becomes part of Weight and Balance Documents. Be sure to remove any loose equipment, tools, etc. from the aircraft prior to welghing. The fuel tank should be empty except for unusable fuel. If the fuel tank is not empty, then the exact amount of usable fuel in the tank must be determined. Usable fuel weight and its moment must be deducted from the empty weight calculations before E.W.C.G. can be accurately determined. Oir and cootant tanks and reservoirs must be properly filled before weighing. These and any other liquids necessary for normal operations are considered part of an aircraft's empty weight. If weighing Id done outdoors, make sure there is no wind to affect the weight measurements. For best results, weigh indoors. The scales must be calibrated correctly. All scales must be set on level ground. Any equipment placed on the scales when weighing the aircraft, such as chocks or blocks, should be weighed separately and the weight deducted from the scale reading. These weights should be noted for reference, if necessary. Ihe aircraft must be weighed in a level flight attitude, both longitudinally (front fo back) and laterally, as shown In the Weight and Balance Data Sheet. Place a scale under each wheel of the aircraft. Record the weight of each scale on the "Empty Weight and Balance Form”, as shown in the Weight and Balance Data Sheet. Measure the exact horizontal distance from the datum line to center of spindles of wheel axles, as shown in Figure 2. Record these measurements on the Empty Weight and Balance Form. it only one scaie is usea for weighing, be sure to level the wheels not being welghed before taking the scale readings. Remember, the aircraft must be in proper level flight attitude to ensure accuracy. 0.3 Recommended Flight Manual SECTION 6 — WEIGHT AND BALANCE, CONTINUED CENTER OF GRAVITY RANGE: The horizontal distance, along an aircraft's longitudinal axis, within which an aircraft has been found to be fully maneuverable at all specified design speeds, weights and loading configurations. All aircraft are designed to operate within a specific center of gravity range. MAXIMUM FORWARD/MAXIMUM AFT C.G. LOCATIONS: very aircraft has specified a forward most and rear most center of gravity location, along its longitudinal axis. These center of gravity location limits are given froma convenient reference (datum) on the aircraft. DATUM: A convenient reference point along the longitudinal axis of an aircraft from which all horizontal measurements are taken. WEIGHT: Actual individual weight of each item such as airframe, persons, fuel, baggage, cargo, etc, in pounds or Kilograms. ARM: Horizontal distance, along the longitudinal axis, measured between centroids of an object in the aircraft and the datum line. MOMENT: Obtained by multiplying the weight of an tem by its arm. INSTALLED EQUIPMENT: All optional accessories and equipment permanently installed on an airframe or engine at the time of weighing. These tems must be listed in the “List of Installed Equipment”. Additions and deletions must be noted in the list each time they are made and new welght and balance calculations performed to determine the magnitude and effect of weight change. Ballast, if permanently installed must also be listed. BALLAST: A specific amount of weight attached in a specific location, which can be temporarily or permanently installed in an aircraft to help bring its center of gravity within the required limits. If temporary ballast must be used for certain operations, the exact amount and its location must be placarded on the Instrument panel within clear view of the pilot. The use of ballast increases empty weight and reduces useful load. LOADING CHART: Used to calculate the actual center of gravity location of a ready to fly aircraft. Care must be taken not to exceed the maximum/minimum weight and balance limits stipulated for the aircraft. These limits are determined by structural, stability and contro! considerations of a particular design. | Sometimes it is necessary to adjust or reduce fuel cargo, or passenger welghts to remain at or below maximum allowable gross weight. A temporary or permanent ballast is sometimes necessary to bring the C.G. within specified imits. However, the maximum allowable gross weight should not be exceeded under any circumstances. 0.2 Recommended Flight Manual SECTION 6 — WEIGHT AND BALANCE, CONTINUED CRITICAL LOADING CONDITIONS —ach ot the following eight critical loading conditions should be investigated for each aircraft, along with any other possible loading condition which may affect the weight and palance envelope of the aircraft. This is particularly important for those aircraft operated close to the C.G. limits. Se sure the maximum Individual weights and the gross weight are not exceeded at any time. pe sure all loaded items are placed in approved locations aboard the aircraft. 1. Minimum Pilot Weight, with: a) Full Usable Fuel, Maximum Cargo b) Full Usable Fuel, Zero Cargo c) Zero Usable Fuel, Maximum Cargo d) Zero Usable Fuel, Zero Cargo 2. Maximum Pilo/Passenger VWelght, with: a) Full Usable Fuel, Maximum Cargo b) Full Usable Fuel, Zero Cargo c) Zero Usable Fuel, Maximum Cargo a) Zero Usable Fuel, Zero Cargo The Loaded Center of Gravity must fall within the specified Maximum Forward and Maximum Aft Limits for each particular aircraft. An aircraft log book eniry should be made whenever a weight and balance calculation is performed, Indicating date, nature of change, results and name of person performing the calculation. this document, In its entirety, is part of the Aircraft Legal Documents. It must be preserved and made available for inspection by interested parties upon request. 0.5 Recommended Flight Manual SECTION 6 - WEIGHT AND BALANCE, CONTINUED EMPTY WEIGHT CENTER OF GRAVITY CALCULATIONS Complete each horizontal line of calculation by multiplying Weight by Arm to find the Moment. Total the Weight and Moment columns. Divide the Total Moment by the Total Empty Weight to determine the Empty Weight Center of Gravity Location, from the Datum. In the example of Figure 1, the Empty Weight Center of Gravity (EWCG) is 114.02 Inches aft of Datum. This distance in also known as the Empty Weight Arm. ITEM — WEIGHT | ARM' | MOMENT LEFT WHEEL 292 85° 24,620 RIGRTWHEEL | 288 | 55 | оо — oras mi 1 —- Tem EWCG Location = 82,210 (Total Moment) + 721 (Empty Weight) = 114.02 Inches aft of Datum. Figure 7 LOADED WEIGHT AND BALANCE CALCULATIONS Write the Empty Weight, the Empty Weight Arm and the Moment in the top line of the Loading Chart located in the Weight and Balance Form. Fuel weight is calculated at 6 Ibs. per U.S. gallon. Write In the actual Fuel Arm for your aircraft. See Weight and Balance Data sheet for the correct distance to use. Write in the actual weight of pilot/passenger. Be sure not to exceed the maximum recommended pilot/passenger weights. Complete the Loaded Center of Gravity calculations as was done for the empty Weight Center of Gravity Chart. Complete this chart for each of critical loading conditions to be sure that your final Loaded C.G. position falls within the allowable C.G. limits, at all times, for all operations. 0.4 Recommended Flight Manual SECTION 7 — AIRCRAFT E SYSTEMS DESCRIPTION INTRODUCTION This Section provides a general description and overview of the Seakey and ts systems AIRCRAFT GENERAL DESCRIPTION Type: Two Seat High VVing Amphibtan Engine Installation: Single Engine Pusher. Engine mounted up behind wing. Wing: Strut braced, 2 spar, fabric covered. Full span flaps and allerons. Fuselage: Bolted aluminum tubular frame, bolt mounted into composite fiberglass hull and enclosed in fiberglass front deck and aft turtie deck. Landing Gear: Conventional taildragger configuration. Mains and tall wheel retractable. Tail Surfaces: Aluminum tube frame, fabric covered. Stabilizer Incidence electrically adjustable for trim. Tall surfaces cable braced. Control System: Dual control sticks and ruader pedals. 1.7 Recommended Flight Manual SECTION 7 — AIRCRAFT & SYSTEMS DESCRIPTION TABLE OF CONTENTS INTRODUCTION 7. AIRCRAFT GENERAL DESCRIPTION 7. AIRCRAFT DIMENSIONS 7.2 FUSELAGE 7.3 WINGS 7.3 CONTROL SURFACES, GENERAL (A rLIGHT CONTROLS — SURFACE DEFLECTIONS 7.4 WING FLAPS 7.5 AILERONS \ 7.5 VERTICAL FIN & RUDDER 7.5 STABILIZER 7.6 ELEVATORS 7.6 ELECTRIC TRIM 7.0 UNDERCARRIAGE 7.6 UNDERCARRIAGE — Water Operations — WARNING 7.7 WHEELS, TIRES & BRAKES 7.8 GROUND CONTROL 7.8 BAGGAGE COMPARTMENT 7.8 SEAT BELTS & INERTIA REELS 7.9 SLIDING CANOPIES 7.9 CONTROL LOCKS 7.9 ENGINE — GENERAL 7.9 ENGINE — CONTROLS 7.10 ENGINE — INSTRUMENTS 7.10 ENGINE — OIL 7.10 ENGINE ~ IGNITION SYSTEM 7.10 ENGINE — STARTER SYSTEM 7.10 ENGINE — CARBURETORS 7.10 ENGINE — PRIMING SYSTEM 7.1 FUEL SYSTEM 7.11. ELECTRICAL SYSTEM 7.11 ELECTRICAL SYSTEM DIAGRAM 7.12 Recommended Fight Manual structural loads in flight and during landings on the ground. The fuselage frame is bolted into the molded fiberglass hull which is then enclosed with a SECTION 7 — AIRCRAFT & SYSTEMS DESCRIPTION, CONT. FUSELAGE General: The fuselage is basically an aluminum structure assembled from tube and fittings by bolting and riveting. This aluminum structure carries the fiberglass forward deck and a fiberglass turtle deck, located aft. The molded hull carries the water loads during water landings. Hull: The hull is molded from #1708 grade biaxial 45° woven fiberglass cloth and polyester resin and is coated on the outside surface with geicoat Typically, the hull is made up of fiberglass laminations with a foam or balsa sandwich core. WINGS General: The wing is constructed of aluminum tubes, riveted and boited together. Some fiberglass and sheet aluminum fairings are used to define the airfoil contour at the leading edge and wing tips. The entire wing Is covered with fabric. The wing has internal drag bracing and two external lift struts. The outboard section of the leading edge is fitted with a leading edge fiberglass extension to ensure good behavior during stalls. , Drag Bracing: Each wing is braced in the drag plane by two multi-stranded stainless steel cables which are located between the root rib and a compression member at approximately BL 105". Compression loads between the forward and rear spar are carried by three major aluminum tube compression members. A wing brace diagonal strut is also located between the inner and middle compression strut members. Two of these compression members are located at each end of the drag brace bay. The other is located mid way between the two in the center of the drag bay. Wing Ribs: The wing ribs, ten of which are used in each wing panel, are constructed from aluminum tube and riveted to the forward and rear spars. Fach rib consists of an upper and tower section which is attached to the spars separately. A vertical compression member is then located between the top and bottom sections. Pop rivets are used for all rib assembly ana attachments. Leading Edge: The leading edge of the wing is formed by the forwara spar aluminum tube. A leading edge cuff is installed on the outer section of the leading edge of each wing. This is formed from sheet aluminum ana pop riveted to the wing structure. Wing Tip Bow: The wing tip bow is formed by an aluminum tube bolted to the wing structure. The wing tip is faired with a fiberglass fairing riveted to the aluminum wing structure. 7.3 Recommended Flight Manual SECTION 7 — AIRCRAFT & SYSTEMS DESCRIPTION, CONT. DIMENSIONS Wing Span Wing Chord — Tip Wing Chord — Root Wing Area — Incl. Ailerons Overall Length Overall Height Alleron Area Elevator Area Stabilizer Area rRrudder Area Fin Area Aspect Ratio Wheel Track Tire Size — Mains Tire Size — Tall Cockpit Height Cockpit Width Cockpit Length Test Aircraft 1.2 (P/A Demo) 30 10 40 16” 157 sq ft 77 cu Га >" 12 sq ft 8 sq ft 16 sq ft / sq ft 10 sq ft 6.06 18 480/400 x 8” 280/200 x 4 3 10° 3 10° 4 6 Recommended Flight Manual SECTION 7 — AIRCRAFT & SYSTEMS DESCRIPTION, CONT. CONTROL SURFACES, CONTINUED WING FLAPS: The manual flaps are actuated by a central lever which is located above the pilot's right shoulder. This lever actuates the flaps by a pushrod system. A single pushrod connects the lever to an idler near the rear wing spar attachment. This idler is then connected to the flaps by two pushrods, one to each side of the fuselage. The idler acts as an interconnection between the flaps. Alternatively: The optional electric flaps are activated by a three-position switch which activates a linear actuator motor. Extension of the wing flaps is achieved by pulling down on the flap lever and selecting the appropriate setting by inserting the lever under one of the locating boits. Alternatively: The optional electric flaps are extended by activating the three- position switch AILERONS: The aileron system is a combination of a bellcrank, tension cables, torque tubes and six push-pull roas. A push rod runs from the lower end of each control stick to a central belicrank, located under and between the two seats. Cables also connected to the bellcrank run back under and between the seats and connect to a torque tube which rises vertically, immediately in front of the forward main pylon structure and is located just aft of the front wing spar attachment. This torque tube extends from the bottom of the fuselage to a nylon bearing which Is located on the underside of the square aluminum tube which is attached to the main pylon section and to which the wings attach. The torque tube has a horn at the upper end. This is connected by a push-pull tube to a horn which exits the wing. Inside the wing is a torque tube which runs out to about half the semispan. This is supported by nylon bearings. The outer end of the wing torque tube is fitted with another horn which connects to the atleron horn via a push-pull roa. VERTICAL FIN: The lower end of the leading edge tube and ruader posts plug into holes in the end of the tail boom aluminum tube. These are secured with AN bolts. The vertical fin is secured by tensioned stainless steel cable bracing which spans from the leading edge and aft vertical post of the fin to the outside edges of the stabilizer. RUDDER: The rudder pedals are connected directly to the ruader by a stainless steel cable system, which runs down each side of the main fuselage tube structure. The rear section of the cables run inside plastic sleeves which act as guides. /.0 Recommended Flight Manual SECTION 7 — AIRCRAFT & SYSTEMS DESCRIPTION, CONT. WINGS, CONTINUED Lift Struts: | he wing struts are extruded anodized aluminum. The struts have a streamline section. Wing Attachment Fittings: Both the forward and rear main spars attach to the fuselage by bolting to an aluminum fitting located on the center line of the aircraft. Fabric: The fabric system used to cover the wings and tailplane surfaces is Stits Polyfiber. CONTROL SURFACES — GENERAL All control surfaces are constructed from aluminum tube and covered with FPolyfiber fabric. The control surfaces are assembled by bolting and/or riveting aluminum tubes together using AN hardware. In several locations, the tubes are separated and supported by using plastic saddles and/or spacers at joints. The control surfaces all have similar hinges. These are small stainless steel UU’ brackets that are bolted to the surfaces to be hinged. FLIGHT CONTROLS — SURFACE DEFLECTIONS Control Surface Deflections: The control surface deflections are as follows: Allerons: 17° up 14° down Hievators. 23° up 24° down Rudder: 30° left and right Flaps: Neutral Flap Position - 0° First Flap Position - 13° Second Flap Position - 24° Third Flap Position - 35° Note: All control surface deflection tolerances are + or - 3° These should be checked using a protractor and the control linkages and stops adjusted as necessary to ensure that these deflections are achievable. I'ne angles are all measured from the neutral control position which in all cases Is the center line of the surface to which they are attached. A moveable stabilizer is used to provide longitudinal trim. The leading edge is moved up and down by an electric servo motor. When measuring the elevator deflection angles, the leading edge of the stabilizer should be positioned in the maximum upward position. 7.4 Recommended Flight Manual SECTION 7 — AIRCRAFT & SYSTEMS DESCRIPTION, CONT. UNDERCARRIAGE, CONTINUED Retraction Mechanism: The landing gear is manually retractable and Is actuated with a lever located forward and center of the seats. Rubber boots are provided at the two openings in the hull sides where the main gear legs extend from the retraction mechanism. (Gear Retraction: 10 retract the landing gear, reach forward to the gear retract handle and squeeze the gear retract {ever that Is located on the handle, to release the over center locks and pull the nandle in a rearward motion. Once the handle Is about half way back, release the gear retract lever and complete the cycle of raising the undercarriage by pulling the handle all the way back until the gear locks in the “up” position. Then push the over center lock Indicator fully forward to make sure that the undercarriage is fully up and locked. If one or both of the over center lock Indicator cables are under tension and are not fully forward, this indicates that a gear leg is not fully locked. Alternatively, for the Hydraulic Gear Retracítion: lo retract the landing gear, the gear retraction switch 1s set to the “up” position, then push the gear lock release handle fully forward and hold for at least 5 seconds, or until there Is visible upward movement of the main gear taking place, before releasing the gear release handie. ~ Gear Extension: To extend the gear down, first squeeze the gear retract lever to release the over center locks, then in a forward motion, push the gear retract handle forward and at the same time releasing the gear retract lever while continuing to push the gear retract handle all the way forward until the gear locks In the “down” position. Then check that the over center lock indicator is fully forward which indicates that the gear is fully down and locked. Alternatively, for the Hydraulic Gear Retraction: To extend the gear down, set the gear retraction switch to the ‘down’ position. Listen for the two individual clicks indicating that the landing gear locks have locked the gear in the down position. VWAT = VV Те -= à Intl) EM LANDIN JO Pilots should make absolutely certain that the undercarriage is in the “UP” and locked position at all times, when carrying out water landings. Serious aircraft damage and personal injury may result if this is not observed. VA Recommended Flight Manual SECTION 7 — AIRCRAFT & SYSTEMS DESCRIPTION, CONT. CONTROL SURFACES, CONTINUED STABILIZER: The stabilizer Is attached to the vertical fin by small brackets, approximately 6" above the main fuselage tube. Additionally, the stabilizers are secured by stainless steel cable bracing which are bolted to the vertical ftn and the underside of the main fuselage boom tube. The leading edge of the stabilizer Is also connected fo a cable on the outboard end and has an electric linear actuator which acts as the aircraft trim system. ELEVATORS: The elevator Is actuated by an aluminum push-pull tube. This runs straight back from the control stick assembly fo the elevator horn. The push rod exits the rear of the fiberglass hull where a rubber boot Is provided to seal the opening at the transom. ELECTRIC TRIM SYSTEM: The adjustable leading edge of the stabilizer acts as the aircraft trim system. An electric servo motor is located at the forward base of the lower leading edge of the vertical fin and is mounted to the top of the fuselage boom tube. The trim motor is connected to the leading edge of the stabilizer by way of a scissors action lever mechanism. The entire stabilizer is moved positively up and down at the leading edge to trim the alrcraft. The electric trim Is operated by using the trim switch which is located on the top of the throttle handle between the two cabin seats (or alternatively on top of pilot-side control stick). Forward movement of the switch will cause nose down trim and rearward movement wii create nose up trim. Note: Full up trim should be used for all take-ofis. UNDERCARRIAGE General: The landing gear Is of the conventional taildragger configuration. The main gear and tail wheel are manually retractable for water operations. The main gear swings upward and the tail wheel swings forward and upward wien retracted. NOTE: The tail wheel is extended downward by a stainless steel cable linked to the undercarriage system. Care should be taken when moving the aircraft backward, as damage may result If excessive pressure Is exerted on the cable. The Gear Retract Lever Is in the full forward position when the undercarriage Is down”. When the undercarriage is “up” the Gear Retract Lever Is in the full rearward position. Alternatively, the optional Hydraulic Gear Retraction is activated by an electrically driven hydraulic pump which drives two hydraulic cylinders to raise and lower the landing gear. There Is no gear retract lever with the hydraulic configuration. 7.6 Recommended Flight Manual SECTION 7 - AIRCRAFT & SYSTEMS DESCRIPTION, CONT. SEAT BELTS & INERTIA REELS ach passenger seat Is fitted with a seat belt. Optional inertia reel shoulder harnesses may also be installed. lo use the seat belts, insert the seat belt link connector into the seat belt buckle. | To remove the seat belt, simply lift the lever on the seat belt buckle. SLIDING CANOPIES I'ne SeaRey alrcraft can be flown with the Sliding Canopies in the open or closed position. lt should be noted that if the canopies are fully opened in flight some minor buffeting may occur from disturbance to the airflow to the propelier and elevator system. tt Is recommended that the canopies are in the closed but not locked position for all take-off and landing. CONTROL LOCKS The SeaRey does not have a control lock device. However, if the aircraft is parked In the outdoors, It is desirable that the seat belts or a bungee cord are used to secure the control column. ENGINE — GENERAL or more detailed information on the Rotax Engine and Systems, reference should be made to the Rotax Operators Manual The SeaRey is powered by a horizontally-opposed, four cylinder, liquid cooled neads, alr cooled cylinders, carburetored engine with dry sump forced | lubrication. The engine is fitted with an electric starter, AC generator and a mechanical fuel pump (In case of Rotax 914, electric fuel pumps are used). The propeller is driven via a reduction gear box with integrated shock apsorber Fuel mixture Is automatic and is controlled by an altitude compensating diaphragm in the carburetor. (1.9 Recommended Flight Manual SECTION 7 — AIRCRAFT & SYSTEMS DESCRIPTION, CONT. UNDERCARRIAGE, CONTINUED Main Wheels: The wheel rims are two piece split hub aluminum alloy. The two haives of the wheels are 8” In diameter and are assembled with Бой =. tires: [he tires are 480/400 x 8". inflate to 20 - 25 psi for operation on sealed runways. Tait Wheel: The tail wheel is a standard Maule wheel assembly. The tire is a 280/250 — 4". Inflation pressure is 20 — 25 psi. Lubricate all bearings frequently. The tail wheel is steerable and has a break-away feature which allows 360° rotation of the wheel. Wheel Brakes: Mechanical cable actuated brakes are fitted to the main gear. The brake drums are bolted to the wheel hubs with AN bolts. Brakes are cable actuated drum brakes. The nand-operated brakes are applied by squeezing the brake lever which is located on the throttle handle. Alternatively, for Hydraulic Brakes: The brakes are stainless steel discs which have hydraulically activated calipers. I'he Hydraulic Brakes may be activated by either a single hydraulic lever on the control stick, or two foot-operated actuators GROUND CONTROL =ffective ground control while taxiing is accomplished through the tail wheel steering using the rudder pedals. When a rudder pedal is depressed a spring tensioned stainless steel cable (which is also connected to the fin and water ruader) will tum the tail wheel. Note: Because of the break-away capability of the tail wheel and the possibility of this occurring as a result of forces incurred during water operations, it is advised that when returning to a [and operation, the rudder pedals be pushed left and right on finals, to re-engage the locking device of the tail wheel thereby ensuring it is steerable. BAGGAGE COMPARTMENT {ne baggage compartment consists of two areas, each extending aft from behind the two passenger seats. Access to both areas is gained through the cabin over the passenger seats. When loading baggage or cargo into the compartments, measures should be taken to ensure that all items are adequately secured to avoid any potentially dangerous movement of baggage or cargo. 7.6 Recommended Flight Manual SECTION 7 —- AIRCRAFT & SYSTEMS DESCRIPTION, CONT. PRIMING SYSTEM Ine carburetor is primed by fuel which is independently supplied to the carburetors. The primer draws fuel from its own fuel line pickup which accesses the tank. Ine fuel is pumped by a small manual primer pump located between and aft of the two occupant seats in the cabin. For the first - start up of the day, 5 — 8 strokes of the primer are required prior to engine start up. For hot engine no further priming is necessary. For cold engine 2 — 3 strokes. FUEL SYSTEM Fuel Tank: The fuel tank is a polyethylene plastic molding. It is attached to the fuselage primarily by a nylon strap with additional location support provided by aluminum angles. Capacity of the tank is 18 gallons. A vertical pick up stem with filtering screen is located at the top and aft of the tank with approximately 2" clearance from the bottom end of the stem and the tank bottom. Fuel Lines: Plastic fuel lines are used in the fuel system (in the Rotax 914 system, a combination of plastic and rubber hose e.g. MIL-H-6000 14" | D. is used). Alternatively the MIL — 6000 ¥4" |.D. hose can be used for the whole system. Fuel Filter: A fuel filter is located directly behind the pilot's seat where it 15 readily visible and Inspectable by the pilot. The filter has a clear bowl for ease of Inspection ELECTRICAL SYSTEM General: lhe SeaRey operates on a 12 volt DC electrical system. Battery: A 12 volt, 31 amp Hr sealed lead acid battery Is used for the aircraft power supply. ¡he aircraft is not fitted with a battery box. The battery is located In the forward fuselage In front of the rudder pedals. Master Switch: | he Master Switch Is a split-rocker type switch labeled MASTER and is ON in the UP position and OFF in the DOWN position. The right half of the switch controls all electrical power to the aircraft. The left half controls the generator and power to the starter Normally both sides of the master switch shouid be used simultaneously, however the Battery side of the switch may be turned on separately to check or operate equipment while on the ground. The generator side of the switch, when placed in the OFF position, isolates the generator from the electrical system. VVIith the switch in this position the entire electrical load is placed on the battery. Continued operation with the generator switch OFF will reduce battery power and cause electrical system failure. A diagram of the Electrical System appears on the following page 1.1 Recommended Flight Manual SECTION 7 — AIRCRAFT & SYSTEMS DESCRIPTION, CONT. ENGINE CONTROLS Engine power is controlled by a throttle handle which is located between the two occupant seats. There are two cables attached to the throttle handle with both cables being linked to the two carburetors. The throttle operates in a conventional manner with the throttie being fully open when the handle is in the full forward position and in the full aft position the throttle is closed. ENGINE INSTRUMENTS =ngine operation is monitored by the following instruments: 1 x Oil Pressure gauge 1x Oil Temperature gauge 1 x Cylinder Temperature/Water Temp gauge 1 x Ammeter 1 X Tachometer ENGINE OIL Otl for engine lubrication is supplied from an oil collector reservoir and is circulated throughout the engine by an engine driven oil pump. Oll is sucked by the oil pump from the reservoir to the engine with the oil returning under pressure to the collector reservoir. An oil filler cap and dip stick area located on the top of the collector reservoir. After extended engine shutdown (1.e. longer than 1 day) to ensure an accurate oil dip reading, the engine should be started and run for approximately 1 minute. The difference between Max and Min oil on the dip is 1 quart. To drain the oil from the system, the oil line fittings (pickup and return) may be disconnected from the collector reservoir. The two reservoir retaining clamps can be loosened to allow removal of the collector reservoir. Remove reservoir and change oil. Reinstall reservoir and reconnect fittings. A new oil filter should also be fitted at each oil change. Reference should be made to the =ngine Operators Manual. IGNITION SYSTEM Engine ignition is provided by two solid state breakerless capacitor discharge units with interference suppression. STARTER SYSTEM 1he 12 volt electric starter motor is a reduction gear type with overrunning clutch. ATTENTION: Activate starter for periods no longer than 10 seconds with a 1 minute cooling interval. CARBURETORS The engine is fitted with 2 x Bing constant depression carburetors type 64/32 Mixture control is automatic and is governed by an altitude compensating diaphragm. 7.10 Recommended Flight Manual = _—] —] — Ши SECTION 8 — AIRCRAFT HANDLING, SERVICE AND MAINTENANCE TABLE OF CONTENTS PAGE INTRODUCTION 8. GROUND HANDLING 8.1 WATER HANDLING, MOORING & BEACHING 8.1 PARKING 8.2 TIE-DOWN 8.2 JACKING 8.2 SERVICING & PREVENTATIVE MAINTENANCE 8.2 ENGINE SERVICING 8.2 PROPELLER CARE 8.3 LANDING GEAR & TIRES 8.3 CLEANING AND CARE 8.3 ENGINE CARE 8.4 SALT WATER MAINTENANCE & CARE 8.4 SALT WATER MAINTENANCE & CARE, CONT. 8.5 SALT WATER MAINTENANCE & CARE, CONT. 8.6 CONTINUING AIRWORTHINESS MAINTENANCE PROGRAM 8.7 MAINTENANCE PROGRAM, CONTINUED 8.8 MAINTENANCE PROGRAM, CONTINUED 8.9 MAINTENANCE PROGRAM, CONTINUED 8.10 MAINTENANCE PROGRAM, CONTINUED 8.11 MAINTENANCE PROGRAM, CONTINUED 8.12 8.0 Recommended Flight Manual SECTION 7 — AIRCRAFT & SYSTEMS DESCRIPTION, CONT. ELECTRICAL SYSTEM 1.12 Recommended Flight Manual = = —] = бе о e нее = e DE SECTION 8 — AIRCRAFT HANDLING, SERVICE & MAINT., CONT. PARKING When parking the aircraft it is always desirable to face the aircraft into the wind. If leaving the aircraft for any time or in stronger wind conditions, it Is “strongly recommended that the aircraft be securely tied down. Chocks front “and back of the main landing gear is also recommended. TIE-DOWN Proper tie-down procedure is the best precaution against damage to the aircraft when parked in gusty or strong wind conditions. When tying down, the following points should be observed: 1. Tie-down ropes should be attached to both wings at the leading edge of the forward strut at the wing connection point. 2. A rope should also be secured to the tail wheel. 3 The front of the aircraft fuselage can also be tied down using the stainless steel U hook as an attachment point. 4 The control column can be secured by using the seat belts or a bungee strap. 5. Fit a suitable cover to the pitot tube. JACKING “When a requirement exists to raise the aircraft off the ground, e.g. for the purposes of testing the undercarriage retraction, use of multiple jacks 1s necessary. Support points that may be used for jacking the aircraft include the extreme aft end of the hull at the transom, and the underside of the hull in the location of the landing gear. Cover jacks with soft material to avoid damage to hull. If an individual main gear requires jacking, a suitable motor vehicle jack may be used by locating it securely under the axle assembly. Make sure the other main wheel and tail wheel are chocked forward ana att. SERVICING & PREVENTATIVE MAINTENANCE In addition to the Daily Preflight Inspection as set out in Section 4, complete servicing, inspection and maintenance requirements and recommendations are set out in the Airworthiness Maintenance Program at the end of this Section. ENGINE SERVICING For correct engine servicing and maintenance, reference should be made to the Rotax Operators Manual. 8.2 Recommended Flight Manual SECTION 8 — AIRCRAFT HANDLING, SERVICE & MAINTENANCE INTRODUCTION This section contains recommendations for the proper ground handling and routine care, preventative maintenance and servicing of the SeaRey It is good practice to follow a planned schedule of lubrication ana preventative maintenance based on climatic, environmental and flying conditions encountered in the locality where the aircraft is based and operated. GROUND HANDLING The aircraft is most easily and safely maneuvered by hand. SINGLE PERSON HANDLING: The aircraft is easily moved by one person pushing on the trailing edge of the rudder. Because the rudder Is also connected to the steerable tail wheel, gentle positioning of the rudder will also turn the tail wheel thereby providing directional control TWO PERSON HANDLING: By positioning one person at each of the leading edges of the forward wing strut, forward or backward movement of the aircraft can be easily managed. Directional control is managed by differentia pushing or pulling by the two people. For turning the aircraft on a tight axis the break-away tail wheel feature will facilitate excellent maneuverability. WATER HANDLING — MOORING & BEACHING Proper handling and securing of the SeaRey in water operations can vary considerably, depending on the type of operation involved and tne facilities available. Each operator should use the method most appropriate for his or her operation. Some of the more common mooring or beaching alternatives are as follows: 1 The aircraft can be moored to a buoy, using a suitable line attached to a stainless steel U hook bolted to the lower nose of the hull. The aircraft can then weather-cock into the wind. > The aircraft can be connected forward and aft to an endless line which 15 attached to a pulley and tied off from a beach, jetty, or marina. 3 With the aircraft's undercarriage lowered, it can be taxied up onto a ramp or beach. When carrying out this form of beaching, ensure that the control column is in the full elevator “UP” position when applying power to taxi the aircraft up the beach or ramp. 3. Recommended Flight Manual SECTION 8 — AIRCRAFT HANDLING, SERVICE & MAINT., CONT. ENGINE CARE The engine can be rinsed down with fresh water and sprayed with an ant- corrosion lubricant. Particular care should be given to engine cleanliness and maintenance and more details on this can be found in the Rotax Operators Manual and the Airworthiness Maintenance Program. INTERIOR CARE Vacuuming of the seats, carpets and baggage compartment will Keep these surfaces looking good. Occasional hosing out of the floor and pumping out with the bilge pump will keep this area fresh and clean. SALT WATER MAINTENANCE AND CARE: The following preventative maintenance is recommended for the SeaRey aircraft operated in salt water. Preventative Corrosion Treatment Prior to operating the SeaRey in salt water the following Preventative Corrosion Treatment is recommended “Airframe - Apply Spray Lithium Grease to: All exposed AN nuts and boits Control surface hinges Push-pull ball joints and threads Stainless steel swage ends Inside nylon stainless steel cable guides in aft boom tube underside area Apply Anti-corrosion Lubricant 10: e Wing struts, strut attachment plates, jury struts, inside strut ends e Wing float attachment tubes e Push-pull rods e Inside undercarriage legs e Wheel housing, hubs and external brake mechanism Stainless steel cables Inside upper bulkhead cross tube All around and inside the aft boom tube area Spray down the main boom from the cockpit end Using a cloth dampened with Anti-corrosion Lubricant, wipe over al reachable aluminum surfaces of the fuselage frame in the cockpit area Water rudder springs e AN Nuts and bolts in the aft boom tube under area 3.4 Recommended Flight Manual SECTION 8 — AIRCRAFT HANDLING, SERVICE & MAINT., CONT. PROPELLER CARE Preflight inspection should include a close examination of the propeller blades for nicks, cracks and any other damage. Wiping the blades with "Mr. Sheen or a similar cleaner will remove oil, insects and stains. The application of & light film of Valvoline Lithium Grease on the aluminum leading edge of the blades will assist in preventing possible corrosion. Checking for satisfactory propeller bolt tension should be included as part of the preflight inspection. Regular and thorough inspection of the propeller will assist in long trouble tree Service. LANDING GEAR MAIN WHEEL TIRE (480/400 x 8) Pressure Range: 20 — 25 psi TAIL WHEEL TIRE (280/250 x 4) Pressure Range: 20 -- 25 psi CLEANING AND CARE Windshield and windows: The lexan windshield and windows should be cleaned with mild soapy water, rinsed in fresh water and wiped dry witn a chamois. Caution: Do not use any solvent based cleaners, spirits, fuel, glass cleaner, acetone, alcohol etc. on the Lexan windows. If fuel should accidentally spill on the Lexan, flush quickly and liberally with water. Lexan will craze and rapia cracking will occur if fuel comes into contact with the Lexan. PAINTED FABRIC AND FIBERGLASS SURFACES Generally, all the painted surfaces can be kept bright and clean by washing with mild soapy water, rinsing with fresh water and wiping dry with a chamois. For spot cleaning and removal of general stains, oll marks, insects, elc,, Windex window cleaner is an excellent cleaning agent The central and aft location of the engine exhaust system results, over a period of time, in a buildup of a brownish exhaust deposit on the vertical fin and rudder. This deposit can be cleaned off with Windex and cioïn. 8.3 Recommended Flight Manual SECTION 8 — AIRCRAFT HANDLING, SERVICE & MAINT., CONT. SECTION 8 — AIRCRAFT HANDLING, SERVICE & MAINT., CONT. SALT WATER MAINTENANCE AND CARE, CONTINUED SALT WATER MAINTENANCE AND CARE, CONTINUED After each flight: Apply Valvoline Lithium Grease to: To minimize corrosion, wash the aircraft down liberally with fresh water at the . Stainless steel caples on the under side of the stabilizer conclusion of each day of salt water operations and wipe dry with chamois. e Aluminum angles in the aft boom tube under area e [all wheel retract and rudder cables While hosing down pay particular attention to: e All cracks crevices and surfaces where salt can accumulate e Windshield and canopy Lexan and rivets Undercarriage e Canopy tracks e Spray Anti-corrosion Lubricant down the inside of the undercarriage legs e Undercarriage legs, wheel and brake assembly — it is recommended that this be done after every flight when the e Tail wheel mechanism undercarriage has been extended into sait water e Under side and inside of entire aft boom tube area e Spray aluminum wheel hubs and outside brake assembly with Anti Flush the boom tube by inserting hose in cockpit end of boom tube corrosion Lubricant В | | ; “tue around bilge Tres and ump out ) e Spray all of the tail wheel support and retract mechanism with Anti- corrosion Lubricant e Spray Lithium Grease on all undercarriage mechanism AN nuts and bolts, ball joint threads and ball ends. A topcoat of Valvoline lithium grease wil provide addea protection. e Apply regular and liberal amounts of Valvoline lithium grease to all wheel bearings and spindies. Roeshield T-9 Anti-corrosion Lubricant e Paintthe main and tall wheel tires with silicone tire preserver This wiil | Corrosion X Anti-corrosion Lubricant | help prevent perishing ofthe rubber. Apply a similar materia! to the main INOX Anti-corrosion Lubricant gear rubber boots and transom rubber boot to prevent perishing. Valvoline Lithium Grease. Note: When the aircraft is on the water and the undercarriage IS lowered, a Ardrox small volume of water may seep up nto the undercarriage eg. With the undercarriage selected in the down position, spraying of Anti-corrosion Lubricant into the top of the undercarriage leg will act to disperse moisture and prevent corrosion. Struts and strut attachment points о Flaps and ailerons, hinge attachments and push-pull rods e Wing float attachment tubes Recommended Corrosion Prevention Materials Engine e Spray all major nuts and bolts including mounting bolts with Spray Lithium Grease. e Spray exhaust pipe springs with Spray Lithium Grease. e Spray propeller nuts and bolts with Lithium Grease. e Spray Anti-corrosion Lubricant over exhaust pipes and muffler — mop excess with cloth. e Spray cast aluminum crank case and reduction gear box with Ant- corrosion Lubricant Spray Anti-corrosion Lubricant around spark piugs Treat throttle cables with Anti-corrosion Lubricant Apply Valvoline Lithium Grease to carburetor linkages Spray linkage springs with Spray Lithium Grease 8.0 Recommended Flight Manual 8 5 Recommended Flight Manual ED LILCCCCO SECTION 8 — AIRCRAFT HANDLING, SERVICE & MAINT., CONT. CONTINUING AIRWORTHINESS MAINTENANCE PROGRAM, CONTINUED PROPELLER Check propeller blades and hub for nicks, splits, cracks, excessive wear or other damage. 2 Check for correct balance and tracking. ОЭ Check propeller bolt condition. 1 Check for proper propeller bolt torque. (AN4 bolt torque value: 10 ft. los. 3mm bolt torque value: 16 ft. Ibs.) ELECTRICAL SYSTEM Q Clean and re-gap spark plugs. Replace spark plugs at engine manufacturer's specified intervals. Q Check spark plug caps and spark plug wires for condition and security. 0 Check ignition switches, wires and ignition coil leads for condition and security. Check electric starter for condition. Check battery for condition and security. Check battery cables for condition and security. Remove and clean battery terminals if corrosion is visible. Clean battery mount and check for security. Check battery mount area for evidence of corrosion or acid ieakage. Check alternator wiring for security and condition. Check EGT, CHT and water temperature probes and wiring for security and condition. FUEL SYSTEM Q Check fuel tank for secure placement, leaks, cracks, abrasions or interior contamination. DO Check fuel tank venting for proper operation and security. d Check fuel hoses and primer hoses for condition (pliability, leaks, blockage, etc.) and security. 3 Check fuel primer bulb and fuel pump(s) for condition and security. Q Check fuel filters for condition (blockage, leaks, etc.) and security. d Replace fuel filters every 50 hours or as needed. OÙ For Rotax 582 and 618: Check rotary valve lubrication system tank ana hoses for condition and security. 0 For Rotax 581 and 618: Check oil injection system tank and hoses tor condition and security. Q For Rotax 912. 912S and 914: Check oil tank and hoses for condition and security. 3.3 Recommended Flight Manual SECTION 8 — AIRCRAFT HANDLING, SERVICE & MAINT., CONT. CONTINUING AIRWORTHINESS MAINTENANCE PROGRAM Perform the following every 100 hours or annually, whichever comes first, uniess noted otherwise: ENGINE J Refer to and follow your engine manufacturers manual for maintenance procedures on engine. ENGINE MOUNTING Ll Inspect engine mounting parts, hardware and bolts for condition (wear, distortion, cracks, etc.) and security. d Check engine mount bolts and nuts for security. 1 Inspect rubber engine mounts for condition (deterioration, distortion, cracking, etc.). Replace If necessary. | LUBRICATION dd For Rotax 912, 9125, 914: Drain engine oil and replace with fresh oil (every 50 hours) 2 Check engine drain plug and oil sump plug for metal particles. Od Replace oli filter each time oil is changed. OU For Rotax 582 and 618: Drain gearbox oll and replace with fresh oil after first 10 hours and every 100 hours thereafter. Check gearbox drain plug for metal particles. If present, remove gear box and check for any obvious wear to gears or bearings. If worn, replace. If not, clean and reassemble. CARBURETION AND AIR INTAKE SYSTEM UCD OOO C Clean and re-oil or replace air filters. Check carpuretors for proper position and security. Check throttle linkage for condition and operation. Remove and clean float bowls. Check for carburetor synchronization. For Rotax 082 and 618: Check needle jet, jet heedle and retaining clip for condition. Replace If necessary. EXHAUST SYSTEM _ (J OO Check exhaust system for cracks, leaks and security (every preflight). Replace manifold gasket if necessary Check mounting hardware and springs for condition (cracks, wear, spring fatigue) and security (every preflight). Apply a bead of silicone rubber on springs to extend spring life. Lubricate exhaust joints with high temperature anti-seize compound. Check for adequate clearance from other parts, hoses, wires, etc. 8. / Recommended Flight Manual SECTION 8 — AIRCRAFT HANDLING, SERVICE & MAINT., CONT. CONTINUING AIRWORTHINESS MAINTENANCE PROGRAM, CONTINUED CABIN UU U JJ J ос оС 00000 E оС LL Check seats for security. Check seat belts for condition, secure attachment, and proper operation. Check rudder cables, rudder pedals and attachments for operation, condition and security. Check control sticks and mounting hardware for freedom of movement and security. Check flap control mechanism for condition and security. Set aircraft hull carefully on proper supports. Check landing gear retraction mechanism and over center locks for proper operation, condition and security. Check instruments for security and for proper operation and clear markings. Check instrument panel for condition and security. Check instrument panel! wiring for condition and security. Check stabilizer trim actuator mechanism for proper operation and wear. Check bilge pump switch for proper operation of bilge pump. Check pitot system plumbing for proper operation, condition (obstructions) and security. Note: Never blow directly into pitot tube whiie IT is connected to the alrspeed indicator, Check radios and antennas for condition and security. Check throttle cables and attachment hardware for wear, proper tension and freedom of movement. Check aileron push-pull rods and torque tube, mounting hardware and control horns for binding, obstacle clearance, security, etc. Check tie rod ends for freedom of movement, security and condition. Check rudder cables for adequate clearance from obstruction, chafing, and freedom of movement. Lubricate all cables that go through plastic nylon guides with a lithium or silicone lubricant to prevent friction In these areas. Check fuel filler cap for proper seal and condition. Check fuel hoses for proper routing, condition and security. Replace If cracked or deteriorated. 3.10 Recommended Flight Manual SECTION 8 — AIRCRAFT HANDLING, SERVICE & MAINT., CONT. CONTINUING AIRWORTHINESS MAINTENANCE PROGRAM, CONTINUED COOLING SYSTEM " L] U a U Check all coolant lines and hoses for security and condition. Replace hoses If deteriorated. Tighten all hose clamps. Drain and replace coolant with a mixture of 50% coolant and 50% distilled water. Remove radiator cowling and check radiator for security and condition. Clean radiator fins if dirty or obstructed. Reinstall cowling. FUSELAGE AND EMPENNAGE J J un LJ OL UQDUL EC || Check all fabric covering for tears, punctures ana tautness. Check drain grommets for proper drainage. Check fiberglass hull, deck and turtle deck for cracks, condition anda security. Check bilge pump and hose for condition and security. Clear any blockage away from bilge pump and hose. Check windshield, sliding canopies and windows for visibility, condition and security. Clean lexan surfaces with soft chamois cloth only. Check fuselage frame for signs of distortion, fatigue, cracking ana corrosion. | Check boom tube for condition (straight, distortion, wear, cracking, etc.) and for security. Check canopy tracks and latches for condition and operation. Check elevator hinge pins and bushings for excessive play. Check rudder hinge pins and bushings for excessive play. Check rudder control cables for security and condition (wear, fraying, elongation, etc.) Check horizontal stabilizer mounting bolts for condition and security. Check horizontal stabilizer support cables for security ana condition (wear, fraying, elongation, etc.). Check stabilizer trim mechanism for proper operation. 3.9 Recommended Flight Manual SECTION 8 — AIRCRAFT HANDLING, SERVICE & MAINT., CONT. CONTINUING AIRWORTHINESS MAINTENANCE PROGRAM, CONTINUED LANDING GEAR = J DO LIL E ECCCLLIC С LI É) Check entire main landing gear structure, steel tubes and attach points for wear, cracking, bending, etc. Check main gear legs for adequate dralnage. Take weight off main gear legs and check for play at attachment fittings. Remove main gear legs and spindles and inspect for fatigue, cracking or excessive wear every 100 hours. Check main gear leg spindle and spindle housing retaining bolts for security. Check brakes for cleanliness, and for drum and pad wear. Check brakes for proper operation and security. Check tires for proper air pressure and tread wear. Check hubs for cracking or damage. Check main wheel and tail wheel bearings for wear, end play and smooth rotation every 100 hours, replacing If necessary. Check tail wheel for cleanliness, condition and proper operation, freedom of travel and security. Check tail wheel steering mechanism for condition and security. Check tail wheel/airframe mounting points for fatigue, cracking, anda security. Take weight off tail wheel and check swivel operation and for play at attachment fittings. Check tail wheel strut for condition (cracks, etc.) and for security. Check tail wheel retraction bungee cords for stretching, chafing, fraying, and security. Replace every 200 hours or annuaily, whichever comes first. Check tail wheel retraction and extension cables for condition and security. DOCUMENTS AND MARKINGS JJ a a Check aircraft registration, airworthiness certificate, radio licenses, and welght and balance data for currency and accuracy. Check insurance documents, as required. Check for proper display of registration markings, “experimental” marking, passenger warning labels, instrument/gauge markings and placards, etc. 8.17 Recommended Flight Manual SECTION 8 — AIRCRAFT HANDLING, SERVICE & MAINT., CONT. CONTINUING AIRWORTHINESS MAINTENANCE PROGRAM, CONTINUED CONTROL SYSTEM U} LJ LOC Check aileron, flap, rudder and elevator hinges for excessive piay or wear. Check rudder cables for clearance, freedom of movement, fraying, wear, etc. | Check control surfaces for proper operation, freedom and range of movement. Check control attachment bolts, nuts, tie rod ends, etc. for visible wear and security. Check aileron, flap, rudder and elevator control horns for cracks, elongated holes, wear, elc. Remove and inspect for wear (replace as necessary) all control attachment bolts, nuts, hinge pins, brackets, etc. Check aileron control system for condition and proper operation. Replace components as necessary to keep excess play to a minimum. Check flap control system for condition and proper operation. Check elevator control system for condition and proper operation. Lubricate all tie rod ends, torque tube bearings, cables and hinge bolts with lithium grease or lithium spray grease every 25 hours. WINGS LL со L Check wing struts for distortion, cracks, damage, etc. and for security. Check wing strut attach points for condition and security. Check wing spar attach points for condition and security. Check fabric for tears, punctures, ana tautness. Check wing tips and leading and trailing edge spars for security and condition. Check wing spars and wing ribs for visible deformation or overstressing. Check top surface of wing for wrinkles and irregularities that could indicate possible rb or spar damage. Remove all inspection covers and check interior of wing structure for condition and security. Check drain grommets for proper drainage. — — 00 Recommended Flight Manual SECTION 9 — SUPPLEMENTS GENERAL Flight Manual Supplements covering the special operations for which this aircraft is approved are listed below. The operations listed shall be conducted in accordance with the limitations ana Instructions contained in the appropriate Supplements included in this Manual. SUPPLEMENT TITLE 9.1 Recommended Flight Manual SECTION 9 — SUPPLEMENTS TABLE OF CONTENTS GENERAL SUPPLEMENTS 9.0 © © — — Recommended Flight Manual LIST OF INSTALLED EQUIPMENT Aircraft Model: Aircraft Serial Number: Registration Number: All equipment installed in the aircraft at the time of weighing must be listed on this form. The back of this sheet may be used and additional sheets attached, if necessary. All Sheets used become the official list of installed equipment and the ist becomes part of the official aircraft records. This list should be kept with the alrcraft documents at all times. — Date Weighed: _ Weighed By: INSTALLED EQUIPMENT REF TEM —| WEIGHT | 0.0 WEIGHT AND BALANCE FORM Aircraft Serial Number: _ I ВЕ Date: ; I Registration Number: _ " Owner: LOADING CHART тем —T eant WEIGHT | лап TT SENT T - TOMEN A A SOLO | DAL | | SOLO | DUAL Fuel — | | — | 108 Pilot — | 73 | | Passenger — —| 73 Baggage | —_ | 10 SOLO: Loaded C.G. Location = Total Moment/Total Weight=_ inches aft of Datum. DUAL: Loaded C.G. Location =Total Moment/Total Weight = I inches aft of Datum. WEIGHT AND BALANCE LIMITS SeaRey Viaximum Weight Minimum Weight Pilot Weight 250 lbs/114 kilos 130 Ibs/59 kilos Passenger Weight 250 lbs/114 kilos = O |bs/O kilos Maximum Fuel Weight 108 Ibs/49 kilos Maximum Cross Weight 1370 Ibs/623 kilos Maximum Forward C.G. Limit 97.5 inches Aft of Datum Maximum Aft C.G. Limit 105 inches Aft of Datum Datum: 70 inches in front of wing leading edge (from root of wing to front of fiberglass nose) 6.7 WEIGHT AND BALANCE DATA SHEET Aircraft Model: 2 Date Weighed:— Aircraft Serial Number: Weighed by: Registration Number: ~~~ ja Propeller | engine | 142 „Instruments >| 40" Battery | 5 Pilot/Passenger | 85 | ios < Baggage _______ | 110% Figure 2 || de— Manwhees — Fuel Tail Wheel > | 240" EMPTY WEIGHT AND BALANCE FORIM Left Wheel Right Wheel _ Tail Wheel | TOTALS 6.3 IN ne и. MT Lh Te at a LL A LT LT Te a Te ee ee TL A TAKEOFF CHECKLIST (WATER / LAND) Da . NT © 1: Set flaps to second position down. | 2 2: Set trim to full nose up (for two occupants). ; 3: (WATER TAKEOFF) Check for landing gear UP 7 4: Electric fuel pump on (if equipped). ‘ 5 Rotate for liftoff at 50 mph and climb at 70 mph 6 Reduce flaps to first position for climb after safe altitude over any obstacle is achieved. . 7: Reduce flaps to zero position once desired » altitude is attained. LANDING CHECKLIST (WATER / LAND) y 1: WATER LANDING: Check gear UP : LAND LANDING: Check gear DOWN Set flaps to second position down. 2 3 Set approach speed (70 — 80 mph) 4 Electric fuel pump on (if equipped). 5 Adjust trim to comfortable setting. on - „” - Tu - " " " . NO Ро 7 o . A Ди o - A 27 ES Ce ou ый - no - и am th —- E ._ - a we . _ Rp fs = _- x at e A Po ." QT, E „. — = = Lr - DL ne MOVES A. e aa o A ” моб ‚ 7 aT 7 ot = ES RP nar . = > =" . " = Fa " " - ! . =“ “= = ". nm " ">

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Key features
- Land and water operations
- Versatile aircraft
- Recreational flying, aerial photography
- Light cargo transport
- Pusher configuration
- Rotax 912UL engine
Frequently asked questions
The maximum take-off weight of the SeaRey is 1370 lbs.
The stall speed of the SeaRey in the landing configuration is 38 mph.
The maximum flap extended speed of the SeaRey is 80 mph.