Maintenence Manual

applies to Sinus 912 LSA (glider),

Virus 912 LSA (glider and aeroplane),

Virus SW 80/100 LSA (aeroplane), equipped with

Rotax 912 (80 HP) and 912S (100 HP) engines.

Valid for tail-wheel and nose-wheel versions.

ORIGINAL ISSUE

(25 October, 2010)

This publication includes the material required to be furnished to the pilot by ASTM F2245.

WARNING!

As this manual applies to several models of Pipistrel LSA aircraft, it is mandatory to designate those specific parts of this manual that regard the aircraft you operate.

Copyright 2010, Pipistrel LSA s.r.l., Via Aquileia 75, 34170 Gorizia, Italy, EU

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Coverage

The Maintenence manual (MM) is in the airplane at the time of delivery from Pipistrel LSA s.r.l. contains information applicable to the range of Pipistrel LSA aircraft mentioned on the cover.

All information is based on data available at the time of publication.

Supplements that cover non-standard are individual documents and may be issued or revised without regard to revision dates which apply to the MM itself. The Log of Effective Pages should be used to determine the status of each supplement.

Revision tracking, filing and identifying

Pages to be removed or replaced in the MM are determined by the Log of Effective pages located in this section. This log contains the page number and revision level for each page within the MM. As revisions to the MM occur, the revision level on the effected pages is updated. When two pages display the same page number, the page with the latest revision shall be used in the MM. The revision level on the Log Of Effective Pages shall also agree with the revision level of the page in question.

Alternative to removing and/or replacing individual pages, the owner can also print out a whole new manual in its current form, which is always available from www.pipistrel.eu.

Revised material is marked with a vertical double-bar that will extend the full length of deleted, new, or revised text added to new or previously existing pages. This marker will be located adjecent to the applicable text in the marking on the outer side of the page. The same system is in place when the header, figure, or any other element inside this MM was revised. Next to the double-bar, there is also a number indicative to which revision the change occured in. A list of revisions is located at the beginning of the Log Of Effective Pages

Warnings, Cautions and Notes

Safety definitions used in the manual:

WARNING!

Disregarding the following instructions leads to severe deterioration of flight safety and hazardous situations, including such resulting in injury and loss of life.

CAUTION!

Disregarding the following instructions leads to serious deterioration of flight safety.

NOTE

An operating procedure, technique, etc., which is considered essential to emphasize.

Online updates, service notice tracking

To log into the Owner’s section, receive relevant updates and information relevant to Service/

Airworthyness, go to: www.pipistrel.eu and log in the top right corner of the page with:

Username: owner1

Password: ab2008 pipistrel.si

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Index of revisions

The table below indicated the Revisions, which were made from the original release to this date.

Always check with your registration authority, Pipistrel USA (www.pipistrel-usa.com) or Pipistrel LSA s.r.l

(www.pipistrel.eu) that you are fammiliar with the current release of the operation-relevant documentation, which includes this MM.

Release date

Affected pages

Issuer

Original / 25 October, 2010 /

Tomazic,

Pipistrel LSA s.r.l.

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Table of contents

General

Servicing the aircraft

Schematics

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General

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Introduction

Notes and remarks

Materials used in manufacturing process

Assembling and disassembling the aircraft

Keeping your aircraft in perfect shape

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Introduction

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This manual contains all information needed for appropriate and safe servicing of Sinus 912 LSA, Virus

912 LSA, Virus SW 80/100 LSA

In case of aircraft damage or people injury resulting form disobeying instructions in the manual

PIPISTREL LSA s.r.l. denies any responsibility.

All text, design, layout and graphics are owned by PIPISTREL LSA s.r.l. Therefore this manual and any of its contents may not be copied or distributed in any manner (electronic, web or printed) without the prior consent of PIPISTREL LSA s.r.l.

IT IS MANDATORY TO CAREFULLY STUDY THIS MANUAL PRIOR TO

USING/SERVICING OF THE AIRCRAFT

Notes and remarks

Safety definitions used in the manual:

WARNING!

Disregarding the following instructions leads to severe deterioration of flight safety and hazardous situations, including such resulting in injury and loss of life.

CAUTION!

Disregarding the following instructions leads to serious deterioration of flight safety.

NOTE

An operating procedure, technique, etc., which is considered essential to emphasize.

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Materials used in manufacturing process

Composite parts are made of: fabric: roving: foam:

GFK: paint: firewall

Medal parts used are:

GG160, GG200, 90070, 92110, 92120, 91125, 92140, 92145, KHW200

NF24

75 kg/m3 PVC 3mm, PVC 5 mm, PVC 8mm

3 mm, 5 mm, 7 mm of thickness acrylic paint glass-aluminium sandwich

tubes: sheet metal: rods: cable: bolts and nuts:

materials: Fe0146, Fe 0147, Fe0545, Fe1430, AC 100, CR41 in LN9369 materials: Fe0147 in Al 3571 materials: Fe 1221, Fe 4732, Č4130, Al 6082, CR41 in Al 6362

AISI 316

8/8 steel

All composite parts are made of glass, carbon and kevlar fiber manufactured by Interglas GmbH.

All parts have been tested at safety factor of a minimum 1.875.

All parts and materials used in Pipistrel LSA aircraft are also being used in the glider and general aviation industry and all comply with aviation standards.

All parts are made in moulds, therefore no shape or structural differences can occur.

All desinging, manufacturing and testing complies with following regulations:

• Bauvorschriften für Ultraleichtflugzeuge des Deutschen Aero Club e.V. Beauftragter des

Bundes-ministeriums für Verkehr

• JAR-1 microlight definition

• EASA CS-22 - certain sections

• EASA CS-VLA -certain sections

for Slovenian market also: Pravilnik o ultralahkih napravah Republike Slovenije.

WARNING!

WHEN SERVICING OR REPLACING PARTS ALWAYS USE THE SAME

MATERIAL AS USED ORIGINALLY SEE ABOVE.

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Assembling and disassembling the aircraft

CAUTION!

Prior to each assembling or disassembling action Virus SW must be placed inside a closed space. Under no circumstances attempt to assemble or disassemble any parts of the aircraft in the sun or at temperatures higher or as high as 20°C for you will not be able to assemble certain parts.

Assembling the wings

Three people are needed to assemble the wings to the fuselage.

First block all three wheels for the fuselage to stay in position.

Clean and grease the main wing pins and insertion openings. Inside the cockpit set the flap handle to neutral position and leave the spoilers’ handle hanging down freely. Make sure you have all bolts, nuts, washers and spanners needed at a reach of a hand.

Lift one wing-half (one person at each end) and bring it closer to the fuselage. While the two are holding the wing-half high up, the third person directs their movement to put the wing’s main spar into the opening on the adjacent side of the fuselage. As the wing is about 10 cm away from its final position, fit the electrical cables, fuel hose and pitostatic lines through the opening.

Now push the wing-half into its final position slowly. The person closest to the fuselage must make sure the spoiler and flap connectors have fitted into adequate fuselage fittings properly. At the same time, the person holding the wingtip must start with slight circular movements (1cm each direction) in order to assure a tight fit of the wing and its adequate bushings.

As this is done the person at the wingtip must remain in positon holding the wing, whereas the other two move over to the other winghalf, lift it and bring it closer to the fuselage.

Again, all cables, hoses and lines must be fitted through the openings prior the wing-half being pushed into its final position.

Do not forget to make sure the spoiler and flap connectors have fitted into adequate fittings properly on this wing-half as well.

Both wing-halfs should now be in their final position but still being held at wingtips. The person not holding the wings must now open the cabin door and insert both pre-greased spar pins. First insert the pin on the right-hand side of the cockpit because of easier insersion

(thinner spar infront), then the pin on the lefehand side of the cockpit.

If necessary, the two at the wingtips can assist by rocking the wings a couple of millimeters up and down.

Only when both spar pins have been inserted and secured, wingtips may be released and door fully opened and fastened to the wing.

Now check all control deflections as well as flap and spoilers’ extensions for smooth, unobstructed movement.

Insert all bolts and pins and secure them with self-locking nuts. Do not forget to put aluminium washers underneath the nuts!

Connect all electical clables, fuel hoses (fixed or click-on connectors!) and pitostatic lines to their adequate fittings. Check for adequate fuel flow through the fuel connectors before attempting the first flight (1 liter / 1 quart per minute). For fixed fuel connectors make sure you have tightened the metal clamp around the tube securely!

Screw on the pitot tube on bottom side of the right wing at aproximately 2/3 of the wingspan. Be extra careful not to switch the two tubes as this causes misinterpretation of indicated airspeed!

Finally tape the gap between the fuselage and the wing using self-adhesive tape.

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Disassembling the wings

Three people again are needed to disassemble the wings.

First block all three wheels for the fuselage to stay in position. Empty both fuel tanks by opening both fuel valves inside the cockpit and the drain valve beneath the bottom engine cover. Place a canister under the drain valve to intercept fuel.

While you wait for the tanks to empty, disassemble the horizontal tail surfaces, disconnect all electrical cables and pitot-static lines. Do not forget to unscrew the pitot tube on the bottom side of the right wing. Then, inside the cockpit, unscrew the middle main spar screw first, then unscrew and remove both pin bolts.

WARNING!

Do not remove spar pins yet!

Once the fuel tanks are empty, disconnect the fuel hoses inside the cockpit as well.

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Make sure you tape the end attached to the wing not to spill any eventual leftover fuel over the fuselage or glass surfaces as substantial damage may occur.

Two people must now lift the wingtips (one wingtip each) and the person in the cockpit remove the main spar pins, one by one, smoothly.

Forcing pins out of their position may result in structural damage, therefore the wingtip holders must hold the wing-halfs precisely at certain height!

Using slight circular movement at the wingtip, the wing-halfs must now be pulled out of the fuselage slowly. On pulling, each wing-half must be held by two, one at the wingtip and one near the spar.

As the wing-halfs have been pulled out, place them onto a soft surface to prevent their damage.

Schematic of wing (dis)assembly

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Fitting the horizontal tail surfaces

Horizontal stabilizer and elevator MUST be united during the following procedure. To fit the horizontal tail surfaces first set the trim handle inside the cockpit to full forward position. Make sure the pins, their holes and bushings have been cleaned and greased!

Lift the joint stabilizer and elevator and slide them into position by pushing them backwards while the elevator is deflected DOWN fully. Now use the enclosed “T” key to push the security screw down while spinning it clockwise until the screw is completely tightened. Pull the “T” key out and make sure the safety pin holds the head of the screw, so that eventual unscrewing will not occur.

At the end tape the gap between horizontal and vertical tail surfaces and cover the hole on top of the vertical stabilizer with a sticker. Check control deflections for smooth, unobstructed movement.

Detaching the horizontal tail surfaces

Set the trim handle to full forward position and remove the safety sticker covering the hole on top of the horizontal stabilizer and the tape covering the gab between horizontal and vertical tail surfaces.

Now use the enclosed “T” key to push the safety pin screw down while spinning it counter-clockwise until it is completely loose. To detach the horizontal tail unit push it forward using firm palm strokes until the unit pops out.

When detached, always place the horizontal tail unit onto a soft surface to prevent damage.

Schematic of horizontal tail surfaces (dis)assembly

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Attaching the rudder

Bring the rudder close to fuselage and fit it first onto the top and then to the bottom hinge.

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The rudder must then be fully deflected to one side to provide access to the rudder bolts. Use a selfsecuring, pre-glued M10 nut together with an aluminium washer and gently screw them onto the bolt using size 10 spanner. To reach the other rudder bolt deflect the rudder to the opposite direction and repeat the up-stated procedure.

With both nuts tightened check full rudder deflections for smooth, unobstructed movement.

Detaching the rudder

Deflect the rudder to one side fully and unscrew the nut of the bolt with which the rudder is attached to the bottom hinge. This is the bolt located in-between the central bolt (axis of rotation) and the bolt holding the metal ropes. DO NOT touch these two bolts - unscrew the nut of the middle bolt

ONLY. Now deflect the rudder to the opposite direction and repeat the up-stated procedure.

After both bolts have been unscrewed, lift the rudder and detach it first from the bottom, then from the top hinge.

Schematic of rudder (dis)assembly

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Keeping your aircraft in perfect shape

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Precautions

1) Eliminate the use of ALL aggressive cleaning solutions and organic solvents, also the window cleaning spray, benzene, acetone, aggressive shampoos etc.

2) If you must use an organic solvent (acetone) on small areas remove certain glue leftovers or similar, the surface in question MUST be polished thereafter. The only section where polishing should be avoided is the edge on the wing where the sealing gasket is applied.

3) When flying in regions with a lot of bugs in the air, you should protect the leading edges of the airframe before flight (propeller, wings, tail) with Antistatic furniture spray cleaner: “Pronto (transparent), manufacturer: Johnson Wax (or anything equivalent) – Worldwide”, approximate price is only $3

USD / €3 EUR for a 300 ml spray bottle. Using such spray, do not apply it directly onto the wing but into a soft cloth instead (old T-shirts are best).

4) After having finished with flight activity for the day, clean the leading edges of the airframe as soon as possible with a lot of water and a drying towel (chamois, artificial leather skin). This will be very easy to do if you applied a coat of Pronto before flight.

Detailed handling (Airframe cleaning instructions)

Every-day care after flight

Bugs, which represent the most of the dirt to be found on the airframe, are to be removed with clean water and a soft cloth (can be also drying towel, chamois, artificial leather skin). To save time, soak all the leading edges of the aircrame fist. Make sure to wipe ALL of the aircraft’s surface until it is completely dry at the end.

Clean the propeller and the areas with eventual greasy spots separately using a mild car shampoo with a wax.

CATUION!

Do not, under any circumstances attempt to use aggressive cleaning solutions, as you will severely damage the lacquer, which is the only protective layer before the structural laminate.

When using the aircraft in difficult atmospheric conditions (intense sunshine, dusty winds, coastline, acid rains etc.) make sure to clean the outer surface more thoroughly.

If you notice you cannot remove the bug-spots from the leading edges of the aircraft, this means the lacquer is not protected any more, therefore it is necessary to polish these surfaces.

CAUTION!

Do not, under any circumstances attempt to remove such bug-spots with abrasive

sponges and/or rough polishing pastes.

Periodical cleaning of all outer surfaces with car shampoo

Clean as you would clean your car starting at the top and working your way downwards using a soft sponge. Be careful not to use a sponge that was contaminated with particles e.g. mud, fine sand) not to grind the surface. While cleaning, soak the surface and the sponge many, many times. Use a separate sponge to clean the bottom fuselage, as is it usually more greasy than the rest of the airframe.

When pouring water over the airframe, be careful not to direct it over the fuel reservoir caps, wingfuselage joining section, parachute rescue system straps and cover, pitot tube, tail static probe and engine covers. pipistrel.si

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Always rinse the shampooed surfaces again before they become dry! Thereafter, wipe the whole of the aircraft dry using a drying towel, chamois or artificial leather skin.

Also, clean the Mylar seals on the wing and tail control surfaces. Lift the seals gently and insert ONE layer of cloth underneath, then move along the whole span of the seal. Ultimately, you may wish to apply Teflon grease (in spray) over the area where the seal touch the control surfaces.

Polishing by hand

Use only the highest quality polishing compounds WITHOUT abrasive grain, such as Sonax Extreme or similar. Start polishing on a clean, dry and cool surface, never in the sunshine!

Machine polishing requires more skills and has its own particularities, therefore it is recommended to leave it to a professional.

Cleaning the Lexan transparent surfaces

It is most important to use really clean water (no cleaning solutions are necessary) and a really clean drying towel (always use a separate towel ONLY for the glass surfaces). Should the glass surfaces be dusty, remove the dust first by pouring water (not spraying!) and gliding your hand over the surface.

Using the drying towel, simply glide it over the surface, then squeeze it and soak it before touching the glass again. If there are bugs on the windshield, soak them with plenty of water first, so less wiping is necessary. Ultimately, dry the whole surface and apply JT Plexus Spray ($10 USD / €10 EUR per spray) or at least Pronto antistatic (transparent) spray and wipe clean with a separate soft cotton cloth.”

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Servicing the aircraft

Introduction

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Priviliges

Line maintenence /

Inspection periods

Special check-ups

Fibre reinforced plastic repairs

Example of flapperon FRP repair

Example of wing FRP repair

Weight and Balance

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Servicing the aircraft

Introduction

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This chapter determines periodic (line) maintenence and handling of various items. Templates for

Letters of Authorisation are provided at the back of this MM.

Priviliges

There are four levels of proficiencies, indicating which jobs can be carried out with which priviliges. They are marked as prefixes in the table of Line maintenence:

Level “a”:

Owner (do it yourself, automatic authorisation with this MM).

Level “b”:

LSA repairman or A&P mechanic, also owners themselves in presence of an A&P mechanic.

Level “c”:

Licenced A&P mechanic, any level.

Level “d”:

Pipistrel LSA/Pipistrel USA Factory Service Center .

Owners are encouraged to take care of preventative maintenance yourself. This includes: tire and wheel bearings replacements, safety wire replacements, door and safety harness replacement, light bulb replacements, fuel hose replacements, battery servicing and replacement, sparks and spark plugs replacements and air filter replacements.

Rotax training requirements for working on LSAs still apply.

With level “b” and “c”, at least one of the persons carrying out the tasks must have received

Pipistrel LSA/Pipistrel USA Factory training.

Line maintenence / Inspection periods

The table below indicates recommended maintenance periods (see Service manual for detailed information).

Table legend:

C

Check-up - visual only, check for free play and whether everything is in position

CL Cleaning

LO

Lubricating, oiling - lubricate all designated parts and spots using proper lubricant

R

Replacement - replace designated parts regardless of state and condition.

SC

Special check-up - measuring, verifying tolerances and functionality

O Overhaul

WING AND TAIL SURFAaCES

surface and structure condition deflections without free play bearings - moving parts’ bushings lights self-adhesive sealing tape horizontal tail mount drain holes

aC aC aC aC aC aC aCL

daily first 5 hours

50 hours

100 hours

200 hours

500 hours

1.000 hours

10.000 hours

bSC dO bSC bSC bSC aC aC bSC bSC pipistrel.si

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FUSELAGE

surface and structure condition elevator control tube bearing undercarriage struts attaching points doors, hinges rudder control wires and hinges

CABIN

control levers, instr. panel, seats control levers’ free play intstruments and pitot-static glass surfaces: clean, attached rivet condition safety harnesses and attach. points parachute rescue sys. activation handle wing connectors: fuel, electrical bolts and spar pins wing main bushings, control connectors

UNDERCARRIAGE

tires main strut, tail /nose wh. strut condition wheel axis and wheels hyd. brake lines brake fluid brake discs wheel bearings wheel fairings tail wheel attachment bolt

aC aC aC aC aC aC aC aC aC

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daily

aC aC

fist 5 hours

50 hours

100 hours

200 hours

500 hours

1.000 hours

10.000 hours

bSC dO bSC bSC aC aC aC aC aC bSC bSC aLO aC bSC aC aC aC aC aC aC aC aC aC bSC bSC

c check yearly bSC bSC bSC bSC bSC bSC bSC bSC dO dO level “a” replace on condition or every 5 years aC bSC aC bSC cR aC aC bSC bR

(500 hrs or 5 years) bSC (bR on condition) bSC bR aC leveel “a” fasten every 50 landings

CONTROLS

(aLO every 200 hrs or yearly)

general free play control stick rudder pedals (damage, centered, paral.) rudder wire rope

aC aC aC aC aC aC

bolts, visible bearings (tail, fuselage) difficult-to-reach bearings (wings, under cabin floor) aileron, elevator and rudder hinges equal spoiler extension, undisrupted m.

spoiler plate springs stiffness

aC aC

flap handle elevator trim

aC aLO

springs: flaps, rudder, el. trim, stablizer main fastening bolt

aC

spoilers’ (airbrakes’) drive fine adjustment (level b)

bSC aLO aC bSC bSC bSC bSC bSC bSC bSC dR bSC cR cable every 500 hrs aLO aC bR see page 23 for detailed description

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daily first 5 hours

50 hours

100 hours

200 hours

500 hours

1.000 hours

10.000 hours

ENGINE

see enclosed Rotax engine manual for detailed engine maintenance information.

In addition to Rotax manual: two-stroke engines (overhaul every 300 hours) four-stroke engines (overhaul every 1,500 hours) engine cover screws

aC aC aC from engine serial number 4404718 aC

engine mount engine mount dumpers and other rubber parts air filters elect. terminals, joints and connectors, hoses, radiator mount exhaust muffler

aC aC aC aC

exhaust pipe springs and fire protect. aC

throttle, choke, propeller wire drive

aC aC aC aC aC aC bSC bSC bCL bSC bSC bSC bSC level “c “R every 500 hrs or every 5 years bSC bSC cR cR

ENGINE CONTROL

choke and throttle lever wire ropes levers

PROPELLER AND SPINNER

surface condition fastening bolts propeller bushings propeller pitch propeller balance

FUEL SYSTEM

general leakage water inside gascolator dirt and gascolator filter wing fuel tank caps fuel tank caps o-ring fuel valves and leakage

ELECTRICAL WIRING

battery battery fluids instr.panel wires and connectors

NAV, AC and LDG lights fuses

dO aC aC aC bSC bSC cR aC aC aC aC aC aC aC bSC cO bR bR bSC bSC aC bSC aCL aCL aCL cO every 1000 hrs or 5 years bR level “a” R every 500 hrs or 5 years bSC cR aC aC aC aC aC aC aC bSC aC bSC aC aC pipistrel.si

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OIL AND WATER LINES

oil and cooling fluids level four stroke engine oil (and engine filter) first 25 hours + cooling fluid (level) hoses radiators water radiator pressure cap

PITOT-STATIC LINING

instrument to pitot tube lining instrument setting

aC

pitot tube condition (clean, firmly att.) aC

whole pitot-static lining

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daily

aC aC aC aC

first 5 hours

50 hours

100 hours

200 hours

500 hours

1.000 hours

10.000 hours cO every 500 hrs or 5 years

aC aC aC aC refer to engine manual refer to engine manual

R refer to engine manual aC aC aC aC aC aC bSC cO

Spoilers’ (airbrakes’) drive fine adjustment

CAUTION!

Perform this operation only once after first 50 flight hours! Check spoilers thoroughly for unobstructed, smooth and even extention every 200 flight hours!

Schematic of spoilers’ (airbrakes’) drive fine adjustment

(see next page for detailed description)

2

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1

3 4

4

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Perform the adjustment as follows:

1

2

3

Unscrew and remove the inner horizontal bolt of the airbrake’s plate. Do not lose any parts!

Lift the airbrake in order to make room for further operation.

Unscrew and remove the bolt attaching the rod-end bearing to the airbrake’s plate lever.

Do not lose any parts!

4

Rotate the rod-end bearing fine-setting nut 360° so that the rod end moves towards the other end of the airbrake’s box (length of rod increases). Make sure you secure this nut after turning it for 360°!

5

Grease the drive around the rubber sleave inside the airbrake’s box using rubber-nonagressive lubricant spray.

Once you have accomplished this, repeat steps 1-3 in opposite order (3,2,1). Make sure you apply adhesive (e.g. Loctite) on all screws when reattaching!

Perform the procedure at the other airbrake as well. In the end verify airbrakes for equal extension.

WARNING!

Should the airbrakes not retract evenly, apply step action 4 again for the airbrake, which remains higher when retracting.

Vital stages of spoilers’ (airbrakes’) drive fine adjustment in pictures

Spoiler’s (Airbrake’s) plate

1

Horizontal bolt of the AB’s plate

1

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Rod-end bearing

3

4

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Clicking noise overhead

The wings are factory fitted to the fuselage to make a tight fit at approximately 20° Celsius. When exposed to low temperatures, materials shrink. Therefore, flying in the winter or in cold temperatures, you may encounter “click-clack” like noises above your head. The remedy for this unpleasant noises is to add washers, tipically of 0,5 mm thickness in-between wing and fuselage. Washers must be added both at rear and front bushings at one side of the fuselage only!

WARNING!

It is mandatory to consult the manufacturer or authorised service personnel before applying washers!

Adjustment of tail wheel steering clutch stiffness

To adjust the stiffness of tail wheel stearing clutch you need two allen keys (a.k.a. hex-wrench, inbuskey). On top of the wheel fork you will notice a ring with two tubes welded to each side with hexbolts inside. First disconnect the springs at the tubes, then stick an allen key into each of these tubes and tighten or loosen the screw inside. Make sure, thightening or loosing, you apply equal number of screw rotations at both sides. To check if the steering clutch is stiff enough, lift the tail and rotate the fork left and right. At the end, reattach both springs to the tubes again.

(see Service manual for photos)

Bleeding the hydraulic brakes

In case you notice poor braking action even when hydraulic brake levers are depressed fully, it is most definitely necessary to vent the hydraulic lining. To do so, first unscrew the caps of small fluid reservoars (behind rudder pedals on one side of the cockpit) and remove the inner seal cap.

At the side where there are no fluid reservoars grab the whole rudder pedal and deflect it back fully, so that it becomes level with the cockpit’s floor beneath. Now, at the side where there are flud reservoars, jerk brake levers back and forth a couple of times - this will push air bubbles towards the reservoar and out of the lining. When convinced air bubbles are no more, put seal caps back onto the reservoars and screw the caps on as well. Repeat the procedure for the other brake lever.

WARNING!

Should you encounter any difficulties during this procedure or the air bubbles would not vent, please consult the manufacturer or authorised service personnel for further instructions.

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Schematic of hydraulic brakes’ lining

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Poor braking action

In case you notice poor braking action even when hydraulic brake levers are depressed fully, it is not necessary the air bubbles in the hydraulic lining, which is causing the problem.

The main wheel’s main axis’ nut (especially after a wheel and/or axis replacementnut) may be tightened incorrectly so that the brake shims do not make contact with the brake plate. Please consult the manufacturer or authorised service personnel for further information.

Schematic of wheel and wheel brakes

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Connecting Auxilliary power supplies

Should you be unable to start the engine due to a weak battery, auxilliary power supplies can be connected to help starting the engine.

Battery’s & Relay’s location Battery

(black)

& Relay

(top-right)

Top-left nipple

(c. positive (+) wire here)

Exhaust

(connect negative (-) wire here)

To connect an auxilliary power supply use battery connector cables with clamps at either ends.

Connect the negative (-) wire to aircraft’s exhaust (sticking out below the engine cowlings).

The positive (+) wire leads inside the cockpit to the relay mounted top-right of the aircraft’s battery on the firewall. This relay has 3 nipples; the positive (+) wire must be connected to the upper-left nipple, the only one to which 2 cables are connected to.

After you have connected the wires correctly, start the engine normally by pressing the starter button in the cockpit.

WARNING!

The pilot must be in cockpit when starting the engine. The person who will disconnect the cables after the engine has started must be aware of the danger of spinning propeller nearby.

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Servicing the aircraft

Fibre reinforced plastic repairs

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WARNING!

Do not, under any circumstances attempt to repair damages greater than 50 mm

in size (on wing) and/or 20 mm in size on any control circumstances. These require a treatment by a FRP professional!

Definition of minor damage

Only the damage listed below can be considered as minor damage repairable by oneself.

Any damage limited to gelcoat or filler.

Holes in the fuselage underside where the average diameter does not exceed:

Forward fuselage: 50 mm

Rear fuselage: 50 mm

Cracks in fuselage underside max.

Forward fuselage: 50 mm

Rear fuselage: 50 mm

The fuselage glued joint (rear fuselage) should not be damaged.

Holes, cracks and tears, bubbles etc. in the wings, horizontal stabilizer and control surfaces skins where the damage does not exceed (average diameter crack length):

Wings: 50 mm (50 mm)

Horiz.ontal stablizer: 20 mm (20 mm)

Rudder: 20 mm (20 mm)

Flaperon, Elevator: 20 mm (20 mm)

The above parts should not be damaged in the spar area.

Damaged fittings should not be repaired but replaced.

Facilities

To insure proper curing, the room temperature during repair work and at least 12 hours afterwards should be maintained at 21°C (70° F). After that the repaired parts are to be tempered. Therefore you may construct a tempering tent, using plastic film or Styrofoam plates.

Filler

For gluing, the resin-hardener mix should be thickened with chopped cotton fibres FL l f. (add enough so that the resin no longer flows). The surfaces to be glued should be wetted with non-thickened resin & hardener before.

To glue foam pieces into place when repairing sandwich sections and to fill in irregularities and gaps etc. around the repair, Microballoons BJO - 0930 can be used mixed with the resin-hardener.

Application and mixing is the same as for the cotton flocks.

WARNING!

Only materials listed on page 9 should be used. Only damage defined above should be repaired.

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Repair method for FRP

Cut out damaged area, roughen the surrounding area for the overlap required. Repairs should be made such that bonding is wet over dry. Specific details concerning handling and using fibre reinforced plastics can be obtained from various publications ie. “Petite Plane Patch Primer.”

The use of Carbonfibre is the same as for glasfibre, except that the carbonfibres should not be kinked and only the specified resins are used.

WARNING!

All repairs should be tempered for 20 hours at 54°C before the next take off.

Repairs of the FRP shell

Prepare the repair area as specified above. Scarf the shell so that the individual layers of fabric can be seen like plywood layers. Remove the gelcoat for at least 20 mm around the damaged area.

Repairing the outer skin of a sandwich panel

Cut out the damaged area, remove the gelcoat over the overlap area and 10 mm around the damaged area. Fill the damaged foam area with resin thickened with microballoons (microballoons-resin), let harden. Sand down. With a round headed hammer tap the outer skin around the hole so that the foam is somewhat compressed, therefore heat this area to ca. 60°C (140°F). Apply the new cloth.

Repair of outer and inner skin of a sandwich panel

Additionally remove as much foam as is needed so that the entire damage to the inner skin can be seen plus enough undamaged inner skin as is required for overlapping. If the inner skin still holds together, sand properly and lay up the new cloth over it. Insert a suitable cut piece of foam, 1-2 mm thinner than the original, glued in with microballoons-resin. Should the inner skin be so damaged that the above process cannot be use the inner skin fabric should be applied to the foam first and left to harden before inserting into the repair area. Microballoons-resin should once again be used.

For lay up of the fabric to the foam, a layer of microballoons-resin should be applied first to eliminate the formation of airbubbles. Apply outer layers

Special hints for processing aramidfibres

The difficulties processing aramidfibre starts already when cutting the fabric. Only with very sharp tools (toothed scissors) cutting the material is possible. Sanding the fibres is not possible without formation of fluff or fuzz. Only wet sanding is feasible. After sanding, the area must be dried with a fan heater.

Aramidfibre has the tendency to take up humidity. Therefore dry storage and drying the fibres prior to processing is necessary. Aramid must be protected against UV-rays before and after processing.

An aramid repaired area must be protected by a paint with UV-protection. Thin aramidlayers can’t be scarfed. Only overlapping is possible.

Repair of the carbonfibre - aramidfibre – hybrid fuselage shell

With this construction the repair method see mentioned above is not applicable. Contact the manufacturer.

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Repairing small dents in a sandwich panel skin

(no cracks in the gelcoat)

Small dents can usually be removed by heating up to 60° to 70° C (140° -158°F). Use a hot air blower to heat the area of the dent. The crushed foam will then spring back to its original form, so that the dent will hardly be seen. Final sanding with wet sandpaper grade 600 should finish the job. In more severe cases, one coat of gelcoat will remove all trace of the dent.

Outer skin finish

Repairs should be such that the area is exactly level or only slightly higher than the surrounding skin surfaces. Sand the hardened repair surface with dry grade 80 sandpaper. Fill with Polyesterfiller, let dry and sand with dry sandpaper. When the surface is smooth, sand the repair area and at least 5 cm

(2 in.) of the surrounding gelcoat with wet sandpaper grade 400. Spray the repair area with 5 coats of gelcoat.

After the gelcoat has hardened, sand with grade 400, 600 and 800 wet sandpaper until the surface is smooth. Polish with a power buffer (electric drill or similar with cloth polishing wheel). Apply a block of wax onto the rotating polishing wheel and then polish the repaired area. Do not polish in only one direction, and do not polish one spot for too long to prevent material overheating.

WARNING!

After repairing control surfaces, the mass balance weights MUST be checked again with the values given in the maintenance manual. Should the maximum values be exceeded, then the parts have to be replaced.

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Example of flapperon FRP repair

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WARNING!

Do not, under any circumstances attempt to repair damages greater than 50 mm

in size (on wing) and/or 20 mm in size on any control circumstances. These require a treatment by a FRP professional!

Phase I

Carefully cut and remove the damaged foam (Herex 3 mm) in width of at least 20 mm around the damaged area.

Clean the area, paying special attention that the inner fabric is immaculate.This is of vital importance. After you have cleaned and rinsed everything, laminate the

20 mm area according to the laminate-plan shown on the drawing below.

Laminate plan for flapperon

WARNING!

if the damage area is located on the flap hinge (the fabric used there is carbon fibre - black colour) you must laminate using one ply of GG160 fabric, oriented diagonally to the flight direction. Also, you must apply Peel Ply on top of GG160.

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Phase II

Remove the Peel Ply and adapt a new piece of foam (Herex 3 mm) as accurately as you possibly can and glue it with microballoons.

WARNING!

Do not apply too much pressure anywhere!

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Phase III

Grind the foam if its level is too high. Also grind the external laminate around the cut-out for about

25 mm in a conical-shape (see next drawing). When done, laminate as follows:

- Place one (1) piece of GG160 diagonaly and

- One (1) piece of 90070 perpendicular to the flight direction.

Phase IV

Grind only the outer edge of the new fabric. When done, the new surface is ready to be painted.

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Drawing of skin final repair

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Example of wing FRP repair

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WARNING!

Do not, under any circumstances attempt to repair damages greater than 50 mm

in size (on wing) and/or 20 mm in size on any control circumstances. These require a treatment by a FRP professional!

Phase I

Preparing the surface. Carefully clean the damaged foam and check if there is also a damage on the inner fabric.

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If the inner fabric in not damaged fill the hole with microballoons as you can see on the drawing below. In case the hole is through the inner fabric as well, you have to repair the inner fabric, too.

The new patch must be at least 20mm bigger than the damaged area. You also have to replace (glue) the missing foam with a new one.

Gap filling drawing

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Phase II

Laminating. Grind the outher fabric in a shape of a cone at least 25mm around the damaged area

(see drawing below) and laminate only the grinded surface with fabrics as follows:

- Two (2) pieces of 92110 and

- One (1) piece of 90070

When laminating be careful about the orientation of the fibres. The fibres of 92110 must be put diagonally to the flight direction, the fibres of 90070 must be put perpendicular to this direction. The directions are also shown in the drawing below.

Phase III

Grinding. You can grind only the surface (ring) around the damaged area. This surface is shawn in previous drawing. When done the surface is ready for painting.

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Weight and balance

Weight and Balance

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This chapter provides information on aircraft’s weight and balance, which is essential for safe flying activity.

Weighing procedure

Make sure all listed aircraft parts and appliances are installed and in position.

Remove all other objects (e.g. tools, mops, tie downs and other items ...).

Empty fuel tanks except for the unusable fuel, inflate tires to recommended operating pressures.

Fill up engine oil to the top marking.

Retract flaps and airbrakes (optional), leave control surfaces centred.

Level the aircraft inside a closed space - use the provided airfoil template at lower side of the wing close to the wing root and make sure its straight edge is level (horizontal).

Once leveled, read the scale readings and subtract eventual tare weight.

Now record all readings and fill out the bottom table.

CG lever arm formula for Tail-wheel aircraft (Sinus TW, Virus TW, any model):

Lever arm of CG (X) = ((G

2

/ G) x b) + a

CG lever arm formula for Nose-wheel aircraft (Sinus NW, Virus NW, any model):

Lever arm of CG (X) = ((G

1

/ G) x c) - a

Weighing form (TAILWHEEL)

Scale reading Weighing point and symbol right main wheel (G

D

) left main wheel (G

L

) tail wheel (G

2

) total (G = G

D

+ G

L

+G

2

)

Tare Nett

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Weighing form (NOSEWHEEL)

Scale reading Weighing point and symbol right main wheel (G

D

) left main wheel (G

L

) nose wheel (G

2

) total (G = G

D

+ G

L

+G

2

)

Tare

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37

Nett

Determination of CG

Weight (kg)

Weight’s lever arm (cm)

Torque (kgcm)

Basic cfg. emtpy weight

Remarks

CAUTION!

Each newly installed part or appliance must be registered in the upper table. Also, new total weight and lever arm of CG values must be entered and position of CG re-determined.

Furthermore, the moment must be recalculated. This is rather easy to do. First multiply the new part’s weight by it’s lever arm measured from the reference point (wing’s leading edge). Then sum up all momentums and divide the sum by the new total weight.

WARNING!

Regard to the POH for the specific aeroplane for allowable C.G. limitations!

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Sample c.g. calculation

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Guidelines

Gtotal is the total mass of empty aircraft. All calculations can be performed with aircraft empty weight and empty weight centre of gravity (c.g.), as the pilots sits directly below the centre of gravity and do not cause the c.g. to be shifted. The amount of fuel quantity also has no impact on the c.g..

WARNING!

Both pilots’ weight and weight of fuel do not influence c.g. or their influence is insignificant. However, baggage can influence the c.g. severely and may cause the aircraft to become uncontrollable!

Basic CG formulas and calculation

The below instructions are valid for Virus Tail Wheel and Nose Wheel editions. Read thoroughly. Note also that the basic c.g. at 287 mm will be used purely as an example.

First, weigh the aircraft according to the procedure described in this chapter and write down values of G1 (sum of scale readings at main wheels) and G2 (scale reading at tail/front wheel). Then calculate the position of c.g. in milimeters (mm) from the datum (wing’s leading edge at wing root).

For Tail wheel edition of Virus use the following formula:

CG mm

=

G

2

G tail total

·

b

2

tail

·

4300

mm

G total

+

110

mm

= where:

G2tail is the scale reading at the tail wheel,

Gtotal is the sum of G1 and G2tail (G1+G2tail), a.k.a. aircraft empty weight

a is the distance from main wheel axis to wing’s leading edge,

b is the distance between main and tail wheel axis.

287

mm

For Nose wheel edition of Virus use the following formula:

CG mm

=

G

1

back

G total

·

c

-

a G

1

back

·

G

1525

total mm

-

1020

mm

=

287 where:

G2back is the sum of scale readings at both main (back) wheels,

Gtotal is the sum of G1 and G2back (G1+G2back), a.k.a. aircraft empty weight

a is the distance from nose wheel axis to wing’s leading edge,

b is the distance from main wheel axis to wing’s leading edge,

c = (a+b) is the sum of both distances above.

mm

Second, determine the c.g. position in percentage (%) of Mean Aerodynamic Chord (MAC) with following the formula:

CG

%

MAC

=

CG mm

-

MAC

R

·

mm

908

-

29

mm mm

· = where:

CGmm is the position of CG in milimeters (mm),

R is the difference between wing’s leading edge and MAC’s leading edge (29 mm),

MAC is the Mean Aerodynamic Chord (908 mm, for Sinus it is 869 mm).

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Schematics

Control levers

Wings

Tail surfaces

Undercarriage

Brakes

Fuel system

Engine cooling system

Engine lubrication system

Throttle and choke drive

Electrical system

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Repairs

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Schematics

59

Elevator vertical pushrod replacement

Autofeathering Propeller Assembly

Autofeathering Propeller Drive Replacement

Autofeathering Prop. Bearing Replacement

Fixed Pitch Propeller

Airbrake Control’s Drive Reinforcement (1)

Airbrake Control’s Drive Reinforcement (2)

Flaperon Hinge Replacement

Flaperon Lateral Drive Assembly

Flaperon Mass Balance Weights Installation

Wheel Brake (cockpit side) Assembly

Hydraulic Fluid Lines Assemby (wheel side)

Airbrake Handle Assembly

Airbrake Guidance Installation

Bleeting the Hydraulic Brake Lines

Wheel Brake Repair

Nose Wheel Strut Assembly

Wing Control’s Drive Brace(part 2)

Hydraulic Fluid Lines Assembly (wheel side)

Nose Wheel Strut Assembly

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Letter of Authorisation

Aircraft

Model:

Serial number:

Service person

Name, Surname:

Callsign:

Airframe hrs./engine hrs.:

Lic. No. (if applicable):

Requesting authorisation for:

Regular maintenence:

100 hr inspection (partially or entirely)

500 hr inspection (partially or entirely)

Other:

200 hr inspection (partially or entirely)

10,000 hr inspection (partially or entirely)

Modification (provide description):

Repair/Replacement (provide description):

return this form to: __________________________________________(email, fax, postal address) send out the form to [email protected] or fax to: +1 XXX YYY ZZZZ

To be filled out by Pipistrel USA / Pipistrel LSA s.r.l.

Applicant has received

Pipistrel USA / Pipistrel LSA

Factory Training (YES/NO)

Authorisation granted by: Signature:

_____________________

Copyright 2010, Pipistrel LSA s.r.l., Via Aquileia 75, 34170 Gorizia, Italy, EU pipistrel.si

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Pipistrel LSA s.r.l.

Via Aquileia 75

34170 Gorizia

Italy, EU [email protected]

www.pipistrel-usa.com

www.pipistrel.eu