Aerospool WT9 Dynamic LSA Ciub S Flight Manual

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AE4ObL

SPOL S RO.

LflvIITED COMPANY

AEROSPOOL PRIEVIDZA

Airfield Prievidza

971 03 PRIEVIDZA

Slovak Republic

Fax: +42 46 51 83 250

Tel.: +421 4651 $3 200 aerosø[email protected]

wwwaerospool.sk

FLIGUT MANUAL

FOR THE LIGHT SPORT AIRPLANE

WT9

Dynamic

LSA Ciub $

MTOW 550kg

Type:

Model:

Seiial No:

Registiation: flate of Issue:

WT9 Dynamic LSA

Ciub S

361/2010 LSA

L k)

—

01. 12. 2009

Signature:

Authority:

Stamp:

OrinaI date ofapproval:

This airplane is to be operated in compliance with information and limitations contained herein.

)

I WT-9 Dynamic Ciub S

0.1.

RECORD OF REVISION

FLIGHT MANUAL I Section 0 Page 0-1

Rev.

No.

Any revisjon of the present manuat, except actual weight data, must be recorded in the foltowing tabte and in case of approved Sections endorsed by the responsible airworthiness authority.

The new or amended text in the revised pages will be indicated by a black verticat line in the right hand margin, and the Revision No. and the date wiIl be shown on the bottom left side ofthe page.

Affected

Section

0 i

4 12

Affected

Pages

2, 3

2-1,2, 3-3

3-2

7 2,7,8,9,10

2, 4, 5, 7 2-5,7,9,

4-1-3, 4-12,

5-4,

7-2, 7-11,12

7 7-12

1-4

7-5

1,2

5, 6

1, 2

1, 3, 6

1, 2

1,2

2 flate

08.12.03

22.09.04

01.10.06

15.01.07

17.08.10

21.02.07

28.11.07

01.12.08

05.10.09

30.05.11

12.09.11

5, 7

12, 13

12.09.11

2, 3, 4, 5 12.09.11

Approval

ZBWT9

10A12008

ZBWT9

I OA)2008

ZBWT9

IA/2009

ZBWT9

I 1A12009

ZBWT9

I 1A12009

ZBWT9

1 2A1201 0

ZBWT9

I 2A12010

ZBWT9

14A12011

ZBWT9

14M2011

ZBWT9

14A/2011

ZBWT9

14M2011

ZBW1’9

14A1201I flate

V flate inserted

08.12.03

22.09.04

01.10.06

15.01.07

17.08.10

21.02.07

28.11.07

01.12.08

05.02.2010

12.08.2011

c t

C) g

Signature

Date: 12.09.2011, Rev.: 10

I WT-9 Dynamic Ciub S FLIGHT MANUAL

0.2 LIST OF EFFECTIVE PAGES

Section

Page

0-1

0-2

0-3

0-4

Date

12.09.2011

01.12.2001

Section

1-1

1-2

1-3

1-4

01.12.2001

12.09.2011

01.12.2001

21.02.2007

,,Appr” 2-1 05.10.2009

,,Appr” 2-2 08.12.2003

,,Appr” 2-3 05.10.2009

,,Appr” 2-4 01.12.2001

,,Appr” 2-5 12.09.2011

,,Appr” 2-6 05.10.2009

,,Appr” 2-7 12.09.2011

,,Appr” 2-8 01.12.2001

,,Appr” 3-1 01.12.2001

,,Appr” 3-2 22.09.2004

,,Appr” 3-3 08.12.2003

,,Appr” 3-4 01.12.2001

,,Appr” 3-5 01.12.2008

,,Appr” 3-6 01.12.2008

,,Appr” 4-1 15.01.2007

,,Appr” 4-2 15.01.2007

,,Appr” 4-3 15.01.2007

,,Appr” 4-4 01.12.2001

,,Appr” 4-5 01.12.2001

,,Appr” 4-6 01.12.2001

,,Appr” 4-7 01.12.2001

,,Appr” 4-8 01.12.2001

,,Appr” 4-9 01.12.2001

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,,Appr” 4-11 01.12.2001

,,Appr” 4-12 12.09.2011

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Section 0 Page 0-I]

8-1

8-2

8-3

8-4

8-5

8-6

7-1

7-2

7-3

7-4

7-5

7-6

7-7

7-8

7-9

7-10

7-11

7-12

Page Date

,,Appr” 5-1 01.12.2001

,,Appr” 5-2 12.09.2011

,,Appr” 5-3 12.09.2011

,,Appr” 5-4 12.09.2011

,,Appr” 5-5 12.09.2011

6-1

6-2

01.12.2001

6-3 01.12.2001

,,Appr” 6-4 01.12.2001

01.12.2001

15.01.2007

01.12.2001

28.11.2007

01.12.2001

01.10.2006

15.01.2007

01.12.2001

30.05.2011

01.12.2001

9-1

9-2

01.12.2001

flate: 12.09.2011, Rev.: 10 I

WT9 Dynamie LSA Ciub S FLIGHT MANUAL I Section 0

0.3

TABLE OF CONTENTS

GENERAL

LIM ITATIONS

EMERGENCY PROCEDURES

NORMAL PROCEDURES

PERFORMANCE

WEIGHT AND BALANCE I EQUIPMENT LIST

AIRCRAFT AND SYSTEMS DESCRIPTION

AIRCRAFT HANDLING, SERVICING

AND MAINTENANCE

SUPPLEMENTS

Section

Page 0-4

Date: 01.12.09, Rev.:0

WT9 Dynamic LSA Ciub S J FLIGHT MANUAL Section 1

SECTION i

GENERAL

Page 1-1

1.1 Introduction

1.2 Certification basis

Page

1-1

1.3 Warnings, cautïons and notes

1.4 Desciiptive data

1-1

1-2

1.5 Air plane views 1-3

1.1

Introduction

The airplane Flight Manual has been prepared to provide pilots and instructors with information for the safe and efficient operation ofthis airplane.

This manual contains supplementaiy data supplied by the airplane manufacturer.

1.2

Certification basis

F-2245 Standard Specification for Design and Performance of a Light Sport Airplane.

1.3

Warnings, cautions and notes

The following definitions apply to wamings, cautions and notes used in the flight manual.

WARNING

Means that the non-observation ofthe corresponding procedure leads to an immediate or important degradation ofthe fliglit safety.

CAUTION

Means that the non-observation ofthe corresponding procedure leads to a minor or to a more or less long term degradation ofthe flight safety.

Draws the attention to

NOTE any special item, not directly related to safety but which is important or unusual.

Date: 01.12.09, Rev.: 0 I

WI-9 Dynamic Ciub S FLIGHT MANUAL Section 1 Page 1-2 I

1.4

Descriptive data

1.4.1 Airplane description

WT-9 Dynamic Ciub S is Iow-wing monoplane with fixed landing gear. The airftame consists ofa sandwich shells from advanced composite material. There are two places in the cockpit, side by side type. This aircraft is intended for sporting, recreation and tourist flying in accordance with VFR.

WT-9 Dynamic Ciub S has been approved by the DaeC in the Category of

Airworthiness Normal

As the power plant this aircraft uses the 4 cylimder, 4 stroke ROTAX engines, 912 S2.

Propelers: This plane is fated with 3 bladed in-flight electricaly adjustable propeller and the following type and model is approved: Woodcomp $R 2000 D.

1.4.2 Technical data

Wing span

Wingarea

Wing aspect ratio

Length

Height

Aerodynamic mean chord (MAC )

Control surfaces

Aileron span

Alleron area

Flap span flap area

Horizontal tail span

Horizontal tail area

Vertical tall span

Vertical tall area

9,00 m

10,3m2

7,82

6,4 m

2,0 m

1,185 m

1,25 m

0,273 m2

2,2$ m

0,75 m2

2,40 m

1,6$ m2

1,022 m

1,02 m2

Landing gear

Wheel spacing

Wheel base

Main wheel diameter

Nose wheel diameter

Weights

Empty weight

Maximurn take-off weight

Useful bad fuel tanks capacity

1,49 m

2,27 m

0,35 m

0,32 m kg

472,5 kg kg litres

The ROTAX 912 S2( 73 kW) has a maximum rpm limitation on take off of 5800

1/min. The Woodcomp SR 2000 D. Propeller diameter is 1,7 m.

Date: 12.09.2011, Rev.: 10 tD

______

WT9 Dynamic LSA Ciub $

FLIGHT MANUAL I Section 2 Page 2-1

SECTION 2

LIMITATIONS

2.1

Introduction

2.2

Airspeed

2.3

Airspeed indicator markings

2.4

Power plant

2.5

Power plant instrument markings

2.6

Miscellaneous instrument markings

2.7

Weight

2.8

Centre ofgravity

2.9

Approved manoeuvres

2.10 Manoeuviing bad factors

2.11

Flight crew

2.12

Kinds ofoperation

2.13

fuel, oil

2.14 Maximum passenger seating

2.15

Other limitations

2.16

Limitations placards

2-2

2-3

2-4

2-5

2-6

2-7

Page

2-1

2-2

2.1

Introducfion

Section 2 includes operating limitations, instrument markings, and basic placards necessaiy for safe operation of the airplane, its engine, standard systems by the aviation authority.

and equipment. Ihe limitations included in this section and in Section

9 have beeri approved

2.2

Airspeed

Airspeed limitations and their operational significance are shown below:

Speed lAS

Remarks

VNE

VNO

Never Exceed speed

Normal Operating Limit speed

Rough Air speed kmlh MPH knots

280 174 150

250 156 135

230 143 124

Do not exceed this speed in any operation

Do not exceed this speed except in smooth air, and then only with caution

Do not exceed this speed except in smooth air. Air movements in lee-wave rotors, thunderclouds, visible whwlwind, or over mountain crests are to be understood as rough air

Date: 01.12.09, Rev.: 0 ,,Appr”

I WT9 Dynamic LSA Ciub S FLIGHT MANUAL I Section 2 Page 2-2 i

VFE

Speed

Manoeuvring speed

Maximum flap Extended speed km!h

lAS

MPH

165 103 knots

140 88 75

Remarks

Do not make full or abrupt control movernent above this speed, because under certam conditions the aircraft may be ovcrstressed by full control movement

Do not exceed these speeds with the given flap setting.

2.3

Air speed indicator markings

Airspeed indicator markings and their colour-code significance are shown betow:

Mai king

White arc

Gieen aic

YelIow arc

Yellow triangle

Yellow line

Red line lAS value or range km/h MPH knots

Significance

—

140 40

‘

Positive Flap Operating Range.

( Lower limit is maximum weight 1.1

Vso in landing configuration. Upper limit is maximum speed permissible with flaps extended positive.)

—

Normal Operating Range.

( Lower limit is

230 43

143 37

124 maximum weight 1.1

VSI at most forward c.g.

with flaps

Upper limit is

VRA.

230

—

280 143

174 124

150 Manoeuvres must be conducted with caution and only in smooth air.

100 62 53 Minimum Approach speed

165 103 88

Manoevring speed

280 174 150 Maximum speed for all operations.

2.4

Powerplant

Engine Manufacturer: ROTAX-Bombardier, Gunskirchen, Austria

Engine Models: ROTAX 912 ULS

Maximum Power

Take-off:

Continuous:

73,5 kW/100F]P

69kW/93,$FW

Maxirnum Engine Speed

—

Take-off:

Continuo us:

Maximum Cylinder Head Temperature:

5800 1/min

5500 1/min

1350 C

( 5 min)

Maximum Oil Temperature:

Oil Pressure:

130 0 C

Minimum: 0,8 bar (12 psi) fuel Pressure:

Maximum: 7 bar (102 psi)

Minimum: 0,15 bar ( 2.2 psi)

Maximum: 0,4 bar (5.8 psi)

Fuel Grade:

Date: 01.12.09, Rev.: 0 the foIlowing fuels can be used: min. RON 95

,,Appr” I

0 ww

I WT9 Dynamic LSA Ciub S

FLIGHT MANUAL Section 2 Page 2-3 I

EN 22$ Super (Unleaded Automotive Gasohne RON 95)

EN 22$ Super plus (Unleaded Automotive Gasoline RON 9$)

AVGAS 100 LL (Due to the higher lead content in AVGAS, the wear ofthe valve seats, the deposits in combustion chamber and lead sediments in the lubrication system will increase. Therefore, use AVGAS only ifyou encounter problems with vapour lock or ifthe other fuel types are not avai lable)

Fuel E10 (unleaded gasolme blended with 10% ethanol

Oil Grade:

Oil capacity:

Minimum:

Oil consumption:

engine oil ofa registered brand with gear additives. Use only oil with AP1 ciassification ,,SF” or ,,SG”

high performance 4-stroke motor cycle oils are recommended

If using aircrafi engine oil, then only blended one.

3,0 litre

2,0 litre max. 0,1 l!h

WARNING

Never use AVGAS, LB 95 with fully synthetic engine oils.

Propeller Manufacturer:

Propeller Model:

Propeller Diameter:

Propeller Blade Angle

DUC- Helices, Lentilly, France

DUC Swirl, 3 blade on ground adjustable propeller

1,7 m

24°

Additional data can be found in Section 7, Subpart 7.9, in the Operator Manual for engine ROTAX 912 ULS and in the User Guide for propeller DUC Swirl.

2.5

Powerplant instrument markings

According to customer requirement round one—purpose needle instruments are fitted in the instrument panel.

Date: 05.02.2010, Rev.: i I

,,Appr”

WT9 Dynamic LSA Ciub S FLIGHT MANUAL Section 2

Powerplant instrument markings and their colour code significance are shown below:

Page 2-4

Instrument

(indication within

EMS D-1000)

Tachometer

Oil temperature indicator

Cylinder-head temperature indicator

Fuel-pressure indicator

Oil-pressure indicator

Unit rpm

°C bai’ bai•

Red Line Green

Arc

Minimum Normal

Limit Operating i 400 i $00

—5 500

YeJlow

Arc

Caution

Range

5500—5800

—

110

90—110

—

110—135

Red Line

Madmum

Limit

5 800

130

135

0,15

0,8 2— 5 0,8

0,4

5—7

Fuel indicator htre

2.6

Miscellaneous instrument markings

According to option of the customer miscellaneous instrument can be mounted. The following miscellaneous instrument markings and their colour code significance are shown below:

Instrument Unit in ilg

Red Line Green Arc

Minimum Normal

Limit Operating

11,8

11,8-28

YeIlow

Ait

Caution

Range

28-29,5

Red Line

Maximum

Limit

29,5

Boost-pressure gauge

(EMS D-1000)

Ehau temperature

(EMS D-1000)

Fuel flow meter

(EMSD-1000)

°c

LPH

250

300-800 upto 25

250-300

800-880

880

Fuet reserve indicator litre Red light annunciator will be illunilitated witli the remaining fuel of 7 litre in each fuel tank

Date: 01.12.09, Rev.: 0 ,,Appr”

I WT-9 Dynamic Ciub S FLIGHT MANUAL

2.7

Weight

Empty weight

Maximum take-offweight

Maximum land ing weight

Useful bad

Maximurn fuel weight

Maximum weight in Baggage Compartment

I Section 2 kg

472,5 kg

472,5 kg kg kg

10 kg

Page 2-5

WARNING

Maintain maximum take off weight 472,5 kg

Depending on different countries rules

2.8

Centre of gravity

Position ofC.G.:

Empty airplane 12 ± 2% MAC

Position ofC.G. in flight 20

30% MAC

Rear centre of gravity limit is valid for en-route weight at maximum crew weight.

forward centre ofgravity limit is valid for minimum pilot weight 70 kg and minimum capacity ofthe fuel tanks. Example to check the centre ofgravity position is in Sect. 6.

2.9

Approved manoeuvres

—

WT-9 Dynamic Ciub S is certified in the Normal Category. The folbowing manoeuvres are permited:

Steep tums with the angle of bank up to

Lazy eighths

600

appropriate entry speed is 140 kmlh.

appropriate entry speed is 140 km/h.

Combat turns

appropriate entry speed is 200 kmlh.

WARNING

Aerobatic manoeuvres and intentional spins are prohibited!

Date: 12.09.2011, Rev.: 10 ,Appr” I

WT9 Dynamie LSA Ciub S FLIGHT MANUAL Section 2

2.10 Manoeuviing bad factois

Page 2-6

Manoeuvre speed

VAManoeuvring speed

VNE Never exceed speed

—

Manoeuvring speed

VNE_

Never exceed speed

VFE— Maximum Flap Extended speed

Speed km/h

MPH knots

165 103

280 174 iso

Load factors

+ 4

103 $8

-2

165

280

174 150

-2

140 $8

2.11

Flightcrew

Ihe minimum flight crew with which the airplane is allowed to fly is one pibot sitting in the left pilot seat. The passenger or another pilot may occupy the right seat in the cockpit.

2.12 Kinds ofoperation

The aircraft WT9 Dynamic LSA Ciub S is approved to perform flights in accordance with VFR day only. Aerobatic manoeuvres and intentional spins are prohibited!

WARNING

JFR flights and flights in icing conditions are prohibited.

for flight operations the following minimum equipment must be installed:

Magnetic compass

Sensitive barometric altimeter

Airspeed indicator

Pibot’s Safety beits

2.13

Fuel

The following fuels and oils

can be used for ihe aircrafi WT9 Dynamic LSA Ciub S

see chapter 2.4 Powerplant and the Operator’s Manual for engine ROTAX 912 ULS.

Date: 01.12.09, Rev.: 0

Aiwr”

_______________________________

WT-9 Dynamic CIub S FLIGHT MANUAL Section 2

Lefttank(1)

Page 2-7 I

Righttank(l)

The total quantity of fuel in the tank

Unusable fuel in the tank

The total usable quantity of fuel in the tank

2.14 Maximum passenger seating

The maximum number ofpassenger aboard is one passenger sitting in the right seat in the cockpit.

2.15 Other limitations

The maximum demonstrated crosswind vetocity for take-offand tanding is 12,4 m/s

(24 knots).

NO SMOKING on board the ultralight aircraft.

Maximum towing cable bad is 3.000 N. If the strength oftow cable is more than 3000

N a weak link must by used.

Maximum weight oftowed glider is 750 kg.

Maximum weight oftotving aircraft by I pilot occupation is 440 kg.

2.16 Limitations placards

Airspeed lAS

Never Exceed speed

Normal Operating Limit speed

Rough Air speed

Manoeuvring speed

Maximum Flap Extended speed

VNE

VNO

VRA

VFE km/h MPH knots

280 174 150

250

230

165

156

143

103

135

124

140 88 75

Aerobatics, intentional spins and stalis are prohibited!

IFR flights and flights in icing conditions are prohibited!

Date: 12.09.2011, Rev.: 10 ,,Appr” I

[ WT9 Dynamic LSA Ciub

S FLIGHT MANUAL Section 2

Baggage weight (kg)

Maximurn allowed filling of the fueJ tanks in litres

160 170 180

Crew weight (kg)

190 200 210 220 230 full 99 85 71 57 43 29 15 full 92 78 64 50 36 22 8

99 85 71 57 43 29 15 i

240

Page 2-8 I

Maximum Baggage weight 10 kg

-c

Date: 01.12.09, Rev.: 0 j ,,Appr”

I WT9 Dynamic LSA Ciub S I FLIGHT MANUAL I Section 3

SECTION 3

EMERGENCY PROCEDURES

3.1 Inttoduction

3.2 Engine failure

3.3 Air start

3.4 Smoke and fire

3.5 Glide

3.6 Landing emergency

3.7 Recovery from unintentional spin

3.8 Other emergencies

Page

3-1

3-2

3-3

3-4

3-5

Page 3-1

3.1

Introduction

Seetion 3 provides checklist and amplified procedures for coping with emergencies that may occur. Emergencies caused by airplane or engine malfunction are extremely rare if proper preflight inspections and maintenance are practised.

However, should an emergency anse, the basic guidelines descnibed in this section should be considered and applied as necessary to correct the problem.

3.2

Engine fallure

3.2.1

Engine failure at take-off tun

1. Throffte lever

2. Ignition

3. Brakes

set to idle position both circuits switched off apply till stop

3.2.2

Engine failure at take-offup to height 50 m

Airspeed

Field selection

Ignition

Fuel selector

modify to 120 kmj’h land straight ahead no more than 150 left or right into

wind ifpossible. Ground loop ifrequired.

both circuits switched off ciose

3.2.3

Engine failure at take-off above height 50 m

Airspeed

Field selection

Ignition

fuel selector

Flaps

modify to 120 km/h

select in the direction ofthe ftee area without obstacles, ifpossible into wind

both circuits switched off ciose extend as required

Date: 0 1.12.09, Rev.: 0 ,,Appr” I

I WT9 Dynamic LSA Ciub S I

FLIGHT MANUAL Section 3 Page 3-2 I

3.2.4

Engine fallure in flight

Airspeed

modify to 120 km!h

Field selection

according to height available

Air start in accordance with item 3.3

In case of an unsuccessful air start, perform emergency landing in accordance with item3.6.1.

3.2.5

Performance loss and irtegular running of the engine during flight

This situation may occur with carburettor icing.

Apply carburettor pre-heating as required to restore normal power, smooth running.

Or it can happen because of empty fuel tank, the indicator is the fuel pressure loss select the non empty fuel tank. If everthihg fails perform an emergency landing.

—

3.3

Air start

Airspeed -modify to 120 km!h

Altitude flight field se!ection

Fuel selector

check select according to height available open

Choke

Throttle lever

ifthe engine is already in operating temperature, start the engine without choke at cold engine set to idle position

Ignition

at warm engine slightly open both circuits switched on

Starter button

actuate

As soon as engine runs, adjust throttle to achieve smooth running at 2500 r.p.m for approximately half a minute before increasing power as required.

WARNING

The rate ofdescent approx. 2.5 m!s causes measurable loss of altitude during the air start. If the air start is unsuccessful up to height 150 m above ground leve!, perform emergency landing accordingto item3.6.1.

3.4

Smoke and fire

3.4.1

Engine fire on the ground

Fuel selector

Throttle lever

Ignition

Crew

Extinguish fire

3.4.2

Engine fire in flight

Fuel selector

Throttle lever

Ignition

ciose

full open both circuits switched off after consumption of

the fuel leave the cockpit immediately with best availab!e means ciose

full open both circuits switched off afier consumption of the fuel

Date: 01.12.09, Rev.: 0 ,,Appr”

(

WT9 Dynamic LSA Ciub

FLIGHT MANUAL Section 3

Try to extinguish the fire with side slip

Perform emergency landing in accordance with item 3.6.1.

Page 3-3

CAUTION

After extinguishing the fire do not start engine again!

3.4.3

Fire in cockpit

Fire source

Ignition

Master switch

Crew

Try to extinguish

locate

both circuits switched off

off

leave the cockpit on the ground, perform emergency landing accordance with item 3.6.1.

with best available means

3.5

Glide

Glide path wiIl determine the field selection for emergency landing. The optimum gliding performance is with retracted wing flaps and with stopped propeller.

In case ofengine failure it is necessary to maintain the following optimum speeds for given configuration.

Optimum airspeed lAS descent

Maximum gJiding range kmlh MPH knots

115 72 62

Rate of descent 2,2 m/s 440 ft/min

3.6

Landing emergency

3.6.1

Emeigency landing

Airspeed

Field selection

Seat beits and harness

Flaps

fuel selector

Ignition

Master switch

-modifyto 115 kmfh

select in the direction ofthe free area without obstacles, ifpossible into wind

fasten

extend as required

ciose

both circuits switched off off

Date: 01.12.09, Rev.: 0

CAUTION

The loss ofheight for 360 ° tum is approx.. 180 m.

I ,,Appi•”

I WT9 Dynamic LSA Ciub S I

FLIGHT MANUAL Section 3 Page 3-4

3.6.2.

Precautionaiy landing

In the event of the airplane failure, disorientation, shortage of fuel, dangerous deterioration of the meteorological conditions (visibility, thunderstorm) and approaching sunset, a precautionary landing should be conducted.

Select a suitable landing field, ifpossible into the wind.

Fly over selected field with wing flaps 15° and 120 km/h airspeed at a height 50 m AGL, noting the preferred area for touchdown for the next landing approach to inspect the terrain for obstructions and surface conditions.

3. Make landing circuit at a height 150 m AGL or at a safe altitude in accordance with the ceiling with flaps 15° and 120 kmj’h airspeed. Extend “down wind” position and make approach with sufficient power.

4. Don’t lose sight ofthe selected field in Iow visibility.

5. Landing approach with flaps for landing and sufficient power.

6. Arrange approach so that the desired touch down spot will be immediately after passing the edge ofthe selected landing field.

7. After touch down apply heavy breaking till stopped. ground loop ifnecessary.

When the airplane comes to a stop, shut down the engine, master switch off, Main fuel selectors ciose, secure the airplane and seek assistance.

3.6.3

Landing with a flat tyre

Lariding approacli

Touch down

Direction after landing

with flaps 35

° and 110 kmfh airspeed with the bank angle on the unfiat tyre at minimum touch down speed, maintain ground roll direction.

3.7

Recovery from unintentional spin

For recovery from an unintentional spin the following procedure should be used:

Throttle lever

set to idle position

Control stick

set neutral position, without deflection ofthe ailerons

Rudder control

apply full rudder opposite to the direction of rotation

Control stick

move forward ofneutral in a brisk motion untit rotation stops.

Rudder control

Control stick

immediatety as rotation stops, neutralize rudder position

make a smooth recovery from the resulting dive.

WARNING

Intentional spins are prohibited

EDate: 01.12.09, Rev.: 0

I ,,Appr” fD

WT9 Dynamic LSA Ciub $ FLIGHT MANUAL I Section 3

3.8

Othei emergencies

3.8.1

Control fallures

Aileron control fault

Rudder control fault

Page 3-5

the airplane is possible to control laterally by the secondary effect of the rudder. Start and termination ofthe yawing up to bank angle 15° is possible using the mdder only.

the yawing and the termination is conducted with heip ofthe lateral control ofthe ailerons.

3.8.2 Vibrations

The power plant can be the source ofthe vibrations.

Reduce engine speed to minimize the vibrations.

Proceed to the nearest airport for landing or select a suitable precautionary landing field in accordance with item 3.6.2.

3.83

Rescue system

For.Qperation and handling with rescue system to see Operation manual delivered by producer of eqip ment.

3.8.4

Unsecured cockpit canopy

If the ,,Before Take-off’ Checklist is performed insufficiently (page 4-9, paragraph

4.5.5.

, point 10 canopy of cockpit

— latched, locked), there is a danger ofpartial cockpit canopy latching or non locking. The canopy is equipped with a lock on the upper rear section ofthe ftame and it is secured by the lock lever shot backwards. The lock pin is projected as latch with compression spring. The gap cca. 8-12 mm will be rise between fuselage and cockpit canopy, which is constant during straight line flight without side-slipping due to the air flow and the function ofthe gas struts. Partial cockpit canopy latching or non locking will stack up by the noise increase due to the agitated air through the gap between fuselage and cockpit canopy. Partial cockpit canopy latching is possible to ciose safely during straight line flight without side slipping by the foliowmg way according to appropriate stage of flight:

3.8.4.1 Duxing take-off toll

1. Abort the take-off, if the cockpit canopy unlatching, unlocking is detected during take-off roll.

2. Latch and lock the cockpit canopy by normal procedure afler stopping. (the cockpit canopy handle pull down and check the cockpit canopy Iatching and locking by canopy frame and the red ring position) (see page 7-5, paragraph 7.8)

Date: 01.12.09, Rev.: 0 I

[WT9 Dynamic LSA Ciub S FLIG11T MANUAL I Section 3 Page 3-6 I

3.8.4.2 After unstick or duiing climbing

1. Safely terminate take-off

2. Clirnb to safety altitude

3. Fly straight line flight without side-slipping and carry out procedure for level flight.

3.8.4.3 Levet flight

1. Open the leif ventilation sliding window on cockpit canopy

2. Reduce speed to 120 kmlh

3. Hold control stick by one hand

4. The cockpit canopy handle pull down for cockpit canopy latching and locking

5. Check the cockpit canopy latching and locking by canopy frame and red ring

P0 sition

6. Ciose the leif ventilation sliding window on cockpit canopy

7. Adjust flight airspeed to cruising speed

WARN1NG

During side-slipping flights slipping for landing

( incorrect turn —slipping turn, skidding tum, and side

) with partial cockpit canopy latching or non locking due to asymmetrical ftow over fuselage by the air flow, the cockpit canopy will be carved through the gap and subsequently will be full open by heip ofthe gas struts. Ihe cockpit canopy will become the braking shield, what wiIl cause abnormal airplarie descent due to increased total drag.

0 flate: 01.12.09, Rev.: 0 I

Aiir”

I WT9 Dynamic LSA Ciub S FLIGIIT MANUAL

SECTION 4

NORMAL PROCEDURES

4.1 lntroduction

4.2 Rigging and deiigging

4.3 Daily inspection

4.4 Preflight inspection

4.5 Normal procedu res and check list

I Section 4

Page

4-1

4-4

4-7

Page 4-1

4.1

Introduction

$ection 4 provides checklist and amplified procedures for the conduct of normal operation. Normal procedures associated with optional systems can be found in

Section 9.

4.2

Rigging and deiigging

4.2.1

Rigging of tbe wings

The airplane has the wings disassembled for transportation purposes or to save space in the hangar. There is a description for the rigging procedure of the right wing. The procedure for the leif wing is analogous. Ihorougbly clean and lubricate all the wing fitings and pins so pins locate easily.

Rigging:

Fit the spar end of the right wing into the spar end (fork) of the wing centrat section and push the wing along its longitudinal axis so that a connection slot between the wing central section and the wing root is approx. 100 mm ( Fig. 3 ).

Connect the hoses ftom the Pitot-static tube and prepare and adjust the wing fuel tank hoses, connect the wiring for fuel tank conductive connection ans position lights

Fully push the wing into the wing central pariel and slide the wing tank fuel houses on theirs sockets together with theirs clamps. Carefully insert the pin ofthe extended wing flap hinge into the fitting of the wing central panel. Take care of the hoses from the Pitot-static tube and for fuel houses they must not be twisted.

Insert wing pins to connect wing spar end with the wing central panel. The outer pin is inserted through the access hole on the lower wing surface. The inner pin is inserted through the hole in the cockpit below pilot seat ( slightly luft and lower the wing tip to ease the pin insertion).

Insert rear spar into the fitting to lecate the rear spar to the centre section. Secure all 6 pins with safety pins (Fig.4).

Insert connecting pin of the flap rod. During this procedure the flap control lever in the cockpit shall be set to the rearmost position and the flap shafl be deflected to maximum down position.

Date: 01.12.09, Rev.: 0 ,,Appr”

WT9 Dynamic LSA Ctub S FLIGHT MANUAL Section 4 Page 4-2

Connect the aileron control rod with the rod in the wing centre section and secure the nut (Fig.4

) with the safety pin. Than tight the fuel houses clamps.

Repeat the procedure with the second wing. After checking the security ofthe all connection. The connection slot between wing and the wing centre section should be sealed with sticky tape.

WARNING

Afier rigging ofthe wings check for correct operation and security ofthe aileron control pins and the flap control pins as well as the connection ofthe hoses from the Pitot-static tube and fuel houses.

Jacldng pionts for lifting the aircraft (below rear spar of wing centre section and beow the firewall.

Fig. 3 Insertion ofthe wing spar into the wing centre seetion, position ofthe wing pins and the support points.

f tap

‘Ç of the aileron rod i t t

Fig. 4. Connecting bolt + safety pin of aileron connection.

Date: 01.12.09, Rev.: 0 ,,Appr”

Safety pin (No.3 at the rear security) spar with the

I c c

(

WT9 Dynamic LSA Ciub S FLIGHT MANUAL Section4 Page 4-3 I

4.2.2

Derigging ofthe wings

Use the opposite sequence for derigging;

Dram right side central section fuel tank.

Disconnect alleron rod from the rod in the wing centre section.

Remove the sticky tapes from the connection slot between wing and the wing centre section. Unlock thejoints ofthe flap shafi.

Pull out all wing pins. (Pull out the flxation pins for connection ofthe wing spar end with the wing central panel and the auxiliary rear pin.)

Pull out the wing along its longitudinal axis so that there is a distance between the wing aud the wing root of approx. 100 mm (fig. 3). Disconnect the hoses from the Pitot-static tube, the wing fuel tank hoses, disconnect the wiring for fuel tank conductive connection aud position lights.

Carefully pull the wing away from the wing centre section and put on soft mats.

I pnatr

Aikron rot) tOnneUlon

Fig. 5 Connecting position for the flap and the aileron.

Date: 01.12.09, Rev.: 0 ,,Appr”

i’

WT9 Dynamic LSA Ciub S

FLIGHT MANUAL Section 4 Page 4-4 I

4.3

Daily inspection

The daily inspection must be performed every day before flight of the airplane. The scope ofthis inspection is to check the following:

Airplane log-book and airworthiness certificate

Airplane technical log-book

Cockpit

Landing gear

Alt control surfaces for full and ftee movement

All surfaces ofthe airplane for cracks, nicks or any visible damage.

7. Power plant and propeller

Check fuel, oil, coolant liquid.

(

4.4

Preflight inspection

It is most important to perform a preflight inspection carefully to prevent possible trouble. Ihe preflight inspection is essential for flight safety.

CAUTION

Special attention must be devoted to the parts, which are affected by high vibrations and high temperatures.

Preflight inspection procedure:

(

---

-fig. 6 Walkaround inspection

Date: 01.12.09, Rev.: 0 ,,Appr”

WT9 Dynamic LSA Ciub S

1. Cockpit:

Fliglit controls

Master switch

Ignition switch

Loose items

Check instruments

Cockpit canopy glass

Safety harness

FueI

Propeller

Wing

Surface

Connection

Pitot static head

Leading edges

Ailerons

Flaps

Fuselage

Surface

Static pressure receivers

Antennas

Cockpit wing walks

Tait units

Surface

Control surfaces

Auxiliary tail skid

Landing gear

Main wheel tyres

Brakes

Legs

Nose wheel leg

FLIGHT MANUAL

I Section 4

check for fteedom of movement switched off both circuits switched off secure or remove set “0” clean, check cockpit canopy lock inspect check fuel quantity, check fuel selector blade’s leading edge sournlness state ofwing surface wing pins fully inserted aud secured pitot tube cover removed, check opening for blockage.

without damage, clean check for fteedom of movement and security without play, check hinges for security

without damage check opening for blockage fixed, without damage without damage

Page 4-5 without damage check for freedom of movement

, without excess play check for secure attachment

state, infiation ( 250 kPa) visually check condition ofpads, brake system for leaks state without damage, affachment nose wheel tyre state, infiation ( 200 kPa) attachment, suspension check, wheel ftee rot ation tate: 01.12.09, Rev.: 0 ,,Appr”

WT9 Dynamic LSA Ciub S FLIGHT MANUAL Section 4 Page 4-6]

Powerplant

Propellei

Engine

attachment, leading edge blade state, check for nicks and security, check spinner for cracks and attachment.

check for any operating fluids leaks below engine cowIings

state of the cowlings

state ofthe exhaust system attachment

state ofthe engine attachment itito the rubber engine mants.

check coolant level and oil level check attachment of carburettors check electric system state state ofthe holder hoses check condition and integrity of wires, plug check fuel filter turn the propeller by hand several times for odd noises or excessive resistance and normal compression.

(

WARNING

Before cranking the propeller switch off both ignition circuits. The propeller must be caught at the blade surface every time. Do not catch at the edge.

(

Date: 01.12.09, Rev.: 0 ,,Appr”

_____

WT9 Dynamit LSA

4.5

Ciub S FLIGHT MANUAL Section 4 Page 4-7 I

Normal procedures and check Jist

The standard cockpit control arrangement is shown in fig.7 and the actual instrument panel is showri in fig.9.

/ Ri

.‘:

1;.

—.

—

—-

•

—t—-

IL L l2I

—

II ti

- —

...

Fig. 7. The standard cockpit controls (see also fig.9 on page 7

—

Control stick

2. Rudder pedals

3. Elevator mm control lever

4. Brake control lever

5. Wing flaps control lever

6. Pocket

7. Headset socket Ijack

8. Seat and safety belt

9. Instrument panel

10. Ventilation sliding window

11. Ventilation flow baffie

12. Fuel tank selector

13. Chock and throffle lever

14. Ignition, Starter key, Master switch

15.GPS, Radio, Transponder

16. Powerplant instruments

17. Flight instruments

Date: 0 1.12.09, Rev.: 0 I

WT9 Dynamic LSA Ciub S I

FLIGHT MANUAL Section 4

4.5.1

Before starting engine

1. Ignition

3. Rudder pedals

4. Control stick

5. Throttle lever

6. Elevator trim control

7. fuel quantity

8. Instntrnents

9. Radio

10. Seat and safety harness

11. Brake

12. Canopy ofcockpit

Page 4-8

both circuits switched off freedom of movement freedom of movernent freedom of movement, set to idle position set neutral position check setting and check up ofthe value function check adjust and lock function check shut and latched

4.5.2 Engine starting

Coid engine:

1. Brakes

3. Master switch

4. Starter key

5. fuel setector

6. Fuel pump

7. Choke

8. Throttle lever

9. Ignition

10. Starter key

11. Assoonasengineruns

12. Warming up

set on parking position switched on switch to 1. position select Ieft tank

switch on and establish fuel pressure then switch off open set to idle position

both circuits switched on actuate, activate starter for max. 10 sec only witho ut inte rruption

adjust throttle lever to achieve smooth running at approximately 2000 r.p.m, check if oil

pressure has risen within 10 sec to 2 bar and monitor oil pressure, choke off start warming up period at 2000 r.p.rn for approx. 2 minutes, continue at 2500 r.p.m, duration depending on ambient temperature, until oil temperature reaches 50 °C

Warm engine: ifthe engine is already at operating temperature c c

( c

Date: 01.12.09, Rev.: 0 I ,,Appr”

I WT9 Dynamic LSA Ciub

1. Fuel selector

2. Throffle lever

3, Brakes

4. Master switch

Ignition

6. Starter key

7. As soon as engine runs

FLIGHT MANUAL Section 4 Page 4-9 I

left tank set to slight open position set on parking position, control lever secured switched on both circuits switched on

actuate, activate starter for max. 10 sec only without interruption adjust throttle lever to achieve smootli running at approximately 2000 r.p.m, check if oil pressure has risen within 10 sec to 2 bar and monitor oil pressure,

4.5.3

Engine wanning up

In accordance with the Operator’s Manual for all versions ofROTAX 912 as follow:

Start warming up period at 2000 r.p.m for approx. 2 minutes, continue at 2500 r.p.m, duration depending on ambient temperature, until oil temperature reaches 50 °C.

Engine ground test:

1. Ignition check

— check the two ignition circuits at 4000 r.p.m. Speed drop with only one ignition circuit must not exceed 300 r.p.m. Max. difference 120 r.p.m of speed by use ofeither circuit A or B

2. Throttle response

— short full throttle ground test, speed must not exceed 5800 r.p.m.

3. Ihe minimum speed on the ground must be 5000 r.p.m depending on ambient temperature and pressure

4. Check idle speed 2000 r.p.m

4.5.4

Taxying

Use of the Verniet tbrottle (screw in, screw out) wilI heip with smooth adjustments of power during taxying. Taxying of the airplane is controled by he rudder pedals which are connected to the nose wheel steering. The wheel brakes are actuated by sliding the brake levet rearwards in the centte console.

4.5.5.

Befote take-off

Rudderpedals

Control stick

Elevator trim control

Wing ftaps

fuel selector

Fuel pump

Power plant instrument

Flight instrument

Seat and safety harness

10. Canopy ofcockpit

freedom of move ment fteedom ofmovement

set neutral position set take off position left tank

switched on check for correct readings check altimetet setting adjust and lock latched, locked

Date: 01.12.09, Rev.: 0 I ,,Appr” I

WT9 Dynamic LSA Ciub S

FLIGHT MANUAL Section 4

4.5.6.

Normal Take-off

Throttle lever

— full open, control stick set into neutral position direction on the ground ruri controled by rudder pedals unstick at speed at 80-85 km/h ( according to take off weight) accelerating at speed 110-120 km/h adjust cruising power

( acceleration after unstick)

( engine speed 5000 r.p.m) at heigth 50m AGL wing flaps up

Page 4-10

4.5.7.

Climbing

Normal climbs are conducted at climb speeds 110

120 kmj’h in accordance with the take off weight of the airplane. Monitor cyÏinder head temperature and oil pressure during climb. Oil temperature limits must not be exceeded. In case of high readings, increase airspeed and reduce engine power sening.

4.5.8.

Cruise

The range of cruising speeds is from 140 to 230 km!h in accordance with the engine speed setting from 4000 to 5200 r.p.m. Ihe economy airspeed for best fuel economy is at 140 km/li, the optimum operation is between 180 km/li to 200 km/li. In case of turbulence reduce cruising speed beIow 160 km/li. Under certain conditions the airplane may be overstressed. The airplane is able to be trimmed through the range of the cruising speeds. Due to economy reasons is recommended to maintain the following data:

EngineROTAX 912 ULS Engine Speed Per formance Torque

Manifold pressure

Engine power setting ( t.p.m) ( kW)

( Nm)

( in Kg)

Take-off performance 5 800 73,5 119,0 27,5

Cruising power 5 500 69,0 121,8 27

75% 5000 51,0 97,4 26

65 % 4 $00 44,6 88,7 26

55 O% 4 300 38,0 84,3 24

( c

(

( j

Date: 01.12.09, Rev.: 0 ,,Appr”

WT9 Dynamic LSA Ciub S

4.5.9.

Descending

FLIGHT MANUAL I Section 4 Page 4-11

Descending is conducted at airspeeds il 0

—

120 km!h with the throttle lever set to idle position. For increasing the rate of descent it is recommended wing flaps set to landing position ( 350 flaps deflection configuration the gliding range is 113.

) and proceed at airspeed 115 km/h. In this

Side slipping is conducted with airspeed 120 km!h, and bank angle 30° with heip of the full rudder deflection. The side slip direction is controlled by the bank.

4.5.10

Landing

Check systems of a fuel before approach for landing. Landing approach conduct at small glide slope angle due to long distance ofthe float before airplane touch-down

Fuel pump

switched on

Approach speed 110-120 km!h according to the weight.

Wing flaps

as required flaps down at speed below 140 km!h

Elevator trim

— adjust as required

Begin levelling out at height circa 2-3 m.

Actual touchdown should be made with power-off and on the main wheelsfirst. The nose wheel should be lowered smoothly to the runway as speed is diminished.

During landing run control the airplane with help ofthe rudder pedals.

Apply braking as required. The main wheel brakes are actuated via the handle on the pedestal between the pilot seats.

4.5.11

Balked landing

Smoothly adjust the throffle lever

— full open ( a thrust yawing moment is manifested in case ofthe steep setting of the throffle lever)

Airspeed modify to 120 km/h

The wing flaps setting reduced to take-offposition

Elevator trim

— adjust as required and proceed in the climb out

Date: 0 1.12.09, Rev.: 0

,,Appr”

WT9 Dynamic ESA Ciub S FLIGHT MANUAL I Section 4 Page 4-12 I

4.5.12

After landing

Engine speed

Wing flaps

Eevator trim

Fuel pump

Taxying

adjust throttle for taxying

retract

set to rearmost position ofneutral

switched off

into the parking position

4.5.13. Securing aeroplane

All electronic instruments (avionics)

switch off

Propeller

set minimum pitch (take off position)

Throttle

idling tums

Ignition

switch off the first circuit and afier 2-3 s switch off the second circuit

Master switch

switch off

fuel cock

ciose in case of lengthy duration on the ground

Brakes

set on parking position, control lever secured

Rescue system

lock the control lever

Afier leaving the cockpit, the canopy should be covered with the cloth dust cover, to avoid the effects ofthe sun.

Date: 05.02.20 10, Rev.: I ,,Appr”

I WT-9 Dynamic Ciub S FLIGHT MANUAL Section 4 Page 4-13

When landing in a strong crosswind, use the minimum flap setting (position I or 2 maximum, never position 3) required for the field length. Although the crab or combination method of drift correction may be used, the wing low method gives the best control.

After touchdown, hold a straight course with the steerable nose wheel, with aileron deflection as applicable, and occasional braking if necessary.

I Date: 12.09.2011, Rev.: 10 ,,Appr”

WT9 Dynamic LSA Ciub S

5.1

I FLIGHT MANUAL I

Section 5 Page 5-1 I

SECTION 5

PERFORMANCE

5.1

Introduction

Page

5-1

5.2

Approved data

5-1

5.2.1 Airspeed indicator system calibration

5.2.2 Stall speed

5-1

5-2

5.2.3 Take-off performance

5-2

5.2.4 Landing distance

5-2

5.2.5 CIimb performance

5.3.5 Nolse data

5-2

5.3

Additional information

5.3.4 Demonstrated c tosswind perfotmance

5-3

5.3.1 Endurance

5-3

5.3.2 Balked landing clinib

5-4

5.3.3 Effect on flight performance and characteiistics

5-4

5-5

Introduction

Section 5 provides approved data for airspeed calibration, stall speed and take-off perforrnance and non-approved additional information. The data in the charts has been computed for condition ofthe standard atrnosphere from actual flight tests with the airplane at maximum take-off weight and engine in good condition and using average piloting techniques.

5.2

Approved data

5.2.1

Airspeed indicator system calibrafion

TAS (km/li) 56 73 8$ 102 115 125 135 145 165 175 185

CAS (km/li) 70 80 90 100 110 120 130 140 160 170 180 lAS (km/li) 205 225 243 264 285

CAS ( km/li) 200 220 240 260 280 lAS

= indicated airspeed

CAS

= calibrated airspeed

Date: 01.12.09, Rev.: 0 I ,,Appr” I

WI-9 Dynamic Ciub 5 FLIGHT MANUAL Section 5

5.2.1

Stall speed

Weight 472,5 kg, C.G. in 25% MAC, idle engine speed

Position wing flaps

Stall speed lAS in km/h

Stall speed CAS in km/h

15°

38°

Page 5-2

5.2.2

Take-off performance

The data is valid for following conditions: II 0 m MSL, Temperature t

Wing flaps position 15° and engine ROTAX 912 S2

0 C

Surface ofthe runway

Paved runway

Non paved

— grass

Take-off run distance

(m)

Take-offdistance up to 15m

(m)

252

264

5.2.3

Landing distance

The data is valid for following conditions: Fl

0 m MSL, Temperature t

Wing flaps position 35°, landing run is braked.

Surface of the runway

Paved runway

Non paved

grass

Landtng distance (m) Landing run from height 15 m distance ( m)

267 152

258 144

5.2.4

Climb performance

The data is valid for weight 472,5 kg

, without flaps.

Engine ROTAX 912 2S, speed 5500 r.p.m

Propeller SR 2000 D

Altitude (m)

1000

2000

Speed lAS km/li Rate of climb m/s

120

6,2

5,9

5,2

The service ceiling is 5500 m for models equipped by engine ROTAX 912 S2 at the cruising power.

Date: 12.09.2011, Rev.: 10 ,,Appr”

I WT-9 DynamicCIubS FLIGHT MANUAL I Section 5 Page 5-3 I

5.3

Additional information

5.3.1

Cruise

The following graph shows the reached speeds depending on the engine speed and the fuel consumption.

Fuel consumption ofthe aeroplane WT-9 Dynamic Ciub S with engine ROTAX

912 S2, propeller SR 2000 fl

Fuel consumption ( L/h) tAS (km/h)

3200 3400 000 300 4000 4200 4400 4S00 400 5000 5200 5400

Engine speed (1/min /r.p.m)

5600 5600 fig. $ fuet consumption graph

5.3.2

Endurauce

Ihe power requirement of propeller in the dependence of the airspeed has the quadrate running. The power consurnption and also the fuel consumption increases with square of the airspeed. The flight altitude is another factor, which effects the fuel consumption, because the performance drop with increasing flight altitude. The minimum ifiel consumption is at lift-over-drag maximum speed, which is 115 kmlh.

The minimum fuel consumption is at lift-over-drag maximum speed, which is 115 kmlh. The good compromise for effective cruising performance is the airspeed range from 1$Oto 220 km!h.

flate: 12.09.2011, Rev.: 10 ,,Appr” I

WT-9 Dynamic Ciub $

FLIGHT MANUAL Section 5 Page 5-4

The following table shows the fuel consumption for engine ROTAX 912 S2 with take-offperformance 73,5 kW at different engine speeds. The propeller setting is not determined, due to flat running ofthe propeller curve optimum. The engine speed has greater effect in its upper section.

Engine speed 1/min 5200 5150 5100 5050 5000 4900 4800 4700 4600 4500 4400

Propeller blade angle

° 25° 24° 23° 22,5° 21,9° 21,5° 21° 20,5° 20° 19,5° 19°

Fuel consumption l/h 1$ 17,2 16,8 16,5 16,3 15,9 15,5 15,2 14,9 14,5 13,9

Airspeed lAS krn/h 250 245 242 240 238 235 232 230 22$ 225 220

Endurance h 6,6 6,9 7,1 7,2 7,3 7,5 7,7 7,8 8,0 8,2 8,6

Max.range

km 1666 1700 1721 1736 1750 1773 1795 1811 1827 1851 1893

The table is valid for: flight altitude 1000 m MSA

, take-offperformance 73,5 kW, the total usable quantity of frie! in the tanks is 120 litres.

5.3.3

Balked landing climb

The data is valid for maxirnum landing weight 472,5 kg, wing flaps position 35°.

Engine ROTAX 912 S2, engine speed 5500 r.p.m, Propeller SR 2000 D

Flight altitude (m) Airspeed lAS km/h

0 115

1000

2000

115

Rate of elimb mis

4,7

4,2

3,6

5.3.4

Take-off measurements

The data is valid for following conditions: H

0 m MSL, Temperature t 15

Wing flaps position 15° and engine ROTAX 912 S2

Surface of the Take-off run distance Take-off distance runway (m) uptol5m(m)

Non paved

grass 86 264

5.3.5

Effect on flight performance and characteristics

No disturbing effects on flight performance and characteristic ofthe aeroplane WT-9

Dynamic Club S were recorded during the flight tests.

)

D flate: 12.09.2011, Rev.: 10 ,,Appr” I

I WT9 Dynamic LSA Ciub S FLIGHT MANUAL Section 5 Page 5-5

5.3.4

Demonstrated crosswind perforrnance

The maximum demonstrated crosswind speed for take-off and landing is 6 mls according to the airworthiness requirements.

5.3.5

Nolse data

The maximum noise data 56,7 dB (A) was measured during the flight tests according to the German noise requirernent LS

—

UL 96.

i j Date: 01.12.09, Rev.: 0 I ,,Appr” I

(

WT9 Dynamic LSA Ciub S FLIGUT MANUAL

SECTION 6

Section 6

WEIGHT AND BALANCE / EQUIPMENT LIST

6.1

Introduction

6.2

Weighing procedure

6.3 Weight and balance payload lange record and permitted

6.4 Master minimum equipment list

Page

6-1

6-2

6-4

Page 6-1 I

6.1

Introduction

This section contains the payload range with which the aircraft may be safely operated. C.G. position is veiy important parameter which effects the safety offlight.

6.2

Weighing procedure

To define the airplane C.G. it is necessary to weigh the empty airplane with standard and optional equipment, with operating ftuids of the engine but without the fuel in the tanks.

The airplane is weighed with the heip ofthree weighing-machines located below the lefi and right mai11 wheels and below the nose wheel. The airplane position for weighing has to be parallel with the horizontal plane which passes through the side edge of the cockpit. The reference pomt (datum point

DP) is leading edge of wing root section. To measure the distance from centre of main landing wheel axle and of nose wheel axle to reference point DP. C.G. position is calculated from the reference point DP (leading edge) and C.G. position is calculated in % aerodynamic mean chord (MAC) too. The leading edge of the MAC is located in distance 77 mm rear ftomDP.

Centre of gravity position afier loading airplane (crew, fuel, baggage or additional equipment) is calculated as following: The sum moments of airplane all components mass is added to the total moment ofthe empty airplane and divided by total weight.

I Date: 01.12.09, Rev.: 0 I

Date

WT9 Dynamic LSA Ciub S I FLIGHT MANUAL I Section 6

6.3

Weight and balance record and petmitted payload range

Page 6-2 I

Empty weight

(kg)

Ernpty moment

(kgm)

Permitted crew

+ passenger weight with

C.G.

Position

(%)

Max. baggage 10 kg

Maximum

(kg)

Minimum

(kg)

HaIf baggage 5 kg

Maximum

(kg)

Minimum

(kg)

No baggage

Maximum

(kg)

Minimum

(kg)

Approved

Date Sigiied

Condition: Aircraft in the range from maximum fuel of 100,5 litres to minimum fuel of 7 litres.

Date: 01.12.09, Rev.: 0

j WT9 Dynamic LSA Ciub S I FLIGHT MANUAL Section 6 Page 6-3 I

WEIGHT AND BALANCE RECORD

WT9 Dynamic LSA Ciub 5 Registration: SESIN :DY

—

361/2010 LSA

(Empty weight including the operating lluids of the engine arid standard equipment).

Datum point ( DP): leading edge of wing root section

1.-

.c.t’.r

I’i

/ f

‘i—’’:

Empty airplane

Empty Weight

Crew fuel

Baggage

Total weight

‘ç,-

r,t

Weight (kg)

I Distant from DP

(mm) Moment M= G Distant

G= 309,0 kg

Gcrew

= kg

Gfuel

= kg

Gbag

= kg

Empty Moment M 67262,0 kgmm

720 mm kgmm

240 mm kgmm

1100 mm kgmm

Total Moment

MT kgmm

Calculation ofthe C.G. position from DP in flight (in mm):

X M/Gj-

= mm

Calculation ofthe C.G. position in flight (in % MAC): (MAC 1185 mm)

XT=(X—77)/MAC x 100

X-77 xlOO

1185

%MAC

Permitted position ofC.G. in flight is 20 30% MAC

CalcuIated position ofC.G. in Flight is within an permitted fange: Lyes Jno

Place of weighing:

Date Signature

Date: 01.12.09, Rev.: 0

I WT9 Dynamic LSA Ciub S FLIGHT MANUAL Section 6

6.4

Master minimum equipment list

Page 6-4

The following minimum instrument equipment is requested:

Flight and naviation instruments:

Airspeed indicator

— with the Airspeed indicator markings in accordance with item

2.3, Section 2 ofthis Manual

Sensitive Barometric Altimeter

Magnetic compass

Powerplant instrurnents

Ignition Switch

Fuel indicator

Tacho meter

Oil temperature indicator and Oil pressure indicator

Coolant temperature indicator

Additional eguiDment:

Master Switch ofthe electrical system with fuses

Battery

— located in front ofthe firewall.

Safety harness

—

4 point static harness restrain system is attached to the fuselage structure

Limitation placards

in accordance with item 2.16, Section 2 ofthis Manual

CAUTION

If additional equipment is mounted within the magnetic field of the compass, it may affect the readings ofthe compass.

I Date: 01.12.09, Rev.: 0 ,,Appr”

I WT9 Dynamic LSA Ciub S I FLIGHT MANUAL I

Section 7

SECTION 7

AIRCRAFT AND SYSTEM DESCRIPTION

7.1

Introduction

7.2

Airframe

7.3

FIight controls

7.4

Instrument panel

7.5

Landing gear system

7.6 Seats and safety harness

7.7

Baggage compaiiment

7.8

Doors, windows and exits

7.9

Powerplant

7.10 Fuel system

7.11 Electrical system

7.12 Pitot and static pressure system

7.13 Avionics

7.14 Miscellaneous equipment

Page

7-10

7-11

7-12

7-1

7-2

7-3

7-4

7-5

7-6

7.1

7.2

Page 7-1

Introduction

This section provides a description of the operation of the airplane and its systems.

Refer to Section 9, Supplements, for details ofoptional systems and equipment.

Airfiame

WT9 Dynamic LSA Ciub S is a single engine aircraft, controlled aerodynamically, made from advanced composite material, low-wing monoplane with two side-by side seats. Ihe airplane is equipped with a fixed tricycle undercarriage.

Fuselage

The ftiselage sandwich shell is divided in the symmetry plane. The shell is of three layer construction. Ihe extemal and internal shell layers are made of glass and carbon fibre fabrics, which are saturated with a resin. Between them there is a filting of hard foam panels. The fin is made together with the ftiselage. Ihe wing central panel is fixed at the fuselage.

Date: 01.12.09, Rev.: 0 I

WT9 Dynamic LSA Ciub S I FLIGHT MANUAL Section 7 Page 7-2

There are two places in the cockpit, side by side type. The interior width is 1.15 m. A lifting cockpit canopy hinges forward. The canopy opening system is assisted by an air strut. The wing central panel with span 2.45 m is fixed at the fuselage. There is an integral tank in the forward box of the wing central panel.

Wing

The tapered wing is a monospar construction with a rear auxiliary spar for the aileron and flap attachments. The main spar caps are made ftom carbon rovings. The slotted flaps are rectangular sandwich construction. The fiap is attached to the wing with four hinges. Ihe aileron is attached to the upper surface of the wing with three hinges. The spars of right and left wings are joined to the wing central panel spar with the heip of two pins. The third connecting point is the pin in the rear auxiliary spar. An aileron control system consists of duraluminium rods. The control handle of ftaps is attached to the pedestal in the cockpit. The movement by heip ofthe rods and the bellcranks is transmitted to the fiap shaft in the wing, next the movement from the shaft is transmitted to the flaps. Optional right wing fuel tank is integral part of wing structure. It is connected with central section tanks with simple house connection and tighted with ciamp.

7.3

Horvjontal tail tinit

The horizontal tail unit consists of a stabilizer and elevator. The stabilizer consists of sandwçh shells from advanced composite material. The stabilizer is fixed at the fin.

The width of the horizontal tail unit is 2.4 m, (the same width as the wing central panel) and alYows the transport ofthe fuselage with regular truck.

The elevator consists of two parts, which are joined together by heip of the elevator control.

Vertical tail unit

The vertical tail unit consists of the fin and rudder and has trapezoidal shape. The rudder consists of a sandwich shell from advanced composite material with the control-surface weight baYance. The rudder is attached by three hinges at the fin.

Flight contiols

The aircraft has dual controls with two control sticks. The ailerons are controlled by control sticks, connecting rods and arms.

The elevator is controtled by control sticks, connecting rods. The rudder is controlled by cables attached at the rudder pedals and guided alongside the fuselage sides to the rudder.

The rudder pedals position is adjustable (see Maintenance Manual,

Directional control system, page 1-22)

The wing flaps are controlled by a fiap control lever located on the pedestal between the seats. The lever has four positions: retracted, take-off with fiap defiection 150, landing position with fiap defiection 24 0 and landing position with fiap defiection

35°. The flap position is locked by a plate at the fiap control lever in the appropriate position. Movement with help of rods and bellcranks is transmitted onto the coaxial shaft and ftom the shaft is transmitted onto the flaps with help ofthe rod.

I Date: 01.12.09, Rev.: 0 I I

WT9 Dynamic LSA Ciub

7.4

S FLIGHT MANUAL Section 7 Page 7-3

Instrument panel

The standard instrument panel arrangement is shown in the following figure (fig.9).

A different instrument panel arrangement may be used, if optional flight and navigation instruments are mounted in the airplane.

c c

Fig. 9. Instrument panel

I Control lights:EMS warning, fuel Pump, Charge, Net

2. EfISD-1000

3. Switches:Fuel pump, Landing lights. Navigation hghts, ELT,

4. Magriettc Compass

5. Radio

6. Intercom

7. Transponder

8. Strarter key

9. Master Switch

10. Ignition li. Reserve indicator

12.EMS D-1000

13. ELT

14. Circuit_hreakers*

15.Audiojack in

16. 12 V Stage Socket

17. Throttle Lever

I 8 Rescue system lever

19. Oil Cooler flap Lever

20. Carburettor preheating Confrol

21. Cabin venting

22. Cahin heating

23. Fuel selector

24. Choke Lever

25.

Trirn Confrol Lever

26. Wheel Brake Lever

27. flap Control Lever

28. PTT hutton

29. Pedals adjus[rnent

* see next page

IDate:

01.12.09, Rev.:0 I c

WT9 Dynamic LSA Ciub S FLIGHT MANUAL

Circuit-breakers:

2A Fuel Pump

IOA Landing Lights

2A Navigation Lights

lA ELT

8A EFIS D-1000

3AAutopilot

7 $A EMS D-f 000

4A Radio

Section 7

2A Transponder

10.

lA FueI Reserve

11.

lOASocketl2V

Page 7-4 I

7.5

Landing gear system

The main wheels ofthe model CIub S are mounted on spring Jegs, which are attached to the lefi and to the right outside ofthe wing central panel. The nose wheel leg is affached at the fire wall. The nose wheel is sprurig by heip of rubber cornponents and is controtled with the rudder pedals. The main wheels on botli legs are equipped with hydraulic disc brakes and spats.

Fig.. Fixed uiidercarriage j

Date: 01.12.09, Rev.: 0 I

WT9 Dynamic LSA Ciub

7.6

S FLIGHT MANUAL

Section 7 Page 7-5

Seats and safety baniess

The plane has two side-by-side seats which are fixed,

—

4 point static harness restraint system is attached to the left and riglit seat side panel and to the strut behind the back support of the seats.

unadjustable. The back support of the seats is glued into the fuselage construction as the ftame. The safety beits

7.7

Baggage compaitment

The baggage compartment is situated behind the seats. Maximum baggage weight is stated on a placard near the compartment. Hard objects may not be carried in the baggage compartment without a suitably designed lashing or anchorage.

7.8

Doors, windows and exits

The cockpit canopy consists of one part. The Perspex canopy is glued on the composite frame. The canopy is attached to the nose section ofthe fuselage by pins which make it possible for the canopy to be tilted forward. For easier man ipulation, the weight ofthe canopy is counterbalanced by two gas struts which allow it to open effortlessly. On the

Iower ftame there are handles outside the canopy. The canopy is equipped.with a Iock on the upper rear section ofthe frame

( see Fig.12

correct cockpit canopy locking indicator.

) and the red ring on Iock pin as the

CORRECT cockpit canopy latching (2) and locking (1)

4 latch c c c c

Cockpit canopy tatched (2) but unlocked(1) WRONG!

Cockpit canopy latched but partially locked- WRONG!

Fig.12 Cockpit canopy latching and locking

Date: 01.12.09, Rev.:O

Cockpit canopy unlatched and apparently locked

WRONG’

• WT9 Dynamic LSA Ciub S

7.9

FLIGHT MANUAL Section 7 Page 7-6 I

Powerplant

Powerptant consists of 4 cylinder horizontalIy opposed, 4-stroke engine ROTAX 912

ULS with power 73 kW and a three blade on ground adjustable aircraft propeller.

This engine is suitable for aircrafi, but it must never fly at locations, airspeeds, altitudes, or in any other circumstances from which a successful no-power landing cannot be made, after sudden engine stoppage.

Desciiption

ROTAX 912 ULS is 4-stroke, 4 cylinders horizontally opposed, spark ignition engine, one central camshaft-push-rods-OHV. Liquid cooled cylinder heads, ram air cooled cylinders. Dry sump forced lubrication. The engine is fltted with electric starter, AC generator, mechanical fuel pump and the reduction gear with integrated shock absorber. Refer to the Operator’s Manual for all versions ofROTAX 912 ULS for more details about versions difference.

WARNING

Due to carburettors, flights in icing conditions are prohibited.

The cooling system ofthe engine is designed for liquid cooling ofthe cylinder heads and ram-air cooling of the cylinders. As coolant for the coolmg system 50 % antifteeze concentrate with additives against corrosion and 50 % pure water is used.

The coolant must be renewed eveiy two years. Refer to the Operator’s Manual for

ROTAX 912 ULS.

The periodic inspections are structured on 25, 100 and 200 hours check which must be performed according to the maintenance schedule. The 50 hour check is recommended by the manufacturer but not mandatoiy, with the exception of oil change. Additionally, a check after the first 25 hours ofoperation must be performed.

There are two laminated cowlings ( upper and lower ) which cover the engine suspended at the engine bed. The disassembly and assembly ofthe upper cowling is easy

— just release the quick-closing locks. The upper cowling is usualty removed during engine pre-flight inspection to check the engine compartment, operating fluids quantity (oil, coolant) and to check engine installation.

Afier removing the upper cowling ofthe engine, check the following:

1. Oil quantity check: Remove the cover ofthe oil tank (3). The oil level in the oil tank should be between two marks ( max./min.

) on the dip stick, but must never fall below the min, mark.

2. Coolant quantity check: Remove the cover ofthe expansion tank (7). The coolant level in the overflow bottie should be between min. and max. mark.

Date:

01.12.09, Rev.:0

WT9 Dynamic LSA Ciub $

FLIGHT MANUAL Section 7 Page 7-7 I

Ihe lower cowling is removed atter unscrewing the attachrnent screws connecting the cooler to the cowling face side, then unscrew the attachment screws connecting the cowling to the firewalt border.

Propelier

DUC Swirl is the three blades, on groi.rnd adjustable propeller with diameter 1.7 m of mixed structure.

c c c c

Date: 01.12.09, Rev.: 0 I

I WT9 Dynamic LSA Ciub S I fLIGHT MANUAL I Section 7 Page 7-10 I

Fig. 13 Powerplant ROTAX 912 ULS

2 i

—

Coolant fihler tank

—

Regulator

Oil tank

—

4—Air box

—

Carburettors

Ignition

7— Coolant ovefflow bottie

—

Cabin venting and engine intake

—

Oil radiator

7.10

Fuel system

The fuel tanks are located in the forward box ofthe wing central panel. An auxiliary tank is instal}ed in the right wing. The fuel system scheme is shown at fig.14.

The flael is fed from the fuel tank into the fuel selector located inside the cockpit below the instrument panel, then through the fuel filter mto the engine fttel pump into the carburettor. Ihe unconsumed fuel is supplied back through return piping into the leif tank. The vent pipe is outgoing from the upper part of the fuel tank, proceeds along the fire walI and the vent opening is located at a lower surface of the fuselage behind the fire walt. The electrical fuel indicator switch altows the indication of the fuel quantity in the leif or the right fuel tank. Red light annunciator above the fuel indicator wiIl be illuminated when 7 litres offuel remain in each fuel tank.

Date: 01.12.09, Rev.: 0

LYLT9

Dynamic LSA Ciub S I

FLIGHT MANUAL Section 7

LP, titc(L:c,n ith 100.5 I tanks

—

Ct 2uc1 pt

£crort.cr

—

Page 7-11

ta’ii. Lt

‘t

Ifl uc’ grt t I-d :or

Fuel pressure indicator

Rt.wn

fje. mc

-.i”)

I’nr

I I ft::. t’.: rgH C

Fig. 14 The fuel system scheme

7.11

On the WT9 Dynamic LSA Ciub S aircrafi the leif tank is considered the main tank as the electric fuel pump operates on this tank and the excess fuel is also returned there.

The leR tank must be used for all take offs aud landings. When you are fly ing with full tanks, use the leif tank for 30

—

40 minutes before changing to the right tank.

This allows space for the return of excess fuel without venting it overboard.

Monitor the fuel quantity when you are doing long flights or flights with low fliel quantity. To maximize range/endurance when the red annunciator lights flash (7 litters each tank), the following procedure is recommended. Select the right tank and use this tank until all the fuel is exhausted. Change back to the left tank should now have slightly more than 7 litres (around 20 minutes flying depending on power settings) because of the return fuel. Continue flight and landing procedure with the electric fuel pump on, as is written in this manual.

Electrical system

There are electrical system diagrams in the Maintenance Manual for the airplane

WT9 Dynamic LSA Ciub S.

The wiring system depends on instrumentation and other electric equipment of an individual airplane according to a custo mer’s desire.

The dual engine ignition is a separate part ofthe electric system. Each oftwo ignition circuits has its own break switch. The detailed description ofthe ignition and the AC generator is listed at the Operator’s Manual for ROTAX 912 engine.

Date: 01.12.09, Rev.: 0 I I

I WT9 Dynamic LSA Ciub S

7.12

FLIGHT MANUAL Section 7 Page 7-12

Pitot and static pressure system

The Pitot tube for the airsped indicator is located on the right wing leading edge.

Pressure distribution to individual instruments in the cockpit is done through flexible plastic hoses. The static pressure receivers are located on the both sides of the fuselage behind the cockpit. Keep the system clear to assure its right function.

7.13

7.14

Avionics

The fol{owing avionics are mounted in the airplane: radios and intercom. This equipment must be connected with the headphones and with the antenna. Ihe airplane might be equipped with other instruments such as GPS, transponder, board computer.... Ihese flight and navigation instruments are mounted as an option ofthe customer. (See Chapter 9.1 List of inserted supplements) For right operation of the instmments and for more details refer to the Manuals supplied with above mentioned instruments

Miscellaneous equipment

Rescue system Magnum 601 is mounted as miscellaneous equipment ofthe airplane

WT9 Dynamic LSA Ciub S. (for operation see Operation manual delivered by producer of equip ment) i

Date: 01.12.09, Rev.: 0 I

WT9 Dynamic LSA Ciub S I FLIGHT MANUAL I Section 8

SECTION 8

AIRCRAFT HANDLING, SERVICING AND MAINTENANCE

Page

8.1 Introduction

8.2 Airplane inspection peiiods

8.2.1 Powerplant

8.2.2 Propeller

8.2.3 Aitftame

8.3 Airplane altetations or repairs

8.4

Ground handling / Road transport

8.5 Cleaning and care

8.6 Winter operation

8-1

8-2

8-5

8-6

Page 8-1 I

8.1

Introduction

This section contains factory recommended procedures for proper ground handling and servicing of the airplane. It also identifies certain inspection and maintenance requirements which must be followed if the airplane is to retain that new-plane performance and dependability. It is wise to follow a planned schedule of lubrication and preventive maintenance based on climatic and flying conditions encountered.

The airfrarne surfaces should be protected with light plastic foil or cloth cover against dust. All engine intakes, vents, the fuel vents and pitot static system should be covered before long term airplane parking or storing, due to contamination by foreign objects (insects, birds).

The external surfaces of the airplane should be washed with a sufficient quantity of the water and an adequate quantity of detergent. Do not apply petrol or chemical solvents for cleaning the external surfaces ofthe airplane.

It is advisable to park the airplane inside a hangar or eventually inside otber weather proof space with stable temperature, good ventilation, low humidity and dust-ftee environment. The parking place should be protected against possible damage caused by sun radiation, humidity and wind. Sunbeams reflected through the canopy can magnified and may cause spot heating, which can create damage to the cockpit area and the upholstery.

8.2

Airplane inspection petiods

8.2.1

Powerplant

The engine periodic inspections and maintenance are conducted according to the procedures contained in the Maintenance Manual for ROTAX Engine Type 92 ULS

Series.

I Date: 01.12.09, Rev.: 0 p

[yj9 Dynamic LSA Ciub S I FLIGHT MANUAL I Section $

Daily inspection

—

Page 8-2 is carried out in accordance with the instruction for execution of the preflight inspection, which are contained in

Section 4, item 4.4.

Check aftei 25 hr. ofoperation

Check after 50 hr. of operation

— must be carried out according to the Maintenance

Manual for ROTAX Engine Type 912 ULS

Series.

— must be carried out according to the Maintenance

Manual for ROTAX Engine Type 912 ULS

Series

100 hr. check

— must be performed according to the Maintenance Manual for

ROTAX Engine Type 912 ULS Serie every 100 hr. of operation or i year, whichever comes first. The renewal of the spark plugs, the fuel filter and the coolant are carried out afier 200 hr. of operation.

TBO (Time Between Overhaul )

—

1500 hours

Oil change must be performed according to the Maintenance Manual for ROTAX Engine Type

912 ULS Series. There is an oil dram screw on the boftom ofthe oil tank. There is an oil filter at the leif side beside the propeller gearbox. At every oil change, replace the oil filter and open the old one with special tool, to ensure the engine is not producing chips. Remove filter insert, cut top and bottom cover off the mat. remove filter mat, unroll and check it for metal chips, foreign matter, contamination and abrasion. This check is important as it allows conclusions regarding the condition of the engine and gives information about a possible cause of any failure.

8.2.2.

Propeller

The propeller in operation does not require any special maintenance. In case of propeller contamination wash its surface with a piece of cloth dipped in warm water with addition of the usual detergent. The operator is allowed carry out repairs to common little nicks on the leading edges, up to a maximum size of 4 mm. This repair can be done by using Epoxy resin with fihler. The damaged place is to be degreased and fihl with resin. Affer hardening the resin the repaired area is to be sanded and protected with enamel or varnish of the epoxy or polyurethane type. Replace the parts supplied by producer and remove the cone from the propeller. Any other dismantling is forbidden. The repair of large demage must be carried out by the manufacturer or by an authorised service centre. Operator’s Manuat of the aircraft propeller DUC Swirl includes additional mformation about maintenance.

Per iod to overhaul (TBO) is

—

800 hours ofoperation

8.2.3

Airframe

Daily inspection

is carried out in accordance with the instructions for the execution ofthe preflight inspection, which are contained in Section 4, item

4.4.

I Date: 01.12.09, Rev.: 0 I

I WI-9 Dynamic Speed 5 FLIGHT MANUAL Section 8 Page 8-3

Check after 25 hr. of operation

— must be performed according to the Maintenance

Manual for the WT-9 Dynamic Speed

5 after the first 25 ± 2 hr. operation together with the engine check. The scope of this check is same as the check after 50 hr. ofoperation.

Check after the 50 hr.

of operation

— must be performed accord ing to the

Maintenance Manuat for the WT-9 Dynamic Speed 5 after the first 50 ± 3 hr.

operation together with the eng ine check. The scope of this cheek is same as the check after 25 hr. ofoperation. The folowing work should be carried out: i.

Retractable undercarriage: Check the leg attachment into the wing central panel and into the fliselage. Check the control ofthe nose wheel, the brakes, the tyres.

2. Outside surface check, check all controt surface shafts, the rods, the articulated joints, the hinges, the control cabtes, the auxiliary tail skid. Sparingly lubricate the control service hinges. Thoroughly clean and lubricate the piston rod of the canopy gas struts.

Check the control cable guides, lubricate the roller-bearings of the elevator control rod.

Check charging

— charge battery if need be, cleaning.

5. Power plant

— visually check the hoses for condition, damage, leaks, attachment and security, the rubber flange of the air filter for cracks. Visually check exhaust system for condition, cracks, deformation or damage. Lubricate the bowden cable for throttte and starting carburettor

ROTAX Engine Type 912 S2 Serie).

( choke ) ( see the Maintenance Manual for

6. Check the brake fluid level in the main hydraulic face ram, which is located beyond the seats. Check the brakes for operation.

Control surfaces deflections

— to check the control surfaces deflections see

Control Surfaces Deflections Record, which is contained in the Maintenance

Manual for ultralight aeroplane WT-9 Dynamic Speed 5.

100 hr. check

must be performed every 100 hr. ofoperation or I year, whichever comes first. This inspection must be performed by qualified staff.

The scope ofthis inspection is the same as the check after 50 hr. of operation covering the foltowing work:

1. Full cleaning ofthe aeroplane

2. Check aeroplane surfaces for mechanical damage and cracks

Pay speciat attention to:

Undercarriage and its attachment into the wing central panel

Wing-fuselage connection reliability, clearances, spar ends state

Engine bed, welded areas, rubber engine mounts, security of attachment bolts: engine-engine bed, engine bed-firewal I

I Date: 30.05.11, Rev.: 10 I I

I WT9 Dynamic LSA Ciub S I FLIGHT MANUAL Section $ Page 8-4 I

4. Visually check condition and integrity ofwires, check charging

— charge battery, function ofthe signal bulbs, function ofthe fuel quantity indicator, fuel drains and fuel vents for blockages, ftiel filters.

5. VisualIy check condition ofthe instruments and the avionics and for correct operation

( connector, a plug)

6. Lubricate according to the Lubrication Chart

7. Check tyres for condition, cuts, uneven or excessive wear and shppage ifneed be.

— replace

Lubiication Chart

The manufacturer recommends using grease and oil without acid for lubrication only.

Apply the lubricants sparingly without contaminatig ofthe airframe.

Check condition of the bearings of the main wheets

— clean and lubricate if need be, at least every 2 years.

Check condition ofthe bearings ofthe nose wheel at least twice per year.

— clean and lubricate if need be,

Lubricate: Main and rear spar pins

The axle of the nose wheel leg

Guid tube ofthe flap control lever

The pms of the nose undercarriage leg, the leg support struts

Sparingly lubricate: Ihe hinges ofthe control surfaces, movable parts ofthe control surfaces, bearings of the ailerons, the pedals and the brake control lever, all control cables at inlet into the terminations (in engine compartment).

Battery

Ilie powerplant is equipped with an AC generator, which recharges the batteiy in the flight. The Gel -Electrolyte 17 Ali maintenance-free battery is dry and hermetized; it doesn’t release any toxic or explosive gas The baffery needs a visual check of the attachment and security, and inspection for leakage ofthe electrolyte. The electrolyte contains mordant vitriol acid, which may cause damage to the airframe and equipment.

Date: 01.12.09, Rev.: 0 I

WT9 Dynamie LSA Ciub S

8.3

FLIGHT MANUAL I Section 8 Page 8-5

Airplane alterations or repairs

It is essential that the responsibte airworthiness authority be contacted prior to arly alterations on the airplane to ensure that the airworthiness of the airplane is not violated. For repairs refer to the applicable Maintenance Manual. The operator is altowed replace parts supplied by the producer only. The repairs to damaged skin must be carried out by qualified staff in accordance with approved procedures.

WARNING

After airplane repairs, repainting or mounting of additional instruments or equipment it is necessary to check weights and positions ofC.G.

8.4

Grotind handling I Road transport

The airplanes can suffer higher stress loads on the ground than in the air. In this case can result a potential menace of the safety, as the airplane construction is designed for the manoeuvring bad. The high aircrafi normal accelerations are occurred at the hard landing, during the taxying at the rough surface and during the driving at the hole road.

Don’t use unnecessary transportation in the road.

CAUTION

The airpf ane is equipped with mooring eyes which are screwed into the threaded hubs on the wing lower surface located approx.

half way along the wing. It is also necessary to moor the nose wheel landing gear.

8.5

CAUTION

Push or pull the airplane from the propeller root only, never at the wing tips or the control surfaces.

Cleaning and care

Regular cleaning and care ofthe powerplant, propeller, wings and the airftame is the first consideration for safe and efficient operation. Cleaning and care should be based on cfimatic and flying conditions. The exterior painted surfaces should be cleaned with clear water using a sponge or soft cotton towel and chamois. Ihese surfaces shouId also be protected with a silicone ftee hard wax reapplied at least once a year by hand or with a rotating cloth disc.

Clean the Plexiglas canopy only as necessary using a soft cotton towel and clear water mixed with a smalt amount of mitd detergent. Protect the canopy with antt static cleaning agents which are made specifically for Plexig]as.

CAUTION

Do not clean the canopy with alcohol, acetone or lacquer thinner, because the canopy is made from acrylic. Acrylic becomes fragile after contact with these hquids.

flate: 01.12.09, Rev.: 0

WT9 Dynamic LSA Ciub S

8.6

FLIGHT MANUAL Section 8 Page 8-6 I

Winter operation

The coo ting system of the cytinder heads is ifiled with a mixture of anti-fteeze and water, which protects the cooling system against fteezing up to

—

3$ ° C.

Check coolant with densimeter or glycol tester before winter operation and to prevent the failure ofthe radiator or cooling system due ice.

If the temperature is below this value, the coolant must be drained or renewed with pure anti-freeze liquid. The coolant must be renewed eveiy two years. Use only coolant according to the current Operator’s Manual for engine ROTAX 912 ULS.

If low cylinder head or oil temperatures occur during operation under Iow outside temperature, then the following is recommended:

Cover a part of radiator face by a duralumin sheet or drawing paper of appropriate dimensions, insert it between the radiator and the bottom engine cowling.

Cover the oil cooler face or a part ofthe face only, by a duralumin sheet or drawing paper attached with a suitable adhesive tape (or bend the oil cooler with that tape) and lag the oil tank.

CAUTION

The temperature limits of the coolant, cylinder heads and oil must be checked after these arrangements.

If the airplane has a fixed undercarriage with wheel spats fitted it is recomended that these should be removed during winter operations on ftozen or rough ground to minimize damage to the spats.

I winter operation is advisable to disconnect the ventilation intake hose (VIH) due the better performance of heating system. Afier disconnecting the ventilation intake hose ciose the socket for the hose. Othervise the ram air will be loosen by this opening.

VIII

Date: 01.12.09, Rev.: 0

() x

WT9 Dynamic LSA Ciub S I FLIGHT MANUAL Section 9

SECTION 9

SUPPLEM ENTS

9.1 Introduction

9.2 List ofinserted supplements

9.3 Supplements inserted

Page

9-1

9-2

Pae 9-1

9.1

Introduction

This section contains the appropriate supplements necessary to safely and efficiently operate the airplane when equipped with various optional systems and equipment not provided with the standard airplane.

NOTE

Additional individual equipment in accordance with a customer’s request will increase the airplane ernpty weight and reduce the allowed useful bad.

9.2

List ofinserted supplements

Date

05.02.2010

Doc.

No.

Title of the inserted supplement

2xDynon SkyViewD-1000

Radio Funkwerk AIR 833

Transponder funkwerk TRT $00 H

Intercom PS 3000

Safety system Magnum 601

ELT Arneriking AK-45 i

0 c c

‘4

Date: 01.12.09, Rev.: 0 I I

I WT9 Dynamic LSA Ciub S

9.3

FLIGHT MANUAL Section 9 Page 9-2 I

Supptements inserted

For operation and handling with inserted supplements see corresponding Operation manual.

Date: 01.12.09, Rev.: 0

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