TL Ultralight TL-3000 Sirius Flight And Operation Manual
The TL Ultralight TL-3000 Sirius is a two-seat, high-wing aircraft designed for sports and recreational flying. It features a composite airframe for a lightweight and aerodynamic design, a powerful Rotax engine for excellent performance, and a user-friendly control system. The TL-3000 Sirius is also suitable for basic and advanced flight training, offering an enjoyable and accessible flying experience.
PDF
Download
Document
Advertisement
Advertisement
TL-ULTRALIGHT Airport, building 84 503 41 Hradec Kralove tel/fax: +420 4952 13378 tel +420 4952 11753 tel +420 4952 18910 [email protected] www.tl-ultralight.cz TL-3000 F l i g h t P u b l i s h e d Aircraft s/n:________________ SIRIUS a n d o p e r a t i o n a l m a n u a l i n J a n u a r y 2 0 0 9 r e v 1 Registration no._____________: This page blank for notes: Page 2 of 68 1. GENERAL INFORMATION ............................................................................................... 8 1.1. Important Information ......................................................................................................................... 8 1.2. Description of the aircraft.................................................................................................................... 8 1.2.1. Airframe ................................................................................................................................................ 8 1.2.2. Fuel system .......................................................................................................................................... 9 1.2.3. Propeller................................................................................................................................................ 9 1.2.4. Engine ................................................................................................................................................... 9 1.2.5. Control movements........................................................................................................................... 10 1.2.6. Basic technical data of the airplane................................................................................................ 12 1.3. Layout of the airplane ......................................................................................................................... 13 1.4. Detecting the center of gravity position, allowed and measured values ........................... 14 1.4.1. Weighing the airplane for the foreword center of gravity position ............................................ 15 1.4.2. Weighing the airplane for the backmost center of gravity .......................................................... 15 2. OPERATING RESTRICTIONS ....................................................................................... 15 2.1. Flight operation speeds and position fault of the Air Speed Indicator ............................... 15 2.1.1. Air-speed data and position fault of Pitot tube ............................................................................. 16 2.1.2. Reparation table of real and indicated air-velocity in km/h........................................................ 17 2.2. Weights and loads ................................................................................................................................ 17 2.2.1. Maximum and minimum weights .................................................................................................... 17 2.2.2. Weight of the empty airplane and detected position of the point of balance........................... 17 Real weight of empty aircraft determinate by scaling…………………………………_______kg .................... 17 2.2.3. Positioning of the load ...................................................................................................................... 18 2.3. Engine operating restrictions ........................................................................................................... 18 2.3. Propeller operating restrictions....................................................................................................... 19 2.4. Fuel and lubricant oil ........................................................................................................................... 19 2.4.1. Fuel supply ......................................................................................................................................... 19 2.4.2. Consumption of fuel .......................................................................................................................... 20 2.5. Restriction of maneuver ..................................................................................................................... 20 2.5.1. Allowed turns ..................................................................................................................................... 21 2.5.2. Flight multiples .................................................................................................................................. 21 2.6. The crew .................................................................................................................................................. 21 2.6.1. Minimum and maximum weight of the crew ................................................................................. 21 2.6.2. Pilot´s qualification ........................................................................................................................... 22 2.6.3. Pilot’s place on the plane, age of the crew, using the seat belts ............................................... 23 Page 3 of 68 2.7. Maximum flight height ........................................................................................................................ 23 2.8. Meteorological condition restriction............................................................................................... 23 2.9. Carriage of restricted goods.............................................................................................................. 25 2.10. Types of airport traffic...................................................................................................................... 25 3. EMERGENCY PROCEDURES.......................................................................................... 26 3.1. Misfire of the engine ............................................................................................................................ 26 3.1.1. Failure of the engine during the flight to the height 200m......................................................... 26 3.1.2. Failure of the engine during the flight above the height 200m.................................................. 26 3.2. Fire on board of the plane.................................................................................................................. 27 3.3. Vibrations ................................................................................................................................................ 27 3.4. Undercarriage failure........................................................................................................................... 28 3.4.1. Main undercarriage failure ............................................................................................................... 28 3.4.2. Front undercarriage failure .............................................................................................................. 28 3.5. Using the saving system..................................................................................................................... 28 4. OPERATING PROCEDURES .......................................................................................... 29 4.1. Starting up the engine ........................................................................................................................ 29 4.2. Engine test .............................................................................................................................................. 29 4.3. Important parts made before getting off ..................................................................................... 30 4.4. Taxiing ...................................................................................................................................................... 32 4.5. Taking-off ................................................................................................................................................ 32 4.5.1. Maximum power of wind at time of taking off .............................................................................. 33 4.6. Tasks after reaching the flight level............................................................................................... 33 4.7. Flight at the flight level....................................................................................................................... 33 4.8. Descent..................................................................................................................................................... 34 4.8.1. Sideslip................................................................................................................................................ 35 4.9. Landing..................................................................................................................................................... 35 4.10. Tasks after landing ............................................................................................................................ 35 4.11. Flying in lateral wind......................................................................................................................... 37 4.12. Flight in turbulent atmosphere ...................................................................................................... 37 Page 4 of 68 4.13. Standing up to the plane.................................................................................................................. 37 5. PERFORMANCE ................................................................................................................ 37 5.1. Assumptions for performance calculations.................................................................................. 37 5.2. Speeds ...................................................................................................................................................... 38 5.3. Rate of climbs and height loss from the beginning of stalling .............................................. 38 5.4. Ceiling ....................................................................................................................................................... 38 5.5. Gliding range .......................................................................................................................................... 38 5.7. Landing length ....................................................................................................................................... 40 5.8. Maximum Endurance ........................................................................................................................... 41 5.9. Flying range ............................................................................................................................................ 42 6. MAINTENANCE AND OPERATING THE PLANE ...................................................... 42 6.2. Anchorage of the airplane.................................................................................................................. 42 6.4. Assembly and disassembly of the plane........................................................................................ 44 6.4.1. Disassembly of the plane ................................................................................................................. 44 6.4.2. Assembly of the plane ...................................................................................................................... 46 6.5. Washing and cleaning the plane ...................................................................................................... 46 6.7 Filling the fuel ......................................................................................................................................... 51 7. SERVICE LIFE OF AIRPLANE AND PERIODIC MAINTENANCE........................ 52 7.1. Service life of the plane and its parts ............................................................................................ 52 7.2. Daily maintenance ................................................................................................................................ 53 7.2.1. Lubricant plan and lubricant types ................................................................................................. 53 7.2.2. Ground Handling................................................................................................................................ 54 7.2.3. Removal of the front wheel.............................................................................................................. 54 7.2.4. Wheel disassembly of main undercarriage .................................................................................... 56 7.2.5. Mending the tire ................................................................................................................................ 56 7.2.6. Electrical system voltage.................................................................................................................. 57 7.2.7. Tolerance and setting up values ..................................................................................................... 58 7.2.8. Supporting and subordinate construction...................................................................................... 58 7.2.9. Assembly of the aircraft ................................................................................................................... 58 7.2.10. Special tools ..................................................................................................................................... 58 7.2.11. Materials for minor repair to the aircraft surface repairs .......................................................... 58 7.2.12 Changing the fuel filter in the engine area ................................................................................... 59 7.2.13 Maintenance of SR 2000/3000 Woodcomp Propeller .................................................................. 60 Page 5 of 68 7.3. Warranty Service .................................................................................................................................. 60 7.4. Periodical revision after every 50hours ........................................................................................ 60 7.5. Periodical revision after every 100hours...................................................................................... 60 7.6. Periodical revision after every 200hours...................................................................................... 61 7.7. Inspection after every 300hours ..................................................................................................... 61 7.8. Jacking points on the plane............................................................................................................... 61 7.9. List of labels and their placing ......................................................................................................... 62 8. AIRPLANE REPAIRS....................................................................................................... 62 8.1. Repairs of nuts and bolts ................................................................................................................... 62 8.2. Repairs of rivet joints .......................................................................................................................... 62 8.3. Control system repairs ........................................................................................................................ 62 8.4. Airframe repair ...................................................................................................................................... 63 8.5. Fuel system repairs .............................................................................................................................. 63 8.6. Engine repairs ........................................................................................................................................ 63 8.7. Electronic and appliance repairs...................................................................................................... 63 8.8. Inspection of electrical system ........................................................................................................ 64 9. ENGINE ROTAX 912, 912S AND 914 MAINTENANCE ........................................ 65 9.1. Oil refill..................................................................................................................................................... 65 9.2. Spark plugs ............................................................................................................................................. 65 9.3. Refrigerating liquid .............................................................................................................................. 66 9.4. Service life, revision and engine revisions ................................................................................... 67 9.5. Service life of rubber parts of engine............................................................................................. 68 Page 6 of 68 Dear Aircraft Purchaser, I would like to compliment you on the purchase of the ultra light airplane TL-3000 Sirius which is the result of many years of development by our company. The company TL-Ultralight strives to be a leading supplier of quality aircraft both in the Czech Republic and worldwide. The TL-3000 Sirius provides outstanding performance in the small sports airplanes category, flying in the TL-3000 Sirius is very economical and its maintenance is also much easier than conventional aircraft. I believe that the airplane will be very satisfying and provide you with years of pure enjoyment. This Flight manual and operating guidebook should help you become familiar with your new aircraft, please study and become familiar with this manual and the respective manuals for the propeller and rescue system if fitted. I wish you a lot of joy from flying with your new airplane the TL-3000 Sirius. In Hradec Králové 1st January 2009. TL Ultralight L.T.D. Jiří Tlustý TL-ULTRALIGHT s.r.o. Airport, building 84 503 41 Hradec Kralove tel/fax 495213378 tel 495218910,5211753 [email protected] www.tl-ultralight.cz Page 7 of 68 1. General Information In case this guidebook refers to the rule UL1, UL 2 or UL 3, it is only referring to the corresponding rules of Letecké amatérské asociace české republiky – Czech Republic amateur flight association. This association is controlled by Úřad pro civilní letectvíOffice for civil aviation Czech Republic. 1.1. Important Information Every airplane owner, operational organization and pilots who fly this TL-3000 Sirius must acquaint with this guidebook at its full length. This manual consists of flying and maintenance for this type of airplane. This manual must be on board of the plane with other documents for all flights. It should be kept with the operating instructions for engine, propeller and the rescue parachute system if fitted. This airplane is intended to be used for sports and recreational purposes. Also for performing basic and advanced flight training. It is certificated by technical guideline UL 2 and it is not allowed to make commercial flights with the exception of training and hire. This manual is only valid if any changes sent to the aircraft owner are put into this manual. Superseded pages should be changed in the manual. ATTENTION! This airplane belongs to the sports and recreational category and is dateless to the approbation of UCL v ČR-Office for civil aviation in Czech Republic. Operating this airplane is at your own risk. 1.2. Description of the aircraft 1.2.1. Airframe The TL-3000 Sirius is two-placed all composite high wing plane. The fuselage is laminated, in some places made into sandwich, with oval cross section shaped to achieve the best proportions whilst maintaining rigidity, low weight and low aerodynamic drag. The undercarriage has three wheels with hydraulic disk brakes on the rear wheels. The main wheel suspension is from laminated composite spring. The front wheel is steerable. The brakes are foot-operated from the pilot’s side only; each wheel can be braked separately. The wheels can be equipped with wheel spats. Page 8 of 68 The cabin is arranged with seats next to each other – side-by-side, remarkable view into all sides is provided by windows. Locking of two side doors is point-to-point. The door windows are equipped with rotating vents or sliding windows. The controls for the airplane are duplicated, arranged with a steering yokes. A control rod controls the elevator; rudder is controlled by wires, the ailerons are controlled by control rods. The flaps are controlled by servo engine. The wing is rectangle shaped in root part, in the outer side is trapezoidal full composite with main and rear spar made from carbon fiber with sandwich skin. Flaps are composite, folding down type, operate in three-positions (in the manual mode it is possible to set any position) The elevator is also composite; it is supplied with a trim tab, and provides the longitudinal trim of the airplane. The design of the elevator contributes to the low aerodynamic drag of the airplane. 1.2.2. Fuel system The fuel system consists of two fuel tanks placed in wings. It is supplied with fuel level gauge, on/off cock, filter and mechanical fuel pump for engine types 912UL and 912ULS. The 914 Turbo fuel supply is supplied electrically through a supplemental electric pump. Both fuel tanks are equipped with lockable lid placed in the front upper wing skin. 1.2.3. Propeller It is possible to use a fixed pitch or in-flight adjustable propeller. The manual for your propeller is provided with the airplane as is the appropriate operations manual. 1.2.4. Engine Most commonly used engines are Rotax 912UL, 912ULS and 914, which provide the aircraft with excellent dynamic and flying performance. The Rotax 912UL, 912ULS and 914 are four-stroke four-cylinder engines the type boxer. The cylinder head is liquid cooled and the cylinders are cooled by air. There is a gearbox reducer on the engine; the engine has two carburetors. Detailed information is provided with the aircraft on operation and maintenance of the engine. Page 9 of 68 ATTENTION! Some engines are not certificated as flying engines. Even though maximum attention is paid during the manufacture of the engine, misfire of the engine can occur at any time. The pilot is responsible for the consequences associated with flying this aircraft. The obligation of the pilot to fly at all times where in the event of an engine failure they are able to glide and land safely to a pre-selected area. 1.2.5. Control movements Pilots Feet Pushing on the left foot pedal, the airplane turns to the left if on land or in the air, pushing on the right pedal it turns to right on land or in the air. Steering Pulling the steering yokes to the pilot’s body will cause the airplane to rise; pushing away the steering yokes will cause the airplane to descend. Braking The wheels of the main undercarriage have Hydraulic disk brakes, the control is only from the left seat, pushing on the top part of the left pedal will break the left wheel and pushing on the top right pedal will break the right wheel. Applying pressure to the top of both pedals simultaneously will break both wheels. Flaps The flaps are electronically controlled by flap instrument placed in the panel board. In the mode AUTO the flaps are automatically pulled out by controller into the basic positions 10.5, 28 and 45 degrees. In the mode MAN any flap deflection can be set up by the controller. Final deflection positions are secured by backstops. Trim The trim lever is located in the center panel alongside the throttle, the trim level has three positions; center for takeoff, forwards for traveling at speed and back for landing when the flaps are deployed. Throttle lever Page 10 of 68 The Throttle Lever is located between the pilot and passenger in the center console, forward represents full throttle and backwards returns the engine to idle. Page 11 of 68 1.2.6. Basic technical data of the airplane Wing span Length Height Wing area Root profile depth Ending profile depth Wing aspect ratio Surface loading 9.40m 6.75m 2.25m 11.15m2 1.30m .90m 7.92 40.30kg/m2 Aileron span Aileron area Aileron deflections 1.87m 0.51m2 11.50o 7.60o up down Lifting flaps (ea) Span Flap area Flap deflections start intermediate position landing Horizontal tail fin Span Area Elevator deflection up down Vertical tail fin Area Rudder deflection +/- 2.07m 0.66m2 10.50o 28.00o 45.00o 3.00m 2.01m2 16.70o 8.50o 1.19m2 20.00o 30.00o Main wheel-spacing Wheel base Wheel dimensions Atmospheric pressure in tires Brakes 2.17m 1.53m 300x150 2.0kPa hydraulic disk brakes Rebound of main undercarriage Rebound of the front wheel Volume of the fuel tank Weight of empty airplane C.G. positon of empty airplane tires, resilience of the legs of the undercarriage coil spring 130 liters See 2.2.2. See 2.2.2. Page 12 of 68 1.3. Layout of the airplane Dimensioned Layout of the TL-3000 Sirius Page 13 of 68 1.4. Detecting the center of gravity position, allowed and measured values Observance of the center of gravity is vital for the stability and manageability of the airplane. That’s why it is necessary for every airplane pilot to know how to diagnose the center gravity position of the airplane for different occupancy. It is necessary to know the length of the middle aerodynamic range when making the calculation of the center of gravity. Calculated center of gravity must be inside the range given by the producer. Length of middle aerodynamic substance of the wing Allowed range of the center of gravity in %SAT . SAT =1230mm 21-34 % From minimal pilot weight 60kg up to maximum take-off weight of the aircraft, with all combinations of fuel amount (from zero to 130l) and baggage in the rear luggage compartment behind seats (up to 20kg) the aircraft is found in allowed range of flight c.g. position. When detecting the point of balance and subsequent calculation let the airplane stand in flying position on three weighing machines and proceed following these instructions: Page 14 of 68 1.4.1. Weighing the airplane for the foreword center of gravity position • Pilot’s seat is occupied with a pilot with the lowest allowed weight • There cannot be any load on the plane; the fuel tank must be full • Measure the weight of the rear wheels; add the left side and the right side together. The total weight on the rear wheels is known as Gp. • The weight Go is measured under the front wheel. • Total weight of the airplane Gvzl. is equal to the sum of Gp+Go • Measure the distance of axle of the main undercarriage from the axle of the front wheel Lb in millimeters (Lb=1530mm) • Measure the distance of leading edge of the wing with a plum bob from the axle of the main undercarriage La in millimeters (La=660mm) • Measure the horizontal distance of the point of balance from the axle of main undercarriage Lt by the formula: Lt=Go*Lb/Gvzl • Measure the distance of the point of balance from the leading edge of the wing Xt by the formula: Xt=La-Lt • Calculate the front center of gravity in percents by the formula: X%=(Xt34)/SAT*100 where 34mm is distance of SAT beginning from wing leading edge. 1.4.2. Weighing the airplane for the backmost center of gravity Pilot’s seat and the seat next to the pilot must be occupied with maximum weight of the crew, put maximal load into the luggage compartment of useful load and fill the fuel tank. While loading the aircraft be aware that the total weight does not exceed maximum take-off weight. The procedure of measuring and weighing is the same as detecting the front center of gravity 2. Operating restrictions 2.1. Flight operation speeds and position fault of the Air Speed Indicator Presented speeds of the flight apply to the maximum takeoff weight of 450kg and at the conditions of the sea level by the MSA. The speeds are presented in kilometers per hour and Knots. Page 15 of 68 Km/h Knots 75 40 120 65 180-230 97-124 120 65 62 34 Maximum speed of horizontal flight 230 124 Design turnover speed VA 160 86 Never never-exceed speed Vne 253 137 Maximum speed at turbulence 200 108 Stalling speed with no flaps 80 43 Stalling speed with flaps 60o 3rd grade flap 62 34 Max.speed for extending the 1st grade flaps Vfe 140 76 Max.speed for extending the 2nd grade flaps Vfe 120 65 Max.speed for extending the 3rd grade flaps Vfe 105 57 Take off speed Climb speed Cruising speed Accession landing (approach) The speed of bearing the surface (landing) 160 is due to diagram V – n in Type design Vne is the never-exceed speed, which the airplane cannot be flown over. VA Do not use full control deflection above this speed, neither perform fast action into the control – the aircraft could be overloaded Vfe is the maximum speed for extending the flaps; there are the same speed restrictions for the flight with extended flaps as for their extension. 2.1.1. Air-speed data and position fault of Pitot tube The speed data reported by the air-speed indicator generally do not correspond at all speed ranges to the real aerial speed. That’s why we introduce the reparation of the indicated values for several of the speed ranges. The real speed is at about 2.3% - 4.1% lower than the speed indicated by the board air-speed recorder. At low speed the relative mistake is lower and at higher speed the mistake is increasing. Page 16 of 68 For safety reasons not extending the maximum allowed speeds we choose the type of lower real calibrated speed than the indicated speed. All speed limits introduced in this guidebook as operating restrictions are initiated as the speeds indicated by the airspeed recorder. There is no need for any recount in the way of functioning of the airplane. 2.1.2. Reparation table of real and indicated air-velocity in km/h Indicated Actual Indicated Actual Indicated Actual 60 70 80 90 100 120 130 140 150 58 63 72 85 94 112 121 130 139 160 170 180 190 200 210 220 230 240 148 157 167 176 185 194 204 214 224 250 260 275 280 285 290 234 244 255 261 268 279 2.2. Weights and loads 2.2.1. Maximum and minimum weights Maximum takeoff weight Maximum takeoff weight with parachute Maximum landing weight Maximum weight of the fuel Maximum load of one seat Maximum weight of load behind the seats Minimum weight of the crew 450kg 468kg 450kg 90kg 90kg 20kg 60kg 2.2.2. Weight of the empty airplane and detected position of the point of balance Real weight of empty aircraft determinate by scaling…………………………………_______kg C.G. position of empty aircraft……………………………………………………………_______% Page 17 of 68 Fuel amount in the fuel tank Full 3/4 1/2 1/4 30min of flight liters Max.allowed crew weight without baggage / kg / C.G. /%/ Max.allowed Crew weight with baggage 20 kg / kg / C.G. /%/ 130 98 65 32 8 2.2.3. Positioning of the load Maximum weight of load is 20kg which must be fixed or properly tight in luggage compartment behind seats. 2.3. Engine operating restrictions ATTENTION! Engines Rotax are not certificated as flying engines and sudden misfire can occur at any time, which can lead to emergency landing. Never fly with this engine at conditions when safe landing without using the engine is possible. There is no life service or safety certificate initiated to this engine. Also it does not correspond to any aerial standards. All risks and the responsibility with using and operating this engine of this airplane are on the side of the user. We inform you, as the user, with the possibility of sudden misfire of the engine. Engine restrictions for engines Rotax 912UL, 912ULS and 914. Minimum temperature of air when taking off in Celsius Maximum temperature of air when taking off Maximum engine revolutions 1/min Maximum steady revolutions 1/min Maximum time of running the engine at maximum revolutions No-load speed -25 +50 5.800 5.500 5 min 1,400 This data can slightly differ from the actual conduct of the engine, for more details look at the Instruction manual for using the engine Page 18 of 68 2.3. Propeller operating restrictions There is a general requirement for protecting the propeller against the effects of rain and sun when not in actual use. Covers for your propeller blades were delivered together with your propeller and please, use them at any time when your airplane is parked for any time. Any damage which results in increased vibration is necessary to abort the flight and make repairs according to the manufacturer’s instructions. There is a technical description and maintenance checklist for the propeller which you should go through. The supplied propeller was chosen due to match the engine and aircraft you have chosen. The propeller is subject to regular maintenance by the producer, it will require ongoing maintenance throughout the life of the aircraft. 2.4. Fuel and lubricant oil For engine Rotax 912, 912S and 914 there are many approved fuel types. Details are enclosed in the instruction for maintenance for the engine. It is our experience that we recommend using the petrol Premium Unleaded. Peruse the demands for the fuel prescribed by the producer in detail. In emergency to know what other fuel is possible to use. There are also conditions prescribed by the producer for the oil used in the engine and these conditions are also enclosed in the instruction for maintenance for the engine. It is our experience that we recommend the oil Castrol R4. There are types of oil with which can reduce the service intervals and shorten them from 100 to 50 flight hours. These details are in the instructions of maintenance for the engine. 2.4.1. Fuel supply Total volume of tanks 130litres Unusable supply 5litres Minimum amount of fuel when taking off 10 liters Unusable supply is the amount of fuel remaining in the tanks which cannot be used in general flight. Page 19 of 68 2.4.2. Consumption of fuel The consumption of fuel expressively depends on the type of propeller, engine, and the technique of the pilot, total weight of the airplane, height of the flight, flight regime and the consumption is expressively influenced by the meteorological conditions with the consumption being increased with higher temperature. In general, flight with heavier airplane requires higher engine output because for reaching needed rising force it needs to be progressed with bigger angle of incidence, so the aerodynamic resistance is higher. Aerodynamic resistance is also increasing with second power of the speed of the flight and that’s why the consumption of the fuel is increasing with higher speed. The consumption-output of engine curve is enclosed in the instruction for maintenance for the engine. Also used propeller expressively influences the consumption. Positioning the angle of incidence of the propeller blades can be a compromise among many various flight regimes at stationary or adjustable propellers. Using adjustable propeller can the consumption decrease by 10-15%. The average consumption for steady running flight with the speed of 170kmh using the engine Rotax 912 or 914 and using the on land adjustable 3blade propeller at the weight of the airplane 450kg. With using the fuel computer, which also evaluates the immediate hour consumption of the fuel, you can, for factual conditions, optimize flight regime and achieve that way another reduction of the consumption. Remark: In this context it is much more interesting for traveling the consumption of fuel per hour, the consumption of fuel to indicated 100km of flight, so the portion of the fuel in litters and indicated aerial speed in hundreds of kilometers. Whilst consumption of the fuel for and hour of flight enables us to find out how long you can keep in the air, the consumption of the fuel for 100kilometres tells us what indicated aerial distance the airplane can fly. The flight at minimum consumption for 100km represents the most valuable way of flight for actual trace. You will find out later, that the consumption of 17litres for 1 hour at the speed of 195km/h is more valuable than seemingly low consumption of 12 liters per hour at the speed of 120km/h. 2.5. Restriction of maneuver The restriction of the airplane UL in the view of allowed maneuvers is determined by the requirements of the rule UL2 part 2. Which allows for this category only nonacrobatic operating, there are also technical restrictions of the airplane on its own. Page 20 of 68 Non-acrobatic operation due to Ul2, part 1, letter A, point 2 includes any turns needed for normal flying, practicing of stalls (drops) and sharp turn to 60degrees. We also stress that the airplane TL 3000 Sirius with its exceptional attributes leads on operating acrobatically, this airplane is not an aerobatic airplane and intentional stalls (drops), spins and aerobatics are strictly prohibited. 2.5.1. Allowed turns • non-acrobatic operations in sense of definitions proposed at the top by the rule UL2 • sharp turns are not recommended at lower speed than 130km/h • use maximum 1/3 of full displacement at the speed over 220km/h 2.5.2. Flight multiples Flight multiple expresses the load of the airplane while operating with inertial and aerodynamic power in order to its total allowed maximum weight. Airplane TL 3000 Sirius Carbon is certificated for maximum taking off weight of 450kg. Also the rule UL 2 demands the operating multiples N1 +4.0 N2 +4.0 N3 -1.5 N4 -2.0 N1, N2, N3, N4 ............. operating multiples by the diagram V-a turn envelope 2.6. The crew 2.6.1. Minimum and maximum weight of the crew TL 3000 Sirius is two placed and there are three restriction conditions, which must be kept in the view of the weight. Page 21 of 68 First is the minimum weight of the crew 60kg. This minimum weight ensures the observance of the center of gravity so it’s good controllability and the stability at the flight. If this condition is not fulfilled it is necessary to fasten respective amount of weight to another seat. Second condition is not to overpass the maximum total weight of the airplane 450kg. The observance of this condition is for the airplane to have the attributes and be as safe as it has been approved. The weight of the airplane without the crew responds to the sum of its weight with no fuel and the weight of the fuel. There is a label in the cabin on left front side where maximum weight of the crew with various volume of the fuel in the trunk is presented. Third condition is maximum load of one seat with no more than 90kg. Remember, usually it is not a problem to take off with over passing the maximum weight but it is exactly the problem of landing. ATTENTION! Maximum weight of 450 kg cannot be over passed in any case! 2.6.2. Pilot´s qualification TL 3000 Sirius is aerodynamically controlled airplane. The rule UL 1 in head 3 determines the requirements for qualification of the pilot for this category of airplane. The requirements can change by time and that’s why getting to know the valid wording of this rule in time when this problem is up to date. In time of pressing this guidebook applies: • pilot must have the qualification at least of pilot of UL aerodynamic controlled • if instructor ULLa is on board, the pilot can have the qualification of learner ULLa • piloting learner ULLa can be on board alone, when he is taken aback by the valid training program in such part, when he is able to operate independent flights • to be able to have another person on board with no qualification, it is necessary for the pilot to have flown at least 50 flight hours on ULL and from this at least 5 flying hours at the type TL 3000 Sirius. Page 22 of 68 2.6.3. Pilot’s place on the plane, age of the crew, using the seat belts The airplane TL 3000 Sirius is equipped with two pilot controls and the ability of seeing the appliances from both seats is well. Assessing the place of pilot is not a technical question but the law question. In this sense from the habit we determine the pilot’s seat to the left side. The age of the pilot is not confined in any way and is derived of the requirements of the minimum age of the pilot or piloting learner by the rule UL3. The upper limit of the age is given by the health capability, so the holding of the valid piloting license. The age of the other person is not determined by any rule LAA, but in the way of minimum age we can generally consider that the second person of the crew should have the size to be able to use the seat belts. On basis of this general requirement with reference to the rule UL1, head 3, article 3.3., it is necessary in factual case for the pilot to decide if he will accept factual person on board, taking account on the age, physical and mental ability. As producers we cannot give any recommendation or any restriction. We lay stress on the crew to be using the seat belts which are fastened. 2.7. Maximum flight height From technical view the airplane is able to rise into such height, when it is permanently able to be rising with the speed of 0.5m/s at the speed of flight 130km/h practical ceiling. Factually this technical ability depends on actual weight of the airplane, conditions of engine, the propeller output, meteorological conditions and etc. In the way of legislative, the height of the flight is influenced by many restrictions which can change in course of time. Meantime, these restrictions are introduced for example in the rule UL1, head 2, and point 2.7. Make sure you get to know these conditions in its full length. We roughly introduce for orientation, these restrictive conditions: • with ULLa it is possible to fly only at conditions VFR during the day, and only to the flight level f FL 205, it means 6.250m MSL • within its borders of the height limit FL 205 it is necessary to respect the conditions laying the flight in single forms of the aerial area flying schedule, radio link, responder... 2.8. Meteorological condition restriction Operating the airplane is restricted on meteorological conditions and also on constitution of valid rules for the performance of the flight keeping the meteorological minimums and the rules of flights in single forms of the aerial area – see the rule LAA ČR UL1, also technical and flying attributes need to be considered. There are these Page 23 of 68 restrictive conditions: Page 24 of 68 Maximum outside temperature +45 degrees of Celsius Minimum outside temperature -15 degrees of Celsius Maximum speed of wind against the direction of taking off 6m/s Maximum vertical side component of wind 3m/s Maximum speed of the wind in the direction of taking off 1m/s Operating restrictions of the airplane in the way of meteorological conditions in cooler weather are determined mostly by the possibility of ice formation. Keep away from flight in conditions which increase the probability of its formation. 2.9. Carriage of restricted goods Transport of load is restricted by the valid rules and also by the technical possibility. Valid flying rules prohibit the transport of some kinds of loads, for example weapons, explosives, volatile and caustic agents and etc. In the way of technical possibility the airplane is able for transportation in its cabin only at these conditions: • maximum weight of the airplane cannot be over passed • the load can be transferred only if it does not influence controllability of the pilot, the movement and the view of the pilot in any way, also the load must be mounted to the seat • in the luggage compartment behind the seats there can be conveyed only such things, when the center of gravity will be ensured. At the same time, the load must be kept the way not to terminate the pilot’s view and controllability even in worse flying conditions for example flying into the turbulence • maximum weight of baggage behind pilots could be 20kg. 2.10. Types of airport traffic Flying rule and the equipment of the airplane terminate the operating with the airplane only for flights under the conditions VFR during the day. Other flights are strictly prohibited. Page 25 of 68 3. Emergency procedures 3.1. Misfire of the engine The procedure while failure of the engine differs due to the time we have to solve the situation, so the height of the flight where the failure occurs. 3.1.1. Failure of the engine during the flight to the height 200m • bring the airplane to gliding • at small height, perform the emergency landing in the direction of the flight because turning at small height above the land and with low speed can give upon the risk of fall into the spin • at higher height perform other tasks that will increase the safety of emergency landing – which are…. • close the fuel supply to the engine • fasten your seat belts • perform the emergency landing to free area with no barriers and if it is possible against the wind 3.1.2. Failure of the engine during the flight above the height 200m Bigger height will enable you to find out the reason of the engine failure, perform these tasks: • bring you airplane to gliding • make sure, the ignition is on • check the fuel status • try to launch the engine If the engine is not able to start up, proceed by the point 3.1.1. Page 26 of 68 3.2. Fire on board of the plane In case of fire on board, proceed this way: • close the fuel supply to the engine • open to maximum the gas lever of engine for the fastest consumption of the fuel behind the shut-off the fuel • perform the distress call • after the failure of the engine, turn off the ignition, all electrical appliances and the main switch • perform the emergency landing 3.3. Vibrations Vibrations can occur due to flight in bad weather flight regime, or due to the technical fault on the airplane. If unnatural vibrations occur, make sure you are not flying the speed close to the stalling speed or if you are not flying in glide. The airplane signalize the vibrations to the pilot as the airplane approaches stalling speed, this is the consequence of beginning breaking of the line of flow. In this case perform the change of flying regime recall the practice of inhibition of the fall. Vibrations can exhibit by the glide performing and this is the consequence of unsymmetrical by-passing the aerodynamic clean airplane TL 3000 Sirius. In this case slow down the speed of the glide. If you quickly exclude some of the sources of increasing vibration written at the top, proceed this way: • try to find such regime of the engine when the vibrations are as low as possible • if the vibrations are increasing, perform the emergency landing with turned off engine alternatively perform the safety landing Page 27 of 68 3.4. Undercarriage failure 3.4.1. Main undercarriage failure Land on the side of not damaged leg, on this side using the ailerons, tries to relief the damaged leg as long as possible, in case of the main undercarriage failure. 3.4.2. Front undercarriage failure In the course of the front undercarriage failure, try to keep the front up as long as possible, if possible do not use brake, because the inertia force actuating on the center of gravity of the airplane is trying while braking to collapse the front of the airplane down. Try to land on an appropriate area and if possible against the wind, to slow down the landing speed against the ground. 3.5. Using the saving system If your airplane is equipped with the saving system, you have received with handed documentations Guidebook for assembling and using the saving system elaborated by the producer. Go through this guidebook in its full length and keep to the procedures which are introduced there. The handgrip which activates the saving system is placed under panel board in the central console. Do not forget to unlock and lock off the saving system before the flight and to lock it after the flight. Generally, the saving system is recommended to use in the case of definite loss of control under the airplane, for example for its destruction. In the case, perform: • turn off the ignition • fasten your seat belts • activate the saving system • if the airplane is equipped by the radio perform the distress call When the airplane is dropping steadily, the airplane is in the position wheel down. It is necessary to count with a damage of the airplane when falling down to the ground. ATTENTION! The saving system is constructed for the maximum speed of flight 240km/h, so if such situation happens, which responds to using the saving system, arbitrate quickly. Practice the movement of your hand activating the saving system and make sure, there are no barriers in activating-seat belts or clothing. Page 28 of 68 Before the flight, introduce the placing of the starter to the fellowtraveler and let him try on a dustproof system if he is possible to use it. 4. Operating Procedures 4.1. Starting up the engine Tasks which need to have been done especially before first startup of the engine in the flight day, or in the case the engine had cooled down, are written in detail in the guidebook for the maintenance for the engine of your airplane, which was delivered to you with other documents. When starting up the engine, please keep to the device included in that handbook. Here are included some of the principles. • before starting up the engine, make sure all conditions for its safe starting up are kept UL 1, point 3.8.6 • at a cool engine, turn over the propeller several times in its direction for the oil from the engine to be pushed in the tank • if the airplane is equipped by adjustable propeller , set it to the smallest angle of incidence ATTENTION! Always do this task only when the both circles of ignition and the main switch is off • open the fuel tap if is closed • turn on the main switch • turn on both ignition circuits • at cool engine, pull out the saturator • set the gas lever for no load, or 10% of the output • proceed the starter in activity • be starting up with no interruption for maximum 10sec. If the engine is not started, let the starter cool down for about 2 minutes and then repeat the starting. Overheated starter loses its output very quickly and the engine is hard to start with it because it does not rev up to the sufficient amount engine revolutions. 4.2. Engine test The engine test is made when the engine is warmed up with the goal to verify its operating efficiency. The procedure for the warming up the engine and making the test of ignition is again introduced in its full length in the handbook for the engine; keep to the procedures enclosed there. Page 29 of 68 We initiate only the basic principles: • let the engine run for about 2 minutes with the revolutions of 2000/minute and continue with its warming up with the revolutions of 2500/min till the oil temperature does not reach 50*Celsius. Check the temperatures and the pressures while warming up and if all operating values have been reached • do the test of ignition at the revolutions of 4000/min, the drop of the revolutions for each circuit cannot be higher than 300 revolutions per minute, the difference of the revolutions cannot reach more than 120revolutions per minute. If you find out that there is no drop of the revolutions, it can mean that interruption of the short circuit cable, which turns off the ignition circuit, has occurred. In this case try to turn off the engine. If the engine would not turn off after turning off both ignition circuits, stop the fuel supply to the engine and let the engine come down. Check the connection of the connectors of the ignition circuit under the engine hood. • set the revolutions to 5000 per minute for the time of 30 sec • 3 times smoothly come from the no load to maximum revolutions 5800 per minute • set the no load • if you have the adjustable aircrew, re-examine its functioning by reconstructing and set the propeller to small angle of uprising There cannot occur any irregularity nor pendulums of the revolutions while the engine test. No allowed pressure and temperature values can be over passed. The gas lever should be set slowly and smoothly. 4.3. Important parts made before getting off Do not underestimate the important parts before the start; make your own system in preceding them. At the beginning it is convenient to write them down and precede them by the list. In the bottom, there is a list, the way you could proceed it from the upper part of the board desk to the bottom part altitude meter, gas pressure indicator to the middle console opening and the fuel supply, setting up the propeller, control of the pilotage, setting up the balance, seat belts, to the sides side cabin shut off and to the upper back middle shut off of the cabin, saving system lock off, the check up consists of these activities: Page 30 of 68 • while taxiing, try the function of the brakes and pilotage of the front wheel, maximum speed of taxiing is 4km/h / slow walk / Page 31 of 68 • set the altitude meter • check the gas pressure indicator • check if all required values of the engine are achieved • check if both ignition circuits are turned on • check the turning on of the appliances, respectively check the artificial horizon • check the opening of the supply of the fuel • check the amount of the fuel / see the minimum amount of fuel at taking off/ • check the setting up of the propeller to the small angle of incidence / when the propeller is adjustable • check the free movement of the gas lever, pedals, balance and lifting flaps, check the reactions of the controlling agents to the movement of possessing principle, compensate for the slightly heavy on head. • check the cabin locking off 4.4. Taxiing Maximum speed of taxiing is 4km/h. There is a very good view from the airplane while taxiing but be careful for barriers in front of the airplane and also on side. Most assembled propeller s has a yellow paint coating on inside ends, which can be interrupting a bit because it makes an annular ring in field of view, but on the other side it supports the safety of taxiing because it defines the working area of the propeller. Small speed of taxiing can aggravate the ventilation of the cabin. In no case do not taxi with doors open, because while riding on unleveled ground the cabin hang-up could be damaged. 4.5. Taking-off • lifting flaps should be set to 10.5 degrees • release the brakes and smoothly add full gas, you should count with the efficient engine to increase the revolutions of the propeller very quickly and its reaction moment and its oblique blasting action have the effort to change the straight direction to the left at engine Rotax 912, 914 • at the speed of 50km/h, relief slowly the front wheel Page 32 of 68 • at the speed of 75-85km/h the airplane airborne, keep the straight direction of the flight by declutching of the right leg, hold underfoot and keep till the speed of 130km/h • come smoothly to rising at the speed of 120km/h • at the height of 50m, close the lifting flaps • descend the revolutions at latest 5 minutes to at least steady allowed revolutions, if you need to rise more with the airplane rise in the regime of reaching the flight lever 4.5.1. Maximum power of wind at time of taking off Maximum wind speed when taking off is enclosed at the point 2.8. Meteorological restrictions 4.6. Tasks after reaching the flight level • trim the regime of the engine to travel regime • in case of adjustable aircrew, set the propeller convenient for the speed of the flight • outweigh the airplane to horizontal flight • check the engine values, functioning of the appliances and the regularity of the engine • evolve the seat belts • set the required values of heating and ventilation of the cabin to the angle of incidence 4.7. Flight at the flight level At flight at the flight level it is necessary to count with big sensitivity of controlling agents and the reactions to the pilotage of the airplane change with the speed of the flight, the speed of TL 3000 Sirius Carbon has a wide range. ATTENTION! Do not perform any sharp turns with speed lower than 130km/h, with speed over 220km/h do not proceed any commotion with the controlling agents and use the maximum of 1/3 of its full displacement. Remark: if your cabin is equipped with circle side windows, test when they are turned into the direction of flight the aerodynamic noise in the cabin and the effectiveness of ventilation thank to the force ventilation of the cabin is very good. Page 33 of 68 4.8. Descent While descending from higher flight levels which lasts longer time we recommend not to descent at no load in order to protect the engine from cooling down, but to descent with slight tension of the engine with the speed about 220km/h. Page 34 of 68 4.8.1. Sideslip The slip should be performed at the speed between 120 to 130km/h. 4.9. Landing Set the propeller to small angle of incidence if your propeller is adjustable, in case having to repeat the landing, your engine would have the full disposal of output. Set the weighing of the airplane slightly heavy on the tale and fasten your seat belts. After third round turn shift out the flaps at the speed 125-130km/h. After fourth round turn slightly snap and shift the flaps to the 2nd grade at the speed of 105-110km/h. After shifting out, increase the speed snapping to 115-120km/h, and go to landing with this speed till long wind. The way you are losing the long wind, wind down the speed. Thank to the down-to-earth lifting force you will be bearing relatively slow, on the main undercarriage it will be around 75km/h. With sequent snapping of the gas lever keep the airplane as long as possible only on the main undercarriage. The front wheel will lay on the ground on itself with the speed around 60km/h. Remark: Shifting especially the 2nd grade flaps at slightly lower speed than is the maximum allowed speed for the 2nd grade speed expressively descent the power, which is necessary for this task. Consecutive slight speed increase will enable to keep the direction of landing because the rudder is still adequately effective. If you will be coming to landing with too low speed / even though still with the backup against the stalling speed / you will find out, that the effectiveness of the rudder is descending and you will have more work with keeping the direction. 4.10. Tasks after landing • from the place of landing taxi to the place of parking • turn off all appliances, respectively horizon • turn off the main switch • close the fuel supply to the engine with the fuel tap • return the lifting flaps to the full up 0 degree position • after the propeller stops, release the seat belts and lift off the cabin doors. The airplane should stand against the wind gusts could damage the oor hinges. Page 35 of 68 • ATTENTION! Before leaving and locking the cabin lock and lock in the saving system Page 36 of 68 4.11. Flying in lateral wind If you will be flying with keeping the prescribed meteorological restrictions, the allowed values do not present any expressive barrier in order to take off nor land. If you will have to land in stronger lateral wind use the technique of glide against the wind or the flight with lateral bending against the wind. You can also use the possibility of landing at high revolutions than no load revolutions of the engine; its slight force of the propeller expressively decreases the stalling speed. If the adjustable propeller is installed, do not forget to set the minimum incidence angle before landing. If the landing runway is wide enough you can shorten the direction of lateral wind landing sideward to the axis of the runway. 4.12. Flight in turbulent atmosphere We do not overpass the speed 180km/h in turbulent atmosphere, do not fly even too slow under 130km/h. High speed can cause big force by the wind gust, small speed increase the danger of stall of the airplane while flying into the decreasing current of air. If your propeller is adjustable, set it on a smaller incidence angle and fly with higher revolutions of the engine, you will have the disposal of full output of the engine for case of deeper pancake landing in turbulence. Be ready to quickly add and detract the gas. The flight in turbulence is stressing for the pilot and also for the airplane. If it is possible, you can mount to higher flight level, where most turbulence often disappears. 4.13. Standing up to the plane For entering the aircraft there are couple of doors opening up. Doors are lift by pair of gas struts. When closing doors make sure you do couple both locks (in the front and rear) otherwise doors will open during flight due to aerodynamical forces. 5. Performance 5.1. Assumptions for performance calculations All calculations are based on MSA at mean sea level, aircraft in steady flight and aircraft at the maximum permitted takeoff weight of 450kg. Page 37 of 68 5.2. Speeds Stalling speed of the airplane in the landing configuration Vso 62km/h Maximum never-exceed speed Vne 253km/h Max.speed of horizontal flight with max. steady output of the engine Vh 230km/h These figures have been calculated at the maximum aircraft weight of 450kg and will vary dependant on such factors as weight of the aircraft and altitude above mean sea level. 5.3. Rate of climbs and height loss from the beginning of stalling Maximum rates of climb are determined at a maximum all up weight of 450kg with maximum engine thrust and are adjusted to mean sea level. With increasing altitude the rate of climb progressively decreases. Rate of climb for the engine Rotax 912UL 5.0m/s Rate of climb for the engine Rotax 912ULS 6.0m/s The minimum height loss from the point of stall to the point of regaining normal flight is 15m. During a 30 degree banking turn, this height loss increases to between 20 and 25m. 5.4. Ceiling The practical ceiling is defined as the maximum altitude capable whilst still maintaining a climb rate of at least 0.5m/sec. The aircraft’s maximum ceiling at a maximum permitted take-off weight of 450kg and a Rotax 912 or 912S engine is 6500m. 5.5. Gliding range The following figures are for an aircraft fitted with a two blade wooden propeller at a glide speed of 130km/hr. Gliding ratio with engine idling 16.8:1 Gliding ratio with turned off engine 15.2:1 When using a three blade propeller the glide ration for an aircraft with engine idling will increase due to the addition thrust provided by the engine. Similarly, the glide ration Page 38 of 68 will decrease when the engine is switched off due to the increased drag. Page 39 of 68 5.6. Length of start Takeoff length has been determined within the following constraints: • Maximum All Up Weight of 450 kg • Nil wind • Dry, straight and short cut grassy landing strip • Nil gradients • 1st Stage of flap The following figures are provided for Rotax engines with the first figure denoting the first point at which the aircraft is airborne and the second figure denoting the distance required to clear a 15m obstacle. Engine Airborne Dist to clear 15m 912UL 110m 230m 912ULS 105m 215m 5.7. Landing length Landing length has been determined within the following constraints: • Maximum All Up Weight of 450 kg • Nil wind • Dry, straight and short cut grassy landing strip • Nil gradient • 2 Stages of flap • Length of landing using brakes was determined by applying the maximum braking pressure possible without locking the wheels. The length of landing using brakes 100m Length of landing without using brakes 300m These distances should be used as a guide only will elongate in tailwind conditions or with a negative gradient. It is recommended that all landings be done into wind where possible to minimize the landing distance required. The length of landing is affected by runway slope as well. Page 40 of 68 5.8. Maximum Endurance The endurance is the maximum time that aircraft can fly without refueling. It is calculated by multiplying the available fuel in the tanks, by the lowest hourly consumption. To achieve maximum duration, the speed must be reduced to a level which is not safe in all but the smoothest of flying conditions and as such, full details are not provided here. IMPORTANT! Do not use the figures provided here for normal flight calculations. In normal flight, the Maximum Safe Endurance should be used which should be calculated based on cruise speed and fuel consumption in normal flight. For the Rotax 912 engine, the maximum endurance is approximately 6.9 hours. The actual experienced endurance will vary depending on many factors including propeller in use, cruise speed, altitude, engine performance, pilot effectiveness and weather. The table of optimal speeds while setting up propeller blades from the smallest which is 12 degree up to the biggest which is 22 degree. It is considered the engine with reductor 1:2.43 (Rotax 912UL). It is obvious that due to engine power it is not possible to reach all set up RPM. Table consists of columns of flight speed in Km/hour. RPM 3500 3600 3700 3800 3900 4000 4100 4200 4300 4400 4500 4600 4700 4800 4900 5000 5100 5200 5300 12dg 78 80 83 85 87 89 92 94 96 98 101 103 105 107 110 112 114 116 119 Engine Propeller blades in degree 17dg 22dg 110 141 113 145 116 149 119 153 122 157 125 161 128 165 132 169 135 173 138 177 141 181 144 186 147 190 150 194 154 198 157 202 160 206 163 210 166 214 Page 41 of 68 5400 5500 121 123 169 172 218 222 The optimalization of propeller operation itself is not sufficient in order to ensure the flight in relatively low fuel consumption. The engine as well operates with certain effectively and its fuel consumption does not rise with RPM linearly but slightly progressively (it rises the most between RPM 3500 and 5500). Here we refer you to engine operational manual which is part of supplied documents with the aircraft. In this manual there are written engine relation on flight altitude and temperate of air. 5.9. Flying range The aircraft normal operating range is 740km. This has been calculated with a Rotax 912 engine, at a cruise speed of 220km/hr, a fixed pitch propeller and flown at Mean Sea Level. 6. Maintenance and operating the plane When parking the aircraft it is necessary to: • Close fuel valve • Turn off all electrical appliances • Ensure all switches are in the Off position • Replace safety pins in the ballistic chute rescue system • Lock the canopy doors • Place chocks around the main undercarriage • If leaving the plane for an extended period, tie down in accordance with item 6.2 • Place covers on the propeller • Cover the pitot tube if is it not mounted under the wing • Cover the canopy with cloth cover 6.2. Anchorage of the airplane Anchorage the aircraft to strong anchors (it is recommended to use screwing anchors) by help of ropes or straps. Anchor main landing legs, the nose wheel fork may also be utilized. These should be used to secure the plane in windy conditions. Page 42 of 68 If required, the rear fuselage may be anchored by the use of a wide strap placed around the body. It is recommended that a soft, clean pad be placed under the strap to prevent slippage and also prevent scratching and damage to the fuselage. Page 43 of 68 6.3. Manipulation with the plane The aircraft is provided with a tow bar which secures to the stub axle of the nose wheel. Due to the low weight of the aircraft, one person can easily manipulate the aircraft using this bar. When the tow bar is unavailable, the aircraft may be handled by: • Pushing on the leading edge of the wings within a distance of 2m from the fuselage; • Placing the arm over the rear of the fuselage, pressing down to lift the nose wheel from the ground, and turning the aircraft as necessary; and • Pulling on the propeller from an area as close to the hub as possible. 6.4. Assembly and disassembly of the plane Assembly and disassembly of the plane should be done only by trained persons. Assembly and disassembly should be performed only when necessary as excessive wear and loosening of fixtures and connections could result with repeated assembly and disassembly. 6.4.1. Disassembly of the plane The following routine should be performed by two persons to disassemble the aircraft: • remove interior covers of airframe • screw out the aileron connecting struts • disconnect pitot static hose • screw out the nut in the main and rear wing hinges and strut pins (it is necessary to remove transition aerodynamical covers) • disconnect electric cables and fuel lines (be careful of remaining fuel in the tanks) • remove strut pins (second person must hold the wing) • remove pins from main and rear spar • shift out the wings from airframe, keep holding flap • dismantle rear fuselage cover and dismantle leading drive of trim tab • remove vertical screw of rear hinge of horizontal fin and disconnect rudder pull rod Page 44 of 68 • shift out horizontal fin from front Page 45 of 68 pins in direction down 6.4.2. Assembly of the plane The assembly of the plane should be performed by to persons in reversed order than the disassembly of the plane. ATTENTION! All self-stop hunts with the nylon rings can be used only once. All metal can be used at maximum 3times after the compression of its cut out from the tongs. After assembly the following tasks must be performed: • Check the entire airframe for geometry, damage or abnormal stress indications. • Check for the full and free movement of all control surfaces and the correct operation of the flaps and elevator trim tab. • Manually wobble the wings from the outboard edge and listen and watch for indications of abnormal noise, cracking or deformations. • Perform a full pre-flight inspection. 6.5. Washing and cleaning the plane Attention! Cover the Pitot tube while washing the airplane to protect it from water ingestion. For maximum performance, keep the plane clean and polished. Wash only with nonabrasive agents such as car washing detergents. Use only soft rags or chamois on the canopy and ensure that the material used is clean and free from dust so as to avoid scratching the canopy. Be sure to pay particular attention to wheel covers and suction openings on the engine cowl as these are likely to gather grass, dirt and other items. Use lukewarm water for best results when washing the airplane. Wash the plane in sections and then dry to avoid buildup of mineral deposits from the water. To remove stubborn deposits such as flies or bugs, use similar agents to those used in car detailing applications. Page 46 of 68 Once a month or as required, polish the surface of the aircraft and canopy to preserve the finish. Car polish and glass or plastic preservation liquids may be used. Page 47 of 68 6.6. Before flight inspection The pre-flight inspection starts on the left side of the cabin and proceeds clockwise. Perform the following inspections prior to each flight: Canopy • check the cleanness • check for damage to seals • check for correct seating • check locking mechanism for correct function Cockpit • Ensure all switches in Off position • Ensure all controls are free Engine • remove upper cowl • check engine mounts for security and wear • check all cables for security and any damage • check security of the accumulator • check the security of the fuel hoses, air filter and exhaust • check the exhaust springs for security and integrity • check the security of oil cooler • check the radiator for security and any leaks • check the security of the spark plugs and cables • check in oil level and refill if necessary - the oil level must be between the min and max marks • check coolant and refill if necessary - the coolant liquid level should be at 2/3 of the maximum volume of the tank when the engine is cool. • check brake liquid level and refill if necessary • check battery levels • check for cleanliness of the fuel filter and change if necessary • replace the engine cowl and check security Page 48 of 68 Important Watch for possible rubbed places on pipes, especially at points where they are secured, or at places where they are connected to metallic parts of the engine. If you experience problems with the connection of the carburetor to the engine via the rubber tubing, it may be necessary to modify the attachment in accordance with the engine maintenance handbook. If the pipe is rubbed conically, you should assume that small parts of the rubber could have entered the carburetor. Entrust its cleaning to an authorized person. Propeller • check security • check for possible damage • check spinner for security • if the propeller is electronically adjustable, check that it operates correctly Nose wheel • check the symmetry • check for malformation • check for alignment and spacing • check wheel cover for security • check the security of the nut of the nose wheel securing screw – paint mark should indicate no movement • check security of front wheel axle nuts Nose Wheel Tire • check the tire tread for wear • check for cracks, bulges • check tire pressure is 2.0KPa. Right wing • check the pitot and static connection in the center of the plane • check flaps and ailerons hinges and cotter pins (due to high wing construction they are easy to access under the wings) • check flaps for security • check aileron hinges Page 49 of 68 and cotter pins • check free movement of ailerons • check fuel cap sealing Right Undercarriage • check symmetry of undercarriage • check wheel cover for damage • check brakes • check for malformation • check for alignment and spacing • check axle securing nuts Right Wheel Tire • check the tire tread for wear • check for cracks, bulges • check tire pressure is 2.0KPa. Right side of the body • check for damage to the aircraft skin Tail area • check for free movement of elevator • check correct operation of trim tab • check for surface damage • check rudder hinges • check the position of the elevator and the rudder (geometry) • check for free-play in elevator and rudder • check all rivets for security and damage • check connection of control lines • check tail cone for security • check all nuts and bolts for security Left side of the body • as for the right side Page 50 of 68 Left wing • the same as the right wing Left Undercarriage • the same as the right undercarriage Left Wheel Tire • as for right wheel tire Interior of the cabin • check the cleanliness • check full and free movement of controls • check correct functioning of controls • check all control linkages • check all electrical appliances • check the uniformity of position of the flaps at all positions on both wings. • check all screws, nuts and bolts for security • check all connections, hinges, springs 6.7 Filling the fuel ATTENTION! Due to the construction of the airframe, static electricity buildup is possible. Ensure that all fuelling hoses are adequately grounded to reduce the possibility of sparking and fuel ignition. The following procedure should be followed when fuelling the aircraft: • Ensure there are no personnel in the aircraft • Ensure there are no naked flames within 50m • Ensure that no one is smoking within the fuelling area • Ensure that a fire extinguisher is available if needed • Ensure the grounding cable is attached • Ensure the grounding cable on the right undercarriage leg is touching the ground Page 51 of 68 • With regards to placing fuel tank neck it is appropriate to use platform or stool (do not lean any kind of platform or ladder on sandwich aircraft skin which could be damaged) • Ensure that all containers and funnels are marked fuel safe • Ensure that all switches are in the Off position • Close the fuel valve • Unlock and open the fuel cap • Fill the plane slowly to avoid spillage • While filling, do not lean on the aircraft as damage to the aircraft skin may result • Do not place fuel containers on the wing are as damage to the wing may result • After filling, ensure the cap is replaced securely and locked in place • Wipe away any fuel spillage 7. Service life of airplane and periodic maintenance Regular and careful inspections and maintenance are the principles of reliable and safe operation of the airplane. Maintenance routines and repairs should be documented in the aircraft logs. 7.1. Service life of the plane and its parts There are three major components which determine the life of the aircraft: • Airframe • Engine • Propeller The service life of the airframe will depend on the stresses experienced during its lifetime. Avoid high stress maneuvers and rough turbulence where possible. Do not disassemble the aircraft needlessly and only anchor the aircraft in accordance with the manufacturer’s instructions. Whenever possible hangar the aircraft to avoid damage by the sun, dust and wind. If hangarage is not available, cover the aircraft if possible. Regular polishing with high quality car polishes will aide in maintaining the airframe. The manufacturer gives 100 flying hours warranty. The service life of the airframe is not limited. Page 52 of 68 The propeller should undergo regular inspections as set out by the manufacturer. To prolong the life of the propeller, avoid long grass and stone areas which may damage the leading edge. There is no specified service life of the engine. The engine is subject to review by the Rotax manufacturer after every 1200 hours. 7.2. Daily maintenance Upon receipt of your new aircraft, you should conduct a thorough inspection including checking the security of all engine components and the state of the fuel filter. Check for any components or control linkages and fittings that may have come loose in transit. ATTENTION! Change the fuel filter preventively after the first ten hours of operation. We cannot exclude the possibility of getting dust or other dirt into the fuel tank during final construction and this debris may be dislodged during initial flights. It is important to check the fuel filter for contamination frequently during the first 10 hours of flight. It is preferred to use filters with a clear housing rather than an opaque housing as these will more clearly display any contamination in the fuel lines. The fuel filter should be checked during every pre-flight. Further engine and airframe checks are detailed in item 6.6. 7.2.1. Lubricant plan and lubricant types Use only engine lubricants which have been prescribed by the engine manufacturer and detailed in the engine maintenance handbook. The lubricant used by the aircraft manufacturer will be detailed in the aircraft delivery report and also marked on a label located on the upper engine cowl. Engine oil should be replaced after every 100 hours of operation. In other areas requiring lubrication, any oil or grease designed for that particular type of lubrication may be used. Use a syringe with a large diameter needle to lubricate hard to reach areas. In most places, the lubricant serves to prolong the life of components so the following schedule should be followed: Page 53 of 68 Place Type of lubricant Frequency grease once a year Aileron hinges transmission oil every 50 hours Upper and bottom rudder hinges transmission oil every 50 hours Elevator hinges transmission oil every 50 hours Control linkages transmission oil every 50 hours Aileron hinges transmission oil every 50 hours Flap hinges transmission oil every 50 hours Front undercarriage leg Most areas can be reached easily however the control linkages require removal of the seats and rear linkages require removal of the rear inspection panel on the main fuselage in front of the rear stabilizer. 7.2.2. Ground Handling The aircraft is supplied with a handle for manual ground handling of the aircraft. During normal maintenance procedures, no special chocks or supports are required. 7.2.3. Removal of the front wheel The removal of the front wheel requires two persons. Prepare the bracket under the support points by the point 7.8., ensuring wedge and self protecting nut M14. While disassembling proceed this way: • ensure the wheels of the main undercarriage by the wedges from both sides • take off the upper and low part of the engine cover • slacken one of the nuts from the front wheel axle and screw it out • compressing the upper part of the body in place in front of the tale areas and relief the front wheel, shore up the engine bed in the place by the point 7.8. • extrude the axle from the relief wheel and take the wheel out While assembling the front wheel, proceed it reversed way. The old nut should be replaced by new one, also perform the signature of the nut position on the hinge with Page 54 of 68 color. Page 55 of 68 7.2.4. Wheel disassembly of main undercarriage The disassembly demands the cooperation of two persons, for assembly prepare the bracket, ensuring wedges and self protecting nut M14. • ensure the second wheel of the main undercarriage by the wedges from both sides • raise the airplane on the wing at the side of the disassembling wheel and support it under the wing by the point 7.8. • release the inside nut of the hinge of the wheel and lift up the hinge of the wheel from the undercarriage leg without lifting up the hinge with the wheel, the back inside screw of the wheel cover would be able to be screwed out poorly • disassemble the wheel cover hanged up with 3 screws M6 • screw out 2 screws with the spring and with the inside hexagonal with which is fastened the brake valve on the braking shield • lift up the inside braking plate to the direction down and take it out of the brake valve • take out the brake valve from the braking disk by compressing to back • screw out the inside nut of the hinge of the wheel • take out the wheel from the axle Reverse the above sequence to reassemble the main undercarriage. 7.2.5. Mending the tire Do not use liquid tire repairs that require 30 minutes of rotation of the tire to be effective as this period of rotation cannot be guaranteed. These agents may also settle in the tire unevenly and cause vibration in the aircraft immediately after take-off. It is recommended that tires are replaced, rather than repaired, in the event of puncture. Page 56 of 68 7.2.6. Electrical system voltage The aircraft is fitted with a 12V negative earth electrical system. Some of the electrical items, such as the radio, have their own inline fuse however there are no master circuit breakers or fuses installed. Each of the main switches acts as a fuse. Page 57 of 68 During normal operation, if the voltage drops when switching using appliances, such as transmitting on the radio or altering the pitch of the propeller, check the battery for corrosion, correct connection and electrolyte level. If the fault remains, check the entire electrical system or refer the problem to an authorized service centre. 7.2.7. Tolerance and setting up values Distance of spark plug electrodes 0.7mm Tire inflation pressure 2.0hPa 7.2.8. Supporting and subordinate construction Wings, tail areas and the main fuselage are considered as the supporting constructions. Non-supporting constructions include the upper and the lower engine cowl, covers of the undercarriage wheels and the aerodynamic cover of the front undercarriage leg. No modifications or repairs are to be undertaken on the supporting constructions without prior consultation with the aircraft manufacturer. 7.2.9. Assembly of the aircraft No special tools are required for the assembly/disassembly of the aircraft. Standard workshop tools will suffice. 7.2.10. Special tools The aircraft is supplied with a spark plug spanner. No other special tools are required for servicing and maintenance of the aircraft. 7.2.11. Materials for minor repair to the aircraft surface repairs Due to the type of construction, only minor repairs may be made to the surface of the aircraft. For these repairs, use two component mastic. Clean and degrease the damaged surface with petrol and cement it with the mastic prepared according to the directions for its use. Once the repair has hardened, rub it back and paint as necessary. Page 58 of 68 7.2.12 Changing the fuel filter in the engine area The fuel filter should be checked regularly to ensure that it is not blocked and replaced as necessary. Due to possible dust and dirt remaining in the fuel tank after construction, the first change of the filter should occur after a maximum of 12 hours operation and then at least every 50 hours. ATTENTION! Perform the filter change on a cool engine only The process for changing the fuel filter is: • Close fuel valve • Remove upper engine cowl • Release buckles on pipes on both sides of fuel filter (leave buckles on the pipes) • Remove the filter while turning the pipes, taking care not to spill too much fuel • Replace the filter • Replace the pipes on the new filter ensuring that the filter is fully inserted • Replace buckles on the pipes and tighten • Lockwire buckles • Open fuel valve • Operate engine for 5 minutes with no load • Ensure filter is full of fuel and engine operates normally • Replace upper engine cowl Remark: Close the fuel valve when changing the fuel filter. Failure to do so will allow excess fuel in the fuel line to drain back to the tank resulting in a long priming period before the engine may be restarted. ATTENTION! After changing the fuel filter, pay extra attention to the engine run-up before flight to make sure the fuel system is functioning correctly. Page 59 of 68 7.2.13 Maintenance of SR 2000/3000 Woodcomp Propeller A visual inspection of the propeller blades, leading edges, hub and spinner is to be performed every 10 hours. During this inspection, clean the propeller with non abrasive, non-corrosive cleaning agents. 7.3. Warranty Service A warranty service is conducted after 25 hours of service and is performed by an authorized service centre. A full review of the aircraft is undertaken and a minor service of the engine is performed including change of oil and oil filter. 7.4. Periodical revision after every 50hours Every 45-55 hours the following tasks are to be performed by the owner or approved maintenance person: • Full pre-flight inspection • Inspect all fixtures, rivets, nuts and bolts for security • Inspection of internal fuselage • Inspection of fuel system for leaks, security of fittings and cleanliness of filter • Inspection of engine mounts and fixtures • Inspection of brake system and operation • Engine maintenance in accordance with manufactures directions 7.5. Periodical revision after every 100hours Every 95-100 hours or 12 months from the last inspection the following tasks are to be performed by the owner or approved maintenance person: • 50 hourly inspection and maintenance • inspect airframe and repair as necessary • inspect and polish canopy and repair if necessary • inspect flight controls and cables for wear and damage • perform engine maintenance in accordance with manufacturer’s handbook • inspection and service propeller in accordance with manufacturer’s instructions • flight test Page 60 of 68 7.6. Periodical revision after every 200hours As per the 100 hour inspection, but also the ignition plugs are changed. 7.7. Inspection after every 300hours This revision is made after every 295-305 flight hours or after three years of operating. The diagnostics of all stressed parts of the construction is made and also its detailed range is prescribed by the internal rule of the producer by the detected state. We introduce here basic tasks for your information: • revision after 100 hours • taking off the propeller and the engine • revision of the construction • revision of the interior of the body and the cabin • the outer revision of the whole airframe • pilotage revision • replacement of intended parts • flight test by the probationary pilot ATTENTION! This inspection is made only by the service center of the producer. 7.8. Jacking points on the plane The lower engine mounting bracket has been designed with jacking points at the point at which the mount meets the fuselage firewall. This enables the lifting of the nose wheel when the lower cowl is removed. When jacking the plane utilizing these points, ensure that the wheels of the main undercarriage are secured so as to prevent the aircraft from toppling off the jack. The main fuselage may be lifted by placing supports under the main wings 190cm out from the fuselage. The supports must provide even distribution of load over an area at least 100mm wide and 1000mm long. A 20mm thick felt cover will allow the even distribution of load across the support and also provide protection for the undersurface of the wing. Page 61 of 68 7.9. List of labels and their placing The following labels may be found on the aircraft: • Airframe manufacturer details, including the airframe serial number, are located on the inner left side of the fuselage behind the pilot’s seat. • Aircraft manufacturer’s details are located on the partition behind the passenger seat. • Maximum all up weight details and fuel capacity details are located in the cockpit on the left side. • Engine oil details are located on the upper cover of the engine adjacent the oil filler cap. 8. Airplane repairs 8.1. Repairs of nuts and bolts Damaged or corroded nuts and bolts should be replaced as soon as possible. Where the thread has been damaged, both the nut and bolt must be replaced. Replacements should be of the same type and quality. Nylon lock nuts may only be used once and therefore should be replaced if the nut is removed for any reason. Full metal nuts may used up to three times before replacement and must be locked in place with locking wire or other method. 8.2. Repairs of rivet joints If a rivet joint is damaged in any way, the rivet must be removed and replaced. After removal, a close inspection must be done to ensure that no damage to the riveted surfaces has occurred. In the event that no further damage is evident, the rivet may be replaced with the same type and quality. Where further damage has occurred to the riveted surfaces, the manufacturer should be consulted to determine the appropriate repair methods. 8.3. Control system repairs Control columns, connection points, control lines, bearings and other parts cannot be repaired and should immediately be replaced if damaged or malformed in any way. Individual parts can be replaced only by original parts sourced from the manufacturer. Page 62 of 68 All repairs to the aircraft control systems should be completed by an authorized service person and the aircraft must be test flown by a suitably qualified pilot prior to returning to flight status. 8.4. Airframe repair Minor damage to the surface finish of the aircraft should be cemented, rubbed back and painted. Perforation of the aircraft skin in non-structural areas such as the lower cowl, wheel covers and front undercarriage cover may be repaired with one or two layers of laminate cemented into position, rubbed back and painted. Cementing should be done with component car mastic in accordance with the directions for its use. Other damage to structural surfaces should be referred to the airframe manufacturer for the correct method of repair or replacement. 8.5. Fuel system repairs All fuel system malfunctions, damage or leaks must be repaired immediately. Minor repairs such as tightening of fuel line sleeves, cleaning of filters, etc may be repaired by the owner. All other major repairs must be referred to an authorized service representative. 8.6. Engine repairs All engine repairs must be performed by an authorized service centre. Engine faults can be identified by abnormal engine noise, increased vibrations, fluctuations in engine RPM, engine misfires, reduced performance, abnormal smells, difficulty in starting, etc. 8.7. Electronic and appliance repairs In case of electrical fault, the owner may make simple repairs such as charging the battery, cleaning the contacts and repair or replacement of broken wires and cables. Other repairs of the electrical system and other appliances may be performed only by an authorized service representative. ATTENTION! All reparations must be written down in the flight book. All damages which have influence on the stability of the construction and the flight characters are necessary to be announced to the producer, which will determine the reparation. Page 63 of 68 8.8. Inspection of electrical system All cable connections must be checked for security, wear, abnormal damage and corrosion. Replace any corroded or damaged cables prior to flight. Page 64 of 68 Indications of wear or damage may include, but are not limited to, corrosive buildup on terminals, melted, loose or broken insulation or disconnected or exposed wires. Ensure that spark plug cables are secured correctly and not loose on the plug. Release of the plug connector can be the reason for burnt or melted cables and improper operation of the engine. Check the level of electrolyte in the battery in all chambers and fill with distilled water if necessary. Recharge the battery regularly if the engine is not operated for extended periods. 9. Engine Rotax 912, 912S and 914 maintenance The primary reference for maintenance of the Rotax engine should be the Rotax engine owner’s handbook provided with your plane. The engine should be kept clean and inspected regularly for oil leaks or other indications of engine problems. All major servicing should be carried out by an authorized person. This manual only includes the basic tasks for general operation and maintenance of the Rotax engine. 9.1. Oil refill The oil filter should be replaced whenever the oil is changed. This should be done after the first 25 hours of operation and then every 100 hours or 12 months. Both engine oil and gearbox oil should be changed at these periods. The amount of the oil required for a complete refill is 3 liters. The handbook for maintenance of Rotax 912/914 engines requires that after each exchange of the oil the old filter is opened and inspected for any foreign material, such as metallic filaments, which may indicate abnormal engine wear and possibility of the engine failure. We recommend having this work done by an expert technician 9.2. Spark plugs Spark plugs should be inspected and cleaned every 100 hours or when the engine becomes difficult to start. Electrode spacing should be 0.7mm or as stated in the engine manufacturer’s handbook. Page 65 of 68 Fouled or discolored plugs may indicate other engine anomalies such as loose valves, incorrect mixture setting, fouled air filter or incorrect engine operating temperatures. The correct spark plug color should be a light brown. Refer to the engine manufacturer’s handbook for further information. Spark plugs should be replaced every 200 hours or when damage or wear is evident during normal inspections. When reinserting spark plugs, Rotax recommends covering the screw with a heat conductive paste to improve the transfer of heat between the body of the plug and the cylinder head. 9.3. Refrigerating liquid Use only coolant liquids containing anti-corrosion additives and marked suitable for use with aluminum based alloy engines. Do not use coolant liquids in higher concentrations than those prescribed by the manufacturer as damage to the coolant system may result. Coolant liquid level should be checked regularly and generally replaced at the start of winter and summer. ATTENTION! Do not open the coolant tank when it is hot as severe burns may result. To replace coolant liquid, remove the cap on the coolant liquid tank, release the hose clamp on the water pump and remove the rubber pipe to drain the liquid. After draining the liquid, immediately replace the pipe on the water pump. When replacing the coolant liquid, the tamping underneath the hose clamp should also be replaced to reduce damage to the pipe. Ensure that the hose clamp is tightened to 10Nm. Addition of coolant should be done directly into the top cap of the coolant liquid tank. Use the liquid with anti corrosive ingredients prescribed for the block of engines from aluminum base alloys. Do not use the refrigerating liquid in bigger concentration; it can be detrimental for individual parts of the refrigerating system. The refrigerating liquid density should be checked before the beginning of winter. Fill the refrigerating liquid to the tank. Page 66 of 68 ATTENTION! Do not open the tap of the refrigerating liquid tank in hot state. You can get burnt easily. While letting out the refrigerating liquid it is necessary to open the tap of the tank and screw out the low tightening screw / with the impermeable ring / of the water pump. Then it is necessary to release the low pipe of the cooler of the refrigerating liquid / which is located lower than the engine to let the old refrigerating liquid leak out, after letting it out, put the pipe back on the cooler and tighten the buckle carefully. While exchanging the refrigerating liquid it is also necessary to exchange the tamping under the low tightening ring of the water pump. This screw is tightened by the moment of 10Nm. 9.4. Service life, revision and engine revisions Engine maintenance periods have been set at 25, 50, 100 and 200 hours with an acceptable tolerance of ± 10 hours. This tolerance is not cumulative. The 100 hourly inspection and maintenance schedule should be carried out annually irrespective of hours flown. The 25 hourly inspection and maintenance schedule should be carried out on new engines and after a general overhaul. Further information on engine maintenance and inspections is available in the engine handbook supplied by the engine manufacturer. This manual is intended for use by qualified service personnel only and all maintenance is assumed to be undertaken by such persons. The oil and oil filter should be replaced during the 25 hourly inspection and maintenance routine. The service of the engine after 50 hours is not recommended by the producer, with the exception being for engines run on AVGAS, where it is also necessary to exchange the oil after 50 hours of operation. ATTENTION! After every exchange of the oil filter, it is recommended that a thorough internal inspection of the old filter be carried out to ensure that it does not contain metallic filaments or other foreign matter. The appearance of these substances within the filter may be an indication of abnormal engine wear or engine damage. Page 67 of 68 Some maintenance tasks to be undertaken at the 100 and 200 hourly maintenance periods may only be undertaken by an authorized technician. We recommend that this servicing be undertaken by the engine manufacturer or his nominated representative. ATTENTION! Engine warranty is subject to the strict adherence to maintenance schedules and operating procedures as prescribed in the engine operations manual and aircraft flight manual. It is recommended that, during the warranty period, all maintenance on the engine be undertaken by an authorized service representative or suitably qualified person. 9.5. Service life of rubber parts of engine All rubber components around the engine, including engine mounts, etc. should be replaced every five years. This should be done irrespective of visual inspection results and replacement should be carried out by an authorized maintenance person. END Page 68 of 68 ">

Public link updated
The public link to your chat has been updated.
Advertisement
Key features
- Composite airframe
- Rotax 912/914 engine
- Two-seat configuration
- High-wing design
- Retractable landing gear
- Flight instruction capability
Frequently asked questions
The TL-3000 Sirius can be equipped with Rotax 912UL, 912ULS or 914 engines.
Yes, it is certified for basic and advanced flight training.
The maximum takeoff weight is 450kg.