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Sinus - Flight manual and Maintenance manual

1. 300 1049 8 31 0 2000 794 9 23 5 250 1043 7 30 8 2050 790 0 23 3 200 1037 5 30 6 2100 785 1 23 2 150 1031 4 30 5 2150 780 2 23 0 100 1025 3 30 3 2200 775 3 22 9 50 1019 3 30 1 2250 770 5 22 8 0 1013 3 29 9 2300 165 7 22 6 50 1007 3 29 7 2350 760 9 22 5 100 1001 3 29 6 2400 756 2 22 3 150 995 4 29 4 2450 751 4 22 2 200 989 4 29 2 2500 746 7 22 1 250 983 6 29 0 2550 742 1 21 9 300 977 7 28 9 2600 737 4 21 8 350 971 9 28 7 2650 732 8 21 6 400 966 1 28 5 2700 728 2 21 5 450 960 3 28 4 2750 723 6 21 4 500 954 6 28 2 2800 719 21 2 550 948 9 28 0 2850 714 5 21 1 600 943 2 27 9 2900 709 9 21 0 650 937 5 27 7 2950 705 5 20 8 700 931 9 27 5 3000 701 0 20 7 750 926 3 27 4 3050 696 5 20 6 800 920 0 27 2 3100 692 1 20 4 850 915 2 27 0 3150 687 7 20 3 900 909 0 26 9 3200 683 3 20 2 950 904 2 26 7 3250 679 0 20 1 1000 898 7 26 5 3300 674 6 19 9 1050 893 3 26 4 3350 670 3 19 8 98 SINUS motorglider www pipistrel si REV 1 99 SINUS motorglider www pipistrel si REV 1 ICAO standard atmosphere h m h ft T C T K T T0 p mmHg p kg m2 p p0 r kgs2 m4 g kg m4 d 1 S d Vs n 106 m2 s 1000 3281 21 5 294 5 1 022 854 6 11619 1 124 0 137 1 347 1 099 0 957 344 2 13 4 900 2953 20
2. centre of gravity MAC 20 39 20 39 20 39 General 10 SINUS motorglider www pipistrel si REV 1 11 SINUS motorglider www pipistrel si REV 1 3 view drawing General 12 SINUS motorglider www pipistrel si REV 1 13 SINUS motorglider www pipistrel si REV 1 This page is intentionally left blank 12 SINUS motorglider www pipistrel si REV 1 13 SINUS motorglider www pipistrel si REV 1 Introduction Operational velocities Engine fuel oil Weight limits Centre of gravity limits Manoeuvre limits G load factors Cockpit crew Types of operations Minimum equipment list Other restrictions Warning placecards Limitations Limitarions 14 SINUS motorglider www pipistrel si REV 1 15 SINUS motorglider www pipistrel si REV 1 Operational velocities Speed limits Velocity TAS km h kts Remarks Vmax Maximum permitted horizontal speed 220 119 Never exceed this speed in horizontal flight When flying close to the Vmax never use more than one third of controls deflecions VNE Velocity never to be exceeded 225 122 Never exceed this speed Should the VNE be exceeded land as soon as possible and have the aircraft verified for airworthiness by authorised service personnel VRA Maximum safe velocity in rough air 141 76 Exceed this speed in calm air only and even then with great caution VA Manoeuvering velocity
3. 0 984 699 0 9503 0 919 0 116 1 145 0 934 1 034 337 8 15 3 800 2625 9 8 282 8 0 981 690 6 9389 0 908 0 115 1 134 0 925 1 039 337 4 15 4 900 2953 9 1 282 1 0 979 682 3 9276 0 897 0 114 1 123 0 916 1 044 337 15 5 1000 3281 8 5 281 5 0 977 674 1 9165 0 887 0 113 1 112 0 907 1 049 336 6 15 7 1100 3609 7 8 280 8 0 975 665 9 9053 0 876 0 112 1 101 0 898 1 055 336 2 15 8 1200 3937 7 2 280 2 0 972 657 9 8944 0 865 0 111 1 090 0 889 1 060 335 8 15 9 1300 4265 6 5 279 5 0 970 649 9 8835 0 855 0 110 1 079 0 880 1 065 335 4 16 0 1400 4593 5 9 278 9 0 968 642 0 8728 0 844 0 109 1 069 0 872 1 070 335 16 2 1500 4921 5 2 278 2 0 966 634 2 8621 0 834 0 107 1 058 0 863 1 076 334 7 16 3 1600 5249 4 6 277 6 0 963 626 4 8516 0 824 0 106 1 048 0 855 1 081 334 3 16 4 1700 5577 3 9 276 9 0 961 618 7 8412 0 814 0 106 1 037 0 846 1 086 333 9 16 6 1800 5905 3 3 276 3 0 959 611 2 8309 0 804 0 104 1 027 0 838 1 092 333 5 16 7 1900 6234 2 6 275 6 0 957 603 7 8207 0 794 0 103 1 017 0 829 1 097 333 1 16 9 2000 6562 2 275 0 954 596 2 8106 0 784 0 102 1 006 0 821 1 103 332 7 17 0 2100 6890 1 3 274 3 0 952 588 8 8005 0 774 0 101 0 996 0 813 1 108 332 3 17 1 2200 7218 0 7 273 7 0 950 581 5 7906 0 765 0 100 0 986 0 805 1 114 331 9 17 3 2300 7546 0 0 273 0 0 94
4. 141 76 Do not use rough or full stick and rudder deflecions above this speed VFE Max velocity flaps extended 130 70 Do not exceed this speed with flaps extended VAE Max velocity of airbrake extention 160 86 Do not extend spoilers above this speed Airspeed indicator markings MARKING km h kts Definition white arc 63 130 34 70 Speed range where flaps may be extended Lower end is defined as 110 of VS stall speed in landing configuration at MTOM up per end of speed range is limited by VFE see above green arc 66 141 36 76 Speed range of normal operation Lower end is defined as 110 of VS1 stall speed at MTOM with flaps in neutral position upper end is limited by VRA see above yellow arc 141 220 76 119 Manouvre the aircraft with great caution in calm air only red line 220 225 119 122 Maximum speed allowed blue line 115 62 Best climb rate speed VY Indicated airspeed IAS to true airspeed TAS relation Airspeed indicator measures the difference between total and static pressure also called dynamic pressure which does not only change as speed increases but is also linked with altitude Flying at high altitudes where the air is getting thinner results in misinterpreting airspeed which is being indicated The indicated airspeed value is actually lower than the true airspeed to which the aircraft is exposed The higher you fly the b
5. 2000 3000 4000 5000 6000 7000 8000 9000 km h kts pressure altitude Indicated AirSpeed IAS m ft TAS 225 km h 122 kts TAS 250 km h 135 kts The graph below shows which indicated airspeed IAS must be maintained to keep the true air speed TAS constant Note that true airspeed TAS is constant along the entire servicable altitude range VNE for Sinus is 225 km h 122 kts TAS Note how VNE decreases at higher altitudes IAS amp TAS graphs standard ICAO atmosphere WARNING Above pressure altitude of 1000 meters 3300 ft all speed limits see previous page MUST be treated as True AirSpeed TAS Indicated AirSpeed IAS MUST be reduced accordingly see graphs above Hint You can draw your own lines for other speeds on these graphs At 0 meters 0 feet start at the desired IAS 1st graph or TAS 2nd graph and follow the same line curvature The graph below shows how TAS changes in relation to pressure altitude Note that the indicated air speed IAS is constant along the entire servicable altitude range Vmax for Sinus ultralight motorglider is 220 km h 119 kts TAS 16 SINUS motorglider www pipistrel si REV 2 17 SINUS motorglider www pipistrel si REV 1 Limitations Engine fuel oil Engine manufacturer ROTAX Engine types ROTAX 503 ROTAX 582 ROTAX 912 The engine TEMPERATURE C ROTAX ENGINE 503 UL 582 UL 912 UL cylinder head temp CHT min work highest 100 200 2
6. 284kg max takeoff weight MTOM 450 472 5 kg 450 472 5 kg 450 472 5 kg fuel capacity 2 x 30 l 2 x 30 l 2 x 30 l max fuel weight allowable 45 6 kg 45 6 kg 45 6 kg minimum cockpit crew weight no limit no limit no limit maximum cockpit crew weight 180 kg 180 kg 180 kg joint parachute rescue sys and luggage weight 15 kg 16 kg 18 kg WARNING Should one of the above listed values be exceeded others MUST be reduced in order to keep MTOM below 450 472 5 kg However the joint parachute rescue system and lug gage weight must NEVER be exceeded as it can influence aircraft s balance to the point when the aircraft becomes uncontrollable Owners of Sinus ultralight motorglider equipped with the GRS parachute rescue system weigh ing 14 kg on itself must keep luggage weight below 1 kg model 503 2kg model 582 4 kg model 912 to keep aircraft s centre of gravity within safe range 18 SINUS motorglider www pipistrel si REV 1 19 SINUS motorglider www pipistrel si REV 1 Centre of gravity limits Aircraft s safe centre of gravity position ranges between 20 and 39 of mean aero dynamic chord Reference point ranges between 243 mm and 408 mm datum is wing s leading edge Manoeuvre limits Sinus ultralight motorglider is certified as an Ultralight aircraft Therefore all basic non aerobatic manoeuvres are permitted within operational speed range regardless of wing flap positio
7. Should the engine cool down during unpowered flight apply choke Always start the engine at idle throttle CAUTION Do not add full power while the engine is still cool Fly at lower airspeeds at low power engine setting to warm it up instead e g 90 km h 50 kts at 3000 RPM 38 SINUS motorglider www pipistrel si REV 1 39 SINUS motorglider www pipistrel si REV 1 Introduction Airspeed indicator calibration Take off performance Climb performance Cruise Descent Landing performance Vg diagram Speed polar Additional technical data Noise levels Performance Performance 40 SINUS motorglider www pipistrel si REV 1 41 SINUS motorglider www pipistrel si REV 1 Performance Introduction This chapter provides information on aircraft s airspeed calibration stall speeds and general per formance All data published was obtained from test flight analysis Test pilots were instructed to control the plane simulating average pilot s flying skills Airspeed indicator calibration IAS to CAS Pitot tube s ingenious mounting and construction makes IAS to CAS correction values insignificant Therefore pilots should regard IAS to be same as CAS IAS CAS Stall speeds Stall speeds at MTOM are as follows flaps in negative position 5 up 69 km h 36 7 kts flaps in neutral position 0 neutral 66 km h 35 6 kts flaps in 1st position 9 down 65 km h 35 0 kts
8. flaps in 2nd position 18 down 63 km h 34 0 kts Take off performance All data published in this section was obtained under following conditions aircraft at MTOM elevation 100 meters 330 feet wind calm runway dry grass runway with low cut grass ICAO standard atmosphere SINUS Model 503 Model 582 Model 912 takeoff runway length at MTOM VARIO prop 123 m 405 ft 100 m 330 ft 93 m 305 ft takeoff runway length over 15m 50 ft obstacle 215 m 705 ft 170 m 555 ft 153m 450 ft Note in order to meet the data for takeoff runway lenght over 15 m obstacle maintain Vx after take off Takeoff runway length may vary depending on the wind temperature elevation and wing amp propeller surface condition 40 SINUS motorglider www pipistrel si REV 1 41 SINUS motorglider www pipistrel si REV 1 Effect of elevation The table below provides data about the effect of elevation on takeoff runway length elevation m 0 500 1000 1500 atmosph pressure hPa 1012 954 898 845 outside temperature C 15 0 11 7 8 5 5 2 Takeoff runway length m ft Model 503 123 405 155 505 191 625 224 735 Model 582 100 330 139 455 170 555 195 640 Model 912 93 305 117 380 143 465 165 540 WARNING If the outside temperature is higher than the standard value it is mandatory to consider the takeoff runway length prolongs as follows L 1 10 C The graph bel
9. spoilers airbrakes drive fine adjustment see page 73 for detailed description Handling and maintenance 72 SINUS motorglider www pipistrel si REV 1 73 SINUS motorglider www pipistrel si REV 1 daily first 5 hours 50 hours 100 hours 200 hours 500 hours 1 000 hours 10 000 hours ENGINE see enclosed Rotax engine manual for detailed engine maintenance information In addition to Rotax manual two stroke engines overhaul every 300 hours C four stroke engines overhaul every 1 500 hours from engine serial number 4404718 engine cover screws C C C engine mount C C SC engine mount dumpers and other rubber parts C SC R every 500 hrs or every 5 years air filters C C CL SC elect terminals joints and connectors hoses radiator mount C C SC exhaust muffler C C SC SC exhaust pipe springs and fire protect C C SC R throttle choke propeller wire drive SC R ENGINE CONTROL O choke and throttle lever wire ropes C C SC R levers C SC PROPELLER AND SPINNER SC O surface condition C fastening bolts R propeller bushings R propeller pitch C SC propeller balance C SC FUEL SYSTEM O every 1000 hrs or 5 years general leakage C C SC water inside gascolator C dirt and gascolator filter CL CL CL R wing fuel tank caps C fuel tank caps o ring R every 500 hrs or 5 years fuel valves and leakage C ELECTRIC
10. 1 625 0 520 0 589 1 302 Appendix 96 SINUS motorglider www pipistrel si REV 1 97 SINUS motorglider www pipistrel si REV 1 Appendix metres m to feet ft conversion table metres m feet ft metres m feet ft metres m feet ft 0 304 1 3 280 10 36 34 111 5 20 42 67 219 81 0 609 2 6 562 10 66 35 114 8 20 72 68 223 09 0 914 3 9 843 10 97 36 118 1 21 03 69 226 37 1 219 4 13 12 11 27 37 121 3 21 33 70 229 65 1 524 5 16 40 11 58 38 124 6 21 64 71 232 94 1 828 6 19 68 11 88 39 127 9 21 91 72 236 22 2 133 7 22 96 12 19 40 131 2 22 25 73 239 50 2 438 8 26 24 12 49 41 134 5 22 55 74 242 78 2 743 9 29 52 12 80 42 137 7 22 86 75 246 06 3 048 10 32 80 13 10 43 141 1 23 16 76 249 34 3 352 11 36 08 13 41 44 144 3 23 46 77 252 62 3 657 12 39 37 13 71 45 147 6 23 77 78 255 90 3 962 13 42 65 14 02 46 150 9 24 07 79 259 18 4 267 14 45 93 14 32 47 154 1 24 38 80 262 46 4 572 15 49 21 14 63 48 157 4 24 68 81 265 74 4 876 16 52 49 14 93 49 160 7 24 99 82 269 02 5 181 17 55 77 15 24 50 164 1 25 29 83 272 31 5 48 18 59 05 15 54 51 167 3 25 60 84 275 59 5 791 19 62 33 15 84 52 170 6 25 90 85 278 87 6 096 20 65 61 16 15 53 173 8 26 21 86 282 15 6 400 21 68 89 16 45 54 177 1 26 51 87 285 43 6 705 22 72 17
11. 289 156 2000 m 6500 ft 250 135 279 151 270 145 303 164 3000 m 10000 ft 250 135 290 157 270 145 316 171 4000 m 13000 ft 250 135 303 164 270 145 329 178 5000 m 16500 ft 250 135 317 171 270 145 345 186 6000 m 19700 ft 250 135 332 179 270 145 361 195 7000 m 23000 ft 250 135 349 188 270 145 379 204 8000 m 26300 ft 250 135 366 198 270 145 404 218 As you can see from the table above the diferences between IAS and TAS are not so little and MUST be respected at all times REMEMBER Do not trust your ears Do not trust your eyes Trust the instruments and be aware of the IAS to TAS relation Always respect the limitations prescribed in this manual Never exceed the VNE as this has proved to be fatal Keep that in mind every time you go flying Pipistrel d o o wishes you happy landings 86 SINUS motorglider www pipistrel si REV 1 87 SINUS motorglider www pipistrel si REV 1 Appendix Myth I can fully deflect the controls below maneuvering speed WRONG BELIEVE THIS AND DIE The wing structure in light planes is usually certified to take 3 8 G s 1 52 G s plus a certain safety factor Put more load on the wing than that and you should consider yourself dead But here is the nice part Below a certain speed the wing simply cannot put out a full 3 8 G s of lift It will stall first This speed is called M
12. 30 SINUS motorglider www pipistrel si REV 1 31 SINUS motorglider www pipistrel si REV 1 Engine engine cover Cooling fluid level models 582 amp 912 half way to the top Oil quantity model 912 within designated limits Injection oil quantity optional oil injection pump sufficient for the planned flight duration Throttle choke and oil pump wires no mechanical damage smooth and unobstructed movement Radiators and hoses no mechanical data and or leakage air filters clean and intact Exhaust pipes and collectors firmly in position no cracks springs intact and in position rubber dumpers intact Eventual fuel and or oil leakage no spots on hoses engine housing or engine cover Reduction gearbox check for eventual oil leakage all bolts and plugs attached firmly Fasteners and engine cover screws tightened engine cover undamaged Gascolator Drain approximately 1 3 decilitre of fuel prevent gnd pollution and intercept fuel with a canister Spinner Spinner no mechanical damage e g cracks impact spots screws tightened Bolts and nuts secured Propeller Hub and blades no mechanical damage e g cracks both immaculately clean Bolts and nuts secured VARIO propeller smooth unobstructed movement along propeller pitch Undercarriage wheels Bolts fastened Landing gear strut no mechanical damage e g cracks clean Wheel no mechanical damage e g cracks clean Wheel axis and nut fasten
13. 35 43 19 30 38 74 80 29 46 58 114 1 9 65 19 37 40 19 81 39 76 77 29 97 59 116 1 10 16 20 39 37 20 32 40 78 74 30 48 60 118 1 Appendix 96 SINUS motorglider www pipistrel si REV 1 97 SINUS motorglider www pipistrel si REV 1 ICAN international comitee for air navigation temperatures relative pressure relative density and CAS to TAS correction factors as related to altitude Altitude Temperature Relative pressure Relative density Cor factors feet metres C F 2 000 610 18 96 66 13 1 074 1 059 0 971 1 305 16 98 62 56 1 036 1 029 0 985 0 0 15 59 1 1 1 1 000 305 13 01 55 43 0 964 0 971 1 014 2 000 610 11 03 51 86 0 929 0 942 1 029 3 000 914 9 056 48 30 0 896 0 915 1 045 4 000 1219 7 075 44 73 0 863 0 888 1 061 5 000 1524 5 094 41 16 0 832 0 861 1 077 6 000 1829 3 113 37 60 0 801 0 835 1 090 1 000 2134 1 132 34 03 0 771 0 810 1 110 8 000 2438 0 850 30 47 0 742 0 785 1 128 9 000 2743 2 831 26 90 0 714 0 761 1 145 10 000 3090 4 812 23 33 0 687 0 738 1 163 11 000 3353 6 793 19 77 0 661 0 715 1 182 12 000 3658 8 774 16 20 0 635 0 693 1 201 13 000 3916 10 75 12 64 0 611 0 671 1 220 14 000 4267 12 73 9 074 0 587 0 649 1 240 15 000 4572 14 71 5 507 0 564 0 629 1 260 16 000 4877 16 69 1 941 0 541 0 608 1 281 17 000 5182 18 68
14. Introduction Weighing procedure Equipment list Determination of CG Sample CG calculation Weight and balance 50 SINUS motorglider www pipistrel si REV 1 51 SINUS motorglider www pipistrel si REV 1 Weight and balance Introduction This chapter provides information on aircraft s weight and balance which is essential for safe flying activity Weighing procedure How to weigh the aircraft and later determine the CG correctly Make sure all listed aircraft parts and appliances are installed and in position Remove all other objects e g tools mops Empty fuel tanks except for the unusable fuel Fill up engine oil to the top marking Retract flaps and spoilers leave control surfaces centred Support fuselage at the rear and level the aircraft inside a closed space To do this use the provided airfoil template at lower side of the wing close to the wing root and make sure its straight edge is level horizontal Once leveled read the scale readings and subtract eventual tare weight Now measure and record all readings and fill out the bottom schematic Datum is wing s leading edge at wing root Calculate the lever arm of CG using this formula Lever arm of CG X G2 G x b a Weighing form Weighing point and symbol Scale reading Tare Nett right main wheel GD left main wheel GL tail wheel G2 total G GD GL G2 50 SINUS motorglider www pipistrel si REV 1 51 SINUS
15. Sheet for Sinus motorglider nose wheel edition www pipistrel si REV 0 Aircraft and systems on board Page 55 Undercarriage The undercarriage is a tricycle type with two main brake equipped wheels mounted on struts and a stearable nose wheel distance between main wheels 1 60 m distance between main and nose wheel 1 49 m tire 4 00 x 6 mail wh 4 00 x 4 nose wh tire pressure 1 0 1 2 kg cm2 main wh 1 0 kg cm2 nose wh brakes disk type driven by brake pedals located on both rudder pedals brake fluid DOT 3 or DOT 4 Handling and Maintenance page 67 Undercarriage daily fist 5 hours 50 hours 100 hours 250 hours 500 hours 1 000 hours 10 000 hours main strut nose wh condition C C SC Appendix Pages 82 86 Aircraft familiarisation Taxi Taxiing with the Sinus ultralight motorglider nose wheel edition is rather simple considering the stearable nose wheel For sharper turns on the ground you can also use wheel brakes to assist your self I would recommend you taxi slow up to 10 km s 5 kts while holding the stick back fully to ease the pressure of the nose wheel Take off and initial climb As you start to move pull the stick 1 3 of elevator s deflection backwards to ease the pressure on the nose wheel and lift it off the runway slightly Do not use full back deflection as this will cause the aircraft s tail to touch the ground When the nose wheel
16. after the pilots picked up their new aircraft at the distributor s the aircraft were severely dam aged aloft One during the first home bound cross country flight and the other during the first flights at domestic airfield Please note the distrubutor independently tested both mentioned air craft up to VNE at altitudes reaching 300 to 500 metres 900 to 1500 feet with great success Pilots flew their machines at reasonably high altitudes but at very high speeds One of them de ployed airbrakes spoilers at the speed of 285 km h 155 kts the other was flying at 3000 m 10 000 ft at 270 km h 145 kts IAS They both encountered severe vibrations caused by flutter Because of this one aircraft s fuselage was shreaded and broken in half just behind the cabin the craw saw saved thanks to the parachute rescue system other suffered inferior damage as only the flapperon control tubes went broken The pilot of the second machine then landed safely using elevator and rudder only Fortunately both pi lots survived the accident without being even slightely injured Thanks to the Brauniger ALPHAmfd s integrated Flight Data Recorder we were able to reconstruct the flights and reveal what had really happened What was the reason for the flutter causing both accidents Both pilots greatly exceeded speed which should never be exceeded the VNE With the IAS to TAS correction factor taken into consideration they were both flying faster than 315
17. alarm Certain Brauniger AlphaMFD instalations require the multifunction instrument to be switched ON seperately from the aircraft s master switch Always make sure the instrument is switched OFF when you leave the aircraft not to discharge its internal battery Undercarriage The undercarriage is a taildragger type with two main brake equipped wheels mounted on struts and a free spinning or rudder guided tail wheel distance between main wheels 1 60 m distance between main and tail wheel 4 27 m tire 4 00 x 6 main wh 2 50 x 4 tail wh tire pressure 1 0 1 2 kg cm2 main wh 0 6 kg cm2 tail wh brakes drum or disk type driven by brake pedals located on both rudder pedals brake fluid DOT 3 or DOT 4 main wheel axis to tail wheel distance 4 25 m Seats and safety harnesses Seats have no stiff internal structure and do not offer different settings All Sinus ultralight motor gliders ship with H type safety harness attached to the fuselage at three mounting points Pitot Static lining The pitot tube is attached to the bottom side of the right hand wing Pitot lines made of composite materials lead through the inside of the wing all the way to the instrument panel Air brakes spoilers Spoilers are most commonly used to increase drag and steepen the final approach During takeoff climb and cruise spoilers MUST be retracted and locked handle in cockpit in full up position To unlock and
18. angle of attack constant thoughout final all the way to flare The airbrakes will not im pact your speed just rate angle of descent For pilots who are not used to operate airbrakes but throttle instead let me tell you that airbrakes in Sinus ultralight motorglider work just like throttle does handle back equals less throttle handle forward equals more throttle CAUTION Never drop the spoilers airbrakes handle when using them keep holding the handle even if you are not moving it Roundout Flare and touchdown Your speed should be a constant 90 km h 50 kts throughout the final with the descent path con stant as well At a height of 10 meters 25 feet extend the spoilers airbrakes fully and hold them there until the aircraft comes to a complete standstill The flare must be gentle and the aircraft must touch down with all three wheels at the same time Only so you will not bounce from the runway After touchdown operate the rudder pedals if necessary to maintain runway heading While brak ing hold the stick back fully Once you have come to a standstill retract flaps all the way to nega tive position handle full down and rectract and lock the spoilers airbrakes handle full up 90 SINUS motorglider www pipistrel si REV 1 91 SINUS motorglider www pipistrel si REV 1 Appendix Should you bounce off the runway after touch down do not under any circumstances push stick forward or retract spoilers airbrak
19. empty aicraft in milimeters mm Gbags is the weight of the baggage Lbags is the lever arm from the datum to baggage area 1160 mm Again express the new c g in percentage of MAC where CGwith bags is the position of CG now with bags in milimeters mm R is the difference between wing s leading edge and MAC s leading edge 69 mm MAC is the Mean Aerodynamic Chord 869 mm We now have the data of c g of the sample aircraft with 10 kgs of baggage You can recalculate the formulas using the weights and c g of your empty aircraft and the planned amount of baggage for your flight CAUTION The baggage weight limitations mentioned on page 15 of this manual represent fool proof limits for safe operation even without special c g calculation However the actual baggage weight limitation is different of each individual aicraft and can be determined using the above formulas The decision of how much baggage to carry on a flight is at pure responsibility of the pilot in command WARNING Always make sure that the baggage is placed fixed inside the baggage area Movements of baggage in flight will cause shifts of centre of gravity WARNING Do not under any circumstances attempt to fly the aircraft outside the allow able c g limits Allowable c g range is between 243 mm and 408 mm measured from the wing s leading edge backwards which corresponds to 20 39 MAC WARNING Maximum takeoff weight MTOM MUST NOT under any circumsta
20. extend spoilers pull the handle downwards Aircraft and systems on board 60 SINUS motorglider www pipistrel si REV 1 61 SINUS motorglider www pipistrel si REV 1 Aircraft and systems on board Power plant and propeller Sinus ultralight motorglider may be equipped with various three engines Engine types Engine ROTAX 503 two stroke inline two cylinders 497 cm3 twin carburated double electronic ignition cooling fan cooling lubrication by adding oil into fuel or using an independent oil pump reduction gearbox Rotax type B or C reduction ratio 1 2 58 or 1 2 62 1 3 optional el generator output power 170 W at 6000 RPM starter electric engine power 45 49 HP at 6600 RPM battery 12 V 8 Ah Engine ROTAX 582 two stroke inline two cylinders 580 cm3 twin carburated double electronic ignition cooling water cooling own radiator and water pump lubrication by adding oil into fuel or using an independent oil inject pump reduction gearbox Rotax type B or C reduction ratio 1 2 58 or 1 2 62 1 3 optional el generator output power 170 W at 6000 RPM starter electric engine power 64 HP at 6600 RPM battery 12 V 8 Ah Engine ROTAX 912UL 4 stroke boxer four cylinders 1211 cm3 twin carburated double electronic ignition cooling housing aircooled cylinder heads watercooled own radiator and pump other movi
21. frown from the container exposed to distortion by air currents but it is safely open after 0 4 to 0 7 seconds in distance of 15 18 metres above the aircraft It is fired there in a special deployment bag which decreases the risk of aircraft debris breaching the canopy The parachute rescue system is activated manually by pulling the activation handle mounted on the back wall above After being fired the man canopy is open and fully inflated within 3 2 seconds WARNING Activation handle safety pin should be inserted when the aircraft is parked or hangared to prevent accidental deployment However the instant pilot boards the aircraft safety pin MUST be removed Use of parachute rescue system In situations such as structural failure mid air collision loss of control over aircraft engine failure over hostile terrain pilot incapacitation incl heart attack stroke temp blindness disorientation the parachute MUST be deployed Prior to firing the system shut down the engine and set master switch to OFF key in full left position shut both fuel valves fasten safety harnesses tightly protect your face and body To deploy the parachute jerk the activation handle hard a length of at least 30 cm towards the instrument panel Once you have pulled the handle and the rocked is deployed it will be less than two seconds before you feel the impact produced by two forces The first fo
22. full back Set master switch ON key in full right position Set both magneto switches ON Engage engine starter and keep it engaged until the engine starts For two stroke engines set throttle to at most 3500 RPM for four stroke engines to 2500 RPM Slide the choke lever forward gradually CAUTION When the engine is very cold the engine may refuse to start Should this occur jerk the choke handle fully backwards and hold it there for some 20 seconds to make mixture richer Engine warm up procedure A two stroke engine should be warmed up at 3500 RPM a four stroke however at 2500 RPM up to the point working temperature is reached Warming up the engine you should 1 Point aircraft s nose against the wind 2 Verify the engine temperature ranges within operational limits CAUTION Avoid engine warm up at idle throttle as this causes sparks to turn dirty and the engine to overheat With wheel brakes engaged and control stick in full back position first set engine power to 3500 RPM two stroke engine or 4000 RPM four stroke engine in order to perform the magneto check Set the magneto switches OFF and back ON one by one to verify RPM drop of not more than 250 RPM two stroke engines or 300 RPM four stroke engine When the magneto check has been completed add full power throttle lever full forward and monitor engine s RPM Make sure they range between maximum recommended and maximum allowable RPM limits Note that engines d
23. in direction opposite the fire 6 Perform emergency landing out procedure Emergency procedures 24 SINUS motorglider www pipistrel si REV 1 25 SINUS motorglider www pipistrel si REV 1 Smoke in cockpit Smoke in cockpit is usually a consequence of electrical wiring malfunction As it is most definitely caused by a short circuit it is required from the pilot to react as follows 1 Master switch to I key in central position This enables unobstructed engine opera tion while at the same time disconnects all other electrical devices from the circuit 2 Disconnect the battery from the circuit pull battery disconnection ring on the instru ment panel s switch column 3 Land as soon as possible In case you have trouble breathing or the visibility out of the cockpit has degraded severely due to the smoke open the cabin door and leave it hanging freely Flying with the door open do not under any circumstances exceed 90 km h 50 kts Carburator icing First noticable signs of carburator icing are loud engine noises and gradual loss of power Carburator icing may occur even at temperatures as high as 10 C provided the air humidity is increased One should know that aircrafts equipped with two stroke engines powered by fuel and oil mixture hardly ever suffer from carburator icing phenomenon However the probability of carburator icing is increased by planes equipped with two stroke engines using a separate oil inject
24. old type or hydraulic type new type The hydraulic brake fluid used is DOT 3 or DOT 4 Cabin ventilation is achieved through special ducts fitted onto glass doors cabin heating however is provided utilizing of hot air from the engine To enhance aerodynamics even more every Sinus ultralight motorglider comes equipped with special wheel fairings and the propeller spinner Standard propeller is BAM2 used test ed and certified beforehand on other Pipistrel aircraft The VARIO propeller offering in flight variable pitch and feathering is and option Electric circuit enables the pilot to test individ ual circuit items and to disconnect the entire wiring but leave the engine running should there come to a distress situation Navigational NAV anti collision AC and landing LDG lights are an option The firewall is enforced by heat and noise insulation Basic instruments come installed with opera tional limits pre designated Also signal lights indicating danger zones are provided Parachute rescue system is an option Introduction 56 SINUS motorglider www pipistrel si REV 1 57 SINUS motorglider www pipistrel si REV 1 Composite parts are made of fabric GG160 GG200 90070 92110 92120 91125 92140 92145 KHW200 roving NF24 foam 75 kg m3 PVC 3mm PVC 5 mm PVC 8mm GFK 3 mm 5 mm 7 mm of thickness paint gelcoat heat resistant protection glass aluminium sandwich Medal parts use
25. personnel Draining and refuelling Whenever draining or refuelling make sure master switch is set to OFF key in full left position Draining the fuel system The gascolator is located beneath the bottom engine cover on the left hand side of the fuselage To drain the fuel system open the drain valve on the gascolator Drain no more than a couple of spoonfuls of fuel Try to prevent ground pollution by intercepting the fuel with a canister To close the valve simply turn it in the opposite direction Do not use force or special tools CAUTION Always drain the fuel system before you have moved the aircraft from a standstill to prevent mixing of the fuel and eventual water or particles Refuelling CAUTION Before refuelling it is necessary to ground the aircraft Refuelling can be done by pouring fuel through the reservoir openings on top of the wings or by us ing an electrical fuel pump Refuelling using the electrical fuel pump First make sure the fuel hoses are connected to wing connectors and that both fuel valves are open Connect one end of the fuel pump to the valve on behind the main wheel mounting struts or to the valve beneath the bottom engine cover this depends on the version of Sinus ultralight motorglider Submerge the other end of the fuel pump which has a filter attached into the fuel canister Engage the fuel pump by flipping the switch on the instrument panel After refuelling it is recommended to eliminate even
26. published in the manual WARNING Tailwind affects takeoff and landing performance by more than twice as much as headwind does The table below provides data about the effect of headwind and tailwind on takeoff runway length windspeed m s 3 2 1 0 2 4 6 Takeoff runway length m ft Model 503 193 630 165 540 143 465 123 405 99 325 80 260 69 225 Model 582 172 565 145 475 123 405 100 330 84 275 70 230 59 195 Model 912 146 655 124 405 105 345 93 305 76 245 64 210 54 175 The graph below indicates how takeoff runway length changes when affected by wind 50 160 150 500 200 650 100 330 250 820 0 Rotax 503 Rotax 582 Rotax 912 4 0 4 8 12 16 8 m ft kts takeoff runway length m s 4 2 0 2 4 6 8 Effect of outside temperature The table below provides data about the effect of outside temperature on takeoff runway length temperature C 13 20 25 30 35 Takeoff runway length m ft Model 503 123 405 147 480 165 540 177 580 191 625 Model 582 100 330 127 415 145 475 157 515 165 540 Model 912 93 305 114 375 125 410 134 440 144 470 Performance 42 SINUS motorglider www pipistrel si REV 1 43 SINUS motorglider www pipistrel si REV 1 Performance outside temperature C 0 5 10 15 20 25 30 Rotax 503 Rotax 582 Rotax 912 35 5
27. the flapperons controls inner structure At speeds in excess of VNE even at negative flap setting this may lead to flutter loss of control over aircraft serious injury and even loss of life CAUTION Do not under any circumstances attempt to fly the aircraft at speeds exceeding 150 km h 80 kts using flap setting other than negative Flying the 912 Model check fuel levels as well For it fuel system design the fuel tents to gradually cross flow from the right tank to the left To prevent this shut the right fuel valve by 1 2 and open it again when the fuel level inside left tank has lowered CAUTION If the fuel quantity in a fuel tank is low it is possible that the engine starts to suck air into the fuel system To prevent this and concequent engine failure always close the fuel valve of the tank where the fuel quantity is very low Cruising in rough atmosphere Should you experience wake turbulence reduce airspeed and continue flying with flaps set to neu tral position CAUTION In rough air reduce engine power if necessary to keep airspeed below VRA 36 SINUS motorglider www pipistrel si REV 1 37 SINUS motorglider www pipistrel si REV 1 Normal procedures Descent and final approach Reduce speed to 90 km h 48 kts set propeller to minimum pitch setting screw propeller pitch knob to the left fully and set flaps to 1st position Adjust engine power to maintain proper airspeed Set trim to neutralise stick
28. the hydraulic lining which is causing the problem The main wheel s main axis nut especially after a wheel and or axis replacementnut may be tight ened incorrectly so that the brake shims do not make contact with the brake plate Please consult the manufacturer or authorised service personnel for further information Schematic of wheel and wheel brakes Schematic of hydraulic brakes lining 76 SINUS motorglider www pipistrel si REV 1 77 SINUS motorglider www pipistrel si REV 1 Handling and maintenance Adjustment of tail wheel steering clutch stiffness To adjust the stiffness of tail wheel stearing clutch you need two allen keys a k a hex wrench inbus key On top of the wheel fork you will notice a ring with two tubes welded to each side with hex bolts inside First disconnect the springs at the tubes then stick an allen key into each of these tubes and tighten or loosen the screw inside Make sure thightening or loosing you apply equal number of screw rotations at both sides To check if the steering clutch is stiff enough lift the tail and rotate the fork left and right At the end reattach both springs to the tubes again see Service manual for photos Special check ups After having exceeded VNE or landed in a rough manner check the undercarriage fuselage amp wing surfaces and main spars for abnormalities It is highly recommended to have the aircraft verified for airworthiness by authorised service
29. towel chamois artificial leather skin To save time soak all the leading edges of the aircrame fist Make sure to wipe ALL of the aircraft s surface until it is com pletely dry at the end Clean the propeller and the areas with eventual greasy spots separately using a mild car shampoo with a wax CATUION Do not under any circumstances attempt to use aggressive cleaning solutions as you will severely damage the lacquer which is the only protective layer before the structural laminate When using the aircraft in difficult atmospheric conditions intense sunshine dusty winds coastline acid rains etc make sure to clean the outer surface even more thoroughly If you notice you cannot remove the bug spots from the leading edges of the aircraft this means the lacquer is not protected any more therefore it is necessary to polish these surfaces CAUTION Do not under any circumstances attempt to remove such bug spots with abrasive sponges and or rough polishing pastes Periodical cleaning of all outer surfaces with car shampoo Clean as you would clean your car starting at the top and working your way downwards using a soft sponge Be careful not to use a sponge that was contaminated with particles e g bud fine sand not to grind the surface While cleaning do soak the surface and the sponge many many times Use a separate sponge to clean the bottom fuselage as is it usually more greasy than the rest of the air frame When pouring wa
30. 0 160 150 500 200 650 100 330 250 820 m ft takeoff runway length The graph below shows how takeoff runway length changes when affected by temperature chances Climb performance SINUS Model 503 Model 582 Model 912 best climb speed 110 km h 60 kts 115 km h 62 kts 115 km h 62 kts best climb rate at MTOM 3 2 m s 640 fpm 4 4 m s 880 fpm 6 5 m s 1300 fpm climb rate at 140 km h 75 kts 2 8 m s 560 fpm 4 2 m s 840 fpm 6 3 m s 1260 fpm Effect of elevation The table below provides data about the effect of elevation on climb rate at best climb speed Vy SINUS Model 503 Model 582 Model 912 0 m 0 ft 3 2 m s 640 fpm 4 2 m s 840 fpm 6 5 m s 1300 fpm 500 m 1600 ft 2 9 m s 580 fpm 3 9 m s 780 fpm 6 0 m s 1200 fpm 1000 m 3300 ft 2 5 m s 500 fpm 3 5 m s 700 fpm 5 5 m s 1100 fpm 1500 m 5000 ft 2 3 m s 460 fpm 3 3 m s 660 fpm 4 9 m s 980 fpm The graph below indicates how climb rate changes as altitude increases 2 400 6 1200 8 1600 4 800 climb rate 0 Rotax 503 Rotax 582 Rotax 912 m s fpm 650 1300 2000 2600 3300 4000 4600 m ft 200 400 600 800 1000 1200 1400 elevation 44 SINUS motorglider www pipistrel si REV 1 45 SINUS motorglider www pipistrel si REV 1 Cruise Cruising at MTOM using 75 engine power in ICAO standard atmosphere at an elevation of 500 me ters 1650 feet with flaps set to ne
31. 0 of this manual If the braking action on your aircraft is poor whilst the fully depressed wheel levers please see page 71 of this manual to learn how to rectify this problem Aircraft equipped with the Beringer high performance brakes feature also a parking brake 68 SINUS motorglider www pipistrel si REV 1 69 SINUS motorglider www pipistrel si REV 1 Introduction Inspection periods Repairs and spare part replacements Preventative maintenance Special check ups Draining and refuelling Connecting Auxilary power supplies Tie down Storage Cleaning Keeping your aircraft in perfect shape Handling and maintenance Handling and maintenance 70 SINUS motorglider www pipistrel si REV 1 71 SINUS motorglider www pipistrel si REV 1 Handling and maintenance Introduction This chapter determines handling and preventative maintenance terms Also recommended ground handling is presented Inspection periods See Service manual Repairs spare part replacements and preventative maintenance All major repairs and spare part replacements MUST be done by authorised service personnel However you are encouraged to take care of preventative maintenance yourself This includes tire and wheel bearings replacements safety wire replacements door and safety harness replacement light bulb replacements fuel hose replacements battery servicing and replacement sparks and spark plugs repla
32. 111 kts 220 km h 119 kts VNE 225 km h 122 kts 225 km h 122 kts 225 km h 122 kts best climb over distance ratio speed Vx 85 km h 46 kts 85 km h 46 kts 87 km h 47 kts best climb rate speed Vy 110 km h 62 kts 115 km h 65 kts 115 km h 65 kts max climb rate at MTOM 3 2 m s 640 fpm 4 4 m s 880 fpm 6 5 m s 1300 fpm climb rate at 140 km h 2 8 m s 560 fpm 4 2 m s 840 fpm 6 3 m s 1260 fpm minimum sink speed 90 km h 48 kts 90 km h 48 kts 90 km h 48 kts minimum sink rate BAM 2 prop 1 24 m s 250 fpm 1 24 m s 250 fpm 1 24 m s 250 fpm minimum sink rate VARIO prop 0 96 m s 185 fpm 1 03 m s 205 fpm 1 03 m s 205 fpm max sink rate with spoilers extended 5 5 m s 1100 fpm 5 5 m s 1100 fpm 5 8 m s 1100 fpm best glide ratio speed 95 km h 51 kts 95 km h 51 kts 95 km h 51 kts takeoff runway length at MTOM VARIO prop 123 m 405 ft 100 m 330 ft 93 m 305 ft takeoff runway length at MTOM over 15 m obst 215 m 705 ft 170 m 555 ft 153m 450 ft service ceiling at MTOM 6100 m 20 000 ft 7000 m 23 000 ft 8800 m 29 000 ft best glide ratio BAM 2 prop 1 23 1 23 1 22 best glide ratio VARIO prop 1 30 1 30 1 29 glide ratio at 150 km h VARIO prop 1 18 1 18 1 18 45 left to 45 right b
33. 16 76 55 180 4 26 82 88 288 71 7 010 23 75 45 17 06 56 183 7 27 12 89 291 99 7 310 24 78 74 17 37 57 187 0 27 43 90 295 27 7 620 25 82 02 17 67 58 190 2 27 73 91 298 55 7 948 26 85 30 17 98 59 193 5 28 04 92 301 83 8 220 27 88 58 18 28 60 196 8 28 34 93 305 11 8 530 28 91 86 18 59 61 200 1 28 65 94 308 39 8 830 29 95 14 18 89 62 203 4 28 90 95 311 68 9 144 30 98 42 19 20 63 206 6 29 26 96 314 96 9 448 31 101 7 19 50 64 209 9 29 56 97 318 24 9 750 32 104 9 19 81 65 213 2 29 87 98 321 52 10 05 33 108 2 20 12 66 216 5 30 17 99 324 80 98 SINUS motorglider www pipistrel si REV 1 99 SINUS motorglider www pipistrel si REV 1 Appendix air pressure as related to altitude altitude m pressure hPa pressure inch Hg altitude m pressure hPa pressure inch Hg 1000 1139 3 33 6 1300 866 5 25 6 950 1132 8 33 5 1350 861 2 25 4 900 1126 2 33 3 1400 855 9 25 3 850 1119 7 33 1 1450 850 7 25 1 800 1113 2 32 9 1500 845 5 25 0 750 1106 7 32 7 1550 840 3 24 8 700 1100 3 32 5 1600 835 2 24 7 650 1093 8 32 3 1650 830 24 5 600 1087 5 32 1 1700 824 9 24 4 550 1081 1 31 9 1750 819 9 24 2 500 1074 3 31 7 1800 814 8 24 1 450 1068 5 31 6 1850 809 8 23 9 400 1062 3 31 4 1900 804 8 23 8 350 1056 0 31 2 1950 799 8 23 6
34. 21 09 21 60 22 12 22 63 23 15 23 66 24 17 24 69 25 20 50 25 72 26 23 26 75 27 26 27 76 28 29 28 80 29 32 29 83 30 35 60 30 86 31 38 31 89 32 41 32 92 33 43 33 95 34 46 34 98 35 49 70 36 00 36 52 37 04 37 55 38 06 38 58 39 09 39 61 40 12 40 64 80 41 15 41 67 42 18 42 69 43 21 43 72 44 24 44 75 45 27 45 78 90 46 30 46 81 47 32 47 84 48 35 48 87 49 38 49 90 50 41 50 90 metres per second m s feet per minute 100 ft min m sec 100 ft min m sec 100 ft min m sec 100 ft min 0 50 1 1 96 10 66 21 41 33 20 82 41 80 70 1 01 2 3 93 11 17 22 43 30 21 33 42 82 67 1 52 3 5 90 11 68 23 45 27 21 84 43 84 64 2 03 4 7 87 12 19 24 47 24 22 35 44 86 61 2 54 5 9 84 12 75 25 49 21 22 86 45 88 58 3 04 6 11 81 13 20 26 51 18 23 36 46 90 53 3 55 7 13 78 13 71 27 53 15 23 87 47 92 52 4 06 8 15 74 14 22 28 55 11 24 38 48 94 48 4 57 9 17 71 14 73 29 57 08 24 89 49 96 45 5 08 10 19 68 15 24 30 59 05 25 45 50 98 42 5 58 11 21 65 15 74 31 61 02 25 90 51 100 4 6 09 12 23 62 16 25 32 62 92 26 41 52 102 3 6 60 13 25 51 16 76 33 64 96 26 92 53 104 3 7 11 14 27 55 17 27 34 66 92 27 43 54 106 2 7 62 15 29 52 17 78 35 68 89 27 94 55 108 2 8 12 16 31 49 18 28 36 70 86 28 44 56 110 2 8 63 17 33 46 18 79 37 72 83 28 95 57 112 2 9 14 18
35. 50 110 130 150 80 110 150 max CHT difference 20 10 exhaust gas temp EGT normal max 460 580 650 500 620 650 650 800 900 max EGT difference 25 25 30 air intake temp AIR highest 40 40 40 cooling fluids temp WATER min highest 50 80 50 110 oils temp OIL TEMP min normal highest 50 90 110 140 RPM PRESSURE 503 UL 582 UL 912 UL oil pressure OIL PRESS lowest highest 1 0 6 0 engine revolutions RPM on ground recom 6400 6100 5500 RPM on ground max allowable 6800 6800 5800 magneto check at RPM 3500 3500 4000 max single magneto drop RPM 200 200 300 Fuel and oil ROTAX ENGINE 503 UL 582 UL 912 UL recommended fuel unleaded super no alcohol content unleaded super no alcohol content unleaded super no alcohol content fuel to be discouraged from using everything under AKI 87 everything under AKI 87 leaded or 100LL recommended oil super 2 stroke API TC super 2 stroke API TC API SJ SAE 10W 50 Engine life is reduced Should you be forced to use this kind of fuel change of engine oil every 50 flight hours is crucial Please consult the manufacturer on which type of oil to use WARNING Use of fuel with alcohol content and or other additives is not permitted IMPORTANT Two stroke engines should be powered only by fuel complying with MON 83 or higher or RON 90 or higher
36. 582 Model 912 minimum sink speed 90 km h 48 kts 90 km h 48 kts 90 km h 48 kts minimum sink rate BAM2 prop 1 24 m s 205 fpm 1 24 m s 205 fpm 1 24 m s 205 fpm minumum sink rate VARIO prop 1 02 m s 204 fpm 1 02 m s 204 fpm 1 02 m s 204 fpm best lift drag ratio speed 95 km h 51 kts 95 km h 51 kts 95 km h 51 kts best lift drag ratio BAM 2 prop 1 23 1 23 1 22 best lift drag ratio VARIO prop 1 30 1 30 1 29 L D ratio at 150 km h 80 kts 1 18 1 18 1 18 CAUTION When the engine fails especially in climb the aircraft always loses some 20 meters 65 feet of altitude before pilots manage to establish rightened unpowered flight Performance 44 SINUS motorglider www pipistrel si REV 1 45 SINUS motorglider www pipistrel si REV 1 Landing performance Landing runway length may vary depending on the elevation gross weight touchdown velocity wind direction and how aggressive the braking action is In following conditions aircraft at MTOM airport elevation 100 meters 300 feet wind calm the landing runway length measures 110 meters 330 feet Should you be flying solo the length shortens by another 10 meters 30 feet WARNING Runway proportions must be in excess of 250 x 30 meters 820 x 100 feet with no obstacles in 4 range off runway heading in order ensure safe flying activity Use of shorter strips should be considered a major exception and is allowed to exper
37. 8 293 8 1 020 844 7 11484 1 111 0 136 1 335 1 089 0 958 343 9 13 5 800 2625 20 2 293 2 1 018 835 11351 1 098 0 134 1 322 1 079 0 962 343 5 13 6 700 2297 19 5 292 5 1 015 825 3 11220 1 085 0 133 1 310 1 069 0 967 343 1 13 7 600 1969 18 9 291 9 1 013 815 7 11090 1 073 0 132 1 297 1 058 0 971 342 7 13 8 500 1640 18 2 291 2 1 011 806 2 10960 1 060 0 131 1 285 1 048 0 976 342 4 13 9 400 1312 17 6 290 6 1 009 796 8 10832 1 048 0 129 1 273 1 039 0 981 342 14 0 300 984 16 9 289 9 1 006 787 4 10705 1 036 0 128 1 261 1 029 0 985 341 6 14 1 200 656 16 3 289 3 1 004 779 2 10580 1 024 0 127 1 249 1 019 0 990 341 2 14 3 100 328 15 6 288 6 1 002 769 1 10455 1 011 0 126 1 237 1 009 0 995 340 9 14 4 0 0 15 288 1 760 10332 1 0 125 1 225 1 1 340 5 14 5 100 328 14 3 287 3 0 997 751 0 10210 0 988 0 123 1 213 0 990 1 004 340 1 14 6 200 656 13 7 286 7 0 995 742 2 10089 0 976 0 122 1 202 0 980 1 009 339 7 14 7 300 984 13 0 286 0 0 993 133 4 9970 0 964 0 121 1 191 0 971 1 014 339 3 14 8 400 1312 12 4 285 4 0 991 724 6 9852 0 953 0 120 1 179 0 962 1 019 338 9 14 9 500 1640 11 1 284 7 0 988 716 0 9734 0 942 0 119 1 167 0 952 1 024 338 5 15 1 600 1969 11 1 284 1 0 986 707 4 9617 0 930 0 117 1 156 0 943 1 029 338 1 15 2 700 2297 10 4 283 4
38. 8 574 3 7808 0 755 0 099 0 976 0 797 1 120 331 5 17 4 2400 7874 0 6 272 4 0 945 576 2 7710 0 746 0 098 0 967 0 789 1 125 331 1 17 6 2500 8202 1 2 271 7 0 943 560 1 7614 0 736 0 097 0 957 0 781 1 131 330 7 17 7 2600 8530 1 9 271 1 0 941 553 1 7519 0 727 0 096 0 947 0 773 1 137 330 3 17 9 2700 8858 2 5 270 4 0 939 546 1 7425 0 718 0 095 0 937 0 765 1 143 329 9 18 0 2800 9186 3 2 269 8 0 936 539 3 7332 0 709 0 094 0 928 0 757 1 149 329 6 18 2 2900 9514 3 8 269 1 0 934 532 5 7239 0 700 0 093 0 918 0 749 1 154 329 2 18 3 Appendix 100 SINUS motorglider www pipistrel si REV 1 101 SINUS motorglider www pipistrel si REV 1 Engine cover 1 2 Gascolator Right wingtip lights 7 8 Right wing trailing edge Undercarriage RH wheel 5 6 Right wing leading edge Propeller Spinner 3 5 Undercarriage 4 Preflight check up pictures 100 SINUS motorglider www pipistrel si REV 1 101 SINUS motorglider www pipistrel si REV 1 Right spoiler 9 10 Fuselage RH side Incorrect door not secured X OK Correct door secured Horizontal tail surfaces 12 13 Vertical tail surfaces Fuselage 10 11 Fuselage continued Preflight check up pictures 102 SINUS motorglider www pipistrel si REV 1 This page is intentionally left blank 102 SINUS motorglider www pipistrel si REV 1
39. 90 80 49 26 44 151 96 82 44 24 31 50 17 9 17 92 66 50 26 98 153 81 83 44 78 33 35 18 9 71 94 51 51 27 52 155 66 84 45 32 35 21 19 10 25 96 36 52 28 05 157 52 85 45 86 37 06 20 10 79 98 22 53 28 59 159 37 86 46 40 38 91 21 11 33 100 07 54 29 13 161 22 87 46 94 40 77 22 11 81 101 92 55 29 67 163 08 88 47 48 42 62 23 12 41 103 77 56 30 21 164 93 89 48 02 44 47 24 12 95 105 63 57 30 75 166 78 90 48 56 46 33 25 13 49 107 48 58 31 29 168 64 91 49 10 48 18 26 14 03 109 33 59 31 83 170 49 92 49 64 50 03 27 14 56 111 19 60 32 37 172 34 93 50 18 51 80 28 15 10 113 04 61 32 91 174 20 94 50 12 53 74 29 15 64 114 89 62 33 45 176 05 95 51 26 55 59 30 16 18 116 75 63 33 99 177 90 96 51 80 57 44 31 16 72 118 60 64 34 53 179 76 97 52 34 59 30 32 17 26 120 45 65 35 07 181 61 98 52 88 61 15 33 17 80 122 31 66 35 61 183 46 99 53 42 Appendix 94 SINUS motorglider www pipistrel si REV 1 95 SINUS motorglider www pipistrel si REV 1 knots kts metres per second m s 0 1 2 3 4 5 6 7 8 9 0 0 0 51 1 02 1 54 2 05 2 57 3 08 3 60 4 11 4 63 10 0 51 5 65 6 17 6 66 7 20 7 71 8 23 8 74 9 26 9 77 20 10 28 10 80 11 31 11 83 12 34 12 86 13 37 13 89 14 40 14 91 30 25 43 15 94 16 46 16 97 17 49 18 00 18 52 19 03 19 54 20 06 40 20 57
40. AL WIRING SC R battery C C SC battery fluids C C SC instr panel wires and connectors C C NAV AC and LDG lights C C fuses C C Handling and maintenance 72 SINUS motorglider www pipistrel si REV 1 73 SINUS motorglider www pipistrel si REV 1 daily first 5 hours 50 hours 100 hours 200 hours 500 hours 1 000 hours 10 000 hours OIL AND WATER LINES O every 500 hrs or 5 years oil and cooling fluids level C C oil and cooling fluids leakage C C four stroke engine oil and engine filter first 25 hours refer to engine manual cooling fluid level refer to engine manual hoses C C R radiators C C water radiator pressure cap refer to engine manual PITOT STATIC LINING SC O instrument to pitot tube lining C C instrument setting C C pitot tube condition clean firmly att C C whole pitot static lining C C Spoilers airbrakes drive fine adjustment CAUTION Perform this operation only once after first 50 flight hours Check spoilers thoroughly for unobstructed smooth and even extention every 200 flight hours Schematic of spoilers airbrakes drive fine adjustment see next page for detailed description Handling and maintenance 1 2 3 4 5 4 74 SINUS motorglider www pipistrel si REV 1 75 SINUS motorglider www pipistrel si REV 1 Perform the adjustment as follows Unscrew and remove the inn
41. C C SC doors hinges C C SC LO rudder control wires and hinges C C SC CABIN SC O control levers instr panel seats C SC control levers free play C C SC intstruments and pitot static C check yearly glass surfaces clean attached C C SC rivet condition C SC safety harnesses and attach points C SC parachute rescue sys activation handle C SC wing connectors fuel electrical C C SC bolts and spar pins C C SC wing main bushings control connectors SC UNDERCARRIAGE O tires C replace on condition or every 5 years main strut tail nose wh strut condition C C SC wheel axis and wheels C hyd brake lines C SC R brake fluid C SC R 500 hrs or 5 years brake discs SC R on condition wheel bearings C SC R tail wheel main bolt C R wheel fairings C C C tail wheel mounting bolt C SC CONTROLS LO every 200 hrs or yearly R general free play C C SC control stick C LO SC rudder pedals damage centered paral C C C rudder wire rope C SC bolts visible bearings tail fuselage SC difficult to reach bearings wings under cabin floor LO SC aileron elevator and rudder hinges SC equal spoiler extension undisrupted m C SC LO SC spoiler plate springs stiffness C LO flap handle C SC elevator trim C R cable every 500 hrs springs flaps rudder el trim stablizer main fastening bolt LO C R
42. Ground loops are virtually unknown to Sinus ultralight mo torglider pilots but pilots with little or no tail dragger experience who attempt to taxi fast 20 30 km h 10 15 kts are still subject to ground looping Fortunately due to the stearable tail wheel this is not dangerous for aircraft s structure You will recognise the beginning of a ground loop by seeing the aircraft rapidly increase its angular velocity while turning on ground To prevent ground looping simply apply full opposite rudder and both wheel brakes while hold ing the stick back fully Ground visibility is what makes pilots wonder how they will safely move around To see forward simply lean your head and press it against the window This will provide you with straight forward visibility During taxiing monitor engine temperatures Due to low airflow around the radiators the CHT and Oil temperature will rise during long taxi periods If you are holding position do not leave throttle at idle It is better you have some 2500 RPM as this will provide some airflow from the propeller to the radiators and the temperatures will not rise so quickly Should you see engine temperatures exceed safe operational values shut off the engine point the aircraft s note against the wind and wait for the temperatures to drop 88 SINUS motorglider www pipistrel si REV 1 89 SINUS motorglider www pipistrel si REV 1 Appendix Take off and initial climb Having checked and se
43. Models Sinus 503 582 and 912 TW and NW Slovenian Data Sheet number TC 99 001 AT ULN 01 Factory serial number Registration number Date of Issue September 2010 Pages signed under Approval in section Index of revisions and List of valid pages pages 4 and 5 of this manual are approved by Authority SLO DOA 002 under approval of Slovenian CAA Signature Stamp Original date of Approval 28 September 2010 This aircraft is to be operated in compliance with information and limitations contained herein The original English Language edition of this manual has been approved as operating instruction according to Pravilnik o ultralahkih letalnih napravah of Republic of Slovenia Approval of translation has been done by best knowledge and judgement Pipistrel d o o Ajdov ina Gori ka cesta 50a SI 5270 Ajdov ina Slovenija tel 386 0 5 3663 873 fax 386 0 5 3661 263 e mail info pipistrel si www pipistrel si Sinus motorglider 4 SINUS motorglider www pipistrel si REV 1 5 SINUS motorglider www pipistrel si REV 1 Index of revisions Enter and sign the list of revised pages in the manual into the spaces provided below All revised pages should be clearly designated in the upper right corner of the page also any changes in page content should be clearly visible e g marked with a bold black vertical line Name of revision Reason for Revision Revision no da
44. NEEDED Master switch ON Magnetos ON AC lights ON After start up Warm up at 2500 3500 RPM Magneto RPM drop VERIFIED Engine amp Propeller check RPM within limits Before takeoff Fuel valves BOTH OPEN Spoilers RETRACTED Doors CLOSED Flight controls CHECKED Flaps 2nd POSITION Elevator trim SET Propeller pitch SET After takeoff Elevator trim SET Flaps UP Descent Approach Throttle IDLE Flaps 1st POSITION Instruments SET Spoilers AS DESIRED Landing Throttle IDLE Flaps 2nd POSITION Spoilers AS DESIRED Shutdown Brakes SET Spoilers RETRACTED Flaps UP AC lights OFF Magnetos OFF Master switch OFF Fuel valves CLOSED fold here fold here 110 SINUS motorglider www pipistrel si REV 1 111 SINUS motorglider www pipistrel si REV 1 This page is intentionally left blank 110 SINUS motorglider www pipistrel si REV 1 111 SINUS motorglider www pipistrel si REV 1 Warranty statement Warranty applies to individual parts and components only The warranty does not include costs related to the transport of the product goods and spare parts as well as costs related to the merchandise temporary storage Pipistrel d o o does not offer guarantee for the damage caused by every day use of the product or goods Pipistrel d o o does not guarantee for the lost profit or other financial or non financial damage to the clie
45. Preflight check up Normal procedures and recommended speeds Normal procedures Normal procedures 26 SINUS motorglider www pipistrel si REV 1 27 SINUS motorglider www pipistrel si REV 1 Normal procedures Introduction This chapter provides information on everything needed to fly Sinus ultralight motorglider safely Assembling and disassembling the aircraft CAUTION Prior to each assembling or disassembling action Sinus ultalight motorglider must be placed inside a closed space Under no circumstances attempt to assemble or disassemble any parts of the aircraft in the sun or at temperatures higher or as high as 20 C for you will not be able to assemble certain parts Assembling the wings Three people are needed to assemble the wings to the fuselage First block all three wheels for the fuselage to stay in position If your aircraft has been deliv ered in a container make sure you reapply the washers onto the tail wheel fork Virus TW cor rectly one on the inside one on the outside of the fork at both sides Clean and grease the main wing pins and in sertion openings Inside the cockpit set the flap handle to neutral position and leave the spoilers handle hanging down freely Make sure you have all bolts nuts washers and span ners needed at a reach of a hand Lift one wing half one person at each end and bring it closer to the fuselage While the two are holding the wing half high up the third pe
46. Supplemental sheet for Sinus ultralight motorglider nose wheel edition WARNING This leaflet MUST be present inside the cockpit at all times Should you be selling the aircraft make sure this supplemental sheet is handed over to the new owner This is the original document issued by Pipistrel d o o Ajdovscina Should third party translations to other languages contain any inconsistencies Pipistrel d o o Ajdovscina denies all responsibility This supplemental sheet provides changes and additions to Sinus ultralight motorglider Flight Manual and Maintenance Manual This supplemental sheet containes four 4 valid pages 104 Supplemental Sheet for Sinus motorglider nose wheel edition wwwpipistrel si REV 0 105 Supplemental Sheet for Sinus motorglider nose wheel edition Supplemental Sheet for Sinus motorglider nose wheel edition www pipistrel si REV 0 Understanding the Supplemental sheet The following Supplemental Sheet contains additional information needed for appropriate and safe use of Sinus ultralight motorglider nose wheel edition DUE TO THE SPECIFIC NATURE OF THE AIRCRAFT IT IS MANDATORY TO STUDY THE SINUS ULTRALIGHT MOTORGLIDER PILOT AND MAINTENANCE MANUAL AS WELL AS THIS SUPPLEMENTAL SHEET VERY CAREFULLY PRIOR TO USE OF AIRCRAFT In case of aircraft damage or people injury resulting form disobeying instructions in this document PIPISTREL d o o denies any responsibility All text design lay
47. WARNING It is mandatory to consult the manufacturer or authorised service personnel before applying washers Venting the hydraulic brakes lining In case you notice poor braking action even when hydraulic brake levers are depressed fully it is most definitely necessary to vent the hydraulic lining To do so first unscrew the caps of small fluid reservoars behind rudder pedals on one side of the cockpit and remove the inner seal cap At the side where there are no fluid reservoars grab the whole rudder pedal and deflect it back fully so that it becomes level with the cockpit s floor beneath Now at the side where there are flud reser voars jerk brake levers back and forth a couple of times this will push air bubbles towards the res ervoar and out of the lining When convinced air bubbles are no more put seal caps back onto the reservoars and screw the caps on as well Repeat the procedure for the other brake lever WARNING Should you encounter any difficulties during this procedure or the air bubbles would not vent please consult the manufacturer or authorised service personnel for further instructions Handling and maintenance 1 2 3 4 5 74 SINUS motorglider www pipistrel si REV 1 75 SINUS motorglider www pipistrel si REV 1 Handling and maintenance Poor braking action In case you notice poor braking action even when hydraulic brake levers are depressed fully it is not necessary the air bubbles in
48. al position When thermalling or making eights along the ridge do have flaps in 1st stage Speeds range from 75 km h 40 kts to 100 km h 55 kts To quickly overfly the span between two thermals fly at 130 km h 70 kts with flaps in neutral position WARNING Never make a full circle flying below the ridge s top fly eights instead until you reach a height of 150 meters 500 feet above the ridge top From then on it is safe to fly full circles in a thermal Entering and exiting a turn when flying unpowered requires more rudder input than when flying with the engine running So work with your legs To quickly enter a sharp turn at speeds between 80 90 km h 43 48 kts basically apply full rudder quickly followed by appropriate aileron deflection to keep the turn coordinated Same applies for exiting a turn at that speeds When soaring for long periods of time in cold air monitor engine temperatures Note that if the en gine is too cold oil temperature around freezing point the engine may refuse to start Fly in such a manner you will safely reach a landing site To improve your soaring knowledge I would recommend two books written by a former world champion 1 Helmut Reichmann Flying Sailplanes Segelfliegen as German original 2 Helmut Reichmann Cross Country Soaring Steckenkunstflug as German original The first is a book for beginners the second imposes more advanced flying techniques tactics and cross country fligh
49. alight motorglider pilots will discover something new browsing through the following passages Tine Tomazic Engine start up First and foremost make sure you have sufficient fuel quantity on board for the desired length of flight If you are not completely confident there is enough better step out of the aircraft and add a couple more liters into the tanks There is an old aviators saying The only time you have too much fuel is when you are on fire When pressing the engine starter button wheel brakes MUST be engaged The aircraft is not to move before you receive your taxi clearance To keep your propeller untouched avoid starting up on areas where there are small stones on the ground Those little stones can easily be picked up by the propellers causing marks and even little holes on it Warming up must be conducted below 3500 RPM for 2 stroke engines that is 2500 RPM for 4 stroke engines When reaching safe operational engine temperatures it is time to verify maximum engine ground RPM Hold the stick back completely and slowly add throttle to full power then verify RPM Taxi Taxiing with the Sinus ultralight motorglider is rather simple considering the stearable tail wheel For sharper turns on the ground you can also use wheel brakes to assist yourself I would recommend you taxi slow up to 10 km s 5 kts Sinus ultralight motorglider s long wings cause quite a bit of iner tia if turning too quickly on the ground
50. aneuvering Speed or Va Maneuvering Speed is defined as the maximum speed the plane can be flying at and still stall before the wing breaks no matter how much you pull back on the stick If you are going slower than the Va and you pull the stick all the way back the wing will stall without braking physically If you are going faster than the Va and you pull the stick all the way back the wing can put out so much lift that it can be expected to break Therefore people think they can deflect the stick as much as they desire below Maneuvering Speed and stay alive Wrong The Maneuvering Speed is based on pulling back on the stick not pushing it forward Note what was said above The Va is defined as how fast you can fly and not be able to put out more than 3 8 G s of lift But while the plane is certified for positive 3 8 G s it is only certified for a nega tive G load of 1 52 G s In other words you can fail the wing in the negative direction by pushing forward on the stick well below the Va Few pilots know this Also for airliners certification basis require that the rudder can be fully deflected below Maneuvering Speed but only if the plane is not in a sideslip of any kind e g crab method of ap proach Does this make sense at all Why would you need to fully deflect the rudder if not to re establish rightened flight In a wonderfully timed accident shortly after Sept 11th 2001 of which everybody thought might be an act of terro
51. ank to bank time 4 2 s 4 2 s 4 2 s endurance incl 10 reserve 5 3 h 4 8 h 5 8 h fuel flow at cruise speed 10 2 l h 11 5 l h 9 2 l h range at cruise speed 930 km 930 km 1100 km max wing load factors 4 G 2 G 4 G 2 G 4 G 2 G Performance 46 SINUS motorglider www pipistrel si REV 1 47 SINUS motorglider www pipistrel si REV 1 WARNING Wing and propeller surfaces must be immaculately clean dry and undamaged at all times As all airfoils are laminar any impact spots bumps and even a dirty incl water snow surface may significantly lower flight performance Stall speed takeoff and landing runway length sink rates and fuel consumption increase while climb rates ceiling lift over drag ratio and endurance decrease Some of the these are effected by as much as 30 Noise levels Noise levels are measured from the ground The aircraft at MTOM must fly over the microphone at a height of 150 meters 500 feet exactly at VNE with engine power needed to maintain horizontally rightened flight All versions of Sinus ultralight motorglider noise levels measured in such manner have been officially assessed to be below 65 dB Performance 48 SINUS motorglider www pipistrel si REV 1 49 SINUS motorglider www pipistrel si REV 1 This page is intentionally left blank 48 SINUS motorglider www pipistrel si REV 1 49 SINUS motorglider www pipistrel si REV 1 Weight and balance
52. applies to Sinus 503 Sinus 582 in Sinus 912 equipped with Rotax 503 Rotax 582 and Rotax 912 engines Nose wheel version owners see the Supplemental sheet at the back of this manual WARNING As this manual applies to all models of Sinus ultralight motorglider it is mandatory to designate those specific parts of this manual that regard the aircraft you own This booklet MUST be present inside the cockpit at all times Should you be selling the aircraft make sure this manual is handed over to the new owner This is the original manual of Pipistrel d o o Ajdovscina Should third party translations to other languages contain any inconsistencies Pipistrel d o o denies all responsibility Flight manual and Maintenance manual REV 2 28 September 2010 2 SINUS motorglider www pipistrel si REV 1 3 SINUS motorglider www pipistrel si REV 1 Sinus model Serial number Date of manufacture Aircraft empty weight kg Fuel weight Available cargo weight Installed appliances included in aircraft empty weight Date and place of issue Ajdov ina To log into the Owner s section receive updates and Service Bulletins go to www pipistrel si and log in the top right corner of the page with Username owner1 Password ab2008 THANK YOU 2 SINUS motorglider www pipistrel si REV 1 3 SINUS motorglider www pipistrel si REV 1 Flight manual and Maintenance manual for
53. assist by rocking the wings a couple of millimeters up and down Only when both spar pins have been inserted and secured wingtips may be released and door fully opened and fastened to the wing Now check all control deflections as well as flap and spoilers extensions for smooth unobstructed movement Insert all bolts and pins and secure them with self locking nuts Do not forget to put alumini um washers underneath the nuts Connect all electical clables fuel hoses fixed or click on connectors and pitostatic lines to their adequate fittings Check for adequate fuel flow through the fuel connectors before attempting the first flight 1 liter 1 quart per minute For fixed fuel connectors make sure you have tightened the metal clamp around the tube securely Connect all electical cables fuel hoses and pitostatic lines to their adequate fittings Check for adequate fuel flow through the fuel con nectors before attempting the first flight Screw on the pitot tube on bottom side of the right wing at aproximately 2 3 of the wing span Be extra careful not to switch the two tubes as this causes misinterpretation of indicated airspeed Finally tape the gap between the fuselage and the wing using self adhesive tape 2 26 SINUS motorglider www pipistrel si REV 1 27 SINUS motorglider www pipistrel si REV 1 Three people again are needed to disassemble the wings First block all three wheels for the fuselage to stay
54. cements and air filter replacements The table below indicates recommended maintenance periods see Service manual for detailed in formation Table legend C Check up visual only check for free play and whether everything is in position DO IT YOURSELF CL Cleaning DO IT YOURSELF LO Lubricating oiling lubricate all designated parts and spots using proper lubricant DO IT YOURSELF R Replacement replace designated parts regardless of state and condition You are encouraged to DO undemanding replacements YOURSELF otherwise have replacements done by AUTHORISED SERVICE PERSONNEL SC Special check up measuring verifying tolerances and functionality DONE BY AUTHORISED SERVICE PERSONNEL ONLY O Overhaul daily first 5 hours 50 hours 100 hours 200 hours 500 hours 1 000 hours 10 000 hours WING AND TAIL SURFACES SC O surface and structure condition C SC deflections without free play C SC bearings moving parts bushings C SC lights C self adhesive sealing tape C C SC horizontal tail mount C C SC drain holes CL 70 SINUS motorglider www pipistrel si REV 1 71 SINUS motorglider www pipistrel si REV 1 daily fist 5 hours 50 hours 100 hours 200 hours 500 hours 1 000 hours 10 000 hours FUSELAGE SC O surface and structure condition C SC elevator control tube bearing C SC undercarriage struts attaching points
55. classification As for mixing fuel and oil manually it is best to use recommended oil see above Dedicated lead additives should not be used see detailed instructions in the engine manu al MIXING RATIO 50 UNITS of FUEL and 1 UNIT of OIL e g 2 dl of oil every 10 litres of fuel When using engines equipped with oil injection pump it is vital to monitor the oil level in its contain er There should always be enough oil to suffice for the intended flight duration including reserve Four stroke engines should only be powered by unleaded fuel for lead sedimentation inside the en gine shortens its life Provided you are unable to use unleaded fuel make sure engine oil and the oil filter are replaced every 50 flight hours 2 2 16 SINUS motorglider www pipistrel si REV 2 17 SINUS motorglider www pipistrel si REV 1 Limitations Propeller SINUS Model 503 Model 582 Model 912 fixed pitch Pipistrel BAM 2 Pipistrel BAM 2 Pipistrel BAM 2 variable pitch Pipistrel VARIO Pipistrel VARIO Pipistrel VARIO Engine instrument markings WARNING fill in engine specific values Instrument Red line minimum Green arc normal Yellow arc caution Red line maximum Tachometer RPM Oil temperature Cylinder head temp Oil pressure Fuel quantity Weight limits Sinus ultralight motorglider basic model weights WEIGHT Model 503 Model 582 Model 912 empty aircraft weight 265kg 274 kg
56. d are tubes materials Fe0146 Fe 0147 Fe0545 Fe1430 AC 100 CR41 in LN9369 sheet metal materials Fe0147 in Al 3571 rods materials Fe 1221 Fe 4732 4130 Al 6082 CR41 in Al 6362 cable AISI 316 bolts and nuts 8 8 steel All composite parts are made of glass carbon and kevlar fiber manufactured by Interglas GmbH All parts have been tested at safety factor 1 8 meaning stressed to 7 2 G All parts are made in moulds therefore no shape or structural differences can occur All desinging manufacturing and testing complies with following regulations Bauvorschriften f r Ultraleichtflugzeuge des Deutschen Aero Club e V Beauftragter des Bundes ministeriums f r Verkehr JAR 1 microlight definition JAR VLA certain sections for Slovenian market also Pravilnik o ultralahkih napravah Republike Slovenije All parts and materials presented in Sinus ultralight motorglider are also being used in glider and general aviation industry and all comply with aviation standards Aircraft and systems on board 58 SINUS motorglider www pipistrel si REV 1 59 SINUS motorglider www pipistrel si REV 1 Cockpit levers Sinus ultralight motorlglider s cockpit levers are divided into two groups Individual control levers pilot stick and rudder with belonging brake levers Joint control levers throttle lever chock lever flap lever trim lever airbrakes lever fuel valves door levers battery disconnect
57. d only if it contains all of the original and revised pages listed above Each page to be revised must be removed shredded and later replaced with the new revised page in the exact same place in the manual 6 SINUS motorglider www pipistrel si REV 1 7 SINUS motorglider www pipistrel si REV 1 This page is intentionally left blank 6 SINUS motorglider www pipistrel si REV 1 7 SINUS motorglider www pipistrel si REV 1 Table of contents General Limitations Emergency procedures Normal procedures Performance Weight and balance Aircraft and systems on board Handling and maintenance Appendix 8 SINUS motorglider www pipistrel si REV 1 9 SINUS motorglider www pipistrel si REV 1 This page is intentionally left blank 8 SINUS motorglider www pipistrel si REV 1 9 SINUS motorglider www pipistrel si REV 1 Introduction Certification basis Notes and remarks Technical data 3 view drawings General General 10 SINUS motorglider www pipistrel si REV 1 11 SINUS motorglider www pipistrel si REV 1 Introduction This manual contains all information needed for appropriate and safe use of Sinus ultralight motorglider models 503 582 912 IT IS MANDATORY TO CAREFULLY STUDY THIS MANUAL PRIOR TO USE OF AIRCRAFT In case of aircraft damage or people injury resulting form disobeying instructions in the manual PIPISTREL d o o denies all res
58. d to eventual corrosion on the activation handle inside the cockpit Also main fastening straps on the outside of the fuselage must undamaged at all times Furthermore the neither system nor any of its parts should be exposed to moisture vibration and UV radiation for long periods of time to ensure proper system operation and life CAUTION It is strongly recommenced to thoroughly inspect and grease the activation han dle preferably using silicon oil spray every 50 flight hours All major repairs and damage repairs MUST be done by the manufacturer or authorised service personnel For all details concerning the GRS rescue system please see the GRS Galaxy Rescue System Manual for Assembly and Use Appendix 84 SINUS motorglider www pipistrel si REV 1 85 SINUS motorglider www pipistrel si REV 1 Appendix How fast is too fast Based on two recent unfortunate events where two pilots lost their newly acquired Sinus and Virus aircraft the team of Pipistrel s factory pilots decided to stress the importance of airspeed even more Do read this passage thoroughly as everything mentioned below affects you as the pilot directly The two events Both the events took place during the first couple of hours pilots flew with their new aircrafts Therefore it is definite they had not become completely familiar with all the flight stages Sinus and Virus offer The circumstances of both the events were remarkably simmilar Soon
59. e performed with aircraft empty weight and empty weight centre of gravity c g as the pilots sits directly below the centre of gravity and do not cause the c g to be shifted The amount of fuel quantity also has no impact on the c g WARNING Both pilots weight and weight of fuel do not influence c g or their influence is insignificant However baggage can influence the c g severely and may cause the aircraft to become uncontrollable Basic CG formulas and calculation The below instructions are valid for Sinus Tail Wheel and Nose Wheel editions Read thoroughly Note also that the basic c g at 287 mm will be used purely as an example First weigh the aircraft according to the procedure described in this chapter and write down values of G1 sum of scale readings at main wheels and G2 scale reading at tail front wheel Then calcu late the position of c g in milimeters mm from the datum wing s leading edge at wing root For Tail wheel edition of Sinus ultralight motorglider use the following formula where G2tail is the scale reading at the tail wheel Gtotal is the sum of G1 and G2tail G1 G2tail a k a aircraft empty weight a is the distance from main wheel axis to wing s leading edge b is the distance between main and tail wheel axis For Nose wheel edition of Sinus ultralight motorglider use the following formula where G2back is the sum of scale readings at both main back wheels Gtotal is the sum of G1 a
60. e the cockpit and release the pressure off the pedals Pull the black knob in front of the con trol stick to bring the pedals closer to you To move the pedals further away first release the pressure of the pedals then pull on the knob slightly this will release the lock in the mechanism Now push the pedals forward using with your feet while keeping the black adjusment knob in your hand WARNING The safety harness must hold you in your seat securely This is especially impor tant when flying in rough air as otherwise you may bump into the tubes and or spars overhead 34 SINUS motorglider www pipistrel si REV 1 35 SINUS motorglider www pipistrel si REV 1 Engine start up Before engine start up CAUTION To ensure proper and safe use of aircraft it is essential for one to familiarise with engine s limitations and engine manufacturer s safety warnings Before engine start up make sure the area in front of the aircraft is clear It is recommended to start up the engine with air craft s nose pointing against the wind Make sure the fuel quantity will suffice for the planned flight duration Make sure the pitot tube is uncovered and rescue parachute safety pin removed Engage wheel brakes or parking brake Engine start up Make sure both fuel valves are open and master switch in OFF position key full left Set propeller pitch to flat prop pitch screw to the left fully Should the engine be cold apply choke lever
61. e without fuel return circuit Model 912 s fuel system features fuel return cir cuit The fuel connectors from fuselage to the wing tanks can be either fixed or click on fast type WARNING Visual fuel quantity indicator tubes in cockpit do not always provide relevant information about the actual fuel quantity on board Due to reasons of wing dihedral angle of attack sideslip and reservoir supply point the readout may be incorrect Flying with less than 3 cm 1 Inch of indicated fuel measured from the bottom of the tube upwards in any of the reser voirs is therefore regarded as hazardous any may result in engine fuel starvation and or engine failure CAUTION Due to the position of the fuel reservoir supply point flying in considerable sideslip for a longer time may result in fuel starvation to the engine if the fuel tank in the opposite direc tion of the sideslip is closed Should this occur righten the flight and re open the fuel tank in question immediately to prevent engine failure Schematic of fuel system models 503 and 582 Schematic of fuel system model 912 no fuel return circuit Aircraft and systems on board 64 SINUS motorglider www pipistrel si REV 1 65 SINUS motorglider www pipistrel si REV 1 Schematic of fuel system model 912 with fuel return circuit Electrical system description Double separated magneto ignition Standard 12 V circuit charges the battery and provides power to all appliance
62. ed Brake cable intact no twists or sharp curves Oil line hydraulic brakes no mechanical damage and or leakage Tire no cracks adequate pressure Wheel fairing undamaged firmly attached clean e g no mud or grass on the inside Wings leading edge Surface condition pristine no cracks impact spots no paint and or edge separations Pitot tube firmly attached no mechanical damage or bendings Remove protection cover and make sure it is not blocked or full of water Wing drain holes make sure they are not blocked and clean accordingly 1 2 3 4 5 6 Normal procedures 22 21 32 SINUS motorglider www pipistrel si REV 1 33 SINUS motorglider www pipistrel si REV 1 Wingtip lights Surface condition pristine no cracks impact spots or bumps no paint separations Wings trailing edge Surface condition pristine no cracks impact spots no paint and or edge separations Mylar sealing tape between wing and aileron undamaged and in position Aileron pristine surface no cracks and or impact spots no paint abnormalities and edge separa tions no vertical or horizontal free play smooth and unobstructed deflections Spoilers fuel reservoir cap Spoiler firm smooth equal and unobstructed extension tightly fitted when retracted springs stiff and intact Fuel reservoir cap fastened Make sure the pipe is completely clean Fuselage antenna rescue parachute hood Self adhesive tape in
63. ed during this manoeuvre When the aircraft is rightened and flies horizontally add throttle and resume normal flight Engine failure Engine failure during takeoff Ensure proper airspeed by reducing angle of attack and land the aircraft in runway heading avoiding eventual obstacles in your way Shut both fuel valves and set master switch to OFF position key full left WARNING DO NOT CHANGE COURSE OR MAKE TURNS IF THIS IS NOT OF VITAL NECESSITY After having landed safely ensure protection of aircraft and vacate the runway as soon as possi ble to keep the runway clear for arriving and departing traffic 22 SINUS motorglider www pipistrel si REV 1 23 SINUS motorglider www pipistrel si REV 1 Engine failure in flight First ensure proper airspeed by reducing angle of attack then start analysing terrain underneath and choose in your opinion the most appropriate site for landing out WARNING The decision where to land when landing out is FINAL DO NOT change your mind even if you happen to come across a different perhaps more appropriate landing site Provided the engine failed aloft react as follows Make sure the master switch is in the ON position key full right magneto switches both set to ON and both fuel valves OPEN Should the propeller not be spinning motor blocked the engine is probably seriously damaged In this case DO NOT attempt to restart the engine Instead begin with the landing out procedure
64. ematic of engine cooling system model 582 Aircraft and systems on board 66 SINUS motorglider www pipistrel si REV 1 67 SINUS motorglider www pipistrel si REV 1 Rotax 912 cooling system The Rotax 912 engine s Sinus ultralight motordlider Model 582 cylinders are watercooled The cool ing air intake is located on the right hand bottom part of the engine cover Cylinder heads are watercooled Own water pump forces water through the radiator placed behind the air intake opening on the top engine cover The engine does not feature a thermostat valve The system is pressurised with a pressurised valve placed on one of the hoses The overflow tank fluid level must always be inside the designated limits The engine does not offer cooling water temp monitoring Only CHT is displayed in the cockpit The engine does not feature a cooling fan therefore cooling it is entirely dependant on moving air cur rents and airspeed CAUTION You are strongly discouraged from leaving the engine running at idle power when on ground The manufacturer recommends use of cooling fluids used in car industry diluted in such a manner that it withstands temperatures as low as 20 C Schematic of engine cooling system model 912 Aircraft and systems on board 68 SINUS motorglider www pipistrel si REV 1 69 SINUS motorglider www pipistrel si REV 1 Aircraft and systems on board Engine lubrication system Rotax 503 and 582 are
65. er horizontal bolt of the airbrake s plate Do not lose any parts Lift the airbrake in order to make room for further operation Unscrew and remove the bolt attaching the rod end bearing to the airbrake s plate lever Do not lose any parts Rotate the rod end bearing fine setting nut 360 so that the rod end moves towards the other end of the airbrake s box length of rod increases Make sure you secure this nut after turning it for 360 Grease the drive around the rubber sleave inside the airbrake s box using rubber non agressive lubricant spray Once you have accomplished this repeat steps 1 3 in opposite order 3 2 1 Make sure you apply ad hesive e g Loctite on all screws when reattaching Perform the procedure at the other airbrake as well In the end verify airbrakes for equal extension WARNING Should the airbrakes not retract evenly apply step action 4 again for the air brake which remains higher when retracting Clicking noise overhead The wings are factory fitted to the fuselage to make a tight fit at approximately 20 Celsius When ex posed to low temperatures materials shrink Therefore flying in the winter or in cold temperatures you may encounter click clack like noises above your head The remedy for this unpleasant noises is to add washers tipically of 0 5 mm thickness in between wing and fuselage Washers must be added both at rear and front bushings at one side of the fuselage only
66. es Spoilers airbrakes stay fully extended the stick stays where it is Bouncing tends to attenuate by itself anyhow Crosswind landings depending on the windspeed require some sort of drift correction Most efficient is the low wing method where you are to lower the wing into the wind slightly and main tain course by applying appropriate rudder deflection You can also try the crab method Crosswind landings on paved runways asphalt concrete tarmac In this case special attention must be paid to straightening the aircraft before touchdown in or der not to damage the undercarriage because of increased surface grip on impact Should the crosswind component be strong 15 km h 8 kts and over I would recommend to gently flare in such a manner that one of the main wheels touches down an instant before the other e g if there is crosswind from your left left wheel should touch down just before the right wheel does This way undercarriage almost cannot be damaged due to side forces on cross touch down Landing in strong turbulence and or gusty winds First of all airspeed must be increased for half of the value of wind gusts e g if the wind is gusting for 10 km h 6 kts add 5 km h 3 kts to the final approach speed In such conditions I would also recommend to only use 1st stage of flaps for increased manouvrebility Parking Nothing special to add here Taxi to the apron with flaps in negative position minimum lift and s
67. following stations 1 through 22 7 20 8 19 9 18 10 17 11 16 12 15 13 14 Normal procedures 32 SINUS motorglider www pipistrel si REV 1 33 SINUS motorglider www pipistrel si REV 1 Normal procedures In cockpit preflight check up Instrument panel and instruments checked Fuses screwed in position Battery disconnection lever in position for battery operation lever deflected towards the firewall Master switch OFF key in full left position no control lights and or electronic instrument activity Master switch ON key in full right position control lights and electronic instrument active Make sure you have set all instruments to correct initial setting Main wing spars and connectors no visible abnormalities of metal parts spars pins and bolts all bolts and nuts in position and tightened Fuel hoses pitot static lines and electrical cables correctly connected and in position Transparent plastic providing visual fuel quantity monitoring clean with no cracks Safety harness undamaged verify unobstructed harness opening fastening points intact Glass doors and windshield perfect closing at all three points smooth opening hinges firmly at tached glass immaculately clean with no cracks Flap handle button spring firm locking mechanism working properly smooth movement along full deflections no free play or visible damage Spoilers Airbrakes handle full up and locked Radio wiring test the swi
68. force if necessary During the descent monitor temperatures and keep them within operational limits CAUTION When descending make sure the propeller is set to minimum pitch CAUTION During the descent engine power MUST be reduced Should you be forced to descend at idle power make sure you keep adding throttle for short periods of time not to turn the sparks dirty CAUTION With flaps in 2nd position only half way aileron deflections are permitted On final set flaps to 2nd position Align with the runway and reduce power to idle Extend spoilers and maintain an airspeed of 90 km h 48 kts Instead of throttle use spoilers to control your descent glide path CAUTION Crosswind landings require higher final approach speeds to ensure aircraft s safe manoeuvrability Roundout and touchdown CAUTION See chapter Performance for landing performance Roundout and touchdown flare should be performed at following airspeeds Calm air aircraft at MTOM 75 km h 40 kts IAS Rough air aircraft at MTOM incl strong crosswinds up to 28 km h 15 kts 78 km h 42 kts IAS CAUTION Land the aircraft in such a manner that all three wheels touch the ground at exactly the same time When touching down rudder MUST NOT be deflected in any direction rudder pedals centred When on ground start braking action holding the control stick in full back position Stear the aircraft using brakes and rudder only Provided the runway lengt
69. g Accelerate at full power and later maintain proper speed of climb As you reach 90 km h 50 kts at above 50 meters 165 ft set flaps to 1st stage reaching 110 km h 60 kts at above 100 meters 330 ft set flaps to neutral position Reduce RPM by 10 RPM reduction re fers to 912 model only and continue climbing at 115 km h 62 kts Adjust the trim to neutralise the stick force if necessary Remember to keep the temperatures and RPM within operational limits during this manoeuvre CAUTION Reduce RPM and increase speed in order to cool the engine down if necessary Reaching cruise altitude establish horizontal flight and set engine power to cruise Cruise As horizontal flight has been established verify on board fuel quantity again Keep the aircraft balanced while maintaining desired flight parameters Should you desire to cruise at low speed up to 130 km h 70 kts set flaps to neutral position otherwise flaps should be set to negative position flap handle full down Check engine operation and flight parameters regularly WARNING Sinus ultralight motorglider is sensitive to correct flap settings To maintain ex cellent and safe flight performance it is important to set flaps according to airspeed As the pilot you must know that the higher the speed the greater the force on the flapperons To prevent overstressing the flapperons it is of vital importance to always fly at the correct flap setting as you may otherwise damage
70. garded as IAS or TAS It is in fact regarded as TAS You should be aware of that so that you will not exceed VNE like the two pilots mentioned above have 86 SINUS motorglider www pipistrel si REV 1 87 SINUS motorglider www pipistrel si REV 1 Appendix How much difference is there between IAS and TAS in practical terms Data below are valid for Sinus ultralight motorglider and Virus 912 aircraft flying in standard atmosphere To obtain correct speeds for particular atomospherical conditions please take advan tage of the table on page 88 of this manual The table below indicates how fast you may fly at a certain altitude to maintain constant True AirSpeed TAS TAS km h kts IAS km h kts TAS km h kts IAS km h kts 1000 m 3300 ft 250 135 237 128 270 145 256 138 2000 m 6500 ft 250 135 226 122 270 145 246 133 3000 m 10000 ft 250 135 217 117 270 145 235 126 4000 m 13000 ft 250 135 206 111 270 145 226 121 5000 m 16500 ft 250 135 195 105 270 145 217 117 6000 m 19700 ft 250 135 187 101 270 145 205 110 7000 m 23000 ft 250 135 178 96 270 145 196 103 8000 m 26300 ft 250 135 169 91 270 145 185 98 The table below indicates how TAS increases with altitude while keeping IAS constant IAS km h kts TAS km h kts IAS km h kts TAS km h kts 1000 m 3300 ft 250 135 266 144 270 145
71. gative position Sinus ultralight motorglider will provide you with cruise performance as follows SINUS Model 503 Model 582 Model 912 cruise airspeed BAM2 prop 150 km h 80kts 160 km h 87 kts 180 km h 100 kts Cruise speed may vary depending on the cruise altitude gross weight and propeller pitch setting Descent The rate of descent and by that descent glide path is adjusted using spoilers Typical sink rate with flaps set to 2nd position and spoilers fully extended measures 2 5 m s 500 fpm at 90 km h 48 kts and 4 0 m sec 800 fpm at 115 km h 62 kts SINUS Model 503 Model 582 Model 912 max sink rate spoilers extended 5 5 m sec 1100 fpm 5 5 m sec 1100 fpm 5 5 m sec 1100 fpm The glide The glide is defined as unpowered rightened flight at speed providing best lift over drag ratio or minimum sink rate Should the engine become inoperative in flight as a result of either intended or unintended action and it cannot be restarted react as follows establish rightened flight at the speed providing best lift over drag ratio if you desire to over come greatest distance at reach from initial altitude establish rightened flight at speed providing minimum sink rate if you desire do stay airborne the longest This may come in handy in case you will be forced to give way to other aircraft or if you simply need time to determine the most appropriate site to land out on SINUS Model 503 Model
72. h is sufficient come to a complete standstill without engaging the brakes but holding the control stick slightly forward not to overstress the tail wheel WARNING After touchdown DO NOT retract spoilers immediately for this causes sudden lift increase and the aircraft may rebound off the ground Should this occur hold the elevator steady under no circumstances attempt to follow aircraft s movement with elevator deflections for Sinus ultralight motorglider tends to attenuate rebounding by itself However it is important to maintain runway heading using the rudder at all times Retract spoilers only after the aircraft has come to a complete standstill CAUTION Should you be performing the touch and go manoeuvre retract spoilers carefully before re applying full power 38 SINUS motorglider www pipistrel si REV 1 39 SINUS motorglider www pipistrel si REV 1 Normal procedures Crosswind approach and roundout CAUTION Crosswinds prolong landing runway length see chapter Performance Performing a crosswind landing the wing low method should be used When using the wing low method it is necessary to gradually increase the deflection of the rudder and aileron to maintain the proper amount of drift correction WARNING If the crab method of drift correction has been used throughout the final ap proach and roundout the crab must be removed the instant before touchdown by applying rud der to align the aircraft s long
73. he vertical stabilizer with a sticker Check control deflections for smooth unobstructed movement Detaching the horizontal tail surfaces Schematic of horizontal tail surfaces dis assembly 28 SINUS motorglider www pipistrel si REV 1 29 SINUS motorglider www pipistrel si REV 1 Bring the rudder close to fuselage and fit it first onto the top and then to the bottom hinge The rudder must then be fully deflected to one side to provide access to the rudder bolts Use a self securing pre glued M10 nut together with an aluminium washer and gently screw them onto the bolt using size 10 spanner To reach the other rudder bolt deflect the rudder to the opposite direc tion and repeat the up stated procedure With both nuts tightened check full rudder deflections for smooth unobstructed movement Detaching the rudder Deflect the rudder to one side fully and unscrew the nut of the bolt with which the rudder is at tached to the bottom hinge This is the bolt located in between the central bolt axis of rotation and the bolt holding the metal ropes DO NOT touch these two bolts unscrew the nut of the middle bolt ONLY Now deflect the rudder to the opposite direction and repeat the up stated procedure After both bolts have been unscrewed lift the rudder and detach it first from the bottom then from the top hinge Schematic of rudder dis assembly Attaching the rudder Normal procedures 30 SINUS motorglider www pipistre
74. ienced pilots at own risk only Crosswind landing limitations Maximum allowed crosswind speed on takeoff and landing with flaps in 2nd position is 28 km h 15 kts Vg diagram Performance 10 20 25 15 L D ratio EAS km h 60 120 140 160 200 80 180 220 70 110 130 150 190 90 170 210 225 100 30 5 9 1800 5 1000 3 600 7 1400 1 200 11 2200 sink rate sink rate L D ratio m s fpm Speed polar propeller feathered 46 SINUS motorglider www pipistrel si REV 1 47 SINUS motorglider www pipistrel si REV 1 Additional technical data SINUS Model 503 Model 582 Model 912 stall speed flaps extended 63 km h 34 0 kts 63 km h 34 0 kts 63 km h 34 0 kts stall speed flaps retracted 66 km h 35 6 kts 66 km h 35 6 kts 66 km h 35 6 kts cruise speed 75 power 170 km h 91 kts 191 km h 103 kts 200 km h 108 kts max speed with spoilers extended 160 km h 86 kts 160 km h 86 kts 160 km h 86 kts max speed with flaps in 1st position 130 km h 70 kts 130 km h 70 kts 130 km h 70 kts max speed with flaps in 2nd position 110 km h 60 kts 110 km h 60 kts 110 km h 60 kts manoeuvring velocity Va 141 km h 76 kts 141 km h 76 kts 141 km h 76 kts max permitted horizontal speed Vmax 186 km h 97 kts 205 km h
75. igger the Introduction This chapter provides information about operational restrictions instrument markings and basic knowledge on safe operation of aircraft engine and on board appliances Limitations 14 SINUS motorglider www pipistrel si REV 1 15 SINUS motorglider www pipistrel si REV 1 Limitations difference between IAS and TAS Be aware of this effect especially when flying at high altitude at high speeds not to exceed VNE unawarely Bear in mind this can happen even with the indicator still pointing within the yellow arc However for flight planning purposes TAS is the most accurate speed which then can be corrected by eventual tail head wind component to obtain the aircraft s ground speed GS 200 108 210 113 220 119 230 124 240 130 250 135 260 140 270 146 280 151 290 156 300 162 310 167 320 173 330 178 340 184 350 189 360 194 370 200 380 205 390 211 400 216 0 3000 6000 9000 12000 15000 18000 21000 24000 27000 30000 1000 2000 3000 4000 5000 6000 7000 8000 9000 km h kts pressure altitude True AirSpeed TAS IAS 220 km h 119 kts IAS 240 km h 130 kts m ft 100 54 110 59 120 65 130 70 140 76 150 81 160 86 170 92 180 97 190 103 200 108 210 113 220 119 230 124 240 130 250 135 260 140 270 146 280 151 0 3000 6000 9000 12000 15000 18000 21000 24000 27000 30000 1000
76. immediately Should the propeller be spinned by air current freely fuel or electrical system is probably malfunc tioning Verify on board fuel quantity and make sure both fuel valves are open and magneto switches set to ON Restart the engine Landing out 1 Shut both fuel valves 2 Master switch OFF key in full left position 3 Approach and land with extreme caution maintaining proper airspeed 4 After having landed abandon the aircraft immediately The landing out manoeuvre MUST be preformed with regard to all normal flight parameters Engine fire Engine fire on ground This phenomenon is very rare in the field of Ultralight aviation However coming across engine fire on ground react as follows 1 Shut both fuel valves 2 Come to a full stop engage starter and set throttle to full power lever full forward 3 Disconnect the battery from the circuit pull battery disc ring on the switch column 4 Master switch OFF immediately after the engine has stopped 5 Abandon the aircraft and start fire extinguishing WARNING After the fire has been extinguished DO NOT attempt to restart the engine Engine fire in flight 1 Shut both fuel valves and set magnetos switches to OFF 2 Set full power throttle lever in full forward position 3 Disconnect the battery from the circuit pull battery disc ring on the switch column 4 Close all windows and set all ventilation devices to OFF 5 Perform side slip crab manoeuvre
77. in position Empty both fuel tanks by opening both fuel valves inside the cockpit and the drain valve beneath the bottom en gine cover Place a canister under the drain valve to intercept fuel While you wait for the tanks to empty disas semble the horizontal tail surfaces disconnect all electrical cables and pitot static lines Do not forget to unscrew the pitot tube on the bottom side of the right wing Then inside the cockpit unscrew the middle main spar screw first then unscrew and remove both pin bolts WARNING Do not remove spar pins yet Once the fuel tanks are empty disconnect the fuel hoses inside the cockpit as well Make sure you tape the end attached to the wing not to spill any eventual leftover fuel over the fuselage or glass surfaces as substantial damage may occur Two people must now lift the wingtips one wingtip each and the person in the cock pit remove the main spar pins one by one smoothly Forcing pins out of their position may result in structural damage therefore the wingtip holders must hold the wing halfs precisely at certain height Using slight circular movement at the wingtip the wing halfs must now be pulled out of the fuselage slowly On pulling each wing half must be held by two one at the wingtip and one near the spar As the wing halfs have been pulled out place them onto a soft surface to prevent their damage Schematic of wing dis assembly Disassembling the wings N
78. ing technique does not differ from other aircraft equipped with a stearable nose wheel Prior to taxiing it is essential to check wheel brakes for proper braking action Take off and initial climb Start the takeoff roll holding the elevator one third backward and lift the nose wheel off the ground as you accelerate Reaching VR gently pull on the stick to get the aircraft airborne Roundout and touchdown CAUTION Land the aircraft in such a manner that the two main wheels touch the ground first allow the nose wheel touchdown only after speed has been reduced below 30 km h 18 kts When touching down rudder MUST NOT be deflected in any direction rudder pedals centred When on ground start braking action holding the control stick in full back position Stear the aircraft using brakes and rudder only Provided the runway length is sufficient come to a complete standstill without engaging the brakes holding the control stick slightly backwards as you decellerate Weight and balance Page 48 Weighing procedure Calculate the lever arm of CG using this formula Lever arm of CG X G1 x b G2 x a G Weighing form Weighing point and symbol Scale reading Tare Nett right main wheel GD left main wheel GL nose wheel G2 total G GD GL G2 106 Supplemental Sheet for Sinus motorglider nose wheel edition wwwpipistrel si REV 0 107 Supplemental Sheet for Sinus motorglider nose wheel edition Supplemental
79. inside the knob when at minimum pitch and slides out as propeller pitch is increased 62 SINUS motorglider www pipistrel si REV 1 63 SINUS motorglider www pipistrel si REV 1 When taking off always make sure propeller is set to minimum pitch to ensure maximum engine efficiency To set the propeller to minimum pitch screw the propeller pitch knob located on the in strument panel counter clockwise completely Prior to taking off engine and propeller ground check must be performed At full power and propeller pitch at minimum RPM must not exceed designated limits Verify also that the RPM drop significantly when setting propeller pitch to maximum setting knob screwed to the right fully but not feathered When returning propeller pitch back to mini mum setting the RPM must reach same initial value as before engine and propeller ground check CAUTION Verify RPM and engine parameters multiple times If propeller pitch is increased rotate knob clockwise engine s RPM will drop Do not under any circumstances allow engine underrotation Should this occur immediately decrease prop pitch to regain proper engine cruise parameters WARNING Both engine under and overrotation may cause significant damage to the en gine and propeller Propeller feathering WARNING Feather propeller only after the engine has stopped and at minimum pitch To feather the propeller first reduce airspeed to 90 km h 50 kts then pull the pr
80. ion lever ring and emergency parachute release handle Instrument panel Aircraft and systems on board Note Aircraft delivered prior to year 2004 also feature fuel reserve warning lights on the instrument panel due to a different visual fuel quantity check Exceptions are however possible 58 SINUS motorglider www pipistrel si REV 1 59 SINUS motorglider www pipistrel si REV 1 Sinus ultralight motorglider ships with two different types of standard instrument panels the con ventional panel and the glass panel difference seen on previous page The glass panel utilizes the power of Brauniger multifunction instrument to screen both flight and engine parameters Both panels share a magnetic compass a side slip indicator 12 V chargette cockpit heating lever and an eventual propeller pitch knob The optional XL instrument panel has enough room for all the extra instruments and there is a map pocket on either side of the cockpit for storage All aircraft from mid 2003 onwards are serially equipped with acustic alarms to help you recognise and avoid dangerous flight parameters such as stall speed exceeding VNE low high oil pressure etc The volume of these acustic alarms can be adjusted by turning a knob on the instrument panel Notes on Brauniger Alpha MFD multifunction instrument The new version of Brauniger AlphaMFD multifunction instrument V315 also features an acoustic vario meter and an acoustic VNE
81. ion unit and four stroke engines The carburator air intake in Sinus ultralight motorglider is preheated running over the water cooling radiator before entering the carburators Therefore the possibility of carburator icing is slight Should you be suspecting carburator icing to take place descent immediately In case of complete power loss perform emergency landing out procedure Flutter The flutter is defined as the oscillation of control surfaces It is most cases caused by abrupt control deflections at speeds close or in excess of VNE As it occurs the ailerons elevator or even the whole aircraft start to vibrate violently Should flutter occur reduce throttle immediately and increase the angle of attack in order to reduce speed WARNING Fluttering of ailerons or tail surfaces may cause permanent structural damage and or inability to control the aircraft After having landed safely the aircraft MUST undergo a series of check ups performed by authorised service personnel to verify airworthiness Exceeding VNE Should the VNE be exceeded reduce airspeed slowly and continue flying using gentle control de flections Land safely as soon as possible and have the aircraft verified for airworthiness by authorised service personnel Emergency procedures 24 SINUS motorglider www pipistrel si REV 1 25 SINUS motorglider www pipistrel si REV 1 Introduction Assembling and disassembling the aircraft Daily check up
82. is lifted off the ground correctly there is nothing else but to hold the same angle of attack and the aircraft will become airborne Roundout Flare and touchdown The flare must be gentle and the aircraft must touch down with the main back wheels first so you will not bounce from the runway After touchdown operate the rudder pedals if necessary to maintain runway heading and try to have the nose wheel off the ground for as long as possible When the nose wheel is to touch the ground rudder pedals MUST be exactly in the middle not to cause damage to the stearing mechanism While braking hold the stick back fully 106 Supplemental Sheet for Sinus motorglider nose wheel edition wwwpipistrel si REV 0 107 Supplemental Sheet for Sinus motorglider nose wheel edition Supplemental Sheet for Sinus motorglider nose wheel edition www pipistrel si REV 0 3 view drawing This page is intentionally left blank Sinus ultralight motorglider checklist Before start up Fuel system drain PERFORMED Doors CLOSED Rudder pedals amp hear rest position SET Harnesses FASTENED Parachure rescue system safety pin REMOVED Pitot tube protection cover REMOVED Spoilers RETRACTED Brakes SET Flaps 2nd POSITION VARIO propeller lever MINIMUM PITCH Battery switch ON PUSH Instruments CHECKED COM NAV SET Engine start up Area in front of aircaft CLEAR Fuel valves BOTH OPEN Throttle IDLE Choke AS
83. itudinal axis with its direction of movement Parking Come to a complete standstill by engaging brakes apply parking brake if applicable Re check RPM drop by switching magnetos OFF and back ON one by one Leave the engine running at idle RPM for a minute in order to cool it down Set master switch and magneto switches OFF Set propeller pitch to flat prop pitch knob screwed to the left fully Unlock spoilers handle hanging down freely and insert paracute rescue system handle s safety pin if rescue system installed Open cabin door unfasten safety harnesses and exit the cockpit watch for the wheel fairings Block the wheels and secure the pitot tube by putting on a protection cover Apply the tubes onto fuel line vents so that fuel would not spill onto the wing in event of full fuel tanks temperature expansion of fuel and or parking on a slope CAUTION Should the aircraft be parked on a slope it is recommended to shut one of the fuel valves to prevent overflooding of the adjacent fuel tank Restarting the engine in flight This procedure applies only for restarting the engne following an intentional unpowered flight Reduce speed to 90 km h 50 kts and set propeller to minimum pitch setting Master switch ON key in full right position Magnetos ON WARNING Before you activate the starter make sure the propeller is not feathered any more but at minimum pitch setting propeller pitch knob full forward and screwed left fully
84. km h 170 kts You might say Why did they not keep their speed within safe limits How could they be so thought less to afford themselves exceeding the VNE Speaking with the two pilots they both confessed they went over the line unawarely All just happened so suddenly was what they both said Therefore it is of vital importance to be familiar to all factors that might influence your flying to the point of unawarely exceeding the VNE Human factor and performance The human body is not intended to be travelling at 250 km h 135 kts nor is it built to fly Therefore in flight the human body and its signals should not be trusted at all times To determine the speed you are travelling at you usually rely on two senses the ear and the eye The faster the objects around are passing by the faster you are travelling True The stronger the noise caused by air circulating the airframe the faster the airspeed True again But let us confine ourselves to both events scenarios At higher altitudes human eye loses it s ability to determine the speed of movement precisely Because of that pilots who are flying high up feel like they are flying terribly slow 84 SINUS motorglider www pipistrel si REV 1 85 SINUS motorglider www pipistrel si REV 1 Appendix At high speeds the air circulating the airframe should cause tremendous noise Wrong In fact the noise is caused by drag Modern aircrafts like Sinus and Viru
85. l si REV 1 31 SINUS motorglider www pipistrel si REV 1 Normal procedures Daily check up The daily check up matches the preflight check up Preflight check up WARNING Every single check up mentioned in this chapter must be performed prior to EVERY FLIGHT regardless of when the previous flight took place The person responsible for the preflight check up is the pilot from whom it is required to perform the check up in the utmost thorough and precise manner Provided the status of any of the parts and or operations does not comply with conditions stated in this chapter the damage MUST be repaired prior to engine start up Disobeying this instruc tions may result in serious further damage to the plane and crew including injury and loss of life Schematic of preflight check up 12 1 2 3 4 5 6 7 8 9 10 11 13 14 15 16 17 18 19 20 21 22 1 Engine engine cover 8 Right wing trailing edge 15 Hor tail surfaces left 2 Gascolator 9 Right spoiler 16 Fuselage continued left 3 Spinner 10 Fuselage RH side 17 Fuselage LH side 4 Propeller 11 Fuselage continued right 18 Left spoiler 5 Undercarriage RH wheel 12 Hor tail surfaces right 19 Left wing trailing edge 6 Right wing leading edge 13 Vert tail surfaces right 20 Left wingtip lights 7 Right wingtip lights 14 Vert tail surfaces left 21 Left wing leading edge 22 Undercarriage LH wheel
86. motorglider www pipistrel si REV 1 Equipment list Aircraft s empty weight data is unique for each and every Sinus ultralight motorglider produced Sinus model Serial number Registration number Installed appliances Determination of CG Weight kg Weight s lever arm cm Torque kgcm Remarks Basic cfg emtpy weight CAUTION Each newly installed part or appliance must be registered in the upper table Also new total weight and lever arm of CG values must be entered and position of CG re determined Furthermore the momentum must be recalculated This is rather unchalanging to do First mul tiply the new part s weight by it s lever arm measured from the reference point wing s trailing edge Then sum up all momentums and divide the sum by the new total weight WARNING Aircraft s safe center of gravity position ranges between 20 and 39 of mean aerodynamic chord and is not affected by cockpit crew weight or weight of fuel on board in any way WARNING If your aircraft is equipped with a parachute rescue system the weight of lug gage in luggage compartment is limited to 1 kg if you own the 503 model 2 kg if you own the model 582 and 4 kg if you are a proud owner of 912 model Weight and balance 52 SINUS motorglider www pipistrel si REV 1 53 SINUS motorglider www pipistrel si REV 1 Sample CG calculation Guidelines Gtotal is the total mass of empty aircraft All calculations can b
87. n Following NON aerobatic manoeuvres are permitted as defined Power on and off stalls not below 150 meters 500 feet above ground level Power on and off lazy eights not below 150 meters 500 feet above ground level Steep turns with a maximum bank of 60 and initial speed of 160 km h 85 kts Chandelle maneuver not below 150 meters 500 feet above ground level Intended spin at most 180 in actual spinning manoeuvre G load factors max positive wing load 4 G max negative wing load 2 G Cockpit crew There is NO LIMIT to the minimum cockpit crew weight Cockpit crew may weigh at most 180 kg Maximum takeoff weight MTOM MUST NOT under any circumstances exceed 450 472 5kg Types of operations Sinus ultralight motorglider is built to fly under day visual flight rules day VFR in zero icing conditions Limitations 18 SINUS motorglider www pipistrel si REV 1 19 SINUS motorglider www pipistrel si REV 1 Limitations WARNING Should you find water drops on the airframe during preflight check up at temperatures close to freezing you may expect icing to appear in flight Spoilers airbrakes are especially prone to icing under such circumstances As water may accumulate underneath the top plate s spoilers may freeze to the wing surface Should this occur you will most definitely be unable to extend spoilers before the ice melts Therefore flying u
88. nces exceed 450 472 5kg CG G CG G L G G kg with bags total mm bags mm total bags 292 287 10 1160 292 10 316 mm kg mm kg kg mm CG CG R MAC mm mm mm bags MAC with bags 100 316 69 869 100 28 4 Weight and balance 54 SINUS motorglider www pipistrel si REV 1 55 SINUS motorglider www pipistrel si REV 1 This page is intentionally left blank 54 SINUS motorglider www pipistrel si REV 1 55 SINUS motorglider www pipistrel si REV 1 Introduction Cockpit levers Instrument panel Undercarriage Seats and safety harnesses Pitot static lining Air brakes spoilers Power plant and propeller Fuel system Electrical system Engine cooling system Engine lubrication system Wheel brake system Aircraft and systems on board Aircraft and systems on board 56 SINUS motorglider www pipistrel si REV 1 57 SINUS motorglider www pipistrel si REV 1 Aircraft and systems on board Sinus is a 15 meter wingspan two seat T tail motorglider made almost entirely of compos ite materials Its low drag high wing mono plane engine at the front construction makes it a perfect glider when flying unpowered In fact the propeller can be feathered to reduce drag even more The undercarriage is a taildragger type with two main brake equipped wheels m
89. nd G2back G1 G2back a k a aircraft empty weight a is the distance from nose wheel axis to wing s leading edge b is the distance from main wheel axis to wing s leading edge c a b is the sum of both distances above Second determine the c g position in percentage of Mean Aerodynamic Chord MAC with fol lowing the formula where CGmm is the position of CG in milimeters mm R is the difference between wing s leading edge and MAC s leading edge 69 mm MAC is the Mean Aerodynamic Chord 869 mm CG G b G a G mm G mm mm mm tail total tail total 2 2 4300 110 287 CG G c G a G mm G mm mm mm back total back total 1 1 1525 1020 287 CG CG R MAC mm mm mm MAC mm 100 287 69 869 100 25 1 Weight and balance 52 SINUS motorglider www pipistrel si REV 1 53 SINUS motorglider www pipistrel si REV 1 Baggage and CG The amount of baggage you can carry in the solid baggage compartment or in the baggage pouch behind the seats is limited by the centre of gravity of the empty aircraft pilots and fuel weight do not influence c g and the MTOW To calculate how much the c g shifts because of added baggage into the solid baggage compartmet or the baggage pouch behind the seats use the following formula where Gtotal is the aircraft empty weight CGmm is the position of CG of
90. nder circumstances mentioned above it is recommended to extend and retract the spoilers in flight frequently to prevent its sur face freezing to the airframe Minimum equipment list Airspeed indicator Altimeter Compass Tachometer RPM Other restrictions Due to flight safety reasons it is forbidden to fly in heavy rainfalls fly during thunderstorm activity fly in a blizzard fly according to instrumental flight rules IFR or attempt to fly in zero visibility condi tions IMC fly when outside air temperature OAT reaches 40 C or higher perform any form of aerobatic flying take off and land with flaps retracted or set to negative 5 position take off with spoilers extended Warning placecards Sinus ultralight motorglider is categorised as an Ultralight aircraft and must wear a warning placecard as such The placecard indicates the aircraft was not built according to the ICAO standards and is therefore flown completely at pilot s own risk 20 SINUS motorglider www pipistrel si REV 1 21 SINUS motorglider www pipistrel si REV 1 Placards Limitations 20 SINUS motorglider www pipistrel si REV 1 21 SINUS motorglider www pipistrel si REV 1 Introduction Stall recovery Spin recovery Engine failure Landing out Engine fire Smoke in cockpit Carburator icing Flutter Exceeding VNE Emergency p
91. ng parts oilcooled own radiator and pump lubrication centrally oiled own oil pump and radiator reduction gearbox integrated reduction ratio 1 2 27 el generator output power 250 W at 5500 RPM starter electric engine power 80 HP at 5500 RPM battery 12 V 8 Ah All metal ropes used are fire resistant kept inside metal self lubricating flexible tubes 60 SINUS motorglider www pipistrel si REV 1 61 SINUS motorglider www pipistrel si REV 1 Schematic of throttle and choke control Aircraft and systems on board Throttle Choke Throttle Choke Choke Throttle Throttle Choke models 503 and 582 model 912 Propeller types propeller Pipistrel BAM2 twin blade fixed pitch composite propeller diameter 1660 mm propeller Pipistrel VARIO twin blade variable pitch composite propeller diameter 1620 mm VARIO propeller A variable pitch propeller significantly increases aircraft s takeoff cruise and glider performance CAUTION Always fly in such a manner that you are able to reach at least one landing out site every moment of the flight This especially applies to unpowered flight as ignition engine and or propeller malfunction may prevent you from restarting the engine and by that resuming normal flight Use of Vario propeller decreasing propeller pitch increasing propeller pitch The screw in the middle of the knob indicates propeller pitch status The screw is deep
92. ng solutions and organic solvents also the window cleaning spray benzene acetone aggressive shampoos etc 2 If you must use an organic solvent acetone on small areas remove certain glue leftovers or simi lar the surface in question MUST be polished thereafter The only section where polishing should be avoided is the edge on the wing where the sealing gasket is applied Handling and maintenance 78 SINUS motorglider www pipistrel si REV 1 79 SINUS motorglider www pipistrel si REV 1 3 When flying in regions with a lot of bugs in the air you should protect the leading edges of the airframe before flight propeller wings tail with Antistatic furniture spray cleaner Pronto transpar ent manufacturer Johnson Wax or anything equivalent Worldwide approximate price is only 3 USD 3 EUR for a 300 ml spray bottle Using such spray do not apply it directly onto the wing but into a soft cloth instead old T shirts are best 4 After having finished with flight activity for the day clean the leading edges of the airframe as soon as possible with a lot of water and a drying towel chamois artificial leather skin This will be very easy to do if you applied a coat of Pronto before flight Detailed handling Airframe cleaning instructions Every day care after flight Bugs which represent the most of the dirt to be found on the airframe are to be removed with clean water and a soft mop can be also drying
93. nt objects or third party individuals Warranty voids in case that the customer has not ratified the General Terms of ownership with his her signature in case the aircraft or the equipment is not used according to the Pipistrel d o o s instructions or aircraft s manual and eventual supplemental sheets in case when the original additional and or spare parts are replaced with non original parts in case additional equipment is built in without Pipistrel d o o s prior knowledge in case the purchased goods were changed or modified in any way in case when the defect is caused by user s deficient maintenance inappropriate care and or cleaning user s negligent handling user s inexperience due to use of product and or its individual parts or components in inadequate conditions due to prolonged use of the product or goods due to product and or parts over stressing even for a short duration due to the fact a repair was not carried out neither by Pipistrel d o o nor by its authorised personnel in case parts that become worn out by every day use e g the covers pneumatics electric instruments electric installation bonds and bindings cables brake plates capacitors cooling devices various pipes spark plugs exhaust systems the owner must ensure regular engine check outs and maintenance Some maintenance works that are demanded by the engine manufacturer must be carried out at Rotax s auth
94. o not reach 5800 RPM on ground Engines are factory set to reach maximum ground RPM of 5300 5500 at sea level at 20 C with propeller at minimum pitch setting Maximum ground RPM may vary depending on the season and service elevation CAUTION Should engine s RPM be lower than max recom RPM on ground or in excess of maximum allowable RPM on ground during this manoeuvre check engine and wiring for correct installation Normal procedures 34 SINUS motorglider www pipistrel si REV 1 35 SINUS motorglider www pipistrel si REV 1 Taxi Taxing technique does not differ from other taildragging aircrafts Prior to taxiing it is essential to check wheel brakes for proper braking action Release parking brake before rolling In case you expect taxiing to last take engine warm up time into account and begin taxiing imme diately after engine start up Warm up the engine during taxiing not to cause engine overheating because of prolonged ground operation Holding point Make sure the temperatures at full power range within operational limits Make sure the safety harnesses are fastened and doors closed and secured at all three closing points Set flaps to 2nd position flap handle full up Power idle CAUTION Should the engine start to overheat because of long taxi and holding shut down the engine and wait for the engine temperatures drop to reasonable values If possible point the aircraft s nose towards the wind This will
95. opeller pitch knob s metal base backwards fully and then rotate it 20 clockwise A propeller pitch of approximately 70 is reached by doing so To feather the propeller fully 90 rotate the knob clockwise a couple of times until it stops Propeller unfeathering To unfeather the propeller first reduce airspeed to 90 km h 50 kts and screw the propeller pitch knob to the left fully Then pull the propeller pitch knob s metal base slightly rotate it counter clock wise for 20 and gently push it all the way to the instrument panel WARNING Do not under any circumstances attempt to restart the engine while the propel ler is feathered This would most definitely result in engine propeller and or aircraft s structural damage 20 2 secure feathered position 1 propeller feathering Aircraft and systems on board 62 SINUS motorglider www pipistrel si REV 1 63 SINUS motorglider www pipistrel si REV 1 Fuel system description vented wing fuel tanks with refuling aperture on top of the wings fuel selector valves separated one for each fuel tank gascolator filter equipped with drain valve fuel capacity 30 30 liters std 50 50 litres optional unusable fuel per reservoir 2 liters std 5 litres optional fuel filter metal inside the gascolator All fuel hoses are protected with certified glass teflon cover Sinus ultralight motorglider models 503 and 582 s fuel system ar
96. orised service centres In case the written above is not fulfilled warranty voids Pipistrel d o o Ajdov ina podjetje za alternativno letalstvo Gori ka cesta 50a SI 5270 Ajdov ina Slovenija tel 386 0 5 3663 873 fax 386 0 5 3661 263 e mail info pipistrel si www pipistrel si www pipistrel eu
97. ormal procedures 28 SINUS motorglider www pipistrel si REV 1 29 SINUS motorglider www pipistrel si REV 1 Set the trim handle to full forward position and remove the safety sticker covering the hole on top of the horizontal stabilizer and the tape covering the gab between horizontal and vertical tail surfaces Now use the enclosed T key to push the safety pin screw down while spinning it counter clockwise until it is completely loose To detach the horizontal tail unit push it forward using firm palm strokes until the unit pops out When detached always place the horizontal tail unit onto a soft surface to prevent damage Normal procedures Fitting the horizontal tail surfaces Horizontal stabilizer and elevator MUST be united during the following procedure To fit the horizon tal tail surfaces first set the trim handle inside the cockpit to full forward position Make sure the pins their holes and bushings have been cleaned and greased Lift the joint stabilizer and elevator and slide them into position by pushing them backwards while the elevator is deflected DOWN fully Now use the enclosed T key to push the security screw down while spinning it clockwise until the screw is completely tightened Pull the T key out and make sure the safety pin holds the head of the screw so that eventual unscrewing will not occur At the end tape the gap between horizontal and vertical tail surfaces and cover the hole on top of t
98. ounted on struts and a free spinning or rudder guided tail wheel Sinus features flaperons interconnected flaps and ailerons presented in the same deflecting surface Flaps offer 4 settings neutral 1st 2nd and the negative position of which none have any impact on aileron deflections whatsoever What is more individual main flight control levers make Sinus ideal for initial as well as for advanced flight training All aileron elevator and flap controls are connected to the cabin controls using self fitting push pull tubes Rudder deflects via cables The elevator trim is mechanical spring type All aircrafts ship with H type safety harness attached to the fuselage at three mounting points Rudder and belonging brake pedals can be adjusted to suit your size and needs Fuel tanks are located inside the wings Fuel selector is in the form of two separate valves located on the left and right upper wall of the cabin Fuel hose connectors are self securing this prevents fuel spills when disassembling the aircraft The gascolator is located beneath the lower engine cover Refuelling can be done by pouring fuel through the reservoir openings on top of the wings or by using an electrical fuel pump instead Also featured are low fuel signal lights on the instrument panel All glass surfaces are made of 2 mm anti UV GE Lexan which was specially developed not to shatter or split on impact Main wheel brakes are drum or disc wire driven
99. our descent quite some time before destination A com fortable rate of descent is some 2 5 m s 500 fpm So it takes you some 2 minutes for a 300 meter 1000 feet drop At 200 km h 105 kts this means 6 7 km 3 6 NM for each 300 meter 1000 feet drop Entering the traffic pattern the aircraft must be slowed down In order to do this hold your alti tude and reduce throttle to idle When going below 150 km h 80 kts set flaps to neutral position Set proper engine RPM to maintain speed of some 130 km h 70 kts Trim the aircraft for comfortable stick forces Just before turning to base leg reduce power to idle and set flaps to 1st stage Once out of the turn reduce speed towards 90 km h 50 kts Power remains idle from the point of turning base all the way to touch down If you plan your approach this way you will always be on the safe side even if your engine fails you will still be able to safely reach the runway Turn to final at 90 km h 50 kts When in runway heading set flaps to 2nd stage Operate the air brakes to obtain the desired descent path How to determine how much airbrakes you need for a certain angle of attack Open them half way and observe the runway If the runway treshold is moving up you are dropping too fast retract the airbrakes a little If the runway treshold is disappearing below your aircraft you are dropping too slowly extend airbrakes further When working on airbrakes it is important to keep the
100. out and graphics are owned by PIPISTREL d o o therefore this document and any of its contents may not be copied or distributed in any manner electronic web or printed without the prior consent of PIPISTREL d o o Notes and remarks Safety definitions used in the manual WARNING Disregarding the following instructions leads to severe deterioration of flight safety and hazardous situations including such resulting in injury and loss of life CAUTION Disregarding the following instructions leads to serious deterioration of flight safety Markings All changes to the manual are marked in red all additions in blue Normal procedures Page 29 Preflight check up Spinner Nose wheel Spinner no mechanical damage e g cracks impact spots screws tightened Bolts and nuts secured Nose wheel grab aircraft s propeller and push it towards the ground to verify proper nose wheel suspension operation Then lift the nose wheel off the ground and check for wheel s strut free play Bolts fastened Tire no cracks adequate pressure Wheel fairing undamaged firmly attached clean e g no mud or grass on the inside 3 104 Supplemental Sheet for Sinus motorglider nose wheel edition wwwpipistrel si REV 0 105 Supplemental Sheet for Sinus motorglider nose wheel edition Supplemental Sheet for Sinus motorglider nose wheel edition www pipistrel si REV 0 Page 33 35 Normal procedures and recommended speeds Taxi Tax
101. ow indicates how takeoff runway length changes as altitude increases 50 160 150 500 200 650 100 330 250 820 takeoff runway length elevation m Rotax 503 Rotax 582 Rotax 912 elevation ft 650 1300 2000 2600 3200 4000 4600 m ft 0 200 400 600 800 1000 1200 1400 Effect of the wind Wind head cross or downwind also called tailwind affects aircraft s ground speed GS Headwind on takeoff and landing causes the Takeoff and Landing runway length to shorten as the GS is smaller during these two flight stages The opposite stands for tailwind on takeoff and landing as tailwind prolongs Takeoff and Landing runway length significantly The data on the next page was obtained through testing and therefore serve as informative values only Performance 42 SINUS motorglider www pipistrel si REV 1 43 SINUS motorglider www pipistrel si REV 1 Headwind shortens Takeoff and Landing runway length by 8 meters 25 feet with every 5 km h 3 kts of wind increase e g provided there is a 10 km h 6 kts headwind on takeoff and landing dis tances will be approximately 16 meters 50 feet shorter then ones published in the manual Tailwind prolongs Takeoff and Landing runway length by 18 20 meters 60 65 feet with every 5 km h 3kts wind increase e g provided there is a 10 km h 6kts tailwind on takeoff and landing dis tances will be approximately 36 40 meters 120 130 feet longer then ones
102. parison to aileron deflections when it comes to making a turn Cruising fast it is extremely important to fly coordinated ball in the middle as this increases efficiency and de creases side pressure onto vertical tail surfaces Also pay attention to turbulence If you hit wake turbulence reduce power immediately and increase angle of attack to reduce speed If necessary set flaps to neutral position below 130 km h 70 kts If flying a traffic pattern keep flaps in neutral position and set engine power so that airspeed does not exceed 150 km h 80 kts 90 SINUS motorglider www pipistrel si REV 1 91 SINUS motorglider www pipistrel si REV 1 Appendix Descent Descending with Sinus ultralight motorglider is the stage of flight where perhaps most care must be taken As the aircraft is essencially a glider it is very slippery and builds up speed very fast Start the descent by reducing throttle and setting propeller pitch back to flat screw propeller pitch knob fully to the left Do not under any circumstances increase speed or use airbrakes to descend at high speeds If you have cruised at 200 km h 105 kts this is your top descent speed During initial descent I would recommend you trim for a 30 km h 15 kts lower speed than the one you decided to descent at Do this for safety In case you hit turbulence simply release forward pressure on the stick and the aircraft will slow down Also keep in mind you need to begin y
103. poilers retracted Again taxi slow for reasons mentioned under Taxi Come to a standstill shut down the engine insert the parachute rescue system activation handle s safety pin unlock and leave the spoilers airbrakes handle hanging down freely this reduces stress to airbrake plate s springs and maintains their stiffness Now that you have become familiar with the flying under engine power it is time to go soaring Please see next page to read about it 92 SINUS motorglider www pipistrel si REV 1 93 SINUS motorglider www pipistrel si REV 1 Appendix Soaring Soaring is a learned skill Your soaring performance is vastly dependant on your weather knowl edge flying skills and judgement Good judgement comes from experience Unfortunately the experience usually comes from bad judge ment So be careful and do not expect to become a competition class glider pilot over night Once you have shut down the engine and feathered the propeller as described in this manual you are a glider pilot and you must start thinking as a glider pilot The most important thing is to try very hard to fly as perfectly as possible This means perfect stick and rudder coordination and holding the same angle of attack in straight flight as well as in turns Only so will you be able to notice what nature and its forced to do your air plane When ridge soaring and flying between thermals I would recommend to have flaps in neutr
104. ponsi bility All text design layout and graphics are owned by PIPISTREL d o o Therefore this manual and any of its contents may not be copied or distributed in any manner elec tronic web or printed without the prior con sent of PIPISTREL d o o Certification basis PIPISTREL d o o possesses the manufacturing licence issued by URSZP ULN no P 03 of Sinus ultralight motorglider Sinus ultralight motorglider is certified at URSZP according to the standards of the Republic of Slovenia and the Type Certificate no __AT ULN 01__ dated 09 07 1999 as an Ultralight aircraft see attachments for copies of certificates Notes and remarks Safety definitions used in the manual WARNING Disregarding the following instructions leads to severe deterioration of flight safety and hazardous situations including such resulting in injury and loss of life CAUTION Disregarding the following instructions leads to serious deterioration of flight safety Technical data PROPORTIONS Model 503 Model 582 Model 912 wing span 14 97 m 14 97 m 14 97 m length 6 6 m 6 6 m 6 6 m height 1 70 m 1 70 m 1 70 m wing surface 12 26 m2 12 26 m2 12 26 m2 vertical fin surface 1 1 m2 1 1 m2 1 1 m2 horizontal stabilizer and elevator surface 1 63 m2 1 63 m2 1 63 m2 aspect ratio 18 3 18 3 18 3 positive flap deflection down 9 18 9 18 9 18 negative flap deflection up 5 5 5
105. position no separations Controls cap antenna firmly attached Fuselage continued Surface condition pristine no cracks impact spots or bumps no paint separations Horizontal tail surfaces Surface condition pristine no cracks impact spots or bumps no paint and or edge separations Hinges no free play in any direction Central securing screw on top or the horizontal stabilizer fastened and secured Self adhesive tape covering the gap between horizontal and vertical tail surfaces in position Elevator smooth and unobstructed up down movement no side to side free play Vertical tail surfaces Vertical fin bottom part no cracks impact spots or paint separations along main chord Surface condition pristine no cracks impact spots or bumps no paint separations Hinges no free play in any direction Rudder metal rope endings intact bolts in position Tail wheel Neutral positioning ball bolt tightened Wheel fairing undamaged firmly attached clean e g no mud or grass on the inside Tire no cracks adequate pressure Wheel fork and fork base nut tightened no abnormalities bearing and positioning ball in position Should the aircraft be equipped with a stearable tail wheel check the spring and release mecha nism condition Lift the tail high enough so that the tail wheel is not touching the ground and make sure the wheel side to side deflections are smooth and unobstructed CAUTION Preflight check up should be performed
106. provide radiators with airflow to cool down the engine faster Take off and initial climb Before lining up verify the following Spoilers retracted and secured Fuel valves fully open Fuel quantity sufficient Safety harnesses fastened Cabin doors closed securely Trim handle in neutral position or slightly forward Flap handle 2nd position flap handle full up Propeller pitch minimum flat setting propeller pitch knob screwed to the left fully Runway clear Now release brakes line up and add full power Verify engine for sufficient RPM at full throttle 5300 5500 RPM CAUTION Keep adding power gradually WARNING Should engine RPM not reach 5300 5500 RPM when at full throttle ABORT TAKE OFF IMMEDIATELY come to a standstill and verify that the propeller is at minimum pitch setting Start the takeoff roll pushing elevator one third forward and lift the tail wheel of the ground as you accelerate Reaching VR between 60 70 km h 32 38 kts gently pull on the stick to get the aircraft airborne CAUTION Crosswind max 28 km h 15 kts takeoff should be performed with ailerons deflected opposite the direction of the wind Special attention should be paid to maintaining runway heading Normal procedures 36 SINUS motorglider www pipistrel si REV 1 37 SINUS motorglider www pipistrel si REV 1 Normal procedures Initial climb When airborne engage brakes momentarily to prevent in flight wheel spinnin
107. rce is produced by stretching of all the sys tem The force follows after the inflation of the canopy from opening impact and it will seem to you that the aircraft is pulled backwards briefly The airspeed is reduced instantly and the aircraft now starts do descent to the ground underneath the canopy 82 SINUS motorglider www pipistrel si REV 1 83 SINUS motorglider www pipistrel si REV 1 As a pilot you should know that the phase following parachute deployment may be a great un known and a great adventure for the crew You will be getting into situation for the first time where a proper landing and the determination of the landing site are out of your control CAUTION Should you end up in power lines carrying electrical current DO NOT under any circumstances touch any metal parts inside or outside the cockpit This also applies to anyone attempting to help or rescue you Be aware that anyone touching a metal part while standing on the ground will probably suffer mayor injury or die of electrocution Therefore you are strongly encouraged to confine your movements until qualified personal arrives at the site to assist you After the parachute rescue system has been used or if you suspect any possible damage to the sys tem do not hesitate and immediately contact the manufacturer Handling and maintenance Prior to every flight all visible parts of the system must be checked for proper condition Special at tention should be pai
108. rcraft make sure the activation handle safety pin is inserted every time you leave the aircraft Apply the tubes onto fuel line vents so that fuel would not spill onto the wing in event of full fuel tanks temperature expansion of fuel and or parking on a slope Also disconnect the battery from the circuit to prevent battery self discharge pull battery discon nection ring on the instrument panel s switch column during storage period CAUTION Should the aircraft be stored and or operated in areas with high atmospheric hu midity pay special attention to eventual corrosion of metal parts especially inside the wings Under such circumstances it is necessery to replace the spoilers airbrakes connector rod every 2 years Cleaning Use pure water and a soft piece of cloth to clean the aircraft s exterior If you are unable to remove certain spots consider using mild detergents Afterwards rinse the entire surface thoroughly Lexan glass surfaces are protected by an anti scratch layer on the outside and an anti fog coating on the inside of the cabin Always use pure water only to clean the glass surfaces not to damage thiese protection layers and coatings To protect the aircraft s surface excluding glass surfaces from the environmental contaminants use best affordable car wax The interior is to be cleaned with a vacuum cleaner Keeping your aircraft in perfect shape Precautions 1 Eliminate the use of ALL aggressive cleani
109. rism an Airbus pilot stomped the rudder in wake turbulence while the plane was in a considerable sideslip The combined loads of the sideslip and the deflected rudder took the vertical stabilizator to it s critical load A very simple numerical analysis based on the black box con firmed this The airplane lost it s vertical stabilizator in flight and you know the rest Also if you are at your maximum allowable g limit e g 3 8 and you deflect the ailerons even slightly you are actually asking for more lift from one wing than the allowable limit Therefore combined elevator and aileron deflections can break the plane even if the elevator is positive only SO WHEN YOU THINK THAT YOU CAN DO AS YOU PLEASE WITH THE CONTROLS BELOW MANEUVERING SPEED YOU ARE WRONG Please reconsider this myth and also look at the Vg diagram and the aircraft s limitations to prove it to yourself 88 SINUS motorglider www pipistrel si REV 1 89 SINUS motorglider www pipistrel si REV 1 Appendix Aircraft familiarisation This chapter has been written to assist owners pilots of Sinus ultralight motorglider on their quest to learn how to safely and efficiently fly this aircraft It will cover most operations the aircraft can offer in an order established in Pilot and maintenance manual s chapter Normal procedures and recommended speeds Please consider what follows as an add on to that chapter I am quite convinced that even experienced Sinus ultr
110. rocedures Emergency procedures 22 SINUS motorglider www pipistrel si REV 1 23 SINUS motorglider www pipistrel si REV 1 Emergency procedures Introduction This chapter provides information on how to react when confronted with typical flight hazards Stall recovery First reduce angle of attack by easing off on the control stick then 1 Add full power throttle lever in full forward position 2 Resume horizontal flight Spin recovery Sinus ultalight motorglider is constructed in such manner that it is difficult to be flown into a spin However once spinning intentionally or unintentionally react as follows 1 Set throttle to idle lever in full back position 2 Apply full rudder deflection in the direction opposite the spin 3 Lower the nose towards the ground to build speed stick forward 4 As the aircraft stops spinning neutralise rudder deflection 5 Slowly pull up and regain horizontal flight Sinus ultralight motorglider tends re establish rightened flight by itself usually after having spinned for a mere 90 WARNING Keep the control stick centred along its lateral axis no aileron deflections throughout the recovery phase Do not attempt to stop the aircraft from spinning using ailerons instead of rudder WARNING After having stopped spinning recovering from the dive must be performed using gentle stick movements pull rather than overstressing the aircraft However VNE must not be exceed
111. rson directs their movement to put the wing s main spar into the opening on the adjacent side of the fuselage As the wing is about 10 cm away from its final position fit the electrical cables fuel hose and pitostatic lines through the opening Now push the wing half into its final position slowly The person closest to the fuselage must make sure the spoiler and flap connectors have fitted into adequate fuselage fittings prop erly At the same time the person holding the wingtip must start with slight circular move ments 1cm each direction in order to assure a tight fit of the wing and its adequate bushings As this is done the person at the wingtip must remain in positon holding the wing whereas the other two move over to the other wing half lift it and bring it closer to the fuselage Again all cables hoses and lines must be fitted through the openings prior the wing half be ing pushed into its final position Do not forget to make sure the spoiler and flap connectors have fitted into adequate fittings properly on this wing half as well Both wing halfs should now be in their final position but still being held at wingtips The person not holding the wings must now open the cabin door and insert both pre greased spar pins First insert the pin on the right hand side of the cockpit because of easier insersion thinner spar infront then the pin on the lefe hand side of the cockpit If necessary the two at the wingtips can
112. s manufactured of com posite materials have so little drag that they actually sound quieter than you would expect Especially if you are used to wearing a headset when flying you must not rely on your ear as the instrument for determining speed REMEMBER When flying high the only reliable tool to determine airspeed is the cockpit instrument the airspeed indicator How to read and understand what the airspeed indicator tells you Let us first familiarise with the terms used below IAS stands for Indicated AirSpeed This is the speed the airspeed indicator reads CAS stands for Calibrated AirSpeed This is IAS corrected by the factor of aircraft s attitude No pitot tube device to measure pressuse used to indicate airspeed is positioned exactly parallel to the air flow therefore the input speed IAS must be corrected to obtain proper airspeed readings With Sinus and Virus IAS to CAS correction factors range from 1 00 to 1 04 TAS stands for TrueAirspeed TAS is often regarded as the speed of air to which the aircraft s air frame is exposed To obtain TAS you must have CAS as the input value and correct it by pressure alti tude temperature and air density variations The maximum structural speed is linked to IAS But light planes manufactured of carbon reinforced plastics with long slick wings are more prone to flutter at high speeds than to structural failure So flutter is the main factor of determining VNE for
113. s and instruments master switch key type magneto switches separated for each magneto other switches fused and equipped with control lights battery 12 V 8 Ah or 5 Ah Measured power comsumpiton of some circuit brakers Landing light 4 5 A Nav Strobe lights 1 steady 2 peak A Cockpit light 0 5 A Radio amp Transponder Please consult item s operating manual Battery disconnection system On Sinus ultralight motorglider the main battery can be disconnected from the circuit There are two handles in the cockpit used to operate the battery disconnection the battery discon nection lever and the battery disconnection ring The battery disconnection lever which is a red flag type lever is found on the firewall above the main battery on the left hand side of the cockpit This lever has an attached wire which leads to the battery disconnection ring on the instrument panel s switch column To disconnect the battery from the circuit simply pull the battery disconnection ring on the instru ment panel s switch column To reconnect the battery back to the circuit use the flag type lever on the firewall Deflect the lever so that its flag end points towards the firewall Having done this correctly you will feel the flag lever jam into position Battery reconnection can be done in flight as well e g following a sucessfully rec tified emergency situation but only from the left hand seat since you cannot reach
114. sing the drying towel simply glide it over the surface then squeeze it and soak it before touch ing the glass again If there are bugs on the windshield soak them with plenty of water first so less wiping is necessary Ultimately dry the whole surface and apply JT Plexus Spray 10 USD 10 EUR per spray or at least Pronto antistatic transparent spray and wipe clean with a separate soft cotton cloth Handling and maintenance 80 SINUS motorglider www pipistrel si REV 1 81 SINUS motorglider www pipistrel si REV 1 Parachute rescue system use handling and maintenance How fast is too fast Myth I can fully deflect the controls below maneuvering speed Aircraft familiarisation Conversion tables Preflight check up pictures Sinus ultralight motorglider checklist Appendix Appendix 82 SINUS motorglider www pipistrel si REV 1 83 SINUS motorglider www pipistrel si REV 1 Appendix Parachute rescue system use handling and maintenance System description The GRS rocket charged parachute rescue system provides you with a chance to rescue yourself and the aircraft regardless of the height velocity and nose attitude The system is placed inside a durable cylinder mounted on the right hand side of the baggage com partment Inside this cylinder is the parachute which stored inside a deployment bag with a rocket engine underneath Its brand new design presents a canopy that is not gradually
115. t all engine and aircraft parameters you should be ready for take off by now Reverify both fuel valves be open and the spoilers airbrakes retracted and locked handle full up Trim lever should be in the middle I would suggest you start the take off roll gradually Keep adding throttle to full power while count ing 21 22 23 24 25 There are two reasons for this First you change flight stage from zero move ment to acceleration slowly this provides you with time to react to eventualities Second especially if taking off from a gravel runway this method of adding full throttle will prevent the little stones on the runway to damage the propeller Extremely short runways are an exception There you should line up the aircraft set flaps to 2nd stage step on the brakes apply full power and release the brakes As you start to move push ste stick 1 3 of elevator s deflection forward How much is that The stick should be where your knees are This will make you lift the aircraft s tail and accelerate even more Most pilots ask exactly how much the tail should be lifted during ground roll There is no exact rule for this but if you align the horizon at the end of the runway with the line where the windshield begins above the instrument panel you should be well off Basically if you lift the tail properly there is nothing else but a gentle pull on the stick to make the aircraft airborne Crosswind take offs depending on wind strength req
116. t be in cockpit when starting the engine The person who will disconnect the cables after the engine has started must be aware of the danger of spinning propeller nearby Battery s amp Relay s location Battery black amp Relay top right Top left nipple c positive wire here Exhaust connect negative wire here 78 SINUS motorglider www pipistrel si REV 1 79 SINUS motorglider www pipistrel si REV 1 Tie down Head the aircraft against the wind and retract flaps fully Block all three wheels Remove the caps covering mounting holes on the bottom part of the wing located 450 cm from the fuselage and carefully screw in the two screw in rings provided Secure tie down ropes to the wing tie down rings at an approximately 45 degree angle to the ground When using rope of a non synthetic material leave sufficient slack to avoid damage to the aircraft should the ropes contract To tie down the tail tie a rope around the fuselage at the rear and secure it to the ground At the end cover the pitot tube with a protection cover Storage The aircraft is ideally stored in a hangar For increased in hangar manouvrability use of original push cart is recommended Even for over night storage it is recommended to leave the spoilers airbrakes handle unlocked hanging down freely in order to reduce pressure on plate springs and maintain their original stiffness If a parachute rescue system is installed in your ai
117. tches check connectors and headset perform radio check Injection oil quantity optional oil injection pump sufficient for the planned flight duration Battery some models firmly in position check water level if not dry version joints clean with wires connected Emergency parachute release handle optional safety pin removed Make sure unobstructed access is provided Normal procedures and recommended speeds To enter the cabin first lift the glass door all the way to the bottom wing surface The silver knob will grab and secure the glass door in position Sit onto the cabin s edge and support your body by placing hands onto this same cabin edge Drag yourself into the seat lifting first the inner and then the outer leg over the control stick Immediately after having sat into the seat check rudder pedals position to suit your size and needs Bring the pedals closer or further away by removing the pin in between the pedals and slide them to desired position Do not forget to re insert the pin in order to secure pedals in position To lower the door DO NOT attempt to grab and pull door s handle but gently pull the silver knob instead To close the door securely rotate the handle so that it locks click here to see picture and verify that all three closing points are secured Fasten the safety harnesses according to your size If the aircraft is equipped with in flight adjustable rudder pedals adjust the pedals as follows Sit insid
118. te Description Affected pages Approval signature Original Rev 0 15 April 2006 First original release Tomazic REV 1 Introduction of new service intervals REV 1 250 hrs checks replaced with 200 hrs checks to match engine mainte nance Various minor changes to service schedule 70 71 72 73 Tomazic REV 2 Introduction of fixed fuel connec tors approved fuels parking brake Rev 2 28 September 2010 Fixed fuel connectors now available change of approved fuel intro duction of parking brake with Beringer high per formance brakes 16 26 34 35 38 63 68 Tomazic 4 SINUS motorglider www pipistrel si REV 1 5 SINUS motorglider www pipistrel si REV 1 List of valid pages This manual contains 110 original and revised pages listed below Pages State Revision Approval Cover REV 2 Page numbering REV 2 Authority approval sheet 3 REV 2 Index of revisions 4 REV 2 List of valid pages 5 REV 2 Table of contents 7 REV 2 General 9 12 REV 2 Limitations 13 20 REV 2 Emergency procedures 21 24 REV 2 Normal procedures 25 38 REV 2 Performance 39 48 REV 2 Weight and balance 49 54 REV 2 Aircraft and systems on board 55 68 REV 2 Handling and maintenance 69 80 REV 2 Appendix 80 102 REV 2 Supplemental sheet for Sinus NW 102 110 REV 2 CAUTION This manual is vali
119. ter over the airframe be careful not to direct it over the fuel reservoir caps wing fuselage joining section parachute rescue system straps and cover pitot tube tail static probe and engine covers Always water the shampooed surfaces again before they become dry Thereafter wipe the whole of the aircraft dry using a drying towel chamois or artificial leather skin Also clean the Mylar wing and tail control surfaces gaskets Lift the gaskets gently and insert ONE layer of cloth underneath then move along the whole span of the gasket Ultimately you may wish to apply Teflon grease in spray over the area where the gaskets touch the control surfaces Handling and maintenance 80 SINUS motorglider www pipistrel si REV 1 81 SINUS motorglider www pipistrel si REV 1 Polishing by hand Use only the highest quality polishing pastes WITHOUT abrasive grain such as Sonax Extreme or similar Start polishing on a clean dry and cool surface never in the sunshine Machine polishing requires more skills and has its own particularities therefore it is recommended to leave it to a professional Cleaning the Lexan transparent surfaces It is most important to use really clean water no cleaning solutions are necessary and a really clean drying towel always use a separate towel ONLY for the glass surfaces Should the glass surfaces be dusty remove the dust first by puring water not spraying and gliding your hand over the surface U
120. the flag lever from the right hand side of the cockpit Aircraft and systems on board 64 SINUS motorglider www pipistrel si REV 1 65 SINUS motorglider www pipistrel si REV 1 Aircraft and systems on board Schematic of electrical system all models 66 SINUS motorglider www pipistrel si REV 1 67 SINUS motorglider www pipistrel si REV 1 Engine cooling system Rotax 503 cooling system The Rotax 503 engine Sinus ultralight motorglider Model 503 is aircooled by use of own fan Cold air enters through the opening on the top engine cover and is forced to spread over the engine fins The air then blown out of the engine compartment just below the firewall Rotax 582 cooling system The Rotax 582 engine Sinus ultralight motorglider Model 582 is watercooled The cooling fluid circulates through the hoses via twin cooling circuit For that an integrated pump is used When the engine is still cold cold start the thermostat allows for the fluid to circulate around the cylinders only Later when the engine warms up the thermostat switches cooling mode and the cooling fluid passes through the radiator as well The whole system is pressurised with a pressure valve located on top of the radiator The overflow tank fluid level must always be inside designated limits The manufacturer recommends use of cooling fluids used in car industry diluted in such a manner that it withstands temperatures as low as 20 C Sch
121. ts strategies I hope this chapter is helpful to all beginner pilots flying Sinus ultralight motorglider I wish you many safe flying hours and happy landings Always keep in mind that every take off is optional but every landing mandatory 92 SINUS motorglider www pipistrel si REV 1 93 SINUS motorglider www pipistrel si REV 1 Appendix This page is intentionally left blank 94 SINUS motorglider www pipistrel si REV 1 95 SINUS motorglider www pipistrel si REV 1 Conversion tables kilometers per hour km h knots kts metres per sec m s km h kts m s km h kts m s km h kts m s 1 853 1 0 37 63 00 34 18 34 124 16 67 36 15 3 706 2 1 07 64 86 35 18 88 126 01 68 36 69 5 560 3 1 61 66 71 36 19 42 127 87 69 37 23 7 413 4 2 15 68 56 37 19 96 129 72 70 37 77 9 266 5 2 69 70 42 38 20 50 131 57 71 38 31 11 11 6 3 23 72 27 39 21 04 133 43 72 38 86 12 97 7 3 77 74 12 40 21 58 135 28 73 39 39 14 82 8 4 31 75 98 41 22 12 137 13 74 39 93 16 67 9 4 85 77 83 42 22 66 198 99 75 40 47 18 53 10 5 39 79 68 43 23 20 140 84 76 41 01 20 38 11 5 93 81 54 44 23 74 142 69 77 41 54 22 23 12 6 47 83 39 45 24 28 144 55 78 42 08 24 09 13 7 01 85 24 46 24 82 146 40 79 42 62 25 94 14 7 55 87 10 47 25 36 148 25 80 43 16 27 79 15 8 09 88 95 48 25 90 150 10 51 43 70 29 65 16 8 63
122. tual air pockets from inside the fuel system To do that drain some fuel with both fuel valves fully open Also leave the engine running at idle pow er for a couple of minutes prior to taking off 76 SINUS motorglider www pipistrel si REV 1 77 SINUS motorglider www pipistrel si REV 1 Handling and maintenance CAUTION Use authorised plastic canisters to transport and store fuel only Metal canisters cause for water to condensate on the inside which may later result in engine failure Should you be experiencing slow refuelling with the provided electrical fuel pump you should re place the filter below the pump casing You can use any fuel filter for this application Connecting Auxilliary power supplies Should you be unable to start the engine due to a weak battery auxilliary power supplies can be connected to help starting the engine To connect an auxilliary power supply use battery connector cables with clamps at either ends Connect the negative wire to aircraft s exhaust sticking out below the engine cowlings The positive wire leads inside the cockpit to the relay mounted top right of the aircraft s battery on the firewall This relay has 3 nipples the positive wire must be connected to the upper left nip ple the only one to which 2 cables are connected to After you have connected the wires correctly start the engine normally by pressing the starter but ton in the cockpit WARNING The pilot mus
123. two stroke engines and are adequately lubricated by oil fuel mixture Proper lubrication is ensured by adding 2 of syntetic of semi syntetic oil into the fuel canister However both Rotax 503 and 582 may optionally be equipped with an oil injection pump Should your aircraft be equipped with such a pump refuel the aircraft with pure gasoline and add oil into a separate con tainer see chapter Limitations for recommended oils Rotax 912 is a four stroke engine equipped with a dry carter and lubricated centrally with use of own oil pump All the oil needed is located inside an outer canister When the engine is running the oil cools itself passing through a radiator located on the left hand side of the bottom engine cover Oil quantity can be checked visually with a oil level bar Make sure the oil quantity is sufficient limits at all times CAUTION Oil temperature pressure and quality is strictly defined an must not under any cir cumstances vary from its safe values Schematic of engine lubrication system model 912 Wheel brake system Wheel brake system features seperate braking action for each of the main landing gear Wheel brakes are drum or disc wire driven old type or hydraulic type new type Wheel brake levers are operated by pressing the levers mouted on top of the rudder pedals Hydraulic brake fluid used for hydraulic type brakes is DOT 3 or DOT 4 To learn how to vent hydraulic brakes lining please see page 7
124. uire a little bit of aileron deflection into the wind Remember wings must stay level thoughout ground roll rotation and initial climb Having lifted off the ground gently push the stick forward just a bit to accelerate At some 75 80 km h 40 43 kts set flaps to 1st stage at 90 km h 50 kts set them to neutral Climb A comfortable setting for climb is flaps in neutral position speed of 115 km h 62 kts at some 5000 RPM 912 version and full power for 2 stroke engines In summer time or when outside tempera ture exceeds 30 C you should consider climbing at some 130 km h 70 kts to provide more airflow to the engine radiators Trim the aircraft for comfortable stick forces Cruise Passing through 140 km h 75 kts set flaps to negative positon handle full down A confort able cruise setting is 25 InHg manifold pressure with 4500 engine RPM Take advantage of the Vario propeller to meat these settings For those who do not have a manifold pressure gauge installed set engine to 5000 RPM at flat pitch and then screw the propeller pitch knob to the right to meet 4500 RPM Of course cruising can be conducted at various power propeller and flap settings As the Sinus ultralight motorglider is sensitive to flap setting ALWAYS use negative stage of flaps beyond 150 km h 80 kts and neutral below 130 km h 70 kts Cruising fast do not kick in rudder for turns Above 160 km h 85kts the rudder becomes almost insignificant in com
125. us and most other carbon reinforced plastic aircraft producers Flutter speed is linked to TAS as it is directly caused by small differences in speed of air circulating the airframe Hence air density is not a factor For all who still doubt this here are two quotes from distinguished sources on flutter being related to TAS Suffice to say that flutter relates to true airspeed TAS rather than equivalent air speed EAS so aircraft that are operated at or beyond their VNE at altitude where TAS increases for a given EAS are more susceptible to flutter New Zealand CAA Vector Magazine full passage at page 5 of http www caa govt nz fulltext vector vec01 4 pdf The critical flutter speed depends on TAS air density and critical mach number The air density factor is almost canceled out by the TAS factor and most of us won t fly fast enough for mach number to be a factor So TAS is what a pilot must be aware of Bob Cook Flight Safety International The airspeed indicator shows you the IAS but this is sadly NOT the speed of air to which the aircraft s airframe is exposed IAS and TAS are almost the same at sea level but can greatly differ as the altitude increases So flying at high altitudes where the air is thinner results in misinterpreting airspeed which is being in dicated The indicated airspeed value may actually be pretty much lower than speed of air to which the aircraft is exposed the TAS So is VNE re

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