Airplane Factory SLING LSA

Pilot Operating Handbook

Airplane model : Airplane Factory Sling LSA

Manufacturer : The Airplane Factory (Pty) Ltd

Airplane Serial Number : ……………………………….

Date of Construction : ………………………………..

Registration : …………………………………

Airworthiness Category : Light Sport Aircraft (LSA)

Issue Date of POH : 2018/09/21

PLEASE ADVISE THE AIRPLANE FACTORY ON CHANGE

OF OWNERSHIP OF THE AIRCRAFT

This airplane must be operated in

compliance with information and
limitations contained herein. This
pilot operating handbook must be
available on board of the airplane at
all times.

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NOTICE

THIS MANUAL IS WRITTEN FOR THE STANDARD 912 ULS POWERED SLING LSA,
AS MANUFACTURED ON PREMISES BY THE AIRPLANE FACTORY (PTY) LTD.
DIFFERENCES APPLICABLE TO THE STANDARD 912 iS POWERED SLING LSA
AIRCRAFT, AS MANUFACTURED ON PREMISES BY THE AIRPLANE FACTORY (PTY)
LTD, ARE INCLUDED IN A SUPPLEMENT IN SECTION 9 OF THIS HANDBOOK.

AIRCRAFT WHICH DIFFER FROM THE PRODUCTION STANDARD, IN WHATEVER

WAY, ARE NOT ADDRESSED IN THIS MANUAL, EXCEPT TO THE EXTENT SAID
AIRCRAFT CORRESPOND WITH THE PRODUCTION STANDARD.

NOTICE

THIS EDITION OF THIS MANUAL IS APPLICABLE TO AIRCRAFT REGISTERED IN THE

REPUBLIC OF SOUTH AFRICA. DEFINITIONS ARE ACCORDINGLY CONSISTENT
WITH RSA REGULATIONS ONLY.

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RECORD OF REVISIONS

Any revisions to this Pilots Operating Handbook must be recorded in the following
table, and, where applicable, be endorsed by the responsible airworthiness
authority

Revision numbers and dates appear at the foot of each page.

Rev. Affected Affected Date of Approved Date of Date Sign.

No. Section Pages Issue by approval inserted

1.1 All All 2011/04/20

1.2 All All 2012/03/12

1.3 All All 2012/05/10

2.0 All All 2012/06/04

2.1 2 7 2012/09/01

2.2 All All 2012/11/01

2.3 All All 2014/11/10

2.4 2 2-10/2-11 2015/03/30

2.5 1, 2, 4, 6, All 2018/09/21

7

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LIST OF EFFECTIVE PAGES

Page Page Status Latest Revision Page Page Status Latest revision
i Revised 2.5 1-13 Revised 2.3
ii Revised 2.5 1-14 Revised 2.3
iii Revised 2.5 1-15 Revised 2.3
iv Revised 2.5 1-16 Revised 2.3
v Revised 2.5 1-17 Revised 2.3
vi Revised 2.5 1-18 Revised 2.5
vii Revised 2.5 2-1/2-2 Revised 2.3
viii Revised 2.5 2-3 Revised 2.3
ix Revised 2.5 2-4 Revised 2.3
1-1/1-2 Revised 2.3 2-5 Revised 2.3
1-3 Revised 2.3 2-6 Revised 2.3
1-4 Revised 2.3 2-7 Revised 2.3
1-5 Revised 2.3 2-8 Revised 2.3
1-6 Revised 2.3 2-9 Revised 2.3
1-7 Revised 2.3 2-10 Revised 2.5
1-8 Revised 2.3 2-11 Revised 2.5
1-9 Revised 2.3 2-12 Revised 2.3
1-10 Revised 2.3 2-13 Revised 2.3
1-11 Revised 2.3 2-14 Revised 2.3
1-12 Revised 2.5 2-15 Revised 2.5

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Page Page Status Latest Revision Page Page Status Latest Revision
2-16 Revised 2.3 4-3 Revised 2.3
2-17 Revised 2.3 4-4 Revised 2.3
3-1/3-2 Revised 2.3 4-5 Revised 2.5
3-3 Revised 2.3 4-6 Revised 2.5
3-4 Revised 2.3 4-7 Revised 2.5
3-5 Revised 2.3 4-8 Revised 2.5
3-6 Revised 2.3 4-9 Revised 2.5
3-7 Revised 2.3 4-10 Revised 2.3
3-8 Revised 2.3 4-11 Revised 2.3
3-9 Revised 2.3 4-12 Revised 2.3
3-10 Revised 2.3 4-13 Revised 2.3
3-11 Revised 2.3 4-14 Revised 2.3
3-12 Revised 2.3 4-15 Revised 2.3
3-13 Revised 2.3 4-16 Revised 2.3
3-14 Revised 2.3 4-17 Revised 2.3
3-15 Revised 2.3 4-18 Revised 2.3
3-16 Revised 2.3 4-19 Revised 2.3
3-17 Revised 2.3 4-20 Revised 2.3
3-18 Revised 2.3 5-1/5-2 Revised 2.3
3-19 Revised 2.3 5-3 Revised 2.3
4-1/4-2 Revised 2.3 5-4 Revised 2.3

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Page Page Status Latest Revision Page Page Status Latest Revision
5-5 Revised 2.3 7-12 Revised 2.3
5-6 Revised 2.3 7-13 Revised 2.5
5-7 Revised 2.3 7-14 Revised 2.5
6-1/6-2 Revised 2.3 7-15 Revised 2.5
6-3 Revised 2.5 7-16 Revised 2.3
6-4 Revised 2.5 7-17 Revised 2.3
6-5 Revised 2.3 7-18 Revised 2.3
6-6 Revised 2.3 7-19 Revised 2.3
6-7 Revised 2.5 7-20 Revised 2.3
6-8 Revised 2.3 7-21 Revised 2.3
6-9 Revised 2.3 7-22 Revised 2.3
7-1/7-2 Revised 2.3 7-23 Revised 2.5
7-3 Revised 2.3 7-24 Revised 2.5
7-4 Revised 2.3 7-25 Revised 2.3
7-5 Revised 2.3 7-26 Revised 2.5
7-6 Revised 2.5 7-27 Revised 2.5
7-7 Revised 2.3 7-28 Revised 2.5
7-8 Revised 2.3 7-29 Revised 2.5
7-9 Revised 2.3 7-30 Revised 2.5
7-10 Revised 2.3 7-31 Revised 2.3
7-11 Revised 2.3 7-32 Revised 2.5

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7-33 Revised 2.3 9-13 Revised 2.5

7-34 Revised 2.3 9-14 Revised 2.5
7-35 Revised 2.3 9-15 Revised 2.5
8-1/8-2 Revised 2.3 9-16 Revised 2.5
8-3 Revised 2.5 9-17 Revised 2.3
8-4 Revised 2.3 9-18 Revised 2.3
8-5 Revised 2.3 9-19 Revised 2.3
8-6 Revised 2.3 9-20 Revised 2.3
8-7 Revised 2.3 9-21 Revised 2.3
8-8 Revised 2.3 9-22 Revised 2.3
8-9 Revised 2.3
9-1/9-2 Revised 2.3
9-3 Revised 2.3
9-4 Revised 2.3
9-5 Revised 2.3
9-6 Revised 2.3
9-7 Revised 2.3
9-8 Revised 2.3
9-9 Revised 2.5
9-10 Revised 2.3
9-11 Revised 2.3
9-12 Revised 2.3

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TABLE OF CONTENTS

1. GENERAL INFORMATION .......................................................................... 1-1

2. LIMITATIONS............................................................................................. 2-1
3. EMERGENCY PROCEDURES ....................................................................... 3-1
4. NORMAL PROCEDURES ............................................................................. 4-1
5. PERFORMANCE ......................................................................................... 5-1
6. WEIGHT AND BALANCE............................................................................. 6-1
7. SYSTEMS ................................................................................................... 7-1
8. AIRPLANE GROUND HANDLING AND SERVICING ...................................... 8-1
9. SUPPLEMENTARY INFORMATION ............................................................. 9-1

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1. GENERAL INFORMATION

1.1 Introduction to airplane............................................................................ 1-3

1.2 Warnings, cautions and notes .................................................................. 1-4
1.3 Aircraft 3-view drawing ............................................................................ 1-5
1.4 Data for Sling LSA aircraft and systems ..................................................... 1-7
1.5 Terminology, symbols and conversion factors ........................................ 1-12
1.6 Supporting documents ........................................................................... 1-18

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1.1 Introduction to airplane

The Airplane Factory Sling LSA is a two seat (side-by-side), single

engine, tricycle undercarriage aluminium aircraft with a conventional
low wing design and is compliant with the requirements of the FAA
Light Sport Aircraft (LSA) category according to ASTM Standards F2245,
F2279 and F2295.

With only minor modifications to the aircraft and the application of a

revised Pilot’s Operating Handbook the Sling may be made to comply
with the requirements of the EASA (European Aviation Safety Agency)
CS-VLA (Certification Standard Very Light Aircraft) standard, having a
maximum all up weight of 700 kg (1543.24 lb).

The Sling LSA is intended chiefly for recreational and cross-country

flying. It is not intended for aerobatic operation. It is considered to be
suitable for use as a trainer. This Pilot Operating Handbook has been
prepared to provide pilots with information for the safe and efficient
operation of the Sling LSA.

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1.2 Warnings, cautions and notes

The following definitions apply to warnings, cautions and notes in the

Pilot Operating Handbook.

WARNING

Means that non-observation of the corresponding procedure leads to an

immediate or important degradation of flight safety.

CAUTION

Means that non-observation of the corresponding procedure leads to a

minor or possible long-term degradation of flight safety.

NOTE

Draws attention to any special item not directly related to safety but
which is important or unusual.

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1.3 Aircraft 3-view drawing

DIMENSIONS IN THIS DRAWING

ARE IN MILLIMETRES.

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DIMENSIONS IN THIS DRAWING

ARE IN MILLIMETRES.

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1.4 Data for Sling LSA aircraft and systems

WING

Wing span: 9.165 m / 30 ft.

Mean Aerodynamic Chord: 1.339 m / 52.7 inch.
Wing surface area: 11.845 m2 / 131.75 sq ft.
Wing loading: 59.10 kgm-2 / 11.7 lbs /sq ft.
Aspect ratio: 7.04.
Taper ratio: 1.375.
Dihedral: 5o

FUSELAGE
Fuselage length: 5.77 m / 19 ft.
Overall length: 6.675 m / 21ft 11 inch.
Overall width: 1.15 m / 45 inch.
Overall height: 2. 5 m / 98 inch.

EMPENNAGE
Horizontal stabilizer span: 2.825 m / 9 ft 3 inch.
Horizontal stabilizer surface area: 0.96 m2 / 10 ft2
Elevator surface area: 1.02 m2 /11 ft2
Horizontal stabilizer angle of incidence -4o
Vertical stabilizer span: 1.47 m / 16 ft
Vertical stabilizer surface area: 0.53 m2 / 6 ft2
Rudder surface area: 0.59 m2 / 6 ft2

LANDING GEAR
Wheel track: 1.95 m / 6ft 5 inch.
Wheel base: 1.41m / 4ft 6 inch.
Brakes: Hydraulic.
Main gear tyres: 15x6.00-6, 6-ply (2.2 bar /
31.908 psi) pressure).

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Nose gear tyres: 5.00-5, 6-ply (1.8 bar / 26.107 psi

pressure).

CONTROL SURFACE TRAVEL LIMITS

Ailerons: 24o up and down (±2°).

Elevator: 30o up and 20o down (±2°).
Trim tab: 5o up and 32o down (±5°).
Rudder: 25o left and right (±2°).
Flaps: 0o to 30o down (±3°).

ENGINE

Manufacturer: Bombardier-Rotax GmbH.

Model: 912 ULS.
Type: 4 Cylinder horizontally opposed with overall
displacement 1 352 cc, mixed cooling (water-cooled
heads and air-cooled cylinders), twin carburettors,
integrated reduction gearbox with torque damper
Maximum power: 73.5 kW (98.5hp) at 5 800 rpm (max 5 minutes).
69 kW (92.5hp) at 5 500 rpm (continuous).

For Sling LSA aircraft fitted with the 912 iS engine refer to the applicable
supplement at the end of this manual.

PROPELLER

Manufacturer: Warp drive.

No of blades: 3.
Diameter: 1.83 m (72 “).
Type: Composite.

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FUEL

Fuel grade: Minimum RON 95 / minimum AKI 91.

MOGAS: EN 228 Super, EN 228 Super plus,
ASTMD4814.
Leaded AVGAS: AVGAS 100LL (ASTM D910).
Unleaded AVGAS: UL91 (ASTM D7547).

(Refer to latest revision of engine operator /

maintenance manual and latest revision of
service instruction SI-912-016. For aircraft fitted
with the 912 iS engines refer to the applicable
supplement at the end of this manual).

Fuel tanks: One tank integrated within the right wing leading
edge. The tank equipped with finger strainers (in
pick up line) and drain fittings.

Capacity of tank: 75 litres (19.81 US gallons).

Total capacity: 75 litres (19.81 US gallons).
Total usable fuel: 73 litres (19.28 US gallons).

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OIL SYSTEM

Oil system type: Forced, with external oil reservoir.

Oil: Automotive grade API “SF” or “SG” type oil
preferably synthetic or semi-synthetic. When
operating on unleaded fuels or MOGAS fully
synthetic oil is recommended.
(Refer to latest revision of engine operator /
maintenance manual and latest revision of
service instruction SI-912-016. For aircraft fitted
with the 912 iS engine refer to the applicable
supplement at the end of this manual).
Capacity: 3.5 litres (7.4 pints) (approximately).

COOLING

Cooling system: Mixed: air and liquid pressurized closed circuit

system.
Coolant: 1. Water-free propylene glycol based coolant
concentrate (this is not allowed for 912 iS
engine).
2. Ethylene glycol based coolant mixed 1:1 with
distilled water.
Note: Do not mix the above types of coolant.
Capacity: 2.5 litres (5.28 pints) (approximately).

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MAXIMUM WEIGHTS

Maximum take-off weight: 600 kg (1 322.77 lb).

Maximum landing weight: 600 kg (1 322.77 lb).
Maximum baggage weight: 15 kg (33 lb).
Front luggage compartment maximum 15 kg (33 lb).
Rear luggage compartment maximum 15 kg (33 lb).

STANDARD WEIGHTS

Standard empty weight: 370 kg (814 lb).

Maximum useful load: 230 kg (506 lb).

SPECIFIC LOADINGS

Wing loading (MAUW): 50.65 kg.m-2 (10.0 lb.ft-2).

Power loading: 6.00 kg.hp-1 (13.2 lb.hp-1).

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1.5 Terminology, symbols and conversion factors

General terminology / acronyms

AC Alternating Current
ALT Altimeter
API American Petroleum Institute
ASI Airspeed Indicator
AVGAS Aviation gasoline
COM Communication (radio)
EFIS Electronic Flight Information System
FAA Federal Aviation Authority
GLS GPS Landing System
GmbH Gesellschaft mit beschränkter Haftung (company with limited liability)
GPS Global Positioning System
IFR Instrument Flying Rules
IMC Instrument Meteorological Conditions
LED Light Emitting Diode
MOGAS Automobile (car) gasoline
NGL Normal Ground Line
NRV Non-Return Valve
POH Pilot Operating Handbook
PTT Push-To-Talk (button)
RSA Republic of South Africa
VFR Visual Flying Rules
VMC Visual Meteorological Conditions
VSI Vertical Speed Indicator

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General airspeed terminology and symbols

IAS Indicated Airspeed.

Calibrated Airspeed, being the indicated airspeed corrected for
KCAS
position and instrument error, expressed in knots.
Indicated Airspeed, being the speed shown on the airspeed indicator,
KIAS
expressed in knots.
True Airspeed, being the airspeed, expressed in knots, relative to
KTAS undisturbed air, and which is KCAS corrected for altitude and
temperature.
TAS True Airspeed.
VA Maneuvering speed.
Best Glide Speed, being the speed (at MAUW) which results in the
VBG
greatest gliding distance over the ground.
Maximum Flap Extended Speed, being the highest speed permissible
VFE
with wing flaps deployed.
VH Maximum Speed in level flight at maximum continuous power.
Lift-off Speed, being the speed at which the aircraft generally lifts off
VLOF
from the ground during take-off.
Never Exceed Speed, being the speed that may not be exceeded at
VNE
any time.
Maximum Structural Cruising Speed, being the speed that should not
VNO
be exceeded, except in smooth air, and then only with caution.
Indicated airspeed at 15 m (50 ft) above threshold, which is not less
VREF
than 1.3Vso.
Rotation Speed, being the speed at which the aircraft should be
VROT rotated about the pitch axis during take-off (i.e. the speed at which
the nose wheel is lifted of the ground).
VS Stall Speed, maximum weight, engine idling, flaps fully retracted.
Stall Speed in landing configuration (flaps fully extended), MAUW,
VSO
engine idling.
Best Angle of Climb Speed, being the speed (at MAUW, flaps fully
VX retracted) which results in the greatest altitude gain over a given
horizontal distance (i.e. highest climb angle).
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Best Rate of Climb Speed, being the speed (at MAUW, flaps fully
VY retracted) which results in the greatest altitude gain over a given time
period.

Meteorological terminology

ISA International Standard Atmosphere.

The local pressure setting that if set on the subscale of an altimeter
QNH
will cause the altimeter to indicate local altitude above mean sea level.
The local airfield pressure setting that if set on the subscale of an
QFE altimeter will cause the altimeter to indicate local height above
airfield.

Engine terminology

CHT Cylinder Head Temperature.

EGT Exhaust Gas Temperature.
OHV Overhead Valve.
Revolutions per minute, being the number of revolutions per minute of
RPM/ the engine crank, being 2.4286 times, the number of revolutions
rpm performed by the propeller per minute (by reason of the reduction
gearbox mounted between engine and propeller).

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Airplane performance and flight planning terminology

Crosswind The velocity of the crosswind component during take-off and

component landing.
g The acceleration / load factor.
Landing run The distance measured during landing from actual touchdown to the
end of the landing run.
Landing The distance measured during landing from clearance of a 15 m
distance obstacle (in the air) to the end of the landing run.
Take-off The take-off distance measured from the actual start of the take-off
distance run to clearance of a 15 m (50 ft) obstacle (in the air).
Take-off The take-off distance measured from actual start of the take-off run
run to the wheel lift off point.
Usable fuel The fuel available for flight planning.

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Weight and balance terminology and symbols

Arm The horizontal distance from the reference datum to the centre of
gravity of an item
CG Centre of Gravity, being the point at which the airplane, or
equipment, would balance if suspended. Its distance from the
reference datum is found by dividing the total moment by the total
weight of the airplane
Datum Reference datum is an imaginary vertical plane from which all
horizontal distances are measured for balance purposes. (In the
Sling this plane runs through the centre point of the flat front face
of the engine flange of the Rotax engine)
Empty The weight of the airplane with engine fluids and oil at operating
weight levels
MAC Mean Aerodynamic Chord.
MAUW Maximum All Up Weight
Maximum The maximum weight approved for the landing touch down
Landing
Weight
Maximum The maximum weight approved for the start of the take-off run
Take-off
Weight
Moment The product of the weight of an item multiplied by its arm

WR Weight read from scale under right main wheel during aircraft
weighing
WL Weight read from scale under left main wheel during aircraft weighing
WN Weight read from scale under nose main wheel during aircraft
weighing
WE Aircraft empty weight
WT Aircraft total weight
WMAUW Aircraft maximum (allowed) all up weight
LR Right main wheel arm (aft of reference)
LL Left main wheel arm (aft of reference)
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LN Nose wheel arm (aft of reference)
MT Total moment arm

Useful conversion factors

1 pound = 0.4536 kilogram

1 pound per square inch = 6.895 kilopascal
1 inch = 25.4 millimetres
1 foot = 0.3048 metre
1 statute mile = 1.609 kilometres
1 nautical mile = 1.852 kilometres
1 millibar = 1 hectopascal
1 millibar = 0.1 kilopascal
1 imperial gallon = 4.546 litres
1 US gallon = 3.785 litres
1 US quart = 0.946 litre
1 cubic foot = 28.317 litres
degrees Fahrenheit = [1.8 x degrees Celsius] + 32
degrees Celsius = (degrees Fahrenheit - 32) x (5/9)

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1.6 Supporting documents

The following documents are regarded as supporting documents to this

Pilot Operating Handbook:

1. For aircraft fitted with 912 ULS engines: latest revision / edition of
the Operators Manual For Rotax® Engine Type 912 Series, Ref No.:
OM-912.

2. For aircraft fitted with 912 iS engines: latest revision / edition of

the Operators Manual For Rotax® Engine Type 912 i Series, Ref
No.: OM-912 i.

3. Latest revision / edition of Rotax service instruction SI-912-016 or

SI-912i-001, as applicable (to type of engine fitted).

4. Garmin G3X installation manual.

5. Operator manuals for COM radio, transponder and any other

relevant equipment fitted to the aircraft.

6. Latest revision / edition of the Stratos 07 Magnum ballistic

parachute manual for mounting and use, where applicable.

Reference should be made to these documents for operational

guidelines and instructions. These should be incorporated into the
normal and emergency procedures for the aircraft as applicable.

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2. LIMITATIONS

2.1 Introduction .............................................................................................. 2-3

2.2 Airspeed limitations .................................................................................. 2-3
2.3 Airspeed indicator markings ..................................................................... 2-4
2.4 Stall speed adjustment for turning flight or load factor ............................ 2-5
2.5 Crosswind and wind limitation (demonstrated) ....................................... 2-6
2.6 Service ceiling ........................................................................................... 2-6
2.7 Load factors .............................................................................................. 2-6
2.8 Weights..................................................................................................... 2-6
2.9 Centre of gravity range ............................................................................. 2-7
2.10 Prohibited maneuvers ............................................................................ 2-8
2.11 Flight crew ............................................................................................. 2-9
2.12 Passengers ............................................................................................. 2-9
2.13 Kinds of operation................................................................................ 2-10
2.14 Engine limitations ................................................................................ 2-12
2.15 Other limitations .................................................................................. 2-15
2.16 Flight in rain ......................................................................................... 2-15
2.17 Limitation placards............................................................................... 2-16

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2.1 Introduction

This section includes operating limitations, instrument markings and basic

placards necessary for the safe operation of the Airplane Factory Sling LSA,
its engine, systems and equipment.

2.2 Airspeed limitations

SPEED KIAS REMARKS

Never exceed Never exceed this speed in any
VNE 135
speed operation.
Maximum
Never exceed this speed unless in
VNO structural 110
smooth air, and then only with caution.
cruising speed
Do not make full or abrupt control
Maneuvering movements above this speed as this
VA 91
speed may cause stress in excess of limit load
factor.
Maximum flap
Never exceed this speed unless the
VFE extended 85
flaps are fully retracted.
speed
Maximum
The aircraft will not exceed this speed
VH speed in level 118
at MAUW in level flight.
flight
At maximum all up weight in the most
forward CG configuration, with flaps
Stall speed at
VS 45 fully retracted, engine idling, the
MAUW
aircraft will stall if flown slower than
this speed.
With full flap, maximum all up weight,
Stall speed
VS0 40 engine idling, the aircraft will stall if
with flaps
flown slower than this speed.

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2.3 Airspeed indicator markings

MARKING KIAS SIGNIFICANCE

Flap Operating Range (lower limit is
VS0 at maximum weight, and upper
White arc 40-84
limit is the maximum speed (Vfe)
permissible with flaps deployed)
Normal Operating Range (lower limit
is VS at maximum weight and most
Green arc 45-105 forward CG with flaps retracted and
upper limit is maximum structural
speed VNO)
Manoeuvres must be conducted with
Yellow arc 105-135
caution and only in smooth air
Red line 135 Maximum speed for all operations

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2.4 Stall speed adjustment for turning flight or load factor

Stall speeds listed in Section 2 (this section) are listed for straight and level
(non-turning) flight at load factor = 1 g and should be adjusted for turning
flight or increased load factor:
1.8

This graph is only valid for level (i.e.

1.6

non-descending) turning flight.

1.4 1.2
MULTIPLICATION FACTOR
0.4 0.6 0.8
0.2 1.0

0 10 20 30 40 50 60 70 80 90
BANK ANGLE (DEGREES)

VT = V + (V x MULTIPLICATION FACTOR) VST = V√N

• V is straight and level stall speed • V is straight and level stall

(at load factor = 1 g). speed (at load factor = 1 g).
• VT is stall speed in turn (non- • VST is stall speed due to
descending). increased load factor.
• N is (positive) load factor.

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2.5 Crosswind and wind limitation (demonstrated)

Maximum demonstrated cross wind component

for take-off and landing 15 kts.

2.6 Service ceiling

Service ceiling 12 000 ft.

2.7 Load factors

Maximum positive limit load factor +4 g.

Maximum negative limit load factor -2 g.

Maximum positive load factor with flaps +2 g.

Maximum negative load factor with flaps -1 g.

2.8 Weights

Maximum take-off weight 600 kg (1 322.77 lb).

Maximum landing weight 600 kg (1 322.77 lb).

Maximum total baggage weight 15 kg (33 lb).

Front luggage compartment maximum 15 kg (33 lb).
Rear luggage compartment maximum 15 kg (33 lb).

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2.9 Centre of gravity range

Datum Centre of front face of engine propeller

flange (without propeller extension).
Reference (longitudinal levelling) Upper surface of canopy sliders on
cockpit side skins, with canopy open.
Reference (transverse levelling) Upper surface of centre spar cap under
pilot and passenger seats.
Forward limit 1.635 m / 5.364 ft (20% MAC) aft of
datum.
Rear limit 1.808 m / 5.931 ft (33% MAC) aft of
datum.

WARNING
It is the pilot’s responsibility to ensure that the
airplane is properly loaded. Refer to section 6
for information on weight and balance

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2.10 Prohibited maneuvers

The Sling is approved for normal maneuvers including the following:

• Steep turns not exceeding 60° bank.

• Lazy eights.
• Chandelles.
• Stalls (not including whip stalls).

WARNING
Aerobatics and intentional spins are
prohibited

WARNING
Limit load factor would be exceeded by
moving flight controls abruptly to their limits
at a speed above VA (91 KIAS – maneuvering
speed)

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2.11 Flight crew

Minimum crew for flight is one pilot seated on the left side.

2.12 Passengers

Only one passenger is allowed on board the aircraft (in addition to the pilot).

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2.13 Kinds of operation

The Sling LSA, in standard configuration, is approved only for day VFR
operation with visual contact with terrain.

Minimum equipment required is as follows-

• Altimeter with encoding transponder

• Airspeed indicator.
• Compass.
• Fuel gauges.
• Oil pressure indicator.
• Oil temperature indicator.
• Cylinder head temperature indicator.
• Outside air temperature indicator.
• Tachometer.
• Chronometer.
• First aid kit (compliant with national legislation).
• Fire extinguisher.

Subject to the legal requirements applicable in the country of registration, Sling

LSA aircraft fitted with the following additional equipment may also be operated
at night, provided that operations are at all times conducted in VMC and in
accordance with VFR-

• Red Beacon / Strobe lights

• Navigation Lights
• Landing light/s (two separate lights or a single light with two
independent filaments)
• Instrument panel lighting

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NOTE
Additional equipment may be required to fulfill
national or specific requirements and may be fitted.

WARNING
Notwithstanding that installed equipment may include GPS and
other advanced flight and navigational aids, such equipment
may not be used as the sole information source for purposes of
navigation or flight, save where specifically permitted by law.
The airplane instrumentation is not certified, and applicable
regulations should be complied with at all times.

NOTICE

Provided that the aircraft is appropriately equipped, the aircraft may also be
safely flown in IMC and in accordance with IFR. The equipment required by
and referred to in this Pilot Operating Handbook, however, anticipates only
VFR flight in VMC. Pilots intending to fly in IMC and in accordance with IFR
should ascertain the legal and practical requirements of the jurisdiction within
which they will be operating the aircraft and must ensure that all required
systems and instrumentation are fitted. It is the responsibility of the aircraft
operator to ensure that all legal and safety requirements are met for IFR
and/or IMC flight.

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2.14 Engine limitations

Instruments reflecting engine parameters should in each case be marked /

set to reflect the minimum and maximum figures.

For airplanes with the Rotax 912iS engine installed, refer to the supplement
at the end of this manual.

Always refer to latest edition / revision of the engine Operators Manual for
latest information regarding operating limitations.

ENGINE START AND OPERATION TEMPERATURE LIMITS (912 ULS)

Maximum 50 °C (122 °F) (ambient temperature)
Minimum -25 °C (-13 °F) (oil temperature)

ENGINE LOAD FACTOR (ACCELERATION) LIMITS

Maximum 5 seconds at maximum -0.5 g.

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ENGINE OPERATING AND SPEEDS LIMITS (912 ULS)

Engine Model: ROTAX 912 ULS
Engine Manufacturer: Bombardier-Rotax GMBH
Maximum take-
73.5 kW (98.6 hp) at 5800 rpm, max. 5 min.
off
Power
Maximum
69 kW (92.5 hp) at 5500 rpm
continuous
Maximum take-
5800 rpm, maximum 5 minutes
off
RPM Maximum
5500 rpm
continuous
Idle 1 600 rpm (minimum)

Minimum N/A
Cylinder head
Maximum 135 °C (275 °F)
temperature
Normal 75 to 110 °C (167 to 230 °F)
Minimum 50 °C (122 °F)
Oil
Maximum 130 °C (266 °F)
temperature
Normal 90 to 110 °C (194 to 230 °F)

EGT Maximum 880 °C (1616 °F)

Coolant
Maximum 120 °C (248 °F)
temperature
Minimum 0.8 bar (12 psi) – below 3500 rpm
7 bar (102 psi) – permissible for short period during cold engine
Oil pressure Maximum
start

Normal 2 to 5 bar (29 to 73 psi) – above 3500 rpm

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Minimum 0.15 bar (2.2 psi) WARNING

Exceeding maximum
0.4 bar (5.8 psi)
allowed fuel pressure will
Fuel pressure
Maximum 0.5 bar (7.26 psi) (fuel pump override the float valves of
S/N 11.0036 onwards) the carburettors and lead to
engine failure.

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2.15 Other limitations

• No smoking is allowed on board of the airplane.

• VFR flights only are permitted.

WARNING
IFC flights and intentional flights under icing
conditions are prohibited!

2.16 Flight in rain

When flying in the rain no additional steps are required. Airplane qualities
and performance are not substantially changed. However, VMC should be
maintained.

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2.17 Limitation placards

The following limitation warning placards must be placed in the aircraft and
positioned in plain view of the pilot, passenger or third person, as the case
may require.

On the instrument panel -

OPERATE UNDER VMC ONLY

MAXIMUM PERMISSABLE AIRSPEED 135 KIAS
MAXIMUM PERMISSIBLE RPM 5 800 RPM FOR 5 MINUTES
MAXIMUM CONTINUOUS RPM 5 500
MAXIMUM PERMISSIBLE MASS 600 KG/1 323 LB

In a place visible to pilot and passenger -

WARNING
NON-CERTIFIED AIRCRAFT
THIS AIRCRAFT IS NOT REQUIRED TO COMPLY WITH ALL THE
REGULATIONS FOR TYPE CERTIFIED AIRCRAFT
YOU FLY IN THIS AIRCRAFT AT YOUR OWN RISK

NO SMOKING

WARNING
AEROBATICS AND INTENTIONAL SPINS ARE
PROHIBITED

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On the baggage space separator channel -

MAX BAGGAGE WEIGHT – FRONT SECTION – 15 KG / 33 LB

MAX BAGGAGE WEIGHT – REAR SECTION – 15 KG / 33 LB
MAX TOTAL BAGGAGE WEIGHT – 15 KG / 33 LB

Adjacent to the fuel filler cap -

AVGAS
OR
MOGAS
75 LITRES

On the inboard upper wing flap surface -

NO STEP

On a fireproof metal plate attached to the aircraft -

ZU-###
CONSTRUCTOR – THE AIRPLANE FACTORY
MODEL – SLING LSA
SERIAL NO – ###
ENGINE ROTAX ### – ### HP
MANUFACTURED - ###

Note: ### represents the information applicable to the specific aircraft.

Note: The registration number (on above plate) is specific to the country of
registration.

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The airplane must be placarded to show the identity of:

• All fuses/circuit breakers.

• Magneto / ignition switches.
• All other switches.
• Choke (if fitted).
• Starter.
• Trim: Nose up and down.
• Flaps: Up and Down.

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3. EMERGENCY PROCEDURES

3.1 Introduction .............................................................................................. 3-3

3.2 Speeds for emergency operations ............................................................ 3-3
3.3 Engine related emergencies ..................................................................... 3-4
3.4 Smoke and fire .......................................................................................... 3-8
3.5 Emergency landings ................................................................................ 3-12
3.6 Recovery from unintentional spin .......................................................... 3-15
3.7 Other emergencies ................................................................................. 3-16

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3.1 Introduction

This section provides checklists and amplified procedures for coping with
various emergencies that may arise.

Emergencies caused by aircraft or engine malfunction are extremely rare if

proper pre-flight inspections and maintenance are practiced. However,
should an emergency arise, the basic guidelines described in this section
should be considered and applied as necessary to manage the problem.

In case of emergency the pilot should remember the following priorities –

1 Keep control of and continue flying the aircraft.

2 Analyse the situation.
3 Apply applicable procedures.
4 Inform air traffic control of the situation if time and conditions permit
it.

3.2 Speeds for emergency operations

SPEED KIAS REMARKS

The speed (at MAUW, flaps fully retracted)
which results in the greatest gliding
(horizontal) distance.
Best Glide
VBG 72
Speed Horizontal distance travelled (still air) is
approximately 3 048 m (10 000 ft) per 304.8
m (1000 ft) descent (i.e. glide ratio of 10 : 1).

Speed for in-

flight engine > 72 Recommended speed.
start

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3.3 Engine related emergencies

3.3.1 Engine failure during take-off run

1. Throttle - idle.
2. Magnetos / ignition - off.
3. Brakes - apply as needed.
4. Master switch - off.

With airplane under control –

5. Fuel selector valve - off.

6. Auxiliary (electric) fuel pump - off (912 ULS).
Electric fuel pumps (both) - off (912 iS).
3.3.2 Engine failure immediately after take-off

1. Speed / trim - best glide speed (72 KIAS).

2. Find a suitable place on the ground to land safely. The landing should
be planned straight ahead with only small changes in direction not
exceeding 45 degrees to either side.
3. Flaps - as needed (plan to land as slowly
as possible).
WARNING
Before touch down Flaps and elevator trim cannot
operate without power on the
4. Magnetos / ignition - off. main bus. Make final flap
5. Master - off. selection before turning master
6. Fuel selector valve - off. switch off.
7. Electric fuel pump - off (912 ULS).
Electric fuel pumps (both) - off (912 iS).

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3.3.3 Engine irregularities in flight

3.3.3.1 Irregular engine rpm

1. Verify magneto switches - both on.

2 Verify throttle position.
3. Verify engine and fuel quantity indicators.
4. Electric fuel pump on (912 ULS).
Auxiliary electric fuel pump on (912 iS).

If engine continues to run irregularly

5. Land as soon as possible.

3.3.3.2 Low fuel pressure (refer to engine limitations, Section 2 (912 ULS) or
912 iS engine supplement at end of manual)

1. Check fuel quantity indicator.

2. Switch electric fuel pump on (912 ULS).
Switch auxiliary electric fuel pump on (912 iS).

If fuel pressure remains low

3. Decrease throttle setting if viable to do so.

If fuel pressure remains low

4. Land as soon as possible.

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3.3.3.3 Low oil pressure (refer to engine limitations, Section 2 (912 ULS) or
912 iS engine supplement at end of manual)

1. Check oil temperature.

If oil temperature is high or increasing

2. Set throttle to a setting which gives an aircraft speed of 72 KIAS

(most efficient speed).

If oil pressure remains low or temperature remains high or increasing

3. Land as soon as possible and remain vigilant for impending engine

failure.

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3.3.4 In-flight engine restart

1. Electric fuel pump - on (912 ULS).

Electric fuel pumps (both) - on (912 iS).
2. Fuel selector - open (ON).
3. Throttle - set to middle position.
4. Master switch - check on.
5. Magnetos / ignition - check both on.
6. Starter - engage.
7. Electric fuel pump - off (912 ULS) (after positive start).
Auxiliary fuel pump - off (912 iS) (after positive start).

If engine should fail to restart

8. Apply forced landing without engine power procedure, according

to 3.5.1.

NOTE
It is possible that the propeller may continue to rotate if the
airspeed remains above approximately 72 KIAS. In such
circumstances no application of the starter switch may be
required. If the propeller stops rotating increasing airspeed
may result in it again starting to do so.

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3.4 Smoke and fire

3.4.1 Engine fire on ground during engine start

1. Starter - release.
2. Fuel selector - close.
3. Electric fuel pumps (both) - off (912 iS).
4. Throttle - idle.
5. Magnetos / ignition - off.
6. Master switch - off.
7. Retrieve fire extinguisher if possible.
8. Exit the airplane.
9. Extinguish fire by fire extinguisher or call for a fire-brigade if you
cannot do it.

3.4.2 Engine fire on ground with engine running

1. Cabin heat - close.

2. Fuel selector - close.
3. Electric fuel pumps (both) - off (912 iS).
4. Throttle - idle.
5. Magnetos / ignition - off.
6. Master switch - off.
7. Retrieve fire extinguisher if possible.
8. Leave the airplane.
9. Extinguish fire by fire extinguisher or call for a fire-brigade if you
cannot do it.

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3.4.3 Engine fire during take-off run

1. Throttle - idle.
2. Brakes - stop the aircraft.
3. Cabin heat - close.
4. Fuel selector - close.
5. Electric fuel pump(s) - off.
6. Magnetos / ignition - off.
7. Master switch - off.
8. Retrieve fire extinguisher if possible.
9. Exit the aircraft.
10. Extinguish the fire by fire extinguisher or call for fire services if
unable to do so.

3.4.4 Engine fire in flight

1. Heating - close.
2. Fuel selector - close.
3. Throttle - full power.
4. Magnetos / ignition - switch off after the fuel in carburettors
is consumed and engine has shut down.
5. Electric fuel pumps (both) - off (912 iS).
6. Choose landing area - choose emergency landing area.
7. Emergency landing - perform according to 3.5.1.
8. Retrieve fire extinguisher if possible.
9. Exit the airplane.
10. Extinguish fire by fire extinguisher / call for fire-brigade if you cannot
do it.
NOTE
Estimated time to empty carburetors WARNING
after fuel selector valve is closed is Do not attempt to re-start
30 seconds the engine!

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3.4.5 Electrical fire in flight

An electrical fire is often characterized by white smoke and an acrid

smell.

1. Master switch - off (see NOTE below).

2. Cabin heat - close.
3. Use the fire extinguisher (if possible).
4. Ventilate cabin if required / applicable (open air vents on instrument
panel).
5. If fire is extinguished consider executing a precautionary landing / land
as soon as practical.
6. If fire does not extinguish land immediately.

NOTE:

• If the location / source of the electrical fire can be determined and

electrical power can be removed from that system / location by
isolating / switching the system off, do so. This may alleviate the
need to switch off the master switch.

• For aircraft equipped with a 912 iS engine, refer to the applicable

supplement at the end of this manual, with regard to the Master
switch.

The EFIS and associated equipment (iBox, RDAC etc.) can still be
powered (to provide engine monitoring) from the EFIS back-up battery
circuit when the master switch is off, provided that the EFIS system is
not the location / source of the electrical fire.

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3.4.6 Cabin fire

If the fire is electrical in nature, follow the procedure for electrical fires
in flight (3.4.5).

Alternatively:

1. Cabin heat - close.

2. Use the fire extinguisher (if possible).
3. Ventilate cabin if required / applicable (open air vents on instrument
panel).
4. If fire is extinguished consider executing a precautionary landing / land
as soon as practical.
5. If fire does not extinguish land immediately.

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3.5 Emergency landings

Emergency landings are generally carried out in the case of engine failure
during which the engine cannot be re-started. Other reasons for an
emergency landing may, however, arise.

3.5.1 Engine-off emergency landing

1. Speed - best glide speed of 72 KIAS.

2. Trim - trim for best glide speed.
3. Landing location - locate most suitable landing location,
free of obstacles and preferably into
wind.
4. Safety harness - tighten.
5. Engine restart - if time permits and if appropriate
attempt to identify reason for engine
failure and attempt restart.
6. Flaps - extend as needed.
7. Communications - report your location to third parties if
possible.
8. Passenger - brief.

Immediately before touchdown-

9. Fuel selector - shut off.

10. Electric fuel pump - off (912 ULS).
Electric fuel pumps (both) - off (912 iS).
11. Magnetos / ignition - off.
12. Master switch - off.

WARNING
Flaps and elevator trim cannot operate without power on the main bus.
Make final flap selection before turning master switch off.

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3.5.2 Precautionary landing

A precautionary landing is generally carried out in cases where the pilot

may be disorientated, the aircraft has no fuel reserve or possibly in bad
weather conditions.

1. Choose landing area, determine wind direction.

2. Report your intention to land and the landing location via radio.
3. Perform a low altitude pass into wind, over the right-hand side of the
selected area, with flaps extended as required and thoroughly
inspect the landing area.
4. Perform a circuit pattern.
5. Perform approach at increased idle with flaps fully extended.
6. Reduce power to idle when flying over the runway threshold and
touch-down at the very beginning of the selected area.
7. After stopping the aircraft switch off all switches, shut off the fuel
selector, lock the aircraft and seek assistance.

NOTE
Keep the chosen area in sight during
precautionary landing.

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3.5.3 Landing with a flat tyre / damaged wheel

1. If a main landing gear tyre is flat or a wheel is damaged, perform

touch-down at the lowest practical speed with the aircraft slightly
banked towards the serviceable tyre / wheel. Maintain directional
control during the landing run and keep the flat tyre / damaged wheel
off the ground, just above or very lightly on the ground, until the
lowest speed possible.
2. If the nose wheel is damaged / flat perform touch-down at the lowest
practical speed and hold the nose wheel off the ground as long as
possible, via elevator control.

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3.6 Recovery from unintentional spin

WARNING
Intentional spins are prohibited!

The aircraft is unlikely to enter an unintentional spin unless extreme control

is applied.

Unintentional spin recovery technique:

1. Throttle - idle.
2. Lateral control - ailerons neutral.
3. Rudder pedals - full rudder in direction opposite to spin
4. Rudder pedals - neutralize rudder immediately when
rotation stops.
5. Longitudinal control - neutralize control column or push
forward if necessary to lower nose, then
recover from dive ensuring VNE and load
factor limitations are not exceeded.

In the unlikely event that applied control inputs result in the aircraft
entering a flat spin and the steps listed above do not result in recovery
(following their application for a sustained period), the following technique
may be implemented:

1. Throttle - set to full power.

2. Lateral control - ailerons neutral.
3. Rudder pedals - full rudder in direction opposite to spin.
4. Rudder pedals - neutralize rudder immediately when
rotation stops.
5. Throttle - reduce to idle.
6. Longitudinal control - as per step 5 (longitudinal control) above.

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3.7 Other emergencies

3.7.1 Vibration

If any abnormal aircraft vibration occurs:

1. Set engine speed to a setting where the vibration is least, if viable.

2. Land on the nearest airfield or perform a precautionary landing
according to 3.5.2.

3.7.2 EFIS System Failure

If the EFIS system freezes, otherwise fails or reacts incorrectly in flight:

1. Maintain straight and level flight utilizing other instruments and

ground references.
2. Switch the EFIS back-up battery and the EFIS main switch off (i.e.
remove power from the EFIS).
3. Following a 3 second delay, apply power to the EFIS, maintaining
straight and level flight at all times.
4. Maintain straight and level for at least another 15 seconds while the
system boots up (when the system reboots, the navigation system(s)
should remain active and any active routes (preceding the failure)
should continue to be shown).

In case the system fails to re-boot properly:

5. Execute a precautionary landing at the first safe opportunity and have

the instrument repaired.

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3.7.3 Carburettor icing

Carburettor icing is evidenced through a decrease in engine power and

an increase of engine temperatures.

To recover the engine power, the following procedure is recommended:

1. Speed - 75 KIAS
2. Throttle - 1/3 power.
3. If possible leave the (icing) area.
4. Increase the engine power gradually up to cruise conditions after 1 to
2 minutes.

If you fail to recover engine power, land on the nearest airfield (if
possible) or, depending on the circumstances, perform a precautionary
landing according to 3.5.2.

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3.7.4 Alternator / charge system failure

For aircraft fitted with the 912 iS engine please refer to the supplement
at the end of this manual.

Alternator failure (912 ULS) is evidenced by the illumination of the (red)

alternator / charge warning light.

NOTE
The 912 ULS engine operation is independent from the aircraft
main battery (except for start motor operation) / alternator. The
engine will continue running after an alternator / charge system
failure and / or with a depleted battery.

1. EFIS switch - off.

2. All non-critical electrical equipment - off.
(Navigation, strobe, taxi, landing lights etc.).
3. Auxiliary fuel pump - off.
4. Autopilot - off.
5. Set EFIS brightness to minimum.
6. Restrict / avoid the use of the elevator trim control. Restrict radio
transmission to minimum / only that which is absolutely necessary.
7. Land as soon as possible.

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3.7.5 Main bus power failure

Refer to paragraph 7.17, under Main bus, for a list of equipment affected
by a loss of power to the main bus.

1. The EFIS should automatically switch over to the EFIS back-up battery
supply, provided that the EFIS battery back-up switch is on (if not,
switch on the EFIS battery back-up switch) and the back-up battery
contains adequate charge.
2. Land as soon as possible.

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4. NORMAL PROCEDURES

4.1 Introduction .............................................................................................. 4-3

4.2 Speeds for normal operation .................................................................... 4-3
4.3 Use of taxi, landing, strobe and navigation lights ..................................... 4-4
4.4 Pre-flight check ......................................................................................... 4-5
4.5 Engine start............................................................................................. 4-10
4.6 Taxi ......................................................................................................... 4-14
4.7 Normal take-off ...................................................................................... 4-15
4.8 Climb....................................................................................................... 4-17
4.9 Cruise ...................................................................................................... 4-18
4.10 Descend ............................................................................................... 4-18
4.11 Approach ............................................................................................. 4-19
4.12 Normal landing .................................................................................... 4-20
4.13 Baulked landing procedures................................................................. 4-21
4.14 Short field take-off and landing procedures ........................................ 4-21
4.15 Engine shutdown ................................................................................. 4-22
4.16 Aircraft parking and tie-down .............................................................. 4-23

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4.1 Introduction

This section provides checklists and recommended procedures for normal

operation of the airplane.
4.2 Speeds for normal operation

Unless otherwise noted, the following speeds are based on a maximum

weight of 600 kg (1322.77 lb).

SPEED KIAS REMARKS

The speed (at MAUW, flaps fully retracted)
Best Angle of which results in the greatest altitude gain
Vx 65
Climb Speed over a given horizontal distance (i.e. largest
climb angle).
The speed (at MAUW, flaps fully retracted)
Best Rate of
VY 72 which results in the greatest altitude gain
Climb Speed
over a given time period.
The speed at which the aircraft should be
Rotation rotated about the pitch axis during take-off
VROT 40
Speed (i.e. the speed at which the nose wheel is
lifted off the ground).
Lift-off The speed at which the aircraft generally
VLOF 48
Speed lifts off from the ground during take-off.
Cruise Climb 75 to 90
Approach
speed - long 65 to 75
finals
Threshold
Indicated airspeed at 15 m (50 ft) above
VREF crossing ≥ 52
threshold, which is not less than 1.3VSO.
speed

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4.3 Use of taxi, landing, strobe and navigation lights

Taxi lights should be used as appropriate and their use should be

incorporated in the applicable (taxi and before take-off) procedures as
required. Give consideration to taxi lights as an aid to enhancing the
aircraft’s visibility to other traffic / pedestrians / wildlife.

Landing lights should be used as appropriate and their use should be

incorporated in the applicable (before take-off, take-off, climb, approach
and landing) procedures as required. Give consideration to landing lights as
an aid to enhancing the aircraft’s visibility to other traffic / pedestrians /
wildlife.

Strobe and navigation lights should be used as appropriate and their use
should be incorporated in the following (normal) procedures as required.
Give consideration to using the strobe light as an indicator / warning of
imminent engine start (i.e. switch on the strobe before starting the engine).

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4.4 Pre-flight check

Carry out the pre-flight inspection every day prior to the first fight. Pre-flight
inspections must also be performed after any accident, incident,
maintenance activity, assembly of any aircraft component or suchlike.
Incomplete or careless inspection can result in an accident. Carry out the
inspection following the instructions in the Inspection Check List.

NOTE
The word “condition” in the instructions means a visual
inspection of surface for damage deformations,
scratching, chafing, corrosion or other damages, which
may lead to flight safety degradation.
5

5 5

6 4

1
6 4

6 4

2 2

3 3

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Inspection Check List

1. Cabin

- Magnetos / ignition - off.

- Master switch - on
- Fuel level indicator - verify fuel quantity.
- Flaps - move to full down position.
- Master switch - off.
- Avionics - verify condition.
- Control System - visual inspection, free movement up to
stops, verify function.
- Safety harnesses - Verify condition, security of attachment
and operation of buckles
- Seats - Verify security of attachment and
correct operation of adjustment
mechanism (ensure seat mechanisms
lock correctly after adjustment)
- Canopy - attachment condition, clean.
- Cockpit - check for loose objects.
- Fire extinguisher - verify present and valid.
- Documentation - verify present and valid.

2. Fuselage

- Surface condition - check.

- Cowling attachment - check.
- Wing/fuselage fairings - check.
- Empennage fairings - check.
- Antenna/e - check condition and security.
- Luggage compartment door - Closed and locked

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3. Empennage

- Tie-down rope - removed.

- Horizontal and vertical stabilizers- check condition.
- Elevator and tab - condition and movement.
- Rudder - condition and movement.
- Hinges, control horns, bolts, pushrod - condition and secure.
- Strobe light - condition.

4. Right Wing and Main Gear

- Wheel fairing - security, cracks.

- Wheel and brakes - fluid leaks, security, general
condition, tyre condition, inflation
and wear.
- Wheel strut - condition, cracks.
- Leading edge condition - check.
- Taxi / landing lights and lens - check for cracks and condition.
- Fuel vent (underside of wing) - unobstructed.
- Wing trailing edge - check condition.
- Aileron - freedom of movement,
attachment, surface condition.
- Aileron hinges, control horn, bolts, pushrod - secure, condition.
- Flap hinges, control horn, bolts, pushrod - secure, condition.
- Wing tip - check condition.
- Strobe/Nav light and lens - check for cracks and condition.

WARNING
Physically verify the fuel level before each take-off
to make sure you have sufficient fuel for the
planned flight. Fuel can be visibly seen (through the
filler cap) to just cover the (total) bottom of the fuel
tank with 30 litres present.
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5. Nose Section and Nose Gear

- Engine cowling condition - check.

- Propeller and spinner condition - check.
- Air intakes - check.
- Radiators - check.
- Engine mount and exhaust manifold condition- check.
- Oil and coolant quantity check - check.
- Visual inspection of fuel & electrical system - check.
- Engine checks as per Rotax manual - complete.
- Other actions according to the engine manual
- Parachute cover - if fitted check sealed
and secure.
- Tyre - condition, inflation,
wear.
- Wheels - security, general
condition.
- Chocks and tie-down ropes - remove.
- Suspension and undercarriage - check and test.

CAUTION
In case of long-term parking it is recommended to turn the engine
over several times (ignition / magnetos OFF!) by turning the
propeller in order to prime the lubrication system. Always handle
the propeller blade area with the palm of your hand i.e. do not
grasp only the blade edge with your fingers.

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6. Left Wing

- Wheel fairing - security, cracks.

- Wheel and brakes - fluid leaks, security, general
condition, tyre condition, inflation
and wear.
- Wheel strut - condition, cracks.
- Leading edge condition - check.
- Taxi / landing lights and lens - check for cracks and condition.
- Fuel vent (underside of wing) - unobstructed.
- Wing trailing edge - check condition.
- Aileron - freedom of movement,
attachment, surface condition.
- Aileron hinges, control horn, bolts, pushrod - secure, condition.
- Flap hinges, control horn, bolts, pushrod - secure, condition.
- Wing tip - check condition.
- Strobe/Nav light and lens - check for cracks and condition.
- Pitot tube - security, unobstructed, remove
cover.

WARNING
Physically verify the fuel level before each take-off
to make sure you have sufficient fuel for the
planned flight. Fuel can be visibly seen (through the
filler cap) to just cover the (total) bottom of the fuel
tank with 30 litres present.

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4.5 Engine start

Reference should be made to the operator’s manual for the Rotax 912 iS
or 912 ULS engine, as the case may be, for operational guidelines and
instructions. These should be incorporated into the normal or
emergency procedures as applicable.

CAUTION
Observe the temperature limits for engine start as specified in
paragraph 2.14.

4.5.1 Before starting engine

1. Pre-flight inspection - completed.

2. Emergency equipment - on board.
3. Passenger - briefed.
4. Seats, seatbelt and harnesses - adjust and secure.
5. Brakes - on.

CAUTION
In case of long-term parking it is recommended to turn the engine
over several times (Ignition / magnetos OFF!) by turning the
propeller in order to prime the lubrication system. Always handle
the propeller blade area with the palm of your hand i.e. do not
grasp only the blade edge with your fingers.

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4.5.2 Engine start

If a Rotax 912 iS engine is installed rather than a Rotax 912 ULS engine,
please refer to the supplement at the end of this manual.

1. Master switch - on.

2. EFIS back-up battery - on, verify EFIS on and back-up
battery voltage.
3. Magneto / ignition switches - on.
4. Fuel selector - open (ON).
5. Electric fuel pumps (both) -on (912 iS).
6. Choke (cold engine) - pull to open and gradually release
after engine start (912 ULS).
7. Throttle - closed if choke used, cracked just
open if not.
8. Propeller area - clear of people and obstructions.
9. Starter - engage (maximum 10 seconds).

Immediately after start-up:

10. Throttle - adjust for smooth running

(approximately 2000 rpm).
11. Oil pressure - increase within 10 seconds.
12. EFIS switch - on and verify battery charging.

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13. Avionics master switch - on.

14. Warm engine - 2 000 rpm for 2 minutes, then
2 500 rpm until oil temp is 50 °C (122
°F).

CAUTION
The starter should be activated for a maximum of 10 seconds, followed by 2 minute pause
to allow the starter to cool.

Verify the oil pressure, which should increase within 10 seconds. Increase the engine
speed only if oil pressure is steady above 2 bar (29 psi).

At an engine start with low oil temperature continue to watch the oil pressure as it could
drop again due to the increased resistance in the suction line. Increase engine rpm only as
required to keep oil pressure steady.

To avoid shock loading, start the engine with the throttle lever set to idle or 10% open at
maximum, then wait 3 seconds for engine to reach constant speed before accelerating
engine rpm.

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4.5.3 Engine warm up, engine check

Prior to an engine check, block the main wheels with wheel chocks or
ensure that the park brake is on.

Initially warm up the engine at 2 000 rpm for approximately 2 minutes,

then continue at 2 500 rpm until oil temperature reaches 50°C (122°F).
The warm up period depends on ambient air temperature.

Verify both ignition circuits at 4 000 rpm (912 ULS). The engine speed
(rpm) drop when either magneto is switched off should not exceed 300
rpm (912 ULS). The maximum difference (in rpm drop) between
magnetos / ignition circuits should not exceed 115 rpm (912 ULS).

For verification of ignition circuits on an aircraft fitted with a 912 iS

engine, refer to the applicable supplement at the end of this manual.

NOTE
Only one ignition circuit (at a time) should be switched on/off
during ignition/magneto check.

Set maximum power for verification of maximum engine speed (rpm)

with given propeller and engine parameters (temperatures and
pressures).

Check acceleration from idle to maximum power.

If necessary, cool the engine at 3 000 rpm (approximately 2 minutes)

before shutdown.
CAUTION
The engine check should be performed with the aircraft heading
upwind and not on loose terrain (the propeller may suck grit
which can damage the leading edges of blades).
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4.6 Taxi

1. Flaps - up.
2. Brakes - off (carefully verify that the stop brake
valve (park brake) is off).
3. Controls - neutral position, or as required for wind.
4. Power and brakes - as required.
5. Brakes -verify.
6. Instruments -verify.

Apply power and brakes as needed. Apply brakes to control movement on

ground. Taxi carefully when wind velocity exceeds 15 knots. Hold the
control stick in neutral position or as required, using conventional
techniques.

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4.7 Normal take-off

4.7.1 Before take-off

1. Controls - verify full and free movement,

directions.
2. Trim - neutral.
3. Choke - off (912 ULS).
4. Flaps - as required (typically 1 notch).
5. Fuel quantity - confirm.
6. Fuel selector - open (ON).
7. Electric fuel pump - on (912 ULS).
Auxiliary electric fuel pump - on (912 iS).
8. Circuit breakers - all in.
9. Instruments - verify all.
10 Altimeter - set QNH / QFE.
11. Switches -verify, as required.
12. Power and ignition - verify magnetos at 4 000rpm, max
diff 115 rpm, max drop 300 rpm (912
ULS).
13. Engine parameters - verify temperatures, pressures,
current/voltage.
14. Canopy - closed and latched.
15. Safety harnesses - on and tight.
16. Ballistic parachute (if fitted) - remove handle lock pin.

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4.7.2 Take-off

1. Take-off power - throttle fully forward (max. 5 800

rpm for 5 minutes).
2. Engine speed - verify rpm (5 500 to 5 800 rpm).
3. Instruments within limits - verify.
4. Rotate - 40 KIAS.
5. Airplane lift-off - 48 KIAS.
6. Wing flaps - retract when speed of 65 KIAS is
reached, at minimum height of
300 ft.
7. Electric fuel pump - off (912 ULS) (minimum 300 ft)
Auxiliary electric fuel pump - off (912 iS) (300 ft minimum)
8. Brakes - apply briefly to stop wheel
rotation.
9. Transition to climb.

WARNING
Take-off is prohibited if:
• The engine is running unsteadily or intermittently.
• The engine parameters (instrument indications) are
outside operational limits.
• The crosswind velocity exceeds permitted limits (see 2.5).

CAUTION

Ensure that engine oil temperature is above 50 °C prior to

take off.

Climbing with engine at 5 800 rpm is permissible for

5 minutes. Thereafter a maximum continuous engine rpm
of 5 500 applies.

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4.8 Climb

1. Throttle - Maximum take-off power, 5 800 rpm (for

maximum 5 minutes).
- Maximum continuous power, 5 500 rpm.
2. Airspeed - VX = 65 KIAS.
- VY = 72 KIAS.
- Cruise climb = 75 to 90 KIAS.
3. Trim - as required.
4. Instruments - verify:
- Oil temperature and pressure.
- Cylinder temperature within limits.

CAUTION
If the cylinder head temperature or oil temperature approach
their limits, reduce the climb angle to increase airspeed and
thus fulfill the limits.

CAUTION

Climbing with engine at 5 800 rpm is permissible for

5 minutes. Thereafter a maximum continuous engine rpm
of 5 500 applies.

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4.9 Cruise

Refer to section 5 for recommended cruising figures.

WARNING
If the fuel lift pipe is exposed to air, the pump will suck air into the engine
(from the empty tank) and engine failure will result.
Avoid operation below the normal operational oil temperature (90 to
110 °C / 194 to 230 °F).

4.10 Descend

Optimum glide speed - 72 KIAS.

WARNING
The fuel lift pipe in the fuel tank is situated adjacent to the lower inside
wall of the tank. The aircraft should at no time be subjected to a
sustained side slip towards a near empty fuel tank (i.e. - wing with near
empty tank down) as, despite the baffling, this may have the
consequence that the fuel runs towards the outer edge of the tank
exposing the fuel lift pipe (to suck air), thereby starving the engine of fuel
leading to engine stoppage. This poses a particular threat when at low
altitude, typically prior to landing.

CAUTION
It is not advisable to reduce the engine throttle control lever to minimum
on final approach or when descending from very high altitude. In such
cases the engine can become over-cooled, although unlikely, and a loss
of power may occur. Descent at increased idle (approximately 3000 rpm),
speed of between 65 to 85 KIAS and verify that the engine instruments
indicate values within permitted limits.

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4.11 Approach

1. Approach speed
Long finals - 65 to 75 KIAS.
Short finals - ≥ 52 KIAS.

2. Electric fuel pump - on (912 ULS).

Auxiliary electric fuel pump - on (912 iS).
3. Fuel selector - open (ON).
4. Throttle - as required.
5. Wing flaps - extend as required.
6. Trim - as needed.
7. Brakes - off (carefully check that the brake
stop-valve is off).

CAUTION
It is not advisable to reduce the engine throttle control lever to
minimum on final approach and when descending from very high
altitude. In such cases the engine can become over-cooled, although
unlikely, and a loss of power may occur. Descent at increased idle
(approximately 3000 rpm), speed of between 65 to 85 KIAS and verify
that the engine instruments indicate values within permitted limits.

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4.12 Normal landing

4.12.1 Before landing

1. Throttle - as required.
2. Airspeed - ≥ 52 KIAS.
3. Wing flaps - extend as required.
4. Trim - as required.

4.12.2 Landing

1. Throttle - idle.
2. Controls - flare to minimum flying speed.
3. Touch-down on main wheels.
4. Apply brakes - as required (after the nose wheel
touched down).

4.12.3 After landing

1. Engine speed - set as required for taxi.

2. Wing flaps - retract.

CAUTION
Rapid engine cooling should be avoided during operation. This especially
happens during aircraft descent, taxi, low engine rpm or at engine
shutdown immediately after landing. Under normal conditions the engine
temperatures stabilize during descent and taxi at values suitable to stop
the engine (by switching the ignition off) as soon as aircraft is stopped. If
necessary (elevated engine operating temperatures), cool (for minimum
2 minutes) the engine at approximately 3 000 rpm to stabilize the
temperatures prior to engine shut down.

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4.13 Baulked landing procedures

1. Throttle - full power (maximum 5 800 rpm for

5 minutes).
2. Trim - as required.
3. Wing flaps - retract to 50% as soon as possible and
retract fully when reaching 65 KIAS (at 300
ft minimum height).
4. Electric fuel pump - off (912 ULS) (300 ft minimum).
Auxiliary electric fuel pump - off (912 iS) (300 ft minimum).
5. Trim - adjust.
6. Repeat circuit pattern.

4.14 Short field take-off and landing procedures

Not considered necessary. Ordinary short field procedures may be used if

pilot deems it appropriate.

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4.15 Engine shutdown

For Rotax 912 iS engine at least 5 minutes must elapse between

landing and shutting off the engine.

1. Engine speed - idle.

2. Instruments - engine parameters within limits.
3. Avionics master switch - off.
4. Electric fuel pump - off (912 ULS).
Electric fuel pumps (both) - off (912 iS).
5. Magnetos / ignition - off.
6. Switches - off.
7. EFIS - off, battery back-up off.
8. Master switch - off.
9. Fuel selector - off.

CAUTION
Rapid engine cooling should be avoided during operation. This especially
happens during aircraft descent, taxi, low engine rpm or at engine
shutdown immediately after landing. Under normal conditions the engine
temperatures stabilize during descent and taxi at values suitable to stop
the engine (by switching the ignition off) as soon as aircraft is stopped. If
necessary (elevated engine operating temperatures), cool (for minimum 2
minutes) the engine at approximately 3 000 rpm to stabilize the
temperatures prior to engine shut down.

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4.16 Aircraft parking and tie-down

1. Site - Park the aircraft on as level an area as

possible.
2. Ignition/ magnetos -off.
3. Master switch -off.
4. Fuel selector -off.
5. Parking brake - use as necessary.
6. Canopy - close, lock as necessary.
7. Secure the airplane.

NOTE
It is recommended that the parking brake (shutoff valve) be utilised for
short-period parking only. If the airplane is to be parked for long periods it
is advisable to use not only the parking brake, but also wheel chocks.

NOTE
Use the anchor eyes on the wings and fuselage rear section to secure the
airplane. Move control stick forward and secure it together with the
rudder pedals if high winds are expected. Make sure that the cockpit
canopy is properly closed and locked.

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5. PERFORMANCE

5.1 Take-off and landing distance ................................................................... 5-3

5.2 Rate of climb ............................................................................................. 5-4
5.3 Cruise speeds (with fixed pitch propeller) ................................................ 5-5
5.4 Fuel consumption ..................................................................................... 5-6
5.5 Airspeed indicator system calibration ...................................................... 5-7

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The presented data has been computed from actual flight tests with the
aircraft and engine in good condition and using average piloting techniques.

If not stated otherwise, the performance stated in this section is valid for
maximum take-off weight (600 kg/1 322.77 lbs) and under ISA conditions.

The performance shown in this section is valid for aircraft fitted with a ROTAX
912 ULS 73.5kW (98.6 hp) engine or a ROTAX 912 iS 73.5kW (98.6 hp) engine
with a 72-inch, 3 blade, fixed pitch, Warp drive composite propeller.

5.1 Take-off and landing distance

Take-off distances:

Surface Take-off run Take-off distance over 15m (50 ft) obstacle
Concrete 120 m / 395ft 230 m / 755 ft
Grass 140 m / 460 ft 250 m / 820 ft

Landing distances:

Surface Landing run Landing distance over 15 m (50 ft) obstacle

distance (braked)
Concrete 80 m / 265 ft 250 m / 820 ft
Grass 80 m / 265 ft 250 m / 820 ft

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5.2 Rate of climb

Conditions: Best rate of climb speed Rate of

Max. continuous power : 5 500 rpm (VY) climb
Weight : 600 kg / 1 322.77 lb KIAS fpm
0 ft ISA 72 800
3 000 ft ISA 72 600
6 000 ft ISA 72 500
9 000 ft ISA 72 400

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5.3 Cruise speeds (with fixed pitch propeller)

Altitude Engine
[ft ISA] speed KIAS KTAS
[rpm]
4 500 81 82
4 800 95 96
100 5 000 101 102
5 300 106 108
5 500 112 114
4 500 72 76
4 800 87 91
3 000 5 000 98 104
5 300 104 109
5 500 108 114
4 500 65 73
4 800 80 89
6 000 5 000 90 100
5 300 98 108
5 500 101 115
4 500 63 73
4 800 74 88
9 000 5 000 87 99
5 300 91 105
5 500 94 108

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5.4 Fuel consumption

Altitude [ft ISA] 3 000

[l] 150
Fuel quantity
[US gallons] 39.63
Engine
[rpm] 4 500 4 800 5 000 5 300 5 500
speed
Fuel [l/h] 14 16 18 20 21
consumption [US gallons] 3.70 4.23 4.76 5.29 5.55
Airspeed [KIAS] 73 91 104 109 114

Endurance [hh:mm] 10:40 9:20 08:20 07:30 07:10

Range
[nm] 781 853 866 817 815
(no reserve)

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5.5 Airspeed indicator system calibration

IAS [knots] CAS [knots] CAS [knots]

(average) (this aircraft)
25 28
30 33
35 38
40 44
45 45
50 50
55 55
60 60
65 65
70 70
75 75
80 80
85 85
90 90
95 95
100 100
105 105
110 110
115 115
120 120
125 125
130 130
135 135

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6. WEIGHT AND BALANCE

6.1 Installed equipment list ............................................................................ 6-3

6.2 Center of gravity (CG) range ..................................................................... 6-4
6.3 Determination of CG ................................................................................. 6-6
6.4 Empty CG determination .......................................................................... 6-7
6.5 Blank form and graph for use ................................................................... 6-8

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This section contains weight and balance records and the payload range for
safe operating of the Sling LSA.

6.1 Installed equipment list

• Garmin multifunction glass cockpit instrument – G3X.

• Garmin GTR 200 radio.
• Mode S transponder (optional).
• Analogue altimeter, airspeed indicator, ball type slip indicator.
• Magnetic compass.
• Electric trim system.
• Electric flap actuator.

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6.2 Centre of gravity (CG) range

Operating CG range and allowable GC envelope

DIMENSIONS IN THIS DRAWING

ARE IN MILLIMETRES
464

WARNING
Aircraft CG and MAUW limitations must be adhered
to at all times.

GC range is 1 635mm (5.364 ft) to 1 808 mm (5.931 ft) aft of the reference
datum (20 to 33% of MAC).

• The leading edge of the MAC is 1 366 mm (4.482 ft) aft of the reference
datum.
• The MAC is 1 339 mm (4.393 ft).

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1763.7

1653.47

1543.24

1433

Aircraft Mass lb]

1332.77
FLIGHT ALLOWED IN SHADED AREA ONLY
1212.54

1102.31

992.08

881.85

771.62

WARNING
Aircraft CG and MAUW limitations must be adhered
to at all times.

WARNING
For each flight the most forward CG (i.e. with take-off fuel) and the
most rearward CG (i.e. with landing fuel) must be calculated (to be
within aircraft CG range / limits).

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6.3 Determination of CG

Weight and balance report list:

• Empty CG check.
• Forward CG check (example).
• Rear CG check (example).
• Blank CG form.

CG formulae:

Total Moment
CG =
Total Weight

100
%MAC = (CG − 1366 mm) x
1 339 mm

100
%MAC = (CG − 4.482 ft) x
4.393 ft

WARNING
For each flight the most forward CG (i.e. with take-off fuel) and the
most rearward CG (i.e. with landing fuel) must be calculated (to be
within aircraft CG range / limits).

The aircraft empty CG is determined in a conventional manner by weighing

the aircraft whilst it is standing level. (Refer to the aircraft maintenance
manual for instructions on aircraft levelling and weighing).

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6.4 Empty CG determination

ITEM WEIGHT ARM MOMENT

[kg (lb)] [mm (ft)] (weight x arm)
[kg.mm (lb.ft)]

Right Main WR = LR = 1 959 (6.427)

Wheel

Left Main WL = LL = 1 959 (6.427)

Aircraft Empty CG

Wheel

Nose Wheel WN = LN = 464 (1.522)

Computed Empty weight: CG = ………. mm (ft) Aircraft moment:

empty CG WE = …………..kg (lb) (…………% MAC)

Maximum all up (take-off) weight = 600 kg (1 322.77 lb).

Maximum useful load (example):

Wmax useful = WMAUW - WE

= 600 kg (1 322.77 lb) -370 kg (815.7 lb)
= 230 kg (507 lb)

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6.5 Blank form and graph for use

WEIGHT ARM MOMENT

[kg (lb)] [mm (ft)] (weight x arm)
[kg.mm (lb.ft)]

PILOT & 1 959 (6.427)

PASSENGER

BAGGAGE 2 508 (8.228)

(FRONT)

BAGGAGE 2 896(9.501)
(REAR)

FUEL 1 511 (4.957)

ADD EMPTY
VALUES

TOTAL
WT = MT =

CG = %MAC

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1763.7

1653.47

Aircraft Mass [lb]

1543.24

1433

1332.77

1212.54

1102.31

992.08

881.85

771.62

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7. SYSTEMS

7.1 Airframe.................................................................................................... 7-3

7.2 Control system / pilot controls ................................................................. 7-3
7.3 Landing gear ............................................................................................. 7-7
7.4 Brake system ............................................................................................ 7-7
7.5 Safety harness .......................................................................................... 7-8
7.6 Baggage compartment ............................................................................. 7-8
7.7 Canopy ...................................................................................................... 7-9
7.8 Pitot and static systems .......................................................................... 7-10
7.9 Cockpit layout ......................................................................................... 7-11
7.10 Instruments and Avionics ..................................................................... 7-13
7.11 Flap and elevator trim systems ............................................................ 7-18
7.12 Minimum instruments and equipment required for flight ................... 7-19
7.13 Engine .................................................................................................. 7-20
7.14 Cooling system (912 ULS / 912 iS) ........................................................ 7-21
7.15 Throttle and choke ............................................................................... 7-22
7.16 Carburetor pre-heating/anti-ice........................................................... 7-22
7.17 Electrical System .................................................................................. 7-22
7.18 Propeller .............................................................................................. 7-31
7.19 Fuel system .......................................................................................... 7-31
7.20 Lubrication system ............................................................................... 7-33
7.21 Autopilot system .................................................................................. 7-34
7.22 Position, anti-collision, taxi and landing lights .................................... 7-35

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7.1 Airframe

The airplane has an all-metal construction with single curvature stressed

aluminium alloy skins riveted to stiffeners. Construction is of 6061-T6
aluminium alloy sheet metal riveted to aluminium alloy angles with high
quality blind rivets. This high strength aluminium alloy construction
provides long life and low maintenance costs, thanks to its durability and
corrosion resistant characteristics. The wing has a high lift airfoil
(NACA 4415) and is equipped with semi-slotted Fowler type flaps.

7.2 Control system / pilot controls

Control stick(s)

The aircraft is equipped with dual control sticks. The control sticks operate
in the standard pitch and roll (elevator and aileron) configuration. See the
picture below for control stick button allocation:

5 Button Function
1 Trim down
2 Autopilot control
1
3 Trim up
AIRCRAFT NOSE

4 Not allocated
4 2 5 Radio PTT
3

Rudder pedals / nose wheel steering

The aircraft is fitted with dual rudder pedals, which control the rudder and
steer the nose wheel.

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Brake lever and park brake shut-off valve

Refer to paragraphs 7.4 and 7.9.

Throttle lever and choke knob

Refer to paragraphs 7.9 and 7.15.

Fuel selector valve

Fuel tank feed selection is enabled by a red coloured, three-position (OFF,

ON, OFF) rotary fuel selector valve, located at the bottom centre of the
instrument panel / front of centre console. Refer to the instrument panel
layout in paragraph 7.10.

An additional knob must be activated to move the selection lever through a

detent to the OFF position, preventing inadvertent closure (OFF selection)
of the valve.

Ballistic parachute activation lever (if fitted)

The red coloured activation lever is located at the bottom centre of the
instrument panel. Refer to the instrument panel layout in paragraph 7.10.

Inadvertent operation of the lever is prevented by a lock pin (tagged with a

red flag). THIS PIN MUST BE REMOVED BEFORE FLIGHT.

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Electrical equipment selection / control switches (912 ULS)

SWITCH /
FUNCTION POSITION
LABEL
MASTER / Power disconnected from main bus OFF
STARTER KEY Main bus connected to power ON
SWITCH Engage starter motor START
Switch power (from main bus) to EFIS
EFIS
system on / off.
Connects EFIS system to EFIS back-up
EFIS BKUP
battery supply.
FUEL PUMP Switch auxiliary (electric) fuel pump on / off.
LAND Switch landing lights on / off.
TAXI Switch taxi lights on / off.
UP (ON)
NAV Select position (navigation) lights.
DOWN (OFF)
STROBE Select anti-collision (strobe) lights.
Switch power to radio and transponder (if
AVIONICS
fitted) on / off.
AUTOPILOT Switch power to autopilot servos on / off.
MASTER Switch power to main bus on / off.
MAG A Select Magneto A
MAG B Select Magneto B

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EFIS operation and control

EFIS function selection and control mechanisms are described in detail in

the EFIS manufacturer supplied documentation. Please refer to such. Refer
to paragraph 7.10 for additional information on operational use of the EFIS
system.

Elevator trim

Elevator trim is electrically controlled by buttons on the control column.

Refer to Control stick(s) for button allocation. Refer to paragraph 7.11.

Flap control

Wing flaps are electrically controlled and selected (for position) by a four-
position rotary knob or a four-pushbutton selector located on the
instrument panel (refer to paragraph 7.10). Refer to paragraph 7.11.

Selector Position Degrees flap deflection

0 0°
1 10°
2 20°
3 32°

Cabin heat

Heated air (warmed by heat exchange with engine exhaust) can be selected
via a selection knob located on the instrument panel. Refer to the
instrument panel layout in paragraph 7.10. Hot air is selected by pulling out
the knob.

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7.3 Landing gear

The landing gear is a tricycle landing gear with a steerable nose wheel. The
main landing gear uses a single continuous composite spring section.

7.4 Brake system

The aircraft braking system is typically a single hydraulic system acting on

both wheels of the main landing gear through disk brakes. Activation is via
a lever located on the cabin centre console. Refer to paragraph 7.9. An
intercept valve acts as a parking brake by stopping pressure relief. For
braking to be operational the brake intercept valve must be off, and the
brake lever activated. The arrangement is apparent in the diagram below:

Brake system

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A conventional, differential, foot-controlled braking system may also be

fitted as an option. In such cases each brake calliper is separately actuated
by way of a master hydraulic brake servo fitted to the rudder pedal on the
side of the airplane corresponding to the wheel on which the applicable
calliper is located. The parking brake arrangement works in the same
manner as with the hand actuated system.
7.5 Safety harness

The aircraft has side-by-side seating. Four-point safety belts are provided
for each seat. Seats can be adjusted backwards and forwards for comfort
with forward movement slightly raising the seat height.

IMPORTANT: Ensure that the seat(s) is (are) securely locked into position
after adjustment

NOTE
Prior to each flight, ensure that the seat belts are
firmly secured to the airframe, and that the belts
are not damaged. Adjust the buckle so that it
assumes a central position relative to the body.

7.6 Baggage compartment

The baggage compartment comprises two sections positioned behind the

seats and is designed to carry up to 15 kg (33 lb) in total. The baggage
compartment comprises a narrow, slightly lowered front section and a
higher, larger back section. Subject to the 15kg (33 lb) limitation, luggage
may be loaded into the front or back section. Regardless of the manner in
which baggage is loaded, it is the obligation of the pilot to ensure that the
aircraft CG is within the permissible limits. All baggage must be properly
secured.

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7.7 Canopy

The airplane is equipped with a sliding canopy mechanism. External access

to the cabin is from either side. Latching mechanisms are provided inside
the cabin at the top of the roll-over bar in the centre and outside on the
centre of the canopy.

WARNING
Ensure that the canopy / mechanism is securely latched into position
before operating the aircraft.

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7.8 Pitot and static systems

A pitot tube is located below the left wing. Pressure distribution to the
instruments is through flexible plastic hoses. The tube incorporates a
second inlet for measurement of angle of attack. The static port is located
behind the instrument panel. Keep the pitot head clean to ensure proper
functioning of the system. Ensure that the pitot tube cover is removed prior
to every flight and that it is replaced after every flight.

Please note that this drawing is

representative of a pitot and static
system only and may differ from the
actual installation in the aircraft,
with regard to, for example,
placement of instruments and
actual instruments installed.

Pitot and static system (example)

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7.9 Cockpit layout

The basic cockpit layout is the same for all Sling LSA aircraft,
notwithstanding that instrumentation may differ substantially. All airplanes
contain the minimum instrumentation, but particular airplanes may contain
substantial additional instrumentation. The basic cockpit layout is
configured as in the diagram below.
11

12

Cockpit layout

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1 Instrument panel 7 Throttle

2 Air vent 8 Seat adjustment lever
3 Control stick (PTT on front of stick 9
Fuel selector valve
handle)
Rudder pedals (incorporating
4 Brake actuator (if footbrake not 10
brake if differential footbrakes
fitted)
are fitted)
5 Headset plugin sockets 11 Ballistic parachute operating
lever
6 Park-brake actuator valve 12 Fire extinguisher

Cockpit layout key

If differential footbrakes are fitted the hand operated brake actuator on the
centre console will be absent.

Seats have a slide mechanism with a sideways moving unlocking lever in the
centre front of each seat in order to move the seat for comfort and to
ensure that the rudder pedals can easily be reached by all pilots. Rudder
pedals may also be adjusted through removal of a locking / setting bolt.

Air vents are located on the lower right and left sides of the instrument
panel.

Baggage space is immediately behind the seats. A fire-extinguisher is held

in place against the front retaining wall of the baggage space. An adjustable
red interior cockpit light is positioned behind and between the pilot and
passenger’s heads, on rear fuselage front former structure.

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7.10 Instruments and Avionics

The diagram below represents an instrument panel containing the required

minimum instrumentation, together with typical back-up and additional
instrumentation supplied with the aircraft. The instrument panel in any
particular aircraft may differ from that illustrated in the diagram. It is the
responsibility of the pilot to ensure that s/he is familiar with the
instrumentation in the aircraft, its layout and its operation.

9 10
5
15 22
3 6 11 8
2 17
4 12 14
1 22
13
20
16 21 17 16
18

19

Standard instrument panel (refer to key on next page)

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1 Master switch and starter 13 Cabin heat activator

2 Ignition / “Magneto” switches 14 Cubby hole
Charge warning light (914 UL /
3 15 12 V Power port / socket
912 ULS)
4 Garmin G3X 16 Air vent
5 EFIS accessory warning light 17 Circuit breakers
Blank off / Ballistic recovery
6 Analogue airspeed indicator 18 parachute activator handle (if
fitted)
7 Analogue magnetic compass 19 Fuel selector valve
8 Analogue altimeter 20 Flap selector
9 Garmin GTR 200 Radio 21 Electrical equipment switches
10 PM 1000 Intercom 22 USB charge port
11 Analogue slip indicator 23 Propeller controller
12 Choke (912 ULS / 914 UL)

Instrument panel key

Radio and Transponder

Power to the radio and transponder (if fitted) is provided via the main bus
and activated via a single switch (for both) labelled AVIONICS, located on
the instrument panel. Refer to paragraph 7.17.2.

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EFIS system

Garmin G3X instruments are multifunction “glass cockpit” instruments and

typically incorporate a range of different instruments and functions.
Although only the minimum specified instrumentation is required (see
paragraphs 2.13 and 7.12 of this Pilot Operating Handbook), the full
instrumentation provided by the EFIS will typically include:

• ASI (IAS as well as TAS and ground speed).

• ALT (and typically also height above ground).
• VSI.
• Compass.
• Attitude indicator.
• Turn coordinator.
• G meter (load factor meter).
• Clock, stopwatch and flight time record.
• Comprehensive mapping and navigation software and data, including
GLS (GPS Landing System) capability.
• GPS.
• Autopilot (if servos are fitted).
• Full engine monitoring and management capacity including:
• RPM indicator.
• CHT and EGT indicators.
• Oil temperature and oil pressure indicators.
• Fuel level, fuel flow and fuel pressure indicator.
• Hobbs and flight time recorder.
• Voltmeter.

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The EFIS installed in the aircraft is (can be) powered from two separate
power sources:

• From the main bus, through a circuit breaker and a main selection
switch (labelled EFIS) mounted on the instrument panel. Refer to
paragraph 7.17.2.
• From a battery back-up circuit, via a selection switch (labelled EFIS
BKUP) mounted on the instrument panel. Refer to paragraphs 7.17.2
and 7.17.3.

Operational use of the EFIS and EFIS back-up battery system

Use and set-up of the EFIS features are extensively described in the
documentation supplied with the unit and will not be dealt with in this
handbook. Refer to the supplied EFIS documentation.

Autopilot functionality is incorporated in the EFIS. Refer to paragraph 7.21

for additional information.

The EFIS is operated during flight with the EFIS back-up battery selection
switch on at all times. This will ensure automatic switch-over of the EFIS to
the EFIS back-up battery in the event that power is lost to the main bus.

In the event of a charge system failure:

• Switch the EFIS main switch off. This will allow the EFIS to switch over
to (and be powered from) the EFIS back-up battery supply (provided
that the EFIS battery back-up switch is on and the EFIS back-up battery
contains adequate charge). Leaving the EFIS main switch on will cause
the EFIS to be powered from the main bus, contributing
(unnecessarily) to the discharge of the main battery.

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• Set the EFIS screen brightness to the minimum acceptable for

readability (to reduce current drain on the back-up battery).

WARNING
Users should desist from entering the EFIS setup pages during flight
as changes to the setup may result in incorrect readings and/or
warnings resulting in safety degradation

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7.11 Flap and elevator trim systems

The aircraft is equipped with electric flaps and an electric elevator trim
system. The flap motor is located in the cabin centre console. The two wing
flaps are interconnected via a torque tube, which is driven at a single point
by the flap motor. Bar a failure in the linkage system, this prevents the flaps
from being deployed (driven) to asymmetrical positions. Pilot control of the
flap system is via a four-position rotary knob (electronic controller) located
on the instrument panel. Refer to paragraphs 7.2 and the instrument panel
layout in paragraph 7.10.

The flap controller is powered from the main bus. The flap controller in turn
powers the flap motor, via a circuit breaker located on the instrument panel
(refer to paragraph 7.17.2).

The trim motor is located in the port elevator and drives a trim tab (via a
pushrod system) located on the elevator trailing edge. Pilot control is via
buttons located on the control stick(s). Refer to paragraph 7.2 for button
allocation.

In 912 ULS equipped aircraft the trim system is powered (via a circuit
breaker located on the instrument panel) directly from the charge system
output and / or from the main bus (provided the charge relay is energized /
not failed). Refer to paragraph 7.17.1. In 912 iS equipped aircraft the trim
system is powered from the main bus (refer to the circuit diagrams in the
applicable supplement at the end of this manual).

WARNING
The flap system becomes non-operational with loss of power to the main
bus. The elevator trim remains operational with loss of power to the main
bus, provided that the charge system remains operational.

On 912 iS equipped aircraft, the elevator trim becomes non-operational

with loss of power to the main bus.

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7.12 Minimum instruments and equipment required for flight

The following minimum instrumentation and equipment is required for

day VFR flight:

• Altimeter.
• Airspeed indicator.
• Compass.
• Fuel gauges.
• Oil pressure indicator.
• Oil temperature indicator.
• Cylinder head temperature indicator.
• Outside air temperature indicator.
• Tachometer.
• Chronometer.
• First aid kit (compliant with national legislation).
• Fire extinguisher.

WARNING
Notwithstanding that installed equipment may include GPS and
other advanced flight and navigational aids, such equipment may
not be used as the sole information source for purposes of
navigation or flight, except where specifically permitted by law.
The aircraft instrumentation is not certified and applicable
regulations should be complied with at all times.

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7.13 Engine

The Rotax 912 ULS engine is a 4-stroke, 4-cylinder, horizontally opposed,

spark ignition engine with one central camshaft-push-rod-OHV. The engine
features liquid cooled cylinder heads with air cooled cylinders. It utilizes dry
sump forced lubrication and has a dual contactless capacitor discharge
magneto type ignition system. The engine is fitted with an electric starter,
AC generator (alternator) and mechanical fuel pump. A back-up electrical
fuel pump is fitted. Propeller drive is via reduction gear with integrated
shock absorber. The engine will continue to run after an alternator and / or
battery failure.

See the manufacturer documentation and applicable supplements to this

Pilot Operating Handbook for applicable information should the airplane be
fitted with a Rotax 912 iS engine.

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7.14 Cooling system (912 ULS / 912 iS)

Cylinders are air cooled.

Cylinder heads are liquid cooled via a closed-circuit system with an

expansion tank. A camshaft driven coolant pump circulates coolant from a
radiator through the cylinder heads, then through an expansion bottle and
back to the radiator.

The expansion tank is closed by a pressure cap. At temperature rise of the

coolant an excess pressure valve in the expansion tank opens and coolant
flows (via a hose) at atmospheric pressure to an overflow bottle mounted
on the firewall. When cooling down the coolant in the overflow bottle is
sucked back into the cooling circuit.

Refer to the latest revision / edition of the applicable Rotax engine operator
and maintenance manuals.

Coolant type (912 ULS)

For aircraft fitted with the 912 iS engine refer to the supplement at the end
of this manual.

Either water-free propylene glycol based coolant concentrate or

conventional ethylene glycol based coolant and distilled water mixture (1:1
mix) can be used. Refer to the latest edition / revision of the ROTAX 912 ULS
engine operator manual and the latest revision of Rotax service instruction
SI-912-016.

WARNING
Waterless coolant (propylene glycol based) may not be
mixed with conventional (ethylene glycol/water) coolant
or with additives! Non-observance can lead to damage to
the cooling system and engine.

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Coolant liquid volume

Coolant volume is approximately 2.5 litres (0.66 US gallons).

7.15 Throttle and choke

Engine power is controlled by means of a hand operated throttle lever

situated on the cabin centre console. Refer to paragraph 7.9. Forward
movement of the throttle lever increases engine power output and
backward movement decreases engine power output.

A choke knob (912 ULS equipped aircraft only) is positioned in the left centre
of the instrument panel. Refer to paragraph 7.10. Pulling out the choke knob
activates the choke mechanism.

Both controls (throttle and choke) are mechanically connected via cables to
activators (levers) on the carburettors.

7.16 Carburettor pre-heating/anti-ice

N/A.

7.17 Electrical System

Refer to the applicable supplement at the end of this manual for aircraft
equipped with a 912 iS engine.

Included are wiring diagrams for those parts of the aircraft’s electrical
system which are relevant / can aid the pilot’s understanding of the
aircraft’s systems and their use with respect to the operational procedures
described in this manual. Refer to paragraphs 7.17.1, 7.17.2 and 7.17.3.

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The drawing below provides an overview of the electrical system (912 ULS
equipped aircraft).

For information about the particular engine’s integral electrical system

(alternator, ignition etc.) please refer to the applicable Rotax 912 ULS / 912
iS documents.

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Charge system

For aircraft fitted with the 912 iS engine refer to the applicable supplement
at the end of this manual.

Refer to paragraph 7.17.1. The alternating current (AC) output of the engine
driven internal alternator is routed to a rectifier / regulator where it is
converted (rectified) and regulated, to provide direct current (DC) output
available to the aircraft systems (e.g. to charge the main battery). Charge
system output is approximately 13.5 to 14 V DC (from 1000 ±250 rpm and
higher). When an external alternator is installed, the output is used to
charge the battery through a circuit breaker switch.

The charge system output is connected to the battery / main bus via the
mater switch

Alternator failure indication

For alternator failure indication / indicators on 912 iS equipped aircraft

please refer to the applicable supplement at the end of this manual.

For aircraft equipped with a 912 ULS engine the electrical system also
incorporates an AC generator (alternator) / charge warning light (labelled
CHARGE) located on the upper left side of the instrument panel (refer to
paragraph 7.10). The light should illuminate if there is an AC generator
(alternator) failure. The main bus / system voltage (indication on EFIS) could
show a reduced reading.

Main battery

The 12 V main battery is mounted on the engine side of the firewall.

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Main bus

Refer to the applicable supplement at the end of this manual for aircraft
fitted with a 912 iS engine.

When power to the main bus is unavailable / fails the following equipment
becomes non-operational:

1 Auxiliary (electric) fuel pump (912 ULS).

2 Flaps.
3. Autopilot (i.e. the autopilot servos).
4. Radio.
5. Transponder (if fitted).
6. Cabin light(s).
7. Strobe, navigation and taxi lights.
8. EFIS (unless powered by the EFIS battery back-up circuit)

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With regard to the above:

1. The EFIS and related equipment (GEA 24, GSU 25, etc.) can be
operated via the EFIS back-up battery circuit, provided that the circuit
is switched on and the back-up battery contains adequate charge.

EFIS back-up battery / circuit

The 12 V EFIS back-up battery is mounted on the cabin side of the firewall,
under the instrument panel. The EFIS back-up circuit can be operated
independently from the main bus (i.e. with power to the main bus
unavailable).

Master and starter switch(es)

See the applicable supplement at the end of this manual with regard to the
Master / starter switch(es) on 912 iS equipped aircraft.

The master switch is a toggle switch located on the left side of the
instrument panel. It connects the main bus to the 12 V main battery / charge
system.

The starter switch is a key switch mounted on the left side of the instrument
panel. It activates the starter motor.

Refer to paragraphs 7.10, 7.17.1 and 7.17.2.

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Ignition Switches

Two ignition / magneto switches are located on the left-hand side of the
instrument panel. Refer to paragraph 7.10.

Both ignition / magneto switches should be ON to operate the engine.

NOTE
The engine (912 ULS / 912 iS) ignition system is independent of the
aircraft electrical system (except for starter motor operation) and will
operate even with the master switch and / or any circuit breaker(s) off.
The 912 iS engine requires adequate power supply to at least one
electrical fuel pump to remain operational (to prevent fuel starvation).

Avionics / electrical equipment switches

Refer to paragraph 7.17.2. Lever type switches are switched UP for

activation (i.e. ON). Optional equipment, switches and / or fuses are subject
to change or installed as requested. Refer to the Aircraft Equipment List.

Circuit breakers

Circuit breakers are push-to-reset (i.e. push in) for restoring / supplying
electrical power to their corresponding electrical circuits. Refer to
paragraphs 7.17.1 and 7.17.2. Circuit breakers are located on the
instrument panel. Refer to paragraph 7.10.

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7.17.1 Charge system / start system / electric fuel pump wiring diagram
(912 ULS)

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7.17.2 Switches and circuit breakers wiring diagram (912 ULS)

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7.17.3 EFIS back-up circuit / battery back-up wiring diagram

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7.18 Propeller

The propeller is a Warp Drive, 72-inch, composite, ground adjustable, 3

blade composite propeller or a Whirlwind, 70-inch, composite, ground
adjustable, 3 blade propeller.
NOTE
For technical data refer to documentation
supplied by the propeller manufacturer.

7.19 Fuel system

The airplane has a useable fuel tank located in the inside leading edge of
the starboard wing. The tank is equipped with a vent (underneath wing) and
finger screen (on tank outlet / fuel pick-up). A drain valve is located in the
lowest point of the tank. The tank outlet leads to a fuel selector valve
situated on the central console in the cockpit. Fuel return lines return excess
fuel supplied by the fuel pump to the fuel tank. The system is configured as
in the diagram below.

Volume of the wing tank is 75 litres (19.8 US gal), (73 litres / 19.28 US gal
useable).

WARNING
The fuel lift pipe in the fuel tank is situated adjacent to the lower inside
wall of the tank. The aircraft should at no time be subjected to a
sustained side slip towards a near empty fuel tank which is in use (i.e.
wing with near empty tank down) as, despite the baffling, this may have
the consequence that the fuel runs towards the outer edge of the tank
exposing the fuel lift pipe to suck air, thereby starving the engine of fuel
leading to engine failure. This poses a particular threat when at low
altitude, typically prior to landing.

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A Port (left) fuel tank (blocked off (South G 8mm T-piece

Africa only))

B Starboard (right) fuel tank H 8mm T-piece with jet

C Fuel selector (OFF, ON, OFF) I Fuel flow sensor

D Fuel filter (90° bend) J Port (left) carburettor

E Electrical fuel pump K Fuel pressure sensor

F Mechanical fuel pump L Starboard (right) carburettor

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Fuel system (912 ULS)

7.20 Lubrication system

For aircraft fitted with the 912 iS engine please refer to the supplement at
the end of this manual.

912 ULS

The engine is provided with a dry sump forced lubrication system with a
camshaft driven main pump with an integrated pressure regulator and oil
pressure sensor. The main pump delivers oil from the oil reservoir, through
an oil cooler (radiator) and oil filter to points of lubrication.

Surplus oil emerging from the points of lubrication gathers at the bottom of
the crankcase from where it is forced back to the oil reservoir by piston blow-
by gasses.

Oil temperature is sensed by a sensor located on the oil pump housing.

The lubrication circuit is vented at the oil reservoir. The oil reservoir is
mounted on the firewall.

Refer to the latest revision / edition of the Rotax 912 ULS engine operator
and maintenance manuals.

The lubrication system volume is approximately 3.5 litres (7.4 pints).

Oil type (912 ULS / 912 iS)

Automotive grade API SG (or higher) type oil, preferably synthetic or semi-
synthetic.

Refer to the latest revision of the applicable Rotax engine and operator
manuals and the latest revision of the applicable Rotax service bulletins.
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7.21 Autopilot system

The autopilot system is integrated into / with the EFIS unit.

Please refer to the latest revisions of the Garmin G3X Installation Manual
for detailed instructions on autopilot operation and functionality.

The EFIS / autopilot inputs data from an electronic compass and AHRS, and
controls two servos (one for pitch and one for roll) linked to the aircraft
control system.

Power to the servos is controlled via a switch labelled AUTOPILOT, located

on the instrument panel (refer to paragraph 7.17.2). This switch must be on
for the autopilot / EFIS outputs to have any effect on aircraft attitude.

The autopilot can be engaged in several ways:

• The autopilot engage / disengage button on the control stick(s) (refer

to paragraph 7.2).
• Via the EFIS keypad.

The autopilot can be disengaged in several ways:

• The autopilot engage / disengage button on the control stick(s) (refer

to paragraph 7.2).
• Via the EFIS keypad.
• A servo reports (to the autopilot / EFIS) a slipping clutch or torque
overdrive for 1 second, i.e. the pilot overrides the autopilot via
mechanical force on the control stick.
• Removing power to the autopilot servos (switching off the AUTOPILOT
switch), effectively removing the EFIS / autopilot’s control / actuation
of the servo motors. Refer to paragraph 7.17.2.

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7.22 Position, anti-collision, taxi and landing lights

The aircraft is equipped with a landing light and taxi light in each wing
leading edge. Each pair of landing lights is activated by a switch (labelled
LAND) located on the instrument panel. Likewise, each pair of taxi lights is
activated by a switch (labelled TAXI) located on the instrument panel.

Combination navigation / position lights (red, green and white) and anti-
collision lights (white) are fitted to the wing tips, in the standard
configuration (red left, green right). A combination position / anti-collision
light (white) is fitted on top of the rudder.

The white lights on the wingtips and rudder are dual function lights that can
either be on continuously (position light), flash (anti-collision / strobe light)
or flash at a higher brightness level superimposed on continuous operation
(i.e. combination position and anti-collision / strobe light).

Position and anti-collision light functioning are dependent upon switch

selection:

SWITCH RED AND GREEN WHITE WINGTIP WHITE LIGHT

NAV STROBE WINGTIP LIGHTS LIGHTS ON RUDDER
On (continuous On (continuous
ON OFF Off
illumination) illumination)
OFF ON Off On (flashing) On (flashing)
On (continuous
On (continuous
illumination)
illumination) and
and flashing
flashing (with
On (continuous (with higher
ON ON higher intensity)
illumination) intensity)
superimposed on
superimposed
continuous
on continuous
illumination.
illumination.

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8. AIRPLANE GROUND HANDLING AND SERVICING

8.1 Introduction .............................................................................................. 8-2

8.2 Servicing fuel, oil and coolant ................................................................... 8-2
8.3 Towing and tie-down / mooring instructions............................................ 8-3
8.4 Parking ...................................................................................................... 8-5
8.5 Jacking ...................................................................................................... 8-5
8.6 Road transport .......................................................................................... 8-6
8.7 Cleaning and care ..................................................................................... 8-6
8.8 Assembly and Disassembly ....................................................................... 8-7
8.9 Aircraft inspection / servicing periods ...................................................... 8-7
8.10 Aircraft modifications and repairs.......................................................... 8-8

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8.1 Introduction

This section contains factory-recommended procedures for proper ground

handling and servicing of the aircraft. It also identifies certain inspection and
maintenance requirements, which should be followed at all times. Full details
for servicing and maintenance appear in the aircraft maintenance manual.
This document does not replace the maintenance manual. Reference should
always be made to the maintenance manual.

8.2 Servicing fuel, oil and coolant

Refer to the appropriate chapters in the applicable Rotax engine

maintenance and operator manuals and to the Sling LSA Aircraft
Maintenance Manual

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8.3 Towing and tie-down / mooring instructions

Towing

If you wish to move the aircraft on the ground other than under its own
power, it is best to pull the aircraft forwards or push it backwards by hand
holding one or more propeller blades, close to the spinner. The rear fuselage
may be pushed down directly above a bulkhead or the horizontal stabilizer
may be pushed down close to the root, directly over the front spar at the
point where it attaches to a rib, in order to lift the nose of the aircraft for
maneuvering purposes. It is best to press down on both points at once to
spread the load. It is also acceptable to push the aircraft carefully backwards
by putting pressure on the wing leading edges close to the root, directly on a
nose rib, or on the horizontal stabilizer leading edge next to the root over a
rib.
CAUTION
Avoid excessive pressure on the aircraft airframe - especially at or near control
surfaces. The skins are very thin and minimum pressure should be placed on
them. Maintain all safety precautions, especially in the propeller area.

Tow Bar

The aircraft can be towed by making use of a tow bar that is hooked to the
nose wheel of the aircraft. The aircraft can be steered by rotating the nose
wheel through the tow bar. The nose wheel is fully rotated once the pedal
control stops have been engaged. For installation of the tow bar refer to the
Sling 2 and LSA Maintenance Manual.

WARNING
When steering the aircraft with the tow bar, care should be taken
to not rotate the nose wheel too violently or too far. This could
cause the rudder pedal stops to slip.

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Mooring

The aircraft should be tied down when parked outside a hangar.

Mooring is necessary to protect the aircraft against possible damage
caused by wind and gusts.

For this reason, the aircraft is equipped with mooring eyes located on
the lower surfaces of the wings and (one) under the tail.

Mooring procedure:

1. Verify: Fuel selector shut off, circuit breakers and Master switch
switched off.
2. Verify: Magnetos switched off.
3. Secure the control column(s) (using for example a safety harness).
4. Close air vent.
5. Close and lock canopy.
6. Moor the aircraft to the ground by means of a mooring rope passed
through the mooring eyes located on the lower surfaces of the wings
and below the rear fuselage.

NOTE
In the case of long term parking, especially during winter, it is
recommended to cover the cockpit canopy, or possibly the whole
aircraft, by means of a suitable tarpaulin attached to the airframe.

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8.4 Parking

It is advisable to park the aircraft inside a hangar, or alternatively inside any

other suitable space (garage), with stable temperature, good ventilation,
low humidity and a dust-free environment.

When parking for an extended period, cover the cockpit canopy, and
possibly the whole aircraft, by means of a suitable tarpaulin.
8.5 Jacking

Since the empty weight of the aircraft is relatively low, two persons are
usually able to lift the aircraft.

It is possible to lift the aircraft in the following manner:

• By pushing the fuselage rear section down above a bulkhead, the

fuselage front section may be raised and then supported under the
firewall. The same effect can be achieved by pressing down on the
horizontal stabilizer as described under Towing.
• By lifting the rear fuselage under a bulkhead, the rear fuselage may
be raised and then supported under that bulkhead. The support
should comprise a large, flat surface area to avoid damage to the
under-fuselage skin. The wings should also be gently supported to
prevent the aircraft from rolling.
• To lift a wing, push from underneath the wing only at the main spar
area and again using a support that has a large surface area. Do not
lift up a wing by handling the wing tip.
• A single wheel can be lifted by jacking carefully under the end of the
wheel strut.

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8.6 Road transport

The aircraft may be transported after loading on a suitable trailer. It is

necessary to remove the wings before road transport. The aircraft and
dismantled wings should be attached securely to protect against possible
damage.

8.7 Cleaning and care

Use efficient cleaning detergents to clean the aircraft surface. Oil spots on
the aircraft surface (except for the canopy!) may be cleaned with petrol /
gasoline.

The canopy may only be cleaned by washing it with a sufficient quantity of

lukewarm water and an adequate quantity of detergents. Use either a soft,
clean cloth sponge or deerskin. Then use suitable polishers to clean the
canopy.

Upholstery and covers may be removed from the cockpit, brushed and
washed in lukewarm water with an adequate quantity of detergents. Dry
the upholstery thoroughly before insertion into the cockpit.

CAUTION
Never clean the canopy under dry conditions and never use
petrol or chemical solvents.

CAUTION
In the case of long term parking, cover the canopy to protect
the cockpit interior from direct sunlight.

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8.8 Assembly and Disassembly

Refer to the aircraft maintenance manual and the aircraft construction

manual for assembly and disassembly instructions.

8.9 Aircraft inspection / servicing periods

Periods of checks and contingent maintenance depend upon operating

conditions and overall condition of the aircraft.

Inspections and servicing should be carried out according to (at least) the
following periods:

After the first 25 flight hours,

thereafter after every 100 flight hours or annually, whichever is
soonest, and as stipulated in the latest revision
of the applicable engine manufacturer and
propeller manufacturer documentation.

Refer to the engine operator’s manual for engine maintenance.

Maintain the propeller according to the manual supplied with the unit.

Comprehensive aircraft maintenance procedures are set out in the aircraft

maintenance manual.

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8.10 Aircraft modifications and repairs

It is recommended that you contact the aircraft manufacturer prior to

making any modifications to the aircraft, to ensure that the airworthiness
of the aircraft is not affected. Always use only original spare parts produced
by the aircraft (or engine/propeller) manufacturer, as the case may be.

If the aircraft weight is affected by a modification, a new mass and balance

calculation is necessary. This should be completed comprehensively, and
new data / figures should be recorded in all relevant documentation.

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9. SUPPLEMENTARY INFORMATION

This section contains the appropriate supplements necessary to safely and

efficiently operate the aircraft when equipped with various optional systems
and equipment not provided with the standard airplane.

List of inserted supplements

Date Suppl. No. Title of inserted supplement

Airplanes fitted with a Magnum 601 Ballistic
04/06/12 02/2010
Parachute recovery system
19/10/12 04/2012 Airplanes fitted with a Rotax 912 iS engine

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SUPPLEMENT 02/2010 – AIRPLANES FITTED WITH A MAGNUM 601

BALLISTIC PARACHUTE

This supplement must be contained in the Pilot Operating Handbook during

operation of the airplane.

Information contained in this Supplement adds to or replaces information

from the standards Pilot Operating Handbook in regard only to the specific
sections addressed herein. Limitations, procedures and information not
addressed in this Supplement remain as set out in the Pilots Operating
Handbook.

This Supplement provides information necessary for the operation of an

aircraft fitted with a Magnum 601 ballistic parachute.

1. The Sling LSA is designed specifically for convenient fitment of a

Magnum 601 ballistic parachute recovery system. The system is
designed to enable the pilot or passenger to deploy the parachute in
case of emergency in such a manner that the aircraft structure is
carried under the parachute to the ground, on the basis that the
occupants will not be injured, and the aircraft structure suffers
minimum damage.

2. Use of a ballistic parachute system involves inherent risks and the

system should be properly understood by the pilot prior to use.

BALLISTIC PARACHUTE OPERATIONAL PARAMETERS

PARAMETER
Limit speed 320 km.h-1 / 198.84 mph / 172.77 kt.
Deployment time (limit speed) 3 s.
Maximum supported mass 759 kg / 1673.31 lb.
Descend rate (maximum mass) 7 m.s-1.

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BALLISTIC PARACHUTE DEPLOYMENT

• Observe ballistic parachute operational parameters.

• Throttle - close.
• Magneto / ignition switches - off.
• Fuel pump(s) - off.
• Fuel selector – off.
• Deploy the parachute by pulling the T-shaped activation handle
(situated in the centre front) positively.
• Master and avionics switch - as dictated by radio communication
requirements - off before impact with ground.
• Other electrical equipment switches - off.

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SUPPLEMENT 04/2012 – AIRPLANES FITTED WITH A ROTAX 912 iS ENGINE

This supplement must be contained in the Pilot Operating Handbook during

operation of the airplane.

Information contained in this Supplement adds to or replaces information

from the standard Pilot Operating Handbook in regard only to the specific
sections addressed herein. Limitations, procedures and information not
addressed in this Supplement remain as set out in the Pilots Operating
Handbook.

This Supplement provides information relating to the operation of an aircraft

fitted with a Rotax 912 iS engine.

The Rotax 912 iS comprises a fuel injected and electronically controlled

variant of the Rotax 912 ULS engine. It has the same power rating as the
Rotax 912 ULS engine and airplane performance with the two engines is
accordingly materially similar, save for fuel economy which, particularly in
the cruise, may be materially better in the case of the 912 iS engine.

Notwithstanding this, however, there are minor differences between the

engines at starting and shutdown and in the case of certain engine related
emergency procedures. The instructions in this supplement are the minimum
required for the pilot to competently operate the 912 iS engine during
normal flight conditions. It is the responsibility of the pilot to fully familiarize
himself with the engine Operators Manual supplied by Rotax GmbH, a copy
of which is supplied with each aircraft.

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ROTAX 912 iS ENGINE OPERATING AND SPEED LIMITS

Always refer to latest edition / revision of the Rotax 912 iS operator’s manual
for latest information regarding operating limitations.

ENGINE START AND OPERATION TEMPERATURE LIMITS

Maxim (in flight) 60 °C (140 °F) (manifold temperature)
Maximum (at start) 50 °C (122 °F) (ambient temperature)
Minimum (at start) -20 °C ( -4 °F) (oil temperature)

ENGINE LOAD FACTOR (ACCELERATION) LIMITS

Maximum 5 seconds at maximum -0.5 g.

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Engine Model: ROTAX 912 iS

Engine Manufacturer: Bombardier-Rotax GMBH
73.5 kW (98.6 hp) at 5800 rpm
Max take-off
(maximum 5 minutes)
Max continuous 69 kW (92.5 hp) at 5500 rpm
Power

Cruise 53 kW (71 hp) at 4800 rpm

Max take-off 5800 rpm, maximum 5 minutes
Max continuous 5500 rpm
Engine
Cruise 4 600 rpm to 5 400 rpm
Idle 1 400 (minimum)

EGT Maximum 950 °C

Minimum N/A

Cylinder head
Maximum 150 °C (302 °F)
temperature
Normal 75 to 110°C (167 to 230 °F)

Minimum 50 °C (122 °F)

Maximum 130 °C (266 °F)
Oil temperature
Normal 90 to 110 °C (194 to 230 °F)

Minimum 0.8 bar (12 psi) – below 3500 rpm

7 bar (102 psi) – permissible for a short period on cold engine
Oil pressure Maximum
start
Normal 2 to 5 bar (29 to 73 psi) – above 3500 rpm

Coolant
Maximum 120 °C (248 °F)
temperature

Minimum 2.8 bar (42 psi)

Fuel pressure

Maximum 3.2 bar (45 psi)

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FUEL (912 iS)

Minimum RON 95 / Minimum AKI 91
DIN EN 228 Super, DIN EN
MOGAS
Grade 228 Super Plus.

AVGAS Leaded AVGAS 100LL ASTM D910.

NOTE: AVGAS 100LL places greater stress on the valve seats due to its lead
content and forms increased deposits in the combustion chamber and lead
sediments in the oil system. Thus, it should only be used in case of
problems with vapour lock and when other types of gasoline are
unavailable

ENGINE OIL (912 iS)

Grade Automotive grade API SG (or higher) type oil,

preferably synthetic or semi-synthetic. When
operating on unleaded fuels or MOGAS fully synthetic
oil is recommended.

COOLANT 912 iS ENGINE

WATER FREE
1:1 Ethylene glycol based coolant COOLANT NOT
Grade / type
and distilled water mixture. PERMITTED FOR
USE WITH 912 iS

Refer to the latest revision of the Rotax 912 iS operator / maintenance

manuals and to the latest revision of Rotax service instruction SI-912i-001
with regard to selection of operating fluids.

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ROTAX 912 iS FUEL SYSTEM

A Port (left) fuel tank (Blocked off) G 8mm T-piece

B Starboard (right) fuel tank H 8mm T-piece with jet

C Fuel selector (OFF, ON, OFF) I Fuel pressure sensor

D Fuel filter (90° bend) J Fuel filter

E Gascolator K Bypass pressure valve

F Rotax fuel pump L 912 iS Engine

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Fuel feed is through two electric pumps. Each pump has a parallel installed
check valve (NRV).
A fuel pressure sensor is connected to the fuel supply line. Fuel pressure is
displayed on the EFIS.
Fuel return lines return excess fuel supplied by the fuel pump(s) to the fuel
tank in use.

Main and auxiliary fuel pumps

The main and auxiliary fuel pumps are powered via the EMS / ECU. As long
as power is available to the EMS / ECU (via Alternator A, Alternator B (in
event of Alternator A failure) or via the main battery (the EMS battery back-
up switch is on)) any one, or both of the fuel pumps can be selected /
operational, irrespective of the master switch status.

SUPPLEMENTARY INFORMATION – OPERATIONAL USE OF THE FUEL SYSTEM

WARNING
At least one fuel pump must be operational at all times during flight for the
engine to be operational! With no pump operational engine stoppage will
occur due to fuel starvation.

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ELECTRICAL SYSTEM

The engine is equipped with two 3-phase ac generators (alternators). One

alternator (Alternator A) supplies power to the EMS/ ECU and the other
(Alternator B) is available to the aircraft systems / to charge the battery. The
output of the charge system is connected to the main bus via a circuit breaker
(labelled FUSEBOX) located on the instrument panel.

The main battery is connected to the main bus (and thus the charge system) via
the Master switch. The back-up battery supply to the EMS/ECU is sourced directly
from the battery and routed to the EMS/ECU via an activation switch (labelled
ECU BKUP) located on the instrument panel.

Until the engine reaches idling speed the EMS / ECU requires a 12 V supply from
the aircraft system (i.e. the main battery). When Alternator A fails the EMS / ECU
is automatically switched over to Alternator B. Note that in this event Alternator
B output is not (or only partially) available to the aircraft systems and that no (or
reduced) main battery charging can occur. Subsequent failure of Alternator B will
result in engine stoppage. In that event power (EMS / ECU back-up voltage) can
be supplied to the EMS / ECU system via the aircraft system (main battery)
voltage (i.e. EMS / ECU battery back-up switch is switched on) and the engine
restarted.

The engine can run (provided EMS / ECU back-up switch in on) after an Alternator
A and Alternator B failure (i.e. both failed), until the battery voltage is low
(approximately 30 minutes if all ancillary equipment is switched off and provided
that the battery is fully charged at time of (the last remaining) alternator failure).
The engine will cease running due to fuel starvation (due to the
ECU/EMS/electrical pump(s) stopping) when the battery is depleted.

CAUTION
The EMS / ECU battery back-up switch should not be in the ON position
during flight, except when both Alternator A and Alternator B have failed.

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SUPPLEMENTARY INFORMATION – ELECTRICAL EQUIPMENT SELECTION /

CONTROL SWITCHES

SWITCH /
FUNCTION POSITION
LABEL
MASTER / Power disconnected from main bus OFF
STARTER KEY Main bus connected to power ON
SWITCH Engage starter motor START
Switch power (from main bus) to EFIS
EFIS
system on / off.
Connects EFIS system to EFIS back-up
EFIS BKUP
battery supply.
MAIN PUMP Switch main fuel pump on / off.
AUX PUMP Switch auxiliary fuel pump on / off.
LAND Switch landing lights on / off.
TAXI Switch taxi lights on / off.
NAV Select position (navigation) lights. UP (ON)
STROBE Select anti-collision (strobe) lights. DOWN (OFF)
Switch power to radio and transponder (if
AVIONICS
fitted) on / off.
Connects the EMS / ECU to the main battery
ECU BKUP
(to provide back-up power).
AUTOPILOT Switch power to autopilot servos on / off.
MASTER Switch power to main bus on / off.
LANE A Select Lane A magneto / ignition source.
LANE B Select Lane B magneto / ignition source.

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SUPPLEMENTARY INFORMATION – ELECTRICAL SYSTEM OVERVIEW

The drawing below provides an overview of the electrical system (912 iS

equipped aircraft).

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SUPPLEMENTARY INFORMATION – MASTER AND STARTER SWITCH(ES)

The Master switch in 912 iS equipped aircraft provides the following functionality:

• Connects / disconnects the main battery to the main bus.

The Ignition switch in 912 iS equipped aircraft provides the following

functionality:

• Activates the starter

Note that in the case of 912 iS powered aircraft the charge system output is
directly connected to the main battery which connects to the main bus (via a
master switch.

This implies that, with the Ignition switch turned off:

• The main bus remains powered, provided that the charge system is
operational. In the case where Alternator B is used to power the EMS / ECU
(i.e. Alternator A failed), power may not be available the main bus, or reduced
power may be available. Also see SUPPLEMENTARY INFORMATION –
ALTERNATOR FAILURE and SUPPLEMENTARY INFORMATION – MAIN BUS
POWER FAILURE in this supplement.

• The battery is disconnected from the main bus and charge system output.

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START SYSTEM / ELECTRIC FUEL PUMPS WIRING DIAGRAM (912 iS)

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SWITCHES AND CIRCUIT BREAKERS WIRING DIAGRAM (912 iS)

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ROTAX 912 iS LUBRICATION SYSTEM

The engine is provided with a dry sump forced lubrication system with a camshaft
driven pump with an integrated pressure regulator. The pump delivers oil from
the oil reservoir, through an oil cooler (radiator) and oil filter to points of
lubrication.

Surplus oil emerging from the points of lubrication gathers at the bottom of the
crankcase from where it is forced back to the oil reservoir by piston blow-by
gasses.

Oil temperature is sensed by a sensor located on the crankcase.

The lubrication circuit is vented at the oil reservoir. The oil reservoir is mounted
on the firewall.

Refer to the latest revision / edition of the Rotax 912 iS engine operator and
maintenance manuals.

The lubrication system volume is approximately 3.5 litres (7.4 pints).

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SUPPLEMENTARY INFORMATION – FUEL CONSUMPTION

Take off performance (5 800 RPM) 26.1 l/hr (6.9 US gal/hr).

Max continuous power (5 500 RPM) 23.6 l/hr (6.2 US gal/hr).
75% continuous power (cruise) 16.5 l/hr (4.35 US gal/hr).

Refer to the fuel consumption graphs and tables in the latest edition /
revision of the Rotax 912 iS operator manual for up to date information.

SUPPLEMENTARY INFORMATION – ALTERNATOR FAILURE

ALTERNATOR A FAILURE (ALTERNATOR B OPERATIONAL)

When Alternator A fails (with Alternator B still operative) the EMS/ECU is

automatically switched over to Alternator B. Note that in this event
Alternator B output is not (or only partially) available to the aircraft systems
/ to charge the main battery. Procedure as in paragraph 3.7.4.

Alternator A failure is evidenced by the steady illumination of the Lane A

(red) warning light. The main bus / system voltage (indication on EFIS) could
show a reduced reading.

WARNING
The engine will continue to run after an Alternator A failure (with
Alternator B still operative), as the EMS /ECU is then powered by
Alternator B. However, since no charging of the battery occurs in this
circumstance all non-critical electrical equipment should be switched
off to conserve battery charge (as the battery would be needed to
supply power to the EMS/ECU/fuel pumps if Alternator B subsequently
fails).

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ALTERNATOR B FAILURE (ALTERNATOR A OPERATIONAL)

When Alternator B (with Alternator A still operative) fails no main battery

charging can occur. In this case the EMS / ECU remains powered via
Alternator A. Procedure as in paragraph 3.7.4.

Alternator B failure could be indicated by a drop in the main bus voltage

(displayed on EFIS).

WARNING
The engine will continue to run after an Alternator B failure (with
Alternator A still operative), as the EMS /ECU is still powered by
Alternator A. However, since no charging of the battery occurs in this
circumstance all non-critical electrical equipment should be switched
off to conserve battery charge (as the battery would be needed to
supply power to the EMS/ECU/fuel pumps if Alternator A subsequently
fails).

ALTERNATOR A AND ALTERNATOR B FAILURE

This will result in engine stoppage (since no power is available to the EMS/
ECU). In this case the EMS / ECU must be powered from the main battery (by
switching on the EMS / ECU battery back-up switch). Procedure as in
paragraph 3.7.4.

WARNING
The engine can run (with the EMS / ECU powered from the main
battery) after an Alternator A and B failure, until the battery voltage is
low (approximately 30 minutes, if all ancillary equipment is switched off
and provided that the battery is fully charged at the time of (the last
remaining) alternator failure). The engine will cease running due to fuel
starvation (due to electrical pump(s)/EMS/ECU stopping) when the
battery is depleted.
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SUPPLEMENTARY INFORMATION – MAIN BUS

When power to the main bus is unavailable / fails the following equipment,
in addition to those listed (and applicable) in paragraph 7.17 under Main bus,
becomes non-operational:

1. Elevator trim.

SUPPLEMENTARY INFORMATION - ENGINE START

1. Master switch - on.

2. EFIS back-up battery - on, verify EFIS on and
back-up battery voltage.
3. Magneto / ignition switches (Lane A and B) - on (both).
4. ECU battery back-up switch - on.

Once power (EMS / ECU battery back-up is switched on) is supplied the Lane
A and Lane B warning lights should illuminate for approximately 5 seconds
and then extinguish. If either or both lights flash or fails to illuminate it is
indicative of a deficiency.

WARNING
Do not take the engine into
operation before having rectified
the cause of the deficiency.

5. Fuel selector - select emptiest tank (if not empty).

6. Throttle - set to idle position.
7. Fuel pumps (both) - on.

8. Propeller area - clear of people and obstructions.

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9. Starter - activate (for maximum 10 seconds).

Immediately after start-up:

10. Throttle - adjust for smooth running

(approximately 2000 rpm).
11. Oil pressure - increase within 10 seconds.
12. Warm up engine at 2000 rpm for one minute.
13. Increase engine rpm (approximately 3000 rpm) until Alternator B
indicates 13.8 to 14. 4 V.
14. Reduce engine rpm to 2500 rpm and continue warm up until oil
temperature is 50 °C (122 °F).
15. ECU battery back-up switch - off.

At an engine start with low oil temperature continue to watch the oil
pressure as it could drop again due to the increased resistance in the suction
line.

Verify all engine instrument readings.

CAUTION
The starter should be activated for a maximum of 10 seconds, followed by a
(at least) 2 minute pause to allow the starter to cool.

Verify the oil pressure, which should increase within 10 seconds. Increase of
engine rpm is only permitted if oil pressure is steady above 3 bar (44 psi).

To avoid shock loading, start the engine with the throttle lever set for idling
or 5% open at maximum, then wait 3 seconds to reach constant engine speed
before accelerating the engine.

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SUPPLEMENTARY INFORMATION – BEFORE TAKE OFF

Check the Lane A and Lane B ignition circuits at 4 000 rpm.

No rpm drop should occur when Lane B is switched off. An rpm drop of less
than 180 rpm is permissible when Lane A is switched off.

Please read the applicable Rotax Operators Manual for further information
in relation to the use of the engine.

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