|
4-1
SECTION 4
NORMAL PROCEDURES
TABLE OF CONTENTS
Page
Introduction........................................... |
4-4 |
Airspeeds For |
4-4 |
OPERATIONAL CHECKLISTS................................. |
4-5 |
Preflight Inspection................................... |
4-5 |
Before Starting the Powerplant......................... |
4-10 |
Starting the Powerplant................................ |
4-10 |
Cold Start.......................................... |
4-10 |
Hot Start........................................... |
4-10 |
Before Takeoff......................................... |
4-10 |
Takeoff................................................ |
4-11 |
Normal Takeoff...................................... |
4-11 |
Short Field Takeoff................................. |
4-11 |
Soft Field Takeoff.................................. |
4-11 |
Crosswind Takeoff................................... |
4-11 |
Enroute Climb.......................................... |
4-11 |
Normal Climb........................................ |
4-12 |
Maximum Performance Climb........................... |
4-12 |
Cruise................................................. |
4-12 |
Descent................................................ |
4-12 |
Before Landing......................................... |
4-12 |
Landing................................................ |
4-12 |
Normal Landing...................................... |
4-12 |
Short Field Landing................................. |
4-13 |
Soft Field Landing.................................. |
4-13 |
Crosswind Landing................................... |
4-13 |
Balked Landing (Go-Around or Missed Approach)....... |
4-13 |
After Landing.......................................... |
4-13 |
Securing the Aircraft.................................. |
4-13 |
4-3
SECTION 4
NORMAL PROCEDURES
TABLE OF CONTENTS (cont'd.)
Page
AMPLIFIED PROCEDURES................................... |
4-14 |
Preflight Inspection................................... |
4-14 |
Airframe Structural Inspection......................... |
4-14 |
Covering Material...................................... |
4-16 |
Control Systems........................................ |
4-16 |
Powerplant and Propulsion System....................... |
4-17 |
Elevator Trim System................................... |
4-18 |
Starting the Powerplant................................ |
4-19 |
Taxiing (Ground Handling).............................. |
4-19 |
Before Takeoff......................................... |
4-20 |
Takeoff................................................ |
4-21 |
Flap Settings.......................................... |
4-21 |
Soft Field Takeoff..................................... |
4-22 |
Crosswind Takeoff...................................... |
4-22 |
Aborted Takeoff........................................ |
4-22 |
Enroute Climb.......................................... |
4-23 |
Cruise................................................. |
4-23 |
Stalls................................................. |
4-23 |
Landing................................................ |
4-24 |
Normal Landing...................................... |
4-24 |
Short Field Landing................................. |
4-24 |
Soft Field Landing.................................. |
4-24 |
Crosswind Landing................................... |
4-25 |
Balked Landing (Go-Around or Missed Approach)....... |
4-25 |
Noise Abatement........................................ |
4-25 |
Securing the Aircraft.................................. |
4-26 |
INTRODUCTION
SECTION 4 provides checklists and amplified (detailed) procedures for the conduct of normal operations. A thorough understanding of this section is necessary in order to translate this information into correct operating practices and good flying habits. Refer to this section initially, to properly transition into the Quicksilver GT 500 aircraft, and on a continuing basis to ensure that you have not unknowingly fallen into bad flying habits.
AIRSPEEDS FOR
The following airspeeds are based on operations at a Maximum Gross Weight of 1000 lbs (454 kgs).
Takeoff:
Normal Liftoff, Flaps UP (0-10 degrees).. 48 MPH (42 kts)
Normal Climbout (above 100 ft AGL)....... 51 MPH (44 kts)
Normal Climbout (below 100 ft AGL)....... 59 MPH (51 kts)
Short Field Takeoff, Liftoff,
Flaps 20 degrees............ 39 MPH (34 kts)
Enroute Climb, Flaps UP:
Normal..................................... 55 MPH (48 kts)
Best Rate of Climb, Sea Level.............. 51 MPH (44 kts)
Beat Angle of Climb, Sea Level
(Flaps 10 degrees)............. 45 MPH (39 kts)
Landing Approach:
Normal Approach, Flaps UP................. 59 MPH (51 kts)
Flaps FULL (30 degrees).......... 51 MPH (44 kts)
Short Field Approach,
Flaps FULL (30 degrees)..... 48 MPH (42 kts)
Balked Landing (Missed Approach):
Maximum Power, Flaps 0-20 degrees......... 51 MPH (44 kts)
Maximum Recommended Rough Air Penetration Speed:
1000 lbs (454 kg)......................... 90 MPH (78 kts)
Maximum Demonstrated Crosswind Velocity:
Takeoff................................... 15 MPH (13 kts)
Landing.................................. 12 MPH (10 kts)
DOGS 907-01 REV. A DATE 07/01/92
(WARNING'
OPERATIONAL CHECKLISTS
PREFLIGHT INSPECTION
Attachment hardware includes all fasteners, such as: bolts, nuts, clevis pins, cotter pins, etc. All nuts attached to bolts must have a MINIMUM of TWO bolt threads exposed thru the nut. All locknuts must be replaced if loosened and retightened more than twice. All hardware and corresponding attachments and safety devices, MUST be thoroughly inspected during each preflight. The attachment hardware must be removed from the aircraft and inspected at periodic intervals, as prescribed in the maintenance section. (Refer to SECTION a of this manual).
Checking the INTEGRITY of a tube means to inspect for bends, dents, scratches, cracks, etc. Checking the "integrity" of a cable means to inspect the cable for broken wire strands, kinks, abrasion, proper tension, etc. Inspect the cable ends for secure swages, twisted or jammed thimbles, and bolts and/or fasteners for security.
SECURITY means all attachment hardware is free from bends, scratches, cracks, etc. and is attached in a manner that would make it impossible for the attachments to come apart in flight.
Visually inspect the aircraft for its general condition during the walk around. In addition to the items listed on the preflight checklist, look for signs of visible moisture or ice if applicable. The presence of moisture on the aircraft will adversely affect its performance. In all cases, remove the moisture BEFORE beginning any flight operations. Always exercise due care and good judgement. Flight should only be attempted in acceptable and safe weather conditions and when you and your vehicle are in an airworthy condition.
The wing covering must be removed and a complete wing inspection performed if one of the following conditions exist.
1. Hard landing.
2. Ground loop in which a wing makes contact with the ground.
3. Any flight or ground operation in which a wing, strut, or cable receives a strong blow.
4. Anytime it is suspected that the aircraft was over stressed in flight, on the ground, during storage or in transport.
5. At periodic intervals, as prescribed in the Airframe and Powerplant Maintenance Schedules. (Refer to SECTION 8 of this manual).
DOC/ 907-01 REV. A DATE 07/01/92
4-6
PREFLIGHT INSPECTION SEQUENCE CHECKLIST
Figure 4-1: Preflight Inspection Sequence.
(1) Ensure the ignition is 'OFF°1
(2) Inspect the pilot seat and attachment hardware for integrity and security.
(3) Place the helmet bag (if applicable) on the pilots seat.
(4) Adjust the pilot seat for position.
(5) Inspect the seat tracks. Ensure the seat track locking pins are locked.
(6) Check both seat belts for security. The rear seat belt must be secured even if not occupied.
PREFLIGHT INSPECTION SEQUENCE CHECKLIST (cont'd.)
(7) Flap Selector - Full Down.
(8) Remove the wing gap cover. Inspect the wing spar channels and attachment hardware.
(9) Inspect the forward section of the root tube, including the forward downtubes and attachment hardware.
(10) Inspect the control wheel, control wheel support tube, aileron push/pull control cable and attachment hardware.
(11) Check BOTH control wheels (yokes) for proper movement (forward, aft, right, left) for free travel in all directions. Ensure all flight control surfaces move in the correct corresponding directions.
(12) Inspect the elevator push/pull tubes and pivot bolts.
(13) Inspect the forward fuselage tube.
(14) Inspect the rudder pedals, cables, bellcranks, pushrods, brake pedal, or brake lever and attachment hardware.
(15) Move the rudder pedals and ensure that the rudder moves in the corresponding direction.
(16) Inspect the nose gear assembly: nose struts, axle, wheel, tire, steering springs, brake plate (if applicable), and attachment hardware.
(17) Inspect the pilot fairing for security. Inspect the pitot tube. Ensure it is clear and correctly aligned.
(18) Run your hand along the right leading edge wing spar checking for dente, bends, and kinks in the spar. Inspect exterior wing leading edge attachment points.
(19) Inspect the right wing tip. Sight down the leading edge wing spar to ensure it is straight.
(20) Move under the right wing. Unzip the wing inspection ports. At each port, thoroughly inspect the interior of the wing. Inspect each compression strut and diagonal strut for security and integrity. Visually and physically inspect the junction of each strut at the leading and trailing edge spar. Inspect the aileron bellcrank, pushrods, cables, clevis pins, cotter pins, and all related hardware. Inspect the struts attached to the leading edge wing spar for security.
DOC/ 907-01 REV. A DATE 07/01/92
DOC* 907-01 REV. A DATE 07/01/92
PREFLIGHT INSPECTION SEQUENCE CHECKLIST (cont'd.)
(21) Close the right wing inspection ports and stow the zipper handles.
(22) Inspect the wing cover tension buckles at the right wing root. Ensure they are properly tensioned and locked.
(23) Inspect the root tube bellcrank, aileron push/pull control cable integrity, aileron cables, clevis pins, cotter pins, and all related hardware.
(24) Inspect the center section of the root tube.
(25) Inspect the right main landing gear assembly including the landing gear carry-thru, lift struts, landing gear leg, wheel, tire, and attachment hardware.
(26) Return to the right wing tip and sight down the trailing edge to ensure that the trailing edge spar is straight.
(27) Run your hand along the right trailing edge wing spar and check its integrity. Inspect the exterior wing trailing edge attachment points, cotter pin security and related hardware.
(28) Inspect the right aileron, hinges, horn, pushrod and related hardware for integrity.
(29) Inspect the right flap, hinges, tension rods, related hardware and safety devices.
(30) Inspect the trailing edge wing spar channels and attachment hardware for integrity and security.
(31) Inspect the aft downtubes for integrity.
(32) Inspect the aft section of the root tube.
(33) Inspect the engine, mounts, gear reduction drive, propeller, exhaust system, fuel lines and connections, Electrical system, throttle and choke cables, pull starter rope and pulleys, all attachment hardware and safety devices.
(34) Inspect the tail boom for integrity.
(35) Inspect the horizontal stabilizer angle of incidence setting and attachment hardware.
(36) Inspect the forward portion of the rudder and its hinges.
4-9
PREFLIGHT INSPECTION SEQUENCE CHECKLIST (cont'd.)
(37) Inspect the right horizontal stabilizer, support struts, and attachment hardware.
(38) Inspect the elevator, hinges, stops, balance springs, and attachment hardware.
(39) Inspect the elevator bellcrank, push/pull tube and attachment hardware inside the tail boom tube.
(40) Inspect the rudder cables, rudder horn, hinges and attachment hardware. Inspect the elevator trim system pushrods and bellcranks top and bottom (unzip the zipper on the lower left aide of the vertical stabilizer cover).
(41) Inspect the LEFT side of the aircraft using the same checklist in mirror image.
(42) Inspect the fuel tank, restraint strap assembly, filter, and all fuel lines and related hardware. Check for contamination and correct fuel quantity.
(43) Inspect the AFT end of the forward fuselage tube.
(44) Inspect the elevator push/pull tubes and roller guides.
(45) Inspect the rudder cable guides, pulleys, and attachment hardware.
146) Inspect the root tube, all downtubes, side struts, flap tension rods, and attachment hardware.
(47) Close all zippers at inspection ports.
(48) Close and secure the wing gap cover.
4-10
BEFORE STARTING THE POWERPLANT
(1) Preflight Inspection - COMPLETE
(2) Seat, Pilot Restaint System - ADJUST and LOCK
(3) Check Throttle Cable - CLEAR of Seat Belt
(4) Aircraft Recovery System - SECURED and OPERATIONAL
STARTING THE POWERPLANT Cold Start:
(1) Propeller Area - CLEAR
(2) Fuel System - ON
(3) Throttle - CLOSED
(4) Choke - ON
(5) Ignition - ON
(6) Brake - APPLY
(7) Starter Handle - PULL
Hot Start:
(1) Propeller Area - CLEAR
(2) Throttle - OPEN 1/4" (6.3 mm) to 1/2" (12.7 mm)
(3) Choke - OFF
(4) Ignition - ON
(5) Brake - APPLY
(6) Starter Handle - PULL
NOTE: When the engine starts, retard the throttle to IDLE. BEFORE TAKEOFF
(1) Flight Controls - FREE and PROPER ACTIVATION
NOTE: THIS PROCEDURE IS MANDATORY BEFORE ANY AND ALL TAKEOFFS!
(2)
(3) Engine Coolant Temperature - 140 DEGREES F (60 C)(Min.)
(4) Propeller Area - CLEAR
(5) Brake - APPLY
(6) Throttle - FULL OPEN (briefly), then CLOSED
(Observe correct operation of TACH) Check Right and Left Ignition system at 3000 RPM If more than 300 rpm drop per side DO NOT FLY!
(7) Flaps - CHECK (each setting), then SET (as required)
(8) Taxi - SLOWLY with control wheel BACK
(9) Set trim for takeoff - (middle position for center of gravity approximately in middle of aircraft). During climb, cruise, and descent adjust trim to desired speed.
4-11
Normal Takeoff
(1) Flight Controls - FREE and PROPER ACTIVATION
(2) Flaps - 0 - 20 Degrees
(3) Throttle - FULL
(4) Elevator Control - LIFT NOSE WHEEL at 35 MPH (30 kts)
(5) Initial Climb Speed - 51 MPH (44 kts)
(Flaps - 20 degrees)
- 51 MPH (44 kts) (Flaps UP)
Short Field Takeoff
(1) Flight Controls - FREE and PROPER ACTIVATION
(2) Flaps - 20 Degrees
(3) Brake - APPLY
(4) Throttle - FULL
(5) Brake - RELEASE
(6) Elevator Control - MAINTAIN SLIGHTLY TAIL LOW ATTITUDE
(7) Climb Speed - 44 MPH (38 kts)
until all obstacles are cleared
(8) Flaps - RETRACT slowly after reaching 51 MPH (44 kts) and 100 feet AGL
Soft Field Takeoff
(1) Flight Controls - FREE and PROPER ACTIVATION
(2) Flaps - 20 DEGREES
(3) Brake - APPLY
(4) Throttle - FULL
(5) Brake - RELEASE
(6) Elevator Control - FULL AFT (BACK)
Upon breaking ground, immediately lower the nose to pick up speed as required to obtain proper airspeed.
Crosswind Takeoff
(1) Flight Controls - FREE and PROPER ACTIVATION
(2) Flaps - MINIMUM required for field length.
(3) Aileron Control - Apply in direction of the crosswind as required.
(4) Throttle - FULL
(5) Elevator Control - AFT (BACK). Pull off more abruptly than normal to prevent possible settling back on the runway while drifting. When clear of the ground, turn into wind as necessary to correct for drift.
DOC/ 907-01 REV. A DATE 07/01/92
ENROUTE CLIMB
(1) Airspeed - 51-55 MPH (44-47) kts
(2) Throttle - 6000 RPM
(3) Flaps - 0-10 Degrees
Maximum Performance Climb
(1) Airspeed - 51 MPH (44 kts) (Follow placard recommendations for minimum initial climb speeds)
(2) Throttle - FULL 6500 RPM
(3) Flaps - 10 Degrees
(4) Coolant Temperature - 180 Degrees F (82 C) maximum
CRUISE
(1) Throttle - 6000 RPM (Maximum continuous setting)
(2) Flaps - UP (0 degrees)
(3) Coolant Temperature - 180 Degrees F (82 C) maximum
DESCENT
(1) Throttle - AS DESIRED (2500-3000 RPM min.)*
(2) Flaps - AS REQUIRED
(3) Airspeed - 51-80 MPH (44-69 kts) (flaps UP)
40-55 MPH (35-48 kts) (flaps 10-30 Degrees)
• NOTE: On long descents or prolonged periods at idle, clear the engine with a brief increase in RPM approximately every 15 seconds.
BEFORE LANDING
(1) Landing Gear - VISUALLY INSPECT
LANDING
Normal Landing
(1) Airspeed (on approach) - 46-50 MPH (40-43 kts) (flaps UP)
(2) Flaps (on final) - AS REQUIRED (Below 55 MPH) (48 kts)
(3) Airspeed (on final) - 46-50 MPH (40-43 kts)
(4) Touchdown - MAIN WHEELS FIRST (min. flight speed)
(5) Landing Roll - LOWER NOSE WHEEL GENTLY
(6) Brake - MINIMUM REQUIRED
DOC* 907-01 REV. A DATE 07/01/92
4-13
(1) Airspeed (approach) - 40-50 MPH (35-43 kts) (flaps UP)
(2) Flaps (on final) - as required/below 55 MPH (48 kts)
(3) Airspeed (on final) - 48 MPH (42 kts)(flaps FULL)
(4) Power - REDUCE to idle as obstacle is cleared
(5) Touchdown -
(6) Control Wheel - Push Forward (immediately lower nose)
(7) Brake - APPLY as required.
Soft Field Landing
(1) Flaps - 0 degrees (unless required for field length)
(2) Airspeed - Flat approach with power, 50 MPH (43 kts)
(3) Touchdown -
(4) Control Wheel - BACH (hold nose off ground)
(5) Power - APPLY partial power until a herd surface is reached.
Crosswind Landing
(1) Flaps - 0 degress (unless required for field length).
(2) Airspeed - Not less than 51 MPH (43 kts)
(3) Aileron Control - Lover wing into the wind as required on approach. On touchdown maintain wing low method as required.
(4) Rudder Control - Maintain directional control during flight and alter touchdown with the rudder pedals (steerable nose wheel).
Balked Landing (Go-Around or Missed Approach)
(1) Power - FULL THROTTLE
(2) Wing Flaps - RETRACT to 20 DEGREES, Slowly (If set at 30 degrees)
(3) Climb Speed - 44 MPH (38 kts) (minimum)
(4) Flaps - RETRACT slowly after reaching 51 MPH (44 kts) and 100 feet AGL (Min.)
AFTER LANDING
(1) Wing Flaps - UP
(2) Taxi - SLOWLY with CONTROL WHEEL BACK
SECURING THE AIRCRAFT
(1) Throttle - IDLE
(2) Ignition - OFF
(3) Exit Aircraft - SLOWLY setting aircraft on tail skid
(4) Control Wheel - SECURED
(5) Aircraft - SECURELY TIED DOWN
DOC, 907-01 REV. A DATE 07/01/92
4-14
AMPLIFIED PROCEDURES
PREFLIGHT INSPECTION
The importance of a thorough preflight cannot be over-emphasized. Follow the recommended preflight procedure and develop a systematic, habitual approach. The use of good, sound, reasonable judgement in tandem with the preflight checklist is essential. Ensure "yourself", all parts and components, and the entire aircraft are in an airworthy
condition before attempting flight. If you have any reservations DO NOT FLY! Consult your Quicksilver dealer for any required assistance. Once established, never vary from your method and of course, ALWAYS do your own preflight.
Refer to Figure 4-1. Starting at the nose, work around the Quicksilver GT 500 aircraft in a clockwise manner as illustrated. If any questions arise, consult the maintenance section (SECTION 8) of the Quicksilver GT 500 Assembly Instructions (DOC# 902-01) or your Quicksilver dealer.
NOTE: This suggested outline for a preflight inspection generally covers the critcal areas that MUST be checked prior to each flight. In addition, EVERY component must be examined, properly maintanined, correctly stored or transported, and inspected before each light to ensure structural integrity and proper flying characteristics.
1. AIRFRAME STRUCTURAL INSPECTION
Beginning at the nose of the aircraft, work your way around the leading edge, back along the trailing edge, around the tail, and back up the other side. Figure 4-1 illustrates the direction to follow for the preflight inspection. Each structural tube should be examined for nicks, bends, kinks, scratches, abrasions, or dents which reduce strength. All fasteners (i.e. bolts, nuts, clevis pins, etc.), including those that are not normally disassembled, are checked for security and the presence of additional safety fasteners (pins, lock rings, safety vire, etc.) where applicable. It is necessary to run your hand down the length of the leading and trailing edges of the wing and tail to check for dents in the tubing that are concealed by the fabric covering. Unzip all wing inspection stations and inspect the interior of each wing including compression struts and connecting hardware. Also
check bolt holes drilled through tubing and attachment
fittings have not become worn, oversized, or elongated, and
that the apropriate washer and/or "saddles" are present
between tubes and fittings where required.
AIRFRAME STRUCTURAL INSPECTION (cont'd.)
IMPORTANT: When inspecting the wing, thoroughly inspect all compression strut junction points at both the leading and trailing edge spars. Look for any signs of fatigue or undue stress to the struts, spars, and attachment hardware. In the event of a hard landing or ground loop in which a wing contacts the ground, the wing covering MUST BE REMOVED and a complete wing inspection performed.
The landing gear assemblies including wheels and tires, should be checked for proper inflation and condition, as well as evidence of damage from possible hard landings or rough field taxiing.
All cables must be inspected for proper installation and condition. Pay particular attention to the ends of the cables where they are wrapped around thimbles and swaged into place. The thimbles should be correctly oriented, and not twisted or kinked in their fittings. Kinks not only reduce the effective length of each cable (which can cause significant changes in the flying qualities of the aircraft), but also can cause immediate twisting and weakening of the cable itself.
The swages, copper or steel sleeves crimped onto the cable to secure the end fittings, should also be inspected at this time. Refer to the Quicksilver GT 500 Assembly Instructions (DOC* 902-01) for use of the Rico Sleeve Gauge supplied. Usually, each end fitting has two swages separated by half an inch to an inch of doubled cable. If either of these two strands of cable between the swages shows significantly more slack than the other, it is a sign that the fitting has slipped and is NOT SAFE for further flight. Many pilots have formed the excellent habit of marking the cable ends at the swaged fittings with a dab of paint or nail polish for an immediate warning of any slippage. The cable as a whole, should also be inspected for any frayed strands. The easiest way to do this is to run a rag along the cable. It will snag on any frayed cables. DO NOT do it bare-handed!
Attention should also be paid to proper assembly and rigging procedures. On the Quicksilver 500 aircraft for example, the negative angle of incidence of the horizontal tail is critical to proper flying qualities. The procedure for setting the horizontal stabilitzer angle of incidence is described in the later in this section. Even if you know that the aircraft has not been disassembled recently, the angle of incidence should be checked.
DOC* 907-01 REV. A DATE 07/01/92
2. COVERING MATERIAL
The Quicksilver GT 500 aircraft is covered with a rugged polyester synthetic material. Strong as this fabric is, it is not invulnerable and requires inspection. Repair is usually beyond the capablities of the average home sewing machine, but it can be carried out by some ultralight dealers and most sailmakers or parachute lofts.
Overall Inspection: Ensure the covering is tight and smooth. Ensure there are no major, or unusual, sags or wrinkles which are indicative of damage either to the covering or to the structure underneath, or of improper assembly. Any obvious rips, tears, or frayed areas must be patched, repaired, or replaced.
Fabric Condition: Nothing lasts forever, and the fabric of your aircraft will require special attention in order to ensure it's integrity. Dirt, petroleum products, and particularly ultraviolet radiation (i.e., sunlight) are all
enemies of polyester fabric. An aircraft left outdoors exposing its ring and tail surfaces without protection has a probable life expectancy of six months or less, which is an excellent argument in favor of hangars, trailers, or at the very least, wing and tail protection covers.
Check the overall appearance and "feel" of the fabric. If the colors are sun-faded, it is a good indication that the strength of the fabric has been affected. Oily or greasy areas not only weaken the fabric by chemical attack, but attract dirt particles that physically abrade the fibers. If there is any question as to the wing or tail surface integrity, REPLACE IT! A puncture test kit designed for measuring the integrity of the polyester material is included in your aircraft kit.
3. CONTROL SYSTEMS
This is one of the most vital preflight areas where the omission of a single tiny fastener can lead directly to loss of control of the aircraft. Inspect ALL control cables and assemblies at BOTH ends (i.e.- rudder cables, ailerons cables, flap tension rods, elevator push/pull tube). Special attention should be paid to the elevator push/pull tube where it passes through the roller guides. A detailed drawing of this is provided in the GT 500 Assembly Instructions (DOC# 902-01). If at all possible, have an assistant restrain the control surface in a neutral position while pressure is applied to the flight controls to check for excessive play or looseness. Also, obvious though this may seem, check that the control surfaces move in the proper direction to ensure they have not been connected backwards or incorrectly
DOGS 907-01 REV. A DATE 07/01/92
4. POWERPLANT and PROPULSION SYSTEM
Thoroughly inspect the powerplant, drive system, and propeller. This check should include some obvious items such as fuel. Ensure you have enough fuel for your intended flight, plus an additional 30 minute fuel reserve (approximately 1/4 tank at 65% power). Always ensure the fuel in your tank is the correct grade of gasoline mixed with the correct amount and type of two-stroke lubricant. Inspect the fuel and fuel lines for signs of contamination. When indoubt throw it out! It is essential to eliminate a couple of gallons of suspect fuel rather than risk the consequences and expense of possible powerplant damage, or damage to you or your aircraft. While
inspecting the fuel, inspect the fuel tank and hose connections for security as well. Ensure there are no air bubbles visible in the fuel line.
Now, inspect EVERY accessible item on the powerplant itself. Ensure the Spark Plug Lead(s) are securely connected to the Spark Plug(s). Ensure the fuel lines, throttle and choke cables are properly secured to the carburetor. Move the throttle back and forth over its entire travel a few times and verify that the throttle cable moves freely. Ensure that the throttle cable housing is properly seated in the throttle cable adjustments on top of the carburetor. Check the starter rope to ensure it is in good condition. Verify the electrical connections to the ignition switch are correct and secure.
NOTE: Most two-stroke powerplants will continue to run if these wires are broken or disconnected. In the event of an accident an engine that cannot be stopped is far more dangerous than one that rill not run.
Next, check the exhaust system for condition and security. This is an area where high temperature and heavy vibration are combined, and cracks are not unusual. Remember that a cracked exhaust pipe or muffler may rob engine power and could possibly result in overheating and/or engine damage. It could also leak toxic carbon monoxide where it can be inhaled by the pilot. Pay particular attention to springs securing the muffer ball sockets, especially when used with a pusher prop installation. These, too, are prone to breakage, and unless loosely safety-wired in place, a broken spring is very likely to go into the propeller.
Finally, inspect the reduction drive system and propeller blades, check the oil level in the gearbox (refer to the powerplant operator's manual). The propeller should be properly balanced and secured to the shaft and hub. Check the propeller for its condition: any nicks or gouges lead to stress concentration. At a typical takeoff RPM, the wooden blades have to withstand centrifugal forces measured in tons.
DOC# 907-01 REV. A DATE 07/01/92
4-18
PONERPLANT AND PROPULSION SYSTEM (cont'd.)
A preflight of this thoroughness may seem time-consuming at first, but if you develop a fixed procedure and use the supplied checklist, you will soon find that is will take only a short time to complete. Always insist on taking the time for a complete preflight before EVERY flight, even if there are others waiting to use the aircraft.
Remember - vibration; damage during transport or storage, hard or rough field takeoffs, landing and taxiing, or the removal of parts without your knowledge can cause your aircraft to be unairworthyl
Because of these, and other factors, that short preflight time you spend before every flight will be more than worth it. You will probably find that you will be flying with considerably more peace of mind when YOU know that your aircraft is in proper condition for flight.
5. ELEVATOR TRIM SYSTEM
Throughly inspect the trim system starting at the trim lever positions at the front and rear pilot seat positons. Check for free movement while observing the stabilizer moving down while pushing the lever forward, and up while pulling the lever aft. Inspect lever and push/pull connections through the one inch (25 mm) inspection holes on the left side of the forward fuselage tube directly behind the trim lever.
Inspect the aft pushrods and bellcranks of the trim system at the stabilizer. Unzip the vertical stabilizer cover to access the trim pushrod and aft trim bellcrank assembly. Inspect the push/pull tube connection through the one inch inspection hole in the left side of rear fuselege tube. Ensure the horizontal stabilizer is moving the full travel of the upper trim slide plates.
STARTING THE POWERPLANT
The powerplant starting procedure on the Quicksilver GT 500 aircraft involves only a few simple steps. When followed correctly, the powerplant should start with a few pulls of the starter handle. The procedure for starting the powerplant when it is cold differs somewhat from a warm engine start.
Starting the engine when it is COLD is done in the following manner. Ensure that the ignition switch is off and the propeller area is clear. The aircraft must be securly tied down and chocked. Place the throttle lever in the IDLE position and the choke in the "ON" position. Turn the ignition switch "ON". While standing to the left of the pilot's seat, place one foot on the left landing gear leg for leverage, and pull the starter handle firmly full forward until the engine fires. After the engine starts, advance the throttle slightly. When the engine begins to run, turn the choke 'OFF". Allow the engine to run until a coolant temperture of 140 degrees F (60 C) is reached, then turn the ignition switch "OFF". If the engine stops prior to placing the choke in the 'OFF" position, move the choke selector to the "OFF" position and continue with the warm engine start procedure.
A WARM engine start procedure should be used at cylinder head temperatures above approximately 140 degrees F (55 C). Sit in the pilot's seat, and fasten the pilot restraint system. Ensure the propeller area is clear. Turn the choke "OFF". Apply the brake. Turn the ignition switch ON. Move the throttle lever forward approximately 1/4" (6.4 mm) from the idle stop. Pull the starter handle firmly forward. When the engine starts, move the throttle lever back to the IDLE stop.
NOTE: For more specific information regarding powerplant operation, refer to the Ratak Operator's Manual. The manual contains IMPORTANT safety, maintenance, and operating information.
TAXIING (Ground Handling)
When taxiing, it is important that speed and use of brakes be held to a minimum and that all controls be utilized to maintain directional control and balance. The loads applied to the nose wheel should be kept to a minimum by taxiing slowly with the control wheel back. Failure to do this while taxiing on a rough surface could result in the failure of the nose wheel structure. This is particularly true when taxiing downwind. If braking is required, the nose wheel must be on the ground. Taxiing over sand, cinders, and loose gravel, or through water puddles, should be done at a minimum power settings to avoid damage to the propeller.
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BEFORE TAKEOFF
Move the control wheel and rudder pedals to lull deflection in all directions. Ensure that they move freely. Inspect all flight control surfaces and ensure that they respond in the correct corresponding directions to the control wheel and rudder pedal movements.
Full power should be briefly applied to ensure that maximum thrust is available for takeoff and no abnormal vibrations are felt. The area in front of your position must be clear since the thrust created at full power will exceed the capability of the brake system and the aircraft should move forward. If it does not, there is a possibility that power/thrust is below that required for takeoff. In such a case, the powerplant, drive system, and propeller should be checked for proper operation.
The ignition system or "mag" check should be made by running the powerplant up to 3000 RPM as follows. Turn the ignition switch first to the "R" position and note the RPM. Next move the switch back to "BOTH" to clear the other set of plugs. Then move the switch to the "L" position, note the RPM then return the switch to the "BOTH" position. You should observe a slight drop (approximately 100 RPM) in RPM but NO MORE than 300 RPM for either the "L" or "R" position. If the RPM drop exceeds 300 RPM for either position,
DO NOT fly the aircraft!
The flaps should be moved from FULL UP to FULL DOWN, stopping at each flap setting. Ensure that the flap selector handle seats securely at each setting and visually verify that each flap moves to the correct corresponding position. Set the trim lever in the middle position unless the center of gravity is AFT, then move the tirm lever 3/4 forward. If the center of gravity is FORWARD, move the lever 3/4 aft.
TAKEOFF
Power Check and Takeoff Roll
Prior to commencing the takeoff roll, align the aircraft in the intended direction of takeoff and allow it to roll forward a few feet before applying full power. This prevents possible harmful side-loading of the nose wheel. When full power is applied, immediately verify that proper takoff thrust is created. Also feel for any abnormal vibrations and listen for any abnormal noises. If you suspect any problem at all, discontinue the takeoff run.
If the takeoff is being made over loose impediments, advance the throttle slowly. This will allow the aircraft to be well into the takeoff roll before high propeller RPM's are reached, and decreases the possibility of propeller damage. The rate the throttle is advanced must be dictated by the available runway and obstructions in the departure path.
Takeoffs on a surface showing visible water is NOT advisable. Water contacting a wooden propeller turning at high RPMs is likely to cause damage to the propeller.
FLAP SETTINGS
Normal takeoffs are accomplished with flaps set between 0 and 20 degrees. Using 20 degrees of flaps reduces the ground roll and the total distance to clear an obstacle. Flap deflection greater than 20 degrees is not approved for takeoff. Drag created at the FULL flap position is considerable. A partial or complete loss of power in this configuration at a low airspeed and altitude would make a safe recovery doubtful.
If 10 or 20 degrees of flaps are used for takeoff, they should be left in that position until all obstacles are cleared and a flap retraction speed of 51 MPH (46 kts), and minimum altitude of 100 feet AGL, is reached. To clear an obstacle with 10 or 20 degrees of flaps, an obstacle clearance speed of 44 MPH (38 kts) should be used.
IMPORTANT: If proper planning in accordance with this manual is accomplished, it should NEVER be necessary to use airspeeds below 59 MPH (51 kts) at low atlitude. The pilot must always be prepared for an engine/power system failure and ensure there is always sufficient altitude, airspeed, and a suitable landing site to perform an 'Emergency Landing Without Power'.
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TAKEOFF (canted.) Soft Field Takeoff
Soft field takeoffs are performed with 20 degrees of flaps since the intent is to remove weight from the landing gear as quickly as possible. This is done by starting the takeoff roll with the control stick slightly farther back than the normal takeoff position in order to lift the nose wheel off the ground at the slowest possible airspeed. This also increases the angle of attack of the wings causing them to create more lift, thus releaving the weight of the aircraft from the landing gear. If there are no obstacles ahead, the aircraft should be leveled-off immediately after liftoff and accelerated to the best 'rate of climb' speed. With flaps retracted and no obstructions ahead, a climbout speed of 51 MPH (46 kts) would be most efficient.
Crosswind Takeoff
Takeoffs in crosswinds of 5-15 MPH (4-13 kts) normally are performed with the minimum flap setting necessary for the field length in order to minimize the drift angle immediately after liftoff. The aircraft is accelerated to a speed slightly higher than normal, then pulled off a bit more abruptly than normal to prevent possible settling back to the runway while drifting. When clear of the round, make a coordinated turn into the wind to correct for drift. At the beginning of the takeoff roll, it is advisable to apply aileron control 'input in the direction from which the wind is coming.
Takeoffs in crosswinds of more than 5 MPH (4 kts) should not be attempted until you have received proper training and are thoroughly proficient in the operation of the aircraft. At anytime, takeoffs with a crosswind component exceeding 15 MPH (13 kts) are prohibited.
Aborted Takeoff
An aborted takeoff is simply the discontinuation of a takeoff run prior to the point of liftoff. The descision to abort can be made before reaching 39 MPH (34 kts) (Flaps UP) or 35 MPH (29 kts)(Flaps DOWN). Above these speeds flight is possible and liftoff should be expected, so the appropriate Emergency Landing Procedure should be followed.
The correct procedure to abort a takeoff is to immediately reduce power to IDLE and, and the same time, move the control wheel to the neutral position. Apply the brakes as needed. If the abort is executed because of an engine, drive system, or propeller malfunction, the ignition should be turned "OFF" at the earliest possible moment.
ENROUTE CLIMB
Normal Climb
A normal climb is performed at 51-55 MPH (44-47 kts) with the flaps up. The throttle should be set at slightly below full power (approximately 6000 RPM). This will produce the best combination of engine cooling, prolonged engine service life, and rate of climb. Sometimes throttle settings slightly below full throttle can produce excess engine temperatures. If this situation is suspected, operate at full throttle or significantly below. Refer to your powerplant engine manual for futher information.
Maximum Performance Climb
If it is necessary to climb rapidly for a given time, the best rate of climb speed should be used after reaching an altitude of 100 feet above the surface. This speed is 51 MPH (44 kts) at sea level (Full Power, Flaps 10 degrees).
CRUISE
Normal cruise is performed between 5300 and 6000 RPM. The fuel consumption, speed, and range will vary according to the particular power setting selected. Refer to Performance, SECTION 5 of this manual.
The specific values will vary with such determinents as: wind, temperature, altitude, carburetor mixture settings, engine/power system condition, instrument variance, etc. When determining fuel requirements for a given flight, always include the expected fuel consumption for the climb to the
planned cruising altitude. It is essential and a good
operating practice to plan to arrive at the intended destination with at least 30 minutes of fuel remaining the tank (approximately 1/4 tank at 65% power).
STALLS
The stall characteristics of the GT 500 aircraft are conventional. Prior to a full stall, a pre-stall buffet is felt. The buffet occurs approximately 2 to 3 MPH (2-3 kts) above the stalling speed. The position and feel of the flight controls can be used as an additional indication of an impending stall. The control wheel will be aft of its normal flight position and the aircraft will feel "mushy". A stall can be terminated by smoothly moving the control wheel forward far enough to allow the aircraft to accelerate to normal flight speed.
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LANDING
Normal Landing
Touchdown speed should be as close to minimum flight speed as possible with the airspeed reduction from approach speed occurring during the landing flare. Landings should be made on the main wheels first to reduce the landing speed. The nose wheel is lowered gently to the runway after the speed has diminished to avoid unnecessary nose gear load. This procedure is especially important in rough field landings where extra care should be taken.
Flap position selection for approach and landing should be determined by considering height of obstructions on the approach, wind direction and velocity, and usable runway length. No more than 20 degrees of flaps are necessary. With wing flaps in the 30 degree position, the amount of drag created will increase the rate at which the airspeed will
decrease during the landing 'flare". Additionally, if a go-around must be made, the flaps must be moved to the 20 degree position.
Short Field Landing
A short field landing, requires an approach at 46 MPH (40 kts) vih full (30 degrees) flaps and use of power as required to control the approach angle. Touchdown on the main wheels first. Immediately after touchdown lower the nose wheel to the ground and apply braking as required. For maximum brake effectiveness after all three wheels are on the ground push full down elevator (control wheel forward) and apply maximum possible brake pressure without sliding the nose wheel.
This technique should only be used when absolutely necessary since it requires a precise approach, flare, and touchdown. It also imposses severe loads on the landing gear structure. Extreme caution and precise airspeed control is required when using the 30 degree flap setting. You should practice and become competent at 30 degree flap landings at a large flying site before attempting such a landing, if required, for a short field or emergency situations.
Soft Field Landing
The soft field landing objective is to land the aircraft on the soft terrain preventing the aircraft from flipping over or the wheels from becoming stuck. A flat slow appropach with power is required. The main wheels should touch first and the pilot should hold the nose off the ground with the control wheel back and partial power applied until the hard surface is reached.
LANDING (cont'd.)
Crosswind Landing
When landing in a crosswind, use a 0 degree flap setting unless flaps are required for the field length. The wing-low method should be used during touchdown since it will provide the best directional control. This method, when done correctly, will prevent side-loads from being imposed on the landing gear. After touchdown, use the steerable nose wheel for directional control of the aircraft and continue to roll the ailerons into the wind.
EXAMPLE: When landing with a crosswind from right, turn the control wheel to the right as required.
Balked Landing (Go-Around or Missed Approach)
In a balked landing (go-around or missed approach) climb, the flap setting is very important. If full flaps were used during the approach, they must be retracted to 20 degrees immediately after full power is applied, the aircraft is fully under control, and a clear departure path has been selected. The aircraft should then be allowed to accelerate to the appropriate climb speed in level flight prior to beginning climbout. After all obstacles are cleared, a minimum altitude of 100 feet AGL and airspeed of 51 MPH (46 kts) are obtained, the remaining flaps should be slowly retracted.
NOISE ABATEMENT
Increased emphasis on improving the quality of our environment requires a renewed effort on the part of all pilots to minimize the effect of aircraft noise on the public. One particular consideration when flying an light aircraft is the fact that, even though the noise created is less than that of most conventional aircraft, the noise will persist for a longer period of time, due to its slower speed.
When operating near residential areas, outdoor assemblies of people, recreational and park areas, and other noise sensitive areas, make every effort to fly at the highest altitude feasible for each particular flight operation while obeying all pertinent FAA regulations. Even though flight at low altitudes might be permissible by government regulations, it is encumbered upon each ultralight pilot to oerate in a manner that will tend to build public support for the sport and aviation in general.
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SECURING THE AIRCRAFT
If the aircraft must be left unattended outdoors, always secure it with tie-downs. The type of tie-downs used is a matter of personal choice. A good "rule-of-thumb" is to ensure that what you secure the aircraft to (and with) will restrain at least 1000 lbs (454 kg) at each tie-down location. When surface winds are predicted to exceed 25 MPH (22 kts), it is advisable to field disassemble the aircraft and place it in a protected enclosure (Refer to Field Assembly, SECTION 8 of this manual).