GT-500 Owner's Manual: Part (8)

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8-1

AIRCRAFT HANDLING. SERVICE AND MAINTENANCE

TABLE OF CONTENTS

FIELD ASSEMBLY                                          Page

Introduction.................................................. 8-5

FIELD ASSEMBLY

Figure 8-1S: Positioning the Wings.................... 8-6

Figure 8-25: Elevating the Wings...................... 8-6

Figure 8-35: Installation of the Wing Spar Bolts ... 8-6

Figure 8-45: Elevating the Wing Tips.................. 8-7

Figure 8-55: Attaching Lift Struts To Lover Hinge... 8-7

Figure 8-65: Attaching Lift Strut to the Wing........ 8-7

Figure 8-7S: Attaching the Forward Jury Strut........ 8-8

Figure 8-85: Attaching the Aft Jury Strut............ 8-8

Figure 8-95: Installation of Flap Tension Rods...... 8-8

Figure 8-105: Connecting the Aileron Cables.......... 8-9

Figure 8-115: Connecting the Wing Buckles............ 8-9

Figure 8-125: Stabilizer/Elevator in Stowed Position 8-9

Figure 8-135: Attachment of Stabilizer Strut......... 8-10

Figure 8-145: Securing the Drag Strut................ 8-10

Figure 8-155: Positioning Gap Cover................... 8-10

Figure 8-16S: Final Positioning of the Gap Cover ... 8-11

Figure 8-175: Positioning the Lover Gap Cover........ 8-11

Figure 8-185: Disassemble Aircraft (Reverse Order).. 8-11

SAFETY HINTS

Introduction.................................................. 8-12

Airworthiness................................................ 8-12

Winds......................................................... 8-12

Wind Associated Turbulence.................................. 8-13

Ground Handling.............................................. 8-13

Cross-Country Flight......................................... 8-13

Emergency Landings........................................... 8-14

Aerobatic Flight............................................. 8-15

Night Flying.................................................. 8-15

Safety Equipment............................................. 8-15

Courtesy...................................................... 8-16

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TABLE OF CONTENTS (CONT'D.)

MAINTENANCE
Introduction...........................................	8-17
POWERPLANT
Introduction...........................................	8-17
Engine.................................................	8-17
Reduction Drive System.................................	8-18
Propeller..............................................	8-18
Carburetor Calibrations................................	8-19
Transport/Storage......................................	8-19
Engine Logbook.........................................	8-19
Maintenance............................................	8-19
AIRFRAME
Introduction...........................................	8-21
Tubing.................................................	8-21
Bolts..................................................	8-21
Wing Covering..........................................	8-22
Cables.................................................	8-25
Hardware...............................................	8-26
Airframe Logbook.......................................	8-26
Maintenance............................................	8-26

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8-5

INTRODUCTION

The field assembly procedures outlined in this section are accompanied by photographs generally depicting the assembly sequence. When assembling (or disassembling) your aircraft, use the photos for reference only since detailed components and sequencing may vary. Follow the written description of the procedures as outlined. If you are unsure of any portion of the procedure refer to Section 7 Final Assembly for detailed instructions. Consult your Quicksilver Dealer or contact Quciksilver Enterprises for further assistance.

Additional details that will aid in the assembly procedures can be found in the aircraft's Assembly Instructions. Pay particular attention to such details as torque values to be used on attachment hardware. For example, over-torquing a nut could damage the nut, bolt, or structure that they are used on, thus causing that part of the structure to be unairworthy.

It is also possible to cause damage to the aircraft by using improper or careless assembly/disassembly techniques. Even though the aircraft can be assembled/disassembled by one person, it is highly recommended that at least three people are used to mount, dismount, and handle the Wings. If a Wing is dropped, it is possible that structural damage could occur. In such a case, it is MANDATORY that a thorough Wing inspection be performed (refer to SECTION 4 Normal Procedures, Preflight Inspection).

NEVER attempt to assemble the aircraft in winds that exceed 15 MPH (13 KNH). If it is necessary to disassemble the aircraft in high winds, always have at least two people available to handle each Wing. It is recommended that assembly/disassembly be accomplished with the aircraft positioned with the tail directly into the wind. When handling a Wing, always have the Wing Tip or Trailing Edge positioned directly into the wind.

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FIELD ASSEMBLY (CONT'D.)

 

(1).         Setup should on a smooth, clean surface - TAIL INTO

(2).         Position the Fuselage.

be performed non-abrasive THE WIND.

Fig. 8-15: Positioning Wings.

Wings beside Fig. 8-1S

(3).     Remove the Castle Nuts from wing attachment Bolts in Leading Edge and Trailing Edge Channels.

(4).     Elevate INBOARD end of each Wing and position Leading Edge and Trailing Edge Spars into appropriate Channels. Fig. 8-25

(5).     Install 1/4' Bolts in the Leading and Trailing Edge Spar Channels and Spars. Secure with Castle Nuts and Cotter Pins or Locknuts.

Note: Bolts face AFT. Fig. 8-3S

(6).       Repeat STEP  5   on the opposite Wing.

Fig. 8-25: Elevating Wings.

Fig. 8-35: Installation of Wing Spar Bolts.

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FIELD ASSEMBLY (CONT'D.) (7). Elevate the Wing Tip high enough to allow the Lift Struts to be attached.       Fig. 8-46

 

Fig. 8-4S: Elevating the Wing Tips.

(8).      Attach the Forward and AFT Lift Strut with a 3/8' Bolt and Locknut at the Lover hinge point.      Fig. 8-5S

(9).           Repeat STEPS 7 and 8 for the opposite Wing.

Fig. 8-5S: Attaching FORWARD 8 Aft Lift Strut.

(10) Connect the Forward and Aft Wing Strut to the Spar Fittings. Fig. 8-6S

Fig. 8-6S: Attach Wing Struts.

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FIELD ASSEMBLY (CONT'D.) (11). Attach the FORWARD Jury Strut to the INBOARD Leading Edge Eyebolt with a Bolt, Castle Nut and Cotter Pin. Fig. 8-75

 

Fig. 8-75: Attaching Forward Jury Strut.

(12).                Position the AFT Jury Strut on the INBOARD Trailing Edge Eyebolt.   Fig. 8-85

(13).                 Repeat STEPS 11 & 12 for the opposite Wing.    Fig. 8-85

Fig. 8-85: Attaching the AFT Jury Strut.

(14). Connect Left & Right Flap Tension Rods to Flap Horne w/ a Bolt, Castle Nut & Cotter Pin. Fig. 8-9S

Fig. 8-95: Installation of the Flap Tension Rods.

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8-9

FIELD ASSEMBLY (CONT'D.)

(15). Connect    the   Aileron
Cables to the Root Tube Bell‑

crank.   Secure   with   Bolts,
Castle Nuts and Cotter Pins.

Fig. 8-10S

NOTE: Install the Bolts UPWARD thru the Bellcrank with the Castle Nut on TOP.

Fig. 8-10S: Connecting Aileron
Cables.

(16). Connect the Wing Buckle ..--- halves and pull taught. Tie off the excess straps.    Fig. 8-11S

 

Fig. 8-11S: Connecting the Wing Buckles.

(17). Lower the Stabilizer/ Elevator and Stabilizer Struts from their stowed position. Fig. 8-125

Fig. 8-12S: Stab./Elevator in stowed position.

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FIELD ASSEMBLY (CONT'D.)

(18).      Attach Stabilizer Struts to Eyebolt on OUTBOARD Compres­sion Strut. Secure with a Bolt Nut and Cotter Pin. Fig. 8-135

(19).   Repeat STEPS 17 8 18 for opposite side.      Fig. 8-13S

Fig. 8-135: Attachment of the Stabilizer Strut.

(20).      Tighten Jam Nut on Stab­ilizer Drag Strut Forkbolt (Both Sides).       Fig. 8-14S (21).      •**PREFLIGHT AIRCRAFT*** Refer to SECTION 4 - Normal Procedures,   for    Preflight Inspection   Checklist     and Amplified Procedures.
	Fig. 8-145: Securing the Drag Strut.

(22). Position the Gap Cover around the Flap Handle and the Flap Handle Stop Bracket.

Fig. 8-15S

Fig. 8-159: Positioning the Gap Cover.

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FIELD ASSEMBLY (COHT'D.)

(23). Position the Gap Cover OVER the TOP surface of the Wing.                Fig. 8-16S

Fig. 8-168: Final Position of the Gap Cover.

(24). Position the Lower Gap Cover.               Fig. 8-17S

Fig. 8-17S: Positioning of the Lower Gap Cover.

Fig. 8-18S: Stowed position of the Aileron Cables.

(25).         Disassemble Aircraft in the REVERSE order of assembly.

During disassembly:

(26).         Secure the Aileron Cables to the Wing Buckle Straps.

Fig. 8-17S

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8-12

SAFETY HINTS

INTRODUCTION

This section describes operating practices associated with safe and courteous flying. It must be remembered that the ultralight pilot is the pilot-in-command of an aircraft and is therefore solely responsible for the performance and outcome of each and every flight. This section is intended to aid the pilot in making some of the decisions required to ensure the successful performance and conclusion of an ultralight flight. This information, together with the other sections of this manual, must be used as basic flight operations procedures. To this, one must add: Authorized Quicksilver ground and flight training, experience, and good pilot judgement.

AIRWORTHINESS

NEVER fly your aircraft unless YOU and the AIRCRAFT are in an airworthy condition. Follow the maintenance schedule. The key to preventive maintenance is thorough preflight inspections performed prior to each flight according to the preflight checklist. Preflight inspections are as much a part of flying as takeoffs and landings. If you are the one who is going to do the flying, you are the one who must do the preflight. NEVER allow anyone to do the preflight for you. Make sure you, the pilot-in-command, are also in an airworthy condition. Good health, adequate sleep, and an alert mind are essential to flight safety. NEVER attempt to fly if you have consumed alcohol or drugs of any kind within eight hours of the intended flight.

WINDS

Experience has shown that wind is one of the major factors involved in causing or contributing to accidents. There are three main considerations in determining wind safety values. The first is velocity, the second is gust differential, and the third is pilot experience and compentency. The inexperienced ultralight pilot (less than 15 hours of "ultralight* flight time) should confine flying to winds of less than 8 MPH (7 KNOTS). This helps reduce the asssociated problems of crosswind takeoffs and landings, misjudging wind drift during turns, downwind stalls, wind gradients on approach, etc.

Gust differential is the wind speed difference between the lulls and the peak gusts. For example, assume that you are flying at an airspeed of 37 MPH (32 KNOTS) into a 15 MPH (13KNOTS) wind. Suddenly the wind velocity reduces to 5 MPH (4 KNOTS).The immediate result will be a 10 (9 KNOTS) MPH reduction of airspeed. In other words, the airspeed will suddenly reduce from 37 MPH (32 KNOTS) to 27 MPH (23 KNOTS). If the stalling speed of the aircraft is 27 MPH (23 KNOTS) or higher, a stall will result. This creates obvious dangers when flying close to the ground and/or obstacles.

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Vertical wind gusts from the side will cause the aircraft to bank away from the gust. The amount of bank displacement will be determined by the gust velocity. For these reasons, wind speed; wind direction; and gust differential must be checked for several minutes prior to flight. Pilot experience and competency, along with aircraft capability, must be considered prior to attempting any flight. Experience and competence is gained through meaningful and carefully planned practice. Always practice in areas and conditions that allow for gross errors in judgement and emergency situations. Above all, NEVER attempt flight if the capability of either YOU or the AIRCRAFT is in question.

WIND ASSOCIATED TURBULENCE

Turbulence near the ground is usally associated with the flow of wind over trees, buildings, hills, and other obstructions. This localized turbulence becomes increasingly dangerous as the wind velocity exceeds 10 MPH (9 KNOTS). Just as the disturbance by obstructions of water in a moving

stream can be seen, visualize ind flow over various obstructions in a similar manner and void flight in areas that appear to be hazardous. Stay upwind of wind blocking sources. If you must fly in the downwind area of an obstruction, pass as far downwind of the obstruction as possible. Rotors and turbulence can continue downwind for miles if the obstruction is large enough and the wind velocity is sufficiently high.

GROUND HANDLING

Taxiing in winds over 10 MPH (9 KNOTS) can present problems, particularly for lighter pilots. As wind speed increases, the aircraft must be taxied more directly into the wind. If you must turn crosswind in winds over 10 MPH (9 KNOTS), have a bystander hold down the upwind wing. NEVER place your feet on the ground while the aircraft is moving - for  any reason.

Never leave the aircraft unattended if the wind is expected to exceed 6 or 7 MPH (5 OR 6 KNOTS). If the wind is expected to be between 8 and 15 MPH (7 AND 13 KNOTS), the nose should be pointed directly into the wind with the aircraft securely tied down. NEVER leave the aircraft set-up outdoors if the wind exceeds, or is expected to exceed 25 MPH (22 KNOTS).

CROSS-COUNTRY FLIGHT

Before attempting any cross-country flight, you must be completely familiar with FAR (Federal Aviation Regulation) Part 103 - Ultralight Vehicles, and FAR Part 91B - General Flight Rules. You should also have sectional charts covering the area of intended flight and familiarize yourself with the various symbols and other information on them. Copies of the FAR's and sectional charts are available at any airport facility that offers flight instruction.

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8-14

If at all possible, it is advisable to take a private pilot ground school course. The course will aid you in understanding estabilished methods and procedures in planning and executing a cross-country flight. Additionally, it will inform you of the many FAA flight services available

to all pilots. These services include flight briefing information, such as airport weather and surface winds, in-flight weather and winds aloft, Notices to Airmen, etc. The first step in any cross-country flight is preflight planning. SECTION 5 of this manual will be particularly helpful. Plan a flight route that will allow for ample emergency landing sites. Avoid mountainous or remote areas that would be difficult to walk out of in the event of an unplanned landing. A good rule-of-thumb is: NEVER fly over anything you do not want to land ont If you must fly alone, carry plenty of drinking water and signalling devices such as a mirror, flashlight, flares, etc. It is also advisable to carry a spare spark plug(s), spark plug wrench and a small tool kit containing items used for assembly/disassembly of the aircraft. Ensure that all equipment is secured in a manner that will not endanger the aircraft, or persons or property on the ground. Before leaving on any cross-country flight ALWAYS notify at least one person of your intended flight. Include such information as your intended route of flight, estimated time of departure, and estimated time of arrival.

EMERGENCY LANDINGS

During flight training the pilot should practice simulated emergency landings. The practice should be performed in a large, open, unobstruted area. The advisable procedure for practice is to reduce the power to idle to simulate an engine-out condition rather than actually turning the engine off. The pilot should strive to perfect his or her ability to safely and accurately land the aircraft from any point around a suitable landing site in an engine out condition. Emergency landings normally present little or no problem in an ultralight since they can be landed in a relatively small area. However, it is imperative that you remain within gliding distance of a suitable landing site at all times. This is particularly true while flying over tree covered terrain or other obstacle riddled areas. Land directly into the wind whenever possible. Learn to determine wind direction and velocity from the air by using your flight crab angle, blowing smoke, ripples on water, leaves on trees, etc. Select a landing site with the largest area, smoothest surface, and clearest approach path. Be extremely careful to recognize the existence of power lines, telephone wires, and other low visibility obstructions that might exist in and around a possible approach and landing area. Avoid such areas.

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8-15

The best procedure to be followed for inflight emergencies is to prevent them before they happen. Preventive measures such as: preflight planning that allows for the prescribed 30 minute fuel reserve; checking for water in the fuel system and draining impurities as necessary; monitoring engine instruments in-flight for signs of overheating or over-reving; following the procedures as outlined in the aircraft's owners manual; and always fly in a manner that would commonly be considered as safe and sensible. As far as the possibility of engine failure is concerned, always fly by these basic rules:

(1)    THE ENGINE CAN STOP RUNNING AT ANY TIME.

(2)                NEVER FLY OUTSIDE OF GLIDING DISTANCE OF A SAFE LANDING AREA.

(3)       NEVER FLY OVER ANYTHING YOU DO NOT WANT TO LAND ON.

AEROBATIC FLIGHT

Acrobatic flight is not recommended or approved in the GTIIII The FAA defines aerobatic flight as an 'intentional maneuver involving an abrupt change in an aircraftfs attitude, an abnormal attitude, or abnormal acceleration not necessary for normal flight." Do not exceed 60 degrees of bank angle or 30 degrees of pitch attitude. Additionally, spins are not recmmended or approved in the GT. Avoid flight conditions or control inputs that may result in a spin or spin entry.

NIGHT FLYING

With proper aircraft lighting, you are allowed by law to operate an ultralight during the twilight periods as stated in FAR 103.11. It is illegal to fly an ultralight vehicle at night. Due to the nature of two-cycle engines, their reliability is not as great as the dual ignition, detuned, four stroke certificated aircraft engines used on modern light planes. A forced landing in darkness contains obvious dangers. It is also important to recognize that a pilot's depth perception and ability to recognize obstructions is reduced while flying during the twilight period and proper caution should be exercised.

SAFETY EQUIPMENT

For safety and comfort while flying, you should wear the following items: a lightweight helmet; ear plugs; eye protection in the form of a face shield, goggles, or glasses suitable for sport activities; footwear with low heels; and gloves. Consider the outside air temperature before each flight and dress accordingly. Remember, the temperature will usually decrease with an increase in altitude.

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8-16

Another optional piece of safety equipment is an Aircraft Recovery System (parachute). Even if you and your aircraft perform properly, the possiblity of a mishap, such as a mid-air collision, still exists. Be sure you receive proper instructions from your dealer on the following points: (1) When to deploy the parachute; (2) How to properly deploy the parachute; (3) How to ensure the parachute is secured properly to the aircraft and/or you; (4) How and when to have a professional rigger repack your parachute; (5) How to handle and store your parachute. If you are unsure of any of these points, contact your dealer or Quicksilver Enterprises, before flying.

If your parachute ever gets wet or damp IT MUST BE REPACKED IMMEDIATELY or damage to the parachute pack contents may result. If you choose to wear a hand-deployed type parachute that is strapped to you, it is necessary to remove the parachute pack PRIOR to touchdown in an emergency ditching in deep water. In water, the weight of the parachute pack could be sufficient enough to prevent you from reaching the surface.

COURTESY

Common courtesy dictates that you fly well away from populated areas, and stay well clear of structures, vehicles, etc. People on the ground have a right to peace and quiet, and this should be respected by all pilots (see

Noise Abatement, SECTION 4). Any violation of these guidelines can result in complaints to the FAA, which in time could bring about strict restraints on ultralight flying as well as legal action against the pilot. Parts of the FAR's listed below are an excellent example, as well as a legal guide, to safe and courteous flight:

Except when necessary for takeoff or landing, no person may operate an aircraft below the following altitudes:

(a)           ANYWHERE. An altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property on the surface.

(b)         Operations over congested areas.No person may operate an ultralight vehicle aver any congested area of a city, town, or settlement, or aver any open area assembly of persons.

(c)         Over other than congested areas. An altitude of 500 feet above the surface, except over open water or sparsely populated areas. In that case, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure.

Safe, proper, and courteous flying habits will help to ensure the continued growth of ultralight flying and will add to your personal enjoyment of the sport. Strive to be the best pilot that you can be and enjoy the sky.

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8-17

MAINTENANCE

INTRODUCTION

This    section   is   provided to       assist the aircraft

owner/operator in the application of a "preventive" maintenance program. As with any aircraft, it is extremely important that periodic maintenance be performed at regular intervals as specified by the manufacturer. Such a program must be strictly adhered to.

The maintenance schedules provided for the powerplant and the airframe are based on normal field use of the aircraft in accordance with all sections of this manual. It might be necessary to perform maintenance on specific components prior to the suggested time in the appropriate schedule. The need for such maintenance can be identified by following the preflight checklist and procedures as outlined in SECTION 4.

POWERPLANT

INTRODUCTION

The powerplant requires a minimum of maintenance. Included are some helpful procedures for maintenance of the powerplant system. Your Quicksilver Dealer is available to assist you or answer questions regarding service of your aircraft. For additional powerplant maintenance information, refer to the Rotax Operator's Manual and the aircraft Assembly Instructions.

ENGINE

Be sure to read through the entire Rotax Operator's Manual, and appropriate sections of the Assembly Instructions and this manual prior to operating your engine. Refer to the above manuals for: Engine Specifications, Break-In Procedure, Mixing Fuel, Starting Procedures, Spark Plug Replacement, Trouble Shooting, and Service for All Engine Componenets.

Use your Dealer as           a source of current maintenance

information. Be aware       of "Service Bulletins" regarding
powerplant components.

CAUTION: DO NOT exceed a WATER temperature of 180 degrees F or the Maximum Recommended RPM.

The fuel mixture is 50 parts Gasoline to 1 part 011. Use only BIA-TCW approved two-cycle oil and a good brand of regular or premium grade gasoline of at least 83 octane rating.

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8-18

REDUCTION DRIVE SYSTEM

The GT500 engine is equipped with a Gear Reduction Drive utilizing Helical Gears lubricated with gear oil. During every preflight inspection, inspect the Gearbox for any signs of excess oil leakage. Check for the correct oil level every 10 hours as follows:

Remove the safety wire from the two oil level screws on the LEFT side of the Gearbox. Remove the LOWEST oil level screw. Fill the Gearbox with SAE 85W90 Gear Oil until the oil begins to flow out of the LOWER hole. Replace the oil level screw and safety wire the two screws together. Change the Gear Oil every 100 hours.

PROPELLER

When installing the propeller on the Hub, tighten the bolts in the sequence shown in Figure 10-1. Lightly snug the bolts the first time around the sequence. Use the sequence a second time for final tightening. Ensure that you do not distort the wood when tightening. When inspecting the propeller, look for cracks and abrasions. All cuts must be removed by sanding or filing until smooth. The surface should be refinished and balanced. If you are not thoroughly familiar with the proper techiniques of balancing a propeller, consult your Ouciksilver Dealer.

#4        #5

(©

*2---0 o0--•-#1

#6            #3

Figure 10-1 : Propeller Bolt Tightening Sequence.

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8-19 CARBURETOR CALIBRATIONS

Identify the carburetor type, mount type, main jet, needle jet, needle, throttle valve, pilot jet, and air screw. Obtain current information from your Dealer or Quicksilver Aircraft or Rotax service center. The calibration may be periodically updated.

The air filter type furnished by Quicksilver must be used on the carburetor at all time, and kept clean and dry. Clean the filter by soaking in gasoline.

Carburetor jetting can be affected by changes in altitude, temperature, and humidity. The fuel mixture will richen in the following conditions: a gain of altitude, an increase in temperature, and high humidity. The fuel mixture will become leaner in the following conditions: a loss of altitude, a decrease in temperature, and low humidity. Incorrect carburetor adjustment can cause engine failure and severe engine damage. DO NOT make any carburetor adjustments unless you are totally familiar with the correct procedure (see Rotax Operators Manual). Consult your Quicksilver Dealer for answers to any questions.

TRANSPORT/STORAGE

When you transport the aircraft, exercise care as not to damage vulnerable engine components. The propeller should be padded and the fuselage must be ridigly secured to the trailer platform to avoid stress from bouncing. If the aircraft remains in storage for any length of time, run the engine periodically. A two-cycle engine must not be allowed to sit for months wihout use as damage can result, unless the interior of the engine is thoroughly coated with two-cycle oil.

ENGINE LOGBOOK Always keep the engine's logbook suggested maintenance schedule Ultralight Aircraft 8 Engine Log maintenance performed on the current and available. MAINTENANCE

entries up to date. As the is followed, fill in the to ensure that an organized powerplant components, is

Review the Powerplant Maintenance Schedule, Figure 10-2, and become familiar with all other powerplant components. Pay particular attention to the type of maintenance prescribed and how long you may operate between service checks.

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8-20

POWERPLANT MAINTENANCE SCHEDULE

POCERPLANT MAINTENANCE              503 & 582 ROTAX ENGINE

Coogcnent     Hours  2!   30   7!   100  125 ISO   175 200 223 230 275 300       32M 3t0 273 400

Engine Overhaul.................................................... 3 ............................

Engine Rubber Mountings.............. 2 .................  3 .................  2 ................  3

*Spark Plugs.............. 3 .......  3 .......  3 .......  3 ......... 3 .....  3 .......  4 ......  I

Throttle Cahle............ 1 .......  2 .......  I .......  2 .......  1 .......  2 .......  1 ......  3

Throttle Lever........................................... 2 .....................................  2

Air Filter.................... 1

Fuel Filter............... 3 .......  3 .......  3 .......  3 .......  3 .......  3 .......  3 ......  3

Fuel Fuen                                                                                                   1

All Fuel Lines............ 2 .......  2 .......  2 .......  2 .......  2 .......  2 .......  2 ......  I

i 'V^• Pelts.......... l I.

i Reduction Pulleys...................................... 2   '                3                 3

+ Peareoz 011........................ 3 .................  3 .................  T ................  3

Muffler..................................... 2 .......  2 .......  2 .......  3 .......  2 .......  2........ 2 ......  3

Muffler Poring!...................... 1 .................  3 .................  3 ................  1

All Engine Hardware....... 4 .......  4 .......  4 .......  2 .......  4 .......  4 .......  4        1

Propeller............................ 2 .................  2 .................  2 ................  2

Carhuretar................ I .......  1 .......  t .......  I .......  I .......  1 .......  I ......  I

14+1+441414444^.1444-01-1........................ tt+14444444.4+1.04.441-1 tilt 4-H4f i +14444 it. .144 Hit fit t Mit triii ft t it•tititt141411

Figure 10-2 : Poverplant Maintenance Schedule. LEGEND

i. Oil, Lube, Clean or Service.

2.       Remove, Inspect 8 Replace if necessary.

3.       Replace or Overhaul.

4.       Check Bolt or Nut Tension.

5.       Replace all components every 1000 hours of operation.

Clean Spark Plugs every 10 hours.

GT500 Only. Check Gearbox Oil Level every 10 hours.

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8-27

AIRFRAME MAINTENANCE SCHEDULE                               QUICKSILVER GT 500

Component           Hours     25     50     75    100    125    150    175    200    225    250    275    300    325    350    375    400

·             Root Tube................................................................. 2 ......................................................................................  3

·             All Spars................................................................. 2 ......................................................................................  2

[a^ggression Struts............................................................ 2 ......................................................................................  2

Simnel Struts.............................................................. 2 ......................................................................................  2

Tail Boom..................................................................... 2 ......................................................................................  2

Aft Downtubes................................................................. 2 .............................................. •     5

Fwd Downtubes................................................................. 2 .................................................................................................................................  .5

Fwd Fuselage Down Strut....................................................... 2 ......................................................................................  2

Tail Boot Down Strut.......................................................... 2 ......................................................................................  2

Rudder Frame...................................... 4 .......................  244 .......................  4 ........................................  214

Elevator Frame.................................... 4 .......................  214 .......................  4 ........................................  244

Tail Skid........................... 2 ..........  2 ..........  2 ..........  2 ..........  2 ..........  2 ..........  2 ..................  2

Ribs................................ 2 ..........  2 ..........  2 ..........  2 ..........  2 ..........  2 ..........  2 ..........

All Cables/Lift Struts............................ 2 ........................  2 ........................  2 ........................................  2

4 Wing 4 Tail Covers........................................................... 2 ......................................................................................  2

¨ All Landing Sear Parts........... 4 ..........  2 ..........  4 ..........  2 ..........  4 ..........  2 ..........  4 ..................  2

Elevator Push/Pull Tube............. 2 ..........  2 ..........  2 ..........  2 ..........  2 ..........  2 ..........  2 ..................  2

Control Yoke........................ 114 .......  244 ..........  114 .......  214 .........  114 .......  214 .........  114 .........  244

Rudder Pedals................................................................. 2 ......................................................................................  2

Side Struts....................................... 2 ........................  2 ........................  2 ........................................  2

Strut Fittings................................................................ 2 .................................................................................................................................  2

Te/eflex Cable...............................................                  .                                                                                                                                   2      . 3

All Control Cables................................ 2 ........................  2 ........................  2 .............................................................  2

Wheel Bearings.................................... 1 ........................  2 ........................  1 .............................................................  2

All Formed Channels............................... 2 ........................  2 ........................  2 .............................................................  2

All Other Bolts..................... 4 ..........  4 ..........  4 ..........  2 ..........  4 ..........  4 ..........  4 .............  2

Grade 5 Bolts....................... 4 ..........  2 ..........  4 ........  2 ........  4 ........  2 ..........  4 ...........................  3

All Other hardware.................. 4 ..........  4 ..........  4 ..........  2 ..........  4 ..........  4 ..........  4 ...........................  2

4 wheel Parts...................................... 2 ........................  2 ........................  2 .............................................................  2

Seat................................................................................................................................................................................................................................................................................................................................... 2

Figure 10-3 : Airframe Maintenance Schedule. LEGEND

1.        Oil, Luba., Clean or Service.

2.       Remove, Inspect 8 Replace if necessary.

3.       Replace or Overhaul.

4.       Check Bolt or Nut Tension.

5.       Check Holes for Ovality - replace as necessary.

+ Closely inspect after any hard landing.

l^g. Check Fabric every 1000 hours of exposure to the Sun. (Approx. 85 days of 12 hour exposure each day). Replace the fabric every four [4] years or in accordance with the procedures of the fabric test kit which ever comes first.

6.       Replace all componets every 1600 hours of operation.

DOC 4 907-01 DATE 05/16/90

8-21

AIRFRAME

INTRODUCTION

The following suggested maintenance is provided to assist in maintaining the Quicksilver GT in an airworthy condition.

It recommended that the aircraft be stored in a protected, dry enclosure when not in use.

If the aircraft is subjected to salt water, it must be rinsed with fresh water and dried as soon as possible.

Your Quicksilver dealer is available to perform routine maintenance, replace parts, and provide advice on servicing Components

TUBING

Removal and Installation

When removing tubing, DO NOT bend or force tubes. When installing tubes, DO NOT distort the tubes from their original shape.

Inspection

Inspect tubing for scratches, cracks, damage from abrasion, elongated holes, and distortion. Never attempt to repair damaged tubing. Always replace damaged tubing with a new Quicksilver factory part. Inspect tubing for corrosion in and out. If corrosion is present, replace with a new Quicksilver factory part.

BOLTS

Installation and Removal:

1)            After proper tightening, all bolts must have at least TWO [2] threads showing thru the nut.

2)            All self-locking nuts must not be installed more than TWO [27 times.

3)            If the grip length is too long, no more than THREE [3] washers may be added.

4)            A washer must always be installed under the nut.

5)            Ensure not to over-torque bolts when installing.

6)            Refer to the Assembly Instructions for correct bolt tightening and placement.

When inspecting bolts, check the bolts for worn threads, bad or damaged threads, cracks, bends, and corrosion.

DOC 9 907-01 DATE 05/16/90

8-22

WING COVERING

Removal and Installation

When removing or installing flight surface coverings, ensure that there are no sharp edges or burrs that might tear the sail. See the Assembly Instructions for complete details.

Inspection

Check for tears in the sail cloth, and for any loose or unravelled seams. Check all inspection port zippers to ensure that they function smoothly and close completely. Inspect the velcro strips on the inboard sections and trailing edge for wear or frayed edges.

The sail may be repaired with sewn-on patches. Tears of less than 1"(2.5cm) may be repaired with appropriate sail tape. Keep the sail clean of oil and dirt by washing the sail with a non-alkaline soap and water.

Keep the sail covered when not in use. Continued exposure to the sun dramatically shortens the serviceable life of the wing, tail and flight control surface covers. The sail must be puncture tested every 3 months with the Fabric Tension Tester included in the GT Kit. The coverings must be replaced if they fail the puncture test, or every 4 years, which ever comes first. (Refer to following pages for instructions on use of the Fabric Tension Tester.

DOC # 907-01 DATE 05/16/90

8-23 FABRIC TESTER KIT

PURPOSE: To use an established standard as a minimum value for eval‎uation of dacron sail cloth.

TESTING INTERVAL: Every TWO [2] months or if stored for an extended period before use of the aircraft.

TEST LOCATIONS: Any testing should be done in non-critical areas (i.e. away from Leading Edges. Trailing Edges, reinforcements and Rib locations). Testing on the FOURTH or FIFTH Wing panel (see illustration) from the Root or Gap Cover are suitable locations. DO NOT test the OUTBOARD Tip panels on DOUBLE surface Wing Covers! ALL testing must be conducted on the TOP surfaces ONLYt

HOW TO USE THE TESTER: Affix the Testor Adaptor (1) to the Tester (2) with a small amount of silicone. Notice that the small diameter shaft has graduations in in. lbs. and kgs. Determine the value required to test the particular aircraft or part of the aircraft (see chart below). Set the small o-ring (4) over the determined value. The tester is now ready for use.

Position the adapter end of the tester on the fabric and the large diameter shaft in the palm of your hand. In a continuous movement, at right angles to the fabric surface, push with sufficient force to telescope the small shaft into the large shaft to the pre-determined value. If the adaptor

does not punch thru the fabric at the pre-determined value, the fabric has passed the test at that particular location. A punch thru indicates the fabric strength is not adequate for safe flight. It is recommended that the aircraft be grounded until a replacement cover is installed.

DO NOT TEST WING TIPS

6" MINIMUM 10" MAXIMUM from T.E.

MINIMUM TEST VALUE STANDARDS •

Single Surface Wing: 12 lbs. or 5.4 kgs Single Surface Tail: 10 lbs. or 4.5 kgs Double Surface Wing: 10 lbs. or 4.5 kgs

• Values apply to Quicksilver Fabric Tester ONLYI DOC # 907-01 DATE 05/16/90

8-24

FABRIC TESTER

Item    Description

1....Testor Adapter

2.... Quicksilver Fabric Tester

3....Large 0-Ring 4.... Small 0-Ring

DOC * 907-01 DATE 05/16/90

8-25

CABLES

Installation

When installing cables, insure that they are not twisted or kinked. Never install cables with the thimble "popped" out of place.

Inspection

Inspect cables for frays, nicks or cute in the vinyl covering. If abrasions are found, remove the cover around the affected area, and inspect the cable for broken strands or kinked wires. Always replace a cable with a new Quicksilver factory part if damage is present.

Check all thimbles for correct shape. If a thimble does not have a teardrop shape or is flattened, replace wih a new Quicksilver factory part. Damage of this type could indicate that another part of the structure has been overloaded. A more thorough inpection should be performed.

DOC # 907-01 DATE 05/16/90

8-26

HARDWARE

Plastic Hardware

Ensure that plastic saddles are seated correctly and inspect for cracks or wear.

Formed Channels

When installing a tube to a formed channel, ensure that a washer is placed between the nut and the channel. Never overtighten bolts, as that may cause the channel to distort. Never turn a channel while removing a tube from the channel. Inspect channels for cracks or distortion. NEVER reshape a bent or distorted channel. ALWAYS REPLACE any damaged part with a new Quicksilver factory part.

Shackles

Ensure that shackles are retained by the correct bolt size. Never spread or bend a shackle. Inspect shackles for cracks, elongated holes, and stretching.

Other Hardware

Check all other hardware for normal wear or damage. After hard landings, the airframe must be inspected carefully. The wing pylon structure, and landing gear fittings and tubes must be inpected for damage and replaced if necessary.

IMPORTANT: If the aircraft is ground looped (a wingtip contacts the ground), the wing covers must be removed and a thorough inspection of the total wing structure performed.

AIRFRAME LOGBOOK

Always keep the aircraft's logbook up to date by making current entries as the Airframe Maintenance Schedule is followed. The Ultralight Aircraft & Engine Log is designed to help organize proper servicing of the airframe while supplying written records of airworthiness.

MAINTENANCE

Review the Airframe Maintenance Schedule, Figure 10-3, and become familiar with all the airframe components. Pay particular attention to the type of airframe maintenance prescribed and when service must be performed.

DOC   907-01 DATE 05/16/90