Aeros SkyRanger User manual

Skyranger Operators Manual, Issue 3, Feb 2011
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Skyranger Operators Manual
G_______ Serial No.: BMAA/HB/_ _ _
Approving Authority
British Microlight Aircraft Association
The Bullring, Deddington, Banbury
Oxon, OX15 0TT, United Kingdom
by delegation from the United Kingdom Civil Aviation Authority
Manufacturer
Design rights are owned by Best Off –France. Manufactured under licence by Aeros –
Ukraine.
Importer
Aircraft Kits and Spares are imported by:
Skyranger UK Ltd
This manual is a legal document which is approved for use with Skyranger microlight aircraft
issued with a United Kingdom Homebuilt Permit to Fly. It must remain with the aircraft, and
not be amended or altered without authority from either the BMAA or UK CAA.
All pilots should read this manual before flying as pilot in command of the aircraft to which
it refers.
Approved for issue:-
B J Syson P M Dewhurst
Chief Technical Officer Project Test Pilot
British Microlight Aircraft Association

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Contents
1. Introduction ................................................................................................................ 4
2. Description of the Aircraft........................................................................................... 5
3. Limitations.................................................................................................................. 6
4. Flying the Skyranger.................................................................................................... 8
5. Performance.............................................................................................................. 18
6. Emergencies.............................................................................................................. 19
7. Rigging and De-rigging ............................................................................................ 21
8. Weight and Balance ................................................................................................... 22
9. Maintenance.............................................................................................................. 23
10. Repairs .................................................................................................................... 37
11. Vital Statistics ........................................................................................................ 38
Annex A The Microlight Airworthiness Approval Note recommending issue
of a permit to fly
Annex B Engine Manual
Annex C Weight and balance report for this aircraft (form BMAA/AW/028).
Annex D Minor modifications fitted to this aircraft (MinMods)
Annex E Major modifications fitted to this aircraft (MAANs)
Annex F Instructions and Manuals for other devices fitted to this aircraft

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TABLE OF AMENDMENTS
Amendment No
Date incorporated
Signed

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1. Introduction
1.1 The Skyranger is a three-axis microlight aeroplane, it was certified in
the United Kingdom to the requirements of British Civil Airworthiness
Requirements (BCAR) Section S issue 2; which at the time of writing is
arguably the highest airworthiness standard in the world which is
applied to microlight aircraft.
1.2 This manual is not intended to teach you to fly the aircraft, or to build
it. Learning to fly should be accomplished under the supervision of a
light aircraft or microlight flying instructor experienced on the type. At
time of writing a flying instructor can only receive renumeration for
flying instruction using an amateur built aircraft when teaching the
sole owner (includes spouse and immediate family members) for the
grant of a licence to fly. A separate build manual exists to instruct you
in building a Skyranger from a kit.
1.3 What this manual will do, is provide the information which a qualified
pilot requires to safely fly this aircraft (although a conversion by an
instructor, familiar with the type is strongly recommended), and to
carry out routine maintenance and minor repairs. Manuals exist for
this aircraft for use overseas which also include guidance on fitting
modifications to the Skyranger; all modifications to a British Skyranger
must be approved by either the British Microlight Aircraft Association,
or the UK Civil Aviation Authority. In general, the BMAA offers the
cheapest and most straightforward route for approving modifications.
1.4 The licenses which would be required to fly this aircraft are either a
JAR PPL SEP, UK PPL (A) with SEP or Microlight ratings. UK NPPL with
microlight rating or NPPL SSEA with differences training for microlight
aircraft. Pilots with microlight ratings trained for Flexwing aircraft
should carry out differences training for 3 Axis control systems before
attempting to fly this aircraft. Holders of the JAR or UK PPL(A) with Sep
ratings are strongly recommended to carry out differences training for
microlight aircraft.
1.5 This aircraft must be operated using two separate logbooks. One for
the airframe and one for the engine (or the BMAA combined logbook,
reference BMAA/AW/036). All entries must be made in the logbook in
ink and within 7 days. If the aircraft is fitted with an in-flight

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adjustable propeller, a separate logbook must also be held for that; it
is recommended that CAP400, which is issued by the CAA and available
from most pilot shops is used for this purpose.
2. Description of the Aircraft
2.1 Ancestry. The Skyranger was conceived by Philippe Prevot of Best Off
Manufacturing, France, in 1991. The first 200 examples were
manufactured under licence by Synairgie between 1994 and 1998. The
manufacture of the Skyranger was moved to Aeros in the Ukraine in
1998, incorporating many developments in the design.
2.2 Construction. The Skyranger is predominately constructed of pin-
jointed straight aluminium tubes covered with pre-sewn polyester
fabric.
2.3 Flying Controls
2.3.1 Pitch control is effected by fore-aft movement of the central stick, with
movement transmitted to a conventional elevator through cables.
2.3.2 Pitch trimming is effected by a hand-operated lever mounted above the
starboard seating position, with movement transmitted through cables
to a trim-tab on the starboard elevator.
2.3.3 Roll control is effected by sideward movement of the central stick, with
movement transmitted through cables to part-span, differential-
movement ailerons.
2.3.4 Yaw control is effected by dual-control foot pedals, with movement to
the rudder transmitted through cables.
2.3.5 Braking is effected by hand-operated hydraulic disc brakes.
2.3.6 The undercarriage is of tricycle arrangement, with nosewheel steering
effected by movement of the dual-control rudder pedals.
2.3.7 Flaps are lowered in two stages by lifting a hand-operated lever
located between the seats whilst gripping an integral latching lever.

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3. Limitations
3.1 Introduction
This section includes the basic operating limitations for the Skyranger.
The full limitations are contained in Homebuilt Aircraft Data Sheet
(HADS) HM4, which is used by the Inspector at Annual Permit renewal
to ensure, amongst other things, that the correct limitations are
placarded in the cockpit.
3.2 Units
When noting limitations, it is important to ensure that the limitations
which you are using use the same units and calibrations as the
instruments in the cockpit. The limitations shown below use knots
CAS (Calibrated Airspeed); your aircraft may have an instrument in
mph, and in any case will read IAS (Indicated Airspeed). The difference
between IAS and CAS is basically the accuracy of your Pitot-static
system. The IAS limits for your aircraft were determined when the
aircraft was test flown, and are shown in Annex A to this manual.
There will also be a placard in the cockpit, however space is allowed
below for you to insert the IAS limitations and calibration details for
your aircraft.
IAS Calibration Card for Skyranger G-_______.
Kn CAS
(Calibrated)
33
Vso
36
VS1
40
50
min
sink
53
climb
55
approach
speed
60
Best
Glide
65
66
Vfe
72
Va
80
90
100
108
Vne
IAS
(Indicated)
Unless all errors are less than 2 knots, a copy of this calibration card must be
displayed in the cockpit near to the ASI.
3.3 Operational Limitations
3.3.1 The Skyranger must only be flown in day VMC conditions, with sight of
the surface. It may not be flown over built up areas except in an
emergency or on an approach to land at a government or licensed
aerodrome in accordance with normal aviation practice.

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3.3.2 The Skyranger is certified to a "permit to fly" standard. This prohibits
aerial work.
3.3.3 This aircraft is certified to a UK only standard, this means that
permission is required from the host country to fly it overseas.
However a reciprocal agreement for homebuilt aircraft means that no
permission is required for flights to other ECAC (European Civil
Aviation Conference) member states.
3.3.4 The minimum instrumentation required will depend on the engine
fitted. Details for each is specified in the type Homebuilt Aircraft Data
Sheet (HADS) HM4. Latest issue of which is available on the BMAA
website.
3.3.5 It is recommended that the Skyranger is not flown where a crosswind
component above 15 knots is predicted.
3.3.6 Do not fly above 10,000ft standard pressure altitude without the use of
personal oxygen.
3.3.7 Do not fly if any ice is present on the airframe. Performance, stability
and handling will all be degraded with dangerous consequences. Do
not fly the aircraft into known icing conditions.
3.4 Flight Limitations and key performance speeds
3.4.1 Never exceed speed, Vne, is 108 kn CAS [ IAS]
3.4.2 Manoeuvring speed, Va is 72 kn CAS [ IAS]
3.4.3 Flap limiting speed, Vfe is 66 kn CAS [ IAS]
3.4.4 Door open limit speed is 72 kn CAS [ IAS]
3.4.5 Speed for best rate of climb 53kn CAS [ IAS]
3.4.6 Speed for best climb angle 45kn CAS [ IAS]
3.4.7 Maximum Bank angles are 60° either way.
3.4.8 Maximum Pitch attitudes are 450 nose up and down from the
horizontal
3.4.9 Normal acceleration limits are +4g / -2g.

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3.4.10 At least 55kg (121lb / 8 stone 9lb) must be in the cockpit for flight,
no more than 120kg (264lb / 18stone 12lb) may be carried in each
seat.
3.4.11 Maximum Take-off weight is 450kg.
3.4.12 Aerobatics and deliberate spinning are prohibited.
3.5 Engine Limitations
The limitations for the engine are contained in Annex B, they are also
placarded in the cockpit.
4. Flying the Skyranger
4.1 Pre-Flight Inspection
Pre flight inspection –Check A, is detailed in the maintenance section
4.2 Starting
4.2.1 Before starting the engine ensure that the max takeoff weight will not
be exceeded (from fuel/weight placard).
4.2.2 The BMAA standard manual pre-start checks [STAIP] are recommended.
The actual starting procedures for a particular engine are contained in
Annex B to this manual. The STAIP checks are :-
Security Aircraft, Crew, Equipment, Secure, brakes ON.
Throttles full and free, and closed, choke set as required.
Area all around and behind aircraft clear.
Ignition mags ON.
Prop Shout ‘clear prop’, pause then start the engine.
Once the engine is running set the recommended warm up RPM and
slowly remove the choke.
4.3 Taxying
4.3.1 Before taxying ensure that the engine has run for at least 2 minutes
from cold. Do not use high RPM until the engine has reached its
minimum flight operating temps.

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4.3.2 Taxy at no more than a brisk walking pace, somewhat less if the
surface is rough. Steering is effected through the rudder pedals which
are linked directly to the nosewheel. The turning circle normally is
around 20 feet in diameter (at the aircraft centreline).
4.3.3 Microlight aircraft are easily blown over in winds over 25knots. It is
imperative that when taxiing in strong winds the correct control
placements are used. When the wind is from the forward quarters hold
the stick into wind and the elevator neutral. When the wind is from the
rear quarters the stick should be positioned away from the wind and
the elevator held down.
4.3.4 Taxy checks
When taxying check:
Brakes functioning
Compass moving when aircraft turned
Slip ball moving when aircraft turned
Engine temps warming, no limits exceeded
4.4 Pre take-off checks (vital actions)
Prior to take-off, it is recommended that the following pre takeoff check is
used. This check is a derivation of the mnemonic CHIFTWA as used in many
BMAA schools.
Position the aircraft into wind, brakes held on
Set recommended warm up RPM
C - Controls
Check controls for full and free movement (Note, a knee board
worn on the pilots right leg may give control restriction)
Check visually that the controls are moving in the correct sense
H - Harness and Hatches
Check harnesses and hatches are secure, no loose objects
I –Instruments and engine
Check flight instruments are set and serviceable

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Check engine instruments are serviceable, minimum operating
temps
Check choke is OFF
Set recommended RPM and check mag drop
Check for smooth idle
Increase power to maximum that the brakes will hold for at least
10 seconds
Check engine indications normal
Reset recommended smooth fast idle RPM
F –Fuel and Flaps
Check fuel tap is ON
Check contents sufficient for flight
Cycle flaps and check symmetrical operation, detent operation
Set flap as required
T - Trim
Check trim set for takeoff
W –Wind (and emergencies)
Check wind speed and direction
Consider emergency actions
A –All clear
Confirm all clear on approach
R/T call if required and line up on runway
4.5 Take-off
4.6 Normal
4.6.1 For a non performance takeoff, into wind, flaps can either be left in
the fully up –CR (cruise) position, or with the first stage –TO (takeoff)
position.

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4.6.2 When lined up and rolling straight smoothly apply full power. Keep
straight with rudder, ailerons neutral and with the elevator slightly up
to reduce the weight on the nosewheel.
4.6.3 When the airspeed rises to 45 knots CAS [ IAS] rotate and lift off
and adopt a shallow climb attitude. Allow the airspeed to rise to 60
knots CAS [ IAS] and adopt a climbing attitude to hold this
airspeed.
4.6.4 When above 200 feet AGL the airspeed can be reduced to 53 knots
CAS [ IAS] if a greater climb rate is required, and the flaps
selected to CR. The power can also be reduced a little for noise
abatement if required. When the flaps are retracted there will be a
slight tendency for the aircraft to pitch up, which will require a gentle
push on the stick to maintain a constant airspeed. Therefore after the
flap change re trimming may be required.
4.6.5 When in the climb, due to the excellent climb rate –especially with
the 80hp and above engine options, the nose is high and may obscure
forwards view. Therefore it is recommended to periodically weave or
lower the nose to clear the blind spot. For prolonged ascents a cruise
climb at reduced power setting and slightly higher airspeed is
recommended and will increase forwards field of view.
4.7 Short takeoff
4.7.1 For a short takeoff select first stage, (TO), flap. Start from as close to
the beginning of the field as possible. Hold on the brakes as power is
increased to full. When power is full or if the aircraft starts to ‘creep’
forwards, release the brakes. Elevator position should be neutral
(smooth surfaces only) or slightly up.
4.7.2 When the airspeed rises to 40 –45 knots CAS [ IAS] rotate and lift
off. When airborne allow the aircraft to accelerate to 45 knots CAS [
IAS] for best obstacle clearance. Be aware that at this speed prompt
action will be needed to lower the nose and obtain glide speed in the
event of power loss.
4.7.3 When clear of obstacles allow the aircraft to accelerate to 53 knots CAS
[ IAS], and at 200 feet AGL select CR flap.

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4.7.4 It is important to always pick an abort point before attempting to take
off from a short field. If the aircraft approaches the abort point before
lifting the takeoff should be aborted by fully closing the throttle and
braking firmly.
4.8 Soft field takeoff
4.8.1 Select first stage (TO) flap. Avoid stopping the aircraft whilst entering
the runway and roll into the takeoff run. Hold full up elevator until the
nosewheel lifts and then try to balance the aircraft in the rotate attitude
whilst speed is increased. This will help reduce rolling resistance and
keep overall drag to a minimum.
4.8.2 Allow the aircraft to lift off at around 40 knots CAS[ IAS] , and then
carefully allow the aircraft to accelerate to 53knots CAS [ IAS] in
ground effect before adopting the climbing attitude. At 200 feet AGL
select CR flap.
4.9 Crosswind takeoff
4.9.1 The maximum demonstrated takeoff crosswind limit of the Skyranger is
a component of 15knots. Pilots are advised to avoid crosswind
components of greater than 10 knots until very experienced on the
Skyranger.
4.9.2 Select O (CR) flap. Start the takeoff roll with the stick held fully into
wind and the elevator neutral. Pressure may be required on the rudder
pedals to steer straight.
4.9.3 Allow the aircraft to accelerate. The amount of aileron can be reduced if
there is a tendency to lift the downwind wheel. Keep the elevator
neutral until the speed reaches 53knots CAS[ IAS], then cleanly
rotate and lift off.
4.9.4 As the aircraft lifts off adopt a shallow climb attitude. Gently yaw the
aircraft into wind to set up the required drift angle, and centralise the
ailerons and centralise the balance ball.
4.10 Landing
4.10 Normal landing
4.10.1 Generally the Skyranger should be landed from an approach speed of
about 55knots CAS [ IAS], although in turbulent conditions
handling can be improved by increasing this by 5-10 knots. Full flap

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(LD) position should be selected. As flap is selected a gentle pull on the
stick will be required to maintain constant airspeed. Therefore re
trimming will be required.
4.10.2 Roundout should be initiated around 15-20 ft and hold-off 2-3 ft
above the runway.
4.10.3 Pilots transitioning from more traditional lower performance
microlight aircraft should be aware that if the airspeed is allowed to
increase on the approach then the aircraft may exhibit considerable
float during the hold off period and this may cause a tendency to
‘balloon’ and will cause more runway than expected to be used.
4.11 Short field landing
4.11.1 Select full flap (LD) position, and set up a powered approach at
around 45 –50 knots CAS[ IAS]. Use power adjustments to control
the flight path and rate of descent whilst accurately maintaining
airspeed with elevator. If tall obstacles are present on the approach,
then transition into a glide approach once clear past them. Take care
however to maintain airspeed during this phase. 50 knots CAS [
IAS] is recommended as the minimum for a glide approach at max
takeoff weight.
4.11.2 When round out height is reached close the throttle fully and round
out. Perform a brief hold off and land. Brakes can be used to shorten
the landing roll if required. Take care not to brake too sharply on
rough or soft surfaces. Braking efficiency is at its greatest if the
elevator is applied fully up after touchdown and speed has decayed
below flying speed.
4.11.3 Accurate airspeed control is the key to short field performance and
pilots new to the Skyranger must practice until this is achieved to be
able to land in the published distance.
4.12 Soft field landing
4.12.1 Fly the approach as in 4.11.1 above.
4.12.2 Fully hold off and try to touch down gently and as slow as possible.
During the ground roll avoid braking and progressively apply full up
elevator to keep the nose wheel up for as long as possible. Continue to
hold up elevator when the nose wheel is on the ground.

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4.13 Cross wind landing
4.13.1 The Skyranger has a maximum demonstrated crosswind component
of 15 knots. Cross wind components above 10 knots should not be
attempted other than by experienced pilots fully familiar with the type.
4.13.2 Either O (CR) or first stage (TO) flap can be selected. Fly a powered
approach at a little higher airspeed than normal –around 55 –60 knots
CAS[ IAS]. Initially crab the approach to remain in balance and on
centreline.
4.13.3 During the final stages of the approach lower the into wind wing a
little and rudder the fuselage to align with the runway. Round out and
hold off like this and touchdown into wind wheel first. Try to land after
a short hold off without allowing the airspeed to decay too much. This
will assist in maintaining good control response.
4.13.4 As with all crosswind landings the aircraft must still be accurately
‘flown’ whilst on the ground. Initially the aircraft will touchdown into
wind main wheel first. Progressive aileron deflection should applied
into wind as the speed decays during the ground roll to keep the
aircraft on one wheel and gently lower the downwind wheel as airspeed
decays and aileron authority is reduced. The aircraft will need to be
accurately steered straight down the runway with rudder during this
process. The nose gear should be held off initially and gently lowered
before rudder authority reduces too far and aerodynamic directional
control is lost. As the nose wheel touches down rudder will have to be
straightened to avoid a steering snatch due to the rudder deflection
applied against the crosswind.
4.13.5 When the nose wheel is down aileron will still need to be applied
against the crosswind and neutral or light forwards elevator pressure
should be applied to ensure adequate steerage from the nose wheel
and avoid yawing into wind.
4.14 Cruise
The Skyranger has a large range of cruise speed. At the higher values
fuel consumption will be correspondingly higher. Cruise is set up in the
normal way by selecting the required attitude and power and trimming
off any residual pitch forces.

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4.15 Turning
4.15.1 Turning the Skyranger is accomplished in the standard manner. In
common with most microlight aircraft the Skyranger requires some
rudder co ordination to maintain balance when rolling into and out of a
turn.
4.15.2 As with any other aircraft, the stall speed will increase with bank
angle. The stalling speed at 600 bank will rise to 51 knots CAS[
IAS], at max takeoff weight.
4.16 Flight in Turbulence
The Skyranger has powerful controls and handles turbulence well.
However, do not fly above the manoeuvre speed of 72 knots CAS [
IAS] in turbulence. Below this speed the worst thing a gust can do to
you is stall the wing or one of the control surfaces. Above that speed,
it is possible for strong gusts to overstress the aircraft.
4.17 Stalling
During test flying of the UK prototype G-CBIV the following stalling
speeds were recorded:
VS1 –Stalling speed at max takeoff weight, forward CG and flaps up:
36kn CAS.
VSO –Stalling speed at max takeoff weight, forward CG, full flap: 33kn
CAS.
These speeds should represent the worse case in normal service. Lower
takeoff weights and more rearward CG will lower the stalling speed –
but not by much! Pilots should also remember that stalling speed
increases during turns and manoeuvres. Any ice on the aircraft will also
increase stalling speeds –never takeoff with ice present on the aircraft.
4.17.1 Slow flight characteristics
Slow flight indications include:
Lightening of controls accompanied by reduced effectiveness
Reduced airflow noise (most noticeable at low power settings)
High nose attitude (most noticeable at high power settings)
Rearwards position of control stick and back pressure

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Strong pitch buffet as the incipient stall is entered
A tendency to roll or wing rock accompanying the buffet
To recover normal operating airspeed at the slow flight stage, simply
move the stick forwards and apply power.
4.17.2 Wings Level, Power Off The aircraft can safely be stalled at a
deceleration rate of up to 3kn/s. Max pitch attitude is 450, and stall
warning is given about 5 knots above the stall by buffet. Stall is
normally marked by a mushing descent in heavy buffet or nose drop.
4.17.3 Recovery is effected in the standard manner by moving the stick
forwards to reduce angle of attack and simultaneously applying full
power. The nose can then be raised as soon as the airspeed is building
past 45 –50 knots CAS [ IAS]. Height loss between stall and
recovery, if well executed, is around 50 feet ft if power is used, or
around 100 feet to establish a steady glide if power is not used.
4.17.4 Wings Level, Power On Characteristics are similar to the power off
case. An additional warning of the approaching stall is the attitude of
the aircraft. With full power set the aircraft stalls at a very high nose
attitude.
4.17.5 Because of the increased slipstream and torque effect at high power
settings considerable rudder deflection may be required to keep in
balance as the stall is approached. Stalling out of balance can result in
considerable wing drop.
4.17.6 Recovery is simply effected by moving the stick forwards to reduce
angle of attack. Any tendency to wing drop should be countered by
application of opposite rudder sufficient to prevent further yaw
towards the dropping wing. These two actions should be performed
simultaneously.
4.17.7 In Turning Flight Stalling speeds are increased with bank angle, in
the manner normally expected. The Skyranger often has the
characteristic of rolling towards wings level as the stall occurs.
Recovery is standard. Move the stick forwards to reduce angle of attack
and apply power. Simultaneous opposite rudder should be applied
against any rolling tendency. Once the aircraft is safely above the
stalling speed co-ordinated aileron and rudder can be used to level the
wings.

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4.18 Aerobatics Aerobatics are not permitted in this aircraft.
4.19 Departures from Controlled Flight
4.19.1 The Spin Deliberate spinning of the Skyranger is prohibited.
However, it is possible through mishandling of the aircraft to
inadvertently enter a spin, either through stalling the aircraft in a turn,
or by failing to keep the rudder pedals straight at the point of stall.
Should this happen, the spin can be seen by a steep nose-down pitch
attitude (about 45° nose down) and the aircraft rapidly yawing in one
direction. Some higher than normal 'g' forces may also be experienced.
Should this occur, close the throttle and centralise the stick and rudder
pedals immediately. The aircraft should stop turning almost
immediately and be established in a steep nose down attitude with the
airspeed rising rapidly. At this point gently ease out of the dive, and
then normal flight can be resumed.
4.19.2 Other Departures Other departures from controlled flight are likely
either to be due to damage to the aircraft, or hazardous flying
conditions. In either case, land as soon as possible and examine the
aircraft, particularly the flying controls, for any damage.
4.20 Flight with doors open
If fitted with the two piece door option the Skyranger may be flown
with the top half of the door open. The maximum speed for flight with
the doors open is 72kn CAS [ IAS].
4.20.1 When the doors are opened in flight they must be latched on the wing
mounted hooks. Failure to do this can result in the door unexpectedly
slamming shut during flight out of balance (sideslips).
4.20.2 Pilots should be aware that as the doors are opened the aircraft will
experience a tendency to pitch up slightly and re establish trim some
5kn or so slower.
4.20.3 The Skyranger exhibits greater directional stability when flown with
the doors open. This then requires slightly more rudder input to
maintain balance with the engine running at full power in the climb.
4.20.4 Climb and glide performance is slightly reduced when flying with the
doors open. Stall and spin characteristics remain unchanged.

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5. Performance
5.1 The following data was obtained in the original UK prototype, G-CBIV.
Changes from this data for your particular aircraft will be at Annex A.
When using the data for planning purposes, apply sensible safety
factors, such as are contained in CAA Safety Sense leaflet 7B (aircraft
performance), part of which is reproduced here by kind permission of
the CAA.
5.2 The best climb speed is 53kn CAS [ IAS]. When selecting a
climb speed, always remember that should anything go wrong, more
speed gives you more time to sort your problems out. Although climb
performance may change between aircraft, the best climb speed should
not. Specific performance figures for your aircraft will be in Annex A.
5.3 The best glide speed is 60kn CAS [ IAS], at which a glide ratio
of around 9 to 1 may be expected. Flying a little slower at 50kn CAS
[ IAS] will give the minimum descent rate (min sink) of around
550FPM.
5.4 Cruise performance Because microlight aircraft are very strongly
affected by weight, engine condition, propeller matching, wind and air
temperature, it is very hard to give any reliable information concerning
the cruise performance of the Skyranger. The captain is encouraged to
plan very conservatively until sufficient experience is gained of the fuel
consumption and cruising speeds at the conditions in which he or she
normally fly the aircraft.
5.5 Takeoff performance Take-off performance for short dry grass for
your aircraft is contained in Annex A.
5.5.1 Using the figures above, the following additional safety factors should
be applied to the distance to clear a 15metre obstacle (taken from CAA
GA Safety Sense leaflet 7B). If unsure, always use these factors to
ensure you have sufficient take-off distance available.
Per 1000 ft runway height above Sea Level
Multiply by 1.1
Per 10°C increase in temperature above 15°C
Multiply by 1.1
Per 2% uphill slope
Multiply by 1.1
Soft ground or snow or wet grass
Multiply by 1.25

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If it is very soft (or wet), or the snow is more than 1”deep
Multiply by 1.6
If you have to take-off with a tailwind
Multiply by 1.2 for every 4
knots of wind
Now to be sure, multiply by 1.33, to take into account that you may not fly the aeroplane as
well as the company test pilot did when he worked out the values in the manual.
5.6 Landing performance Landing performance for short dry grass for
your aircraft are contained in Annex A. Using the figures above, the
following additional safety factors should be applied to the distance to
clear a 15metre obstacle on the approach (taken from CAA GA Safety
Sense leaflet 7B). If unsure, always use these factors to ensure you
have sufficient runway to avoid using the considerately provided hedge
at the far end of the runway.
For every 1000ft you are above sea level
multiply by 1.05
For every 100C above 150C air temperature
multiply by 1.05
For every 2% of downslope
multiply by 1.1
If the runway is tarmac or concrete
multiply by 1.2
If the ground is soft, or there is snow or wet grass
multiply by 1.25
If the ground is very soft (or wet) or if the snow is more
than 1” deep
multiply by 1.6
If you have to land with a tailwind
multiply by 1.2 for every 4
knots of wind
Now to be sure, multiply by 1.33, to take into account that you may not fly the
aeroplane as well as the company test pilot did when he worked out the values in the
manual.
6. Emergencies
6.1 Engine Failure Before Take-Off (aborted takeoff) Close throttle, apply
brake, switch off.
6.2 Engine Failure After Take-Off (EFATO) Lower nose, to establish an
approach speed of at least 50 kn CAS [ IAS] land straight
ahead or near to straight ahead, DO NOT ATTEMPT TO TURN BACK
from below 500ft.

Skyranger Operators Manual, Issue 3, Feb 2011
20
6.3 Engine Failure In Flight Lower nose, maintain 50 kn CAS [ IAS] the
minimum sinking speed. If it is required to glide a distance to the
nearest suitable field then 60 kn CAS [ IAS] will give the best glide
speed, fly a little faster in a head wind to maximise distance and a little
slower with a tail wind. Select a landing site, make emergency radio call
if time permits, as time permits check for possible reasons for engine
failure and attempt re-start (e.g. ignition switches, fuel cock, lack of
fuel pressure), if field is flat land into wind, otherwise uphill. Apply
braking only if it is essential to stop within the distance available, and
never before all 3 wheels are on the ground.
6.4 Engine Fire in Flight Close fuel cock, open throttle fully, make
emergency call if time permits, when engine stops turn off mag
switches and master, treat as engine failure in flight. Vacate aircraft as
soon as possible after landing.
6.5 Fire in the cockpit Switch off all electrical devices (not the ignition
unless there is an engine fire also), close heater vent, open fresh air
vents, land immediately and vacate the aircraft.
6.6 Emergency Landing on Water Try to land into wind with as high a
nose-up attitude as possible. Before impact, pilot and passenger must
be prepared to release their harnesses, it may also be beneficial to
release the doors before impact. If wearing lifejackets, do not inflate
them until outside the aircraft. Note that it is very hard to judge height
above water.
6.7 Emergency Landing in Trees Ensure harness(es) tight, try for low
bushy trees as far as possible. Try to impact with as steep a nose-up
attitude as possible.
6.8 Inadvertent Flight in Hail or heavy rain Reduce power to avoid
propeller damage, fly out of the weather as soon as possible.
6.9 Inadvertent Flight in Icing Conditions Fly out of conditions as soon as
possible, land as soon as possible.
6.10 Use of Ballistic Parachute (if fitted) Tighten harnesses, fuel cock OFF,
ignition OFF, pull handle, make emergency radio call if radio carried.
[Note, if a BRS is fitted to this aircraft, the BRS manual will be annexed
to this manual.]