Air Creation iFun XL Owner's manual

GDMUiFXL-evo-1G Version 0010 1
Pilot’s Operating Handbook
Wing Type :
iFun XL
615 Route de l’Aérodrome, 07200 Lanas, France
Telephone: [phone] • Fax: [phone]
[e-mail] • http://www.aircreation.fr

GDMUiFXL-evo-1G Version 0010 2
1 Table of Contents
1Table of Contents................................................................... 2
2Amendment Record Sheet..................................................... 3
2.1 Table of Amendments.......................................................................... 3
2.2 Amendments........................................................................................ 3
3General ................................................................................... 4
3.1 About this Document............................................................................ 4
3.2 3-Perspective Diagram......................................................................... 5
Figure 3-1: iFun XL in 3 Perspectives.......................................................................................5
4Technical Specifications –Performance.............................. 6
4.1 Technical Specifications....................................................................... 6
4.2 Maximum Added Load / Trikes Adjustment ......................................... 7
4.3 Performance at Maximum Take-Off Weight......................................... 8
5Instructions for Use ............................................................... 9
5.1 Rigging................................................................................................. 9
5.1.1 Assembly................................................................................................................9
5.1.2 Disassembly.........................................................................................................10
5.2 Preflight Check................................................................................... 11
5.3 Flight Specifications........................................................................... 12
5.3.1 Operational Limitations.........................................................................................12
5.3.2 Controls ................................................................................................................12
5.3.3 Flight Techniques .................................................................................................13
6Appendix............................................................................... 17
6.1 Wing –Quality Form .......................................................................... 17

GDMUiFXL-evo-1G Version 0010 3
2 Amendment Record Sheet
2.1 Table of Amendments
Review
Date
Comment
Section
0010
09-2021
Reference document
2.2 Amendments
The information in this manual is based on the data that was available at the time of its
publication. The latest amendments to this manual will be issued on the Air Création
website (http://www.aircreation.fr) in PDF format. This should be printed out and added
to the manual. The amendment table should at that time be updated with the appropriate
details and date. Therefore it is important for operators to check the website regularly for
any amendments that have been made. If any errors or omissions are found in this manual
please advise the factory.

GDMUiFXL-evo-1G Version 0010 4
3 General
3.1 About this Document
This manual is a legal document which is approved for use with Air Creation iFun XL
wing.
It must be used in conjunction with the particular trike’s operating handbook.
It must remain with the aircraft, and not be amended or altered without authority from Air
Creation.
All pilots should read this manual before flying as pilot in command of the aircraft to
which it refers.
This manual is not intended to teach you how to fly the aircraft. Learning to fly should be
accomplished under the supervision of a suitably qualified flight instructor experienced in
flying this type of aircraft.
What this manual will do is provide the information necessary to a qualified pilot for the
safe flight of this weight shift aircraft.

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3.2 3-Perspective Diagram
Figure 3-1: iFun XL in 3 Perspectives

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4 Technical Specifications –Performance
4.1 Technical Specifications
Area
18.5 sq m (199.1 sq ft)
Maximum wing loading
25,7 kg/sq.m. (5.3 lbs/sq.ft.)
Airfoil type
Double surface 30%
Span
9.5 m (31.2 ft)
Nose angle
120°
Aspect ratio
4.9
Empty weight
49 kg (108 lbs)
Ultimate load factors
+ 6g - 3g
Maximum take-off
weight
475 kg (1,047 lbs)
Limit load factors
+ 4g 0g (-2g under gust)

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4.2 Maximum Added Load / Trikes Adjustment
The maximum load that may be added under the wing is 426 kg (939 lbs). The following chart
defines the useful load of our various trike models with the iFun XL wing.
Trike
Skypper evo
912
Skypper evo
912 S
Skypper evo
912 IS
TANARG neo
912
TANARG neo
912 S
TANARG neo
912 IS
Maximum takeoff
weight without
parachute
450 kg
450 kg
450 kg
450 kg
450 kg
450 kg
992 lbs
992 lbs
992 lbs
992 lbs
992 lbs
992 lbs
Maximum takeoff
weight with
parachute
466 kg
466 kg
466 kg
469 kg
469 kg
469 kg
1028 lbs
1028 lbs
1028 lbs
1034 lbs
1034 lbs
1034 lbs
Empty weight
without parachute
*
226 kg
228 kg
232,5 kg
245 kg
247,5 kg
252,5 kg
498 lbs
503 lbs
513 lbs
540 lbs
546 lbs
557 lbs
Empty weight with
parachute *
236 kg
238 kg
242,5 kg
255 kg
257,5 kg
262,5 kg
520 lbs
525 lbs
535 lbs
562 lbs
568 lbs
579 lbs
Maximum empty
weight without
parachute
287 kg
287 kg
287 kg
287 kg
287 kg
287 kg
633 lbs
633 lbs
633 lbs
633 lbs
633 lbs
633 lbs
Maximum empty
weight with
parachute
303 kg
303 kg
303 kg
306 kg
306 kg
306 kg
668 lbs
668 lbs
668 lbs
675 lbs
675 lbs
675 lbs
Useful load without
parachute *
224 kg
222 kg
217,5 kg
205 kg
202,5 kg
197,5 kg
494 lbs
490 lbs
480 lbs
452 lbs
447 lbs
435 lbs
Useful load with
parachute *
230 kg
228 kg
223,5 kg
214 kg
211,5 kg
206,5 kg
507 lbs
503 lbs
493 lbs
472lbs
466 lbs
435 lbs
* Optional equipment excluded
Caution: fitting of any equipment or any other change should never lead to
exceeding the maximum empty weight value mentioned above, according to security
standards and aircraft conformity.
It is possible to adapt other trikes than the ones mentioned above. Their maximum weight
should be less than 426 kg (939 lbs) fully loaded. The stability of the trike alone must
be absolutely positive in yaw in order to guarantee the stability at high speed.
Then progressive tests will be performed to check the adaptation wing/trike, especially
concerning the position of the control bar and the thrust line height. The necessary engine
power for safe two-seater flight should be at least 40 HP.
Check during fitting whether the trike propeller stays clear of the lower rear
longitudinal cables and the keel. A minimum clearance of 10 cm (4 inches) should
be respected when the hang point is set to the front position and the wing is fully
nose up and all the way banked on one side.

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4.3 Performance at Maximum Take-Off Weight
The indicated speeds are CAS corrected speeds.
(*) The indicated performances were measured with the standard propellers that equip
the trikes. The performances obtained with the optional propellers proposed are at least
equivalent.
Trike
Skypper evo
912
Skypper evo
912 S / IS
TANARG neo
912
TANARG neo
912 S
TANARG neo
912 IS
Maximum weight
466 kg
466 kg
469 kg
469 kg
469 kg
1028 lbs
1028 lbs
1034 lbs
1034 lbs
1034 lbs
Stall speed
55 km/h
55 km/h
55 km/h
55 km/h
55 km/h
34 mph
34 mph
34 mph
34 mph
34 mph
Minimum speed
57 km/h
57 km/h
57 km/h
57 km/h
57 km/h
35 mph
35 mph
35 mph
35 mph
35 mph
Recommended
climbing speed
65 km/h
65 km/h
65 km/h
65 km/h
65 km/h
40 mph
40 mph
40 mph
40 mph
40 mph
Take-off run
75 m
65 m
75 m
65 m
65 m
246 ft
213 ft
246 ft
213 ft
213 ft
50 ft clearing distance
180 m
160 m
180 m
160 m
160 m
590 ft
525 ft
590 ft
525 ft
525 ft
Climb rate
5 m/s
5.5 m/s
5 m/s
5.5 m/s
5.5 m/s
985 ft/min
1083 ft/min
985 ft/min
1083 ft/min
1083 ft/min
Recommended
approach speed
70 km/h
70 km/h
70 km/h
70 km/h
70 km/h
43 mph
43 mph
43 mph
43 mph
43 mph
Landing distance from
50 ft height
140 m
140 m
140 m
140 m
140 m
459 ft
459 ft
459 ft
459 ft
459 ft
Max L/D ratio
7
7
7.5
7.5
7.5
Max glide ratio speed
70 km/h
70 km/h
70 km/h
70 km/h
70 km/h
43 mph
43 mph
43 mph
43 mph
43 mph
Side wind limits
15 kts
15 kts
15 kts
15 kts
15 kts
V.N.E. (velocity never
to exceed)
130 km/h
130 km/h
130 km/h
130 km/h
130 km/h
81 mph
81 mph
81 mph
81 mph
81 mph
V.man (never to be
exceeded in very
turbulent air)
110 km/h
110 km/h
110 km/h
110 km/h
110 km/h
68 mph
68 mph
68 mph
68 mph
68 mph
Roll rate at 120% min.
speed (45°/45°)
3 s
3 s
3 s
3 s
3 s

GDMUiFXL-evo-1G Version 0010 9
5 Instructions for Use
5.1 Rigging
5.1.1 Assembly
1. Open the wing bag, make sure that the A-frame is on top, and remove fastenings and paddings.
At this point, do not assemble the trapeze with the control bar to avoid the risk of damaging the sail with the
upright profile!
2. Lift the wing from the front and rotate it so that the wing is laying with the folded control frame
flat on the ground. Do not remove the protective foam from the central part of the control bar.
Mount the trapeze with the push-pin, no cable must pass inside.
3. Carefully open the two half wings to their maximum extent on floor.
4. Open the trapeze and push the control bar onto its base using the push-pin. No cables must pass
inside.
The control bar is not symmetrical. The center part is offset from the ends to compensate for the lateral offset of
the tricycle due to the engine torque. For an engine with a counter-clockwise rotating propeller (Rotax 912),
the central part must be shifted to the Left. For a clockwise rotating propeller (Rotax 582), the center part must
be shifted to the Right. If necessary, reverse the direction of the control bar if it does not correspond to the
engine used, by removing the screws connecting the trapeze posts. (See maintenance manual, 3.6.1, 5).
5. Slip the tensioning handle behind the foot of the king post by the opening in the upper surface
taking care not to cross or twist the cables. (Figure 5-2).
6. Fit the king post plastic head at the top of the king post without entangling pitch lines.
7. Fit the king post onto its locating lug on the keel, between the two tensioning cables.
8. Carefully slide the upper sail bent battens in their respective pockets and tension the sail by
fastening the Easyfit tighteners (Figure 5-1).
Figure 5-1 : EasyFit Tighteners
Figure 5-2 : Path of Tensioning Cables

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9. Pull the cross tube swan catch tensioner towards the trailing edge, then hook it to the rail screw at
the keel tip (Figure 5-2). To ease the operation, carefully center the A-frame, ensure that the tabs
and heat shrink coverings of the lower lateral cables do not get stuck in the sail opening at the
cross tube/leading edge connection and that the stainless steel tabs line up with the control bar.
10. Pull down the swan catch tension lever and fix it in the rail with the pushpin.
11. Raise the nose of the wing and lift it on its A-frame. To avoid dragging the tips of the wing on the
ground, it is recommended that a second person hold the back of the keel.
12. Fix the front lower longitudinal cables in the rail under the nose plate with the help of the swan
catch tension lever and the pushpin.
13. Install the tip struts in the appropriate openings on the leading edge. Insert them all the way into
their housings and rotate them until they block. Check that they are correctly blocked by pulling
them towards the rear. Raise the sail for ease of access.
14. Place the two straight battens of the wing tips on the plastic lug attached to the tube of the leading
edge, and tighten the upper surface with the clasps. Attach the undersurface bungees by pulling
them over the clasps.
15. Close the fabric closures at the tips by means of their velcros.
16. When connecting the trike, slip the security fastening cable through the loop in the security strap
aligned with the front of the kingpost, behind the kingpost, through the loop again, and then fix it
to the beam of the trike. The security cable should pass under the tensioning cables. This operation
secures the trike as well as fastening the crossbar tensioning system.
For the final stage of lifting the wing on the trike, follow the instructions in the trike
operating handbook.
5.1.2 Disassembly
Dismantling is carried out in reverse order of the assembling operations.
Before setting the wing flat on the ground, insert the protective padding on the
keel over the hang point bracket.
Before folding up the two half-wings,place the leather cap on the tensioning
device lever and slip it inside the sail at the front of the kingpost foot to avoid tearing
any part of the sail or the frame while closing the leading edges.
Never release the tension of the wing without first removing the battens of the wing
tips which rest on the leading edges.

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5.2 Preflight Check
The wing preflight check will be easier if made before lifting the wing above the trike. The
following is a brief summary of the minimum pre-flight inspection, which assumes that the
scheduled maintenance checks outlined in the maintenance manual has been performed. If you
are unsure, it does no harm to increase the number of items in your inspection in accordance with
the recommendations of the maintenance manual.
1. Position the wing horizontally once coupled with the trike.
2. Visually check the symmetry of the two leading edges.
3. Check noses plates’ assembly, bolts, nuts, thimbles and Nicopress of the front lower longitudinal
cables, swan catch correctly positioned, pushpin and wires attached.
4. Slide your hand along the leading edges to check for possible damage. Make sure the profile of the
upper surface of the leading edge is free of deposits of raindrops, insects, snow or ice. Clean/dry if
necessary.
5. Check the crossbar/leading edges connection, bolts, nuts, by unzipping the lower surface access.
Check for correct fastening of lower flying wires and upper landing wires, also their condition, swages
and thimbles. Check that the sail is not snagged on a metallic part. Close the lower surface access.
6. Check the fastening of the sail at the wing tips and the position lock of the two pivoting sleeves by
means of the Parker screws.
7. Check the fitting of the upper surface battens and the closure of their tighteners on the trailing edge.
8. Check fitting and condition of the reflex bridles and their attachment to the sail.
9. Check that no upper cables are wrapped around the kingpost and that the luff lines are well positioned
in the grooves of the pulleys at the top of the kingpost.
10. Check the axes of the swiveling piece, its safety pins and the thimbles and Nicopress of the rear lower
cables at the keel end.
11. Check the correct routing of the tensioning cables on each side of the king post. Check the tensioning
system at the end of the keel, the nuts and bolts, the correct position and security of the push pin and
its safety washer.
12. Slide your hand along all of the lower cables to detect signs of wear.
13. Check that the lower cables are attached to the A frame, check the nuts and bolts, check the condition
of the cables and their Nicopress clamps, and the push-pin of the control bar. All the cables should be
loose enough to pivot in the direction of the tension. Close the leather cover webbings.
14. Check the assembly of the crossbar central junctions, the nuts and bolts, the protection, the retaining
straps on the keel, and the fastening of the tensioning cables.
15. Check the hang bracket and its positioning rings for condition (possible twist, cracks) and free
pivoting movement.
16. Check that all zippers on the inspection hatches are closed and that the under / upper surfaces and
wingtip closure are correctly positioned with their velcro.
17. Once the wing is assembled on its trike, check the position of the hook screw, its butterfly and its
safety ring.
18. Check that the safety cable of the trike is correctly positioned and fastened. It must pass under the
tensioning cables. This system ensures the fastening of the trike as well as tensioning of the crossbars
in case of failure of one of the main components.

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5.3 Flight Specifications
5.3.1 Operational Limitations
Warning:
This wing is not designed for aerobatics.
It is imperative to respect the flight envelope !
Maximum Pitch attitudes 30° nose up, 30° nose down
Maximum Bank angle 60°
Aerobatics and deliberate spinning prohibited
V.N.E. (never to be exceeded): 81 mph (130 km/h)
Acceleration limits +4/-0g ; positive “g” at all times
Stalls authorized only in glide path with a progressive speed reduction
and throttle to idle position.
The instructions in paragraph 5.3.3 concerning stall exercises must be
followed.
Over these limits, stability problems, structural failure or irreversible “tumbling”
motions may occur.
Ideal handling will only be reached after about 10 flight hours and roll control will be
stiffer during the first flights.
5.3.2 Controls
Control bar:
Pushing the control bar forward causes the wing to pitch its nose up, which increases the
angle of attack (causing the aircraft to climb) –primary effect, and a decrease in air speed
–secondary effect.
Roll control is effected from lateral movement of the control frame, and follows weight
shift convention, i.e. bar right, aircraft rolls to the left.
A separate yaw control is not provided. Like other weight shift aircraft, yaw is provided
from the secondary effect of banking.

GDMUiFXL-evo-1G Version 0010 13
5.3.3 Flight Techniques
Taxiing:
Avoid turning sharply as this generates large amounts of torque and hence wear,
transmitted to the pylon, hang point and keel. Always try to keep the wing aligned with
the trike when turning by bracing the control bar. Turning circle is very small, but
beware –wing tips and tip fins stick out and can move around their arc very fast!
Take-off and landing techniques:
Take-off is conventional. Keep the aircraft straight using the nose wheel steering. Allow
the bar to float in the neutral position in pitch and keep the wings level. Let the control
bar move forwards to obtain takeoff rotation. As the aircraft rotates, allow the control bar
to move back smoothly and allow airspeed to build.
If taking off in calm conditions or from a soft field or from a field with long grass, the
minimum take-off roll distance is reached by increasing rpm to full power with brake,
then releasing the brake and pushing the control bar fully forward. The control bar should
be brought backwards immediately once the wheels are in the air to obtain a climbing
speed of 65 km/h (40 mph) according to the load. If a performance take-off is not
required then once the aircraft has rotated allow the bar to move back smoothly, adopt a
shallow climb attitude and allow the airspeed to build to a safer low-level climbing speed
of around 70 km/h (44 mph).
The landing is conventional. Maintain the approach speed until 8-10 foot height, then
flare out to make a smooth touchdown. Braking may be used once all wheels are on the
ground. A short landing requires a slow approach speed of 70 km/h (44 mph). Raise the
nose a few meters from the ground, in order to touch down at stalling speed. Brake and
pull the control bar to the maximum in order to obtain more aerodynamic braking once
the rear wheels have touched ground. If conditions are gusty or a strong wind gradient is
suspected, use a higher approach speed value.
Turning:
The iFun wing is very well-balanced in the turn and is capable of high rates of roll with
modest control forces. Roll rate is proportional to both airspeed and wing loading. Fastest
roll rates will be achieved at light weights and high airspeed. Conversely when flying at
high weight and low speed, maneuverability is reduced. Ensure that the runway is long
enough for take-off and that no sudden maneuvering is required to avoid obstacles early
in the climb, when speed may be low.
Turns at bank angles up to 60 degrees are permitted. To balance the turn at this bank
angle, forward bar movement is necessary to generate the required lift for level flight and
increased power is required to overcome drag and maintain airspeed. Under these
conditions substantial wake turbulence is produced. For turns of over 45 degrees of bank
it is recommended that a heading change of no greater than 270 degrees is used, in order
to avoid entry into the wake turbulence and a possible excursion outside the permitted
flight envelope. The iFun has neutral spiral stability at high cruise speed and thus will
remain balanced in a turn without any roll control pressure required. With a high loading

GDMUiFXL-evo-1G Version 0010 14
and low cruise speed adjustment, it may be necessary to increase the speed before the
wing is put into banking to avoid stalling the lower wing. An increase in engine power is
also advised to maintain the flight level during the turn.
Stalling:
The stalling point is reached more easily with a backward hang point position. Once the
stall angle of attack is reached, the control bar starts pushing back forcefully and some
pre-stall buffet may be felt in the form of pressure bumps. Avoiding any resistance to this
tendency for a short while allows the wing to return to correct speed. In that case, the loss
of altitude will be less than 10 m. (33 ft). If the control bar remains extended despite the
warning signs, the wing will stall and the loss of altitude may easily reach 30 m (100 ft).
An asymmetrical start on one wing is possible, particularly during the running in of the
sail (first 50 flying hours).
Nose high pitch attitudes generated prior to the stall break will lead to high nose down
rotation rates. In common with all flexwing aircraft, extreme examples of this can result
in tumbling motions, loss of control and massive structural failure.
To avoid risk of tumbling, stalling exercises must imperatively be carried out with the
engine at idle, with a very slow decrease in speed (less than 1kt/sec) obtained by
progressively pushing the control bar out. No rolling action shall be taken when
approaching the stall. The push action on the control bar must be released as soon
as the first warning signs are evident (flutter of the sail, vibrations of the control bar,
mush or beginning of a break).
The stall obtained during a turn by an insufficient speed and an excessive pushing action
on the control bar will cause a tilting of the inner wing in the direction of the turn and the
nose towards the ground. If the pressure on the control bar is then released so as to bring
the angle of attack back into the normal flight range, the bank angle will be reduced by a
conventional maneuver. But if the bar is kept pushed after the wing tilts, the rotation will
not be stopped by a simple rolling action and the machine will be able to engage a
descending spiral. To summarize : In the event of a stall in turn, first make the wing fly
again by reducing the angle of attack, then correct the bank !
Pilots should also be aware that as with all aircraft, overloading with baggage/heavy
occupants will increase stalling speed, as well as the usual drawbacks of reduced
performance, maneuverability and structural safety margins.
Behavior in strong wind:
Once grounded and motionless
Park the aircraft perpendicular to the direction of the wind, with its windward wing
lowered and the tip of the leading edge rests on the ground, block the A frame on the
front tube of the trike (using for example the Velcro used for packing the battens of the
sail), block the park brake and put chocks under all three wheels. Take the wing off the
trike and put it flat on the ground windward, if the aircraft is not going to be used
immediately.

GDMUiFXL-evo-1G Version 0010 15
Ground-runs
Keep the sail flat into a headwind. Push the control bar against the trike front strut with a
tailwind. This will avoid flipping. With a side wind, be careful to always tilt the wing so
that the windward edge is slightly lower than the rest of the wing. It may be difficult to
hold the A-frame in its position. Never let the wind lift the wing up.
Take-off and landing
As ground run distances are considerably reduced by strong wind, try to face the wind.
Perform take-off and landing maneuvers at greater speed than you would normally do, in
order to diminish the drift angle and counter the effects of the gradient.
Crosswind Take-off
Start the take-off run with the windward wing very slightly lowered. Hold the aircraft on
the ground by holding the bar slightly back from the neutral position. Keep to the axis of
the runway with the front wheel control without considering efforts on the sail. Allow
airspeed to build to a higher-than-normal value then rotate positively into a shallow climb
attitude. Keep the wings level and allow the trike to yaw into the relative wind. At this
point adjust the drift angle if required to maintain runway centerline, and proceed as
normal.
Crosswind Landing
Crosswind landing limits are largely dictated by the skill of the pilot. Make sure that you
have lots of experience before attempting crosswind landings with components in excess
of 8kt.
General technique should be to fly the approach maintaining the runway centerline by
setting up a steady drift angle. During the final stages of the approach use a higher-than-
normal approach speed to minimize the drift angle. Round out slightly lower than normal
and aim for a short hold off, so that the aircraft lands smoothly, back wheels first with the
control bar at or only slightly forward of the neutral position. The contact between the
back wheels and the ground will then yaw the trike unit towards the runway centerline at
which point the nose wheel can be gently lowered to the ground. Once all wheels are
down the windward wing can be lowered slightly. To ensure maximum directional
control during rollout from a crosswind landing the recommended technique is to move
the bar back after landing and apply light to moderate braking. This eliminates any
tendency to bounce and ensures good contact pressure between tire and runway surface.
This technique of applying aerodynamic loading to increase ground pressure and hence
braking efficiency during landing roll is also appropriate for short field landing.
Remember that crosswind landings on grass are slightly easier than on hard surfaces.
During crosswind landings a lot of torque is carried through the structure which results in
excessive wear to the hang point and attached structure. Always try to land into the wind
if possible. If crosswind components are in excess of 15 knots then only a small
windward distance will be required for landing –across a large runway could be the best
option!

GDMUiFXL-evo-1G Version 0010 16
Flight in Turbulence:
Compared to other flexwing microlights, the iFun XL handles turbulence very well.
However in common with all microlight aircraft, care must be taken in turbulent
conditions, particularly when close to the ground. As previously stated high airspeed will
enhance maneuverability in these situations. However if conditions become severely
turbulent with hard jolts being transmitted through the aircraft, it is recommended that
you do not exceed the maneuvering speed Vman. VNE should only be reached in smooth
conditions.
In strong wind conditions, avoid flying on the downwind side of large hills or other
obstructions. When landing in strong crosswind conditions, remember that low-level
turbulence will be produced by obstructions on the upwind side of the runway. Always try
to assess areas of possible lift, sink or turbulence from some distance away so that you
can be fully prepared for their effects.
At height the best way to minimize pilot workload and physical fatigue is to fly the
aircraft while trying to let the control bar float through turbulence. Use your arms as
dampers and try not to rigidly fight the movement. Close to the ground, where accurate
control is required, the displacement of the aircraft in turbulence can be reduced by
bracing the control bar relative to the structure of the trike unit. This then transmits to the
wing the pendulum stability of the trike mass. However the pilot must be ready to make
any necessary corrective control inputs.
Smooth flight in turbulence in a flexwing aircraft is a skill that is learned with time and
experience. Please remember the old adage: “It is better to be on the ground wishing that
you were in the air, than in the air wishing that you were on the ground!”
Rain, ice and snow:
Flight in rain may increase the stall speed of the aircraft and reduces
maneuverability at slow speeds.
We recommend wiping the fabric of the leading edge with an absorbent cloth if such
conditions are observed before flight.
Any other form of contamination of the leading edge, the airfoil, and the upper surface
such as ice or snow will result in strongly increased stall speeds and a large reduction in
overall aircraft performance. Never take off under such conditions! If these
conditions are encountered during flight, attempt to escape these conditions as quickly as
possible. If this is not possible, the aircraft should make an emergency landing as soon as
it is safe to do so. During this process avoid flight at low speed and expect poor aircraft
performance.

GDMUiFXL-evo-1G Version 0010 17
6 Appendix
6.1 Wing –Quality Form
Anxious to ensure the perfection of our products, we have set up a sequence of controls
covering all steps of production. We are continuously working on their improvement and
we are in need of your help.
Please return this reply form accurately filled in if you find any issues or problems
concerning your trike that could affect its quality or finish, even if it is a minor matter.
Name
Address
Telephone
E-Mail
Type of Wing & Trike
Delivery Date
Wing Serial Number
Colors of Wing
Distributor
Hours Flown
Problems noticed: (explanations and/or drawing)

GDMUiFXL-evo-1G Version 0010 18
615 Route de l’Aérodrome, 07200 Lanas, France
Phone: [phone] • Fax: [phone]
[e-mail] • http://www.aircreation.fr