Comco Ikarus C42-E Owner's manual

C42E 540kg LSA POH Issue 3 China Date: 15.03.2016 Page 1 of 36
C42-E
540kg LSA
Pilot’s Operating Handbook
POH/C42E/003/Rev.1
China
Airplane Registration Number __________________
Airplane Serial Number ________________________
Issue 3 Rev. 1
Date of Issue: 31th March 2016

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RECORD OF MANUAL REVISIONS
Issue
No. Change/Description Date Signature
1. Initial Issue. Based on ASTM F 2245-11 06/07/2011
2.
Page 6: Manufacturer Contact Information added
4.1 Preflight check, item 17 corrected, Neuform
propeller servicing note information added
5.4 Cruise conditions corrected
9.4 Flying without doors, Reference to PFA and BMAA
removed, Owner change of address notice now Section 9.6
9.7 Notification of defects, Form FB-105 added
9.8 Daily inspection duplicate removed
21/01/2013
3
4.8 Flap speed conversion to kt corrected
3.17 Grammatical correction
4.1 Overhaul and Inspection Neuform Propeller
4.8 Flap speed conversion to kt and km/h corrected
18/02/2015
3 Rev.1
Record of manual revisions corrected
9.8 Cowl flap added
31.03.2016

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TABLE OF CONTENTS
Page
1 GENERAL INFORMATION .......................................................................................................................... 7
2 LIMITATIONS ............................................................................................................................................... 8
3 EMERGENCY PROCEDURES................................................................................................................... 10
3.1 General Information ............................................................................................................................. 10
3.2 Emergency Airspeeds .......................................................................................................................... 10
3.3 Engine fire during startup ..................................................................................................................... 10
3.4 Engine failure during takeoff ................................................................................................................ 10
3.5 Loss of engine power in flight .............................................................................................................. 10
3.6 Emergency landing without engine power ........................................................................................... 11
3.7 Precautionary landing with engine power ............................................................................................ 12
3.8 Fire in flight........................................................................................................................................... 12
3.9 Loss of oil pressure .............................................................................................................................. 12
3.10 High oil pressure .................................................................................................................................. 12
3.11 Emergency descent ............................................................................................................................. 12
3.12 Alternator failure................................................................................................................................... 12
3.13 Overvoltage.......................................................................................................................................... 12
3.14 Inadvertent spin.................................................................................................................................... 13
3.15 Inadvertent icing encounter.................................................................................................................. 13
3.16 Loss of primary instruments................................................................................................................. 13
3.17 Loss of flight controls ........................................................................................................................... 13
4 NORMAL PROCEDURES .......................................................................................................................... 14
4.1 Preflight check...................................................................................................................................... 14
4.2 Engine starting ..................................................................................................................................... 15
4.3 Taxiing.................................................................................................................................................. 16
4.4 Normal takeoff...................................................................................................................................... 16
4.5 Best angle of climb speed .................................................................................................................... 17
4.6 Best rate of climb speed....................................................................................................................... 17
4.7 Cruise ................................................................................................................................................... 18
4.8 Approach .............................................................................................................................................. 18
4.9 Normal landing ..................................................................................................................................... 18
4.10 Short field takeoff and landing procedures .......................................................................................... 19
4.11 Soft field takeoff and landing procedures............................................................................................. 19
4.12 Balked landing procedures .................................................................................................................. 20
4.13 Turning flight ........................................................................................................................................ 20
4.14 Slow flight, stalling and use of flaps ..................................................................................................... 20
4.15 Shutting down the engine .................................................................................................................... 20
5 PERFORMANCE ........................................................................................................................................ 21
5.1 Takeoff distance to clear 15m, 50’ obstacle......................................................................................... 21
5.2 Landing distance to clear 15m, 50’obstacle......................................................................................... 21
5.3 Climb rate ............................................................................................................................................. 21
5.4 Cruise conditions.................................................................................................................................. 21
6 WEIGHT AND BALANCE........................................................................................................................... 22
6.1 Equipment list....................................................................................................................................... 23
7 DESCRIPTION OF AIRPLANE AND SYSTEMS ....................................................................................... 24
7.1 Airframe................................................................................................................................................ 24
7.2 Control Systems................................................................................................................................... 24
7.3 Instrument panel .................................................................................................................................. 26
7.4 Engine .................................................................................................................................................. 27

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7.5 Propellers ............................................................................................................................................. 27
8 HANDLING AND SERVICING.................................................................................................................... 28
8.1 Ground handling................................................................................................................................... 28
8.2 Towing instructions .............................................................................................................................. 28
8.3 Tie-down instructions ........................................................................................................................... 28
8.4 Fluids.................................................................................................................................................... 28
8.5 Approved fuel grades ........................................................................................................................... 28
8.6 Approved oil grades ............................................................................................................................. 28
8.7 Cleaning and care ................................................................................................................................ 28
9 SUPPLEMENTS ......................................................................................................................................... 29
9.1 Attaching the wings to the folding mechanism. (Optional)................................................................... 29
9.2 Rigging the wings................................................................................................................................. 29
9.3 Folding the wings to hangar the aircraft:.............................................................................................. 30
9.4 Flying Without Doors............................................................................................................................ 32
9.5 Air pressure for tires and shock absorber: ........................................................................................... 32
9.6 Owner change of address notice ......................................................................................................... 32
9.7 Notification of technical defect and/or damage to the aircraft.............................................................. 33
9.8 Checklists............................................................................................................................................. 34

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INTRODUCTION
The C42 E aircraft is a Light Sport Aircraft (LSA), conforming to the definition of the LSA catagory.
To operate the aircraft the pilot must hold a license or certificate appropriate to this category of aircraft. The
aircraft is not to be flown unless it is registered, carries registration markings in accordance with the requirements
of the country in which the aircraft is to be flown, and has a Permit to Fly or certificate of Airworthiness valid in
the country of operation.
The aircraft is to be flown under daytime VFR conditions. Flight in conditions other than daytime VFR
without the correct aircraft equipment and pilot ratings is extremely dangerous and can result in serious
injury or death.
Pilots holding licences for other categories, even higher ones, are required to be checked out by an appropriately
qualified instructor prior to flying this aircraft as it possesses characteristics that are unique to light sport type
aircraft. These characteristics include low inertia, susceptibility to turbulence and wind gradient and special
engine considerations.
The safety of all occupants, the aircraft and persons on the ground are the sole responsibility of the the Pilot in
command. Do not operate this aircraft in a manner that would endanger the occupants, the aircraft or persons
on the ground.
Bear in mind that the engines used in C42 E aircraft are not certified aviation engines and thus may not
offer the same safety standards found in other classes of aircraft. Prepare your flight so that you can
always reach an emergency landing area should you experience engine failure. On cross country flights,
ALWAYS keep an emergency landing field in sight.
Changes to the control system, structure, wings and engine are prohibited. These changes would invalidate any
certificate of Airworthiness or permit to fly and as such would result in an insurance becoming null and void.
All operating difficulties and equipment failures should be reported to your dealer or the manufacturer.
Background History
The aircraft is largely designed and manufactured by Comco Ikarus Gerätebau GmbH, based at Mengen Airport
in Southern Germany. It is the natural successor to the Company’s market leader, the C22, of which over 1200
examples have been built. To date over 1000 examples of the C42 E have been built and flown.
The prototype C42 E was first flown in 1995; the first production flight took place in Spring 1996. The lead aircraft
has completed over 2400 hours. Versions of the C42 E have been accepted in the UK by the Light Aircraft
Association as a kit built and the CAA as a type approved series built microlight.
Certification
ASTM Standards used on this airplane:
F2245 Specification for Design and Performance of a Light Sport Airplane
F2746 Specification for Pilot’s Operating Handbook (POH) for Light Sport Airplane
F2339 Practice for Design and Manufacture of Reciprocating Spark Ignition Engines for Light Sport Aircraft
F2279 Practice for Quality Assurance in the Manufacture of Fixed Wing Light Sport Aircraft
F2295 Practice for Continued Operational Safety Monitoring of a Light Sport Aircraft

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Manufacturer Contact Information
COMCO IKARUS GmbH
Am Flugplatz 11
88367 Hohentengen / Swabia
Germany
Tel: [phone]
Fax: [phone]
Email: post@comco – ikarus.de
Backup Certification Data Contact Information
COMCO IKARUS GmbH
Am Flugplatz 11
88367 Hohentengen / Swabia
Germany
Tel: [phone]
Fax: [phone]
Email: post@comco – ikarus.de
Owner ______________________________
______________________________
______________________________
This Pilot Operating Handbook belongs to the aircraft:_________________
and is to be kept in the aircraft at all times.

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1 GENERAL INFORMATION
The C42 E is a conventional modern light aircraft. Constructed around a tubular aluminum framework with
composite fairings and laminate-fabric flying surface coverings it is aerodynamic, lightweight and easy to
maintain and repair. Fitted with an efficient Rotax 912ULS four-stroke flat-four engine it requires minimal
maintainence and yet returns excellent fuel economy and a high power to weight ratio.
Gross weight: 540kg 1191lb
Top speed: 111kt IAS sea level, Rotax 912ULS
Cruise speed: 100kt IAS 75% power, sea level, Rotax 912ULS
Fuel Range: 320nm 65L tank, 75kt≙140 kmh cruise, sea level, 1hr reserve
Climb rate: 930fpm at 66kt IAS Rotax 912ULS
Stall speed: VS0 35kt IAS full flap 37 kt ≙68 kmh
VS1 38kt IAS half flap 40 kt ≙74 kmh
VS 42kt IAS no flap 43 kt ≙80 kmh
Fuel capacity: 65L 17US Gallons
Fuel Type: Unleaded Premium Autogas MON 85, RON 95, AKI 91 minimum
AVGAS 100LL See Rotax manual for advice
Maximum power: Rotax 912ULS 100hp at 5800rpm note 5500rpm max continuous

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2 LIMITATIONS
Airspeed markings - all speeds are Indicated Air Speeds (IAS).
White Arc: 40 to 78 mph (35 to 68 kt) —full flap operating range.
Green Arc: 48 to 110 mph (42 to 96 kt) — normal operating range.
Yellow Arc: 110 to 139 mph (96 to 121 kt) CAUTION, DO NOT USE IN TURBULENCE.
Red Line: 139 mph (121 kt) VNE VELOCITY NEVER EXCEED.
Yellow Triangle: 62 mph, 54 kt - Recommended Minimum Approach Speed
Airspeeds - all speeds are Indicated Air Speeds (IAS).
VS0 Stall speed, full flaps: 40 mph, 35 kt
VS1 Stall speed, flaps retracted: 48 mph, 42 kt
VFE Max. flap extended speed : 78 mph, 68 kt
VA Max. manoeuvring speed, 103 mph, 90 kt
VNE, Never Exceed Speed: 139 mph, 121 kt
VNE & VA limitations are affected when flying with doors removed: VNE (Velocity Never Exceed): 93 mph, 81 kt.
Service Ceiling: not defined.
Structural limitations:
Positive limit load factor 4g (at all speeds)
Negative limit load factor -2g
Approved Manoeuvres
Non-aerobatic operation only.
Any manoeuvre necessary for normal flight.
Stalls.
Steep turns with bank angles not exceeding 60°

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Fuel
Fuel capacity: 65L 17US Gallons
Fuel Type: Unleaded Premium Autogas MON 85, RON 95, AKI 91 minimum
AVGAS 100LL See Rotax manual for advice
Maximum engine power output
Rotax 912ULS 100hp at 5800rpm note 5500rpm max continuous
Operational Limitations
This aircraft
- must be flown under daylight, VFR conditions only.
- must not be flown in known airframe icing conditions.
- must not be flown in conditions of moderate turbulence or above, or in winds exceeding 22 kts,
at surface level, less if gusty.
- max. demonstrated Crosswind component 15 kt
Weight and Balance
- Maximum Take-Off Weight (MTOW): 540 kg
- Center of Gravity in Flight (COG): 350 mm - 523 mm (behind leading edge)

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3 EMERGENCY PROCEDURES
3.1 General Information
The C42 E is a very easy to fly aircraft, capable of controlled landing at slow speed onto moderately rough
surfaces.
3.2 Emergency Airspeeds
Best glide speed 76mph, 65kt Glide angle 10:1
Approach speed 62mph, 54kt Yellow triangle marker on ASI
Stall speed full flap 40mph, 35kt Bottom of white arc on ASI
Emergency Checklists:
3.3 Engine fire during startup
Magneto switches OFF
Master switch OFF
Main fuel shut off valve OFF
Evacuate aircraft
If safe to approach aircraft discharge fire extinguisher through radiators and cowling exits.
3.4 Engine failure during takeoff
If sufficient runway ahead land and apply brakes.
If not, ensure the nose is lowered promptly to maintain flying speed.
If lower than 500’, land straight or near to straight ahead. Do not attempt to turn back to the airfield.
If you have sufficient height and time make a MAY DAY call. Stay on the frequency you are already on if
contact established. Remember it is more important to keep flying the aircraft on your planned approach
than any other action.
3.5 Loss of engine power in flight
Set attitude for best glide at 65 knots and trim (This is a good compromise speed and easy to achieve
quickly). Assess the wind direction and select a suitable landing area into wind. Plan your approach and
execute this action.
Activate carburetor heat control.
If you have time check the reason for engine failure:
Master switch ON
Magneto switches ON
Main fuel shut off valve ON
Choke OFF
Try restart:
Auxiliary fuel pump ON
Throttle set 1/4 open
Press starter
If restart not achieved and you still have sufficient height and time make a MAY DAY call. Stay on the
frequency you are already on if contact established. Remember it is more important to keep flying the
aircraft on your planned approach than any other action.

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Do not turn your back on the planned landing site or make a 360 degree turn. A constant aspect approach
is recommended coupled with beats and turns and or sideslip to increase rate of descent.
IMPORTANT: SHUT DOWN CHECKS (Prior to landing)
Throttle closed
Master switch OFF
Magneto switches OFF
Main fuel shut off valve OFF
Security harnesses tight, reassure passenger
1 Stage of flap can be applied at any time during your descent.
During your initial approach you should be aiming at the middle off the landing site bringing your aiming
point back to one third in after applying full flap. All emergency landings should be made into wind with
full flap to minimize landing speed.
Remember - KEEP FLYING THE AIRCRAFT AT ALL TIMES.
3.6 Emergency landing without engine power
Set attitude for best glide at 60 knots and set the flaps to position 2 (11° / half flap) (This is a good
compromise speed and easy to achieve quickly). Assess the wind direction and select a suitable landing
area into wind. Plan your approach and execute this action.
If you have sufficient height and time make a MAY DAY call. Stay on the frequency you are already on if
contact established. Remember it is more important to keep flying the aircraft on your planned approach
than any other action.
Do not turn your back on the planned landing site or make a 360 degree turn. A constant aspect approach
is recommended coupled with beats and turns and or sideslip to increase rate of descent.
IMPORTANT: SHUT DOWN CHECKS (Prior to landing)
Throttle closed
Master switch OFF
Magneto switches OFF
Main fuel shut off valve OFF
Security harnesses tight, reassure passenger
1 Stage of flap can be applied at any time during your descent.
During your initial approach you should be aiming at the middle off the landing site bringing your aiming
point back to one third in after applying full flap. All emergency landings should be made into wind with
full flap to minimize landing speed.
Remember - KEEP FLYING THE AIRCRAFT AT ALL TIMES.

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3.7 Precautionary landing with engine power
If engine trouble is suspected and a suitable landing area is available execute a normal glide approach.
Assume that the engine may not produce any power.
If no suitable landing area is immediately available do not allow height to be lost whilst proceeding to a
more suitable area. Use the engine as required and available to maintain sufficient height to allow plenty
of time to execute a good emergency landing without power, should the engine fail completely.
In the case of precautionary landing for reasons other than engine trouble, for instance deteriorating
weather, remember the aircraft will fly slowly and safely with full flap deployed at approach speed, 54kt,
and will continue to fly down to stall speed at 35kt. Do not continue to fly at high speed if visibility is very
bad.
3.8 Fire in flight
Main fuel shut off valve OFF
Electric fuel pump OFF
Full throttle, (to burn the remaining fuel fast).
Maximum permissible airspeed to put out the flames.
Call MAYDAY
Follow emergency landing without engine power procedures.
3.9 Loss of oil pressure
Follow precautionary landing with engine power procedure.
3.10 High oil pressure
Follow precautionary landing with engine power procedure.
3.11 Emergency descent
Retract flap.
Close the throttle, establish a straight dive at V 96kt.
If conditions are smooth, this may be increased to close to VNE, 121kt.
As the required level is approached, begin to level out gently and resume normal flight.
3.12 Alternator failure
Follow precautionary landing with engine power procedure.
3.13 Overvoltage
Unless navigational or radio equipment is required, turn off master switch. Note there is a risk that
electronic equipment may fail due to the overvoltage condition.
Follow precautionary landing with engine power procedure.

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3.14 Inadvertent spin
Close throttle.
Centralize stick and rudder controls.
The aircraft will recover very quickly to a steep dive.
Retract flap if deployed (unlikely, the aircraft is very hard to spin with full flap).
Gently ease of out the dive and return to normal flight.
3.15 Inadvertent icing encounter
Activate carburetor heat control. Fly clear of conditions as soon as possible. If airframe icing is suspected
do not fly at low speed until sure any ice has cleared.
3.16 Loss of primary instruments
Land as soon as possible at a suitable airfield. Consider runway length and availability of emergency
services.
3.17 Loss of flight controls
I Should you lose elevator control due to a mechanical failure, trim the aircraft to 70 mph, 60kt.
With a reduced power setting, make a shallow power-on landing approach, throttle back and flare
using the trim. Avoid use of the flap.
II If you lose aileron control, you can fly the aircraft with rudder alone.
III If you lose rudder control, the aircraft can be flown with the ailerons alone.
In extreme turbulence leading to an uncontrolled flight situation activate the rescue system.

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4 NORMAL PROCEDURES
4.1 Preflight check
Daily Inspection / Pre-flight Inspection
1. Engine and cowling secure and undamaged.
2. Check coolant level correct.
3. Check oil level within limits.*
4. Check fuel level
5. Propeller clean and undamaged1, bolts secure.
6. Front gear; tyre pressure, tyre condition and tyre creep.
7. Left main gear; tyre pressure and condition.
8. Left side wing, structure and covering.
9. Left wing strut attachment secure.
10. Left aileron, control linkage and hinges secure.
11. Left flap, control linkage and hinges secure.
12. Left side of the fuselage, undamaged
13. Tail group secure and surfaces undamaged.
14. Elevator hinges and control linkage secure.
15. Trim tab and linkage secure.
16. Rudder hinges and control cables secure.
17. Repeat items 7 through 12 for right side.
18. Fuel filler cap secure.
19. Windscreen clear and undamaged.
20. ASI pitot unobstructed and extended to end of red mark.
21. Cockpit area inside and out, check controls full movement, free and correct direction.
22. Instruments serviceable.
23. Open fuel tank sump drain and check for contamination.
24. Check tank water drain for leaks.
*When checking the oil level it may be necessary to pump the oil back into the reservoir to obtain a
correct reading and to avoid overfilling. This can be done by removing the oil filler cap and ensuring the
master switch and magnetos are off and slowly rotating the propeller ONLY in the operating direction
until a gurgling sound is heard from the reservoir tank.
1 With composite propellers, minor damage to the external surface, such as a deep scratch which
breaches the outside fabric, can result in significant loss of strength and a dangerous condition. For this
reason it is important to inspect the blades carefully before flight. Look particularly for scratches along
the chord of the blade which may have severed one or more yarns of fibre. When in doubt, seek expert
advice.
For overhaul and inspection intervals please refer to your propeller operating manual.

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4.2 Engine starting
Description:
The 912ULS is 4 cylinder, four stroke, horizontally opposed engines. This is cooled by a combination of
air-cooled cylinders and liquid cooled heads. The engine oil is cooled with a special oil / water heat
exchanger.
The C42E aircraft utilise an oil/water heat exchanger in place of the oil radiator. A carburettor heat control
is also fitted which draws air from around the exhaust, via the usual air filter. This should only be activated
if carburettor icing is suspected (see Emergency Procedures sction).
Fuel Type: Min. AKI 91 Octane for the 100 hp engine (RM/2 method) automotive gasoline leaded or
unleaded or AVGAS 100 LL . Prolonged use of AVGAS can cause damage to the Rotax 912ULS,
precludes use of fully synthetic oil and requires more frequent oil and oil filter changes. Please study the
Rotax engine operating manual.
CAUTION: Never handle the propeller with the ignition on.
To Start ensure that :
Brakes ON
Aircraft FACING A SAFE DIRECTION AND AREA CLEAR ALL AROUND
Flap NEUTRAL (no flap)
Non essential electrics TURNED OFF
Carb Heat OFF
Main fuel shut off valve OPEN
Master switch ON
Electric fuel pump ON
Throttle at idle FULL AFT
Magnetos (both) ON
Propeller area CLEAR
Rear of aircraft CLEAR
Choke PULLED OUT
Shout “CLEAR PROP”
START ENGINE
After engine starts, choke OFF
Check: OIL PRESSURE RISING*.
* If Oil pressure does not rise turn off engine immediately.
Note: If the engine doesn’t start, repeat the procedure. If the engine floods, close the main fuel valve,
half open the throttle and turn over the engine. When it starts, reduce the throttle quickly to idle (2000
rpm) and turn on the fuel.
Open the main fuel valve - don’t forget!
Note: A water-cooled four stroke engine requires a fairly long warm up period. Run the engine at 2000
rpm for 2 minutes minimum then at 2500 rpm until the oil temperature is at least 120°F
(50° C). Perform an ignition system check at 4000 rpm by turning off each ignition switch in turn. The
engine speed drop should not exceed 300 rpm with a maximum difference of 115 rpm.
Failure to let the oil temperature reach 50°C can result in carburettor ice forming during takeoff. It
is imperative that this procedure is followed otherwise serious injury or death may result.

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After Start
Aircraft holding on brakes
Auxiliary fuel pump OFF
Oil pressure within limits
Set rpm to 2000 for 2 minutes, then 2500rpm until warmed
Choke is OFF
Check idle
Charging lamp showing OFF
Radio ON (If fitted)
Check clear for taxi
Reduce throttle to idle before releasing brake
4.3 Taxiing
During Taxi
Brakes operating properly
Check compass and slip ball
Use elevator as necessary to keep the weight off the nose-wheel
The nose wheel steering is conventional and is directly connected to the rudder pedals. Push the right
pedal to turn right. Push the left pedal to turn left. Taxiing is simple; the turning radius of the C42 E is
small, and the aircraft handles cross winds during taxiing very well.
When taxiing with a strong tail wind, hold the control stick firmly in the neutral position.
When taking off or landing on bumpy grass strips, exercise caution to avoid striking the propeller. This
may require performing soft field take-off and landing procedures.
Note: with a fully aft cg it is possible for the aircraft to tip back and sit on its tail skid, particularly
if taxiing over uneven ground.
4.4 Normal takeoff
Pre-Flight Vital Actions
Park into wind
Brakes on and locked
Set throttle at 2000 rpm (If still warming 2500 rpm)
Controls full and free and correct sense
Harnesses and hatches secure (no light visible along bottom of door)
Loose items stowed
Flight instruments set and correct
Engine temperatures and pressures within limits
Magneto check at 4000 rpm (max drop 300 rpm)
Throttle to idle (1450 -1600 rpm)
Reset throttle to 2000 rpm
CARB Heat on
Fuel ON and contents sufficient for flight
Aux fuel pump ON
Trim set for take off

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Flap set to position 2 (11degrees / half flap) if required
CARB Heat off.
Check ALL CLEAR
Check full power during take off roll
Complete the pre-take checklist ‘VITAL ACTIONS’ above. Ensure the trim is set to one step above neutral,
as indicated by a centre-scale reading on the trim indicator and the flap are set as required (Max position
2, 11 degrees, half flap). Always take off into the wind when possible. The maximum demonstrated 90
degree crosswind component is 17 mph (15 knots).
The stick position should be positively aft of neutral and maintained during the ground roll to minimise the
loading on the nose wheel. Smoothly bring the throttle to the full forward position, check the tachometer
for full throttle rpm.
It will be necessary to hold right rudder to counteract slipstream effect and engine torque during the ground
roll and climb out. The nose wheel lifts off at approximately 30 mph, (26 kt). Accelerate with the nose
wheel off the ground 2-4 inches, (5-10 cm). The aircraft will take off at 44 mph (38 kt).
After takeoff, let the aircraft accelerate to the best rate of climb speed Vy 76 mph, (66 kt), flap extended
to position 2 (half flap). At between 150 and 200 ft raise the flap to the cruising flight position 1 (-5°
degrees or no flap). Be ready for the pitch trim change to nose-down. Trim the aircraft as required for the
climb.
Best angle of climb speed Vx is 55 mph, (48 kt) flap at position 2(half flap ). However this climb speed
and angle are not recommended because in the event of an engine failure it is possible that control of the
aircraft may be lost. The aforementioned procedure is therefore recommended. This should ensure full
control is maintained in the event of an engine failure shortly after takeoff providing immediate engine
failure action is taken.
After Take Off
Flap up above 150 feet
Aux fuel pump off above 1000 feet
Engine temperatures and pressures within limits
Cross wind take off :
Take off should be made as described above but with into wind aileron. Maintain track down the centreline
with rudder and further maintain into wind aileron as required to stop your drift during the take off roll and
rotation. (Out of wind wing main wheel can lift off first during take off ). Resume wings level balanced flight
after take off.
The maximum demonstrated 90 degree cross wind component is 17 mph (15 kts)
4.5 Best angle of climb speed
Best angle of climb speed Vx is 55 mph, (48 kt) flap at position 2(half flap ). However this climb speed
and angle are not recommended because in the event of an engine failure it is possible that control of the
aircraft may be lost.
4.6 Best rate of climb speed
The best rate of climb speed is Vy 76 mph, (66 kt), flap at position 1(no flap ).

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4.7 Cruise
Note: Typical economic cruise speeds lie in the range 80 to 105 mph (70 to 90 kt); 109 mph (95 kt) with
the 100 hp engine.
Maximum continuous engine speed is 5500 rpm for the 100 hp 912ULS.
Variations in rpm and cruise performance occur with different loads.
Typical cruising flight (100 hp)
Engine speed: 4800 rpm.
Airspeed: 100 mph (85 kt)
Fuel flow: 3.6 US gallons per hour, (14l/h)
The maximum speed in cruising flight is 118 mph (103 kt).
Note: This maximum speed applies only in smooth conditions with no turbulence. In turbulent
air, speed must be kept below V = 110 mph (96 kt).
4.8 Approach
Entering a conventional circuit in the cruise 92 mph (80 kts) when on the base leg reduce power,
maintaining attitude allowing a reduction in airspeed to 78 mph (68 kts ≙125 km) (white arc) select flap
at position 2 (11°, half flap )15 degrees flap (1 stage) simultaneously lowering the nose to maintain 67
mph (58 kts) and trim.
On final approach if the crosswind component is less than 12 mph (10 kts) you can select full flap
simultaneously lowering the nose to maintain 55 kts. Continue your approach at 63 mph (55 kts) and trim
if required. Minimum approach speed in this configuration is 62 mph (54 kts).
In calm conditions it is acceptable to use side slip technique to increase your rate and angle of descent,
but it is recommended the aircraft is returned to a standard approach configuration before reaching 100
ft above the runway.
4.9 Normal landing
In the landing phase during the hold off when the main wheels touch ensure that the nose wheel is
maintained clear of the runway during the landing roll bringing the stick steadily rearward until it reaches
the backstop and allow the nose wheel will settle onto the runway as the speed decays.
Caution should be exercised when applying brakes as it is possible to lock the main wheels under certain
conditions. It is preferable to allow the aircraft to de-accelerate to a walking pace before applying any
braking action.
Cross wind landing technique:
Establish the aircraft on a powered approach, tracking the centreline and allowing for drift. For crosswind
components of 12 mph (10 knots) or above only flap position 2 (half flap) is recommended. Approach
speed should be 66 mph (58 kts).

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The generic wing down approach is recommended. If you are not fully aware of crosswind techniques you
should consult an approved instructor. The following description is for guidance and not a substitute for
proper instruction.
Below 200 feet on the approach, apply rudder to align the nose of the aircraft with the centreline of the
runway simultaneously lowering the into-wind wing with aileron to maintain your track down the centreline
(preventing drift).
Smoothly allow the aircraft to settle on to the runway, the into wind wheel will contact the runway first
maintaining directional control with the rudder and progressively increase the into-wind aileron deflection
as the airspeed reduces.
Allow the nose wheel to settle on to the ground earlier than normal to transfer steering authority. Avoid
“fully holding off” before touchdown as drift angle increases and airspeed decays, the control authority
also reduces.
4.10 Short field takeoff and landing procedures
Takeoff
Select first stage flap. Position aircraft to make as much runway available as possible. Hold the aircraft
on the brakes as power is smoothly increased to full, release brakes at full power or as the aircraft starts
to cree p despite the brakes. Hold the elevator only slightly up.
The aircraft should accelerate quite strongly, if not then abort the takeoff. At around 40kt rotate and lift
off. Allow the aircraft to continue to accelerate to at least 48kt, best angle of climb speed, before
establishing a climb at the desired speed.
Landing
Select full flap and establish a powered approach at the 54kt recommended minium approach speed (the
yellow triangle on the ASI). Maintain this airspeed with the elevator whilst adjusting the power to control
the flight path and descent rate to position low over the end of the runway ready to close the throttle and
round out. Do not hold off excessively, rather allow the aircaft to settle at which point the brakes may be
applied to shorten the ground roll.
4.11 Soft field takeoff and landing procedures
Takeoff
Select flap position 2 (half flap). Try to avoid stopping before commencing the takeoff roll. Apply full power
and hold full up elevator until the nose wheel rises, then ease the elevator and balance the aircraft on the
main wheels as it accelerates until it lifts off. Set the attitude to allow the aircraft to accelerate further
whilst still in ground effect, to at least 48kt, before establishing the climb.
Landing
Select flap position 3 (full flap) and establish a powered approach at the 54kt recommended minium
approach speed (the yellow triangle on the ASI). Maintain this airspeed with the elevator whilst adjusting
the power to control the flight path and descent rate to position low over the end of the runway ready to
close the throttle and round out. Hold off as long as possible to touch down as slowly and gently as
possible. Do not use the brakes. Use the elevator to keep the nose wheel off the ground as long as
possible, or as long as steering authority is maintained. Keep full up elevator whilst taxiing, except when
taxxing in strong wind conditions.

C42E 540kg LSA POH Issue 3 China 15.03.2016 Page 20 of 36
4.12 Balked landing procedures
Smoothly apply full power.
Establish the aircraft in a climb at 60kt.
Retract the flap if deployed.
Other information:
4.13 Turning flight
In turning flight, it is necessary to co-ordinate the use of the ailerons and the rudder. At normal cruising
speeds 80 mph (70 kts) to 103 mph (90 kts) initiate the turn with aileron maintaining balance as necessary
with rudder. At bank angles exceeding 45 degrees the pitch trim force required to maintain level flight
increases noticeably. Banks exceeding 60 degrees are prohibited. In steep bank turns remember to
maintain the attitude at entry and maintain airspeed with power. Failure to maintain correct attitude can
result in a spiral dive developing. At 60 degrees of bank the stall speed is multiplied by a factor of 1.41
and you will be pulling 2g.
4.14 Slow flight, stalling and use of flaps
In cruising flight configuration with the landing flap retracted and at speeds below 62 mph (54 kt) the top
of the engine cowl will be well above the horizon. Control inputs of the aileron and rudder will be severely
dampened and the overall response of the aircraft markedly reduced. Only gentle turns should be made
of up to 20 degrees of bank ensuring the aircraft remains in balance. In slow flight if a wing drops, centrally
reduce back pressure on the stick and lower the nose. Prevent further yaw with the rudder and do not
attempt to lift the wing by aileron input.
At approximately 49 mph (43 kt) there will be a slight buffeting of the airframe. The aircraft is still
controllable. However, aileron input should not be used and the stick kept central with any tendency for
the wing to drop use opposite rudder to prevent yaw.
If stalls are entered very gently the aircraft can enter a controlled mushing descent, control can still be
maintained with rudder. (It is important not to over use rudder and potentially put the aircraft into a reverse
spin entry).
When the aircraft stalls the nose will drop. By removing back pressure the aircraft should recover. Typical
height loss in the wings-level stall is approximately 100 ft., and max. Pitch attitude change 25° below the
horizon. In turning flight stalls the typical height loss is 120 ft. At flap position 3 (full flap, 32 degrees) the
pre-stall buffet, 41 mph (36 kts), is markedly more noticeable and there is an increased tendency for the
wing to drop if balanced flight is not maintained.
4.15 Shutting down the engine
During the descent and subsequent taxiing, the engine will have cooled down enough to permit immediate
shut-down after parking. In the case of increased operating temperatures the engine should be allowed
to idle for at least 2 minutes to return to normal operating temperature before shut down.
Turn off all electrical accessories and radios before shutting down the engine.