FLY XENIT PLUS User manual

VERSION 1.0 – 04/11
© Copyright by FLY Products s.r.l.
Via Perù n. 30
63013 GROTTAMMARE (AP) - ITALY
tel./fax [phone]
www.flyproducts.com - [email protected]
XENIT PLUS
OWNER’S MANUAL

XENIT PLUS _ OWNER’S MANUAL ____ ___ VER. 1.1
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Index
Chapter Description
1.0
INTRODUCTION GENERAL INFORMATION
2.0
UNPACKING AND ASSEMBLING YOUR “XENIT PLUS”
3.0
PREPARING YOUR FLIGHT
4.0
FLYING YOUR NEW “XENIT PLUS”
5.0
MAINTENANCE
6.0
TROUBLESHOOTING
7.0
SPECIFICATION AND PERFORMANCE
8.0
MISCELLANEOUS

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1.0 INTRODUCTION AND GENERAL INFORMATION
Safety first, WWW! (Who, Where and When can fly it)
To fly with Trike is the most exciting, less expensive, safest, and most accessible form of aviation
available! However, it is still aviation, and it brings with it all the inherent potential dangers of
aviation. People can, and do, get hurt, and even killed, in any form of aviation, including to fly with
Trike. For that reason it is imperative that before flying with this Trike you must receive proper
training from qualified instructors and obtain a valid license, an then to respect all aviation deserves,
respect weather and conditions, and realize that in the end, it is the pilot himself that is fully responsible
for his own safety and the safety of fellow pilots and bystanders.
Depending on every national regulations, the flights with Trike may only be operated in authorized
areas and flights within controlled airspace usually needs a permission given by radio.
Additional requirements like a valid insurance must be fulfilled.
To fly with Trike is an extremely demanding sport that requires exceptional levels of attention,
judgment, maturity, self-discipline, and attention to detail. It is unlikely that you will be able to
participate in it safely unless you make a conscious and continual commitment to your own safety.
Due to the inherent risks in flying this or any Trike, no warranty of any kind can be made against
accidents, bodily injury, equipment failure, and/or death.
This Trike is not covered by product liability insurance. Do not start it or fly it unless you are
willing to assume all risks inherent in the sport of Powered Paragliding and all responsibility for
any property damage, injury, or death which may result from the use of this product.
Please read and be sure you thoroughly understand this Operator’s Manual before
starting or flying your XENIT PLUS. It contains information critical to the safe
operation of the Trike.
Notation used
Certain special terms (NOTE, CAUTION, WARNING) will be used throughout this manual. Their usage
is defined below.
A NOTE provides supplemental information to help clarify a point being made in the text. Generally, a
“note” is provided to help assembly, use, or maintenance of the product. Disregarding a “note” could
cause inconvenience, but would not cause damage or personal injury.
A CAUTION provides supplemental information to help clarify an area where equipment damage
could occur. Disregarding a “caution” could result in permanent and significant mechanical damage,
however personal injury is unlikely.
A WARNING provides supplemental information to help clarify an area where personal injury or death
could occur from negligence. Disregarding a warning” could result in serious injury or death.

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XENIT PLUS features
•Easy assembly and disassembly
•Electric Starter
•Power Ignition
•Reduction drive
Dimensions

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2.0
UNPACKING AND ASSEMBLING
“XENIT PLUS”
Frame assembly
Frame assembly and disassembly is very fast and easy.
The outer frame consists of four parts, and they are held together by the velcro straps.
For an easy and correct assembly proceed in the following order:
Open the Trike

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Locking the cable back
Locking cables side Symmetric tension cables
with the help of body weight.
The tensioner is locked by two nuts
as shown in the picture.

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Lock the tank Mount the pilot harness
Mount the passenger harness
Place media cage
Block with velcro

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Block with velcro
Net stretching
Emergency parachute
A reserve parachute can be attached to the XENIT PLUS and is highly recommended for obvious
security reasons. The reserve parachute is inserted under the harness of the pilot.
Assembly procedure of the emergency system:
Insert the emergency in the
pocket
Using a string to close the bag
Attach the handle
Side view after complete closure
Pass the straps behind the harness
Attach the straps to carabiner

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where the glider is attached
Attention!
A parachute is a life-saving tool that should be used only in situations of real danger.
A reserve parachute should never be used "for fun", or just to see how it works. The use
of the reserve parachute is an act in itself dangerous, you lose control of the navigation,
you can not choose where to land. You may encounter rocks, roads, power lines, etc..
Even with a parachute used correctly, your speed ground impact is relatively high and
therefore there is no guarantee that nothing happens. Remember the proverb:
"A reserve parachute is not your second chance, but the last one!"
Prop mounting
Mounting the prop is quick and easy.
Place the rear prop flange on the rear side of the prop.
Insert the six (6) prop bolts through the rear prop flange and
prop.
The correct torque to use is 12 Nm
A more practical “field method” of torquing is to tighten the
bolts snuggly and evenly, but not enough to begin to crush the
wood of the prop.
Mounting the prop, the red arrow indicate the direction of
propeller rotation.
3.0 PREPARING FOR YOUR FLIGHT
Fuel and Oil
FLY PRODUCTS recommends the use of a unleaded automotive gasoline of 92 octane or higher, and
the use of semi-synthetic 2-cycle oil. Mix fresh gas and oil before each flying session.
Store your fuel/oil mixture in an approved, sealed container.
The recommended fuel/oil ratio is 3%. Be sure to thoroughly agitate the mixture to completely dissolve
the oil.

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Use only fresh fuel and oil, and use clean containers, funnels, hoses, etc.
To fill the fuel tank, remove the fuel tank by unscrewing the fuel tank cap . Take care not to get dirt,
dust, etc. onto the fuel pickup.
It is recommended that the fuel be poured into the tank using a straining-type of funnel.
Fill the tank with the desired amount of fuel.. Tighten the fuel cap securely.
CAUTION: Wipe up any spilled fuel immediately, as the fuel/oil mixture is highly flammable, and an
in-flight fire would be catastrophic.
Also, the oil will leave a residue, which will attract and retain dust and dirt.
WARNING! Use common sense when refueling. Do not refuel a hot or running engine,
do not smoke or allow on-lookers to smoke while refueling. Do not refuel near heat or open flame
Before Starting the Engine
Before starting the engine on the ground, ensure that the unit is in an area free from dirt, rocks, dust, etc.
that could be sucked up and thrown around by the propeller.
Check assembly of the unit, and especially check any and all nuts, bolts, and screws, that could be loose.
Also check all parts of the prop cage for looseness. The prop produces a significant amount of thrust,
and can suck things into it from a surprising distance.
WARNING! Ensure that no bystanders or onlookers are close by when starting the motor.
The most dangerous place to stand is in the plane of the propeller. This is where dust, dirt, rocks, nuts,
bolts, etc. will be thrown if they are picked up by the prop.
At full RPM, the prop tips are moving in excess of 370mph, and pushing the air rearward at over 70mph.
This amount of force can pick up anything loose in the area and throw it around like a bullet.
Not only can it severely injure you or bystanders, even small items like dirt can inflict significant
damage to the prop
Starting and stopping engine
Stopping the engine
Before of proceed it's better to learn the function of the handgrip:

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A– STOP” button
B– “START” button
C– Throttle lever
D– Cruise control setup
E– Velcro strap
F– Not in use
Since it’s important to know how to stop the engine once it’s started, let’s cover “Stopping the Engine”
first. To stop the engine, simply depress the “STOP” button A and hold it until the engine comes to a
complete stop.
CAUTION: It is important to be aware of some other engine stopping techniques, should the stop
switch not function correctly.
The stop switch may not function correctly due to
1) faulty switch
2) broken wires
3) bad connections to any part of the stop switch circuitry
For this reason, the following emergency stop procedures are available:
To stop the engine if the stop switch doesn’t function correctly, you can
•Unplug the electric cap of the spark plug
(there is a big risk to take an electric-shock, not dangerous but unpleasant...)
•Squeeze the fuel line
(requires an aggressive squeeze, and takes about two minutes to stop the motor).
•Close the inlet on the filter intake
Starting the engine
Now that we’ve covered stopping
the motor, let’s start the engine!
If everything is ready as
described
in the procedure preloads,
place the switch in ON
position

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Pump the mixture
through the appropriate
manual blower.
There are Two different positions that can be used to start the engine. These positions are:
•Standing in front of the unit, holding the unit on the ground.
•In flight.
-Standing in front of the unit, holding the unit on the ground
WARNING! The method of holding the throttle handle is important in this position.
Hold the throttle handle such that you can easily reach the stop button, but not so that you can
inadvertently squeeze the throttle.
A common accident can happen where you hold the throttle in the same hand that you hold the motor
unit, and if you squeeze the throttle a little, the thrust of the machine will push the throttle onto your
hand, causing you to squeeze the throttle even more.
Make sure that you CANNOT inadvertently squeeze the throttle handle when starting in this position.
- In flight
One very valuable feature of the XENIT PLUS is its ability to be started while in flight.
This feature allows the pilot the freedom to turn-off the engine and glide silently, to enjoy the
exhilaration of thermal soaring, and then when he gets low, to start the engine and climb back up to do it
again.
WARNING! It's very important that immediately after landing, or when the equipment is not in use on
the ground, to turn the switch to the OFF position to avoid an accidental starting of the engine with
unpredictable results!

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Carburetor Adjusting with BING
To adjust the idling, turn the screw shown in Fig
The (A) screw sets the revs at idle, by opening or closing the butterfly valve
Choke lever is used only for cold engine starting, do not leave it “ON” for long time to avoid a flooded
engine
Carburetor
Carburetor Adjusting with WALBRO WB 39
Standard carburetor setting
When purchased, the motor has a standard carburetor setting and testing. To modify this, you must
adjust the two screws of the carburetor. The screw on the right marked with a L(low) regulates the
entrance of fuel at the low rpm (the range of the accelerator from zero to half).
The screw on the left marked H(high) regulates the air fuel mix of the higher rpm
It is extremely important for maximum engine efficiency and engine life, to understand and keep in tune
your carburetor setting.

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Lscrew adjust: rotate clockwise until completely closed.
Now carefully open the screw counter clockwise min 1 turn
to 1 turn and 1 half.
This is the standard factory setting for L.
H screw adjust: rotate clockwise until completely closed.
Now carefully open the Hscrew min 1 and half turn to 1 turn
and 3 quarter to arrive at the standard factory setting.
Keep in mind that these setting are extremely sensitive.
Increments of 1/10 of a turn are already sufficient to change
engine performance.
In particular be careful not to run your machine at the “too poor” of a fuel to air-mixture, as this can
result in possible overheating and engine damage due to lack of cylinder lubrification.
Pay much attention to the carburator setting at the maximum since if this mixture is too poor, it can
result in engine damage. No damage is done if the setting is too rich. Therefore, when in doubt, it is
better to have carburation, at the maximum rpm, somewhat more on the rich side.
A verification of carburation can be done after the engine has run 20-30 minutes checking of the
colour of the spark plug electrode. If the electrode is brown the carburation is correct. If is grey, it's
poor and if it is black it's rich.
Attention: If the carburation should be difficult by listening to engine runs, this means that the fuel
tube is absorbing air from the pump (in this case is better to change it) or else from the connections
between the tank and the carburator. You can see the air bubbles easily, while the engine is running
they passing through the tube.
THE WB 39 IS EQUIPPED WITH 3 SETTING
SCREWS:
1 H for high. Controls the mixture at full load
2 L for low. Controls the mixture in the lower and
medium speed range
3 Controls the idle

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Engine Break-In
Break-in of the XENIT PLUS Engine is required before the first flight.
Proper break-in will provide you with a better running engine, it will also provide for considerably
longer engine life.
During the break-in, gently change RPM from idle to 3/4-throttle and back.
At this point, you can fly the XENIT PLUS however avoid long durations of full Power, and vary the
throttle setting often.
Break-in is complete after 10 liters of fuel have been run through the engine.
4.0 FLYING YOUR “XENIT PLUS”
Pre-flight Inspection
Before your first flight, and before every flight, it is absolutely essential to perform a pre-flight
inspection on your aircraft.
WARNING! Failure to perform a sufficient pre-flight has been a contributing factor to accidents in all
kinds of aircraft. Equipment damage, bodily injury, even death can occur due to equipment problems not
caught in a pre-flight inspection.
The essential items to check are:
•PARAGLIDER – Check the lines and canopy integrity.
•ENGINE – check everything is ok , the silent-block integrity and gasoline mixture level.
•PROPELLER – blades integrity, bolts clamping.
•RECOVERY SYSTEM (if there is) – ready and safety catch off.
•CAGE ASSEMBLY – check all the Velcro straps and all blockings.
Pre-Flight Checklist Examples
NOTE! Example of pre-flight checklists can be found at the end of this manual.
It is highly recommended that you use one of the examples, or create your own, print it out, laminate it,
and use it whenever you fly.
Also note that these Checklists are examples only, FLY PRODUCTS is not responsible for their use or
for their completeness. The following checklists are provided only as EXAMPLES.
Site/Conditions

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•Current weather
•Long-range (next few hours) forecast
•Takeoff/landing direction
•Obstructions (especially Power lines)
Wing
•Lay wing out into wind direction
•Lines straight and clear
•Riser/Line condition
•Quick-links tight (hand tighten only)
•Correct brake length
Trike
•Webbing and straps for stress
•Prop Guard for alignment/stress/wear
•All fasteners tight
•Carabiners condition
•Radio secured and operating
•Tank air ventilation open and sufficient fuel level
Strap In, Hook Up
•Buckles secure
•Chest strap tight
•Harness adjusted properly
•Reserve parachute attachment
•Reserve parachute deployment pin
•Reserve parachute handle in sight
•Risers hooked up correctly
•Carabiners locked
•Nothing loose to get in prop
•Radio for volume, clearness
•Helmet on, tight, fastened
Adjustments version tandem or mono

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Changing points of coupling
Lines position for take off

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5.0 MAINTENANCE
Remember…
…that YOU are ultimately responsible for your motor and it’s proper care, FLY PRODUCTS and it’s
dealers assume NO responsibility for any engine problem resulting from improper use!
Before leaving the factory each motor has been tested for up to 30 minutes to insure that it is in proper
running order and all FLY PRODUCTS units are guaranteed of one year after purchase. The
extraordinary maintenance or repairs will do only by authorized personal.FLY PRODUCTS will replace
any defective engine parts during one year period after purchase.Note that any electric parts that are
damaged for improper use or modified in any way which could cause an engine malfunction are not
guaranteed.
Regular checks obligation.
In Germany the PPG (only with empty mass less than 120 Kg.) must not be checked once a year, it
depends on the manufacturer. Most of them declare: must be checked once a year by a qualified person.
We too align with this behaviour and recommend you to check it once a year!
The same with the canopy, it depends on the manufacturer of the canopy, most of them must be checked
in a TWO years cycle by manufacturer.
Maintenance overview.
Each time you use the engine, remember to perform routine checks pre-start-up:
• Check the silent block condition in complete integrity
• Make sure the exhaust does not present any cracks
• Ensure that the propeller does not present cracks or dents
• Make sure you have enough fuel, according to the duration of intended use of the
engine.
• Check that the electrical system and cables do not show abrasions or disruption.
• Check that there are no screws or parts loosened.
BELT TENSION
WARNING: CARRY OUT THE OPERATIONS WITH THE ENGINE SWITCHED OFF AND COOLED DOWN
During operation, the belt is under strain and wear and as result, lengthening occurs,
which could lead to sliding on the pulleys, with a subsequent decrease in the general
engine performance.
To restore the proper tension, loosen the screw M8 (No. 42) on the foot of the engine
which fastens the pulley can, turn screw M12 (n°51) anti-clock wise using force of 1.8
Kgm and then re-tighten screw M8 (n°42)

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INTERVENTIONS EVERY 20 HOURS
• Clean filter carburetor
• Clean fuel filter
• Check the belt tension and condition
• Lubricate the ball joint of the muffler
INTERVENTIONS EVERY 60 HOURS
• Replace the engine and exhaust silent blocks
• Replace the transmission belt
• Check the status of the intake manifold rubber
• Replace the exhaust pipe sound-absorbent material
• Check the electrode gap spark-plug: if it is over 0.6 mm, change the spark plug
• Rubber components such as belt transmission, silent block, intake manifold and
depression tube may be damaged by atmospheric agents. Their durability can therefore
be different from what is reported, you should therefore check their condition and
provide a possible replacement even outside the agreed time.
INTERVENTIONS EVERY 200 HOURS
• Replace all the bearings (N°64 + N°48)
• Replace all oil seals (N°63)
• Check the internal parts of the engine and carry out their replacement in case
the height limit confirm it is necessary.
• Cylinder:
-must not show signs of seizure or scratches on the filling material (nickel silicon);
-check the wear of the cylinder in the four points (shown in diagram 1) on X and Y
axles, none of the heights obtained must exceed the height limits:
SELECTION A: 72.830mm
SELECTION B: 72.840mm
SELECTION C: 72.850mm
SELECTION D: 72.860mm
The selection is shown with a letter at the bottom of the cylinder

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• piston:
-There must not be any signs of seizure or deep cracks.
-Check the wear by measuring the piston at 18.5mm from the bottom keeping the
measuring instrument at a right angles to the axis pin.
Height limits:
SELECTION A: 72.690mm
SELECTION B: 72.700mm
SELECTION C: 72.710mm
SELECTION D: 72.720mm
• The pin must not be blue because that indicates a high working temperature and the
external diameter must not be less than 17.990mm.
• Measure the slack between the piston ring and its seat: slack height limit 0.1mm.
• Piston ring: insert a piston ring in the cylinder one by one, by using the piston, so it is
a square, measure the gap that is created between the two ends of piston ring using
feeler gauge. Height limit: 0.7mm
• Crankshaft: supporting the crankshaft at the two working points of oil seals, with two
comparators, measure the centering at the two working points of the bearings, marked
on diagram 2 with the letter A. Height limit: 0.05mm