IRIS G115E / TUTOR T.1 Technical specifications

FOR OFFICIAL USE ONLY
AIR PUBLICATION
2021.001-AFM
FLIGHT MANUAL
IRIS G115E / TUTOR T.1
Original Date of Issue: 21st August 2021
Software Version: V2.0.20210821.1814

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FOREWORD
AUTHORITY
Users are to regard this Flight Manual as an authoritative publication. It is
compiled from data available from operating, technical, manufacturing and
safety sources, and represents the best level of information available. These
instructions provide you with a general knowledge of the simulated aircraft,
its characteristics, and specific normal and emergency operating
procedures. Instructions in this manual are for a pilot inexperienced in the
operation of the simulation aircraft.
APPLICABILITY
This Flight Manual applies to the IRIS G115E / Tutor T.1 product by IRIS
Simulations Pty Ltd for both Microsoft Flight Simulator.
Under NO circumstances is it intended to replace any form of real world
training materials. The intended use is for educational and entertainment
purposes. Should you require use for commercial or military applications,
please contact [email protected] to discuss your particular
requirements.
OPERATING INSTRUCTIONS
This manual provides the best possible operating instructions, however, on
occasions these instructions may prove to be a poor substitute for sound
judgment. Multiple emergencies, adverse weather, terrain and other
considerations may require modification of the procedure.
PERMISSIBLE OPERATIONS
The Flight Manual takes a ‘positive approach’ and normally states only what
you can do. Unusual operations and configurations are prohibited unless
specifically covered herein.

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AMENDMENT ACTION
To assist in the maintaining of this publication in an up-to-date condition, users
are to bring to the notice of IRIS Flight Simulation Software, any errors,
omissions or suggestions for improvement. This should be done via e-mail to
[email protected] or our Facebook page at
www.facebook.com/irissimulations
WARNINGS, CAUTIONS AND NOTES
The following definitions apply to ‘Warnings’, ‘Cautions’ and ‘Notes’ found
throughout the manual.
WARNING
Operating procedures, techniques, etc., which may result in personal
injury or loss of life if not carefully followed. For the purposes of this
product, this would mean the end of the simulation session.
CAUTION
Operating procedures, techniques, etc., which may result in damage to
equipment if not carefully followed. For the purposes of this product, this
would mean the simulated damage to aircraft components possibly
resulting in the end to the simulation session.
NOTE
Operating procedures, techniques, etc., which is considered essential to
emphasize.

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CONTROL AND IDENTIFICATION MARKINGS
The use of block capitals in the text, when identifying switches, controls etc.
indicates the actual markings on that item.
AIRSPEEDS
All airspeeds quoted in this manual are ‘indicated’ unless otherwise stated.
PROCEDURAL STEPS
All procedures and checklists items are numbered sequentially with Arabic
numerals.
USE OF THE FLIGHT MANUAL
The use the Flight Manual correctly, it is essential to understand the division of
the manual into its sections and the subsequent division of the sections. Each
section has a table of contents, and best use will be obtained from the
Manual by becoming familiar with the table of contents for each section.
The index enables easy reference to a particular topic or item by page
number.

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TABLE OF CONTENTS
Page No
SECTION 1
DESCRIPTION AND OPERATION
6
SECTION 2
NORMAL PROCEDURES
44
SECTION 3
OPERATING LIMITATIONS
62
APPENDIX 1
PERFORMANCE DATA
66

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SECTION 1
DESCRIPTION AND OPERATION
TABLE OF CONTENTS
Page No
CHAPTER 1 - DESCRIPTION AND OPERATION - GENERAL
THE AIRCRAFT
9
Introduction
9
Gross Weight
10
Cockpit Arrangement
10
Principle Dimensions & Statistics
11
Engine
12
Ignition System
14
Electrical System
14
GENERAL EQUIPMENT
16
Introduction
16
Elevators
16
Ailerons
17
Rudder
17
Flaps
17
Stall Warning System
17
Landing Gear
18
Brakes
18
Air Conditioning
19
Accessibility
19

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Furnishing
19
SAFETY EQUIPMENT
20
Emergency Locator Transmitter
20
Cockpit Fire Extinguisher
20
Escape Hammer
20
Emergency First-Aid Kit
20
Central Warning Panel
20
AIRCRAFT LIGHTING
21
External Lighting
21
Internal Lighting
21
COMMUNICATION EQUIPMENT
22
Bendix/King KMA 26 Audio Communication System
22
Bendix/King KTR 909 UHF Radio
23
Bendix/King KX 155A VHF Radio
24
Bendix/King KT 73 Transponder
24
NAVIGATION EQUIPMENT
25
Bendix/King KX 155A Navigation Radio
25
Bendix/King KN 53 Navigation Radio
27
Bendix/King KN 63 DME
28
Bendix/King KCS 55A Horizontal Situation Indicator
29
NAV/GPS Selector
31
Filser LX 500TR DGPS
32

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INSTRUMENTATION
35
Manifold Pressure / Fuel Flow Indicator
35
RPM Indicator
36
Cylinder Head Temperature / Fuel Pressure Indicator
36
Oil Temperature and Pressure
37
Exhaust Gas Temperature / Outside Air Temperature
37
Volts and Amps Indicator
38
Fuel Quantity Indicator
38
Airspeed Indicator
39
Altimeter
39
Vertical Speed Indicator
40
Attitude Indicator
40
Turn and Slip Indicator
41
Accelerometer
42
Standby Magnetic Compass
42
Chronometer
43

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SECTION 1
CHAPTER 1
DESCRIPTION AND OPERATION - GENERAL
THE AIRCRAFT
Introduction
The IRIS G115E / Tutor T.1 is a fully aerobatic, single-engine light training
aircraft having side-by-side seating for 2 crew members.
It consists of a semi-monocoque fuselage with a cantilevered wing,
conventional empennage and it is constructed mainly from carbon fibre
reinforced plastic (CRP).
The composite structure is protected from moisture and ultra-violet radiation
by a polyester gelcoat, acrylic lacquer and an electro-conductive filler. This
provides lightning strike protection and enables static electricity to be safely
discharged.
Space for stowage of light baggage is available behind the seats.
IRIS G115E / Tutor T.1 General Arrangement

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Gross Weight
The aircraft basic empty weight is approximately 1510 pounds. Maximum
take-off gross weight is 2183 pounds.
These weights shall not be used for computing aircraft performance or for
any type of operation.
Refer to Section 3, Operating Limitations, for take-off and landing weights.
Cockpit Arrangement
IRIS G115E / Tutor T.1 Instrument Panel
The cockpits are in a side by side arrangement with the instructor pilot sitting
in the right seat, with the student in the left.
Solo flight is conducted from the right seat only.

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Principle Dimensions and Statistics
Wing span
10.0m
Maximum length
7.54m
Maximum height
2.40m
Wing
Aerofoil
Eppler E696
Wing area
12.21m2
Dihedral
5deg
Incidence
2deg
Ailerons
Area
0.56m2
Flaps
Area
1.15m2
Tailplane
Aerofoil
NACA 64010
Span
3.50m2
Area
2.72m2
Elevator surface area
0.86m2
Fin
Aerofoil
NACA 64009
Area
1.69m2
Rudder Area
0.64m2
Undercarriage
Wheel track
2.56m
Wheel base
1.61m
Nose wheel
500 -5/6 PR
Main wheels
15 x 6.00 – 6
Power Plant
Engine
Textron – Lycoming AEIO-360 B1F
Type
4-cylinder, horizontally opposed, air
cooled, direct drive, fuel injected
engine.
Displacement
361.0 cubic inches
Rated power
180 HP at 2700 RPM
Propeller
Hoffman HO-V343 KV/V183 GY 3-
bladed composite, hydraulic
operation, constant speeding,
variable pitch.

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Fuel System
Fuel type
Avgas 100/100LL
Wing tank capacity
2 x 75 litres
Collector tank capacity
5.4 litres
Useable fuel
143 litres
Landing Gear
Type
Tricycle, non-retractable
Main wheel pressure
44 PSI (3 bar)
Nose wheel pressure
36 PSI (2.5 bar)
Nose wheel steering range
47deg brake assisted.
Electrical System
Generator
28 volt nominal, 35 amp
Battery
24 volt, 10 ampere-hour, lead acid

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ENGINE
Lycoming AEIO-360
The engine is a 4 cylinder, air cooled, direct drive, fuel-injected unit rated at
180 BHP at 2700 RPM.
Drives are provided for the following elements;
•Generator
•Propeller Governor
•Oil Pump
•Fuel Pump
•Two Magnetos
Exhaust gases are routed to 2 expansion chambers and then to the exterior
via two pipes below the cowling.
The starboard expansion chamber has a heater jacket in which air, warmed
by the exhaust gases is available for cockpit and windscreen heating.
The electric starter takes power from the main busbar. Power is supplied
through a starter relay operated by the starter button.
A STARTER caption on the Caution Warning Panel which, when illuminated,
indicates that power is supplied to the starter motor.
Air supply to the engine (induction air) is via a forward facing intake, which
incorporates a filter element, in the engine bottom cowling.

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IGNITION SYSTEM
The engine ignition system is independent of the aircraft electrical system
except that the aircraft battery is needed for starting.
The system comprises the following components:
•Magnetos
•Spark Plugs
•Ignition Switch
•Start Button
•Spark Booster
During normal operation, the engine should be run with the magneto switch
in the BOTH position. Operation in the left or right position will cause a loss of
power.
CAUTION
If the STARTER caption remains illuminated after the release of the starter
button, stop the engine and reload the aircraft.
ELECTRICAL SYSTEM
The aircraft uses a DC electrical system powered by either a 24 volt battery or
an engine driven generator of 28 volt output.
The power is distributed through 4 busbars and most systems are protected by
circuit breakers. The circuit breakers are arranged in busbar groups in the
cockpit.
Battery
A 24 volt, 13.6 amp per hour battery is located behind the cockpit rear
bulkhead on the right side of the fuselage.
A battery switch connects the battery to the Main busbar through a battery
relay which also incorporates a ground supply relay that connects an
external power supply to the Main busbar
The battery should provide power for 30 minutes after a generator failure
provided that non-essential services are switched off. A LO VOLT caption
warns of failure.

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External Power
An external 24 volt power supply may be connected via a 3 pin socket
located behind a flap on the fuselage right side near to the wing trailing
edge.
Generator
A belt-driven generator is mounted at the front right of the engine. It provides
a 28 volt output and a maximum load of 30 amps.
It is controlled manually by a three position switch with ON, OFF, and RESET
positions.
A voltmeter and ammeter give indications of the power output and a GEN
caption gives warning of failure. Circuit breakers protect the system.
Main Busbar
The Main busbar is supplied with power from the battery or the generator or
an external supply on the ground. The Main busbar distributes power to the
Essential busbar, Avionics 1 busbar, Avionics 2 busbar and other services
directly.
Essential Busbar
The Essential busbar provides power to the minimum services deemed
essential for the safe recovery of the aircraft.
Avionics 1 Busbar
The Avionics 1 busbar provides power to the minimum avionic services
needed for the safe recovery of the aircraft.
Avionics 2 Busbar
The Avionics 2 busbar provides power to avionics not supplied by the Avionics
1 busbar.
Essential/Avionics 1 Switchover System
Power for the Essential and Avionics 1 busbars will automatically be supplied
directly from the battery if the power on the Main busbar fails.

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Voltmeter / Volt Indicator / LO VOLT
The voltmeter/volt indicator indicates the voltage on the Essential busbar. The
LO VOLT caption on the CWP illuminates when the Essential busbar voltage is
less than 25 ± 0.5 volts.
Ammeter / Amp Indicator
An ammeter/amp indicator shows the flow from the battery or external
supply to the busbars; a negative charge shows battery discharge and a
positive charge shows the generator charging the battery.
GENERAL EQUIPMENT
The aircraft is fitted with conventional dual flying controls consisting of a
control column and rudder pedals at each crew position. The head of the
column is fitted with a press-to-transmit (PTT) switch.
The control surfaces are mass and aerodynamically balanced and comprise
of;
•Ailerons. Differential and Frise ailerons extend over the outer third of
each wing trailing edge.
•Elevators. Elevators extend over the whole width of the tailplane trailing
edge.
•Rudder. A rudder extends the full height of the fin.
Elevator Control
Fore and aft movement of a control column is transmitted to the elevators by
a system of push-pull rods. The left elevator has an adjustable geared trim
tab. Trim control is by a hand-wheel that protrudes through the upper surface
of the centre pedestal aft of the engine controls. An adjacent indicator
shows the amount of trim set.

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Aileron Control
Lateral movement of either control column is transmitted to both ailerons by
push-pull rods. The ailerons cannot be trimmed in flight but a trim tab,
adjustable on the ground, is fitted to each aileron.
The aileron controls are connected to the rudder controls via a spring device
in the centre console. Movement of the rudder or aileron controls will
produce a complementary increase in control feedback force.
Rudder Control
The rudder pedals are connected to the rudder with a push-pull rod and to
the nose wheel through a spring system.
Each set of pedals can be adjusted to suit pilot leg length via a wheel in the
cockpit floor just forward of the seats; moving the wheel top to the right
moves the pedals rearwards.
Attached to the top of each rudder is a wheel brake toe pad. The rudder
cannot be trimmed in flight but it has a fixed tab which can be adjusted on
the ground.
Flaps
A simple flap is fitted to the trailing edge of each wing between the aileron
and the wing root walkway.
The two flaps are interconnected by push-pull rods and operated by a single,
electrically driven, screw-jack mechanism. This minimizes the chance of
asymmetric flap.
Actuator operation is controlled by a selector lever and micro-switches on
the centre pedestal. The selector has gates for TAKE OFF (15° deflection),
LAND (45°) and FULL (60°) but any position between UP and FULL may be
selected.
Achieved flap position is shown by the adjacent indicator.
Stall Warning System
A stall warning system is fitted to give advanced warning of an approaching
stall. The sensor, a vane set in the leading edge of the port wing, activates an
audio warning approximately 5 to 10kts. before the stall.

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Landing Gear
The landing gear comprises a non-retractable steerable nose wheel, two
main wheels and fairings.
The struts of the main gear and gas strut of the nose gear provide shock
absorption and the nose gear includes a conventional oil-filled shimmy
damper to prevent nose wheel vibration.
All wheels have inner tubes and each main-wheel has a hydraulically
actuated single disc brake.
The nose wheel will deflect ± 9 degrees with full rudder pedal deflection and
can castor freely up to 47 degrees with application of differential wheel
brake.
When towing the aircraft do not exceed 47 degrees nose wheel deflection or
damage will occur to the nose gear.
Brakes
Each main wheel is fitted with hydraulic disc brakes and each pilot has a set
of toe brake pedals.
Pressure is generated by the pilot pushing on the top of the rudder pedal. The
left brake is controlled by the left brake pedal and the right brake is
controlled by the right brake pedal. The brakes are progressive.
The harder you press, the harder the brakes are applied. Take care not to
lock the wheel or the tyre could be damaged.
To set the parking brake, first slide the parking lever to the SET position and
press both brake pedals until full resistance is felt; one moderate application
of pressure is normally sufficient.
Further pressure to the wheel brakes can be supplied at any time by pressing
down harder at the toe brakes. To Release the parking brake, first depress the
toe brake pedals and hold, to ensure adequate pressure remains at the
wheel brakes and then move the parking brake to RELEASE.
The toe brake pedals themselves can then be released as required to allow
the aircraft to taxi forward.

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Air Conditioning
The aircraft is unpressurised. Cockpit ventilation and windscreen demisting
are achieved by introducing warm air from a heat exchanger or cold air from
NACA ducts in both sides of the fuselage, just below the windscreen.
Air temperature and direction are controlled by 2 levers positioned under the
instrument panel on the port side.
Access
The cockpit can be entered from either side via a walkway at each wing
root. Care should be taken not to step on any area outside the marked
walkway.
The canopy consists of a frame which slides on 3 rails and includes an
overhead latch to lock it closed.
When closed a pin engages at the front and rear of each side rail to hold the
canopy down.
Furnishing
The aircraft has two seats, each with a cushion and safety harness. The seats
are not adjustable but sitting position may be varied by the use of cushions of
differing thickness.
Each occupant may wear a back-type parachute.
The seat harness comprises a negative g restraining strap incorporating a
quick-release fitting into which are plugged the two lap straps and two
shoulder straps.
Simultaneous release of all straps is obtained by pressing the button and
rotating the disc on the QRF through 45° in any direction. If the QRF fails to
release, the straps may be severed by use of the escape hammer’s cutting
tool.

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SAFETY EQUIPMENT
Emergency Locator Transmitter
The Artex ELT is a completely self-contained and self-powered unit mounted
on the port side of the equipment compartment behind the baggage area,
with a cockpit remote switch located on the right instrument panel.
The ELT, when activated, will transmit on 121.5MHz 3 times per second until
the battery is depleted which at normal temperatures would be after at least
50 hours.
Simultaneously, for the first 24 hours of operation, it will transmit on 406.028
MHz once every 50 seconds; this transmission lasts for 440 ms and contains
pre-programmed identification data.
Cockpit Fire Extinguisher
A hand-held Halon fire extinguisher is secured to the floor behind the port
seat. A safety pin prevents inadvertent operation and the mounting allows
removal with one hand.
The unit is discharged by squeezing the trigger on the operating head. It is
primarily intended for use after a crash landing, however, if it is used in flight,
due to the noxious nature of Halon, the cockpit should be ventilated
immediately after operating the extinguisher and medical advice sought on
landing.
Escape Hammer
A combined escape hammer and harness cutter is located on the left side of
the centre console. If the canopy cannot be opened it can be smashed by
using the carbide tip. The reverse end of the hammer incorporates the
harness cutter that can be utilised if the harness cannot be released.
Emergency First-aid Kit
An Emergency First-aid Kit is secured to the port side of the baggage
compartment floor.
Central Warning Panel
A central warning panel (CWP) is located above the main instrument panel.
The CWP has captions as per the table below, a TEST button that illuminates
all the captions when pressed, and a DAY/NIGHT switch that reduces the light
output of the panel when required.