P&M Aviation QUIK-GTR User manual

QUIK-GTR
Operator’s Manual - Issue 1.1
P&M Aviation Ltd, Elm Tree Park, Manton, Marlborough, Wiltshire SN81PS
Telephone [phone]
email: [email protected] www.pmaviation.co.uk
SERIAL NO:

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TABLE OF CONTENTS
PAGE
1. Preparation for Safe Microlight/Ultralight Operation 8
1.1. Training 8
1.2. Pre-flight Planning 8
1.3. Modifications 10
1.4. Pre-flight Checks 10
1.5. Safety Harness 10
1.6. Ground Handling 10
1.7. Airstrip Criteria 10
1.8. Special Hazards 11
2. General Description 13
2.1. General Arrangement Drawing 13
2.2. Primary Structures and Systems - The Wing 14
2.3. Primary Structures and Systems - The Trike 15
2.4. Secondary Structures and Systems - Engine Controls 17
2.5. Secondary Structures and Systems - Braking System 18
2.6. Secondary Structures and Systems - Fuel System 18
2.7. Secondary Structures and Systems - Seat Belts 19
2.8. Secondary Structures and Systems - Cockpit and Fairing 19
2.9. Secondary Structures and Systems - Electrical System 19
2.10.Secondary Structures and Systems - Carburettor Heat 19
2.11.Secondary Structures and Systems - Radiator Covers 20
2.12 Secondary Structures and Systems - Trim 21
3. General Information 22
3.1. Empty Weight 22
3.2. Fuel Loads 22
3.3. Centre of Gravity 23
3.4. Dimensions 23
3.5. Powerplant Specifications 24
3.6. Running Gear 24
3.7. Placards, Decals and Locations 24
3.8. Performance 25
3.9. Electrical System Specification 27
4. Operating Limitations 29
4.1. General Limitations 29
4.2. Powerplant Limitations 30
4.3 ASI calibration 30
5. Rigging the Aircraft 31
5.1. General 31
5.2. Wing Rigging 32
5.3. Preparing the Trike 38
5.4. Connecting the Wing to the Trike 39
6. Pre-flight Inspection 41
6.1. Wing 41
6.2. Trike 41

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7. Preparation for Flight 42
7.1. General 42
7.2. Strapping In 43
7.3. Starting Engine 43
7.4. Engine Warm Up 45
8. Flight 46
8.1. General Flight Control 46
8.2. Primary Controls 47
8.3. Ground Handling 48
8.4. Take-Off 49
8.5. En-Route 51
8.6. Landing 53
8.7. Emergency Procedures 54
9. Post-Flight Inspection 56
10. De-Rigging the Aircraft 57
10.1 Fold configuration 1 57
10.2 Fold configuration 2 58
10.3 Fold configuration 3 60
10.4. Rigged Wing Storage 61
10.5. Wing Overnight Parking 61
11. Tuning the Wing 62
11.1. New Aircraft 62
11.2. Wing Tuning 62
11.3. Tuning Guide 62
11.3.1 Tuning turns 62
11.3.2 Tuning pitch 64
11.3.3 Selection of hangpoint 64
11.3.4 Adjustment of hangpoint 65
12. Maintenance 67
12.1. General 67
12.2. Wing 68
12.3. Trike 72
12.4. Lubrication 73
12.5. Inspection and Servicing Schedules 74
12.6. Component Inspection Criteria 76
12.7 Fatigue life 79
13. Repairs 80
13.1. Wing 80
13.2. Trike 80
Appendix A –Approved Optional Modifications
Appendix B –Wiring Diagrams
Appendix C –Roll Trimmer

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NOTICE
This product has been manufactured for use in a
reasonable and prudent manner by a qualified operator.
The minimum qualification for flying this aircraft is a formal
certificate or license following successful completion and
assessment of the BMAA flexwing microlight syllabus or
equivalent or under the supervision of a qualified Flying
Instructor whilst undergoing training. In addition, it is
your personal responsibility to ensure that you are
qualified to fly in the state/country where you intend to
operate the aircraft.
For your personal safety, the safety of others and the safe
operation of the aircraft, it is very important that this
operator’s manual is read in full before operating or flying
the aircraft for the first time, and that the relevant sections
are understood before any trimming or maintenance work
is undertaken. Should you not understand any of the
Aviation terms to be found in this manual, then ask your
instructor for clarification.
If you have just acquired this aircraft then it is important
that you register as the new owner/operator with your
nearest P&M Aviation Distributor, or with P&M Aviation
direct at the following address:
P&M Aviation
Elm Tree Park
Manton
Marlborough
Wiltshire
SN81PS
Telephone [phone]
[e-mail]
Failure to register will mean that you may
not get important safety information issued
by the company in support of its products.
WARNING
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IMPORTANT!
Wherever you see the symbols shown below, heed their instructions! Always follow
safe operating and maintenance procedures and practices.
NOTE
This NOTE symbol indicates points of particular
interest for more efficient and convenient operation.
This WARNING symbol identifies special
instructions or procedures which if not
correctly followed, could result in personal
injury or loss of life.
CAUTION
This CAUTION symbol identifies special
instructions or procedures which, if not
strictly observed, could result in personal
injury, damage to or destruction of
equipment.
WARNING
!

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Microlight/Ultralight flying and all other airsports can be
dangerous even when practised under ideal circumstances. Pilot
error, component failure, adverse meteorological conditions or
sheer bad luck can, as in all aviation, result in injury or death.
Every customer purchasing goods or services whether directly or
indirectly from the Company is warned that Microlight/Ultralight
flying and similar air sports are not controlled in the same way
that are other forms of aviation. As a result Microlight/Ultralight
aircraft components and related equipment are manufactured
from commercially available materials and components and some
of these materials and components are not designed specifically
for aviation use. Every purchaser must ensure that he inspects
fully every primary product (part or service) item upon delivery
and before every flight thereafter and he must make himself
aware of all trends or changes which may make a particular item
unsuitable for the use for which it was originally purchased. He
must also satisfy himself totally that a purchased item is suitable
for the use to which he intends to employ it. The Company can
offer advice but the final responsibility for the use of the goods
purchased, primary product (part or service) rests solely with the
purchaser (whether direct or indirect) or other user who employs
such goods at his own risk. This Warning applies to every part,
item or service offered by the Company and acceptance of or
payment for goods is an implicit acceptance of this Warning.
The Quik-GTR Microlight/Ultralight aircraft must only be flown
where the following conditions apply:
1. The aircraft must not be flown over any terrain except where it
may be landed safely and without harm to occupants or third
parties in the event of a power reduction or failure of the engine at
any stage of the flight.
2. The pilot of the aircraft is competent and has been trained to
land the aircraft safely and without harm to occupants or third
parties in the event of a power reduction or failure of the engine at
any stage of the flight and is in current practice of forced landing
procedures.
WARNING
!

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FOREWORD
We wish to thank you for choosing this P&M Aviation Aircraft. The Quik-GTR has been optimised for
high speed whilst retaining stability, a wide trim speed range, economy, a high payload and docile low
speed characteristics. Though there is no reason a student pilot should not be trained to fly a Quik-
GTR, due to the wide speed range some conversion training is strongly recommended for pilots used
to pre-Quik types. The strutted construction also allows new methods of folding the aircraft quickly
and compactly for storage.
The GTR wing can be fitted to any Quik trike provided it has the modifications in appendix A fitted.
Any Quik trike can be specified with mod M256 part 1 ( Explorer option with Black Max wheels, all 3
wheels can be braked). It is planned to introduce M256 part 2 for operation at 472.5kg AUW for the
GTR only, provided a ballistic parachute is fitted. All performance values in this manual were
generated at 472.5kg.
Read this Operator’s Manual before flying your aircraft so you will be thoroughly familiar with the
proper operation of your Quik-GTR’s controls, its features, capabilities and limitations. This manual
offers many safe operating and flying tips, but its purpose is not to provide instruction in all the
techniques and skills required to fly this flexwing Ultralight safely. All operators of this Ultralight must
qualify in a pilot training programme, to the minimum standard of the BMAA flexwing microlight pilot’s
licence syllabus, to attain awareness of the mental and physical requirements necessary for flexwing
Microlight operation.
To ensure a long and trouble free life from your P&M Aviation Quik-GTR, give it the proper care and
maintenance described in this manual. For Engine Information and Service & Maintenance
schedules, please refer to the relevant Engine Manufacturers Manual.
Issues and amendments:
Issue 1.0 –Introduction of P&M Aviation Quik GTR at 450kg MAUW.
Issue 1.1 –Roll trim option, tip fins made optional.

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1. PREPARATION FOR SAFE MICROLIGHT/ULTRALIGHT OPERATION.
1.1. TRAINING
Safety is no accident. The safe operation of an aircraft stems from many factors, but one of the most important is
pilot training. Please ensure that the following conditions always apply:
Qualifications
Before taking command of your P&M Aviation Quik-GTR, you must hold a pilot’s licence valid for microlight
aircraft issued by the national or state aviation authority, or be under training and flying with the approval of a
Qualified Flying Instructor. You must have gained your licence on flexwing aircraft, or have passed a flexwing
alternative controls test to the satisfaction of a qualified flexwing microlight instructor, or be under training and
flying with the approval of a Qualified Flying Instructor. The training standards must be at least equivalent to the
BMAA microlight pilot’s syllabus for flexwings.
Type Conversion
Conversion to the P&M Aviation Quik-GTR by a qualified instructor or experienced Quik series owner is essential
unless you are very experienced on flexwings (200+ hours as a guide) and current. First flights must be in
smooth conditions with less than 5kt cross wind and at least 400m clear unobstructed runway.
The Quik-GTR is easy to fly, but has a very wide trimmable speed range. It is essential that proper control of
speed is exercised for different phases of flight, especially landing approaches.
Currency
If you have not flown within the previous 3 months, take a refresher lesson with a Qualified Instructor before
flying as Pilot in Command, and do not operate the aircraft until the Instructor is satisfied with your ability.
1.2. PRE-FLIGHT PLANNING
Planning is pivotal to the legal safe operation of all aircraft. Please ensure that the following conditions always
apply:
Air Law
Before flight, check that your aircraft documents and pilot qualifications qualify in the states or countries in which
you intend to operate. Air Law can vary from country to country and from state to state; be sure to always fly
within the letter of the Air Law that operates in your state or country. Make sure you have permission to fly from
both your take-off site and your intended landing site.
Weather Conditions
Flexwing Microlights should only be flown in moderate conditions. The prudent pilot takes care to avoid flying in
strong winds (more than 10mph), gusty, thermic conditions, crosswinds, rain and any kind of storm. (See Section
8 for more detailed weather limitations.) Remember also that the weather at your destination may be different
from your starting point, so check before you set off. Detailed aviation weather reports are usually available from
your local airfield, and on the internet. If the weather unexpectedly changes for the worse during a flight, then the
safest option is to land at a suitable landing site at the earliest opportunity.
Route Planning
Plan your route using an appropriate pilot’s map, properly folded and stowed in an appropriate map-holder which
is securely fastened to the pilot/passenger or airframe. Ensure that your planned route remains within the
operational Air Laws of your state/country. Always plan your route so that you fly within safe gliding distance of a
suitable landing area in the event of power loss or complete engine failure. Avoid flying over mountains or large
hills, seas or lakes, built-up areas, woods or forests, deserts with soft sand or anywhere else that renders a safe
landing impossible in the event of an emergency. Remember that there is a greater risk of turbulence when
flying near mountains. Never fly in the lee of hills or mountains if the surface wind is anything other than calm,
since lee rotor can be extremely dangerous. Always plan for the possibility of having to divert to an alternate
Do not attempt to operate the aircraft without having carried
out the full training syllabus and having satisfied a qualified
instructor/examiner of your competence to do so and having
been issued with a certificate of competency. Without proper
instruction the Quik-GTR aircraft is not safe to operate and
almost certainly will cause injury or death.
WARNING
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airfield because of bad weather, and make sure you carry enough fuel to reach your alternate destination with a
further 60 minutes of flying time in reserve. Use the advice in this paragraph in conjunction with that obtained in
your formal training. This advice must not be taken as a substitute for proper training.
Clothing
Both extreme heat and extreme cold can be dangerous to pilot and passenger, since they can affect the human
brain’s decision making process. Please ensure that you wear clothing appropriate to the conditions in which you
fly. Crash helmets, ear defenders, gloves and a purpose-built flight suit should always be worn, irrespective of
the conditions! In bright conditions, high quality unbreakable sun-glasses are also a sensible precaution.
Remember that the temperature drops 2-4 degrees F per 1000 feet of altitude, so clearly if your route demands
high altitude flying you should dress appropriately. Remember also that the pilot and passenger in open cockpit
aircraft will suffer from wind chill, which has the effect of making the ambient temperature seem much lower than
it actually is. Finally, check that neither pilot nor passenger has any objects which can fall out of their pockets
since any loose objects are likely to pass through the propeller arc, destroy the propeller in doing so and
seriously threaten the safety of the aircraft and its occupants.
The Payload
The aircraft available payload is the difference between its dry empty weight (see Section 3.1) and its maximum
authorised take off weight (MAUW - see Section 3.1). Before each flight you should calculate the combined
weight of the aircraft, fuel, pilot and passenger and ensure that it never exceeds 990 lbs (450 kilograms).
Fuel
Before each flight, you should calculate your fuel requirement. (For an approximate fuel consumption guide, see
Section 3.8; remember that fuel consumption can be affected by many factors including engine condition, take off
weight, density altitude, speed). You should ensure that you have enough fuel and reserve for your planned
flight (See paragraph on Route Planning above) by carrying out a visual check of the fuel level before you set off
and calculating the endurance limit of the aircraft leaving at least a 30% reserve factor. Never rely only on fuel
gauges, use them only in conjunction with your calculated fuel endurance notes. Check the fuel is of the
appropriate quality (see Section 4.2), properly filtered against impurities. Drain a small quantity of fuel via the
drain valve before each flight to check for water.
Human Factors
Before flying, check the Human Factors as learnt as part of your Microlight license. Never fly with a cold, under
the influence of drink or drugs, after an illness/accident without clearance from your Doctor, or when feeling
depressed.
1.3. MODIFICATIONS
You must not carry out unauthorised modification to the aircraft. It is illegal and for the most part unsafe to carry
out unauthorised modifications to your aircraft.
It is extremly dangerous to exceed the take off
weight limit, it could cause structural failure or
loss of control leading to injury or death.
Articles of clothing, such as gloves and scarves that may be taken off in flight, or
glasses/sun-glasses must be secured by a tie short enough to ensure that they
cannot fall out of the aircraft or be blown into the propeller.
Other objects that are carried in the cockpit such as maps, knee boards and other
navigation equipment must be similarly secured.
Occupants with long hair, particularly in the rear seat, must have it tied to ensure
that it cannot reach moving or hot parts of the engine.
Failure to take these precautions could result in injury or death.
WARNING
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WARNING
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1.4. PRE-FLIGHT CHECKS
It is essential that rigorous checks are carried out daily before flight, exactly to the schedule in Section 6.
In addition to the full daily inspection and pre-flight checks detailed in Section 6, ensure that:
SERVICING: the engine and airframe are within Service limits (see Section 12.5).
LIFED COMPONENTS: the engine and airframe are within lifing limits (see Section 12.7).
If there are any grounds for suspicion about any element of your aircraft's safe operation, do not fly.
1.5. SAFETY HARNESSES
P&M Aviation aircraft are equipped with a 3 point harness for the pilot, and a four point harness for the
passenger. These should be worn at all times; it is particularly important for the safety of the pilot in an accident
that the passenger should wear the shoulder straps provided. Double check that both harnesses are secure as
part of the Pre-take-off check (See Section 7.2). If flying solo, ensure the rear seat harness is secured so that
the straps and in particular the shoulder straps cannot flap around in the wind and get into the engine magneto or
catch the hot exhaust pipe, which may cause them to melt and lose some or all of their strength.
1.6. GROUND HANDLING
A flight has not been successfully and safely concluded until the engine has been stopped, the aircraft has been
securely parked and picketed or hangared, and the pilot and passenger have disembarked. Do not make the
mistake of losing concentration just because you have landed safely. Never taxi at more than walking pace. Use
the brakes gently. Remember to make sufficient allowance for the span of the aircraft when manoeuvering in
confined spaces. Always be ready to switch off the engine in the event of any problem. Respect ground
handling limitations and avoid taxiing in strong winds and gusty conditions. For fixed wing pilots: remember the
nose-wheel steering operates in the opposite direction to that which you are used to.
1.7. AIRSTRIP CRITERIA
Your airstrip should be smooth, flat, devoid of obstructions, clear of stones and other obstacles which may
damage the aircraft and more particularly the propeller. Short cut grass or tarmac are ideal surfaces. The strip
should be sufficiently long to allow for a straight ahead landing in the event of an engine failure on climb out.
Both the approach and the climb out zones should be free of any high obstructions like trees, pylons & buildings,
and ideally there should be some alternate landing fields in these zones to allow for safe landings in the event of
engine problems when landing or taking off. Airstrips surrounded by trees or other obstacles should be avoided,
particularly in windy conditions, since low-level turbulence and rotor are likely to be present. Exercise great care
when visiting other airstrips for the first time, since it is quite possible that they are not suitable for safe Microlight
operation.
1.8. SPECIAL HAZARDS
You should be aware of the following special hazards and it is your duty to point them out to passengers and
spectators:
Propellers
Rotating, and indeed even stationary propellers pose potential dangers. Rotating propellers are very hard to see,
so special attention should be made to keep persons, and especially children and pets, clear of the aircraft once
it has been started. Persons should never stand either in line with the arc of the propeller or behind it since there
is always a possibility that stones or other objects can be picked up and hurled at great speed in any direction. In
the event of a propeller strike close down the engine immediately and do not re-start until you are satisfied that
no structural damage has been done to the propeller. If any damage is visible, do not fly until the damaged blade
has been repaired or replaced and the engine has been inspected for shock load damage.
If you do not wear a harness it could be
hazardous and failure to do so may result in
injury or death.
WARNING
!