Piel EMERAUDE CP301 VH-SJH Technical specifications

AIRCRAFT FLIGHT MANUAL
AND
PILOT’S OPERATING HANDBOOK
PIEL EMERAUDE CP301
VH-SJH
FLIGHT MANUAL
Nationality and Registration Marks VH-SJH
Aeroplane Serial Number 357/N10
Manufacturer Schenk, Jenatsch, Hodges.
Designation of Aeroplane Piel Emeraude CP301 Series 100
Certification Catergory Amateur built
Information supplied by Mr P Tyler and P White

INTRODUCTION
This Flight Manual applies only to the particular aeroplane identified by
registration markings and serial number on page 1 and contains the airworthiness
limitation and essential operating data for that particular aeroplane.
The Flight Manual shall be carried in the aeroplane on all flights. It is the
responsibility of the pilot in command to be familiar with the contents of this Manual and
to comply with all directions contained herein relating to the operation of the aeroplane.
Amendments. It is the owners responsibility to incorporate in this Manual all
amendments, and to enter the date of incorporation and his/her signature on the
Amendment Record Sheet.
DEFINITIONS
The following definitions apply throughout this Manual:
Airfield Pressure Height
The Airfield Pressure Height is that height registered at the surface of an aerodrome by an
altimeter with the pressure sub-scale set to 1013.2 hectapascals.
I.A.S.
Indicated airspeed, which is the reading from an airspeed indicator having no calibration
error.
Take-Off Safety Speed.
The Take-Off Safety Speed is chosen to ensure that adequate control will exist under all
conditions, including turbulence and sudden and complete engine failure, during the climb
after take-off.
Approach Speed
The approach speed is a speed chosen to ensure that adequate control will exist under all
conditions, including turbulence, to carry out a normal flare and touchdown.
Normal operating Limit Speed (Maximum Structural Cruising Speed)
This speed shall not normally be exceeded. Operations above the Normal Operating Limit
Speed shall be conducted with caution and only in smooth air.
Manoeuvring Speed.
Maximum for manoeuvering involving an approach to the stall conditions or full
application of the primary flight controls.
Pilot’s Operating Handbook
Piel Emeraude CP301 VH-SJH
Chapter 1 Description
Chapter 2 Leading Particulars
Chapter 3 Aircraft Systems And Equipment
1 Electrical System
2 Fuel System
3 Oil System
4 Engine Controls
5 Aircraft Controls
6 General Equipment (including Radio)
Chapter 4 Limitations
1 Design Limitations
2 Engine Limitations
3 Flying Limitations
4 Weight and Centre of Gravity Limitations
5 Load Schedule
Chapter 5 Handling
1 Pre-flight Inspection
2 Cockpit Check Before Starting
3 Starting
4 After Starting
5 Taxiing – Use of Brakes
6 Before Take-off
7Take-off
8 Climbing
9 General Flying
10 Cruising
11 Mixture Control

12 Carburettor Icing
13 Vapour Lock
14 Pre-Stalling and Pre-Aerobatics Check
15 Stalling
16 Spinning
17 Aerobatics
18 Descending
Pilot’s Operating Handbook
Piel Emeraude CP301 VH-SJH
19 Pre-Landing Check
20 Approach and Landing
21 Going around Again
22 After Landing
23 Stopping the Engine
Chapter 6 Performance
1 Take-Off
2 Landing
3 Climb
4 Cruise Performance Table
Chapter 7 Emergencies
1 Engine Failure After Take-Off
2 Forced Landing
3 Action in the Event of Fire
4 Re-starting Engine in Flight
Chapter 8 Amendment Record
Chapter 9 Landing and Take Off Charts
WARNING………The personal safety of the Pilot and Passenger may be involved.
Disregarding this information could result in injury to the Pilot and Passenger.
CAUTION……….These instructions point out special procedures or precautions
that must be followed to avoid damaging the aircraft
NOTE……..This provides special information to make maintenance easier or
important instructions clearer.
Pilot’s Operating Handbook VH-SJH Chapter 1
DESCRIPTION
Type
The Piel “Emeraude” is a low wing monoplane of French origin designed
by Monsieur Claude Piel as a two-seater, semi-aerobatic, sports and touring
aircraft.
This aircraft was manufactured in Australia by Schenk, Lenatsch and Hodgens. It
first came on the register on the 20 November 1964.
Construction is mainly of wood and fabric, of imported spruce and a specially
developed synthetic resin glue, universally accepted as the best yet developed for
aircraft structures.
This aircraft is fitted with the Continental 0-200 engine of 100 hp.
Seating
Side by side seating is provided for two occupants, enclosed by a one
piece fixed windscreen and a single sliding canopy (Airtourer).
The left-hand seat must be occupied by the pilot in command. This aircraft
has full duel controls.
Fuselage
The fuselage is of conventional wooden construction with a combination
plywood and fabric covering.
Wing

The wing is comprised of a single one piece laminated wooden spar with a
moulded plywood leading edge forming a torsion box, completed in conventional
fashion with wooden ribs and fabric covering aft from the torsional box.
Differential, slotted ailerons are fitted together with hand operated slotted flaps
extending from the root fillets to the inboard ends of the ailerons.
The flaps are constructed in wood and fabric.
Pilot’s Operating Handbook VH-SJH Chapter 1
DESCRIPTION
Undercarriage
Tailwheel type. The conventional two-wheel cantilever non-retractable
undercarriage is secured direct to the wing. The tailwheel is mounted on a
quarter elliptical leaf spring and is connected by springs to the rudder to eliminate
shimmy and to assist in turning.
External disc type hydraulic brakes are fitted.
Empennage
A single fin and rudder, streamlined with the bottom of the fuselage is
used. The empennage is completed by a cantilever tailplane and elevators.
Anti-spin strakes extend forward along both sides of the fuselage from the
inboard ends of the tailplane.
Pilot’s Operating Handbook VH-SJH Chapter 2
LEADING PARTICULARS
Principal dimensions
Span………………………………………………....26ft 6ins
Length………………………………………………20ft 11ins
Height, overall (tail down)………………………….5ft 10½ins
Ground angle………………………………………..9°
Fuselage width (max)……………………………….3ft 8ins
Fuselage height……………………………………...4ft 8ins
Wing
Chord at root………………………………………..4ft 11ins
Chord (mean)………………………………………..4ft 5¼ins
Incidence (chord line to fuselage
datum at centre section)……………………..………3°
Dihederal (on chord plane)…………………………5° 40’
Tailplane
Span……………………………………………… 8ft 6ins
Incidence……………………………………………0°
Areas
Gross wing area……………………………………117 sq ft
Ailerons (total)……………………………………10.68 sq ft

Pilot’s Operating Handbook VH-SJH Chapter 2
LEADING PARTICULARS
Flaps (total)…………………..……………………..10.4 sq ft
Tailplane (without elevators)………….……………9.69 sq ft
Elevators (total)……………….……….……………8.95 sq ft
Elevator trim tab………………..…………………….86 sq ft
Fin………………………………..…………………6.09 sq ft
Rudder…………………………..…………………..6.88 sq ft
Control Surface Movements
Ailerons – up…………………………………….….25°
- down…………………………………….15°
Flaps (3 positions)……………………….up - 20° - 35°
Elevators – up……………………………………....25°
- down…………………………………..25°
Rudder (each way)…………………………………23°
Main Undercarriage
Type………………………………………………..Single cantilever with
cantilever axles.
Track……………………………………………….7 ft
Shock Absorber system……………………………Rubber blocks in compression
springs for rebound
Wheels……………………………………………..Dunlop
Tyers……………………………………………….500x4in
Tyre Pressure………………………………………25 lb
Brakes………………………………………………Hydraulic external disc.
Pilot’s Operating Handbook VH-SJH Chapter 2
LEADING PARTICULARS
Tail Wheel
Type……………………………….…….Semi–castering, non retractable
Shock Absorber………..………………..Cantilever ¼ elliptical leaf spring
Wheel…………………….……………..“Piel” France
Tyre………………………………………
Engine
Name……………………………………..Continental Model 0-200A
Type……………………………………...4 Cylinder, horizontally opposed, air cooled
Fuel………………………………………80 octane.
Oil………………………………………..SAE 20-40
Propeller
Type……………………………………...2 blade fixed pitch, wooden
Part Number A53……..………………...Invincible Airscrews serial 8149
Tank Capacities
Fuel Tank………………………………..83 Litres (81 litres useable)
Oil Tank…………………………………5.6 litres (1.5 US gals 1.25 imp gals)

Pilot’s Operating Handbook VH-SJH Chapter 3
AIRCRAFT SYSTEMS
1 Electrical Systems
Electrical energy is supplied by a 12 volt direct current system, powered
by a 20 amp engine driven generator. A 12 volt, 24 amp hour battery, carried in a
battery compartment on the starboard engine side of the firewall supplies current
to the system when the generator is inoperative. Access to the battery is obtained
by removing the engine cowl.
Generator output is controlled by a voltage regulator on the front face of
the firewall. A cut-out unit incorporated with the voltage regulator
prevents feed back from the battery to the generator when the engine is stationary
or running below 1600 rpm. A generator isolation switch is provided
on the right side of the instrument panel.
Engine self starting is by means of an electric direct cranking “Bendix”
starter, which draws power only from the internal supply.
A master switch also situated on the right side of the instrument panel controls
the entire electrical system, except the magneto powered ignition system. When
starting the engine either electrically or by hand swinging the propeller, the
switch should always be on. If, after starting the engine the switch is off, the
electrical services including the radio, will be running direct from the generator
and will therefore fade out when the throttle is closed in flight.
Power from the aircraft source is also provided for the auxiliary fuel pump
and fuel gauge. On-off switches for these services are positioned on the
right side of the instrument panel adjacent to the master and generator isolation
switches.
An ammeter placed to the left of the master switch shows the rate of charge to
the battery. Any excessive reading should be considered abnormal and the
generator isolated as soon as possible.
2 Vacuum System
There is no vacuum system. All instruments are electrically driven.
Pilot’s Operating Handbook VH-SJH Chapter 3
AIRCRAFT SYSTEMS
3 Fuel System
Fuel Tank
Fuel is carried in a metal tank mounted in the top centre section of the fuselage
aft of the firewall providing a total fuel capacity of 83 litres.
A filler neck and cap protrudes through the top of the fuselage.
To test for decontamination a spring–loaded drain valve is located centrally
underneath the fuselage in an easily accessible position. A system of drainage
channels at the bottom of the tank leading to a sump and thence to the drain point
ensures that any foreign substance can be detected. A fuel filter drain is located
at the bottom of the fire wall on the starboard side.
Fuel venting
The tank is vented to the atmosphere through a vent pipe installed in the
filler cap.
Fuel contents gauge
An electrically operated fuel gauge mounted on the right side of the
instrument panel shows contents.
Fuel pumps and priming
An engine driven fuel pump is mounted at the front of the engine. Fuel to this
pump flows from the tank under gravity through suitable plumbing and a filter on
the forward face of the firewall.
An electric auxiliary fuel pump supplying fuel to the carburettor through the
same system assists in starting the engine and prevents fuel starvation and
subsequent engine stoppage should the driven pump fail.

With the auxiliary fuel pump turned on, adequate priming is effected by one or
two forward strokes of the throttle.
Warning…. When the fuel tank is approximately ¼ full or less, continuous
uncoordinated flight such as side slips or skids can uncover the tank outlet,
causing fuel starvation and engine failure, avoid prolonged uncoordinated
flight.
Pilot’s Operating Handbook VH-SJH Chapter 3
AIRCRAFT SYSTEMS
Fuel cock
A fuel lever is positioned on the instrument panel in front of the left hand seat
and is clearly marked ON, OFF and RESERVE.
4 Oil System
A wet sump system is common to all the Continental ‘C’ series engines. Oil is
carried in an ovaloid shaped sump or tank mounted on the underside of the
engine, total capacity 5.6 Litres
Oil level is checked by a dip stick embodied in the filler cap on the starboard
side, accessible by removing the top engine cowl. Air scooped in from the front
cowling cools the oil as it passes around the sump. Oil returns to the sump under
gravity.
Oil temperature and oil pressure gauges are mounted towards the right side of the
instrument panel.
5 Engine Controls
Throttle Control
One push-pull type throttle operating in the conventional manner is mounted
centrally on the instrument panel.
Mixture Control
A push-pull type control is fitted to the right of the throttle.
The mixture control knob is clearly marked and coloured red. With the knob
fully in mixture is fully rich. When pulled out the mixture is leaned sufficiently
to stop the engine.
Carburettor Air Temperature Control
A push-pull type control is fitted to the left of the throttle.
Carburettor air temperature is controlled by a lever operated plate valve in the
intake housing which opens and closes a hot air inlet to the manifold. With the
plate valve in the open position cold ram air is drawn through the forward facing
Pilot’s Operating Handbook VH-SJH Chapter 3
AIRCRAFT SYSTEMS
filter intake. With the valve closed, hot air is drawn into the intake from a shroud
fitted around the starboard exhaust pipe.
The carburettor heat control is located to the left of the throttle. To select COLD
air the knob is pushed fully in. To select full HOT air it is pulled fully out. The
degree of heat applied is varied by adjusting the mixture control between the full
HOTand full COLD positions.
Hot air entering the intake does not pass through the air filter, use of carburettor
heat should therefore be avoided when taxiing under dusty or dirty conditions.
NOTE Further instructions on carburettor heat are given in Chapter 5:12.
Engine Starting Controls
A “T” shaped handle at the extreme left hand corner of the instrument panel
engages the engine starter when pulled fully out. It is spring loaded to return to
the disengaged position. The engine may also be started by hand swinging the
propeller.
Warning…… Hand swinging should only be attempted by persons
appropriately trained
An ignition switch is located on the instrument panel on the left hand side and
controls the duel magneto ignition system. Four switch positions are
incorporated, designated clockwise as follows:-
“OFF”, “R”, “L”,and “BOTH”. The engine should always be operated on
“BOTH”, the “L” and “R” positions being for check purposes only.

The left magneto is fitted with an impulse coupling, therfore, the “L” position is
recommended for starting.
Engine Instruments
The engine instruments fitted comprise a tachometer, cylinder head temperature
gauge, oil pressure and oil temperature. The tachometer is in front of the pilot
and the other instruments are above and to the right of the engine controls.
Pilot’s Operating Handbook VH-SJH Chapter 3
AIRCRAFT SYSTEMS
6 Aircraft Controls
Control Columns
Conventional, dual control columns operating the elevators and ailerons are
provided. Anti-friction bearings and ball-races are used throughout and with the
cables properly adjusted there is little or no control friction.
Rudder Pedals
Dual non-adjustable type rudder pedals are fitted with toe brakes. The tailwheel is
connected to the rudder for steering on the ground.
Trim Tabs
The elevator trim tab fitted to the port elevator is controlled by a lever mounted
centrally in a box between the two seats. Settings designated NOSE UP and
NOSE DOWN are clearly marked on the box at each side of the lever which
operates in the normal sense
A tab, fitted to the starboard elevator adjusts automatically as the flaps are
operated to cancel out changes of trim.
Flap Controls
Cable operated wing flaps are controlled by a flap lever positioned in the control
box between the seats just forward of the elevator trim wheel.
The lever operates in the natural sense. Three positive positions are provided.
UP - fully forward
20º - mid-position
35º - fully down.
To lower the flaps it is necessary to disengage a spring-loaded pawl from the
forward cut-out in the flap quadrant by operating a moveable sleeve forming the
handle of the flap lever. This is achieved by placing the thumb on the button
provided at the extreme end of the flap lever and squeezing upwards, the total
movement being approximately 12.5mm (½ inch). Once the lever has been

disengaged and moved back it will lock in first the 20º position and then if
disengaged and moved further backwards in the 35º position.
Pilot’s Operating Handbook VH-SJH Chapter 3
AIRCRAFT SYSTEMS
Raising the flaps is achieved by releasing the spring-loaded pawl by squeezing
upwards on the sleeve and then moving the lever forwards.
Flap position is easily identified from the cockpit, therefore no indicator is
necessary.
Caution: When parking the aircraft it is recommended that the flaps be placed
full down to minimise the risk of damage in leaving and entering the aircraft.
Brakes
The main wheels are fitted with external disc type brakes operated hydraulically,
the system consisting of two master cylinders on the port side rudder pedals.
Straight braking is obtained by exerting equal pressure on the respective brake
controls, differential brake by operating either left or right controls individually.
Flight Instruments
The aircraft is equipped for flight under the Visual Flight Rules as follows:-
1. One Airspeed Indicator
2. One Altimeter
3. One Turn and Balance Indicator
4. One Magnetic Compass
The ASI and Altimeter are operated by the pilot static system comprising a
combined pressure and static head carried on the underside of the port wing outer
section.
The Turn and Balance Indicator is electrically driven.
All the instruments including the Magnetic Compass are grouped in front of the
pilot in the instrument panel.
Pilot’s Operating Handbook VH-SJH Chapter 3
AIRCRAFT SYSTEMS
7 General Equipment
Cockpit Canopy
The cockpit is fully enclosed by a fixed, one-piece Perspex windscreen and a
single sliding canopy framed in steel tubing and fitted with Perspex panels.
A handle is situated at the extreme top centre of the canopy, which when operated
from the outside anti-clock wise unlocks it From the inside there is a knurled
knob which when turned clock wise unlocks and when turned clock wise locks it
in any one of three positions:-
1. Closed
2. Open approximately 100mm (4 inches)
3. Fully open.
It is not possible to jettison the canopy, but easy emergency escape or access can
be had by breaking the large Perspex panels.
Seats and Harness
A non-adjustable bench type seat of wooden construction forming part of the
fuselage structure is provided, fitted with two separate seat cushions and a single
back squab.
Type shoulder harness is provided for both occupants.
Maps and Stowage Space
Pockets are fitted to both inside cockpit walls for maps and documents, etc.
Luggage Space
Ample luggage for two persons may be carried aft of the front seat.
Maximum baggage compartment see section 4.4 A.F.M.

Heating and Ventilation
A cockpit heating system is fitted and operated by pulling out the knob on the
bottom left hand side of the instrument panel.
Pilot’s Operating Handbook VH-SJH Chapter 3
AIRCRAFT SYSTEMS
Fresh, outside air is scooped into the cockpit through two adjustable louver type
circular vents positioned at the top corners of the instrument panel.
Radio and Intercommunication
A 720 channel VHF “Narco Comm 11A ” transceiver is mounted under the
centre of the instrument panel.
Jack boxes for microphone and earphones are fitted to the bottom left and right
hand sides of the instrument panel, whilst a jack for microphone only is mounted
above and to the left of the radio.
A simple ON-OFF switch on the face of the radio cabinet also doubles as a
volume control.
A “Sigtronics” intercom system is mounted above the radio in the instrument
panel.
Protection for the radio is provided by a separate press-to-reset circuit breaker
positioned next to the master switch on the instrument panel.
Emergency Equipment
A portable “MT310” EPIRB is located in the left side pocket.
Pilot’s Operating Handbook VH-SJH Chapter 4
AIRCRAFT SYSTEMS
1 Design Limitations
At 658kg (1450lb) all up weight flight factors, (flaps up) are + 4.4 to – 1.76.
Design load factors are 150% of the above. In all cases the structure meets or
exceeds design loads and the requirement of the US airworthiness Car. 3
category.
2 Engine Limitations
Continental Series 0-200-A Fixed Pitch Propeller
Rated power at sea level……………………………100bhp @ 2750 rpm
Max manifold pressure – rated
rpm at sea level………………………………..……29 hg
Max recommended manifold pressure
cruising at level…………………………………….24.5 hg
Recommended cruising…………………………….sea level…..2500 rpm
5,000 ft……2600 rpm
10,000 ft…..2750 rpm
Oil Pressure
Minimum idling……………………………..……..10 psi
Normal operating…………………………………..30-60 psi
Oil Temperature
Take off – min……………………………………...21ºC (75ºF)

Continuous – rich and weak mixture………..……..108ºC (225ºF)
Maximum………………………………..………....108ºC (225ºF)
Cylinder Head Temperature
Maximum…………………………………………...273ºC (525ºF)
Pilot’s Operating Handbook VH-SJH Chapter 4
AIRCRAFT SYSTEMS
3 Flying Limitations
Never exceed diving speed (Vne) ………………………135 knots IAS
Normal operating limit…………………………………..107 knots IAS
Manoeuvring………………….…………………………107 knots IAS
Half flaps extended………………………………………100 knots IAS
Maximum, wing flap extended….…..…………………….67 knots IAS
Max cross wind component………………………………..10 knots IAS
Warning: Manoeuvring speed – manoeuvres involving an approach to the
stall or full application of aileron or rudder control must not be undertaken
when the airspeed exceeds 107 knots I.A.S.
Spinning and Aerobatics
The “Emeraude” 100 may be operated in the semi-aerobatic category, including
intentional spinning in accordance with the C of A for individual aircraft.
See DCA Aeronautical Report 61/3
Inverted Flight
Prohibited
Pilot - in -Command
Solo flying permitted only from the left seat.
Smoking
Prohibited
4 Weight and Centre of Gravity Limitations
Normal category
Max AUW for take off and landing…………………….658kg (1450lb)
Pilot’s Operating Handbook VH-SJH Chapter 4
AIRCRAFT SYSTEMS
Empty Weight…………………………..……………..416kg (920lb)
(unusable fuel, undrainable oil)
Empty CG position…………………………………….417.5mm
CG datum………….…………………………………..Leading edge of rib 3,
39.76insfromthe
aircraftcentreline.
CG Limits - Forward……………………..……………225.02mm
- Rear………………………….…………..420.17mm
Max load in baggage compartment…………………….20kg (44lb)
(structural consideration)
Utility category
Nil baggage permitted
Max take off weight…………………………………...621kg (1370lb)
5 Load Schedule
It is possible to exceed the CG limits if the aircraft is improperly loaded. To
safeguard against this each aircraft is placarded in accordance with the C of A.

Pilot’s Operating Handbook VH-SJH Chapter 5
Handling
1 Pre-Flight Inspection
First ensure aircraft is in a suitable position for starting, ie, clear of other aircraft,
open hangars etc. Master switch OFF, ignition switch OFF, fuel is ON (for
draining).
Start at the port wing root and work clockwise around the aircraft, check as
follows:-
Port Mainplane
Upper surface…………………………………Condition
Flap……………………………………………Condition – upper and lower
surfaces. Visible hinges and
linkagesforsecurity
Aileron………………………………………...As for flaps. Full and free
movement
Pitot/Static head……………………………….Remove cover – security
Leading edge and lower surfaces……………...Condition – all inspection panels
secure.
Port Undercarriage
Wheel Fairing…………………………………Condition and secure.
Leg……………………………………………Condition – extension (approx
120mm)
Torque Link…………………………………..secure
Brake Unit…………………………………….Secure – no leaks
Tyre…………………………………………...No cuts or creep, pressure correct,
valvefree.
Engine and Front Fuselage
Fuel Tank…………………………………….Remove filler cap – check contents,
secure cap, vent free.
Fuel Tank Drain…………………………….. fuel free from contamination by
draining
Pilot’s Operating Handbook VH-SJH Chapter 5
Handling
Fuel Filter………………………………….fuel free from contamination by
draining, Fuel Tape must be On.
Cowls……………………………………....All cowls secure
Propeller……………………………………Undamaged and secure
Spinner……………………………………..Condition and secure
Oil leaks……………………………………Visual indications
Oil…………………………………………..Check contents and secure cap
Starboard Undercarriage
As for port undercarriage
Starboard Mainplane
As for port mainplane, omitting the pitot/static head

Starboard Fuselage
Main area of fuselage ……………………..Condition
Tail Empennage
Fin and Tailplane………………………….Condition
Elevators and Tabs…………………….….Condition of surfaces, hinges and
linkage. Full and free movement.
Rudder ……………………………………Condition – hinges and linkages.
Full and free movement.
Tail wheel………………………………....Secure – tail wheel spring condition.
Springs secure, tyre for cuts.
Port Fuselage
Main areas of fuselage…….……………...Condition
Cockpit – (from outside)
Perspex panels…………………………….Secure and clean
Pilot’s Operating Handbook VH-SJH Chapter 5
Handling
Canopy………………………………..…Slides freely - locking securely
Safety Harness………………………….From outside for condition and security
Baggage area…………………………….Contents for weight and security
Loose articles………………………..…..nil
2 Cockpit Check Before Starting
Fasten and adjust harness, then check :-
Flaps……………………………………...UP
Canopy……………………………………Closed and latched.
Master switch…………………………….ON
Fuel Pump ……………………………….ON
Instrument Switch………………………..ON
Generator…………………………………ON
Fuel Selector……………………………..ON
Fuel Gauge………………………………Check Contents
Mixture…………………………………..Full rich
Carburettor air temp …………………….cold
Radio…………………………………….OFF
Ignition Switch…………………………..ON (both)
Starting Cold Engine
Hold Brakes on, hold control column back.
Pilot’s Operating Handbook VH-SJH Chapter 5
Handling
Prime engine by opening the throttle twice, close throttle, call CLEAR and pull
“T” handle.
NOTE:- The starter should not be used continuously for periods longer than 30
seconds, allowing short intervals between each attempt to avoid running down the
battery and overheating the starter motor.
WARNING:- If the oil pressure does not rise after 30 seconds the engine
should be closed down and the cause investigated.
Hot start
Do not prime, engage starter with the throttle closed, when engine starts advance
throttle and check oil pressure.
4 After Starting

Warming up
The engine should not be operated at more than 800 r.p.m for the first 60 seconds
after starting to allow proper oil circulation.
Adjust the engine speed to approx 1000 r.p.m. after this period will aid the
warming up process. After two to three minutes running at 800 – 1000 r.p.m the
engine speed may be increased to 1500 r.p.m., if desired for taxiing.
Carburettor heat is not recommended unless icing conditions exist
Cockpit Check before Taxiing
Circuit Breakers…………………………Not tripped
Ignition Switch ………………………….On both
Radio…………………………………….ON
Oil Pressure……………………………..30 – 40 p.s.i
Oil Temperature…………………………rising
Pilot’s Operating Handbook VH-SJH Chapter 5
Handling
Cylinder Head Temperature …………….rising
Flight instruments………………………..Serviceability Altimeter setting.
Flaps……………………………..………Up
5 Taxiing – use of brakes
The type of undercarriage employed together with the low wing, rear C.G.
position and differential brakes allow easy manoeuvring on the ground even in
high wind conditions. Thr aircraft has been demonstrated as safe to taxi in winds
up to 25 knots.
There is no tendency for the aircraft to tip onto its nose if the brakes are used
harshly. As always however, care should be taken to avoid harsh use of the
brakes.
Make radio call
6 Before Take off
T…………………..Trim free and in the neutral position
M………………… Mixture rich
Master On
Magneto Both
F…………………..Fuel on
Fuel pump on
I…………………...Instruments – Fuel gauge
- Oil pressure 30 – 40 p.s.i.
- Oil temperature 21ºc (75ºf)
- Cyl head temperature 150ºc minimum
- Ampers charging
H………………….Harnesses and canopy secure
Engine Run up
Hold control column fully back open throttle to at least 1700 r.p.m. Test each
magneto in turn – maximum drop 75 r.p.m.
Check that there is no excessive vibration and that the generator is charging
Select full carburettor heat and check for operation.
Close throttle fully and check idle, Approx 500r.p.m.
Pilot’s Operating Handbook VH-SJH Chapter 5
Handling
Controls full proper and free
Flaps 20º
Make Radio Call
7 Take off
Normal take off
Flaps 20º for best performance.
Carburettor air COLD – fully in.
When lined up remove feet from the brakes then advance the throttle slowly to
the full open position.

A slight tendency to swing to port can be held easily with the rudder.
The aircraft should be flown off at approx 40 knots IAS, Before climbing
increase speed to 46 knots IAS (20º Flap) or 50 knots with no flap.
After retracting the flap at a safe height a speed of 55 knots IAS and full throttle
will satisfy normal climb requirements.
Short take off
Minimum ground run and best obstacle clearance is obtained using the 20º flap
setting and a climb speed of 46 knots IAS.
Apply full throttle while holding the aircraft on the brakes.
Release the brakes when the aircraft starts to move forward or when at full
throttle and accelerate to the minimum possible unstick speed maintaining a
slightly lower than normal tail low attitude.
Allow the aircraft to accelerate to 46 knots IAS, then climb steadily at this speed
until clear of all obstacles.
When clear, increase speed to 50 knots IAS, raise the flaps, increase speed to 55
knots IAS and continue the climb, using full throttle.
Cross-Wind Take-Off
Flaps retracted.
Pilot’s Operating Handbook VH-SJH Chapter 5
Handling
Apply full throttle using sufficient aileron into wind to keep the wings level.
Hold the aircraft on the ground until speed is about 5 knots above the normal
unstick speed, then effect a clean, quick take-off with a positive backwards
movement of the control column.
Climb at full throttle increasing airspeed as for a normal take-off at the same time
laying off the effect of drift by turning slightly into wind as required.
NOTE. All airspeed quoted apply to a maximum AUW of 658kgs (1450lbs),
therefore, slightly better performance at lower weights can be obtained by
reducing the speeds quoted but this practice is not recommended for normal
operations.
8 Climbing
Maximum rate and angle of climb at 658kgs (1450lbs) maximum AUW and full
throttle is obtainable at the following speeds:-
Flaps 20º - 46 knots IAS
Flaps up - 50 knots IAS
For all other requirements the recommended climbing speed is 55 knots IAS
(flaps up). The engine manufacturers recommend full throttle for all climbs but
power may be reduced if desired for “cruising” climbs.
Full rich mixture should be used unless leaning is necessary to eliminate rough
running due to over-rich mixture at altitude or use of carburettor heat, (refer to 11
and 12, this Chapter).
9 General Flying
Flying Controls
Flying the “Emeraude” is a pleasant experience. Stick forces are exceptionally
light, the controls are well harmonised and effective throughout the speed range.
Little, if any rudder is required to assist turning. In calm conditions the aircraft
may be flown feet off for long periods.
Pilot’s Operating Handbook VH-SJH Chapter 5
Handling
The maximum rate of roll is approximately 80º per second.
Change of Trim
There is no change of trim when the flaps are operated due to the action of the
automatic trim tab on the starboard elevator operated from the flap cables.

Changes of power and speed produce slight changes in directional trim.
Stability
The aircraft is dynamically stable about all axes.
Ample trim control is available for all conditions of flight and the aircraft holds
the trimmed speed well.
10 Cruising
The maximum recommended engine speeds for cruising are 2500 rpm at sea
level, 2650 rpm at 5000 feet and 2750 rpm at 10,000 feet. These figures will
produce approximately 70% power at the given altitudes.
Up to 5000 feet this power will produce an IAS of approximately 100 knots,
giving a true airspeed of nearly 105 knots. For actual figures on range and
endurance, fuel consumption etc, refer to Chapter 6, Cruise Performance Table.
11 Mixture Control
When operating at altitudes of more than 5000 feet above mean sea level or at
any altitude where best power is required, adjustment of the mixture strength is
necessary.
This is done by pulling the knob out toward the “LEAN” position until maximum
RPM is obtained while holding the airspeed steady and with fixed throttle, then
returning the control toward “FULL RICH” until RPM drops just perceptibly.
This procedure produces best power with the mixture slightly on the rich side to
prevent overheating.
Re-adjust the fuel-air mixture for each change in throttle setting, altitude or
carburettor heat.
Pilot’s Operating Handbook VH-SJH Chapter 5
Handling
12 Carburettor Icing
Carburettor icing on the ground has been dealt with earlier in this Chapter.
Carburettor heat should be used in flight at the first indications (engine
roughness, or loss of rpm) that ice may be forming.
To remove carburettor ice first apply full heat, then by trial and error determine
the minimum heat required to prevent any further accretion, using full heat to
remove any build-up of ice during the process.
With full carburettor heat rough engine operation and loss of power will result.
In addition to this the engine will run rough due to an over-rich mixture.
In such cases the mixture should be leaned in accordance with Paragraph 11
except that it must be remembered that too lean a mixture will cause overheating
and detonation. The mixture must not be leaned unless an increase in engine rpm
results.
13 Vapour Lock
When operating in very hot weather there is a possibility of vapour forming in the
fuel suction lines.
Idling on the ground, in such circumstances should be reduced to the minimum
and rpm maintained at a higher than normal figure.
Descending to lower altitude may restore any power loss due to vapour formation
at high altitudes, normally above 10,000 feet.
14 Pre-Stalling and Pre-Aerobatic Check
Preliminaries – Check:-
Height………………………………Sufficient to recover by 3000 feet above
terrain
Airframe……………………………Flaps and trim
Security…………………………….Canopy, harnesses and loose articles
Engine………………………………Normal engine operation. Fuel contents,
fuel pump and mixture rich
Pilot’s Operating Handbook VH-SJH Chapter 5
Handling
Location…………………………….Not in controlled airspace. Not over a built
up are. Within gliding distance of a forced
landingfield.

Lookout……………………………..Make an inspection turn of 360º
15 Stalling
Before practice stalling complete check, refer to Paragraph 14.
At 658kgs (1450lbs – Utility Category) maximum AUW approximate stalling
speeds are:-
Power off – Flaps retracted …………………..40 knots IAS
Flaps down 20º………………………………..39 knots IAS
Flaps down 35º…………………………...…...38 knots IAS
Power on under typical approach conditions….33 knots IAS
Stalling characteristics may be described as positive but gentle. In all cases
except the high speed stall there is little or no stall warning.
At the stall the nose drops gently and may be accompanied by a slight wing drop.
Recovery is immediate if the slight nose down pitching moment is assisted by a
relaxation of stick force while the height lost will seldom be greater than 100 feet.
The ailerons are effective at and beyond the critical angle of attack but use of
aileron to correct a wing drop should always be accompanied by use of rudder.
Slight buffeting is felt about 3-5 knots before the actual stall if the aircraft is
subjected to aerodynamic loading as in a high speed stall during a steep turn,
accompanied by an increased tendency for a wing to drop. Recovery is
conventional and normal in all respects and characterised by the relatively slight
loss of height, as in the former case.
Stalling speeds are decreased about 2-3 knots at reduced AUW, eg, with only one
person in the aircraft.
Pilot’s Operating Handbook VH-SJH Chapter 5
Handling
16 Spinning
Before practice or intentional spinning complete pre-aerobatic checks as in
Paragraph 14.
Entry in the spin is accomplished in the normal manner. To the left there is little
or no delay prior to the spin proper. To the right the aircraft has a definite
tendency to spiral and in some cases will not enter the spin proper unless opposite
aileron is applied. This is not recommended as part of the normal technique for
recovery takes slightly longer.
In the true spin the rate of rotation is fairly rapid and the nose attitude steeper
than 45º. There is no alteration or sudden change in pitch, roll or yaw, while
noise level is low except in the spiral which is characterised by moderate
fluctuations in pitch and rate of rotation, increasing airspeed and rattle, mainly
from the canopy.
Rate of descent is high, in the order of 4000 feet per minute and there is a
tendency for the propeller to stop in a true spin exceeding 3-4 turns.
Recovery from the spin is conventional in all cases where the centre of gravity is
within the allowable range. The technique is the same as for most other types of
spinnable light aircraft which is:-
FULL opposite rudder
PAUSE (count – one, two, three), then ease the control column slightly
and steadily forward until the spin stops.
Complete the recovery by easing the aircraft out of the ensuing dive.
The action outlined above will effect recovery within 3 turns, in most cases in
less than this. When rotation ceases the control column will be at the neutral or
central position. A slight increase in rotational speed and a nose-down pitch
movement as the control column is moved forward is normal and indicates that
recovery is imminent. All control forces are light.
The “Emeraudes” have been demonstrated to recover from sustained spins with
application of full opposite rudder and the control column fully back, thus
providing a measure of safety not encountered in some aircraft.
Pilot’s Operating Handbook VH-SJH Chapter 5
Handling

NOTE: 1 To ensure recovery by 3000 feet AGL it is recommended that
intentional spins be entered at not less than 5000 feet AGL and in the number of
spin or spiral be limited to 4.
NOTE: 2 Should the propeller stop during a spin proceed in accordance with
procedures for re-starting the engine in flight, Chapter 7 “Emergencies”.
17 Aerobatics
Aerobatics are an outstanding feature of the “Emeraude”. All normal manoeuvres
are permitted as listed on the Aircraft C of A. There is no aerobatic weight
restriction.
The following speeds are recommended:-
Inside loop……………………..120 knots IAS
Slow roll…………………...…..100 knots IAS
Barrel roll…………………..….100 knots IAS
Stall turn………………………...95 knots IAS
Half roll off the loop………..…130 knots IAS
Spins………………………..…slow deceleration.
When executing manoeuvres in the looping plane do not subject the aircraft to
high (G) loads, (elevator stick force is approximately 10 lbs per “G”)
Throttle back to avoid exceeding rpm limitations
18 Descending
To descend, height may be lost by the conventional power on descent at cruising
speed, or for en route let-down by gliding with the throttle closed.
Before descending check mixture is fully RICH unless carburettor heat is
required in which case adjust accordingly.
Optimum gliding speed, power off at 658 kg max AUW are:-
Clean ……………50 knots
Flaps 20º or 35º …45 knots
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Handling
19 Pre-Landing Check
When down wind check:-
B……………………….….Brakes
M…………………………..Mixture
F…………………………...Fuel Pump ON
Fuel selector
I……………………………Fuel contents
Generatorcharge
Oilpressure
S……………………………Master
Magneto
H…………………………..Harnesses
Hatches
C…………………………...Carburettor heat (as required)
20 Approach and Landing
Glide Approach
Reduce speed to 70 knots and lower flap as required. Recommended speed 50
knots IAS flaps up, 45 knots IAS flaps down.
With the throttle closed height is lost quite rapidly.
Ample vision and a good angle of descent is obtained with flaps at 20º.
Full flap may be used if it is desired to steepen the descent still further with no
significant alteration of the landing feel, which is conventional in all cases.
Powered Approach
Reduce Speed to 70 knots IAS and lower flap as before. With power on maintain
45 knots IAS (35º of flap) and regulate rate of descent with the throttle as
required.

Pilot’s Operating Handbook VH-SJH Chapter 5
Handling
Short Landing
Commence by using the powered approach techniques and full flap.
On short final reduce airspeed to 40 knots IAS adjusting rate of descent with the
throttle. Keep power on throughout, flaps at 35º.
Both the round out and the hold off period are reduced to the minimum using this
technique. Take care that power is not reduced too early. Arrest any tendency
for the aircraft to land heavily with ample use of throttle in the conventional way.
Cross Wind Landing
Powered approach technique should be used for all cross wind landings.
Use 20º of flap under average conditions, no flap if the crosswind component is
high.
Counteract drift during the approach by yawing the nose sufficiently into the
wind and/or holding the into wind wing slightly down with aileron.
Land as for any other tail wheel aircraft.
Once on the ground the low wing, low centre of gravity simplified control but
due to the tail wheel undercarriage and the comparatively large keel surface aft
the main wheels there is a tendency to weathercock when landing in strong cross
winds. Use of differential brake will help prevent this.
Flapless Landing
Little difference exists between the flapped and un-flapped landing, apart from
the slightly flatter angle of descent in the latter case.
Recommended speed is 50 knots IAS.
21 Going Around Again
At full throttle and maximum AUW the aircraft will climb away easily with the
flaps full down.
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Handling
To go round following a baulked landing, etc, open the throttle fully and climb at
42 knots IAS flaps fully down, 46 knots IAS if flaps set to 20º, 50 knots IAS
flaps up.
At a safe height raise any flap and stabilise the climb at 55 knots IAS.
There is no appreciable sink and the action of the automatic tab compensates for
changes of trim when the flaps are raised.
22 After Landing
When the aircraft has stopped check -
Carburettor heat……………………………….cold
Trim …………………………………………..neutral
Flaps…………………………………………..up
Fuel pump…………………………………….off
Normal taxiing should cool the engine sufficiently. Should excessive taxiing be
necessary, allow engine to cool by idling at 800 rpm for at least two minutes
before stopping.
23 Stopping the Engine
Radio…………………………………………off
Magnetos……………………………………..test for dead cut
Throttle……………………………………….close
Mixture……………………………………….full lean
All other switches…………………………….off

Pilot’s Operating Handbook VH-SJH Chapter 6
Performance
1 Take Off
Take off distances quoted are those required to reach a height of 50 feet. The
following conditions apply to both cases:-
Standard sea level conditions
Short, dry grass surface
Nil wind
Continental engine 200A
Propeller – G Adams, wood blade, design No. A53/D
Full throttle and use of the relevant take off safety speeds as shown.
At 1450 lbs 51 knots IAS…….…………………..1700 feet
At 1071 lbs 40 knots IAS………………………….771 feet
2 Landing
The landing distances, in all cases, is less than for take off.
NOTE The aircraft has been classified by DCA to Category 3 (see AIP Section
AGA 4 and the LAH, Section GEN) which specifies a minimum strip length at
sea level of 2000 feet plus 200 feet increase for every 1000 feet the landing area
is above sea level.
3 Climb
Maximum rate of climb at sea level……………………..750 rpm
Maximum gradient of climb at sea level………………….13%
4 Cruise Performance Table
Cruise Performance Table
Alt Mixture RPM % BHP IAS LPH Endurance Still Air
2475 64 103 18 4.5 4642,500 2200 47 100 17.3 4.8 480
2650 67 105 18 4.5 4725,000 2200 45 102 16.8 4.9 500
10,000
Leaned
for best
power
2740 68 112 18.6 4.4 493
2200 43 104 16.4 5.0 520
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Performance
NOTE 1 Endurance is decreased at throttle settings below 2200 rpm
NOTE 2 Use of carburettor heat increases fuel consumption by approximately 5%
The effect on IAS is negligible.