Pipistrel Virus 912 User manual

WARNING!
This booklet MUST be present inside the cockpit at all times!
Should you be selling the aircraft make sure this manual is handed over to the new owner.
This is the original manual of Pipistrel d.o.o. Ajdovscina
Should third-party translations to other languages contain any inconsistencies,
Pipistrel d.o.o. denies all responsibility.
applies to Virus 912 equipped with Rotax 912 UL engine
Virus TW (tail-wheel edition) owners please regard to the
Supplemental sheet at the back of this manual
Flight manual and
Maintenance manual
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(15 April, 2006)

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Virus model:
Serial number:
Date of manufacture:
Aircraft empty weight (kg):
Fuel weight:
Available cargo weight:
Installed appliances included in aircraft empty weight:
Date and place of issue: Ajdovščina,

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Flight manual and
Maintenance manual for
Models: Virus 912 (TW and NW)
Slovenian Data Sheet number: TC 99/002 - AT/ULN 02
Factory serial number:
Registration number:
Date of Issue: April, 2006
Pages signed under “Approval” in section Index of revisions and List of valid pages
(pages 4 and 5 of this manual) are approved by:
Authority:
Signature:
Stamp:
Original date of Approval:
This aircraft is to be operated in compliance with information and limitations contained herein.
The original English Language edition of this manual has been approved as operating instruction
according to “Pravilnik o ultralahkih letalnih napravah” of Republic of Slovenia.
Approval of translation has been done by best knowledge and judgement.
Pipistrel d.o.o. Ajdovščina, Goriška cesta 50a, SI-5270 Ajdovščina, Slovenija
tel: [phone], fax: [phone], e-mail: [e-mail]
www.pipistrel.si
Virus 912

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Index of revisions
Enter and sign the list of revised pages in the manual into the spaces provided below. All revised pages
should be clearly designated in the upper right corner of the page, also, any changes in page content
should be clearly visible (e.g. marked with a bold black vertical line).
Name of
revision
Reason for
Revision:
Revision no.,
date: Description: Affected pages:
Approval,
signature:
Original / Rev.0
15 April, 2006 First original release. /

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List of valid pages
This manual contains 108 original and revised pages listed below.
Pages State
(Revision) Approval:
Cover Original
Page numbering Original
Authority approval sheet 3Original
Index of revisions 4Original
List of valid pages 5Original
Table of contents 7Original
General 9 -12 Original
Limitations 13 - 20 Original
Emergency procedures 21 - 24 Original
Normal procedures 25 - 38 Original
Performance 39 - 46 Original
Weight and balance 47 - 52 Original
Aircraft and systems on board 53 - 66 Original
Handling and maintenance 67 - 78 Original
Appendix 79 - 100 Original
Supplemental sheet for Sinus NW 101 - 106 Original
CAUTION!
This manual is valid only if it contains all of the original and revised pages listed above.
Each page to be revised must be removed, shredded and later replaced with the new, revised page in
the exact same place in the manual.

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Table of contents
General
Limitations
Emergency procedures
Normal procedures
Performance
Weight and balance
Aircraft and systems on board
Handling and maintenance
Appendix

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Introduction
Certication basis
Notes and remarks
Technical data
Aircraft projections
General
General

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Introduction
This manual contains all information needed
for appropriate and safe use of Virus 912.
IT IS MANDATORY TO CAREFULLY
STUDY THIS MANUAL PRIOR TO USE
OF AIRCRAFT
In case of aircraft damage or people injury
resulting form disobeying instructions in the
manual PIPISTREL d.o.o. denies all responsi-
bility.
All text, design, layout and graphics are
owned by PIPISTREL d.o.o. Therefore this
manual and any of its contents may not be
copied or distributed in any manner (elec-
tronic, web or printed) without the prior con-
sent of PIPISTREL d.o.o.
Certification basis
PIPISTREL d.o.o possesses the manufacturing
licence issued by URSZP (ULN no.: P-03) of
Virus ultralight aircraft.
Virus is certied at URSZP according to the
standards of the Republic of Slovenia and the
Type Certicate.
no.__AT/ULN 02__ dated: 09.07.1999
as an Ultralight aircraft.
(see attachments for copies of certicates)
Notes and remarks
Safety denitions used in the manual:
WARNING! Disregarding the following instructions leads to severe deterioration of ight
safety and hazardous situations, including such resulting in injury and loss of life.
CAUTION! Disregarding the following instructions leads to serious deterioration of ight
safety.
Technical data
PROPORTIONS Model 912
wing span 12,46 m
length 6,6 m
height 1,85 m
wing surface 11,0 m2
vertical n surface 1,1 m2
horizontal stabilizer and elevator surface 1,63 m2
aspect ratio 13,1
positive ap deection (down) 9 °, 18 °
negative ap deection (up) 5°
centre of gravity (MAC) 20% - 38%
General

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Aircraft projections
General

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Introduction
Operational velocities
Engine, fuel, oil
Weight limits
Centre of gravity limits
Manoeuvre limits
G-load factors
Cockpit crew
Types of operations
Minimum equipment list
Other restrictions
Warning placecards
Limitations
Limitarions

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Operational velocities
Speed limits
Velocity TAS
[km/h (kts)] Remarks
Vmax Maximum permitted
horizontal speed 240 (130)
Never exceed this speed in horizontal ight.
When ying close to the Vmax never use more
than one third of controls' deecions.
VNE
Velocity never to be
exceeded 249 (134)
Never exceed this speed. Should the VNE be
exceeded, land as soon as possible and have the
aircraft veried for airworthiness by authorised
service personnel.
VRA Maximum safe velocity
in rough air 141 (76) Exceed this speed in calm air only and even then with great caution.
VA Manoeuvering velocity 141 (76)
Do not use rough or full stick and
rudder deecions above this speed.
VFE Max. velocity aps
extended 130 (70) Do not exceed this speed with aps extended.
VAE Max. velocity of airbra-
ke extention 160 (86) Do not extend spoilers above this speed.
Airspeed indicator markings
MARKING TAS [km/h (kts)] Denition
white arc 64 -130
(34 - 70)
Speed range where aps may be extended. Lower end is dened
as 110% of VS (stall speed in landing conguration at MTOM),
upper end of speed range is limited by VFE (see above).
green arc 66 -141
(36 - 76)
Speed range of normal operation. Lower end is dened as 110%
of VS1 (stall speed at MTOM with aps in neutral position), upper
end is limited by VRA (see above).
yellow arc 141 - 240
(76-130) Manouvre the aircraft with great caution in calm air only.
red line 240 - 249
(130 - 134) Maximum speed allowed.
blue line 130 (70) Best climb rate speed (VY)
Indicated airspeed (IAS) to true airspeed (TAS) relation
Airspeed indicator measures the dierence between total and static pressure (also called dynamic pressure),
which does not only change as speed increases, but is also linked with altitude. Flying at high altitudes, where
the air is getting thinner, results in misinterpreting airspeed which is being indicated. The indicated airspeed
value is actually lower than the true airspeed to which the aircraft is exposed. The higher you y, the bigger the
Introduction
This chapter provides information about operational restrictions, instrument markings and basic
knowledge on safe operation of aircraft, engine and on-board appliances.
Limitations

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Limitations
200 108
210 113
220 119
230 124
240 130
250 135
260 140
270 146
280 151
290 156
300 162
310 167
320 173
330 178
340 184
350 189
360 194
370 200
380 205
390 211
400 216
0
3000 6000 9000 12000 15000 18000 21000 24000 27000 30000
1000 2000 3000 4000 5000 6000 7000 8000 9000
km/h kts
pressure altitude
True AirSpeed (TAS)
IAS=220 km/h (119 kts)
IAS=240 km/h (130 kts)
m
ft
100 54
110 59
120 65
130 70
140 76
150 81
160 86
170 92
180 97
190 103
200 108
210 113
220 119
230 124
240 130
250 135
260 140
270 146
280 151
0
3000 6000 9000 12000 15000 18000 21000 24000 27000 30000
1000 2000 3000 4000 5000 6000 7000 8000 9000
km/h kts
pressure altitude
Indicated AirSpeed (IAS)
m
ft
TAS=225 km/h (122 kts)
TAS=250 km/h (135 kts)
The graph below shows which indicated airspeed (IAS) must be maintained to keep the true air-
speed (TAS) constant Note that true airspeed (TAS) is constant along the entire servicable altitude
range! (VNE for Virus is 249 km/h (134 kts) TAS. Note how VNE decreases at higher altitudes!)
IAS & TAS graphs (standard ICAO atmosphere)
WARNING! Above pressure altitude of 1000 meters (3300 ft) all speed limits (see
previous page) MUST be treated as True AirSpeed (TAS).
Indicated AirSpeed (IAS) MUST be reduced accordingly (see graphs above)!!!
Hint: You can draw your own lines for other speeds on these graphs. At 0 meters (0 feet) start at the desired
IAS (1st graph) or TAS (2nd graph) and follow the same line curvature.
The graph below shows how TAS changes in relation to pressure altitude. Note that the indicated air-
speed (IAS) is constant along the entire servicable altitude range!
(Vmax for Virus is 240 km/h (130 kts) TAS)
dierence between IAS and TAS. Be aware of this eect especially when ying at high altitude at high
speeds, not to exceed VNE unawarely. Bear in mind this can happen even with the indicator still pointing
within the yellow arc! However, for ight planning purposes TAS is the most accurate speed, which then
can be corrected by eventual tail/head wind component to obtain the aircraft’s ground speed (GS).

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Limitations
Engine, fuel, oil
Engine manufacturer: ROTAX
Engine type: ROTAX 912 UL
The engine
TEMPERATURE °C / ROTAX ENGINE 912 UL
cylinder head temp. (CHT); minimum, working, highest 80; 110; 150
max. CHT dierence /
exhaust gas tempetarure (EGT); normal, max. 650-800; 900
max. EGT dierence 30
air intake temperature (AIR); highest 40
cooling uids temperature (WATER); minimum, highest 50; 110
oils temperature (OIL TEMP); minimum, normal, highest 50; 90-110; 140
RPM, PRESSURE 912 UL
oil pressure (OIL PRESS); lowest, highest 0,2; 6,0
engine revolutions (RPM); on ground recommended 5500
RPM on ground; max. allowable 5800
magneto check at (RPM) 4000
max. single magneto drop (RPM) 300
Fuel and oil
ROTAX ENGINE 912 UL
recommended fuel unleaded super
fuel to be discouraged from using
leaded* or
100LL*
recommended oil
API SJ SAE
10W-50
*Engine life is reduced. Should you be forced to used this kind of fuel, change of engine oil every
50 ight hours is crucial. Please consult the manufacturer on which type of oil to use.
IMPORTANT!
Four-stroke engines should only be powered by unleaded fuel, for lead sedimentation inside the en-
gine shortens its life. Provided you are unable to use unleaded fuel, make sure engine oil and the oil
lter are replaced every 50 ight hours.

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Limitations
Propeller
VIRUS 912 Propeler
Virus, model 2000 Pipistrel BAM 2
Virus, model 2001 & newer Pipistrel VARIO
Engine instrument markings
WARNING: ll in engine specic values.
Instrument Red line
(minimum)
Green arc
(normal)
Yellow arc
(caution)
Red line
(maximum)
Tachometer (RPM)
Oil temperature
Cylinder head temp.
Oil pressure
Fuel quantity
Weight limits
Virus 912 weights
WEIGHT Model 912
empty aircraft weight 284 kg
max. takeo weight (MTOM) 450 / 472,5 kg
fuel capacity 2 x 30 l
max. fuel weight allowable 45,6 kg
minimum cockpit crew weight no limit
maximum cockpit crew weight 180 kg
joint parachute rescue sys. and luggage weight 18 kg
WARNING! Should one of the above-listed values be exceeded, others MUST be reduced in
order to keep MTOM below 450 / 472,5 kg. However, the joint parachute rescue system and lug-
gage weight must NEVER be exceeded as it can inuence aircraft’s balance to the point when the
aircraft becomes uncontrollable!
Owners of Virus 912 equipped with the GRS parachute rescue system (weighing 14 kg on itself),
must keep luggage weight below 4 kg to keep aircraft’s centre of gravity within safe range.

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Centre of gravity limits
•Aircraft's safe centre of gravity position ranges between 20% and 38% of mean aero-
dynamic chord.
•Reference point ranges between 210 mm and 374 mm, datum is wing's leading edge.
Manoeuvre limits
Virus 912 is certied as an Ultralight aircraft. Therefore, all basic non-aerobatic manoeu-
vres are permitted within operational speed range, regardless of wing ap position.
Following NON-aerobatic manoeuvres are permitted as dened:
•Power on and o stalls not below 150 meters (500 feet) above ground level.
•Power on and o lazy eights not below 150 meters (500 feet) above ground level.
•Steep turns with a maximum bank of 60° and initial speed of 160 km/h (85 kts).
•Chandelle maneuver not below 150 meters (500 feet) above ground level.
•Intended spin (at most 180° in actual spinning manoeuvre).
G-load factors
max. positive wing load: + 4 G
max. negative wing load: – 2 G
Cockpit crew
•There is NO LIMIT to the minimum cockpit crew weight.
•Cockpit crew may weigh at most 180 kg.
•Maximum takeo weight (MTOM) MUST NOT, under any circumstances, exceed 450 /
472,5 kg.
Types of operations
Virus 912 is built to y under day visual ight rules (day VFR) in zero icing
conditions.
Limitations

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Limitations
WARNING! Should you nd water drops on the airframe during preight check-up at
temperatures close to freezing, you may expect icing to appear in ight. Spoilers (airbrakes) are
especially prone to icing under such circumstances. As water may accumulate underneath the
top plate(s), spoilers may freeze to the wing surface. Should this occur, you will most denitely be
unable to extend spoilers before the ice melts. Therefore, ying under circumstances mentioned
above, it is recommended to extend and retract the spoilers in ight frequently to prevent its sur-
face freezing to the airframe.
Minimum equipment list
• Airspeed indicator
• Altimeter
• Compass
• Tachometer (RPM)
Other restrictions
Due to ight safety reasons it is forbidden to:
•y in heavy rainfalls;
•y during thunderstorm activity;
•y in a blizzard;
•y according to instrumental ight rules (IFR) or attempt to y in zero visibility condi-
tions (IMC);
•y when outside air temperature (OAT) reaches 40°C or higher;
•perform any form of aerobatic ying;
•take o and land with aps retracted or set to negative (-5°) position;
•take o with spoilers extended.
Warning placecards
Virus 912 is categorised as an Ultralight aircraft and must wear a warning
placecard as such. The placecard indicates the
aircraft was not built according to the ICAO standards and is therefore
own completely at pilot’s own risk.

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